HOBBIES.
The cycle hobbyist is one of the quaint characters of the fraternity,
and he exists in profusion; turns up at all the meets, and always makes
his ubiquitous presence felt.
Only make a wheel big enough, a lever long enough, or a spring strong
enough, and he has you foul.
Some of them have pet schemes of storing compressed air in the tubes;
others, more practical, make vague hints at a mile a minute with their
electrical or steam motors; while others of these embryo inventors
would outdo the now notorious Keely with their wonders; and the only
surprise is that they would stop to fix the thing to a cycle, when a
most diverting amusement could be found in starting the earth around
backward or in drawing the poles straight up and thereby making an
eternal spring.
Such fundamental principles as that a short lever hung in the middle is
just as powerful as a long one hung in the same way; that two turns of
a small wheel rolls over as much ground as one turn of another twice
the size; that there is no more power in a spring than you put into
it, and many other like principles, all seem to be forgotten in the
general rush to be the first to make a mile a minute on a dirt road.
Truly we inhabit a wonderful sphere; only just make gravity pull
sideways, and we would have no further use for locomotives. Somehow or
other, however, the contrary old gravity continues to haul everything
just its own way, and that is just the way we do not care to go, either
now or in the distant future. Certainly all would-be perpetual-motion
makers must feel that something satanic is working against them in this
unceasing pull of gravity in the wrong direction.
But to revert to our cycle hobbyist in particular. A friend of the
writer’s, a prominent man, intelligent in all other things, once
proposed to pull all the Chicago street-cars by having a man in each,
continually winding a spring, said spring to drive the car; and he knit
his brow in half offence at the suggestion that there would be less
danger of the wheels slipping if the spring-worker would get out and
pull by the front platform.
No one can readily believe how common such ideas as the above spring
method are till they scour the patent-office records, or talk to the
cycle hobbyist. Intelligent men often remark “how powerful” a certain
machine must be “with that long lever,” when the lever is hung to be
worked from the short end; and how often we have heard them condemn the
thirty-inch safeties as being slow, on account of the small wheel. Even
to cycle-riders not aspiring to the high degree of hobbyists it was
a matter of surprise, when the old Kangaroo came out, that it pushed
harder when geared to the sixty than others geared to fifty.
“Big wheel, big speed,” seems to be indelibly written in the mind
of the cycle hobbyist; but we will forgive him all such little
inconsistencies if he will only let us continue to believe that there
is no innate power in a gear wheel.
I once knew a successful manufacturer who geared up a sausage-cutter to
double speed, and then down again to the same, and he believes to this
day that it runs easier on account of these four gear wheels. I have
often thought that the cycling fraternity would not have cared much
whether it did or not, if he had only made it large enough to take in
a few cycle hobbyists.
“Pull a bicycle from the rim,” and you have power only equalled by
the pinch-bar. Did anybody notice the half-page advertisement of a
prominent English maker a few years ago, of the tricycle that pulled
from the rim (probably not endorsed by the said maker, it being merely
contract work for an outsider)? and have any of our American readers
ever seen the old bone-shaker wheel with the cross-bar on the hub?
(See cut.) For years they were used in England with the benighted
idea, in the minds of many, that they thereby gained in power. One of
these wheels of eight-day size is suspended in front of a building in
Coventry (or was a few years ago), used as a sign. This wheel “pulls
by the rim,” at least so I was quite often informed, not always by
reputable English makers, but by riders, who mostly see these great
principles (?) first.
[Illustration: Old bone-shaker wheel.]
The error appertaining to all such ideas is generally the result of
confusing external with internal forces. We must have the hub of
a wheel connected to the rim in some substantial manner, so that
both will revolve rigidly together; further than this the manner of
connecting them can matter but little so far as transmission of power
is concerned. All that is necessary is that the hub shall not revolve
within the rim independently and thereby cause a lack of firmness.
Another sample of the hobbyistic idea is promulgated in the following
from _The Cyclist_ in a recent issue.
“A NEW BRAKE.
“Mr. ——, of ——, has patented a good idea. On the other side of
the forks from the regulation plunger he introduces another spoon
connected with the front under the arch of the fork, provision
being made for the mud-guard. On moving the lever, both brakes act
in unison, thus duplicating the resistance with the same power
required to work the brake in its single form.”
If it takes a certain pressure to hold the first brake down, and none
to hold the second, why not put on two seconds and no first, and thus
have a good brake power without any pressure at all?
Since penning the above I have heard further of the new brake in
question, and have been tempted to cancel the paragraph, since
injustice might be done to an honest inventor; but on second thought
concluded to retain it as an example of careless statement, knowing
that others were misled by the same. Had the inventor simply remarked
that he had made use of his momentum, transmitted through the rim of
the wheel, and acting to wedge one of the brakes against the head
or the other brake, whereby to increase the brake, or some such
explanation, everybody would have acquiesced in it as a reasonable
possibility, even if they had not the slightest idea of what the
inventor was talking about. It is a satisfaction to know that it is
becoming a little dangerous, in the cycle art, to make a statement that
savors of getting something for nothing.
A prominent American maker, whose wares now stand high in our market,
must have been a hobbyist once too, when he climbed the steps into
an English bicycle factory on his lever tricycle. Probably he has
reformed, as I hear of no step-climbing now.
Only within a few days I have had an offer to inspect a machine that
the inventor assumes will make a mile a minute. “No other machine was
ever made to work by hand and foot,” says the same inventor. He also
assures me that wire wheels are a mistake, and that the old wooden ones
are just as good and cheaper. This machine has an ingenious device by
which to lock the front wheel of a bicycle, to save the trouble of
holding the handle-bars “when you don’t want to steer.” This much I
believe the inventor may be right about. A machine, properly made, run
by hand and foot, might make short distances very rapidly, since the
entire energy of the man could be quickly used up; but whether such a
machine would be of marketable value is a question.
Quite recently a new “hickory wheel” man of more formidable caliber has
entered the lists, and again we are called back to bone-shaker days.
Well! after the beetle (rear-driver) has been so fondly embraced, let
us be prepared for anything that may come. We have dropped down from
the cat to the kitten, and can now get out through a pretty small hole
if hard pressed; so for the present we will hold the hickory wheel on
probation.
A gentleman at Coventry, a few years ago, conceived, and spent a small
fortune upon, a plan for overcoming the dead centre in crank tricycles;
his method was quite simple: he only had to turn an angle on the crank
at the outer extremity like a letter L, so that when the straight or
radial part, represented by the stem of the L with the axle through the
upper end, stood vertical, the pedal, which is supposed to be attached
to the tip of the horizontal extension, would have passed some two
inches beyond the dead-centre point.
This same inventor had an enormous steel spring ensconced beneath the
seat of his machine, which he wound with his hands as he went along.
Whenever the proprietor of the establishment where these experiments
were being conducted ran short of work he invariably proposed to the
inventor to “go out and try the tricycle.”
The writer was a moderate hobbyist himself once, and has perhaps not
yet entirely recovered from the spell. Below find a letter written some
time ago, while the delusion was still upon him.
“AN AMERICAN HOBBYIST.
“+Trials and Tribulations of an American Abroad—How Pet Theories
are received in the Bicycling Centre of the World.+
“+Editor Springfield Wheelmen’s Gazette+:
“Some friend has kindly sent me a copy of the _Gazette_, and I make
haste to remit you the amount of subscription.
“I will not assume that the bicycling papers of the country of
which I am now a guest are not good. In fact, to do so would libel
my host; I simply say that, being an American, I like American
papers.
“In the letter I first wrote, of which this is in main a copy, I
asserted that the papers here were too much taken up by race-course
news, but even since then I have received a copy of an English
periodical which I find is not open to the objection given; hence I
will still speak cautiously, lest I do not know all yet.
“I have no penchant for the race-course; in fact, I never ran but
one race, and then I was left so far behind that I have never
been interested in racing news since. In one respect my race was
a success, for I was loudly cheered by the crowd opposite the
starting-point, for by some fortunate error they got the idea that
I had been handicapped half a lap, that being about my distance
in the rear at the end of the first round. Since that time I have
confined myself exclusively to touring, with which object my
brother and I came to England this spring.
“I have been admitted to membership in the Cyclists’ Touring Club,
and must say it is a grand institution, and the official organ
thereof is a valuable journal.
“If you and your readers will permit me to speak of my object in
making a centre at Coventry without denouncing it as merely a
scheme whereby to benefit in a free advertisement, I would say that
I have taken the liberty—almost a criminal one it seems here—of
having a _hobby_ relating to an ‘ideal bicycle.’ This is from a
_tourist’s_ stand-point; not that of a racer, or it would have been
all right.
“My hobby consists in the following hobbies in detail: 1. A bicycle
with a large front wheel, because it rides smoother and steers
easier than any other. 2. A bicycle in which you are directly over
the work and do not have to reach out to do it, or lean over the
handle-bar to get your centre of gravity over it. I should think
the ‘Grasshopper’ good in this respect. 3. A bicycle in which the
legs are _at rest_ on all down grades, or when work is unnecessary,
_à la Star_. 4. A bicycle with a treadle motion, as I think power
is more economically applied by the same. (This is largely theory,
so far.) 5. A bicycle with no dead centre at any time, as I think
it is a continual impediment in up-hill or rough roads (also
theory). 6. A bicycle where one foot going down lifts the other
positively, as in a crank; to lift by springs I consider bad. 7. A
bicycle safer from headers than the common large wheel machines,
say about comparable with the ‘Grasshopper.’ I do not aspire to
the security of the small wheelers, nor do I like the other known
safety devices (probably prejudice). 8. (Ordinary bicyclers’ pride
suggests No. 8.) A bicycle as neat and trim in appearance as the
common large wheel crank-machine without octopus-clawed walking
beams, gear wheels, or chains swinging through the air in full view
at long range. 9. A bicycle that brakes from the hind wheel, as
there is less danger of headers. 10. A bicycle with some good sort
of safety handle-bar that will be open to no objections found in
those now used. This is to prevent injury in case of a header, and
also to store the bicycle in less space.
“You will infer, of course, that I had a plan for combining these
hobbies; hence my trip to Coventry with a view to having such a
machine made for my own use. When I arrived here and called on some
of the bicycle manufacturers and made my purpose known, I cannot
say that I was quite so well received as your correspondent C.; in
fact, a Yankee inventor does not seem to be such desirable property
in Coventry as a foreign agent, and yet I doubt not that a real
genius of the former sort might do them much more good. Now, I
think I was entitled to the reception of such a character for at
least the few minutes it would have taken to expose the error, but
there seems to be a sort of suspicious dread of a Yankee inventor,
which is all wrong and against their interest. The greatest fault I
have to find is in the manner in which they insist that I could not
possibly know anything about the bicycle business, or have a right
to a hobby and waste some money on it if I wanted to.
“The bad weather has detained us here much longer than we thought
to stay, but we do not regret it, as it is the best centre in
England from which to make short tours. The attractions of this
ancient city are innumerable, and the proximity of Kenilworth,
Warwick, and Stratford-on-Avon need only be mentioned to make
Coventry all I assert.
“You will pardon me if I say that my new machine is all and more
than I expected; but a word to all hobbyists before I close: Have
you a hobby? If so, then ‘bend low and with bated breath I will a
secret tale unfold.’
“_Have your hobby_, nourish it, talk and write about it, and make
everybody believe you can fly; don’t let anybody down you, get in
the last kick at every man who won’t think just as you do, but just
as you are going to put it in practice, stop! slip quietly to your
escritoire, get out your book, go straight to the bank, and have
it accurately footed up; if there is a fat balance, and you are
unmarried, with no other care on your mind, and nothing to do for
seven years, then go in, and God speed to you.
“If the above conditions fail you, go straight home, kiss your
wife, and baby if you have any, and thank Providence that you are
saved from the lunatic asylum and your family from poverty and want.
“R. P. S.
“+Coventry, England+, June 11, 1885.”
PART II.
Designed to amuse rather than to instruct the reader, and intended as a
reward to those who have struggled through the foregoing pages.
[Illustration: Ordinary, 50-inch front, 18-inch rear wheel.]
[Illustration: Rover type, rear-driver safety, 30-inch wheels.]
[Illustration: Star type, 20 front, 52 rear.]
[Illustration: Kangaroo safety, 40 front, 18 rear.]
[Illustration: Rear-driver tandem, 30-inch wheels.]
[Illustration: Facile lever-action, 40 front, 18 rear.]
REMARKS ON BOLTON U. S. PATENT, SEPTEMBER 29, 1804.
(_See cut, page 36_.)
This early inventor, who had the honor of President Jefferson’s
signature to his patent, was a clever genius in his time. I am
constrained to think he was of that school which believes in the
inherent power of the gear wheel; at least the four wheels, where there
is no demand for more than two, would suggest this idea. According to
our present system of gauging, this machine is geared to about fifteen.
Mr. Bolton, however, was a pioneer, and as such we must hold him in
great veneration.
ENGLISH PATENT, DECEMBER 2, 1818.
(_See cut, page 35._)
There has been considerable discussion anent the earliest bicycle
inventor, but after all his name seems to have been “Dennis,” or rather
Dennis Johnson. As “Dennis” has been before us in the periodicals for a
number of years, we will not dwell upon him; suffice it to say that his
name will always hold the high place it deserves, as the first patentee
of a single-track balancing machine.
CROFT AMERICAN PATENT.
The inventor, Mr. Croft, a cut of whose machine will be found on page
38, was one, and probably the earliest, of those who have deceived
themselves with the idea that power could be increased by means of a
solid grip on the ground, forgetting a common principle that, so long
as the hold does not give way, one plan is as good as another in this
respect. Below find a brief of his specification.
“UNITED STATES PATENT OFFICE.
“MATTHEW E. CROFT, OF HORICON, WISCONSIN. IMPROVEMENT IN TRICYCLES.
(_See cut, page 38._)
“The object of this invention is to furnish an improved tricycle,
designed for use by mechanics and others for going to and from their
places of business, by merchants and others for sending small parcels
from one place to another, and by youths and others for amusement and
exercise, and which shall be simple in construction and easily operated.
“To the stirrups J are pivoted the rear ends of two rods K, the forward
ends of which are pivoted to the forward axle B, near its ends, so that
the rider can guide and turn the machine with his feet.
“The rider propels the machine by means of two rods, L, which he holds
in his hands, and which he presses against the ground. In starting,
the rider presses both rods L against the ground at the same time, but
after he has got up enough motion to give momentum to the machine, he
can use the rods L alternately.
“If desired, a receptacle may be secured to the bolster E, to contain a
lunch or other small parcels.”
SOME EXTRACTS FROM VERY OLD ENGLISH PATENTS.
“A.D. 1691 June 12—No 269
+Greene, John+
New engines or carryages of certaine shapes and measures to be drawne
or driven by man or beast upon one or more wheeles, wherein the lading
carryed about with every revolution of the wheele, which for ease of
the burthen or draft and labour exceeds all others that were ever yett
invented or used, being of great benefit and service to the publique
“A.D. 1693 March 3—No 315
+Hadley, John+
Engines moved by wind, useful for drawing severall machines and
carryages instead of horses
A.D. 1787 May 12—No 1602
+George Watkin+—Anti-friction axle
The axis is surrounded by a number of rollers or cylinders
A.D. 1791 October 12—No 1829
The principle lies in the interposition of rollers
A.D. 1794 August 12—No 2006
+Vaughan, Philip+
The axle is provided with grooves for the reception of balls which
serve as anti-friction rollers, the wave of each wheel being provided
with grooves corresponding with those in the arms of the axle
“PROPELLING CARRIAGES, VESSELS, &c.
“BRAMLEY AND PARKER’S SPECIFICATION.
(_One drawing of this patent is used as a frontispiece._)
“+To all to whom these presents shall come+, we, +Thomas Bramley+,
Gentleman, and Robert Parker, Lieutenant in the Royal Navy, both of
Mousley Priory, in the County of Surrey, send greeting.
“+Whereas+ His present most Excellent Majesty King William the Fourth,
by His Letters Patent under the Great Seal of Great Britain, bearing
date at Westminster, the Fourth day of November, One thousand eight
hundred and thirty, in the first year of His reign, did, for Himself,
His heirs and successors, give and grant unto us, the said Thomas
Bramley and Robert Parker, ... a patent for ... Certain Improvements
on Locomotive and other Carriages or Machines applicable to Rail and
other Roads, which Improvements, or Part or Parts thereof, are also
applicable to Moving Bodies on Water and Working other Machinery.”
[Illustration: Side-view locomotion carriage, applicable to common
roads. Bramley & Parker. English patent.]
The cut on opposite page is a part of the Bramley & Parker English
patent of 1830. These early inventors were apparently the original
tandem makers, and they possibly originated the expression “lay down to
the work.” If the cuts fairly represent the inventors, truly no one can
deny that they were handsome fellows, and that they deserve a greater
reward than can be said to have accrued to them after the shades of
fifty years have fallen upon this, probably the greatest effort of
their lives. Below find another part of their specification, which
illustrates the verbosity of legal language found in those, and to
some extent in the present English patents.
“... In which said Letters Patent is contained a proviso that we,
the said Thomas Bramley or Robert Parker, or one of us, shall cause
a particular description of the nature of my said Invention, and in
what manner the same is to be performed, to be inrolled in His said
Majesty’s High Court of Chancery within six calendar months next and
immediately after the date of the said in part recited Letters Patent,
as in and by the same, reference being thereunto had, will more fully
and at large appear.”
[Illustration: A. Julien. French patent. June 30, 1830.]
FRENCH PATENT.
M. JULIEN. JUNE 30, 1830.
The French patent to M. Julien, date of June 30, 1830, of whose machine
a cut will be found on the opposite page, seems to be for a sort of
combination of cycle and plough. It is to be inferred that M. Julien
proposes to do up his ploughing, and then mount his cycle and off to
town for an airing.
Jeering and contemptuous cyclers will be liable to overlook a novel and
invaluable feature of this invention relating to security in descending
long and dangerous hills. The rider can, by easy manipulation of
certain simple and ingenious devices, lower the plough and thereby
bring into operation a brake of great power and unquestionable
holding-back proclivities. As to the steering, it does not appear,
from the drawing, how this may be accomplished, but so fertile a brain
cannot have left this necessary adjunct unprovided for.
That the machine can be worked with little exertion is implied by
the skilful introduction, on the part of the draughtsman, of the
chimney-pot hat which adorns the brow of the supposed agricultural
gentleman upon the box, and also by the general appearance of ease and
comfort which pervades the entire picture.
[Illustration: Cochrane. English patent. No. 6150. August 10, 1831.]
“PROPELLING CARRIAGES AND VESSELS, DRIVING MACHINERY, &c.
“COCHRANE’S SPECIFICATION.
“+To all to whom these presents shall come, I, Alexander Cochrane+,
of Norton Street, Great Portland Street, in the county of Middlesex,
Esquire, send greeting.
“+And be it remembered+, that on the Tenth day of February, in the year
of our Lord 1832, the aforesaid Alexander Cochrane came before our
said Lord the King in His Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained and specified, in
form above written. And also the Specification aforesaid was stamped
according to the tenor of the Statute made for that purpose.
“Inrolled the Tenth day of February, in the year of our Lord One
thousand eight hundred and thirty-two.”
* * * * *
This rowing-motion carriage has been invented over again several times
since 1831.
[Illustration: Dalzell machine, 1845.]
“THE ORIGINAL BICYCLE.
“At the late Stanley Show was exhibited the machine which is now
generally conceded to be the original bicycle. We present a cut of the
machine reproduced from the _Scottish Cyclist_, also a representation
of the features of the inventor, one Gavin Dalzell, a merchant of
Lesmahgon, Lanarkshire, Scotland. Dalzell was born August 29, 1811,
and died June 14, 1863. He possessed decided talent for mechanical
inventions. From the written testimony of a letter, and the testimony
of J. B. Dalzell, son of the inventor and present owner of the machine,
it is proved that it was in use previous to 1846, and there are
eye-witnesses who recollect the inventor riding his bicycle over the
roads of Lanarkshire.
“In construction the Dalzell bicycle is the exact prototype of the now
popular rear-driving safety.
“It is constructed chiefly of wood, which, though worm-eaten, is
still wonderfully strong, especially in the wheels, these seeming to
have stood the ravages of time and rough usage much better than the
frame-work. The rear wheel—the driver—is of wood, shod with iron, about
forty inches in diameter, and has twelve spokes, each about an inch in
diameter. The front wheel is of similar construction, but only of about
thirty inches in diameter. From the front wheel hub the fork—straight,
and with a rake which some of our modern makers could copy with
profit—passes up, and is joined together, through the fore-part of
the wooden frame-work. A pair of handles are then attached and bent
backward into a V shape to suit the rider, who sits about two feet
behind the front-wheel hub. These were commonly termed the ‘reins.’ The
main frame is somewhat like that which is now termed the ‘dip’ pattern,
the design of which is applied in an extended form to ladies’ safeties.
“A wooden mud-guard rises from this frame, covering about one-fourth
of the circumference of the hind wheel; from this to the back forks,
which are horizontal, and of wood, vertical flat stays run down,
forming a dress-guard after the manner of those on the latest cycling
development,—the ladies’ safety. The action thus obtained is not
rotary, being a downward and forward thrust with return, the feet
describing a small segment of a circle. That the gearing, which
constitutes the chief wonder to the critical and historical reader, was
actually on the machine while being ridden by Mr. Dalzell, is proved by
the receipted accounts of the blacksmith, John Leslie, who made all the
iron-work used in its construction.”—“Bi News,” in _The Wheel_.
[Illustration: E. Landis. Velocipede. No. 29,288. Patented July 24,
1860.]
This inventor, a Baltimorean, was probably not aware, at the time,
that he was one of the earliest cycle inventors. The cut gives a clear
illustration of working parts, the motion being quite like that of
horseback riding. This patent might be considered an anticipation of
the broad principle of the rear-driver as shown in some later machines.
[Illustration: C. A. Way. Velocipede. No. 71,561. Patented November 26,
1867.]
“_To all whom it may concern_:
“Be it known that I, +Charles A. Way+, of Charlestown, in the county
of Sullivan, and State of New Hampshire, have invented certain new and
useful Improvements in Velocipedes.
“This invention consists in a novel arrangement of cranks and short
axles with reference to the seat, side rails, and supporting-wheels
of a velocipede, whereby the wheels may be operated to propel the
apparatus with much greater facility than if the cranks were attached
directly thereto.
“The invention further consists in so arranging the cords that work
the guiding-caster that they shall cross each other in such manner as
to act more directly and consequently more efficiently upon the said
caster than as hitherto applied.”
Not apparently made for anybody to ride; “but in other respects a very
good” velocipede.
[Illustration: P. Lallement. Velocipede. No. 59,915. Patented November
20, 1866.]
“_To all whom it may concern_:
“Be it known that I, +Pierre Lallement+, of Paris, France, temporarily
residing at New Haven, in the county of New Haven and State of
Connecticut, have invented a new Improvement in Velocipedes; and I
do hereby declare the following, when taken in connection with the
accompanying drawings, and the letters of reference marked thereon, to
be a full, clear, and exact description of the same, and which said
drawings constitute part of this specification.
“My invention consists in the arrangement of two wheels, the one
directly in front of the other, combined with a mechanism for driving
the wheels, and an arrangement for guiding, which arrangement also
enables the rider to balance himself upon the two wheels.
“By this construction of a velocipede, after a little practice, the
rider is enabled to drive the same at an incredible velocity with the
greatest ease.
“Having, therefore, thus fully described my invention, what I claim as
new and useful, and desire to secure by Letters Patent, is—
“The combination and arrangement of the two wheels _A_ and _B_,
provided with the treadles _F_ and the guiding-arms _D_, so as to
operate substantially as and for the purpose herein set forth.
“+Pierre Lallement.+”
* * * * *
This inventor has generally been accredited as being the first to
apply cranks to the single-track machine; but priority is now claimed
by Dalzell. If this claim be valid, Lallement would have to confine
himself to the honor of being the first to apply the feet directly to
the cranks, and to being the first patentee.
It is stoutly maintained in Coventry that others had applied cranks, in
a manner similar to that described in the foregoing specification, some
time prior to the date of this patent; it is fair to say, however, that
Lallement was the most energetic in pushing his invention, and that he
did as much, if not more, than any other man in the great work which
has now assumed such mammoth proportions.
Considering the short time it has taken to firmly establish this new
and useful mode of locomotion as a recognized necessity to mankind,
there is little need to quarrel over the exact division of the honors;
there is enough for all, and all will be in time duly credited with
their respective claims.
[Illustration: W. C. Moores. Velocipede. No. 42,678. Patented May 10,
1864.]
“UNITED STATES PATENT OFFICE.
“WM. C. MOORES, OF BLOOMFIELD, WISCONSIN. IMPROVEMENT IN ECONOMIZING
HUMAN POWER.
“The object of this invention is to furnish means whereby the strongest
muscles of the human body may be advantageously used in propelling
machinery, whether for locomotion or for stationary work, thus
cheapening motive power.
“What I claim as my invention is,—
“1. The ratchet-wheel _A_, with its notches cut in each direction and
worked by means of the levers _B_, _B_, with the pawls _C_, _C_, and
springs _D_, _D_, as described.
“2. In combination with the above, the treadles _E_, _E_, attached to
the ends of the levers _B_, _B_, constructed in box form, as described.
“3. The seat _F_, constructed as described, when used in combination
with the ratchet-wheel _A_, levers _B_, _B_, and pawls _C_, _C_, and
treadles _E_, _E_, and springs _G_, _G_, all arranged as set forth.
“+Wm. C. Moores.+”
* * * * *
If this lever-motion had been properly claimed, and his tilting pedals
adroitly covered by patents, he might have given no end of trouble to
future manufacturers; but he lived too soon; his patents would have all
expired ere they would have been useful in the art as later developed.
Mr. Moores claims “a machine for economizing human power,” which shows
that his ideas were broad, or at least those of his attorneys were for
him.
[Illustration: O. T. Gleason, of Maine. Velocipede. No. 77,478.
Patented May 5, 1868.]
GLEASON SPECIFICATION.
“The object of this invention is to obtain locomotion by the direct
application of the weight of the operator.
“An endless track, composed of the hinged parts _C_, _C_, _C_, as
shown, loosely close each of the two wheels on a side, and are kept in
proper position by means of the flanges _B_ of the rolling wheels as
shown.
“By this means the track is laid in front of the wheels, and passes
over from the rear of the same in an endless belt, as shown.
“The guide-rails _G_ are supported above the traction-wheels, by means
of arms _e_, as shown, and prevent the jointed track from leaving the
flanges.
“When a level pavement is available, or the ordinary road is of
sufficient evenness, the jointed track may be dispensed with, and the
traction-wheels used directly upon the ground or pavement.
“In this case the flanges _B_, being disks of sheet metal, attached by
means of bolts to the traction-wheels, are readily removed.”
* * * * *
Mr. Gleason was determined to prevent slipping of the wheels in
climbing hills, and probably succeeded. We have not seen any of
the machines on the market, but they are, no doubt, all right. The
draughtsman did well to show the rider with his coat off; the work
would in all probability keep him warm enough.
[Illustration: T. Rhoads. Velocipede. No. 76,814. Patented April 14,
1868.]
“UNITED STATES PATENT OFFICE.
“THOMAS RHOADS, OF FISKILWA, ILLINOIS. IMPROVEMENT IN
PROPELLING VEHICLES.
“This invention relates to the propelling of vehicles for practical
use, and consists of the spring and wheel-work mechanism attached
thereto, as will be set forth in the following.
“The propelling power is derived from the spring _S_, which is affixed
to a cross-rod in the frame, as indicated at _g_.
“The other end of the spring is attached to the shaft of the wheel _H_,
in the usual manner.
“By this invention, vehicles may be propelled on common roads, with
more or less speed, according to the level or uneven character of the
road.
“Its advantage, in dispensing with the use of horses, is obvious.
“I claim as new, and desire to secure by Letters Patent,—
“1. The arrangement, with relation to the revolving shaft _L_, carrying
the wheels _A´_, of the wheels _G_, _H_, _J_, pinion _b_, and spring
_S_, as herein described, for the purpose specified.”
* * * * *
This is a fair sample of “deriving power from springs.” The poor horse
will now have his long-needed rest.
[Illustration: S. F. Estell, of Richmond, Ind. Velocipede. No. 87,033.
Patented February 16, 1869.]
ESTELL SPECIFICATION.
“The nature of my invention relates to an improved method of
constructing velocipedes, whereby the propelling-power is communicated
to the hind wheel by means of cranks and shafts, or pitman-rods, the
latter being connected at their forward ends with levers, that are
worked with the feet.
“What I claim, and desire to secure by Letters Patent, is,—
“The velocipede, in which the brace _W_ is secured to the front part
of the reach forming part of the bearing for the vertical shaft _U_,
and supports for the pendent levers _L_, _L_, secured to the brace, one
on each side, in combination with rods _P_, _P_, connected with cranks
_N_, and attached to the pendent levers _L_, _L_, by means of pivots,
all combined as herein shown and described.
“+Samuel F. Estell.+”
* * * * *
This is almost an exact copy of the Dalzell contrivance, alleged to
have been made in 1845–46. The greatest fault in this system consists
in the direction of application of power, being a forward thrust
instead of a downward. The machine has merit, however; and should have
been heard from in the early days of cycling.
[Illustration: “VELOX.”
A. Christian and J. Reinhart. Velocipede. No. 87,245. Patented
February 23, 1869.]
REMARKS ON PATENT TO CHRISTIAN AND REINHART. VELOCIPEDE.
This drawing is a fine illustration of the practice of draughtsmen, in
which they essay to impress upon the office and the public, by means of
their deft pencils, the miraculous speed and easy locomotion attainable
in their clients’ devices.
This drawing has always been an amusing one to me, a bright spot in the
tedious work of going through the patent files. Some wag of the office,
having been similarly struck with the humor of this picture, embossed
beneath the principal figure, in a large bold hand, the simple word
“VELOX.” Now, I never happened to have a lexicon at hand in which to
look up the exact meaning of the word, but I did not, for one moment,
doubt its appropriateness. There seemed to be something in the word
that carried conviction with it; if it did not mean anything pertinent
to the subject, there was always a feeling that it ought to. In
scanning patent drawings, in this art, I always turned “Velox” down so
that when wearied by the toil of research, I could turn over the papers
and smile at “Velox.”
The modern drop-frame for tricycles and rear-driving bicycles would be
a valuable improvement on Messrs. Christian and Reinhart’s invention;
some of our ladies would object to a free exhibition of quite so much
shoe-top.
[Illustration: T. W. Ward, of New York. Velocipede. No. 88,683.
Patented April 6, 1869.]
“The drawing represents a perspective view of my improved one-wheeled
velocipede.
“This invention relates to a certain improvement on that class of
one-wheeled velocipedes in which the driver’s seat is arranged above
the wheel, it being pivoted to the axle of the same.
“The invention has for its object to provide for an easy balancing of
the frame, and consists in attaching weights to the lower end of the
seat-frame, whereby the same will be retained in a vertical position.
“The balance can, with this weight-attachment, not be so readily lost
as without it, and the operation of the one-wheeled velocipede is made
easier and more practicable.
“From the lower ends of the frame are suspended, as near to the ground
as possible, weights _E_, _E_, which tend to keep the frame in a
vertical position, and which are intended to balance the weight of
the rider, so that the difficulty of holding the seat in the desired
direction, above the axle, will be considerably reduced.
“The velocipede may be propelled by means of foot-cranks _a_, _a_, or
by other suitable mechanism.
“Having thus described my invention,
“What I claim as new, and desire to secure by Letters Patent, is,—
“The weights _E_, _E_, suspended from the lower ends of the frame _C_
of a one-wheeled velocipede, for the purpose of balancing the frame,
substantially as herein shown and described.
+Thomas W. Ward.+”
* * * * *
How Mr. Ward proposed to steer is not made quite plain. The claim is
strong, and the invention was really never patented before. Any one
wishing to use it can do so now, however, as the patent has expired. I
wish to call attention to the fact that the combined weights _E, E,_ as
arranged in drawing, need not exceed five hundred pounds in order to
balance a hundred-and-sixty-pound man.
[Illustration: J. J. White, of Philadelphia. Velocipede. No. 88,930.
Patented April 13, 1869.]
WHITE SPECIFICATION.
“_To all whom it may concern_:
“Be it known that I, +John J. White+, of Philadelphia, in the county
of Philadelphia and State of Pennsylvania, have invented a new and
Improved Velocipede.
“This invention relates to a new velocipede, which consists entirely
of two wheels and their connecting-axles, the axles supporting a frame
in which the seat and driving-gear are arranged, so that they can be
conveniently operated. The wheels can, with this arrangement, be made
very large, to obtain great velocity, and the whole apparatus can be
made light and convenient.
“The invention consists in the general arrangement of the apparatus,
and, furthermore, in the special arrangement of a hinged seat which can
be swung down when on going up-hill the rider desires to leave the seat
and walk with the vehicle.
“The invention also consists in the application of convenient brakes,
by means of which the instrument can be conveniently stopped and
steered.
“The neck of the driver rests against the upper bar, _b_, which is
hollowed for its reception, and which can be adjusted up and down on
the bars _a_, to be adapted to the size of the rider.”
* * * * *
Mr. White has at least provided some way to stop, and also to “walk
with the vehicle,” if he should so desire, which we think he probably
would.
[Illustration: Sturdy & Young, of Providence, R. I. Velocipede. No.
89,700. Patented May 4, 1869.]
SOME YOUNG AND STURDY “CHILDREN OF LARGER GROWTH”
INVENT A WHIRLIGIG.
“This invention relates to a new and useful improvement in velocipedes,
whereby they are better adapted to be employed as a medium of amusement
and exercise for children and youth, as well as for ‘_children of a
larger growth_.’ It is chiefly designed for use in play-grounds, lawns,
gardens, and play-rooms; and
“The invention consists in rotating a large horizontal wheel, formed
of two concentric rings, tied together by bars, and supported on
vertical wheels, each of which is revolved, by means of cranks, with
the feet, after the manner of the common velocipede, thus rotating
the main wheel, the construction, arrangement, and operation being as
hereinafter more fully described.
“The accompanying drawing is a perspective view of the combined
velocipede, showing the manner of its construction and operation.
“A represents the double-rimmed wheel, which may be made of any
required diameter, and of any suitable material, and in any equivalent
manner.
“We do not confine ourselves to propelling by the feet exclusively. The
driving-wheels may be rotated by the hands, as in some descriptions of
velocipede, or by the feet and the weight of the body combined, as in
the rocking-saddle kind.
“Having thus described our invention,
“What we claim as new, and desire to secure by Letters Patent, is,—
2. A velocipede formed of a horizontal wheel or rim, when supported on
vertical wheels adapted to be rotated by means of cranks, substantially
as set forth.
“+George J. Sturdy.+
“+Solomon W. Young.+”
[Illustration: B. S. Lawson. Velocipede. No. 90,563. Patented May 25,
1869.]
“My invention relates to velocipedes; and it consists mainly in
a seat-spring of novel construction, upon which the seat is made
adjustable in a novel manner.”
* * * * *
This is another of the Dalzell patterns. The mechanism is not claimed
in the patent, as will be noticed from the above brief.
[Illustration: L. B. Flanders, of Philadelphia. Velocipede. No. 91,534.
Patented June 22, 1869.]
“The steering of the velocipede may be readily effected by the movement
of the body, or by bringing one or other of the stirrups in contact
with the ground. Owing to the roller on the stirrup, its contact with
the ground will not interfere with the convenience of the operator.
“Although I have shown the driving-wheel as arranged for being operated
by hand, the ordinary treadle-devices used in connection with common
velocipedes may be employed, so as to impart the desired movement to
the wheel by the legs and feet of the operator.”
* * * * *
This monocycle inventor has not forgotten to provide a means of
steering, which is done by the stirrups. Simply tilting the body will
not answer.
[Illustration: F. Schmitt, of Springfield, Ill. Velocipede. No. 91,169.
Patented June 8, 1869.]
SCHMITT SPECIFICATION.
“The nature of my invention consists in constructing a velocipede
with three wheels, one in front, for a guide, the other two in rear,
connected together by a revolving axle.
“The motive-power is communicated to the velocipede by means of
machinery over the revolving axle and under the seat, which machinery
is put in operation by the weight of and backward or forward motion of
the occupant of the seat, or rider.
“The operation of this machinery is as follows:
“The weight of the rider upon the seat _o_, and a slight movement
backward or forward causes the seat-support _g_ to move backward or
forward, which motion is communicated to the upright lever _f_ by
the connecting-bar _h_, which in turn starts the revolution of the
driving-wheel axle _l_.
“This movement of the lever _f_ also gives a corresponding movement to
the jointed levers _k_, _k_, and in such a way that one lever, _k_, is
moving backward while the other is moving forward, and so one of the
snappers, _l_, is always caught in the ratchet-wheel _e_, and assisting
in the revolution of the driving-wheel axle _d_, and in this way the
impelling force of the machine never ceases for an instant.
“This revolution of the ratchet-wheel _e_ forces the revolution of the
driving-wheel _c_, which, by its connection with the pinion _b_, forces
the revolution of the axle _A_ and wheels _B_.”
* * * * *
This patent shows a clever method of transmitting power by means of an
oscillating motion of the body, and is valuable as a curiosity. The
overcoat might be dispensed with, however, as it is not probable that
the rider would need it even on the coldest of days.
[Illustration: Leftwich’s Specification, English. No. 2173. July
19, 1869.]
“+Specification+ in pursuance of the conditions of the Letters
Patent, filed by the said William Leftwich in the Great Seal Patent
Office on the 18th January 1870.
“+To all to whom these presents shall come, I, William Leftwich+, of
Tufnell Park West, Holloway, in the County of Middlesex, send greeting.
“+Whereas+ Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Nineteenth day of July, in the year of our
Lord One thousand eight hundred and sixty-nine, in the thirty-third
year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said William Leftwich, Her special licence
that I, the said William Leftwich, my executors, administrators, and
assigns, or such others as I, the said William Leftwich, my executors,
administrators, and assigns, should at any time agree with, and no
others, from time to time and at all times thereafter during the term
therein expressed, should and lawfully might make, use, exercise, and
vend, within the United Kingdom of Great Britain and Ireland, the
Channel Islands, and Isle of Man, an Invention for ‘+Improvements in
Construction of Velocipedes+.’
“Having thus described and ascertained the nature of my said Invention,
and in what manner the same is to be performed, I would observe in
conclusion that what I consider novel and original, and therefore claim
as constituting the Invention secured to me by the said herein-before
in part recited Letters Patent is, the combination and arrangement
of parts and mechanism for lowering the saddle bars of ‘_bicycles_,’
substantially as herein-before described and set forth, or any mere
modifications thereof.”
* * * * *
This is one of the earliest patents using the word _bicycle_. The
method of raising the saddle while in motion might be used to scare off
the dogs or to raise yourself up out of their way, but is of doubtful
utility in other respects.
[Illustration: Richard C. Hemmings, of New Haven, Conn. Velocipede. No.
92,528. Patented July 13, 1869.]
HEMMINGS SPECIFICATION.
“This invention relates to a new and improved method of constructing
and operating velocipedes, whereby they are made more durable, and at
less expense, than heretofore; and
“It consists in rotating a traction-wheel, by means of a
traversing-wheel bearing on its inner surface, and revolved by the
operator within the rim of the wheel, as hereinafter more fully
described.
“The propelling-power is applied to the band-wheels _E_ by means of the
hand-cranks _f_, _f_, leaving the feet of the operator at all times
free.
“In starting the velocipede, the first movement is given by the
operator’s running or walking a short distance on the ground while
astride the saddle. When a start is thus obtained, the motion is
readily continued by turning the pulleys _E_ with the hands.
“When the weight is below the centre, and the feet near the ground,
and always free, very little difficulty is experienced in balancing
and guiding the machine; and, as numerous experiments have proved, the
ease with which it is worked and the velocity obtained render it quite
equal, if not superior to any velocipede in use, while the expense of
constructing them is far less.
“Having thus described my invention,
“I claim as new, and desire to secure by Letters Patent,—
“1. In combination with a single-wheeled velocipede, the reach _C_,
with its guide-pulleys _e_, _e_, and traverse wheel _B_, arranged
substantially as and for the purposes herein shown and described.
“2. The combination of the traction-wheel _A_ with the traverse-wheel
_B_, substantially as and for the purposes herein shown and described.
“+Richard C. Hemmings.+”
[Illustration: S. Wortmann, of New York. Velocipede. No. 93,030.
Patented July 27, 1869.]
An early tandem showing the true sociability of the same; observe the
peaceful harmony of the city gentleman, with chimney-pot hat, and the
sombreroed cow-boy.
WORTMANN SPECIFICATION.
“This invention relates to a new vehicle, which is to be propelled
by the upper or lower extremities of the person or persons which it
supports, and which is provided with a fly-wheel in such a manner that
the same may at will be thrown into or out of gear. This fly-wheel will
gather power in going down-hill, and will then give it up in going
up-hill, thereby facilitating the ascending of hills, and preventing
too great rapidity while going down-hill.
“The invention consists in the general combination of parts, whereby
two persons may be accommodated on the vehicle, and also in the
aforementioned arrangement of the fly-wheel.
“When the fly-wheel is thrown into gear, as aforesaid, it will serve
to gather power, to facilitate the riding up-hill, and to steady the
motion down-hill.
“2. The fly-wheel _K_, mounted on a separate shaft, _J_, the sliding
pinion _f_, in combination with the lever _g_, substantially as herein
shown and described, for the purpose specified.
“The above specification of my invention signed by me, this ninth day
of June, 1869.
“+Simon Wortmann.+”
* * * * *
You will have to make that front man do some work, Simon, or you will
fall behind the band-wagon in spite of your fly-wheel.
[Illustration: S. H. Sawhill, of Cambridge, Ohio. Velocipede. No.
93,751. Patented August 17, 1869.]
SAWHILL SPECIFICATION.
“This invention relates to a new two- or three-wheeled velocipede,
which is to be propelled by hand, and which is so constructed that it
can be easily operated, and that the body will be sustained in the most
advantageous position.
“The invention consists in several improvements of the
driving-mechanism, of the foot-supports, and steering-mechanism,
which, separately or combined, tend to produce a simple and convenient
apparatus.
“_A_, in the drawing, represents the front wheel of my improved
velocipede.
“The rider, holding the feet on these fixed bars _I_, can readily, and
by an imperceptible motion, turn the post to guide the apparatus in any
desired direction.
“I claim as new, and desire to secure by Letters Patent,—
“1. The steering-post _C_, constructed, as described, of the two
parallel bars _a_, _a_, hung upon the crank-axle _B_, and connected by
the plates _b_, _d_, between which the end of the reach _D_ is pivoted,
said post being provided at its upper end with the crank-shaft _J_, and
near its lower end with the foot-rests _I_, as herein described, for
the purpose specified.”
* * * * *
Another manumotor carriage. Had the inventor ever attempted to climb
some of the hills to be seen in Maryland, I fear he would have
sacrificed his ambition, let the idea go unheralded to the world, and
saved his patent fee.
[Illustration: G. Lowden, of Brooklyn, N. Y. Velocipede. No. 96,128.
Patented October 26, 1869.
“There are only a few of us left.”]
“This invention relates to a new and useful improvement in velocipedes,
and consists in the method in which power is applied for driving it.
“Power is applied to this ratchet by means of the pawls _f_ and _g_,
the former of which is pivoted to the frame _h_, and to which the
saddle _i_ is attached; the other pawl is pivoted to the frame J, to
which the foot-pieces _k_ are attached.
“When the weight of the rider is thrown either upon the saddle or upon
the foot-pieces, the pawls act upon the ratchet-wheel, and rotate the
axle.
“As before stated, motion is given the velocipede by working the pawls
in the ratchet-wheel, as the weight of the rider is thrown alternately
upon the saddle and upon the foot-pieces.
“This operation gives him the motion and exercise of a _horseback_ ride.
“No crank is employed, and consequently the vehicle may be started at
any point, and the operating parts being attached to and supported by
the main axle, there is nothing likely to break or get out of order.
“Having thus described my invention,
“What I claim as new, and desire to secure by Letters Patent, is,—
“1. In combination with a velocipede, the ratchet-wheel _E_, pawls _f_
and _g_, and yokes _h_ and _J_, arranged and operating on the axle _A_,
substantially as described.
“In combination with the ratchet-wheel _E_ and weighted yokes _h_
and _J_, the reach _M_, post _O_, brake _S_, and rods _r_, arranged
substantially as described, for the purposes set forth.
“+George Lowden.+”
* * * * *
Only get the motion of a man on horseback, and our early cycle
inventors thought the goal was reached. One would almost think that
this motion was what gave power to the horse in those days.
[Illustration: E. A. Lewis, of Missouri. Velocipede. No. 96,124.
Patented, Oct. 26, 1869.]
“This invention has for its object to so construct the cranks of
velocipedes that they are made longer where the greatest power is
required, without increasing the diameter of the circle to be described
by the foot.
“The invention consists in the use of sliding cranks, which project
from both sides of the shaft.
“One end of each crank is guided by a fixed eccentric groove or track,
in such manner that the crank-pin is moved away from the shaft as long
as the power is applied to the same by the foot. When the power is not
required, on the return stroke, the crank-pin is drawn close to the
shaft, and thus, without describing a large circle, the crank-lever is
made longer than usual, when required.
“Thus, a twelve-inch crank-bar can produce a nine- or ten-inch
working-crank, while the crank-pin describes a circle of not more than
twelve inches diameter. Heretofore, a twelve-inch circle was described
by a six-inch crank. Greater leverage and power are thus obtained by my
invention.
“+Edwd. A. Lewis.+”
* * * * *
This is one of the most deceptive schemes in cycle history; if it
worked as the inventor implies, we should have perpetual motion in
fact. A man cannot transmit power to the wheel while the crank is
coming up, except the little he can get by ankle-motion. A close
examination will show that, whereas the crank is longer, the man has a
proportionally less number of degrees through which he can drive it.
Time, as well as force, enters into the problem of driving a bicycle;
the time is equal to the number of degrees the crank travels through;
here a man only has one-third, or less, of the circle, through which
he has any power to turn the wheel. It is of no advantage to have
one-third longer leverage if you have one-third, or over, less time,
or number of degrees, to transmit power. The enormous mistake of this
inventor consists in the fact that it would actually be better if he
transmitted his power through the arc of short, rather than that of
the long, leverage. If you do not increase your vertical amplitude,
or resultant, depend upon it you cannot increase your power unless,
at least, you push through a comparable number of degrees at better
advantage.
[Illustration: F. H. C. Mey, of Buffalo. Velocipede. No. 109,644.
Patented November 29, 1870.]
“_To all whom it may concern_:
“Be it known that I, +F. H. C. Mey+, of Buffalo, in the county of Erie
and State of New York, have invented a new and improved Dog-Power
Vehicle.
“This invention relates to vehicles which move from place to place
on roads, pavements, etc., and consists in an improved construction
thereof.
“_A_ is the driving-wheel, which in this instance is in the front of a
vehicle having three wheels, but may be in the rear, if preferred, or
in any other location.
“The animals being placed in this tread-rim, as represented in Fig. 2,
and caused to work, will impart motion to the wheel and to the vehicle,
as will be clearly understood.
“Having thus described my invention,
“I claim as new, and desire to secure by Letters Patent,—
“The combination of wheel _A B C_ with a pair of wheels and body to
form the running-gear of a vehicle, in the manner shown and described.
“+F. H. C. Mey.+”
* * * * *
The claim could have been greatly improved by including the whip _D_
and female _E_ in the combination; at least, it is certain that these
two elements would be needful. Two twenty-five pound dogs would hardly
tread-mill a hundred-pound vehicle and a hundred-and-fifty-pound
female up some of the Baltimore hills.
[Illustration: J. L. Hornig, of Jersey City. Velocipede. No. 191,145.
Patented May 22, 1877.]
HORNIG SPECIFICATION.
“The saddle _I_ may be made adjustable longitudinally on the
balance-beam _E_, or it may be made to slide thereon longitudinally.
“A hand-lever, _K_, pivoted to the reach, and connected with the crank
_g_, serves to throw the crank off the centre in starting the vehicle.
“The saddle _I_ may be a side-saddle for ladies’ use, and two removable
saddles may be provided for a single vehicle, one of which may be a
side-saddle, and in this way a single velocipede may be used either by
a gentleman or lady, or by boys and girls.
“The operation of the invention is as follows: The rider throws his
weight alternately on the treadle and on the seat, rising on his feet
when throwing his weight on the treadle, and lowering himself upon the
saddle again, _as in riding a galloping horse_. In this way the entire
weight of the body is utilized, both in rising and falling, to propel
the vehicle, the muscles being used in a far more advantageous manner,
and furnishing a much more healthful exercise than in the propulsion
of a velocipede by the use of first one foot and then the other in the
highly-disadvantageous method of applying muscular power heretofore
employed.”
* * * * *
Good for Mr. Hornig! But he will have to get his galloping velocipede
on the market pretty soon or his patent will expire.
[Illustration: Scientific American, September 1, 1877.]
“THE COVENTRY TRICYCLE.
“The tricycle, as it is designated, shown in the accompanying
engraving, consists of a rectangular frame made of iron or steel tube,
which carries a double-cranked shaft in patent parallel bearings.
The driving wheel, forty-two inches in diameter, is arranged on a
left-hand side of the rider; and the other side of the rectangular
frame is produced, front and back, for carrying the forks of two
22-inch steering wheels. These forks are connected by a rod, fixed to
the outside of one and the inside of the other, so that both wheels are
turned together by the steering handle. The effect of this arrangement
is that the rider is enabled to thread his way between other vehicles
with the greatest ease; and it is even said that he can describe a
figure 8 in a length of twelve feet. The seat is mounted on four steel
springs of S form, which are attached to the frame by nuts on the
screwed ends of the stays carrying the pin on which the pedals work.
Rods jointed to the pedals turn the crank-shaft, as will be seen in the
engraving. The second handle is merely to afford support for the left
hand while the right is occupied in steering.
“The tricycle is fitted with tangent wheels, in which the spokes are
crossed, and each spoke locks the other. By this arrangement greater
lightness can be obtained for a given strength; and another great
advantage is that in the event of a spoke being broken, another can
be replaced by the rider in a few minutes. The machine can be readily
taken to pieces and packed in small compass.”
* * * * *
This is the pattern of tricycle shown upon the Starley monument
at Coventry, and is that which was afterwards changed from the
lever-motion to the crank and sprocket-chain, and extensively
manufactured at a great works in the Cycle City.
[Illustration: E. Baker, of Salem, Mass. Devices for propelling wagons.
No. 200,016. Patented February 5, 1878.]
“_To all whom it may concern_:
“Be it known that I, +Elbridge Baker+, of Salem, in the county of Essex
and State of Massachusetts, have invented Improvements in Wagons, of
which the following is a specification:
“This improvement in wagons consists in mechanism arranged, as
hereinafter described, to act directly on the ground to propel the
wagon.
“Each rod has a pronged foot-piece, _f_, and between the foot-piece _f_
and the crank-hanging of each rod the rod is suspended by a flexible
line, _g_, from the body of the wagon.
“Turning the crank-shaft _b_ in any suitable manner causes the pronged
foot-pieces, _f_ of the rods _d^1_, _d²_, _d^4_, and _d^5_ to take
hold of the ground, and thereby propel the wagon, and by arranging the
cranks as is shown in the drawings one rod after the other is brought
into and out of action, securing a continuous action of the mechanism
to propel the wagon, all as is obvious without further explanation.
“The lines _g_ hold and keep the rods to the action of their
crank-arms, and cause the rods to be properly brought, from time to
time, by the cranks into operating positions on the ground.”
* * * * *
This device is a logical sequence of Mr. Croft’s, being a combination
of shoving-bars worked by machinery instead of by hand. This patent is
now expired and can be used by anybody.
[Illustration: E. N. Higley, of Somersworth, N. H. Velocipede. No.
201,179. Patented March 12, 1878.]
“The invention consists in an arrangement of pulleys upon each side of
the crank-arm, and pulleys of similar construction upon the sides or
ends of the axle of the road-wheel, and connected together by chains or
other suitable means, whereby the carriage may be propelled by the feet
alone without turning around or otherwise operating the hand-shaft;
or the hand-shaft may be employed, when desired, to aid or assist the
feet, as circumstances may require; or both sets of pulleys may be used
by the hands and feet to increase the speed of the carriage.”
[Illustration: W. Klahr, of Meyerstown, Pa. Bicycle. No. 285,821.
Patented October 2, 1883.]
Mr. Klahr was one of the early geniuses that appreciated the utility of
the anti-vibrator. Notice the spring upon the front reach. This is a
device quite similar to that used by many makers of rear-drivers in the
past few years. The inventor does not claim this, however.
[Illustration: Bruton’s English Patent. Provisional specification. No.
208. January 18, 1879.]
IMPARTING MOTION TO VELOCIPEDES, &c.
(_This Invention received Provisioned Protection only._)
“+Edward George Bruton+, of No. 1, Park Crescent, Oxford. ‘+Certain
Improvements in the Form and Method of Imparting Motion to Velocipedes,
Carriages, or other Vehicles.+’
“This Invention consists of a new form of imparting motion to
velocipedes or other vehicles having three or more wheels, which wheels
shall receive their motion from a traversing platform, to which motion
is imparted by walking or running thereon; the platform consisting
of endless bands, of a substance offering resistance to the foot,
passing over rollers suspended from the said vehicle, which rollers, by
pulley-bands, chains, or other means, put in motion certain wheels of
the said vehicle and thereby propel the same.”
* * * * *
We have heard the tricycle compared to a tread-mill by unkind and
wearied riders, but it has remained for our English brother, Mr.
Bruton, to make the comparison a veritable fact.
[Illustration: F. Langmaak and P. Streiff, of San Francisco.
Velocipede. No. 228,908 Patented June 15, 1880.]
A LEVER-MOTION UNICYCLE.
“... By having a pair of the levers an alternate motion is kept up and
a continuous revolution of the driving-wheel maintained.
“A ratchet and pawl, ball-clutch, or eccentric friction-clutch will
accomplish this object, the latter being preferable, owing to the
absence of noise.
“With the large wheel, and the rider sitting below the centre of
gravity, a slow motion can be maintained and the effort to propel it
need not necessarily be great.”
[Illustration: A. C. Monnin and P. Filliez, of Canton, O. Bicycle. No.
361,310. Patented April 19, 1887.]
“It will be seen that by our peculiar arrangement an operator can use
his hands and feet in propelling the bicycle proper, and that great
speed can be made by reason of the wheels _E_ working on the pinions
_b_. It will be understood that to the rear end of the arm _G_ is
attached, in the ordinary manner, a small travelling wheel, and, if
desired, two wheels may be attached to the arm _G_. It will also be
understood that a suitable saddle is to be properly attached to the arm
_G_.”
[Illustration: G. B. Scuri, of Italy. Velocipede. No. 242,161. Patented
May 31, 1881.]
“_To all whom it may concern_:
“Be it known that I, +G. Battista Scuri+, a citizen of the Kingdom of
Italy, residing at Turin, have invented new and useful Improvements in
Velocipedes.
“My invention relates to improvements in that class of velocipedes
called ‘monocycles,’ in which but one wheel is employed, that serves
both as a propelling and steering wheel.
“The velocipedes which have heretofore been chiefly used are the
bicycle and the tricycle, and to a limited extent the quadricycle, or
four-wheeled velocipede, in all of which the support for the driver
is so arranged as to practically throw his weight upon the front and
rear wheel axles. The power required to propel these various species
of conveyances increases proportionally with the number of wheels
employed, and the relative diameters of the latter, as well as the
mechanism employed for propelling and steering the same, together with
the weight of the apparatus. It is obvious therefore that the power
required to propel these conveyances diminishes proportionally with the
number of the elements referred to. Consequently, to reduce this power
to a minimum, it will only be necessary to correspondingly reduce the
number of propelling-wheels, the propelling and steering mechanism, and
the weight of the apparatus.
“To obtain these results I employ but one wheel.
“In a monocycle that is constructed to support the entire weight of
its driver, it is absolutely necessary that said weight, as well as
that of the supports for the same and all other mechanism, either for
propelling or steering, should be thrown upon the one wheel-axle and be
adapted to be equally balanced thereon.
“By means of this construction and arrangement I obtain a velocipede
that can be propelled with comparatively little fatigue, and the cost
of construction of which is reduced nearly one-half of that of the
ordinary velocipede.”
* * * * *
Judging from this invention they must be expert riders in every way in
Italy; it must be supposed that the inventor at least could manage it.
If reducing the mechanism increases the power in such a proportion, why
not do away with all mechanism and have infinite power?
[Illustration: B. Smith, of San Francisco. Velocipede. No. 249,207.
Patented November 8, 1881.]
SMITH SPECIFICATION.
“The rider is supported upon a seat or saddle, _Q_, directly above
the stirrups, in a nearly standing position, his feet resting upon
the stirrups, and he operates the clutches alternately by a walking
movement, or he can operate the mechanism in a standing position
without the seat or saddle. The clutch-levers alternately engage with
the rims or pulleys on the axle, as their outer ends are pressed
downward by the backward walking movement of the foot of the rider, and
releasing them as the foot rises in stepping forward, the rope reeving
through the pulleys in each direction alternately as the levers are
alternately raised and depressed.
“The operation will then be as follows: When a downward pressure is
applied to one lever its lower arm or prong, _g′_, pressing upon
the face of the disk _F_, draws the case or frame forward, so as to
press the rollers _h_ against the face of the disk, thus clutching or
gripping the disk at three points, so as to clamp the frame or case to
it. The downward pressure of the lever then turns the disk and axle
until the lever of the opposite clutch has gripped the other disk in
the same way.
“In a four-wheeled carriage a seat or body can be placed upon the front
part of the vehicle for carrying another person or parcels.
“I thus provide a vehicle that is propelled by a walking movement
similar to that employed in operating the bicycle. It can be operated
with very little exertion, and it enables the rider to carry another
person or packages, if he desires.”
* * * * *
This gallant tandem inventor was at least not guilty of requiring his
lady to do any work.
[Illustration: R. Tragardh, of Chicago. Velocipede. No. 250,607.
Patented December 6, 1881.]
This is a sample of many patents in which the inventors try to combine
the elements of a bicycle and tricycle, thereby defeating the end of
each.
[Illustration: J. Renetti. Velocipede. No. 96,963. Patented November
16, 1869.]
A clutch-lever machine of some merit, considering the early date of the
patent.
This is a rear-driver with front wheel as large as the rear, though
not a single-track machine.
[Illustration: W. H. Hull and J. W. O’Rear. Velocipede. No. 259,853.
Patented June 20, 1882.]
HULL AND O’REAR SPECIFICATION.
“This invention consists of the construction and arrangement, as
hereinafter described, of a vehicle to be propelled and guided by the
rider, the driving-power being applied by means of hand-cranks and the
guiding being effected by the foot of the operator.
“_A_ represents the hind axle, whereon the two hind wheels, _B_, are
fitted by means of the well-known rose-clutch device _C_, the frame
_H_, and turned by hand-cranks _I_, to be worked by the operator, who
sits upon the saddle _J_.
“We have also arms, _Y_, for the application of the feet of the
operator to steer the vehicle, while the lever ranges rearward towards
the operator for being conveniently worked by hand.
“The construction is very simple and cheap, and the arrangement is
calculated to afford a convenient and easily-operated hand-power
vehicle.”
* * * * *
Messrs. Hull and O’Rear find that it is better to steer with the feet
and propel the machine by the arms. The rider is peering anxiously
forward as though somebody was ahead of him, and he appears rather
disconcerted from some cause; which makes us think the picture has been
taken from real life.
[Illustration: C. M. Schaffer, of Louisville, Ky. No. 291,781. Patented
January 8, 1884.]
SCHAFFER SPECIFICATION.
“The object of my invention is to furnish a safe and convenient
velocipede of the unicycle type; and to that end my invention consists
in certain novel features of construction and arrangement, as
hereinafter described and claimed.
“The operator may stand erect, and in order to obtain the necessary
vertical space without too large a wheel the rim or felly is made of
considerable width, as shown in Fig. 2. With this wide tire the wheel
will stand without support, and I prefer to use a recessed tire or two
smaller tires, as shown, between which is a rubber or elastic band to
prevent concussion and noise.
“To allow of entering the machine, a portion, _c′_, of one felly is
made separate, and the hub _a_ made with a hinged segment, _a²_, to
which the spokes from the felly-segment _c′_ connect, so that the
latter can be swung out.”
* * * * *
Mr. Schaffer does not seem to have provided any very ready means of
escape for the bird in case the cage should run away or collide with
another.
[Illustration: B. G. Burlinghausen, of Cleveland, O. One-wheeled
Velocipede. No. 299,617. Patented June 3, 1884.]
BURLINGHAUSEN SPECIFICATION.
“My invention relates to improvements in one-wheel velocipedes; and
it consists in certain features of construction and in combination of
parts hereinafter described, and pointed out in the claim.
“As the operator must sit some distance back of the axis of the wheel,
some force is required to support or balance the seat and operate in
the required position, and this is furnished by the sliding weight _H_
secured by a set-screw on the rod _G_.
“What I claim is,—
“In a one-wheel velocipede, the combination, with the hubs, the hangers
_D_, depending from said hubs, and cranks secured to the hubs for
revolving the wheel, of the cross-piece _E_, the balance-rod provided
with the adjustable foot-rest, and the seat secured to the upper
surface of the cross-bar, substantially as described.
“In testimony whereof I sign this specification, in the presence of two
witnesses, this sixth day of March, 1884.
“+Bernerd G. Burlinghausen.+”
* * * * *
This device works entirely as a manumotor or hand-carriage. It is
questionable if any prudent rider would care to be enclosed within this
structure if there were many hills to descend. To be sure, if the seat
gets fast, he can kick the spokes, as in the case of a squirrel and
cage-reel, thus keeping himself upright, but this would be attended
with great labor and requisite skill.
[Illustration: R. von Malkowsky, of New York. Velocipede. No. 310,548.
Patented January 6, 1885.]
COMBINED BICYCLE AND ACCORDION, PATENTED BY MR. VON MALKOWSKY.
Just fills a need long felt by the cyclist. There is a certain action
claimed for it, in which pressure of air is used on the treadles which
helps to propel the machine; but this is only a secondary element in
the mind of the wary cyclist; no sooner will he see this invention than
he will grasp the idea of getting keys to it and having it play him a
tune, as he speeds on his lonely way. And then, how nice to sit down,
unscrew a pedal, remove his treasure, and produce sweet strains of
silvery music. A new short method of instruction for playing upon this
new combination may go with each cycle sold, such that any rider could
soon comprehend. Below find brief of specification.
* * * * *
“From the lower ends of the fork _C_ extend, in downwardly or
backwardly direction, fixed brackets, _C′_, to which are applied closed
expansible bellows, _D_, of oblong shape, one at each side of the
driving-wheel _A_.
“The combination, in a velocipede, with the driving-wheel, of closed
bellows supported on fixed brackets of the fork, forked pedal-rods
connected at the lower end of the bottom of the bellows, and at the
upper end to a transverse oscillating balance-rod.
“+R. von Malkowsky.+”
[Illustration: W. Bevan, of London, England. Safety Attachment for
Bicycles. No. 319,385. Patented June 2, 1885.]
“_To all whom it may concern_:
“Be it known that I, +William Bevan+, a subject of the Queen of
England, residing at London, England, have invented a new and useful
Improved Bicycle Safety Attachment for Learners, of which the following
is a specification.
“If the wheels _B_ be raised from the ground a short distance,
considerable swaying of the machine will be possible without its quite
tumbling over.
“As shown in Fig. 2, the wheels are upon the same level as the large
wheel, and the machine is well supported, so that a person ignorant
of the art of riding a bicycle can ride a machine fitted with this
appliance.”
* * * * *
This is another gentleman who thinks he can balance the bicycle by
means of out-riggers. However ridiculous this scheme may be, this
inventor does not deserve the first prize. A machine shown at one of
the London exhibitions, in which the two small wheels were replaced
by iron sled-runners, should be the subject of our highest award. The
inventor of our machine shown can well say that a person need not be
able to ride; I recommend he make himself expert at headers, however.
[Illustration: J. O. Lose, of Paterson, N. J. One-wheeled vehicle. No.
325,548. Patented September 1, 1885.]
“I may operate my unicycle by either clock-work or steam, instead of
foot-power.
“A small boiler may be placed under the platform _O_, with steam-pipe
to convey the steam to the inner rim of the large wheel _A_.”
* * * * *
You have all heard of the “merchant of Rotterdam, whose legs were a
compound of clock-work and steam.”
“_To all whom it may concern_:
“Be it known that I, +John Otto Lose+, a subject of the Emperor of
Germany, residing at Paterson, in the county of Passaic and State
of New Jersey, have invented certain new and useful Improvements in
One-Wheeled Vehicles.
“My invention relates to a unicycle or one-wheeled vehicle, without
spokes, which will carry one or more persons, as well as a bicycle or
tricycle, and which is operated from within, carries the passenger
inside, and only one wheel touching the ground. I attain these objects
by the means of the devices illustrated in the accompanying drawings.
“When the machine is not in operation, it will stand by itself, for
the treadle and driving wheels being heavier than the idler-wheel
_H_, _H_ will rise and the front part of platform will drop, and the
treadle-wheels will rest on the ground.”
* * * * *
Mr. Lose drew his unicycle in better proportions than his man; perhaps
he made the rider’s limbs light to show that the machine would run easy.
[Illustration: H. W. Libbey. Hood attachment for bicycles. No. 339,793.
Patented April 13, 1886.]
“The object of my invention is to provide a means for protecting riders
of bicycles and tricycles from exposure to the sun and rain.”
[Illustration: Leske, two-wheeled machine on the Otto principle.]
This is a German patent by Herr Leske, of Berlin, dated August 4, 1887.
The inventor can, at least, be said to accommodate the entire body
with plenty of work. Mr. Leske may be heard from later.
[Illustration: H. J. Lawson. Velocipede. No. 345,851. Patented July 20,
1886.]
LAWSON SPECIFICATION.
“My invention relates to that class of bicycles in which the front
wheel is employed for steering and the rear wheel for driving, the
pedal crank-axle being arranged between the wheels and connected with
the axle of the rear wheel for driving by an endless driving-chain.
“The object in this construction is to secure the rider against being
thrown forward over the front wheel by keeping his centre of gravity
low and setting his seat or saddle as far back as is practicable from
the centre of the front wheel. This mode of driving through the medium
of sprocket-wheels and chains also allows the driving-wheel to be
geared up or down to suit individual tastes.
“What I do claim is,—
“1. A bicycle having two wheels arranged tandem as shown, the rear
wheel being no larger than the front wheel, and provided with a
pedal crank-axle arranged between said wheels and connected to the
rear wheel, for driving by an endless chain and sprocket-wheel,
substantially as specified.”
* * * * *
The other drawing of this patent is used to illustrate the Rover
rear-driver. I wish to call particular attention to the claim as given
in above brief of specification, as it is somewhat extraordinary. The
English patent to this same inventor would indicate that he was an
early, but negligent, inventor of the modern rear-driver safety.
[Illustration: A. Hoak, of Pennsylvania. Velocipede. No. 341,911.
Patented May 18, 1886.]
A. HOAK’S VELOCIPEDE.
The important part of the specification is as follows:
“The shaft-gearing of these spur-wheels consists of impact roller
motions, so that the crank centrally on the shaft, within easy reach
of the operator upon the seat and between the driving-wheels, may be
effectually operated by the hand, and a lever from the guide-wheel is
designed to be in such a position as to be within easy reach of the
operator’s feet forwardly, so that no difficulty will be encountered,
all of which will now be fully set forth.
“The operation of this device is very simple. The operator seated
within the machine operates the crank _O_ of the shaft _L_, and the
spur-wheels _N_, engaging with the spur-wheels _I_, move the vehicle
forward. The steering-wheel _C_ is operated by the feet in connection
with the lever _E_.”
* * * * *
It is all right, except that it would seem cruel to have such legs as
the draughtsman has given the rider, and only use them for steering
purposes.
[Illustration: E. S. Burbank, of Iowa. Velocipede. No. 352,989.
Patented November 23, 1886.]
BURBANK SPECIFICATION.
“By thus providing the bicycle with a circular track engaging the
driving-wheel the said track forms virtually the driving-wheel of the
bicycle or velocipede, and as it is of very greatly increased diameter
as compared with the driving-wheel of the velocipede, it enables the
machine to be driven over rough and uneven roads without violent
bumping and jolting, and without discomfort to the rider. It also
prevents the velocipede from being overturned when it encounters an
obstruction, and prevents the rider from ‘taking a header.’
“When the machine encounters a stone or other obstruction, the frame
_M_ is moved rearwardly against the pressure of the spring _L′_,
and thus causing the wheel _B_ and the rider to be moved forwardly
past the centre of the circular track for a corresponding distance,
thus enabling the weight of the rider to be utilized in causing the
circular track to pass over the obstruction.”
* * * * *
This patent is a fair sample of the big-wheel idea; it has some good
features, such as the spring _L′_, which allows the inside machine,
together with the rider, to swing forward when the outer wheel strikes
an obstacle, thus acting as an anti-vibrator or momentum spring. The
small inner wheel with cranks would make the machine run slow, but the
appearance of the thing would be, I think, rather unique.
[Illustration: C. A. Williamson. Seat for bicycles. No. 364,075.
Patented May 31, 1887.]
“The advantages of my back support or rest for a bicycle seat will be
readily understood by users of the machine.
“Instead of folding the rest down upon the seat as shown, it might be
arranged to be folded down behind the seat, if desired.
“I am aware that various forms of seats have been provided with hinged
back-rests, and do not claim, broadly, a seat having a hinged back-rest.
“I claim as my invention—
“In combination with the frame and an ordinary seat of a bicycle,
an arm secured at one end to the frame under the seat and extending
upwardly at the back of the seat, and a back-rest located behind the
seat and having hinge-connection with the arm above the top of the
seat, whereby it is adapted to be folded down, substantially as set
forth.
“+Catherine A. Williamson.+”
* * * * *
Miss Williamson is mistaken in her disclaimer. I do not think anybody
ever put a back on a bicycle seat before.
It is also probable that a “dis” (before advantages) was omitted by the
printer in the first line of above brief; but we must not be ungallant
to the ladies, and criticise too harshly. Perhaps the invention will
come in on the Rovers where the ladies may mount in front.
[Illustration: C. E. Duryea, of St. Louis. Bicycle. No. 364,231.
Patented June 7, 1887.]
DURYEA SPECIFICATION.
“The improvement relates partly to the handle-bars, partly to the
pedals, and partly to the head, of the bicycle.
“The advantage of this form of handle-bars is that it enables the rider
to mount from in rear of the large wheel in the usual manner, and to
dismount either in the rear or in the front of the large wheel. It also
permits of an upward pull upon the handle in propelling the wheel.
“The structure of the spokes, hub, and rim will not be claimed in this
case, as they will form the subject of another application by me for
patent thereon.
“I am aware that heretofore the handle-bar has been angled, but know of
no case where it extends backwardly, outwardly, and upwardly.”
* * * * *
This idea for handle-bars has often occurred to riders of the old
Ordinary; it would have saved many serious falls, by way of the front
dismount, heads down. The weight and complication are its defects.
[Illustration: E. G. Latta, Friendship, N. Y. Velocipede. No. 378,253.
Patented February 21, 1888.]
LATTA SPECIFICATION.
“The object of this invention is to provide a machine which is safe,
strong, and serviceable, and more easily steered than the machines
now in use, and also to construct the machine in such manner that the
same can be folded when not required for use, so as to require little
storage-room and facilitate its transportation.
“In bicycles of ordinary construction, when the rider anticipates
a fall it is customary to turn the steering-wheel in the direction
towards which the rider is inclined to fall. When the steering-wheel of
my improved velocipede is deflected, the saddle swings in an opposite
direction to that in which the rider tends to fall, which enables
the rider to regain his balance with very little movement of the
steering-pivot, and also to maintain a direct course with greater ease
than with the ordinary machines.”
* * * * *
This is one of Mr. Latta’s weekly patents, and is a sample of the many
efforts now being made to overcome the sensitive steering qualities of
the recent rear-driver. The invention is also intended to answer the
purpose of the “Rothigiesser system,” spoken of in a former chapter.
Mr. Pat. Gallagher, of New York, invents a tricycle with fly-wheels.
[Illustration]
“A tricycle designed to be easily operated and guided is illustrated
herewith, and has been patented by Mr. Patrick Gallagher, of No. 145
East Forty-second Street, New York City. It has a light but strong iron
frame-work, and is propelled by means of a crank-handle mounted in arms
adjustably pivoted to uprights on the frame, one of the ends of the
crank-handle having a sprocket-wheel connected by an endless chain with
a sprocket-wheel on the axle of the driving-wheels, while the other
end of the crank-handle has two fly-wheels to steady the motion of the
machine, and so that but little exertion will be required to run it
after a high degree of momentum has been obtained.”
[Illustration: R. J. Spalding. Flying-machine. No. 398,984. Patented
March 5, 1889.]
[Illustration: Cadiz and Wheeling Plank Road.]
AN AMERICAN BONE-SHAKER, 1869.
As it is a common practice to present patrons with a portrait of the
venturesome culprit who aspires to engage the temporary notice of the
public, by works of this kind, it is possible that some readers may,
perchance, procure books with such expectations in view, and feel
disappointed if no such custom has prevailed. Now, therefore, the
writer has overhauled his effects and brought to light a picture which,
“though not as new as it was,” is a fair specimen of the photographer’s
handicraft, which represents your hopeful tyro upon his original
velocipede, one made by himself in 1868–69. This machine was probably
the earliest single-track crank-machine made in the State of Ohio and
one of the first in the United States.
Looking at the reproduction herewith annexed, I notice, with regret,
that the rider has not improved as rapidly as have the machines.
Transcriber’s Notes:
• Text enclosed by underscores is in italics (_italics_).
• Text enclosed by pluses is in small caps (+small caps+).