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MANUAL, 
 
 mm 
 
 m 
 
 

 E. H. CORSON. 
 
THIE 
 
 ■^ 
 
 STAR-RIDER'S 
 
 MANUAL 
 
 X^irst lEZd-itioxi. 
 
 An Instruction Book on the tise of the American 
 Star Bicycle. 
 
 By E. H. CORSON, 
 East Rochester, New Hampshire. 
 
 
 LANCASTER, N. H. : 1 — ;;;;;i.>^ 
 
 THE LANCASTER JOB PRINT— A. F. ROWELLTpRINTER. 
 
Entered according to Act of Congress, in the year 1883, by E. H. Corson, 
 in the Office of the Librarian of Congress, at Washington, D. C. 
 
G. W. PRESSEY. 
 
 CINVENTOR OF THE "STAR." J 
 
pref 
 
 ace. 
 
 In offei-ing this little work to the fraternity of Wheelmen in 
 general, and the "Star" portion of it in particular, the author 
 hopes to supply a want that has been growing since the advent 
 of the new machine — a want that he felt when a beginner — and 
 one, he confidently believes, that many others now feel, especial- 
 ly those who cannot obtain the advantages of a riding school. 
 He has endeavored to lay down these instructions as concisely 
 as possible and still preserve their clearness, thus making it a 
 work adapted to any who may attempt to master the Star. 
 
 Besides the instructions the author has added a brief history 
 of the Star as set forth by Mr. Pressey the inventor, and a chap- 
 ter on the rights and privileges of bicyclers, from a circular sent 
 out to members of the L. A. W., both being valuable additions 
 to the Manual and worthy of careful perusal. 
 
 He smcerely offers his thanks to those who have assisted him 
 in this work, and hopes to return the kindness with interest 
 added. 
 
 Very Truly, 
 
 E. H. CORSON. 
 
(Kixi^fopy^ o^ f^e ^^^\'ar. 
 
 ^^ 
 
 BY THE INVENTOR. 
 
 MR.-E. H. CORSON, 
 
 Dear Sir: — In answer to your request for me to write 
 for publication in your "Star Manual" a history of the beginning 
 of our new bicycle, I send you the following : 
 
 In 1879, my son Burt, then twelve years of age, was attack- 
 ed with symptoms of the "bicycle fever." He borrowed a very 
 poor specimen of a velocipede from a friend, and commenced 
 pitching heels over head in every conceivable direction, always 
 claiming that he "v/asn't hurt much," and that his clothes were 
 good for nothing, or they wouldn't tear so easily. He continu- 
 ed this exercise until one day he took what he called a "header." 
 This was a ne^v term to me then and proved a very severe ex- 
 periment for him, as this time he had not only torn his clothes, 
 but had received a fearful wound in one leg from which the 
 blood was flowing fast. 
 
 This, together with his otherwise damaged condition, convinced 
 me that he ^lust either have a safer machine to ride, (for I knew he 
 would never give up riding v/hile there was any life left in him), 
 or that I should have but one boy, instead of two. Being a me- 
 chanic and something of an invent*)r, I therefore commenced 
 studying the mol^dern bicycle, with a determination to make a 
 better and safer machine for my boy to ride. In order to carry 
 out my purpose, I myself commenced riding, and soon found 
 that the only danger of faUing, (having acquired the art of bal- 
 
lo THE STAR-RIDERS MANUAL. 
 
 ancing, which is much the same as in walking), was from 
 momentmn, when from accident or otherwise the speed was 
 suddenly checked; that the httle wheel, which in the crank 
 machine is only used to help the rider to keep his balance 
 over the large wheel, was on the wrong side; that it could 
 not serve its purpose in that position, but must be placed before 
 the carrying wheel, where it would serve as a brace or safeguard 
 against being thrown forward, as above. I made a machine, 
 putting the small wheel, which I used as a steering wheel, in 
 front, and found by careful experiments that with 150 pounds on 
 the saddle, which could by this arrangement be placed over the 
 center of the carrying wheel, the small wheel, with the spring 
 above it, would run over any common obstruction, practically 
 as easily forward as behind the large wheel, and much easier 
 than it would as used by the crank machine, where it must carry 
 part of the weight of the rider. Wheelbarrows are always 
 pushed, it long ago having l^een found that no more power was 
 required to push than to pull them over any common obstruc- 
 tion. 
 
 I then found that if I used the small wheel to steer w'ith, 
 the carrying wheel could be fastened firmly in its frame and 
 save all the labor of holding it from swinging back and forth as 
 I pressed the cranks. 
 
 Another trouble now appeared. The saddle, which v/as di- 
 rectly over the center of the large wheel, where of course it 
 should be, was to far forward to reach the cranks convenient- 
 ly. Carefully studying the crank motion, I found that a six inch 
 crank requires about 37 1-2 inches motion to make one revolu- 
 tion, and wdien used by the foot that only about one-third of this 
 motion was of any value, except to raise the foot to its place, 
 and also that the power was not evenly applied ; that when one 
 crank was up and the other down there was no propelling pow- 
 er, while at right angles there was full power, giving a jerky and 
 unprofitable application of force altogether too wasteful for any 
 
HISTORY OF THE STAR BICYCLE. ii 
 
 mechanic to use. I then tried several devices to carry the 
 cranks past the center, but they did not fully remedy the fault. 
 I then applied a friction clutch and lever attachment. This gave 
 me a continuous application of power and brought the foot rests 
 v/here I wanted them, and I found that with the same muscular 
 motion required to make one revolution of the wheel with a 
 crank, I could make nearly tvro revolutions with the lever, and 
 by making the application continuous I could climb a steeper 
 grade than I could with the crank motion. But the clutch made 
 friction and was not durable. To remedy these faults I invented 
 a new hub through which ran a small, stationary steel shaft. I 
 ■journaled the clutch box on the hub, thus getting rid of nearly 
 all the friction, as the box moved with the wheel when the power 
 was applied and did not move on its journal. I then notched 
 the surface of the propelling clutch, forming the ratchet connec- 
 tion which vi'e now use, and which is very durable and gives us 
 no trouble. By this simple and complete arrangement of 
 parts the returning spring, driving puUy and axle are all enclos- 
 ed in a perfectly dust proof case. I then changed the lever, 
 from first to second class, placing the hinge behind the axle. By 
 this change, if the rider bears a httle more than half his weight 
 on the pedal the axle has no weight on it, thus making the ma- 
 chine nearer frictionless than any other bicycle in the world. 
 And here I ought to say that in my opinion all the ball or roller 
 bearings in use on bicycles are simply frauds and deceptions. 
 If they are of any value, why are they not found in our ma- 
 chine shops and factories where the best mechanics are employ- 
 ed? When there is no weight on the journal, I grant they run 
 almost without friction, but v/hen tested under the weight of a 
 rider down an incline, with feet off the pedals, in the hundreds 
 of tests made all over the country, they are, beside the plain 
 bearing of the Star, invariably left behind. To this fact some 
 writers have answered — "your machine is heavier and of course 
 will run down hill faster," evidently forgetting that the law of 
 
12 THE STAR-RIDER'S MANUAL. 
 
 gravitation is, that falling bodies or the same density fall at t^ie 
 same speed without regard to size. I next found that the bicy- 
 cle was hard to control. The staff to the little steering wheel 
 being inclined towards the rider, the small wheel was likely to 
 turn sideways when passing over an obstacle. To remedy this 
 fault, I bent the fork to a perpendicular position, when I found 
 that the bicycle would steer automatically or, as a rider once 
 said, "one only had to think where he wanted to go and the ma- 
 chine would go there." 
 
 The bicycle, being an entirely new device, had very many 
 minor faults, which, during five years of constant study and 
 careful experiment, we have succeeded in overcoming. We 
 found there were no rims either in this country or in England which 
 would stand the tests that riders not having the fear of "headers" 
 before their eyes, gave our machines; and at great expense, and 
 after careful experiments, I succeeded in bringing out a new form 
 of rim, with a flat seat for the tire and a center flange to give it 
 stiflness, which is very much better than any other now in use. 
 We have found, also, that a flat seated tire, while giving more 
 bearing surface, will not roll out like a common tire of the same 
 v/eight, and will run much easier. In fact, I have endeavored to go - 
 to the bottom of the many requirements of a perfect bicycle. The 
 power to drive a bicycle and the resistance to be overcome in riding 
 being fixed quantities, my study has been (i) to apply the pow- 
 er in a way most convenient and in the most eff"ective manner. 
 This I have done by placing the rider exactly over the center of 
 one wheel. This was an important move. The real difference 
 between a mordern crank bicycle and the old velocipede was 
 that the old machine carried the rider on two wheels, the weight 
 being about equal on both, while the new crank bicycle carries 
 three-fourths or more of the weight on a larger wheel. This is a very 
 great advantage, as the wheels do not ah^'ays follow the same 
 track, and if the weight is all, or nearly all, on one wheel, we 
 have practically but one track to make. So what was partly ac- 
 
HISTORY OF THE STAR BICYCLE. 13 
 
 complished by that improvement, I have fully accomplished in 
 the Star. Now with the load placed on one wheel, where il 
 must be carried vvith the least power, how shall we apply the 
 power? Not to a crank surely, for we cannot afford to make 
 37 1-2 inches motion to turn the wheel around once, with all the 
 power applied on a little more than one quarter of the circle, 
 depending upon the momentum acquired to drive the wheel over 
 the dead centers, Hke a baulky horse that jumps at his load and 
 then flies back ; but the power must be applied in some way , 
 that will give a continuous, unbrolien propulsion and not require 
 the muscular motion to be too great or too little in proportion to 
 the power applied. To illustrate — a man who can carry 50 pounds 
 all day, at a pace of a mile in 20 minutes and not over-exert 
 himself, has 100 pounds to carry around a mile circle in 40 min- 
 utes. If he should carry but 25 pounds each time and make 
 four trips of ten minutes each, his strength would be expended 
 by too much motion and he would be much more exhausted 
 than if he had made but two trips, carrying 50 pounds each 
 time. So if he should carry the ico pounds at one time and in 
 40 minutes, he would expend too much power and not enough 
 motion and his strength or endurance would be exhausted very 
 much more than if he had carried a proper load izi a proper 
 time. So I find a great waste of motion required to move the 
 foot around the circle of the crank once for every revolution of 
 the wheel, when, if applied to a lever and clutch attachment we 
 can increa.se or diminish the motion necessary to run the bicycle 
 a mile in a given time, by enlarging or diminishing the size 
 of the pulley. By numerous experiments, I find that to expend the 
 power or endurance of a rider to the best advantage, the motion nec- 
 essary on a lever attachment to turn a 54 inch wheel one revolution, 
 requires a motion of only 19 inches, or 9 1-2 down and the same 
 back. This 19 inches motion being continuous, will enable the 
 rider to push his bicycle up a steeper hill, showing a greater 
 power, practically, and nearly one-half less motion than a six 
 
14, THE STAR-RIDERS MANUAL. 
 
 inch crank attachment. For proof see report of Corey Hill, 
 and also Eagle Rock Hill up which no crank rider ever has 
 ridden, and which a Star rider climbed without a change of ma- 
 chine or leverage since having won a prize for speed at Brockton. 
 If I have preserved as much power, practically, and reduced the 
 motion from 37 1-2 inches to 19 inches, or about 48 per cent., 
 then I have gained in power and motion combined about 24 
 per cent. I do not wish to be understood to say that when we 
 have thoroughly trained riders, and racing machines made as 
 perfectly and as light as the crank racing machines are, we can 
 go 24 per cent, faster, for the resistance of the atmosphere 
 (which is the main resistance in racing) increases in proportion 
 to the square of the speed. But I have always claimed that we 
 have an advantage of 15 seconds in a mile. 
 
 (2) Safety. I knew the coming machine must be practically 
 safe. It is all very well for a boy who is full of dare-devil hero- 
 ism and, as the saying goes, "knows nothing and fears nothing" 
 to declare that he cares nothing for "headers," but if we v/ould 
 make of the bicycle a useful carriage and a practical means of go- 
 ing and coming, in our intercourse with each other for business 
 as well as pleasure, it must be safe. If it will tip over sideways, 
 as one M-heel always A^'ill, we can soon learn to make the dis- 
 mount on either side v.ith safety. The best riders, hov/ever, 
 cannot always guard against ludicrous and even sometimes se- 
 rious accidents called "headers," when the small wheel is behind. 
 With the little wheel in front, this danger is entirely overcome 
 and the rider has only to guard against falling sidewise. Under 
 this head comes, too, the ability to turn short corners quickly 
 and safely. By placing the small wheel in front we avoid the 
 danger of falling outward, as the circle of the small wheel is 
 outside the large carrying wheel, forming a brace just where it 
 should be to overcome the tendency of machine and rider to 
 fly off at a tangent. So the Star rider can turn in a three feet 
 circle, while the crank rider, with the small wheel helplessly 
 
HISTORY OF THE STAR BICYCLE. 15 
 
 dragging around on an inside circle, would hardly undertake to 
 turn a circle less than three times that diameter. In short, we 
 claim that the Star is^a safer machine than any bicycle or tricy- 
 cle now in use. 
 
 (3) A practical machine must be so constructed that anyone 
 can ride it without respect to size. This I have accomplished by 
 the self-adjusting swing of the pedals or le\ers. 
 
 (4) Speed, which is provided for as stated under the head 
 of proper application of power and motion, and in proof of 
 which we have only to refer to the records of Mr. Frazier, a 
 boy only 17 years old, with one season's practice and a common 
 road machine weighing 30 pounds more than our I'acing ma- 
 chines will when properly made, who has the best 25, 20 and 
 5 mile records in the United States, and the best i mile record, 
 lacking one-eighth of a second. 
 
 (5) Possibilities of riding. This is a very important part of 
 the task of an inventor v,ho would anticipate all the require- 
 ments of a bicycle that shall claim the approval of American 
 mechanics and inventors, and to v.hich I have given the fullest 
 attention. For a verification of -my ^^■ork in this direction, allov,- 
 me to refer to my son's riding without handles, ride and run- 
 ning races at Springfield, fancy riding at Washington, D. C, and 
 at many other places, for v.-hich he received first prizes; 
 to the ride down Mt. Washington by yourself and to many other 
 tests, which place the Star far in advance of all other bicycles 
 for. ease of control and convenience in handling. 
 
 All this careful study and experimenting, but a small part of 
 which can be mentioned in an article like this, make up the 'his- 
 tory of the Star to the time vdien the perfected machines were 
 to be put on the market. 
 
 As Mr. Edison, our American inventor, of whom we all have 
 reason to be proud, has said, "it requires more ingenuity to get 
 anything for an invention, no matter how valuable, than to in- 
 vent it," and my own experience has not been an exception to the 
 
l6 THE STAR-R/DER'S MANUAL. 
 
 rule. Of the unreasonable and senseless prejudices of some of 
 our American riders, I can only say I did not expect it, and that 
 I am very glad to know that they are slowly but surely being 
 overcome by facts so often proven that thef cannot be denied. 
 
 That interested parties should try to belittle my invention and, 
 by statements called "scientific," endeavor to mislead the public, 
 I can only say I expected it, but I did not expect that they would 
 allow themselves to make such ridiculous and unreasonable 
 statements as they have. But v/riters of this kind are not always 
 the most scientific, mechanical or trustworthy men in the world. 
 The statement that it required the agility of a monkey and the bal- 
 ancing power of a Blondin to mount the Star; of another gent- " 
 leman of about the same caliber, that the inventor made the 
 handle-bar short for fear it might enter his stomach, where his 
 dinner ought to be ; another who persistently repeated a story of 
 a "terrible header" he took on a Star, affirming that it was par- 
 ticularly dangerous in that respect; (Query, hov/ could it be call- 
 ed a header, v/hen there wasn't head enough to prevent him 
 from telling this story?) of still another of the same class who 
 solemnly recommends that Star riders should ride by themselves, 
 for fear they would "tumble on to some one and injurfe him;" 
 and that other expei^t in bicycle making, who states that two of 
 the best Star riders in the country failed to keep up with the 
 cranks and were obliged to walk up hills which crank riders 
 climbed without trouble; and another phylosopher who pities 
 the Star riders when they fall backward, with no hands to pro- 
 tect themselves with ; forgetting that momentum would as surely 
 throw the rider forward as gravitation would downward, and 
 that if he tips backward he will always light on his feet. As all 
 these silly statements have now been answered by practical dem- 
 onstrations by the thousand riders of our machine, I only refer 
 to them as showing one of the many unpleasant experiences 
 with which an inventor has to contend. 
 
 To the many truly American riders and mechanics, who, 
 
HISTORY OF THE STAR BICYCLE. 17 
 
 knowing the value of the scientific apphcation of mechanical 
 principles contained in the invention, have always been ready 
 with a kind word for the American bicycle and its inventor, I 
 can truly say — their discriminating and intelligent approval of 
 my work forms the pleasantest part of my bicycling experience. 
 With a firm resolve to push forward, improving the Star until it 
 is perfected in all its parts, material and workmanship, and is 
 acknowledged by all the countries of the globe to be the highest 
 and most perfect conception of its kind, I am, 
 
 Most Respectfully, 
 Hammonton, N. J., G. W. PRESSEY. 
 
 Nov. .15, 1883. 
 
©irecfionx^ for feearni no* fo f^i4^' 
 
 In learning to ride the American Star bicycle, it is important 
 that moderation be used in the initial efforts, and that the learn- 
 er should not become in the least fatigued, as it increases the 
 difficulty of learning to a discouraging extent. He then be- 
 comes flurried, misapplies his efforts, and loses control of the 
 machine. He should in all cases discontinue his practice before 
 reaching this stage. Short practices and short rests, keeping 
 the learner's body and faculties fresh, will advance him more 
 rapidly than persistent efforts misapplied, and he will derive an 
 enjoyment even in learning by pursuing this method. 
 
 The following course of instruction has been adopted, with 
 very satisfactory results : 
 
 HANDLING THE MACHINE.— K beginner in the art of bicy- 
 cle riding should watch other riders, if he can find the oppor- 
 tunity, and study the motions of all the parts of the bicycle and 
 the movements of the rider until he has become somewhat fam- 
 iliar by observation. He should then take a machine and handle 
 it. Lift it to learn its weight, and roll it about to get somewhat 
 accustomed to the different movements and traits of his steed. 
 
 To lift the machine the learner should stand on the left side, 
 hold it upright with the right hand on the saddle or handk, as 
 he prefers, grasp the frame with the left hand close up to the 
 top end of the steering shaft, then grasp the back end of the 
 
DIRECTIONS FOR LEARNING TO RIDE. 19 
 
 frame with the right hand, where the lever hinges; and so take 
 it up. In this way it is carried very easily, and there is no troub- 
 le with tipping it or pinching the fingers. 
 
 To roll the machine, stand on the left side, take the handle with 
 the left hand, place the right hand on the spring behind the saddle, 
 or on the saddle, and push with the right hand. Roll the ma- 
 chine about in this manner, first in a direct Kne, then in circles 
 to the right and left, guiding its course with the handle-bar. 
 Then let go the handle and propel as before, guiding with the 
 right hand, keeping the wheel upright for a direct line, and in- 
 clining it slightly to or from the body as it is desired to change 
 the direction to the left or right respectively. Next walk around 
 wdth one hand on either handle, first on one side then on the other. 
 Proceed in this manner until the arms and hands are familiariz- 
 ed with the machine's motion. 
 
 LEARNING TO /?//?£.— The learner should select as large 
 and smooth a plat of ground as possible for the first attempts. 
 In the absence of an instructor we would suggest that he pro- 
 cure the assistance of a friend who will help him hold the ma- 
 chine and assist him in getting on. 
 
 LEARNING TO FALL.—Ue should learn to fall before at- 
 tempting to ride, as it will give him confidence to know that he 
 can dismount at will or when necessary. 
 
 In getting on the machine, his assistant must stand on the 
 right hand side and hold it upright by grasping the steering 
 shaft with his right hand and the back end of the saddle spring 
 with his left. The learner must take hold of both handles, (if 
 the bicycle is too high the right hand can rest on the saddle), 
 stand close beside the machine, place the left foot on the step, 
 lean the machine slightly to the right and with the right leg 
 spring up on to the step; swing the right leg around the back 
 end of the saddle spring, drop the foot on the pedal and press it 
 dow^n when taking the saddle; this will start the machine. When 
 well seated take the left foot off the step and put it on the pedal. 
 
20 THE STAR-RIDERS MANUAL. 
 
 The assistant must let go of the machine vvilh his left hand as 
 the learner swings his leg around the saddle spring, and after he 
 is mounted the assistant must change to the right side, taking 
 hold of the back end of the saddle spring with his right hand, 
 and gi-asp the stereing shaft with the left. After the learner has 
 got the machine in motion by working his feet alternately on the 
 treadles, his assistant must let go, first with the left hand and 
 then M'ith the right, and if the machine falls to the left the learn- 
 er must throw his right foot around in front of the steering shaft, 
 retaining hold of the handles with both hands, and he will 
 alight on both feet, sustaining very little jar and saving the 
 machine. Should the machine fall to the right, then of course 
 the left foot should pass around in front of the steering shaft, 
 and not over the handles. He should not jump, but wait for the 
 machine to fall, and neither he nor the machine v'ill sustain any 
 injury. After he has practiced these falls or dismounts a few times 
 so as to be able to use them when desired, then he must learn the 
 hack dismount by sitting well back on the saddle, taking his feet 
 off the treadles and pulling up on the handles — the little wheel 
 will rise and he will land on his feet, holding the machine in a 
 vertical position before him. 
 
 Now that a knowledge of the side falls and hack dismount 
 has been acquired the learner will advance \y\\X\ confidence, 
 knowing that he will not receive any harm from a fall. 
 
 LEARNING TO BALANCE— First Ride.— The learner must 
 not attempt to mount alone, but let his friend assist him as be- 
 fore, and when well seated the assistant must take hold of the 
 end of the saddle spring behind and assist in holding the bicycle 
 in a perpendicular position, walking by the side of the machine 
 while the learner is propelling it by working his feet alternately 
 on the treadles. The more speed attained the easier it, is to re-, 
 tain a balance. The rider must sit erect, and guard against 
 swaying his body from side to side as he alternates his feet to 
 propel the machine. He will notice a decided tendency hi the 
 
DIRECTIONS FOR LEARNING TO RIDE. 21 
 
 machine to fall to one side. When this occurs he must turn the 
 small zok eel in the direction it is falling and it will immediate- 
 ly recover. Herein lies the chief point in the art of riding the 
 bicycle, and the learner should thoroughly impress it on his 
 mind. Particular care should be taken to turn the wheel gently, 
 as at this stage a sudden movement, such as turning the wheel 
 too much or lifting it from the ground, may cause an impromptu 
 dismount. As the learner becomes more proficient, he will be 
 able to maintain his balance by inclining the body, or pressing 
 on the pedal opposite the side he feels, the tendency to fall, or 
 by lifting on the handles, all of which should be done with care. 
 While thus learning to preserve his equilibrium, the learner may 
 frequently lose his balance, and when this occurs he will come 
 down as he has previously learned. After he has practiced the 
 right and left curves, and can retain his position in the saddle 
 with some confidence, he is ready for the mount. 
 
 LEARNING TO MCUNT.— This seems to the beginner to be 
 a great obstacle to overcome, but it is not so difficult as it seems, 
 previous preparation having taught him to balance the machine 
 and given him confidence.' It is only necessary that he should 
 use a little care. 
 
 When learning to mount, a smooth place should be selected ; 
 one with a slight descent is best. The learner must take the 
 machine by the handles, (if the bicycle is too high the right 
 hand can rest on the saddle), place his left foot on the step and 
 give the machine a little momentum by hopping with the right 
 foot, and as he is about to spring up on the step he must 
 lean the machine slightly from him, and when on the step, bal- 
 ance by turning the small wheel in the direction the machine is 
 falling. When the machine is well balanced he should swing 
 his right leg around the back end of the spring, put his foot on 
 th'e pedal and press down as he sits on the saddle. It will be 
 best for him to have his assistant stand on the opposite side of 
 the machine, until the mount has been made a few-times, to 
 
22 THE STAR-RIDER'S MANUAL. 
 
 catch the machine in case it is thrown to the right. If he should 
 fall to the right before properly seated his assistant will catch 
 him, and if to the left he can easily alight on his feet. The ma- 
 chine is readily mounted and a few trials will suffice to bring the 
 Star under control. If the learner has been used to riding the 
 ordinary bicycle he must get out of the notion of leaning back 
 and pulling up on the handle-bar when going into holes and 
 ditches. When running up a steep incline he must throw his 
 weight forward. In climbing hills the rider can lift on the 
 handle-bar as much as he pleases, throwing his weight forward 
 on the pedals. The hands should rest lightly on the handles for 
 it takes but a slight effort to guide the Star. The tendency of 
 a learner is to turn the small wheel too much, and too quick — 
 a slight turn of the wheel will right the machine when it is fall- 
 ing to one side. When turning curves and circles the rider 
 should incline his body in the direction of the curve. As a gen- 
 eral thing a learner will lean his body away from objects he 
 wishes to shun, and this will throw the machine towards them. 
 
 He should sit erect and avoid fixing his eyes on any particular 
 object until he has obtained thorough control of his v\'heel. 
 Beginners are apt to make the mistake of trying to ride on 
 rough roads too soon — before they have learned to ride M^ell 
 enough to overcome the inequalities. This course should be 
 avoided if possible, and the learner ought to be able to make 
 the various dismounts with certainty, and feel that he has thor- 
 ough control of the machine before trying to ride in difficult 
 places. 
 
 Grace in riding should be studied, and the rider should sit 
 erect on the saddle, and not move his body from side to side. 
 The arms should be kept down and the elbows in, thus giving 
 an appearance of ease and grace that renders the bicycle and 
 rider picturesque and "pleasing. The rider should look before 
 him and not at the small wheel, and he should not lean on the 
 handle-bar, but sit easily on the saddle and learn to depend on 
 
DIRECTIONS FOR LEARNING TO RIDE. 23 
 
 his feet, and these he should keep straight, to avoid catching 
 his heels or toes in the frame of the machine. He should keep 
 the soles of his feet on the pedals, pointing the toes down when 
 the pedals are down, in order to get a full stroke. A full, steady 
 stroke will give the rider more grace than a short, quick move- 
 ment of the feet. 
 
 LEARNING TO DISMOUNT.— There are several ways to dis- 
 mount, but for beginners the dismount by the step, and the side 
 fall, are the easiest to acquire. 
 
 The dismount by the side fall will be used first, and has been 
 previously described. 
 
 To dismount by the step, the rider must take his left foot from 
 the pedal and put it down plumb under the saddle until it rests 
 on the step, then rise up on his left foot and swing his right leg 
 back around the saddle spring and step down beside the ma- 
 chine, standing in the same position as when about to mount. 
 This is the easiest and most graceful dismount and may be ac- 
 quired in a short time so it can be done when the machine is 
 running at a high rate of speed. 
 
 Another way is to take the feet from the pedals and rest them 
 on the frame over the ratchet boxes, then rise from the saddle 
 and pull up on the handles, leaning back at the same time 
 enough to raise the small wheel, then drop down behind the ma- 
 chine standing erect, holding the handles with the machine in a 
 vertical position. This is a very easy way to dismount and 
 works well when touring; when dismounting to walk up a hill 
 or over a rough road, as the wheel will be in the best position 
 to push, by taking hold of the back end of the saddle spring 
 with the right hand and rolling the machine on the large wheel, 
 raising the small wheel enough so that it will balance over the 
 large one. Another way is to spring back from the foot rests on 
 the frame, le1:ting the machine run from under and catching it 
 by the saddle spring to stop it. This dismount, with practice 
 can be done at a high rate of speed. 
 
24 THE STAR-RIDERS MANUAL. 
 
 A pedal dismount can be made from either side, but it is best 
 not to use tlie pedals for dismounting, except when on a hard 
 grade or in deep sand, as the lever straps might be torn from 
 the ratchet boxes, when there is no resistance against the wheel. 
 There are places, such as steep inclines, deep sand, bad holes 
 and deep ditches, when the pedal dismount can be made and 
 save a side fall; as it will often happen when riding in the dark 
 or over rough roads, that the rider will not have time to make 
 the step dismount. 
 
 SLOWING THE MACHINE.— This is all done with the brake, 
 which is a very powerful one, and it can be applied with full 
 force without danger to the rider, for he cannot take a "header" 
 on the Star. 
 
 Wishing to "slow up," of course the rider will stop pedaling 
 and use the brake. When ricfing in close order v/ith other 
 wheelmen, or in cities among teams and pedestrians, he should 
 keep his fingers on the brake ready to apply it at any time. 
 
 The Star can be stopped with the brake quicker than an or- 
 dinary can by back-pedaling and use of the brake too. It takes 
 but very little practice in the use of the brake to be able to 
 "slow up" and stop the machine at any moment. 
 
 COASTING HILLS.— The Star leads all bicycles for coasting, 
 and with very little practice and a proper amount of care, a be- 
 ginner can coast any hill that is ridable with a carriage. July 
 1 6th, 1883, Mount Washington carriage road was coasted by the 
 writer on a 51 inch Star. 
 
 When coasting, the rider can rest his feet on the pedals, or 
 take them from the pedals and rest them on the foot rests; in 
 this way he can rise up when going over an obstacle, and -thus 
 avoid much of the jar. In this way also, he can change his po- 
 sition as often as he wishes, which is a great convenience when 
 making long runs or tours. If coasting very steep- and danger- 
 ous hills, it is best not to let the machine run so fast that a dis- 
 mount cannot be easily made in case of an emergency. By 
 
, DIRECTIONS FOR LEARNING TO RIDE. 25 
 
 keeping the foot on the step the rider can be ready for a dis- 
 mount at any moment. When coasting hills with water-bars on 
 them, as the machine runs over the bars he must throw his 
 weight forward. The handle-bar should be kept well in hand 
 when coasting hills which have loose stones in the way, to pre- 
 vent the small wheel turning out of its course when it strikes 
 them. 
 
 Notwithstanding the Star can be ridden down rough hills and 
 into holes, without injury to the rider, it is very bad practice to 
 do it at a high rate of speed, for it puts a great strain on the 
 machine.- It is better to dismount and walk down rough hills 
 and over rough pieces of road than it is to ride and injure the 
 machine so it will not work well on a good road. "A word to 
 the wise is sufficient." 
 
 RIDING IN RUTS.— The Star is well adapted to rut riding, 
 for the machine is not turned out of as traight line by propelling, 
 as the ordinary is. The carrying wheel is held firmly in position 
 by the fram.e, so the push of the rider does not throw it out of 
 its course, if the rider sits erect. 
 
 When riding in a rut and wishing to get out, he must /(/? the 
 small wheel out if the rut is deep and the sides are worn 
 down square. In this way he can ride out of just as deep a rut 
 as the large wheel will run out of. Curb stones are mounted in 
 the 'same manner; also any other obstacle that the small wheel 
 will not roll over. A rider need not have any fears about rais- 
 ing the small wheel, after he has had practice enough to ride 
 well in a deep rut. W^hen riding out of deep ruts, and up over 
 any large obstacle, he must throw his weight forward on the 
 pedals as soon .as the small wheel is high enough, pressing most 
 on the pedal opposite the way the machine is falling. 
 
 RIDING IN SAND. — If riding in sand or on rough roads, the 
 rider must sit well back on the saddle, so the small wheel will be 
 relieved of as much weight as possible ; in this way he can ride 
 through very deep sand or mud. The machine must be kept 
 
26 THE STAR-RIDER'S MANUAL. 
 
 under good control and run in a straight course to accomplish 
 the best results in sand riding. 
 
 HILL CLSMBIMG.—T\i& knack of hill climbing is acquired 
 only by constant practice. To be able to climb a long, steep hill 
 and do it easily/ the rider must have not only strong muscles 
 and a good pair of lungs, but perfect control of his machine. 
 He may be ever so strong, but if he does not have the facility of 
 keeping his machine upright when applying full pov^^er to the 
 pedals and handle-bar, he will not succeed in climbing a very 
 steep hill. He must learn to manage his machine when running 
 slow, as perfectly as Avhen running fast, for it is best to climb a 
 hill slowly. The rider should take it easy and use his strength 
 to advantage. Some ridei's when approaching a hill will get up 
 as much speed as possible ; this will do when the hill is short, 
 but if long and steep, it is best to approach it slowly. Rapid 
 pedaling will soon wind a rider. 
 
 When climbing, he must keep the full power on the wheel 
 constantly. When one lever is going down he must raise the 
 other foot quickly and get another hold just before the lever on 
 the opposite side is down. Herein lies one of the grand secrets " 
 of hill climbing. The rider must not get excited when approach- 
 ing a hard hill; exitement will cause weakness. 
 
 The Star is a very powerful machine, and with skillful man- 
 agement a hill that v/ould seem insurmountable by a bicycle can 
 be climbed. August 25, 1883, Master Burt Pressey, a son of 
 the inventor of the Star, climbed Corey Hill in Brookline, Mass. 
 The length of this hill is 2,300 feet; height, 199; average, i foot 
 in 1 1. 41. Horizontal length from Prospect street, 1,464.3; 
 height 129.3; average rise, i in 11.32 feet. On the last 158 
 feet the average is i in 7.85 feet, and for the next 470 feet low- 
 er down the rise is i in 7.87 feet. September 22, 1883, Mr. 
 Pressey climbed "Eagle Rock" hill in Newark, New Jersey. The 
 hill is four hundred and twenty-five feet in height, with an 
 average grade of one foot in five. Mr. Pressey is a young lad 
 
DIRECTIONS FOR LEARNING TO RIDE. 27 
 
 of 17 years, and rode a 51 inch Star when climbing these hills. 
 He is of small stature and light weight, and has ridden the Star 
 three years. These feats will demonstrate the fact that the Star 
 is a powerful machine, and that with practice a rider can climb 
 very high and steep hills. 
 
 The "power trap" should be used, changing from speed to 
 power, just as about to begin the ascent. This may be used for 
 sand riding and in riding against the wind, to good anvantage. 
 The trap is operated with the feet when riding. If the rider's 
 machine is without the pov/er trap, he must dismount and hook 
 the lever straps back on the second pins, if he wishes to gain 
 power. A rider must not expect to climb steep hills, ride through 
 deep sand and in difficult places, without a great deal of prac- 
 tice. Practice, and this only, will make perfect. 
 
^^7^^ ^^'^W' 
 
 To be able to perform a few fancy feats on the bicycle, is an 
 accomplishment which almost every rider would like to possess. 
 To those who never have ridden the bicycle and to some who 
 have ridden a great deal, it seems to be a very difficult thing to 
 do. It is not unlike a great many other things; it cannot be 
 done without much practice. 
 
 First, the rider must master his wheel; learn to ride it 7C'd'// on 
 the road ; familiarize himself with it so well that he will feel as 
 much at home on it as though Jie was seated in a chair. He 
 should not expect to do fancy riding before he can plain. Presuming 
 that the rider has arrived at the point of perfection in riding as 
 herein set forth, he may now go on to perfect himself in fancy 
 riding, by learning one thing at a time. 
 
 The Star is capable of having a large number of feats per- 
 formed with it without any falls. The rider must have his M'heel 
 in good condition, and have a short handle-bar, in order to per- 
 form all the thirty-two fancy feats which I shall give explicit in- 
 structions for, as they have been given me by Mr. Burt Pressey, 
 the Champion Fancy Star Rider of the World. 
 
 /. Common Step Mount and Dismount. — Place both hands 
 on the handles and the left foot on the step ; swing gently to the 
 saddle without hopping. Dismount : Place the left foot, on the 
 
FANCY RIDING. ' 29 
 
 step, and with the hands on the handles lower to the ground 
 without jumping. 
 
 2. Step and Pedal Mount. — With the hands on the handles, 
 the right foot on the step and the left on the pedal, swing into 
 the saddle. 
 
 3. Still Mount. — Place the left foot on the step and the hands 
 on the handles; lean the machine slightly to the right, then mount 
 and start off before falling. 
 
 4. Side S'ill Mount. — Same as 3d feat, only place the right 
 foot on the left pedal when mounting, and start off standing on 
 the step. 
 
 5. Straddle Vault. — Place the hands on the handles and 
 vault into the saddle from the ground. 
 
 6. Side-saddle Vault. — Same as 5th feat only vault in side- 
 saddle. 
 
 7. Back Vault. — Stand behind the machine with the hands 
 on the handles and the small wheel in the air; move forward to 
 give the machine momentum; put on the brake and spring into 
 the saddle as the machine tips forward ; let go of the brake 
 when the small wheel strikes the ground. 
 
 8. Back Vault — Side-saddle. — Same al 7th feat, only sit 
 side-saddle. 
 
 9. Back Dismount. — Press on the pedals; pull up on the 
 handles, and swing the feet to the ground. 
 
 10. Swinging Dismount and Vault. — Throw the weight of 
 the body on the handles and swing to the ground, then vault 
 back to the saddle. 
 
 11^ Still Vault. — Same as 3d feat, only do not use the step. 
 
 12. Still Vault Sideways. — Same as nth feat, only sit side- 
 saddle. 
 
 13. Turning Circles. — Riding a figure 8 standing on the 
 step with the left foot, and pedaling with the right on the left 
 pedal. Turning small circles riding astride; sometimes turn in 
 less than three feet. 
 
30 THE STAR-RIDER'S MANUAL. 
 
 14. Riding wiihoui Hands. — Commence on a large circle ; 
 turn smaller and smaller, then enlarge to the starting point. 
 Steer the machine by the sway of the body and do not touch 
 the handles. 
 
 15. Riding wilhcut Hands — Side-saddle. — Same as 14th 
 feat, only sit side-saddle. 
 
 16. Mounting without Hands. — Place the left hand on the 
 spring in front of the saddle and the right hand on the saddle ; 
 start the machine forward and make a regular mount. 
 
 17. Dismounting without Handles.— ?\ci.ct the hands as in 
 1 6th feat, and make a regular dismount. 
 
 18. Turning the Small Wheel while Riding. — Cross the 
 arms; bear the weight on the pedals and lift the small wheel, 
 and whirl it half around or more while up. 
 
 19. Swing from Astride to Side-saddle. — ^Throw the weight 
 forward on the handles and swing from astride to side-saddle 
 and back without touching the feet. 
 
 20. Swinging the Leg over the Handles. — Stand on the left 
 pedal; take the right hand from the handle and swing the right 
 leg over the bar; grasp the right handle and let go-with the left 
 hand and swing the |-ight leg around the back of the wheel to 
 the pedal again. 
 
 21. Still Mount from t!,e Small r//?ee/.— Place the left foot 
 on top of the small wheel and the right foot on the step; balance 
 in this position a short time, then place the left foot on the left 
 pedal and swing into the saddle and start oft' without falling. 
 
 22. Vauit from the Small r//7ee/.— Place the left foot on 
 top of the small wheel and balance a while; vault intothe saddle 
 and start off without falling. 
 
 23. Riding on the Staering Shaft Backwards. — When 
 mounted and in motion, place the left foot on the step and the 
 right foot on the left pedal; cross the arms, leftover the right, 
 then swing the left foot around to the right pedal and move 
 ahead backwards. Return to the saddle in a reverse manner. 
 
FA JVC V RIDING. 31 
 
 24. Riding on the Steering-shaft Backwards, Propelling 
 the Machine by the Spokes. — Stand facing the machine, with 
 the hands on the handles; straddle the steering-shaft and place 
 the feet on the spokes and propel the machine by them; then 
 place the feet on the pedals and go to the saddle as in 23d feat. 
 
 25. Riding on the Steering-shaft, Face Forward. — When 
 mounted and in motion, throw the weight on the left pedal, and 
 at the same time swing the right leg aromid to the left side of 
 the machine; let go of the handle with the left hand when 
 swinging forward of the steering-shaft, and then grasp the han- 
 dle again behind the body; place the right foot on the right ped- 
 al and in this position propel the machine. Get back to place 
 in reverse manner, while in motion. 
 
 23. Steering with the Legs over the h'and/33. — Get the ma- 
 chine in rapid motion, then swing the legs over the handks, at 
 the same time letting go with the hands and steering by holding 
 the handles in the bends of the legs. 
 
 27. Picking up a Hanksrchief. — Drop a hankerchief, and 
 when going past it at good speed spring backward from the ma- 
 chine, letting it run ahead; pick up the handkerchief and catch 
 the machine and vault back to the saddle. 
 
 28. Riding on one Wheel. — Pull up the small wheel; carry 
 the vi'heel well up, and when inclined to tip backwards apply the 
 brake lightly. Steer ihe machine by the sway of the body. 
 
 29. Mounting on one Wheel. — Vault to the saddle as in 7th 
 feat, balancing the machine as it tips forward, and riding on one 
 wheel as in 28th feat. 
 
 30. Mounting and Riding Backwards. — Stand in front of 
 the machine with the hands on the handles; place the right foot 
 on the left pedal and make a still mount over the handle-bar to 
 the saddle, riding backwards. While riding change to side-sad- 
 dle and from side-saddle to astride. 
 
 31. Jumping over Logs. — Raise the small wheel over the 
 obstruction and bear sufficiently hard on the pedals to caiTy the 
 
32 
 
 THE STAR-RIDERS MANUAL. 
 
 large one over. Logs up to eight inches in diameter can easily 
 be run over in this manner. 
 
 32. Jumping over the Machine. — ^Take the same position 
 as for the back vault, and spring entirely over the inachine, and 
 turn and catch it before it falls. 
 
 The preceeding list of fancy feats are performed by Mr. Pres- 
 sey with as much grace and ease as a good rider would manifest 
 in mounting and riding straight-away. 
 
 Mr. Pressey is the author, and the only one that can perform 
 this full hst of feats on the Star, at this date. He has kindly 
 donated these instructions in fancy riding to the Star-Rider'' s 
 Manual, for the benefit of all who wish to follow the champion 
 of the world in trick riding on the Star. 
 
ouria 
 
 §■ 
 
 Something more than a passing note should be made of this, 
 the most delightful use to which the bicycle can be put; and 
 not only the most delightful but the most profitable, for to tour 
 intelligently is to gain wisdom and health, which are wealth. 
 
 The Manual on this subject, will not assume to give the best 
 instructions for old riders to follow, but will endeavor to lay 
 down a few rules for the novice, which if followed will give him 
 much pleasure and some wisdom. 
 
 When a wheelman is about to start off on a tour, he should 
 see that his wheel is in good condition and that the tool bag at- 
 tached, contains an oil can, with oil, a wrench, spoke grip, cot- 
 ton Vv-aste, and some small tight twisted manilla string. A bell 
 and cyclometer should be on all well equiped bicycles, and the 
 "Lamson" luggage carrier is an indispensable attachment when 
 touring. The tourist's vrheel being all ready, he should put on 
 a riding suit, which must not be too heavy, for when riding he 
 will not need much clothing. A light weight woolen shirt, knee 
 breeches and a thin sacque coat, will make a good suit for tour- 
 ing. Knee breeches are best held up with suspenders. The 
 coat should have collar and cuffs fastened to it. The stockings 
 must be of good firm material and kept in place by elastics sus- 
 pended from the waistband of the breeches. 
 
 The tourist is now ready to ride, but not prepared to stop 
 
34 THE STAR-RIDER'S MANUAL. 
 
 away from home over night. He must take along with him ad- 
 ditional clothing, which may consist of an extra shirt, undershirt, 
 drawers, stockings and hankerchiefs. All may be tied up tightly 
 together in a i-oll, with comb, hair brush, teeth brush, sponge, 
 soap and vasaline; and around this can be rolled his coat. If 
 he is too warm to wear the coat he can fasten the roll to the 
 handle-bar by use of the Lamson luggage carrier. In dismount- 
 ing at noon to sit at a hotel table, his coat may be easily assum- 
 ed without disturbing the inner roll. The necessities of touring 
 are confined absolutely to the articles which I have named, and 
 these can surely be carried on the handle-bar. 
 
 A good wheelman, like a good soldier, should be proud to go 
 in hght marching order, carrying in compact form the things 
 that he really needs and nothing else. 
 
 With the additional clothing, when the day's ride is ended, he 
 can change the shirt which he has ridden in for the one in the 
 roll, together with the undershirt, having taken a sponge bath 
 and apphed vasaline to any bruised or sore spots. He should 
 have his riding shirt properly dried during the night for use in 
 the next day's journey. 
 
 A low cut shoe with medium stift" sole, is, to my mind, the 
 best dress for the feet. 
 
 A straw hat for summer, a flat velveteen hat for early spring 
 and late autumn, are "Karl Kron's," (the noted American tourist's) 
 preferences in respect to head covering. 
 
 The best thing the writer has seen to carry in the pocket for 
 drinking by the way-side is the "Tourist's Delight", (mailed free 
 for 25 cents) with which the tourist can drink from springs, and 
 the "moss covered bucket that hangs in the well," without the 
 danger of swallowing dirt, worms, bugs or wrigglers. 
 
 What and how to eat and drink. The item of eating and 
 drinking when touring is of vital importance. To know just 
 what to eat, and how much, in order to secure the greatest 
 strength and most perfect health, should be the aim of every 
 
TOURING. 35 
 
 wheelman. Pages might be written upon this subject, but it is 
 not the aim of the author to set himself up as an instructor in 
 training for athletes. 
 
 Many experiments and observations ha\e been made with the 
 view of determining the quantity of food required by a healthy 
 man, to maintain the most perfect health and to manifest the 
 greatest physical power, and it has been concluded that while in 
 active service, a man requires about thirty-five ounces of dry 
 animal and vegetable food daily. Of this amount, ten ounces 
 should be animal, and twenty-five ounces vegetable matter, con- 
 sisting of bread, peas, beans, etc. 
 
 The training of men for pugilistic or gladiatorial contests, 
 and for the display of great feats of physical strength, shows 
 that our ordinary diet scale may be reduced with the greatest 
 advantage. The amount of food required will depend, first, up- 
 our age, second, upon temperature, and third, upon our activity. 
 Human beings are not strong and healthy in proportion to the 
 amount of food they eat. Our eating is one of the greatest 
 evils in civilized life. 
 
 When starting off at an early hour in the morning, (and this 
 is the most lovely part of the day for the wheelman to ride), 
 the writer has found that a small quantity of oatmeal mush with 
 sugar and cream, and some dry toast with a cup of weak coffee, 
 or a glass of warm milk with an egg broken into it, to be a light 
 but very nutritious meal to make a run of ten or fifteen miles 
 on, or even more, if starting soon enough before the breakfast 
 hour to cover a longer distance. The oatmeal mush alone will 
 be found to make a very substantial meal. Look at the Scotch 
 with their oatmeal porridge — as robust a set of men as ever lived. 
 A highlander will scale mountains all day upon a diet of oat- 
 meal, stirred with his finger, in w^ater fresh from a gurgling 
 spring, in a leathern cup. 
 
 After making a run of ten or fifteen miles in the early morn- 
 ing air, the tourist will have an appetite which cannot be acquir- 
 
36 THE STAR-RIDER'S MANUAL. 
 
 ed in any other manner. He will eat a breakfast composed of 
 oatmeal mush \\ ith milk and sugar, beefsteak and potatoes, corn 
 meal griddle cakes, etc., with a good relish. A short stop after 
 this meal, to look around the village which the tourist may be 
 halting in, or to view the scenery from some elevated spot, or it 
 may be to take a sail on some beautiful body of water close at 
 hand, will add much to the pleasures of his early morning ride. 
 
 Of course the tourist before commencing his morning run 
 took off his cyclometer, read, and made a note of it, together 
 with the time and place of starting, and also has made a record 
 of the time spent in halts by the way, and remaf ked on the weath- 
 er and road. This is one of the many pleasures and benefits to 
 be derived from touring; viz., to be able to tell what places have 
 been visited, the distance between places, the time spent in rid- 
 ing and the condition of the roads. The writer has found the 
 " 'Cyclist's Record Book," published by C. D. Batchelder of 
 Lancaster, N. H., to be just the right thing for wheelmen and 
 tourists to carry with them. It is bound in diary form and con- 
 veniently arranged for keeping a complete daily record, and to 
 file away for future reference. 
 
 After the tourist has made notes of what has been seen, and 
 examined his machine to see that it is all right, he will make a 
 note of the time and cyclometer reading, and then 
 
 Roll along by pastures green, 
 Past pleasant, ever changing scene. 
 
 The author has found the Star to be all that can be wished 
 for as a tourist's bicycle. It being a safety machine, the tourist 
 can see all that he passes on either side of the road as he rides 
 along, without being in danger of a "header". It should not be 
 the object of a tourist when riding for pleasure to see hov*^ far 
 he can ride in a given time, but to ride to sec and enjoy all that 
 he can. He will make short stops by the way when coming to 
 particularly interesting places, and to get drinks of milk at farm 
 houses, and a cool drink of water from the spring by the way- 
 side, using the "Tourist's Delight" to draw the water through. 
 
TOURING. 37 
 
 For a change the writer has tried and found the new drink, 
 *'egg-lemonade," to be not only good to quench the thirst, but 
 to strengthen the tourist when he feels a little exhausted from a 
 long run. Two or three kernels of roasted coffee are eaten by 
 some long-distance riders with good results, when feeling ex- 
 hausted. Sweet chocolate and chocolate candy are used by some 
 noted wheelmen to ward off hunger when on a long, hard run, 
 and away from places where food is to be procured. 
 
 When the dinner hour comes around, if the tourist has not 
 been riding too much, he will feel as though he could eat his 
 weight in almost «iything, and right here he must remember 
 one of the first cautions or hints in this chapter; viz. ."over eating 
 is one of the greatest evils in civihzed life." The well informed 
 tourist, who is riding for pleasure and health, will guard against 
 eating too much, and also from taking violent exercise soon after 
 a hearty meal. He will make at least one hour's stop for din- 
 ner, and then ride easily for the first two hours after eating. For 
 supper, he will not feel the need of eating quite so much as at 
 dinner time, but without a doubt will have a good appetite, as 
 a wheelman always does; so he must guard against eating too 
 much and against eating food that will prevent his resting well 
 during the night. 
 
 When the day's run is ended, the tourist will first clean up 
 his wheel and put it in a proper place for the night. He will 
 then take a sponge bath and make a change of clothing as men- 
 tioned before. This being done, his day's record should be made 
 up in full. 
 
ipx^ oi^ ©lounncr, 
 
 There are certain rules which every tourist should observe 
 while on the road with his bicycle. Every intelligent wheelman 
 will be civil, and considerate of other people's rights as well as of 
 his own. Every person has an equal right to travel on the 
 highways, either on foot or with his own conveyance, team or 
 vehicle. This right is older than the constitution and statutes. 
 The right to travel to market, to mill, to church, to public meet- 
 ings, to visit relatives — that is, to pass over the public roads for 
 the purpose of necessity or charity — is undisputed. 
 
 The supreme rule of the road is : Thou shalt use it so as to 
 interfere as little as possible with the equal right of ' every other 
 person to use it at the same time; and thou shalt be reasona- 
 bly careful that no one suffer injury thereon b_y act or neglect of 
 thine. 
 
 The drivers of horses have no peculiar or exclusive rights in 
 the roads as against travelers by any other mode. As to riding 
 on footpaths and sidewalks, it may be said that bicyclers, like 
 travelers generally, have not only a right to a passage along the 
 highway, notwithstanding obstructions, but if the middle of the 
 road be impassable for their carriage, the side may be taken, 
 and if the whole roadway, including footpaths, be impassable, 
 they even have a right to turn out upon the abutting close by 
 and pass over private land around the obstruction, provided they 
 
TTPS OAT TOURING. 39 
 
 can do so without committing irreparable or very incommensur- 
 ate damage. So that if in suburban streets or country roads 
 the carriage track is in so bad a condition as to be difficult or im- 
 possible of passage by a bicycle, and the footpath can be taken 
 without im.minent risk to foot passers at the time, it is justifiable 
 for the bicycler to take it. 
 
 When one passes by another going the same way, he is re- 
 quired to turn out to his left and pass by on the left of the one 
 passed; and the latter is bound to offer a fair chance to go by, 
 unless he be traveling as fast as the law allows; and even then, 
 on request, if possible, he must let the other pass, for he may be 
 going for a physician or on a public errand, or for other reason 
 have a right to travel faster. 
 
 The rate of speed is another thing usually limited by ordin- 
 ance. It is the duty of the tourist, therefore, to ascertain the 
 laws of the roads on which he rides, and remembering that he 
 is a carriage, to observe them accordingly. It is his duty also, 
 to remember and to apply, according to his best and ever alert 
 judgment, the highest rule of the road; viz, to use it so as to in- 
 terfere as little as possible with the equal right of every other 
 person to use it at the same time, and with reasonable care that 
 no one suffer injury by his act or neglect: 
 
 Damages resulting from negligent or wrongful acts on the 
 highway are to be recovered by and against the bicycler, of 
 course, in like manner as by and against other travelers. 
 
 One other legal aspect may be mentioned here, and that is, 
 that others are bound to observe the laws toward bicyclers, and 
 bicyclers have the right to insist that they shall. The bicycler 
 having, as we have seen, a good right to travel on the highway, 
 any person who negligently causes him injury is liable civilly to 
 respond in damages; and anyone who wantonly or maliciously 
 or mischievously injures him, or his machine, is a trespasser, and 
 liable both criminally and civilly. Numerous cases of this kind 
 have arisen in this country and in England : and those who have 
 
40 THE STAR-RIDER'S MANUAL. 
 
 assaulted or dangerously interfered with bicyclers, have been 
 summarily punished by fine or imprisonment. 
 
 As to this point of riding without molestation, much of course 
 depends upon the tact of the rider. Upon all hands the bicy- 
 cler must take care; and he should supplement the observances of 
 legal rights and duties with the gentler obligations of courtesy. 
 It seldom costs much to be courteous, and sometimes it saves a 
 large amount. Not only "a soft answer turneth away wrath," 
 but a considerate word or act very often prevents wrath. 
 
 Every considerate bicycler vv'ill be courteous to every one. 
 It is a courtesy of the road to turn out more than the law re- 
 quires, to dismount rather than force out a loaded team; also 
 to speak or sound a whistle or bell when approaching a street- 
 crossing, or passing by pedestrians from behind, and sometimes 
 when approaching a carriage to give the driver reasonable notice 
 of approach. It is polite to use more care when meeting or 
 passing ladies. Indeed a thousand courtesies of the road will 
 suggest themselves to the careful wheelman, and will be obeyed. 
 
 The greatest demand on one's courtesy, however, comes from 
 skittish or untrained horses and skittish or stupid drivers. With 
 these drivers the tourist or rider must get along as best he can, 
 remembering that it is easier and better to keep out of a fuss 
 than to get out of one, and that a gentleman will be courte- 
 ous even to the idiotic and the profane. Horses have rights and 
 feelings which the good tourist will respect. There is no need 
 of frightening or having any trouble with them, unless their driv- 
 ers make it. The most of them are intelligent, and soon com- 
 prehend the new vehicle ; once they have smelled it, and looked 
 it over, they will seldom shy at it again ; and it often repays a 
 wheelman to take some pains to educate a young or spirited and 
 a timid horse occasionally in this way. A bicycler should not 
 ride by an unknown horse (unless in a city or attached to a 
 heavy load) from behind without speaking, and should give him 
 as wide a berth as convenient. 
 
TOURING. 41 
 
 The voice is a great calmer; where a bell or whistle might 
 startle or alarm, a word or two will quiet and re-assure. So 
 when approaching a horse and carriage from an opposite di- 
 rection, a word from the tourist will usually save all misunder- 
 standing. The horse is a very expressive animal, and by ob- 
 serving him as one approaches, particularly his ears and nose 
 and the poise of his head, one can tell at once whether it is nec- 
 essary to speak, or to ride slowly to one side, or to dismount. Of 
 course it is pure courtesy to dismount, and this every gentleman- 
 ly tourist will do, rather than frighten a horse. 
 
 There are a great many instances when courtesy will be the 
 means, of obtaining for the tourist favors from strangers, such as 
 directions as to roads and distances, a drink of milk or water, in- 
 formation in regard to some interesting place or object, and 
 many other things which will be of pleasure to the tourist, who 
 will in turn answer the thousand and one questions that the 
 curious are always ready to ask in regard to a bicycle. The 
 writer has found that the old and the young of both sexes are 
 always ready and anxious to ask questions about the "wheel- 
 man's steed," and that it is best to be courteous in answering 
 them, even if they seem a little foolish to him. The bicycler 
 must remember that once was the time when he was curious to 
 know about the machine which he is now so well acquainted 
 with. Under no circumstances should a rider pass on the wrong 
 side of a vehicle ; as, in the event of an accident, he thereby renders 
 himself liable for damages. In turning a corner the rider should 
 moderate his pace, and should give a signal, unless he can see a 
 sufficient distance ahead to be assured that no vehicle is near, and 
 that no foot passenger is crossing or about to cross. The ground 
 in front of a horse should not be taken until the bicyclist is at 
 least ten yards ahead. For night riding a lamp should be used to 
 signify to other travelers* the whereabouts of the bicychst; and 
 in frequented thoroughfares warning should be given by bell, or 
 in some noticable manner, of his otherwise noiseless approach. 
 
©are o^ tfie (i)far, 
 
 Although the "silent steed" is one that does not eat his price 
 in oats, and having been obtained, costs nothing for keep, it can^ 
 not be said that he does not require care. To have him in good 
 condition, it is requisite that his pecuhar wants are properly at- 
 tended to, and a well kept wheel is always a compliment to its 
 rider. 
 
 The points that need the most attention are the bearings of 
 the wheels, which should be kept well oiled and free from dust 
 or grit, and the small wheel bearing as tight as practicable, with- 
 out causing a binding; the spokes, which should be kept tight; 
 the tire, which should be kept cemented in its place; the ratch- 
 ets, which should be kept clean and oiled so the pawls will drop 
 out easily; and the painted, polished, and nickeled parts, which 
 should be kept clean and bright. 
 
 The bearings should be oiled before commencing a run of 
 any length, and not allowed to get dry when on the road. It is 
 best to put on only a few drops of oil at a time; a little and of- 
 ten, is a good rule. The spokes should be examined, and any 
 that are loose tightened up at once. Care should be used in 
 tightening the spokes not to get the wheel out of true, or get 
 more tension on one spoke than others. They should not be 
 too tight. 
 
 To clean or repair the Star, bring the small wheel up over the 
 
CARE OF THE STAR. 43 
 
 large one till the handles rest on the floor, and a perfect stand is 
 formed, leaving both wheels free to work at with ease and com- 
 fort. 
 
 Cementing Tires. — Observe that to do it well and make it 
 stay done, these are requisite conditions — that the tire and rim 
 be clean before the cement is applied; that the parts to be ce- 
 mented must be thoroughly heated to secure adhesion; that the 
 tire be laid evenly in the rim, that is, with even tension ; and 
 that the cement be allowed to set, or become hard, before the 
 wheel is used. 
 
 To Cement a Whole Tire. — Place tire on wheel with side to 
 be cemented turned out; sear it slightly all around with a hot 
 iron, in order that the cement may stick to the rubber; remove 
 tire; pour melted cement into the felloe and distribute it evenly; 
 replace tire and heat the felloe underneath ; let stand twelve 
 hours. In cementing, a spirit lamp is used, as the flame does 
 not destroy the paint. 
 
 To Cement Part of a Tire. — Wipe off the dirt with a dry 
 cloth and then carefully wash the surface to be cemented with 
 benzine; add to the cement already in the felloe, if necessary, 
 by breaking off small pieces from the cake and putting in place ; 
 then melt by passing a hot iron along the groove, or by holding a 
 spirit lamp under the felloe, moving the flame from side to side, 
 and being careful not to burn the tire. When the cement is 
 melted, see that it is evenly distributed, and then place the tire 
 in the felloe, and be careful to get it even. This done, continue 
 heating the felloe with the lamp until the tire feels hot; scrape 
 off the superfluous cement which has oozed out at the sides, and 
 let the machine stand for several hours until the cement becomes 
 thoroughly hard. 
 
 For small cuts, clean cuts thoroughly, and fill it with the ce- 
 ment, then tie shut with a piece of muslin until dry. Tire may 
 be used in about two or three hours. For larger cuts, clean out 
 thoroughly, and apply plenty of cement. Then tie shut with a 
 
44 THE STAR-RIDER'S MANUAL. 
 
 piece of muslin until dry. When perfectly dry, stitch the edges 
 (leaving 3-16 inches margin) with waxed thread (don't draw too 
 tightly) and a needle bent at the point, and smooth over the 
 cement. Tire may be used in about an hour. Not necessary to 
 remove tire for treatment. For cementing cuts in a tire use 
 Wahkun Cement. 
 
 Truing the Wheel. — To true the wheel the machine must be 
 turned up on the handle-bar and the wheel set in motion, then 
 by holding a piece of chalk so it will come in contact with the 
 side of the rim the places that are out will be easily found. 
 Commencing v.-ith the place which is most out of true, slacken the 
 spokes slightly that draw in the direction of the spring, and 
 tighten those that draw in the opposite direction. The spokes 
 must be turned but a little at a time. Work from side to 
 side. The spokes must not have too much tension on them. 
 Care must be exercised not to get the wheel out of round. A 
 buckled wheel had better be carried or sent to a repairer. The 
 wheel can be tested on its circumference by holding the chalk 
 so it will come in contact with the face of the tire. If it is out 
 of round, the spokes that draw on the parts which the chalk 
 does not hit must be loosened and the full places drawn down. 
 
 The Ratchet Boxes. — These must be kept clean, so the pawls 
 will play out and in easily as the wheel turns over. To take a box 
 off, unhook the lever strap and turn the lever back; take the 
 hook out of the strap and let the spring draw the strap back 
 around the box, which will be about one turn, then turn the nut 
 off that holds the frame to the axle and spring the frame away 
 enough to let the box off. Care must be taken to put the box 
 back on as it was; this can easily be done by putting it on with 
 the screw that holds the strap to the box in the same position as 
 it was. Care must be taken also, to have the pawls lie in the 
 right manner when the box is put back on. Give the spring 
 the same tension it had before taking the hook out, and then put 
 the hook back and hook it to the lever. The pawls should 
 
CARE OF THE STAR. 45 
 
 be oiled but slightly, if any. The oil from the axle will some- 
 times work into the ratchet boxes and gum them up so the pawls 
 will not drop out easily; when this occurs they must be taken off 
 and cleaned; this will be known by the ratchets slipping and let- 
 ting the lever down without any resistance, The machine 
 should not be used when the pawls do not work perfectly, or 
 when they miss catching, for it will have a tenaency to wear the 
 ratchet teeth. The springs in the ratchet boxes should not be 
 tampered with by novices, and should they from any cause be 
 taken out, care must be had to put them back right, or they 
 may be broken. 
 
 To Clean and Polish Nickel. — First carefully wipe off all dust 
 and grit, and if there are any rust spots, rub them with a piece 
 of cloth or cotton waste saturated with kerosene oil, rubbing the 
 oil off with a clean piece of waste. Next take a long, narrow 
 piece of soft cotton cloth, (that has been in use and become 
 soft with wear will be best), and by taking one turn around the 
 parts and drawing the cloth back and forth in a sawing manner 
 a very nice polish can be given the nickel. When riding near 
 the sea coast, by going over the nickel with a piece of waste 
 well saturated with oil, it will serve as a protection against rust. 
 A nickeled machine must not be neglected for a day, when 
 around salt water, if it is desired to keep it free from rust. 
 
 All bright and polished machines may be kept clean by brush- 
 ing the dirt from them and rubbing them with a soft cloth and a 
 few drops of oil; but if allowed to rust, rub them with crocus 
 cloth; if this is not sufficient use flour of emery cloth, and finish 
 with the crocus; this will restore the luster. It is better to avoid 
 the use of emery cloth, if possible, as in the hands of those in- 
 experienced in its use the surfaces may present a scratched ap- 
 pearance. 
 
 Painted machines can be kept clean by brushing the dirt from 
 them and rubbing them with a soft cloth and a few drops of oil. 
 
 A hint might be given here on the manner of fastening the 
 
46 THE STAR-RIDER'S MANUAL. 
 
 tire temporarily, if it should by chance come out when on the 
 road, although this may be needless instruction to give concern- 
 ing the Star with it's new square-seated tire which will not 
 roll out with a good rider, if not cemented. A loose tire may 
 be kept in place with a tight twisted string wound around the 
 rim and tire. A good wheelman will see that all the nuts on 
 his machine are q|i finiily, and that all loose joints are made 
 tight so as not to rattle. Every bearing where there is any mo- 
 tion should be kept lubricated, not much oil at a time, but often. 
 As to the best oil to use, there are some differences of opinion; but 
 the requisites are, that it should have some body, i.e., but of suf- 
 ficient consistency to lubricate well, and that it should not be 
 gummy, i.e., liable to thicken and clog the bearings. Almost 
 any good oil in use for sewing machines or light machinery may 
 be used. A mixture of nine parts sperm to one of paraffine 
 is good. It will be well to take the small wheel bearing out oc- 
 casionally, and clean it with paraffine or benzine. 
 
 When not in use, the bicycle should have a place as all other 
 things, and be kept in its place. This, of course, varies accord- 
 ing to circumstances, but a dry carriage house, or any other 
 similar building, will make a suitable place. The bicycle's stable 
 should agree as far as possible with the following description : 
 It must not be damp, or the bright parts will speedily suffer, and 
 the saddle also will become mildewed if not often used. The 
 room must not be too hot, as the heat will soften the cement 
 that holds the tires and they will become loose, and the tires will 
 deteriorate in quality. The room should be dry, cool and clean, 
 with plenty of room, if possible, to clean and repair the bicycle. 
 The bicycle ought always to be kept in an upright position, or 
 the oil will work out at the ends of the bearings, and either 
 damage the floor or run about the machine. This can be done 
 in the same manner as when cleaning or repairing, or by naihng 
 down two small strips at right-angles with the wall and close 
 enough to it so the large wheel will rest against a piece made 
 
CARE OF THE STAR. ' 47 
 
 fast to the wall and notched out to receive the rim, with the two 
 wheels sitting in the track formed by the pieces, with a trig nail- 
 ed down in front of one of the wheels. The writer has found 
 this a very convenient method of stalling the Star, as it leaves it 
 in a position to M'ork on both sides and in front of it. 
 
 There is no doubt but that many other points will be coming 
 up in regard to the care of the machine which the writer has 
 not hit upon, but a good bicyclist will learn by experience what 
 his machine needs and how to care for it. Some riders seem to 
 think that a bicycle, once bought, will take care of itself; they, 
 however, soon find out their mistake. 
 
f^igfttx^ of Ji)ic^cFerx^. 
 
 The following extracts from a legal opinion of CHARLES E. 
 PRATT, Esq., have just been published and sent out to mem- 
 bers of the League of American Wheelmen, on the rights of bicy- 
 clers in streets parks, etc., and seem to prove that bicyclers have 
 the same right to the use of highways or parkways that the own- 
 ers of other vehicles have, and that they are not liable for dam- 
 ages if using due care.* Wp think they will be of interest and 
 benefit to the readers of the Manual, so we give them a place. 
 
 '■'■All Persons may travel on a Street or Highway in their 
 own common modes af conveyance ; the use is general and open 
 to all alike. When a street or thoroughfare has been created, 
 and at least until it is lawfully discontinued, it is forever subser- 
 vient to the right of every individual in the community to pass 
 over the thoroughfare so created at all times. — [ Wager v. Troy, 
 Union R. R. Co., 2^ N. Y. ^32; Imlay v. Branch R. R. Co., 
 26 Conn, ^jj.] 
 
 And a street is a place in which all have a right to be, for 
 streets are for the purposes of pubhc travel; neither footmen 
 nor teams, nor any class or variety of teams or carriages have 
 any right of way therein superior to others; they each have the 
 
 *The opinion was obtained by the Pope Manufacturing Co., (and was "pvib- 
 \ish&A\n The Bicycling World, Yo\. II. No. 26, page 409, May 6, 1881, 
 which see for a fuller review of rights in parks,) and it has had the endorse- 
 ment of other good lawyers, and has been extensively used. 
 
RIGHTS OF BICYCLERS. 49 
 
 right in common and equally with the other, and in its exercise 
 are bound to use reasonable care for their own safety, and to 
 avoid doing injury to others who may be in the exercise of the 
 equal right of way with them. In the use of the highways, each 
 may use it to his own best advantage, but with a just regard to 
 the like right of others.— [ Coombs v. Piirrington, 42 Maine, jj2; 
 Barker v. Savage, 4^ A". Y. igd; Conimonzuealth v. Temple, 14 
 Gray, 74.'] 
 
 Under these and other decisions enforcing well-established 
 principles of law, it is clear that if bicycles are carriages and are 
 used for travel, they and their riders are fully entitled to the 
 streets; and if they are pleasure carriages and used as such, 
 they are clearly entitled to share the common freedom of drive- 
 ways or park carriage-ways, equally with any other form of car- 
 riage. 
 
 The use of manumotive and pedimotive carriages, to greater 
 or less extent, is matter of record and description at least since 
 1769. The velocipede, in one form or other, is older than our 
 State constitutions and city charters; and so, though not until 
 within 15 or 20 years a frequent mode of conveyance compara- 
 tively, it is not a novelty, or an innovation, or an intruder among 
 carriages in its use of highways. i\ velocipede is defined to be 
 a species of carriage propelled by the rider. It may have one, 
 two, three, four, or more wheels; it may be propelled by the 
 feet or the hands, or both. The bicycle is a variety of veloci- 
 pede considerably specialized, and consists of two wheels and a 
 frame connecting them, with means of guiding, propulsion, and 
 control, all constructed in the lightest and strongest manner con- 
 sistent with safety of use. It supports and carries a rider like a 
 carriage. It is directed and controlled along the roadway by 
 the care and vigilance of the rider, like a carriage ; and it en- 
 ables the rider to travel, that is, to pass along over the roadway, 
 more speedily and more easily, and more enjoyably, than he can 
 go on foot, just as a horse or carriage enables him to do. 
 
50 THE STAR-RIDERS MANUAL. 
 
 This reasoning, from the nature of the thing itself, seems 
 needless, because the fact of its being a carriage, descriptively 
 and mechanically speaking, is so obvious; and any discussion of 
 the question would be unnecessary, M'ere it not so often called 
 in question. 
 
 A vehicle which has enabled its rider to cover unaided a dis- 
 tance, of 1404 miles in six days, with which hundreds and thous- 
 ands of travelers have made excursions and tours through every 
 part of Great Britain and the Continent of Europe, and South- 
 ern Africa, and India, and Australia, and the West Indies, which 
 is in use to the number of many thousands in the United States, 
 and which every observant and intelligent citizen has seen in use 
 upon nearly all our city streets and country roads from Bangor 
 to San Francisco, and from Detroit to Tallahassee, is certainly 
 entitled to be called a pleasure carriage without question. 
 
 When the steel and rubber bicycle was first imported into this 
 country, it was claimed by the Collector of Customs at Boston 
 that it was a machine, and by the imix)rter that it was a carri- 
 age; a difference of ten per cent, ad valorem duty giving rise to 
 the dispute. The question was referred to the department of 
 justice, and Mr. Secretary Sherman, upon an opinion of the at- 
 torney-general, in the autumn of 1877, decided that it was a 
 carriage, and so it has been considered in every court and every 
 market in this country without question since. 
 
 The English Court of Queen's Bench, in the case of Taylor 
 V. Goodwin, decided, all the justices concurring, that a bicycle 
 is a carriage, and the propulsion of it by means of a person sit- 
 ting on and carried by it is a driving of a carriage. — \^Laiu Jour- 
 nal. Repoi-ts, part 6, June, iSyg, Vol. 48, A^. S. 
 
 The highest courts in this country have not yet passed upon 
 the question, though it has been raised in one or two of the low- 
 er courts, where it has been held to be a carriage, following the 
 English law. — \_]\IcFarlandz'. Browne, i. Bicycling World, .27.] 
 
 So that in every court and every judicial department where 
 
RIGHTS OF BICYCLERS. 51 
 
 the question has been raised for decision, it has been held to be 
 a carriage; and it is of some weight that i^y the city authorities 
 in this country, when the question has been brought fully and 
 fairly to their attention for decision, they have always decided 
 that it was a carriage. 
 
 The law committee of the city of Brooklyn, acting after care- 
 ful deliberation, and in consultation with certainly competent 
 legal advisers, made a report on 26 April, 1880, to the Brooklyn 
 common council, in which they stated, "As a matter of legal 
 right, your committee believe that bicycles are entitled to the 
 use of streets the same as other vehicles, no more or less; sub- 
 ject to the same rules, liable to the same responsibility, and their 
 violation to the lavrs of vehicles to be visited with the sanie pen- 
 alties. ... In all courts where the question has arisen, it has 
 been without exception decided that the bicycle is a vehicle, and 
 as such, has eqftal right with other vehicles to the use of the 
 streets without discriminating restrictions, and that no authority 
 exists by which the peculiar form of a vehicle for its motive 
 power can be arbitrarily determined to the exclusion of some 
 other particular class. Your committee believes this to be good 
 law and common-sense." And the city council of Brooklyn 
 acted accordingly, and removed all restrictions. — [ i Bicycling 
 World, 242:] 
 
 So that as of an old and recognized class of vehicles by pre- 
 scriptive right, and also as a vehicle recognized by judicial and 
 quasi -judicial decisions, the bicycle and its rider have a clear 
 right on the public streets; but even if it were a novelty, and 
 neither it nor anything of its class from M'hich it is in details a 
 divergence had been used in this country prior X.O the summer 
 of 1877, it would still be entitled to the use of the public streets. 
 
 Said Caton, C. J., in a leading case in the Supreme Court of 
 Illinois, "A street is made for the passage of persons and prop- 
 erty, and the law cannot define what exclusive means of trans- 
 portation and passage shall be used. ... To say that a new 
 
52 THE STAR-RIDER'S MANUAL. 
 
 mode of passage shall be banished from the streets, no matter 
 how much the general good may require it, simply because streets 
 were not so used in the days of Blackstone, would hardly com- 
 port with the advancement and enlightenment of the present 
 iigQ.—lMoses V. Pittsburg, etc., R. R. Co., 21 III. ^22.~\ 
 
 Mr.Justice Cooley, of Michigan, in his standard work, has found 
 and expressed the law to be, "When land is taken or dedicated 
 for a town street, it is unquestionably appropriated for' all the 
 ordinary purposes of a town street; not merely the purposes 
 to which such streets were formerly applied, but those demand- 
 ed by new improvements and new wants. — \_Cooley, Const. 
 Limit. {4th Ed.), 6g4.'] 
 
 It is clear therefore that bicyclers have a right to the use of streets 
 M'ith their bicycles, subject to the same restrictions and regula- 
 tions, and under the same general principles of law as are ap- 
 pHcable to other carriages. 
 
 It is also clear that they are entitled to the same freedom of 
 the carriage-ways in parks, unless there are restrictions under 
 some legal authority vested in the Boards of Commissioners for 
 their exclusion, not appUcable to the case of other streets. 
 
 And this brings me to a consideration of the, authority and 
 powers of Boards of Commissioners of parks as to the point in 
 question. 
 
 The general purpose of parks is the promotion of the health 
 and happiness of the public; and within this general, are 
 several distinct and special purposes of the appropriation and 
 dedication of parts of it : parts for ornament and vegetation; 
 parts for walking, that is, for foot-ways; parts for riding, that is, 
 for animal ways; and parts for driving, that is, for carriage-ways. 
 
 The uses of some parts may be more restricted than those of 
 others, according to their purposes; but all the parts must, for 
 all the respective purposes to which they are dedicated, remain 
 free and common to all the people. — \_Laiigly v. Gallipolis, 2 
 Ohio St. Joy.'\ 
 
RIGHTS OF BICYCLERS. 53 
 
 The ways in parks are of the nature of highways; at least, to 
 the extent that is consistent with their respective uses and ap- 
 propriations. The foot-paths are highways for pedestrians; the 
 the carriage-ways are highways for pleasure carriages, at least. 
 They are streets, and the circumstance of their being within the 
 limits of a park or "public square" does not alter the effect. — 
 \_Co7?ii7ionivealtk v. Bowman, j Fa. Sf. 20J.'] 
 
 Public squares and highways, streets within parks and without 
 them, belong to the public, and are under the control and regu- 
 lation of the Legislature exercising the sovereign power of the 
 State, either by general or special law. Neither the city nor the 
 Boards of Commissioners can act otherwise than as agents of 
 the State and within its authority. — S^Comnionivealth v. Temple, 
 14 Gray, 7^. 4 Abbott, N'. Y. Dig. Rep.,^aiid St. 555 and cases 
 cited. '\ 
 
 The right of travel in the highways and streets is one of those 
 "privileges and immunities which are in their u^XViX^ fiindamen- 
 taV \ the right of a citizen of one State to travel through the 
 highways and streets of another State, for peaceable purposes 
 and pursuits, is one of those privileges and immunities guaran- 
 teed by the Constitution of the United States (Article 4), and 
 which no State Legislature can take away. — \_CorJieldv. Coryell, 
 4 Wash., C. C. 380.'] 
 
 The power of State Legislature over roads and navigable wa- 
 ters — that is, highways by water or by land — is substantially the 
 same, and is one of regulation and construction, and not of ob- 
 struction or destruction; and its power is to be exercised under 
 the restrictions of the United States Constitution and Acts of 
 Congress regulating commerce between States. It has power to 
 provide police regulations, to govern the conduct of persons 
 using the highways, — for example, to regulate speed of travel, 
 manner of passing, etc.; and to repair and alter them for the 
 public benefit. — \_Cooley, Const. Limit. 734, J41 and cases?^ 
 
 "Every thoroughfare which is used by the pubUc, and is, in 
 
54 THE STAR-RIDER'S MANUAL. 
 
 the language of the Enghsh books, common to all the King's 
 subjects," says Chancellor Kent, "is a highway, whether it be a 
 carriage-way, a horse-way, or a navigable river." The law^ with 
 respect to them is substantially the same. The Crown is trustee 
 for the public, and the use of them is inalienable so long as they 
 remain highways. — [ j Kent Coniui. 42^, 4js.'] 
 
 The Constitution of New York State, Article I., § i, declares, 
 "No member of this State shall be . . . deprived of any of the 
 rights or privileges secured to any citizen thereof, unless by the 
 law of the land, or the judgment of his peers." This was so 
 in 1846, and to the present time. By the same Article it is de- 
 clared that no citizen shall be deprived of life, liberty, or prop- 
 erty, without due process of law and that no law shall be passed 
 abridging the right of the people peaceably to assemble, etc. 
 
 Now, the privilege and immunity of the use of the highway 
 and the public street is necessary to the enjoyment of liberty, 
 and to the right to assemble; since there can be no hberty with- 
 out action, or movement to and fro, nor any assembling without 
 travel; and the use of the highways, being a necessary incident, 
 is secured by the Constitution.. And by the judical decisions, 
 the use of carriage-ways and streets includes the right to use 
 one's own common mode of conveyance — such carriage as he has. 
 
 I have grave doubt whether any Act of the Legislature of any 
 State, prohibiting the use of bicycles under any reasonable regu- 
 lations in the streets and highways of that State, or any consid- 
 erable number of them located together, would be a valid or 
 constitutional statute. In this connection the language of Gib- 
 son, C. J., in the case of Coz/i. v. Boioinan, j Fa. St. 20J, is 
 specially pertinent : — 
 
 "County commissioners have no greater right than an individ- 
 ual has, to disturb the citizen in the enjoyment of a municipal 
 franchise, at least beyond the bounds of absolute necessity. . . . 
 The public square is as much a highway as if it were a street, 
 and neither the county nor the public can block it up to the 
 
RIGHTS OF BICYCLERS. 55 
 
 prejudice of the public, or an individual; nor can either assert a 
 right to it by enclosing it beyond a reasonable curtilage. It is 
 dedicated to the use of all the citizens as a highway, and all have 
 a right to pass over it without unreasonable let or hindrance." 
 
 One other point may be referred to, in passing, which has 
 been allowed too much force in some quarters heretofore; and 
 that is the alleged dangerous and unwelcome aspect of bicycHng 
 to the horse-using portion of the public. Commissioners un- 
 doubtedly have a .right, under their authority to regulate, to pre- 
 vent pedestrians from carrying strange illuminations, or nitro- 
 glycerine cans, or bombs on the foot-ways; because they are not 
 necessary to the use of the foot-ways, and are unreasonably dan- 
 gerous. But they have no right to prohibit the carrying of um- 
 brellas, canes, crutches, cork-legs, or personal deformities on the 
 foot-ways, although they were objectionable to some, and um- 
 brellas frighten timid or untrained horses; because they are nec- 
 essary to the full and free use of the foot-ways. 
 
 So they might prohibit the covering a carriage with fantastic 
 shapes and colors, and hanging its wheels all over with bells; 
 because that is something more than simply a carriage, and is 
 not necessary to the full and free use of the drive-ways, and is 
 unreasonably dangerous. 
 
 Now the bicycle is no such contrivance. It has by the pre- 
 judiced, the thoughtless, or the ignorant, been sometimes called 
 dangerous. But it is simply a carriage (reduced to the lowest 
 possible terms), and nothing else; it has nothing unnecessary 
 to travel, no dangerous additions to the vehicle proper. Ridden 
 at a rate not greater than six miles an hour, it is capable of com- 
 plete control, — deviation from its course, immediate stopping, 
 etc.; and is not as dangerous as other vehicles, for there can 
 be no runaway or disastrous collision. It is said that horses are 
 frightened by it. The fact is that they are not, any more than they 
 are at umbrellas. But if they sometimes are, it is to be remembered 
 that the highest courts have decided that drivers of horses have no 
 
56 
 
 THE STAR-RIDER'S MANUAL. 
 
 more rights in streets or carriage-ways than those using other common modes 
 of conveyance, and that the mere frightening of horses is neither actionable 
 as a tort, nor complainable as a nuisance, nor an obstruction which city offi- 
 cers or p'ubHc boards are accountable ior— [Moses v. Piifsbtirg, etc., 21 III. 
 S22; Cook V. Charleston, q8 Mass. 80; Sfojie v. Hubbardsfon, 100 Mass. 
 so; Kezfhv.Easfon,2 Allen, 552; McFarland v. Bi-own, i Bicycling: 
 World 27, and Macomber v. Nichols, 34 Mich. 212, is a very good case in 
 point.] 
 
 "An ordinarily gentle and well-broken horse" is the kind of horse to be 
 considered, according to the language of the courts, and these are not fright- 
 ened by bicycles. The common experience of cities and towns may be well 
 indicated by quoting the language of the London Standard (not especially 
 favorable to bicycles) , in commenting editorially upon a case before magis- 
 trates relating to tolls- on turnpikes in August, 1879: "The prejudice against 
 bicycles has all but disappeared in London; the horses are now accustomed 
 to the machines, and are no more frightened by them than by other vehicles; 
 the riders themselves are very careful, and the number of accidents caused 
 by them is surprisingly small; and the people in general look with pleasure 
 uson the flying wheels as they scud noiselessly along." 
 
 To sum up, however, upon the law as I find it, and the logic of the decis- 
 ions as closely as I can apply it, my opinion is, in brief, that the drive-ways 
 of parks are public streets for the purposes of pleasure travel at least; that 
 allpersons have a right to use the public streets with their own common car- 
 riages; and therefore that all persons have an equal right to use the drive- 
 ways of parks with their own common pleasure carriages; that bicyclers are 
 within that class; that the bicycle is a common pleasure carriage; and that 
 therefore the bicyclers have an equal right to use the drive-ways of parks 
 with their bicycles. 
 
 And further, that town or city or county governments or officers have no 
 authority to exclude, or to regulate so far as practically to exclude bicyclei-s 
 from the public streets; that the Commissioners of parks have no greater au- 
 •thority than such other governments ox officers in the matter: and therefore, 
 that the Commissioners of parks have no authority to exclude, or to make 
 such restriction as to practically exclude bicyclers with their bicycles from 
 
 the carriage-ways of parks." 
 
 CHARLES E. PRATT.