CYCLING
For
HEALTH AND PLEASURE
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CYCLING
FOR
HEALTH AND PLEASURE
An Indispensable Guide to the
Successful Use of the Wheel
REVISED EDITION, 18gri
BY
LUTHER H. PORTER
Ex-President Orange Wanderers, Ex-President East Orange
Cyclers, Ex-Representative New Jersey Division
League of American Wheelmen
AUTHOR OF
WHEELS
THE ADVANTAGES OF CYCLING,'
AND WHEELING," ETC., etc.
NEW YORK
DODD, MEAD AND COMPANY
1896
COPYRIGHT, 1895,
BY
အဝဝ
DODD, MEAD AND COMPANY.
All rights reserved.
THE MERSHON COMPANY PRESS,
RAHWAY, N. J2
CONTENTS.
CHAPTER
PAGE
I. CYCLING FOR HEALTH,
I
II. LEARNING,
23
III. RIDING AND TOURING,
46
IV. ACCIDENTS, AND THEIR PREVENTION,
63
V. CORRECT PEDALING,
69
VI. SPEED AND GEARING,
82
VII. TRAINING,
92
VIII. CYCLING COSTUME,
106
IX. PRACTICAL POINTS,
118
APPENDIX,
177
O
O
32011,
PREFACE.
THE present work on the Health, Pleasures,
Advantages, and Practice of Cycling is baseci
largely on the author's previous writings on the
same subjects, and principally on a volume bearing
the same
name which he published in 1890.
But the changes that have taken place since
the other work was written have been so eat
that no mere revision, but a complete rewrit-
ing proved necessary, in order to eliminate
portions that were out of date, and to add very
much that was new and important. As to the
title, nothing could be found that so fully and
concisely expressed the nature of this work as
Cycling for Health and Pleasure," and the fact
that the author had previously used it for a work
now long out of print constitutes no good ground
for not again employing it.
The author's connection with cycling began
about 1870, with the wooden two-wheeled veloci-
pede which had shortly before that created such
a furore, and he rode and owned one of those
ancient vehicles. In 1876 the first modern high
bicycles were shown at the Centennial Exposition,
and a few came into use in this country during the
next three or four years. In 1880 the author pur-
vi
PREFACE. .
chased one, and rode it and others until the intro-
duction of the safety, trying each new type as it
appeared. He has ridden constantly, not only for
pleasure, but because it has proved to him the
only means of maintaining health. Every other
form of exercise, including horseback riding, had
been tried without success; but, after six weeks of
regular riding, cycling began to prove its efficacy,
and soon established a degree of health which
before that was wholly unknown. Other mem-
bers of his family have had similar experi-
ences,
well
very many
friends and
acquaintances. Under such circumstances, it is
impossible, for him at least, not to believe cycling
to be the most beneficial, as it is the most
exhilarating, of all exercises.
as
as
CYCLING
FOR
HEALTH AND PLEASURE
CHAPTER I.
CYCLING FOR HEALTH.
We claim a great utility that daily must increase ;
We claim from inactivity a sensible release ;
A constant mental, physical, and moral help we feel,
That bids us turn enthusiasts, and cry God bless the
wheel !"
- Will Carletonz.
T is a fact well known to everyone that
proper food and sufficient sleep are essen-
tial to the maintenance of health ; but it
is by no means so generally understood
that these alone will not insure it unless fortified by
the practice of suitable exercise. Improper food so
quickly affects our stomachs, and insufficient sleep
makes us so drowsy, that the connection between
cause and effect is very clear in these cases; but the
ills that result from the lack of sufficient suitable
exercise are less readily traced to their true source.
They come so slowly, and get their grasp upon us
2
CYCLING
so insidiously, that when we really begin to suffer
from them we rarely dream of their real causes.
Food, sleep, and exercise are so indissolubly
connected in their relations to the mens sana inz
corpore sano that to separate any one of the trio
from the others is to seriously impair the efficacy
of all, and render it impossible for the remaining
ones to perform perfect service. These facts do
not apply with full force to those persons-few in
number--who inherit iron constitutions, and who
can, with apparent impunity, set the laws of na-
ture more or less at defiance, though sooner or
later they must inevitably feel some effect from
doing so; but they do apply to an enormous
majority of mankind, including many who boast of
their health because they seem free from disease,
and others whose apparent vigor rests upon the
constant use of stimulants.
Exercise is not merely a desirable adjunct of
food and sleep, to be used supplementary to them
if agreeable and convenient; but it is, in a high
clegree, the very means through which it is possible
for them to become effective. If one took abso-
lutely no exercise at all, it would be hardly possible
to digest food or to get refreshing sleep, and good
health would scarcely be expected. With moder-
ate exercise, these conditions would change some-
what. It thus follows naturally that, with sufficient
exercise of proper character, the system would be
so toned as to enable the stomach to do its work
perfectly and secure refreshing and vivifying sleep;
and experience and observation show this to be
perfectly true.
CYCLING FOR HEALTH.
3
true.
true.
It is often remarked that enough exercise can be
obtained in the performance of one's daily duties,
and this is sometimes true, provided a person
possesses a very vigorous constitution and is en-
gaged in a congenial, active occupation. For the
majority, however, and particularly for those whose
occupations are at all sedentary, it is wholly un-
Work is not exercise," says an experienced
physician. “This may seem strange, but it is
I tell my patient, 'I do not care how much
you run about all day at your business, you must
take the exercise I prescribe quite independently
of your work. There are perhaps no more hard-
working men in the world than the Scotch plow-
men-wearily plodding all day long behind their
horses, in wet weather or dry; no sooner, however,
has the sun 'gane west the loch,' and the day's
work is done, than, after supper and a good wash,
those hardy lads assemble in the glen, and not
only for one, but often three good hours, keep up
the health-giving games for which their nation is
so justly celebrated.”
If our daily occupations really afforded true
exercise, we would not suffer, as we nearly all do,
from troubles which disappear as soon as we en-
gage in regular exercise of an agreeable and suit-
able kind, Dyspepsia, no matter how produced,"
says Dr. Stables, “is the curse of the age in which
we live. It kills, directly or indirectly, ten times
more human beings than consumption itself does
in our country. If this be so, it is surely of the
utmost importance to each and all of us to so
regulate our diet that we may be able to say
4
CYCLING
truly we eat to live. Slow digestion is only the
forerunner of dyspepsia, and this is usually accom-
panied with constipation, or costiveness, and a dry
state of the whole mucous membrane of the digest-
ive canal. A sedentary life and the consequent
want of sufficient exercise in the open air are two
of the commonest causes of slow digestion. Cy-
cling is, of all kinds of exercises that I know, far
and away the best suited for the removal of slow
digestion. Few, alas ! value sufficiently the bless-
ing of health until it begins to slip away. We are
not all born with healthful constitutions, but even
those who are born weakly can do much to
strengthen and vivify their systems, by adopting a
plan of judicious and rational living ; by steering
clear of that rock on which so many lives are lost
-I mean the abuse of medicine ; by proper atten-
tion to cleanliness; by drinking only pure water ;
by breathing, as far as possible, only pure air; by
avoiding worry as much as they can; by being
temperate, not only in eating and drinking, but in
everything; and by taking a proper amount of
exercise of the kind most suited for the individual
health-the best by far at the present day being
what we term cycling.”
In his recent work, Dr. Lagrange says: “Exer-
cise produces in the system two absolutely different
effects; it increases the process of assimilation,
thanks to which the body gains new tissues, and it
accelerates the process of dissimilation, which leads
to the destruction of certain materials. .. Ex-
ercise introduces more oxygen into the system than
is actually needed for the combustions; at least,
CYCLING FOR HEALTH.
5
direct observation seems to show that, in the period
which follows vigorous exercise, the blood, after
being for a short time surcharged with carbonic
acid, becomes on the other hand surcharged with
oxygen. Thus a man taking exercise lays up a
provision of oxygen. The gas becomes as it were
stored among the anatomical elements of which the
organism is built up; it is especially bound to the
red blood-disks, which become redder, and their
vivifying power is increased. This more living
blood, if we may use the expression, carries to the
organs a salutary stimulus which increases the
activity of their functions.
It has been experimentally proved that all the
elements of the system undergo a kind of awaken-
ing of their energies under the influence of strongly
oxygenated blood. If such blood be injected we
see glands secrete more actively, the contractility
of fatigued muscles reappear, and even signs of life
in the cerebral cells of a decapitated animal. We
understand how, under the influence of powerfully
oxygenated blood, the glands of the alimentary
canal can more actively secrete the fluids necessary
for the elaboration of the food; how the contractile
fibers of the intestine perforin their peristaltic
movements, which are as necessary for digestion,
with more energy; how the absorbent vessels draw
to themselves, by a more powerful endosmotic proc-
ess, the nutritive molecules elaborated in the
digestive tract. Thus the acquisition of a greater
quantity of oxygen leads to a greater intensity of
the process of assimilation. Exercise produces
these salutary effects alike in those who assimilate
6
CYCLING.
too little, and in those who do not dissimilate
enough; muscular work is a regulator of nutrition
as indispensable to over-rich as it is to impover-
ished constitutions. Hence there is no individual,
no living being, who is not instinctively impelled to
this powerful general alterative agent... Obser-
vation of facts shows that athletic exercises, when
they are not beyond the strength of the subject,
place him in the inost favorable conditions of nutri-
tion. Under the guidance of a quiet nervous sys-
tem, the functions of repair are performed with the
most perfect regularity, and we see that the acqui-
sitions made by the system through more perfect
assimilation exceed the losses brought about by
work.”
It appears from the foregoing that vigorous ex-
ercise in the open air introduces large quantities of
oxygen into the system ; that the blood is vivified
thereby; that assimilation becomes more perfect,
and nutrition more complete ; and that all organs
are stimulated to perform their functions perfectly.
The increased quantity of oxygen which thus
vivifies the blood, as the result of exercise, is car-
ried to it by means of the respiration, consequently
“respiration is the most important of the functions
influenced by exercise.”
To quote Dr. Lagrange again : “If we compare
exercises of strength and exercises of speed, we
find in them the common character of rendering
respiration more active. But the exercises of
strength only bring about this result at the price
of intense muscular fatigue, while exercises of
speed allow the work to be carried on till breath-
CYCLING FOR HEALTH.
7
lessness is produced without the muscles becoming
painful from the work. Speed can supplement
force, and enable certain persons, whose muscular
development is feeble, to benefit from the general
effects of violent exercise, without needing intense
efforts, which they would be unable to perform.
“ Exercises of speed have the advantage of pro-
ducing the same quantity of work as the exercises
of strength, and of producing the same intensity
of respiratory need. Further, they increase the
activity of the respiratory functions with less fa-
tigue of the lungs and heart, owing to the absence
of effort, which only exceptionally occurs in exer-
cises of speed, but which is obligatory in exercises
of strength. Hence a cause for preferring exercises
of speed. As regards the muscular system, an
exercise of speed, for an equal number of kilograrn-
meters in a given time, will produce less fatigue
than a work of strength, and will subject the
motor apparatus in a less degree to the various
accidents resulting from shocks, and frictions of its
constituent parts."
Of course, if a person desires the mere develop-
ment of brute strength-the increase in size of
certain muscles-he will undertake exercises of
strength under competent instruction; because
“powerful and sustained contractions favor the
nutrition of the muscular fiber," the nutrition of a
muscle being “more intense in slow contractions,
because the flow of blood is more regular and more
prolonged," and in this way the muscles increase
in size and strength most rapidly. But if, on the
other hand, the object of exercise is the promotion
8
CYCLING.
of the sound health of the whole system, rather
than special development of one part, exercises of
speed insures the best results, besides being the
most exhilarating and pleasurable.
If the complex conditions of modern life did not
keep us so very far from a “state of nature,” in
which all could have more or less active occupa-
tion, it might be possible to get along tolerably
well with such exercise as came incidentally in
performing our daily duties; but our constitutions
and habits have become so modified through
heredity and environment that our need of the
milost effective exercise is far greater than it would
be were the conditions of life more simple. Our
lives are more artificial than natural ; forced liv-
ing, competition, and excitement have replaced
simple, primitive conditions ; plain food has given
way to that which is hard to digest; and every
constitution has a heavier load to bear, and more
work to do to maintain health, than if living were
more simple and natural. As a powerful aid to
everyone's constitution in its “struggle for ex-
istence," the most effective kind of exercise that
can be discovered is a prime necessity.
Exercise may be gentle, moderate, or violent.
A person of sedentary habits, or feeble strength,
must begin with that which is gentle, and proceed
by easy stages to that which is moderate, and later,
if he wishes, go on by degrees to that which is
violent. Dr. Lagrange defines these grades as fol-
lows: “When, after an exercise, a man of average
strength has experienced neither fatigue nor breath-
lessness the exercise may be called gentle. When
CYCLING FOR HEALTH.
9
the exercise has caused local fatigue without induc-
ing breathlessness, it will be moderate. It will be
called violent when it is accompanied and followed
by breathlessness.”
In undertaking an unaccustomed, though gentle,
form of exercise, it may seem to be moderate, or
even violent, at the start, simply because most
persons are in far poorer physical condition than
they imagine themselves to be; but if they begin
with short lessons, and proceed by easy stages,
they will soon become stronger, and the exercise
will become much easier. Any exercise, says Dr.
Stables, “to be really beneficial, ought to be taken
in moderation, and should extend over some con-
siderable time. Spurts, and that amount of exer-
cise that borders on fatigue, should mostly be
avoided. Whenever the body becomes tired, ex-
ertion, instead of being any longer a tonic to the
body, becomes a positive depressant, and results in
evil, not only to the muscular but to the nervous
system as well.
"A course of exercise-say cycling-should be
begun and carried on by easy stages, for if one
does one's exercise as he would do a penance.
depend upon it it is very far from beneficial.
Never, therefore, try to do too much.
“ Exercise is a tonic, and therefore benefit is not
to be expected from a single dose. Its effects are
gradual, and it must be taken with studied regu-
larity, day after day, at the same time, and if one
is in ordinary health the state of the weather should
not be permitted to balk him. During the summer
and autumn months a cyclist should be like the
IO
CYCLING.
busy bee and improve each shining hour-he will
thus lay up for himself a store of health that will
stand good until spring-time comes again.
"Exercise ought to be taken in clothes which
are neither too cumbersome nor too heavy; and,
if heated, in the intervals of rest be very careful
you do not catch cold."
Now, it is not too much to claim, cycling meets.
all the conditions of a perfect exercise in a degree
approached by nothing else.
It is necessarily in the open air ; and this is of
great importance, because a prime object of exer-
cise is to secure and lay up a store of oxygen, as.
has already been shown, which can be fully accom-
plished only out of doors, It also gives constant
change of scene and thought, avoiding the monot-
ony of indoor exercise. New rides, fresh sights,
varied routes, pleasant companions, and absolutely
complete change in every respect from ordinary
occupations, give it very exceptional advantages.
It is an exercise of the class which has been
shown to be most beneficial. It does not develop
any one set of muscles excessively, but it acts.
upon many sets simultaneously, gently, and bene-
ficially. It calls into simultaneous action more
muscles than does any other form of exercise ;
but it calls them into play so gently and pleas-
antly that after one has gotten over the surprise
that this unexpected occurrence gives him at the
start, he is not conscious of the fact, except as he
feels exhilarated after a ride, and finds every func-
tion made inore vigorous and active. The chest,
arms, and abdomen are the first to feel the effects
CYCLING FOR HEALTH.
II
and benefits of riding a cycle. As in other exer-
cises of speed, the chest is strengthened and
enlarged; the arms and fingers become firmer in
action; and every function of the various organs.
feels a vivifying impulse, and begins at once to act
with unaccustomed vigor.
It requires but a short ride to start a sluggish
circulation into healthy activity, to quiet strained
nerves, refresh wearied muscles, and clear the
clouded brain. It is well-nigh impossible to be
so wearied, physically or mentally, that half an
hour on a bicycle will not refresh the system like.
food and sleep combined, and impart to it a far
better and more lasting tone than any stimulant
can produce. A daily ride of an hour, or half an
hour, if taken briskly, will cure dyspepsia even of
the most confirmed sort, and make it possible to
take any food with comfort. After an evening
ride, and rub down or bath, the sleep which fol-
lows is as certain as it is incomparably calm and
refreshing. The nerves are quieted, the muscles
rested, the circulation stimulated, and the feeling
of physical satisfaction which pervades the system
insures calm and invigorating sleep. All this has
been proved over and over again in the experi-
ence of every wheelman. Physicians are begin-
ning to recognize it, and are recommending the
wheel to both men and women. For indigestion,
insomnia, and nervous troubles it is the sovereign
remedy.
A characteristic feature of cycling, and one which
belongs to no other form of exercise in a similar
degree, is that it is suited to persons differing
12
CYCLING.
widely in physical condition-in other words, the
exercise can be made gentle, moderate, or violent
at will. Of course, the process of learning is apt
to be a little tiresome; but, that over, the exercise
can be regulated at pleasure. In this connection,
a peculiar advantage is that gentle exercise on a
cycle produces better and more lasting results than
does any other gentle exercise. On this account
it is simply unapproached as an exercise for
women; it seems to be suited to their needs in a
most remarkable degree, and to furnish them with
precisely what they require to build up their health
and strength.
When moderate exercise is required, it is ob-
tained by taking a longer ride or a faster pace, or
the two combined ; and violent exercise can be
had by still farther lengthening the ride and in-
creasing the speed. These simple changes adapt
cycling to all needs. In its gentlest form, a rider
will travel four to six miles an hour, or nearly as
fast as an ordinary horse trots ; in a moderate
form, he will travel seven or eight miles an hour,
or faster than nearly all horses trot; in a brisk
form, he will ride nine or ten miles an hour; and,
in a violent form, from twelve to fifteen, or even
more.
Sometimes persons who have never ridden a
cycle, and know nothing of its remarkable physio-
logical effects, will assert that it is inferior to
horseback riding, both as an exercise and a pleas-
But those who have tested both thoroughly
know that this is not so, It cannot for a moment
be pretended that horseback riding does or can
ure.
CYCLING FOR HEALTH.
13
offer the advantages or produce the results al-
ready enumerated, which follow with certainty the
regular use of the wheel, and which are testified to
by thousands of its users. Moreover, as to pleas-
ure, the motion of the wheel is far and away more
exhilarating, as it is more smooth, even, and har-
monious. However slowly one travels, there is
always the same agreeable motion, far removed
from the listless walk of a horse, which constitutes
a considerable portion of horseback riding. The
other gaits of a horse are too violent to be long
kept up by horse or rider. At best, the exercise is
variable and more or less violent. How different
.
is the wheel, which is uniformly gentle, pleasant,
and exhilarating, and infinitely more certain and
beneficial in its effects.
In further confirmation of the claims already
made are the following statements from physicians.
They are experienced and practical cyclists them-
selves, and in their professional practice have had
large opportunities to observe the effect of cycling
on all ages and conditions as well as on both sexes.
Dr. T. N. Gray writes :
How and why does cycling do so much for the
system ? I have often answered this, or similar
questions, in a general way; but I think I can give
an answer from a physiological standpoint, which
will satisfy the most captious of the value of cycling
as a health preserver and renewer.
“Start with the accepted fact that exercise out of
doors is beneficial to the general system. No argu-
ment is needed to establish this, as a comparison of
the general health of the outdoor and indoor worker
14
CYCLING
is invariably in favor of the outdoor worker. The
causes which work against the general health of
the indoor worker are many, but they can be
grouped under three heads : lack of fresh air;
mental work, without a corresponding amount of
physical work ; and routine work.
Two, at least, of these three general causes are
always at the bottom of the lack of full health of
the indoor worker. The result may be apparent in
the muscular system, the organic system, or the
nervous system, and consists of a loss of balance
between the three systems. This loss of balance
is rarely seen in the outdoor worker, and when
seen is the result of excessive physical exercise. It
is the natural conclusion that the cause which main-
tains the health of one class (exercise, or work, in
the fresh air) can be used to restore the lost health
in the other class, by building up the muscular
system ; by relieving the organic system, through
a hastened circulation, and excretion through skin
and bowels, and kidneys and lungs; and by rest-
ing the nervous system with a varied and exhila-
rating exercise. So is the how' answered, for
cycling is only outdoor work or exercise.
But 'why' cycling particularly, you may ask.
Simply because, to my mind, cycling, as an exercise
of use to the physician in treating his patients, both
in the quality and quantity it gives, combines
physical exercise, and mental and nervous exercise,
as does no other form of outdoor exercise, and this
without a single injurious quality. The rider of a
wheel takes exercise in the most even, steady way
I know of, and never does he injure his general
CYCLING FOR HEALTH. .
15
system when riding (scorching is not riding). The
peculiar effect of cycling upon the nervous system
cannot be put into words. The effect on the patient
is plainly evident to the physician, and appreciated
by the patient. It comes from an exhilaration
which is peculiar to the wheel. Every rider has
felt it. He may not appreciate it now, because he
is accustomed to it; but let him stop his riding,
and the result is soon apparent in sluggish memory,
or annoying organs, or easily tired timbs—in short,
a loss of balance. I have had results from it in
practice that I have never had from any other form
of exercise, and never have I had it fail in doing
good; and, without décrying other forms of exercise,
it, I repeat, combines muscular exercise with mental
and nervous exhilaration as does no other."
Another letter is from Dr. F. A. Kinch, Jr. He
says:
Whatever I may have written in the cause of
cycling I fully emphasize by this writing. When
indulged in in moderation, it is invariably for the
good of the participants. I do not for a moment
consider any tests of strength or speed, for those
who are not trained for such work have no energy
to spend in that way.
“ As to the 'how' and 'why’it is for so much
good! Any exercise that brings in play the great-
est number of muscles, and exercises them evenly,
is the best to take. This is found in cycling; no
one muscle, or set of muscles, is overtaxed in rid-
ing. Also, it takes the cycler out of doors, where
fresh air and plenty of it can be breathed ; it gives
him or her a change of scene; the change of land-
16
CYCLING
scape adds pleasure to a ride, and before the rider
knows it he is wheeling along enjoying the country,
while his muscles are getting the benefit of the ride.
That the rider loves the sport I consider a very
great aid to its success, for no form of exercise will
be beneficial if it is not thoroughly enjoyed; you
can expect the greatest result from that sport which
the player or rider enjoys most.
“ Professional experience has shown a number
of cases under our own care that have been bene-
fited by cycling. Weakly boys and girls grow
strong while riding a wheel. A remarkable case
may be worthy of notice. A young man, about
eighteen, was taken sick with diphtheria; he had
previously ridden a wheel; he was very ill, and
when recovered some thought he would have heart
disease. He was very carefully watched, of course.
The question came up, Should he ride his bicycle ?
He was an intimate friend of mine, though not my
patient. He asked me what I thought, and I told
him to take a short ride with me. He did well, and
continued riding carefully, and a little more each
time, until he really rode back to health and strength.
Now he is a strong, well man, and thanks the wheel
for the sound physique it gave him. This is only
one case, but there are more just like this one.
In conclusion I would say ride a cycle; ride in
moderation ; enjoy the wheel ; and all who do so
will enjoy better health and be happier ; the cares
of life will be easier borne, and your life will be
lengthened."
The peculiar and exceptional advantages which
cycling offers as an exercise for women are not
CYCLING FOR HEALTH.
17
matters of theory with the writer, as he has had in
his own family several very striking illustrations
of its remarkable effects. In further confirmation,
however, of his statements, is the following letter
from the pen of “Pysche," a well-known contrib-
utor to wheel papers. It was written in response
to the query, " What does cycling do for women ?”
Is wheeling a desirable thing for women ?
Yes, emphatically! This is rather an uncomprom-
ising position to assume; but an ordinary, every-
day experience makes me feel that on this question
there are not two sides, or, if there is a side other
than the affirmative, it is so small as hardly to be
noticeable.
“For three years I have been a practical wheel-
woman ; first, a tricyclist, and then, when the
bicycle came for women, an ardent and enthusias-
tic bicyclist.
“In my own family one person has been restored
from a state of sémi-invalidism to normal health,
and two others (one of them myself) have been
kept in such a state of health as few American girls
can boast of, and this I confidently believe to be
due entirely to the fact that we are a family of
wheelwomen.
“ A friend of ours, who was afflicted by: nerves,'
fainted on any reasonable or unreasonable oppor-
tunity, wept quarts in the month, and wished she
was dead more or less all the time, was inveigled
by us to try our prescription. We told her to get
the sanction of her physician, lest we should per-
haps do her some harm, for we all regarded her as
suspended on the edge of the tomb, and did not
18
CYCLING.
want to meddle if there was any chance of doing
harm rather than good. Her physician, like a
sensible man, gave her his blessing, and told us to
begin.
· Well, we did, and I wish I could illustrate this
letter with a picture of her before and after. That
was nearly a year ago, and though she is not as
strong as I (for 1 yield that palm to none), she is
far beyond the average girl. For example, she
rode thirty miles, actually in the saddle for that
distance, on a dirt road with me yesterday, and
came home a little tired; but this morning woke
as fresh as a daisy,' and ready for more. She
cries yet sometimes (all girls do); but her nerves
give her no more trouble ; she has grown fifteen
pounds heavier ; is bright and jolly, and as enthu-
siastic a wheel missionary as anyone ever was or,
will be.
“ A girl I know is a teacher, and a very hard
worker. She got completely run down last year
and, hearing of soinebody who had been benefited
by wheeling, thought it worth the trial. She says
that toward the end of the time, before she began
to ride, she pitied 'her scholars, for she simply
couldn't control herself-she was wild.
She is another shining example of what a wheel
can do, for she finds herself easily able to keep up
with her work, is in thorough sympathy with her
scholars, and on Saturdays goes off escorted by
some of her boys on their wheels, and has no end
of a good time.
Just one more example—one I have already
spoken of in the Wheel, and one which was more
"
CYCLING FOR HEALTH.
19
pointedly a bicycle cure than anything I ever
heard of.
This girl I know well. She is a very clever
musician ; very ambitious and untiring in her work.
Besides practicing anywhere from six hours a dày
up, she filled up the chinks with lessons, and
played at a concert or two. After three or four
months of this she began to suffer from sleepless-
ness, and it got to such a pass that the doctor
stopped her music, shut up the piano, and forbade
any hearing of music. This did no good. Then
they sent her to the mountains; this failed. The
doctor prescribed a bicycle, but her mother would
not consent, thinking something ought to be found
less objectionable and just as powerful. They
went on trying, and the poor girl went on suffering.
This lasted for two months and over. She told
me that she could think of no torture she would
not go through to be able to fall asleep as she used
to do; but she got no rest except through the use
of opiates. The doctor at last told her mother
that he really thought the wheel so much worth
trying that if she refused her permission he would
throw up the case ; so she succumbed, and the
girl took a lesson. It was her last hope, she said,
and if there was anything in it she proposed to
find out, and waste no time learning to ride; so,
for the whole enduring day, she toiled away at the
school, hot, tired, triumphant and despairing by
turns, and only went home when the teacher re-
belled. Then she went, used up, and lay down to
rest, not to sleep—she didn't hope for that; but in
ten minutes was fast as a church,' while her
20
CYCLING
mother almost wept with delight, and the whole
family stood round to keep things quiet.
Of course, after this her mother had nothing to
say that was not in favor of her riding, and she
rides all the time.
“ The last time I saw her I asked her if the wheel
still stood by her, and she said she finds that if she
does not ride for a week or so, she does not sleep
well ; but while she rides regularly no one sleeps
sounder or better than she.
There are three people, personal friends of
mine, who have been inestimably benefited, and
I know of lots of girls who say that they don't
know what it is to feel ill any more, and give the
credit all to their wheels. If this is my experience,
and only in a narrow circle of acquaintances, just
multiply it by others and see what a tremendous
sum total there is in favor of wheeling for
women.
“Of course I don't mean that if you don't ride a
wheel you will die' or grow up an invalid. If you
are lucky enough to have plenty of leisure, and
have sense to make good use of it, you can be
probably as strong and well as a wheelwoman;
but you will have to devote a good deal of time to
it. Wheeling calls the muscles into play more
thoroughly and more gently than any other one form
of exercise. It
It is far ahead of gymnasium work,
because it is bound to be taken in the open air;
far ahead of riding, because it brings more muscles
into gentle action ; and better than tennis, because
not so violent.
“Look at the girls who wheel, and see if they
CYCLING FOR HEALTH.
21
don't, as a class, look happier and healthier than
any other class you know of.
As for fun, nobody knows who has not tried
it what the delights of a country run are.
Half
a dozen wheels spinning along, the riders all over-
flowing with laughter and good humor, flying down
hills, more like a bird in feeling than anything else ;
climbing stiffish hills and feeling your muscles
'swellin' wisibly.' Oh, there is nothing like it!
Try it and see.
I want to be a missionary, and go about making
these poor girls, who don't know what a good
thing life is, wake up and try what thoroughly
good health and vigorous life means just once, and
see if they don't crown the wheel with glory.
“ Men can't conceive what a thing this wheeling
is to us poor women. How can a woman be strong
and well without exercise ? How can she get it
when it's 'unladylike 'to run, and is (not so much
nowadays) rather unwomanly to be able to take
long walks.
Our grandfathers' ideas that a woman, could
get all the exercise she wants about the house are
fulse, false, false !
“ Take making beds, for instance; is not that
violent exercise enough for anyone? If you want
some exercise, arrange your own room.
Making a bed does not in the least hurt me
now, but before I rode, it did; it made my back
ache and my knees tremble, and I decided that
I did not need any of that kind of exercise. Now
my muscles are a little stronger I can do it without
evil effects.
22
CYCLING
Sweeping used to be held in high repute also.
Any more one-sided thing couldn't be imagined.
It is simply injurious, unless you are strong, and
can stand the exertion, and be well and strong in
spite of it.
“I don't want anyone to think I am preaching
against a woman doing all that is necessary to
keep her house as it should be, and think she
ought to be proud to be able to make her own
beds, and sweep her own house, if her husband's
position is such (or her own) that this comes in her
line of duty ; but I do say again and again, it is
every woman's cluty to be as well and strong as she
can be, and in order that she may be able to do her
duty easily and well she must be strong and
vigorously well. To be this, she must have exer-
cise; and the easiest, best, and most surely suc-
cessful way to do this is to ride a bicycle and ride it
regularly.”
CHAPTER II.
LEARNING.
1
N the cities and larger towns there are
usually to be found one or more schools,
academies, or instruction halls in which
any person can be taught to ride a
bicycle, usually at a charge of fifty cents for a
half hour's lesson, or five lessons for two dollars.
At the end of five lessons some persons are able to
take a road lesson, accompanied by an instructor
or some friend, while others will prefer to continue
their indoor practice with perhaps another course
of lessons. When a person learns in this way, he
receives his elementary instruction from a practical
and experienced teacher, and ought to make good
progress. But it often happens that, for one reason
or another, a person prefers to learn directly on the
road, and frequently this is the only practicable
way, especially in small places where there is no
school.
In case of learning out of doors a smooth, level
piece of road should be chosen, and a cycling
friend secured to give assistance. He should
steady the machine by means of the handle bar
while you mount, and should then hold the bar
firmly with one hand while with the other he
grasps the saddle spring or lower part of the saddle.
23
24
CYCLING
In this position he can completely control the
machine, and render a fall almost an impossibility.
Should a violent and unexpected swerve occur, so
that the machine actually falls, simply hold out
Ji
HOLDING FOR LEARNER TO MOUNT.
your foot on the side toward which you are falling,
and you will come down safely. The instructor
should walk by your side, holding the machine as
described, and assist you in your efforts to steer it,
at the same time offering suggestions and giving
advice. Frequent rests should be taken, and from
but fifteen to thirty minutes occupied with each of
LEARNING.
25
the earlier lessons, according to the strength of the
learner.
A bicycle is maintained in its upright position
through balancing it by means of its steering-
.......
VIU
ZA
1
2
ASSISTING A BEGINNER.
wheel. It will not stand alone, because its balance
is not then maintained through a change of position
of the steering-wheel ; but, place an expert rider in
the saddle, and he maintains the balance by turn-
ing the steering-wheel an almost imperceptible
distance to one side or the other, and at the same
26
CYCLING
time can move ahead at a gait so slow that a
novice, on attempting it, would immediately fall
from his wheel. The balance of a bicycle is main-
tained by turning the steering-wheel in the direc-
tion toward which you are falling, which action
NE
S.
-Asa E
ㅌ
​DISMOUNTING,
inevitably restores the equilibrium of the machine.
The natural impulse of a learner is to try to avoid
a fall by turning the wheel away from the direction
toward which he is conscious of inclining. This
is a case in which the natural impulse is wholly
wrong, and learning to steer is simply learning to
overcome this first impulse, and to develop by
practice a new and different one. If the novice is
assisted by a friend, he will learn advantageously,
LEARNING.
27
because the assistant will aid him in his first
attempts at steering, and will constantly repeat
the directions which nearly every novice, in his.
earliest efforts, is pretty sure to keep forgetting.
PRACTICING STEERING WITHOUT PEDALS.
If the learner has a friend who will continue to
give him assistance until he can ride alone, he is
well off ; but if he has not this advantage, or
wishes additional practice, he can make the trial
alone. In this case the pedals should be removed,
and the saddle placed so low that the learner's feet
28
CYCLING,
touch the ground. Then grasp the handles, and
get the machine into motion by pushing on the
ground two or three times with each foot; lift the
feet from the ground, and endeavor to steer the
machine so that it will continue erect until it loses
its momentum. Repeat this for some time, with
occasional rests. You will in this way become
accustomed to the sensation of restoring the
equilibrium of the machine, after it seems lost, by
turning the handle bar, and so acquire the first
practical experience in independent steering. When
you find that you can actually steer well enough to
keep the machine erect for a few yards, you can
make the work easier by getting a good start, and
then putting your feet upon the coasters. Hold
the bars firmly, and steer steadily, and should you
fall it is very easy to put out one foot and save
yourself. A little practice of this sort will soon
enable you to steer quite independently.
When you are able to keep your feet on the
coasters and steer the machine steadily until it
loses all impetus, it is time to replace the pedals.
The saddle, however, should still be kept low, as,
in case of a slip or fall, the foot will reach the
ground more readily.
The next thing is to learn to balance the machine
from the step, preparatory to mounting it. You
must stand behind the machine, leaning forward
and grasping both handles, then place your left foot
on the step, and put the machine in motion by
hopping two or three times with your right foot.
In doing this, you must keep your machine erect and
straight by turning the steering-wheel very gently
LEARNING.
9
from side to side. After a few hops, you should
rise carefully on your left foot, thus carrying all your
weight on the step, and see how far you can main-
tain the balance of the machine, always remem-
.
PREPARING TO MOUNT.
bering to turn toward the side to which you are
falling. The first attempt will probably be an
utter failure, and you will have to jump off from
the step and try again. It is tiresome work, but
is necessary practice, and you must persevere in
it; but only a few minutes at a time, and with
frequent rests.
30
CYCLING.
When the learner can preserve his balance on
the step, and ride a little distance standing on it,
he should lean a little farther forward, move his
right leg along till it rests partly over the saddle,
PRACTICING ON STEP.
and then slide gently forward on to the saddle.
He must not give a spring or jump in taking the
saddle; but should rise slightly and gently on his
left foot, and when his right leg reaches the saddle
slide forward smoothly on it to a comfortable
position. While reaching for the saddle, he must
not forget that the balance of the machine depends
more than ever upon his proper steering. The
LEARNING.
31
better the mount he makes, the less is the steering
affected, while a jump or lurch into place will
make the machine wabble.
As soon as the rider is well on the saddle he
TAKING THE SADDLE.
must feel for his pedals, in order to keep the
wheel in motion. He must keep up a motion,
though a very moderate one ; for a novice, being a
poor hand at steering, finds either a very slow or
very rapid pace practically impossible. Probably,
on gaining the saddle, the novice can ride but a
few feet, when his power of steering will seem to
32
CYCLING.
desert him and he will topple over to one side,
when he can alight easily on his foot, taking care
however to keep the pedal from striking the
ground. It is merely want of practice. He
☆
PREVENTING A FALL BY ALIGHTING ON ONE FOOT.
should rest a few minutes and then try again,
and repeat the process a number of times. Re-
member, however, not to continue it until very
tired, and do not be discouraged if you seem to
make no progress in the first lesson. Take short
LEARNING.
33
lessons, one or two a day if convenient, and you
will soon learn. After something of the knack of
steering is acquired, a little persistent, independent
TEST FOR PROPER REACH.
work at the step and in mounting will enable you
to begin riding.
When it is possible to ride a block or two, it is
desirable to raise the saddle about half an inch,
and this should be repeated at every third or fourth
ride until the proper height is reached. On no
account raise the saddle much at a time, for it has
34
CYCLING.
some effect on the steering, while the difference
in position and reach makes a beginner more or
less uncomfortable. The proper height is readily
IN
MOUNTING FROM CURB OR STONE.
told, for, when the pedal is at its lowest point, the
rider's heel should just comfortably reach it.
Mounting from the step is always practicable,
and is the best all-round way, being easy for the
rider and not likely to strain the machine. But if
one happens to be starting off from a curb, it is
often convenient to place the outside pedal slightly
LEARNING.
35
forward of the highest point, sit upon the saddle
with one foot on the raised pedal and the other on
the curb, and then start off by pushing on the
curb with one foot and pressing down on the outer
pedal with the other. This is easy, graceful, and
desirable when starting off from a curb. Mount-
ing from the pedal is not desirable on light wheels,
as it strains and racks the frames as ordinarily
practiced.
A woman may learn to ride in a school or on the
road just as readily as a man, and as a matter of
fact often more quickly. Capable assistance is
very desirable, however, for many women who
especially need the exercise have so little strength
that they require considerable help at the start.
The method is the same as with a man, only the
care and attention should be a little greater. The
instructor should place the machine in position,
with the right pedal a little forward of the verti-
cal. He should then hold the handle-bar firmly,
while she grasps the handles from the left side,
places her right foot on the right pedal, and rises
to the saddle. When she is properly seated he
should grasp the handle-bar and frame in the way
described for teaching, and all is ready. The in-
structor walks along on the left side of the machine,
steadying it with his right hand and assisting in
the steering with his left. The rider must pedal
slowly, in order to enable her assistant to keep
pace with her and to keep her steady. She
must watch closely the effects of her attempts
at steering, and follow carefully her instructor's
directions. Very frequent rests must be taken, as
36
CYCLING
it is tiresome work at the start, and the first lessons
should be short ones.
In case the learner wishes to take independent
practice, she can, as already described, remove
H
LADY LEARNING TO MOUNT.
the pedals, lower the saddle, and get a knack
at steering on her own account, the same as a
man; but not quite so conveniently, as her skirts
will somewhat interfere with the attempt.
The next steps are to learn to dismount and to
mount alone. In the first lessons the learner is
helped to mount by her assistant; but as soon as
LEARNING.
37
1
she is able to ride a short distance alone, she will
sometimes find it necessary to dismount without
help, so that point is first considered.
The simplest way to get off the machine is to
slow up until you are just moving, then apply the
brake and, as the machine inclines to one side,
reach for the ground with the foot on that side ;
as the foot touches the ground, draw the other
foot through after it, taking care to hold the
handles steadily and prevent the pedal from strik-
ing the ground. You will perhaps be told that
this is no dismount” at all, but simply falling
off; if you are so informed, never mind it; it is
practically unavoidable at the start, and sometimes
necessary afterward; and, as a matter of fact, is
often convenient.
The regular and a graceful dismount, however,
when well done, is to ride very slowly; apply the
brake as the left pedal reaches the lowest point;
bear all the weight upon the left foot as you stop,
carrying the right foot through to the left side,
and so stepping off upon the ground on the right
foot. It requires a little care to do this well, but it
can be learned with patience.
In order to mount alone, a novice can go to
a curb or a large stone. If this is tried, care
should be taken not to start with a jerk which will
swing the steering wheel around; but to push off
firmly and evenly. The usual method is to stand
close to the left side of the wheel, holding the
handles firmly, with the right pedal just a little
forward beginning to descend, as already described
for mounting. Put the right foot over upon the
38
CYCLING
pedal ; adjust the dress to hang evenly, and then
rise to the saddle by bearing your weight upon the
right pedal. By this action you reach the saddle,
and also put the machine in motion. It must be
Will
z
DISMOUNTING.
done quickly, but evenly, and without a jerk or
jump. You will feel the machine begin to move
forward as you rise, and you must pay attention
to the steering. Probably the first attempts will not
seat you comfortably; it will be necessary to prac-
tice it until you can reach the saddle with skirts
LEARNING.
39
hanging properly, and without having the wheel
wabble all over the road.
A more difficult, and seldom used mount, is to
stand as before on the left side of the wheel, but
E
MOUNTING.
with the left pedal raised. Put the left foot on it,
and rise on it, and as it begins to descend swing
the right leg in between the left leg and the saddle,
and rise to the saddle. This, like the pedal mount
for men, is of no great utility.
In learning to ride a great thing is to make haste
slowly, and not overdo. This may seem painfully
40
CYCLING
simple, but experience shows that the caution is
required. So many muscles, ordinarily unused,
are brought into play that, unless the first rides are
very short, the whole system becomes fatigued.
It should be regarded as an imperative rule, in the
first two months of practice, to never do enough to
become really fatigued.
The secret of rapid learning and of acquiring
facility in the use of a cycle is in taking frequent,
regular, and short rides, aided, if possible, by a
rider of judgment. Remember that it is not brute
force, but skillful management of a wheel, which
makes riding easy and pleasant, and secures speed
as well. The method of taking short daily rides.
will produce the best results; the muscles will
steadily strengthen, and the improvement will be
rapid.
The first ride should be, if possible, under the
direction of an experienced rider. It must be
taken very slowly. Half a mile is long enough
for many to undertake. A mile is sufficient for
the average person, and a mile and a half is far
enough for many a man. The second ride should
not be any longer; but it may be taken a little
more rapidly. The increase for the first week
should not much more than double the distance
ridden the first day.
In the second week the same gradual progres-
sion should be adhered to, and about twice as
much ground covered as was in the first week,
provided that on no occasion the rider goes far
enough to become particularly tired. This must
be remembered. It takes a week or two to get
LEARNING.
41
the muscles accustomed to the exercise, and to
acquire familiarity in the control of the wheel.
After the second week, rides can be lengthened
according to the rider's judgment; but six to ten
miles is quite far enough to attempt by the end of
the first month. If the rider is a woman, and was
not in good health on beginning, she will do well
to then be able to ride five or six miles comfort-
ably. A man, unless an invalid, ought to do ten
miles.
There are two ways of riding-at a uniform gait
without a stop, and to vary the gait and occasion-.
ally rest. The first method covers a given dis-
tance in the shorter time, and gives better results.
The other method is easier, and often pleasanter.
Hard riding is seldom advisable, and during the
first few months should never be attempted ; but
. an effort should be made not to fall into a slovenly
style. At first, occasional rests should be taken ;
but, after a few weeks, it is well to set a moderate
pace and endeavor to maintain it for a time. More
good results from fairly brisk exercise taken in
this way than from long, irregular rides.
For some time it is well to avoid all grades, as
they only discourage a novice. After that, try the
hills by degrees. Take a gentle rise at first, lean
forward a little, and add your weight to the pres-
sure on the pedals. If you cannot mount the hill,
notice how far up you ride, and try again next day.
After a few attempts you will reach the top.
Some people avoid hills, but very foolishly. Prac-
tice in hill climbing is strengthening. Make it a
point to take a hilly road now and then ; it will do
42
CYCLING
the muscles lots of good, and pay many times over
for the exertion.
After you have ridden a month or two you can
try your first coast. Take a smooth and gentle
hill; place one foot lightly on the coaster, and
pedal carefully with the other. The machine will
be a little less steady than usual, but if the hill is
not steep, you will have no trouble. Next time,
try the same thing with the other foot up. Try it
several times with each foot before you put both
feet up. Hold the brake partly on from the start.
Do not allow the machine to run very fast and
then try to check it. Keep it at a moderate gait
from the moment you begin to move, by means of
a constant pressure on the brake. Start with the
machine under perfect control, and keep the brake
on sufficiently hard to retain your control. You
can, after a few coasts, reduce the brake pressure
and ride faster with safety. Be sure, however, to
do this by degrees, and do not attempt suddenly
to coast without the brake. No rider can safely
start free on an unknown or dangerous hill.
Don't try a steep hill until you are used to gentle
. At the end of the coast, take down your
feet carefully, taking care to steady the machine
by the handles. Coasting is so fascinating that it
sometimes leads to recklessness; but if you never
coast where you cannot safely pedal, and never
risk a strange hill when you cannot see the bot-
tom, there is very little to be feared. Do not
coast a hill that has vehicles on it. A cycle has
only the rights of other vehicles, and no right to
go flying down forcing anyone out of the way.
ones.
LEARNING.
43.
Moreover, the sudden twists sometimes required.
to pass vehicles, especially if the road is narrow,
are not safe when coasting rapidly.
To slow the machine, and to stop it under all
ordinary circumstances, it is necessary to learn to
back-pedal. To do this, sit straight and begin to
put a gentle pressure upon each pedal at the very
lowest point, just an instant before it begins to
rise. In riding down a steep hill, the control of
your wheel depends largely upon whether you can
feel and hold the pedal at that peculiar point. If
you cannot, the reach is too long for you, no mat-
ter how short you may think it when riding on the
smooth level. But the first attempts at back-
pedaling must be on the level, and must be very
moderate. The power applied can be increased
by degrees. An expert back-pedaler can stop in
a very short space by this means alone.
Learn to use the brake. It is often needed in.
descending hills, and to slow the speed in coasting.
Apply it very cautiously at first, but practice with
it till you can use it comfortably. Never take an
unnecessary risk. Keep the machine well in hand.
It is highly important, in learning to ride the bi-
cycle, to endeavor to acquire skill and facility in its
use before you attempt to cultivate strength and
speed. If the novice is painstaking in his riding
for the first few months, and careful to learn to do
well every little thing in the management of his.
wheel during the first season, he will secure the
best results and obtain good control of his wheel..
Let him keep a cool head, always stick to his wheel
to the last, and if he rides with any judgment, his.
44
CYCLING.
wheel will stick to him. He will also find that his
strength greatly increases, so that, when he begins
to attempt a faster gait, he will be able to improve
rapidly.
When mnounted, sit up straight and well back.
Unless for special cause, like racing, riding against
a high wind, or mounting a hard hill, it is best to
sit erect. Do not grasp the handles like a vise,
but hold them lightly. When you can steer with a
light grasp, practice steering with only one hand,
until you can control the wheel easily in that way.
When that is acquired, remove both hands from
the handles for an instant, taking care to press
evenly with the feet. If the wheel swerves, a little
pressure on a pedal will right it. Practice this a
little at a time, but often, and you will soon be
able to ride, hands off. This accomplishment is
not for show, but to give a good control of the
wheel, and will teach you quickly the importance
of even pedaling. Most persons pedal more or
less unevenly, exerting greater pressure with one
foot than with the other, and this, of course, tends
to deflect the wheel from a true line. Steering
with the hands counteracts this tendency more or
less completely, but a man who does all his steer-
ing with his hands rarely, if ever, rides as true and
gracefully as a man who can steer perfectly with
feet alone. By practicing diligently, hands off, a
little at a time, perfectly even pedaling can be
acquired, and a man can ride long distances on
good roads without touching his handles.
Rides should, if in any way possible, be taken
daily, be they never so short. What has been said
LEARNING.
45:
about learning has been based upon daily prac-
tice. If rides are taken less often, it will take pro-
portionally longer to learn. Proficiency is secured
only by regular practice. In order to ride well,
you must ride frequently. To derive benefit from
it, you must ride regularly. Though occasional
and irregular riding may be beneficial, it cannot
produce the marked and lasting effects that regu-
lar riding insures. It is best to learn to ride on a.
single machine, not depending on another's aid on
a tandem. You will thus acquire independence
and self-control.
These directions will, if rigidly followed, enable:
even a delicate woman to gain good riding power
in a few months' time. A man need not begin quite
so slowly, but he should follow out the same line
of practice, and adhere to the principles on which:
it is based.
At the light weights at which bicycles are now
built coasters are not usually furnished, and coast-
ing is not to be recommended. The steeper the
hill, the greater the weight carried by the front
part of the machine, and the increased strain on:
the neck tube and front forks which results is aug-
mented and aggravated by removing the feet from
the pedals. Those who ride light bicycles should
be satisfied not to coast except under the most
favorable conditions.
CHAPTER III.
RIDING AND TOURING.
PERSON who has just acquired the
power to propel a bicycle without falling
cannot really be said to know how to ride
it. To acquire the ability to propel it at
-all is, of course, the first step ; but it requires con-
:siderable time and careful practice to learn to ride
effectively and well, and a number of weeks of
regular work must elapse before any considerable
distance can be ridden, or any great speed attained
without over-exertion on the part of the rider. On
beginning to ride, the temptation almost invariably
is to lengthen the distance or increase the speed
before good facility in the management of the wheel
is acquired, or the muscles have become accus-
tomed to their work. This is apt to lead to a
slovenly manner of riding and, if carried too far,
may result in accidents, or prostration from over-
exertion. These evils can be entirely avoided by
making haste slowly.
To become a good rider requires patience, care-
ful attention, and regular practice. Many wheel-
men, it is true, become good in certain points, but
not many ever become proficient in all respects.
A few learn to ride in good general form, or at
least without any glaring fault; a few become
46
RIDING AND TOURING.
47
strong, steady goers, capable of sustained effort; a.
few are good hill climbers; a few get pleasure out.
of any road that comes, and a very few indeech
learn to ride with proper ankle action. The man
who becomes accomplished in all these ways is.
a rara avis. It is not until a little attention is
given to the matter that it is possible to realize
how deficient very many riders are in some of the
little acquirements that belong to the make-up of
a really proficient wheelman. It can be readily
tested. Think over the points necessary to make
an ideal rider, and then notice everyone you see on
a wheel. The result will be a revelation, and form
in riding will prove an interesting study.
A common cause of poor riding has been from,
having too long a reach, and it is only lately that
wheelmen have begun to appreciate the increased
power, more perfect control, especially in bad places,
easier hill climbing, and greater degree of pleasure
that follow from having the pedals well within the
reach. These are advantages that need only be
mentioned in order to be appreciated ; and now
that it is realized that they result from a moderately
short reach, the tendency of some is to go to the
other extreme and set the saddle too low, and so
really lose power from contracted muscles.
What is to be sought is a perfect fit, and that is.
obviously one that will give the rider the maximum
of power and the most perfect control of the wheel.
The maximum degree of power can only be secured
by having a reach short enough to enable the rider
to apply power effectively at every available part of
the stroke. This means something different from
48
CYCLING.
the direct, vertical thrust which is all that a large
majority of riders ever learn. It means a reach so
short that a good ankle action will have the toe far
enough below the pedal, when it is at its lowest
point, to enable the rider to continue his applica-
tion of power backward beyond that lowest point.
It also means a reach so short that on back-pedal-
ing down a steep hill the pedals are felt perfectly,
and held steadily, at the very lowest point of every
revolution. The test for both cases is the same :
the rider should be able to place his heel easily on
the pedal when it is at the lowest point. This
position can be readily found as the saddles are
adjustable, and not too high a frame should be
bought.
In securing the reach which enables the rider to
apply his power to the greatest advantage, he also
obtains a reach which gives the best control of the
wheel. Complete control enables the rider to take
bad spots and country roads more readily, to climb
hills with lessened exertion, to steer with increased
freedom and less dependence on the arms, to
economize generally in expenditure of power; and
to give himself and machine the minimum amount
of jar. This is accomplished by having the reach
.so short that the foot can exert full pressure at the
lowest point of each stroke; and by riding well on
the pedals, instead of sitting (or hanging) on the
saddle, especially over all rough and bad spots.
Moreover, the rider should be able to pedal his
machine while standing on his pedals, with his
body entirely clear of the saddle. Of course he
should clear the saddle but a trifle, for his leg
RIDING AND TOURING.
49
should get very nearly a full stretch at every
stroke; but a full stretch by no means implies that
the toe should barely touch the pedal when the leg
is extended. If the reach is too long the rider
usually will not be able to clear his saddle while
pedaling; or, if he can, he will be riding clelicately
on his toes without a firm grip of the pedals.
The longer for the rider the reach is, the weaker
becomes the grip of the pedal that the toe can
get, and the more is the rider compelled to trust
to the momentum of the machine to pass over
obstacles. The inclination to trust to momentum
is a defect common to beginners, and to nearly
all who ride with too long a reach, A rider on a.
wheel which fits him can push the pedal all the
way around on each revolution in a bad place, and
depend upon this complete and continuous control
of his machine to get through; his machine obeys.
him, and he obtains confidence-there is nothing
like a good fit, and pedaling all the way, to give
one confidence. But the rider who has too long
a reach is obliged to depend largely upon momen-
tum to carry him over bad spots: he can never
know just how he is going to get through; he
becomes more or less nervous ; is in dread of a.
fall, and never gets the greatest pleasure out of his
wheel.
Besides the advantages just considered it is the
same reach that gives the maximum of power, and
complete control at the lowest point of each rev-
olution of the pedal, that makes it possible for a:
rider to acquire almost perfect control of the steer-
ing by feet alone. This is not suggested with a
:50
CYCLING
view to attempting any fancy feats whatever. It
is, however, always practically useful to have a
wheel under the most perfect control; and ability
to have both hands free may be of use, especially
if one rides in cold weather when the ears and
.fingers tingle.
After one has become a fairly good rider and
can do twenty or twenty-five miles with comfort
and enjoyment, he should begin to take short rides
on country roads, At first the best roads should
be chosen, and narrow side paths avoided; but
after a little experience the roads should be taken
as they come, if one really cares to become an
expert all-round rider. Narrow paths, ruts, sand
and loose stones will prove very annoying at the
outset, but soon lose all their terrors if this kind
of riding is kept up. On narrow paths a careful
watch must be kept for stones and roots of trees
along the edges, for pedals are liable to encounter
such half hidden obstructions. If in a rut, simply
run straight ahead, holding the steering wheel
straight, till a point is reached where the edges
permit turning out without causing a fall. It is
easier and safer to run along in many ruts, devot-
ing all one's attention to keeping straight in their
center, rather than attempting to turn out at
a point where the sides are high enough to impede
free turning.
In crossing ruts, car tracks, and
the like, take them nearly at right angles ; also
slightly increase your pressure, but not your speed,
as the increased pressure steadies the machine.
This also applies with equal force to passing over
any bad spot, and to turning.
RIDING AND TOURING.
51
The secret of getting at the truest pleasures of
the wheel is to learn to master thoroughly the
mount chosen, so that the rider feels at home on
it and is able to ride anywhere within the bounds
of reason.
To accomplish this, considerable at-
tention must be paid to many little details at the
start, at which time it is just as easy to form good
habits as bad ones, and the habit of riding in 'good
form can be readily cultivated. For several months
at least, and preferably for nearly all the first season
one rides, attention should be turned to acquiring
skill; speed and endurance are yet of minor im-
portance, and, moreover, one can become proficient
in both of them far more quickly if there is first
acquired a good degree of skill in manipulating the
wheel under all ordinary circumstances. It is
difficult to lay too much stress upon these consid-
erations, because they are so often ignored. The
published reports of speed and endurance on the
wheel are apt to rouse in the novice a spirit of emu-
lation which, though frequently desirable, should
be controlled at least until skill is acquired. When
a rider becomes really skillful, speed and endurance
can be safely cultivated by means of a training
more or less complete according to the objects in
view.
When one has first really learned to ride, the
runs should be brief ones, and as much attention
and energy should be expended in acquiring good
form as in the propulsion of the wheel. The
quality of good forin is equally valuable for its
effect upon the rider and the observer-it enables
the former to get the utmost out of his wheel in
52
CYCLING
every way, and it convinces the latter that cycling
is most easy and charming. Good form is usu-
ally the result of mastery of the wheel, aided by
a good machine, and is practically impossible to
one who has incomplete control of his mount; it is
the easy grace that one acquires in a position of
which he is the conscious master.
In order to cultivate good form, the reach must
be of the proper length, already insisted on, and
the handles carefully adjusted as to height, and
not so long as fashion has sometimes demanded.
The principle of a comfortable reach for the arms
is to have the handles at such a height and of such
a length that the hands will drop naturally upon
them a little in front of the body, and but little to
each side of it, while the rider is in the saddle with
feet on pedals. The rider should be in an erect,
easy position, with the elbows but very slightly
bent. For this purpose a bar not over twenty
inches from tip to tip should be used; nineteen
inches is long enough for most persons, while ex-
perienced riders as a rule prefer even a little less
than this. In position, the handles may be, for a
man of ordinary size, two or three inches higher
than the saddle, and for a woman perhaps three or
four inches. An upright position is desirable, but
comfort and grace do not require anyone to sit
bolt upright as if tied to a post. On the contrary,
a rider is more comfortable and graceful, and can
use his power to better advantage, if the body is
slightly flexed at the hips, with the chest a little
thrown forward, with the shoulders well back.
This keeps the chest open, the lungs free, and
RIDING AND TOURING.
53
gives the most powerful working position. It is
entirely different from the bent over, doubled up,
and chest-contracted position assumed by so many,
but is not the ramrod-like form that some think
necessary in order to show disapproval of the other
extreme. Such a combination of leg reach, arm
reach, and body position will give the most comfort
and power, and tend to reduce the inclination felt
on a badly adjusted wheel to frequently change
one's position.
The saddle also must be of good character and
suitably adjusted. Nearly all are "universally ad-
justable”-that is, the tension of the leather can be
altered; they yield to the form of the rider, and they
can be raised or lowered at either end at will. Some
little practice and attention are usually required
in order to, find just the position where one does not
slip and is not chafed, and one should experiment
until it is found. There is opportunity for some
dittle fore and aft adjustment on the T or I rod
which carries it. It is worth while for each rider
to experiment for himself a little in this matter
with regard to two points, viz.: Ease of propulsion
(as the position is made more or less vertical) and
steadliness of steering (as the weight of the rider
approaches, or recedes from, the center of the driv-
ing-wheel). While the opinions of riders differ
considerably on these points, those who have
studied the matter and are entitled to be considered
authorities are pretty well agreed that there is such
a thing as too vertical action, and that power can
be best applied from a position slightly in the rear
of the pedals. The opinion of one of the first
54
CYCLING.
English authorities, expressed editorially in the
Cyclist, is as follows:
* If a machine is required for racing, either on
the road or path, or for what is known as “scorch-
ing,' pure and simple, the saddle may be placed a
few inches back. For fast riding it is desirable.
On the other hand, should a machine be required
for ordinary road riding, more especially if the
district in which it will be used is a hilly one, then
the construction of the machine should permit of
the saddle being placed so that a plummet dropped
from the peak will fall on the center of the crank-
axle. We may further explain at this point that
the lighter and more powerful in the legs a rider is,
and the more nearly he approaches ‘form,' the
faster will he be likely to ride, and the further
back will his saddle be found advantageous; but,
on the other hand, for a man-more especially if
he be a heavy weight-who rides perhaps once in
a week, travels at a moderate pace and for pleasure
only, and who is never really in an athletically fit
condition, such a position would be absolute
misery, and it will be a necessity for his comfort
and ease in riding that he keeps well over his
work. As to which of the two extremes, or as to
what intermediate point will be more suitable for
their individual requirements, our readers can best
decide for themselves.”
This very sensible advice was written at a time
when the cycling fashion, or prevailing fad,
demanded a very backward position-a position
in fact which carried the saddle back nearly over
the center of the rear wheel, and was a perfect
RIDING AND TOURING.
55
absurdity. But the reaction of course came, and
riders soon jumped to the other extreme, and
moved their saddles so far forward that many
now really almost pedal backward, as they did on
the now extinct Broncho and Eagle. The most
sensible and practical thing, however, is to obtain
a position midway between the extremes. As to
the character of the saddle itself, if one rides as
much on his pedals as he should, he will not
require a large, heavy, and soft affair, but will be
able to ride a reasonably firm one of moderate
size, and get equal comfort without any loss of
power.
With properly adjusted reach, handles, and sad-
dle a rider is in position to practice to the best
advantage, and ought to be able, if he is assiduous
in his work, to acquire good form. He must sit
erect, but not stiffly; he must rest easily and
lightly on the saddle, with a good portion of the
weight carried always on the pedals; he should ac-
quire control of the wheel by feet alone, so that he
can at any moment free both hands for use; he
must ride accurately, so that he can pick his way
between obstacles, with the rear wheel always fol-
lowing in track; he must pedal steadily and firmly
.and learn to spontaneously increase the pressure
immediately on feeling that the wheel is passing
over an obstacle or hole, and he must cultivate
good ankle action. This array of virtues is not too
formidable for anyone to cultivate, and each one
well repays the rider for the practice and attention
taken to acquire it.
If one is something of an athlete, he can natu-
56
CYCLING
rally take longer rides at first than one unaccus-
tomed to exercise; but if one indulges in only one
athletic sport, as walking, rowing, or running, he
cannot presume too far upon his proficiency in
that, and expect to be able to do a great deal more
on the wheel, at the start, on that account. The
cycle calls into simultaneous action a greater num-
ber of muscles than does any other exercise, and
many of them are muscles scarcely used at all by
the majority of people; consequently, on beginning
to ride, it is well-nigh impossible to go too slowly.
Of course no arbitrary distance could be judi-
ciously assigned, as riders, roads, and opportunities
vary considerably; but it is well to remember that
short, regular, moderately fast rides are much more
beneficial than longer, infrequent ones, and that no
considerable distance, or high speed, should be
attempted unless one is in regular practice. If one
rides five to ten miles nearly every day, part of it
at good speed, he will soon be in shape to ride fifty
or even a hundred miles in a day without danger
of overexertion; but if he rides only once a week.
he ought to take an easy gait and not attempt long
distances, as ten to twenty miles will be all he is
really fit for. On good roads, nine to twelve miles.
an hour may be called tolerably fast riding ; from
fifteen to sixteen miles is a really fast gait, and
worth occasional practice for the sake of the wind
and endurance it gives, while from seventeen miles.
upward is a road-racing speed. On poor roads,
from one to three miles less per hour is probably
about equivalent.
It is possible for a person quite out of proper
RIDING AND TOURING.
57
condition to perform some feat of marked endur-
ance on the wheel, if he is a good rider; but it will
cause overexertion and show injurious effects
sooner or later, and, when one gets out of condi-
tion as much as the majority do during the winter
months, riding ought to be resumed by degrees.
In the few riding districts in this country where a
wheel can be used nearly every week of the year,
one can keep in fair condition; but if one does not
ride almost daily, preparation must certainly be
made for any particularly long ride or tour. The
preparation need not consist of any real “training,"
except for racing; but should be in the nature of
more regular, harder, and longer rides than usual.
If a century run is contemplated, several weeks of
ten miles daily, at a good pace, should be had, and
then, once a week perhaps, a ride of thirty, forty,
or fifty miles. As preparation for a tour, fifteen
or twenty miles should be ridden daily, if possible,
for a couple of weeks, though five or ten miles a
day at a rapid gait will answer very well as a pre-
liminary. For either purpose, the rider will then
be fit—that is, in suitable physical condition and
the long run, or the tour, will be a positive pleasure,
with no danger of prostration from overexertion.
The enjoyableness of a tour depends in no small
measure on being in sufficiently good riding form
to make the work easy, and in laying plans so as
not to be obliged to push along too fast. Wheel-
men who ride irregularly, and make little or no
preparation, should be very cautious when starting
to tour awheel; they are apt to plan too long a
trip, with too great a daily distance, and find the
58
CYCLING
first few days very wearisome, even if they pull
through. Forty to fifty miles a day is as much as
one can do comfortably on give and take roads; if
one, however, is really in good condition and prac-
tice, probably from five to fifteen miles more can
be done without inconvenience. The location of
good stopping points will go far to determine the
exact distance for each day, as a route should al-
ways be carefully laid out in advance with a view
to making halts at points where comfortable
accommodations can be secured.
A majority of cyclists find touring most pleasant
with a single companion, if one is fortunate enough
to have a congenial friend who rides. The tourists,
if but two, will be thrown into such close relation-
ship that similarity of tastes is highly desirable.
In a large party, one can be independent, and
it is a matter of less consequence. When the party
is limited to three or four it is possible to find
accommodations at desired stopping points, without
sending notice in advance, and feeling more or less
bound to keep the engagement; but if there is
a larger number it is sometimes necessary to take
this precaution, and considerable work in the way
of perfecting arrangements, and carrying them out
on the trip, will devolve upon one of the number.
It is now, thanks to the League of American
Wheelmen, a very easy thing to lay out a trip
intelligently, and plan all details in advance, with
full knowledge of distances between any given
points, the character of the various stopping places
and accommodations at them, and the nature and
condition of the roads over which one must travel.
RIDING AND TOURING.
59
All this may be learned from the road books pub-
lished by the larger State divisions of the League.
These books are sold to non-League members at
a comparatively high figure, but are sold to League
members outside the State issuing them at a lower
price, and supplied to State members at a merely
nominal rate, sometimes less than cost and some-
times free of charge.
Some luggage has to be carried for any trip. If
for only two or three days, it should be limited to
a night shirt, comb, tooth brush, a few handker-
chiefs, wash cloth, and light coat if one rides in
a shirt or sweater. If for four or five days, a change
of underwear and shirt should be added. These
can be carried in a compactly rolled package on the
handle bar, wrapped in a rubber cloth. Should
the projected trip be a long one, or the tourist
desire to make a more elaborate toilet at his
principal stopping places, he can, of course, for-
ward such extra baggage as he needs by express,
and in this way secure some additional comforts;
but he should, even in this case, carry with him on
the wheel the few articles first enumerated.
It is every year becoming the practice of increas-
ing numbers to spend their vacations on their
wheels. When this is done the change is so com-
plete, the recreation so perfect, that the greatest
benefits are obtained. A few suggestions on the
subject, from the pen of Mr. J. Cleveland Cady,
illustrate clearly its advantages and pleasures :
· Anyone who wishes to get the most out of a
vacation, both in healthful invigoration and pleas-
ure, will find a wheeling tour superior to any
бо
CYCLING
over-
other means. Nothing so completely takes the
mind from business; the wheel demands and will
have all the attention that is not absorbed with the
scenery, or circumstances of the trip; business and
the ordinary cares of life are quite forgotten. The
lungs receive a thorough revivifying, and the circu-
lation starts into healthful activity; sleep becomes
sound, appetite voracious, and digestion perfect.
Certainly this is an ideal condition for an
worked brainworker or a man enslaved in the
routine of business.
“ A professional man in this city had been kept
at his confining calling all the summer, and as fall
came on his family saw that he was in very bad
condition, and had reason to fear he would go into
a sudden decline. A friend persuaded him to take
:a vacation with him of two weeks, on a wheel.
He did so, and came back in fine condition, which
lhe retained through the winter-sleeplessness,
mervous prostration, and depression all gone, and a
hearty vigor instead.
A few points for those wishing to get the most
out of a vacation on a wheel may not be amiss.
For moderate luggage, a traveling bag or box can
now be obtained fitting into the frame of the cycle
and not the least in the way, which will carry a
surprising amount of attire, and conveniences of
various sorts—a change of underclothing, collars,
cuffs, and white shirt, patent leather pumps, toilet
articles, and even a light serge suit. By this means
a tourist at night, or on Sunday, can have the
luxury of a fresh outfit. This is a rather more
independent plan than sending baggage ahead by
RIDING AND TOURING.
61
the train or express, although some will prefer the
latter. For short trips, or trips of a few days, or
even two weeks, it has worked admirably. The
box in the frame looks better and is less in the way
than any attachment to, or near the handle-bar,
and its weight is much better placed.
· The box should be so made that its cover can
be entirely removed for compact packing. If made
of leather-colored water-proof, pasteboard, or
leather itself, it presents a tasteful appearance, which
cannot be said of any other form of conveying
cycling luggage. In its stores should be included
needles, thread, safety-pins, sticking plaster, and a
bottle of Pond's Extract and glycerine, half and
half of each, a most useful and soothing remedy
for bruises or cuts.
Make the journey with a view to having a
good time in every respect ; not for making or
breaking records, or performing surprising feats.
Plan the trip, if possible, through an interesting
region, and one that has fairly good roads. By
means of “road books' and local maps, lay out
the route carefully, even though circumstances
may at times divert you from it. Take pains to
arrange it that you secure first-class accommoda-
tions at night : excellent beds, and a supper and
breakfast that leave nothing to be desired.
“ It is worth while to go out of one's way to do
this, and decidedly to strain a point for the best.
The inidday meal can be taken at any farmhouse
or village inn, if only the other two meals and the
bed are something to look forward to. Seek out
interesting places and scenery (turning aside for
62
CYCLING.
the purpose, if necessary), and stop and enjoy
them. Do not hesitate to make frequent stops for
a drink from the mountain spring; for a view of
the pretty wooded dell; to see some quaint old
building; or to chat with some interesting rustic.
An observant person will thus have many items
of fresh and piquant interest in his note-book by
night.
“Finally, a good-natured friendliness toward the
people one meets will elicit much kindness from
them and a great deal of interest about the region
in which you are traveling. It is surprising how
generous a return a little effort in this direction
will secure, until it seems as if everyone were trying
to tender an ovation and assist in making your
trip a festal affair."
These excellent suggestions can be carried out
by the tourist as far as circumstances permit. If,
however, one is limited for time, and is obliged to
push along fairly fast, he should carry as little lug-
gage as possible, and a very small package on the
handle bar will meet all requirements.
CHAPTER IV.
ACCIDENTS, AND THEIR PREVENTION.
T the beginning of one's cycling experi-
ence, and especially during the first few
weeks of riding on the road, some minor
accidents will occasionally take place.
These frequently cause little or no damage to either
rider or machine, or perhaps nothing worse than a
slight bruise, or a bent pedal; but sometimes the
damage is slightly greater to the rider, the machine,
or perhaps to both. It is therefore well to de-
scribe the more common forms of accidents,
and offer a few suggestions as to how to avoid
them.
When bicycles first came into use, the handle-
bars used on them were exceedingly narrow, being
about twelve or fourteen inches wide. By degrees
they were made wider, and about 1890 reached a
maximum width of twenty-seven to thirty inches.
Since then, they have been reduced in width, so
that now from seventeen to twenty inches is re-
garded as the correct thing. With the reduction
in width, the great sweeping curves have been
reduced, and now a bar about the width of the
body, and curved back a few inches, directly in
front of the rider's arms is believed to be the most
comfortable, and to give the best control of the
63
64
CYCLING.
steering. In some cases, however, and especially
on old or cheap machines, wide bars are found,
and it frequently happens in such cases that the
handles strike against the knees in making a quick
or sharp turn, and may possibly cause a fall.
This must be carefully watched if wide sweeping
bars are used. It is much better, however, to have
the bars reduced to twenty inches (or even one or
two less), so that the rider's hands will be in front
of him, instead of spread out at the sides. Bars
can be bent at competent repair shops, to any
shape, without injury to the nickel, at a reasonable
price.
When roads are wet or muddy there is apt to be
a slight tendency for wheels to slip sideways, if
ridden carelessly. To obviate this, one should ride
as steadily and straight as possible, avoiding
sudden turns and sloping surfaces, and in crossing
car tracks should go over them nearly at right
angles. A brake will always slip more or less on a
wet tire; so an easy gait should be taken in order
that the machine may be principally controlled by
means of the pedals. The rear wheel may slip
sideways several inches without throwing the rider,
if he rides steadily ; but an equal slip of the front
wheel is likely to cause a fall. This is because
when the rear wheel slips the steering is not
seriously affected, but if the front wheel slips it is
exceedingly hard to recover one's equilibrium, for
the equilibrium is maintained solely by means of
the front wheel.
Occasionally a fall will occur if either foot slips
off the pedal, as the body may be suddenly thrown
65
ACCIDENTS, AND THEIR PREVENTION.
too far to one side, and the balance destroyed.
But if one is riding at a moderate gait, the pedal
can usually be recovered, and the equilibrium
maintained without a fall. Sometimes, however, a
rider is unfortunate enough to slip his pedal while
crossing some bad spot, and have his wheel strike
an obstacle before recovering it, and in this case a
fall is more likely to occur. In order to reduce to
a minimum the chance of slipping a pedal, ankle
action should be cultivated persistently, and one
should carry his weight well on the pedals, rather
than on the saddle. Should a pedal still be
slipped, the rider should instantly steady himself
by means of the other pedal and the handles, and
pedal firmly with the other foot until the lost pedal
is recovered.
In case of striking a small obstacle, nothing
more than a slight bump, or a trifling deflection
from a straight course is usually experienced. The
instant, however, anything unusual in the road sur-
face is encountered-be it a stone, block of wood,
rough spot, depression, or the like, the handles
should be grasped more firmly, and all the rider's
weight carried on the pedals. This cases both
rider and wheel immensely, and often prevents a
fall. It should be practiced assiduously until
is done automatically on meeting an unobserved
rough spot as, for instance, at night when the road
cannot be clearly discerned. Should an obstacle
large enough to stop the wheel be encountered, the
rider will be somewhat thrown forward. He
should hold the handles firmly and press backward,
and as he comes down should reach out with the
66
CYCLING
foot on the side toward which he falls, and he will
land safely.
On a strictly first-class machine it is a very rare
thing for any nut or screw to loosen, if properly
set, but it is not safe to presume on that fact;
because many so-called high-grade machines are
not all they are represented to be, and because few
persons see to it that all parts are properly at-
tended to. In order to prevent accidents, all nuts
and bolts should be felt of occasionally with a
wrench, and the brake tested to make sure that it
will act properly. · Riders should remember that
no brake that is applied to the tire will hold firmly
when the tire is wet, and govern themselves accord-
ingly.
If one rides without a brake, it is more than ever
necessary to cultivate back pedaling, in order to
insure control of the wheel, both for slowing up
and stopping quickly, and for holding it safely
down steep grades. In order to learn to use the
foot as a brake, turn the toe in, and rest the for-
ward part of it on the tire, with the outer side of
the sole resting against the fork side. Try it at
first on a slight grade, and increase the pressure on
the tire very gradually, at the same time taking
care that the toe is not drawn in under the fork
Also have care that in running over a
rough spot, or "thank-you, ma'am," your foot is
not jolted off the tire, and then thrown back with
such force as to cause too sudden a stop, or is not
suddenly drawn in too far beneath the crown.
The foot is the most effective of all brakes, but
it must be used very cautiously, and carefully
crown.
ACCIDENTS, AND THEIR PREVENTION.
.
67
and the head kept cool, especially down rough
hills.
Coasting is very exhilarating, but it leads to its
full share of accidents, and often serious ones. On
a straight hill, not too steep, with good surface, and
free from vehicles it is safe enough usually, if one
keeps cool; but if the bottom cannot be seen, if it
is very steep, if it is rough, rutty, or sandy, or if
there are vehicles on it, it is always dangerous and
should be avoided, or indulged in only with the
brake partly on and the machine under full control.
In any event, all cross-roads should be very care-
fully watched, as vehicles turning in from them
suddenly are very dangerous. Also, whether pedal-
ing or coasting, vehicles closely in front of a rider
must be carefully watched, as they are very liable
to slow up suddenly, or turn in front of you into
some yard or side street. It is the best way not to
pass a vehicle just at any cross-street, until you see
that it is not about to turn into it.
Riders ought to observe all the rules of the road,
and not court disaster or engender ill feeling by
disregarding them. It is very common for a num-
ber of wheelmen to divide, both on meeting and
passing vehicles, and in so doing increase the
chance of frightening horses, and make collisions
far more probable. In the case of collision between
two bicycles, it should be remembered that the
aggressor will receive the less damage if the
machines are of equal strength, so that iſ a collision
is actually unavoidable, it is worth while to become
the aggressor if possible, or at least to endeavor to
give as much shock as you receive.
68
CYCLING.
.
It requires some months of diversified riding to
accustom one to the various conditions that are to
be met, as well as to learn all the peculiarities of
a mount and become thoroughly at home on it.
Probably this last point has as much as anything
else to do with immunity from trouble and accident.
It is of the first importance that the machine should
be a good fit, and every part properly adjusted.
This being done, careful and continuous practice
should be taken until the machine seems to become
a living part of the rider. No new feat should be
undertaken simply because others seem to accom-
plish it easily, for though all feats on the bicycle
are easy and graceful when mastered, they usually
require cautious, slow and persistent practice at the
outset. It is a good rule to make haste very slowly
in learning any new feature of bicycling, and not
to take any foolish chances, nor indulge in any
bravado or recklessness.
On the other hand, don't work yourself up into
a nervous state over imaginary difficulties and
dangers, and don't cross any bridge until you come
to it. Moreover, don't think that you can't do a
thing, simply because you are nervous about it, and
feel averse to making the first attempt. Every-
thing on a bicycle is easier than it looks. Don't
desert your wheel because you seem to be in a
tight place. Be alert, keep your head cool, and in
nearly every case your wheel will stick to you and
pull you through.
Toe clips are valuable, especially in keeping the
feet on the pedals in bad spots, and can be used ad-
vantageously, but riders should be careful not to let
their use interfere with proper action of the ankles.
CHAPTER V.
CORRECT PEDALING.
N bicycle riding the opinion prevails that
one has but to push upon the pedals in
order to propel the machine, and this is
true enough so far as merely imparting
motion to it is concerned. But as riding in its
fullest sense means something more than mere
ability to put the machine in motion; so pedaling
in its fullest sense means a great deal more than
merely giving the pedals alternate pushes as they
come around. It will be readily admitted that the
pressure should be steady, uniform, and strong, but
beyond this few ever go.
The art of pedaling once received considerable
attention, but since the advent of safety bicycles it
has been well-nigh forgotten. When the old high
wheels were the only kind known, all who rode
them soon learned to realize that their comfort and
speed, as well as safety, depended largely upon the
way they held their pedals and used their ankles ;
for uneven pedaling, or slipping a pedal, often
caused serious accidents. But the safety changed
all that. Headers became practically impossible,
and other falls · infrequent and harmless. Old
riders grew careless in their ankle action, and the
69
70
CYCLING
hosts of new riders that came in with the advent of
the safety were not instructed in the art. Never-
theless, it is of the highest importance, as will be
shown.
The pedal is the point at which the energy of
the rider is transmitted to the cycle, and so forms
the chief connecting link between cyclist and wheel.
The degree of perfection with which the connection
is made goes far to determine the whole character
of one's riding. The connection between foot and
pedal becomes effectual in the action of pedaling,
and the art of correct or scientific pedaling is itself
essentially the art of cycle riding,
The importance of a perfect connection between
foot and pedal appears in every function exercised
by the pedals in the propulsion of the wheel. On
the simple revolution of the pedals depends the
propulsion of the machine; on the rapidity with
which they are revolved depends the rate of speed;
on evenness of pressure depends steadiness in rid-
ing and ability to steer without use of hands; on
continuance of pressure by means of good ankle
action throughout the larger part of each revolu-
tion depends economy of energy, uniformity of
motion, and hill climbing power; on skill in back
pedaling depends the degree of control that can be
acquired independent of the brake; on proper
application of power at bad places depends facility
in taking them easily, steadily, and quickly; on
carrying sufficient weight on the pedals depends
firmness in proper position ; all these combined go
to make up the art of pedaling, which, when acquired,
makes all riding easy and pleasant.
CORRECT PEDALING.
71
Correct form in pedaling depends upon the foot
being able to secure a firm hold of the pedal at
the lowest point of its revolution, and on an ankle
action which gives the foot a grip of the pedal
throughout the larger part of each revolution.
From this it follows that the necessary conditions
of scientific pedaling are correct reach and perfect
ankle action ; and the advantages gained from it
are a firm connection between rider and machine,
which make them seem as one; a complete con-
trol of the wheel, insuring comfort and safety ;
economy in the expenditure of power, by securing
maximum results from minimum exertion; the
practical removal of that old-time bugbear “dead
centers”; and good form in riding.
It is not necessary to consider again the impor-
tance of securing a proper leg reach, nor to dwell
upon the advantages of doing so. It is only neces-
sary now to call attention to the fact that the vital
importance of a sufficiently short reach will again
appear in the consideration of ankle action, in which
art it is an essential feature.
With the saddle set at proper height, ankle action
is to be learned for the twofold purpose of master-
ing the machine, and of enabling the rider to apply
power to each pedal throughout the larger part
of its revolution. To simplify the explanation, the
following illustration should be studied.
In the action of pedaling, each foot describes a
complete circle. In the following illustration let
the radii, OA, OB, OC, etc, represent a crank at
different points of its revolution; and suppose the
rider to be seated nearly vertically above his work,
72
CYCLING.
so that his leg moves up and down in nearly the
vertical line AOE.
Now, the simplest form of pedaling—that which
everyone naturally adopts—is a straight downward
thrust, in the direction of the line AOE; that is to
say, the natural tendency in pedaling is for the rider
to exert pressure only in a purely vertical direction.
А
J
1
B
8
7
2
H
C
6
3
5
4
G
D
F
E
Thus, suppose one crank to be at the highest point
A, and the other crank at the lowest point E, and
the pressure on them to be wholly vertical; in this
position no amount of exertion will move the wheel
forward, the power being, as was said, exerted
wholly vertically, and the cranks remain on the
dead center. When a machine, however, once
gets the impetus of a start, the momentum imparted
CORRECT PEDALING.
73
by every stroke upon the pedals, is sufficient to
carry the crank beyond the dead center.
Riding upon the level thus becomes quite simple,
even though the rider's thrust upon his pedals is
directly vertical; but let him ride up a grade, and
a new effect is at once experienced. As the incline
becomes steeper, each thrust upon the pedals sends
the machine forward a shorter distance, and pre-
sently it becomes very difficult to press the cranks
over the dead center. The machine rnoves very
slowly as the dead center is being passed, and
when passed the rider gives a hard push with all
his power to gain fresh headway with which to
overcome its recurrence. This is exceedingly hard
work, and the rider will be compelled to dismount
after an attempt or two of this sort, as equilibrium
cannot long be maintained under such conditions.
It is thus obvious that a purely vertical pedal action
leaves one to a considerable degree at the mercy of
the dead center (which consequently has become
a bugbear to many), and also puts one at a great
disadvantage in hill climbing.
Consult the illustration again, and it will appear
that as soon as the cranks pass the dead center
(points A and E), the upper one begins to descend
very slightly, and, continuing its descent, passes in
nearly a vertical line in describing the curve BCD,
while from D to E the curve again rapidly.
approaches the horizontal, Now, notice the differ-
ent portions of the curve ABCDE. Immediately
on passing A, a purely vertical pressure on the
pedal will have but a trifling effect. The effect
will increase as the first segment is passed, and it
74
CYCLING.
will reach its maximum at the point .C at the end
of the second segment. From there on to D, the
effective power decreases slowly, and from D to
E more rapidly, so that on reaching E the dead
center is again reached. With vertical pressure,
much power is wasted while the crank is passing
through segments 1 and 4, the power not then
being applied at right angles to the end of the
crank; but, in passing through segments 2 and 3
the pressure applied is most effective, as it is
applied through these two segments nearly at right
angles, though only at the point C is it absolutely
at right angles to the end of the crank.
Moreover, in pedaling vertically the pressure is
not usually applied to the pedal until it has passed
quite a distance beyond the point A, and it also
decreases very rapidly after passing the point D.
Under such circumstances, power is utilized in
only about three segments, say from midway
between A and B to nearly midway between D
and E. The pedal action, instead of being even,
steady, and harmonious, consists of a series of
vertical thrusts, or jerky strokes ; momentum is
necessarily relied on to pass the dead center, and
to carry the machine over bad spots; much power
is wasted ; hill climbing is difficult and wearisome,
and complete control of the wheel is impossible.
These considerations show plainly the great dis-
advantages under which a rider would labor if he
could exert pressure on his pedals only in a strictly
vertical direction. As he would apply power to
the pedal in but little more than three segments,
shown in our illustration, each pedal would be
.
CORRECT PEDALING.
75
doing work only through about one hundred and
sixty (160) degrees, or the two pedals through three
hundred and twenty (320) degrees, leaving forty
(40) degrees, or one-ninth of a complete revolution,
in which no work is done. If so unfavorable a
result were necessary, the cycle would be shorn of
half its possibilities; but fortunately it is not.
The case, however, just supposed, if it appears to
any to be something of an extreme one, is not
nearly so exceptional as one might imagine. The
number of riders who pedal vertically is very large,
and many who pose as good riders have miserable
ankle action.
Between a straight vertical action and a perfect
ankle action very many degrees of proficiency are
possible, and examples of all of thein may be seen
practically illustrated on the road wherever wheel-
men ride.
Next to the simple vertical thrust comes the
action in which the toe is slightly depressed below
the level of the heel as the crank passes from D to
E. Or, perhaps, instead of this, the rider drops
his heel a very little after the crank reaches A, and
approaches B, and so exerts a slight pressure in
the early part of the revolution, but this is very
He may even, if practical and experienced,
combine these two points, and drop his heel a
trifle at the beginning of each stroke, and depress
his toe slightly toward its close. If he does both
of these things, he may possibly exert some pres-
sure through one hundred and eighty (180) degrees,
or one-half of the circle (A to E), with each pedal.
In this case there is a perceptible gain in every
rare.
76
CYCLING.
revolution over the case of only vertical pressure.
This degree of proficiency is far more than most
wheelmen exhibit, not because there is any serious
difficulty in the way of acquiring much greater
proficiency, but largely because they have never
learned of the possibilities and advantages of
anything else.
It has now been shown that poor pedaling per-
mits the efficient application of power through con-
siderably less than one-half the revolution of each
pedal, and that fair pedaling insures its application
through possibly one-half. It follows that good
pedaling will enable the rider to apply his power
through one-half, or even a little more, of each
revolution, and perfect pedaling to do so to even
a still greater extent.
The method of applying power properly has
already been hinted at. As the pedal, in ascend-
ing, passes the point I (see illustration) the heel is
to be depressed as far as possible below the pedal,
of course keeping the toe firmly in its position.
This will enable the rider to apply his force early
in the revolution, and also more nearly at right
angles to the end of the crank, which is the direc-
tion in which it is most effective. If the heel is
well depressed as soon as possible after passing the
point I, it will be practicable to apply pressure to
the pedal in a forward direction before the point A
is reached. At first, the amount of pressure that
can be applied back of the highest point of the
stroke (behind the point A) will be very small, and
the distance back of that point at which it can be
applied will be insignificant; but, with careful and
CORRECT PEDALING.
77
persistent practice, the ankle will adapt itself to the
motion, and the application of effective force to the
pedal can be begun even as far back as the point
J, which is twenty degrees back of the vertical.
The illustration of the foot on pedal at beginning
of stroke shows very plainly how the heel is to be
BEGINNING OF STROKE.
depressed as the crank comes over the highest
point in the revolution, and gives a clear idea how
the pedal can be actually pressed forward at a time
when few riders begin to think of exerting any
pressure at all.
Bearing in mind that force is most effective when
applied at right angles to the end of the crank, it is
very important in pedaling to always apply the
power as nearly as possible at this angle, and then
to apply it through as great a portion of each revo-
lution as possible. With vertical pressure, power is
78
.
CYCLINGYCLIN
applied at right angles to the end of the crank only
at the point C. If, however, the heel is dropped
early in the stroke (say about the point I) some
power can be applied as the point J is passed, and
from A down to E it can be applied very nearly at
1
MIDDLE OF STROKE.
right angles. To do this properly, the heel must
be slowly raised as the point A is passed and the
crank begins its descent toward B, and it must
continue to rise uniformly as the crank descends to
C, so that when that point is reached the heel will
be nearly on the level of the toe.
When the heel and toe are level at the middle of
the stroke (point C), the power is being applied
exactly at right angles to the end of the crank, and
the work is easiest and most effective.
Continuing thence to the toe is to be depressed
slightly below the level of the heel in order to con-
CORRECT PEDALING.
79
tinue the pressure at right angles, and from D to E
to be depressed still more, and from E backward
to be depressed as much as the ankle permits, iny
order to maintain a pressure as far back as possible.
After considerable practice, it will be found prac-
ticable to maintain some pressure past the point E,
J-
BOTTOM OF STROKE.
even as far as F, which is twenty degrees back of
the vertical.
In reaching the bottom, or lowest point, of the
stroke the heel will be much higher than the toe,
and the toe will .be pressing back vigorously as
shown in the cut. As the pedal passes on and
begins to rise from F past G and H the heel again
drops to the level of the toe so that, as I is passed,
it is ready to drop and again repeat its duties.
It will be noticed at once that this process keeps
heel and toe constantly changing their relative
positions and allows them to be on a level, or at
what may be called their most natural position,
80
CYCLING.
only on passing the points C and H. The duty of
keeping them up to this work falls upon the ankle,
so that on the perfection of ankle action depends
effectiveness in pedaling. It is somewhat tiresome
at first to keep the ankle at such continuous work ;
but it soon becomes almost as natural as steering,
though some attention should be constantly given
to it, as continual improvement in it is practicable.
The results attainable are worth much more than
the trouble of learning-if trouble it is to seek to
acquire skill in what one undertakes, and especially
in a pastime in which pleasure and profit are
directly dependent upon skill.
By acquiring good ankle motion, instead of ex-
erting pressure with each foot through only one
hundred and fifty to one hundred and eighty de-
grees, it becomes possible to apply power through
two hundred to two hundred and twenty degrees;
and it also applies the power more effectively
throughout the whole distance. Before passing
the dead center line AOE, the dropped heel
allows power to be applied to the upper crank, in
pushing it forward past that line, while the de-
pressed toe of the other foot makes it possible to
apply power to the lower crank in pushing it back-
ward; consequently, the dead center is practically
annihilated. Scott, in his valuable work, tells how
he measured the power he applied at the dead
center point, and found thirty pounds applied on
each pedal. Thus, at the point where a rider with
poor ankle action is exerting no effective pressure
at all, the one with good action is doing important
and effective work with both ankles.
CORRECT PEDALING.
81
The rubbers fitted to some pedals give a good
hold for the foot, especially if rubber-soled shoes
are worn, and with them satisfactory results may
be obtained, if the directions here given regarding
reach and ankle action are followed.
Pedals having only steel side plates, however, are
more generally used, as being lighter than rubber,
and are very excellent; but when these are used
the rider should have shoes for cycling only, and
have cut in the soles two rows of narrow slots to
exactly fit over the steel points on the pedal sides.
He can find the exact points at which to cut the
slots by getting on his machine and pressing hard
with each foot so that a row of marks is made on
the soles, and then small, narrow holes should be
cut by a sharp shoemaker's knife at these places.
This is better and neater than putting on blocks
or cleats. Further assistance can be had by means
of toe clips, which fit over the front of the toe and
prevent slipping, and enable some riders to con-
tinue their pressure through a greater number of
degrees than they otherwise could.
Particular pains should be taken to see that each
foot is raised every time with the pedal as it rises.
Few riders are aware how much they retard the
speed of their machines by continuing to press on
the pedals after they begin to rise.
CHAPTER VI.
SPEED AND GEARING.
LL
HEN safety bicycles were first introduced
it was a source of constant surprise to
most observers that they would travel as
rapidly as the machines with much larger
wheels then in use. It is obvious that a large
wheel goes farther at each revolution than a small
one, and it was not easy to see how this advantage
in favor of the larger wheel was to be overcome.
Of course, a small wheel might possibly be pedaled
twice as fast as a large wheel, double its size, and
in that way be made to travel as fast as the large
wheel ; but this method of increasing speed re-
quired far too rapid leg action for comfort. It was
necessary to be able to pedal at about the same
rate as on a high wheel, or even somewhat less
rapidly, and at the same time make the wheels of
the safety revolve at least twice as fast as the
pedals. If this were accomplished, the pedals
and rider's feet would revolve at a comfortable
rate of speed, while the wheels of the safety
were revolving as much more rapidly as might be
required or desired.
The means adopted to accomplish this object
82
SPEED AND GEARING.
83
consist of two small wheels with toothed edges
(called sprocket-wheels) connected by a chain, an'd
this arrangement of sprocket-wheels and chain
constitutes the “gearing” of the machine. One
sprocket-wheel is attached to the crank axle, be-
tween the cranks, and the other is attached to the
hub of the rear wheel of the machine.
It is obvious that the front sprocket (the one
between the cranks) must revolve at exactly the
same rate as the pedals and cranks to which it is
attached. Suppose that the rear sprocket-wheel
(the one on the hub of rear wheel) is of precisely
the same size as the front one. The two are con-
nected by the chain. Consequently, they revolve
at the same rate, and the rear wheel rotates at the
same rate as the pedals. When this is true-one
revolution of pedals causing exactly one revolution
of rear wheel-the machine is geared level.
But one revolution of a twenty-eight-inch wheel
would propel the machine but a little over seven
feet, and would require about seven hundred and
twenty revolutions per mile, which would be far
too many to make with comfort. This difficulty,
however, can be overcome, and the number of
pedal revolutions per mile greatly reduced, simply
by making the two sprocket-wheels of different
sizes. If the front sprocket is just twice as large
as the rear one, every revolution of the front
sprocket turns the rear sprocket and rear wheel
around twice, and the rear wheel makes two
revolutions for every single revolution of the
pedals. It thus follows that while the rear wheel
continues to make seven hundred and twenty
84
CYCLING
revolutions per mile, the pedals make but three
hundred and sixty revolutions. This making the
two sprocket-wheels of different sizes, so that the
rear wheel revolves more rapidly than the pedals
constitutes gearing up.
Of course a twenty-eight-inch bicycle wheel
must always make its seven hundred and twenty
revolutions per mile, quite irrespective of the gear-
ing of the machine ; but, as explained just above,
the size of the front sprocket may be so increased
that the number of revolutions per mile made by
the feet are very much less than the number made
by the rear wheel. If the number be reduced one-
half, then the feet make but three hundred and
sixty revolutions per mile, and this is just the
number that are made by a fifty-six-inch wheel ;
consequently, a wheel so geared would be geared
up to fifty-six inches.
The number of teeth on the sprocket-wheels
bear a direct relation to the size of the driving-
wheel, and each individual tooth bears its own
relation to the size of the driver. One full rev-
olution of the rear sprocket causes a full revolution
of the driving-wheel. If the rear sprocket has eight
teeth, a full turn of the eight causes a full turn of
the driver, and a turn of but one of them turns the
driver but one-eighth of its way around. Conse-
quently in this case each tooth represents an eighth
of the size of the wheel, and one-eighth of twenty-
eight is three and a half inches. In the same
manner, if there are seven teeth on the driver,
each tooth represents one-seventh of it, or four
inches in gearing.
SPEED AND GEARING.
85
In order to find the gear of a machine, first
count the number of teeth on the rear sprocket,
and then find the value of a single tooth by divid-
ing the number of teeth into the diameter of the
wheel. Suppose each tooth has a value of four.
Count the number of teeth on the front sprocket,
and multiply them by four. If there are sixteen
teeth in front the gear is sixty-four.
It thus appears that with, say, seven teeth on the
rear sprocket (each tooth then having a value of
four inches), and seven teeth in front, the machine
would be geared level—7 front teeth X:4-inch value
of tooth = 28-inch gear of wheel. For every tooth
added to the front sprocket, four inches would be
added to the gearing, and fourteen teeth in front
would make the gear fifty-six, or sixteen teeth
would make it sixty-four.
If D= Diameter of driving-wheel in inches;
T= Number of teeth on driving-wheel axle ;
A= Number of teeth on crank axle ;
G= Gearing
Then
D
X A = G.
T
Example: A machine has a twenty-eight-inch
driver, seven teeth on driving axle, and sixteen
28
teeth on crank axle. We then have x 16 = 64,
7
which is its gearing.
As any number of combinations of teeth may
be had on the two sprockets, any desired gear
can be provided for.
86
CYCLING
If it is now clear what gearing is, and how it is
obtained, the remaining question is what effects it
produces.
In many respects gearing is like the steps taken
in walking. On a low gear (up to 56) it is neces-
sary to pedal quite rapidly in order to acquire a
pleasurable speed. This has the same effect as
trying to take very short steps and yet walk quite
fast. It is wearisome, because short steps taken
rapidly are really harder work than slightly longer
ones taken more slowly. Even when walking
slowly, a very short step becomes quite tiresome,
and the only condition in which it really offers
much advantage is in going up hill; and even
then, if one is accustomed to a hilly country, it
is not necessary to materially alter one's ordinary
gait.
It is much the same with a wheel. Low gears
force the rider to keep his feet constantly in rapid
motion, if he is going to maintain a fair riding
gait, while higher gears reduce proportionately the
number of revolutions that the feet need to make.
The first safety bicycles were very heavy (fifty to
sixty pounds), and a low gear on them was neces-
sary on account of their weight. Then, too, makers
had had no experience in gearing, and adopted
gears that about corresponded with the sizes of the
larger high wheels-fifty-four for full roadster
safeties, fifty-six for light roadsters, and sixty for
racers. But even these heavy safeties were an
advance over the former high wheels, and with
about the same gears they seemed comfortable and
fast.
SPEED AND GEARING.
87
If a person does much walking, he soon finds
that a moderately long step and a steady gait
enable him to cover the largest amount of ground
with the least fatigue. On the safety, as now
lightened and improved, the same is true as regards
gearing. A medium gear (60 to 66) reduces con-
siderably the number of pedal revolutions to be
made, and though each push requires slightly
more power, this is actually more than offset in use
by the increased comfort secured.
No two persons are exactly alike, however, and
it is highly important for each person to learn for
himself, as far as may be, just the point where the
comfort of the slower leg motion seems to be
balanced by the added exertion called for by the
higher gear. Such a point actually exists for every-
In order to find it, it must be clearly under-
stood that the slow pedal motion of high gears is
in itself very desirable, for it means comfortable
action and good speed; also, that slower action
means increase of necessary pressure and greater
muscular exertion at every revolution, which means
tiring more rapidly. The question resolves itself
into this form-is it easier for me to pedal fairly
fast, and not require very much exertion at each
revolution of the pedals, or to pedal a little more
slowly and do harder work each time?
In seeking for an answer to this problem there
are several points to be considered. First, the
lighter the machine, the higher the gear that can be
used. Second, the smoother and more level the
roads, the higher may be the gear. Third, the
shorter one's experience, the lower should be the
one.
88
CYCLING. .
gear. Fourth, the less one is accustomed to active
outdoor exercise, the lower must be the gear.
Fifth, the rougher or more hilly the roads, the
lower the gear. Sixth, the light, nervous, active
man can pedal rapidly and push a moderate
gear, while a heavy, strong, or stolid person can
better pedal more slowly, and so use a higher
gear.
Experience has shown just about how much
range is necessary in gears in order to supply each
person with what is best adapted to his needs.
On light roadsters, between twenty-two and
twenty-five pounds weight, the gears suitable for
most men are 64, 66, and 68, and for women 56, 58,
and 60. On semi-racers and racers higher gear's
may be used, but there is a limit to the use of high
gears which is not commonly understood or
appreciated.
It is evident that any man, no matter how strong,
athletic, or experienced he may be, must find some-
where a gear at which the advantages and disad-
vantages offset each other, and which therefore is
the highest gear he can ride to advantage. Experi-
ence shows that the average rider on a light wheel
can get most satisfaction with about a sixty-four
gear in a rough or hilly district ; with a sixty-four
to sixty-eight where the roads are good or level, and
a seventy to seventy-six for racing.
It is commonly supposed that a rider can im-
prove his pace simply by adopting a high gear;
and, consequently, high gears are popular. This
impression nearly always proves erroneous, and
pace is not improved to anything like the extent
SPEED AND GEARING.
89
anticipated. A rider's pace depends on his gear
to only a limited extent. Races are seldom won
because gears are high. Success depends pri-
marily on rapid pedaling, and a man must learn
to pedal rapidly if he expects to ride fast or to win
races. It is by no means enough to be able to hold
a good hard pace from start to near the finish.
Races are generally won in the last few yards, and
to be successful then it is absolutely necessary to
cultivate a good sprint and acquire the art of
rapid pedaling
It is generally thought that high gears make a
great saving in the number of pedal revolutions per
mile, but this is an error, as will appear by consult-
ing the following table. From it will be seen that
in the lower gears (50 to 57) a difference of one
inch in gear makes a difference of but seven revo-
lutions per mile; in the medium gears (58 to 63) a
difference of one inch in gear makes a difference of
but six revolutions per mile; and in the high gears
(above 63) a difference of one inch in gear makes a
difference of under five revolutions per mile. It
thus follows that as the high gears are entered,
their advantages are relatively decreased, because
the saving in revolutions is decreasing, while
the exertion required to make each revolution is
increasing. Every rider should try to learn just
what gear meets his own needs best, irrespective
of what gears any others may use, and if he
is in doubt should take the lower gear, remember-
ing that pedaling and not gearing will always
win.
90
CYCLING
TABLE OF FEET PER REVOLUTION AND REVOLUTIONS
PER MILE.
FEET PER
REVOLUTION.
GEAR.
50 inch....
51
52
66
13.09
13:35
13.61
13.87
14.14
14.40
53
54
16
55
.
56
14.66
57
58
66
59
14.92
15.18
15.44
15.70
15.97
16.23
бо «
O
61
62
63
16.49
16.75
64
REVOLUTIONS
PER MILE.
403.36
395.50
387.86
380.54
373.48
366.66
360.16
353.83
347.73
341.83
336.30
330.62
325.32
320.19
315.22
310.40
305.73
301.08
296.63
292.35
288.04
284.02
280.25
276.29
272.59
269.00
265.46
261.96
258.57
255.41
252.14
65
66
67
68
69
17.01
17.28
17.54
17.80
18.06
18.32
本
​70
71
18.59
.
72
18.85
73
6
19.II
74
75
19.37
19.63
19.89
20.16
76
6
77
78
20.42
20.68
79
80
20.94
The following table will show at a glance what
is the gear of any bicycle. All that it is necessary
to do is to count the number of teeth on the two
sprocket-wheels of a machine, and find the corre-
sponding numbers in the left-hand columns; then
SPEED AND GEARING.
91
follow out the line to the column over which stands
the size of your driving-wheel, and there will be
found the correct gear.
TABLE OF GEARS.
Teeth on
Chain-wheels.
The Gear when the Diameter of
Driving-wheel is
Crank.
Hub.
24
26
28
30
64
549
74
16
16
16
16
16
64
69}
594
52
7
8
80
68
60
48
42
46.
56
492
53}
IO
6
387
68
م م ب »
7
8
17
17
17
17
17
18
583
51
451
40
o ocov a odov a ocov a oooov a
w Cost
447
793
68
59.
52
47?
413
733
637
551
498
445
78
669
5801
52
467
48
85
720
63
563
SI
IO
6
90
7
8
72
615
54
18
18
18
18
72
63
48
56
10
6
9713
437
76
нсе
82
501
883
277
671
бо
54
95
81
711
633
57
19
19
19
19
19
7
8
76
657
57
50
456
70%
бія
548
497
664
590
537
IO
CHAPTER VII.
TRAINING,
RAINING for any contest consists in pre-
liminary preparation for it. This prepara-
tion may be a brief one if time is short
and the person already in good condition;
but if the contest is of a kind new to the intending
contestant, the preparation ought to be of some
considerable duration. The poorer the physical
condition of the person, the longer and more
gradual ought the training to be.. It must also be
gentle and careful at the start, and refrain from
subjecting the person to any hard work for which
he is not prepared. The mild and scientific
measures now adopted by competent trainers are
a marked contrast to the harsh measures and
severe treatment formerly consideredi necessary.
This change has come about through better and
more varied classes of men participating in athletic
sports-men of good habits, and men incapable of
bearing harsh treatment--and also through the sci-
entific study of the principles and objects of training.
Though training in its full sense requires a cer-
tain amount of time and attention, as well as the
observance of some definite rules, the preliminary
preparation which must precede it is a simple
affair, and in fact is just what everyone desiring to
have a sound body, capable of performing all its
92
TRAINING.
93
suc-
functions properly, ought to undertake. It involves
little more than regular hours ; sufficient sleep to
thoroughly recuperate mind and body: good, whole-
some food; great moderation in the use of stimu-
lants; and regular, daily, brisk, outdoor exercise.
Such system as this is so extremely modest that it
is hardly worth the dignity of a name, and prob-
ably would not receive one were not the conditions
of modern life so complex and harassing that sim-
ple and natural ways of living are almost unknown.
Health is pretty generally subordinated to
cess” in life, and the physical condition is ignored
until some difficulty has intrenched itself in the
system. Adoption of the rational methods just
mentioned as preliminary to real training would
remedy this, and would put the system into condi-
tion to enter vigorously and successfully into one's
daily occupation. The following detailed direc-
tions in regard to objects and methods of training
are taken from the work on that subject by. Cortis,
who was a physician as well as a cyclist, and also
a very successful racing man, What he says, there-
fore, is entitled to double weight:
“ The object of training is twofold: (1) To
produce perfect health, the Mens sana in corpore
sano; and (2) To develop special powers in indi-
vidual organs; and it is arrived at in two corre-
sponding stages.
• In treating of the first of these stages it would
not appear necessary to dilate at any great length,
and yet it is the more important of the two, inas-
much as without a firm basis it is impossible to
raise a sound superstructure. Moreover, its ob-
94
CYCLING
ject is common to everyone, and continues through-
out life, from its earliest to its latest period. Its
rules are simple, and may be summed up in the
words 'Live well but teinperately, and avoid sloth
and self-indulgence."
“ The young man should rise betimes, but not
too early, say seven in summer and a little later in
winter, according to the time required to get easily
to his place of business. On getting out of bed
his first proceeding should be to take his cold bath,
and a quarter of an hour's exercise with the dumb-
bells or Indian clubs. In summer the exercise
should be taken first, so that the bath may remove
its effects from the skin ; while in winter it should
follow the bath so as to insure thorough reaction.
Delicate youths-especially those with any tend-
ency to consumption-may have to omit the bath
in the depth of a cold winter, but as a rule, so long
as reaction takes place, inclicated by a warm, glow-
ing sensation after the bath, it has done good. On
the other hand, if the feeling of cold or shivering
occur, there is danger of catching cold, and it
should not be persisted in. Brisk rubbing dry with
a rough towel follows, as a matter of course.
The club or bell exercise expands the chest, and
strengthens and develops the lungs, which latter
phrase the reader will please to remember signi-
fies the means by which a 'good wind' is pro-
duced. We much prefer this system to taking
any very strong exercise before breakfast, which in
most cases takes a lot out of a man, and produces
a feeling of fatigue lasting through the greater part
of the day. Should our neophyte, however, be so
TRAINING.
95
fortunate as to live near the sea, or a river, or
swimming baths, he can, during a large portion of
the year, with advantage, take his morning exer-
cise and bath together, a good swim replacing the
clubs or bells. We can imagine nothing better
with which to commence the day than a swim of
ten to fifteen minutes' duration, though at the
same time we would most earnestly caution our
readers that this length of time should never be:
exceeded by anyone training for racing. This,
with a brisk walk of twenty ininutes, will be quite:
sufficient; but even this amount of exercise should
not be taken absolutely fasting; a crust of bread,
or still better a plate of porridge made of rough
oatmeal, with a cup of milk, should invariably be
taken before leaving the house. Breakfast is to be
taken about eight o'clock, and should be of a sub-
stantial character, a chop or steak, or a piece of
ham or bacon, with bread and a little butter, being.
eaten—not bolted, but thoroughly masticated. A
lightly boiled egg may be taken occasionally, but
not too often, as it undoubtedly tends, when too
constantly repeated, to produce that form of indi-
gestion termed ‘biliousness.' Potted meats and
similar made and spiced dishes should not be taken
—not only are they indigestible, but the best part
of their most nutrient principles has been removed
in their preparation. Coffee with milk should be:
drank, as tea taken at this time of the day, and
followed immediately by exercise, is apt to produce
flatulence, sometimes to a painful extent. After
breakfast we imagine that our friend will have to
proceed to business. If this (business) does not
96
CYCLING.
of itself yield him sufficient walking exercise dur-
ing the day, he will of course walk to and from his
office instead of riding, proceeding at first in a
sufficiently leisurely manner, as too active exercise
immediately after food is hurtful. A substantial
plain dinner should be taken in the middle of the
day, about one o'clock. Beef and mutton will, of
course, be the daily staple articles, combined with
a proper amount of vegetables and bread, and pas-
try or a small quantity of rice or other plain pud-
ding. The dietary at this time may present con-
siderable variety, although it must be confined to
easily digested, nutritious articles, which are suffi-
ciently numerous. Among meats we have game
and poultry of all kinds, with fish. Some of these
may be usefully intermingled with the beef or mut-
ton, say twice or thrice a week. Veal, and espe-
cially pork, must be most rigidly avoided, their ex-
treme indigestibility having been proved by actual
experiment. Oysters are the only kind of shell fish
that can be permitted during strict training. Of
vegetables, potatoes of course will be the chief;
next comes the flowery part of freshly cut cauli-
flower, and occasionally young carrots or asparagus
when in season. Turnips should be avoided, and
also cabbage, without it be young and freshly cut.
With a little plain pudding or fruit tart, dinner will
now be completed. Water must as yet be the only
beverage; but a few years later a single glass of
bitter beer may be allowed. The meats must not
be overcooked, but the vegetables should be
thoroughly well done. It may here be pointed out
that all the articles we have just mentioned have
TRAINING.
97
their several uses in the human economy. It is
not sufficient merely to supply the body with the
muscle-making meats, but a proportion of starchy
matter, chiefly bread and potato, is requisite to
furnish ſat,-a certain amount of which is neces-
sary,—while articles containing carbon and hydro-
gen, such as the vegetables generally, and the fat
of meats, are required for consumption in the liver
to enable that organ to assist the action of the
lungs in maintaining the heat of the body. Tea,
with bread and butter, and a little fish if desired,
will be taken as soon as business is over, which we
presume will be by six o'clock.
“ After tea comes the principal active exercise of
the day, then a supper of cold meat and bread, and
to bed soon after ten. This routine will be varied
by additional active exercise on Saturday after-
noons and other holidays.
In going through this régime, we have, as occa-
sion occurred, indicated various matters to be
avoided. There are, however, two of great impor-
tance not yet mentioned. These are the use of
stimulants and tobacco smoking. We have simply
to say of both that they are to be utterly avoided.
'Touch not, taste not, handle not.' We object to
the smallest quantity of either.
The object at which we have hitherto been aim-
ing has been to bring the body with all its organs
to a state of vigorous, robust health, and fit it for
the endurance of active exercise and fatigue. Any
man who, by the regimen we have recommended,
or by means analogous thereto, has arrived at this
point, is now in a position to commence the final
98
CYCLING
stage of training, or what many will consider as.
training proper, provided he has reached a suitable
age and possesses no constitutional impediment.
It would be folly for anyone with diseased heart or
lungs to attempt active training; the affected organ
would break down, and the result would probably
be very disastrous. Anyone having the slightest
doubt as to the perfect soundness of either of these
organs should have their condition carefully ex-
amined by a medical man, and be guided by his
opinion. Again, no
Again, no one should attempt active
training till he has well completed his nineteenth
year; although the heart and lungs may be fairly
healthy, the strain upon them may easily at an
earlier age be more than they can bear.
" Commencing as before with the general
regimen and diet, these will continue much the
same as in the first stage. The hours for rising,
going to bed, and meals, will not require to be
altered, nor have we anything to change in what
was said about the morning bath and exercise.
Even in the dietary, the only meal requiring any
alteration is the dinner, and that very slight;
poultry or fish had perhaps better be intermingled
with beef or mutton on rarer occasions. His
drink at meal times will still be water, but the
additional exercise and consequent perspiration will
probably produce thirst ; sometimes indeed this
is caused to an extent which is painful, especially
as old-fashioned trainers sternly refuse to allow
the smallest quantity of any liquid to be taken to
quench it. This utter restriction is unnatural and
absurd, although, on the other hand, it is certainly
TRAINING.
99
advisable to refrain from taking more liquid than is
absolutely necessary. The best drink under these
circumstances is cold tea, without milk or sugar.
About this, there cannot be the slightest doubt;
every description of fluid has been tried, and noth-
ing stands the test equal to this. Its action can be
much assisted, and the quantity to be swallowed
diminished, by merely rinsing the mouth and bath-
ing the face and hands with cold water.
His exercise must now be taken as much as
possible on his bicycle, and this machine should be
of the same make and resemble as closely as pos-
sible in height and build the one on which he
intends racing; especially is it important to have
the throw of the crank exactly the same in both
roadster and racer, as the feet are thereby accus-
tomed to work in the same circle, follow the treadle
more accurately, and are much less likely to slip off
the pedal when going at full speed.
Having procured his machines, he should com-
mence riding not later than the middle of March,
and with tolerable weather he will be in good con-
dition for racing by May. He should take a short,
sharp run each evening of the week, with a longer
ride on
on Saturday afternoons, increasing these
as his condition improves, so as to arrive home
moderately tired, but by no means exhausted. · He
will then enjoy his supper, and drop into a sound
and refreshing sleep as soon as his head touches
the pillow, whereas exhaustion will deprive him of
both appetite and sleep. During these runs he
should occasionally indulge in sharp bursts on the
level to improve his speed and up hills to improv?
100
CYCLING
his wind. In riding hills, however, he should
always take care not to commence his sprint until
he is certain that he can keep it up quite to the top,
and a little over. As a matter of course, he will
at first find himself blown comparatively soon, for
he must remember that the first stage of training
has given him endurance rather than speed, and
has only moderately exercised his lungs. In
increasing this exercise he must still adhere to
moderation in the beginning, and not run himself
out of wind, or till a fit of coughing is produced.
. We have often seen cases where this latter has
been a most distressing symptom in the earlier
stages of training when entered on too energetic-
ally, and have ourselves experienced it. He will
soon find himself able to take quicker and longer
spurts, and that the feeling of being blown, when
it comes on, more quickly subsides. After about
six weeks of this road work he will be ready to com-
plete his training by a little practice on the track.
Here he must not be disappointed if, during the
first two or three spins, he finds that he can neither
make the pace so fast, nor keep it up so long as he
expected; but every day he will improve in both
respects.
Beginning with short spurts of a quarter of a
mile or less, and gradually increasing, he will in a
fortnight or three weeks find himself able to do a
mile in fairly good time; these runs should be
taken in the company of other, and if possible,
better men. By this time he will probably wish to
try his powers in a race, and as one mile is the
frost usual distance selected, we will take that as
TRAINING.
ΙΟΙ
a standard from which to base our remarks, and
he will find the following hints useful in assisting
him to make the best of his capabilities. Let us
for convenience sake suppose that he can do a
mile in 3 mins. 8 secs., which is an average of 47 secs.
for each quarter. Most inexperienced novices
would probably start off at topmost speed, and
doing the first quarter in-say 45 secs., the next in
46 secs., and the third in 48 secs., come home at a
very slow pace in 49 secs. for the last quarter, feel-
ing completely run out, and possibly disheartened
in consequence; especially if he had a considerable
lead in the early part of the race and had flattered
himself with an almost certain win, only to be
beaten in the home run and not able at the finish
to make the semblance of a struggle for victory.
Instead of this our friend should endeavor to
regulate his speed, so that each quarter-mile should
be a shade quicker than the one preceding it, when
he will be able to keep a reserve of strength suffi-
cient to enable him to make a gallant fight with,
and possibly beat off any short-start men who may
have caught him up. Of course, this is not a hard
and fast rule to be blindly followed in every race,
but it will be found a good plan to practice in
training and to commence with; and he may
reasonably anticipate that every week will see him
diminishing the time for each of the three earlier
quarters. When he can, still adhering to this
principle, accomplish the first quarter-mile in
46 secs. the second and third each in 45, and the
final in 44 or less, we may leave him to his own
devices for making further improvement at this
102
CYCLING
distance. For longer distances he should act on
the same principle, that is to say, commence with
and keep up a steady regular pace, just within his
powers, and endeavor to do each of the earlier
miles as nearly as possible in the same time, mak-
ing the last mile the fastest one in the race. 112
these longer races he will find the advantage of
sticking just behind a man going about the same
pace as himself. It is a singular fact, very well
recognized but not easily accounted for, that this
makes going infinitely easier, and saves a man im-
mensely for the finish, while, on the contrary, hav-
ing no one to take him makes the work much
harder. He must take care that his front wheel is
outside the hind wheel of the man in front, so that
if the latter suddenly slows he may have room to
turn out and avoid a collision. Many accidents
have happened through neglecting this precaution.
During the greater part of his first season it would
be better to confine his attention to races not
exceeding three or five miles in length. Frequent
short races with constant, well-regulated practice
will develop the powers to the utmost, give experi-
ence, and improve the judgment of pace, etc.,
without running the risk of overtaxing the strength
and producing staleness.
After every practice the rubbing dry with a
rough towel is most essential, and between the
heats of a race sufficient warm clothing must be
worn to prevent a chill. It is good policy to do
no active work on the day before the race, to avoid
all possibility of arriving at the post in anything
like a jaded condition. A few words as to the
TRAINING.
IO3
taking of food on the day of the race may be useful.
The usual breakfast will of course be taken, but
the mid-day meal should be timed to take place as
near as may be two or three hours before the race.
This will secure a double advantage: the stomach
takes about two hours to perform its part in
digesting a tolerably full meal, at the end of which
time it has passed it along to the adjoining
portion of the digestive apparatus. During these
two hours the body is not in a fit condition for
active exercise, but at this stage the nutrient prin-
ciples of the digested food begin to be poured into
the blood, to be by it conveyed to the various
parts of the body to replace the waste of tissues
constantly going on, and of course most actively
during severe exercise. It will be readily under-
stood that if the last food has been taken so long be-
fore the race that its digestion is completed, nothing
will be left to supply this waste, and the conse-
quence will be exhaustion and loss of power. A
fairly good meal should therefore be taken about
two hours (not less) before commencing to race.
These remarks apply equally to practice. During
an ordinary afternoon's racing of three or four
heats, additional food will not be requisite ; or, if
the contrary be experienced, it must only be taken
in sinall quantities, as a meat sandwich before the
last heat. Should the racing, however, be pro-
longed, something more may be desirable, and the
best form for this will be a fresh egg beaten up
with a tablespoonful of brandy and a little water;
but this must only be taken either immediately
before the last heat, if there are several, or toward
104
CYCLING
the extreme finish of a race if it be a long one.
The reason for this is that food taken in this form
begins to be absorbed into the system immediately
on entering the stomach, and at once produces its
effect on the body. The immediate effect of the
brandy is to revive and stimulate the exhausted
powers, but this reviving effect only continues for
a very short time, certainly less than half an hour,
after which reaction takes place with a positive
increase of exhaustion, corresponding to the pre-
vious temporary revival. It too often happens
that an attempt is made to relieve this exhaustion
by again applying to the stimulant; but it will
be found that at each repetition the good effect
rapidly diminishes, while the resulting exhaustion
as rapidly increases. The reason, therefore, for
taking only a single dose of the stimulant, and
that within half an hour of the termination of the
day's work, becomes self-evident. After a long
race (25 or 50 miles), the rub-down should be
more thoroughly performed, and a good but not
too hearty meal should be taken, consisting of a
good-sized mutton chop or corresponding piece of
rump steak with bread, and half a pint of bitter
beer, and then to bed. The result will probably be
nine or ten hours' refreshing sleep, which, with the
following morning's bath, will remove all trace of
extra exertion.
Certain ideas more or less vague have been
engendered in the public mind as to the dangers
incurred by athletes from their exercises. We
have sometimes seen in the journals accounts
which would lead the reader to think that nearly
TRAINING.
105
everyone practicing these exercises must eventu-
ally be brought to an early grave by disease, espe-
cially of the heart. It will be seen that we have
spoken of them as resulting, not from training, but
from overexertion. As a matter of fact they
usually result from want of training—at any rate
of judicious training—from rushing too quickly into
violent exercise without proper preparation. A
man may be fit enough for all ordinary purposes of
calm and quiet life—his daily walk to the city, or an
occasional run to catch a train—but yet the organs
we have just described may be wholly unable to
resist any extra strain. The fibers of the heart
and vessels are comparatively soft, flabby, and
easily dilated or ruptured; the chest has never
been properly expanded, and therefore cannot
accommodate itself to the increased call upon the
lungs, and allow them room for extra play. Now will
be understood the importance of the directions in
our earlier pages that ample time should be given
to the process of training, and that it should pro-
ceed slowly, especially in its early stages. It is
evident that change from soft and more or less
fatty tissue into dense, firm, muscular fiber cannot
take place in a day, nor yet can the chest be ex-
panded in a similar space of time; but give nature
the opportunity and assistance we have indicated
from the commencement, and it will be found that
her powers are vast, and that she will seldom fail
to so accommodate her organs to their extra work,
as not only to deprive athletic exercises of their
dangers, but make them actually subservient to
increased health and longevity.”
CHAPTER VIII.
CYCLING COSTUME.
OR masculine riders it is universally
agreed that a negligée costume of outing
shirt or sweater, loose fitting coat, fairly
full knee breeches, long stockings, and
low shoes is the only comfortable thing. The
head gear may be according to taste. The old
styles of tight fitting, braided garments have dis-
appeared, and club uniforms are almost a thing
of the past.
Taste, neatness, and individuality,
within the bounds of reason and suitability, are
now sought after, and with most pleasing results.
The colors selected are often the best, grays and
browns in mixed goods predominating, and being
by all odds the most suitable ones for the purpose
in hand.
For comfort, and for protection against cold, a
light-weight sweater in summer and a heavy one in
winter is far ahead of any other form of garment
for steady riding. The writer was never very en-
thusiastic over their appearance, and for years he
tested every possible substitute, but finally satisfied
himself from actual trial that the sweater is the
safest and most healthful article to wear.
A light
or medium weight undershirt should be worn
beneath it.
106
CYCLING COSTUNIE.
107
The coat should be a fairly loose sack, not too
short, with rolling collar. The general tendency
is to make them too short, and this should be
guarded against. The knee breeches should be
moderately full, and of ordinary size at the waist.
A strap or belt may be worn, but should never be
pulled very tight, or suspenders may be used if
preferred. Below the knee the breeches may be
fastened by a buckle, elastic, or strings; this being
entirely a matter of taste.
Stockings of dark gray or some plaid look best
in the long run; black ones are more dressy, but
show dust badly. Some persons can make them
stay in place by folding over the tops, but generally
a support is required, and supporters that run over
the shoulders are the best. Any low shoes that
are not too tight fitting will answer, but should
have fairly heavy soles, and when rat-trap pedals
are used, they should have indentations made to
fit the pedal points. These are the main features
that cannot well be departed from, but modifica-
tions may be made to meet individual tastes.
In dress for ladies, however, there is practically
no limit to the styles that may be adopted, now
that“ rational” costumes are meeting with favor, ,
and so large a number of designs are being
brought forth and tested.
It is entirely possible to make the ordinary skirt
in such form that it will be free from all the objec-
tions commonly urged against it, with the single
exception of the resistance it presents to the wind.
This is accomplished by making it of short
walking length, not too full, and of fairly heavy
IOS
CYCLING
material, even for summer use. The difficulties
and dangers that have beset women's skirts have
always been due to one or more of the following
errors in construction, viz., too great length; too
2
SKIRT OF WALKING LENGTH.
much fullness, or too light material. The writer's
wife has established these facts pretty thoroughly
in an experience of ten years, with all kinds of
cycles. By conforming to the suggestions above
made she has never met with an accident, while
CYCLING COSTUME.
109
those who neglect them are frequently subjected
to more or less serious difficulties.
Next to the skirt of walking length is the short
skirt that comes down to the tops of the boots.
M
SHORT SKIRT.
The material, as before, should be moderately
heavy, and not too full. Long leggings or gaiters,
preferably to match the skirt, should be worn.
For riders who prefer to retain the ordinary skirts,
this arrangement is hard to surpass. The advan-
IIO
CYCLING
tage of this form, however, can be combined with
that of ordinary walking length by making the
skirt of walking length, and providing it with four
straps, arranged to look like ornaments, and hang-
SKIRT OVER KNICKERBOCKERS.
ing at equal intervals from the waist. A short dis-
tance below each strap is a button, to which it can
be attached, and so shorten the dress about six
inches.
The skirt is also frequently worn with knicker-
CYCLING COSTUME.
III
bockers beneath it, which are made of the same ma-
terial as the costume itself and must be carefully
fitted and well cut. They should be full over the
knee and gathered just below it with an elastic band.
They are fastened at either side of the waist, and
often have several gores over the hips. The black
satin ones are fastened with a strap and buckle, and
look very much like the satin and velvet knee
breeches that used to be in fashion years ago for
men's wear.
Long leggings or gaiters are always worn with
knickerbockers in bicycling. These leggings are
very difficult to get well fitting. As yet, no one,
bootmaker or tailor, has attained the acme of per-
fection in them. Many of these are made of the
same cloth as the knickerbockers and are buttoned
to the band below the knee. When so well clothed :
there is less danger of catching cold and less dan-
ger from falling than when many skirts are worn..
Low shoes under the leggings are most comfort-
able, but there must be no undue pressure about
the ankles, for if one would ride properly it is there
the greatest strain must come.
Some women
think they ride better without corsets, and certainly
tight lacing is out of the question. But corsets.
quite short and not laced too tight do not interfere:
in the least with riding very comfortably, and are
a decided improvement to almost every figure.
The women who can go without corsets under
any circumstances are women who from their
youth up have never worn them, and to start off on
a long bicycle trip without them would be quite as.
injurious as to wear even too tight ones. Riding.
II2
CYCLING.
corsets are quite as good for bicycling as for horse-
back, and can be bought at a comparatively trifling
expense.
(
V?
12?
Alle
DIVIDED SKIRT.
A simple modification of the regular skirt is the
divided skirt, which is practically an ordinary skirt
CYCLING COSTUME.
II3
cut part way up the center, front and back, and
then so fastened that it hangs in the form and
shape of a regular skirt, but in reality so divides as
to facilitate the movement of the rider's limbs.
The regular woman's skirt can be made safe
Tenhovny
BLOOMERS.
and convenient for bicycle use in any of the ways
just described, but there are two advantages that
can be obtained by doing away with the skirt alto-
gether. They are the reduction of wind resistance,
and the saving of weight in the bicycle, owing to
I14
CYCLING
the practicability of using a diamond frame ma-
chine. The gain in the first of these cases cannot,
of course, be appreciated until one has actually
removed the skirt and ridden without it; in the
KNICKERBOCKERS.
second case, the advantage is less than formerly,
because of the marked improvements lately made
in ladies' drop frame machines, and the reduction
in their weights, though they are still, of necessity,
heavier than diamond frame machines.
CYCLING COSTUME.
115
When the skirts are discarded entirely, the gar-
ment which replaces them is made like exceedingly
&
L
KNICKERBOCKERS.
full and loose knickerbockers, held in place just
below the knee, and falling gracefully a short dis-
116
CYCLING
tance beyond over leggings or gaiters of the same
material. They give a most excellent effect, when
visi
M
ܠܐܙܟܬܐ
PARISIENNE.
properly fitted and tastefully made, and do not
interfere in the least with feminine dignity and
modesty. The advantages of bloomers are con-
CYCLING COSTUME.
117
siderable : they offer less resistance than skirts to
the wind ; there is more freedom in the use of the
limbs; there is nothing to catch in the machine in
mounting, dismounting, or in riding; chain and
wheel guards can be removed from the machine
altogether, or a diamond frame wheel can be used
if desired, or a drop frame can have its upper tube
placed high enough to brace it more thoroughly.
These styles of dress are neat, practical, tasteful,
and can be modified or changed to meet almost
any requirements. Some prefer to adopt knicker-
bockers almost exactly like those worn by men, to
be worn either with a waist or a sack coat. In
France, and especially in Paris, the ladies wear
knickerbockers, either with or without leggings, and
very short skirts over them not reaching as far as
the knee. Such dress must, of course, be exceed-
ingly comfortable.
The waists worn are many and various, and can
be suited to the season and personal taste.
Sweaters are exceedingly comfortable, and are the
neatest and most suitable thing for long rides and
touring, and with short jackets to wear over them
are quite the thing. Heavy gloves are necessary,
as light ones are of no use.
CHAPTER IX.
PRACTICAL POINTS.
Abuse and Misuse. See USE AND ABUSE OF
CYCLES.
Accidents.---See Chapter on ACCIDENTS, AND
THEIR PREVENTION.
Adjustability.-The earlier types of cycles
generally possessed few and imperfect means of
adjustment of the various parts ; but, as their lines
and workmanship improved, satisfactory means of
making adjustments became common. First-class
bearings are now perfectly adjustable for wear.
Good saddles can be adjusted for position, in
order to secure the best angle. Chains can be
adjusted in a moment to take up slack; the posi-
tion of footrests can be changed ; the head can be
very delicately set, and handle-bars changed both
in height and position.
Advantages of Cycling.–These are, briefly, the
enjoyment of perfect digestion and good health ; a
fascinating and exhilarating pastime; an exercise
which tones up the system and tends to remove
craving for stimulants; and a practical, convenient,
and easy mode of locomotion. See Chapter on
CYCLING FOR HEALTH.
118
PRACTICAL POINTS.
119
Ankle Action.--See Chapter 01 CORRECT
PEDALING.
Anti-Vibration Cycles.-See VIBRATION.
Back Pedaling.–This is one of the elementary
accomplishments of a good rider, as explained in
the chapter on Learning. It should be acquired in
an early stage of one's experience ; not by waiting
for emergencies to call for its exercise, but by
deliberate practice until it is mastered. It can only
become thoroughly effective when the reach is
sufficiently short ; but, this being secured, the
secret of power is in griping each pedal just as it
comes around to its very lowest point, and in apply-
ing the weight and power at that point.
Ball Bearings.- These reducers of friction are
applied to all the revolving parts of high-grade
cycles. They usually consist of a single row of
small steel balls running on hardened surfaces, in
delicately adjusted bearing boxes.
Ball Heads.-Ball-bearing heads were but little
used on the old, high bicycles, but have been
improved and are now universally used in safety
bicycles. A properly adjusted ball head makes the
steering more pleasant and even, and requires very
little care and attention.
Bath or Rub-down.-For a person in ordinary
health, exercise is nearly always most beneficial
when carried on until a moderate perspiration is
induced ; and if one is in vigorous health, or accus-
120
CYCLING
tomed to exercise, a more profuse perspiration is.
desirable. In order to be comfortable when per-
spiring freely, it is necessary to be dressed suitably
for the work in hand, and to make a complete
change of clothing when it is over. When the
change is made, the body should be cleansed of
perspiration and of the impurities which have been
brought out of the pores. If the exercise has been
only of ordinary duration or severity, a thorough
rub-down is all that is required. The body should
be rubbed briskly with a rough towel, not only till.
thoroughly dry, but until a glow has been imparted
to it, especially to the chest and arms. Then, on
dressing leisurely, new exhilaration and increased
tone will be felt throughout the system. If the.
ride has been unusually severe, a full bath, using
soap, may be taken with advantage, and the body
rubbed as before till a glow is induced. A sponge
bath is of little, if any, more value than a good rub-
down. Of course it is supposed that a regular,
thorough bath, with good soap, is taken weekly in
winter and semi-weekly in summer.
Bearings. The novice usually puts too much
or too little oil in his bearings. A little at a time,
tolerably often, is a pretty safe rule. Bearings
should be watched and not allowed to get loose.
When any very perceptible play appears in them,
they should be adjusted ; but this must be done
very cautiously, care being taken not to do any-
thing more than take up the play. If a machine
is used for several years, it is well to have a com-
petent cycle repairer look it over, possibly once a
PRACTICAL POINTS.
I 21
season, in order that the bearings and other parts
may be properly cleaned, adjusted, and cared for.
Bells and Whistles.-In many places the law
compels a cyclist to carry a bell or whistle, and to
give warning on approaching a team from the
It is sometimes easier, better, and more
effective to use one than to use the voice, and a
bell or whistle should always be carried for use in
case of need.
rear.
Books and Records.-Various cycling “logs,”
have been put on the market, and meet the de-
mands of those who want especially prepared
record books. Many cyclists, however, make no
pretense of keeping a record, while some go by
simple guess-work, or, as they are more apt to
call it, careful estimates," and others simply
glance at the reading of their cyclometer from
time to time. For those, however, who want to
keep daily records, and do not care for special
“logs," a small, cheap diary costing anywhere
from fifteen to fifty cents will answer every pur-
pose, and will also contain a calendar, the dates
of moonlight nights, and other handy facts. It
is often pleasant to look back over the record and
recall the pleasant experiences which come to
mind on consulting the brief notes of a ride.
Brakes.-Good brake power was formerly con-
sidered essential to every cycle, and was usually
well provided for, but within the past year or two
the makers have practically given up fitting and
122
CYCLING
supplying brakes, unless specially ordered. This is
due to two causes—the demand for extremely light
wheels, which necessitates the removal of every
ounce that can be removed, and the fact that
nearly all brakes when applied suddenly, or
strongly, or on a steep hill, are pretty sure to
injure pneumatic tires. Foot brakes, to attach to
the front forks, and act upon the front tire, weigh
but five or six ounces, but are liable to injure the
tire. Then, too, on a very steep or rough hill, it
is desirable to steady the wheel by back pedaling,
and this can only be accomplished when a hand
brake is used and both feet are on the pedals. A
most excellent foot brake, and one little likely to
injure the tire, clamps to the lower part of the
frame, is easily operated by the foot, and is very
effective. It acts on the rear wheel. Some riders
use a foot as a brake, by pressing the sole of the
shoe on the front tire immediately behind the front
forks. This must be done carefully, and the toe
not allowed to be drawn in under the fork crown.
It is very effective. Whatever form of brake is
used, apply it gradually, and keep the machine
under control from the start.
Brake-holder.-It is far harder on the hand
than one who has not tried it would suppose to
hold a brake tight while descending a long or
steep hill, and the fingers and muscles will some-
times be sore and stiff when the brake is released.
Attempts to remedy this have sometimes been
made, but machines have never been sent out
with any brake-holder attachment. One can
PRACTICAL POINTS.
123
hardly be regarded as a necessity unless a great
deal of hill riding is done. If, however, one is
desired, it can be improvised by making an oval
ring of stout wire, or metal, to hang on the handle-
bar, which can be pulled along over the brake
level on descending a hill, thus setting the brake.
as tightly as is wise or necessary.
Breathing while Riding.–Some few persons
have naturally what is called “good wind," but
the majority very easily get “out of breath.” In
all kinds of exercises, the management of the
breath is an important feature of success, and
even of comfort. It is necessary to learn to:
breathe more deeply and rapidly than one does.
under ordinary circumstances. To many, this is.
difficult at first, because they are so entirely
unaccustomed to it, and because they incline to
breathe through the mouth, thus parching the
throat and causing much discomfort. The ac-
quirement of good wind, however, can be aided by
inhaling through the nose and exhaling through
the mouth whenever one is riding rapidly. When
the first fast spin on a cycle is taken, the inpulse
to inhale through the mouth is very strong; but it
should be strenuously resisted, and the pace re-
duced to a speed at which it is possible not to do
Careful practice will make it much easier
to accomplish this, and will improve the wind
materially.
SO.
Bundle Carriers. - See LUGGAGE CARRIERS.
124
CYCLING
Care of Cycles.--It is an easy matter to take
proper care of a machine, and requires but little
time if a few minutes are given after a ride. The
dust should first be brushed away from around the
bearings, and then the other parts wiped off. The
chain must be brushed clean, and cared for as de-
scribed just below. If the machine is wet or
muddy, it should be stood in a dry, warın place,
and then it can be cleaned at leisure. A full nickel
machine, if treated in this way, will noi need much
more care than an enameled one. The head,
bearings, pedals, chain, and nuts should be felt of
occasionally to see if any part is loose, and if one is,
it should have prompt attention. It is well worth
while to keep a machine carefully wiped off,
dust and mud, if allowed to accumulate, are pretty
sure to work into some place where they do harm.
as
Celluloid Goods.--American riders usually dress
for comfort on the wheel, and sometimes go to the
extreme of being actually untidy in appearance.
Linen is generally, and wisely, eschewed; but
flannel can be made to appear as neat while being
far more suitable. When the addition of a white
collar and cuffs is desirable for purposes of extra
dress, the best article to use is probably celluloid.
The collar, cuffs, and shirt fronts made of it will
not wilt down with perspiration; they can be
washed clean in a moment, and they last a long
time.
Chains on Cycles.—It is a fact generally known
to wheelmen that there are certain running parts
PRACTICAL POINTS.
I 25
in a bicycle, called bearings, which require occa-
sional lubrication in order that the machine may
run well. These parts are supposed to be mainly
the front and rear axle and crank axle; but how to
lubricate them to advantage, and how often it
should be done, is usually considered in a rather
hazy way, and is apt to be overdone or underdone.
Some riders recognize that pedals also require
lubrication, and others discover that it is impor-
tant for the head as well. Here are six parts of a
machine in which there are evidently bearing parts
to be kept running smoothly, and on these six
parts there are about fifteen points at which the oil
may be advantageously applied. This is simple
and clear, but there is a seventh part not quite so
simple.
A bicycle chain is composed of about fifty links
which work on little pins to the number of about
one hundred. In order that a chain may run
smoothly over the two sprocket-wheels, it is neces-
sary that the links should work freely on the pins
at each joint ; for if they do not do so, the tighter
links will creak as they pass around the sprockets,
and the chain will tighten at times, snap, and run
stiffly.
Each one of these pins on which the links work
constitutes a running part or bearing, and these
bearings of the chain are not protected as are those
in the machine. They are exposed to the dust, and
they accummulate dirt rapidly.
Bearing these facts in mind, it is clear that the
chain of a bicycle is more directly responsible for
the ease and comfort of the rider on one hand, or
126
CYCLING
trouble and annoyance on the other, than almost
any other portion of the machine. To run well,
the bearings of the chain must be clean and well
lubricated, and the outer parts of the links clean,
dry, and free from dust. These conditions can be
maintained if a little trouble is taken, and the good
results will make riding doubly pleasant.
Supposing a chain to be dirty and stiff, it should
be removed from the wheel, dusted off, and then
soaked for several hours in enough naphtha or
kerosene to cover it. When removed from this
bath, it should be wiped dry and all links worked
backward and forward to make sure that they are
perfectly pliable. It should then be given a similar
bath in good lubricating oil, and each joint worked
until it moves freely. Wipe it dry and replace on
the wheel. Then take a stick of chain lubricant
and rub the inner side of the chain with it, revolv-
ing the wheel slowly. Enough of the lubricant
will adhere to the links to make them move
smoothly and quietly. It gives the kind and
quantity of lubrication that the outer part of the
links requires ; if it is clean and dry, it will not
collect dust. On no account allow any moisture or
grease on the outer portions of the links. Also
remember that there is no one substance which is
suitable for lubricating both the inside and outside
of the links of a chain. Oil alone will answer for
the inside, and a dry, clean, hard stick graphite for
the outside. The cardinal principle of chain
lubrication is to keep the inside of the links clean
and moist, and the outside clean and dry.
When a chain has been thoroughly treated in
PRACTICAL POINTS.
127
this way once, the operation does not need repeti-
tion for some time, unless the machine is used con-
stantly on very dusty roads. For ordinary purposes
it is sufficient to occasionally place a drop of oil
near each end of all the pins of the links, where
it will work in, and to dust the chain off every few
days and rub it with the chain lubricant. A brush
should always be at hand to be used for dusting
the chain, and more attention should be given to
it than to any other part of the machine.
Chamois Leathers.-Some cyclists use these
leathers for cleaning purposes. Those who do can
clean them when they become soiled by washing
them; but if they rinse them out in clear water the
leather will become hard and stiff. In order to have
it remain soft, it is necessary to leave the soap in it.
Choosing a Mount.-In selecting a machine it
is necessary to consult one's purse; to consider
one's size and weight; to bear in mind the prin-
cipal uses to which it will be put, as well as the
character of the roads on which it will be run, and
finally to suit one's tastes as far as possible.
As to cost, if one can afford to buy the highest
grade it is perhaps just as well to do so at the out-
set, for there is no necessity for injuring a machine
while learning to ride, but one sometimes gets more
satisfaction out of a new mount the second season,
as well as knowing better what is wanted. If one
is limited in the amount to be spent, the question
always arises whether it is better to buy a second-
hand high-grade machine, or a new machine of
128
CYCLING
lower grade.
Of course, tastes differ in such
matters, and a good deal depends upon the condi-
tion of the second-hand wheel; but if it is not of
too old a model, and is really in first-rate condition,
it is more desirable than a new machine of inferior
quality.
As to size and weight, a very heavy man should
not choose a semi-racer, nor need a very light man
push all the weight of a full roadster. For fast
work, as road racing, a very light roadster is
desirable ; but for ordinary purposes, unless the
roads are very good, a medium-weight is decidedly
to be preferred. Very light weight machines are
not suited to ordinary road use, unless one is able
to get a new one about every season ; a medium-
weight machine will last longer, be more reliable,
as easily under average all-round con-
ditions. An over heavy machine is objectionable
enough, but is apt to prove a more profitable invest-
ment than an over light one. Even for racing pur-
poses, the importance of selecting a thoroughly
strong and rigid machine cannot be too strongly
urged.
Finally, it is well to satisfy one's fancy as to
appearance and fittings on purchasing, if practi-
cable, and not to be over-persuaded by anyone.
To enjoy a wheel thoroughly, one should be able to
take a pride in it, and he cannot do this if he dis-
likes his mount in any way.
Cleaning the Machine.---See CARE OF CYCLES.
Clubs.-Cycle clubs have everywhere followed
the growth of wheeling and have accomplished
and run
PRACTICAL POINTS.
129
much good by means of organization. In cities,
where they have been able to maintain good club
houses and add social features, they have some-
times proved very successful and permanent ; but
when they have had no interest besides cycling, it
has sometimes been found difficult to maintain an
active organization for any length of time, for the
interests which draw riders together when on the
wheel seem to lose their efficacy when they are off
it, especially after the first blush of enthusiasm has
somewhat passed, Cycle clubs can be made enjoy-
able associations and are beneficial to the pastime
when well managed, and it is well for all wheelmen
to make some effort to maintain them.
Coasting.–Cycles, being vehicles and subject
to the laws of the road, ought always to be kept
well in hand, especially on steep hills. Through
the courtesy of travelers on the road, objection is
seldom made when a cycle travels at a higher
speed than the law prescribes, or when one coasts
moderately; but few persons can complacently see
a cycle rush coasting down at fifteen to twenty
miles an hour, and partly out of the rider's control.
If, for no other reason than the possibility of fright-
ening some horse, no one ought to coast on a hill
on which there are any vehicles, unless he runs
slowly, with his machine well in hand. If the
road is clear, he can perhaps do as he chooses.
Coasting is usually clone at considerable speed, and
with the wheel under less complete control than
when riding on a level. Wheelmen' ought to have
some consideration for other users of the road in
130
CYCLING
this matter, and not coast freely unless the road is
clear. They should also remember that should
they cause an accident while coasting, they would
probably be held responsible for it, as they
could not be if they were pedaling, with their
wheels under complete control. For suggestions
as to how to begin to coast see the chapter on
Learning
was
Convertibility.-The term “convertible'
formerly much used in connection with tricycles
built to carry two persons, when the pedals, chain,
saddle, and connecting parts, used by one of the
riders, could be readily removed hy loosening two or
three nuts, and the machine then ridden as a single.
Such arrangement was sometimes advantageous,
especially for the purse, and was for a time quite
popular; but it had its disadvantages and, as a
matter of fact, many persons who possessed conver-
tible machines never thought of using them except
in double form. To the majority, it was too dis-
agreeable and annoying a task to remove and
replace the detachable parts. Moreover, a machine
built right for a single is neither properly balanced
nor strong enough for a second seat and rider;
while one built of proper strength and balance for
two persons is too awkward and heavy for one
person, when the extra seat is removed. Except
upon highly utilitarian grounds, convertible ma-
chines cannot be considered equal, in complete
adaptability to the needs of their users, to machines
built to be ridden by a certain number only, and
by no other number.
PRACTICAL POINTS.
131
Crank-throw.—Some marked changes in public
opinion regarding crank-throw have taken place.
The character of racing machines at one time had
so much weight with cyclists that roadsters were
equipped very much like them, and among other
features were fitted with very short cranks. Then,
too, it was argued that the shorter the throw the
less the distance the foot had to travel. A throw
of less than five inches was not uncommon; and
five, or five and a quarter, was considered quite
long. After a time the mechanical advantage of a
longer throw, even on racers, began to be recog-
nized, and five and a balf to six inch cranks were
fitted.
A great impulse to the general adoption of lon-
ger cranks was given when the safety was intro-
duced. Its appearance was hailed as the advent
of a machine on which a combination of very high
gear and very long cranks would produce wonder-
ful results. But when it was found that long
enough cranks could not be used to compensate
for the phenomenal gears that were proposed, and
supposed by some to be practicable, more reason-
able gears were adopted, but the cranks were
allowed to remain long. One result of this is that
the average length of crank now is nearly an inch
greater than formerly. The additional leverage
gained by the use of long cranks is an important
factor in getting a machine to run easily.
The actual length of crank-throw desirable is
now pretty generally agreed on, six and one half
inches being about right for light wheels, and a
quarter inch shorter for track use, and a quarter
132
CYCLING.
longer for road use if desired. For ladies' wheels
with moderate gears, six to six and a quarter is
about right, though a six and a half may be used
with a high gear or by a tall rider.
Cyclists' Touring Club.—An English organ-
ization having over twenty thousand members, in-
cluding small foreign branches. An initiation fee
of one shilling, and annual dues of two shillings and
sixpence, gives each member a monthly Gazette,
reduced hotel rates almost everywhere in Great
Britain, and introduction to a local consul at nearly
every cycling town. The club has also done much
to secure reduced railroad rates for cycles; to erect
sign-boards; and to further road improvement.
Cycling for Women.-See Chapter on CYCLING
FOR HEALTH, also APPENDIX.
Cyclometers.--A register for recording the dis-
tance traveled is an agreeable companion on a
cycle, especially on new roads and on tours. There
is considerable satisfaction in being able to tell
how far one has gone, or what is the rate of speed,
and its use makes it possible to keep an accurate
record, which is not possible in any other way. The
most satisfactory cyclometers are those which face
upward on the left end of the front axle. They
can easily be read while the wheel is in motion,
which is a decided advantage. In purchasing a
cyclometer, of course the first consideration is to
procure a perfectly accurate one and, to secure this,
one should be obtained having absolutely positive
PRACTICAL POINTS.
133
action-that is, it must be so fitted and its parts
so arranged that the revolution of the wheel im-
parts a corresponding action to its works, the mo-
tion thus being faster or slower as the revolution of
the wheel is fast or slow, but always connected
with the wheel's revolution, and corresponding ex-
actly with it, and not depending upon an occasional
motion to move its works.
Diet.--It is a happy fact that when one is riding
regularly, though the rides be never so short, the
stomach can digest practically everything, though
the rider had before been a confirmed dyspeptic.
This is considered more fully in the chapter on
Cycling for Health. When one is doing only ordi-
nary riding, the customary diet can be taken freely.
If preparing for racing, some modifications should
be made, for which see chapter on Training.
Distances.--For measuring distances see Cv-
CLOMETERS, and for distances see RIDES, LENGTH
OF.
Double Machines.—See SOCIABLES, TANDEMS,
TRIPLETS, and QUADRUPLETS.
Dress for Cycling.-See Chapter on CYCLING
COSTUME.
Drink while Riding: -A good many wheelmen
are disposed to drink very frequently during rides
in warm weather; but even water, which is the
ordinary drink, can easily be used to excess in such
cases ; though, if one perspires freely, some liquid is
particularly necessary. Exercise, during its continu-
134
CYCLING
ance, and after its cessation, causes a sensation of
thirst. Frequent drinking, however, soon becomes
a habit, but neither a satisfactory nor advantageous
one. The constantly recurring sensation of desiring
to drink makes one uncomfortable, while too fre-
quent gratification of the desire is bad-for the system.
One can and should cultivate moderation in this
respect. Water, of course, is most available and
generally answers; but if one is much parched
some simple thing like ginger ale, lime juice and
soda, acid phosphate and soda, or milk, will better
quench the thirst. For exhaustion, an egg beaten
up in milk is more nourishing. Nothing alcoholic
should ever be taken during a ride, and only in great
moderation after it is over. A glass of half ginger
ale and half milk is very nourishing and refreshing.
Enamel.-This form of japan, now generally
used as the standard finish for first-class cycles, is
deservedly popular. It is pleasant to the eye, is
easily cleaned, and wears well if it has been
properly put on. Its application requires heat and
special appliances. For purposes of retouching,
however, small bottles of excellent liquid enamel
can be procured from any cycle dealer.
Fads.-The fads that have had their run among
wheelmen at different times have touched nearly
every feature of the sport, and have had something
to do with many details of the construction of the
machine, with the rider's position on it, and even
with his dress itself. The two fads that have been
prominent of late relate to the position of the saddle
and the length of the handle-bars. Two or three
PRACTICAL POINTS.
135
years since, every rider was busily engaged in
moving back his saddle as far as he could possibly
get it, until an absurd extreme was reached.
Then the reaction set in, and in 1894 the other ex-
treme was reached and saddles were in many cases
set much too far forward. The best results are
reached with the center of saddle about seven
inches behind the crank hanger. So with handle-
bars. In 1890 a not unusual width was twenty-
eight inches. Since then it has been reduced, so
that racing bars in 1894 were sometimes but four-
teen inches wide. For racing, about sixeen inches
is a good width, and for road riding from eighteen
to twenty.
Food. See DIET.
Gearing.–See Two-Speed GEARS, also Chap-
ter on SPEED AND GEARING.
Handle-bars.—The most desirable lengths for
handle-bars have been alluded to immediately
above. In shape, they may be raised, level, or
dropped, and any one of these forms may be per-
fectly plain, or may have either a single or double
curve introduced. In any case, the ends should
be made to come straight back, and be nearly
parallel with the upper tube of the frame.
Handles.-The handles or grips on the ends of
a handle-bar have, at different times, been made
of many different substances, viz.: common woods,
ebony, horn, ivory, vulcanite, rubber, cork and rub-
ber, and cork, the last named being now almost
136
CYCLING
:
universally used, and being the lightest and pleas-
antest substance ever tried for the purpose.
Hill Climbing.–There are comparatively few
good hill climbers. It is mainly due to the fact
that hills are generally avoided or, when ridden,
ridden at so slow a speed that no improvement is
made in power to climb them, or to the use
of. too high a gear. On the old high wheels
there was a distinct knack about hill climbing;
but, on the safety, any man can learn to do well,
if he will practice it and his machine is right.
The last is a very important consideration, for
bicycles vary very widely in this respect, and some
makes are vastly inferior to others. Hill climbing
is perhaps the severest test to which a light
machine can be put, and a fine hill climber is cer-
tain to be a desirable machine, while a good
coaster may or may not be, for sometimes very
inferior machines coast fairly well. To climb hills
well, the bearings must be true and perfect, and
the frame so perfectly rigid that there is nowhere
any yielding or loss of power. This is a rare
combination, and marks the highest type of bicycle.
The first requisite toward acquiring this power
is practice, and not only frequently at one hill,
but at different hills, and at different rates of
speed. At first, take an easy rise slowly, and
with as
even a gait as possible, endeavoring to
reach the summit at the rate adopted at the start.
If, when near the top, there is energy in reserve, a
slight spurt to the brow of the hill can advan-
tageously be made, and when the brow is reached
PRACTICAL POINTS.
137
the speed should be gradually reduced and the
wind regained while still pedaling. By degrees,
the average speed in climbing should be quickened,
but the start ought never to be at a faster gait
than can be certainly maintained all the way to
the top, it being much better for the rider, and
easier in the end, to increase his speed as he nears
the summit and end with a good spurt. It is a
curious fact that a hard spurt on beginning to
ascend a hill, followed by a moderate gait to the
summit, will make one feel pumped out and ex-
hausted, while a moderate gait three-quarters of
the way up, followed by a hard spurt, will not be
half so wearisome. The former method disgusts
one with hill climbing, while the latter enables one
to enjoy it.
It is a little hard at first to climb a hill at any
speed, but one can improve with practice, and be
also much improved on the level by it. By de-
grees stiffer grades can be attempted, but of
course at a slower gait. Practice at a slow gait
is also very valuable. In ascending and descend-
ing hills the question of leg reach is an exceedingly
important one, because it is impossible to apply all
one's power unless the ball of the foot firmly grips
the pedal when it is at its lowest point; for when
the toe barely reaches the pedal perfect ankle
action is impossible, and without good ankle action
a considerable portion of one's power is wasted.
Practice in acquiring good ankle action is very im-
portant for hill climbing. Even pedaling should
also be learned, and care taken not to apply the
power by jerks at the beginning of each stroke-a
138
CYCLING
fault peculiarly common when the reach is too
long-but rather to apply it evenly and firmly
throughout the stroke. A position fairly over
the work is the most advantageous, and with a
proper reach and suitable handle-bars, the greatest
power can be applied while sitting nearly erect.
Hiring Wheels.-See RENTING.
Home Trainers.--The term “home trainer"is
sometimes applied to a stand on which a bicycle
can be placed and held firmly in position, so that
the rider can mount and practice pedaling while
remaining stationary, the driving-wheel being al-
lowed to revolve by the use of rollers. A home
trainer proper, however, is practically a stationary
bicycle of itself. A style much used has a metal
base which carries an upright tube. In this tube
slides a stout rod which carries the handle-bar, and
a short backbone with a saddle. The saddle is
adjustable in position, and the vertical rod to
which the backbone is attached is adjustable for
height. Near the base are two large revolving
metal disks, to which the pedals are attached. By
means of a simple brake the resistance can be
indefinitely increased.
The use of the home trainer gives the best sort
of indoor exercise, as it affords the same pedal
motion which is characteristic of cycling, and
which is so remarkably beneficial with it, and be-
cause, like cycling, it is equally suited to every
degree and condition of strength, as it can be
taken in every stage from the most charming
moderation to the utmost severity; while every
PRACTICAL POINTS.
139
form of exercise, other than cycling, requires from
the start a certain pronounced effort or violence of
exertion
If the home trainer is used without the brake,
rapidity of motion (see portion of first chapter re-
garding exercises of speed) can take the place of the
resistance one meets on the road. For beneficial
practice, one should pedal nearly twice as fast as he
ordinarily rides, and of course he can pedal much
ſaster for short distances. If one rides eight miles
an hour he ought to pedal that distance in about
half an hour on a home trainer. That amount
done daily will keep one in excellent condition.
For training purposes, a faster gait is required.
The earlier home trainers were arranged to run
equal to a fifty-four-inch gear, but later ones are
sometimes geared as high as ninety, so it is impos-
sible to make comparisons without knowing the
exact gear in all cases.
Hotel Rates. In most States the division officers
appoint what is called a League Hotel in each town
and city. Cyclists are recommended to patronize
these houses which, in return, occasionally make
some reduction from their regular rates. To secure
this reduction, the current League membership
ticket must be shown. As, in some cases, the
reduced rate is (not wholly unnaturally perhaps)
accompanied by somewhat poorer accommodations
than usual, it is sometimes just as well not to show
the League ticket until settling one's bill.
Interchangeability.---This is the system of mak-
ing the parts of cycles by the same dies and cutters
140
CYCLING
and finished to the same gauges. When this is
done, a broken part can be at once replaced, and
will fit without alteration. American makers
were the first to work upon this basis, and many
foreign makers have by degrees adopted it. When
parts of machines made in this way are kept
in stock by dealers, it is comparatively easy and
inexpensive to replace any part that is accidentally
broken.
Lady Cyclists.-Now that the public are gradu-
ally realizing that one of their greatest needs is
gentle and pleasurable open-air exercise, they are
learning that women require it even more than
men; and still farther, that cycling exactly meets
all the requirements of the case for both sexes. If
such a thing were possible, it is even better adapted
to women and more beneficial to them than to
men, for there is no other exercise whatever that
is so gentle; so harmonious in its action ; so
pleasurably stimulating in its effects; so bracing
in its character; so entirely free from violence or
strain upon any part, when taken rationally ; so
accessible; so safe ; so practical ; so inexpensive ;
and in such good taste, as cycling. Every physi-
cian who has made himself familiar with the advan-
tages of this particular form of exercise highly
recommends it, and those who have learned prac-
tically what it does for the system are the most
pronounced in favoring it for women. What it can
do for them is testified to by those who never knew
what good health was until they learned to cycle.
See Chapter on CYCLING FOR HEALTH.
PRACTICAL POINTS.
141
Lamps.-A lighted lamp should always be carried
after dark, not only for the rider's guidance, but as
a warning to those traveling on the road. In most
towns of any size it is obligatory by law. To
secure a good light, the lamp must be of fair size,
its wick kept well trimmed, and the reflector clean.
If these things are done, and proper oil is used,
good results will be obtained. The most important
feature of all is the oil, that specially prepared for
bicycles being the only kind satisfactory to use.
Law of the Road.--See RIGHTS OF CYCLISTS.
League of American Wheelmen.---This is the
national union of the cyclists of the United States.
It was organized at Newport, R. I., on May 31,
1880, and numbers nearly thirty thousand members.
Its objects, and the advantages of membership in
it, are officially stated as follows:
'The League of American Wheelmen is an
organization to promote the general interests of
cycling ; to ascertain, clefend, and protect the rights
of wheelmen ; to facilitate touring, and to secure
improvement in the condition of the public roads
and highways.
The L. A. W., as a national organization,
includes all State Divisions, which bear relations to
the national government very similar to those
between State and Nation in the political world.
The States not yet possessed of sufficient member-
ship (twenty-five) to organize a separate division are
governed directly from headquarters, as are the
Territories, by the nation, politically considered.
142
CYCLING
"The claims advanced by the L. A. W. upon
your patronage are of two kinds, abstract and con-
crete. In the abstract, it is your duty to yourself
and to your fellows to so place yourself that mutual
assistance may be obtained in the easiest manner,
and that you may not reap the harvest of your com-
rades' disinterested labor without contributing to
its support. Many have said: “I can avail myself
of all the advantages accruing to cycling which
have been obtained by the League, and need not
pay my dollar to join the organization. It is very
true that a few privileges obtained by the League
are granted to all wheelmen, irrespective of their
membership in the League, but very many more
are obtained only by showing the League member-
ship ticket.
In the concrete, there are offered to wheelmen
advantages as follows:
· Every member receives a weekly newspaper
(The L. A. W. Bulletin), which contains all the
cycling news of the day, together with hints,
suggestions, etc., to riders, descriptions of new
machines, and correspondence from all parts of
the country. This paper has always commanded
a yearly subscription price of one dollar.
· Every member receives a membership ticket,
which is a sufficient introduction to any local
officer (consul) of the L. A. W., and voucher for
the right to reduced rates in the many hotels with
which the League has a contract.
“Every member acquires the right to legal pro-
tection by his State Division; or, especially if
involving a national issue, by the main organiza-
PRACTICAL POINTS.
143
tion. This right is by no means an empty one, for
the history of the League attests the activity of
interests averse to our recreation, and the danger
of touring without this offered backing.
Every member is given every facility for obtain-
ing information concerning roads, hotels, and dis-
tances. A number of the Divisions, notably New
York, Connecticut, Massachusetts, Ohio, Pennsyl-
vania, Maryland, Rhode Island, New Jersey, Cali-
fornia, Michigan, and Indiana, have issued road-
books, which are given to members free of expense.
Many of these could not be purchased for three
dollars if the labor upon them had been paid a
reasonable price.
'The League has made it possible for a cycler
to ride the wheel on any street or highway in the
United States.
The League has upon its roll of membership
more than twenty thousand wheelmen, and the
fraternal benefit is extremely valuable. The
National Meet and the various State Meets draw
the members together in friendly intercourse,
and
are the source of much pleasure and enjoyment.
"The League has an arrangement with the lead-
ing hotel in every city and town in America, and
members can procure liberal discounts by showing
ticket of membership. More than the League dues.
may be saved in a single day.
The League has adopted a uniform, made of the
best selected stock. This is furnished to members
at a very moderate price by the contractors.
"Among the practical work done by the League
may be mentioned the prosecution of very many
144
CYCLING
cases in which the rights of wheelmen were sought
to be invaded. The passage of the so-called
Liberty Bill,' by the New York Legislature, is a
case in point. This was framed and pushed
through by officers of the L. A. W. This measure,
in brief, provides that no laws or local restrictions
shall be enacted against the use of the wheel in
the State of New York, that are not equally appli-
cable to vehicles drawn by horses. New York
wheelmen reaped the advantages accruing to an
extent not anticipated. Central Park was imme-
diately opened. The highways of the State were
made pleasant to ride on, because farmers and
other drivers knew that the Legislature had made
wheelmen their equals. Other States have been
worked by wheelmen, and bills of a like nature
have been passed.
“ The moral force of numbers is incalculable.
It is a comparatively easy matter to get justice
when twenty thousand men ask it. In this age the
effort of the individual counts for less and less, and
the concerted efforts of many for more and more.
Often when the public, or even local boards and
councils, take little notice of one rider or of a club
of several, they can see the national organization
extending into their legal and political neighbor-
hoods without glasses. Even one wheelman with
the League ready organized to back himn is, if not
a majority, at least a minority of sufficient con-
sequence to be respected. The presence even of
this body of thousands, combined and officered for
the purpose of securing rights, has been found very
potent by those who have been in positions practi-
PRACTICAL POINTS.
145
cally to know. Every cycler should add his name
and give us numbers that will command respect in
the courts and in legislative halls.
“ Before the formation of the League the authori-
ties of Boston, Providence, Hartford, and Brooklyn
had in turn denied bicyclers the rights of the streets;
and they had been brought to recede from posi-
tions not tenable in law or justice. But the result
in the first only of these cities was brought about
by local influences ; in the other three cities the
freedom of the streets was gained with the aid of
more or less concerted general aid of wheelmen.
“ The League exercises a healthy supervision of
racing on the wheel, and provides a code of rules
for the best government of this branch of the sport.
Through the influence of the League, amateur
cycle racing has been kept above the level of the
contests held in kindred sports.
“The crying need of the hour is for better roads.
To obtain reform in this direction is one of the
objects of the League. Already much work has
been done, but there is very much yet to be accom-
plished. Plans are on foot for the systematic
pursuit of this object, and a strong movement
is being made all along the line. We need the co-
operation of every cycler in this laudable under-
taking. In this work the horseman will join hands
with us, but cyclers will take the lead. It is pro-
posed, not only to show townships the advantage
of good highways, but to compel them to build and
maintain the very best. Let every wheelman put
his shoulder to the wheel. If the League can have
fifty thousand members it can do better work.
146
CYCLING.
League workers in several States, notably
Massachusetts, New York, and Rhode Island, have
secured the passage of laws requiring townships
to erect guide-boards at cross-roads and forks.
The League invites every amateur cycler in
America to join its ranks; but he is doubly welcome
who contributes his work and his influence, as well
as his dollar, to the cause. There are advantages
to be had in membership; but he who says, ' What
.can I do for the cause ?' is a more valuable man to
cycling than he who says, 'What am I going to
get for my dollar?'
Learning to Ride.-See Chapter on LEARNING.
Legal Rights of Cyclists.—(See also Rights
OF CYCLISTS ON THE ROAD.) A cycle is a car-
riage and has the same rights and privileges to the
use of the road that other species of carriages
have. It has no right whatever to the use of side-
walks or side paths, and if a rider is ever forced
upon them by an unrideable piece of road, he
should exercise the utmost caution not to offend
pedestrians, and should courteously request space
when necessary to pass anyone. If forced to use
a path, one should never noisily warn off pedes-
trians by use of bell or whistle, but should ride
slowly, and politely ask for right of way. On the
road the cyclist should remember that he has a
light, easy-going steed, and should not attempt to
force every vehicle, especially heavy ones, out of
their tracks, if he can safely find room to pass
them. When he has not room, a polite request
PRACTICAL POINTS.
147
will secure the needed space far more easily than a
whistle blast, Whistles are often valuable for
warning; but, when practicable, it is better to use
the voice. It is highly desirable, too, that wheel-
men should observe the usual rules of the road,
and not neglect them, as so many are tempted to
do, because they require so little room that it is
quite as easy to pass on the wrong side as on the
right one.
Lending Machines.--Never do it.
Light Machines.-See WEIGHT OF CYCLES.
Lubricants.--See CHAINS ON CYCLES, and
OIL.
Luggage Carriers.--Light skeleton frames,
fitted to attach to cycles to carry baggage, can
be procured from cycle dealers. They may be
attached to the handle-bar, steering-post, or frame.
Light leather or aluminum cases can also be ob-
tained to fit in the frame, and will carry sufficient
articles for a short tour.
Maps.-- See ROAD BOOKS.
Mounting. The ordinary methods are by the
step, pedal, and curb, and are described and illus-
trated in the chapters on Learning and Riding.
National Cyclists' Union. -An English organi-
zation resembling the League of American Wheel-
men, organized to promote cycling interests
generally.
The N. C. U. also gives legal assistance to cy-
148
CYCLING
clists when necessary, and puts up danger boards
on unsafe hills. The annual dues are five shil-
lings.
Oil, Oil-can, Oiling.--Good oil for lubricating
purposes should be entirely mineral, if the best re-
sults are to be obtained. For illuminating pur-
poses, it is necessary to obtain an oil which does
not smoke, crust the wick, or jar out, if night rid-
ing is to be pleasant.
For oiling purposes, a small, well-filled oiler
should be carried in the tool bag, and a larger,
common oil-can should be kept standing in the
wheel house for convenience of use. It is not
necessary to oil very freely. If any runs out it
should be carefully wiped off. It is commonly said
that one oiling every hundred miles is sufficient.
Distance alone, however, is not a perfectly safe
guide, as a machine may stand idle for long
periods between rides and the oil work out. A
few drops tolerably frequently is perhaps the
safest method.
Pacing.-A rider paces another when he rides
immediately in front of him, picks out the best
course, breaks the wind resistance, and maintains
a steady pace for the other to follow. The one
behind is relieved of considerable nervous strain,
meets less wind resistance, and is able to ride
faster, and keep the gait up longer, when he is
paced. Tandems, triplets, and quadruplets are the
best pace-makers, because they can make and keep
a good pace, and also break the wind better than
single machines. The advantage of pacing is so
PRACTICAL POINTS.
149
great that much better time can be made by a
rider when paced than when alone.
Pedaling.–See Chapter 01 CORRECT PEDAL-
ING.
Pedals.--All cycles are fitted with ball pedals.
The pedal pin is in the center of the pedal, and one
end of it is firmly attached to the crank. Just out-
side of where it attaches to the crank is a groove
for one row of balls, and near the extreme outer
end is the other groove. Sometimes, for the sake
of lightness and appearance, the pin is uncovered
between the bearings, and sometimes a very light
metal tube incases it. The latter form is to be
preferred, as the pedal bearings keep clean for a
longer time when it is used, and it only adds a
trifle in weight. In another form of pedal, the pin
only runs about halfway through, and carries a
single bearing near its end, the object being to re-
duce friction and save in weight,
On the pedals, the feet press either upon two
bars of rubber, or on two of thin metal with ser-
rated edges, or teeth. Square rubbers are often
used, and are perfectly satisfactory for the purpose.
The other sort are called “
rat-trap" pedals, and
are a trifle lighter. They are fitted now to nearly
all machines except those for ladies.
Pedal Slippers. - These contrivances were de-
signed to prevent the foot from slipping when rub-
ber pedals were used. They were curved pieces
of metal made to fit around and partially over each
rubber, and present on the upper side two rows of
150
CYCLING
teeth similar to those of rat-trap pedals. Formerly,
round, fluted rubbers were used on pedals, and
there was then far more chance of slipping than
with square rubbers. Such aids are, however, by
no means a necessity, if a rider has a proper reach
and cultivates good ankle action.
Position.—Undoubtedly that is the best position
on a cycle which is the most comfortable and safe,
and which gives the best control and greatest ease
of propulsion. The question, if the reach is right,
is how far fore or aft the saddle is to be placed in
order to meet all these requirements to the greatest
extent. Some hold a theory that a perfectly verti-
cal action is the only proper one, as they say that
it enables the rider to utilize all his weight, and so
lightens his muscular work. They sometimes carry
this theory so far as to place the saddle almost in
front of the pedals, which arrangement makes the
pedaling even slightly backward in direction. In
this position, the rider's weight is principally relied
The erect position one has in walking is
changed into a constant forward inclination of the
whole body which, physiologically, is bound to be
wearing ; the natural movement of walking, which
moves the feet forward in advance of the body to
receive its weight, is superseded by an unnatural
position and motion ; fine ankle action is out of the
question ; good muscular work is done at a great
disadvantage, and there follows a loss of power
which only very powerful riders can bear. The
steering is also rendered more sensitive by this
position.
01.
PRACTICAL POINTS.
151
The notion that weight can do the bulk of the
work on a cycle is erroneous. A skillful ricer, in
proper position, be he never so light, can easily
outride a much heavier and more powerful man
who is far forward, and who depends on his
weight. Of course it is desirable to secure a posi-
tion in which a rider's weight can be used to
advantage; but to do so at the expense of ability
to utilize muscular energy to the greatest advan-
tage is a serious blunder. Experience shows every
day that it is not weight and strength which tell.
Skill is far and away the first requirement for suc-
cess in any sort of riding, and outside of men in
training, light and middle weight riders are pretty
sure to be able to “ do up” their heavier com-
panions.
On the other hand, it is alınost as bad to be too
far behind one's work, and so approach the in-
effective position of the old velocipede or
“ bone-
shaker." Up to a certain point, the nearer the
rider's weight is carried to his driving-wheel axle
the easier will the machine steer; but, placing the
saddle too far back will take too much weight off
the steerer, make the handles difficult to reach
and the pedaling awkward. Placing the saddle
too far forward makes the steering less steady and
the action too vertical. For road riding purposes,
a position a few inches back of the crank axle is
undoubtedly the best. The action is then near
enough to the vertical to allow of the best use of
all the rider's weight, and far enough from it to
admit of good ankle action and the best applica-
tion of muscular power. The advice of one of the
152
CYCLING.
greatest of road riders, M. A. Holbein, given in
1889, is as good now as it was then. He says:
In the first place, it is astonishing that out of
the very large number of cyclists, but a very small
percentage have their saddles in the right position
(viz., far enough back), which will enable them to
use their power to the greatest advantage. It is a
very prevalent, though erroneous, idea that the
vertical position is the correct one; at first sight
the theory certainly seems feasible, but that it is
incorrect is easily proved by a few trials. With
the vertical position a rider drives his machine by
his weight, and more or less stamps on his pedals;
it may be possible to get a good pace, but at an
immense cost of power, and cannot be sustained
for any considerable length of time. It is also im-
possible to acquire a good ankle action with this
position.
The position of the saddle should vary accord-
ing to the nature of the road to be ridden upon.
For a moderately hilly district, the peak of the
saddle should be about three inches behind the
center of the crank axle, while for flat roads (such
as the Great North Road), six inches is allowed to
be the best position. Always sit well back and
push from the broadest part of the saddle.
" Many riders who persistently stick to the verti-
cal position say they have tried their machines with
the saddle six inches behind, but cannot get on at
all. The reason of this is, that they jump at once
from one extreme to the other; if, instead of doing
so, the rider will come back gradually-say two
inches at a time-he will thus become accustomed
PRACTICAL POINTS.
153
to the different position by degrees, and I am
quite sure that with each stage of going farther
back the rider will experience a corresponding in-
crease of pace.”
Quad or Quadruplet.- This is a bicycle with a
frame long enough to carry four riders. It is im-
mensely fast, and used almost exclusively for
pacing wheelmen in their attempts to ride ex-
tremely fast and break recordis.
Racing.- Preparation for racing is treated of at
length in the chapter on Training, and hints about
racing are also given there. Outside of that, a
question that has been agitated a good deal will
be touched on here. It is whether, in a contest,
the competitors ought to seek to make fast time as
well as to win; or, whether they should endeavor
to win without regard to the time made. The
first method is called “riding all the way”-that
is, at great speed ; the second is called a “ wait-
ing” race.
The plan of "riding all the way" has been ad-
vocated on account of many races, in which the
competitors were much afraid of each other, hav-
ing degenerated into mere crawls, and the final spurt
been relied on for success. This has come about
naturally, because it is well understood in all racing
that it is a great advantage to be in a position to
watch one's competitors, and also that it is much
easier to ride when someone is just a trifle before
you, or
making the pace,” as it is called. More-
over, it is unnatural to expect a man to tire himself
154
CYCLING.
unnecessarily in order to make slightly faster time,
if he can win just as easily while expending less
energy. Records are best attained under other
conditions, and many a race has been won from
stronger riders by means of superior head work, or
generalship.
It follows from these considerations that a man
with good judgment will seek to keep in a position
in which he can watch his competitors, until the
time for his final effort comes. If particularly fast
time is sought, extra prizes, or other inducements,
must be offered for it. Even then, however, it is
not always secured, as many men prefer to make
sure of winning than to set the pace with a view to
fast time, and then be beaten on the final spurt by
someone who has followed and watched for his
opportunity
Railway Charges. Most railroads formerly
made exorbitant charges for the transportation of
cycles. This annoyance has been largely reme-
died, and in many cases entirely removed, through
the action of the League of American Wheelmen,
whose Transportation Committee have the matter
in charge. Many roads now make no charge when
the cycle accompanies its owner; while others
have merely nominal rates.
Record of Riding.- See BOOKS FOR RECORDS.
Renting Cycles.-In many localities it is pos-
sible to hire machines at a fair rental for almost
any period from an hour to a season; but, if one
rides much, it is as cheap, as well as pleasanter, to
PRACTICAL POINTS.
155,
own a mount. Rented machines often get such
hard usage that some dealers have discontinued
renting. Though not sending machines upon the
road, they, in many cases, still provide both wheels.
and places for teaching purposes.
Repairing.-A cycle has so many delicately ad-
justed parts that it requires a little constant atten-
tion (a trained glance generally suffices) to see that.
it is kept in order. If properly watched, cleaned,
oiled, and adjusted, the chances are that, if it is a.
really good wheel, nothing short of outright acci-.
dent will make a visit to the repair shop necessary.
But if the wheel gets little, or no, proper care, it
will need occasional overhauling--perhaps once a
It is a good plan not to do anything to a.
wheel that is not clearly necessary, as bearings
once taken apart are rarely adjusted properly by a.
novice, and a machine that is much fussed over
will sooner need overhauling by a repairer than
will one that is not taken to pieces.
season.
Ride, Length of.-A good many hints on this
point are given in the chapters on Learning and
Riding. Even those, however, who have little to.
learn on those subjects cannot realize too fully that
short, brisk, regular rides are the most beneficial,
and soon fit a man for long, hard ones, while riding
that is occasional only does little to develop strength.
When one rides infrequently, he cannot be too
cautious about the amount he does at one time.
011
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Riding Suits.--See Chapter
COSTUME.
156
CYCLING.
Rights of Cyclists on the Road.—The right of
the cycle on the road is the same as that of other
vehicles, neither more nor less, -and is so held by
the courts. Wheelmen have, in some places, been
put to considerable labor and expense to establish
this fact; but have done so with uniform success,
chiefly through the efforts of the League. Of
course, when the cycle makes its first appearance in
new regions, the blind conservatism which seems
to be inherent in human nature is apt to breed
prejudice against it; but moderation and experi-
ence, with firm prosecution of any case of infringe-
ment of rights, will soon put things on a right basis.
In many localities wheelmen have been accorded
advantages much in excess of their rights. They
have been granted the privilege of using side paths
and even paved walks; no objection has been
made to their coasting on crowded hills, and forc-
ing other vehicles from their track; and they have
been permitted to ride at racing speed, even on
crowded highways. Such concessions have had
the effect of making many wheelmen very careless
of the rights of pedestrians, and of those of drivers
of wagons and carriages, while asserting their own
rights and privileges to the full. By so doing
they have intensified the prejudice already existing
in some quarters against the sport, and have
aroused the prejudice of others whose rights have
been infringed by being rudely driven from their
path, or portion of the road, by the necessity of
giving ample space to some reckless rider. It is
not only bad form and worse manners to act in
this way, but it is most wretched policy, for it
PRACTICAL POINTS.
157
injures the whole body of wheelmen in the eyes of
the public.
Where roads are bad and wheelmen are per-
mitted to use side paths, they ought to reciprocate
the privilege accorded them by extending every
possible courtesy to pedestrians, never warning
them off the path by bell or whistle, but rather, by
riding slowly and requesting the pedestrians to
kindly allow their passage, and thanking them
when they have done so. There are many cyclists.
who are thoughtless in these matters, and there
are others who pretend to believe that it is pusil-
lanimous to extend such courtesies ; but they ought
to remember that they are on a path only by cour-
tesy, and are bound, in common decency, to return
that courtesy.
The following concise statement of the “ Law of
the Road” is from the pen of Frank C. Park, Esq.,
by permission of the Bicycling World, in which
paper it first appeared :
“ The Law of the Road is a rule of action govern-
ing every person passing along public highways.
Whether walking, driving, or riding in a vehicle
along any public thoroughfare, carriage-way, horse-
way, or foot-way, he is in law bound to obey the
law of the road, and he violates it at his peril.
“1. Turn to the right. When parties driving
vehicles meet on a highway, it is the duty of each
to seasonably bear or keep to the right. [3 Mass.
360 ; 28 Mich. 32 ; 14 N. H. 307.]
The law imposes this duty ; but his disregard
of that duty will not justify the traveler who may
be on the proper side of the road in voluntarily and
158
CYCLING.
carelessly permitting himself to be injured in person
or property, and then seeking to recover damages
therefor from his fellow traveler who was wrong-
fully on the left of the center of the road. [12 Met.
415; 25 Me. 39.]
Proof that one party was driving on the left of
the road does not therefore make him liable for the
damages that occur—the other party must use
ordinary care to avoid injury. [3 Mass. 360; 7
Wis. 527 ; 12 Mo. App. 354.]
“ The statutes of the different States vary as to
whether travelers shall turn to the right of the center
of the road or the traveled part thereof. The
· New York statutes declare that vehicles meeting
in a public highway shall seasonably turn ‘to the
right of the center of the road.' And the center
of the road' is construed by the courts to mean
the center of the worked part of the road.' [7
Wend. 186.)
“ The statutes of Maine, Michigan, Illinois, Ohio,
Rhode Island, and Wisconsin require vehicles
meeting on public highways to turn to the right
of the middle of the traveled part. The statutes
of all the other States, except a few of the Eastern,
correspond with that of Wisconsin. That of New
Jersey simply declares ' keep to the right.'
In winter, when the depth of the snow renders
it impossible to ascertain where the center or worked
part of the road is, vehicles are only required to
turn to the right of the center of the beaten or
traveled track, without reference to the worked
part of the way. [8 Allen 213: 16 Barb. 613; 8
Met. 213.)
PRACTICAL POINTS.
1591
“ When it is impracticable to turn to the right in
meeting another on a public way, one traveler
should stop a reasonable time to allow the other to
pass; but ordinary care does not require a
traveler to so stop. (14 N. H. 307 ; 23 Wis. 287.)
When a traveler cannot safely turn to the
right on meeting another vehicle, the law will not
hold him guilty of negligence for not undertaking
impossibilities. [5 B. Mon. 25.]
When vehicles meet at the junction of two
streets, the rule turn to the right does not apply ;
but each person must use reasonable care to avoid
collisions. [12 Allen 84.]
“ Common vehicles meeting street or railway
cars may turn either to the right or left. More
care, however, is required on the part of the
common vehicle driver, if he is driving on the rails
of a street railway, to avoid collision, than is re-
quired in meeting other vehicles. (15 N. Y. 380 ;
3 Bosw. 314.]
“ 2. May, use any part of the road.
having before him the entire roadway free from
carriages or other obstructions, and having no
notice of any carriages behind him, in season to
stop, or to change his course or position, is at
liberty to travel upon such parts of the way as suits
his convenience or pleasure, and no blame can be
imputed to him. [40 Me. 66.]
'3. May cross road.
A person may cross a
road or pass on the left side of it, for the purpose
of turning up to a house, store, or other object, on
that side of the road; but he must not obstruct or
interrupt another lawfully passing on that side ; if
A party
160
CYCLING.
he does he acts at his peril, and must answer for
the consequence of his violation of duty. In such
a case he must pass before or wait until the
person on that side of the way has passed on. [11
Me. 8; i Pick. 345.]
“ 4. Traveling in same direction. When two
persons are traveling in the same direction, the
foremost one is not bound to turn out for the
other, if there is room for the latter to pass on
either side. [1 Watts 360.] If there is not room
to pass on either side, the foremost traveler should
yield an equal share of the way, on request made,
if this is practicable. But if it is not practicable,
then they must defer passing until they reach a
more favorable ground. If the leading traveler
then refuses to comply with the request to permit
the other to pass him, he will be answerable for
such refusal. [25 La. Ann. 236; 40 Me. 64.]
5. Travelers on horseback. A traveler on
horseback meeting another horseman or vehicle is
not required to turn out in any particular direction
to avoid collision. He must only exercise prudent
care to avoid collision. [24 Wend. 465.]
A horseman should yield all the traveled way
to a wagoner. [2 D. & Chip. 128 ; 23 Pa. St.
196.]
As a person on horseback may turn out on any
side that suits his convenience, the driver of a
vehicle is not therefore bound to watch and take
the opposite side, but may clisregard the horseman
altogether and occupy the whole of the traveled
part of the road.
“6. Rate of speed. Driving at immoderate
PRACTICAL POINTS.
16r
speed is culpable negligence, and if injury results
from it, without fault on the part of the person
injured, the author of it will be liable therefor.
Diiving on a public way at the rate of a mile in
four minutes has been held unlawful and negli-
gent. [Kenedy vs. Way, Bright 186.]
“ The same ruling, however, would not apply in
the case of bicycles, as they are capable of being
stopped quicker, and while in motion can be con-
trolled better than a horse. But a bicyclist riding
through the streets of a thickly populated city
could hardly ride faster than a mile in four minutes
and be using ordinary care ; while over country
roads, riding at the rate of a mile in three minutes
would be using ordinary care for the rights of
others.
“7. Foot passengers. Persons on foot have a
right to use the carriage-way as well as the side-
walk, and walking in the carriage-way is not prima
facie evidence of negligence. [42 Me. 332.]
Foot passengers crossing the street of a city
have no prior right of way over a passing vehicle.
Both are bound to use ordinary care to avoid colli-
sion. [54 N. Y. 245.]
“8. Unusual modes of locomotion. Persons
using unusual modes of locomotion, or transport-
ing unusual objects over a highway are not there-
fore negligent. Those using horses cannot exclude
those using bicycles or engines. Improved modes
of locomotion are admissible. But drivers of
unusual vehicles should assist teamsters, if neces-
sary, in passing it. A right of action in such a
case can only grow out of the question whether the
FI62
CYCLING.
new vehicle has been used negligently or not. [34
Mich. 212; 12 R. I. 166; 21 Ill. 522.]
"9. Private ways. The law of the road applies
to private ways as well as to public ways. [8 Allen
242; 23 Pick. 24.]
10. Impassable roads.
Travelers may pass
over an adjoining close when the highway is
obstructed or impassable. [53 Me. 160; 18 Tex.
858.]
"11. May assume others will be careful. A per-
son lawfully using a highway has a right to assume
that a fellow-traveler will exercise ordinary care
and prudence; and this warrants him in pursuing
his way in a convenient manner. [28 Mich. 32;
-97 Pa. St. 70.]
12. Injury from defective way. If by reason of
the defective construction or want of repair of any
highway, a person or his property becomes injured,
while with ordinary care he was traveling thereon,
he can recover damages for his bodily and mental
:suffering and for injury to his property. [48 Wis.
334 ; 49 Wis. 125.]"
Road, Rules of the.—The legal side of this sub-
ject will be found under the head of “Rights of
Cyclists," immediately preceding. There are, how-
ever, some details which experience has molded
into custom that ought not to be disregarded.
It is extremely easy for wheelmen to forget the
common rules of the road on meeting and passing
vehicles, on account of the little space cycles
require in order to pass other vehicles. But cyclists
are not absolved from adhering to custom on this
PRACTICAL POINTS.
163
account. Moreover, the fact that cycles pass so
silently and quickly is an additional reason for
being punctilious in observing all road rules, and
so passing vehicles on the side where drivers ex-
pect to see them. Everyone knows that when two
vehicles meet, each one should turn to the right.
Nearly everyone knows that when one vehicle
overtakes another, the rear one should advance on
the left side of the road and keep the front vehicle
on its right side while passing it. Of course, if the
front vehicle should be so far to the left of the road
that there was little room for passage on the left
side, while there was ample space on the right, the
driver of the rear vehicle should exercise his judg-
ment on which side to pass, and would usually go
where there was most room,
When two cyclists are riding abreast and either
meet or overtake a vehicle, the one nearest the
center of the road should fall back and allow the
one on the outside to lead. This means that the
outside rider (the one nearest the side on which
passage is to be made) is always to lead on pass-
ing vehicles—when a vehicle is met, the right-hand
rider becomes the leader while passing it; when a
vehicle is overtaken, the left-hand rider becomes
the leader while passing. On no account whatever
should a party separate and pass on both sides of
a vehicle. It is very bad form, foolish, and danger-
ous, and very liable to startle even quiet horses.
Nor, in passing, should a cycle be run any closer
to a horse than is necessary. If the party is a large
one, the pairs of riders should be careful not to
crowd too closely, as sudden reduction of speed,
164
CYCLING.
meeting vehicles, or the presence of ruts, will often
cause confusion and accident.
Unfortunately, many cyclists are careless of
observing these rules. They ought to be rigidly
observed, both in justice to the users of all other
vehicles, and because their strict observance tends
as greatly to raise public opinion regarding cy-
clists as a class, as utter disregard of them tends
to lower it.
Road Books and Maps. One of the benefits
which wheelmen have conferred upon the com-
munity has been the publication of many books
and maps giving detailed, but condensed, account
of the condition of thousands of miles of roads
in different States, the exact distances between
towns on these roads, and the best hotel in each
town. These works were designed primarily as
guides for wheelmen in their longer rides and
tours; but are also in demand for the use of driv-
ing, equestrian, and pedestrian tourists. By their
use a tourist can lay out a tour in nearly any one of
the principal States, of any length he desires, and
know in advance almost exactly what conditions
and conveniences he can secure on the trip.
Touring awheel is steadily increasing in favor,
and the demand for these works is becoming corre-
spondingly larger. They are issued by the State
divisions of the League, and are usually supplied
the members of the issuing division at cost. Το
others a fair retail price is charged. In some cases,
where a division has had a full treasury, the books
have been supplied to members without cost,
PRACTICAL POINTS.
165
largely, however, with a view to increasing mem-
bership. Good state and county maps, which are
occasionally of assistance in planning tours, can
also frequently be obtained. Information as to
special routes between particular points can nearly
always be obtained from some League member by
means of a note of inquiry to the official organ.
Rub-down.-See BATH.
Saddles.—The beginner almost always com-
plains of his saddle. Sometimes it is because it
is not adjusted properly, but more frequently it is
because he does not sit right. He uses it as he
would a chair, upon which he places his whole
weight, and then complains because the vibration
of the machine jolts or moves him around and
makes him sore. The principal difficulty lies in
the fact that he does not depend enough on his
pedals; he should carry his weight very largely on
them, and not hang upon the saddle. If he does
this, and gets the right adjustinent, saddle soreness
and all discomfort will be removed, and he can
suit his fancy as to style and size.
Shoes.-Low shoes with moderately thick soles
are to be preferred for riding, as they allow the
ankle freedom of motion. It is well, but not neces-
sary, to have rubber soles on them if rubber pedals
are used. If rat traps are used, it is best to have
indentations made to correspond with the points
of the pedal plates. If possible, it is most satis-
factory to keep a pair of low shoes, shod as above,
for bicyle riding only, and to always use them.
166
CYCLING
Sociables.-These were tricycles built sufficiently
wide to obtain room to carry saddles and gearing
for two riders side by side between the driving-
wheels. They were very cumbersome machines,
awkward to handle, and about as wide as a wagon.
They were also heavy and slow. But in spite of
these disadvantages they demonstrated the pleas-
antness of double machines, and made it easier
and pleasanter for women to learn to ride. They
were soon entirely superseded by the tandem
tricycle, and later by the tandem bicycle.
Spanners.-- See WRENCHES.
Spokes.—The most common form of spoke was
formerly the direct.” It is a length of wire,
headed at one end, and with a worm, or screw, at
the other. The headed end holds firmly in a hole
countersunk in the rim. The other end is gener-
ally somewhat enlarged, or " butt-ended," so that
cutting the thread on it may not weaken it, and
screws into the hub fiange. Should one become
loose, it can easily be tightened by the use of a
spoke wrench. Used generally with solid rims,
there is a certain amount of elasticity to a wheel
so built. But direct spokes do not transmit the
power absolutely direct to the rim, a wheel built
with them not responding quite so quickly as a
tangent spoke wheel.
The “laced ” spokes sometimes used were
formed with each length of wire making two
spokes. A length of wire is headed at the rim,
carried down through a hole in the thin steel
PRACTICAL POINTS.
167
fange of the hub, and then back to the rim, at a
slight angle, and there held by a small nipple.
They are set at a partial tangent to the hub, and
alternate at the rim, thus giving a more direct pull
than do the “ direct "spokes.
The spokes sometimes called “ double tangent'
are similar to the “laced”; but are tied and
soldered together where they cross one another,
thus making a very stiff wheel.
The “single tangent” spoke is sometimes called
a cross between the direct and the laced. It is
held with a nipple at the. rim; but is headed
through a thin steel fange at the hub, and, being
set at an angle, has a partially direct pull. It is
very neat, and makes a strong, rigid wheel.
The “true tangent” spoke is a single spoke,
fastened like the single tangent, but set at a true
tangent to the peripheries of the hub flanges both
forward and backward. They are set on both
sides of the flanges, those on opposite sides de-
parting in opposite directions. They cross each
other five or six times in passing to the rim, and
are securely tied and soldered at the points of
intersection. Not only is a wheel so built per-
fectly rigid, but the “ true
true” tangency of the spoke
transmits to the rims practically all the power
applied. The wheel responds instantly to pressure
and is the best possible sprinter and hill climber.
The spokes now almost universally used are of
the single tangent order, and are double butt-ended,
or slightly larger at each end than in their center.
Each one crosses two others, and is tied and
soldered at the second crossing.
168
CYCLING.
son.
Tandems.-Tandem tricycles were built to carry
one rider before the other. In this way.the nor-
mal width of the tricycle is preserved; the frame is
made a trifle longer and stronger; and a second
saddle, with chain and pedals, is added. A double
machine is thus secured, as easy to handle as a
single, and only a trifle heavier. Experienced riders,
accustomed to pedaling together, can propel one at
very good speed. Most tandem tricycles are made
convertible-that is, one saddle, with its accompany“
ing chain and pedals, can be readily removed so
that the machine is adapted to the use of one per-
On a tandem tricycle, one seat nearly always
is, and both may be, adapted to the use of a
lady.
The tandem safety bicycle is an elongated safety
bicycle with saddle and gearing for a second rider,
both riders being seated between the wheels. It is
a very easy running machine, with the greatest pos-
sibilities for enjoyment. The front seat is often
arranged for a lady's use. The steering is usually
controlled from the rear seat by a connecting rod
below the riders. A fairly good safety rider can
take anyone on the front seat almost as readily as
on a tandem tricycle. Two good riders can get
great speed out of it.
Tandem Attachment.—This arrangement con-
sists of tubing carrying saddle, chain, and pedals
for a second rider, with easy means of attachment
to the rear of a tricycle, the object being to form a
tandem at any time out of a single tricycle, and
with only the additional expense of the attachment,
I
PRACTICAL POINTS.
169
A. tandem formed in this way, however, is not as
satisfactory as a machine originally designed and
built for two riders. As a rule, convertible
machines are less satisfactory in their converted
form than machines built for but a single purpose.
Testimonials.-A veteran in cycling has said
that a man cannot understand the character of
a wheel until he has ridden it five hundred miles,
nor be in a position to give a thoroughly intelligent
and comprehensive opinion on it, until it has carried
him for a thousand miles, and over all sorts of
roads. This is an extreme view to take ; but it is
perhaps only the natural reaction from the many
hastily formed and superficial opinions, and falla-
cious claims, which are offered as proof of superior
merit. Testimony to merit is always desirable and
welcome, and consensus of opinion is certainly
valuable in establishing a point; but, with cycles,
experience is of great importance, and the more
a man has ridden his wheel, the more intimately
and certainly may he be supposed to know its
virtues.
Thirst. - See DRINK WHILE RIDING.
Tires.-Up to about 1890 solid rubber tires,
varying in diameter from one-half to seven-eighths
of an inch, were used on all wheels. Then came
cushion tires for a year or so.
These were made
of rubber, usually an inch and a quarter in diameter,
and had a hollow core of about three-eighths of an
inch. They were soon followed by the pneumatic,
which began at two and a half inches.in diameter,
170
CYCLING.
and has been slowly reduced until inch and three-
quarters, five-eighths, and one-half are now the pre-
vailing sizes. Pneumatic tires are either double
tube or “hosepipe.” The former consist of an
inner, thin rubber tube, which holds the air, and an
outer casing or shoe, which is the wearing part.
They may be cemented to the rim, in which case
they must be removed when repairs are required ;
or they may be held in a specially shaped rim by
their internal air pressure, in which case only a
small portion of the tire needs to be removed for a
repair. Hosepipe” tires have but a single tube,
which is both air tube and wearing shoe in one.
In principle, a simple, detachable, double-tube tire is
undoubtedly best, as a complete and permanent
repair can be very quickly made, and simplicity of
construction, all things equal, is about the most
important feature,
Toe Clips.--These ingenious little devices are
made of light metal to attach to the pedals, the
upper part curving slightly over the toe, by which
means they hold the foot in position, prevent slip-
ping, and, to a certain extent, increase the rider's
ability to claw the pedal around as is requisite in
good ankle action, and also prevent slipping the
pedal when traveling at high speed.
Tool Bags.-Every cycler requires a small tool
bag to contain oil-can, wrench, pump, and repair
outfit, which should be snugly packed to prevent
rattle. These articles are really the only essentials,
though some riders carry such things as a screw-
PRACTICAL POINTS.
171
driver, extra nuts, and lock and chain, while others.
carry nothing. Good bags are furnished with
most machines. It is desirable to have one as.
small as will hold the necessary articles comfort--
ably, without rattle, and to see that it is strapped
firmly to the machine.
Touring.–See Chapter on RIDING AND TOUR-
ING
Training.–See Chapter on TRAINING.
Triplet.-The first triplet was a four-wheeled.
cycle, with three seats in a row, tandem fashion,
the middle rider steering, and the first and third.
seats suitable for ladies' use. It was a fast, easy-
running machine, but never came into general use.
Triplet safety bicycles are now built, and are used
principally on the track for pacing men in their
attempts at very fast time and the establishment
of records.
Two-Speed Gears. For the general principles
on which all questions of gearing are based, see
chapter on Speed and Gearing. The utility of
changeable gears has long been discussed, and
riders generally have drifted back to the belief that
each one can find a single gear that is suited to:
him, and the masses are generally right. A very
high gear or a very low gear is never necessary,
while an intermediate fixed gear can be found to
meet each person's requirements,
Use and Abuse of Cycles.-If manufacturers.
of cycles could be assured that their productions,
172
CYCLING.
would always receive good care, and be put to
their legitimate uses only, they would be more
ready to build their standard patterns of very light
weight; but knowing, as they do, the amount of
misuse, abuse, and unnecessarily hard treatment
to which cycles are subjected, they are obliged to
prepare for it. But even the best preparation in
the way of proper metal, good design, skilled
workmanship, and sufficient material, will not pre-
vent mishaps while owners of wheels slam them
around; run up or down high curbs; leave them
with dirt and grit covering bearings and chains;
and with head, bearings, and chain unadjusted.
It is hardly too much to say that the durability of
a machine depends almost as much upon its being
properly ridden, and suitably cared for, as on its
intrinsic character.
Cyclists vary in their notions of the legitimate
use of a wheel, from the extremely cautious to
the most reckless. But even those who are careful
enough in the matter of actual road use are some-
times subject to misfortunes, because they fail to
give their wheel the little attention which is ab-
solutely essential if they wish to keep it in safe
not to say first-class running order. If riders
expect satisfactory and permanent good results
from it, they must ride it with judgment and give
it care.
:
Vibration.-A wheel revolving upon the road
produces a certain amount of vibration, even
though shod with rubber tires. Vibration is in-
creased by the use of a small wheel, a very light
PRACTICAL POINTS.
173
wheel, small tires, or by riding at considerable
speed. It is reduced by using a large wheel, a
heavy wheel, large tires, or by a slow gait. Vibra-
tion is called tremulous when we mean the con-
tinuous throbbing imparted to a machine as it
meets the innumerable little inequalities of every
road surface. It is jolting vibration when we
mean the bumps produced by holes in the road, or
by passing over obstacles of some size. Tremu-
lous vibration is, therefore, a constant factor,
though varying in intensity according to the con-
dition of the road surface. Jolting or bumping
vibration is only occasional, and can be, to a con-
siderable extent, avoided.
Vibration is imparted to a machine at its points
of contact with the road, viz., its tires; conse-
quently, it is desirable to provide such tires as
will absorb vibration to as great a degree as
possible. On reaching the machine, vibration is
imparted to the rider at his three points of con-
tact-saddle, pedals, and handles; consequently,
the problem is first, how to stop vibration at the
tires, and, second, how to take up whatever is
transmitted to the wheel, so that none will reach
saddle, pedals, or handles.
Tremulous vibration can be very largely ab-
sorbed at its point of origin (the road) by means
of proper tires, so that what little reaches the
rider is not noticeable.' The “pneumatic” tire
(see TIRES) accomplishes this satisfactorily. Jolts
or bumps, however, cannot be entirely absorbed
by means of any tire—they can only be overcome
through the use of an effective spring frame,
174
CYCLING.
which will yield to a reasonable extent. There-
fore the theoretically ideal machine, which will
provide luxurious riding and completely annihilate
vibration, needs a tire that will take up all tremu-
lous vibration, and a frame that will destroy all
jolting. It must be remembered that in whatever
form a spring frame is made, it is absolutely
necessary that handles, saddle, and pedals should
always be rigid in regard to each other--that is,
no spring can be introduced between any two of
them allowing them to vary at all from their
relative positions.
Whether the theoretical ideal is really a praca
tical need is quite another question. As a matter
of fact a person would need to be in a very unusual
condition, or of a very uncommon temperament, if
he could not be made comfortable with the im-
proved pneumatics now in use.
1
Watches. It is sometimes said that a good
watch is injured by being carried constantly on the
wheel; and some riders, believing this, leave theirs
at home, or carry a cheap one. The writer has
never found any bad effects, however.
Waterproofs. It is exceedingly debilitating to
ride in a rubber coat, as the full action of the skin
is thereby seriously impeded, and the clothes be-
come saturated with perspiration. If properly
clressed in all wool, a wetting seldom does harm.
If a waterproof is carried on a tour, and rain falls,
it is more prudent to stop, don it, and wait till the
shower has passed.
.
PRACTICAL POINTS.
175
at
Weight of Cycles.-A prevalent notion regard-
ing the weight of cycles seems to be that the
lighter a machine is, the easier it must run. While
for race tracks this is practically true, such condi-
tions as are met with in average road riding alter
the case considerably. Lightness is certainly a
most desirable and important quality to secure in a
cycle; but the moment it is obtained at the ex-
pense of rigidity, or at the expense of generous.
tires, it does not make the machine any better as a:
whole. Lack of rigidity means waste of power,
and small tires mean more vibration; and both
these are detrimental to ease of running, especially
any
distance. Should lightness be further ob-
tained at the expense of a well-stayed frame, or
use of insufficient metal, durability is largely sacri-
ficed. It does not follow from this that a machine
need be heavy; for a properly proportioned one of
medium weight and first-class quality is just as
strong; but it does follow that extraordinarily light
machines are not suitable for road work, and are
not as durable as those of inedium weight.
Since 1892 the advance that has been made in:
building light bicycles. has been absolutely extra-
ordinary, and in less than three years the weight
of road machines has been reduced from forty-five.
to twenty-two or twenty-three pounds. No man,
however heavy, need ride a modern wheel of over
twenty-five pounds' weight; very few need ride.
over twenty-three pound wheels, while the ma-
jority of good riders can be safely fitted with
wheels that weigh but about twenty-two pounds.
Of course
some wheels at even less weight
176
CYCLING
than this will be used on the road, but it should
be done with extreme caution. Track racers run
from eighteen to twenty pounds.
Whistles. See BELLS AND WHISTLES.
Women, Cycling for.–See LADY CYCLISTS,
and Chapter on CYCLING FOR HEALTH.
Wrenches.-Always carry a small monkey
wrench of good quality. Do not depend on
spanners.
APPENDIX.
THE INFLUENCE OF THE BICYCLE IN HEALTH AND
IN DISEASE.*
By GRÆME M. HAMMOND, M. D., New York. Professor of
Diseases of the Mind and Nervous System in the New York
Post-Graduate Medical School and Hospital ; Professor of
Mental and Nervous Diseases in the University of Vermont.
BOUT two years ago I called attention to
the treatment of certain diseases of the
nervous system by the proper use of the
bicycle. This was the first attempt, at
least in this country, to call the attention of the
medical profession to a therapeutic agent un-
doubtedly of great value. At that time compara-
tively few physicians had had any practical experi-
ence with the bicycle, but since then wheeling has
taken hold of the popular fancy to such an extent
that thousands now ride where formerly hundreds
rode, and the medical man, who at one time con-
sidered bicycle riding degrading to his professional
dignity, now joins with his lay brothers in the pur-
suit of health and pleasure on the wheel. The
* Read before the New York Academy of Medicine,
December 19, 1894, and now reprinted by permission from
the Medical Record.
† Journal of Nervous and Mental Diseases, January,
1892.
177
**178
APPENDIX.
universal popularity of the wheel-and it seems to
be growing in favor every year-has undoubtedly
not only been a source of great pleasure to thou-
sands, but must also have had an appreciable
effect upon the health, either beneficially or the
reverse, and physicians are now arriving at a more
intelligent conception of the possibilities of the
wheel, both for good and for evil. The medical
journals of this and foreign countries are daily
adding to the literature of the subject by the re-
ports of diseases which seem to have been induced
or are aggravated by the use of the wheel.
The question concerning the deleterious effect
on the human organism by the injudicious use of
the wheel concerns the numerous specialists in
medicine as well as the general practitioner.
There is hardly an organ in the body which may
not be influenced one way or the other by the
proper or improper use of the bicycle; and hence
it is that all medical men should study this ques-
tion carefully and endeavor to arrive at the ex-
act facts of the case. To this purpose I propose
to consider the subject from the following stand-
points: 1. The use of the cycle by persons in
health. 2. The use of the cycle by persons
diseased.
Little need be said about the rational use of the
bicycle by healthy persons. It is only when the
wheel is improperly or immoderately used that it
constitutes a source of clanger. The, question will
at once arise as to what constitutes this moderate
.and rational use. As men differ, among other
things, in points of age, temperament, physical
strength, and power of endurance, so is it absolutely
impossible to prescribe any general rule which will
APPENDIX.
179
be applicable to all men.
Each individual must
formulate rules for his own guidance, and if he is
incapable of doing this either because he has not
arrived at years of discretion, or because he recog-
nizes his ignorance and distrusts his. judgment,
his medical adviser should be consulted, who by
studying his physique, heart measurement, and
lung capacity, can judge with considerable accuracy
the amount of exercise which is most conducive
to healthy physical development. But as a general
rule, the average individual, after a fair amount of
experience, becomes quite competent to determine
his own capabilities and requirements.
Let it be granted that an individual uses the
wheel properly, what results should he reasonably
expect to achieve ? Statistics do not supply any
information on this subject. No attempt has as
yet been made, that I am aware of, to study the
physical development of men who have been using
the bicycle properly for years. I say for years, be-
cause the best effects of any form of exercise which
is practiced for the purpose of obtaining physical
development are never obtained rapidly, and,
particularly in young subjects, should only be
studied after several years of continuous culture.
There being nó available literature on the subject,
I am obliged to depend solely upon my own obser-
vations. This source of information must neces-
sarily be very meager. Although there are thou-
sands who ride, there are comparatively few within
my reach who have been riding long enough to
render statistics on their physical development.of
much value. I have, however, collected fourteen
cases of amateur riders who have kept accurate
records of the years they have been riding, and ap-
180
APPENDLY.
proximate records of the number of miles they have
ridden in this time. These cases I have examined
and endeavored to tabulate the most important
features ascertained. These men have ridden from
five to thirteen years, and in that time have
travelled from five thousand miles to twenty-seven
thousand miles.
TABLE NO. I.
Amateur Riders.
Ridden a Wheel.
Years.
Casc.
Age.
Chest Expansion.
Inches.
Hcart.
Miles Ridden.
Muscular System.
1137
5
21251 10
22,000
27,000
3/36
5
8,000
2
1 Slight hypertrophy. Well developed.
Legs well developed,
arms and trunk
fair.
General develop-
ment greatly , be-
yond normal.
It
Well developed.
Normal,
og Slight hypertrophy. Well developed.
Average.
442
12
54613
6
241 13
7125
IO
834
7
9130
8
7
7
24,000
25,000
14,000
20,000
18,000
9,000
8,000
17,000
1029
II 26
2
Normal.
it Slight hypertrophy.
Generally very mus-
cular.
1 Normal.
I g
Iš Slight hypertrophy. Well developed.
Average.
12 24
13139
14241
6
5
5
7,000
6,000
5,000
Average chest expansion, 1 inch. Heart usually hypertrophied
without dilatation. · Average age, 31+ years. Chest expansion, 13
riders above normal; I normal.
This table demonstrates two important facts
very clearly : First, that men who have ridden a
APPENDLY.
181
great deal for a number of years have acquired
simple cardiac hypertrophy without dilatation; and
second, that their breathing capacity is greatly in
excess of that of the average man. The cardiac
hypertrophy that I refer to is due to a simple in-
crease of muscular tissue, and is in the nature of a
healthy growth or development induced by exercise.
It is precisely similar to the hypertrophy which oc-
curs in any other muscle which has been used a
great deal. Hypertrophy in this sense is purely a
relative term. For more than a century man has
shown a tendency to develop the different qualities
of the mind, and has paid but little attention to the
gradual degeneration of the muscular system and
to the consequential reduction of his powers of
physical endurance. This has been one of the
natural consequences of the rapid advance of civili-
zation, especially in this country; and this, together
with the great development of industries, com-
merce, and the professions, which have demanded
the best energies of our men, finally made us a race
of intelligent, clear-sighted, energetic, and nervous
people, but very far short of the physical perfection
seen in men in earlier ages. The dangers attend-
ing this physical degeneration of the race have of
late years been gradually instilled into the public
mind, and this has resulted in a healthful reaction.
Men, and, what is of almost equal importance,
women, are gradually beginning to comprehend the
advantages of physical development, and are in a
fair way to understand that the highest type of
man, taken as a whole, is not represented by intel-
lectuality alone, but more properly by a judicious
combination of mental and physical vigor. Ten or
fifteen years ago it was exceptional to find business
182
APPENDIX.
and professional men and women who practiced
any special form of exercise. To-day thousands
are making physical exercise an important feature
of their daily duties; and what is of greater im-
portance, we are educating our children to believe
in physical culture and to practice it. The evolu-
tion of the bicycle to the form it presents to-day is
probably the greatest factor which has influenced
the spread of the doctrine of physical culture in this
century. As a natural consequence of this gradual
but universal physical development, which will only
be attained in time, we must expect to observe a
relative development of some of the internal organs,
particularly the heart and lungs. The simple
hypertrophy of the heart observed in most bicycle
riders who have ridden to any extent will grad-
ually become more common, and finally will be
accepted as normal, and what is known to-day as
the normal heart will then be considered degen-
erated.
A second glance at the table shows that all the
riders have a greater breathing capacity than the
average man. The chest of the average man ex-
pands an inch when the lungs are inflated to their
greatest capacity. This has been carefully verified
by myself and by others, who have measured many
men whose lung-powers have not been developed
by special forms of exercise. It is usually believed
that the average chest-expansion is three inches,
and there are many who can increase the girth of
the chest much more than this. It is claimed, for
instance, that Sandow's expansion is thirteen in-
ches. This, however, is fallacious and does not by
any means express the truth. It is accomplished
by a forced expiration before the inspiration, and is
APPENDIX.
183
then further augmented by “setting" the scapular
and pectoral muscles. In the table I have prepared,
the average lung inflation is represented by a chest
expansion of one and four-sevenths of an inch,
which is an excess of four-sevenths of an inch
above that of the average man.
This excess is unquestionably of great advantage
to the individual possessing it, when it is taken in-
to consideration what a great influence is exerted
on the general health and on the proper perform-
ance of the functions of the various organs by a
perfect oxygenization of the blood ; and when there
is added to this the action of a powerful muscular
heart, it can readily be perceived that bicycle rid-
ing, conducted properly and for a long time,
induces a condition of cardiac and pulmonary de-
velopment which must exert an enormous influ-
ence in maintaining the proper functions of other
organs; in preparing the organism to resist dis-
ease; and in overcoming disease that has been
contracted.
The muscular system of the bicycle rider is, as a
rule, uniformly well developed. It is often claimed
by those who are not properly informed, that the
exercise develops the muscles of the legs at the ex-
pense of the rest of the body. This is not so. On
the contrary, the muscles of the back, chest, arms,
and abdomen are employed a great deal--not to
the same extent as the muscles of the legs, but
sufficiently so to consider bicycle riding an exer-
cise inducing general development of the muscular
system.
The observations recorded in Table No. I were
made on men who have always ridden in the erect
posture. A great deal has been said in regard to
184
APPENDIX.
the pernicious effects of riding with the body al-
most, if not quite, at a right angle with the legs.
A peculiar malformation of the spine has been re-
ported to result from this posture, and it certainly
seems as if the lungs, and consequently the heart,
must be greatly hampered in performing their work.
To obtain some information on this subject I have
carefully examined fourteen professional riders,
seven of whom are the most celebrated racing men
in the world-men who have obtained national
reputations as great riders ; who have ridden more
races than any other men ; and who have ridden
faster than any other men ; and who always ride
with the body at right angles to the legs. These
observations I have tabulated in Table No. 2. In
no case was there any deformity of the spinal
column, and I may say here, if any such condition
has ever been observed the number of cases of it
must be very few indeed. I have never seen a case
of it. They were all well-built, muscular men, but
different froin those in Table No. 1, who were
all amateurs, in that in all cases there was an ex-
cessive development, compared to the rest of the
body, of the muscles of the thighs, particularly of
the vastus internus and of the muscles of the
abdomen. The development of the abdominal
muscles resulted from their continual contraction
while maintaining the riders in their racing position.
All had cardiac hypertrophy without dilatation.
At first glance it would seem as if the lung
capacity of the professionals was fully as good as
that of the amateurs, and this is true if the measure-
ments of the national champions only are con-
sidered.
?
APPENDIT.
185
Heart.
Muscular
System.
1. Hypertro-
Well developed.
phied. Extraordinary
development
of abdominal
and thigh
muscles,
Is Hypertro- Well developed.
phied.
Extraordinary
development
of abdominal
and thigh
muscles.
If Hypertro- Well developed.
phied. Extraordinary
development
of abdominal
and
thigh
muscles.
1 Slighthy- Well developed.
pertrophy. Extraordinary
development
of abdominal
and
thigh
muscles.
Slight hy-Very muscular.
pertrophy No special de
velopment.
Slighthy-Very muscular.
pertrophy. No special de
velopment.
Hypertro- Very muscular,
phied.
especially
2
2
2
in
TABLE NO. 2.
Professional Riders.
Names.
Age.
Remarks.
Chest
Expansion.
Inches.
Zimmer-
24 American
mann...
world's
champion.
Wheeler...25 American.
Celebrated
rider.
Edwards .23 England's
champion.
Verheyn.. 20 Germany's
champion.
the thighs.
i} Hypertro- Too slender for
phied. his height.
Muscles not
at
all prom-
inent
except
in abdomen.
Hypertro- Muscular thighs
phied, but and abdomen.
not strong
Chest
somc-
what sunken
i Hypertro. Very muscular.
phied.
Colombo.. 23 Italy's cham-
pion.
Lesna..... 31 France's
24
hour cham-
pion.
Martin.... 25 Ainerica's
6-days
champion.
Albert.... 28 America's
6-days rider
and short
distance
racer.
Berlo...... 28 American.
Short dis-
tance racer.
Knowles..
40
American.
6,240 miles
in 60 days
racer.
186
APPENDIX. .
Names.
Age.
Remarks.
Chest
Expansion.
Inches.
Heart.
Muscular
System.
Hypertro-
phied.
Normal develop-
ment.
I
Foster....40 German.
Long dis-
tance rider.
Gross.. 28 American.
Short dis-
tance racer.
Murphy, 25 American.
W.F... Class
B
raccr.
Hypertro-
phied.
Well developed.
& Hypertro-
INot at all mus-
phied, but cular except
not strong
in thighs and
abdomen.
Den Normal and Small but well
very
developed.
strong
Macdon- 18 American.
ald.... Class B
racer. .
Average age, 27 years. Average chest expansion, in inch.
Chest expansion, 9 above normal (these are celebrated riders):
i normal (ı inch); 4 below normal.
Table No. 2 gives the measurements of fourteen
celebrated professional riders. Table No. I gives
the same measurements in an equal number of
amateurs. Comparing the measurements of ama-
teur riders with those of the professionals, who are
national champions, very little difference can be ob-
served. These men who ride at racing speed,
doubled up like a jack-knife, were as well devel-
oped, had just as powerful and healthy hearts, and
their lungs could consume as much oxygen as those
who sat upright and rode at moderate speed. But
it must not be concluded from this that I mean to
infer that any man can race and ride in the posture
of a racer with impunity. Far from it. These men
became professionals because they found that
nature had particularly adapted them for fast rid-
ing. They make a business of it, and are always
in the best possible physical condition.
If we turn, however, to the measurements of the
APPENDIX.
187
other six professionals, whose inferior capabilities:
have not allowed them to become national celeb-
rities, we find a very different state of affairs.
One has the normal chest expansion of one inch,
four below normal, and one is above normal. The
latter, however, has been racing but a short time,
having recently graduated from the amateur ranks.
Comparing the fourteen amateur riders with the
fourteen professionals, it will be seen that the
average chest expansion of the amateurs is 1x of an.
inch, while that of the professionals is iš of an
inch. The expansion of thirteen amateurs is above
normal, and in one it is normal. With the profes-
sionals the expansion is above normal in nine,
normal in one, and below normal in four. It is
quite probable, if professional riders of less phe-
nomenal abilities were substituted in the second
table in place of the national champions, the aver-
age chest expansion would be found to be below
normal.
Excessive work on the wheel is, for the average
man, unquestionably injurious, and it seems a fair
inference to draw, from a study of these cases, that
while many men will, in the course of time, ascer-
tain that nature has adapted them so they may
race with impunity, for a time at least; others who
are led to emulate their example will certainly in-
jure their health and undermine their constitution.
This is particularly true of young lads, many of
whom consider themselves the coming racing
champions of the world. They can be seen in the
streets and on the country roads, tearing along at
the top of their speed, the body thrown forward,
the back humped, and the arms fixed and rigid,
the chest necessarily contracted and preventing its
188
APPENDIX.
proper expansion, at the very time when free move-
ment of the chest walls is most necessary. In
such cases healthy development is likely to be
arrested, and cardiac dilatation, impoverishment of
the blood, and lowered vitality of the system are
probable consequences.. Parents and physicians
should use their authority to prevent this abuse in
the rising generation, and a youth who will not
ride properly should not be allowed to ride at all.
It has been claimed that appendicitis can be some-
times attributed to this faulty position in riding.
While it is undoubtedly true that persons who ride
the wheel, no matter in what posture they ride,
may have appendicitis, there is nothing in literature
to prove any direct relation between appendicitis
and bicycle riding as a cause and effect.
Riding great distances at rapid speed is an abuse
of the wheel which cannot be too severely con-
demned. Anyone who witnessed the last six days'
bicycle race, about a year ago, cannot but recall
with disgust the sickening exhibition of exhausted
riders having to be lifted from and on to their
wheels and carried to and from their quarters,
their joints swollen and inflamed, barely able to
see, and only kept in a conscious condition by the
united efforts of trainers and physicians. This,
however, is an extreme case, but it is not at all un-
common for large parties of riders of both sexes to
go on what are called “ Century runs," that is, to
ride a hundred miles often within a limited number
of hours. To many riders of experience, who are
in good condition and possess excellent powers of
endurance, this may not be a difficult feat to per-
form, but many others in making the attempt
suffer from exhaustion which leaves its traces for
APPENDIX.
189
several days. There are others again who travel
shorter distances, but who ride at such speed that
they return home thoroughly tired out. This, if it
occurs only occasionally, is perhaps of little moment,
but when the repetition is frequent it is undoubtedly
injurious.
Moderate exercise, properly performed, invigo-
rates the system, strengthens the muscles, and in-
creases the powers of physical endurance, but
excessive and exhaustive exercise does none of
these things; on the contrary, it is decidedly in-
jurious to health and should never be encouraged.
Under certain conditions diseases of the genito-
urinary tract may with great probability either be
induced, or else, if they already exist, they may be
aggravated. Cases of prostatitis, urethritis, and
cystitis have been reported, which seem to show
quite conclusively that the friction or jolting of
the perineumn against the saddle was the exciting or
aggravating cause. Such cases are due to the
carelessness or ignorance of the rider. An individ-
ual in riding the cycle, just as in riding the horse,
should sit upon the gluteal muscles and not upon
the perineum. All bicycle saddles can be tilted
either forward or backward, and every person who
rides should so adjust the saddle that the weight
of the body is borne by the gluteal muscles and
not by the perineum; otherwise it is quite probable
that injurious results may follow.
Riding upon the perineum may in many in-
stances cause genital irritation, but this can be
effectually prevented by the proper adjustment of
the saddle. It can therefore be seen that these
diseases or conditions are by no means necessary
consequences of bicycle riding. On the contrary,
190
APPENDI.Y.
they can be remedied in all cases by the intelligent
comprehension of the wrong and its remedy.
The question is often asked, Shall women suffer-
ing from abnormal conditions of the uterus and
ovaries ride a wheel? I was much pleased, at a
recent meeting of the Gynecological Section of the
Academy, to listen to the opinions of our leading
gynecologists on the subject. It seemed to be the
general opinion that this form of exercise was not
injurious, but that in many cases of disease it
was highly beneficial, either as a means of relieving
local congestion, or else acting indirectly on the
pelvic organs by improving the general health of
the patient.
There is one other condition which deserves
mention, and which I am not aware has called
forth any comment up to the present time, and that
is the effect of bicycle riding on the air passages
and as a cause of mouth breathing. On examina-
tion I found all of the men enumerated in Table
No. 2, and who were professional riders, breathed
through the mouth while riding, and that eight of
these were habitual mouth breathers. The major-
ity of the amateur riders I have questioned on this
subject admit that they breathe through the mouth
while riding, but whether the proportion of
mouth breathers is greater among cycle riders than
among those who do not ride, I do not know; but
it is a matter that deserves investigation.
The use of the wheel by persons diseased, when
considered in the light of a therapeutic agent, is a
subject of considerable importance. It also leads
us to inquire whether there are not physical con-
ditions under which the bicycle should be absolutely
prohibited. In certain diseased conditions of the
APPENDIX.
I91
heart, bicycle riding may prove very beneficial.
In simple degenerated conditions of the muscular
fibers, in dilated hearts either with or without com-
pensatory hypertrophy, and in slight valvular af-
fections, bicycle riding, when properly practiced,
may prove of great service, because it improves the
nutrition of the organ and develops the muscular
fibers, thereby enabling the heart to perform its
work more effectually. But no one suffering from
any cardiac affection should ever ride a wheel,
unless advised to do so by his physician ; and in
such instances the physician should make frequent
examinations in order to determine whether benefit
is being derived from it or not. Where exercise
is advisable in heart affections, I know of no bet-
ter method of obtaining it than by the proper use
of the wheel. By riding slowly and on an approxi-
mately flat surface the mildest cardiac exercise can
be obtained, and this, as the heart improves in
strength, can be increased by degrees, and in
direct ratio with the cardiac development. By this
means the strength of the heart can be greatly in-
creased, thus causing a natural compensation for
many abnormal conditions.
But bicycle riding can cause as well as cure
cardiac degenerations. If an individual compels
his heart to work beyond its capacity and the
abuse becomes in any sense continuous, the
danger of cardiac degeneration becomes imminent.
This is more particularly liable to occur in subjects
whose cardiac muscular fibers are abnormally
weakened from disease, dissipation, or from long
neglect of such exercises as are requisite for main-
taining the heart in a healthy condition. In val-
vular lesions also immoderate riding will unques-
192
APPENDIX.
tionably aggravate existing abnormal conditions,
and perhaps superimpose another cardiac disease
upon the original one. In short, it may be said
that bicycle riding may benefit or injure the heart
according to the condition of the heart and the
manner in which the individual conducts his exer-
cise, and the general principle may be adduced
that, while the moderate use of the wheel is con-
ducive to cardinal development, the excessive use
endangers cardiac degeneration. I cannot agree
with the decision of the French Academy, that
no one should ride a wheel without consulting a
physician"; but this rule certainly should apply to
all persons who have cardiac disease and to all
others whose general health, vitality, and physical
strength are to any degree below the normal.
What has just been said in relation to cardiac dis-
eases applies in the main to pulmonary affections.
I have already shown, as far as the limited number
of cases at my disposal permit, that bicycle riding,
when practiced by a healthy person, unquestion-
ably develops the lungs and increases their capacity
greatly beyond what is now considered to be nor-
mal. The knowledge of this fact may be taken
advantage of in the treatment of those pulmonary
conditions in which a breaking down of tissue will
be the natural and probable consequence in the
course of time. Moderate exercise of the lungs by
the moderate use of the wheel, practiced syste-
matically and for a long time, will undoubtedly
retard and perhaps completely arrest some de-
generative changes in the lungs. This will follow
not only from the direct effect of pulmonary de-
velopment, but also from the generally improved
physical condition which is always a prominent
APPENDIX.
193
feature of bicycle riding when rationally practiced.
On the other hand, I can conceive of nothing
which will be more injurious to certain abnormal
pulmonary conditions than the excessive use of the
wheel. Not only will this tend to accelerate de-
generative processes, but it may also induce them
in persons predisposed, particularly if the general
vitality is simultaneously diminished.
The same general rule can be formulated here
that seemed to be applicable to the heart, that is :
That the moderate and proper use of the wheel re-
sults in pulmonary development, while the excess-
ive use may be followed by injurious consequences.
In my former paper I showed, by the report of a
number of cases, that in certain diseases of the
nervous system bicycle riding was very serviceable.
That report referred mainly to cases of functional
and organic paralysis, and to neurasthenia and
hysteria, and demonstrated that in these conditions
great improvement was obtained clirectly from the
use of the wheel. My opinions were so fully ex-
pressed at that time that it is needless to refer to
the subject again, except to state that my experi-
ence in the past two years, since that paper was
published, fully corroborates the views I then en-
tertained. I only desire to state in addition that I
have carefully studied the effects of bicycle riding
on numerous cases of functional dyspepsia and con-
stipation, and have observed great benefit in most
instances, but only in those cases in which the rid-
ing was followed systematically. There are two
other conditions I desire to refer to before I con-
clude what I have to say, in which bicycle riding
seems to exert a beneficial influence. These are
gout and diabetes. Possibly both of these diseases
194
APPENDIX.
are benefited by the great quantity of oxygen con-
sumed; by the improvement in digestion and
assimilation; and by the effect that prolonged
muscular action has on eliminating certain sub-
stances from the system which are either poison-
ous per se, or else become so by conversion. In
two cases of subacute gout I have prescribed the
use of the wheel and have every reason to feel
satisfied with the results. In only two cases of dia-
betes have I had the opportunity of making obser-
vations in regard to the effect of this exercise on
the excretion of sugar. These few cases are not
sufficient to allow the presentation of any absolute
deductions, but the results obtained were suffi-
ciently encouraging to warrant further investigations
in this direction. If we accept the view that the
manifestations of gout depend upon an excessive
formation of uric acid in the system, it can be
readily understood, theoretically at least, how bicy-
cle riding can modify or arrest this process. First,
by the improvement in digestion and assimilation;
second, by the greater demand upon the nitroge-
nous compounds required by the repair of the mus-
cles; third, by the increased oxygenation of the
blood which increases the elimination of urates ;
and fourth, by the further elimination of morbid
material through the increased activity of the sweat-
glands.
This theory may be susceptible to criticism, but
whether it is correct or whether we must look
further for the reasons, the fact remains that bene-
fit is derived in these cases from the use of the
wheel. In the two cases of diabetes, experimental
studies showed that in both cases, and with no
change of diet, the amount of sugar excreted was
APPENDIX.
195
diminished when the bicycle was used regularly.
The explanation of this fact seems to be reasonable,
and is similar to that just offered in reference to
gout. The waste taking place in the muscles is
repaired from the nitrogenous elements, which
otherwise would be converted into urea and then into
sugar. The larger the muscles are that are wasted,
the greater quantity of nitrogenous substance will be
required to complete repair. The largest muscles
in the body are in the lower extremities, and conse-
quently bicycle riding, which calls these muscles
into active use better than any other form of exercise,
operates to excellent advantage. The heart also
need not be exercised unduly, which, in these cases,
is often a point of considerable importance. It is
impossible, in an article on this subject, to enter
deeply into the discussion of each one of the sub-
jects touched upon without making a paper of in-
terminable length. I will therefore conclude what
I have to say by the statement that experience has
shown me that bicycle riding for a healthy individ-
ual is one of the most excellent forms of exercise
for maintaining health, retarding disease, and
strengthening the constitution, and is also a pleas-
ant recreation for the mind; and that in many
forms of disease, when used cautiously and under
medical supervision, it will often be found of ines-
timable advantage.
THE END.
UNIVERSITY OF MICHIGAN
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