Bicycles Built for Two (1896)

"Safety" bicycles that could have two (or more) riders were developed quickly after their introduction in the late 1880s. In addition to tandem two seaters bicycles much like we see today, there were multi-rider bikes for as many as ten. The Orient Quad is an example from the Orient Bicycle Company - they specialized in such novelty bikes. And there was the Punnett side-by-side tandem in 1896 - I have often wondered what it must have been like to try to stay upright on a such a bike.

Recently I found issues of The Referee and Cycle Trade Journal: a Weekly Record and Review of Cycling and the Cycle Trade available online

Perusing the first issue in a vast 1,400 page plus bound volume of issues (the weekly issue for May 7, 1896 to be exact - Volume 17, Number 1) I found several more exotic examples of tandem (or tandem like?) bicycles whose designs do not come down to us today.


What's wrong with this design?

At first glance this is much like a "trail-a-bike" of today, where the back end of a basic bicycle, missing the front wheel and any steering, is attached to the seat post of the "lead" bicycle as kind of trailer (with seat, non-steering handlebars, and pedals and drive train for the rear wheel). The big difference is that upon close examination of this photo it is clear that in this design the bike in the rear follows the front bike in a fixed straight line, not like a trailer. Crazy.


A slightly more practical design

Here we have a full page ad for a "do it yourself" version of the side-by-side tandem bicycle. Most of the full page ads in the publication are from larger companies, so they must have been trying to get people's attention.


Closer view - that it is shown with youngsters is an interesting choice

This is not such a bad design if I understand correctly how it would work - it appears that there are connections for the steering so that the steering is "coordinated." The statement is that this "coupler" is "flexible" in some way, but it seems doubtful that one would lean into a turn, so where is the flexing? But as a way to get a new adult rider on a bike for a short ride, it seems OK. The weight seems a little daunting - presumably when they say "adds only five pounds to the weight of each machine" it means the various coupling bits and pieces total ten pounds - so two 25 pound bikes attached in this way would run up to 60 pounds. Hmm.

Again, not a design that we see today.

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.")

"Punctured" - Love & Cycling, 1898

"Punctured"

From the Library of Congress - full record
Title: Punctured
Date Created/Published: c1898.
Medium: 1 print : lithograph.
Summary: Man with arrow in chest, on a road holding a bicycle, facing a woman with a bicycle. Love.
Notes:
* Lithograph copyrighted by Henry Graves & Company, Limited, London.
* This record contains unverified, old data from caption card.
* Caption card tracings: Bicycles; Love and courtship; Shelf.

Ah, librarianship - able to reduce anything to rather a musty discussion. Still, a nice lithograph, and amusing.

Betsey Jane On Wheels - Fiction & the 1890s Cycling Craze

Betsey Jane on wheels; a tale of the bicycle craze. - I found this online recently, digitized for preservation (and access) reasons at the Library of Congress.


Title page for "Betsey Jane on wheels," published in 1895

Online record for this book
Personal name: Brown, Herbert E.
Main title: Betsey Jane on wheels; a tale of the bicycle craze. By H. E. Brown.
Published/Created: Chicago, W. B. Conkey company, 1895.
Description: 285 p. incl. front., plates. 19 1/2 cm.
Subjects: Cycling--Fiction.

PDF of the entire book

Set of many of the illustrations from the book


The heroine in her bloomers

This book was apparently part of a subscription series that readers would receive "issues" of as one subscribes to a magazine - but each would be a different book. (Oddly this title was deposited on copyright promptly after publication in 1895 but apparently not cataloged for ten years. Keep in mind that I'm also a librarian, so such things are of mild interest - if only to me.)

This work of fiction, over 200 pages, describes a family and then town's infatuation with bicycles and cycling. It precedes from one son taking it up, to the daughter (who wears risque bloomers), to the father and then finally the title character, the mother of the family, Betsey Jane. Issues such as whether women should ride bicycles (and if so, what they should wear) and the views of churches and government on cycling are dealt with directly (more or less - considering it is a work of fiction). Written in 1895, before the cycling craze hit its peak and was then overcome by the automobile, some of the suggestions about the future of cycling are optimistic or anyway didn't come to pass - are the suggestions about uses of bicycles on farms at all serious? I don't know.

The author steps out of his fictional role (as Betsey) and has the following conclusion, which is editorial in its tone.

IN CONCLUSION.

As the most interesting part of a book is usually the conclusion I have concluded to finish this work by writing a conclusion, but will leave the reader to form his or her conclu­sion in regard to its merits.

I have attempted to give some idea of the bicycle craze which is now so prevalent, and although some cases may be slightly over­drawn, I think that I am justified in such overdrawing, as the bicycle craze will undoubtedly reach more alarming proportions another season.

The large manufacturers of buggies, wagons and street cars having noticed a decided fall­ing off in the demand for their goods, and, profiting by this experience, have concluded to meet the popular demand by converting their plants in bicycle factories. They have declared their intention to place wheels on the market at less than one-half the present prices, which will bring them within the reach of nearly every­one. When a good wheel can be purchased for twenty-five or thirty dollars, few people will be without one, for as a means of conveyance the cycle eclipses all four-footed beasts, as it is cheaper, safer and faster.

That cycling is a healthy and profitable recreation, none can deny, but, like all other good things, there will be plenty of people who will carry it to the extreme, and many others who will condemn the whole business on account of the injurious use which is made of it by a few.

Cycling is one of the few sports in which ladies can indulge with the same freedom and good results as the more fortunate masculine element of society. There has long been a want of something which will afford the ladies both sport and exercise, but so far nothing has been introduced which equals the cycle. Men can play base ball, run foot races, hunt, fish, box, wrestle and jump, but poor woman has so long been debarred from any active amusement, that, physically, she has been deteriorating, and now the cycle comes in as a good Samaritan. It affords an asylum, a refuge, a sort of fire escape, and gives the gentler sex an oppor­tunity to build up their well nigh lost physical powers.

What if some do abuse the sport and themselves also? It does not follow that cycling is wrong, any more than a great many other institutions which have suffered from the same cause, or that because a few church members do not live up to what they profess, that the church is entirely wrong, yet there are people who will argue on this basis, and tell you that cycling is not right, and that no intelligent or sensible person will ride a wheel. But the world would not be able to move in its accustomed orbit without some cranks, as the millenium would soon arrive and put an end to cycles, cranks and all.

The coming "car craze" had not yet tempered this fanciful view of the future

Seasonal Cycling Attire (1895)

All these are taken from the August 11 1898 issue of the Washington Times. This newspaper later cultivated its cycling readership with stories on cyclist matters, but at this point apparently the paper was still unsure how seriously to take the topic, resulting in these somewhat less than flattering illustrations with the caption, "Experience with a garment."


Winter


Rainy weather


Summer (in Washington)

Driving, Smartphoning, Biking

OK, at this point we were both stopped

A bit east of 14th St, traveling west on Independence Avenue SE (in Washington DC), I found myself pacing alongside a new-ish Mercedes with a fellow driving and typing on his phone.

People in cars should keep in mind that for a cyclist, nothing can be worse than finding oneself "sharing" the road with a driver whose attention is diverted in this way. This guy is an accident waiting to happen - and if it's with a cyclist, the Mercedes wins (and the cyclist loses).

I'll confess - I didn't take this while we were still moving but only after he stopped and I stopped alongside. But it tells you something about his engagement with the outside world that he was oblivious to me alongside while driving and when I stopped and took his picture.

What I really don't get is when people like this guy, in order to (sort of) do two things at once do them both poorly - or at least the driving part. It's a dead giveaway that you don't have your mind on the task at hand when an old guy like me can keep up with your Mercedes.

Belling the Bike (Not the Cat)

With the trails busier, some use bells to indicate they are passing but most don't (where I ride, anyway). I saw someone the other day with "jingle bells" on his handlebars, ringing more or less continuously, although not very noticeably.

I then happened upon this ad from 1898 - for the the Saks [chain] stores, in Washington DC. "Looking towards spring season sales of bicycles and bicycle 'sundries.'"


Full ad is here, with many bike accessory prices from 1898 (not just bells)

The "continuously ringing bicycle bell" is apparently not a new idea.

Bicycle Bells. Easily the best, pronounced by all the most expert riders, is the Saks' Continuous Ringing Bell. It "winds like a watch," is simple of mechanism, nothing to get out of order, and will ring from 10 to 20 minutes with one winding .... $1.

A dollar for a bicycle bell is pretty pricey for those times. The ad lists a "single stroke, large size" bell for only 12 cents. More exotic "bell grips, a handy combination of grip and bell" were 25 cents (each - unfortunately no illustration of what these looked like). In general, by 1898 the prices for bicycles had collapsed to a considerable degree - the Spalding price was only $50 for their best bicycle, down from more like 100 dollars a few years earlier.

Weather to Bike ~

Today it was 95 in the afternoon, tomorrow it is supposed to be 100 (degrees Fahrenheit). As often happens at such times, people who know I commute by bike ask, "did you ride in this weather?" (Or some variant.)


I find the winter extremes more challenging than the summer's

For the past seven or more years, I have found it simpler to plan on riding my bike regardless of the weather except for very rare occasions. In particular, just heat (or well heat + humidity) isn't that bad except if it the first such day following a sudden swing from cooler weather and there isn't time to acclimate. I just don't push very hard.

Of course thunderstorms can be a bit tricky and require waiting out. But lately there haven't been so many, or so it seems to me.

Wintry weather, as opposed to the rather mild weather we had this past winter, can be more of a problem. I have this old mountain bike with studded snow tires, so I can ride in pretty icy conditions, but it is a lot slower and can be tiring. Heavy slushy snow on the trail can be worse than ice to try to push through. In short, some winters I have used transit a few days.

Turn Signals for Bikes; or, Bad Ideas Persist

I have a daily Google "news alert" that brings up random news items that are the equivalent of running a search in news.google.com on the keyword "bicycle" for the preceding 24 hours. It doesn't generate much of interest for the most part.

I was amused to see an item about bike turn signals in a blog called cleantechnica.com, the "#1 cleantech or clean energy site in the United States." The author asks the question, "Why didn’t someone come up with this a long time ago?! Turn signals for bicyclists would be very useful and could go a long way towards reducing bicycle-vehicle collisions." He then quotes from and points to a longer piece on some other site that gives more details about a do-it-yourself solution to this perceived problem. The inventor asserts that, "unfortunately, few people know hand signals anymore, so [he] decided to make his own wearable turn signals that he could put on his arms and turn on by lifting his arm up from his side." These signals "use a mercury tilt switch and some electroluminescent (EL) panels that light up to show big bright arrows every time he lifts up the arm that corresponds with the direction he wants to move."

This CleanTechnica site lets you embed an entire page (more or less) in your blog entry. So here is the page:

Turn Signals for Bicyclists! (DIY) (via Clean Technica)

  Why didn’t someone come up with this a long time ago?! Turn signals for bicyclists would be very useful and could go a long way towards reducing bicycle-vehicle collisions. From lifehacker: Unfortunately, few people know hand signals anymore, so Instructables user CTY1995 decided to make his…

Bike Tribes: A Field Guide to North American Cyclists (Book Review)

Bike Tribes: A Field Guide to North American Cyclists by Mike Magnuson

My rating: 3 of 5 stars


Magnuson is a writer for Bicycling Magazine, a (fairly serious, I guess) recreational cyclist, and has written several books, including his autobiographical "getting control of my life" Heft on Wheels: A Field Guide to Doing a 180 that I read a few years ago. Heft on Wheels was a mighty peculiar book that was somewhat entertaining but often in a "too much information/I should avert my eyes from this train wreck" sort of way. Some of his writing for Bicycling Magazine has too much Mike Magnuson injected into it too, so if nothing else this is a change for him in that he is writing about cycling but leaving himself almost entirely out of the narrative.

Apparently Magnuson likes the phrase "field guide" since this is his second book with that phrase in the title, but this book (unlike his last "field guide") bears some resemblance to a field guide. As he says in the beginning, "this is a book about people who ride bicycles" - and according to him, most of these people fall into "tribes" that Magnuson proceeds to describe alternating descriptions of different "tribes" as such with vignettes that include composite characters (as he describes them) that are meant to represent the different tribes.

There are 22 chapters and since their are full-page drawings as illustrations and a certain amount of white space when chapters end in mid-page and the book is only 200 pages long, it reads quickly and really, there isn't much too here. But then what are we talking about - the main types of cyclists. So should this be War and Peace? Hopefully not.

The last few books I have read about cycling has led me to wonder, "who did the author think this books was for?" Presumably nobody imagined that this book would have much appeal beyond the cycling community. For someone who knows much of what the author describes, his presentation is amusing - I would not agree with the blurb on the back cover that it is "hilarious." For newer cyclists there is probably enough context provided that one can learn a few things about those different cyclists one would be seeing out and about. For people who aren't familiar with any of this I would guess this is all a bit too obscure.

I was personally saddened not to see myself in any of the archetypes Magnuson created. His three "commuters" include a serious steel bike person with fenders who rides in his work clothes, a young guy who is becoming enamored of cycling even though it was forced on him by DUI convictions, and a young woman who is a student for whom it is a green thing to do and fun. I suppose I am closest to the first one . . .

Because Magnuson himself used cycling as the centerpiece of a weight loss program, he talks about cycling as a way to lose weight a fair bit. Apparently he would disagree with Grant Petersen, who claims in his recent book that cycling is not a weight loss system. It's an interesting question. I don't regard cycling as a weight loss system but as a way to keep extra weight off. Mostly.

I gave this three stars in large part because of the slightly failed expectations - it was only slightly amusing. Usually short books like this I zip through but this didn't grab me much I guess because I had to remind myself to finish it.



View all my reviews

"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.

NYTimes "Innovations" for Bicycle Commuting

I am a little late with this - the New York Times Sunday magazine this past weekend had an article describing three innovations to contribute to better commuting for bicycles. They are:

* Anti-theft handlebars
* No more greasy chain
* One-piece plastic and carbon fiber frames

These ideas came from someone at Seven Cycles, as the most compelling aspects of "his dream commuter bike."

I guess I'm a little disappointed - these certainly aren't the top three features that I would want for a commuter-style bike. (Which I have to come up with imaging what I would want if I wanted such a bike, which I don't. But still.) Of course, Seven Cycles is a custom bicycle builder mostly known for its frames made of titanium, so asking someone at Seven about commuting bikes is a bit like asking someone at Ferrari about econobox car features . . .

So, let's look at these a little bit.

Anti-theft handlebars - the theory is that locking handlebars that make it impossible to ride (other than in the direction the handlebars are pointed) make the bicycle undesirable to steal - it's a theory, yes. But I think in most places it isn't very realistic. I think generally it makes more sense to carry your bike locking system with you and vary it according the circumstances.

No more greasy chain - the suggested replacement would be a shaft-drive system, presumably connected to a internal hub shifting system (rather than derailer). This is not a very new notion - there were shaft-drive bikes and actually, even before that.


The shaft drive, patented in 1894 - not a very new idea

Apparently (according to Mr. Seven) shaft drive bikes are getting to be more popular in China nowadays - this could be true, but that hardly means it is likely it will catch on widely here.

One-piece plastic and carbon fiber frames - this is presumably a mistake and what was meant was simply "one-piece plastic frames" (since the discussion says nothing about carbon fiber). Wikipedia has an article about the history of plastic bicycles - there doesn't seem to be much going on in this area currently (that is described in the article, at any rate).

I can sort of get the idea of a plastic bicycle for riding short distances in a city, but not for more than that, but then I'm assuming that a truly plastic bicycle frame would have a noticeable amount of flex to it that seems fairly undesirable.

I think the biggest change I am seeing and will be seeing in commuter bikes is the increase in electric powered bikes. Another bike change, although not really answering the same question, is that I see people around here are using Capital Bikeshare as part of a regular commuting pattern.

Russian Diplomats as Cyclists in 1895

Article in the Washington Times from 1895 describes the spread of cycling among foreign diplomats assigned to Washington, including the Russian minister.

Diplomats Proficient Upon the Shining Wheel

Russian and Austrian Ministers Are Expert Riders, and the Chinese Attaches, in Gay Costumes, Are Bicycle Devotees.

The bicycling craze has taken a strong hold on Washington society, and has extended into the diplomatic corps.

The foreigners have become greatly interested in the fad of the hour, and many of them are already proficient riders of the shining wheel.

The first to lend in this respect was the Russian minister, Prince Cantacuzene, who no sooner was able to keep his equilibrium upon the "bike" than he induced his daughter to become accomplished in the same manner. Every afternoon during last autumn, and almost every late afternoon during the winter, the Prince and Princess Cantacuzene might have been seen spinning over the miles of smooth asphalt in the city on their bicycles.

At first, of course, when the bicycles were brought out and placed in front of the legation they created no end of excitement in the neighborhood, and the dwellers along that particular square made a brave showing on the front porticos and at the windows to watch the mount and triumphal start.

Gradually, however, as tho novelty wore off, the prince and his young daughter, who were debarred from taking any active part in the season's gayeties on account of the fact that the Russian legation was in mourning for the death of the Czar, were allowed to depart upon their afternoon bicycling trip without this attendant notoriety.

Later in the article it is noted that at this time there was some modesty among cyclists ~

As a matter or fact, the favorite place with the members of the diplomatic corps, and society generally who ride the bicycle, is the great open space back of the President's mansion, "Executive driveway," as it is sometimes called now, since the old name of "White Lot" has been abandoned by the fashionables.

There the bicyclers congregate in large numbers all during the spring and autumn evenings directly after dark, for as yet the majority of society has no fancy for being stared at in daylight when bicycle riding.

The Czar who died in 1895 was Alexander III, the father of Nicholas II, who was overthrown by the Bolsheviks in 1917. I hadn't realized, but his heir for a time was his brother, who was killed in a bicycle accident in 1899: "The death of Grand Duke George, Czarevitch of Russia . . . the hemorrhage which caused the death of the Czarevitch was the result of a fall from his bicycle which be sustained while on an excursion in the hilly country near Abbas Tuman. The paper adds that he died near the scene of the accident." (From another newspaper article.)

It does seem Czar Nicholas II did ride bikes, as shown here and here

The most well known photo of a cyclist in Russia from today is shown below, taken by a writer for the New Yorker who lives in Moscow:

Russia's Tianamen image. twitter.com/ioffeinmoscow/…

— Julia Ioffe (@ioffeinmoscow) May 6, 2012

.

Memorial Day Bike Event (1897)

From the Los Angeles Herald, May 31 1897
At this time Memorial Day was known as Decoration Day.

SUNDAY SPORT - Decoration Day Bicycle Meet at the Park
A VERY GOOD TURN OUT LARGE FIELD OF PROFESSIONALS AND A GOOD TIME
Balsden, the San Francisco Crack, Makes a Fine Exhibition of Trick and Fancy Riding

The Decoration day race meet yesterday attracted quite a large crowd to Agricultural park, and if the attendance was any criterion by which to form an opinion as to the popularity that may attend Sunday racing, then the program as outlined ln the future may be considered assured. . .

Illustration that accompanied the article

John D. Rockefeller and His Shaft Drive Bicycle

A fellow who supplied oil for the automobile society with an exotic bicycle

Title: [John D. Rockefeller, full-length portrait, standing with a bicycle]
Date Created/Published: 1913.
Medium: 1 photographic print.
Library of Congress
Link to full record

An amusing photo from the Library of Congress - John D. Rockefeller with a bicycle. And not just any bicycle, but a shaft drive bike. Yet another example of a shaft drive bike, an early attempt to provide a superior alternative to using a bicycle chain. The shaft drive approach has the advantage of a clean design look to it, but the mechanical efficiency is lower than a traditional chain and the cost is higher, so the shaft drive approach has never caught on. (I have looked at the subject of shaft drive bikes before, here and here for example.)

Mr. Rockefeller does not have the most expensive model "chainless" bicycle available. This is pretty clearly the Columbia basic shaft drive bike, looking at the Columbia 1912 catalog.



This is the basic Columbia "chainless" bike for 1912

The basic Columbia shaft drive bike was only 75 dollars, having come down from $100 in 1900. You can see the "headbadge" (the company logo, under the handlebars on the headset of the bike) shown in the catalog matches what is shown in the photograph of Rockefeller.


By 1912, this bike was available in this two-speed model and a "spring fork"

The price of this more deluxe model that includes "hygenic cushion frame" (whatever that means) was $100.

Just Ride - Book Review

Just Ride: A Radically Practical Guide to Riding Your Bike by Grant Petersen

My rating: 3 of 5 stars


Typically a non-fiction book review looks at the intended audience for a book, assesses the author's credentials, and describes what the book set out to do and how well it accomplished that, among other things. However I am feeling lazy and would prefer to just nitpick. My overall reaction to this book? I was disappointed.

* Grant has an introduction where he explains a little about who he is, but the impression I have is that he assumes that if you are reading his book that you know who he is. In certain circles, sure, he's well known, but this is a small circle of people I tend to think among those who are interested in steel frame road or touring bikes - and who probably already know his views (some of them, anyway) and agree with them. His goal, however, is to dispel some widely held views about road cycling that he feels come from the professional cycle racing world and I don't think most of the people of that ilk have heard of Rivendell Bicycle Works or Grant Petersen. (I believe since I have been riding bikes around the DC area for the last dozen years or so I have seen all of three Rivendells.) Anyway, the book would probably work better for many readers if there was more context by providing more of Grant's story and that of his company.

* The "radical" part of this "radically practical guide to riding your bike" is that he disagrees with many commonly held views, but he is then fairly insistent that his views are correct, which in some cases seems a little silly. Really, there is a right view on what to wear when riding a bike? A truly radical view, in my thinking, would be that whatever seems to work for you and your common sense would likely be OK. Occasionally that is Grant's advice, but not often enough.

* Certain statements are repeated several times, but repetition does not equal truth. The suggestion is that carbon fiber forks are dangerous, that they fail precipitously, and anyone other than a professional road bike racer who would own a bike with a carbon fiber fork instead of a steel one is sacrificing safety for trendiness. A single scratch could result in failure, after all! I don't doubt that Grant has seen some amazing failures and in fact I have seen photos of such things on the Internet but this country is covered with tort lawyers and I'm thinking if this was that serious a problem, we'd hear more about it.

* Uh, who was this book intended for? This was not published by Velo Press but by Workman, hardly a cycling specialist publisher, so presumably they were hoping to have reasonably broad sales, not just hard core cyclists. My own public library system, for example, bought six copies, so apparently the review version got good write ups in review tools that public library types use to assess what to acquire. Really though, this book would not be very useful for most public library patrons or other entry-level cyclists; it is more for those who think (actually, are sure) they know something and Grant is going to fix their misapprehensions. In other words, this is not a comprehensive introduction "practical guide to riding your bike" but rather the corrections to that sort of book - which means it can clock in at 200 pages and not 400-plus.

* Gee, it's kind of choppy - I mean, 90 "chapters"? (The 89 chapters are grouped into eight subject-orients parts, such as "upkeep" and "velosophy.") Well, this turns out to be because he cribbed them from himself, from Rivendell's web site (http://www.rivbike.com/kb_results.asp... has some examples) and from their in-house publication known as the Rivendell Reader, some of which is available online, such as this (https://docs.google.com/open?id=0Bzeh...). One oddity is that the Rivendell Reader versions (of the same thing) usually have better illustrations than the book - overall the illustrations in "Just Ride" are not numerous or particularly helpful - the illustration that goes with "frame arithmetic" for example is too small and has an error - bottom bracket height is not distinguished from bottom bracket drop; also, what is shown as "chain stay" should be labeled "chain stay length." (Of course, if you already know all this stuff, the illustration is fine, but again - who is the book for?)

Perhaps most interesting to me is that Grant seems to suggest that he really thinks inexpensive cycling solutions are a great thing - for example, using some duct tape to make an impromptu mud-flap for a bike fender. If you look at RivBike.com, however, you soon discover that most of his customers are living in a different universe, since most of what he sells is pretty pricey - good stuff? Yes, but not inexpensive. In the section on bike weight, he reveals further where he is coming from when he characterizes a "more useful, and more all-around durable steel bike costing between $2,500 and $4,500" as having a "typical, early-twenty-first-century price" for an "'enthusiast level' bicycle." Really, the entry point for an enthusiast steel bike is two-and-half thousand dollars? Yes, at Rivendell Bicycle Works. On the other hand, in the book he says a $50 dollar bottom bracket is perfectly fine and his own store has one for $40.

* My suggestion is to just skip part 4, on "health and fitness."



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DC Area Folding Bike Inventor Dies

Obituary in the Washington Post for Harry Montague who designed full size folding bicycles, patented various processes, and created a company to sell them.




Perhaps the best known Montague achievement, a model sold to the U.S. military

The Montague "Paratrooper" shown above is a full size hardtail mountain bike with the added feature that it folds quickly and easily. The same bike can be purchased for "civilian use." Another version of his military bike, not available for civilian purchase (as far as I can tell) was the TENS, or "Tactical Electric No Signature" (as in radar signature) mountain bike, that had an electric power unit in the oversize rear hub.

Because a Montague does not have a "down tube" (the frame tube that runs from where the pedals are up to where the front wheel is) they are distinctive looking. I have seen a few on the bike trail. The Montague fills a niche for everyday users (not the military) but probably is limited in potential popularity even if they are cleverly designed and well executed. Certainly in terms of "breakdown" speed they are way ahead of using S&S couplers for a full size bike (that require messing, literally, with the chain and so on). But you still have close to 30 pounds of steel and rubber in two pieces (the front wheel is the second piece) that would need to be stuffed in a large bag and carried. Not necessarily easy for carrying along into an office building or on public transit in the way a Dahon or a Brompton would be (among others).

The guy I talked to who owned one said it solved a particular problem he had - he wanted a mountain bike he could take easily on his boat on an occasional basis. So for him, carrying a heavy-ish big sack isn't an issue. And the idea of having something that goes into a car trunk more easily than a standard bike rather than using a bike rack certainly has it's own appeal, even to me.


They are good looking bikes. Clever fellow. Also, David Byrne of the Talking Heads who traveled in recent years with a bicycle used a Montague.

~~~~~~~~~

This is an old post. Someone complained that I used a photo without permission, so I took the photo out and reposted. There may be some way of resetting the date to that of the original post so this doesn't look like a new post but I don't know what it is.

Enlightened Cyclist - Book Review

The Enlightened Cyclist: Commuter Angst, Dangerous Drivers, and Other Obstacles on the Path to Two-Wheeled Trancendence by BikeSnobNYC

My rating: 2 of 5 stars


Bikesnob's first book was better - much better.

The shtick for Bikesnob's blog entries that are good is that he will write somewhat crudely but amusingly about several different cycling related incidents, perhaps one serious (but not seriously presented), and perhaps two or so others that are not serious at all (like something about some goofy pro cyclist thing that happened) and then tie it up cleverly at the end. His first book was engaging and even if it was really an assembly of small bits and pieces it read smoothly enough. The second book reads like the kid who was told to produce a homework essay of 10 pages but really had no more than five pages to say - but manages to drag it out to 10 pages anyway. I swear that in one place there were two long paragraphs one after another that said the same thing, just worded differently.

One can deduce that Mr Snob didn't expect his first book to sell, so he tried hard - god help us, it even included "bikesnobnyc" stickers in it! (Was I supposed to put those on my bike? Crazy.) This time he seems to have assumed he is now an author so he didn't try much at all - with the results that one gets in such situations.



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Blessing of the Bicycles ~ May 12, 2012

In a previous post I talked about the relationship between churches and the popularity of cycling in the 1890s - cycling was viewed by some as bad for morality, giving too much independence to women, and also provided an (unwelcome) alternative to Sunday church worship. This was before you got to aggressive rider behavior!


A view of how the bicycle could be a means to get to church
chroniclingamerica.loc.gov/lccn/sn84024442/1896-08-09/ed-...

The church that I attend (when I'm not out riding my bike ~) is having a "blessing of the bicycles" on May 12, this Saturday, in the Washington DC area.

Concerned for the safety of bicyclists, Dumbarton United Methodist Church will hold a “blessing of the bicycles” for all riders on May 12, from 8:30 a.m. to 10 a.m. at Fletcher’s Cove, where two bike paths intersect (a spot along both the C&O Canal and the Capital Crescent bike trail). Pedalers on a Saturday morning outing will be able to take their bikes to a quiet setting of
trees and grass near Fletcher’s Boat House and receive a brief blessing from the church pastor, Rev. Mary Kay Totty.

More details are available here.

Tweed Ride - 1896

The other day, I mentioned to someone that I had a blog where I discussed cycling history from the 1890s - he immediately replied, "oh, do you go on tweed rides? I can't say the idea hasn't occurred to me, but I haven't.


A "tweed ride" from the 1890s

(This is a new derivative JPG I produced from the TIFF that is better than the 90KB one available online at the moment.)

Title: [Tourists riding bicycles] / A.B. Frost.
Creator(s): Frost, A. B. (Arthur Burdett), 1851-1928, artist
Date Created/Published: [1896?]
Medium: 1 drawing : wash.
Library of Congress
www.loc.gov/pictures/item/2010715930/

The post-2000 period tweed ride phenomena seems to have been a coming together of a retro fashion interest with a retro cycling interest in fixed-gear cycling. Over time, however, the fixed-gear aspect seems to have fallen away.


A tweed ride rider in Washington, DC, 2011

One obvious difference from the 1890s experience emulated is that the modern tweed ride is far more urban. Nevertheless, a good opportunity to build good karma for cycling.


More DC tweed ride 2011 photos

Getting On a Bike, 1899-Style

Dr. Neesen's Book on Wheeling published in 1899 has this guidance:

In learning to mount, head your wheel for the down grade, place your left foot on the little projection on the rear axle, shove off with the right foot, raise up on your left foot, and balance that way until the right pedal rises to its height, then place the right foot on it, glide into the saddle and seek the left pedal with the left foot. Experts are in the habit of mounting directly from the pedal as a horse is mounted. This requires considerable skill. Dismounting, however, is done from the pedal. Just as the pedal reaches it lowest level, and is about to rise, stand up on it and fling the other leg over the saddle. Mounting from the pedal is done in the same manner.

Of course, this mounting from a peg on the left of the rear wheel is quite different than what is generally done today. One may wonder why they felt that "considerable skill" was required to mount the bicycle as we typically do today, and the answer would be that this is a fixed gear arrangement so that whenever the bike moves, the pedals spin - there is no coasting possible - and this would make getting on a moving bike with the left foot on the left (spinning) pedal more difficult, assuming you try to get moving and get on at the same time (which apparently was the thinking).

I noticed an image at work that needed to have its "title construct" (a made-up title that describes what the cataloger sees in the image) updated.


"Man on bicycle pushing to follow bicycling man in distance" - the original title given

In fact, this is a man getting on his bicycle, perhaps to give chase to the other cyclist. You can tell by where the left pedal would be compared to the right and where his left foot must be - he has his foot on the "peg" and is getting ready to swing himself up onto the seat.

Following my advice, the title was changed to this: "Man in foreground mounting bicycle to follow bicycling man in distance."

French Chainless Bike, 1890s Poster

My terrible effort pasting together two halves of a scanned poster

Another follow-up on the shaft drive bike-share bikes in Los Angeles - they have been around forever, so if there was something so great about shaft-drive bikes, we'd have a few more being made today.

This poster is for a French bike from the late 1890s and pushes the chainless aspect - it isn't so much pro-shaft drive as anti-chain.

Title: Acatène Velleda / / L. Baylac, Biarritz '98.
Creator(s): Baylac, Lucien, 1851-1913, artist
Date Created/Published: Paris : Imp. Kossuth & Cie., 1898.
Medium: 1 print (poster) : lithograph, color ; 156 x 118 cm.
Summary: Advertising poster for the chainless Acatène Metropole bicycle with G&J tires showing the Germanic priestess, Velleda, a legendary leader of the Batavian uprising against the Romans, with a bird of prey carrying chains and the Latin motto "Vae Catenis," or "Woe to Chains," above its head.
From the Library of Congress
Persistent link to full record

In the good old days of digitization, a large-ish poster like this was scanned in two pieces and the two parts offered up separately, leaving it to others to piece them together. The images are skewed and I could have probably done this better if I fiddled with it, but this is a lot better than what you see here.

The LA shaft-drive bikes have a chain stay (well, what else do you call it, even if it is a chainless bike??) plus the shaft drive, but this older bike follows the more "elegant" design of replacing the right side chain stay with the shaft drive shaft. So, you have to give the old time bike designers credit for that.

30 Year Old Bottom Bracket - Replaced

My 1982 Bridgestone Sirius - while it had its original 1982 bottom bracket still installed

When I acquired this Bridgestone frame and fork and started riding it, about a year ago, it still had the original bottom bracket installed. The spindle spun nicely and since it was a cartridge type (not loose bearings) I didn't attempt to lubricate it. Probably that was a mistake.

At this point, last year, the original bottom bracket seemed fine

After probably 1,000 miles or so, the spindle suddenly became quite crunchy in its travel. However I was not able to get the bottom bracket out of the bike, even after I bought what I thought was the necessary tool. I took it to my local bike shop and they couldn't get it out, either - the mechanic recommended I try using a torch to heat up the bracket and (hopefully) get it loose. This might well wreck the paint, which seemed too bad, so I put the bike aside for a while to think it over.

Eventually I got the torch and the bike together. Apparently the bike thought better of its attitude once it saw the torch, because when I gave one last try to get the bracket to break free, it came loose immediately. After that, it was back to the local bike store to let them replace the bottom bracket with a new one. I could have done it myself, but they have been pretty helpful lately and not charged me anything, so about time to let them actually do something (AND charge me for it).

30 year old SunTour bottom bracket, now a souvenir

LA Gets the Shaft (Drive Bikeshare Bikes)

The LA Times has an article about a new bikeshare program in Los Angeles: "Los Angeles Mayor Antonio Villaraigosa will unveil a $16-million bike-share program Sunday that aims to put thousands of bicycles at hundreds of rental kiosks across the city."

Much of how the LA bikeshare program will be structured is like Capital Bikeshare (which isn't particularly surprising) however the bikes themselves are fairly different. I don't really get how the company, Bike Nation, makes money at this - they pick up the entire capital investment cost (the sixteen million bucks). Here is another description of the business aspects - the comments are fairly interesting.


It appears this patent is for the Bike Nation bikeshare bike, with airless tires, shaft drive, and absurd basket (but not with final design's step through frame)

To me the technical aspects of the Bike Nation bikeshare bike are the most interesting. The LA Times article notes that, "The bicycles are made without a chain and have special tires to reduce the possibility that they will get a flat or break down during their trip."

Opinionated as I may be (for someone who doesn't really know that much), I do not have strong feelings about the airless tire business. Sheldon Brown, some years ago, didn't express much enthusiasm, noting that, "Airless tires have been obsolete for over a century, but crackpot 'inventors' keep trying to bring them back. They are heavy, slow and give a harsh ride. They are also likely to cause wheel damage, due to their poor cushioning ability. A pneumatic tire uses all of the air in the whole tube as a shock absorber, while foam-type 'airless' tires/tubes only use the air in the immediate area of impact." However it doesn't seem impossible that someone clever could come up with a design that could do a decent job with shock absorbing and not add much weight or performance problems. It does appear that most airless tires to date are not very easy to get on or on the wheel rim, but for a bikeshare bike that would be a mechanic's problem.

I have much less enthusiasm for the shaft drive idea.

The Bike Nation bike doesn't use a traditional chain but rather a shaft drive. Shaft drives have been around since the 1890s but never really caught on since they are (a) more expensive, and (b) less efficient. Also, taking a rear wheel off a bike with a shaft drive is going to be more annoying to repair a flat than a standard chain bike (but of course not a problem there with airless tires!).


Shaft drive bikes have been around . . . practically forever

Shaft drive intuitively seemed to some like a great idea compared to "dirty" traditional chains, but they never became popular. For motorcycles somewhat, for bicycles no. That doesn't mean that various bike companies haven't tried to bring it back from time to time . . .

Eventually Bike Nation will supply more info about "What’s so special about the Bike Nation bicycle?" but for now, the link for "more info here" doesn't work. (Perhaps they are still doing research.)


A bikeshare program bike in Paris, with a chain and air-filled tires - but what do the French know about cycling

Also, the French bikeshare bike has a deep basket, while the LA bikeshare bike has a flat shallow basket. I guess with bungee cords stuff could be made to stay in the basket.

Learning to Live with the e-Bikes

Until recently, I almost never saw e-Bikes - there is one fellow near where I live who rides along much of the same route I take who, depending on our respective schedules, I would see often enough, but that was pretty much it.

Suddenly I am seeing them a whole lot more - I assume this is a result of higher gasoline prices combined with increasing options for the e-Bikes available. I am having trouble getting used to them, which is not very tolerant of me, I guess.




An e-Bike, parked on the bike rack where I work

Wikipedia has a reasonably good article describing e-Bikes, although some of the conclusions aren't terribly current, based on 2010 information. The kind of e-Bikes I am seeing are various types of "hybrids" that combine pedal power and electric battery driven power - I think most of these require pedaling in order for the electric drive to engage, but it isn't obvious when looking at them whether this is true. By federal law, they are supposed to be limited to 20 mph with electric power alone and 750 watts.

The above e-bike, which has been parked recently at work, is a http://prodecotech.com/bikes/storm-500/">Prodeco 'Storm-500' model (the 500 is for 500 watts). It has the most common configuration I am seeing, with the drive in the rear hub - I believe that the the drive system (in the hub) is made by a separate company, because I see this same sort of hub on different companies' products. The main utility of this is that it means the chain doesn't have to carry the power of the motor's propulsion, just the (much lower wattage) energy of the rider, so presumably no special chain is required and all the parts of the bike associated with the chain are the same as a regular bike. (Another way of achieving this result is to put the drive in the front hub.)

The information on the Prodeco web site is a little vague. It does not appear one has to pedal to engage the motor, since it has a "Press the Throttle for ‘Power-On-Demand’ propulsion system." I assume the frame is still, but perhaps it is aluminium - they don't say. The "group" is reasonable, although I'm not sure I agree entirely with the later part of Prodeco's statement that it has, "High quality components (as with all Prodeco, we use only the highest quality components)." In some of their choices, they could have made more costly choices that would have represented higher quality, I think. The most obvious place to offer something better would be the cable actuated disk brakes, where hydraulic would seem a better (but more pricey) choice. But if one accepts that the cable brakes are OK, then what they have is "the highest quality" (since there isn't that much difference between the choices, as far as I know). The rotors are nice and big, which should help.

The Prodeco site also leaves the bicycle weight out of their "product details" - but lifting the Storm-500 up at the bike rack, it's clearly over 50 pounds. (I did find a review of the 200 watt Storm model saying it weighed 46 pounds, so "over 50" seems about right comparing features etc.) One of Prodeco's priorities is to keep the weight of the bike down compared to other companies' products, but without the electric propulsion, riding this bike would be a real chore at this weight. So I'm not sure I'm very impressed with its "low weight." For $1,299 however, it seems like a pretty good deal, all things considered.

It still takes some getting used to, having folks who don't exactly look like Speed Racer zipping along on the trails with these things - again, I need to work on my tolerance. I remind myself that they are more like cyclists than motorists, and therefore presumably our ally - but I'm not all that sure. I read in Wikipedia that one in eight bicycles sold now in the Netherlands are e-Bikes, so we likely have many more such bikes on the roads and trails in our future.

Something to ponder.

By the way, electric bicycles were attempted very early after the introduction of the diamond frame "safety" bicycle - here is a short item from the 1892 "Pittsburg Dispatch" (yes, spelled without an "h" at the end of Pittsburgh).

ELECTRIC BICYCLES

One Devised in England for Which Great Things Are Claimed.

SOME GROUND FOR GRAVE DOUBT as to the Practicability of the Machine Until Thoronghly Tested

THE LATEST ABOUT THE SUBTLE FLUID

The electrical bicycle is again cropping up. This time it is in England, and its inventor promises to give the public a machine that can go from the most northerly to the southern extremity of Great Britain without stopping to have its batteries refilled. The weight of the batteries when filled with liquid is to be 44 pounds, and the whole weight of the apparatus is to be 155 pounds. The English financial papers also announce that a small company is to be brought out with a capital of $15,000 for the manufacture of electric cycles. Until, however, the practicability of the electric cycle is demonstrated beyond question, the public may be pardoned some degree of incredulity concerning it. The electrical tricycle, which was designed by a well-known electrician in this country some two years ago, failed to reach the practical stage, and although the storage battery is turned to better account in England than here, the record of English electrical bicvcles is not by any means satisfactory. Whether this latest form of bicycle will be an improvement on its predecessors remains to be proved.

By "subtle fluid" they mean electricity. Of course, electric, steam, and gas-powered two wheel and three wheel vehicles evolved into cars. Round and round the cycle goes. So to speak.

Little Lost Bikes

Riding to work, I saw these bikes by the tidal basin, not far from the Jefferson Memorial. Three days in a row! (Going home, navigating the intersection there, I kept forgetting to look to see if they were still there in the afternoon.) Today I looked up the vendor, Capital City Bike Tours online and sent them an email.


After more than 48 hours locked here, still both in one piece

Michael,

Thanks for the email and the heads up. I appreciate you letting us know about this. As it turns out, some guests who rented them decided to not bring them back. Anyway, we took care of it and picked them up today.

Thanks again and have a great day!

So, they were then rescued. Even if they are slightly beach cruiser-ish rental bikes, better they should return to service in one piece.

I was reminded of the photo book, Bicycles Locked to Poles This is a most peculiar book of photographs of books, mostly partially or completely vandalized, locked to poles in New York City.


This isn't from the book, but is the sort of thing that is

Of course bicycle theft has been a problem since . . . there were bicycles to steal. The Washington Times had an article, for example, in December 1899 that reported on this issue:

THE THEFTS OF BICYCLES
How the Thieves Secure Possession of Valuable Wheels.
The methods of regularly organized gangs of robbers exposed by the police - Machines, shipped out of the city others rebuilt - One good effect of the cold weather.

According to the reports at Police Headquarters the bicycle thieves who have been carrying on extensive operations for months past and particularly during the warm weather period, have to a very great extent ceased their operations. As a result tho complaints of bicycle thefts which until recently have been numerous are now reduced almost to a minimum, and the prospects are that as long as the cold weather continues the present condition of affairs will exist.

The diminution in the number of complaints, or rather the fact that a decrease in the number of thefts is apparent. Is attributable, say the police, directly to the weather conditions. The police claim that cold weather is in more than one way responsible for the scarcity of bicycle thefts.

Detective Muller, of headquarters, whose especial duty it ist to look out for and recover lost or stolen bicycles, and arrest all such thieves, stated yesterday that the most annoying thief which the police had to deal with was the sneak who made a business of stealing bicycles.

According to Muller no one can tell where the bicycle thief is going to turn up. He will steal a bicycle in one portion of the city in the morning, and before the sun sets will have made off with one and sometimes more from other sections. Almost invariably the thief leaves no clew [sic] and is only captured when, after weeks and sometimes months, he gains enough temerity to offer his ill gotten gain for sale.

Even then it is often the case that the original stolen bicycle is so disfigured that it is almost an impossibility to identify it. The recent arrest and conviction of a regularly organized gang of bicycle thieves and the recovery from them of a number of bicycles exemplified the difficulty met by the detectives in establishing the ownership of such recovered property. . . . .

The article continues further with more details of bicycle theft in DC at the turn of the last century. I like the idea that cold weather is good since people keep their bikes indoors, don't use them, and therefore they aren't stolen so much.


An ad from 1898 pitching "Bicycle Protective Company" services

Bicycle Protective Company? Well, we don't have that today.

Searching for "Queen of the Wheel"

Even though I'm a librarian, I am often surprised by how difficult it is to find images from cycling history that have been digitized and put on the Internet - particularly when you are pretty sure they are out there!

Looking at David Herlihy's book, Bicycle: the History, one can find many interesting photos from cycling history - if one searches for really interesting ones in the book online and finds them, perhaps nearby will be other interesting cycling history photos - well, it's a theory. Which brings us to "Queen of the Wheel," a photo taking up all of page 413 of Herlihy's book with a caption that says, "'Queen of the Wheel,' copyrighted in 1897 by the Rose Studio of Princeton, New Jersey."

Aha - "copyrighted" - so I thought to myself, perhaps he got this from the Library of Congress, since photos deposited for copyright that are now in the public domain are sometimes digitized and put into PPOC, the Prints & Photographs Online Catalog.


Queen of the Wheel from the Library of Congress

Title: Queen of the wheel
Creator(s): Rose Studio, photographer
Date Created/Published: c1897.
Medium: 1 photographic print.
Summary: Photograph shows studio portrait of a partially nude young woman, dressed in white flowing material, sitting on a bicycle, holding a glass of wine.
Library of Congress
Full record:www.loc.gov/pictures/item/2011661551/

So, as it turns out, this was correct - sort of. The Library of Congress has digitized "Queen of the Wheel" but when I looked in the "Illustration Credits" in Herlihy's book, this item is credited not to the Library of Congress but to "The Granger Collection, New York." So, what is that? Their slogan is, "The people, places, things, and events of the past . . . in pictures!" (R) but "Registration at this site is open to professional buyers of pictures only, not the general public." and "At this time we are unable to furnish any illustrations for personal or school use." So for most of us - this is not for us.

What likely happened here is that Granger (or someone) had the item duplicated at the Library of Congress in film and then digitized that reproduction. (I can't be sure that the Granger copy is from the LC item, but it seems most likely - as with all such images-for-sale outfits they aren't going to tell you such things.) In fact, the Library of Congress image is not from the original either, but digitized (as it says in the record) from "b&w film copy neg." One also notes that the record does not include the dimensions of the original item, a cue that the original wasn't even looked at in order to create the digital version. (So, to be clear - LC has the original, but digitized a surrogate to save wear-and-tear on the original.) To sum up - Granger (or someone) at some point in the past bought a film copy for their own use, the Library kept a copy of the negative for itself, and only relatively recently digitized that negative and made it publicly available.

What is amazing to me is that one can go to Granger and purchase digital copies of many such photographs and other visual materials that are in the public domain or you can go to places like PPOC and find high resolution copies that are free. (But remember, as PPOC says in every record, "Rights assessment is your responsibility.") Granger's view is they have a copyrighted interest in these reproductions that they can defend (their image of the image) while the government view is that the government agency (the Library of Congress) does not have any copyright in the reproduction - all rights are associated with the underlying source material (in this case, in the public domain) and not in the government funded reproduction. (Note that I am speaking for LC officially . . . )

For example, Granger will sell you a high resolution copy of the cowboy with a bike that I blogged about recently. Or you can purchase copies of Lewis Hine images of bicycle messengers from the early 20th century, such as the one below, that are freely available in PPOC. (Here are 158 photos of messengers by Lewis Hine, mostly with bicycles - a very compelling, if sad in some cases, set of photographs.) Granger's version of the Shreveport messenger, by the way, is from the color version below that they then converted to grayscale. PPOC has both the color version from a print and a grayscale version from the glass plate negative. The two are cropped somewhat different.


A Lewis Hine photograph in the public domain at the Library of Congress

Title: Fourteen year old messenger #2 Western Union, Shreveport. Says he goes to the Red Light district all the time. See Hine report on Messengers. Location: Shreveport, Louisiana.
Creator(s): Hine, Lewis Wickes, 1874-1940, photographer
Date Created/Published: 1913 November.
Medium: 1 photographic print.
1 negative : glass ; 5 x 7 in.
Library of Congress
www.loc.gov/pictures/item/ncl2004002194/PP/

A final mystery - Granger's title for the photograph "Queen of the Wheel" is "One for the Road" and they give the publication date as 1900, both clearly wrong. So even though Herlihy got the image from Granger, he then corrected their citation information. Strange.

My search for Queen of the Wheel was kind of a dead end - the only digitized photograph from this "Rose Studio" in PPOC is this one. And I still don't know if it was created as some sort of 1890s erotica or if it was to serve as the inspiration for one of the many stylish bicycle company posters of the time, such as this one below (with a man, for a change).


Orient cycles lead the leaders

On Bicycles (Book Review)

On Bicycles: 50 Ways the New Bike Culture Can Change Your Life by Amy Walker

My rating: 4 of 5 stars

This is a collection of fifty four-to-eight page essays on various aspects of bicycling, organized in four sections. The essays in the first section, "All the right reasons," are the part of the boom intended for those who may be new(er) to subject of "bike culture" (which I take to mean urban cycling as a significant part of one's lifestyle). Otherwise I think the intended audience would be people who have some knowledge and interest but want to know more - a blurb states, "the 'Whole Earth Catalog' of bicycle culture for the current era."

The editor, Amy Walker, is a co-founder of a cycling "lifestyle magazine," Momentum Magazine, that advocates "smart living by bike." Momentum is a little too youthful for my taste but this book is broader than that. Walker also wrote several of the essays.

The essays are good, and reasonably thoughtful. I came away with some new information and some new things to think about, which I like. The essay "Cycling for all abilities and needs" makes good points about problems with the so-called vehicular cycling approach for many folks, for example.

I had heard of some of the authors - Jeff Mapes, author of Pedaling Revolution, has several essays here.

Even though the book was published in 2011, some of it is already somewhat out of date. A chapter on bike sharing is probably the most glaring example, but an essay about bikes with internal hubs (that remove potentially messy and complicated derailleurs from the bicycling equation) describes a lack of popularity for these hubs that is not nearly so true now.

Perhaps the only complaint I have is that the underlying feeling is almost like this bicycle culture lifestyle is a religion that will require conversion and a significant commitment, when I know from personal experience that you can move in this direction more slowly if that is more appealing - and economical. On the other hand, nothing in any of the essays seemed completely outlandish or annoying and much was interesting or entertaining.

View my list of cycling books and reviews

Americans & Narrow Tires in the 1890s

It is not so easy to come up with certain kinds of historical information about cycling, but mass digitization of many out-of-copyright books has certainly offered up material to plow through looking.


The basic (really basic) view of the single-tube tire, popular in America

In reading Peddling Bicycles to America recently I came to understand that most Americans in the 1890s and into the 20th century used "single tube tires" but I really didn't understand much about them - But I then found Pneumatic tires, automobile, truck, airplane, motorcycle, bicycle: an encyclopedia of tire manufacture, history, processes, machinery, modern repair and rebuilding, patents, etc., etc. ... in Google books, by Henry Clemens Pearson, published by the India Rubber Publishing Co. in 1922. While it talks a great deal about car, truck, and other tires, it also has a section about bicycle tires.

It starts with this introduction:

History Of The Bicycle Tire

The history of bicycle tires has not been studied as carefully as it deserves, because the majority is not so much interested in historical development as in actual results. Inventors and a few who are students by nature may be interested, but they generally prefer to read their history at first hand, which is in the patent office reports.

Ah yes, actual results. After some discussion of this and that, it continues:

The Single-tube Tire In America

. . . Nevertheless, it was not the Morgan & Wright tire, built by tire specialists, but the Hartford tire [a single-tube tire], built by a bicycle manufacturing company, that ultimately triumphed in America. The reason for this lies partly in the love of Americans for fast riding and partly in their mechanical aptitude and ability to handle tools. While the Europeans were riding 2-inch double tubes, held on by wires in France, and by beaded edges in Germany, and by both methods in England, the tendency in the United States was wholly toward single tubes of even smaller diameters, it having been found that a small single tube, pumped hard, is the fastest of all for road use. The Tillinghast Tire Association, which controlled the manufacture of all single tubes, finally produced an article which represented the high-water mark in bicycle tire making, in resilience, cheapness, beauty and speed. For anybody with deft fingers, it was also the easiest of all to repair, and this fact appealed strongly to the American.

So, the theory that thinner tires inflated to a higher pressure will encourage going faster - lower rolling resistance - than fatter tires inflated less goes all the way back to the 1890s. (Of course this says nothing about the accuracy of the theory, just that it is of long standing.)


Above, a single-tube tire, mounted on a rim - no clinching!

Then there are more somewhat complex ruminations about the European use of something other than single-tube tires . . . mostly included here for the slightly amusing categorization of the mechanical aptitude of various nationalities.

Though American single tubes invaded Europe and found hosts of friends, on account of their many virtues, the question of their repair could never be mastered by either the British or the Continentals. Could the Tillinghast Association have set up repair shops at convenient places throughout Europe, single tubes might have swept the world as they did America. Even despite hostile tariffs, they were sold in Europe cheaper than the home made kind. There were only 200 single-tube tires made in United States in 1891, while 1,250,000 were sold in 1896. In England the single tube was cultivated during the early years, the Avon Rubber Company being most successful; then, too, the W. &. A. Bates Company was using plugs for its tires in 1892; so that the repair of single tubes by the regulation method has been known in England as long as in America. The British are tolerably quick with tools, and the reason that the double-tube tire survived in the United Kingdom is probably to be found in the prevalence of hedge thorns on the English roads. These hedge thorn pricks are easily stopped with the thick repair fluids which were later developed here in America; and had the English known of this method early in the day, the single tube might have had a different history there. There are no hedges in France, and the avowed reason of the failure of the single tube there was the inability of the French to repair it. Another reason was probably due to the great influence of the Dunlop company there, no less than to the great growth of the Michelins. Even to this day, the wired-on tire is the dominant type in France.

A British "clincher"

The book then includes, apparently for amusement, a photograph of the largest tricycle in the world (and its tires) described in an earlier post - this photo is different than the one I used that came from a magazine of 1897.


Poor quality due to low quality original and Google book digitization processes - the immense Vim tire sales aid, a nine-man tricycle

It is of course difficult for the non-specialist (that is, me) to be sure I am understanding what is suggested by all this, but it is still entertaining on some level. The more things stay the same, the more things . . . stay the same. Or so it seems reading this.