Paying for Infrastructure - Cycle Paths in 1896

The Referee and Cycle Trade Journal: a Weekly Record and Review of Cycling and the Cycle Trade. Volume 17, Number 1 - May 7, 1896, page 50. Available online

The more things stay the same . . . the more things stay the same. Really though this is quite different since such discussions today focus on proportionality and whether cyclists contribute to their infrastructure at the same rate as drivers contribute to the infrastructure for motor vehicles. But let's just look at the situation in 1896 for now . . .

WHEEL TAX LEGISLATION.

The solution of the financial problems associated with cycle path programmes by the imposition of a tax on all owners of bicycles within the districts affected is an easy but by no means always desirable one. There is strong opposition being manifested just now against a bill providing for such a tax which has been introduced into the New York legislature and in many other localities the proposition has been duplicated.

Only when a thorough canvass of the riding community reveals a practical unanimity of sentiment in favor of such a measure does it enter the field of reasonable and proper legislation. Falling short of this measure of endorsement by those whom it chiefly affects, it takes rank with the most vicious examples of unwarranted and discriminating law making.

(What is meant by "Wheel Tax" would be a tax on bicycles - here, "wheel"="bicycle.")

"Lamps On All Vehicles" (1896 Newspaper Article)

1896 article about lighting for bicycles and other vehicles

The article text is as follows:

The District division of the League of American Wheelmen is still working for the interests of the bicycle rider.

In answer to a request from the Commissioners, Chief Consul Robertson yesterday mailed to them his reasons for thinking that all vehicles should carry lamps [at] night. The letter reads:

"August 29. 1896.
"Hon. Commissioners, District of Columbia.

"Gentlemen: In reply to your request that I should submit facts showing the necessity for all kinds of vehicles carrying lamps, I would respectfully submit the following reasons:

"Bicycles have been adjudged by the courts all ever the country as vehicles with equal rights on the streets and roads.

"Bicycles are required to carry lights. Private and business vehicles are not so restricted. According to this discrimination a bicycle for hire (which is a public vehicle) should be required to carry a light, but not the machine used as a private conveyance.

An electric bicycle light, shown in the article

"A number of business houses require their drivers to carry a light within or about their vehicles, more for their own safely than for that of others. This can also be said of some of the owners of private carriages. At times it is very difficult to determine the direction in which a vehicle is traveling, or on which side ot the street it happens to lie, by the noise occasioned by the horses' feet. A light would show just what part of the street it occupies. One might advance the argument that if it were approaching it would be on the left hand side of the street, and on the right hand side if going in the same direction. This would be so if everyone obeyed the rules of the road, but unfortunately, this is not so, and more wagons are on the incorrect than on the correct side, else there would be less necessity for lamps on horse-propelled vehicles.

"A carriage or wagon is often collided with by both bicycles and other vehicles. This is especially the case when drawn up alongside of a curb awaiting the owner. In this instance the horse, not being in motion, no noise is made. A vehicle in this connection occupies the same relation to the street as a pile of mortar or bricks, and should be provided with a light. It is it temporary obstruction, and one is more liable to danger than if it were known to be there, like mortar or bricks.

"A cycler generally leaves his lamp lighted when stopping before a house, because he knows his machine is in danger
of collision if he does not take this precaution.

"Therefore, I would respectfully request that all vehicle, be required to carry lamps.

"Very respectfully,
"WM. T. ROBERTSON,
"Chief Consul D. C. Div. L. A. W [League of American Wheelmen]

Fanciful Bicycle Propulsion - Sails (1896)

Article from the 1896 Washington Times describes a growing (at the time) popularity for sails fixed to bicycles.

Possible to Equip the Wheel Like a Ship - WINGS OF WHITE SILK
Connected to Bamboo Poles, the Sails Are Ran Up and Down as the Wind May Turn - They Make Wheel the Ideal Locomotion for a Sultry Day.

There is activity at the sailmakers, though this is the season when all sails should be finished and floating the blue horizon.

This unwanted activity is caused by the sudden appearance of the bicycle sail, out of which has sprung a demand for sails, unprecedented even in cup years. The bicycle sail is a little affair. It is made of duck or sailcloth, and its dimensions are a little more than a yard square.

Somewhat fanciful illustration that accompanies the article

The cost of white sails for a bicycle comes to something like $3, if you are contented with a good quality and a fairly white sail. If you want the silk finish and the dazzling white, you must pay for it fully twice as much.

This is not a perfect propulsion system, however.

HARD TO MANAGE

In rigging up a bicycle's sails there is a great deal of care necessary. A person not an expert, starting off swiftly upon a wheel rigged with sails of his own making, would undoubtedly get a fall of the most sensational description. His sails being raised too high would carry him along at a top-heavy pace and he would be unable to keep back his machine by back-pedalling, or any of the arts known to the wheelman. More than that, it would throw him forward upon his wrists in a frantic effort to keep his seat. And the result would be awkward, even if he escaped calamity.

Another trend from the 1890s that met with some success in the press, but not in reality.

Springs, Not Air, for Bike Tires (1896 Patents)

For whatever reason, in December of 1896, more than one clever (or not so clever) inventor decided that they could make their fortune with a tire that required no air (or at least was only optionally inflatable). All three of the patent applications below were made with one month ~


Patent number 573,907

The patent above is straightforward in intent:

This invention relates to tires, being especially designed for use upon bicycles and other vehicles, and the object in view is to provide a mechanical tire resembling in action a cushion or pneumatic tire, the elasticity being obtained through the medium of a series of springs disposed around the wheel-rim and incased within a suitable sheath or cover, thus dispensing with the necessity for a pneumatic tire and avoiding the disadvantages of frequent puncturing and repair incident to the use of pneumatic tires.

The design is simple enough - one wonders if the inventor built a prototype that worked. Why are we still riding around on tires filled with troublesome air?



Patent number 573,920, part a

The next submission to the Patent Office seems to have decided a more complex approach was called for - in fact, he patented two separate spring systems as possible ways to solve the problem. (See above, and below.)



Patent number 573,920, part b

Just before 1896 ended, we have the submission below - the simplest approach yet. The inventor takes a more middle of the road approach - air is optional, not required:

If preferred, my improved tire may be used without being inflated, the spring D serving to maintain the tire in its proper position and to give elasticity thereto; but said tire may also be inflated with air in the usual manner, if desired, and by the usual means, and in this event both the air and the spring serves to give elasticity to the tire and to maintain it in the proper form.

Patent number 574,015

Alas, 115 years on, we are still riding around on tires that get punctures.

Ideas for Bicycle Saddles (1896)

Google presents zillions of digitized patent applications - in the 1890s there were so many patent applications related to cycling that there was magazine, Cycling Monthly, that was nothing but patent and trademark applications related to bicycles. Not surprisingly it is more entertaining to page through that (if one works in a large library where there are some issues) and then bring up the Google versions rather than try to find 1890s patent applications for bicycle stuff directly in Google.

One quickly realizes that then as now, there is a sense that there must be a better bicycle saddle. The following examples are all from 1896 ~


Patent number 554,337

The notion in the above "invention" is that really you just want to sit on a couple of springs.



Patent number 556,250

Above is something like the opposite view to the previous patent - no, what you really want to do is sit on a shaped piece of wood! Oh, with a slit in the middle.



Patent number 557,238

Above, the well-known view even today (perhaps even more so today) that a wider base of support is key.


Patent number 558,917

A rather complex contoured approach . . .



Patent number 562,919

The last example here (but hardly the last patent application for bicycle saddles from 1896) is an "add on" to an existing saddle the would provide inflatable cushions held in place by their invention.

Bicycle "Body Shield" (Patent, 1896)

Patent from Google that demonstrates that while the basic bicycle design hasn't changed much, ideas for how to improve cycling have had their ups and downs.


Has every crazy idea been patented?

The object of the invention is to provide a new and improved body-shield more especially designed for use by bicyclists,boatmen, or other persons exposed to the force of the wind, the shield being arranged to not only break the force of the wind against the body of a bicycle-rider, but also to protect the throat, breast, face, and ears of the rider and at the same time permit the rider to easily get on or off the bicycle.

Pleasing 1896 Overman Bicycle Poster

Victor Bicycles, Overman Wheel Co.

Poster advertisement for Overman Wheel Company's Victor bicycles, showing a woman watching another woman riding a bicycle. Includes art nouveau style flowers.

From the Library of Congress.

Quadricycle Fire Engine (1896)

Article in the April 25, 1896 issue of Scientific American.


Figure 1 - Quadricycle Fire Engine

A QUADRICYCLE FIRE ENGINE

We illustrate herewith a quadricycle fire engine that attracted considerable attention at the recent bicycle exhibition at Paris, and which presents unquestionable advantages over the hand engines in use in all places that are too small to afford the luxury of steam fire apparatus.

As shown by our engravings (Figs. 1 and 2), the engine consists of two tandem bicycles coupled by crosspieces in front and behind and having but a single steering post in front. The free space between the two frames is occupied at the front by a hose reel, in the center by a rotary pump, and at the back by a coupling that allows the pump to be put in communication with a water tap.

This entire affair weighs scarcely more than 180 or 188 pounds, which represents about 88 pounds per man. [This per man figure does not seem right, whether the riders' weight is factored in or not, but is what is stated in the original.] It will be seen that upon such a machine four trained cyclists can reach a fire at a speed that could never be attained by fire engines drawn by horses.


Figure 2 - Ready for Operations

As soon as the engine has reached a favorable position, the four men jump from their seats, and, while two of them adjust the couplings, a third unreels the hose, and the fourth, turning down the jointed support, raises the back of the machine and throws the pump into gear.

The four men afterward get into their saddles and pedal in situ with a mean velocity that causes the pump to discharge about 4,500 gallons an hour in the form of a stream 100 feet in length in a horizontal direction and about 75 feet upwardly. These figures are those obtained at the trials made at the Palace of Industry on the 23d of last December.

All the preparatory maneuvers require scarcely more than two or three minutes. If, on another hand, we take into consideration the fact that such machines, propelled by men with some little training, can reach a fire in a quarter or a third of the time made by ordinary hand engines, we shall realize how great an interest attaches to the use of them in country places where a fire so easily assumes the importance of a disaster by reason of the tardiness with which the first help comes. Everything, therefore, leads to the belief that this invention is destined to completely revolutionize the fire apparatus of small towns and villages.

An interesting notion - I don't believe this caught on in the U.S. In a radius of travel less than a couple of miles and with relatively flat terrain, this could make sense, but notwithstanding the advantages of quick response cited, one can imagine fire fighting personnel would prefer not to pedal to fires.


Video from Library of Congress showing the competing horse-centric approach

Advertisement for the Side-by-Side Tandem (1896)

In an earlier post I described and presented information about the Punnett Tandem Bicycle as described in the September 4, 1896 Scientific American - in the same issue at the back is an ad for this bicycle.


Forty pounds in weight and only $150!

While it is supposed to be reasonably easy to mount this thing, one can't help noticing that both gentlemen mentioned in the ad are noted for trick riding.

Black Bicycle Mfg. Co. - 1896 Bicycle Factory

The Black Bicycle Mfg. Co. in 1896, external view

The January 4 1896 issue of Scientific American has illustrations showing scenes from the Black Bicycle Manufacturing Company factory and some description of the manufacturing process in an accompanying article.

THE TRIBUNE BICYCLE

Within the past three years, the American bicycle Industry has grown up to dimensions which fairly entitle it to be considered representative of the country and of the day. Every day sees hundreds of wheels of high and low grade made in the factories of this country for the American and foreign market. Three years ago the English bicycle was considered by many the best wheel, and the possessor of such was apt to consider himself better equipped than his friend who rode one of American manufacture. Now, all is changed. A visitor to England or to the Continent, if a cycling enthusiast, cannot fail to be impressed by the superiority of American wheels as contrasted with the foreign ones, and no wheelman really an fait in his subject would dream of buying his wheel abroad, so superior is the American make. The industry has brought about an enormous development in the manufacture of special tools and of parts of bicycles.


Assembling the Bicycles

Many assumed bicycle manufacturers simply buy these parts and do their own assembling. But for the production of the absolutely high grade American bicycle, a factory is required which will turn out practically all the parts of the wheel manufactured, for unless such is done one concern cannot be answerable for the perfection of the whole machine.

We select as the representative of such a factory the works of the Black Manufacturing Company, of Erie, Pa., a company which produce the highest grade of wheel and which put it on the market purely on its merits without the adventitious advertisement of paid riders. The wheel made by this company, the "Tribune Bicycle," embodies the best possible practice and is correspondingly free from structural variations of unproved merit.


Milling Machine

The tubing, whose walls are of 20 gage thickness, is of American make, the company having found that English tubing could not be obtained of sufficiently even quality. At the junctions of the tubes forged connections are employed. These are received in a solid state and are machined out, drilled and turned, until only a shell of the original material is left. Each connection has projecting nipples which enter the ends of the tubes, and the whole is so accurately made that when the ends of the tubes are placed over the nipples the frame will hold itself together without further fastening. The tubes are of uniform diameter throughout and are simply cut of proper length, so that their natural strength is unaffected. The most striking instance of the preparation of the forged connections is in the crank bracket. This is received as a massive forging weighing 3 pounds 2 1/2 ounces, in general shape a cylinder, with four solid projections. This is put into the finishing machine and finished. It comes out with the solid cylinder drilled out so as to present a large aperture through which the crank shaft is to go. and its ends faced off and finished for the reception of the ball races: The four projecting nipples are drilled out and are also turned down on the outside so as to fit accurately the outside of the tubing. The bracket now weighs 8 ounces; all the rest has been converted into drill chips. One of the typical connections is that used for the head of the rear forks, which forging we specially illustrate, in order to show how solid a construction is given to this vital point.


Rear Fork

The frame has now to he brazed together. The pieces are placed in a massive iron jig or template, adapted to receive them and retain them in position, and which holds horizontally the entire frame. This template is mathematically accurate. While held therein, holes are drilled through the connections and tube ends and pins are driven in, pinning all the parts together. When removed from the jig the frame is perfectly rigid. It now goes to the braziers, who, with the best quality of brass and with large gas blowpipes, braze all the the liquid spelter penetrating all the join even running out around the pins. The frame next goes to the filers, after the borax has been brushed off it, who with file and emery paper, go over all the connections and over the tubing, polishing it all, and removing every excrescence, which, it will be observed, gives the frame an absolute hand finish over all its surface.


Brazing Room

The forks taper toward the end, and to produce this taper cold swedging is employed. The swedging machine carries a heavy head like a lathe head or chuck, which rotates in a horizontal axis, and within which are eight hammers, which by the action of the machine move in and out in radial directions. A piece of cold tubing pushed into the machine and fed up by hand is subjected to a multiplicity of blows and has its diameter rapidly reduced, the workman being able to give it any desired taper. The metal thus tapered is flattened and bent to the proper curve to give one side of the fork.


Cold Swaging Machine
[For someone who doesn't know what "swaging" is - like me - you can read something about it in Wikipedia.]

The cups and cones for the ball bearings are made on automatic turret lathes, the turret carrying in some cases as many as five tools. A bar of tool steel which may be 20 feet long is introduced into the machine and is gradually and automatically fed up to the tools, which shape and cut off from it bearing after bearing, which drop from it every few seconds without any attention from the workman. A liberal supply of oil is kept in constant circulation through the machine, falling upon the cutting tools. The bearings thus finished are purposely left 0 005 of an inch too large. They are then screwed on a mandrel in a special lathe and the final finish is given by hand. They are then tempered by secret process with sperm oil and polished, coming out with a beautiful straw color, equal in finish to any steel tools made. The standard finish of the machine is black enamel and nickel plate. The enamel is put on in four coats, two of India rubber enamel and two polishing coats, the frame being rubbed down with rottenstone between the applications. This gives a finish equal to a piano body. To secure evenness the enamel is applied by dipping in a tank of the compound, after which the parts are hung up and allowed to drip to remove the surplus before baking. All nickel plated parts are first copper plated. This prevents water or moisture from getting under the nickel and rusting the steel and thereby causing a separation of the coating.


[Factory Floor]

The aim of the constructor of this typical American wheel has been to secure simplicity and produce an absolutely standard article. Its criterion is its quality pure and simple. There are, however, some novelties introduced that are especially worthy of illustration. One of these affects the crank and crank shaft mechanism, the crank being secured to the shaft in a new way. V-shaped teeth are formed upon the crank shaft and upon the aperture in the pedal arm. This aperture in the pedal arm is split and provided with a tightening screw. To attach the ciank arm to the shaft, it is thrust over the end of the shaft and the tightening screw is turned up, when it is secured as rigidly as if all were one piece of metal. Those who have struggled with the old-fashioned cotter will realize the advantage of this crank, which is instantly released with two or three turns of a screw.

The handle bar is made adjustable by an arrangement of equal simplicity and efficiency. The socket in the head which receives it is threaded. On the center of the handle bar is brazed a sleeve threaded with the same pitch of screw. The socket is split and provided with a tightening screw. The screw is loosened, the handle bar thrust through the socket and screwed into place. When at the desired angle the screw is tightened and the whole becomes practically one piece of metal. By reversing the handle bars, they can be used in up-tumed or downturned position.

The sprocket wheels ought not to be spoken of as a novelty now. They are cut to the cycloidal or theoretically correct curve, which avoids all friction of the chain against the teeth. This has long been the specialty of the Black Manufacturing Company, but now the system has spread among other companies, and cycloidal sprockets are characteristic of several other first-class wheels.


Cycloidal Sprocket

We also illustrate the system of truing up the wheel. Each wheel is mounted on a gaging frame, and the workman, by setting up and loosening the nipples, brings the rim into an absolutely perfect plane. The steering arrangement of the tandem machine deserves attention. Sprockets are carried by the front and rear steering posts, and these sprockets are connected by chains and rods so as to insure unity of steering action between the front and rear handle bars.


Wheel bearings

What I have done here is bring together the illustrations that were on the cover of the issue and with the article with my hand-corrected version of the OCR'ed text, but some errors likely remain (alas) - if you come across a mistake, let me know in the comments and I'll fix. Thanks!!

Side-by-Side Tandem (1896)

From the January 4, 1896 issue of Scientific American

Full text of the article describing this side-by-side tandem bicycle that goes with the above illustration:

THE PUNNETT COMPANION SIDE SEATED BICYCLE.

The bicycle has now reached a typical construction from which there seems to be slight tendency to deviate. Absolute novelties beyond the details are more and more rare. The companion side seated bicycle which we represent is. however, one of the novelties of the year. The tandem bicycle, which has met with considerable success where the desire is to have company on a ride, is more or less criticised on account of the position of the riders, one of whom must be behind the other. In the bicycle which we illustrate it is proposed to have the two riders seated side by side, as in the old-fashioned "sociable" tricycle, and yet to have the two riders carried by two wheels only. The two cuts are self-explanatory. The long axle of the rear wheal enables the use of two sprockets at its extremities so far apart as to permit of each one being acted upon through a separate pair of sprockets, each actuated by a separate rider. There is a triple head and a duplex frame, the latter carrying two saddles placed side by side at a proper distance apart for two riders to occupy also side by side.

It is said that a difference of 100 pounds weight in the two riders is not noticeable, and that a person who is ignorant of riding can be taken out on this wheel with perfect safety. The system of mounting is peculiar. For the first one who mounts, the wheel is inclined to one side and this rider takes his or her place on the lower saddle. The machine is then pulled back to an upright position and the second rider mounts by the pedal, and so the start is made. The dismount is made in the same way, reversing, of course, the operations. The two saddle posts are connected, it will be observed, by a crossbar. At the center of the crossbar is a special socket. When a single person fa riding the wheel the saddle is transferred to the central position and the rider sitting there drives the machine by one of the right hand and one of the left hand set of pedals. This, of coruse, produces considerable lost motion in the pedal action, but it at least is possible for a single rider to take care of and to drive the wheel to and from the place of appointment with his friend. It is not a wheel depending absolutely on the presence of two riders. The wheel shown in the illustrations is made by the Punnett Cycle Mfg. Co., Rochester, N.Y.

I can't work out if this really could work or not - apparently it did, but it seems difficult to manage, to say the least.

Original article is here

Cycles with Guns (1896)

Two "Army Bicycles" shown at trade show at Madison Square Garden

Article text that accompanied above illustrations is below, from Scientific American, February 8, 1896.

NEW ARMY BICYCLES
The new army tandem and the model 40, mounted with a Colt's automatic machine gun which have been made by the Pope Manufacturing Company, were exhibited at the Madison Square Garden Cycle Show and attracted great attention.

The tandem is one of the Pope Company's regular model 43s taken directly from stock and finished plainly in enamel and nickel. On the front handle bars are tightly strapped two army overcoats, and on the rear bars a pair of blankets. Resting safely in brackets on either side of the machine is a twelve shot repeating rifle, and hanging on each seat post a Colt quick action revolver of the latest pattern. In addition to this there is a case of signal flags extending almost the whole length of the machine, but not interfering with the riders in the least; and this is the case with all the equipments, being as well and safely placed, ready for use in a moment, and yet causing not the slightest interference.

The Colt automatic gun mounted on the model 40 is the one recently adopted by the government for our navy. This gun weighs between thirty-nine and forty pounds, shoots two hundred and fifty or five hundred times—being automatically fed—and is remarkably accurate. It is fastened securely to the head of the machine, can be easily directed at any angle, and does not interfere with the rider or affect the steering of the machine.

These two wheels are as perfectly equipped with the necessary accouterments of war as would seem possible, and the interest which army people and civilians alike have shown in them leads one to believe that it will not be long before the wheel will form a very effective adjunct to regular army service.

For good or bad, cycles as a part of warfare didn't catch on. Original article is here.

Sir Arthur Conan Doyle on Benefits of Cycling, 1896

The usual quote from Sir Arthur Conan Doyle in Scientific American 1896 is given as:

When the spirits are low, when the day appears dark, when work becomes monotonous, when hope hardly seems worth having, just mount a bicycle and go out for a spin down the road, without thought on anything but the ride you are taking.

But did he have more to say? Yes he did.

The rest of what he had to say:

I have myself ridden the bicycle most during my practice as a physician and during my work in letters. In the morning or the afternoon, before or after work as the mood o'ertakes me, I mount the wheel and am off for a spin of a few miles up or down the road from my country place. I can only speak words of praise for the bicycle, for I believe that its use is commonly beneficial and not at all detrimental to health, except in the matter of beginners who overdo it.

This quote from the physician Conan Doyle was in the spirit of this period to find medical doctors who would endorse the health benefits of cycling, or at least not condemn it. That he was a famous and clever writer was presumably a bonus.


Cycling Notes column in Scientific American issue of January 18, 1896 with full "Dr. Conan Doyle" quote in middle.

Maxim Gun Equipped Bicycles (1896)

Part of an article about a bicycle show in Washington DC - the article is in the Washington D.C. "Morning Times, March 26, 1896 issue.

Another novelty is the duplex wheel [that is, bicycle - with side-by-side seating], with the Maxim rapid-firing gun mounted upon it. It carries two riders, one to propel the machine and the other to work the gun. It is understood that a proposition has been made to the representatives of the Cuban government to equip a regiment of their soldiers with these machines, it being shown that with proper handling they would prove awful and effective engines of destruction.

Unfortunately no illustration of this bicycle was included and I have had no luck finding one elsewhere. The machine-gun equipped bike didn't seem to prosper as a tool of war.

The Woman Cyclist - 1896 Article

Ad for "bicycle suit" for women cyclists, 1896

Text from an article in the Washington DC Morning Times, June 7, 1896.

THE WOMAN CYCLIST.
She Reigns Supreme This Season. Some Timely Suggestions for Her.

The woman cyclist reigns this season. The number of women who have taken to the wheel shows an increase of 75 percent, and the makers of machines for women can scarcely keep pace with their orders.

In the selection of a machine most women who are making their debut as riders this reason need reliable wholesome advice, and if any points of value are secured from this article its purpose will have been fulfilled.

So far as the costume is concerned, knickers are very largely worn in Europe, especially in Paris, but in America they are the exception more than the rule, and therefore this is addressed to ladies who will ride in skirts.

The question of weight in connection with ladies' machines has recently received more attention at the hands of manufacturers than ever before, and the consequence is reliable machines may now be purchased, fitted with brake, mud guards, dress-guard, and gear-case at just about thirty pounds in weight.

In selecting a machine a lady should see that the handle bars and saddle can be so adjusted as to enable her to sit perfectly upright, for nothing looks much worse than to see a lady adopting what is known as the "scorcher" attitude.

Large makers build machines in more than one size, and exceptionally short and exceptionally tall ladies should have machines built higher and lower respectively in the frames than standard patterns.

The pedals should be rubber, and not all steel, the latter with their sharp points being more liable to catch in the rider's dress, pedals to suit the width of foot, can, of course, be selected.

A really first class-machine by a leading firm will cost nearly $lOO, or perhaps a little more, but, of course, very good machines can be purchased for less than that amount.

There are several little things a tider should be particularly careful about, and one of these is the application of the brake. The brakes fitted are usually those which act on the tire, and should consequently not be too suddenly applied, or they will probably tear the tire.

And finally this ~

A lady will find it very convenient to mount from the curb, and will thus be enabled to properly arrange her dress. Sometimes this method of mounting is impossible. A lady will then do well to allow one of the pedals to ascend to its fullest height and descend the merest trifle, and then, placing one foot on the pedal in question, spring into the saddle, the weight of her body on the pedal necessarily causing the machine to go forward. When well going it will only be necessary to slightly raise herself in the saddle, actually standing on the pedals, and the dress will fall as it should. This will be found to be a perfectly easy accomplishment with a little practice.

Full article as PDF is here.

Cross Country Cycle Road - 1896 Plan

Map for a cross country bicycle route

Taken from Washington DC Morning Times, June 7, 1896. Reflects some wishful thinking on the future of cycling in the days before automobile owners (and their allies) took over the lead in advocating for funding a good network of roads. The article's author advocates a connected network of "good roads" rather than more expensive macadamized (asphalt) dedicated "bicycle tracks" or "bicycle paths" for long distance bicycle travel.

Some quotes ~

To establish a bicycle track from coast to coast so that wheelmen can journey from New York to San Francisco as easily if not as rapidly as they now do by train. Such tours have been undertaken and partlv carried out. One man would wheel from Salt Lake Cit to Buffalo. Another, at some time, would start at Chicago and wheel to the Pacific Coast. But they seldom wanted to take the trip twice. It was too tiresome. Roads were too bad. Too many mountain paths had to be climbed, too many prairies tortured through. But I am looking into the matter so as to do away with all this.

What has hampered us more than anything in this cross country project are the wheeling [cycling] enthusiasts. These gentlemen insist upon bicycle paths and so we get nothing. A macadamized bicycle path costs in a rocky locality $15,000 per mile. Now make this same locality and use tho road that is already in it by merely improving it and the cost will not be $3,000. You can make a mile or very bad road into very good road for that sum. That is what I mean by intelligent wheeling legislation.

"Across the country in eighty days will be the wheelman's attraction a few years hence. Now it looks funny, but that is what Jules Verne's idea or "Round the World In Eighty Days" did to people years ago. Now we can belt the sphere in seventy days."

Full text of article available most readably here.

1896 Map of Washington "Bicycle Tours"

PDF of this newspaper page provides the best image quality and ability to zoom in. Given that this image is from microfilm of the original (that is, several times reformatted from the original paper item) the quality is pretty good. Not great, but good.

From the article below the map ~

There has never been a season when there was half as much travel on the flying wheel as there has been, is, and is going to continue to be this season.

and

Not a night passes but some gay party passes out for a run through the country. All routes are being tried and becoming better known, so that even the inexperienced, with the assistance of a map and a little information from a friend can make pleasant and health-giving trips into the open country.

The article goes on to provide descriptions of different possible excursions.



Above, somewhat more detailed view of the Northern Virginia part of the map; below, zooming in further



Already in 1896 bicycle rentals were available ~

Escape from the heat and air of the city for a few hours a day is possible to every person who cares to learn to ride and can get the small amount necessary to hire a wheel - it is of course better to own one, but no longer absolutely necessary.

Japanese Bicycles, 1896

A Japanese bike from 100 years later than the two articles below

Short article about Japanese bicycle industry in 1896, from the Morning Times of Washington DC, September 13, 1896

JAPANESE BICYCLES.
An American Says They Are Not Being Largely Exported.

D. H. Kenaga of Port Townsend, Wash., has received the following letter from a friend in Yokohama, related to the oft repeated Japanese bicycle rumor:

"I have visited the oldest bicycle factory in Japan, and had an interview with the proprietor. He gave me a printed price list of all the cycles he is now putting out. The retail prices varied from forty five to one hundred and ten Yen. He informed me that his factory is unable to supply the demand iu Japan at these rates. At wholesale he could not offer 10 per cent reduction. There is a factory in Tokio which I have not yet heard from, but owing to the large demand for wheels in this country a large number being imported from America and Europe, I believe that the Japanese are not now exporting, and never have exported cycles to America. The great danger on this side is not from the Japanese alone, but from foreigners who may establish factories for the purpose of flooding foreign markets. In a few years the country will be all opened to foreign enterprise. The Japs [sic] have the will and facilities to compete with foreigners, but they lack in enterprise, originality,
and organization. In due time these drawbacks may be corrected, but it will not be for years to come."

In 1897, the Yen was worth about fifty cents to the U.S. dollar according to a Wikipedia article. So these prices were (in theory) about half the U.S. range for bicycles at the time.

Thus it would seem that at this early period of industrial production in Japan there was a concern in the U.S. that inexpensive Japanese bicycles could or would flood the American market. (Presumably that potential flood is what is meant by "oft repeated Japanese bicycle rumor," above in bold.)

Short piece in the magazine "Cycling Life" for bicycle tradesmen, 1896

JAPANESE BICYCLES.

Yokohama, Japan, Oct. 9.—There are at present four bicycle workshops of note in Japan, two in Tokyo, one in Kyoto and one in this city. All were opened some three or four years since. Kajiuo's workshops in Yokohama and Sasaki's in Asabu, Tokyo, being the pioneers. One other big workshop is that of Morita, in Honjo, Tokyo. The output of each shop does not exceed 130 machines, 17 mechanics being employed in one, and only 10 in another. They are not adepts at the work. At present many different kinds of bicycles, are manufactured in the workshops of Tokyo and elsewhere, the price of the machines varying very much. A pneumatic tire machine of the first-class from the Morita factory costs $58.92, a second machine $49.10, but one of special make costs $73.05 The pneumatic tire being difficult to repair, is not in favor with Japanese riders, who prefer substance to fashion. They like the solid tired bicycle, which costs less to keep in repair The latter sell for a first-class machine at $51.50; second class, $46.64; third class, $39 GS and fourth class at $34.39. The high, thin tired machines, though much more in vogue formerly, are not now so popular. Their price is comparatively low, a first-class machine costing $31.15, a second-class one $27 and a third-class one $22. Both the Tokyo shops are patronized by the post office and one is under the patronage of the metropolitan police. Generally speaking, bicycle riding is not so popular in Tokyo as in Yokohama riders of that city being confined to employees of mercantile and banking corporations, head clerks of large shops and school teachers. In Tokyo the home-made machine and foreign makes are closely balanced in point of numbers. With the increase of riders the patronage accorded to Japanese machines is on the increase.

This author does not seem concerned about imports of Japanese bicycles to the U.S. but rather interested in trade heading the other direction. From time to time Cycling Life would report export figures of bicycles to different countries, including Japan, although by today's standards the figures would generally seem modest, Japan was generally in the top half.

Church Leaders & Morality of the Wheel (Bicycle), 1896

Article from the Washington DC Morning Times, August 9, 1896.



The illustration with the article provides the idealized view of the situation - bicycle as means to get to church on Sunday

This full page article looked at "the moral, the physical, and the commercial effects" of the "craze." Firsthand opinions of church leaders were gathered and presented as evidence ~

The clergy men whose views on the moral side of wheeling are given below were selected at random, the only object in view being to secure opinions to secure expressions which would represent the various denominations.

Their opinions are practically in accord, and, as will be seen, form a strong verdict in favor of the bicycle for both men and women, Practically the only point of difference among them is the question of Sunday riding.


REV. GEORGE LUCCOCK, D.D., Metropolitan Presbyterian "As I ride a wheel myself, I naturally approve of the invention, of course it can be used to an immoral end, like everything else. It's greatest abuse, to my mind is using it as a means of desecration of the Sabbath, but this in not the fault of the wheel; it is due to the ungodliness of the riders."

In other words, this minister assumes riding bicycles as a Sunday activity is in competition with church attendance but otherwise fine. He doesn't mention the compensating possibility shown in the illustration of cyclists using their wheels to get to church.

REV. I. J. STAFFORD, of St. Patrick's "I have given the bicycle subject no thought. I, therefore, have nothing to say for the present."

Well, that's clear enough!

REV. THOMAS CHALMERS EASTON, Eastern Presbyterian. "So far as the immodesty of dress is concerned, I believe every gentleman will admit with me that the decollete dress of ladies in the circles of fashion are more suggestive and imprudent than the a la bloomer costume of the wheel."

"I endorse the wheel and regard it as healthful exercise, which can only be made a means to licentiousness where the tendencies are already immoral on the part of its patrons. Unfortunately, I have not a wheel of my own, and no doubt I would be a greater enthusiast for its use if I possessed the 'flying iron steed.'"

A number of the ministers focused on the morality (as they saw it) of women's cycling attire.

REV. W. R. STRICKLEN, pastor Hamline M. E. Church, Ninth and P streets Northwest. "As Washington is the wheelman's paradise, no minister who propose to do his whole duty should be without a bicycle. Mine is as much a facter in my work as my study. By its aid I have gone through a hard season's pastoral work with comfort and delight. I would not part with my faithful companion under any consideration. All hail to the ever increasing army of wheelmen!"

So there you have it - Washington DC, in 1896 a paradise for cyclists!

These are just excerpts from the statements in the full article of ten representatives of different denominations whose opinions were mostly positive - which isn't too surprising since judging by the content of typical articles in the Morning Times at the time it seems to have been trying to attract cycling Washingtonians as readers.

Encouraging Fashionable Cycling Attire (1896)

An article on August 30, 1896 in the Washington DC Morning Times anticipates colder weather with advice on fashionable attire for women riding in the coming winter.


"Winter Bicycle Girl" with her fashionable boots (rather than leggings)

The article starts off in a whimsical tone ~

Bicycle Girl of Winter - She Has Solved the Problem of Wet Weather - Jaunty Cold Day Suit.

The bicycle girl is spinning up the high road of favor and Fortune, on her wheel, leads the way.

When an oracle more dyspeptic than Delphic howled forth the prophecy that the wheel was not the sphere for woman, somebody blundered-but it wasn't the bicycle girl.
She knew she was right, and Dave Crockett himself could not have surpassed her in the art of going ahead.

She is no longer an innovation but a fact, and collectively considered, such a vast and ever-increasing fact that her disapproving sisters, cousins and aunts, who only a little while back flung criticisms at her in the same spirit that boys stone frogs, now find themselves, to their astonishment, figuring as exceptions rather than as a rule. Only a few days ago one of those uncompromising creatures who have a fiendish fancy for adding the world's affairs into figures that nobody can deny, made the announcement that for every woman between fifteen and thirty-five years of age who walk the streets of a city there are two such women who wheel.

At the strictly present time the bicycle girl is spinning all over the country in nondescript skirts that are too long to suit her and too short to satisfy her friends. It is hard work serving two masters, but the fashion-plates are hurrying to the rescue, and the bicycle girl's last trial the uncertainty of what to wear and how to make it will banish with the coming of the fall.

The article continues at length, including an imagined conversation between several young women of the fashion options available, such as the choice between leggings and boots.