CHAIN PROTECTION.
All through the preceding articles of this series the words “gear
case” appear here and there, and with good reason, too, for the year
1898 marks the beginning of the era in this country of enclosed chains
by the use of what are called gear cases. They cannot, however, be
strictly classed as a novelty, because they have been known and largely
used abroad, particularly in England, for some years past. At the New
York Cycle Show of 1896 the only bicycle having a gear case on it was
one shown by the makers of the “Singer,” a bicycle-making company of
Coventry, England, who showed a gear case made of metal, leather and
transparent celluloid. Since that time a few returning tourists have
brought with them foreign models with gear cases attached, which,
unfortunately for the rider’s comfort and pleasure, were received with
a great deal of ridicule and derision, so that even the riders of these
cycles bearing the imported gear cases, not being made of that “stern
stuff” that pioneers should be, surrendered to public criticism, and,
while they knew a gear case is a good thing, took it off in order to
avoid being used as the butts of the wit of their facetious friends.
The introduction of the bevel-geared cycle, with its neat gear case,
has done much and will do more toward enforcing the necessity for a
gear case on all of our chain-driven cycles. In England no bicycle
is considered complete without a gear case, but, notwithstanding the
fact that all the authorities on the sport and mechanics of the trade
of this country have approved of it, not until this season has it
gained a foothold here. It certainly cannot be because “it is English,
you know,” for everything on the American cycle today, excepting the
wood rim, originated in England. The imported gear cases are clumsy
and heavy, and, being made mostly of metal, are apt to be noisy. The
1898 gear cases of American make are made of a combination of rubber,
leather and metal, and are light, noiseless and graceful, and most of
the leading makes of the chain cycles for the coming season are built
with sufficient clearance to take a gear case. The cases are catalogued
and offered as an option at an average cost of $5 extra, and this last
item suggests that the case might have been more popular before but
that the makers did not care to add the cost of it to their product in
the face of a falling market price. Many of the great retailers will,
however, place them on their $75 models without any extra charge to the
purchaser.
CLEANLINESS INSURED.
The enclosed chain, obtained by adding a gear case to the chain wheel,
provides every advantage in one respect claimed for the chainless.
It has been shown by extensive tests of Prof. Carpenter of Cornell
University and Prof. Goodman of the Yorkshire College in England that
when a chain is clean and not worn it loses less than 1 per cent. in
friction, thus realizing over 99 per cent. of the applied power. How
is it possible to obtain any better mechanical movement? These same
authorities agree that beveled gears under the best conditions must
develop from five to ten times the friction of the chain. This low
percentage of friction, however, is obtained only with clean chains.
They find that as the chain becomes filled with grit or mud it rapidly
increases the friction, running up as high as 10 per cent. Your bicycle
comes to you from the dealer with the case attached, chain lubricated
and adjusted ready for immediate use, and from that time on you learn
to forget that there is a chain on your bicycle. It runs easily,
smoothly, through rain and mud, over roads thick with dust, in the
penetrating moisture-laden air of the seashore, under all conditions of
road and weather the same easy running wheel, always ready, doing away
absolutely with all care of the chain; the chain and sprockets always
in perfect condition, realizing 99 per cent. of the power applied,
never “stretching” or wearing appreciably.
[Illustration: FROST GEAR CASE.]
If in business costume the wheel may be used, as there is no dirty
chain to soil the clothing. One finds that he can ride longer distances
with less fatigue than formerly. Hills are more easily surmounted. The
disagreeable sensation of a slack chain is done away with, the chain
remaining exactly as it is adjusted, and there is a new sensation of
absolute control over the wheel. Long distance trips become a new
source of pleasure, for you come home with the same easy running
wheel with which you started. Men who ride for speed find that they
can push a much higher gear with the same expenditure of power. The
lubricant rests unused in the tool bag, the chain brushes and cleaning
paraphernalia gather cobwebs. In addition to all these comforts
the lady rider finds herself independent of the small brother’s
high-priced services. She mounts and rides with perfect confidence,
knowing that by no possible means can her skirt catch in the sprocket
or her heel be hung in the chain guard lacings, while her skirts remain
clean and free from greasy streaks of an exposed chain. She may be
a business woman with but limited time for riding. Every moment is
available with the enclosed chain. The silent steed standing groomed
and ready. So far as its care is concerned the chain ceases to exist. A
neat, stylish cycle, with all running parts covered and protected, and
with a decidedly smart appearance, takes the place of the half-finished
cycle of the past, with its greasy, dirty, bare-looking chain.
Century riders, tourists, military cyclists, pleasure riders, and, in
fact, wheelmen and wheelwomen of every description, have found pleasure
and comfort hitherto unattained.
ITS OTHER ADVANTAGES.
To sum up the advantages of the enclosed chain model as demonstrated by
the experience of riders during 1897 with a gear case attached to their
cycles (the latter comprising almost every make of bicycle in this
country), riders have found that a gear case:
First—Actually excludes dust, driving rain, mud
and all foreign matter, keeping the chain, sprockets
and the bearing absolutely clean, meaning an easy
running bicycle, always ready for service, and
requiring no attention to the running gear for an
entire season.
Second—Its use allows the bicyclist to ride in
business costume, it being impossible for the chain
to soil the trousers, and there being no danger of
catching the clothing between the chain and sprocket.
This feature also strongly recommends it to lady
riders.
Third—The bicycle is always ready for service.
This is an important matter with many people,
especially those who use the bicycle every day for
business purposes.
Fourth—It adds to the appearance of the bicycle,
giving a style and finish impossible with the dirty
chain and sprocket in view.
Fifth—By reason of its construction, it is
practically noiseless, the most important feature to
cyclists.
Sixth—It transforms the bicycle from an article
of luxury useable only under certain conditions, to
a practical vehicle useable under every condition of
the road and weather.
Seventh—It has been found of great value by
military cyclists, as it enables troops to move with
twice the celerity possible under the ordinary open
chain, to say nothing of the time saved in not having
to clean the gear.
[Illustration: RACYCLE GEAR CASE.]
At the ’97 Cycle Show, held in Chicago, an American gear case was
exhibited for the first time, and this exhibit was noted with a great
deal of satisfaction by all the mechanical writers of the cycle trade
press, who had long labored, written and talked a great deal for this
desirable accessory. Among the gear cases exhibited at Chicago at that
time was one invented by W. H. Frost of New York City; another by S. D.
Childs & Co., and another by H. Lauter of Indianapolis. The makers of
the Ben Hur showed a model fitted with what they called the Wainwright
gear case. The Stearns Company also had a gear case attached to one of
their models, and a Falcon exhibited was also provided with one. The
makers of the Cleveland showed a gear case of their own production,
and a Wolff-American was shown fitted with a Blumel celluloid gear
case, but this last was of English manufacture. Since that time a
careful census of all the catalogues that the makers have sent out this
year shows that nearly every cycle maker of prominence has arranged
sufficient clearance at the crank shaft and rear wheel so that a gear
case of some kind can be fitted to it, and a few of the makers are
turning out gear cases of their own, the notable ones being the makers
of the Racycle, Rambler, Cleveland, Humber and Aluminum, and there are
three makers of gear cases who supply them to the trade, these being
known as the Frost, Centliver and Safety gear cases.
LEADING ’98 GEAR CASES.
The Rambler case offers practically all that is claimed for a
chainless wheel with enclosed gear, with none of its objections and
uncertainties. It is absolutely mud and dust proof, and is one of the
neatest, least obtrusive and most practical of all gear cases we have
seen, being easily attached and detached. It is made of cold rolled
drawing steel, and is light and noiseless. All seams are locked and
no rivets are used. The entire chain is enclosed, as are also the
front sprocket teeth. The centre and arms of the front sprocket are
not covered, but the dust is excluded from the front sprocket teeth,
and chain passing over them, by two large felt washers (much like
those used in bearings, only larger) placed one on either side of the
sprocket. The rear axle nut may be loosened, and the chain adjusted
without disturbing the case.
[Illustration: SAFETY GEAR CASE.]
The Cleveland case is made of aluminum, patent leather and transparent
celluloid, and while it is a very light and attractive gear case, it is
a desireable one, and wholly dust and storm proof.
The St. Louis Aluminum Casting Company is now showing its models of the
1898 Lu-Mi-Num. The special feature, which is rendered practical by the
company’s special process of frame manufacture is the fixed gear case.
This is an integral part of the frame, being cast in one piece with it.
The back wall of the gear case takes the place of the right hand rear
fork, thereby adding very materially to the strength of the frame. The
front of the case is composed of a celluloid plate, which is sprung
into it and fastened securely by two screws. It can be removed from its
place readily, and consists of only three pieces. The celluloid being
transparent, the working of the chain and sprocket may be seen, and the
chain may be oiled from the top of the case, immediately over the front
sprocket.
On the Special Racycle the gear case weighs only a few ounces more than
the same model without it. The case consists of a section of D tubing,
three-quarters inch wide, brazed on, and made part of the frame in
place of the right side rear fork, which is dispensed with. The right
hand rear stay, however, is carried down at an angle below the line of
the rear wheel axle to the bottom part of the gear case, thus forming a
brace for the upper and lower part of the gear case, and the gear case
as thus constructed adds greatly to the strength of the entire frame.
The sides of the gear case are made of transparent sheets of tough,
pliable celluloid. They are strong enough to withstand any ordinary
accident, and being detachable can be renewed at any time at a small
cost. The construction of this frame and gear case is certainly unique
and original, and may be said to be one of the few novel features shown
in 1898.
The Centliver gear case, which is detachable and can be fitted to any
make of bicycle, is made by the L. A. Centliver Manufacturing Company
of Fort Wayne, Ind. This case is made entirely of metal. No rubber or
leather is used in its construction. Sheet aluminum is used, shaped
under heavy drawing presses, by which operation the metal gains great
strength and rigidity, besides being lighter than any other metal or
material that could be used. Cases are furnished either nickel-plated
or enamelled, as preferred. The simplicity of attachment is remarkable,
as it does not require any mechanic to attach it. Any one familiar with
handling a bicycle can do it in a few minutes in the following manner:
Remove the chain, then place the two parts together over the sprockets,
forming an interlocking union. Set the case in position and adjust
clamps. Replace the chain, inserting the chain bolt at front end by
springing the case slightly. Keep the band in original shape. Be sure
to have it in its proper place before tightening. The bolt can then be
set with a small wrench.
The 1897 Humber had a metal case which very much resembled the metal
cases used in England. This same case is furnished in 1898 by the
Humber Company, and is a very practical one. It was quite largely used
last year in New York and Brooklyn.
[Illustration: RAMBLER GEAR CASE.]
The Safety Gear Case is the patent of James Parkes of Toledo, O.,
and the essential features are as follows: The best quality of
harness leather is used in its manufacture, and is first treated with
a solution of their own, which renders the leather very hard and
impervious to water. The leather is then pressed in an iron form, in
two similar sections, one of which fits over the upper half, and one
over the lower half of the sprockets and chain. These two sections are
held together by means of two patent hook fasteners at the ends and a
system of lacers down the side of the case. On the inner side of the
case an aluminum plate, through which the rear hub passes, is arranged
to slide freely with the rear wheel, thus permitting the chain to be
lengthened or shortened without removing the gear case. The case is
light, noiseless and dust-proof. A large variety of patterns are made,
and the case is made in sizes to fit any style of bicycle. The leather
is finally enamelled in any desired color, thus making a beautiful and
attractive addition to any bicycle.
ORIGIN OF THE GEAR CASE.
With the Englishman’s idea of utility, the first thought was to
completely cover sprockets and chain with a large sheet metal case,
upon the same plan as gear cases had been previously used in mills
and factories for enclosing running chains. Various devices for gear
cases were in use when, in 1886, J. H. Carter patented in England an
oil-containing gear case for bicycles. This was a standard in gear
case construction for some years, riders thinking it necessary to keep
their chains running through a bath of oil in order to insure easy
movement of the joints; however, it was discovered a few years later
that a chain would run equally well without the oil bath, and, in fact,
there were many disadvantages about keeping a chain constantly soaked
in oil, especially because the oil would gum and thus retard rather
than assist. In the early nineties gear cases were brought out, of many
constructions, but the standard set up by Carter remains to this day
the English idea of a case, and, with all of their improvements in case
construction, they have not gotten very far beyond it.
To the English mind a gear case must be made entirely distinct from
the bicycle itself, not a part of it, but an accessory that shall
be quickly removable or attachable after it is once fitted. This,
of course, necessitates a great many joints, and as joints of thin
material, whether sheet metal or celluloid, cannot be perfectly made to
exclude dust and driving rains, and as such joints are always more or
less noisy when a bicycle is in use, they are not even yet satisfied
with the gear case, but realize its great usefulness, even when only
partially efficient, so that it has become a fixture on nearly every
English wheel. Several attempts were made to introduce English cases
into this country, but with lamentable failure, for several causes. In
the first place American bicycles are not built to take English cases.
ESSENTIAL QUALITIES.
Every American bicycle has individualities of its own, and especially
in the running gear. No clearances have been allowed, and it is simply
out of the question to attach the foreign type of case unless the
bicycle is built for it. However, in some instances, bicycles were made
with that end in view and the cases were attached, but American riders
found that their unsightliness, excessive weight and inefficiency made
them more of a nuisance than a help, and the gear case came into public
disfavor. However, in spite of these discouragements, the necessity
of a clean chain appealed so strongly to an American mechanic that,
without any knowledge of the gear case constructions of Europe, he
set to work to devise a method of thoroughly protecting the chain,
and during the season of ’96 made many experiments to ascertain the
construction that could be successfully applied to American bicycles
and appeal to American riders. The study of road conditions showed that
a gear case must be not simply a protection for mud, but every joint
must be dust-tight and rain-proof. In a country like England, where mud
is the prevailing condition, these absolutely tight joints are not so
essential, but in this country they took first place. Again, the case
must have good appearance and be comparatively light in weight, and,
as the worst problem of all, it must be adaptable to some few hundred
distinct makes of bicycles, no two of them alike in the running gear.
[Illustration: CLEVELAND GEAR CASE.]
The inventor started with the idea of covering the chain with an
endless rubber tube, which should be split in its inner length and run
with the chain. As it reached the sprockets it would be separated by
a separator and follow around the sprocket over the chain, clinging
to either side of the sprocket. This was theoretically a very good
idea, but in practice developed many serious objections. In the first
place, the tube was liable to catch between chain and sprocket teeth.
It increased the friction of the machine and could not be made to
be of very long life. It was also neither dust nor rain tight, and
proved a nuisance instead of a blessing. Still following up the idea
of utilizing rubber, a case was devised having rubber chain runs with
rubber box over front and rear sprocket, this rubber box suitably
supported by metallic parts. The only objection to this was the
quick wearing out of the chain runs by the constant friction of the
chain. Still retaining the rubber boxes, light metallic chain runs
were substituted for the rubber, and it was then found that an ideal
construction as regards strength and tightness of joints was obtained.
These cases were put in public use after being exhibited at the Chicago
and New York cycle shows of 1897, and have been sold and used quite
extensively during the past season. They have been very much improved,
so that all objections to the early models have been completely done
away with, and today an American gear case, known as the Frost, is
to be had upon any first class ’98 bicycle, being offered by nearly
every bicycle maker. As it can be attached to old bicycles, there is
no reason why every rider cannot have an up-to-date feature, with the
comfort and pleasure assured by a clean chain. It has been actually
proven that they will stand driving rains, snow storms, blizzards,
dust storms, constant use on the dustiest of roads, and, in fact, have
proven absolutely impervious to all foreign substances, keeping the
chain and running gear perfectly clean and in condition for an entire
season without any attention being given.
These desirable features are obtained by the use of an elastic rubber
joint, the case itself being built of steel, but all the joints closed
with this soft elastic rubber, on the same principle as a rubber gas
tube is connected with a fixture. This case, to look at, is very
compact and solid, but it can be almost instantly separated, either
for changing sprockets, getting at the chain, or removing rear wheel.
The operation is very brief, and even that has to be gone through with
seldom a change of tires or renewal of broken spokes being almost the
only occasion for separating the case. The chain can be taken out if
desired, but as a matter of fact one always forgets that there is a
chain when riding the “Enclosed Chain Model,” as this construction is
now called.
[Illustration]