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BICYCLE 



AMD ITS 

ACCESSORIES 



A 

COMPLETE 
RErERENCE 
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■ I Z9 PARK ROW, r^EW YORK 

I 1696 



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COPYRIGHT BY 
TUB COMMERCIAL ADVERTISER ASS'N. 

A. D. 1898. 



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THE MODERN BICYCLE 



i« 



AND ITS 



ACCESSORIES 



A COMPLETE REFERENCE BOOK 



FOR 



RIDER. DEALER AND MAKER 



Republished from the Series of Articles Written for The Commercial 

Advertiser by Alex. Schwalbaoh and Julius Wilcox Under the 

Caption of "Bicycles for 1808," Setting Forth the Improye- 

ments and Changes in Manufacture Since 1816. 



THB COQfMBRdAL AOVERTISBR ASSOCIATION, 

29 Fftrk Row. N«w York, 

PnUlahtra. 

1896. 



■^ PRICES 



«ljlul;: 



The MjouIjc> 
CPRyrFNTS 



rCREScfeN^ 
.BJCYOES, 




Am Not 

Adopted Until 

[ TticrHivcBem j 

TboTMighlY 

Tedcd. 



3 The Public Reaps the Benefit. 

^ ^l^VD FOR 0ATAJXM3UE "n. 

•*i WESTERN WHEEL WORKS, 

2 CWCAGa * NET YORK. 



It Burns Gas! 

"The SOLAR." 




Light costs '-. ol 1 cent id hour. Throws 
Cldr, white livht 100 Ue. ahead. Send 
fof ciTcuUrandleun ibout Iht GREATEST 
BtCYCLE LAMP of ihe yew. 

m ,^. .:,ilT ,^ ^.i f;^id/„^ $4.09. 

tx> : . i MFG. CO., 

WIS. 



MAKES ITS ROAD. 




The Strau» Puncture Proof Tire Goes 

Anywbert «nd Everywhere 

Wtthoul Fe«r. 

STRAUSS TIRE CO. 

127 Duw St, Ntrw Yotfc CUtf 



^* 



CONTENTS, 



OHAPTBB I. 

EVOLUTION- OF THE BICYCLE. 1816 TO 1899 ' 

The Year 1888 a Memorable One in Its History; Improvement in Quality, Re- 
duction in Price, the Reincarnation of the Chainless, and the Abolition 
of the National Cycle Show— Tendencies Toward Fixity, and Reversion 
to Type— The Earliest Creations in Bicycle Construction and the Steady 
March Toward Improvement— A Brief Sketch of Development— Marked 
Characteristics and Changes Adopted with the Season of 1898. 

Pages 1-9 

CHAPTER II. 

THE CHAINLESS WHEEL. 

Its Advent Upon the American Market, After Long and Costly Experiments 
—The Various Methods Employed to Transmit Power— A Single Success- 
ful Foreign Wheel of Thifi Type— The Bevel Gear, Spur Gear and Pin- 
Roller Gear— A Study of the Chainless Type, with Illustrations and 
Descriptions of Popular Models. 

Pages 10-27 

CHAPTER III. 

CHAINLESS VS. CHAIN. 

The Advantages Claimed for Each Compared— Summary of Early Attempts 
in "Safety" Types— Modes of Power Transmission— Demands Upon 
Chainless Construction— The Problems of End-Thrust and Side-Thrust— 
The Question of Strain Upon Bearings and Gear Teeth— Charges Brought 
Against the Chain Wheel— Effect of the Chainless Upon the Trade. 

Pages 28-30 

CHAPTER IV. 

FRAME AND FORK CONSTRUCTION. 

The Frame, Essentially a "Bridge Upon Wheels"— Evolution of Shape In 
Frames— Drop Forgings and Stampings— Flush Joints— Drop Frames— 
Juveniles— Styles of Forks and Crowns— How Tubing Is Made— The 
Adoption of Sheet-Steel Parts. 

Pages 37-52 



^ 



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FOR«M«M«M 

BEAUTV OF DESIGN, 
MAXIMUM STRENGTH, 
MINIMUM WEIGHT, 
ENDURING QUALITIES, 



The 

S terling 



"BUILT LIKE A WATCH,*' 
LEADS THE WORLD. 



jtjitjtjtj»jt 



STERLING CYCLE WORKS, 



CHICAGO, nx. 



^WWWWWWWWMWWMWWWl 



CO^ TENTS— Oovtimied, vll. 

CHAPTER V. 

CHAIN PROTECTION. 

The Gear Case an English Derlce— Its Improved Construction In America 
—Its Practical Advantages— Various Styles Described. 

Pages 53-57 

CHAPTER VI. 

THE CHAIN AND ITS FUNCTIONS. 

A Greater Knowledge and Care of Chains Desirable— Evolution and Op- 
eration—Attempts to Reduce Chain Friction— Roller Sprockets and Rol- 
ler Chains— Various Points and Kinds of Friction— The Several Types 
of Chain Now In Use— Improved Sprockets— Results of Actual Tests- 
Chain Adjusters— Chain Bolts and Repairs. 

Pages 58-66 

CHAPTER VII. 

HUBS. SPOKES ANP RIMS. 

Improvements In Construction— The Suspension Wheel Described— Con- 
struction of Hubs and Spokes— The Strains to Which They Are Sub- 
jected—The Different Styles In Use— The Wood Wheel— Steel Rims and 
Wood Rims, with Some Popular Examples. 

Pages 67-73 

CHAPTER VIII. 

EVOLUTION OF THE TIRE. 

The Tire from 1888 to 18»8— Solid, Cushion, Inner-Tube and "Hose-Pipe"— 
The Various Makes of Tire and Rim— Early Methods of Repair— Modem 
Repair Methods and Kits— Plugs, Patching, Strips and Vulcanizing— 
Some Valuable Hints to Riders. 

Pages 74-81 

CHAPTER IX. 

THE BEARINGS. 

The Great Improvement In Bicycle Bearings— Points of Contact— The Evil 
Results of Careless Construction and Assembling— Ballmaking— The 
Cup Adjustment and Its Advantages— Lubrication and Dust Exclusion 
—Methods in Bearings as Made In 1898. 

Pages 82-87 



A 



THE IiAIWP FOR GYGWSTS 




"Electro** 

GnS LAMP. 

Pric e - $ 3.50 

No Oil, No Dirt, No Smoke, 
Absolately Safe. 



Otpaeils Si^ In i hotirit. 



FOR ani,B BY ALL DBALBRS. 

ELEeXR© LftMP e©.. 

4S Broadway, New York eity. 

THIS COMPANY 18 THB BXCLtBlVB LICENSED FOR THE SAUE 
AXD CSD OF CALCIVM CARHIDE IN BICYCLB I^HPS— COIfSEttUBNT. 
LY THE RIDER Ifl AL1VAYB ABSl'HED OF HIS Sl'FFLV. 



MORE HARD RUHHIHG 

IN BieveLES 

Is caused by bearint^s that are dogged 
because a gummy oil has been 
used, than by any- 
thing else. 



I Cannot Get Gummy. 

IT eUTS OIRT, 
IT LUBRieaTES, 
' CLEANS AND PRE- 
VENTS RUST. 

IStudard of tbe World. 



G. W.COLE & CO.. 

141 Broadway, New York. 



For Cyclists, Golfers, 
Sportsmen, Athletes 
and Horsemen, 

THE^ 

COMMERCIAL 

ADVERTISER 

Publbha a GthIci Ammiat 
of Accunic and Intcrotliic 
In(arnutioa Tlua Any 
Olber Evciitoc Paper, 



CONTENTS— Continued. te. 

CHAPTER X. 

CRANKS. PEDALS AND AXLES. 

The Early and Modern Hub— The Divided-Axle Mania— * 'One-Piece" Con- 
struction—Crank Throw and Variable Gear— Gear Ratio— Crank Drop 
— Shai)es of Crank and Sprocket— Evolution of the Pedal and Axle- 
Ankle Motion and Its Advantages— The Ramsey Swinging Pedal. 

Pages 88-lM 

CHAPTER XI. 

THE SADDLE. 

Until Late Tears a Knotty Problem for Makers and Riders— Some Recent 
Improvements— Saddles and "Seats"— Use and Misuse of Springs— A 
Strictly Universal Saddle Impossible— Various Types and Makes— Wide 
Range of Choice— The Seat Post. 

Pages 95-102 

CHAPTER XII. 

HANDLEBARS. GRIPS AND BRAKES. 

Successive Modifications— Long vs. Short Bars— Wood Bars— Grips of Va- 
rious Sorts— The Question of Brakes— Rear and Front Brakes— Back- 
pedalling and Rear Brakes— The Spencer Brake. 

Pages 103-108 

CHAPTER XIII. 

LAMPS AND LAMP BRACKETS. 

Evolution of the Lamp— Excellence of the American Kerosene Lamp— De- 
scription of Various Makes—Electric Lamps— The New Carbide Illum- 
inant— Descriptions of Carbide Lamps— Lamp Brackets. 

Pages 109-117 

CHAPTER XIV. 

CYCLOMETERS AND OTHER SUNDRIES. 

Early Cyclometers— Dial and Barrel Types— Various Styles of the Latter- 
Bells, Ringing by Tire Contact and Otherwise— Bell-Brakes— Toe-Clips— 
Luggage-Carriers— Children's Seats— Pumps— Accessories and Novelties. 

Pages 118-12.5 



a 



X. CON TENTS— Continued. 

CHAPTER XV. 

FREAKS AND USELESS DEVICES. 

Constantly Recurring FallacieB— Weight for Obtaining Perpetual Motion- 
Some Examples of Vain Contriving— Examples of Patents Applied For 
—Building •*To Order"— Cutting Down Frames— The "Dh)p" Craze. 

Pages 126-131 

CHAPTER XVI. 

TANDEMS AND MULTICYCLES. 

Increased Use of the Tandem— Tandem Evolution- Various Makes Described 
—Tricycles, Multicycles and Juvenile Tandems. 

Pages 132-138 

CHAPTER XVII. 

MOTOR VEHICLES. 

Bicycles and Tricycles— Evolution of the Motor Carriage— Air as Motive 
Power— Electricity in Actual Use— Various Electrical Vehicles Described 

— Gas Motors. 

Pages 139-143 




1 



ILLUSTRATIONS. 

THE BICYCLE— EARLY AND MODERN TYPES. 

Page. Page. 

Draiaine in acUon— 1818 2 The "Rover"— 1878 6 

"Boneshaker"— 1868 3 ChainlesB type, 1898 (bevel gear) 7 

The "Ordinary"— 1878 3 Extreme type of 1898 Chain model, corn- 
Rear Drirer— 1893 6 bining all late features ^ 9 

CHAINLESS TYPES AND DRIVING GEAR. 

Columbia Chainlesa 10 Crescent Chalnless — Driving Gear 19 

Columbia Chalnless— Mechanism and Featherstone "Change Gear" Chalnless. 20 

Frame 11 Featherstone Chalnless Crank Hanger. . 21 

Spalding Chalnless 12 Dayton Chalnless— Driving Gtoar 22 

Spalding Chalnless— Driving Gear 13 Pine "Square-Tooth" Chalnless 23 

Steams Chalnless 13 "Ehigllsh" Chalnless 24 

Monarch Chalnless 14 "English" Chalnless— Driving Gear 26 

Humber Chalnless 16 Bantam Chalnless— 1898 26 

Sterling Chainless-^Crank Bracket 16 Bantam Chalnless— Driving Gear 26 

Sterling Chalnless— <;onnecting Shaft... 16 Acatene Chalnless— Driving Gear 26 

Bayvelgere Jointed Shaft 17 Lloyd's Cross Roller Driving Gear 27 

Hildick Chalnless Driving Gear 18 Geared Ordinary 27 

TYPES OF THB CHAIN WHEEL— MECHANISM AND OPERATION. 

First Humber model 29 Victor— Model 88 

Golden Era— Model 29 Llberty-^Model 38 

Victoi^-Flrst American Safety— 1887 30 Cygnet— Model 38 

Diagram— One-sided Chain Pull 31 Victor— Single Loop— Model 39 

First Columbia Rear Driver— 1888 32 Victor— Racquet Frame— 1892 46 

Defender Midget— 1898 34 Steams— Model 46 

Keating— Model 37 Cleveland— Model 47 

Union— Model 37 Kangaroo— Model 61 

FRAMES. FORK CROWNS AND JOINTS. 

Three-Crown Frame 39 Orient Fork Crown 43 

Chilian Wood Frame 39 Union Fork Crown 43 

Crescent Flush Joint 40 Liberty Fork Crown 44 

Wolfr-Amerlcan Flush Joint 40 World and Adlake Fork Crown 44 

Columbia Fork Crown 40 Cleveland Fork Crown 46 

Crescent Fork Crown 41 Eagle Drop-Forged Flush Joint 61 

Lyndhurst Fork Crown 41 Wolff-American Lapped Joint 47 

Arch Fork Crown 41 Remington Flush Joint 47 

Crawford Fork Crown 42 Working Drawing— Diamond Frame 

Humber Fork Crown 42 model 49 

Monarch Fork Crown 43 Working Drawing— Drop Frame model . . 50 

GEAR CASES. 

Frost Gear Case 64 Rambler Gear Case 66 

Racycle Gear Case 64 Cleveland Gear Case 66 

Safety Gear Case 55 



xli. ILL USTR 4 TIONS-iContinued), 

SPROCKETS. CHAINS AND CHAIN ADJUSTERS. 

Page. Page. 

Brown Roller Sprocket 58 Crescent Chain Adjuster 62 

Chantrell Chain 58 Victor Chain Test— Diagram 63 

Keating Twin Roller Chain 59 Wolff-American Chain Adjuster 64 

Types of English Chains 59 Crescent Chain and Bolt 64 

Diamond "B" Chain 60 Lefevre Chain 64 

Thames Twin Roller Chain 60 Circular Chain 65 

Morse Roller Joint Chain 60 Remington Chain 65 

Baldwin Detachable Chain 61 Missing Link 65 

EwhTt Chain—1888 61 Victor Straight-Line Sprocket 66 

Bridgeport Detachable Chain 61 Humber Chain Adjuster 66 

Liberty Sprocket 62 

HUBS. 

Crescent Hub 68 Wolff-American Hub 69 

Columbia Hub 68 Cleveland Hub 70 

Keating Hub 69 Uberty Hub 70 

Sterling Hub 69 

RIMS, TIRES AND REPAIR TOOLS. 

Plymouth Rim Joint 70 Dreadnaught Tire 77 

Plymouth Rim 72 Straus Protected Tire 77 

Kundtz Rim 72 Kangaroo Tire 78 

Buckeye Rim 75 Goodrich "Jiffy" Repair Tcol 79 

"M. ft W." Tire 75 "Sure Thing" Repair Tool 80 

Indian Arrow-Head Tire 76 

BEARINGS. 

Old Double-Row Ball Bearing 83 Common Three-Point Bearing 8« 

Lower Half of Double-Row Ball Bearing 83 Three-Point Bearing— Improved 86 

Pour-Point Bearing 84 Two-Point Bearing 87 

Pour-Point Bearing— "E. ft D.*' pattern. 84 

PEDALS. 

Extension Pedala— American-Waltham . 89 Ramsey Pedal 90 

Rat-Trap Pedal— American- Waltham... 89 Ordinary Pedal— "Clock" diagram 90 

Straus Removable Pedal Rubbers 89 Ramsey Pedal— "Clock" diagram 91 

CRANK AXLES AND CRANK HANGERS. 

Crescent Crank Hanger. Stages 1 to 5.. 48 Wolff- American Crank Axle 92 

Stearns Crank Hanger Mechanism 71 Gard Crank and Divided Axle 93 

SADDLES. 

Christy— Men's model 96 Garford— Model "128" 98 

Christy— Women's model 96 Tillinghast— and Prame 99 

Christy— Racing model 97 Dr. Richmond "Universal" 100 

Christy— View of under side 97 Brown 100 

Safety Poise 97 Gillam— and Prame 101 

"Rubber-Neck" 98 La Tulip 102 

Bernasco 98 

» 

HANDLEBARS AND BRAKES. 

Kelly Adjustable Bar 103 Stewart Roller Brake 106 

Plymouth Wood Bar 103 Back-PedalUng Brake (Hay ft Willet's) 106 

Lyndhurst Adjustable Bar 104 Back-Pedalling Brake ("New Depart- 

Barret's Detachable Brake 104 ure") 107 

Detachable Rear Brake 105 Duck's Roller Brake 107 




ILL USTRA TIONS— {Continued). xill. 

LAMPS AND LAMP BRACKETS. 

Page. Page. 

Bridgeport Searchlight (oil) 110 Klondike (oil) 114 

Twentieth Century (oil) 110 Solar (carbide) — Interior view 116 

"M. ft W." (Mathews ft WUlard) (oil) . . 110 Electro (carbide) 115 

Bragger (oil) HI Electro— Interior view 116 

Columbia (oil) HI Helios (carbide) 116 

"X Rays" (oil) Ill Calcium King (carbide) 117 

Manhattan Brass Co. product (oil) 112 Combination Bracket 113 

Acme (electric) 114 U. S. Detachable Bracket 113 

CYCLOMETERS. 

Twentieth Century Cyclometer 118 Standard Cyclometer 119 

Veeder Cyclometer 118 New Departure Cyclometer 119 

Shepherd Cyclometer 119 Trump Cyclometer 120 

BELLS. 

Lord Bell 120 L. A. W. Bell 121 

Beven Bell 120 Combination Bell and Brake 121 

TOE CUPS. CARRIERS AND SUNDRIES. 

Howard Toe Clip 122 Fairy Child's Seat 123 

Combination Toe Clip 122 *'Ideal" Foot Pump 124 

Kalamazoo Carrier 123 Lubricants— "Pacemaker** and "Three in 

Lamson Carrier 123 One" 124 

FREAKS AND ODD INVENTIONS. 

Weight Driven Model 126 Mahoney's Model, 1893 129 

The "Sweeper" Idea 127 A "Dream" Motor 130 

A Notion of 1881 128 Wind Driven Model 130 

MULTICYCLES. 

Stearns Septuplet 132 Tlnkham Cab 136 

Steams Convertible Tandem 133 Andrae Tandem 136 

Tinkham Tricycle 133 "Oriten" 136 

Wolff-American Triplet 134 Wolff-American Duplex 137 

Cleveland Tandem 136 Tinkham Carrier 138 

Wolff- American Tandem 135 

MOTOR VEHICLES. 

Motor Tricycle 140 Pope Electric Phaeton, under test 143 

Pope Electric Phaeton 141 Bicycle with Motor Attachment 142 



d 



PREFACE. 

To the Cyclist who appreciates the advantage of understanding his 
wheel, Its mechanism and its construction, for the same reason and he- 
cause of the same interest felt by a horseman in his roadster, an engineer 
in his locomotive, or a yachtsman in his boat, the following pages can 
scarcely fall to be of Interest and value. 

Bicycles without number have been consigned to the scrap heap or dis- 
carded for new mounts, as the result of abuse and the lack of proper care, 
due solely to the Ignorance of ridera as to a wheel's construction and re- 
quirements, while disappointments have resulted, In many instances, be- 
cause the same lack of knowledge has prevented the wise selection of a 
well constructed and properly adjusted mount at the outset. 

A bicycle can no more be expected to run smoothly without a proper 
adjustment of its parts and their maintenance in perfect running condi- 
tion than can any other piece of machinery, and while the chain and 
chainless productions of 1898 are admirable for their simple mechanism, 
such points as the bearings and running gear require periodical inspec- 
tion and attention to Insure satisfactory service. This cannot be ade- 
quately given by a rider who has no conception as to the details of con- 
struction of his machine, and so it frequently happens that a bicycle sinks 
into an early grave because Its rider persists in calling upon it for con- 
tinued service, while utterly indifferent to its construction and require- 
ments. 

"Know thy wheel" is an excellent maxim for every rider to follow; 
for those who heed it the matter of emergency repair will be a simple 
thing, a smooth running wheel will be assured, the chance of accident 
reduced to the minimum, and the life of the machine extended through- 
out its fullest period. It is partly with a view to bringing about a better 
acquaintance between the average rider and his wheel that tlie following 
pages are presented. 

To the bicycle manufacturer and to the repair man and dealer— who 
are frequently called upon for advice and service concerning any and all 
makes of wheels— to the student of cycle construction, and to the me- 
chanical expert, the volume will scarcely fail to be regarded as a valu- 
able reference book for many years to come. 

The idea of presenting to riders— through the columns of "The Com- 
mercial Advertiser"— an illustrated description of the lines, parts and im- 
provements of the bicycle for 1888 was conceived chiefly because of the 
absence during the winter of 1897-98 of a National Cycle Show. Just 



PREFACE— Continued, xv. 

prior to the opening of preceding seasons tens of thousands of riders 
throughout the country were able to see at the annual shows, and at 
those held under the auspices of the various local cycle trade organiza- 
tions, all that the maker had to offer in changes and improvements for the 
new year. This opportunity was also furthered by the columns of descrip- 
tive matter published by the daily press and cycle trade Journals in their re- 
ports of these shows and their exhibits. Riders were to have none of these 
advantages for the season of 1886, however, and "The Commercial Adver- 
tiser" accordingly began the work of collecting and presenting the informa- 
tion which appeared in its columns in serial form during February, March 
and April of 1808, and which is now presented in this volume. 

It is not claimed that all of the new features and changes evolved by 
the master mechanics of the cycle building industry have been embodied. 
It is believed, however, that none having an lmiK)rtant bearing upon, or any 
way likely to cause material changes in, the methods of bicycle construction 
have been overlooked. Further than this, the gradual processes through 
which these changes and improvements have been evolved are shown through- 
out the periods of distinct advancement, also those of reversion, as they 
have followed, one upon the other, until the present state of the industry 
is reached, and its product set forth as the most advanced, from every stand- 
point, in the history of bicycle building. 

Likewise the progress and improvement made in the manufacture of tires, 
saddles, lamps, bells, brakes, and the many other articles common to the 
well-equipped modem bicycle, have received careful attention, with the re- 
sult that the work of presenting this amount of information to the readers 
of ''The Commercial Advertiser'' has, we believe, been as complete and 
thorough as it has been practicable to make it. 

THE PUBLISHBRS. 





!. Handk bflr. 
I. Hsadte bar 11 
I. Fork crown. 
;. Fork (tde. 



llEfl OP THE PARTi OP A BICVCLB. 

38. Rear mud gnord. 

W. From hub. 

41. 'Rear, or bkck hub, 

42. Top b«*d cup. 
4J. Bottom bead cup. 

ler. or-'plncb UDd." 44. Step. 



). Braks rod or pJuofer. 

I. Breko collar* and •crcir*. 

t. Brake tub«. 

t. Brake apoon. 

L Head. 

i. Upper, boriionul or lop tube. 

S. Lower, bead to bracket, tube. 

maat, dlasoual. or aaddlepoBt tube. 



■ck rork 
), Head luga or coDiiectlana. 
L. Saddle pott frame — connection or 
t. Saddle post clamp or binder bolt 
I. Bear or back tork-end. 

i. Cbalu — Htimber or block pattern. 

t or Bp indie. 
t. Crank key. or cottar ptn. 



4<. Chain adjuater. 
4T. Pedals. 
48. Pedal end plate. 
i». Pedal aide plate. 
GO. Pedal aile. or spindle, and cen 
M, Head ad]uatln( cone. 
!>;. Oulalde, or small, pedal nuL 
£3. Inalde, or large, pedal nut. 
U. ^ddle, aeat or h poat or pillar 
E5. Arm or top piece of pillar. 
U. Saddle. 

n. Saddle adJuatlDi acrew. 
E>8. Saddle aprlng. 
, m. Saddle clamp or clip. 
60. Brake aprlng. 
01. Rear aile nut. 



E guide. 



or bottom bracket, oil cup. 
tl tooth. 
or bridge* at rear frame. 



en. »ud guard clip. 

69. Coaater or foot reat. 

70. Fork Mem or Deck «abe. 
n. Centre block of chain. 
n. side Plata. 

71. Chain riT«t 
Tt. Prwt fork. 



CHAPTER I. 



EVOLUTION OF THE BICYCLE— 1816 TO 1899. 



.J"'???*^'***"*^ °' ^^^ **^ *■ • mAcbine called Hay that all the trouble has come from the 

rtdL iSkhS^u Ji L'!t«n7«7iiii*IJ2ft«.i? American habit of overdoing, and that the 

TnVri-ir^yff^tbfss^ ^^.^zuz 'l^'^''% ^ ^•'t'*"?^ '''^^ 

In the hand. They will go seren milei in an ^he original idea, and for going Into gor. 

hour. A handsome 'gelding' will come to 8 seous competitions in electric lighting, 

guineas : howeyer. they will soon be cheaper costly furnishings and decorations and a 

unless the army takes to them."— Letter of prodigal waste of printed matter; that 

John Ke&u to a frtend. about 1818. when aisles are packed and the week is 

clSjyre'^th^t'^srwi: i^eSi^o^SSet" ^^^^^ -^^'^S? iSSfX.^n^rX* 

fi!^iTn?f^.J?^^* ^*?l ^V ,",*"''^J?^! /^'^ aJ>o«t the only one that can be seen. Is 

S!in*^^f."*'i/i*^l''^'*!i*"r'"'*'m* ^^ "^ow iUelf. the crowd itself biding 

f^^.J?,tl?',„'?!? *"*'7'^***i.'*'i***i^ what the crowd attends; that the thing 

5m ^^^^^a *? i^^^' fK°i^ iY ^t ^! becomes a grab for "souvenirs" and a 

did not hold a show, this being the first spectacular waste, instead of an exhibit 

lapse since UioseerenU began In this coun- ^t cycles and accessories to those who 

try in 1890. ConservaUre old England, really want to see them, 
where shows were first held and the bicycle 

really began to succeed, has Just closed her TRANSFORMATION OP "THE SHOW." 

twenty-first or "coming-of-age" show in #ri,^^ i,.. v^« « ^i«*,«.««^ *,..*« ♦»»* 

London, and the other large cities of the TJ®'? ?" ^ f ,«*^««««ce from the 

kingdom are. In their turn, pushing the or^K^n*! Wea. cerUlnly. even in England. 

show around the circuit as usual. Amer- '^^ Stanley Show was at first the happy 

lea— progressive and enthusiastic— after thought of some member of the Stanley 

less than one decade of it. exhausted It- Club, one of the oldest If not quite the 

"5 -i5!i ^®. ^J?"®; *?? ^^? National Board oldest of cycle clubs. In a time of cycle 

of Trade of Cycle Manufacturers decided fe«»hlene«s when th« voune .oort needed 

to pass 1898. refusing to give sanction to „ t i'^ .* ,^ sport needed 

either national or local exhibitions. *" ^« ^^ *' ^°"^* command. To help 

From the stand of the riding public things along through the winter, and 

much might be said on the affirmative doubtless largely on the strictly social 

side of the show question. The show brings oi^^* it was proposed to get together In 

under one roof all the new models and ac- one place as many patterns of cycle and 

cossories for the coming year, affording ss many kindred articles as could be got. 

ready means of comparisons. Instructive. From that feeble start the thing has 

even If sometimes odious; maker and rider grown, as cycling grew. In a like feeble 

come together, and the latter especially, way. though with a model to follow, cycle 

has opportunity to renew old friend- showing began in this country, at Phlla- 

shlps; the copious reports and lllustra- delphla. During the years that have fol- 

tlons In the dally and trade press arouse lowed It has brought the public Into line, 

expectation In the cycling public, and un- until In New York there Is now only one 

doubtedly make many new converts: the building large enough to hold It — and that 

gap between riding seasons is bridged none too large for such an event. In 

across "the winter of our discontent." and Chicago there was one vast enough, but 

things are kept on the move. Not deny^* so vast that It had to be placed so far 

Ing aught of this, the makers reply that away from business and residence that It 

they are not In the amusement business; was as If a show were to be held out at 

that this Is a costly form of advertising Jamaica, on Long Island. Reaching the 

directly, also delaying trade both by In- spot was certainly none too easy, and the 

ducing buyers to wait to see It all and cold was apt to be very bitter. Here in 

by tying up their representatives when New York, It Is urged, had the makers, 

they ought to be on the road visiting through the National Board, chosen and 

agents; that no other business has or decided to revert to the plan of a simple 

needs such gatherings; and that shows were trade exhibition, and had the date been 

originally Intended to bring together ma- in November or December. Instead of Jan- 

ker and dealer, not maker and rider. uary or February, the cost would have been 

Intelligent and Impartial observers who email, and all Interests really concerned 

have studied the question from both sides, would have been benefited, even while al- 

1 



t preislnK, 



i public 



A GTCL^ OPENING DAY. 
It la to be eipecied tbat Bhowa will come 
•B*Id, with BOme leBBOna learned and Rurer 
warrant or bavlog the net balance! more 
OD tbe right Bide all arouDd. Mesuwhlle, 
and ■■ an Immedlatelj' timely matter, 
obierva that cyclists have from the Brat 
gradually taken as theirs all aeasoDable 
outdoor bolldaya. and a Beoilble cuilom baa 
grown up In Boston and other New Bog- 
land towns of making Waahlngton-a Blrth- 
diy, Feb. 22, an "opening day" among tbe 
retail cycle dealera, wbo bold opeo bouEe. 
utilize Bowers, decorations and other pleas- 
ant things; array their new models for 
view and luvlte Ibe public to call, Need- 



ivltatlon 



I this 






THB6W1FT U 



SOF 



"New Tear calls" day Is largely accepted 
and cyclists, real and expectant, with their 
sisters and their cousins and their aunts, 
BO the rounds at pleasure, comparing mod- 



rapid baa been tbe march of Im- 
cycle-maklng during ibe 
last seven yeara that tbe approach to fix- 
ity and unltormlty of pattern— all hi- 
cyclea now looking alike to Ibe casual 
glance — has almost loot to us one of our 
mcBl charming sensei, tbe sense ot de- 
lighted surprise. The most Ingenious ef- 
forts of our master mechanics, accomplish- 
ing what would have been Impossible only 
a short time ago. are now received as 
matters of course. The crude conditions and 
mechanical product of no more than ten 
yeara ago are rarely recalled: tbe vast 
majority of riders to not even know about 
them. Tbe strength, llghtneas and beauty 
of tbe later bicycle have come out of a 
long and toilsome and costly evolution. 
In which many have fallen by (he '■■—■. 




eli. St 


iMclpatlog the full riding season 


enjt.yl 


liK good cheer. 


The 


retail cycle il.alers tn Nf»- 1 


lesser 




good 


Yankee custom hereafter and 


keep 1 


aiihft'lnc!. oiii nn Kch. 22. to 



tenO 



roughout 



p [her 






thing I 



250.000 

cyclists In New York City alone. The 
17lh of March. Sr. Patrick's Day. has 
generally been considered the opening ot 
the riding season, tbe round of day and 
Bight being (hen equally divided: the 
"opening day" adopted for Feb. 2! will 



such achievements. II ; 
rush and misuse the bicycle, another t 
ride It u lih Intelligent care, soother to un- 
derstand It. another lo love it and to hon- 
or the long cumulsilve skill which baa 
made It possible and practical. The rabid 
seeker for eitreme and radical noreltlea 
In type, form and modea of piopultloB tntj 
care little tor the nicetin of mMbaillcal 
acccn^pllshment and may daelar* tkat Ot 



■Undatlll has been reached. Bui tbli vices brougbt out and rapturoual; received 

psaalntlClc tad blaM view li UDwar- by Lhe quIdnuacB whlcb ihe veteran la- 

raatad, lor UDdoubtedlr muir at the moet atantly recognliea a* among the thlDsi he 

p«rf*ctfld and neareit perFect detalla now aaw tOHcd. years ago. Into Ibe refuie oC 

'1 Togue will be uaed on the cycle ot tbe the acrapheap. 

..... _L . . jjnd^ppy juj irrepresalble perion, 

n Inventor" — one ol wbom, like Ibe 



future, recardleia ol Its leneral t^pe. 
TflB TBNDBNCY 1 




■BONESHAKER" 
(Ttae Rider la Ji 



the "bo 

"aucker." La born every minute — la perpetu- 
ally doing thl> In cycle mattera. because 
the cycle !■ v> much In the public eye that 
It draw* him aa the lamp dame draws tbe 
moth: he cannot keep away Irom 11. Twen- 
ty years ago, at the very beglnnlag of the 
bicycle In this country, he was eagerly on 
band with his multiple-speed, cnlle-B-mln- 
ute contraption: he has been doing the 
same ever sloce, and Is ]uat aa Industrious- 
ly as ever relDventlDg Ihe old tolly: tbe 
Patent Office la flooded with hia lumber. 
This, however, Is repelltloa rather than re- 
Reversion to old forma comee about tor 

ber Chat tbe bicycle, like the piano, tbe 
vlallD and aome other thloga wblch could 
be cited, belonga to nobody. Nobody In- 
vented It; It la the product ot many minds, 
and has t>een wrought out by a long and 
gradual evolution, la which every step, 
freaky ones excepted, has been suggested 
and tested by practical use. Hence a O*- 
vlce may t>e abandoned in the hope of ea- 
caplng tbe inevitable drawback which be- 
sets all earthly things: or a device may be 
droppe^l because It cannot be made well 
enough or easily enougb In the eilsClng 
state ot the art; or the condltlona ot public 
demand, or the atate of the roads, or the 
caprice ot tashloD may change. Changes 
also come about to gratify the craving for 
novelty, and when the llaC of possibles 




« unmlsrakabli 



THE rBSOBSCY TO REVERSION. 




Reveralon to type— a wdl-knoa-n phrase 


THB "ORDINARy"-lS78. 






return lo earlier and once-dlscardcd (arms 




ot eonstructlnr. Very tew nollce ihe proc- 


toward tbe beginning again, like the 


•sa, yet It conBlanlly goes on. The tnqulrtr 


preacher who tips over his barrel o( ser- 


tar novelties often has the old presented to 


mons and starts In afresh on the other end. 


blm end la satlsBcd. supposIqk he Is look- 


For Illustration, suppose the following; 


ing OB a new up-to-date production: It is a 


The chain has some drawbacks, and there- 


eonunon eipsrlenee to find alleged new de- 


tore it Is gradually displaced by Ibe bevel 



gear and entirely goes out. Tbat gear de- been neither mounted nor managed. Wood 
velops drawbacks in turn, proyoking fresh had given place to metal; the tubular steel 
complaint, and after some years of suffer, frame, the suspension wheel with wire 
ing under it, some maker brings out a chain spokes; the steel rim and the solid rubber 
wheel, which is hailed with delight, and tire came in nearly together, and so. as 
widely written up as the novelty of the year, the third great step, was evolved the high 
One by one makers follow suit, until the wheel, or the "good old ordinary/' still 
gear is again quite displaced; improvement held more or less affectionately in the mem- 
has then gone around and has come back ory of all who ever rode it. A specimen 
upon its own path, the disadvantages of the or two appeared in the Centennial Bxhibi- 
old form having been found by trial to be tion at Philadelphia in 1876. In the follow- 
less than those of the newer. This sup- ^^S year the new type commenced to go in 
posed case, which is partly real, would il- ^^^ country, beginning thus the bicycle 
lustrate progress by reversion. era, and it made its pioneer way without 

any rival until 1881. In 1880, however, Mc- 

A BRIEfF 0KETPCH OP DBVBLOPMBNT. ^^ * Harrington of this city, one of the 

-,, 1 wi * - »-. pioneer makers, received a diploma and a 

The early history of bicycle develop- bronze medal for "a steel bicycle" exhibited 

ment has been told even to weariness, per- at the fair of the American Institute. But 

haps because not always well told. We the faults of the new construction were as 

shall not go over the course again, and yet positive as its virtues. It was heavy, av- 

it may not be amiss to show briefly and eraging twice the weight of the bicycle of 

connectedly how the wheel of to-day grew to-day; the size which fitted depended on 

out of the three preceding ones, especially the rider's length of leg, not at all on his 

since this strikhigly illustrates the rever- strength or his preference: worst of all. 

sion process Just explained. ^ ^as an acrobatic and unsafe thing, and 

The earliest vehicle for making oneself was not a practical vehicle, although those 

r27® *• w" " 'l**?"^ ^.*" * t^ree-wheeler. who then sold and used it tried to make it 

and was known at least as early as 1779; out so 

the J^o-^l^^eler began in 1816. as far as undir the demand for safety, invention 

records show with the Draisine, a front- went back to the "bone-shaker," and put 

steerer. which was all ready to develop into on the cranks and sprockets which could 

either a front-driver or a rear-driver, ac- have been put on earlier, producing In a 

cording to the method of atUching the clumsy form the now universal geared 

cranks, which so long remained the miss- rear driver. An earlier specimen under the 

ing link. Of course it quickly went out, name of "Bicyclette" appeared as far back 

and after nearly a half century of oblivion as 1879, but the "Rover" (nearly identical 

it was dragged down from the garret and with that) succeeded in giving its name to 

the cranks were added— to the front wheel, the type. Yet this name failed to survive, 

as that was then the easier way. The re- because the type drove out every other, 

vival is generally credited to Prance and to and no specific name was required to dls- 

Pierre Lallement. although Michaux, for tinguish it. To the great majority of pres- 

whom he had been working in Paris, is ent riders, this is "the bicycle," the only 

probably more entitled to the credit than one they ever knew; before it had driven 

he; the name of the man really the first out all others it was spoken of as "the 

to take the new step, however, is hopelessly safety," and yet there were many other 

lost in obscurity. Lallement did ride the forms of safety bicycles, of which one 

thing in Paris, and did afterward make antedated the rear driver in this country 

one in Connecticut. The patent on "oppo- by some six years, and two originated 

sitely projecting cranks" issued to him in here. 

1866 became the most valuable one on All this was reversion to type. The 
which suits were afterward fought and Draisine went out of existence, then re- 
royalties were collected, yet Lallement In- celved cranks on its front wheel and re- 
vented nothing, and it is worth putting on vived as the "bone-shaker," or velocipede, 
record here that Mr. Wilcox saw the velocU That went out as quickly in its turn, and 
pede of that day publicly ridden in Brook- gradually grew into the ordinary. Then 
lyn nearly two years before the Issue of reappeared the Draisine, with cranks In the 
that patent, and more than a year before other places, and drove out the high wheel 
Lallement came to this country. after a hard contest. Will any such com- 
A few years of decline as a curiosity and P^®^® reversion occur again? It does not 
the "bone-shaker" had gone Into forget- ■®«™ likely; yet when we remember the 
fulness after the Draisine. Aside from Its ^o°« *°<^ persistent battle of the types, 
intolerable weight and its crude and clumsy a°d the number of forms which have been 
construction, what killed it was its lack of ^^^^^' *' would be unwarranted to nro- 
speed, for it was "geared level," that is. jounce this impossible; the front driver 
not geared at all. England, however, did "^"l survives, although little is heard of it. 
not give up the subject, but kept paging f^\ *' ^^ "^P"'* v^sew the field once more 

away at it To get a longer run fSrlach ^t*^ ''°"*^kWS °'''^V^'^^^''^^r^\tl^S^ '^ 

foot-stroke, a larger wheel was necessary; <^»>*°««» ^*»^^^ ^*^^ ^^^^""^^ occurred, 

so the rider was gradually brought "over TBvnPNriraa iv aPVBSRAL 

his work." and the front wheel became as TBNDENCIBS IN OBNBRAL. 

large as he could reach, on a "close built" The mechanical tendencies of the Amer- 

constructlon ; necessarily the back wheel lean cycle makers and their product for 

shrunk to a smaller size, ranging from 16 1898 are sharp and clearly defined. Indeed, 

to 18 inches, or else the thing could have the past year marks the close of a decade 



of constructloD of the rear-drlTlDB blcrcla. 
Betore proceedloK to analyze in detail the 
comtructlonai feature! tar 1898, k oird'iaj'e 
view of Che tendencica over the whale Beld 
will not be amlu. 

Tba moat strlklnK chnracCerlitlc tendenc]' 
U the effort to Introduce chainleni rear 
drlTlDB. Dot altogether, however, by the 
bcTel gear. A careful ceasua of the maken 
■how* that lome thirty promtnent makers 
had perfected plens to place a cbalnLeBi 
cycle of eome son oq the market Ln 1S98. 
Thua the aeaaoa otfera debatable grouDd be- 
tween the advocatea of the chalDleaa and 
the chain-driven cycle. During 1898 la 
being fought the battle for supremacy be- 
tween them, the chaln-drlien cycle t>elng 
ably reinforced by lu great and comlog ally 
the gear-caae, and the bevel gear and other 
form* of chalnleas construct loo coming 
■war from the realm of theory and the 
special pleas of the makera' catalogues, aod 



It a ahortening of the aieerlng head. In 
order to maintain the top tube horizontal or 
parallel with the grouod. Lengtha of head 
run from 4 Co B Incbea, a fair average ID 
length being about S Inchea, a change In- 
deed from the long-head tad of a few years 
ago, under which heads have reached « 
length of over Wi Inchea. Juat what ef- 
fect the Bhorteolng of the head will have 
on the iteerlDg remains to be found out by 
actual use. the makers who have uaed long 
beads having always claimed eaae of a leer- 
ing for them. 

Another point to be boroe In mind In not- 
ing Cbla tendency toward short beads. Is 
that their use will necessitate the use of 
longer and therefore weaker handle-bar 
stems, for tboae who use a medium or up- 
turned bar. as well as long seat poata, more 
withdrawn from the frame. Of course, the 
acorcber with his drop bar will like the 
abort head, and therefore Ita popularity 




»:? 



REAR DRIVER— 1893 



load and 
under all sorU of conditions The Intro- 
dnctlon of the chalnleas method of propul 
aloa has however not radically changed 
the prevailing popular type of frame con 
Btructlon and therefore the general tend 
ency of construction eieept the methoda 
of propulsion may be here surveyed aa a 

DROP OF THE CRANK BRACKET. 
One of the most prominent tendencies of 
the aeaaon Is the dropping of the crank- 
hanger bracket to a point from 2 Inches 
to t Inches below a line drawn through tlie 
centre of the wheel a^les. the average drop 
CO road wbeels b«lng ZM Inchea, on light 
raad wbeela 2^ Inchea, and on road-racing 
and track wheela, from theae to the extreme 
limit. This lowering of the crank-hanger 
bracket haa also necessarily brought with 



may b« wholly confined to thla class of 

The moat oecullar feature In connection 
with this drop of the frame Is the very 
marked tendency toward the use of longer 
cranka and higher gears In former vears 
the a>erage length of crank was fi^ Im-hea 
for a man s roadster and 5H Co 6 Inchea 
for a lady s wheel A notable departure la 
this crank length thla aeason la that three 
or four of the largest makera are equipping 
tbelr ladles' wheels with G<^ Inch cranka, 
and men's wheels with 7 and Ihi Inch 
cranka. While Chia may be commendable In 
a cycle for men's use. having a high gear, 
such crank length Is positively objection- 
able on a ladies' cycle, for several reasooa, 
one of the chief ones being Che Increased 
knee action. 



where the two wheeli rest on the groiind— SIZDS AND 3BCT10XS OP TUBING. 

!■ not aatlceabl)' changed, the average be- The use ot large tubing seemx lo have 

log 61111 about 43^ Inches; this measure- reached lU limit during 1S37, a malorlty ot 

ment hai a close but not a quite fixed re- the makeri nowuiing l^ Inch tubing in the 

latlon to tbe tbafe and angles □[ tbe frame, front part of the frame. Other maliera vary 

The rake or backward inclination ot the this, ol courBe, by using Iti inch, tubing Id 

diagonal ata; la in most cases somewhat the lower mala frame, and in the diagonal 

leaaened, nat now being in complete bar- stay wblcb rues from tbe crank-hanger 

inOD7 with tbe rake of tbe front forks and bracket to the seal-plllHT cluster: D-shaped 

.... — , be considered a change In tubing, however, la much more largely 



the preferred direction, the forward posi 
tlon of the rider, nearly over the crank 
kxle, being an eitremely popular one; to 
Indulge this preference on poslllon. In 
' e this dlsgonal tube, which also 
i saddle, was 
ward, the use of a long saddle-post Id the 
form ot an Inverted L. was necessary. Thlt 
changed construction also shortens the up- 
per horizontal tube. 



used than before tor rear forks and back 
stays. Front forks are also largely made 
of D-shaped tubing, many of the makers 
fork made of an internally 
tapered continuous piece of D-sbaped 
tubing. Rear forks are also made In this 
" to the 




the hlghest-prii-ed, 
■ed drop-frame, thus 
■ popuUrliy of the 

double-loop but a keener desire and a bet. 

" r DDdenlandlDg to cater to public wi 



Ight direction. 

D JOINTS, 
eternal relnforoements la 
as tbe use ot large tubing 
employment ot flush or 
In order to make a neat 
largely 

E use them largely. Some tear 
ed H» to Iheir durablllly and 
the opening of last si ' ' 

have now had last : 
guide them. 
led to know ^.ow to make them ■tTanc 
luble need be apprehandod on 



Bxtemal JoinU are, however, largely used 
still, aa are also lap- brazed Joints. These 
variations may. however, be considered as 
mere "talking-points." and as evidences of 
finish and detail rather than as the dis- 
tinctive features of the frame. For in- 
stance, a maker who used flush Joints last 
year on his chain wheels now produces his 
chainless wheel with outside Joints. Another 
maker who used lap Joints on all his models 
last year, now makes Ms latest model with 
flush Joints, and so the variation goes on. 
These changes back and forth, may be 
In some measure reckoned among those 
made for the sake of change. 

Sheet metal stampings are used for con- 
nections more largely than ever; many of 
the detailed parts of these are wonderful evi- 



of swaging or drawing down, instead of up< 
setting. Not a few makers are increasing 
their number, of course using a thinner 
wire. 

CRANKS AND CRANK AXIiBS. 

There is a distinct reversion toward 
square -section cranks. In crank-axles, the 
one-piece type has evidently come to stay, 
and it is followed closely in popularity by 
the two-piece crank and axle. Very few of 
the makers use the three-piece construc- 
tion, and even in these there are peculiar 
and odd forms of fastening the crank to the 
axle, the use of the good old cotter pin be- 
ing nearly abandoned. This may be ac* 
counted for mostly because the makers de- 
aired "something different," and also on 




CHAINLESS TYPE. 1898 (BEVEL GEAR). 



deuces of the excellence of the art and show 
the advanced stages of what might be 
more properly termed drawing, forming, 
and stamping processes. 

HUBS AND SPOKES. 

In the construction of the wheel hubs, 
the use of the "barrel" pattern, which has 
been for several years making its way, is 
more notable than ever, the old pattern 
with definite flanges thereon for the spokes, 
having nearly disappeared. This is in 
good part because the cup -adjustment bear- 
ing, which requires the barrel hub to go 
with it. has greatly gained ground, a 
large number of the leading makers having 
now adopted it for all. or nearly all bear- 
ings. Self-oiling devices and hollow axles 
containing oil and wick are also popular, 
the old projecting "lubricator" or cup for 
receiving oil, being wholly extinct. It is 
safe to say that this is an old device which 
reversion will never bring back. 

The use of hubs having flanges, of a pe- 
culiar shape, made and drilled to receive 
the usual tangent spoke made straight from 
end to end without a hooked end to attach 
to the hub, is very largely on the increase, 
more than twenty of the leading makers 
now following that method. Spokes are 
still enlarged at both ends by the process 



the ground of neatness. The main objec* 
tion, however, to the use of these various 
types of crank fastenings is their entire 
lack of interchangeability, so that the rider 
who has one of them and breaks or loses a 
part of his crack fastening, cannot obtain 
this part or any repair thereto, except 
through the maker or dealer who handles 
this particular pattern of wheel. Under 
the old system of using the cotter pin the 
cranks and cotter pins were readily inter- 
changeable, and therefore this tendency to 
variations in ttese parts is to be regretted. 

SEAT-POSTS AND HANDL&BAR FASTEN- 
INGS. 

Internal or semi-concealed seat-post and 
handle-bar fastenings of all descriptions 
are very much in vogue, the reason for 
their popularity being their great neatness, 
as compared with the old method of clamp- 
ing, and their lack of projecting parts; 
still there is not uniformity in this particu- 
lar, many of the great makers adhering yet 
to the familiar method of fastening by 
"pinch-bind" bolts. 

Handle-bars show a decided tendency to 
go back to the length between grips which 
prevailed when the bar was straight. The 
steel bar. of tubing, still reigns supreme. 




■ome UmM oorered with rubber or celluloid seems to have almost dropped out of st^t, 

coatings, or Imitations thereof, for the sake only two or three makers producing bi- 

of protection from rust and for showy ap- cycles thus made. 

pearance. as well as to be more agreeable The dress-guards on the back wheel on 

to the touch. The wood bar is by no means ladies' bicycles are made of wood and are 

extinct, but does not make progress, not so furnished by all the makers, the metal 

having caught the public fancy, as its styles having gone out of use altogether, 

friends expected it would. The same oannot be said, however, of chain 

guards. Wooden chain guards are not so 
OElAJtOAaBaS. VESDALB AND BRAKEfi. largely used as last year, the tendency be- 
^. . ,. ^^ . ... M iug to use aluminum guards, either plain. 
Nearly all the miUters are providing suf. ^i^^^j^ ^^ enameled, to match the frame 
flcient clearance at the crank sxle and rear j^ ^^ ^^^ ^^ ,^^^ „^^ ^ ^^ 
fork-end so that a gearcase can be used. ^sed. This return to meUl may be as- 
Many of the makers have gearcases of the^ erlbed in part to the notion that wood ia 
own production, and Uiere are two or three j, i^e^ause it looks so, and to the temp- 
deuchable ones on the market which are ^^^^^ aluminum presents because of its 
composed of hard and soft rubber, meta extraordinary lightness. This, however. 

iJnHlll^SI 2S^'!lf^v.il°tL'^*t';St■1^ ^^^^^ ^^^ » »teP backward. Aluminum 

f'^'l^^l^ ^*,!^L^. ^i\J!5I ^!?,«r!r.!^Hl« considered as material, has very poor 

in the history of the trade public attention claims, and it will be ve^ difficult, by wy 

having been large y called to ^em by the practl<iil lining and buffing, to break thi 

''**?**"*ir"L^*f^?i".*Lioi *^* ""^ *• persistent habit of metal chain guards to 

"""SS °^S^^.^^iMt1f «^f t^^^^ «« ihi. rattle when going over rough places; wood 

The average width of tread on this ^^^s, on the contrary, if properly made, 

ywir's cycles is about 4% inches. J^e strong, noiseless, siid not heavy. 

Pedals nre made stronger and larger and ^he woSd rim is the only one used, and 

*" i!'''1^^«.V^^lV^nX^!l !«^»?' i?S »» °ow made thicker through iU siUon 

S*?lf; ^T.^lf!^L}nll^Ln^f SinS^ a°d broader across its face, and while it 

Brake, of some kind will be more larger ll^J ™,.d«^nfTh«^thiLl^^^^^ S^^ 
ly used than ever before. External brakes !!fiL™tiiVLi ««« ^h1^^^ ^^a^I 
with levers on the handle bars are not as rj'^fr;,,^*'*^ T* ""^7 ■*""*'' ^^^a' ^.ll 
popular as in former years, many of the " "*^^t ? '°""*n ^ ^ '"JS J''*,/'^wJ2? 
biuers extending the brake stem down ^ ^r«»>^ *" * collision. Ortginally, wood 
through the steering head, thus making a *^™* '^^'^ largely used. In good part, on 
neater and more stylish appearing brake, account of their extreme lightness. Mak- 
Brake spoons are mostly fitted with a **»« ^^«™ heavier now and painting them 
rubber shoe; and there is a decided *** ^ark colors might suggest a tendency to 
tendency toward back-pedaling brakes, return to the use of steel rims, it being im- 
many of which are supplied by the cycle- possible now, owing to the large use of col- 
makers without extra charge. ored rims, to tell by their appearance of 

Weights run from 23 to 26 pounds, the what material they are made. Rims of 

average weight of roadsters being 24 three-piece or laminated construction are 

pounds, and ladles' wheels averaging in fitted to nearly all of the high-grade 

weight about 25 pounds. wheels, but great Improvements have also 

been made in the one-piece variety. 

CHAINS AND CHAIN ADJUSTERfl. as in coach and carriage building, black 

Large sprockets have evidently come to ■***> seems to be the standard color, but 

sUy, front sprockets having from 18 to 32 where colors are used many of the makers 

teeth and rear sprockets having from 7 to are enamelling rims to match. Striping 

12; a combination made up of these will aeems to have fallen into disfavor, but 

produce almost any gear ratio desired. acroll transfers, with illuminated corners 

Chains seem to have settled down to a with fiowers and colors, appear to have 

sUndard width of 3-16 of an Inch, and there gained a strong foothold, 
are many varieties, all having, however, 

one Inch pitch and solid blocks; there are TIRB8. 
also roller chains, having longer or shorter 

pitch, but rollers instead of blocks do not The field Is still contested between the 

yet seem to have taken hold here, as In double or Inner-tube and the single-tube or 

England. ^^ ^ ^ , . hose-pipe tire, and at times, leading mak- 

,«?t?i\\^i""i'S^^i'^.h'tVv"t«*n^^ e" o' each hive claimed that their class 

Ing the back wheel slightly to or from tne * x%-. ^ *!. ..w^..*. ^« 

crank axle-have been much simplified and ^^^^ «»ed on two-thirds, or thereabouU, of 

improved. A number of variations of the all the cycles made In America. The regu- 

well-known eccentric adjustment are on the latlon size for full roadsters Is 1% Inch, in 

market: a few makers are even using the either class; the most popular at present 

eccentric adjustment at the crank bracket, ^, ^^ aerrated or corrugated 

on singles as well as on tandems. Here ^ , -- , „* ^-^^ 

Is an instance of reversion, the early ^^^^^' ^^^"^ "•«• <" «>'*"«. » ^e*' ""^f 

"safeties" with chaln-drlvlng having been variations In surface In tires with rough 

constructed In exactly this manner. treads, and also of smooth-tread tires. Very 

WOOD GUARDS AND RIMS. few marked novelties in tires are now 

The use of wood or bamboo in frames seen In the market; this is quite In oon- 

8 




trut with ODs and two rean ftfo. Arerags 
welshti are about 4 Ibi. to the pair. 
SADDLB3. 
Saddle! mar l>« dl Tided pretty accurate Ir 
Into three daaae*. Flrat are tbo*e havlog 
a Bied and unrlcldlng metal bate and a 
abort pommel, which la not lotended to be 
touched bi the rlder'a bodr, the seat por- 
tion belns fitted with railed pads; second, 
aadd]ei with a tlied baaa of either wood or 
metal, the edges being InBexlble but the 
eaae oC uaa dependloE upon a more exact 
■baplDE ot the whole, thli farm ot aaddle 
being aometlmei varied br being allghtlr 
padded Dear the cantle or back edge, or 
either padded or Inflated at the pommel: 
third, the aaddles which are made br lacing 
Srmlr from cantle to pommel, the lacing 
t»einB then provided with a flexible leather 
cover. The laat named, which la a popular 
type, la alao varied br having padi built 
on It, and the varletlea o( aaddle under 
theaa three trpei are ao great and ao differ- 
ent that almost everr peculiarity and 
whim of the lider ought to be met and aat- 
lafled thla year. 

TRICTCLBB AND MUl/nCTCLBS. 



the mind ot the critical obaerver that 
nnbltste oblige evldenllr aeema to have 
been the motto of every cycis maker for 
1898, (or never before have cycle* been pro- 
duced ao good In dealgn, atyle, flniah. work* 
man ship, material. itaDcbneaa and running 
qu.tlltlea. Even the loweat-prlced modela 
quoted are superior In tbeaa reipacla to 
thaie oftered Id aome prevloua yean, and 
lilting from tlOO to flZS and tISO, and th* 
riding public la to be coDgrstulated on thla 
tact, because It places the bicycle, the 
vehicle of modern democracy and periooal 
rapid traniit. In the handa of the mawea, 
at a popular price, and tbua relegates the 
gaapipe cycle and Its maker to well-d»> 
served oblivion. 

Undoubtedly Ibe great reduction Id price 
and the great lacreaae In quality, a aeem- 
Ing paradox Indeed, ore due lo what la 
known as flxlty of pattern. Close obaerv- 
era ot the trend ot Ibe trade and sport say. 
In addition, that the preaent condllloos and 
popular prices are caused by the bicycle 
being DO longer a tad ot the claases, but 
a necessity of themaaaea; that their de- 
mand for B well-made and well-koown 
product to meet their wanta and purses, 
haa caused this reduction to popular price. 




BXTRBME TYPB OF ISSS MODEL COMBININO ALL. LATE FEATURBS. 



why they should not be mora largely used 
by those who wilt not or can not venture 
to use the two-wheeler. 

All the maken are producing tandems, 
and the peeullarltlea DOted In conatructlng 
single modela are carried Into these alio. 
Variations In tuidems, however, consist ot 
a diamond frame In front and a loop frame 
In the rear, or loop frame In front and 
diUDond frame In the rear, but aome have 
two loop framea so that two ladles can 
ride them. 

Ifultlcycles, such as triplets, quads 
quintuplets and seituplets, cannot strictly 
be said to be far popular use, the makers 
only building a few of these yearly for ad- 
vertising and racing purposes. 

PRICB8 AND VALUBB. 

In concluding this review ot the me. 
chanlcal tendencies of the trade tor 1898 
tho Irresistible conviction Is forced tipon 



Improved processes of manufacture, In- 
crcaaed efficiency ot the labor employed, 
leisened cost of component parts, and other 
economies of making and marketing, as 
well as by the Increased quantity of the 
output. This Is Irue ot not only the cycle* 
making Industry, but Is also the history ot 
every great American product of manu- 
tactura tor which there Is a great papular 
demand tbat leads to competition for popu- 
lar favor. 

On the other hand, the makera have also 
well provided for that class ot the riding 
public who will be satlsfled with nothlag 
lees than what might be termed a model 
ds luM, and who are willing to pay an 
Increased price for thla extra flnlsh In coo. 
atructlon and detail, so tbat the mechanical 
tendencies of the tr^e may well be sum- 
med up by quoting that epigram of Macau- 
lay'a— "In every experimental science there 
la a tendency toward perfection.*' 



iSii 



CHAPTER II. 



THE CHAINLESS WHEEL. 



"Sans Chaine sans Gene." literally "with- 1892 model shown was a lady's single-loop 
out Chains without Care," or even "Chain- drop frame, fitted with one-inch cushion 
less and Careless," is the happy motto cho- tires. It weighed about 75 pounds and had 
sen by an English maker of chainless bl- an eight-inch tread. An 1893 model was a 
cycles; some thirty American makers are diamond frame, having double tubes from 
offering or promising to offer a chainless the lower part of the head to the crank- 
bicycle of some kind this year, although hanger, and having also double diagonal 
whether they will all realize the declara- stays. It was fitted with pneumatic tires, 
tion of the motto time alone will show. had a 1^ inch tread and weighed 45 

There are a number of methods for trans- pounds. An 1894 model shown was of the 

mittlng power from the crank axle of a bi- same construction, but having a high 

cycle to the driven wheel — possible theoret- frame. The tread was reduced to 7 inches 

ically, but the number practically available and the weight to about 32 pounds, 

is very small. The possession of the field An 1895 model was of the regulation high- 

by the chain is now contested, mainly by frame diamond pattern, single-tube style, 

the bevel gear or its equivalent: the chain excepting double diagonal stays from seat 
has the field, but changes are sometimes so 
rapid that this fact alone will not effectu- 
ally bar out a really better driving method. 
The elements of bevel-gear construction 
will readily he seen from the cuts follow- 
ing. The usual front sprocket has teeth,* 
which mesh into a pinion on a shaft that 
carries power to the wheel through a pair 
of pinions at the rear. 

DEVELOPMENT OP THE BE7VEL-GEAR 

CHATSUBSS. 

In April, 1885, a patent for the applica- 
tion of bevel gears to the bicycle was 

taken out. Before 1897 more than one hun- COLUMBIA CHAINLEJSS. 
dred such patents had been issued in the 

United States and England, in addition to pillar to crank hanger. It had a 5-inch 

those granted in France and Germany, and tread and weighed about thirty pounds, 

there had been much experimental con- The 1896 models were a lady's frame, double 

struction, in which the difllculty and ex- loop, full nlckelled. and a man's diamond 

pense of gear cutting was great, and the frame, each having 5% inch tread and 

springy frames and inaccurate workman- weighing about twenty-four pounds. All 

ship almost invariably encountered were these models carried the large front driv- 

additional sources of trouble. inK gear on the centre of the crank axle 

Of the foreign-made chainless bicycles between the bearings, the teeth facing out- 

the Acatene, built in France, is the only wardly Instead of inwardly. as on the earlier 

one that has been brought to anything like samples. This company failed early in 

perfection. The Acatene is a bevel-gear, li^'-^, and there were some spasmodic at- 

and in many features is quite equal to tempts by Howard & Nichols of Newark, N. 

the best American workmanship. In this J-. and the Bayvelgere Cycle Company to 

country a number of bevel-gear cycles have Introduce bevel-gear bicycles. The Pope 

been put forward, and some of them are still Manufacturing Company saw this object 

in use. The dlfllculties they have encoun- lesKon, and all the old patents went into 

tered have been mostly due to lack of cap- the hands of the makers of the Columbia, 

ital and the practical impossibility of get- They began experimenting forthwith, and 

ting accurate gears cut except very slowly for two years they have built and tried, 

and at a very great cost. and made model after model, more than a 

In 1892 the League Cycle Company of dozen distinct variations having been test- 
Hartford Conn., began making a bevel- ed, besides gathering the costly equipment 
gear bicycle, and at the New York Show to cut bevel gears and produce them in 
of 1897 a number of their models were quantities. 

shown as curios. They were chiefly inter- ^^ ^^i ^e observed that the following de- 

esttng from a historical point of view. An scriptions of chainless cycles are from the 

10 




respective makers, not necessarily In cbelr 
own language, in every instance, but sub- 
stantially so. For tbese descriptions, and 
still more for any statements regarding the 
merits of any and the comparative value of 
chainless driving, The Commercial Advertiser 
is not responsible nor does anything in this 
article preclude the writers from any criti- 
cism or anv expression of opinion hereafter. 
It has seemed fairest and best to allow the 
several makers to prerent their own side 
freely, and this paragraph is a disclaimer 
upon the part of the compilers, rather than a 
notice of dissent. The Bayvelgere. the English. 
the Quadrant, the Hildlck. the Monarch and 
the Bantam, however, are described by our 
own representatives.) 

THB COLUMBIA CHAINL.BSS. 

This is a Columbia of the very highest 
grade in every respect; the same wheel. 



experimenting before the exact relative 
proportions of the two members of the 
front gear could be determined. These pro- 
portions, however, are now invariable — 
one turn of the axle giving 2 4-5 turns to 
the shaft. The relative size of the rear 
members is varied to produce the required 
"gear." Friction in bevel gears is de- 
pendent upon the harmonic mean of the 
teeth in both wheels, and in this model 
theory and experiment have Joined hands 
to make the adopted proportion exactly 
right. Wherever ball-bearings could be 
introduced to advantage they have been 
placed. The side shaft is supplied with 
such bearings near each end, the strength 
and firmness of the nickel steel tubing per- 
mitting the utmost precision iii placing 




MECHANISM AND FRAME OF COLUMBIA CHAINLEISS. 



including the well-known Hartford single- 
tube tires, the same forks and handle-bar, 
the same seat-post and choice of saddle, 
the same unsurpassed frame of nickel steel, 
the same pedals and cranks. The differ- 
ence Is entirely confined to the driving 
mechanism, to three sides of a parallelo- 
gram having the rear axle and the crank 
axle as its ends, and the shaft as one side. 
On this driving mechanism the very best 
thought, the very best work, and every re- 
source of the manufacturers have been 
centred. There was long, costly and careful 



11 



them and insuring perfect work under any 
strain. The wonder is that all this ex- 
cellence has been attained with such a 
complete absence of complicated devices. 

The regulation equipment of the Colum- 
bia Chainless is: 24 inch frame, of 5 per 
cent, nickeled steel tube; nine inch steering 
head; outside Joints. 2^ inch crank hanger 
drop; 5^ inch tread; 66 and 72 inch gear; 
weight 26^ pounds; Hartford tires. 

The model made for ladies' use is the 
well-known double loop drop frame pat- 
tern; 5M tread. 6^ round cranks, 66 or 



7S sear, and welghB. without brtke and rear 
guard, 2S% ixiunda. 

As illualralloD of the great ilmpllclty 
ot the Columbia bevel-gear cod struct Ion 
li the fact that when a League wheel 
waa entirely ditmembered as to ila driving 
portloii only a skilled mecbaulc was 
able lo reaasemble the parti sails factorlly. 
and that alter hours oF the moat 
careful work, while a Columbia CbalD- 
lesB can be taken apart and pu. 
gether by any person ot ordinary IntelU- 
gence In leia than twenty mloutes. '~ 
entire absence of back lash ]□ the Coli 
bla Chain less Is very marked. In 
sponae to the allghtest motion of the 
pedals the bicycle begins to move; whethei 
forward or backward this la equally 
true. The marvel of this constructlt 
cornea more and more apparent aa 
are varied. Lift a bevel-gear blcycli 
from the ground, give one of the ] 
a sharp push, and the wheel spina 
such eaae. rapidity and smoothness 



froin thli by a smaller Intermedlkta gear 
to the tubular ihafl running throngli tlie 
right fork-tube, and thli In turn trani- 
mlta the power to the rear Intermediate 
gear, which directly engages the gear se- 
cured to the rear wheel In place of, the 
usual sprocket. The location o( the main 
driving gear being In the centre of the 
crank aile. brings Us poalCloD also Id the 
centre of the crank-hanger barrel, and add* 
greatly to the appearance and symmetry 
of the machine; U also Insures greater 
strength and divides the strain more equ- 
ally on the bearings. The Intermediate 
gears are aecurely locked to each end ot 
the tubular gear abaft by a simple lock- 
leg device, which makes It poaslble to re- 
move and replace the gears ceaveiileDtlT 
and without the necessity ot any apeclal 
tools and appliances. The tubular gear 
■hatt rotates on ball bearings specially 
constructed and design ed to receive the 
thrust of the driving gear, and tranamlta 
the power to the rear hub. The llnea ot 




SPALDING CHAINLESS. 



e Is always surprised. There 
aying and Jump; there 1» no 
ven neglect can have no Influ- 


the 

sam 
ordl 
dlffe 


el. but will simply concern lU 


case 


rt be said here thai the CQlumbIa 
distinctive— as the cuts show- 
novel method of sttachlng the 


W^d 



ear portion of the frame presant the 
Vjpearance as Id blcycleB of the 
ary chain tfpe. the only perceptible 

ence being In the small aluminum 
which cover the gears. Id this par- 

ir the Spalding Chainless differs trom 
others, presenting nothing unslghtlj 

ctract from the appearance ot the 



Its easy removal and replacement. 
THE SPALDLVO CHAINLHSS. 

In the Spalding Chainless the mechanism 
coUBlsts of a series of four bevel gears 
UBi-it In conjunctlnn with a luhular gear 
abaft. It IB simple In construction aod 
can be readily taken apart and reassembled 
whenever necessity requires. 

The main driving gear, the largest ' " 
•eriea. Is faatened to thi 
eraak axle, the poi 



!ng gear 






I centre ot the 



ing shaft. Is original. The cuatomary 
method of attaching these gears la to 
screw (hem on: but this method la Imprac- 
ticable, for the reason that the Mniltent 
fctralu In hill cllmbiag or In heavy work 
kept screwing the gears tighter and tl^Ur 
OD the shafts, thus maJktng removal dl^ 
cult In the Spalding Chalnleas theM gMn 

coDstructsd with a toDgue i 



being tranamltted from the back aide at the gear, nw c 



Bt BDUffly to their reipectlTe Bhatu. and 
tbiB toDjpie Ib r«celv«d In > recesied colUr 
wblch la Bolld wltb the Bholl, and which 
prevents anr rotation of the gear on ItB 
f»i« The sears are then aecurely locked 
In place br an ordinary lock-nut, which, 
when set up. makea a poiltlTe Caateolng 
that canoot work loose under anr coafll- 
tloD*. and one that can alwa^B be readily 
removed and adjusted. 
The gears are. cut bj special machinery: 




road. This same bicycle is Id use to-da)>, 
and if anytblDg, Is better, atter having 
been ridden over 25.000 miles, than It was 
originally. Its working parts show no 
perceptible wear, the Irlctlonal parts In the 
gears being polished more smoothly 
through use, and ruanlng better to-day 
than when the machine was first put on 
the road. 

The Spalding CbalnlesB has a 3-loch drop 
at the crank-hanger. The upper and lower 
main tubes are Hi-lnch, the rear forks 
H-lncfa, the rear Btays are K-lncb rein- 
forced: wheel base is «4%-lncb. The front 
forit baa an arched crown; the torti side* 
are reinforceJ. The makers continue to 
use tbelr well-known hub with straight 
tangent swaged spokes, 28 In the front 
and 32 In the rear. The cranka are 6%- 
Inch round spring steel, with a T2-gear. 

The Spalding lady's Cbainless contains 
the same mechanical teaCurea found In the 
roan's model. Tbe (rame Is the doublo 
loop drop, and has evidently been carelully 
studied. Tbe cranks are GH Inch Ot round 
spring Bteel and geared to 66^ Incbei. 
Some variation! In gears are himlshed. 
THB STBARNS CHAlNtASS. 




DRITINQ GEAR OF SPALDINO CHAINLE3S 

they are theoretically correct, and are as 

absolutely perfect as It Is posBlble to make 

beTcl gears. It Is now nearly two years 

■iDCe Spalding ft Bros. Drat undertook the 

matter at building chalnless bicycles, and 

more than a year sloce their Brat complete the most expert workmen. They 

bicycle was put Into actual use upon the rect In pitch and face as the wheels ot 



8TEARN3 CHAINIX9S. 



tlon In their bevel gear cycles. The ac- 
companying Illustrations, while giving but 
hints of the complete machine, indicate 
that tbe graceful Hoes which have always 
been characteristic of the "Yellow Fellow" 
have been reUlned, and that the bevel 
gears and the shaft In their dust-proof 
cases are exceedingly neat and attractive. 

The bearings are ot an Improved type. 
Tbe balls are so laid between the conea that 
they roll without sliding or side motion, 
and are practically frlctionlesa. By turning 
a cap nut aod Bllding back the nickeled caps 
at either end of the Bhatt case, the bearings 
are brought Into full view, and. with the 
bevel gears, may be adjusted with perfect 
ease. The running gear Is altsolutely nolse- 
leas, and ii so exactly aseembled that the 
rear wheel will balance for several minutes 
under the weight ot the rim alone. In as 
much as there Is no lost motloii, the maxi- 
mum of speed 1b assured for the minimum 
of power applied. 

Tbe gears on the Steama Cbainless are 
by tbe most modern machinery and by 



IS 



expemlve watch, and ara madR of the best 
qualltr of ateel obtainable. Unlike other 
well-kDOWD C^iKi, both a vertical and lat- 
eral adjuitmeat of the geari Is poastble. 
So tar aa weaiiQB quslltlei go, the bevel 
gears Id the Stearns Chalnleai are almost 
as tree troTH friction as are the bearings. 
The cases that cover the gears are eotlrelr 
dust proof: the lower fork tube which In- 
closes the shaft Is enamelled either orange 
or black to match the frame. 

One of the atrongest features ot this 
model Ib the ease wltb which the rear 
wheel can be removed and the drlvlns 
mechanism taken apart. The crank-banger 
gears are ot 10 pitch, with t£ teeth, and la 
pitch with 16 teeth; the rear hub gears 
are la pitch, with 21 teeth, the resulting 
gear ratio being 73^. The connecting 
shaft Is of % diameter, 16 Inches long, and 
made ot 10-gauge siwclal tubing; Its bear- 
iDgl are self-olltng. Front and back gears 



diamond frame, with flush Joints and drop- 
forged connections. The upper main tube 
Is 1% Inches, lower main tube 154. The 
diagonal tube Is m Inches, tapered to V^ 
at sealpost. The rear stays are \ inch, 
tapered to ^ at the seatpost. The rear 
fork on the left-hand side Is of round sec- 
tion tubing, 20 gauge, % diameter. The 
rear fork on the right side Is of 16 gauge. 
% Inch In diameter, over which is Otted a 
% tube or 20 gauge, and which carries the 
gears at each end. and It will be noted that 
this la a radical change In construction 
from the other types of chalnleas cycles 
on the market. All makes of bevel-gear 
construction or others, uslog a abaft to 
convey the power from Us centra ot 
production to the rear driving bub, insert 
Ihe shaft Inside ot the rear fork on the 
right-hand side. In tbia caostructlon, how. 
ever, the rear fork Is Inside of the hollow 
shaft or tubing which envelops wholly the 




MONARCH CHAINLKSa. 



are detachable; the crank-hanger drop Is 
2U Inches; wheel base Is 43^ Inches; 
weight Is tweuty-sli pounds. The tubing 
In the frame Is IM In the head, ly^ in up- 
per and lower main tubes, K in back stays, 
% In rear forks. The fork crown Is Iwo- 
plece. flat; the cranks are flat. T Inches 
long: options are ottered on length of 
cranks and gear ratio. 

The Stearns chalnless for ladles Is similar 
In general construction to the man's model, 
the only variations being In the shape of 
the frame and a lower gear of eS".* Inches. 
The crank hanger Ib dropped 2ii Inches 
below the wheel centres, which 



lent 1 






The absence of the 
Bin guard gives It a very neat appear- 
ce. It has a straight lower main tube 
d slightly curved upper tube. 

THE MONARCH CHAINLESS. 
rhe Monarch Chatnlesa has regulation 



rear fork, and Is carried at both ends by a 
set of ball bearings. The tread Is 5% 
Inches In width. The frame has a S-lnch 
drop a I Ibe crank -hanger. Cranks have 
SU-lnch throw. Seatpost and handle-bar 
connections are ot the internal fastening 
style, and the wheels have laminated wood 
rims, rosewood Dnlsb, nickelled eyelets In 
spokebolPB. The weight la about twenty- 
six pounds. The gear Is the pin-roller type, 
as shown In the accompanying lllustra- 

The ladles model la of the same general 
conBlructlQ-i, excepting that the frame Is ot 
the double loop variety with a straight 
lower tube and a partially curved upper 
tube. It Is exceedingly graceful In lines. 
and in general appearance bb comely 
a model of the drop frame chalnlesB 
wheel as any yet offered by Amertean 

The gears on the crank axle and huh re- 
semble In a degree the well-known sprocket 



wheels, the main dlflference, however, being 
the teeth, which are closer together and 
V-shaped In cross section, instead of four- 
sided. The driving shaft, which fits over 
the rear fork of the frame, as before de- 
scribed, is furnished at each end with a 
pinion having roller-pin teeth, which run 
in and out -of the wide angle pinions be- 
tween the gear teeth. It is claimed for 
this construction that, even should the 
frame become twisted out of line, there 
would be no binding of the gears. The 
makers also claim for it high efficiency on 
account of its direct lifting action as 
against the end thrust of the bevel gear. 
Another argument made in Its favor is that 
it is not of a delicate construction, though 
light in weight. There is, indeed, good 
authority for believing that this type of 
gear, which is a modification of Lloyd's 
pin-roller gear as used on the quadrant 
in England, may become a popular one. 
Grants the well-known authority on gears, 



and replace the wheel, but there is nothing 
resembling a chain-adjuster. The back 
stays are lapped and Jointed Just above 
the hub; the rear. forks are also separable 
near the axle. The wheel being thus read- 
ily removed, the hollow revolving shaft 
can be slipped off the fork which it en- 
closes. It is obvious that the teeth of these 
gears have great strength, and the con- 
trivance is certainly ingenious. 

THE HiniBDR CHAINLB98. 

The riders of Humber bicycles now have 
an opportunity of experimenting at com- 
paratively small cost, because the makers 
of the Humber will convert an 1898 chain 
Humber into a Humber Chainless for |40, 
an 1897 for |50 and an 1896 for |fi5. or th'ey 
will convert an 1898 Humber Chainless into 
a Humber chain cycle for |18 at any time 
during the season of 1898, should the buyer 
not be satisfied with the chainless. which 
is thought highly improbable, because the 




HUMBER CHAINLESS. 

says- "The pin gear is particularly valu- cycles they have made for tMti»g purposes 

able when the pins are made in the form run easily and smoothly and have proven 

of rollers, for then the minimum of friction strong and durable under severe usage, 

is reached, the friction between the tooth The makers of the Humber Chainless do 

and pin, otherwise a sliding friction at a not claim that rt runs more easily ^an 

iinfl bearing is with a roller-pin. a rolling the chain Humber, the chain of which Is 

fr°ctlo?i WheA properly made there is no accurately made and the Bprockets ac- 

'A nr 'itt rj'r^U complete, w'.t. ar, .n a^/eU -^l-ear^X^r'^^S 

' ?r\he"tarp e'^.hotn'the transmitting ?~r onVchlner, but they are .ure that 

4^ '^S &"ortt Ti..?^ XlTor '^o'Lt^SSl^Tan'S" ad SlSenl 

X«X'bi:e°oMh%S 'ni"o've\ln«' do not differ from the regulation chain 

'S^7^Ty.uJ^ Tnot'^^ukJnlZl "The'front gear 1. 10^ Inche. In diameter 

i^««.lShttwlBt In order to obtain a more and has 126 teeth. The rear gear la 

sS^fh aSd rolHng acOon. The frame Is 4% Inches In diameter and has 60 teeth. 

!S?l,-....ii.r«tthedrlTlnK-wheel. The usual Between them Is an Intermediate and con- 

ri« U ?rS^"tSrouIh*wWch to remove nectlng gear of U Inches In diameter, with 

IB 



lit teetb. Tbe reaultlag gear ratio U TO. Sterling C7cl« Worlu of Chlcaso bM pro- 
Ai two large gears of 125 teelb eacb will duced ■ novel cbalnleM bicrcle ot tbe baral 
produce an eiftct ratio ot 70, thli uoeven gear trpe. In Its cooMructlon are In- 
comblaation la InteDded.to leweD tbe fre- corporated Ideas whlcb are departure* from 
quency ot coDtact between tbe tame teetb. the chalnleie models tbal have already 
on tbe "odd-toolb" rule of mechaalcs. appeared. In the Sterling model tbe main 
drlring-gear wheel Is located at tbe centre 
ot tbe crank aile. The smBlt plnlan on the 
forward end of tbe drlTlng shaft meshes 
on the rlgbt side ot the driving wheel. 
That necessitates the near pinion to en- 
gage the teeth on rear bub, back ot the 
axle Instead ol In front of It, as la some 
other forms of cbalnless wheels. Tbia per- 
mits tbe une ot tbe entire lower right rear 
tube as a container tor the connecting shut. 
Instead ot building a frame work tor tba 
support of the geare. 7 

The rear wheel mar be taken ouLbr re- 
moving the step nut and unscrewing the 
rear axle. The two rear gears aitf made 
Interchangeable, giving the rlder'the ad- 
vantage ot sevent7-twD or seventr-eight 
geared wheel, a* mar be desired, jdth one 
set of gear*. This will be the standard 
equipment, but another option wilt be ot- 
tered by which tbe rider can bave a com- 
bination of slxtr-four and eigbty-elght. It 
be prefers. 

These special features of tbe Sterling 
chainless construction are shown In tbe ac- 
companrlag 11 lustrations. Tbe rear fork on 
the gear side ha* a bosa In whlcb the axle 
Is screwed. The opposite fork end has a 
The Intermediate gear Is borne In a small circular opsolog larger than the cross see 
fork built from the rear star to the back tlon of the axle and a short slot tor Inaert- 
tork, the back fork on that aide being of D Ing tbe axle. A threaded sleeve fills the 




STERUNO CHAINLB39 CRANK BRACKET. 



, though round on tbe other side. 
me workmanship Is of the highest quatltr, 
and the ea*r movement ot this modsl Is 
verr Interesting. It Is verr bard to find a 
blcrcle of anr sort to beat thl« la eaae. 
quiet and smoothness, spinning clean and 
without load. A gear case Is offered at t9 
extra: a skeleton case la aloo altered at %Z. 
The device Is the well-known Carroll 
spur gear, tbe same as uaed br Starbuck, 
the mlddle-dletance racer, on the track not 
verr long ago. At first sight, It might ap- 
pear that sand and mud might create a dis- 
turbance by edging themselves Into these 
small gears, but tbe makers maintain that 
a gear case Is unnecessarr. because the 
gears practlcallr clean themselves. In con- 
sequence ot eacb gear wneel running In 
direction opposite to that of its nelght>or. 
In actual use upon muddr roads, through 
all sorts of weather, and under all condl- 
tlons It U claimed that tbe spur gears not 
only did not collect mud sad dirt, but that 
they actually cleaned themselves, and while 
it 1> posatble that a pebble or a piece ot 
metal thrown In among tbe teeth might 
cause a breakage. It can only be aald that' 
In many hundred miles rtding, tbe tests 
having been made under eatremely unfav- 
orable conditions,, during rain, mud, storm 
and snow, no such dlfflculty was apparent. 
The teats developed unusual and unexpected 
qualities, and all the riders were fully con- 
vinced of its thorough practicability. 

THB ffTBRLINO CHAlNLE3a. 



clrcul 



opening, which Is alsA;.' threaded. 




In keeping apaca with the timet, the sleeve 



CONMBCTINO 



abutting against the outalde tae* ot the 
fork end with a shoulder. A lock nut flta 
upon the inner projecting portion of the 



mbllng. the wheel U flnt 



mounted on the axle; the latter is then crank on the auxiliary axle in the crank 

screwed into the fork end on the gear side box to a similar crank attached to each tide 

by applying a wrench on the hexagonal of the rear hub, a dust-proof ball bearing 

portion of the axle projecting beyond the being provided at each end of the Pitman 

hub on the opposite side. When the gears rod. The rear hub being Journaled in ball 

mesh properly and the lock nut has been bearing in the rear fork and fittings, is 

placed on the left side end of the axle, the forced to revolye in unison with the auxiU 

threaded sleeve is placed in position and iary axle by the connection formed through 

the lock nut Is tightened. the corresponding cranks and connecting 

The lines of mesh along the teeth of rod on each side. A dead centre is pre- 
bevel gears or radial gears, as they are vented by the Pitman crank being set 
more properly called, always point to a quartering, as explained. An eccentric 
common centre when the gears are in adjustment is provided at the front bear- 
proper engagement. The common centre ing of each Pitman rod, making it pos- 
in the front row gears of a chainless hi- sible to slightly vary the length of the 
cycle is at a point in the axis of the crank rod when necessary. This adjustment can 
shaft; but if the two front pinions were be effected as easily as the adjustment of 
interchanged they would cease to have a a chain on the ordinary type of wheel, 
common apex, and could not be made to co- The adjustment of the driving belt 
operate. With the driving shaft at right fg also readily effected by mounting the 
angles with the crank shaft and the rear front or driving crank shaft in an eccen- 
azle, the pinions in front as well as in the trie on the hanger boxing. The tread of 
rear could be made interchangeable only the machine is made as narrow as possible 
at a pitch of forty-five degrees, which by the use of fiattened tubing in the rear 
would make the interchangeability of no forks, and by cranking the driving rods, 
value. With the driving shaft at another the crank portion being reinforced by a 
angle with the rear axle, as in all chain- forged connecUon. The outward appearance 
less bicycles, it Is possible to so proper- of the wheel is attractive, and in quality 
tion the two rear pinions that the mesh of material and workmanship, and elegance 
lines point to the same centre whether the of finish, it upholds the standard heretofore 
smaller pinion is on the hub or on the driv- maintained on all products of the Dayton 
ing shaft. The possibility is limited to two factory. It is claimed that this construc- 
seU of interchangeable gears for any given tion produced less frlctton than any bevel- 
angle of the driving shaft, which has been gear chainless wheel, in addition to the 
Uken advanUge of by the Sterling Com- ©ther Important features noticed, 
pan/. 

The Sterling Chainless will be made in TUB BATVBIiGERE CHAINLB8S. 

two models; one for men and a drop frame «,fc. n-w^oi***,.- ^m^^, »o. •* i..«^ •«•**. 

de.ig„ for women. Each lUW .t ,125. ,^ ^SUSS.2"^ T^emolt"^ 

THB DAYTON CHAINLESS. cided step in chainless driving up to that 

This chainless wheel is constructed on an J*2!;. *^!L*?f!^??T ^ %"»>"»^ and ma- 

entirely new and distinct principle by ff?*^*/ *™?"*^®?, '°""k^?.i? *!u^^*^ iT^' 

which ill bearing poinu of the transmittink ' *«*• ''f**"?^^ "k""^ l^^^ ''^^*' ****"; 

mechanism are incased and made absol- «»• bicycles of the bevel-gear class, and 

utely proof against dust, dirt and weather therefore does not need to be shown by a 

conditions. The most noticeable part of *^"i" * wnoie. 

this constniction is the transmission of The connecting shaft, as before is made 

motive power to the rear hub. equally en feparate from the two ends which carry 

both sides of the frame, this action be- ™ bevel pinions, pe shaft proper ter- 

ing continuous at all times. It therefore minates at each end in four short pins 

gains over a bevel-gear construction not with rounded and sllghUy enlarged ends; 

only the advantage of eliminating the fric- these pins enter coiresponding recepmcles 

tion always present In a cog gear, but also In the two pieces which carry the pinions, 

removes the danger of springing the rear and when in position thus the enure shaft 

forks out of line by a sudden strain, which 1« complete, 
has been so difficult in all chainless wheels 
heretofore produced. 

The crank hanger of this wheel consists 
of a steel box in which Is located the gear- 
ing mechanisji. Within this box are two 
double-flanged, notched pulleys, over which 
runs a link belt especially made and de- 
signed for this constniction. These pulleys BAYVELGERE JOINTED SHAFT, 
are placed on the central line of the bicycle, ^ ^ , ...... 

the larger or front pulley which corres- ^ The effect is a sort of ball-and-socket 
ponds to the driving sprocket on the chain Joint; the pins and receptacles together 
wheel, being secured to the driving crank form a semi-universal or toggle Joint, 
axle by means of a thread and held in place technically called a "four-pinion toggle.*' 
by a reversed threaded lock nut. The So long as the frame is in line, this de- 
small er or rear pulljy is made in one vice remains inert and the working is the 
piece with a crank axle, having on each same as that of a rigid shaft: but if the 
end short cranks set quartering. frame should become sprung by straining 

On each side of the frame, a Pitman or or accident the flexibility comes into action 

connecting rod extends from the short and the power is carried from crank axle 

17 





to wheel axle wilbout the illBbleBt twlit- 
Ing or blading, wbereaa any BUCh condition 
ot dUturbed allgnmenL will neceMarlly 
cause aerloua binding on aoy coDBtmctloD 
vim a rigid Shalt, In both design and 
carrying out, this device 1* thorough I y 
mechanlcsl and practical. It !■ shown In 
tbe accompanying cut. 

When power la applied to the crank 
aile, It Is claimed, then U a tendency to 
push Che sm&ll pinion rearward, because 
the faces of [he two bevels at that place 
are locUned toward each other, and so 
one presses oo Che other like two wedges. 
Other bevel -geared patterns have ooly a 
single row of balls at each end a! the shaft, 
and It Is claimed by the Bayrelgere people 
that when the ahaCt Is thus pressed rear- 
ward there la nothing to hold It, and the 
pInloD on Its end Is crowded hard against 
the pinion on the wheel hub. thus pro- 
ducing extra friction and perhaps a dead- 



too much detail and several cuts— la 
claimed lo greatly facilitate placing the 
parts together aad to make their action 
easier and their endurance better. To put 
IC In another way, each pair ot bevels la 
claimed to be Independent and to bo cit- 
able of taking care of Itself Id adjust- 
ment and running, while the Seilbla shaft 
merely carries power Erom one to Hie other 
without any effect to disturb either. 

Mr. I^ D. MuDger Is In charge of the 
works as designer. The price ol the Bay- 
velgere la (100. 

THE HILDICK CHAINLES8. 
The Hildlck Is a spur gear, an evolution 
from the Gentry of last year's show. It 
has only ono Intermediate gear, which Is 
very novel In being a wheel without spokes 
or bub, so to speak, since It la rim only. 
The front sprocket becomes a spur gear of 



8 Inches diameter and 95 ti 




. the r 



lock; such a deadlock ot the gears is also sprocket becomes o 

liable (o occur It the blcrcle falls over and 36 teeth; the two are connected by ao 

and the blow drl*es the gear on the crank Inlennedlste of 13 Inches diameter and IM 

axle sharply against the pinion which teetb. This 'arge gear c< ' ~ 

meshes with It. Conceding this to be "' ' 

the precaution against It taken on the Bi . . 

velgere. and forming an Important point either side; this ring, which of course la 

In Ita patent claim, Is certainly practical. 

This precaution consists In placing a 

doubt* row of balls at each end of the shaft 



toothed ring. ■ 



rows face In opposite directions any rear- 
ward thrust on the shaft Is met by one 
of the rowe ot balls on the back pinion; 
moreover, there Is a little space at eacb 
ot the toggle Joints above described, and 
this space must be taken up before any 
■ "■ can affect the 



esbing 



Tbii 



r the 



together with the man. 
of fljlng the gears m The frame— a 
'tbod which cannot be shown without 



mllarly grooved 
round upon the 
108 3-16 balls being placed 
within to make a ball bearing. As the 
[Dolbed ring la continuous, no way of get- 
ting the balls In appeara at flrst; but a 
closer Inspection shows that on the back 
side there la a small opening In the Bied 
ring, covered by a removable plate, through 
which the halls are Introduced. There Is 
no adjustability provided tor this ball bear- 
ing, but the three gears can be set Into 
exact distances at the pitch line by the 
usual chain-adjuster at the rear. The gear 



ratio upoD the HUnple I* 76, but vkrlatlons 
Id ratio caa be obtained with tbll arrange- 
ment with lesa dinculty than with other 
forma et chalnlei*. Another leature la that 
the device U eaally removable. The front 
gear can be Interchanged wilh the ueual 
aprocket. aloce It goei on the regular 
"aplder;" the back gear la almoat ■■ readllr 
■ubatltuted for the bach sprocket; the Qied 
ring, with Us rupnlcg toothed ring on It, 
can be put on the Cork or removed by band- 
ling Ihe simple taatenlnga. A claim la 
therefore made that (be device la applicable 
to any bicycle (with the usual distance be- 
tween axlei, of courae) ao that whoever 
want* to try chain less driving caa do II 
without being committed (hereto. 

The price of the Hlldtck cbilnless bi- 
cycle complete Is 160, and the Intention 1< 
alao to aell the special parti necessary 
to convert a cfaaln-drlver for f25. The 
Intermediate gear bas the advantage ol a 
bearlDg o( extraordinary dismeter, which 
will b« a help when wreoching strains 
come. The construction Is certainly 
clevur and Ingenious and a vast advance 
OD the former effort ot lis Invenlor. How 
well this device for chalnless driving will 
stand the rack and teat o[ actual use In 
the bands ot all aorta ot people time will 
ahow, as It will (and as nothing else can) 
In the case ot all devices which are not 
hopeleaa from the start. We think the Hll- 
dick worth entering for trial with the real. 

THE CRESCENT CHAINLBSS. 
The nrescent chalnless Is of the bevel- 
gear claia, having ita rear plnl n en Ihe for-, 
ward ilde of Ihe wheel hub, the abaft pass- 
ing through the right fork. Its most dis- 
tinctive visible feature is the broad U which 
holds (he wheel. This broad U or lalcb- 
plece has the wheel spindle carried In an 
open hole or alot In the bridge over It, so 
that the wheel can be withdrawn and re- 
placed aa readily and in the same manner 
as an the uaual chain models; the appear- 
ance at thla point will at once distinguish 
the Crescent from all others, at a glonca. 
Another peculiarity la tbal ibe rear wheel 
Is readily adjusted laterally on its spindle, 
so that the lit ot the two gears la In easy 
control. By loosening the two nuta out- 
side the wheel, the rear wheel slips out, 
and by loosening the nuts on the spindle 
Itself Its position Is adjustable so aa to 
make a proper Bt of the two gears. The 
wheel can be removed and replaced with- 
out disturbing the bearing adjustment, ud 
the hub gear goes on Interchangeably with 
the usual sprocket, so that it the wheel 
Itself should break down a chain wheel 
could be taken o(f another bicycle and sub- 
stituted: the crank axle, bearing nuta. etc.. 
are similarly Interchangeable between the 
chalnlesa and the chain models. The rear 
bub han twenty-four teeth; the shaft haa 
twenty-three at Ihe rear and Btteen at the 
front, where It meshes with forty on the 
crauk axle gear. Ball retainers are used 
throughout, and the gears tbemsetves form 
cones lor the bearlDgs Felt washers are 
Htted. except that (he bearings In from are 
protected by Ihe washer directly behind 
the circular cover plate which Is set Into 



Ibe enlarged ena ol the crank hanger. Sev- 
eral ot the wheels have been subjected to 
severe tests under both ordinary and extra- 
ordinary road and weather condltlona, and 
we laam have responded admlTtbly In every 
instance. The price li 175. 

THE CRAWFORD CHAINI^SS. 
The Crawford chalnless la ot the bevel 
type, and bas Its driving members In the 
same positions relative to eaeb otAar a« 
most ot the other models, but It la dls- 
tlnctiva In having, apparently, the fork 




drive Instead o 



roller gear aa Ihus [ar made, the drlvln 
shaft la tubular and takes the ntace i 
the usual fork, carrying (he pinions o 
Its ends, while Ihe slnv Is a slout ro 
paralleling this shaft and within It, vuc 



nlnie from crank axle to wheel hub and 
faatening at each end with a nut. The 
lefthand aide haa a aimilar stay rod with- 
in the fixed tube, so that the frame Is es- 
pecially stitr. The wheel hub has twenty- 
four teeth and the shaft haa twenty -three 
at the rear, as usual; but at the front are 
eighteen, driven by forty-eight. As the 
Crawford chainless is under license from 
the Pope Company, some comment has 
been caused by its announced price of 
175. but the explanation is offered that 
an exception was made In case of this 
model because it uses only some of the 
patents held by tne Pope Company. 

THE DAYTON CHAINLBSS. 

The Dayton chalnleas haa been already 
described, but we are now able to furnish 
cuts. It ia of the locomotive or double- 
crank construction, substantially as shown 
two years ago under the name of the Loco 
or Twentieth Century. A double-flanged 
notched pulley, with a link belt, equivalent 
to a centrally notched sprocket and chain, 
runs within the crank bracket, working 
centrally and tightly enclosed. This is 
necessary to obtain speeding up and to 
preserve motion in the forward direction. 
Adjustment of tension is by an eccentric 
on the crank axle. The amail pulley is one 
piece with a pair of short cranks set at 
right angles or quartering, and these work 
connecting rods, whose length is slightly 



the friction of a bevel gear eliminated, but 
the danger of springing the rear fork out 
of line by a sudden strain is completely re- 
moved. All bearing points of the trans- 
mitting mechanism are encased and made 
absolutely weather proof." 

Whatever view is held regarding the 
mechanical advantage or dlaadvantage of 




THE DATTON CHAINLBSfi. 

this method of transmitting power for bi- 
cycle purposes, there can be no doubt that 
there ia some benefit from the alternation 
of driving strains from one aide to the 
other. Instead of having them only on one 
side and also that the complete inelorare 
of the driving parts is a benefit But uaers 
of this type of bicycle must learn to mount 
without a step, since none can be fitted. 




FEATHERSTONE "CHANOE GEAR" CHAINLESS. 



variable when necessary by means of an 
eccentric adjustment at the forward end. 
Every bearing is a ball bearing, of course. 
The rear forks are of D tubing, and nar- 
rowness of tread is further attained by 
"cranking" the connecting rods, the portion 
thus bent being reinforced to avoid weak- 
ening. For this type of chainless the fol- 
lowing is claimed: 

"Its most important advantage la derived 
from the equal transmission of motive 
power on both sides of the frame from the 
crank-hanger to the rear hub. This equal 
division of power transmission Is both con- 
stant and continuous. Not only is much of 



on account of the crank action on the rear 
wbeeL 

THE FEATHERSTONE CHAINLBSS. 

The Featherstpne chainless. called the 
"King," in order to match with the name 
borne by the line of bicycles made by this 
concern, is of the same type as the fore- 
going in respect of driving, but embodies 
new and peculiar features, which are in 
the patent recently issued to Michael Mc- 
Ameny of Denver. Double driving rods are 
used with two pairs of short cranks, and 
the rods are made slightly adjustable In 
length at their rear ends as Indicated In 



20 



the cut. It is claimed, however, that when 
theae rods are once properly adjusted, they 
will need no further attention, "as the driv- 
ing connection itself adds to the rigidity 
of the lower frame membera of the ma^ 
chine and prevents any variation In the 
distance from rear wheel hub to the crank 
shaft and the other shafts In the crank- 
hanger case." As the cut shows, this hang- 
er contains three shafts instead of two. 
The third one is necessary because— since a 
spur gear Is used Instead of a "link belt" 
or chain — a second reversing of the direc- 
tion of movement is completed in order to 
avoid the dilemma which one of the wit- 
less inventors whose contrivances were 
described in our article of a week ago ac- 
cepted without hesitation, namely, that 
either the bicycle wheel must travel back- 
ward or the rider must pedal backward. 
The pedals being run in the forward direc- 
tion, the crank shaft is driven forward and 
the shaft gearing with it runii backward; 
the third shaft gearing with that, of course, 
runs forward again, and this carries the 
pairs of cranks which work the wheel. This 
introduction of a third shaft within the 
hanger (which la avoidable only by using 
a belt or an internal gear) la cleverly util- 
ised to produce the novelty of chainless 
driving, combined with a changeable gear 
having two speeds and the old notion of 
making the pedals foot-rests at will. 

The manner In which these results are 
accomplished can be made out by a careful 
examination of the sectional cut of the in- 
terior of the crank hanger, for which cut 
(exclusive of the lettering and description) 
we are indebted to the Cycle Age. Gear 
marked 1 is firmly attached to the crank 
shaft and stands at the top, as shown in 
the cut of the bicycle. This gear 1 meshes 
into the one marked x-l-x, and this latter 
one, it must be understood, is placed be- 
tween gears 2 and 2x, which are on the 
same shaft; the three are on one shaft (the 
one indicated Just forward of the crank), 
but are not in any way fast to one another 
except by a device to be presently men- 
tioned. Gear 2 (the larger of the two whose 
teeth are shown, the gear x-l-x being con- 
cealed between them) meshes with gear 8x 
on the third and rearward shaft, this gear 
being shown in dotted lines because it is 
hidden behind its larger fellow, gear 3; 
gear 2x in its turn meshes with gear 3. 
There are in all six spur pinions or gears 
within the crank hanger. The pair on the 
rearward shaft, gears 3 and 3x, are fast on 
the same shaft, and hence must revolve at 
the same speed. The shaft marked C Is 
hollow or slotted and contains what is 
known as a sliding clutch, operated by the 
small rod or cord and little crank shown 
reaching up to the top bar of the bicycle. 

Gear 1. being fast on the pedal shaft, 
runs with the pedals, and of course carries 
with it gear x-l-x. Now If the clutch Just 
mentioned makes^gear 2 fast to x-l-x. the 
motion of gear 2 is carried to gear 8x and 
to the shaft of this latter gear are attached 
the pair of outside cranks which drive the 
other pair on the rear wheel by means of 
the connecting rods, so the bicycle Is driven 
at a certain speed. If the clutch makes gear 



2x fast to x-l-x, then the motion of 2x Is 
carried to gear 3, and the drive cranks and 
drive rods are run at another rate of 
speed, slower than before. When the 
clutch makes x-l-x fast to either gear 2 or 
gear 2x, it causes it to let go of the other 
one, and that other one, thus released, runs 
around on the shaft independently, at the 
rate it is carried by its connection with the 
gear back of it. When the clutch Is moved 
into the "midway" position gear x-l-x does 
not grip either of its neighbors on the 
shaft; then the feet can be held still on 
the pedals, gears 1 and x-l-x being sta- 
tionary while the other four run along 
with the bicycle until another movement 
of the shifting clutch locks either 2 or 2x 
with gear 1 and the pedal shaft as already 
described. Of course, this arrangement 
does not Interfere with back pedalling, as 
usual, unless the clutch is moved so as to 
throw the gears out of mesh. 

The gear ratios provided are regularly to 
be seventy-four and fifty-three. It wlU per- 
haps be fair, having described the working 




FBATHB«6TON& CHAINLESS CRANK 
HANGER— SECTIONAL VIEW. 

of this device, to allow the makers to state 
their own general description and their 
laims for it: 

"The whole machine in general con- 
struction — ^frame. front forks, handlebars, 
wheel, front hub, cranks and pedals — ^is 
our own regular highest grade work, as 
used on the Road King. The rear hub is so 
constructed that the wheel can b^ removed 
or returned to frame for repairing tire with, 
out disturbing the adjustment of the bear- 
ings. The front wheel is removable, same 
as in other bicycles. All bearings, including 
connections on side rods, are ball-bearings. 

"As the power is applied evenly from 
both sides, and the gears used for driving 
are at centre of crank-hanger box in frame, 
the centre of gravity Is forward of the- 
rider, where it should be, same as in regu- 
lar chain wheels. This is a very Important 
feature, and insures for this system a very 
material point of superiority over other 
chainless bicycles — that of lightness, per- 
fection of balance and great strength. An- 
other very important feature is the durabll- 
21 



It; and Imck of atteDtlon required. The quoted, ibat la case of breakage of the 
chain on chain wbeela require* a great deal driving gear on ono aids tbe rider can eoo- 
Of Attention, while the driving mechanUm tlnue hli Joumejr without trouble or delajr 
of thla wheel requlraa OQlT proper adjual- hj uilng the drlvara on the remaJnlng Bide 
ment at flrat, and then rerj limited atten- was evidently made without having tried 
Oon at long Interrala. the eiperlment or having talked with a 

"The driving rodi In connection with the locomotive engineer about It la an; 
divided crank axle being eaaliy and en- change ot gear which shlfta a pinion Into 
tlrelr detachable from either side, in caae or out of engagemeot with another there 
of accident, should one pedal, crank or li alwaya liability to a shock or Jar 'as the 
drlvluK rod on aamb ilde be broken, the teeth of one alip Into the apaces In the 
broken parta can be Immedlatelr detached other, and thla will occur whether the 
engaging pinion la moved directly forward 
IQ the same plane with the other or from 
oae aide. The shitting clutch on the 
Peatb era tone cbalaleat probably reaemblea 
a pinion with onljr a alngle tooth, which 
tooth Is to enter and catch In a single 
space. How far this clutch will be able to 
avoid the usual drawbacka of ablfta in 
practice time must determine: we cannot 
apeak from observation, for no specimen 
of the bicycle haa come eaatward aa y^. 

As llluatratlng the aomewhat uocertain 
operation of change gears, an Incident 
which occurred to a certain rider comes to 
mind. Some yeara ago he waa convoying 
a amall party over a country road, being 
hlmaelt mounted «D a bicycle Btted with 
a "Hy-Lo" gear which he waa testing. 
While climbing a hill and nearly at lu 
top, the Jolt by unelpectedly striking a 
brick caused his knee to hit tbe tripping 
device which governed the shift, and thla 
moved the gear Into midway position; 
the pedals then "became footresta," and 
the bicycle began to back with Ita rider 
down the hill, pawing the air ineffectually 
with hlB feet, until he waa landed Id a 
blackberry huah at the bottom, greatly to 
the amueemeiit of his companions and to 
his own dlscomflture, aa he had Just been 
kindly "coaching" one of them aa to the 
beat way to overcome a grade. There may 
be some question. In general, aa to whether 
changing gear at will might not. In prac- 
tice, prove leea dealrable than we are all 
disposed to Imagine, and for tbia reason: 
the learner flnds the bicycle very latiao- 
ing, partly from the nervous strain and 
partly because the muscles are put to a 
atrange service; they become wonted to 
that aervlee in time and ceaae to trouble, 
but If the gear ratio could be readily 
changed while riding (as theoretically 
■eems desirable) the rhytbm of pedallins 
might be ao disturbed aa to measurably 
bring back the orlglDal fatigue. 

rHB PINE CHAINLESS. 



DRIVING GBAR OP DAYTON CHAINL.E3S. 
and the rider can eootlDue bii Journey 
without trouble or delay, using the re- 
maining drives on opposite side. The 
machine Is a marvel of fine mechanical 
akill. carried to a point deacrlbed best by 
the word 'frlctlonleaa.' " 



Btreet. la a model atlll t 



SOME DEDUCTIONS. 
Whatever peculiarities are Involved In 
driving a bicycle by this method will be 
shared equally by the Dayton and the teeth 
Pea tbera tone, the change gear ot the for t 
latter, of course, excepted; and what in- tloo, 
convenience may be touod from lack of a 



I at 23 Dunne 
d. ao thai we 
have not t>eeD able to see a Snlabed sam- 
ple or even any working part. The gen- 
eral appearance la that of the Sager gear, 
the shaft being tubular and revoHlng out- 
side the stay as In that type. The gears 
are claimed to be really apur gears with 
t square: (hat la. essentially so. 
B must be some slight modinca- 
11 Is not as if two ordinary spur 
angles and 



tement made to mesh In that posltlo 



Tbe 



■eth. 



la 



i squa 



radial; Iheir gtdei are parallel, tieoce not 

imlatlns lo tbe centre: the teetli are cut 
la a lort of trough, leaving a msTglo or 
bollow at their eads. The inventor termi 
hi! tear a "face" gear, and makes tor it 
a number of clalmi. one at wbicb li that 
he can and will convert any chain wheel 
Into a Fine chslcleBs at a coat of at>auC 
120. He llkeni his gear. In working, to the 
familiar breaat drill, eicept that the drill 
has lis teeth enu.ewhat bevelled. It ilm- 
plldty coupled witb great strength and 
rigidity of frame, together with cheap con- 
struction aad smooth and quiet actloo. are 
attained by this gear, as expected. It will 
evlnently score a tjolot among chalnlesi 
models: but thai straight-cut leetb can 
Interact suecesstuily at all with gears set 
at right acglea or nearly so Is cootrary 
to all Ideas heretofore, and lo the lack 
of a model for examinatioi 



eah dire 



1 It a race 



It fa 






The 1: 



□ de- 



le riptlon U appended Id Justice to hli 

■This iDventiOD rilate* to drlTing or 
propelling mechaolsm applicable to Tsrious 



■pled rule that _ 
order to transmit power from one shaft to 
■nolher running at right angles by means 
of coga the cogs must be V-shaped and cut 
on a bevel plfne. Spur gears have hitherto 
been used only for engagements between 
wheels turning in a direct Hoe with each 
other; our new chalnlesB looks much like 
a bevel-gear wheel at Qrst glance, but a 
closer InapecUoD shows that thb testh on 
the Inside ot front sprocket or pinion wheel 
Bx well as Ibosn on the driving shaft are 
perfectly square and meeh together as spur 

THE "ENGLISH" CHAIXLES9. 

Mr. J. C. English of No. 14t Centre 

street, this city, formerly of Edison's stall. 

has produced a sample ot a chalnless for 

which he has neither name nor facilities 




PINE "amiARB-TOOTH" CHAIHLBS3. 



machines or vehicles, but Intended par- tor production as jret. It uses the Crypto 

tlcularly lor bicycles. It comprises mainly Internal gear In principle of operation, the 

a sprocket wheel cirrlcd by the crank shaft same as on tho Bantam. The principle ot 

with straight teeth on the Inner face on a this gear is that when a pinion on a crank 

raised edge, so cut upon a new principle or arm Is carried around while in meah 

and arranged to meah with a spur or pinion with an Intern ally- toothed rack or ring, 

Hxed at one end of a tube, which revolves which is Itself held fast agalnat revolving, 

OD ball bearings arranged on rear-fork the pinion rotates on its own ails with an 

sides or rod with another gear or sprocket, accelerated velocity, and ot courae U muit 

the opposite end of ea1d tube having also Impart such Increased velocity to any wheel 

a spur or pinion meshing with another with which It is "In touch," 

sprocket secured to rear hub cut In a This may sound complicated, but If the 

ilmlliar manner as front sprocket. The reader will carefully eiamine the cut he 

driving power being transmitted from front will not Bnd It hard to underatsnd. Here 

sprocket or gear by shaft tube lo rear gear (he gearing la within what appears to he a 

or sprocket, all being suitably secured as box-like hub. The disk In which the spokes 

above stated to frame upon rear fork rotat- are headed Is Independent of the toothed 

ably supported by ball bearings connected rack, but Is last to the central pinion; the 

to the frame and forks. toothed rack Is a part ot the framework 

"This does precisely what has always and cannot turn. Now, when the pinion 

h««n accounted to be out ot the question which meshea Id the rack Is carried around 



the circle by the short arm or crank which 
holds it (within the '*box") it Is plain that 
this pinion rolls around upon the teeth of 
the rack. Rolling thus, as the rack is 
larger than the pinion, having 3^ times as 
many teeth, the pinion must make 3H 
turns on its own axis while it Is carried 
once around upon the rack. But this pin- 
ion cannot turn without turning the cen- 
tral pinion with which it is in mesh (Just 
as on the Bantam), and the central pinion 
is fast to the driving wheel; so the wheel 
itself iB driven, too. The sample gear ratio 
is 93 1-3. 

The lever measures 4% Inches between 
its fulcrum and the point of attachment to 
the crank, and 14 inches between the crank 
pin and the pedal. The crank itself is 
only 1% inches long, being singularly short 
as compared with usual crank lengths in 
direct driving. The pinion on the crank 
is 1 inch in aiameter, with 14 teeth; the 
central pinion Is IH inches In diameter. 



forth, giving the pedal a part of the pe- 
culiar motion of the latter. 

Summing up this device, we must say 
that Its disadvantages are in the direction 
of some complexity of structure, weight, 
and what seems at present view insufficient 
crank throw, with the inseparable draw- 
backs of lever-driving. On the other hand, 
the lever has some good points, among 
them all that is in the vertical position 
of the rider, the gear construction supplies 
its own enclosure against dirt, and the 
gears are of the simple spur variety, thus 
escaping any distinctive troubles of the 
bevel gear. Arguing from the full trial on 
the Bantam, this gear may be expected to 
run well and have good endurance if prop- 
erly made. 

CHAINLBSS EVOLUTION IN HNOL.AND. 

As already remarked, England has thus 
far taken little Interest in the present 
movement to revive chainless driving. One 




THE "ENGLISH" CHAINLESS. 



with 21 teeth; the fixed rack is 
SH inches In diameter. with 49 
teeth, all the teeth used thus being of 
"14 pitch." The stroke of the pedal is 
IM inches in each direction. Having a 
rocking movement necessarily, 
the path of the pedal Is not an /^ 
arc of a circle, but is peculiar. p \ 
being somewhat like a bow and / \ 
its string in shape, the down / \ 
stroke being in the "bow" and / \ 

the return stroke in the / 1 

"string," as shown in the ac- / I 

companying cut. Th« pedal also / I 

has the somewhat irregular / / 

motion and the "quick return" / / 

characteristic of the old Facile. / / 

and of all levers which are at- / / 

tached to cranks. The fulcrum / / 
of this lever, as appears In the / y 
cut, and as evidently must ^l^r 
the case, is not fixed in all dl-^^ 
rections, but slides back and 



24 



of the leading trade journals (the first one 
founded after the cycle era really began, 
some twenty years ago) hardly conceals its 
contempt of the movement, especially of 
bevel gears ; another, in a paragraph quoted 
further on, admits that such gears have not 
yet had a conclusive practical test, and that 
there may be a future for them in cycling, 
now that their construction is so much im- 
proved. The reason why so little interest 
hsjB been taken In the subject is that Eng- 
land, in common with other cycling coun- 
tries of Europe, has been, on the whole, 
satisfied with chain-driving. As an illus- 
tration, one maker now takes occasion to 
advertise "The English Sunbeam— eight 
years ahead of American cycles," and then 
he proceeds to explain thus: 

"A leading American firm have just Is- 
sued their 1898 Catalogue, giving reasons 
why their new Chainless C^cle Is an im- 
provement on all existing American ma- 
chines. They say the new mechanism Is 




e»i«r to keep cl«iti— bu no backlsib— do 
teeth to catch— li thoraugblT lubricated— li 
weaCber-prooF — does not we*r — doea not 
loM pilch. Now the Sunbeam, thanka to 
111 lltllB ol]-bith duitprooT gear caae. haa 
had all theie advaaUBO since 1890. Now 
you know wh]' Bunbeams go!" 

Tet. aa ooe of theaa loursala puta It, "the 
TORue wblcli baa been sItcd to thn cbaln- 
leia bicycle by tbe boomlni ot tbe Colum- 
bia bevel gear haa brougb t oat all aart* oC 
CTpedlenta tor auppreaalng the chain." A 




"BNQLI8H" CHAINLBSS DRIVINO QBAR 
lew o( tbeae appeared at the recent exhibi- 
tion In Parli. wbicb. however, waa almoat 
exclualveir American; at the BnglUh ihowa 
tbli winter tbe Columbia and lbs Quadrant 
were tbe aole apeclmena of any conae- 
quence. 

When tbe rear-drlvlng chain wbeet began 
to preaa tho "good old ordinary" out ol the 
field tbe latter endeavored to eamproniUe 
upon a modified paltern called tbe "Ra- 
Clooal." The change! were tew and simple. 
The back wheel waa enlarged to £2 Inches 
diameter and finally Co 21: the tiaekward 
"rake" of the front fork was made 2 and 
next 4 Inches; the saddle waa placed fur- 
ther back, and thus, with a eranh length- 
ened to 7 incbea. tbe rider was able to uae 
a wheel two sliea smaller than tormerl;. 
Tbla construction waa much nearer lo late- 
ty from "headers." but after three or four 
yean the rationalized "ordinary" had to 
give up the atruggle. It was succeeded by 
the geared ordinary, which favored safety 
by further reducing the slse of wbecl. ob- 
tained teg.room by placing the aaddle fur- 
ther back and ralalng It above tbe back- 
bone, and retained speed by gearing up. A 
number of apur gears for this purpose were 
in the market five yean ago. Tbe beat pat- 
tern of thla type ot bicycle ii shown in Ibe 
cut. This had a 24-lDch back wheel; a 4- 
Inch rake, with the saddle from 12 Co even 
IS Inchea behind the head: T-lnch cranka; a 
4E-lnch wheel, geared to 62, although 44 
and 48 were made; weight about thirty-sii 
pounda. which waa moderate In those 
times. Tbe gear waa Ibe Crypto, brought 
out In 18S3; being bidden out of sight and 



eloeed agalBat dirt in one of tbe huba, it 
tonned Its own gear caae. 

In conformity to the growing uae ot amati 
wheels, the geared ordinary went on 
■hrlnklng In size lo 41, SS. », 84, 31, SO, 
Che gear being modUled to retain a 
proper ratio. "Hia name was changed Co 
tbe Bantam, and with the 1898 model 
shown in the cut, with Ita peculiar "Alpha" 
frame, the long eroluClon procesa cornea 
down to this present date. 

TUB BANTAM CHAINLBSe. 

The Bantam, an English tronC-drlvlog 
ebalQless. with a Crypto gear Inclosed tn 
one ot the front hubs, baa been modified 
tor 1898. All the frame lines have become 
atraight, and the frame la made up of one 
vertical and two borliontal tubes, with a 
diagonal one that holds tbs saddle stem. 
The rear wheel la now brougbC to the alse 
ot the front. Increaalng Che resemblance 
to Che prevailing type: tbe wheel baae, 
however, still remalna singularly ahnrt. 
Thla givea great handloeaa, cbe Bantam 
Deeding little space tor atowlng. and being 
■o light and bandy that It can be taken 
almost anywhere. Iti wheel Is from 12 to 
24 or even 26 Incbea In diameter, geared 
from 60 Co 72: It la eaally mounCed with- 
out a step. As to safety, Cwo-flttbs of the 
rider's weight reats on tbe rear wheel. 
The gear, wbicb waa used some years ago 
by li'rank Shoriand In making what were 
then aatonlahlng road records, la in prin- 
ciple the same aa that on a rear-dtiver 
dracrlbed further on, and one ot Ita good 
points la thai ita operation and endurance 
are ludependent ot what happena to tbe 
frame. It Is not adjustable Cor wear, but 
this la true ot ail gears and of tbe cbaln 
and sprocket, except that the chaJn may 
be tightened In Che familiar manner. The 
large Internally toothed ring la part ot 
Che frame and does not move. The central 
gear Is taat to Che wheel and carries 
that wllb IC. Tlie small pinlona are carried 




BANTAM CHAINLBSS— 1896. 
around by the crank (there are tour In order 
to lessen weir, but one would work alone), 
and aa they roll upon the flied ring they 
are apeeded up. giving a faster motion to 
tbe large pinion and tho wheel. Their 
endurance under use haa been well estab- 
llahed. this form of gearing having had 
yeara of trial, and they run easily and 
smoothly. The maker figures that they 



oUKbt to laat, with fair »re. from 20.000 
to (0.000 miles at travel. 

The Bantam li alio made wltb • drop 
trame, tor ladlea' uie. Tbe chief draw- 
back to tta popularity In tbli couDtry. In 




cbalnleaa— wae Id order to avoid an exlaclns 
patent wblcb clalma • ahatt carried tbrougb 
that fork. Thli cutilde poettion of tbe hol- 
low sbatt WM uaed on Ibe Acateae, ajid we 
gire a cut at it. malnlj for that reaiOD, 
since Id other reipecCa It Is not unlike other 
bevel-iear modela. In thla cut. taken from 
an English Journal publlihed In Noveiaber 
of 1S96, the rplBllTe posllloni of tbe abaft 
and the fork are leen; the accompanj'iDS 
description also aaya that "undoubtedly tbe 
chlpf point of succesB In the Acatene gear 
la the utllliBtloD of the ball-bearlnE prin- 
ciple to take up tbe end-thruat on the cog 
ahaft connecting the crank axle and the 
drtvlng-hub coga, aa well aa fitting that 



e the 



a fork Ir 



THE ACATBNE CHAINIyESS. 
The French Acatene Is tbe only European 
bevel-gear cbalnless which has made any 
allr abroad as yet. and It was on a bicycle 
of thla make that Rlvlerre. the lons-dlstaace 
French crack, rode 1133 miles within twen- 
ty-tour hours. In Paris, In June of 1S9«, 
making the world's record which la now 
cited Bfc evidence of the aullablllty ot such 
geara tor drhlnR blcyclea. Soon after that 
date an Engliah trade Joi 



then 

We alao recall having seen a specimen 
of the Acatene In New York, about a year 
ago, and having noted tbe peculiar appear- 
ance of tbe abaft. If tbe Sager claim covers 
putting the shaft outside the fork tbi* ap- 
parent anticipation may have a bearing on 
the value ot such claim. 



THE QtlADaxNT CHAINLESe. 

t the Stanley and the National shows 
London, c ha Id leas driving — wltb the 
except loo ot « tew which are Close upon 
or within the freak line and do not need 
menliQD here^wafi represented by the 
Columbia bex-el-gear and by tbe Lloyd 
:blblteiJ by the "Quadrant" 



Thli latter 



like 



shaft 

I rear-wbeel axle, and so might Id a Ken 
ral way be cliaaed In the bevel-neai 
k-pe; yet. In Important detaila 11 U ma 
■rlally dlfterent, the gears themselves be 
>g replaced by roller-and-pln wheels. Thti 
I an adaptation, with some changes ii 
shape ot tbe rubbing parts, of 



old 



ot wire pins Instead ot cut teeth. 
plDloD being now in use Id 
ty the million. Tbe large 
ID the crank axle baa faorliontal 
studs pro]ecting trom Its rim. the 
ends of Ibe pins being aeen In the 
the plna themselves being behind 
sb iQlD a roller 




do not think 

tbe cycling w 

to think, WB feel fully confldent tl 

la a future for It It well handled. " 

It i> aald that at least one reason tor 
puttl&B tbe tranamlttlDg ahatt outside la- 



the pngagitig porllona ot thla 
the foregoing la aubatantially correct. Tbe 
best authority in those journals, which ei- 
preasea a high opinion ot It, aayi: "Tbe 
croaa rollers act In practice more raMOtU/ 
than the Idea would isem to auggtat. Tfta 
gear Is In effect almost the came ttalnl ■• 
• tievel in>ar. since the endi of ttaa l«llM« 



wbk'h Implnse nearest upon each other are 
ilightlr lapered aiiil rounded. There *eem>, 
however, to be leia tendeDcy for the t^ar 
to force Itaell apart tbaa when beveli are 
used, and the rollera of courae remove a 
lot of the ruhbtng trletiDQ ingeparable from 
pi Bio betel gean." 

On the other band, the aame writer laya 
of the bevel: "Bevel searlDg has been el- 
moit UDlverially condemned br experts 
KeDerallr. but we do not Chlak that the 
latest patterns of bevel -geared machlnei 
have been put to a reallr practical test. 
Taklnc the Columbia as one ot the most 
perfect examples of this class of machine, 
the cutting of the teeth and the general 
coastructloD of the sear Is so vastly supe- 
rior to anything before turned out [hat pre- 
vious tests are really very little guide. No 
other firm has given so much attention lo 
the matter as the Columbia people, and we 
hope at an early date to have an oppor- 
tunity ot testing one Of tbelr machluea. If 
the loss from Increaaed friction Is only 
slight, bevel gears will have a considerable 
run— It all hinges on that." 

THE LLOYD'S ROLLBR-PIN OEAR. 

The Quadrant Cycle Company make for 
the Lloyd's roller-pin gear construction the 
following claims: 

1. Obviates all the troubles of the chain. 

2. Minimum ot warklng friction. Spins 
tree of the ground from three to six times 
at' long as a chain gear. 

3. Does not distort the frame or cross- 
bind the bearings, consequently 

4. It climbs with about two-thtrds the 

t. Responds loitantly to the pressure of 
the foot. 

t. Is not a bevel gear, consequently 

7. No spreading, no friction ot cogs, DO 
noise, no }Br to tbe feet. 

9. Extremely durable, no backlash, no 
adjustment ever required. 

Tbe appearance of the crank-a: 



In the cut suggesta that the wheel Is pro- 
vided with pins of a generally round shape 
rather than with any such V-tooth as In the 
Sager device now shown on tbe Uonarcb. 
Application was Sled by Eltsgerald and 
Clement in December laal for an English 
patent on a device somewhat resembling 
the Quadrant. The crank axle clearly 
shows a central gear wheel, with regular 
crown-wheel teelh; and although the cuts 
in the speciflcatloD are difficult to make 
out, the text describes « roller- toothed 
pinion on the forward end of the shaft, a 
crown-wheel toothed pinion on the rear 
end. and a wheel hub provided with roller 
teeth. The teeth thus described would not 







act precisely like those which vpear to 
be on the Quadrant, 

Mr. J. H. Harell ot this city has produced 
a specimen which is apparently Identical 
with the Quadrant, except that In the form- 
er the driving is applied to the back side 
ot the wheel hub, as on the Spalding Chalu- 
lesa. while on the Quadrant the position of 
tbe driving parts Is as on the Columbia. 
Tbe pins which engage tbe rollers are 
rounded off and slightly tapered, resem- 
bling the shape ot the bullet In ordinary 
flxed ammunition; but in the lack of more 
precise Intormailon as to the form of the 
pins on the Quadrant It la not certain that 
Mr. Harell has made any Improvement. 




GEARED ORDINART— ISM. 




CHAPTER III. 



CHAINLESS vs. CHAIN. 



The possible changes In the future of pedals and chains, and steering somehow 

cycling involye the shape of the cycle as with great ease. 

well as the mode of driying it. Indeed, the In smaller bicycles, then called "safe- 
mode of applying the power has influenced ties*' for distinguishing them, the "Pony" 
the shape of the structure more than the was simply small sized, with secondary 
shape of the structure has influenced the cranks Jointed un the first, so that leg- 
mode of driving. At present, rear-driving reach could be obtained, the two cranks 
has the field; will front-driving ever re- being out at full length at the bottom of 
turn? Possibly. As bearing on this pos- the stroke and shut over like the blade of 
sibility. it may not be amiss to briefly de- <l knife in its handle at the top of the 
scribe some of the most important attempts stroke. The "Kangaroo" type, which had 
to make a safe and practical bicycle (in ^^^ ^ time a great run, had their front 
nearly every instance out of the front- 'orks prolonged down, so as to carry pedals 
driver), without trying to follow exact *«><* cranks, working on the axle by sprock- 
chronologlcal order. ©ts, and "gearing up." The "Facile"— 

which was the pioneer of small-sized bicy- 

A BRIBF SKETTH OF THw PRTMr-TPAT ^^®" *"* America, also had its front forks 

A BRIHP SKETCH OF THE PRINCIPAL prolonged, but curved well forward; to the 

• SAFBTTY" TYPES. ends of these were hinged levers which 

««-. ^# *fc^ — ^ » «^ II *!. ..^j. came well behind and below the axle, hav- 

One of the most peculiar was the "Xtra- j^g pedals on the ends, and being attached 

ordinary," or "Xtra." familiarly dubbed by connectlnK^drto vei^ 

\t\2r^.f:^ '^'l^ '{!%^l«\?'?^*^' ?hu,'°SiL7mu^h'HkrSe1^'id^^^^^^^^ 

Lt !I^ff- il^r. ^^^^. '^^'^^^l ^®.^!w*°S^"i common foot lathe; it was extremely safe. 

i«2?: ^Jl ^° ^* k"7' '"^^^ >^? ^^^}. but was geareo "level." and therefore was 

li^L? Jk ""17 ""''^ K* * ^^* '■'^•- not speedy, requiring rapid though short 

f?-.^?iJ/^«/ K*"" ■ ^f^^^^ '"l*^, ""^rrw," movements of the foot. It was afterward 

l« ilt!^;«^i^ ^® was thus much less liable -geared up" so as to be faster, but was 

Xi^A ^ » ^ forward over the front in a gradually dUplaced by various patterns of 

i«^« ?;«^° ^K ""^^^l^' kV "*?" "^P"^ "Geared Ordinary " These used the fami- 

in England. The cranks being thus out of ,4^^ rotary action with direct cranks, but 

f I!fV'^^?'*^^''wpK^'"*^*°v^7*?*i^®' employed spur gears-not bevel gears as 
long bent levers, which were hinged by a ^^^^ ^ ^ recent article in a trade jour- 
short arm to the front forks, and came back ^al. Of this class, one distinctive pattern 
b^ind and below the wheel axle, bearing j^ t^e sole present survivor of the front 
pedals on their ends; this contrivance was driving type. If reversion ever does bring 
effective as to safoty but was heavy and f^ont driving wheels back on a general or 
o ?'^; K ?^J*!; P*"®"?" y»®^ ^^^ ''■?*} even a comparatively large scale, thU 
rake, but had "winging levers attached ^eems likely to be the one. Yet prophecy U 
to the cranks, the idea being that the oed- ^oo unsafe -.o be hazarded, sweeping 
*!■ ^tP^ consequently the driving pr^sure) though past changes have been, 
should always be behind the axle. One of _ 
these was American— the "Springfield"— ..,..«**. . *vi u -* 
and this drove by levers, bearing pedals ^" ?« illustrations, in this chapter are 
behind the axle, but used ratchets, and had °' such a nature as to require a more d^ 
no cranks. The "Star," also American. ^"^^ description than can be given In a 
drove by levers and ratchets, but turned ™«re line of title, the descriptive matter 
about and had the small wheel forward, be- concerning them is placed together, as fol- 
ing very distinctive. Others had the small lows: . . ^ . 
wheel first, driving the other by cranks The original Humber— meaning by "orig- 
thereon, and worked by long swinging levers *nal" merely the first bicycle of the rear- 
hinged to the extreme front of the frame, driving type produced by the Humber fac- 
thus going back to an early contrivance tory— is interesting as showing the begin- 
nearly half a century before, and much like nings of the "diamond" frame. The steer- 
some children's velocipedes of to-day. One ing head was as remarkably long as it 
of the queerest of all was the "Otto." a afterward became short, but if the fork had 
true bicycle in having only two wheels, oeen carried forward in a curve instead of 
yet resembling the tricycle in having those dropping straight down, the wheel base 
side by side on a long axle; the rider sat would have been longer and the general 
between, above and a little behind the outline more like the construction of to- 
axle, swinging freely from it, driving by day. 

28 




The Oolden Bra la reproduced aa a eurt- or "percb" to.med the lupport for the 
oaltT Id tramea aod aa auggeaUDg— alnoe craok-axle and iprocketi. and then wai 
10 lUuatrate them all would require too carried up over the wheel, where It did 
much tptce and would not bava autDclent dutr aa a taud-guard. The wheeli had 40 
intereit— the Dumber and varletr of frame and 3E apokei. which were "direct," a« 
ihapea which have reeulted In the familiar agiloBt the Undent which tbe Victor neo- 
one o( the preaeat. although It would be pie had been uitng and Inilstlns upon for 
raab to Bfflrm that Bnalltr in (ramea la aeveral years. Referring (o the direct 
reached even now. apoke, the Columbia catalogue of this sear 

The Victor of 18S7 waa the Brat of the (18SS)aarB: 

"We have ahown tbe dealrabllltr ot ihl* 
construction too often to make a repetition 
necenar;, panlcularlr In the case of a 
■mall-wheel machine for uie at all tlmei 
and placee. It l> a mailer of aatlBfactlon 
to UB to observe a growing recognition of 
our arguments on tbia point, even In Sng' 
land, where, if in anr part of the world, 
the roads are suited to full tangent spokes." 
This BbowB how easily the beat Judges 
and prophets may sometimes be mistaken. 
The Defender Midget Is an (page 34) Il- 
lustration of oil that Is extremely ad- 
vanced and radical In bicycle constructloa 
for 1S9S. Tie iteerlng bead Is ot the ahort- 
eat. only 1 inches In length. The frame 
la SZ-lnch, with flush Joints and atamped 

horliontal. The crank-banger baa a 4- 
Inch drop; the cranks are 7 Inches, witb 
a 4H-lDch tread, these three parllculara 
being extreme. Tbe cranki are (he Fau- 
ber patent, a single piece forming batb 
's and aile. which are passed Into 
through the large opening in bracket 
before putting in the bearings. The chain 
Ib adjusted at the bracket hy an eccentric, 
Instead of at the wheel as usual.. Tbe 
rear forks are a continuous piece ot D- 
tublng, ot % section tapered to ^. They 
are Joloed to the crank bracket by a alngle 
large oval stem, thus allowing clearance, 
without cranking or oflsetting the fork, 
tor the very large front F^uber "star" 
sprocket of 32 teeth. The rear sprocket 
has 12 teeth, thus making a lear of only 
T4S-3, notwithstanding the large size of 
the front one. Front forks are ot tapered 



FIRST HUHBER UODBL. 



typam 



n America. There may be 
queition whether a bicycle with a drop crankT'tLnd 
frame was not produced In Waahlngtoa 
somewhat earlier, but It waa not done com- 
mercially. Tbe wheels of the Victor were 
SO-Inch, wltb a Ti solid tire on tbe rear and 
a % tire on the front. It vas made In only 
one slxe. The gear wa* G4; the weight was 
not aUted; tbe price waa (140. It bad bait 
bearing* all over. Including the steering, 
which was a "socket." and waa In both 
these particulars rather advanced at that 
tlm» Its chief peculiarity was that the 
entire front forks conalaled of two pairs 
of curved springs, attached to tbe frame 
by Ingenious rocking Joints, which at first 
had cone bearings, but were changed to 
balls In the next year. As more elastic 
tires came In. this peculiar fork went out. 
the pattern being mode In both ways Cor 
aereral years; but the Overman Company 
la entitled to the credit of having been the 

prevailing type of bicycle, and of having 
also Improved upon It as they found It. 



e up t< 






in the following year to a stronger ■ 
the early "diamond" type. 

The Veloce of 18B8 was the Brst rear- 
driver produced at the Columbia factory. 
although a pattern of the Kangaroo bad 
been for two years In the company's line. 
The Veloce bad a 30-inch front wheel and a 
31-lnch driver, both having 'A solid tires. 
The cranks were of the usual slotted 
atyle. giving a tbrow ot S to i'i Inches. 
The steering nss cone, 4*4 Inches between 
centres. The handle-bar was hollow, 28 
iDCbea long. Ooe size only whs bulll. 
geared to 52, weighing 51 pounils. and 
selling at tl3G. A peculiarity of the con- 
struction was that a single curved cross- 
lube Intersecting the straight "back-t>one" 




THE GOLDEN ERA. 

D-tublng in one piece, with an arched 
crown, and forks and crown are both 
lilckelled. Tbe wheels have Thor patent 
hubs, and the nadille post 1b fastener! with 
the Thor ei pander, the saddle, of course, 
being a Brown. The handle-bar is eilreme- 
Ij' wide and light, made ot oclagoa tubing 
on tha Schlnneer patent, and the fastening 
la internal. The chain la E per cent, nickel 



■teal In tbe block, and tool iteel In the 
•Ide-plates. Rim* are laminated, and 
tirea are tight road Palmer. 

TbU model Is verr etrlklng in Rppear- 
ance. and locludei the patented ipeclaltlei 
of half a dozen makers of component parti, 
tliua Indicating clearlf that It li the prod- 
uct of a amall maker. Thla remark, how- 
over, la not made In any derogatorjr lenie. 

Frbm the forward thruit on tbe old 
"bcneLhaker" veliclpede of 1S68, which waa 
compelled by Its structure, the cyclist next 
wont to the neiirly downward action on 
the "blih ordinary" of 1878; this change 
w«i made to get speed by a larger wheel, 
and he had to sit near its centre Id order 
to reach the pedal. The Facile, a lever- 
drlTlng "katety." which soon followed, bad 

poaltloQ of driving ever oblalned. and Its 
maker nas DHlurally very atreDuoua for 



■go) or eUe substantially as on the present 
type. Then he must have some meani o( 
carrying hia power back to the txle; what 
shall that means be? The toregolog analy- 
sis is partly to lead up to the issue between 
chain and no-chaln. and partly to sugtteat 
how many and how important considera- 
'ved in the relative poiltlon 



d( 'he saddle 






UODSS OF POWER TRANSMISSION. 
The craok-aicU and crank-bracket, tl 
"heart" of the bicycle. Is now the pla 
where the power Is first exerted, and fro 
this It must be transmitted to the whei 
There are a number of poaiible methods 



2. A melalltc band with holes to eUKase 
proJectloDB on the sprockets, or provided 
with prolectlons to enter hole* therein. 

3. A chain. 




THE 
that posltloa. contending 



AMERICAN 8AFETT— 1887. 



on the Facile 4. A 

all the time tlons, 

"oier his work." with hla pedal directly 5. Clutch or ratchet 

tindei him. where the Ordinary rider always both ends operated by a 

tried lo Ret hut could not. This waa strict- 6. Lever and crank, * 

ly true, and although the same maker, oscillating fulcrum. 

chacged trade conditions, has since 7. A conncctlng-shafl. carrying bevel 



without projec- 



r without an 



argued tor a position conaldi 
the work." this Is not agalna 
tor really there Is cnnslderabli 
on both aides. 
It will readily 



■bly ■■ 






causp the pedal can thus be placed 
distance from the driver aile; but i 
pedaling, as aRSlnst the peculiar stra 

affirmed to be WItb a 
equal-alied wheels and 



rtty. 8. A conni 
said roller gears. 

!ver Joints. 



. working pln-«nd- 



rlder 

the abandoned "Broncbo' 



IT Of Spur gears to close the gap 

.. ry v.. Cranks and connecllag-roda. working 

illar stroke of double, locomotive- fash Ion. 

lythtngcanbe 12, Fncllnn wheels, with or without 

pe using two spur gears. 

y action, the 13. Pneumatic or hydraulic transmission. 



of I 



16. BalU working In spiral grooyes on where the chain Is. and frames have not 

axles. always been made strong enough to 

This does not exhaust the list of theoretl- ^-esist entirely. Ten years ago, when the 

cal possibilities, nor mention all the com- present type of bicycle was beginning to 

binations which could be formed. A auf* come in, a dealer whose interests were 

flciently wild inventor could fix up a con- opposed made the most of this objection of 

trivance, beginning at one axle and ultl- side-drag, quoting the recent admissions 

mately reaching the other, which involyed of several English makers, thus: 

the whole list, and he might then be con- "There is a great deal more strain be- 

fldent that h3 had met the long-felt want. tween the two chain wheels than is gener- 

Nos. 2 to 4 are modifications of No. 1; ally understood, and experience has proved 
Xo. 5 involves giving up back-pedalling; the necessity of a direct and rigid connec. 
No. 9 cannot "gear up:" Nos. 12 to 15 are tion between these points." (Starley & Sut- 
not practical. And the whole list— Just as ton of Coventry, 1888 catalogue.) 
the large number of "mechanical powers" "We would draw the reader's special at- 
named in old text-books are really only tention to our pattern for this year, as 
two~"boilB down" to Ave: the endless belt, every one who has had experience in this 
the spur gear, the shaft with bevel or type of machine knows that the bearings 
pin-roller gears, cranks and connecting- are of the utmost importance, the wear and 
rods, and the lever. The fourth of these tear being so much greater than on an 
appears on only one make thus far; it in- ordinary bicycle. This has caused ut to 
volves practical difficulties. Is not strictly discard the old pattern pin-and-cone ball- 
chainless, and hardly need be considered bearing, in which the cones and cups are 
ut a rival to the chain. The lever is not continually going wrong, owing to the 
seriously contesting now. The spur gear smallness of the bearing surfaces and the 
is in market; yet It Lb offered in only enormous strain upon them. As in all pin- 
two or three patterns now. one of them and-cone ball bearings, the cone wears flat 
the Hildick. which has distinctive claims on the chain side, but in the bearings we 
of its own — and so It can be passed. The have introduced It Is impossible to do so. 
third of these Just named is the contestant They are the same as fitted to the front 
of the old chain, against which It has wheel of our bicycles." (Rudge Cycle Com. 
brought an action for ejectment, to be Pany of Coventry, 1888 catalogue.) 
tried, and probably sustained or dismissed. This was quite true. Bearings have since 
in this year 1898. been modified to meet the case, and frames 

have been strengthened; yet a light frame 

THE STREJSS OP THE CHAIN-PUUj. "*y waste power, under trying conditions. 

-. . ^ ,, ^ u *v 1 . .ij. I ^y springing out of line without getting 

It is true, as alleged by the plaintiff in ^ permanent bend, and something more 

this action, that a severe strain is put can probably be done in frame strength- 

by the driving on the frame of a chain- ening 

driver increasing enormously as the load The reader will observe, on referring 

or resistance Increases. It Is true that by again to the cuts of the first Columbia, 

the laws of materials the yield is always ^hey^ j^ happens to show more distinctly, 

in the direction of least resistance; this ^^^^ ^^^ ,,ame Is substantially two tubes 

was understood by Autocrat Holmes s old crossing at right angles. ConstrucUon be- 

deacon. who reasoned, when about to con- g^n in this manner in England, and the 

struct h s "one-boss shay," that "it's reason was that makers followed the "or- 

njighty plaiii thet the weakes' place must dinary," to which they were accustomed. 

Btan the strain and if that does not p^ey took the familiar curved backbone, 

stand the whole construction goes The ^nd made it straight, attaching it to the 

trouble with the b cycle frame is that It ^^eel in the old way by mortise and 

t*t 1*; *v^^^,'. ®°^/" «^°T°. *° \^^ ""if*! tenon, with a bolt passed through, as the 

sketch) the line of draught is not parallel cut clearly shows. They did not foresee 

to the line of resistance. Suppose the the chain-pull, and (strange as it seems) 

actually did not at first always put on 
even the eingle tie-rod used in the Vic- 
tor; later, a second tie-rod was car- 
ried to the rear wheel, thus making a 
truss, and then a second pair were placed 
above the backbone, thus further approach, 
ing the diamond. Now it was this iden- 

DIAQRAM SHOWING ONE-SIDED CHAIN ^ical construction of frame, as shown in 

p,,y . the Columbia most distinctly, which 

^^^^ caused Starley & Sutton (as Just quoted 

above) to spy that "there is a great deal 

resistance under trying conditions of grade more strain between the two chain wheels 

and road is represented by a weight of than is generally understood, and experi- 

100; then it pedal, or crank, or axle or ence has proved the necessity of a direct 

sprocket, or any piece in chain, or the and rigid connection between these points." 

spokes In the back wheels or the frame This strain had not only not been "gener- 

itself. had a strength below 100. Instead of ally understood," but had apparently hard- 

the bicycle's advancing along the road the )y been thought of at all. Tet the direct 

rider's power would expend itself in break- fork which those old Coventry makers 

ing or bending such weak part. The pull called for was soon supplied, and the moral 

is a one-sided pull, necessarily tending to for which we relate this bit of history Is 

drag the frame around toward the side the fact that the present frame of the 

81 




cbalD-d river una the cbala ItMlf are the 
n«^t ot ■ long evoluCIoD proceu, Id wblcb 
CTCIT atep hmi been ■uggested ftad proved 
b7 practical ciperietice. 



Prom thia lendeocr lo draw the two udM 
toward each othei — which haa to be re- 
alated bj the Irame before there can be anr 
effect to revolve the wheel— the chalnteu 
!■ wholl; free. Id eo much u thli, Ita cmee 
)■ proved at oace. Yet. It It would be 
frank. It muat repeat the common remark: 
"I have troublei ot mr own." Maktog 
bevel gean la a detail and mtj be waived; 
but wbeo they are flnUbed. other problema 
aiiae. These problems cunnot l>e better 
atated than In the five leotencea foIlowliiK. 
which come otDclsllr trom the chief advo- 



IheQ arsuei that alckel iteel now inppUea 
the itreoBth without sacrltlce of llililiiiMi 
Another advoe&te — an over-xesloDa one 
whom It la dllllcult to take aerlonaly— de- 
clare* that tbls make of chalnleaa will 
never get oot of line, and Uut It It over 
doea the rnnQlns will remain unaffected. 
The Jointed abaft ot the BaTVelgere la de- 
■iKoed to meet lait thia coDtlBcency. We 
do not predict, aave to ear that It the 
fnune of taj chalnleaa with a H(id eon- 
nectlDK shaft ever doea set out ot line 
there will be serious trouble necesMLrtly. 
Make the "IT' aa emphatic as anrbodr 
pleases, and consider the danger ot spriDK- 
Ing the Irame bowever remote: the chaiie« 
of this occurring, uoder some sort of con- 
dltioos sod nsaige. Is one which the ehaln- 
lesa, eapeclallr those of tba bevel class, 

ij hind ot eonatructlOD, whether 







ordlitarr »Elglit of Lbr old "league*' chalo- 
less (sevpQtj'.tlve pouads at first, the reader 
will rcmembert was unavDldnble because 
the makers had no way of getting frame 
MIffDess except br putting in metal; be 



FIRST COLUMBIA RBAR-DRtVBR— U8S. 

csretullj ot frame or ot driving parts, there Is no 
trouble when spinning on a Atand without 
hem In the ■ load: Lbe question begins wbeo power la 
Le front Pui "pon 't sgaloit ■ heavr resistance In 
b their gear attach- actual ure. A maker who has criticised 
fclselv In the same the bevel chainlees more severely than 
llfl with each other, any one else Inslsls that bevel geara ara 
Kill result In bind- eipeclBlly naateful by friction. In bis tae- 
unsatlB lac lory work. lory. he says, a power drill working with 
such gears will make only an Inch bole 
IhrouKh a certain piece of metal, while a 
timllar drill without Ihc berets and run 
from 'be same Ebsfi will make a IH-lhch 
bale tbro^iEh the same metal. But this la 
not enllrcly concluvlvf, and tbe appeal to 
general practice in machine shops does not 
coimi very murb. Ii could Juai as well be 
ohcn against ihe chain, and against the 



I froi 



alntalned under 
ust be so rigid 



I of lb" I 



cepi « 



.1 Ihtr. 
r the Bhafta 
rt th: belt I 
Bp and effect 



isidersble 
used, which la 
re, developing ■ 



Ing amount of "bite" eyea on quite smooth been or can be taken by makeri to meet 

surfaces. When the shafU are close to- the difficulty, time will show. Yet it 

gether the spur gear is used, nothing else should be said that the pin-roller gear, 

being available. When there is a disUnee while free from any exposure to "end- 

and no slippage can he permitted the chain thrust." must take its chances with the 

Is the thing. When power must turn a other chainless models which have connect- 

comer it is a choice between belt or bevel tag shafts in respect to "side- thrust" on 

gears. But to say that a thing is not good the bearings. 

on a bicycle because it is not used to drive ---anr ow "side thrdst" upov 

machinery in shops is poor reasoning. We »*^™3T OF SIDB-THRUST- UPON 

might as well say that ball bearings are ^^^ FRAME, 

not good because they are never used on a question arises as to the effect of 

locomotives. "side-thrust" as distinguished from "end- 

thrust" upon the frame (as well as the 

THE PROBLEM OF "BND-THRDST." bearings) ta chataless drivtag. This "side- 

The obJecUon of "end-thrust" Is raised Smfwh.f Zt?.n'l^I.t*5''**Lnf ?t ^i^'^nS I 

against the beveMrlver. If the reader will J^^Tk^^L ^?Y^u*.''i!^^U.in* ^Hvi^, tw! 

U^ t'itS Z \w7^1e?\f^{ll^n^e"J: -V^^°';Jl'a^:x^^^^ 
s^tSid'' 2Lt'tte'7arg"''&vS^^^^^ -PP»ed to any'.tructure consisting of sev- 
the crank axle trieTto push the pinion aSd «"» °|«J*We parts Put together the part 
shaft backward, so that it may free itself *J, ^'^^^^ V** *?i?"*"* *** directly applied 
and turn as th; rider U forcing it to do. P'"^®* «"* J" the parts next to it: they 
This backward pressure U because the Pjss the push to other parU, and so along 
face of the tooth is sloping, and before the "^^ ""^/^ ",^« "t^^f** P*J^ ^*7 »"'^« 
load can be moved this pressure back must }° * chain) until at last, all the Partsjiav- 
be resisted solidly somewhere. So (it is *°? refused to either break or be ahov^ 
said) the rear pinion of the shaft is liable ?"' °' P»f<i«' ^9 ^^^ *}™f^ ** "moved. 
to be forced hard against the one on the J^ <^*»f ?' ^« ^*7«*<^ ^^^l ^9^^ ^*^^ ™°^- 
hub. thus causing friction and possibly *;« «' ^1>« structure and lU rider along 
"bind." especially on hills and bad roads, the ground. If any of the parts tovolved 
But thU peculiar action between the Inter- ^°"'" break more easily than the move- 
acUng teeth at the crank shaft is neces- ment along the ground is accomplished 
sarily duplicated at the other end of the ^^** breakage would occur tastead of the 
shaft, so that the backward thrust at the movement totended. This is only one ex- 
front U met by a forward thrust at the ""Pje, o« the law, already sUted. that the 
rear, the two thnisU thus counteracting ^ «W is always in the direction, or at the 
each other. .place, of least resistance — the weakest 

It should be said here that the pin-roller thing gives up. 

gear, already described, as used on the J^ ^^ «*W Just now that the pinion on 

Monaroh and others, is free from any pos- the forward end of the shaft tries to roll 

sible objection of "end-thrust," as there away from the gear wheel which pushes 

is no tendency to shove the shaft either 't; the pinions at the rear also try to roll 

backward or forward. away from each other. Thus they put a 

side pressure on their bearings, as stated, 

THE PROBlJBni OF BPFUOT UPON BEAR- but the same pressure comes on the frame 

INOS. which holds the beartags. At the crank 

axle this tends to crowd the fork sides 

A question arises as to the effect upon toward or from each other, according as 

the bearings and the balls in them when the teeth on the large gear face in one dl- 

any sort of shaft Is used for chainless rection or the other; at the rear the 

driving. Looking again at the cut of the tendency Is to separate the forks. This 

shaft and adjacent parU. the reader will tendency is to slmulUneously crowd upon 

see that power applied on the pedal tends the balls to spread open the forks and to 

to roll the ptaion directly oiroy from the press the teeth of the gears into closer 

large gear, because If the pinion could roll contact. 

clear away the axle would then be left since the roller-geared and the bevel- 
free to turn; similarly, pressure at the toothed types must meet the same pressure 
back end tends to push apart those two on the bearings, they are slike In this 
ptalons also. This pressure to separate pressure on the frames. As already re- 
comes upon the balls and the bearing sur- marked, each of them escapes entirely 
faces, there betag nothing else to take it the heavy pressure which the pull of the 
It is true that the draw of the chata. al- chain puts on the axles and their bearings; 
ready explained, is thrown at once directly in place of this they get other and different 
on the balls and the bearing surfaces, and etratas, as Just described, 
that no large amount of trouble has been Observe that we do not say these strains 
caused thereby, in all the last six years of will not be successfully resisted-^that 
use of chain drivtag. But it seems well would be prediction. Some further 
settled that the old "League" bevel chain- strengthening of the frame mli^t perhaps 
less did develop an experience of breaking be had. and ta fact the doubltag of the 
balls and cups and cones, and it is claimed fork on the chain side of chain -drivers, to 
that bevel gears produce a peculiar twist- get additional stiffness, is not unknown in 
Ini? strain on bearings. How much there present English practice. It might even 
is ta this claim, and what precaution! have be suggested as a fair question, whether 



a new or aMiiewlut modlfled farm at 
frame ought not to hava beeo dsTlaed tor 
chalnleu drlTlof InsMad ot applrlnK It t« 
a form dstct Intended tor It. 

THB QUBSTtON OF THB OEAR TBKTB. 

Tbe fDduriDce of the fear teeth la alio 
a queilloD to be decided bj use. It hai 
been eald that "the teeth are >o deilgned 
aa la be relatively itronfer than Ihe craoki 
aod under exceulve etrain the cranki will 
break tint:" alio that "the Individual parta 
are atrotiger than the element arr parts of 
the chain." We have eeen cranki 
teited, In regular shop routine, br tam- 
plee taken out ot each email lot, under a 
meaaured load ot 1,000 poundi. and have 
■eon them show their quality bj relumlDK 
to the itralght line when the load w*a re- 
moved. The croii-eectlon of an average 
crank la three to Hve llmei that of a bevel 
or radial tooth. In practice, craoka do 
not breakr; aome other pan, leai itronB. 
break! when ■omethini mult, and lo tbe 
■talement that (be bevel tooth la 



roller geari the latter are ao thick that Do 
doubt ot Iheir alreoKth need be railed. 

The last parasiapb la not to affirm or to 
Imply that the teeth will not prove equal 
to their talk. But luch searing; haa never 
beeo uaed on crclM; the bevel wheel! ot 
the trlcrcle "balanee-se«r" wore larger and 
were not comm'.n enough to eonatltule an 
exception. Spur geari have t>een aticceis- 
tuliy uied tor many yean on the Crrpto 
gear already deicrlbed, but tour plnlooi are 
employed on that Initend ot one, tor the 
expreaa purpoae ot dividing the atraln. So 
It la talr and well to note that when we 
reaort to gearing aa an eacape from the 
chain we are going trom tbe long-tried to 
the untried. 

Here It may be tn point to quote from 
the current advertUement of one ot the 
oldeat cODCerna In the EnglUh trade, tbe 
Centaur Company of Coventry: 

"The ploneera In the cycle trade can af- 
ford to view with equanimity the appear- 
ance ot tbe faddlat who. trom time to time, 
trtei to reauscltate some obsolete and ex- 




DHFVNDER HIDOBT- 



Iban tbe crank which Is to be measured 
against It under load aeemi rather too torc- 
Ible. The comparatively slight tooth must 
bear the aame strain wblch comes on other 
parta and tbe very email though real bit 
ot elaatlelty or "give" which tbe chain 
poEaeiaea, by virtue ot being made up of 
many parts Joined together. Is lacking In 
gears of any kind: tbe atraln on tboae la 
"aolld" and unrelieved. The tact that 
breakage ot a sprocket (unleas by some 
collision or extraordinary tall) Is a mis- 
hap almost unheard of doea not Insure tbe 
gear tooth in tbe least — the two are not the 
aame c«ae. The sprocket tootb la very 
thick In the direction ot the atraln. and 
tbe pull of the chain cornea on not less 
than- Ave teetb at once on the rear aprocket 
and !wlce aa many on tbe front, thus divid- 
ing tbe load; the gear teeth, on the con- 
trary, are thin, and the atraln Is concen- 
trated on not more than two at a time. 
practically upon one. TeC we mull dls- 
tlngulib here the bevel and the apur-gear 
tooth from the peculiar teeth on the pln- 



ploded notion which, In tbe early daya. haa 
already been thoroughly tested and aban- 
doned. The Chalnleaa Safety, with which 
we have beeo threatened during the paat 
two yean. Is an example of thia. Bevel- 
gpara, apur-geara, roller-geara, rod-and- 
platon-geara, Intermediate wheels, and 
every conceivable form ot gearing were 
experimented with by ourselvea and many 
of the older maken In the early 'SO'a, tor 
the purpose of dlipenslng with the chain. 
It. aa a medium tor tranimlttlng power, 
tbey were then found to be Inferior to tbe 
crude and Imperfect chain available at 
that period. It muat be manlteat to every- 
one who la familiar with cycle eonatneUon 
that, with the perfect chain of to-day. the 
comparison muat be allll less favorable to 
the cbalnlesa methoda." 

ThIa Is not quoted aa endoralng It. nor 
do we regard the experl men ling mentioned 
aa conclusive: tbe point lies In the lait 
sentence. For while It Is true that (he cut. 
ting ot bevel or radial geara has been so 
much Improved that the multa at triali 



long ago do not signify (as is frankly ad- repair shop than any other part of the 

mitted by not over- friendly English trad a bicycle. 

Journals in commenting on the Columbia). PAqpis Avn improvbmbnts in 

it is equally true that the chain also is ^^^^ CASBS AND IMPROVBMHNTS IN 

greatly improved. CHAINS. 

English makers think Americans slow 

THE CHAROE6 AGAINST THE CHAIN. and dull in not using a gear case, which Is 

. ^, . . ^ *•..,. 1. * regular part of the cycle with them; but 

In the action for ejectment, which we have ^^e difference in climate accounts for that- 
supposed the chainless to be bringing, the ^ jj^, n^^ ^^^j^ thought needful here. The 
worst counu which can be brought against strongest point for the chainless (those with 
the chain are that it is ••lubricated" w tb ^^^^ g^^r excepted) is the ease and neat- 
grit being left exposed; that it clogs with ^^^^ ^f inclosing its driving parU; yet the 
mud and is a fair-weather device only; ^ase to inclose the chain is coming, and 
that It is very dirty uid troublesome to ^jj^n ^^^ cuain is covered the objections to 
keep clean and that chain and sprockets j^ ^^^^^^ ^oted and admitted are subsUn- 
wear rapidly. All this is thus far quite ^^lly removed. There is little experience 
true, and yet quite answerable. The chain ^f the case here as yet. but we can testify 
very rarely breaks and whenever It does ^^ ^n instance in which the case was taken 
the rea«)n is that it has been so neglected ^^ ^^^ examination, after some months' use. 
that the JoinU could no longer bend. A ^n^ ^j^^ qu ^^j^^ graphite were found appar- 
peat deal is said about "backlash." or the ^^^1 ^s fresh and unimpaired as when ap- 
back-and-forth looseness of moving parts pjied 

between themselves. A little slack is ne- As further defence against the ejectment 
cessary in a chain and if it is excessive action It should be noted that comparatlve- 
that Is by the riders fault, as It Is a mat- jy i^j^j attention has been given to Im- 
ter entirely within his control. If the pavement In sprockeU and chains, but 
rider "Jerks up" the slack of W» chain that now these parts are no longer neglect- 
when passing over the centre that only ^^ j^^ quality, accuracy and finish of 
shows that ae does not pedal property, or chains have been greatly Improved of late 
perhaps that his chain needs a little tight- yg^rs, and this Is especially noticeable on 
enlng. If a chain does break, chain parts ^^^ ^ggg product. New patterns of chain 
are fast becoming sUple goods, procurable j^^e coming Into market, and new shapes of 
anywhere almost as readily as nails; a tern- sprocket tooth as well. These will be con- 
powy repair on the road is not difficult, .jeered later In their place; we can only 
and there are also spare pieces which can ^^y ^^^ ^hat these changes are not mere 
^ ^^^.J^A ▼f^^-Pfcket and applied alterations for "talklng-polnU." but are 
almost without tools. On the other hand, veritable Improvements. Of course, the 
repair on a chainless cannot be made on chainless movement stimulates and requires 
the road, and will In any case be very much ^^^^ improvements, and will be met and 
greater, in cost and trouble, than any which oppoggd by them 
are called for on a chain or a sprocket. *^*^ 

Every mechanic knows that a shaft "out of THE OUTLOOK FOR THE CHiAINLEBS. 

line" cannot operate properly, If at all, on When we come to consider the trade 

any construction, from an ocean liner down outlook for the chainless. and the trade 

to delUate machinery for watchmaking. A outlook as affected by the chainless (for 

chainless bicycle — although this require- these are different things and In some 

ment Is not quite so severe on those with degree opposed to each other) the first 

the roller gear, since that has a semi- point observable is that every maker of 

flexibility— must have Its shaft and gears a chainless. with the exception of the 

laid In exactly right at first, and then they Bayvelgere people, proposes to market 

must stay so. The chain-driver Is the op- chain wheels as formerly; even the power- 

posite In this respect. The frame may be ful concern which has started the chainless 

considerably sprung out of line, and the movement and has carried enthusiastic 

front sprocket may even have quite a twist, praise of Its new product so far as to dls- 

and yet the driving not be noticeably af- praise chain drivers, by natural implication 

fected. The reason Is that the chain. In- and almost by direct statement. Is pre- 

Btead of being rigid and unyielding. Is paring to market the chain wheel just as 

Jointed and can bend, accommodating It- before. Ir Is also a peculiar feature of 

self to any little Irregularity. This is the the situation that only one or two of the 

reason why bicycles have been able to run, other makers who are bringing out the 

even when not In very good condition, all chainless have much to say for It; on the 

these years, while frames have been under- contrary, most of them seem to regard It 

going tests and have been having their as a doubtful experiment, and two have 

weak places strengthened. It Is said that openly pronounced against it. one of them 

"the weak part of a cbaln-and-sprocket hi- announcing that "notwithstanding these 

cycle Is the chain," and that the chain is stubborn facts, however, we have decided 

"the one serious source of danger that to meet the demand on the part of some 

every bicycler realizes." Tet it is the last riders for chainless bicycles, although we 

thing about which the average rider do not recommend them." 

troubles himself, either to be anxious for The first price announced. $125. seemed 

or to take care of. and dealers and repair- to be prohibitory of any large sale for 

men will almost unanimously testify that the chainless in 1898 as against the chain 

the chain and the sprockets have figured drivers at current market values. But the 

less frequently and less importantly in th» later announcement of models at $100, at 

86 



$75, and eyen at |$0, puts a different face 
upon that, and the chainless will make its 
way as it can, in the market, and will 
find its place according to ita comparative 
merits or demerits. 

EFFECT OF THE CHAINLE>SS UPON THE 
CYCLE TRADE. 

The probable effect of the newcomer upon 
the trade in general is a puzzzling factor in 
the outlook. "The chainless is an inspira- 
tion; it is a piece of folly; it will induce 
people to buy ; it will hold people back from 
buying; it is and has been a trade disturb- 
er; it is Just the tonic the trade needs"— 
one can take his choice of these opinions, 
for it is a matter of the point of view. 
Perhaps the real truth and the best course, 
as usual, lie somewhere between the ex- 
tremes. This seems the more likely to be 
so, bcause the bicycle has been suffering 
from extremes in the form of a large over- 
dose of "boom;" it might be more 
euphemistically put by saying that the in- 
dustry has been fostered and stimulated 
too fast. The "pace" of competition has 
been too hot. and the result is a part of 
the evolution through which this mar- 
vellous product of skill must pass. 

EVOLUTION IN THE TRADE. 

Evolution works not only in the cycle 
itself, but in the methods of production and 
sale, in the ranks of the producers them- 
selves, and in all included in the term "the 
trade." The swift rise of the bicycle as an 
article of merchandising importance, to- 
gether with sensational attempts by unin- 
formed press writers to expose the alleged 
exorbitant profits, has produced a natural 



effect within the last three years. To make 
a bicycle for $20 and sell it for $100 was 
so sure and easy a method of amassing a 
fortune within, say, five years' time, that 
the imagination of our ever- quick Am- 
ericans was fired. 

It is not necessary Just now to point out 
the defects of this picture, sketched and 
held up; the most serious defect was that 
it was untrue to fact. There was, how- 
ever, a rush to get into "the swim" while 
there was time. People without capital, 
without experience, without mechanical 
training, without even any knowledge of 
the materials of which bicycles are con- 
structed, hastened to advertise themselves 
as bicycle makers, and for a full year the 
news columns went on announcing the 
building of new factories. Thus the bar- 
gain counter got its supplies, and the 
natural reaction followed, the news col- 
umns soon having items of quite another 
character. 

It must not be supposed, however, that 
recent reductions in price mean simply 
relinquishment of former profit margins, 
whether those were large or small; some of 
the decline in price does mean a lower 
rate of profit, partly atoned for by larger 
sales, but a great deal is covered by econ- 
omies in handling and marketing, and not- 
ably by reduced costs of production, which 
are made possible by various means as 
above suggested, one of the chief of these 
being automatic machinery. The disturbed 
condition of the bicycle market has been 
adjusting itself and will continue to do so— 
all the sooner and better for all concerned 
if volunteer assistants will remember that 
"it is better not to know so much than to 
know so much that Isn't so." 




36 




CHAPTER IV. 



FRAME AND FORK CONSTRUCTION. 



It 1b a trite but true remark that the 
modem bicycle la a marvel of mechanical 
conatructlon* and certainly no part of it 
haa received more attention during the paat 
decade than the frame. The frame, with 
its braces, rods, diagonal struts, chords and 
ties, is really a bridge on wheels built to 
carry man over the ground. The frame 
OBually consists of eight pieces of tubing, 




THE KE>ATING. 

brazed to either drop-forged or sheet steel 
connections; but the latest fads of up-to- 
date construction vary even this rule by 
making the rear forks and also the back 
stays of a continuous one-piece construc- 
tion, these, however, being connected to the 
frame by short lugs projecting from the 
crank- hanger bracket and seat-pillar 
bracket. This style, here illustrated, is 
used by the makers of the Manson. Iroquois, 
Hudson. Globe, Colton. and is known as the 
three-crown construction. This style of 
frame has become very popular. 

There are no striking novelties in frame 
construction for '98, the few changes made 
being in the line of refinement rather than 
of newness. High frames are altogether 
out of style, low frames being the proper 
thing, cyclists evidently preferring to ride 
a low frame with a short head and dropped 
crank hanger and getting the necessary 
reach by raising the seat-post. 

Originally all bicycles were built with 
drop-forged connections, or connections 
made from steel stampings. During the 
last three years sheet steel stampings have 
been very largely used, but after the frame 
is enamelled it is impossible to say what 
these connections are. On the old "Ordi- 
nary" construction the use of large tubing 
for the backbone necessitated the inser- 
tion of the forgings into the back-bone, 
thus producing flush Joints. When the lowly 
Safety came in. with Its tubing of small 
diameter and thick gauge, external con- 
nections were used altogether, and the 
tubing was inserted into the connections; 

87 



but with the growing use of large tubing, 
flush Joinis came into vogue again, and 
they are undoubtedly the most popular 
to-day. 

The joints used in bicycle frame con- 
struction are of three kinds, the most popu- 
lar at present being the flush or butted 
Joint, outside Joints and lapped Joints. The 
flush Joint, as its name indicates, is one 
showing no connection on the outside, be- 
ing perfectly smooth and apparently Joint- 
less, and is made by brazing the tube over 
the connections, which are made of forg- 
ings or stampings. The outside Joint is 
produced by inserting the tube inside of 
the connecting lugs or brackets, which are 
therefore necessarily larger in diameter 
than the tubing. When large tubing is 
used it does not make as neat a Joint as 
when tubing of smaller diameter Is used, 
hence the outside Joint, although a good one, 
has fallen into disfavor since the advent of 
large tubing The lapped Joint is made by 
splitting the tube and cutting away the 
centre portion of the tube where split and 
cutting and brazing it to and around the 
other tubes of the frame. All three of the 
styles of Joints described are pinned or 
riveted before brazing to hold them in 
place while being brazed, and they all are 
usually reinforced internally, especially the 
flush and lapped Joints. 

As noted in the previous article on 
"Tendencies for '98," the use of the dropped 
crank-hanger bracket is universal. It might 
be said, in addition, that if this crank- 




THE UNION. 

hanger drop is carried to a much greater 
extreme, it will necessitate reversion 
to the old type — that Is, not having the 
upper tube horizontal or parallel with the 
ground. In fact, there are some signs of 
that reversion in both directions now, two 
or three of the makers not making the 
upper tube entirely horizontal, slanting 



It from the head to the Mat-plllu- bracket. 
One or two of the mahert bave ukea a 
backward atep and slant the upper tube 
from the leat-plllar bracket to the head, 
which has the etCect of throwing the weight 
of the rider where It doei not belong. 
With the drop of the crank-hanger hat 
come, however, a ihortenlng of the head. 




crlcao blcfcle conitructlon. a (ew of the 
makera are carrying thli ahortenlng of the 
head to an extreme point. The uie of Duih 
Jolnta hai brought about a refinement, lo to 
■peak, In the method of Joining the cluiter 
of lubes at the eeal pillar bracket, the rear 
atari belDg ottret and cranked, or tapered 
In many lOBtancea. at this point, which 
producea a verj neat cluater or group. 

Frame conatructlon ha> paiied through 
inanr eras of faddlam. We have had the 
heavr-welght fad, the narrow tread 
fad, and the Ucht- weight Fad, which 
might strictly be called a craie. The 
frame, however, baa lurvlved all theae, and 
■9S framea are to be commended for their 
medium weight and medium tread, the 
only pTomlnent fad on them being a drop- 
ped crank-hanger and abort head. Vot a 
long while a great deal of dlacuaalon went 



one of the moat popular of the atralght 
line variety being that known aa the T- 
ahape: a alngle bar or atem ran from the 
head (which waa usually an open one) and 
was connected to another bar which crossed 
It at right angles In front of the rear 
wheel, the upper part of tills last-named bar 
or diagonal being used tor the aeat-plllar 
bracket, and the lower part carrying the 
crank-banger bracket, the main tube con- 
tinuing but divided to form the reur forks. 
Neceaaarlly there were no back staya or 
braces connecting the aeat-plllar with the 

But all the various forma and shapes 
were auperaeded when, tn ISSl, Tbomaa 
Huniber brought out the type wblch haa 
since then been known aa tbe H umber 
diamond frame. This type of frame waa 
flnt ahown at tbe cycle ahow In 18SZ by 
the makers of the Liberty, and It attracted 
an enonnaua amount of attention. At that 
time tbe frame was, of course, much 
heavier than It Is now. Round tubes were 
solely used; the rear forks were not oSaet 
or cranked; and the upper or main tube did 
not run horlsontal or parallel with the 
ground. In ISSS and 18M the civnk-haDger 
bracket waa slightly ralaed, the original 
Humber frame bavins > dropped cranh- 




THE LIBERTY. 



„a both In this country and Id England 
to tbe merits and demerits of a long wheel 
base. Wheel bases In 189S have aetOed 
down lo from 42M to 4GH Inches, a fair 
average being abuot UK Inches. 
The first rear driving ssfety bicycle con- 




THE CTONBT. 



Biructed, the Rover, waa bulli out of 
parte such as were used In constracUnir 
the 'Ordinary." as will be noted by refer- 
ring to the llluatralloB of the Rover used 
in • previous article. For three or four 
ye*" after that the cycle makers of Eng- 
land and America used the moat fantastic 
shapes and curves In frame construction. 



hanger bracket, such as Is now ao popular. 
With the raising of the crank-banger 
bracket at that time came tbe making of 
the upper part of tbe frame horisontal. 
That Biyle haa prevailed ever since. 

Tbe makers of the Cleveland Introduced 
the uae of large tubing In 1S95. and In ISM 
at the New York Cycle Show the makers of 
the Singer, tbe only English bicycle rep- 
resented at that show, exhibited a bicycle 
having D-ahaped rear forks and back stays. 
and It waa predicted at tbat time by the 
experts of the trade that In 1897 this D- 
shaped tubing for use in the back part of 
the frame would be the coming thing. This 
prediction, however, was not as fully re- 
alised aa anticipated, but In 'US the pre- 
Hctlon has come to a full ,«Blliatlon. a 
careful census of tbe makers sbawing that 
more than M per cent, of them uae D- 
shaped tubing for either rear forks or back 
ataya, and aome of tbem uae It wholly In 
the rear part of the frame. Among the 
variations In frame construction might be 
mentioned tbe aluminum frame, which Is 
cast In one piece from an aluminum alloy. 
Nothing, bowever, baa been gained by this 
construction excepting peculiarity, aa the 
frame la no lighter and la no atronger {If 
11 la as strong) than the regular frame 



The ChllloD truae la of wood, with Iteel 
connecilana, aad built of lolld rculi of hk- 
■ODSd teeand growth hlckoir, oak. aab 
maple, mud the conaocUoiu — — '- 




■lumlDuni'bronse of > ipeclal compmlttOD. 
which the msken thlDk U « iDet^ llEhter 
aad tougher than iteel. The wooden rods 
•re rlretted to the connectlou with phos- 
phor broDM rlTeli. The principle al the 
joint 1> aimilar to ■ ahoTel handle, and It 
ii here to be noted tbat do one ever ret 
>aw a ihovel handle work looae. The mak. 
era claim that no ahocka or vibration will 
aSect tbe frame, because the wood fibre 
absorbs the TlbrsUon, and tbat the frame 
win stand up under treatment wlilch would 
niin a itevl frame. It being Impossible to 
bend, crush or buckle the wooden rods, 
and that should the frame be broken re- 
pairs csn be made at a fraction of the ex- 
pense necessitated bj tbe steel frame. 

While all this maj be true, somehow or 
another the wood frame has not caught on, 
and we are itlll In the "steel sge" of cycle 
construction. The coming of the gear case 
has STldentl]' caused the makers of the 
Rarcrcle to adapt their frame to It. Ther 
trnve, therefore, produced a frame In which 
the gear case ia an Integral part of the 
frame, since the frame of the gear case 
consists of a loop of D-ahape tublog braied 
on and made part of tbe frame In place of 



laches, then tapered to tt-gauge through 
tbe Intermediate portion, while tbe ex- 
terior surf see Is uniform in diameter. 
Ther make the (ollowInK claims (or this: 

"At the very Inception of crcle construc- 
tion, cycle engineers were aware that a 
straight tube of uolform thickness was not 
right when made up Into a crcle frame, as 
such B tube Is apt to be thin at tbe cod- 
nectlaoa because of tbe operations of flUng 
a braied ]olnt and cleaning It by the ua« 
of a sand blast before going to the flier. 
The consequence la that a tblu lube, when 
braaed and cleaned up at the Joints, mar 
be cut awar to a mere film at same portions 
□f Ita circumference, and so made liable lo 
break under a very light portion of the load 
which the tube at Its original thickness 
could safelr sustain. Until tbe Idea of 
tapered-gauge tubing was concelred, me- 
chanics were forced to use tbe ordlnair 
tubes and had no means of reducing tbe 
total weight of the frame without at the 
aame time reducing Ita ''rengtb, because 




CHILION WOOD FIIAUE. 



A? 

THREE CROWN F'RAHX. 



sldered safe to make a brase on tubing 

much leas than IB-gauge lo thickness. The 

tapered tube avolda all (hli and gives a 

of metal pertectiT adapted lo 

Bclure of blcTcle frames, aa all 

designed to bear the maximum 

of a load with (he minimum of weight 

muBt have their long members of varying 

thicknesses of metsl." 

The makers of the Eagle still conllnue to 
use what they call tbelr cold-awaged pror- 
CBB In all the Joints of the tubing they 
use. The process consists of placing a tube 
Inside of a tube, and then cold swaging the 
double lube lo the required tblckneaa and 
length. The Sagle people aay that through 
this method they know exactly how thick 
their tube la at every point, and which the 
which Is makers of tubing as ordinarily swaged da 



the rear fork on tbe chain aide, 
thus dispensed with. They clslm 
(ear case also adda greatly to the etrenglh The Lutby frame Is made with outside 
C( the entire frame. Up-Jolnt. taper-tongued reinforce men I a. 
The makers of the Andrse make their which extend slang the sides of Ihe up- 
entire frame out tf tapered gauge tubing, rights and reirhea and brace the frame 
which la 18 -gauge at each end for two against both perpendicular and colliding 



■train and prevent granulallon at the cor- a tread leu than i% Inchei tbe rear torki 
neri by traDamlltlng tbe vibration to the muit be bent, which prevented properly re- 
centrei ol tbe reachea, wbere the vlbrationa iatorclng a vital point and coDiequentlr 
arc thrown otf. weakened the frame. They alao claim that 

The Iroquoli Iramt la fltted with three- 
Inch eccentric chain adjuiter at the craolE- 
hanger Kroup. The rear wheel li alwaya 
centred and provided with two aprockets 
to allow a change ot gear. A peculiar fea- 
ture of thli rrame la that while U U oC tbe 
three -crown com true tl on, with forged 
arched crowna front and rear, and D ahape 
tubing In the baclulars and rear torka. 
tbe jDlDta are not fluah but outalde IoIdU 
and nickel-plated. 

A few makera are atlU making cuablon 
traniea, which were largely ahowD by a 
□umber of maken at tbe cycle ahowa ot 
1897. Before the advent of the pneumatic 
tira there waa acme reaion for tbe uie ot 
cuablon and aprlng framea, but certainly 
with tbe comtoruble leau now made and 
tbe oneumatlc tire In addition, cuahlon 
frames of any aort are uncalled for. 

The Carllite Uanufacturing Company, In 

0RB9CBNT 

UDder the old method tbe crank bracket 
would have to be extended, a proceaa which 
la undealrable becauae mare length muat 
be added to tbe chain, and the wheel baie 
muat alao be lengthened, thua adding 
weight without strength; alao that there 
waa a coming demand tor larger tlraa Find 
aprocketa, neither of which could clear the 
forka of a wheel with forty- four-Inch wheel 
base and straight forks, both of these laat 
being, for good reasons, mechanical fea- 
tures ot DO little value. 

The Keating frame curves the diagonal 
■lay Juat before It reachea the crank hangar 
and the Bacycle also show one model of 
this style. 

In the Luthy frame the diagonal stay lo- 
atead of being braied to the crank-banger 
bracket la braied forward of It, on the 
lower main tube. 

Tbe makera of the Wot ft -American and 





WOLPF- AMERICAN FLUSH JOIMT. 

order to give locreaaed drop to tbe hanger, 
are producing a cycle having a tblrty-lnch 
rear wheel. The makera ot tbe Rambler 
are making a iraD'a heavy-weight roadster 
having thirty-Inch wheela both front and 

The makera of tbe Clipper show a varia- 
tion of the three-crowD construction, inaa- 
much aa they do not use tbe contlnuoua 
one-piece rear fork construction, and use 
what they call a Made reinforcement 
itTBlgbt tapered rear Cork, the rear torka 
being braied to a lug which forms part ot 
their patent elliptical truia crank hanger, 
and they claim that through thla construc- 
tion they have sufOclent clearance for a 
tire aa large aa 1% Inch, that a frant 
sprocket as large as Iweolydve tooth can 
be used, acted to a 4H-crank axle, wllb ball 
races three Inches apart, and with tread 
«K Inches over all. They claim that this 
method of construction Is ao Improvement 
over the old method, where in order to get 



• 



COLUMBIA FORK CROWN. 

the Howard do not believe In raking the 
diagonal slay ai much as some others do. 
Both of these maken make the head of tbe 
frame at an angle of twenty degrees from 
the perpendicular In order to produce eaay 



«t«eriDK quKlltiM, and they brlOK the uigle lature modeli of their rerjlar product tor 
o( the dlaiDDBl Iter onlr slxteeo degrees Juvenile use. Oolr ooe coDcero {the mek- 
trom the perpendicular, thua brlnglnt the en of the "Blfln") cODflne Uleinaelve* 
rtder more directly over the pedala, which alrlctly to uaklnit Juvenile blcyclea. They 
li the popular poaltioa at preieat. build a cute Utile diamond trame for boya 

The truBB frame, aa used on the Fowler 
and America, la produced by dlTlding 
the diagonal itay midway between the aeat- 
pllUr bracket and crank-hanger bracket 
Into two parta, theae two parta running 
down to the crank-hanger bracket. 

The Cygnet la another peculiar Irame. 
and la beet described by the lUuatratlon, 
but la Interesting mainly aa a novelty. It 
makes a very taking and graceful looking 
ladles' wheel, the entire frame having two 
tubular eonnoetlons, u Bgalnst twelve In 
the old diamond frame. The rear portion 
of the frame Ii constructed of two aectlona 
of tubing only. No wood or metal chain or 
wheel guards are necessary on It, the rear 
wheel and all the driving mechanism being 
within two sections of frame, ao that the 
aklrts of the rider are fully protected. 

The makers of the Wolff-American still 
continue to use their proceaa of aprlng tem- 



LTNDHURfiT FORK CROWN. 




lo tour sises ot Iramas and wheels, and ■ 
double-loop drop frame tor glrla' use In the 
same number ot alaea; they alao build a 
diamond tandsm and a combination tan- 
dem. Their product Is distinctively Juve- 
nile In every particular, even to the cork 
grlpa at the enda of the little handle-bars. 
They use a reversible crank bracket and 
chain adjuster, by means ot which an ad- 
Jualment ot 2 iDchea In the dlatance be- 
tween seatpoat and pedals Is effected, ao 



CRB3CENT FORK CROWN. 

pering to which every frame la subjected. 
The process has not been publicly revealed, 
but they state that the Bnlah and temper 
are the same as they put upon tbe Dneat 
clock and watch aiirlnga; that their tramea 
are treated with the same care and delicacy 
aa those springs are, snd that repeated 
teats have proved tbe Increased strength 
resulting from this process of spring tem- 
pering, which also renders every tube In 
the frame (their tempers always varying 
originally) of an equal temper and glvea 
life to the frame and at the same time pre- 
aerves Its rigidity. 

The makers ol the Northampton clslm to 
drop the top tube one Inch from seatpost 
to head, their only claim tor this being that 
It enables the rider to use s high frame It 
desired, and gives a very graceful appear- 
ance to (he wheel. 

JTJVEXILB BICYCLES. 




ARCH FORK CROWN. 

that ao "ElHn" may be made to last « 
growing child tor several seasons. This li 
a decided advantage In this type of coU' 
structlon. because in a year or two the 



youDgftera outgrow the regular type of 
child's cycle. 

LrADIBS BICTCLB FRAiMESS. 

There are no novelties in frame con- 
struction of bicycles for ladies' use. The 
double-loop frame, like the arched crown, 
seems to be the most popular one with all 
the makers, both Bast and West, only one 
other pattern being largely used, and that 



r^^P[ 




CRAWFORD FORK CROWN, 
having a straight lower main tube and a 
curved upper tube, 9m used by the makers 
of the Humber, Steams and others. The 
makers of the Columbia, Liberty, Wolff- 
American, KeatiDg, Crescent, Crawford, 
Eagle and many others use the double-loop 
style altogether. The Victoria seems to be 
the only single-loop frame in the market, 
but even the makers of the Victoria make a 
double-loop frame this year. Many reasons 
have been advanced why bicycling is so 
popular, but certainly nothing added so 
much to its popularity as the invention of 
the drop-frame safety for ladies' use by 
Owen of Washington In 1888. 

The old "Ordinary," of course could be 
ridden by men only, and therefore cycling 
was always regarded by the feminine por- 
tion of the ccHnmunity as a selfish sport, 
but with the invention of the ladies' bi- 
cycle this objection was removed, and the 
sport became one for all people. In former 
years makers made about 10 per cent, of 
their product for ladies' use. It is safe to 
say now that 40 per cent of the product is 
now made for ladies' use, an4 a great deal 
of attention has been paid to constructing 
a bicycle, particularly among the Eastern 
makers, that a lady could mount and dis- 
mount from readily. The majority of the 
Western makers have for some years past 
failed to note these tendencies, and con- 
tinued building all sorts of straight-frame 
cyclfs for ladies' use with a very high 
crank-hanger; these could not b« marketed 
readily in the East, but for the coming sea- 
son all the makers have ^een the handwrit- 
ing on the wall and they are all building 
with low -dropped crank-hangers in both 
styles of frames. 

FRONT FORKS. 

Front-fbrk construction in 1898 shows a 
decided reversion to the old type used on 



the "Ordinary," where all the front forks 
were of the arched crown construction. 
The makers of the Rambler, who also built 
an "Ordinary," have persistently and con- 
sistently used this arched fork construction, 
and to them must be given the credit for 
its reintroduction. It has not only taken 
the Western makers by storm, but it haa 
captured the fancy of very nearly all the 
Eastern makers. A careful census of over 
one hundred makers shows that fully 75 
per cent, of them are using some form of 
arched crown construction, but even in this 
arched-fork construction there are a few 
variations. The Rambler, the originators 
of it, use It with outside spearhead rein- 
forcements. A notable departure in this 
form of construction is shown by the illus- 
tration as one patented by Fauber, who is 
also the inventor of the one-piece crank 
axle. He makes the front fork, crown cuid 
stem of two pieces of D-shape tubing, bent 
to shape, and brazed together the full 
length of the stem, one of the most taking 
and strongest forms of stem connections 
known. Some of the makers use a drop- 
forged arched crown, to which the stem 
and fork sides are brazed. The Western 
Wheel Works, the makers of the Crescent, 
who first introduced sheet steel stampings 
in bicycle construction, and still continue 
to use them, make their fork crown of three 
pieces drawn and stamped together. A 
few of the makers still continue to use the 
good old-fashioned two-piece flat plate 
crown, which was invented by Thomas 
Humber a quarter of a century ago; and 
among the distinctive fork crowns to be 
noted are the "Columbia." "Liberty," 
"Orient," "Union." "Victor" and "Lynd- 
hurst." The World and Adlake use three- 




42 



HUMBER FORK CROWN. 

piece flat crowns. The Victor fork sides 
are remarkable, because for many years 
past all the great makers have invariably 
advertised their fork sides as being made 
of cold-drawn tubing, flattened to an oval 
shape. The Victor people claim, however, 
that for years past they have made their 



fork aides of crucible sheet steel, which Are ioned single piece straight fork crown, the 
braced together and reinforced by a steel corners of which, however, are rounded 
wire running the entire length of the rear ao that they more closely resemble the 
end, and are brazed to a solid forged steel popular arched crown. The arched crown 
crown. But this is the first season they has a great deal to commend it to popu- 
have announced in their catalogues that lar favor, following as it does the shape 
they use it. of the lines of the tire and rim, and it 

Another popular method is to make front is now made broader and more propor- 
tionate to the size of the tubing used in 
the frame. The arched crown has always 
been very popular not only in the bicycle, 
but in other mechanical and architectural 
constructions, the Etruscans having early 
introduced the use of the cu-ch. 

The Sterling Company have always used 
the arched crown and have done much to 
popularize it. Indeed, It would not be too 
much to say that the Sterling people are 
entitled to whatever credit Is due the pop- 
ularity of this idea In fork crowns. It 
has been used In Sterling wheels contin- 
uously for several years past, and will un- 
questionably be adopted by many leading 




MONARCH FORK CROWN. 



forks of continuous Upered one-piece «^*>^ers during the present season. When 

tubing, which is brazed to the fork crown. Propwly made, the arch fork crown has 

The majority of forks of this shape, how- everything to commend it—etrength style, 

ever, are of D-shape section on the inside f°<* P*f « *°d beauty of line. That its 

and flat on the ouUide. The most proml- iargely increased use this year la due to 

nent people using this method of construe- * ^^rect demand upon the part of riders is 

tlon are the makers of the "Union." used undoubtedly tnie. 

by Jlmmle Michael in all his rides, an Ulus- Tubing of IS-gauge is used to make a 



tration of which Is given herewith. 

Ome-piece forks are tapered €lb foUowa: 
Sixteen-gauge at the top where the crown 
aeta, 20-gauge in the middle of the fork aide 
and 18-gauge at the fork or axle enda. 

In the earlier forma of fork construction 
some peculiarities were noted; the War- 
wick Company, for instance, made front 
forks that were perfectly vertical. Now 
all forks are built with considerable rake 
to them. On some of the ordinaries forks 
were built known as the "double hollow" 
fork, being fluted. Variations in this con. 
sisted of two small tubes brazed together. 
The rear forks of some of the ordinaries 
flrst built were known as semi-hollow, be- 
ing really nothing but a piece of sheet 
steel having flanged edges, and on some 



r-\ 




UNION FORK CROWN. 



of the early types of old velocipedes built fork stem, and some of the makers, for 
the fork was only on one side of the wheel safety, are using as thick a gauge as 13 

this year. 

The makers of the Lyndhurst show what 
they call a "Triple Front Fork." for which 
they make the following claims: 

"By pressing with your foot on the pedal 
of a wheel made with a single front fork 
you will be surprised to see how much 
sway or side strain there is; this is because 
the power is not applied on a direct line, 
but at right angles; this side strain does 
not stay there, but travels through the 
tube up to the front fork, which, having 
only a single stem, rocks and has side 
play. With the square truss in the triple 
front fork we claim to stiffen the neck and 
fork sides so that a great deal of the side 
play is overcome. 
"In a single front fork the handlebar is 




ORIENT FORK CROWN. 



and the elevating influence of the stage clamped to the fork-stem, which goes 
was felt at that early period of its his- through the neck of the frame, and as you 
tory, because Hanlon. the actor, in 1868 pull and haul in climbing or against a 
took out a patent for a bifurcated fork. head wind, the power applied is not felt 
A tew makers still use the old-fash- until the twisting strain is taken up inside 

43 



of the Deck and locallzea at top of fork the cor« li practically etther pushed out or 
crowD. Br uiIds tbe trun crowD In the drilled out to produce a rough tube. Thli 
triple front fork tt enablei ui to lock the la done while hot, and the hot preuure ta 
ttein of the fork crown, and the itralo continued until the tube Is about tour or 
localizes at the top of the triple fork. In- flve feet long; the diameter theu la about 
atead ot at the lower end. Insuring greater S^ii iDcbea. with proportloDKle thickneaa of 
rigidity and power. walls. 

"Sit down vtoleatlr on the aaddle and a The tube la then taken to the cold draw 
' ^ncbea. Draw bencbea. ao called, are of 
— two klnda, either operated by hydraulic or 

C ^ chain power. Id the case ot tbe hydraulic 

I S beDch. an Immenie plant la required to 

31 produce the enormoua preiaure required, 

approximated at about 2,500 pounds to the 
square Inch. This power la applied through 
a cylinder three or four Inches In dia- 
meter and about eighteen feet long, operat- 
ing ■ piston. The power la ao arranged 
that the pUton can be made to either go 
forward or backward. The operator cruahes 
down one end of tbe tube to be drawn, to 
make It small enough to paaa through a die, 
and the tube Is tben grasped In a grip held 
by the piston. As the bench movea the 
tube paaaea through the die and becomea 
smaller. Inside of the tube and fiush up 
against the die Is kept a mandrel, over 
which the shell o( the tube paaaea Id going 
through the die. This mandrel Is placed 
In the tube to keep the shell or gauge from 
thickening up, and also to produce a thin- 
ner gauge when required. Bach operation 
reduces the diameter about an eighth ot an 
Inch. It la not possible to reduce the gauge 
at the most more than 5-1000 ot an Inch 
t^OWN. at a time, and thia Is very aevere treat- 

ard fully half an '"•'"- Between each drawing In the cold 
.. ..... oarrlea the atr«ln I"^*«" ""e tubes are annealed, the operas 

to the top of tbe crown "*"" "' 3r»wlng hardeolng them. After 




single fork apringa 
Inch; the tripli ' 
Id a direct lin 



aaaeallug tbey are pickled In a solution 



entire fork and frame. 

"In turning corners or upon a lumpy 
road, a atllf front fork has a decided adran- 
tage, but we claim It la good on aaphalt. 
becauae of the decrease In twiatlng atraln, 
enabling the wheels to track and not away 
out ot alignment. 

"The above claim a are for Increaae ot 
power, but the atrength of the triple fork la 
three timea that ot the alngle fork, which 
la a source of satlsfacllon In coasting a 
ateep hill." 





TUBE MAKING. 




The air 


la ailed with 


the V 


cahulary of 


the blpycl 


makers am 


their 




salesmen. 




them 


alks of cold 




Ing, d 


-op torglngs. 






The; 




and their 


advertlsemen 


U lee 






and read these terms oecesaartly feel a as 

It he would like to know what they all 

mean. Tube In Its original shape conalsta 

Df a aolld billet of Swedlah steel, this ' 

Ing the only quality that can be ui 

When the tube Is made from a aolld. 

billet Is about tour Inches I „ , 

and alx Inches In length. When It la made such time as the tuba reach** tha dMirad 

from a hallow Ingot, a piece about three gauge and outside diameter, ne tnbea 

feet long and about tour Inchea In diameter, are then straightened and the asda out 

with about halt-Inch walls. Is used, liieae oR, and they are ready tor dalirtsr. 



AND ADLAKS PORK CROWN. 



of acid and water. The tntwa are Uwn 
raahed In clear water; then tbey are Im- 
neraed In oil, and are ready to be dl^wn 
again. This proceas Is repeated until 



a oaed. 



Tha Pope Tube Oampany tnld A* «c. 



clualve llcenae In the United States, how- consisting In drawing the tube to the proper 
ever, for a process of annealing steel tubes tapered design. It Is then, by a series 
in iron cylinders about a foot In diameter of operations, brought to the flattened or 
and 12 feet in length. These retorts hold oval shape. Other operations are also nee- 
about 100 to 160 tubes, and being charged essary to produce the required cunre in 
with these are sealed up at the end and the fork. The smaller end which receives 
placed in a furnace. The advantage of this the axle of the wheel is flattened together 
method consists in that the tubes being by another operation. The making of a 
placed in the retort do not come in direct weldless steel fork side usually takes from 
contact with the flames, which form a scale flve to seven operations, according to the 
upon the surfaces and require the subse- shape desired. 

quent operation of pickling the tubes In The Mannesman tubing, which is made 
large vats of acid In order to remove the in Germany and was the first kind known 
scale. This process of annealing in the to be used for bicycles In this country, 
retorts usually takes about forty minutes, is made by an entirely different method 
and necessarily in the process of drawing a from any other. Until recently the making 
tube before it reaches the proper size it of tubing was so restricted that those own. 
must go through the process of annealing ing tubing mills were very secretive about 
from flve to eight, or even ten, times before their processes, and not one cycle rider 

or manufacturer out of a hundred has ever 
seen the material made out of which the 
frame of his machine is constructed. They 
begin with the billet of steel like the Bng. 
llsh- American makers, but it is not ex- 
actly the same material. They do not use 
the Swedish steel, but a metal turned out 
by themselves. It is, however, a soft 
form of steel, like the Swedish or Norway 
article. The billets are made up in lengths 
of three feet and are about two In^es 
in diameter. First the metal is heated 
and then put into a rolling machine. This 
is a special device used only in their 
plant under patents. It consists not only 
of the ordinary roller but of two conical 
rolls, and they are set together on axles, 
which Instead of being parallel are oblique. 
The points of these conical rollers are in 
opposite directions, of course, and by the 
peculiar action thus obtained the outside 
skin rt the heated metal is peeled and 
spun over the inside in a spiral fashion, 
much AS a rope is twisted. It is practi- 
cally a huge spinning with hot metal. 
After this single rolling process, the new 
formed tube is subjected to two drawings 
in a mandrel, in practically the same fash- 
ion that American tubing is treated, until 
being flnished. The only difference be- It is reduced to the required diameter and 
twen teh operation of a hydraulic draw gtuge. 

bench and of a chain bench is that in the A billet of the size described makes a 
chain bench there is a continuous chain, piece of tubing an inch and a quarter in 
operated by steam power, and the grip is diameter, of gauge fourteen, or about one- 
so arranged that it will catch in any link twelfth of an inch thick. An essential dif- 
desired. Seamless tubes are made from ference between this process and the one 
1-32 to 10 Inches in diameter. Gauge, or used in this country is that here there are 
thickness of shell, is measured according only two drawings and no annealing, where 
to the sUndard Brttlsh wire gauge. Blcy- other processes necesslUte a dosen and 
cle tubes run from 26 to 10 gauge. The sometimes a score of solid drawings. It 
standard gauges used In bicycle construe- ie claimed that with only two drawings 
tion for 1898 run from about 16 to 22. the flbre of the steel is better preserved. 

It Ukes flfty thicknesses of 22-gauge The flbres are not shortened or made brlt- 
tubing to make an inch. Experts In the tie. as they are by repeated drawings, 
trade say that Upered gauge tubing is the Very litUe tubing Is now imported to this 
coming thing in bicycle construction. By country, our American makers now being 
this term is meant that style of tubing able to supply all the demand, and of the 
which is heavy where strain is greatest highest quality. With the improved meth- 
and light In weight where there is not so ods of manufacture has come an improve- 
much strain. The outside diameter of the ment in the quality of the steel for making 
tubing, however, remains the same all the tubing. It was formerly necessary to use a 
way through. This is opposed to the or- very soft steel in making tubing, but the 
dlnary even-gauge tubing or tubing of uni- American makers are now able to turn out 
form thickness of shell. Weldless steel tubing from fifteen to flfty point carbon, 
fork sidea are made out of the straight tub. Right here, however, should be explained 
ing already described, the first operation the meaning of this trade phraseology. For 




CLBVELAND FORK CROWN. 




iDBUDce. thp term "flfteeD point" carbon li 
applied lo steel whlcb conlalni carbon to 
the extent of IB-lOO ol 1 per cent., and otber 
numberi are uaed In the same way. Un- 
questionably :be blgb grade carbon lubea 
poBseM a great auperlorlty over the lower 
carboD grades because they pouesi a maxi- 
mum or endurance under slbratorj strain, 
and still are soft enough to resist the shat- 
tering effects ot a heavy blaw. Popular In- 
terest In tubing now centres very largely In 
the tubing known aa the 5 per cent, nickel 
tubing, and its method of manufacture la 
described In UcClure-i iHtiia:ine by Mr. 
1 HolTelt. Id ■ vlalt to the Pope 




VICTOR RACQUET FRAME— ISM. 

Tube Company's works at Hartford. Conn. 
He says: "The company has recently con- 
cluded, alter exhaustive experiments In ibe 
testing department, that It Is possible lo 
obtain the very best resulta trom the use 
of tubing drawn from steel containing li 
per cent, nickel, an alloy of the same 
claai as the famous nickel-steel used In 
Iructlons for tbe Oovern- 



makei It an elongated cup: the next makes 
It atlll longe-, aid so on, until finally it ts 
reduced Co the form of a tube, two tee' 
or tnore In leiiKtb. Then tbe rounded end 
of the lube Is sliced atr, and the nickel- 
steel Is In the form ot a billet ready for 
the draw benches. 

"Simple enough these processes seem 
when one seea (hem Koing smoothly; but it 
took months of patient toll, with many mis- 
takes and dlsappolntmenlB. before the com- 
pany learned the right way ot 'cupping' 
these disks Into billets. And to-day tbe 
museum of the tube department bears rec- 
ord ot the many failures In cup* crushed 
Into tantaatlc ahapea, some with ragged 
Bidea, and In tubea of nickel-steel deformed 
In many ways and torn ap«rt In drawing." 
MAKIN'G DROP PORQINGS. 

A drop-torglng differs From a band-made 
torglng because II Is made from a bar of 
steel sultahle tor the purpose required and 
formed In dies placed In drop hammers. 
this bar ot steel having been previously 
heated to the proper degree In a furnace 
adjacent lo the drop hammer which Is used. 
A drop hammer may be deaeni)ed as fol- 
lows: The main part of tbe machine con- 
t beovy anvil, or base, weighing 
from 7.000 lo 30,000 pounds, depending on 
the site of tbe hammer. To this Is at- 
tached two vertical uprights, between 
which the bead or ram of the bamioer 
works. On the top of these uprights Is the 
lifting mecbanlam, a tHurd being attached 
to the hammer and the rolla that revolve 
in the head act upon this board and lift 
the wtlght by friction. In (he base 






e fasten 



S lowi 



' dies. Che 
) the hammer. 



Of CI 



^ Ibe 






and toughness of this kind of steel 
great dlfflcultles In Its reduction. 
tor special and powerful machim 
for special akill for all ilages o 
facture. So slow and expensive 1 
the drawing or ihls nickel-steel tubing thi 

ly Kmlled. so much so that tbe mill has 
undertaken lo supply only the Pope Manu- 
facturing Company with steel of this 
quality. The main dlfllcultlee in working 
Ihls nickel-steel come in preparing It for 
the draw benches. Id ih^m it Is treated 
very much as the "flfty" carbon billeCs are, 
but before reaching them it requli 
most as much handling wl"- - - - 



the dies afterward being tempered to make 
them as bard and durable aa possible. 
The piece of steel having already been 



works of It 
Is rolled i 



i pUl 






disks about I 
macblfe Iht 
(hroush thi 




workman, who then opera tea 
by means ot a toot 
'onie. tne nammer with Che upper die 
>pplnf[ by gravity and forcing the heated 
'tal into the Impressions cut In the dies. 
The surpli.s metal which has protruded 
iween the lor er and i^pper dies resembles 
. In or web; this has caused tbe forglag (o 
forced through diet by iKiwertul lie mistaken for a casting of Iron, because 
nana. The first operation bringa the dIAa the fln resembles l;< no nnall 4egr«« ttie 
to the ahapc ot ■ tiiallow basin: tbe next gate or connectlDn betw 



Bcuits. These disks are then 
through a number of hydraulic presses, 
] heavier than the blanking i 






tiJkii,- r:idM 



mouldod. Thli Ad ot metal la trimmed 
oK trotn Ibt torgiiig by meani of aaotber 
machine, called ihe trim m Ins preia. to 
wblch are flted dies for thli purpoM. Ex- 
perts Id thf trade say tbat do "hand-made" 
forglon or "cBiitlnfn" can ever wbolljr take 
the place ol drop forslngi In birrcte con- 



/A 



WOLFF-AOIBRICAN' LAPPED JOINT. 

atructlOD. Drop-t?rslDE manufacturera lar 
tbat band-made torslngn are obaolete. ow- 
IDS to tbe enormoui coat o( manufacture. 

Ualleable Iron c»tlns>, or steel caetlngs, 
are used by some of tbe makeri, but eotlre- 
If sub roaa. They are apt to be full of blow 
holei and olber defects and not at all reli- 
able, and (hj maker ot bl|b-srade bicycles 
who advertises tbat be uses such caatlnga 
Id his blcyclea will soon And hlmielt out 
ot tbe n:iirket vllh bis product entirely on 
his hand*. 

SHEET STESL PARTS. 

Sheet steel parta. such >s are used Id 
bicycle construe tloD. conalitlDS ot cups, 
brackets. crowD beada. etc.. when made 
trom sheet melal are itamped Id preaaea 
from dies. Thtse presses stand about fi 
(eel blsb, 1% teet square, and welgb about 
4.000 pounds. They are operated by a tarie 
drlrlns pulley Rod belt, tbe motloD belog 
given by means of an automatic clulcb. 
They can he placed on the Boor of any 
building, owing to the tact that ihey do 
HOI have the Jar tbat Is Incident to "drop" 
preta work. 

The bunks are flrst cut out of cold sheet 
*t«el. thereby avoiding the expenae ot 
beating them. They are then placed be- 
tween dlea which have been previously 
made to form the required design and 
sbape, but are not as a rule completely 
struck up or formed at one operation, the 



parta claim for them as advantages over 
drop torglngs that tbey are ot uniform slie, 
shape and gauge: that tbey weigh leas; 
tbat there Is but little waste ol material, 
and that as many as teD thousand opera- 
(Iod:. caD be done by one operator Id a 
day Ot course, the cost of production Is 
thus made lower as compared with the cost 
of production ot drop torglngs, wblch re- 
quire a large amount of machining on 
lathea and other mllllDg machlnea. neces- 
aarlly alow In operation. The makers of 
tbeae stamped form-drawn paru claim that 
through tbe largely Increased use ot their 
goods American makers have beeo able 
to produce lighter bicycles than they were 
formerly able to produce with the use ot 
drop forglngs for tbelr connections, that 
the popularity of tbe bicycle In this 
country la due (o tbe preaoDt popular 
prices at which they are sold, and that 
these popuUi prices are largely due to 
tbe )ow cost ol sheet metal parta. Tbey 
also claim that atler the sheet matal parta 





REMINQTON PLUSH JOINT. 

and tbe lubes of tbe bicycle are braied 
together, they then form one contlnuoua 
piece, to all Inleals and purposee as good 
as It a sollo drop forging were used. Tha 
average Ihlrkneea ot tbe sheet steel used 
In making these slamplnga la trom I-IS to 
K ot an Inch. Some very remarkable 
produced In steel stampings, 
DoUbly a crank-hanger of 2 Inches In di- 
ameter, having two propjectlons or luga 



the 






i the 1 



THE CLHVELA.VD. 



minimum number ot operations necessary 
to form the complete article being one or 
two, and the mailmum belDg from Sva to 
seveD. Tbe parts are often aonealed be- 
tween the operations, as the pressure has a 
tendency to harden tbe melal. 
Tbe makers and users ot sheet ateel 



I lay ot the bicycle frame. 

CRESCENT SHEET STEEL PARTS. 
Until tbe cycle ahow ot 1S9S but little else 
bad been heard of for making frame con- 
nections except drop (orglngs, but a re- 
velation was placed before the eyes of tbe 
master mechanics of rival cycle maklDf 
concerna who vlilled the show wheD they 
Inspected the '3E models ot the CreiceDt. 
made by the 'Vestem Wheel Works ot 
Chicago. Here irere shown for the flrat 
time steering head connections, crank 



biaser. loat pillar aod rear fork eads all 
made ot sheet iteel and brought to [lerCec- 
tlon by ■ comblDatloD o( the methoda ot 
■(ampins, drawlDS and tormlDK' B»t etea 
theie parts did not lurpriae theae experts 
ot the trade ■□ much aa a iprocket wheel 
■howD, Here wai a eprocket wheel atruck 
up out at a flat dlak of aheet iteel. Its eige 
turned and drawD over, thus doubllDB the 
wldtb ot Iti face, aod on thU double edge 



■beet ateel la lapped undemeatb the bot- 
tom ol the crown, ao that vhen tbe three 
plecea are braied together Cher practlcall)' 
form oDS contlDuouB piece. A drawn lug 
projects over the top ot tbe crown, and 
Into thli tbe fork atem, the end o( which 
it shaped to conform, la let OD top ot tbe 
crown and planed and brazed to tbe lug 

Inalde of this fork atem. to order to 
sCrengtben It. la also placed a aheet steel 
liner, extending di Inches Into tbe length 
ot Che stem. Tbe whole conatructlon of 
tbla fork crown and stem li one ot tbe 
BtroDgest In use. 

A teat made ot tbls form ot fork con- 
atructlon at their works ahowed that br 
supporting It horliontall]' oD a trame, tbe 

were afterward milled the teetb. Of courae, 
tbe parts ahown In those dars contonnad 
In general outline to the construction then 
In vogue. The Crescent people, however, 
have continued to use this method of mak- 
ing frame coonectlans; and while a large 
number of other makers have adopted this 

tlon la enormous, tbelr groas aales last rear STAQB 1. 

being 83.000 bicycles, and certainly If tbla supports being about all Incbea above and 
below tbe crown. It sustained a weight ot 




S.EDO pounds without deBectlon. 



THE C 



UK HANGER. 



C9 .,...„,..„..._ 

^*^^^^^ construction, and la made from a flve-lncb 

MAKING CRBSCENT CRANK HANGER. disk of sheet steel, which U drawn Into 

STAGE 2. the ahape of a tuba through the medium 

Ot Ave separate operatloDa; and this tube, 

method of m^lng ^ame connections were ^^eo Oolshed. Is about two and a bait 

.-I . -1.I- ._ .■...!..>. ....I . .. |jj|,|j^ lu ijijinetef. The four luga 



not closely akin to absolute perfection tbelr 
troubles UDder the guarantee 
enormous, and would awamp them, Tbls 
year their frame connections are all of the 
flush Joint style. The bead connections are 
termed out at sheet steel relntorcemenCa, 
having a large bearing and brasing aur- 

Thelr crown Is formed of two pieces of 
sheet steel drawn to a hollow arch shape. 



carry tbe rear forks, lower main tube and 



a 



» 



These two pieces are placed together aod 
the enda come Into a spearhead of capital 
letter A ahape. two holes being dr'" 
each side la order to allow the 
spelter to flow through the crowi 



when the forks Ides are h rased to them. 
Before these torksldes are brazed to the 
crown, however, a third piece of arch shape 
sleel Is forced down over tbe two pieces 
forming the crown. This third piece ot 



diagonal stay, are then drawn and formed 
upon It, tbls, however, reoulrlng a total 
of twelve operations to complete It. Tbo 
part requlrea anaeallug after every opera- 
tion, the proceas of drawing and forming 
having a tendency not only to lengthen 
the Dbre ot the metal, but to harden It. Tbe 
quality ot Che metal used In making tbla 
hanger must necessarily be ot the best, 
and arter the metal has survived all tbeae 
operations It must also necessarily ba 
-ailng perfecC, for any crack, seam or flaw In ft 
freely makee It useless and consigns It to the 



crap heap. 
Tbe seat-pillar tug or group, while not 
altogether seamless. Is ot the one-piece 
coDstructlon, also having the tbree lug* 
drawn and formed upon It. Tbe rear fork 



jaws are also stamped out ot cruciDie 
sheet steel, and are of what is. known of 
the semi-hollow construction. 

The little brace which is usually placed 
between the rear forks and back of the 
crank hanger and called a bridge, is gen- 
erally made by a short piece of tubing and 
brazed to the two rear forks. The makers 
of the Crescent, who use a D-shaped rear 
fork, which is drawn to a round shape 
where it is offset and where it joins the 
rear lugs on the bottom bracket, make this 
bridge of two pieces of sheet steel, which 
are pinn3d and brazed together and are 
carried down on each side of the rear forks 
for several inches in a peculiar lipped 
shape. It is an expensive method of bridg- 
ing the rear forks, but greatly adds to the 
strength at this point and prevents any 
serious lateral deflection of the frame when 
the pressure Is applied to the cranks on 
either side. They are the only makers who 
form their sprockets out of a piece of cruc- 



marvellous piece of work this certainly is, 
and it is doubtful if the result obtained 
in stamping this crank hanger can ever 
be equalled by the working of forgings, 
and the whole result might be summed up 
by saying that it Is "distinctively Cres- 
cent" 

BRAZING. 

After the drop forgings or stampings are 
carefully finished by hand or machine, 
they are carefully cleaned to remove any 
scale or oil. The tubes having been cut 
to a proper length, are then closely fitted 
into the open Joint of the forging or stamp- 
ing connection. In order, however, to hold 
them securely in place they are pinned 
through. They are then taken to the braz- 
ing furnace. This furnace consists of an 
open stand, about three feet high, covered 
with fire brick, pumice stone or coke the 
purpose of which is to retain the heat. 
The heat is produced by a mixture of at- 



— —rrr:x. 



/ 




WORKINa DRAWING DIAMOND FRAME MODEL. 

fSee Page 62). 



ible sheet stamped steel. As it is now 
made to fit a three-sixteenth chain, which 
is so popular and which they use, they do 
not show the wide opening on the flanges 
of the sprocket between the teeth. 

Fig. 1 shows the circular steel blank as 
made by the first operation on a large 
double action drawing press. It is then 
drawn into a cup shape as shown in 
fig 2. The practicability of the result ob- 
tained is noticeable at once. The edge 
of the cup is smooth, and there is no wrin- 
kling, cracking or buckling in the steel, 
and it is still of the same thickness as the 
original sheet. It is again drawn by suc- 
cessive operations into a cylindrical shape 
as shown in fig. 3. The end is cut off, 
and the next operations form the lugs as 
shown in fig. 4, until the final operation 
gives the result as in fig. 5. when the 
crank hanger is ready for the joining of 
the frame tubes. It requires ten days 
to complete a finished crank hanger. A 



49 



mospheric air and gas or gasoline, which 
is controlled by the operator, and supplied 
by a blower or fan. The flame is applied 
directly to the joint which is to be brazed 
by a steel tube, resembling a Bunsen bur- 
ner, and uses about nine parts of air and 
one of gas. The combustion or air and gas 
in the brazing apparatus Is about the same 
mixture as is used in a gas engine. The 
joint having been brought to the necessary 
heat, which must in a large measure be 
left to the judgment and experience of the 
operator, powdered borax is applied first, 
the object being to remove any oil or other 
foreign substance which might Interfere 
with the uniting of the two metals. The 
borax on being rppiUd flows almost like 
water. The spelter Is then applied, pro- 
ducing a flux, and owing to the expansion 
of the connection and the tube It readily 
flows between the joints. The whole oper- 
ation after the required heat is obtained 
usually occupies flve or six seconds, the 



object belQB to secure a Joint ■■ rapldij 
•■ poaalble. provided the brailng metal la 
equally dlitributed. The gaa la than ihut 
off. The supply of air la cootlDued only In 
order to rapidly cool the lolot. the object 
oC tbla being to prevent tbe Sux from dla- 
iDtegratlDS and toB<ng lli position In the 
joint. !t a brazing baa not beeo rapidly 
and properly cooled tbe Jar aod vibration 
wbtch the (rame reeeWea when Id uae on 
a blcrcle la apt to cause parttclea of the 
flux used In brtulnK to become looae and 
rattle la the tube. Necesaarlly under tbla 
operation what misbt be termed a con- 
sregatlon ot scale and the brailng tlui 
la KBlhered on the outside of the Joint. 
This la afterwards removed by tbe uae of 
Mud blast or pickle, and last, but not 
least, by hand flUng. 

What Is known as "brailng spelter" Is 
really a misnomer, and should be called 
brazing solder. Spelter Is the crude pro- 
duct from which redned al"" "" 



per cent of tb« total, consequently maklos 
the latter srade tbe blgheat In price. Tbe 
varioua gradea are separated by silting 
through a sieve. The runnlnK Qualltlea 
ot this lolder are aRected by tbe larger 
or smaller proportion ot copper uaed In the 
composition. The more copper uaed ibe 
more heat required to mell It, tbe reverse 
tjelng the case wbere more apelter than 
copper la used. 

Od bicycle frame work where the surface 
It largely exposed, tbe coarse varietlea 
can be auccessfully uaed, but tor the flae 
work where llltle beat can be uaed, and 
whars the tubing la ot extremely light gauge 
the extra llDe grade, which Is koown alao 
aa the quirk running solder, gives the 

Wire apelter, which comes In colla, haa 
become very popular on account of Its 
lenBened coat, ita cleanllneai, and also be- 
cause It Is not ao wasteful as looae apel- 
and can be conveyed directly Into 




Brazing solder la a co 
•nd spelter flrst cast I 
then plared Into large i 



linatloD of copper Ibe Joint by 
a slabs or ingota, reached the 
rtars and pounded Another n 






! the original method o 
re are altogether abou 
izlog solder, ranging 



eltlDg point. 

thod that la 

. liquid brailDg. which l* 
y but a special treatment 
glunged Into molten apelter, 
ana out oi which the Joint cornea aur- 
prlslngly tree from scale, a cleaning by 
a wire brush bring about all the after treat- 
ment neceaaary. The procea* la a secret 
and the surrounding Joints are covered 






Tbe firs 



jng gra 



Dundlcg oper. 
which c 



»-ith ^ 



I Ihe 



win □ 



adher 



', hut 



; by further pounding 
the sbreds are produced, and Ibe result 
Is the flue long grain. From this oper- 
ation comes the rough grain, tbe Hrst being 
coarse long grain, Ibe next medium, then 
One and Dnatly extra D&e. The proportion of tbi 
' a, flne long grain to the other coarser eular 






varlMlM la only about i 



united, of c 
wlih a liquid Hux as in the old way. 

The makers of the Union produce their 

flush Joints by using what they call pocket 

brazing. This mode requires the forming 

' aeries of pockets In tbe projecting ends 

brackets, which nay be oval, elr- 

' of any dealred aliape, altboogh tbe 



oval baa been (Muid tke bom e 



ntant. 



Bvfora the tublDB 1* coQptcMy Btted ov«T The chief drawbicha were that the iprocket 
th« bracket arm the pockets are bearlnsi were l]]-*upported, a> a ihatt 
lllled with Buz, and Immediately could not be run tbroush the wheel, and so 
upoo the appllcatloD ol the hwtl the tber did not lUnd well under the twlitlDg 
braaa beglha to flow and wUh aatonlab- atrdln; the backlaah waa uauiuaf. all the 
I much 10. Id tact, that objectionable teaturea ol chain driving. 
which had not at that lime been modlded 
br Improved cooatructlOD, being Increaied 
bjr bavlQg it OD both ildea. Tbe Kangaroo 
wai alio heavy and clumsr. and tor iome 
reaaoQ never sBllifactorlly explained tt 
had a peculiar liability to alde-allp. 

EXIT THE WOOD FRAUE. 

A dincully which baa hung about wood 
tramea trom the flrat U thai or [be Joint* . 
nor could It ever be queatioued that ap- 
pearance waa not in favor of [he wood 
trame, although, an ibe other band. It 
muBt be admitted that objection! to ap- 
pearance are aoon overcome in cycling eon- 
alructloD it [here la a good balance of 
pain[s OD behalf of a thing. Perbapi (be 
beat-looking ot the wood tramea waa that 
produced by the "Old Took" people, who 
turned to account the beauty wblcta may bv 
had trom aeveral layer* ot wood placed to- 
gether. Tht. woud (rame haa aueceeded 
quite a* poorly abroad, and It will proba- 



EAOL.E DROPPED FOROBD FLUSH JOINT. 




a It L 



I foul 



with a brual 



Uore 



considerable amoui 
the Joint and [io DIllDg il neceiaary. Leaa 
beat la required for the reuon that Ibe 
braaa Is placed where necesaary and the 
paru need not he dangerouBly heated to 
cause the braaa to flow in. The pocket 
corrugatloDa are found to atlffen the ma- 
chine to a marked degree. Taken all Id 
all It is a aure, clean and highly Ingenloua 

KANGAROO FRAME. 
Airopoi ot framea, we reproduce here a 
cut ot tbe Kangaroo, which was the first 
bicycle driven by cbaiii*. The earliest sam- 
pl« ot tbe Rover type antedated it. but 
there had l>e«Ti no previous commercial 
uae 01 a cha.n on s two-wheeler, for [be 
Otto accomplished Dothing commercially. 
Tbe Kangaroo waa brought out in 1881. 
and attracted attention because its makera 
were fortunate enough to break with it the 
if-hour record, which had been standing 
uncbaoged since the early years of bicy- 
cling. This BUcceaa. together with ener- 
getic puahing, gave the Kangaroo ^qulle a 



drive 






I[ 1 




THE KANOAROO. 
I torgotten UDtll. 



brougbt [0 ibla country In 188S. but hardly 

obtained a firm foothold for even the time 

being. The forks were bowed out widely. 

there being no attempt to reduce width by bly 

lessening tbe "dlsb" ot the wheel, and hen 

conaequen[ly the tread was what would the _ _ 

bave t>eeD considered !□ later years out- baa Juet failed In IiondoD. and the IrUh 

landlibly wide. The wheel was usually 36, CyelUt expreaies aurprlae that It 



ip agam as a novelty of 
Bamboo Cyclo Company 



1 2Z-inch wheel behind, ed aSoal so long a 



Not a single 



exi>ert or a single cycling J«mm&l, 
says the writer, ever referred to 
the bamboo frame except with dis- 
approval, although It was well adver- 
tised and the parties Interested were 
ready to pay for opinions. A considerable 
number of the bicycles were sold, but the 
rarity of their appearance on the road 
suggests that even those who bought them 
did not use them much. Now that the 
company has failed, this writer says: "It 
is to be hoped that no one else will be so 
foolish as to endeavor to accomplish the 
impossible task of proving that a bamboo 
stick Is as useful as a steel tube." 

The two working drawings of frame are 
from W. C. Boak of Buffalo, and are repro- 
ductions of his blue-print drawings used 



In designing and drafting 1898 frames, and 
show on the men's model the exact drop 
(3 inches) of the crank hanger from a line 
drawn betwen the front and rear axles. 
The length of head Is five inches, and the 
wheel base — the distance between front and 
rear axles — is 41 11-16 Inches. On the 
ladies' model the crank-hanger Is dropped 
2% inches, and the head is 7^ Inches, the 
wheel base being 41% inches. The height 
of both frames is 22 Inches. The small 
numbers in the illustrations show the 
angles of the frame and indicate the sizes 
of the tubing used. The designs call for 
the use of D-shape tubing for the front 
and I ear forks and back-stays and round 
tubing throughout the rest of the frame. 




52 




CHAPTER V. 



CHAIN PROTECTION. 



All through the preceding articles of models without eny extra charge to the 

this series the words "gear case" appear purchaser, 
here and there, and with good reason, too, 

for the year 1898 marks the beginning of CLBANUNEiSS INJURED, 

the era in this country of enclosed chains j,^^ enclosed chain, obtained by adding 

by the use of what are called gear cases ^ g^^ ^5,^,^ ^ ^jj^ ^hain wheel, provides 

They cannot however, be strictly classed ^^^^ advanUge in one respect claimed 

as a novelty, because they have been ^^^ ^j^^ chainless. It has been shown by 

known and largely used abroad, partlcu- extensive tesU of Prof. Carpenter of Cor- 

arly In England, 'or some yejr- P/Jft. At „g,i university and Prof. Goodman of the 

the New York Cycle Show of 1896 the only Yorkshire College In England that when a 

bicycle J»avlng a gear ca»e on It was one gjj^,^ ,, ^jig^n and not worn It loses less 

shown by the makers of the Singer a ^^^ ^ ^^^^ ^ ft^ctlon. thus realising 

blcycle-maklng company of Coventry, Eng- ^^^^ gj^^j^^ ^^„^ of the applied power, 

land, who showed a gear case made of ^ow is it possible to obUln any better 

meUl. leather and transparent celluloid, mechanical movement? These same au- 

Slnce that time a few returning tourists thorities agree that beveled gears under the 

have brought with theni 'orelRn models ^^,^ conditions must develop from five to 

with gear cases atUched. which unfor- ^^ ^j^^, ^j^^ ^l^.tion of the chain. This 

tunately for the rider's comfort and pleas- ,^^ percentage of friction, however. Is ob- 

ure were received with a great deal of talned only with clean chains. They And 

'*ii*''"^% S* ^•'^?*''"kJ^, ??i ?*° iiS that as the chain becomes filled with grit 

riders of these cycles bearing the Imported ^r mud it rapidly increases the friction, 

^f ^iM^'fT!' I''* ^^'"^^'i^V *^*^ ^^^"^ running up as high as 10 per cent. You^ 
stuff" that pioneers should be surrendered bicycle comes to you from the dealer with 
to public crit clsm. and. while they knew ^/ ^^^ attached, chain lubricated and 
a gear case is a good thing, took it off adjusted ready for immediate use, and from 
In order to avoid being used as the butts ^^^ time on you learn to forget that there 
of the wit of their facetious friends. ^ ^ ^haln on your bicycle. It runs easily. 
The introduction of the bevel-geared smoothly, through rain and mud. over roads 
cycle, with iu neat gear case, has done thick with dust, in the penetrating mois- 
much and will do more toward enforcing ture-laden air of the seashore, under all 
the necessity for a gear case on all of our conditions of road and weather the same 
chain-driven cycles. In England no bicy- easy running wheel, always ready, doing 
cle Is considered complete without a gear away absolutely with all care of the chain; 
^ase. but. notwithsUndlng the fact that t||e chain and sprockeU always in perfect 
all the authorities on the sport and me- condition, realizing 99 per cent of the 
chanics of the trade of this country have power applied, never "stretching" or wear- 
approved of it. not until this season has it ing appreciably. 

gained a foothold here. It certainly can- jf |n business costume the wheel may be 

not be because "it is English, you know." u^ed as there is no dirty chain to soil the 

for everything on the American cycle to- clothing. One finds that he can ride longer 

day. excepting the wood rim. originated distances with less fatigue than formerly, 

in England. The imported gear cases are Hills are more easily surmounted. The dis- 

clumsy and heavy, and, being made mostly agreeable sensation of a slack chain is done 

of meUl. are apt to be noisy. The 1898 away with, the chain remaining exactly as 

gear cases of American make are made of it Is adjusted, and there is a new sensation 

a combination of rubber, leather and metal, of absolute control over the wheel. Long 

and are light, noiseless and graceful, and distance trips become a new source of 

most of the leading makes of the chain pleasure, for you come home with the same 

cycles for the coming season are built with easy running wheel with which you start- 

sufllclent clearance to take a gear case. ed. Men who ride for speed find that they 

The cases are catalogued and offered as an can push a much higher gear with the 

option at an average cost of |6 extra, and same expenditure of power. The lubricant 

this last item suggests that the case might rests unused in the tool bag, the chain 

have been more popular before but that brushes and cleaning paraphernalia gather 

the makers did not care to add the cost of cobwebs. In addition to ail these comforts 

it to their product in the face of a falling the lady rider finds herself Independent of 

market price. Many of the great reUllers the small brother's high-priced services, 

will, however, place them on their $75 She mounts and rides with perfect con- 

68 



by DO poulble meai 
a the sprocket or b 
chain guard lacing 



(rom greasj atrealis ol a 
Ilmlteil lime [or riding. 



able under everr 

Secentb— It bas been touod ol great value 
br military cycllBCs. aa it enables troops to 
move with twice the celerity possible under 
the ordinary open chain, to say nothing ot 




Is the time saved In n 






with a s 



: bavlDg: to clean tbo 



noted 



_leed standing; groomed and ready. 

Bo lar as Its care Is concerned the chain 
ceases to exist. A neat, stylish cycle, with 
■11 running parts covered and protected. 
and with a decidedly am art appearance, 
takes the place oI the halt-flnlahed cycle or 
the past, with Its greasy, dirty, bare-look- 
ing chain. 

Century riders, lourlsts, military cyclists, 
pleasure riders. 



found plea 



ot ■ 



! sDd comfo 



■ descrlptloQ, have cB«e 



ol satisfaction by all the 
s ot the cycle trade press, 
who had long labored, written and talked a 
great deal (or this desirable accessory. 
Among the gear cases exhibited at Chicago 
at that Ume was one Invented by W. H. 
Frost of New York City; another by S. D. 
Chllds A Co., and another by H. LiButer of 
Indianapolis. The makers of the Ben Hur 
showed a model fltted with what they called 
the Wainwrlght gear case. The Stearns 
Company also had a gear case attached to 
one of their models, and a Falcon exhibited 
was also provided with one. The makers 
ot the Cleveland showed a gear case ot 
their own production, and a Wollf-Amerlcan 
was shown titled with a Blumel celluloid 
gear case, but this last was ot English 
manufacture. Since that time a careful 
census of all the caUlogues that the mak- 
ers have sent out this year shows that 
nearly every cycle maker of prominence 
has arranged sulDcient clearance at the 
ik shaft and rear wheel so that a gear 
kind can be Htted to It, and a 



ITS OTHBR ADVANTAGES. 
To sum up the advantages ot the enclosed 
chain model as demonstrated by the experi- 
ence ot riders during 1S9T with a gear case 
attached to their cycles (the latter com- 
prising almost every make of bicycle In this 
country), riders have found that a gear 

First— Actually excludes dust, driving 
tain, mud and all foreign matter, keeping 
the chain, sprockets and tbe bearing abso- 
lutely clean, mcKning an easy running bicy- 
cle, always ready tor service, and requiring 



ts use allows tbe bicyclist to 
iness costume. It being Impossl- 
cbaln to soil the trousen. and 
no danger of catching the cloth- 
3 the chain and sprocket. This 
I strongly recommends it to lady 




RACYCLE GEAR CaSE. 
few ot the makers are turning out gear 
cases of Ihtlr own. the notable ones being 
the makers ot the Racycle, Rambler. Cleve- 
land, Humber and Aluminum, and there are 
three makers of gear cases who supply 
them to tbe trade, these being known a> 
the Frost. Centllver and Safety gear cases. 



rider 



GEAR CAaE8. 

otters practically s 



Third— The bicycle Is always ready for 
service. This Is an Important matter 
many people, especially these vha us 
bicycle every day tor business purposes. 

Fourth— It adds to the appearance ot tlit 
bicycle, giving a style and finish Imposslbti 
with the dirty chain and sprocket In view 

Fifth— By reason ot Us construction. It li 
practically noiseless, tbe most Importani 
feature to cyclists. 

Sixth — It tranaforms the bicycle from at 
article of luxury useable only under car- 
tain condltlona, to a practical vehicle amt- 



The Rambler cas 

lal is •.'lalmed tor 

iclosed gear, wllb none ot Its ob]eci 
'1th and uncerlalnlles It Is absolutely mud 



obtru 



jid I 



being easily aiiached 
and delHched. It Is made of cold rolled 
drawing steel, and Is light and notseleas. 
.^11 seams are locked and no rivets are 
used. Tbe entire chain Is enclnaed. aa 
are alio the troni sprocket teeth. The 
centre and arms at the troat aprockel arc 
not covered, but the dun la txelllded (rom 
tiM front sprocket teetk. and chain pan- 



Ids over ihem, by two large felt washen 
(rnucb like thoie uied In bekrlDKi. onljr 
iM-ger) placed one on either ilde of the 
■prochet. The rear axle nut may be looi- 




No rubber or leather la u»ed In lu con- 
BtructloD. Sbeet aluniluum is used, shaped 
UDder heaiy drawing presses, by which 
operallon the meUl salni groat strengtb 
■nd rigidity, bealdea being lighter than 
any other metal or material tbat could be 
used. Cases are furnished eltber nickel- 
plated or enamelled, as preferred. The 
simplicity o( attHCbment is remarkable, as 
It does not require any mechanic to attach 
U. Any one familiar with handling a bloy- 
■ the tol- 






■ the 



; the 



the 



•iAFBTY GEAR CASE. 



ened, and the chain adluat«d >.'thout dis- 
turbing tbe case. 

The Cleveland case Is made of aluminum, 
patent leather and tranaparent celluloid, 
and while It Is 



F light and attractive 



wholly dust and s 
The St. LouU t 

1898 Lu-y 



eable 
proof. 



The 



I of 1 
featu 






I practical by thi 
pany's apedal procesa of framr — - 
ture is the flied gear case. Tb 
tegral part of the Frame, being caat in one 
piece with it. The back wall of tbe gear 
case takes the place of the right hand rear 
fork, thereby adding very materially to 
tbe strength of the frame. The front of 
tbe case is composed ot a celluloid plate, 
which Is sprung into It and fastened se- 
curely by two screws. It can be removed 
from ita place readily, and conalsta of only 
three plecea. The celluloid being trans- 
parent, the working of the chain and 
sprocket may be seen, and the chain may 
be oiled from the top of the case. Imme- 
diately over the front sprocket. 

On the Special Racycle the gear case 
weighs only a lew ouncea more than tbe 
aame model without It. The case conaistH 
ot a section of D tubing, three-quarters 
inch wide, brazed nn, and made part of 
the (rame In place o( the right side rear 
fork, which la dispensed with. The right 
hand rear stay, however.ia carried down 
at an angle below the line ot the rear 
wheel aile to the bottom part of the gear 
case thus forming a brace for the upper 
and lower part of the gear case, aod the 
■ear case aa thus constructed adda greatly 
to the strength of the cntira frame. Tbe 
■Ides of the gear case are made of traos- 
pareot sheets of tough, pliable celluloid^ 
They are atroog 



sprocketB, forming an Interlocking u 
Set the case In poailioD and adjuat clampa. 
Replace the chain, Inserting the chain 
bolt at froot end by aprlagliig tbe case 
slightly. Keep the band in original shape. 
Be sure to have It in Its proper place be- 
fore tightening. The bolt can then be set 
with a small wrench. 

The 1897 Humber bad a metal caae which 
very much resembled tbe metal cases used 
in England. Thla same case is furnished 
In 189B by the Humber Company, and is a 
very practical one. It was quite largely 
used laal year in New York and Brooklyn. 

The Safety Gear Caae Is the patent of 
Jamea Parkea of Toledo, 0., and the ea- 
sentlal featurea are as fallows: Tbe best 
cfuallty of harness leather is used In its 
manufacture, and Is Srst treated with a 
solution of their own, which renders the 
leather very hard and Impervious to water. 
The leather la then pressed In an iron 
form, In two similar aectiona, ooe of which 
Qts over tbe upper half, and one over the 
lower half of the aprockela and chain. 
These two sections are held together by 
means of two patent hook fasteners a 






I the 



Bide of the case. On the Inner side Of tl 
caae an aluminum plate, through whlcn 
the rear huh paasei. is arranged to slide 
freely with the rear wheel, thus permitting 
the chain to be lengthened or shortened 
without removing the gear case. The caae 
Is light, DOiseleas and duat-proof. A large 
variety of patterns are made, and tbe case 
is made In sizes to flt any style ot bicycle. 



ccldent, 



ind being 




said 1 



of t 



novel features anown m loao. 

The Ceatllver gear case, whlcl 
(BChable and can be fitted to any 
bicycle, la made by the L. A. < 
ManufaelurlDK Compaoy of Fort 
Ind. Thla case Is made entirely i 



RAMBLBR 



CASE. 



The leather la finally enamelled In any de- 
ilred color, thus making a beautiful and 
atlraeilve addition to any bicycle. 

ORIGIN OF THE GEAR CASE. 

With tbe Engllahman'a Idea ot utlHty, 

the Brst thought was to completely cover 



flprocketa and chain with a large sheet- 
metal case, upon the same plan as gear 
cases had been previously used in mills 
and factories for enclosing running chains. 
Various devices for gear cases were in use 
when, in 1886, J. H. Cart^ patented In 
England an oil-containing gear case for bi- 
cycles. This was a standard in gear case 
construction for some years, riders think- 
ing it necessary to keep their chains run- 
ning through a bath of oil in order to in- 
sure easy movement of the Joints; how- 
ever, it was discovered a few years later 
that a chain would run equally well without 
the oil bath, and, in fact, there were many 
disadvantages about keeping a chain con- 
stantly soaked in oil, especially because 
the oil would gum and thus retard rather 
than assist. In the early nineties gear 
cases were brought out, of many construc- 
tions, but the standard set up by Carter re- 
mains to this day the English idea of a 
case, and, with all of their improvements 
in case construction, they have not gotten 
very far beyond it. 

To the English mind a gear case must be 
made entirely distinct from the bicycle it- 
self, not a part of it. but an accessory that 
shall be quickly removable or attachable 
after it is once fitted. This, of course, 
necessitates a great many Joints, and as 
Joints of thin material, whether sheet metal 
or celluloid, cannot be perfectly made to 
exclude dust and driving rains, and as 
such Joints are always more or less noisy 
when a bicycle is in use, they are not even 
yet satisfied with the gear case, but realize 
its great usefulness, even when only par- 
tially efficient, so that it has become a 
fixture on nearly every English wheel. 
Several attempts were made to introduce 
English cases into this country, but with 
lamentable failure, for several causes. In 
the first place American bicycles are not 
built to take English cases. 

ESSENTIAL QUALITIES. 

Every American bicycle has individuali- 
ties of its own. and especially in the run- 
ning gear. No clearances have been al- 
lowed, and it is simply out of the questiou 
to attach the foreign type of case unless 
the bicycle is built for it. However, in 
£ome instances, bicycles were made with 
that end in view and the cases were at- 
tached, but American riders found that 
their unsightliness. excessive weight and 
inefflcicncy made them more of a nuisance 
than a help, and the gear case came into 
public disfavor. However, in spite of these 
(iiscouragements, the necessity of a clean 
chain appealed so strongly to an American 
mechanic that, without any knowledge of 
the ^ear caee constructions of Europe, he 
set to work to devise a method of thorough- 
ly protecting the chain, and during the 
season of I»fi made many experiments to 
ascertain the construction that could be 
successfully applied to American bicycles 
and appeal to American riders. The study 
of road conditions showed that a gear case 
must be not simply a protection for mud. 
but every joint must be dust-tight and rain- 
nraof. In a country like England, where 
d Is the preTaillng condition, these ab- 



solutely tight Joints are not so essential, 
but in this country they took first place. 
Again, the case must have good appearance 
and be comparatively light in weight, and, 
as the worst problem of all. it must be 
adaptable to some few hundred distinct 
makes of bicycles, no two of them alike in 
the running gear. 

The inventor started with the idea of 
covering the chain with an endless rubber 
tube, which should be split in its inner 
length and run with the chain. As it 
reached the sprockets it would be separated 
by a separator and follow around the 
sprocket over the chain, clinging to either 
side of the sprocket. This was theoreti- 
cally a very good idea, but in practice de- 
veloped many serious objections. In the 
first place, the tube was liable to catch be- 
tween chain and sprocket teeth. It in- 
creased the friction of the machine and 
could not be made to be of very long life. 
It was also neither dust nor rain tight, 
and proved a nuisance instead of a bless- 
ing. Still following up the idea of utilis- 
ing rubber, a case was devised having rub- 
ber chain runs with rubber box over front 
and rear sprocket, this rubber box suitably 
supported by meUllic parts. The only ob- 




CLEVELAND GEAR CASE. 

Jection to this was the quick wearing out 
of the chain runs by the constant friction 
of the chain. Still retaining the rubber 
l>oxes, light metallic chain runs were sub- 
stituted for the rubber, and it was then 
found that an ideal construction as re- 
gards strength and tightness of Joints was 
obtained. These cases were put in public 
use after being exhibited at the Chicago 
and New York cycle shows of 1897, and 
have been sold and used quite extensively 
during the past season. They have been 
very much improved, so that all objections 
to the early models have been completely 
done away with, and to-day an American 
gear case, known as the Frost, is to be had 
upon any first class '98 bicycle, being of- 
fered by nearly every bicycle maker. As 
it can be attached to old bicycles, there is 
no reason why every rider cannot have an 
up-to-date feature, with the comfort and 
pleasure assured by a clean chain. It hSs 
been actually proven that they will stand 
driving rains, snow storms, blizzards, dust 
storms, constant use on the dustiest of 
roads, and, in fact, have proven abso- 
lutely impervious to all foreign substances, 
keeping the chain and running gear per- 
fectly clean and In condition for an entire 
season without any attention belns glrsn. 
These desirable features are obtained by 



56 



J.£ 



the use of an elaitic rubber jointp the case 
itself being built of steel, but all the Joints 
closed with this soft elastic rubber, on the 
same principle as a rubber gas tube is con- 
nected with a fixture. This case, to look 
at, is Tery compact and solid, but it can 
be almost instantly separated, either for 
changing sprockets, getting at the chain. 
or remoTing rear wheel. The operation is 



very brief, and even that has to be gone 
through with seldonm, a change of tires or 
renewal of broken spokes being almost the 
only occasion for separating the case. The 
chain can be taken out if desired, but as a 
matter of fact one always forgets that 
there is a chain when riding the "Enclosed 
Chain Model,*' as this construction is now 
called. 




$7 



CHAPTER VI. 
THE CHAIN AND ITS FUNCTIONS. 



Thero are («it, It any, parti of the mod- 
em bicycle that have pUyed ■ more im- 
portant rOle in Ita development, thao haa 
the chain, and yet It Is aate to say tliat 
there 1« no part ol the vehicle to which the 
average rider paya le»B attcDtlOQ, aave to 
occailoDally clean It of Iti accumulated im- 
pedimenta, or which he understanda «o 
little. 

Every rider, ot course, underatanda how 




BHOWN ROLLER SPROCKET. 

Important li the oHlca ot the chalo in the 
propulaion of hit wheel— that vltbout It hia 
machine la an utterly uaeleaa atructure ot 
metal, wood and rubber. As to Its parta, 
however, and their relation to ooe another, 
he la oftener than not careleaaly indifferent. 
While aa to the mechanical aklll and gen- 
ius that hai overcome, one by one, the paat 
difflcultlea or chain and aprocket propul- 
alon. as applied to the bicycle, bringing H 
In the end, to its present itale o( perlec- 
tion, he la wholly unlntormed. Many 
riders have been Inconvenienced and an- 
noyed to the eiteni at eiaaperalion, upon 
dlacoverlng that "something was wrong" 
about their wheels. Just what, [bey have 
been utterly at a loas to lell or underatand, 
but the fact haa remained that "Boinethlng 
waa wrong." and ao, culling their ridea 
short, tbey have despatched their wheel 
torthwlth to the repair abop. Had they 
known, aa the repair man knew, that it 
was their own laok ot tamlllarity and con- 
aeqnent aenre of appreciation o( that ap- 
parently simple, yet sensitive part of their 
machlnoa— the chain, to which their mlator- 
tunes were due. how great would have 
been their aatonlahment. 
It la with a thorough apprecUtloo ot Iww 



large a percentage ot the wheelman's mla- 
fortunea are chargeable to a lack of know- 
ledge of chain construction and action, that 
the writer baa deemed the subject one well 
worthy ot apecial treatment In these col- 
umn!. That many reader* will admit, after 
perusal, that however well they may have 
underatood their wheela in other and leaa 
Important parts, they still had much to 
learn ot Its moat vital and intrleata parts, 
is altogether likely. 

A study of cycle chain constmctlon will 
show the regulation chain to be. aimplr 
speaking, an endleaa belt provided wlUi 
holes which engage projections nn a form 
ot pulley called a sprocket. It la compoaed 
of blocks alternating with and Joined by 
a pair of llnka or side -plates: the blocka 
drop dawn into the spaces between the 
teeth on the sprocket, and those teeth 
come up through the spaces or opening! 
between each two aide llnki. tbese llnka 
of course holding the whale together bjr 
pins through their ends. 

The "pitch" ot a sprocket, aa of any 
toothed wheel, means usually the number 
of teeth cut upon it for each inch of its 
diameter. The "pitch-line" Is circumter- 
enttal. though not at the extreme enda ol 
the teeth; It la the line where the teeth ot 
two engaging gear wheels come together, 
or the line passing through the contact 
or acting aurtaces ot the teeth. A* a 
chain Ilea on the aprocketa. this pilch 



CUANTRELL CHAINS, 

line pataea almost exarlly through the cen- 
tre of the teelh and the rivets ot the chain. 
To speak of a chain aa "one-quarter- 
inch" or as a "three-slxtsentha chain" 
means that such Is Its measure In widlk 
between the plates of the llnka. This la 
also the thickueas of the sprockM, barHsc 
a Tery slight dilterence to pravMt lao 
light a fit. To *pa«k at • eh«la aa fek*la|. 



an "inch pitch" (which is the regular 
standard in this country) means that the 
distance between the centres of the spaces 
through which the sprocket teeth come (as 
above stated) is one inch, and of course the 
same measurement applies to the sprocket; 
the spaces on that, measured between the 




KEATING TWIN-ROLLBR. 

centres of two adjacent teeth, must be an 
inch. It is plain that sprocket and chain 
must correspond in order to work properly. 
A chain of a half-inch pitch would not fit 
a sprocket of one-inch pitch, or ylce Tersa. 
If the chain were made just a little too 
"long," it might go part way around the 
sprocket, but a disagreement would soon be 
found. It ib charged against the chain, 
and correctly, that use (helped by dirt un- 
der the condition of being uncovered) 
wears chain and sprocket both, so that 
they gradually cease to match together, as 
at first. When this occurs, the chain is 
said to be "out of pitch." On the other 
hand, a chain will work a long time and 
very well after it has considerably lost its 
first exactness of fit. whereas gears which 
have worn grind and complain dismally. 

To arrange the lines of gear teeth, either 
straight or by various gentle curves, so 
that when the teeth are in operation they 
will close together and then separate with 
a rolling motion, with no slipping or grind- 
ing, with no friction, haji been a mechani- 
cal problem for a hundred years. This 
has not been accomplished on the bevel 
geared chainless bicycle, and it can never 
be fully accomplished anywhere. Press 
the palms of your hands together firmly, 
then slide one hand off the other while so 
pressed— that is rubbing friction; now lay 
the backs of your hands together, press- 
ing as before, and roll them away from 
each other until they part at the ends 
of the fingers. That is rolling friction, 
and if we could only manage to make gears 
and other contacting surfaces in machinery 
meet and part company exactly thus, we 
could avoid friction almost altogether. 

OPERATION AND EVOLUTION OP THE 

CHAIN. 

In considering the chain most people 
forget that although made up of many 
pieces of metal only a few are in action 
at a time. Only the upper half is in 
tension (the action is. of course, reversed 
in back-pedalling), and if the chain is 
opened and allowed to drop down it will 
for the moment act just the same. It is 
full of joints, but few are bending at any 
instant. As the chain runs upon the 
sprocket, its joints bend to conform to the 
circle, and they similarly bend back to 
an approximately straight line when lea v. 
ing it. On the lower side, the joints bend 
easily; on the upper, they do so under 
tension. Press your thumb on the palm 

59 



of the other hand, and. while pressing 
hard, draw it oflT; this gives some idea of 
the rubbing friction when the chain block 
leaves the tooth against which it is pull- 
ing. There is also some rub on the tooth 
where the chain is coming on the sprocket; 
and unless it is avoided by devices lo be 
presently described, there is a rubbing be- 
tween the tooth and the ends of the bend- 
ing links, as well as within the joints 
themselves when they bend under pull. The 
effect of this friction is shown In the 
wear which comes on portions of the teeth; 
it also shows by fiat places worn on the 
chain blocks, and the wear within the 
joints causes what is called "««tretch." the 
chain appearing to hav^ grown longer. In 
a very slight degree there is a yielding 
between the parts' which is called "set," 
parts which are already in contact being 
pressed into still closer contact; this "set" 
supplies the trifie of elasticity, already 
mentioned, which tends to save the chain 
from fracture under heavy stress. 

Chain and sprocket act on each other 
much as the teeth of gears act, and in 
effect they are a peculiar form of gears, 
for if you can imagine one of a pair of 
gear wheels fiexlble and fiattened out like 
a chain, and thus running, it is erident 
that this action Is really that of gearing. 
Chains were used on the tricycle before 
they were required for bicycles, and as 
long ago as 1881 there was a substitute at- 
tempted which was described thus: "The 
Queen driving bands are made very thin 
and neat, of a compound of silk and other 
strong substances, and are substituted for 
chains to save both weight, noise, and ap- 




SOME ENGLISH CHAINS. 

pearance." The early chains were heavy 
and wide, at least %-inch. and crudely 
made. The Ewart, as used on the Columbia 
Veloce ten years ago. was ingenious and 
simple; block and side-link were one, there 
was neither special joint nor rivet, and the 
chain could be opened at any point by 
turning it (see cut on page 61) and sliding 




to one side. Width ot cbftln wai thlcknesi 
of iprocket gradually leiaened; a law yeara 
aso. >4 waa the ttaadaril, but now It hM 
aeltled to 3-16, even on tandema, and on 
racing wheels a U chain haa been uied In 
a tew Initancea. The "B" chain haa al' 
moat displaced the "8." 
Quality ot iteel uaed, accuracy o( pitch 




DIAMOND "B." 

and Bnenen ot fit and Bnlih have steadily 
Improved, and were never at so high a 
standard aa In ISSB; accuracy ot cuttlog and 
aclentlSc Bhaplng of the iprocket teeth 
have alao been constantly studied and 
show greater advance Uian ever, so that, 
aa a reiult, the chains □□ thli year's prod- 
uct ruD with a imoothness and "sweetnegi" 
not before attained. The chalnless move- 
ment haa naturally contributed to this ad. 
vance, which Is a aubsUntlal tact. Quality 
haa Improved while cost of production and 
narfaet price have declined, and the high- 
grade cbalo of IBSS may without extrava- 
gance ot language be called "beautiful." 
For Inatance, In a specimen be tore us the 
blocks are nickel steel, straw color, and 
the links are of bright too] steel; the Inner 
edges of the links are chamfered or beveled 
to lessen th« chance ot the chain's ever 
"mounting the sprocket" It It Is run when 
too alack, and the ends ot the pins are so 
perfectly headed that the operation haa left 
DO trace, "nils Bnely finished aped men 
happens to be from the Leiever Arms Com- 
pany ot Syracuse, but like praise can be 
given to the best product ot several other 
makers. Aa to strength, chains used to be 
made with a breaking strain as high aa 
1,800 pounds: we suppose the average wllh 
the narrower and lighter product ot to-day 
Is about 1,000 pounds, which la tar beyond 
any driving atraln It can receive. 



The friction ot the chain la ot tbree aorta 
and at three placea. First la the "block" 
friction, where and when a few blocks at a 



THAUSS TWIN-ROLLBR. 

time enter and leave contact with the 
aprocketa on the upper side, the action on 
the lower aide (except In back -pedal ling) 
being BO free that It need not be taken Into 
account; the second Is the "pin" trlctton. 



made by the aide llnka aa they turn on til* 
rlveta; the third Is where and when tbe 
ends of the links rub on the sprockets 
while bending. 

There have been many attempts to turn 
these rubbing frlctlona Into rolling move- 
ments. Only a tew montha ago application 
was aied tor an English patent on putting 
balls Into the chain Joints; hut the great 
number of Joints and the amall slie of the 
parts make this plainly Impracticable, A 
tar better and really practical thing Is the 
Morae roller- Joint chain, made In Tniman*- 
burg. N. T.. and now In use on several 
makea. among them the Bterllng; It would 
undoubtedly make its way taaler Into use 
except that the parts have to be a little 
larger, and therefore the pitch a little more 
then the regular Inch, and ao the aprocketa 
must be cut apeclally; sprocketa of Inch 
pitch can. however, be recut to Qt. Aa the 
Illustration showa, the principle of this 
Joint la the same as that of icales— the 
knife-edge bearing. The pin with the two 
edges la fast to the side link; the pin with 
one edge Is dropped In loonely and the two 
rock on each other Instead of rubbing, pro- 
ducing 00 wear and so not needing lubri- 
cation. The maker clalma a frlctlonal loss 
by his chain of leas than one per cent, of 
the power developed; there Is alwaya aome 
loss, it should be observed, and so Ibe ad- 
vertisement ot the Badle roller-chain, that 



MORSE ROLLfER-JOINT CHAIN. 

"it tranamlts practically 100 per c«nt. of th« 
force applied." Is somewhat too entbusl- 
astlcally worded, 

THE BROK-N ROLL.br- SPROCKET. 
<3ee page 5S.) 
While giving due credit to the Morae 
chain, we must point out that it attempts 
to deal with only the second ot the sources 
ot friction above atated. The Brown roller- 
sprocket apparently attempts to deal with 
all three, involving an action unlike any 
other. It has a rim with a double flange, 
tn which are Inserted hardened steel rollers 
three-quarters of an Inch In diameter, 
running on hardened aleel buahlngs, which 
In turn are tree to revolve on bard aleel 
rivets. The chain la 3-16 and ot 1^ Inches 
pitch; It is reversible and the side links are 
longer than the blocks, which In action ride 
over the rollers, reaching from one roller to 
another without touching the rim of the 
aprocket. Instead of the block rubbing on 
the tooth as it leaves the sprocket. It (urns 
the roller and rolls off; thus. If the stress 
ot use develops no other action of the parti 
than is claimed, the only rubbing friction 
Is at the axes of the rollers, where the mo- 
tion 's comparatively slight. A drawback 
is that the sprockets must be very large In 
order to get a goodly nnmber ot rollers In 
the rear one, and the sane dlOculty of 
being special in both sprocket and chain, 



levIcM Id the 



tooth :> 



' either the enda of the blocks o 



chalu li pulled bard toward the centra ot 
the iprocket. it muit come to a Brm rent 
□□ lomethlnK; what shall that aoniethliiK 
VARlOUa ROI,L>KK-CHAINS. be? The ends ot two adjacent blocH mar 

The twin roller haa entirely dliplaced cme to a stop on the slopiDK "Idea o" 

the aliiKle. The value of the roller depend! *"*'■ " 

upon the difference la diameter belweeo 

the roller itself and the axle on which It 

turns, the theory being that although there 

U a rubbing (rlctloa on the axis, the mo- 
tion there Is so slight as to be InsEgalfleant 

as respects wear. The smaller the roller 

the less this theory applies and the leas 

the practical effect In reducing friction. 

Rollers In a chain are neceaaarlly small: 

yel when the roller pulls off the sprocket 

tooth undei- pressure It is tree to turn, and 

so there must be some leesenlng ot friction 

— «t least, the rollers cannot wear Into flat 

spots as the blocks usually do. The twin- 
roller was balled with satlatactlon In Eng. 

land. A year ago, the chlet mechanical 

authority In the trade preai saying that 

"after using It [or weeks la all sorts of 

weather we are Ilnnly convinced that it Is 

the chain ot the future: In a gear-case It 

runs aa amooth aa oil. and even when un- 
protected 

KTlt seem to have llltle effect 




«>l^ 



the ends ot the side-plates (or possibly 
smothered In mud, dirt and both) nay rest on the space on the sprocket 
" " between the teeth: or the slde-platea may 

have a resting place outside the teeth. 
There baa been a flange on the sprocket. 
Just at the base of the teeth, sometimes 
on both sides and sometimes on only one: 
this flange, called a "shroud" In England, 
has been quite a subject of discussion there, 
as to its proper purpoae. and eien whether 
It should be on the sprocket at all. All 
agree that It Is useful In stiffening the 
sprocket laterally, and some. Including 
some ot the best chain makers, argue that 
It ought to be placed below the reach ot the 
chain, tor If the chain touches It and weart 
It away, the chain will sink below its cor- 
Ttct Ditch line and cause trouble. Others 
claim that the chlet object of making a 
bhroud was to give the chain aa much bear- 
ing surface aa possible. Pi*ctlce Is not 
uniform Id either country. Sometimes th* 




BALDWIN DETACHABLE. 



Since then some doubtful or dissentient 
opinion a have been eipreaaed. perhaps he. 
oause some makers cut up this chain Into 
a shorter pitch, and therefore get It slighter 
and more exposed to clogging. Without 
haTlDg practical experience ot the twin- 
roller as yet. we strongly Incline to scree 
with the opinion ot It just quoted, and all 
theory Is certainly In Ita tavor. It has 
been regularly used on the Keating during 



^^1 



ISST. I 



.ming 



The Thames chain, which 
"roller block" Instead of a twin-roller, haa 
the peculiarity of a Hxed cross-bar (very 
poorly ahowQ In the cut) between each 
pair of rollers constituting a "block." 
Thus the "centre block" Is claimed to be 
rigid and the rollers to be kept more free 
to work; It seems to ui. however, that the 
roller Is slightly too small to he In the 
best proportion to Ihe aide plates. 

THE LINK FRICTION ON SPROCKET AND 




BRIDGEPORT DETACHABLE. 



As to the third ol the three chain fric- 
tions above described — that ot the ends of 

the links on the sprocket as they bend into 

or out ot tbs straight line — a serious prac but form 
tlcal queatlon Is involved. Plainly, as the blocks. 



shroud bas helped support the chain; some- 
times It haa been kept out ot reach of the 
chain, and sometimes It has been cut away 
where the ends of the side-pistes come. 
The pins are, ot course, fixed In the links. 
g within the ends ot the 
these plna hard and ret 



be able lo "upsei" tbeir enda to make a 
"head" bai beea a matter oC diffleuUT- 
Some at the best Engliab maken avoided 
tbii by ualns a aoft piD and puttloe a 
bard buihlns o( pen steel over It to make 
a bearing. Ab the lIckB do Dot need to 
be hard, the makers of the Cleveland use a 
bard plo wllb a groove at the end. aad 
force the end ol the aide-plates Into this 
STOOve lo hold the plo io place. Other 
chain makers have contrived methods of 
getting the pin bard and atill having its 
enda capable of being headed over. The 
Hyen Detachable, made by the Bridgeport 
Chain Company ot Bridgeport, Conn., and 
■he Baldwin Detachable, made by the Bald- 
win Chain Company of Worcester, Haas., 
avoid the dlfllculty by hardening the entire 
pin and slottiog the link plates, as shown 
in the illUBtration. Any broken piece can 
thus be replaced, or the chain can be made 
longer or shorter at will, without needing 
any tools. The Baldwin pattern Is reveral- 
ble, and the makers publish a certificate ot 
one ot their cbftios, which has a record ot 
29.673 miles; ot this. 13,TT1 miles were done 
without any attention or repairs being re- 
quired, the remaining mileage re<iulring re- 
placement of a broken part but twice. 

We And In one of the British trade Jour- 
nals a mention ot a "spring chain." but 
there la neither cut nor detailed descrip- 
tion.. The maker claims that by iDSertlng 
a doien or so of bla spring links in any 
suitable chain "It will be made to run 
as easily and smoothly aa a leather driving 



running ,and baa found that It can be run 
on a tighter adjustment thao the usual 
chain: so "It certainly seems to be satls- 

The circular chain is another peculiar 
Bngliah device, and Is pronounced by Its 
maker to be the beat and esaleat running, 
wear-resisting and cleanest be haa ever 
••led. His claim Is: "The circumferential 





getting rl 



LIREKTY SPROTKET. 



. may be adjusted so tightly 
do HHSy wlih all alacken- 
hal every ounce of driving 
to tbe pedals will be repro- 
ear sprocket wheel, thus 
I backlaah and consequent 



CRBSCBNT CHAIN ADJUSTER. 

■peed ot tbe block chain is in excess ot the 
corresponding speed of its chain wbeel 
teeth, hence the contradictory triotlon be- 
tween tooth and block. Ttie clrcumteren- 
tial speed of thla chain and its wheel are 
almllar: entirely does away tbe frictlonal 
contact between tbe teeth ot the chain 
wheel and the chain blocks." 

Hla nrst statement cannot posilblr b« 
correct ao long as ibe pitch line ot the 
sprocket and of the chain correspond, as 
Is tbe case with any reasonably good Dl. 
His chaio consists of simple and uniform 
links, turned from tbe solid and Joined 
by rivets. It suggesU the old chain ot 
tbe chain pump, and, ot course, requires a 
peculiar sprocket. 

The TacagDl standard pivot or rivetleaa 
Is a recently offered English article, tt Is 
light, weighing T% ounces, against tbe 
usual H\i. Less friction and greater 
strenglb are also claimed for it. the maker 
offering the report of a testing firm that 
the elastic limit ot the sample used was 
»00 pounds and lu breaking stress was 
1440. Of course, a special sprocket grooved 
In the rim muat be made tar it. 

THE REMINGTON CHAIN. 

Tbe chain brought out by the Remington 

people tor their (lb model sugsests tb« 

Tacagnl. but Is not quite like that. Tbe 



ill us 



The 






n rld- 



roughesl roads and by 
most Inexperienced pedaliers." The editor 
thinks It Impossible, without soma dynamo- 
meter test, to say whether there Is any 
gain in driving ease, but after having one 
"* chains In use for a good many 

L he can bear out the claim ot sBlootli 



block Is done assy with, si 
groove on the sprocket rim: the usual link 
does tbe pulling Instead, bearing on the 
flangea. Another style ot description la to 
aay that the construction is reversed, the 
link being one piece and central, tfeing coo- 
verted Into a block, a apace being cut out 
so that it does nnt tmich the sprocket l> 
budlng, wbli> si >-loek la doubled 

and runs on . "In same qngUtr 

ot stesl la ni— i— . '^^ and th« gnda 
•11 rau IcBStliwtae. igth. graat ^ 



durance and a reduction of a fourth In frlo- 
lion are claimed. Uee must decide the de- 
gree of ImproTement, but the chain cer- 
talnly runa amoothly and attractlrely. 

THE LIBSRTT SPROCKET. 
(See iMge 62.) 

The Liberty makers hare brought out a 
sprocket with a change in the form of the 
teeth which is so slight that It hardly 
shows In a cut and is not eren noticed on 



THE VICTOR STRAIOHT-LJNE SPROCKET. 
CSee page 6$.) 

The Victor straight-line sprocket is pecu- 
liar in the shape of the teeth or in the 
shape of the spaces between the teeth. On 
the back side of each tooth on the front 
sprocket and the front side of each tooth 
on the rear sprocket a space is hollowed 
out, as shown in the cut Ordinarily, each 
block and each pair of side-plates or links 
is deflected from a straight line when 
wrapped around the sprocket; but on this 



r 
I 

J. 



* 

? 



1 



Zero ffne 



VICTOR CHAIN TEST. 



the bicycle Itself at a careless glance. The 
change consists in cutting down most of 
the teeth in height and thickness, so that 
only each fifth tooth acts in the drlTing, 
the intermediate teeth serving only as 
guides to keep the chain in track. 

Concerning the new sprocket, the makers 
say: "The old method of haTing each and 
every sprocket tooth engage the chain 
has been abandoned by us, the friction oc- 
casioned by so much contact being un- 
necessary, and the wear and strain on the 
chain intensified. Our new sprocket has 
been tested under all conditions with the 
most satisfactory results. It permits a 
chain to run as smoothly covered with mud 
and dust as it does when thoroughly 



sprocket, as will be seen, eac)i block and 
adjacent pair of side-plates fcH-m a straight 
line. The Joints at B — ^B and F— F do not 
touch the sprocket, as it is cut away be- 
neath them. As those portions of the 
chain are always in a straight line, no 
motion is produced in the Joints there, the 
effect of the change being to greatly lessen 
friction, especially under trying conditions. 
If an accurate measure of the pressure 
required on the pedal in order to overcome 
the varying resistances of surface, grade 
and wind, or what not, could be found, 
then the resistance in each case could be 
weighed and recorded in pounds. The Vic- 
tor dynamometer — which is a peculiar 
pedal, containing a pair of springs, with a 



J\.WV.-.A.>>A,A-^ 



Zero line 



\ 



I 

?1 



VICTOR CHAIN TEST. 



lubricated, and the cracking noise so prev- 
alMit when an ordinary sprocket is used 
on muddy roads Is entirely absent The 
ease of propulsion is marked (particularly 
noticeable in hill-climbing) and enables the 
.rider to attain speed Instantly and with 
* the higheet gear. With this improved 
sprocket the rider can use with ease a 
gear considerably higher thsn he could 
attempt with sprockets of the ordinary 
pattern." 



68 



recording pencil and a moving roll of paper 
for making a record— does this weighing. 
Obviously the first eflTect of pressure on 
this box-like pedal is to depress the springs ; 
and the wheel will not be moved at all 
until the springs have been depressed 
enough to represent the resistance. Sup- 
pose the total resistance is equal to lifting 
a weight of ten pounds, then press on the 
pedal; the springs will first yield until the 
equivalent of ten pounds is reached, then 




tha pedal vlll more ud tbe wheel will staiid The mud teat ii actu*l and fair. 
turn. It tile reaiiUnca chaDgea to fltteen The aoappliiK nolae which ever; rldar 
and then to Bve pounde, the aprlaga will knowi la produced b7 mud on the chain, 
Tleld more and then leas, and Che pencil eapeclallr when the blcrcle la new and the 
attached will reglater accordlnslr. the re- Bt U at Ita heat, cornea becauae the mud 
Bult being an IrreRuUr line almllar to th»t acta aa a wedge between aprooket and 
on the Bteam englaeer'a "Indicator card." chain and the latter la temporarllr put 
It the dynamometer pedal were used on "out ol pitch." The aurprlaing perform- 
the road the Irregular line oo tbe card ance ot thla aprochet under the aevereat 
would show realaUnce fluctuatlona. but poaalble mud teat can havB only thla ei- 
would not abow the varloUB times and planatlon; that the apacea cut awajr allow 
cauaea of realatance encountered. So, tor aome room tor mud without Jamming, and 
I teat ot the peculiar aprocket, a bicycle that the aprocket cleara Itaalt by throwing 
dlted with It wa» put on a stand and a re- •»" tbn Intruder. It la certainly ooa ot 
Blatance equal to aeren and aU-tentha the moat remarkable thlnga ot the aeaaon, 
pouoda at tbe rim ot the wheel waa ar- ^^^ aeema quite Independent at outalde dla- 
ranged. Then mud waa daubed on the ^k 

chain, and preaaure waa put on the dyna- K| 

mometer pedal. The height ot the wave ■ I 

line above the atralght or zero line la the (j 

diagram Indlcatea tbe power required to 
turn tbe wheel. It ranged trom SS to 94 
pounda. and waa nearly nnltorm. Then 
another bicycle, with uaual aprocketa, waa 
aet on the stand, with the same realatance 
at the wheel rim. The ume cbaln uaed 
b»fare waa put on (for thla Is a matter of 
aprocket only, and any uaual chain botb 
llta and anewera tbe puriKMe), mud waa 
again daubed on tho chain, aod the teat 
was made. The pull required to turn each 
■anged from 96 to IBD pounda, and Ductu- 
ited greatly, aa Indicated In tbe other dia- 
gram. When the teata were carried further be Joined, knd 
and the realatance 






) 11 U pounda 




WOLFF-AiTKRlCAN CHAIM ADJUSTER. 



turned at all, while 
aprDckel moved about 
Indicating a pull ot 12S to lai^ pi 
piled. 

At the Victor branch In Warr 

a bicycle with these aprocketa 

a atard. with a trai ot Jersey mud and penalng with 

a dish ot water and a trowel underneath; 

anybody la free to mix tbe compound to 

suit, aod to load on all the chain will 

carry Then he may get on the saddle. 

there belns an adluatable brake tor the 

rear wheel to represent road realatance, 

and pedal away: or be may turn by hand. 

When the mudded alack of chain reachea 

the rear aprocket. the Urst effect la a 

crunching noise and a partial stoppage; thla 

ceases when one revolution has been made, 

and directly the wheel (the brake being 

oBj spina as freely and quietly as does 

another bicycle with the like aprocketa 

which ■ . - -" 



ORBSCBNT CHAIN AND BOLT, 
turbance. hardly needing a caae except tor 
cleanllncaa and length of wear. 

CHAIN BOLTS AND REPAIRS, 
nr fourae. the ends fit the chain have to 
mea they need to be 
brought aeparated for removal. The cuatomary way 
haa been to use a acrew-bolt, threaded Into 
the Unk-plate on one side, and fastened 
with a amall lock-nut. As thla small nut 
waa lldble to looaen and be loat, and a« 
there waa also a poaalblllty ot the screw 
Itaelf working out (in which caae It might 
strike something aa the chain moved or 
might drop out on the road) aome securer 
faateulng became desirable. The "Dia- 
mond" B chain now dispenses with tbe 
nut (aa shown in tbe cut ot that make of 
chldns) using In place ot It a swinging 
"latch" jt thin steel; the head ot tbe 
screw tlCa nearly Dush Into the slde-Unk, 
and the latch has a place raised up In 
one end to flt the screw head, so tbat 
when this latch la turned down It snaps 
Into place, preventing the screw from 
straight-line backing out and being Itaelt held fast by 



_ _ elasticity. The Humber o 
Its chain a similar latch, but allghUy dif- 
ferent In shape at the end, which has a 
hexagonal hole that tits the head ot the 
screw. The Crescent meets the case by dls. 




LEFEVER CHAIN. 



the cut. the aide links are slotted, and In 
the centre of the slot la an enlarged place 
through which a special pin with grooved 
ends can be allpiKd In or out by alacUng 
the chain tor the purpoae. 

. ._ ._ ... These aeveral devlcea go lo further lessen 

ted, all clean, on another tbe troubUs with chains which are ao great 



H 



now. in the argument of some people, but 
have been so slight in practice notwith- 
standing. 

In the very rare event of a chain's break- 
ing on the road, the Missing Unk will be 
bandy; it costs but a few cents, and can be 
carried in a vest pocket. The cut explains 
its use. A break is most liable to be in the 
block.but if a link goes the rider need not 
tear his hair; there are devices to meet that 
case, and to get another piece in is not 
very severe, even without their aid. Chains 
are "stretching, breaking." etc.. in their 
babitp. we are told. Yet each rider may 




CIRCULAR CHAIN. 

consider the chance of the trick's being 
played on him nearly the same as of light- 
ning's striking him. and if he will only 
take a little care of his chain, he can count 
himself insured. 

CHAIN ADJUSTMENTS. 

Some form of adjuster will always be 
necessary to adjust the chain on a chain 
driven bicycle. On the early models of 
the safety type of bicycles made in this 
country the adjustment was produced by 
a swinging crank bracket. The crank 
bracket was not an integral part of the 
frame, but was bolted to it and was held 
in position by a set screw and locknut. 
Somewhat later an improved form, which 
by the usual form of reversion has now 
come into use again, consisted in making 
the crank bracket an integral part of the 
frame and fitting an eccentric adjustment 
inside of it. The Remington Company 
varied this somewhat by making the rear 
forks a detachable part of the frame and 
having them bolted through and locked by 
a threaded locknut and bolt at the crank 
hanger, and they thus produced their ad- 
justment by shifting the rear forks out 
backward or drawing them forward. 
Since that time the makers of the Rem- 
ington have always used the rear fork-end 
adjustment, but this season they have a 
new feature. The crank hanger ball pocket 
is eccentric and turns in the bracket either 
forward or backward when the set bolts are 
loosened. The whole arrangement is a 
very simple one and prevents the liability 




RBMINGTON CHAIN. 

of the rear wheel getting out of alignment. 

The makers of the Iroquois also use a 
3-inch eccentiic hanger. The rear wheel 
is always centred by this method, and is 
provided with two sprockets, so as readily 
10 allow a change of gear. 

On the Defender is shown an eccentric 



crank hanger, on which neither the wheel, 
nuts or bearings are disturbed to make 
the adjustment 

The Shirk bicycles have a new rear fork 
and chain adjustment, the advantage of 
which is that the rear wheel can be removed 
without disconnecting the chain. The sides 
of the rear fork ends are machined with 
teeth, which fit into the teeth of the 
washer, and by simply unscrewing nut and 
withdrawing the axle bolt the wheel drops 
out of frame. Absolute equality of ad- 
justment on both sides is obtained, as the 
wrench is only used to loosen the axle nut, 
and as the outward opening the rear fork 
ends is done away with, strength and rigid- 
ity is thus added to this end of the frame. 

The makers of the Northampton made a 
new chain adjuster consisting of a small 
round steel plate on the outside of the rear 
forks, with scroll cut on the inside which 
follows steel lug on the forks, making it 
easy to adjust chain to any tension and set 
the wheel true in the frame rapidly. 

The chain adjuster used on the Globe 
is of very neat and simple construction. 
A threaded adjuster, having an open hook 
end is pivoted to the upper part of the 
rear fork end, and is operated as follows: 





65 



THE MISSING LINK. 

Loosen the axle nuts and turn the thumb 
screw either way, as the case may be. un- 
til the chain has the right tension and then 
tighten the axle nuts again. To take the 
rear wheel out. loosen the axle nuts and 
swing the hooks off the axle. To replace 
the wheel slip the hooks back over the 
axle, tighten the nuts and the whole ad- 
justment is complete. 
On the Relay is shown a patent chain- 
adjusting device which enables the rider 
by simply loosening the nuts on either side 
of the rear wheel to remove the rear wheel 
without taking the chain apart. The fork 
ends are of cold rolled steel, corrugated. 



with ths waihir eomigated to COTTOpotid. 
■Howies accur&ta adJUBtmeDt of the chain. 
Od Uie model * Humber 1> shown ■ rear 
fork chain adjuster, which Is ■imilar !□ 
coDilruction tu the chain adjusters In use 
OD [be Humben made In England. The 
rear tork ends Instead of being carried 
horltontal as before now slant upward at 
an oblique angle, and Ibe backstayi Instead 
of being braied to the rear forks aa here- 
tofore are separate and are carried back- 
ward or forward, as the case may be, with 
(be rear aile to tighten or loosen the chain, 
the object of this change In conitructlon 
being to cause the backstays Co help carry 



tray. This completes the operation, and. It 

la needlesa to aay, one need not worry about 
getting the rear wheel out of line or re- 
adjusting the bearings, tiecause with this 
eccentric adjuster neither Is disturtied. 
They USB the same method of adjustment 
on the rear wheel of their tandems, but the 
front chain on the tandems is adjusted 
with ao eccentric at the front crank banger, 
same as most of the other makers use 
In tandem construction. Nearly all the 
makers who make tandem* adjust their 
rear wheel, however, with their regular 
form of chain adjuster as used on their 
singles, a variation of this, however, being 




VICTOR SPHOCKGT. 



.rilh the rear forks the weight of the rider 
on the axle. 
The Wol IT- American patent eccentric 

chain adjuster la almost loo well knowD 
lo need describing. Slill It Is such a radi- 
cal departure, and withal such a good one. 



■Ides of the rear axle, running about ■□ 
Inch from the end. A pair of eecenlrlo 
disks, having a tongus or key to lit this 
sroote, are slipped an the aile. thus becom- 



it both chains at the crank hanger 

adjustment. 
Another varlallon In chain adjustments 
on tandems consists of tMltlng the crank 
bracket to (he frame so that by moving 
the crank bracket forward or backward the 
chain can be adjusted lo the proper ten- 
sion. The makers of the Juvenile "BISn" 
not only use this form of construction on 
their Juvenile tandems, but alao on tbeir 
single D-odels. and have In addition to 
■Ihod of reversing the bracket, so 



t It e 



li the 



either 



a part of ttie frame. Tb 
Justed from one side, the e 
logelher. By loosening on 



adJusUblUty of I 



r forks which permit] 




HUMnRR CHAIN ARJUSTKR. 



CHAPTER VH. 



HUBS, SPOKES AND RIMS. 



The wheels of the 1898 bicycle do not almost wholly disappeared, not only in 

present any very remarkable or striking this country, but in England, and, while 

novelties in construction. The old style we were importlnp, Bnglish safety bicycles, 

of slender cylinder hub with broad flanges all of them had direct spokes; but the first 

has, however, disappeared, and the tubular American safety bicycle built, the Victor, 

or barrel hub, with or without tlanges, is had tangent spokes, and so had the high 

the only one in use. But before surveying wheels previously made by the Victor Com- 

the sute of the art for this season let us pany. In England, until two years ago, 

take a look backward and see what led up direct spokes were very largely used, 
to the present types. At the Crystal Palace. 

London, England, was exhibited in 1889 a THE "SUSPENSION" WHEEL, 
bicycle that was built by Gavin Dalzell, a 

Scotchman, some time previous to 1846. Here American makers used direct spokes 
This was described as "being wonderfully at first, but at i resent all the American 
strong, especially in the wheels." these makers without exception use a tangent 
seeming to have stood the ravages of time spoke, and there are indeed very good rea- 
and rough usage much better than the sons for the use of the tangent spoke in a 
framework. The rear wheel, or driver, was suspension wheel, which is a structure 
of wood shod with iron, about 40 inches radically unlike che ordinary wagon wheel, 
in diameter, and had twelve spokes, each Any vehicle wheel receives the load of the 
about one inch in diameter. The front weight carried directly at its hub. through 
wheel was of similar construction, but the axle, and this weight, of course, tends 
only about 30 inches in diameter. The to bear the hub down to the ground. The 
wooden velocipede of 1866 usually had wagon wheel has stout spokes, as they are 
wooden spokes and fiat iron tires, and about planned to sustain the- crushing downward 
that time a very crude high wheel was strain; this strain Is wholly borne by the 
built in England by S. Madison, and this few spokes at any particular instant below 
in 1868 was improved upon by Edward the hub. the rest of them at that instant 
Cooper. In 1869 the bicycle called the having no work to do. In order to avoid 
"Phantom" was put upon the market. It the weight and clumsiness inevitable if the 
had wooden rims with rubber tires nailed bicycle wheel were made to carry the load 
on. On the inside of the rim were staples, in this way. the load is "suspended," in 
through which the wires were passed and effect, instead of being above and upon the 
screwed at the centre of the wheel. It was spokes. That is, the .load applied at the 
really the first practical suspension wheel hub is hung from the few spokes which at 
ever built. Its one fault being its liability the instant are directly over the hub; the 
to get out of order and the inability of the pull down on these spokes tends to depress 
mechanics of that time to true it up again, the upper part of the rim and thus to 
James Starley brought out a bicycle a little fatten down the wheel from a circular to 
later called the "Ariel." which had "lever an elliptical shape; but this flattening is 
tension" wheels and was popular. It had resisted by the spokes which are then 
double wire spokes and steel rims, and at horizontal, or nearly so, and thus the wheel 
the axle of each wheel was placed a lever retains shape. The thin wire spokes, which 
bar. would Instantly double up under a "crush- 
He next designed one called the "Spl- ing" strain, resist tremendously the tensile 
der" and for a long while all bicycle wheels puH. Imagine a thlck-spoked wheel with 
were therefore *alled spider wheels. In all spokes gone except those In say an 
1876 Singer's "Challenge" appeared in eighth of Us circle directly underneath the 
London, which had lock-nut spokes, with a hub and you have the ordinary wheel; then 
nipple attached. Nipple and lock-nutted Imagine a bicycle wheel with all spokes 
spokes long outlasted the construction of gone except a few directly above the hub 
that day. and they were certainly very and the few horizontal ones on each side 
far better than the butt-ended direct spokes of the hub, and you have the "suspension" 
used later on. wheel Illustrating Its own principle, it be- 
The first tangent spokes were those made ing supposed that the wheel In each case Is 
by the Coventry Tangent Company. In Bng- not moving but simply holding up Its load, 
land, and plao.ed upon tnelr bicycles and The wagon wheel Is "dished." that Is. the 
tricycles. A singular fact Is that for some spoke ends at the hub are not quite In the 
years after that, however, tangent spokes same plane with the rim; the spokes are 

67 




RDOtber, the object belae that tbe wood 
ma; have room to expand aDC 
somewhat, under cbajgeii In 




CRESCENT HUB. 



The ■uapi-nslon wheel l> alio dished, but 
(he dlih Ib ■ double one. tbe wheel In lec- 
llon being like [wo capital V'l. end to end, 
being somewhat wide at the hub. the Bpokes 
beiPB carried Irom the rim alternately lo 
one aide of the bub and the other. The ob- 
ject is lo stienKthrn the wheel laterally, 
fur If It were made all In one plane from 

load In a vertical dlrectloo, but would twlat 
o pieces under the first 






r Blve 



mated a better Idea of bicycle 
but may tllualrnte the fact that new p 
lemi have had to be met and new dev 
thought out and worked nut at every a 

CUNSTKITTIOS AND STRAINS 
Hilt AND SPOKES. 
Tllf jir.'BHUri' applicci nn thi- iH'duta ot 
bli-ycle causen a transverEP gtrnin on dl 



;, at the rim o 


r huh; but spokCB which 




t to the huh receives this 


in ilireitly. ai 




el. where the 


spoke l» bent or booked 




throuRh the nlde of the 




y thai the very bi'Kl tna- 


4l ntiil workma 


tinhlp he UBeT to prevent 




at tbis iiolnt. The tan- 


l-fpok.'d wheel 


heluE almost absolutely 


il la the h^Ri 


hlll-climWr. tor there Is 




■r as In tbe direct-spoke 


1.1. the (ranvp 


rse strain on the spokes 



Thj 

Id wheel have an- 
nouneed that they will market a bicycle 
having 30-lDch wheels, Probahly tbe only 
reason foi thla step Ilea In the dropped 
crank-huiger tad: ao that, by using larger 
wheela, they can still maintain the upper 
tube horlaonial, and get the required drop 
of from thiee to four Inches. Viewed In 
another aspect, however, It will be fouc ~ 



and c 



I the 



makera and riders <i 

of apokea. rima anil tires to Bt tbe 
same, and where they are not to be bad 
promptly dflaya will be sure to occur In 
repairing. The ruling alze of wheel Is QOt 
arbitrary, but baa been arrived at aa tbe 
best net adjuatment of all the coodltlons. 
and any change to wbat has heun thorough- 
ly tested and abandoned is to be strOQfCly 

"laapproved, unless (w"-'"- ■ -■ ■" - 

n this) substantial reai 
F"ew people realize 

ipplled to the pedals 
"l where the momen 
carry the rider far b 



Ich IK not the c. 

when full power Is 
a climbing a ateep 

d where ihr pull Is 



1 the spohei la 



the greater proportion of 
ed by the upper half ot 
correipondlng apokea am 
tlon of the wheel nenre 
Just explained. It will b 



the Btr.iin l>elnt; arcrnlualed at each down- 
ward stroke ot the pedals, EO that a single 

pared with its neighbor frequtnlly snaps 



On the first salelv bicycles built in this 
country 30 and 32 Inch wheela were uaed. 
Afterward we settled down to the uae of 
ZS-lncb wheels as a standard. There Is 
now, IwweTer. a alight tendency to rever- 




In line with the chain M 
lanl of time. Orlgfnallr all 
li' of what la known ■■ K»n 
igea of the 
__ ._.ered toward the OMItI* af 
They were made In thla vmMT 



to proTldfl tuOdent room for UppiDg and 
threadlDS tbe bub Dangei id that the direct 
mpokea wblcb were In use at that time 
could be dlrectlr threaded Into the bub. 

The 1898 tubular and barrel hubs are, of 
coane, tbe result of many proceieee. Some 
o( them are turued wbole from bar iteel: 
others are alamped out of abeet metal: 




clamp lucb be la uaed on the HumbeT 
wheel. Tbe oppoDeuta of tying the ipokea 
eaurl that the very atllfneaa and rlgldneaa 
which the wheel poiseaaea wben the apakes 
are tied baa a teudencr to alao crrstHllize 
them at tbe hub aanges aa well aa cause 
them to break. It mar. however, be here 
stated that the pneumatic tire acta as a 
buffer, and that tbe use of heavier rims aod 
more apokea, which are prominent charac- 
tarlatlc teaturea of 1898 wheel conatructloa. 
Insures tbe wbole wheel a greater Factor at 
latety thao heretofore hnowo In construc- 
tion, and therefore leu llabllltjr to let out 



Tbe RalelKh cfcla, an English production. 

' 'bleb came Into prominence In this 

because It waa Arthur ZImmer- 



eetB Id wblcb 
two-thlrda of the spokes were direct from 
some ot them are formed out of tubing, and hub to rim, and tbe remainlog third were 
a (ew ot the cheaper makers use malleable crossed at a tangent. It waa. however, a 
Iron or caat steel (or this purpose. All ot sort of a compromise betweeo the direct 
the spokes used are made o( either a ape- and tangent spokes, and ultimately led 
clal drawn steel wire or a piano wire. They the makera to use tangent spokes OblV. 
all possess great tonlonal or twisting 



strength, and the tensile strength 
stretch Is from BOO to 800 pounds. They 
averase In gauge of thick) nesa from 13 
gauge, which la expreased by the tlgurea 
.09E. to IE gauge, which la expressed by 
tbe tlgnrea .tt72. Front wheels have from 
twenty-four to thlrty-ali spokes aod rear 
wheels from Z8 to 40 spokes, and while It 
is true that all the makers now use a tan- 
gent spoke there are a great many varia- 
tions In lla use. The majority of tbem tie 
their spokes to each other where they 
cross. There are a great many ot the 
makers who do not tie tbem at all. there 
being some difference ot oplolon aa to tbe 
beneflt to be derived from this treatment. 

Those In favor of tying srekea aay that 
tyltg two or more apckea together at tbe 
croaatOR some dlsisnce above the bub 
ahortens the leverage from the rtm and 
practically gives tbe wheel an additional 
hub; that they are alao stirrer against side 
or lateral strain, and that the only good 
iBDgent sDOhe Is one that Is tied at the 
croaalng with Us mates. Tboae who are 
oppoaed to tying spokes say that tying 
them together 



THE WOOD WHBBL. 
mber of attempts were made a (ew 
igo to introduce hickory wheel* in 
r the wire auapenslon wheels, among 




Infleilble, and that 



WOLFF.AMBRICAN HUB. 

the moat noLabte being a bicycle built by 
Sterling Elliott, and called tbe "Hickory" 
Tbe frame was built or tubing as was usual, 
hut [be wheelB^hubs, spoken and rims— 
were made of hickory, tbe spokes being 
known as radial siiokes. In order to 

., ™, ,„„, .,,..0 malQlaIn Its rlgldness and to carry tbe 

les them too rigid and pneumatic tire the rim waa surrounded by 



process of wiring 




etalllc band 
id. The public did 
ot bicycle wheel, at 



: the 



1 this 
d their manufac- 



Mr. Elliot! placed a pair of these 1 
bearing hickory wheels wUb pneumt 
Ikes on a high wheel sulky, whlfh hsd b 



suit n 



rerted ti 



ilBblog. 



e whee 



STERUNO HUB. 



tbem and soldering them together has a 
tendency to cryalalllie the apokea at tbis 
point owing to the beat required to solder 
Ibem. This part of the argument, how- 
ever, haa been met by not wiring and 
soldering *he spokea at the croaalng, but 
by pinching on them at this polot a metal 



Inch bicycle wbe 

pneumatic tlrea. and lh> 

uee hod been that (he times of the 

borsea have been reduced six to ten 

per mile. Ot course the present 

aulky Ii built specially with archi 

and frames to carry ihi 



PB but ZS and 30- 
ball bearings and 



oltlng t; 



a whee 



lod old "ordl- 



't head on the e 



KTe drawn throu([h the hoUa In tb« Bvigea 
of thv hubs Bre not u popular as lormer- 
ty, a great ntanir ot tha makera having de- 
parted froni thli metbod. Dow uilng a 
■poke which ii itralsht from tha hub to the 
Dlpple. Ther cUEm tor thli method that 
the abaeDCe of the bend Id the ipoke mlnl- 
mliec the llabllltr of crrstalttiatlon which 
1« M apt to eiUt Id Bpokea of the bent va- 
Tletr. ThiB Bt;la of direct taDgent ipoko 
waa flnt ihown Id tbla countir In 1S92 bf 
the makers of the LIbertr BDd amODS tbe 
moat prominent uiera ot thli (trie of bub 
are the makers of the Spalding Victor 
Crawford and the Iroquois and which art 
almost duplicate! of tha Llbertr hub Tht 
Keating differs somewhat from these Inas 
much as the projections from tbe sides of 
the Banges are not opposite each other but 
are placed alternatively to receive a sIdrIc 
spoke Tbe Ubertj hub mar be best de 
scribed as follows It Is a one piece hub 
with lateral projections from (be sides or 
BaDges sod these proJectlODS are drilled to 
cariT tbe beads of two stralgbt spokes 
each spoke runnlni Id a straight line to 
the opposite side ot the rim The usual 
style ot hub baa a plalD clrmlar flange with 
holes driled Id It to receive the spokes thU 
makes It necessary to bead the spokes at a 
right angle at the end where they are Id 



The makers of the Wolff-American (who 
■re also renowned as great makers of 
wire) claim that there Is no necessity tor 
the use of a direct tanEent spoke It tbe 
proper quality ot wire Is used for making 
tbe spoke whlcb bss Its end beat it a 
right an(;1e, and that while It Is undoubted- 
ly true that the spoke Iient at right AQ- 





M ^ # 



CLEVELAND HUB 

sert«d over the face ot the hub This somi 
times rendered them liable to break anO 
(heretore r hat Is known as [he dire t 
tangent spoke nas Invented 
In this mflhod nf construction the hub 



LIBERTY HUB. 

gles at tbe end does strMch Its fibres on 

one side ot the bend aod compress them 

on the blher still If the spoke flanges and 

ipoke hnles and tbe nipple holes at the 

■■a were onlj Ir lied at a proper angle 

each olh r there would be no danger of 

brokfD spoke All 1S9!I spokes are 

aged and bult ended Formerly spoke* 

were knonn as upset and butt-ended 

Upst.ttliK B spoke ruDBlBts In heating tbe 

ind driving It bsckwarils thus mak 

thicker than the rest of the spoke 

The obJeedoD to this practice consisted in 

' -ndeney to crystallliatlon where the 

■X ended Swaging a spoke cod 

In leaving (he butt ends ot the spoke 

r Einal tbirkness nf the wiie and r« 

duclng Ibe diameter twtween the ends by 

hammering process In a macblne built 

r the purpose to a gauge or two oiiallar 

an tbe original thlckneas Tbla method 

making spokes reduces the weight 

lies tbe heavy portion where It Is moat 

el d and ad Is great tensile strength 

tbe spoke In making a spoke by this 



t like that of a 



.; the 



end of tbe spoke, and the entire spoke Is li 
It-nslon. The esrly makera of direct tan 
gtnt spokes found it necessary 
these of a somewhat heavier and sottei 
wire thsn the tangent spokes which 
bent St right angles to form a hook, 
" ' ■ "t thick wire proved 



lalilp. e 



with d 



could he kept 

simkea were apt in rompresslon to slide 

Ihrough the end of (he flanges on the hub 

who use direct tangent spokes are making 
them very much thinner than heretofore, 
and ot a harder quality of wire. In tact, 
the makers ot the Crescent (also having 
these direct spokesj use probably ai light 
and as tbin a wire w any of tha msAers 
who tiM » spoke with a bend at the and. 




what sborter than the length reqtilred. ■• 
the swaging has a tendency to draw tbam 
nut in length, and In the beat of mo&ttm 
practice of spoke making the tbrcada ue 
rolled on by machinery Instead ot havlac 
tbem cut on by a die, as tormBrlr. Hm 
rolling proceM baa this sdvutASi^ IfeM tt 



does not reduce the diameter of the ipoke 
and cut away so much material aa the die 
threading proceia. 

VARIOUS STTL.BS OF HUB AND SBLF- 
OILING DEVICES. 

The makers of the Sterling, who have 
alwayii used a direct tangent spoke in 
connection with a hub having a corrugated 
flange, show a new hub this season. It 
is machined from a piece of bar steel. The 
flanges or teeth are somewhat like a small 
rear sprocket. They are, however, of the 
double hollow construction, and on the rear 
hub on the sprocket side part of the flange 
is cut away on the outside, leaving a large 
opening in the tooth, which sits between 
the teeth of the sprocket wheel, so that a 
*sipoke can be readily inserted without re- 
moving the sprocket wheel, and through 
the flrst-mentioned hole the spoke is pushed 
forward and upward through a buttonhole, 
and is then slid in a T-slot either right 
or left to its seat, each tooth in the flange 
thus carrying two spokes, one to each 
side of the rim. On the left hand side 
of the rear hub the construction is reversed, 
the flanges not being cut away as on the 
right hand side, and the spokes are in- 



of the first large tubular hubs shown in 
this country, is made of steel tubing with- 
out either projection or flanges, but has 
a buttonhole device which greatly simpll- 
fles the replacing of spokes. Inside the hub 
and underneath the spoke holes is placed 
a dust-proof ring which prevents the in- 
trusion of dust into the bearings. They 
use a hollow axle containing an absorbent 
wick saturated with oil. In the axle over 
the wick is a minute hole on each side, 
through which the oil is drawn by centrifu- 
gal force by the revolving of the balls, and 
thus is supplied to the bearings in the 
crank hanger in the same way and auto- 
matically the supply la regulated by the 
deminnd. 

The makers of the Cleveland also have an 
automatic oiling device on their hubs. The 
wheel and crank axles are tubular and 
hollow. This space forms an oil receiver. 
In order to prevent the oil from escaping 
from the hollow axles the end is plugged 
with a screw: under the head of the screw 
is a piece of packing, making the joint per- 
fectly tight The flow of oil is regulated by 
wicking drawn through small holes drilled 
in the axles close to the bearings. These 
holes are plugged so tightly that the oil 
will not escape when the bicycle is not In 
use. The moment the wheel begins to 




STEARNS SBLF-OILINO ORANK-HANOER MEXSIANISM. 



serted through a similar opening as before 
described on the inside portion of the hub 
and flange. On both sides of the front hub 
a similar construction is employed as that 
in use on the left side of the rear hub. 

The Windsor hub is of the corrugated 
pattern, having a double flange In which 
the spoke holes are drilled, and with a 
buttonhole device for inserting the same. 

The Crescent hub is built with a straight 
flange over the body of the hub. and this 
hub flange is turned over, forming a wide 
bearing surface, which is drilled for the 
spoke holes, and underneath this outer 
edge a buttonhole device is placed in the 
body of the flange by which the spokes 
can be easily removed and replaced, and 
without the removal of the rear sprocket. 

The Columbia hub has a series of studs 
Inserted in the body of the hub and 
through these studs holes are drilled, and 
the direct tangent spokes are inserted 
therein. 

The Eclipse hub is turned from the 
solid bar of steel and has two flanges at 
each end; these flanges have alternate slots 
and holes. A T-head spoke is inserted by 
passing the head down the slot and pushing 
it sideways down the opposite hole in the 
adjoining flange. 

The Wolff-American hub, which was one 



revolve cal;>lllary attraction produces a 
drop of oU at the end of the wicking. 

There is this to be said in favor of both 
the Wolff-American and Cleveland devices 
that there is no danger of losing any oil 
cups, and that after a long, dusty ride oil 
has not surrounded the hubs and crank 
hanger bracket to which the dust can be 
attracted, and the bicycle is therefore very 
much easier to keep clean. The makers of 
these styles of automatic oiling devices 
claim that they will carry a season's supply 
of oil, but even If this should not prove 
to be true. It is only necessary to lay the 
bicycle on its side, remove the plugs in 
the ends of the axles and pour oil into tha 
reservoir. 

WOOD RIMS. 

As has been already noted in the article 
on tendencies, the wood rim has undis- 
puted possession of the fleld, not a tingle 
American maker cataloguing a steel or 
other metal rim. Even the makers of the 
Eagle, who formerly used an aluminum 
rim. now offer it as an option only, and 
show all their samples with wood rims, 
and this may again be regarded as a re- 
version, the original type of the old "Dandy 
Horse" velocipede having bean built with 



71 




wood rims and shod with iron, the only 
difference now being that we use wood 
rims shod with air. and when the "good 
old ordinary" came in yogue steel rims 
were introduced. On the ordinary, how- 
ever, which had opiy small solid tires, the 
rim wan a narrow grooved one, and pos- 





PLYMOUTH RIM. 

sessing, as it did. very little lateral 
strength. It had a great tendency to buckle 
under the force of a blow or a collision, and 
when the safety came in vogue this same 
Idea of rim construction ,was carried Into 
it. An improvement was made, however, 
in their construction in making them of a 
double hollow construction which increased 
its lateral resistance, but in case of acci- 
dent made them extremely difficult to re- 
pair. A little later, when the cushion tire 
arrived, the single rim and the double- 
hollow rim were used, making them, of 
course, of a larger cross-section to lit the 
tires used, and when the pneumatic tire was 
invented the steel rims first used very much 
resembled a band of hoop iron used on an 
ordinary wash tub. Afterward double-hollow 
rims were used on bicycles with pneumatic 
tires, and single rims which were fluted or 
corrugated in order to give them additional 
stiffness were also used. In 1891 McKee & 
Harrington of New York City, the makers 
of the Lyndhurst, Introduced a bicycle 
having wood rims. These rims were made 
of second-growth white ash and were of 
the single-piece variety. Joined together 
with a long, tapering "skive,** and the en- 
tire rim and Joint were covered with nat- 
ural color Pongee silk, which was glued on, 
producing a watertight rim. This lim 
was the production of Mr. Charles Harring- 
ton of this firm, who for many years be- 
fore entering the bicycle business had been 
known aa a practical wood worker. Mak- 
ers and riders were very skeptical of the 
value of the wood rim, but after a few 
well-known racing men had won a few 
track and road events on them and the 
wood rim had shown its utility and value 
by its increased resiliency and speed, and 
that it was stronger across its lateral plane 
than a steel rim of au> type could ever 
hope to be, and with its non-liability, there- 
fore, to buckle In a collision, it became a 
popular thing, and ^ less than two years, 
as has been seen, it has completely routed 
the steel rim out of the American market. 
In England, however, owing to the large 
use of the detachable tire and the moist 
climate, its advance has not been so rapid, 
but it is coming along even there, and it 
bids fair to supplant the steel rim there in 
another season or two. One-piece rims are 
not so largely used as heretofore. The 
laminated rim as now made, which was 



originated in 1893. seems to be the most 
popular one on a majority of the high cost 
bicycles on the market. It Is to be noted, 
however, that the rims of this season, al- 
most without exception, are broader across 
their face and thicker through in section, 
which is an especially good feature. Inas- 
much as it gives the tire a larger and firmer 
bed to rest upon, so that is is not so liable 
to be cut by the edges of the rim. Of 
course, making the rim broader and thick- 
er and heavier takes away some of the 
points which were formerly used in its fa- 
vor, notably those of light weight and resi- 
liency. The up-to-date wood rim more 
closely approaches in weight the lightest 
possible form of steel rim, and it is a no- 
table fact that the wood rim is the only 
prominent contribution in bicycle construc- 
tion that America has presented to the 
world, and there is good reason for this, 
however, because our Yankee and our West, 
em wood workers have long been famous 
for their progress in the art of wood work- 
ing and wood bending. One of the most 
famous wood benders Is Mr. H. H. Shepard 
of New Haven, Conn. In 1889 he had the 
temerity to send to the Paris Exposition, 
in the care of a French exhibitor, not wish- 
ing to go to the expense of a personal 
representation, some samples of his wood 
bending. These samples came in direct 
competition with the great Vienna, (German 
and French wood benders, and although Mr. 
Shepard, as before stated, was not person- 
ally represented, to his great surprise the 
Commissioners unanimously awarded him 
the only solid silver medal for superior ex- 
cellence in that department. 

This same Mr. H. H. Shepard (who, by 
the way, is a six-footer and bearded like a 
patriarch), in a lecture In New York City 
on wood-bending before the master me- 
chanics of the Carriage Makers' Associa- 
tion, placed his audience in good humor 
with him when he declared that his earliest 
recollections of bending were when, while 
a boy, his mother bent him over her knee 




72 



KUNDTZ RIM. 

to keep him straight. The Shepard Is a 
one-piece wood rim of second growth white 
ash. The ends are butted together and an 
ovoid piece of hardwood is inserted over the 
butt ends on the Inside of the Joint This 
insert extends about three inches each side 



of the butt-ended Joint and Is flush with the weather, which has been considered a detri- 

remainder of the rim. These rims are bent ment In building up rims of the old style. 
by compressing the inner surface in a hy- One of the most popular rims is that 

draulio press without stretching the outer which is known as the Fairbanks-Boston, 

periphery of the rim. This method short- A laminated wood rim U one. as is now 

ens the inner surface about six Inches, quite generally known, formed of cur- 

thereby greatly toughening the inner sur- villnear maple segments, indlssolubly 

face of the wood. The average weight of cemented into perfect unity under enor- 

the steel rim formerly used was about 24 mous hydraulic pressure, which, because 

ounces. The average weight of the wood of this principle of Jointure, remains per- 

rim used for a cemented-on tire as flrst fectly true both laterally and In periphery, 

made was about 14- ounces. The average while the transverse grains of the adjoin- 

weight of the wood rim In use to-day is ing segments or laminse absolutely pre- 

probably about 18 ounces. vent splitting along the line of spokes in 

the impact of collision or shock. The fact 

VARIOUS MAKES OF WOOD RIMS. that no single Joint extends through the 

.. . _ ^^ I. «„ii«^ *>... iir« rim effectually overcomes any tendency to 

Another Popular ^mjs .^j'f^ tb^ Wl- ^^^^^ ^^ ,^ direction or manner. The 

nona Th« procws of makln^^^^^^ ^^^^^ ^^^ ^^^^^ curvilinear segments of 

?l?eren"e^'rt'l^e^^^^^^^^ l^'^l^J,-^^ Z^ T^ ^t ^^'^. f^^SJ 
k^ r4%t?n^^;:t*^gV^l^o%J^^^^^^^ maSertlc^^l rxL'ctSrtrrou%^^^^^^^^^^^^ 
T^^tTis''oi^fouX!'\l^^^ ^'\'^-^'\ tbus insuring absolute un- 
^ the ouUide upset. The process used pre- J*"?^^^ ^.^^Ll*'''" ^*^°»*°"°8 to the ad- 
vents stretching of the outside fibre of the ^°i?.^°« segments. 

rim and actually upseU the ouUlde a. well . ^^^ overlapping ends of each segment are 

M the Inside, thereby interlocking the en- J^ »P«c»al machinery then "scarfed • to 

STre fibre and doubling its original strength. !^^^^^\^^^ff\ obtaining laps equal in 

They use a plain beveled dovetail Joint. 1^°^^^^*''^^*°* "^^ *° ^°^*n ''^if "^^' " 

They also make a laminated rim. and what «?^® j"^^^ P^,?7«'», ^«>"«ct. By this process 

At r«ii ^ mX^^^^A fim Thii iMm iioa ^^ beudiug tho rims do not require steam- 
they call » "f^ewed rim. This rim has ^^^^ disintegrates the fibre of the 

screws at "Jf «,«^J"^^«7*\»/"^^^^^ wood, and in cementing the Joints the 

^}fy.''^ *^ "2 « ?^^i^!l. S?™in nn fhi three laps lire placed at points of the cir- 

of the groove as the grei^tMt strain on ^^^ cumfereSce of equal distance apart, ren- 

rims is cau8«dj)y the spokes which some- ^^^^ ^^^ ^^^^„^ strength absolutely unl- 

times ''^""l^ 1° «P»"»°« ,^^^« form in all parts. In compressing the 

have undertaken to overcome this. or. ggpn^nts of the rim together hydraulic 

rather, to strengthen the rim by putting in p^ssure is apDlIed to the oeri^^^ the 

these screws. The illustration »hows a ^^^ ^,^^^ the application of the cement. 

sectional end view of the rim a^fJ^® ™*°: An enormous pressure is applied equally at 

°S" ^''a,?" wl°* ^^ ^^^17^ 2^?-. if l..t^ all circumferential points, and It is main- 
side. The Winona rims are made of butt ^^^^^ ^^^j, ^^^ c^ent has completely 

cuts and they use what is known as a ^y^^^f^^^ t^g t^ree independent segments 

second cut rock elm only for th«Ir rims. ^^^^ ^^^ ^^^^ ^^ ^ permanent circle. They 

Rock elm has dark streaks running through ^,3^ ^^^^ ^^^ j^ j^^^^^ as a covered 

and is dark in color, differing "*!???: laminated rim. the enveloping fabric, which 

from second growth white ash. which la ,, ^ special quality of pure Irish linen, 

very light in color. . *v » 1, fitted exactly on the rim and secured per- 

A well known wood rim i" that known manently with liquid cement, and it Is 
as the Plymouth, which consists of a single estimated that enclosing the rim in this 
piece of rock elm bent Jointed and turned manner imparts at least 30 per cent, to iU 
on a lathe. The Joint in the Plymouth rim gtrength. with a corresponding increase in 
is so constructed that the ends come to- j, resiliency, and these rims are therefore 
gether square across. It consisU of a recommended in damp climates, and for 
series of tongues and grooves Interlocking, ^gg q^ tandems and other multicycles. All 
the tension of the spokes making them ^jj^ makers furnish their rims In a 
tighter instead of straining them apart, natural varnish, and also stained in Imlta- 
One of the, special features of the Ply- ^i^^ of rosewood and other woods, and 
mouth rim is the fact that the spoke holes many of the makers in addition to this 
are eyeletted and are thus made water- furnish the rims painted and striped in 
proof. The illustration shows their rein- different colors, in many instances match- 
forced Joint. Ing the colors of the enamels used on the 

The Kundtz is known as a double rein- frames, 

forced rim. It requires two rims to make At the *96 Cycle Show papler-machd rims 

one, and the manner of cementing one rim were shown, for which great claims were 

into the other, with a section of thin wood made and a great deal expected, but none 

between them, which has its grain running of the well-known manufacturers adopted 

crosswise to the two main sections, as them, and the company that brought them 

shown in the illustration, produces one of out has since gone out of existence. Trials 

the strongest wood rims made. Another within the knowledge of the writers proved 

improvement In this make is the fact that that these rims as made then were not 

Its glued Joints are not exposed to the practical. 



78 



CHAPTER VIII. 



EVOLUTION OF THE TIRE. 



At all times through the history of the which Is always ready for use, and which 
art of cycle construction distinct effort*, works without rubbing surfaces. When an 
were made to decrease the vibration and to obstruction is encountered it sinks Into the 
Increase the velocity, and none of these ef- tire and the bicycle rides over it without 
forts were successful with the exception of vibration or jolt being communicated to the 
the pneumatic tire. rider. Its next great point of advantage Is 
Indeed the pneumatic tire has been well of course Its speed. The Invention of the 
descrll>ed as being "the great marvel of Dunlop, or Inner, tube tire In England 
bicycle making, both literally and flgura- was followed In England by the Invention 
tlvely, and the foundation upon which the of a type of tire known familiarly 
modem bicycle rests." here as the hosepipe tire. The hose- 
Spring forks, spring frames and springy pipe or single tube tire was first sug- 
saddles were at one bound replaced by It. gested and fully described by I. W. Booth- 
Invented late In 1888 by John Dunlop. a royd of London, England. In a letter to the 
veterinary surgeon of Belfast. Ireland, It Cpclist in 1890. He ^Id not. however, 
was tested quietly for nearly a year In patent the tire, and he has, unfortunately, 
and around Belfast before being launched no pecuniary interest whatever In the sin- 
on the British and foreign cycle markets, gie tube tire. The old Dralsene, the wood- 
and Its success In 1889 and '90 was so re- en and Iron "Boneshakers'* or velocipedes 
markable that it was regarded as the dis- all had Iron tires on wooden rims. The 
tlnctive feature of the decade. The first phantom, an English production, was the 
pneumatic tires were received In this coun- first bicycle put upon the market that had 
try in the fall of 1889 on some English wooden rims and rubber tires. Its rubber 
bicycles. They were placed on a flat steel tires, however, were nailed on. When the 
rim, were about 2 inches In diameter, and ordinary came into vogue, U and V shaped 
the outer shoe or cover had a heavy, thick- steel rims were used. These were usually 
ened tread, and was fastened to the rim by made solid, although some of the makers 
two canvas flaps, which were silt to pass made them hollow. Into these rims solid 
the spokes, thus completely enveloping the rubber tires were cemented, and a few of 
rim. The Inner tube was a very heavy the English makers had an arrangement for 
one. not nearly so resilient as those in use fixing them In mechanically, with corru- 
at the present time. The great features of gated wires. They avaraged % and 1 Inch 
this tire were, however. Its strength and in size and were very comfortable riding, 
Its non-llabllity to puncture. Its chief oh- although they were somewhat heavy. Be< 
Jections were Its great cost, its enormous tween 1876 and 1882 there was a tendency 
weight, and the difficulty to repair when to decrease the thickness of the rubber 
once punctured. It was almost a day's tire and a perfect fad ensued for thin 
work to soften with naphtha the cemented tires. This, however, like other fads In 
flaps, remove them carefully from the rim. bicycle construction did not last very long, 
withdraw the Inner tube from its envelop- and a few years later there was a distinct 
ing tube of seamless constricted canvas tendency to return to tires of a larger 
which enveloped It to repair the puncture diameter. Shortly after the safety bicycle 
and to replace the tube and to recement the was introduced in this country the cushion 
flaps to the rim. This type of tire Is. how. tire was invented. This was usually a large 
ever, now extinct, save that Dunlop's fun- round rubber tire, which was moulded with 
damental Idea of the pneumatic tire still a core in the centre and which, when wlth- 
prevails with modifications only in methods drawn, left a hole varying in size from \i 
of attachment, material and details of con- to % of an inch, according to the size of the 
struction. The advantages which the pneu- core. The ends were then lapped and then 
matlc tire possesses are so many and so vulvanlzed together, forming a complete 
well known that It is not here necessary, circle and having an unouncturable air 
however, to enumerate them. Comfort to cushion of small diameter. The objec- 
the rider is. of course. Its greatest point, tlons to this style of tire were iU weight 
Vibration Is Intercepted at the best possible and cost. It was, cf course, superior to 
point namely at the point of contact be- the solid tire, but greatly Inferior to the 
tween the tire and the ground, and thus pneumatic tire m every way, and. coming, 
the vibration Is not distributed through the as It did, into existence at about the same 
entire structure of the bicycle, the air time that the pneumatic tire did, of course, 
cushion of the Ure being reaUy a spring it did not survive. One of the most popular 

74 



American cuihloo Clrea at that time wia 
the Victor. Tbcr uieil a hollow rim aod 
tbe tire waa a ilmple arch ot rubl>er ei- 
tendlDg Irom edge to edge of Che rim. 
Its aide walla wbre held agaloat ipreadlng 
br aide flangea having rounded edgei, and 
which the tire covered and protected. The 
hue ot tbe tire reited upoo a horizontal 




MORGAN * WRIOHT TIRE. 



Mm bed, and wblcb added greatlr In bItIiib 
lateral atlffneaa ta the lire and strength to 
the hollow rim. Uke tbe pneumatic tJre, 
thia tire d lap I seed Inwardly under prea- 
aure, aod [he moTement ot Che rubber waa. 
therctorc, wbolljr radial, which accounted 
for the great elaattcltr ol the Victor cush- 
ion tire. These tirea were not. however, 
cemented to the rim or atretched over the 
rira, bul were compreaaed to the rim by a 
peculiar proceaa ot Ihelr own, and It waa 
almost Impoialble Co pull a Victor tire 
from (he rim. In 1S90 T. B. JeRerr 
of the Gormully A Jeffery Manufacturing 
Companj' ot Chicago, who hail Invented a 
detachable tire In the days ot the use ot 
the wild tire, conceived tbe Idea ot ap- 
plying hlB previoua Ideaa In regard to de. 
Cacbable tires to the pneumatic tire, and 
tbe result waa tbo luventlon of the O. A J. 
lire with a corrugated tread. From year 
to year It bas been Improved In detail, 
always retaining tbe comigatlona, the 
number of wnlch Is changed annually to 
lodkale tbe year ot manufacture, but the 
principle of the tire remains unchanged. 
The G. & J. tire, aa adapted to wooden 
rlras, bas proven a great aucceas. The 
wood rim la made with a aquare central 
groove, with a aupplementary groove at 
each aide with double beads at each edge 
ot the outer caae ot the lire, which fit Into 
the grooves of tbe rlra. The tire Is so con- 
structed that the eutlre strain of the air 
pressure comes upon tbe aqusre central 
groove, where the rim Is strongest. The 
outer cover la made with a aupplementary 
flap. In applylDg the tire tbe edge ot the 
case having the flap la placed on tbe Htn 
first. The flap extends a little past the 
edge of the rim. and the other edge la 
easily slipped under the supplementary flap 
Into Ita place In the rim. 

A tire somewhat similar to this was In. 
vented In England about Che aame time. 
known aa Bartlelt's Clincher, and manu- 
tacCured by the North Britlab Rubber Co., 
under Bartlett's palenta. and a tire largely 



used In thia country In 1B31 to 1893 wa* 
that liDOwa «a the Bldwell-lliomas tire, 
and which waa almllar In conatructlon to 
the DunlDp tire already described; and 
among tbe early American tires In addition 
Co those already mentioned were tbe bose 
pipe tlrea known aa the Columbia, Ideal. 
tbe New York Belting and Packing Cu.'a 
Protective Strip and the Palmer. But even 
ot tbeae. some that have aurvlved have un- 
dergone some radical changes In their con- 
struction. The Dunlop tire, for Instance, 
now has an endless wire In each aide of 
Its outer shoe. The Inner tube lies In the 
base ot tbe rim, and when Che Inner tube 
la inflated tbe air pressure holds the outer 
shoe to the rim. The Dunlop, although 
It la largely used lo this country, Is still 
more largely used In England, although 
plans have been laid by the American 
makers ot hosepipe tires to increase tbe 
sale of their product In England this year. 

To the makers of the Columbia, however, 
must be given the credit of Introducing 
the hosepipe tire In this country, tor In 
1892 they were practically alone ta their be- 
lief that the single Cube tire was tbe earn- 
ing tire. Tbe hosepipe tlrea made at that 
time were, of courae. vary heavy and dltll- 
cult to repair, but Cbey continued to manu- 
facture them and gradually becama skilful 
In Cbeir processes of manufacture, and de- 
veloped repair methods that are still In 
use. At the Chicago Cycle Sbowa ot 1S95 
there were only two tire makers who ex- 
hibited hosepipe tires, but a year later 
at the shows nearly every great tire maker 
In the country exhibited hosepipe tires, 
and since thsc time they have been the 
moat popular tires la use In this country. 

Mention here sbould be made, however, 
of the Invention Id Ibis country at this 
time ot whut has been popularly known aa 
the Morgan ft Wright Inner tube lire, and 
which differed from the detachable Inner 
lube tlrea In Its construction, tbe outer 
shoe resembling a hose pipe tire with the 






that o 



n Bide : 




BUCRBTH RIH. 
silt open tor about six Inches each side ot 

the valve stem, and the Inner tube ta 
drawn Into tbe shoe Ibrough this opening. 
When the tube Is placed In position the 
sUCs, which have eye-holes on their sides, 
are laced together, and tbe tire Is cementod 
to Che rim. The Morgan A Wright Ura la 
one ot tbe most popular on the market, and 
baa been Improved bf placing In the In- 



■Ida o( tbe Inner tube what li knowD u a 
quick repair strip. 

The Qukk Repair itrlp la almplr the ad- 
dltloD ol a lb Id web or Sim at rubber 
which lies Inelde of tbe inner lube Beit to 
tbe rim. Tber also make tbl> rear, tor 
the flrst lime, a liDBle tube tire coDtalnlos 
tbli quick reoair strip, ao that punctures 
can be eaally repaired without plusa and 
vlth tbe added advaatage of pennaaeDce. 
This tire also has a tsItb wblch can be 
removed so thai a dcfecllve Tjilve steni 
does Dot mean a ruined tire. In making 
the lire the Inner rubber lining Is vul- 
canized betore the tire is built up Initead 
of afterward, so that It la much less ilkelir 
to have boles In It or leak. Another ad- 
vantage oI tbls type or single tube tire Is 
that large cuts In It can be readll; Tul- 



e Palm 



■ also 



B that has survived. In constr 
tlon the Palmer lire differa from ot 
pneumatics In Ibat linen threads are u 
instead ol woven cotton fabric. To 
tbe language of the Inventor. "Upon a p 

gum tulw is wound spirally two lajeri ^ 

■[ Ihread Imbedded in rubber enect of this consti 



t with Its neighbor 
two layers separated from each other by 
a wall of pure rubber, and one wound at 
an angle of forty-five degrees to the other. 
This method makes a seamless, eodleas. 
spirally laid lube, unequalled In strenglb, 
speed and durability. In combination with 
resiliency. lis advantages are summed 
up as folloo's: Each thread being laid 
straight under high tension and at a tan- 
gent to tbe rim of tbe wheel, power is 
transmitted without loss. BJaeh thread 
being separated from all neighboring 
threads by an elastic body o( rubber, they 
arp free to move over each other wllbout 
limits ol Ibe eiaaticlty of 
In combination 
■Ibed, gives the 
possible speed and reslilc 



tbe tumbuckles are exposed and can be 
readily operated. 

Among the old tire makers who are still 
In tbe Held arc the New York Belling and 
Packing Company. Their League Special 
single tube tire Is a high speed road tire, 
constructtd <A precisely thesame rubberand 
fabric used in the League racing tire, the 
quantity ot each being praetlcallydoubled, 
1o give the strength and wear required for 
road service. The rubber Is fine Para, tbe 
fabric Sea lalaod. strong and light, woven 
BO that each individual thread has free play 
In every direction. Tbis elasticity of tex- 
tui J permits the tire to yield insuntly to 
obstructions, carries it over small obstacles 
without Jolt or Jar and reduces vibration to 
a marked degree. 

Tbe Vim tire people, who were the first 
In the field with the famous pebble tread 
tire, are this rear showing a new design 
which they call the "Vim Serrate." This 
ti™ has a narrow atrip of perfectly 
smooth rubber about tbree-elghlhs of an 
Inch wide encircling tbe tire on the tread. 
On either side ot this strip are eight Dn« 
iccurately moulded corrugations. The 
- ■' ■ Is to produce a 



which hi 
1 the 



recliy smooth t 
e Is vertical, but wbich wbe 
Inclined at an angle in round 
bring these aerratlona i 




frlclio.. .. 

the said rubbei 



cushioned b] 
strength of 
there Is absol 
threads, they 
Hence durBbill 



soft rubber, the whole 
he Ilbrea is ullllzed. As 
lely no friction between the 
cannot wear each other out. 



Wbnl.' 
Iti 






biHly. 



lending spirally arou 
nglh and Imbedded In an eiss 
iicquality In ir'Dslon aiitupts 



INDIAN ARROW TREAD TIRE. 



Ing the 

slip In tunilog corners at speed. This de- 
sign combines the advantages of tioti) tbe 
smooth and pebble tread, and In addition ta 
Its uiillly in tills direction gives tbe tire 
a very stylish appearance. Tbe Serrate la 

the early 'OS model sample wheels. Its ap- 
pearance [a certainly In Its favor, but It r 



I how 



L will t 



through bad 



nn detachable 
n as the Libert] 

■R Instead ot be 



,llh the public. 

The '98 Defender Special slngte tube tire 
■ manufactured by the Kokomo Rubtker 
Company. Kokomo. Ind. Tbe material 
ised in the construction of this tire la the 
ame as waa used In the '9T I>efender. ba- 
ng tbe floest of Sea Island cotton fabric 
nd Old Upriver Para. The tire Itself does 
lot differ materially from the Defender 
Ingle tube, aside from the tread, which baa 
I corrugation about one-half Inch «n 
Itber side of the centre of tbe tread, and 
s entirely new and very sighlly. 
,,r,n.,,. .,.- — * novelty In treads ia a tire called the 

B key Into the "Won't Slip " which was invented by C 
n using Ibla tire •'• Bailey, the Inventor and patentee of 
,..„ the tumbuckles Bailey's rubber bruabes. Tne entire tread 
I He' on the Interior ot the tire la covered with ronnd teaU 
euae o. lub .i-^. ~ that by deflating the closely set together. The maken waj it 
Ut« alltliUr Bad piubtnK the Am back wiU tut sUp under Mr coaOltieM at Mn>- 



buckle, having right a 



Into holes 






) Ihe edges o 






tumbuckles. 



edge of the rim, i 



face. Biicb as wet car railfl, asphalt or yields freely at its side walls. They claim 



macadam, and that it is 90 per cent, punc- 
ture proof when under pressure. 

The B. F. Ooodrich Company of Akron, 
O., make a corrugated rubber tread band 
which is endless and which can be applied 




DRFADNAUGHT TIRE. 

with rubber cement to the worn treads of 
all kinds of pneumatic tires. A pair of 
these treads cost only $1.50. They look as 
if they might be a practical thing. The 
Hodgman tire, style F, has a fleur-de-lis 
design on the tread. This may be regarded 
simply as a novelty in roughened tread 
construction. 

The American Tire Company of New 
York are marketing a new tire called the 
Apex, thG base of which is round, but the 
whole construction of the tire somewhat 
resembles an arrow or spearhead, and on 
the point of which is a very thickened 
tread preventing puncture, but having thin 
flexible side walls. The India Rubber Com- 
pany of Akron, O., have a tiie presenting 
what they call an "arrow" tread. It has a 
small arch or rib on the centre of the 
tread of the tire, from which run tapering 
ribs to the sides somewhat resembling an 
arvovi in shape, the idea of this being to 
prevent side slip on wet or greasy pave- 
ment, and on turning corners. 

The Dreadnaught tire is a peculiar one, 
its peculiarity consisting in having an ar- 
ticulated tread band, which consists of 
pieces of wood having concave sides and 
pivots between them which enables free- 
dom of yield with the give of the tire, but 
preventing sharp pointed projections from 
passing between the joints, and this articu- 
lated band is enveloped in a bed of rub- 
ber that is coated with a suitable fabric, 
the arrangement being such that the in- 
dividual members of the band have free 
movement, enabling the pneumatic cushion 
behind to yield to the same extent as it 



that this tire possesses great speed owing 
to the very slight frictional contact of the 
surface and that upon a loose or sandy road 
its broad flat surface will ride upon the top 
of the sand and not sink down in it like 
the ordinary round tread tire would. Side 
slip Is also avoided by the use of the rib 
and the edge of the tread. 

Every one actively interested in the sub- 
ject of tires will readily admit that the 
puncture-proof tire is the tire of the future. 
Inventors are aiming to that end, and it is 
unfortunately true that the aim of most of 
them, while high, has not been straight 
or true. The result has been a confusion 
of so-called puncture proof tires, the non- 
utility and impracticability of which are 
observable at a glance. Steel, Iron, wood, 
cork and chemical compounds have all 
been brought into use, and in such ludic- 
rous shapes as to make the average punc- 
ture proof tire an object of deserved ridi- 
cule. In common with other interested 
people, the inventor of the Straus protected 
tire has for years sought the end tn view 
—a practical puncture proof tire. He was 
one of the very flrst to engage in the tire 
trade, and since the year 1890 has been 
continuously and prominently identified 
with the business in expert capacities as 
inventor, manufacturer and seller. His ex- 
tensive knowledge has been concentrated 
in the Straus protection tire. It is com- 
posed entirely of rubber and fabric, the 
same as all of the practical tires now in 
universal use. As the single tube tire is 
now the leading tire In use in this coun- 
try, and as for easy riding and speed it 
cannot be excelled, the Straus protected 
tire is made in the single tube form. It 
can be produced, however, in double and 
detachable forms. It is called a "protected 




STRAUS PROTECTED TIRE. 



tire" because the tire proper is protected 
by a shoe, which is made with six plies of 
fabric and which surrounds the tire proper 
would without this band, but the manner loosely when fully inflated. This protector 
of ]rielding is different. For whereas the is not a part of the tire proper, but a flxed 
ordinary pneumatic tire absorbs at its attachment thereto, affording a surface 
point of contact the Dreadnaught yields at over which the tire rides. The tire proper 
its tread oyer an extended surface, and also is a highly resilient single tube tire, actually 

77 



a racing tire, wblcb glvei the tire Iti lite. 



Tbea 









iub tract trom 111 resiliency tor the reasoa 
that the outer cover does not come Id con- 
tact with it mnj mare than tbe grouud 
doe* with anj tire, the cover being aim pi T 
the road over which the tire tiroper travelH. 
In fact, the "StrauB protected tire'" carriei 
Ita own road, ao to ape&li. In other worda, 
tbe protector acta the same ae II It were 
laid on tbe sround and tbe tire proper 
paaied over It. Wo have found that the 
lire doei aot slip on wet pavemenia or wet 
uphalt. and that it prevents cutting on tbe 
rim. In coaatlng tests the tire complete 
hM coasted as tar as tbe same tire with 
the cover removed, sufflclentlr proving 
that the prateclor does not take away any 
ot the llle of the tire proper. It Is proof 
against palls, thorns, pins, glass and all 
other of the "Ills" wblcb a tire encounters 
on the mul In everrdnr use. end the result 
li obtained without ■ resort to freakdom 
or without aSectlDg tbe life and practical 
utllltr of the tire. In appenrance Che tire 
la Just the same as anr other single tube 
tire, and is applied to Ihe rim in exactlr 
tbe Hsjne way. In case of puncture re- 
move tbe prolettor, the protector being 
only cemented to the tire with rubber solu- 



have made a radical departure tn the con- 
struction of tbelr tire. Tbe Kangaroo tire 
la made to conform to tbe prevslllng weight 
In tires, but In doing so It hse been neces- 
sary lo use more rubber, owing to the tact 
that only about one-halt the quAntlty o( 
thread Is used. 

One ot the principal objects sought In 
deslgaing [he KangBTOO tire was to reduce 
to the lowest possible point canilstent with 
strength tbe Inelastic material (thread or 
fabric) employed, and to this end a special 
yarn or thread of Sea Island cotton ot a 
tensile strength ot seven and one-quarter 
pouDds each waa obtained. To aecure 
greater elasticity in tbe fabric contlnuoua 
threada. coated with rubber, are wound 
spirally from one end ot the tire to the 
other, doing away with the friction Of 
thread upon thread and stiffness to the 
ordinary fabric. The Inner tube la placed 
eo the maodrel ot the lire machine, and tbe 
threada are wound spirally around It at an 
angle of 45 degrees, slter Brst being im- 
meraed in a solution ot rubber. An inter- 
mediate Inner tube Is then put on. and a 
aecond layer ot thread wound about It at 
the same angle, but in an opposite direc- 
tion, making an angle ot 90 degrees be- 
tween the two layers. It will be readily 




THE KANOAROO. 



tlon and easily removed. It la very 
necessary that the space between the tire 
proper and the protector la not too great, 
else the tire wilt drag. It should be ]ust 
loose enouxh to be felt when the tire Is 
tully InSated. and no more. The weight ot 
a pair of tbe regulation IS in. tlrea Is 
about ihi pounds. 

The Buckeye tire baa ■ aquare base and 
Is held to the rim by steel toothed waahers 
which are held In place by the heads of the 
spoke nipples, and the teeth ot these wash- 
ers prevent creeping ot Ihc lire, making 
cementing unoeccsaary. and there is nn 
poBBlblllly ot the tire ever creeping and 
cutting Ihe valve stem off. The outer cover 
Is open Rl Its base and laced all around In 
secllons, so that when punctured only one 
section needs lo be unlaced. The lacing 
holPB through the base and tbe side screws 
which endllch the cord are vulcanlied In 
a mould. The inner air lube Is endless 
and la entirely surrounded by the outer 
cover, thus giving an even presBi 



wblcb I 



I butt ended 



seen that only one-half as much thread 1* 
used as Is contained In two-ply ot woven 
fabric, and yet the peculiar construction 
gives, atnong otber advantages, nearly 
twice the at: ength of any otber make o[ tlr«. 
The next step Is the application ot the 
tread atrip, which serves a double purpOM. 
In the road tire It Is used to thicken the 
tire at Ita most vulnerable polnta. and In 
tbe track racing tire serves as a tread 
and as a protector of tbe threads. The 
outer cover Is now put on. the ends spliced 
and tbe tire Is ready tor tbe mold. A 
great Increaae of speed Is obtained by Itala 
method ot constnicllon, and the pllabllltr. 
elasticity and yielding qualities of tbe 
Kangaroo tire lend an addlllonal pleaanra 
to road rilling. lis constructive teaturM 
make punctures exceedingly rare and eaaUy 



_ _ above deBcribed, pro- 
duces their road tire. The only dltterene* 
between their track tire and road tire la 
that In Ihe racing tire the outer shoe la 
all otber respects they w« 



In producing a tire that has all tbe omi 

qualities demanded by experienced riders, the sal 
namely, speed, resilience, strength and 

durability, the manutacturera ot the Kang- Next -_ — -- -----_ . ^,_ 

aroo, tbe Natlooal India Rubber OompMir and laatlns quallUea, tb* emdmiv M Om 



vaWe and the merit of the yarious claims adopted. One method of repairing this 
for advantage set forth by the different style of inner tube is as follows: A repair 
makers, the question of emergency repair tool, having a hollow needle point con- 
in case of puncture, is equal, in im- taining thick rubber solution, is inserted 
portance with any of the foregoing through the outer casing and the inner 
considerations. In the early days of the tube; the top of the tool containing the 
pneumatic, a puncture upon the road was solution is then withdrawn, and this top 
a matter of grave moment, and the more contains a slender wire, which, when in 
serious accident of the tearing off of the place, was in the hollow needle. The butt 
valve stem, or the cracking of the shoe end of this hollow needle plug is then 
itself, was a cause for lamentation, in- screwed into the tube, which, therefore, 
deed. Repair shops were not then equipped forces the cement through the needle point 
with the necessary means to quickly set and down on top of the web or film of 
such conditions to right, and the emer- rubber inside of the tube. The needle and 
gency repair kits furnished riders were ez- needle plug are then withdrawn ; the tire is 
ceedingly crude compared with those now then pressed together, and upon releasing 
provided by every first-class tire mantifac it the quick repair strip adheres to the 
turer. To-day, however, the rider, by vir- punctured spot, and the tire is permanently 
tue of the improved puncture repairing repaired. The first hosepipe tires used in 
tools carried in his tool bag. regards the this country were extremely difficult to re- 
average puncture mereiy as a possible in- pair, and it looked for a time as if the 
cident of his spin, and more serious mis- repair of this type of tire could not be 
hape 10 either tire or valve stem are made a success. When punctured it was 
handled by the ordinary repair man, where, extremely hard to locate the leak and still 
not many years ago, they necessitated the harder to repair it properly. After numer- 
sendiDg of the tire to the makers and a ous abortive attempts to produce a repair 
consequent long and tedious delay, with kit that would be satisfactory in every 
the alternative of purchasing a new tire. way. the mushroom patch was introduced. 
Of course the old solid tires that were The cext great step forward in repairing 
so long in use on the ordinary and on the tires was that of vulcanizing them where 
first safeties did not need many repairs, punctured, but at that time this necessi- 
Not being air cushions, they could not be tated their being returned to the rubber 
punctured, their main trouble being usually works to be repaired. At present every 
their liability to get detached from the bicycle repairer of any consequence does 
rim and the tendency to stretch. The usual i|i£ own vulcanizing, and there is now a 
method of relieving this excess in length neat little vulcan!zer on the market by 
caused by stretching was to cut them, take which every rid or «mn do his own vulcaniza- 
out a piece and revulcanize them together tion. But of the process of vulcanization 
again, but even this was not done very we will treat later on. A peculiar fact, 
often. When the cushion tire came in however, is that when Mr. Boothroyd sug- 
vogue. considerable difficulty was expe- gested building a hosepipe tire he at the 
rlenced. owing to the faot of their wearing same time suggested the use of plugs for 
in a peculiar manner. They did not break, repairs, and the use of plastic compounds 
as might be expected, on the outside, but also. There are a number of repair kits on 
they broke from the walls, as the hollow the market to-day, and among the most 
core itself did not offer sufficient support, popular is one called the Hartford. This 
and many efforts were made to solve this kit contains the usual mushroom plugs, a 
problem. The first Dunlop pneumatic tires pair of light steel pi yen to hold the plugs 
used in this country, as before stated, were and to force them through the tire, with 
very difficult to repair, but when once the necessary solution, and among the 
the tube was brought to light, patching it plastic oompounds that are popular are 
was an easy thing. In fact, the same those known as the Vimoid. the Goodrich 
method of repairing the inner tube Is to- 
day in use. A portion of the tube Imme- 
diately surrounding the puncture is rough- 
ened with sandpaper to remove the sulphur 
bloom, a little rubber solution is smeared 
around the spot, a piece of sheet rubber, or 
material similar to that of which the tube 
is constructed Is similarly smeared with 
solution, and when this solution reaches 
what is called a "tacky" condition, the 

patch is pressed over the puncture until It OOODRICH JIFFY TOOL, 

gets "set," and the only improvement in 

repairing inner tube tires is what Is known Jiffy, the Palmer, the Chase, the "Kokomo 

as the Morgan ft Wright quick repair Korker." and the Amazon. All these plas- 

method. In this method the inner tube tic compound repair kits are operated on 

has an addition of a thin web or film of the one principle. The puncture is first 

rubber which lies Inside of the inner tube. located, and the wheel is then turned so 

next to the rim. and adds about 1% ounces as to work from the under side. The 

to the weight of the tire, and yet does not compound is contained in a collapsible 

affect the resiliency of the tire in any tube, which Is inserted into a nickel-plated 

way. Should, however, a repair in this holder, which has a hollow needle point, 

method fail, the old method of withdraw- This needle point is inserted in the punc- 

ins the tube from the casing can stiU be ture and the comoound is forced through 

79 





the puncture, which operatloo leaves a punctures in single tube tires without 

mass resembling a large button over the either cement or patent solution, using 

puncture. The instrument is then with- small rubber bands which are plugged and 

drawn with a twisting motion. These com- rivetted inside and out. A long steel 

pounds are necessarily very quick drying, needle, having on one end a large ring to 

and after two or three moments of waiting hold it by, and en the other end a long 

the tire is inflated, and, if the operation slit or eye, with an opening in it. Is used 

has been a success, the puncture is perma- as a tool. On this tool ten or twelve lit- 

nently repaired. tie elastic rubber bands are slipped in 

The Common Sense Repair Kit has a cut- order to repair an ordinary puncture. Fbr 

ter which cuts a clean bole through the large punctures more bands are added. Tlie 

puncture In the tire, instead of burning needle end of the tool is then inserted Into 

the same out, and also avoids the tearing the tire, leaving the opening of the eye 

caused by expanding tools. The plugs in outside of the tire. One repair band at 

use with this repair kit have a tapered a time is then pushed into the slit of the 
stem, to which is attached a strong linen 
loop. The back of the plug also has a 
slight indentation to guide the pointer 
while pushing it through the tire. The kit 
Is used as follows: After the hole has 
been cut and the parts thoroughly cleaned 
and cement applied, the plug Is forced in 
the tire up to the flange, the linen loop 
being retained on the outside by passing 

it over the thumb. Yhe plug is then forced SURE THING REPAIR TOOL, 

inside the tire with the pointer, after »__, -„^ .. ^„ .^ v -i *v .. .^ 

which it is drawn up against the tire by [^l Thi ^li^"^ ^'^.k ***''''Vi2!, **** ^"°*!: 

means of the linen loop. ["ff ^J^l, ^'^\ *",^^*»^° withdrawn, and 

The Griswold Repair Tool takes the ordi- [Ji" H^n^f *°° *?„ ?/° Ju^^f!^^^ "P^^fvf *? 

nary mushroom plug and inserts it In easily S^t^iitnn o^^, l°"\^* }^^ ."^^.v ^ J^^^^^ 

and perfectly. The tool itself is a pointed Tll^A. ^.^^"ll^ *\ drawing the buncb 

sliding expansion holder, which carries the nl^^wt'.J^A ,^^7"?* '♦^^.P""?*"/* 'lif" 

plug on the inside of it and forces the head °f,^l^ ?^'' °' their length Is outside, TTils 

of the plug through the tire, and upon with- ?^"f,!i^^^,^ to stretch to almost their full 

drawing the tool leaving one end of the o7' fJlJ!**^^^^ Py/"°« clear out. A head 

plug sticking through the puncture. This fL^JiV^I il*°'^^'*^® ^ J^""^^ "?**"/ ?° 

end is then cut off smoothly with the J^eJ°»»de as well as on the outside of the 

tread of the tire. "If: ^ « « * * * ^ . .^ . 

The Minute Repair Kit can be used on «J?°^''°?i'It'i' tendency of the bands to 

either an Inner tube or a hosepipe tire. It f^^F^l^^ sideways and contract lengthwise 

does not. like some other repair kits, cut '°/™" ? ^u^^^ril® f^^ Permanent stoppage 

and Impair the strength of the fabric, but ?' ^Jltllf^i. The fourth operation consists 

simply forces and holds the threads apart L^l fv * the bands through the open- 

while the patch is inserted and cemented. L^^iL^i.®/ ^^- ^^,^ ends of the bands can 

when the threads are allowed to assume 5LHh"^.?,"/jl^''''^^?w%"*;^®^°^** °£ "^ *° 

their normal positions. The repair is not Jl*!^'^"! ^?TVl ^^^Z"" lli^^^v * .^'^^ l"^** 

made with a plug as usual, which is some- I?,"!,!! J\ *" ^f\^^ ^ '*^« the tire a few 

times liable to become displaced when In SlL'l"^!! before doing so, as the bands will 

use. or leak air when the tire is Inflated }?®° ^*7^ »®"^«,^ into place Very often 

and the fabric distended, but Is made with ^!,]*"°^; ^ILJ^; *^"/ ^'^ ^S*"/. 0»« «' the 

a flat patch or disk of pure rubber. "*V^ ^°^ «??^ features of this repair is 

strengthened by a cloth backing, and Is i«*,n?r„*°«i "Ik ®'*/^™!?^ °/ ?°7 ""l"^ *" 

placed on the inside or inner wall of the «^«^"*»^^d. and therefore the tool is always 

^ij.g^ ready for use. 

The Newton Punctnre Repair Tool some- vrrry^AMTTTi^n 
what resembles the other plastic repair vuiA.A«izmo. 
lools previously menMoned, with the ex- The riding public as a rule knows very 
ceptlon that the solLtion is not carried in little about the process of vulcanisation, 
collapsible tubes, but is contained In the and very often have objected to the time 
tool Itself, the tool holding sufllcient ce- taken and the charges made by repairers 
ment to repair three punctures. In case for vulcanizing, and perhaps after reading 
of large punctures, however, where a plug what is here stated as to the necessary 
Is necessary, they use a plug which differs operations in vulcanization of a tire the 
from the ordinary mushroom plug because riding public will be more gracious as re- 
it has two heads to it. one head being very gards the time allowed and be more will- 
much larger than the other. In inserting ing to pay the charges asked for vulcanl- 
those plugs the small head of the plug zatlon. 

Is firmly gripped with a pair of plyers. and The first principle to be employed to 
both the plug and the Jaws of the plyers vulcanize a tire Is cleanliness. A success- 
are liberally coated with cement The end ful result cannot be expected If the hands 
of the plug gripped by the plyers Is then of the operator are oily or greasy. Four 
forced Into the puncture, leaving the large ingredients are used in the vulcanisation 
flange remaining on the tread of the tire, process, viz.. naphtha, vulcanizing cement, 
and to which It will adhere flrmly. friction ot coated fabric and pure gum. 

The "Sure Thing" Tire Mender repairs Naphtha Is used to clean the surfaces to be 

80 



dolteu. Vulcanizing cement ia used to 
cement the surfaces to be united firmly. 
Friction or coated fabric is employed as 
a strain resisting agent, and the pure gum 
is used to make the hole airtight, and also 
to make the rubber cover as it was orig- 
inally. The vulcanizing cement is nothing 
but dissolved pure gum of the same con- 
sistency as the pure gum. 

The first operation in vulcanizing a tire 
is to cut a round hole in the tire where 
the puncture la, making the hole as small 
as possible; then the rubber cover which 
is around the hole is peeled off, so that 
the canvas of the tire for about three- 
quarters of an inch around the hole is 
exposed. Then the inside, as well as the 
outside of the tire is cleaned thoroughly 
with a clean rag saturateed with naphtha; 
the naphtha is allowed to evaporate, and 
then the vulcanizing cement is used in 
the same way The cement is allowed to 
dry, and when dry the cementing opera- 
tion is repeated, so as to give the sur- 
faces two coats of cement. It is important 
that both coats of cement are thoroughly 
dry before inserting the rubber patch, and 
before doing so soapstone is rubbed on the 
underside of the patch. Care should be 
taken not to have any soapstone on the 
part of the patch which is to be united 
to the tire. The best way to insert the 
patch is to roll it around a stiff wire 
about one-eighth inch thick, holding it 
closed with the fingers, and when in this 
position it should be dipped Into the naphtha 
and slipped into the hole quickly; as soon 
as it enters the hole the patch will open. 
The patch remains in the tire, and the hole 
in the tire is sewed up. After this the 
upper side of the tire is pressed firmly 
against the patch (which lies on the inside 



of the tire) with the fingers, or better 
still, as is done in rubber factories, with 
a stitcher. This tool resembles a pinker 
without teeth, and Is about one-sixteenth 
of an inch on Its periphery. Then the sur- 
face to be vulcanized is covered with un- 
cured gum, fiush with the tire and no more. 
Naphtha should always be used to clean the 
uncured gum, as well as the part of the 
tire to which it is to be applied, but be- 
fore this is done it is cemented as before 
and the cement allowed to dry. Soapstone 
is then rubbed over the patched part and 
then "baked." The utmost care should be 
taken to have the proper degree of heat 
hnd the time required. A thermometer 
which registers the heat correctly should be 
employed, and not a pressure gauge, as 
with the latter there may be fifty pounds 
pressure, but not the required heat. If a 
thermometer is used, the heat can always 
be ascertained as a rule. Three hundred 
and ten degrees of heat for twenty min- 
utes will vulcanize a tire. The patch to 
be inserted in a tire Is made up as fol- 
lows: (1) a layer of uncured gum; (2) one 
or two layers of frlctioner or coated duck; 
(3) another layer of uncured gum. The 
surfaces to be united should always be 
wiped with naphtha, and care should be 
taken that no air is enclosed in the patch 
when preparing it. Many repairers do not 
sew the puncture to be vulcanized, and In 
such a case at least two layers of canvas 
should be used, or three is still better. It 
is nut always desirable to vulcanize a valve 
stem The better way to repair a defective 
valve stem is as follow^: A new hole is 
cut, a brass or shoe valve is inserted, and 
the old hole Is plugged up the same as a 
puncture Is repalrei. 



8. 





CHAPTER IX. 



BEARINGS, AND POINTS OF CONTACT. 



Friction ffivea us a grip on the earth, to prevent them caused another friction, 
and is Indlspennable for propulsion, but It so that the roller was abandoned. About 
Is not In the least waiited in cycle bearings the same time, the "adjustable cone" was 
or In any other bearings, and one of the tried. This was a male cone, threaded on 
problems of mechanics is how to reduce it the axle and flttiag Into a female coned 
as much as possible in places where it space In the hub. The character of the 
consumes power as well as produces wear, rubbing action was not changed by this 
No material thing, however polished. Is device, which was called a device to make 
quite smooth; every surface may them- wear in order that wear might be taken up, 
fore be considered as covered with Ir- but the parts could obviously be kept in 
regular hooks or teeth, however flat and contact (though not in nice fit) by screw- 
smooth it appears to the unassisted eye. ing the cone further in. 
and these catch and hold one another, pro- The next and final step was to Interpose 
duclng the hang or drag called friction, steel balls between these coned faces; and 
Oil, being a fluid, fills up the spaces be- as the ball Is a very short roller, with ends 
tween these invisible teeth and levels ofT rounded off, it can go in any direction it 
the surface; the office of lubrication is, pleases. The principle of lateral adjust- 
therefore, to get between the contact sur- ment by moving a coned surface to or 
faces and keep the hooks or teeth thereon from another coned surface opposed there- 
from touching. When surfaces are desired to, with baHs placed between, was pat- 
to slip and slide on each other easily, oil ented more than twenty years ago and is 
is helpful; when the hooks or teeth are to still in universal use; yet, as Just remarked, 
catch into each other, as between Idcomo- this Is the adjustable cone modified. It is 
tive driving wheels and the rail, grease to be borne In mind that the only possibU 
is out of place, whether it is oil or grass- service of the cone, as before. Is rMll to 
hoppers, for it spoils the "adhesion." take up wear, and also that the retenMon of 
The earliest mode of reducing friction the cone for adjustment introduces new dlf- 
is doubtless as old as the Tower of Babel. Acuities. Note also that on the old high 
for the idea must have occurred to the "Ordinary" the large wheel had its bearing 
primitive man. It is simply to put a cases fixed and the axle revolving, because 
roller underneath and convert sliding into the power was applied to the ax!?, while the 
rolling motion. This is In principle equlv- rear wheel had Its axle fast and the wheel 
alent to mounting the weight on wheels, hubs revolved around it. On the modem 
and it is the solitary and final way of deal- bicycle the method reverses, both wheels 
ing with the problem of friction. The com- revolving around fixed axles, while the 
mon grindstone bearing is a familiar ex- crank shaft, which is the part receiving 
ample; the axle of the stone rests on the the driving power, revolves within a fixed 
rims of a pair of small wheels which stand bearing-case. 

so as to lap past each other. Here the The revolving axle used to have two 

axle rolls the wheels as it turns, and their grooves, matching grooves within the fixed 

motion at their centres Is so slight that case, and the balls were held in holes la 

friction is nearly eliminated. loosely fitting rings which slowly travelled 

around with them, these rings having no 
EVOLUTION OF THE BEARING. use except to aid whilo putting parts ta- 
in cycle construction, the first bearing St^tn^nlJiwf "w.!;!!! hearing was called 
was the "plain" one in common use else- nXtn in!^ u \,« ».T »i^ « ^^^ ""^ 
where: then a nicely fitted and hardened l*5V.?nf^hi il^r.n^.i^ ^^11 .^^ .^^"^ 
sleeve was added, and this was known as J**""!?!?' i^Jn^'^lH!."^"L''*''"f'^ together; 
the "parallel" bearing. Rollers were also i°/, Jj** A "^^^,1, ?,t "^„^ h "i!. ?*^* ^° 
tried, but rollers have a determined habit SSi^"' vft thfi^l^n.f?;.M^n^ ^ifi^^ '^^^ 
of going askew, one end moving faster ^}f-. Thl 5 m^UvTf °fSk* "''^.".™^f' 
than the other, and as soon as they get E^Lnn J .*«/l?^- L »Li,'i*® "points" in 
out of parallel thus, they set up a great ^^i^^.""* **''* ^^^ '^"" * ~"**^* ™"- 
resistance. TO meet this difficulty, the ^ mouon. 

ends were sometimes made so as to over- tHB QUESTION OF "POINTS" OF CON. 

lap and match into one another, or the t^a^t 

ends were loosely passed through thin t.\ct 

rings, which revolved with the rollers The ball may be regarded as a number Of 

around the axle; but the rollers still tried tiny thin wheels or disks, borne on a com- 

to run askew, and the efforts of the rings mon axis. Obviously, the larger the wheel 

82 



the more easily It will roll; hence we reach is the Lake, made by the C. S. Caffrey 
the first rule, namely: the ball should rest Company of Camden. N. J. It makes the 
and roll on ita largest diameter, if pos- cooed faces of cone and cup parallel and 
sible, and, as a oorollary, large balla (within flat, inclined at an angle of 45 degrees to 
reasonable limits) are better than small the axle. Here it is evident that the ball 
ones. In order to fully carry out this rule will run without twisting or skewing, 
and use the largest diameter, the ball must and in order to keep the balls in place the 
be placed between two plain cylinders or old device of putting them in a perforated 

loose ring is employed. The holes in this 
ring for the balls are made oval instead of 
round, in what does not seem a very well 
grounded expectation of thus removing the 
slight friction between ball and ring. The 
holes are also "staggered," so that the 
balls do not run on exactly the same tracks. 
It is claimed Uiat, on a test, a front wheel 
with this bearing, being whirled by the 
hand, ran an hour and five minutes. This 
must be admitted to be a remarkable per- 
formance, even if the adjustment were 
loose. 

Par the commonest construction, how- 
ever, has been the three-point, partly be- 
cause, by a confusion of ideas, a three- 
point bearing has seemed as if it must be 
firmer than a two-point, and partly because 
the former can be turned out at a very 
moderate cost. As in almost universal use 

. . ^. . ,, , * ,. J w - during several years past, and aa produced 

keeping the balls In one track and because ^y the parts-makers almost without ex- 
the surfaces and the balls would not sUy in ception, the form of this is aa shown in the 




tOd 




OLD DOUBLE-ROW BALL BEARING. 

rings, and the weight must bear In a di- 
rection at right angles to the plain surfaces; 
the ball will then roll at its best, and yet 
this construction is not practicable. This 
is so because there would be no means of 



contact, there being no "adjustability" or 
means of moving them closer together. 
Coming, then, to the usual construction of 
a fixed axle having on it a stationary 
cone, and a wheel hub revolving about this, 
we reach the important practical but not 
half -considered quevtion of "poinu." That 



cut. (See page 86.) Turn the page so as to 
bring the surface C on the cone horizontal, 
and if you then imagine this surface C in 
the same plane as line CD, it is easy to see 
that the ball will roll upon the case at A 
and B both; and as the diameters of the 
ball at A and B are equal, it will roll 



It °K n^'^TV^ii,^!!!.*!! 1^ in^mili wI«!U around the circle easily aLd without skew- 
the ball rest? The hub is commonly called ,^g As the inter-action of the parU is not 

changed thereby, we for the moment, as a 
matter of convenience, assume that the cup 



the "case" or the "cup." If the ball rests 
on the cup at one spot and on the cone at 
another, the bearing is called "two-point," 
or "spot" is more nearly accurate th»n 
"point," if by the latter the literal math, 
ematical point is meant; if the ball resU 
on the cup at two places and on the cone 



is stationary and the axle turns, which is 
the reverse of the fact. In actual position 
and working it is evident that under the 
weight of the load the ball will slip down 



at one. the bearing ta called "three point;" JJ« tlTnl^JS^^^^^V'^,^^^^ 
if the ball reau at two places on cup and ^^^ "^^^ ^ " ^«" " against the bottom A. 
both, the bearing ia called "four 



cone 
point" 

Referring to the cut of the two-point. It 
is plain that one of the coned surfaces 
shown, revolving in a plane at right angles 
with the axle, must roll the ball on the 
other cone, the ball running on both in 
planes parallel to the plane of motion of 
the revolving cone, as is indicated by the 
dotted lines; hence the ball will roll, and 
not slip or i£lide. TO a very limited extent 
the two-point bearing has been used in 
this country. We can at the moment name 
only one make which we are sure has had 



The relative pressure on these two points 
will depend on the flatness or steepness of 




LOWER HALF 



OP DOUBLB-JIOW 
BBARINQ. 



BALL 



the surface C, but ordinarily the pressure 



this form really so made, and well made, on the two will be nearly equal. The action 

with the surfaces accurately curved so as at C tries to roll the ball on a horizontal 

to place the balls correctly and with grind- axis, parallel with the wheel axle; the ac- 

ing after shaping. This make is the Hum- Uon of B upon the ball tries to roll it on a 

ber, which deserves honorable mention for vertical axis, parallel with CC. Moved 

the importance attached to the bearings by C, the ball may roll on A and slide on 

and for the Intelligent care with which they B, or it may stick fast to C and slide on A 

have been constructed. This remark, how- and B both, or It may stick fast to both A 

ever, is by no means meant as exclusive and B and slide on C. Certainly it cannot 

or as implying that no other makes have have more than one of these movements 

excellent bearings. at any time, and hence the ball cannot 

An interesting form of two-point bearing possibly roll in two directions at once. 

83 





To make thia more clear, imagine the ins, and they have had a good degree of 
ball and the two surfaces to be toothed liberty allowed them to ao consider by 
where they come in contact, thus being these two facts: the rider does not know 
visibly gear wheels; if these teeth are spur- and the repairman does not care, and if a 
teeth, the cone will impel the ball in its bearing is not screwed up too hard and 
own plane of motion, namely* line CC, run entirely dry it will move with a fair 

degree of ease even though the balls can- 
not roll much. And yet in all such cases 
the defect makes its own witness by the 
"flats" made on cone and balls and by the 
ball track cut into the cup. 

BALrL-MAKING. 

About eighteen years ago Col. Pope said 
to the writer, referring to the first Colum- 
bia, then in market and the first American 
product, that it would cost |25 to put ball 
bearings on the back wheel (or possibly it 
was on both wheels). The usual extra on 
English makes at that time for balls to 
back- wheel was one pound sterling; the 
first ball pedals were also expensive, but 
for some years past any bearing without 
balls, even on the lowest- priced wheels, 
would have been rejected by every buyer. 
The difterence has come largely by cheap- 
ened processes of ball-making, and, as in 
other things, reduction in cost and better- 
ment in quality have come together. There 
are several ways of producing balls. Ac- 
cording to one of the best, the SImonds 
Rolling Machine Co. of Pitchburg use 
forging machines, which are substantially 
two uprights, a half-die on each upright, 
and work automatically. Heated rods of 

In this machine, 
which forges a ball rough and at the same 
moment bites off the bit from the rod with 
the die. Next follow grinding and polish- 
ing automatically between horizontal disks 
about three feet in diameter in conjunction 



"POUR-POINT" BEARING— TWO POfifilBLE 

and the ball will then roll on side A and 
rub on side B; if the teeth are bevel, the 
ball will roll on B and rub on A. 

HEEDLESS CONSTRUCTION. 



For this reason — that this "Jammed in a 
corner" pattern of bearing requires the 
ball to perform a physical impossibility— 
it must be unsparingly condemned. In- 
deed, if there is one form of polite and 
parliamentary phrase more decisive than 
another, we wish to be understood as using 
such form in condemning this particular 
construction. It does not violate any 
statute law, but it does violate laws of 

mechanics and good sense. What the ball ^^} ^steel are ^nserted 
actually does under such conditions is to "get 
around" as best it can, rolling somewhat, 
sliding somewhat, and slipping and skew- 
ing between times. The balls rub a little 
on each other and their contacting sur- 
faces are moving in opposite directions; with emery wheels; finally come tempering, 
hence it is not to be supposed that they in- the last polishing and gauging automatic- 
variably roll, under even the best condi- ally. Ordinarily a maximum variation of 
tions, the only certainty being that they 1-000 of an inch has been considered close 
always follow the line of least resistance, enough, but this Company are able to 
Here we might say that exhibitions of a guarantee a variation not over 4-10,000, the 
transparent bearing on a large scale, such highest accuracy and uniformity being na- 
as were at the recent shows, amuse visitors 
but prove little, and yet a close scrutiny 
of them will show that the balls have an 
irregular action; moreover, such a device 
as the "dynagraph." professing to show 
graphically on an indicator card the fric- 
tional resistance of bearings, is a waste of 
ingenuity and construction, because it can- 
not be worked under actual practical con- 
ditions as when the wheel is in use. The 
difllculty with bearings as generally made 
hitherto has been that notwithstanding; 
much talk in catalogues about "tool steel" 
and smooth grinding the common way has 
been to press the cups into the hubs, screw 
cones on the axle, drop in balls, turn up 
to place, and let it go so. Even in 1S98, 
many catalogues furnish no information, 
either by text or by cuts, as to construc- 
tion of bearings, and when we have had 
no other means of knowledge it has been in 
not a few cases impossible to find out cer- 
tainly even such a distinct and practical turally considered somewhat in the price, 
matter as whether the adjustment is "cup" The machines used are patented, and this 
or "cone," in such a heedless way has this bare outline is all we are permitted to 
part of the bicycle been passed over, publish. 

Makers have been too prone to count any- There remains to be ronslderrd the four- 
thing with balls and a cone as a ball bear- point bearing, and no better example of 

84 




ACTUAL 



"POUR-POINT" BEARING — "E 
AND D" PATTBSRN. 




this can be given than hi the cut of one aa flnenees of thread aa well aa by larger di- 

used on the "B. ft D." as made by the ameter. 

Canadian Topograph Company of Windsor, 2. Dirt cannot enter through the thread, 
Ontario. It is proper to say here that only but only through the open joint. The open- 
minor details on this are patentable, for ing close to the axle is obviously a smaller 
the principle is old and was in the old circle than at the edge of the movable 
Bown Eolus bearing as long ago as 1877. cone on the old method; hence the cup 
Reference to the cut shows clearly that the form excludes dirt better, and if a felt 
ball rests on two points on cone and cup washer is used the friction from that is less 
each, that its diameters are equal at these when put close to the axle than when 
places of contact, and (most Important of farther away. 

all) that the direction of pressure on the 3. The cup adjustment has the great and 

ball is at right angles to the axle, and obvious advantage that the adjustment is 

hence that the ball will roll on an axis wholly independent of the fork, being only 

parallel to the axle; therefore there can be on the hub itself; hence the adjustment 

no sliding or skewing. 4 can be made more easily and accurately. 

The contact surfaces are a right angle V and after being so made once for all the 

in section, or can be made by cutting open wheel can be removed and replaced without 

a square diagonally. At the last show in danger of disturbing it. 

New York, as a test, ten single wheels of 4. In the other form of hub, oil naturally 

this make were suspended in pyramidal runs out; with the cup adjustment, the 

form,* and these were all run, day after parts are readily and naturally arranged so 

day, by a single length of No. 100 sewing that oil is held at the bottom as in a 

silk. A wheel was also shown with the reservoir, and the balls can run in it. 

balls removed from one bearing and tightly Reservoir hubs of this pattern are quite 

screwed in the other. This wheel was then well known in England, and the makers of 

whirled, being supported by one end of the the "E. ft D.," who use a felt washer as 

axle on the finger, gyroscope fashion, to indicated in the cut, claim such a perfect 

show the extraordinary absence of friction, exclusion of dirt and retention of oil that 

the latter is found still in its place at the 

THE "CUP' OR "DISK" ADJUSTMENT, bottom, not discolored, after over a thou- 

rv« Ai. 1.1 1. A 1 * t 1 tt *. Wind miles' running. 

Of the highest importence is also "cup i^ England the cup adjustment has long 

adjustment as opposed to the usua^ "cone." ^^ standard, although perhaps not in- 

As seen In the cut of the three-pplnt bear- variable; the Urdlness of its Adoption in 

ng. in the latter form the cup is pressed ^^is country must be ascribed to an In- 

into the hub and stays fast there, as a sufficient study and appreciation of the 

seat for the balls, with its coned surface practical ImporUnce of bearings, and to 

facing outward. The adjusting cone faces the considerable Investment already made 

inward and screws on the axle. The "cup" j^ parts and tools on the other plan. The 

form reverses this, facing the axle cone first step in adopting the cup form here 

outward and lea^ng it fast on the axle; the ^as at the crank hanger, where it has 

cup faces inward and adJusU by screwing been quite largely in use for several years; 

Into the hub end. as shown in cut of the but it is being applied to the wheels as 

bearing last described. The practical ad- well, and among the makers using It all 

vantages of this method are very real and over we note such well-known concerns 

are these, as may be indicated by the some- as the Uberty, the Sterling, Humber, VIc- 

what rude cut: tor, Howard and Lyndhurst. This is not 

l.When the cup is pressed into the hub an exhaustive list, for we have not studied 
It may not be quite irue across the axle every catalogue; moreover. It Is impossible 
line— all the more if it is afterward re- to determine the point in all Instances, and 
moved and replaced, as in changing the many who do not use this form on wheels 
rear sprocket. Any nut has some degree of have it on the crank bearings, as also some 
slde-to-side movement on Its thread, how- others screw the cup into the wheel hub 
ever nicely fitted; an adjustment cone on and "back out" the axle cone for adjust- 
the axle can also never be held quite men t— this last Is good as far as It goes 
firmly in i>osition, and the grip of the fork and Is a half-way step. After having con- 
ends uiK>n it is even liable to cant it to stantly advocated the cup adjustment for 
one side to the slight extent of its loose- several years past it is a gratification to 
ness in the thread. This interferes with fl°d ^t thus making progress, and we note 
accuracy in the bearing. But the cup is this as the chief step in improvement of 
of larger diameter and hence is steadier bearings in 1898. 

in the fit of iU thread, and it Is also prac- GENERAL IMPROVEMENT IN BEAR- 

tlcable to lock the adjustment more firmly INGS. 

on the cup. Moreover, in the "cone" form yet It should be said that there is bet- 

the cone has to run on the same thread terment in bearings generally— in accuracy 

with the outer nuts which hold the wheel and temper of balls, in fitting and grinding 

in the fork, and this thread must be coarse, of cones and cups, and also In the means of 

because a fine one would not have suffi- adjustment But excellence in details may 

clent strength to bear the strain of locking also have some effect to conceal errors In 

the wheel; so the adjustment must be on plan, and It should be clearly noted that 

the coarse thread. But when the cup easy spinning of a bearing may even mis- 

srrews Into the hub as proposed, it has its lead. The parts being hard and smooth, 

own separate thread, which may be as fine and oil being present also, the balls will 

as desired; thus it gains In steadiness by get around with slight resistance, whether 

86 




14 



rolling or illdlng; but the tcit aotaea oolr 
under load, eapeclallr under the hcBTy 
■trains wblch tend to crou-t*lat frunel. 
The two-point bearing, provided It !■ reallr 
designed and made In ttie t>eit numner m 
■uch— and the proviso meana a good deal — 
will work utlitactorllr: the tbree-polnt 
also can tM lo designed and made tu to 




Felt and velvet have been the onlr re- 
Goune, and tbls not an entirely utlstactory 
one, although If duii and mud could be 
[lerfeetlr excluded the oil mlgbt retain 
color Blmoat IndeBnltely. For this, at the 
rlik of repetition, we muat say that the 
cup adjustment— called dlak sdjustmenl 
generally In England, and lometlmea here — 
la exactly adapted, and that the four-point 
lervefi best. These soft psr.klnga are atlll 
retained by quite a number of makers. For 
InitaDce, the Monarch puta on the left 
itde or the rear wheel an octagonal-faced 
dust cap, and next to that b felt washer. 
and next to that the usual hall retainer; the 
front hub baa this conatructlon on both 
crank bearings axe Btted 



"THREE -POINT" BBARINO: COMMON 
FORM AT L.BFT- POSSIBLE IMPROVE- 
UEiNT AT HIOHT, 
allow rolling of the balls, although It is less 
facile and manageable than the others; the 
four-point la the best theoretically and 
seems easiest to construct. The "corner" 
pattern we have telt obliged to condemn 
will "go" after a faablon, as above ad- 
mitted; but blcyi-le evolution la toward 
UDlformlty and ilmpUcItj', 



with CI 



I ad]ui 



L proD 



I just I 



mical I 



t'rlgbt aa to construct wrong, after 
the preparations are once made, there 
ought to be positive Insistence on one 
thing alwaya. and that thing "the beat." 



Bsfully and 
wUely be run without luhriealion, under 
load, althaugh the feasibility of so doing 
haa been declared on what ought to be 
pretty fair authority. But the rolllog 
movement can never be made absolutely 
coDStant and the Blldlog perfectly gotten 
rid of; even If this could be. the conUct 
Bides u( the balls move In oppoalle direc- 
tions, and, therefore, must rub slightly on 
one another; if the balls are held apart by a 
perforated collar they cannot toucb each 
oihe-- but they touch the collar Instead 
and rub on that— so ■ little frlctlan will 
remali; In the most favorable circumsunces. 
By tbe way, some stick vaseline In bear- 
ing, but we must disapprove Ibis; we do 
not regard that aubalance as a lubricant In 
any proper aense. and the very quality o( 
adheslvenrss which makes it convenient 
sometimes for hnliling balls In place while 

en:e obJri'IioDBble atler the aasembllng Is 
done. It baa the properly of suylng In 
place and not flowing out. not t>elnB fluid; 
^ut this property Is possessed by other sub- 
stances— bv tar, for Instance. 

or course, there must always he an open 
Joint In every bearing (the outer end of the 
pedal excepted) where a moving part passes 
a flxed one. Nicety of fit. so that these 
two parts shall be simoat In contact, la the 
drat requisite, and la not to be found on 
"rbpap" wheels, alt>elt aucb wheels (on 
paper) have tool steel and duatproot bear- 
ings, like all others. Hard-rubbsr washers 
cannot close these Joints; soft rubber 
would quickly lie deatroyed by the oil. 



SOMB DISTINCTIVE 1898 FEATURES. 

The Crescent hoa a new mode of adjust- 
ing tbe bearings at the crank bracket. A 
loose collar, with a projection wblch flia 
Id s slot in the edge of tbe adjusting bush 
and has Its own Inner edge finely scalloped 
goes over the bracket; tbe loch nut having 
been loosened, tbia bush Is tree to turn to 
the right point, when the sliding collar la 
almply slid back unUI one of ita acallops 
catchca on a pin set on the bracket, and 
then turning up the lock nut makea all 
fast. On tbe wheel axles, a separate nut 
la added to lock the adjustment cones, so 
that tbls can be done with the wheel either 
In or out of the frame, and tightening up 
the fork nuts cannot affect the adjust- 
meots. Felt waahers and ball retainers 
are used throughout. 

Tbe Magnet Bicycle Company of Chicago, 
makera of materials and (Ittlngs, otter In 
the Magnet hub a novelty In a comblnstlon 
of a concave and convex lock nut and 
waahers. which, when the parts are screwed 
home, avoids one of the defects of a cone 
adjustment, namely, the liability of the 
axle cone to ttit or tip on Its thread under 
a not parallel approach of the fork end: 




COMMON THREE-POINT BBARINO. 
the adjustment Is alio not altected by 
handling tbe bub. 

The Shirk ahoWB several peculiarities. 
Not only are all bearings of the cup adjust- 
ment pattern, but the axle cones (whlcb 
are on a sleeve) are two-faced and reversi- 
ble, so that each hub baa two reserr* 



cones or cone faces; moreover, as the axle 
is independent and serves only as a sup- 
port it can be pulled entirely through and 
out, after removing the outside nuts, so 
that the front fork does not have to be 
spread to put in or remove the wheel, and 
the rear wheel can be dropped out of the 
frame without disturbing the chain. 

It Is quite the way to make the crank 
hanger only a shell or a support for the 
working parts within, without having them 
directly fastened to it The PhoBulx fol- 
lows this fashion by inclosing the bearings 
in a separate sleeve, splitting the bracket 
itself on the under side, and providing it 
with projecting lugs and screw bolts, so 
that it can be pinched up to grip the bear- 
ing shell and hold it in position. But the 
peculiarity goes further, for the opening 
underneath is so wide that by turning 
these bolts out of the way and bringing the 
left crank opposite the opening the cranks 
and axle with sprocket on — indeed, the 
entire contents — can be slid to the right 
clear out of the hanger. 

The Relay has a dust cap at the crank 
axle bearing, with a portion of it consisting 




BALL CX)NTACrr IN "TWO-POINT" BEAR- 

ING. 

of tri^nslucent celluloid, and claims the 
makerb '^atch phrase "you see the balls." 
Besideto using the cup adjustment, as al- 
ready noted, the Howard — made by the 
E. Howard Watch and Clock Company 
— has a peculiarity in that the adjust- 
ing cone slides on the axle without being 
threaded. On the crank axle is a nut 
working on a thread at the axle centre and 
bearing against the end of the short slid- 
ing sleeve which constitutes the acting 
cone. A set screw in this central nut is 
loosened by inserting a wire or a nail 
through a hole in the bracket: the nut Is 
held fast by putting this wire or nail into a 
slot therein: then a slight turn of the crank 
forward or back tightens or loosens the 
bearings at both ends simultaneously by 
causing the nut. thus held from turning, 
to move the axle to right or left instead: 
then the set screw is again fastened. A 
similar nut is on the wheel hubs, and the 
wheel is turned back or forth s little to 
adjust the bearings, the single nut at the 
left side of the frame then locking the 
adjustment. On behalf of this peculiar 
device It is claimed, with evident Justice, 
that the operation is both quick and sure, 
and that as the coned sleeve slides on the 
axle instead of being threaded the bear- 
ings are bound to be true aLd in line. We 
ought to add that although we have classed 
this form as a cup adjustment, it is not 
literally quite so, the sole dliTerence being 
that it belongs in the class of bearings 
which face cones and cups In the way 



proper to that form, but screw the cup 
into place once for all and adjust by "back- 
ing out" the cone. Last year the Humber 
wheel bearings were of this type, and so 
are the Lyndhurst now, although that make 
we have also classed with the cup adjust- 
ment type, the difference being so small. 

The Lyndhurst makers, by the way, 
while using the cup adjustment strictly at 
the crank bracket, with an admirably madb 
sleeve having the cones slipped thereon, 
lay great stress — as relating to accuracy 
cf fit — upon making bearing parts "from 
the centre" in tho old-fashioned screw 
lathe, as against the monitor or auto- 
matic lathe; they aver that the special 
hardness of tool steel forbids working it 
on the automatic lathe, and that "there 
are not over six makes of bicycles in the 
United States with centred axles, cones and 
shells turned from tool steel." Especial 
significance here attaches to the word "cen- 
tred;" and every cone is separately ground 
in a lathe upon its own axle. 

The makers of the National of Bay City, 
Mich., have all bearings on their best 
models, removable by sliding out intact, 
using also a peculiar form of cup adjust- 
ment. 

At the 1897 cycle shows, the Indiana. 
Bicycle Company, makers of the Waverley 
bicycles, exhibited their bicycles with cones 
sliding on the axles instead of threading 
and screwing the cones or cups for adjust- 
ment In the usual way. They used this 
system during the past year upon many 
thousand Waverley bicycles, and the re- 
sults have demonstrated that this method 
is one by which absolutely true bearings 
can be obtained; the cones and cups re- 
maining always in the precise relative po- 
sitions in which they were ground, the 
cones in adjustment sliding to or from the 
cups. In this season's construction they 
have made a slight change, however, and 
which may be regarded as a good step to- 
ward the long sought for interchangeability 
in construction. The change consists In 
having universal cones fitting either side 
of the front or rear wheel hubs and having 
a double face with two ball races they 
can be put on the axles in eight different 
places or ways, thus making it impossible 
to assemble the bearings incorrectly. The 
construction is also such that the bearings 
are as nearly dust proof as it is possible 
to make them without binding friction. A 
bicycle adjusting cone or cup that is 
threaded, no matter whether the thread 
be fine or coarse, must necessarily, have 
some sort of a spiral twist to it which pre- 
vents the cone or cup from setting per- 
fectly true as ground. The sliding method, 
however, obviates this difficulty. 

It is worth noting— especially as being 
a step toward simplicity and uniformity in 
construction— that the Humber is now 
made with the bearing cups of the rear 
wheel Interchangeable with those of the 
crank hanger. 

Another novelty In its way is the Inser- 
tion of ball retainers In pedals made by the 
American Watch Tool Co. The Sartus 
pedal, made by the Warwick & Stockton Co.. 
also uses a somewhat peculiar retainer. 



?7 




CHAPTER X. 



CRANKS. PEDALS AND AXLES. 



Second only in importance to the bear- This extract is given complete because 

Ings. sprockets and chain of the modern it so well describes the regular construe- 

bicycle, as affecting the smooth running tion at wheel centres twenty years ago. 

qualities of the machine, are the axles, The gun-metal flange, ordinarily written 

cranks and pedals. Many have been the in English catalogues as "gum hubs," long 

changes and rapid the march of improve- ago disappeared; the back wheel, and the 

ment in these points within the past three non-driven hub of early "safeties" were 

years, imtil, with the advent of the sea- gum, with the bearing cups pressed into 

son of 1898, there seems little that is de- the ends, much as in the present fashion, 

sirabie left for attainment in this direction. The driven hub was fastened to the steel 

"The hub Is composed of two parts, viz., axle by "sweating," aided by a key driven 

the axle and the collars or flanges. The in flush between. In this country the g 

former Ls a stout bar of iron or steel, form- m hub did not prevail. The Columbia 

ing the true centre of the wheel. It varies front hub, for example, comes up before the 

from H-inch to 1 Inch in thickness, and mental eye — a great spool of excessive 

should not be less than 10 inches in length, strength and weight, both threaded and 

The collars are circular plates of metal, pinned on, so that parting from the axle 

varying In thickness from 3-16 to ^ inch was not to be thought of. In the present 

at the edges and from % inch to 2 inches type the driving axle Is a third, indepen- 

in the centre. These are flrmly secured to dent of the wheels, and the wheel hubs are 

the axle by different methods. In some either turned from the solid steel bar or 

makee both collars and axle are one solid drop-forged from steel, or formed from 

piece; but most are constructed separately, steel tube, the "bike metal" casting being 

and are flrmly united by brazing, increased kept very quiet in this as In other por- 

facilities being thereby obtained for case- tions, or else reserved for the people who 

hardening the axle. For nutted spokes the suggest that the cheapest way to procure 

collars are generally of steel or iron, wide a bicycle is to buy ready made parts and 

at the edges in order to take the width of "build" one's own. 
the nipple; out .vhen direct-action spokes 

are used they are usually of gun-metal or THE "DIVIDED AXLE." 
brass (some few use steel), thin at the (See Page 93.) 
edges and gradually spreading out inward Cranks were sometimes shrunk on, some- 
until they reach the axle. This is In order times threaded on. and sometimes held 
to give a large surface against the axle, on ^y wedging keys. Of the many ways, 
as. unless a flrm hold is obtained and the ^j,^ survivors are the transverse key known 
brazing well done, they are apt to work now as the plain "cotter pin and nut." and 
loose. These gun-metal flanges have, or the D-shaped end, the latter being some* 
ought to have, the exterior lower portion tlmea made like a square with three cor- 
recessed to the depth of about % inch, the ners rounded, as recently on the Wolff- 
Indentations extending some 1% inches American and Remington, for example. A 
around the axle, and the holes for the spokes g^ape quite in vogue now is a tapered 
drilled right through. By this a little round, with one or two sides shaved to a 
weight is saved, and the spokes may easily fjat and also tarered. Up to the time of 
be Upped out in case of breakage on the the last Garden Show, two years ago. 
worm and a portion remaining in the hub. axles had been made in one piece, and the 
The pedals are thus brought closer together separate cranks had been attached in some 
without decreasing the distance between of these above-mentioned ways, with a very 
the flanges, which should never, unless on few exceptions. Ii may also be said that 
very small wheels, be less than six inches this was the most ordinary and obvious 
apart, as, with a less amount of 'dish,' as mode of construction. But at that show 
it is called, the wheel is liable to buckle, appeared a very simple and good specimen 
The hubs for the back wheel are usually of divided axle, the Oard, although not the 
constructed solid, of either steel, iron or flrst, for the Columbia had been trying the 
gun-metal, but occasionally they are com- idea for a yea or two. and had set the 
plex. They are hollow, simply having a fashion. For some reason the Oard axle — 
hole drilled longitudinally through them which was Joined at the centre by mortice- 
for the reception of the back wheel pin. If and-tenon. each half axle being one piece 
composed of gun-metal or brass, they should with its corresponding crank — has not gone 
have a steel core to receive the friction, or much Into use. This Is probably because 
they will soon wear out." makers have desired to have deyicea of 

88 




tti«lr own: al least, there has alDi.e that 
time beea a raKlQS epidemic of "divided 
aile." It la quite within bounda to aay 
that at leait a page at thia louraal would be 
required to IntelllReDtlr deinribe and 11- 
luatrate the manifold derlcei of perverted 
and coBtl]' iDgeaulty for cutting the crank 




place endwlae Into the open bracket, the 
bearing parts and taalenlngB being next 
pui oD and Snallr the pedala. This patent 
la a rudlcal departure In the dlrectlao of 
extreme ■Implicltr and alreagtb, having 
obvioual]' no chencei of getting looie and 
giving (he deeired Bbaeoce of nuts anil 
projcctlODB about tbe bracket ends. It 
■eems to be tteadlly working Ita way Inlo 
uae. and It may be easily recognized by the 
"alar" sprocket, which Is commonly used, 
although not a neces- 



f It. 



Helm & Mui 






I llcenB 



schau 



ot Buffalo, working 
, Fttube 



aile Into two pans and then slicking the 
sundered parts together again. There are 
ailea cut an Blngle-tenon and an double- 
tenon; axlea with atralght bevel, ilg-iag 
bevel, circular-notch lap, and with a long 
"skived" lap, as If glueing were proposed 
and a tot of surface were required tor a 
Joint; tberii are sleevea threaded and 
sleeves not threaded; there are halved hol- 
low axles, lo be held together by a screw 
bolt lengthwise through them. Some o[ 
theae may perhaps have fallen, together 
with (be makes ef which they were a part. 
In the conflict of last season, but mostly 
they are still exUnt, Qenerally, the dlvl- 
alon la at or near the centre, but some- 
times it la well at one side, thus approach- 
ing a mor« reasonable and quite common 
form which haa axle and one crank In one 
piece and attaches to them the other crank 
removably. It Is admitted that occasion 
to remove a crank may occur, and the 
wearing strain and eipoauro to dirt are so 
great on the present crank bracket that 
some device for detachablllty la almost 
necessary; yet only the seeking for pecu- 
liarity and the feeling on tbe part of de- 
slgnen that tbey must appear to be earn- 
ing thtlr pay can account for these con- 
■Iructlonal (reniles which II la not prac- 
ticable to dencrlbe In detail. Here we 
toay say tbal the Ilumber still adheres lo 



pending patent of their own, describe their 
own one-piece construction as being from 
steel of high carbon, and say tbey will re- 
place any wblcb may be broken from any 
cause whatever. They fasten the apider 
to the crank mechaoically, not by brazing; 
the sprocket rim ia Ormly held, but Is read- 
ily detachable; tbe ball caaes contain llt- 
teen E-IR balls with retainers, "and Ot to a 
shoulder In the hanger, doing away with 




STRAUS RBMOVABLE PEDAL HUUnKRa 
any threads, which are liable to give 
tmuble." 

Among makers using the Fauher con- 
struction are the WInton. World, Defend- 
er. Fenton. Outing and Union <the last- 
named on their special), 

CRANK THROW AND VARIABLE GSAR. 
Tbe crank like the axle and most other 
partB. used to be very hick and heavy. Aa 
Ihe quality of steel was Improved and a 
more exact knowledge was obtained ot the 
relative strength required through the 
parts of the structure, tbe metal was 
gradually pared away; In tact, there could 
be no better object lesson of bicycle evolu- 
tion BB a problem lo tnecbanlcal work than 
to compare, side by aide, the axles, cranks, 
bubs and pedals of lo-day with those used 
Id ISTS. The old slot fur vailailon ot crank 
throw, sometimes replaced by three boles, 
B-PIBCr- CONaTROCTlON. disappeared from the_crank long ago. Right 




AMERICAN WALTHAM PBDAL. 



STRICT "ON: 



In strong contrast with Ibla may be men- 
tioned the Fauber one-piece construction, 
by which both the cranks and the axle are 
made of a aingle piece, being passed iDtO 



naldE 



might 1 

' Ihe topic at 

. at present ii 



iiiglh. 



topping I 



pedal stroke, while a ti 



in van tors, are not and never can be really 
practical in the complete sense. TO ex- 
change power for speed or vice versa at 
%111, Ro that one may vary his "gear ratio" 
to suit surface and circumstances, is indeed 
desirable; it is not in question that if one 
could drive the driving-wheel as fifty or aa 
120 or as anything between at pleasure it 





iTfrnT;|p.Uimriri 



creasing throw to 7 or 8 or even to %% 
inches. We do not think it worth while to 
go into this discussion at present, but will 
state five propositions: 1. The customary- 
crank throw, like the size of wheel and 
some other factors, has not been obtained 
arbitrarily, but as a compromise between 
opposing considerations. 2. The labor of 
high gears is not thus easily disposed of, 
because the increased leverage involves a 
longer circle of :ravel. a change in the 
position of seat relative to pedal, and differ- 
ent angles in the muscular action. 3. The 
throw is closely related to the length of 
argument set up by some that proper crank 
upper and lower leg and the length of foot 
is fanciful rather than sound. 4. The 
question of crank throw, like that of verti- 
cal or forward thrust, must be counted 
among individual matters and Is not to be 
disposed of bv the dictum of any one per- 
son set up against the rest of mankind. 
6. A long crank is. however, positively 
wrong for use by women, because it in- 
creases the high rise of the knee which, 
for them, is so ungraceful and is both me- 
chanically and hygienically wrong. 

GEAR RATIO. 

This is a proper place to explain gear 
ratio or "gear," which is a phrase not gen- 
erally well understood, although in constant 
use; for Instance, women have been known 
to ask jealers for a wheel with low gear, 
because they liked to be seated near the 
ground. The term gear, which is an adap- 
tation from the old high wheel, expresses 
the ratio of forward travel of the bicycle 
for each pedal revolution, and yet this has 
nothing to do with either the height of 
the rider or the length of his leg, or the 
length of the crank. It depends — with a 




THE RAMSEY PEDAL. 

would be a consummation devoutly to be 
wished— but this cannot be done. If lever- 
driving is used, which is the most manage- 
able mode for this particular object, a 
variable leverage can be obtained; but the 
offsetting disadvantages, which are not 
small, must be rccepted too. As for shift- 
ing gears, they allow only two speeds, and 
it is not wholly easy to decide in advance 
what two are on the whole best; when the 
choice has been made one is sure to want 
more than two and almost sure to be as 
littlr satisfied as before. Moreover, the 
weight, complication, wear and cost of 
these devices are obstacles which must ever 
bar them out. 

CRANK DROP AND CRANK THROW. 

There seems to be some disposition to 
substitute "what is the drop" for the re- 
cent question "what does it weigh?" It 
is not certain that most people understand 
that "'drop" means anything more than s 
lowering of the crank-hanger and a rela* 
lively slight lowering of centre of gravity; 
it does in fact mean more. The drop is 
the lowering of the crank axle below a line 
drawn between the two wheel axles. This 
line is fourteen inches from the ground. If 
one will stop to consider that from this 
must be taken, in use. the drop of axle, 
the crank throw, the dip of pedal below 
its own pivot, and the further dip of the 
toe-clip which no strictly up-to-date 
scorcher can omit without endangering his 
caste, he will see that to combine (as some 
wish and propoie to do) a 8-inch drop with 
a 7-inch crank is to invite disaster. Not 
more than a single inch of clearance from 
the ground remains. This Inch is as good 
as a yard while it lasts, but can anybody 
carry it in his pocket and thus make sure 
of always having it? There is the inclina- 
tion on curves, and ruts and stones may given size of wheel— solely on the relative 
be encountered, even if riding Is confined size of the two sprockets, as measured by 
strictly to the asphalt. the number of their teeth. For example. 

The length of crank throw Is periodically if the front sprocket has 20 teeth and the 
discussed, and there is a disposition to rear has 8, it is plain that each tooth of the 
Jumi: to the conclusion that excessively former will pull a tooth of the latter; so 
high gear ratios may be made easy by In- when the former has made one turn It has 

dO 




•ClOCK" DIAORA.M— ORDINARY PEDAL. 



pnlted to t««th DD the latter, tliiu eaoiIiiK depart from riRldlCjt tn Che drlTlas, or per- 

tb« rear iprodiet aod wheel to make two tiapi ImagliiliiK that a loDger throw la thus 

aod a half revolutlana; aa two and a half obtained in the effective portlOD o[ the 

time* ZS are TO, we hy that a bicycle with itroke. But there Ii now a decided rever- 

anch aprocketa has a TO gear, meaning that aloD to the rectangular and even to the 

on* revolution of the pedal drlvea It aa far tapered square eraok; craok* of baronet or 

aa one pedal revolutlOD would drive a wheel flatteoed dlainoDd aectlon ~ ' ~ - '-- '- 

actually TO lnch<a In diameter. Togue, notably 

ComputatioD of thli ratio la by the rule of conitructlon. 

three- Thui aa the number of teeth Id the conalderable 



roimd aod iquare, c 



tbe Pauber one-piece 

I tor choice t>etween 
1 the icore of atreDgtb, 
.d ihould bold nickel better. 
which alwajre show a an Inclloallon to peel 
OD an edge. Still another ihape may be 
roentloned. which has BDme novelty and 
neatoeaa— a square or rectangular crank 
that a "" 



amall sprocket la to the numtwi 
large one, in la tbe actual to the equivalent 
or ruDDlng diameter of tbe wheel. Multi- 
ply the wheel diameter In Inchea by the 
number of teeth In tbe large aprockeC, and 
divide the product by tbe numt>er Id the 

amall one. Or, for each ilie of rear 

aprockel, multiply the number of teeth In from the axis. 

the front one by a certain number (wblcb la Althougb not new this year, we may 
aconaunt (actor) and thereault la thegear, mention the peculiar Victor reversal o( 
Thua. If the rear sprocket has 7 teeth, usual construction by puttlog the axle on 
multiply by four; If It haa 8 multiply by [be crank so to speak, Instead of the 
three and a halt: It It has 9 multlpl; by crank on tbe axle; the axle la hollow, and 
three and one-ninth; If It haa 10, multiply the crank stands through Instead ot over 
by two and tour-Ilrths; It It baa U. multiply its enJ. Tbe Spaldlog crank haa on Its <-nd 
by two aod six -eleventh*; it it baa 12, a lug or boss which tlta a lort of heart- 
multiply by two and one-third. This Is for shaped end on the axle, Che crank proper 
being very sllghUy ouulde tbe line ot the 



Zem 




CLOCK" DIAGHAM- 



'BL1AI„ 



axle Instead of exactly across IbaC. 

The Racyde continues lla well known pe- 
culiarity ot putting the bcarmgs ot tbe 
crank aile within the crank ends, so aa to 
Increase the distance between lbs two ball 
rows and bring tbe Hoe ot chain pull be- 
tween them. Tbe Cleveland baa a similar 
arrangement for the same purpoae. 

There la a dlapoaltlon to return to the 
tlxed front sprocket In a (Ingle piece, aa 
was the construction before the central 
"spider" with a removable rim attached 
came into nae. The spider Itaelf baa been 
strong enough, but Che porllona to which 
Its arms weie screwed and the rim Itaelf 
have been ralber slight of late, and tbe 
toothed rim haa not always had support 
enough. There baa therefore been a liabil- 
ity in the aprocket to apring under strain 
or even to take a "sef out of line, and the 
change la to be approved on the whole, ea- 
peclally as a very easy detach ability In 
■ tront sprocket Is rather a "talking 



er sizes re- point" than 

any rider avails himaelt o 
e method la make a change of gear rati 



a twenly-elghC-lnch wheel; oCl 
quire alight ly dlKerent factors. 
For a bevel gear chalnleas tl 
to mulllply tbe number ot teein in cne iiewiii oraioers, oi i.,umniTian(i, i 
crank-shaft gear by the number In the rear have a form ot sprocket In which the i 
pinion on tbe Oiaft and multiply tbla pro- tral portion, which comprises the wt 
duct by the number of Inches ot diameter except a rim just large enough la have 
of Ihe rear wheel; then divide this pro- teeth on It. remains faat and lmmovah1i< 
duct by the product ot multlplytng the the crank bracket. Thli 
number on the wheel hub by the number on 
the forward pinion on the i^aft- 



m Ita Inalde edge to match a coned recces 

in the outer edge ot the flied cenlral por- 

:lon, has a row of balli between and runs 

iround on those Iwlls. Just as the Interme- 

liate spur gear wheel does on the Hlldick 

„_, chalnleas, already described and lllustraled. 

^-. tapering *"'"■ *'■'' "Prockel device the usual claim la 

dighceat "pinion _ at_ _ the ^' .""' i'/^o^.'^n' wf, 



SHAPES OF- CRANK AND 3PR0CKBT. 
The original crank oi rectangular sec- 
tion baa for aome years t>een generally 
round, or of an elliptical 
to round at Its 

end; a tew makers have used a bayonet 
seclion, or have chamfered out the Inner 
aide; futed aecllona have also been used, 
and one or two have brought out a crank 
In the shape of an S, In the not well- 
founded notion Chat It 1* a good point to 



ease ot n: 

more power Co drive than one of 70 with- 
out It. 

EVOLUTION Oir THE PEDAL. 

The old pedal was two elliptical disks of 

afaeet ateel. Joined lo the centre by a tube 



■Ilpplns off. So long M Ihe pedal remklDB 
two taced and rotur It la hard to coDoelve 
how this can be materially bettered. It la 
a long alep rrom the original pedal of 
thirty yeara ago to the light but alrone 
one of 1898. The earlleat one waa a round 
spool; Uien triangular In aectlDn; then Im- 
proved b]' having a balance velght of acorn 
■baps hung helair to heep It presented to 
the toot. In lever-drtven bicrclei It waa 
a plain flat top, as on the AioeMcan Star, 
or a round rubber-covered bar. aa on the 
Facile. 

The early faalening (o (he crank was the 
natural large nut. screwed up agalnat the 
Inner aide ot the crank. Demand for re- 
duction o[ tread atnllihed this In ravor 
o( the DOW Almoat Invarlabl? method of 
almpl; screwing Into the crank. Bui the 
iiae of Tight and lefl hand threads for 
Itala ought to be dlacoDtioued. In effect, 
the pedal revolvea toward the rear wheel. 
10 that. In theory. If the bearlnR should 
bind there would he a tendency to turn thi 
pedat Bhaft In tbat tame direction withl-i 
the crank end; to meet tbla. the righi 
pedal erank waa tapped wllb a left band 
thread, ao that the revolution ot the pedal 



^ lBi~ 

WOLFF-AHBRtCAN CRAMK AXLE. 



to pass over the pedal abtifl. and having 
two rouDd rubbera tor the tread, on rods 
which were riveted Into the eoda of the 
■Ide platea. The bearing waa either plain 
or the wretched "adjustable cone" already 
described. Later, corrugated or ovoid rub- 
bers came Id: at ill later, the aenalble 
"■quare rubber," for which the Oyermao 
people may claim Ihe credit. The aame 
pedals went on the early rear-drlving "safe- 
ties." for those not only followed the man- 
ner of the bigh bicycle In general con- 
■tructlon as far aa could be done, but util- 
ized Its actual pirta considerably. Prob- 
ably In the procesa of paring off ouncea of 
weight, the flied rublwr, o( whatever 
shape, disappeared from the pedal; the aer- 
rated-edged or "rat-trap," which uaed to 
be thought fit only tor the race track, took 
possession, and rubber la to tbla day uaed 
only Id the form of light and removable 
■llpa. These have commonly been of a 
■ecdon like two T'a act end to end. Ihe flat 
ponloD being on Ihe Inner aldea of the 
tread plates and the roughened T aldea 
tormlog the lect far the foot. The Wolff- 
American DOW offers slips of a triangular 
section, four for each pedal, which are held 
by a sheet steel clip aerewed on the side 
plates, and have three edges each, ao that 
tbey can t>e turned in their aeala to preaent 
a freah surface until worn out. The Strvus 
removable n.bber la also simple and prac- 
tical: it can be slipped over the pedal plats 
or removed at will, wttbout need of toolB. 
and another form of It can also be slipped 
over the outer euds of the pedal to take 
any blow from falls. It does Dot Interfere 
with a loe-cllp. 

The pedal shaft grew more slender wl " 
other portioDS. The early Itall pedala. 1 . 
a atrange slip backward, were made wllb- 
out a tube to connect the bearlnga and 
kejp oft dirt from tba foot, nor did tbis 
bad method quite disappear until about a 
year ago. A recent bad conalructlon 
which has not yet wholly gone out Is the 
very thin connecting arm sod the very light 
■Ide plate, the whole put together ao poorly 
oa to be liable to twiat. This has been 
dubbed the "tin pedal." and there are p«d- might alwaya tend to screw Ibe pedal shaft 
all to-day. even on some well-kown makes, |n aad not ouL But experience haa quite 
which have too much of thia characterla- witlatled us that If a pedal looseos (as It 
tic The Wolff-American pedal of IS^iS Is not infrequently does) 11 Is as often one 
an example of what a pedal should be Id ,, ij,g other, and the r 
point of quality ot steel uaed a-^ " 






jiiltT 



It. 



with B 



s If it wer 



jallty r 



ictioa; 



d flrmness 



■el this Is the oedal to ■ arry the shaft with It but 

ily praise- [j,e downward preaaure coming on the ahaft 

md example jtseU. if, therefore, the fit of thread be- 

1 mind. No twten abaft and crank la good, and It the 

M found In shaft la sere* 

iDg through particularly) I 
tbs ■ ■ ■ 



The moat declalve step In pedal In 
provement was the appearauce of the Rec- 
ord type, patented by A. C. Daviaon. an 
EngliahmaD, consisting essentially ot a 
onttal core with two croaa-arma thereon, 

drop forged In one piece, ThIa aecures 

strength and permanent alignment of the own abaft: 

bearinga. and a single piece of spring steel era. and 1 

Is brought around to form the tread. As tour wanti 

now made, this cootinuaus plate Itself of a break here' by carrying a spare pedal 

forms an end to take any blows from side shaft be must carry two Instead ot one. 

falls and a guard to keep the toot from simplicity, uniformity and convenience 



pedal ahafl'B lieing driven ctoae up agalnat 
the face of the crank, nothing more cod l>e 
done to prevent louaening, nor need any- 
thing be. The objection to making a left 
hand thread on one pedal la that by this 
Ihod each pedal must have its 
this Iwthera dealers and repalr- 
a rider about to take a long 
ivide against Ihe chance 



retained and tbe 



would galD by mkklng «1I pediJa «iid cranks leTerase ot tbe cran 
with right hand tbreada. more nearly "dead ceotre" la anoiiatied. 

Conatant and uniForm appllcalloD of 
ANKLE MOTION IN I'EDALLING, powei^thkt li to aay, effective appHeatlon 

_. , . , , . .. , ^largely depends on thli. For example. 

The early pedal already mentioned, con- the writer (who counts blmaelt not more 
■lallng o( a round apool on a plain wagon than up to good average aa to ankllng) can 
bolt, with an outilde nut, preceded any climb a pretty fair grade on a good aur- 
knowledge o( ■'ankle motion.- or rather, it face, with only the forward puah over tbe 
might be said, tbe extreme forward thniat upper centre. Of course, people differ to 
then made necessary by the position of the pedalling as In other features of rldlog 
rider with reference to tbe pedal made but ankle motion must be deemed one of 
ankle motion Imposalble; the thruit was the beat teats of correct pedalling and 
with the aole of the foot and tbe heel came therefore of good riding: It la no fad. but 
against the spool aa a stop against pushing |n the utmost degree practical, and what- 
off. The Ramaey .winging pedal— or, aa „„ contributes to It la. so far. valuable, 
tbe Inientor pretera to call It, the under- 
swinging pedal— la tbe farthest possible THE RAMSEY SWINOINO PEDAL. 
departure from the original pedal. Its sole .an « 
suggestion of old-lime devices belag that It '^** "«*■ *" ""^ 81.) 
always keepa Itself In the poalllon of pres- -nie usual pedal has Ita tread above the 
entallon for the foot, because tbe weight pivotal point; the Ramsey pedal reverses 
bangs below the cenlre. aa on the balance 
weight pattern ot IS69. The Ramsey can 
never tie caught by the foot on the edge. 
aa the usual pedal so oClen Is when mount- 
ing; even It the toe-clip (which seema leaa 
necessary with this pedal) Is Insisted on. It 
Is readily attached aod still tbe tread sur- 
facea remain horliontal and ready for tbe 
tool. But tbeae are comparatively trifling 
matters; the claims for this pedal relate 
to enhllng and a more favorable use Ot the 



a mere reclp- 






erage. 
When a crank la turned by 
rocal or back-and-fortb 
radius or leverage of the 
Btantly varying from full length to lero 
and back again; the zero position Is called 
"dead centre." because all power applied 
at that point la pushing upon the axle and 
baa no tendency to rotate the craok. It 
tbe hollow of the foot Is placed on a pedal, 
so that the line of thrust la directly in line 
with the lower leg. the catf muscles do no 
work and the thruat Is a straight leg- 
thrust, a> It the toot were lacking or the 
leg were wood; tbe same result would be 
obtained if the ankle Joint were ancbyloaed 
or It Ibe rider habitually malotalned bii 
tool at a right angle to tbe lower leg— in 
e«ch of these casea there would be no 
ankle motion whatever. Here we may re- 
mark that although lever-driving baa Ita 
claims Its woiBt detect Is that very llltie 
ankle motion la possible when the fulcrum 
BWinglog one and when the tult 




latlons 



I with t 



t all. In 



CARD CRANK AND DIVIDED I 
la and alwaya baa tbe tread bel 
point. Its great claim la that " 



■ound tbe circle ""'" automatically, )n conformity with the 



the circle descrll 



used (sublecl to aome disadvantage from ''"' nPpHed power of the rider, 
the position ot the arm) all tbe way talning the full leverage of the 
around. If we could clasp our toea 
tbe pedal— aa tbe evolut' 



^nk 



vastly Increased ar" of the circle; In other 

Is Bay our an- wards. It converts tbe straight push Into 

_.._ tree branches an Improved and automatic ankle motion 

—we might' pull the pedal clear around, "nd renders possible a higher development 

Ankling, as It la called, conalats In alter- ot toot power than has hitherto been ob- 

nately raising and dropping the heel so as talned." The Ingenious "clock" diagrams, 

to give the foot aame hold oo the pedsl. the circle being cut Into twelve divialona 

and then In pushing forward or "clawing" representing hours and of 30 degrees each, 

backwnrd. to as to apply some power dur- Illustrate this. As tbe Inventor is pleading 

Ing tbe greater part of the circle. Instead his own cause It need not be counted 

of mcrclT shoving down on the pedal after against him that he unconsciously eiag- 

It has passed tbe uoper centre. The more gerates the foot poaltlous somewhat, and 

this can'be done the more nearly the tuti when he saya that a continual -preaaure 



may be applied "from 11.30 to 8. or 8H 
hours out of 12," our comment is that we 
think it i>ossible for a good rider who pays 
attention to doing it to apply pressure thus 
on the usual pedal. But the difference is 
that the Ramsey gives a better hold to the 
foot, thus applying more pressure instead 
of merely "some" pressure, and makes the 
ankling semi-unconscious and automatic; 
this forms a substantial improvement, and, 
as the inventor puts it, "it gives ankle mo- 
tion where there was none before, and 
those who ankled some now ankle more." 

Incidentally, the twitch which many rid- 
ers give to the chain slack by incorrect 
pedalling is more easily aivoided with this 
pedal, and. of course, there is less trouble 
about being "caught on the centre," hence 
hill climbing and control in crowded places 
are favored ; as one trouble with a high gear 
is in passing over the centre at slow speed, 
the Ramsey pedal has an advantage in 
control for this reason. The "pick-up." 
either when mounting or when quickly 
spurting ahead, is also particularly good 
with it. Another peculiarity of this re- 
markable pedal is that its tread is as much 
below the pivot at the top as at the bottom, 
so that the leg reach is increased near the 
ground and decreased at the top. This will 
be valued in practice, according as the rid- 
ers find it comfortable to drive (as does the 
writer) with a full leg reach, or not; yet 



it Is plain that the Ramsey must be a very 
desirable pedal for women, because it de- 
creases the objectionable rise of the knee. 

The construction is clearly shown in the 
cut. A removable screw replaces the usual 
pedal shaft, and the pedal will fit any 
wheel, but it requires lowering the saddle 
or using a lower frame, and it therefore 
rather strikingly suits the present fad for 
reduced frame heights. Although a single 
row of balls has to be used,, they are one- 
quarter inch, eighteen In number, and two- 
thirds are claimed to be always under pres- 
sure. As to durability, the inventor says 
that after some thousand miles' use under 
average conditions, the nickel on the cones 
has been found intact; this must be ex- 
plained by the large number and size of the 
balls, the large diameter of their track, the 
correct construction of the bearing (which 
is a four-point of right-angled V section), 
and the complete exclusion of dirt and re- 
tention of oil. In the last particular noth- 
ing could be more perfect. 

After careful practical test, we think the 
inventor's claims are well sustained. The 
Ramsey pedal is certainly fast, and dis- 
tinctly good on hills. Other conditions be- 
ing equal, it should beat the ordinary pedal 
in pace and endurance, and we regard it os 
one of the most practical contributions of 
the season. 




84 




CHAPTER XI. 



THE SADDLE. 



Naturally, the saddle for the steel horse which had an open-and-shut work like tnat 
followed ^hat long used on the living one. of the familiar safety pin of the nursery. 
It began as a pear-shaped sheet metal The early rigid saddle surviyes substan- 
plate, inclosed between two pieces of pig- tially in the "hard" saddle of the Brown 
skin, sometimes with a thin padding of type; the old "suspension" is in the type 
hair and sometimes without. Of course, with hard nose, steel cantle and stiff sides; 
this was hard underneath and rigid on the the "hammock" is represented by the soft- 
edges, and gradually there was enforced nosed and flexible-sides saddle of the Hunt 
consideration of the practical difference X type, having wood cantle and aiming to 
between sitting on a broad-surfaced horse support gently everywhere; the air saddle, 
saddle, with nothing for the legs to do, and one of the oldest, reappears in pneumatics 
a concentration of pressure on a small sur- of various sorts; the old "pan" seat is now 
face, with the legs compelled to be in In the Christy, with solid metal base, which 
constant working up and down. Take a does not touch the body, but suppor^«i by 
chair— not a big, stuffed Turkish chair, but raised pads; the "cradle" is represente-i by 
any decent, ordinary one — and observe how various looped wire springs, usually of a 
large a portion of the body the support is few wound coils, which are to yield by 
spread over; then assume the nearly ver- compression. The term "pigskin." as des- 
tical position and observe how small the ignating the bicycle saddle, seems, how- 
available surface left for support, and it ever, to have entirely dropped out, as has 
will not seem strange that the saddle is a also the use of that material itself. Cycle 
serious problem in cycling, and one not saddles are now made almost exclusively 
wholly solved yet. of tanned leather, and It may be suggested 

The first step in advance was the appear- that the increase in the number of cyclers 

ance of the "suspension." the upper plate bas outrun the increase in the number of 

being left off and the leather being hung plgB; but probably the saddle maker has 

fiom three points of support, without pad- some commercial reason for the change. 

ding; this left the edges flexible. In later 

years the so-called "hammock" type ap- SAFETTY' SADDLES, 
peared, and in essence this is still in vogue 

In all the saddles bearing the name of A popular type of saddle on the early 

"hygienic." the leather being hung from safety was the Garford. It had a leather 

the front a« one point of support, and a top, which was mounted on a U-shaped 

cantle (formerly of steel, but now largely spring, the open part of the U being in the 

of wood), serving to give the needed rear. Necessarily this spring was a very 

breadth at the rear. Yet the principle is> heavy one, but it undoubtedly served the 

the same as originally used, many years purpose for which it was designed, as, ow- 

ago, by Lamplugh ft Brown of Birmingham ing to its great height, it was particularly 

in their "suspension," and afterward in useful on the low frames then in use by 

their "Long Distance" suspension. And those who desired a longer reach. In 

this principle can never be quite abandoned. England, all bicycle saddles are made 

The early saddles had some form of larger, longer and heavier in every way 

spring under them, and were not made to than our American models, and they are 

attach without one. The "boneshaker" fitted with some sort of a flat or coiled 

saddle rested flatly on a very long plate, spring. 

like a leaf from an ordinary wagon spring, A little later again, these large saddles 

extending from the head clear back to the were abandoned for the saddle of a 

rear wheel; but this was not so much from smaller size, having a hooked pommel and 

choice as dictated by the construction as steel cantle fastened to a very rigid and 

a whole. On the high wheel the usual sup- unyielding spring, and had leather tops, 

port was a flat spring, hinged at the head, and of which the type known aa the Sager 

and curving back to slide slightly on the was very popular. Another popular type 

backbone by some sort of movable clip, still in use was known as the Mesinger, the 

This was varied in several ways — ^by curved base of which consisted of strands of rattan 

or spiral springs, and even by suspension woven into a style resembling chair seats, 

from enormously thick rubber bands; but and which was covered by a layer of 

the most notable one was the Arab Cradle, stitched felt and leathei.. suitably mounted 

a spring formed of a single piece of steel on round wire springs. The leather portion 

rod, bent about into four acting single coils, of this had an opening of a somewhat ir- 

93 



regular V iliapc. The Climax saddle, whlcb 
bad a iDiall degree of popularity alio, wbh 
made o( a aerlei ot email colled wire 
■prlugi which were alchel plated, but even 
thli atrle ot saddle waa ximetlmei covered 
with IhiD pieces of leather. The oext 
change In canstructloD. as a variation on 
these, was produced br the makers ot the 
Hunt saddle. Their saddle had 




THE CHRISTY 



cov?T lined with all wool lelt, which rest- 
ed upon a laced framework ot leather 
Rtrancln, Ibeie being fastened like the Mea- 
InKiT. and bavlnR a bent wood rantle in- 
■leail ot one of sheet steel. The makers 
of the Sager saddle alio made a pneumatic 
naddle which bad a flat wooden base, 
throuKh which protruded two Talves. 
which were connected to two small rubber 
Inner lubes, and these were covered by 
a leather covering which was laced to the 
wooilen base. This pattern with some 
I Is still made by the 3ager 



e list, of 

somewhat Incomplete trom the fact that 
of the many freak saddles that were Intro- 
duced few survived, and therefore are 
bardlj worth eonsiderlDf; here as leading 
up to the present types of saddles shown 
In I89S. 

THE CHRISTY TYPE. 
At the tS9S rrcle show nas ■bown for 
the Hrst time by Messrs. - A. O. Spalding 
A Dros,, the distinctive type oi saddle now 
so well known as the ChrlBty. At that 
time lhi> bape wnn of cast aluminum, hav- 
ing a smooth edge, but the body of the 



now constructed ot sheet steel, which Is 
highly polished and nickel plated. The 
leather pads have been lengthened and 
thickened. The sprlnss are made of a con- 
tinuous piece ot round wire spring steel. 
and the seat-post clamp has two seta ot 
screws, one on each side of the clamp. 
The bolt In the pommel of the saddle. 
which Formerly had a round head. Is now 
made with a bead ot a flattened L shape, 
thus covering more surface, and the lock- 
nut uuderneath the saddle Is prevented 
trom loosening or tailing oft by being 
struck with a centre punch after It la set 
In place. One of the Illustrations shows 
for the flrst time their latest model of 
Christ; saddlea, known as the racing Chris- 
ty. As will be noted the usual construc- 
tion has been somewhat departed trom. 
Instead of the metal edge or flange being 
turned down as In the other models this 
flange Is turned up, and the saddle pads 
run continuously on each side from the 
cantle to the ends ot the long pommel. 
The entire model of course is very narrow, 
and the object of the long pommel Is to 
permit the track or the road racer to slide 
forward on the pommel In starting to 
■print, or climbing a hill, only using tho 
pommel to hold himself In place, and thus 
prevent lateral displacement ot the body 
while under rapid pedalling movement. 

The hygienic feature of the Christy sad- 
dle has been universally recognized and 
confirmed by testimonials from all the lead- 
ing physicians pcd surgeons In the coun- 
try. It is moulded In anatomical conformity 
to the parts, and comforlable cushions are 
so placed at to receive the bony prom- 
inence of the pelvis, sustaining the weight 
of the body, the open centre protecting 
those tender parts susceptible to injury. 
The frame being constructed ot metal. 
maintains Us correct shape under all clr- 
cumatancea. By slight changes bere and 
there, more saddle than ever has been em- 
bodied In the 1898 models, although the 
general lines of the saddle are unrhangeil. 



phi 



■y''le saddle que«tIoi 

" Il-known physlrlf 

is rwintry have g 



. Over 




THE CHIIISTY- WOMEN'S. 



ind surgeons In All modclp are made witb the contlnuona 

favorable written wire spring, greatly simplifying the con- 

The changes In strucllon and materially strengtbeillBC 

this year's type are mainly In the details the entire saddle. The cusblvna >ra np- 

of construction, the same broad, general holstered wttb the llneat curl«4 balr 

prtnclples prevailing. The metal frame Is moulded to proper form, and •Iwaya !«• 



IbId Ibeir elaitlclty anil ahape.. The flve alao a new take up. and Improved edge 
models or styles cotnprlBe dlSerenl wldtha binding, and alio aajr that they will retain 
and varr guffl-^kctly to aatlBf^ all taates. their shape as »ell bb [he old hard leather 
Manr of the prominent blcjrde manutac- tops did — aomethlag, tl Is claimed, do 
turers ot the countrr now eQulp their crclea byslealc saddle has ever done before, 
with Ibe Christy, or Hit It as an option. They also ahow a pneumatic moulded 
saddle, whtrh Is moulded to nt the body. 
and the entire aeatlns aurlace Is padded 
with air. A de-!p depreaalon In the centre 
prevents any possibility of any uncomtort- 
abla preaiure. They also make a racing 
saddle, which li compoaed of yeneored 
wood, cross grained, and glued togftlier, 
and covered, of course, with leather. An- 
oiher form of anatomical pattern ot theirs 
hai a solid wooden baae on which are placed 
two leather pads whicb are fastened to 
the base by a strap ot nickel -plated steel 
which li screwed thereto. A nickel-plated 
Bteel plate also extends between the pads 
from the pommel 'o the cantle. The Saner 
Pneumatic aaddle conalBts of a three-ply 
wood base to wbloh Is (Itted a lealber cover. 
Its peculh.rliy lies In the use of two aep- 
arate air tubes, which are InHated with 
a regulation tire pump, but tbese tubes are 
entirely Independent ot eax;h other, thus 



THE CHRISTY— UNDER SIDE. 




"Flexible." 



re sbowlDg this 

1 they call the 

that they "are 

wuiing to Biaie ineir reputation that tbe 

solution ot the much dlscusied Mddle 
problem than anything beretolore pre- 
sented." They are entirely new In con- 
struction and appearanco, and are very 
simple, and beyojd queatlan they will 
ault a greater variety of riden than any- 
Iblng heretofore produced. One of tbelr 
EBddlea haa a solid leather base, on whlcb 
are placed pads covered with leather-, and 
atltcbed to the lower base. The pads are 
made In two forma. In one form the pada 
pTlend from the pommel to the castle, 
having an open centre, however, from the 

THB "SAFETY rOISE." 




THE CHRISTY RACING SADDLE. 



preaaed below the line of the pads, with ast 

an opening running Irom the end of the the 

pommel between the pads to (be cantle. wb 

They have also improved their Hygienic Thi 

saddles by adding N the seating surface; ton 



preventing any rolling or aide motion and 
giving perfect Hteadinesa. There are two 
holes through tbe saddle In the centre ol 
tbe depreeslona on the rear part of the 
aeal. whlcb aerve the double purpose ot 
ventilation and also to retain the base 
ot the pelvis, and the aaddle la laced dowB 
the centre, whlcb prevents any undue pres- 
sure there: the present style may bv 
coiisldertd a decided Improvement over 
tbelr former models of pneumatic saddles. 
Tbe Sager Co. also make a saddle called 
the Peck, but It may more properly b« 
called a seat, being radically diltereol 
from anything Ip the market. The ridei 
aits upon a formed cushion aeat and noi 
astride. Th'^ body Bnda a steady support, 
the reciprocating parts of the seat auppon 
giving tree movement to the Hmba. 



: saddle 









I particularly sullablu 



lo thoKp riders of Fllher «ei w 
to Bit upright. If properly adju 
clAtmed Ihal Cbi?re Is not tbe BiLsaiBHc 
danger of lUdlng ofl the seat, and that tbe 
abipnce of the pommt:! does not in any- 
way Inlerfpre with BteadlncBB in ridlDg. 

THE HESINGBR SADDLE. 

Tbe MealUBer Saddle Company shaw by 
far the best model line yet made of this 
well-known make tor 1898. It li lOfter. 
bolb In tbe back and on tbe pommel, 
ihaQ any of their previous sty It a. and 
softer on the pommel than any saddle ever 
shown by them. The rvaaon tor thla Is 
Ihnt the weavlnK of the rattan gives the 
strength, durability and elasticity, while, 
being wood fibre, it Is not affected by 
water, and cannot stretch or sag. On thin 
springy, but non-stretchable base Is a cover 
ot felt, over wblch Is leather to waterproof 
U and give It a flnlshed appearance. A 
V-sbaped opening Is cut In the centre of the 
cover, anatomically formed to relieve all 
Injurious pressure, ventilate, prevent 
numbness, or any posslblB Injur)' to tbe 
delicate parts ot the body. Tbe general 
shape ot the saddle Is made to coatorm to 



of good appeara 
The principal points of 



The saddle Is light and 




the anatomical requirements ot tbe body, 
the ends of tbe pelvis bones being sup- 
porte'l on the felt on each side ot Ibe 
anatomically shui eil opening and the curves 
ot the outer sidis of the saddle eontormlng 
to the (olds ot tbe iicsh naturally torme'l 
in pedalling. 

The Meslnger people are now manufac- 
turlDt; II soiidlc with an upturned cantle. 
model II. whii'b Is an eirellvnt specimen 
of thla shape cif sudille. They have not 
only obtained 1h.> desirable features ot this 
style ot saddle but have produced a very 



Ue^Dger 

are found In the new base, wblch 
consists of a very strong woven strap (web). 
specialty made for this purpose, laced 
through the cantle and nose, and also avery 
strong and effective stretcher, by which 

T 

BERN A SCO. 

the saddle can be made hard or soft, as 
desired by tbe rider, without removing the 
saddle from tbe bicycle. From a mechani- 
cal standpoint their saddles will recommend 
themaelves everywhere; tbey are soft and 
pliable from the tip ot the nose to the 
edge ot the cantle. and having an ana- 
tomical shape there can be absolutely no 
pressure on tbe tender parts ot tbe body. 
Some materials used In hygienic aaddlea 
are not pliable eaougb, others stretch out 
ot shape. The woven strap which Is u«ed 
In the base of their saddles yields suO- 
clrolly and conforms to the l>ody. Being 
seven-eighths of an Inch wide It cannot 
show through tbe felt and leather cover, as 
narrow leather strips or other materials 
do after having been ridden tor a length ot 
lime. They also make a padded saddle for 
racing on tbe plan of their regular saddlea. 
with the exee.nilOD that It has a concave 
wooden I an tie. 

THE GARFORD SADDLES. 
The Ciirtoril Manufacturing Company 
show sevep models ot padded saddles, fur- 
nished with various styles ot pad* and 



is made of one conilti'ious atrip of rawhide 


BprlngB. Their leading saddle thla jMlt 


laternoven witb lenthi-r. and passing 


la one known as tbe "Cavalry." It baa 


through the wood cantle. The Interweav- 




ing is made In such a manner that tbe 


and varnlab and the rear part covarad 


weight of the body, resting upon the 


with leather, corresponding with tk* top. 


leather, always keeps tbe central strands 


The top has raised pads, wltb a dMddM tv 



lag 8 T«ry racy appearknce. Thia la mada 
with altber a plain flat aprlDx, or a aprlDS 
wlUi two rear coUa. Tbe womeD'a model la 
about one Inch aborter In the pommel. 
Tbelr hjrglenic laddle la made with raw 
hide atrandi from the pommel to tbe 
wooden cantle In Ihe rear, and hai an ad- 
luatmenl lo arranged ai lo permit tUhlea- 
log or the itranda alone, or the itranda 




makes a Arm and pliable cushion over tba 
frame. The tranl end of tbe aofC top 
corerlnK la not faitened lo the frame, aa 
la aome tlmea aeen In thla atjrle of saddle. 
Tbe sdTantage In not attaching tbe top to 
tbe frame proper la that 11 anumea the 
■hapc of tbe rider without atretcbing or 
wearlDg tbe top. 

The QUI lam Company alao make a padded 
aaddle, which has a cootlnuoui laminated 
open frame, and which Is coTered with 
rawhide drawn tlghlly over It, tbui mak- 
ing a pliable baae upon wblch are built 
pad! of all-wool felt. ThU nllable base 
prevent! the pada from matting and getting 
out of abnpe, and from tbe nature of tbe 
construction the weight of tbe rider la 
made la force tbe pada toward tbe cen- 
tre Instead of toward the ■Ides. They 
furnish It with either colled or truss 

THE BROWN TTP», 
One of the most popular saddles of Ihe 
day la that known as tbe Browo. The base 
la of three plecea of wood flrmly Joined to- 
gether. After being tborougbly sized wllb 
glue, this Is covered wltb a strong linen 
and waterproofed wltb two coats of lead 



TILUNOHAST. 

and tbe leather top together. Tbe top Is 
made of two tbicknessfs of leather with 
felt between, and has s large opening In 
Another one of their models 






r this 1: 



has I 



miliar to 



Iheir Cavalry saddle, but 
saddle from the front to tne rear some- 
what resembles tbe T or TYuss saddle made 
by tbis company during the past four years, 
which KBB one of the most popular saddles 
ever made. Tbla new model has a padded 
top, tbe pad extending to tbe lop of the 
pommel, and having a deep Impresalon In 
the centre opening out at the back, thus 
forming two raised pads at the rear. 

THE 01LJ.IAM LINB. 

The Qllllam saddles for 1S9S present a 
wide variety of styles and shapes, sufHclent 
lo meet the demands of every kind of rider. 

Their No. TS is s road or racing saddle, 
made wltb a llgbt steel hose as fatinda- 
llon, over which Is Blued thick all-wool 
felt, the whole being covered top aod bot- 
tom with tbe best quality leather, Tbelr 
No. 76 Is a woman's saddle made on the 
same lines. They furnish both these sad- 
dles with cantle raised somewbal giv- 
ing more dip or curve to the seat. 

Tbe ailllam Hygienic laced saddle has 
a trass spring bolted to a hickory cantle 
<beDt by spvclal process), over whicb Is 
stretcbRd a stripped single piece rawhide 
frame as shown In cut. By folding and 
stitching tbe rawhide In front they obtain 
tbe same amount of strength In material 
as In the rear or broader portion. This 
at tbe samp time gives a narrower pom- 
mel. Tbe top or cover of their Noa. TO ani* 
^S saddles Is made of boarded pebl.e 
leather, and being Uned with all-wool felt. 



□ever loses Its shape. It Is strong, light 
and very t^andsome and flnlabed In black 
or russet. II la entirely a hand-made sad- 
dle and made by skilled workmen. Tbe 
design of tbe Brown saddl'' Is one of perfect 
curves In sU Us parts, 

VarlatlanB in this type consist la fur- 
□IshlDg them with either flat or wire spring 
and also with an easy coll spring In the 
rear. The saddle tops are also furnished In 
broader pattern and with wool felt between 
the lining, making a aott easy seat tor road 




THE TILLLN 



riding. The type Is also produced In juve. 
nlle models and models for ladles' use, and 
a broad, heavy padded one. which tbey call 
their "fat man'a" saddle. 

THB "UNIVERSAL" SADDLE. 
The "Universal" saddle. Into tbe con- 
struction of which rubber and aluminum 
alone enter, la built upon tbe principle 



Ihal th* weUht of the riiler 


should re 


upon [be Hesh covering Ihe pe 




w«11 as upnn tbe boDeii Ihemii 






rated alum 


tnum plate ten lacbei broad, wiih Jepre 




to tbe poi 


tlODS asBUtaed by botli tbe id 




male pelvis when the body i« 


in a slttin 


poaturf. Tbere la no pomm 


1, aud th 


centre opening prevents tbe p 


ressurc ca 




THE -UNIVERSAL." 



culated to work Inturious results. Atum- 
iQuin being a h?at dispellor. ilie surtace of 
Ibe laddle i* cool at all times. Instead or 
spiral ileel springs the seal plate Is sup- 
ported upon pneumatic rubber bulbs. 
These completely separate the metal post 
springs Irom the seat proper, and by thui 



m od I fl cation of Iheir Hygienic pattern con- 
■Ists In placing pads on the top of them, the 
saddle, of course, having ihe same laced 
trameworh found In their otber patterns. 
so that In this construction framework 
as well as pads yield under tbe rider's 
weight. For those riders wbo do not cmre 
for the padded saddle with a depression 
running between the pads, they furnish a 
pattern of padded saddle which only bai ■ 
depression on tbe front and rear of the 
padded portion and not through the centre. 
Another variation In their Hygienic pat- 
tern consists In using strands of a special 
noven fabric Instead ot leather, making tbe 
whole leather smaller than their other 
styles, thus adapting It to young and light 
weight riders wbo only require small Bit- 
ling space. They also make ■ rigid sad- 
dle, which Is constructed ot two plates of 
sheet steel so shaped that the edges ot 
Ibe leather cover, which Is lined with thick 
felt, are flrmly held by tbe two plates 
when assembled, without stitching or riv- 
ets. \QOther new type of saddle made by 
Ibis pompany Is a saddle absolutely wltb- 
out a pommel It is of tbe padded pattern, 
with leather strand supports, similar to 
their Hygienic padded saddle, but without 
pommel. This model Is said to be very 
comfortable tor riders who hale do dlfll- 
culty la maintaining their balance witbout 



ivoldlnf 



n the 



1 of the 



SUN 



1- OTHER MAKERS. 



wheel and tbe seat plate, eftectually do 


The "Stylish Gordon" saddle made by 




the 


Hecklcy. Ralston Co.. Chicago. Is one 


is responsible for 'tbe nervousness and 




has made a reputation for itself dur. 


beadncbea experienced by tbe users of some 


mt 


tbe past two seasons. It Is a well- 


saddles 






These, briefly elated, are Ihe leading 




edges to pedal over or retard Iha clr- 


claims of tbe Dr. Richmond ■■I'nlversal." 




Ulon In long distance riding. The 


set forth in a circular letter (o Ihe manu- 






facturers by several well known New Vork 


brace affords In solid comfort models 


physlelana. A good Idea of Its design and 




ms for a thick sanitary felt paddiog. 


construction may be gained from a glance 




Gordon has a steel base covered with 


at the accompanying tuts. 


felt and leather, and thle steel base (which 






made from a master plate) was tbe 


THE HUNT SADDLES. 


res 


ult of long experiment, to produce a 


The siiildlcs made by the Hunt Mnriufat'- 




,^f—f. 


lurlng Company of Westboro. .Mubb.. have 






louE l"en deservedly popular, not only on 






Hcvount ot their deslen. but also because 




^m0^ -^B 


of the eicellenl miiterial used In their 






■'onsl ruction. One of their most popular 






Baddies is known as their -Hygienic." and 






of this they were the introducers. The 






leather cover Is lined with all-wool fell and 






reHts upon a laced framework of leather 




-^Sitr IK 



inds. These strands 

" "rather 



t not raw hide 
radlly ab. 



which 



brlilli' anil hai'l when dry. but a specially 
lannrd leatbt^r which Is elastic and imper- ] 
vious In niolHIurc. Ibis leather Is. of 
coiir»e. much more expi'nslve than raw hldi- 
or alum-tanned l"nther used by the makers 
of cheap eaddles wbo Imitate their ron- 
strucllon. Their '9)1 Hygienic saddles have 
A depression In tne middle In tbe rear, Ihe 
object of which Is to prevent danger to Ihe 
spinal column by ]olt. The leather top has 
■n opahlng la the centre to afford veutlla- 
tlm and prevent perineal pleasure. A 



The I'erry Pnc 



icarly fifty band-BUute 

Jected before one that 

perfect was produced. 

natic saddle waa placed 

St year. It was one of 

ne anatomical fonnailan 

with Ihe added feature ot a pnennuitlc air 

cushion. One of Its pecuIlaritiM la that 

It can be ridden deflated aa mM aa IK- 

flated. The aaddle la constnwtad tr pbl^ 

Ing upon a ateel pUU- wUdI Is aiMni 



prevent friction, an 
i>blon. the whole be- 
:ber abovs oad below 



wfth a layer or felt 
Inflaled rubber air 
lag covered vlth le 
lewed toRetber by hand. 

The Phinipi Hammock laddle baa the 
bue made or linen cord covered with 
leather. Thli cord ol course li not at uo- 
yleldlng texture, and I here tore coo forma 
■ ■' and th; 



bicTcle. It permit! i 



I of tbe 



I (ting mo. 




OIL.UAH FRAME. 



LioD correBiKindlDK to the Datural act 

the limbi in pedalling, ThU laddl. . 

■enta (omewhal peculiar features Id cod- 

■truclion. Instead of the cantle being 

round » Id the uaual laddle construction 

the back of the saddle la perfectlr aquare 

or straight. II la made entirely wllhoul 

rivets or Hcrjws and Ibe leather portion aurface, hi 

ot the saddle only eiteods about iwo-thlrds " "'-"' — ' 

of the dlstSDCe between the pommel and 

the cantle. The base Is made of one cod- 

(inuous cord looped to tbe pommel and 

cantle. a sliding loop changing the Bbapp 

or width of the saddle to the liking ot tbe 

rider without tbe uae ot any tools. The 

adjuatlng of the rods forming a universal 

Joint at the centre of the canlie Is one of 

(he peculiar features of this Invention. It 

la also to be noted that eacb cord on Ibe 

top of the saddle has a return strand 



[be Olovp 



Death with a free motion 

(le. BO tbat (he extent of tbe saddle's I 

Iblllty Is measured by twice Its length. 

The Safely Poise Saddle Is tbe Invention Plane .,. 
ot Dr. Otis K. Newell of Boston. The impo»albl> 
perineal or middle flesh pressure Is entire- Olover si 
ly eliminated by Ita uae. It la the only open t"" tlltlni 
frame aaddle In tbe msrket, and Ibe cut '" rever 
Rives sn eicellent Idea of Us construction. 
Tbey show a new model for 1898. which 
Is about two-thirds of the sise of the reftu. 
lar pattern, and Is constructed so ths( (be 
rider alts more on the saddle than In It, 
Thla chaQRe hSF been made so that the rider 
at once scrusloms hlmaelt to the asddle. 

The makers of Ibe Rusch have departed 
entirely from the Idea of ubIdb for the 
(oUDdatloo of a saddle a metal or wooden 
base, snd construct (he base of (heir ssd- 
dles of specially prepared oak tanned 
leather. It bsB an indentation In tbe cen- 



on top of which are fastened leather atrapa 
covered with a padded leather top. 

Tbe P. A F. Anatomical aaddle haa a 
rigid baae covered all over, in the pommel 
of which la constructed a mechanicsl pneu- 
matic device which does not require any 
valves, and csnnot get punctured. It gives 
tbe effect of a full pneumatic construction 
without using a depressed pommel or raised 

The La Tulip saddle Is made wholly of 
raw hide, which the makers claim will not 
stretch or sag: also that it weighs less thsD 
one iKiund. It la made on some new Ideas 
of anatomical construction. Tbe "Rubber 
Neck" saddle has a flteei baae covered with 
a rubber cushion In the sbapo ot vertical 
rubber tubes forming a honeycomb which 
yields to every motion. This honeycomb 
also produces sir spaces or ceils eitendlng 
from the plate to the cover, wblcb keep the 

Q. saddle cool and thoroughly ventilated. 

.p. The Bunker Pneumatic saddle is similar 
In shape to a flattened crescent, snd Is 
used tranaversely (o the frame. A varia- 
tion of it Is somewhat of the regulation 
abape. and la provided with a yielding rub- 
"-— -lusfaloo an loch thick over its entire 
, " . _ of tbe centre 

depression to receive the pel via bones. 
snd BD opening from tbe centre to tbe front 
to relieve all pressure. Tbey also make a 
pneumatic aaddle which la open In the cen- 
tre, tbe whole conatructlon belog only a 
rim which la Inflated. 

The Glover Perfection Saddle has a 
platform of crucible steel so ahaped and 
coiled tbai a dlamond-abaped opening 
la left In the central and front parts of (be 
aaddle, thua preventing any pressure at 
these points and also affording proper ven- 
tilation. Inatead ol having a born or 
protuberance In front to bump against 
aaddle dropa away from the 
ilch the rider alts, making It 
■" ■■ ■ riding. - 



t up a 



ridden 



with-. 




. which li 

leal features. Thli centre dcprcsBlo 
aufflclendy deep to prevent Irritation 
allows tbe use of sloplog sides. The c. 
Is so pisced under the body of Ibe v 
that It is almost impossible to s 
against It either In mounting or In p< 
Ing. 

The Bernaacr AdJUBtable Bsddle is 
In two parts, so (bat it is adjustable tt 
form of all riders. 

The Tllllngbast Hygienic saddle h 
continuous open frame work of ben: 



rbe colled ateel plat- 
Is padded with felt. This a^dle was 
ned hy ■ physician who has long beea 



IN OBNBRAU 

It la pracdcally Impoaslbie i 
1 bicycle saddle which will meet the views 
ind requirements of all riders. The style 
Df rldlog and the rider determine the pat- 
Lern of saddle best suited to each Individ- 



twl. Care ihoutd be tftkeD In the adjiut' 
meat and tilt ot the >addle. It will otteo 
be found that a BliRbt change !□ the tilt 
will render comfortable a Raddle whtch bas 
been the cauae ot much complaint. For 
average riders and rldlos a nearlr horl- 
lonlal poaltlon Is adviaed. For racing and 
taat road riding. bowcTer, lower the nose 
of the aaddle Id order that the weight ol 
the rider may be thrown more on tbe ped. 

To get pert' ct comfort (be laddle muBt 
^ properlr adjuated. It all depeods on 
whether you want a teat or a aaddle. A 
■eat li to alt on. K saddle Is almply a sup- 
port. If you put your weight all on your 
■eat you loae the power of your weight. 
It 1b harder work to go laal. but perbapa It 
la eaBler tor those who do not want to ride 
tar and fait. With a saddle It 1b best to 
tip up the cantle and put more weight oo 
the pedals. You can ride faet this way. 
but It loTolves more muacular exertion. 
As a general rule ladles prefer tbe seat: 
gentlemen, the aaddle. The saddle muat 
ntrt be placed too far back or front, but 
well toward the pedala, to give more 




LA TBUP. 



weight to the atrcke. Aa to height, the 
rlgbt height Is when the rtder, altling on 
the saddle and hia toot parallel with the 
ground, can juat rest the heel on the pedal 
at Ita lowest position. This leaves room for 
the necessary ankle play. 

The rider of the bicycle must remember 
that not only are the legs affected by rid- 
ing, bul the exercise beneflls nearly every 
portion of the human body. This seema at 
first to be rnthpr odd. but at the same 
time it Is perfpdly true, and has been 
proven by the best experiments. The new 
rider, after taking a ten-mile Jaunt, tx- 
pecla to feel tired in the legs, and la 



alder 



' dlsa 



eably. i 



,. .. Hud himself aching all 

Probably he has more discomfort In the 
thigha than anywhere else, or maybe the 
ache Is Id Ihc loins, back or between the 
shoulder blades. A number of muscles In 
the arms, shoulders and chest begin to 
ache. U)d he ii quite unable to explain It. 
Id fact, the thought that his fatigue is 
due to tbe character of the saddle of his 



wheel la probably the laat thing to enter 
his mind. To ride a bicycle and avoid th« 
dlscomlorts mentioned, you want a sad- 
dle which conforms to the shape of tbe 
body and prevents preaaure on tha aenal- 
tlve parts. 

Ab a rule, aufflclent care la not taken in 
■electing ■ saddle aulted to the rider. 
Uany people In purchasing a bicycle ac- 
cept unquestioned the saddle found on tbe 
cycle at tbe time of purchase without atop- 
plng to delermlne whether or not It Is 
adapted to tbelr use. Some actual trial ot 
a saddle should be loBisted upon, tor a aad- 
dle that "lltB anybody" Is really a saddle 
thai fits nobody. 

No saddle Is perfect. Tha perfect saddle. 
as Ibe public looks bI It, Is tbe saddle that 
fits everybody. It will never be made, for 
"people are different." The true wlidom 
of saddle buying la to get one that will (It 
you. Choose a saddle aa you choose a pair 
of shoes. Wrong shoes cause corns. So do 
wrong saddlee. Saddle coma are decidedly 
uncomfortable. 

During the season ot ISSS tbe rider will. 
more than ever before, be allowed the 
privilege ot stipulating the make ot saddle 
he will have furnished on the cycle he 
buys, because competition in tbe cycle 
trade has reached auch a stage that only 
cycles with exceptional advantages in the 
way of equipment will aelt eaally. With 
"m rwluclion in price ot bicycles has oome 
• reduction In the price of saddlea, lo that 
at present the difference In price between 
•addles ot recognized merit and Inferior 
ImlUllans Is not bo great as the dllfer- 
actual value. 

SKAT POSTS. 

Of seat posts little need be tald. Such 
adjuetablilly In height aa once existed was 
bad by the slot In crank, the aaddle por- 
tion being fixed. The rear-driver allowa 
a large vertical adjustment, which Is (till 
obtained by telescoping one tube Into an- 
other, m this there is no recent change 
aave In the modes of fastening, which are 
more In tbe direction of Internal binders, 
nearly all working on the principle ot ex- 
panding one of the lubes !o bind on the 
other by the use of a wedge. Uany of 
these devices are neat, convenient and In- 
visible. A peculiarity Is the one on tbe 
Woirr-American, working by an external 
lever and using an Interna! "tbumb-Utcb." 
which Jams ot Itself when liorne down to 
the horlionfal. The gooBe-neck spring 
stem, of the day when saddles were borhe 
high above the frame, has disappeared; 
but If tbe present erase tor abort beada and 
extreme drop continues tbe tall rider will 
be eompelled to return gradually to this 
or some other device tor raising up. In- 
cluding the long draw-out of the stem 
which used lo be characteristic about six 



CHAPTER XII. 



HANDLEBARS. CRIPS AND BRAKES. 




end ot tbe 
so famjliar 
irdly changed except In the 
material used to make It. 

Concerning the length at bar— more prop- 
erljf, width, alnee the point Is the meaaure- 
ment In a direct line between the grlpi— 
the LiODdoD Cyclitt. In ■ long and ponderoua 
artlcleahout threo yean aso, argued BEalnit 
the abort bar, declaring that "Its abaurdltj 
is apparent." The reasons given were two: 
that B bar le» than what the editor diets' 
torlally prooounced the proper leoBth 
(about 2i\k Inches) brings the grip around 
in the war □( tho thigh In making a ihort 
turn, and that a short bar la hjrglenlcallr 
wrong. The hands should not be brought 
nearer than when they hang at Ihe sides. 
"By measuring the distance between the 
nhouiders. or bdtween the seams ol the 
coat, and then throwing the handle grips 
li4 to 2 Inches farther out on each side. 
or by measuring the dlsUnce between the 
shoulders over all from outside to outside 
ot the shoulders, rldera will obtain the 
proper length of bar for their own IndlTl- 
dual rcqulremenl - — 



KBLLV I 



1 STABLE I 



(trip was pear-shaped , i 

m, but wood and rubber were soraf 
M. The common mode of fastenln. 
work the end of the bar inlo a » 
ing" like the end of a cascknlte or 
d hold the grip on by a Ihl 






d lei d 



(he rider: but 
twists which 1 



The writer proceeded 
■ - ■ ■ ■ the 



era having also found It easier to 
lipuiale hollow steel tubing, the hollow 

was introduced. The dropped and the 
-horn pattern were not long In coming, 

present type of bicycle compelled the 



with 



grips within reach of 
rariouB curves upward 

seemed ai- 




PLTMOUTH WOOD BAR. 



il because the gripa are too far apart, 
but because The grips are set too iow. and 
that they need not be referred to In detail he found a supporter In a Coventry firm 
The straight pear-abaped grip became a T. who said they had always adhered to liVt 
then a apade. then > shape resembling the Inches and wished "manufacturers as a 
short and chunky pistol slock; then— on body would follow their own convictions 
the rear driving safely— settled Inlo the more and no' be so led by a few ridera 
101 



who think (her >re (uthorltlea on cycle 

CODltrUCtlDD." 

Aa to Ibla. • maker mar irell Cake a 
(taDd and stick to It when impoiBlbltitlea 
are demtuided. aa when [he craze for IlghU 
oeaa called for steady reduction Id weight 
without Impairment of Btreiigih, or when. 
us now. people seem Co call lor auch ei- 
ceaa of crank hanger drop aa Involres rlak 



c3~.- 




Ing aeveral poaitloas. Many forma at bar 
Bdjuatable at the head are also In the mar- 
ket. That of the Kelly Company of Cleve- 
land la hinged at the centre, aad the srlpa 
may be moved up or down directly, with 
an extreme travel, each posltlOD being 
capable of l>eliig Drmly locked, the 
alem being reversible for further 
variety In shape. In moat caaea (be 
entire bar rotatea at the centre. The 
Burt bar has a amall toothed rlns it 
the centre, encased by a lever ahaped 
like (be hammer of a gun. Tbla can be 
drawn back and the bar ahltted, while rid' 
ing, without need of toola. Tbe Ciaua bar 
has a taper-toothed ring, held Id a corre- 
aponding toothed t>and and faatened un 
the opposite aide of the stem by a nut 
working on a tapered tbread; no wretich 



requln 



ADJUSTABLE liAR. 



■■Snhini 



The 



■ bai I 



lard 1 



ti-vibra 






ot "drop" of a disagreeable nature; short Of 
auch positive folly, and In general, the 
maker will do Tell to keep In Couch with 
the public a,id provide what la wanted. 
even It It be not the most rational and II he 
reserve the rlgbt of having bis private 
Judgment. Aa to length of handlebar, we 
count this, along with crank-throw and sad- 
dle, a matter for Individual choice rather 
than tor the dictum of anir individual au- 
thorltjr- A long bar Is certalDly a plague in 
passing through doors and la leaning a 
wheel safely; it Is probable that women 
more or less err In bavins saddle too low 
and bandies too high; it Is cerUIn that 
fashion (apparently set by Ihi 



ciaaa _ 

yet the better c 
let tbe rider do 

pretty sure to u 



e srlps: and 
lurse for "authority" Is to 
SB be pteasea, which he is 
willy-nlll;. 



ita trade . _ .. 

"tl" spring on top ot the head as an "anli- 
vibratlon." The Brenuan Company of Syra- 
cuse has a bar adlusuble by sliding a 
toothed ring Into or out of engagement 
with a ring Internally toothed, held in 
place by an Internal eipander. 

THE WOOD BAR. 
The wood bar is atlll In markeL Louis 
Rastetter t Son of Fort Wayne make as 
their specialty a ferrule of steel tubing 
shrunk on the bar at the centre, the fas. 
(ening being by a acrpw In a U-shaped 
clamp. Tbe Wood Uanufacturing Company 
of Toledo offer tbe La Fave bar. adjustable 
by means of serrations on one edge of the 
slip on the atem, the serrations engaging 
a fixed pin and fastened by a lock-nut. 



THE MODERN HANDLEBAR. 

As above remarked, the plain atralghC 
bar of (he high wheel could not be used on 
the modern type. The first bend was the 
simple one of pulling the grips back In tbe 
same plane with tbe bar, until tbey pointed 
straight back or nearly ao; then the inter- 
mediate curving aet in. Now. tbe com 
moaeai fonn 's a simple bend, which brings 
the grips below the top tube, and whether 
the wheel will turn around on the steering 
or ttrlkeB on tbe bar seems to be the teat 
that divides (he tcue up-to-date pacer as a 
class from the unclassed "cltlieos and 
strangers." But between the head and the 
grip the bar may wander variously in 
lensth consumed ^ad Id vagary of curve. 
(be very latest l-elng a down ward -slanted gaf 

reversed V form, which Joins with (he 
short bead In showing that tbe rider "baa Yet the 
a new '98." reaa In i 

tn connection with tbe distinctive triple as la 18 
front fork already described, tbo Lynd- It la nol 
hunt haa a bar arranged to slide on the It is lea 
upper tubes of tbe fork. Instead of Inside weather, and It undeniably baa (he power 
the bead; it la also revenibte, thus glv- of conaiderably absorbing vibration. ye( 




(he la>t-Damed Hrvice |g largelr lost hy the metal tip. A new thing li a thlo wood 

the babit of not keeping tbe bands on tbe ahell, covered with a Darrow strip of 

BrIpB. and tbuB loBlng the leverage of tbe leather, wound on ■plrall)>, and lipped In 

full length of tbe bar; even tbe writer, the usual maDner, There Is no apparent ob- 

who BtUl cleaveE to the wood, baa fallen, jectlon to this, unleaa It becomes un- 

wlth Ibe rest, Into Ibe babIt of never touch- pleasant under persplrallon from the band. 

Ing Che grips. Probably this very quallly Spring grips c 



I ItR 
infounded 



, havl 




DKTACIiABLE RBAR BRAKE. 

suspicion of veakneBi In the wood bar, es- 
pacially It of faahlaniible length and if 
held by Ita ends; thus held, It springs In 
a degree wblcb poaalbly Impairs cerulnty 
of steering control and makes It unDt for 
a heavy pull for driving power. Hence 
It muiC be admitted lll-sulted (or BUi:h 
pull; yet tbli should not ba counted 
against tbe wood bar under ordinary road 
service, wbere the use of a bar Is really 
rather more 'or Its sbsre In supporting tbe 
body than tor actual pull. Justly or un- 
justly, however, the wood bar seems at 
preseul likely to go out. 

Internal fastenings, usually on the prin- 
ciple of slightly eipandlng tbe stem of the 
bar, which la sawn open a short distance 
for the purpose, are touch In vague. The 
Ideal Plating Compaoy oC Boston baa one 
wblcb by one operation tightens tbe stem 
In Its place and also lightens upon tbe liar 
Itself the split ring which holds It. The 
Wolff- American has a peculiar one which 

tbe bar In proper 11 



e to hold the head ad- 



under 



e fork en 



self; 



Dillar 



Q the 






butfera when the 
grip whirls about and humps It, are made 
tor ths centre or other part of the bar, and 
can be shifted at pleasure, A very neat 
grip foi this purpose Is made of celluloid, 
slotted along part of Its length, after the 
manner of a barrel, with thin openings 
between Itii itavea, the object of the slot- 
ting being to allow some elasticity. Tbe 
Rambler fits on one style of bar a grip of 
"unbreakable flbre," made detachable on 
one Bide only, Ibe other grip being cement- 
ed on. By pulling out a soft rubber plug 
from the end ot the bar a tapered screw 



; this 









wardly on three triangular Daps made by 
partly sawing through the bar In three 
cuts, and thus bolds tbe grip by eipanalon. 
Tbe expansion principle Is similarly ap- 
plied to seat-postB. the L. top being also In 
some cases made to take out and reverse, 
for either forward or backward position, 
and In others being made to slide througb 
the end of tbe stem of the post, where It 
can be locked at any point. One ot the 
most peculiar adjusting posts Is the Wat- 



tendency Is thus 
. with tbe split lug 
and pinch-bolt, and there can be no prac- 
tical difficulty in so doing It the devices 
are constructed in a mechaolcal manner 
In detail. 

ORIPS, 

In grips, tbe corkallne composition atlll 

faoldB place as against the grip of actual 

cork In aecllons. and the compOBltlon lip. 

In colors Co suit, retains place as agklnsC 




STEWART ROt,LBR 



son; Che L-top ot Chls la hinged to the 
lower part, which lower part Is apllt In halt 
and tapered. A Cap of the hand under- 
neath the saddle releases tbe "bite" of Che 
tapered halves against Che tube, and the 
saddle car be withdrawn; on replaclos the 



saddle, a downward push slides the tapered day. As old riders remember, the brake 
halves outward again, gripping the tube on on the high wheel was very sensitive and 
the inside by expansion. hazardous, as an excess of pressure would 

lock the wheel in its bearings and send 
EVOLUTION OF THE BRAKE. everything over headlong. 



The earliest form of brake was probably 
applied to the back wheel, and consisted of 
either a "8i>oon" or a roller, to be drawn 
against the tire and operated by a cord 



HAY & WILUTS BACK PBDAL»LING 
BRAKE. 

running back from the handle-bar, which 
was in such cases not fixed in the head 
lugs, but capable of being rotated to wind 
up the cord. Other forms, semi-automatic 
in operation, soon followed. In one. two 
short arms carrying a roller between them 
were pivoted on the back fork Just above 
the wheel axle; this brake was brought 
into contact with the tire by drawing up- 
ward with a cord, and in case the cord broke 
the brake dropped down by its own weight, 
and as the arms bearing the roller were 
shorter than the radius of the back wheel, 
the forward movement of the wheel imme- 
diately drew the roller into wedging con- 
tact with the tire, and the wheel dragged, 
thus producing maximum efficiency. 

The ground or trailing brake was another 
class, a long, curved fork being attached, 
and being so worked by a cord as to bring a 
notched or roughened end into biting con- 
tact with the ground; this was not whole- 
some for the road surface, but it served 
fairly well for retarding, and if pressure 
enough were applied the back wheel (which 
bore only a small load) could even be lift- 
ed off the ground, the brake taking its 
place as carrier. The cord was made very 
thick and strong; yet as there was a 
chance of its snapping, other forms of 
brake were devised to meet that chance. In 
one. the cord was slackened instead of 
tightened^ allowing the short arms to drop 
down in front of the back wheel, which 
forthwith ran up off the ground and di- 
rectly upon a small flat shoe borne by 
these arms, so that the wheel stopped 
turning and rode on a "drag" instead. 
Another pattern made the brake arm long 
enough to go quite over the wheel; this * 
was worked by drawing upward with the 
cord until the back extremity bore on the 
ground; if the cord broke, a spring pulled 
the arm in the other direction, and the 
forward end, carrying a shoe upon which 
the wheel ran up, dropped down before the 
wheel. 

The front wheel brake was the common 
one. however. Sometimes it was In roller 
form, as sometimes now, and this was 
Rometlmes worked by a rack and pinion, 
the handlebar being; rotated for the purpose. 
More generally the brake was a simple 
Li-shaped lever with a spoon at its end. 
worked bv a hand lever on the bar. as to- 

106 



BRAKE OR NO BRAKE. 

The modern type removes that danger, 
and yet the modern wheel, the drop frame 
excepted, is brakeless to this day. all dis- 
cussion about brakes in the press and be- 
fore city governing boards, enforced by not 
a small number of cases of disastrous run- 
away mishaps, having failed to bring about 
the adoption of a brake as a regular part 
of construction. There are some mechanical 
reasons for this, and some reasons In cus- 
tom and fashion. The head being longer 
than in the old days, it is impracticable to 
use the L spoon, and the direct "plunger" 
pattern is necessary. This requires a long 
connection down from the bar. and it has 
been difficult to keep the brake parts in 
smooth working order, especially as adjus- 
tability for height of the bar must be in- 
cluded. Later, makers have begun to put 
the downward connection within the head 
and work the brake directly under the fork 
crown; but even then the lever upon the 
bar is a clumsy fixture and constantly in- 
terferes with changing position of the bar. 
With the front wheel brake at its best, 
and however necessary some brake may be 
deemed to be, it is still an expensive and 
troublesome fixture. 

The effect on the tire is also to be con- 
sidered. The old solid tire could submit to 
anything, but the stress and wear on the 
pneumatic are so great that it really ought 
not to be subjected to brake friction. If it 
is urged that the back wheel Is the proper 
and effective place for brake application it 
may Justly be said that the back tire, hav- 
ing to carry most of the load and bear all 
the driving traction, ought to be kept free 
from further demands from a brake. On 
behalf of the front tire it should be said 
that when a brake spoon has cut into the 
rubber on the tire tread not only is there 
liability to leakage of air but moisture 
may reach the fabric and disintegration 
by rotting may set in. As women are the 
chief possessors of the front plunger brake, 
and. moreover, are most likely to use it, 




llAY & WILLIT3 BACK PEDALUNO 
BRAKE. 

because generally more timid and also less 
practised and confident in back pedalling. 
It Is fair to warn them against unnecessary 
use of the brake (which really ought to be 
reserved for emergencies), especially when 




I rubber cuti and ItKbt i 



t«ttra mora retdllr wb«n 

"nis toot bnke, attacbed to tbe forks tod 
prea*«il bT the heel, baa the lame objec- 
tion aa all other tire bnkei ai to effect oa 
the tire. But every rider alwayi baa an 
emergencr brake at command In the elm- 
pie uae of the foot Itaelt. Place the toe on 
the rront tire back ot the fork croira. and 



d brakeleee wheel througb a rugged 



couQtrr without mlahaii, 

VARIOUS TIRE BRAK8S.. 



There are a varletr ol tire brakea. aomo 
tor one wheel and lome (or tbe other, dlt- 
lerlng in the mode ot appllcalloo. One of 
the lormer la tbe Bell brake, combining a 
bell which rlngi br being puahed down 
Into contact with tbe lire and a brake-ahoe 
which cornea on tbe (root tire by a harder 
push and beara on the aides Inatead ot the 
top ot the tread. The device may also ba 
tipped ao tbat tbe brake may be used with- 
out tbe bell, tor coaatlog. The Automatic 
Coaster and Brake li attached dlrectlr be- 
hind tbe crank bracket, and conalita ol a 
BpooD wblch la brought In contact wltb 
the lire br tbe act of back pedalling, the 
lift of the cbaln alack being employed tot 
Chat purpose. The Stuart brake le at- 
tached back ot tbe crank bracket, but Is 
put In operation by preealng the heel on B 
abort lereri It appllea a spoon to tbe back 
tire. An alternative form of ttala brake 
uses a cord running over three small pul- 
leys and coming up within reach near the 
steering head. The Body Automatic brake, 
as the name lUggeaCs. Is operated by bring. 
ing the body back upon tbe lever, and 
works on the rear lire. The Tourist De- 
tachable le a small brake attached behind 
the crank bracket and readily removable, 
NBW DEPARTURE" BACK PEDALLI.VO being worked by a long cord, which can be 




BRAKE. 



the wheel Itself will inatantly carry It up 
against tbe crown, when It can be applied 
with any preaaure required. It leaves only 
one toot tor back pedalling, yet check 
enough can be had thus to enable the rider 
to tumble oft without Injury It a regular 
and orderly dismount cannot be managed. 
It la, therefore, not neceasary. In case of 
the wheel's escaping control on an unex- 
pectedly sharp grade, to rut) into wreck at 
tbe bottom. All that la necessary, having 
previously tried the trick enough to get tbe 
knack of placing tbe loot. Is to think ot It 
—In other words, to keep presence of mind 
and not be "r»llled." 

No brake should be expected to serve for 
a "short atop" or as a substitute for care 
In riding. An unexpected obilructlon, such 
as another bicycle or a wagon suddenly 
stopping close In tront or a pedestrian run- 
ning In tbe way, cannot be escaped by 
brake action It at close range and high 
speed. The rider who persists In "rush- 
ing" street crossings where there Is no 
clear view ot the Intersecting points aad 
generally seems to expect all creation to 
clear tbe way. endangers himself and oth- 
ers, brake or no brake; and Chat mlsbapa 
are not more trequ'nC Is to tbe credit ot 
the guardian ong' Is or the carefulness o( 
more rational ppi ions, not to bis. A sim- 
ple way of avoining grief on hills Is that 
tollowed fay the writer last season In going Jury 
back and forth across tbe While Mountains, shoe with 
namely, not to start. In tbe saddle, down stead, the 
any hill which cannot be seen and_lts gradt 



passed around the bead. Che grips, ■ 
saddle Itself. Tbe Eureka and Bulldog 
are alao applied to the rear tire; one Is on 
the seal-post tube, and Is worked by push- 
ing down a umall frame carrying the spoon. 




DUCK'S ROLLBR BRAKE. 

while the other la similarly placed, but 
worked by a cord. 
Attempts are often ma 



. covering the brake- 
rubber, or by ualng a roller In- 
Intent being that the tire ahatl 
'IthouC any sliding trie- 



these modes of saying the tire are or may 
be effective; yet wear on the tire cannot 
be wholly avoided. 

AUTOMATIC REAR HUB BRAKES. 

The old band brake, common on the tri- 
cycle, was even used on the rear-driving 
bicycle, the Columbia and New Mall having 
once been made with it The latest type, 
however, is the "automatic," placed on the 
hub of the driving wheel, and put into ac- 
tion by back-pedalling. Of this type are the 
Doolittle, the New Departure, the Willits, 
and others. In back-pedalling, the sprockets 
and chain never actually run backward, 
but the forward movement is resisted, and 
thus there is a "tendency" for them to 
move a little more slowly than the wheel. 
This tendency is employed in this type of 
brake, and thb principle is that the rear 
sprocket, being so mounted as to allow a 
very slight backward slip with relation to 
its axle (which is what occurs as soon as 
attempt is made to stop the sprocket by 
backing on the pedal) slips Just enough to 
put the brake "on," the friction being be- 
tween either a cam disk or a split ring 
and a brake shoe which is held immovable 
by the frame. The first attempt to back- 
pedal sets the brake, its pressure depend- 
ing on the force applied to the pedal. The 
brake remains set of itself until pressure 
forward comes on the pedal again, when it 
automatically releases. Under proper op- 
eration, as intended, the rider is hardly 
aware of this brake, noticing only tbat his 
back-pedalling Is very effective. 

THE SPENCER BRAKES. 

The Spencer Brake Co. has two brakes 



on the market, the Spencer Concealed 
"Plunger" Brake and the Spencer "Coil" 
Brake. Both of these are worked from 
the handlebar by twisting the right grip; 
this draws on a small chain, which in the 
"Plunger" connects with mechanism act- 
ing on the front tire by means of a spoon, 
which forms a special feature of the brake, 
and in the "Coil" acts directly on the crank 
axle. The "Plunger" has been more in de- 
mand, and to meet the popular taste ia 
the one now chiefly manufactured. It is 
practically invisible, the only noticeable 
features being a small button protruding 
slightly from the right grip and the spoon 
appearing under the fork crown. All the 
brake mechanism is ^contained in the 
handle bar and head poet The brake qan 
be put on lightly or hard, as desired, and 
will remain exactly as put, so that the 
claim made for it — "the control of the 
wheel"— is well sustained. This brake is 
ingenious, really mechanical and excellent 
in every way. The brake spoon, which Is 
also covered by patents, deserves special 
mention. Its contact with the tire is 
made with rubber blocks, one on each side 
of the under surface of the spoon. These 
blocks bear on the tire at the side of the 
tread, and not on the centre of it, so 
that not only is there no danger of a punc- 
ture from the brake itself, but If the tire 
should be otherwise punctured the brake 
is still eflicient Wear on the tire also 
is thus reduced to a minimum. The rubber 
blocks can be readily detached with the 
fingers and renewed. On the whole, this 
brake is steadily gaining in popular favor, 
and bas made for itself many friends. 




108 




J 



CHAPTER XIII. 



LAMPS AND LAMP BRACKETS. 



"Mehr Llcht/' Goethe's last words, seem "Meteors," "Cyclones" and others of Bng. 

to express the unfilled want of the touring Hsh origin and fit only for heavy oils, 

wheelmen at night, hut this want bids fair The genuine American lamp, of course, 

to be fulfilled at last. Some differences of burns kerosene, and is nickel-plated. The 

opinion have existed as to the advisability best-known patterns are the Searchlight, 

of the wheelman carrying a light at night, "M. & W.," Tallyho. Neverout, Bragger, 

and the necessity for local ordinances ii| Banner, Aladdin and Twentieth Century, 

regard thereto, but undoubtedly it is well Electricity and acetylene gas have re- 

that such a noiseless vehicle as the bicy- cently come into use quite prominently for 

cle should carry a light, not only so that use in bicycle lamps, but of these mention 

it can be seen, but that the bicyclist can will be made further on. 

see what he is approaching. The time, thw QiTAwr-Hi mwT 

we hope, is soon coming when the cry of ^^^ SBAKCHL.10HT. 

"universal lights" will come into favor The 1898 Searchlight is certainly one of 

and all classes of vehicles will be com- the handsomest lamps on the market, both 

pelled to carry a light from sunset to sun- as regards its design and ornamenUtion. 

rise, when in use. while its weight is as light as possible 

'- consistent with thorough construction. Its 

™,r^w «„»x^^T «« «»•« , . ,.« makers make the bold statement that "it 

EVOLUTION OF THE LAMP. cannot blew out nor Jar out." The Search- 

The old- time lamp was usually a hub l*8bt was the first brass nickeled bicycle 
lamp, carried on the front axle; head lamps lantern to introduce the now almost uni- 
were made, but had the drawback of being versal custom of burning kerosene oil. 
too high above the ground, and were also which as an illumlnant for this particular 
disagreeably odorous, the rider being seated purpose is unexcelled, not only on account 
so nearly over the steering. The hub lamp of its safety and brilliancy, but also for 
was large and cumbrous, sometimes hav- the ease with which it can be procured 
ing at the top a clip which opened to go anywhere and at any time. The Search- 
over the axle, but more commonly being light refiectors are covered with close 
made to open in halves; the largest lamps fitting crystals which protect them from 
—which were of the Lucas "King of the oil, smoke or dust. These crystals can 
Road" pattern — were necessarily so made, be rubbed off without touching the re- 
in order to reduce their thickness so as flectors, which can be removed and re- 
to get them into the wheel. Even then it placed if necessary. The Searchlight also 
was sometimes a trick to get them in. re- has a reflector lens cone and a powerful 
quiring that a spoke or two be sprung to magnifying lens to concentrate and in- 
one side. To keep them steady and prevent tensify the light. The wick is set at an 
their being struck by the spokes guides had angle in such a manner that a wide flame 
to be run out against the sides of the great is produced, and the adjustment is an ex- 
"G. M." or steel hub. Sometimes there ceedingly simple one. The oil receptacle 
would be a catching, and the lamp would is self-locking, and the lamp can be fitted 
turn over instead of hanging. The wheel to either the right or left hand side of the 
always cast its shadow, and with every bicycle and yet bring the wick lift on the 
Jolt the lamp converted itself into a pendu- outside where it can be readily reached, 
lum for the nonce and took on a trick of It carries oil enough to last for twelve 
swinging, to the impairment of such 11- hours. The side lights are Jewelled and 
lumination as it was ever capable of af- will not rattle or work loose. The bracket 
fording. Sperm or lard oil had to be used, is a rifdd one and can be attached to the 
kerosene being quite unmanageable. head or either side of the forks. All the 

English lamps held the market here for parts of the lamp are interchangeable, and 

some years after the rear-driver came in, can be readily procured from the makers. 

the patterns offered by American makers twfvttpth rRVTTiRY 

under other names being either made to THE TWENTIETH CENTURY, 

order In England or copied from English The 189S model of the Twentieth Cen- 

models. The market Is not yet bare of Im- tury lamp has a number of changes in 

ported lamps, offered at low prices to clear construction in the line of simplicity and 

them, and the persistence of burning oils efllciency. The reflector is increased in 

as an article in the list of sundries is due size somewhat between the Standard and 

to *be declining existence of "Comets/* the Tandem sizes of tLeir 1897 models; the 

lO'i 



glau Id the front bai been Improved Id 
qualltr and la now binned, aad the alumi- 
num parabola reflector la removable: an 
outside fliler hai beeo added ao that It Is 
rarely neceaaarr to remove the oil font from 
the lamp, and tbe method of altachloK the 
oil font It needed to Juitltr baa been altered 




BniDtlDPORT "SBARCHLIOHT." 
by the addition of a new sliding lock. One 
of (be best of the changei canalata In nsing 
a rigid lamp bracket which la adjustable 
at any angle on tbe head or handle bar 
poat, not even Interfering in this poiltlon 
with the brake, and It can alio be at- 
lacbed to either fork aide. The lamp can alio 
be used for driving purposes, being readily 
attachable to any style of carriage dash 
board, thus maklog It a complete driv- 
ing lamp. The lamp retains, however, the 
folding bail handle which makes It avail- 
able as a house lamp also. 

VARIOUS OTHER OIL L^MPS. 

The Neveraut. another popular lamp. 

has an Insulated kerosene reservoir. It 

also haa a raverslhle rigid bracket. Tbe 

lamp Is Acted wllb a rear danger signal. 

1 decreases the liability of rear col- 




TWENTIETH CENTURY, 
bind. A wick lock le fitted for 1B98 which 
reD<lfrs the wick Jar-proof. The reflector 
1b all German silver. 

The 'M. ft W." Lamp Is made by the 
Mattbews « Wlllard Hanutacturlns Com- 
pany, and haa been conalderablr improved 
for 1898. It la a medlum-ilied lamp of 
I I welgbt. Tbe oil font, wMch baa a 
« cmMKlty, i« loclMd U th« tamp 1^ a 



very Ingenious device, ao that it can be 
Instantly detached. Tbe wick lock Is a 
simple puab button, which la aelf-actlng, 
and It la released by almply puablng the 
button, and la Instantly relocked when tbe 
pressure Is removed. Tbe oil font can be 
reveraed so that the wick can be adjusted 
from either side of tbe bicycle. Like tbe 
other lamps previously mentioned, tbey 
also use tbe rigid bracket, which la readily 
adJuaCed to any beight or angle desired, 
and can be also attached to the forks or 
steering bead, Tbe reflector can be re- 
moved complete tor cleaning or polishing 
through the lens opening. It has a double 
convex lens, which Is large and powerful. 
The whole lamp can be readily taken 
apart, c leaned and reassembled. 

Ham'B Diamond Tubular Bicycle L<unp 
has a double ratchet burner ao that the 
wick can be regulated from either side of 
tbe lamp, and it also haa an outside Dlier. 
Tbe lens Is a double convex. Tbe top and 
bottom of tbe lamp and tbe sllver'plated 




A |>eculiarlty ot 
In Its having four 
nickel-plaled tubes on the outside of lbs 
lamp through which the air Is taken 
through the burner. An extra bead 
holder la furnished with each lamp with- 
out extra charge. The makera claim that 
the best results are obtained when the 
lamp Is used with tbla bolder. 

The Bragger Cycle Lamp la made by the 
Hitchcock Lamp Company, and tSe mak- 
ers say that "the Bragger la warranted not 
to smoke, chew, or go out nighta," all of 
which, excepting the chewing part thereof, 
are very desirable features In any lamp. 
Tbe lamp is made of roiled sheet brass 
throughnut and flnlshed In nickel, gold 
or broUEe. II baa a round body, red and 
green side lights for lighting, a power- 
ful lens, and la fitted with a perfect re- 
flector. The reflector la ao made that 
It cannot be put in a wrong position. The 
oil feeder Is on the outside of the fopt; the 
top ot tbe lamp la held in place by a 
bayonet lock "" > nil-font la acrewad to 
the bottom of <~i r front and teek 

eatcb. and la I ' «■ lona la b*M 

In ptaM fcr« 1 



■crewg Into the hond and agslDiI the 
The wlck-raiBlag device la lo conatn 
that nil parti □[ the wick mar be e' 
turned up, and the wick caoDOt move i 
Jar down. Tber have tollowed the i 
lar Idea of flttlog the lamp lo that U ei 




Lamp, and welsha. lacluding the bracket. 
about alileen ounceB. The peculiarity ot 
ItH coDStructlUQ consist In Ita having k 
metal cblmntr, which the makeri aay gives 
ao Increaaed draught. Improves combuatloa 
and Iniurea a brlsht. smokelras Qame, (he 
theory being that the metal chimney hefiu 



BRAOQBK. 



reflec 



1 the bottom ot the oil for 
ir l> parabolic, Ihua ihro» 
I Itghl alralghl ahead. T 
: readily taken apart [or 
>B. and they do oot provide 
1 the side to tight the lamp 



*-■*« 




a m 



b Ita 



ion and a brighter light and that the 
il chimney protects the flame from aud. 
guats ot wind, preventa Bickering and 
king. It la to be noted, however, that 
chimney has four large, round open- 
on !(■ .aides near the bottom. They 
magnifying power, s 









reflector are removable. The lamp 1 
a double burner ratchet tor raising or 
lowering the wick from either side ot the 
lamp, and ■ lock tor locking the wick In 
position either side of the lamp. Th({ oil 
lamps DOW In 



allows liB use on the side or lop ot a dash- 
board, or the Bide of a buggy top without 

Another i>o])ular lamp la the Aladdin. 
It is aoiDewh<:t amalier than some othe- 
lampa that are wall known, and Is mndo 
at drawn braaa nickel gilated. The oil font 
Is now hinged, as li also the door, and th" 

in Impossible for them to Jolt loose. li 
dlfTirB. however, from some other lampa 
on the market in that it has a double aprlnir 

A new lamp Is the Dieli Bicycle, which U 
made by the makTs ot the well known 
Dlet2 Lanterns. They claim that It rep- 
reaenta the wisdom Kalned In flfty yearn oi 
lamp making. It Is made of brass nickel 
plated, and weighs about twelve ounces. 
No solder ir — ' '~ '"" "" '" 



se.'lB 


packed with an 


absorb 


en I materia 


v(PrT 


ugh 


washing ot 
roads. 


the oil 


when riding 


The 


Colu 


mbla Cycle 


Lamp 


Manufaclur 


g c 


mpa 


ny show two new 


models for 



The 




9S. They use a pneumaMc-a 
I the bracket. They also n 
stable and detachable bracki 
)le Iron, nickel plated. This 



kind I 



ledly c 



lake of lamp, and It 1 



the 



nf t 



The 



; thin 



] ot I 



■ tha 



" Is made ot alum 
and weighs seven ouncea. It Is claimed to 
be the llgbleat practical bicycle lamp made. 
It has a powerful lens, 2"4 Inches In diame- 
ter. It has ruby and emerald cut glass side 
lights, BO that It may be lighted from either 
aide. The burners are provided with a wlch 



The Kill 






^velly Inasmuch 



lighted the 
tarnished by tl 

venlently lighted fi 
The -X-Rays- It 



1 Bicycle Its makers cIrIip It la therefore free froin 



smoke, soot and disagreeable odor, and 
that tbe lens cannot be smoked up as in tbe 
usual construction. 

Tbe Manbattan Brass (Company of New 
York, wbo bave been making kerosene 
lamps and burners for tbirty-tbree years, 
are making a specialty of bicycle lamps, 
and tbe good points wblch have distin- 
guisbed tbeir former models and wbicb 
bave been preserved and are presented in 
tbeir 1898 product, called tbe Frontligbt. 
Powerful ground glass lens, automatic wick 
lock, and other improvements for '98 con- 
sist of a new thumb-screw bracket fitted 
with double springs, an improved method 
of fastening tbe front and a wide tube 
burner, wbicb takes a % inch wick and 
gives a broad, strong light. They also 
make a lamp called the Leader, which, 
while not quite so expensive in construc- 
tion as the Frontligbt, is, however, one 
of the most satisfactory lamps on tbe 
market. They make a lamp also called 
the Dazzler, Which they call tbe "King of 
low priced lamps." It has a polished con- 
vex lens and reflector, automatic wick- 
lock, and is small In size, substantial in 
constructiou and well finished. One of their 
novelties is a lamp called tbe Queen. Tbe 
body is spherical in form, divided diagonal- 
ly and ao hinged as to open like a watch 
case, thus making it possible to clean 
lens, burner,- reflector, etc.. and trim tbe 
wick in less time than it usually takes to 
take apart an ordinary lamp. Ruby and 
green Jewels are placed at such an angle' 
as to be visible from tbe rear as well as 
from tbe sides. 

One English lamp has survived tbe con- 
ditions of tbe trade, but even that is made 
In this country by the New Departure Bell 
Company. We refer to the Lucas pattern 
of lamp, known as the "Sliver King of tbe 
Road." This lamp is so well known, how- 
ever, that a general description of it is not 
necessary. Like all the American lamps 
previously mentioned it is nickel plated, but 
differs from them in the fact that while It 
is detachable, all tbe parts are hinged to- 
gether, and that it is arranged to burn 
either tbe heavy oils or kerosene, as de- 
sired. Tbe reflector is covered and pro- 
tected by a double convex lens, which im- 
proves tbe light and keeps tbe reflector 
clean, so that in order to keep tbe reflector 
bright it is only necessary to wipe off the 
glass lens. Tbe lamp is very compact 
in size, and in finish and material it cer- 
tainly cannot be excelled. It is retailed 
at a very much lower price than formerly. 

The 1898 "Tally-Ho" lamp, manufactured 
by tbe Bridgeport Gun Implement Com- 
pany of this city is similar In general de- 
sign to tbe 18!)7 model, having the same 
lens, reflector, wicklock and oil-feed. It is 
fitted this year with a rigid bracket, which 
can be attached to bead or forks of the bi- 
cycle, and a desirable feature is that tbe 
lamp can be readilv detached from the 
bracket and tbe latter left on the wheel. 
Tbe clamping bolt of tbe bracket is In two 
pieces, one telescoped into the other, so 
that tbe lamp can be attached to either a 
large head or small fork without leaving a 
long end of the bolt protruding. This 



necessarily dispenses with a nut. The 
manufacturers of this lamp did not intend 
to market a lamp this year, on account of 
tbe demand made upon tbeir facilities in 
other lines, but because of the inquiries re- 
ceived from their patrons they bave de- 
cided to make a limited quantity. 

LAMP LIGHTERS. 

There are two lamp lighters on the mar- 
ket that are extremely useful. One is 
called tbe Cyclists' Match Gun. It is made 
of brass, nickel plated, and resembles tbe 
end of a tool bag pump. The match is 
placed in tbe end of the tool and the gun 
is inserted in the lamp. The match is then 
forced out by pressing on tbe plunger and 
Ignites at tbe same time inside the lamp, 
thus protecting it from the wind. The 
other lighter is called the R. & K. Lighter, 
and can be attached to any bicycle lamp In 




*'QUEEH*' 



•frontliuht** 





''leader" 

(All Made by Manhattan Brass Co.) 



''r.A^iLER" 



a few moments. Tbe lighter consists of a 
pair of corrugated Jaws to screw to the 
lamp; the match Is then quickly pushed 
between the Jaws of tbe lighter, which 
ignites tbe match from friction, and tbe 
burnt match is then withdrawn sideways 
In an opposite direction to remove it. 

LAMP BRACKETS. 

There are very few things that are new 
in lamp brackets, all tbe old types being 
still largely used but Improved somewhat 
in detail. The only novelty is the United 
States Detachable Lamp Bracket. It is 
made reversible to fit either the right or 
left band aide of tbe axle, and is so con- 
structed that the bracket is readily re- 
moved, leaving only a small clip attached 
unler tbe axle nut. The bracket is held 
In place by a strong spring catch, wbicb 
can be bent and thus made as firm as de- 
sired. The bracket has corrugations to 
prevent the lamp from being Jolted off, and 
will fit any bicycle lamp in tbe market. 

ELECTRIC LAMPS. 

Elertrlclty is, of course, a very enticing 
method of light supply for cycles, and many 



112 




■tlenipt« bive been made lo produce a prac- 
tical lamp. DO cycle ibow during the lait 
three or bur rears having failed to exhibit 
ut luast one pattern, which was poaltlvely 
proclaimed ai the effectual solution of tbe 
problem. Tlie dllBcultle* ire cumbroua- 
tleas, coat and the lack ot BUfUclent current 




"J BRACKET, 
under tolerable conditions. A itoraRe bat- 
ter; la quite Impracticable. We recal) at 
leaat one attempt which worked on the 
plan ot recharglDg from etatlonary battery 
cells, but the usual plan counts upon car- 
rjlng dry coills attoched to the lamp. Here 
Ibn only dltRculty Is tbe old one or getting 
aufflclent current without lugglog around 
an eicesBlve load ot dry cells, which are 
rather heavy In proportion to the work per- 
formed. A much heralded lamp ot the past 
bad a case made ot bard rubber, and the 
lamp was charged with what was called 
electric land, being In reality nothing but 
a mixture of hlcbromale of potash and sul- 
phuric acid, combined with a soluble base, 
and water, and placed In the lamps In con- 
nection, of course, with the usual carbon 
and zIdc plugs. It was found In use that 
this lamp lost lis power rapidly, and that 
even when tbe plugs were withdrawn, as Is 
ucual witb wet solutions, tbe solution lost 
Its lite and became valueless upon a see- 
ing every night before uslDg, 

A practical electric bicycle lamp of the 
dry cell variety Is now made hy the Ohio 
Blectric Works. They are made in three 
sites, having three and four cells. The bat- 
tery is 6x2 Inches, and weighs eleven 
ounces, and will maintain a potential ot not 
less then 5.25 volts for more than three 
hours on each charge, costing 2 cents. Tbe 
lamp Is ot double the efficiency ot ordinary 
Incandescent lamps, taking only one and a 
halt watts to tba candle power, and is 
backed by a powerful reffector. By riders 
who have used It. Ibis lamp is looked upon 
as one ot the moat salisractory among 
hey regard its efficiency as 



market to-day Is the Acme, made by Ibe 
Acme Electric Lamp Company ot this city. 
It Is composed of two parts, the metal case 

which contains the battery and tbe reflector 
In which Is Inserted Che Incandescent bulb. 
The metal case Is it^ inches In length by 
l>i Inches In diameter, and is covered witb 
seal leather, having three strips to hold 
It in a rigid position on the wheel frame. 
The reflector Is connected to the battery 

hy flexible silk cords, and Is 2% Inches 
in diameter, and weights but 3^ ounces. 
It can be carried either on the fork Or 
head ot the wheel. The battery is com- 
posed of tour cells, each with a strength of 
one and one-half voils, making sli volts 
In all. Wben tbe lamp la lighted all the 
cells are In operatirin; but by the adjust- 
ment ot a resistance wire under the cover 
of the case and tour contact points on tbe 
outside the switch which controls the bat- 
tery permits only a sufflclent amount of 
current to be used to give a brilliant light 
without oiha"B(ing the battery too rapidly 
or burning out the Incandescent bulb: and, 
unlike any other lamp on the market, the 
last hour ot light Is as brilliant as the flrsl. 
and with ordinary use will give a sallstac- 

llghl for twelve hours. The batteries 
are guaranteed to give as good service sixty 
days from the date of (heir manufacture as 
wben flrst made, it is not a storage bat- 
tery and cannot be recharged. All storage 
batteries are ot a liquid form and must in 
lime cause, from the strong elements they 
contain, a leakage which will destroy any- 
thing with which 11 comes in conUcl. The 
battery is renewed by tbe purchase ot a 
new one. the exhausted battery being 
thrown away, the same as a cartridge shell 
after llrlnR ot the gun. The cost of the 
light is little more (ban that ot oil. Tbe In- 




all Iha 
One 



t the I 



r It. 
t popular lamps d 



tbe 



ced hy the 
It of safety, at the same time giving : 
lUnt light. There Is no heat, odor o 
lid annoyances. Jar or concussion wll 
extinguish It. and Judging from th 
cesi It ha* had at this early period o 



Fxtr^mvly haril. 




Ktiirrs ihi' Iuiii|>; llMut: the huiMli- >'IIIk lh<' 
liiiiii' .1111. Th<- •'•'Lis i<r<' tiirnlshiil wlih 

ti,.t'li..v,' u, mull',' ii liiii'i:).' iiiiH.'hiii>-iit. imr 
Ihi' fIIkMi'fI ki.iintv.lKC ut 



.'irL'fiy 



■ lumi. 



II.- hux ..Illy 1.. ^iii. hi^ rn-nji 

ih<- .'IIS.'. t.M'.'i'vliiit that ii.- I'litK ih.-m rlRhi 
mI.I.' ii|.. Th.'jr iiiiik.' 111. Ir ..wii i-oiinfi-llnuH 
liy Ii' Itii; |>iii>tii'>l lull. |ilii>'.'. hikI ih.' Iain|> 

■■.l.i.'» 111" r. M," On.- I'hiirKlni: ri IkIii 

hiHir*. In lavur ..f lliin hiiiii. In Itn tui-- 
•li.ni fri.ni mlor i iiO truuMc uf Dlllni; mi-l 
■■■r.'. alii<.'ii''.- "I ■make tii iliill ih.' r>'l1'-.'i.>r 
anil Ur iti.I.li. ii<I> iiiv nr JnrK iiti<I hIikI. ror 



anil II Rcill.lini'.l Inio 
gray cryitallinc ruck, 
the BUbBtancc Ibal Wlllnin loujiht to pro- 

and ttiprc waa an Instant evolution ol 
gaa Id large quanllllpi which, vben llRbt- 
«d. burncil with a imoky. lumlnoua flarp. 
Chemical nnalysli showed Ibe roL-k to be 
carbl.lc □[ calcium (Ca C) contalDlDB 6D 
pans by weight of calcluro and 10 parts 
of cartHin, ana Us gaseous offiprlDg to be 
iiielylcne. This Reneratlon of tcetylrnp 
by means or the Immersion of carbide of 
calcium In water la the reault of two m- 
ccedlngly simple chemical reaclloni. The 
carbon in the carbide unites with the hy- 
.Irojten In the water to farm acetylene. 
iin.l the I'alclum In (he carbide takes Dp 
the oxygen nf (he water to form slacked 
lime, the only hy-product ot the double rc- 

Ai'etyk'nc is a gaseous compound ot 2^ 
parts by weight ot carbon and two Ot by- 
ilnwen. .VlthoURh II was flrst discovered 
ami Isolated by li.ivy In lS3fi. It was twen. 
ty-lhree yeiirs Inler before the sclent I flc 
wnrld oblained a clear conception ot its 
iiileri'slltiR character and properties 
through Ihe Investlgallona ot M. Bertheloi 
Sln.-e that lime and up to the discovery 
us before suited by Mr. Wlllsnn, It had been 
1iru.lu>i>.l (inly In small quantities as a lal.- 
oriiiory pnnliii'l by leillous and costly pro- 

Aii'tylptie. whi'n burning, gives a flame of 
hiK'iw lTl1llan.-y, and i.wIiik to Us rlch- 
ni-KK It i-nn only Iw .-nnaume.1 In small 
l.nrncrK. II pnsM'nws n.>l only gri>at lunil- 
iiiislty, Mit Eteal diltUKlvc qiiulltles. The 
litfht t>riidu.-.'d by a.-el>lcne in of a |iiir>> 




|.i.i|'-r rii 


Ml Ihlf Bii 


,fl nh'.'il.i 1..- a|.|.r..|.iiii(i'd 


Kl...ST-IKR(KBllOSKNKi. 




« ..f w.,. 


.dm.-', 1".,..:^. 1. «as In 


|.r..|.»rtl..i.>' it can he detonated, aod the 




■1 !;.«'. N. 


f. -h:!- Mi. Th.|.ii.« 1- 


■am.' .'iin !■.■ said ..f every known «■*: bnt 


Will ,..:.. 




r nf -li. K!'.;- •■iiuniy 


In a blcy.l.. lamp, .-..nialnlng an ounc and 


Wh. ' U:.. : 




.iklv; S. Y . «hi' Wil* 


a hint. ..r t«» niin.'.'s ai the Utmost, of the 


f;..i..i-'- i- 


. Ii:. '■ .> 


'1- , l.irlv r.«l ri.l^r ..f 


.'ali'liim .'iirl'id.-. there lannnt he proiluced 


Ih.' ..M - 




■ .ii.'l jr -.'1 •.! hi- 


etiiillub i:;iii lo <ann- an explnslon. 


.1.11. Ih. 


ir.'ihv 


•lia' iMiirs his nam.'. 


ralciiim .arMde is a har.l, jaraus. gray. 


whil. -M' 




J..- .t..r".lu.ilon.if r.- 




fr;..'t"-'y 




.MV . Mf .arl..>n In nn 


iirlal sim.'whjt Tyslaillne In form, o-lor- 






:i::. .:i..ii tlie hnppy but 


lens nnj iin.-)inni:i nbl. In a dry almoiphere. 






.;.' .,; i.i..'iii"inii ^r a 


Inr. u'lien i>nl.J..i.'d Ii moisture gives oR 


i!r mI'.'i"" 


'•,: 't: . 


in.'!:."! 'al'lum .nrMle. 


imin- or less ac. tyl-u. gss. Carbide can- 
uot Ii'liEiillcd and when well packed lo pre- 



E^ as regarda all the condltloaa of 
. and storage. When a pleeo of 
p la exposed to the nMtetnra of tha 



air a illght decompoiitloD od tbe lurtace 
ol tha lump cauaea tbe tormalloD at a thin 
larer ot lime dual, wblch retarda further 
delerloratioD, 

Ita combuatlon la perfect. There are 
no Doxloui product a, no odor, and no 
air 




ducea a diatinctlvely cool flame. Tha midb iT„,:j .. ,,.,„. 
i( light baa only one-Blith ■ ' ' «'"»*""■ le'n« ' 



cltjr g 



Ita c. 



at any known illumlnant. It la mads of 
cbeap and at moat unlveraal material a, coal 
and lime, tuaed br electric heaL It will 
be In thia reapect tbe Ilgbt ot the maaaea. 
It will DOC freeze, being unaffected by beat 
or cold. It can be cooled to 100 degrees 
below zero, or heated to EOO above, wllb- 
out Impairing Its lllumloatlng power. 

If through Ignorance or accident an 
acetylene gaa Jet ibould be blown out or 
the burner left open, the gsa, being rather 
Irritating, can be eaally delected, even In 
lbs Bmalleit quantltli 



ite by the rubbing of piece agalnit plecft. 
the can aealed airtight to protect Ita 
frmn tfaa molature of the atmoa- 
pbere. This la the ihape in whlcb It cornea 
to tbe conaumer. On opening tbe can one 
often flndi moit beautiful cryalalline atnic- 
tures on tbe fractured lurfacei, but they 
are Instantly attacked by tbe dsmpneaa Ot 
the air. and one seea the beauty give way 
to a dirty gray powder wllb a feeling ot 
dlaappolntmeot which la very real. 

Very little baa t)eeD written atraut acety- 
lene gas. and very Few wbeelmen have had 
any eiperlence with acetylene gas lampa 
on (heir bicycles. The writers, however, 
have thoroughly Investigated the subject 
of producing the carbide and the gas, abd 
have for some time past had In dally use 
two of the lamps mentioned In tbis article, 
namely the "Electro" snd the "Calcium 
King." They bave been used of course, 
with the ususl care that It Is necessary to 
use with any bicycle lamp, whether It uses 
oil, electricity or gss, and the results bave 
been satisfactory In every way, and tbe 
lampa have done all that (he makers claim 
for them. This mention has been made 
to show that what has been written here 
concerning acetylene gas and portable bi- 
cycle lamps Is rounded upon scleDtl&c data, 
and It is. therefore, not wholly an em- 
pirical result. 

CARBIDE LAMPS IN MARKET. 
As none of the makers of kerosene lamps 
seems to bsve ventured Into producing an 
acelylene lamp, the making of acetylene 
y tberetore be 
:lassed aa being a distinctive one. and tbe 
trade of this city are showing the following 
mskea: The Slectro, the Solar, the Helios 
and the Cnlclum King. Tbe Electro lamp 
Is made by (he Electro Lsmp Company. 
and while It la retailed at a lower price 







«1or 


which 




th 


garlic. 








hi a odor 








ictlr 


lly im 


Dsslble to 




a room 


wh 


ch c 




any quai 


tit 






The carbide group Is by no 
famtllsr to (be average man; ci 
Bleel are Iron carbides of a peculiar form, 
and not a few olbers are dally used, for In- 
stance, Harveylied armor plates. They ~~ 
all Chan ■ ■ ■ 

hardnesi . .... 

Instability. This Instability reacbi 
maximum la the group ot substances which 
are capable of making what cbemlsts call 
hydroxides. They are all unions of a base 
with carbon, made In the electric furnace, 
and all give off gases when brought In con< 
tact with water. When broken Into pieces 
suitable tor shipment tbe carbide Is packed focused, 
ailed with 




EIL.BCTRO (AOBTTLENE). 
ban any of the others, as shown by tbr 



Illustration 
parabolic li 



dust. 






> to prevent of I 
IIS 



.. __ __ . . conatruotlon 

weight and size. Its reQeCtor la 
1 shape, and the Ilgbt Is not 

is charged by Inserting a metal 
.ning carbide. Into the chamber 
ip, and when (hie carbide la 



exhauated, mtter burnlns four hours, tbe 
CBie may be removed and Lhrown away 
■ad a fresh one laserCed. This tskei but 
a mDmeDl'a tim?. Tbe gaa la seaerated 
within the lamp bv [be Blow dropping of 
water on the carbide, and the water la so 
controlled that the gai la produced only 




■ chamtJpr of Ihc 1 
made only by the 






d lOH t, 



week. 



brighten light that e 
the pike" la the phrase that tbe Badger 
Brasa Manufacturing Company of Kenoaha. 
Wis, (Hermann Boker & Co., New York. 

scribing their Solar acetylene gai lamp tor 
■98. As will be seen (roni the lllustratlOD 

hining atrength In construction and alm- 
plldty Id operation. Tbe lamp la made en- 
tirely brasa, handsomely nickel plated, atid 
la TM Incbes high. It Is titled with an 
extra fine gpeplally ground double convex 
lena. 2% Inches In diameter, with a B% 
Inch focus, which ia removable by tDeaaa 
of a spring. Tbe reflector la tiiade of 
aluminum and removable for cleaning, aa 
la also the head, which Is faatened with 
a bayonet Joint. The level sidelights are 
especially targe, being Hi Inches In diam- 
eter. Bach lamp la fitted with a unlveraal 
adjuslable bracket, wbicb Sis tbe bead, 
handle-bar, or either fork ot a bicycle, and 
is BO constructed that tbe lamp can be re- 

llp Is what Is known as a quarter toot, re- 
movable und easily cleaned. It produce! 
a flsb-lnll flame, which tbrowa a penetrat- 
ing light of about one hundred candle 
power fully 150 feet ahead. As wilt be 
si^en from the cross-section cu< and the 






ration 



The 



ink "J" 



! consumed, and when Ibe 
I generation of gas 
a alight turning of tbe 
top of the lamp the 



"L" being open. 
be water pausea Into the tube "P." which 
s niled with the fibre "G," through which 
t percolates, vaporltlag from the end Into 
he screen tube "B," saturating the fibre 
n contact with the carbide In the Unk 
Instantly gas, wbicb passei 



of the lip "I,." 



The 



ted Is due t 
supplied. Suppose, tor example, tbe lamp 
he BO severely Jarred an eicesi of water 
be farced in the wick tube, thua generating 



duration, 
arblde In 



cleanliness In handling. 
la ■ rigid one. and Is ad- 
s positions either on the 
3f a bicycle, 
h the Rlpctro Can Com- 



n this 



and \> 



|) Company has t 



tunc of carhldi 

put, the eW 

sole right of ^BLC ui curume lur uac ju 
bicycle and other portable lamps la the 
United States. This lamp company stated 
early in the season that it had then sold 
30,000 lamps for the season ol 98. and that 
thii number would doubtleaa be largely quarter toot Up 
iix-reaaed. Bitlmatlng that tt.OM of tlietie luU 1* tbU Ui' 
U« 




KBUOS (CAJtBIDEI. 

of gu for tbe momaiit (by a- 




outlel. Ibat l>. through the water tube, thli presaure the water, then being ot 

tilopplng any further supply ot water until greater weight, cauiet the check valve to 

ihe preaiure ceuea. when It la again re- rise, allowing the water to teed to the 

quired. The gai and water preisure balog carbide and generation to again commence, 

alwafa In balance, there U an automatic Tbla cht^ck valve may be regarded as an 

r preaaure feed generator, which with Important feature ot thla lamp, becauae In 

outlet al tbe top ot the tank makea It a tamp witlout a check valve the odor 

lutely Inexploalve. One ot the apeclal of tbe gas la emitted after the gai la 

irs ot thla lamp la that It burca any extinguished, aa Ibe gas must have an 

ot carbide from dual lo lump, and outlet ar escape, wblch cannot be con- 

Irea no specially packaged or prepared Irolled without a check Talve. There Is 

Ide, which la a very great convenience also an addlllonal water cock attached to 

he rider. The makers claim for the tbe water pipe which regulatea the aupply 

lamp that II la the only automatic gaa of water, ao tbnl lbs quantity of gas uied 

' ip made, as It has no valves requiring la only thai which is consumed and re- 

Blant ndjustmeni: they also claim that quired. The burner Is at the bulb pattern, 

a absolutely Ineiploslve. The price, ft. giving a jquare light, perfectly ■" 



ing tbe adjustable bracket and 
ti ot carbide, la exceedingly low. E: 
carbide ' 



tbe 




(ACtmfl-ENE). 



t warm. No ateam being genernted 
:er muat Iherpfore be consumed by 
jbI demand made by tbe light. The 
' ' ' * endent ot the water cock. 






the u 



n the gas already gcncratei 
It la all conaumed. the advantage o 
feature being that tbe gas alread; 
oted can be stored, and tbe lamp i 
fore ready lo light al any moment 
oatcr teed to the carbide la conlrollei 
check valve. The small pipe showi 
It of tamp leading 



rvolr 
) pipe. 



rpgulat 



eck valve 



the lamp bar attained a pressure eqni 
or greater than the water lo tbe reaer< 
the pressure through thla small pipe 



irblde Is 
med that 






mp for 



arbirle 



knd U 



I that 11 



danger what- 
The makers ot 
has a lighting 

iwwer, and It 
maintaining will 



-etuily used the 

1 exceed Hve or sii cenia per weeK a 
K average of three hours per night 
rrlage lamp uaing either candles oi 
be altered at a nominal cost U 
thla method of llgbting. 
Calcium King lamp, made by thi 
H. Clowea Manufacturing Com 



B rid I 



Th. 



tireiy of brass, nickel plated, and the car- 
bide is in tbe form ot cakes, which they 
call "carbopbene," which costs five cents 
each, and afford an Intense tight for an 
evening's ride. "Carbopbene" is placed on 
tbe bottom of the reaervolr, and tbe gas 
cannot form In this reaervolr taster than It 



The 



f this 



I the 



1 purposes, as I 
oration of the gaa and the flame Itself. 



It the wal 



r supply the flame, 



ot t 



I gaa 



after 
1 the 



reservoir, must ot necessity go out. Thla 
lamp, like ail others described, has a rigid 
adjustable bracket, which can be attached 
to any part ot Ibe bicycle. 

To sum up the advantages ot acetylene 
lamps briefly, it may be staled that they 
lendency lo blow 



C tbey 



light, and that vlbratii 
lamp Inert 
tingulshing 
that user j 



the light insti 
with a 



and Jar of t 
1 ot t 



white 



ot I. 



Ill be undoubt- 
forms ot acetylene lamps made, 
ot claimed that the lamps made 
upon the market are absolutely 
t that tbey are as nearly perfect 
conditions and knowledge of the 



whecii 



1 will V 



reasonably expect that It tbe 
cclytcne tamp tulflla all that Is claimed for 
. that this season will show whether It 
I Ihe coming light or not. Considerable 
:)ace bts been devoted to describing bicycle 
imps tor '98, because wc believe that until 
'e have perpetual day Ihe hi'st substitute 



CHAPTER XIV. 



CYCLOMETERS AND OTHER SUNDRIES. 



The cyclometeri Ont In 
oldtlmer were about tvo aoa a aaii iqcdc 
In illameter and one and tbree-quarti 
Incbea thick, and vere attached br a clam 
to the axle o( the vbeel of the high bicycli 
where ther turned with the wheel e< 
C'Rlrlinlly. the claiii[i and nc 




■KSTrRY CYCLOMBTEU. 



meter belne the centre of the circle ira 
veriied. The motive power within wan i 
■hort and heav; pendulum, which of courvi 
bum; rerLli-al as the whole went around 
Ihu raie [In elTccli revolvlns while tbi 
pt-ndulum remained statlouarr. Ihns com 
muDlratlns matlOD to the hands an the 
dial. 

In one RnsHfh make a iltiEle hand Irn- 
vcrFC'l ih( dial "ircle, rpglalcrlng up to 
nivcntv niilpB unl)-; aniilher Bngllnh pat 
tern hnd fiiur fmiill lUiila and hands llkr 

terliKT ii]> tii in.OOD— whether of mllpd or 
nf n-voliitioni" does not clearly a] 
Thew wcr.' all heavy, weighing two m 
thn-e iwunds. and clumay and coally ar 
the dlsadTanlaee of reijiilr- 



InK a 



? pal 



carried in Elghl. at tbo top 
(he fork. an<l wai uorkid by a wire i 
rli-d In two liearlnga on the fork and 
tiialH liv « "striker" on a spoke, which 
hit llTile nrrns at the tiotlnm of the wire. 
Thi' Vi-i'.r nf ten years beo. llko the 
Biirih-r of an earlier dale, hung wlihont 
revolving, motion being given by a clnmp 
In the rcnlre which turned with the a»Ie. 
The Butcher was Hated at flS: the Victor 
which bad • aeparale trip dU) for 100 



<f the of Che aame year, at M. waa canied on 
the Bpoke and had a projecllns arm which 
struck the fork or other Hied put. The 
Lakln and the Brooka were also pofiular 
types, 
ec- The appearance of the Standard, In 1S94. 
do- priced at fS. waa the flrat ilep toward the 
popular use of cyclometen. and Its sreat 
success brousht In competlns makot, at 
leduced pricea and with a total resiBtry 
up to lO.OOO mllea. Theaa wera all dial 
or watch Inatrumenta, and acrred well, 
but the search tor noteltr and llctatanlnK 
of even ounces led to tbe barral trp« with 
the Hgurei of denomination ahowlnK alda 
by aide after the manner of tha old print- 
ing presa counter, but with tiM «dBM and 
not tbe sides of tbe wbeela In alribt. Tbe 
United Statei. Introduced In ISM. had tka 
Held to itself In thli type for a while, but 
now the dial farm baa been «liaoat en- 
tirely driven out by the tiny barral, and 
tbe makes of the latter may alnuMt be 
reckoned by tbe doien; the moat promi- 
nent are the Veeder, United Statei. Lead. 
er. New Departure, Twentieth Century. 
Xew Era. Shepard, Burdlek, Trump, Seth 
Thomas and Standard. They hardlr ex- 
ceed a nickel In diameter: ther are dalntr 
lltttc trifles, yet strong and effective, and 
are such triumphs of American Ingenuity 
Ihnt there aeema nothing left to be don* 




The usual reglatir la br 

places, up to V.tM, witk SM- 

ner place lor tentha, yet the 8hapw4 

hlch Is peculiar in natns bOTel ceaH) 

, . „„ _,^ .„ _.io ahowa yard*. Tha United Slataa kaa 

110; the Victor apokc cyclometer • 100 mile trip regtater, wUak Mb* Mt 



lU 



bmck to E«ro. and "c&rrlea" eacb trip for- 
ward upon the separate total, making prac. 
tlcallr t«o distinct crclometera In one, 
Tbe Keara for the two metera are run br 
two Din Ion* Ml Id on one Bhatt. and I he 
■halt la mnved by a worm, therefore while 





NETW 


nSPAHTCRB C 


TCLOMETER. 




been used 






BaeompoUDd dlf- 


ferentlai 






Ecars. which 




without 


mall parts 


and 


yet occupy a 


nail 


.pace, Th 


e clip far a 


taching the cyclom 




to the ai 


s Klv,« a 


naxl 


Dum range ot 


ad- 






pin 


which la eic 


ed- 



each part ot the meter reglater 
enl of the other, bvth must reilster ex- 
actly alike. They are flntsbpd In ntcHcl 
and antique copper For wheels from twenty 
to sixty iDChea In diameter, to register 
miles, kilometers and Russian versts. The 
flgurea used are somewbal larger than 
those used OD other makes of cyclometers. 
and the ciatnp, which Is curved, tbrowa 
Che meter up and back, close to the fork, 
out or the way. and protects It from In' 
Jury. 

The Twentieth Century cyclometer, made 
hy tbe makers of the Twentieth Century 
lamp. Is also made to reglaCer miles and 
kilometers. 

The well-known Veeder cyclometer baa 
been very much Improved for '98. The flg- 
ures are larger, occupying the entire length 
ot the case, and are close la the glass. It 
registers lo 10,000 miles and then repeau. 
The rlghl-hand ring shows the decimals ot 
the mile divided Into tenths. The mechan- 
ism ot tbe cyclometer Is tbe aame as has 



iDgl]' almpla and neat. Is attached to tbe 
spoke by two aubstantlal screws, and can- 
not bs jarred oft. They also make a trip 
cyclometer, which Is practically two cyclom- 
ecera alongside of eacb other and having 
two separate dials, the whole conatrucClon 
being double, and is a decided novelty In 
cyclometer construction. 

The Shepard cyclometer, a new cyclom- 
eter manufactured by A. O. Spalding & 
Bros., ts made on an entirely new principle. 
It being constructed with bevel gears, an 
improvement which Is at once apparent, as 
there are do springs to get out of order. 
Another new feature Introduced la a de- 
tachable holder, hy which the cyclometer 
Is Instantly removed— a feature that will 
he appreciated by those who have had their 
cycIoniPters broken on railroad trains, etc. 
The barrel Is eieven-sliteenChE of an inch 
in diameter, and weighs but one and n 
quarter ounces. Every part Is made from 
hardened brass anil bronze, and nlckel- 
plaied, making II dust and ruaC proof. The 
Shepard will run lO.OOO miles, and requires 




STANDARD 

no lubricant of any kind. The Shepard 
cyclomeler has been submitted to the most 
convincing teste by the makers, and they 
are satlsHcd that It Is one of tbe most per- 

The Burdlck cyclometer Is made by Ed- 
ward Miller & Co.. tbe makers of tbe weli- 
koown Miller lamps. They claim that It 
entirely new prlnclplea, and 



that 1 



of a 



other 



r of 



cyclometer 
market. The har Is turned out of solid rod 
metal on a turret lathe. The figures are 
enamelled on silver-plated cylinders. These 
figures are always In perfect alignment, 
and do not change gradually aa In some 
Other cyclomelera. but Instantly. It regis- 
ters tenths of a mile In the red-lettered 
right band cylinder; the total registration 
Is 10.000 miles. This cyclometer will regis. 
ler forward only, and reversing the action 
of the wheel has no effect on the figures. 
They claim that their alx-toolh "star" 
wheel used In connection with their patent 
striker will register Infalllhly, and that 



In any cyclometer with eight teeth in the 
sprocket wheel there is danger of constant 
false registration. The cyclometer is made 
to record 720 revolutions, based upon the 
number of revolutions that a 28-inch wheel 
will make in a mile. The bracket is a novel 
and ingenious device, and has a great range 
of adjustability. 

The Waterbury Watch Company make 
the Trump cyclometer. The arrangement 
of the mechanism is entirely by gearing, 
and can only be changed by revolving the 
wheel. It registers up to 10,000 miles, and 
then Jumps back to zero. Like some other 
makes of cyclometers, the tenths of a mile 
are shown on the inner end in large figures. 
It registers backward and forward, and no 
harm can result in turning it either way. 
The usual finish is nickel plated, but they 
are also made with sterling silver casings 
and gold casings; this latter in a satin- 
lined case makes a handsome and unique 
gift. The spoke clip is an ingenious little 
device consisting of a little roller which 
fastens to the spoke on the wheel, and en- 
gages with the little "star" wheel of the 



experience in making cyclometers, and 
therefore it can be confidently asserted 
that this cyclometer will prove satisfactory. 
They continue, however, to make the Stand- 
ard Midget, and the No. 2 and No. 3 Stand- 
ard, which are of the open-face watch-dial 
style, diflfering only in size. They also 






TRUMP CYCLOMBTER. 

make what they calj a Tachometer, or 
Speed Indicator, which weighs only 2V^ 
ounces, and Is attached to the front fork 
near the crown. A small wheel bears 
against the rubber tire operating an open- 
face dial. It can be swung either in or out 
of position while riding. 

The Trenton cyclometer Is of the open 
watch-face style. The dials are of satin 
finished aluminum, and the case is of pol- 
ished aluminum, which is but one-third the 
weight of nickeled brass. The cyclometer 
can be run either forward or backward, 
and the system of interlocking wheels 
which carry the small registering dials 
which can be seen from the top, prevents 
jumping or inaccurate registration. It reg- 
isters 10,000 miles and repeats. The weight 
is only one ounce. 

The Buffalo Meter Company also make a 
cyclometer of the barrel type, and which 



LORD RELL. 

cyclometer as the wheel of the bicycle re- 
volves. It is adjustable, and can be fast- 
ened at any angle. The clip screw is largo, 
so that an ordinary screw-driver will fit it. 

The leader cyclometer, which is of the 
10.000-ralle type, has enamelled register- 
ing wheels, doing away with paper. The 
mechanism is without sprinRs. It has re«l 
figures for the tenths of a mile. It Is made 
In three sizes, for 26. 28 and ^0 inch wheels, 
to register miles, kilos and versts. They 
havt a new bracket this year, which is 
made of very heavy slock, so that It can- 
not be broken with onllnary use. Tlie 
whole cyclometer Is a very compact one. 
and weighs only IM ounces. 

The New Departure cyclometer is made 
of a special nickel silver metal, which can- 
not rust or corrode. It has direct gearing: dm s not differ in general details from the 
the figures are large and bold. This cy- others in the market. 

clometer registers 10,000 miles and repeats. The most interesting cnllection of cy- 
showing the fraction of tenths of a mile. clometers that was over thered togetlier 

The New Bra is a new barrel-shape, was shown at the last c: e show tn Chi- 

10 A-mile cyclometer, made by the makerti cago. Models were sho^.. of all the oM 

Standard. Ther have had a long types that hare ever he «Md« ahovtaf 

120 




BBVIN BECL. 



.:^:^j& : . 1 1 ; 



the evoluIloQ of crelometvr conitrucdon U[ 
to tbat time. Tbis unique collectioD waa ii 
cbarfte at Mr, Bernard ScbuUi. tbe me- 
chantr«l expert o( Bearlnfft of CblcsEO. 



bracket and oi»erKted b]r a friction pulley 
tbrowD Id contact wltb tbe lire of tbe 
front wheel and l^on□ected by a small 
lever on tbb left aide of the handle-bar. 
which can be pressed by I he foreflnser 

Tbe lever Is connected with the bell by 



tbe use of a bell a necessity, and therefore 
bells have always been used by wheelmen 
since Ibe early days of tbe sporl. All tbe 




. BELL, 



well-known and popular makes ot bells 
are still largely used, and there are a 
Dumber of new ihluEB on the market [his 
season, one of (he moat taking being a 
t)el1 iiade by the Bristol Bell Company, 
makers of the ■'Corbln" bells. This bell 
has a raised emblem of the L. A. W. cast 
In Ihe top part of the (ong. which was an 
extremely dlfflcull thing to do In order to 
get an even (hlrkneas of metal all through 
tbe surface ot tbe gong. The l>ell has a 
bealulful clear lone and Is bapdaomely fln- 
iibed. 

The Bevin Brothers Manufacturing Com- 
pany make a bell they call tbe "Tie Bell." 
wblcb hor either a single ring or a con- 
tinuous ring at pleasure. It Is Sited with 
B band clamp adjustable to any size fork 
aid ia operated by pressiog a spring lever 
attached to the bandle-bar. which In (urn 
pulls up a cord, which throwa a small hard 
rubber disk axalnst tbe tread of the tire 
and places the bell In operation. They 
also make a double stroke tandem bell. 
which they call the "Clear the Road 
Alarm." It hsB a large gong of from tour 

to the rear forks, a strlog pasalng from 
■here up and along tbe main upper tub< 
to tbe head, an arrangement being rigged 
on the end ot the seat poat to carry the 
cord to tbe pell. 

Tbe Hardware Specialty Company of 
Newark make both a double stroke and a 
rotary hammer bell, which are operated 
hy pushing a button Instead ot being op- 



1 [he 



Tbe 


B. ft R 


bell 1 


OlBO of 


the same 


type. 


using a 


push-button Ina 


pad ot a 


lever. 


The ad 


vantage 




for this 


type 






be rider 


s enabled 


to use 


the bell 


n either 


aide ot t 





t pipe 



cord. 



The Saks Conllnuous Hinging Bell will 
Ing eontlnuoiiHly from len (o fltleen niln- 
tes as desired. Tbe bell la wound up by 
uking hold of the top part of the bell and 
urning II to the right, and to ring the hell 



Jell I 



ring 



t the 



pleasure ot the rider. The bell li 
lo tbe front fork and swings under Ibe 
lower pan. and therefore does not inter- 
fere wUh ooaslers, brake, lamp bracket 
or cyclometer. It ia operated by pulling a 
cord which Is attached to the handle bar 
and conneclprl to Ihe boll ami which throws 
a rotating diak in operation on tbe tire. 
The Lord Bicycle Bell Is attached to (he 
Ide or the front fork directly above 
The bell has an aluminum rim or 
lange underneath Ihe gong, and has a 
humb piece or lever attached in a con- 
through I 



handle bar 



naklng II 



1 taatened i 




THE ■■BELL-BBAKE." 

entirely and t thumb piece a u bet 1 luted tor 
aame If desired. It Is operated by either 
pushing down Ihe thumb lever or pulling 
Ihe airing which forces Ihe aluminum rim 
on the tire, causing the bell to ring. 



bar without reversing. 

The Krics-in Automatic Bicycle bell Is 
attaehad to tbe tront forka by a clamp- 



ordinary, so that this construction is really 
another instance of what has heen so often 
noted in this series — a reversion to old 
types and forms. 

The Music Cycle Bell Co., furnish a 
set of bells for club use, the set consisting 
of tweWe bells accurately tuned. Only two 
bells are placed on each wheel so that when 
six persons are riding together, or four with 




WIRE TOE CLIP. 

eight bells are use.i, the riders can play 
the popular tunes as they ride. While this, 
however, might not be appreciated on 
everyday occasions. In a bicycle parade it 
would create a sensation. 

The Cclumbia Cycle Bell is a continuous 
ringing bell, and the makers say that "you 
Just push the button and the bell do<^s the 
rest." 

THE "BELL-BRAKE." 

A combination bell and brake called The 
"Bell-Brake" is made by the Universal 
Trading Co. The Bell-Brake gives a con- 
tinuous silvery ring by the slight pressure 
of the thumb on the lever situated directly 
in front of the rider where it can be used 
without either hand leaving its hold on the 
handle bar. A slight pressure of the thumb 
pushes a small aluminum wheel in contact 
with the tire, and the bell rings continuous- 
ly. The bell hammer is attached to the 
wheel by a steel rod, and by pushing the 
lever down a little with the thumb, or 
very hard with both thumbs the brake is 
applied. The sides of the brake-shoe clasp 
the sides of the tire, where there is no 
wear, and the bell still ringing is thereby 
pushed up with the aluminum friction 
wheel and the steel rod and frame. The 
bell ca^ be thrown out of action whenever 
it Is not needed by slightly pulling Lp the 
ring on chain-lift and placing it over the 
hook The b*»ll remains silent until v anted 
again A strong steel lamp bracket near 
the head of the steering post where a lamp 
can be carried, is provided by the bell- 
brake, the fulcrum of the operating thumb- 
lever being extended for this purpose. 
A puncture guard is also supplied with this 
bell and brake, forming the rear end of 
the l>rake-shoe, about one-eighth of an inch 
from t.ie tread of the tire, and ready to 
scoop off any pieces of glass, tacks, nails, 
etc.. that have been picked up by it be> 
fore they can be driven through the tire 
hr the pounding of many revolutions. The 

ole arrangement of bell, brake, lamp 



bracket and puncture guard weighs but 
a trifle over a pound, and can be attached 
to any ordinary bicycle. 

TOE-CLIPS. 

Toe-clips are more largely used than 
ever. Originally they were used only by 
our racing men, and one of the most popu- 
lar clips ever used was one named after 
Zimmerman It was simply a narrow band 
of spring steel about one-quarter inch 
wide, bent to the required shape and bolted 
to the pedal The type is now somewhat 
extinct, the demand appearing to be more 
for toe-clipb that cover more of the surface 
of the foot. 

A new design is one called the Roller. 
It has a small corrugated roller fastened 
on the end of the clip, where it touches 
the shoe. This roller permits the foot to 
be slid in and out readily. 

One of the best of the new clips is called 
the "Pedal Balance Toe-Clip." When not 
in use the weight of the clip itself, without 
any counterweight whatever, holds the 
pedal right side up and horizontally ready 
to receive the foot, which when placed 
upon it presses 4lown the plunger, thereby 
raising the clip over the toe. The dip re- 
leases itself and drops to position the 
moment the rider starts to remove his 
feet. Ano*,her peculiarity about this clip 
is that they do not hang as close to the 
ground as clips attached in the ordinary 
way. They can be attached to any make of 
pedal. 

Another type is called the "Can't Slip." 
This is of the broad style of clip, but it has 
side extension extending down over the 
sides of the upper and sole and prevents 
side-slipping off the pedal. The shoe, how- 
ever, is readily withdrawn backward on a 
dismount. 

The HoMvard Adjustable Safety Toe-Clip 
fits all pedals, and as the cut shows, it does 
not touch the upper of the shoe, as it only 
grasps the sole of the shoe. To give the 
best satisfaction a pair should be placed on 
each side of the pedal, so that they will 
balance each other and catch the sole 
whichever side of the pedal is up. The ad- 
vantages claimed for this style of dip are 
that there is no pressure on the toes or 




HOWARD TOE CLAMP. 

any other part of the foot, and that they 
will fit any size of shoe, and hence can be 
used by womeii as well as by men. 

Wire toe-clips are largely used, made of 
plain wire or spirally twisted wire; tli« 
most popular wire clip is known as TMema^ 
of which a cut is sbowB. 

A new toe-clip shown Is mado la the tena 
of a stirrup. The fraae Is made of i l isl t 

Its 



the upper pirt being made ot leather In 
the (hape ot a itlirup, and )■ laced lor ad- 
luatabllU]'. 

Tbe Quick ewlvel Clip ii one Lhat U 
mecbaDlcallr automatic, clearing tbe way 
for the toot, and provide! Tor a itroDg uP' 
ward pull. Id lla operatlDn It makei no 




KALAMAZOO CARRIER. 



difference wbere the foot atrikes tbe awlTel 
aa either end OIb tbe toe and will tollow 
Into position the Instant the toot la placed 
upon tbe pedal. The lifting atrain la dis- 
tributed along the top of the loot and cen- 
tres on tbe swivel pin. 

LVOOAQE! CAHRIBRS. 

Tbe bicycle touring season will sbart- 
Ir open, when luggage, coats and packages 
will have to be faatened In some way to 
the frame of tbe bicycle. The luggage 
carriers made by C. H. Lamson of Port- 
land, Me., have long been favorably known 
and largely used by wheelmen all over tbe 
country. He still continues to make his 
detachable luggage carrier of wire and 
leather straps, to be used on tbe handle- 
bara, and which are made 111 various alies. 



to make tbe mud guard protect the pack- 
age, and also to aave tbe frame ot tbe bi- 
cycle from belDg cbafed. The itrtps ar« 
■tout, thick and of good length, and the 
patent buckle allows tbe quick removal o( 
bundle iir camera. He mekea aootber form 
ot this style of wire and atrapi. This car- 
rier makes a springy ibelf which makes an 
easy rest for tbe package. Two wire hooka 
aprlng against the Inner aides ot the back 
stays Juat ab}ve tbe brace which Is usually 
placed above tbe wheel, aud these wire 
hooks are held securely In place by turn- 
ing down a snap. Another form of rear 
luggage carrier Is called the Adams L.. A. 
W. This Is also made of leather and atrBpa, 
and will carry a good size package, and 
when not In use Is scarcely ootlcesble. 

Weber's Nevi- Departure Luggage Car- 
rier IB a combination luggage carrier and 
lamp bracket made ufcold rolled aleel, 
fitted with leather straps. This carrier 
also altords a suitable grip for carrying a 
parcel In when detached from tbe bicycle. 
It weighs, complete, about three ounces. 




LAM90N CARRIRR. 

to carry clothing, but to car 
uid books as well. The cuts gl 
n excellent Idea of their constructloD, 
demand, however, has existed for re 
luggage carriers for bicycles, and to mc 
tbis demand Lam son shows a 




It li 






PAIRT CHILD'S SBAT. 

and can be rolled up and carried In tbe 
pocket or attached to the top bar of the 
bicycle. The luggage la placed In tbe car- 
rier and atUcbed to tbe bicycle by slip- 
ping it over the lamp bracket. The car- 
rier may also be attached to the seal post. 

A wicker basket carrier Is also shown, 
wblch will BI any hsnille bar. being fas- 
tened thereto with straps, and this certain- 
ly ought to become a popular one tor car- 
rying luncheoDH on small picnic runs. 

Far touring purposes a llnenold touring 
case, made by Crane Bros,, of WeatOeld, 
Mass., Is to be commended. It Is made 
similar to an en ten si on case ot tough 
water-proof material, and Is seamless. It 
can be removed from tbe frame In a mo- 
ment, owing to patent buckles being used. 
Their ordinary size will Qt the frames ot 
nearly all the well-known bicycles In the 
market, but special sliea and finish are 
furnished as desired. Llnenold. of wblch 
these cases are made, consists of pure 
linen threads reduced to a pulp, chemically 
treated and n oulded on Iron forms sub- 
jected to heat from great pressure, and 



then flnlBheil Tttfj also [ 
phone o[ this DiBterlal, ai 
rarry the voice from a bait 
the illatance dcpemllnB upon 



the poll t [on of (hi 

to Ihc rnr of t^P i 
<lou1ile megaphone 



whk'h will bard r 

:o (WO mlk-s, tbeiu 

lie iilze of the they a 

Idva In men- colors, 

louble niegn- Hhlte 

out diaQElng cllanim 

ml. A Bup- face: i 

e mouthpiece clamp! 



hber, wbk-b 
a usually ui 
Th. 



or 



iree separate rings of 
re spill so ai to allow 
over the Irame, and 

bclOR rurnlahed Id red. 

Id baa 



ornigal 



' Us I 



AUXILIARV SEATS. 
The "Fairy' chlWa neat la amaug the 
most wldi>ly used In this lino ot aliach- 
ments. The RupportlDK frame It made 
from a alnglc iiiuce til 5-18-lnch wire dou- 
bled ami bent to hook over the handle bar, 
the lower portion running ilnwn on either 
aide of (he head of the bicycle, and se- 
cured to the head by means of a sbort strap 
and buckle, the lower ends of the wlrca 



'el spring imbedded In (h« rubber 
; protector tightly (o the frame. 
loungs Rim Sprocket can be used in 
connicdon with any ordlnarj' sprocket (o 
increaae the gear without removlDg the 
sprocket from the crank shaft. The rim 
flts anuRly over the sprocket, being held Id 
place by four bolts and nuts, and the 
made very rtadUy. Tbeuf 






e obtal 



II thre 
Ing fourteen 



LUBHICANTS. 
and gear lubrliunta arc perhaps 
led as treciuentty In al! Instanrea 
should be. a fact due largely. 
.. lo Ihe diBiigreeableneaa of Ihe 
heelmt'n have lung wondered why 



' form iif pHt^kage less unpleasant 
than the old style sIlck-grsphKc 
The ■■race maker" Is the latest 




■■inl-llqiild Rrapbl 



lubricant, which Is an 
lie applied In <be mtwt 



i-tit boani, ami the 
Is provided with u light wire rail run 
aruunil the aide and tinck, while a ' 
bandli^ Is run thriiugh Inopa fnrmi-l In 
wire rail to n-rure the chiiii In plan 
well as to provlrle hniidlea tor the I'hil 
take hold of. 

This seat Is extremely all 



iim 11 IK over (he hlllidle I 
It of thi> wity of (he rliler 




market which are 
bar la used to 
being marred hy (I 



of iill kliidH. Th.' 



cry iii-eful when ■ drop (h^ 
rnlerl thj> frame from T 
■ grips. The Straus pro- eye 



& Cii.. iif New York, makers of the 
..wn ■■;; in 1" riimpound, which all 
m all I'liiintHes are familiar with. 
vvlty in guard laclni; for ladles' 
Khiiwn Is Shirley's natrnt guard 
The;, are made of knotted silk cord 
riMily In aiiply (n any bicycle, and 
Being Is fur- 



i-i < 



■■•iHin 
I'lKhed 



to th» 
e hooks 

tn llie ciidR In Ihe wire guard. Thla 
' of euaril In very iiiueb superior to the 
nary lacing iiaed. and la of the type 
I *>j laritely during the paat aeASOQ by 
makers of (he Wolff- American eyclen. 
ic Columbia Relro-OptlcOD ■hom 
:Bta what may be comlBC bchlad titan. 



It Ifl used on the handle bar Just In front 
of the left hand grip. They can be set 
in any position. A glance at the surface 
of the instrument shows a complete pic- 
ture in miniature of everything behind the 
rider. 

FOOT PUMPS. 

The old style hand pump Is now but lit- 
tle used excepting in cases of emergency, 
the more powerful foot pump having been 
substituted in the bicycle rooms of most 
cyclists. These are largely of the type 
shown in the accompanying illustration of 
the "Ideal" pump, manufactured by the 
Manhattan Brass Company. The cylinder 
is large, with a double washer attached to 
the plunger. There is practically nothing 
to get out of order, and it requires but a 



few discharges from the pump to fill a tire 
solidly. 

AN AUTOMATIC PUMP. 

A device that promises to save wheel- 
men much time and trouble is an automatic 
pump, operated upon the penny-in-the-slot 
principle. It is intended by the company 
controlling the patents and manufacturing 
the pump tc place them at convenient 
points along the city and suburban routes 
for cyclists, for use by any wheelman who 
has the price of service — one cent. The 
machine is of sturdy construntion, built to 
stand rough usage and rough weather. The 
dropping of a penny in the receiving slot 
releases a ii^ver. one complete swing of 
which pumps the tire hard If the rider 
wishes it so. or a partial swing will give 
such pressure as is desired. 




125 




CHAPTER XV 



FREAKS AND USELESS DEVICES. 



Some oD« hu deflned a rebellion aa i 
revolutloD which hai Dot succeeded. Slml- 
larlr. the freaklihDeu or dod -freak UboeiB 
of an Idea in cycle com true (Ian mar be 
deemed to (uro ci. Ita late in thi itruggle 
[or lurrlval; yet there may be lome ex- 
eeptlans to thi rule of aurvlval of the 
fllteet. and. on the other hand, there are 
inyrUdi of notloni that are visionary ■■ 
lo posalble practical resulli or ereo go 
counter lo the moat elementary of natural 
lawa. A cycle abow always brlngi out a 
tew of the milder sort. For oiample. the 
Upright, devised by a non-rider wh ' ' 



craoka who cannot ralae the patent fee* 
and are thus cruelly barred out ot the Eden 
rightfully theirs ]i fate bad been less un- 
kind. Whether as much money bu not 
lunk In lucli patents a ' ' 



erlmi 



■ has b 



of the DIcycIe la doubtful; at 
least. It le within bouoda to lay that the 
worthies! patents In the cycle line taken 
out ID the United Stales alone during the 
last twenty years could not be adeQuatelr 
described and llluatraled in a month, eren 
ir thii jQurnal were entirely given up to 
be task. Yet we can sketch a U 



observed with pain the "moDkey-on-a pies; alao Indicating the lines along which 
•tick" poittton aad perceived that this barren contriving consUntly runs. 
would be Impossible II the hands must be 
at the sides; ao this one-Idea reformer 
devised a frame which placed the handle 
bar behind tbe rider, and the uprlghtDsss 
was complete. A few bicycles on this 
plan were made and went Into use. The 
teait that can bu said la that the Idea was 
effectually embodied: the most Is that If 
enough In > bicycle this would 




■car after year, and necessarily lead to 
crong conclusions. One of these fallacies 
s that there Is a large reaerve power In ths 
>Ddy which Is not ordinarily afforded means 
for expending Itaeir, especially that the 
• - cbanca give 






have been triumphant and permaaeat. Tbe Another Is the twin brother of perpetui 



motion by means of gravity, and It Imagines 
that a cycle can be driven continuously by 
(be weight of the rider. Another 



It the CI 



mlle-a-nlni 



IVINO BY TllE "RIDHR'S WEIGHT." 
dc Into a form capable of operating). 



attained by speeding up the wheel wllb 
relBllon to the foot action by mean* of 
gears. Another assumes thai a combina- 
tion of enough gears, levers, clutches, 
straps, cams, etc., can be trusted to go of 
Itself: Inventors along tbis line seem lo 
read the term ■'mechaolral powers" as In 
the singular, and as meaning that a com- 
bination of devices can create power, where- 
as the fact Is that a man who moves a big 
stone by means of pulleys actually expends 
more energy than If he raised the load 
by bis own muscles unassisted. There Is 
also an endless line of cranks, utterly 
Ignorant of or acting In defiance of the 
most elementary natural laws, whose pro- 
positions are ns deilltute of practicability 
as drenma In sleep. In which, as we all 
know, nothing seems preposterous, and to 
tbe rahblfs " ' 



bets simtiltsneoualy with regular drlv- 
on the rea- wheel — and some others 
do not now recall. In the lack of a 

nlDcntly tbir year, and yet they are 

to be numbered by the thousand. 

y are to be found In wllleas, non- 



> legs I 






I (be 



K GXAMPLSS OF USELESS CONTRIV- 



Eiamples may be 



ed almost at random 
chronological order, 
that of (he Hunt patent. 



mb«r, 1390. Ur. Hunt was 
t a cbsLa '•■ oICeD uied 
jr from ibe pedali to tbe 
B praiK»e4 "a rrlctlooal searing 



lion." Hii device WBi the aams made of 



■erlea of ipur sear* with plnlona 
u a frame, the last of them work- 
but Ins on Ibe rear wbsel bj aprocket and 
chain: when the rider came to a tough bill 



cbalnleai driving 

leBB ol to-day— that li, by an Inter 

wheel, but wllb a difference: bli 



I piece of b 






bad tootbed o 



1 the wbeel a 



■TUgated edges, and his 
1 rubber band or lire on 
Its rim. "it will be evident (he says) to 
the atudeat of this bicycle tbat the corru- 
gations on the peripheries of the drive- 
H-beela K and U will Uke firm bold at tbe 
rubber baud of the Intermediate wbeel N 
and thus prevent any possibility ' 
plDg; Id this way an easy, regulai 
will be produced." He also claims luai 
lhl9 coanectloD. while being Drm enougb, 
win also be elastic, witb "yielding charac- 
terUUca." What really Is evident Is that 
It his device succeeded In driving Ihe bicy- 
cle at all. Ihe rubber band would retain Us 
Inlegrlly at least fifteen minutes. 

Tbe same notion reappeared, a year ago. 
In the patent of Mr. Langbridge. 
glishroan. who proposed chain less 
by two spur gear wheels carried uu mc 
seal-post tube and meshing wItb one on 
tbe pedal aile: "a pneumatic- tired friction 




off and carefully loosen the shaft so aa to 
make a ?birt for power on the famllUr 
method of the coned pulley in machine 
shops and he was all right; a flywheel on 
Ibe sbafi. tor equallilng motion and for 
using the reservoir of power which some 
Imagine Is contained Is Bywheels, waa not 
omilted. Tbe public seem to have re- 
spected Mr. Gundelach's patent rights. 

In iSW Ur. Toense of Cleveland patented 
a man-power combined with a pair of hy- 
Ji Slip- draullc cylinders. The rider began by 
motion climbing to a high seat, wblch sank under 
"""" him and thus thrust back the nlston of 
a horizontal pump, which gave the wheel a 
forward Impulse by a rack and pinion. As 
the seat sank. It moved L-shaped levers. and 
thus lifted Ihe plsron In a vertical hy- 
draulic cylinder; tben Ihe rider pushed 
down 00 the treadles. "Bl the same Lme 
raising himself In the seat." and the pis- 
ton Just raised was pushed down, giving 
Iba wheel another Impulse. "Tbe driving 
wbeel Is tbus acted upon alternately by tbe 
two driving cylinders, one acting when the 
seat descenda and tbe other when the 
treadles are forced down." Tbla mar seem 
a little obscure, but we have never had 



irlvlng 



mlty t< 



evice 



r Its top, and I 
tlonal contact would Impart "tbe 
practically i" 



e trict 



wheel I 



This was a 






caily" Is a rather Hexlhle term. 

In 1893 a Hartford man patented a bicycle 
(Itted with a large cylinder, borne on either 
side below tbe wbeel centre, for com- 
pressed air. Having previously Oiled these, 
either by a toot pump, wblch takes the 
place of the usual pedals, or by a curious 
rotary hand pump carried under Ibe upper 
tube the rider climbed to his place, opened tbe 1896 Twentieth Century and tbe Dayton 
a convenleni tbrotlle valve and sped along of this year, and Improves on II In his own 
gayly. On a down grade he could use the way. Instead of driving bU plnl 
momentum to repump air. getting brake chain and 
effect by ao doing, or he could use the air a Bpur gea 
._.. _ ..__t. ., -s tbe gSB versed fro 



Mr. Hansel, of Zeltz. In Oermany. only 
recently rediscovered aod pateoled Ibe 
idea of driving by the rider's weight. There 
are two saddles, .'ach on Its post, arranged 
to slide up and down see-saw [aahlon. and 
geared, no matter precisely how. to a very 
big pulley belted to a vers small one on 
tbe rear wbeel. the gear ratio being evi- 
dently enormous. The rider gets up on the 
seat which la at the top, slides down with 
It, thus starting tbe wheel; then he Is to 
bop off Ibat to the other seal (wblch baa 
meanwhile gone ipl and so on. Eipresslve 
■Hence may be left to "muae the praise" 
of this Invention. 

Mr. Osborne of Brooklyn recently offered 
a carpet sweeper belled to tbe front wheel, 
wblcb "will IhrUBl aside small objects, 
such as nails, tarks. glass, sharp stones 
and Ihe like, and leave a free path for the 
passage of the wheels of ihe bicycle." This 
we respectfully 'efer to the Department ot 
Street Cleaning. 

Mr. Llvlngstrn of St. Louis takes tb« 



] llttl. 



splra 






.,.._„- Ihem, Ihe rider could *d by I 

step off and leave the whole construction bacltward, 

upright, leaning down on one of these backward. 

Five years ago Mr. Qundelach ui luis v<: 

city patented "a conveoleni gear mechin- In 

lam by whirh the machine may be speeded no 

high on a good road and may be changed wl 
to a low speed for hill climbing. 

in 



acting-, 
pinto 



nnlng It 


orw 


rd. be makei 


,so tba 






t of Ihe 


ped 


als. As tbe 


oda to 16 


e wheel are work- 


n, he \^ 




elled to pedal 




the 


bicycle Itself 


umably. 


be 


Intends tbe 


not dlslu 


rbed 


by the pros- 



live an excessively vertical aclion It Is 
probable (hat this particular chalnlesi 
... ever be s^en on tbe road. 
Qolng back sixteen years, we Bnd Mr. 



umbla mode] into a lever-drLvIng wbeel, 
■bowD In the cut, Hli psLent claims of 
speeding up hdiI verlltal poslttciD, and dc 
not allege aaCcty trom beadera. very pre 
erif. Por not only WB* b\t contrivan 
clumay and subject to great frlcllon on t 
BlIdlDK fulcrum, but added welgbl wht 
weight would be dangc 



bicycle rider bat a reserve supply or 
strengtb wblcb he onuot use to advantage 
in running tbe ordinary blcfcle, from the 
fact tbat he cannot make his feet go Taut 
enough to get a speed from tbe bicycle 
praponloaaie to bl* atreogtb." Having 
tbus annouDced the discovery that twice 
two are Bve, Mr. Haboney described bla 
■- 1 by which "a person may if"'" 



mlnatloQ will show, the loode llie macbine very rapidly without making 
or driving had no tendency to hold down bis feet move very t«st." IC Mr. Mahoney 
"■"' ■" Vnl on Inventing some- 

lave perceived tbat speed- 
could lie bad by omitting 
1 front iprocfcet large 



the b^ck wheel. 




had D< 


Only a year ago. Mr. Harrison, si 


1 Eng. 


(hlng. 1 


Itshman, patented a lever conlrivanci 


e with 


ing up 


oaclllatlng fulcrum. In combination 




his gea 


planet gearing. Every dlaadvanta 


Be or 


enough 



also look up again our old acqi 
the mucb-heralded elliptical 
which had it! trial Id this coun 
yeara before. Substantially Ibla di 
al the National Show, November 
At that Show was the Alert, a 
using HUbatantlally tbe "chain 



e was the pedals, thu 

9fi. supply of stre 

laless honey. There I 

Ik or with sprocket) 




i giving oi 
igtb r 



t revolutions of 
Bt to the reserve 
led by Mr. Hj- 
o( gears, combined 
a cnaln, making a gear 
ea. This is aa the story 
was told, since we have not seen tbe 
patent; but there was an error In expres- 
sion' Tbe equivalent circumference if 
wheel Is 8,418 Inches and the diameter 
3.680 inches, or 224 feel, aa nearly aa can 
be figured, making an equivalent wbeel 
only forty feet smaller than the great 
Ferris wheel at the World's Fair, Here Is 
B little object lesson in gear ratio as here, 
lofore eiplalned: the actual wbeel was lo 
be 2S Inches, while 11 was to run per each 
pedal revolution as far as a directly con- 
would run. Such 



might 



bicycle rider has only o 
like dimciilly prevents i 
birds, for wings could b 



little heavy 



What could anybody expect to accompllab 
by carrying a long chain from the usual 
front sprocket to an extra sprocket below 
the saddle, from which a second chain ran 



earrylng 


the 


pedals. 


and the ui 


,per a 


rm 


drawing 


by a 












cam or n 


icroll < 


>n the 


rear axle 




e driving 




,ch sic 


ie nee. 


ssarily. 


and 


there 




no back 


pedal li 


ing. The leverage la chan 


ge- 


able by 






or down 


the 


place 


Of 


atUchmi 


■ni of 


the coi 


■d to the 


uprlghl le 




'™' ycal 


: before thli 


, another 


■ Kn 


gliaha 


lan 


patented 






' chalnlei 




riving 


by 


a lever 


with 


Eliding 






the r 




of the » 


■heel; 


the lei 


rer was 


to b 


c plvo 






el will 




isl spur I 




meehlng 


wUh a pinion 


on the 


■ axle, ai 


id t: 


tie dev 


lee 






of Mr. Scott 
He 



electric motor for driving 
d be delightful for a laiy 

id place for It, A motor 
;nl; so he put a small dy- 
iBgonai lube to supply It. 
bat go. he had only to put 
heel In place of tbe front 
It it on. and the deed was 
: that there would be no 



Five years ago Mr. Mahoney of this city 
patented a contrivance as shown In the cut. 
He overlooked such considerations as eaor- 
mous width of tread and the fact that hia 
driving wheel was not central in the frame. 
He premised thai, "aa a general thing, a 



ilttlog e 
m one poiut to the other, Ibia contrlv- 

wer which might be carried directly to 
I wheel: but Mr. Scott does not know 
s, and he felt he bad a call to Invent 



patented a contrivance for making a head do, tbey will not accept the advice given, 
wind drive instead of retard. He proposea They will not even look to see what has 
to mount a small windmill with four vanes already been done in the same line. One 
on a horlcontal shaft in line with the top of this class came to the writer more than a 
tube, and this, by a pair of bevel pinions, year ago with some complicated con trap- 
is to run a shaft leading straight to a tion of levers, ratchets, cams, and the 
crown wheel on the rear wheel, which Is to Hl^e — Just the usual thing. Had he been 
be driven by another bevel pinion. The to any bicycle makers? Yes. and none 



usual driving is prudently retained for 
emergencies, and the relative sise of these 
pinions indicates that the windmill will 
need to whirl with great velocity. He 
somehow omits to claim the windmill and 
asks protection for a peculiar brake on its 
shaft. As the shaft is rigidly fixed in line, 
he must intend to run dead into the wind. 
The school text books used to tell of a man 



would give him encouragement. Nor could 
we and we tried to show him how useless 
his labor was; but he gathered up his draw, 
ings and shuflled away. He did not want 
expert opinion, unless it was of a pleasant 
nature; he wanted aid to build his con- 
trivance. Like all of his class, he could 
see nothing beyond his idea, successful on 
paper, and if he could only get his patent 



who put a large bellows in the stern of hit *»^ «c^ * sample made success was sure, 

pleasure boat, so that he could always have Apropos of this is the classification of 

wind for his sail, and a contributor relates "^^^^^ patents for 1897 made by the Iron 

in the YauW8 Companion how he once saw ^^e. For pneimatlc tires there were 110; 

an attempt made to work a wood scow by a ^^^ ^'^ ^;°**]®?i?" "^K^'Pf' ^^l on driving 

windmill carried on it. Yet. ?f the winds ««*"• J?, °' l^^l* ^J°*, '°'" chalnless; 85 

that blow in the far West are not peculiar. ^^^ "addles: 69 for brakes; 51 for frame 

and if Mr. Turner is not ignorant of what construction; 50 for cranks and pedals: U 

most children think they know, navigators '°^ •P^*°« frames; 124 for sUnds and racks 

have been wasting time for a thousand »«>* 'o'* devices for dropping down some 

years in trying to sail by tacking instead son of prop or leg by which the bicycle 

of making the wind drive against itself ^^^^^ ■^*"? *'®°«- TH? **?^-°*™«d Is ab- 

THK T TTPw nu^ titbT ^^L^Z,^ solutcly vsluelcss and has been so proved; 

THE LURE OP THE PATENT. ^he spring frame has also been tried and 

These are examples enough of folly which virtually rejected; and if a hundred patents 

shows no signs of abatement. The Gov- on the bicycle and accessories are issued lu 



emment offers a patent to inventors of 




MAHONEY PATENT— 1893. 

"any new and useful" Improvement. There 
is a notion that invention is an easy road 
to fortune; on the contrary, there is no 
harder and more unpromising one. The 
foolish Inventor constantly overlooks the 
words "and useful." and the Patent Office. 
In order that no risk be Incurred of 
smothering Improvement by any official 
dictum that the thing proposed is worth- 
less, has also waived the qualifying words 
and has thrown the door open so wide that 
anything may get a patent— not even 
novelty is strictly enough required. An 
elaborate muzzle to keep sheep from biting 
might therefore not be debarred from 
patent right by the fact that a sheep was 
never known to bite anything but Its own 
vegetable food; and so long as any com- 
bination, although obviously impracticable 
or even going counter to natural laws, is 
"novel," and therefore can obtain the right 
to litigate which is called a patent. It must 
be expected that dreamers and persons of 
misfit Intellects will continue the line of 
applicants. The bicycle Is so much in the 
public «ye that it especially draws these 
persons as the light draws the moth. They 
will not consult practical men. or, if they 



a year It Is almost certain, without exami- 
nation, that ninety-nine are commercially 
useless, if not mechanically preposterous. 
This is so because the practical conditions 
are narrow and rigid, and because the field 
has been so repeatedly and minutely gone 

over. 

The crank cycle Inventors, of course, 
are only one class. They are non- riders 
usually, and not prejudiced by any prac- 
tical knowledge of the subject; one device 
(one of the best of the year) has been In- 
vented by a man who has not yet mounted 
a bicycle, but he is a mechanic, not a 
dreamer. It Is sad to see so much waste 
of time and energy In planning, so much 
Illy-spared money spent In patent fees, 
and so many disappointed hopes, and If this 
rapid sketch happen to deter some would- 
be Improver of the cycle and send him to 
the Klondike for a fortune Instead It will 
not have been without direct advantage to 
somebody. 

BUILJ)INQ "TO ORDER." 

In couise of the development of the 
bicycle, the "component parts maker" has 
come upon the scene, in this country as he 
had previously done in England. In a gen- 
eral way. all bicycles are constructed alike; 
that Is. all have hubs, ball bearings, spokes, 
crank brackets, joints constructed by forg- 
ing from the solid or by working up sheet 
steel, and so on. Production of these parts 
by quantities, as a specialty, is In line 
with the custom of subdivision of labor, 
and Is In the direction of economy In 
product, and yet this has its undesirable 
side as well, for it tends to encourage 
the practice of "building to order." 

A rider — usually not one of the very ex- 
perienced class and seldom one of mechan- 



129 



study— hag nhaerved the aile of ddb malcFS up wbeeli. Knd pertomii other op- 

:, Che hub of another, the aiddle Ia>t- FraUoai. majr get ■ diTeraifled practical 

I at another, and to on; more or Im training In mechanlci (or hlmaelf. but the 

Y. he approves, or fanoie*, these de- work cannot have the cert&intT *□<! accur. 

, and It seemi to him ihat It he could acy obtainable, accordlag to all rulea ol 

only combloe Ihem In ooe bli^ycle be would production, by .ubdlvlalon of labor. Nor 

pnotcber" ot the year, la thia all. The (rame ahape and It* aaglea 

hlH humao nature li are orlslnallr "aet out" la the draughting 

Qkiug that to be able (hop with ma them at lea I preclaioD, and the 

jnt was "built to or- large tnaker pula the parta together by 

■• of "Jigs," all IhU InvolvlDg a heavy 

■- - securing exactness. The '' 



Indeed have t 
The fallible side 1 
also flattered by tl 



meni suw beyotid w 
altered and »as nol 
thing better Iban 



lis lujierlor dlscern- 
t tbe regular market 



::alled for 



workm 



vt^U a 



he CI 



I the I 



[IglM 



thi 




part A di'slri" 


.1, or with 


ilCffl 


it.'d inudinca- 


lliini puggen 


led by hln 


isi-ir. 


and ibe rider 


gets hlK "to 






I a price pro- 


ponloned to 


llsapeclnlt; 






While he 


■Milk* hill 


.iK,.ir 


fortunale a ml 


hnppy, IH 1 


t be a.liiiil 




Lit he In and 


that ootMhly 


else has a 


rlgbl 


to disturb his 




yet 11 .loe- 




ecesBfliily ful. 


low that a 






makes u m: 


Id total. K 


or be 






have 


written stii>- 


ulailon, for 


ihi' n-al guarnnty Ir the mil- 


luTs rppmai 


lion, and 111 that 


i-ensp he has 


DO niHkfr. 


Thr s.'.oi 


»d .-..1 


iihlderalion 1^ 


Ihal If the 


imn'mbler 


who 


has made u]> 


Ills nh..'l .11 


i-s or goes 




.( bUslllesH li, 


pruliaMy ha* nu ^.Im- 


lo ih.' 


■ nourte from 


whi.h the vx 


rllt'ular parts i-an 


n>' and 1< thu> 


11»1.1.- Ill W 


l.iit to .-xp 


',;;:;:;; 


ind trouble If 
..iry; II i- hI- 


Wiiy, .1 l:.h<.| 


nile to 1- 


:ll. wli 




1.1.'. Ullh |.<IT 


ilti whoai 




■ly lo iHM aii.l 


t.i I..- .-..fWy 


found vhoii 


Id «.■. 


.ikloii nrl«' t.. 


.■all ..:! th..i 




l-l,-s 


|.i.-y..l.- thai 


t*. OIK sniho 


lit •ti'lltiiti- ^ 




sponritdF. orl- 


gin. r..r III.' 


till R- Iialin 


Plair 


1* Hilly a bit 


of Ktanun-l 


ni.liil ..r 




n<ttT. au.l Is 


nothing III It 


k.>ir- may i 






bul if liable 


to plllltl!.. 




ii-r Iffore he 


1- (hri>u.:b w 


ith ii. Th- 


third 




Ix thai, .-veil 


if ,...r.h.>. 


d |«rt>i arn ot (toii.l 


i]ii,»!ity 'uLil 


thrr.' I« a 


lway» 


a -.■mi.ianr.n 



IC the 
quite right, he ««■ 
bends tbem, getting aa nearly ac- 
ne as be can by his eye and the 
aumb. His work being on Individ- 
I. It 1< Impossible for him to have 
llgs and gauges tor each, and quite out ot 
his power to attain the correctueu obtalneil 
by machine work and making In quantlilea. 
Hence, even if the material used Is Ot th« 
very highest quality. It Is reasonably In- 



avors buying new mourns. On 
hand, and tor that very reason, 
ance» as used to be made for 

renily one consideration might 
I the other, yet there are algns 
lal a larger proportion ot rldera 
jforf will furbish up their pm- 
B for another aeason. But M 
(Tlde<l change for IMS la ahort- 

n[i of ihe hanger, this change 




idency to make 
h<> more stylish 
likely to 80 we CM- 
ot cutilns 
I framt-i) and advertisements ot "old 
»li.'.'lh .■■:■ liiMir' have already come under 
our 'ibiiiTi-atl'in. wf must rondetnn It In the 
most •■inj.hailc lernis. "The "10 order" 
I'T in'Ti'Mio tbe T>n>m>nl proHi l>y uvlns Ih.* shop !?• very llkidv lo count ihia chang* 
lowfw [.rb'i-di. ih.- nvivinl.Ivr, »i(h hi* few sn i'i'l"*rimilty and lo silmultie the prae- 
lools nn't rii:niMrntlvely small experience, tice Hy ofFering Its services: but we inuBt 
rannot piisslMy do the uork at well as the warn rl.lers that meddling with hicyele 
Inme maker, with his ample fHrllllies. The frame* involves baiards. Ulira tbe blcycU 
one man. who perhaps hraze* and (Ilea up hater derltrei that to mount one ot tboao 
aod putt frames icgnhvr f.m fattening, and ihlnE' li lo >ak» oae't life tn one'* budl. 
1S9 



he states what U literally true, of course. 
The possibilities are always against us. If 
we step out of doors, we take chances; If 
we so to bed ^or safety, people have died in 
bed. Reasonable care havins been used, 
we must trust the chances, which always 
expose to mishap and always give the 
weight of probability to the side of immu- 
nity. The most dangerous break on a bicy- 
cle Is a break of frame — for example, while 
fracture of one side of the front fork will 
probably permit escape, a complete snap of 
fork crown or st^m will almost certainly 
cause the rider to dive for the ground. 
Now, tubing has been made from the solid 
ingot by a series of processes and it is al- 
most surprising that after the time the 
metal has survived aii this torture and has 
been shaped and fixed into a bicycle frame, 
having endured the final heat of brazing, 
there is any "life" left In It. When the 
cutting down process is undertaken, there 
are two bad consequences probable: one is 
that the operation will fall to get accurate 
alignment, in which case the driving will be 
harder and the durability of wearing parts 
less than before: the other is that the fur- 
ther heatinfr will "bum" the meUl (liter- 
ally) and the chances of fracture will be 
much increased. The tube may also be 
softened in one piace. an well as burned 
in another. The original finish cannot be 
well restored, and the operation of smooth- 
ing up, especially for nickeling, involves 
further hazard to the tube. Advice as to 
making over frames is covered in one word 
— don't do it, and don't trust yourself, 
knowingly, on one which has been thus 
treated. 

THE CRAZE FOR "DROP." 

The one thing accomplished by the low- 
ered frame of 1898. which is the chief 
change of the year, is a small further low. 
ering of crank axle; and this lowering or 
drop it is not quite easy to contemplate 
without impatience. The natural construc- 
tion of the diamond frame would put the 
crank axle in line with the wheel axles, or 
very nearly so; the drop Is a concession, 
serving no useful end except to make the 
mount and dismount easier for women. 
Within reason, it is therefore well; carried 
to excess. It involves the risks already 
pointed out: turned into an end and a sine 
qua non. it becomes foolishness. As a 
case for illustration, a bright young fel- 
low who has quite a taste for bicycle me- 
chanics recently came to the writer for ad- 
vice. His question was whether to buy 
the Blank racer (a first-class wheel by one 
of the best makers) or the new model 
of his present make, with 30-lnch wheels. 
The advice was to leave the latter alone, 
and the reasons were given, to wit: that 
the 28-inch size was not reached arbitrarily, 
but as the best practical adjustment of all 
the conditions of the case, and after a 
long trial, which included both 32 and 30 
wheels, separately and in combination; 
that enlarging the wheel means increase in 



weight, and lengthening of the already 
awkward wheel-base; that It Involves spe. 
cial rims, tires, and spokes, together with 
added cost and trouble in frame-making, 
just when makers are trying to reach uni- 
formity; and that bringing out this size 
seems to be a mistaken sop thrown to fad. 
ism and one which cannot last. But — 
this was the plea — a greater drop of the 
hanger could thus be had, and it was an 
aid to steadiness in balancing to get nearer 
the ground. More drop, yes; but what of 
that? Memoiy recalled how, in England, 
the smaller wheel was met by the argument 
that on a high wheel the rider could get a 
wider view of the country by being raised 
higher from the ground; and how, when 
the writer, in 1882, brought over the Facile, 
the first specimen of a small bicycle seen 
in America, so far as appears, the scorcher 
of the day viewed it with lofty contempt. 
and "wouldn't like to be found dead on 
that thing." Its wheel was 44 inches, but 
it was esteemed lowly; now, the scorcher 
is willing to forego the broadening of his 
horizon to be attained by being a foot or 
two higher above the ground and wants 
the aid in balancing to be had by a saddle 
an inch and a half nearer the ground! 
The young fellow in this present case went 
away, perhaps convinced but not satisfied, 
and in a few days appeared with the cov- 
eted 30-inch wheel; the 4-inch drop had 
had its way. Great is the sway of fash- 
ion, and if drop is to be the fetich, should 
it not be observed that if the wheel is only 
mbde large enough the drop can be made 
low to suit? Why rest satisfied with a 
drop of a few Inches? 

The foregoing would be misconstrued if 
any desire to decry the small maker were 
read into it. He has a right to live if he 
can, and to grow into the large maker by 
natural evolution. Yet It may be said 
against the assembler of component parts 
that the admitted evil of changes from year 
to year — changes, not improvement, but for 
the sake of change — may be laid in good 
part at his door. In the view of political 
economy, it cannot be deemed wise that a 
slight change in the height or shape of the 
silk hat— a change in the round of possible 
changes — should compel the purchase of the 
very latest (perhaps a return of one of the 
earliest) and the discarding of one not se- 
riously worse for wear. The silk hat is not 
head gear for work, and the crow is no such 
student of fashion plates that he requires 
the latest curl in brim: and if it be said 
that new production furnishes employment 
to labor, why not have labor employed in 
adding to the stock of usable things in- 
stead of replacing needless waste? Of 
course, as chroniclers, we must describe 
what changes are in the 1898 bicycle prod- 
uct: yet this does not preclude the com- 
ment that these changed frame shapes are 
not one whit better — in mechanical design. 
ease of running, strength, or even in ap- 
pearance, unless one chooses to believe so — 
than the 1897 wheel. 



131 




CHAPTER XVI. 



TANDEMS AND MULTICYCLES. 



The word "tandem" ts of Latin deriva- 
tion, and means at length, and. like a great 
deal of our tycle nomenclature, it was 
taken from the horse and carriage trade, 
where the word was intended to express a 
harnessing of horses one before another in- 
stead of side by side, but it was. howerer. 
not strictly limited to two horses, and 
meant any number that might be driven in 
this fashion. What is known as a tandem 
bicycle, however, is one carrying two per- 
sons only, one in front of the other, but if 
more than two persons are carried the ve- 
hicle is then classed as a multicycle. For 
instance, one carrying three people is called 
a triplet: four, a quadruplet: five, a quin- 
tuplet: six. a sextuplet; seven, a septuplet: 
eight, an octuplet; nine, a nontuplet. and 
the only ten-seater that has ever been built 
is called the "Oriten." because it is built by 
the makers of the Orient cycles. Its prop- 
er name, however, would be decemtuple. 

Multicycles, as they are called, are only 
made by a few of the makers. The makers 



riders mounted in gay costumes, and the 
speed and skill with which they are handled 
arouses the spectators to greater enthu- 
siasm than any other form of cycle racing 
ever introduced. 

TANDEM CONSTRUCTION OF THE 

YEAR. 

The trade authorities predict that 1898 
will be a banner year for tandem riding, 
and there are a number of very good rea- 
sons in support of 'his view, the leading one 
being the question of price, prices now 
ranging from $75 to $100 and $125 for the 
best makes, prices which certainly cannot 
be called prohibitory for a tandem, be- 
cause it was only a few years ago that the 
makers asked $125 and $150 for the best 
makes of single bicycles. About sixty or 
more of the best known makers in the 
country are this season making tandems, 
both In diamond and combination styles. 
Variations in these styles consist in what 
they call convertible, which are tandems 





STEARNS 8BPTUPLJCT. 

of the Dayton. World and Andrae make provided with an extra top bar so as to 
triplets and "quads." The makers of the convert a combination tandem into a 
Tribune and W^olff- American make triplets: double diamond, and three of our well- 
the makers of the Stearns make a septuplet: known makers, the Humber, the Dayton 
the makers of the Orient make triplets, and the Oliver, make double drop tandems 
"quads." "quints." "sexes," septuplets and which are also convertible into double dia- 
the "Oriten" already referred to. Triplets mond tandems, and the makers of the De- 
are not very largely used for road riding fender confine themselves to making a 
and touring, and the few "quads" seen on double diamond frame tandem only, while 
the road are. as a rule, owned by clubs, and the makers of the Stokes. Lyndhurst, Clip- 
manned by' crews of these clubs: and per. Winton and Featherstone make a con- 
one of the most popular makers of multi- binatlon tandem only, but which are all 
cycles for club use is Peter Berlo of Boston, convertible into double diamond tandems. 
Mass.. who. in addition to being a builder of Right here, however, it might be well to 
multicycles, is well known as a professional explain the meaning of the terms used. A 
racing man. The development of paced diamond frame tandem is one having both 
races among the Michael-Starbuck class, sections of the frame In diamond shape, 
paced by multicycles, has undoubtedly and is built for two men to ride. A com- 
added largely to the popular interest taken binatlon tandem is one having the rear 
in multicycles. They form a pretty pic- part of the frame diamond shape and the 
ture indeed on a circular track, with their front part dropped, so that a lady wearing 

132 



■klrta caD rcadllr mount; and a eanvertlble uaual Id horaeback ridlag. and pedalllDg 
undcm li one •rruiged lo Ibat ■ detacb- wltb one toot, luat how abe manaBed to 
able main upiwr Cube can b« placed In b«- handlo bar full aktrti and a paraaol. which 
twaen the bead and Front aeat i>o*[ ot ■ was frequeatlr carried, leem Incompre- 
comblnatlon taadem. and the taudem there- hifiiilble to the latter-dar rider; thla. In- 
by converted Into a double diamond. All deiid. ie a feat that la uauallr onir iier- 
the Btructurkl details berelotore noted In (onned by one ot our modern up-to-dale 
the courae ot these artlelea have been trick rider*. A number of early attampti 
carried t>j the niaknri at tandemi Into Ihelr were alu made to make ■ lucceuful t;ps 
tandem construction. During 18M and 189T of tandem lafetT. The flrit one. howerer. 
Co carry the to aCCaln any lucceaa in that Una Is known 
r part of the „ ihe Llghtnlns. made by Hall A Phll- 
II pa. and wblch «■■ afterward produced 
by maoy ot the English makers wltb modi, 
flcatlons thereat, and at this period In the 
hlitory of the snort we dad that R. J. 
Mecredy and Oerald Stoney. In their work 
entitled Tht Art and PaiMme of Citing, 
say that "tandem safeties should theoreti- 
cally be extremely fast, but the streasea 
are very great, and somehow no tandem 
bicycle records equal the records of single 
bicycles, although the tandem tricycle la 
faster Chan the linsle tricycle." Since tbac 
time, however, the conditions have been 
reveiaed. aod tandem and multicycle rec- 
bave ords are much better tbao the 




STEARNS CONVBRTIBLE TANDEM. 

DSU 



abandoned this device eiceltling Che mak. 
ers of the Steams, who still use ll. The 
majority of the makers carry both chains 
an one side usually the right hand side. 
directly from the front sprocket Co the 
middle sprocket axle, variations In this 
consisting In carrying a chain on each side. 
The makers ot the National, however, have 
three chains on their undem. They run a 
chain from the front sprocket direct to a 
supplementary sprocket 

which another chain ru_.. ._ 

1 the left aide carrying, howei 



. ilngle bicycle. 

The Columbia tandems, which were 
among the first made in this country, were 
double steerera, and the two handle bars 
were connected by rods bavlng a ball and 
socket or unlverial Joint faatened to the 
end of Che ktIdh. The obJecClons to this 
style of steering rod was that the bicycle 
could only be mounted or dismounted from 
on one side, and that in case of a fall the 
id from front rider was always hemmed In on th» 
ar axle right hand side between the steering rods. 
The building of tandems in this ■-" 



usual In construction, the regulation chain was evldenUy a difficult problem to the 
from the middle sprocket to the rear axle early makers, as Is evidenced by the tact 
on the right hand side. The makers of the that the maker* of the Columbia, atter 
Keating carry their front chain dlrecCly to having made a tandem for a year or two, 
the rear axle bub. and Uke up the slack auipended making them for two or three 
and back lash by an idler placed midway 
on the frame Ijetween the front and rear 
sprocket. Nearly ill Che makes of Can- 
dema ahown are wbat Is known ss double 
sloerers. being controlled by tbe front and 
rear handle bsrs. a number of them using 
a sprocket and ehsln to make the connec- 
tion between the two steering heads, othera 
using a pair of parallel rods running from 
the fork crown to the rear steering heads. 
The makers ot the Wolff- American use a 
twisted wire cable running over two small 
grooved wheels, and the slack of this cable, 
which Is practlcallr nothing. Is taken up 
by a pair ot turn-hucklea. This Ueiibla 

wire cable Is an improvement over the atltt y^ara after thaL A Undem bicycle must 
"'■''"" ■ "" not only be strong, but must be light In 




TINKHAH TRICTCLB. 



unyielding rods and permits i 






weight, and as two riders are rarely 

matched as to ability, power and style ot 

riding, there must be some universal 

^ . ^ , harmoniiatlon ot contradictory require' 

connect from forks and ^j^ta in neilbllily and stillness. 

n np.11nan- biCyClC by S 

CONSTRUCTION DETAILS OF TAN- 
DEMS. 
Nearly all makes adjust Che front chain 
by having the front crank-hanger bracket 
and bearings made eccentric, ao as to take 
up the slack of the chain, and a tew ot 



Tandem bicycles have b. 
perlmented with from the vi 
lory of the sport, the 
method being 
front wheels < 
horizontal bar 

BVOLUTION OF THE TANDEM. 

In IBM Mrs. Orundy objected lo the idea 
of a woman silting astride a bicycle aeat, 
and therefore the female rider of thai 
period sat on one aide of tbe saddle. 



131 



the makers have adopted this same system 
at the second crank-hanger bracket, others 
varying this by adjusting the rear chain 
at the rear fork ends as usual. The mak- 
ers who furnish their tandems with the 
chains both on one side claim that this 
type of construction is the best because in 
the event of the frame becoming bent or 
out of line the chains will more readily 
adapt themselves to the new conditions. 
Those who use a chain on both sides say 
that the power is transmitted more evenly 
by this method, and that therefore the 
frame is not so liable to be sprung out of 
line as where the pull is all on one side 
of the frame. However this may be. a 
majority of the makers put both chains on 
one side, and the makers of the National 
(who have a combination of both systems) 
claim that their three-chain system applies 
the power evenly through the frame in- 
stead of on one side, and that this system 
relieves the stress upon the bearings by 
making both sides do the work Instead of 
allowing one side to run light, and that 
the use of three chains overcomes the 
stress of the usual long chain, and i>ermits 
the riders to run the chains as loosely as 
on a single wheel without danger of either 
chain Jumping the sprocket when riding 
fast. Racing men who have ridden the 



than in former years, some makers using 
as light as 3-16 chain all over, but the ma- 
jority of them use 8-16 for the front chain 
and ^-inch for the rear chain. The com- 
bination tandems on the market are Air- 
nisfaed usually with 20 or 22-inch front 
frame and 24-inch rear. Diamond frames 
are furnished either in 22 or 24-inch 
frames. 22- Inch frames being In line with 
the prevailing fad of low frames, and 
therefore the most popular. Gears run 
from 80 to 120. the popular stock gear 
usually furnished being about M. with 7- 
inch cranks. 

On the Wolff-American tandem the di- 
agonal stay carrying the seat-posts are not 
raked at the same angle with front fork 
and head. The middle steering post, how- 
ever, is raked at the same angle as the 
head, thus permitting the rider in front to 
have more room for a better position in 
pedalling. The Wolff- American tandem is 
fitted with a very powerful rear brake. 
It consistb of a lug which is brased in the 
centre and underneath the main upper 
tube in front of the rear rider. From this 
lug a lever is hinged; this lever carries an 
adjustable wire rod to the brake spoon which 
is hinged on the bridge between the rear 
forks. Pulling up on this lever draws a 
powerful spoon against the rear tire. Oda 




WOLFF-AMB RICAN TRIPLET. 



National say that there is no sway what- 
ever in the wheel, and that it gives a more 
even and steadier pace than is usual in 
tandems and is easier to hold and follow. 
The idler used on the National is an In- 
genious piece of work, being a double ball- 
bearing, the usual idler in ordinary con- 
struction being an open plain bearing on a 
stud. There is practically no strain on this 
idl^, as the pull of one chain is offset by 
that of the other; it is not used to hold 
the chain down, but serves as a sort of 
loose pulley connection. 

The only Juvenile tandems made are 
those made bjc the makers of the Elfin. 
They are a part of their regular output, 
and are made in both diamond and com- 
bination styles, the heights of frame run- 
ning from 16 to 22 inches, and the weight 
from 28 to 36 pounds. The little gears run 
from 50 to 67 inches. These little Elfin 
tandems are distinctively Juvenile in all 
their parts, the head, saddles, pedals, han- 
dle-bars, grips and tubing are all minia- 
ture in size, making its measurements as 
nicely proportioned as a regular adult's 
wheel, and the name "Elfin" has been well 
selected for the product. These little tan- 
dems are sold for $50. 

Tandem chains are very much lighter 



k 



of the advantages of this brake Is that It 
docs not aflfect the steering as a handle-bar 
brake does. 

The "World" tandems have an extra 
lower chord running from the front diago- 
nal stay to the rear diagonal stay, 
which is in turn braced by two 
braces running from it to the lower chord 
of the frame. On the Dayton tandem an 
extra tube is carried from the head under- 
neath the main upper tube and which inter- 
sects the diagonal tube and runs from there 
to the rear crank-hanger bracket. This con- 
struction produces a very stlflf and rigid 
frame. Od the Stokes convertible tandem 
an extra tube runs from the upper part 
of the head intersecting the front diagonal 
stay and the rear steering tube and is then 
brazed to the lower main tube. The Bl- 
dridge diamond tandem carries an extra 
tube from the front diagonal tube to the 
rear crank hanger, and this same methckl 
of construction is followed in the Clipper 
convertible tandem. 

In the Niagara tandem the top tube !■ 
paralleled by a tube placed about six inchrs 
below it, running from the front diagonal 
tube to the rear diagonal tube, the rear 
steering post intersecting it. On the Win- 
ton tandem the upper main tube is not con- 
134 



tinuout, Umm beiDK an open space be- the old-fashioned pinch bolt and the newer 
tween tte ftont seat post and the second idea of internal clamp fastenins. Some 
sUiJlBg post, this beins braced, however, diffleulty has been experienced in previous 
by a tube which runs from the front seat years in holding handle bar stems and seat 
pillar, braclns the middle steering post, posts securely in place on tandems, many 
and running to the crank hanger bracket, of the makers not having used connections 
The Oeneva and the Demorest are of the heavy enough and stiff enough to withstand 
same construction. the double pull that a tandem gets at 

The Columbia combination and diamond these points, and the purchaser of the 1898 
frame tandems are of the same general de- tandem should look well to the construe- 
sign aa the 1897 models, except that it has tion at these points before purchasing. 
been deemed advisable to have the frame The tlrea used on tandems differ some- 
connections of the external Joint style what from the ordinary tires in use, being 
Instead of making them flush joint, as last somewhat thicker and heavier, and are 
year. On the diamond frame they run an usually stamped "Tandem" where they are 
extra tube from the lower part of the head, branded. The average site in use is about 
and this is connected to the front diagonal 1% inches, but some of the makers furnish 
tnbe at a point about eight inches above 
the crank hanger. l%is tube then runs 
horisontally, intersecting the second steer- 
ing head, and ends at the rear diagonal 
stay, from there, however, a second pair 
of rear forks running to the back stays. 
This same construction is followed out in 
their combination frame, with the excep- 
tion that the front part of the frame is of 
the double loop pattern, as In their single 
wheel. The Iroquois tandem has the same 
open construction at its front diagonal and 
second steering post as the Winton. here* 
tofore mentioned. 




CLEVELAKD TANDEM. 



them as large as 2 inches. The dropped 
n^ m^.. ^ ^ crank hanger fad does not prevail to so 

The Tribune tandem has an extra tube, i^rge an extent in tandem construction as 
which parallels the main upper tube. On in the single construction. Sises of tub- 
the Pierce double diamond tandem an extra iq^ used show a slight increase in diameter 
tube runs from the middle of the head and ^^^r that used in making single bicycles, 
intersects the front diagonal, and is brazed xtig majority of brskes fitted on tandems 
to the rear crank hanger. The Henley dia- g^^e of the lever and spoon pattern, work- 
mond tandem has the upper main tube lug on the front tire. Hubs, rims and 
paralleled by an additional tube, which gpokes are made heavier, and the three- 
runs from the lower part of the head to the piate crown seems to be a popular one 
rear diagonal stay. On the Andrae tandem among the makers who use the double^ 
the chain adjustment is effected by means piate crown on their singles. The Adlake 
of eccentrics In both hangers, thus doing ^^^ a quadruple-arch fork crown, 
away with the slot in the rear fork ends. qq the World tandems and multicycles 
which has a three-eighths-inch opening, in the crank hangers are hung in a swinging 
which the three-eighths-inch axle is fitted bracket, which are held in place and 

adjusted forward or backward by a set- 
screw having look-nuts to hold tt tn place, 
and which is connected back of the hangers 
to the lower main tube of the frame. 

On the Geneva tandem the front bracket 
is a special device of theirs which consists 
of a tubular bearing barrel sliding in an 
oblong hanger fastened with set screws In 
front, with caps over the ends secured to 
hanger with lock-nut. 

The Demorest tandem has the rear seat 
and pedals very much higher than the 
perfectly, so that the rear wheel is per- front seat, so that the rear rider can look 
fectly centred at all times, even under the over the head of the front rider. It ap- 
greatest strain. The method of placing an pears to be a revival of a similar type 
extra tube running from the top. or near that was made last year by the Crescent 
the top. of the front diagonal stay to the people, although it Is not carried to such an 
crank hanger bracket is in almost uni- extreme height as it was on the Crescent, 
versal use, so that It is easier to name Wheel-bases run from 65V& to 75 Inches, 
those who do not employ this method than the average wheel-base being about 69 
to name those who do. Among the notable inches Weights run from 40 to SO pounds, 
exceptions to this method of construction the average being about 44% pounds, 
are the Columbia. Niagara and World. On the Defender Midget the seat post Is 

Very few of the makers of tandems have inserted into the handlebar clamp, this 
made any great changes in their '98 con- doing away with the necessity of an extra 
structlon, the majority of the tandems fastening. The makers of the National, 
shown being their '97 product, somewhat the Defender and the Dayton make single 
improved in detail only. Handle bar fas- steering tandems. The Peerless Is fur- 
tenlngs are about nearly divided between nished with an automatic rear hub brake. 

136 




WOLPF-AMBRICAN TANDEM. 



At Che Fhlladelphla Crcle Show wu ihawn tt li fltMd wllb 2 In Morgan & Wrlsbt 
K ChAlnlttU tADdem. h&vlng on It > Hlldlck Uitm. and h» a 2 la. drop In the crknk 
Spur dear, mtilcb baa already been deacrib- hangor, and Iti price la ttW. The Darton 
•d br ua Id tbe article on cbalnleaa bIcTClea triplet coaU ti&O, and la built on the avne 
for lS9g. Tbe Bieat polnla In landein con- Jloea a> their alngle ateerlng tandem al- 
atructloD are weight, rlgldnesa, eaae of ready deecrlbed. Tbe DartoD "quad" la 
dratt, length of wheel baae, iteerlDg and alao of tbe tame >;aaatructloQ, and coata 
the proper poalllon of the riden. Nearly 1400. Tbe World "quad" la Hated at t3S0. 
nnd la of tbe aane conatructlon aa their 
triplet already described. The wbeel baae. 
however. !■ S tt. 3 In. Tbe maken of the 
Orient. In addition to the tandenu and 
Irlpleta already deacrlbed. make a "quad." 
a "quint," a "ae»" and a "aeptuplet." 
None of theae. however, differ Terr largely, 
excepting In their leatlng capacity, from 
their triplet Hlr>ady deacrlbed. 

At tbe 1896 cy:1e show held In New York 
a aextet ihows by the Steama people at- 
tracted a great amount ot attention, and 
the big "yellow fellow" wbi cailly the 
feature ot the abow. Since thai lime they 
bave produced a eeptuplet. an excellent II- 
tuatratlon ot which la ahown herewith. 
An allernallTe conitructlon on the Orient 
.^--.i, ™^ muitlcyclei of the larger aliea la to place 
conquered ,i„ jg„ ^Ider on ■ eaddle overhung ]u»t 
°" back or tho vertical line above the rear 
axle; this rear rider pedal a on an Inde- 
pendent aile within the rear hub and 
drivea forward, by a leparate chala oo the 
Tripleta are made by the makers of the '*"■ '" ""^ crank hanger aprockel n^it 
Dayton, World. Andrae. Tribune, Steama forward ot hitn: the power ot all the i 
and Wolff-Amerkan. Tbe lait named 1> 
ahown In a cut. and when eihlblted at tbe 
1897 Cycle Show It attracted a great deal 
of attention, and waa pronounced by the 
mechanical aharpi to be one of the hand- 
someet Irlpleta ever ihawn. In ita 



Bcrlbed In their aingle and tandem con- 
Btruclion. Tho Tribune triplet hat a double 
top lube, and the Immediate iprocketa 
bave 18 teeth In order to relic 




TINKHAH CAB. 
alt of theae polnta have beet 
by tbe makera, ao that the art of tandi 
cycle building baa well-nigh reached per- 
fection. 

multicycl.es. 




ANDRAE TA.JDEm. 



I to tbe large sprocket on thia 
le and then back, on tbe right 
, to the amall driver aprockel OD 
obeel. The object of thla la to 



BIB Bre dropped IH Incbea below Ihe line 
□t tbe wheel ailei. Tt ' 

model wcigha only about 

wheel baae being SS Incbei. 

The World triplet has an eitra lower keep tbe wheel haie a little shorier, lae 
main tutie numtng form tbe head to the melhod belog also employed on the multl- 
Arat dlasonal. and has tbree lower main cyclea made by Berlo. 

chorda, the tubes one above the other, and On account of ill great length the Orlten 
between tbe Aral two of which the crank >■ "Dt adapted to a speed trial on any hut 
banger bearings are carried. These chorda a stralBhtaway courae. and aa the proper 
after leaving the last diagonal atay, taper condlllona tor a lest could not be had tbe 
Off to meet the r^ar braces and rear axle, real capacity of It Ii not tully known. 
thus Kiving thla triplet three rear forks but accurate eatimatei of the road trials 
" le Orient (who, by the already made Indicate a poialble speed ot 
r va:lely of mulliryclea l.!S tor one mile, with probably a lower 
average per mile on a suitable Courae, 
which allowing for stopping and starting 
should be from six to eight miles In lengtb. 
The Orllen has a carrying capacity of t,500 
pounds: it welgha 3DG pounds, its length 
over all belnx 2S feet 9 Inches, the wheels 
being 30 inches In diameter: Its largest 
sprocket is IS Incbei In diameter, and 
tbe smalleat S Inches: both tires are i 
inches In diameter, and It la geared to tlO 
Inches. 

TRICYCLES. 






THE "ORlTli.V. ■ 
tban any other American maker) make 
triplet which has all the deulls of coi 
struGtIon that are embodied In their tai 
detna already described: hence any fui 
ther deacrlptloD Is unnecessary here, sav 
to say that 1 ' - - - 



! triplet has ec< 
throuKbout, and tbe ch 
)y 3-S, K ud t-l« In. < 



itric adjustraenta 
IB are respectlve- 
a special pattern. 



I tricycles were 



«Yer, the old wooden bonE-ihaker had Single driving rea- steering trlcretei b»- 
■ometlmei been converted Iota a tricycle came verr plentltul, but they wM« Id turn 
br lUbatltutlng two trailing rear wheele driven out of the market by rear drivera 
on an axle Inatead of one wheel: Ibe best with clutchei, 

aiample of thii. of course, li In the little A great deal ot racing wai at that time 
three-wheeled velocipede ridden by the done on trlcyelea, one of the faatest being 
■mall bar ol the present day. Thla old a type known ai tbe Humber. Oreal Im- 
Btyle of tricycle, of coune, did act need provetnenls were meaowhlle made In tri- 
any teaching (o leam the balance, but any oycla eonatructlon. and tbe double drljei) 
acute grade, or any attempt to turn a were alao built with two tracha, the front 
oomer rapidly caiucd II to up'ael. and as wheel being on one aide. Many of thee* 
the Dublin aod tbe Coventry were the Drat were made wllb a very atnall front wheel, 
trlcyclea that were largely uied tbey may and conMquently the vibration In Che 
therefore be conatdered aa pioneer typei of handlebar wa> exceielve. and the Quadrant 
the modem bicycle. tricycle, which was then Introduced, had 

The Dublin waa patented by W. B. Blood a very large front wheel, and another 
In November. 1ST6, and waa tor ■ long time type of tricycle that wai popular In Eng- 
land wai that known ae tbe Cripper. t( 
had two Urge aide wbeeli and one amall 
front wheel. In the tint tricycles made 
the besrlngn were either plain or cane, 
allerward changed to roller, and finally to 
IwII -bearings. Tandem and loc table (rlcy- 
clei were tor a while very popular in Eng- 
land. They were made like tbe singles, 
only double the width, and bad two sets at 
cranka. so that the riders sat aide by side. 
They were very heavy and tearfully alow, 
but they were superseded by tandem tri- 
cycles. In wblcb the two riders sac one be- 

The makers of the Columbia and the Vic- 
tor made bicycles during this period of trl- 
made by Carey Brothers of Dublin; the cycle activity. The Victor people made a 
Coventry waa patented by Ibe aurley single tricycle and In addition to a single 
brothers In the same year, who were tricycle the Columbia people made a front- 
afterward succeeded by the Coventry Tan- steering tandem tricycle. Tricycles are 
gcDl Company, who were In turn succeeded still made very largely In England, i 

by Rudge * Co. The Coventry was first Ibe safety had not 

made as a lever machine, but before It this country they « 
went out ot use the rotary action was Qcted had a very large use nere aiso. 
to It. so Ihst to Hr. Blood must tw given Very tew ot our American makers devo 
the credit for Inveatliig tbe modem iri- any attention to producing a tricycle, 
cycle, alUiougb Btarley was the Drat lo 
adopt the l>evel gear principle to the iri- 
cycle. producing a gear which was well 
known aa Star lay's Differential Balance 
Gear. This gear Is one which enables both 
wheels of a double-driven tricycle to be 
driven equally, and yet one may go taster 
than the other In turning a corner. The 
Srst tricycle to which Mr. Star ley attached 
It was a tour-wheeler known as the 3alvo- 
quadrlcyele. the fourth wheel being car- 
ried clear ot the ground In front to pre- 
vent Its tipping ton 
was effected by the 




WOLy-AHBRIOAN DrPLEX. 




WOLrr-AMERICAN TANDEM. 



1 of construction was soon 
reversed, the front wheel then being placed 
on tbe graund and doing the steering, and 
the tilting wheel tieing carried ' 



modem trlcycli 



than 



e of tl 



It the 
In the rear. This tilting wheel was 
gradually reduced in slie until It became a 
mere roller, on the numerous loop-trame 
tricycles, of which the SBlvo-qusdrlcycle 
was tbe pioneer. 

The loop-tnune, pedal-driven tricycle 
became very popular wben Her Majesty separable danger. 
(he Queen of England purchased one and persons can obtain 
set tbe fashion to tbe upper classes, and door exercise an a 
caused them to pay attention to the sport under any possible 
ot cycling Some time before this, bow- The Tlnkham Cycli 
ever, a ladles' tricycle had been on Ibe addition to their slngli 
markel with lever action driving one ot tricycle, to which - 
the side wheels and front handle sleerlng, titled ' 

m 



a drop frame and a dla- 
cle. BB shown In the lllus- 

a matter of fact, these 
weigh less and run easier 
old heavy-weight bicyctea 



The tricycle can be used almost anywhere 

.owadsys. side paths and cycle paths hav- 

ng been so largely built, and tbey aKord 

.11 the pleasure and exercise ot blcyclea 

ritbout any of the nervoua strain and In- 

ind thus a great many 

I needed amount of out- 

trlcycle who could not 

rondlttons use a bicycle. 

Company also make In 

"IB tandem 



) either the front c 



/fl 



vaJidi. And tor tboie who can Dot uie 
either toot they produce & tiro "t Ie»er 
band -power Irlcrcle, aod alio a crank baud- 
power tiicTcle. Tbcr are remarkably caar 
rutiDlns, and the maker* lay that any one 
wltb ordinary atrenstb Id the anna can pro- 
pel tben eailly tor fltteen or twenty mllea 
over fair roada. An Invalid carrlaaa that 
tbey make li Utted wltb a comtortable ra- 
clIninK cbalr, wltb aeniltlve aprlnga. 
which, wltb pneumatic tlrea, prevent any 
Jar. All the carrlen In uie In New York 
City are made by the Tlakbam Cycle Com- 
pany, one ot the moit popular onea belnt a 
poitDlDce tricycle which caniei a large 
mall box taBtened to the tront behind the 
rider. Tbey alio make a uumtier ot ipeclal 
carrier! dealgned to suit the requirements 
of various bualneues. havlns cabinet* ot 
various iliea attached. A popular carrier 
Qt theln baa a carrier ibaped like a hanaom 
cab, and another la known aa the children's 
carry-all. In which three or (our children 
can be seated behind the rider, who doea 
the propelllnB- They are alao eDgaced now 
Id maklDS what they call a double carrier. 



two men or boyi dotng the propellltig:, itit- 
rylQB behind them a large cabinet or box. 
Tba llluatration shown kI*** an excellent 
Idea ot one ot their double caiTlen. 

The Wolff- American Duplex la certainly a 
tricycle of utility aud Oils a want which 
tha bicycle cannot aatlaty. It doea not ap. 
pMil to the acorchluE element, ot course, but 
It doea appeal to thtwe who for varloua 
reaaons will Dot or can not ride a bleyda. 
It requires no prevlolu experience to rMe a 
Duplex, two DOTlcea tMlng ai rully com- 
petent to propel It aa a pair ot experta, 
Inflrmltlei are no preTentatlve ; one rider 
can do the tteerlng. If neceaaary, and the 
other do the greater part or all of the pro. 
pelllug. A BTtat many blind persons and 
cripples are numbered amoDS the usera of 
Wolff-American Duplexes. Timid persona 
who fear the bicycle will appreciate It* 
Btablllty. because It itanda alona without 
upaeltlng. It 1* a *tron(ly constructed 
vehicle. welBhlns about forty-two pounds, 
and Is remarkably easy raantuB. In Its 
construction are embodied all the well- 
known Wolff- American features. 




TINKHA.M CARRIER. 



CHAPTER XVII. 



MOTOR VEHICLES. 



To conclude this series of articles with- The accompanying illustration of a bicy- 
out reference to the lons-contlnued efforu cle with gasoline motor, from the exhibit 
of inventors to create a successful motor of a Coventry firm at the Stanley Show 
bicycle would be to omit what will doubt- of 1896. is Interesting as a stone on the 
less prove a most Interesting chapter to path of development rather than a perma- 
many readers. Public interest is keen not nent type. The lengthened wheel base 
only in the direction of motor power suggests the desirability of the tricycle form, 
as applied to the cycle and multicycle, but and the level gear from the pedals shows 
to all other styles of vehicles used for that they are intended only as auxiliary 
pleasure, convenience or commercial pur- for starting; the same appears in the tri- 
poses. The present chapter will therefore cycle shown, which was also very long 
treat of the motor as applied to all vehicles and was level geared. The cut of a tri- 
— the bicycle, the tricycle, and the heavier cycle of present shape and having a gaso- 
structures now worked by horse-power. line motor is also given because this is 

BVOLirriON OF THE MOTOR VBHICLB. ^/^TSltftlh*. 'Ke'CproLS; 

The term "motor cycle*' must finally be- dropped out. 

come broad enough to be motor vehicle. The Iriah Cyclist of Dec. 8 last, reviewing 

and in five possible forms— the bicycle, the National Show, says that "motor cycles 

single or Undem; the tricycle, single or are practically non-existent, the only speci- 

double; the four-wheeled carriage, with men seen being a Bantam, with a rather 

seats for two, four, or six; the cab or 'bus neatly constructed oil engine ignited by 

for public hire; the truck for hauling loads, electric spark, which was only exhibited 

The first form cannot be thought likely Ust year." 
to assume importance, for notwithstanding The Stanley Show, in the month prev- 
the fact that to the practiced and regular ious, had a considei'able display regarding 
rider the bicycle becomes so far like the which the London Cyclist said : 
lower part of the centaur that steering is "Three electric tandems have storage 
almost unconscious and the balancing a batteries carried in the frame below the 
matter of instinctive bodily sway, it is top tube, with a motor in the lower part 
also true that the constant call for equi- of the rear frame and on the handle bar 
poise does somewhat "take it out of" the a resistance coil to bring speed under con- 
system, even if the demand is not thought trol of the rear rider; a similar tandem 
of. To state it in another way, it must oe has been run up to a speed of forty miles 
admitted that, if various resistances were an hour, and these machines are for pacing 
not greater on the tricycle and if one could purposes only. (This is emphasized by the 
put aside all "feeling" and could regard recent arrival in New York of the two 
only physical comfort according to that French professionals, brothers, with their 
supposition, the three-tracker would electric tandem, booked to appear on 
fatigue less. Of course, the supposition several tracks. The tandem is credited 
can never be real, and as the bicycle must with a fifty mile rate, and perhaps it 
remain the easiest to drive it will hold may not be necessaiy for any little Michael 
its place as the vehicle for self-propulsion; to call out to the pacemakers on it to 
but when the question comes up as to the "hit it up.") A rotd tandem has an oil 
vehicle to supply its own power and to motor with vertical double cylioders, the 
ride upon, not to drive by one's muscles, gear hub, of t waive inches outside dlam- 
its stability, comfort in sitting, strength, eter, serving as a fly wheel; the motor 
and luggage-carrying capacity, will give is of two and a half horse power and the 
ihe tricycle overwhelming advantages, maxinium speed twenty-five miles an 
since light weight will cease to be of con- hour. A three-Quarter-horse power oil 
sequence. motor tricycle is meant as tractor for 

The motor-driven pleasure carriage and a light two-seated two- wheeled chaise; the 
the passenger vehicle for hlr« will come lame parties showed phaetons and parcel 
together; Indeed, they are already here. vans. The Daimler Co., the first to enter 
The postal van and the delivery wagon for England, showed a long line of vehicles with 
light goods are running in London and four^^orse-power motors; one was a par- 
Paris. The heavy truck for conveying gen- eel van for the Cyclist publishers, and 
eral merchandise and doing general "cart- another was the Cyclist editor's car on 
ing" Is not yet distinctly in sight, but its which he took his vacation Journey of 
coming seems to be manifest destiny. 2,000 miles to Job n-o -Groat's and back 

139 




to Lcnclon. The levleiT addi that the ei- 
blhit nb^uld coni^Dce ot progrMB. for 
there wan not ■ ilDsle ED«11ah-tiul1l ur- 
rslRe lo rhe collection, a year ago. 
THE STEAM CARRIAGE. 
The motor Iteell La the primary Factor 
to the problem, and leema to be the moat 
dlfflcult. Nalurally. aleam was the flrat 
power tried. L.4 It la the oldeit known of 
the artttlcla1l> -produced powera. Ai triad 
on the bighway. II fir antedates the rail- 
road locomotive. In 1797. Ibe Frenchman 
CugnuC produced h three- wheeled steam 
wason In Parti, whl-rh ran fairly well until 
an accident befel It. In the thlrtlea, several 
■team wagons ran tor passenger aervlce 
Id and near LondoD. and an one Hoe 10,000 
paaacgera were carried a total distance at 
some 4.000 miles. Moat of these veblclea 
rat-rylng and driving 
■ draw a 'bua. 




MOTim Titu-vrLK. 


ala: 


■nlld rubber Urea, capable or oarry- 


cle. 




Giv 


11. 1 was not I'ommerclalU- aucceaatul. 




>»ne after, several vehicles capable of 




inx a hundred in-rsons at a sjn-.-d from 




. ;ii fii mites an hour w r>' made and 


ne. 


■■re "r.-'a niimh.-r of tnilMers of steam 


an 


nobll-s in I'nrls. and a .ooilderable 




3er of the i^hldes ar.> now In use In 




gay cMpltal. mostly lor »".-h heavy 




J5 carrying li-isjengers and dellv- 




[ RO0.I-, Th.T.. ar.- comi.ara lively 








isl n'f ncc. d r-'port's a trial trip of 




steam inr, .■xij.tI men tally adopted by 




ponomce and Intended to inn he- 




n' I»ndoo and R^d Hill. The par- 




ar machine referrrd to la nn old one 




h had already done about <.50n miles. 




has been repainted for tbi* purpoae; 


by 



though DDl differing ID principle. THe 
machinery, which haa a petroleum Ore. 
teems to be thoroughlr under control, tbe 
brake very pokerful and the wfaeeli fltted 
with solid rubber tire*: U la probmbla 
that [lew vana mar have the advantmce 
of Foldart'i patent ball bearlnga, which 
are in tbe handg of the British Bftll- 
Bearing Syndicate." 

It may he a hint that oil Is taken a* 
fuel on the Ldodon poatal Tana, and alM 
that ooe of the wagODa above mentioned 
did not exceed lo weight that ot tbe bear- 
lea t electric phaeton a now runnlnK with 
itorage batterlei; and altbough ateam 
hardly aeemi 11 heir lo be emplored on 
carriages for atiictlr private oae It miKbt 
be too much to predict that the ateam 
motor has lo chance as acaloat the othera. 
A carriage haa lately been Sol shed, by 
the war. br a mechanical eogloeer In 
Rochester. N, T., working by ateam. gea- 
erated by gasoline In tome manner, u 
reported, one charge of gasoline aerrlng 
ror twenty mllei. 

AIR AS HOTIVB POWER. 
Air has of course not been oreriookad, 
and It has tbe advantage of iKnarsalnc 
the quality of perfect and loeibauatlble 
elaatlclty according to preaiure; Ita great- 
fil disadvantage Is tbat li must be 
"stored" and runs down steadily by uae 
like a compreaaed metallic aprlng. hence 
TL'qulrlng compreaalng alatlaua. At later- 
vala in this century, plans and drairlag* 
tor vehicles lo be run by air have been 
presented by succestire Inventora. and a 
■ystem of tram-car service thus propelled 
has been tried ex perl men (ally In France. 
An alr-drlven tricycle bas alao been built 
In ChU'HRo. What will be made out o( 
Ihia particular motor we muat wall to ae«. 
ELECTRICITY A3 POWER. 
Electricity cornea next in the Hat, and l« 
now limited for production of cuTTent to 
three forme — the power atatlon, suppIrlnK 
current by a trolley and motor: tbe prim- 
ary bmiery. carried on tbe vehicle: the 
Bgi' battery, also carried on the vehl- 
Ttit Brat may be Impoialble commcr- 
ly. but It It nn> at all to mechanically. 
in the linea and some workable device 
Iniiurlng that tbe carriage ahall not 

00 often "off ita trolle;." tocetber with 
rislon tor some minor dllBealtlea which 

1 not be pronounced InpoaalMe (alnce lo 
inventive and puehlng Repabllc tbe Ini' 
•Ible Is >hc thing whicb beconea poaal- 
. and tbe thing la dona. Leave tbit 
boil in the future, meanwbll* noting 
t a trolley aulomoblle 1* already re- 
Led from Nevada aa having been built. 
' primary battery, to be taken along. 
ma out of the prartlcable Hat In tbe 
lenl state of electrical d " 



Dw most prominently pnt fmwar4, 

in Ihli part o( Iba United Bt«tea. 

by the Pope Co., which ti n " — '—' — 



■aotlir Dnlihed phaeton with box, bodr i 
folding bood. fltted with blcyde wheeli but 
without the pole. The whecli are thlrtjr- 
two iDcb Front and thlrtf-mli Inch rear, 
with (lout ipolCH and hubi, and the 
tirea are Hartford ainsle-lube pncu' 
matlc. with walla a little over a halt inch 
thick, ner have a mechanical faatenlnk 
d the rim In addition to the coaatrlctlon 



II order to guard agalDit hu right t 



r preiaure, 
belot rolled off 

quire hard InOatlon (at atraut 150 pou 
preiiure). which can be done only with 
apeclal pump luppiled. The lemporarr 
pair aa made on blc;clei U hardlr necei- vertical ii i 
aarr, tor (he Urn are made verr dllOcult to wben the c 
punclure. thv objecUoni to auch a tire on sad pocket 
bicycles not applrlog here, and the quality the circuit 



approximately the power remalnloK In iha 
tiatterlei: thia bavInK run down and tho 
proper eocnectloni having been made. Um 
charging procea* beglua and the meter 
itarta to run backward to "full" again: do 
atlentloD la required, tor aa aoon aa the 
"lull" point Ib reached the tiatlery auto- 
matically awltchei luelf out ot circuit. 
The driver slla at the left ai 



1 by I 



I ot I 



the "controller" lever, work- 
ing over a notched arc resembling that of 
the locomotive reveralDg lever, and bavlng 
four poBltlona. When the lever itanda 
In the "slopped" position, and 
Iver get* oft he la to pull out 
I small safety plug; thIa leaves 
broken and the carriage 



srily on the tlrea deflated. 
The entire aupportlog frame or truck Is 
ot fltly-point (not 60 per cent.) carbon tub- 
ing. Tbe aldea and front are doubled, 
rigidly braced and braied; tbs rear of the 
frame la slogle and from tbli hanga sup- 
'e beartnga. the gears and 



^_. erful band brake, working o 

gear box on tbe rear axle, and capable ot 
a very quick atop, la operated by a lever 
within reach ot the driver'a right toot: a 



the I 



I flat I 



aely faatened 
the entire upper body, which la not 'else- 
where supported. Tbe body-supporting 
springs, placed equl-dlslant along the 
(rame. are plvotally auapended at each end 
from the under side ot the aide tutiea. Ball 
bearings are placed wherever any practical 
gain can be found thereby; tbe motor 
armaturei and various pivots, with those Ot 
the steering gear, as well aa all the axles 
and spindles, are fltted thus. The front 
axle, carrying the steering wheels. Is 
pivoted ao aa to allow running over ob- 
ataclea, aa shown In (he cut, representing 
the regular factory testa, and every vehicle 
la put to thorough testa and Inspectlona 
t>efore being paaaed as ready. 

The motor works on the rear aile. which 
Is divided so aa to be double driving on the 
uaual plan with tierel gears. The motor Is 
driven by a storage battery, conalsting of 
forty-four chloride cells In four sets of 
eleven each, fltted In two sliding wood ,.„, „,, 
e sealed against spilling ^!V„J?v 
carried In th. h^w .^ graouaiij 




POPE BLiSCTRIC PRADTON. 



and the whole is carried in the body, ac- S'lf'' ^nledTn 
cess (o tbem being had by door, at the °"K 'R*" <"> 
back. The run from one charging Is from 
thirty to thlrty-flve miles, at the rate of 
twelve and one-quarter miles an hour, al- 
tbough'excesslvely heavy work or an In- 
Judicious management may exhaust some- 
what sooner; It was found, however by 
prolonged Investigation, that the average 
daily run ot bicycles falls well within this 
agure. Recbarglng may be done In the 
owner's private atable. the proper connec- 
tion having been once made once for alt 
from tbi 



In 









of running need not. exceed halt a cent per 
mile for current: otherwise recharging Is 
done at any station where there la a 110- 
Tolt direct current, and this need 

connect loo a wt 



backing preaa is lo reach of his left foot 
and a lever on the steering handle operatea 
a bell. Having taken his seat and re- 
placed the safety plug, the driver seta the 
lever forward to the Drst notch, which 
carriage up to a three- 
mootb level; the second 
I alx milea; the (bird, 
which ir tbe one meant tor ateady use and 
the most economical, goea to twelve miles; 
the fourth notch usee a position very ex- 
haustive ot the batteries, giving a speed 
of nearly lltleen milea. but la tor apariHK 
aod emergency use. 

Tbe motor drives directly on the aila, 
without Intervention ot any belting or 
gearing. It la of two horae power, and in 
operation it is assumed that about one and 
three-eighths horse power is actually eiert- 
~ -echarglng takea 



three ' 



With c> 



■, the ti 
t of bi 



ncreaaes; but If allowed to 

.g fully -charged cells will 

full charge. The gradually lose part at (heir charge, and 

inlputated >o allow them to stand long la tbe con- 

tbat mis- dldon ot complete discharge Is destructive 



to tbem. Each battery cbanbEr welgba a 
little over 100 Ibi.. requiring two meo to 
handla It. Tbe total balleriei welgb Bome- 
tblDB over 800 Iba., and tbe total velgbt of 
tlia carrlase la about 1,900. Its coit li 
13,000. 



direct to ■ !8 Incb gvar flied on tbe wheel 
rim, and tbe total weight of ths vehicle la 
700 poundi. There are three speeda tor- 
ward and two bacttward: the run 1« about 
tbree boura, or 30 to 40 mlleB, on one cbarg- 
The price ransei from tOOO la 11.300 



Against thia Brat coat la to be act the tor regular caTiases, and 1300 to tGOO tor 
coat of keeping the pair of horaea which the what are called chlldi 
motor repfaces. The cost of current 
'i eatlmated to range from 10 



with Mr. Barrowa is Supervlaor DuntOD ot 
lea Township, well known to wheel- 
2G cents per dar. Of courae tbe vehicle men and tatber of the goods roada sTStem 
lE En out of reach of a source ot In Queens County. 

ta are to be found The Rlker Company, at preaent Of 45 
York itreel. Borough of Brooklyn, liave In 
use a halt dozen and have a dozen under 
contract, al prices from (1,800 to (2.600. 
and aay the dlOcuItT ta not to get ordera, 
but to nil Ibem, the reason tor this being 
ihal the subject is aim so new that erery- 
tlilng must be devised and procured and 
conatructloD la therefore alow. Tbe Rlker 
Electric Trap Ni, 1 won drat prlie on 
Narragansett track at the Rhode Island 
State Pair, Sept. T. ISM, doing five miles 
In U:2S; this weighed 1,800 pounds, bad a 
capacity of ten miles for four hours, and at- 
:uily talned a speed ot I 



aupply; but electr: 
In most Tillages and a Hat of over 40( 
places ot current stations available, la la- 
eluded In tbe pamphlet oC instructions. Tht 
con aid erat Ions In favor ot electricity as i 
motor are ceruloly very strong, and with- 
Id its limitations It la quite perfect, hav- 
ing neither odoi. noise nor possible ez- 
ptoaion. To tbe quietneaa of running and 
ease of control of the Pope vehicle we can 
personally testify, and Ita hcneaty and tbor- 
ouKhness ot construction cai. be taken on 
talth in the well-eatabllshed and well- 
earned reputation of the Popti Compi 
A» to "getting out of order," ■■- - -■ 



.. ike the vehicle 

Every condition Involved in a practical ve- 
hicle tor every-day use. by people ot ordin- 
ary in lei Use nee, has been thought of, 
and durability and service quite as long an^ 
aa trying as could ever be exacted without 
actual abuse, was proved before putting ihe 
vehicle on the market. After carefully 
leading the pamphlet of instructions, our 
conclusion la that although tbey are some- 
what extended and minute, there la nothing 
formidable Id them and that any person 
fit to be trusted with a horse, < 
Kltb a good carriage, ought to be able, by 
paying altenllon to his duties and doing aa 
be la told, to make this carriage "go ot U- 
aelt" and maintain Ita Integrity without 
any trouble. An experimental carriage 
baa been In use tor two years In and around 
Hartford, having In that time made a 
mileage ot 3.500: It was entrusted to un- 
trained haoda. and yet never met a mla- 
whlch required It to be taken 



. crudely pat together 



by a 



r Ihaii 
OTHER ELECTRIC \ 
n Ibe Borough of Manha 




n and hub. 



tlon midway h 

speeds provided are~ 3 ~and""6 
ck atd 3—8—12—15 miles forward 
run on one charging and coal ot 
"'"'"" ■ ijllb Ihe 

Ipllon 



Pope carriage: tho general 
that will aljo anener tor 
Class, and we might add hi 



o[ 1 



IS Inch, with 2 1i 
Ing the bicycle 
while Ihe front ' 



rbeel e 



I. Ihua approxlm. 



la ot 38 Inchea [^g 

, carriee a l-borse pie 

power motor and 300 pounds of slorsge hoi 

cella. another 100 pounds of celts being )ea 

placed under (be seat. The electric equip- drl 

ment la tbua some SOO pounds total, tour- ■ , 

Dfths of this being borne on Ihe front tba 

wheel, where It serves for traclion. The ow 

motor gears by a 2% Inch rawhide pinion ow 
IIS 



mb detailed tlluitrallona. Mr. Rlker 
lea atronglj In the carriage mention 
s auitablllly for physlciani. for exam- 
lecanae It doea not involve eipostng a 



ith tbe Yale tumblers, so 
cannot be moved by Ita 
t after flrst Inaertlns tbe 



The sai enBlns bki tor reari been In lue atove cuollDe. obt&lnable klmoat anywhere: 

for ■Catlonar]' >errle« In BcEluid, uid a ■upplr li carried lor a day'i run of Mt- 

cooilderably b; cycle makeri, Ursrly eDty-llTO nillea over ordlnarr roadi. at a 

becaUH of the low price of gaa In the Klug- cut at under a hall cent per mile. The 

dom. Theae enslnea depend on the la- catalogue •ari that "by ■□ InEcnlou* and 

miliar prlndpls that hydroKsrbon vapora almple arrangement the motor In Bbcolutely 

are eiDloaire when mixed with air Id cer- under control, running at any deitred speed 

tain proportions. As employed In drlTlng without aflectlng Ita dnvlog power, and. lo 

boat! or veblclea. the operation li aaaen- con trad latlnctlon to other motort, Tarlable 

Ually Che same u loog familiar la ahopa* gearing tor different apeeda la not necea- 

tbe englnea arc explosion engloea. driving aary, except the blll-cUmblng and backing 

the shaft only by the outward tbruat of the gear; the motor can be apeeded trom iOO 

platon and commonly maklDg only each sec- revolulloaa to 900 or 1,000 per mlouie Id 

ond or fourth movement effective, the re- alxiut three seconds, ajid almoat aa quickly 

nalDlDS moveroeata being consumed In alowed dcwn to a governed speed of 20(1." 

restoring the mechanism lo lis original A Wlntoo carriage claims the world's rec- 

CODdlllon. these recurring acta being known ord with a mile Id 1.48, on a circular track, 

as a "cycle" of changes. Hence a flf-wbeel Decoration Day. 1897. It la claimed to be 

la required, and the driving power la Ir- equal to "actual servl 

regular and by recurrent throb or thrust condltlana of roads. 

rather than bv the usual reciprocal move- through mud, asnd ana anow. ai 

ment of so eoslne. to twenty miles an hour." and 

In England a great Impulse was doubtless la out to any kind of motor c 

SlvcD to autocars by the London to Brlgh- American or foreign maker, for a r 

ton run, Nov. 14. 1896, to cclebrsce the dale aummer from New York to Chlcagi 

when the new 'Light Locomotlvea act" tcok any other course of at least 1.000 i 

effect, permitting apeed up to fourteen The Herlet Gasoline Motor-earrli 

milea an hour. This occasion Is claimed by patry. ~ 

an American maker to have been a race, *'"' 
and won by him: the Scottith CucHil ac- 
count calls It a parade, in which 32 ma- 
chlnea out of an expected &6 took part. 
Mud and ralD. with the pressure of traffic 
and spectators, "disorganized the proces- 
sion." bul Ihia ia proDOunced a better teat 
of running qualities than favorable condi- 
tlona would bave turDiabed. Various tri- 
cycles, the French carriage which won Ibe 
Paris- Marseilles race, lacdaua, dogcarts, 
bath cbalrs. delivery vsna, etc.. all presum- 
ably motor-driven, parliclpated. No win- 
Der is reported or any time given. 

THE OAS MOTOR. 

The Winton Motor Carriage Company, of 
Cleveland. Ohio, now ofTers a light aln- 
gle-aeal carriage tor two persons, at Sl.OOO. 



'er all kinds and 
hilt and down, 
w. al from three 
and a cballenge 



, , ._.jly of Cbicttgo. but now of Sprlng- 

fleld, sod Interested with the Iven-Branden. 
burgb Company, proposes a light and Im- 
proved carriage at a moderate price, but 
declines to (urnlsb aoy iDformatlon. on the 
ground ot not yet being ready to Sll or- 

Tbe Duryea Motor Wagon Company ot 
SprlngHeld. Mass.. ahows Illustrations ot 
the racing wagon which It claims won 
the Liberty Day run from London to Brigh- 
ton, already mentioned; another of the one 
tbat KOD the S2.000 flrst prize in the Chi- 
cago Timeg-Htralil race of Tbankagivlng 
Day. lS9a: also of the winner ot the ^3,000 
Cosnopotilan Magazine race, Dec a ration 
Day, 1896. The later models only have 
bicycle ■ ■ ■ ■ ■ - 

the latef 



e old wagon-wheel p: 



Blghla 



] 1,4( 



3, The 




A smalt dynamo furnishes the spark 
gnlllon Id the cylinder. No gas or 



danger of exploali 






thlrt: 



miles 



■ 111. 



e below 



POPE BLBCTRIC 



ITNDER TEST. tubM Initi 



■ked the lightness 
Ot the Fennlngtan tricycle used Id the 
London to Brighton run of 18!'B. "for to 
turn out a vehicle of less than 250 pounds. 
yet capable of propelling Itself with a load 
ot (our passengers at sperda ranging up to 
twenty and thirty milea an hour li decid- 
edly a noteworthy schlevemeDt." This ve- 
il together by clamping the 
of brazing. 
Ills ncmon.Mott Company of Vllcs dia- 
ems the signs of the llmee. and now ofTers 
11 kirds of wheels for l(or>eless vehicles. 




f 3 




















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