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FOUNDED 

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a.r^cli^#tO  CYCLE  REVIEW. 

In  which  is  incorporated  "THE  WHEEL"  (New  York)  and  the  "AMERICAN  CYCLIST"  (Hartford) 


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Ho.  1 


New  York,  N,  Y.,  Saturday,  March  31,  1906: 


^ 


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$2.00  a  Year 
10  Cents  a  Copy 


THE  STANDARD 

Two-Speed    Coaster    Brake 


will 


SUBTRACT  from  the  work  and  ADD  to  the  pleasure 

of  every  man  and  woman  who  rides  a  bicycle. 
IT  REMOVES  THE  "SAMENESS"  FROM  CYCLING. 


Affords  a  hig^h  gear, 

a  low  gear,  a 
coaster  and  a  brake. 


Applicable  to 

any  chain  bicycle, 

old  or  new. 


Brings  new  business  within  the  reach  of  every  enterprising  dealer  who 
is  able  to  make  the  most  of  a  good  thing  when  it  is  placed  before  him. 


Catalogue  and  Quotations  on  Request. 


THE  STANDARD  COMPANY, 

Makers  also  of  Diamond  E  Spolces,  Standard  Pedals  and  Star  and  Sager  Toe  Clips, 

TORRINGTON,  CONN. 


38:i^ 


n^^iear:p^oicr>   o^ii^e^s. 


Quality, 
Endurance. 


Comfort, 
Safety. 


Hade  at 

HARTFORD, 

CONN. 


For 
Bicycles, 
riotorcycles. 
Tandems. 


Carriages, 
Carts, 
Sulkies. 


Tricycles, 

Wheelchairs, 

Etci 


THE  GREAT  KAUFMANN   ROUPE. 


^aM<m  (^W^  i^^    ^X   %^V,   -^oJj  t^cn^^L  ^.cucM  ^ 

*^>ytx,  JW^  a»u>AU^-(?|  ||.(y(D.ftu,     *i>xli.^t^^  Jd.aJI-^£usL 
Yj(L>v>tM-   .JJCuJlcu    inowcui^      /     'rWjQAjoJtk 


-. 


jtKXJliA- 


'^^A^>-i>c^-5^. 


THE  BICYCLING  WORLD 


Get  Ready 


for  the 


Spring  Replacements 


DEFENDER  ^Hl  (nvf^^l if! ^9^^H  ^^^ 

SPECIAL  ^^Lwflfei'^Blkll^l^H  OXFORD 


are  always  in 

PRIME    DEMAND 

for  that  sort  of  work. 

Have  you  a  supply  of  them  in  stock? 


KOKOMO  RUBBER  COMPANY 

KOKOMO,  IND. 


THE  BICYCLING  WORLD 


([^Our  Factory  has  recently  been  visited  by  fire,  which  will  slightly 
delay  our  Bicycle  output,  but  by  April  15  th,  we  will  be  able  to  make 
full  and  prompt  deliveries. 

THE  GEORGE  N.  PIERCE  COMPANY, 

752-758  Main  Street,  BUFFALO,  N.  Y. 


^  Hudson  Bicycles  and  D.  &  J.  Hangers  l^ 


SUITS  ALL  RIDERS,  AND  EVERY  HUDSON  RIDER  IS  AN  ENTHUSIASTIC  ADVERTISEflENT 


PRICES 

Model  302 $50.00 

303 $50.00 

306 $40.00 

307 $40.00 

308 $35.00 

309 $35.00 

310 $30.00 

311 $30.00 

312 $25.00 

313 $25.00 


DISTRIBUTORS 

Baker  &  Hamilton, 

San  Francisco,  Cal. 

Scott  Supply  &  Tool  Co., 
Denver,  Colo. 

J.  W.  Grady  &  Co., 

W(  rcester,  Mass 

Alexander  Elyea  Co., 

Atlanta,  Ga. 


GET  THE  HUDSON  AGENCY  AT  ONCE,  TOHORROW  HAY  BE  TOO  LATE. 

HUDSON  HFG.  CO.,  Hudson,  Hich. 


THE  BICYCLING  WORLD 


YOU     SHOULD     HANDLE 

THE  RACYCLE 

Made   Right   and   Stays   Sold. 

LEADS    THE    WORLD. 

For  Beauty,  Finish,  Durability  and  Value. 


THE  MIAMI  CYCLE  &  MFG.  CO., 


MIDDLETOWN,  OHIO. 


4 


THE  BICYCUNG  WORLD 


The 


Call  for  the  Corbin 

on  the  part  of  the  riders  is  already  begin= 
ning.  It  behooves  the  dealer  who  has  not 
already  done  so  to  make  ready  for  it.  The 
call  is  always  large  and  profitable. 


FRONT   HUBS   TO   MATCH. 


CORBIN  SCREW  CORPORATION 


New  Britain,  Conn. 


THE  BICYCLING  WORLD 


21 


Manufacturers 
and  Jobbers 

TAKE  NOTICE! 

The  REPAIR  SEASON  is 
near  at  hand. 

Arc  you  prepared? 


STANDARD  BICYCLE  PARTS 


have  a  name  and  a 
reputation. 

NONE  BETTER. 


The  Standard 
Welding  Co., 


Cleveland. 


Western   Represtntalives  :  Easti  rn  Repiesentati\e  : 


McCLERNAN  &  orr, 

1 064  Monadnock  Block, 
CHICAGO. 


L.  D.  ROCKWELL, 

Havcmcyer  BIdg., 
NLW  YORK. 


22 


THE  BICYCLING  WORLD 


WANTS  AND  FOR  SALE. 

1 6   cents  per   Mae  of  seven   words,   cash   with  order. 


TTOR  SALE — Marsh  Motorcycle  1905,  almost 
new,  jSiio.oo.  Indian  1905,  ^125.00.  Ram- 
bler 1904,  new,  ;?i50.oo.  Rambler  1904,  §125-00. 
■  Complete  stock  of  Indian  and  Rambler  parts  in 
stock.  Home  trainers  to  hire.  TIGER  CYCLE 
WORKS  CO.,  782  Eighth  Avenue,  New  York. 

pOR  SALE — Indian  Motorcycle,  1905  model, 
fine  order,  $125.00.  Full  line  parts  for  Indi- 
ans and  Thor  type  machines,  expert  repairing,  power 
equipped  shop.  Supplies  of  all  kinds  for  motorcy- 
clists. F.  B.  WIDMAYER  MOTORCYCLISTS' 
SUPPLY   HOUSE,    2312  Broadway,   New  York. 

pOR  SALE — One  2-cyUnder  Indian,  like  new, 
S250 ;  one  1905  Indian  with  heavy  spok-s, 
S150;  Tandam  attachment,  $  10;  Reading  Standard 
Racer,  like  new,  JS160;  Rambler  Motocycle,  new, 
j!i5o;  Indian  Motocycle  in  good  condition,  Jf  12 5. 
F.  A.  BAKER  &  CO.,  1080-1082  Bedford  Avenue, 
Brooklyn;  20  Warren  St.,  New  York. 

TTOR  SALE — Second-hand  mo:orcycles.     Send 
for  list    No.    102,    containing    70    machines, 
from   $3S.oo  up.     HARRY  R.  GEER  CO.,  1014 
Pine  St.,  St.  Louis,  Mo. 


"pOR  SALE— New   Kelecom  Motor,  2%  H.  P. 

Wholesale    price,    §75,    will    sell    for    §35. 

CAMPBELL  MOTOR  Co.,  New  Haven,  Conn. 


Th  or  SALE— Home  trainers,  first-class  con 
dition;  two  sets,  large  dial,  two  hands  for 
racing,  rollers  built  up  and  ball  bearing.  §25  F. 
O.  B.  New  Haven  CAMPBELL  MOTOR  CO., 
New  Haven,  Conn. 

"pOR  SALE— United  States  Patent  No.  245,- 
236,  covering  a  practical  pump  for  auto- 
matically inflating  tires ;  no  reasonable  offer  re- 
fused. P.  J.  McGINN,  Salisbury,  Rhodesia, 
South  Africa. 


H^VSTEJ      TT  O  U     S  EJ  E;  T»f 


The  ARMAC  Chain  Drive 

that  can  be  changed  to  Belt  Drive  in  five  minute's  lime? 


The  "BROWN  YIELDING  GEAR" 

permits  the  use  of  a  DIRECT  CHAIN  drive 
with  any  size  motor. 


"if  It  Was  a  Chain  Drive"  I 


'If  it  Was  a  Belt  Drive' 


1 


"I  Would  Order" 


DEALERS  AND  AGENT— 1  liis  questionnever  looses 
a  sale  for  you  when  you  handle  the  ARMAC. 

Both  Transmssions  With  the  One  Machine  and 

SIX  CHANGES  OF  GEAR, 

Full  information  and  terms  for  tlie  asking. 

JS.RJSXA.C:     JVXOTOie     CO., 

472  Carroll  Ave.,  Chicago. 


HIGH  GRHHE 

wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 

MORSE  rJS.'b"r  CHAIN 


NOISELESS  IN  MUD,  WATER  OR 
DUST   AND    ALWAYS    EASY    RUNNING 

The  only  chain  having  Frictionless 
Rccker  Joints.  Insist  on  having  the 
Morse  Twin  Roller  Fits  regular 
sprockets. 

S&nd  for  Catalog:ue  and 
Trade  Price  to 

Morse  Chain  Co.,  Trumansburg:,  N.  Y. 

^  BICYCLES 

^J  AND 

K  SUNDRIES 

^-^  Prices  Right. 

O    146  North  4th  Street,  Philadelphia,  Pa. 

BICYCLES  >~'  MOTORCYCLES 

HIGH-GRADE  LEADERS. 

Fowlsr-Manson -Sherman  Cycle  Mfg.  Co., 

A5-47  Fulton  Street,  Chicago. 

wnte  for  terms. 

Forsyth  Mfg.  Co. 

BUFFALO,  N.  Y. 

Manufacturers  of 

CHAIN    GUARDS    AND    BRACES; 
COASTER  BRAKES  AND  PEDALS 

WHEN   YOU    SAY 

SPLITDORF  COIL 

TO   A    MOTORCYCLIST 

his  face  lights  up.       He  Icnows  it  has  been  proved 
the  best  that  money  can  purchase. 

C.  R.  SRLITDORR, 

17-27   Vanderwater  Street,    New  York. 


ar&  tho  nnost  sa^isf'yine     , 


Bicyclos  or    IVIot:orcycle! 
_  _  ^  .  ^.  DUCKWORTH 

Sprinajf^iold.     IVIass. 


The  Week's  Patents. 

813,926.  Gas  Engine  Sparker.  Andrew 
P.  Tallmadge,  Washington,  D.  C.  Filed 
Mar.  18,  1905.     Serial  No.  250,829. 

Claim. — 1.  As  an  article  of  manufacture, 
the  spark-advancer  comprising  a  block  ad- 
apted to  be  mounted  and  rock  on  a  Journal 
and  having  a  longitudinal  slideway,  a  box 
through  which  the  sparker-actuating  rod  is 
adapted  to  reciprocate,  said  box  confined 
in  said  slideway,  and  means  for  adjusting 
said  box  longitudinally  of  said  slideway 
and  holding  the  same  in  the  desired  ad- 
justment, substantially  as  described. 

813,934.  Protective  Cover  for  Pneumatic 
Tires.  Josef  Albers,  Aix-la-Chapelle,  Ger- 
many. Filed  Apr.  7,  1905.  Serial  No.  254,- 
415. 

Claim. — An  improved  protective  cover 
for  pneumatic  tires  of  cycles  of  all  kinds, 
composed  of  one  single,  continuous  piece 
of  leather  adapted  to  inclose  the  entire 
outer  surface  of  the  pneumatic  tire,  includ- 
ing the  reinforcements  in  the  wheel-rim 
and  vulcanized  with  the  said  tire  and  secur- 
ed in  the  wheel-rim,  reinforced  internally 
by  a  lining  of  crescent  sha'^e  in  cross-sec- 
tion, secured  to  the  outer  cover  by  double- 
pointed  internally-clenched  rivets,  present- 
ing outwardly  heavy  heads  on  the  thread 
surface,  substantially  as  described. 

813,937.  Cycle  Lock.  Karl  Ballod,  Riga, 
Russia.  Filed  Nov.  18,  1904.  Serial  No. 
233,365. 

Claim. — 1.  A  cycle-lock  comprising  two 
clamps  adapted  to  be  attached  to  the  bars 
of  the  frame  of  a  cycle,  a  spring-actuated 
bolt  pivoted  on  one  of  said  clamps,  a  casing 
containing  a  lock  carried  by  the  other  clamp 
and  a  swinging  attachment  to  said  casing, 
said  lock  being  provided  with  spring-actuat- 
ed means  for  holding  said  bolt  when  swung 
into  contact  therewith,  and  with  means  for 
holding  said  lock  open  after  it  has  been 
opened  by  a  key,  substantially  as  described. 


"The  A  B  C  of  Electricity'"  will  aid  you 
in  understanding  many  things  about  motors 
that  may  now  seem  hard  of  understanding. 
Price,  50  cents.  The  Bicycling  World  Pub- 
lishing Co.,   154  Nassau  street.   New   York. 

CATALOGUE. 

Thor  Motor  and  Parts  for  Motorcycle  and 
Hubs  and   Parts  for    Bicycle   on  application. 

AURORA  AUTOMATIC  MACHINERY  CO., 

AURORA,  ILL. 


THE  WILSON  TRADING  CO. 

TIRES 

121  Chambers  Street,        NEW  rORK 

AUTOMOBILE 

BiCYCLE"'sUPPLIES 

Send  for  J906  Catalogue. 

THE  KELSEY  CO.,      Buffalo,  N.  Y. 


THE  BICYCLING  WORLD 


23 


SUBSTITUTION  MAKES  BIGGER  PROFITS? 

Suppose  you  do  make  two  per  cent,  or  even  twenty  per  cent,  more?      Is    not   your    extra    time    and    talk 
worth    anything?      How  about  the  dissatisfied  customer?     What  about  future  sales? 

SJniShte 

is  the  only  oil  for  lubricating,  cleaning,  polishing,  and  preventing  rust,  and  the  only  oil  that  sells  itself — it  is 
advertised    everywhere — it  is  so  good  people  always  want  more.     Ask  your  jobber. 


G.  W.  COLE  COMPANY, 


145  Broadway,  New  York  City. 


Schrader  Universal  Valve. 


{Trade  Mark,  registered  April  30,  1895.) 


NOTICE. 

Manufacturers  of  Bicycles,  Jobbers  and 
Dealers : 

In  order  to  facilitate  the 
obtaining  of 

PARTS  of  the 
Schrader  Universal  Valve> 

We  have  concluded  to  sell 
parts  only  to  the  general 
trade. 

Parts  99-1,99-2,90-3,99-4  may  be  had  from  all  makers,  -»r 
from  A.  Schrader's  Son,  Inc.  Price  fast  lent  on  appli- 
cation 


SIMPLE  AND 


ABSOLUTELY   AIR-TICHT 


Manufactured  by 


A.  SCHRADER'S  SON,  Inc. 


Established  1844. 


28-32  Rose  St., 


New  York,  U.  S.  A. 


"The  A.B.C. Of  Electricity" 

will  help  you  understand  many 
things  about  motors  which  may 
now  seem  hard  ot  understanding. 


tOS  Pages, 


50  Cents  Per  Copy, 


THE  MOTOR  WORLD  PUBLISHING  COMPANY 


154  Nassau  Street, 


NEW  YORK. 


TheSartus  Ball  Retainer 

[Brought  Out  In  1896) 

The  ORIGINAL  and  the  BEST 

This  retainfr  is  manufactured  by  tlie  Sartus 
Ball  Bearing  Company,  under  U.  S.  Patents  Nos. 
576,500,  611,689  and  799,oc8,  which  cover  all 
ball  retainers  having  a  single  row  of  standards  rising  from  the  base 
at.  one  margin  and  extended  to  overhang  the  base.  All  other  manu- 
facturers of  such  ball  retainers  are  infiingers,  and  useis  of  such  re- 
tainers made  by  other  manufacturers  are  vparned  againtt  continuing 
such  use.  DONT  BUY   A   LAW=SU1T. 

THE  SARTUS  BALL  BEARING  CO. 

155  Spring  Street,  New  York  City. 


ALL     ROADS    ARE    EASY    WHEN     THE 


STAR 

BALL 
RETAINER 


IS    LJSED. 

With  mlliloni  In  dally  usa,  it  has  stood  tha  test  for 
more  tfaao  fiva  years  and  is  adaptable  to  ball  bearings  cf 
any  kind. 

If  you  are  users  of  ball  bearings  we  would  be  pleased  to  hear 
from  jou  and  mail  you  our  catalog  with  the  latest  information, 
which  we  know  would  be  profitable  and  interesting  to  you. 


THE  STAR  BALL  RETAINER  00.,  Lanoattsr,  Pe.,  U.3.A. 


Iptesseb  Steel  Bicycle  J^itttngs, 

Lugs,  Clusters,  Tecs,  Heads,  Head  Sets,  Hubs,  Fork  Ends,  Chain 
Adjusters,  Crowns,  Head  Shells,  Cones,  Ball  Cups  and  Retainers. 

Light  ana  Heavy  Metal  Stamping  and  Cold  Foreing,  Ball  Bearings,  Stove  Trimmings  and  Shee 
Metal  Specialties,  .rtutomobile  and  Electrical  Fittings. 

(Uorcester  Pressed  Steel  Company, 


Successors  to  Worcester  Ferrule  &  Mfg.  Co. 


MAIN   OFFICE    AND    FACTORY: 

Ulorccster,  mass. 


Chicago  Office,  1064  Monadnock  Block 


Special  Stamplnss 

F-ROC\/I 

SHEET  METAL 

THE  CROSBY  CO.,     -    Buffalo,  N.Y. 


MODEL   97, 

The  Standard 
WrencSl  for   Bicycles 

For  sale  hy  leading   .  ^.  _   'y.tiwa  ift?50t©R5ycle9.» 

jobbers^everywher^l  Bt^lSieSii  §?51^*tC!l?i.Harttot(l,  COM  i 


24  THE  BICYCLING  WORLD 


KELLY  BARS 

Appeal 
To  All    Manner  of   Men,    also   Women. 

THEIIR   ADJUSTABILITY 


AFFORDING 


25    CHANGES    OF    POSITION 

LEAVES    NOTHING    TO    BE    DESIRED. 

And  Kelly  Quality  Always  has  been  Top  iMotch. 


CATALOGUE    ON    REQUEST. 


KELLY   HANDLE   BAR   CO.,  -  -  Cleveland,  Ohio. 


Goodyear  Cushion  Pneumatic 


The  most  durable  bicycle  tire  made.  There  is  a  steadily  increas- 
ing demand  for  this  tire  and  every  dealer  should  carry  them  in  stock; 
merely  showing  a  section  will  often  make  a  sale  and  a  satisfied  customer. 

Send  us  your  name  and  address  so  we  can  ir    •  ^r  ^  -.cctions. 


GOODYEAR  TIRE  &  RUBBER  CO.,  Akron,  O. 


The  Bicycling  World 


AND  MOTORCYCLE  REVIEW. 


Volume  LIII. 


New  York,  U.  S.  A.,  Saturday,  March  31,  1906 


No.  1 


STRICT    ON    SECOND    HANDS 


Denver  Adopts  a  Code  to  Check  Theft — 
Sales   and   Repairs    Reported. 


Denver,  Colorado,  has  tackled  the  prob- 
lem of  cycle  stealing  and  will  make  an  at- 
tempt to  control  or  to  keep  tabs  on  the 
second-hand  business  done  in  that  city.  The 
city  council  has  passed  an  ordinance  that 
seems  drastic  in  its  provisions,  but  it  is 
one  which,  perhaps,  will  go  a  long  way  to- 
ward breaking  up  disreputable  houses  that 
cater  to  the  thieving  element  and  act  as 
fences  for  stolen  bicycles.  In  the  future 
if  a  person  in  that  city  has  his  cherished 
mount  purloined,  he  or  she  will  only  have 
to  go  to  the  chief  of  police,  state  the  make 
and  number  of  the  missing  machine,  and  if 
it  still  remains  in  the  city  it  will  be  an  easy 
matter  to  locate  it  or  find  some  clue  that 
will  lead  to  its  ultimate  recovery. 

According  to  the  provisions  of  the  or- 
dinance which  was  passed  by  the  council, 
all  dealers  who  do  a  business  in  second- 
hand bicycles  in  Denver  are  required  to 
pay  an  annual  license  fee  of  $10,  and  to  file 
with  the  chief  of  police  a  record  of  every 
second-hand  wheel  which  they  may  pur- 
chase. Every  time  a  repair  is  made  upon 
a  machine,  no  matter  what  it  is  or  how 
small,  the  number  of  and  the  make  of  the 
wheel  must,  with  a  description  of  the  re- 
pair, also  be  filed  with  the  police  officials. 
When  a  wheel  is  enameled,  that,  too,  must 
be  reported  to  the  officials. 

Up  to  date,  upwards  of  thirty-five  second- 
hand dealers  have  complied  with  the  license 
provisions,  which  shows  what  an  amount 
of  business  of  this  character  is  done  in  Den- 
ver. The  measure  is,  no  doubt,  somewhat 
drastic,  and  perhaps  a  few  of  the  dealers 
made  strenuous  objections  to  its  passage, 
but  it  is  one  which  will  make  bicycle  thiev- 
ing in  Denver  a  perilous  thing  for  both  the 
thief  and  the  dealer  who  knowingly  or  un- 
knowingly, as  the  case  may  be,  allows  his 
house  to  become  a  repository  for  stolen 
bicycles.  Which  leads  up  to  the  supposition 
that  hereafter  Denverites  may  close  their 
eyes  at  night  with  the  calm  assurance  that 
their  cherished  mcunts  will  not  be  made 
a'.vny  with  before  morning,  or  if  it  should 
be,  the  dealer  to  whom  it  is  offered  will 
immediately  report  to  the  police. 


The  Retail  Record. 

Bay  City,  Mich.— Graves  Brothers;  new 
store. 

Woburn,  Mass. — William  H.  Luck;  shop 
destroyed  by  fire;  damage  $2,000. 

Logansport,  Ind. — Barnhart  bicycle  store, 
fire;  $1,000  damage;  insurance  not  stated. 

Pittston,  Pa. — Fred  Schussler,  store  de- 
stroyed by  fire;  loss,  $800;  insurance,  $300. 

Toledo,  Ohio.— Frank  Mutz  and  L.  A. 
Miller,  dissolved  partnership.  Muntz  con- 
tinues. 


CONFEREES    MEET    IN    TOLEDO 


White  Incorporates  in  Camden. 

Papers  have  been  taken  out  for  the  White 
Motor  Co.,  at  Camden,  N.  J.,  with  $150,000. 
It  is  stated  that  the  company  will  manu- 
facture motors  and  cycles.  The  incorpora- 
tors named  are  J.  W.  White,  of  Philadel- 
phia; C.  F.  Woodhull  and  C.  S.  King,  of 
Camden. 


Willys    Buys    Owego    Business. 

The  Willys  Co.,  Owego,  N.  Y.,  has  been 
incorporated  with  $6,000  capital,  to  take 
over  the  Strong  bicycle  business  in  that 
city.  J.  N.  Willys,  of  the  Elmira  Arms  Co., 
is  the  moving  spirit  of  the  new  company. 
His  fellow  directors  are  J.  T.  Skehan  and 
C.  L.  Latin. 


Morrow  Goes  to  Europe. 

A.  P.  Morrow,  superintendent  of  the 
Eclipse  Machine  Co-.  is  now  in  Europe, 
combining  some  pleasure  with  considerable 
business,  chiefly,  it  is  understood,  relating 
to  coaster  brake  patents.  He  will  remain 
abroad  some  little  time. 


Simmons  to  Open  in  Oklahoma. 

The  Simmons  Hardware  Co.,  St.  Louis, 
who  job  bicycles  on  a  considerable  scale, 
are  making  ready  to  establish  a  branch 
house  in  Oklahoma  City.  Contracts  for 
a  three-story  fire-proof  structure  already 
have  been  let. 


Berkshire  Becomes  a  Corporation. 

The  Berkshire  Cycle  &  Automobile  Co., 
North  Adams,  Mass.,  was,  incorporated  this 
week  under  the  laws  of  -  that  State  with 
$5,000  capital.  W.  G.  Parker  figures  as  the 
treasurer -of  the  concern. 


Cycle  Makers  and  Parts  Men  Outline  Pub- 
licity Plans — Report  Next  Wednesday. 


When  the  Cycle  Manufacturers'  Associa- 
tion meets  in  Buffalo  on  Wednesday  next, 
it  is  likely  that  there  will  be  "something 
doing"  of  a  character  that  is  of  general 
interest. 

Promise  of  the  sort  is  held  out  by  the 
meeting  held  last  week  in  Toledo  by  the 
conference  committees  of  the  C.  M.  A.  and 
the  Cycle  Parts  and  Accessories  Associa- 
tion. While  the  exact  nature  of  the  con- 
ferees' report  will  not  become  public  prop- 
erty until  Wednesday  next,  it  is  known  that 
the  matter  of  publicity  was  one  of  the  chief 
topics  of  the  discussion  and  that  a  plan 
of  campaign  and  the  best  means  of  provid- 
ing the  sinews  of  war  were  at  least  out- 
lined. It  will  be,  of  course,  submitted  to 
the  Buffalo  meeting. 

The  parties  to  the  Toledo  conference 
were  Harry  Walburg,  Miami  Cycle  &  Mfg. 
Co.;  Frank  E.  Southard,  Toledo  Metal 
Wheel  Co.,  and  F.  C.  Gilbert,  Pope  Mfg. 
Co.,  representing  the  Cycle  Manufacturers' 
Association,  and  H.  S.  White,  Shelby  Steel 
Tube  Co.;  W.  S.  Gorton,  Standard  Welding 
Co.,  and  D.  S.  Troxel,  Troxel  Mfg.  Co., 
representing  the  Cycle  Parts  and  Acces- 
sories Association.  The  latter  organization 
is  due  to  meet  in  Buffalo  on  May  9,  as  was 
stated  in  the  Bicycling  World,  but  not  a 
few  members  of  it  probably  will  be  found 
in  the  "offing"  when  the  bicycle  manufac- 
turers   get   together   on   Wednesday. 


Fire  Damages  Two  Chicago  Concerns. 

Fire  in  the  five-story  building  at  80  to  84 
Michigan  avenue,  Chicago,  111.,  last  Satur- 
day afternoon,  24th  inst.,  which  was  being 
reconstructed  for  the  Goodyear  Tire  anil 
Rubber  Co.,  and  the  Beckley-Ralston  Co., 
dealers  in  supplies,  caused  a  loss  of  $100,000. 
These  two  concerns  were  just  moving  in, 
otherwise  the  loss  would  have  been  much 
greater.  The  flames  were  first  discovered 
in  the  salesrooms  of  the  tire  company,  but 
the  building  was  reduced  to  a  mass  or  ruins 
so  quickly  that  it  was  impossible  to  tftll 
where  the  fire  originated. 


93838 


THE  BICYCLING  WORLD 


EXPORTS  GO  UPWARD  AGAIN 

February  Responsible  for  Biggest  Increase 
in   Years — Where   the   Goods   Went. 

Following  the  pace  set  by  January,  the 
shortest  month  in  the  year  has  not  only 
greatly  exceeded  the  mark  set  by  its  prede- 
cessor, but  when  compared  with  February 
of  the  year  previous  exhibits  what  nowa- 
days may  be  styled  a  phenomenal  increase 
— a  jump  from  $92,524  to  $223,947,  or  a  clear 
gain  of  $131,000  in  round  numbers.  In  de- 
tail the  report  reveals  a  complete  reversal 
of  form  in  every  important  market. 

For  instance,  the  United  Kingdom  marks 
an  increase  from  $16,760  to  $37,898;  Ger- 
many from  $7,549  to  $28,572— something 
unprecedented  since  that  time  when  the 
Teuton  awoke  to  the  fact  that  he  could 
imitate  with  cheap  labor  and  American 
automatic  machinery  cheaper  than  he  could 
buy;  Netherlands  jumped  from  $5,392  to 
$37,270,  and  Other  Europe  establishes  a 
record  by  soaring  from  $9,622  to  $56,014. 
In  the  Far  East,  Japan  is  also  beginning  to 
look  up  again,  her  total  having  risen  from 
$16,505  to  $29,162.  Where  the  period  of 
eight  months  ending  with  February  is  con- 
cerned the  results  are  not  indicative  of  the 
same  heavy  percentage  of  gain,  but  it  is 
significant  that  here  also  a  decided  upward 
trend  is  manifest,  the  gain  over  the  same 
period  of  1905  amounting  to  almost  $150,- 
000.  For  this  period  the  totals  were  $1,224,- 
700  in  1904,  $726,754  for  1905,  and  $870,758 
for  1906.  Many  of  the  smaller  markets 
show  a  consistent  upward  trend  that  has 
been  free  from  fluctuation  for  some  time. 
Such  are  Mexico,  Cuba  and  Argentine. 
While  small  in  themselves,  seldom  exceed- 
ing the  $10,000  mark  in  a  month,  in  the 
aggregate  they  reach  a  respectable  total 
that  is  constantly  growing. 

The  report  in  detail  follows: 

February — 

Exported  to —  1905. 

United   Kingdom    $16,760 

Belgium     2,471 

France 3,036 

Germany    7,459 

Italy    

Netherlands    5,392 

Other   Europe    9,622 

British  North  America  11,407 

Central   American   States   and 

British  Honduras   181 

Mexico    3,410 

Cuba    2,172 

Other  West  Indies  and  Bermuda....  1,712 

Argentina    367 

Brazil    556 

Colombia   160 

Venezuela 47 

Other  South  America  618 

Chinese   Empire    935 

British  East  Indies   ; 432 

Hongkong    

Japan 16,505 

British   Australasia    6,212 

Philippine  Islands   695 

Other  Asia  and  Oceania 2,108 

British   Africa    51 

All  other  Africa   216 

Other  Countries   , 

Totel $92,524 


Why    the    Puncture    Preventer. 

Nail  finders  or  puncture  preventers  for 
bicycle  tires  are  neither  new  nor  novel,  but 
somehow  or  other,  they  failed  to  meet  with 
any  ready  acceptation  on  the  part  of  the 
cyclist  generally,  even  when  they  did  pos- 
sess both  these  qualifications.  They  hap- 
pened to  constitute  an  exception  to  the 
general  success  of  the  great  mass  of  odds 
and  ends,  many  of  which  had  little  or  no 
excuse  for  existence,  and  with  which  the 
market  was  literally  flooded  some  years 
ago.  There  were  few  of  these  products  of 
perverted  genius  that  did  not  succeed  in 
attaining  a  certain  measure  of  popularity, 
though   the   latter   often   proved   fleeting. 

But  the  puncture  preventer  never  had  its 
day  and  probably  never  will.  The  idea  has 
been  resurrected  by  a  German  manufac- 
turer who  has  embodied  it  in  a  feather- 
weight form — aluminum  and  celluloid — the 
former  material  as  the  frame  and  the  latter 
to  come  in  contact  with  the  tire.  The  cel- 
luloid is,  of  course,  the  business  end  of 
the  device,  for  its  function  consists  of 
scraping  off  any  foreign  matter,  such  as 
glass  or  nails,  that  has  started  to  imbed 
itself  in  the  rubber,  before  it  has  time  to  be 
driven  through.  It  is  generally  considered 
that  several  revolutions  of  the  wheel  <ir; 
necessary  to  drive  an  object  clear  through 
a  tire — hence  the  puncture  preventer. 


USES    OF   FRENCH    CHALK 


Many  Ways  in  Which  it  May  be  Employed 
to   Facilitate   Tire  Work. 


Correct  Adjustment  of  Contacts. 

Few  motorcyclists  realize  what  a  mar- 
velous difference  may  be  brought  about  by 
a  correct  adjustment  of  the  contact  breaker. 
Sometimes  not  more  than  a  quarter  or  half 
a  turn  of  the  adjusting  screw  will  make 
all  the  difference  in  the  world.  Once  set 
it  is  the  better  part  of  discretion  to  let 
it  alone  as  long  as  it  runs  well.  When  the 
motor  refuses  to  start  or  begins  to  misfire 
is  time  enough  to  "take  notice." 


Eight  Months  End 

ing  February — 

1906. 

1904. 

1905. 

1906. 

$37,898 

$159,401 

$104,722 

$108,376 

3,785 

28,175 

24,487 

16,629 

1,299 

37,465 

19,126 

27,221 

28,572 

65,420 

26,152 

71,779 

467 

36,213 

13,152 

22,793 

37.270 

72,243 

29,360 

108,560 

56,014 

103,128 

66,203 

141,339 

7,504 

64,590 

52,356 

27,674 

501 

1,775 

3,126 

4,760 

6,368 

27,366 

28,999 

51,394 

2,315 

1 1,260 

24,250 

25,592 

2,136 

20,081 

19,871 

15,931 

2,574 

9,733 

11,522 

12,627 

376 

8,320 

8,338 

5,365 

354 

843 

3,216 

2,887 

39 

480 

301 

667 

726 

11,759 

8,544 

8,335 

1,613 

10,919 

10,297 

6,092 

194 

16,981 

5,872 

3,903 

91 

7,903 

2,457 

584 

29,162 

254,062 

140,718 

126,675 

3,807 

228,406 

100,254 

67,705 

25 

19,171 

3,246 

4,889 

497 

13,598 

15,557 

7,239 

254 

9,507 

1,769 

1,361 

70 

5,901 

2,809 
50 

390 

$223,947  $1,224,700      $726,754      $870,758 


"One  of  the  most  remunerative  purchases 
a  cyclist  or  motor  cyclist  can  make  is  half 
a  pound  of  French  chalk,  costing  about  ten 
cents,  and  at  this  time  of  the  year  is  about 
the  best  for  such  an  investment,"  says  a 
foreign  authority.  "It  is  not  that  the  arti- 
cle itself  varies  with  the  season,  but  its 
value  differs  in  accordance  with  when  it  is 
used.  Riders  generally  find  a  small  box  of 
French  chalk  in  their  repair  outfits;  use  half 
of  the  supply  on  the  first  puncture,  waste 
nearly  all  the  rest,  and  trust  to  luck  for  the 
next  puncture.  Let  the  wise  rider,  there- 
fore, follow  this  advice,  and  get  a  supply 
of  French  chalk  right  now.  If  his  machine 
is  one  that  has  seen  some  service  let  him 
take  off  the  covers  of  the  tires  and  put  a 
couple  of  teaspoonfuls  of  chalk  inside,  shak- 
ing it  round,  and,  if  possible,  rubbing  it  in. 
Any  excess  can  be  shaken  out,  but  even  if 
left    in    cannot    do    any    harm. 

"In  the  majority  of  cases,  when  a  tire 
has  not  been  removed  from  the  rim  for 
some  time,  its  removal  will  be  somewhat 
difficult,  especially  if  the  tube  has  stuck  to 
the  cover;  but  having  got  it  off  put  in  the 
chalk  and  note  how  easily  the  cover  goes 
back  into  its  place.  If  the  chalk  has  been 
dispensed  with  a  lavish  hand  some  of  it 
will  have  found  its  way  into  the  rim,  and  its 
effect  will  be  noticeable  in  the  ease  with 
which  the  beads  slip  under  the  edges  of 
the  rim  or  the  wires  take  up  their  correct 
position.  In  riding  the  tire,  although  no 
advantage  can  be  noticed,  there  is  a  distinct 
benefit  from  the  chalk,  which  provides  a 
lubricant  between  the  fabric  and  tube,  be- 
tween which  there  is  a  constant  although 
slight  relative  movement.  When  the  next 
puncture  happens  the  cover  comes  off  eas- 
ily, the  inner  tube  can  be  hauled  forth  at 
one  sweep  without  fear  of  ripping  it  where 
it  may  have  stuck  to  the  cover,  and  if,  after 
the  patch  is  fitted,  it  is  found  that  the  out- 
fit contains  no  chalk,  the  tube  can  be  put 
back,  with  the  certain  knowledge  that  the 
chalk  already  in  the  cover  will  prevent 
sticking — in  fact,  it  is  better  to  chalk  the 
cover  than  apply  chalk  to  a  patch  soon  after 
it  is  fixed,  as  it  tends  to  dry  the  solution 
under  the  edges  of  the  patch,  and  causes 
the  patch  to  lift  up.  One  good  dressing 
with  chalk  will  last  a  season  or  longer,  and 
is  well  worth  the  little  trouble  entailed  with 
either  a  new  or  old  machine.  In  motor- 
cycle tires,  where  the  heat  generated  is 
very  much  greater  than  in  bicycle  tires,  - 
this  treatment  is  an  absolute  necessity,  as  it 
not  only  prevents  the  cover  sticking  to  the 
tube,  but  frequently  prevents  the  tube  being 
nipped — and,  of  course,  the  othe-'.v'se  in 
evitable  burst  is  also  prevented.  M-'ke  a 
note,  gentle  reader,  to  get  sonii;  chalk 
to-day." 


THE  BICYCLING  WORLD 


WHEN    BATTERIES    WEAKEN 


Just  What  Causes  the  Weariness  and  the 
Recovery — Bubbles  that  Bring  Trouble. 


Just  what  happens  to  a  dry  cell  when 
in  the  vernacular  of  the  motorcyclist,  it  be- 
comes "tired"  and  needs  a  rest  before  it  will 
continue  to  produce  a  spark,  constitutes  an 
unfathomable  mystery  to  the  average  man. 
He  knows  that  its  period  of  inaction  simu- 
lates death  very  closely,  and  many  a  good 
dry  battery  has  been  thrown  away  and  a 
new  one  bought,  simply  from  ignorance  of 
this  peculiarity.  Experience  soon  teaches 
that  a  rest  and  not  a  new  battery  is  what 
is  most  needed.  That  much  the  motor- 
cyclist who  has  passed  his  noviate  is  cer- 
tain of,  but  what  causes  it  to  apparently 
"die"  and  what  gives  it  the  magic  power 
of  new  life  after  a  comparatively  short 
period  of  inaction  are  well  beyond  the  ken 
of  most. 

In  the  action  of  every  primary  cell — that 
is,  one  in  which  substances  are  comb'ned 
to  produce  an  electric  current  by  purely 
chemical  means,  as  distinguished  from  the 
secondary  or  storage  cell  into  which  energy 
is  injected  and  redelivered  by  chemica; 
means,  a  process  is  set  up,  technically 
known  as  polarization.  As  the  dry  cell  is 
a  primary  cell  this  is  what  happens  to  cause 
its  temporary  defection  when  overworked. 
The  dry  cell  is  composed  of  a  zinc  or  posi- 
tive element  forming  the  containing  case, 
a  carbon  plate  or  negative  element  inserted 
into  the  centre  of  it,  an  absorbent  sub- 
stance such  as  sawdust  or  something  simi- 
lar to  hold  the  active  element  and  a  solu- 
tion of  sal-ammoniac  and  water  in  a  semi- 
fluid state.  This  forms  a  simple  open-circuit 
cell  complete,  but  with  nothing  else  it  would 
become  polarized  very  rapidly  indeed,  as 
will  be  evident  from  the  following. 

When  the  circuit  is  closed  in  order  to 
make  use  of  the  current,  chemical  action 
is  immediately  set  up  in  the  cell;  the  sal- 
ammoniac  solution  immediately  attacks  the 
zinc  and  produces  hydrogen  gas  which  is 
evolved  in  the  form  of  myriads  of  small 
bubbles.  Some  of  these  escape  from  the 
cell  without  doing  any  harm,  but  by  far  the 
great  majority  instantly  attach  them- 
selves to  the  carbon  plate  and  in  a  short 
time  it  is  completely  covered  and  its  sur- 
face is  insulated  from  the  action  of  the 
solution  so  that  the  cell  ceases  to  produce 
a  current.  If  the  circuit  then  be  broken 
the  bubbles  burst,  the  gas  escapes  and 
the  carbon  surface  is  once  more  exposed 
and  the  cell  will  resume  action  if  called 
upon.  This,  in  brief,  is  the  cause  and  effect 
of  what  is  known  as  polarization.  In  or- 
der to  offset  its  effects  as  much  as  possible 
the  space  between  the  carbon  and  the  zinc 
of  the  dry  cell  is  filled,  in  addition  to  the 
absorbent  material  already  referred  to, 
with  a  mass  of  granulated  manganese  diox- 
ide— a  chemical  with  a  very  strong  affinity 
for   hydrogen  gas.     Just  as   many  bubbles 


are  generated  as  if  this  depolarizing  agent 
were  not  employed,  but  only  a  fraction  of 
them  reach  the  carbon  as  they  have  to  come 
in  contact  with  this  substance  first  and  are 
there  absorbed.  When  the  battery  "lays 
down"  it  simply  means  that  it  has  been 
worked  beyond  the  capacity  of  this  material 
to  dissipate  the  hydrog-en  bubbles  and  if 
given  a  rest — at  times  only  momentary,  will 
throw  them  off  and  resume  business. 


"SORTING   OUT"  REPAIR   SHOPS 


France  Offers  Big  Purses  for  Alcohol. 

Despite  the  extended  chemical  researches 
that  have  been  carried  put  by  some  of  the 
world's  most  skilled  investigators  over  a 
period  of  years,  no  approach  seems  to  have 
been  made  to  the  discovery  of  an  entirely 
satisfactory  substance  that  may  be  em- 
ployed to  denature  alcohol  in  order  that 
it  may  be  used  as  a  fuel  for  the  internal 
combustion  engine.  Many  have  been  found 
and  are  used  in  large  quantities  in  such 
countries  as  Germany,  but  the  "problem  re- 
mains unsolved  nevertheless.  Wood  or 
methyl  alcohol  is  largely  used  in  this  con- 
nection for  other  purposes,  but  it  would  be 
difficult  to  select  a  substance  worse  fitted 
for  use  in  the  motor.  It  not  only  tends  to 
corrode  the  metal  and  destroy  the  fine 
polish  of  the  cylinder  walls,  but  also  burns 
on  the  valves  in  a  crystalline  deposit  like 
brown  sugar  that  is  so  hard  as  to  make  it 
difficult  to  chip  off  with  a  chisel.  Some 
years  ago  the  Russian  government  offered 
a  substantial  prize  for  the  discovery  of  a 
suitable  system  for  denaturing  alcohol,  but 
so  far  as  known  it  never  has  been  claimed. 

Now  the  French  government  offers  two 
prizes,  one  of  $4,000  for  a  substance,  which, 
while  cheaper  than  any  of  those  now  em- 
ployed, will  prevent  any  possibility  of  fraud, 
and  another  of  $10,000  for  the  invention  of 
a  system  which  will  permit  of  alcohol  being 
used  for  lighting  purposes  under  the  same 
conditions  as  gasolene.  The  nature  of  the 
problem  that  confronts  the  chemist  or  in- 
ventor who  would  attach  either  of  the 
prizes  only  becomes  apparent  upon  studying 
the  conditions.  First  and  foremost,  the  de- 
naturant  must  have  a  smell  and  taste  which 
will  make  the  spirit  unfit  to  drink  and  there- 
fore such  substances  as  romarin,  aspic,  lau- 
rel, essence  of  thyme  and  others  of  the  kind 
must  be  rejected.  The  smell,  however, 
must  not  be  so  strong  as  to  prevent  the 
use  of  alcohol  for  domestic  and  industrial 
purposes,  wherefore  acetylene  and  other 
strong  smelling  ingredients  are  struck  out 
of  the  list.  Soluble  denaturants  which  leave 
deposits,  such  as  salt,  sulphate  of  soda, 
alum,  picric  acid,  tobacco  juice  and  a  variety 
of  chemical  and  other  ingredients  naturally 
can  not  be  considered.  It  must  not  be 
more  or  less  volatile  than  the  alcohol  itself, 
and  thus  allow  of  its  being  eliminated  by 
distillation.  In  this  category  a  whole  list 
of  ingredients  is  given  from  ether  to  gaso- 
lene and  turpentine.  Such  substances  as 
ammonia  and  sulphuric  acid  are  eliminated 
because  they  act  on  the  metal,  and  a  long 
list  of  poisons  is  also  rejected.  It  must  be 
economical  and  be  a  commercial  product. 


F.  A.  M.  Begins  Work  in  that  Direction- 
How    Shops   will   be   Classified. 

Carroll  Leroy  Mosher,  chairman  of  the 
Federation  of  American  Motorcyclists' 
Committee  on  Transportation  and  Facili- 
ties, now  has  well  in  hand  the  work  of 
"sorting  out"  motorcycle  repairers  and  es- 
tablishing a  system  of  official  repair  shops 
— a  work  that  is  fraught  with  probabilities 
of  great  good  alike  to  motorcyclists  and  to 
the  young  industry. 

The  system  contemplates  the  issuance  of 
first,  second  and  third  class  certificates,  the 
basis  of  the  graduation  being  the  experi- 
ence of  the  respective  repairmen  and  the 
facilities  afforded  by  their  shops. 

Thus,  a  first-class  certificate  will  imply 
that  the  holder  is  himself  a  motorcyclist  of 
more  than  two  years'  experience,  or  has 
such  in  his  employ,  and  that  he  is  equipped 
to  undertake  lathe  work  and  carries  in  stock 
extra  parts  and  also  such  necessities  as  are 
enumerated. 

A  second  class  certificate  will  convey  that 
the  holder  is  a  motorcyclist  or  employs  one, 
but  does  not  carry  in  stock  any  motorcycle 
parts  or  sundries,  and  is  not  equipped  for 
lathe  work. 

A  third  class  certificate  will  signify  that 
the  holder  does  not  ride  or  sell  motor- 
cycles and  is  not  experienced  in.  their  use 
and  care,  but  has  a  lathe  and  may  be  able 
to  render  services  in  emergencies. 

Practically  all  of  the  motorcycle  manu- 
facturers have  given  Chairman  Mosher 
assurances  of  their  interest  and  co-opera- 
tion and  placed  him  in  the  way  of  reaching 
all  of  their  agents.  Among  the  questions 
which  they  will  be  required  to  answer  are 
the  followisijr: 

Do  you  bdtidle  motorcycles  and  are  you  a 
rider  or  have  you  a  motorcyclist  in  your 
employ?  If  so,  for  what  length  of  time? 
Have  you  had  experience  in  the  care  and 
repair  of  motorcycles?  If  so,  to  what  ex- 
tent, and  what  are  your  facilities?  Do  you 
carry  any  extra  parts  in  stock,  and  if  so, 
of  what  machines?  Do  you  carry  gasolene 
in  stock?  Do  you  carry  batteries,  spark 
plugs,  engine  oil,  insulated  wire,  chain 
links,  belt  hooks  or  other  such  motorcycle 
necessities  in  stock?  Have  you  storage 
room  for  one  or  more  motor  bicycles?  If 
so,  for  how  many,  and  what  is  your  charge 
per  24  hours?  Do  you  desire  to  be  con- 
sidered an  applicant  for  a  Federation  re- 
pairer's certificate? 

Notice  is  also  conveyed  that  "proof  of 
false  or  misleading  replies  will  result  in 
the  withdrawal  and  cancellation  of  any  cer- 
tificate that  may  be  granted." 

When  the  shops  are  "sorted  out"  and 
graded  it  is,  of  course,  the  intention  of  the 
F.  A.  M.  to  compile  the  information  and 
publish  it  in  book  form. 


8  THE  BICYCLING  WORLD 


WHEN    ANY   ONE   SAYS 
the    dealer    who    handles    the 

National  Bicycles 

is  "  there  with  the  goods  every  time  "  and  the  bicycles  themselves  afford  the 

most   convincing  answer.     They  have   features   not   possessed   by   any 

other   bicycle  and  there's   a   sound   reason  for   and   an   advantage 

gained  by  each  of  these  features.     They  are  of  the  sort 

that   appeal   to   intelligent   buyers    and   that   help 

wideawake   agents   to   attract   such  buyers. 


If  we  are  not  represented  in  your  locality  we  will  bt  glad  to  hear  from   YOU. 


NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 


and  45  per  cent.  Saving  in  Tire  flaintenance  ""  ^''^  essentials 


of  the  ever  reliable 


Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chicopee   Falls,  Mass. 


THE  BICYCXING  WORLD 


FOUNDED, 
•167 


OCYCLE  REVIEW<«s». 


Published   Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


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General  Agents:  The  American  News  Co.,  New 
York  City,   and  its  branches. 

4®"Change  ot  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding  the   date   ot   publication. 

il^Members  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  ofHce  their  head- 
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Information  will  be  at  their  command. 


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Address  us  at  P.  O.  Box  649. 

New  York,  March  31,  1906. 

Singling  Out  the  Skillful  Repairer. 

It  is  an  important  work  that  the  Federa- 
tion of  American  Motorcyclists  finally  has 
undertaken — that  of  singling  out  and  com- 
piling a  list  of  experienced  and  competent 
motorcycle  repairers  and  of  endeavoring  to 
raise  the  standard  of  the  class.  For  as  a 
matter  of  fact,  motorcycling  has  suffered 
not  a  few  slings  and  arrows  as  the  result 
of  the  unskilled  repair  work  that  has  been 
the  rule  rather  than  the  exception. 

The  bicycle  repairman,  pure  and  simple, 
the  automobile  mechanic  and  the  local  elec- 
trician all  have,  on  occasion,  dabbled  with 
motorcycle  repairs  and  some  sorry  effects 
have  resulted.  The  bicycle  repairman  prob- 
ably is  the  best  of  the  three  types  of  work- 
men because  he  is  more  honest  than  the 
others,  that  is  to  say,  in  a  majority  of  in- 
stances he  will  frankly  admit  that  he  knows 
little  or  nothing  about  motorcycles  and  one 
is  therefore  prepared  to  accept  such  service 
as  he  renders,  with  anticipations  of  possible 
sins  of  omission  or  commission. 

The  automobile  mechanic  and  the  elec- 
trician are,  however,  "birds"  of  another 
feather.  Usually  they  profess  knowledge 
which  they  do  not  possess,  although  their 
occupations   naturally   create   more   or   less 


faith  in  their  ability.  In  truth,  however, 
the  average  workman  in  an  automobile  es- 
tablishment, despite  his  knowledge  of  gas 
engines,  is  too  often  a  mere  bungler  when 
it  comes  to  dealing  with  motorcycles,  of 
which  he  knows  nothing.  He  can  spend 
more  time  "feeling"  for  and  guessing  at 
causes  of  distress  and  in  awkwardly  seek- 
ing them,  than  seems  possible  to  the  rider 
who  has  had  no  experience  with  the  ilk, 
while  the  local  electrician — well,  his  lack  of 
information  is  absolutely  astounding.  The 
principles  of  electricity  are  unchangeable 
and  their  application  is  largely  a  matter 
of  positions  and  angles,  but  when  the  aver- 
age electrician  undertakes  to  perform  such 
simple  services  as  locating  a  short  circuit  or 
rewiring  a  motorcycle,  his  study  is  lengthy 
and  profound  and  his  ways  of  accomplish- 
ment frequently  are  painful  and  wonderful 
to  behold. 

We  have  had  personal  acquaintance  with 
each  of  these  three  classes  of  repairmen  and 
speak  from  experience  acquired  at  some  ex- 
pense. The  fact  of  the  matter  is  that  no 
workman  who  has  not  had  at  least  two 
years'  experience  with  motorcycles  is  com- 
petent to  render  intelligent  service.  His 
first  year  usually  serves  to  convince  him 
how  little  he  really  knew  of  the  subject. 
But  even  the  one-year  motorcyclist  is  a 
great  deal  better  than  the  man  who  may 
know  all  about  automobiles  or  about  elec- 
tric lights  or  electric  door  bells.  To  the 
motorcyclist,  the  latter  at  best  can  render 
but  hit  or  miss  service. 

In  making  actual  use  of  or  acquaintance 
with  motorcycles  the  basis  of  either  a  first 
or  second  class  repairers'  certificate,  the 
F.  A.  M.  has  struck  the  keynote  to  the  sit- 
uation while  the  graduation  into  classes  will 
serve  as  a  spur  to  the  workman  who  is 
truly  interested  in  motorcycles.  He  will 
not  rest  content  until  he  becomes  of  the 
first  class. 


Influence  of  the  Bicycle. 

While  it  is  doubtless  quite  true  that  much 
of  the  success  of  the  bicycle  is  due  to  the 
development  of  the  ball  bearing,  it  is  also 
quite  true  that  for  the  development  of  the 
principle  of  the  anti-friction  bearing  in 
other  lines,  the  engineering  profession  has 
to  thank  the  cycle  industry.  For  until  the 
time  of  its  popularization  in  the  bicycle, 
few  attempts,  if  any  at  all,  had  been  made 
to  apply  it  in  other  service.  Its  success  in 
that  field,  however,  seemed  to  point  so 
strongly  to  its  probable  utility  in  other 
lines,  that  an  even  more  complete  study  of 
its    principles    was    made,    resulting    in     its 


present  very  general  adoption.  Modifica- 
tions brought  about  by  changes  of  condi- 
tions largely,  have  been  necessary,  but  the 
principle — unchanged  and  unchangeable^s 
still  to  be  credited  to  the  bicycle. 

Said  Henry  Hess,  whose  connection  with 
the  production  of  the  annular  type  of  ball 
bearing  has  placed  him  in  a  position  of 
authority  in  the  matter,  speaking  before  a 
meeting  of  the  American  Society  of  Me- 
chanical Engineers,  in  New  York: 

"Both  ball  and  roller  bearings  are  of 
hoary  origin.  The  roller  used  under  a 
block  of  stone  by  the  ancient  Egyptians 
and  in  exactly  the  same  way  under  the 
skids  in  a  crate  containing  the  latest  pro- 
duct of  the  modern  machine  shop  show 
familarly  the  advantages  of  the  substitution 
of  rolling  for  sliding  friction. 

"The  early  recognition  of  this  advantage 
led  naturally  to  many  attempts  at  the 
employment  of  rolling  elements  in  the 
journals  of  machines.  Until  relatively  re- 
cent days  such  attempts  have  been  chiefly 
failures — interesting,  but  failures  neverthe- 
less. The  causes  were  simply  imperfections 
in  the  shape  of  the  rolling  elements  and 
their  supporting  surfaces,  resulting  jn  the 
loads  being  actually  imposed  on  insufficient 
areas,  though,  theoretically,  greater  ones 
were  provided. 

"The  bicycle  is  responsible  for  the  wide- 
spread realization  of  the  possibilities  of 
the  saving  of  work  by  ball  bearings;  with- 
out these  it  probably  would  never  have  had 
the  vogue  it  acquired;  the  rider  who  remem- 
bers the  difference  in  freshness  at  the  end 
of  a  half  day's  tour  on  a  wheel  fitted  with 
cone  bearings  and  one  fitted  with  ball  bear- 
ings can  bear  eloquent  witness." 

While  recognition  of  the  far  reaching 
influence  of  the  bicycle  from  such  a  high 
source  may  be  gratifying,  the  ball  bearing 
is  but  one  item  of  a  very  long  list.  The 
debt  that  the  world  owes  to  the  bicycle  is 
a  prodigious  one. 


Raising  False  Hopes  Abroad. 

Because  a  half  dozen  Belgian  four-cylin- 
der motor  bicycles  have  been  sold  in  this 
country,  one  of  the  English  prints  throws 
a  spasm  of  joy  and  urges  the  British  manu- 
facturers to  forthwith  "invade"  America 
with  their  machines,  "We  aie  confident 
of  their  immense  superiority  over  American 
productions,"  says  the  print  in  question, 
which  then  asks  solicitously,  "Will  British 
manufacturers  follow  the  lead  of  our  Bel- 
gian friends  before  it  is  too  late?" 

Alas!  for  British  hopes.  We  fear  it  is 
already  too,  too  late.     It  would  have  been 


JO 


THE  mCYCLING  WORLD 


too  late  last  year  and  the  year  before  and 
the  year  before  that.  Despite  immense  but 
misplaced  confidence  in  the  superiority  of 
the  British  goods,  their  chance  of  success 
in  America  is  akin  to  the  chance  of  a  small 
snowball  on  a  large  gridiron  in  Hades. 
Over  here  we  passed  up  the  British 
ice  wagon  type  of  motor  bicycle  about  three 
years  ago.  The  reason  the  four-cylinder 
Belgian  has  attained  even  its  limited  sale  is 
due  solely  to  the  fact  that  four-cylinder 
Americans  are  not  obtainable  and  that  there 
is  no  "live"  demand  or  real  necessity  for 
such  machines. 

It  may  profit  our  English  cousins  to 
learn  that  in  this  country  there  are  several 
Belgian  single-cylinder  machines,  also  sev- 
eral French  single-cylinder  motorcycles  and 
a  few  two-cylinder  ones  that  can  be  pur- 
chased for  mere  songs.  They  were  im- 
ported in  the  belief  of  their  "immense 
superiority"  and  to  their  purchasers  they 
have  proved  the  most  expensive  "white 
elephants"  in  the  form  of  cycles  that  ever 
passed  through  a  custom  house.  They  have 
.  been  going  begging  for  from  one  to  three 
years. 

Those  motorcyclists  who  make  a  prac- 
tice of-  attending  to  all  the  minor  repairs 
needed  by  their  mounts  themselves  learn 
'  much  from  experience,  ahd  sooner  or  later 
there  is  one  fact  that  becomes  indelibly 
fixed'  in  their  minds,  and  that  is,  given  an 
explosive  mixture  in  the  cylinder  and  a 
spark,  and  there  must  be  an  explosion.  No 
matter  how  puzzling  a  form  the  trouble 
may  assume,  they  do  not  come  to  the  con- 
clusion that  the  engine  is  "hoodooed"  and 
that  no  matter  how  good  a  mixture  is  sup- 
plied nor  how  much  of  a  spark  there  may 
be,  it  will  refuse  to  explode.  They  are  the 
kind  of  men  who  are  not  indefinitely  halted 
by  the  wayside  through  minor  troubles, 
and  regardless  of  how  green  he  may  be  at 
the  outset,  every  motorcyclist  will  find  it 
greatly  to  his  advantage  to  make  a  study 
of  his  machine  so  that  he  may  likewise,  in 
the  fullness  of  time,  come  to  realize  that 
it  is  but  a  piece  of  mechanism  that  will 
always  respond  to  intelligent  treatment  and 
that  it  does  not  partake  of  the  supernatural. 


The  young  man  who  bewails  the  lot  of 
"the  poor  amateur  who  finds  it  hard  to 
make  a  living  out  of  the  game,"  is  unfor- 
tunate in  his  choice  of  words.  Even  milder 
statements  than  that  have  been  known  to 
attract  the  attention  of  the  governing 
authorities  to  such  interesting  amateurs. 


CORRESPONDENCE. 

Suggestions    of   the   De   Soto   Road. 

Editor  of  the  Bicycling  World: 

Every  once  in  a  while  it  happens  that 
some  loud  mouthed  chauffeur  or  petty 
newspaper  scribe  in  an  effort  to  gain  notice 
or  distinction  in  the  automobile  community, 
speaks  ill  of  the  possibilities  of  the  bicycle. 
For  instance,  one  of  the  dailies  of  St. 
Louis,  recently  let  it  be  known  that  an 
effort  would  be  made  to  break  the  auto- 
mobile record  from  St.  Louis  to  De  Soto. 
To  make  plain  to  the  uninitiated  that  a  fast 
run  on  this  historic  course  is  a  feat  worthy 
of  especial  notice,  it  was  stated,  that,  the 
run  to  De  Soto  used  to  be  a  nightmare  for 
cyclists  even  when  the  roads  were  in  perfect 
condition."  While  it  is  true  that  the  hill- 
climbing  feature  of  the  De  Soto  road  is  not 
an  exercise  to  be  recommended  for  invalids, 
it  is  also  true  that  from  the  day  of  the  high- 
way's discovery  to  the  present  time,  the 
run  is  regarded  by  St.  Louis  wheelmen  as 
one  of  the  finest  in  the  country.  The  mag- 
nificent scenery  and  the  exhilirating  coasts 
over  its  long  winding  hills  repay  one  many 
times  over  for  the  labor  expended  in  as- 
cending the  heavy  grades. 

Outside  of  a  few  cases,  probably  the  only 
wheelmen  who  ever  experienced  a  night- 
mare on  the  course  were  some  of  poor  old 
Chicago's  fast  bunch,  when  they  were  intro- 
duced to  that  upheaved  country  in  the  early 
days  of  since  the  St.  Louis  "toughs." 

When  it  becomes  necessary  for  any  one 
to  describe  the  road,  it  is  quite  impossible 
to  refrain  from  associating  the  bicycle  with 
it.  It  was  in  1883  that  six  members  of  the 
long  since  defunct  'Frisco  club  discovered 
this  highway,  and  it  is  to  these  wheelmen 
that  we  owe  the  names  of  "Maxville," 
"  'Frisco,"  "Hell  and  Damnation,"  "Kimms- 
wick,"  "Bulltown,"  "Rogers,"  etc.,  to  desig- 
nate the  more  prominent  hills.  While  they 
were  not  quite  successful  in  renaming  a  vil- 
lage, they  at  least  caused  it  to  be  known  by 
two  names. 

For  many  years  there  was  to  be  seen  on 
the  bank  at  the  top  of  'Frisco  hill,  the  word 
"  'Frisco  Hill,"  spelled  out  in  large  letters 
composed  of  stones,  for  when  these  hardy 
cyclists  reached  the  summit  of  that  up- 
heaval, they  evidently  concluded  that  there 
were  more  loose  stones  in  the  road  than 
there  was  any  practical  use  for,  so  they 
utilized  them  in  naming  the  hill  after  their 
club. 

At  tliat  time  a  bicycle  rider  was  not  con- 
sidered fashionable  unless  he  descended 
hills  with  his  legs  on  the  handlebars  of  his 
high  bicycle  and  while  thus  coming  down 
the  slope  that  leads  into  the  village  known 
then  as  Antonia  (25  miles,  or  about  half- 
way, out  from  St.  Louis),  a  large  bull  was 
suddenly  seen  to  occupy  the  whole  road. 
I  believe  it  was  the  late  Cola  Stone,  who 
being  unable  to  check  his  speed,  jabbed  the 
bull  in  the  ribs  with  the  front  wheel  of  his 
"ordinary."  Stone  himself  "never  touched 
'em."     Not  knowing  the  name  of  the  ham- 


let   where    this    incident    occurred,    it    was 
referred  to  as  "Bulltown." 

From  that  day  to  the  present  time,  this 
highway,  with  its  attendant  fascinations, 
became  a  popular  one  with  St.  Louis  wheel- 
men, and  the  De  Soto  course  was  known 
the  country  over  for  its  terribly  wrinkled 
surface.  Wheelmen  always  called  Antonia 
"Bulltown,"  and  bye  and  bye  the  natives 
also  acquired  the  habit  of  calling  the  village 
Bulltown,  so  that  when  one  consults  a  map 
nowadays,  the  town  is  designated  as  An- 
tonia or  Bulltown. 

The  De  Soto  road  is  not  the  only  one  that 
bears  names  first  used  by  the  pioneers. 
There  are  many  other  hills  and  places 
nearby  St.  Louis,  that  are  known  by  names 
used  by  the  early  tourists.  In  conclusion, 
I  wish  to  say  that  the  road  riders  of  St. 
Louis  cover  miles  and  miles  of  roads  where 
the  fumes  of  gasolene  never  have  been 
smelt  and  probably  will  not  be  for  some 
time  to  come,  unless  there  is  a  good  deal 
of  "fixing  up"  done  in  the  near  future. 

It  is  an  ignoramus  indeed  who  refers  to 
a  boulevard  like  the  De  Soto  pike  as  a 
"wheelmen's  nightmare,"  and  inasmuch  as 
nothing  has  appeared  regarding  the  success 
of  the  attempt  at  smashing  the  automobile 
record  to  De  Soto,  if  indeed,  such  a  record 
exists  at  all,  it  is  quite  likely  that  there  are 
others  who  are  having  "nightmares"  on 
that  road.      THE  MISSOURI  KICKER. 


Long   Marker    Lifts   his    Voice. 

Editor  of  the  Bicycling  World: 

In  the  Bicycling  World  you  mention  that 
your  paper  has  time  and  again  insisted  that 
a  different  method  of  running  handicap 
races  should  be  inaugurated,  because  of 
the  loafing  of  the  long  markers.  Now  in 
justification  of  the  handicap  men  I  wish  to 
say  that  in  my  opinion  the  only  remedy  is 
to  remove  the  cause  of  the  loafing,  and  that 
is  to  give  good,  fair  handicaps,  and  not 
frame  up  races  to  suit  the  scratch  men.  I 
have  known' of  instances  where  men  have 
ridden  out  from  fair  handicaps,  and  when 
they  were  in  the  lead  on  the  last  lap,  an- 
,  other  lap  has  been  rung  in  to  give  the  pro- 
fessional amateur  scratch  men  a  chance  to 
get  up.     I  can  prove  this. 

On  the  other  side  of  the  pond  fair  handi- 
caps are  allotted,  and  they  have  not  so 
much  pity  for  the  poor  amateur  who  finds 
it  hard  to  make  a  living  out  of  the  game. 
As  it  is  in  this  locality,  it  is  useless  to  ride 
out  from  your  handicap.  Yes,  that  would 
be  a  fine  ruling  for  the  amateurs  of  this 
country — that  when  the  long  markers  are 
overhauled  they  must  drop  out.  They 
would  not  then  be  in  the  way  of  the  pro- 
fessional amateurs   who   need  the   money. 

The  handicapping  in  this  country  is  some- 
thing wonderful,  anyway.  One  man  starts 
on  120-yards,  wins  prizes  and  remains  on 
the  same  mark.  Another  starts  on  90  yards, 
wins  nothing,  makes  a  kick  about  his  handi- 
cap, and  is  put  back  to  75  yards.  And  the 
protest  was  a  polite  and  respectful  one,  too. 
FRANK  MacMILLAN, 
New  York. 


THE  BICYCLING  WORLD 


II 


THE  WATCHING  OF  DYER 


C.  R.  C.  of  A.  "Gets  Back"  at  Him  at  Last 
and  Brings  out  Opinions. 


If  Peter  A.  Dyer  had  not  acted  so  during 
his  term  as  president  of  the  Century  Road 
Club  of  America,  it  never  would  have  oc- 
curred to  his  fellows  that  he  deserved 
watching.  But  during  the  24  months  that 
he  was  in  office  he  did  some  things  in  a 
way  all  his  own  and,  though  he  was  very 
quiet  about  it,  the  members  of  the  organiza- 
tion "got  onto  him"  and  it  was  not  long 
after  he  retired  from  the  presidency  that 
they  made  up  their  minds  that  he  would 
bear  watching. 

Among  the  things  it  was  Dyer's  habit  to 
do  was  to  go  down  deep  into  his  pocket 
whenever  funds  were  needed  for  any  pur- 
pose. The  number  of  watches  and  bicycles 
and  other  things  he  paid  for  in  order  that 
the  prize  lists  of  his  club's  events  should  be 
impressive,  is  not  a  matter  of  record,  but 
it  is  a  matter  of  common  gossip,  unusually 
well  founded,  that  in  the  course  of  one 
season.  Dyer's  freehandedness  in  this  re- 
gard entailed  an  outlay  of  all  of  $1,000. 

On  Thursday  evening  last,  29th  inst.,  at 
Terrace  Garden,  New  York,  Dyer  was  told 
what  the  club  thought  of  him  and  then  they 
gave  him  a  watch — a  fine  one  of  gold  and 
suitably  inscribed.  It  all  happened  at  the 
dinner  given  that  evening  in  honor  of  Mr. 
Dyer.  A.  G.  Armstrong,  his  successor  as 
the  head  of  the  C.  R.  C.  of  A.,  made  the 
presentation  speech.  He  paid  him  just 
tribute  and  said  frankly  that  but  for  Mr. 
Dyer's  work  and  liberality  it  was  doubtful 
if  the  Century  Road  Club  of  America  would 
have  remained  in  existence. 

Mr.  Dyer  responded  modestly  and  appro- 
priately. He  was  deeply  grateful  and  would 
cherish  the  gift  which  made  him  feel  that 
his  efforts  had  been  not  wholly  in  vain.  He 
sketched  briefly  the  career  of  the  organiza- 
tion, remarked  that  it  was  known  wherever 
bicycles  were  used,  and  that  one  of  its  arc- 
tic exploring  members,  Spencer  Stewart, 
had  planted  one  of  its  little  flags  directly 
beneath  the  stars  and  stripes  not  far  from 
the  North  Pole.  He  referred  to  the  split 
of  a  few  years  ago  which  led  to  the  forma- 
tion of  the  Century  Road  Club  Association 
as  a  national  body  and  said  while  he  had 
friends  in  both  bodies  and  was  devoid  of 
any  bitterness  of  feeling,  he  had  cast  his 
lot  with  the  "Americas,"  solely  because  he 
believed,  as  he  still  believes,  that  the  name 
should  be  preserved.  In  the  light  of  to- 
day, it  was  clear  that  most  if  not  all  of  the 
causes  of  the  trouble,  were  unnecessary  and 
for  his  part  he  hoped  that  both  organiza- 
tions would  join  forces  and  work  as  one 
for  the  good  of  cycling,  in  which  he  be- 
lieved a  substantial  renewal  of  interest  is 
sure  to  be  brought  about  exactly  as  has 
been  the  case  with  other  sports  and  pas- 
times. 


D.  M.  Adee,  president  of  the  Century 
Road  Club  Association,  who  sat  at  Presi- 
dent Armstrong's  left — Mr.  Dyer  was  at  his 
right— followed  Mr.  Dyer,  whom  he  said 
was  his  friend  and  well  deserved  all  the 
honors  paid  him.  Adee  also  expressed 
the  hope  that  the  two  organizations  would 
come  together  and  said  while  he  had  served 
the  "Americas"  as  first  vice-president,  his 
one  regret  was  that  he  had  refused  the 
presidency  when  it  was  tendered  him.  Had 
he  accepted  it  he  felt  that  he  could  have 
prevented  the  split  in  the  organization  and 
the  resulting  ill-feeling  which  happily  had 
now  almost  vanished.  Mr.  Adee  also  re- 
marked what  is  not  generally  known — that 
originally  the  Century  Road  Club  Associa- 
tion was  part  and  parcel  of  the  "Americas," 
having  been  formed  solely  to  support  a 
club  house  in  New  York,  which  service  was 
'not  within  the  province  of  the  national 
organization.  Mr.  Adee  then  launched  a 
plea  for  purer  amateurism.  He  recalled  the 
days  when  men  raced  for  blue  ribbons  and 
contrasted  it  with  the  present  when  "honest 
graft"  and  the  spirit  of  "what  is  there  in  it 
for  me"  is  uppermost.  He  deplored  mer- 
chandise as  prizes.  He  believed  in  medals 
and  pointed  out  how  wrong  and  how  great 
is  the  incentive  to  dishonest  amateurism, 
when  bicycles,  watches,  clocks,  pianos  and 
other  such  saleable  goods  are  offered  as 
trophies  and  are  given  without  one  word 
of  enduring  inscription.  He  urged  more 
sport  for  the  sport's  sake. 

R.  G.  Betts,  who  was  introduced  as  one 
of  the  two  men  who  organized  the  Century 
Road  Club,  pleaded  guilty  to  the  charge 
and  told  how  his  lonesome  vote  has  elected 
the  other  fellow,  William  Herrick,  the  first 
centurion,  leaving  him  (Betts)  the  distinc- 
tion of  having  been  the  only  and  original 
high  private.  He  had  grown  away  from 
the  club  and  from  Chicago,  he  said,  and  was 
present  chiefly  to  "Show  his  appreciation  of 
a  rare  and  unselfish  worker  whom  he  knew 
rather  because  of  his  deeds  than  because  of 
acquaintanceship. 

"Serving  an  organization  is  too  often  a 
thankless  task,"  said  Mr.  Betts,  "and  occa- 
sional evidence  of  appreciation  such  as 
shown  Mr.  Dyer  is  all  that  makes  it  seem 
worth  while.  Usually  the  sum  total  of 
appreciation  is  contained  in  a  perfunctory 
motion  thanking  the  retiring  officials  in  a 
bunch,  which  motion,  of  course,  includes 
the  son-of-a-guns  who  have  never  turned 
a  hand  not  less  than  the  men  who  have 
sweated  blood  trying  to  serve  the  organiza- 
tion." 

Mr.  Betts  urged  that  the  two  organiza- 
tions end  the  period  of  talk  and  not  only 
get  together,  but  that  they  exist  for  more 
than  riding  centuries  and  promoting  road 
races.  He  said  that  the  chief  cause  of  their 
separation — a  grossly  delinquent  official, 
whom  he  knew  well — was  a  most  unworthy 
one  and  should  not  be  permitted  to  keep 
them  apart.  With  one  big  organization  the 
sport  of  road  racing  could  be  controlled  and 
kept  clean  by  a  system  of  registration  and 
by   alliances    with    other    sports    governing 


organizations.  Nothing  of  the  sort  could 
be  done  by  a  divided  house.  He  also  ven- 
tured the  hope  that  now  the  Century  Road 
Club  flag  had  been  planted  near  the  North 
Pole,  that  it  might  be  seen  occasionally 
away  from  the  Merrick  road  on  Long  Is- 
land, as,  for  instance,  on  the  good  roads  in 
other  parts  of  New  York  and  in  New  Jer- 
sey where  there  were'  things  to  be  seen 
and  liquids  to  be  had. 

President  Armstrong  assured  Mr.  Betts 
that  conferences  were  in  prospect  and  that 
efforts  were  making  to  bring  about  amalga- 
mation. 

Harry  Early,  chief  centurion  of  New  Jer- 
sey, Fred  E.  Mommer,  national  secretary, 
Charles  E.  Nylander,  ex-national  secretary, 
Charles  Mock,  "king  of  road  riders,"  and 
S.  M.  Popper  were  among  those  others  who 
made  remarks,  nearly  all  of  them  breathing 
good  will  to  Dyer  and  a  desire  to  make 
one  big  organization  of  the  halves  that  have 
existed  since  1901. 


Irvington-Millburn  now  Assured. 

Praises  be  to  Allah,  or  rather  to  the 
Bay  View  Wheelmen!  The  energetic  New- 
ark (N.  J.)  organization  finally  has  decided 
to  run  the  good  old  Irvington-Millburn 
road  race,  after  all.  As  usual,  it  will  take 
place  on  Decoration  Day,  May  30.  For 
some  time  past  the  Irvington-Millburn  has 
not  been  a  paying  proposition,  and  this  year 
it  was  decided  to  make  a  personal  canvass 
among  the  men  who  have  businesses  along 
the  course,  and  who  thereby  profit  by  the 
race,  to  see  what  help  could  be  expected. 
Evidently  the  business  men  have  arisen  to 
the  occasion,  as  Captain  Jack  Wuensch 
this  week  sent  out  notices  to  the  effect  that 
the  race  would  be  held  as  usual. 


Self-Heralded  Champion  from  Germany. 

All  the  daily  papers  of  Monday  morning 
announced  that  Edwin  Koenemann,  the 
"champion  Bremen  cyclist,"  had  arrived  on 
the  steamer  Finland,  from  Antwerp.  Just 
what  Koenemann,  or  whatever  his  name  is, 
wants  in  America  is  not  stated.  He  is  cred- 
ited with  being  the  holder  of  the  North 
German  record  for  69  kilometres  and  736 
metres.  As  it  will  soon  be  time  to  open  the 
Madison  Square  Garden  and  Vailsburg 
tracks,  it  would  be  a  good  thing  to  look  up 
the  young  man's  record  and  antecedents, 
especially  as  some  of  the  recently  turned 
amateurs  maintain  they  will  not  ride  as 
professionals. 


Perkins  Wants  Lamps  on  all  Vehicles. 

Assemblyman  Perkins,  of  New  Jersey, 
has  taken  a  step  in  the  right  direction.  On 
Tuesday  of  this  week  he  introduced  into 
the  New  Jersey  State  Legislature  a  mea- 
sure which,  if  passed,  will  compel  all  vehi- 
cles that  use  the  public  highways  to  carry 
lights  at  night,  two  on  each  side,  and  they 
shall  be  kept  burning  brightly  from  one 
hour  after  sunset  to  one  hour  before  sun- 
rise. The  bill  is,  of  course,  designed  to 
affect  horse  drawn  vehicles. 


12 


THE  BICYCLING  WORLD 


THE  MORROW 


The 


ii 


Father  of  Coaster  Brakes 


and  still 


The  Head  of  the  Whole  Family 


Our  printed  matter  is  both^ 
interesting  and   instructive 


ECLIPSE  MACHINE  CO.,  -  Elmira,  N.  Y. 


^^^.m^m^'^wmp 


ROLLERS    WERE    ERRATIC 


Hence  Tigers'  Home  Trainer  Tournament 
was   not   all   Joy — McDonald   Wins. 


Evidently  a  mysterious  force  is  working; 
against  the  success  of  the  home  trainer 
bicycle  tournaments  in  this  part  of  the 
country.  Two  weeks  ago,  "  at  the,  ;meet 
of  tlje'  Century  Road  Club  df  America,  m 
Brooklyn,  one  of  the  rollers  grew  "sulky," 
so  that  it  was  early  in  the  morning  before 
the  last  of  the  heats  was  concluded.  The 
game  hard  luck  attended  the  meet  pro- 
moted by  the  Tiger  Wheelmen,  held  in  the 
jTurn  Hall,  at  Fifty-fourth  street  and  Eighth 
avenue,  New  York  City,  last  Saturday  night, 
^4th  inst. 

In  the  afternoon,  previous  to  the  meet, 
the  rollers  had  been  thoroughly  tested  and 
proven  satisfactory.  When  the  first  heat 
was  called  at  8:30  p.  m.,  the  roller  on  ihe 
ifight  side  went  out  of  commission,  which 
necessitated  delay  after  delay,  until  finally 
nearly  half  the  riders  were  forced'  to  ride 
alone  on  the  working  side. 

So  far  as  attendance,  enthusiasm  and 
^ood  ^port  is  concerned,  the  meet  was  a 
decided  success,  although  there  were  one 
or  two  occurrences  which  were  not  to  the 
liking  of  those  personally  interested.  The 
little' haU  was  crowded,  even  to  overflowing, 
so  that  many  of  the  spectators  were  coift- 
oelley  to  seek  room  at  the  Bar  in  frorit, 
whichj^  probVbly/.was  agreeable  to  them. 
!j  The  events  were  run  in  two  heats,  each 
rider  going  a  mile  from  a  standing  start, 
^nd  the  best  average  time  to'  count  in  the 
distribution  of  prizes.  Urban  McDonald 
scored  the  best  average  time — 1  minute  llf^ 
seconds — only  beating  out  Marcel  Dupuis, 
of  the  Roy  Wheelmen,  by  three-fifths  of  a 
second.  Many  considered  the  outcome  un- 
fair, but  as  a  formal  protest  was  not  lodged 
with  the  referee,  the  victory  was  given  to 
McDonald,  of  the  promoting  organization. 

It  was  advertised  that  the  meet  would  be 
a  "professional  and  amateur"  affair,  but  it 
was  distinctly  the  latter,  though  this  was 
not  the  fault  of  the  Tiger  Wheelmen.  Tom 
Butler,  John  King,  Joe  Fogler,  Carl  Lim- 
burg.  Will  Lee,  George  Schreiber,  W.  F. 
"Hobo"  King  and  E.  F.  Root  all  had  prom- 
ised faithfully  to  ride,  but  with  the  excep- 
tion of  the  two  last  named — Root  and  King 
■ — the  "pro"  bunch  characteristically  failed 
to  live  up  to  the  letter  of  their  respective 
promises.  However,  Root  and  King  were 
joyously  received  and  made  up  for  the 
shortcomings  of  the  absentees  jby  riding"  a 
fest  race. 

"  The  match  race  jjetween-  Root  and  King 
was  at  half  a  mile,  in  one  heat,  and  it  was 
announced  for  a  stake  of  twenty-five  dollars 
— the  winner  to  take  all.  Root  took  the 
left  rojler  and  JSAng  the  other.  They  were 
sent  off  fi'oln  a  flying  start' and  the  spec- 
tators began  to  cheer  when,  at  the  one- 
eighth  mile  mark  both  hands  were  even  on 


QJ 


^.steadily  ajiead,_ajad  at.Jihe  finish  w.as,..about„ 
200  yards   in   the   lead.     The   time  was   an- 
nounced  as   24   seconds,   which,   if   cc>jTect,. 
equals   the   record  made   two-  yea;cs   ago'  at: 
the   Sportsman's  Show  in  Madisoh   Square'^ 
Garden.  '  '  ■      ..-■'     '"  '      ■■  : 

Fifteen  amateur  riders  contested  for  the 
prizes  in  the  feature  event,  and  as  one  side 
of  the  machine  was  put  of  business,  nine  of  . 
them  in  the  first  heat  had  to  ride  individ- 
ually. The  first- to  ma^e  the  attempj;  was. 
Leo  Stemmle,  of  the  Tiger  Wheelmen,  and 
he  was  clocked  at  1 :28j^  for  the  mile.  Then 
little  Maurice  Stuyck,  Roy  Wheelmen,  did 
it  in  1:32.  The  'times  of  the  other  riders 
who  rocje  individually  in  th^  first  heat,  are 
as  follows:  H.  H.  Hintze,  \Valtham,  Mass., 
1:27 Ys;  Frank  Lang,  Edgecombe  Wheel- 
men, 1:25;  Louis  J.  Weintz,  New  York  Ath- 
letic Club,  1:17;  Urban  McDonald,  Tiger 
Wheelmen,  1:124^;  J.  A.  Reynolds,  Tiger 
Wheelmen, -1:21  J/^j  Nick  Kind,  Edgecombe 
Whe'elmen,  1:34%,  and  'Otto  Brandes, 
Edgecombe  Wheelmen,  1:21.   '  ' 

After  this  the  other  roller  was  fixed  up 
and  George  B.  Hunter,  Tiger  Wheelmen, 
ani^  Marcel  Dupuis,  Roy  Wheelmen,  were 
pitted  against  each  other.  The  individual 
champion  won  an  easy  victory,  "his  time 
being  1:13  against  Hunter's  1:16|.^.''  The 
next  two  to  contest  were  Watson  J.  KUic- 
zek,  of  the  Roy  Wheelmen,  and  Fred 
Zapke,  of  the  Tigers.  Kluczek  was  timed 
at  1:155^  and  his  competitor  at  1:21%.  The 
last  pait  in  the  first  heat  was  W.  C.  "Bat- 
tling" Nelson,  of  the  Y.  M.  C.  A.,  Brooklyn,' 
and  Charles  P.  Soulier,  Tiger  \yheehTien. 
"Battling"  Nelson  did  not  wage  warm  vvar" 
and  Soulier  finished  far  ahead  of  his  friend 
from  across  the  bridge. 

Especial  interest  was  centered  in  the  run- 
off of  the  second  heat  as  it  vvas  seen  that 
the  fight  really  centered  between  Pupuis, 
of  the  Roys,  and  McDonald,  of  the  Tigers. 
Being  in  reality  a  struggle  betwefn  clnb.=:, 
enthusiasm  ran  high  and  the  two  factions 
helped  add  to  the  din  by  cheering  for  their 
respective  favorites.  Kluczek  and  Zapke 
were  the  first  pair  on  the  machine,  and 
Kluczek  gave  a  good  exhibition  in  1:13% 
Then  followed  Hintze  and  Lane,  to  be  sup- 
planted in  turn  by  Reynolds  and  Kind. 
Kind  fell  before  reaching  the  one-eighth 
and  was  later  given  another  tripl.  In  the 
next    race,    between    Stemmle    and    Stuyck, 


..  -t-hejarmerls  ,chainJjrok-c..^t .  the-three-q-n^- 
ter  mark,  and  according  to  the  rules  he  was 
eliminated. 
;      Then  Weintz  and  McDonald  ninunted  the 
,  platform,   the   latter  winning  th-;   toss,   anjl 
(taking  the  left  roller  which,  if  tV:e  truth  be 
told,    proved    to    be    much    faster    tlian    th'e 
other.      Somebody    foolisWy   y.sUed    'Stopi*' 
-just   after -the   men   got   off,   and  jn   trying 
to  back  pedal   McDonald  fell.     Getting  set 
.•bncfe  .more,  the  word  was  given  t6  go,  anil 
the  riders  bent  to  their  task.     In  the  course 
of   the   hand's   revolutions   around   the   dial; 
the  one  which  denoted  the  roller  McDonaljl 
was  upon  was  seen  to  jump  spasmodically, 
and  it  is   estimated  that  he  gained  at  least 
100    yards.      The    Tiger    Wheelman's    timte 
for  the  heat  was  l-.lQYs,  which  gave  him -ft 
net  average  time  of  1:1 1?^.    Dupuis  rode  thB 
opposite  roller  in  his   second  trial  and  wa| 
timed  at  1:11%.  ,1 

It  was  rather  unfortunate  that  the  rolled 
displayed  a  tendency  to  be  erratic,  theti 
there  would  have  been  no  question  as  to  tl^B 
respective  merits  of  Dupuis  and  McDonalcf 
When  someone  attempted  to  console  tlie 
young  Frenchman  by  telling  him  that  the 
second  prize  was  nearly  as  valuable  as  th.e 
first,'Dupuis  scornfully  replied:  "Sacre!  |* 
was  not  the  prize;  it  was  the  honaires 
Dupuis  now  intends  to  challenge  McDonf 
aid  to  a  match  race  to  settle  the  question 
of  home  trainer  superiority  for  once  ana 
alj.  ^  :1 

'  Tb'e  summary,  giving  the  itime'made  ifl 
each"  heat  and  the  averagfes,  js  cont''ained  iS 
the  appended  lable:      -    '       '  '  ■ 


■Vandendries   Victor   in  Armory.  ) 

W.  "Vandendries  was  the  all-around  win[ 
ner  in  the  bicycle  races  at  the  Twenty-sec- 
ond Regiment  armory,  Monday  night  ojE 
this  week,  crossing  the  tape  first  in  the  on^ 
and  two-mile  handicaps.  In  the  iorra^t 
'Vandendries  had  an  easy  victory,  leading 
all  the  way  from  the  ten-yard  mark.  F.  EL 
Adams,  on  scratch,  finished  second,  anS 
H.  'V.  Reid,  with  forty  yards,  was  thir(J 
Time,  2:34.  'Vanden  Dries  was  moved  back 
to  scratch  in  the  two-mile  handicap  and  after 
a  good  sprint  with  L.  J.  Weintz,  of  the  New 
York  Athletic  Club,  who  had  forty  yard^, 
succeeded  in  annexing  the  first  prize.  H.  "Vl* 
Reid,  sixty  yards,  was  third.  The  tim6 
was  5:15%.  "  ' 


Pos.     Rider. 


Club. 


1st  Heat 
M.  S. 

1.  Urban  McDonald Tiger   Wheelmen 1:12^ 

2.  Marcel    Dupuis Roy  Wheelmen 1:13 

3.  Watson   J.    Kluczek. .  .Roy  Wheelmen 1:15% 

4.  George  B.  Hunter. ...  Tiger   Wheelmen 1:165^ 

5.  Louis  J.  Wein'tz New  York  Athletic  Club M? 

6.  Fred  Zapke Tiger   Wheelmen 1:21% 

-7.  Charles  P.  Soulier. ...  Tiger   Wheelmeii 1:21^ 

8.  Otto   Brandes Edgecombe   Team 1:21 

9.  J.  A.  Reynolds Tiger   Wheelmen 1:21% 

10.  Frank  Lane Edgecombe  Team 1 :2S 

11.  H.  H.  Hintze "Waltham,  Mass.. l:27>i 

12.  Maurice    Stuyck Roy  Wheelmen. 1:32' 

13.  Nick  Kind ..Edgecombe  Team 1:34% 

14.  Leo  Stemmle Tiger  Wheelmen 1:28% 

„l|.;jaL  G.  Nelson..- ^.  M.C.  A.  Brookjya, . .-;  .,-v-  .l':34-      ,- 


2d  Heat 

Average  - 

M.  S. 

M.  S.    ' 

1:10% 

1:113% 

1:11% 

1:12%/ 

1:13% 

1:14%  1 

1:16 

1:16%, 

1:16 

*1:16% 

1:17 

1:19%  , 

l:i93% 

\.2m.) 

1:22 

1:215/3  \ 

1:22 

1:213%  ' 

1:23 

1:24 

1:22 

1:24^ 

l:26f^- 

1:29?| 

1:36^ 

1:35?| 

-^-i^Sd -no^nmsh 

J2b 


THE  mCYCLING  WORLD 


The  Time 


To  Place  Your  Order  is 

Now. 


2  h.  p.  Yale=California,  $175 

April  and  May  always  bring  a  lot  of  ''hurry  orders"  and  it  is  the 
man  who  is  "first  in  line"  that  gets  his  machine  quickest.  Why  not  be 
that  man  and  get  every  possible  day's  use  out  of  your  machine?  The 
public  is  realizing  what  grand  value  we  are  offering  for  $J75  and  the 
demand  growing  with  the  days.    Are  you  next  in  line?    If  not,  why    not? 


There's  nothing  the  matter,  either,  with  the  demand  for 

YALE  and  SNELL  Bicycles 

We  have  made  record  shipments  to  date  and  with  the  roads  clearing 
and  the  weather  becoming  balmy  the  rush  of  purchasers  is  beginning.  At 
this  moment,  however,  we  can  take  good  care  of  orders  and  make  prompt  de- 
liveries.   It"may  be  different  a  week  or  ten  days  hence — therefore  act  promptly. 


THE  CONSOLIDATED  MFQ.  CO., 


Toledo,  Ohio. 


OHICAQO  AQENT— I.  H.  Whipple,  260  W.  Jackson  Boulevard. 


THE  BICYCLING  WORLD 


I2c 


ABOUT  THE  MAGNETO 


How  it  is  Constructed  and  how  it  Operates 
— Simpler  than  it  Appears.' 


To  the  motorcyclist  who  has  kept  in  mind 
the  rudiments  of  magnetism  as  explained  in 
the  Bicycling-  World  of  last  week,  and  who 
gained  a  clear  comprehension  of  how  the 
whirling  of  a  coil  of  copper  wire  between 
the  ends  of  horseshoe  magnets  or  "mag- 
netic field"  cuts  the  "lines  of  force"  and 
thereby  produces  a  current  of  electricity  in 
the  wire,  the  understanding  of  the  magneto 
itself  will  be  a  simpler  matter. 

To  take  up  the  magneto  itself,  it  is  com- 
posed of  an  enlarged  edition  of  the  ordinary 
horse  shoe  magnet,  which  forms  the  mag- 
netic "field"  and  is  permanent  because 
formed  of  what  are  known  as  permanent 
magnets.  Once  magnetized  they  hold  this 
mysterious  force  in  distinction  with  the 
electro-magnet  which  is  only  magnetic 
when  a  current  is  passed  through  its  coils. 
The  latter  describes  the  armatuf^  of  the 


Fig.  a. 

magneto  or  the  wire  wound  piece  of  iron 
that  is  revolved  between  the  ends  of  the 
magnets.  The  iron  forms  the  core,  the 
wire  the  winding  and  the  shape  and  position 
of  the  complete  armature  in  place  are 
clearly  shown  in  Fig.  1.  The  magnets  are 
compounded,  that  is,  placed  one  on  top  of 
the  other,  and  three  pairs  used  in  order  to 
increase  the  strength  and  give  the  requisite 
length.  At  their  ends  semi-circular  pieces 
of  iron  called  "pole  pieces"  are  bolted  to 
enclose  the  armature.  The  winding  consists 
of  as  many  turns  of  insulated  copper  wire 
as  the  hollow  space  on  the  H-shaped  core 
will  accommodate.  With  the  addition  of 
collector  brushes,  the  machine  is  complete 
and  power  to  turn  it  is  the  only  requisite 
to  cause  it  to  generate  current.  In  order 
to  simplify  the  wiring,  one  of  the  leads  or 
outlets  of  the  current — the  negative — is 
"grounded"  to  the  frame  of  the  machine. 
Instead  of  being  led  outside,  the  end  of 
the  wire  is  connected  to  the  core.  The 
positive  wire  is  led  out  through  the  hollow 
shaft  of  the  armature  to  a  copper  button 
insulated  from  the  rest  of  the  shaft  and 
against  which  a  collector  brush  presses. 
The  current  generated  passes  out  the  posi- 
tive lead  through  the  brush  and  finds  its 
way  back  through  whatever  the  magneto 
itself  may  be  attached  to— the  frame  of  the 


engine  in  the  case  of  the  motorcycle.  This 
comprises  the  complete  current  generating 
plant  and  as  long  as  it  is  turned  at  the 
proper  speed,  which  in  the  case  of  the 
magnetos  built  for  motorcycle  use,  has  such 
an  extremely  wide  range  of  variation  that 
it  will  fire  the  charge  as  long  as  it  is  turned 
over. 

Its  absolute  simplicity  cannot  but  im- 
press itself  upon  the  beginner,  particularly 
one  who  has  all  along  regarded  it  as  a 
mystery  beyond  any  but  the  most  learned 
grasp.  There  is  but  one  moving  piece 
in  the  entire  machine.  The  latter  is  so 
well  protected  that  it  is  proof  against  any 
accident  short  of  one  that  means  total  dis- 
integration. In  this  connection,  a  further 
principle  may  be  brought  out  to  advantage. 
Magnetism  travels  in  a  circuit  the  same  as 


Fio.  I. 

a  current  of  electricity.  Hence  the  keeper 
of  the  schoolboy's  little  horseshoe  magnet. 
If  left  off  for  any  length  of  time,  the  mag- 
net loses  its  strength  and  finally  becomes  a 
mere  piece  of  steel.  The  same  applies  to 
the  magneto.  The  armature  is  its  "keeper"; 
it  provides  a  path  or  circuit  for  the  magnet- 
ism which  is  invisibly  flowing  all  the  time 
in  the  direction  shown  by  the  arrows  in 
the  left  hand  figure  of  Fig.  2.  On  turning 
the  armature  it  will  be  seen  that  these  lines 
of  force  are  abruptly  cut  by  the  latter.  At 
the  position  shown  on  the  left  the  magnetic 
flow  is  of  the  greatest  intensity,  on  the 
right  at.  the  least;  midway  between  these 
two  positions,  it  will  be  apparent  that  the 
armature  will  be  cutting  the  greatest  num- 
ber of  lines  of  force  and  the  current  pul- 
sation will  be  at  its  highest  value.  This 
magnetic  flow  and  the  necessity  for  a  mag- 
netic circuit  will  explain  why  a  magnet 
"dies"  or  loses  its  magnetism — simply  be- 
cause it  cannot  flow  and  so  "leaks"  away. 
Steel  will  also  lose  its  magnetism  through 
being  heated  beyond  a  certain  temperature 
and  through  being  subjected  to  constant 
heavy  vibration,  but  well  made  machines 
have  not  been  found  to  suffer  from  either 
of  these  causes  in  motorcycle  service. 

What  becomes  of  the  current  when  it  is 
generated  and  how  is  it  utilized?  The  latter 
question  will  naturally  answer  itself,  for 
even  the  rudiments  are  above  the  motor- 
cyclist who  does  not  know  the  spark  plug 
and  its  functions.  But  as  to  the  steps  be- 
tween the  magneto  and  the  spark  at  the 
plug,  there  is  a  different  tale  to  tell.  As 
already  stated,  the  magneto  will  continue  to 
produce  a  current  as  long  as  it  is  turned. 
But  it  is  a  low  tension,  or  low  potential,  or 
low    voltage    current — all    of    which    mean 


the  same  thing;  it  is  delivered  at  low  pres- 
sure. But  a  low  tension  current  will  not 
bridge  an  air  gap  which  presents  a  very 
high  resistance  to  the  passage  of  the  cur- 
rent and  this  is  increased  by  the  presence 
of  the  compression  in  the  combustion 
chamber.  In  order  to  bring  about  this 
change  of  character,  the  current  is  passed 
through  a  transformer  or  induction  coil, 
the  principle  of  which  will  be  clear  from  a 
knowledge  of  those  of  current  generation 
already  explained  for  they  are  very  similar. 
Passing  a  coil  of  wire  before  the  poles  of 
a  magnet  induces  a  current  in  the  wire,  as 
in  the  magneto.  Passing  a  current  of  elec- 
tricity through  one  coil  of  wire,  will  induce 
a  current  in  another  coil  of  wire  held  close 
to  the  first,  and  this  is  the  induction  coil. 
In  both  instances,  the  addition  of  a  soft  iron 
core  and  placing  both  in  as  close  prox- 
imity as  possible  greatly  enhances  the  re- 
sult produced.  The  character  of  the  current 
induced  in  the  second  coil  of  wire  will  vary 
with  the  size  and  number  of  the  turns  in 
the  latter.  The  induction  coil  used  on  tha 
motorcycle  is  what  is  known  in  technical 
parlance  as  a  "step-up  transformer"  in  that 
it'  converts   a   current   of  low  tension   into 


Fig.  3. 

one  of  very  high  tension.  It  is  composed  of 
a  winding  of  two  or  three  layers  of  heavy 
wire  on  a  core  made  up  of  a  bundle  of  soft 
iron  wire,  and  directly  over  the  primary 
winding  and  as  close  to  it  as  proper  insula- 
tion will  allow,  is  the  secondary  winding, 
composed  of  thousands  of  turns  of  very  fine 
wire.  The  latter  does  not  increase  the 
amount  of  current,  it  merely  alters  its 
character,  and  barring  the  loss  in  the  trans- 
formation the  amount  is  always  the  same. 
Thus,  if  the  magneto  generates  a  current  of 
10  amperes  at  10  volts,  and  the  induction 
coil  raises  the  potential  by  1,000,  the  out- 
put of  the  latter  will  be  00.001  of  an  ampere 
at  10,000  volts. 

While  the  magneto  continues  to  generate 
a  current  as  long  as  it  turns,  this  current  is 
only  needed  at  a  certain  portion  of  every 
stroke  of  the  engine.  This  calls  for  an  ex- 
planation of  another  characteristic  of  elec- 
tricity known  as  "self  induction";  that  is, 
when  a  current  flowing  through  a  circuit, 
is  suddenly  interrupted,  it  tends  to  rush  or 
surge  and  assumes  a  greater  value  for  some 
purposes,  notably  that  of  producing  a  spark 
for  ignition,  than  when  allowed  to  flow 
continuously.  This  is  the  office  of  the  con- 
tact breaker  on  the  motorcycle  engine.  And 
this  is  greatly  enhanced  by  the  addition  of 
a  condenser  in  the  circuit — a  piece  of  ap- 


I 


paratus  ,that  involves  too  much  to  be 
'expfai^i'A  ^''irl'-c'onnectib'n"' with'  the  ^  present. 
'its  pTa'^e'^n'tK  wiring- is'  indicated  below 
'iixd'  t&  tfie'rigbt  6t  the  rnagneto  itself  in 
"Fig.  '3.'  Where-  dry  tiatteries  are  used  to 
s¥pply!'th'^ 'current  for  -ighitioh  the  contact 
■'S'r&ker ''^serves  to  keep,  the'  circuit .  open 
and  tliVti'attVry  idle'except' jast  yvhen  it  is 
wanted  and:  then  rt  closes  a'path '  through 
the  prinlai;y  of  ■,|;he  inductiDrl'  coil,  and  a 
fraction"  6't  a'  second  later  the'  current'  is 
Vic^lently  interrupted  which  causes  a  surge 
:bf  thf  "current  and  results  in  a  spark  at  the 
plug.'.  In't.h'e'case  of  magneto,  ignition,  this 
is  feve'rsed.  The  curren,t  is  always  flo\ving 
thrpugii,'  a'  closei;!'  prcuit  ftfrrned  by  the 
^;o'i;iis.  ,qf.'''tlife  contfict  breaker.  "  .The  latjter 
i^tiiiiea  top'p.erate  a't^a.poiijt  vvlien  .the  arin- 
a't^ure^ofWf'maln^^^ 

numfieV'  o\  'lines  ^o'f  'force.  '"In  '.PtK^r  wo'^.'js' 
tlie '"ajriount    0!  'current    deljyered    is    fljeri 

greatest  and  this  period'  varies,  over  a  Suiii- 

fh^iin;'^  •-}]->  i'--  "I  .'  '^1^'',''  "■  t  .  io.'^'tr," '■'  '  '(.,"■■ 
cieritlAf.  wide  rjing.e  to.  permit' of  advancing: 

or    refardirig  ihe   time    of   ignition.    /WJien 

the  contact  breaker,  points  ape.  lifted  apai^t 

l-'^j   cto  r^^if  li^""'   ^T^"^'  ,-''■    T rl  1        i^'l    -I    "■ ' 
by.tTie   tufiiing' of  .tne   engine  they  open   a 

path   throue-h  the   primary   winding   of  .the 

fr.ai  u!  ,  Tam-nTr:.T-n  f:,',-'  ,':  ■''\:-''  '-  'v  j~"''„ 
coil  and  tTiis  is  aa  suddenly  interrupted  as 
c:n_,  ij.  •;:  f:3'J  A'vr  ^ci^^tn'j  .-,!!  .'■  i  ;-'  xi ''it.'  -i 
in  tlie  case  of  the  battery  current.     Both,  ot 

course,  produce  the  same  result. 

This  cycle  of  operations  may  be  traced 
by  referring  to  the  connections  outlined  in 
Fig.  3.  The  wires  from  the  armature  are 
shown  leading  to  the  contact  breaker,  the 
latter  providing  a  direct  path  for  "the  cur- 
rent. But  the  contact  breaker  is  also  con- 
nected-drrertly  with  the  primary  windings 
of  the  coil,  so  tfiat  tHe  moment  the  circuit 
through  the  pointp  is  interrupted  as  already 
explained,  the  current  is  shunted  through 
the  coil  and  suddenly  cut  off,  which  results 
in  a  surge  of  current  in  the  secondary  and 
a  sparse  at  the  plug.  The  primary  coil  is 
represented  by  a'heavier  line  at  the  left  and 
the  secondary  by  the  ligfht  waved  line  at  the 
right.  .From  a  study  of  this  as  well  as  of 
what  p'receeds  it,  it  is  evident  that  the 
difference'between  the  employment  of  mag- 
neto ignition  on  the  motorcycle  and  the 
dry  battery  is'  simply  in  the'  form  of  the 
current  generator,  and  the  fact  that  the 
magneto  must  be  run  from  the  engine.  With 
few  exceptions  this  is  carried  out  in  Conti- 
nental practice  by  placiiig  a  small  sprocket 
on  a  protruding  end  of  the  crank  shaft  of 
the  engine.  A  similar  sprocket  is  placed 
on  the' magneto  sh'aft  and  an  ordinary  light 
bicycle  chain  connects  the  two.  This  is 
usually  protected  by  a  case  to  prevent  the 
enti-ance  of  dirt.  As  the  magneto  will 
operate  equally  well  in  any  position,  it  is 
placed  in  whatever  location  strikes  the  de- 
signer as  most  convenient,  so  th&t  in  some 
instances  it  is  inverted  directly  under  the 
engine  and  the  operating  chain  is  vertical. 
In  others  it  is  at  the  side,  and  in  still  others 
in  froiit  of  the  engine  as  shown  by  the  ac- 
cornpariying  sketch  of  a  European  motor- 
cycle,'and  this  position  is  the  most  usual. 
As  one  connection  from  the  magneto  arma- 
ture is  grounded,  as  already  explained,  and 
the'sariie  vs  tHe' case  wrth '  one  of  the  teN 


.    Tm-  mCYO-JNP  WORLD 

rninals  of  the  primary  coil  or  the  contact 
breaker,  ■  there  is  'but  one  wire  necessary 
■here.  '  The  spark  plug  and  biie'side  of  the 
'secondary  winding  of  the  induction  also 
being  grounded;  but  two  '  or  three  short 
pieces  'of  wire  are  required  in  all;'  thus 
makihg  the  wiring  extremely  simple:  "  The 
time  of  ignition  is'  advanced  or  retarded  in 
exactly  the  same  manner  as  where  the  bat- 
teries are  used,  that  is,  by  shifting  the 
position  of  the  contact  breaker  which  causes 
the  magn'e?o  circuit  to  open  sooner  or' la'ter, 
as  the  case  may  be.  '        ■'-    ' 

All  this  lengthy  explanation  of  the  -why 
and  wherefore  of  the"  magneto  -will  'doubt- 
less strike  many  as  sotnethi-ng  eWtirely^  n'ew, 
but  the  great  majOrity-iif  |those  sa'me'inbtor- 
cyclfstB  •ha?e''-'b%SH'-^'^n"'cl(Ds'e'  pr6'xii'ni't'y''''tb 
i?i'agW'eto's''  fcA-;^"  Jkrge  '.pkrt '  of '■fhli'?^'li'4'fe^ 
ancf  fiiah^ '  is'fe '  theiri  ''daily,'  -althbu'gii '  wlMly 
oblivious  of  the  fact.  In^he  old  style  tele- 
phone in  which  it  is  necessary  td^give  the 

i:;     /■'■■■■ 


sHowiNcJ  ma^;neto  AS  applied  to  a  motor. 

■''■'"  '-'   '    ■'■  ''   ^BicYcCk"''' ■■   ■""'   '   •'  '■*"'  ■' 

ci^ank  a  few  sharp  turns  before  -lifting  the 
receiver  to  call  "central,"  the  crank  is  biit 
the  outer  end  of  such' a  magneto  as  has  just 
been  described  and'  about  the  same  size  as 
those  used  on  foreign  motorcycles.'  Natur- 
ally there  can  be  no  comparison  between 
the  amount  of  service  to  which  a  telephone 
is  subjected  and  that  rendered  by  a  motor 
bicycle,  and  tJie  magneto  for  the  latter  is 
made  more  powerful  in  consequence  as  well 
as  stronger'  in  every  detail.  But  no  more 
conclusive  answer  as '  to  the  niagneto's 
reliability  can  be  given  than  to  refer  to  its 
years  of  service  on  the  telephone  where  it 
still  does  duty  in  the  rural  districts  to  the 
number  of  many  thousands,  if  not  hundred 
thousands.  And  some  of  those  same  mag- 
netos have  been  in  constant  use  for  ten  to 
fifteen  years'.  '  ' . 

But  what  is  to  be  done  when  the  machine 
goes  wrong  on  the  road?  This  is  the  first 
and  practically  universal  question  asked  and 
the  asker  usually  regards  it  as  putting  the 
quietus  on  the  subject  for  good  and  all  fpr 
he  can  conceive  of  no  reply.  Long  con- 
tinued familiarity  with  the  "dry  battery  has 
bred  that  contempt  expressed  by  the  trite 
saying.  And  when  the  batt'ery  is  no  longer 
any  good,  nothing  could  be  simpler,  except 
another.  But  like  the  topical  song,  "'What 
are  you  going  to  do  when  the  rent  comes 
around"  and  the  magneto'  fails  to  respond? 
Take  off  the  cover  and  examine  the  contact 
of  the  brushes  against  the  end  of  the  shaft 
— dirt  and  lubricating  oil  there  will  inter- 
rupt   the    current    most    effectiveiy'  andl*  a 


stoppage  just  at  that  point  is  not  an  uncom- 
mon sourceof  trouble  for  it  is  the  only  part 
of  the  -machine,"  apart  from  the  bearings, 
that  is  subjected  to  wear.  'Wear  may  be 
the  cause  of  the  trouble  also,  but  in  either 
.case  it.  is  np  sooner  found  than  remedied, 
for  iri  the  first  instance  wiping  clean  is  the 
only  thing  requii"ed  and  in  the  second  an 
adjustment  of  the  spring  so  as  to  take'uji 
the  lo.ss  and  again  press  against  the  s.haft 
end.  This  is  practically  the  only  thing  tliat 
can  cause  the  magneto  to  cease  to  deliver 
a-  current,  short  of  a  serious  accident  such 
a&%iay  break  some  part  of  it.^  -■-■■•  ■-■-'-•' 
:.']VIuch  of  the  disrepute  into  'wrhiefi  '.th'S 
maggeto  olias  fallen  in  individual'cas^i 
undoubtedly  could  be  traced"  to  other  causes 
-f:=tirat',is;tp". breakdowns inrsPmerother  parts 
Tjf-thfe-iigiittljion  :system!  which  .iff  the  dens? 
ignorance  of.th'e  user,-were.immedialely::and 
invariably.' rattributed  to  the.  one 'thing 'hB* 
jKJnd'.hisifamprehension- — the  magneto.. rTn'i 
t'.'J  rlj.:  VKii:   '■ — ;- — ■ •■    'iC     .J0jiis.stfi 

=  '"^'    ■'■  The  Hazard  of  jiocpfiig'Ldbgsr^''^'^''" 

o;i.i.':      .'7     ^"J."-',    ■-"  ■■■'-•'     ;■- r:ry>r---o-ij:i5b 

,^,Loop,ing  the  j.pop  may  .np.t  prSve  so.pQp- 

iitar  a''  form  of  amusment  in  .the  fufu-je 
arnorig  pro'vrders  of  sensational  feat's,  as  the 
result  of  a  law  suit  just  decided  in  London. 
The  plaintiff,  a  woman,  was  awarded  no 
less  than  $1,250  damages  for  personal  in- 
juries which,  it  is  alleged,  were  due  to  the 
negligence  of  the  defendant,  a  Mrs.  Barber. 

The  case  is  interesting  as  it  sheds  some 
light  on  the  so-called  hazardous  loop  the 
lop  feats  on  bicycles.  The  girl's  name 
is  Miss  H'amilta  Louisa  Margaret  Stamir- 
owski  which,  in  itself,  is  heavy  enough  to 
cause  the  bearer  of  it  to  fall,  and  she  be- 
longed to  N.  E.  Kaufman's  school  of  trick 
bicycle  riders. 

Originally  the  "looping  the  loop"  trick 
was  dpne  by  "Diavolo,"  an  American,  who 
in  this  country  is  known  as  "Dr."  Clark,  .but 
he  disappeared,  and  Mrs.  Barber  then  ap- 
plied to  Kaufman,  with  the  result  that  the 
plaintiff  was  engaged.  Kaufman  was  paid 
$50  a  week,  of  which  he  gave  Miss— the  girj 
with  the  long  name — $5,  which  goes  to 
show  that  the  former  Rochesterian  is  mak- 
ing his  share  in  the  school  which  he  con- 
ducts in  Berlin. 

In  performing  at  Sunderland  the  girl  feil 
and  injured  herself  severely.  'When  the 
bicycle  and  its  rider  were  at  the  top  of  the 
loop,  a  click  was  heard,  and  then  the  rider 
fell  to  the  stage.  In  the  course  of  the  evi-. 
dence  some  significant  tricks  of  the  trade 
were  exposed.  It  appears  that  an  ordinary 
bicycle  was  shown  to  the  public  before  the 
performance,  but  as  a  matter  of  fact  the 
actual  machine  used  on  the  loop  was  of 
special  construction  with  fixed  handlebars 
and  pedals  and  connected  by  arms  and  roll- 
ers to  the  ring,  so  that  it  would  have  been 
irripossible  for  the  rider  to  have  hurt  herself 
had  not  the  inevitable  something  gone 
wrong.  In  plain  words,  the  "feat"  was  a 
fake,  pure  and  simple,  but  it  required  a  law 
suit  to  expose  it  to  the  public. 

"The  plaintiff  was  awarded  $1,250  dam^ 
ages  and  the  jury  suggested  to  Miss  Ham- 
lita '  Louisa,   etc^,  that  she  invest  it  wisely. 


THE  BICYCLING  WORLD 


13 


WALTHOUR  WAS  NOT  MOBBED 


But    the    Parisians    had    Backed    Him    and 
That  had  to  do  With  Rumpus. 


Despite  reports  to  the  contrary  that 
emanated  abroad,  Robert  J.  Walthour  was 
not  among  the  riders  who  were  mobbed  in 
the  twenty-four-hour  race  in  Paris  some 
time  ago,  according  to  the  Atlanta  (Ga.) 
News,  published  in  Walthour's  home  town, 
which  also  shows  the  interesting  way  of 
stopping  a  race  if  the  bets  of  the  majority 
are  in  danger  of  being  lost.  In  a  letter  to 
his  wife,  who  this  time  remained  at  home 
with  the  children,  the  American  pace  fol- 
lower denied  the  statement  that  he  had  been 
mobbed  and  said  that  he  was  nowhere  near 
the  track  at  the  time  the  bottle  throwing 
was  going  on. 

"  'Bobby'  Walthour,  it  must  be  remem- 
bered," says  the  paper,  "is  champion  of  the 
world  at  pace  following  and  is  '  not  a 
sprinter,  so  when  he  was  asked  to  go  into 
the  race  he  politely  excused  himself.  .  Now 
this  same  B.  Walthour  is  as  big  a  favorite 
in  France  as  the  best  French  rider,  so  the 
management  offered  a  price  that  fairly  stag- 
gered the  local  favorite.  Bobby  was  given 
the  best  rider  in  France  as  a  partner,  too. 
.  "The  time  for  the  grind  approached  and 
finally  B.  Walthour  and  his  racing  pal  came 
into  the  arena  amid  the  cheers  of  the  popu- 
lace. There  were  about  a  dozen  other  rid- 
ers in  the  race  besides  the  boy  from 
America  and  his  French  partner.  About 
twenty  hours  of  the  race  had  been  pulled  off 
when  Walthour's  partner  took  a  tumble. 
This  put  Walthour  out  of  business.  The 
lad  from  the  United  States  helped  his 
maimed  partner  out  of  the  saucer  and  on 
to  the  main  part  of  the  city,  where  the 
injured  one  had  his  wounds  dressed.  Then 
came  the  fun. 

"The  Frenchmen  all  had  their  money  on 
Walthour  and  his  partner,  and  their  feelings 
were  intense  Against  the  other  men  in  the 
race.  The  clock  neared  the  twenty-third 
hour  of  the  race  and  people  from  all  over 
Paris  flocked  to  the  scene.  The  word  was 
passed  around  that  an  accident  had  hap- 
pened to  Walthour  and  his  partner.  With 
iiO  less  than  seven  'sacres'  the  Frenchmen 
began  to  toss  umbrellas,  olive  bottles,  walk- 
ing sticks,  lace  handkerchiefs  and  high  hats 
at  the  contestants. 

"The  referee,  who,  it  is  understood,  was 
betting  on  Wa.lthour,  took  the  tip  and  de- 
clared all  bets  off." 


Spill  Loses  Race  for  Whitelock. 

.  Had  W.  W.  Whitelock  not  been  so  unfor- 
tunate as  to  fall  just  at  a  time  when  victory 
seemed  assured  he  would  have  won  the  one- 
mile  open  bicycle  race  at  the  74th  Regiment 
armory  gaces  in  Buffalo,  last  Saturday 
night,  24th  inst.  Whitelock  won  his  heat 
handily  and  was  well  on  the  way  toward 
the  tape  in  the  final,  wi-en  he  went  down 


on  the  timber.  He  made  a  quick  recovery 
but  the  handicap  was  too  much  for  him 
and  Fred  Schudt  crossed  the  tape  ahead, 
Whitelock,  however,  getting  second.  J.  M. 
Tanner  finished  third.     Time  was  2:21. 

Three  long  markers  ran  away  with  the 
prizes  in  the  two-mile  handicap,  J.  B.  De- 
vine  (140  yards),  D.  Hitchcock  (150  yards, 
and  J.  Scheider  (130  yards),  crossing  the 
tape  , respectively,  first,  second  and  third. 
The  trio  kept  well  together  throughout  the 
race  and  although  the  scratch  men  rode 
hard  to  get  placed,  the  long  markers  had 
speed  and  endurance  enough  to  land  them 
winners.    The  summaries: 

One  mile  open,  two  to  qualify — Final  heat 
— Fred  Schudt,  first;  W.  W.  Whitelock,  sec- 
ond; J.  M._Tanner,  third.  Time,  2:21.  Also 
ran^R.  J.  Hoover,  J.  B.  Devine,  Gurney 
Schue,  Ed  Delling  and  Charles  McCracken. 

Two  mile  handicap,  four  to  qualify — Final 
heat — J.  B.  Devine  (140  yards),  first;  D. 
Hitchcock  (150  yards),  second;  J.  Schieder 
(130  yards),  third.  Time,  4:17j^.  Also  ran 
— E.  Arenz,  J.  Gittere,  J.  Newland,  Fred 
Schudt,  Ed  .Delling,  H.  S.  Sykes,  J.  Stigl- 
meier,  Charles  McCracken  and  H.  J.  Young. 


SALT  LAKE   SIGNS   LAWSON 


Small    Prospect    of    his    Riding   in    East — 
"Tempting"  Bait  for  Other  Cracks. 


Races  that  Would  Increase  Interest. 

"Why  do  not  the  track  promoters  have 
more  of  the  'miss-and-out'  races?"  queried  a 
rider  this  week.  "A  miss-and-out  race  is  by 
far  the  most  interesting  kind  of  event,  from 
a  grandstand  point  of  view.  As  for  myself, 
I  would  just  as  soon  ride  in  a  'miss-and- 
out'  as  in  any  other  kind  of  race.  It  keeps 
the  riders  continually  on  the  alert  and  tends 
to  make  better  riders  of  them.  Besides, 
the  spectators  enjoy  a  race  of  this  kind 
where  the  last  man  around  on  each  lap  is 
called  from  the  track,  for  it  invariably  re- 
sults in  a  sprint  to  the  tape  at  the  finish  of 
every  lap.  In  other  races  there  is  more  or 
less  loafing  and  the  'fans'  get  tired  of  it, 
but  in  a  'miss-and-out'  race  it  is  'go  for  the 
tape'  every  time.  Another  kind  of  race  that 
ought  to  take  well  with  the  spectators  is  a 
judgment  race.  For  instance,  the  rider 
making  a  mile  the  nearest  to  2:30  or  three 
minutes  winning  the  prize.  Judgment  races 
are  popular  in  motorcycle  and  automobile 
races,  so  I  do  not  see  why  they  cannot  be 
popularized  on  bicycle  tracks.  There  are 
numerous  novelty  races  that  would  cause 
the  public  to  take  more  interest  in  the  rac- 
ing game  if  the  promoters  will  only  wake 
up  to  the  fact." 


Americans    Trounced    in    Paris. 

The  American  riders  ran  the  wrong  way 
at  the  opening  of  the  Buffalo  Velodrome  in 
Paris,  Sunday,  18th  inst.  Marcel  Cadolle, 
Cornet  and  Robert  J.  Walthour  lined  up 
for  an  hour  race  behind  human  pace — tan- 
dems— and  the  American  finished  last.  Wal- 
thour does  not  seem  to  be  at  home  behind 
human  pace.  Cornet,  the  winner,  covered 
in  the  hour,  thirty-one  miles — no  mean  per- 
formance. In  a  thirty  kilometres  motor 
paced  race,  Louis  E.  Mettling,  the  Boston- 
ian,  made  his  first  appearance,  and  was 
beaten  by  Lorgeu  and  Dussot 


Unless  P.  T.  Powers  and  C.  B.  Bloemecke 
on  the  one  side,  and  Nelson  &  Halverson, 
on  the  other,  come  to  some  kind  of  an 
agreement,  Madison  Square  Garden  and 
Vailsburg  will  not  have  Iver  Lawson  ride 
upon  those  tracks  this  season.  The  "Flying 
Swede"  has  been  in  Salt  Lake  since  he  re- 
turned from  Australia  and  was  waiting  to 
hear  from  Eastern  and  French  promoters, 
regarding  this  season's  riding. 

According  to  a  letter  received  by  the 
Bicycling  World  this  week,  Lawson  has 
just  signed  a  contract  to  ride  on  the  Salt 
Lake  saucer,  throughout  the  season.  It 
also  is  stated  that  a  contract  has  been  sent 
to  Paris  for  Frank  Kramer  to  sign,  offering 
him  $1,000  to  come  to  Salt  Lake  and  meet 
Lawson  in  a  series  of  match  races,  with  an 
additional  $2,500  if  he  succeeds  in  worsting 
the  Swede.  It  is  claimed  it  is  not  stage 
money  either.  Lawson  and  Kramer  were 
the  biggest  drawing  cards  here  last  summer 
and  if  the  former  Buffalonian  remains  in 
the  Mormon  City  all  summer  and  Kramer 
accepts  manager  Chapman's  proposition, 
conditions  for  crowd-drawing  meets  at  the 
Garden  and  Vailsburg  portend  ill. 

Salt  Lake  cannot  but  help  having  a  suc- 
cessful season  with  the  top-notchers  they 
already  have  and  those  they  expect  to  get, 
if  some  of  the  riders  are  unwary  enough  to 
go  out  to  Utah  because  a  railroad  ticket  is 
sent  them.  At  the  present  time,  in  Salt 
Lake  are  Iver  Lawson,  Walter  Bardgett, 
Hardy  Downing,  E.  E.  Smith,  John  Chap- 
man, Iver  Redman,  and  a  few  lesser  lights. 
Sarnuelson  and  McFarland  will  be  back 
from  Australia  in  time  for  the  meet  on 
Decoration  Day,  although  the  former  will 
not,  of  course,  ride,  as  he  has  been  indefi- 
nitely suspended  by  the  National  Cycling 
Association.  Ben  Munroe,  who  rides 
against  the  ponies  down  in  Memphis,  Tenn!, 
has  written  Chapman  that  he  will  come  out 
if  the  management  sends  him  a  ticket,  as 
has  also  Worthington  L.  Mitten,  the  lowan, 
who  came  to  Vailsburg,  but  left  heartily 
disgusted  because  the  "boys  made  fun  of 
him."  Chapman  has  written  to  Joseph  Fog- 
ler,  one  of  the  winners  of  the  six-day  race, 
offering  him  a  flattering  contract.  It  reads 
somewhat  as  follows: 

"If  you  want  to  come  to  Salt  Lake  I  will 
send  you  transportation,  the  same  to  be  de- 
ducted from  your  winnings." 

Of  course,  Fogler  is  going  to  accept!!  It 
is  understood  that  the  Bedell  brothers  have 
been  approached  with  the  same  sort  of 
"temptation." 

Just  what  will  be  doing  in  the  East  is  not 
yet  apparent,  and  until  Messrs.  Powers  and 
Bloemecke  and  MacLean,  who  control  the 
leading  tracks,  make  public  their  plans  very 
soon  there  will  not  be  enough  professionals 
left  on  the  Atlantic  coast  to  run  a  home 
trainer  race. 


\A 


THE  BICYCLING  WOmD 


Hodel 
44. 


Price 
$145.00 


The  1906  Thomas  Auto=Bi. 

A  few  things  the  OTHER  FELLOW  don't  have: 

A  spring  fork,  placing  8o%  of  the  strain  ON   TOP  of  stem. 

Sight  feed  oiler,  regulated  while  riding,  (can't  be  clogged). 

The  Thomas  Patent  chain  belt  drive,  (does  not  stretch). 

A  one  piece  hardened  crank  shaft,  large  enough  to  stand  all  possible  strain. 

Won't  you  let  us  tell  you  about  the  other  good  points  of  the  1906  Thomas? 

THE  THOMAS  AUTO=BI  COMPANY,  ^{flpitrN^*; 


WAKE  UP! 


Mr.  dealer 


The  Motor  Cycle  Age  is  here.    We  are  here  to  meet  it,  with 


THE 


THOROUGHBRED 

MOTOR  BICYCLE 


BUILT  AND  TESTED  IN  THE  MOUNTAINS 


CATALOGUE   POR  THE  ASKING 

READING  STANDARD  CYCLE  MFG.  CO., 


Reading,  Pa. 


THE  BICYCLING  WORLD 


15 


TIPS  FOR  TRAINING  NOVICES 


Position  and  Pedal  Action  Count  for  Much 
— The  Sprinter  who  Wobbles. 


it  is  worth  while  to  cultivate  the  knack,  for 
it  may  save  you  a  nasty  fall,  besides  en- 
abling you  to  obtain  better  results  at  the 
crucial    moment." 


LEE'S  REGARD  FOR  HORSES 


He    Wants    Motorcyclists    to    Slow    up    at 
Sight  of   one— Bill  is   Set  Back. 


"Now  that  the  majority  of  riders,  in- 
cluding novices,  amateurs  and  professionals, 
are  beginning  to  get  into  training  for  the 
season,  a  few  words  may  be  welcome,"  says 
a  professional  rider  who  spent  the  greater 
part  of  last  spring  on  European  tracks. 
"During  my  stay  in  Paris  I  found  that  the 
European  riders  paid  much  more  attention 
to  their  machine  measurements  and  style 
in  riding  than  our  riders  in  America.  When 
it  is  taken  into  consideration  that  they  have 
the  entire  day  at  their  disposal,  however, 
this  is  not  to  be  wondered  at. 

"Position  and  style  count  for  much;  so 
much  that,  given  two  riders  of  the  same 
physical  ability,  the  one  possessing  the  best 
style  certainly  ,has  a  decided  advantage. 
When  once  a  good  position  has  been  ob- 
tained, length  of  reach,  distance  from  peak 
of  saddle  to  centre  of  handlebar,  width  of 
the  latter,  and  height,  should  be  recorded, 
so  that  when  changing  mounts,  the  old  posi- 
tion is  more  easily  obtained.  Sometimes, 
however,  the  frames  vary,  and  this  also 
must  be  taken  into  confideration. 

"During  the  firit  week  or  two  or  training, 

slow  work  only  should  be  indulged  in,  and 

-right   here   comes   the   chanc'=   of   getting   a 

comfortable,   and  what  might  be   termed   a 

.powerful,   pose.    Pedal  action  is,   of  course, 

'most  important,  and  an  endeavor  should  be 

-.made    to    work    the    legs    straight    up    and 

down,  using  the  ankle  to  save  the  knee,  the 

art  being  to  raise  the  heel  slightly   as   the 

-pedal    descends    to    its    lowest    point,    and 

before  the  pedal  reaches  its  highest  point  to 

;drop  the  heel,  thus  aiding  the  pedal  in  its 

rotary    movement.      'Billy'    Fenn,    rides,    I 

think,  with  apparently  less   effort  than  any 

other  American  rider,  or  foreign,  either,  for 

that  matter.  ,  His  pedal  motion  is  superb — 

like  clockwork. 

"Sit  as  still  as  possible  on  the  machine. 
-Many  novices  think  they  can  get  into  a 
sprint  better  if  they  wobble.  Last  summer 
in;  Madison  Square  Garden,  was  this  espec- 
ially noticeable,  and  many  falls,  and  some 
of  them  serious,  too,  can  be  directly  attrib- 
uted to  this  cause.  In  fact,  I  have  noticed 
some  of  the  amateurs,  when  at  the  critical 
moment,  they  seek  to  emulate  the  example 
of  more  experienced  professionals,  by  jump- 
ing, shut  their  eyes,  pound  up  and  down  on 
the  pedals,  without  looking  where  they  are 
going.  The  next  moment  there  is  a  spill,. 
and  the  one  who  caused  it  is  running  up  to 
the  judges'  stand,  if  he  has  breath  enough 
left  in  his  lungs,  to  protest  because  he 
imagines  the  rider  next  to  him  has  fouled. 

"When  jumping  into  a  sprint  it  is  usually 
a  case  of  'all  in,'  and  many  of  the  past  mas- 
ters of  the  art  ride  on  the  pedals  when 
starting  their  terrible  sprints,  but  they 
never  wobble.     It  takes  long  practice,  but 


Mrs.    Robinson    as    a    Motorcyclist. 

One  of  the  few  feminine  motorcyclists  in 
the  East  is  Mrs.  Jennie  Morrill  Robinson, 
an  enthusiastic  and  in  fact  the  only  lady 
member  of  the  Waltham  (Mass.)  Motor- 
cycle Club.  Mrs.  Robinson  took  to  motor- 
cycling like  the  allegorical  duck  takes  to 
water,  having  ridden  a  bicycle  for  fourteen 
years.  ■  Also  the  atmosphere  of  her  sur- 
roundings may  have  had  something  to  do 
with  her  choice  of  sport,  for  her  husband 


is  H.  W.  Robinson,  a  prominent  Waltham 
dealer.  This  motorcycliste  is  one  of  the 
sensible  George  Bernard  Shaw  kind  who 
believes  in  rational  costume,  for  as  is  shown 
by  the  above  photograph,  snapped  just  as 
she  was  off  for  a  fifty-mile  spin  to  Danville, 
N.  H.,  Mrs.  Robinson  rides  a  diamond 
frame  machine  and  wears  a  divided  skirt. 
The  "only  fair"  member  of  the  Waltham 
organization  -  very  recently  acquired  a 
motorcycle  for  her  very  own,  having  pre- 
viously occupied  the  tandem  seat  on  her 
husband's  mount,  but  she  made  the  change 
because,  as  she  laughingly  explained,  "the 
surrounding  scenery  was  blotted  out  by 
Mr.   Robinson's   shoulders." 


The  part  which  the  racing  side  plays  in 
the  administration  of  the  Scottish  Cyclists' 
Union  was  made  clear  by  the  financial  state- 
ment for  the  past  year.  Out  of  a  total  in- 
come of  about  $1,760,  including  $45  brought 
forward  from  1904,  no  less  than  $1,475  is 
directly  traceable  to  the  racing  section. 


The  amendment  to  the  present  State 
automobile  law  of  New  York  introduced  by 
Assemblyman  A.  E.  Lee,  has  been  referred 
back  to  the  committee  on  general  laws, 
after  having  been  once  reported  favorably 
from  that  committee.  The  amendment 
which  would  compel  motorcyclists  to  re- 
duce the  speed  of  their  machines  to  six 
miles  an  hour  when  approaching  and  pass- 
ing restive  horses,  is  as  follows: 

"A  person  operating  a  motor  vehicle  or 
motor  cycle  or  motor  bicycle  shall,  upon 
meeting  a  person,  or  persons,  riding,  lead- 
ing or  driving  a  horse  or  horses  or  other 
draft  animals,  when  within  twenty  rods  of 
such  horse  or  horses  or  other  draft  animals, 
reduce  the  speed  of  such  motor  vehicle, 
motor  cycle  or  motor  bicycle  to  a  rate  not 
greater  than  one  mile  in  six  minutes,  and  if 
such  horse  or  horses  or  other  draft  animals 
shall  appear  restive  or  frightened,  bring 
such  motor  vehicle,  cycle  or  bicycle  to  a 
full  stop  at  the  distance  of  ten  rods  from 
such  restive  horse  or  horses  or  other  draft 
animals,  unless  such  person  or  persons  rid- 
ing, leading  or  driving  such  horse  or  horses 
or  other  draft  animals  shallgive  his  con- 
sent not  to  so  stop  by  voice,  nod  of  head, 
or  wave  of  hand,  and,  if  traveling  in  the 
opposite  direction,  remain  stationary  so 
long  as  may  be  reasonable  to  allow  such 
horse  or  animal  to  pass,  and,  if  traveling  in 
the  same  direction,  use  reasonable  caution 
in  thereafter  passing  such  horse  or  animal; 
provided  that,  in  case  such  horse  or  animal 
appears  badly  frightened,  or  the  person 
operating  such  motor  vehicle  is  requested 
so  to  do,  such  person  shall  cause  the  motor 
of  such  vehicle,  cycle  or  bicycle  to  cease 
running  so  long  as  shall  be  reasonably 
necessary  to  prevent  accidents  and  insure 
the  safety  of  others." 


Increase  in  American   Colony  Abroad. 

Two  more  Americans  have  joined  the 
Paris  colony  of  cyclists.  The  last  two  to 
arrive  were  Nat  Butler,  of  Cambridge,  and 
Louis  E.  Mettling,  of  Roxbury,  Mass.,  and 
they  left  this  country  without  any  fan  flare 
of  trumpets,  either.  Butler  has  been  in 
Paris  nearly  a  year,  only  returning  a  few 
weeks  ago  for  a  brief  visit.  He  has  signed 
to  ride  behind  pace  on. the  German  tracks, 
but  will  be  back  in  America  to  ride  at  Bos- 
ton, April  19,  May  30,  June  17  and  July  4, 
returning  to  compete  in  the  world's  cham- 
pionships at  Geneva.  Mettling  will  ride 
behind  pace  in  Paris.  National  Champion 
Frank  L.  Kramer  has  arrived  in  Paris  by 
this  time,  and  the  others  there  are  Robert 
Walthour,  of  Atlanta,  Ga.,  Oscar  Schwab, 
of  Newark,  and  the  negro,  "Woody"  Hed- 
speth. 


16 


THE  BICYCLING  WORLD 


RtADINGSMHDARti 


READ,  DIGEST  and  REMEMBER 


THAT 


The 

'THOROUGHBRED' 

Motorcycle 

Makers. 


are     matte      right     and     soiti     right. 
Walie  up  and  write  for  particulars  to 

READING  STANDARD  CYCLE  MFG.  CO., 

Reading,  Pa. 


JfMD//MSfMOARb 


J 


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Don't  be  penny  wise  and  pound 
foolish  and  equip  a  leally  good  bicycle 
with  a  "just  as  good"  lamp.  The 
"  night  eye  "  is  the  most  important 
part  of  the  equipment  of  your  bicycle. 
Moral :     Use 

SOLAR  LAMPS. 

Remember  that  the  system  of  gen- 
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only  practical  one  and  results  in  the 
Lamp  that  shows  the  way. 

Our  complete  catalogue  will  tell 
you  all  about  the  different  patterns 
and  prices.     Yours  for  the  asking. 

BADGER  BRASS  MPG.  CO. 

KENOSHA,  WIS. 


NEW  YORK  OFFICE,  11  Warren  St. 


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Any  "  Brass  Sign"  certifi- 
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THE  BICYCLING  WORLD 


J7 


VEGETARIAN   CYCLING 


This  Meat-Eater  Takes  Small  Stock  in  it 
and  Gives  his  Reasons. 


"I  have  been  much  interested  in  the  bat- 
tle that  has  been  raging  so  fiercely  during 
the  last  few  weeks  on  the  respective  merits 
of  flesh  or  vegetarian  dietary,"  says  Jock, 
in  the  Scottish  Cyclist.  "Be  not  afraid,  my 
friend,  that  I  am  going  to  inflict  you  further 
by  adding  myself  to  the  ranks  of  the  com- 
batants. There  are  already  on  either  side 
such  sturdy  and  able  champions  that  were 
I  to  venture  my  frail  person  on  the  field 
of  battle  I  fear  I  would  run  great  risk  of 
being  crushed  between  the  opposing  forces; 
but  this  feeding  business  is  so  important 
to  the  tourist  that  I  find  myself  sitting  in 
a  remote  corner  of  the  field  musing  upon 
the  whole  subject  from  the  point  of  view 
of  a  fairly  impartial  observer. 

"You  will  have  noticed  whenever  there  is 
a  big  war— I  mean  the  real  thing,  when  the 
sword  takes  the  place  of  the  mightier  pen — 
that  the  experts  who  stop  at  home  to  write 
articles  telling  the  fellows  who  are  away 
fighting  how  things  ought  to  be  done,  in- 
variably inform  us  from  time  to  time  that 
'^.n  army  moves  on  its  stomach.'  If  they 
do  -not  use  those  actual  words  they  use 
their  equivalent.  Sometimes,  I  think,  the 
word  'belly'  is  introduced,  but  as  bellies 
have  long  since  been  abolished  in  polite 
circles,  I  would  not,  of  my  own  free  will, 
inflict  that  portion  of  the  human  anatomy 
on  the  readers.  It  must  not  be  imagined 
when  the  expert  writes  this  way  that  he 
wishes  you  to  understand  that  the  fighting 
man  lies  prone  on  his  face  and  progresses 
by  dragging  Little  Mary  along  the  ground, 
though  I  am  assured  by  a  valiant  warrior 
who  walked  about  South  Africa  with  the 
C.  I.  V.'s  that  'in  the  thick  of  the  fight 
when  the  bullets  are  whistling  round,' 
even  that  mode  of  progression  has  its  dis- 
tinct advantages.  Still,  not  even  a  critical 
military  expert  would  dare  to  hint  that  any 
of  our  gallant  defenders  would  take  it  lying 
down  to  this  extent.  No,  what  is  meant,  of 
course,  is  that  unless  the  aforesaid  collec- 
tive stomach  is  kept  periodically  supplied 
with  a  sufficient  quantity  of  what  stomachs 
were  made  to  hold — you  will  notice  I  give 
no  encouragement  to  either  flesh  or  veget- 
able here — the  members,  as  our  old  Aesop 
testified  long  ago,  will  promptly  refuse  to 
perform  the  duties  required  of  them. 

"Now,  I  don't  know  who  was  the  orig- 
inator of  this  remark  about  an  army's 
movement,  but  I  would  wager  a  trifle  he 
was  a  military  man,  for  the  average  military 
man  regards  his  class  as  the  only  one  worth 
considering,  the  rest  of  humanity  having 
been  invented  by  a  merciful  Providence  as 
a  useful  appendage  thereto.  My  own  view 
is  that  the  rerriark  applies  more  to  the  cycle 
touring  class  than  to  any  Other,  though  I 
do   not   overlook   the   fact   that   if   food  be 


eliminated  from  the  daily  programme  of 
others,  they  also  will  probably  cease  to 
'move.'  In  my  own  case,  however,  I  find 
that  the  periodical  demands  of  the  appetite 
are  decidedly  more  pronounced  and  more 
urgent  when  I  am  spending  the  majority  of 
my  waking  hours  awheel  or  resting  in  the 
open  air  from  the  labor  of  pedalling.  This 
enlargement  of  one's  powers  of  food  assimi- 
lation is  usually  held  to  be  a  proof  of  the 
healthfulness  of  the  exercise,  but,  unfortu- 
nately, it  has  its  drawbacks,  inasmuch  as  it 
constitutes  the  main  drain  on  the  tourist's 
financial  resources.  This  is  where  the  veg- 
etarian would  seem  to  score,  for,  bulk  for 
bulk,  his  foodstuffs  undoubtedly  cost  him 
less.  I  may  not,  however,  claim  much  ex- 
perience in  purchasing  provisions  or  in  the 
open    market    prices    thereof,    although    the 


EXTRA  QUALITY 
HIGHEST  GRADE 


NEW    TOKK    BRAKCH    214-218    WEST    41TH    ST. 

exercise  of  an  observant  eye  as  I  take  my 
walks  abroad  has  brought  to  my  knowledge 
the  fact  that  seven  pounds  of  potatoes  can 
be  bought  for  sixpence,  and  if  a  man  could 
train  his  digestive  organs  to  tackle  pota- 
toes boiled,  potatoes  baked,  potatoes  fried, 
and  so  on,  it  seems  to  me  he  would  save 
considerably.  I  mention  potatoes  because 
these  appear  the  only  things  the  green- 
grocer puts  a  price  ticket  on,  and  I  feel 
something  of  an  expert  in  the  current  mar- 
ket quotations  of  this  article,  but  I  believe, 
generally  speaking,  all  such  products  of 
the  earth  are  infinitely  cheaper  when  taken 
first  hand,  so  to  speak,  than  after  they  have 
been  transmogrified  into  bulls  and  sheep. 

"I  remember  some  years  ago,  when  I  was 
heroically  hoarding  my  spare  cash  for  the 
purchase  of  a  new  bicycle,  the  vegetarian 
restaurant  came  as  a  veritable  boon  and  a 
blessing.  For  a  sum  of  sixpence  or  eight- 
pence  I  could  enjoy  a  sense  of  absolute  re- 
pletion which,  though  it  lacked  the  quality 
of  permanence,  and  sometimes  was  followed 
by  somewhat  distressing  symptoms  in  the 
abdominal    regions,    nevertheless    gave    me 


a  sense  of  great  satisfaction,  inasmuch  as  I 
was  reaping  a  great  reward  for  the  money 
expended.  I  must  confess,  though,  when 
the  necessary  funds  had  been  accumulated 
and  the  bicycle  secured,  vegetarianism  lost 
its  charm,  and  I  reverted  to  the  form  of  diet 
which  entails  the  shedding  of  blood  and 
other  dreadful  things.  You  see,  properly 
speaking,  I  was  not  a  vegetarian  at  all — I 
merely  adopted  it  to  get  blown  out  at  a 
minimum  cost — and  when  I  used  to  sit  at 
table  with  a  party  of  genuine  'vegs.'  and 
'vems.' — pale-faced  people,  with  pimply 
complexions  and  soulful  eyes — I  was  won't 
to  feel  somewhat  of  a  fraud,  and  that  were 
I  unceremoniously  fired  out  from  the  so- 
ciety of  the  elect  I  would  be  but  awarded 
my  just  deserts. 

"Assuming,  however,  that  vegetarianism 
in  its  varying  degrees  is  right,  and  that  all 
other  forms  of  dietary  are  wrong,  an  insup- 
erable difficulty  appears  to  me  to  arise  for 
the  tourist  in  the  practical  impossibility  of 
obtaining  a  vegetarian  bill  of  fare  when  one 
is  indulging  in  the  haphazard  style  of  wan- 
dering peculiar  to  the  devotees  of  the  wheel. 
The  average  host  is  obliging  enough,  but  I 
fancy  that  ninety-nine  out  of  a  hundred 
hotel-keepers  would  'jib'  if  called  upon  to 
provide  at  a  moment's  notice  an  eatable 
repast  in  which  neither  fish,  flesh,  fowl  nor 
even  good  red  herring  were  permitted  to 
appear.  In  the  realms  of  opinions  pro  and 
con  which  I  have  studied,  I  do  not  recollect 
this  difficulty  having  been  dealt  with  at  all, 
though  it  is  one  that  must  appeal  with  con- 
siderable force  to  any  strict  'vem;'  or  'veg.' 
who  essays  a  tour.  I  honestly  do  think  that 
a  nOn-animal  diet  would  suit  me  personally, 
but  that  it  does  suit  some  others  most 
admirably  is  undeniable;  and  I  know  some 
very  fine  and  stalwart  specimens  of  man- 
hood to  whom  the  taste  of  animal  food 
has  for  many  years  been  a  stranger.. 

"Perhaps  in  the  years  to  come  vegetar- 
ianism may  become  sufficiently  popular  to 
induce  the  hotel  and  inn  keeper  to  be  pre- 
pared for  the  arrival  of  its  votaries,  but 
there  is  no  shutting  one's  eyes  to  the  fact 
that  the  cult — if  I  may  so  term  it — has  been 
more  or  less  in  vogue  for  upwards  of  sixty 
years — the  Vegetarian  Society  was  created 
in  1847 — and  is  so  little  advanced  in  the 
est^imation  of  the  people  of  these  islands 
that  it  is  almost  universally  regarded  as  a 
'fad.'  So  long  as  it  is  so  regarded  I  am 
afraid  it  will  be  hopeless  to  find  much  op- 
portunity for  a  very  extensive  testing  of  a 
vegetarian  diet  for  the  average  cyclist,  who 
does  not  wish  to  be  tied  down  to  certain 
routes  and  certain  houses  of  entertainment. 
The  charm  of  cheapness  would  undoubtedly 
appeal  to  a  very  large  class  whose  touring 
ambitions  are  not  commensurate  with  their 
means,  and  I  think  it  very  probable  that 
many  would  be  only  too  glad  to  give  the 
thing  a  trial  if  the  difficulty  to  which  I  have 
referred  were  removed.  It  is  also  very 
probable  that  many  who  made  the  experi- 
ment would  find  the  change  sufficiently 
agreeable  to  their  digestive  apparatus  to 
become  permanent  converts  to  'food  re- 
forms.' " 


18 


THE  BICYCLING  WORLD 


How   Tarring   Preserves   Macadam   Roads. 

"Tarring  French  roads  has  as  its  primary 
object  the  preservation  of  the  surface  and 
only  incidentally  the  laying  of  dust,"  says 
Consul  General  Robert  P.  Skinner,  of  Mar- 
seilles, in  a  report  to  Washington. 

"It  seems  to  me  distinctly  unfortunate 
that  in  the  United  States,  so  much  stress  is 
laid  on  the  dust  problem,  and  so  little  on 
the  primary  construction  and  preservation 
of  the  roads,  although  it  is  obvious  that  a 
well-built  and  carefully  preserved  road  is 
necessarily  dustless.  The  makeshift  whereby 
the  common  American  dirt  road  is  occa- 
sionally dosed  with  tar  and  grease  of  vari- 
ous kinds  on  the  assumption  that  the 
French  method  is  being  followed  merely 
defers  the  proper  rebuilding  of  our  high- 
way system. 

"It  must  be  remembered  that  France  is 
already  endowed  vifith  good  roads.  Whereas 
in  the  United  States  the  bicycle  and  motor- 
cycle and  the  automobile  have  come  as  in- 
struments to  awaken  interest  in  the  subject 
of  highway  building,  to  combat  the  de- 
structive influences  of  traffic  many  of  the 
French  engineers  employ  the  tarring  pro- 
cess which   aids   powerfully  to   prevent  the 


disintregation  caused  by  wear  and  which 
unless  arrested  makes  the  dust  nuisance 
acute. 

"It  has  settled  down  to  a  positive  con- 
viction in  France  that  hot  tar  applications 
are  valuable  in  proportion  to  the  excellence 
of  the  surfaces  on  which  they  are  laid.  After 
two  years  wear  no  more  dust  is  observed 
than  would  be  the  case  with  the  ordinary 
asphalt  pavement  receiving  the  traffic  of 
innumerable  unpaved  streets.  The  surface 
is  intact  and  the  sides  where  washing  gen- 
erally occurs  looks  as  fresh  and  clean  after 
a  rain  as  an  asphalt  pavement." 


Schwab  gets  in  Front  at  Last. 

Oscar  Schwab,  the  former  Newarker,  evi- 
dently is  coming  into  his  own.  At  the 
Velodrome  d'Hiver,  in  Paris,  Sunday, 
March  11,  "Herr"  Schwab  won  a  six-mile 
point  race,  beating  out  Schuermann  by  four 
points  and  scoring  over  several  other  lesser 
lights.  The  time  was  13:153/^.  Schwab  also 
rode  in  the  international  scratch  at  three- 
fifths  of  a  mile,  but  only  scored  second  in 
the  trial  heat.  "Woody"  Hedspeth,  the 
negro,  was  unplaced  in  his  heat.  The  final 
was  won  by  Vanden   Born. 


Why  Chains  Require  Attention. 

In  overhauling  a  machine,  whether  it  be 
leg  or  motor  driven,  it  is  well  to  note 
whether  the  chain  has  become  worn  to  a 
point  where  it  exhibits  a  tendency  to  ride 
the  sprockets.  As  the  strain  imposed  upon 
the  chain  is  vastly  greater  and  more  trying 
in  the  case  of  the  motor  bicycle,  particular 
attention  should  be  devoted  to  it  at  the 
opening  of  the  season.  If  neglected,  it  will 
wear  the  teeth  of  the  sprockets  down  until 
they  become  like  spikes  and  the  chain  will 
jump  and  rattle.  Worn  chains  are  also  a 
source  of  danger  as  they  are  apt  to  give 
way  at  any  time.  If  they  show  signs  of 
wear,  a  new  chain  represents  the  proverbial 
stitch  in  time,  for  if  neglected  there  is  not 
alone  the  risk  of  breaking  down  on  the 
road,  but  the  expense  of  new  sprockets, 
for  once  the  latter  have  lost  their  pitch,  a 
new  chain  will  not  fit. 


Coxsackie  Chooses  its  Leaders. 

The  following  officers  have  been  elected 
by  the  Coxsackie  (N.  Y.)  Cycling  Club: 
President,  Francis  Worden;  vice-president, 
Newton  H.  Calkins;  secretary,  E.  F.  Tiel; 
treasurer.  Dr.  Wm.  I.  Saxe. 


PE>I^SOIVS      SiVODIvE^S 


The  Only  Cycle  Saddles  With  a  Reputation. 

Is  your  bicycle  fitted  with  a  saddle  in  keeping  with  its  reputation? 


Every  Dogf  Has  His  Day! 


THIS    IS   THE   TIME   TO 


BUY  YOUR  BICYCLES  AND  SUPPLIES. 

AH  Standard  Goods  and  Supplies  for  Bicycle  and 
Automobile   Builders  and  Dealers. 


EXELSIOR  SUPPLY  CO.,  -  233-54  Randolph  Street,  Chicago,  III. 


THE  BICYCLING  WORLD 


19 


Many  Events  for  Motorcyclists. 

While  the  New  York  Motorcycle  Club 
will  repeat  practically  all  of  the  open  events 
with  which  its  name  has  been  associated 
during  previous  years,  during  the  present 
season  it  will  inaugurate  a  policy  of  con- 
tests for  members  only  with  a  view  of 
making  membership  worth  while.  These 
closed  contests  will  all  be  held  during  the 
course  of  club  runs,  thus  adding  interest 
also  to  the  latter.  Among  the  events  on 
the  slate,  the  dates  in  some  cases  not  being 
definitely  fixed,  are  the  following: 

April  22  (open) — Spring  century  run  on 
Bedford  Rest  (Brooklyn)  Patchogue  course. 
May  30,  Decoration  Day  (open) — Hill 
climbing  contest.  June  (closed) — Brook- 
lyn and  N.  Y.  M.  C.  SO-mile  inter-club  re- 
liability contest  for  Nason  trophy.  June 
(closed) — Photo  run.  After  photographs  a 
speed  judgment  contest  will  be  held  for 
prizes.  July  4 — Touring  party  leaves  for 
Rochester.  July — Saturday  afternoon  and 
Sunday  run  to  West  Point,  inspecting  the 
U.  S.  Military  Academy.  July  (closed) — ■ 
Speed  contests  for  prizes.  August — Run 
to  Stamford  to  attend  invitation  clam  bake. 
August  (closed) — Brooklyn  and  N.  Y.  M.  C. 
SO-mile  inter-club  reliability  contest  for 
B.  M.  C.  trophy.  September — Run  to 
Highstown  to  meet  Philadelphia  Motor- 
cycle Club.  September  (closed) — Gymkana 
contests  for  prizes.  September  (open) — 
Reliability  and  judgment  run  to  Bedford, 
N.  Y.,  and  return.  October — Saturday  after- 
noon run  from  Newburg.  October  (open) 
— Fall  century  run  on  New  York  course. 


Salt  Lake  to   Seek  Records. 

Although  no  less  than  nine  world's  rec- 
ords were  wiped  off  the  slate  and  new 
figures  substituted  at  the  Salt  Lake  and 
Ogden  saucers  last  season,  and  that  with- 
out and  special  effort  or  inducement,  it  is 
expected  that  this  year  will  produce  new 
marks  for  every  kind  of  competition.  To 
accomplish  this,  the  management  of  the 
Salt  Lake  saucer  has  announced  that  it 
will  make  an  attempt  to  have  every  existing 
record  broken  and  special  prizes  will  be 
offered  the  rider  who  does  the  erasing.  The 
curtain  will  be  raised  on  May  30,  and  from 
then  on  two  meets  will  be  given  each  week, 
and  one  every  holiday.  It  is  proposed  dur- 
ing the  season  to  promote  a  twenty-four 
hour  and  also  a  six-day  race. 


C.  R.  C.  of  A.  Arranges  Season's  Slate. 

That  cycling  for  pleasure  and  for  sport  is 
not  a  dead  issue  in  the  East  is  evidenced  by 
the  schedule  of  runs  and  races,  which  will 
be  promoted  by  the  New  York  division  of 
the  Century  Road  Club  of  America,  during 
the  ensuing  season.  Informal  century  runs 
will  be  held  every  Sunday  in  April,  and  in 
conjunction  with  the  one  on  April  IS,  there 
will  be  a  handicap  race  from  Valley  Stream 
home,  with  prizes  for  the  leaders  at  the 
tape.  Following  is  the  remainder  of  the 
tchedule: 

Spring  century,  Sunday,  May  13;  SO-mile 


road   race,    Sunday,   June    17;    mid-summer 
century,  Sunday,  July  8;  10-miIe  road  race, 
Sunday,    July    IS;    SO-mile    pleasure    jaunt, 
Sunday,  July  22;   double  century,   Saturday 
night  and  Sunday,  August  4-S;  grand  com- 
bination moonlight  and  double  century  run, 
IS-mile  road  race,  Sunday  August  26;  Labor 
Day,  Monday,  September  3,  famous  Coney 
Island   Cycle   Path   race,   2S-mile  handicap 
100-mile  record  run,  Sunday,  September  16 
Carnival  of  Sports,  Sunday,  September  30 
fall    century,    Sunday,    October    7;    SO-mile 
pleasure  jaunt,  Sunday,  October  21;  SO-mile 
road  race.  Thanksgiving  Day,  November  29. 


Wollenschlager   Booming  the   Century. 

Captain  P.  Wollenschlager,  of  the  East- 
ern Division  of  the  Century  Road  Club 
Association,  is  rounding  up  entries  for  the 
annual  spring  century  run  of  that  associa- 
tion, which  is  scheduled  for  Sunday,  April 
29.  The  start  will  be  from  the  club  house 
at  Bedford  Rest,  Brooklyn,  at  6:30  a.  m., 
for  the  regular  division,  and  two  hours  later 
for  the  fast  bunch.  "Good  Old  Dan"  Adee 
will  pace  the  regular  division,  so  the 
cyclists  will  be  assured  of  a  "regulation" 
gait  throughout. 


Walthour  Wins  Twice  from  Guignard. 

At  the  Velodrome  d'Hiver,  Paris,  on  Sun- 
day, March  11,  Robert  J.  Walthour  rode 
rings  aroung  Guignard,  the  world's  record- 
holder,  in  a  20-kilometre  (12j^  miles)  motor 
paced  race.  Walthour's  time  was  13  min- 
utes 49  seconds, "a  world's  record.  Later  he 
again  defeated  Guignard  by  six  laps  in  a 
50-kilo.  (30  miles)  heat.  The  time  was 
36:31ys.  Walthour  was  paced  by  Gus 
Lawson. 


Bedells   Find  Beef   Unprofitable. 

News  was  received  in  New  York  City 
yesterday  that  the  Bedell  Brothers — John 
and  Menus — have  had  their  effects  attached 
by  the  sheriff.  The  Bedells  live  in  Newark, 
N.  J.,  and  thought  to  while  away  the  winter 
days  by  running  a  restaurant  in  Academy 
street,  that  city.  Evidently  they  could  not 
make  the  "beef  and  — — fat!"  business  pay 
as  well  as  bicycle  riding,  for  according  to 
report  the  sheriff  has  levied  upon  them. 


Newberghs  Chose  their   Officers. 

At  the  annual  meeting  of  the  Newbergh 
(N.  Y.)  Wheelmen,  the  following  officers 
were  chosen:  President,  William  J.  Wy- 
gant;  vice-president,  Charles  O.  Odell;  sec- 
retary, Frank  W.  Tompkins;  treasurer,  John 
E.  Drew;  directors — R.  N.  Whelan,  L.  P. 
Brf.wn,  A.  H.  Crawford,  R.  J.  Snyder,  W. 
J  Leghorn,  D.  M.  Sterling,  W.  C.  Peck, 
W.  J.  Kohl  and  G.  E.  Halliday.,      . 


The  Palace  Athletic  Club  has  been  or- 
ganized at  Salt  Lake  City,  Utah.  Just  what 
its  objects  are  is  not  quite  apparent,  but  it 
takes  the  name  of  the  saucer  track,  and  as 
the  names  of  John  Chapman  and  F.  E. 
Schefski,  managers  of  the  track,  are  named 
among  the- board— of  directors,  ^t  must  -be- 
identified  with  the  racing  game. 


forms    the    basis    of   a     striking 
double   page  illustration 
in  the  new 


CATALOGUE 


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have  thought  of  motorcycles. 


We  will  be  pleased  to  send  gratis 

a  copy  to  you  or  to    any  of 

your  friends  whom  you 

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HENDEE   MFC.  CO.. 

Springfield,   Mass. 


20  THE  BICYCLING  WORLD 

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34  Abbey  St.,  DUBLIN, 


The  Bicycling  World 


AND  MOTORCYCLE  REVIEW. 


*-v, 


Volume  LIII. 


T^ 

New  York,  U.  S.  A.,  Saturday,  April  7,  1906. 


HT 


No.  2 


MAKERS  "GET  ACTION 


j» 


Plans    for    Stimulating    Cycling    Begin    to 

Take   Shape — Busy  Sessions  of  Two 

Associations  in  Buffalo. 


Wednesday  last,  April  4th,  probably  was 
about  the  busiest  day  the  "fittest"  of  the 
cycle  trade  has  had  for  many  long  years; 
and  it  is  extremely  likely  that  it  will  prove 
the  most  fruitful  day.  The  occasion  was 
the  meetings  in  the  Lafayette  Hotel,  Buf- 
falo, N.  Y.,  of  the  Cycle  Manufacturers' 
Association  and  the  Cycle  Parts  and  Acces- 
sories Association,  which  are  representative 
of  the  fittest  who  have  survived  such  up- 
heavals and  tests  as  time  rarely  has  applied 
to   any   industry. 

Since  good  feeling  and  the  get-together 
spirit  entered  the  trade,  the  necessity  for 
"doing  things"  has  loomed  larger  at  each 
succeeding  meeting  and  on  Wednesday, 
the  most  necessary  One  Big  Thing  was 
taken  up  in  all  earnestness  and  given  a 
distinct  advance.  It  has  to  do  with  pub- 
licity— with  those  measures  that  will  cause 
bicycles  and  bicycling  to  be  again  talked 
of,  thought  of  and  read  of  and  generally  to 
be  once  more  instilled  in  the  public  mind. 

Previously  each  association  liad  appointed 
a  committee  to  confer  one  with  the  other 
with  a  view  of  providing  ways  and  means — 
chiefly  means — of  attaining  the  desired  end. 
These  committees  had  met  in  Toledo  and 
on  Wednesday  they  rendered  their  report. 
It  pointed  the  way  to  create  a  fund  that 
should  be  ample  for  the  purpose  after  all 
possible  delinquencies  and  over-estimating 
had  been  taken  into  account.  The  meeting 
approved  of  the  committees'  recommenda- 
tions, pledged  its  support,  and  with  one 
exception,  each  organization  continued  their 
respective  conference  committees,  which 
will  now  proceed  to  devise  the  ways  and 
find  the  man  or  men  necessary  to  execute 
them.     These  committees  are  as  follows: 

Of  the  Cycle  Manufacturers'  Association 
— Harry  Walburg,  F.  E.  Southard  and  E.  S. 
Fretz.  F.  C.  Gilbert  was  a  member  of  the 
former  committee,  but  at  his  personal  urg- 


ing   he   was    relieved    from    duty    and    Mr. 
Fretz  substituted. 

Of  the  Cycle  Parts  and  Accessories  Asso- 
ciation— W.  S.  Gorton,  H.  S.  White  and 
D.   S.  Troxel. 

Late  in  the  day  the  two  committees  held 
a  joint  session  at  which  Mr.  Gorton  was 
elected  chairman,  Mr.  White,  secretary,  and 
Mr.  Walburg,  treasurer.  While  a  beginning 
will  be  made  this  season,  the  campaign  in 
view  will  have  more  reference  to  the  sit- 
uation and  to  results  in  1907. 

On  the  part  of  the  C.  M.  A.,  the  entire 
forenoon  was  given  up  to  the  committee 
on  jobbing  bicycles.  This  committee  is 
concerned  with  the  equipment  of  such 
bicycles  and  with  the  proper  classification 
of  jobbers  themselves.  Although  some 
three  hours  was  given  to  the  subject,  it  was 
impossible  to  complete  the  work  in  hand 
and  the  committee  was  continued.  It  is 
known  that  a  list  of  some  153  jobbers  and 
alleged  jobbers  was  considered  and  that 
while  agreement  as  to  a  few  of  them  is  still 
to  be  reached,  that  it  was  practically  de- 
cided that  about  SO  of  those  on  the  list  are 
merely  alleged  jobbers  and  "once  jobbers" 
who  are  no  longer  entitled  to  jobbers'  quo- 
tations. The  committee  in  charge  of  the 
work  includes  practically  all  members  of 
the  C.  M.  A.  who  produce  and  sell  stripped 
bicycles.  The  stripped  bicycle  men  lost 
one  thing  because  of  their  long  deliberation 
— an  informal  luncheon  given  by  President 
Pierce,  at  the  Ellicott  Club,  a  happy  little 
function  that  showed  the  extent  of  the  pre- 
vailing good  feeling. 

At  the  regular  meeting  of  the  association 
in  the  afternoon,  the  matter  of  publicity  was 
discussed  at  length  and  in  detail,  R.  G. 
Betts,  Editor  of  the  Bicycling  World,  being 
invited  into  the  meeting  to  give  his  views  on 
the  subject.  In  addition,  manufacturers  of 
name-plate  or  agency  bicycles  took  steps 
toward  clarifying  the  situation  as  it  affects 
those  goods.  After  discussion,  a  committee 
was  appointed  which  will  compile  the 
names  of  all  bicycles  of  whatever  sort  and 
which  will  also  consider  the  classification 
of  equipment,  etc.  This  committee  is  com- 
posed of  these  companies:  Pierce,  Miami, 
National,  Pope,  Reading  Standard,  Con- 
solidated, and  Iver  Johnson. 

Owing  to  the  severance  of  his  relations 
with  the  cycle  trade,  D.  W.   Gould,  of  the 


Pope  Mfg.  C&)i^£SigJie.d  the  post  of  secre- 
tary. J.  F.  Cox,  of  the  same  company,  was 
elected  to  succeed  him.  The  National  Sew- 
ing Machine  Co.  also  resigned  its  member- 
ship as  it  has  ceased  to  manufacture 
bicycles. 

The  next  meeting  of  the  association  will 
be  held  in  Buffalo,  in  the  Lafayette  Hotel, 
on  the  first  Wednesday  in  May — the  2d. 
To  expedite  matters,  the  several  committees 
will  meet  the  day  before  in  order  to  com- 
plete their  labors  and  to  prepare  their 
reports. 

There  were  but  two  members  of  the 
C.  M.  A.  absent,  tliose  present  being  as 
follows:  George  N.  Pierce,  George  N. 
Pierce  Co.;  Harry  Walburg,  Miami  Cycle 
&  Mfg.  Co.;  J.  F.  Cox,  D.  W.  Gould  and 
F.  C.  Gilbert,  Pope  Mfg.  Co.;  W.  F.  Remp- 
pis,  Reading  Standard  Cycle  Mfg.  Co.;  W. 
E.  McGuire,  A.  W.  Colter  and  Ezra  E. 
Kirk,  Consolidated  Mfg.  Co.;  George  M. 
Hendee,  Hendee  Mfg.  Co.;  F.  C.  Finken- 
staedt.  National  Cycle  Mfg.  Co.;  Fred  I. 
Johnson,  Iver  Johnson  Arms  &  Cycle 
Works;  F.  E.  Southard,  Toledo  Metal 
Wheel  Co.;  J.  W.  Ash,  Hudson  Mfg.  Co.; 
J.  F.  Vogel,  Gendron  Wheel  Co.;  E.  S. 
Fretz,  Light  Cycle  &  Foundry  Co.;  F.  C. 
Robie,  Excelsior  Supply  Co.;  W.  G.  Shaack, 
Emblem  Mfg.  Co.;  E.  J.  Lonn,  Great  West- 
ern Mfg.  Co. 

The  meeting  of  the  Cycle  Parts  and  Ac- 
cessories Association  was  a  special  one, 
called  on  short  notice,  and  because  of  the 

(Continued  on  following  page) 


New  Men  in  Yale  Management. 

W.  E.  McGuire  has  been  appointed  gen- 
eral manager  of  the  Consolidated  Mfg.  Co., 
Toledo,  Ohio,  ■  makers  of  the  Yale  and 
Snell  bicycles,  and  already  has  assumed  the 
duties  of  the  office.  Mr.  McGuire  is  a  new 
man  in  the  cycle  trade  who  comes  from 
Canada,  where  he  was  engaged  in  the 
metal  stamping  industry,  with  a  big  repu- 
tation as  an  organizer  and  producer.  He 
was  in  attendance  at  the  Cycle  Manufac- 
turers' Association  meeting  in  Buffalo  on 
Wednesday  and  though  reserved,  his 
pleasing  personality  caused  those  whom  he 
met  to  warm  toward  him.  A.  W.  Colter, 
treasurer  of  the  company,  and  Edward 
Buffum,  sales  manager,  will  continue  the 
duties  of  those  offices  exactly  as  heretofore. 


30 


THE  BICYCLING  WORLD 


MAKERS   "GET  ACTION" 

(Continued  from  preceding  page) 

fact  was  not  very  largely  attended.  It  was 
called  chiefly  that  the  work  of  its  confer- 
ence committee  might  not  be  halted  by 
lack  of  authority  and  the  fruit  of  its  session 
was  the  approval  of  the  action  of  the  joint 
conference  and  the  empowering  of  its  com- 
mittee to  continue  the  work  in  co-operation 
with  the  C.  M.  A.  President  W.  H.  Crosby, 
to  whose  initiative  so  much  is  due,  was,  of 
course,  in  attendance  and  presided.  The 
other  members  present  were:  H.  S.  White, 
Shelby  Steel  Tube  Co.;  W.  S.  Gorton, 
Standard  Welding  Co.;  W.  J.  Surre,  Corbirf 
Screw  Corporation;  R.  D.  Webster,  Eclipse 
Machine  Co.;  D.  S.  Troxel,  Troxel  Mfg.  Co. 


Gould  Leaves  the  Pope  Forces. 

D.  W.  Gould,  manager  of  the  Pope  Mfg. 
Co.'s  Chicago  factory,  has  resigned  that 
office  and  on  Monday  next  will  assume  a 
responsible  position  on  the  staff  of  Sears, 
Roebuck  &  Co.,  the  Chicago  mail  order 
house.  Although  the  latter  firm  deals 
largely  with  bicycles,  Mr.  Gould's  duties 
will  be  entirely  foreign  to  that  department. 

Mr.  Gould,  who  has  been  identified  with 
the  cycle  trade  for  some  16  years,  proved 
himself  one  of  the  brightest  young  men 
in  the  business.  Originally  he  was  private 
secretary  to  A.  Featherstone  and  when  the 
Featherstone  business  was  taken  over  by 
the  American  Bicycle  Co.,  Gould  went  with 
it,  being  ultimately  promoted  to  the  man- 
agement of  a  department.  When  the  Pope 
Mfg.  Co.  purchased  the  remains  of  the 
A.  B.  C.  and  reorganized  the  business,  be 
became  assistant  manager  of  the  Western 
department  under  Arthur  L.  Atkins.  When 
ill  health  forced  the  latter  to  retire,  Gould 
was  appointed  to  fill  the  vacancy  and  it  was 
not  long  before  he  began  to  make  his 
force  felt.  It  was  the  ability  and  thought 
he  displayed  that  attracted  the  notice  of 
Sears,  Roebuck  &  Co.,  who  made  Gould 
such  a  flattering  offer  that  he  could  not  re- 
fuse it.  He  will  be  succeeded  by  F.  C. 
Gilbert,  now  in  charge  of  the  Pope  plant  in 
Hagerstown,  Md.,  and  one  of  the  young 
but  able  "old  reliables"  of  the  Pope  com- 
pany. 


Canal  Zone  Field  tor  Trade. 

United  States  Consul-General  Shanklin, 
of  Panama,  suggests  to  manufacturers  of 
bicycles,  that  there  is  a  good  sales  opening 
in  the  canal  zone.  The  streets  in  Panama 
City  have  been  paved  in  several  directions, 
and  splendidly  built  roadways  reach  to  the 
Sabanas.  This  affords  a  route  of  about  16 
miles  which,  he  thinks,  will  tempt  many 
people  to  take  advantage  of  the  improved 
streets   and  highways. 


British  Exports  in  February. 
During  February,  the  records  of  exports 
of  British  bicycles  and  parts,  although  of 
less  volume  than  that  for  the  preceding 
month,  yet  showed  a  marked  increase  over 
the  corresponding  period  of  a  year  ago.  The 
total    number    of    complete    machines     ex- 


ported was  5,048,  the  value  of  which  was  de- 
clared at  $144,590,  in  addition  to  which 
$367,105  worth  of  parts  were  sent  out, 
bringing  the  total  up  to  $511,695,  as  against 
$520,975  for  January,  and  $409,755  for  Feb- 
ruary, 1905.  The  aggregate  shipments  of 
cycles  and  parts  for  the  first  two  months 
of  this  year  have  amounted  to  $1,032,670,  in 
distinction  to  $737,700  the  sum  total  of  last 
year's  business  up  to  the  first  of  March, 
which  represents  an  absolute  increase  of 
$294,970. 


TO   MAKE  WORLD-WIDE  TOUR 


Two  Western  Cyclists  Undertake  to  Girdle 
the  Earth. 


Hall  Secretary  of  Western  District  F.  A.  M. 

Vice  President  Hunter,  in  charge  of  the 
Western  District  of  the  F.  A.  M.,  has  ap- 
pointed Irving  R.  Hall,  of  Oak  Park,  III., 
secretary  for  that  district;  there  is  small 
doubt  but  that  marked  activity  will  be  the 
result.  Hall  has  a  reputation  as  a  worker 
and  is  full  of  faith  in  the  F.  A.  M.  It  is  a 
matter  of  "inside"  knowledge  that  the 
Chicago  Motorcycle  Club,  of  which  he  is 
secretary,  last  year  endorsed  him  for  the 
western  vice-presidency,  but  word  of  the 
club's  action  did  not  reach  the  F.  A.  M. 
officials  in  time  and  the  Chicago  man  who 
was  present  and  nominated  the  successful 
candidate  had  left  the  Windy  City  unaware 
that  his  club  had  expressed  a  choice. 


Sales  of  Lamps  Show  Big  Increase. 

Indications  of  a  very  .largely  increased 
demand  for  bicycles  this  season  are  not 
wanting.  One  of  them  that  speaks  for  it- 
self is  to  be  found  in  a  stat'ement  of  the 
Badger  Brass  Manufacturing  Co.,  of  Ken- 
osha, Wis.,  to  the  effect  that  orders  for 
Solar  lamps  during  the  first  three  months  of 
the  present  year  have  been  more  than  treble 
what  they  were  for  the  same  period  a  year 
ago.  No  less  than  6,000  more  Solar  lamps 
have  been  sold  since  January  1st,  1906,  than 
were  ordered  in  the  first  quarter  of  1905. 


The  Retail  Record. 

Peekskill,  N.  Y.— C.  H.  Winn  enlarges 
bicycle  store. 

Ukiah,  Cal. — J.  H.  Waugh's  cyclery  de- 
stroyed by  fire;  damage,  $2,500. 

Medina,  N.  Y. — Kirk  Warner's  bicycle 
store  destrowed  by  fire;  loss,  $800. 

Burlington,  Vt. — Smith  Bros',  sporting 
goods  dealers,  added  bicycle  department. 


New  Company  Succeeds  the  Berkshire. 

The  Berkshire  Cycle  and  Automobile 
Company,  of  North  Adams,  Mass.,  formerly 
the  Berkshire  Cycle  Co.,  has  become  incor- 
porated, with  $5,000  capital.  Anson  Wil- 
liams has  been  elected  president;  Walter 
Parker,  treasurer,  and  Milton  L.  Ferro, 
secretary. 


Kinloch    to    Re-open    in    Paterson. 

Andrew  M.  Kinloch,  who  was  a  Paterson, 
N.  J.,  bicycle  dealer  until  burglars  removed 
most  of  his  stock  in  trade  last  year,  will 
again  tempt  fate  by  opening  up  at  272 
Straight  street,  that  city,  on  Monday  next. 
Snell  and  Hudson  wheels  will  be  carried. 


Although  the  value  of  bicycle  touring 
from  the  pleasure-seekers'  standpoint  has 
been  appreciated  to  the  full  for  many  years, 
and  although  the  advantages  in  the  way  of 
general  advertising  which  accrue  from  a 
well-planned  trip  have  been  made  use  of  in 
more  than  one  instance,  it  remained  for  two 
Illinois  men  to  evolve  a  scheme  of  business 
pure  and  simple,  in  which  a  tour  of  nearly 
the  entire  northern  hemisphere  is  contem- 
plated, and  which  is  to  be  similar  to  any 
other  business  trip  except  that  by  the  use 
of  bicycles  instead  of  the  more  ordinary 
modes  of  travel,  better  access  to  their  pros- 
pective customers  may  be  had,  and  their 
purposes  may  be  better  served.  Lester  R. 
Creutz  and  George  E.  Holt,  of  Moline,  the 
joint  originators  of  the  idea,  will  commence 
their  trip  sometime  in  the  middle  Of  June. 

After  leaving  New  York  and  spending  a 
few  days  in  Liverpool,  England,  their  bicy- 
cle trip  will  begin.  Because  of  the  lateness 
of  the  season  it  is  probable  that  motor- 
cycles will  be  used  through   Europe. 

It  is  expected  that  New  Year's  day  will 
see  them  at  Algeria,  in  Africa,  Christmas 
probably  having  spent  among  the  vine- 
yards of  southern  France.  January  and 
probably  being  spent  among  the  vine- 
northern  Africa.  Local  conditions  will,  of 
course,  entirely  govern  this  trip.  From 
Tunis  the  tourists  will  go  by  boat  to  the 
island  of  Sicily,  and  after  passing  across 
the  island  will  begin  their  wheel  north- 
ward through  Italy  to  Switzerland;  thence 
their  itinerary  will  lead  them  eastward  to 
Vienna,  in  Austria;  thence  south  through 
Austria  to  the  Balkan  states,  Roumania, 
Servia,  Bulgaria  and  Turkey,  to  Greece, 
whence  a  trip  to  the  principal  points  of  in- 
terest in  Egypt  will  be  undertaken,  followed 
by  a  trip  by  boat  down  to  the  Red  sea, 
around  the  Arabian  peninsula  to  a  Persian 
port.  After  going  around  the  Indian  penin- 
sular and  visiting  Bombay  and  other  points, 
they  will  go  down  the  Malay  peninsula  to 
Singapore,  visitng  Sumatra  and  Borneo,  and 
take  boat  for  Manila.  From  the  Philippines 
they  will  go  to  China,  thence  to  Japan.  Af- 
ter a  visit  to  the  land  of  the  mikado,  they 
will  sail  for  the  Hawaiian  islands,  on  their 
way  home. 


Coaster   Brake    Coming   into   its    Own. 

That  the  coaster  brake  finally  is  "coming 
into  its  own"  seems  to  be  indicated  by  the 
trend  of  the  trade  orders  up  to  date.  Wed- 
nesday, J.  F.  Cox,  sales  manager  of  the 
Pope  Mfg.  Co.,  stated  that  72  per  cent,  of 
their  orders  were  for  bicycles  fitted  with 
coaster  brakes. 


R.  A.  Cory,  a  bicycle  dealer  at  South 
Haven,  Mich.,  was  drowned  in  Lake  Mich- 
igan, last  Saturday,  31st  ult.  Cory  was  set- 
ting decoys  for  ducks  when  the  huat  cap- 
sized. 


THE  BICYCLING  WORLD 


31 


FEEDING  POPULAR  INTEREST 


What  Publicity  Affects  and  how  its  Effect- 
iveness may  be  Increased. 


Apparently  there  is  absolutely  no  limit 
to  the  scope  and  variety  of  method  taken 
by  the  successful  advertising  man.  New 
ideas  in  the  advertising  line  are  constantly 
being  brought  forth  and  followed  out  or 
past  up  as  the  case  may  be  with  kaleidos- 
copic variety.  The  science,  as  such  has 
been  characterized  most  astutely  as  the  true 
business  lever,  but  just  as  any  lever  loses 
its  advantage  of  position  and  grip  if  the 
properly  required  amount  of  pressure  is 
not  brought  to  bear  upon  it  at  the  right 
time,  and  all  the  time  until  its  object  has 
been  accomplished,  even  so  the  wisely  cast 
advertising  method  must  be  followed  up, 
or  it  fails  of  its  purpose  and  goes  down  on 
the  debit  side  of  the  account.  Moreover, 
just  as  it  requires  a  great  many  blows  de- 
livered by  a  hammer  to  complete  the  forg- 
ing of  another  such  implement,  so  the  tool 
which  is  to  be  used  in  welding  public  opin- 
ion into  such  shape  that  it  will  yield  to  the 
opportunities  held  out  to  it  by  the  maker 
and  the  dealer  must  be  wrought  out  by  a 
process  similar  in  its  persistency,  which  is 
best  handled  from  the  vantage  point  of  the 
trade  press. 

Hence,  the  persistent  reiteration  of  the 
principles  and  merits  of  consistent  and  per- 
sistent advertising,  in  the  columns  of  the 
weekly,  organs  of  the  industry.  Says  a 
writer  in  the  Bicycling  News  and  Motor 
Review: 

"Reviewing  these  things  from  an  unbiased 
standpoint,  we  are  bound  to  conclude  that 
persistent  and  broadcast  advertising  is  the 
very  water  without  which  the  tree  of  life 
cannot  bear  much  fruit.  And  it  should  be 
done,  not  to  the  "trade  only,  but  to  the  pub- 
lic as  well;  for  doubtless  it  will  be  obvious 
to  all  wideawake  persons  that  there  are 
thousands  of  people  who  have  already  de- 
cided to  purchase  a  bicycle,  but  have  not 
yet  decided,  have  not  even  the  least  idea 
what  particular  machine  to  have,  but  are 
casting  about  and  reading  up  everything 
they  come  across  relating  to  cycles. 
********** 

"If  my  observation  is  clear,  I  believe 
there  are  some  manufacturers  who  place 
too  much  confidence  in  a  name  that  has 
been  made  some  ten  to  twenty  years  ago. 
A  good  name  is  one  of  the  brightest  lights 
to  prosperity  that  any  firm  can  possibly 
have,  but  however  good  it  may  be,  or  has 
been,  it  is  much  easier  lost  than  gained,  and 
therefore  ought  to  be  backed  up  by  quality 
in  every  machine  that  bears  it,  and,  above 
all,  'well  advertised,'  as  this  is  doubtless 
the  very  best  fuel  to  keep  its  light  still 
shining,  otherwise  it  will  most  certainly  be- 
come dim,  and  finally  burn  itself  out  alto- 
gether. Its  value  having  then  reached  its 
lowest  piiint.  it  is  often  sold  for  a  mere 
trifle,   it  may  be  to  honest  men,  but  most 


likely  to  a  lot  of  speculative  rogues,  who  in 
their  lust  for  gain  make  a  counterfeit  and 
pass  it  off  as  the  genuine  article,  deceiving 
those  both  inside  and  outside  the  house  so 
cleverly  that  one  is  brought  to  doubt 
whether  or  not  there  is  really  anything  in  a 
name,  and  thus  the  really  good  becomes 
singed  by  the  superficial  influence  of  the 
bad,  to  the  great  and  lasting  disadvantage 
of  a  struggling  and  honest  industry.  Thus 
we  get  another  good  reason  why  the  genu- 
inely good  makers  should  more  broadly  and 
loudly  blow  their  trumpets,  until  they  al- 
most make  a  person  feel  he  is  on  a  good 
bicycle,  when,  in  fact,  he  is  simply  reading 
about  it.  Do  not  sit  quietly  in  your  arm- 
chair trying  to  make  yourself  think  the 
agent  is  the  cause  because  you  are  not 
selling  enough  machines.  There  has  always 
been  too  much  of  this.  Create  a  demand, 
both  by  advertising  and  quality;  for  it  must 
be  admitted  that  it  is  the  manufacturer's 
right  and  place  to  do  this,  and  the  agent's 
place  to  sell  that  for  which  there  is  a  de- 
mand, for  it  must  be  recognized  that  an 
agent,'  if  he  knows  his  business,  buys  on 
the  very  same  principle  as  the  manufac- 
turer himself,  namely,  that  which  is  best 
value  for  money.  Unsaleable  goods  are  as 
useless  to  him  as  bad  material  is  to  the 
manufacturer.  If  goods  he  buys  turn  out 
faulty,  his  business  suffers  in  consequence, 
thus  leaving  him  .no  alternative  but  to  cut 
the  makers  or  lost  his  trade.  This  is  no 
idle  talk,  for  the  writer  himself,  through 
faulty  material  supplied,  has  been  obliged 
to  withdraw  his  support  from  several  prom- 
inent and  well-known  firms  in  the  trade. 
These  people  are  generally  the  loudest  in 
their  cry  and  they  cannot  get  proper  repre- 
sentation, when  the  real  facts  are  that  they 
are  slowly  but  surely  committing  suicide. 
"One  good  and  up-to-date  form  of  adver- 
tising that  I  believe  would  pay  good  mak- 
ers to  adopt,  would  be  to  have  some  good 
matter  composed,  and  either  sung  or  spoken 
on  to  some  records  and  supplied  with  every 
machine  sold,  or  otherwise  a  few  supplied 
each  agent,  to  be  used  only  in  his  depot, 
where  a  phonograph  might  be  kept.  This 
plan  would  not  only  work  well  for  the  time 
being,  but  it  would  act  as  a  better  lever 
still  for  the  year  following,  because  thous- 
ands of  people  would  hear  the  records  dur- 
ing the  following  winter  and  coming  spring. 
One  thing  about  this  is,  that  it  would  not 
be  wasted,  as  the  articles  would  be  useful, 
amusing,  inexpensive  and  lasting.  The 
greatest  responsibility  regarding  results 
would  rest  on  the  composition,  but  in  any 
case  it  could  be  made  one  of  the  best  and 
most  up-to-date  advertisements  of  the  pres- 
ent age." 


WINNEPEG  IS  WIDE  AWAKE 


Canadian    Enthusiasm    Grows   and   Bicycle 
Path  Mileage  will  be  Increased. 


France    Cuts    Bicycle    Tax. 

Evidently  with  a  view  of  stimulating  the 
Frenchman's  decadent  interest  in  cycling, 
the  French  bicycle  tax  which  has  all  along 
been  accused  of  being  the  cause  of  this 
lack  of  interest,  has  been  cut  in  half.  It  was 
formerly  six  francs  ($1.14)  and  is  now 
three. 


Canadian  bicycling  enthusiasm  is  show- 
ing such  a  marked  increase  that  in  Winne- 
peg,  it  is  considered  expedient  to  increase 
the  amount  of  cycle  path  mileage.  In  order 
to  do  this,  however,  it  will  be  necessary  to 
increase  the  per  capita  cycle  tax  from  50 
cents  to  $1.00,  but  as  this  will  only  bring 
the  tax  on  a  par  with  that  imposed  by  sev- 
eral of  the  neighboring  communities,  it  is 
thought  that  it  will  not  be  considered  a 
hardship  by  the  riders.  The  present  income 
of  the  cycle  path  board  is  barely  sufficient 
to  carry  on  its  work,  and  a  substantial  addi- 
tion will  be  necessary  in  order  to  permit 
of  an  enlargement  in  the  scope.  Secretary 
R.  D.  Waugh  has  the  matter  at  heart  and 
will  present  it  for  action  at  the  annual  meet- 
ing, soon  to  occur. 

There  are  some  fifteen  miles  of  cycle 
path  in  the  vicinity  of  Winnepeg,  which 
have  been  kept  in  good  condition  ever  since 
the  formation  of  the  board,  in  addition 
to  which  the  services  of  an  officer  have 
been  retained  to  look  after  the  stolen 
wheels,  returning  them  to  their  rightful 
owners  as  far  as  possible.  That  branch  of 
the  work  has  been  particularly  successful, 
tlTe  majority  of  the  reported  losses  being 
made  good  within  a  short  time.  And  as  an 
immediate  result  of  the  two  seasons'  work 
in  this  respect,  the  amount  of  cycle  thievery 
has  been  reduced  visibly. 

The  income  of  the  board,  which  at  the 
present  time  amounts  to  only  about  $4,000, 
leaves  but  a  small  margin  after  the  salaries 
of  the  officers  have  been  deducted,  and  this 
has  been  speedily  absorbed  in  maintaining 
the  paths.  Hence,  the  increase  in  the  tax  is 
thought  to  be  imperative,  and  will  likely 
go  into  effect  within  a  short  time. 


Gliesman  Relinquishes  Presidency. 

Despite  the  protestations  of  his  fellow 
club  members,  Harry  A.  Gliesman,  who  has 
faithfully  served  the  Tiger  Wheelmen,  New 
York  City,  for  several  years  as  its  president, 
relinquished  that  office  at  the  annual  meet- 
ing this  week.  Gliesman,  however,  did  not 
entirely  shake  himself  out  of  harness,  as  he 
was  persuaded  to  act  as  financial  secretary 
and  treasurer,  to  which  office  he  was  unan- 
imously elected.  Charles  P.  Soulier  was 
elected  president,  William  Tully,  vice-presi- 
dent; George  B.  Hunter,  recording  secre- 
tary; H.  T.  Mayo,  corresponding  secretary; 
Urban  McDonald,  captain,  and  Peter  J. 
Baum,  first  lieutenant.  The  new  officers 
showed  their  "tigerish"  tendencies  by  calling 
a  run  and  race  for  to-morrow  (Sunday). 
The  race  will  take  place  at  Valley  Stream, 
L.  I.,  at  one  o'clock  and  the  course  is  to 
Lynbrook  and  return,  a  distance  of  five 
miles.  It  will  be  a  handicap,  open  only  to 
club  members. 


32  THE  BICYCLING  WORLD 


AS  EACH  SEASON  ROLLS  AROUND 

it  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever.  * 

National  Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who  knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid  record 
of  the  National  on  road  and  track,  and  year  after  year. 

"A  National  Rider  is  Proud  of  his  flount,'*  is  an  old  adage." 
It's    still  trite    and    true.       If    not    familiar  with   our    latest 

models,  we'll  gladly  inform  you  regarding  them.  * 


If  we  are  not  represented  in  your  locality  we  will  be  glad  to  hear  from    YOU. 


NATIONAL  CYCLE  MFQ.  CO,,   =    Bay  City,  Mich. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  Haintenance  ofWeverreuSle 

Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chlcopee   Falls,  Mass, 


THE  BICYCLING  WORLD 


33 


FOUNDED, 
•187 

^dn^OCYCLE  REV1EW<«^ 

Published  Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


Subscription,    Per    Annum   (Postage  Paid)   $2.00 

Single    Copies    (Postage  Paid)      ...     10  Cents 

Foreign    Subscription $3.00 

Invariably    in    Advance. 

Postage  Stamps  will  be  accepted  in  payment  for 
subscriptions,  but  not  for  advertisements.  Checks. 
Drafts  and  Money  Orders  should  be  made  payable  to 
THE  BICYCLING  WORLD  COMPANY. 


iSntered  as  second-class  matter  at  the  New  York, 
N.   Y.,   Post  Office,   September,   1900. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and   its  branches. 

ff^Change  of  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding  the   date   of   publication. 

S^Members  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York;  our  facilities  and 
information  will  be  at  their  command. 


To   Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 

New  York,  April  7,  1906. 

What  Association  Accomplishes. 

To  a  man  in  whose  veins  ice  water  does 
not  run,  attendance  at  a  meeting  of  either 
of  the  cycle  trade  associations,  which  are 
now  in  being  and  working  for  the  welfare 
of  the  industry,  is  as  good  as  a  tonic.  That 
the  beneficent  influence  of  these  associa- 
tions is  equivalent  to  the  revivifying  effect 
of  an  elixir  on  the  whole  industry,  is  un- 
doubted. They  present  a  striking  example 
of  the  benefits  of  organization  and  it  is 
difficult  to  conceive  how  anyone  engaged 
or  directly  interested  in  the  industry  can 
remain  outside  the  ranks. 

Personal  contact  has  convinced  every 
man  that  the  other  fellow — his  rival — is 
neither  possessed  of  horns,  nor  does  he 
carry  a  pitchfork,  but  is  a  pretty  good  fel- 
low after  all,  and,  once  amenable  to  reason, 
a  great  deal  is  accomplished.  This  object, 
the  associations  have  already  fully  achieved, 
and  as  a  result,  substantial  progress  toward 
lasting  betterment  of  prevailing  conditions, 
is  not  only  under  way,  but  within  easy 
reach. 

There  seems  to  be  no  room  for  doubt 
that  the  Cycle  Manufacturers'  Association 
and  the  Cycle  Parts  and  Accessories  Asso- 
ciation will  leave  a  very  deep  impress   on 


the  industry  as  a  whole  and  infuse  it  with 
the  spirit  and  direction  which  are  essential 
to  its  progress.  This  is  as  it  should  be. 
That  community  of  interest  that  prevails 
in  all  other  industries,  is  as  a  matter  of 
course,  fully  present  in  the  cycle  trade,  but 
recognition  of  the  fact  has  been  a  long  time 
in  coming.  The  cobwebs,  however,  have 
been  brushed  away  and  the  clearer  vision, 
steadfastness  of  purpose  and  direction  that 
have  taken  their  place  and  which  are  now 
so  marked,  are  certain  of  results.  The  fizz 
and  fireworks  of  cycling  are  long  since 
dissipated,  and  it  looks  now  as  if  the  indus- 
try had  at  last  entered  upon  that  period  of 
sober  manhood  which  renders  progress  in- 
telligent, dignified  and  enduring. 


Makers   Frown  on  Alleged  Jobbers. 

It  is  small  wonder  that  jobbers  and  the 
jobbing  bicycle  are  coming  in  for  so  much 
attention  at  the  hands  of  a  considerable 
section  of  the  Cycle  Manufacturers'  Asso- 
ciation. While  that  type  of  bicycle  is  not 
as  cheap  as  it  used  to  be,  which  is  in  the 
nature  of  a  Godsend,  it  is  still  a  source  of 
concern  to  those  who  have  to  do  with 
it.  Though  quality  is  a  secondary  considera- 
tion with  the  jobbers  and  mail  order  houses 
make  a  specialty  of  marketing  the  bicycle 
that  masquerades  under  many  names,  the 
demands  which  these  people  think  nothing 
of  making  upon  the  manufacturers,  are 
little  short  of  astounding.  The  demand 
arises,  of  course,  from  the  absolute  neces- 
sity of  pinching  even  half-pennies,  which 
pinching  alone  makes  such  bicycles  possible 
and  the  means  employed  to  effect  these  end's 
are  scarcely  creditable. 

Wishing  to  negotiate  with  a  maker  for 
a  supply  of  nameless  bicycles,  a  quotation 
is  requested  on  a  certain  number  complete. 
This  is  merely  in  the  nature  of  a  "feeler." 
The  lowest  figure  submitted  by  different 
makers  appealed  to  is  then  used  as  a  basis 
upon  which  to  work.  With  this  quotation 
in  their  possession  it  is  the  custom  of  the 
stripped  bicycle  brigade  to  scour  the  mar- 
kets for  job  lots  of  cheapness.  Close  figur- 
ing is  naturally  imperative  and  when  one 
of  these  specialists  in  stripped  machines  is 
able  to  light  upon  a  quantity  of  doubtful 
spokes,  "seconds"  in  rims,  hubs  or  saddles, 
he  is  equipped  for  further  operations.  Hav- 
ing become  the  possessor  of  a  sufficient 
quantity  of  one  of  these  essentials  to  pro- 
vide the  lot  of  machines  he  wishes  to  have 
made  in  that  respect,  he  goes  back  to  the 
manufacturer  and  requests  another  quota- 
tion; not  on  the  complete  bicycle,  but  on 
a  machine  built  by  the  maker  incorporating 


the  odd  parts,  such  as  spokes,  rims  or  hubs, 
which  have  come  into  the  price  shaver's 
possession  at  a  figure  which  through  some 
defect  or  the  bankruptcy  of  their  maker 
have  been  thrown  on  the  market  at  a  frac- 
tion of  the  cost  of  production. 

In  view  of  such  penny-shaving  practices, 
it  is  not  to  be  wondered  at  that  manufac- 
turers who  deal  with  this  class  of  trade  are 
up  in  arms.  It  makes  them  little  more  than 
piece  workers  or  assemblers.  Nor  is  it 
strange  in  view  of  the  altered  conditions 
that  a  revision  of  the  jobbers'  list  should  be- 
come necessary.  In  all  probability,  if  the 
names  of  some  of  those  who  figure  as  job- 
bers were  to  be  published,  it  would  cause  a 
horselaugh.  Some  of  them — and  some  in 
this  instance,  doubtless  means  many,  are 
purely  local  dealers,  utterly  unknown  out- 
side their  own  limited  districts,  while  others 
are  of  the  basement  job  lot  type. 


A   Step  in  the  Right   Direction. 

In  all  the  broad  field  of  what  is  classified 
as  sport,  there  is  probably  nothing  more 
equivocal  than  the  situation  of  the  so-called 
amateur.  It  is  very  apt  to  be  much  the 
same,  no  matter  what  the  "game"  in  which 
he  is  engaged,  and  the  complications  aris- 
ing from  his  demands  upon  the  promoters, 
and  managers  of  meets,  and  the  discon- 
tented murmurings  of  the  chronic  "kickers" 
are  as  numerous  as  they  are  amusing  to  the 
world  at  large.  For  the  great  disinterested 
public  fails  to  grasp  the  importance  of  the 
distinction  between  the  amateur  and  the 
professional  competitor. 

Yet  the  distinction  is  one  of  exceeding 
simplicity.  In  a  word,  the  amateur  is  one 
who  strives  for  the  sake  of  the  strife,  while 
the  professional  strives  for  what  he  is  to 
gain  by  it  in  money  value. 

Pure  amateurism  and  pure  professional- 
ism are  the  heart  and  soul  of  good  sport, 
and  the  getting  away  from  them  is  the  be- 
ginning of  the  end  in  any  case  where  it  is 
allowed  to  creep  in.  That  being  the  case, 
the  action  of  the  local  club  which  has 
decided  to  award  no  more  gewgaws  and 
trinkets  for  its  meets,  but  instead  to  reward 
merit  v;ith  meritorious  awards  in  the  shape 
of  suitably  engraved  medals,  is  a  step  in 
the  right  direction. 


"Enclosed  please  find  $2.00  for  renewal  of 
the  Harvard  Motorcycle  Club's  subscription 
to  the  Bicycling  World.  The  club  has  de- 
rived much  satisfaction  and  useful  infor- 
mation from  your  paper." — E.  Gordon 
Hawes,  Secretary  Harvard  Motorcycle 
Club,  Cambridge,  Mass. 


34 


THE  BICYCLING  WORLD 


Virginia's  Curious  Law. 

Although  President  Betts,  of  the  Federa- 
tion of  American  Motorcyclists,  received 
assurances  that  bicycles  and  motorcycles 
had  been  eliminated  from  the  provisions  of 
the  Byrd  automobile  measure,  which  has 
since  become  a  law,  a  perusal  of  a  copy  of 
the  new  Virginia  regulations  disclose  the 
fact  that  motorcycles  are  exempted  but 
.  that  bicycles  are  included  in  its  ridiculous 
provisions,  that  is,  if  the  law  is  to  be  con- 
strued literally. 

Section  one  of  the  law  says  "that  it  shall 
be  unlawful  for  any  person  or  persons  ex- 
cept in  accordance  with  the  provisions  of 
this  act  to  run,  drive  or  operate  any  auto- 
mobile, locomobile  or  any  vehicle  of  any 
kind,  the  motive  power  of  which  shall  be 
electricity,  steam,  gas,  gasolene  or  any 
other  motive  power  except  animals,  and 
which  said  vehicles  shall  hereafter  be  called 
machines  in  this  act,  on  or  along  or  across 
any  public  road,  street,  alley,  highway,  ave- 
nue or  turnpike  of  any  county,  city,  town  or 
village  in  the  State  of  Virginia,  except  and 
until  such  person  shall  comply  with  section 
two  of  this  act." 

It  is  all  according  to  the  literal  construc- 
tion of  the  law  whether  or  not  cyclists  will 
have  to  comply  with  its  provisions.  If  the 
power  produced  by  a  person  to  drive  a 
bicycle  is  animal,  that  is,  if  cyclists  are  to 
be  classed  as  animals,  then  they  will  not 
have  to  conform  to  the  impossible  regula- 
tions laid  down  in  the  bill.  However,  the 
class  need  not  be  unnecessarily  alarmed  for 
it  is  doubtful  if  a  cyclist  ever  will  have  to 
face  a  Virginia  police  magistrate  for  failure 
to  act  in  accordance  with  the  literal  transla- 
tion of  the  law. 

If,  however,  the  law  is  literally  enforced 
each  cyclist  will  have  to  take  out  an  annual 
license,  the  fee  for  which  is  $2.00,  and 
must  carry  a  numbered  tag,  the  figures  of 
which  must  be  not  less  than  four  inches  in 
height,  upon,  the  rear  of  his  machine.  He 
also  will  be  required  to  exhibit  the  certifi- 
cate which  is  given  when  the  license  fee  is 
paid,  to  the  keeper  of  every  toll  gate 
he  may  happen  to  pass. 

The  rates  of  speed  set  forth  in  the  law  are 
eight  miles  an  hour  in  cities,  towns  and  vil- 
lages; around  curves  or  bends  in  the  road; 
where  the  street  or  highway  passes  built- 
up  portions  of  cities  or  towns,  and  at  all 
points  on  the  public  highways  where  there 
is  a  gathering  of  persons  or  horses;  other- 
wise, a  speed  of  fifteen  miles  is  allowed. 

One  ray  of  hope  is  held  out  to  cyclists 
in  the  event  of  the  law  being  enforced  to 
the  letter,  and  that  is  that  it  will  apply  only 
to  counties  whose  Boards  of  Supervisors 
shall,  by  a  recorded  vote,  adopt  it. 

Motorcycles  are  supposed  to  be  exempted 
from  its  provisions  in  section  fifteen  which 
says  in  part:  "Nothing  in  this  act  shall 
apply  to  the  machines  known  as  traction 
engines,  or  to  any  locomotive  engine  or 
electric  car  running  on  rails  or  motor 
bicycles."  As  bicycles  are  not  mentioned 
they  evidently  are  classed  as  machines  if 
the  letter  of  the  law  is  to  be  carried  out. 


CORRESPONDENCE. 

How  to   Clean  the   Bicycle. 

Editor  of  the   Bicycling  World: 

To  one  who  takes  a  pride  in  the  appear- 
ance of  his  bicycle  and  who  appreciates  the 
great  advantage  of  always  having  his  ma- 
chine in  the  finest  possible  condition,  the 
comnient  in  a  recent  issue  of  the  Bicycling 
World  on  the  little  attention  that  the  pres- 
ent day  rider  bestows  on  his  mount,  the 
truth  of  which  is  borne  out  by  every  day 
observation,  causes  a  feeling  of  regret. 
Especially  when  it  is  taken  into  considera- 
tion the  little  extra  time  and  trouble  that  is 
involved  in  keeping  a  wheel  in  fine  trim. 

Probably  one  reason  why  bicycle  clean- 
ing is  regarded  as  such  a  disagreeable  job 
by  so  many  is  owing  to  the  stooping  posi- 
tion that  is  required,  with  its  constant  at- 
tendance of  backache  and  cramped  legs. 
This  discomforting  feature  can  easily  be 
eliminated  by  hanging  the  bicycle  up  by 
means  of  two  ropes  fastened  to  the  ceiling 
or  other  convenient  place,  one  of  which 
passes  around  the  handle  bar  stem  and  the 
other  around  the  saddle.  Another  big  ad- 
vantage in  this  procedure  is  that  the  wheels 
and  pedals  can  be  freely  turned;  indeed,  in 
effecting  adjustments,  making  tire  repairs, 
trueing  up  wheels  and  so  forth,  I  find  this 
method  of  suspending  the  bicycle  for  more 
convenient  than  placing  the  machine  up- 
side down  on  the  handle  bar  and  saddle,  as 
is  the  custom  with  many  repair  men.  About 
half  an  hour  a  week,  when  the  machine  is 
in  active  service,  is  all  the  time  that  need 
be  involved  to  keep  it  in  fine  condition,  pro- 
vided the  cleaning  is  properly  done. 

The  method  that  I  follow  is  this:  First, 
I  remove  the  dust  with  a  soft  feather  duster 
and  any  mud  with  a  thoroughly  wet  sponge, 
being  careful  not  to  cause  the  mud  to 
scratch  by  any  rubbing  action.  I  then  al- 
low the  machine  to  dry,  after  which  all  the 
parts  are  gone  over  with  a  soft  cloth, 
dampened  with  sperm  oil,  "3  in  1,"  or  vas- 
eline. The  use  of  this  oiled  cloth  is  of  the 
greatest  importance,  for  it  covers  the  pol- 
ished surfaces  with  a  very  thin  layer  or 
film  of  oil,  not  heavy  enough  to  cause  dust 
to  collect,  yet  of  sufficient  thickness  to  keep 
the  metal  from  contact  with  dampness  or 
the  air,  so  that  the  nickeled  parts  never 
tarnish  or  develop  rust  spots.  Riders  often 
wonder  how  I  manage  to  keep  the  finish 
of  my  machines  in  such  fine  condition  and 
imagine  that  I  give  it  a  great  deal  of  time 
and  attention.  In  the  last  10  years  or  more, 
however,  I  have  never  used  a  single  drop 
of  polish,  nor  have  I  ever  rubbed  any  of 
the  bright  parts  any  harder  than  one  rubs 
his    eye   glasses. 

Besides  proper  care  in  cleaning,  other 
things  must  be  considered  if  one  desires 
to  preserve  the  finish  on  his  wheel.  It  is 
just  as  easy  to  rest  a  bicycle  against  a  wall 
so  that  only  the  saddle  and  handle  bar 
grips  come  in  contact  with  its  rough  sur- 
face. No  enamel  will  retain  its  lustre  or 
remain  free  of  scars  if  the  frame  is  allowed 


FIXTURES. 

April  19 — Boston,  Mass. — Opening  race 
meet  at  Revere  Beach  track. 

April  21— Frankford,  Pa.— North  East 
Wheelmen's  Racing  Association  race  meet 
at  Kensington  track. 

April  22— Valley  Stream,  L.  I.— Roy 
Wheelmen's  five-mile  handicap  road  race 
for   club   championship;   closed. 

May  6 — Camden,  N.  J. — Atlantic  Wheel- 
men's sixty-mile  road  race  to  Atlantic  City; 
open. 

May  13— Valley  Stream,  L.  I.— Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

May  30— Newark,  N.  J.— Eighteenth  an- 
nual Irvington-Milburn  twenty-five-mile 
handicap  road  race;   open. 

May  30— Salt  Lake  City,  Utah.— Opening 
race  meet  Salt  Palace  saucer. 

May  30— Atlantic  City,  N.  J.— Atlantic 
Wheelmen's  twenty-five-mile  road  race  on 
Pleasantville-May's    Landing  course;   open. 

May  30— Grand  Rapids,  Mich.— Grand 
Rapids  Bicycle  Club's  twenty-five-mile  han- 
dicap road  race;  open. 

May  30— Chicago,  111.— Century  Road 
Club  Association's  annual  twenty-five-mile 
handicap  road  race;  open. 

May  30— New  York  City— New  York 
Motorcycle  Club's  annual  hill-climbing  con- 
test; open. 

May  30 — Newark,  N.  J. — Vailsburg  board 
track  meet. 

to   slide   around   on   the   corner   of  a   brick 
house  or  an  iron  post. 

It  is  true  that  a  fine  finish  and  appearance 
have  no  influence  on  the  running  qualities, 
or  the  usefulness  of  the  bicycle,  but  that 
is  a  lame  excuse,  indeed,  for  the  lazy  or 
slovenly  individual  who  pleads  it  and  who 
would  have  us  believe  that  his  time  is  so 
valuable  or  taken  up  that  he  can  not  keep 
his  mount  in  presentable  shape.  By  the 
same  line  of  argument  one  might  as  well 
neglect  to  brush  his  clothes,  or  polish  his 
shoes. 

Much  labor  and  expense  was  involved  in 
attaining  the  fine  finish  on  the  modern  high 
grade  bicycle,  which  is  sufficient  proof  that 
most  people  demand  something  more  than 
mere  utility  and  service,  and  a  rider  can 
well  afford  to  give  his  mount  at  least 
enough  attention  to  keep  it  in  a  cleanly  con- 
dition. The  wheelman  who  takes  a  pride 
in  the  appearance  of  his  wheel  finds  the 
cleaning  process  a  pleasure  instead  of 
drudgery. 

It  is  to  be  hoped  that  the  present  day 
tendency  of  neglect  will  be  short  lived,  and 
that  some  effort  will  be  made  to  cultivate 
the  spirit  of  pride  that  seems  to  be  so 
utterly  lacking  with  some  cyclists  nowa- 
days. That  such  effort  is  worth  while  is 
proven  by  the  fact  that  those  cyclists  who  ' 
do  keep  their  bicycles  in  good  condition, 
invariably   ride   high   grade   machines. 

THE    MISSOURI   KICKER. 


THE  BICYCLING  WORLD 


35 


"KARL  KRON" RETURNS 


The  Veteran  and  his  Nickeled  Ordinary  get 
Back  from  Europe,  via  Brazil. 


"Karl  Kron"  is  back.  He  returned  last 
week  from  the  "steenth"  instalment  of  his 
"tour  around  the  world."  His  nickeled 
high  bicycle  and  his  white  flannel  clothes 
came  with  him.  His  return,  however,  was 
marked  with  bitterness.  One  of  the  New 
York  newspapers,  in  chronicling  Karl's  ar- 
rival said  that  he  had  toured  through  the 
"hot  valleys  of  lower  Brazil."  Although 
Brazil  comprises  one-fifteenth  of  all  the 
land  in  the  world,  and  three-sevenths  of  the 
land  in  South  America,  there  are  few  if  any 
rideable  roads  in  that  country,  therefore 
"IVIr.  Kron"  thinks  an  injustice  has  been 
done  him  by  stating  that  he  rode  his  nickle- 
plated  ordinary  in  Brazil. 

"Beneath  the  blazing  sun  of  the  Tropic 
of  Capricorn  (where  the  thermometer  in 
the  shade  registers  80  degrees,)"  writes 
"Kron"  in  a  letter  mailed  at  Buenos  Aires 
before  his  departure,  telling  how  he  spent 
Washington's  birthday,  "I  drove  my  good 
old  bicycle  of  1884  a  distance  of  more  than 
sixteen  miles  over  unrepeated  streets — a 
part  of  them  asphalt,  a  part  of  them  wooden 
blocks  of  ranging  degrees  of  smoothness, 
and  a  small  part  of  them  Belgian  blocks. 
When  I  put  the  machine  on  the  steamer,  to 
begin  the  homeward  voyage  toward  New 
York,  its  cyclometer  showed  8,285  miles  of 
touring  registered  during  the  last  five  years, 
and  a  total  mileage  of  33,9S7  for  the  twenty- 
two  years  beginning  April  4,  1884.  The  ink 
which  writes  these  words  has  been  carried 
in  an  ordinary  ink  bottle  for  2,500  miles  in 
the  luggage  roll  on  top  my  bicycle  and  be-  - 
sides  6,400  miles  on  an  ocean  voyage." 

Most  of  "Karl  Kron's"  peregrinations  on 
this  last  trip  were  done  in  Great  Britain 
last  year.  In  Scotland  he  covered  1,880 
miles,  entering  that  country  on  September 
29,  and  leaving  for  Brazil  New  Year's  day, 
1906:  In  the  land  of  thistles  and  briar 
bushes  there  were  only  about  thirty  miles 
of  roadway  which  he  traversed  twice,  and 
of  the  119  days  he  was  there,  only  seven 
was  he  compelled  to  put  his  nickle-plated 
Columbia  under  shelter  from  the  rains.  As 
has  been  told  in  the  Bicycling  World,  his 
eccentricities  created  consternation  in  Great 
Britain,  where  the  sight  of  a  gaunt,  spare 
man,  hatless,  clad  in  a  white  flannel  suit  in 
the  dead  winter,  nonchalantly  plugging 
away  on  an  old  ordinary,  was  like  some  ap- 
parition out  of  the  dim  past.  No  wonder 
they  gazed  in  astonishment.  He  reached 
John  O'Groats,  the  most  northerly  point  in 
Great  Britain,  October  22,  1905,  and  the 
following  extract  from  the  visitors'  book  at 
John  O'Groats  Hotel,  on  that  date,  is 
quaintly  interesting. 

"Karl  Kron,  of  Washington  Square,  New 
York  City,  drove  his  46-inch  bicycle — Co- 
lumbia, 234,  Jr.— to  the  door  of  this  hotel, 
18   October,    1905,   at  3:17   p.   m.,   when   its 


cyclometer  registered  111  7-10  miles  from 
the  landing  stage  in  Liverpool,  whence  he 
started  at  1  p.  m.  of  23  Sept.  This  shows 
an  average  of  32j4  miles  for  the  24  days  of 
riding.  'No.  234  Jr.'  was  built  in  March  of 
1884  and  was  driven  25,672  miles  by  its 
owner  during  the  17  years  following.  Dur- 
ing the  five  years  of  1901-5  he  has  driven 
it  6,517  7-10  miles,  making  its  total  mileage 
for  22  years,  32,189  7-10.  He  believes  that 
no  other  such  machine,  built  so  long  ago, 
has  done  any  similar  touring  in  this  20th 
century;  and  that  this  last  survivor  of  all 
the  high  bicycles  is  the  last  of  the  type 
that  will  ever  make  the  tour  to  John 
O'Groats." 


Fenn  to  Ride  at  Salt  Lake. 

Reports  from  Salt  Lake  City  would  seem 
to  indicate  that  the  Mormons  will  have  all 
the  crack  professional  riders  in  the  country 
to  furnish  them  with  entertainment  this  sea- 
son. The  latest  acquisition  is  William  S. 
Fenn,  the  Bristol  potato  grower.  Fenn 
signed  to  ride  at  Salt  Lake  for  the  greater 
part  of  the  season,  and  has  been  given  eight 
match  races.  It  is  also  stated  that  Kra- 
mer is  going  to  accept  the  proposition 
offered  him  by  the  track  managers,  but 
whether  or  not  it  is  true,  cannot  be  learned. 
It  is  very  probable  that  the  champion  will 
remain  in  the  East.  To-morrow  (Sunday) 
Kramer  will  make  his  first  appearance  this 
year  at  the  Buffalo  Velodrome,  Paris,  in  a 
match  race  against  Friol,  who,  it  is  said, 
is  riding  better  than  ever. 


Arnst  Wins   the   Sydney   Thousand. 

Cable  reports  from  Australia  bring  the 
news  that  a  native  Victorian  again  won  the 
Sydney  Thousand,  the  one  mile  handicap, 
for  which  the  largest  prize  in  any  bicycle 
race — $5,000 — is  hung  up.  It  was  decided 
on  March  23  and  was  won  by  Arnst,  who 
had  75  yards.  Walter  Rutt,  the  German, 
who  was  brought  to  Australia  to  defeat 
Lawson  and  McFarland,  finished  second 
from  scratch,  and  Payne,  a  Victorian,  on 
90  yards,  was  third.  Time,  1:54.  The  re- 
port does  not  say  whether  or  not  McFar- 
land rode,  but  that  he  gave  out  that  he 
would  ride  on  Paris  tracks  the  remainder 
of  the  season. 


Sherwood  may  Re-enter  Amateur  Ranks. 

Although  it  is  not  definitely  stated,  there 
is  every  reason  to  believe  that  Charles  A. 
Sherwod,  the  crack  young  rider  of  the  New 
York  Athletic  Club,  who  was  turned  pro- 
fessional at  the  annual  meeting  of  the 
National  Cycling  Association,  will  be  re- 
turned to  the  amateur  ranks  by  the  board  of 
appeals  that  decide  such  appeals.  It  was 
learned  this  week  that  three  other  amateurs 
likely  will  be  given  a  chance  to  sprint  for 
"real'  money  this  season.  They  are  Louis 
J.  Weintz,  the  "surviving"  member  of  the 
New  York  Athletic  Club's  team;  W.  Van- 
Iderstine  and  James  Zanes,  of  the  National 
Athletic  Club,  of  Brooklyn.  Many  of  the 
riders  wondered  why  the  Board  of  Control 


missed  Zanes  at  the  harvest,  but  it  will 
come  as  a  surprise  to  learn  that  Weintz  is 
being  considered.  Van  Iderstine  rode  on 
the  tracks  last  year,  but  did  not  cut  much 
of  a  figure. 


French  Motorist  Beaten  by  Rain. 

Despite  the  fact  that  a  rainstorm  came  on 
during  the  course  of  a  trial  against  time, 
making  the  track  very  treacherous,  Anzani 
persisted  in  making  an  attack  on  the  long 
distance  motorcycle  record  in  Paris,  re- 
cently. At  one  of  the  turns  while  going  at 
a  pace  well  in  excess  of  a  mile  a  minute, 
the  machine  skidded  badly  and  threw  its 
rider  high  in  the  air.  He  barely  escaped 
falling  on  the  fence  in  his  descent  and  came 
down  heavily  within  the  inclosure.  By  what 
appears  to  be  a  miraculous  stroke  of  fortune, 
neither  the  rider  nor  the  machine  suffered 
more  than  a  few  trivial  injuries. 


Brooklyn  Motorcycle  Club  Incorporates. 

The  Brooklyn  Motorcycle  Club  "took  out 
papers,"  this  week,  its  objects  being  for 
social  purposes,  to  defend  the  rights  and 
privileges  of  motorcyclists  and  to  maintain 
a  clubhouse."  No  capital  is  named.  The 
directors  named  in  the  articles  of  incorpora- 
tion for  the  first  year  are:  E.  W.  Carritt, 
Carroll  Leroy  Mosher,  F.  A.  Baker,  Henry 
J.  Wehman  and  Charles  L.  Sammins. 


Philadelphia  Associated  Clubs  Elect. 

These  officers  have  been  elected  by  the 
Associated  Cycling  Clubs  of  Philadelphia: 
President,  Thomas  Hare,  Century  Wheel- 
men; vice-president,  H.  C.  Hochstader, 
Americus  Wheelmen;  secretary,  Joseph 
Estoclet,  Quaker  City  Wheelmen;  treasurer, 
Joseph  Gilbert,  Quaker  City  Wheelmen; 
executive  committee,  the  officers,  J.  N. 
Reeve,  R.   Herold  and  E.  Ramsay. 


Moran   After    European    Prizes. 

And  still  they  go.  The  last  professional 
bicycle  rider  to  seek  coin  and  glory — more 
particularly  the  former — in  Europe,  is 
James  F.  Moran,  of  Chelsea,  Mass.  "Peggy" 
sailed  from  New  York  yesterday  morning 
and  will  follow  pace  on  Paris  and  German 
tracks  for  the  next  month. 


Kingston  Cyclists   Organize. 

As  evidence  of  the  return  of  cycling  as  a 
pastime  in  the  State  of  New  York,  was  the 
formation  last  week  of  the  Pastime  Cycle 
Club,  at  Kingston.  The  members  elected 
S.  D.  Hornbeck,  president;  J.  H.  Myer, 
vice-president;  W.  F.  Freer,  secretary,  and 
James  H.  Austin,  treasurer. 


Birmingham   Sees   a   Motorcycle  Race. 

One  motorcycle  race,  at  three  miles,  was 
run  at  the  first  automobile  race  meet  at 
Birmingham,  Ala.,  Monday,  2d  inst.  Eight 
riders  contested  for  the  first  prize,  which 
was  won  ultimately  by  a  Birmingham  rider 
named  Jenkins.  The  time  was  5  minutes 
1   second. 


36 


THE  BICYCLING  WORLD 


THE  MORROW 


The 


(( 


Father  of  Coaster  Brakes 


and  still 


The  Head  of  the  Whole  Family 


Our  printed  matter  is  both 
interesting  and  instructive 


ECLIPSE  MACHINE  CO.,  -  Elmira,  N.  Y. 


THE  BICYCLING  WORLD 


37 


TO    SECURE   REAL  AMATEURS 


Action  Taken  by  Roy  Wheelmen  to  Elim- 
inate  the   Taint   of   Professionalism. 


In  an  effort  to  stamp  out  the  tendency 
toward  professionalism  in  amateur  bicycle 
racing,  the  Roy  Wheelmen,  a  young  but 
energetic  organization  of  New  York  City, 
has  taken  the  initiative  by  passing  at  their 
last  meeting  a  resolution  that  will  go  far 
toward  elevating  the  sport  in  that  club  if 
indeed  it  does  not  have  a  good  effect  upon 
cycle  racing  in  general.  The  Roy  Wheel- 
men did  what  other  clubs  have  long  been 
wanting  to  do,  but  evidently  have  lacked 
the  courage.  They  agreed,  by  a  vote  of  the 
members,  to  give  no  prizes  in  club  races 
that  can  be  classed  as  merchandise,  but  in- 
stead offer  medals  and  trophies,  suitably 
inscribed,  which  will  have  an  emblematic 
significance.  The  resolution,  which  ex- 
plains itself,  is  as  follows: 

"Whereas,  amateur  bicycle  racing  is  be- 
coming each  year  more  and  more  profes- 
sionalized, and  on  account  of  this  fact  is  in 
danger  of  losing  its  primary  objects  and 
time-honored  traditions.  In  view  of  this 
crisis  now  impending, 

"Be  it  hereby  resolved,  by  the  Roy 
Wheelmen  of  New  York  City,  State  of  New 
Yord,  that,  during  the  season  of  1906,  this 
club  discountenance  this  growing  tendency 
toward  professionalism  by  agreeing  to  offer 
in  its  club  races  no  merchandise,  but  med- 
als and  trophies  that  shall  be  emblematic 
of  true  sportsmanship  and  not  of  graft." 

"We  came  to  the  conclusion,"  said  one 
of  the  officers  of  the  club  to  the  Bicycling 
World  man,  "that  the  practice  of  giving 
watches,  clocks,  bicycles,  tires,  tons  of  coal, 
turkeys,  bottles  of  'booze,'  and  a  nonde- 
script conglomeration  of  other  'whatnot' 
that  is  equivalent  to  so  much  in  dollars  and 
cents,  does  more  harm  to  the  game  than 
good.  We  realize  that  at  this  time  it  is 
well  night  impossible  to  hold  open  road 
races,  and  draw  a  paying  lot  of  entries, 
without  offering  a  long  string  of  prizes,  but 
as  the  Roys  do  not  intend  to  hold  any  open 
races  this  year  we  think  we  can  well  afford 
to  abide  by  the  stand  we  have  taken. 

"In  club  races  the  spirit  is  not,  or  rather 
it  should  not  be,  the  'what-am-I-going-to- 
get-out-of-it'  kind;  instead,  each  rider  con- 
tests in  them  for  the  honor  and  for  the 
standing  and  prestige  it  gives  him  in  his 
organization.  To  foster  the  spirit  of  pure 
amateurism  will  be  our  aim,  and  I  think 
other  clubs  will  follow  our  example.  In 
our  club  races  we  shall  give  three  primary 
prizes — gold,  silver  and  bronze  medals — 
and  they  will  be  engraved  suitably. 

"Another  thing  that  influenced  us  in  tak- 
ing the  step  was  this:  We  think  that  man- 
ufacturers have  been  imposed  upon  by 
clubs,  in  some  cases;  also  on  the  other 
hand,  there  have  been  cases  where  the 
trade  has  not  done  right  by  the  clubs.  Small 
clubs  have  been  prone  to  ask  and  beg 
manufacturers  to  'come  up'  with'prizes  for 


each  little  race  they  may  hold,  and  we 
think  that  is  going  too  far.  Makers  of 
cycles  and  accessories  expect  to  donate 
prizes  in  big  open  events  where  the  number 
of  contestants  justifies  the  expense,  but  it  is 
an  injustice.  I  think,  to  command  them  to 
stand  and  deliver  for  every  little  club  race. 
"During  the  coming  season  we  shall  not 
solicit  prizes.  Of  course,  if  the  trade  wishes 
to  donate  medals  or  tj-ophies,  we  will  cer- 
tainly accept  and  be  glad  to  put  donations 
up  for  competition,  but  we  do  not  want  to 
be  classed  as  a  begging  club." 


GOOD   RACING  AT  BUFFALO 


Fred    Schudt    Makes    Two    New    Armory 
Records,  Cutting  One  of  His  Own. 


Goodwin    Gives   a   Medal. 

E.  W.  Goodwin,  an  enthusiastic  Brooklyn, 
N.  Y.,  motorcyclist,  who  owns  quite  a 
"stable"  of  Indians  and  in  whose  veins  the 


blood  of  the  "tribe"  runs  strong,  has  given 
proof  of  its  strength  by,  so  to  speak,  shying 
a  medal  into  the  arena.  It  is  of  his  own  de- 
sign and  is  shown  by  the  accompanying 
illustration.  The  medal  is  offered  for  the 
rider  of  an  Indian,  not  connected  with  the 
Hendee  factory,  who  during  the  year  1906 
scores  the  greatest  number  of  points  in 
open  competition  of  any  sort,  whether  on 
track  or  road.  Points  are  to  be  scored  on 
the  basis  of  3,  2  and  1  points  respectively 
for  firsts,  seconds  and  thirds,  the  records 
of  the  F.  A.  M.  Competition  Committee  to 
decide  the  riders'  standing  at  the  end  of 
the  season. 

The  donor  of  the  medal  is  in  no  way  con- 
nected with  the  trade,  but  is  a  sterling 
sportsman  who  loves  a  brush  of  any  sort. 
His  idea  in  giving  the  medal  is  to  encourage 
riders  to  finish  well  up,  whether  there  be 
but  a  single  prize  at  stake. 


Two  record  breaking  bicycle  races 
marked  the  close  of  the  season's  games  at 
the  Sixty-fifth  Regiment  armory  in  Buffalo, 
N.  Y.,  on  Friday  night  of  last  week,  and  in 
each  of  them  Fred  Schudt,  the  crack  young 
sprinter  of  the  Standard  Wheeling  Club, 
figured  as  the  "carver."  The  first  to  go  by 
the  boards  was  the  two  mile,  Schudt  riding 
from  scratch  in  the  remarkably  fast  time 
of  5:13^.  The  time  may  not  seem  fast  to 
the  uninitiated,  but  riders  who  have  tried 
to  circumsprint  on  a  treacherous  flat  floor 
know  its  dangers.  In  the  five  mile  open, 
Schudt  clipped  five  seconds  off  the  record 
he  set  up  three  years  ago.  Last  Friday 
night  he  covered  the  distance  in  13:42^. 

Schudt's  ride  from  scratch  in  the  first 
heat  of  the  two  mile  open,  was  one  of  the 
features  of  the  evening.  H.  S.  Sykes,  on 
95  yards,  crossed  the  tape  second,  with 
Philip  Backert,  115  yards,  third.  The  time, 
5:13J^,  as  stated  above,  is  a  newrecord.  In 
the  second  heat,  J.  M.  Tanner,  IS  yards, 
finished  first,  with  W.  E.  Bauman,  the 
honor  man,  and  Al  Mercer,  75  yards,  sec- 
ond and  third,  respectively.  Time,  5:21. 
C.  J.  Smith,  a  long  marker,  scored  in  the 
next  heat  and  Charles  McCracken,  from  75 
yards,  got  over  the  tape  first  in  the  fourth 
heat.  The  final  was  captured  by  Sykes  by 
a  narrow  margin  from  McCracken  and 
Stigelmeir,  who  was  out  on  the  125-yard 
mark.  Schudt  could  not  get  into  the  run- 
ning, although  many  were  of  the  opinion 
that  he  saved  himself  for  the  five  mile  open. 
The  time  was  5:11^/^. 

The  five  mile  open  was  a  race  from  the 
whistle  to  the  gun.  Schudt  led  for  the 
greater  part  of  the  distance,  but  several 
times  came  dangerously  near  to  losing  his 
advantage  on  the  pole.  He  won  the  event 
in  a  blanket  finish,  beating  out  Tanner  for 
second  place,  and  Delling  for  third  and 
establishing  a  new  armory  record  of  13:43j^. 
The  summaries: 

Two  mile  handicap — Fred  Schudt 
(scratch),  H.  S.  Sykes  (95  yards),  H.  W. 
Willyoung  (155  yards),  Charles  McCracken 
(75  yards),  and  J.  Stiglemeir  (125  yards), 
qualified  for  final  heat.  Final  heat — H.  S. 
Sykes,  first;  Charles  McCracken,  second; 
J.   Stiglemeir,  third.     Time,  5:11^. 

Five  mile  open — Final  heat — Fred  Schudt, 
first;  J.  M.  Tanner,  second;  Edward  Dell- 
ing, third.  Time,  13:43?^.  Also  ran — 
Philip  Backert,  R.  J.  Hoover,  Gurney  Schue, 
Charles  McCracken  and  R.  S.  Lewis. 


"The  A  B  C  of  Electricity''  will  aid  yotl 
in  understanding  many  things  about  motors 
that  may  now  seem  hard  of  understanding. 
Price,  50  cents.  The  Bicycling  World  Pub- 
lishing Co.,   154  Nassau  street,  New   York. 


38 


THE  BICYCLING  WORLD 


MORE  FOR  THE  MONEY  THAN  ANY 
OTHER  MACHINE  ON  THE  MARKET. 


THE 


2  h.  p.  Yale=California,  $175 

The  machine  that  gets  there  and  gets  back  every  time;  all  the  uncer- 
tainties have  been  eliminated  by  years  of  experience  and  profiting  by  others' 
mistakes. 

There's  a  big  demand  for  simplicity  and  reliability  at  a  low  price, 
and  it  is  growing  every  day.  If  you  want  to  be  the  owner  of  a  machine 
with  these  qualities  at  the  opening  of  the  season,  now  is  the  time  to  order. 


The  Spring  rush  is  on  for 


YALE  and  SNELL  Bicycles 

Make  this  the  best  selling  season  you  have  ever  enjoyed  by  getting  your 
new  stock  on  display  early.  Delayed  deliveries  mean  cancelled  orders.  Speak 
now;  later  on  you  may  have  to  wait  your  turn. 


THE  CONSOLIDATED  MFG.  CO., 


Toledo,  Ohio. 


CHICAGO  AGENT— I.  H.  Whipple,  260  W,  Jackson  Boulevard. 


THE  BICYCLING  WORLD 


39 


MEASURING  LIGHT  POWERS 


How  a  Simple  Testing  Device  May  be  Con- 
structed— Method  of  its  Use. 


Although  there  are  few  riders  who  can- 
not talk  gibly  enough  of  the  brake  horse- 
power of  the  motor  bicycle  engine,  and  few 
who  have  not  at  least  a  general  sort  of  idea 
■as  to  the  distinction  between  brake  and  in- 
dicated horsepower,  probably  only  a  few 
besides  those  who  are  privileged  to  earn 
their  living  through  the  direct  handling  of 
gas  engines  understand  just  how  the  brake 
power  is  determined,  or  comprehend  in  the 
least  the  principle  of  the  Prony  brake.  The 
device  is,  however,  extremely  simple,  and 
its  method  of  use  is  not  one  requiring  any 
special  degree  of  skill.  Yet  probably  be- 
■cause  it  comes  outside  the  range  of  every- 
day usage,  the  whole  idea  of  the  brake  test 
is  erroneously  held  more  or  less  in  con- 
tempt by  the  man  in  the  street  as  being 
deeply  theoretical  and  quite  beyond  his 
"understanding.  That  this  is  not  so,  how- 
•ever,  but  quite  to  the  contrary,  and  that 
any  one  possessed  of  a  little  ingenuity  can 
Tig  up  his  own  test  and  prove  the  rating 
•of  his  motor  to  his  own  satisfaction,  even 
goirig  firrther  and  carrying  out  any  num- 
ber of  interesting  and  practical  tests  of 
ignition  and  carburetting  devices,  and  that, 
■with  a  fair  degree  of  accuracy,  will  be  ap- 
parent from  the  following  description  of 
the  typical  apparatus. 

In  the  first  place,  it  is  to  be  understood 
that  the  brake  horsepower  which  it  is  re- 
quired to  determine,  is  the  net  output  of 
the  motor,  or  in  other  words,  that  it  is  the 
effort  which  it  is  capable  of  transmitting 
to  the  driving  gear  of  the  machine,  and  that 
this  is  to  be  measured  in  terms  of  the  pres- 
siire  applied  at  the  flywheel  into  the  dis- 
tance through  which  it  acts,  the  product  of 
foot-pounds,  being  recorded  on  a  minute 
■basis.  That  is,  to  say,  the  power  is  meas- 
ured in  foot-pounds  per  minute,  33,000  foot- 
pounds being  called  one  horsepower.  This 
being  the  case,  if  it  be  possible  to  absorb 
the  power  as  fast  as  it  is  developed  and  to 
measure  at  once  the  pressure  for  which  it 
is  responsible,  and  the  distance  through 
which  it  acts,  it  is  at  once  apparent  that 
the  desired  result  may  be  obtained.  As  a 
matter  of  fact,  this  may  be  done  by  placing 
a  friction  brake  or  band  of  some  sort  upon 
the  flywheel,  or  any  smooth  pulley  fixed  to 
the  crank  shaft,  and  after  adjusting  it  until 
it  exerts  a  drag  upon  the  action  of  the 
motor,  measuring  or  simply  weighing  the 
effort  which  is  required  to  keep  it  from 
turning  around  with  the  pulley. 

Various  modifications  of  the  power 
■brake  may  be  used,  the  choice  between 
them  being  largely  a  matter  of  caprice,  as 
they  are  alike  in  principle.  The  most  suit- 
able form  for  measuring  light  powers, 
where  a  temporary  and  simple  equipment 
is  desired,  is  shown  in  the  accompanying 
illustration.     As  will  be  noticed,  it  consists 


essentially  of  a  double  shoe  brake  tied  to- 
gether with  a  pair  of  long  bolts  drawn  up 
by  wing  nuts,  the  two  blocks  or  side 
pieces  being  cut  away  in  the  middle  to  fit 
over  the  rim  of  the  pulley.  One  of  the 
blocks  is  extended  considerably  to  form  an 
arm  by  means  of  which  the  pair  may  be 
prevented  from  turning  over  with  the  pul- 
ley when  the  bolts  are  drawn  up.  The  outer 
end  of  this  arm  is  provided  with  a  hook 
by  means  of  which  it  may  be  suspended 
from  a  common  spring  balance,  as  shown, 
and  the  power  weighed  by  the  readings 
obtained  from  it.  Several  holes  should  be 
bored  through  the  upper  bar  and  counter- 
sunk, so  that  a  liberal  supply  of  oil  may  be 
fed  to  the  friction  surfaces,  and  in  use, 
these  should  be  filled  as  fast  as  they  empty 
themselves.  The  brake  and  a  good  spring 
balance  together  with  a  revolution  counter 


of  some  sort,  are  all  that  is  required  for  the 
test. 

In  measuring  the  power,  the  rnotor  is 
first  started  with  the  brake  off,  and  after  it 
has  been  running  long  enough  so  that  the 
carburetter  is  drawing  regularly,  the  brake 
is  slipped  on,  the  balance  having  been  at- 
tached to  the  end  of  the  lever  previously, 
and  the  screws  drawn  up'  until  the 
motor  begins  to  slow  down.  At  the  same 
time,  the  spark  should  be  advanced  and  the 
throttle  opened  until  with  full  advance  and 
throttle  opening,  the  motor  appears  to  be 
running  at  about  its  usual  rate.  Then  the 
reading  of  the  balance  should  be  taken, 
while  at  the  same  time  the  speed  of  the 
crank  shaft  should  be  noted.  During  the 
process,  plenty  of  oil  should  be  applied 
to  the  brake,  and  care  taken  not 
to  allow  it  to  become  too  hot,  as  in  that 
case  the  friction  will  be  found  to  increase 
very  rapidly,  and  in  all  probability  the 
motor  will  be  stopped.  In  any  case,  the 
reading  of  the  weight  and  speed  should  be 
taken  only  when  the  speed  is  constant,  and 
then  simultaneously.  At  first,  not  a  little 
difficulty  will  be  experienced  in  getting  the 
motor  to  run  smoothly  and  prevent  the 
brake  from  gripping  suddenly.  But  with 
a  little  experimenting  it  will  be  found  pos- 
sible to  get  very  good  results. 

Afterward,  a  series  of  such  runs  should 
be  made,  taking  the  readings  at  various 
speeds  and  with  various  combinations  of 
spark  and  throttle  position,  so  that  the 
power    under    varying    conditions    may    be 


determined.  In  any  event,  however,  at 
least  three  readings  should  be  made  for 
any  one  set  of  conditions,  and  the  average 
of  these  taken  in  calculating  the  horse- 
power, as  in  this  way  considerable  error  in 
observation   may   be   counteracted. 

After  having  run  the  test,  the  actual 
horsepower  value  may  be  obtained  in  the 
following  manner:  First  of  all,  bearing  in 
mind  that  all  the  work  which  is  being  done 
by  the  motor  is  counterbalanced  by  the 
spring  scales,  it  is  evident  that  the  effect 
is  the  same  with  the  beam  stationary  and 
the  flywheel  turning  as  it  would  be  were 
the  wheel  to  be  kept  stationary  and  the 
beam  whirled  around  it  at  the  same  rate 
of  speed.  This,  of  course,  is  an  imaginary 
condition,  but  as  the  result  would  be  the 
same  in  either  case,  let  it  be  supposed  that 
the  wheel  is  fixed  and  the  brake  is  being 
whirled  about  it  as  a  sort  of  crank,  the 
effort  applied  to  it  being,  of  course,  that 
which  is  shown  by  the  spring  balance 
reading,  and  the  distance  through  which  it 
acts,  being  the  circumference  of  a  circle 
with  radius  equal  to  the  distance  from  the 
centre  of  the  wheel  to  the  point  of  attach- 
ment of  the  balance.  It  is  to  be  remem- 
bered that  the  result  ought  to  be  expressed 
in  foot-pounds,  and  hence,  if  the  radius  of 
the  beam  be  expressed  in  feet,  the  product 
of  this  into  3.1416X2X  the  balance  reading, 
be  taken,  and  this  multiplied  iti  turn  by  the 
speed  in  revolutions  per  minute,  the  result- 
ing product  will  be  the  total  amount  of 
work  done  by  the  motor,  and  this  divided 
by  33,000  will  yield  the  brake  horsepower.' 

Thus,  taking  a  practical  example,  if  the 
length  of  the  brake  arm  be  2  feet,  the 
speed  taken  at  the  time  of  noting  the  load 
1,800  revolutions  per  minute,  and  the  weight 
shown  by  the  balance  3  pounds,  then  the 
horsepower  will  be: 

2x3.1416x2x3x1,800 

=2.05 

33,000 
For  the  sake  of  convenience  in  working 
out  several  values  of  the  horsepower,  the 
greater  part  of  the  factors  may  be  grouped 
into  a  single  constant  multiplier,  the  process 
thus  easily  being  simplified  into  the  succes- 
sive multiplication  of  this  and  the  speed  and 
brake  reading — the  only  two  changing 
elements.  Thus  a  "brake  constant"  may  be 
obtained  for  any  particular  brake.  In  this 
instance  it  would  be: 

2X3.1416X2 

=.00038 

33,000 

Multiplying  this  factor  by  3X1800,  the 
balance  and  speed  readings,  the  same  re- 
sult of  2.05  horsepower  is  obtained.  The 
brake  constant  may  be  obtained  in  practice, 
by  simply  multiplying  the  distance  from  the 
centre  of  the  pulley  to  the  point  of  sup- 
port of  the  brake  arm,  taken  in  feet,  by 
the  quantity,  .0001904,  which  is  easily  re- 
membered, and  the  product  jotted  down 
for  further  use. 

One  point  in  connection  with  the  reading 
of  the  balance,  should  be  noted  carefully, 
namely,  that  the  actual  reading  is  the  sum 


40 


THE  BICYCLING  WORLD 


of  the  force  required  to  anchor  the  arm, 
and  the  weight  of  the  arm  itself.  This  lat- 
ter, having  nothing  to  do  with  the  power  of 
the  motor  should  invariably  be  subtracted 
from  the  actual  reading  in  order  to  give 
the  correct  result  upon  calculation.  By- 
suspending  the  brake  by  the  spring  balance 
at  the  end  of  the  arm,  and  a  cord  tied  about 
the  point  which  lies  directly  over  the  cen- 
tre of  the  flywheel  when  the  brake  is  in 
position,  this  unbalanced  weight  may  be 
determined.  Its  value  should  always  be 
subtracted  from  the  reading  of  the  balance 
before  multiplying  out  to  get  the  power. 
Thus,  in  the  example  just  cited,  the  actual 
reading  on  the  scale  might  have  been  4j4 
pounds,  but  the  unbalanced  weight  of  the 
brake  having  been  found  to  be  ll/i  pounds, 
the  actual  force  required  to  keep  the  brake 
from  turning  over  would  be  3  pounds,  the' 
figure  already  used. 


PROTECTING  TRADE   MARKS 


Amendments  to   the   Existing   Law  Which 
■will  Eliminate  Inconvenient  Provisions. 


Another  Way  to  Compute  Horsepower. 

One  more  has  been  added  to  the  already 
over-full  list  of  approximate  methods  of 
obtaining  the  horsepower  of  a  gasolene 
motor,  the  latest,  though  not  so  simple  as 
some  of  its  predecessors,  having  the  ap- 
pearance of  a  greater  degree  of  accuracy 
than  some  of  them  have  had.  It  is  to 
multiply  the  bore  by  the  stroke,  by  the 
number  of  impulses  per  minute,  and  divide 
the  continued  product  by  6,500.  The  cylinder 
dimensions  are  invariably  to  be  taken  in 
inches.  And  the  result  is  said  to  be  fairly 
accurate  for  all  motors  having  an  initial 
compression  of  70  pounds  per  square  inch. 

The  horsepower  of  the  internal  combus- 
tion motor  can  be  determined  only  by 
actual  test,  or  by  calculations  involving 
various  assumptions. 

In  the  use  of  any  rule  taking  into  ac- 
count only  the  size  of  the  motor  and  not 
its  speed,  only  the  vaguest  sort  of  a  result 
can  be  obtained.  Thus,  the  old  rule,  divide 
the  cube  of  the  bore  by  three — or  four,  as  it 
is  sometimes  given — is  by  no  means  reliable 
and  is  hardly  better  than  guesswork.  Any 
rule  which  takes  into  account  both  the 
cylinder  dimensions  and  the  speed,  on  the 
other  hand,  will  produce  fairly  good  re- 
sults for  all  motors  yielding  a  mean  effect- 
ive pressure  nearly  equal  in  value  to  that 
obtained  in  the  test  from  which  the  formula 
was  derived. 

The  reason  for  this  is  that  the  standards 
of  design  are  becoming  so  well  established 
at  the  present  time,  that  machines  of  the 
same  type  produce,  under  normal  condi- 
tions, about  the  same  mean  effective  pres- 
sure per  square  inch  of  piston  area,  for  the 
same  amount  of  initial  compression,  and 
hence,  by  taking  into  account  the  piston 
speed  and  the  cylinder  area,  and  using  a 
constant  based  on  the  average  value  of  the 
pressure,  a  close  approximation  to  the  cor- 
rect may  be  obtained. 

In  case  the  cylinder  dimensions  are  given 
in  the  metric  rating,  the  same  process  is 
carried  out  except  the  constant  used  is 
110,000,000,  instead  of  6,500,  the  result  com- 
ing out  -in  horseoower  as  in  the  first  case. 


Washington,  D.  C. — The  House  Commit- 
tee on  Patents,  to  whom  was  referred  the 
bills  for  the  amendment  of  the  United 
States  laws  relative  to  registration  of  trade- 
marks, has  referred  back  to  the  House  the 
R.  15,911,  with  amendments  and  the  recom- 
mendation that  it  shall  be  passed  as 
amended. 

One  of  the  amendments  propbsed  is  for 
the  purpose  of  meeting  the  objection  that, 
in  ordinary  cases,  a  trade-mark  needs  no 
description,  and  that  often  an  attempt  to 
describe  it  is  likely  to  prove  a  limitation 
to  the  right  of  the  applicant,  since  if  the 
infringers'  mark  does  not  come  precisely 
within  the  written  description  it  would  be 
held  not  to  infringe.  It  is  the  opinion  of 
the  committee  that  there  is  never  a  case 
where  a  description  is  either  needed  or 
desirable  except  when  colors  are  used,  and 
the  amendment  provides  for  this  when  the 
colors  do  not  appear  in  the  drawing. 

There  is  a  further  provision  to  provide 
for  the  establishment  of  classes  of  mer- 
chandise for  the  registration  of  trade- 
marks, the  same  to  be  arranged  by  the 
Commissioner  of  Patents,  and  for  the  de- 
termination by  him  of  the  particular  de- 
scription of  goods  to  be  comprised  in  each 
class.  It  would  then  be  the  rule  that  on  a 
single  application  for  registration  of  a 
trade-mark,  that  trade-mark  may  be  regis- 
tered at  the  option  of  the  applicant  for  any 
or  all  goods  upon  which  the  mark  may 
actually  have  been  used  which  are  com- 
prised in  a  single  class  of  merchandise,  pro- 
vided a  statement  shall  be  filed  showing  the 
particular  goods  to  be  covered. 

This  is  in  line  with  the  provisions  of  the 
trade-mark  laws  of  nearly  all  commercial 
countries.  In  England  there  are  fifty  classes, 
in  Germany  forty-two,  and  in  France  sev- 
enty-four. Up  to  1903  it  was  the  practice  in 
our  own  patent  office  to  allow  the  mark  on 
an  entire  class  of  goods  to  be  registered  on 
a  single  application,  but  in  that  year  a  rul- 
ing was  made  to  the  effect  that,  under  a 
proper  construction  of  the  statute,  a  single 
trade-mark  would  cover  merchandise  of 
substantially  the  same  descriptive  proper- 
ties, since  section  seven  of  the  statute  gave 
a  remedy  only  to  those  who  placed  a  mark 
upon  such  goods.  Since  that  time  and  since 
the  passage  of  the  Bonygne  bill  there  has 
has  been  much  complaint.  Manufacturers 
have  made  statements  to  the  committee  to 
the  effect  that  where,  under  the  former 
practice  they  could  protect  all  their  goods 
by  from  one  to  three  applications,  they 
would  now  be  compelled  to  make  from  ten 
to  seventy-five,  and,  of  course,  pay  a  sep- 
arate fee  upon  each  application. 

While  foreign  countries  are  willing  to 
protect  American  trade-marks,  such  coun- 
tries base  their  registration  on  that  in  the 
country   of   origin,   therefore   the    American 


manufacturer  who  produces  a  certain  clasy 
of  goods,  and  is  obliged  to  split  up  his- 
application,  must  do  the  same  in  every 
country  where  he  seeks  registration  of  his- 
mark.  Besides  the  inconvenience  to  which- 
our  manufacturers  are  subjected  by  reason- 
of  this  rule,  the  pecuniary  advantage  en- 
joyed by  a  citizen  of  a  country  which  wilt 
permit  an  entire  class  to  be  registered  oi* 
a  single  application  is  not  inconsiderable- 
when  it  is  remembered  that,  in  some  coun- 
tries it  costs  from  $50  to  $75  for  each  regis- 
tration of  a  trade-mark.  Under  the  present 
ruling  various  goods  of  the  •  ime  class  -can- 
not be  included  in  one  registration,  but 
separate  applications  and  fees  must  be- 
rhade  for  each  article  of  the  class.  The- 
Commissioner  of  Patents  is  in  accord  witb 
this  proposed  change. 

Another  change  in  the  present  law  is- 
proposed  so  as  to  allow  any  citizen  of  a 
foreign  country  who  has  manufacturingf 
establishments  located  within  the  United 
States  the  same  rights  and  privileges  for 
the  registration  of  his  trade-marks  used 
on  the  products  of  such  establishment  -as- 
are  enjoyed  by  our  own  citizens. 


Where  Roads  are  Mended  with  Hay. 

"They  mend  roads  with  hay  in  Vermont,"" 
reports  a  motorcyclist  who  speaks  from  ex- 
perience. "I  was  there  last  fall  and  ill 
going  to  Rouses  Point,  N.  Y.,  from  St.  Al-' 
bans,  I  came  across  the  muddiest  roads  I 
have  ever  encountered  anywhere.  My  ma- 
chine and  myself  were  a  sight.  At  times- 
I  would  be  brought  up  all  stinding  and  my 
front  wheel  would  go  so  far  toward  disap- 
pearing that  I  was  in  constant  fear  of  going- 
clear  through  to  China.  At  the  small  hotel 
the  farmers  crowded  round  me  gaping  at 
my  machine  in  awsstruck  wonder,  but  whett 
I  remonstrated  with  them  about  the  state  of 
their  roads,  one  of  them  said:  'Well,  but 
only  last  week  we  filled  those  holes  with 
four  loads  of  hay.  I  think-  the  cattle  must 
have  gotten  out  and  chewed  it  up.'  To  me 
it  was  a  new  way  of  mending  roads." 


The  Speed  that  Counts. 
On  a  long  run  it  is  the  average  speed  that 
counts.  This  is  a  truism,  the  force  of 
which  was  learned  by  the  cyclist  early  in 
the  day,  and  it  is  more  than  ever  applicable- 
to  the  motorcyclist,  for  spurts  are  apt  to- 
result  in  derangements  that  will  reduce  the 
average  speed.  Thus,  where  the  matter  of 
hard  and  moderate  driving  is  concerned, 
the  motor  bicycle  has  some  points  in  com- 
mon with  both  the  cyclist  himself  and  the 
horse. 


Subject  to  Queer  Spells. 

A  bicycle  supply  house  in  New  York  City 
received  the  following  postal  sent  from  a 
little  town  down  in  Georgia: 

"Deer  Sur — Plees  sen  me  yore  caterlog 
of  bicicle  supplizes. 

"Yores   truely. 


"P.    S. — You    need    not    sen    it. 
change  my  mind." 


I   have 


THE  BICYCLING  WORLD 


41 


OVERHAULING  THE  MACHINE 


What   can   be   done   to    Make    the    Riding 
Season  a  Successful  One. 


Spring  overhauling  time  is  close  at  hand 
and  this,  in  the  case  of  the  motor  bicycle, 
means  vastly  more  than  in  the  case,  of  its 
leg  driven  contemporary,  and  while  many 
riders  will  leave  the  task  to  the  local  ex- 
pert, there  are  those  who  prefer  to  attempt 
it  themselves.  It  is,  moreover,  a  matter 
that  is  imperative;  it  must  be  done  if  any- 
thing like  reasonable  satisfaction  is  to  be 
expected  of  the  machine  during  the  com- 
ing season.  To  just  what  extent  this  pro- 
cess of  overhauling  must  be  carried  will 
naturally  depend  upon  the  circumstances. 
If  the  machine  was  new  a  season  ago  and 
has  had  neither  hard  nor  constant  service, 
it  will,  of  course,  not  require  as  much  at- 
tention as  one  twice  as  old  and  that  has 
been  worked  to  the  limit  of  its  capacity. 
Just  what  it  is  to  consist  of  will  also  depend 
in  a  large  measure  upon  the  motorcyclist 
himself,  or  more  particularly  the  extent  of 
his  mechanical  knowledge.  If  he  happens 
to  be  one  of  those  individuals  who  will  pro- 
ceed forthwith  to  distribute  the  various 
parts  of  the  machine  over  the  surrounding 
scenery  and  then  prove  utterly  unable  to 
reassemble  them,  he  needs  no  advice.  Noth- 
ing will  deter  him  from  satisfying  his 
curiosity  as  to  what  the  "works"  look  like 
and  nothing  on  earth  will  give  him  the  abil- 
ity to  put  them  back  in  place  properly 
after  he  is  through  monkeying  with  them. 

But  to  the  average  owner  of  a  motor 
bicycle  who  is  neither  a  machinist  nor  an 
expert  mechanic,  taking  the  machine  down 
and  giving  it  a  thorough  overhauling  pre- 
sents no  insuperable  difficulties.  Care,  pa- 
tience, a  knowledge  of  at  least  the  rudi- 
ments of  mechanics  and  a  few  ordinary 
tools  are  the  only  requisites.  Given  these 
and  the  leisure  time  and  there  is  no  reason 
why  the  amateur  should  not  be  able  to 
put  his  machine-  in  first-class  condition  for 
the  coming  season's  work,  unle.=  s  an  ex- 
amination should  reveal  damage  only  to 
be  corrected  with  the  aid  of  facilities  and 
skill  that  are  not  at  his  command.  Cleaning 
will,  of  course,  constitute  the  bulk  of  the 
work.  Take  out  the  spark  plug  and  if 
sooty  or  oily,  devote  a  little  attention  to 
it  with  the  aid  of  a  piece  of  emery  cloth 
and  in  the  latter  case,  either  soak  it  in 
gasolene  or  wet  the  end  and  burn  it  off. 
This  will  be  the  least  of  the  cleaner's 
troubles.  Take  down  the  carburetter,  being 
careful  to  note  the  adjustment  so  that  it 
may  be  replaced  as  formerly,  and  remove 
any  sediment  or  deposit  besides  devoting 
particular  attention  to  the  jet.  The  same 
applies  to  the  contact  breaker  and  its  con- 
nections. The  former  should  be  gone  over 
carefully  to  see  if  the  contacts  be  worn  or 
loose,  note  if  the  connections  are  tight  and 
sound,  for  crystallization  often  occurs  in 
copper  wires  where  the  latter  are  bent  or 
joined  to  anything  and  the  wire  that  is  to 


all  appearances  in  good  condition  may 
either  be  on  the  point  of  cracking  or  may 
have  already  parted  and  be  held  together 
by  the  insulation.  The  neatest  and  most 
practical  way  of  avoiding  any  risk  of  this 
kind  is  to  provide  the  ends  of  all  wires  with 
terminal  loops  or  disks  which  may  be  had' 
from  any  electrician  and  are  soldered  firmly 
to  the  wire.  Lacking  these  the  wire  itself 
may  be  soldered  direct  to  the  terminal  to 
which  it  is  to  be  attached,  but  the  latter 
does  not  make  as  neat  a  job  by  any  means 
and  cannot  be  disconnected  without  melting 
the  solder. 

Above  all  things  go  over  all  the  wiring 
carefully  and  see  if  the  insulation  happens 
to  have  suffered.  If  it  has  been  abraded 
here  and  there,  but  the  injuries  are  not  ex- 
tensive, they  may  be  remedied  with  a  little 
rubber  solution  and  electrician's  tape,  but 
if  the. ^covering  shows  signs  of  wear  to  any 
extent  it  will  be  found  far  preferrable  to 
to  replace  it  altogether  and  in  doing  so, 
economy  lies  in  obtaining  the  very  best  in- 
sulated wire  that  is  to  be  had.  As  but  a 
very  small  amount  of  wire  is  required,  re- 
placing it  even  for  the  slight  defects  which 
can  be  repaired  will  be  found  to  represent 
the  proverbial  stitch  in  time  and  will  un- 
doubtedly save  untold  annoyance  for  insu- 
lation is  seldom  better  than  it  looks — 
usually  the  reverse.  It  must  be  borne  in 
mind  that  it  has  been  subjected  to  a  con- 
siderable degree  of  heat  as  well  as  vibra- 
tion and  an  occasional  wetting,  and  these 
combine  to  bake  the  rubber  compound  that 
forms  the  covering.  Never  use  solid  wire 
if  it  can  be  avoided;  copper  hardens 
rapidly  under  •  continued  vibration  and  as 
soon  as  the  metal  reaches  the  crystalline 
stage  the  wire  will  break  like  so  much 
pipe  clay,  and  usually  without  in  any  way 
disturbing  the  insulation  so  that  to  all  ap- 
pearances nothing  has  happened.  Get  flex- 
ible wire  or  cable;  it  is  composed  of  a  large 
number  of  strands  of  very  fine  wire.  It  is 
as  easily  twisted  and  turned  as  a  piece  of 
string  and  remains  serviceable  even  though 
quite  a  few  of  the  strands  break.  But 
when  using  it  care  should  always  be  taken 
to  solder  all  the  strands  at  the  bared  end 
together,  as  one  or  two  of  them  straying 
from  under  the  binding  post  may  give  no 
end  of  trouble. 

The  battery  should  be  tested  and  will  no 
doubt  be  found  to  have  "died"  if  the  ma- 
chine has  been  laid  up  during  the  winter. 
But  even  should  it  respond,  foresight  will 
dictate  a  new  set  of  cells,  for  they  must 
under  such  circumstances  represent  a  very 
uncertain  quantity.  Examine  the  inside  of 
the  tank — not  with  the  aid  of  a  match,  but 
preferably  by  daylight,  for  even  if  it  has 
been  empty  for  months,  the  cap  has  doubt- 
less been  in  place  and  the  gasolene  vapor 
will  have  been  retained.  There  is  a  pe- 
culiarity about  gasolene  vapor  that  is  not 
generally  understood  and  that  is  the  fact 
that  it  is  heavier  than  air  and  will  settle 
to  the  bottom  of  any  receptacle  containing 
it.  This  accounts  for  some  of  the  "didti't 
know  it  was  loaded"  kind  of  accidents  that 


are  brought  about  by  the  combination  of  an 
explosive  mixture  of  gasolene  and  a  lighted 
match. 

There  is  little  chance  of  anything  having 
gone  wrong  with  the  coil  during  the  time 
the  machine  has  been  out  of  use,  but  if  the 
other  connections  are  tested  by  sending  a 
current  through  them,  this  will  doubtless 
include  the  coil  in  the  circuit  as  well,  and 
a  word  of  caution  here  may  save  the  price 
of  a  new  one.  If  the  wiring  has  been  dis- 
connected for  examination  or  replacement 
and  the  test  is  made  when  in  this  condition, 
always  take  pains  to  see  that  there  is  some- 
thing in  the  secondary  of  the  coil,  such  as 
a  spark  plug  or  anything  that  does  not  pro- 
vide a  gap  beyond  the  capacity  of  the  coil 
to  bridge.  Every  time  the  primary  circuit 
is  closed,  a  current  of  very  high  intensity 
is  induced  in  the  secondary  and  if  the  gap 
between  the  terminals  af  the  latter  offers 
too  great  a  resistance  for  the  spark  to 
leap  the  current  will  be  confined  to  the  coil 
and  it  will  seek  the  outlet  of  least  resist- 
ance. It  must  go  somewhere  and  there  are 
only  two  available  paths  for  its  escape, 
through  the  insulation  to  the  primary  or 
between  the  layers  of  the  secondary  wind- 
ing itself,  and  either  means  damage  entail- 
ing a  costly  repair 

This  will  complete  the  examination  of 
the  accessories  and  attention  may  next  be 
devoted  to  the  engine  itself.  But  before 
taking  it  to  pieces,  note  its  adjustments  and 
particularly  the  timing  of  the  contact 
breaker  and  exhaust  valve  so  that  they  may 
be  replaced  in  the  same  position.  Then 
dismount  the  crank  case  and  flywheels  in 
turn  and  withdraw  the  piston  from  the  cyl- 
inder; its  vital  parts  will  then  be  in  a  posi- 
tion for  overhauling.  First  remove  the  de- 
posit of  carbon  from  the  top  of  the  piston; 
if  an  unnecessary  amount  of  oil  or  too 
heavy  oil  has  been  used  there  will  be  a 
crust  of  appreciable  thickness  and  so  hard 
that  nothing  short  of  chipping  with  a  cold 
chisel  will  have  any  effect  on  it.  Care 
should  be  taken  to  remove  all  of  it,  as  any 
small  projecting  pieces  inadvertently  over- 
looked will  cause  trouble  by  becoming  in- 
candescent and  causing  the  engine  to  con- 
tinue firing  after  the  spark  has  been  shut 
off.  Examine  the  walls  of  the  cylinder 
carefully;  if  proper  lubrication  has  been 
maintained  they  will  present  a  dull,  clouded 
appearance.  If  there  has  been  undue  fric- 
tion they  will  be  bright  and  shiny  and  there 
may  even  be  scores  or  scratches  which,  if 
very  deep,  will  be  fatal  to  good  compres- 
sion. Should  such  a  defect  as  this  be  in 
evidence  it  will  be  economy  to  send  the 
cylinder  and  piston  to  the  maker  for  re- 
pair or  probably  replacement. 

Remove  the  piston  rings  and  clean  out 
the  grooves.  Should  the  rings  not  exhibit 
sufficient  springiness,  they  will  need  re- 
placing, but  this  will  seldom  be  the  case. 
Before  removing  the  rings  from  the  pis- 
ton note  whether  they  have  worked  around 
so  that  the  gaps  in  all  three  are  in  line. 
Should  this  be  the  case  it  will  be  advisable 

(Continued  on  page  43) 


42 


.[■ 


THE  BICYCLING  WORLD 


r 


RtADiNG  Standard 


"Get  Next  to  a  Good  Thing" 

IN  BUSINESS  MEANS 


READING  STANDARD 

BICYCLES 


THEY    BRING 


PROFIT  AND  SATISFACTION 

r  For 

lAf^^  naa!U  T 1^  ^ ^     The  Speed  Merchant, 

fluUUIIU     I   IIUlll     The  Pleasure  Seeker, 

The  Ladies, 

All  live  dealers,  who  know,  sell  them. 

You're  next.      Write  soon. 

READING  STANDARD  CYCLE  MANUFACTURING  CO. 

Readinsf,  Pa. 

J.  T.  BILL  &  CO.,  Los  Angeles,  Distributors  for  Southern  California. 

J.  W.  LEAVITT  &  CO.,  San  Francisco,  Distributors  for  Northern  California. 

SCOTT  SUPPLY  &  TOOL  CO.,  Denver,  Distributors  for  Rocky  Mountain  States. 


/^ 


THE  BICYCLING  WORLD 


43 


OVERHAULING  THE  MACHINE 

(Continued  from  page  41.) 

to  drill  and  tap  a  hole  in  the  seat  of  each 
ring  and  screw  a  small  pin  into  it.  The 
hole  must  not  go  clear  through  the  pistpn 
and  a  hole  3/32  in  diameter  will  be  suffi- 
ciently large.  Corresponding  holes  must 
be  drilled  in  the  piston  rings  as  well  and 
they  should  not  go  clear  through  in  this 
case,  either.  The  ring  will  then  be  held 
fast  when  placed  on  the  pin,  the  latter  be- 
ing so  located  that  the  openings  in  the  rings 
do  not  coincide  when  in  place.  Unless  the 
motorcyclist  be  skilled  in  the  use  of  tools 
he  had  better  run  the  risk  of  having  the 
rings  work  into  line  again  or  turn  the  job 
over  to  a  good  repairer,  or  the  maker. 

See  whether  the  gudgeon  or  wrist  pm 
to  which  the  connecting  rod  is  fast  at  the 
piston  end  shows  signs  of  an  unusual 
amount  of  play  and  adjust  it  accordingly, 
but  do  not  attempt  to  get  it  too  tight.  If 
there  has  been  so  much  wear  at  this  point 
that  further  adjustment  is  not  possible,  new 
linings  will  be  necessary.  The  same  applies 
to  the  other  end  of  the  connecting  rod 
where  it  is  attached  to  the  crank  pin.  Hav- 
ing given  the  entire  interior  of  the  engine  a 
thorough  cleaning  and  adjusted  the  moving 
parts  properly,  attention  may  next  be  de- 
voted to  the  valves.  So  much  has  been  said 
in  these  columns  on  the  head  of  valve 
grinding  that  it  is  hardly  necessary  to  men- 
tion it  again  in  this  connection.  If  the 
valves  shown  signs  of  being  pitted,  put 
them  through  this  process.  See  that  the  ex- 
haust valve  push  rod  works  properly;  if  its 
spring  returns  the  valve  to  its  seat  with 
sufficient  snap  and  if  the  lifter  is  correctly 
adjusted.  The  remarks  about  the  spring 
apply  to  the  inlet  valve  as  well  with  the 
exception  that  here  it  is  far*  more  important 
that  the  spring  should  be  of  the  proper  ten- 
sion. If  the  spring  has  become  weak  the 
engine  will  be  apt  to  miss  and  backfire  at 
high  speed. 

Having  attended  to  all  these  details  the 
engine  may  be  reassembled  and  consider- 
able care  will  be  necessary  here  as  well.  The 
compression  rings  are  easily  broken  and 
unless  the  exhaust-valve  cam  and  the  con- 
tact breaker  are  replaced  as  they  were  pre- 
viously, the  unfamiliar  hand  may  find  that 
the  engine  will  utterly  refuse  to  work  when 
he  gets  it  together  again.  It  will  then  be 
necessary  to  shift  the  adjustments  until 
the  proper  time  for  the  occurrence  of  the 
spark  and  the  opening  of  the  exhaust  valve 
have  been  located.  This  done,  the  improved 
running  of  the  engine  and  the  knowledge 
that  it  is  in  good  shape  will  no  doubt  amply 
reward  the  motorcyclist  for  his  trouble. 
But  do  not  stop  at  the  engine  by  any  means; 
give  the  whole  machine  a  thorough  over- 
hauling— the  bicycle  will  need  as  much  as 
its  motive  power  and  should  not  be  neg- 
lected. Making  a  thorough  job  of  both  is 
a  task  of  no  mean  proportions  and  unless 
the  possessor  of  a  motor  bicycle  thinks  he 
can  do  justice  to  itj  he  had  far  better  turn 
it  over  to  some  good  repairer  or  send  it  to 
the  makers  for  overhauling. 


HERE'S    A   NEW    MIXTURE 


How  a  Motorcyclist  Met  a  Fuel  Emergency 
and  Cut  Cost  in  Half. 


Fuel  forms  such  an  insignificant  item  in 
the  maintenance  of  a  motor  bicycle  that 
there  would  appear  to  be  absolutely  no  in- 
centive to  experiment  with  other  fluids 
than  gasolene  for  this  purpose,  even  though 
the  latter  should  undergo  a  more  or  less 
considerable  rise  in  price  as  seems  more 
than  likely  to  be  the  case  within  the  next 
few  years.  Still  it  is  a  matter  of  more  or  less 
common  knowledge  that  the  internal  com- 
bustion motor  particularly  of  the  high  speed 
type  employed  on  the  motorbicycle  will 
operate  very  satisfactorily  on  almost  any 
of  the  volatile  hydrocarbons,  such  as  ben- 
zine, alcohol  and  even  kerosene,  and  it  is 
something  that  stands  the  motorcyclist  in 
good  stead  when  he  finds  himself  some  dis- 
tance from  home  with  no  gasolene  to  be 
had.  If  the  engine  be  still  .warm  he  can 
start  off  with  kerosene  almost  as  readily  as 
with  gasolene,  tliough  the  reverse  will  be 
the  case  if  the  motor  has  been  allowed,  to 
cool  off. 

This  led  a  motorcyclist  who  lived  in  a 
district  where  gasolene  was  at  a  premium 
to  undertake  some  experiments  on  his  own 
account,  and  in  so  doing  he  suceeded  in 
cutting  the  cost  of  his  expenditure  for  fuel 
practically  in  half.  Gasolene  cost  in  the 
neighborhood  of  forty  cents  and  kerosene 
Was  to  be  had  at  something  like  fourteen 
cents  a  gallon,  so  he  tried  mixing  the  two, 
the  proportions  of  half  and  half  bringing 
the  cost  of  the  compound  down  to  a  figure 
not  much  higher  than  that  at  which  gaso- 
lene is  to  be  had  in  more  civilized  communi- 
ties. But  this  proportion  could  only  be 
tised  in  the  summer  months  when  the  tem- 
perature would  not  prevent  easy  starting, 
but  it  was  found  that  there  was  no  difficulty 
at  any  time  in  getting  the  engine  to  start 
with  one-third  kerosene  as  easily  as  with 
straight  gasolene.  One  objection  to  the 
use  of  more  kerosene  arose  and  that  was 
the  difficulty  of  starting  the  engine  on  the 
last  half  pint  or  so  in  the  tank.  As  the 
calorific  value  of  kerosene  is  higher  than 
that  of  gasolene,  the  power  would  not  only 
not  suffer  but  under  favorable  circumstances 
show  an  increase  through  the  use  of  the 
compound  so  that  the  experiments  may  be 
said  to  have  been  entirely  successful. 


An  Up-to-Date  Mail  Robber. 
Although  those  sons  of  Belial  who  are 
disposed  not  to  regard  with  due  integrity 
the  property  of  their  neighbors,  have  put 
to  their  evil  uses  nearly  everything  else, 
including  the  motor  car  and  the  bicycle,  it 
remained  for  a  Buffalonian  to  swing  the 
motor  bicycle  into  line  to  aid  him  in  get- 
ting away  with  Uncle  Sam's  mail  as  de- 
posited in  the  post  boxes  of  his  town  by  its 
.trusting  citizens.    One  day  last  week  a  man 


was  observed  to  ride  up  to  a  letter  box 
on  the  corner  of  Elk  and  Hayward  streets, 
and  bringing  up  beside  the  post,  take  a  key 
from  his  pocket  and  unlock  it,  closing  it  and 
riding  away  after  abstracting  from  it  sev- 
eral letters.  It  was  all  done  with  such  ab- 
solute sang  froid,  that  it  did  not  occur  to 
anyone  to  stop  him  until  afterward,  and  then 
the  police  and  postoffice  authorities  were 
notified.  By  that  time,  however,  the  mis- 
creant had  escaped. 


To  Promote  Cycling  in  Philadelphia. 

To  promote  cycling  generally  in  Phila- 
delphia, the  Northeast  Wheelmen's  Racing 
Association  has  been  formed  at  Frankford, 
with  W.  S.  Gibson  as  president  and  Wm. 
Hagaman  as  secretary.  The  club  will  hold 
its  first  race  meet  on  Saturday,  April  21, 
the  Kensington  driving  park  at  Holmsburg 
having  been  loaned  for  the  purpose.  There 
will  be  a  one  and  a  five  mile  handicap  and 
team  pursuit  race  between  Atlantic  City, 
Camden,  Philadelphia  and  Frankford  clubs, 
for  which  twenty-one  prizes  have  been 
already  donated.  Entry  blanks  can  be 
secured  from  the  secretary,  William  Haga- 
man, 1SS4-6  Adams  avenue,  Frankford, 
Philadelphia. 


East  Orange  Wants  Motorcycle  Police. 

Acting  Chief  of  Police,  James  Bell,  of 
East  Orange,  N.  J;,  has  submitted  to  the 
police  committee  of  the  City  Council,  a 
formal  request  for  three  motor  bicycles  to 
be  used  by  the  members  of  his  force  in 
checking  the  speeding  of  motorists  in  that 
portion  of  the  Oranges.  There'  have  been 
several  complaints  of  late  as  to  the  amount 
of  reckless  driving  which  is  being  done  by 
motorists  there,  and  Chief  Bell  has  come  to 
the  conclusion  that  the  only  effectual  way 
of  putting  a  stop  to  it  is  to  mount  several 
of  his  men  on  motorcycles  and  give  them 
posts  where  they  can  get  after  the 
offenders. 


Humor  too  Rich  for  Britons. 

That  proverbial  mental  anguish  of  the 
British  subject  when  faced  with  a  joke,  has 
probably  been  brought  to  a  climax  recently 
in  the  case  of  an  advertiser  who  applied  to 
the  public  at  large  through  the  want  column 
of  one  of  the  trade  papers,  offering  a  "gent's 
tandem"  in  exchange  for  "a  lady's  safety 
and  cash,  or  two  ladies."  Some  irrepressible 
humorist  murmured  something  about  big- 
amy, and  the  scribe  has  been  trying  to  fig- 
ure it  out  ever  since. 


Buffalo  Remounts  Motorcycle  Cops. 

Buffalo's  two  motor  bicycle  cops,  Messrs. 
Chisholm  and  Davis,  have  received  orders 
to  resume  duty  on  their  mounts,  which 
duty  is  to  overhaul  and  take  into  "quod"  all 
motorists  who  fail  to  respect  the  speed  laws 
of  that  burgh.  Their  performance  last 
season  was  considered  so  meritorious  that' 
they  were  personally  congratulated  by  Gen. 
William  S.  Bull,  then  superintendent  of 
police. 


44 


THE  BICYCLING  WORLD 


Hodel 
44. 


Price 
$145.00 


The  1906  Thomas  Auto=Bi. 

A  few  things  the  OTHER  FELLOW  don't  have: 

A   spring  fork,  placing  8o%  of  the  strain   ON   TOP  of  stem. 

Sight  feed  oiler,  regulated  while  riding,  (can't  be  clogged). 

The  Thomas  Patent  chain  belt  drive,  (does  not  stretch). 

A  one  piece  hardened  crank  shaft,  large  enough  to  stand  all  possible  strain. 

Won't  you  let  us  tell  you  about  the  other  good  points  of  the  1906  Thomas? 

THE  THOMAS  AUTO=BI  COMPANY,  '^^^^ItS^^^i: 


M 


CYCLING 
COMFORT 

IS 

Represented  in  the  Highest  Degree   by 


PERSONS 


SADDLES 


The  name  tells  the  story.  Backed  by  years  of  honest 
reputation.  If  you  wish  to  enjoy  the  acme  of  easy  riding, 
say   PERSONS   when  specifying  a  saddle. 


PERSONS  MFG.   CO., 


Worcester,  Mass. 


THE  BICYCLING  WORLD 


45 


A-WHEEL  THROUGH  ORKNEY 


Story  of  a  Day  Amid  the  Picturesqueness 
of  a  Quaint  Little  Isle. 


"Bicycles  seem  to  be  something  of  a  ter- 
ror in  Orkney,"  says  John  L.  W.  Page,  in 
the  March  number  of  the  C.  T.  C.  Gazette, 
and  indeed,  it  would  appear  that  everything 
modern  must  be  somewhat  out  of  place  in 
that  quaint  little  isle,  to  judge  from  the 
writer's  experiences  of  a  day  there,  which 
was  spent  as  all  the  tourists'  days  rightly 
should  be — a-wheel. 

"There  was  some  excitement  as  we  passed 
the  Old  Man  of  Hoy,  and  steaming  into 
the  harbor  of  Stromness,  came  to  our 
moorings  beside  the  quay,"  he  says.  "For 
an  Orkney  man. had  told  us  that  the  bicycle, 
was  a  rara  avis  in  Orkney,  and  at  least 
three  of  us  wished  to  ride  across  Pomona 
or  Mainland — ^which  is  the  somewhat  mag- 
nificent name  of  the  largest  island — to 
Kirkwall.  There  was  a  dash,  therefore,  up 
the  narrow  paved  street  that  forms  the 
principle  thoroughfare  of  Stromness  for  the 
abode  of  one  Garrick,  the  only  man  who 
had  bicycles  for  hire. 

"An  ancient  and  fish  like  smell  pervades 
Stromness,  and  we  were  glad  to  leave  it  be- 
hind, even  though  a  long  and  dusty  hill  lay 
"ahead,  and  the  sun  beat  strong  upon  our 
backs.  On  the  summit  we  paused  to  look 
back  upon  the  view  beneath.  On  the  steep, 
winding  shore  of  the  bay,  lay  the  little 
town,  clustering  about  its  church  spire,  a 
pile  of  grey  stone  houses  wearing  an  aspect 
singularly  Norwegian — though,  after  all, 
this  is  hardly  singular,  for  Orkney  is  al- 
jnost  as  much  Scandinavian  as  Scotch. 
Across  the  land-locked  harbor  rose  the 
lofty  hills  of  Hoy,  the  only  island  that  can 
be  called  mountainous  in  the  whole  group. 
Inland  the  road  wound  over  gently  swelling 
moorland.  It  is  a  good  road,  and  though 
undoubtedly  'hilly,  is  very  much  of  the 
switchback  order,  and  easily  negotiated  by 
the  average  rider,  at  any  rate  on  a  still 
day.  Unfortunately,  still  days  in  Orkney 
are  somewhat  rare,  and  we  were  treated  to 
a  head  wind  which  blew  with  steady  per- 
sistence for  the  best  part  of  fifteen  miles. 

"We  turned  a  corner,  and  there  came  into 
view  a  broad  sheet  of  water.  This  was  the 
Loch  of  Stennis,  and  across  it,  crowning 
the  summit  of  a  low  promonotory,  stood 
forth  the  dark  columns  of  the  Ring  of  Bro- 
gar,  the  Stonehenge  of  Orkney.  Close  at 
hand,  on  a  hill  to  the  right,  one  or  two 
more  rude  menhirs  rose  against  the  sky, 
while,  at  no  great  distance,  a  tumulus  up- 
heaved, the  sepulchre  perchance  of  some 
chieftain  who  ruled  this  wild  land  in  the 
far  off  days  of  Norse  dominion.  But  a 
monument  far  greater  broke  the  line  of 
moorland  further  on.  Crossing  the  Bridge 
of  Waith,  which  spans  the  inlet  whereby 
the  canal  finds  communion  with  the  sea, 
and  passing  the  scattered  cottages  of  Sten- 
nis   village,    we    came    presently    to     Maes 


Howe,  perhaps  the  most  remarkable  mound 
in  Great  Britain. 

********** 

"The  view  in  its  way  is  impressive. 
Ranges  of  heathery  hill  bound  the  horizon 
— a  wild,  breezy  landscape.  Near  at  hand, 
the  little  grey  kirk  of  Stennis  stands  on  a 
low  swell  in  the  moorlands.  Beyond,  across 
the  loch,  are  the  dark  stones  of  the  sacred 
circle.  Trees  there  are  none;  indeed,  the 
only  trees  we  saw  in  Orkney  (and  they 
were  only  a  few  feet  high)  were  those  fill- 
ing a  narrow  glen  a  mile  or  two  further  on 
and  a  few  near  the  cathedral  at  Kirkwall. 

"Bicycles  seem  to  be  something  of  a  ter- 
ror in  Orkney.  At  the  top  of  a  very  easy 
descent  into  Fiustown  stands  a  caution 
board  of  the  C.  T.  C,  which  must  have  been 
put  up  at  the  request  of  the  inhabitants,  for 
that  eminent  body  would  never  have  erected 


EXTRA  QUALITY 
HIGHEST  GRADE 


WM  NNERIUBK 


AREAI 


Morgans  Wright 

CHICAGO 


NEW    XOKK    BRANCH    214-%I«    WEST    ♦TTH    8T. 


one  at  a  similar  spot  in  England.  But  this 
is  not  enough.  There  is  a  remarkable  sup- 
plement in  the  shape  of  a  portentous  no- 
tice by  the  island  authorities  to  the  effect 
that  any  cyclist  passing  through  the  village 
beyond  a  walking  pace  will  be  fined  two 
pounds!     So  scorchers,  beware!  ' 

"At  Finstown,  we  again  descend  to  the 
sea,  and  skirt  it  more  or  less  all  the  way 
to  Kirkwall;  in  fact,  the  sea  is  seldom  out 
of  sight  anywhere,  so  cut  into  is  Pomona 
by  inlets  and  'sea  lochs.'  This  Bay  of  Firth 
is  rather  a  dreary  place,  edged  by  low 
banks  rather  than  cliffs,  the  only  feature 
approaching  to  boldness  being  Wideford 
Hill.  This  is  crowned  by  the  ruins  of  a 
'Pict's  House,'  a  sort  of  small  Maes  Howe, 
for  it  has  the  same  narrow  entrance  pas- 
sage, and  a  similar,  though  smaller,  central 
chamber  with  cells  adjoining.  Over  the 
flanks  of  this  emininence,  which  is  740  feet 
high,  a  considerable  elevation  in  Orkney, 
the  road  creeps  in  a  long  gentle  ascent. 
Presently,  rounding  a  bend,  we  come  in 
sight  of  Kirkwall,  and  bleak  it  looks,  lying 


on  an  exposed  slope,  the  country  at  its 
back  crossed  with  the  stone  walls  of  bar- 
ren looking  enclosures.  Another  long  de- 
scent takes  us  once  more  to  the  water's 
edge,  and  crossing  a  bridge  over  a  back 
water,  we  enter  the  capital  of  Orkney. 

"Dark  as  it  looks  from  a  distance,  Kirkwall 
is  a  pleasant  enough  town,  though  the  fishy 
odor  that  pervades  the  place  (to  an  extent 
far  greater  than  at  Stromness)  renders  the 
place  anything  but  fragrant.  This  is  caused 
by  the  enormous  quantities  of  fish  offal 
with  which  every  car  appears  to  be  loaded 
to  excess,  and  whereof  unconsidered  trifles 
drop  freely  upon  the  roads.  The  'royal 
burg'  is  very  ancient,  dating  from  the  days 
of  the  Norseman  at  least.  But  there  are 
few  signs  of  their  rule  nowadays,  though 
the  Middle  ages  are  still  represented  by  a 
few  old  houses  with  picturesque  crow- 
stepped  gables.  It  is  a  big  town— for  Ork- 
ney— the  population  reaching  three  thou- 
sand, a  thousand  more  than  Stromness. 

"The  'lion'  is,  of  course,  the  cathedral  of 
St.  Magnus,  which  dominates  the  whole 
place — in  fact,  Kirkwall  is  not  so  much  a 
town  with  a  cathedral  as  a  cathedral  with 
a  town.  The  great  dark  mass  broods  over 
the  houses  like  a  hen  over  her  chickens, 
and  viewed  from  any  point,  whether  on 
land  or  sea,  it  is  the  cathedral  and  not  the 
town  that  fills  the  eye. 

********** 

"Time  pressed,  so  we  turned  the  heads  of 
our  steeds  towards  Stromness.  As  we  rode 
down  Wideford  Hill  we  encountered  a 
dusty  'machine'  (a  machine  in  Orkney  is 
not  a  bicycle  but  a  hired  conveyance)  and 
from  the  interior  there  came  a  roar.  It  was 
our  sailorman,  who,  despairing  of  getting 
a  bicycle,  had  chartered  a  vehicle  of  another 
class,  and  was  proudly  making  his  way  to 
Kirkwall.  Otium  cum  dignitate  was  in  his 
very  look  as  he  lay  back,  enveloped  in  a 
long  blue  mackintosh.  And  the  sun  blazed 
down  upon  him  relentlessly.  But  perhaps 
he  had  heard  of  the  Duke  of  Wellington's 
advice  re  the  climatic  vagaries  of  North 
Britain.  'When  fine,'  said  the  Duke,  'always 
carry  an  umbrella — when  wet,  please  your- 
self.' But  I  believe  he  had  an  umbrella  as 
well. 

"At  Stennis  we  discussed  the  advisability 
of  diverging  to  visit  the  Ring  of  Brogar. 
Ultimately  my  companion,  who,  I  regret 
to  say,  has  no  soul  for  the  past,  elected  to 
push  on  to  Stromness,  and  I  made  the  rest 
of  the  journey  alone.  The  Ring,  which  lies 
about  a  mile  away  from  the  main  road 
and  on  the  opposite  side  of  the  loch,  is 
reached  by  the  Bridge  of  Brogar,  a  narrow 
causeway  which  crosses  the  fine  sheet  of 
water  about  its  centre,  where  it  is  only  little 
more  than  a  hundred  yards  in  width.  In- 
deed, this  causeway  has  the  effect  of  divid- 
ing the  loch  into  two  parts,  of  which  the 
Western  portion  is  known  as  the  Loch  of 
Stennis,  the  eastern  as  the  Loch  of  Harray. 
The  loch,  taken  as  a  whole,  is  four  miles 
and  a  half  in  length,  and  on  an  average  one 
and   a  half  in   breadth,  and   so   abounds   in 

Continued  on  page  47) 


46 


THE  BICYCLING  WORLD 


THERE  ARE 


3  WISE  MEN 

In  Your  Town  who  will 
BUY  and  RIDE 


THE 


MOTOR  BICYCLE 


/M 


BECAUSE  IT  IS 


Built  and  Tested  in  the  Mountains 


CAN  YOU  PINO  THEM?    IF  NOT,  WRITE  TO  US. 
We  Will  Tell  and  Show  You  How. 


READING  STANDARD  CYCLE  MEG.  CO., 


READING,  PA. 


J.  W.  LEAVITT  &  CO.,  San  Francisco,  Distributors  for  Northern  California. 

J.  T.  BILL  &  CO.,  Los  Angeles,  Distributors  for  Southern  California. 

SCOTT  SUPPLY  &  TOOL  CO.,  Denver,  Distributors  for  Rocky  Mountain  States. 


THE  BICYCLING  WORLD 


47 


THE 


"Good  Old  Standbys" 

BEVIN 
Bells 


BEVIN 
Toe  Clips 


BEVIN 
Trouser  Guards 


Prices  as  Interesting  as  ever. 


BevinBros.Mfg.Co. 

EASTHAMPTON,  CONN. 


A-WHEEL  THROUGH  ORKNEY 

(Continued  from  page  45) 

fish  that  an  hotel  has  been  built  at  Stennis 
mainly  for  the  benefit  of  the  sons  of  Zebe- 
dee. 

"Although  the  Ring  of  Brogar  is  the  prin- 
cipal item  of  the  'Stones  of  Stennis,'  it  is 
by  no  means  the  only  relic.  Outlying  mon- 
oliths, ten  to  fifteen  feet  in  height,  rear 
their  massive  forms  over  an  extent  at  least 
a  mile  in  length  betv\ren  the  high  road  and 
the  loch.  But  they  are  very  scattered,  and 
but  few  remain  of  what  was  probably  at 
one  time  a  long  row  or  avenue.  The  first, 
a  big  one,  is  passed  soon  after  turning  into 
the  road  to  the  loch;  then  follows  a  wide 
interval,  when  two  more  appear  standing 
side  by  side.  Then,  close  to  the  causeway, 
come  three  more  with  the  remains  of  a  dol- 
men, which  was  doubtless  once  enclosed  by 
a  circle  of  which  these  three  stones  formed 
part.  Somewhere  hereabouts  was  yet  an- 
other stone  pierced  with  a  hole,  through 
which  in  bygone  days  it  was  the  custom  of 
Orkney  youth  and  maid  to  clasp  hands, 
thereby  plighting  their  troth — the  'Stone  of 
Odin'  of  Sir  Walter  Scott's  'Pirate.' 

"The  Ring  of  Brogar  stands  on  a  low 
promonotory  washed  on  two  sides  by  the 
lake.  It  it)  an  immense  circle,  340  feet  in 
diameter  and  at  one  time  consisted  of  no 
less  than  sixty  stones.  But  alas!  only  fif- 
teen now  remain  erect.  These  vary  in 
height  from  six  to  eighteen  feet.  The  circle 
is  surirovinded  by  a  trench  which,  though 
much  overgrown,  still  contains  water,  and 
is  by  no  means  easy  to  cross. 

"The  surroundings  are  bleak  enough. 
Nevertheless,  or  perhaps  because  of  the 
wilderness  of  the  scene,  there  is  something 
very  impressive  about  this  mysterious  relic 
of  the.  past — these  'grey  stones  of  the 
heath,'  an  Ossian  calls  them — that  appeals 
to  the  imagination.  It  was  now  evening, 
and  a  chilly  wind  had  succeeded  the  day's 
heat,  driving  the  waters  of  the  loch  against 
the  stony  beach  below,  and  rustling  through 
the  long  grass  and  heather.  Moors  gently 
undulating  rolled  away  to  the  skyline,  in- 
terspersed with  patches  of  rough  looking 
pasture,  amid  which  rose  one  or  two  stead- 
ings, the  largest,  the  old  house  of  Stennis, 
whence  the  'Pirate'  watched  the  burning  of 
his  ship  in  Strumness  bay.  Across  the  wa- 
teT,  the  great  hills  of  Ploy  bounded  the 
southern   horizon. 

"I  turned  away  and  rode  hard  for  Strom- 
ness.  But  now  a  dire  thing  befell.  Whether 
the  bicycle  had  failed  to  accommodate  itself 
to  my  legs,  which  are  long,  or  the  chill 
wind  had  been  too  much  for  my  heated 
frame,  I  cannot  say,  but  I  was  seized  with 
cramp!  What  was  to  be  done?  Dismount, 
I  dared  not,  for,  once  down,  could  I  get  up 
again?  If  I  failed,  and  had  to  crawl  the  re- 
maining four  miles,  should  I  be  in  time  for 
the  steamer?  The  risk  was  too  great,  so  I 
stuck  to  the  bicycle,  and,  steering  with  one 
hand,  with  the  other  massaged  my  legs, 
turn  and  turn  about,  with  the  other,  ground 
heavily  over  the  hill  to  Stromness.  But  I 
was   stiff  for   days." 


forms     the     basis,   of    a     striking 

double   page  illustration 

in  the  new 


CATALOGDE 


It  will  prove  of  interest  to  the 
ladies  as  well  as  the  men  and  will 
do  much  to  arouse  motorcycle 
interest  in  many  who  may  never 
have  thought  of  motorcycles. 


We  will  be  pleased  to  send  gratis 

a  copy  to  you  or  to    any  of 

your  friends  whom  you 

would  like  to  interest 

in    motorcycles. 


HENDEE   MFC.   CO., 

Springfield,    Mass. 


48 


THE  BICYCLING  WORLD 


Don't  be  penny  wise  and  pound 
foolish  and  equip  a  really  good  bicycle 
with  a  "just  as  good"  lamp.  The 
"  night  eye "  is  the  most  important 
part  of  the  equipment  of  your  bicycle. 
Moral :     Use 

SOLAR  LAMPS, 

Remember  that  the  system  of  gen- 
eration used  in  the  Solar  Lamps  is  the 
only  practical  one  and  results  in  the 
Lamp  that  shows  the  way. 

Our  complete  catalogue  will  tell 
you  all  about  the  different  patterns 
and  prices.     Yours  for  the  asking. 

BADGER  BRASS  MFG.  CO. 

L  KENOSHA,  WIS. 


NEW  YORK  OFFICE,  11  Warren  St. 


A  Fine  Regulator  Clock 


We  will  send  you  one  of 
these  fine  Regulator  Clocks, 
S&/4  inches  high  and  i6j4 
inches  wide,,  case  solid  oak, 
8  day  movement,  constructed 
of  brass  and  steel  and  fully 
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NEVERLEAK  certificates. 
Any  "  Brass  Sign"  certifi- 
cates that  you  have  on  hand 
or  hereafter  obtain  through 
purchases  of  NEVERLEAK, 
will  be  allowed  to  apply  on 
the  clock.  One  of  these 
clocks  will  be  an  ornament 
to  any  office,  shop  or  store. 

One  certificate  is  enclosed 
with  each  dozen  4-ounce 
tubes  of  NEVERLEAK. 
12  certificates  will  entitle 
you  to  Brass  Sign  as  here- 
tofore. 

BUFFALO 
SPECIALTY  COMPANY, 

BUFFALO,   N.  Y. 


FORSYTH    SPECIALTIES. 


Full  Chain  Guard  with  All  Connections. 

Made  in  sections  and  riveted  together,  giving  enough  elasticity 
to  avoid  the  "twang"  of  a  one-piece  guard.  Adjustable  to  stretch 
of  chain  and  to  differences  of  length  between  centers  of  axles. 

FORSYTH  MANUFACTURING  CO., 


"  Handy  things 
to  have  about 
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We  also  make 

Mud  Guard  Fittings, 
SproGl(et  Guards, 
Metal  Hand  Bral(es, 

and  otlier     pecialt;es. 

Buffalo,  N.  Y. 


f6j>g'iir  oj^»  o.fe-;^6^.  Oj-^^-^y^  . 


Half  Guard  with  All  Connections. 

Notice  the  method  of  attaching  front  con- 
nection. Enough  adjustment  to  meet  the  angle  cf 
any  frame  ;  a  little  feature  al  our  own.  It  counts. 
The^e  guards  are  just  a  little  better  than  any 
others.  That's  why  we  are  still  making  and  sell- 
ing lots  of  them. 


''MOTORCYCLES  AND  H01N 
TO  MANAGE  THEM" 

REVISED  EDITION  BOUND  IN  CLOTH 

The  Only  Book  of  the  Sort  in  Existence 

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154  Nassau  Street,  New  York  City 


"The  A.B.C.  Of  Electricity" 

will  help  you  understand  many 
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I08  Pages.  50  Cents  Per  Copy. 


THE  BICYCLING  WORLD  COMPANY 
154  Nassau  Street,  NEW  YORK. 


The  Bicycling  World 


AND  MOTORCYCLE  REVIEW. 


Volume  LIII. 


New  York,  U.  S.  A.,  Saturday,  April  14,  1906. 


No.  3 


=?= 


WHY  THE  WOOD  RIM  VEXATION 


Causes  Lead  Back  into  the  Timber  Lands — 
No  Signs  of  Relief  in  Sight; 


It  is  evident  that  the  wood  rim  situation, 
which  has  been  one  of  the  sore  points  in 
the  trade  for  the  past  two  years,  holds 
small  promise  of  early  relief. 

As  is  well  known,  although  the  wood  rim 
pool  boosted  prices  last  season,  the  quality 
of  the  goods  has  been  not  in  keeping  with 
the  advance  in  costs,  indeed,  it  has  been 
a  matter  of  comment,  even  on  the  part  of 
retailers,  that  the  stock  employed  has  been 
of  most  indifferent  grades  and  has  given 
more  trouble  than  has  been  the  case  for  a 
long  period. 

That  there  is  small  prospect  of  better- 
ment of  existing  conditions,  is  the  opinion 
of  an  interested  tradesman  who  took  it 
upon  himself  personally  to  investigate  the 
causes.  He  went  straight  to  the  fountain 
head  of  the  "pool"  in  Michigan,  which  State 
supplies  the  great  bulk  of  the  timber  best 
adapted  for  wood  rim  manufacture.  He  was 
quickly  assured  that  there  is  absolutely  no 
likelihood  of  a  reduction  in  prices  and  his 
inquiries  convinced  him  that  the  "pool"  it- 
self is  in  an  uncomfortable  position  in 
respect  to  the  supply  of  wood  stock  avail- 
able and  is  not,  therefore,  wholly  respon- 
sible for  the  variable  and  indifferent  quality 
of  rims  that  has  given  rise  to  so  much  dis- 
satisfaction. 

It  appears  that  the  owners  of  the  most 
desirable  timber  have  awakened  to  its  value 
and  to  the  fact  that  the  supply  is  not  over- 
abundant. Accordingly,  they  are  holding 
the  stock  for  the  higher  prices  that  they 
believe  must  inevitably  be  paid  for  it  and 
at  present  and  selling  only  when  and  in 
such  quantities  as  their  personal  pressing 
needs  make  necessary.  In  other  words, 
they  realize  that  they  have  a  good  thing 
and  now  sniff  at  the  prices  that  formerly 
ruled. 


The  Retail  Record. 

Swanton,  Vt. — Charles  Bushor,  new  store. 

Topeka,  Kan.— W.  L.  Taylor,  sold  out  to 
M.  W.  Long. 


Lincoln,  111. — Cherry  &  Kates,  new  store 
and  repair  shop. 

Rhinelander,  Wis. — A.  E.  Briggs  moved 
to  18  South  Brown  street. 

Bangor,  Me. — Purington  Cycle  Shop,  124^ 
130  Exchange  Place,   enlarged. 

New  Orleans,  La.- — Abbott  Cycle  Co.,  re- 
moved to  Baronne  street,  near  Girod. 

Pine  Bluffs,  Ark. — C.  G.  Schenck  enlarged 
store  and  sold  half  interest  to  R.  A.  Bird. 

Goshen,  Ind. — Watterson  &  Momm,  228 
South  Main  street,  succeeded  by  Fred  E. 
Watterson. 

Cambridge,  N.  Y.— W.  J.  Shiland  sold  out 
to  H.  G.  Barton,  who  admitted  Arthur  Day 
to  partnership;  firm  style.  Barton  &  Day. 


Goodyear  Forms  two  Companies. 

Goodyear  tire  interests  have,  within  the 
last  month,  incorporated  two  new  com- 
panies— the  Goodyear  Rubber  Tire  Co., 
under  New  York  laws,  with  $1,000  capital, 
and  the  Goodyear  Tire  &  Rubber  Co.,  un- 
der Massachusetts  laws,  with  $10,000 
capital.  K.  B.  Harwood,  manager  of  the 
Goodyear  branch  in  New  York,  figures  as 
one  of  the  incorporators  of  the  former, 
while  C.  W.  Sieberling,  of  the  Akron  fac- 
tory, is  named  as  treasurer  of  the  Mass- 
achusetts company. 


Will  be  Ready  for  Diamond  May  1st. 

The  three  story  structure  at  1S28-1S31 
Michigan  avenue,  which  is  being  built  for 
the  occupancy  of  the  Chicago  branch  of 
the  Diamond  Rubber  Co.,  is  now  so  near 
to  completion  that  the  Diamond  people  will 
take  possession  on  May  1st.  The  building, 
which  has  a  wealth  of  glass  front,  occupies 
100  feet  on  Michigan  avenue  and  has  a 
floor  space  of  32,000  square  feet. 


Pierce  Sets  a  Good  Example. 

George  N.  Pierce,  head  of  the  George  N. 
Pierce  Co.,  and  president  of  the  Cycle 
Manufacturers'  Association,  sets  a  good 
example  for  his  fellows.  He  uses  his  cush- 
ioned frame  bicycle  daily  in  going  to  and 
from  his  office,  a  practice  he  has  followed 
for  many  years;  and  a  ruddier,  sturdier, 
healthier  gentleman  never  wore  a  shock  of 
silver  hair. 


EXIT  THOROUGHBRED;  ENTER  R-S 


Well  Known  Motor  Bicycle  is  Rechristened 
— Causes  of  the  Change  of  Name. 


It's  off  the  slate — the  Thoroughbred 
motor  bicycle,  or,  more  correctly  speaking, 
it  is  the  name  Thoroughbred  that  has  been 
obliterated.  The  machine  itself  will  remain 
very  much  in  evidence,  but  it  has  been  re- 
christened  and  henceforth  will  be  known 
as  the  "R-S." 

The  change  of  name  is  one  of  the  first 
results  of  Sales  Manager  Sherman's  influ- 
ence in  Reading  Standard  affairs.  Long 
before  he  assumed  the  managerial  reins  he 
had  no  liking  for  the  title  Thoroughbred. 
He  did  not  like  either  the  looks  or  the 
sound  of  it.  It  struck  him  as  being  too 
much  of  a  mouthful  and  lacking  that  crisp- 
ness  that  is  characteristic  of  the  present. 
He  impressed  his  views  on  Proprietor 
Remppis,  of  the  Reading  Standard  Cycle 
Mfg.  Co.,  and  Mr.  Remppis  fell  in  with 
them.  They  evolved  several  snappy  and 
one  syllable  titles,  but  before  adopting  any 
of  them  they  submitted  the  matter  to  a 
vote  of  their  agents.  The  agents  agreed 
with  the  headquarters'  idea  and  as  a  result 
"Thoroughbred"  has  been  relegated  to  the 
limbo  of  things  that  were  and  "R-S"  will 
be  emblazoned  wherever  it  was  the  habit 
to  emblazon  the  discarded  name. 

"R-S"  stands,  of  course,  for  Reading 
Standard  and  is  a  very  natural  patronym 
for  the  power  driven  running  mate  of  the 
bicycles  which  so  long  have  borne  the 
familiar  name,  from  which  the  abbreviation 
will  serve  to  distinguish  them  as  it  also  will 
serve  to  suggest  the  name  of  its  makers 
and  the  place   of  its   manufacture. 

Incidentally,  a  new  model  of  the  R-S  is 
about  to  make  its  appearance.  It  will  be 
a  racer,  well  within  the  110  pounds  limit, 
and  it  is  to  be  filled  to  the  nozzle  with  "go."  . 


Pope  to  add  to  Factory. 

The  Pope  Manufacturing  Company  is 
making  ready  to  add  to  its  bicycle  plant  at 
Westfield,  Mass.,  preparatory  to  an  impor- 
tant change  that  shortly  wiU  be  brought 
about  and  that  will  require  the  room.  Con- 
tractors are  now  submitting  estimates  for 
the  additions. 


58 


THE  BICYCLING  WORLD 


HE  WANTED  TORPEDOES,  TOO 


The  Dealer  Humored  him  and  now  he  Can- 
not Supply  the  Demand  that  Resulted! 


How  little  a  beginner  really  knows  about 
the  workings  of  a  motor  bicycle,  is  always 
a  mystery  to  the  initiated.  Yet,  on  the  other 
hand,  how  much  he  thinks  he  knows,  and 
how  easy  it  is  to  lead  him  on  in  that  belief, 
even  unto  his  own  undoing,  is  still  more  of 
a  marvel.  Sometimes  are  to  be  found  those 
who  are  in  the  "know"  and  who,  for  the 
sake  of  their  own  amusement,  will  lead  on 
the  guileless  neophyte  as  far  as  he  will  be 
lead,  and  when  such  is  the  case,  the  result 
is  apt  to  be  ludicrous  in  the  extreme,  es- 
pecially where  the  natural  effect  is  to  lead 
the  victim  of  the  joke  to  display  his  false 
learning  on  every  possible  occasion.  The 
following  instance,  the  truth  of  which  is 
vouched  for  by  a  certain  well-known  rider 
who  also  is  "in  the  business,"  serves  to 
illustrate  how  things  of  this  sort  sometimes 
come  back. 

It  seems  that  the  man  in  question  had 
occasion,  not  long  since,  to  dispose  of  a 
worthy,  albeit  somewhat  time-worn  machine 
to  a  beginner  of  the  know-it-clear-up-to- 
the-handle  class,  who  took  possession  and 
rode  away.  Returning  several  days  later, 
he  approached  the  former  owner  while  he 
was  in  conversation  with  a  friend  who  was 
discussing  Jhe  advisability  of  installing  a 
new  tank  in  his  mount,  and  especially  fav- 
ored a  certain  pattern. 

"Yes,"  he  said,  just  as  the  beginner  drew 
near,  "I  guess  you  had  better  put  in  a  'tor- 
pedo.' I  have  always  wanted  one,  and  now 
that  the  old  one  is  so  far  gone,  I  think  it 
will  be  a  good  time  to  make  the  change." 
"Torpedo?"  said  the  new-comer,  "what 
on  earth  is  that?" 

To  which  the  man  who  owned  the 
place,  knowing  from  previous  experience 
that  the  questioner  was  not  to  be  swept 
aside  with  any  light  or  trivial  answer,  re- 
plied, that  for  machines  which  were  to  be 
run  at  high  speeds,  it  was  customary  to 
install  a  tank  in  which  was  stored  both 
gasolene  and  a  certain  peculiar  kind  of 
torpedo  which,  being  admitted  to  the  cylin- 
der at  the  proper  time,  with  the  regular 
fuel,  was  set  off  by  the  explosion,  thereby 
greatly  increasing  the  power  of  the  motor. 
Moreover,  he  said,  it  was  owing  to  the  ap- 
plication of  this  principle,  which  was  as 
yet  not  widely  known,  that  the  monster  rac- 
ing automobiles  were  enabled  to  make  such 
Jast  time. 

The  beginner  went  his  way,  with  head 
bowed  down  in  thought,  and  neither  of  the 
other  two  thought  any  more  of  it  until  a 
day  or  two  later,  when  it  came  to  the  ears 
of  one  of  them  that  he  had  been  going 
about  from  place  to  place  inquiring  for 
motorcycle  torpedoes,  and  that  in  every 
case  he  had  been  referring  to  him  as  having 


assured  him  of  their  use  and  their  great 
value  to  the  motorcyclist.  Since  then,  lie 
has  had  seevral  calls  for  torpedoes,  and  as 
the  demand  for  them  seems  to  be  increasing 
he  is  in  somewhat  of  a  quandary  to  know 
what  to  do. 


THE  ANNUAL 


Spring   Number 


THE  SITUATION  IN  JAPAN 


Visiting  Importer  Explains  Bicycle's  Popu- 
larity— Jobbing  Crocks  now  a  Menace. 


-tOF- 


^THE 


founded! 


Will  bear  date 


MAY  5th. 


As  usual,  this  issue  will 

ILLUSTRATE 

and 

REVIEW 

all  the  leading  bicycles,  motorcycles  and 
sundries,  and  will  contain  a  wealth  of 
other  illustrations  and  matter  of  the  sort 
calculated 

TO    INDUCE    "THOSE   TO    RIDE 

WHO  NEVER  RODE  BEFORE, 

AND   THOSE  WHO  RIDE 

TO  RIDE  THE  MORE." 


If  there  is  anyone  ia  your  community  whom  you 
would  like  to  charge  or  recharge  with  cycling 
interest  and  enthusiasm  send  us  their  names  and 
addresses. 


"There  are  several  reasons  why  bicycles 
always  will  be  ridden  in  Japan  and  one 
reason  why  American-made  machines  will 
be  the  popular  brand,"  said  Mr.  Andrews, 
senior  member  of  the  firm  of  Andrews  & 
George,  who  have  been  in  the  bicycle  busi- 
ness in  Yokahama  for  many  years,  and 
also  maintain  a  branch  house  in  China  and 
who  is  now  in  New  York  on  one  of  his 
periodical  purchasing  trips.  "There  is  no 
danger  of  the  automobile  ever  supplanting 
the  bicycle  in  the  Land  of  Flowers,  because 
of  the  narrow  roads  with  which  that  coun- 
try abounds.  Since  the  great  political  revo- 
lution in  1868  the  national  mode  of  con- 
veyance has  been  the  jinrickisha,  a  narrow 
two-wheeled  carriage  pulled  along  by  one 
or  two  men.  As  this  kind  of  vehicle  does 
not  require  much  roadway  the  Japanese 
government  has  not  seen  the  need  of  widen- 
ing its  roads  or  of  strengthening  its 
bridges. 

"The  Japanese  are  an  imitative  people  and 
as  is  the  case  in  nearly  every  country,  what 
persons  high  in  officialdom  adopt  sets  th-" 
fashion  for  the  masses.  We  realized  thi.'' 
when  we  began  the  introduction  of  bicycles 
into  Japan  and  planned  our  campaign  ac- 
cordingly. We  went  for  the  leaders  in 
governmental  society  and  after  getting  them 
mounted  on  bicycles  nine-tenths  of  the  bat- 
tle was  won.  One  of  our  first  converts  was 
the  Crown  Prince  and  when  he  was  mar- 
ried we  presented  him  with  a  full  nickled 
Cleveland  machine.  One  of  our  best  sales 
was  an  order  from  the  government  for  three 
hundred  machines  for  the  use  of  the  army 
oilicers.  This  was  followed  by  many  more 
such  orders.  Nearly  every  one  began  to 
take  up  cycling  and  they  would  have  none 
but  the  highest  grade  machines. 

"The  tactics  some  American  jobbers  are 
now  pursuing  will,  I  fear,  have  a  detri- 
mental effect  on  the  high-class  business  that 
it  has  taken  years  of  arduous  missionizing 
to  develop.  After  the  war  with  Russia, 
the  resources  of  the  country  naturally  were 
somewhat  limited.  Soldiers  who  owned 
machines  before  the  conflict  disposed  of 
them  when  they  were  called  away  to  duty, 
and  at  only  a  fraction  of  their  original  cost. 
After  the  war  they  began  to  think  of  cycling 
again,  but  in  many  cases  they  had  not  suffi- 
cient capital  to  acquire  the  highest  grade 
machines.  Observing  the  condition  of  mon- 
etary affairs,  certain  jobbers  immediately 
began  to  create  a  demand  for  low-priced 
bicycles.  The  result  was  that  there  came 
an  influx  of  cheap  machines  that  were 
rapidly  disposed  of  because  of  their  cheap- 
ness. My  only  fear  is  that  the  purchasers 
of  these  crocks  will  become  disgusted  with 
the  unsatisfactory  service  that  is  bound  to 
result  from  the  cheap  wheels  and  so  lose 
their  interest  in  cycling  altogether." 


THE  BICYCLING  WORLD 


59 


IMPORTANCE    OF    OILING 


Vital   Point  it   Plays  in   Motorcycling  and 
Some    Suggestions    on   the    Subject. 


What  is  the  most  important  matter  re- 
quiring attention  in  order  to  keep  the 
motor  running  at  its  best?  is  a  question  that 
will  frequently  confront  the  motorcyclist 
and  it  is  one  that  will  doubtless  be 
answered  differently  by  different  riders.  It 
raises  a  number  of  considerations  and  is  a 
query  that  cannot  be  answered  offhand  by 
any  but  the  experienced.  Probably  in  nine 
cases  out  of  ten,  the  average  motorcyclist 
will  ascribe  this  quality  of  exclusive  im- 
portance to  the  ignition  or  the  carburetion 
or  possibly  to  both,  and  in  a.  fashion,  this 
is,  of  course,  an  answer  to  the  question, 
particularly  if  the  latter  be  regarded  in  the 
light  of  an  inquiry  as  to  what  is  most  essen- 
tial to  keep  the  motor  running.  Failure 
of  one  or  the  other  of  these  will  naturally 
cause  the  motor  to  stop,  but  assuming  that 
they  are  both  in  working  order,  then  what 
item  calls  for  the  greatest  amount  of  atten- 
tion? There  can  be  but  one  answer  to  thi? 
question  and  that  is  lubrication. 

If,  through  lack  of  attention,  any  of  the 
other  prime  essentials,  such  as  the  ignition 
or  carburetion  have  failed,  no  fear  need  be 
had  of  anything  else  going  wrong  until 
the  motor  has  resumed  operation,  but  while 
the  engine  is  running  it  is  of  supreme  im- 
portance that  the  matter  of  lubrication 
should  be  borne  in  mind,  first,  last  and  all 
the  time.  To  a  failure  to  heed  this  warning 
must  be  ascribed  many  of  the  ills  that  the 
beginner  finds  his  motor  afflicted  with.  It 
might  be  reasonable  to  suppose  at  first 
sight  that  every  motorcyclist,  and  indeed, 
everyone  who  uses  any  kind  of  machinery, 
thoroughly  appreciates  the  importance  of 
efficient  lubrication.  Probably  every  man 
has  some  sort  of  abstract  idea  that  a  ma- 
chine needs  oiling,  but  neither  the  time, 
amount,  nor  frequency  with  which  it  is 
lubricated  appears  to  have  any  great  bear- 
ing on  the  subject,  and  he  thinks  that  the 
spasmodic  manner  in  which  a  sewing  ma- 
chine or  typewriter  is  accorded  attention 
of  this  kind  will  suffice  for  almost  any  light 
machine. 

Then  there  is  another  thing  connected 
with  lubrication  that  the  beginner  must 
learn  sooner  or  later,  and  it  is  nevei*  too 
soon,  and  that  is,  that  there  are  oils  and 
oile,  hundreds  or  thousands  of  them  in  fact, 
and  few  of  them  are  alike  regardless  of  how 
much  they  resemble  one  another  in  appear- 
ance. They  are  all  made  for  different 
purposes  and  there  are  accordingly  many 
considerations  which  enter  into  the  choice 
of  the  proper  lubricant.  First  and  fore- 
most is  the  purpose  for  which  it  is  to  be 
used,  and  there  is  as  much  difference  be- 
tween cylinder  oil  and  oil  for  lubricating 
bearings  as  there  is  between  chalk  and 
cheese.     And  cylinder  oil  is  not  all  one  and 


the  same  thing,  by  any  means,  for  there 
is  steam  engine  oil  for  high  and  low  pres- 
sure, water  cooled  gas  engine  cylinder  oil 
and  air-cooled  cylinder  oil  for  the  same 
purpose. 

It  depends  entirely  upon  the  conditions 
to- which  the  oil  is  to  be  subjected,  and  the 
difference  between  the  water-cooled  and 
air-cooled  cylinder  is  the  higher  tempera- 
ture of  the  latter  when  working  and  the 
consequent  need  for  an  oil  of  a  greater 
fire  test. 

But  the  average  motor  cyclist  has  neither 
the  time  nor  the  inclination  to  delve  deeper 
into  this  part  of  the  problem  of  lubrication 
so  that  it  is  hardly  necessary  to  go  any 
further  in  this  direction.  The  maker  of  the 
machine  has  gone  through  it  all  and  after 
extended  experience  has  settled  upon  the 
best  oil  the  market  affords  to  keep  the  ma- 
chine in  proper  condition.  And  usually  he 
lays  particular  stress  in  his  book  of  instruc- 
tions that  those  oils  that  he  specifies,  and 
no  others,  should  be  employed.  And  herein 
lies  wisdom;  do  not  experiment  and  do  not 
attempt  to  economize  here.  There  may  be 
many  oils  to  be  had  at  cheaper  prices  than 
those  the  maker  recommends,  but  they  are 
not  the  same  thing. 

But  something  more  than  merely  buying 
the  oil  recommended  by  the  maker  is  neces- 
sary. It  will  not  do  much  good  if  it  is 
simply  put  in  the  tank  and  allowed  to  re- 
main there.  Study  the  maker's  directions 
in  this  respect  also,  for  besides  having 
found  out  just  what  kind  of  oil  is  best  suited 
to  the  needs  of  the  machine  after  consider- 
able experimenting,  he  has  also  ascertained 
how  much  oil  is  required  and  how  fre- 
quently it  shotild  be  supplied,  and  if  the 
directions  are  to  the  effect  that  a  cup  full 
of  oil  should  be  used  every  25  miles,  it  is 
just  as  well  not  to  give  the  motor  a  cup 
every  IS  miles  for  good  measure,  or  to  try 
to  cover  40  miles  on  that  amount,  though 
the  former  is  decidedly  preferable  to  the 
latter.  The  motor  will  certainly  run  more 
than  25  miles  on  one  cup  of  oil,  but  the 
man  who  designed  and  built  the  motor 
knows  that  just  as  well  as  the  motorcyclist 
who  finds  it  otit  for  himself  much  later  in 
the  day;,  the  motor  will  frequently  con- 
tinue to  run  under  very  adverse  conditions 
but  it  is  not  to  be  improved  thereby.  It  is 
working  under  conditions  that  are  causing 
damage,  the  extent  of  which  depends  upon 
the  degree  of  shortage  of  lubricant.  And 
every  mile  run  without  sufficient  oil  in  the 
motor  does  more  harm  than  a  hundred 
miles  under  proper  conditions. 

Do  not  stop  short  of  being  certain  that 
the  oil  is  actually  being  delivered  at  the 
point  at  which  it  is  required.  A  miss  is 
equally  as  bad  as  a  mile  in  this  case,  and 
the  fact  that  the  oil  is  leaking  out  of  one 
of  the  unions,  though  the  latter  may  be 
within  a  fraction  of  an  inch  of  the  inlet  of 
the  crank  case,  will  be  small  consolation 
after  the  damage  is  done.  It  came  pretty 
near  getting  there,  but  not  near  enough 
and  a  leak  only  a  quarter  of  an  inch  away 


is  far  enough.  And  see  that  the  oil  does 
not  leak  out  of  the  crank  case  after  it  gets 
there,  but  above  all  things  be  certain  that 
it  does  get  there.  Most  motor  bicycles 
are  provided  with  sight  feed  oilers  of  one 
form  or  another,  but  some  motorcyclists 
are  so  careless  that  the  glass  of  the  sight 
feed  becomes  incrusted  with  dirt  to  an  ex- 
tent that  renders  it  of  small  value.  Then 
again  the  tube  leading  from  the  oil  tank 
may  have  become  clogged,  thus  effectively 
shutting  off  the  supply  of  oil  altogether 
though  the  tank  may  be  full,  and  unless  the 
sight  feed  is  clean  this  will  not  be  apparent. 
Having  obtained  the  proper  kind  of  oil, 
the  most  essential  thing  is  to  see  that  it 
reaches  the  interior  of  the  crank  case  _  in 
sufficient  amount  and  in  order  to  insure 
this  at  all  times,  the  entire  lubricating  sys- 
tem such  as  the  tank,  piping  and  sight  feed 
glass  should  not  only  be  given  an  occasional 
thorough  cleaning  out  to  guard  against  ob- 
structions, but  should  also  be  watched. 
Stick  to  the  maker's  instructions  at  all  times 
in  this  respect  as  well  as  in  others  and 
there  will  be  little  if  any  trouble  that  a 
month's  experience  on  the  road  will  not 
teach  even  the  beginner  to  locate  and  over- 
come. If  the  individual  motorcyclist  hap- 
pens to  have  any  policy  of  his  own  with 
regard  to  lubrication,  it  should  be  to  over- 
oil  rather  than  the  reverse.  The  worst 
damage  that  can  arise  from  this  will  be  a 
sooted  plug  and  perhaps  a  sticking  valve, 
but  under  lubrication  usually  means  serious 
damage  and  a  heavy  repair  bill. 


Concerning  the  Jobbing  Crock. 

"The  editorial  in  the  Bicycling  World  of 
April  7,  entitled  'Makers  Frown  on  Alleged 
Jobbers,"  hits  the  nail  squarely  on  the 
head,"  writes  a  man  in  the  trade  whose 
authority  to  speak  on  the  subject  is  be- 
yond questioning. 

"I  do  not  believe  that  any  one  man  not 
in  the  jobbing  business  fully  realizes  the 
conditions  that  manufacturers  of  bicycles 
for  the  jobbing  trade  have  been  up  against. 

"I  have  had  to  figure  with  some  of  these 
pirates  when  five  cents  difference  in  price 
would  throw  a  contract  for  a  year's  supply 
of  bicycles  one  way  or  the  other.  I  have 
seen  supposedly  reputable  jobbing  con- 
cerns throw  down  a  manufacturer  whom 
they  have  dealt  with  for  years  for  a  few 
cents  difference.  The  question  of  quality 
is  very  seldom  taken  into  consideration. 
One  of  the  first  statements  the  average 
jobbing  buyer  will  make  to  you  is  that 
quality  makes  no  difference  as  long  as  the 
machine  lookj  well  and  the  price  is  right. 

"I  believe  that  if  the  Bicycling  World 
would  begin  a  strong  campaign  to  educate 
the  local  dealer  to  require  all  his  bicycles 
to  bear  the  manufacturer's  name,  no  matter 
what  the  name  plate  may  be,  it  would  do 
much  to  check  this  evil  and  raise  the 
quality  of  machines  generally,  as  few  manu- 
facturers will  be  willing  to  put  their  name 
plate  or  trade  mark  on  a  bicycle  unless  it 
is  made  right." 


60  THE  BICYCLING  WORLD 


AS  EACH  SEASON  ROLLS  AROUND 

it  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever. 

National   Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who  knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid  record 
of  the  National  on  road  and  track,  and  year  after  year. 

"A  National  Rider  is  Proud  of  his  flount,"  is  an  old  adage." 

It's   still  trite   and    true.      If   not    familiar  with  our    latest 

models,  we'll  gladly  inform  you  regarding  them. 


Jf  we  are  not  represented  in  your  locality  we  will  be  glad  to  hear  from    YOU. 


NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  Haintenance  oftheeverreuable 

Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chicopee   Falls,  Mass. 


^TME 


founded! 

Published   Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN, 


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THE  BICYCLING  WORLD  COMPANY. 


iSntered  as  second-class  matter  at  the  New  York 
N.  T.,  Post  Office,   September,  1900. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and   its  branches. 

ffyChange  of  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding  the   date   of   publication. 

£S"Members  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York:  our  facilities  and 
information  will  be  at  their  command. 


To   Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 


New  York,  April  14,  1906. 

Oddity  of  the  Rim  Situation. 

It  would  be  odd,  indeed,  if  the  peculiar 
conditions  that  have  brought  about  an  in- 
crease in  the  price  and  a  doubtfulness  in 
the  quality  of  wood  rims,  served  to  restore 
the  steel  rim  to  even  a  degree  of  its  fbrmer 
favor;  but  odd  though  it  may  appear,  the 
conditions  are  undoubtedly  making  for  a 
situation  of  the  sort.  For  bicycle  manu- 
facturers with  reputations  to  maintain  are 
not  likely  to  much  longer  suffer  the  use  of 
an  article  that  is  imperiling  these  reputa- 
tions. 

Several  manufacturers  of  the  sort  freely 
have  admitted  to  us  that  the  conditions  are 
such  that  the  steel  rim  is  again  entering 
seriously  into  their  considerations  and  that 
its  use  may  become  necessary  as  a  matter 
of  self  protection.  And  as  the  weight  of 
bicycles  is  no  longer  a  vital  factor  and  as 
steel  rims  can  be  now  purchased  for  about 
the  price  asked  for  wood  ones,  it  is  not 
strange  that  this  should  be  the  case. 

As  a  matter  of  fact,  the  steel  felly  never 
was  wholly  ousted.  Very  many  of  the 
bicycles  shipped  abroad  always  have  been 
so  equipped  and  during  recent  years,  the 
motor    bicycle    has    served    to    call    it    into 


THE  BICYCLING  WORLD 

renewed  use  even  for  "home  consumption." 
The  makers  therefore  never  have  become 
wholly  unfamiliar  with  it  and  the  sources 
of  supply  having  been  thus  kept  open,  if 
needs  be  the  way  to  get  them  and  the  way 
to  apply  them  will  be  natural  and  easy. 

The  whole  situation  and  all  the  attending 
circumstances  are  uncommon  and  are  mak- 
ing for  a  situation  not  less  unusual. 


Evil   of   the   Jobbing   Crock. 

What  the  jobbing  and  mail  order  bicycle 
—they  are  one  and  the  same  thing — have 
done  to  the  trade  of  this  country  is  fairly 
well  known.  That  it  has  served  our  inter- 
ests abroad  no  good  purpose  is  also  a 
matter  of  common  knowledge,  but  just 
how  it  serves  the  injurious  ends  was  never 
more  clearly  instanced  than  by  the  Yoka- 
hama  importer  who  is  now  visiting  this 
country  and  whose  views  are  printed  in 
another  column.  Japan  long  has  been  one 
of  our  best  customers;  in  the  main,  it  has 
purchased  only  high  priced  bicycles  and 
the  news  that  because  of  the  poor  financial 
condition  of  the  returned  soldiery,  the  non- 
descript jobbing  bicycle  has  obtained  a  big 
entering  wedge  is   far  from  reassuring. 

Of  course,  the  purchasers  of  such  goods 
— whether  in  Japan  or  America — are  the 
ones  chiefly  at  fault.  Their  eyes  are  sup- 
posed to  be  open  and  if  they  permit  them- 
selves to  be  hoodwinked  or  seduced  by  the 
transparent  just-as-good  argument  the 
blame  rests  with  themselves.  But  the  harm 
is  done,  nevertheless,  and  the  reputable 
part  of  the  industry  suffers. 

That  quality  is  of  small  consideration  to 
the  merchandizers  of  jobbing  bicycles  long 
has  been  notorious.  As  the  correspondent 
quoted  elsewhere  says,  looks  constitute 
their  chief  consideration.  If  a  bicycle  is 
cheap  and  looks  good  that  is  the  beginning 
and  the  end  of  their  concern.  What  is 
under  the  enamel  or  nickel  is  a  matter  of  no 
moment.  Such  bicycles  are  made  to  be  sold 
on  the  principle  that  "there's  a  sucker  born 
every  minute." 

We  are  not  so  certain,  as  our  corres- 
pondent suggests,  that  if  the  manufacturers 
of  such  bicycles  were  required  to  affix  their 
names  to  them  that  the  standard  of  quality 
would  be  raised.  When  the  policy  of  the 
merchants  for  whom  such  goods  are  pro- 
duced is  to  shave  pennies  and  to  angle  for 
suckers,  it  seems  more  likely  that  were  a 
reputable  name  attached,  it  would  be  traded 
on  and  serve  rather  to  spread  the  evil  by 
giving  the  "cheap  and  nasty"  crowd  an  ad- 
ditional and  apparently  sound  argument  to 


61 

better  hawk  their  wares.  If  we  mistake 
not,  this  already  has  been  done  in  several 
instances.  A  surer  means  of  mitigating 
the  evil  is  to  raise  the  price  of  the 
cheap  stuff  and  to  keep  on  raising  it.  It 
already  has  been  advanced,  as  we  well 
know,  but  the  advance  should  not  stop 
until  the  jobbing  mail  order  "crock"  is  made 
impossible. 


About  the  "Blind"  Run. 

It  is  a  fact  greatly  to  be  deplored  that  the 
element  of  the  "blind  run,"  once  so  popular 
with    cycling   clubs,    should   have   been   al- 
lowed to   languish   during  the  last  two   or 
three  years.     Time  was  when  this  form  of 
pastime    had   attained   almost   too    great    a 
degree    of   favoritism;    when    nearly    every 
run  was  conducted  more  or  less  after  this 
fashion,   and   developed    into    a    grown-up 
game  of  "follow-my-leader."     But  unfortu- 
nately for   the   continuance  of  what  might 
be  a  most  satisfactory  form  of  diversion,  it 
came  about  that  the  routes  were  laid  down 
according  to  the  whim   of  the   leader,   the 
pace  was  set  in  the  same  way,  and,  finally, 
it    happened    that    who    ever    was    unable 
to  keep  up  was  dropped  out  of  sight,  and 
hence,    lost    for    the    day^    while    the    com- 
monality of  such  runs  was  nothing  more  or 
less  than  a  race  to  some  well-known  stop- 
ping place,  where  the  usual  and  over-famil- 
iar program  having  been  gone  through  with, 
the  return  was  made  in  the  same  style. 

The  very  essence  of  the  blind  run,  lies 
in  its  novelty,  its  ability  to  secure  for  all 
the  riders,  except  the  leader,  a  thoroughly 
enjoyable  time  without  the  element  of  route 
or  distance,  or  speed,  and  without  the  care 
of  having  to  follow  a  schedule.  Thus,  cut- 
ting loose  from  all  thought  except  the 
present  enjoyment  of  riding,  the  members 
led  from  point  to  point,  even  though  travel- 
ing over  well-known  roads,  through  the 
effect  of  novel  combinations  and  unusual 
directions,  are  affected  just  as  they  would 
be  were  they  touring  over  an  entirely  new 
country. 

Thus  the  whole  idea  of  the  blind  run 
comprehends  novelty,  not  necessarily  nov- 
elty of  place,  but  novelty  of  course  and 
method  of  access  to  some  objective  point, 
and  novelty  in  general  treatment  of  the 
motive  of  the  run.  If  this  be  allowed  to 
disappear,  either  through  repeated  running 
over  the  same  course,  or  through  the  creep- 
ing in  of  the  element  of  speed,  the  benefit 
of  the  scheme  is  entirely  lost.  It  must 
be  the  ambition  of  the  leader  to  pick  out 
a  route  which  is  new  to  as  many  of  the 
riders   as  possible,  and  to  make  that  route 


62 


THE  BICYCLING  WORLD 


lead  up  to  something,  be  it  a  good  meal,  a 
good  drink,  or  merely  a  good  view.  And  in 
the  objective  lies  the  keynote  of  the  whole 
situation.  For  where  through  lack  of  time, 
or  for  any  other  reason,  the  riding  district 
is  limited  and  well  known  to  the  majority 
of  the  riders,  it  otherwise  would  be  ex- 
tremely difficult  to  please;  but  by  intro- 
ducing some  means  of  diversion  at  the  end 
of  the  outward  trip,  something,  of  course, 
which  is  acceptable  to  the  majority,  the 
fact  that  the  route  has  been  over  a  known 
course  need  be  no  detriment  to  the  fun  of 
the  thing. 

There  are  a  thousand  and  one  things 
which  may  be  done  by  way  of  recreation 
within  easy  riding  distance  of  any  club 
house,  and  a  surprising  number  which  have 
not  been  thought  out  and  tried  by  more 
than  a  few  of  the  members.  To  discover 
them,  involves  considerable  ingenuity,  and 
to  lead  up  to  them  without  attracting  sus- 
picion as  to  the  end  in  view,  requires  even 
more,  but  with  due  care  in  arrangement,  it 
is  possible  to  effectually  blind  even  the 
oldest  hands. 

Not  simply  is  there  a  deal  of  enjoyment 
to  be  had  out  of  a  series  of  such  runs  during 
a  season,  but  for  the  different  leaders,  there 
is  plenty  of  profitable  riding  to  be  had  in 
mapping  out  courses,  and  contriving  blinds 
which  shall  combine  good  riding  with  suffi- 
cient mystery  to  make  them  worth  while. 
The  pioneering,  and  all  the  preliminary  ar- 
rangements should  be  carried  out  as  quietly 
as  possible,  so  as  not  to  excite  suspicion, 
and  if  the  others  are  eager  to  discover  in 
advance  just  what  direction  is  to  be  taken 
on  a  given  occasion,  so  much  more  difficult 
is  the  task  of  the  leader,  and  so  much  the 
better. 

In  organizing  a  series  of  such  runs,  ex- 
tending over  a  season  and  comprising  not 
over  a  half  of  the  total  number  of  runs — 
as  otherwise,  the  thing  might  grow  monot- 
onous— a  very  good  scheme  would  be  to 
issued  a  series  of  prizes  to  the  leaders  who 
succeeded  in  blinding  the  followers  success- 
fully up  to  a  certain  point  in  the  run,  and  a 
second  series  might  be  given  out  to  those 
who  were  first  to  guess  what  was  in  view. 
By  exercising  a  little  thought  and  ingenuity 
in  making  the  early  plans,  such  runs  may 
be  made  by  far  the  most  attractive  portion 
of  the  annual  program,  and,  indeed,  the 
most  enjoyable.  The  element  of  competi- 
tion should  be  fostered  as  far  as  the  laying 
out  of  courses  is  concerned,  and  the  tastes 
of  all  the  riders  should  be  catered  to,  so 
that  the  inevitable  "kickers"  may  be  in  the 
smallest  possible  minority,  and  the  general 
result  be  one  of  harmonious  satisfaction. 


CORRESPONDENCE. 

How  a  Motorcycle   Won  an   Election. 

Editor  of  the  Bicycling  World: 

Noticing  from  time  to  time  letters  in 
your  valued  publication  giving  the  various 
uses  to  which  motorcycles  are  put  I  thought 
a  line  from  me  as  to  how  an  election  was 
won  might  not  be  amiss. 

In  the  summer,  I  think,  of  1901  an  elec- 
tion was  on  in  this  province  and  the  con- 
stituency in  which  I  reside  was  very  hotly 
contested.  At  the  Court  of  Revision  pre- 
ceeding  the  election,  when  the  voters'  lists 
are  finally  revised  and  numbers  of  names 
added  by  representatives  of  both  political 
parties,  it  was  discovered  when  the  court 
was  in  session  in  this  municipality  that  an 
error  had  arisen  in  the  taking  of  some 
seventy  affidavits  from  parties  scattered  for 
miles  through  this  district — the  error  was 
of  a  technical  nature,  but  the  objections  by 
opposing  counsel  was  considered  well  taken 
and  had  the  support  of  the  presiding  judge 
so  that  there  was  nothing  to  do  by  the 
parties  interested  but  make  a  determined 
effort  to  get  a  new  set  of  affidavits,  other- 
wise the  names  would  be  struck  off. 

As  the  court  would  only  sit  for  some 
three  or  four  hours  longer  when  the  point 
was  raised,  it  was  considered  out  of  the 
question  to  do  anything  with  horses  to  get 
in  the  necessary  affidavits  before  the  court 
would  rise,  and  as  I  was  the  only  owner  of 
a  motor  propelled  vehicle  in  town  at  the 
time,  and  being  a  duly  qualified  commis- 
sioner of  the  High  Court  to  take  the  neces- 
sary affidavits,  the  solicitor  and  others  came 
and  urged  me  to  take  the  matter  in  hand, 
which  I  cheerfully  did.  The  roads,  fortu- 
nately, were  in  excellent  condition  and  the 
way  I  got  over  the  ground  with  my  motor- 
cycle (which,  by  the  way,  was  one  of  the 
early  Auto-Bi's  of  Ij-a  horsepower),  was 
surprising.  I  traveled  from  place  to  place, 
securing  the  necessary  documents,  and  as 
my  machine  was  in  the  pink  of  condition  I 
made  excellent  time  and  accomplislied  what 
no  other  style  of  vehicle  could  have  ac- 
complished in  the  same  time.  I  secured 
nearly  all  the  affidavits  required.  On  my 
last  trip,  however,  to  secure  two  or  three 
names,  I  was  caught  in  a  terrific  thunder 
storm  and  was  drenched  to  the  skin  before 
my  return.  The  court  had  just  closed,  as  I 
returned  to  town  for  the  last  time,  but 
owing — I  was  informed — to  my  faithful 
efforts,  tlie  Judge  and  interested  parties 
allowed  some  two  or  three  names  to  pass 
unchallenged. 

The  subsequent  election  was  carried,  if  I 
remember  correctly,  by  the  small  majority 
of  five,  and  the  successful  candidate  who 
was  directly  benefitted  by  my  work  upon 
the  little  motor  bicycle,  shortly  after  be- 
came a  Cabinet  Minister  of  the  Province  of 
Ontario — hence  the  motorcycle  is  a  boon 
to  politicians  in  trying  times  and  should 
have  their  support  and   encouragement. 

As  a  means  of  conveyance  for  a  "conveys 


FIXTURES 

April  19 — Boston,  Mass. — Opening  race 
meet  at  Revere  Beach  track. 

April  21— Frankford,  Pa.— North  East 
Wheelmen's  Racing  Association  race  meet 
'  at  Kensington  track. 

April  22— Valley  Stream,  L.  I.— Roy 
Wheelmen's  five-mile  handicap  road  race 
for  club  championship;  closed. 

May  6 — Camden,  N.  J.— Atlantic  Wheel- 
men's sixty-mile  road  race  to  Atlantic  City; 
open. 

May  13— Valley  Stream,  L.  I.— Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

May  30— Newark,  N.  J.— Eighteenth  an- 
nual Irvington-Milburn  twenty-five-mile 
handicap  road  race;  open. 

May  30 — Salt  Lake  City,  Utah. — Opening 
race  meet  Salt  Palace  saucer,  and  annual 
twently-five-mile  road  race. 

May  30— Atlantic  City,  N.  J.— Atlantic 
Wheelmen's  twenty-five  mile  road  race  on 
Pleasantville-May's  Landing  course;  open. 

May  30 — Grand  Rapids,  Mich. — Grand 
Rapids  Bicycle  Club's  fifteen-mile  handicap 
road  race;  open. 

May  30 — Chicago,  111. — Century  Road 
Club  Association's  annual  twenty-five-mile 
handicap  road  race;  open. 

May  30— New  York  City.— New  York 
Motorcycle  Club's  annual  hill-climbing  con- 
test;  open. 

May  30 — Newark,  N.  J. — Vailsburg  board 
track  meet. 

June  10 — Valley  Stream,  R.  I. — Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

June  17 — Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  twenty-five-mile 
handicap  road  race;  open. 

July  8 — Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  ten-mile  road  race. 

ancer"  and  "real  estate"  man,  there  is  noth- 
ing to  equal  a  good  'reliable  motorcycle.  I 
have  been  sent  for  frequently  to  draw  wills 
in  times  of  emergency,  owing  to  my  being 
able  to  reach  urgent  cases  quickly,  and  in 
any  real  estate  business  in  the  summer  time 
I  often  do  as  much  work,  traveling  many 
miles  of  all  kinds  of  country  roads — some 
quite  mountainous — and  be  back  to  my 
office  by  10  a.  m.  as  I  could  do  with  a 
fairly  good  livery  horse  and  reach  my  home 
by  10  p.  m.  I  rode  an  Indian  last  season 
and  I  cannot  say  too  much  in  favor  of  this 
reliable  mount;  the  manner  in  which  it 
climbs  some  of  our  steepest  grades  is  mar- 
velous, and  on  the  level  a  simple  "twist  of 
the  wrist"  gives  one  speed  enough  to  raise 
the  hair. 

Wishing  your  publication  the  success  it 
deserves,  I  am, 

"With  a  twist  of  the  wrist," 
WALTER  Y.  C.  ARLIDGE, 

Meaford,  Ont. 


THE  BICYCLING  WORLD 


63 


KRAMER  MAKES  GOOD  START 


Wins  Twice  on  First  Appearance  in  Paris — 
Prospects   Bright  for  a   Big   "Bag." 


"Won  both  races — Frank." 

This  brief  cablegram  from  Paris  early 
Monday  morning  of  this  week  to  Dillon  B. 
Burnett,  of  East  Orange,  N.  J.,  brought 
the  information  for  which  many  cyclists 
were  anxiously  waiting.  It  meant  that 
National  Champion  Frank  L.  Kramer  had 
opened  the  outdoor  season  at  the  Buffalo 
Velodrome  in  Paris  with  two  good  wins, 
thereby  giving  promise  that  Kramer's 
European  conquest  this  year  will  be  one 
continued  sweep  of  victories.  Of  course, 
the  premier  American  may  lose  in  one  or 
two  races,  but  from  present  indications  and 
a  careful  mental  survey  of  the  available 
material  now  riding  on  the  continent,  it  is 
doubtful  if  Europe  can  produce  one  sprinter 
to  show  a  clean  pair  of  heels  to  the  "flying 
Jerseyman." 

With  two  brilliant  victories  upon  the 
occasion  of  his  first  appearance  this  sea- 
son, things  look  very  bright  indeed  for  the 
greatest  sprinter  this  country  has  ever  pro- 
duced. The  first  race  was  a  match  with 
Friol  and  although  the  cable  dispatch  does 
not  give  any  information,  Kramer  must 
have  shown  the  way  over  the  tape  twice 
in  succession  to  the  former  champion  of 
France.  If  European  racing  experts  are  to 
be  believed,  this  victory  in  itself  was  a  good 
omen  of  further  successes,  for  Friol  has 
improved  wonderfully  since  he  rode  in  New 
York  two  years  ago.  Kramer  started  from 
scratch  in  the  second  event  and  won  out 
in  a  brilliant  finish  from  a  large  field. 

The  American's  chances  for  a  triumphant 
tour  seem  particularly  bright.  Unlike  many 
other  riders,  he  has  been  resting  all  winter 
and  only  began  to  train  when  he  arrived 
in  Europe  on  March  20.  That  he  has 
rounded  into  championship  form  is  evi- 
denced by  the  results  of  his  first  appearance 
on  April  8.  Last  year  Gabriel  Poulain  was 
Kramer's  most  formidable  opponent,  but 
defeated  him  only  once.  The  other  man  to 
administer  a  beating  was  Henri  Mayer,  the 
old  man  of  odd  hoisery  fame.  Reports 
from  Europe  state  that  Poulain  is  not  in 
form  and  Mayer  is  struggling  in  Australia. 
Therefore  it  seems  that  the  American  cham- 
pion's most  dangerous  opponents  are  Emil 
Friol,  Charles  Vandenborn,  of  Belgium; 
Richard  Heller,  of  Austria;  Thorwald  Elle- 
gaard,  of  Denmark,  and  Gus  Schilling,  of 
Germany.  All  these  men  are  rMing  faster 
than  ever  before  and  may  give  Kramer 
some  lively  sprints.  However,  it  is  confi- 
.  dently  thought  that  Kramer  will  return 
to  America  in  July  with  the  distinction  of 
having  trounced  each  and  every  one  of 
them  and,  in  addition,  with  the  official  title 
of  "world's  champion." 


Walthour  Returns;  Tommy  Hall  with  Him. 
Robert  J.  Walthour  and  Gus  Lawson 
arrived  in  New  York  City,  Tuesday  morn- 
ing, after  a  fairly  successful  winter  season 
on  European  tracks.  They  were  accom- 
panied by  W.  Thomas  Hall,  of  Canning- 
town,  England,  who  will  make  his  re-ap- 
pearince  in  America  in  a  motor-paced  match 
race  against  Walthour  and  probably  Menus 
Bedell  at  the  opening  of  the  Revere  Beach 
saucer,  Boston,  April  19.  The  plucky  little 
Briton  has  not  ridden  much  since  his  un- 
fortunate accident  in  the  six-day  race,  when 
he  cracked  his  shoulder  blade,  but  his 
ability  as  a  pace  follower  is  unquestioned. 
Hugh  MacLean  was  to  have  ridden  against 
Walthour  but  the  Chelsea  pace  follower  is 
convalescing  from  an  attack  of  pneumonia 
and  may  not  be  fit  to  straddle  a  wheel.  Ac- 
cording to  late  advices  from  Paris,  via 
England,  Walthour  suffered  a  severe  defeat 
on  the  Wednesday  before  he  left  Europe 
at  the  legs  of  none  other  than  the  distin- 
guished Nathaniel  Hawthorne  Butler,  Es- 
quire, of  Cambridge.  The  information, 
which  always  has  to  be  taken  with  a  grain 
of  salt,  states  that  the  veteran  Butler 
trounced  Walthour  three  times  in  succes- 
sion at  distances  of  5,15  and  40  kilometres. 
The  time  is  not  given.  _ 


ROCHESTER  GETS  F.  A.  M.  MEET 


Decision  Settles  Destination  of  Endurance 
Contest,  also — July  Dates  Likely. 


Where  Cycle  Stealing  is  Expensive. 

Down  in  Louisville,  Ky.,  stealing  a  bicycle 
has  become  an  expensive  "pastime,"  not 
taking  into  account  the  liability  of  being 
placed  under  $500  bond  for  six  months,  nor 
to  say  nothing  of  the  inconvenience  of  be- 
ing given  a  criminal  rating.  At  least,  that 
is  the  conclusion  which  a  certain  N.  P. 
Mann  has  arrived  at  as  a  result  of  a  recent 
experience  of  his  down  there. 

Mann,  who  swore  to  a  plurality  of  homes 
when  put  upon  the  rack  by  the  local  police, 
was  taken' into  custody  by  a  couple  of  offi- 
cers just  as  he  was  in  the  act  of  attempting 
to  dispose  of  a  bicycle  which  he  was  alleged 
to  have  stolen.  He  stoutly  maintained  that 
he  had  purchased  the  machine  from  a  negro 
— name  unknown — but  the  police  proved 
otherwise,  and  it  cost  him  just  $19. 


Statistics  of  the  "Stolen  Book." 

San  Jose  has  the  distinction,  if  such  it 
may  be  called,  of  being  the  easiest  city  in 
the  State  of  California  in  which  to  pur- 
loin bicycles.  Stockton  and  Sacramento 
come  next,  but  San  Francisco  is  down  to- 
ward the  last.  Los  Angeles  has  a  good 
average.  On  the  average,  it  is  stated  that 
one  wheel  a  day  is  stolen  in  San  Jose.  On 
some  days  four  or  five  are  reported  to  the 
police  officials,  but  the  majority  of  them 
are  recovered.  The  statistics  are  gleaned 
from  the  "stolen  bicycle  book,"  which  has 
just  been  forwarded  to  Los  Angeles.  Real- 
izing that  more  wheels  are  stolen  in 
California  than  in  any  other  State,  the 
authorities  have  started  the  rule  of  sending 
a  book  around  to  the  various' cities  once  f 
month  and  the  list  of  stolen  bicycles  is 
written  in  it. 


Rochester,  N.  Y.,  will  be  the  scene  of 
this  year's  national  meet  of  the  Federation 
of  American  Motorcyclists. 

This  result  of  the  mail  vote  of  the  Ex- 
ecutive Committee  of  the  F.  A.  M.  was 
announced  this  week  by  Secretary  Wehman. 
Chicago  was  the  other  candidate  for  the 
meet,  but  it  seemed  the  prevailing  senti- 
ment that  at  this  time  it  is  advisable  to  have 
the  function  occur  nearer  the  center  of 
membership  and  thereby  assure  a  more 
representative  attendance. 

The  meet  in  Rochester  almost  certainly 
will  be  held  during  the  first  week  of  July, 
the  4th  to  the  7th  being  the  most  likely 
dates,  with  a  one-day  "appendix"  in  Ham- 
mondsport,  where  they  make  Curtiss 
motorcycles,  American  champagne  and 
other  good  things.  July  2d  and  3d  will  be 
devoted  to  the  national  endurance  contest, 
the  route  of  which  will  be  from  New  York 
to  Rochester,  about  350  miles — two  stren- 
uous days'  travel  over  roads  that  will  truly 
try  the  endurance  of  both  men  and 
machines. 

In  the  course  of  a  personal  journey  Sec- 
retary Wehman  recently  stopped  over  in 
Rochester  for  a  few  hours  and  although 
the  result  of  the  vote  was  not  then  known, 
he  met  President  Fisk  and  a  large  number 
of  other  members  of  the  Rochester  Motor- 
cycle Club  and  found  them  fairly  charged 
with  enthusiasm  and  bulging  with  eager- 
ness to  entertain  the  F.  A.  M.  If  the  meet 
came  their  way,  they  promised  to  make  it 
a  memorable  occasion  and  Wehman  states 
that  they  impressed  him  as  being  the  sort 
of  men  who  would  keep  their  promise. 

Although  the  F.  A.  M.  was  organized  in 
Brooklyn,  N.  Y.,  in  1903,  this  will  be  the 
first  national  meet  held  in  the  State.  The 
event  of  1904  occurred  in  Cambridge,  Md., 
and  that  of  the  following  year  in  Waltham, 
Mass.,  those  places  also  being  the  destina- 
tions of  the  annual  endurance  contests, 
which  always  have  been  held  in  connection 
with  the  meets. 


More    Amateurs    to    Receive    "Invitations." 

Although  no  doubt  it  was  a  surprise  to 
many  to  learn  that  Louis  J.  Weintz,  James 
Zanes  and  W.  W.  Van  Iderstine  were  slated 
for  the  "pro"  ranks,  no  doubt  it  will  come 
as  an  additional  surprise  to  hear  that  four 
Bostonians  also  are  being  considered  as 
eligible  to  ride  for  real  money.  The  Massa- 
chusetts quartet  consists  of  Ralph  Wyatt, 
of  Brockton;  W.  F.  Drea,  of  Cambridge; 
W.  F.  Holbrook,  of  Boston,  and  W.  S. 
Younie,  of  East  Boston.  And  it  is  also 
said  that  the  list  is  not  complete  by  half. 
Some  of  the  so-called  amateurs  may  be  ex- 
pected to  look  worried  for  the  next  month 
or  so. 


THE  mCYCUNG  WORLD 


WHEREVER 

the  YALE  or  the  SNELL  BICYCLE 

IS  BEING  SOLD 

there  you  will  now  find  a  busy  dealer  and  a  lot   of  contented  customers.    Tlie 

causes  are  not  far  to  seek.     Have  you  ever  sought  them  ? 

The  seeking  usually  leads  to  profit. 

AND 

The  Happiest  Mortals 

using  motorcycles  are  those  mounted  on  the  new 


2  H.  P.  YALE=CALIFORNIA. 

"It's  a  'bird'"  is  a  meaning  expression  that  best  voices  the  opinions  of 
the  many  who  have  expressed  their  opinions.  It  is  all  that  a  motorcycle  should 
be.  It  sells  for  $175,  and  higher  price  will  not  buy  a  simpler,  a  more  reliable  or  a 
better  one.    Dont  put  off  until  to-morrow  the  order  you  should  send  to-day. 


THE  CONSOLIDATED  MFG.  CO., 


Toledo,  Ohio. 


CHICAGO  AGENT— I.  H.  Whipple,  260  W.  Jackson  Boulevard. 


THE  BICYCLING  WORLD 


65 


NEGLECT   OF  LITTLE  THINGS 


Part  it  Plays  in  Motorcycling  and  Results 
of  the  Opposite  Course. 


Time  and  chance,  the  two  greatest  fac- 
tirs  in  the  government  of  destiny,  play  fully 
as  important  a  part  in  the  career  of  the 
motor  bicyclist  as  they  do  in  any  of  the 
more  stereotyped  walks  of  mankind.  Things 
happen  to  all  men  alike  when  they  go  a- 
riding,  and  sometimes  it  seems  as  though 
there  is  no  governing  element  in  the  allot- 
ment of  the  cyclists'  mishaps,  so  erratically 
and  unequally  are  they  distributed.  Yet  on 
the  other  hand,  it  is  not  to  be  denied  that 
there  is  a  cause  for  all  things,  and  that  the 
universe  moves  in  accordance  with  certain 
laws,  hence,  it  would  seem  that  with  a  little 
thought,  the  causes  of  the  more  usual  trou- 
bles which  befall  the  motorcyclist,  might 
be  discovered,  and  that  with  a  little  fore- 
thought, at  least  a  portion  .of  them  be 
remedied  in  advance. 

"Did  you  ever  attempt  to  classify  the 
troubles  which  are  most  likely  to  overtake 
you  on  the  road?"  said  a  veteran  motor- 
cyclist to  a  Bicycling  World  man  the  other 
day  in  the  course  of  a  discussion  in  which 
the  above  bit  of  philosophy  had  been 
evolved  by  the  speaker.  "Well,  I  have. 
For  over  two  years,  I  have  been  keeping 
careful  account  of  all  stoppages  which  are 
not  premeditated,  and  the  result  has  worked 
out  in  the  following  ratio:  ignition  troubles, 
45  percent;  failure  of  fuel  supply,  from  one 
cause  or  another,  25  percent;  transmission 
troubles,  partly  due  to  chain,  and  partly  to 
belt  troubles,  since  I  have  used  two  differ- 
ent machines  during  the  time,  23  percent; 
troubles  in  the  engine,  other  than  those 
caused  by  ignition  or  carburetter  troubles, 
6  percent;  and  1  percent,  'general  debility,' 
by  which  I  mean  difficulties  which  have  not 
been  classified,  because  they  were  not 
directly  chargeable  to  the  mount. 

"Of  course,  you  know,  these  results 
might  be  very  different  from  those  experi- 
enced by  other  riders,  a  great  deal  depend- 
in  on  the  rider's  method  of  handling  the 
machine,  and  not  a  little,  on  the  machine 
itself.  In  this,  I  have  taken  no  account  of 
the  stoppages  due  to  tire  troubles,  for  they 
seem  to  belong  in  a  class  by  themselves. 

"Now  you  will  notice,"  he  continued, 
"that  the  majority  of  these  difficulties  would 
naturally  be  responsible  for  only  a  few 
moments'  delay  on  the  road,  and  that  they 
wrould  entail  no  very  great  .amount  of  labor 
in  setting  them  right.  I  thought  this  all 
out  for  myself,  after  I  had  begun  to  keep 
run  of  my  stoppages,  and  finally  came  to 
the  conclusion  that  if  I  took  proper  pains 
with  the  machine  at  the  right  time,  there 
would  be  no  real  need  of  any  delays,  ex- 
cept those  due  directly  to  accident  of  one 
sort  or  another.  And  so  it  has  proved.  For 
since  I  arrived  at  that  conclusion,  I  have 
exercised  a  more  careful  watch  over  what 
I  have  come  to  regard  as  the  tender  spots 


of  the  mount,  and  taken  pains  to  see  be- 
fore going  out  on  the  road  that  there  was 
no  apparent  likelihood  of  their  giving  out. 
So  that  during  the  last  six  months,  I  have 
had  far  less  difficulty  than  ever  before,  al- 
though I  have  ridden  fully  as  much  as  I  did 
last  summer,  and  have  kept  up  a  fairly  con- 
stant average  daily  stunt." 

From  these  statistics,  as  well  as  from  the 
general  experience  of  the  average  rider,  it 
is  perfectly  evident  that  by  far  the  greater 
number  of  road  stoppages  are  due  to  insig- 
nificant causes,  and  causes  which  well  may 
be  considered  as  needless.  Perhaps  nearly 
all  of  them  may  be  laid  at  the  door  of  the 
owner  of  the  machine,  since  they  might 
have  been  anticipated  had  thorough  in- 
spection been  maintained,  and  pains  taken 
to  eradicate  any  faults  or  impending  faults 
as  fast  as  they  made-  themselves  apparent. 
But  whatever  the  real  cause,,  it  is  apparent 
that  the  difficulties,  no  matter  how  numer- 
ous they  may  be,  are  in  the  main  charge- 
able to  the  neglect  of  little  things. 

While  it  is  perfectly  true  that  the  men 
who  let  everything  about  the  equipment  of 
the  machine  go  indefinitely,  somehow  man- 
age, not  infrequently,  to  get  good  service 
out  of  it,  at  least  for  a  while,  there  is  in- 
variably a  day  of  reckoning,  when  the 
account  has  to  be  adjusted,,  and  when  it  is 
found  that  there  are  many  things  needed 
in  the  general  overhauling  which  has  been 
found  to  be  necessary.  The  ma^n  who  is  a 
"fuss-budget,"  on  the  other  hand,  and  in- 
variably spends  hours  each  week  in  over- 
hauling and  inspecting  the  mechanism 
which  apparently  is  in  good  shape,  man- 
ages to  get  a  total  mileage  out  of  his 
machine  which   is  astonishing. 

He  is  not  used  to  breakdowns  on  the 
road,  knows  npt  the  name  of  the  mysteri- 
ous stoppage  which  requires  several  hours 
of  aimless  search  and  dismantling  of  parts 
before  its  cause  is  located — and,  what  is 
more,  the  mount  which  has  been  under  this 
man's  care  comes  out  fresh  and  good  at  the 
end  of  the  season,  and  is  ready  for  another 
season's  running  while  the  other  has  to  go 
to  the  repair  shop  to  be  overhauled  again. 
The  reason  for  the  difference  in  the  per- 
formance of  the  two  machines  is  simply 
because  the  one  has  constant  attention — ■ 
such  as  any  machine,  no  matter  how  con- 
stituted and  no  matter  how  well  built,  needs, 
and  because  all  probable  troubles  are  an- 
ticipated, and  their  coming  forestalled.  The 
ratios  of  the  causes  of  breakdown  cited 
above,  serve  as  an  apt  illustration  of  this. 
They  point  to  the  fact  that  both  the  maker 
and  the  user  can  profit  by  nothing  so  much 
as  constant  and  detailed  care  of  the  less 
substantial  parts  of  the  machine;  and  thus 
help  to  force  home  with  emphasis,  the 
pointed  truths  of  the  gospel  of  little  things. 


F.  A.  M.  AND  A.  A.  A.  FORM  ALLIANCE 


Agree    to    Respect    Each    Other's    Rulings, 
which  Closes  Last  Door  to  Offenders. 


The  American  Automobile  Association 
and  the  Federation  of  American  Motor-, 
cyclists  have  reached  an  understanding 
that  will  make  harder  the  way  of  the  trans- 
gressor in  either  branch  of  the  r.port.  In 
response  to  the  overtures  of  the  F.  A.  M,, 
the  two  associations  have  agreed  that 
henceforth  suspensions  made  by  either  or- 
ganization will  be  respected  and  enforced 
by  the  other,  which  means  that  an  auto- 
mobilist  punished  by  the  A.  A.  A.  will  not 
be  permitted  to  compete  as  a  motorcyclist 
nor  drive  a  car  at  a  motorcycle  meeting,  the 
same  being  true  of  the  suspended  motor- 
cyclist who  might  seek  refuge  in  the  auto- 
mobile ranks  or  attempt  to  ride  in  a  motor- 
cycle  race  at  a  "mixed"   meeting. 

The  racing  board  of  the  A.  A.  A.  took 
action  in  the  matter  at  its  last  meeting. 
Secretary  Gorham  advising  the  F.  A.  M. 
of  the  association's  wish  to  co-operate  in 
the  movement  that  "is  most  desirable  to 
maintain  a  high  plane"  for  the  respective 
sports. 

As  the  Federation  of  American  Motor- 
cyclists already  has  entered  into  similar 
alliances  with  the  Amateur  Athletic  Asso- 
ciation and  the  National  Cycling  Associa- 
tion, its  compact  with  the  American  Auto- 
mobile Association  will  reach  even  further 
than  appears  on  the  surface.  So  far  as 
offending  motorcyclists  are  concerned,  it 
closes  to  them  the  door  of  practically  every 
outdoor  sport. 


Californians  Begin  to  "Do  Things." 

Cycling  clubs  ^of  Oakland  and  San  Fran- 
cisco, Cal.,  are  beginning  to  bestir  them- 
selves. On  Sunday,  1st  inst.,  over  forty 
members  of  the  Oakland  club  answered  the 
Maurer  race  call  and  rode  to  the  new  boule- 
vard road  in  spite  of  the  threatening 
weather,  where  an  exciting  contest  for  the 
captain's  cup  was  held.  There  were  three- 
heats  of  seven  riders  each.  The  final  was- 
composed  of  Samuel  Hancock,  Edward  Mc- 
Tighe,  L.  Elke,  F.  Black,  W.  Holmes,  Rob- 
ert Bassett,  H.  Hancock  and  Patrick  Rilea. 
The  race  was  won  by  McTighe  after  a  long- 
sprint.  An  interesting  feature  of  Sunday's- 
gathering  was  the  presence  of  so  many 
of  the  older  members  of  the  club. 


W.  Gibson  was  elected  president  of  the 
Riverside  Wheeling  Club,  Buffalo,  N.  Y., 
at  the  last  meeting  of  that  organization.  The 
other  officers  chosen  were  as  follows: 
Financial  secretary,  A.  Holland;  secretary, 
Ed.  Woelffel,  and  treasurer,  N.  Tyler. 


Holland  in  Charge  of  Massachusetts.      ' 

Vice-President  Carritt,  in  charge  of  the 
Eastern  District  of  the  F.  A.  M.,  has  ap- 
pointed Lincoln  Holland,  of  Worcester,  the 
Massachusetts  State  representative  of  that 
organization.  Holland  is  a  ripened  veteran 
in  both  the  oldest  and  the  newest  forms  of 
cycling  and  in  the  heyday  of  the  L.  A.  W. 
was  one  of  its  champion  recruiters.  That 
he  "knows  his  book"  goes  without   saying. 


.6^ 


THE  BICYCLING  WORLD 


THE  MORROW 


The 


6i 


Father  of  Coaster  Brakes 


and  still 


The  Head  of  the  Whole  Family 


Our  printed  matter  is  both 
interesting  and   instructive 


BCLIP5E  MACHINE  CO.,  -  Elmlra,  N.  Y. 


TWO    WAYS    OF    TOURING 


The   Fit  and   the  UnHt   and  the   Pleasures 
and  Pains  that  Result. 


"Though  the  touring  season  still  lies  in 
the  hazy  if  not  very  distant  future,  the 
close  of  the  month  of  March  sets  the 
cyclists'  thoughts  a-wandering  in  an  antici- 
patory manner.  There  is  an  awakening  buzz 
in  the  air,  a  buzz  of  preparation — rather  felt 
than  heard — which  makes  even  the  butter- 
fly rider  bestir  himself  to  be  ready  for  the 
road.  The  machine,  so  long  condemned  to 
idleness,  is  disenfolded  from  its  winter 
wrappings  and  the  rider  sets  to  work  to 
remove  the  clogging  accumulations  of  the 
months  of  inactivity,  so  that  man  and  ma- 
chine alike  may  be  fit  and  ready  for  the 
first  little  tour  of  the  year,"  says  a  foreign 
writer. 

"I  am  afraid  that  as  a  rule  a  man  re- 
awakens in  the  spring  in  a  condition  de- 
cidedly unfit,  while  his  machine,  after  ^1:5 
long  rest,  reveals  itself  to  his  gaze  in  a 
state  that  is  no  less  unready.  The  "ardent 
winter  will,  of  course,  point  out  that  unfit- 

'  ness  and  unreadiness  -are  impossible  to  us 
brave  Jiearts  who  ride  fifty-two  weeks  every 

'.  year^^or  say  we  do.  But  I  must  confess  I 
have   riot   much   faith   in   the   popularity   of 

'.  winter,  riding.  There  are  far  more  people 
who  talk  about  winter  cycling,  or  write 
about  it  in  an  enthusiastic  way,  than  ac- 
tually carry  out  their  favorite  pastime  in 
practice.  In  fact,  one  of  the  most  ardent 
winter  riders  I  know  has  not  been  in  the 
saddle  of  a  bicycle  for  some  years.  Yet  he 
can  tell  you  more  strange  facts,  and  put 
you  up  to  more  weird  wrinkles  in  connec- 
tion v^ith  the  brave  heart  business  than 
many  ja  man  who  wallows  in  winter' mud 
every  week-end. 

"Now,  I  don't  think  the  genuine  tourist 
as  a  rule  patronizes  the  strenuous  joys  of 
winter  riding  to  any  great  extent,  for  the 
tourist  is  usually  a  man  who  cycles  only 
for  pleasure,  and  as  the  principal  pleasure 
in  winter  riding  seems  to  lie.  in  the'  cozy 
corner  of  a  comfortable  inn,  where  you  can 
contrast  your  present  comfort  within,  with 
your  past  and  future  discomfort  without,, 
the  tourist,' wise  man,  stays  at  home  to  plan  - 
more  seasonable  ra'rhblings.  As  for  my- 
self, I  take  my  winter  ride  as  I  take  whis- 
key— medicinally.  Were  I  to  omit  my 
weekly  spin,  some  obstreperous  component 
of  my  digestive  mechanism  would  get  out 
of  gear,  and  the  lives  of  certain,  excellent 
people  who  are  condemned  to  abide  with 
me, would  become"* -intolerable;  so,'-  for  -the 
sake  of  all  concerned,  I  keep  my  tires 
pumped  up  and  my  lamp  trimmed  through 
the  idesolate  days  of  winter.  In  doing  this 
I  am  afraid  I  represent  a  somewhat-  small 
minority,- — i;lre"grg"af "majbnty— inen  who'^. 
apparently  can  go  through  the  most  stren-- 


THE  BICYQ-ING  WORLD 

uous  of  "festive"  seasons  without  turning.. a 
hair — leave  the  bicycle  severely  alone  until 
the  bright,  breezy  days  of  March  warn  them 
that  spring  is  at  hand,  and  that  man  and 
machine  must  be  overhauled  and  made 
ready  for  the   road. 

"I  think  there  is  .much  to  be  said  for 
the  man  who  discards  the  bicycle  from 
November  to  February.  He  is  not  so  likely 
to  suffer  from  satiety  as  is  the  all-the-year- 
round  pedaller,  and  he  comes  back  to  the 
road  with  a  re-born  enthusiasm  to  which 
the  other  must  of  necessity  be.  a  stranger. 
But-  let  him  not  too  long  defer  the  day  of 
re-awakening,  for  the  first  out-door  holiday 
of  the  year  will  be  upon  him  before  he  is 
half-way  through  his  work  of  getting  fit. 
Getting  the  machine  ready  is  a  trivial  mat- 
ter; a  few  hours  drudgery,  a  pair  of  badly- 
soiled   hands,   and   the   loss    of   some   small 


OUR 


lllWM 


DOUBLE  TUBE  TIRE 

COSTS  THE 
SAME  AS   THE 

SMOOTH  TREAD 


SOME  RIDERS  PREFER  THEM 


Morgans  Wright 

CHICAGO 


NEW    TOKK    BRANCH    Z14-81«    WBST    47TH     ST. 

particles  of  skin  from  the  knuckles,  and  the 
thing  is  done.  But  oh!  how  different  with 
the  rider  himself.  If  that  first  and  best 
tour  of  the  year  is  to  bring  the  maximum 
of  pleasure  it  must  be  preceded  by  not 
hours  but  days  of  preliminary  preparation. 
Little  jaunts  at  first,  when  one  wonders  that 
such  an  intolerably  high  gear  could  have 
been  driven  last  year;  then  farther  and  far- 
ther afield,  until  the  lungs  have  cleared - 
themselves  of  the  last  vestige  of  winter  fog, 
the  muscles  have  regained  their  old  supple- 
ness, and  that  terrible  ache  at  the  knee  has 
gone  for  good.'  If  ■  all  this  caii  be  accomp- 
lished before  the  first  day  of  the  tour,  how 
the  rider  will  .revel  in  his  ability  to.  reel  off 
the  miles.  No  laborious  and  painful  strug- 
gling, when  the  least  of  hills  appears  a 
mountain,  the  gentlest  breeze  a  relentless 
gale.  Mile  after  mile  is  reeled  off  at  a 
swinging  pace — i.ot  scorching,  but  a  steady, 

,.distance-eating  pace  -which  makes;  the  rider 
feer.he  could  go  on  and  on  until  the  crack 

.  !3|,^^^t)|Ciqi.,.  .  Fir  ahead .Ji.e,._sees.  a^pji.i't-y.ai^^tee 
unfit,  '  straggling,    weary,"  "with"  head§'')ow. 


67 


taking  their  pleasure  in  that  sad,  sad  man- 
ner, which  has  been  said  to  be  the  peculiar 
prerogative  of  the  Briton;  steadily  they 
come  back  to  him,  he  passes  them,  a  mo- 
ment later  they  are  lost  to  sight  in  the  rear, 
and  the  man  who  is  fit  still  goes  on  as  if 
weariness- and' he  would  never  more  be 
roadmates.  At  the  end  of  the  day  he  is 
sixty,  seventy,  eighty,  perhaps  a  hundred 
miles  from  where  he  started  in  the  morning, 
and  has  no  Tnore  than  that  delicious  tired 
feeling  w.'iich  enables  a  man  to  appreciate 
to  the  fuUa  comfortable  easy-chair,  a  pipe, 
and  possiUy  an  interesting  book — which 
■  latter  no  to,  irist  should  travel  without— and 
later  on  he  ^.inks  into  the  happy  oblivion  of 
a  sound  and  unbroken  sleep. 

"And  how  fares  the  man  who  has  started 
his  first  tour  unprepared?  I  have  just 
shown  him  among  the  party  so  easily 
passed  by  my  man  who  is  fit.  He  has  plan- 
ned, perhaps,  a  moderate  enough  program, 
which  nevertheless  he  can  only  keep  to  by 
continuously  "overdoing  it."  His  mind  is 
perpetually  calculating  the  miles  which,  still 
lie  before  him,  the  time  he  has  available  'in 
which  to  cover  them.  When  at  last' the 
day's  work  is  done  he  feels  too  exhausted 
to  eat,  too  exhausted  even  to  sleep,  and  lie 
ultimately  finishes  what  should  have  bein 
an  enjoyable,  health-giving  holiday,  with 'a 
done-up,  lackadaisical  feeling  which  vvill 
hang  about  him  for  nearly  a  week. 

"Is  either  picture  overdrawn,  my  friend? 
Have  you  never  experienced  one  or  the 
other— more  likely  both— in  yourself?  I 
think  so,  and  only  hope  you  have  had  the 
wisdom  to  draw  the  moral  for  your  ov\rn 
a.dvarjtage. 

"To  mention  training  to  some  men  is  to 
convey  to  them  an  idea  of  racing  or  record- 
breaking,  but  in  a  mild  way  a  course  of 
training  is  no  less  important  to  the,  tourist. 
But  the  tourist's  training  is  a  simple  matter. 
He  needs  no  track,  no  special  machine,  no 
attendants — nothing  but  an  occasional  but 
regular  spin  on  the  road.  The  weather 
may  not  be  very  tempting,  the  roads  may  be 
heavy,  but  all  the  same  the  intending  tour- 
ist should  take  his  bi-weekly  or  tri-weekly 
training  run  for  a  full  month  before  an  early 
season  tour.  To  start  a  tour  thoroughly 
fit  is  to  practically  ensure  that  tour  being 
a  success.  To  start  it  unfit  is  to  make  it 
highly  probable  that  it  will  be  a  failure, 
even  though  every  other  essential  to  suc- 
cess may  be  present." 


Dogs  Roam  at  Owners'  Risk. 

From  a  rural  French  magistrate  comes 
a  decision  in  the  case  of  the  owner  of  a 
dog  versus  ■  a  motorcyclist  who  had  -been 
instrumental  in  sending  the  animal  to  the 
canine  happy  hunting  ground,  which  might 
well  be  emulated  in  all  cases  involving  sim- 
ilar circumstances.  "Citizens  have  an  un- 
disputed right  to  let  their  dogs  run  on  the 
•rpa.ds,"  said  the  judge,  "but  it  is  at  their 
own' risk,  iqx  A.ogs  ^re  an.imals  of  exitreme 
■iftebility,  and  their  presence  is  a  serious 
d.nnger  to  traffic." 


68       . 


IHE  BICYCLING  WORLD 


r 


RbadingStahdrrd 


HERE  IS  A  "TIP"  FOR  YOU 


READING  STANDARD 

BICYCLES 


ARE   NOW  RECOMMENDED  BY 

PHYSICAL  CULTURE  PROFESSORS 

and  used  by  their  pupils. 

Have  a  stock  on  the  floor, 
don't  let  them  ask  for  them. 

i    HAVE  YOU  SEEN  THE  MODELS?  THEY  ARE  BEAUTIES. 

[  WE   CAN    SHOW   YOU. 


Quick  Sales. 


Large  Profits. 


READING  STANDARD  GYGLE  MANUFACTURING  CO, 

Reading,  Pa. 

J.  T.  BILL  &  CO.,  Los  Angeles,  Distributors  for  Southern  California. 

J   W.  LEAVITT  &  CO.,  San  Francisco,  Distributors  for  Northern  California. 

SCOTT  SUPPLY  &  TOOL  CO.,  Denver,  Distributors  for  Rocky  Mountain  States. 


^ 


RBADfffG  STANDARD 


^ 


THE  MCYCLING  WORLD 


69 


TO   OPEN  THE  SEASON 


C.  R.  C.  of  A.  Undertakes  a  Union  Run — 
Issues  Call  for  Big  Turnout. 


One  event  that  ought  to  be  productive 
of  beneficial  results  is  the  what  may  be 
styled  "the  opening  of  the  season  run" 
which  is  now  being  organized  by  the  Cen- 
tury Road  Club  of  America.  The  idea 
originated  with  President  A.  G.  Armstrong 
and  is  that  all  the  clubs  in  and  around  New 
York  hold  a  joint  run,  for  pleasure  purely, 
on  either  Sunday,  April  22,  or  Sunday,  May 
6.  No  entrance  fee  will  be  charged  and 
there  will  be  no  expense  whatever  attached 
to  the  run. 

The  plan  is  for  the  various  clubs  to  meet 
at  Fifty-ninth  street  (Columbus  Circle), 
New  York  City,  at  9  a.  m.  of  the  day 
selected  and  ride  to  Grant's  tomb,  return- 
ing via  Fifth  avenue  and  thence  over  the 
Williamsburg  bridge  to  Coney  Island.  At 
the  resort  dinner  will  be  taken  and  then,  as 
Mr.  Armstrong  expresses  it,  "for  an  all- 
around  good  time." 

It  is  to  be  hoped  that  all  the  cycling 
clubs  in  New  York  City,  Long  Island  and 
Northern  New  Jersey  will  attend  in  a  body, 
for  such  a  representative  body  of  cyclists 
parading  the  streets  of  New  York  City  on 
Sunday,  when  everybody  is  out  on  the 
streets,  would  have  a  most  salutiferous 
effect  upon  the  sport  as  a  pleasure,  and 
would  make  an  imposing  and  self-advertis- 
ing 'procession. 


Barczik  Cuts  off  16  Seconds. 
Paul  Barczik  of  the  Fourteenth  Regi- 
ment Athletic  Association,  Brooklyn,  N.  Y., 
cut  the  rather  large  slice  of  sixteen  seconds 
from  the  New  York  City  armory  record  for 
two  miles  in  the  spring  games  at  the 
Fourteenth  Regiment  on  Saturday  night 
last,  7th  inst.  Riding  from  scratch  Barczik 
covered  the  distance  in  the  fast  time  of 
5  minutes  lOj^  seconds  as  against  the  old 
record  of  5:26^,  held  by  C.  E.  Schoenick. 
This  is  even  better  than  the  record  made 
at  Buffalo  by  Schudt  two  weeks  ago. 
Thomas  Rowland,  60  yards,  finished  sec- 
ond, and  Charles  E.  W.  Christopher,  with 
100  yards'  handicap,  was  third.  The  race 
was  open  only  to  members  of  that  regiment. 


Spokane  Plans  Stirring  Meet. 

Principally  with  the  object  of  reviving 
cycling  in  the  State  of  Washington,  the  new 
cycling  members  of  the  Spokane  Amateur 
Athletic  Club  called  a  meeting  two  weeks 
ago  to  decide  upon  some  means  of  starting 
the  movement.  C.  C.  Holzel,  one  of  Har- 
vard University's  former  crack  bicycle 
riders,  was  appointed  chairman  of  a  com- 
mittee consisting  of  H.  E.  Rothrock,  J.  C. 
Alexander  and  Arthur  Crowley.  The  com- 
mittee decided  to  open  the  season  with  a 
big  race  meet  at  the  Interstate  fair  grounds, 
which  has  kindly  been  loaned  for  the  pur- 
pose, on  Decoration  Day,  May  13. 


The  dealers  in  Spokane  promised  to  rally 
to  the  support  of  the  committees  and  al- 
ready three  bicycles — a  Rambler,  a  National 
and  a  Cleveland — have  been  donated  as 
prizes,  besides  other  accessories,  medals 
and  cups.  The  bicycle  events  will  consist 
of  a  one  mile  novice,  one-quarter  mile  open, 
one  mile  for  the  Spokane  Amateur  Athletic 
Club  championship,  one  half-mile  open,  one- 
half  mile  high  school  championship,  one 
mile  open  paced,  two-man  team  race  open, 
five  mile  handicap  on  the  road  and  a  two 
mile  motorcycle  race. 


TWO    DARKIES    ON    SCRATCH 


Their  Fight  and  Mathis's  Bad  Spill  Features 
of  Atlantic  City's  Opening  Race. 


Twelve  Tigers  in  First  Try-out. 

Last  Sunday  was  such  a  balmy  day  that 
the  Tiger  Wheelmen  considered  it  a  crime 
against  the  sport  of  cycling  to  allow  their 
wheels  to  remain  in  cellars,  so  they  inaug- 
urated the  season's  racing  by  calling  a  club 
run  from  New  York  City  to  Valley  Stream 
and  holding  a  five  mile  handicap  road  race 
at  the  latter  place.  Twenty  members  par- 
ticipated in  the  run  and  four  motorcyclists 
accompanied  the  cyclists  to  the  Merrick 
road. 

Twelve  Tigers  fought  for  honors  in  the 
race  which  was  a  five  mile  handicap  from 
West's  to  Lynbrook  and  return.  The  club's 
champion.  Urban  McDonald,  who  was 
looked  upon  as  a  winner,  suffered  misfor- 
tune. He  was  one  of  the  scratch  men  and 
took  a  bad  tumble  at  the  very  start,  which 
caused  him  to  lose  nearly  a  minute.  He  ad- 
justed his  handle  bars  and  saddle  post, 
pluckily  remounted  and  finished  fifth.  The 
honors  went  to  Christopher  Kind,  who  had 
an  advantage  of  one  minute.  Kind's  time — 
14  minutes  IS  seconds — was  very  good  con* 
sidering  that  the  riders  had  to  push  against 
a  strong  wind  both  ways.  Nicholas  Kind 
(40  seconds)  crossed  the  tape  second,  in 
14:37,  and  Charles  P.  Soulier,  with  the  same 
handicap,  finished  third  in  14:435^.  The 
summary  follows: 

Handicap        Time 
Pos.     Rider.  M.S.         M.S. 

1.  Chris   Kind    1:00         14:15 

2.  Nick  Kind   0:40         14:37 

3.  C.  P.  Soulier  0:40         UAH/s 

4.  Sax  Waddell   1 :00         16:02^^ 

5.  Urban  McDonald scratch         14:48?/^ 

6.  Leo  Stemmle    1:30         17:243^^ 

7.  George  Henry   scratch         16:00^ 

8.  Benj.  Barton   2:00         19:40^ 


Ozersky  Moving  Things  in  Youngstown. 

Youngstown,  Ohio,  will  have  a  cycling 
club  if  the  efforts  now  being  put  forth  by 
Max  Ozersky  of  that  place  are  rewarded 
with  success.  The  organization,  which  al- 
ready is  on  the  high  road  to  formation,  will 
be  called  the  Mahoning  County  Cycling 
Club.  It  is  planned  to  hold  regular  Sun- 
day morning  runs  and  to  promote  road 
races  during  the  year.  From  Youngstown 
comes  the  cheering  additional  information 
that  business  in  that  section  is  picking  up, 
all  the  dealers  having  sold  more  wheels 
so  far  this  season  that  for  the  first  three 
months  of  many  previous  years. 


Nearly  800  spectators  saw  William  Reed, 
riding  with  six  minutes'  handicap,  win  the 
first  race  of  the  season  promoted  by  the 
Atlantic  City  (N.  J.)  Wheelmen,  last  Sun- 
day, 8th  inst.  Just  previous  to  the  finish 
they  also  saw  D.  Byron  Mathis,  one  of  the 
riders,  break  his  collar  bone  in  two  places. 

The  race  was  a  ten  mile  handicap  and  was 
held  on  the  beach  course  at  Ventnor,  just 
south  of  Atlantic  City.  Mathis  was  riding 
in  the  one  minute  class  and  on  approaching 
the  second  bridge,  where  the  boulevard 
takes  a  sharp  turn,  he  was  crowded  toward 
the  right  rail.  Mathis  was  riding  fast  and 
could  not  avert  his  course  in  time  to  avoid 
striking  the  post.  The  force  of  the  impetus 
was  sufficient  to-  snap  off  the  handlebars 
and  the  rider  was  hurled  with  terrific  force 
against  the  guard  rail,  the  impact  breaking 
his  collar  bone  and  also  cutting  his  finger 
badly. 

Twenty  riders  faced  the  starter.  The 
start  was  made  from  a  point  outside  the  city 
limits,  the  riders  going  out  two  and  a  half 
miles  and  returning;  going  out  the  same 
distance  and  finishing.  William  Reed,  in 
the  six  minute  bunch,  easily  finished  first, 
with  M.  Timmes,  five  minutes,  second.  M. 
McGuire  (3:30)  finished  third;  F.  Hemple 
(3:30)  was  fourth. 

There  was  considerable  rivalry  between 
the  two  scratch  men,  W.  Ivy  and 
Frank  Young,  both  colored.  Ivy  is  from 
Boston  and  Young  claims  Atlantic  City  as 
his  abiding  place.  The  two  descendants  of 
Ham  fought  every  inch  of  the  way  and  the 
finish  was  unsatisfactory  because  Ivy,  the 
visiting  Bostonian,  went  down  with  a  punc- 
ture almost  in  sight  of  the  tape.  His  color 
mate.  Young,  won  first  time  prize,  covering 
the  ten  mile  course  in  31  minutes  30  sec- 
onds which,  considering  the  high  wind  that 
swept  the  beach,  was  very  good. 


New  Interest  in  St.   Louis,  too. 

There  is  fair  promise  that  St.  Louis,  Mo., 
which  in  the  late  '80's  and  early  '90's  was 
about  the  liveliest  and  most  interesting 
cycling  center  in  the  United  States,  may  at 
least  partly  renew  its  glory.  Several  of 
the  interesting  old  timers  and  more  of  the 
later  generations  have  undertaken  to  form 
a  club  in  that  city,  the  meeting  for  which 
purpose  is  to  be  held  tonight.  Among 
those  who  signed  the  call  are  M.  J.  Gilbert, 
H.  G.  Wolzendorf,  W.  M.  Butler,  George 
Lang,  Jr.,  and  R.  H.  Laing. 


At  the  last  meeting  of  the  Akron  Wheel- 
men, of  47  South  Washington  Square,  New 
York  city,  these  officers  were  elected  for 
the  ensuing  club  year:  President,  Paul  Cres- 
cio;  vice-president,  L.  Luppi;  treasurer,  A. 
Zerbarini;  secretary,  W.  Berre;  captain,  G. 
Gariazzo;  first  lieutenant,  Charles  Cavag- 
naro;   second  lieutenant,   P.   Anthony; 


^0 


THE  BICYCLING  WORLD 


THE   RACYCLE 

IS  A  HARVEL  OF  ACCURACY  AND  SPLENDID  flECHANISn. 

The  only  Bicycle  made  with  chain  line  between  the  ball 
bearings,  requiring    27    per    cent,  less   power  to  drive  it. 

ABSOLUTELY  SELF=OILINQ. 


Manufactured  and  sold  to  Dealers,  only,   by 


THE  MIAMI  CYCLE  &  MFG.  CO., 

MIDDLETOWN,  OHIO. 

HENRY  DE  RUDDER,  General  Agent  fo  r  Holland  and  Belgium,  Gand. 

E.  SANCHEZ  RUIZ  &  CIA.,  General  Agent  for  Mexico,  Puebla. 

R.  SUMI  &  CO.,  General  Agent  for  Japan,  Osaka. 
F.  M.  JONES,  1013  Ninth  St.,  Sacramento,  Calif.,    Sole   Pacific   Coast   Representative. 


Hodel 


Price 
$145.00 


The  1906  Thomas  Auto=Bi. 

A  few  things  the  OTHER  FELLOW  don't  have: 

A   spring  fork,  placing  80%"  of  the  strain   ON   TOP   of  stem. 

Sight  feed  oiler,  regulated  while  riding,  (can't  be  clogged). 

The  Thomas  Patent  chain  belt  drive,  (does  not  stretch). 

A  one  piece  hardened  crank  shaft,  large  enough  to  stand  all  possible  strain. 

Won't  you  let  us  tell  you  about  the  oth'Sr  good  points  of  the  1906  Thomas? 

THE  THOMAS  AUTO=BI  COMPANY,  {.{^FpTLrN.^v; 


THE  BICYCLING  WORLD 


7J 


CARTOONISTS'  FANCY 


Suggests    the    "Kitchen    Mechanic"    Which 
may  Prove  not  Wholly  an  Idle  Dream. 


"Kitchen  mechanic"  is  a  terra  of  the 
vernacular  that  current  usage  has  put  the 
seal  of  approval  on,  but  ordinarily  it  does 
not  represent  anything  more  mechanical  or 
methodical  than  the  newly  arrived  green- 
horn with  a  penchant  for  blowing  out  the 


blowing  the  fire,  macerating  the  tender- 
loin on  the  table  at  the  left,  turning  the 
roast  on  the  spit,  rolling  the  pie  crust  and 
pulverizing  the  coffee,  all  at  once,  not  to 
speak  of  one  or  two  other  things  such  as 
grinding  the  miscellaneous  objects  to  be 
seen  in  the  sopper  of  the  machine  at  the 
left  of  the  "dienstmadchen"  herself,  who  is 
lost  in  the  latest  romantic  novel  while  the 
work  goes  on  apace  without  assistance. 
Guesses  are  in  order  as  to  what  the  ground 
material  dropping  into  the  bowl  is  intended 


gas  and  demanding  a  raise  after  she  has 
mastered  the  simplest  rudiments  of  how 
not  to  keep  house.  Whether  the  Teutonic 
creator  of  the  accompanying  sketch  founded 
this  flight  of  fancy  upon  the  term  or  not 
cannot  be  said,  but  on  the  whole  it  must 
be  conceded  to  represent  about  as  close 
to  the  ideal  kitchen  mechanic  as  could  pos- 
sibly be  desired. 

For  with  the  aid  of  a  few  lengths  of 
shafting  and  belts,  besides  an  occasional 
bevel  gear  or  two  just  to  add  to  the  novelty, 
the  motor  of  the  bicycle  is  grinding  the 
ingredients  of  the  Hamburger  steak  to  be, 


for,  and  in  all  probibility  the  correct  answer 
will  be  to  the  effect  that  it  is  to  form  the 
constitution  for  that  mysterious  dish  known 
as  hash. 

At  first  sight  the  artist's  fancy  would 
seem  to  have  over-reached  itself,  but  upon 
second  consideration  it  will  be  evident  that 
there  is  more  truth  than  poetry  involved 
in  this  ingenious  conception,  for  more  than 
a  year  ago,  sketches  were  published  in 
these  columns  showing  how  an  inventive 
young  American  blacksmith  took  advantage 
of  the  possession  of  a  motor  bicycle  by 
using   it    during   the   week   to   run   several 


tools  in  his  shop,  and  on  Sundays  and  holi- 
days to  employ  it  for  the  purposes  for  which 
it  was  originally  intended.  The  difference 
between  the  two  applications  was  one  of 
quality  rather  than  quantity,  for  the  black- 
smith employed  his  motor  bicycle  to  run 
everything  about  his  place  that  required 
power. 


Mileage  Men  Change  Places. 

According  to  the  report  of  Nobel  O.  Tar- 
bell,  chairman  of  the  roads  record  commit- 
tee of  the  Century  Road  Club  of  America, 
there  has  been  a  shift  in  the  standing  of 
the  century  and  mileage  "fiends"  since  the 
first  of  March.  Then  Ernest  G.  Grupe, 
secretary-treasurer  of  the  New  York  divi- 
sion, headed  the  list,  but  during  the  month 
of  March  Grupe  has  been  passed  by  Harry 
Early,  the  treasurer  of  the  National  or- 
ganization. Emil  Leuly  is  third  in  the 
number  of  centuries  ridden,  with  Alfred  H. 
Seeley  fourth  and   Fred   E.   Mommer  next. 

In  National  century  competition  the  rid- 
ers next  in  order  are:  6,  H.  E.  Fischer, 
West  Hoboken,  N.  J.;  7,  Andrew  Clausen, 
Chicago,  111.;  8,  Fred  I.  Perreault,  Maiden, 
Mass.;  9,  Harry  B.  Hall,  Brooklyn,  N.  Y.; 
10,  H.  E.  Cast,  Brooklyn,  N.  Y.;  11,  Wil- 
liam L.  Russell,  Brooklyn,  N.  Y.  In  all, 
57  centuries  have  been  ridden  up  to  April  1. 

Doubtless  the  duties  of  Fred  E.  Mommer, 
the  energetic  National  secretary,  have  kept 
him  too  closely  confined,  for  he  has  drop- 
ped to  fourth  place  in  the  mileage  table; 
last  month  he  had  both  feet  on  the  topmost 
rung  of  the  ladder.  Harry  Early  now  occii- 
pies  that  vantage  point,  while  Ernest  Grupe, 
whose  name  was  not  noticed  in  last  month's 
report,  is  in  third  place.  Alfred  H.  Seeley, 
the  globe  trotter,  is  third,  while  the  "over- 
worked" secretary  is  in  the  position  named 
above.  The  standing  of  the  remaining  dis- 
tance annihilators  follows:  S,  James  H. 
Clowes,  Paterson,  N.  J.;  6,  Henry  H. 
Wheeler,  Pomona,  Cal.;  7,  William  J. 
Hampshire,  San  Jose,  Cal.;  8,  Fred  I.  Perre- 
ault, Maiden,  Mass.;  9,  Nobel  O.  Tarbell, 
Lake  Geneva,  Wis.  The  total  mileage  for 
the  first  three  months  of  the  year  is  S,S86. 


Grand  Rapids  will  Repeat  Road  Race. 

The  Grand  Rapids  (Mich.)  Bicycle  and 
Motorcycle  Club  again  will  hold  its  time- 
honored  Memorial  Day  road  race,  this 
year's  event  making  the  seventeenth  time 
the  classic  event  has  been  run.  The  dis- 
tance will  remain  the  same,  about  fifteen 
miles.  A  Cleveland  bicycle  will  head  the 
list  of  prizes  and  a  National  has  been 
offered  the  first  rider  of  this  machine  to 
cross  the  tape.  A  Hudson  is  also  included 
in  the  list  of  place  prizes. 


Speeding  automobilists  would  better  be- 
ware in  Buffalo,  N.  Y.  Two  policemen 
have  been  placed  on  motorcycles  and  have 
been  given  instructions  to  see  that  speed 
laws  are  not  violated.  Colorado  Springs, 
Col.,  also  has  added  motorcycles  to  the 
paraphernalia  of  the  city  police  department. 


72  THE  BICYCLING  WORLD 


Goodyear  Cushion  Pneumatic 


The  most  durable  bicycle  tire  made.  There  is  a  steadily  increas- 
ing demand  for  this  tire  and  every  dealer  should  carry  them  in  stock; 
merely  showing  a  section  will  often  make  a  sale  and  a  satisfied  customer. 

Send  us  your  name  and  address  so  we  can  iorx'^ard  sections. 


GOODYEAR  TIRE  &  RUBBER  CO.,  Akron,  O. 


KELLY  BARS 

Appeal 
To   All    Manner  of   Men,   also   Women. 

THEIIR   ADJUSTABILITY 

AFFORDING 

25    CHANGEIS    OF    POSITION 

LEAVES    NOTHING    TO    BE    DESIRED. 

And  Kellv  Quality  Always  has  been  Top  Notch. 


CATALOGUE    ON    REQUEST. 


KELLY   HANDLE   BAR   CO.,  -  -  Cleveland,  Ohio, 


THE  BICYCLING  WORLD 


73 


THE    SPRING   OVERHAULING 


Some  Suggestions  Regarding  that  Season- 
able Task — Things  that  Require  Adjusting. 


In  spring  the  young  man's  fancy  lightly 
turns  to  thoughts  of  cycling,  if  it  is  per- 
missible to  paraphrase  the  immortal  bard 
in  this  manner,  but  if  he  wishes  to  realize 
his  day  dreams  of  a  pleasant  day's  run  into 
the  country  at  a  time  when  it  is  one  of  the 
greatest  pleasures  to  get  away  from  the 
brick  walls  and  stone  pavements,  it  is  as 
well  to  put  in  a  few  hours  in  guarding 
against  the  chance  of  turning  the  pleasure 
trip  into  one  quite  the  reverse.  A  machine 
depreciates  fully  SO  to  75  per  cent,  as  much 
standing  idle,  as  it  does  when  in  constant 
use  and  this  despite  the  fact  that  is  has 
been  put  away  tinder  conditions  most  fav- 
orable to  its  preservation  and  with  every 
precaution  taken  to  guard  against  rust  or 
other  damage.  Why  this  should  be  so  is 
a  puzzle,  but  it  seems  to  be  a  fact,  none  the 
less,  so  that  the  bicycle  will  stand  in  need 
of  an  overhauling  if  it  has  been  laid  up  for 
the  winter  just  about  as  much  as  if  it  has 
been  ridden  through  that  season.  In  either 
case  the  overhauling  should  be  equally 
thorough. 

Many  cyclists  prefer  to  take  their  ma- 
chines to  the  nearest  repairer  with  instruc- 
tions to  take  them  all  down  and  make  any 
renewals  that  may  be  necessary.  Given  a 
satisfactory  mechanic  th=re  is  little  objec- 
tion to  be  found  with  this  method,  nor  is 
the  bill  to  be  footed  as  the  result,  out  of 
proportion  to  the  services  rendered,  but  to 
the  cyclist  who  is  in  love  with  his  machine 
and  the  pastime,  the  job  of  taking  it  to 
pieces  and  reassembling  it  provides  recrea- 
tion of  a  sort  that  is  almost  as  satisfying 
as  riding  itself.  Certainly  there  is  added 
pleasure  in  -the  subsequent  easy  pedalling 
that  can  be  attributed  to  one's  own  efforts 
in  cleaning  and  re-adjusting.  There  are,  of 
course,  some  things  that  it  will  be  better 
for  the  cyclist  to  leave  to  the  professional 
repairer  unless  he  considers  himself  suffi- 
ciently expert,  in  which  case  he  will  hardly 
deign  to  notice»advice  on  the  subject.  One 
of  these  items  is  truing  up  the  wheels. 
After  a  season's  hard  riding  there  are 
bound  to  be  some  sp'^kes  that  are  loose 
and  the  wheel  in  consequence  will  wobble 
more  or  less.  Leaving  it  in  this  condition 
imposes  a  correspondingly  severe  strain 
upon  the  tight  spokes  and  causes  the  wheel 
to  be  unevenly  supported;  riding  will  ag- 
gravate this  condition  daily  and  as  a  result 
the  wheel  will  be  apt  to  succumb  completely 
to  a  shock  that  it  would  otherwise  with- 
stand. But  considerably  more  than  a  knowl- 
edge of  how  to  take  care  of  a  bicycle  is  re- 
quired to  be  able  to  make  a  good  job  of 
truing  up  the  wheels.  Every  spoke  should 
be  under  approximately  the  same  tension — 
exactly  the   same   tension,   as   a   matter   of 


fact,  though  this  would  be  a  difficult  matter 
even  for  an  expert.  There  is  no  great  diffi- 
culty in  manipulating  a  nipple  wrench  and 
in  tightening  up  the  spoke,  but  unless  the 
amateur  repairer  has  had  some  experience 
he  will  find  it  better  to  leave  this  job  to 
more  skilled  hands,  for  in  all  probability, 
after  spending  two  or  three  hours  in  tight- 
ening here  and  loosening  there,  he  will  find 
that  the  wheel  runs  in  eighteen  different 
planes  instead  of  one  and  that  recourse 
must  be  had  to  the  repair  shop  after  all. 
It  is  purely  a  matter  of  knack  that  only  ex- 
perience can  give. 

Take  out  the  ball  bearings  and  axles  and 
while  the  wheels  are  being  trued  up  by  the 
repairer  the  remainder  of  the  machine  may 
be  attended  to,  and  an  excellent  way  to  keep 
the  small  parts  together  in  one  place  is  to 
put  them,  in  a  bowl  or  tin  containing  a  pint 
or  two  of  kerosene.  While  there  would 
seem  to  be  an  extremely  remote  chance  of 
either  the  saddle  or  handle  bar  fastenings 
having  gone  wrong,  it  is  but  little  trouble 
to  remove  them  and  equally  easy  to  replace 
them  at  the  same  height  as  they  were  pre- 
viously owing  to  the  difference  in  the  color 
of  the  metal  that  has  been  covered  by  the 
tubes  and  the  part  that  has  been  exposed. 
As  soon  as  the  chain  can  be  removed  it 
should  be  immersed  in  kerosene  and  al- 
lowed to  soak  for  some  time  as  graphite 
and  mud  combine  to  form  a  rather  hard 
compound  that  cakes  itself  in  every  crevice 
and  cranny  of  the  links.  It  will  be  a  sur- 
prise to  note  the  amount  of  dirt  that  can  be 
coa.xed  out  of  even  a  clean  looking  chain 
by  this  means,  and  it  will  continue  to  come 
forth  for  hours,  a  little  at  a  time.  The 
process  may  be  facilitated  somewhat  with 
the  aid  of  a  fine  wire  or  stiff  bristle  brush. 
It  should  then  be  thoroughly  dried  before 
any  dust  has  a  chance  to  settle  on  it. 

With  the  removal  of  the  crank  hanger 
and  its  bearings  and  the  front  fork,  the 
frame  will  be  reduced  to  its  lowest  terms 
and  may  be  set  aside  for  the  time  being. 
Dissect  the  crankhanger  into  its  component 
parts,  even  including  the  pedals  for  it  is 
little  short  of  marvelous  what  a  difference 
cleaning  will  make  in  the  latter  essential. 
This  is  not  strange  when  it  is  considered 
that  few  parts  of  the  machine  are  more 
directly  subjected  to  the  influences  of  mud 
and  grit.  If  the  balls  of  the  head  bearings 
and  the  crankhanger  happen  to  differ 
slightly  in  size  it  will  .save  trouble  to  keep 
them  apart  in  the  cleaning  process  as  mix- 
ing the  two  sizes  in  replacing  the  bearings 
would  not  be  conducive  to  easy  running. 

Unless  the  enamelling  of  the  frame  is  so 
badly  scratched  as  to  present  a  shabby  ap- 
pearance, the  attention  devoted  to  it  may 
be  confined  to  giving  it  a  rub  off  with  a 
greasy  rag  and  following  this  with  a  polish 
with  a  dry  cloth.  If  the  amateur  tinker  be 
very  ambitious  he  may  undertake  the  job 
of  re-enameling  the  frame  itself,  but  if  he 
does  so  under  the  impression  that  the 
home-made  job  will  equal  the  factory  pro- 
duct, he  is  bound  to  be  disappointed,  for 
the    effect    of   the   baking   will    be    lacking. 


WHEN  THE  DOG  ATTACKS 


Riders'  Legal  Rights  Outlined  in  a  Lawyer's 
Advice  to  a  Motorcyclist. 


Like  the  average  motorcyclist,  B.  E. 
Zerby,  a  Pennsylvania  member  of  the  Fed- 
eration of  American  Motorcyclists,  knows 
a  dog-gone  shame  when  he  meets  it.  He 
has  met  it  so  often — "it"  being  the  howling 
purp  that  delights  to  charge  full  tilt  at 
every  passing  rider,  and  has  brought  scores 
of  them  to  earth — that  there  is  blood  in  his 
eye  and  he  is  bent  on  "doing  things."  How- 
ever playful  may  be  the  attack  of  the  dog 
Zerby  does  not  relish  it  and  as  there  are 
several  of  the  animals  in  his  vicinity  whose 
intentions  are  plainly  not  playful  and  he 
has  tired  of  their  attentions,  one  of  the 
things  the  Pennsylvanian  is  bent  on  doing 
is   sending  their   souls   to   the   dog  heaven. 

Before  doing  anything  of  the  sort,  he 
desired  to  be  sure  of  his  ground,  and  ac- 
cordingly sought  the  advice  of  Counsellor 
J.  C.  Higdon,  chairman  of  the  F.  A.  M. 
Legal  Action  Committee.  Mr.  Higdon's  ad- 
vice was  full  and  to  the  point  and  is  of  prime 
interest  to  motorcyclists  generally.  He 
gave  it  to  Zerby  in  this  language: 

"My  advice  to  you  is  as  follows:  If  a 
vicious  dog,  or  any  other  animal,  including 
a  human  being,  attacks  you  and  threatens 
your  life,  you  will  be  justified  in  the  eyes 
of  the  law  in  protecting  yourself  by  means 
of  any  weapon  which  you  may  have  at 
hand,  whether  it  be  club,  revolver,  knife 
or  shot  gun,  but  be  careful  and  not  carry 
your   weapons   concealed. 

"If  you  carry  a  revolver  it  must  be  strap- 
ped on  the  outside  of  your  clothing;  other- 
wise, if  you  shoot  a  valuable  dog,  you  will 
be  liable  to  arrest. 

"You  ask  if  it  would  make  any  difference 
if  the  vicious  dog  should  carry  a  license 
tag,  and  in  reply  will  say  that  it  makes  no 
difference  whether  the  animal  be  licensed 
or  not;  if  it  threatens  your  life  you  will  be 
perfectly  justified  in  shooting  him,  even 
if  he  carries  a  license  or  tag-." 


Century  Runs  for  Motorcyclists. 

The  motorcycle  season  in  the  East  will 
be  formally  opened  on  Sunday  22nd 
inst.,  by  the  New  York  Motorcycle  Club's 
open  century  run  from  Brooklyn  to  Pat- 
chogue,  L.  I.,  and  return.  The  start  will 
be  made  from  Bedford  Rest  at  8:30  a.  m. 
The  maximum  time  limit  will  be  eight  hours 
and  the  minimum  six  hours.  Silver  medals 
will  be  awarded  all  who  survive  within 
those  limits. 

The  Brooklyn  Motorcycle  Club's  century 
over  the  same  course  will  occur  on  May 
8tH.  Instead  of  medals,  the  Brooklynites 
will  inaugurate  an  innovation  by  awarding 
the  survivors  gold  lettered  blue  ribbons  and 
rosettes  and  by  making  the  entry  fee  good 
also  for  dinner. at  Patchogue. 


74 


THE  BICYCLING  WORLD 


"Joys"  of  Touring  in  China. 

It  is  always  a  vast  deal  easier  to  read  of 
the  difficulties  of  touring  in  foreign  lands 
than  it  is  to  undergo  the  trials  which  are 
incident  to  it  in  person,  as  many  a  traveler 
who  has  undertaken  it  has  discovered  to  his 
own  sorrow.  And  the  average  American 
rider  who  is  wont  to  revile  his  native  high- 
ways as  being  well-neigh  unbearable,  might, 
possibly,  have  his  love  and  respect  for  his 
own  land  materially  increased  were  he  but 
to  spend  a  day  or  two  in  some  other  land 
where  the  benefits  of  civilization  have  not,, 
as  yet,  unfolded  some  of  the  advantages 
which  here  are  become  so  common  as  to 
be  regarded  with  little  or  no  respect.  In 
this  connection,  the  word  picture  of  a  day 
and  a  night  spent  on  a  Chinese  road  by  an 
American  missionary,  serves  to  illumine  the 
fact  that  conditions  here  are  not  as  bad  as 
they  might  be  by  a  very  great  deal. 

"I  am  laid  up  by  storm  at  a  little  place 
on  the  road  from  Hwai  Yuen  to  Nan  Hsu 
Cheo,  for  which  I  set  out  two  days  ago, 
riding  my  bicycle,"  says  Dr.  Samuel  Coch- 
ran, of  the  former  place,  in  a  letter  pub- 
lished in  the  Westminster  magazine.  "A 
man  started  at  eight  v*ith  my  bedding  (two 
heavy  quilts  and  a  pair  of  blankets),  a  few 
clothes,  and  some  books  and  tracts  to  sell. 

"I  expected  to  travel  thirty  miles  this  first 
day,  and  had  an  appointment  with  this 
coolie  for  a  certain  village.  By  noon  I  had 
gone  twelve  miles  very  happily.    Then  the 


wheel  developed  an  obscure  disarrange- 
ment of  its  bevel  gear,  to  which  it  is  prone, 
and  in  the  next  three  hours  I  only  went 
three  miles,  having  the  wheel  apart  three 
separate  times.  Once  was  in  an  inn,  once 
in  a  little  hovel,  and  once  in  a  village 
temple,  always  with  an  interested,  pushing 
mob  helping  me  (?)  by  questions  and  com- 
ments. At  last  I  seemed  to  have  adjust- 
ments made  and  I  started  along  with  the 
inspiring  thought  that  I  had  a  good  chance 
of  spending  a  chilly  night  without  bedding 
in  a  draughty  Chinese  inn.  I  pushed  on 
rapidly  and  made  eight  miles  more  in  quick 
time,  but  the  last  three  or  four  miles  of  it 
was  in  an  increasing  drizzle  that  was  alarm- 
ing, for  when  these  roads  get  wet,  they 
are  awful.  The  soil  is  the  silt  from  the 
rivers  Hwai  and  Huang  Ho  which  have 
made  this  plain  by  filling  up  what  was  once 
the  sea  and  forming  the  great  central 
Chinese  plain. 

"By  the  time  I  was  twenty  miles  from 
home  the  tires  began  to  pick  up  mud,  and 
in  a  very  short  time  I  knew  my  day's  jour- 
ney was  done,  as  the  mud  so  blocked  the 
forks  that  I  could  not  even  push  the  wheel 
when  walking  beside  it.  I  still  thought  to 
push  a  little  further  hoping  perhaps  to  find 
my  luggage,  and  for  fifty  cash  hired  a  man 
to  carry  the  wheel  to  a  village  a  half  mile 
or  so  in  front,  and  then  it  really  came  on 
to  rain  hard. 

"We   came  to   a   river  and  had  to  stand 


there  and  wait  for  a  ferryboat,  and  by  the 
time  I  got  to  the  village,  I  was  like  a  half- 
drowned  rat.  I  found  an  inn,  simply  a  big 
empty  room  with  a  pile  of  cornstalk  leaves 
in  a  corner,  and  three  or  four  rickety 
benches.  I  bought  some  corn-stalk  and 
they  made  a  fire  for  me,  and  in  the  course 
of  an  hour  or  so  I  was  both  dry  and  warm, 
but  alas!  my  bedding  might  be  anywhere  in 
the  next  ten  miies  of  the  road.  There  was, 
of  course,  none  to  borrow,  and  the  very 
idea  of  borrowing  nearly  turned  my  stom- 
ach— and  I  am  not  squeamish  either  after 
these  five  or  six  years  in  this  dirty  country. 
We  have  to  see  and  eat  and  brush  against 
a  good  many  kinds  of  pretty  dirty  dirt,  but 
excuse  me  from  borrowing  an  average  Chi- 
nese quilt.  There  are  lots  of  clean  and 
respectable  people  in  China,  but  any  quilt 
that  is  to  be  borrowed  no  one  wants  to 
borrow. 

"Well,  I  got  good  and  warm  at  a  corn- 
stalk fire,  the  'landlord'  of  our  'Waldorf 
spread  a  bed  of  corn-stalk  leaves  with  a 
matting  over  it,  and  I  burrowed  my  feet 
into  a  pile  of  leaves  at  the  foot.  At  ten- 
thirty  I  awoke  cold,  and  got  the  landlord 
up  to  build  a  fire,  and  we  warmed  ourselves 
again  and  laid  down.  Again  at  two-thirty 
this  was  repeated,  and  at  daylight  he  roused, 
for  a  last  good  warming.  All  the  next 
day  it  rained,  but  at  eight  I  was  rejoiced 
to  welcome  back  my  coolie,  who  had  slept 
two  miles  in  front." 


CYCLINQ 
COMFORT 


IS 


Represented  in  the  Highest  Degree   by 


PERSONS 


SADDLES 


The  name  tells  the  story.  Backed  by  years  of  honest 
reputation.  If  you  wish  to  enjoy  the  acme  of  easy  riding, 
say  PERSONS  when  specifying  a  saddle. 


PERSONS  MFG.   CO., 


Worcester,  Mass. 


THE  BICYCLING  WORLD 


75 


GOOD  GOING  FOR  TWO  CUPS 

San    Jose    Cyclists    in    Exciting    Events — 
Novices    Make    Good    Showing. 

Two  fast  and  exciting  bicycle  races 
opened  the  season  in  San  Jose,  Cal.,  last 
Sunday,  8th  inst.  Both  events  were  held 
by  the  Garden  City  Wheelmen,  over  the 
East  San  Jose  five-mile  course,  and  in  spite 
of  the  fact  that  the  roads  were  dusty  and 
somewhat  cut  up,  fast  time  was  made. 
Several  hundred  spectators  lined  the  course 
The  first  race  was  for  the  IMiller  and  Travis 
cups  and  the  start  was  called  at  9:30  a.  m. 
Willard  Parsons  treated  the  crowd  to  a 
genuine  surprise  by  soon  overhauling  the 
riders  ahead  of  him  on  the  4S-second  mark 
and  beating  out  Livio  Maginni,  from  the 
same  mark,  in  a  blanket  finish  at  the  tape. 
Parson's  time  was  13  minutes  35  seconds, 
and  Livio  Maginni  was  vanquished  by  only 
one-fifth  of  a  second.  Parsons,  therefore, 
got  both  cups,  for  winning  first  place  and 
scoring  the  best  time. 

The  finish  between  the  scratch  men — John 
Berryessa,  William  Waible  and  Carl  Sho- 
walter,  was  especially  keen.  Berryessa  fell 
at  the  start  and  did  not  overtake  his  mark- 
ers until  half  the  distance  had  been  covered 
Fifty  yards  from  the  tape  he  tried  to  jump 
the  others,  but  was  unsuccessful,  Waible 
almost  nailing  him  at  the  ribbon.  Sho- 
walter  was  one-fifth  of  a  second  behind  the 
other  two  scratch  men. 

Twenty-one  riders  raced  the  starter  in  the 
five-mile  handicap  for  novices  and  it  proved 
almost  as  exciting  as  the  other.  W.  Bowne, 
with  1  minute  and  30  seconds,  finished  first, 
with  E.  Salzar,  two  minutes,  second,  and 
C.  E.  Sanders,  one  minute,  third;  both 
close  up.  Chaboya,  with  the  1:30  bunch, 
won  first  time  prize,  covering  the  five  miles 
in  13:51,  and  R.  Inman,  in  the  same  division 
finished  second  best,  one-fifth  of  a  second 
behind  Chaboya.     The  summaries: 

Five-mile  handicap,  amateur: 

1.  Willard  Parsons 0:45         13:35 

2.  Livio  Maginni    0:45         13:35;^$ 

3.  Howard  Smith   0:45         13:5Sj^ 

4.  Charles  Chaboya   0:30         13:45 

5.  J.   Castro    0:45         13:45^ 

6.  C.  Bennett  ...0:30         13:45?^ 

7.  John  Berryessa    scratch         14:15 

8.  William  C.  Waible. ..  .scratch         14:15j4 

9.  Carl  Showalter scratch         14:15^ 

Five-mile     handicap,     novice — First,     H. 

Bowen  (1:30);  second,  E.  Salazar  (2:00); 
third,  C.  E.  Sanders  (1:00);  fourth,  Harry 
Gray  (1:30);  fifth,  James  Dunnigan  (1:00); 
sixth,  Edwin  Nichols  (1:00);  seventh, 
Charles  Chaboya  (1:30);  eighth,  R.  Inman 
(1:30);  ninth,  Dowie  Byler  (1:15);  tenth, 
F.  O.  Hitchcock  (1:15);  eleventh,  Walter 
Smith  (scratch),  and  twelfth.  Fay  Smith 
'  (1:30). 

"Motorcycles:  How  to  Manaf  e  Them." 
Price,  50c.  The  Bicycling  World  Co.,  154 
Nassau  Street,  New  York. 


Muskegon  "After"  the  Glass  Throwers. 

Broken  bits  of  glass  are  not  conducive  to 
the  longevity  of  pneumatic  tires  and  the 
members  of  the  Muskegon  (Mich.)  Motor- 
cycle Club  do  not  feel  that  they  should  be 
called  upon  to  bear  the  expense  of  others' 
carelessness.  Accordingly  a  petition  has 
been  presented  to  the  city  council  asking 
that  it  take  drastic  measures  toward  en- 
forcing the  city  ordinance  that  prohibits 
the  throwing  of  glass  into  the  street. 


The  Brooklyn  (N.  Y.)  Motorcycle  Club, 
which  hitherto  has  lacked  road  officers, 
has  filled  the  deficiency  by  electing  C.  L. 
Simms,  captain,  F.  A.  Baker,  first  lieutenant, 
and   H.  J.   Wehman,  second   lieutenant. 


TEN  YEARS 


on  the  market  or  one  year — 
Which  oil  is  the  best  established  ? 
Which  will  sell  best  ? 
Which  will  make  you    the    most 

money  ? 
Which    is  more  likely  to    please 

the  customer  and  make  repeat 

sales  ? 

"  3  in  One  "  has  given  universal  satis- 
faction for  moie  than  ten  years,  as 
the  first,  the  best,  and  the  only  lubri 
ca  or,  cltaner,  polisher  and  rust  pre- 
venter.     It   satisfies    every    customer. 

It  satisfies  and  profits  every  dealer. 
Retaili.ig  at  loc.  and  25c.  you  make 
real  money. 

Ask  your  jobber  for  prices  and  at 
least  a  trial  dozen. 

a,  W.  COLE  CO.,  141  Broadway,  New  York. 


S.^&ue 


friends  are  best  friends. 


IN  THE 
HISTORIES 


of   cycling    and    of    motoring 

there  never  was  anything 

the 


Leadership 


of  which  was  so 


Pronounced 


as  that  of 
the 


INDIAN 


"  There's  a  reason,"  or  rather  a 
number  of  them,  for  such  a  re- 
markable situation.  Our  cata- 
logue deals  with  them.  Its  free 
for  the  asking. 


HENDEE   MFC.  CO., 

Springfield,   Mass. 


76 


THE  BICYCLING  WORLD 


jV. 


A  Fine  Regulator  Clock 


We  will  send  you  one  of 
these  fine  Regulator  Clocks, 
38)^  inches  high  and  i6j^ 
inches  wide,  case  solid  oak, 
8  day  movement,  constructed 
of  brass  and  steel  and  fully 
guaranteed,  in  return  for  24 
NEVERLEAK  certificates. 
Any  "  Brass  Sign"  certifi- 
cates that  you  have  on  hand 
or  hereafter  obtain  through 
purchases  of  NEVERLEA  K, 
will  be  all  wed  to  apply  on 
the  clock.  One  of  these 
clocks  will  be  an  ornament 
to  any  office,  shop  or  store. 

One  certificate  is  enclosed 
with  each  dozen  4-ounce 
tubes  of  NEVERLKAK. 
12  certificates  will  entitle 
you  to  Brass  Sign  as  here- 
tofore. 

BUFFALO 
SPECIALTY  COMPANY, 

BUFFALO,    N.  Y. 


Don't  be  penny  wise  and  pound 
foolish  and  equip  a  leally  good  bicycle 
with  a  "just  as  good"  lamp.  The 
"  night  eye "  is  the  most  important 
part  of  the  equipment  of  your  bicycle. 
Moral :     Use 

SOLAR  LAMPS, 

'  Remember  that  the  system  of  gen- 
eration used  in  the  Solar  Lamps  is  the 
only  practical  one  and  results  in  the 
Lamp  that  shows  the  way. 

Our  complete  catalogue  will  tell 
you  all  about  the  different  patterns 
and  prices.     Yours  for  the  asking. 

BADGER  BRASS  MPG.  CO. 

^KENOSHA    WIS. 


NEW  YORK  OFFICE  11  Warren  St. 


I 


ManY  Improvements 


and  new  features  mark  the  1906  machines 
and  make  them  far  superior  to  any  previous 
models. 

The  profitable  lines  to  handle  are  those 
of    long    established    reputation. 

COLUMBIA $40  to  $100 

CLEVELAND       ....  $40  to     $75 

TRIBUNE $40  to  $100 

RAMBLER       $40  to     $60 

FAY  JUVENILES  ...  $20  to     $25 

IMPERIAL $25  to     $40 

IDEAL $25  to     $40 

MONARCH $25  to    $40 

Send  for  Catalogue. 


POPE  MANUFACTURING  CO. 


HARTFORD,    CONN. 


THE  BICYCLING  WORLD 


77 


the  Week's  Patents. 

813,796.  Carbureter.  George  H.  Hol- 
gate,  Philadelphia,  Pa.  Filed  Oct.  16,  190S. 
Serial  No.  282,975. 

Claim. — 1.  A  carbureter  consisting  of  a 
font  or  receptacle,  absorbent  material  con- 
tained within  said  receptacle,  said  absorb- 
ent material  so  arranged  as  to  leave  a 
space  above  and  below  the  same  within  the 
receptacle,  a  stationary  tube  extending 
downward  through  the  center  of  the  recep- 
tacle open  at  its  upper  ei'.d  and  closed  at  its 
lower  end,  a  central  gas-tube  arranged 
within  the  first-named  tube,  said  gas-tube 
also  closed  at  its  lower  end  and  open  at  its 
upper  end,  means  for  causing  the  central 
gas-tube  to  remain  stationary,  a  middle 
tube  arranged  between  the  two  aforesaid 
tubes  and  adapted  to  revolve  around  be- 
tween the  same,  po>ts  formed  through  tlie 
walls  of  the  two  stationary  tubes  coincident 
with  one  another  w'thin  th-  space  belov/ 
the  absorbent  material,  openings  formed 
through  the  walls  of  the  re,  olving  tube 
adapted  to  be  brought  in  and  out  of  regis- 
ter with  the  ports  of  the  stationary  tube, 
openings  formed  through  the  top  of  the 
font,  a  valve  connected  to  the  revolving 
tube  for  opening  and  closing  these  ports 
when  the  tube  is  revolved,  ports  for  admit- 
ting air  through  the  lower  end  of  the  gas- 
tube,  means  for  opening  and  closing  these 
ports  by  the  revolution  of  the  revolving 
tube,  the  bottom  of  the  font  provided  v»rith 
an  opening  for  admitting  air  to  the  central 
gas-tube,  means  for  closing  said  opening 
when  the  font  is  tD  be  filled  with  liquid,  a 
chimney  surrounding  the  ui>per  end  of  the 
gas-tube,  a  burner  arranged  over  the  upper 
end  of  the  tube  within  the  chimney,  as  and 
for  the  purpose  specified. 

814,068.  Pneumatic  Tire.  Frederick  G. 
McKim,  London,  England.  Filed  Mar.  14, 
1905.    Serial  No.  250,047. 

Claim. — 1.  In  a  tire  of  the  kind  described, 
the  combination  with  a  series  of  air-cham- 
bers, of  distance-pieces  located  between 
the  same,  a  covering  for  said  air-chambers 
and  said  distance-pieces  and  thread  portions 
on  said  air-chambers  constructed  to  project 
through  said  covering,  substantially  as  de- 
scribed. 

814,545.  Clutch.  Charles  C.  Keyser, 
Newport  News,  Va.  Filed  Feb.  13,  1905. 
Serial  No.  245,458. 

Claim. — 1.  In  a  friction  throw-off  for 
motorcycles,  a  friction-disk  adapted  to  be 
secured  to  the  rear  hub  of  the  vehicle  and 
comprising  a  rigid  disk  and  a  movable  disk, 
said  two  disks  being  connected  by  a  series 
of  cushion-springs,  a  ball-bearing  between 
said  disks,  a  sprocket-wheel  having  a  recess 
to  receive  the  friction-disk  and  a  friction- 
surface,  a  movable  wedge-disk,  ball-bear- 
ings between  the  sprocket-wheel  and  the 
wedge-disk  and  a  rigid  wedge-disk  secured 
to  the  frame  of  the  vehicle,  substantially  as 
described. 

815,346.  Pneumatic  Tire.  Robert  A.  Har- 
ris, Tucson,  Ariz.  Filed  Sent.  24,  1904. 
Serial  No.  225,817. 

Claim. — 1.  The  combination  with  a  wheel 
rim,  of  a  supplemantary  rim  formed  with 
grooves,  tire-flanges  having  grooves  therein 
registering  with  the  grooves  in  the  supple- 
mental rim,  a  split  ring  in  each  pair  of  reg- 
istering grooves,  each  split  ring  having 
lateral  projections  on  its  ends,  cylindrical 
elements  having  cam-grooves  therein  to 
receive  the  lateral  projections  of  said  rings, 
and  means  for  rotating  and  locking  said 
cylindrical  elements. 

815,708.  Speed  Indicator.  Gustav  Ihle, 
Berlin,    Germany,    assignor   to    Max    Stein- 


berg, Charlottenburg,  near  Berlin,  Germany, 
and  Max  Tritter,  Berlin,  Germany.  Filed 
May  13,  1905.     Serial  No.  260,305. 

Claim. — 1.  In  a  speed  indicator,  the  com- 
bination of  magnets  mounted  upon  trun- 
nions, means  for  rotating  said  magnets 
upon  said  trunnions,  an  armature  disposed 
within  the  field  of  said  magnets,  and  indi- 
cating mechanism  connected  with  said 
armature. 

815,712.  Carburetter  for  Explosive  En- 
gines. John  H.  Johnston,  Paris,  France. 
Filed  June  24,  1905.     Serial  No.  266,783. 

Claim. — 1.  In  a  carburetter,  the  combi- 
nation of  a  spray-pipe,  of  a  hollow  piston 
around  the  spray-pipe,  having  an  inner  wall 
conical  in  shape  and  lateral  apertures,  of  a 
ring  surrounding  a  portion  of  the  length 
of  the  piston,  and  of  means  for  adjusting 
or  regulating  the  position  of  the  piston  with 
respect  to  the  spray-pipe  and  the  said  ring. 

815,779.  Valve  Gear  for  Explosion  En- 
gines. Louis  P.  A.  A.  Bailleul,  Paris, 
France.  Filed  Sept.  27,  1904.  Serial  No. 
226,178. 

Claim. — Valve-gear  for  explosion  engine, 
comprising  inlet  and  exhaust  valves,  said 
valves  being  superinposed  and  having  a 
common  seat,  a  sleeve  for  the  exhaust-valve 
concentric  with  the  stem  of  the  inlet-valve, 
and  means  for  working  these  valves  where- 
by at  the  induction-stroke  the  inlet-valve 
opens  alone  and  the  gas  enters  through  the 
interior  of  the  sleeve  of  the  exhaust-valve, 
which  at  the  time  remains  closed  to  the 
exhaust,  and  at  the  exhaust-stroke  the  two 
valves,  held  one  against  the  other,  move 
together,  thereupon  exposing  the  exhaust- 
outlet. 

816,006.  Tire  Valve.  Charles  E.  Duryea, 
Reading,  Pa.  Filed  Apr.  3,  1905.  Serial 
No.  253,679. 

Claim. — A  valve-body  having  an  air-pas- 
sage therethrough  with  its  outer  end  en- 
larged, forming  an  interior  shoulder,  the 
outer  portion  of  said  passage  being  inter- 
iorly threaded,  a  valve-seat  resting  on  said 
shoulder  and  having  passage  therethrough, 
a  check-holder  having  exterior  threads  en- 
gaging the  interior  threads  of  the  body,  and 
having  a  passage  in  line  with  the  passage 
in  the  inner  end  of  said  bod->'  and  an  en- 
larged passage  outward  therefrom,  a  check 
having  a  double  conical  body  with  stem 
depending  through  the  valve-seat  into  the 
air-passage  in  the  inner  end  of  the  body 
beyond  said  shoulder  and  a  stem  extended 
in  the  opposite  direction  into  the  enlarged 
bore  of  the  check  and  having  a  head  mov- 
able therein  and  closing  the  communication 
between  the  large  and  small  bore  of  the 
check,  and  a  cap  detachably  secured  to  the 
outer  end  of  said  check-holder. 

816,083.  Current-Controller  for  Igniting 
Devices  for  Hydrocarbon-Engines.  Fay  O. 
Farwell,  Dubuque,  Iowa,  assignor  of  one- 
half  to  The  Adams  Company,  Dubuque, 
Iowa,  a  corporation  of  Iowa.  Filed  Oct. 
21,  1904.     Serial  No.  229,415. 

Claim. — 1.  An  igniting  device  for  hydro- 
carbon-engines, comprising  normally  sep- 
arated contacts,  a  rotary  driven  member 
adapted  to  engage  one  of  said  contacts  to 
bring  the  contacts  together,  a  driving  mem- 
ber for  said  rotary  driven  member,  the  lat- 
ter being  capable  of  a  limited  rotary  move- 
ment independent  of  its  driver,  means  con- 
nected with  the  movable  contact  to  accele- 
rate the  movement  of  the  rotary  member 
after  the  latter  has  brought  said  contacts 
together,  whereby  the  contacts  will  be 
quickly  separated,  and  means  for  regulat- 
ing the  period  of  engagement  of  the  con- 


tacts to  maintain  such  period  substantially 
constant  for  various  speeds  of  the  engine. 

816,089.  Speed-Meter.  JRussell  W.  Har- 
grave,  Ann  Arbor,  Mich.  Filed  May  22, 
1905.     Serial  No.  261,061. 

Claim. — 1.  The  combination  in  a  speed- 
meter  of  an  inclosed  case  in  which  are  ar- 
ranged coaxially  and  to  rotate  two  fans, 
having  vanes  with  opposite  pitches  at  their 
inner  and  outer  portions,  corresponding 
portions  of  the  vanes  of  each  fan  having  the 
same  pitch,  substantially  as  described. 

816,472.  Sparking  Ignition  Machine.  John 
F.  Johnson,  Chester,  Pa.  Filed  Oct.  19, 
1904.     Serial   No.  229,134. 

Claim. — 1.  An  ignition  mechanism,  the 
combination  with  an  engine,  of  a  sparker, 
induction  apparatus  having  a  secondary  cir- 
cuit including  the  sparker,  a  source  of  elec- 
trical energy  having  a  primary  circuit  that 
includes  said  induction  apparatus,  a  switch 
for  the  secondary  circuit  including  an  ele- 
ment alternately  movable  in  reverse  direc- 
tions, a  switch  for  the  primary  circuit  in- 
cluding an  element  alternately  movable  in 
reverse  directions,  a  device  for  operating 
the  switches  to  successively  close  the  secon- 
dary and  primary  switches  in  the  order 
named  and  open  the  same  in  reverse  or- 
der, and  an  eccentric  device  driven  by  the 
engine  to  effect  the  necessary  movements 
of  said  device. 

816,846.  Carbureter  for  Petroleum  Motors. 
Ferdinand  Charron  and  Leonce  Girardot. 
Paris,  France.  Filed  Mar.  22,  1902.  Serial 
No.  99,514. 

Claim. — A  jet  or  spray  carbureter  for 
petroleum  motors,  comprising  a  carburation 
chamber  to  which  leads  the  nozzle  or  pet- 
rol-outlet nozzle  and  which  is  connected 
by  one  side  to  the  air-inlet  pipe  and  by  the 
other  side  to  the  combustible  mixture  out- 
let pipe  leadiu'-  to  the  motor,  in  combina- 
tion with  an  iris  diaphragm,  arranged  across 
the  air-stream  issuing  section  in  the  plane 
of  the  arifice  of  the  nozzle,  a  rotating  cylin- 
der which  controls  the  blades  of  the  diaph- 
ragm and  which  is  provided  with  windows 
for  the  outlet  of  the  combustible  mixture, 
a  plate  which  keeps  said  cylinder  in  posi- 
tion and  insures  a  joint  on  its  circumference 
and  a  controlling-lever  secured  to  the  cyl- 
inder outside  of  the  carbureter,  substantially 
as  and  for  the  purpose  set  forth. 

816,884.  Detachable  Pneumatic  Tire. 
Charles  S.  Scott,  Cadiz,  Ohio,  assignor,  by 
mesne  assignments,  to  The  Goodyear  Tire 
and  Rubber  Company.  Filed  Mar."  23,  1905. 
Renewed  Mar.  5,  1906.     Serial  No.  304,264. 

Claim. — 1.  The  combination  of  a  vehicle- 
wheel  rim  having  a  depressed  groove  near 
its  detaching  edge,  an  annular,  inextensible, 
detachable,  rim-flange,  having  an  inner  dia- 
meter which  permits  its  ready  passage  over 
the  outer  edge  of  the  groove,  and  a  con- 
tractible  locking-ring  which  is  passed  over 
the  outer  edge  of  the  groove  and  sprung 
into  the  groove  to  form  an  abutment  for 
the  rim-flange,   substantially  as   described. 

817,051.  Carbureter  for  Explosive  Motors 
and  Engines.  Herman  C.  Doman,  Osk- 
kosh,  Wis.  Filed  Mar.  10,  1905.  Serial  No. 
249,417. 

Claim. — 1.  A  carburetter,  comprising  a 
casing  provided  with  inner  and  outer  walls, 
said  casing  provided  with  a  central,  mixing 
or  vaporizing  chamber,  said  casing  provided 
with  a  water-jacket  formed  between  said 
inner  and  outer  walls,  said  casing  provided 
with  a  reservoir  formed  upon  the  outer  wall 
intermediate  its  ends,  a  cross-pipe  integral 
with  said  casing  and  communicating  with 
the  reservoir,  a  valve  positioned  within  said 
pipe,   a   priming-cup   depending  from   said 


78 


WANTS  AND  FOR  SALE. 

iG  cents  Der  Hoe  of  seven  words,  cash  with  order. 


V-i  OR  SALE — Marsh  Motorcycle  1905,  almost 
new,  ^110.00.  Indian  1905,  ^125.00.  Ram- 
bler 1904,  new,  ^150.00.  Rambler  1904,  ^125-00. 
Complete  stock  of  Indian  and  Rambler  parts  in 
stock.  Home  trainers  to  hire.  TIGER  CYCLE 
WORKS  CO.,  782  Eighth  Avenue,  New  York. 

T7oR  SALE — Indian  Motorcycle,  1905  model, 
fine  order,  ^125.00.  Full  line  parts  for  Indi- 
ans and  Thor  type  machines,  expert  repairing,  power 
equipped  shop.  Supplies  of  all  kinds  for  motorcy- 
clists. F.  B.  WIDMAYER  MOTORCYCLISTS' 
SUPPLY   HOUSE,    2312  Broadway,   New  York. 

ThOR  SALE — One  2-cylinder  Indian,  like  new, 
;S!25o;  one  1905  Indian  with  heavy  spokes, 
^(150;  Tandam  attachment,  Sic;  Reading  Standard 
Racer,  like  new,  $160;  Rambler  Motocycle,  new, 
^150;  Indian  Motocycle  in  good  condition,  $125. 
F.  A.  BAKER  &  CO.,  10S0-1082  Bedford  Avenue, 
Brooklyn;  20  Warren  St.,  New  York. 

"pTOR  SALE — Second-hand  motorcycles.     Send 
for  list    No.    102,    containing   70   machines, 
from  $35.00  up.     HARRY  R.  GEER  CO.,  1014 
Pine  St.,  St.  Louis,  Mo. 

pOR  SALE— United  States  Patent  No.  245,- 
236,  covering  a  practical  pump  for  auto- 
matically inflating  tires ;  no  reasonable  offer  re- 
fused. P.  J.  McGINN,  Salisbury,  Rhodesia, 
South  Africa. 

AA/'aNTED— For      cash.      Good     second-hand 
^       Motorcycles,    also    parts.      MOTOR,  Box 
635,  Lincolnton,  N.  C. 

Th  OR  SALE^I904  Rambler  Motorcylcle,    used 
one   season,   new    tires,    new    drive    chains, 
thoroughly  overhauled,  $100.      HEERMANCE  & 
GRAY,  Hudson,  N.  Y. 

TT'OR  SALE — Rambler  Motorcycle,    1904  Model, 
spring-fork      in     first      class     order,     $110. 
RAMBLER,    care    of   Bicycling    World.      P.    O. 
Box  649,  New  York, 

"p  O  R  SALE — New  Columbia  Motorcycle, 
^150;  Other  makes  at  very  low  prices. 
Home  Trainer,  built  for  racing,  strictly  accurate, 
8  laps  to  mile,  rigged  with  electric  lights,  best 
home  trainer,  ever  built,  $150.  Fine  Triplet,  like 
new,  $40.  PARK  CYCLE  CO.,  47  So. 
Washington  Sq.,  New  York  City. 

\A/ANTED — To  buy  second-hand  Indian  Motor 
cycle,   if  cheap    enough.      J.    W.    BOND, 
Columbia,  S-  C. 

T70R  SALE—  1904  Armac  Motorcycle,  first-class 
condition,  $8$;  1904  Merkel,  new  enamel, 
nickel  and  tires,  |Siio  ;  1905  Manson,  new  sprockets 
and  chains,  $125  ;  1904  Indian,  just  overhauled  at 
factory,  $145;  1905  Indian,  can  do  a  mile  in  1.20 
or  better,  $150.  GARDNER  ENGINEERING 
CO.,  472  Carroll  Ave.,  Chicago,  111. 

CATALOGUE. 

Thor  Motor  and  Parts  for  Motorcycle  and 
Hubs  and  Parts  for   Bicycle  on  application. 

AURORA  AUTOMATIC  MACHINERY  CO., 

AURORA,  ILL. 


THE  BICYCLING  WORLD 

HIGH  GRHDE 


wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 

MORSE  rSS-'e^  CHAIN 


NOISELESS  IN  MUD,  WATER  OR 
DUST   AND    ALWAYS    EASY    RUNNING 

The  only  chain  having  Frictlonless 
Rccker  Joints.  Insist  on  having  the 
Morse  Twin  Roller,  Fits  regular 
sprockets. 

Send  for  Catalogue  and 
Trade  Price  to 

Morse  Chain  Co.,  irumansburg:,  n.  y. 


BICYCLES 

AND 

SUNDRIES 

Prices  Right. 


o 
o 
k: 

o 

O    146  North  4tli  Street,  Philadelphia,  Pa. 

BICYCLES  >"  IMOTORCYCLES 

HICH-CRADE  LEADERS. 

Fowler-Manson-Sherman  Cycle  Mfg.  Co., 

45-47  Fulton  Street,  Chicaso. 

Write  for  terms. 

THE  WILSON  TRADING  GO. 

TIRES 

121  Chambers  Street,        NEW  YORK 

AUTOMOBILE 

AND 

BICYCLE  SUPPLIES 

Send  for  1906  Catalogue- 

THE  KELSEY  CO.,      Buffalo,  N.  Y. 


valve  positioned  upon  said  casing  and  nor- 
mally closing  said  outlet,  and  a  primer  for 
moving  said  valve. 

816,889.  Flexible  Tire.  Albert  V.  Stiche- 
len,  Gand,  Belgium.  Filed  Dec.  16,  1904. 
Serial  No.  237,118. 

Claim. — 1.  A  non-inflated  tire  compris- 
mg  a  cover,  a  lining  for  said  cover,  resilient 
or  sprmg  means  for  placing  said  cover  un- 
der tension,  said  lining  having  annular 
pockets  therein  and  elastically-extensible 
material  contained  in  said  pockets  and  ar- 
ranged to  be  put  under  tension  by  said 
resilient  or  spring  means. 


Forsyth  Specialties. 


No.  1 6  Brake 

with 
Metal  Sleeve. 


Attached  to  wheel  at  handle-bar  by-  clamp,  and  at  fork- 
crown  by  expansion  plug  pressed  into  crown-head.  Spoon  is 
connected  with  plug  by  taper  bolt,  and  by  turning  up  nut  plug 
is  exp  inded,  forming  secure  fastening.  We  make  spoons  w.th 
or  without  rubbers  to  fit  all  styles  of  crown.  Lots  of  these 
brakes  used.     Every  dealer  ought  to  carry  them, 

Porsyth  Mfg.  Co.,  -   Buffalo,  N.  Y. 


The  ARMAC  Chain  Drive 

that  can  be  changed  to  Belt  Drive  in  five  minute's  time? 


The  "BROWN  YIELDING  GEAR" 

permits  the  use  of  a  DIRECT  CHAIN  drive 
with  any  size  motor. 


If  It  Was  a  Chain  Drive' 
'If  It  Was  a  Belt  Drive" 


"I  Would  Order" 


DEALERS  AND  AGENT— This  question  never  looses 
a  sale  for  you  when  you  handle  the  ARMAC. 

Both  Transmssions  With  the  One  Machine  and 
SIX  CHANGES  OF  GEAR, 

Full  information  and  terms  for  the  asking, 

A.iejviA.o   adcoToie   co., 

472  Carroll  Ave.,  Chicaso. 


The  Bicycling  World 


AND  MOTORCYCLE  REVIEW. 


10 


"1A\ 


Volume  LIII. 


New  York,  U.  S.  A.,  Saturday,  April  21,  1906 


No.  4 


'FRISCO  CYCLE  TRADE  SUFFERED 


Was  in  Very  Heart  of  the  Stricken  District 
— Fisk  Suffered  Double  Loss. 


While  telegraphic  inquiries  remain  un- 
answered, there  is  practically  no  doubt  that 
in  the  appalling  disaster  that  has  befallen 
San  Francisco,  the  cycle  trade  of  the  city 
practically  has  been  obliterated.  All  of 
the  leading  dealers  and  jobbers  and  branch 
houses  were  in  the  very  heart  of  the  district 
that  felt  the  first  heavy  quake  and  that 
subsequently  was  swept  by  the  flames. 

The  Pope  Manufacturing  Co.  is  one  of 
the  concerns  that  have  received  advices 
from  the  stricken  city  and  as  its  branch 
was  totally  destroyed  there  is  small  hope 
that  any  other  of  the  establishments  have 
been  more  fortunate.  The  Pope  losses 
probably  will  prove  the  heaviest  of  any  of 
those  interested  in  the  bicycle  trade.  The 
branch  carried  an  immense  stock  of  bicycles 
and  accessories  and  its  loss  will  exceed 
$250,000. 

Among  the  other  leading  concerns  located 
in  the  affected  district  were  Baker  &  Ham- 
ilton, the  big  hardware  firm  that  dealt 
extensively  in  bicycles;  J.  W.  Leavitt  &  Co., 
the  Reading  Standard  distributors;  C.  C. 
Hopkins,  the  Indian  agent;  L.  H.  &  B.  I. 
Bill,  who  handled  the  accounts  of  the  Mor- 
row coaster  brake,  Kokomo  tires,  Solar 
lamps  and  Mossberg  bells;  Bryte,  Coates  & 
Campbell;  A.  J  Mussellman,  and  W.  B. 
Morrell. 

Practically  all  of  the  tire  manufacturers 
maintained  branches  in  the  city  and  they 
must  have  suffered  as  severely  and  as  gen- 
erally as  the  other  concerns,  all  of  their 
depots  being  located  in  the  shaken  and  fire- 
swept  zone.  The  Fisk  Rubber  Co.,  in  all 
likelihood,  suffered  a  double  disaster,  as 
last  week  their  branch  in  San  Francisco 
was  destroyed  by  fire  and  goods  had  been 
rushed  from  the  Los  Angeles  depot  to 
make  good  the  loss^ 


Extent  of  the  Call  for  Kokomoes. 

"January  and  February  of  this  year  were 
the  best  of  those  months  in  the  history  of 
the  Kokomo  Rubber  Co.,"  was  the  report  of 


David  L.  Spraker,  of  that  company,  who 
was  in  New  York  this  week.  "The  bad 
weather  during  March,  of  course,  caused  a 
slight  let-up,"  he  added,  "but  we  are  still 
working  full  force  and  full  time  to  keep 
abreast  of  the  demand  for  our  tires." 


TO*  MAKE  (SOLARS  IN  EAST 


Rubber  Goods  Reduces  Directorate. 

At  the  annual  meeting  of  the  Rubber 
Goods  Manufacturing  Co.,  held  in  Jersey 
City  last  week,  the  membership  of  the 
board  of  directors  was  reduced  from  fifteen 
to  nine.  These  were  the  directors  re-elected, 
Charles  H.  Dale,  Ernest  Hopkinson, 
Charles  A.  Hunter,  Frank  W.  Eddy,  Arthur 
L.  Kelley  and  Samuel  P.  Colt.  The  new 
members  chosen  were  Anthony  L.  Brady, 
Lester  Leland  and  John  J.  Watson,  Jr. 

The  directors  who  retired  were  Talbot 
J.  Taylor,  Edward  Lauterbach,  Harry 
Keene,  C.  J.  Butler,  M.  J.  Blanchard,  H.  O. 
Smith,  E.  J.  Coughlin,  W.  J.  Courtney  and 
J.  H.  Cobb. 

The  report  of  President  Dale  for  the 
fiscal  year  ended  March  31,  shows  an  in- 
crease in  the  surplus  over  the  preceding 
year  of  $158,477.  The  sales  of  the  company 
were  $17,662,453,  an  increase  of  $207„768. 


Rates  Reduced  on  Tires  for  Western  Points. 

The  efforts  of  the  Fisk  Rubber  Co.,  act- 
ing for  the  tire  manufacturers  generally,  to 
obtain  a  reduction  of  rates  on  rubber  tires 
to  Western  points,  has  achieved  results.  To 
Denver  and  all  points  common  thereto  and 
to  Salt  Lake  City  and  all  points  common 
to  that  city,  the  rate  has  been  lowered  to 
43J/2  cents  per  hundred  pounds. 


Splitdorf  to   Open   Uptown. 

For  the  convenience  of  the  uptown  de- 
mand, C.  F.  Splitdorf,  the  well-known  coil 
maker,  has  taken  the  lease  of  the  four-story 
building  at  1679  Broadway,  of  which  he  will 
take  possession  May  1st.  A  full  stock  of 
Splitdorf  coils  and  other  ignition  appur- 
tenances will  be  carried,  of  course. 


Pope  Additions  will  be  Big  Ones. 

The  Pope  Mfg.  Co.,  has  let  the  contracts 
for  the  additions  to  its  factory  at  Westfield, 
Mass.  One  of  them  will  be  60  by  100  feet, 
the  other,  50  by  150  feet — dimensions  that 
will  provide  lots  of  needed  "elbow  room." 


Their  Makers  Seeking  Plant  in  New  York- 
Amazing  Labor  Situation  the  Cause. 


Within  six  weeks,  the  Badger  Brass  Mfg. 
Co.  will  have  established  in  New  York  a 
factory  for  the  production  of  the  world- 
famous  Solar  lamps.  R.  H.  Welles,  treasurer 
of  the  company,  is  now  in  New  York  nego- 
tiating for  the  necessary  building.  Back  of 
the  move  is  a  situation  that  vividly  illus- 
trates the  burden  that,  on  occasion,  labor 
imposes  on  capital  and  on  the  growth  of 
an  industry.  The  largest  lamp  mak- 
ing institution  in  the  country,  the  Solar 
plant  at  Kenosha,  Wis.,  has  had  its  output 
absolutely  limited  by  the  employees,  and 
its  expansion  curtailed,  with  no  relief  in 
sight.     The  case  is  peculiar. 

To  begin  with,  the  trade  of  lamp  maker  is 
one  that  requires  skill  of  a  special  kind,  and 
the  requirements  of  the  apprentice  demands 
that  he  work  five  years  before  he  is  admit- 
ted as  a  qualified  lamp  maker.  The  work  in 
the  past  has  not  attracted  a  large  class  of 
men,  for  the  industry  was  comparatively 
small  and  the  large  majority  of  those  en- 
gaged in  it  are  foreigners,  chiefly  English- 
men. In  consequence,  when  the  production 
of  automobile  lamps  was  added  to  the  out- 
put of  bicycle  lamps  and  attained  propor- 
tions, the  Solar  lamp  makers  found  them- 
selves short-handed,  and  as  the  United 
States  immigration  laws  prohibit  the  impor- 
tation of  labor,  they  have  been  hard  put  to 
it  to  secure  anywhere  near  the  necessary 
number  of  men. 

The  Lamp  Makers'  Union  was  not  slow 
to  take  advantage  of  the  situation,  and  how 
they  have  used  it,  the  present  state  of 
affairs  bears  witness.  Too  small  as  a  union 
ta  receive  representation  in  the  national 
labor  bodies,  they  affiliated  with  the  Inter- 
national Carriage  and  Wagon  Workers' 
Association,  which  in  turn  is  a  member  of 
the  American  Federation  of  Labor. 

The  business  of  the  Badger  Brass  Manu- 
facturing Company  has  grown  by  leaps  and 
bounds.  When  they  had  scoured  the  coun- 
try over  and  secured  all  the  lamp  makers 
possible  they  were   still   confronted  by  ^ 


88 


THE  BICYCXING  WORLD 


large  deficiency  of  labor,  with  orders  pour- 
ing in  on  all  sides,  and  in  this  dilemma  set 
about  for  ways  and  means  of  extricating 
themselves  from  it. 

Conference  with  the  local  union  followed. 
As  the  company  had  every  disposition  to 
comply  with  all  reasonable  demands  of  their 
men,  the  upshot  was  that  it  finally  offered 
to  employ  for  fifty  weeks  during  the  year 
every  lamp  maker  it  could  secure,  or  that 
the  union  could  secure  for  it,  executing  a 
bond  to  each  individual  man  that  it  would 
carry  out  its  part  of  the  contract.  In  con- 
sideration of  this,  they  asked  that  the  union 
would  permit  them  to  employ  tinsmiths,  or 
"tinners"  as  they  are  called,  for  such  por- 
tions of  the  work  as  they  could  do,  and  in 
excess  of  what  the  lamp  makers  themselves 
could  do.  The  local  union  refused.  The 
company  inquired  if  there  was  any  appeal 
and  were  referred  to  the  International  Car- 
riage and  Wagon  Workers'  Association. 
To  this  body  it  repeated  its  offer,  presented 
the  case  as  strongly  as  it  could,  urged  its 
fairness  and  its  disposition  towards  the 
men,  but  all  to  no  avail.  Finally,  determin- 
ing to  follow  the  matter  to  the  end,  it  again 
inquired  if  there  was  any  higher  authority 
to  whom  an  apepal  could  be  made,  and 
was' referred  to  Samuel  Gompers,  President 
of  the  American  Federation  of  Labor.  To 
him,'  at  his  headquarters  in  Washington, 
Treasurer  Welles,  of  the  Badger  Brass 
Manufacturing  Company,  went  last  week, 
again  presented  the  entire  case  and  was 
informed  by  Mr,  Gompers  that  he,  the  sup- 
posed head  of  the  labor  organizations  in 
the  United  States,  had  no  authoritiy  to  in- 
struct, and  could  only  "recommend." 

This  is  the  sitviation  as  it  stands  to-day, 
and  the  unique  spectacle  is  presented  of 
an  American  manufacturer  limited  in  his 
growth  and  output  by  his  employees  who, 
not  satisfied  with  having  all  the  work  that 
they  and  their  fellows  can  do,' refuse  to  per- 
mit other  men  to  obtain  remunerative  em- 
ployment. It  is  not  a  pleasant  conclusion 
that  this  dog-in-the-manger  action  of  the 
labor  leaders  leads  to,  and  is  one  of  the 
things  that  tempt  the  average  man  to  ques- 
tion the  sincerity  of  their  motives  and  the 
purity  of  their  intentions. 


IMPRESSED   BY   SOUTH 


New    Yorker    Found    Cycling    Very    Much 
Alive — His  Interesting  Observations. 


Associations  that  Fine  Absentees. 

Both  the  Cycle  Manufacturers'  Associa- 
tion and  the  Cycle  Parts  and  Accessories 
Association  included  in  their  by-laws  a 
stipulation  that  emphasizes  the  importance 
of  attending  meetings.  Absence  carries 
with  it  a  fine  of  $10,  a  wholesome  tax  that 
makes  makes  for  not  only  full  attendance, 
but  prevents  the  interest  from  becoming 
restricted  to  the  "certain  few." 


The  Retail    Record. 

Green  Bay,  Wis. — ^^Matt  Anheuser,  new 
store. 

Decatur,  111. — J.  Saunders,  new  store  at 
614  East  Eldorado  street. 

Riverside,  •  Cal.— Riverside  Cycle  and 
Sporting  Goods  Co.,  moved  from  860  Main 
Street  to  960  Main  street, 


Pneumonia  sometimes  has  its  reward.  In 
the  case  of  Frank  B.  Widmayer,  the  well- 
known  New  York  dealer,  the  reward,  if  such 
it  may  be  termed,  was  in  the  nature  of  a 
three  months'  sojourn  in  balmy  climates. 
After  Widmayer  got  well  he  decided  to  get 
"weller"  by  going  to  Florida.  He  returned 
this  week,  after  a  leisurely  homeward  jour- 
ney,   and    as    he    kept    his    eyes    open    for 


F.    B.   WIDMAYER    IN- A   "  NIGGER  MOBILE." 

bicycles  and  motorcycles  in  the  several 
places  in  which  he  stopped,  his  observations 
are  full  of  interest. 

In  Ormond,  Daytona,  Palm  Beach  and 
St.  Augustine,  where  the  winter  vacationists 
are  most  numerous,  Widmayer  was  greatly 
impressed,  not  only  by  the  number  of  bicy- 
cles used  by  wealthy  visitors  from  the 
East,  but  by  a  considerable  sprinkling  of 
tricycles  ridden  by  elderly  men  and  women. 
The  wheel  chair,  or  "niggermobile,"  as  it 
is  sometimes  playfully  dubbed,  is  conspicu- 
ous, of  course,  but  the  motor  tricar  is  find- 
ing its  way  into  the  resorts  and  with  its 
much  wider  radius  bids  fair  to  gain  increas- 
ing favor,  several  new  shell  -  roads  having 
been  built,  among  them  the  20  mile  stretch 
from  Ormond  to  New  Symrna,  Fla.,  to  say 
nothing  of  the  superb  beaches. 

The  shell  roads  of  the  South  quite  took 
Widmayer's  fancy  as  also  was  the  case 
with  the  natural  marl  rf^oHs  which  resemble 
macadam,     In  wet  weather,   however,   the 


marl  highways  are  as  slippery  as  grease 
and  make  treacherous  going  for  rubber 
tired  vehicles. 

The  New  Yorker's  homeward  peregrin- 
ations took  him  into  Jacksonville,  Savan- 
nah, Charleston  and  Washington  and  in 
each  place  he  found  small  evidence  of  the 
so-called  decline  of  cycling.  Bicycles  are 
everywhere  and  motorcycles  are  making 
marked  inroads.  Everyone  seems  to  use 
one  or  the  other,  all  of  the  storekeepers 
employing  bicycles  to  deliver  their  small 
orders.  The  number  of  apparently  _  pro.Sr 
perous  cycle  stores,  and  the  large  stocks 
they  carried  and  the  proportion  of  chainless 
and  high  grade  bicycles  generally-  in  use 
being  things  that  caused  Widmayer's  eyes 
to  open  wide.  One  Southern  dealer  told 
him  that  already  this  season  he  had  dis- 
posed of  250  bicycles. 

It  was  in  Washington,  however,  that 
Widmayer  obtained  his  most  favorable  im- 
pressions. As  is  always  the  case  with  the 
man  really  interested  in  cycling,  that  city 
of  magnificent  distances  and  wide,  asphalted 
streets,  makes  him  term  it  the  "cyclists' 
paradise,"  and,  of  course,  there  are  bicycles 
and  motorcycles  a-plenty  and  even  a  few 
tricycles  of  each  variety  in  use,  and  these 
are  greatly  employed,  not  only  for  pleasure 
but  for  mail  collecting  and  for  delivery 
purposes  of  all  sorts.  The  Washington 
bicycle  police  squad  of  some  70  men  is  in 
itself  worth  seeing.  They  constitute  a. fine 
looking,  well  equipped  body  and  they  seem 
omnipresent  and  always  "on  the  job."  There. 
is  not  much  scorching  in  Washington  and 
there  are  no  bicycles  being  used  without 
lamps,  bells  or  horns.  The  cops  themselves, 
are  all  mounted  on  high  grade  bicycles 
equipped  with  coaster  brakes  and  provided 
with  speedometers.  Widmayer  says  that 
in  the  capitol  he  saw  more  motorcycles  in 
use  in  the  business  sections  during  business 
hours  than  he  ever  saw  anywhere  else.  They 
all  display  a  license  tag,  as  "192  D.  C," 
while  all  the  automobiles  carry  three  tags, 
viz.:  "D.  C.,'"  "Va."  and  "Md.,"  the  F.  A.  M. 
having  had  motorcycles  exempted  from  the 
automobile  laws  of  the  two  States. 

Widmayer,  who  is  an  Indian  agent,  avers 
that  every  cyclist  with  whom  he  came  in 
contact  is  either  about  to  acquire  a  motor- 
cycle or  is  "saving  up"  to  buy  one. 


All  a  Case  of  Hope. 

Hope  Brothers  is  the  title  of  a  firm  of 
cycle  agents  on  the  other  side  who  have 
recently  undertaken  to  sell  bicycles  on  the 
installment  plan,  which  the  Britisher  very 
appropriately  terms  "deferred  payments." 
That  official  mouthpiece  of  the  Hibernian 
branch  of  the  trade,  the  Irish  Cyclist,  facet- 
iously remarks  that  some  of  the  purchaser.? 
will  be  living  on  Hope. 


To   Remove   Rusted  Screws. 

>  One  method  of  removing  a  rusted  screw 
is  to  apply  a  red-hot  iron  to  the  top  so  a^ 
to  heat  it  and  immediately  wse  screw-driver 


THE  BICYCLING  WORLD 


89 


FACTORS   AFFECTING   CURRENT 


Why    Some    Batteries    are    Short    Lived — 
How  to  Measure  Capacity  of  Coil. 


One  of  the  things  that  sometimes  causes 
the  new  owners  of  two-cylinder  motor 
bicycles  to  do  a  tall  amount  of  thinkintj 
and  no  little  cussing  during  the  early  days 
of  their  new  possession,  is  due  *to  the  dry- 
battery.  Two  hundred  miles  riding  is  not 
sufficient  to  affect  the  battery  in  any  man- 
ner, and,  judging  from  their  experience 
with  the  single  cylinder  machines  these 
riders  rarely  suspect  battery  trouble.  They 
set  about  seeking  some  other  cause  of  the 
defection  and  it  is  not  until  everything  else 
has  been  tried  and  found  not  wanting  that 
the  battery  receives  their  attentioti. 

At  first  sight  it  would  seem  ridiculous 
that  a  battery  which  will  stand  anywl  ere 
from  1,000  to  2,000  miles  riding  on  a  single 
cylinder  machine,  should  show  s'gus  of 
weakness  at  the  end  of  two  centuries  merely 
on  account  of  the  extra  cylinder;  it  should 
at  least  do  half  as  much.  But  this  form  of 
reasoning  from  the  battery  to  the  nuniher 
of  cylinders  and  back  again  gives  a  result 
that  has  little  or  no  bearing  on  the  actual 
result.  It  is  not  so  much  the  fact  that  the 
battery  is  called  upon  to  do  twice  ai  much 
work;  it  is  compelled  to  do  it  in  the  same 
space  of  time  and  is  given  scarcely  any  op- 
portunity whatever  to  recuperate.  While 
it  may  seem  to  be  impossible  that  the 
hardly  appreciable  interval  between  the  e.x- 
plosions  of  a  single  cylinder  motor  running 
at  the  rate  of  1,500  to  2,000  revolutions  per 
minute,  should  be  sufficient  to  permit  the 
battery  to  recuperate,  experience  shows  that 
they  are  sufficient  and  that  a  dry  battery 
used  on  such  a  machine  will  give  satisfac- 
tory service  over  an  extended  period. 

Polarization,  as  is  quite  generally  known, 
consists  of  the  generation  of  a  quantity  of 
hydrogen  gas  too  great  for  the  depolarizing 
agent  of  the  dry  cell — manganese  dioxide, 
to  throw  off  and  the  bubbles  of  gas  com- 
pletely cover  and  effectively  insulate  the 
carbon  plate  from  the  active  solution.  By 
the  addition  of  a  second  cylinder,  the  num- 
ber of  explosions  becomes  the  same  as  the 
turns  per  minute,  and  even  taking  1,000 
revolutions  per  minute  as  the  average  speed 
of  the  motor  up  hill  and  down  dale,  this 
means  1,000  sparks  per  minute,  or  one  for 
every  six-hundredths  of  a  second,  which  is 
practically  equivalent  to  putting  the  battery 
on  a  continuous  short  circuit. 

This  is  a  form  of  service  that  the  dry 
cell  is  not  equipped  for  and  the  result  is 
that  it  apparently  gives  up  the  ghost  in  a 
very  short  time;  it  is  not  equal  to  the  de- 
mands made  upon  it.  A  motorcyclist  who 
recently  became  the  possessor  of  a  two- 
c/linder  machine  went  through  this  experi- 


ence and  it  puzzled  him  considerably  to 
locate  the  trouble,  which,  however,  was 
finally  traced  to  the  battery.  But  as  pro- 
viding new  sets  of  cells  did  not  remedy  the 
difficulty,  each  one  going  the  way  of  its 
predecessors  in  about  the  same  length  of 
time,  the  dry  cell  was  discarded  altogether 
-nd  a  set  of  accumulators  installed  in  its 
place  with  the  result  that  the  motorcyclist 
is  once  more  care-free.  Where  the  dry 
cells  were  wont  to  "lay  down"  at  the  end 
of  200  miles,  the  accumulators  are  good  for 
almost  2,000. 

There  are  other  elements,  however,  that 
enter  into  the  question  besides  the  form  of 
battery.  First  of  these  is  the  coil;  if  it  be 
not  properly  designed  for  the  work  itiis 
intended  to  perform  it  will  be  wasteful  of 
current  and  will  use  up  the  battery  much 
quicker  than  the  right  coil  for  the  place, 
but  so  far  as  this  essential  is  concerned,  the 
motorcyclist  has  little  to  say  in  the  matter. 
That  is  something  for  the  builder  ot  the 
machine  to  settle  with  the  coil  maker  and 
the  buyer  of  the  motor  bicycle  has  to  abide 
by  his  decision.  Undoubtedly  the  coils 
with  which  high  grade  machines  are  equip- 
ped are  the  best  to  be  had  in  the  market, 
'.ut  the  best  coil  ever  made  will  not  operate 
efficiently  unless  the  contact  breaker  is 
properly  adjusted  and  this  is  a  matter  that 
lies  entirely  with  the  rider  of  the  machine. 
Half  a  turn  of  the  adjusting  screw  will 
frequently  mean  dividing  the  current  con- 
sumption in  half  and  considerably  less  than 
this  will  frequently  be  all  that  is  required 
to  arrive  at  the  correct  point.  This  adjust- 
ment may  be  made  by  turning  the  screw 
back  and  forth  slowly  while  the  machine  is 
running  on  the  stand  and  the  difference  in 
the  working  of  the  motor  will  be  very  ap- 
parent. A  test  to  ascertain  how  much  cur- 
rent is  being  used  by  the  coil  may  be  made 
very  conveniently  at  the  same  time  with  the 
aid  of  a  pocket  ammeter  or  "battery  tester." 
Do  not  attempt  to  use  a  voltmeter  for  the 
purpose  under  the  impression  that  both 
"measure  electricity,"  for  a  voltmeter  read- 
ing would  be  meaningless,  as  the  instru- 
ment only  records  pressure  and  not  quan- 
tity of  current  passing.  An  ammeter  must 
have  all  the  current  passed  through  it  that 
is  to  be  measured  and  to  accomplish  this 
end,  it  must  be  connected  in  the  circuit  in 
series.  To  do  this  remove  one  of  the  ter- 
minals from  the  contact  breaker  and  con- 
nect to  one  of  the  terminals  of  the  am- 
meter; connect  the  other  terminal  of  the 
ammeter  to  the  binding  screw  of  the  con- 
tact breaker  from  which  the  wire  has  just 
been  detached  and  the  instrument  will  then 
form  a  link  in  the  circuit  through  which  the 
current  must  pass  in  order  to  go  through 
the  coil.  Run  the  machine  on  the  stand  at 
a  good  rate  of  speed  and  the  reading  of  the 
instrument  will  not  be  difficult  to  take;  if 
the  machine  be  run  too  slowly  the  pointer 
will  have  an  opportunity  to  drop  back  some- 
what before  the  ne.xt  spark  and  on  this 
account  will  vibrate  tQ  gP^ll  f^fl  ?^ten^  that 


even  a  fairly  accurate  reading  will  be  out 
of  the  question.  With  the  motor  turning 
at  a  high  rate  of  speed  the  hand  will  remain 
almost  stationary  and  the  effect  of  adjust- 
ment of  the  contact  screw  will  at  once  be 
visible  in  the  changed  position  of  the 
pointer. 

A  well  designed  coil  running  under  fav- 
orable conditions  should  not  consume  much 
more  than  half  an  ampere,  or  between  that 
and  one  ampere,  and  an  increase  in  the 
speed  of  the  motor  should  be  responsible 
for  but  a  very  slight  upward  movement  of 
the  hand.  By  favorable  conditions  is  meant, 
principally  the  state  of  the  contact  breaker. 
If  the  ammeter  reading  should  be  two  or 
three  amperes,  adjustment  of  the  screw  will 
be  sufficient  to  remedy  the  difficulty  if, 
nothing  else  be  amiss.  Should  this  not  be 
the  case  take  the  contact  breaker  down. 
See  if  the  end  of  the  platinum  point  on  the 
screw  has  become  carbonized  and  if  such 
be  the  case,  take  a  piece  of  emery  cloth  and 
brighten  it,  using  the  abrasing  sparingly, 
however,  for  platinum  is  worth  more  than 
its  weight  in  gold.  If  the  other  point  looks 
black,  give  it  the  same  treatment.  Note 
whether  the  cam  and  spring  of  the  contact 
breaker  are  worn  much  and  adjust  them 
accordingly.  When  neither  cleaning  nor 
adjustment  prove  sufficient  to  bring  the  am- 
meter reading  down  below  one  ampere,  in 
all  probability  parts  of  the  contact  breaker 
will  need  replacement,  and  should  even  the 
latter  not  be  instrumental  in  bringing  about 
a  better  result  after  painstaking  efforts  at 
testing,  the  fault  may  be  ascribed  to  the 
■coil.  One  thing  is  certain,  no  dry  cell  can 
withstand  the  demands  of  an  ignition  sys- 
tem that  calls  for  an  output  of  in  excess 
of  one  or  one  and  a  half  amperes  steadily. 
The  best  automobile  coils  are  set  to  run  on 
a  consumption  of  one-quarter  to  one-half 
an  ampere  of  current  and  there  seems  to  be 
no  reason  why  the  coil  of  the  motor  bicycle 
should  require  more. 


G  &  J  to  have  New  York  Branch. 

The  G  &  J  Tire  Co.  are  about  to  establish 
a  branch  of  their  own  in  New  York  at  10 
West  Sixtieth  street.  Arthur  T.  Smith  will 
be  in  charge.  Heretofore  the  G  &  J  in- 
terests have  shared  the  Hartford  Rubber 
Works's  branch. 


Prince   Wells   now   a   Company. 

Prince  Wells,  the  veteran  Louisville 
(Ky.)  dealer  has  become  a  corporation — the 
Prince  Wells  Co.,  with  $5,000  capital  and 
a  $3,000  debt  limit.  Prince  Wells,  H.  L. 
Wells  and  M.  Ehrle  are  named  as  incor- 
porators. 


Single  Tube  Goes  Down  Broadway. 

The  office  of  the  Single  Tube  Automobile 
&  Bicycle  Tire  Co.  has  been  removed  to  42 
Broadway,  New  York.  It  was  previously 
located  in  the  pQ-stal  Teleg;raph  BuHding. 
at  253  Broadway^ 


90  THE  BICYCLING  WORLD 


A5  EACH  SEASON  ROLLS  AROUND 

it  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever. 

National   Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who  knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid  record 
of  the  National  on  road  and  track,  and  year  after  year. 

*'A  National  Rider  is  Proud  of  his  flount,'*  is  an  old  adage." 

It's   still  trite   and    true.      If   not    familiar  with  our    latest 

models,  we'll  gladly  inform  you  regarding  them. 


JJ  we  are  not  represented  in  your  locality  we  will  be  glad  to  hear  from    YOU. 


NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  flaintenance  of theeverrSle 

Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chicopee   Falls,  Mass. 


THE  BICYCLING  WORLD 


91 


-THE 


fOUNDED, 

^^AWOCYCLE  REVIEW**®*. 

Published  Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


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JSntered  as  second-class  matter  at  the  New  York, 
N.   T.,   Post  Office,   September,   1900. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and   its  branches. 

4#'Change  of  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding  the   date   of   publication. 

g:^Members  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York;  our  facilities  and 
Information  will  be  at  their  command. 


To   Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 


New  York,  April  21,  1906. 

San  Francisco. 
In  the  face  of  disaster  of  such  magnitude 
and  nature  as  that  which  has  befallen  San 
Francisco,  words  seem  vain.  But  wherever 
there  is  human  feeling,  hearts  must  throb 
with  acutest  sympathy  and  hands  must  itch 
to  give  according  to  their  means.  There  are 
cyclists  and  cycling  interests  in  the  stricken 
city.  Both  have  suffered  sorely.  The  fact 
is  sufficient  to  rekindle  quickly  that  "free- 
masonry of  cycling,"  supposed  to  be  well 
nigh  extinct,  of  which  the  token  was  a 
desire  to  extend  the  helping  hand  and  to 
cheer  the  brother  in  distress.  San  Francisco 
may  have  fallen,  but  San  Francisco  will 
arise. 


The  Time  of  Over-doing. 

This  is  the  season  of  the  year  when  the 
cyclist  is  prone  to  sally  forth  on  his  bicycle, 
and  return  after  a  more  or  less  protracted 
ride,  pretty  well  fagged,  if  he  be  an  enthu- 
siast, or  thoroughly  "done  up"  and  with  the 
opinion  that  cycling  is  not  all  he  had  again 
brought  himself  to  believe,  if  he  is  one  of 
the  backsliders  who  had  after  a  year  or 
term  of  years  "resurrected"  himself  and  his 
machine,  determined  to  ride  as  once  was  his 


wont.  It  is  the  time  when  the  balmy  air 
and  sunlight  skies  tempt  to  overdoing.  And 
he  who  all  the  winter  has  kept  himself 
cooped  up  within  four  walls,  only  breathing 
in  a  little  fresh  air  now  and  then  as  he 
goes  to  and  from  his  work,  is  so  beguiled 
by  the  invitation  of  spring,  that  he  starts 
out  with  all  the  vigor  of  former  ex- 
periences spurring  him  on,  well  pleased 
with  himself  and  better  pleased  with  the 
world,  and  rides,  not  wisely,  but  too  far. 

For  it  is  to  be  remembered  that 
the  muscles  which  have  been  idle  for 
so  long  are  not  as  robust  as  they  were  when 
the  last  riding  season  found  the  century 
mark  easily  passed  and  without  undue 
fatigue.  They  are  flabby  and  the  blood 
which  is  their  vitality,  is  less  potent  and  less 
vivifying  than  formerly,  so  that  more  of  it 
must  be  circulated  in  a  given  time  in  order 
to  infuse  the  same  amount  of  energy  into 
the  system.  This  being  the  case,  weariness 
comes  all  the  sooner,  and  the  result  is  a 
stiffness  of  muscles  and  staleness  of  feel- 
ing that  is  anything  but  exhilirating. 

Hence,  the  great  tendency  is  to  overdo 
unwittingly  under  the  exciting  stimulus  of 
the  atmosphere  and  the  pleasurable  exercise 
of  riding,  and  not  to  realize  what  harm  is 
being  done  until  it  is  too  late  to  prevent  the 
after  effects  of  stiffened  limbs  and  aching 
joints.  And  yet,  these  and  the  other  un- 
pleasant sensations  which  so  frequently 
accompany  the  first  ride,  are  absolutely  un- 
necessary, and  are  simply  the  result  of  lack 
in  judgment,  and,  to  a  certain  extent,  lack 
of  self-control  as  well. 

The  essential  thing  in  the  first  few  rides 
is  not  to  overdo,  to  ride  only  until  the  first 
signs  of  weariness  are  felt,  and  then  to 
stop  and  rest,  or  even  to  set  aside  the 
machine  until  another  day.  Ten  miles,  or 
twenty  miles,  is  much  wiser  at  this  time 
than  double  those  distances.  The  second 
ride  should  follow  as  soon  after  the  first 
as  possible,  so  that  the  beneficial  effects  of 
the  former  may  be  strengthened  and  added 
to  by  the  latter,  and  the  system  thus  grad- 
ually accustomed .  to  the  new  method  of 
action,  and  without  undue  fatigue.  The  old 
idea  of  working  down  stiff  muscles  by  put- 
ting them  to  further  use  of  the  sort  which 
has  tired  them  is  all  well  and  good — if  it 
be  not  carried  to  extremes.  Probably 
nothing  will  limber  up  the  body  which  is 
benumbed  from  a  ride  as  quickly  and  as 
effectively  as  another  ride.  But  if  the  sec- 
ond is  carried  to  an  excess,  the  ultimate 
result  may  be  worse  than  would  have  been 


the  case  had  the  first  attempt  been  followed 

by  a  period  of  complete  idleness. 

In  this,  as  in  all  the  other  things  of  life, 
the  doctrine  of  moderation  carries  with  it 
all  the  tenets  of  successful  achievement. 
But  with  this  must  also  a  certain  persist- 
ancy,  a  willingness  to  repeat  the  first  at- 
tempt, and  to  ride  a  little  at  a  time,  when 
that  little  may  seem  hardly  worth  while  in 
considering  what  might  be  done  at  the  ex- 
pense of  subsequent  physical  torture,  until 
the  body  has  been  accustomed  by  slow  and 
easy  stages  to  the  new  requirements  and 
has  developed  its  former  vigor.  For,  to 
paraphrase  the  old  adage,  "We  seldom  re- 
pent of  riding  too  little,  but  often  of  riding 
too  much." 


Chance  for  a  Philanthropist! 

There  are  two  kinds  of  philanthropists; 
one  kind  does  things,  and  the  other  kind 
tells  the  first  kind  how  to  do  them.  A  mem- 
ber of  the  latter  division  having  become 
interested  in  the  progress  of  the  ride-a- 
bicycle  campaign,  and  also  having  observed 
how  many  old  bicycles  are  cast  up  on  dump 
heaps  and  sold  to  the  junk  man  annually, 
has  conceived  the  idea  that  it  would  be 
a  mighty  good  scheme  for  a  philanthropist 
of  the  first  class  to  set  himself  to  it  and  buy, 
beg,  steal  or  borrow  all  the  relics  which 
yearly  are  thrown  to  the  dum-dums,  and 
after  expending  a  small  amount  of  capital 
upon  them,  donate  them,  revamped  and  re- 
varnished,  to  the  children  of  the  poor,  virho 
are  willing— even  anxious  to  ride,  but  have 
not  the  wherewithal  to  purchase  a  wheel. 

It  is  a  "bully  good  idea,"  without  doubt, 
but  one  thing  is  lacking  to  the  probability 
of  its  ever  being  brought  to  a  practical 
conclusion,  and  that  rests  upon  the  difficulty 
of  finding  the  much  needed  philanthropist 
of  the  first  class.  For  strange  as  it  may 
seem,  while  those  of  the  second  class  are 
to  be  found  in  plenty  at  any  time  and  in 
every  place,  their  brethren  of  the  first  order 
are  scarcer  than  false  teeth  on  a  back 
sprocket,  and  hardly  more  to  be  relied  upon 
when  it  comes  to  a  test  of  dependability. 


The  long  list  of  outdoor  events  already 
announced  testifies  strongly  that  there's 
lots  of  life  in  the  old  sport  yet.  If  such 
an  impressive  list  were  coupled  with,  say 
automobiling  or  golf,  or  even  pugilism, 
the  editors  who  sniff  at  cycling  would  be 
penning  sermons  about  the  remarkable 
vitality  of  the  particular  sport,  as  was  their 
wont  when  cycling  was  a  rank  craze  and' 
not,  as  now,  a  sane  and  established  pastime. 


n 


THE  BICYCLING  WORLD 


GLOBE   GIRDLERS'   ROUTE 


The   Venturesome   Illinois   Cyclists   Map   a 
Route  Promising  Interest  and  Excitement. 


Lester  R.  Creutz  and  George  E.  Holt,  the 
Moiine  (Hi.)  riders  who  are  bent  on  cir- 
cumcycling  the  globe,  have  definitely  plot- 
ted the  route  they  will  follow.  Both  are 
natives  of  the  Middle  West  and  when  not 
othervvise  engaged  pursue  the  prosaic  vo- 
cations of  teaching  the  young  idea  how  to 
shoot,  and  writing  for  the  press.  They  will 
leave  their  home  town  some  time  in  June 
and  before  returning  to  it  again  expect  to 
cover  about  50,000  miles,  of  which  some- 
thing like  30,000  miles  will  be  done  a-wheel. 
The   start   will   be   made   from   New   York, 


Venice,  the  gondola  city  and  other  points 
of  interest,  to  Berne,  Switzerland.  -From 
Berne  the  route  will  lead  eastward  to 
Vienna,  Austria,  and  thence  south  again 
through  Austria,  Roumania,  Servia,  Bul- 
garia and  Turkey  to  Greece.  A  consider- 
able length  of  time  will  be  spent  in  Greece 
because  of  its  great  historical  and  myth- 
ological interests.  From  Greece  the  Med- 
iterranean will  be  crossed  and  the  land  of 
the  Pharoahs  visited.  A  trip  up  the  sacred 
Nile  will  be  only  one  of  the  many  features 
of  the  Egyptian  itinerary — Karnak,  the 
great  Assuan  dam',  the  Pyramids  and  Sphinx 
— all  will  contribute  their  share  of  pleasure 
and  instruction. 

Returning  to  Cairo,  the  cyclists  will  go 
eastward  to  the  Holy  Land  and  the  inajiy 
places  of  biblical  interest  will  be  seen.  A 
trip  by  boat  down  the  Red  Sea  will  be  the 


FIXTURES 


whence  a  steamer  will  take  them  to  Liver- 
pool, at  which  point  the  bicycle  journey  will 
actually  begin.  Scotland,  Ireland  and 
Wales  will  be  the  first  steps,  covering  Eng- 
land incidentally  and  returning  to  their  first 
landing  place — Liverpool,  from  which  a 
steamer  will  be  taken  to  the  Continent,  and 
for  the  long  ride  to  Stockholm  in  Sweden, 
through  Belgium,  Holland  and  Denmark 
the  equipment  will  be  reduced  to  a  mini- 
mum. 

From  Stockholm  the  travelers  will  go 
to  St.  'Petersburg,  Russia,  if  the  condition 
of  the  Czar's  empire  is  such  as  to  make  the 
trip  safe  or  feasible.  From  St.  Petersburg 
the  itinerary  will  lead  in  almost  a  straight 
line  southwest  through  Germany,  France 
and  Spain,  keeping  the  cyclists  just  ahead 
of  approaching  winter.  About  the  first  of 
next  year  they  will  probably  find  them- 
selves in  North  Africa.  Conditions  among 
the  natives  will,  to  a  large  extent,  govern 
the  itinerary  through  Tropoli,  Algeria  and 
Morocco.  Just,  at  present  the  Mohamme- 
dans are  up  in' arms  in  Morocco  and  a  white 
man  is  scarcely  safe.  It  is  possible  that  the 
Molineans  may  join  one  of  the  huge  cara- 
vans consisting  of  hundreds  of  camels,  and 
cross  the  great  Sahara  desert  to  Timbuctoo, 
and  return.  At  any  rate,  the  approach  of 
spring  will  find  them  ascending  the  Italian 
peninsula,  having  visited  Sicily  with  its 
Mt.  Etna  and  other  attractions. 

North  through  Italy,  the  picturesque,  the 
tourists  will  go,  taking  Naples,  Mt.  Vesu- 
vius, Pompeii  and  Herculaneum,  Rome,  the 
"Eternal   City,"  Genoa,  of   Columbus  fame. 


next  step  in  the  trip,  with  landings  at 
Mocha  and  other  ports.  From  Mocha, 
boat  will  be  taken  around  the  Arabian 
peninsula  to  a  Persian  port  and  from  this 
point  the  travelers  will  again  depend  upon 
their  wheels.  Around  the  Indian  peninsula, 
touching  at  Bombay,  Calcutta  and  Madras, 
they  will  wheel,  including  a  tour  of  the  Is- 
land of  Ceylon.  Shortly  after  leaving  Cal- 
cutta the  region  of  Kipling  will  be  reached, 
Rangoon,  Mandalay  and  other  cities  in  Bur- 
mah.  After  endeavoring  to  locate  the  iden- 
tical "pagoda  lookin'  eastward  to  the  sea," 
and  perhaps  the  "Burmah  girl  a-settin',  the 
tourists  will  wheel  southward  down  the 
Malay  peninsula — through  Lower  Burmah 
and  Siam,  to  Singapore — probably  the  most 
cosmopolitan  city  in  the  world:  Kipling 
himself  has  said  that  every  nation  of  the 
world  has  its  representatives  among  the  in- 
habitants of  Singapore.  From  this  city 
Sumatra  and  Borneo  will  be  visited  after 
which  boat  will  be  taken  for  Manila.  After 
learning  the  conditions  under  which  Uncle 
Sam's  black  babies  are  learning  their  ABC 
of  self-government,  a  trip  will  be  made 
through  Japan  from  whence  a  steamer  will 
be  taken  to  Hawaii  and  from  there  to  San 
Francisco.  The  extended  wanderings  of 
the  tourists  and  the  many  countries  tra- 
versed by  them  in  the  course  of  their  tour 
are  outlined  on  the  accompanying  map. 


"Motorcycles:  How  to  Manage  Them." 
Price,  50c.  The  Bicycling  World  Co.,  154 
Nassau  Street,  New  York. 


April  21— Frankford,  Pa.— North  East 
Wheelmen's  Racing  Association  race  meet 
at  Kensington  track. 

April  22— Valley  Stream,  L.  I.— Roy 
Wheelmen's  five  mile  road  race  for  club 
championship;  closed. 

May  6 — Camden,  N.  J. — Atlantic  Wheel- 
men's sixty-mile  road  race  to  Atlantic  City; 
open. 

May  13— Valley  Stream,  L.  I.— Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed.  ,       I  ^i: 

May  30 — Spokane,  Wash. — Spokane  Ama- 
teur  Athletic    Club,   track   and   road   races. 

May  30 — Newark,  N.  J.— Eighteenth  an- 
nual Irvington-Milburn  twenty-five-mile 
handicap  road  race;  open. 

May  30— Salt  Lake  City,  Utah.— Opening 
race  meet  Salt  Palace  saucer,  and  annual 
twenty-five-mile  road  race. 

May  30— Atlantic  City,  N.  J.— Atlantic 
Wheelmen's  twenty-five  mile  road  race  on 
Pleasantville-May's  Landing  course;  open. 
May  30 — Grand  Rapids,  Mich. — Grand 
Rapids  Bicycle  Club's  fifteen-mile  handicap 
road  race;  open. 

May  30 — Chicago,  111.— Century  Road 
Club  Association's  annual  twenty-five-mile 
handicap  road  race;  open. 

May  30 — New  York  City. — New  York 
Motorcycle  Club's  annual  hill-climbing  con- 
test; open. 

May  30 — Newark,  N.  J. — Vailsburg  board 
track  meet. 

June  10— 'Valley  Stream,  R.  I.— Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

June  17 — Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  twenty-five-mile 
handicap  road  race;  open. 

July  8 — Valley  Stream,  L.  I. — Century 
Road  Club  of  .America's  ten-mile  road  race. 

July  S^Valley  Stream,  L.  I. — Roy 
Wheelmen'-s  twenty-mile  handicap  race; 
closed. 

July  29-August  5 — Geneva,  Switzerland — 
World's  championships. 

August  12 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  tv/enty-five-mile  handicap  road 
race;  closed. 

August  26 — Century  Road  Club  of  Amer- 
ica's fifteen-mile  handicap  road  race;  open. 

September  3 — Brooklyn,  N.  Y. — Century 
Road  Cliib  of  America's  annual  twenty-five- 
mile  handicap  Coney  Island  Cycle  Path 
race;  open. 

September  9 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  fifty-mile  handicap  road  race; 
closed. 

September  16 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  one  hundred  mile 
record  run. 

November  29 — Century  Road  CKib  of 
America's  fifty-mile  handicap  road  race; 
open.  ,  , 


THE  BICYCLING  WORLD 


9.1 


WAS   EASY   FOR  WALTHOUR 


Runs  Away  from  Fellow  Voyager  in  First 
Race — New  Pro's  Make  Debut. 


Robert  J.  Walthour,  of  Atlanta,  Ga , 
demonstrated  that  he  had  not  gone  stale 
from  a  double  season's  sojourn  on  the  con- 
tinent as  many  had  supposed,  at  the  open- 
ing race  meet  of  the  season  at  Revere 
Beach  track,  Boston,  Mass.,  Thursday 
afternoon  of  this  week.  The  champion 
pace  follower  of  the  world  rode  in  true 
winning  style  and  defeated  Tommy  Hall, 
England's  finest,  and  Menus  Bedell,  of 
Newark,  N.  J.,  who  but  broke  into  the  pace 
following  game  last  season,  in  a  25  mile 
paced  race.  Walthour  trounced  the  little 
Briton  by  19  laps,  or  2^/^  miles  and  the  erst- 
while Long  Islander  was  not  one  mile  be- 
hind Hall.  The  time  was  37  minutes  J/^ 
seconds.  Approximately  5,000  people  wit- 
nessed the  contest. 

The  introduction  of  three  new  two-cyl- 
inder pacing  machines,  used  with  success 
on  the  continent  by  Walthour,  was  hailed 
with  delight  by  the  fans,  as  they  thought 
it  would  tend  to  produce  a  faster  race. 
Hall's  and  Walthour's  machines  worked 
superbly,  but  Bedell's  missed  fire  contin- 
ually. Even  at  that  it  is  doubtful  is  the 
former  restauranteur  could  have  done  very 
much  better,  as  he  has  taken  on  weight  no- 
ticeably since  the  six-day  race  and  tips 
the  scales  at  198  pounds.  Hall's  work 
was  pleasing  to  his  admirers  and  many  pre- 
dict that  the  little  exponent  of  rare  beef- 
steaks and  musty  ale  will  have  no  difficulty 
in  making  good  once  he  becomes  accli- 
matized— Hall  is  almost  an  American  now. 

The  men  were  sent  away  from  a  standing 
start,  with  Hall  on  the  pole,  Walthour  in 
the  middle  and  Bedell  on  the  outside.  Al- 
bert Champion,  one  of  the  has-beens  who 
has  broken  into  the  automobile  game, 
handled  the  liiotor  for  Hall,  whom  he  has 
frequently  raced  against  on  the  other  side, 
Gus  Lawson,  of  course,  rode  Walthour's 
machine  and  Charles  Turville  had  Bedell  in 
tow.  Hall  proved  the  quickest  starter  of 
the  trio  and  was  away  and  going  at  the 
crack  of  the  pistol.  Lawson,  however,  had 
his  eye  on  his  man  and  had  picked  up  Wal- 
thour while  the  others  were  hunting  for 
pace.  Hall,  in  an  effort  to  jump  Walthour, 
was  switched  off  on  the  turnout  of  the 
homestretch  of  the  second  lap.  Bedell  was 
slow  in  getting  under  way.  Walthour  then 
commenced  to  show  the  speed  that  has 
made  him  famous,  and  for  a  time  the  other 
two  were  in  grave  danger  of  being  shaken 
altogether.  Walthour  lapped  Hall  at  the 
end  of  the  first  mile  and  Bedell  on  the 
fifth  lap  of  the  second  mile. 

Bedell  traveled  faster  than  the  Britisher 
and  scored  a  lap  in  the  fourth  mile.  Hall 
appeared  to  be  in  distress  and  Champion 
coaxed  him  along.  On  the  first  lap  of  the 
seventh  mile,  Hall  passed  Bedell  and  started 


out  to  regain  the  lost  lap;  He  had  regained 
two-thirds  of  it  and  was  in  a  fair  way  to 
get  the  remainder  when  Bedell  was  forced 
to  change  pacing  machines.  The  new  one 
acted  cranky  and  the  Newark  rider  lost 
five  laps  before  he  got  going.  Hall  showed 
steady  improvement  from  that  point  to  the 
end,  while  Bedell  chirked  up  a  bit.  Wal- 
thour completed  the  distance  before  the 
others  and  Hall  gained  his  eighth  lap  on 
Bedell  just  before  the  bell  rang. 

It  took  two  heats  and  a  final  to  decide 
the  one  mile  handicap  ior  the  "simon 
pures."  D.  Connolly  is  now  a  professional 
but  he  left  two  of  the  family  on  the  other 
side  of  the  dividing  line,  "T.  and  C."  The 
pair  started  from  scratch  and  after  a  hard 
final  heat  finished  first  and  fourth  respect- 
ively. J.  L.  CuUen  slipped  in  for  second 
and  A.  F.  Carver  for  third.  The  time  was 
2:133^. 

It  was  intended  to  have  a  mile  handicap 
for  professionals,  but  the  New  York  con- 
tingent failed  to  appear,  so  E.  L.  Collins, 
D.  Connolly,  J.  B.  Coffey,  A.  W.  McDon- 
ald and  Patsy  Logan  lined  up.  A  heat 
race  was  substituted,  the  quintet  riding  a 
quarter,  half  and  one  mile,  the  positions  in 
each  heat  being  scored  on  the  point  plan. 
The  heats  were  well  contested,  but  little 
Coffey,  who  was  transferred  to  the  profes- 
sional ranks  of  acknowledged  cash  chasers 
at  the  annual  picnic  of  the  National  Cycling 
Association,  displayed  the  best  judgment 
and  speed  and  won  out  with  11  points. 
Logan  came  in  second  with  8  digits  and  Mc- 
Donald third  with  7.  Connolly,  who  also 
rode  his  first  race  as  a  professional,  finished 
fourth  with  3  points.     The  summaries: 

Twenty-five  mile  motor-paced  race — Rob- 
ert J.  Walthour,  first;  W.  Thomas  Hall, 
second;  Menus  Bedell,  third.  Time,  37:00^. 

One  mile  handicap,  amateur — T.  Con- 
nolly, first;  J.  L.  Cullen,  second;  A.  F.  Car- 
ver, third;  C.  Connolly,  fourth.  Time, 
2:133/^. 

Professional  point  race — J.  B.  Coffey, 
first,  11  points;  Patsy  Logan,  second,  8 
points;  A.  W.  McDonald,  third,  7  points; 
D.  Connolly,  fourth,  3  points. 


TO   REWAKEN   ST.   LOUIS 


"Old  Guard"  Helping  the  Movement — Even 
Bob   Holm  Puts  in  an  Appearance. 


Butler   to   Stay  in   Cologne. 

Nathaniel  Hawthorne  Butler,  the  elon- 
gated Cambridge  professional,  who  has 
been  making  good  following  pace  on  the 
other  side,  will  remain  in  Europe  all  sum- 
mer. Butler  will  ride  at  Leipsig,  April  22, 
At  Breslin,  April  29,  and  at  Cologne,  May 
6,  remaming  at  the  latter  place  the  remain- 
der of  the  season. 


End  of  Charles  River  Track. 

Cambridge's  famous  Charles  River  Park 
track  will  soon  be  no  more,  though  as  far 
as  bicycle  racing  is  concerned  the  oval  has 
been  practically  dead  for  some  time.  Ad- 
vices from  Boston  state  that  the  entire 
Charles  River  Park  has  been  sold  to  a  com- 
pany which  will  develop  it  for  manufactur- 
ing purposes. 


St.  Louis,  Mo.,  once  such  an  active 
cycling  center,  is  in  a  fair  way  of  being 
awakened,  temporary  organization  of  the 
St.  Louis  Cycle  Club  having  been  effected 
at  a  meeting  on  Saturday  last  at  which  a 
number,  of  the  "old  guard"  was  present. 
W.  M.  Butler  was  chosen  temporary  chair- 
man, and  George  Lang,  Jr.,  temporary  sec- 
retary. Lang,  H.  G.  Wolzendorf  and  A.  J. 
Schmidt  were  appointed  a  committee  to 
draft  a  constitution  and  by-laws,  which  will 
be  submitted  next  Saturday  when  perman- 
ent organization  will  be  effected. 

A  feature  of  the  gathering  was  the  unex- 
pected appearance  of  Robert  Holm,  once 
L.  A.  W.  chief  consul  of  Missouri,  and  one 
of  the  big  cycling  figures  in  the  West,  and 
whom  it  was  supposed  had  been  lost  to 
cycling.  He  addressed  the  meeting.  He 
recounted  the  ups  and  downs  of  bicycling 
in  the  city  of  St.'  Louis,  and  how  parallel 
were  the  conditions  now  to  the  period  just 
before  the  advent  of  the  safety  bicycle,  and 
that  undoubtedly  a  time  had  again  come, 
when  the  bicycle  would  again  be  in  the  as- 
cendency as  a  means  of  recreation.  He  re- 
called a  prophecy  that  he  had  made  when 
the  bicycle  became  a  fad  of  society,  stating 
how  much  sooner  it  cau.^td  him  to  feel  at 
that  time,  and  that  society  had  never 
yet  taken  up  a  sport  but  that  it 
killed  it,  so  to  speak.  In  conclusion 
he  stated  that  events  had  taken  such 
a  turn,  that  he  could  scarcely  enter- 
tain any  hope  of  actively  riding  the  bicycle, 
but  that  he  was  with  the  wheelmen  in  heart 
and  in  spirit.  He  was  promptly  reminded, 
however,  that  there  was  nothing  to  pre- 
vent him  from  taking  dinner  with  the  mem- 
bers occasionally. 


Frelinghuysen  Bill  is  Passed. 

The  New  Jersey  legislature  finally  has 
passed  the  Frelinghuysen  bill  and  the  gov- 
ernor has  affixed  his  signature,  thereby 
making  it  a  law.  It  will  not,  however,  be- 
come effective  until  July  1st  next.  Before 
it  was  passed  by  the  House,  the  bill  was 
considerably  amended,  but  as  it  has  not  yet 
been  printed  in  its  final  form,  it  is  known 
that  the  provisions  effecting  motorcycles 
were  altered  in  any  way.  There  is  no  rea- 
son to  believe,  however,  that  this  is  the 
case. 


Chairman  Kelsey  Becomes  a  New  Yorker. 
The  executive  office  of  the  Board  of  Con- 
trol of  the  National  Cycling  Association  has 
been  moved  from  Boston  to  New  York 
City.  The  chairman,  R.  F.  Kelsey,  has 
taken  up  his  abode  in  the  Metropolis,  being 
now  located  in  the  Flatiron  building. 


94 


THE  BICYCLING  WORLD 


THE  PLEASURES 


OF  THE 


MORROW 


NEVER  WERE  GREATER 

THAN  THEY  ARE 

TODAY. 

And  today's  the  day  to  set  about 
obtaining;  the  pleasures.  The  Morrow 
could  not  have  so  long:  held  the  pre= 
mier  position  if  it  were  not  pos= 
sessed  of  surpassing  merit. 

ECLIPSE  MACHINE  CO.,  -  Elmira,  N.  Y. 


THE  BICYCLING  WORLD 


95 


SAMUELSON  IS  BACK 


Emits  a  Loud  Eruption  of  Strong  Talk — 
Claims  was  Punished  Without  Hearing. 


William  E.  Samuelson  has  arrived  in  Salt 
Lake  City.  Ordinarily  this  would  not  pro- 
voke any  comment,  but  as  the  Provo  rider 
brought  back  with  him  an  unjustifiable 
amount  of  braggadocio  instead  of  returning 
in  a  prodigal-like  and  penitent  mien,  it 
would  appear  that  what  he  needs  is  a  week's 
marooning  in  an  alfalfa  patch  and  two  or 
three  long,  deep  draughts  of  Salt  Lake's 
pure  ozone  to  bring  him  back  to  the  full 
realization  that  he  is  still  living  and  under 
the  shadow  of  disgrace. 

It  will  be  remembered  that  at  the  begin- 
ning of  the  summer's  racing  season  in  Aus- 
tralia, Samuelson  packed  up  bag  and  bag- 
gage and  took  passage  for  the  Land  of  the 
Kangaroo,  without  even  bidding  his  dearest 
friend,  Walter  "Bridget"  Bardgett,  a  tender 
farewell.  Previous  to  that,  it  is  claimed, 
and  the  charge  evidently  was  justified,  as 
subsequently  developed,  Samuelson  partici- 
pated in  a  match  race  in  Denver  against 
W.  W.  Hamilton,  the  erstwhile  unpaced 
"king,"  that  was  considered  a  fake.  For 
this  he  was  indefinitely  suspended  at  the 
annual  meeting  of  the  National  Cycling 
Association,  the  charge  being  "reprehen- 
sible conduct." 

This  same  Samuelson  is  a  pretty  fair 
bicycle  rider  and  undoubtedly  a  drawing 
card  at  the  Salt  Palace  saucer,  and  in  view 
of  this,  his  suspension  for  one  year  would 
have  taken  some  of  the  interest  out  of  the 
game  in  the  Mormon  village.  Consequently 
the  N.  C.  A.  was  lenient  and  as  one  of  its 
oflficials  told  the  Bicycling  World  man: 
"Samuelson  will  probably  be  kept  out  of  the 
first  two  or  three  meets  in  Salt  Lake,  and 
if  he  behaves  himself,  will  be  allowed  to 
ride  thereafter."  He  has  not  behaved  him- 
self according  to  the  standards  of  good 
etiquette  as  set  down  in  authoritative  text 
books. 

Samuelson,  as  stated,  arrived  in  Salt  Lake 
City  last  week  and,  flushed  with  the  tan  of 
a  summer  in  the  antipodes — it  couldn't  have 
been  else,  for  his  conquest  there  was  not  a 
triumphant  one — he  immediately  issued  a 
manifesto  as  to  what  he  would  do  and  what 
he  would  not  allow  the  National  Cycling 
Association  to  do  to  him — the  latter  "could" 
not  give  him  a  "whitewashing,"  most  cer- 
tainly not.  He,  "Billy  Samuelson,  the  Pride  of 
Provo,"  would  not  submit  to  the  dictates, 
not  he.    The  N.  C.  A.  must  kowtow  to  him. 

If  a  Salt  Lake  paper  is  to  be  believed, 
Samuelson,  when  asked  about  his  suspen- 
sion by  the  National  Cycling  Association 
said: 

"From  what  I  heard  in  Australia,  I  ex- 
pected it.  A  letter  was  written  to  the 
Australian  authorities  about  it,  but  they 
said  they  would  not  pay  any  attention  to 
the  dictates  of  the  N.  C.  A.,  and  I  could 


ride  there  as  long  as  I  wanted  to."    Which 
brings  up  another  interesting  point. 

"  I  wish  to  say  that  I  have  not  been 
treated  fairly  in  this  matter,"  continued 
Samuelson  in  the  accredited  interview. 
"The  N.  C.  A.  has  suspended  me  without 
even  giving  me  a  hearing,  which  I  do  not 
think  is  fair.  The  charges  against  me  are 
wrong,  and  I  can  easily  prove  it  if  given  a 
chance.  I  was  not  given  this  chance  and 
I  do  not  propose  to  stand  for  any  fines  or 
anything  of  the  sort.  If  I  am  to  ride  at  the 
saucer  track  I  must  be  given  a  free  bill, 
and  that  at  once.  If  not,  I  will  go  to  work 
and  cut  out  racing  this  season.  I  will  not 
start  to  train  for  the  season's  racing  unless 
I  am  given  assurance  that  I  can  ride.  You 
can  say  for  me  that  I  think  there  is  a  whole 
lot  of  spite  work  in  the  whole  business,  and 
that  I  am  fully  able  to  look  out  for  my  own 
interests,  which  I  intend  to  do.  -^^  R-e- 
m-e-m-b-e-r,  no  whitewashing  for  me;  a 
clean  bill,   or   Sammy  don't  ride.'-' 

With  Samuelson  arrived  W.  Pedlar 
Palmer,  the  Australian,  who  has  ridden, 
at  Salt  Lake  before  and  who  was  a  starter 
in  the  New  York  six-day  race  two  years 
ago.  According  to  latest  reports,  Floyd 
McFarland  already  is  on  th.e  boat  bound 
for  San  Francisco  and  will  reach  Salt  Lake 
City  about  May  24th,  in  time  for  the  open- 
ing meet  on  May  30th. 

Judging  by  the  present  outlook.  Salt 
Lake  will  have  almost  everything  in  the 
line  of  professional  riders.  Those  who  are 
already  in  the  land  of  hierarchs  and  temples 
are  Walter  Bardgett,  Hardy  Downing,  Iver 
Lawson,  Iver  Redman,  C.  P.  Redman,  Nor- 
man Hopper,  Cyrus  Hollister,  J.  E.  Wilcox, 
Emil  Agraz,  E.  E.  Smith.  Among  those 
who  have  signed  to  go  there  are  W.  S. 
Fenn,  Joe  Fogler,  W.  T.  Mitten,  Ben  Mun- 
roe  and  about  half  a  dozen  other  lesser 
lights.  Where  the  East  will  secure  its 
"flyers"  is  a  question  not  yet  apparent.  The 
Salt  Palace  saucer  has  been  resurfaced  with 
IJ^-inch  Oregon  fir  and  as  the  new  boards 
have  been  laid  over  the  old  surface  "the 
track  will  undoubtedly  be  must  faster  and 
stronger. 


McFARLAND  PAID  FEES 


But  not  Until  Court  Compelled  him  to  do 
so — Why  the  Litigation. 


Motorcycle   an   Irvington-Millburn  Prize. 

The  veteran,  William  R.  Pitman,  has  re- 
ceived permission  to  leave  home  on  May 
30th,  long  enough  to  again  referee  the  fam- 
ous Irvington-Millburn  road  race  on  that 
date.  The  race  committee  is  hard  at  work 
getting  together  the  prizes  for  this  time- 
honored  contest.  A  motorcycle  will  be 
offered  for  the  first  place -prize.  Although 
it  is  more  than  a  month  distant  nineteen 
prizes  already  have  been  secured,  among 
them  three  bicycles,  tires,  lamps,  coaster 
brakes,  and  so  on. 


That  it  is  not  easy  for  an  American  to 
win  a  law  suit  in  Australia,  even  if  his  case  is 
fairly  strong,  Floyd  McFarland  now  knows. 
As  has  been  told  in  the  Bicycling  World, 
the  chief  reason  for  McFarland's  sojourn 
there  after  Lawson  had  left  was  that  he 
had  a  law  suit  on  his  hands.  When  he  and 
Lawson  went  to  draw  their  winnings  after 
the  Austral  meet,  the  secretary  of  the  Mel- 
bourne Bicycle  Club  withheld  a  portion  of 
their  winnings  to  pay  for  their  entrance  and 
acceptance  fees,  not  only  for  the  races  in 
which  they  started,  but  for  those  in  which 
they  did  not  start.  McFarland  determined 
to  stay  and  fight  the  case  in  the  courts. 
The  case  was  recently  called  and  decided 
in  favor  of  the  defendant,  Robert  McCul- 
lah,  secretary  of  the  Melbourne  club. 

It  was  not  disputed  that  the  plaintiff, 
McFarland  had  won  the  amount  m.^n- 
tioned  in  the  claim,  but  the  counsel  for  the 
defendants  claimed  that  they  were  entitled 
to  deduct  from  the  45  pounds  15  shillings 
the  sum  of  3  pounds  17  shillings  6  pence 
for  entrance  and  acceptance  fees.  The  evi- 
dence showed  that  McFarland  had  always 
competed  at  Melbourne  and  this  was  the 
first  time  that  he  had  been  asked  to  pay 
entrance  fees  instead  of  promoters  had 
paid  him  money  to  compete.  Such  seems 
to  be  the  case  for  in  a  letter  to  the  Bicycling 
World  a  man  who  is  thoroughly  conversant 
with   Australian  racing  affairs   says: 

"Behind  the  scenes  it  is  known  that  the 
reason  the  Secretary  of  the  Melbourne 
Bicycle  Club  would  not  remit  the  entry 
fees  to  either  Lawson  or  McFarland  was 
because  neither  of  these  men  would  be 
bound  by  the  contract  of  the  club.  It  really 
was  a  personal  matter  with  the  secretary 
who  thought  he  could  do  as  he  liked  with 
any  of  the  racing  men,  and  he  did  not  like 
being  bested  by  the  Americans,  who  with- 
drew before  the  Austral  meeting  was  fin- 
ished, much  to  the  disappointment  of  the 
public,  who  did  not  turn  up  in  such  large 
numbers  as  was  anticipated  at  the  final  of 
the  big  race.  The  meeting  was  not  a  suc- 
cess— hence  the  bitterness  and  paltry 
cheeseparing  policy  of  the  club,  which  has 
a  backing  of  $60,000." 

Be  this  as  it  may,  the  judge  who  heard 
the  case  gave  McFarland  judgment  for 
£41  17s.  6d.,  having  deducted  the  amount 
claimed  by  the  club  for  entrance  fees.  Mc- 
Farland had  to  pay  the  costs. 


The  Brower  Wheelmen  have  moved  from 
117  Greenwich  avenue  to  their  new  club- 
rooms  at  98  Greenwich  avenue.  The  New 
York  club  will  make  a  special  effort  to  be 
represented  in  all  the  races  this  year. 


Salt  Lake  City's  annual  25  mile  Decora- 
tion Day  road  race  is  now  a  certainty,  as 
the  Salt  Lake  and  Ogden  Railway  Co.  have 
promised  to  send  an  observation  train  along 
the  course,  so  the  spectators  can  follow  the 
riders  throughout  the  race.  Four  or  five 
bicycles  already  are  on  the  prize  list 


96 


THE  BICYCLING  WORLD 


Stray  Book  Told  Wholesome  Story. 

A  small  account  book  picked  up  in  a 
street  in  Toronto,  recently  showed  a  sys- 
tematic record  of  the  number  of  times  its 
owner  got  ahead  of  the  street  railway  com- 
pany and  it  also  preaches  a  powerful  ser- 
mon. The  blank  pages  of  the  book  are 
ruled  off  in  ledger  form  and  each  account 
headed  with  the  name  of  a  street  car  route 
in  Toronto.  For  instance  there  was 
"Church  Street"  with  a  debit  on  the  left 
hand  side  and  a  credit  on  the  right.  Bloor 
and  McCaul"  the  same,  and  so  on  over  the 
entire  system.  Evidently  when  the  owner 
of  the  book  paid  a  fare  he  charged  it  up 
against  the  car  line  he  patronized,  and 
whenever  he  saved  a  fare  he  credited  him- 
self with  five  cents. 

At  first  glance  it  might  appear  that  the 
owner  of  this  account  book  was  in  the 
habit  of  dodging  the  conductor's  box,  but 
this  was  not  the  case.  The  fact  is  the  fares 
were  saved  by  riding  a  bicycle  instead  of 
paying  the  street  car  company  for  com- 
ings and  goings  and  the  fares  were  contri- 
buted on  rainy  days  when  wheeling  was  un- 
pleasant. On  August  6th,  190S,  he  made  an 
entry  against  "Bloor  and  McCaul"  as  fol- 
lows: "One  fare — last  of  quarter's  worth  of 
tickets  bought  June  2nd."  The  total  of 
fares  unpaid  amounted  to  nearly  thirty  dol- 
lars in  seven  months. 


C.  R.  C.  A.  to  Begin  Racing  May  20. 

The  Long  Island  division  of  the  Century 
Road  Club  Association  will  open  its  racing 
season  with  its  annual  fifteen  mile  handicap 
road  race  which  this  year  will  take  place 
on  May  20.  The  start  and  finish  will  be 
from  West's  Hotel,  Valley  Stream,  L.  I., 
and  the  limit  men  will  be  pushed  off  their 
marks  promptly  at  one  o'''lock.  There  will 
be  fifteen  place  prizes  and  five  time  prizes, 
each  class  being  headed  by  an  Elgin  gold 
watch.  Entries  may  be  sent  to  the  secre- 
tary of  the  racing  committee,  Emil  Green- 
baum,  1745  Broadway,  Brooklyn,  N.  Y. 


Bicycles    as    Aids   to    "Pony    Playing." 

Since  the  war  between  the  New  York 
Jockey  Club  and  the  poolrooms  has  been 
raging,  a  system  of  "bicycle  express"  has 
been  employed  to  get  news  of  the  finishes 
of  the  horse  races  to  the  poolrooms.  The 
antics  of  half  a  dozen  cyclists  who  have 
kept  a  continual  sprint  between  the  Acque- 
duct  race  track  and  the  telephone  station  at 
Ozone  '  Park  mystified  the  police  until  a 
few  days  ago,  when  it  was  discovered  what 
was  the  couriers'  mission. 


Castle  and  a  Championship  Meet. 
Gus  Castle,  of  Atlanta,  Ga.,  one  of  the 
Southern  representatives  of  the  National 
Cycling  Association,  is  arranging  for  what 
is  termed  a  big  championship  meet  to  be 
held  at  the  iPedmont  track  on  July  4.  The 
races  will  include  Atlanta,  Georgia  and 
Southern  championships  and  will  be  held 
under  sanction  of  the  governing  body. 


THE   ANNUAL 


Spring   Number 


— OF- 


^THE 


FOUNDED! 

•1877My 

d'^«*AWOCYCLE  REVIEW<«s^ 


Will  bear  date 


MAY  5th. 


As  usual,  this  issue  will 

ILLUSTRATE 

and 

REVIEW 

all  the  leading  bicycles,  motorcycles  and 
sundries,  and  will  contain  a  wealth  of 
other  illustrations  and  matter  of  the  sort 
calculated 

TO   INDUCE    "THOSE   TO   RIDE 

WHO  NEVER 'RODE  BEFORE, 

AND   THOSE  WHO  RIDE 

TO  RIDE  THE  MORE." 


If  there  is  anyone  in  your  community  whom  you 
would  like  to  charge  or  recharge  with  cycling 
interest  and  enthusiasm  send  us  their  names  and 
addresses. 


Fogler  also  to  go  West. 

Last  week  it  was  W.  S.  Fenn  who  had 
signed  up  for  the  season  at  Salt  Lake'  City 
and  now  another  rider  who  has  been  a 
familiar  figure  upon  the  Eastern  tracks  is 
said  to  be  going  to  leave  on  the  "seven- 
teen after  six" — that's  "skiddoo"  in  track 
lore — train,  so  he  will  get  there  in  time  to 
pay  his  tithes  before  conference  closes.  He 
is  Joseph  Fogler,  from  across  the  bridge, 
Fogler  is  one  of  those  wise  "Brooklyn 
born,  bred  and  hope -I-may-die-there"  kind. 
He  was  the  one  who  scoffed  at  the  idea  of 
accepting  Manager  Chapman's  one-way 
ticket,  when  asked  if  he  would  do  so,  and 
made  fun  of  "all  those  other  'guys'  who 
were  so  poor  they  had  to  knuckle  down  to 
track  promoters." 

The  idea  that  he,  "Joseph  Fogler,  part 
winner  of  the  six-day  race,"  would  accept 
such  an  offer  was  preposterous.  Besides, 
he  was  learning  to  be  a  real  automobile 
chauffeur.  Be  that  as  it  may,  Fogler  has 
accepted  John  Chapman's  one-way  ticket 
("the  price  of  the  same  to  be  deducted  from 
your  winnings")  offer,  according  to  the  Salt 
Lake  Tribune.  The  issue  of  Tuesday  says 
that  "word  was  received  Monday  by  Man- 
ager Chapman  of  the  Salt  Palace  saucer 
track,  that  Joe  Fogler  ...  of  Brook- 
lyn, N.  Y.,  .  .  .  had  signed  the  contract 
sent  to  him  and  would  start  for  Zion  imme- 
diately." 


Good  Going  on  Texas  Track. 

Although  accounts  of  them  are  meagre, 
three  bicycle  races  formed  a  part  of  the 
program  of  the  automobile  race  meet  at 
Houston,  Texas,'  on  'Wednesday  of  last 
week,  11th  inst.  The  events  were  held  on 
the  Harrisburg  driving  track,  a  half  mile 
dirt  circuit.  Some  good  times  were  made. 
James  Rockwell  was  the  "star"  of  the  occa- 
sion, winning  every  event,  while  Christo- 
pher Neilspn  came  in  second,  in  each.  It 
is  not  stated  how  many  starters  there  were.. 
In  the  two  mile  event  Rockwell  finished 
first  in  6:265^. 

Neilson  was  second.  The  finish  in  the 
half  mile  race  was  exciting,  Rockwell  lead- 
ing Nielson  across'  the  tape  by  only  a  half- 
wheel's  length.  Time,  l:26j^.  Better  time, 
was  made  in  the  other  half-mile  event, 
Rockwell  winning  out  in  1:18.  Neilson's 
time  was  1:18^^. 


Daytons   Select   their   Directors. 

Members  of  the  Dayton  (Ohio)  Bicycle 
Club  held  their  annual  election  of  directors 
last  week  and  the  following  were  selected: 
Edward  E.  Burkhardt,  'Wood  Patton,  E. 
C.  Baird,  R.  G.  Corwin,  Orrin  Jones,  J. 
Finke,  Harry  J.  Chancellor,  J.  B.  Parma- 
lee  and  Thomas  McGee.  The  directors 
will   organize  within  several  weeks.' 


Three  bicycle  races,  with  prizes  aggregat- 
ing $75,  will  be  included  among  the  other 
sports  to  be  held  at  Augusta,  Ga.,  during 
the  May  flower  festival. 


THE  BICYCLING  WORLD 


97 


S-fRONCi  FOR  FREE  ALCOHOL 


■One    Branch    of    Congress    Gives    Bill    Big 
Boost — What  it  Means  to  Motorcyclists. 


After  having  been  thrashed  out  pro  and 
con  by  Congress  over  a  period  of  two 
months  or  more  in  the  course  of  what  is 
said  to  be  one  of  the  most  exhaustive  hear- 
ings of  the  kind  held,  the  bill  exempting 
industrial  alcohol  from  taxation  when  de- 
natured, emerged  from  the  Ways  and 
Means  Committee  and  was  passed  by  the 
House  on  Monday  last,  by  a  vote  which 
plainly  showed  that  that  august  body  was 
only  "going  through  the  motions"  in  doing 
so.  The  opposition  that  had  fought  the 
bill  so  vigorously  in  committee  had  long 
since  transferred  its  attention  "higher  up," 
so  that  the  vote  of  224  yeas  to  7  nayes,  does 
not  mean  that  the  bill  has  equally  favorable 
chances  on  the  floor  of  the  Senate.  It  is 
slated  for  another  course  of  hearings  before 
the  Committee  on  Finance  of  the  latter 
body,  beginning  with  next  Tuesday,  and 
if  the  endless  discussion  on  the  rate  bill 
does  not  fill  out  the  remainder  of  the  ses- 
sion is  considered  to  have  a  good  chance  of 
becoming  a  law. 

Its  ultimate  passage  means  more  to  the 
motorcyclist  than  is  apparent  at  first  glance, 
for  it  is  not  as  generally  known  as  it  might 
be  that  alcohol  as  a  fuel  for  the  motor  ranks 
almost  on  a  par  with  gasolene  and  in  many 
respects  is  superior.  Its  use  in  this  role 
is  nothing  new  or  novel,  for  of  the  75,000,- 
000  gallons  that  are  annually  distilled  in 
Germany  from  potatoes  and  beet  sugar  re- 
fuse more  than  half  is  said  to  be  consumed 
in  small  stationary  engines.  Chief  among 
its  advantages  are  the  fact  that  it  is  far 
from  being  as  inflammable  and  it  does  not 
generate  an  exolosive  mixture  in  a  room 
or  similar  enclosed  place,  as  gasolene  does; 
an  alcohol  fire  is  readily  extinguished  with 
water,  and  at  last,  but  not  least,  it  is  free 
from  offensive  odor. 

As  the  very  word  itself  indicates,  de- 
natured alcohol  has  been  deprived  of  its 
original  character  or  nature  as  alcohol  in 
that  it  is  no  longer  fit  for  drinking.  In 
brief,  the  process  merely  consists  of  poi- 
soning the  alcohol  or  rendering  it  so  oifen- 
sive  that  there  is  little  likelihood  of  its 
being  consumed  as  a  beverage.  This  is  usu- 
ally accomplished  by  the  addition  of  a 
certain  percentage  of  such  substances  as 
benzol,  wood  alcohol,  pyridine,  which  is  a 
vile  smelling  bone  oil,  benzine  or  something 
similar,  the  list  of  denaturants  given  by  the 
Germans  being  a  lengthy  one,  although 
benzol  and  wood  alcohol  are  probably  the 
most  common.  But  where  the  spirit  is  to 
be  used  for  motor  fuel,  methyl  or  wood 
alcohol  should  not  be  used  as  the  latter 
corrodes  metal  and  burns  on  the  valves  in 
a  hard  crystalline  deposit. 

The  ordinary  gasolene  motor  will  oper- 
ate  on   alcohol    with    practically   the    same 


facility  as  it  will  with  the  former  fuel,  al- 
though owing  to  the  somewhat  different 
characteristics  of  the  substance,  it  has  been 
found  that  an  engine  designed  to  give 
higher  compression  and  having  a  longer 
stroke  is  necessary  to  obtain  the  greatest 
degree  of  efficiency.  But  to  all  intents  and 
purposes  the  motor  bicycle  engine  will  run 
without  much  apparent  difference  on  either 
fuel,  once  started.  '  As  alcohol  is  not  as 
volatile  as  gasolene  it  is  not  possible  to 
start  to  start  the  motor  on  it  with  the 
same  facility,  but  once  warm  it  will  con- 
sume it  as  readily.  This  is  well  worth 
knowing  for  at  a  pinch  a  pint  or  two  of 
alcohol  may  be  the  means  of  getting  home 
when  gasolene  happens  to  be  a  commodity 
beyond  price  for  the  simple  reason  that 
there  is  none  to  be  had  within  walking  or 
riding  distance. 


A  mm 

CHRONIC  KICKER 

IS  ALWAYS  DIS- 
APPOINTED IN 

HORliAlliiWIIIGHnillEnPf 

IT'S  TOO  GOOD  FOR  HIM 


DOES  NOT  DRY  UP 


Morgans  Wright 

CHICAGO 


KEW    TOKE    BRAICCH    214-216    WEST    47TH    ST. 

Powers  Must  Pay  Brady  $21,000. 

William  A.  Brady,  the  promoter,  at  last 
has  won  his  suit  for  $21,000  against  Patrick 
T.  Powers  and  the  late  James  C.  Kennedy, 
which  has  been  dragging  through  the  courts 
for  years.  The  judgment  which  was  given 
some  time  ago  was  confirmed  by  the  Ap- 
pellate division  of  the  Supreme  Court.' 

Brady  sued  the  late  Kennedy  and  Powers 
in  1901  for  an  accounting,  claiming  that  he 
had  been  frozen  .out  of  the  partnership  said 
to  exist  between  the  plaintiff,  the  defend- 
ants and  another  man  well  known  in  cycling 
circles,  which  was  formed  to  hold  six-day 
bicycle  races  in  Madison  Square  Garden, 
New  York  City.  Brady  got  judgment  in 
the  Supreme  Court  for  $21,000. 

Kennedy  and  Powers  appealed,  giving 
a  bond,  and  the  opinion  of  the  Appellate 
division  last  week  ordered  that  the  settle- 
ment be  made  on  notice.  It  is  quite  likely 
that  Promoter  Powers  will  take  the  case  to 
the  Court  of  Appeals. 


WHAT  THE  AMiERlbANS  WON 


Fared   Fairly   Well    During   Their   Stay   in 
Australia — Germans    get    "Leavings." 


With  the  arrival  of  the  Australian  papers 
comes  the  news  of  what  the  American 
cyclists  who  are  there,  or  rather,  who  were 
there,  had  done  up  to  February  28th,  when 
the  mail  closed.  At  that  time  Iver  Lawson 
and  W.  E.  Samuelson,  who  now  are  in  this 
country,  and  Floyd  McFarland,  en  route 
to  America,  were  familiar  figures  on  the 
tracks  there.  Although  the  Americans  did 
well,  their  success  was  not  as  great  at  at- 
tended them  upon  their  invasion  last  sea- 
son. Up  to  February  28th,  Lawson  had 
scored  12  firsts  and  1  third,  his  winnings 
amounting  to  $1,040,  while  his  team  mate, 
McFarland,'  had  secured  the  same  number 
of  firsts  with  the  addition  of  12  seconds 
and  S  thirds,  his  pocket  being  enriched  to 
the  extent  of  $1,000.  Samuelson  has  fin- 
ished first  only  3  times,  while  he  got  S  sec- 
onds and  2  thirds.  His  prizes  totaled  about 
$260.  Even  at  that  the  Americans  did  bet- 
ter than  the  two  continental  cracks — Walter 
Rutt  and  Henri  Mayer — ^who  had  been  im- 
ported for  the  express  purpose  of  trouncing 
the  Americans.  Mayer  bagged  6  firsts,  5 
seconds  and  4  thirds,  winning  $615,  and  his 
compatriot  was  considered  fortunate  in  get- 
ting 7  firsts,  7  seconds  and  4  thirds,  and 
with  it  $640. 

One  of  the  principal  events  of  the  year 
was  the  Prospect-Sale  road  race,  in  the 
Gippsland  district,  an  open  event  of  27 
miles,  in  which  more  than  a  hundred  riders 
started,  including  McFarland,  R.  W.  Mor- 
gan and  R.  Arnst  on  scratch.  The  road 
for  eight  miles  was  excellent,  when  fol- 
lowed eleven  miles  of  fair  to  middling 
surface,  much  better  than  was  anticipated. 
Punctures  were  numerous,  as  many  of  the 
riders  used  light  track  tires,  and  several 
sand  patches  brought  grief  to  many.  "Long 
Mac"  was  quite  out  of  his  element,  but  Mor- 
gan rode  wonderfully  well  and  gained 
rapidly  on  the  long  markers  and  would 
have  been  placed  had  not  a  puncture 
brought  him  down  near  the  finish.  Arnst 
also  punctured. 

Punctures  proved  to  be  McFarland's 
Waterloo  at  the  Adelaide  carnival — 
February  10  to  March  3.  The  first 
event  in  which  the  Americans  rode  was 
the  one  mile  blue  ribbon  on  February 
10.  G.  R.  Morgan  showed  the  way  over  the 
tape  by  a  narrow  margin  to  McFarland  in 
the  first  heat.  The  time  was  2:00iA.  In 
the  second,  S.  Gordon  beat  W.  E.  Samuel- 
son, the  time  being  2:06}^.  Henri  Mayei;, 
the  German,  finished  first  in  the  third  heat 
and  two  local  riders  qualified  in  the  fourth. 
Both  Americans  appear  to  have  been  lost 
in  the  shuffle  of  the  final  heat,  the  victory 
going  to  Mayer,  in  2  minutes  7  seconds. 
Australians  won  second  and  third  places. 

Rutt  was  the  only  one  of  the  foreigners 


98 


THE  BICYCLING  WORLD 


to  qualify  for  the  final  heat  of  the  classic 

Adelaide  wheel  race  at  two  miles.  Mc- 
Farland  was  shut  out  by  a  blown  tire.  Rutt 
won  the  filial  heat  with  ease. 

In  the  Mayer^  stakes,  the  preliminaries 
of  which  were  run  on  Feb.  10th  and  the 
final  on  Feb.  17th,  the  American  visitors 
showed  up  well.  The  trial  heats  were  at  a 
half-mile.  Walter  Rutt  captured  the  first  in  55 
seconds  and  W.  E.  Samuelson  finished  sec- 
ond in  the  next.  Floyd  McFarland  won  the 
third  heat  and  two  natives  were  placed  in 
the  fourth.  The  final,  at  five  miles,  went 
to  Samuelson,  who  beat  out  Rutt  and  Mc- 
Farland by  half  a  wheel's  length.  The  time 
was  595^  seconds.  The  five  mile  scratch 
on  the  same  day  was  captured  by  A.  J. 
Clark,  McFarland  suffering  the  misfortune 
of  another  puncture. 

The  old  man  of  the  track  had  his  innings 
on  the  last  day  of  the  carnival  when  he  won 
the  chief  event  in  brilliant  form.  The  first 
was  for  the  Rutt  stakes — one-quarter  mile. 
Rutt  and  Clark  qualified  in  the  first  heat 
and  Mayer  and  Morgan  were  placed  in  the 
second.  Gordon  and  Nesbitt  were  up  in 
the  third  and  McFarland  and  Brook  in  the 
fourth.  Rutt  took  the  final  with  Gordon 
and  Brook  second  and  third,  respectively. 
The  time  was  28 J^.  The  half-mile  inter- 
national championship  was  the  one  in  which 
the  elongated  Californian  squared  up  ac- 
etfunts.  "Long  Mac"  won  the  first  heat  in 
58  seconds,  and  Mayer  qualified  in  the  third 
and  Rutt  in  the  fourth.  The  finish  of  the 
final  saw  McFarland  make  a  brilliant  sprint 
and  cross  a  hairsbreadth  ahead  of  Mayer. 
Rutt  was  only  half  a  wheel's  length  behind. 
Time,  OiSS^/^. 

At  the  North  Melbourne  carnival  on  Feb. 
29,  McFarland  attempted  to  lower  the  mile 
record  of  1  minute  17  seconds,  held  by 
Beauchamp.  The  American  was  paced  by 
Bearspark,  but  was  unable  to  erase  the 
figures,  his  time  for  the  distance  being 
1:44.  McFarland  appeared  in  a  five  mile 
scratch  race  and  showed  the  spectators  that 
the  old  man  has  still  a  little  of  the  old- 
time  energy  left  in  his  p«.dalic  appertain- 
ments.  McFarland  laid  well  in  the  rear  un- 
til the  last.lap  when  he  began  to  unwind. 
He  won  out  after  a  pretty  sprint  against  A. 
J.  Clark  and  S.  E.  Gordon.  The  time  was 
11:18?^. 


CUE  FOR  CLUB  CAPTAINS 


Sturmey  Tells  how  he  Kept  His  Men  To- 
gether and  Drew  them  out. 


Motorcycles  for  Fire  Chiefs. 

It  has  become  more  or  less  common  for 
chiefs  of  fire  departments  to  adopt  the 
automobile  as  a  means  of  getting  about  and 
there  are  also  automobile  fire  engines  galore 
in  this  country,  but  the  motor  bicycle  has 
still  to  receive  the  attention  it  deserves  in 
this  connection.  Germany  has  set  the  pre- 
cedent, many  chiefs  of  fire  brigades  in  the 
smaller  towns  using  a  motorcycle  or  tri-car 
for  getting  to  the  place  they  are  most 
needed  at  a  time  when  seconds  count,  and 
there  is  nothing  that  fills  the  bill  so  effect- 
ively and  so  economically  as  a  motorcycle. 
It  is  always  ready  for  duty. 


In  the  conduct  of  club  runs,  not  a  little 
depends  upon  the  generalship  of  the  captain 
and  his  ability  to  gauge  the  powers  of  the 
average  of  the  riders,  to  say  nothing  of  his 
willingness  to  cater  to  the  majority;  where 
that  may  be  possible  without  "tuckering" 
out  any  of  the  laggards  and  discouraging 
them  at  the  outset  of  the  season  from  fur- 
ther continuance  in  what  may  be  made  the 
most  interesting  and  beneficial  form  of 
cycling.  Henry  Sturmey,  the  veteran  British 
rider,  tells  in  Cycling  of  a  plan  which  he 
evolved  for  securing  harmonious  effect 
in  club  runs,  and  how  it  worked  out  to  his 
entire  satisfaction. 

"One.  of  the  special  aims  of  a  club  cap- 
tain should  be  .to -keep' his  men  together 
throughout  the  season,"  he  says,  "and  to  en- 
courage as  large,  a  nurnber'as  possible  to 
turn  out  for  the  weekly  runs.  Of  course,  it 
depends  a  good  deal  upon  the  particular 
class  of  man  to  which  the  majority  of  the 
members  of  the  club  belongs  as  to  what  will 
be  the  best  way  to  keep  the  men  together. 
A  club  .composed,  almost  entirely  of  bud- 
ding speed  merchants  will  not  gain  any- 
thing by  pottering  runs;  and,  whatever 
the  destination- of- a  club  may  be,  the  ride 
there  and  back  will  be  more  or  less  of  a 
scorch  the  whole  way;  but  club  jruns  con- 
ducted on  these  lines  will  not  be  of  much 
value  in  bringing  on  new-  men.     *     *     *     * 

"Some  years-  ago  I  was-the  captain  of  my 
club,  and  I  noticed  that  quite  a  number  of 
men  turned. up  at  the  first  run  or  two,  but 
rarely  put  in  an  appearance  afterwards, 
so  I  put  my  thinking  cap  on  to  locate'  the 
cause,  and  I  traced  it  to  this:  We  were 
accustomed  to  set  the  pace  fairly  fast  (not 
exceptionally  fast,  for  we  were  not  essen- 
tially a  fast-riding  club,  but  still,  faster 
than  the  majority  of  riders  we  met  upon 
the  road  travelled  at — say  12  to  15  miles 
per  hour) ;  and  it  was  this  pace  which 
knocked  out  the  new  hands  and  the  men 
for  whom  it  was  just  a  little  bit  too  fast 
to  be  comfortable.  This  was  more  par- 
ticularly the  case  in  regard  to  the  open- 
ing run  and  the  earlier  runs  of  the  season. 
Some  half-dozen  of  us  were  regular  all- 
the-year-round  riders,  and  we  were  very 
nearly  as  fit  in  March  as  we  had  been  in 
September,  whilst  the  bulk  of  the  rest — as 
in  the  majority  of  clubs — had  put  their 
machines  away  for  the  winter,  with  the 
natural  result  that  they  were  as  flabby  as 
possible,  and  that  many  of  them,  although 
they  had  regularly  taken  part  without  dis- 
tress in  the  autumn  runs  of  the  previous 
season,  were  fairly  played  out  in  the  first  10 
miles,  the  net  result  being  that  they  did  not 
repeat  the  experiment,  but  went  off  for  rides 
in   smaller    parties    'on   their    own,'    as    the 


club  did  not  benefit  by  their  company.  I 
therefore  hit  upon  a  scheme  which  worked 
splendidly,  and  the  experience  may  be  use- 
ful to  those  club  officers  who  are  looking 
forward  to  a  good  season. 

"I  got  a  rule  carried  for  the  next  season 
that  no  member  should  pass  the  captain 
without  permission.  Then,  when  the  open- 
ing run  came,  I  set  the  pace  by  what  I 
judged  to  be  that  of  the  slowest  member. 
It  was  not  more  than  eight  or  nine  miles  an 
hour,  and,  of  course,  to  those  who  could 
ride  mudh  faster  was  pretty  much  of  a 
crawl.  For  the  first  mile  or  two  the  faster 
men  complained,  and  quaint  jokes  went 
round  as  to  the  snail-like  procession;  but 
I  held  my  way  without  increase  of  speed, 
and  by  the  time  seven  or  eight  miles  had 
been  covered  I  found  that  many  of  those 
who  had  been  so  sarcastic  were  not  travel- 
ling any  easier  than  they  cared  for.  Within 
four  or  five  miles  of  our  destination  we  got 
on  a  piece  of  good  square  road,  just  the 
thing  for  fast  riding;  then  I  told  the  crowd 
that  those  who  wanted  to  go  faster  could 
go  ahead  and  order  tea.  For  the  benefit  of 
the  slower  members  I  kept  the  same  pace 
going  as  before.  Very  nearly  two-thirds 
of  the  men  left  the  slower  detachment  at 
once,  but,  seeing  that  it  was  a  matter  of 
four  or  five  miles  only  instead  of  fifteen,  the 
men  who  could  'go'  put  in  a  good  bit  hotter 
work  than  they  would  have  done  earlier  in 
the  run,  and  a  pretty  little  dust-up  ensued. 
It  was  not  long  before  they  were  all  out  of 
sight  in  a  bunch  around  the  next  corner,  but 
before  a  mile  had  been  traversed  we  began 
to  pick  them  up  again,  in  ones  and  twos, 
until  we  had  all  but  three  or  four  with  us, 
quite  content  with  the  pace  we  were  travel- 
ling at  when  we  got  to  our  destination. 

"Upon  the  return  journey  the  same  tac- 
tics were  pursued,  and  in  subsequent  runs 
I  made  a  point  of  keeping  the  pace  down, 
but  increased  it  slightly  each  run,  and  the 
result  was  that  a  number  of  men  who  had 
in  previous  seasons  been  'first  runners'  de- 
veloped into  regular  attenders  at  the  club 
functions,  and  the  club  runs  were  produc- 
tive of  very  much  more  general  enjoyment 
for  them  all.  The  slower  men  knew  that 
they  would  not  be  'run  out'  and  'left,'  or 
forced  to  overtire  themselves  if  they  joined 
in  the  club  run;  and  the  faster  ones  knew 
that  they  would  get  a  good  chance  to 
stretch  their  legs.  It  was  a  bit  of  self-sec- 
rifice  on  my  part  at  first  to  ride  so  slowly, 
and  eventually  it  quite  got  me  out  of  fast 
riding,  but  that  was  a  detail  I  didn't  mind, 
as  I  was  'out'  to  pull  the  club  together.  It 
certainly  had  a  wonderfully  improving  effect 
upon  the  club  attendances." 


Following  is  the  schedule  of  events  that 
the  Long  Island  division  of  the  Century 
Road  Club  Association  proposes  to  hold 
during  the  season:  May  20,  fifteen  mile 
handicap,  open;  June  3,  century  run;  July  4, 
Long  Island  Derby,  t-»Tenty-five  miles; 
Aug.  26,  record  run;  Sept.  23,  twenty  mile 
handicap,  open. 


THE  BICYCLING  WORLD 


99 


F.  A.  M.  REVISED  RACING  RULES 


Several    Changes    of    Moment   Made — Dis- 
tricts   may   now    Obtain    National 
Championships. 


The  revised  competition  rules  of  the  Fed- 
eration of  American  Motorcyclists  made 
their  appearance  this  week  and  testify  that 
Chairman  Douglas  and  his  colleagues  of  the 
Competition  Committee  have  given  their 
duties  ripened  thought.  '  As  a  whole,  they 
do  not  differ  radically. from  the  former  rules 
but  substititution  in  several  places  of  "may" 
for  "shall"  and  vice  versa  have  made  them 
fairer  and  stronger  as  the  case  may  be,  and 
as  the  American  Automobile  Association, 
the  National  Cycling"  Association  and  the 
Amateur  Athletic  Union  have  all  "signed 
up"  to  respect  and  enforce  any  penalties 
meted  out  by  the  F.  A.  M.,  the  application 
of  the  regulations  means  infinitely  more 
than  it  meant  before. 

In  the  revision,  the  fees  for  sanction 
were  broadened  and  now  stand  at  $2  for 
each  day  for  events  to  which  admission 
fees  are  charged,  $1  per  day  for  motorcycle 
events  at  a  "mixed"  meeting,  and  50  cents 
for  a  contest  or  contests  in  which  gate 
receipts  are  not  a  factor.  The  rule  regard- 
ing those  to  whom  sanctions  may  be  denied 
has  been  made  to  include  not  only  promot- 
ers, but  track  owners  and  lessees.  The  regis- 
tration fee  for  contestants  has  been  re- 
duced from  $2  to  SO  cents,  the  F.  A.  M. 
membership  card  being,  as  before,  suffi- 
cient registration  for  F.  A.   M.  members. 

All  reference  to  the  so-called  "standard" 
races,  i.  e.,  those  limited  to  110  pound  ma- 
chines, and  requiring  that  at  least  two  of 
them  be  included  in  all  race-meet  programs, 
has  been  eliminated.  But  that  international 
weight  limit  has  been  retained,  of  course,  as 
the  basis  of  'records  and  championships. 
The  same  number  of  championships,  five, 
are  retained,  viz.:  one,  two,  five  and  ten 
miles  and  one  hour,  but  instead  of  requir- 
ing that  all  be  run  at  the  national  meet,  the 
new  rules  say  that  only  the  mile  event  and 
at  least  one  other  must  be  decided  at  that 
function.  One  each  of  the  remaining  chamr 
pionships  may  be  allotted  to  such  F.  A.  M. 
Districts  as  may  apply  for  them. 

The  full  text  of  the  new  rules  is  as 
follows: 

'   SANCTIONS. 
ARTICLE   I. 

Section  1.  Any  person,  association  or 
club  (hereinafter  referred  to  as  the  pro- 
moter) desiring  to  hold  a  contest  or  con- 
tests under  the  rules  of  the  Federation  of 
American  Motorcyclists,  other  than  a  con- 
test limited  solely  to  the  amateur  members 
of  a  local  club,  shall  first  obtain  a  sanction 
from  the  chairman  of  the  competition  com- 
mittee. Infraction  of  this  rule  may  be  deemed 
sufficient  cause  for  perpetually  disbarring 
the   offending  promoter   from   obtaining  a 


sanction  from  the  competition  committee. 

Sec.  2.  The  application  for  such  sanction 
shall  be  made  to  the  chairman  of  the  com- 
petition committee,  and  shall  be  accom- 
panied by  a  fee  of  $2  for  each  day  such 
contest  or  contests  may  continue,  or  $1  per 
day  if  the  motorcycle  events,  not  exceeding 
two  in  number,  form  a  part  of  a  program 
with  other  sports  to  which  an  admission  fee 
is  to  be  charged,  or  50  cents  if  no  admis- 
sion fee  is  to  be  charged.  Such  application 
shall  state  the  name  and  address  of  the  pro- 
moter, the  character  of  the  contest  or  con- 
tests, the  date  desired,  the  course  to  be 
used  and  the  amount  of  entry  fee.  It  shall 
also  specifically  state  whether  a  match  race 
or  a  race  for  a  stake,  wager  or  gate  receipts 
is  to  be  run,  and  if  so,  it  shall  give  the 
names  of  the  intending  participants  in  such 
race. 

Sec.  3.  If  the  event  is  to  be  run  on  the 
road  the  committee  may  require  evidence  of 
the  permission  of  the  proper  legal  authori- 
ties. 

Sec.  4.  After  a  sanction  shall  have  been 
granted  no  change  shall  be  made  in  any  of 
the  details  required  to  be  set  forth  in  the 
application  for  same  save  by  permission  of 
a  member  of  the  competition  committee. 

Sec.  5.  Sanction  may  be  refused  or  sus- 
pension be  meted  out  to  any  promoter  or 
track  owner  or  lessee  who  may  transgress 
the  rules  of  the  Federation  of  American 
Motorcyclists,  or  who  may  permit  another 
to  transgress  them  at  a  meeting  under  his 
management  or  on  his  property. 

Sec.  6.  The  competition  committee  may 
refuse  a  sanction  without  assigning  a  reason 
for  such  refusal. 

ARTICLE  II. 
ENTRIES. 
Section   1.   On  receipt  of  a  sanction  the 
promoter    shall    prepare    an     entry    blank, 
which  shall  contain  the  following  details: 

Name  and  address  of  rider 

F.  A.  M.  membership  No or 

F.  A.  M.  Registration  No 

Date  of  Expiration 

Name  of  Bicycle 

Name  of  Motor 

Stroke   and   bore 

Weight   of   machine 

Rated  horsepower 

Belt  or  chain  drive 

Single  or  double  cylinder   

Weight  of  rider 

Best  time  for  one  mile ;  five  miles 

;  ten  miles 

When  and  where  did  you  last  compete.... 


Is  it  strictly  a  stock  motor — i.  e.,  has  stroke 
or  bore  been  enlarged  or  compression  been 

altered   in   any   way? 

(This  question  is  to  be  answered  only  in 
case  of  handicap  events  or  for  races  re- 
stricted to  stock  or  road  machines,  or  of 
certain  horsepower.)  Penalty  for  incorrect 
or  misleading  replies  or  omissions,  one 
year's  suspension;  for  competing  under  a 
false  name,  suspension  for  life. 


This   entry  blank  shall   bear  on  its   face 

the  words:  "Under  the  rules  and  with  the 
sanction  of  the  Federation  of  American 
Motorcyclists." 

Sec.  2.  Promoters  shall  exact  payment  in 
advance  of  all  entry  fees,  or  suffer  any  loss 
that  may  accrue  from  failure  so  to  do. 

Sec.  3.  No  entry  shall  be  accepted  unless 
all  the  details  required  to  be  set  forth  in  the 
entry  blank  are  complied  with;  the  accept- 
ance of  an  entry  under  other  conditions 
shall  be  sufficient  reason  for  the  refusal  of 
a  subsequent  sanction  to  the  offending  pro- 
moter. 

Sec.  4.  The  programme  shall  bear  upon 
its  face  the  words:  "Under  the  rules  and 
with  the  sanction  of  the  Federation  of 
American  Motorcyclists,"  and  shall  set 
forth  the  distance  of  each  race,  description 
of  prizes  and  their  value,  a  copy  of  the  rule 
relative  to  the  classification  of  motorcyclists 
for  competition,  the  manner  of  starting,  a 
list  of  the  names  of  the  officials  strictly  in 
accordance  with  the  rules  relating  to  same, 
and  a  list  of  the  entrants  and  their  numbers. 

Sec.  5.  Promoters  may  programme  any 
character  of  race  not  conflicting  with  these 
rules.  It  shall  be  the  duty  of  promoters 
to  furnish  means  for  verifying  weights  of 
machines. 

Sec.  6.  Within  one  week  after  the  conclu- 
sion of  a  contest  or  race  meet  promoters 
shall  file  with  the  chairman  of  the  competi- 
tion committee  two  copies  of  the  pro- 
gramme, which  shall  give  the  names  of  all 
starters  and  the  positions  of  the  prize  win- 
ners. 

ARTICLE    in. 
REGISTRATION. 

Sec.  1.  No  person  shall  be  eligible  to 
compete  in  any  contest  sanctioned  by  this 
organization  unless  he  shall  be  an  enrolled 
member  in  good  standing,  or  in  lieu  thereof 
shall  have  been  duly  registered  annually  by 
the  competition  committee,  to  whom  appli- 
cation, accompanied  by  a  fee  of  SO  cents, 
shall  be  made,  and  who  shall  issue  to  all 
such  applicants  as  are  not  disqualified  by 
these  rules  a  numbered  registration  certifi- 
cate. 

Sec.  2.  Any  rider  who  may  have  not  reg- 
istered with  the  F.  A.  M.  may  be  permitted 
to  compete  by  paying  the  amount  of  regis- 
tration fee  to  the  promoter  and  obtaining 
dated  receipt  therefor,  but  any  prize  he 
may  win  shall  be  withheld  until  such  rider 
shall  have  been  duly  registered  by  the  com- 
petition committee. 

ARTICLE  IV. 
CLASSIFICATION  OF  COMPETITORS. 

Section  1.  Two  classes  of  competitors 
shall  be  recognized — amateurs  and  profes- 
sionals. 

Sec.  2.  An  amateur  shall  be  construed  to 
be  a  man  who  has  not,  since  January  1,  1905, 
competed  in  any  sport  against  a  profes- 
sional or  for  cash,  whether  in  the  form  of 
prizes,  wagers,  gate  receipts  or  "appearance 
money";  who  has  not  sold  or  otherwise 
realized  pecuniary  benefit  from  a  prize,  and 


J  00 


THE  BICYCLING  WORLD 


who  does  not  engage  in  competition  as  a 
means,  or  partial  means,  of  livelihood. 

Sec.  3.  A  professional  shall  be  construed 
to  be  a  rider  who  competes  for  cash,  or  has 
competed  for  cash  or  accepts  othei"  mone- 
tary consideration,  or  who  engages  in  com- 
petition as  a  means,  or  partial  means,  of 
livelihood. 

ARTICLE  V. 
MACHINES  ELIGIBLE. 

Section  1.  No  motorcycle  exceeding  S 
horsepower  shall  be  permitted  to  be  used 
in  any  contest  sanctioned  by  the  F.  A.  M., 
nor  shall  any  motor  bicycle  exceeding  a 
weight  of  110  pounds  be  permitted  to  be 
used  in  any  trial  or  race  to  establish  a  rec- 
ord or  records. 

Sec.   2.   The   referee   shall   have   absolute 

power  to  prohibit  the  use  of  any  machine 

which  he  considers  unsafe,  unsuitable  or  of 

improper  construction  to  start  in  any  event. 

ARTICLE  VI. 

STARTS. 

Section  1.  All  track  contests  shall  be  run 
with  the  left  hand  of  the  rider  toward  the 
rail. 

Sec.  2.  Starts  may  be  either  standing  or 
flying.  Due  notice  of  the  method  must  be 
given  on  the  programme,  but  in  the  event 
of  failure  to  state  the  method  a  standing 
start  shall  prevail. 

Sec.  3.  All  standing  starts  shall  be  from 
a  push-off,  and  the  pusher-off  shall  not 
over-step  the  foul  line,  which  shall  be 
placed  twenty  feet  from  the  starting  tape, 
and  there  shall  be  no  recall  or  restart — save 
by  agreement  in  match  races — after  all  con- 
testants shall  have  passed  the  said  foul 
line.  In  handicap  races  there  shall  be  no 
recall  or  restart.  But  when  in  any  race  any 
rider,  in  the  judgment  of  the  referee,  may 
have  suffered  failure  to  properly  start 
through  no  fault  of  his  own  or  of  his  ma- 
chine or  pusher-off,  he  may  be  permitted  to 
start  (1)  in  a  succeeding  heat,  or  (2)  in  the 
final,  if  a  heat  or  final  remains  to  be 
decided. 

ARTICLE   VII. 

PASSING  COMPETITORS. 

Section  1.  It  shall  be  the  duty  of  the  lead- 
ing rider  to  hold  the  inside  as  nearly  as  may 
be  practicable.  A  contestant  overtaking 
and  passing  another  must  pass  him  on  the 
outside,  tmless  the  rider  in  front  shall  be  so 
far  from  the  inside  as  to  render  it  safe  to 
pass  on  the  inside.  After  having  passed 
to  the  front  a- competitor  shall  not  take  the 
inside  or  cross  in  front  of  the  competitor 
passed,  unless  a  lead  of  a  full  length  has 
been  established,  under  penalty  of  disquali- 
fication. 

Sec.  2.  In  road  contests  the  overtaking 
rider  should  give  proper  signal  by  bell  or 
horn. 

ARTICLE  VIIL 
CHANGES  OF  MACHINE. 

Section  1.  In  track  races  a  rider  may  re- 
sort to  pedalling  at  any  time,  and  unless 
otherwise  stipulated,  may  change  his  mount 
during  the  course  of  a  contest;  provided, 
however,  "that  any  such   remount,   in  the 


case  of  a  handicap  event,  shall  not  be  of 
less  approximate  weight  nor  exceed  the 
rated  power  of  the  machine  which  the  con- 
testant concerned  shall  have  entered  to 
ride.  Any  competitor  making  such  change 
shall  immediately  after  finishing,  and  with- 
out dismounting,  report  to  the  referee  in 
order  that  his  remount  may  be  inspected 
and  approved.  Failure  to  so  report  and  to 
obtain  such  approval  may  be  deemed  cause 
for  disqualification. 

Sec.  2.  A  competitor  who  leaves  the  track 
or  road  for  any  cause  must,  if  he  desires  to 
continue  the  contest,  start  at  the  point  from 
which  he  withdrew.  A  competitor  who 
leaves  the  track  or  road,  or  is  unable  to 
continue,  in  a  contest  run  in  heats,  shall 
not  be  allowed  to  compete  in  a  subsequent 
heat  of  the  same  contest. 

ARTICLE  IX. 
PRIZES. 

Section  1.  Any  amateur  may  apply  to  the 
competition  committee  for  permission  to 
effect  an  exchange  of  a  prize  or  prizes,  and 
at  the  discretion  of  the  committee  such  per- 
mission may  be  granted,  but  no  such  ex- 
change shall  carry  with  it  household  uten- 
sils or  any  article  of  wearing  apparel,  nor 
shall  these  articles  be  permitted  to  be 
offered  as  prizes. 

Sec.  2.  Any  amateur  may  be  at  any  time 
required  to  produce  his  prizes  by  the  com- 
petition committee,  or  satisfactorily  to  ac- 
count for  them,  and  each  of  them. 

Sec.  3.  Promoters  or  referees  may  require 
any  entrant  to  submit  proof  of  his  identity, 
or  may  withhold  any  prize  or  prizes  pend- 
ing submission  of  such  proof. 

ARTICLE  X. 
PENALTIES. 

Section  1.  The  act  of  competing  at  an  un- 
sanctioned contest  shall  disqualify  without 
further  action  of  the  competition  commit- 
tee, and  such  disqualification  shall  remain 
in  effect  until  removed  by  formal  action  of 
the   competition  committee. 

Sec.  2.  No  amateur,  under  charges  or 
suspension,  shall  be  permitted  to  compete 
as  a  professional  without  first  having  ob- 
tained the  consent  of  the  competition  com- 
mittee; and  no  amateur  shall  compete  as 
such  and  later  at  the  same  meeting  as  a 
professional.  A  transgression  of  this  rule 
shall  carry  with  it  suspension  for  six 
months. 

Sec.  3.  For  ungentlemanly  conduct  or  wil- 
ful infraction  of  these  rules  the  referee  may 
suspend  any  contestant  for  the  remainder 
of  anymeeting,  and  may  require  that  any 
offender'  or  any  offensive  attendant  be  re- 
moved  from  the   grounds. 

Sec.  4.  For  competing  under  a  false  name, 
or  for  abetting  or  engaging  in  a  contest  in 
which  the  result  is  "fixed"  or  prearranged, 
suspension  shall  be  permanent  and  without 
appeal,  and  no  offenders  shall  be  again  per- 
mitted to  compete  in  any  contest,  or  to 
serve  in  any  capacity  whatsoever. 

Sec.  5.  No  person  shall  be  allowed  to 
compete  who  has  been  debarred  from  com-- 


petition  in  events  over  which  the  ruling 
body  of  any  other  nation  has  jurisdiction. 
Sec.  6.  Punishment  shall  be  meted  out 
by  the  chairman,  whose  action  shall  be 
subject  to  the  majority  vote  of  the  compe- 
tition committee,  but  for  a  first  offense  no 
suspensior  not  otherwise  provided  for  shall 
be  for  a  lesser  period  than  thirty  days, 
or  for  a  second  offense,  of  the  same  nature 
for  less  than  one  year,  and  there  shall  be 
no  appeal  therefrom.  No  suspension  of 
any  nature  shall  be  removed  until  any  prizes 
won  by  reason  of  infraction  of  these  rules 
shall   have   been   returned  by  the   offender. 

ARTICLE  XL 
REINSTATEMENTS. 

Section  1.  No  professional  shall  be  rein- 
stated as  an  amateur  except  by  unanimous 
vote  of  the  members  of  the  F.  A.  M.  pres- 
ent at  a  regular  meeting,  and  no  application 
shall  be  considered  from  any  rider  under 
suspension  or  charges. 

Sec.  2.  For  good  and  sufficient  reasons 
any  rider  under  suspension  and  not  other- 
wise disqualified  by  these  rules,  may  be 
reinstated  by  a  majority  vote  of  the  compe- 
tition committee. 

ARTICLE  XII. 
PROTESTS. 

Section  1.  Protests  respecting  the  weight, 
power  or  other  qualifications  of  a  machine 
shall  be  made  to  the  referee  in  writing  dur- 
ing the  hours  of  the  race  meet  or  contest, 
and  must  be  accompanied  by  a  fee  of  $2. 
If  it  be  not  possible  for  the  referee  to  make 
such  examination  as  will  permit  the  protest 
to  be  at  once  decided,  the  rider  and  machine 
affected  may  be  permitted  to  compete  un- 
der protest,  and  any  prize  he  may  win  shall 
be  withheld  pending  the  decision  of  such 
protest  by  the  competition  committee,  to 
which  it  shall  be  referred  with  the  protest 
fee,  which  will  be  returned  to  the  protestant 
if  the  protest  be  sustained.  Any  appeal  from 
the  decision  of  the  referee  respecting  the 
enforcement  of  these  rules  shall  be  accom- 
panied by  a  fee  of  $5.00. 

ARTICLE   XIII. 
CHAMPIONSHIPS. 

Section  1.  Five  national  championships, 
and  no  others,  shall  be  decided  annually, 
viz.:  One  mile,  two  miles,  five  miles,  ten 
miles,  and  one  hour,  respectively,  the  mile 
and  at  least  one  other  of  such  champion- 
ships to  be  decided  at  the  national  meet. 
One  each  of  the  others  may  be  apportioned 
to  such  districts  as  may  apply  for  them 
after  the  announcement  of  the  annual  meet. 
All  shall  be  limited  to  machines  not  weigh- 
ing in  excess  of  110  pounds. 

Sec.  2.  Each  district  may,  on  application 
to  the  competition  committee,  be  authorized 
to  conduct  district  or  State  championships 
at  similar  distances,  or  of  like  duration. 

ARTICLE   XIV. 

RECORDS. 

Section  1.  No  record  shall  be  accepted  oi 

recognized    which    is    made    on    any   motor 

bicycle   weighing   in   excess   of   110   pounds, 

which  weight  shall  \\o%  iqclui^e  fuel,  lubri- 


THE  BICYCLING  WORLD 


101 


cants  or  source  of  electrical  energy  (bat- 
tery or  magneto). 

Sec.  2.  But  two  classes  of  records  shall 
be  recognized — those  made  from  a  standing 
start  and  those  made  with  a  moving  start, 
against  time  and  in  competition,  respect- 
ively. 

Sec.  3.  All  record  trials  not  made  at  an 
open  racemeet  shall  be  first  sanctioned  by 
the  competition  committee,  and  such  trials 
shall  be  timed  by  not  less  than  three  timers 
for  track  trials,  or  four  timers  for  straight- 
away trials,  who,  with  the  .referee  and  three 
judges, .  shall  certify,  to  the  correctness  of 
time  and  distance,  such  certificates  to  be 
forwarded  to  the  competition  committee. 
If  required,  a  surveyor's  certificate  also 
shall  be  supplied. 

Sec.  4.  If  any  record  shall  have  been  ap- 
parently broken  at  any  meeting  or  in  any 
contest,  or  any  claims  therefor  shall  be 
then  made,  the  referee  shall  at  once  require 
that  the  machine  employed  be  weighed  in 
his  presence  or  in  the  presence  of  a  dis- 
interested  and   accredited   representative. 

Sec.  5.  The  competition  committee  re- 
serves the  right  to  designate  any  or  all 
of  the  officials  at  such  trials,  or  the  referee 
of  any  race  meeting. 

ARTICLE  XV. 
HANDICAPPERS. 
Section  1.  The  members  representing  the 
competition  committee  in  each  respective 
district  may  designate  a  handicapper  or 
handicappers,  and  may  approve  or  reject 
the  person  selected  by  a  promoter.  Such 
approval  shall  be  secured  not  less  than  ten 
days  in  advance  of  any  contest. 

ARTICLE  XVI. 
COMPETITORS'    ATTIRE. 
Section  1.  No  contestant  shall  be  permit- 
ted to  compete  who  is  not  properly  attired. 
Long   trousers,   without   leggins,    shall    not 
be  considered  suitable  attire. 

OFFICIALS. 
ARTICLE  XVII. 
Section  1.  The  principal  officer  of  a  meet- 
ing shall  be  a  referee,  whose  duty  it  shall  be 
to  exercise  general  supervision  over  the 
affairs  of  the  meeting  and  to  act  as  the 
representative   of   the    competition   commit- 


tee. He  shall,  if  necessary,  assign  tfie 
judges,  timers,  umpires,  clerk  of  the  course 
and  starter  to  their  respective  positions  and 
instruct  them  as  to  the  rules.  He  shall  re- 
ceive all  protests  and  render  decisions  there- 
on, subject  to  appeal  to  the  competition 
committee.  It  shall  be  his  duty  to  enforce 
the  rules  and  make  a  full  report  to  the 
chairman  of  the  competition  committee  of 
transgressions  thereof,  either  by  promoters, 
contestants  or  officials. 

Sec.  2.  There  shall  be  three  judges,  whose 
positions  shall  be  on  or  at  the  edge  of  the 
track,  two  at  one  end  and  one  at  the  oppo- 
site end  of  the  tape.  The  numbers  of  the 
placed  men  shall  be  taken,  one  by  each 
of  the  three  judges  respectively.  The  de- 
cision of  the  judges  as  to  the  order  of  fin- 
ishing shall  be  final.  Finishes  shall  be 
determined  by  the  instant  of  contact  of 
the  tire  of  the  front  wheel  with  the  tape. 

Sec.  3.  There  shall  be  three  timekeepers, 
whose  sole  duty  it  shall  be  to  accurately 
calculate,  report  and  record  the  elapsed  time 
of  placed  contestants.  In  the  event  of 
disagreement  of  the  watches,  two  agreeing, 
their  time  shall  be  official.  Should  all  the 
watches  disagree,  the  middle  time  shall  be 
official.  In  a  time  handicap  the  time  shall 
be  taken  from  the  start  of  the  scratch 
contestant. 

Sec.  4.  It  shall  be  the  duty  of  the  starter, 
after  he  has  been  advised  by  the  clerk  of 
the  course  that  the  contestants  are  ready, 
to  ascertain  that  the  timers  are  ready  and 
then  give  the  signal  to  start  by  firing  a 
pistol.  He  shall  have  absolute  control  of 
the  competitors  from  the  time  they  are 
reported  by  the  clerk  of  the  course  until 
the  start  has  taken  place.  In  the  event  of 
a  flying  start  the  starter  alone  shall  have 
the  power  to  decide  what  is  a  fair  start 
and  may  use  a  flag  instead  of  a  pistol  as 
a  signal  to  the  contestants  to  start,  having 
previously  warned  the  timers  of  his  inten- 
tion to  do  so. 

Sec.  5.  The  clerk  of  the  course  shall  be 
provided  with  the  names  and  numbers  of  all 
entrants,  and  for  handicap  races,  with  a 
transcript  of  names  and  numbers  and 
horsepower  of  the  machines  to  be  used  by 
them,  which  it  shall  be  his  duty  to  verify 
after   the   men   are    placed   on   the   starting 


marks.  It  shall  be  his  duty  to  notify  con- 
testants to  appear  at  the  starting  point  in 
time  for  each  event  in  which  they  are  en- 
tered, and  to  properly  position  them  on 
their  starting  marks. 

Sec.  6.  There  shall  be  two  or  more  um- 
pires, whose  duty  it  shall  be  to  take  posi- 
tions assigned  them  by  the  referee,  to  note 
carefully  the  progress  of  the  contest,  and 
be  prepared  to  report  upon  claims  of  unfair 
riding  by  contestants. 

Sec.  7.  No  persons  other  than  the  officials, 
contestants  and  one  assistant  for  each  con- 
testant shall  be  allowed  upon  the  track. 
Contestants  and  attendants  must  leave  thf 
track  as  soon  as  the  event  in  which  they  ar< 
engaged  has  ended.  The  stands  are  for  the 
use  of  the  referee  and  timers.  No  other 
person  shall  be  permitted  therein. 

ARTICLE  XVIII. 

ENDURANCE      AND      OTHER      CON- 

TESTS. 

Section  1.  No  event  of  less  than  250 
miles  shall  be  recognized  as  an  endurance 
or  reliability  contest. 

Sec.  2.  In  all  endurance,  reliability,  regu^ 
larity,  economy,  non-stop  and  similar  con- 
tests, mufflers  must  be  employed  and  the 
rate  of  speed  be  based  on  the  leg^al  limits 
in  effect. 

Sec.  3.  No  change  of  mounts  shall  be  per- 
mitted in  the  course  of  such  contests  and 
the  entire  course  must  be  completed  by  the  . 
rider's  own  engine  or  muscular  effort. 

HILL  CLIMBING  CONTESTS. 
ARTICLE  XIX. 

Section  1.  No  contestant  shall  be  permit- 
ted to  compete  who  weighs  less  than  120 
pounds.  All  who  may  be  of  less  weight 
must  carry  sufficient  "ballast"  to  bring  them 
to  that  weight,  in  order  that  they  may 
compete. 

Sec.  2.  No  change  of  mounts  shall  be  per- 
mitted in  the  course  of  such  contests. 

ARTICLE  XX. 
RULINGS  UNPROVIDED  FOR. 
Section  1.  The  competition  committee 
may  make  any  ruling  unprovided  for  in 
these  rules,  and  such  ruling,  when  promul- 
gated, shall  be  considered  binding  and  in 
effect. 


PERSONS 
SADDLES 


are  never  found  on  "  jobbing  crocks,"  or  mail  order  bicycles  or  anything 
else  which  tends  to  injure  cycling  or  the  cycle  trade.      You  all  know  why. 

PERSONS  SADDLES  ARE  HADE  IN  BUT  ONE  QUALITY. 


PERSONS  MFG.  CO., 


Worcester,  Mass. 


)02 


THE  BICYCLING  WORLD 


How  the  Bicyclists  were   Buncoed. 

A  good  story  is  a  good  story,  no  matter 
what  its  origin,  and  as  a  matter  of  fact,  the 
question  of  veracity  and  the  real  names 
of  the  participants  seldom  comes  up  for 
consideration  in  any  narrative  which  is 
really  worth  telling.  Hence  the  following 
cycling  adventure,  which  is  alleged  to  have 
actually  happened  by  a  veracious  corres- 
pondent from  over  the  sea,  may  be  taken 
at  par  value,  and  it  may  be  allowed  that 
it  inight  have  ocurred  at  any  rate: 

"It  concerns  two  Yorkshire  cyclists  who 
were  on  an  expedition  of  speed.  Charging 
through  a  zig-zag  village  not  a  hundred 
miles  from  Skipton,  they  rounded  a  sudden 
corner,  and  one  dashed  into  the  middle  of 
a  brass  band  in  full  blast.  He  came  into 
collision  with  a  big  brass  instrument,  one 
of  those  with  coils  of  tubing  around  the 
player's  trunk  and  the  ventilator  of  an 
ocean  liner  protruding  yawnfully  over  his 
shoulder.  The  cyclist  was  not  actually  un- 
horse, and  discreetly  rode  off  at  full  speed. 

"Stopping  at  a  wayside  well  to  straighten 
his  twisted  handle-bar,  there  overtook  them 
a  breathless  bucolic  on  a  bicycle,  who  bade 
them  return,  and  pointed  out  the  futility 
of  further  flight  as  the  police  had  wired 
forward.  Sadly  the  fugitives  returned  and 
held  parley  with  the  player  of  the  bulged 
bombardon.  Two  pounds  was  first  sug- 
gested as  the  probable  cost  of  correcting 
the  kinks,  but  as  the  cyclists  pleaded  pov- 


erty the  bass  brass  man  offered  to  settle 

the  matter  for  ten  shillings  cash  down;  and 
the  cyclist  said  he  would  take  a  day  to 
think  about  it,  and  gave  up  his  card.  It 
happened  that  the  annual  athletic  sports 
and  gala  of  that  village  were  in  progress — 
hence  the  music.  The  cyclists,  wandering 
in,  found  a  bellman  announcing  a  scratch 
bicycle  race  'just  about  to  begin' — five  laps 
to  the  mile,  threepence  entry  fee,  late  en- 
tries accepted.  They  competed,  and  the 
wrecker  of  brazen  instruments  came  in  an 
easy  first,  the  second  man  being  the  local 
champion,  on  whom  much  money  had  been 
laid,  and  who  protested  that  the  winner  had 
fouled  him.  He  abjectly  apologized,  how- 
ever, on  a  threat  of  legal  proceedings  for 
slander,  and  the  gatekeeper  was  instructed 
to  hand  over  ten  shillings  of  his  takings  to 
the  winner  as  the  first  prize. 

"To  pay  this  over  to  the  mournful  musi- 
cian and  get  a  written  discharge  from  all 
further  liability,  witnessed  by  the  local  po- 
licemen, was  a  short  job,  and  the  cyclists, 
covered  with  glory  and  smiling  the  sweet 
smiles  of  restitution  and  absolution,  retired 
into  private  life." 


The  following  officers  have  been  nom- 
inated for  offices  in  the  Carbondale  (Pa.) 
Cycling  Club  and  as  there  is  no  opposition, 
will  probably  be  elected  at  the  annual  meet- 
ing in  May:  President,  Robert  McMillan; 
vice-president,  Albert  H.  Crane;  secretary, 
Isaac  Singer,  and  treasurer,  A.   E.  Waters. 


Yellow   Dog  and   Gasolene. 

Because  a  small  yellow  dog — not  the  in- 
surance variety,  just  the  common  garden 
type  of  homeless  canine — happened  to  be 
passing,  and  was  offered  a  drink  of  gaso- 
lene by  a  motorcyclist  who  stopped  to  re- 
plenish the  wheel's  tank,  a  bright  scribe  for 
a  more  or  less  yellow  daily,  accuses  the 
animal  of  having  contracted  a  gasolene  jag 
and  starting  forth  on  a  rampage  on  that 
account.  "Deceived  by  the  color  of  the 
liquid,  the  dog  lapped  up  several  mouthfuls 
before  realizing  the  difference,  and  the 
last  seen  of  the  creature  it  was  barking 
down  the  street  like  a  motorcycle  just  get- 
ting under  way,"  says  the  wielder  of  the 
imaginative  pen.  The  fact  remains  that  the 
animal  did  run  amuck  and  bite  several  per- 
sons, but  the  "accident"  is  one  that  only  a 
State  commission  could  do  justice  to  in 
recording. 


Club  Jury  for  Motorcyclists. 

The  new  Rochester  |N.  Y.)  Motorcycle 
Club  has  undertaken  to  lend  its  assistance 
to  the  suppression  of  scorching,  open  muf- 
flers and  like  evils.  One  section  of  its  by- 
laws provides  that  charges  preferred  against 
any  member  of  the  club  of  misusing  his 
machine  so  as  to  endanger  the  safety  of  the 
public  will  be  tried  by  a  committee  com- 
posed of  club  members  and  if  found  guilty, 
be  suspended  from  membership  for  at  least 
six  months. 


■^ 


Can  you  point  to  any  other  bicycle  in  your  rack,  fir.  Dealer,  excepting 

THE   RACYCLE 

and  tell  your  customers  that  it  not  only   pushes  with  greater  ease,  but 
_  is  the  Largest  Selling  High  Grade  Bicycle  in  the  U.  S.  ? 

I  Of  course  you  can't. 

There  is  but  one  RACYCLE,  and  it's  made  by 

ItHE  MIAMI  CYCLE  &  MFG.  CO., 

MIDDLETOWN,  OHIO. 

HENRY  DE  RUDDER,  General  Agent  for  Holland  and  Belgium,  Gand. 

,E.  SANCHEZ  RUIZ  &  CIA.,  General  Agent  for  Mexico,  Pueblo. 

R.  SUMI  &  CO.,  General  Agent  for  Japan,   Osaka. 
F.  M.  JONES,  1013  Ninth  St.,  Sacramento,  Calif.,   Sole   Pacific   Coast   Representative. 


THE 

"Good  Old  Standbys" 

BEVIN 
Bells 


BEVIN 
Toe  Clips 


BEVIN 
Trouser  Guards 


Prices  as  Interesting  as  ever. 


BevinBros.Mfg.Co. 

EASTHAMPTON,  CONN. 


THE  BICYCLING  WORLD 

The  Week's  Patents. 

816,990.  Sparking  Igniter  for  Gasolene- 
Engines.  John  C.  McLachlan,  Toronto, 
Canada.  Filed  Oct.  31,  1904.  Serial  No. 
230,871. 

Claim. — 1.  In  an  electric  igniter,  the  com- 
bination with  the  movable  electrode  having 
the  actuating-arm  adapted  to  have  free 
movement  in  one  way,  of  the  sparker-bar 
provided  with  a  contacting  end  adapted  to 
engage  with  the  arm,  the  crank-wheel  suit- 
ably driven  and  connected  to  the  sparker- 
bar,  a  supplemental  sleeve  through  which 
the  sparker-bar  extends  provided  with  a 
guiding-bracket,  a  bearing-block  located  in 
the  guiding-bracket  and  provided  with  an 
upwardly  extending  stem  projecting 
through  the  top  of  the  same,  a  spring  be- 
tween the  bearing  block  and  the  upper  end 
of  the  bracket,  a  pin  extending  between  the 
bearing-block  and  the  sleeve  and  means  for 
supporting  the  pin  as  and  for  the  purpose 
specified. 

817,066.  Pneumatic  Tire.  Sidney  Hun- 
ter, St.  Louis,  Mo.  Filed  Sept.  21,  1905. 
Serial  No.  279,435. 

Claim. — A  pneumatic  tire  comprising  an 
inner  rubber  section,  an  outer  rubber  sec- 
tion, and  an  intermediate  section  composed 
of  an  outer  metal  sheath  encircling  the  in- 
ned  section  and  embracing  the  outer  por- 
tion of  its  peripheral  surface,  elastic  exten- 
sions secured  to  the  edges  of  the  sheath, 
and  suitable  lacing  for  uniting  the  exten- 
sions and  drawing  them  tightly  about  the 
inner   section,   substantially  as   set  forth. 

817,104.  Igniter  for  Internal  Combus- 
tion Engines.  Arthur  R.  Curtis,  Golden 
Colo.  Filed  Apr.  10,  1905.  Serial  No. 
254,866. 

Claim. — 1.  In  an  igniting  device  for  ex- 
plosive or  internal-combustion  engines, 
the  combination  of  two  electrodes,  one 
stationary  and  the  other  movable,  the  mov- 
able electrode  consisting  of  a  plunger,  con- 
nections for  passing  the  electric  current 
through  the  electrodes  when  they  are  in 
contact,  a  weak  spring  acting  on  one  elec- 
trode to  normally  senarate  the  electrodes, 
and  an  electrode-actuating  lever,  a  second 
spring  mounted  on  the  lever  and  through 
which  the  latter  acts  to  close  the  electrodes, 
the  last-named  spring  also  acting  on  the 
lever  to  effect  a  separation  of  the  electrodes 
and  simultaneously  reacting  on  an  electrode 
to  hold  the  two  electrodes  in  contact  until 
the  instant  of  separation. 

817,538.  Compound  Air-Pump.  Howard 
Wixon,  Chicago,  111.  Filed  July  1,  1904. 
Serial  No.  214,920. 

Claim. — ^1.  A  compound  pump  compris- 
ing an  outer,  low  pressure  cylinder  having 
an  internal  packing  at  its  end,  a  high-pres- 
sure cylinder  working  through  said  packing 
and  having  an  external  piston  working  in 
said  outer  cylinder,  a  piston  carried  by  said 
outer  cylinder  and  working  within  said 
inner,  high-pressure  cylinder,  said  cylin- 
ders being  in  unobstructed  communication 
at  a  point  between  said  pistons,  substan- 
tially as  described. 

817,555.  Speed  Indicator.  Robert  Hart- 
mann-Kempf,  Frankfort-on-the-Main,  Ger- 
many, assignor  to  The  Firm  of  Hartmann 
&  Braun  A."  G.,  Frankfort-on-the-Main,  Ger- 
many. Filed  June  27,  1905.  Serial  No. 
276,243. 

Claim. — 1.  In  a  speed  indicator  the  com- 
bination of  a  graduated  scale,  means  for 
producing  a  continuous  magnetic  field,  re- 
sonant bodies  of  magnetic  material  situated 
in  said  field  and  turned  to  correspond  with 
said  scale,  and  means  for  displacing  the 
lines    of   force   of   said   field   for   the   pur- 


105 


IN  THE 
HISTORIES 


of   cycling    and   of    motoring 

there  never  was  anything 

the 


Leadership 


of  which  was  so 


Pronounced 


as  that  of 
the 


INDIAN 


"  There's  a  reason,"  or  rather  ^ 
number  of  them,  for  such  a  re- 
markable situation.  Our  cata- 
logue deals  with  them.  Its  free 
for  the  asking. 


HENDEE   MFC.  CO.. 

Springfield,   Mass. 


l06 

WANTS  AND  FOR  SALE. 

15    cents   per  line   of   seven    words,    cash   with   order. 


T?OR  SALE — Marsh  Motorcycle  1905,  almost 
new,  ^110.00.  Indian  1905,  1(125.00.  Ram- 
bler 1904,  new,  jSiSO.oo.  Rambler  1904,  ^125-00. 
Complete  stock  of  Indian  and  Rambler  parts  in 
stock.  Home  trainers  to  Hire.  TIGER  CYCLE 
WORKS  CO.,  782  Eighth  Avenue,  New  York. 

Tj*OR  SALE — Indian  Motorcycle,  1905  model, 
fine  order,  ^125.00.  Full  line  parts  for  Indi- 
ans and  Thor  type  machines,  expert  repairing,  power 
equipped  shop.  Supplies  of  all  kinds  for  motorcy- 
clists,^ F.  B.  WIDMAYER  MOTORCYCLISTS' 
SUPPLY   HOUSE,    2312  Broadway,   New  York. 

POR  SALE — One  2-cylinder  Indian,  like  new, 
;?25o  ;  one  1905  Indian  with  heavy  spokes 
^150;  Tandam  attachment,  S 10;  Reading  Standard 
Racer,  like  new,  JS160;  Rambler  Motocycle,  new, 
<!i5o;  Indian  Motocycle  in  good  condition,  JS125. 
F.  A.  BAKER  &  CO.,  1080-1082  Bedford  Avenue, 
Brooklyn;  20  Warren  St.,  New  York. 

"POR  SALE— New  Columbia  Motorcycle, 
i!i5o;  Other  makes  at  very  low  prices. 
Home  Trainer,  built  for  racing,  strictly  accurate, 
8  laps  to  mile,  rigged  with  electric  lights,  best 
home  trainer,  ever  built,  )fi50.  Fine  Triplet,  like 
new,  ^40.  PARK  CYCLE  CO.,  47  So. 
Washington  Sq.,  New  York  City. 

T^OR  SALE—  1904  A rmac  Motorcycle,  first-class 
condition,  ^85;  1904  Merkel,  new  eaamel, 
nickel  and  tires,  Si  10;  1905  Manson,  new  sprockets 
and  chains,  iti 25  ;  1904  Indian,  just  overhauled  at 
factory,  fi45;  1905  Indian,  can  ao  a  mile  in  1.20 
or, bitter,  $150.;  GARDNER  ENGINEERING 
CO  ,  472  Carroll  Ave.,  Chicago,  111. 

\A/^ANTED — Foreman    for    Bicycle    and   Auto- 
mobile   Chain  factory.      State  experience. 
Permanent    position    for    right    party.      Address 

UNION  Manufacturing  &  specialty 

CO.,  820  Mutual  Life  Building,  Buffalo,  N.  Y. 

"pOR  SA.LE — Indian  Motorcycles,  1904  model, 
in  good  condition,  J90;  1905,  J130;  1905, 
;iSi5o;  can  also  make  immediate  deliveries  of  1906 
models.  Full  siock  of  Indian  parts  always  on 
hand.  Expert  repair  ng.  PIEPER  &  CONNOR, 
1201-1203  Bedford  avenue,  Brooklyn,  N.  Y. 

"pOR  SALE — Large  bicycle,  sporting  goods,  tent 
and  glove  business  in  town  of  1 2,000  popu- 
lation, where  bicycles  are  ridd  n  every  day  m  the 
year.  ^Finest  streets  and  country  roads  in  the 
world.  New  modern  store,  37.K100  ft.,  3  years 
lease.  Established  8  yeas,  doing  830,000  cash 
business  a  year.  Stock  will  invoice  about,  $7,500; 
can  reduce  quickly.  Have  Pierce,  National,  Ariel, 
Hibbard  and  many  other  bicycle  agencies,  also 
Maxwell  automobile.  A  No.  r  repair  shop.  Owner 
has  o'her  interests  which  need  his  time  and 
attention.  Add.ess  RIVER-IDE  CYCLE  AND 
SPORTING  GOODS  CO.,   Riverside,   California. 


CATALOGUE. 

Thor  Motor  and  Parts  for  Motorcycle  and 
Hubs  and  Parts  for   Bicycle  on  application. 

AURORA  AUTOMATIC  MACHINERY  CO., 

AURORA,  ILL.  — 


THE  BICYCLING  WORLD 

HIGH  GRHHE 

wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 

MORSE  Jl'^r  CHAIN 


NOISELESS  IN  MUD,  WATER  OR 
DUST   AND    ALWAYS    EASY    RUNNING 

The  only  chain  having  Prictionless 
Rccker  Joints.  Insist  on  having  the 
Morse  Twin  Roller  Fits  regular 
sprockets. 

S&nd  for  Catalogue  and 
Trade  Price  to 

Morse  Chain  Co.,  Trumansburg:,  n.  y. 


STARR 
BELLS 

Our  1906  line  of 
Bicycle  Bells  is  now 
ready.  We  hav^e 
added  several  new 
styles,  and  it  will 
pay  you  to  write  us 
before  placing  your 
contract. 

The  Starr  Bros. 
Bell  Company 

Easihamp  en,  Conn 


For  testing  dry  cells,  use  the 

Eldredge  Battery  Ammeter 

o  to  30  Amperes 
Indicates  in  either  direction   of  current. 
Price  S3. 50,  delivered. 

Eldredge  Electric  Mfs:.  Co. 

3  Post  Office  Square. 
Dept  M.  Springfield.  Haas. 


o 
o 
k: 

o 


BICYCLES 

AND 

SUNDRIES 

Prices  Right. 


O    146  North  4th  Street,  Philadelphia,  Pa. 

BICYCLES  >•'  MOTORCYCLES 

HICH-CRADE  LEADERS. 

Fowler-IUIanson 'Sherman  Cycle  Mfg.  Co., 

45-47  Fulton  Street,  Chicaso. 

Write  for  terms. 


valve  positioned  upon  said  casing  and  nor- 
mally closing  said  outlet,  and  a  primer  for 
moving  said  valve. 

816,889.  Flexible  Tire.  Albert  V.  Stiche- 
len,  Gand,  Belgium.  Filed  Dec.  16,  1904. 
Serial  No.  237,118. 

Claim. — 1.  A  non-inflated  tire  compris- 
ing a  cover,  a  lining  for  said  cover,  resilient 
or  spring  means  for  placing  said  cover  un- 
der tension,  said  lining  having  annular 
pockets  therein  and  elastically-extensible 
material  contained  in  said  pockets  and  ar- 
ranged to  be  put  under  tension  by  said 
resilient  or  spring  means, 
pose  of  imparting  periodic  magnetic  im- 
pulses to  said  resonant  bodies. 

817,632.  Sprocket  Wheel.  James  M. 
Dodge,  Philadelphia,  Pa.  Filed  May  23, 
1898.     Serial  No.  681,467. 

Claim. — 1.  The  combination  in  a  sprocket- 
wheel  having  a  series  of  V-shaped  teeth  all 
lying  in  the  same  plane,  with  an  open-link 
chain  arranged  to  pass  around  said  wheel, 
the  teeth  of  the  wheel  extending  into  the 
open  links  of  the  chain  and  the  transverse 
members  of  the  chain  bearing  against  the 
teeth,  substantially  as  described. 

817,668.  Tire.  John  C.  Raymond,  New 
York,  N.  Y.  Filed  June  9,  190S.  Serial 
No.  264,428. 

Claim. — 1.  The  combination  substantially 
as  herein  described,  of  the  rim,  the  rim- 
plate  thereon,  and  provided  at  one  edge 
with  an  upturned  flange  and  having  its  op- 
posite edge  unobstructed,  the  base-plate 
adapted  to  slip  over  said  unobstructed  edge 
and  having  its  inner  edge  unobstructed  and 
its  outer,  edge  provided  with  an  upturned 
flange,  the  tire-frame  having  threaded  open- 
ings for  the  securing-screws  and  provided 
at  its  outer  edges  with  the  outwardly-pro- 
jecting inturned  flanges  for  securing  the 
cushion,  and  with  the  inwardly-projecting 
inturned  flanges  for  engagement  with  the 
casing-ribs,  said  tire-frame  being  also  pro- 
vided with  the  central  circumferential  web 
having  the  outwardly-projecting  flanges  op- 
posing the  inwardly-projectirfg  flanges  at 
the  outer  edges  of  said  frame,  the  casing 
provided  along  its  edges  with  the  circum- 
ferential ribs  undercut  for  engagement  with 
the  outer  inturned  flanges  of  the  tire-casing,  . 
and  fitting  in  the  circumferential  undercut 
channels  formed  by  said  outer  inwardly- 
turned  flanges  and  the  opposing  web-flan- 
ges of  the  tire-frame,  the  cushion  held  to 
and  extending  around  the  outer  side  of  the 
tire-frame,  the  inner  tube  within  the. casing 
and  bearing  against  the  outer  side  of  the 
cushion,  and  the  screws  passed  through 
the  rim-plate  and  tire-plate  and  connected 
with  the  tire-frame,  substantially  and  for 
the  purposes  set  forth. 


THE  WII.SON  TRADING  CO. 

TIRES 

121  Chambers  Stregt,        NEW  YORK 

AUTOMOBILE 

AND 

BICYCLE  SUPPLIES 

Send  for  1906  Catalogue- 
THE  KELSEY  CO.,      Buffalo,  N.  Y. 


The  Bicycling  World 


AND  MOTORCYCLE  REVIEW. 


Volume  UII. 


New  York,  U.  S.  A.,  Saturday,  April  28,  1906 


No.  5 


MORROW  TURNS  TO  MOTORCYCLES 


Leaves  Coaster  Brakes  to  Take  up  new  In- 
terests—Means Enlargement  of  Reliance. 

A.  P.  Morrow,  the  man  responsible  for 
the  famous  coaster  brake  that  bears  his 
name,  has  severed  his  connection  with  the 
producers  of  it,  the  Eclipse  Machine  Co., 
Elmira,  N.  Y.  He  has  resigned  the  office 
of  superintendent,  which  he  held  since  the 
company  was  organized,  and  is  "going 
into"  the  manufacture  of  motorcycles. 

For  some  time  he  has  been  deeply  in- 
terested  in  this  growing  department  of  the 
industry,  and  becoming  impressed  with  its 
future  he  has  invested  considerable  capital 
in  the  Reliance  Motorcycle  Company  which 
shortly  is  to  be  removed  from  Addison, 
N.  Y.,  to  Elmira,  where  it  will  be  estab- 
lished in  a  much  larger  factory  and  where 
the  business  will  be  conducted  on  a  much 
more  extensive  scale  than  heretofore.  It  is 
Mr.  Morrow's  intention  to  devote  his  per- 
sonal   attention    to    the    Reliance    interests. 

He  only  recently  returned  from  a  tour 
of  Europe  in  the  Eclipse  interests,  which  is 
understood  to,  have  had  to  do  with  coaster 
brake  patents.  It  is  said  that  he  so  fully 
accomplished  the  object  of  his  mission  that 
he  feels  free  to  retire  from  the  old  com- 
pany and  take  up  with  the  newer  one. 

Although  a  Morrow  is  thus  lost  to  the 
Eclipse  Machine  Co.,  a  Morrow  still  re- 
mains to  supervise  and  direct  the  production 
of  the  well-known  coaster  brake.  He  is 
J.  E.  Morrow,  the  son' of  his  father,  who 
has  been  appointed  acting  superintendent. 
He  has  been  in  the  employ  of  the  company 
for  many  years,  of  late  practically  as  his 
father's  first  lieutenant.  He,  therefore, 
"knows  his  book"  and  is  also  bringing  s 
deal  of  vigor  to  his  enlarged  responsibilities. 

It  goes  without  saying  that  the  Morrow 
coaster  brake  will  be  kept  up  to  the  high- 
est possible  standard,  and  that  there  will  be 
no  let  up  in  the  prosecution  of  either  its 
production  or  sale. 


Makers'  Meeting  of  Great  Importance. 

The^  meeting  of  the  Cycle  Manufacturers 
Association    in    Buffalo,    on    Tuesday    next. 


May  2d,  is  not  unlikely  to  mark  a  turning 
point  in  the  trade.  Not  only  is  it  probable 
that  there  will  be  some  understanding 
reached  respecting  the  equipment  of  the 
different  models  of  both  agency  bicycles 
and  the  jobbing  goods,  but  the  list  of  job- 
bers is  likely  to  be  considerably  unheaved 
More  than  this,  however,  the  joint  com- 
mittee of  the  C.  M.  A.  and  the  Cycle  Parts 
and  Accessories  Association,  which  has  to 
do  with  the  vital  matter  of  publicity,  will 
render  its  report.  '  Since  the  previous  meet- 
ing, the  committee  has  canvassed  the  entire 
manufacturing  trade  and  the  absolute 
pledges  of  support  in  real  dollars  and  cents 
that  it  has  received  is  such  as  to  no  longer 
leave  room  for  doubt  that  there  will  be 
"something  doing"  of  interest  and  assistance 
to  all  concerned  with  bicycles. 


Solar  Locates  its  Eastern  Factory. 
R.  H.  Welles,  treasurer  of  the  Badger 
Brass  Mfg.  Co.,  Kenosha,  Wis.,  who  has 
been  in  New  York  for  the  past  ten  days 
seeking  a  desirable  location  for  the  Solar 
lamp  plant,  which  the  company  has  decided 
to  establish  in  the  East,  has  achieved  that 
object.  He  has  completed  the  lease  of 
large  quarters  in  the  David  Williams  build- 
ing. Eleventh  avenue,  near  Thirty-seventh 
street,  New  York,  which  will  be  at  once 
equipped  for  the  intended  purpose. 


Rhode  Says  i^eading's  all  Right. 

Neff  H.  I'.ode,  who,  for  fourteen  years, 
has  been  engaged  in  the  retail  cycle  busi- 
ness in  Reading,  Pa.,  is  quoted  as  saying 
that  this  spring  has  been  the  best  one  for 
a  long  term  of  years.  On  Saturday  last 
he  sold  14  bicycles  and  already  has  disposed 
of  more  women's  machines  than  during  all 
of  last  season,  while  in  the  Rhode  repair 
department  four  men  are  being  kept  con- 
stantly busy. 


Foyer  to  Make  Bicycles  arid  Go-Carts. 

The  Foyer  Mfg.  Co.,  Sturgis,  Mich.,  is 
the  style  of  a  new  concern  that  has  been 
incorporated  to  manufacture  bicycles  and 
go-carts.  The  company  has  an  authorized 
capital  stock  of  $150,000,  of  which  amount' 
$100,000  has  been  subscribed,  $1,393.92  being 
paid  in  cash  and  $98,606.08  in  property. 


SAN  FRANCISCO  HEARD  FROM 

Fire    Obliterated    Cycle_   Trade,    but    Fresh 
Stocks  are  Being  Ordered. 

Although  ten  days  have  elapsed  since  San 
Francisco  practically  fell  a  prey  to  earth- 
quake and  fire,- comparatively  few  of  those 
who  have  cycle  trade  connections  in  the 
unfortunate  cityhavevreceived  advices  save 
of  the  most  meagre  natui  \ 

As  the  Bicycling  World)  of  last  week 
stated,  as  nearly  all  of  the  cycling  estab- 
lishments were  located  in  the  district  which 
felt  the  first  heavy  yuake,  and  over  which 
the  flames  first  swept,  there  is  small  pros- 
pect that  any  of  them  escaped  obliteration.  -^ 
However,  the  first  definite  intimation  to 
that  effect  reached  the  East  on  Tuesday 
last.  It  came  in  the  form  of  the  following 
telegram  from  J.  T.  Leavitt  &  Co.: 

"Completely  destroyed.  Have  fortjj 
thousand  dollars  to  the  good,  but  cannot 
get  at  it.  Will  you  consign  carload  of 
bicycles?" 

The  reply  was  characteristic  of  the  sym- 
pathy that  has  gone  out  to  the  stricken  city 
ever  since  the  blow  fell: 

"You  can  have  all  you  want.  Send  speci- 
fications." 

The  Persons  Mfg.  Co.  is  one  other  of  the 
few  that  have  heard  from  their  San  Fran- 
cisco representatives,  Bryte,  Coates  & 
Campbell.  The  latter's  advices  came  in  the 
shape  of  a  letter  and  states  that  not  only 
was  their  loss  complete,  but.  adds  that  all  . 
other  jobbers  in  San  Francisco  were  also 
wiped  out.  Their  letter,  however,  evinces 
the  same  resolution  as  that  disclosed  by 
Leavitr  &  Company's  telegram.  They  wrote 
that  they  had  opened  temporary  quarters  in 
Oakland  and  expected  to  be  doing  business 
in  San  Francisco  on  Monday  next,  and 
urged,  therefore,  that  a  full  line  of  sample 
saddles,  catalogues,  electrotypes,  etc.,  be 
immediately  shipped  by  express. 

Further  evidence  of  the  spirit  of  the 
people  of  the  Pacific  Coast  reached  the 
Persons  Mfg.  Co.  in  the  form  of  an  order 
from  a  large  house  in  Sacramento.  Three 
days  before  the  earthquake  the  Sacramento 
merchants  had  sent  their  order  for  Per- 
sons's     goods     through     Bryte,     Coates     & 


U6 


THE  BICYCLING  WORLD 


Campbell.  Assuming  that  the  disaster  would 
delay  its  fulfillment,  they,  the  day  after  the 
shock,  re-ordered  direct  from  the  Worcester 
factory,  the  new  order  calling  for  a  much 
larger  shipment  than  the  one  originally  for- 
warded through  the  San   Francisco  firm. 

Among  other  things  received  by  the  Per- 
sons Mfg.  Co.,  from  San  Francisco,  was  a 
letter  from  J.  W.  Leavitt  &  Co.,  postmarked 
exactly  13  minutes  before  the  time  of  the 
quake.  It  seems  likely  that  the  latter  was 
in  transit  in  the  mail  wagon  somewhere 
between  the  postoffice  and  the  railway  sta-" 
tion  when  the  catastrophe  occurred. 
-  The  George  N.  Pierce  Co.  and  F.  M. 
Jones,  the  Racycle's  Pacific  Coast  distribu- 
tor, were  among  the  few  fortunates.  Their 
branches  were  located  in  Oakland,  across 
the  bay,  and  therefore  escaped  injury. 

Of  the  tire  makers  who  maintained 
branches  in  San  Francisco,  the  Hartford 
Rubber  Works.  Co.,  G  &  J  Tire  Co.,  B.  F. 
Goodrich  Co.  and  Morgan  &  Wright  have 
been  heard  from.  All  convey  the  same 
story — the  depots  and  their  stocks  were 
totally  destroyed.  All,  however,  report  that 
they  have  opened  temporary  quarters  and 
have  requested  that  stocks  of  goods  be 
rushed  to  them. 


TO    TEST    THE    FORKS 


Simple  Contrivance  that  Renders  it  Possible 
— How  to  Make  and  use  it. 


Racycle  Lands  Police  Order. 

Following  its  successful  bid  for  the  equip- 
ment of  the  Cincinnati  Cleaning  Depart- 
ment with  bicycles,  the  Miami  Cycle  &  Mfg. 
Co.  has  placed  another  plume  in  its  cap. 
Through  its  local  representative,  the  Castle 
Bicycle  Company,  it  was  last  week  awarded 
the  contract  for  the  equipment  of  the  At- 
lanta (Ga.)  police  squad.  The  contract  car- 
ries with  it  an  immediate  order  for  forty- 
five  $50  Racycles,  and  a  prospective  order 
for  six  more. 


Wants  New  York  Dealers  to  Organize. 

Frank  B.  Widmayer,  the  well  known  New 
York  dealer,  is  endeavoring  to  interest  the 
retail  dealers  of  Greater  New  York  in  the 
organization  of  a  Dealers'  Association. 

Widmayer  thinks  that  there  are  many 
matters  of  mutual  interest  that  such  an  or- 
ganization might  be  made  to  serve,  the 
items  of  a  uniform  repair  schedule,  uniform 
closing  hours  and  mutual  agreement  and 
protection  •  generally  being  among  the  ob- 
jects in  view. 


The  Retail  Record. 

Reading,  Pa. — Robert  DeHart,  removed 
to  941   Penn  street. 

Duluth,  Minn. — F.  M.  Smith,  succeeded 
by  Smith  &  Campbell. 

Waterville,  Me. — J.  M.  Blanchard,  new 
store  at   151   Main  street. 

Dexter,  Me.— W.  E.  Haseltine,  admitted 
Olin  Warren  to  partnership;  new  style, 
Warren   &  Haseltine. 


Not  infrequently  there  comes  into  the 
rider's  mind  a  horrible  suspicion  that  the 
front  forks  of  his  machine  are  not  as  true 
as  they  might  be,  as  a  result  of  which,  he  is 
apt  to  strain  his  eyes  in  sighting  them  up 
from  various  points  of  view,  or  waste  a 
certain  amount  of  valuable  time  in  taking 
the  mount  to  the  nearest  repair  shop  to 
have  them  tested.  As  a  matter  of  fact, 
however,  b}'  the  use  of  a  comparatively  sim- 
ple contrivance  which  he  can  himself  build 
with  little  or  no  trouble,  he  can  make  an 
accurate  test  at  any  time  by  simply  strip- 
ping down  the  fork.  And  not  simply  that, 
but  he  can  himself  set  matters  right,  with- 


"The  A  B  C  of  Electricity"  will  aid  you 
in  understanding  many  things  about  motors 
that  may  now  seem  hard  of  understanding. 
Price,  50c.  The  Motor  World  Publishing 
Co.,  154  Nassau  Street,  New  York  City.  *  * 


out  the  exercise  of  any  particular  degree  of 
skill,  and  without  the  use  of  special  or  ex- 
pensive tools. 

The  device  shown  in  the  accompanying 
sketch  may  be  made  up  according  to  the 
following  specifications  by  anyone  having 
a  bit  of  the  carpenter's  instinct  about  him, 
and  once  made,  will  last  indefinitely,  and 
do  good  service.  It  consists,  as  will  be 
seen,  of  a  piece  of  hard  wood.  A,  of  1J4 
inch  square  section,  and  about  29  inches 
long,  to  which  are  fastened  by  means  of 
screws  three  shorter  pieces  at  right  angles. 
B,  the  longest  of  these,  should  be  not  over 
^4  of  an  inch  in  thickness,  3  inches  wide, 
and  about  10  inches  long.  Into  it  is  let 
a  scale  which  is  divided  into  inches  and 
fractions,  for  convenience.  This  may  be  a 
section  of  an  old  ruler,  or  a  metal  rule,  set 
in  a  slot  which'  has  been  rabbeted  out  to  make 
a  tight  fit.  The  piece  D,  is  ^  by  2  inches, 
and  not  over  6  inches  long,  a  piece  of  sheet 
iron,  E,  6  inches  or  so  in  length,  being 
screwed  to  it  at  the  outer  end  so  that  its 
edge  will  be  at  right  angles  to  D,  and  will 
project  slightly  beyond  it.  F  is  J4  by  54 
inch  in  section,  and  carries  at  a  point  some 
6  inches  from  A,  a  second  piece  of  sheet 
iron,   G,  screwed  to  its  edge. 

In  order  to  test  a  fork  for  truth,  it  should 
be  placed  in  this  testing  rack  with  its  neck 
resting  against  the  plates  E  and  G,  and  the 
ends  resting  on  the  sliding  scale  in  B.  Then 
the  scale  should  be  moved,  one  way  or  the 
other,  until  the  sides  are  an  equal  distance 
from  the  centre  line.  The  fork  should  then 
be  inverted,  and  the  position  of  the  ends  on 
the  scale  noted  as  before.  If  they  register 
as   on  the  first  trial,  it  is   safe  to  say  that 


they  are  perfectly  true,  but  if  they  do  not, 
one  or  both  of  them  should  be  sprung  unt'l 
they  register  at  a  point  half  way  between 
the  old  and  new  marks.  Afterwards,  they 
should  be  reversed  again,  and  tried  as  be- 
fore, slightly  sprung,  if  necessary,  and  the 
process  repeated  until  they  are  perfectly 
correct  in  their  setting.  While  testing  them, 
the  crown  should  rest  firmly  against  the 
plate  E,  and  it  should  be  noted  that  the 
ends  themselves  are  at  right  angles  to  the 
scale.  If  they  are  not,  they  may  be  twisted 
with  a  wrench  until  they  come  into  the 
correct  position. 

By  using  a  contrivance  of  this  description 
whenever  the  machine  is  apart,  and  trying 
the  forks  whenever  there  is  the  least  sus- 
picion that  all  is  not  as  it  should  be  with 
them,  it  will  be  possible  not  simply  to  cor- 
rect any  unimportant  springing  which  may 
occur  as  the  result  of  a  spill,  but  to  discover 
in  time  any  weakness  which  if  not  brought 
to  light  in  proper  season  might  result  in 
disaster  to  the  rider. 


Protecting  the   Inner   Tube. 

It  did  not  take  the  professional  tire  re- 
pairer long  to  see  the  fallacy  of  attempting 
to  put  a  bandage  around  the  shoe  of  a 
damaged  tire,  in  order  to  run  home  on  it, 
and  two  or  three  years  ago  when  the  mar- 
ket first  began  to  be  flooded  with  tire  ban- 
dages, and  "first  aid  to  the  injured" 
appliances  of  various  types  intended  to  be 
laced  around  the  wound,  one  of  the  frater- 
nity pointed  out  to  a  customer  the  reason 
therefor: 

"If  the  cut  happens  to  be  a  bad  one  and 
these  things  are  only  designed  to  take  care 
of  bad  cuts  in  the  shoe,"  he  said,  "there  is 
nothing  to  prevent  the  inner  tube  from 
bulging  up  into  the  cut  and  being  twisted  by 
the  bandage,  no  matter  how  tightly  it  hap- 
pens to  be  laced  on.  If  those  things  were 
only  made  to  be  put  around  the  inner  tube, 
there  would  be  no  trouble  for  the  tube  could 
not  blow  through  the  hole  at  all." 

It  has  remained  for  the  British  Palmer 
Tire  Co.  to  take  advantage  of  this  piece 
of  sage  advice,  though  late  in  the  day,  by 
bringing  out  the  Palmer  "air  tube  protec- 
tor" which  is  nothing  more  or  less  than 
the  old  time  tire  bandage  designed  to  be 
used  on  the  inner  tube  instead  of  the  shoe. 
The  latter  having  suffered  a  bad  cut  which 
would  otherwise  permit  the  air  tube  to 
bulge  out  through  the  hole  and  make  it  im- 
possible to  drive  on  the  tire,  one  of  these 
protectors  is  slipped  over  either  the  re- 
paired inner  tube  or  a  spare,  immediately 
under  the  cut,  and  as  it  is  made  of  strong 
fabric,  it  will  effectually  prevent  any  ten- 
dency to  bulge  at  the  usual  riding  pressure. 
The  protectors  cover  the  tube  for  about  12 
inches  and  as  the  pressure  holds  them 
tightly  in  place  there  is  no  necessity  for 
cementing  them  on,  so  that  the  same  one 
may  be  used  a  number  of  times.  The  mak- 
ers claim  that  the  tire  can  be  ridden  200  to 
300  miles,  if  necessary,  before  making  a 
permanent  repair. 


THE  BICYCLING  WORLD 


117 


THE  WAY  WEBER  DOES  IT 


Instructive  Example  Set  by  Western  Dealer 
— Publicity  of   the   Proper   Sort. 


Aggressiveness,  as  well  as  progressive- 
ness,  is  the  secret  of  prosperity  in  the  carry- 
ing out  of  any  retail  business  enterprise. 
■  The  dealer  must  have  what  the  people 
want,  in  order  to  sell  to  them,  but  he  must 
also  go  out  after  them  if  he  expects  to  do 
business  in  a  telling  way,  and  go  hard  and 
fast  and  persistently.  Especially  is  this 
true  of  the  bicycle  business  to-day,  and 
more  than  ever  before  is  it  true  that  the 
man  who  has  the  will,  and  the  taste  to  put 
behind  it,  can  earn  a  just  and  well  merited 
reward  for  his  efforts.  When  it  comes  to  a 
question  of  method,  it  is  generally  con- 
ceded that  a  system  of  circularization  and 
"following  up,"  properly  attended  to,  will 
invariably  have  the  desired  effect.  Unfor- 
tunately, however,  many  a  man  is  at  a  loss 
to  know  how  to  state  his  cause  when  it 
comes  to  the  time  for  action. 

A  striking  example  of  the  effective  way 
in  which  this  can  be  done,  however,  as  well 
as  an  illustration  of  the  wealth  of  material 
which  may  be  drawn  upon  in  choosing  the 
subject  matter,  is  found  in  some  of  the 
printed  matter  wrhich  has  been  worked  out 
by  Dealer  Weber,  of  Sioux  Falls,  South 
Dakota,  who  carries  an  extensive  line  of 
cycles  in  connection  with  his  sales  and  re- 
pair business  there. 

"A  few  reasons  why  you  should  ride  a 
bicycle,"  is  the  way  one  of  his  circulars  is 
headed,  and  the  reasons,  which  follow,  are 
couched  in  racy,  convincing  terms,  which 
cannot  fail  to  set  the  reader  thinking,  no 
matter  what  may  have  been  his  previouf 
attitude  toward  the  bicycle.    He  says: 

"The  first  and  strongest  reason  is  for 
your  health.  It  is  impossible  to  enjoy  good 
health  unless  you  have  plenty  of  exercise, 
and  exercise  in  the  open  air  is  a  great  deal 
better  than  indoor  exercise.  You  can't  live 
five  minutes  without  air,  this  shows  the  im- 
portance of  air;  increase  your  breathing 
capacity  and  you  increase  your  health. 

"The  bicycle  gives  you  out-door  exercise 
and  it  increases  your  breathing  capacity. 
This  no  sensible  person  denies,  therefore  it 
increases  your  health.  Now,  although  all 
agree  on  the  value  of  fresh  air,  some  people 
do  not  think  exercise  necessary,  but  it  is  a 
fact  that  you  cannot  develop  your  muscles 
or  your  brain  unless  you  exercise  them. 

"The  bicycle  is  economical  and  useful.  It 
saves  time.  You  can  live  in  the  suburb  and 
save  rent. 

"Bicycle  riding  for  pleasure  is  coming 
back  into  popular  favor  again,  and  no  won- 
der, for  what  else  will  take  you  away  from 
the  dusty,  dirty  city,  out  where  the  air  is 
pure,  where  you  can  get  the  sweet  odor 
from  the  fields,  away  from  the  every  day 
humdrum    life,    to    a    change    of    scene,    as 


cheaply  and  with  as  healthful  results  as  the 
bicycle. 

"You  can  get  more  pleasure  and  comfort 
out  of  a  bicycle  to-day  than  you  could  out 
of  the  bicycle  years  ago.  The  bicycle  of 
to-day  is  made  for  comfort,  it  runs  easier 
and  costs  less  than  the  old  bicycle  did.  Al- 
though the  good  old  bicycle  days,  when- 
people  rode  centuries  for  pleasure  are  past, 
nature  with  her  green  fields  and  shady 
nooks,  with  the  trees  in  bloom  and  odor 
laden  air  is  still  calling  for  you  to  come 
back  to  her."       ^^ 

But  it  is  not  enough,  simply  to  show  that 
riding  is  healthful  and  pleasant  and  benefi- 
cial, and  meritorious  in  many  ways.  The 
reader's  attention,  once  attracted  to  the 
subject,  must  be  lead  to  some  definite  con- 
clusion. Along  with  the  stimulated  interest 
and  the  newly  awakened  desire  to  ride, 
must  come  a  bit  of  wisdom  as  to  the  method 
of  choice,  and  as  much  sage  and  pointed 
advice  as  can  wisely  be  infused  into  the 
thing  without  spoiling  its  effect.  Thus, 
Weber's  "follow-up,"  which  also  is  appli- 
cable to  those  who  ride,  or  at  least  own 
wheels  already,  is  introduced  by  the  inno- 
cent and  attractive  heading,  "The  Outside 
and  Inside." 

"The  outside  is  the  first  thing  you  see 
when  looking  at  a  bicycle,"  it  says.  "The 
outside  of  a  cheap  and  a  good  bicycle  ap- 
pears greatly  the  same.  It's  the  good  qual- 
ity of  material  and  workmanship  under  the 
enamel  that  counts;  this  is  what  makes 
your  wheel  run  easy  and  wear  long. 

"But  what  do  you  think  of  the  most  when 
buying  a  wheel — is  it  price,  the  looks,  or  the 
quality  of  workmanship  and  reputation  of 
the  manufacturer  who  makes  the  wheel? 

"In  every  part  that  goes  into  the  wheel 
there  is  a  difference  in  cost  of  from  25  to 
100  per  cent.;  and  that  is  the  reason  we  have 
$1S  to  $60  bicycles.  You  know  that  you  can 
buy  a  SO  cent  watch  chain  and  one  for  $5, 
and  that  you  don't  expect  the  50  cent  chain 
to  look  or  wear  as  well  as  the  $5  chain.  You 
can  buy  tobacco  at  15  cents  and  $1  a  pound 
but  the  quality  of  the  tobacco  is  not  the 
same.  You  can  buy  umbrellas  at  50  cents 
and  at  $2  each,  but  although  the  shape  and 
number  of  parts  are  the  same,  there  is  a 
big  difference  in  quality  and  workmanship. 
"The  balls,  cones  and  cups,  sprockets, 
chain  and  tires  are  what  make  your  wheel 
run  easy  or  hard.  The  quality  in  a  bicycle 
is  mostly  a  matter  of  wear.  It's  the  work- 
manship in  turning  the  balls,  cups  and 
cones  exactly  a  true  circle,  and  in  having 
the  cups  exactly  parallel  to  each  other,  in 
having  the  sprockets  cut  exactly  right,  and 
in  having  the  rear  sprocket  right  in  line 
with  the  front  sprocket;  all  of  this  is  what 
makes  the  cost  of  the  high  priced  wheel 
and  just  what  the  cheap  wheel  lacks. 

"A  week's  riding  on  any  good  high-grada 
wheel  will  convince  you  of  the  above  facts. 
"To  further  prove  the  wonderful  differ- 
ence that  a  smooth  surface  and  a  perfect 
circle  make,  I  will  cite  a  case  of  an  auto- 
mobile manufacturer  who  had  a  certain 
size  motor  and  who,  by  having  special  ma- 


chinery made  so  he  could  turn  out  a  more 
perfect  circle  and  a  smoother  surface  in- 
creased the  horsepower  of  his  motor  from 
15  horsepower  to  39  horsepower,  without 
enlarging  the  motor;  this  is  history.  There- 
fore I  suggest,  buy  the  best  bicycle  you  can 
afford  to  buy,  and  don't  think  that  some- 
one can  sell  you  a  $30  bicycle  for  $15. 
Bicycles  bring  about  what  they  are  worth. 
If  the  $15  bicycle  is  worth  $30,  it  would  not 
be  sold  for  $15.  Your  common  sense  will 
tell  you  that  this  is  true." 

These  circulars  are  adapted  to  reach  such 
people  as  may  be  considered  in  the  light  of 
possible  customers,  but  they  can  by  no 
means  be  expected  to  reach  all  who  might 
be  benefitted  by  their  instruction.  The  open 
advertisement,  on  poster,  here  comes  in  for 
its  share  in  the  work.  Most  posters  are 
given  over  largely  to  display,  but  this  par- 
ticular one  contains  quite  as  much  meat  as 
do  the  two  circulars.  It  is  headed,  "The 
place  to  go,"  which  is  followed  by  the  ad- 
vice, "Don't  fail  to  read  the  paragraph 
marked  No.  4."    Paragraph  No.  4  says: 

"Why  not  get  your  little  boy  of  girl  that 
bicycle  he  or  she  is  longing  for.  It  will 
give  him  or  her  a  physical  development 
that  will  be  hard  to  estimate  in  dollars  and 
cents. 

"What  the  little  folks  most  need  up  to 
about  10  years  of  age  is  a  lot  of  exercise 
and  little  study,  if  you  would  give  them  a 
body  that  will  be  of  use  to  them  in  after 
life. 

"The  reason  that  it's  generally  the 
brightest  in  the  family  that  die  young  is 
that  they  are  naturally  inclined  to  study, 
because  they  have  too  much  brain  for  their 
body,  and  they  study  when  they  ought 
to  be  out  playing  and  exercising  to  develop 
the  body." 

Over  against  this,  under  the  bold  caption, 
"Bicycles,"  stands  a  good  argument  for  the 
machine  in  rational,  consistent  use.  The 
makes  of  wheel  for  which  he  is  agent  are 
listed,  and  the  following  bit  of  wisdom  if 
propounded: 

"The  high  gear  has  done  more  to  hurt 
wheeling  than  anything  else.  Ride  a  low 
gear — there  is  a  reason, 

"To  enjoy  good  health  one  should  have 
plenty  of  exercise  in  the  open  air,  for  which 
purpose  the  bicycle   stands  supreme," 

There  is  plenty  of  display  about  the 
poster,  but  not  so  much  that  the  pith  of  the 
subject  matter  is  lost  sight  of.  The  thing 
is  striking,  and  makes  even  the  casual 
reader  remember  what  is  said,  and  it  closes 
with  a  pointed  statement  of  the  "Weber 
Way"  of  doing  business,  which  is:  "Not  to 
misrepresent  goods:  to  always  do  as  he 
agrees;  to  help  the  bicycle  rider  all  he  can; 
to  sell  honest  goods  at  honest  prices;  to 
please  his  customers  if  he  possibly  can." 
Which  is  a  very  good  way  of  doing  business 
of  any  kind. 


"It  matters  not  so  much  what  you  do  as 
how  you  do  it.  If  you  see  another  suc- 
ceeding better  than  yourself  watch  him 
closely  and  see  how  he  does  it." 


118  THE  BICYCLING  WORLD 


A5  EACH  SEASON  ROLLS  AROUND 

it  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever. 

National   Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who  knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid  record 
of  the  National  on  road  and  track,  and  year  after  year. 

"A  National  Rider  is  Proud  of  his  flount,"  is  an  oM  adage." 

It's    still  trite    and    true.       If   not    familiar  with   our    latest 

models,  we'll  gladly  inform  you  regarding  them. 


If  we  are  not  represented  in  your  locality  we  will  be  glad  to  hear  from    YOU. 


NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  flaintenance  ofWelerreuable 

Flsk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chicopee   Falls,  Mass. 


THE  BICYCLING  WORLD 


n 


FOUNDED^ 

•1873 

^nd;^#rOCYCLE  REVIEW^^®* 

Published  Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


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Entered  as  second-class  matter  at  the  New  York, 
N.   Y.,   Post  Office,   September,   1900. 


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g:^Members  of  the  trade  are  invited  and  are  at 
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quarters while  in  New  York;  our  facilities  and 
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Address  us  at  P.  O.  Box  649. 


New  York,  April  28,  1906. 

Effects  of  San  Francisco's  Woe. 

What  will  be  the  effect  of  the  San  Fran- 
cisco disaster  upon  the  general  business  of 
the  country  is  now  not  unnaturally  a  matter 
of  no  little  discussion  and  considerable 
speculation.  While  in  certain  lines  of  in- 
dustry— the  building  trades  in  particular — 
the  good  results  are  easy  to  foresee,  there 
are  those  who  maintain  that  the  drain  on 
the  banks  of  the  tens  of  milL'ons  of  insur- 
ance money  that  must  be  paid  out  will  be 
felt  in  a  more  or  less  uncomfortable  manner 
even  in  the  East. 

However  this  may  be,  the  eftect  of  the 
calamity  on  the  cycling  trade  is  an  item 
chiefly  of  unsatisfactory  conjecture.  The 
spirit  displayed  by  the  disabled  wholesalers 
who  have  already  ordered  fresh  stocks  of 
bicycles  and  bicycle  goods  is  an  inspiring 
token,  but  as  their  patronage  is  not  re- 
stricted to  San  Francisco,  or  the  immediate 
country  that  suffered  damage,  it  hardly 
constitutes  a  peg  around  which  argument 
properly  may  revolve. 

The  extent  of  the  losses  sustained  by  the 
bicycle  retailers  is  not  yet  known,  and 
whether  or  no  the  catastrophe  will  make 
for  their   betterment  or  otherwise  remains 


to  be  seen.  Argument  can  be  advanced  in 
support  of  either  point. 

The  bicycle  may  be  construed  to  be  a 
luxury,  and  in  the  upbuilding  of  the  city  it 
follows  that  luxuries  must  be  foregone. 
From  this  viewpoint,  the  cycle  trade  will 
suffer.  If,  however,  street  car  lines  have 
been  seriously  crippled  and  the  crippling 
will  exist  for  any  length  of  time,  the 
bicycle  will  become  a  necessity;  and  with 
the  great  influx  of  artisans  of  moderate  in- 
come it  follows  that  they  must  be  quickly 
attracted  to  such  an  economical  and  con- 
venient means  of  locomotion,  and  that  the 
bicycle  business  will  prosper  in  such  pro- 
portions as  it  has  not  prospered  in  recent 
years. 

It  goes  without  saying  that  the  bicycle 
trade  will  hop§/f(Sr'-the  existence  of  the  lat- 
ter state  of  affairs,  but  be  that  as  it  may  the 
situation  will  'afford  ritt'eresting  conjecture 
to  say  the  least/  '[>.  ^  'Jsi  \ 


Protecting  the  Motor  Bicwle. 

If  experience  is  still  ,th'e/h,est  teaeE)erjl'lhe 
manufacturers  and  dealel^^u;  mott^vcles 
should  be  able  to  profit  handsomely  by  the 
knowledge  gained  in  the  production  and 
sale  of  bicycles.  There  were  errors  of  omis- 
sion and  commission  a-plenty  made  in  the 
latter  department,  and  the  avoiding  of  them 
is  a  subject  which  should  seriously  interest 
those  concerned  with  the  povi^er-driven  ma- 
chines. 

There  is  no  longer  gainsaying  that  the 
interest  and  demand  for  motorcycles  is 
emphatically  and  observably  upward.  They 
appear  to  be  at  last  on  the  verge  of  their 
long  postponed  popularity;  and  it  is  at  such 
periods  that  those  who  are  given  to  making 
hay  while  the  sun  shines,  and  do  not  care 
with  what  implements  they  turn  the  hay, 
are  attracted  to  the  fields  on  which  the  sun 
shines   most   brightly. 

There  is  not  lacking  evidence  that  this 
class — those  who  deal  with  jobbing  crocks, 
mail  order  machines  and  such  questionable 
wares,  and  who  do  business  on  the  principle 
that  "there's  a  sucker  born  every  minute" — 
are  viewing  the  motor  bicycle  with  favor- 
able eyes.  There  are  those  of  them  who,  as 
usual,  desiring  to  pose  as  manufacturers, 
have  sought  to  have  their  nameplates  placed 
on  motorcycles.  It  is  not  known  that  they 
have  succeeded  in  attaining  this  end,  but 
now  is  the  time  to  guard  against  it.  The 
day  that  jobbing  motorcycles,  or  mail  order 
motorcycles,  make  their  appearance  will 
be  the  beginning  of  an  uncomfortable  period 
for  the  new  branch  of  the  industry.     Those 


who  are  concerned  in  its  health  should 
make  it  their  business  to  seek  to  circumvent 
and  subdue  the  evil  while  it  is  betraying 
its  first  symptoms.  It  is  a  work  in  which 
the  Cycle  Manufacturers'  Association  might 
profitably  enlist  itself. 


What  Dealers  Might  Do. 

The  suggestion  of  a  New  York  retailer 
that  the  time  is  ripe  for  dealers  to  get  to- 
gether again  and  agree  on  certain  policies 
of  interest  to  all  should  not  be  permitted  to 
go  to  waste.  Now  that  they  are  no  longer 
so  numerous  that  they  are  next  door  rivals, 
and  that  each  usually  has  a  well  defined 
sphere  of  patronage,  the  getting  -together 
and  the  holding  together  should  be  much 
easier  than  was  once  the  case.  Their  inter- 
ests are  common  interests,  and  now  that 
motorcycles  are  attaining  prominence,  the 
matter  of  mutual  protection,  and  the  regu- 
lation of  hours  during  which  stores  shall 
be  kept  open,  should  be  easy  of  agreement, 
while  the  adoption  of  a  repair  schedule — 
once  as  a  very  popular  pastime — is  now  far 
more  practicable  and  would  serve  more 
purposes  than  formerly. 

There  are,  indeed,  other  respects  in  which 
dealers  in  all  parts  of  the  country  might 
profitably  help  the  whole  business  by  help- 
ing themselves,  and  at  minimum  cost.  For 
instance,  they  might  easily  combine  and 
engage  one  or  two  men  to  placard  the  dead 
walls  or  suburban  fences  with  ready-made 
signs  which  are  stenciled  on  the  crate  of 
practically  every  bicycle  they  receive.  The 
cost  would  be  a  comparative  trifle  and  well 
worth  the  effort. 

If  they  would  only  appreciate  the  fact, 
one  of  the  chief  ailments  that  is  the  matter 
with  business  is  that  people  are  given  small 
opportunity  to  see  or  hear  anything  about 
bicycles.  If  the  word  "Bicycles,"  coupled 
with  whatever  name,  stares  at  them  from 
many  walls,  or  trees,  or  fences,  they  cannot 
help  seeing;  and  seeing  begets  thinking; 
and  thinking  begets  business. 

This  is  merely  one  of  the  very  many 
things  that  could  be  done  by  dealers'  asso- 
ciations and  that  would  serve  the  interests 
of  every  member.  But  no  association  will 
be  formed  and  nothing  will  be  done  unless 
some  one  dealer,  or  two  or  three  dealers, 
issue  the  call  for  the  meeting  that  is  neces- 
sary to  bring  about  discussion  and  effect  an 
organization  of  any  sort.  That  is  the  first 
step  that  should  be  taken. 


"There  is  one  right  way  of  doing  a  thing; 
and  fifty-seven  varieties  of  wrong  ways." 


120 


THE  BICYCLING  WORLD 


FOUND  A  SECOND-HAND  "FENCE" 


Discovery    of    a    Stolen    Bicycle    Leads    to 
Amazing  Disclosures  in  San  Jose. 


San  Jose,  Cal.,  like  most  other  American 
cities,  is  afflicted  with  that  particular  brand 
of  shady  tradesmen,  who,  basking  under 
the  innocent  guise  of  the  so-called  "stor- 
age," or  second-hand  business,  offers  for 
sale  bicycles  at  prices  whiclr  are  question- 
ably low,  considering  the  values  sometimes 
offered,  and  always  carries  in  stock  a  most 
wonderful  assortment  of  machines,  the 
acquirement  qf  which,  considering  the  pres- 
ent demand  for  them,  and  the  rather  string- 
ent methods  used  by  other  dealers  in  taking 
up  such  stock,  is  nothing  short  of  marvel- 
ous. Unlike  New  York,  however,  San  Jose 
has  been  some  time  "getting  wise"  to  the 
game,  and  for  many  moons,  San  Joseans 
have  gone  on  trustingly  purchasing  almost 
new  mounts  at  prodigiously  low  rates  and 
pinned  their  faith  to  the  blandishments  of 
one  or  the  other  of  two  dealers,  of  the 
above  mentioned  ilk  who  dealt  in  such  mar- 
velous "bargains,"  for  the  benefit  of  their 
fellow  men. 

When,  on  the  morning  of  April  9,  how- 
ever. Dr.  Kenneth  C.  Park,  discovered  a 
bicycle  which  had  been  stolen  from  him 
some  little  time  previously  standing  in  a 
rack  in  front  of  the  Ryland  building,  he  de- 
termined to  wait  for  its  alleged  owner  and 
see  what  manner  of  man  it  might  be.  After 
he  had  been  waiting  for  some  time,  J.  Gold- 
win  Richards,  a  young  business  college 
student,  came  out  of  the  building  and 
started  to  ride  away.  He  was  detained  by 
Dr.  Park,  to  whom  he  explained  that  this 
was  his  wheel  beyond  a  doubt.  He  had 
bought  it  some  weeks  before,  and  it  had 
been  stolen  from  him,  but,  on  seeing  it 
standing  in  front  of  the  same  building  later 
on,  he  had  felt  free  to  appropriate  it  as 
being  rightfully  his  own.  The  two  paid  a 
visit  to  police  headquarters,  and  together 
with  a  detective  they  hunted  up  the  dealer 
from  whom  the  wheeel  had  been  purchased 
the  second  time  and  learned  that  he  had  got 
it  of  a  lad  who  said  he  was  leaving  town. 
Him,  the  enterprising  dealer  had  paid  the 
sum  of  $1. 

Then  San  Jose  woke  up.  Several  other 
cases  of  a  similar  nature  were  unearthed, 
and  with  the  aid  of  a  daily  paper,  it  was 
learned  that  this  dealer  and  another  were 
in  the  habit  of  buying  machines  from  street 
urchins  at  rates  varying  from  50  cents  to  $2, 
in  each  case,  scrupulously  taking  a  bill  of 
sale  from  the  youngsters.  In  one  instance, 
the  dealer  in  question  had  bought  two  dif- 
ferent machines,  one  a  man's,  the  other  a 
ladies'  mount  from  the  same  lad,  a  twelve- 
year-old,  who  had  in  each  case  signed  a 
release  written  out  for  him  by  the  dealer 
himself. 

Other  local   dealers   were  well   aware   of 


the  state  of  things,  it  developed,  but  were 
unable  to  gain  conclusive  evidence,  and  con- 
sequently had  been  imable  to  prosecute  the 
offenders.  For  their  own  protection,  they 
had  made  it  a  practice  not  to  receive  wheels 
unless  in  direct  trade,  or  in  certain  cases, 
from  persons  who  were  known  to  them 
personally. 

When  cornered,  the  scoundrelly  dealers 
assumed  an  injured  air  and  proclaimed 
vehemently  their  right  to  purchase  ma- 
chines at  any  price  whatsoever,  and  to  sell 
them  again  at  whatever  rate  they  could 
command.  They  invariably  took  in  vouch- 
ers of  the  bill-of-sale  order,  which,  as  the 
lads  they  virtually  employed  usually  signed 
with  fictitious  names,  were  veritable  forg- 
eries. In  this  way,  they  were  covering 
themselves,  and  at  the  same  time  placing  a 
premium  upon  the  double  crime  committed 
at  their  instigation  by  boys,  many  of 
them  too  young  to  understand  the  gravity 
of  the  offense. 

A  law  exists  which  requires  all  transfers 
of  second-hand  machines  to  be  reported  to 
the  police,  but  it. seems  that  this  had  been 
continually  disregarded  by  the  dealers, 
whether  with  or  without  the  connivance  of 
the  police,  remains  to  be  proved.  Needless 
to  say,  however,  since  its  awakening,  San 
Jose  is  buying  its  bicycles  with  greater  dis- 
cretion than  formerly,  and  the  second-hand 
market  has  experienced  an  overwhelming 
slump. 


FIXTURES 


England   Scores  at   Olympic   Games. 

As  America  is  not  represented  in  the  cycle 
races  which  form  a  part  of  the  classic 
Olympic  games  now  being  held  at  Athens, 
Greece,  which  are  occupying  the  attention 
of  the  athletic  world,  English  riders  are, 
perhaps,  getting  more  prizes  than  they 
otherwise  would  have  secured.  The  first 
of  the  bicycle  races  was  held  on  Wednes- 
day of  this  week  in  the  Stadium.  The  20- 
kilometer  race  (12J4  miles)  was  won  by 
W.  J.  Pitt,  of  the  Putney  A.  C.  of  Eng- 
land, in  29  minutes,  which  is  much  slower 
than  the  time  usually  made  by  American 
amateurs.  The  cable  does  not  tell  who  fin- 
ished second.  The  five-kilometer  race  was 
captured  by  Verri,  of  Italy,  H.  Crowther 
of  England,  finishing  second.  The  time  was 
not  given. 


Vailsburg  to  Open  To-morrow. 

Cycle  racing  for  the  season  will  be  ush- 
ered in  at  the  famous,  but  dilapidated,  old 
Vailsburg  board  track  to-morrow  afternoon, 
Sunday,  April  28th.  Although  Charles  B. 
Bliemecke  will  manage  the  meets  as  here- 
tofore, the  sanctions  will  be  made  out  in 
the  name  of  the  Bay  View  Wheelmen,  of 
Newark,  for  diplomatic  reasons.  The  Bay 
Views  have  been  assured  that  the  police 
will  not  interfere  with  the  game,  and  Sun- 
day race  meets  are  promised  for  the  season. 
To-morrow  the  card  will  comprise  a  quar- 
ter-mile novice,  one  mile  open  and  five  mile 
handicap  for  amateurs  and  two  events  for 
professionals. 


April  29 — Newark,  N.  J. — Opening  Vails- 
burg   board    track;    racing    every    Sunday 

May  6 — Brooklyn,  N.Y. — Brooklyn  Motor- 
cycle Club's  open  century  run,  Brooklyn  to 
Patchogue  and  return. 

May  6 — ^Jamaica,  L.  I. — Edgecombe 
Wheelmen's  ten-mile  road  race  on  Hoffman 
boulevard;  closed. 

May  6— Camden,  N.  J. — Atlantic  Wheel- 
men's sixty-mile  road  race  to  Atlantic  City; 
open. 

May  13— Valley  Stream,  L.  I.— Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

May  20 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  fifteen  mile  handi- 
cap road  race;  open. 

May  30.— Detroit,  Mich.— Detroit  Wheel- 
men's annual  twenty-five-mile  handicap  road 
race  on   Belle  Island;   open. 

May  30— Washington  Park,  N.  J.— Bicycle 
race  meet;  open. 

May  30— Chicago,  111.— Chicago  Motor- 
cycle Club's  race  meet. 

May  30 — Spokane,  Wash. — Spokane  Ama- 
teur  Athletic    Club,    track   and   road   races. 

May  30— Newark,  N.  J.— Eighteenth  an- 
nual Irvington-Milburn  twenty-five-mile 
handicap  road  race;  open. 

May  30— Salt  Lake  City,  Utah.— Opening 
race  meet  Salt  Palace  saucer,  and  annual 
twenty-five-mile  road  race. 

May  30— Atlantic  City,  N.  J.— Atlantic 
Wheelmen's  twenty-five  mile  road  race  on 
Pleasantville-May's  Landing  course;  open. 

May  30— Grand  Rapids,  Mich.— Grand 
Rapids  Bicycle  Club's  fifteen-mile  handicap 
road  race;  open. 

May  30— Chicago,  111.— Century  Road 
Club  Association's  annual  twenty-five-mile 
handicap  road  race;  open. 

May  30— New  York  City.— New  York 
Motorcycle  Club's  annual  hill-climbing  con- 
test;  open. 

May  30 — Newark,  N.  J. — Vailsburg  board 
track  meet. 

June  10 — Valley  Stream,  R.  I. — Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

June  17 — Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  twenty-five-mile 
handicap  road  race;  open. 

July  4 — Milwaukee,  Wisconsin — Milwau- 
kee Motorcycle  Club's  race  meet. 

July  4 — Atlanta,  Ga. — Track  meet  at  Pied- 
mont Park. 

July  4 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
Long  Island  derby. 

July  8 — Valley  Stream,  L.  I. — Century 
Road  Club  of  .America's  ten-mile  road  race. 

July  8— Valley  Stream,  L.  I. — Roy 
Wheelmen's  twenty-mile  handicap  race; 
closed. 


THE  BICYCLING  WORLD 
Big  Crowd  Attends  Motorcyclists^  Opening  Event* 


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111 


Substantial  evidence  of  the  increased  and 
increasing  interest  in  motorcycling  was 
presented  by  the  New  York  Motorcycle 
Club's  century  run  on  Sunday  last,  22nd 
inst.  The  number  of  entrants,  sixty,  was 
just  about  double  the  number  that  entered 
last  year's  event,  and  although  the  skies 
threatened  rain,  49  of  them  started.    Among 


the  machines  ridden  were  five  two-cylinder 
Curtisses,  one  Belgian  four-cylinder  motor 
bicycle  and  two  Indian  tricars,  one  occupied 
by  Mr.  and  Mrs.  E.  W.  Goodwin,  the  other 
by  T.  K.  Hastings  and  a  much  tickled 
youngster.  Both  finished  within  the  time 
limits.  In  all,  there  were  38  of  the  starters 
who  completed  the  distance  from  Bedford 


Rest,  Brooklyn,  to  Patchogue  arid  return, 
exactly  116  miles,  within  the  prescribed 
limits,  not  less  than  six  hours,  nor  more 
than  eight  hours.  At  least  three  different 
men  are  said  to  have  finished  first,  but  as 
the  participants  variously  started  on  the 
return  journey  from  one  second  to  one  hour 
apart  "first"  really  means  nothing. 


Florida  Program  that  Went  Awry. 

Instead  of  the  elaborate  program  of 
bicycle  and  motorcycle  "championships" 
-that  was  scheduled  for  the  first  day  of  the 
Atlantic-Pablo,  Fla.,  beach  carnival,  it  ap- 
pears that  there  were  not  enough  entries  to 
occupy  a  whole  day,  so  Monday,  April  19th, 
was  devoted  to  an  aeroplane  ascension  and 
the  bicycle  and  motor  events,  of  which 
there  were  just  three  were  spread  over  the 
following  two  days. 

On  Tuesday,  just  one  starter,  J.  D.  Han- 
non,  appeared  for  the  one  mile  "State 
bicycle  championship,"  so  it  was  run  at 
the  same. time  as  the  one  mile  handicap  for 
motorcycles.  Hannon,  who  rode  a  Racycle 
geared  to  112,  was  given  35  seconds  start 
and  it  was  announced  that  he  covered  the 
mile  stretch  of  sand  in  1  minute  59  seconds, 
J.  P.  Covert,  who  bestrode  a  2j4  horse- 
power Indian  tricar,  was  given  10  seconds 
handicap  over  A.  Barber,  2^  horsepower 
Columbia,  and  Altjen,  1^  Indian.  Covert 
was  never  headed,  but  Barber  and  Altjen 
fought  neck  and  neck  the  entire  distance, 
the  former  winning  out.  The  time  was  not 
announced. 

On  the  following  afternoon,  a  one  mile 
handicap  in  heats  was  run.  C.  T.  Ander- 
son, of  Jacksonville,  rode  a  3  horsepower 
machine  of  his  own  construction  and  in  the 


first  heat  was  given  10  seconds.  He  won 
the  heat  in  runaway  fashion  so  the  officials 
moved  him  back  to  scratch  in  the  second 
heat,  but  even  this  did  not  hinder  the  Jack- 
sonvillain  and  he  won  the  second  heat  also. 
The  time  for  the  first  heat  was  2  minutes 
and  of  the  second.  1  minute  56j^  seconds. 
J.  P.  Covert,  2j4  horsepower  Indian 
(scratch)  finished  second  in  the  first  heat 
and  Barber  1J4  horsepower^  Indian  (0:20) 
was 'third.  In  the  second  heat  this  order 
was  reversed,  Barber  beating  Covert.  Both 
were  on  the  20  second  mark  while  Anderson 
started  scratch  in  the  second  heat. 


Adee    Goes   Abroad   for   Annual   Tour. 

Second  Assistant  Secretary  of  State  A.  A. 
Adee,  the  most  consistent  cyclist  of  all  the 
Washington  officialdom,  has  lost  none  of 
his  consistency.  For  years  Mr.  Adee  has 
made  his  annual  vacation  take  the  form  of 
a  tour  a-wheel  abroad  and  this  year  is  no 
exception.  He  sailed  from  New  York  on 
Wednesday  last,  accompanied  by  his  fav- 
orite steed,  of  course,  and  after  landing  at 
Cherbourg  will  tour  about  2,400  miles  in 
France  and  Germany,  Mr.  Adee  will  be 
accompanied  a  part  of  the  distance  by  Con- 
sul and  Mrs.  Trackera  of  Berlin,  who  toured 
with  him  last  year. 


Motor  Bicycles  Assist  San  Francisco. 

Among  the  auxiliaries  which  have  played 
and  are  playing  a  part  in  assisting  stricken 
San  Francisco,  the  motor  bicycle  has  been 
important  enough  to  be  mentioned  in  the 
dispatches.  In  an  official  report  sent  by 
the  local  manager  of  the  Postal  Telegraph 
Company  last  Saturday,  in  which  he  re- 
ported the  establishment  of  temporary  offi- 
ces in  various  localities,  he  stated  that  for 
the  delivery  of  the  messages  he  had  secured 
the  services  of  several  motor  bicyclists,  and 
that  he  hoped  thereby  to  greatly  facilitate 
the  work.  The  importance  of  this  service  can 
readily  be  appreciated  when  it  is  considered 
that  all  car  lines  were  at  a  standstill,  and 
that  every  vehicle  capable  of  transporting 
goods  was  being  pressed  into  service. 


What  De  Finney  will  Try  to  do. 
An  ambitious  motorcyclist,  C.  C.  de  Fin- 
ney by  name,  is  about  to  undertake  the  self- 
imposed  mission  of  beating  the  "world's 
longest  road  record  ever  accomplished  on 
any  vehicle."  De  Finney  will  attempt  to 
cover  100  miles  daily  for  365  days,  to  estab- 
lish 36,500  miles.  This  rider's  pedigree  is 
not  given,  but  it  is  stated  that  he  "has  set 
up  some  sensational  performances  both  in 
America  (sic)  and  on  the  continent." 


122 


THE  BICYCLING  WORLD 


FAST  BUNCH  AT  BROCKTON 


Both  Long  Markers  and  Scratch  Men  Pro- 
vide Close  Finishes — Goodrich  in  Front. 


Aubrey  Goodrich,  riding  with  a  handicap 
of  six  minutes,  won  the  IS-mile  handicap 
road  race  at  Brockton,  Mass.,  on  Thursday, 
of  last  week,  19th  inst.  Goodrich  finislied 
just  one  second  before  Merton  Sawtell,  and 
Leslie  Lewis,  of  Worcester,  crossed  the 
tape  third,  one  second  behind  Sawtelle. 
Both  these  last  named  men  were  also"  with 
the  six-minute  division.  Goodrich's  time 
was  42  minutes  43  seconds  which,  consider- 
ing the  dust,  wind  and  early  season,  was 
very  good. 

With  a  field  of  only  sixteen  starters, 
many  imagined  that  the  contest  would  be 
extremely  uninteresting,  but  the  contrary 
was  the  case,  and  a  well  fought  race  re- 
sulted in  which  the  long  markers  gave  the 
fast  bunch  on  the  honor  mark  all  the  work 
they  wanted  and  a  little  more. 

Goodrich,  Sawtelle  and  Lewis  were  three 
of  a  quartette  sent  off  the  limit.  William 
Hyatt  was  the  fourth,  but  he  was  shaken 
off  the  first  lap.  Charles  Kelson,  from  2^4 
minutes,  made  a  great  gain  on  the  first  lap, 
pulling  away  from  his  bunch  and  finishing 
the  lap  seventh  in  order.  Borden,  Brack- 
avelt,  Panacy,  Conant  and  Small,  all  middle 
mark  starters,  split  up  early  in  the  race. 
The  result  was  that  each  man  was  left  to 
shift  for  himself  and  the  scratch  men  closed 
up  on  them,  while  the  long  markers  ran 
away  in  front.  On  the  first  lap,  the  scratch 
men,  Wyatt,  Bussey,  Farrell,  Helander  and 
Londergan,  cut  down  eighteen  seconds  of 
the  limit  men's  lead.  Ralph  Wyatt  and 
Charles  Helander  came  together  on  the  last 
leg  of  the  second  lap,  and  both  fell.  That 
was  the  place  they  and  the  other  scratch 
men  lost  sight  of  each  other. 

At  tlie  start  of  the  last  lap  the  limit  men 
were  going  well.  Goodrich,  Sawtelle  and 
Lewis  fought  everj'  inch  of  the  way  down 
the  straight  stretch  of  road  and  they  fin- 
ished in  the  order  named.  It  was  not  long 
after  the  finish  of  this  trio  and  a  few  of  the 
middle  distance  men  who  straggled  in  later, 
that  four  riders  could  be  seen  coming  down 
the  road  kicking  up  a  cloud  of  dust.  One 
hundred  yards  from  the  finish  Bussey,  who 
was  leading,  unwound  his  sprint,  and  flashed 
over  the  tape  a  winner  bj^  a  length;  Farrell, 
the  other  scratch  man  with  Bussey,  fol- 
lowed by  Londergan  and  Brakevelt,  finished 
next,  a  few  inches  only  separating  them. 
Wyatt  and  Helander  a  little  way  back 
crossed  the  tape  in  a  fine  finish.  The  judges 
declared  that  they  tied,  but  many  of  the 
spectators  were  of  the  opinion  that  Helan- 
der had  a  shade  the  better  of  it.  Both  riders 
had  a  narrow  escape  from  collision  with  a 
wagon  at  the  finish  and  there  was  danger 
of  another  collision  when  Wyatt  met  Lon- 


dergan after  the  race  and  accused  the  Wor- 
cester rider  of  spilling  him  and  Helander. 
The   summary: 

Handicap.       Time. 
Pos.     Rider.  M.  S.         M.  S. 

1— Goodrich,    Brockton 6:00        42:43 

2— Sawtelle,    Brockton 6:00        42:44 

3— Lewis,    Worcester 6:00        42:45 

4— Kelson,    Brockton 2:30        42:12 

5— Conant,    Brockton 3:00        42:47 

6— Small,   Brockton 3:00        42:48 

7— Panacy,    Brockton 2:30        43:15 

8 — Bussey,    Brockton scratch        41 :14 

9 — Farrell    Worcester scratch        41:15 

10 — Londergan,  Worcester  scratch        41:16 

11— Brakevelt,  Lawrence 2:00        43:18 

12— Borden,    Brockton 2:30        43:53 

13— Helander,     Brockton .  . .  scratch         41 :30 

14— Wyatt,   E.   B wter scratch         41 :30 

Time  prize  winners — Bussey  (scratch), 
first,  41:14;  Farrell  (scratch),  second,  41:15; 
Londergan   (scratch),  third,  41:16. 


END  OF  INDOOR  SPORT 


Hot  Work  and  Big  Consolation  Race  Ends 
Buffalo  Season  in  the  Armory. 


Camden-Atlantic  City  Race  on  May  6. 

Efforts  of  the  Stroud,  Century  and  Atlan- 
tic Wheelmen,  of  respectively  Philadelphia, 
Pa.,  Camden,  and  Atlantic  City,  N.  J.,  to 
renew  the  once-famous  Camden-Atlantic 
City  record  run,  met  with  such  success  last 
year  that  it  has  been  decided  to  make  it  an 
annual  affair  as  it  once  was.  The  date  for 
this  year's  contest  has  been  set  for  Sunday, 
May  6.  In  1905  the  race  was  held  in  October, 
and  it  was  thought  that  the  lateness  of  the 
season  and  the  fact  that  races  in  the  metro- 
politan district  were  in  full  sway,  militated 
against  its  succes  as  viewed  from  a  stand- 
point of  entries,  as  there  was  only  twenty- 
six  starters.  For  that  reason  it  has  been 
decided  to  hold  the  race  earlier  this  year. 

The  limit  men,  who  will  receive  the  usual 
two  hours'  allowance,  will  be  started  from 
City  Hall,  Haddon  avenue,  Camden,  at  7:30 
a.  m.  sharp  and  the  course  will  be  over  the 
White  Horse  pike,  Waterford  road,  Egg 
Harbor  road,  Absecon-Pleasantville  boule- 
vard to  Atlantic  City.  The  distance  is 
exactly  60  miles.  If  it  rains  on  May  6  the 
race  will  be  postponed  one  week. 

As  usual,  the  prize  list  will  be  an  attract- 
ive one,  calculated  to  draw  entries  from 
New  York  and  Northern  New  Jersey.  A 
Reading  Standard  heads  the  list  of  place 
prizes  and  negotiations  are  under  way  for 
several  other  well  known  makes  of  bicycles. 
The  usual  assortment  of  tires,  saddles, 
coaster  brakes,  watches,  cyclometers,  lamps 
etc.,  make  up  the  other  prizesc.  Entries 
close  with  W.  R.  Stroud,  324  North  Broad 
street,  Philadelphia,  Pa.,  May  3. 


These  officers  were  elected  at  the  annual 
meeting  of  the  T.  P.  &  W.  Railway  Bicycle 
Club,  of  Peoria,  111.,  at  the  annual  meeting 
of  the  organization,  held  last  week:  Presi- 
dent, R.  S.  Hay;  vice-president,  F.  W. 
Crane;  secretary,  Elmer  Juelg;  treasurer, 
Charles  Turner;  firse  lieutenant,  A.  Benson; 
second  lieutenant,  E.  F.  Stock;  color  bearer, 
W.  E.  Robinson;  directors,  F.  C.  Misner, 
P.  Sherry,  C.  D.  Bass  and  W.  W.  Carroll. 


With  the  completion  of  the  three  bicycle 
races  that  formed  by  far  the  most  interest- 
ing part  of  the  program  at  the  74th  Regi- 
ment games  in  that  armory  at  Buffalo,  N. 
Y.,  last  Saturday  night,  21st  inst.,  the  indoor 
bicycle  racing  season  closed  for  the  sea- 
son. The  races  were  exciting  throughout 
— for  that  matter,  armory  races  always  are. 

Probably  the  best  race  of  the  evening  was 
the  two  mile  lap  with  four  trial  heats,  two 
to  qualify  in  each  for  the  final.  Edward 
Delling,  of  the  Standard  Wheeling  Club, 
was  the  first  to  cross  the  tape  in  the  first 
heat,  followed  by  J.  Gittere  of  the  Ariels 
The  time  was  4:28?^.  In  the  second  heat 
R.  S.  Lewis  and  J.  M.  Tanner  fought  for 
the  honors,  the  former  beating  his  opponent 
by  a  narrow  margin.  Time,  4:44^/^.  H.  S. 
Sykes  and  R.  J.  Hoover  qualified  in  the  next 
heat  and  Fred  Schudt  and  Charles  Mc- 
Cracken  were  the  first  pair  across  the  tape 
in  the  fourth  heat.  The  time  for  the  third 
heat  was  i:46i/i  and  of  the  .  fourth,  4:47. 
The  last  lap  of  the  final  heat  developed  a 
pretty  sprint  between  Delling  and  Schudt 
for  first  place.  The  riders  kept  neck  and 
neck  for  the  greater  part  of  the  distance, 
when  Schudt  gave  an  extra  dig  in  his  pedals 
and  crossed  the  line  half  a  wheel  ahead. 
Schudt  won  the  race  with  72  points  and 
Delling  was  second  with  46.  J.  M.  Tanner 
finished  third.  He  had  32  points.  The  time 
of  the  final  heat  was  4:45^^. 

Long  markers  had  everything  their  own 
way  in  the  one  mile  handicap,  not  one 
scratch  man  being  able  to  qualify.  The 
final  heat  went  to  J.  B.  Devine  with  70 
yards,  with  D.  Hitchcock  (75  yards)  second 
and  Joseph  Barbach  (90  yards),  third.  The 
time  was  2:13^^. 

After  this  a  half  mile  consolation  was  run, 
with  four  heats,  the  first  two  riders  in  each 
heat  qualifying  for  the  final.  A.  Fischer 
and  John  Newland  won  the  first  heat  in  1 
minute  8  seconds  and  James  Dick  and  Joe 
Barbach  were  qualifants  in  the  second  heat. 
Time,  1:08.^.  In  the  third  heat  C.  J.  Smith 
and  G.  Keiper  quelified  and  R.  Souter  and 
J.  Schneider  finished  first  and  second,  re- 
spectively, in  the  fourth.  The  final  heat 
was  captured  by  Dick  after  a  long  and 
pretty  sprint  for  which  he  was  heartily  ap- 
plauded. A.  Fischer  finished  second  and  R. 
Souter,  third.  The  time  for  the  final  heat 
was   1:10.     The  summaries: 

Two  mile  lap,  final  heat — Won  by  Fred 
Schudt  (72  points);  Ed.  Delling  (46  points), 
second;  J.  M.  Tanner  .(32  points),  third 
Time,  4:45^. 

One  mile  handicap,  final  heat — Won  by 
J.  B.  Devine  (70  yards);  D.  Hitchcock  (75 
yards),  second;  J.  Barbach  (90  yards),  third. 
Time,  2:134f 

Half  mile  consolation,  final  heat — Won  by 
James  Dick;  A.  Fischer,  second;  R.  Souter, 
third.     Time,  1:105/^. 


THE  BICYCLING  WORLD 


U3 


KLUCZEK  IS  ROY'S  CHAMPION 


It  Required  Five  Heats  to  Decide  Title — 
Won.  by  an  Eyelash. 


Watson  J.  Kluczek,  of  East  Orange,  N.  J., 
is  champion  of  the  Roy  Wheelmen  of  New 
York  City  for  1906.  He  won  the  title  last 
Sunday,  22d  inst.,  in  one  of  the  prettiest 
and  closest  finishes  that  has  been  witnessed 
in  a  road  race  for  years.  The  race  was  held 
on  Long  Island,  the  start  and  finish  being 
at  Valley  Stream,  the  riders  turning  at  Lyn- 
brook,  making  a  distance  of  five  miles.  The 
composition  of  the  riders  in  the  final  heat 
was  made  up  by  those  who  qualified  in 
trial  heats  at  one  mile. 

Eight  riders  contested  the  first  heat.  The 
start  was  made  from  the  railroad  crossing, 
the  riders  finishing  at  West's  hotel.  A  pretty, 
sprint  developed  at  the  tape,  Watson  J. 
Kluczek  winning  out  by  a  narrow  margin 
from  August  Huron.  Herbert  Williams 
was  a  close  third.  It  was  quite  a  surprise 
to  everybody  that  Marcel  Dupuis,  the  young 
Frenchman,  who  has  been  giving  a  good  ac- 
count of  himself  on  the  home  trainer, 
should  fail  to  qualify.  Charles  Ncrent  beat 
out  George  Gunzer  for  first  place  in  the  sec- 
ond heat,  and  Charles  Jacobs  finished  third. 
Henri  Larcheveque,  Dupuis's  close  friend, 
won  the  third  heat,  Emil  Wildemnth  being 
a  close  second  and  John  Wilkins  third. 
Battiste  Soubie  won  the  final  heat  from 
Maurice  Stuyck,  Frank  L.  Valiant  coming 
across  the  tape  third. 

With  the  exception  of  Soubie,  who  had 
a  sprained  wrist,  and  Valiant,  who  was 
tired,  these  riders  lined  up  for  the  final  heat 
at  five  miles.  The  ten  riders  started  off 
with  a  rush  and  they  had  not  gone  far  be- 
fore Kluczek  tried  to  run  away  from  the 
bunch,  but  the  bunch  was  not  sleeping,  so 
he  dropped  back  into  file  again.  At  the 
turning  point  at  Lynbrook  not  one  had  met 
with  misfortune,  Nerent  heading  the  pro- 
cession with  Kluczek  bringing  up  the 
rear.  Soon  after  leaving  Lynbrook,  Kluc- 
zek, aided  by  Wilkins,  again  attempted  to 
steal  a  march  on  the  others,  but  after  gain- 
ing about  twenty-five  yards  was  compelled 
to  fall  back  once  more. 

Half  a  mile  down  the  road  it  could  be 
seen  they  were  going  fast.  They  were  all 
bunched.  The  sprint  started  from  the  top 
of  the  hill  and  when  the  riders  had  reached 
a  point  twenty  yards  from  the  tape  Gunzer 
was  leading  Kluczek  by  about  half  a  wheel, 
but  as  they  flashed  over  the  tape  the  Or- 
angeman was  ahead  by  less  than  three 
inches.  Many  of  the  spectators  thought  it 
a  tie,  but  three  of  the  judges  declared  that 
Kluczek  beat  Gunzer,  while  the  fourth  judge 
was  undecided.  Charles  Nerent,  a  well- 
known  road  rider,  finished  only  three  inches 
behind  Gunzer,  and  about  the  same  distance 
separated  Jacobs,  Larcheveque  and  Wil- 
liams who  crossed  the  tape  in  this  order. 
It  was  a  beautiful  finish  and  the  remaining 
men  could  have  been  covered  with  a  blan- 


ket. The  time  was  IS  minutes  48}i  seconds. 
Each  of  the  first  four  men  to  finish  are 
21  years  of  age.  Kluczek  began  riding  in 
1903  and  has  been  a  good  finisher  in  many 
track  races.  He  rode  a  Roy  wheel  geared 
to  91,  and  fitted  with  French  track  tires. 
Gunzer  began  riding  late  last  year;  in  fact, 
this  was  his  second  race,  but  he  looks  like 
a  good  one.  He  rode  a  machine  geared  to 
96,  fitted  with  Palmer  tires.  Nerent,  who 
finished  third,  is  a- familiar  prize  winner  in 
road  races,  always  starting  from  scratch. 
He   was   astride   a   Reading   Standard,   with 


QUAKERS  UP  AND  DOING 


Give    First    Track    Meet    in    Years — Tean' 
Race  one  of  the  Features. 


92-inch  gear,  and  shod  with  Palmer  tires. 
Jacobs  is  one  of  the  crack  indoor  riders  of 
New  York.  He  rode  a  Columbia  with 
Palmer  tires.  Larcheveque  and  Williams 
are  newcomers,  particularly  the  latter.  Wil- 
liams is  a  slender  lad  and  deserves  consid- 
erable credit  for  finishing  so  well.  The 
summaries: 

Trial  heats  at  one  mile — First  heat  won 
by  W.  J.  Kluczek;  August  Huron,  second; 
Herbert  Williams,  third.  Second  heat  won 
by  Charles  Nerent;  George  Gunzer,  sec- 
ond; Charles  Jacobs,  third.  Third  heat  won 
by  Henri  Larchveque;  Emil  Wildemuth, 
second;  John  Wilkins,  third.  Fourth  heat 
won  by  Battiste  Soubie;  Maurice  Stuyck, 
second;  Frank  L.  Valiant,  third. 

Final  heat  at  five  miles — Won  by  Watson 
J.  Kluczek,  time  lS:48f^;  second,  George 
Gunzer,  15:48^;  third,  Charles  Nerent_. 
15:485^;  fourth,  Charles  Jacobs,  15:49;  fifth, 
Henri  Larcheveque,  15:49j^;  sixth,  Herbert 
Williams,  15:49^. 


Success  crowned  the  efforts  of  the  newly 
formed  Northeast  Wheelmen's  Racing 
Association,  which  was  formed  at  Frank 
ford,  Philadelphia,  some  time  ago,  to  stim- 
ulate interest  in  bicycle  racing  in  that  pari 
of  the  Quaker  City.  As  a  rule,  the  Friends 
are  popularly  supposed  to  move  only  when 
the  spirit  moves  them,  and  then  perambu- 
late with  that  peculiar  Philadelphia  feeling, 
the  kind  that  makes  one  want  to  keep  step 
with  the  B.  &  O.  Railroad.  However  true 
this  may  be,  either  the  spirit  or  something 
else  made  the  descendants  of  William  Penn 
flock  to  the  Kensington  Driving  Park  track 
at  Frankford,  on  Saturday  last,  21st  inst. 
to  witness  the  first  race  meet  of  the  associa 
tion. 

The  first  event  was  a  one  mile  handicap 
and  twenty  riders  started  from  their  mark.s. 
By  undeniably  hard  plugging  J.  Farber  and 
Dan  Trotter,  on  the  ten-yard  mark  and 
scratch,  respectively,  succeeded  in  cutting 
down  the  long  handicap  of  the  limit  men 
and  crossed  the  tape  first  and  second  in 
that  order.  Michael  Logue  (50  yards),  was 
third,  and  Thomas  Cook,  away  out  on  225 
yards — although  this  was  not  the  limit- 
finished  fourth.  W.  L.  Allender,  from  the 
2S-yard  mark,  scrambled  in  for  fifth  prize. 
The  time  was  2  minutes  54  seconds. 

About  the  same  riders  started  in  the  five 
mile  handicap.  It  was  won  by  Michael 
Logue,  a  middle-marker  with  1  minute  30 
seconds  handicap.  Gordon  A.  Williams 
with  4  minutes,  was  a  close  second.  The 
scratch  men,  Dan  Cullen  and  Dan  Trotter, 
had  a  hard  time,  but  managed  to  figure  in 
the  prizes.  Trotter  romped  across  the  tape 
for  eighth  place,  while  his  co-marker  got 
ninth.  The  time  was  15  minutes  54  seconds. 
As  the  Atlantic  City  men  failed  to  appear 
the  inter-team  pursuit  race  was  contested 
between  the  Stroud  Wheelmen's  second 
team  and  the  Frankford  team.  It  was  un- 
limited and  the  Strouds  overhauled  their 
opponents  after  riding  eight  and  one-third 
miles.     The  time  was  26:13. 

One  mile  handicap — Won  by  J.  Farber 
(10  yards) ;  Daniel  Trotter  (scratch)  sec- 
ond; Michael  Logue  (50  yards),  third; 
Thomas  Cook  (225  yards),  fourth;  W.  L. 
Allender   (25  yards),  fifth.     Time,  2:54?^. 

File  mile  handicap — Won  by  Michael 
Logue  (1:30);  Gordon  A.  Williams  (3:00), 
second;  Henry  Samans  (4:30),  third;  Thos. 
P.  Cook  (4:30),  fourth;  Charles  Lafferty 
(5:00),  fifth;  S.  D.  Woolston  (1:00),  sixth; 
J.  Farber  (0:30),  seventh;  Daniel  Trotter 
(scratch),  eighth;  Dan  Cullen  (scratch), 
ninth;  S.  Wood  (1:30),  tenth.    Time,  15:54. 

Inter-club  pursuit  race,  unlimited — won 
by  Stroud  Wheelmen's  team  (M.  Logue  and 
J.  Farber);  Frankford  te'm.  (D.  J.  Cullen 
and  Gordon  Williams),  second.  Distance, 
8]/^  miles.     Time,  26:13. 


124 


THE  BICYCLING  WORLD 


TINKERING  CARBURETTERS 


Too    Common    Failing   of    Motorists   when 
Carburetters  are  not  at  Fault. 


"Make  it  a  rule  never  to  suspect  or  tam- 
per with  the  carburetter,  valves  or  com- 
pression until  you  are  absolutely  certain 
that  the  ignition  is  in  working  order,"  says 
an  old  motorist,  whose  machine  is  on 
the  go  morning,  noon  and  night  and  fre- 
quently after  midnight,  so  that  his  advice 
should  carry  some  weight."In  my  experience, 
which  extends  over  two  years  steady  going, 
and  years  with  me  mean  365  days,  not  pleas- 
ant summer  weather  alone,  I  have  found 
that  fully  90  per  cent,  of  my  troubles  have 
been  traceable  to  the  ignition,  and  by  this 
I  do  not  refer  to  the  ignition  system  only 
for  there  are  many  things  which  affect  it 
indirectly.  For  instance,  not  long  ago  my 
machine  developed  a  very  annoying  miss, 
which  meant  a  loss  of  power  suificient  to 
hamper  me  a  great  deal.  The  machine  had  to 
be  nursed  and  coaxed  over  every  little  rise 
which  under  ordinary  circumstances  would 
not  affect  it  in  the  slightest,  and  muffler 
explosions  would  occur  every  now  and 
again — with  startling  regularity,  one  might 
say. 

"If  I  had  taken  the  piece  of  advice  I  have 
just  given  you,  I  would  have  discovered  the 
trouble  several  days  sooner  and  not  suffered 
anything  like  the  delay  to  which  I  was  put 
by  the  machine  being  practically  out  of  com- 
mission, for  the  engine  could  not  be  depended 
upon  to  turn  over  a  dozen  times  without  a 
miss.  But  the  first  thing  I  attributed  it  to 
was  the  carburetter,  and  over  the  carburet- 
ter I  fussed  unceasingly,  taking  it  down  and 
putting  it  up  again  without  the  slightest 
result,  adjusting  it  a  hundred  times  in  the 
course  of  an  hour  without  the  faintest  glim- 
mer of  hope,  although  the  spasmodic  man- 
ner in  which  the  engine  would  at  times  pick 
up  and  run  finely  often  encouraged  me  to 
think  the  defect  had  been  remedied  only  to 
have  despair  sink  deeper  than  ever  upon 
trying  it  under  load.  There's  no  question  in 
my  mind  that  it  was  one  of  the  most  ex- 
asperating things  that  I  have  come  across, 
but  once  I  had  cured  it,  it  did  not  take  me 
long  to  see  what  a  great  amount  of  time  I 
had  wasted  in  fooling  with  the  carburetter. 

"Of  course,  I  did  not  confine  my  atten- 
tion to  that  altogether;  I  took  turns  in 
testing  the  coil,  batteries  and  plug,  even  re- 
placing the  latter  with  no  permanent  bene- 
fit, until  finally  an  examination  of  the  points 
revealed  the  cause.  The  whole  engine  was 
simply  flooded  with  oil  and  although  the 
plug  is  seated  in  a  pocket  in  the  upper  side 
of  the  cylinder  the  oil  was  splashing  on  it 
continuously,  thus  effectively  insulating  the 
plugs.  Running  for  half  an  hour  or  more 
without  feeding  any  oil  promptly  showed 
that  the  ignition  was  at  the  bottom  of  it  as 
usual.     The  system  itself  was  not  at  fault. 


but  other  causes  had  contributed  to  prevent 
its  working,  which  amounted  to  the  same 
thing,  for  all  the  engine  needed  to  perform 
its  work  regularly  was  the  spark.  Take  my 
advice  and  look  to  the  ignition  first,  last 
and  all  the  time — it  is  soon  enough  to  worry 
about  the  carburetter  or  something  else 
when  you  have  made  sure  that  the  spark  is 
taking  place  when  and  where  it  is  most 
needed  and  the  best  coil,  batteries  and 
timer  ever  invented  are  not  much  good  if 
the  plug  is  choked  up,  whether  it  is  soot 
or  oil." 


THE  ANNUAL 


Spring   Number 


FOR  NEW  YORK'S  HILL  CLIMB 


-OF— 


FOUNDED 
•1877; 


»' 


nd 


OCYCLE  REVlEW^s»- 


Will  beat  date 


MAY  5th. 


As  tisttat,  this  issue  will 

ILLUSTRATE 

and 

REVIEW 

all  the  leading  bicycles,  motorcycles  and 
sundries,  and  will  contain  a  wealth  of 
other  illustrations  and  matter  of  the  sort 
calculated 

TO   INDUCE    "THOSE   TO   RIDE 

WHO  NEVER  RODE  BEFORE, 

AND   THOSE  WHO  RIDE 

TO  RIDE  THE  MORE." 


If  there  is  anyone  in  your  community  whom  you 
would  like  to  charge  or  recharge  with  cycling 
interest  and  enthusiasm  send  us  their  names  and 
addresses. 


Two    Classes   are   Provided   for   and   Com- 
petitors' Weight  Limit  is  Fixed. 


In  the  New  York  iVIotorcycle  Club's  an- 
nual hill  climbing  contest,  which,  as  usual, 
will  take  place  on  May  30th,  the  promoters 
have  gone  the  F.  A.  M.  weight  limit  IS 
pounds  better,  and  to  be  eligible  to  com- 
pete entrants  must  either  weigh  135  pounds 
or  carry  sufficient  "ballast"  to  attain  that 
weight.  This  was  decided  by  unanimous 
vote  of  the  club  at  its  meeting  on  Thurs- 
day night. 

The  F.  A.  M.  rule,  which  was  adopted  be- 
cause of  the  participation  of  a  number  of 
featherweight  small  boys,  requires  that 
no  competotor  shall  weigh  less  than  120 
pounds. 

The  New  York  contest  will,  as  formerly, 
occur  on  Fort  George  Hill,  a  nine  per  cent. 
Belgian  block  grade  in  the  upper  part  of  the 
city.  Two  classes  will  be  provided  for — 
one  for  catalogued  touring  machines  equip- 
ped with  mufflers,  and  not  e.xceeding  three 
horsepower;  the  other,  a  free  for  all,  for 
machines  not  exceeding  five  horsepower 
without  restrictions  of  any  other  sort. 

In  addition,  there  will  be  run  on  the  same 
day,  open  to  New  York  Motorcycle  Club 
members  only,  what  may  be  termed  a  slow 
climb.  The  prize  will  be  awarded  to  the 
participant  who  makes  the  ascent  in  the 
slowest  time  without  stoppage  of  engine, 
the  assistance  of  pedalling  being  permitted. 
A.  J.  Bendix,  800  Third  avenue,  will  have 
charge  of  the  entries. 


Shellac  for  Roadside  Repairs. 

Comparatively  few  operators  recognized 
the  great  value  of  shellac  in  its  application 
to  roadside  repairs.  But  when  it  is  con- 
sidered that  it  is  simply  and  easily  applied, 
dries  almost  instantly,  is  water-proof,  oil- 
proof,  and  a  non-conductor  of  electricity, 
its  utility  is  at  once  apparent.  For  instance, 
when  a  leaky  gasolene  connection  is  to  be 
closed  up  in  short  order,  simply  to  wind  it 
tightly  with  adhesive  tape  and  then  run 
over  it  a  light  coating  of  shellac  is  often 
sufficient  to  check  the  flow  for  some  little 
time.  Similarly,  all  temporary  repairs  to 
the  ignition  system  should  be  protected 
with  a  solution  of  the  gum,  and  even  in 
straits,  it  may  be  used  to  close  a  leak  in  a 
carburetter  float  after  it  has  been  thor- 
oughly dried  by  a  gentle  heat. 


Irvington-Millburn  is  Sanctioned. 

Sanctions  for  the  Irvington-Millburn 
road  race  on  Decoration  Day  have  been  re- 
ceived from  the  municipalities  along  the 
course.  This  was  given  on  condition  that 
the  Bay  Wheelmen  police  the  course  while 
the  race  was  being  run.  As  usual,  the  start 
will  be  made  from  the  Hilton  woods,  at 
10:30  a.  m.  A  motorcycle  heads  the  list 
of  place  prizes  and  an  upright  piano  will  be 
awarded  to  the  rider  making  the  fastest 
time. 


THE  BICYCLING  WORLD 


125 


SCATTERING  THE  SEED 


How  Catalogues  and  Circulars  Serve  their 
Purposes — Value  of  the  Right  Kind. 


Although  it  is  undeniably  the  most  re- 
grettably true  that  the  immediate  fate  of  a 
very  large  percentage  of  the  personal  liter- 
ature sent  by  a  business  house  is  an  in- 
glorious resting  place  in  the  waste  basket 
of  its  recipient,  or  even  in  the  gutter,  and 
that  of  the  remaining  percentage,  which  is 
treated  with  a  somewhat  greater  measure 
of  respect,  a  considerable  portion  re- 
ceives but  the  most  casual  of  passing 
glances,  still  the  importance  of  this  method 
of  advancing  the  cause  of  the  manufacturer 
or  dealer  is  by  no  means  to  be  minimized. 
For  even  as  the  seed  which  the  sower  casts 
forth  with  careless  hand  falls,  sometimes 
by  the  wayside,  sometimes  on  barren  soil, 
and  sometimes  on  the  good  ground,  and 
brings  forth  its  fruit  accordingly,  even  so 
the  result  of  a  circularizing  campaign  never 
can  be  foretold.  And  though  frequently 
enough,  it  is  rewarded  with  little  apparent 
return,  still,  it  is  often  productive  of  a 
goodly  result,  and  always,  it  fosters  a  cum- 
ulative benefit  which  is  only  to  be  measured 
in  terms  that  vague  condition  tritely  known 
as  "general  prosperity." 

Yet  despite  the  amount  of  indifference 
with  which  the  average  victim  of  the  cir- 
cularizing habit,  as  he  considers  himself, 
fortifys  himself  against  it,  the  inevitable 
result  of  the  circular  is  first  of  all,  to  sug- 
gest to  him  the  subject  which  it  is  intended 
to  introduce.  This  he  cannot  avoid,  no  mat- 
ter how  ably  he  strives  against  it.  Thus,  if 
the  enclosure  be  an  attractive  brochure 
from  a  bicycle  manufacturer,  even  though 
the  receiver  be  quite  devoid  of  interest  in 
cycling  matters,  and  throws  it  away  after 
a  passing  glance  of  scorn,  that  glance  has 
been  sufficient  to  telegraph  the  idea 
"bicycle,"  to  his  brain,  and  leave  its  imprint 
indeliably  stamped  there.  So  that  even 
though  it  makes  no  apparent  impression  at 
the  time,  it  will  recur  unavoidably  to  him 
the  next  time  he  sees  a  wheel  on  the  road, 
or  even  hears  the  word  spoken.  He  will 
remember  that  he  had  his  attention  called 
to  the  matter  on  such  a  day,  and  in  such 
and  such  a  way.  Thus,  the  mere  receipt  of 
one  of  these  little  messengers  serves  the 
purpose  of  an  involentary  suggestion  of  th-; 
idea.  But  that  is  by  no  means  all  that  it  is 
intended  to  do. 

Its  first  purpose  is,  in  fact,  more  readily 
accomplished  than  its  second,  which  is  to 
direct  this  induced  line  of  thought  into  a 
specific  channel  which  shall  lead  unswerv- 
ingly to  a  comprehension  of  the  intrinsic 
value  of  the  advertiser's  wares.  And  there 
lies  the  difficulty.  For  though  it  is  an  easy 
matter  to  attract  the  attention,  even  to  hold 
it  for  a  time,  it  is  far  more  difficult  to  de- 
velop it  to  a  point  where  it  will  result  in  a 
conclusion  which  shall  be  beneficial  to  its 
originator. 

The  whole  root  of  the  matter  lies  in  pre- 


paring the  subject  in  such  an  attractive  and 
pleasing  manner  that  to  peruse  it  will  re- 
quire little  conscious  effort,  and  so  that  its 
argument  shall  be  logically  and  almost  un- 
wittingly followed  to  the  desired  end.  Catch 
phrases,  novelty  in  idea  and  presentaion; 
decorative  and  illustrative  matter,  both  pic- 
torial and  written;  and  appeals  to  the  senses 
of  beauty  and  humor;  all  have  the  respect- 
ive values  when  properly  blended.  Yet  to 
prepare  the  print  in  such  shape  that  it  will 
serve  its  purpose,  will  not  be  repulsive 
because  of  its  "cheapness"  of  appearance; 
so  that  it  will  be  worth  reading,  and  once 
read  will  adapt  itself  to  the  mental  condi- 
tion of  the  greatest  possible  number  of 
readers  with  the  desired  result,  is  a  problem 
difficult  in  itself,  and  daily  growing  more 
and  more  difficult  as  history  is  gradually 
closing  up  the  avenues  of  shere  novelty. 

It  is,  however,  a  problem  which  is  worthy 
of  a  deal  of  careful  study  and  thought.  It 
is  the  delicate  fly  which  is  spread  over  the 
baited  hook,  the  arrangement  and  appear- 
ance of  which  carries  more  weight  in  mak- 
ing the  catch  than  does  the  method  of  mak- 
ing the  cast,  or  even  the  most  superlative 
display  of  skill  in  wielding  the  landing  net. 
Old  catalogues,  and  musty  letters,  are  of 
no  avail,  time-worn  jokes  and  illustrations 
are  of  less  value.  Nothing  but  novelty,  and 
the  display  of  exclusive  details  can  be  made 
to  count  in  this  the  basis  of  the  salesman's 
argument,  which,  frequently  enough,  is  the 
turning  point  of  a  considerable  volume  of 
business. 


Will  Seek  Stolen  Wheels. 

Up  in  Winnipeg,  Manitoba,  where  the  use 
of  the  cycle  path  is  much  in  vogue,  the 
municipal  commission  which  has  charge  of 
the  bicycle  roadways  about  the  city's  en- 
virons has  also  undertaken  the  task  of 
locating  stolen  wheels  during  the  past  year 
or  two,  with  a  considerable  measure  of  suc- 
cess. This  bit  of  altruism,  however,  has  not 
served  to  increase  the  receipts  of  the  com- 
mission for  license  tags,  and  as  a  measure 
likely  to  increase  interest  in  that  all-im- 
portant essential  to  the  carrying  on  of  the 
cycle-path  system,  the  commission  has  this 
year  decided  not  to  attempt  to  locate  miss- 
ing machines  unless  their  quandam  owners 
have  already  purchased  a  tag.  In  conse- 
quence, it  is  said  that  the  influx  of  tag 
money  is  much  greater  than  ever  before  at 
this  time. 


To  Repair  New  York  Sidepaths. 

In  Rome,  N.  Y.,  the  sidepath  commission 
has  already  begun  work  on  the  repair  of 
the  cycle  paths  in  anticipation  of  the  riding 
season  which  is  fast  coming  on.  Superin- 
tendent Israel  Denio,  reports  that  in  many 
places  the  paths  are  in  poor  condition 
owing,  not  simply  to  the  effects  of  the  win- 
ter's frost,  but  to  the  fact  that  drivers  have 
been  using  the  smooth  surfaces  in  prefer- 
ence to  the  less  attractive  highways.  As 
heretofore,  however,  the  law  providing 
against  this  practice  will  be  carried  out  to 


the  letter,  as  well  as  that  which  pertains  to 
the  use  of  the  paths  by  unlicensed  wheel- 
men. About  $700  of  last  year's  funds  were 
left  over,  and  this  sum,  together  with  the 
influx  from  the  new  tags,  will,  it  is  thought, 
prove  ample  for  the  necessary  outlay  in 
repairing  the  tracks. 


Weintz  Wins  Two  Races   Indoors. 

Louis  J.  Weintz,  of  the  New  York  Ath- 
letic Club  and  the  Twenty-second  Regiment 
Athletic  Association,  is  now  the  one  and 
two  mile  champion  bicycle  rider  of  the  Mil- 
itary Athletic  League.  He  won  this  title 
last  night  at  the  championship  games  that 
are  in  progress  at  Madison  Square  Garden. 
Weintz  won  the  final  heat  of  the  one  mile 
handicap,  after  a  fast  sprint  against  Charles 
Nerent,  the  fast  member  of  the  71st  Regi- 
ment and  the  Roy  Wheelmen,  who  finished 
third  in  the  championship  road  race  of  the 
latter  organization  at  Valley  Stream,  L.  I., 
last  Sunday.  Weintz  had  a  handicap  of  30 
yards  and  Nerent  was  placed  on  the  60  yard 
mark.  Fred  W.  Wanner,  of  the  Twenty- 
third  Regiment,  on  the  same  mark  with 
Weintz,  finished  third.  The  time  was  3 
minutes  4j^  seconds. 

In  the  two  mile  open  the  crack  rider  of 
the  N.  Y.  A.  C.  scored  another  victory,  beat- 
ing out  Adams  of  the  Twenty-second  Regi- 
ment by  a  narrow  margin.  George  C.  Came- 
ron, the  old  standby  of  the  Eighth  Regi 
ment,  finished  third.     Time,  6:514^. 


New  Jerseymen  Lead  New  Yorkers  Home. 

J.  T.  Halligan,  of  the  New  Jersey  divi- 
sion of  the  Century  Road  Club  of  America, 
won  the  race  home  from  Hicksville  to  Val- 
ley Stream,  L.  I.,  last  Sunday,  22d  inst., 
held  in  conjunction  with  the  century  run  of 
that  organization.  The  distance  is  22  miles 
and  Halligan  finished  first  in  1  hour  5  min- 
utes. B.  Hill,  also  of  the  New  Jersey  divi- 
sion, finished  second,  but  was  protested  for 
accepting  pace  from  a  motorcycle.  Walter 
Rawleigh,  of  the  Park  Circle  Club,  was 
third. 


Eifler  Brothers  Again  in  Front. 

Joseph  M.  Eifler,  of  the  Century  Road 
Club  Association,  won  the  seven  mile  han- 
dicap road  race  on  the  Merrick  Road  from 
Freeport  to  Valley  Stream,  L.  I.,  Sunday 
last,  which  formed  a  part  of  a  pleasure  run 
held  by  the  association.  Eifler  rode  from 
scratch  and  covered  the  distance  in  19  min- 
utes. F.  W.  Eifler,  also  on  scratch,  finished 
second,  two-fifths  of  a  second  later.  George 
Gunz,  with  2  minutes  handicap,  was  third, 
and  D.  Steinhauser,  with  2:30  handicap,  was 
fourth. 


France's  Big  Race  Next  Month. 

France's  sixteenth  annual  Bordeaux-Paris 
road  race  will  this  year  be  held  on  the  12th 
and  13th  of  next  month.  This  is  France's 
most  important  professional  road  race  of 
the  year  for  which  a  first  prize  of  $500  is 
hung  up.  Ten  cash  prizes  are  awarded, 
ranging  from  this  amount  to  $20. 


126 


THE  BICYCLING  WORLD 


THE  PLEASURES 


OF  THE 


MORROW 


NEVER  WERE  GREATER 

THAN  THEY  ARE 

TODAY. 

And  today's  the  day  to  set  about 
obtaining:  the  pleasures.  The  Morrow 
could  not  have  so  long  held  the  pre= 
mier  position  if  it  were  not  pos= 
sessed  of  surpassing*  merit. 

ECLIPSE  MACHINE  CO.,  -  Elmira,  N.  Y. 


THE  BICYCLING  WORLD 


t27 


AUSTRALIAN  SPORT  AWRY 


What    has    Hurt    it — Corrective    Measures 
that  Hold  Instruction  for  America. 


According  to  advices  from  Australia  the 
sport  of  cycle  racing  seems  destined  to 
meet  with  the  same  reverses  there  that  have 
occurred  in  other  countries. 

At  its  best,  bicycle  racing  in  the  Anti- 
podes always  has  been  much  on  the  hippo- 
drome order.  Large  prizes,  too  large  in 
fact,  resulting  in  unlawful  combinations 
among  the  riders,  have  been  the  only  means 
of  drawing  the  enormous  crowds  that  al- 
ways attend  the  race  meets.  While  in  this 
country  bicycle  racing  is  free  frorii  the 
odoriferous  stench  of  the  betting  ring  and 
its  "bookies,"  it  has  been  a  characteristic 
feature  of  cycle  racing  in  that  country. 
Without  the  bookmakers,  foreign  cracks, 
and  big  purses,  it  amounts  to  little. 

Heretofore  the  promoters  have  been  in 
the  habit  of  paying  large  bonuses  to  visiting 
riders  and  hanging  up  large  purses  for  com- 
petition. This  year,  however,  they  planned 
to  give  the  racing  game  a  good  washing 
down — although  it  must  be  admitted  that 
they  thought  it  would  result  in  more  money 
for  them — by  cutting  down  the  race  meet 
purses  and  giving  the  racing  men  who  draw 
the  crowds  to  the  tracks,  practically  no  ap- 
pearance money  at  all.  How  it  has  suc- 
ceeded is  best  shown  by  the  following  edi- 
torial from  the  League  of  Victoria  Wheel- 
men's Official  Gazette,  which  gives  a  veiled 
suggestion  of  the  condition  of  the  sport 
in  Australia,  and  suggests  a  remedy  for 
faults  now  existing. 

"The  condition  of  the  sport  at  the  present 
time  may  be  regarded  as  somewhat  critical,'' 
it  says,  "more  so  than  it  has  been  within 
the  knowledge  of  those  intimately  con- 
nected with  it  for  a  score  of  years  or  more. 
Without  actually  going  into  the  matter  as 
to  what  is  the  cause  of  it,  save  to  bear 
in  mind  what  has  or  has  not  been  product- 
ive of  good,  or  bad,  either,  we  should  con- 
sider in  what  way  its  attractiveness  may  be 
regained.  One  thing,  however,  is  very  cer- 
tain. The  public  have  become  very  keen 
judges  of  what  is  good  sport, .  and,  while 
they  may  not  make  any  outward  sign  that 
this  or  that  race,  or  program,  or  meeting.- 
afforded  indifferent  sport,  their  protest  is 
registered  in  the  meagre  attendance  at  sub- 
sequent meetings. 

"The  deduction  to  be  made  from  this 
seems  to  be  that  the  oflficials  of  the  gov- 
erning body — men  of  long  experience  in 
cycle  racing,  through  attending  scores  of 
meetings  and  watching  closely  the  racing 
and  the  demeanor,  and  varying  density  of 
■  the  spectators — should  have  some  say  purely 
in  the  interests  of  the  sport  as  to  what  kind 
of  racing  shall  be  presented  to  the  expect- 
ant public.  The  individual  sports  promoter 
is  only  concerned  in  his  own  venture,  and 
save  for  the  little  time  before,  and  all  the 
time  of  his  meeting,  does  not  interest  him- 


self deeply  in  the  sport;  it  is  not  expected 
of  him.  It  therefore  devolves  upon  the  gov- 
erning body  to  closely  supervise  the  class 
and  quality  of  the  racing  to  be  submitted. 
"Of  late  years  it  has  dawned  upon  some 
promoters  that  the  racing  men,  or  some 
of  them,  are  essential  to  the  conduct  of 
a  cycle 'race  meeting,  but  the  acknowledg- 
ment has  yet  to  be  made,  that,  if  such  a 
meeting  is  to  be  held,  a  certain  number  of 
riders  is  absolutely  necessary.  But  whether 
it  be  admitted  or  not,  the  fact  remains,  and 
it  is  a  phase  of  the  matter  that  has  never 
yet  been  thought  of,  much  less  considered 
and  understood.  Without  going  into  the 
personnel  of  the  races,  we  may  consider 
the  respective  classes.  In  a  broad  sense,  all 
those  riders  constituting  the  first  class  are 


M&WCEMEiiTS 

ARE 

GOOD  STICKERS 


SAME  LABEL 


SAME  CEMENT 


EVERY  TIME  YOU  BUY 


Morgan  x  Wright 

CHICAOO 


NEW    YOKE    BRANCH    214-21«    WBST    47TH    Si 

practically  indispensable— that  is,  if  the  pro- 
moter, as  a  showman,  is  a  man  of  business. 
Sentiment  or  personal  feeling  should  not, 
must  not  obtrude.  The  public  always  wants 
the  best  for  their  money.  If  they  do  not 
get  it  in  cycle  racing,  they  will  patronize 
something  else.     And  they  do. 

"Are  the  racers  of  the  first  class  fairly 
dealt  with?  Do  they  afford  us  the  best 
racing  in  their  power?  Are  they  so  placed 
that  they  can  make  it  worth  their  while  to 
race  honestly?  If  these  questions  can  be 
answered  in  the  affirmative,  there  should 
be  nothing  wrong  with  the  sport.  With  the 
large  majority  of  these  men,  if  not  the 
whole  of  them,  it  is  a  matter  of  £  s.  d. 
They  may,  and  no  doubt  have  a  great  liking 
for  the  sport,  but  they  must  earn,  win 
enough  to  sustain  themselves.  If  they  can- 
not do  this  legitimately,  they  still  must  do 
it.  They  are  out  for  the  money  just  as  much 
as  the  promoter,  and  in  view  of  this,  a 
better  feeling  might  well  exist  between  the 
two.  The  second  class  riders  are  also  neces- 
sary to  a  certain  extent,  as  are  those  in  the 
third  and  fourth  classes. 

"A  change  from  the  stereotyped  program 


which  has  been  placed  before  the  public  for 
years  and  years  is  most  advisable.  Long 
strings  of  indecisive  heats  and  semi-finals 
are  strangling  the  sport.  Being  a  profes- 
sional sport,  and  an  expensive  one  to  follow, 
especially  for  the  best  class  of  riders,  the 
cash  has  the  first  place,  and  the  sport  the 
second.  The  best  man,  therefore,  should 
have  the  best  money,  in  order  to  keep  them 
at  their  best,  and  to  induce  riders  of  the 
remaining  classes  to  qualify  themselves  to 
share  in  it.  Up  till  now  we  have  been  offer- 
ing big  inducements  for  the  riders  to  be- 
come second,  third  and  even  fourth  class 
racers.  There  are  greater  attractions  in 
the  way  of  money  to  be  won  by  securing 
as  liberal  a  handicap  as  is  possible.  This 
is  where  the  check  should  be  applied.  If 
there  were  not  rich  prizes  for  handicaps,  if 
the  money  were  more  equitably  distributed, 
if  there  were  some  special  reward  for  the 
men  to  improve  themselves  and  to  demon- 
strate their  quality,  there  would  not  be  that 
hunger  for  a  long  mark,  that  desire  to  pose 
as  an  indifferent  rider,  in  the  hope  of 
snatching  up  a  rich  prize  at  a  convenient 
time.  It  is  this  practice,  and  the  encourage- 
ment of  it  that  has  undermined  the  sport, 
and  which  now  threatens  to  fall.  We  have 
just  had  proof  that  the  big  handicap  prize 
draws  no  longer.  It  has  outlived  its  useful- 
ness in  that  direction.  The  public  want 
good,  clean,  and  fast  racing,  irrespective  of 
prize  money." 


Floridian's    Objection    to    Motorcycles. 

There  is  a  certain  resident  of  Jackson- 
ville, Florida,  whose  peace  of  mind  has  been 
disturbed  because  his  neighbors  who  own 
motorcycles  persist  in  cleaning  and  testing 
them  in  their  back  yards  on  Sundays,  when 
the  aforesaid  "resident"  is  trying  to  take  an 
afternoon  snooze.  He  has  written  a  pathetic 
plea  to  his  home  paper,  as  follows: 

"I  want  to  say  just  a  few  words  in  regard 
to  these  motorcycles  our  neighbors  have, 
and  whom  seem  to  take  so  much  pleasure  in 
trying  to  wake  up  the  dead  with  them  two 
or  three  times  a  week,  and  especially  on 
Sunday.  Of  course,  they  need  fixing;  but 
why  don't  the  owners  of  these  motorcycles 
take  them  out  in  the  woods  near  Panama  or 
Phoenix  Park  or  some  place  where,  as  I 
said  before,  they  won't  wake  up  the  dead. 
I  have  been  a  resident  of  Jacksonville  for 
nearly  two  years,  and  I  have  my  first  Sun- 
day afternoon  nap  to  get  yet.  It  does  seem 
like  on  Sunday  a  man  might  be  allowed  a 
little  rest,  after  a  week  of  hard  work  and 
listening  to  noises  of  every  kind;  but,  in- 
stead of  that  about  2  o'clock  every  Sunday 
afternoon  his  neighbor  starts  up  one  of  the 
most  terrifying,  screeching,  puffing,  blowing 
noises  with  that  motorcycle  of  his,  and 
keeps  it  up  until  pitch  dark.  If  he  only 
knew  the  reason  his  neighbors  left  home  at 
1  o'clock  every  Sunday  afternoon,  was  to 
get  away  from  that  horrible  noise,  maybe 
he  would  find  a  nice,  quiet,  secluded  place  in 
the  country  where  he  and  his  cycle  could 
have  it  all  to  themselves,  without  disturbing 
people  who  live  four  or  five  blocks  away." 


J  28 


THE  BICYCLING  WORLD 


NAME  PLATES  ARE  SCARCELY  NECESSARY 

when  the  bicycle  is  equipped  with  a 


PERSONS 


SADDLE 


That  saddle  is  so  gener- 
ally admitted  to  be  a  badge 
of  quality  and  the  quality 
is  so  distinctive  that  it 
singles  out  as  high  grade  the  bicycle  to  which  it  is  fitted.  If  you  order 
a  High-grade  bicycle,  you  are  entitled  to  a  High-grade  saddle;  and  you 
can  get  it  without  extra  charge,  too,  if  you  insist. 


PERSONS  /V\FQ.   CO., 


Worcester,  Mass. 


KELLY  BARS 

Appeal 
To   All    Manner  of   Men,    also   Women, 

THEIIR   ADJUSTABILITY 

AFFORDING 

CHANGEIS    OF    POSITION 

LEAVES    NOTHING    TO    BE    DESIRED. 

And  Kellv  Quality  Always  has  been  Top  Notch. 


CATALOGUE    ON    REQUEST. 


KELLY   HANDLE   BAR   CO., 


Cleveland,  Chio, 


THE  BICYCLING  WORLD 


129 


BOYNTON  BOBS  UP  AGAIN 


Pleads  for  Charter  for  his  Bicycle  Railway, 
but  Plea  Proves  Fruitless. 


E.  Moody  Boynton,  he  of  the  Long- 
Island-Bicycle-Railway-fiasco  fame,  has 
blossomed  lorth  again  in  Massachusetts — 
come  from  his  death-bed,  as  he  himself 
puts  it — to  further  advance  the  cause  of  his 
pet  scheme,  rub  the  rust  off  his  halo,  and 
attempt  to  wrest  a  new  charter  from  the 
legislature  of  the  old  Bay  State.  The 
newest  phase  of  the  project  is  the  contem- 
plated monorail  road  from  Boston  to  Fall 
River,  but  after  repeated  hearings  before 
the  legislature,  it  was  finally  defeated  on 
Friday  last. 

In  his  plea  before  the  legislative  commit* 
tee  on  railroads  and  street  railways,  Boyn- 
ton became  very  much  heated  and  declared 
that  but  for  the  prevention  of  the  carrying 
out  of  his  plans,  which  had  been  time  and 
again  defeated  by  the  railway  interests 
which  had  fought  him  tooth  and  nail  in 
their  efforts  to  gain  supremacy  over  various 
other  interests  and  throw  the  control  of 
the  countries'  railroads  under  the  one  broad 
syndicate,  the  lives  of  1,000,000  men  might 
have  been  saved.  These  1,000,000  men,  he 
said,  had  been  slain  or  wounded  during  the 
last  IS  years  by  the  railroads,  and  all  since 
the  completion  of  the  first  bicycle  road  at 
Gravesend,  N.  Y.  In  conclusion,  he  ex- 
pressed'the  belief  that  the  "owners  of  the 
earth"  would  not  much  longer  bind  down 
the  people,  but  that  such  schemes  as  his 
would  in  a  short  time  have  a  free  oppor- 
tunity, and  he  wound  up  by  paraphrasing 
St.  Paul  most  dramatically  in  the  following 
lines; 

"I  have  not  quite  finished  my  course,  but 
I  have  kept  the  faith  though  I  have  been 
driven   down   to   darkness   and   misery." 

The  Boynton  Bicycle  Railway,  it  will  be 
remembered,  was,  like  many  other  inven- 
tions which  have  been  suppressed  by  "cap- 
italists," going  to  revolutionize  the  world  of 
transportation.  In  principle,  it  consisted 
of  a  single  rail  supported  at  some  distance 
above  the  ground,  and  upon  which  cars 
were  run,  being  guided  by  guard  rails  at 
low  speeds  and  when  rounding  curves,  but 
at  high  rates ,  of  speed  such  as  were  con- 
templated— upwards  of  100  miles  an  hour 
being  the  nominal  average — the  entire  load 
was  to  be  carried  by  the  main  rail,  the  bal- 
ance being  maintained  in  the  same  general 
way  as  in  a  bicycle — hence  the  name.  A 
trial  line  was  built,  and  almost  fabulous 
speeds  were  attained  upon  it,  but  a  con- 
flict of  interests,  coupled  with  a  flaw  in 
theory,  imagined  or  otherwise,  caused  an 
abject  failure  of  the  enterprise,  and  the 
loss  of  thousands  of  dollars. 


declared  a  partial  failure  by  the  highway 
authorities  of  Fresno,  Cal.,  and  accordingly, 
a  committee  appointed  by  the  Chamber  of 
Commerce  has  commenced  an  investigation 
looking  toward  the  substitution  of  macadam 
for  the  oiled  surfaces,  including  an  estimate 
of  the  probable  cost  of  the  change.  A 
$300,000  bond  issue  is  proposed  to  cover 
the  necessary  expense. 

In  some  places  where  the  oiling  has  been 
done,  the  results  have  been  highly  success- 
ful, but  in  other  localities  where  the  traffic 
has  been  composed  of  heavy  vehicles,  many 
farmers  and  property  owners  have  com- 
plained of  the  conditions.  As  a  result  of 
this,  several  petitions  have  been  circulated 
which  seek  to  have  the  macadam  construc- 
tion adopted.  Roads  which  are  used  for 
light  vehicles  only,  are  giving  good  satis- 
faction. This  result  of  the  Californian  ex- 
periment, simply  goes  to  bear  out  the  ad- 
mission of  its  advocates,  that  oiled  surfaces 
are  not  suitable  for  heavy  trafiic. 


OIL   HAS   EVAPORATED 


Vanderbilt  Course  as  Dusty  as  Ever  it  was 
— Experiments  with  Dust-Layers. 


Wants  Cyclometers  to  Register  Speed! 

Motorcycles  are  included  in  the  ordinance 
that  the  city  council  of  Nashville  is  en- 
deavoring to  pass.  Speed  of  ten  miles  an 
hour  is  permitted,  which  is  five  miles  less 
than  that  allowed  by  the  old  ordinance. 
One  section  of  the  measure  is  highly  amus- 
ing. It  is  section  two  and  says  "That  every 
automobile,  motor  car,  bicycle  or  other 
vehicle  propelled  by  steam,  gasolene  or 
electricity,  except  street  railway  cars,  which 
is  driven  or  used  within  the  corporate  lim- 
its, shall  be  equipped  with  a  cyclometer,  or 
device  whereby  its  speed  will  be  shown 
when  a  police  officer  shall  stop  the  same  to 
ascertain  such  speed."  Section  three  pro- 
vides that  when  any  police  officer  thinks  a 
person  driving  such  a  vehicle  as  described 
in  excess  of  ten  miles  an  hour  it  shall  be 
the  duty  of  the  rider  or  driver,  when  sig- 
naled, to  stop  and  allow  the  officer  to  "ex- 
amine the  cyclometer."  Fines  of  not  less 
than  $5  nor  more  than  $50  are  provided  for 
in  the  next  section. 


Rural  Mail  Carriers  Buy  Motorcycles. 

Gradually  the  rural  delivery  carriers  are 
awakening  to  the  great  advantages  the 
motor  bicycle  holds  for  them.  H.  M.  Day- 
ton and  Charles  Flemming,  both  of  Colo, 
Iowa,  are  two  of  the  number  who  recently 
experienced  the  awakening  and  who  are 
now  covering  their  routes  on  power-driven 
bicycles. 


Bicycles  to  Race  at  Washington  Park. 

Plans  are  under  way  for  what  is  said  to 
be  the  largest  set  of  bicycle  races  and  ath- 
letic games  ever  held  at  Washington  Park, 
N.  J.  The  meet  will  be  held  on  Decoration 
Day,  and  a  gang  of  workmen,  it  is  stated, 
are  already  banking  the  track.  Several 
bicycle  and  motorcycle  races  are  carded. 


Oiled  Roads   Prove   Partial   Failure. 

After    considerable    experimentation,    the 
use  of  crude  oil  on  country  roads  has  been 


"There  is  no  way  of  mixing  honesty  with 
dishonesty,  fairness  with  unfairness,  or 
truth  with   falsehood," 


Crude  oil  as  a  preventative  of  dust  has 
been  proved  to  be  as  effective  for  the  pur- 
pose as  anything  that  could  be  devised; 
however,  it  is  not  only  very  expensive  to 
apply,  but  experience  shows  that  it  is  far 
too  evanescent.  No  better  instance  of  this 
could  be  found  than  the  Long  Island  circuit 
over  which  the  Vanderbilt  cup  race  was 
run  not  more  than  seven  months  ago.  The 
course  was  not  only  thoroughly  treated 
with  a  generous  layer  of  crude  oil  only 
thirty  days  before  the  race,  but  a  second 
though  lighter  application  was  made  but  a 
few  days  before  the  race  actually  occurred. 
Now  the  road  is  entirely  innocent  of  any 
sign  of  oil. 

In  this  connection,  the  report  of  a  county 
surveyor  on  the  other  side,  who  has  been 
carrying  on  a  course  of  experiments  in  dust 
prevention  for  the  past  two  years,  are  of 
interest.  In  his  latest  annual  report  he 
shows  the  cost  of  treating  800  square  yards 
of  surface  with  the  much  vaunted  tar 
macadam  to  be  $600,  while  the  expenditure 
for  12,200  square  yards  covered  with  a  tar 
and  oil  composition  applied  to  the  surface 
only,  was  but  $510,  so  that  the  tar  ma- 
cadam cost  fully  eighteen  times  more. 
Moreover,  it  had  not  proved  a  success  in 
any  sense  of  the  word,  as  there  was  no  evi- 
dence forthcoming  that  the  application  of 
such  a  treatment  would  improve  or  prolong 
the  amount  of  wear  of  which  the  road  was 
capable  in  any  way.  Tarring  the  surface 
alone,  on  the  other  hand,  showed  a  consid- 
erable saving  in  scavenging  and  road  main- 
tenance, and  for  the  second  year  the  saving 
effected  by  the  process  had  more  than  offset 
the  cost  of  the  treatment. 

The  materials  used  included  tar,  lime, 
grit,  pitch  and  oil,  the  first  and  principal 
coat  of  which  was  supplemented  from  time 
to  time  by  an  occasional  light  dressing  of 
mineral  oil  alone.  One  of  the  most  curious 
things  included  in  the  surveyor's  report  was 
the  fact  that  the  treatment  was  a  decided 
benefit  from  a  hygienic  point  of  view  also, 
as  during  the  period  covered  by  the  ex- 
periments, there  had  been  a  marked  diminu- 
tion of  infectious  diseases  in  the  town  lying 
along  the  road  treated,  and  as  the  time  oc- 
cupied was  fully  two  years  there  was  an 
almost  unavoidable  inference  that  the 
effective  laying  of  the  dust  had  been  respon- 
sible for  the  improvement  in  the  health  of 
those  living  in  the  neighborhood.  Another 
section  of  road  was  treated  with  a  patent 
dust  preventing  composition,  at  a  cost  of 
from  $300  to  $350  per  mile  for  the  applica- 
tion alone,  but  it  was  found  to  have  a  very 
destructive  effect  on  the  surface  of  the  road 
so  treated,  which  would  necessitate  the  lay- 
ing of  new  material  on  all  such  roads  at 
the  approach  of  winter. 


130 


IHE  BICYCLING  WORLD 


POSITIONING  THE  ENGINE 


Practices   in    Vogue   and   the   Factors    that 
Ultimately  will  Decide. 


As  the  art  of  motorcycle  construction 
progresses,  and  particularly  that  brancli  of 
it  which  relates  to  the  construction  of  the 
motor  bicycle,  it  is  apparent  that  there  is 
to  be  a  growing  controversy  as  to  the  most 
advantageous  method  of  positioning  the 
engine.  The  importance  of  this  matter, 
is  not  at  first  apparent,  as  seemingly,  it  all 
depends  on  the  taste  of  the  designer,  and 
the  manner  of  constructing  the  frame,  but 
in  so  delicately  contrived  a  machine  as 
this,  it  is  evident  that  no  one  part  is  to 
be  considered  as  superlative  to  all  others, 
each  and  every  one  being  in  equal 
co-partnership  with  all  the  others  to  form 
a  staunch  fabric  in  which  each  element  is 
as  important  to  the  whole  as  is  each  linlc 
in  a  chain. 

Naturally  enough,  the  first  point  to  be 
taken  into  account  in  designing  any  form  of 
bicycle,  setting  aside  the  matter  of  rigidit)', 
is  that  of  keeping  the  centre  of  gravity  as 
low  as  possible,  for  upon  this  depends  the 
case  of  balance,  and,  to  a  certain  extent, 
the  durability  of  the  mount.  In  this,  as  tha 
luiropean  designers  are  discovering  at  the 
present  time,  it  is  possible  to  secure  a  lower 
engine  position  than  is  commonly  done  in 
this  country.  For  the  clearance,  which  in 
the  pedal  machine  was  fixed  by  the  drop 
of  the  pedals,  may  be  considerably  reduced 
without  interfering  with  the  usefulness  of 
the  machine  even  on  bad  roads,  bj'  abandon- 
ing the  old  crankhanger  position  in  locating 
the  motor.  And,  indeed,  since  the  mass  of  the 
machine  must  be  centered  somewhere  in 
the  vicinity  of  the  centre  of  gravity  of  the 
motor,  it  is  evident  that  the  lower  that  can 
be  placed,  the  more  stable  will  be  the  ma- 
chine as -a  whole,  especially  when  the  seat 
and  hence,  the  mass  of  the  rider  may  also 
be  brought  down  by  the  same  token. 

As  to  the  method  of  mounting,  which 
also,  must  come  in  for  consideration  in 
connection  with  the  placing  of  the  motor, 
the  two  possible  methods  are  open  to  con- 
siderable favorable  argument  on  each  side. 
Thus,  the  most  natural  method  of  main- 
taining the  frame  as  a  unit,  undisterbed  in 
construction  from  its  design  in  the  pedal 
bicycle,  with  the  motor  clamped  in  place, 
has  the  obvious  advantage  of  securing  all 
the  stable  efficiency  of  the  bicjcle  frame 
unclianged  bj'  the  slight  alteration  in  curv- 
ature of  certain  of  the  elements  which  is 
made  necessary  to  the  adaptation  for  motor- 
cycle use.  Also,  the  motor  may  be  dis- 
mounted at  any  time  without  disturbing  the 
frame  in  any  way,  and  replacements  and 
alterations,  even  to  the  extent  of  exchang- 
ing the  motor  itself  for  a  more  powerful 
one,  may  be  done  without  affecting  the 
mount  in  the  least.  At  the  same  time,  hov;- 
ever,    there    is    the    possibility,    existing    in 


theory,  if  not  in  actual  fact,  that  the  method 
of  affixing  it  to  the  frame  may  not  be  con- 
ducive of  the  required  degree  of  rigidity, 
and  that  a  secondary  trembling  due  to  its 
working  loose  in  its  fastenings  may  be  set 
up  which  will  be  ruinous  to  the  machine. 
In  a  word,  it  may  be  considered  that  this 
method  is  directly  in  opposition  to  the  de- 
sirable feature  of  stability  which  is  so  essen- 
tial. 

As  to  the  method  of  building  the  motor 
into  the  frame,  and  letting  it  replace  a  por- 
tion of  the  tubing,  it  has  the  advantage  of 
making  the  entire  machine  a  unit  in  itself, 
without  the  danger  of  disalignment  of  the 
driving  gear,  and  precludes  all  possibility 
of  secondary  vibrations  due  to  the  loosening 
of  the  motor.  Yet,  unless  the  method  of  at- 
tachment be  of  the  best,  there  is  danger 
that  something  may  give  way,  and  in  such 
an  event,  of  course,  the  breaking  of  any 
part  must  involve  the  destruction,  partial 
or  otherwise,  of  che  entire  frame.  Then, 
again,  the  mounting  of  the  motor  as  a  part 
of  the  frame  involves  the  sacrifice  of  the 
crank  hanger  cluster  which,  developed  in 
the  pedal  machine,  is  the  king-pin  of  that 
rigid  frame  which  has  such  marvelous  re- 
sisting power.  The  newer  method  of  frame- 
ing  maj'  be  sufficient  unto  itself,  but  the 
separating  of  the  ends  of  the  various  mem- 
bers, and  thus  giving  up  that  arrangement 
which  was  analagous  to  the  key-stone  of 
an  arch,  can  only  be  viewed  by  the  conser- 
vative rider  with  a  certain  degree  of  sus- 
picion. 

When  it  comes  to  the  position  of  the 
motor  in  the  frame,  several  considerations 
come  into  play  which  are  apart  from  those 
already  mentioned.  For  instance,  there  is 
the  matter  of  cooling.  In  this,  since  water 
cooling  is  not,  for  the  present,  to  be  con-, 
templated,  a  most  important  point  is  to 
have  the  C3'linder  head  so  placed  that  it  will 
receive  the  full  benefit  of  the  draught  cre- 
ated by  the  machine  in  its  motion.  This, 
naturally  enough,  argues  for  the  inclineo 
position,  since  in  that  arrangement  the  head 
and  upper  portion  of  the  cylinder  are  well 
ventilated.  The  horizontal  arrangemevrt, 
were  it  possible  of  achievement  without 
rasing  the  centre  of  gravity,  would  even  be 
an  improvement  over  this. 

Another  matter  which  has  a  most  vital 
bearing  on  the  action  of  the  machine,  is 
that  of  lubrication.  And  there,  in  theory,  at 
least,  the  vertical  motor  has  the  advantage, 
since  the  effect  of  gravity  is  not  brougVt 
into  play  at  all,  to  affect  the  distribution  of 
the  lubricating  element  over  the  wall  sur- 
faces. Obviousl}',  were  this  to  be  considered 
alone,  it  would  discount  each  of  the  former 
methods  in  favor  of  the  latter.  But  this  is 
not  the  most  important  consideration,  by 
any  means,  and  besides,  both  the  horizontal 
and  inclined  types  of  motor  may  be  made 
to  run  with  great  success,  though  with  pos- 
sibly less  efficient  oil  distribution  than  is 
common  with  the  vertical  type. 

In  regard  to  the  accessibility  of  the  vari- 
ous types  of  mounting,  it  is  evident  that 
where  the  motor  is  entirely  apart  from  the 


frame  in  itself,  it  must  be  more  easily  dis- 
mounted, either  partially  or  in  toto,  than 
can  be  the  case  when  it  is  incorporated  in 
the  frame.  Yet,  on  the  other  hand,  as  this  is 
seldom  necessary,  and  as  no  portion  of  the 
motor  bicycle  is  really  inaccessible  at  any 
time,  this  point  may  not  be  of  great  import- 
ance when  it  comes  to  a  balancing  up  of 
the  pros  and  cons.  Certainly,  however,  the 
arrangement  must  be  such  that  valves  and 
piping  can  be  disconnected  at  will  and  with 
the  least  possible  expense  of  labor  and  time. 
Still  another  point  in  this  connection, 
which  probably  has  a  more  important  bear- 
ing on  the  subject  than  is  apparent  at  the 
present  time,  is  the  effect  which  the  vibra- 
tions of  the  motor  brings  to  bear  on  the 
frame  and  on  the  machine  as  a  whole. 
Of  course,  in  this  respect,  the  integral 
mounting,  as  it  may  be  called,  has 
the  advantage,  since  there  is  no  possibility 
of  relative  movement  between  the  motor 
and  the  frame  in  the  secondary  way  referred 
to  above.  As  to  the  relative  effects  of  the 
three  posible  positions,  it  is  evident,  first 
of  all,  that  while  the  horizontal  arrangement 
must  result  in  a  surging  action  in  the  frame, 
and  a  tendency  to  a  reciprocating  motion 
fore  and  aft,  both  the  inclined  and  vertical 
arrangements  create  thrusts  which  are 
directly  in  line  with  existing  members  of 
the  frame,  and  one  half  of  which  are 
directed  toward  the  crankshaft  cluster, 
which  is  the  most  stable  portion  of  the 
frame  in  the  natural  course  of  events.  Thus, 
while  in  the  one  case,  the  thrusts  are  dis- 
tributed between  the  crank-group  and  the 
head,  in  the  other  they  are  divided  between 
the  crank-group  and  the  seat-post,  both  of 
which  are  lines  of  considerable  resistance, 
and  both  of  which  are  well  adapted  to  re- 
ceive added  vibration  without  detriment  to 
the  structure. 

At  the  present  time,  there  are  exponents 
of  nearly  every  possible  method  of  mount- 
ing, and  all  of  the  existing  types  have  their 
good  points  and  their  strong  arguments 
one  way  or  the  other.  Evidently,  however, 
there  must  sometime,  be  a  settlement  upon 
one  definite  arrangement  as  better  than  any 
of  the  others,  although  that  is  a  matter 
which  must  be  decided  by  common  usage  at 
the  hands  of  the  public.  But  one  thing  is 
certain,  that  form  will  be  the  most  enduring 
which  permits  of  the  greatest  amount  of 
rigidit}^,  serves  to  make  the  machine  the 
most  a  unit  as  a  whole,  and  which  is  con- 
ducive to  the  greatest  simplicity  and  acces- 
sibility. O.    P.    O. 


Motorcycles  for  Pittsburg  Police. 
The  utility  of  the  motorcycle  in  police  de- 
partments is  but  just  beginning  to  be  real- 
ized, but  that  it  is  rapidlj^  "coming  on"  is " 
evidenced  by  the  various  cities  that  are 
adopting  them  for  use  in  catching  violators 
of  the  automobile  speed  laws.  Pittsburg's 
Superintendent  of  Police,  Thomas  Mc- 
Quaide,  is  the  latest  to  announce  that  he 
will  introduce  motorcycles  in  the  depart- 
ment. 


The  Week's  Patents. 

817,225.  Power  Transmitting  Mechanism 
for  Bicycles.  Louis  Combet,  Paris,  France. 
Filed  Auril  8,  1905.    Serial  No.  254,455. 

Claim. — 1.  In  a  power-multiplyinpf  inach- 
anism  for  bicycles  and  the  like,  a  pedal 
mechanism  including  pedal-cranks,  lever- 
bars  connected  with  and  operated  by  said 
cranks,  rear  cranks  rotatively  connected 
with  the  lever-bars,  shifting-cams  driven  by 
said  rear  cranks,  rollers  engaged  by  said 
cams,  power-transmission  cranks  and  con- 
nections therefrom  to  the  lever-bars  afore- 
said, and  connections  from  the  power-trans- 
mission cranks  to  the  driving-wheel  of  the 
bicycle. 

817,641.  Carburetter.  Coleman  B.  Harris, 
Wilmington.  Del.  Filed  Nov.  18,  1904. 
Serial  No.  233,238. 

Claim. — 1.  A  carburetter  including  a  sub- 
stantially horizontal  conduit  connected  to  a 
source  of  air-supply  and  having  means  for 
the  admission  of  liquid  fuel,  with  a  deflect- 
ing-partition  in  the  conduit  for  directing  the 
current  of  air  toward  the  bottom  of  said 
conduit  and  causing  it  to  take  up  liquid 
fuel  therein,  and  a  priming-valve  in  addition 
to  said  fuel-admission  means,  substantially 
as  described. 

817,903.  Carburetter.  Alphonso  S.  Corn- 
stock,  Evanston,  111.  Filed  April  22,  1905. 
No.  256,906. 

Claim. — 1.  In  a  carburetter,  in  combina- 
tion, an  air-passage,  a  fuel-passage,  a  car- 
bureting-passage  having  an  opening  to  the 
atmosphere  and  receiving  from  the  fuel- 
passage  and  delivering  to  the  air-passage 
and  means  for  simultaneously  controlling 
the  flow  of  air  and  fuel  through  the  air  and 
fuel  passages,  respectively,  the  flow  of  air 
through  the  carbureting-passage  being  in- 
dependent of  such  controlling  means. 

817,941.  Carburetter.  Charles  Stute, 
Newark,  N.  J.  Filed  March  25,  1905.  Serial 
No.  251,927. 

Claim. — 1.  A  carburetter  comprising  a 
main  body  having  its  upper  portion  made 
open  and  provided  with  a  screw-thread,  a 
cover  screwed  down  over  said  open  portion, 
said  cover  being  formed  with  a  centrally- 
disposed  opening,  a  cylindrical  body  within 
said  main  body  having  its  upper  end  portion 
arranged  in  the  o'pening  of  said  cover  and 
the  lower  and  open  end  portion  of  said  cyl- 
indrical body  extending  below  the  closed 
bottom  of  said  main  body,  a  screen  in  said 
lower  and  open  portion  of  said  cylindrical 
body,  an  upwardly-extending  flange  on  said 
cover,  said  flange  surrounding  the  opening 
in  said  cover,  and  a  laterally-extending  tub- 
ular body  upon  and  connected  with  said 
flange,  said  laterally-extending  body  and 
cover  being  both  removably  arranged  upon 
the  said  main  body,  a  centrally-guided  inlet- 
valve  in  the  upper  and  open  end  of  said 
cylindrical  body,  a  means  of  attachment  at 
one  end  of  said  laterally-extending  body, 
and  a  relief-valve  at  the  other  end  of  said 
laterally-extending  body,  said  valves  being 
arranged  so  that  the  back-fire  will  close 
said  inlet-valve  and  will  open  said  relief- 
valve,  substantially  as  and  for  the  purposes 
set  forth. 

818,372.  Spark  Plug.  Bert  W.  Hallsted, 
Scranton,  Pa.  Filed  Nov.  5,  1904.  Serial 
No.  231,580. 

Claim. — 1.  A  spark  plug  comprising  a 
body  portion,  a  cap  carried  by  said  body 
portion,  a  conductor-stem  extending  lingi- 
tudinally  through  said  cap  and  body  por- 
tion, a  body  of  insulating  material  surround- 
rounding  said  stem  and  engaging  the  walls 
of  said  body  portion  for  spacing  the  stem 


THE  BICYCLING  WORLD 

from  said  body  portion,  a  similar  body  of 
insulating  material  surrounding  the  stem 
and  engaging  the  cap  for  spacing  the  stem 
from  the  cap,  and  means  carired  by  the 
stem  and  interposed  between  said  bodies 
of  insulating  material  for  spreading  said 
bodies  apart  and  pressing  the  same  against 
said  body  portion  and  cap  respectively. 

818,397.  Carburetter.  Gustav  Tresen- 
rcuter,  Berlin,  Gennany,  assignor  to  Franz 
Glinicke,  Berlin,  Germany.  Filefl  May  20, 
1905.    Serial  No.  261,373. 

Claim. — In  a  carburetter  of  the  class  de- 
scribed, the  combination  with  a  vessel,  of  a 
horizontal  partition  dividing  said  vessel 
into  a  liquid-storage  chamber  above  and  a 
carbureting-chaniber  below,  a  frame  in  said 
carbureting-chamber,  a  plurality  of  super- 
imposed horizontal  sieves  arranged  in  said 
frame    and   provided   with    layers    of   glass- 


133 


Imitations 


That's  a  hard  word,  but  this  is 
a  hard  world.  When  an  article 
like  "  3  in  One "  makes  a  tre- 
mendous s  u  c  c  e  s  s — regularly 
doubles  its  sales — k  e  e  p  s  on 
doubling  them — spurious  imita- 
tions spring  up  over  night.  Some 
die  with  the  noon  day  sun; 
others  linger  till  the  frost.  But 
"3  in  One"  flourishes  on  for- 
ever; making  more  homes  and 
offices  brighter  and  cleaner  ;  mak- 
ing more    retailers   more   profits. 

Your  jobber  wants  to  send  a  trial  dozen, 
w  e  war.t    to   send    generous    samples. 
Write  to  yourjobber  quick — write  to  us 
quicker. 

G     W.  COLE  CO.,  141  Broadway,  New  York. 


&y/ft'^/i0  fr'Mrfs  are  best  Mends. 


IN  THE 
HISTORIES 


of   cycling    and    of    motoring 

there  never  was  anything 

the 


Leadership 


of  which  was  so 


Pronounced 


as  that  of 
the 


INDIAN 


<  '^  A  v^'  'i.»w*'''^^i**»'-*!^'«^-1 


"There's  a  reason,"  or  rather  a 
number  of  them,  for  such  a  re- 
markable situation.  Our  cata- 
logue deals  with  them.  Its  free 
for  the  asking. 


HENDEE   MFC.  CO. 

Springfield,    Mass. 


134 


THE  BICYCLING  WORLD 


WANTS  AND  FOR  SALE. 

15    cents   per  line  of  seven   words,   cash  with  order. 

■pOR  SALE — Marsh  Motorcycle  1905,  almost 
new,  Ji  10.00.  Indian  1905,  ;!!i25.oo.  Ram- 
bler 1904,  new,  ^150.00.  Rambler  1904,  $125-00. 
Complete  stock  of  Indian  and  Rambler  parts  in 
stock.  Home  trainers  to  hire.  TIGER  CYCLE 
WORKS  CO.,  782  Eighth  Avenue,  New  York. 

"POR  SALE— Indian  Motorcycle,  1905  model, 
fine  order,  $125.00.  Full  line  parts  for  Indi- 
ans and  Thor  type  machines,  expert  repairing,  power 
equipped  shop.  Supplies  of  all  kinds  for  motorcy- 
clists. F.  B.  WIDMAYER  MOTORCYCLISTS' 
SUPPLY   HOUSE,    2312  Broadway,   New  York. 

■pOR  SALE— One  2-cylinder  Indian,  like  new, 
$250  ;  one  1905  Indian  with  heavy  spokes^ 
$150;  Tandam  attachment,  $10;  Reading  Standard 
Racer,  like  new,  $160;  Rambler  Motocycle,  new, 
$150;  Indian  Motocycle  in  good  condition,  $125, 
F.  A.  BAKER  &  CO.,  1080-1082  Bedford  Avenue, 
Brooklyn;  20  Warren  St.,  New  York. 

AX  7 ANTED— Foreman  for  Bicycle  and  Auto- 
mobile  Chain  factory.  State  experience. 
Permanent  position  for  right  party.  Address 
UNION  MANUFACTURING  &  SPECIALTY 
CO.,  820  Mutual  Life  Building,  Buffalo,  N.  Y. 

T7OR  SALE — Indian  Motorcycles,  1904  model, 
-*  in  good  condition,  S90;  1905,  ^130;  1905, 
$150;  can  also  make  immediate  deliveries  of  1906 
models.  Full  stock  of  Indian  parts  always  on 
hand.  Expert  rcpair.ng.  PiEPER  &  CONNOR, 
1201-1203  Bedford  avenue,  Brooklyn,  N.  Y. 


T?OR  SALE — Large  bicycle,  sporting  goods,  tent 
and  glove  business  in  town  of  12,000  popu- 
lation, where  bicycles  are  ridden  every  day  in  the 
year.  Finest  streets  and  country  roads  in  the 
world.  New  modern  store,  37x100  ft.,  3  years 
lease.  Established  8  years,  doing  $30,000  cash 
business  a  year.  ^Stock  will  invoice  about,  $7,500; 
can  reduce  quickly.  Have  Pierce,  National,  Ariel, 
Hibbard  and  many  other  bicycle  agencies,  also 
Maxwell  automobile.  A  No.  i  repair  shop.  Owner 
has  other  interests  which  need  his  time  and 
attention.  Address  RIVERSIDE  CYCLE  AND 
SPOKTING  GOODS  CO.,  Riverside,  California. 

"VX  Wanted  -I   would   Uke   to  buy  a  Mitchell 

Motor-Cycle    Model    No.    52    or   No.    53. 

Cheap  for  cash.     M.  P.  C,  care  of  Bicycling  World. 

■p  O  R  SALE — Ntw  Columbia  Motorcycle. 
$150;  Other  makes  at  very  low  prices. 
Home  Trainer,  built  for  racing,  strictly  accurate, 
8  laps  to  mile,  rigged  with  electric  lights,  best 
home  trainer,  ever  built,  $150.  Fine  Triplet,  like 
new,  $40.  PARK  CYCLE  CO.,  47  So, 
Washington  Sq.,  New  York  City. 

CATALOGUE. 

Thor  Motor  and  Parts  for  Motorcycle  and 
Hubs  and  Parts  for   Bicycle  on  application. 

AURORA  AUTOMATIC  MACHINERY  CO., 

AURORA,  ILL. 


HIGH  GRHDE 

wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  tlie 

MORSE  rZ'e\  CHAIN 


NOISELESS  IN  MUD,  WATER  OR 
DUST   AND    ALWAYS    EASY    RUNNING 

The  only  chain  having  PrlctlonleSB 
Rccker  Joints.  Insist  on  having  the 
Morse  Twin  Roller.  Fits  regular 
sprockets. 

Send  for  Catalogfue  and 
Trade  Price  to 

Morse  Chain  Co.,  Trumansburg:,  N.  Y. 


For  testing  dry  cells,  use  the 

}^\ 

Eldredge  Battery  Ammeter 

L                        0  to  30  Amperes 

ff/ifl^^^K 

1    Indicates  in  eitiier  direction  of  current. 

||I,V(^^^-J| 

1  Price  $3.50,  delivered. 

\^^^^r 

1  Eldredge  Electric  Mfg.  Co. 

xT^i^^^ 

'                      3  i*ost  Office  Square, 

>»=,s»^ 

Dept.  M.                 Springfield,  (lass. 

IV 

o 
o 
k: 

o 


BICYCLES 

AND 

SUNDRIES 

Prices  Right. 


O    146  North  4th  Street,  Philadelphia,  Pa. 

BICYCLES  '•'  MOTORCYCLES 

HICH-CRADE  LEADERS. 

Fowler-Manson-Sherman  Cycle  Mfg.  Co., 

43-47  Fulton  Street,  Chicaso. 

Wnte  (or  terms. 

THE  WILSON  TRADING  go! 

TIRES 

121  Chambers  Street,        NEW  YORK 

AUTOMOBILE 

AND 

BICYCLE  SUPPLIES 

Send  for  J906  Catalogue. 

THE  KELSEY  CO.,      Buffalo,  N.  Y. 


wool,  a  slotted  cross-head  at  the  top  of  said 

frame,  an  outlet  in  said  horizontal  parti- 
tion, a  horizontal  pin  suspended  from  said 
horizontal  partition,  a  disk  provided  with  a 
bent  channel  and  mounted  to  turn  on  said 
horizontal  pin  close  to  said  outlet,  so  that 
the  one  end  of  its  channel  may  register  with 
said  outlet,  a  hollow  lever  rigidly  connected 
with  said  dislc  and  engaging  in  the  slot  of 
said  slotted  cross-head,  the  cavity  of  this 
lever  communicating  with  the  other  end 
of  the  bent  channel  in  said  disk,  means  for 
outbalancing  said  frame  with  the  parts  con- 
nected therewith,  when  there  is  no  hydro- 
carburet  in  the  layers  of  glass-wool,  a  sup- 
ply-conduit for  gas  near  the  bottom  "  of 
said  carbureting-chamber,  and  a  carbureted 
gas-outlet  at  the  top  of  said  carbureting- 
chamber. 


Forsyth  Specialties. 


No.  1 6  Brake 

iwith 
Metal  Sleeve. 


t*Attac]ied  to  wheel  at  hanile-bar  by  clamp,  and  at  fork- 
crown  by  expansion  plug  pressed  into  crown-head.  Spoon  is 
connected  with  plug  by  taper  bolt,  and  by  turning  up  nut  plug 
is  expanded,  forming  secure  fastening.  We  make  spoons  with 
or  without  rubbers  to  fit  all  styles  of  crown.  Lots  of  these 
brakes  used.     Every  dealer  ought  to  carry  them, 

f orsyth  Mfg.  Co.,  -   Buffalo,  IN.  Y. 


ARMAC 


Motor  Cycles 
and  Side  Cars 


The  1906  ARMAC 


is  buiit   for   hard    sei\'ice 
and  e.ery    day   practxal 
purposes.    Frame  is  guaranteed  to  carry  500  lbs .  we'ght,  and  the 

3  H.  P.  nOTOR 

which  can  be  operated  at  a  speed  of  4  to  45  miles  per  hour, 
will  take  side  car  and  second  passenger  over  ordmary  country 
roads,  and  will  take  one  rider  over  any  road  or  up  a  25  per 
cent,  grade. 

The  Standard  of  American-flade  Hotor  Cycles 

Low   frame,  extra   Iieavy  tires,   chain  or   belt   drive,   and 
Agents"  terms  that  will  interest  you. 

ARHAC  nOTOR  CO., 


472  Carroll  Ave., 


CHICAGO,  ILL. 


C.  H.  LUDLOW,  Agent,  Northport,  L.  I. 


The  Bicycling  World 


AND  MOTORCYCLE  REVIEW. 


Volume  LIII. 


New  York,  U.  S.  A.,  Saturday,  May  5,  1906. 


No.  6 


MAKERS'  PLANS  MATURE 


Buffalo    Meeting   Pledges   the   Money   and 

Picks  the  Man  to  Conduct  Campaign — 

Old  Officers  Re-elected. 


The  Cycle  Manufacturers'  Association 
held  its  annual  meeting  in  the  Lafayette 
Hotel,  Buffalo,  on  Wednesday  last,  2d  inst. 

Officers  were  elected,  of  course,  but  what 
is  of  far  more  importance,  definite  action 
was  taken  toward  uplifting  the  cycling  in- 
terests by  securing  for  them  a  "square  deal" 
and  that  fuller  measure  of  publicity  in  the 
public  prints  and  elsewhere  that  is  the 
bicycle's  due.  Funds  for  the  purpose  were 
subscribed  and  the  man  to  take  charge  of 
the  work  was  selected.  He  is  Frank  A. 
Egan,  one  of  the  best  known  and  oldest 
of  cycling's  "old  guard."  He  not  only  pos- 
sesses a  versatile  pen,  which,  during  the 
better  part  of  a  quarter  of  a  century,  was 
wielded  in  behalf  of  the  bicycle,  but  there 
are  few  of  the  ins  and  outs  or  ups  and 
downs  of  cycling  with  which  he  is  not 
familiar.  Egan  probably  will  take  up  the 
duties  within  the  next  ten  days. 

This  was  the  chief  work  accomplished 
and,  of  course,  it  was  performed  in  har- 
mony and  in  connection  with  the  Cycle 
Parts  and  Accessories  Association,  which 
was  in  session  in  the  same  hotel  at  the 
same  time,  the  conference  committees  of 
both  associations — Harry  Walburg  and  E. 
S.  Fretz,  for  the  C.  M.  A.,  and  W.  S.  Gor- 
ton, H.  S.  White  and  D.  S.  Troxel,  for  the 
C.  P.  and  A.  ^. — holding  several  joint  meet- 
ings for  the  purpose.  It  was  not,  however, 
all  that  the  C.  M.  A.  accomplished. 

The  annual  election  resulted  in  each  of 
the  old  officers  succeeding  himself,  as  fol- 
lows: President,  George  N.  Pierce,  of  the 
George  N.  Pierce  Co.,  Buffalo;  vice-presi- 
dent, Frank  E.  Southard,  Toledo  Metal 
Wheel  Co.,  Toledo,  Ohio;  secretary,  J.  F. 
Cox,  Pope  Mfg.  Co.,  Hartford,  Conn.; 
treasurer,  Harry  Walburg,  Miami  Cycle  & 
Mfg.  Co.,  Middletown,  Ohio.  The  day  pre- 
vious had  been  devoted  to  the  meetings  of 


committees.  The  committee  on  jobbing 
bicycles  had  a  very  extended  session — so 
extended,  indeed,  that  several  members  who 
also  make  agency  goods,  were  unable  to 
take  part  in  the  deliberations  of  the  com- 
mittee on  agency  bicycles,  a  meeting  of 
which  was  also  scheduled,  but  which,  be- 
cause of  the  fact,  was  necessarily  postponed 
until  next  month. 

The  jobbing  makers,  however,  reached  a 
full  understanding.  They  smoothed  out 
some  of  the  discrepancies  in  the  matters 
of  equipment  and  finishes  that  have  existed 
and  also  overhauled  the  list  of  jobbers.  A 
number  of  men  and  concerns  who  are  no 
longer  jobbers  or  who  never  were  jobbers, 
were  stricken  off  and  three  classes  provided 
for,  viz.:  jobbers,  department  stores  and 
mail  order  houses. 

The  next  meeting  will  be  held  in  Niagara 
Falls  on  the  first  Wednesday  in  June, 
the  6th. 

Practically  the  entire  membership  was  in 
attendance,  Vice-President  Southard,  who 
was  detained  by  illness,  being  the  only  not- 
able absentee.  In  addition  to  the  other  offi- 
cers, these  were  the  members  present:  W. 
F.  Remppis,  Reading  Standard  Cycle  Mfg. 
Co.;  F.  C.  Finkenstaedt,  National  Cycle 
Mfg.  Co.;  C.  E.  Walker  and  F.  C.  Gilbert, 
Pope  Mfg.  Co.;  F.  I.  Johnson,  Tver  Johnson 
Arms  &  Cycle  Co.;  Edward  Buffum,  Con- 
solidated Mfg.  Co.;  J.  F.  Vogel,  Gendron 
Wheel  Co.;  J.  W.  Ash,  Hudson  Mfg.  Co.; 
W.  G.  Schaack,  Emblem  Mfg.  Co.;  E.  S. 
Fretz,  Light  Cycle  &  Foundry  Co.;  I. 
Schwinn,  Arnold,  Schwinn  &  Co.,  and  E.  J. 
Lonn,  Great  Western  Mfg.  Co.  D.  P.  Har- 
ris, representing  the  H.  P.  Snyder  Mfg.  Co., 
the  only  non-member,  was  also  in  evidence. 

President  Pierce  and  F.  C.  Finkenstaedt — 
who  are  old  friends — set  a  good  example  to 
their  fellows.  On  Tuesday,  when  the  job- 
bing committee  was  in  session,  they 
mounted  bicycles  and  indulged  in  a  15-mile 
ride  in  company.  Mr.  Pierce  had  placed 
one  of  his  bicycles  at  the  National  man's 
disposal  and  then  tried  to  play  a  joke  on 
him.  He  inveigled  him  into  a  photographic 
establishment  and  with  a  twinkle  in  his  eye 
impressed  on  Finkenstaedt  how  much  he 
would  appreciate  a  picture  of  him  a-wheel. 
The  Bay  City  man  is  usually  wide-awake, 
however,  and  discerned  the  twinkle  and  re- 
fused to  take  the  bait.     But  it  did  not  pre- 


vent the  head  of  the  Pierce  establishment 
from  relating,  with  a  hearty  laugh,  how 
near  he  came  to  getting  the  picture  of  one 
of  his  competitors  on  one  of  his  (Pierce) 
machines.  -, 


Accessory  Association  "Does  Things,"  too. 

Six  new  members  elected,  dues  reduced 
from  $50  to  $25  per  year  and  unanimous 
concurrence  with  the  Cycle  Manufacturers 
Association  in  the  plans  for  publicity  and 
in  the  choice  of  F.  A.  Egan  as  the  man  to 
execute  them — tliese  in  brief  constitute  the 
business  transacted  by  the  Cycle  Parts  and 
Accessory  Association  at  their  meeting  in 
Buffalo,  on  Wednesday  last. 

The  additions  to  the  roll  are:  the  Fisk 
Rubber  Co.,  the  Kokomo  Rubber  Co.,  the 
Pennsylvania  Rubber  Co.,  the  Kelly  Handle 
Bar  Co.,  the  Buffalo  Specialty  Co.,  and  the 
New  Departure  Mfg.  Co. 

There  was  a  deal  of  keen  interest  mani- 
fested and  there  is  every  prospect  that  the 
membership  will  soon  include  every  parts 
or  accessory  maker  who  wishes  to  be  con- 
sidered worth  the  proverbial  "row  of  pins." 

All  of  the  officers  were  in  attendance, 
viz.:  W.  J.  Crosby,  Crosby  Co.,  president; 
C.  A.  Persons,  Persons  Mfg.  Co.,  vice-presi- 
dent; H.  S.  White,, Shelby  Steel  Tube  Co., 
secretary,  and  W.  J.  Surre,  Corbin  Screw 
Corporation,  treasurer.  These  other  mem- 
bers also  were  present:  W.  S.  Gorton, 
Standard  Welding  Co.;  D.  S.  Troxel,  Troxel 
Mfg.  Co.;  R.  D.  Webster,  Eclipse  Machine 
Co.;  H.  T.  Dunn,  Fisk  Rubber  Co.;  J.  W. 
Gilson,  Hartford  Rubber  Co.;  C.  E.  Weaver, 
Kelly  Handle  Bar  Co.;  J.  H.  Whittington, 
Forsyth  Mfg.  Co. ;  W.  J.  Graham  and  D.  W. 
Page,  New  Departure  Mfg.  Co.;  C.  F.  U. 
Kelly,  Continental  Rubber  Works;  F.  W. 
Waters,  .  Pennsylvania  Rubber  Co.,  and 
J.  B.  Tucker,  Mutual  Rim  Co.  L.  M.  Wain- 
wright.  Diamond  Chain  &  Mfg.  Co.,  and 
W.  A.  Judd,  Judd-Leland  Co.,  prospective 
members,   also  were  there. 

Elmira,  N.  Y.,  had  a  representative  pres- 
ent in  the  person  of  Roy  S.  Smith,  who,  in 
the  name  of  the  mayor  and  the  chamber  of 
commerce,  invited  the  association  to  hold 
its  next  meeting  in  that  city,  the  advantages 
of  which  for  the  purpose  were  pointed  out. 
Mr.  Smith  also  extended  a  similar  invitation 
to  the  Cycle  Manufacturers'  Association. 


150 


THE  BICYCLING  WORLD 


SUFFERERS  ARE  OPTIMISTIC 


San  Francisco  Dealers  Hopeful  in  Tempor- 
ary Quarters — Hopkins's  Interesting 
Experiences. 


J.  W.  Leavitt,  of  the  firm  of  J.  W.  Leavitt 
&  Co.,  was  the  first  of  the  San  Francisco 
bicycle  merchants  to  reach  the  East  since 
the  appalling  disaster  which  overtook  that 
city  two  weeks  since.  He  was  in  Buffalo 
on  Wednesday  last  during  the  sessions  of 
the  Cycle  Manufacturers'  Association  and 
the  Cycle  Parts  and  Accessories  Associa- 
tion, and  he  was  just  as  cheerful  as  any  of 
the  many  men  who  were  there  assembled. 

With  the  possible  exception  of  the  Pope 
interests,  Leavitt's  loss  was  far  heavier  than 
that  of  any  other  jobber  or  dealer  involved 
in  the  catastrophe.  Everything  he  owned 
was  swept  away  or  consumed.  He  carried 
an  immense  stock,  which  included  2,000 
bicycles,  enormous  quantities  of  tires  and 
other  goods.  Its  total  value  was  $85,000, 
and  as  his  insurance  was  but  $45,000  it  will 
be  readily  understood  that  Leavitt  had  am- 
ple cause  to  wear  a  long  face.  ■  He  did 
nothing  of  the  sort,  however,  but  instead 
was  as  light-hearted  and  good  natured,  and 
as  optimistic  as  if  he  had  not  lost  a  cent. 
He  admitted  that  it  was  rather  hard  lines 
to  see  the  result  of  twelve  years  work  wiped 
out,  and  remarked  with  what  might  have 
been  his  only  note  of  sadness,  that  onlj^  a 
month  before  the  "shake,"  as  he  termed  the 
earthquake,  he  had  bought  out  his  next  door 
competitor,  W.  B.  Morrill,  and  only  the  day 
previous  to  the  disaster  had  put  up  a  new 
sign,  remarking  at  the  time  that  the  sign 
marked  the  culmination  of  twelve  years' 
effort. 

During  his  stay  in  Buffalo,  every  hand  ex- 
tended to  Leavitt  was  a  helping  hand.  All 
of  the  manufacturers  who  were  there  were 
ready  to  extend  to  him  all  the  credit  he  de- 
sired, which  induced  him  to  observe  that, 
the  disaster  had  at  least  one  pleasant  side. 

As  evidence  of  the  universal  desire  to  be 
of  help,  he  displayed  a  letter  from  George 
A.  Ritchie,  one  of  his  bicycle  customers  in 
Sacramento.  Mr.  Ritchie  wrote  him  that 
he  was  ready  to  take  care  of  any  goods 
that  might  be  en  route,  and  to  distribute 
them  if  Leavitt  so  desired.  He  also  prof- 
fered the  use  of  his  store  "if  it  will  be  of 
any  use  to  you  in  holding  some  of  your 
trade,"  and  furthermore  offered  to  ad- 
vance $500  immediately  and  $500  more 
within  a  week.  "We  have  plenty  of  room 
and  grub  at  our  house,"  concluded  Mr.  Rit- 
chie, "if  you  and  your  family  will  come  our 
way." 

Mr.  Leavitt  has,  however,  established 
himself  in  Oakland,  where  he  expects  to  re- 
main for  the  better  part  of  a  year.  At 
present,  he  remarked,  his  ofiices  in  San 
Francisco  are  in  his  mother-in-law's  parlor. 
H?  is  very  prQud  of  this  mother-in-law,  by 


the  way,  remarking  that,  although  53  years 
old,  she  can  reel  off  100  miles  on  a  bicycle 
as  smartly  as  any  of  the  seven  other  cycling 
members  of  the  family. 

Mr.  Leavitt  is  thoroughly  optimistic,  and 
has  placed  orders  for  carloads  of  all  the 
goods  necessary  for  his  trade.  He  says 
there  will  be  no  trouble  selling  bicycles. 
In  fact,  with  the  crippling  of  the  street  car 
lines,  he  believes  the  demand  will  be  greater 
than  ever. 

C.  C.  Hopkins,  the  Indian  agent  in  San 
Francisco  and  probably  the  best  known 
motorcycle  dealer  in  his  part  of  the  coun- 
try, and  who  is  very  active  in  F.  A.  M. 
affairs  on  the  coast,  had  a  narrow  escape. 
In  a  personal  letter  from  Oakland,  where  he 
is  temporarily  established  at  1262  Broad- 
way, and  where,  as  his  printed  matter  states, 
he  is  "minus  feathers  but  still  on  the  war- 
path," he  conveys  some  idea  of  his  experi- 
ences and  of  the  conditions  that  existed. 

"Your  telegram  of  18th  reached  me  by 
mail  from  Chicago  on  the  19th,"  he  writes. 
"It  was  sent  to  San  Jose  and  returned  here, 
where  I  am  temporarily  located.  The  mail 
service  has  been  much  better  than  the 
telegraph. 

"I  am  'down,  but  not  out.'  I  lost  every- 
thing in  the  fire,  both  at  store  and  at  my 
home.  The  quake  did  little  damage  to  my 
stock — practically  nothing,  but  we  could 
not  remove  it  because  of  the  dangerous 
condition  of  a  portion  of  the  building.  I  got 
out  my  old  tricar  and  with  my  wife  on  the 
front  seat  rode  to  San  Jose,  50  miles  distant. 
Everything  that  I  had  was  lost  except  this 
tricar  and  the  clothes  we  put  on.  Our 
home  was  quite  badly  wrecked.  Fire  came 
later  and  made  a  clean  job  of  it. 

"Altogether,  it  has  been  a  wonderful  ex- 
perience. My  wife  and  I  are  well  satisfied 
to  be  alive.  Seven  frame  houses  adjoining 
our  home — the  top  of  a  six-story  apart- 
ment house — fell  flat  from  the  shaking  and 
we  had  a  rocking  time  for  a  few  seconds. 
In  it  all  we  kept  our  heads. 

"Louis  Bill  (vice-president  of  the  F.  A. 
M.)  lives  on  this  side  of  the  bay  and  escaped 
injury  and  so  far  as  I  have  been  able  to  learn 
none  of  the  members  of  the  San  Francisco 
Motorcycle  Club  were  injured.  Many  of 
them  have  been  making  good  use  of  their 
machines  as  special  rush  messengers.  The 
tricars  were  in  great  demand.  This  catas- 
trophe has  been  the  biggest  ad,  for  motor 
vehicles  of  all  kinds  that  the  world  has  ever 
known. 

"I  have  had  some  of  the  finest  letters  of 
sympathy  and  offers  of  assistance  that  you 
can  imagine.  One  of  the  first  and  warmest 
to  arrive  was  from  George  M.  Hendee, 
written  from  Aurora,  111.  In  a  time  such  as 
this,  such  expressions  of  sympathy  and 
condolence  have  been  most  touching  and 
Ave  prize  them  dearly. 

"Our  S.  F.  clubroom  was  not  destroyed  and 
it  is  being  used  as  an  emergency  hospital. 
The  club  will  continue  to  exist,  but  we  may 
postpone  a  few  club  runs  and  endurance 
contests!  We  have  endijred  quite  a  lot 
recently, 


"The  confidence  of  the  business  men  of 
San  Francisco  is  not  lost,  but  strengthened. 
The  city  will  rise  again.  We  have  plenty 
of  energy  and  money  will  come." 


Trouble    Overtakes    the    Consolidated. 

The  heavy  load  which  it  has  been  carry- 
ing for  a  term  of  years,  finally  has  resulted 
in  the  appointment  of  David  Robinson,  Jr., 
as  receiver  for  the  Consolidated  Mfg.  Co., 
Toledo,  Ohio,  manufacturers  of  the  Yale 
and  Snell  bicycles.  Following  this  action, 
several  creditors  filed  a  petition  in  bank- 
ruptcy against  the  concern. 

The  receiver  is  now  in  charge  and  is  tak- 
ing an  inventory  to  discover  the  exact  con- 
dition and  amount  of  the  assets  and  liabili- 
ties. The  plant  will  continue  to  be  operated 
and  the  trouble  will  not  interfere  with  the 
fulfilment  of  orders.  The  property  is  a 
valuable  one  and  there  is  every  prospect 
that,  freed  of  its  entanglements,  the  com- 
pany will  be  placed  on  its  feet  again  in 
better  shape  than  ever  before.  Its  disas- 
trous venture  into  the  manufacture  of  auto- 
mobiles, which  was  discontinued  several 
months  since,  seriously  crippled  its  re- 
sources and  helped  to  bring  about  the  pres- 
ent state  of  affairs. 


The  Retail  Record. 

Fenton,  Mich. — George  Dc  Witt,  new 
store  in  Andrews  block. 

Ottawa,  Can.— Hurd  &  McBride,  191 
Sparks  street;  new  store. 

Charlottetown,  P.  E.  I.— Brace,  McKay  & 
Co.  have  added  a  bicycle  department. 

Hammond,  Ind.— J.  W.  McMullen,  re- 
moved to  Beckman-Gostlin  block  in  Hoh- 
man  street. 


New   Man   in   Mossberg   Affairs. 

J.  B.  White  and  C.  W.  Polsey,  for  many 
years  secretary  and  treasurer,  respect- 
ively, of  the  Frank  Mossberg  Co.,  Attleboro, 
Mass.,  have  retired  from  that  concern,  their 
interests  having  been  acquired  by  W.  I. 
Tuttle.  Mr.  Tuttle  has  assumed  the  duties 
and  titles  of  both  ofiices  and  is  applying 
himself  to  them  with  vigor. 


Brackets  for  Motorcycle  Lamps. 
F.  B.  Widmayer,  2312  Broadway,  New 
York  City,  has  just  designed  and  is  now 
placing  on  the  market,  special  motorcycle 
lamp  brackets  to  fit  the  head  lug  bolt  on 
the  Indian,  R-S  and  Thor  type  of  motor- 
cycles; these  brackets  are  made  in  two 
styles,  one  to  hold  two  lamps  side  by  side 
and  the  other  style  to  hold  one  lamp. 


Japanese    Seek    Lower    Inport    Duty. 

The  Japanese  bicycle  dealers  of  Yoko- 
hama have  presented  a  petition  to  the 
Lower  House  asking  for  a  reduction  of  the 
import  duty  on  bicycles  from  40  per  cent, 
to  not  more  than  20  per  cent.;  the  latter  is 
the  ad  valorem  rate  imposed  on  electric 
carriages  and  railway  locomotives. 


THE  BICYCLING  WORLD 


J5I 


TO  FOLLOW  GLOBE  GIRDLERS 


They  will  Report  their  Progress  and  Detail 
their  Travels  in  The  Bicycling  World. 


Readers  of  the  Bicycling  World  will  be 
able  to  follow  Lester  R.  Creutz  and  George 
E.  Holt,  as  they  traverse  the  face  of  the 
earth  on  their  bicycles.  Their  pens  and 
their  cameras  will  tell  their  story  in  these 
columns  each  week — a  story  that  promises 
much  of  interest  and  of  adventure.  June 
ISth  next  will  see  the  prospective  globe 
girdlers  started  on  their  way  and  they  do 
not  expect  to  see  home  again  before  two 
years  have  elapsed,  all  of  which  will  be 
spent  "on  the  road,"  or  on  the  steamer,  for 
20,000  miles  of  the  50,000  that  they  expect 
to  cover  will  have  to  be  traversed  by  means 
of  the  latter  conveyance,  the  remainder  be- 
ing done  a-wheel. 

As  previously  detailed,  their  route  will 
take  them  from  New  York  to  Liverpool  and 
once  there  the  ambitious  Illinois  cyclists 
will  bid  adieu  to  any  other  form  of  travel 
except  the  bicycle  until  England,  Scotland 
and  Wales  have  been  covered,  followed  by 
a  jump  to  Ireland  and  a  second  short 
steamer  trip  to  the  Continent,  arrival  at 
which  will  actually  mark  the  beginning  of 
the  serious  work  of  the  trip.  Belgium,  Hol- 
land, Denmark  and  Sweden  will  be  the  first 
countries  visited  in  the  order  named  and 
from  Stockholm  their  route  will  lead  them 
to  St.  Petersburg,  in  case  the  Czar's  domin- 
ions are  not  then  in  the  same  active  state  of 
"pacification"  that  now  distinguishes  them. 
Otherwise  Russia  will  be  given  a  wide 
berth. 

From  St.  Petersburg  they  will  again  turn 
southward  through  Germany,  and  if  the 
former  city  is  not  visited  the  return  will  be 
made  from  Stockholm.  Proceeding  in  a 
generally  southwesterly  course  they  will 
pass  through  the  "Fatherland,"  France  and 
Spain  in  an  attenlpt  to  keep  winter  behind 
them.  And  in  order  to  do  this  they  ex- 
pect New  Year's  day  1907  will  find  them  in 
northern  Africa.  Here  again  their  route 
will  depend  very  largely  upon  circum- 
stances. If  the  natives  happen  to  be  peace- 
able their  itinerary  will  take  them  through 
Tripoli,  Algeria  and  Morocco.  A  white 
man  risks  his  neck  by  venturing  among 
these  fanatical  Mohammedans  at  any  time, 
but  it  is  practically  equivalent  to  commit- 
ting suicide  to  do  so  when  they  are  in  a 
state  of  uprising  such  as  has  characterized 
them  for  several  months  past.  If  fortune 
favors  they  will  even  tackle  the  shifting 
sands  of  the  great  Sahara  desert  and  under 
the  protection  of  one  of  the  huge  caravans 
make  their  way  to  Timbuctoo. 

With  the  advent  of  spring  and  mild 
weather  they  will  again  start  northward, 
taking  in  Sicily  and  thereafter  ascending 
the  Italian  Peninsula  and  so  on  up  through 
Europe  in  a  line  parallel  to  that  on  which 
they   descended   previously,   making  a   turn 


eastward  to  take  in  Turkey  and  Greece. 
Thence  to  Egypt,  through  the  Holy  Land 
and  then  down  the  Red  Sea,  making  their 
way  again  a-wheel  around  the  Indian  Pen- 


TO   CROSS  THE  CONTINENT 


LESTER    S.    CREUTZ. 


insula,  and  including  Ceylon  in  their  itin- 
erary. Then  still  eastward  through  Malay, 
Burmah  and  Siam  to  Singapore.  Thence 
to  Sumatra  and  Borneo  and  from  there  to 


GEORGE    E.    HOLT. 


Manila.      Japan  will    ne.xt    be    visited    and 

from    there    the  homeward   trip   will    begin 

with    a   stop    at  Hawaii,    finally   landing   in 
San  Francisco. 


Waited  five  minutes  on  the  corner  for  a 
street  car  and  then  had  to  hang  onto  a  strap 
for  twenty  minutes  more?  Would  not  a 
bicycle  have  saved  you  the  wait  and  dis- 
comfort and  done  you,  physically  ^nt^ 
mentally,  more  good? 


Cleveland  Motorcyclist  will  Seek  to  Create 
new  Record — Start  from  San  Francisco. 


Louis  J.  Mueller,  the  Cleveland,  Ohio, 
motorcyclist,  who,  for  the  past  year,  has 
been  consumed  with  desire  to  cross  the 
continent  on  a  motor  bicycle  in  record 
time,  finally  has  completed  arrangements  to 
satisfy  his  longing.  The  fact  became  known 
on  Wednesday  last  when  Mueller  (pro- 
nounced Miller)  visited  Buffalo,  and  was 
discovered  at  the  Auto-Bi  factory  in  close 
confab  with  W.  C.  Chadeayne,  who  only  last 
year  made  the  journey  from  ocean  to  ocean. 

Mueller,  however,  will  not  ride  an  Auto- 
Bi;  an  Indian  will  be  his  mount.  But  de- 
spite the  iact,  Cheadeayne  gave  to  him  all 
the  data  which  he  collected  during  his  stren- 
uous trip,  also  the  benefit  of  his  very  varied 
experiences. 

Unlike  Chadeayne,  Mueller  will  not  start 
from  New  York  and  ride  westward.  The 
Cleavelander  will  start  from  San  Francisco 
and,  of  course,  ride  eastward.  It  is  his  in- 
tention to  set  out  about  August  1st.  He 
will  aim  to  reach  New  York  in  thirty  days, 
but  failing  that,  he  will  be  bitterly  disap- 
pointed if  he  fails  to  beat  the  automobile 
record  of  thirty-three  days.  Chadeayne 
made  the  trip  in  48  days,  11  hours,  35 
minutes. 

Mueller  is  a  big,  husky  chap  who  knows 
motorcycles  from  the  ground  up,  and  he  is 
a  road  rider  of  daring  type.  He  gave  proof 
of  it  last  August  when  he  rode  from  Cleve- 
land to  the  F.  A.  ,M.  meet  at  Waltham, 
Mass.,  more  than  700  miles,  in  four  days, 
and  this  despite  the  fact  that  on  two  of  the 
four  days  hard  rain  fell. 


Weintz    Wins    Military    Championship. 

Louis  J.  Weintz,  of  the  New  York  Ath- 
letic Club,  who  is  also  a  member  of  the 
Twent3'-second  Regiment  Engineers,  won 
the  one  mile  open  bicycle  race  for  the  mili- 
tary championship  of  New  York  City,  at 
Madison  Square  Garden,  last  Saturday  night 
28th  ult.  F.  ,E.  Adams,  of  the  same  regi- 
ment, finished  second,  and  Oscar  Becker,  of 
the  Thirteenth  Regiment,  was  third.  Time, 
3  minutes  12}4  seconds.  As  this  crack 
"plugger"  won  both  the  other  championship 
events  on  the  previous  night  he  is  unquali- 
fiedly the  military  champion  cyclist  of  New 
York. 


Revival  of  "Dead  Broke"  Touring. 

Another  "dead-broke"  bicycle  trip  is  re- 
corded. Charles  Dunlap  and  Homer  Elli- 
ott, two  cyclists  of  Piqua,  Ohio,  will  start 
to-morrow  (Sunday)  from  Pittsburg,  Pa., 
for  Des  Moines,  Iowa,  the  journey  to  be 
made  within  twenty-five  days.  According 
to  the  conditions  of  the  wager  they  must 
report  in  Des  Moines  with  $75  each  and  the 
rules  impose  that  they  must  not  beg,  steal 
or  otherwise  "bum"  their  way,  but  may 
work  by  any  legitimate  means. 


152 


THE  BICYCLING  WORLD 


AS  EACH  SEASON  ROLLS  AROUND 

it  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever. 

National   Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who   knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid   record 
of  the  National  on  road  and  track,  and  year  after  year. 

"A  National  Rider  is  Proud  of  his  flount,"  is  an  old  adage. 

It's   still  trite   and    true.      If   not    familiar  with   our    latest 

models,  we'll  gladly  inform  you  regarding  them. 


J/  we  are  not  represented  in  your  locality  we  will  he  glad  to  hear  from   YOU. 


NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


^^  Hudson  Bicycles  and  D.  &  J.  Hangers 


SUITS  ALL  RIDERS,  AND  EVERY  HUDSON  RIDER  IS  AN  ENTHUSIASTIC  ADVERTISEflENT 


PRICES 

Model  302 $50.00 

"        303 $50.00 

"        306 $40.00 

"        307 $40.00 

308 $35.00 

309 $35.00 

"        310 $30.00 

"        311 $30.00 

"        312 $25.00 

«        313 $25.00 


DISTRIBUTORS 

Baker  &  Hamilton, 

San  Francisco,  Cal. 

Scott  Supply  &  Tool  Co., 
Denver,  Colo. 

J.  W.  Grady  &  Co., 

Worcester,  Mass 

Alexander  Elyea  Co., 

Atlanta,  Ga. 


GET  THE  HUDSON  AGENCY  AT  ONCE,  TOHORROW  HAY  BE  TOO  LATE. 

HUDSON  riFG.  CO.,  Hudson,  Hich. 


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THE  BICYCLING  WORLD  COMPANY 


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iSntered  as  second-class  matter  at  the  New  York, 
N.   Y.,   Post  Office.   September,   1900. 


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New  York,  May  5,  1906. 

One  of  Qod's  Best  Gifts. 

Every  once  in  a  while  one  of  those  often 
wise,  and  sometimes  amusing,  chaps  whom 
we  call  an  editor  makes  the  startling  dis- 
covery that  cycling  is  "dead."  It  may  be 
that  a  lowly  reporter,  having  discarded  his 
cigarette  for  the  nonce,  was  first  to  make 
the  "discovery,"  ahd  that  his  chief  has  taken 
his  word  for  it  and  merely  elaborated  the 
idea.  Like  as  not,  the  great  editor  has 
rushed  from  his  home  to  an  ill-smelling 
.street  car,  or  into  a  very  swiftly  moving 
car  rushing  through  the  very  bowels  of  the 
earth,  and  emerging,  has  darted  across  a 
bu.s}-  thoroughfare  to  bury  himself  in  one 
of  those  stuffing  boxes  termed  an  office. 
Me  remembers  the  day  when  he  could  not 
reach  a  street  car,  his  home  or  his  office 
without  literally  dodging  a  procession  of 
Iiicycles.  Following  what  the  reporter  has 
"ilisoovered,"  the  present  comparative  few- 
ness of  bicycles  leads  him  to  believe 
that  his  underling's  "discovery"  is  well 
founded.  Accordingly,  he  editorializes,  and 
the  men  and  the  women  in  the  street,  per- 
force, agree.  They,  too,  recall  the  time 
when  dodging  bicycles  was  a  daily  practice. 

These  editors  and  these  reporters,  and 
these  men  and  women  are  the  denizens  of 


THE  BICYCLING  WORLD 

the  big  cities.  Perhaps  the  editor's  publi- 
cation glows  with  enthusiastic  reference  to 
the  boom  of  the  automobile.  Like  as  not, 
some  of  the  men  and  women  who  once 
rode  bicycles  are  now  possessed  of  auto- 
mobiles. Perhaps  they  believe  them  the 
acme  of  enjoyment.  The  automobile  cer- 
tainly  moves    more   swiftly  than   a   bicycle 

\\^  ever  will  be  moved;  it  is  larger;  it  is 
"showier;  it  is  noisier;  it  raises  more  dust 
.  a'nd  it  costs  infinitely  more  than  the  silent 
~^w>^-wheeler.  Noise,  and  showiness,  and 
expensiveness  have  been  known  to  alter 
the  langle  of  the  mind's  vision.  The  auto- 
mobile is  all  right;  it  serves  a  large  purpose, 

-  arid  at  the  present  moment  it  looms  as  large 
in  the  public  eye  and  in  the  public  prints  as 
the  bicycle  once  loomed.  And  it  is  being 
overdone  as  the  bicycle  itself  was  overdone; 
its  day  of  reckoning  is  almost  due,  and  then 
must  it  go  through  the  fire  through  which 
the  bicycle  has  passed. 

For  the  sake  of  the  bicycle,  and  for  the 
benefit  of  man,  it  is  most  unfortunate  that 
there  ever  was  one  of  those  booms  that  lead 
directly  to  the  fire.  It  brought  about  the  con- 
ditions and  made  possible  the  "discoveries" 
and  comparisons  which  enable  the  editor 
and  the  reporter,  and  the  unthinking  man 
and  woman  in  the  street,  to  fancy  that 
cycling  is  "dead."  But  cycling  is  not  "dead"; 
it  can  never  die.  The  world  would  be  infin- 
itely worse  if  its  demise  was  possible.  For, 
though  it  may  seem  an  exaggerated  defini- 
tion, the  bicycle  stands  as  one  of  God's  best 
gifts  to  man.  Reverend  Henrietta  G.  Moore 
once  expressed  this  sentiment  in  happy  lan- 
guage. 

"The  bicycle  pumps  pure  air  into  the 
lungs,"  she  wrote.  "Pure  air  is  the  divinest 
maker  of  humans — physically,  mentally, 
morally.  The  bicycle  compels  good  roads; 
good  roads  inspire  other  refinements  of  civ- 
ilization. The  wheel  is  the  creator  of  a 
stronger  people  and  a  more  beautiful 
world." 

The  same  sentiment  was  thus  voiced  by 
the  Reverend  Francis  E.  Clarke,  President 
of  the  Society  of  Christian  Endeavor: 

"Why  should  it  be  unworthy  of  the  pulpit 
to  call  the  bicycle  'a  means  of  grace?'  Its 
invention  reveals  God's  glories  in  nature  to 
a  million  city-begrimed  toilers.  The  favored 
few  cross  the  continents  or  oceans  to  see  a 
famous  picture,  or  a  lovely  landscape,  but 
here  is  a  little  affair  with  two  wheels  and 
some  steering  gear  that  can  show  us  over  a 
thousand  beautiful  nature  pictures  every 
year,  and  while  we  are  journeying  to  them, 
give  at  the  same  time  health,  and  muscle 
and  length  of  days." 


153 

The  gospel  of  cycling  is  the  gospel  of 
sunshine — the  gospel  of  pure  air  and  out- 
door exercise  and  the  change  of  scene  which 
constitutes  the  mainspring  of  health,  as 
health  itself  may  be  said  to  constitute  the 
mainspring  of  happiness. 

In  the  lives  of  many  men,  there  comes 
a  time  when  some  of  these  truths  are  at  last 
forced  home.  It  is  usually  the  time  when 
health  has  gone  awry.  Then  it  is  that  the 
meaning  of  sunshine,  of  pure  air  and  out- 
door exercise,  and  of  change  of  scene  are 
emphasized;  then  it  is  that  the  man  whose 
bicycle  may  perhaps  have  lain  long  unused 
m  attic  or  in  cellar  again  turns  to  what 
he  knows  is  an  instrument  of  health  that 
is  without  a  peer.  Deep  down  in  his  heart 
he  has  always  known  it,  but  shall  we  say 
that  laziness  has  permitted  the  truth  to 
go  to  waste?  Mayhap  not  even  his  frame  of 
health  moves  him  to  make  use  of  the  little 
instrument  that  would  perform  the  mending. 

If  affluent,  like  as  not,  he  has  recourse 
to  a  motor  car  with  its  swift  rush,  its  dust, 
its  goggles  and  its  whatnot.  A  motor  car 
may  provide  sunshine,  but  it  cannot  repair 
wasted  tissue  nor  pump  air  into  the  lungs, 
and  too  often  the  change  of  scene  is  but  a 
confused  blur. 

Perhaps  he  has  recourse  to  golf— a  pleas- 
ant pastime  and  one  that  takes  him  out  into 
the  sunshine,  but  who  will  say  that  it  pumps 
pure  air  into  the  lungs  or  offers  change  of 
scene?  Affluent  or  otherwise,  perhaps  he 
walks.  Health  resorts  are  peopled  with  men 
and  women  who,  when  they  do  not  loll 
behind  a  hired  team,  walk;  that  is  to  say, 
they  dawdle — dawdling  is  the  usual  form 
— and  the  dawdling  generally  is  performed 
over  a  given  cotirse.  Nothing  is  so  pitiable 
as  a  walker  at  a  health  resort.  Pure  air  he 
may  obtain,  but  it  is  not  pumped  into  his 
lungs;  the  beat  of  his  heart  is  not 
quickened,  the  flow  of  the  warm  blood  that 
purges  the  arteries  of  their  stagnancy,  is 
not  felt;  the  change  of  scene  is  limited. 
The  walker  cannot  go  far  afield  and,  per- 
force, his  change  of  scene  is  sadly  circum- 
scribed. 

What,  then,  as  a  means  of  health,  or  'a 
means  of  grace'  but  the  bicycle?  Its  very 
name  suggests  sunshine — its  very  use  com- 
pels deep  breathing  that  pumps  pure  air  into 
the  lungs.  It  opens  pores;  it  causes  the 
warm  blood  to  circulate;  and  scenes  change 
with  the  mood  of  the  rider.  No  path  is  too 
narrow  to  permit  it.  What  wonder  then 
that  the  Reverend  Moore  and  the  Reverend 
Clarke  should  speak  of  it  ecstactically? 
What  wonder  that  it  has  effected  cures, 
even    of    the    dread    scourge,    consumption. 


154 


THE  BICYCLING  WORLD 


when  doctors  and  their  drugs  have  failed? 
What  instrument  other  than  the  "little  af- 
fair with  the  two  wheels  and  some  steering 
■  gear"  brings  to  them  those  "thousands  of 
beautiful  nature  pictures"  with  such  ease 
and  readiness  and  so  economically?  Slum- 
bering indeed  must  be  the  soul  of  the  man 
who  rides,  or  who  ever  rode  and  cannot  re- 
call them — that  is  to  say,  the  man  who  rides, 
or  who  rode  rationally.  What  service  for 
many  men  and  many  homes  did  not,  and 
may  not,  the  bicycle  perform?  For  answer, 
view  the  groups  of  young  men  idling  on  the 
street  corners,  shooting  ivory  balls  around 
a  green  table,  or  seated  idly  in  closely 
packed  stands  looking  on  at  this  sport  or 
that  one. 

There  is  another  side  of  cycling  which  is 
not  given  to  the  dweller  of  the  large  cities, 
and  which  yet  tells  glowingly  why  the 
bicycle  is  not  "dead"  and  cannot  "die."  It 
is  the  side  of  utility.  Where  trolley 
tracks  have  not  gridironed  the  town,  there 
will  be  found  real  recognition  and  apprecia- 
tion of  the  bicycle's  utility.  In  such  places, 
the  dweller  must  either  walk  or  own  a 
horse;  walking  is  slow  and  toilsome;  horses 
are  expensive  and  rarely  convenient.  Econ- 
omy is  one  of  the  cardinal  virtues  of  the 
bicycle.  Its  convenience,  its  ever-readiness, 
its  celerity,  are  others;  and  it  is  as  available 
and  as  safe  for  the  girl  as  for  the  boy,  as 
for  the  woman  as  for  the  man. 

There  is  nothing  so  good  as  the  bicycle; 
there  is  nothing  so  manysided;  there  is 
nothing  that  can  ever  take  its  place.  It  is 
the  simplest  form  of  locomotion — of  plea- 
sure. It  is  the  readiest  and  most  effective 
medium  of  health  and  always  it  is  within  the 
reach  of  all  mankind.  It  has  not  "died"; 
it  cannot  "die."  The  men  who  pen  such 
calumnies  usually  are  officed  in  high  build- 
ings, and  from  high  places  all  things  below 
seem  of  diminished  size.  Far  from  expir- 
ing, the  past  year  alone  has  served  to  show 
that  cycling  is  regaining  the  health  that 
should  belong  to  it,  and  that  always  would 
have  belonged  to  it  but  for  that  giant  wave 
of  frenzied  interest  and  use  which  so  quickly 
carried  it  to  a  height  from  which  it  toppled; 
and  from  such  heights  any  other  means  or 
instrument  must  have  toppled  when  borne 
upward  with  such  an  irrational  rush. 

The  sale  of  bicycles  has  increased;  the 
tide  of  exportation  of  bicycles,  which  was 
so  long  at  ebb,  has  turned  at  last,  and  once 
more  that  department  of  the  industry  is 
on  the  up  grade.  There  are  more  bicycles 
being  used,  and  every  day  is  seeing  more 
of  them  purchased,  or  brought  from  their 
cob-webbed   resting   places.     More   cycling 


clubs  are  being  formed,  and  more  real  in- 
terest— and  live  and  rational  interest  this 
time — is  being  displayed  than  for  a  term 
of  years. 

As  for  that  comparison  with  the  automo- 
bile, which  is  the  favorite  comparison  of  the 
prints  and  the  populace,  let  it  be  enough 
to  say  that  within  recent  weeks  the  sworn 
testimony  of  one  highly  positioned  in  the 
automobile  industry  has  brought  out  the 
fact  that  during  the  past  three  years  30  of 
the  largest  and  most  prominent  plants  de- 
voted to  motor  cars  have  produced  only 
some  47,000  vehicles.  In  the  same  period 
of  time,  some  20  bicycle  factories  have  pro- 
duced hardly  less  than  750,000  bicycles. 
Against  the  comparison,  let  there  also  stand 
the  proven  statement  of  a  cyclist  in  one  of 
the  smaller  towns — that  in  his  community 
there  are  200  automobiles  and  2,400  bicycles 
actually  in  use.  The  situation  is  the  same 
the  world  over.  The  bicycle  is  the  mount 
of  the  people.  It  outnumbers  all  other  vehi- 
cles and  numerously. 

Better  than  all  the  printed  statements  of 
editors  in  high  buildings,  and  better  than 
the  unthinking  prattle  of  men  in  the  street 
will  these  figures  repudiate  the  charge  that 
there  is  anything  the  matter  with  cycling. 
Cycling  is  distinctly  all  right.  The  only 
thing  that  ever  was  the  matter  with  it  was 
that  epidemic  which  properly  was  termed 
the  "bicycle  craze." 

If  he  or  she  will  but  see  it,  the  man  or 
the  woman  who  owns  a  bicycle  and  does 
not  ride  it,  or  who  can  purchase  one  and 
does  not  purchase  it,  is  putting  aside  one 
of  God's  best  gifts  to  man  or  to  woman — a 
gift  that  makes  for  sunshine,  for  health,  for 
happiness  and  for  all-around  utility  such 
as  the  world  knows  not  in  any  other  shape. 

If  there  be  those  who  maintain  that 
cycling  is  "too  much  like  work" — and  we 
have  heard  them  lift  their  voices — the  motor 
bicycle  awaits  their  welcome.  With  it  they 
may  attain  the  sunshine,  pure  air  and  many 
more  "thousands  of  beautiful  nature  pic- 
tures" and  may  yet  pedal  and  pump  air  into 
their  lungs  and  cause  the  blood  to  course 
freely,  and  whenever  they  will  and  where. 

The  "bicycle  idea"  will  not  down.  In 
one  form  or  another,  or  both,  it  must  en- 
dure to  the  end  of  time;  it  is  a  gift  too 
great  to  pass  or  to  be  suffered  to  pass. 


FIXTURES 


Tell  that  friend  of  yours  that  if  he  quit 
taking  those  pills  and  got  out  in  the  sun- 
shine on  his  bicycle  occasionally,  he'd  feel 
a  whole  lot  better  and  stay  so — and  the 
bicycle  will  be  a  good  deal  pleasanter  to 
"take,"  too. 


May  6 — Brooklyn,  N.Y. — Brooklyn  Motor- 
cycle Club's  open  century  run,  Brooklyn  to 
Patchogue  and  return. 

May  6 — Jamaica,  L.  I. — Edgecombe 
Wheelmen's  ten-mile  road  race  on  Hoffman 
boulevard;  closed. 

May  6 — Camden,  N.  J. — Atlantic  Wheel- 
men's sixty-mile  road  race  to  Atlantic  City; 
open. 

May  13— Valley  Stream,  L.  I.— Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

May  20 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  fifteen  mile  handi- 
cap road  race;  open. 

May  30. — Detroit,  Mich. — Detroit  Wheel- 
men's annual  twenty-five-mile  handicap  road 
race  on  Belle  Island;  open. 

May  30 — Washington  Park,  N.  J. — Bicycle 
race  meet;  open. 

May  30 — Chicago,  111. — Chicago  Motor- 
cycle Club's  race  meet. 

May  30 — -Spokane,  Wash. — Spokane  Ama- 
teur  Athletic   Club,    track   and   road   races. 

May  30 — Newark,  N.  J. — Eighteenth  an- 
nual Irvington-Milburn  twenty-five-mile 
handicap  road  race;  open. 

May  30— Salt  Lake  City,  Utah.— Opening 
race  meet  Salt  Palace  saucer,  and  annual 
twenty-five-mile  road  race. 

May  30— Atlantic  City,  N.  J.— Atlantic 
Wheelmen's  twenty-five  mile  road  race  on 
Pleasantville-May's  Landing  course;  open. 

May  30 — Grand  Rapids,  Mich. — Grand 
Rapids  Bicycle  Club's  fifteen-mile  handicap 
road  race;  open. 

May  30 — Chicago,  III. — Century  Road 
Club  Association's  annual  twenty-five-mile 
handicap  road  race;  open. 

May  30— New  York  City.— New  York 
Motorcycle  Club's  annual  hill-climbing  con- 
test; open. 

May  30 — Newark,  N.  J. — Vailsburg  board 
track  meet. 

June  10— Valley  Stream,  R.  I.— Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

June  17 — Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  twenty-five-mile 
handicap  road  race;  open. 

June  30-July  3 — F.  A.  M.  annual  tour.  New 
York  to  Rochester,  N.  Y. 

July  2-3 — F.  A.  M.  annual  endurance  con- 
test, New  York  to  Rochester,  N.  Y. 

July  4 — Milwaukee,  Wisconsin — Milwau- 
kee Motorcycle  Club's  race  meet. 

July  4 — Atlanta,  Ga. — Track  meet  at  Pied- 
mont Park. 

July  4 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
Long  Island  derby. 

July  4-6 — Rochester,  N.  Y.— F.  A.  M.  an- 
nual meet  and  championships. 

July  8 — Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  ten-mile  road  race. 


THE  BICYCLING  WORLD 


J  55 


THE     AFTERNOON     VISIT 


156 


THE  BICYCLING  WORLD 


WEAK   CARD  AT   VAILSBURG 


Good   Finishes   but  few   Stars   at   Opening 
Meet — Police   Commissioner  Present. 


There  was  little  eclat  at  the  re-opening 
of  the  time-honored  and  time-worn — the 
latter  best  expresses  the  condition  of  its 
surface — Vailsburg  (N.  J.)  board  track  on 
Sunday  last,  29th  inst.  Not  that  the  "fans" 
did  not  want  to  usher  in  the  season  by 
"whooping  things  up,"  but  when  they  took 
their  seats  the  people  were  confronted  by 
two  warning  signs,  one  in  front  of  the 
grandstand  and  the  other  at  the  bleachers, 
which  bore  the  admonition:  "Spectators  are 
requested  not  to  make  any  unnecessary 
noise."  The  reason  for  these  warning 
signs  is  too  well  known  to  be  detailed.  The 
tip  had  gone  around  that  the  police  would 
again  this  year,  as  they  did  last,  put  a  stop 
to  Sunday  racing,  but  whoever  sent  out  the 
information  evidently  had  imbibed  not 
wisely  but  too  well.  The  only  policeman 
anywhere  near  the  track  was  a  special  offi- 
cer on  the  outside  of  the  grounds,  who  sat 
on  the  curbstone  while  the  races  were  in 
progress.  Police  Commissioner  Castle  oc- 
cupied a  seat  of  honor  in  the  grandstand 
and  was  an  interested  spectator,  and  now 
there  is  small  prospect  that  Sunday  racing 
will  be  interfered  with,  for  the  police  com- 
missioner sealed  his  approval  of  the  races 
by  thus  sagely  expressing  himself: 

"There  is  no  more  harm  in  Sunday  bicycle 
races  than  there  is  in  Sunday  golf.  Sunday 
golf  is  a  rich  man's  sport,  while  Sunday 
bicycle  racing  and  Sunday  baseball  are  for 
the  poor  man.  If  one  should  be  counten- 
anced, so  should  the  other.  If  all  the  meets 
are  conducted  as  well  as  the  one  here  to- 
day, I  can  see  no  cause  for  objection." 

One  can  not  conscientiously  avow  that 
the  first  meet  of  the  season  was  unquali- 
fiedly a  success.  It  was  so,  in  some  respects 
and  in  others  the  reverse  was  the  case.  Last 
year  the  opening  meet  attracted  nearly  4,000 
spectators;  last  Sunday  the  figures  hovered 
closer  to  2,000.  ' 

To  begin  with,  the  average  "fan"  must 
have  excitement,  and  plenty  of  it.  If  it 
be  not  furnished  him,  his  interest  lags,  be- 
rnmes  dormant  and  finally  dies,  taking  his 
presence  with  it.  So  to  keep  a  cycle  racing 
"fan's"  interest  at  fever  heat  he  must  be 
furnished  with  the  best  racing  that  it  lies 
within  the  power  of  the  promoter  to  afford. 
It  is  not  to  be  denied  that  a  large  percent- 
age of  Newark's  race-goers  attend  for  the 
primary  purpose  of  seeing  amateurs  ride. 
Amateur  riders  furnish  as  thrilling  sport, 
and  much  cleaner,  by  far,  than  professionals, 
but  from  a  gate  office  standpoint  the  only 
way  to  draw  crowds,  paying  crowds,  is  to 
furnish  a  cracking  good  card  of  profes- 
sional races,  as  well  as  amateur  events, 
on  which  the  names  of  those  riders  who 
have  made  the  track  famous  appear  as  com- 
petitors. 

There  was  a  noticeable  lack  of  first-raters 


in  the  two  professional  events  at  the  track 
Sunday.  Excepting  W.  S.  Fenn,  the  Bedell 
brothers  and  Floyd  Krebs,  the  others  were 
either  "has  beens"  or  "to  be's."  The  one 
mile  open  was  contested  by  nine  riders, 
only,  five  in  the  first  heat  and  four  in 
the  second.  W.  S.  Fenn  won  the  first  with 
Menus  Bedell  and  George  Glasson  next  in 
order.  In  the  second  heat  John  Bedell  and 
Floyd  Krebs  finished  in  this  order.  In  the 
final  heat  Fenn,  who,  by  the  way,  has  had 
no  training  since  the  season  closed  last 
year,  rode  a  good  race,  but  was  unable  to 
do  better  than  third,  John  Bedell  finishing 
first,  and  his  brother  second.  Fenn  fought 
off  a  jump  on  the  part  of  "Herr"  Krebs  in 
the  backstretch  of  the  last  lap  and  his  ef- 
forts apparently  were  too  much  for  him. 

He  gave  a  better  account  of  himself  in 
the  two  mile  handicap  in  which  there  were 
eight  starters,  the  Bristol  man  being  the 
lone  occupant  of  scratch.  Al.  Guery,  of 
Newark,  was  placed  away  out  on  the  250- 
yard  mark  and  led  for  the  first  three  laps, 
when  George  Glasson  took  up  the  running 
for  two  rounds.  Then  Teddy  Billington,  the 
only  one  of  the  recently  turned  amateurs 
who  had  sufficient  courage  to  line  up  with 
the  money  chasers  in  a  straightforward 
manner,  led  for  two  laps  and  earned  his 
first  two  dollars  as  a  profesional.  Billing- 
ton was  well  received  amid  the  shuffling 
of  feet,  which,  in  lieu  of  cheering,  was  con- 
sidered the  effete  ovation.  The  last  lap 
saw  some  changing  of  positions.  Krebs  was 
seized  with  an  innate  desire  to  lose  the 
bunch  and  started  away  as  if  the  devil  was 
after  him.  The  allegorical  imp  was  not, 
however;  it  was  only  Fenn.  The  pair  came 
around  the  last  turn  with  the  erstwhile  "Fly- 
ing Dutchman"  slightly  in  the  lead,  but  by 
a  pretty  sprint  the  "Boy  Wonder"  that  was 
once  upon  a  time  long,  long  ago,  moved  up 
alongside  and  beat  his  opponent  to  the  tape 
by  about  a  foot.  Menus  Bedell  beat  John 
in  a  blanket  finish  for  third  place  and 
Charles  Schlee  got  fifth. 

Rupprecht,  Franks,  Ashurst  and  Zanes, 
the  recently  turned  amateurs,  did  not  ride, 
although  some  of  them  were  at  the  track 
and  took  pains  to  explain  that  they  are 
trying  to  be  reinstated  as  amateurs.  If  they 
are,  there  will  be  a  noticeable  dropping  off 
of  amateurs. 

The  amateur  events  were  well  filled  and 
afforded  good  sport.  There  were  "only" 
thirteen  added  starters  in  the  five  mile  han- 
dicap, with  three  trial  heats  at  two  miles 
and  the  final.  Henry  Vandendries  was  the 
lone  scratch  man  in  the  first  heat  and  he 
failed  to  make  good.  He  -had  been  touted 
in  the  New  Jersey  papers  as  being  "the" 
■star  of  the  meet,  but  however  good  the 
New  Yorker  thinks  he  is,  his  riding  at  Vails- 
burg Sunday  demonstrated  that  he  requires 
a  trifle  more  speed  to  connect  with  the  long 
markers  from  scratch.  Vandendries  sat  up 
before  the  bell  lap.  Louis  J.  Weintz,  of 
the  New  York  Athletic  Club,  who  won  the 
title  of  military  bicycle  champion  last  week, 
started  from  scratch  in  the  second  heat 
but  also  failed  to  qualify.     Watson  J.  KIuc- 


zek,  champion  of  the  Roy  Wheelmen,  was 
Weintz's  co-marker  and  he  did  most  of  the 
jjulling.  Kluczek  tried  to  go  the  distance 
alone  after  awhile  but  failed  to  get  in. 
Jacob  Magin,  of  the  National  Turnverein 
Wheelmen,  was  the  sole  scratch  man  to 
qualify,  and  even  he  was  not  placed  in  the 
.  final,  although  it  was  not  the  fault  of  Mar- 
tin Kessler,  of  the  Edgecombe  team. 

There  were  two  spills  in  the  final  heat 
and  in  one  of  them  Kessler  went  down  with 
several  others.  He  remounted  and  set  out 
to  pull  Magin  up  to  the  long  markers.  After 
repeated  warnings  from  the  officials  Kess- 
ler quit.  In  the  final  heat  Edward  Siebert 
and  C.  Anderson,  who  had  a  long  handicap, 
alternated  pace  and  led  for  two  miles 
when  August  Huron  and' Adam  Beyerman 
got  into  the  running.  At  2j4  miles  Kessler 
began  his  pacing  the  back-markers  and  his 
work  was  so  effective  that  Magin  was  en- 
abled to  mix  with  the  bimch  at  the  four 
mile  turn.  Henry  Larcheveque,  of  the 
Roys,  led  at  the  fourth  mile,  when  Huron, 
of  the  same  club,  took  up  the  running  and 
led  at  the  bell  followed  by  George  Cam- 
eron, the  sturdy  plugger  of  the  Eighth  Reg- 
iment. By  a  well-timed  sprint  on  the  stretch, 
Frank  W.  Eifler,  of  the  Century  Road  Club 
Association,  beat  out  Cameron,  Adam  Bey- 
erman crossing  third.  Larcheveque  finished 
a  good  fourth.     The  time  was  4:47j^. 

Louis  J.  Weintz,  of  the  New  York  A.  C, 
won  the  half-mile  open  for  amateurs,  with 
Jacob  Magin,  second;  George  Cameron, 
third,    and    J.     Watson,     fourth. 

The  meet  was  conducted  by  the  Bay 
View  Wheelmen,  of  Newark,  one  of  if  not 
the  largest  cycling  clubs  in  the  country  and 
most  of  the  officials  were  taken  from  its 
ranks,  although  A.  G.  Batchelder,  president 
of  the  National  Cycling  Association,  acted 
as  referee,  and  R.  F.  Kelsey,  chairman  of 
the  Board  of  Control  and  John  C.  Wetmore, 
the  official  handicapper,  had  positions  along 
the  track.    The  summaries: 

Quarter-mile  novice— Final  heat — Won  by 
Gustave  Duester,  C.  R.  C.  A.;  Walter  Ral- 
eigh, Brooklyn,  second;  Harry  Gottschalk, 
Bay  View  Wheelmen,  third.     Time,  0:34. 

Half-mile  open,  amateur.  Final  heat — 
Won  by  Louis  J.  Weintz,  New  York  A.  C; 
George  L.  Cameron,  Eighth  Regiment,  sec- 
ond; Jacob  Magin,  National  Turnverein, 
third;  J.  Watson,  Newark,  fourth.  Time, 
1:08. 

Five-mile  handicap,  amateur — Final  heat 
won  by  Frank  W.  Eiffler,  C.  R.  C.  A.  (170 
yards) ;  George  Cameron,  Eighth  Regiment 
(235  yards),  second;  Adam  Beyerman,  New 
York  (100  yards),  third;  Henri  Larcheveque, 
Roy  Wheelmen  (260  yards),  fourth.  Time, 
12-AUA. 

One  mile  open,  professional — Final  heat 
won  by  John  Bedell;  Menus  Bedell,  second; 
W.  S.  Fenn,  third;  Floyd  Krebs,  fourth. 
Time,  3:19. 

Two-mile  handicap,  professional — Won 
by  W.  S.  Fenn  (scratch);  Floyd  Krebs  (40 
yards),  second;  Menus  Bedell  (80  yards), 
third;  John  Bedell  (20  yards),  fourth;  Chas. 
Schlee  (120  yards),  fifth.     Time,  4:47Vs- 


THE  BICYQ-ING  WORLD 


157 


About  the  Bicycles  of  1906 


Nowadays  there's  not  much  room  for 
change  or  improvement  in  bicycles.  In  the 
18  or  19  years  during  which  the  safety  type 
of  bicycle  has  been  on  the  market,  it  would 
appear  rather  a  sorry  reflection  on  the  in- 
genuity of  those  concerned  with  them  had 
they  not  reached  that  state  of  comparative 
perfection  beyond  which  man's  effort  is 
practically  unwailing.  It  would  be  as  rea- 
sonable to  expect  marked  improvement  or 
startling  change  in  carriages.  The  bicycles 
of  yesteryears,  some  of  which  are  here  de- 
picted, prove  that  designers  strove  long  and 
nobly  before  they  reached  the  present  point 
beyond  which  progress  seems  impossible. 

Generally  speaking,  there  now  are  but 
three  classes  of  bicycles — good  bicycles, 
"pretty  good"  bicycles  and  poor  ones  and 
even  the  term  "pretty  good"  is  a  term  of 
doubtfulness.  Good  bicycles  were  never 
so  good,  poor  ones  never  were  poorer, 
but  it  may  be  added  that  the  latter  never 
looked  so  good.  Enamel  was  never  so  art- 
fully laid  on.  It  is  a  suggestive  commen- 
tary that  rarely  is  the  name  of  the  manu- 
facturet*  of  these  questionable  wares  placed 
on  them.  The  goods  are  made  to  be  sold  by 
others  and  the  output  of  some  bicycles  may 
masquerade  under  a  dozen  different  names 
and  be  marketed  at  a  dozen  different  prices. 

"There's  a  sucker  born  every  minute." 
This  is  not  a  very  elegant  diction,  but  it  is 
thoroughly  expressive  of  the  influence  that 
dominates  the  production  and  sale  of  these 
cheap  bicycles.    The  people  that  place  them 


on  the  market  are  "after"  those  "suckers." 
They  are  their  legitimate  quarry.  A  $14.19 
or  a  $19.14  or  some  other  odd  price  attracts 
the  sucker  and  if  the  bicycle  looks  good 
and  is  befogged  by  high  sounding  descrip- 
tion, the  rest  is  easy.  That  such  merchan- 
dizers  know  their  game,  is  evidenced  by  the 
one  rule  that  invariably  governs  their  order 
to  the  bicycle  manufacturer  and  which  is 
historic: 

"We  don't  care  how  the  bicycles  are  made 
or  what  they  are  made  of,  but  they  must  be 
cheap  and  they  must  look  good." 

It  is  merely  another  form  of  the  "gold 
brick"  game  which  is  not  by  any  means 
confined  to  cheap  bicycles.  There  have 
been  lots  of  men  who  brought  themselves 
to  believe  that  the  gilt  brick  offered  them 
for  say  $19.14  really  was  gold. 

Save  to  sound  a  note  of  warning — for  the 
"gold  brick  bicycle"  has  served  mightily  to 
injure  the  cycling  interests — it  is  not  the 
purpose  to  here  deal  with  bicycles  the  sole 
reccommendation  of  which  is  that  they 
"look  good." 

The  bicycles  that  help  cycling  and  make 
cycling  truly  pleasurable  are  the  good 
bicycles — the  high-grade  bicycles  that  bear 
the  badges  of  honor — the  established  name- 
plates  of  the  manufacturers  who  actually 
produce  them  and  the  equipment  of  which 
is  in  keeping  with  their  reputations.  These 
bicycles  command  their  price  because  they 
are  worth  it.  In  contradiction  to  the  other 
kind,   they  not  only  look  good,  but  are  as 


good  and  as  safe  as  they  look.  It  takes 
more  labor  and  time  to  produce  one  of  them 
than  it  takes  to  produce  four  of  the  "gold 
brick"  variety  and  the  cost  of  equipment 
probably  will  average  five  times  as  much. 
As  has  been  suggested,  there  is  little  room 
for  change  or  improvement  in  such  bicycles, 
but  small  as  it  is,  the  improving  effort  is 
not  lacking  or  always  without  result.  Thus, 
the  Pope  bicycles  and  the  Racycles,  for  in- 
stance, are  not  exactly  as  they  were  in 
1905.  Their  makers  found  a  way  to  make 
-their  frame  lines  more  scientifically  correct. 
The  frames  had  given  no  trouble,  but  there 
existed  that  desire  to  attain  perfection; 
hence  the  new  lines.  They  mean  only  the 
slightest  changes  of  angles — the  average 
rider  unaided  might  not  detect  them,  but 
the  changes  meant  expense  and  they  stand 
for  progress.  Thus,  too.  Pope  has  adopted 
here  a  new  spindle  hub  and  there  a  flush  head 
cup,  and  the  Racycle  a  new  and  lengthier 
form  of  reinforcement.  It  all  counts.  It  proves 
that  bicycle  makers,  the  high-grade  makers, 
are  still  alert,  still  studying,  still  striving  to 
make  good  goods  even  better.  Nor  are  all 
bicycles  yet  alike.  One  needs  but  examine 
a  Racycle  or  a  National  or  almost  any  of 
the  others  to  discover  that  there  is  no  dead 
level  of  monotony  and  that  each  has  more 
or  less  individuality  of  its  own.  And  what 
with  the  increase  of  coaster  brakes  and  of 
cushion  frames,  the  high-grade  models  of 
1906  form  a  striking  array  combining  com- 
fort with  pleasure  and  utility  with  both. 


When  one  sets  out  to  accomplish  an  ob- 
jects and  fails,  he  is  usually  disappointed. 
Not  so  with  the  George  N.  Pierce  Co.,  of 
Buffalo,  N.  Y.,  however.  Their's  is  jubila- 
tion and  of  the  most  gladsome  sort.  For 
several  years  the  Pierce  company  has  been 
endeavoring  to  discover  some  means 
whereby  their  famous  line  of  bicycles  could 
be  improved  upon.  That  they  have  not 
succeeded  has  been  the  cause  of  keen  grati- 
fication, for  it  undeniably  shows  that  Pierce 
wheels  are  like  old  friends — "tried  and  true." 
Year  before  last  the  Pierce  Co.,  in  an  earn- 
est endeavor  to  give  the  purchaser  more  for 
his  money,  asked  all  their  larger  agents  and 
confidants   for    suggestions   that   might   aid 


the  refining  hand  in  the  design  of  new 
models.  The  answers  all  bore  the  same  ex- 
pression, "there's  nothing  more  that  could 
be  desired  for  the  Pierce."  Consequently, 
the  most  the  Buffalo  manufacturers  could 
do  was  to  give  the  buyer  more  for  his 
money,  and  the  spring  forks,  which  previ- 
ously "had  been  a  "$S  extra,"  was  incorp- 
orated in  the  higher-priced  models  gratis. 
During  the  last  twelvemonth  the  experi- 
ence of  the  Pierce  Co.  has  been  identical 
with  that  of  the  year  before,  that  this  make 
of  bicycle  has  reached  its  millenium  of  per- 
fection and  as  well  as  nigh  perfect  as 
human  ingenuity  can  make  it.  Therefore, 
the  Pierce  line  for  1906 —  comprising  ten 


models — is  identical  with  that  of  190S, 
and,  in  fact,  identical  with  the  productions 
of  the  year  before.  The  Pierce  Co.  still 
believes  and  always  has,  that  where  man  is 
concerned,  woman  also  is  similarly  inter- 
ested, so  of  the  ten  models  exploited  the 
opposite  sex  has  fared  well  in  the  distribu- 
tion of  models.  There  is  the  chainless  with 
cushion  frame  and  spring  fork,  at  $80,  and 
these  chain-geared  models,  special,  at  $57.50. 
The  roadster,  similarly  equipped,  sells  at 
$52.50,  and  the  rigid  roadster  may  be  had 
for  $40.  The  racer,  the  kind  that  has  played 
no  small  part  in  the  seven  years'  brilliant" 
success  of  the  National  Champion,  Frank 
L.  Kramer,  is  listed  at  $50,  while  the  com- 


158 


THE  BICYCLING  WORLD 


Columbia  Cushioned  Chainless,  $100. 


Tribune  Roadster,  $40. 


Reading    Standard    Racer,    ^50. 


pany  also  makes  a  special  track  pace  fol- 
lower, employing  a  26-inch  front  wheel, 
which  sells  at  the  same  price.  Flangeless 
hubs,  double  plate  fork  crowns,  the  crank 
hanger  with  the  left  crank  and  axle  in  one 
piece,  and  their  patented  seat  post  and  han- 
dle bar  binders  constitute  Pierce  features. 


Twenty-eight  years'  experience  in  the 
building  of  bicycles  has  not  induced  the 
Pope  Mfg.  Co.,  of  Hartford,  Conn.,  to  com-  ■ 
placently  "rest  on  their  oars."  Evidence 
a-plenty  in  support  of  the  fact  is  to  be 
found  in  such  of  their  famous  products  as 
even  the  1906  Columbia,  Cleveland  and 
Tribune.  To  tell  the  whole  truth,  the  Pope 
chainless  models  at  from  $75  to  $100,  and 
the  $50  and  $40  chain  geared  models  have 
■  been  practically  re-designed.  The  effect,  of 
course,  is  not  startling.  Perhaps  the  casual 
observer  would  not  notice  it,  but  is  it  none 
the  less  true,  as  stated,  that  the  frame  lines 
and  angles  have  been  recast.  In  the  case 
of  the  chainless  models  it  has  permitted  a 
reduction  of  two  pounds  in  weight,  so  that 
this  type  of  bicycle  is  now  of  practically  the 
same  weight  as  the  chain  model. 

Although  produced  in  the  same  factory, 
each  of  the  Pope  bicycles  retain  certain  dis- 
tinctive features;  thus,  the  Columbia  road 
racer  is  finished  in  chrisoberyl,  the  Cleve- 
land in  translucent  blue,  the  Tribune  in 
robin's  egg  blue.  Similiarly,  the  Columbia, 
Cleveland,  Tribune  and  Rambler  have  'each 
an  individual  two-piece  crank-hanger  of 
their  own  and  the  equipment  likewise  is 
distinctive.  The  Columbia  has  been  fitted 
with  the  Jacobs  hubs,  and  the  Tribune  and 
Cleveland  with  spindle  hubs.  The  Columbia 
and  Tribune  have  also  been  provided  with 
flush  head  sets  and  shorter  heads  and  D 
shaped  front  forks.  Some  minor  refine- 
ments   have    been    made    in    the    good    old 


Rambler  also,  but  in  general  it  retains  all 
of  the  characteristics  that  so  long  have 
placed  the  Rambler  in  a  little  class  of  its 
own — the  fish  mouth  and  spear  head  form 
of  reinforcement,  the  "claw"  type  of  crank- 
shaft and  sprocket,  etc. 

The  Pope  Mfg.  Co.  retains  its  group  of 
$25  chain  bicycles— the  Hartfords,  West- 
fields,  Stormers,  Crescents,  Monarchs  and 
Imperials — each  of  which  in  the  words  of 
the  Pope  people  "is  from  designs  specially 
drawn  for  the  production  of  this  season's 
goods." 


If  people  rushed  to  their  bicycles  as 
quickly  and  as  regularly  as  they  rush  to 
drug  stores,  the  dividends  of  the  medicine 
makers  would  shrink  sadly. 


For  eighteen  years  Gendron  bicycles, 
made  by  the  Gendron  Wheel  Co.,  Toledo, 
Ohio,  have  constituted  one  of  the  "land- 
marks" of  the  industry.  They  have  been 
made,  and  are  being  made,  without  fads  or 
frills  and  sold  without  fuss  and  fireworks — 
much  like  the  brook  that  "goes  on  forever." 
Gendron  bicycles  are  good  bicycles  and 
though  their  makers  also  produce  the  Re- 
liance, they  are  as  "twins."  They  differ 
only  in  "dress" — in  equipment.  The  one 
lists  at  $40,  the  other  at  $35,  and  there  is 
full  value  in  each  of  them.  Each  of  the 
models  are  constructed  of  one-inch  tubing 
and  have  the  prevailing  flush  head  cups  as 
well  as  flush  frame  joints  and  employ  the 
Gendron  two-piece  crank-hanger. 

The  Gendron  company  also  makes  a  24- 
inch  Juvenile  for  boys  and  a  26-inch  Juve- 
niue  for  girls,  in  addition  to  their  varied 
assortment  of  ball  bearing  velocipedes,  tri- 
cycles, pedal  propelled  miniature  "automo- 
biles,"   "locomotives,"    and   other   toy   vehi- 


Columbia,  1888. 


Rambler,  1888. 


Victor,  1889. 


Kgcyck  PaQemsker, 


Racycle  Racer,  $55, 


Yak  Roadster,  $30. 


THE  BICYCLING  WORLD 


159 


Reading  Standard  Road  Racer,  $40. 


Yale  Racer,  $50. 


Cleveland    Roadster,   $40. 


cles   designed   for  the  use   and   pleasure   of 
small  tots. 


Columbia,  1891. 


Rambler,  1891. 


Victor,  1893. 


The  National  Cycle  Co.,  Bay  City,  Mich., 
scarcely  needed  to  proclaim  as  they  do  pro- 
claim in  their  1906  catalogue,  that  they  con- 
tinue to  do  as  they  have  done  since  their 
beginning,  i.  e.,  "build  good  bicycles,  and 
good  bicj'cles  only."  There  never  was. a 
doubt  about  the  goodness  of  Nationals  or 
that  the  goodness  would  be  diluted.  They 
are  and  always  have  been  a  credit  to  the 
nation  and,  it  may  be  added,  they  are  the 
sort  of  bicycles  that  cannot  fail  to  interest 
the  purchaser  who  desires  to  be  "shown." 
They  have  features  all  their  own  and  not 
a  faddish  or  fanciful  feature  in  the  lot.  Each 
is  designed  to  serve  a  purpose  and  it  serves 
it,  too,  and  has  served  it  for  a  term  of  years, 
for  the  Michigan  factory  has  found  it  im- 
possible to  improve  upon  1905  models,  so 
this  year  their  riders  will  find  themselves 
as  well  suited  as  last  year. 

Ten  models  offer  a  wide  range  for  selec- 
tion. Models  82  and  83  are  roadsters  and 
list  at  $40,  while  Nos.  84  and  85,  employing 
the  cushion  frame,  sell  for  $50.  Models 
88  and  89  are  cushion  frame  chainless,  sell- 
ing at  $80,  while  the  rigid  chainless  (model 
87)  also  remains  the  same  price  as  last 
year,  $70.  Racing  cyclists  who  ride  the 
National  will  be  glad  to  know  that  Model 
90  has  changed  neither  in  construction  nor 
in  price,  $50.  The  National  racer's  special 
blue  finish,  with  red  head  and  aluminum 
finished  rims,  set  off  with  a  blue  stripe, 
make  it  "a  thing  of  beauty  and  a  joy  for- 
ever," and  well  worthy  to  bear  the  name 
Nationah  The  National  pace  follower, 
rnodel  90  special,  while  designed  as  a  track 
wheel,  is  sufficiently  strong  for  daily  use 
on  the  roads  as  it  does  not  employ  the  pro- 


verbial straight  front  forks,  consequently 
is  "limber  enough  to  take  any  and  all 
bumps." 

Some  of  the  features  which  are  original 
with  the  National  people  are  (1)  the  crank- 
hanger  bearing,  which  is  complete  in  itself, 
and  is  independent  with  the  frame  of  the 
machine,  it  is  practically  dust-proof  and  per- 
mits a  lateral  adjustment  to  insure  perfect 
alignment  of  the  sprockets;  (2)  the  chain 
adjuster,  which  was  patented  in  1903  and 
has  been  used  ever  since,  in  which  the  ad- 
justment of  the  chain  is  controlled  .by  two 
scrolls,  working  in  unison  over  the  teeth 
on  the  rear  fork  ends,  at  all  times  making 
the  axle  locked  in  position;  (3)  the  seat 
post  binder,  which  avoids  the  use  of  coun- 
teracting threads,  has  but  two  parts — the 
nut  which  fits  in  the  top  of  the  frame  fit- 
ting and  the  circular  spring  wedge  which 
clamps  and  holds  the  post  when  the  nut  is 
screwed  down;  (4)  the  sprocket  fastener 
which  makes  a  fastening  that  is  positive 
and  will  not  work  loose  by  hard  usage;  and 
(5)  the  National  spring  forks,  which  are 
made  up  of  a  double  crown  and  two  coun- 
teracting springs  which  are  contained  in  the 
fork  stem.  It  weighs  only  four  ounces 
more  than  the  regular  fork  and  is  supplied 
as  an  option  at  $5  extra. 

"There  is  more  exercise,  more  fresh  air 
per  minute,  more  sport,  more  tingle  of 
achievement  to  be  had  on  a  good  bicycle, 
than  in  any  other  form  of  outdoor  life." — 
Albert  Edward  Winship,  L.  D. 


Among  the  names  the  utterance  of  which 
is  calculated  to  induce  the  cyclist  "to  sit  up 
and  take  notice,"  there  is  one  that  rarely 
fails  of  that  purpose — the  Racycle.  The  his- 
tory  of   the    Racycle   is    not   the   history   of 


Snell  Light  Roadster,  $35. 


Ladies'   Racycle,   $40. 


Racycle  Roadster,  $40, 


160 


THE  BICYCLING  WORLD 


Hartford  Roadster,  $25. 


Royal    Reading,    $30. 


National  Racer,  $50. 


other  bicycles.  It  made  its  appearance  at 
about  the  time  the  unfortunate  boom  was 
petering  out.  Its  makers,  the  Miami  Cycle 
&  Mfg.  Co.,  of  Middletown,  Ohio,  had 
tasted  neither  the  sweets  of  that  period  of 
that  period  of  frenzied  but  unparalleled 
prosperity,  nor  had  they  felt  any  of  the . 
bitterness  that  came  after.  They  had  no 
traditions  to  which  they  must  uplive,  or 
which  they  must  outlive;  theirs  was  all 
fresh  and  undiluted  energy  and  enthusiasm. 
How  well  and  how  widely  it  was  directed 
the  proud  position  which  the  Racycle  has 
attained,  and  the  great  measure  of  popu- 
larity and  sale  which  it  enjoys,  and  has  en- 
joyed, is  all  sufficient  evidence. 

The  1906  Racycle  is  convincing  proof  that 
its  makers  are  still  thoroughly  wide-awake 
and  losing  no  position  to  make  their  posi- 
tion secure.  The  new  models  bear  plentiful 
proof  of  the  work  of  the  refining  hand. 
While  to  the  ordinary  eye  it  may  not  be 
apparent,  the  frame  lines  and  angles  have 
been  wholly  altered,  and  are  now  even  more 
scientifically  correct  than  previously  was 
the  case.  The  tubing  of  which  the  frame  is 
formed,  is  also  heavier,  being  of  19  gauge 
instead  of  20  gauge  as  formerly.  The  rein- 
forcements and  the  heads  likewise  have 
been  made  of  heavier  stock  and  the  forks 
are  wider. 


It  goes  without  saying  that  the  Racycle 
people  are  exploiting  with  no  diminished 
aggressiveness  the  special  features  that  have 
served  to  make  their  product  famous.  The 
crank-hanger  is,  of  course,  the  great  big 
feature.  With  the  bearings  located  in  the 
bosses  or  shoulders  of  the  cranks  and  there- 
by placed  outside  the  sprocket  on  the 
sprocket   side,   the   direct   pull   and   perfect 


balance  that  is  afforded  is  made  the  most  of. 
The  claim  that  this  form  of  construction  re- 
duces by  27  per  cent,  the  friction  on  the 
bearings  is  repeated  as  aggressively  as  of 
old.  The  fact  that  the  construction  of  the 
hanger  forms  also  a  magazine  or  reservoir 
which  is  charged  with  10,000  miles  of  oil 
before  leaving  the  factory,  and  that  the 
bearings  thereby  are  constantly  running  in 
oil,  is  another  detail  which  is  exploited 
handsomely.  The  manner  in  which  this 
form  of  construction  permits  the  use  of 
large  sprockets  front  and  rear,  and  the  bi- 
plane or  flange  sprockets,  are  likewise 
emphasized  to  correspondingly  good  ad- 
vantage. 

For  1906  the  Miami  Cycle  &  Mfg.  Co.  is 
producing  the  Racycle  in  10  models,  viz.: 
Pacemaker,  model  110,  rigid  frame,  $65; 
Pacemaker,  model  110  A,  cushion  frame, 
$75;  Racer,  model  111,  $55;  Roadster,  model 
112,  rigid  frame,  $50;  Roadster,  model  112 
A,  cushion  frame,  $60;  Ladies,'  model  113, 
rigid  frame,  $40;  Ladies',  model  113  A, 
cushion  frame,  $50;  Roadster,  model  114, 
rigid  frame,  $40;  Roadster,  model  114  A, 
cushion  frame,  $50;  Rigid  Roadster,  model 
115,  $37.50. 

The  equipment  of  the  Racycle  is  of"  the 
same  high  order  that  has  always  character- 
ized it;  it  includes  the  Persons  Mfg.  Co.'s 
Maximus  saddles — the  most  expensive  sad- 
dle produced  in  this  country — and  of  which 
the  Racycle  manufacturers  have  the  exclus- 
ive use. 


Never  felt  so  well  as  when  you  rode  a 
bicycle,  eh?  Then  why  not  continue  to  feel 
as  well?  Surely  you  will  not  admit  you're 
too  lazy  to  bestir  yourself  for  such  a 
purpose! 


There  are  so  many  good  things  to  be  said 
about  the  Yale  bicycle,  the  product  of  the 
Consolidated  Mfg.  Co.,  Toledo,  Ohio,  that 
to  enlarge  upon  any  specific  one  would 
make  the  others  appear  of  less  merit,  which 
is  vmdoubtedly  not  the  case.  There  always 
has  been  an  indescribable  something  about 
the  Yale  that  has  made  it  popular  with  not 
only  racing  men,  but  with  those  who  use 
the  bicycle  for  pleasure  and  business.  It 
may  be  the  irresistible  charm  of  its  graceful 
lines,  perhaps  it  is  its  rakishness  which  is 
a  typical  suggestion  of  speed;  it  may  be 
its  unvarnished  record  for  stability,  but 
whatever  that  "something"  is  that  has  made 
for  the  Yale  the  continued  popularity  it 
has  enjoyed,  is  well  deserved. 

Drop  forgings  are  freely  used  in  all  the 
Yale  models,  which  are  produced  listing 
at  $50,  $35  and  $30,  and  on  the  racer,  the 
highest-priced,  the  head  lugs,  the  seat-post 
cluster,  rear  fork  tips  and  top  of  fork  crown 
are  all  forgings,  and  the  Yale  two-piece 
crank  hanger  forms  not  an  unimportant 
place  in  its  make-up.  The  tubing  in  the 
main  frame  of  this  model  is  somewhat 
smaller  than  that  employed  in  other  makes; 
it  is  less  than  an  inch  in  diameter — 15/16 
inch,  to  be  exact — not  much,  'tis  true,  but 
sufficient  to  give  it  the  appearance  of  pos- 
sessing unlimited  capabilities  as  regards 
speed.  The  model  listing  at  $35  incorporates 
the  above-mentioned  forged  parts  and  the 
two-piece  hanger,  but  the  frame  is  of  one- 
inch  tubing,  and  the  equipment,  quite  natur- 
ally, differs.  The  $30  model  lacks  the  forg- 
ings, but  is  considered  "an  excellent  buy." 
There's  Yale  bicycles,  too,  for  the  boys  and 
the  girls.     They  list  at  $25. 

Although  the  Snell  bicycles  are  not  so 
widely    known,    the    fact   that   so   many    of 


Yale-Snell  Juvenile,  $20-$2S. 


Crescent  Roadster,  $25. 


Emblem  Light  Racer,  $40. 


THE  BICYCLING  WORLD 


\6\ 


^9 


National   Roadster,   $40. 


Royal   Reading,  $30. 


Snell  Roadster,  $30. 


them  are  in  use  conveys  its  own  moral.  They 
are  produced  by  the  same  manufacturers. 
As  regards  general  construction,  the  Snell 
machines  are  exact  duplicates  of  the  Yales 
with  the  exception  that  their  finish  is  dif- 
ferent. 


of  these  machines  are  made  up  of  one-inch 
tubing.  The  $40  and  $50  models  also  include 
D  &  J  crankhangers  and  Thor  racing  hubs. 


Why  walk  or  ride  in  a  "stuffy"  street  car 
when  you  can  get  there  quicker  and  more 
pleasantly  on  a  bicycle. 


"Business  bicycles  that  appeal  to  those 
who  buy  on  business  principles — bicycles 
that  bring  to  the  purchaser  large  dividends 
whether  they  be  used  for  business  or  for 
pleasure."  This  is  the  crisp,  terse  descrip- 
tion given  by  the  Reading  Standard  Cycle 
Manufacturing  Co.,  Reading,  Pa.,  of  their 
1906  product — a  description  that  cannot  well 
be  bettered. 

The  company  is  composed  of  hardheaded 
and  successful  business  men  and  their 
words,  therefore,  carry  weight.  They  have 
been  building  bicycles  for  a  good  many 
years,  and  have  not  only  acquired  the  know- 
how,  but  are  well  able  to  gauge  the  desires 
of  the  public.  It  is  one  of  their  boasts  that 
the  Reading  Standard  is  absolutely  devoid 
of  mere  frills,  although  as  a  matter  of  fact 
they  have  acquired  one  "frill"  of  which 
they  are  rightly  proud;  that  is  the  record 
of  50  miles  an-  hour,  made  on  their  racer  by 
Harry  Caldwell,  the  Manchester  giant.  That 
model,  which  weighs  but  21  pounds,  and 
lists  at  $50,  has  since  become  quite  generally 
known  as  "the  50  mile  an  hour  wheel." 

The  other  Reading  models  are,  Reading 
Standard  Road  Racer,  $40;  Royal  Reading 
Roadster,  $30;  Women's  Royal  Reading, 
$30;    Reading    Special    Roadster,    $25.      All 


"Frequent,  moderate  bicycle  riding  is  the 
best  tonic  for  perpetual  youth  yet  discov- 
ered. When  young  women  wake  up  to  this 
fact  we  can  bid  adieu  to  the  term  'old 
maid.'  "—Charles  S.  Fisher,  Jr.,  A.M.,  M.  D. 


In  all  America,  there  is  no  line  of  bicycles 
more  complete  than  that  made  by  the  Hud- 
son Mfg.  Co.,  Hudson,  Mich.,  which  this 
year  is  more  complete^which  means  wider 
latitude  of  selection — than  ever.  Two  new 
Hudsons  were  added  to  the  line,  making 
ten  different  models  in  all.  They  constitute 
a  "nifty"  lot.  All  are  good  lookers,  of  full 
value  and  as  a  whole  the  Hudson  line  is 
characterized  by  that  grace  coupled  with 
the  light  weight  that  still  decides  so  many 
purchases.  Models  302  and  303  are  racers 
and  list  at  $50,  while  Models  306  and  307 
are  semi-racers  weighing  22  pounds;  they 
list  at  $40.  Then  there  are  two  models, 
each  of  the  roadsters — one  for  men  and 
the  other  for  women — that  are  catalogued 
at,  respectively,  $35,  $30  and  $25.  One-inch 
tubing  is  used  in  the  main  frame  of  each 
model,  the  reinforcements  being  such  that 
they  are  featured.  The  famous  D  &  J 
crank-hanger — which  is  also  sold  separately 
— is  strongly  featured  in  the  $50,  $40  and 
$35  models. 


Headache?  Nervous?  You  need  outdoor 
exercise — that's  what's  the  matter  with  you. 
There's  no  exercise  so  good  as  cycling. 


ii  bound  to  be  apparent  in  the  finished  pro- 
duct. That's  the  reason  we  have  always 
been  enabled  to  build  strictly  high-grade 
bicycles,"  is  the  way  the  Emblem  Mfg.  Co., 
of  Angola,  N.  Y.,  expresses  itself.  This 
heartiness  is  explained  by  the  fact  that  the 
workmen  are  stockholders  in  the  company, 
and  therefore  naturally  have  an  interest  in 
the  quality  of  the  work  they  produce.  Em- 
blem bicycles  are  this  year  produced  in  nine 
models,  offering  a  wide  range  of  choice 
for  the  purchasers.  Model  63  is  a  cushion 
frame  roadster  and  lists  at  $50.  The  Em- 
blem Co.  makes  two  styles  of  racing  wheels, 
one  a  pace  following  machine  with  straight 
front  forks  and  a  26-inch  front  wheel,  and 
the  other.  Model  51,  the  regulation  track 
racer;  both  are  catalogued  at  $50.  There 
are  four  model  roadsters,  two  for  women, 
each  selling  for  $40.  Two  juvenile  wheels 
are  made,  listing  at  $25.  One-inch  tubing 
is  used  in  all  the  models  except  those  for 
women,  in  these  \y%  inch  tubing  in  the  main 
frame  is  employed.  Some  of  the  Emblem 
features  are  reversible  or  double  cones,  one 
piece  hangers,  dust-proof  hubs,  and  detach- 
able sprockets. 


"When  the  heart  is  in  the  work  the  effect 


Cyclists  who  are  students  of  the  Bible 
may  be  surprised  to  learn  that  the  prophet 
Isaiah  provided  a  good  cycling  text.  An 
English  clergyman  has  discovered  one  in 
chapter  5,  verse  8;  "Their  wheels  like  a 
whirlwind."  On  this  he  founded  his  sermon, 
that  on  learning  to  ride  trust  and  perse- 
verance were  gained,  to  say  nothing  of  con- 
fidence. That  the  cyclist  had  to  learn  to 
look  in  the  direction  in  which  he  was  going, 
while  side-slips  provided  an  obvious  moral. 
Moreover,  the  use  of  brakes  indicated  com- 
mon-sense and  prudence. 


(  ^ 

~'~F"    "t 

D 

m. 

Emblem  Roadster,  $30. 


Racycle   Roadster,   $37.50. 


Yale-Snell  Juvenile,  $20-$2S. 


162 


THE  BICYCLING  WORLD 


SOME     OF    "THE    THOUSAND     NATURE    PICTURES"    VIEWED    BY    A     TOURIST. 


THE  BICYCLING  WORLD 


163 


The  Delights   of  Coasting  and  the 
Means  to  that  End 


There's  "a  something"  about  coasting  that 
is  difficult  to  define.  It  is  "all  there,"  how- 
ever, and  no  matter  how  many  years  have 
rolled  over  their  heads,  the  old  children  as 
well  as  the  young  take  boundless  delight  in 
the  sensation.  It  is  that  feeling  of  swift, 
easy,  gliding  motion,  without  effort  and 
without  resistance;  the  forced  draught  of 
sweet  air  surcharged  with  ozone;  the  glit- 
tering flash  of  passing  objects;  and  the 
sense  of  quitting  the  finite  for  the  realm  of 
the  infinite,  that  quickens  the  heart,  tingles 
the  nerves  and  rustles  the  whole  being  into 
thrilling  delight. 

And  somehow,  bicycle  coasting  seems  to 
eclipse  all  the  other  methods  and  approx- 
imate more  closely  the  boundless  flight  of 
the  unfettered  bird  than  anything  which  is 
placed  within  the  reach  of  every  man,  which 
he  may,  at  will,  stretch  out  and  grasp.  For 
however  much  the  delightsomeness  of  ped- 
aling the  bicycle  may  appeal  to  the  rider, 
the  turn  of  the  road  which  brings  him  an 
opportunity  to  relax  his  muscles  and  glide 
along  a  descending  grade  with  gathering 
momentum,  exerting  only  the  half-conscious 
effort  of  guiding  his  mount,  is  ever  a  wel- 
come one.     Suddenly  life  seems  to  have  lost 


all  its  weight,  and  the  spirits  rise  with  each 
bound  of  the  wheel  to  increased  speed,  until 
the  nearest  possible  and  rational  approach 
to  the  extermination  of  self,  which  the  fakirs 
seek  in  Nirwana,  is  attained. 

But  coasting  as  indulged  in  on  the  old 
high  wheels,  was  perilous  work.  A  rolling 
stone,  a  crooked  rut  or  a  patch  of  soft  sand 
encountered  and  the  sensation  of  flight  was 
made  even  more  natural  by  a  touch  of  real- 
ism, ending  in  a  thud.  Compared  to  this, 
coasting  on  a  safety,  with  feet  outstretched 
upon  the  brackets,  was  a  luxury  indeed.  Yet 
there  were  times  when  the  element  of  dan- 
ger entered  largely  into  the  sport,  and  the 
loss  of  control  heaped  rider  and  mount  in 
one  confused  mass  of  metal  and  man,  ludic- 
rous to  behold  and  sad  to  experience.  Not 
until  the  advent  of  the  coaster  brake  made 
it  possible  for  the  rider  to  coast  with  his 
feet  on  the  pedals  in  riding  position,  having 
full  control  of  the  machine  at  all  times, 
with  power  alike  to  increase  or  decrease 
his  speed  at  will,  was  given  the  ripest  and 
fullest  joy  of  the  pastime. 

What  the  coaster  brake  has  done  for 
the  bicycle,  for  the  cyclist,  and  for  cycling, 
only   those   who   have   used   it   can   testify. 


For  not  simply  has  it  made  coasting  easy 
and  safe,  but  it  has  developed  a  knack  of 
seeking  out  all  the  little  declivities  which 
the  rider,  of  himself  would  hardly  notice, 
and  literally  compelling  him  to  stop  ped- 
aling when  there  is  no  need  of  the  work. 
Hence,  it  conservates  his  energy,  and 
greatly  relieves  the  monotony  of  his  exer- 
tions. Verily,  the  rider  who  does  without  it 
is  missing  the  pith  of  the  whole  matter  and 
losing  half  the  fun  of  the  thing.  It  is  small 
wonder  that  nowadays  bicycles  minus 
coaster  brakes  are  becoming  rare. 

As  to  this  year's  presentments,  but  little 
modification  is  to  be  noticed  in  them  from 
the  developments  of  a  year  ago.  Yet  this 
by  no  means  indicates  any  measure  of  stag- 
nation. Rather  it  goes  to  prove  that  among 
the  older  and  more  standard  makes,  at  least, 
that  state  of  growth  has  been  reached  which 
will  permit  of  no  further  improvement  tak- 
ing tangible  shape,  during  the  present  state 
of  the  art.  In  other  words,  as  nearly  as  may 
be,  and  to  all  intents  and  purposes,  they 
have  reached  a  state  of  perfection,  and  no 
changes  are  necessary.  They  are  complete, 
and  their  lack  of  alteration  endorses  the 
fact. 


First,  last,  and  always  in  the  field,  the 
"good  old"  Morrow,  aptly  has  earned  the 
title  "the  daddy  of  coaster  brakes"  which 
so  often  has  been  applied  to  it.  For  it 
stands  for  all  that  is  matured  and  complete 
in  the  coaster  brake  line  of  industry.  And, 
of  course,  the  Eclipse  Machine  Company, 
of  Elmira,  N.  Y.,  which  underwent  so  much 
first  of  all,  in  perfecting  the  type,  and  sec- 
ond in  overcoming  the  prejudice  which  wel- 
comed it  as  it  has  all  other  new  things, 
I  c.th  good  and  bad,  is  reaping  a  goodly 
harvest  as  a  result  of  the  early  missionary 
efforts. 

Mechanically,  there  is  nothing  to  be  said 
in  the  way  of  criticism  of  the  Morrow.  Me- 
chanical perfection  may  be  an  impossibility 
in  theory,  but  to  the  human  eye,  it  is  fre- 
quently achieved  in  the  arts,  and  this  is  a 
good  example  of  that  close  approximation 
which  is  absolute  in  its  semblence  to  the 
unimproveable.  In  the  first  place,  when 
driving,  all  the  parts  are  locked  together 
with  absolute  precision,  there  being  no  pos- 


sible chance  of  any  slipping  or  yielding 
in  any  part — a  most  important  factor,  since 
in  this  capacity  the  hub  must  do  its  greatest 
amount  of  work,  and  its  most  important 
work,  too.  By  the  use  of  the  familiar  screw 
and  wedge  principle,  the  forward  motion 
of  the  sprocket  secures  the  outward  ex- 
pansion of  the  driver  rings  thus  forcing 
them  against  the  outer  shell  which  is  the 
hub  proper. 

As  to  the  two  other  functions,  the  coast- 
ing and  braking  elements  are  in  no  wise  in- 
ferior in  their  method  of  action  to  the  posi- 
tive drive.  In  coasting,  the  opposite  of  the 
driving  action  is  secured,  as  a  result  of 
which  the  wedges  are  withdrawn  by  the 
screw  on  the  driving  spindle,  and  the  pres- 
sure upon  the  interior  of  the  hub  is  thus 
released  allowing  the  wheel  to  run  free  of 
the  driving  mechanism.  Any  backward  pres- 
sure upon  the  pedals  causes  a  further  travel 
of  the  nuts  upon  the  spindle  screw,  which, 
in  turn,  brings  into  action  the  brake  sleeve, 
the  area  of  which  is  so  great  that  an   ex- 


tremely powerful  retardation  may  be  ac- 
complished at  the  expense  of  the  slightest 
effort. 

The  use  of  the  circular  retainer  to  hold 
the  segments  of  the  driving  clutch  together, 
which  has  superceded  the  older  method  of 
pinning  them  in  place,  is  a  feature  which  is 
of  no  mean  importance,  since  it  obviates 
the  occasional  tendency  to  breakage  which 
formerly  was  experienced.  Also,  the  new 
method  of  locking  the  axle  bushing  fast 
to  the  axle  by  means  of  a  slotted  arrange- 
ment of  the  bushing  with  a  corresponding 
interlocking  part  on  the  axle,  serving  to 
prevent  undue  gripping,  is  by  no  means  a 
trivial  improvement. 

Next  to  success  in  schemes  of  design, 
naturally,  success  in  manufacture,  is  an  all- 
important  essential  in  the  production  of  any 
article,  and  in  this  respect,  the  Morrow 
stands  where  it  stands  in  the  field  of  design. 
Absolute  interchangeability  of  parts,  to- 
gether with  that  rigidity  of  inspection  which 
alone  can  secure  the  attainment  of  an  en- 


164 


THE  BICYCLING  WORLD 


viable  reputation,  is  assured.  To  secure 
what  is  reliable  and  efficient  in  its  work,  is 
the  first  consideration  of  the  buyer,  no  mat- 
ter what  his  purchase  may  be,  but  also, 
the  knowledge  that  in  the  event  of  any  un- 
toward mishap  causing  an  affliction  in  any 
part,  he  can  replace  that  part  with  certainty 
and  dispatch,  must  invariably  be  a  second 
and  equally  strong  consideration.  And  in 
this  also,  the  Morrow  asserts  its  excellence. 


Why  walk  when  you  can  ride?  Get  out 
your  bicycle.  You'll  go  further,  see  more 
and  feel  better. 


this  means,  the  uncertain  and  by  no  means 
pleasant  "kick-off"  required  by  some  de- 
vices of  the  sort  is  avoided,  and  all  un- 
necessary grippings  and  undue  friction  be- 
tween the  parts  is  done  away  with. 

Neat,  compact  and  hardly  larger  than  the 
old  type  of  plain  hub,  the  Corbin,  in  com- 
pleteness of  design  and  serviceability  of 
action,  can  be  characterized,  perhaps,  in  no 
better  way  than  by  the  one  vernacular  syl- 
lable "slick."     And  when  a  machine  equip- 


In  nicety  of  contrivance,  probably  the 
Corbin  is  unsurpassed.  Ball  bearings  carry 
all  the  moving  parts,  no  matter  what  the 
action  at  the  time,  and  the  coasting  and 
braking  functions  are  as  positively  and  cer- 
tainly performed  as  that  of  the  simple  driv- 
ing effort.  A  threaded  sleeve  fixed  to  the 
sprocket,  and  riding  upon  the  spindle,  en- 
gages the  threaded  interior  of  a  friction 
cone  which  is  adapted  to  bear  against  the 
outer  shell   of  the  hub.     By  the  action   of 


Morrow. 


the  idea  by  daily  intercourse  with  the  ma- 
chine that  he  forgets  to  wonder.  And  yet 
the  watch  does  no  external  work.  The 
spring  simply  unwinds,  and  the  wheels  go 
round.  That  is  all.  When,  however,  it 
comes  to  an  arrangement  of  mechanism,  so 
constituted  that  not  simply  will  it  move  and 
transmit  motion,  but  that  it  will  receive 
the  whole  power  of  a  human  being,  trans- 
mit it  without  appreciable  loss  of  power  to 
a  wheel  which  propells  him  along  the  road, 
and  which  does  this  at  speeds  varied  ac- 
cording to  his  caprice,  even  checking  his 
motion  at  his  bidding;  and  when  the  mech- 
anism in  this  "box  of  tricks"  is  compacted 
into  a  casing  as  big  as  your  wrist  and  no 
longer  than  your  hand,  there  is  something 
to  wonder  at. 

A  two-speed  coaster  hub,  hardly  bigger 
than  an  ordinary  simple  hub,  was,  when 
first  produced  and  still  is,  nothing  short  of 
remarkable.  And  yet,  from  continual  inter- 
course with  it  and  prolonged  use,  the  rider 
grows  accustomed  to  its  action,  and  soon 
forgets  that  it  is  there.  He  has  all  the  ad- 
vantages  of   the    coaster    brake,    with    the 


driving  due  to  the  forward  motion  of  the 
pedals  it  is  forced  into  engagement  with 
the  shell,  and  the  action  thus  secured 
through  a  positive  and  shockless  connec- 
tion. As  soon  as  the  rider  ceases  pedaling, 
the  reversal  of  this  action,  causes  the  cone 
to  travel  out  of  contact  with  the  shell,  and 
the  wheel  is  thus  rendered  absolutely  inde- 
pendent of  the  sprocket  and  drive.  By  the 
same  token,  the  movement  of  the  cone  out 
of  engagement  with  the  shell  causes  it  to 
pick  up  a  non-rotating  member,  by  means 
of  a  series  of  ratchet  teeth  cut  upon  the 
corresponding  faces  of  the  two,  and  re- 
main in  positive  contact  with  it.  This  non- 
rotating  member  is  connected  through  the 
medium  of  a  pair  of  dogs  with  a  pair  of  in- 
ternally expanding  brake  shoes,  which  are 
normally  held  out  of  contact  with  their 
drum  by  springs,  but  thrown  against  it  with 
the  required  degree  of  force  by  the  partial 
rotation  of  the  otherwise  stationary  mem- 
ber. This  effect  is  produced  by  a  backward 
pressure  on  the  pedals,  and  is  strictly  pro- 
portional to  the  amount  of  pressure  so  out- 
laid. 

The  action  of  the  springs  beneath  the 
brake  shoes  serves  not  simply  to  keep  them 
from  dragging  upon  the  drum  when  the  ma- 
chine is  being  propelled  forward,  but  also 
acts  to  throw  off  the  brake  as  soon  as  the 
pressure  is   removed  from  the  pedals.     By 


Standard. 


Atherton. 

ped  with  it  also  carries  one  of  the  front 
hubs  which  the  company  has  placed  on  the 
market  to  match  it,  and  make  up  for  the 
comparatively  unimportant  difference  in  ap- 
pearance between  the  ordinary  hub  and  the 
Corbin,  there  is  nothing  to  denote  the  pres- 
ence of  extra  mechanism  in  the  rear,  and 
nothing  to  mar  the  beauty  and  uniformity 
of  the  mount  as  a  whole. 


Don't  tell  your  troubles  to  the  policeman; 
ride  a  bicycle  and  forget  them. 


How  all  the  necessary  parts  are  ever  to  be 
built  and  assembled  and  made  to  run  in  that 
complex  bit  of  mechanism  called  a  watch,  is 
something  at  which  one  never  ceases  to 
marvel  until  he  has  grown  so  accustomed  to 


added  advantage  of  the  double  gear — better 
than  two  machines  in  one.  In  the  Standard, 
the  device  of  that  name,  is  found  all  that  is 
superlative  in  hub  construction  together 
with  a  versatility  which  remains  to  be 
equalled  by  any  othei-  maker.  In  its  evo- 
lution, the  Standard  Company,  of  Torring- 
ton.  Conn.,  have  achieved  that  triumph.  For 
in  completeness  of  action,  it  leaves  little  to 
be  desired. 

The  variety  of  purposes  which  it  serves 
by  no  means  brands  it  as  possessing  the 
foiables  of  the  proverbial  "box  of  tricks" 
in  the  sense  of  a  lack  of  reliability,  for  it 
embodies  a  mechanism  of  recognized  merit 
in  the  world  of  mechanics,  the  mere  fact 
of  its  economy  of  space  in  arrangement 
constituting  the  chief  point  of  difference 
between  it  and  numerous  forms  applied  to 
other  uses.  Outwardly  differing  but  little 
from  the  common  hub,  and  carrying  the 
brake  arm  used  in  many  types  of  coaster 
brake,  the  device  ordinarily  turns  as  a  ;init, 
the  high  gear  arrangement  obtaining  when 
the  parts  are  locked  together,  and  the  action 
is  in  every  way  that  of  an  ordinary  hub 
fitted  with  a  high  gear.  The  weight  of  the 
machine  and  rider  is  at  all  times  carried 
upon  two  sets  of  ball  bearings  mounted  on 
either  end  of  the  spindle,  and  at  no  time 
can  the  position  of  either  gearing  or  coast- 
ing devices  increase  its  frictional  resistance. 

For  the  low  gear,  on  the  other  hand,  a 


THE  BICYCLING  WORLD 


164a 


different  arrangement  is  brought  into  play 
through  the  releasing  of  a  clutch  which 
otherwise  is  forced  by  spring  tension  to 
couple  the  parts  together,  and  the  hub  is 
made  to  turn  at  a  lower  rate  than  the 
sprocket,  thus  giving  the  desired  reduction. 
In  order  to  accomplish  this,  the  sprocket 
is  extended  inwardly  and  is  formed  into  an 
annular  gear  which,  under  these  circum- 
stances drives  a  set  of  planetary  pinions 
which  are  mounted  upon  studs  carried  by 
the  hub.  Within  the  orbit  of  these,  and 
meshing  with  them,  is  a  fixed  pinion  keyed 
to  the  spindle,  about  which  they  are  forced 
to  travel,  since  they  are  made  to  turn  by 
the  sprocket  gear,  and  cannot  revolve  freely, 
which  produces  the  desired  effect,  the  ratio 
between  high  and  low  gears  being,  of 
course,  determined  by  the  relative  sizes  of 
the  annular  and  fixed  gears.  Sixteen  various 
speed  combinations  are  regularly  offered  by 
the  maker  for  users  of  the  device. 

The  coaster  brake  mechanism  is  entirely 
separate  from  the  speed-changing  arrange- 
ments, and  may  be  applied  at  any  time  with- 
out changing  speed,  and  in  the  usual  auto- 
matic way,  by  simply  ceasing  to  pedal,  or 
by  pressing  in  the  reverse  direction  with  the 
feet.  The  operation  of  changing  gear  is 
done  by  simply  moving  a  little  lever  con- 
veniently mounted  on  some  accessible  part 
of  the  frame,  and  there  is  nothing  to  be 
discovered  anywhere  in  the  mechanism 
either  too  complicated  to  be  practical,  or 
too  light  or  fragile  to  be  reliable. 


There's  a  lot  of  people  in  this  world  who 
would  feel  a  whole  lot  better  and  get  a  lot 
more  pleasure  out  of  life  if  they  only  knew 
how  much  better  and  more  comfortable  are 
the  cushion  frame,  coaster-brake  bicycles 
of  to-day  than  were  the  "bone-shakers"  of 
the  "boom  days." 


No  matter  how  carefully  the  materials 
of  construction  of  any  mechanical  device 
may  be  selected,  and  no  matter  how  thor- 
ough and  ,skilled  the  workmanship  applied 
to  them  in  its  completion  may  be,  it  is  as 
unavoidable  a  law  as  the  law  of  gravitation, 
that  wherever  two  or  more  parts  have  rela- 
tive motion,  there  must  be  a  corresponding 
amount  of  abrasion  or  wear  between  them. 
In  a  device  of  the  nature  of  the  coaster 
brake,  the  necessary  wear  may  be  much  or 
little,  depending  principally  upon  the 
method  of  construction,  but  always,  unless 
some  method  of  compensation  is  provided, 
an  ultimate  deterioration  must  result  from 
even  the  most  conservative  usage.  In  the 
brake  which  the  Forsyth  Manufacturing 
Company,  Buffalo,  N.  Y.,  is  marketing  un- 
der its  own  name,  this  tendency  is  taken 
care  of  by  a  simple  method,  and  one  which 
at  once  appeals  to  the  observer  as  being 
logical  and  effective. 

This  adjustment  for  wear  may  be  made 
from  the  outside  without  dismounting  it 
fiom  the  wheel  or  in  any  other  way  dis- 
turbing it.  Thus,  not  simply  may  any  lost 
motion  be  taken  up,  but  also,  the  adjust- 
ment may  be   made   to   suit  the   individual 


taste  of  the  user — an  element  which  is  suffi- 
ciently rare  in  mechanism  of  this  type  to  be 
noteworthy. 

In  action,  there  is  no  possible  chance  for 
friction  to  interfere  with  the  smooth  run- 
ning of  the  wheel,  as  the  driving  elements 
are  firmly  locked  together  by  the  action  of 
the  chain  tension,  and  hence,  the  degree  of 
force  applied  to  the  pedals  also  measures 
the  locking  action  of  the  parts.  Mechani- 
cally, this  is  secured  by  the  transverse  travel 
of  a  driving  nut  which  is  drawn  over  against 
a  taper  of  the  hub  through  the  medium  of  a 
screw  upon  wTiiclL  it  rides. 

Of  course,  when  the  pedals  cease  to  turn, 
the  continued  movement  of  the  wheel 
causes  the  driving  nut  to  travel  a  fraction 
of  an  inch  in  the  other  direction,  just  suffi- 
ciently, to  relieve  its  contact  with  the  hub 
cone,  and  give  the  free-wheel  arrangement 
essential  to  coasting.  Back-pedalling,  fur- 
ther traverses  the  driver  across  the  hub, 
still  by  a  comparatively  small  amount,  until, 
having  in  its  first  increment  of  motion 
picked  up  a  brake  plug  which  is  positively 
engaged,  it  forces  the  latter  to  bear  against 
the  brake  shoe  overcoming  the  tension  of  a 
relieving  spring,  and  applying  the  brake 
with  a  force  dependent  upon  the  degree  of 
pressure  exerted. 

As  soon  as  the  back-pressure  is  released, 
the  relieving  spring  throws  the  brake  shoe 
out  of  contact,  and  the  wheel  is  free  to 
coast  without  friction,  there  being  no  more 
resistance  offered  to  the  rotation  of  the  rear 
wheel  than  there  is  to  that  in  front.  The 
changes  from  driving  to  the  idle  or  free- 
wheel arrangement,  and  from  that  to  the 
braking  action  are  instantaneous  and  posi- 
tive to  the  last  degree,  and  the  transition  is 
so  smooth  and  ready  as  to  be  hardly  notice- 
able to  the  rider.  ' 


If .  riding  a  bicycle  is  "too  much  like 
work,"  try  a  motorcycle;  it  will  take  you 
far,  economically  and  pleasantly.  You  need 
pedal  only  when  you  feel  like  it. 


intended,  was  by  no  means  a  sinecure,  as, 
indeed,  the  earlier  experimenters  discovered 
to  their  sorrow.  It  was  with  the  idea  of 
reducing  and  simplifying  the  elements,  and 
securing  in  them  all  the  qualifications  which 
were  laid  down  in  the  definition  without  the 
drawbacks  of  its  prototypes,  that  the  de- 
signers of  the  Atherton  set  about  their 
work.  How  well  they  succeeded,  many  a 
rider  knows  to  his  great  satisfaction,  and 
how  well  the  success  has  been  transferred 
as  a  benefit  to  the  cycling  public,  the  ac- 
counts of  D.  P.  Harris,  of  48  Warren  street. 
New  York,  who  markets  it,  can  testify. 

In  the  first  place,  a  quick  and  sensitive 
braking  action  without  the  admissible  pos- 
sibility of  gripping  to  which  the  elongated 
cone  is  ameanable,  and  without  the  sudden 
shock  which  must  accompany  the  action  of 
flat  surfaces  brought  into  contact,  is  secured 
by  the  employment  of  a  cone  shape  of  just 
the  right  pitch.  Thus,  an  easy  retardation 
may  be  effected  without  shock,  yet  abso- 
lutely positive  in  its  effect,  and  consequently 
reliable. 

Another  feature  which  has  been  most 
carefully  worked  out  in  the  Atherton  is  that 
of  the  forward  drive,  which,  in  theory  and 
its  closest  practical  application,  should  be 
frictionless  insofar  as  the  internal  elements 
of  the  hub  are  concerned.  Here,  the  desid- 
eratum has  been  secured  to  such  a  degree 
that  when  in  action  transmitting  the  power 
of  the  rider's  feet,  it  is  to  all  intents  and 
purposes  a  plain  hub,  since  no  parts  having 
relative  motion  are  in  contact,  both  the 
rotating  and  stationary  portions  being  held 
apart  in  a  secure  and  positive  manner. 

As  to  its  other  meritorious  qualifications, 
it  is  absolutely  dust-proof,  which,  naturally 
enough,  secures  the  retention  of  the  lubri- 
cant as  well  as  the  exclusion  of  gritty  par- 
ticles; it  is  equipped  with  a  novel  type  of 
lever — one  of  the  improvements — which  is 
adaptible  to  any  type  of  fork,  and  it  so  con- 
trived as  to  lock  the  adjusting  nut  when  in 
place  and  prevent  it  from  backing  off;  and 
in  addition  to  being  of  standard  pattern,  a 
purely  external  consideration,  it  is  adaptible 
to  any  fork  without  the  necessity  of,  spring- 
ing it  into  place. 


Although  the  intent  of  the  coaster  brake 
as  defined  in  cold  unfeeling  print,  is  com- 
paratively simple,  the  attainment  of  an 
equally  simple  and  effctive  mechanism  to 
serve  the  triple  purposes  for  which  it  was 


At  a  meeting  of  the  Associated  Wheelmen 
of  St.  Paul  and  Minneapolis,  Minn.,  which 
was  called  to  see  what  could  be  done  to 
keep  the  cycle  paths  in  those  cities  intact 
and  in  good  repair,  it  was  discovered  that 
there  are  40  miles  of  paths  to  be  put  into 
condition  this  season  as  against  110  miles  in 
other  years.  This  reduction  is  due  to  the 
increased  number  of  macadamized  roads. 

It  is  estimated  that  $2,000  will  cover  the 
cost  of  putting  these  roads  in  shape,  and 
this  will  necessitate  the  selling  of  about 
6,000  tags.  The  tags  have  been  ordered 
and  will  be  on  sale  in  the  city  clerk's  office 
next  month.  There  will  be  no  expense  in- 
curred in  patroling  the  paths  this  season,  as 
a  bicycle  squad  of  seven  policemen  will  be 
put  on  duty  soon  after  the  first  of  the  month 
and  the  wheelmen  are  assured  that  they 
will  look  after  the  patrolling  of  the  paths. 


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THE  BICYCLING  WORLD 


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THE  BICYCLING  WORLD 


1 64c 


The  Oncoming  of  Motorcycles 


It  does  not  require  a  telescope  to  discover 
that  motorcycles  have  "come  on"  amazingly 
and  that  they  are  still  "coming"  in  a  fashion 
that  is  not  to  be  denied.  So  great  has  been 
the  demand  this  spring  for  at  least  the  bet- 
ter classes  of  machines  that  the  manufac- 
turers' problem  has  been  not  how  to  obtain 
orders  but  how  to  fill  them.  Doubt  and 
skepticism  have  been  routed,  the  delights 
of  the  little  machine  have  been  widely 
tasted,  its  reliability  and  utility  have  been 
abundantly  proven  and  its  future  practically 
is  limitless. 

If  a  goodly  share  of  the  populace  will  not 
pedal  bicycles,  they  will  no  longer  be  able 
to  get  away  from  the  "bicycle  idea."  The 
motor  bicycle  will  claim  them  as  it  already 
has  claimed  many  of  them  and  is  claiming 
more  of  them  every  day.  The  bicycle  that 
needs  be  pedalled  only  when  its  rider  wills 
and  that  "levels  the  hill"  and  "stills  the 
head-wind,"  and  "cools  the  heat  of  summer,"' 
not  to  remark  the  amazing  fashion  in  which 
it  covers  the  earth,  and  that  withal  is 
instantly  controlled  by  a  mere  twist  of  the 
wrist,    is    bound   to    command   the    world's 


attention  and  consideration. 

Each  day  it  is  commanding  more  of  it 
and  so  soon  as  the  force  of  the  "automobile 
fever"  that  now  prevails  is  spent  and  the 
public  prints  give  to  motorcycles  that  meed 
of  notice  that  is  their  due,  the  millions  of 
people  who  may  not  now  give  them  a 
thought  will  marvel  at  the  wonderful  cap- 
acity and  manysideness  of  the  motor 
bicycle.  For  in  its  sphere  it  is  as  wonderful 
as  is  the  pedal  propelled  bicycle  and  goes 
to  prove  that  for  simplicity,  convenience, 
economy,  carrying  capacity,  speed  and  gen- 
eral all  around  utility,  there  is  absolutely 
nothing  that  compares  with  the  bicycle  form 
of  vehicle.  No  automobile  can  begin  to 
compare  with  it  in  any  of  these  respects 
save  speed  and  at  that  there  are  not  many 
automobiles  that  are  faster  on  the  level 
and  still  fewer  that  can  show  the  way  up- 
hill to  a  first-class  motorcycle.  And  as  for 
genuine  pleasure,  the  automobile  compares 
with  the  motor  bicycle  as  the  hansom  cab 
compares  with  a  thoroughbred  horse.  The 
exhiliration  born  of  the  speedy  little  two- 
wheeler  is  beyond  description. 


During  the  past  year  its  manysidedness 
has  been  unfolding  with  increasing  impres- 
siveness.  The  development  of  the  attach- 
ments that  render  it  possible  to  convert  a 
motor  bicycle  into  a  tricycle  or  into  a  tan- 
dem tricycle,  capable  of  carrying  an  extra 
passenger,  or  into  a  parcel  carrier  for  com- 
mercial use,  have  done  much  to  attract 
increased  attention  to  it.  The  tandem  at- 
tachment and  fore  carriages  and  side  car- 
riages contribute  to  sociability  and  have 
brought  the  ladies  into  motorcycling.  The 
fact  that  these  motorcycles  will  do  all  that 
an  automobile  will  do  and  at  about  one- 
fourth  the  operating  cost,  to  say  nothing  of 
the  small  first  cost  and  the  small  cost  of 
storage  and  upkeep  makes  them  available 
for  many  to  whom  automobiles  are  impos- 
sible and  to  others  who  have  discovered 
all  that  the  maintenance  of  an  automobile 
really  entails. 

There's  a  great  big  future  ahead  for 
motorcycles  of  all  kinds,  but  the  man  who 
purchases  one  has  need  for  caution.  Not 
all  motorcycles  are  alike  nor  are  all  of  them 
hill  climbers  or  to  be  depended  upon. 


Speaking  generally,  more  power,  more 
comfort  and  less  noise  may  be  said  to  con- 
stitute the  marked  attributes  of  the  motor- 
cycles of  1906.  It  almost  goes  without  say- 
ing that  all  of  these  attributes  characterize 
the  Indian,  than  which  there  is  no  more 
famous  motor  bicycle.  For  the  lj4  horse- 
power motor  previously  employed,  there 
has  been  substituted  one  of  2j4  horsepower; 
instead  of  2  inch  tires  there  is  an  option 
on  2%  inch  or  2j4  inch,  as  the  purchaser 
may  specify;  and  improvements  in  the 
mufller  have  reduced  the  noise  of  the  ex- 
haust considerably.  Although  the  fact  is 
not  properly  appreciated,  either  by  cyclists 
or  motorcyclists,  the  difference  of  even  one- 
eighth  of  an  inch  in  the  size  of  a  tire  makes 
a  marked  increase  of  comfort. 

There  have  been  no  radical  changes  in 
Indian  construction.  It  follows  the  same 
general  lines  that  obtained  when  it  was 
first  placed  on  the  market  nearly  five  years 
ago.  The  motor  is  of  the  same  identical 
design,  as  also  is  the  carburetter  and  the 
method  of  chain  transmission.  The  double- 
grip  control — the  right  hand  controlling  the 


spark  and  the  left  hand  the  throttle — are,  it 
is  scarcely  necessary  to  say,  retained.  The 
same  spring  fork  employed  last  year  is 
still  a  feature,  and  the  imported  Brooks 
saddle  remains  part  of  the  equipment.  Im- 
provement was  found  possible  only  in  the 
matter  of  detail,  as  for  instance  in  the  valve 
lifting  mechanism  and  the  addition  of  a 
cut-out  to  the  muffler,  and  of  a  cock  per- 
mitting the  flow  of  gasolene  to  be  turned 
on  and  off  and  the  tank  to  be  emptied. 

During  all  of  last  year  the  Indian  main- 
tained in  impressive  fashion  the  proud  repu- 
tation which  it  earned  for  itself,  and  of 
which  it  is  not  necessary  to  say  more.  Hav- 
ing thoroughly  established  their  motor 
bicycles,  the  makers  of  the  Indian — the  Hen- 
dee  Mfg.  Co.,  Springfield,  Mass. — are  now 
devoting  considerable  attention  to  the  ex- 
ploitation of  their  tri-car,  as  they  term  their 
forecarriage  attachment,  and  to  their  van, 
as  they  style  their  parcel  carrying  affixment. 
Both  of  these  are  equipped  with  the  Indian 
independent  helical  spring  suspension,  for 
which  the  broadest  possible  claims  are 
made. 


Enjoy  coasting?  With  a  motor  bicycle 
you  may  pedal  when  you  please  or  coast 
all  the  while. 


The  R-S  (formerly  the  Thoroughbred) 
motor  bicycle  is  another  of  the  American 
machines  which  has  earned  its  spurs  and 
which  commands  consideration  whenever 
a  purchase  is  in  view.  Although  large  makers 
of  pedal  propelled  bicycles,  its  makers — the 
Reading  Standard  Cycle  Mfg.  Co.,  Reading, 
Pa. — have  thrown  themselves  heart  and 
soul  into  motorcycles,  and  are  pushing  their 
2J4  horsepower  R-S  with  an  energy  that 
compels  not  merely  attention,  but  admira- 
tion. Their  1906  model  is  also  marked  by 
more  power,  more  comfort  and  less  noise. 
Not  only  have  larger  tires  been  employed, 
but  within  the  last  month  the  R-S  people 
have  lengthened  the  wheel  base  two  inches, 
which  still  further  increases  the  comfort, 
and  within  that  space  of  time  they  have 
likewise  made  their  exhaust  more  noiseless. 

Although  in  general  design  the  R-S  is 
unaltered,  in  many  other  respects  it  em- 
bodies some  notable  improvements,  among 


U4d 


THE  BICYCLING  WORLD 


them  a  dome  for  the  inlet  valve  which 
may  be  removed  by  loosening  one  nut, 
thereby  making  the  valve  easily  accessible. 
In  fact,  accessibility  may  b,e  said  to  con- 
stitute one  of  the  strong  features  of  the 
1906  model.  The  semi-circular  combination 
gasolene  and  oil  tank  has  been  removed 
from  the  rear  of  the  franie  over  the  mud 
guard  and  is  now  a  square  compartment 
suspended  from  the  top  tube  of  the  frame. 
The  oil  tank  remains  part  of  this  gasolene 
compartment  and  permits  of  lubrication 
without  dismounting.  The  motor  is  oiled 
merely  by  pushing  the  knob  of  the  force 
feed  pump,  which  is  within  easy  reach  of 
the  rider  and  which  constitutes  a  conveni- 
ence which  only  the  experienced  motor- 
cyclist is  able  to  fully  appreciate.  For  the 
cylindrical  battery  box  formerly  carried  on 
the  lower  tube,  there  has  been  substituted 
a  half  round  box  affixed  to  the  rear  forks 
directly  over  the  mud  guard.  In  this  shape 
and  position  it  renders  unnecessary  a  special 
dry  cell,  being  adaptible  for  any  of  the 
standard  cells  purchasable  in  the  open  mar- 
ket; the  battery  connections  have  also  un- 
dergone great  improvement.  That  the  grip 
control  and  the  R-S  duplex  spring  forks 
are  retained  goes  without  saying.  The 
equipment  includes  G  &  J  tires  and  Persons 
Royal  motor  seat. 

The  Reading  Standard  Company  also 
markets  a  convertible  side-carriage  for  use 
in  connection  with  their  motor  bicycles. 
It  is  quite  an  ingenious  arrangement,  as 
merely  reversing  the  seat  converts  the  pas- 
senger carrying  body  into  a  square  delivery 
box. 


three  compensating  disks,  which  are  se- 
cured to  the  coaster  brake.  The  Armac 
people  have  exclusive  rights  to  the  Brown 
device. 


Too  hot  to  pedal  a  bicycle?  Then  try 
the  bicycle  that  carries  a  breeze  with  it — a 
motor  bicycle. 


When  a  man  seeks  ingenuity  in  motor- 
cycles he  is  not  likely  to  pass  in  a  hurry  the 
Armac,  made  by  the  Armac  Motor  Co., 
Chicago.  For  that  machine  fairly  bristles 
with  clever  conceptions,  cleverly  executed. 
Its  motor,  its  frame  and  its  form  of  trans- 
mission, are  all  in  that  category. 

The  three  horsepower  Armac  motor  with 
its  one-piece  cylinder  has  unusually  deep 
cooling  fins,  and  is  novel  in  that  an  air 
passage  is  cast  between  the  explosion  and 
the  exhaust  chambers,  thus  keeping  the 
exhaust  valve  and  springs  out  of  the  reach 
of  the  heat  of  the  exhaust  gas,  which  is 
expelled  directly.  The  U  or  loop  type  of 
frame  forms  the  gasolene  and  oil  res- 
ervoir; the  top  tube  is  of  four-inch 
section  and  while  also  acting  as  a  strut  to 
the  frame  that  size  of  tube  was  employed  to 
render  unnecessary  the  attachment  of  a 
gasolene  tank,  as  it  is  generally  understood. 
The  tube  acts  as  a  strong  non-leakable  res- 
ervoir of  ample  capacity. 

While  normally  a  belt  driven  machine, 
the  Armac  is  convertible  to  chain  transmis- 
sion. This  is  made  possible  by  detaching 
the  belt  pulley  and  substituting  a  motor 
sprocket  and  applying  the  Brown  yielding 
gear  wheel,  which  comprises  a  sprocket  and 


The  Yale-California,  made  by  the  Con- 
solidated Mfg.  Co.,  Toledo,  Ohio,  is  one  of 
the  most  distinctive  motor  bicycles  on  the 
market  and  one  which,  while  retaining  most 
of  its  individual  characteristics,  has  been 
vastly  improved  for  the  1906  demand.  Its 
frame  lines  are  entirely  new  and  though  the 
belt-drive  and  the  two  horsepower  motor 
with  its  outside  flywheel  has  been  retained, 
the  strength  of  the  "two  horse"  has  been 
greatly  increased,  the  cylinder  having  been 


lengthened,  the  size  of  the  piston  enlarged 
two  inches  and  the  degree  of  compression 
greatly  heightened — all  of  which  means  an 
addition  of  about  25  per  cent,  of  power. 
The  inlet  valve  has  been  made  more  acces- 
sible and  a  float  feed  carburetter  substituted 
for  the  wick  device  previously  employed. 
The  frame  height  has  been  cut  down  to 
20  inches  and  the  frame  itself,  as  stated, 
is  entirely  new,  being  now  of  the  loop  type, 
strengthened  by  a  cross  strut,  the  loop  and 
seat  mast  being  formed  of  one  length  of 
tubing,  the  motor  being  carried  in  the  loop 
instead  of  being  built  into  the  frame  as 
previously  was  the  case.  These  improve- 
ments have  added  greatly  to  the  capabilities 
and  the  value  of  the  machine,  the  price  of 
which,   $175,   however,   remains   unchanged. 


thereby  dispensing  with  piping  to  convey 
the  mixture  to  the  explosion  chamber.  In 
the  ignition  system,  platinum  points  are 
dispensed  with,  two  steel  tempered  con- 
tact pins  creating  the  spark.  The  timing 
gears  are  plainly  marked  and  are  accessible 
merely  by  removing  one  nut.  The  chain- 
belt  and  the  trussed  fork  are  two  of  the 
few  previous  Thomas  features  that  have 
been  retained,  but  a  ball  bearing  idler  has 
been  adopted  to  take  up  the  belt  slack.  The 
price  of  the  Auto-Bi,  $145,  is  by  no  means 
the  least  of  its  compelling  features. 


The  Auto-Bi,  made  by  the  Thomas  Auto- 
Bi  Co.,  Buffalo,  N.  Y.,  is  another  radically 
altered  machine.  The  1906  model  bears  no 
resemblance  to  its  predecessors,  frame, 
motor,  carburetter  and  nearly  everything 
else  having  been  redesigned  and  rebuilt. 
The  3  horsepower  motor,  which  previously 
formed  a  part  of  the  vertical  seat  mast,  is 
now  positioned  horizontally,  forming  a  por- 
tion of  the  lower  frame  tube,  and  outside 
flywheels  have  been  substituted  for  interior 
ones.  The  shape  and  positions  of  tanks  and 
battery  box  also  have  been  changed.  The 
carburetter,  or  rather,  mixing  valve,  is  se- 
cured  directly  to  the  head  of  the  motor, 


Small  outputs  sometimes  have  their  ad- 
vantages. In  the  case  of  the  Crouch  motor 
bicycle,  its  makers  the  Crouch  Motor  Co., 
Stoneham,  Mass.,  claim  that  the  advantage 
accrues  to  the  purchaser.  While  able  to 
care  for  reasonably  large  orders,  the  out- 
put is  not  so  large  to  prevent  Inventor 
Crouch  himself  from  passing  on  every  ma- 
chine produced,  which  is  worth  remarking. 
The  Crouch  is  of  3  horsepower,  is  belt- 
driven,  has  53-inch  wheel  base  and  for  1906 
is  marked  by  a  carburetter  and  muffler  of 
Crouch  design  and  which  incorporate  in- 
genuity of  no  mean  order. 


But  one  concern  in  this  country  is  mak- 
ing a  specialty  of  two-cylinder  motorcycles 
— the  G.  H.  Curtiss  Mfg.  Co.,  Hammonds- 
port,  N.  Y.  Their  machines  are  of  five 
horsepower  and  for  1906  are  marked  by  a 
number  of  notable  refinements. 


THE  BICYCLING  WORLD 


I64e 


On  the  Purchase  oi  Sccond-Hand  Motorcycles. 


Motor  bicycles  have  been  on  the  market 
for  a  sufficient  length  of  time  now  to  create 
quite  a  demand  at  second-hand  for  them, 
and  therein  lies  a  snare  for  the  unwary.  The 
difference  in  the  first  cost  of  a  good  motor 
bicycle  and  that  of  a  bicycle  of  the  same 
standard  is  so  great  that  many  a  cyclist  who 
would  like  to  join  the  ranks  hesitates  on 
that  account  and  is  moi-e  prone  to  invest  in 
a  used  machine  than  he  would  otherwise 
be.  Likewise,  the  difference  between  the 
cost  of  the  new  machine  and  the  second- 
hand is  greater  and  forms  much  more  of  an 
inducement  to  try  to  "pick  up  a  bargain." 
Of  course,  every  second-hand  machine  ever 
offered  for  sale  is  a  great  bargain — in  the 
opinion  of  the  man  who  wishes  to  dispose 
of  it — that  goes  without  saying,  but  the 
man  who  wishes  to  exchange  his  good 
money  for  a  second-hand  motor  bicycle  will 
find  that  he  is  toying  with  something  equally 
uncertain  as  the  proverbial  horse  trade. 

If  he  is  an  "expert"  motorcyclist  already, 
he  needs  no  advice  and  probably  would  not 
take  any  if  it  were  offered,  but  if  he  is  not, 
he  will  find  it  the  better  part  of  discretion 
not  to  trust  to  his  own  judgment,  but  to 
appeal  to  someone  who  knows  the  ins  and 
outs  of  the  business,  for  assistance.  For 
like  the  horse,  the  motor  bicycle  can  be 
"doctored  up"  to  run  a  little  bit — enough 
to  make  a  fairly  satisfactory  demonstration. 
First  and  foremost,  steer  clear  of  the  dealer 
who  is  unknown;  he  may  be  reliable,  but 
where  one  is  dealing  at  arm's  length  and 
his  only  recompense  will  be  the  knowledge 
that  he  has  bought  that  much  experience 
if  the  machine  turns  out  to  be  worthless, 
it  is  as  well  to  know  who  you  are  dealing 
with.  "Sharks"  have  been  attracted  to  the 
business  and  prospective  purchasers  must 
needs  be  wary.  "Motorcycles  from  $50 
up"  has  an  alluring  sound,  but  it  is  chiefly 


noise  meant  to  attract  the  unsophisticated. 
Some  people  will  never  buy  a  used  arti- 
cle on  the  assumption  that  it  is  afflicted  with 
some  inherent  defect  or  it  would  otherwise 
not  be  offered  for  sale,  but  there  are  nu- 
merous riders  who  buy  a  new  machine  each 
season,  others  who  have  no  time  to  use 
their  mounts  after  investing  in  them  and 
still  others  who  find  they  are  not  in  love 
with  the  pastime  after  having  taken  it  up 
and  in  this  way  numerous  reliable  high- 
grade  machines  find  their  way  into  the  sec- 
ond-hand market,  and  if  the  purchase  be 
effected  through  the  proper  channels  it  is 
often  possible  to  obtain  the  long  sought 
bargain.  Naturally,  the  first  thing  to  look 
for  is  the  product  of  a  reputable  maker;  a 
poor  machine  is  dear  at  any  price,  whether 
new  or  used,  so  look  for  the  very  best 
makes  in  the  market.  Again,  do  not  con- 
sider taking  an  out  of  date  model  simply 
because  it  is  low  priced.  Many  of  the  first 
machines  were  under-powered  or  over- 
weighted, and  have  been  improved  in  so 
many  respects  that  it  would  be  difficult  to 
procure  replacement  parts  even  if  the  ma- 
chine could  be  made  to  run  satisfactorily. 
Wise  purchasers  will  not  delude  themselves 


with  that  tattered  excuse:  "I'll  buy  a  cheap 
machine  now  and  obtain  the  necessary  ex- 
perience." Experience  so  obtained  will  be 
unpleasant  experience  and  expensive,  too. 
Agreeable  experience  is  far  more  desirable 
and  satisfactory  and  the  price  of  it  is  more 
economical  in  the  long  run. 

Having  made  up  his  mind  what  not  to 
buy,  the  prospective  purchaser  should  look 
around  until  he  has  located  something  which 
gives  promise  of  fulfilling  the  representation 
made  for  it  and  then  call  his  experienced 
friend  in,  to  put  it  to  the  test.  This,  of 
course,  will  consist  principally  of  seeing 
whether  the  machine  will  run  or  not  and 
by  far  the  best  place  to  test  its  ability  is  on 
a  hill.  If  it  labors,  coughs  and  knocks  its 
way  along  by  fits  and  starts,  it  is  easy  to 
see  that  it  is  ,not  in  "perfect  condition," 
which  is  a  quality  usually  ascribed  to  sec- 
ond-hand machines  by  all  advertisers.  Still, 
such  a  performance  should  not  necessarily 
condemn  it,  as  lack  of  adjustment  rather 
than  any  radical  wrong  may  be  the  only 
thing  the  matter  with  it — of  this  the  old 
hand  should  be  left  to  judge,  for  at  times 
a  machine  that  is  apparently  in  very  poor 
condition  may  only  be  suffering  the  result 
of  neglect  and  may  be  had  very  cheaply  on 
that  account.  An  overhauling  and  care  in 
the  future  will  be  all  that  is  required. 

If  it  runs  up  hill  satisfactorily,  it  should 
be  noted  whether  the  engine  has  become 
excessively  hot  and  putting  your  hand  on 
top  of  the  cylinder  head  is  a  certain  but 
by  no  means  satisfactory  manner  of  ascer- 
taining this.  Have  a  rider  pedal  it  on  the 
stand  immediately  after  running  it  on  the 
road  and  if  it  fires  with  the  switch  off,  it 
has  overheated  or  there  is  an  accumulation 
of  carbon  on  top  of  the  piston.  Test  the 
various  parts  of  the  machine  for  play — there 
should  always  be  a  little,  but  if  it  has  worn 


I64f 


THE  BICYCLING  WORLD 


IS    MOTORCYCLING    SELFISH    OR    UNSOCIABLE? 


Read  the  Answer  in  these  Incidents  of  an  Afternoon's  Outing. 


poorly  this  will  be  excessive.  The  wear  of 
the  bearings  on  the  inside  of  the  engine  can 
generally  be  gauged  by  pedalling  it  quickly 
on  the  stand  with  the  exhaust  valve  raised. 
It  will  be  manifest  from  the  smoothness 
or  otherwise  with  which  the  engine  turns 
over  and  otherwise  will  mean  a  rumbling  or 
knocking  from  the  interior.  Test  the  com- 
pression of  the  engine.  This  may  be  done 
by  closing  the  exhaust  valve,  and  turning 
until  the  pedal  is  on  the  down  stroke  as 
the  piston  is  coming  up  against  the  com- 
pression. The  pedal  should  bear  the  weight 
of  the  average  man  for  an  appreciable  per- 
iod— probably  five  to  ten  seconds,  and 
should  descend  slowly  under  the  pressure, 
otherwise  there  is  apt  to  be  a  leak  about 
the  valves  or  around  the  piston.  But  do 
not  make  this  test  until  after  the  engine 
has  been  run  a  few  minutes,  for  if  dry,  the 
compression  will  be  nothing  like  as  good  as 
when  a  film  of  lubricating  oil  has  been 
formed  arOund  the  piston. 

Easy  starting  and  quick  acceleration  of 
the  engine  will  form  a  strong  recommenda- 
tion, and  the  switch  should  be  turned  off 
and  on  several  times  while  the  engine  is 
running  to  note  how  the  engine  picks  up 
speed.  See  whether  the  tanks  and  their 
connections,   and  the  oil   cups  are  in   good 


order;  the  coil  can  be  examined  only  from 
the  outside,  of  course,  but  look  at  the  con- 
tact breaker  closely;  see  whether  the  plat- 
inum points  are  black  and  badly  pitted  or 
not. 

With  a  little  care  in  the  selection  of  a  sec- 
ond-hand machine  the  cyclist  who  does  not 
wish  to  pay  the  price  of  a  new  machine, 
may  be  able  to  pick  up  one  that  will  serve 
him  almost  as  well,  and  probably  better 
from  one  point  of  view,  in  that  it  will  en- 
able him  to  gain  experience  in  keeping  it 
on  the  road  that  will  stand  him  in  good 
stead  at  all  times.  But  he  must  bear  always 
in  mind  that  he  cannot  obtain  gold  for  the 
price  of  silver,  though  there  are  "sharks" 
who  will  endeavor  to  make  him  believe  it. 


A  Physician's  Opinion  of  Motorcycling. 

"I  believe  the  up-to-date  motorcycle  to 
be  the  automobile  for  the  poor  country  doc- 
tor— at  least,  during  the  summer  and  fall 
months  when  the  roads  are  dry,"  writes  Dr. 
W.  Nicholas  Lackey,  of  Gallatin,  Tenn.,  in 
the  Journal  of  the  American  Medical  Asso- 
ciation. "Even  if  he  possesses  the  more  ex- 
pensive automobile,  he  will  find  himself 
learning  more  and  more  to  enjoy  the  power- 
ful little  machine,  its  exhilirating  rush  up 
hill  and  down  to  the  bedside  of  his  patients. 


One  of  these  machines  will  save  many  a 
dollar  on  operating  expenses  in  a  season  on 
an  automobile.  I  have  ridden  thousands  of 
miles  on  a  motorcycle  and  have  never  failed 
to  reach  my  patient  on  time  or  had  to  walk 
home.  I  have  ridden  long  distances  in 
emergency  cases  in  the  country,  at  a  30- 
mile-an-hour  clip,  and  have  also  responded 
to  night  calls  on  my  motorcycle,  which  is 
equipped  with  a  strong  acetylene  lamp.  The 
white  road  spinning  beneath  my  wheels, 
with  the  dark  shadows  fleeing  before  the 
light,  with  the  cool  night  air  blowing  on 
my  face,  have  added  not  a  little  sport  to  the 
occasion. 

"You  can  get  more  downright  service 
and  comfort  out  of  one  of  these  little  ma- 
chines, the  weather  permitting,  than  out 
of  an  automobile.  Before  I  bought  my 
motorcycle  I  was  extremely  skeptical  as 
to  its  practicability,  but  a  few  months'  con- 
stant use  proved  to  me  the  wonderful 
amount  of  work  that  can  be  accomplished 
with  one  of  these  little  time  savers." 


"The  A  B  C  of  Electricity"  will  aid  you 
in  understanding  many  things  about  motoi3 
that  may  now  seem  hard  of  understanding. 
Price,  50  cents.  The  Bicycling  World  Pub- 
lishing Co.,  1S4  Nassau  street,  New  York. 


EVOLUTION      OF     THE     MOTORCYCLIST. 


Attracted  fo  It. 


Compressed  with  Knowledge. 


Fired  with  Etnbusiasm. 


Ejected  a  Cotnplete  Motorist. 


THE  BICYCLING  WORLD 


U4 


§: 


Happy,  Healthful  Hours  of  Childhood. 


Armstrong's  Appreciation  of  the  Bicycle. 

"It  was  not  with  any  idea  of  riding  cen- 
turies that  I  took  up  the  bicycle,"  said  A.  G. 
Armstrong,  president  of  the  Century  Road 
Club  of  America,  when  his  opinion  of 
cycling  was  sought.  "I  was  attracted  solely 
because  of  its  benefits.  To  the  person  whose 
physical  and  mental  facilities  are  in  con- 
stant requisition  until  he  becomes  exhausted 
in  body,  mind  and  spirit,  there  are  but  few 
cures  that  bring  total  and  absolute  relief. 
The  quickest,  surest  and  best  way  to  obtain 
relief  is  to  take  a  short  ride  on  a  bicycle. 
As  a  health-giver  nothing  has  or  even  can 
take  the  place  of  the  bicycle.  A  person 
not  only  obtains  immediate  relief,  but  relief 
of  a  lasting  character  which  cannot  be  ob- 
tained from  drugs.  I  speak  from  experi- 
ence, for  many  times  when  I  have  been  on 
the  verge  of  nervous  collapse  it  has  been  the 
bicycle  that  has  saved  me  from  a  probable 
enforced  vacation  in  a  sanitarium  or  per- 
manent abode  in  an  insane  asylum.  Rapid, 
vigorous  exercise  in  the  open  air,  on  a 
wheel,  is  of  incalculable  value  to  those  who 


are  continually  geared  to  a  high  pitch  men- 
tally. 

"Then,  too,  cycling  is  a  very  liberal  edu- 
cation in  itself.  All  those  who  ride  be- 
come familiar  with  places  and  conditions 
that  otherwise  would  have  been  impossible. 
It  teaches  us  to  think  and  act  quickly  and 
is  valuable  for  that  alone. 

"Dancing  is  a  good  and  healthful  exer- 
cise and  I  think  all  children  should  dance. 
But  I  believe  it  is  more  essential  that  every 
child  should  ride  a  bicycle. 

"To  me  the  bicycle  is  a  fi.xture  of  inval- 
uable importance.  My  machine  is  never  out 
of  commission  and  it  is  accorded  a  place 
in  my  home  not  equalled  by  any  piece  of 
parlor  furniture,"  concluded  Mr.  Armstrong. 


Hills  too  steep?  Headwinds  too  strong? 
Those  are  poor  excuses.  There's  a  bicycle 
even  for  you — the  motor  bicycle.  If  you 
get  a  good  one,  you'll  go  looking  for  hills 
and  you  won't  care  much  which  way  the 
wind  blows. 


Dates    Fixed   for   F.   A.    M.    Functions. 

It  is  now  definitely  settled  that  the  annual 
meet  of  the  Federation  of  American  Motor- 
cyclists will  occur  on  July  4th,  Sth  and  6th. 
The  Rochester  Motorcycle  Club  has  furni- 
ally  approved  these  dates. 

The  dates  having  been  fixed,  the  natiuual 
endurance  contest  has  been  definitely  set  fur 
Monday  and  Tuesday.  July  2d  and  3d.  The 
route  will  be,  of  course,  from  New  York  to 
Rochester — about  388  miles — which  will  en- 
tail  travel   of  close  to  200  miles   each  day. 

Henry  J.  Wehman,  108  Park  Row,  New 
York  City,  will  be  the  chairman  of  the  com- 
mittee in  charge  of  the  contest.  He  is  now 
engaged  in  plotting  the  route. 

M.  E.  Toepel,  chairman  of  the  F.  A.  INI. 
Roads  and  Tours  Committee,  has  an- 
nounced that  the  route  of  the  annual  tour 
will  be,  as  usual,  the  same  as  that  outlined 
for  the  endurance  run.  The  tourists,  how- 
ever, will  naturally  make  the  journey  by 
easy  stages,  starting  from  New  York,  Sat- 
urday afternoon,  June  30th,  and  arriving  in 
Rochester  on  the  evening  of  July  3d. 


J64h 


THE  BICYCLING  WORLD 


How  Parts  and  Sundries  Have  "Settled  Down" 


Settling  down  processes  are  virtually  pro- 
cesses of  elimination.  Those  who  survive 
such  processes  usually  are  those  who  de- 
serve to  survive.  It  is  scarcely  necessary 
to  remark  that  in  the  settling  down  of  the 
cycle  trade,  while  many  bicycle  manufac- 
turers were  eliminated,  the  number  of  those 
who  produced  parts  and  accessories  who 
were  also  weeded  out  were  far  more  numer- 
ous. To-day  the  field  is  clean  and  weir  de- 
fined; the  fittest  only  have  survived,  and 
purchases  are  thereby  rendered  not  only 
easier,  but  safer. 

In  the  matter  of  tubing,  the  Shelby  Steel 
Tube  Co.,  Pittsburg,  Pa.,  remains  para- 
mount. In  the  matter  of  parts  and  fittings 
the  field  has  narrowed  practically  to  three 
concerns,  the  Crosby  Co.,  of  Buffalo;  the 
Worcester  Pressed  Steel  Co.,  Worcester, 
Mass.,  and  the  Standard  Welding  Co.,  Clev- 
eland, Ohio.  So  far  as  concerns  chains,  the 
Duckworth  Chain  &  Mfg.  Co.,  Springfield, 
Mass.,  and  the  Diamond  Chain  &  Mfg.  Co., 
Indianapolis,  Ind.,  supply  by  far  the  great- 
est bulk  of  the  demand  that  now  exists, 
while  in  spokes  and  pedals,  the  Standard 
Co.,  Torrington,  practically  dominate  the 
industry.  In  handle  bars,  the  Kelly  Handle 
Bar  Co.,  with  its  variety  of  adjustable  bars, 
skims  the  cream  of  the  trade. 

To  mention  saddles  is  to  suggest  one  of 
the  most  signal  triumphs  of  the  survival  of 
the  fittest  after  a  long  fight  and  an  unusually 
tenacious  adherence  to  fixed  principles. 
These  observations  have  refernce  to  the 
Persons  Mfg.  Co.,  of  Worcester,  Mass. 
Even  during  the  boom  days,  when  the  head 
of  that  concern  might  have  made  a  fortune 
had  he  altered  his  tenets,  he  remained  true 
to  the  principles  of  quality  and  comfort; 
he  refused  to  turn  out  a  cheap  saddle  or  a 
hard  unyielding  one;  the  hammock  type  and 
the  spring  suspension  types  were  what  he 
advocated.  It  required  a  long  time  to  con- 
vince makers,  dealers  and  riders  that  his 
was  the  proper  view,  but  the  best  evidence 
of  the  return  of  sane  conditions  is  the  posi- 
tion now  occupied  by  the  Persons  product. 
Everywhere  a  Persons  saddle  is  now  recog- 
nized as  the  saddle  par  excellence  as  to 
quality,  and  as  one  that  affords  the  maxi- 
mum of  comfort.  The  company  make  a 
sufficient  variety  and  there  is  not  a  doubtful 
saddle  in  the  lot. 

There  remains  also  the  Troxel  saddles, 
made  by  the  Troxel  Mfg.  Co.,  Elyria,  Ohio. 
The  line  is  extensive  and  the  price  such  as 
affords  wide  latitude  of  selection. 

Of  lamps,  there  remain  the  Solar  and  the 
Twentieth  Century,  both  tried  and  proven 
true.  Of  wrenches,  there  is  the  Billings  & 
Spencer,  and  the  Mossberg;  of  cyclometers, 
only  the  Veeder  has  survived,  and  it  con- 


trols not  merely  the  American  market,  but 
the  markets  of  the  whole  wide  world.  Bells 
there  are  in  abundance,  the  manufacturers 
who  still  cater  to  the  cycle  interests  being 
Bevin  Bros.  Mfg.  Co.,  East  Hampton, 
Mass.;  Liberty  Bell  Co.,  Bristol,  Conn.; 
Frank  Mossberg,  Attleboro,  Mass.,  and 
Starr  Bros.,  East  Hampton,  Mass.  Bevin 
Bros,  also  still  produce  a  profusion  of  toe 
clips  and  trouser  guards. 

Of  the  many  lubricants,  each  of  which 
was  once  heralded  as  the  only  one  for 
cycling  use,  all  have  given  way  to  the  G.  W. 
Cole  Company's  famous  "3  in  1,"  which  is 
not  only  useful  in  lubricating  bicycles,  bvit 
for  very  many  other  purposes.  There  is 
one  other  article  that  is  to  be  compared  with 
."3  in  1";  i.  e.,  Neverleak,  that  tire  healing 
compound  manufactured  by  the  Buffalo 
Specialty  Co.,  of  Buffalo,  N.  Y.  It  has  re- 
sisted every  effort  to  dislodge  it  and  is  to- 
day alone  in  the  field.  Without  it  there 
are  many  disabled  tires  that  would  be  rele- 
gated to  the  scrap  heap,  and  very  many 
more  cheap  tires,  the  service  of  which  would 
be  limited  indeed,  were  it  not  for  the  heal- 
ing properties  of  Neverleak. 

To  mention  tires  or  any  tire  is  to  suggest 
the  Schrader  valve,  the  triumph  of  which 
is  well  nigh  complete.  It  is  now,  to  all 
intents  and  purposes,  the  universal  equip- 
ment. It  has  routed  rivals  "lock,  stock  and 
barrel."    It  is  not  necessary  to  say  more. 


With  the  rapid  spread  of  motorcycling, 
there  has  opened  not  only  a  market  for 
specialties  applicable  to  the  power  driven 
machine  but  also  a  keen  demand  for  cer- 
tain supplies,  many  of  which  are  wholly 
foreign  to  the  pedal  propelled  bicycle  and 
others  which  are  kindred  to  it. 

E.  H.  Corson,  who  was  one  of  the  pio- 
neers of  motorcycling,  and  who  is  now  the 
active  man  in  the  Motorcycle  Specialty 
Company,  Boston,  Mass.,  was  the  first  to 
embrace  the  opening.  His  extended  experi- 
ence had  pointed  the  way  to  many  of  the 
little  devices  that  would  contribute  to  con- 
venience, and  he  promptly  applied  himself 
to  their  invention.  As  a  result,  the  Corson 
motorcyclist's  luggage  carrier  and  the  Cor- 
son motorcycle  stand  early  made  their  ap- 
pearance; both  are  the  only  ones  of  the 
sort  specially  adapted  for  motorcyclists' 
needs.  Latterly  Corson  has  added  to  these 
inventions  a  muffler  cut-out,  a  spring  handle 
bar  and  an  ample  and  easily  accessible  tool 
bag,  all  of  which  serve  eminently  useful 
purposes. 

Almost  since  the  beginning,  the  Persons 
Mfg.  Co.,  Worcester,  Mass.,  devoted  itself 
to  the  development  of  a  motorcycle  saddle, 
and  each  year  has  improved  on  its 
previous     effort,     this     year's  Royal  Motor 


seat  representing  the  culmination  of  the  years 
of  experience;  its  wide  use  is  the  best  evi- 
dence of  its  merit.  The  Persons  people 
have  also  produced  this  year  for  the  first 
time  a  lower  priced  saddle,  the  Persons  Motor 
Seat  No.  2,  which  despite  its  smaller  price 
is  yet  of  Persons  quality. 

In  the  matter  of  spark  coils,  a  very  neces- 
sary essential,  the  name  "Splitdorf"  is  sur- 
rounded by  a  halo.  Than  the  Splitdorf 
coil,  there  is  none  better.  The  Dow  spark 
coil  is  no  stranger,  and  its  makers  early  be- 
came interested  in  the  requirements  of 
motorcycles  and  the  interest  never  has 
abated — a  statement  that  carries  its  own 
significance.  Latterly  the  interest  has  shown 
itself  in  the  production  of  the  Dow  spark 
plug. 

The  Eldredge  ammeter,  or  battery  tester, 
made  by  the  Eldredge  Electric  Mfg.  Co., 
Springfield,  Mass.,  is  one  of  the  useful 
articles  that  is  worth  many  times  its  modest 
price,  $3.50;  and  as  it  can  be  carried  in  the 
vest  pocket  like  a  watch  it  is  fair  to  say  that 
the  motorcyclist  who  suffers  "battery  trou- 
bles" and  goes  blindly  groping  for  them, 
deserves  small  sympathy  when  such  a  con- 
venient "tell-tale"  at  such  a  small  price  is 
within  reach. 

Duckworth,  Whitney  and  Diamond  nickel 
chain  have  constituted  the  motorcyclists' 
chains  constitute  the  motorcyclists'  main- 
stays. 

Lamps  for  motorcycles  have  been  among 
the  accessories  that  have  been  conspicuously 
lacking.  While  the  Solar  and  20th  Century 
gas  lamps  have  served  the  purpose  fairly 
well,  the  power  driven  machines  have  re- 
quired something  more  and  the  20th  Cen- 
tury Mfg.  Co.,  New  York,  have  undertaken 
to  supply  it.  They  have  just  bought  out  a 
lamp  specially  for  the  purpose — one  having 
a  separate  gas  generator,  which  divides  the 
weight,  and  thus  obviates  not  a  few  of  the 
troubles. 

Of  the  other  really  new  things  that  have 
just  made  their  appearance,  and  one  of 
the  most  novel  is  the  "baby"  Gabriel  horn, 
made  by  the  Gabriel  Horn  Mfg.  Co.,  Cleve- 
land, Ohio.  The  horn,  which  is  attached 
to  the  muffler  and  is  sounded  by  the  exhaust 
gas,  is  a  "pocket  edition"  of  the  exhaust 
blown  Gabriel  now  in  such  extensive  use  on 
automobiles. 

Proof  that  motorcycling  is  "coming  on" 
i3  contained  in  the  fact  that  two  such  im- 
portant supply  houses  as  Charles  E.  Miller, 
New  York,  and  Post  &  Lester,  Hartford, 
Conn.,  are  now  bidding  for  the  motor- 
cyclists' patronage.  Horns,  goggles,  gaunt- 
lets, spark  plugs  and  practically  all  other 
requisites  are  carried  in  stock  by  these 
houses. 


THE  BICYCLING  WORLD 
Seeking   out    the    ^^Nature   Pictures 


ft 


165 


Touring!  What  thoughts  the  word  in- 
spires! What  pleasing  pictures  it  paints  in 
the  halls  of  recollection.  No  cyclist  who 
has  not  spent  a  week  or  a  month  a-wheel 
has  tasted  the  sweetest  draughts  of  cycling. 
Yet  to  the  many  it  is  not  given  to  com- 
prehend that  the  meat  in  the  nut  centres 
about  the  change  of  scene  in  incident  which 
thus  is  made  possible  to  the  tourist.  The 
exercise  and  the  fresh  air  contribute  to  a 
bodily  conditon  which  fits  the  rider  for  a 
healthy  appreciation  of  the  beauties  of  na- 
ture, but  it  is  the  change  of  scene,  the 
shifting  of  the  horizon  line,  which  serves 
to  complete  the  diversion  from  the  routine 
of  life,  and  fills  the  soul  with  that  nameless 
exultation  bred  at  no  other  time  and  in  no 
other  way. 

Naturally,  the  idea  carries  with  it  the 
notion  of  miles  of  continuous  riding.  For, 
and  indeed,  the  travel  tales  which  the  old 
timers  are  wont  to  relate  when  their  ton- 
gues are  loosened,  concern  journeys  of  two, 
three  or  five  days'  duration,  or  even  that  of 


an  equal  rmmber  of  weeks.  Hence,  to  the 
casuist,  it  seems  that  the  joys  of  the  tour- 
ists' life  are  absolutely  and  completely  de- 
nied to  him,  unless  he  be  qualified  with  a 
commensurate  amount  of  leisure.  Only  a 
few  of  the  more  constant  riders  know  the 
fallacy  of  the  notion.  They  alone  have 
caught  the  idea  that  the  magic  charm  which 
works  such  wondrous  changes  in  the  tour- 
ist within  so  short  a  time  depends  for  its 
existence  upon  the  variety  of  exploration. 
And  to  them  also,  it  has  been  revealed  that 
this  amounts  to  nothing  more  or  less  than 
getting  off  the  beaten  track. 

Nor  is  it  necessary  to  travel  miles  and 
miles  over  well  used  roads  until  the  smoke 
of  the  city  has  vanished  from  sight,  nor  is  it 
necessary  to  seek  out  weird  and  uncanny 
nooks  in  the  earth  whither  no  man  in  his 
right  senses  would  care  to  go.  It  is  neces- 
sary but  to  go  out  of  the  rut.  If  nine 
people  ride  east  on  a  given  morning,  let 
the  tenth  go  west,  and  he  will  find  some- 
thing at  his  journey's  end  which   they  will 


not.  Because  they  have  gone  east  while 
he  has  gone  west,  or  because  they  have 
chosen  foolishly,  and  he  wisely?  No. 
Simply  because  he  has  left  them:  because 
they  are  following  the  rut  of  precedent  and 
going  somewhere  where  they  have  been  be- 
fore, idly  imagining  that  because  they  were 
pleased  there  once,  they  will  find  the  same 
enjoyment  awaiting  them  now,  while  he  is 
striking  out  to  discover  new  and  untried 
enjoyment. 

For  example,  here  is  pictured  a  rider 
clambering  down  the  side  of  a  rocky  fast- 
ness wjjth  his  bicycle.  And  here  is  another 
of  a  rider  standing  with  his  machine  by 
the  side  of  one  of  those  "babbling  brooks" 
which  "make  you  sick  when  you  meet  them 
in  books,  and  make  you  well  when  you 
meet  them  in  real  life."  These  and  others 
might  have  been  taken  away  out  in  the 
obscurity  and  fastnesses  of  the  Rockies. 
But  they  were  not.  Nor  were  they  taken 
down  back  of  somebody's  mill  from  the  top 
of  a  rubbish  heap,  nor  were  they  posed  in 


U6 


THE  BICYCLING  WORLD 


-'^.V'rs:- 


May  appear  "far  from  the  city's  crowded  streets,"  but  is  not.   This  "nature  picture"  is  a  view  from  Fort  George  Hill,  well  within 

the   limits   of   New   York. 


Central  Park.  But,  as  a  matter  of  fact, 
they  were  taken  within  the  circumference 
of  a  twenty-mile  circle  drawn  from  New 
York's  city  hall,  and  within  what  is  practic- 
ally the  "Forty-five  Minutes  from  Broad- 
way" of  the  show. 

Nor  are  these  exceptions  to  what  may  be 
found  at  the  expense  of  a  little  pioneering 
within  a  few  hours'  ride  of  this  or  any  other 
city.  All  that  is  necessary  in  order  to  seek 
out  such  locations,  and  feast  upon  a  very 
riot  of  unchained  virgin  nature,  is  a  sense 
of  topography  and  an  independence  of  well- 
traveled  roads  and — the  crowd.  For  good 
old  Dame  Nature  is  fussy,  and  abhors  a 
crowd  just  as  much  as  she  abhors  a  vacuum. 
Hardly  out  of  sight  of  Broadway  are 
many  beautiful  spots,  bearing  comprehen- 
sible and  wholly  distasteful  to  the  denziens 
of  that  thoroughfare  with  its  manifold  tra- 
ditions. Yet  the  lover  of  nature,  in  all  that 
is  as  nature  left  it,  can  find  them,<if  he  will 
but  try.  And  New  York  serves  but  as  an 
example  as  still,  indeed,  is  the  country  that 
holds  not  such  nearby  charms.  The  method 
is  simple  and  quite  as  pleasant  as  the  result. 
For  there  is  a  fascination  in  seeking  out 
new  haunts  and  prospecting  untried  fields, 
which  is  akin  to  the  fascination  of  touring, 
yet  unlike  it  in  that  when  it  is  carried  on 
within  a  short  radius  of  the  starting  point, 
it  requires  no  great  outlay  of  time,  no  pre- 
paration, and  may  be  extended  or  curtailed- 
as  circumstances  permit  and  the  caprice  of 
the  rider  dictates. 


Bicycle  riding  fails  of  half  its  purpose,  if 
it  be  confined  to  town  and  city  streets. 
Parks  and  boulevards  are  but  the  stepping 
stone  to  the  ideal.  And  that  is  the  open 
country.  To  some,  it  is  accessible  for  the 
greater  portion  of  the  time,  but  by  no  means 
all  the  time.     For  there  are  afternoons,  and 

Come!    Out   with    the   stowed-away   jigger, 

Pump  tires  that  long  have  been  slack, 
Farewell  to  the  winter  time's  rigor, 

Remember  that  spring  has  come  back. 
This  springtime  day  in  the  morning 

(Be  led  by  my  fatuous  rhymes) 
Forbear  to  lie  lazily  yawning, 

Be  up  and  be  doing  betimes. 

The  roads  may  be  bathing  in  sunlight. 
Or  we  may  be  bathing  in  mud. 
Still  a  spin  on  the  jiggers  which  run  light 
Will    quicken   the   flow    of   the    blood. 

The  hum  of  the  wheels  will  be  making 
A  volume  of  melody  rare, 

.^s,  the  town  for  its  pleasures  forsaking. 
We  make  for  the  countryside  fair. 

Though  'tis  true  you  are  out  of  condition, 

True  form  will  come  back  again, 
And  you'll  count  it  a  si-n  of  omission 

Whene'er  from  a  ride  you  refrain; 
When  the  health  which  the  cycle  is  bringing 

On  your  cheek  sets  its  rubicund  seal, 
You'll  admit  there's  sense  in  my  singing, 

Which   advocates   springtime   a-wheel. 

— Cycling. 


holidays  and  Sundays,  when  within  a  few 
hours,  the  racket  of  wheels  and  the  cries 
of  the  people  can  be  put  behind  and  a  re- 
spite from  the  turmoil  gained  which,  though 
it  be  but  brief,  is  yet  complete  and  restful. 
And  the  method  lies  not  in  picking  out  a 
velvet  path  for  the  wheels,  nor  in  trailing 
the  populace  to  some  well  known  resort, 
but  rather   in  getting  off  the  beaten  track. 


Cyclists  who  tour  in  the  land  of  Teutons 
would  do  well  to  carry  a  dictionary  and  an 
interpreter  along  with  them  before  they 
essay  the  trip.  When  the  German  takes  his 
machine  apart  he  "auseinandernehemens"  it; 
the  word  for  assemble  is  "zusammenstel- 
len" — both  diihcult  tasks,  in  German.  It  is 
an  easy  matter  for  a  cyclist  to  change  his 
speed,  but  a  change  of  speed  in  Germany  is 
"geschwinddigkeitswechsel."  When  a  cyclist 
rides  over  a  rock  or  some  other  obstruction 
he  is  very  apt  to  get  a  jolt — in  Germany  he 
would  receive  an  "arschutterung,"  which  is 
very  suggestive  of  discomfiture.  If  in  the 
course  of  his  peregrinations  he  should  re- 
quire the  use  of  a  monkey-wrench  he  must 
ask  for  a  "universalmutterschlussel,"  while 
if  it  is  a  screw-driver  that  is  needed  he  will 
have  to  twist  his  tongue  and  say  "schrau- 
benzieher." 

Ordinarily  a  puncture  in  itself  is  a  small 
matter,  but  in  Germany  it  assumes  immense 
proportions.  There  it  is  called  "ein  luft- 
schlauchbeschadigung." 


THE  BICYCUNG  WORLD 


i61 


The  Tales  of  the  Tires 


Altliough  there  is  what  may  be  termed 
almost  an  unholj'  number  of  cyclists  who 
do  not  realize  the  fact,  the  tires  fitted  to  a 
bicycle  liave  very  much  tn  do  "for  better  or 
worse."  No  matter  how  good  the  bicj'cle 
may  be,  if  its  tires  are  not  its  equal  in  qual- 
ity, its  full  value  will  not  be  obtained. 

It  is  unpleasing  to  remark  that  there  is 
an  unholy  production  of  indifferent  and 
iloubtful  tires.  That  they  do  not  bear  the 
names  of  their  makers  goes  without  saying. 
The  makers  would  not  risk  the  ruin  of 
their  reputations  by  attaching  their  names 
to  them.  Such  tires  are  made  to  order — to 
the  order  of  people  whose  consciences  do 
not  bother  them — and  are  made  to  sell — 
to  sell  cheaply — and  not  for  use.  They  are 
sold  not  only  over  the  counter,  but  they  are 
attached   to   the   cheap   bicycles   which,   like 


the  tires,  and  for  the  same  reason,  do  not 
bear  the  name  of  their  manufacturers — and 
it  may  be  added  that  "the  limit"  of  cycling 
is  the  cheap  bicycle  fitted  with  the  cheap 
tire  and  the  cheap  saddle.  '  The  man  or 
woman  who  purchases  that  combination  is 
to  be  pitied. 

Tires  have  been  variously  styled  the 
"footwear"  and  the  "lungs"  of  the  bicycle. 
Not  many  persons  who  buy  cheap  tires 
would  purchase  cheap  shoes  or  cheap  lungs, 
that  is  to  say,  if  lungs  were  purchasable. 
And  just  as  all  shoes  are  supposed  to  be 
made  of  leather,  so  all  tires  are  supposed 
to  be  made  of  rubber.  But  all  shoes  are 
not  made  of  leather  and  there  are  tens  of 
thousands  of  tires  that  are  innocent  of 
rubber  and  as  many  more  that  contain 
merely   a    suspicion    of    it.      The    man    who 


wants  rubber  tires  and  who  would  rather 
"be  sure  than  be  sorry"  must  expect  to  pay 
the  price  of  rubber  and  will  realize  that  the 
presence  or  absence  of  the  manufacturers' 
name  is  a  guarantee  of  either  "better  or 
worse."  Pennywisdom  in  the  purchase  of 
tires  has  proved  expensive  in  the  long  run 
and  always  will  prove  so. 

With  crude  rubber  itself  selling  at  about 
$1.25  per  pound  and  then  undergoing  great 
shrinkage  before  becoming  available  for 
manufacturing  purposes,  the  individual  who 
fancies  that  he  can  obtain  even  one  half 
decent  tire  at  anything  approaching  that 
figure  and  who  believes  the  oily  tongued 
salesman  who  makes  that  assertion,  it  gul- 
lible indeed;  he  insults  the  ordinary  horse- 
sense  with  which  nature  is  supposed  to  have 
endowed  him. 


Following  close  on  the  heels  of  the  orig- 
inal "rag  tire,"  which  was  wierdly  and  won- 
derfully pasted  to  the  rim,  came  the  G  &  J 
detachable  clincher  tire.  It  cast  rags  and 
glue  to  the  dogs.  It  was  held  in  the  rim 
by  inflation  and  was  removed  by  deflation. 
Deflation  is  a  Cjuick  and  simple  process  and 
perforce  the  roadside  repair  of  a  G  &  J  was 
a  quick,  sure,  simple,  toolless  operation  and 
a  permanent  one.  It  was  not  a  makeshift. 
There  was  no  occasion  to  pay  a  repairman 
for  doing  the  work  over  again. 

The  G  &  J  tire  had  a  great  vogue  in  those 
early  days.  It  never  wholly  lost  its  favor, 
but  there  came  an  influx  of  newer  and 
strange  tires  and  cyclists  would  have  them. 
With  the  passing  of  the  last  stage  of  the 
"cycling  craze"  and  with  the  return  of  rea- 
son, the  G  &  J  has  been  steadily  coming 
into  its  own  again.  The  force  of  the  same  fea- 
tures that  earned  it  fame  are  appealing  to 
the  riders  of  the  present  day  and  the  term 
"G  &  J"  has  regained  and  is  regaining  much 
of  its  lost  magic. 

So  far  as  motorcycles  are  concerned,-  the 
G  &  J  tire  is  in  practically  universal  use  and 
as  motorcycles  demand  more  of  a  tire  than, 
the  lighter  and  less  speedy  bicycle  de- 
mands, it  is  not  strange  that  of  late  so  many 
more  bicyclists  have  by  the  2  and  2  makes  4 
process  of  logic  awakened  to  what  the  same 
tire  holds  for  them. 

There  is  not — there  never  was — any 
doubting  the  quality  of  G  &  J  wares,  but  it 
is  safe  to  say  that  never  were  the  tires  so 


good  as  to-day.  Not  only  is  the  modern 
and  speed-giving  form  of  construction  re- 
tained— that  of  placing  layers  of  Sea  Island 
fabric  at  right  angles  to  each  other,  with  a 
layer  of  pure  rubber  between  them — but  the 
tire  is  now  made  by  the  "open  cure"  pro- 
cess; that  is  to  say,  it  is  cured  in  live  steam 
instead  of  by  dry  heat  in  moulds.  It  is 
naively  pointed  out  that  the  difference  be- 
tween the  two  processes  is  the  same  differ- 
ence between  steamed  food  and  baked  food. 
Steaming  renders  the  tire  very  pliable  and 
tough  and  scorching  is  impossible. 

The  G  &  J  Tire  Co.,  whose  plant  is  in 
Indianapolis,  Ind.,  market  a  road  tire,  a 
heavy  tread,  almost  puncture  proof  tire,  a 
racing  tire  and  a  tandem  tire,  and  also  types 
for  motor  bicycles  and  motor  tandems.  The 
range  of  sizes  afforded  is  usually  extensive 
-^20  to  30  inches  and  from  Ij/^  to  2iX  inches. 


Next  time  Tom  writes  that  he  feels  "all 
run  down"  why  not  suggest  that  a  bicycle's 
the  best  thing  for  what's  the  matter  with 
him?  He  probably  knows  it  well  enough 
but  needs  urging. 


For  a  quarter  of  a  century  the  name  Hart- 
ford has  been  associated  with  the  art  of 
rubber  manufacture,  so  that...the  Hartford 
Rubber  Works  Co.  were  already  old  hands 
at  the  business  when  the  pneumatic  tire 
first  made  it  appearance  on  the  scene  as  a 
commercial  commodity.  And  since  that  first 
day    when    the     pioneer     pneumatics     were 


jokingly  compared  to  lengths  of  fire  hose 
wrapped  around  a  wire  wheel  and  proved 
the  butt  of  endless  cartoons  which  repre- 
sented them  to  be  anything  from  hot  water 
bottles  up  to  road  rollers,  the  name  Hart- 
ford has  stood  for  pneumatic  tires,  And  its 
full  signifcance  in  this  connection  is  some- 
thing of  which  its  sponsers  may  well  be 
proud,  for  it  is  a  name  that  has  a  definite 
meaning  to  every  cyclist.  It  stands  for 
quality  and  reliability  and  what  it  repre- 
sents in  dollars  and  cents,  probably  not  even 
those  who  have  contributed  to  make  it 
stand  so   high   could  calculate. 

Since  the  advent  of  the  motor  bicycle 
in  numbers,  attention  has  been  paid  to  the 
needs  of  the  power  propelled  machine  and 
for  this  purpose  the  Hartford  makers  rec- 
ommend the  Dunlop  detachable  type,  the 
peculiar  design  of  which  makes  it  one  of 
the  few  that  permit  it  to  be  cured  by  live 
steam  without  the  aid  of  moulds.  The 
Hartford  line  includes  special  motorcycle 
ti'pes,  as  well  as  others  for  heavy  duty 
whether  on  pedalled  or  self-propelled  ma- 
chines, such  as  the  Thicktread,  the  Thorn- 
proof,  the  Standard  all  round  road  tire,  and 
the  Heavy  Standard  Tandem  Tire.  Be- 
sides these  there  is  the  "Hartford  80"  made 
in  three  grades— ;-the  Road  Tire,  Heavy  Tan- 
dem and  Extra  Heavy  Corrugated,  and  also 
in  a  racing  type.  There  are  also  three 
grades  for  ordinary  bicycles  in  the  Dunlop 
detachable  type,  the  Invincible,  the  Tandem 
and    the    Motorcycle,    each    being    specially 


168 


THE  BICYCLING  WORLD 


designed  for  the  particular  service  in  whicli 
it  is  intended  to  be  employed. 


Palmer  tires  never  have  needed  an  intro- 
duction, either  to  the  rider  or  to  the  trade. 
They  made  themselves  known — they  make 
themselves  known  wherever  used.  The 
Palmer  is  one  of  those  tires  that  is  talked 
about.  It  stands  for  the  highest  degree  of 
the  art  of  resilient'  tire  manufacture.  It  is 
the  product  of  that  great  big  concern,  the 
B.  F.  Goodrich  Co.,  Akron,  Ohio,  and  it  is 
not  too  much  to  say  that  it  is  a  good  index 
to  the  quality  of  a  bicycle.  Palmers  were 
never  seen  on  a  cheap  or  doubtful  "crock." 
They  probably  would  squirm  off  the  rims 
if  ever  they  were  applied  to  such  goods. 

While  these  well-known  tires  are  made 
for  every-day  road  use  under  the  brands 
"Palmer,"  "Mexican,"  "Plank  Road,"  etc., 
it  was  as  a  speed  tire  that  it  earned  its 
fame.  Its  "life"  and  its  resiliency  is  not 
short  of  remarkable.  Under  their  own  name 
the  Goodrich  Co.  also  make  five  different 
styles.  These  are  the  "Goodrich  19,"  of 
open  woven  fabric  in  four  weights,  tandem, 
triplet,  quad  and  anti-cactus;  "Goodrich  17" 
in  one  weight  only  and  the  magic  "999,"  all 
being  of  the  single  tube  type  with  corru- 
gated treads.  Then  there  is  the  cemented 
double  tube  Goodrich  M  &  W  tire  in  two 
weights,  and  three  weights  of  the  Good- 
rich G  &  J,  known  as  road,  tandem  and 
heavy  tread,  which  are,  of  course,  of  the 
double  tube  detachable  pattern. 


It  would  seem  that  the  Diamond  Rubber 
Company,  Akron,  Ohio,  made  a  happy 
choice  of  a  name  in  selecting  the  stone  of 
"first  water"  as  a  mark  of  excellence  to 
typify  in  their  products  and  they  have  suc- 
ceeded in  doing  so  to  an  extent  that  prob- 
ably must  have  been  even  beyond  their 
most  sanguine  expectations. 

Whether  they  happen  to  carry  a  guaran- 
tee or  not  seems  to  make  no  difference,  for 
the  Reliance  puncture-proof,  which  is  an 
unguaranteed  single  tube  that  came  from 
the  Diamond  "mine"  but  two  years  ago,  has 
established  itself  in  the  good  graces  of  the 
trade  and  the  consumer  as  strongly  as  if 
it  had  been  on  the  market  ten  years  instead 


The    Hartford    Rubber   Works. 


of  two.  Among  the  other  Diamonds  that 
form  a  cluster  of  brilliance  are  the  Hunter, 
which  is  a  high  grade  single  tube  with 
thread  fabric,  the  Diamond  400  and  the 
Diamond  Ixion,  both  of  which  have  woven 
fabric  though  the  latter  is  a  second  grade, 
but  guaranteed.  The  Diamond  Puncture 
Proof  is  another  high  grade  single  tube, 
while  the  Original  completes  the  single  tube 
list.  In  the  double  tube  type  there  are  the 
Diamonds  1920  and  Niagara,  the  latter  be- 
ing an  unguaranteed  puncture  proof  tire. 


That  Kokomo  and  quality  are  synony- 
mous is  strongly  evidenced  by  the  fact  that 
even  with  its  enlarged  facilities  The 
Kokomo  Rubber  Company,  of  Kokomo, 
Indiana,  find  life  is  one  continual  round 
of  orders  for  their  well-known  single 
tube  tires,  as  well  as  the  Kokomo  inner 
tubes,  which  tax  their  capacity  to  get  the 
goods  out  of  the  factory.  And  that  few  of 
them  ever  come  back  for  any  cause  is  even 
a  stronger  argument  of  their  "built  to  last" 
characteristics.  It  is  one  thing  to  know 
how  a  good  bicycle  tire  should  be  made 
and  another  thing  to  make  it,  and  the  re- 
ception tendered  the  New  Oxford,  the  De- 
fender and  the  Clover  Leaf  marks  show 
that  the  Kokomo  factory  is  keenly  alive  to 


both. 

All  three  tires  are  of  the  single  tube  vari- 
ety, the  New  Oxford  being  made  in  sizes 
from  20  to  30  inches  and  with  a  corrugated 
tread,  while  the  Defender  is  a  special  with 
a  milled  tread  and  is  made  in  three  distinct 
types,  road,  cactus  and  tandem.  The  Clover 
Leaf  is  the  only  smooth  tread  of  the  three 
and  is  made  for  racing,  tandem  and  road 
work. 


It  is  one  of  the  proudest  boasts  of  the 
Fisk  Rubber  Co.,  Chicopee  Falls,  Mass., 
that  it  has  never  marketed  nor  even  made  a 
tire  which  did  not  bear  its  own  name.  And 
wherever  known,  that  name  has  stood  for 
the  best  of  quality  both  in  manufacturing 
and  marketing,  as  well  as  in  material  and 
structure.  In  variety  of  intent  and  wide 
range  of  applicability,  the  Fisk  line  is  sig- 
nificant. The  quota  of  bicycle  tires  includes 
a  type  for  almost  every  conceivable  class  of 
use  and  user. 

There  are,  for  instance,  the  Puncture 
Proof,  Cactus  and  Racing  tires,  each  with 
an  individual  reputation  of  its  own,  which 
goes  to  strengthen  the  reputation  of  the 
name  wherever  it  is  found.  The  Premier 
and  Premier  Puncture  Proof,  as  well  as  the 
New  Departure,  together  with  the  ad- 
ditional numbered  styles,  all  made  in  rang- 
ing sizes  according  to  their  purpose,  is 
complete  and  inclusive.  Even  the  juvenile 
series  has  a  character  all  its  own,  and  goes 
to  complete  an  otherwise  unbroken  chain 
of  utilities. 

For  the  motorcyclist,"  on  the  other  hand, 
there  is  the  Fisk  mechanically  fastened  tire, 
with  its  massive  base  of  rubber  and  fabric 
forming  a  solid  groundwork  upon  which 
bears  the  tube,  and  which  is  incapable  of 
crowding  or  pinching  it  even  under  dire 
stress  of  careless  handling.  The  method 
of  fixture  is  by  means  of  a  series  of  through 
bolts  passing  from  side  to  side  of  the  base, 
and  clamping  the  tire  to  flange  and  flange, 
is  a  noteworthy  consideration  in  itself. 


The  B.  F.  Goodrich  Plant  at  Akron,  Ohio. 


"Maybe   a   little   more   trouble   to   repair, 


THE  BICYCLING  WORLD 


169 


valve  stems,  patching  rubber  and  plugs  and 
similar  specialties. 


Morgan  &  Wright's  Detroit  Rubber  Works. 


but  not  so  apt  to  need  it,  and  bound  to  stay 
repaired  when  fixed,"  may  be  said  to  repre- 
sent   the    characteristics    of    the    M    &    W 
double    tube    bicycle    tire,    whose    makers 
have   stood   as   the   chief   exponents   of  the 
cemented  double  tube  type  first,  last  and  all 
the   time.      But   single   tube   tires    are   also 
put   out  under   the   M   &   W   mark  and   an 
equally  liberal   assortment   of  special   types 
is  offered  in  each  so  that  a  tire  for  any  par- 
ticular class  of  work  may  be  had  from  the 
Chicago  makers,  who,  by  the  way,  are  just 
about  to  take  possession  of  their  immense 
new    plant   in    Detroit,    Mich.     This    plant, 
the  main  building  of  which  is  four  stories, 
and  measuring  300x60  feet,  has  been  in  the 
course    of   construction   for   almost   a   year 
past  and  contains  every  modern  equipment. 
The  M  &  W  line  offers  tires  for  juvenile 
wheels  in  both  single  and  double  tube  types, 
the  former,  lyi  inches  sectional  diameter  by 
24,  and  the  latter  of  the  same  size,  known 
as  style  G.     Then  there  is  style  A  double 
tube  for  track  and  light  road  racing;  style 
S2.     Cataplarro,  heavy   tread   for   flint   and 
gravel  road  work  and  style  J  for  heavy  road 
riding.     In  the  single  tube  line  which  com- 
prises about  half  a  dozen  types,  there  is  a 
tire  of  each  type  that  corresponds  to  a  simi- 
lar  type   of   double    construction.     For   in- 
stance, there  is  the  Cataplarro  heavy  tread 
single  tube  and  the  Standard  and  types  D, 
L  and  X,  all  of  which  have  their  counter- 
parts in  the  double  tube  line.    Beside  these, 
Morgan  &  Wright  also  produce  a  cushion 
tire,    a   variety   of   butt   ended   inner    tubes 
and   vast    quantities    of   tire    tape,    cements 
and  the  like. 


and  Monarchs  which  have  long  been  the 
standby  of  the  Goodyear  line,  though  they 
constitute  but  a  small  part  of  it,  and  al- 
though this  year  the  Goodyear  people  are 
strongly  featuring  their  Giant  Heavy  Road- 
ster tire  with  a  corrugated  flat  tread — about 
the  only  flat  tread  bicycle  tire  on  the  mar- 
ket. 

In  addition  there  are  the  Cactus  Puncture 
Proof,  the  Giant  Heavy  Roadster,  the 
Princeton  and  the  New  Surety,  the  Akron 
No.  20,  the  Buckeye  single  tube,  the  Na- 
tional and  Eureka  single  tube  tires  and  the 
Victory  and  Tip  Top,  all  of  which  are  made 
with  corrugated  treads.  There  is  the  Cleve- 
land puncture  proof  and  the  Krackajack 
made  with  a  smooth,  raised  tread  of  rubber 
and  the  Colonial  and  National  corrugated 
tread  double  tube  tires  made  under  M  &  W 
license.  Inner  tubes  of  the  cemented  type 
and  also  of  the  endless  variety,  are  turned 
out  in  large  quantities,  as  well  as  separate 


"Continental"  has  always  stood  for  a  type 
of  construction  in  bicycle  tires  that  was 
different.  Ever  since  it  has  been  making 
bicycle  tires  the  Continental  Rubber  Works, 
Erie,  Pa.,  has  been  turning  them  out  on  a 
plan  all  its  own  and  that  it  is  a  good  one 
hardly  calls  for  statement  in  view  of  their 
continued  success.  The  fabric  is  made  of 
continuous  layers  moulded  in  a  true  circle, 
which  does  away  with  the  necessity  of  splic- 
ing, while  in  the  double  tube  type  the  casing 
is  moulded  in  circular  section  without  splic- 
ing and  without  the  use  of  the  inner  tube 
made  separately 

Counting  the  Liberty  which  is  a  medium 
priced  tire  sold  without  any  guarantee,  the 
Continental  single  tube  line  comprises  four 
styles,  the  others  being  the  No.  10  regular 
roadster;  No.  30  roadster  and  No.  20  special 
roadster.  Besides  these  two  types  of  dou- 
ble tube  tires  are  made  the  No.  60,  a  road- 
ster, and  the  No.  80,  a  tire  of  extra  quality 
and  heavy  tread.  Juvenile  tires  are  also 
made  in  both  single  and  double  tube  types 
and  large  quantities  of  inner  tubes  are  man- 
ufactured. 

Thus,  if  variety  can  count  as  a  measure 
of  the  ability  of  a  manufacturer  to  please 
his  patrons,  beyond  a  doubt,  the  Inter- 
national Auto  and  Vehicle  Tire  Company, 
of  Milltown,  N.  J.,  should  be  placed  upon 
a  lofty  pinnacle.  For  it  markets  no  less 
than  nineteen  distinct  and  different  brands. 

There  are,  for  example,  the  Chase  Tough 
Tread,  and  the  Chase  Roadster,  to  say  noth- 
ing of  four  separate  classes  which  are  put 
out  under  the  International  headline  itself. 
Then  there  are  the  particular  resilient  types, 
the  Thorn  Proof  Thick  Tread,  the  Endur- 
ance Roadster,  and  the  Endurance  Cushion 
Pneumatic.  And,  of  course,  there  is  a  full 
line  of  juvenile  type  marketed. 


"They  embody  the  best  principles  that 
years  of  tire  building  have  taught,"  is  the 
statement  of  the  makers  of  the  Goodyear 
bicycle  tires,  the  Goodyear  Tire  &  Rubber 
Co.,  Akron,  Ohio.  The  new  wrinkle  in  valve 
attachment  that  was  introduced  last  year 
having  proved  to  be  all  that  was  expected 
of  it  in  preventing  the  tire  from  becoming 
porous,  has  been  retained,  and  forms  one 
of  the  distinctive  features  of  the  Pathfinders 


The  G  &  J  Tire  Factory,  Indianapolis,  Ind. 


170 


THE  BICYCLING  WORLD 


How 

High-Grad€  Bicycles 

Are  Made 


It  is  not  a  new  storj' — that  of  how 
bicycles  are  made;  but  until  the  end  of  time 
it  will  remain  an  interesting  one  and  one 
that  will  hold  the  attention  of  the  rising, 
generation,  at  least.  Of  the  many  who  ride 
bicycles  few  have  seen  the  inside  of  a 
bicycle  factory.  So  gloriously  simple  is 
the  completed  product,  that  few  persons 
ever  pause  to  consider  the  wealth  of  detail 


In  the  nickel-plating  department.      The  gas-heated   enameling   ovens.       Where   th§ 

finished  parts  are  inspected. 


Drilling  Cranks, 
and  painstaking  care  and  attention  that  its 
production  entails — that  is  the  production 
of  bicycles  of  quality.  For  there  is  a  wealth 
of  detail  and  care  required  and  though  each 
factory  may  have  certain  processes  peculiar 
to  itself,  for  the  purposes  of  this  story,  the 
methods  that  produce  Racycles  at  the  plant 
of  the  ]\Iiami  Cycle  &  Mfg.  Co.,  Middle- 
town,  Ohio — many  of  which  methods  are 
well  portrayed  by  the  accompanying  illus- 
trations— will  serve  admirably  as  to  apply- 
ing to  bicycle  manufacture  generally. 

The  tires  would  appear  to  form  the  foun- 
dation upon  which  the  whole  structure  rests, 
but  in  reality  they  are  merely  the  finishing 
touch  with  which  the  manufacturer  of  the 
bicycle  itself  has  little  to  do  except  to  fas- 
ten them  on  the  rims.    As   a  matter  of  fact 


THE  BICYCLING  WORLD 


171 


the  frame  forms  the  nucleus  about  which 
all  the  remaining  i)arts  are  clustered,  so 
that  with  the  making  of  this  the  bicycle 
may  well  be  said  to  have  its  inception — and 
it  is  well  to  bear  in  mind  the  methods  here 
described      apply      solely      to     high      grade 


Drilling  and  pinning  frames. 

bicycles.  In  the  manufacture  of  cheap  ma- 
chines every  penny  counts.  Penny  pinching 
;s  indeed  the  cardinal  doctrine  and  always 
is  the  aim  not  to  see  how  much  can  be  done, 
but  how  little  and  how  that  can  be  done 
quickest,    with    the    cheapest   possible   labor 


II 

.^^■H 

.1            .■\,'r^-^u~'s-ryt-.-  --«--     - 

Ir^'rilM 

»■"» 

„,^;^-|^_ 

y 

|^^^^^HIH^4lv|  ~"      ^^R 

Brazing  the  Joints. 

and  the  cheapest  possible  materials  and  pro- 
cesses. 

Steel  tubing,  which  has  gone  through 
some  very  striking  processes  itself  before 
ever  reaching  the  bicycle  factory — and  the 
production  of  which  in  America  was  de- 
veloped by  the  bicycle — may  therefore  be 
rightly  said  to  constitute  the  first  "ingre- 
dient,"   Observe,  if  you  will,  the  workman 


In  the  wheel  room,    Assembling  the  finished   machines. 

shipment. 


The   last  step— crating  for 


\n 


THE  BICYCLING  WORLD 


at  the  bench  operating  a  simple  little  ma- 
chine— probably  one  of  the  simplest  in  the 
whole  establishment.  The  bench  is  piled 
with  short  pieces  of  tube  while  on  the  floor 
beside  him  is  a  heap  of  long  stock  lengths. 
He  picks  up  one  of  them,  shoves  it -between 
the  swiftly  revolving  cutters  until  it  reaches 
a  certain  point;  and  with  a  pull  at  the  lever 
snips  it  oflf,  and  the  operation  is  repeated 
indefinitely.  The  number  of  cuts  neces- 
sary to  provide  the  three  long  pieces  com- 
prising the  frame  are  made  in  the  time  it 
takes  to  describe  the  operation. 

The  head,  seat  post  and  crank  bracket 
connections  are  the  only  remaining  parts 
necessary  to  assemble  the  frame  and  these 
are    being   supplied   at    an   adjacent   bench. 


deal  more  noise  than  it  should.  The  added 
roar  is  that  of  the  powerful  blowers  forcibly 
drawing  off  the  metallic  dust  _and  ejecting 
it  into  the  outer  air.  The  frames  and  forks 
again  separate,  the  former  coming  into  the 
hands  of  the  gangers  who  test  them  care- 
fully for  alignment  and  then  to  a  general 
inspector  before  finally  reaching  the  enamel- 
ing room,  while  the  latter  go  through  simi- 
lar steps  before  being  bundled  off  to  the 
nickel  plating  department.  Both  are  about 
to  enter  upon  the  last  step  before  forming 
a  part  of  a  complete  machine. 

The  frames  are  chemically  cleaned  and 
polished  to  remove  every  trace  of  foreign 
matter,  and  are  then  treated  to  a  bath  in 
anti-rust  solution  to  prevent  the  tubing  from 


Cutting    the    Sprocket    Wheels. 


They  are  put  in  and  when  rough  shaped  are 
carried  over  to  the  forming  machine  to  be 
drilled,  wired,  riveted  and  made  ready  for 
the  brazers.  Each  joint  having  been  sub- 
jected to  the  roaring  flame  until  red  hot, 
and  then  having  had  molten  brass  poured 
into  every  crevice,  the  artisan  meanwhile 
turning  and  twisting  the  piece  to  insure  the 
penetration  of  the  yellow,  watery  looking 
metal,  the  frame  is  complete,  and  is  put  one 
side  for  the  finisher.  In  the  interim,  the 
forks  have  been  under  construction;  the 
crowns  have  been  forged  by  the  drop  ham- 
mers at  white  heat,  and  the  fork  sides  of 
18  gauge  seamless  tubing  reinforced  at  the 
tips  have  been  assembled,  also  by  riveting 
and  brazing,  and  for  the  first  time  the  frame 
and  the  forks  come  together  in  the  first 
detail  of  the  finishing  process. 

At  a  long  row  of  vises  along  the  wall  men 
are  filing  the  brazed  joints  of  the  frames 
smooth  by  hand,  while  others  are  holding 
the  recently  assembled  forks  and  crowns 
up  against  whirring  emery  wheels — an 
operation    that    apparently    makes    a    great 


becoming  corroded.  A  large  number  of 
them  are  then  hung  near  the  ceiling  of  a 
huge  gas-heated  oven  and  this  anti-rust 
solution  subjected  to  a  baking  for  five  hours 
at  a  temperature  of  350  degrees  Fahrenheit. 
As  soon  as  they  have  again  cooled  they  are 
sandpapered  and  washed  and  are  then  ready 
for  the  first  coat  of  enamel.  Plain  colors 
such  as  black  are  applied  by  dipping  in  huge 
tanks  with  a  capacity  of  several  frames  at 
a  time,  while  the  finishing  touches  in  color, 
the  striping  and  lettering  are  handwork, 
and  the  rapidity  with  which  the  detail  is 
worked  in  by  the  busy  brushes  of  the  enam- 
elers  forms  a  fascinating  scene.  Another 
baking  in  different  ovens  and  at  temperat- 
tures  varying  from  180  to  350  degrees 
Fahrenheit  according  to  the  shades  em- 
ployed, follows  the  application  of  the  first 
coat  of  enamel,  and  after  this  they  are 
again  rubbed  down.  Like  carriage  painting, 
the  process  of  securing  a  good  body  and 
finish  on  the  steel  tubing  is  a  tedious  one 
and  requires  that  the  operations  of  coatmg 
with  enamel,  baking  and  rubbing  down  be 


repeated  a  number  of  times,  which  varies 
with  the  color  desired.  After  it  is  complete 
the  plain  black  frames  receive  a  finishing 
coat  of  transparent  copal  before  being  sub- 
jected to  the  final  baking.  Since  first  ap- 
pearing as  a  frame,  the  materials  which  the 
visitor  may  imagine  himself  to  be  following 
step  by  step  into  the  complete  bicycle,  have 
undergone  seven  different  operations, 
passed  through  five  ovens  and  are  again 
ready  for  a  general  inspection  before  going 
to  the  stock  room.  In  the  meantime  the 
forks  have  reached  the  same  place  via  the 
nickle  plating  room  where  they  have  been 
subjected  to  a  lengthy  process  of  finishing. 
But  handle  bars,  sprockets,  spokes, 
cranks,  seat  posts  and  all  the  multitude  of 
small  parts  that  go  to  make  up  the  com- 
plete machine,  also  have  to  pass  through 
the  nickel  plating  room.  Before  they  do 
so  however  they  must  first  come  into  exist- 
ence and  it  is  very  interesting  to  note  how 
they  are  made.  This  brings  the  course  of 
inspection  to  one  of  the  most  fascinating 
departments  of  the  factory — the  machine 
tool  room.  Here  are  machines  big  and  lit- 
tle, of  every  imaginable  description  and 
the  ceaseless  whirring  of  what  appears  to 
be  miles  of  shafting  and  belts  so  distract 
the  attention  that  it  is  difficult  to  confine 
observation  to  any  pa:rticular  detail.  Here 
at  a  row  of  semi-automatic  screw  machines 
long  piles  of  round  and  flat  steel  bars  are 
rapidly  being  converted  into  head  and 
hanger  cones,  crank  hangers,  bolts,  nuts, 
washers,  retainers  and  the  like.  Not  far 
away  is  another  row  of  the  same  machines, 
cutting,  biplaning  and  facing  rear  sprockets 
of  various  sizes.  Opposite  them  are  milling 
machines  which  convert  the  round,  useless 
looking  blanks  into  sprockets  by  cutting 
teeth  out  of  their  edges  and  this  may  well 
be  said  to  be  one  of  the  most  interesting 
of  the  mechanical  operations.  Taking  al- 
most three  dozen  of  the  fiat,  hollow  disks 
to  be  converted  into  the  large  30  tooth 
sprockets  that  constitute  one  of  the  dis- 
tinctive features  of  the  Racycle,  the  work- 
man passes  them  over  a  mandrel  or  bar, 
clamps  them  tightly  together  between  two 
plates  and  the  whole  is  set  in  the  machine 
and  connected  up.  The  machine  is  started 
and  the  solid  group  of  blanks  is  slowly 
drawn  beneath  what  appears  to  be  a  rap- 
idly revolving  star  wheel.  This  is  the  mill- 
ing cutter  and  its  passage  leaves  a  remark- 
ably clean  and  well  defined  channel.  One 
instinctively  watches  the  operator  to  note 
what  he  will  do  when  the  cutter  comes  to 
the  end  of  its  course,  but  he  keeps  his  eye 
on  the  work  and  makes  no  move.  With  a 
click  and  a  slight  jerk  the  machine  revolves 
the  blanks  one  notch,  draws  them  back  to 
their  starting  point  and  again  sends  them 
under  the  cutter  which  mills  the  next  chan- 
nel, leaving  between  the  two  the  first  row 
of  teeth  on  the  sprockets  to  be.  The  ma- 
chine is  a  "full  automatic"  and  barring  acci- 
dent, it  performs  its  functions  continuously 
without  supervision  other  than  a  supply  of 
new  blanks  from  time  to  time. 

While  apparently  as  simple  a  piece  of  the 


THE  BICYCLING  WORLD 


173 


Temptation, 


'  HOW    HAPPY   I'd    be   WITH    EITHER,   WERE  T'OTHER   DEAR   CHARMER  AWAY."' 


machine  as  any,  the  cranks  go  through  a 
great  many  operations,  the  special  design 
of  the  Racycle  in  this  respect  making  22 
operations  for  the  right  crank  and  18  for 
tlie  left  crank  necessary  for  their  comple- 
tion, with  a  trip  to  the  inspection  room  after 
each  machining  operation.  From  the  time 
that  the  crank  first  takes  form  under  the 
hammer  of  the  drop  forging  press,  is  drilled, 
turned  and  machined  a  number  of  times,  un- 
til it  finally  emerges,  complete  except  for 
its  ornamentation,  it  goes  through  a  course 
of  different  operations  such  as  would  suffice 
in  the  eyes  of  the  uninitiated  to  build  a 
whole  bicycle.  Having  completed  this  long 
round,  it  goes  together  with  the  other  pro- 
ducts of  the  machine  room  to  the  tempering 
department  where  all  similar  parts  are 
taken  to  be  carbonized  and  case  hardened 
nr  tempered.  Having  emerged  from  this 
it  enters  upon  the  next  to  the  last  step  by 
joining  a  mass  of  all  the  other  small  parts 
in  what  may  be  termed  the  ante-room  of 
the  nickel  plating  department. 

At  a  long  row  of  whirring,  roaring  ma- 


chines, operators  are  grinding  and  polishing 
cranks,  sprockets,  handle  bars  and  other 
parts  that  are  to  be  bright  on  the  finished 
bicycle.  Each  workman  devotes  himself 
to  a  certain  part  of  the  machine  and  there 
they  sit,  hour  after  hour,  holding  a  sprocket 
or  a  handle  bar  up  against  the  rapidly  re- 
volving buff  or  polishing  wheel.  After  an- 
other inspection  the  small  parts  enter  upon 
the  last  step.  They  are  first  suspended  in  a 
boiling  solution  of  caustic  potash  or  some- 
thing similar  to  eliminate  every  trace  of 
dirt  and  grease,  and  are  then  made  chemi- 
cally clean  by  being  put  through  various 
solutions  and  scouring  processes.  Next 
they  are  given  a  heavy  deposit  of  copper 
in  the  first  plating  vats  and  after  being  dried 
are  again  buffed  until  they  shine  more  like 
gold  than  anything  else.  This  is  to  secure 
a  perfectly  smooth  surface  for  the  nickel 
and  after  another  cleaning  they  find  their 
way  into  the  nickel  plating  vats,  where  they 
remain  three  to  five  hours,  meanwhile  being 
steadily  kept  in  motion  so  that  every  part 
of  the  article  may  receive  an  even  deposit. 


From  this  they  emerge  a  dull,  silvery  white 
which  turns  to  a  brilliant  lustre  under  the 
final  buffing. 

Having  traced  the  course  of  every  part 
through  its  many  phases,  from  raw  material 
to  the  finished  article,  they  may  be  fol- 
lowed to  the  stock  rooin  where  all  are  col- 
lected. Here  are  to  be  seen  practically 
everything  except  the  frames,  which  have 
already  been  described,  and  the  wheels. 
The  wood  rims  constitute  one  of  the  very 
few  parts  that  are  not  made  in  the  factory 
itself,  and  with  their  addition  the  wheels 
are  put  together  in  a  room  specially  devoted 
to  the  purpose  and  the  last  part  is  ready 
for  the  assembler.  Wheels,  forks  and  frames 
are  joined  for  the  first  time,  handlebars  and 
seat  posts  added,  cranks,  sprockets  and 
chains  i:)ut  in  place  and  adjusted,  grips  fas- 
tened in  place  and  the  saddle  bolted  on 
and  the  bicycle  is  ready  for  the  road.  But 
in  order  to  to  reach  the  latter,  it  is  first 
packed  in  a  crate  in  the  shipping  depart- 
ment, which  marks  its  last  connection  with 
the  factory. 


174 


THE  BICYCLING  WORLD 


^Thc  Bicycle  Records^ on  the  BooKs^ 


PROFESSIONAI<  COMPETITION.— UNPAGED. 

A  handicap    is   recognized   as   competition   record  if  the   time   made 
than  has  been  made  in  any  scratch  race  of  same  distance. 

Time.  Holder.  Place. 

li  mile,      0:28^-3 F.    E.    Kramer Vailsburg     May 

Yi       "        0:38^5 E.   C.  Bald Charlotte,  N.   C Nov. 

'yi       "         0:S4^s F.   E.    Kramer. ..  .Vailsburg    June 

*J4       "  1:225^ C.    E.    Hollister. .  .Salt    Eake    City    Aug. 

*   1       "         1:49  JS F.    E-   Kramer Vailsburg-    Sept. 

•2       '■         3:48      VV.  M.  Samuelson.  Salt    Eake    City    Aug. 

3       "         5:55>i Iver    Eawson Ogden     ' July 

•5       "       10:15      W.   S.   Fenn   Vailsburg     Aug. 

10       "       21:295^ W.  M.  Samuelson.Salt  Eake  City   Aug. 

15       "       33:44     F.    E.   Kramer Vailsburg     Sept. 

20       "       46:06H-...E.    C.    Hausman.  .Madison  Square  Garden. .  .Sept. 

25       "       57:52^i F.    E.    Kramer Madison  Square  Garden. .  .Sept. 

One   hour,    26   miles    19    yards,    W.  Hedspeth,  Dayton,  O.,  July  31, 
*Made   in  handicap. 

PROFESSIONAE  AGAINST    TIME.— PACED 

Holder.  Place. 

. .  Major   Taylor Chicago     Nov. 

..J.    S.    Johnson. ..  .Nashville    Oct. 

.  .Major   Taylor Chicago   Nov. 

..W.  W.  Hamilton. .Coronado,    Cal Mar. 


AMERICAN    PROFESSIONAE   PACED  HOUR  RECORDS. 


Time. 

hi   mile, 

0:20      .. 

'A      '■ 

0:27^.. 

H      " 

0:41      .. 

'A      " 

0:58^.. 

1      " 

1:06/5.. 

2       " 

2:20^.. 

3       " 

3:30y5-- 

4 

4:41/5.. 

5       " 

5:51      .. 

is   better 

Date. 
4,  1902. 

3,  1897. 
15,  1902. 
18,  1905. 
11,   1904. 

4,  1905. 
6,  1905. 

25,  1901. 

5,  1904. 
22,  1901. 
28,  1901. 
28,  1901. 

1902. 


Date. 

9,  1899. 

29,   1896. 

10,   1899. 

2,  1896 


.  .R.    A.    Walthour. 
, .  Joe   Nelson 


•  Chas.    River    Pk May  31,1904 

"   Aug.  27,   1903 


3 

4 

5 

6 

7 

8 

9 

10 

11 

J2 

13 

14 

15 

16 

17 

IS 

19 

20 

21 

22 

23 

24 


1  hour,      50 

2  hours,  77 
106 
137 
168 
197 
199 
218 
246 
265 
239 
312 
335 
355 
i/d 
397 
403 
416 
432 
450 
466 
485 
507 
528 


miles,      3  yards,  Harry    Caldwell Charles  River  Pk.Sept.     1,  1903. 

"      440  '■        Tames    Moran Revere     Aug.     8,  1903. 

900  "        Harry   Caldwell Revere     Sept.     5,1904. 

275  '■        Hugh   McEean "         

910  "        James    Moran "        " 

220  "       James    Moran "        

220  "       Chas.  Turville Salt  Eake  City ...  Sept.    15,   190E 

440  "       W.F.King 

440 


880 
1,540 


220 
440 


1,540 
660 
220 

1,320 
925 


B.   W.    Pierce Waltham     July     3,   1899. 

W.  F.  King Salt  Eake  City... Sept.   15,   1901. 


John    Eawson Los  Angeles June  10,   1900. 


PROFESSIONAE  AGAINST  TIME.— UNPAGED  Rl  CORDS. 

Time.  Holder.  Place. 

mile.      0:24     W.  M.  Samuelson. Ogden     July 

0:34}i W.    W.    Hamilton. Coronado,   Cal Mar. 

0:51'A W.  M.  Samuelson. Ogden     July 

"  l:l4'/i  . .  .  .V/.    C.    Sanger Denver     Nov. 

1:53/5 W.  M.  Samuelson.Salt    Eake    City July 

4:08/5 "  ■  "  "         "      J""*^ 

"         6:32/5 F.    J.    Titus Woodside  Pk,  Philadelphia. July 

8:50      "  

11:04}^ ."Mex    Peterson Dayton,     O Aug. 

23:09^5 W.    W.    Hamilton. Denver,    Col July 

"       35:03      ....  •■  ■         ■•         "    

"       47:08/5 "  •         ',         '      

"       59:13/s....  "  •  "    

One  hour,  25   miles,   600  yards,   W.  W.    Hamilton,    Denver,    July    9, 

PROFESSIONAE    COMPETITION.—MOTOR     PACED. 


Time. 

1  mile. 

1:09/5.... 

2  miles 

,       2:19-.... 

3       ■• 

3:31^.... 

4 

4:43      

4 

4:43      

5 

5:51      .... 

6 

7  -.OO'A 

7       " 

8:07^ 

8       " 

9:14H..-. 

9       " 

10:22      

10       " 

11:29/5.... 

11 

12:36'A 

12       " 

13:43      .... 

13       " 

14:50/5.... 

14       " 

15:57/5.... 

15       " 

17:03/5 

16       " 

18:103/^ 

17       " 

19:17/5.... 

18       " 

20:24H 

19       " 

21:30*^.... 

20 

22:37^ 

21       " 

23:445^ 

22       " 

24:51^.... 

23 

25:59      .... 

24 

27:07?^^ 

25       " 

28:15H---. 

26 

29:223/5 

27       " 

30:30J^ 

28       " 

31:37/5.... 

29       " 

32:45      

30       " 

33:523^.... 

31 

36:26      .... 

32       " 

37:37/5.... 

33 

38:48^.... 

34       " 

39:57J^.... 

35       " 

41:07?^.... 

36       " 

42:18/^ 

37       " 

43:285^.... 

38       " 

44:3954 

39       " 

45:49?^.... 

40 

47:00     

41       " 

48:10^ 

42       " 

49:21H.... 

43       " 

50:31H---- 

44 

51:41!^ 

45       " 

52:50^.... 

46 

54:23^.... 

47       " 

55:49?^.... 

48       " 

57:21'/.... 

49       ■' 

58:43^.... 

SO       " 

59:59     

80       " 

2:11:14^ 

90 

2:28:46     .... 

100       " 

2:48:1144.... 

125       " 

3:31:12H---- 

Holder. 

Hugh  McEean 
Hugh  McEean 
James  Moran. 
Harry  Caldwell 
R.  A.  Walthour 


Harry   Caldwell 


. .  Hugh     McEean 


Place. 
Charles    River    Park Aug. 


June 

Sept. 

May 


Date. 

29,  1905. 

2,  1896. 

13,  1905. 

16,  1895. 

25,  1901. 

21,  1904. 

2,  1898. 

4,  1902. 

9,  1898. 


Date. 

27,  1904. 

28,  1904. 
1,  1903. 

31,  1904. 


WORED'S    PROFESSION  AE    SIX-DAY— UNPAGED 


.Sept.   1.   1903. 


Revere     Sept.     5,  1904. 


Hour.              Holders.  Distance.  Year. 

1   Gougoltz   and   Kaser 25.2  1902 

J  Gougoltz   and   Kaser 49.9  1902 

i   lilkcs   and  McFarland. . .      72.>i  1900 

4  Elkes   and  McFarland...      95.1  19U0 

5  Eeander    and    Krebs 118.1  1902 

6  Kedell    Brothers    141.2  1902 

7  Elkes  and  McFarland...   162.6  1900 

8  Bedell     Brothers     185.0  1902 

9  Elkes  and   McFarland...   204.3  1900 

10  "  "...    226.0  1900 

11  ■'  "         ...   247.5  1900 

12  "  ••         ...   267.2  1900 

13  "  "         ...   291.2  1900 

14  "  "...   309.5  1900 

15  "  "          ..  .    331.0  1900 

16  "  ■        "         ...   349.8  1900 

17  "  "         ...   371.3  1900 

18  '•  "...    390.6  1900 

19  "  "...    410.2  1900 

20  "  "...   428.9  1900 

21  "  "...   449.2  1900 

22  "  "...    470.1  1900 

23  "  "...    490.8  1900 

24  "  "...    510.1  1900 

25  "  "...    529.0  1900 

26  "  "...    547.7  1900 

27  "  "...    565.6  1900 

28  "  "         ...    586.4  1900 

29  "  "...    605.6  1900 

30  "  "...    622.1  1900 

31  "  "         ...   640.4  1900 

32  "  "...    659.4  1900 

33  "  "         ...    679.1  1900; 

34  "  "...   698.2  1900. 

35  "  "...    715.4  1900 : 

36  "  "...    734.2  1900 

37  "  "...    753.8  1900 

38  "  "         ...    773.3  1900 

39  ••  "...    792.1  1900 

40  "  "         ...    811.7  1900 

41  "  "         ...    831.0  1900 

42  "  "...   850.7  1900 

43  "  "...    869.1  1900 

44  "  "...    889.1  1900 

45  "  "         ...    906.1  1900 

46  "  "...    926.4  1900 

47  "  "...    946.8  19001 

48  "  "...    966.3  1900 

49  "  "...    985.3  1900 

50  "  "         ...1002.2  1900 

51  "  "         ...1020.5  1900! 

52  "  "         ...1038.6  1900 

53  "  "         ...1056.0  1900 

54  "  "         ...1073.3  1900 

55  Miller  and  Waller 1093.1  1899 

56  "                     "        1112.7  1899 

57  "                     "        1130.1  1899 

58  "                     "        1148.5  1899 

59  "                     "        1167.7  1899 

60  "                     "        1184.7  1899 

61  "                       "        1203.9  1899 

62  "                     "        1221.7  1899 

63  "                     "        1239.5  1899 

64  "                     "        1259.4  1899 

65  "                     "        1278.6  1899 

66  "                     "        1298.6  1899 

67  "                     "        1318.9  1899 

68  "                     "        1336.4  1899 

69  "                     "        1355.7  1899 

70  "                     "        1376.4  18991 

71  "                   "       1395.6  1899 1 


Hour. 
72  Miller 
73 


/6 

77 

78 

7=" 

SO 

81 

82 

83 

84 

85 

86 

87 

88 

89 

90 

91 

92 

93 

94 

95 

96 

97 

98 

99 

100 

101 

102 

103 

104 

105 

106 

107 

108 

109 

110 

111 

112 

113 

114 

115 

116 

117 

118 

119 

120 

121 

122 

123 

124 

125 

126 

127 

128 

129 

130 

131 

132 

133 

134 

135 

136 

137 

138 

139 

140 

141 

142 


Holders.     Distance. 

and  VVaiier 14ib.8 

I434.b 

1433.1 

1470.9 

1490.1 

1507.7 

1526.5 

1544.5 

1567.9 

1580.0 

1599.3 

1618.0 

1637.9 

1654.7 

1672.5 

1693.0 

1713.0 

1731.3 

1750.1 

1769.0 

"   1787.4 

1806.1 

1824.9 

1845.0 

1865.3 

1882.4 

1901.1 

1921.0 

1943.0 

1961.8 

"   1977.6 

1996.6 

2014.3 

2033.2 

2050.7 

2068.5 

2086.9 

2105.7 

2125.1 

2143.4 

2163.7 

2182.3 

2203.8 

2223.3 

2241.1 

2261.3 

"   '..2279.0 

2298.1 

2316.7 

2336.7 

2354.9 

2374.3 

"    2390.2 

2406.5 

2425.0 

2441.6 

2459.6 

:2477.3 

"   2494.8 

2512.2 

2531.0 

2549.6 

2567.3 

2586.7 

2607.4 

2626.8 

2647.4 

2669.1 

"   2690.4 

2711.5 

"   2733.4 


Year. 
1899 
1S99 
1899 
1899 
lb99 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 
1899 


THE  BICYCLING  WORLD 


175 


^Thc  Bicycle  Records  on  the  Books^ 


y^   mile, 

1 

2 
3 

5       " 
10 


Time. 

0:28^.. 

0:54^., 

1:18      .. 

1:22^.. 

\-A9%.. 

3:48      ., 

6:11  .. 
10:15  .. 
21:53M-. 


PROFESSIONAL     HANDICAP. 

Holder.  Place.  Date. 

.  .F.    Iv.    Kramer...  Vailsburg     Sept.     5,1904. 

..."  June  15,   1902. 

..W.    F.    Sims Washington    Aug.   15,   1898. 

..C.    h.    Hollister..Salt    Lake    City Aug.   18,   1905, 

..F.    L.    Kramer.  .  .Vailsburg     Sept.   11,   1904. 

.  .W.M.Samuelson..Salt    Lake    City Aug.     5,   1901 

..W.M.Samuelson..Salt    Lake    City July   12,   1904. 

..W.   S.   Fenn Vailsburg     Aug.  25,  1901 

.  .W.    S.   Fenn Vailsburg    July  27,   1902 


AMATFUR  AGAINST  TIME— MOTOR  PACED  RECORDS. 


WORLD'S    PROFESSIONAL  PACED    HOUR    RECORDS. 


1  hour, 

2  hours, 

3  " 
4 

5       " 

6 
10  " 
12  " 
15  " 
20  " 
24       " 


55  miles,  1,515  yards  Guignard 

99  "  580       ••       Contenet 

131  "  621 

156  "          518       "       Robl 

188  "           138       "          "     

248  "  661       "       Contenet 

400  "  1,429 

474  "  1,481 

574  "  398 

724  "  454 

815  "  291 


Contenet 
Bouhours. 


. . .  Leipsic    Sept, 

.  .  .  Paris     Mar. 

. .  .  Berlin     Aug. 


April    12,    1905. 

3,  1905. 

4,  1906. 
3,   1902. 


..Paris    Mar.     4,  1906. 


Yi   mile, 
*H        " 
*K       " 
*.2A       " 
'Yi       " 
*   1 
2 
3 
5       " 

10 

15 

20 

25 

30 

40 

50 

75 
100 


AMATEUR  COMPETITION.— UNPAGED. 

Time.  Holder.  Place. 

:28J^ M.    L.   Hurley Vailsburg     July 

:38^ W.    S.    Fenn Hartford     Sept. 

:57U....M.   L-  Hurley.  ..  .Providence    Aug. 

1 :18     M.  L.  Hurley "  July 

1  :26t^ J.  H.  McCormack .  Ogden      Aug. 


1900. 


1:57 
3:56j'5. 
5:57/5. 
10:31^5.. 
21:23      . 
35:32     . 
45:405^. 
1:00:39 
1:13:36 
1:39:S6J^. 
2:05:00^. 
3:30:365^. 
4:57:245^.... 
One  hour,   24   miles, 


.E, 
.S. 

.A. 
.S. 

.E. 
.Ed 


E.     Smith Salt    Lake    City Aug, 

H.    Wilcox •'         ••  "      July 

Carter Ogden     Aug. 

H.    Wilcox. ..  .Ogden    June 

P.     Linley. . . -New   Haven    May 

H.    CoUett New  York  City   May 

Stauder New    Haven     Aug. 

W.   Forrest.  .Vailsburg     July 


....J.   P.  Jacobson.  .  .New   York   City    Aug. 


Date. 

27,  1902. 

3,  1900. 

13,  1902. 

1,  1901. 

27,  1905. 
20,  1901. 
18,  1905. 

3,  1905. 

28,  1905. 
30,  1902. 
30,  1900. 

5  1900. 

28,  1901. 

25.  1899. 


.  .W.  Torrence. 


1,472    yards,    Geo.   H.   CoUett,   New  York  City,  May  30, 


*Made  in  handicap. 


AMATEUR    AGAINST   TIME,    UNPAGED. 


'A 

'4 

Vi 

H 

1 

2 
3 
4 
5 


'A 
H 

% 
1 

2 
3 

5 


mile 


Time. 

:25     , 

:25     . 

33:?^. 

:53r5. 
1:21/5. 
1:32J^. 

2:005^ John 

4:25     F.    S, 

6:391/$.... 

9:31% O.  B. 

11:56^.... 


Holder.  Place. 

.  Calvin   Snow Providence    Aug. 

.  N.    C.    Hopper Salt    Lake    City    Aug. 

.A.    B.    Simons Deming    May 

.N.    C.   Hopper Salt  Lake  City Aug. 

.J.    G.    Heil Denver    " July 

.S.    H.    Wilcox Ogden,    Utah July 

Hume Ogden,    Utah July 

Dusenberg.  .  .Ottumwa,     Iowa July 


Date. 

25,  1896. 

19,  1902. 

26,  1896. 
7,  1902. 

31,  1897. 

20,  1905. 
13,  1905. 
24,  1899. 

Hackenberger.  Denver  Dec.  13,  1895. 


Alvt.\TEUR    HANDICAP    IN    COMPETITION. 


Time. 
0:29M. 
0:38^. 
0:57^. 
1:18  . 
1:26^. 
1:57M. 
4:06*$. 
7:25  . 
10:56      . 


Holde 
.M.    L.    Hurley. 


Place.  Date. 

.  .Vailsburg     May  30,   1902. 


..W.    S.   Fenn.'. Hartford    Sept, 

.  ..M.    L.    Hurley. ..  .Providence    Aug. 

.  ..M.    L.    Hurley.  ..  .Providence     July 

.  . .  J.    H.  McCormack .  Ogden    Aug. 

...Eddie  E.  Smith. ..Salt  Lake   City Aug. 

...J.    B.    Hume Salt    Lake    City Aug. 

.  ..R.   A.    Garni Brookside    Park Sept. 

...M.    L.    Hurley Vailsburg     July 


3, 

1900 

13, 

1902 

1, 

1901 

27, 

1905 

20, 

1901 

25. 

1905 

11, 

1900 

6, 

1902 

AMATEUR    TANDEM— COMPETITION. 

1  :S2j''5  .  . .  .Hausman-Rutz    

3:54      Wilcox-McCormack.  Salt  Lake  City Aug.     1,1905. 

5:475^  ....Wilcox-McCormack.    "  "         "      July  27,   1905. 

10:15      Wilco.x-McCormack.    "  "         "      June  13,  1905. 


Vl 


3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

20 

25 

30 

35 


milC; 


Holder. 
.R.    G.    Holzel. 


Place. 
. .  Spokane     Sept. 


.Geo.  Leander. . . 
.Samuel  Sulkin.  , 
.Walter    Smith.., 


.  Indianapolis     Sept. 

.Charles    River   Park July 

.Vailsburg     July 


One 


Time. 
0:20  >$. 
0:29/5. 
0:44/s. 
1:13  . 
2:53H. 
4:23      

5:523/s.... 

7:183,$ 

9:S\% Joe    Nelson.. 

11:28$,$.... 
13:053/$.... 

14:43% 

16:21      

17:58      

19:34^ 

21:12      " 

22:50      

24:26t$ 

33:05% 

41:27      

50:235^ 

59:00      

hour,  35  miles,  1,055  yards. 


AMATEUR  COMPETITION.— MOTOR   PACED. 


Date. 
4,  1899. 

26,  1899. 
29,  1900. 
25,   1903. 

27,  1902. 


.Oct.   5,   1901. 


1   mile, 

2 

3       " 

4 

5 

6 

7 

8 

9 
10 
11 
12 
13 
U 
15 
20 
25 
30 
40 

50       " 
60 

62  " 
One 
Two 


Time. 

1:24%. 

2:47%. 

4:18J^. 

5:43%. 

7.07%. 

8:31^. 

9:56%. 

11:20%. 

12:44%. 

14:08%. 

18:14      . 

19:55      . 

21:363/$. 

23:184$. 

24:55%. 

34:02%. 

47:37      . 

57:28%. 

1:17:31% 

1:38:26% 

1:59:35% 

2:03:5   % 

hour,    31    miles, 
hours,    SO   miles 


Holder. 
Samuel 


Place.  Date. 

Sulkin.  .Providence     Aug.  22,   1903. 


Joe    Nelson Vailsburg Oct.   20,   1901. 


Ray 
John 


Duer Berkeley     Oval. 


Sept. 

Nelson. . .  .Montreal   Aug. 


9,   1899. 
10,   1899. 


460 
430 


yards, 
yards, 


John 
John 


Nelson, 
Nelson, 


Montreal,    Aug 
Montreal,    Aug. 


1899. 
1899. 


ADDITIONAL  RECORDS. 


World's  human-paced  hour  record,  professional — Rene  Portier,  30  miles  855 
yards,  Paris,  Oct.  22,  1905. 

World's  unpaced  hour  record,  professional. — Petit  Breton,  25  miles  969  yards, 
Paris,    Aug.    24,    1905. 

PROFESSIONAL  MULTICYCLE. 

Tandem — Competition — One  mile,  1:46%,  N.  Butler-T.  Butler,  Cambridge, 
July  31,  1897.  Against  time,  paced — Onemile,  1:37H,  McCarthy-Munroe,  Brock- 
ton, October  3,  1899.  One  mile,  1:43%,  Samuelson-Williams,  Salt  Lake  City, 
July  8,  1904.  Five  miles,  9:25  %,  Flower-Church,  Philadelphia,  November  6, 
1897.  Against  time,  unpaced — One  mile,  1:51%.  Swanbrough-Hughes,  Denver, 
October  4,  1897.  One  hour,  26  miles,  1,292  yards,  Sager-Swanbrough,  Denver. 
Handicap — One  mile,  1  :50,  J.  Chapman-I.  Lawson,  Salt  Lake  City,  June  2, 
1900. 

Triplet — Competition — One  mile,  1  :46,  Michael-Stone-Bainbridge,  Cambridge, 
July  31,  1898.  Against  time — One  mile,  1:40%,  Fernwalt-Munroe-Johnson,  Phil- 
adelphia, July  30,  1898.  One  hour,  28  miles,  75  yards,  Kaser-Miller-Gardiner, 
Bellair,   March   16,    1898. 

Quadruplet — Competition — One  mile,  1:50%,  Waller-Leonert-Pierce-Scherer. 
Cambridge,  July  31,  1897.  Against  time-:70ne  mile,  1:40;  Schinneer-Newkirk- 
Bohman-Bradis,    Chicago,   August   20,    1898. 

Quintuplet — Competition — One  mile,  1:46%,  Sager  -  Eckberg  -  Watts  -  Swan- 
brough-Casey,  Cambridge.  July  30,  1898.  Against  time — One  mile,  1:46%,  Calla- 
han, N.  Butler-Pierce-Walsh-Coleman,  Cambridge,   August   1,    1898. 

Sextuplet — Competition — One  mile,  1 :45$,$,  McDuffee-Caldwell-Sullivan-Mayo- 
Barnaby-Saunders,  Gambridge,  July  31,  1897.  Against  time — One  mile,  1:41%, 
Saunders-Pierce-F.  Butler,-CaidwelI-Grooks-CQleman,  Cambridge,  September  26, 
1896. 


SUGGESTED    TESTIMONIALS    FOR    THE     "CHEAP     AND     NASTY"     BICYCLE. 


"I  have  not  spent  a  penny  on  the  machine 
since  I  got  it,  for,  to  be  candid,  I  don't  think 
it  is  worth  it." 

"The  bicycle  fully  upholds  your  reputa- 
tion," writes  a  disinterested  friend;  "it  is 
now  on  the  scrap  heap." 

"Yours  is  a  ripping  good  bicycle.  It  tore 
up  yards  of  roadway  the  other  day — after 
the  forks  broke." 


"I  may  say  that  Juggins,  whom  I  recom- 
mended to  get  one  of  your  world-famed 
cycles,  is  now  convalescent." 

"After  fitting  new  frame,  new  wheels, 
and  new  bearings,  the  bicycle  you  sent  me 
last  week  is  running  very  smoothly,  indeed." 

"Your  bicycle  is  the  only  genuine  safety 
on  the  market.  A  cycle  thief  took  it  away 
yesterday    morning    and    brought    it    back 


again  to-day." 

"I  have  done  200  miles  since  Friday — 105 
by  train." 

"Permit  me  to  say  that  your  machine  is 
fit  for  a  king — if  he  doesn't  cycle." 

"The  machine  you  sold  me  will  be  a  good 
advertisement  for  you.  Already  it  is  ad- 
vertised in  the  for  sale  columns. 


176 


THE  BICYCLING  WORLD 


THE  OLD  WAY. 


THE    MORROW    WAY. 


"THE    DEBT 

which  cycling  owes  to  the  MORROW  never  can  be 
repaid.  It  made  cycling  not  only  safe  but  thor- 
oughly enjoyable." 


THAT  IS  THE   LANGUAGE 
of  one  of  the  very  many  enthusiastic  adherents  of  the 

MORROW  COASTER  BRAKE. 

THE  FIRST,  IT  REMAINS  THE  LEADER. 

Our  Illustrated  matter  is  not  merely  interesting— it's  instructive. 

ECLIPSE  MACHINE  CO.,  Elmira.  N.  Y. 


THE  OLD  WAY. 


THE    MORROW   WAY. 


THE  BICYCLING  WORLD 


J  77 


What 

the  Automobile  Owes 

to  the  Bicycle 

Just  now  when  the  automobile  is  looming 
so  large  in  the  public  eye,  it  is  interesting 
to  note  how  greatly  the  bicycle  has  influ- 
enced its  construction.  The  number  of 
"bicycle  ideas"  that  have  been  borrowed — ■ 
many  of  them  vital  ideas — is  not  inconsider- 
able, but  the  fact  rarely  is  appreciated  or 
remarked.  The  debt  that  the  automobile 
owes  the  bicycle  is  not  a  small  one  as  that 
veteran  cyclist,  Henry  Sturmey,  recently 
pointed  out. 

"To  begin  with  the  wheels;  where  would 
the  motor  car  of  to-day  be  without  rubber 
or  pneumatic  tires?"  he  asks.  "Yet  both 
the  solid  and  pneumatic  tire  are  entirely  the 
result  of  cycle  development,  and  I  think 
I  may  say  that  without  these,  the  motor  car 
of  to-day  would  be  an  impossibility,  and  I 
am  certain  any  motor  car  so  constructed 
would  be  but  a  qualified  success.  Then  we 
have  the  wire  suspension  wheel,  which,  al- 
though tabooed  by  many  motor  engineers — 
largely  because  it  is  a  typical  cycle  wheel — 
is  now  beginning  to  be  recognized  as  the 
lightest  and  strongest  form  of  construction, 
being  used  in  preference  to  the' wood  wheel 
in  the  construction  of  racing  cars  where  the 
highest  combination  of  lightness  with 
strength  is  required,  and  it  is  not  by  any 
means  beyond  the  bounds  of  possibilty  that 
it  may  eventually  oust  the  artillery  wheel 
from  its  present  universal  position.  And 
then  we  have  ball  bearings.  True,  they  are 
not  universal  on  the  motor  car  to-day,  but 
I  have  very  little  doubt  but  that  they  shortly 
will  be,  seeing  that  quite  a  majority  of  the 
up-to-date  cat's  for  the  present  season  are 
so  fitted.  Now,  not  only  the  ball-bearing 
but  the  roller  bearing,  are  both — especially 
the  former — essentially  the  work  of  the 
cycle  engineer.  The  ball-bearing  was  used 
on  cycles  for  many  years  before  engineers 
engaged  on  tlie  construction  of  other  ma- 
chinery would  consent  to  even  look  at  it; 
yet  to-day  we  find  ball  bearings  used  in 
many  other  engineering-  constructions,  and 
now  being  adopted  extensively  by  the  motor 
engineer. 

"Further  than  this,  no  part  of  motor  car 
construction  owes  more  to  the  cycle  than 
does  the  chain,  for  the  development  of  the 
pitch-chain  is  entirely  diie  to  the  cycle  ex- 
perimenter. Before  the  cycle  maker  took 
it  in  hand,  transmission  by  chain  was  looked 
upon — and  rightly  looked  upon — by  en- 
gineers as  one  of  the  most  wasteful  and 
least  efficient  forms  of  power  transmission; 
yet  by  gradual  development  to  his  needs 
and  by  the  selection  of  materials  especially 
produced  by  the  steel  makers  for  the  pur- 
pose— as    also    with    the    ball-bearing — the 


pitch-chain  has  been  developed  until  it  is 
to-day  recognized  as  not  the  least  efficient, 
but  probably  the  method  of  transmission 
providing  the  highest  efficiency  known, 
more  especially  when  another  lesson  from 
the  cycle  manufacturer  is  learnt,  and  the 
chains  enclosed  in  oil-tight  gear-cases,  as 
they  are  upon  some  cars.  And  then  we 
have  the  differential  gear  and  the  live  axle. 
Whilst  not  entirely  original  with  the  cycle 
manufacturer — the  differential*  gear  in  its 
original  form  having  been  used  upon  trac- 
tion engines  prior  to  its  re-invention  and 
adaptation  to  the  tricycle — it  has  been  solely 
and  entirely  by  means  of  the  latter  that  this 
-form  of  construction  has  been  popularized 
and  its  merits  universally  recognized.  In- 
deed, so  closely  has  the  balance-geared  live 


A  BABY 

CARRIAGE  TIRE  BUSINESS 

PAYS  THE  RENT 

FOR  SOME  WIDE- 
AWAKE REPAIRMEN 


BOOKLET  AND  PRICES  ON  REQUEST 


Morgans  Wright 

CHICAGO 


NEW    TOKH     BRANCH    214-21(1    WEST    MTH     ST. 

axle  of  the  tricycle  maker  been  copied  by 
the  motor  engineer  that  he  has  in  many 
cases  taken  it  bodily  in  the  form  used  by 
the  cycle  maker — a  form  which  was  orig- 
inally arrived  at  in  order  to  place  the  chain 
between  bearings  carried  between  the  feet 
of  the  rider!  And  he  has  adapted  his  mech- 
anism to  that  construction  with  detrimental 
effect  to  the  mechanical  system  of  con- 
struction of  his  car  in  place  of  rearranging 
the  details  of  his  live  axle  to  meet  the  re- 
quirements of  correct  mechanical  design. 

"Then  we  have  the  connected  steering, 
which  to-day  is  imiversal  upon  motor  cars. 
This,  too,  was  introduced,  and  achieved 
some  measure  of  popularity,  in  tricycle  con- 
struction years  before  the  automobile  was 
thought  of.  Again,  the  use  of  hand-brakes 
and  the  various  means  by  which  they  are 
applied  only  reintroduces  the  systems  which 
have  at  one  time  or  another  formed  a  part 
of  the  equipment  of  cycles,  of  either  the 
two  or  three-wheeled  order,  and  the  con- 
veyance of  power  from  the  hand  to  the 
brake  and  to  other  parts  of  the  mechanism 
by  means  of  the  Bowden  wire — which  sj'S- 
tem  is  to  be  found  to-day  on  a  very  large 


number  of  cars — is  another  simple  adapta- 
tion from  cycle  practice,  because  the  widely- 
used  Bowden  brake  of  the  cycle,  together 
with  its  operating  mechanism,  are  essen- 
tially, from  their  very,  inception,  a  develop- 
ment of  cycle  construction;  and,  although  it 
may  at  first  sight  not  strike  the  reader,  it 
will  be  seen  that  even  the  broad  design  of 
many  a  modern  car  is  based  upon  that  of 
the  modern  safety  bicycle. 

"The  drive  by  the  back  wheels  by  means 
of  a  chain  from  the  propelling  power  placed 
in  the  centre,  the  distribution  of  the  bulk 
of  the  weight  between  the  wheels — i.  e., 
within  the  wheel  base  and  more  largely  on 
the  rear  than  on  the  front  wheels — and  the 
steering  with  the  front  wheels  are  all  tacit 
recognitions  of  the  correctness  of  the  de- 
sign of  the  older  and  lighter  form  of  road 
vehicle." 


These  Should  be  Happy  Botanists. 
One  of  the  most  recent  recognitions  of 
the  bicycle's  utility  is  contained  in  the  action 
of  the  Education-  Committee  of  London's 
County  Council  in  recommending  that  each 
of  the  gardeners  in  the  Council's  employ  be 
supplied  with  a  bicycle  as  well  as  an  allow- 
ance of  two  cents  per  mile  for  each  mile 
ridden.  These  gardeners  are  employed  in 
the  collection  of  botanical  specimens  which 
are  supplied  to  no  less  than  575  departments 
of  the  County  Council  schools.  It  is  said 
that  on  an  average  of  700  boxes,  contain- 
ing 500,000  specimens  are  dispatched 
monthly.  The  latter  are  collected  in  dis- 
tricts, mainly  remote  from  railway  stations 
so  that  by  employing  bicycles  not  only  is 
the  cost  of  conveyance  greatly  reduced,  but 
a  very  much  larger  sphere  of  exploration 
becomes   possible. 


The  Sermon  from  Ezekiel. 
The  Reverend  J.  Westbury  Jones,  of  Spa- 
Fields  Church,  London,  apparently  has  had 
some  experience  with  punctures.  On  a  re- 
cent Sunday  he  took  for  his  text  Ezekiel 
15-16,  "The  appearance  of  wheels  and  their 
works."  Among  other  things,  the  divine 
took  occasion  to  say:  "As  long  as  the  tire 
is  full  of  wind  it  goes  easilj',  but  when  the 
wind  goes  out  its  progress  is  impeded. 
There  are  punctured  .Christians  as  well  as 
punctured  wheels.  St.  Paul  said  to  the 
Galatians,  'Ye  did  run  well;  who  hath  hin- 
dered you?'  For  a  time  they  seemed  to  be 
filled  with  the  Spirit  and  were  running  well; 
but  the  Christian  tires  ran  against  some 
sharp  Judaistic  stones,  and  the  Galatians 
were  punctured.  And  it  is  not  so  easy  to 
mend  a  life  as  it  is  to  mend  a  bicycle." 


178 


THE  BICYCLING  WORLD 


NOW  READY 


20 


i.  e  ,  deliveries  just  commencing 

OF    THIi 

"SEPARATE  GENERATOR" 
Bi  and  Motor  Cycle 


A  Real  Necessity  for  flotor  Cycles. 

A  Real  Good  Thing  and  Nice 

Change  for  Bicycles. 

Possess  an  advantage  of  divid- 
ing the  weight,  especially  in  Motor 
Cycle  Lamps,  their  hard  jolting  being 
severe  on  heavier  contained  generator 
Lamps. 

The  "separated  "  Lamp  presents  a 
very  neat  and  light  appearance  on  Bi 
and  Motor  Cycles,  while  the  Generator 
takes  up  little  room  placed  elsewhere 
on  the  frame,  or  on  inside  of  dash 
board,  etc.  etc. 

ALUMINUN  PARABOLA  REFLECTOR, 
RED   AND    GREEN    SIDE   LIGHTS. 


Prices  according  to  Bracket  Equipment. 

Lamp  No    3.-Bicycle  Lamp  No.  4.-M0TOR  CYCLE. 


Bracket  No.   15  Handle-bar  Stem,  $).2S. 


Diam.  Front  Reflector,  3  J^.inches. 
Prices,  $5.00  to  $6.50. 

No.  9.— Separate  Generator. 


Diameter,  Frout  Reflector,  6  inches. 
Prices,  $6.00  to  ?7.5o 

Lamp  No.  S. 
Driving,  Small  Auto,  &c. 


Supplies  '.^  ft.  li.qlit  6  to  8  hours. 


Diam.  Front  Reflector,  6  inc'.  es 
Price,  S6  00  and  S  10.00. 


Bracket  No.  10  Non-Slipping  Pork  $1.50. 


Bracket  No.  17   Hanger  <o  Top  Bar  $1.50. 


.,y'7r     -l^gi^Jli*       BRACKET  ATTACHMENTS  for  "Contained  and  Scpcratc  Generator,"  BICYCLE 
^(i^LMU^-ly^  AND  MOTOR  CYCLE  LAivlP. 

/^f/  ^^j^'^  ~~    ^^  We  desire  users  of  our  Lamps  to  have  the  best  adapted   Brackets  for  their  purposes  and  to 

^^  ^^  facilitate  this  we  will  exchange  brackets  of  ^ame  value  or  allow  the  price  of  those  of  less  value 

to  apply  on  those  more  expensive, 

WE  ILLUSTRATE  HERE  THREE  OF  OUR  LATEST  IMPROVED  BRACKETS. 

For  fuither  details  and  illustrations  of  the  full  line  of  Brackets  send  for  special  catalogue,  or  better  when  practical,  call 
at  the  office  of  this  company  and  inspect  the  equipment  on  different  machines. 

To  THE  Trade: — The  indications  are  that  the  demand  will  be  very  large  for  these  lamps  for  Bicycles  as  well  as  Motor 
Cycles;  it  you  can  use  some  of  them  we  take  the  liberty  of  recommending  that  in  addition  to  the  order  you  may  place  for  prompt 
delivery,  you  anticipate  your  probable  wants,  and  favor  us  with  an  immediate  advance  order,  with  dates  of  shipment  speci- 
fied, which  will  be  to  our  mutual  advantage  in  insuring  deliveries  when  wanted. 

Trusting  to  be  favored  with  your  early  orders,  we  are. 

Yours  very  respectfully, 

19  Warren  Street,   (near  Broadway,)    New  York. 


The  Bicycling 


AND  MOTORCYCLE  RE 


Volume  LIII. 


New  York,  U;  S.  A.,  Saturday,  May  12,  1906  ^ 


No.  7 


"^ffi: 


LOWER    RATES    ON    TIRES 


Fisk  Follows  up  Advantage  and  Lifts  the 
Heavy   Western    Barrier. 


What  can  be  done  in  the  matter  of  regu- 
lation of  railroad  rates  when  manufacturers 
or  merchants  seriously  apply  themselves  to 
the  task,  is  well  evidenced  by  the  sweeping 
success  of  the  Fisk  Rubber  Company  in 
that  direction.  The  Fisk  people  have  just 
received  word  that  the  greatest  of  all  the 
barriers  attacked  has  given  way,  which  is 
to  say  that  the  Western  Classification  Com- 
mittee has  decided  to  lower  its  rates  on 
tires  to  the  Western  territory. 

Early  in  January  the  Eastern  Freight 
Association  Committee  "came  down,"  and 
only  last  month  the  Fisk  insistence  effected 
an  entering  wedge  in  the  West,  when  rates 
to  Denver  and  Salt  Lake  C'ty  and  all  points 
common  thereto  were  lowered  to  43^  cents 
per  hundred  pounds,  which  makes  plain  the 
extent  of  the  victory. 

With  the  extortion  in  the  West  relieved, 
what  the  saving  means  to  all  those  who  have 
to  do  with  the  manufacture  and  purchase  of 
tires  readily  may  be  imagined.  While  in 
Southern  territory  rubber  tires  were  car- 
ried as  first  class  material,  the  Western 
railroads  exacted  a  rate  of  2  and  2^  times 
first  class  in  less  than  carload  lots  on  the 
same  goods,  according  to  whether  the  tires 
were  inflated  or  deflated,  a  rate  that  was  in 
excess  of  express  charges  to  the  same 
points.  Despite  the  obvious  unreason  of  the 
situation,  the  Western  railroads  refused 
relief,  and  it  was  not  until  the  Fisk  Rub- 
ber Company  filed  a  complaint  with  the 
Interstate  Commerce  Commission  that  a 
great  white  light  began  to  dawn. 

Credit  for  the  reduced  rates  is  due  almost 
wholly  to  Traffic  Manager  Lyman,  of  the 
Fisk  Rubber  Company,  who  has  been  un- 
relenting in  his  pursuit  of  the  railroads. 
When  he  appeared  before  the  Western 
Classification  Committee  early  in  March, 
the  railroad  men  tried  hard  to  persuade  him 
to  permit  the  whole  matter  to  go  over 
until  the  July  meeting;  but  he  stood  firm 
and  insisted  that  the  matter  be  submitted 
to  a  mail  vote.  He  carried  the  day,  and  it 
is  this  mail  vote  that  has  just  resulted  favor- 
ably and  that  will  bring  about  the  reduction. 


Throughout  the  entire  fight  the  Hartford^ 
Rubber   Works    Co.    loyally   has    supported 
the    Fisk   people,    their    Mr.    Kessler   being 
present  with  Mr.  Lyman  at  all  of  the  con- 
ferences that  were  held. 


More   Suits   Involving   Consolidated. 

Two  more  suits  involving  the  Consoli- 
dated Manufacturing  Co.,  Toledo,  Ohio, 
and  the  companies  absorbed  by  it,  were  filed 
last  week.  They  took  the  form  of  appli- 
cations for  receivers  and  marshal  liens 
against  the  Snell  Cycle  Fittings  Co.  and 
the  Kirk  Manufacturing  Co. 

The  former  is  alleged  to  owe  the  E.  P. 
Breckenridge  Co.  $8,224.94  on  a  note  and 
to  have  numerous  other  claims  outstanding 
and  the  latter  is  sued  by  Edward  A.  Kirk, 
on  a  note  for  $2,500. 

Meanwhile  the  receiver  is  operating  the 
Consolidated  factory  and  receiving  and  fill- 
ing orders  as  if  nothing  had  happened.  It 
is  stated  that  the  liabilities  of  the  concern 
may  touch  $710,000,  nearly  all  the  parts  and 
accessory  makers  being  on  the  list  of  cred- 
itors, the  claim  of  one  tire  manufacturer 
alone  being  $18,000.  The  full  extent  of  the 
company's  disastrous  venture  into  auto- 
mobiles also  has  come  out.  It  is  stated  that 
in  that  unfortunate  enterprise,  fully  $200,000 
were  lost,  all  of  which  came  out  of  the 
bicycle  earnings. 


Motorcycles  Morrow's  Own  Venture. 

Because  A.  P.  Morrow,  the  former  super- 
intendent of  the  Eclipse  Machine  Co.,  re- 
signed that  office  to  take  up  with  the 
Reliance  Motorcycle  Company,  a  rather 
general  impression  has  gone  abroad  that 
the  Eclipse  people  themselves  are  interested 
in  the  motorcycle  establishment.  This, 
however,  is  not  the  case,  as  the  makers  of 
the  Morrow  coaster  brake  have  been  at 
some  pains  to  emphasize.  They  have  abso- 
lutely no   connection  with   Reliance   affairs. 


Dunn  to  go  to  San  Francisco. 

Harry  T.  Dunn,  president  of  the  Fisk 
Rubber  Company,  leaves  next  week  for 
San  Francisco  to  assist  in  the  re-establish- 
ment of  the  Fisk  branch  in  that  city.  Mr. 
Dunn  has  made  the  cross-continent  journey 
so  often  during  the  last  three  years  that 
when  he  now  undertakes  the  trip  it  seems 
almost  a  matter  of  course. 


JPE  1/6  LEAVE  CHICAGO 


Preparing^.to    Close   the    Factory   There — 
"^Will  be  Concentrated  in  East. 


Within  a  few  weeks,  the  last  of  the  Pope 
Manufacturing  Company's  effects  in  Chic- 
ago will  have  been  removed,  its  one  re- 
maining factory  there  will  have  been  closed, 
and  thereafter  Westfleld,  Mass.,  and  Hagers- 
town,  Md.,  will  house  its  bicycle  interests. 
The  decision  to  abandon  Chicago  was 
reached  several  months  since,  and  is  in  line 
with  the  policy  of  concentration  that  has 
been  followed  by  the  Pope  people  since 
they  acquired  the  remnants  of  the  Ameri- 
can Bicycle  Company. 

The  additions  to  the  Westfield  plant,  con- 
tracts for  which  were  let  within  the  past 
month,  were  made  necessary  by  the  im- 
pending transfer  of  the  Chicago  business. 
For  several  weeks,  Fred  C.  Gilbert,  man- 
ager at  Chicago,  has  been  quietly  been  dis- 
posing of  much  of  the  machinery  and  other 
pioperty,  and  when  his  work  is  completed 
he  will  come  East  and  be  officed  in  either 
Westfield   or   Hagerstown. 

Of  late  the  Chicago  factory  has  been  de- 
voted almost  wholly  to  the  production  of 
jobbing  bicycles,  the  manufacture  of  the 
Rambler  having  been  transferred  to  the 
Westfield  establishment  last  year.  When  it 
is  closed  the  situation  will  be  one  that  but 
a  few  years  since  none  would  have  dared 
dream  was  possible,  for  not  only  will  the 
Rambler  and  Crescent,  the  Imperial  and 
the  other  bicycles  which  were  of  the  West, 
western  and  which  served  to  make  of  Chic- 
ago a  cycle  manufacturing  center,  become 
very  much  of  the  East,  eastern. 


Hedstrom  Returns  from  Abroad. 
Oscar  Hedstrom,  the  mechanical  chief 
of  the  Hendee  Manufacturing  Co.,  on  Wed- 
nesday last,  returned  from  a  month's  stay 
abroad.  He  spent  most  of  his  time  in 
France,  and  as  he  did  not  make  the  trip 
solely  for  his  health's  sake,  it  is  fair  to 
assume  that  there  will  be  "something  do- 
ing" in  respect  to  the  Indians  of  1907. 
Hedstrom  slipped  away  so  quietly  that  his 
return  was  the  first  knowledge  that  any 
save  his  intimates  obtained  that  he  had 
even  crossed  the  "briny." 


200 


THE  BICYCLING  WORLD 


SLIGHT   LOSS  IN  MARCH 


But  Big  Export  Gains  in  Previous  Months 
Keep    Totals    Looking    Healtliy. 


Ground  once  lost  is  exceedingly  difficult 
to  regain — a  trite  statement  of  fact  that  is 
nowhere  better  exemplified  than  in  the 
exports  of  American  bicycles.  Slowly  but 
surely,  however,  the  turn  of  the  tide  which 
set  in  with  the  first  months  of  this  year, 
has  been  gaining  force,  although  the  figures 
for  March  disclose  a  slight  loss. 

As  a  result,  Germany's  total  for  the  nine 
months  ending  March,  is  more  than  double 
what  it  was  a  year  ago  and  fully  ten  per 
cent,  over  those  of  1904,  but  Japan's  quota 
has  shrunk  considerably.  Great  Britain, 
France  and  Italy  all  show  advances  for  the 
same  period,  as  do  also  the  Netherlands 
and  Other  Europe.  In  the  case  of  the  lat- 
ter two,  this  has  been  quite  substantial,  the 
figures  being  from  $32,198  to  $119,699  and 
from  $96,689  to  $176,844,  respectively.  On 
this  side  of  the  Atlantic,  Mexico's  takings 
have  approximately  doubled  by  jumping 
from  $34,437  to  $63,825.  Cuba  shows  a 
slight  gain  and  British  North  America  ex- 
hibits a  decided  falling  off. 

Where  the  month  of  March  itself  is  con- 
cerned there  is  a  gain  of  almost  ten  per 
cent,  in  the  total  shipped  to  the  United 
Kingdom,  approximately  100  per  cent,  in 
the  case  of  Italy,  with  a  jump  from  $2,838 
to  $11,139  to  the  Netherlands.  Other  Eur- 
ope also  shows  a  substantial  increase,  rising 
•from  $30,486  to  $35,505,  while  Mexico  ad- 
vanced to  more  than  double  or  from  $5,438 
;o  $12,431  and  a  number  of  smaller  buyers 
moved  upward  slightly.  The  detailed  re- 
port for  the  month  is  as  follows: 


Exported  to:  1905. 

United    Kingdom    $37,436 

Belgium    

France     6,622 

Germany    9,722 

Italy     2,810 

Netherlands    2,838 

Other   Europe    30,486 

British   North   America    18,128 

Central  American  states  and 

British   Honduras    345 

Mexico 5,438 

Cuba    2,863 

Other  West  Indies  and  Bermuda.  ... 

Argentine     

Brazil    165 

Colombia    99 

Venezuela    25 

Other   South    America    1,324 

Chinese    Empire    273 

British   East  Indies    388 

Hong  Kong    273 

Japan 27,806 

British   Australasia    7,697 

Philippines     3,489 

Other  Asia  and  Oceania   424 

British   Africa    141 

All   Other   Africa    193 

Other  Countries    

Total ..,, $162,389 


Those    "Rotten"    Piston    Rings! 

"Your  piston  rings  are  'rotten';  they 
snapped  in  two  every  time  I  tried  to  push 
one  of  theiji  over  the  end  of  the  piston  in 
order  to  seat  it  in  the  groove,"  wrote  an 
irate  motor  bicyclist  to  the  makers  of  the 
machine  from  which  he  had  ordered  spare 
parts,  including  new  compression  rings  for 
the  piston. 

It  is  a  new  way  of  putting  the  matter, 
but  undoubtedly  anyone  who  attempts  to 
spread  the  brittle  cast  iron  rings  as  if  they 
were  spring  steel  will  have  a  similar  ex- 
perience. This  particular  feature  of  the 
motor  is  something  upon  which  no  little 
ignorance  exists  on  the  part  of  motor- 
cyclists generally.  The  rings  are  employed 
to  make  the  piston  gas  tight  and  without 
them  there  would  be  no  compression  obtain- 
able in  the  cylinder.  They  are  made  of 
hard  cast  iron  as  the  firm,  close  grain  of 
this  metal  provides  the  best  available  ma- 
terial for  the  purpose.  The  ring  has  a  cer- 
tain amount  of  springiness — just  sufficient 
to  permit  of  its  being  passed  over  the  end 
of  the  piston  when  care  is  used,  but  trying 
to  force  it  on  as  if  it  were  a  rubber  band 
or  a  piece  of  clock  spring  usually  brings 
disastrous  results,  as  witness  the  foregoing 
plaint.  1 


Midgley   Becomes   Hartford's   Head. 

The  Hartford  Rubber  Works  Co.  has  a 
new  president,  Thomas  Midgley,  who  was 
elected  at  the  meeting  of  the  Board  of 
Directors  on  Tuesday  last.  Mr.  Midgley, 
who  only  recently  came  from  Columbus, 
Ohio,  to  assume  the  duties  of  vice-presi- 
dent, succeeds  Charles  H.  Dale,  who  is  the 
head  of  the  whole  Rubber  Goods  Manufac- 
auring  Company. 

Mr.    Dale    resigned    the    Hartford    presi- 
dency   because    he    found    it    impossible    to 
give   to    the   office    the   particular    attention, 
which  it  required. 


Nine  Months 

ending:  March 

1906. 

1904. 

1905. 

1906. 

$40,926 

5;  186.963 

$142,158 

$149,293 

2,213 

36.851 

24,487 

18,842 

3,577 

51.010 

25.748 

30,798 

1,946 

69,146 

35.874 

73,725 

5,618 

42.029 

15.962 

28.411 

11,139 

98,280 

32,198 

119.699 

35.505 

134,393 

96,689 

176,844 

7,512 

75,224 

70,484 

35,186 

2,221 

2.371 

3,471 

6,981 

12.431 

31.748 

34.437 

63,825 

2,807 

12.719 

27,113 

28,399 

1,575 

23,991 

23,275 

17,506 

10.083 

11,522 

12,627 

1,108 

9.968 

8,503 

6.473 

152 

1,253 

3,315 

3,039 

25 

.591 

326 

692 

789 

12,832 

9,868 

9,124 

377 

11.386 

10,570 

6.469 

54 

18.678 

6.260 

3.957 

8.073 

2,730 

584 

20,085 

315.233 

168.524 

146,760 

6,102 

246,905 

107.951 

73.807 

80 

19.625 

6.735 

4.969 

365 

16,651 

15.981 

7,604 

249 

10.735 

1.910 

1,610 

6,101 

3,002 
SO 

393 

Perfumery  for  the  Exhaust. 

Evidently  the  "smell  behind"  has  been 
bothering  a  certain  Swiss  inventor,  one  An- 
tonin  Deletrain,  who  has  just  come  forth 
with  a  process,  which  for  a  merely  nominal 
outlay,  will  insure  a  perfumed  trail  for  at 
least  a  hundred  miles.  At  the  end  of  this 
distance,  it  is  only  necessary  to  drop  an- 
other "Motorcone"  into  the  gasolene  tank 
to  convert  the  engine'  into  a  young  cologne 
factory  for  another  century.  The  cones 
are  very  small,  only  Ij^  inches  high  by  1 
inch  in  diameter  and  so  far  heliotrope  is  a 
favorite.  According  to  the  inventor,  they 
are  composed  of  a  number  of  acids  mixed 
in  certain  proportions,  the  combination  of 
which  has  taken  him  several  years  to 
evolve.  The  chief  ingredient  is  said  to  be 
a  new  and  extra  powerful  carburite,  discov- 
ered by  the  inventor  and  a  secret  with  him. 
One  cone  to  ten  gallons  of  gasolene  is  said 
to  be  the  correct  proportion  and  accord- 
ing to  the  claims  made  for  the  invention, 
will  not  only  create  a  perfumed  trail,  but 
will  increase  the  driving  power  for  the  fuel 
fully  tenfold. 


Calcutta  to  Hold  a  Show. 

Calcutta  is  to  have  an  exhibition  of 
bicycles,  motorcycles,  accessories  and  kind- 
red lines,  in  January,  1907,  and  as  there  is 
a  prime  demand  for  goods  of  this  descrip- 
tion, the  hint  is  a  timely  one  to  those  w'lo 
are  on  the  alert  for  new  outlets.  At  t'.;e 
time  of  the  year  in  question,  India's  chief 
city  is  filled  with  visitors,  not  alone  from 
the  surrounding  country  for  many  hundreds 
of  miles,  but  from  all  parts  of  the  world. 
The  affair  will  be  held  under  the  auspices 
of  the  Automobile  Association  of  Bengal, 
57  Park  street,  Calcutta,  and  the  secretary 
of  that  organization  will  furnisli  further 
particulars. 


Miller   Brings   Over   Brampton   Chains. 

Charles  E.  Miller,  the  well  known  New 
York  supply  man,  who  has  been  handling 
the  Brampton  imported  self-hardening 
chains  for  automobiles  during  the  past  two 
years,  has  just  brought  over  the  first  con- 
signment of  those  chains  in  motorcycle 
sizes.  They  are  adapted  to  the  Indian,  R-S 
and  Thor  type  of  motorcycles  generally. 


The  Retail  Record. 

Fargo,  N.  D. — Al.  Johnson,  moved  into 
new  store  on  Broadway. 

Portsmouth,  N.  H. — Charles  Lindstrom, 
re-opened  at  5  State  street. 

New  York,  N.  Y.— F.  A.  Baker  &  Co., 
removed   to   37   Warren  street. 


$156,856  $1,452,839      $889,143   $1,027,614 


Ives    Seeking   Relief. 

Frederick  A.  Ives,  of  130  East  Thirteenth 
street.  New  York  city,  has  filed  a  petition  in 
bankruptcy,  with  liabilities  amounting  to 
$1,833  and  no  assets.  The  debts  were  con- 
tracted in  1901  in  New  Haven,  Conn.,  mainly 
for  bicycles  and  tires. 


THE  BICYCLING  WORLD 


201 


SEEKING  A  SECOND-HAND 


Seeker    Obtains    Some    Instructive   Experi- 
ences— Dealer's  Neighbors  as  "Plants." 


Buying  second-hand  things  is  a  fad  with 
some  people  and  in  certain  instances  they 
have  it  so  strongly  developed  that  regard- 
less of  how  well  off  they  may  be  financially, 
they  never  consider  paying  full  price  for 
anything  that  can  be  "picked  up  at  a  bar- 
gain." Of  course,  that  is  what  the  buyer 
at  second-hand  is  always  looking  for.  On 
the  other  hand,  there  are  people  who  will 
not  consider  buying  an  article  that  has  been 
used  under  any  circumstances,  on  the  prin- 
ciple that  it  must  be  afflicted  with  some 
inherent  defect  or  it  would  not  be  offered 
for  sale. 

Like  every  other  commodity  that  is  dealt 
in  to  any  extent,  the  bicycle  finds  its  way 
into  the  second-hand  market,  probably  to 
a  far  greater  extent  than  many  other  things 
for  a  number  of  reasons.  Chief  among  these 
may  be  cited  the  rider  who  invests  in  a  new 
mount  just  as  regularly  as  the  season  comes 
round,  others  who  think  two  seasons  are 
sufficient  to  keep  a  machine,  and  still  others 
who  give  up  the  pastime  altogether. 
Through  these  and  other  sources  too  nu- 
merous to  mention,  there  is  never  any  lack 
of  supply  in  the  second  hand  market  where 
bicycles  are  concerned.  More  often  than 
not,  it  is  quite  the  reverse — the  old  ma- 
chines  are  like  the  old  pianos,  there  is  no 
getting  rid  of  them  and  it  would  be  a  boon 
to  the  small  dealer  if  they  were  consigned 
to  the  junk  heap,  just  as  a  thousand  old 
square  pianos  that  had  been  taken  in  ex- 
change times  without  number,  were  piled 
up  and  burned  a  few  years  ago. 

In  consequence,  the  cyclist  who  wishes 
to  invest  in  a  new  mount  and  who  prefers 
a  second-hand  one  of  reputable  make  rather 
than  a  new  crock,  will  find  endless  material 
upon  which  to  work.  But  he  will  find  it  a 
far  different  matter  than  going  into  a  deal- 
er's store  and  riding  away  on  the  machine 
he  has  selected  within  ten  minutes.  What 
his  outlay  lacks  in  cash  Aie  must  make  up 
in  patience  and  trail  following,  and  unless 
he  is  willing  to  -do  this,  he  will  doubtless 
find  it  impossible  to  come  into  the  posses- 
sion of  the  coveted  "bargain."  If  he  hap- 
pens to  have  any  friends  or  acquaintances 
who  wish  to  dispose  of  their  machines,  he 
will  be  saved  a  great  deal  of  trouble  and 
will  probably  know  just  what  he  is  getting. 
If  not  there  is  no  alternative,  but  to  look 
for  riders  who  wish  to  sell,  and  the  word 
riders  is  used  advisedly  in  this  connection, 
for  the  business  of  selling  old  bicycles  goes 
hand  and  hand  with  that  of  dealing  in  crocks 
and  there  is  a  certain  species  of  "shark" 
that  has  been  attracted  to  it  in  numbers. 
It  will  go  hard  with  the  unsophisticated  bar- 
gain seeker  if  he  chance  to  fall  into  the 
clutches  of  one  of  this  gentry.  If  a  dealer 
be  appealed  to,  see  that  he  is  a  reliable  one 


and  not  a  clearing  house  for  nameless 
"jerry  built"  machines  and  junk  that  has 
been  painted  and  furbished  up  into  a  semi- 
resemblance  of  decency. 

There  are  many  good  dealers  and  most  of 
them  still  make  a  practice  of  taking  bicycles 
in  trade,  which'  'are  resold  '  at  reasonable 
prices,  so  there  is  no  occasion  for  the  cyclist 
in  search  of  a  second-hand  mount  to  be 
gulled  into  spending  his  time  and  carfare 
following  up  alluring  advertisements  of 
high-grade  wheels  at  ridiculous  figures. 
There  is  a  certain  class  of  dealers  in  this 
city  who  make  a  practice  of  "baiting"  the 
cyclist  who  is  on  the  lookout  for  a  good 
bicycle  that  has  seen  service.  Here  are 
two  specimens  selected  from  a  large  num- 
ber clipped  from  a  daily  paper,  which  were 
followed  up: 

"Blue  streak,  1906,  Tribune  racer;  26  inch 
front  and  1905  Cleveland  coaster  brake, 
$12." 

"A  private  party  will  sell  one  1906  Pierce, 
coaster  brake,  22  inch,  lamp,  bell,  tools,  etc.; 
swell  outfit;  $15  to  quick  buyer." 

Lured  by  the  attractive  wording  of  the 
first  of  these  announcements,  and  elated 
at  the  idea  of  becoming  the  possessor  of  a 
Tribune  "blue  streak"  at  a  fraction  of  its 
original  cost,  a  possible  purchaser  went  to 
the  trouble  to  apply  at  the  address  given, 
near  the  heart  of  the  Ghetto  on  the  east 
side.  When  finally  located  it  turned  out  to 
be  a  dingy  little  shop  with  its  usual  array 
of  nameless  crocks  in  two  tiers.  The  pro- 
prietor was  very  sorry  but  that  particular 
Tribune  bicycle  had  just  been  sold  "just 
a  few  minutes  ago." 

"But  wouldn't  you  like  to  look  at  some- 
thing else?"  he  added.  "We  have  a  fine  line 
of  used  bicycles  of  all  standard  makes  and 
al  in  perfect  condition." 

Despite  the  recommendation  given  them, 
however,  one  look  at  the  scarred  and  worn 
veterans,  most  of  them  without  name  plates 
and  even  the  worst  looking  of  them  at 
prices  much  higher  than  the  machine  ad- 
vertised, was  more  than  sufficient  to  disgust 
the  inquirer  at  his  failure  to  apply  sooner. 

A  few  days  later,  the  "private  party'.'  who 
wished  to  dispose  of  the  1906  Pierce 
machine  at  a  similarly  ridiculous  figure, 
attracted  his  attention — in  other  words,  the 
second  of  the  announcements  reproduced 
herewith,  and  haste  was  made  to  look  up 
the  advertiser,  who  had  taken  particular 
pains  to  sign  himself  "Smith,  care  of  Jones." 
The  street  seemed  strangely  familiar,  and 
it  was  the  same  as  that  given  in  the  pre- 
vious advertisement.  That  was  put  down 
as  a  mere  coincidence,  as  the  number  was 
different,  but  upon  applying  to  the  latter, 
the  caller  was  referred  a  few  doors  further 
east  "where  the  bicycle  was  stored."  This 
by  one  of  the  barbers — it  was  a  barber  shop, 
by  the  way,  and  one  of  the  wielders  of  the 
razor  explained  that  the  machine  was  his 
but  that  "the  dealer  down  the  street  was 
selling  it  for  him." 

This  led  to  the  same  dirty  little  shop 
that  had  advertised  such  a  wonderful  find  in 
the  shape  of   a  Tribune   racer  a  few   days 


previous.  The  proprietor  did  not  recognize 
the  inquirer,  and  informed  him  in  all  seri- 
ousness that  the  "1906  Pierce  had  been  sold 
a  few  hours  earlier,  but  that  he  had  a  fine 
line  of  used  wheels  at  -very  attractive  prices 
and  all  in  perfect  condition,"  which  led  the 
caller  to  tell  the  dealer  what  he  thought  of 
him  and  the  opinion  was  not  flattering  by 
any  means.  But  the  dealer  was  evidently 
accustomed  to  having  irate  cyclists'  opin- 
ions aired  in  his  presence,  for  he  devoted 
himself  to  cleaning  a  recent  arrival  that 
was  more  than  ordinarily  dirty  and  made 
no  comment. 

A  continuance  of  the  search  for  the  long 
looked  for  "bargain"  led  the  seeker  after  a 
great  deal  for  very  little  money  to  follow 
up  the  trail  of  some  other  equally  attractive 
announcements.  -One  of  these  was  to  the 
effect  that  "practically  a  brand  new  Cleve- 
land racer,  1905  model.  Palmer  tires,  21 
inch  frame,"  was  to  be  had  for  the  small 
sum  of  $12,  the  address  given  being  far  up 
town.  This  was  more  assuring,  but  hopes 
of  obtaining  it  were  dashed  when  it  proved 
after  all  to  be  one  of  the  regulation  style 
of  second-hand  dealers'  establishments.  And 
the  individual  who  presented  himself  was 
of  the  regulation  type  also.  "Sold  it  only 
a  little  while  ago,"  was  his  response  to 
the  inquiry,  so  that  this  was  likewise  regu- 
lation. 


Simplifying  a  Chain  Repair. 

One  ingenious  motorcyclist  who  has  suf- 
fered chain  breakage,  has  made  his  way 
easier  by,  so  to  speak,  "dividing"  his  chain 
into  four  equal  sections;  that  is  to  say, 
each  section  is  connected  to  the  other  with 
a  detachable  link.  In  the  event  of  breakage, 
he  simply  detaches  the  broken  section  and 
quickly  substitutes  a  spare  section  which  he 
carries  with  him,  thus  avoiding  all  filing  or 
cold  chiselling  or  similar  operations  that 
frequently  entail  long  delays.  The  broken 
section  is  repaired  at  his  leisure. 


If   the    Spark    Can't   be    Advanced. 

Occasionally,  the  failure  of  a  motorcycle 
to  develop  its  full  quota  of  power,  may  be 
traced  to  the  contact  breaker,  which  .will 
refuse  to  advance  to  its  full  limit.  At  such 
times,  the  fault  may  exist  in  the  grip  con- 
trol, which  may  be  found  to  be  slightly  bent 
outward  or  inward,  thereby  preventing  a 
snug  fit  at  that  point.  A  few  light  taps  with 
a  mallet  usually  will  correct  the  bending 
and  permit  the  spark  to  be  advanced  to  the 
full- limit. 


Swiss  Army  to  Use  Motor  bicycles. 

]\Iotor  bicycles  have  been  officially 
adopted  as  the  mounts  of  a  corps  of  dis- 
patch bearers  of  the  army  of  the  smallest 
of  republics,  Switzerland.  It  is  a  country 
that  is  generally  credited  witli  being  traver- 
sible  only  by  goats  and  mountain  climbers 
so  that  the  recognition  of  the  motor 
bicycle's  ability  to  get  abcut  at  any  speed 
under  such  conditions  is  a  greater  testi- 
monial  of  its  value. 


202  THE  BICYCLING  WORLD 


AS  EACH  SEASON  ROLLS  AROUND 

it  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever. 

National   Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who  knew  what 
a  really  good  bicycle  ought  to.be  and  who  were  familiar  with  the  splendid   record 
of  the  National  on  road  and  track,  and  year  after  year. 

"A  National  Rider  is  Proud  of  his  flount,'*  is  an  old  adage. 

It's    still  trite    and    true.       If    not    familiar  with   our    latest 

models,  we'll  gladly  inform  you  regarding  them. 


Jf  we  are  not  represented  in  your  locality  we  will  ht  glad  to  hear  from    YOU. 


NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  Haintenance  „[ 


re     the   essentials 
the  ever  reliable 


Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive— real  merit— through  and  through— that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chicopee    Falls,   Mass. 


THE  BICYCLING  WORLD 


203 


FOUNDED^ 

^dnWOCYCLE  REVIEW^^ 

Published   Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


Subscription,    Per   Annum  (Postage  Paid)  $2.00 

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Invariably    in    Advance. 

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THE  BICYCLING  WORLD  COMPANY. 


"Entered  as  second-class  matter  at  the  New  York, 
N.  T.,   Post  Office,   September,   1900. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and  its  branches. 

fi5i"Change  of  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding  the   date   of   publication. 

^^Members  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York;  our  facilities  and 
information  will  be  at  their  command. 


To   Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 


New  York,  May  12,  1906. 

Motorcycle    Interests    Well    Served. 

Now   that   practically   all   of   the   legisla- 
tures   have    adjourned,    motorcyclists    have 
reason  to  thank  their  stars   that  the  Fed-  ■ 
eration  of  American   Motorcyclists   was   in 
being  and  keenly  alive  to  their  interests. 

How  they  would  have  fared  had  this  not 
been  the  case  the  new  motor  vehicle  laws 
that  were  passed  by  the  States  of  New  Jer- 
sey and  Virginia  convey  forcible  sugges- 
tions; it  is  due  solely  and  alone  to  the 
efforts  of  the  F.  A.  M.  that  relief  was  ob- 
tained in  both  of  these  States.  How  great 
is  the  relief  the  full  text  of  the  New  Jersey 
law,  printed  elsewhere  in  this  issue,  amply 
testifies.  As  no  one  else  turned  a  hand  in 
t  lat  direction,  there  is  absolutely  no  doubt 
that  motorcycles  would  have  been  brack- 
eted with  automobiles  in  the  law,  as  they 
were  bracketed  in  practically  all  of  the 
provisions  of  the  original  bill;  indeed,  tri- 
cycles, tricars  and  the  like  were  specifically 
defined  as  automobiles,  while  motorcycle 
dealers  were  subjected  to  the  same  heavy 
fee  imposed  on  automobile  dealers. 

It  is  no  small  service  to  the  trade,  not 
less  than  the  rider,  that  while  owners  of 
automobiles  of  even  the  lowest  horsepower 
must  pay  $4  per  year,  must  carry  numbers 


front  and  rear  and  be  subject  to  examina- 
tion and  age  limitation,  that  motorcyclists 
must  pay  but  $1.00  per  year  while 
they  are  freed  of  all  other  requirements. 
It  is  equivalent  to  putting  $3  into  the  pock- 
ets of  every  man  in  New  Jersey  who  owns 
a  motorcycle,  and  every  man  in  New  York 
or  Pennsylvania,  or  any  other  State,  who 
uses  the  roads  of  New  Jersey.  Similarly, 
the  exemption  of  motorcycle  dealers  from 
the  annual  fee  of  $20  to  which  automobile 
dealers  are  subject,  is  equivalent  to  making 
a  present  of  that  sum  to  the  dealers  of  the 
State. 

It  is  to  be  hoped  that  all  of  them  are 
appreciative  of  the  work  that  was  done  in 
their  behalf.  It  shows  the  value  and  need 
of  organization,  and  answers  most  effect- 
ively the  time-tattered  "What  do  I  get  for 
my  money?"  which  is  so  often  the  plaintive 
query  of  the  man  asked  to  join  an  organ- 
ization that  exists  to  serve  his  interests. 
There  may  be  riders  and  dealers  who  have 
not  shown  their  appreciation  in  the  only 
proper  way,  and  if  so  they  ought  to  be  pos- 
sessed of  a  sneaky  feeling  every  time  they 
sell  a  motorcycle  or  use  one. 

In  many  respects,  the  Virginia  law  was 
even  more  onerous  than  the  New  Jersey 
measure,  but  as  the  effort  to  have  motor- 
cycles wholly  exempted  from  its  require- 
ments was  completely  successful  the  same 
remarks  that  apply  to  New  Jersey  apply  as 
well  to  the  "Old  Dominion." 

In  New  York  the  work  of  the  F.  A.  M. 
was  not  less  effective;  for  while  the  auto- 
mobilists  were  successful  in  defeating  the 
endeavors  to  enact  more  oppressive  legis- 
lation, they  were  hard  put  to  it,  and  the 
cost  in  time,  money  and  energy  was  not 
inconsiderable.  There  were  the  three  bills 
pending  in  Albany,  all  of  them  designed 
to  make  harder  the  way  of  the  motorist 
and  to  extract  more  money  from  his  purse. 
That  motorcyclists  were  exempted  from  the 
provisions  of  the  three  bills  and  were,  there- 
fore, given  no  cause  for  concern,  was  not  in 
any  sense  an  accident.  The  F.  A.  M.  was 
on  the  spot  and,  without  any  display  of 
skyrockets,  achieved  its  purpose  in  every 
instance.  Coupled  with  its  previous  suc- 
cessful work  of  exempting  motorcycles  in 
New  York  and  in  Maryland,  Delaware,  Wis- 
consin and  California  and  in  drawing  the 
fangs  from  the  Connecticut  law,  as  they 
were  drawn  from  the  New  Jersey  act,  the 
F.  A.  M.  may  be  said  to  be  fairly  entitled 
to  its  plumes. 

The  advantages  gained  will  be  maintained 
if  the  few  reckless  idiots  who  rush  through 
towns  at  express  train  speed  or  travel  the 


roads  with  mufflers  wide  open,  do  not  be- 
come unduly  numerous. 


About    the    Ladies'    Bicycle. 

At  this  time  when  nothing  would  be 
more  welcome  or  helpful  than  a  general  re- 
newal of  womankind's  interest  in  cycling, 
the  hitherto  unpublished  story  of  the  con- 
ception and  inception  of  the  first  woman's 
bicycle,  which  is  printed  in  another  column, 
makes  interesting  reading.  A.  H.  Over- 
man was  not  the  only  one  of  prominence 
who  believed  that  the  appearance  of  that 
type  of  machine  would  prove  a  disastrous 
blow  to  the  young  industry. 

Eighteen  years  ago  the  high  bicycle  was 
paramount;  the  safety  was  but  just  coming 
into  use  and  up  to  that  time  the  only 
women  who  ever  had  appeared  in  public 
on  bicycles  of  any  sort  were  the  "profes- 
sional ladies"  who  disported  themselves  in 
tights  at  country  fairs,  etc.  The  idea  of  a 
loop-framed  bicycle  was  unthought  of  save 
by  the  little  group  of  Washington  invent- 
ors. A  "lady's  bicycle"  conveyed  the  idea 
that  the  fair  rider  must  be  indelicately 
seated  astride.  When  it  was  announced,  it 
carried  a  thrill  of  horror  and  dismay  to  the 
cycling  enthusiasts  of  the  times,  the  extent 
of  which  the  present  generation  cannot  even 
begin  to  understand.  It  suggested  that 
cycling  was  to  be  made  the  laughing  stock 
of  the  universe,  and  it  was  no  fault  of  the 
cartoonists  that  this  did  not  prove  the  case. 
It  was  a  long  time  before  any  great  num- 
ber of  persons  set  eyes  on  a  woman  on  a 
bicycle  and  it  required  that  length  of  time 
to  remove  the  impression  that  the  riding 
of  it  was  not  unladylike  or  indelicate. 

She  was  a  brave  woman  who  dared  ride 
in  those  early  days,  but  that  the  inventor 
designed  wisely  is  evidenced  by  the  fact 
that  the  bicycle  remains  practically  un- 
changed, despite  the  many  years  that  have 
elapsed. 


One  of  motorcycling's  recent  recruits, 
who  does  not  ride  a  motorcycle  although 
he  has  launched  a  venture  supposed  to  be 
in  its  interests,  has  written  one  of  the  for- 
eign publications,  suggesting  that  if  any  of 
the  manufacturers  on  the  "other  side"  has 
an  overplus  of  motorcycles,  now  is  a  good 
time  to  unload  it  on  the  American  mar- 
ket. Whether  or  not  the  American  manu- 
facturers will  relish  the  suggestion,  it  is 
certain  that  any  foreigner  who  accepts  it 
seriously  will  purchase  dearly  a  large  chunk 
of  wisdom  and  will  shower  no  blessings  on 
the  head  of  the  suggester. 


2d4 


tiife  BICYCLING  WORiD 


EVOLVING  THE  WOMAN'S  BICYCLE 


Hitherto  Unpublished  Chapter  Detailing  its 
Beginning  and  to  Whom  Credit  is  Due. 


Who  was  responsible  for  the  first 
woman's  bicycle  was  long  a  jnatter  of  dis- 
pute; W.  E.  Smith,  then  of  Washington, 
D.  C,  whose  wife  was  first  to  appear  on 
one,  usually  was  given  the  credit,  but  lat- 
terly the  claims  of  Herbert  S.  Owen, 
also  at  that  time  in  the  bicycle  business  in 
Washington,  have  served  to  show  that  the 
honor  really  belongs  to  Owen.  Smith,  by 
the  bye,  is  the  same  who  invented  the  bot- 
tom bracket,  the  patent  on  which,  until 
recently,  cut  such  a  big  figure  in  the  trade, 
and  which  curiously  enough  passed  into 
Owen's  possession. 

It  was  due  to  the  veteran,  Charles  E. 
Hawley,  that  the  story  of  the  conception 
and  invention  of  the  ladies'  bicycle  was 
brought  out.  Mr.  Hawley  was  gathering 
data  for  an  encyclopedia  and  in  the  course 
of  his  work  prevailed  on  Mr.  Owen  to  state 
his  case.  He  did  so  interestingly  in  the  fol- 
lowing letter,  which  Mr.  Hawley,  with  Mr. 
Owen's  permission,  has  kindly  placed  at 
the  Bicycling  World's   disposal: 

"In  the  spring  of  1886,  I  was  riding  the 
first  safety  introduced  in  the  United  States, 
a  Rover.  I  met  Mr.  William  E.  Smith  in 
front  of  Willard's  Hotel,  Washington,  D. 
C,  and,  as  was  our  custom  in  those  days, 
we  discussed  cycling  subjects  in  general 
from  about  9;00  p.  m.  until  11:30.  Our  talk 
had  particular  reference  to.  the  merits  of 
the  safety  bicycle  and  its  influence  in  the 
future  on  the  industry,  the  advantage  of  the 
safety  for  e-lderly  people,  for  business  peo- 
ple, etc.  I  then  suggested  my  belief  that 
a  safety,  could  soon  be  constructed  that 
ladies  could  ride  it.  This  was  probably  the 
first  intimation  in  America,  at  least,  that  a 
wheel  could  be  so  designed  that  if  a  woman 
had  suiBcient  courage  and  skill  she  could 
ride   the   two-wheeled  machine  with    skirts. 

"In  the  summer  of  1887,  at  Cottage  City, 
I  determined  that  on  my  return  to  Wash- 
ington I  would  build  a  few  wheels  for 
young  ladies  in  short  skirts,  having  more 
particularly  in  view  my  two  neices,  then 
14  and  16  years  of  age.  I  thought  if  we 
could  induce  young  girls  to  learn  to  ride 
a  bicycle  that  they  would  become  so  skill- 
ful, and  the  pleasure  generated  would  be  so 
great,  that  they  growing  up  might  continue 
the  use  of  the  wheel. 

"It  is  difiicult  to  picture  now  the  feelings 
and  ideas  we  had  then,  and  the  anxiety  we 
felt  and  care  '  we  took  to  confine  it  to 
proper  channels,  escaping  the  slightest 
newspaper  criticism,  and  the  injury  incurred 
by  the  wrong  person  or  class  taking  it  up. 
One  of  the  largest  manufacturers  in  the 
country,  A.  H.  Overman,  told  me  personally 
that  I  had  done  more  to  injure  cycling,  by 
introducing  the  ladies'  wheel,  than  all  else 
combined. 

"Immediately  on  my  return  to  Washing- 


ton, in  September,  I  began  discussing  the 
matter  with  Messrs.  C.  E.  Duryea,  Brunner 
and.  others,  and  I  began  putting  my  plans 
into  operation.  The  first  model  I  built  is 
now  in  the  National  Museum,  and  was  made 
of  gas  pipe  and  brass  castings.  Miss  Eliz- 
abeth Randolph  Keim,  my  eldest  neice, 
mastered  the  wheel  in  the  first  lesson  so 
that  she  could  make  several  revolutions 
around  old  Star  Park,  by  electric  light, 
without  falling  off.  She  being  young  and 
very  active  learned  to  mount  in  the  second 
lesson.  This  was  a  great  surprise  and  pleas- 
ure to  me,  and  meant  that  we  could  take 
spins  with  our  wives,  sisters  and  sweet- 
hearts without  asking  them  to  keep  up  with 
us  on  a  110  pound  tricycle. 

"About  December  1st,  '87,  I  started  for 
Coventry,  England,  to  order  some  ladies' 
Psychos,  made  from  my  specifications; 
also  a  ladies'  tandem  with  the  front  part 
adapted  for  ladie.s'  use.  This  was  the  first 
tandem  of  that  kind  in  the  world.  My  idea 
and  hope  for  the,  tandem  was  that  riders 
would  take  their  lady  friends,  sisters  and 
wives  out  for  a  spin  with  them  by  moon- 
light, and  in  this  way  we  could  not  only 
teach  them  confidence  but  give  them  some 
idea  of  the  pleasure  and  physical  benefit; 
and  also  ingratiate  the  idea  in  the  public 
mind.  On  my  return  from  England  about 
the  end  of  January,  or  the  first  of  February, 
1888,  I  heard  that  Smith  Brothers  had  com- 
pleted arrangements  for  building  ladies' 
bicj'cles,  and  read  a  newspaper  ad.  to  the 
effect  that  Mrs.  Smith  would  appear  on 
Pennsylvania  avenue,  after  4  p.  m.,  on  her 
bicycle.  This  horrified  me  because  of  the 
sudden  publicity  and  the  manner  of  an- 
nouncement. I  was  afraid  the  ladies' 
bicycle  was  doomed. 

"In  the  fall  of  1887,  the  moment  Miss 
Keim  succeeded  so  easily  in  mastering  the 
wheel,  I  ordered  Duryea  to  make  25  Psy- 
chettes,  which  were  begun  at  once,  made 
and  sold.  The  exact  day  Smith  started  to 
build  his  ladies'  wheel,  or  the  day  he  com- 
pleted it,  I  do  not  definitely  know,  but  that 
he  did  not  begin  it  before  December  1st, 
1887,  and  that  he  did  not  finish  it  before  the 
end  of  January,  1888,  I  do  know.  Having 
bought  out  their  factory  after  their  failure, 
I  have  their  books  to  help  me  verify  this, 
and  affidavits  from  their  workmen,  as  well 
as  from  members  of  the  company,  all  of 
which  tally  within  a  few  days.  I  also  have 
statements  from  others  as  to  the  time  my 
first  wheel  was  built,  and  am  now  getting 
statements  from  men  who  actually  worked 
on  my  first  model.  Some  of  my  workmen 
boarded  in  the  same  house  as  the  Smith 
workmen,  and  weeks  after  this  first  model 
had  been  made  and  hidden  away  and  the 
twenty-five  referred  to  started,  some  of 
our  workmen  announced  the  fact  that  Smith 
had  begun  to  make  a  ladies'  machine. 

"Now  a  word  as  to  why  I  have  not 
answered  the  numerous  newspaper  articles 
before  this  and  made  strong  my  claim.  I 
have  always  been  opposed  (and  I  have  been 
wrong  in  the  matter)  to  newspaper  notor- 
iety and  did  not  care  much  until  lately  for 


the  credit  that  would  eventually  accrue  to 
me  as  the  first  inventor  of  the  ladies'  wheel. 
Also,  recall  our  (yours  and  mine)  kindly 
feeling  towards  the  Smith  boys,  and  how 
willing  and  anxious  we  were  to  assist  them 
in  any  way  in  our  power.  I  felt,  and  have 
frequently  made  the  remark,  that  if  Smith's 
claims  in  his  ad.  did  him  any  good,  I  was 
glad.  I  had  no  fear  for  my  ability  to  meet 
with  a  ce'rtain  share  of  success,  and  the 
Smith  brothers  struggled,  as  I  thought,  so 
honestly  and  so  faithfully,  and  seemed  so 
deserving  that  I  went  out  of  my  way  and 
did  many  things  that  would  hardly  be  ex- 
pected of  a  competitor  to  assist  them. 

"I  well  remember  your  feelings  towards 
them  and  the  scheme  you  proposed  to  me 
one  day  in  our  club  in  the  old  LeDroit 
building,  which  I  heartily  seconded.  It  was 
for  the  members  of  our  club  to  'subscribe 
$25  each  to  make  up  a  purse  to  start  the 
Smith  brothers  in  business  for  themselves, 
they  to  pay  us  back  in  repairs  on  our 
bicycles  as  we  individually  needed  them. 
This  was  about  '82.  In  justice  to  them,  I 
am  glad  to  state  that  Mrs.  Smith  is  entitled 
to  the  credit  of  being  the  first  woman  to 
ride  in  public.  Miss  Keim  riding  in  the 
presence  of  a  few  persons  only  in  Star  Park, 
1423  New  York  avenue." 


Dampman    Surprises    the    Automobilists. 

Frank  M.  Dampman,  driving  a  2j4  horse- 
power Indian  tri-car,  really  was  the  sensa- 
tion of  the  so-called  two  gallon  efficiency 
test  held  by  the  Automobile  Club  of  Amer- 
ica, on  Saturday  last,  the  5th  inst. 

But,  as  is  always  the  case  when  motor 
cars  and  motorcycles  are  mixed,  he  ob- 
tained but  a  minimum  of  the  credit  due  for 
his  performance. 

Dampman's  machine,  of  course,  was  not 
built  to  carry  more  than  one  gallon,  and 
with  that  quantity  he  covered  99.8  miles,  a 
remarkable  accomplishment  under  any  cir- 
cumstances, and  particularly  remarkable  as 
rain  fell  after  the  start  making  the  roads 
heavy  and  slippery,  and  as  darkness  also 
fell  it  required  that  the  motorcyclist  drive 
more  than  two  hours  after  nightfall.  Had 
he  been  able  to  carry  the  second  gallon  he 
must  have  driven  all  night.  Dampman  was 
not  privileged  to  actually  compete  for  the 
prizes  offered  and  undertook  the  task  solely 
that  he  might  receive  a  certificate  of  per- 
formance. 

One  of  the  automobiles  created  a  sensa- 
tion by  covering  87  miles  with  two  gallons 
of  fuel,  its  closest  competitor  being  far  be- 
hind, completing  only  73.75  miles. 


Reading    Motorcyclists    to    Organize. 

A  movement  is  on  foot  in  Reading,  Pa., 
to  form  a  motorcycle  club.  The  project 
is  being  warmly  agitated  and  a  meeting  will 
be  called  shortly  to  effect  organization. 
From  one  or  two  a  few  years  ago,  the  num- 
ber of  motorcyqlists  in  Reading  has  grown 
to  sixteen,  with  prospects  of  additions  to 
the  fold  and  they  feel  that  organization 
would  strengthen  the  ranks. 


THE  BICYCLING  WORLD 


205 


KRAMER  MAKES  CLEAN  SWEEP 


Goes   to    London   and   Wins   Thrice — Elle- 
gaard  Among  those  whom  he  Deteated. 


Frank  L.  Kramer,  .seven  times  cham- 
pion of  America,  scored  a  brilliant  triple 
victory  at  the  international  race  meet  in 
London,  on  Saturday  last.  May  S,  defeating 
Thorwald  Ellegaard,  of  Denmark;  J,  S. 
Benyon,  of  England,  and  Richard  Heller,  of 
Austria.  The  cable  dispatch  gives  only 
meagre  reports  of  the  meet  which  was  held 
in  the  Crystal  Palace  grounds,  but  Kramer 
evidently  had  no  difficulty  in  showing  a 
clean  pair  of  heels  to  each  of  the  champions 
of  their  respective  countries. 

The  first  event  in  which  the  East  Orange 
rider  participated  was  a  mile  scratch,  Elle- 
gaard, Benyon  and  Heller  competing.  Kra- 
mer easily  out-sprinted  Ellegaard  for  first 
place  and  Benyon,  the  recently  turned  ama- 
teur who  made  his  debut  as  a  professional 
against  such  a  classy  bunch,  finished  third. 
Time,  2:07j^.  Kramer  also  came  to  the 
front  in  the  half  mile  open,  Ellegaard  and 
Benyon  finishing  as  in  the  previous  event. 
Time,  1 :0L  The  meeting  culminated  with 
a  third  decisive  victory  by  the  unparalleled 
American  in  the  quarter-mile,  beating  Elle- 
gaard.     Heller   was    third.     Time,   0;34^. 


Union  Run  Slimly  Attended. 

Due  probably  to  insufficient  publicity  and 
lack  of  co-operation,  the  Union  Club  Run 
promoted  by  the  Century  Road  Club  of 
America  and  held  last  Sunday,  6th  inst., 
did  not  assume  such  proportions  as  was  ex- 
pected. Even  so,  there  were  more  than  two 
hundred  cyclists  in  line,  representing  nearly 
all  the  cycling  clubs  in  New  York  and  vicin- 
ity. In  New  York  City  the  cyclists  were 
supposed  to  parade,  but  they  did  not  ride 
in  good  formation,  giving  the  affair  the 
appearance  of  an  ordinary  pleasure  jaunt 
instead  of  a  parade.  The  line  of  march  was 
from  Columbus  Circle,  S9th  street  and 
Broadway,  to  Grant's  Tomb,  returning  by 
way  of  Fifth  avenue,  over  the  Williamsburg 
Bridge  to  Coney  Island.  At  the  resort 
everybody  was  at  liberty  to  enjoy  them- 
selves. President  A.  G.  Armstrong,  of  the 
Century  Road  Club  of  America,  led  the 
procession. 


Punctures   Thin   Motorcycle    Run. 

r^espite  lowering  skies,  39,  or  all  save 
t.vo  of  the  entrants,  started  in  the  Brooklyn 
Motorcycle  Club's  century  run  on  Sunday 
last.  The  route  was  from  Brooklyn  to 
Patchogue  and  return,  116  miles,  the  mini- 
mum time  limit  being  six  hours,  the  maxi- 
mum eight  hours.  Of  the  39  starters,  24 
completed  the  trip  inside  of  schedule  time; 
punctures  were  unusually  prevalent,  no 
less  than  seven  of  those  who  failed  to  qual- 
ify being  delayed  or  put  out  by  this  cause. 
A  broken  rim  and  a  broken  fork  accounted 
for  two  of  the  other  "deaths."  Rain  helped 
to  make  pleasanter  the  way  of  the  tardy 
onesl 


Three  Indian  tricars  started,  occupied, 
respectively,  by  Mr.  and  Mrs.  T.  K.  Has- 
tings, Mr.  and  Mrs.  F.  H.  Chase  and  Mr. 
and  Mrs.  E.  W.  Goodwin,  but  Mrs.  Hast- 
ings and  Mrs.  Chase  found  the  dust  too  dis- 
agreeable for  pleasure  and  ordered  their 
drivers  to  "put  about";  they  obeyed  orders. 
Mr.  and  Mrs.  Goodwin  got  through  just 
within  the  maximum  limit  and  then  only 
by  a  display  of  nerve.  On  the  outward 
trip  a  reach  rod  on  their  machine  buckled 
in  a  sandy  stretch  and  spilled  both  of  them. 
Mrs.  Goodwin  was  uninjured,  but  her  hus- 
band dislocated  his  shoulder,  but  despite 
the  fact  he  repaired  the  damage  and  drove 
for  more  than  75  miles  with  his  lame  arm. 


EARLY  LEADS  THE  LEADERS 


Motorcycle  Sled  for  North  Pole. 

A  motor  bicycle,  or  more  appropriately,  a 
motorcycle  sled  will  play  not  an  unimport- 


ant part  in  the  forthcoming  polar  expedi- 
tion of  the  intrepid  Walter  Wellman,  who 
confidently  expects  to  discover  what  numer- 
ous others  have  failed  to  discover — the 
imaginary  northern  point  of  the  world's 
axis.  The  explorer  has  supreme  faith  in 
the  fact  that  the  motorcycle  will  render 
him  invaluable  aid  in  the  far  and  frozen 
northland. 

Although  Wellman's  motorcycle  sled  em- 
bodies no  startlinglv  new  features,  it  does 
not  lack  ingenuity  nor  is  it  without  interest 
to  the  fraternity.  Wellman  expressed  his 
wants  to  Chas.  E.  Miller  &  Bro.,  Washing- 
ton, D.  C,  agents  for  Indian  motorcycles, 
and  George  W.  Wells,  who  has  charge  of 
the  machine  shop,  at  once  set  out  to  con- 
struct a  sled  that  will,  it  is  expected,  do 
great  things.  Naturally,  an  Indian  forms 
the  basis  of  construction,  as  will  be  seen 
from  the  accompanying  illustration.  The 
front  runners,  resembling  those  of  a  bob- 
sled, are  made  of  small-sized  steel  tubing, 
well  braced.  The  frame  work  of  the  motor- 
cycle remains  intact  in  addition  to  which 
there  has  been  added  a  pair  of  hickory  run- 
ners. By  means  of  a  reinforced  steel  brace 
these  rear  runners  may  be  elevated  from  the 
ground  when  the  snow  is  too  deep  for  the 
rear  wheel  to  revolve.  The  rear  wheel  is, 
of  course,  left  on,  the  rim  being  strength- 
ened by  a  rim  of  galvanized  iron  with  2-inch 
corrugations  every  four  inches;  a  steel  stud- 
ded tire  is  employed.  Beyond  these  changes 
the  machine  is  merely  a  1906  stock  model.] 
It  has  been  shipped  to  the  base  of  sup- 
plies Explorer  Wellman  has  established  in 
Norway. 

The   Carbondale    (Pa.)    Cycle   Club    cele-» 
brated  its  eleventh  birthday  anniversary  on 
Tuesday   night   of   last   week,    by   giving   a 
banquet. 


New  Jerseyman  Still  Holds  his  Advantage 
in  C.  R.  C.  of  A. — Seeley  Moves  up. 

The  scramble  for  honors  in  century  and 
mileage  competition  among  the  Century 
Road  Club  of  America  members  promises 
to  become  interesting.  During  the  month 
of  April  there  has  been  another  shift  in 
the  table  of  century  and  mileage  makers 
and  the  list  of  these  fiends  continues  to 
lengthen. 

Notwithstanding  the  dogged  persever- 
ance of  Alfred  H.  Seeley,  of  the  New  York, 
division,  to  dislodge  National  Treasurer 
Harry  Early,  of  Bayonne,  N.  J.,  this  sturdy 
rider  has  held  his  place  at  the  top  of  the 
ladder  as  regards  centuries  ridden  since 
the  first  of  the  year.  Seeley  has  moved 
from  fourth  place  to  second,  and  Ernest 
G.  Grupe,  who  stood  on  the  second  rung 
last  month  has  stepped  down  one.  National 
Secretary  Fred.  E.  Mommer  is  being 
kept  so  closely  confined  by  the  depressing 
cares  of  business  that  he  has  had  to  give 
fifth  place  to  Emil  Leuly,  of  Hoboken. 
H.  H.  Hintze,  of  New  York  City,  has  for- 
saken racing  with  noticeable  results.  Last 
month  his  name  was  not  included  in  the  list 
of  century  rollers,  but  during  April  he 
worked  up  to  fourth  place.  The  only  west- 
ern man  to  be  placed  with  the  leaders  in 
Andrew  Clausen,  of  Chicago,  who  is  in 
sixth  position.  The  position  of  the  other 
riders  in  the  race  is  as  follows:  8,  H.  E. 
Fischer,  West  Hoboken,  N.  J.;  9,  Fred  L 
Perreault,  Maiden,  Mass.;  10,  John  H.  Cor- 
nell, New  York  City;  11,  Fred  Pfarr,  New 
York  City;  12,  John  Cornell,  New  York 
City;  13,  H.  W.  Gust,  Brooklyn;  14,  William 
L.  Russell,  Brooklyn;  IS,  Charles  Schnepp, 
New  York  City;  16,  F.  S.  Floyd,  Winthrop, 
Mass.;  17,  A.  D.  Rice,  Winthrop,  Mass.; 
18,  Thomas  W.  Boher,  Baltimore;  ■  19, 
Charles  F.  Hansen,  Jersey  City,  N.  J.;  20, 
F.  E.  Wiennemann,  New  York  City;  21, 
Harold  E.  Grupe,  Brooklyn;  22,  Fred  H. 
Peterson,  Newark. 

In  mileage  ridden  since  the  first  of  the 
year  the  riders  that  hold  the  first  five  posi- 
tions in  the  Century  table  are  the  same. 
Sixth  place,  however,  is  held  by  J.  W. 
Clowes,  of  Paterson,  N.  J.,  while  Nobel  H. 
Tarbell,  chairman  of  the  roads  records  com- 
mittee, of  Lake  Geneva,.  Wis.,  is  seventh. 
Henry  H.  Wheeler,  of  Pomona,  Cal.,  has 
fallen  two  places,  as  has  also  William  J. 
Hampshire,  of  San  Jose,  Cal.,  which  was 
expected  in  view  of  the  recent  disaster. 
That  they  did  not  loose  more  footage  is  a 
mystery.  Fred  I.  Perreault,  of  Maiden,  is 
tenth  in  mileage  competition  and  Harold 
Grupe,  of  Brooklyn,  is  next  in  order. 

Since  January  1,  123  centuries  have  been 
rolled  by  members  of  the  organization.  The 
total  mileage  amounts  to  11,529. 


The  Aritonian  Bicycle  Club  has  been  or- 
ganized at  Reading,  Pa.,  for  touring  pur- 
poses.   Earl  E.  Hafer  was  elected  captain. 


206 


THE  BICYCUNG  WORLD 


RAIN   MARS   VAILSBURG  MEET 


But    not    Before   Two    Men    Showed    their 
Form — Krebs  Beats  Fenn. 


Although  the  "powers  that  be"  in  Newark 
have  opined  that  there  is  no  more  sin  in 
Sunday  bicycle  racing  than  there  is  in  Sun- 
day golfing,  dominoes,  flinch,  or  some  of 
the  other  more  lady-like  games,  Jupiter 
Pluvius  did  not  share  this  opinion  on  Sun- 
day last,  6th  inst.,  for  he  moodily  showed 
his  displeasure  by  breaking  up  the  race 
meet  before  what  promised  to  be  the  most 
exciting  event  on  the  card — the  miss  and 
out  amateur — had  been  run  off.  However, 
there  was  little  cause  for  grumbles,  as  the 
second  Sunday  Vailsburg  meet  was  far 
more  exciting  than  the  opening  meet  of 
the  preceding  Sunday.  Although  few  of  the 
old-time  luminaries  competed  in  the  pro- 
fessional races,  the  meet  brought  out  two 
new  stars — Alfred  Ashurst,  professional, 
and  Edward  Simonet,  amateur. 

Alfred    Ashurst,    or    "Whitey"    as    he    is 
best  and  most  familiarly  known,  surprised 
and   gratified  2,500   spectators   in   the   half- 
mile    handicap    for    pros.      The    Bay   View 
Wheelmen,  who  are  conducting  the  meets, 
have  instituted  a  new  feature  at  the  Vails- 
burg board  track.     They  are  running  short 
handicaps  and  long  opens,  a  very  welcome 
change  from  the   cut   and   dried  vice   versa 
style  of  race  meets.     The  first  of  the  short 
handicaps  was  inagurated  last  Sunday  and 
it  caused  many  a  staid  old  bench  warmer 
on  the  bleachers  to  pinch  himself  over  and 
over  again  and  then  marvel,  and  just  won- 
der how  it  was  done.     Alfred  Ashurst  was 
one  of  the  amateurs  recently  turned  profes- 
sional.   This  was  his  debut  in  the  pro  ranks, 
and    the    clever    little    Newarker    most    cer- 
.  tainly  made  good.  In  the  half-mile  handicap 
the  light-haired  lad  was  given  45  yards,  and 
Rupprecht,  who  also  rode  his  first  pro  race. 
Was  placed  at  35  yards.     Fenn  was  the  lone 
scratch  man.    The  field  bunched  at  the  bell, 
where    "Flying    Dutchman"    Floyd    Frebs, 
was  stopped  perforce  with  a  broken  chain 
and   Fenn   apparently   was    all   in.     At   the 
first  turn  Ashurst  went  to  the  front,  with 
Rupprecht  hanging  on  his   rear  wheel,  and 
the   pair   was    never   headed.     John    Bedell 
and   his   brother   Menus,  .tried   to   overhaul 
the  .pair  on  the  back  stretch,  but  they  lacked 
the    strength.      Rupprecht    wobbled    some- 
what on  the  straight,  which  interfered  with 
John    Bedell    and     caused    the     former     to 
scramble    over   the   tape   for   second   place, 
Ashurst  taking  first  with  ease.     Menus  Se- 
idell   finished"  fourth.     The    time   was    58^  ■> 
seconds,  which  is  very  fast  for  so.  early  in 
the  season. 

Ip  the. five  mile  open.  Ashurst  seemed  im- 
bued with  the  desire  to  cut  out  a  fast  pace 
and  led  the  bunch  for  three  laps.  He  real- 
ized his  mistake  fafref "gaming  a  lead  of 
Miy  Shards  and  settled  down  with  the  bunch. 
Tfeddy  Bilington,  erstwhile  the  "Pride  of 
Vailsburg,"   led    at   the    first   mile,    Ashurst 


won  another  dollar  by  corralling  the  fifth 
lap  and  then  Charles  Schlee  came  to  the 
front  for  three  laps.  Al  Guery  annexed  the 
dollar  for  the  ninth  lap  and  Schlee  followed 
with  three  more.  George  Glasson  took  up 
the  running  for  the  next  four  laps  and  Fenn 
headed  the  procession  for  the  following 
three,  leading  at  the  bell.  Ashurst  suc- 
cumbed to  a  punctured  tire  in  the  eighteenth 
lap.  On  the  back  stretch  Krebs  sprinted 
around  from  the  rear  and  was  at  Fenn's 
saddle  on  the  last  turn.  For  a  time  Fenn 
fought  off  "Herr"  Krebs,  but  in  the  stretch 
he  tired  and  the  "Flying  Dutchman"  crossed 
the  tape  first  by  half  a  length.  Menus 
Bedell  took  second  place  from  Fenn  and 
John  Bedell  came  in  fourth. 

The  other  "find"  was  Edward  Simonet,  a 
tiny  specimen  of  humanity,  who  won  the 
novice  race  in  handy  style.  Siebert  has  now 
succeeded  to  Teddy  Billington's  long  held 
title  of  "Pride  of  Vailsburg,"  and  judging 
from  his  ear  marks  will  not  bedim  the 
honor  of  the  "fans."  Gus  Koch  finished 
second  in  the  novice  ind  W.  H.  Baldwin 
was  third.     The  time  was  33  seconds. 

Arthur  R.  Wilcox,  of  the  National  Ath- 
letic Club,  accounted  for  the  first  heaf  of 
the  one-mile  handicap  and  J.  T.  Halligan,  of 
the  Bay  View  Wheelmen,  won  the  second. 
Michael  Ferrari  finished  first  in  the  third. 
The  fourth  heat  was  the  fastest  through 
the  foolishness  of  F.-  L.  Valiant,  of  the  Roy 
Wheelmen,  who  pulled  his  clubmate,  Mar- 
cel Dupuis,  around  for  two  and  a  half  laps. 
Dupuis  won  the  heat.  In  the  final  George 
Cameron,  the  flat  floor  rider,  rode  a  con- 
sistent race  and  finished  first  from  40  yards. 
Dupuis,  of  the  Roys,  on  125  yards,  crossed 
the  tape  a  good  second,  J.  Watson  and 
Michael  Ferrari  finishing  next  in  the  order 
named.  Time,  2:07^.  Jacob  Magin,  of 
the  National  Turn  Verein  Wheelmen,  and 
Watson  J.  Kluczek,  of  the  Roy  Wheelmen, 
were  the  only  two  scratch  men  to  qualify, 
but  they  -were  unplaced  in  the  final.  James 
Zanes  and  W.  Vandendries  were  the  other 
back  markers  to  get  shut  out  in  the  prelim- 
inaries. 

The  "blooming  rain,"  which  had  been 
threatening  all  afternoon,  came  down  in 
earnest  and  there  was  a  hurried  scurry  for 
shelter.  The  miss  and  out  race  probably 
will  be  held  soon,  as  it  is  a  favorite  event 
with  the  "bleacherites,"  although  not  much 
to  the  liking  of  the  riders.  The  summaries 
follow: 

Quarter  mile  novice — Thomas  Smith, 
George  W.  Beck,  Gus  Kock,  Frank  L.  Val- 
iant, Arthur  McKaig,  Jr.,  W.  H.  Baldwin, 
Edward  Simonet  qualified.  Final  heat  won 
by  Edward  Simonet,  Vailsburg;  Gus  Koch, 
Newark,  second;  W.  H.  Baldwin,  Newark, 
third.     Time,  0:33. 

One  mile  handicap  (amateur) — A.  R.  Wil- 
cox (90  yards),  Henry  Larcheveque  (65 
yards),  George  G.  Cameron  (40  yards),  F. 
Cobb  (110  yards),  J.  T.  Halligan  (115 
yards),  Jacob  Magin  (scratch),  J.  Watson 
(75  yards),  Michael  Ferrari  (ISO  yards), 
Martin  Kessler  (65  yards),  F.  Elliott  Adams 
(100   yards).    Marcel    Dupuis    (125   yards). 


Walter  Rawleigh  (150  yards),  Tom  Norton 
(90  yards)  and  Watson  J.  Kluczek  (scratch) 
qualified.  Final  heat  won  by  George  G. 
Cameron,  Eighth  Regiment;  Marcel  Dupuis, 
Roy  Wheelmen,  second;  J.  Watson,  New- 
ark, third;  Michael  Ferrari,  Newark,  fourth. 
Time,  2:07^. 

Half  mile  handicap  (professional) — ^won 
by  Alfred  Ashurst,  Newark  (45  yards);  Ed- 
ward Rupprecht,  Newark  (35  yards),  sec- 
ond; John  Bedell,  Newark  (10  yards),  third; 
Menus  Bedell,  Newark  (20  yards),  fourth. 
Time,  0:58^. 

Five  mile  open  (professional) — Won  by 
Floyd  Krebs,  Newark;  Menus  Bedell,  New- 
ark, second;  W.  F.  Fenn,  Bristol,  Conn., 
third;  John  Bedell,  Newark,  fourth;  Charles 
Schlee,  Newark,  fifth.  Time,  11:52.  Lap 
prize  winners — Alfred  Ashurst  (4),  Teddy 
Billington  (1),  Charles  Schlee  (6),  Al. 
Guery  (1),  George  Glasson  (4),  W.  F. 
Fenn  (3). 


Waddell  Leads  the  Edgecombs. 

Riding  with  a  handicap  of  two  minutes 
and  thirty  seconds,  Saxbury  Waddell,  won 
the  annual  ten-mile  handicap  road  race  of 
the  Edgecombe  Wheelmen  of  New  York 
City,  which  was  decided  on  Hoffman  boule- 
vard, Jamaica,  Long  Island,  last  Sunday 
afternoon,  6th  inst.  His  time  for  the  course 
was  32  minutes  367^  seconds  and  W.  Reese 
Hughes,  the  next  man  to  cross  the  tape, 
who  started  at  the  same  time  as  Waddell, 
was  beaten  out  by  only  one-fifth  of  a  sec- 
ond. It  was  a  pretty  finish  and  the  victor 
was  roundly  applauded. 

Although  this  race  was  distinctively  a 
closed  affair  it  was,  however,  not  without 
interest  nor  did  it  lack  for  spectators.  The 
Edgecombe  Wheelmen,  naturally,  the  Tiger 
Wheelmen  and  the  Roy  Wheelmen,  had  all 
called  club  runs  to  Jamaica  and  there  were 
over  one  hundred  cyclists  at  the  start  and 
finish,  which  was  in  front  of  Opper's 
hotel. 

Otto  Brandes,  the  club's  secretary,  rode 
a  surprising  race  from  scratch,  finishing 
third  and  winning  the  first  time  prize  in 
30:29%.  Frank  Lane  and  Samuel  Morrison, 
two  of  the  scratch  men,  had  a  rare  dust-up 
for  eighth  place  in  the  last  mile,  the  former 
winning  out  by  three  seconds.  There  were 
thirty  starters  in  the  race,  of  whom  twenty 
finished.    The  summary: 

Handicap     Time 
Pos.  Rider.  M.S.     M.S. 

1  Saxbury    Waddell 2:30     32:36?^ 

2  Reese  Hughes   2:30    32:36^ 

3  Otto    C.    Brandes sc'h     30:29?^ 

4  Cris.   Kind    0:30     31:00% 

5  Jack  Lanzer 3:30     35:07 5^ 

6  Dominick  Saponaro    1:00     32:38% 

7  John  Panzerala   4:00     35:46?^ 

8  Frank   Lane    sc'h     32:06% 

9  Samuel'R.   Morrison sc'h     32:09j^ 

10  Elias  Kahn   3:30     36:25% 

11  Toney  Bazari   sc'h     33:30% 

12.  Albert   Weirich    3:00     36:35% 

13  Emil    Koster    2:00     35:35?^ 

14  Joseph   Fernstein 2:00    35:47% 

15  Edward  Natter  4:00    40:07?^ 


THE  BICYCLING  WORLD 


AMERICANS    ON    PARIS    TRACKS 


Schwab   Wins,   Friol   Defeats   Kramer   and 
Moran  is  in  the  Ruck. 


Oscar  Schwab,  once  well  known  in  New- 
ark, but  now  a  familiar  figure  in  the  Latin 
quarter  in  Paris,  evidently  has  received  a 
lease  of  life,  for  the  former  Vailsburg  rider 
is  now  riding  in  brilliant  form.  On  Easter 
Sunday,  at  the  Pare  des  Princes  track,  Paris, 
Schwab  won  the  Course  des  Primes,  at  6 
kilometres  666  metres,  beating  out  Massart 
by  half  a  wheel  and  also  vanquishing  Goven 
and  Lineaud.  The  time  was  9  minutes  34 
seconds.  Friol,  who  has  the  honor  of  hav- 
ing beaten  Kramer,  was  one  of  the  "also 
rans."  Following  this  victory  "Herr" 
Schwab  mounted  a  tandem  with  Massart 
and  competed  in  a  match  race  against  Elle- 
gaard-Vandenborn  and  Vanoni-Thuau.  El- 
legard  and  Vandenborn  crossed  the  tape  a 
length  in  front  of  Vanoni  and  his  partner 
while  the  former  American  finished  third  by 
two  lengths.  The  distance  was  about  one 
-   mile,  and  the  time  2:20^. 

American  riders  showed  np  well  in  the  50- 
kilometre  (31  miles)  paced  race.  Darragon, 
the  hour  record  holder,  finished  first,  Mett- 
ling  came  in  second;  Contenet,  who  holds 
several  world's  records,  was  third,  and 
James  F.  Moran  was  fourth.     Time,  37:06. 

The  trial  heats  of  the  ninth  annual  Easter 
grand  prix  were  run  off  on  Sunday.  The 
first  prize  in  this  classic  event  is  1,000 
francs.  The  trial  heats  were  at  one  lap  and 
Massart,  Thuau,  Friol,  Ellegaard,  Vanden- 
born, Poulain  and  Kramer  each  won  their 
heats.  The  race  was  concluded  on  the  fol- 
lowing day,  Monday,  April  16th.  Rohmer 
and  Oscar  Schwab  qualified  in  the  repe- 
chage,  which  is  a  sort  of  consolation  heat 
for  the  "also  rans"  in  the  trials.  The  semi- 
final heats  furnished  many  surprises.  In 
the  first  Vandenborn  defeated  Thuau  and 
Massart.  Friol's  sprint  was  too  much  for 
Frank  Krame'r  in  the  second  heat  and  the 
American  champion  was  defeated  by  one 
length,  Schwab  coming  in  third.  As  only 
the  first  man  qualified,  Kramer  was  shut 
out,  to  the  extreme  delight  of  the  French- 
men, who  picked  up  Friol,  placed  him  on 
their  shoulders  and  triumphantly  paraded 
around  the  track.  Poulain  won  the  third 
semi-final  heat.  The  final  heat  was  won 
on  the  point  system,  the  three  riders  going 
three  heats.  Vandenborn  was  given  the 
victory  with  4  points,  Friol  was  second 
with  S  points  and  Poulain  had  9  points  in 
the  final  classification.  That  was  the  -only 
event  in  which  the  Americans  competed  on 
that  day. 

On  the  following  day  at  the  Velodrome 
d'Hiver  a  two-heat  match  race  between 
Louis  Darragon  and  James  F.  Moran  was 
the  principal  event  to  be  decided.  The  first 
heat  was  an  unlimited  pursuit  race  and  Dar- 
ragon had  to  ride  for  ten  minutes  before  he 
overhauled  and  passed  the  Bostonian. 
Moran  started  off  well,  but  -was  a  trifle 
off  form.  The  second  heat  was  at  20  kilo- 
metres, behind  motor  pace,  which  Darragon 


won  by  100  yards.  Time,  18:3l3/s-  Woody 
Hedspeth,  the  negro,  was  given  fifty  yards 
in  a  half  mile  handicap,  but  failed  to  qualify. 
The  final  heat  of  the  handicap  was  won  by 
Schilling,  from  10  yards. 


FOR   A   "BROOKLYN   HANDICAP" 


Race  is   Fixed  for  June   10th — Real   Silver 
Cups  to  be  Given. 


Cutlerites  too  Fast  for  Berkeley  Boys. 

Alfred  Seeley  and  Richard  Cobden,  Jr., 
shared  honors  in  the  bicycle  races  which 
formed  a  part  of  the  dual  athletic  contest 
between  the  Cutler  and  Berkeley  schools. 
New  York  City,  Thursday  of  this  week.  The 
races  were  held  on  Columbia  oval  at  Wil- 
liamsbridge.  There  were  to  have  been  dual 
bicycle  races  between  the  schools,  but  when 
the  two  men  who  had  entered  for  Berkeley 
saw  their  opponents  warming  up  before  the 
events,  they  suffered  a  shock  known  as 
"shivering  pedalic  appertainmentitis"  and 
slunk  away.  Seeley,  the  "continental  tour- 
ist," held  the  lead  in  the  one-third  mile  un- 
til the  last  turn,  when  Cobden  jumped  and 
won  out.  Harold  P.  Flint  finished  third. 
The  time  was  57  seconds.  The  riders  in- 
dulged in  a  little  jockeying  in  the  one  mile 
scratch,  Flint  setting  the  pace  for  three 
laps  with  Cobden  in  second  position  and 
Seeley  last.  On  the  backstretch  of  the  last 
lap  Cobden  attempted  to  out-sprint  the 
"tourist,"  but  was  unsuccessful,  Seeley  win- 
ning out  by  ten  yards.  Time,  3:18j^.  Seeley 
rode  a  Pierce  geared  to  91  and  Cobden 
pushed  a  Reading  Standard  geared  to  87. 


More    Foreign    Racers    Coming. 

Racing  enthusiasts  in  this  country  will 
doubtless  have  the  pleasure  of  seeing  a 
number  of  foreign  cracks  compete  in  the 
races  this  season>  "Tommy"  Hall,  the  light- 
weight English  champion  pace  follower, 
already  is  in  America,  having  accompanied 
Robert  J.  Walthour  from  Europe,  and  Ped- 
lar Palmer  came  back  with  W.  E.  Samuel- 
son  from  Australia.  Apropos  of  this,  ad- 
vices from  Australia  state  that  J.  Arnst  and 
his  brother,  Richard  Arnst,  who  won  this 
year's  famous  Sydney  Thousand  handicap,  _ 
and  who,  by  the  bye,  ride  American  bicycles 
— Nationals — already  are  on  board  the 
steamer  en  route  to  America  with  Floyd 
McFarland.  A.  J.  Clark  and  Ernest  A.  Pye 
were  expected  to  accompany  the  trio.  The 
Arnst  brothers  will  represent  Australia  in 
the  six-day  race  next  December.  It  is 
understood  that  efforts  are  being  made  to 
bring  World's  Champion  Gabriel  Poulain 
and  several  other  European  cracks  of  note, 
here  this  summer. 


Hedspeth  Wins  a  Race  at  Last. 

"Woody"  Hedspeth,  the  negro  with  not 
too  white  a  reputation,  has  at  last  won  a 
race  on  the  other  side,  where  he  has  taken 
up  his  abode.  The  marvellous  feat  was  ac- 
complished at  the  Stieglitz  track,  Berlin, 
last  month,  when  Hedspeth,  who  has  be- 
come a  masseur  for  Bader,  the  German 
crack,  won  the  "little  Easter  prize."  Con- 
rad, Wegener  and  Kudela  crossed  the  tape 
next  in  order,  Hedspeth  beating  the  first 
named  by  an  "eyelash." 


Another  organization — the  Park  Circle 
Club,  of  Brooklyn — is  making  a  strong  bid 
for  recognition.  It  has  on  the  tapis  for 
Sunday,  June  10th,  a -twenty-mile  handicap 
road  race  which  it  is  planned  to  make  an 
annual  fixture  and  which  has  been  desig- 
nated the  "Brooklyn  Handicap."  The  start 
and  finish  will  be  at  West's,  Valley  Stream, 
and  the  limit  men  who  will  be  given  a  han- 
dicap of  10  minutes  wil  be  started  at  1 
o'clock. 

Several  innovations — they  may  be  so 
called  at  this  stage  of  the  game — will  be 
tried  and  they  are  such  that  will  consider- 
ably interest  those  who  intend  to  compete. 

First  of  these  is  that  there  will  be  no 
waiting  two  or  three  days  or  perhaps  weeks 
for  prizes  to  be  distributed;  they  will  be 
awarded  after  the  finish  of  the  race.  .  An- 
other is  that  the  winner  of  first  place  and 
first  time  prize  will  have  his  choice  of  either 
gold  or  silver  ordinary  or  stop-watches. 
Two  "solid,  not  plated,  silver  loving  cups," 
is  the  way  the  contest  blank  expresses  it, 
will  be  awarded,  one  of  which  is  known  as 
the  Armstrong  trophy  and  the  other  as  the 
Dyer,  trophy.  The  former  will  be  awarded 
to  the  club  scoring  the  most  points,  it  hav- 
ing to  be  won  three  times  to  become  the 
permanent  property  of  an  organization. 
The  Dyer  trophy  will  be  awarded  to  the 
club  having  the  most  riders  in  the  race, 
twenty  to  qualify.  Besides  these,  of  course, 
there  are  numerous  other  prizes. 

Victor  J.  Lind,  chairman  of  the  racing 
committee  of  the  Century  Road  Club  of 
America,  has  been  secured  to  manage  the 
affair  and  that  his  success  with  the  Coney 
Island  cycle  path  race  will  be  duplicated  in 
this  event  is  not  doubted.  This  being  the 
first  of  the  important  road  races  the  Park 
Circle  Club  contemplates  running  this  sea- 
son, the  members, are  anxious  all  the  clubs 
hereabouts  be  represented,  and  for  that  rea- 
son are  putting  up  cups  of  exceptional 
value.  Entry  blanks  may  be  obtained  of 
V.  J.  Lind,  secretary,  194  Schermerhorn 
street,  Brooklyn. 


Ten   Thousand   Saw   Butler   Trounced. 

Ten  thousand  spectators  saw  Thaddeus 
Robl  trounce  Guignard  and  the  veteran  Nat 
Butler,  in  an  hour  paced  race  at  the  Leipsfc 
track,  on  April  16.  In  the  hour  Robl  cov- 
ered 83  kilometres  759  metres  (52  miles  IS 
yards);  Guignard,  78  kilometres  700  metres 
(48  miles  1536  yards),  and  Nat  Butler,  75 
kilometres  630  metres  (46  miles  1700  yards). 
On  the  previous  day  Butler  competed  in  an 
hour  race  at  Dresden  and  was  the  victor. 
He  finished  fifteen  yards  in  front  of  Cesar' 
Simar  and  eight  laps  ahead  of  Rosenlocker. 
Butler's  distance  was  73  kilometres  800' 
metres  (45  miles  1460  yards). 


log 


tM£  BiCYCLmG  WORLD 


Cornet   Wins    the    Paris-Bordeaux. 

Henri  Cornet  won  France's  famous  Paris- 
Roubaix  road  race  that  was  decided  on  Sun- 
day, 15th  ult.  The  distance  was  168  miles, 
and  the  winner  covered  this  distance  in  9 
hours  59  minutes.  The  finish  was  remark- 
ably close,  Marcel  Cadolle,  the  second  man, 
being  only  half  a  wheel's  length  late  at  the 
tape. 

Seventy-one  riders  were  started  on  the 
eleventh  annual  race  at  7:30  a.  m.,  and  these 
comprised  the  pick  of  European  riders.  The 
course  was  from  Paris  to  Roubaix,  by  way 
of  Chatou,  Pontoise,  Beauvais,  Breteuil, 
Aimens,  Doullens,  Arras,  Douai  and  Pont- 
a-Marc.  At  Pontaise,  24  kilometres  distant, 
Fourchotte  was  acting  as  pacemaker,  20 
riders  following  in  a  group,  but  at  Meru,  47 
kilometres,  the  field  had  reduced  to  Trous- 
selier,  one  of  the  French  team  in  the  last 
six-day  race;  Cadolle,  Garin,  Georget,  De- 
caup,  Trousselier's  partner  in  the  six-day 
grind;  Jean  Gougoltz,  well  known  in  this 
country,  and  Cornet.  At  Amiens,  134  kilo- 
metres, the  leaders  had  reduced  to  eight 
and  at  Doullens,  twenty  miles  further,  the 
bunch  broke  up.  There  was  a  terrible  hill 
climb  and  Cornet  made  up  his  mind  to 
shake  off  the  trailers.  He  succeeded  in  leav- 
ing all  but  Cadolle,  who  would  likely  have 
beaten  him  at  the  finish  had  he  not  punc- 
tured. Cadolle  rode  the  last  mile  on  the 
rim. 

The  final  classification  was  Henri  Cornet, 
first,  9  hours  59  minutes;  Marcel  Cadolle, 
second,  9:S9:00>^;  Rene  Pottier,  third, 
10:04:30;  Louis  Trousselier,  fourth,  10:08:00; 
Cesar  Garin,  fifth,  10:14:00,  and  Aucouturier, 
sixth,  10:21:100.  The  irrepressible  Gou- 
goltz said  the  only  reason  that  he  did  not 
win  was  because  he  could  not  get  enough 
to  eat.  Those  who  have  seen  the  big  Swiss 
stow  away  food  in  training  quarters  at 
Madison  Square  Garden  will  realize  the  sig- 
nificance of  the  remark. 


Nashville   Makes  a   Discovery. 

Nashville  motorcyclists  and  those  using 
the  powered  cycle  who  may  have  contem- 
plated a  visit  to  Tennessee's  capitol,  now 
may  rest  in  peace.  The  intelligent  (!)  city 
fathers  have  decided  that  motorcycles  and 
automobiles  will  not  have  to  be  equipped 
with  cyclometers  so  officers  may  determine 
if  they  are  breaking  the  speed  laws  set 
down  by  the  statutes.  For  fear  that  the 
council  might  be  so  assinine  as  to  pass  the 
lugubrious  measure  that  was  introduced 
in  the  city  council  and  which,  if  passed, 
would  have  compelled  each  motorcyclist 
and  automobilist  to  equip  his  machine  with 
a  "cyclometer  or  other  device  whereby  its 
speed  will  be  shown  when  a  police  officer 
shall  stop  the  same  to  ascertain  such  speed," 
several  interested  persons  busied  themselves 
with  good  results. 

After  having  impressed  upon  their  minds 
that  a  cyclometer  would  not  register  speed 
and  even  if  speedometers  were  used  it 
would  be  impossible  for  a  police  officer  to 
clamber  aboard  a  machine  while  it  was  in 
motion  to  ascertain  the  speed  it  was  travel- 


ing, the  committee  to  which  the  measure 
had  been  referred  decided  to  recommend  for 
passage  an  amendment  which  makes  it  a 
misdemeanor  for  a  driver  to  turn  his  ma- 
chine into  any  cross  street  or  to  cross  any 
street  at  a  speed  in  excess  of  eight  miles 
an  hour.  To  this  was  added  a  clause  mak- 
ing it  unlawful  to  drive  machines  at  a  "dan- 
gerous or  reckless  rate  of  speed." 


Warns    the    Cyclepath    Pedestrians. 

Sidewalks  are  for  pedestrians  and  cycle 
paths  are  for  cyclists.  This  is  the  ruling 
of  city  officials  of  LaCrosse,  Wisconsin, 
and  signs  have  been  posted  at  the  approach 
of  the  paths  warning  pedestrians  that  the 
fine  for.  using  them  is  $5.  For  some  time 
LaCrosse  people  who  walk  to  and  from 
their  work  have  been  in  the  habit  of  using 
the  cycle  path  instead  of  the  sidewalk, 
claiming  that  the  latter  is  in  a  dilapidated 
condition  and  that  the  cycle  path  is  much 
cooler  and  easier  to  walk  upon.  The  cyclists, 
however,  complained  to  the  Board  of  Public 
Works,  with  the  above  result. 


Walthour  May  Build  a  Track. 

It  is  quite  .likely  that  Atlantans  will  wit- 
ness some  race  meets  this  season.  Accord- 
ing to  reports  from  the  Georgia  town, 
"Bobby"  Walthour  last  week  applied  to 
the  park  board  for  permission  to  build  a 
bicycle  track  in  the  coliseum  at  Piedmont 
Park.  Walthour  stated  to  the  board  that 
he  would  have  the  track  completed  within 
two  weeks  and  would  immediately  wire 
Jack  Prince  to  come  on  and  conduct  race 
meets. 


Germans   Inflict    Heavy   Penalties. 

Thaddeus  Robl  and  Paul  Guignard  have 
been  fined  $125  and  $75  respectively  by 
the  Verband  Deutscher  Radrennbahnen, 
the  controlling  German  organization,  for 
infringing  the  pacing  regulations  with  their 
motor  tandems.  Not  only  these  riders  have 
been  "soaked,"  but  the  Dresden  and  Leipsic 
tracks  have  been  fined  $125  each  for  permit- 
ting Robl  and  Guignard  to  use  wind  shields. 
The  tracks  have  been  blacklisted  and  the 
riders  suspended  until  they  pay  up. 


Reynolds   Becomes   Boston's   Overseer. 

Howard  G.  Reynolds  has  been  appointed 
official  National  Cycling  Association's  rep- 
resentative .and  referee  for  Boston  and 
vicinity,  to  succeed  R.  F.  Kelsey,  who  has 
brought  the  office  of  chairman  of  the  board 
of  control  to  New  York  City.  It  is  likely 
that  John  C.  Wetmore,  for  years  the  official 
handicapper,  will  make  an  attempt  to  shake 
himself  out  of  harness.  Chairman  Kelsey 
has  been  doing  the  handicapping  at  Vails- 
burg  since  the  track  opened. 


Dunkirk's    Line    Full    of    "Assistants." 

Captain  Richard  Schaeffer,  of  the  Dun- 
kirk (N.  Y.)  Cycle  Club,  has  appointed 
these  officers  for  the  1906  runs:  Assistant 
captain,  Alfred  Jefferson;  bugler,  Henry 
Goldhart;  assistant  bugler,  Philip  Gerber; 
color  bearers,   Charles  Worter  and  George 


Schied. 


a 


_1-JI 


IN  THE 
HISTORIES 


of   cycling    and    of    motoring 

there  never  was  anything 

the 


Leadership 


of  which  was  so 


Pronounced 


as  that  of 
the 


INDIAN 


Ify^y^wii.^L''  umg^yjywtMfflMWijltfgfP 


"  There's  a  reason,"  or  rather  a 
number  of  them,  for  such  a  re- 
markable situation.  Our  cata- 
logue deals  with  them.  It's  free 
for  the  asking. 


HENDEE   MFC.  CO. 

SprJngfield,   Mass. 


Tt*HE  BICYCLING  WORLD 


20^ 


Over  the  Hills  to  De  Soto— a  Road  Famed  in  Cycling  History. 


THE    THREE    StSTERS    HILL. 


KIMMSWICK    HILL. 


NEAR   THE    SUMMIT   OF   KIMMSWICK. 


Of  all  the  highways  made  famous  by 
cyclists,  none  ever  came  into  greater  prom- 
inence than  the  old  De  Soto  road  leading 
out  of  St.  Louis.  Fifteen  or  twenty  'years 
ago  it  was  known  to  every  man  who  knew, 
or  even  pretended  to  know,  the  meaning 
of  cycling.  St.  Louis  was  then  a  seething 
caldron  of  cycling  interest.  It  was  much 
written  of  and  its  roads  and  its  riders  were 
almost  "household  terms."  St.  Louis  bicycle 
riders  always  were  of  a  hardy  type,  accus- 
tomed to  covering  good  distances  and  in- 
different.to  adverse  weather  and  track  con- 
ditions alike,  and  of  recent  years,  a  brave 
remnant  of  the,  old  timers,  together  with  an 
acquisition  of  new  young  blood,  has  bid 
fair  to  win  back  to  it  its  old  prestige.  Some- 
how there  has  always  been  a  spirit  of  en- 
durance in  the  road  riding  contingent, 
especially  which  has  existed  in  few,  if.  any, 
other  localities.  At  least,  that  has  been  the 
result  of  the  observations  of  those  who  have 
travelled  and  observed  afield.  In  the  very 
early  days  we  had  a  group  of  wheelmen 
who  bore  the  rather  undignified  title  of  the 
"St.  Louis  Toughs,"  an  appellation  which, 
despite  its  rough  exterior,  simply  implied 
that  its  members  were  far  from  being  "ten- 
derfeet,"  that  they  were  ready  for  a  brush 
with  anyone  at  any  time,  and  over  any  sort 
of  road.  The  spirit  of  touring  was  imbibed 
very  early  among  these  fellows,  and  has 
been  cultivated  up  to  this  time  from  a  very 
fine  beginning. 

The  idea  has  never  been  to  pile  up  mile- 
age, to  grind  out  centuries,  or  to  seek  out 
the  roads  with  good  surfaces  and  freedom 
from  hills.  Rather  the  foremost  thought 
has  been  to  ride  toward  some  definite  ob- 


jective and  to  explore  new  roads  wherever 
possible.  Always,  the  character  of  a  road 
has  been  a  secondary  consideration,  so  long 
as  sticky  mud  was  not  encountered.  No 
complaint  was  ever  heard  of  the  nature  of 
the  course  over  which  we  were  riding,  and 
little  was  thought  of  such  petty  drawbacks 
as  riding  creek  beds,  and  sometimes  of  ford- 
ing streams  several  feet  deep.  A  haystack 
served  as  a  comfortable  night's  lodging 
where  hotel  accommodations  were  not  to 
be  found,  and  once  a  hardy  rider  even  put 
forth  the  claim  that  he  had  enjoyed  a  good 
rest  in  the  fire-box  of  an  old  traction  engine. 
The  De  Soto  road,  with  its  steep,  stony, 
•  hair-raising  succession  of  ups  and  downs 
and  its  wild  scenery,  was  their. chief  abiding 
place  and  their  most  fiendish  joy  was  to 
lure  the  "tenderfoot"  into  the  wrinkled 
wilderness. 

It  was  owing  to  this  trait  of^being  ready 
to  go  anyway  and  at  any  time,  to  this  in- 
difference to  road  conditions,  and  to  the 
practice  and  experience  which  have  neces- 
sarily resulted  from  it,  that  the  reputation 
of  the  St.  Louis  rider  for  his  ability  to 
cover  bad  roads  and  to  surmount  hills  has 
been  established.  For  undoubtedly  the 
greatest  pleasure  which  is  to  be  got  out  of 
the  bicycle  is  that  derived  from  the  rough 
give-and-take  riding.  There  is  so  much  of 
interest,  so  many  varied  experiences,  so 
much  more  beautiful  scenery,  and  such  a 
fine  spirit  of  fraternal  good  felloU'ship  is 
developed  among  riders  of  this  class,  that 
all  other  methods  are  thrown  into  the  shade 
by  comparison.  Indeed,  it  is  greatly  to  be 
regretted  that  this  form  of  riding  has  not 
retained  a  more  general  favoritism. 


"Every  country  road  has  a  beauty  all  its 
own,"  is  a  saying  that  applies  well  enough 
to  any  common  highway,  but  which  is  par- 
ticularly well  suited  to  the  lines  leading 
out  of  St.  Louis.  To  the  north  and  north- 
west; the  country  is  gently  rolling,  the  Mis- 
souri river  but  eighteen  or  twenty  miles 
away  forming  a  barrier  that  effectually  pre- 
vents extended  touring  in  that  quarter.  To 
the  west  and  southwest,  the  country  is  more 
broken,  the  roads  lie  up  and  down  hill  to 
a  great  extent,  and,  by  the  same  token,  the 
scenery  is  more  beautiful.  Hilly  roads  are 
always  preferable  to  levels,  for  there  is 
plenty  of  good  coasting  to  be  enjoyed,  and 
the  monotony  of  continuous  pedalling  is  re- 
lieved. For  this  very  good  reason,  the 
greater  part  of  the  road  riding  round  St. 
Louis  is  to  the  west  and  southwest. 

Among  them  all,  the  Manchester  road  is 
the  smoothest  and  best  kept  highway  lead- 
ing out  of  town.  It  runs  westward  over  the 
ridge  of  hills  that  lie  from  four  to  six  miles 
north  of  the  Missouri  river.  Over  it  there 
was  much  activity  in  the  early  days,,  and 
cycling  notables  from  almost  every  section 
of  the  country  have  enjoyed  following  its 
course.  The  little  town  of  Manchester, 
eighteen  miles  out,  was  the  starting  point 
of  many  a  road  race  to  the  "pump"  in  For- 
est Park,  which  was  on  King's  highway,  a 
short  distance  from  Lindell  Boulevard, 
which  aristocratic  thoroughfare  twenty 
years  ago  was  only  a  country  dirt  road. 
"Son  of  a  Gun"  hill  on  the  road  that  leads 
from  Manchester  to  Valley  Park  and  a 
"swimming  hole"  in  the  Meramee,  used  to 
be  a  much  steeper  hill  than  it  is  to-day.  Then 
it  was  over  ten  per  cent,  gradient  and  about 


im 


THE  BICYCLING  WORLD 


one-quarter  mile  long  and  up  it  many  a  hill 
climb  occurred.  Hal  Greenwood,  of  St. 
Louis,  who  pumped  a  Star  like  a  demon, 
was  known  as  "the  king  of  hill  climbers," 
and  the  sensation  caused  when  John  A. 
Wells,  of  Philadelphia,  dared  dispute  his 
title  and  the  subsequent  contests  between 
the  two  men,  will  be  recalled  by  the  old- 
timers  and  their  thoughts  of  it  will  serve 
to  fire  their  blood  again. 

A  notable  discovery  was  made  on  this 
same  road  only  a  few  years  back,  when 
three  trusty  riders  made  the  casual  ac- 
quaintance of  a  hospitable  stranger  by  the 
wayside.  W.  G.  Walzendorf,  E.  N.  Saun- 
ders and  R.  W.  Lang,  were  out  for  the  day. 
It  was  almost  noon  on  a  hot  July  morning 
when  the  trio  finished  the  hard  climb  just 
east  of  Grey's  Summit,  some  forty  miles 
out,  and  laid  themselves  down  to  rest  in 
the  grass.  While  laying  there  in  the  shade 
of  a  giant  oak,  a  fine  old  gentleman 
emerged  from  a  gate  across  the  way  and 
saluted  them. 

"How  do  you  do,"  he  said.  "Pretty  hot 
day,  eh!" 

"Very  much  so,"  was  Saunders'  reply; 
"could  we  have  a  drink  of  water?" 

"Sure,"  responded  the  native,  "but  we've 
got  something  a  whole  lot  better'n  that 
over  here." 

The  party  was  then  steered  over  the  way, 
down  into  the  inviting  depths  of  a  wine  cel- 
lar'and  made  to  feel  at  home.  First,  came 
a  sampling  of  a  few  kinds  of  white  wine, 
then  a  particularly  snappy  vintage  of  red 
which  tickled  the  palate  amazingly.  Then 
came  a  return  to  the  white,  and  it  was  not 
until  after  about  an  hour's  sojourn  in  the 
cool  and  mossy  depths  of  this  cavern  that 
the  wayfarers  began  to  turn  their  thoughts 
once  more  to  the  road. 

On  emerging  into  the  ovenlike  atmos- 
phere, under  the  burning  glare  of  the  sun- 
light, it  was  most  plain  to  See  that  things 
were  fast  getting  "wobbly."  The  wine  was 
stimulating,  however,  and  the  loose  gravel 
on  the  road  surface  was  soon  being  sent 
flying  in  all  directions  under  the  impetus 
of  the  grinding  wheels.  Just  before  reach- 
ing the  top  of  County  Line  Hill,  a  particu- 
larly steep  and  crooked  incline  just  over  the 
border  of  St.  Louis  county,  Walzendorf's 
tire  was  badly  lascerated  and  he  was  forced 
to  make  an  hour's  bivouac  then  and  there 
for  repair.  Saunders  stayed  with  him,  but 
Lang  was  too  far  in  the  lead  to  hear  his 
direful  signals  of  distress  and  continued  on 
down  the  hill.  Running  on  a  few  miles  he 
missed  the  others,  and  came  to  the  conclu- 
sion that  he  had  better  rest  and  wait  for 
them. 

After  a  time,  when  the  pair  had  come  up 
to  him,  they  found  him  slumbering  the 
sleep  of  the  just  and  totally  oblivious  to  his 
surroundings.  With  some  difficulty  they 
at  length  succeeded  in  wakening  him,  only 
to  find  him  totally  bewildered.  He  had  lost 
all  sense  of  direction,  knew  not  whence  he 
had,  come  nor  whither  he  was  bound,  but 
was   ready  to   declare  upon   his   very  oath 


that  above  all  things,  he  had  not  come  down 
the  county  line  hill.  In  time  they  mean- 
dered into  town  and  the  thing  passed  off  with 
a  laugh,  but  to  this  very  day  the  Holt  Haus 
wine  cellar  is  a  .regular  stopping  place  for 
the  boys.  The  fine  old  gentleman  is  in- 
variably just  as  glad  to  greet  the  weary 
tourist  a-wheel  as  he  was  on  that  hot  and 
dusty  June  morning,  the  sojourn  is  just 
as  pleasant  and  refreshing,  and  the  after- 
math ever  productive  of  peculiar  sensations. 
So  much  so  is  this  the  case,  in  fact,  that  it  is 
not  infrequently  necessary  to  assist  a  rider  to 
mount  his  wheel  and  now  and  then  heated 
debates  occur  where  the  road  forks. 

Another  favorite  road,  very  beautiful  as 
well  as  very  rough,  is  the  Gravois,  which 
zigs  zags  in  a  southwesterly  direction  into 
Jefferson  county.  After  passing  through 
the  village  of  Fenton,  on  the  Meramee 
river,  a  seven-mile  climb  is  encountered  to 
High  Ridge,  so  named  from  its  lofty  posi- 
tion. Then  there  is  a  sharp  drop  for  four 
miles  or  so  into  Houses  Springs,  twenty-five 
miles  out,  the  latter  an  exceedingly  dainty 
sport  on  the  Big  River. 

Usually  on  pleasant  Sundays,  a  party 
rides  out  there  to  catch  the  wary  fish  for 
the  hungry  crowd  that  is  almost  sure  to 
put  in  an  appearance  on  the  following  day. 
Continuing,  the  road  meanders  up  and 
down  long  hills,  crosses  the  Big  River  at 
Cedar  Hills,  thirty-two  miles  out,  and  finally 
winds  itself  up  at  iVIorses  Mills,  forty-five 
miles  away  from  town.  All  of  the  towns 
which  it  touches  are  miles  from  the  nearest 
railroad,  and  cyclists  are  practically  the 
only  city  dwellers  who  have  access  to  that 
noble  range  of  country. 

But  as  stated,  by  far  the  hilliest  and 
grandest  road  of  them  all,  is  the  Le  May 
Ferry,  or  De  Soto  Pike.  Every  inch  of  its 
forty-five  miles  of  ups  and  downs  is  full 
of  sentiment,  and  serves  to  recall  some  in- 
teresting event  or  other  of  the  days  gone 
by.  After  its  discovery,  which  by  the  way, 
was  described  in  a  recent  issue  of  the 
Bicycling  World,  the  road  became  famous 
all  over  the  country  for  its  wonderful  series  • 
of  hills.  Many  and  many  a  memorable  con- 
test took  place  over  its  warped  surface,  and 
many  are  the  incidents  related  which  have 
their  root  on  some  of  its  humps  and  hol- 
lows. Incidentally,  it  was  the  scene  of 
what  was  in  all  probability  the  hardest 
fought  cycling  race  ever  seen  in  this  coun- 
try, and  one  which  could  with  difficulty  be 
equalled  in  any  other  line  of  sport.  This 
was  the  famous  match  race  between  Hal 
Greenwood  and  Percy  Stone  which  took 
place  in  July,  1887. 

At  that  time  a  great  deal  of  rivalry 
existed  between  the  Missouri  Bicycle  Club 
and  the  St.  Louis  Cycle  Club.  Stone  was  a 
member  of  the  former  order,  and  Green- 
wood pinned  his  faith  to  the  latter,  and  it 
to  him.  The  direct  cause  of  the  race  itself, 
growing  out  of  the  constant  efforts  of  the 
club  men  to  get  ahead  of  one  another,  was 
a  vainglorious  boast  of  Greenwood's  to  the 
effect  that  he  could  beat  any  rider  in  the 
country  on  a  run  to  De  Soto  and  back.  The 


brag  was  caught  up,  and  a  direct  challenge 
quickly  followed. 

The  race  started  at  five  o'clock  in  the 
morning  from  the  Missouri  club  house,  near 
Thirty-first  and  Olive  streets,  and  a  terrific 
pace  was  immediately  set;  so  terrific  was  it 
in  fact,  that  the  fast  contingent  of  the 
clubs,  who  were  to  accompany  their  respect- 
ive leaders,  were  hopelessly  shaken  before 
the  eighteen  miles  to  Maxville  were  cov- 
ered. 

When  Stone  crossed  the  Meramee  River, 
at  fifteen  miles,  he  was  nearly  a  mile  ahead 
of  Greenwood  who,  however,  caught  up 
with  him  before  the  next  three  miles  were 
covered.  From  there  on  the  riders  kept 
almost  neck  and  neck  to  Bulltown,  Green- 
wood pumping  his  Star  and  Stone  with  his 
head  over  the  bars  pedalling  an  ordinary  as 
fast  as  he  could  down  the  hills — a  most 
wonderful  performance. 

No  one  ever  has  been  able  to  understand 
how  those  hills  could  be  ridden  in  that 
fashion,  race  or  no  race.  For,  indeed,  many 
•a  rider  mounted  on  a  more  modern  machine 
has  come  to  grief  in  scaling  those  same  de- 
clivities, and  more  yet  in  descending  them. 
Moveover,  the  fact  that  one  of  them  was 
mounted  on  an  ordinary  and  the  other  on 
a  lever-drawn  Star,  added  interest  to  the 
enthusiasm  of  the  non-combatants,  and 
worked  them  up  to  a  fever  heat  of  sym- 
pathy according  to  their  respective  affinities. 

At  Bulltown,  Stone  stopped  for  food, 
which  probably  cost  him  the  race.  Green- 
wood continued  on  to  De  Soto,  arriving 
there  only  four  minutes  ahead  of  his  rival 
and  four  hours  and  twenty-three  minutes 
after  his  departure  from  St.  Louis — a  record 
that  stood  for  many  years  till  A.  G.  Harding 
finally  lowered  it  on  a  safety.  After  reach- 
ing De  Soto  and  waiting  to  get  a  rub-down. 
Stone  decided  to  quit,  but  the  decision  was 
not  reached  till  after  the  departure  of 
Greenwood,  who  rode  all  the  way  back, 
pumping  like  a  maniac,  thinking  Stone  was 
following  close  behind  him.  Of  course,  he 
never  would  have  made  the  return  trip  had 
he  known  of  Stone's  action,  but  there  was 
no  means  of  notifying  him. 

If  ever  there  was  a  mad  race  for  real 
blood,  this  was  one.  The  modern  idea  of 
teaming  and  hanging  back  for  the  opponent 
was  not  developed  at  that  time,  and  each 
rider  pedalled  as  hard  as  he  could  from  start 
to  finish.  Consequently,  the  spectacle 
of  a  breathless  rider,  pumping  away  for 
dear  life  to  win  a  victory  already  his,  and 
scrambling  his  head  off  to  gain  a  walk- 
over which  was  his  from  the  turning  point, 
never  ceases  to  be  funny,  and  always  will 
be  a  joke  among  those  who  were  privileged 
to  take  some  part  in  the  attendant  proceed- 
ings. Just  how  much  money  changed  hands 
over  the  affair,  never  became  known,  but 
as  one  result  of  it,  among  others,  there  were 
many  human  sponges  along  the  road  for 
several  years. 

Another  stirring  incident  of  the  De  Soto 
pike  happened  in  1891,  when  the  pride  of 
Chicago  was  imported  for  the  occasion  and 
very  thoroughly  cleaned  up  in  violation  of 


THE  BICYCLING  WORLD 


2n 


all  the  rules  of  hospitality.  On  invitation, 
Birdie  Hunger  brought  down  with  him  such 
a  formidable  array  of  talent  as  Barrett, 
Thorn  brothers,  "Billy"  Herrick,  F.  Ed. 
Spooner  and  others.  They  were  full  of 
strength  and  courage,  and  eager  for  the 
contest  which  was  so  surely  to  win  them  a 
name  among  names  and  a  well  rounded 
niche  in  the  Hall  of  Fame. 
After  breakfast  at  the  South  Side  Hotel, 


Chicagoans  on  Kimmswick  Hill.  When 
Bulltown  was  reached,  the  St.  Louis  con- 
tingent arranged  for  dinner,  while  the  rep- 
resentatives of  the  city  of  wind  were  actively 
negotiating  for  wagons  to  take  them  back 
to  town.  With  four-fifths  of  Chicago  out 
of  the  running  there  was  little  need  of 
haste  on  the  afternoon  trip  to  De  Soto,  and 
it  was  pedalled  in  leisurely  triumph. 

In  188S  a  race  meet  was  held  in  St.  Louis, 


that  took  place  round  about  St.  Louis  and 
which  doubtless  came  about  only  through 
the  practice  the  St.  Louis  wheelmen  had 
on  different  roads.  The  hill-climbs,  club 
races,  match  races  and  "scrub"  contests  that 
were  pulled  off  were  all  of  them  fraught 
with  a  deal  of  enthusiasm  which  is  never 
to  be  equalled.  Indeed,  they  were 
thousands  of  times  more. spirited  and  inter- 
esting than  anything  that  occurs  to-day,  not 


THE   KOAD    NEAR   HOUSES    SPRINGS    IN    MISSOURI 


the  jaunt  through  the  muddy  macadam 
streets  of  south  St.  Louis  was  begun  in  a 
way  that  was  leisurely  enough.  But  after 
the  bridge  over  the  River  Des  Peres  had 
been  crossed  a  strange  whistle  was  heard 
and  away  went  the  Chicago  men.  The  St. 
Louis  riders  looked  at  one  another  in  sur- 
prise and  laughed.  Before  Maxville  was 
reached  Spooner  was  discovered  "dying"  in 
great  misery  and  a  little  farther  on  Herrick 
was  seen  "expiring"  in  a  horse  trough 
under  a  shed. 

The  St.  Louis  men  plugged  steadily  along 
and  passed  the  remnants  of  the  ambitious 


in  which  George  M.  Hendee,  now  the  Indian 
motorcycle  manufacturer,  participated.  At 
that  time  he  was  one  of  the  top  notch  racing 
men  in  the  country,  and  the  St.  Louis 
Ramblers  coaxed  him  out  on  the  De  Soto 
road.  Hendee,  however,  was  no  Chicago 
"tenderfoot,"  even  if  his  honors  had  been 
won  on  the  track.  He  "showed  'em"  how 
the  De  Soto  road  ought  to  be  ridden.  It  is 
said  he  went  up  and  down  those  heart- 
breaking hills  as  though  they  were  mere 
humps  in  the  back  yard. 

Volumes     of     interesting     reminiscences 
could   be   written    of   the    spirited    contests 


barring  an  international  motor  car  race  that 
costs  thousands  of  dollars,  and  their  mem- 
ory should  ever  be  kept  fresh  and  green  in 
the  hearts  of  their  heroes.  MIZZO. 


The  Associated  Wheelmen  of  St.  Paul 
and  Minneapolis,  Minn.,  who  reorganized 
some  time  ago  to  revive  interest  in  cycling 
in  that  Icjality  and  to  keep  the  famous 
cycle  paths  intact,  already  have  made  their 
presence  felt.  Bicycle  Inspector  Otto  Wirt- 
ensohn  and  staff  have  started  a  crusade 
against  cyclists  who  have  not  purchased 
1906  license  tags. 


2J2 


THE  BICYCLING  WORLD 


PUT   THE    BICYCLE   MANUFACTURER    TO  THE  TEST 

when  he  tells  you  that  his  is  a  high-grade  production.    Ask  him  for  a 


PERSONS 
SADDLE 


He  knows  as  well  as  you  do  that  the  PERSONS  is  the  only  truly  high-grade  saddle;   but  sometimes  price  stands  in  his  way, 

you  know.    Still,  if  you  pay  for  a  high-grade  Bicycle  you  are  entitled  to  a  high-grade  Saddle— 

there's  no  doubt  about  that,  is  there?    Ask  him. 


ERSONS  IVlANUFACTURINa  COMPANY, 


Worcester,  Mass. 


Don't  be  penny  wise  and  pound 
foolish  and  equip  a  leally  good  bicycle 
with  a  "just  as  good"  lamp.  The 
"night  eye"  is  the  most  important 
part  of  the  equipment  of  your  bicycle, 
Moral :     Use 

SOLAR  LAMPS, 

Remember  that  the  system  of  gen- 
eration used  in  the  Solar  Lamps  is  the 
only  practical  one  and  results  in  the 
Lamp  that  shows  the  way. 

Our  compleie  catalogue  will  tell 
you  all  about  the  different  patterns 
and  prices.     Yours  for  the  asking. 

BADGER  BRASS  MPG.  CO. 

KENOSHA    WIS. 


NEW  YORK  CFf  ICE  11  Warren  Sf. 


-WITJHt 


This  is  the  chance  of  a  life 
time  to  secure  one  of  these 
elegant  Regulator  Clocks, 
over  three  feet  high  and  i6j^ 
inches  wide,  solid  oak  case, 
8  day  movement,  constructed 
of  brass  and  steel  and  fully 
guaranteed,  in  return  for 
24  Neverleak  certificates. 
Any  "  Brass  Sign"  certifi- 
cates that  you  have  on  hand 
or  hereafter  obtain  through 
purchases  of  Neverleak,  will 
be  alkwed  to  apply  on 
the  clock.  One  of  these 
clocks  will  be  an  ornament 
to  any  office,  shop  or  store. 

One  certificate  is  enclosed 
with  each  dozen  4-ounce 
tubes  of  Neverleak.  12 
certificates  will  entitle  you 
t)  a  Brass  Sign  as  hereto- 
fore. 

BUFFALO 
SPECIALTY  'COMPANY, 

BUFFALO,    N.  Y. 


FORSYTH    SPECIALTIES. 


Full  Chain  Guard  with  All  Connections. 

Made  in  sections  and  riveted  togetiier,  giving  enough  elasticity 
to  avoid  the  "twang"  of  a  one-piece  guard.  Adjustable  to  stretch 
of  chain  and  to  differences  of  length  between  centers  of  axles. 

FORSYTH  MANUFACTURING  CO., 


"Handy  things 
to  have  about 
the  house." 

We  also  make 

Mud  Guard  Fittings, 
SproGi(et  Guards, 
Metal  Hand  Braiies, 

and  other  Specialties. 

Buffalo,  N.  Y. 


['^u  j^iC  1^-  o  z^  w  o  -i-r  Qijg  Q.Si.  Q<^^ 


Half  Guard  with  All  Connections.1 

Notice  the  method  of  attaching  front  con 
nection.  Enough  adjustment  to  meet  the  angle  rf 
any  frame  ;  a  little  feature  all  our  own.  It  counts. 
These  guards  are  just  a  little  better  than  any 
others.  That's  why  we  are  still  making  and  sell- 
ing lots  of  them. 


THE  BICYCLING  WORLD 


213 


FIXTURES 


May  13 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

May  20 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  fifteen  mile  handi- 
cap road  race;  open. 

May  3D.— Detroit,  Mich.— Detroit  Wheel- 
men's annual  twenty-five-mile  handicap  road 
race  on  Belle  Island;  open. 

May  30 — Washington  Park,  N.  J. — Bicycle 
race  meet;  open. 

May  30 — Chicago,  111. — Chicago  Motor- 
cycle Club's  race  meet. 

May  30 — Spokane,  Wash. — Spokane  Ama- 
teur  Athletic    Club,   track   and   road   races. 

May  30 — Newark,  N.  J. — Eighteenth  an- 
nual Irvington-Milburn  twenty-five-mile 
handicap  road  race;  open. 

May  30— Salt  Lake  City,  Utah.— Opening 
race  meet  Salt  Palace  saucer,  and  annual 
twenty-five-mile  road  race. 

May  30— Atlantic  City,  N.  J.— Atlantic 
Wheelmen's  twenty-five  mile  road  race  on 
Pleasantville-May's  Landing  course;  open. 

May  30 — Grand  Rapids,  Mich. — Grand 
Rapids  Bicycle  Club's  fifteen-mile  handicap 
road  race;  open. 

May  30 — Chicago,  111. — Century  Road 
Club  Association's  annual  twenty-five-mile 
handicap  road  race;  open. 

May  30— New  York  City.— New  York 
Motorcycle  Club's  annual  hill-climbing  con- 
test; open. 

May  30 — Newark,  N.  J. — Vailsburg  board 
track  meet. 

June  10— Valley  Stream,  R.  I.— Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

June  17 — Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  twenty-five-mile 
handicap  road  race;  open. 

June  30-July^  3 — F.  A.  M.  annual  tour.  New 
York  to  Rochester,  N.  Y. 

July  2-3 — F.  A.  M.  annual  endurance  con- 
test. New  York  to  Rochester,  N.  Y. 

July  4 — Milwaukee,  Wisconsin — Milwau- 
kee Motorcycle  Club's  race  meet. 

July  4 — Atlanta,  Ga. — Track  meet  at  Pied- 
mont Park. 

July  4 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
Long  Island  derby. 

July  4-6 — Rochester,  N.  Y.— F.  A.  M.  an- 
nual meet  and  championships. 

July  8— Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  ten-mile  road  race. 

July  8 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  twenty-mile  handicap  race; 
closed. 

July  29-August  5-— Geneva,  Switzerland — 
World's  championships. 

August  12 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  twenty-five-mile  handicap  road 
race;  closed. 


Aug.  26— Valley  Stream,  L.  I. — Century 
Road    Club   Association's   record    run. 

August  26 — Century  Road  Club  of  Amer- 
ica's fifteen-mile  handicap  road  race;  open. 

September  3 — Muskegon,  Mich. — Muske- 
gon Motorcycle  Club's  race  meet. 

September  3 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  annual  twenty-five- 
mile  handicap  Coney  Island  Cycl^.^jPath 
race;  open. 

September  9 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  fifty-mile  handicap  road  race; 
closed. 

September  16 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  one  hundred  mile 
record  run. 

Sept.   23 — Valley   Stream,    L.    I. — Century 


ocusioMuir 

A  RIDER  WILL 
INSIST  ON 
HAVING    A 

CUSHION  TIRE 


WE  MAKE  THEM 


Morgan  s  Wright 

CHICAGO 


IfEW    TOUK    BRAKCH    214-216    WEST    47TH    ST. 

Road    Club    Association's    twenty-five    mile 
handicap  road  race;  open. 

November  29 — Century  Road  Cl.ib  of 
America's  fifty-mile  handicap  road  race; 
open. 


HERE'S  NEW  JERSEY'S  NEW  LAW 


Motorcyclists  Escape  Many  of  its  Rigors — 
Numbers  no   Longer  Necessary. 


Gathering  for  Salt  Lake  Season. 

"Billy"  Bowles,  Iver  Lawson's  trainer  and 
refreshment  receptacle,  arrived  in  Salt_  Lake 
City  last  week  after  a  winter's  sojourn 
among  the  orange  groves  of  Southern  Cali- 
fornia. It  is  said  Bowles  rolled  into  Zion 
in  his  private  car,  but  whether  it  was  in  the 
regulation  box  or  the  freight  caboose,  was 
not  stated.  Judging  from  information  from 
Salt  Lake,  Iver  Lawson  will  make  an  im- 
portant change  in  mounts  this  year.  Law- 
son  has  been  riding  a  Massey-Harris,  an 
Australian  machine,  but  it  is  intimated  that 
this  season  he  will  ride  a  Pierce.  This  leads 
up  to  the  supposition  that  Lawson  is 
through  with  racing  in  Australia.  All  the 
riders  in  Salt  Lake  are  training  hard  for 
the  first  meet  and  plum  picking  this  season 
is  apt  to  prove  a  difficult  task  for  the  sec- 
ond-cla.'is   pros. 


In  the  final  shake-up  of  the  Frelinghuysen 
bill,  which  occurred  during  the  closing 
hours  of  the  New  Jersey  legislature,  none 
of  the  advantageous  terms  secured  for 
motorcyclists  by  the  Federation  of  Ameri- 
can Motorcyclists  were  affected.  The  law, 
which  does  not  go  into  effect  until  July  1st, 
i.5  now  in  print.  The  only  change  respect- 
ing motorcycles  that  was  made  in  the  final 
draft  provides  merely  that  the  Commis- 
sioner of  Motor  Vehicles  shall  issue  to 
motorcyclists  a  numbered  registration  cer- 
tificate; previously  this  was  not  incorpor- 
ated in  the  measure. 

The  law  throughout  applies  alike  to  resi- 
dents and  non-residents.  Keeping  in  mind 
that  originally  motorcycles  were  subjected 
to  practically  all  of  the  provisions  applying 
to  automobiles,  what  the  F.  A.  M.  gained 
for  motorcyclists  is  best  shown  by  what  the 
law  as  enacted  requires  of  automobilists. 
While  they  are  subject  to  the  penalties  im- 
posed, in  substance  all  that  owners  of 
motorcycles  must  do  is  to  pay  $1  per  year. 
They  do  not  even  have  to  display  numbers. 

Automobilists  must  be  over  16  years  of 
age  and  must  pay  from  $4  to  $7  per  year; 
must  submit  to  examination;  must  carry 
their  signatures  on  their  licenses,  display 
numbers  front  and  rear,  likewise  on  their 
lamps,  and  they  are  liable  to  a  fine  of  $100 
if  their  numbers  are  blurred  or  not  kept 
clean;  non-residents  also  must  file  with 
the  Secretary  of  State  written  authority 
constituting  him  their  agent  to  accept  ser- 
vice in  the  event  of  legal  proceedings.  None 
of  these  provisions  apply  to  motorcycles 
and  while  motorcyclists  must  carry  their 
licenses  with  them  and  must  stop  and  pro- 
duce them  on  demand  of  any  of  the  seven 
"shoofly"  inspectors  who  are  to  be  ap- 
pointed, the  law  specifically  states  that  these 
inspectors  may  require  only  automobilists 
to  write  their  names  for  comparison  with 
the  signatures  on  the  licenses  they  may 
hold.  Automobile  dealers  must  pay  $20 
per  year;  motorcycle  dealers  are  required  to 
pay  nothing.  Until  the  F.  A.  M.  "got  busy" 
tricycles,  the  so-called  tricars,  and  all  save 
motor  bicycles,  were  classed  as  automobiles 
and  their  owners  and  the  dealers  selling 
them  were  all  subject  to  the  fees  and  re- 
strictions imposed  on  automobiles. 

The  Commissioner  of  Motor  Vehicles  is 
not  quite  such  a  czar  as  was  first  outlined. 
Originally,  it  was  provided  that  he  could 
revoke  any  license  at  his  discretion.  In  the 
final  shake-up,  he  was  required  to  serve 
written  notice,  giving  his  reasons,  before 
indulging  in  a  revocation. 

Magistrates  also  may  revoke  licenses  for 
"wilful  violations,"  but  not  only  may  the 
sufferer  appeal  to  the  Court  of  Common 
Pleas,    but,    as    amended,    to    the    Supreme 


^.A 


THE  BICYCLING  WORLD 


Court  also.  Arrests  may  be  made  without 
warrant,  but  summonses  also  may  be  now 
issued,  but  action  must  be  taken  within  30 
days  instead  of  three  months,  as  originally 
outlined. 

■  The  penalties  likewise  underwent  con- 
siderable "toning  down."  Instead  of  "$500 
or  60  days,"  the  limit  for  most  of  the  viola- 
tions is  $100  or  ten  days  for  a  first  offense. 
The  display  of  fictitious  numbers  will,  how- 
ever, incur  the  "not  exceeding  $500  or  60 
days."  Failure  to  stop  in  event  of  accident 
is  likewise  and  rightly  dealt  with  sternly — 
$250  or  thirty  days.  Motorcycles  will  be 
accepted  as  bail  in  the  event  of  arrest. 

The  full  text  of  the  law,  as  it  will  become 
effective  on  July  1st,  next,  is  as  follows: 

PART    I.— DEFINITIONS. 

1.  As  used  in  this  act : 

-  (1)  The  term  "motor  vehicle"  includes  all  vehicles 
propelled  otherwise  than  by  muscular  power,  except- 
ing such  vehicles  as  run  only  upon  rails*  or  tracks. 

(2)  The  term  "motorcycle**  Includes  only  motor 
vehicles  having  pedals  and  saddle  with  driver  sitting 
astride. 

(3)  The  term  "automobile"  includes  all  motor 
vehicles    excepting    motorcycles. 

(4)  The  word  "magistrate"  shall  be  deemed  and 
understood  to  mean  and  include  all  justices  of  the 
peace,  judges  of  the  city  criminal  courts,  police 
justices,  recorders,  mayors  and  all  other  officers 
having  the  power  of  a  committing  magistrate. 

2.  Automobile  fire  engines  and  such  self-propelling 
vehicles  as  are  used  neither  for  the  conveyance  of 
persons  for  hire,  pleasure  or  business,  nor  for  the 
transportation  of  freight,  such  as  steam  road  rollers 
and  traction  engines,  are  excepted  from  the  pro- 
visions  of  this   act. 

PART  IL— CONSTRUCTION  AND  EQUIPMENT 
OF  MOTOR  VEHICLES. 

3.  Every  motor  vehicle  must  be  equipped  with  a 
plainly  audible  signal  trumpet.     Penalty,  fine  $10. 

4.  (1)  Every  automobile  shall  carry,  during  the 
period  from  one  hour  after  sunset  to  one  hour  be- 
fore sunrise,  and  whenever  fog  renders  it  impossible 
to  see  a  hmg  distance,  at  least  two  lighted  lamns, 
showing  white  lights,  visible  at  least  two  hundred 
and  fifty  feet  in  the  direction  toward  which  said 
automobile  is  proceeding,  and  shall  also  exhibit  one 
red  light  visible  in  the  reverse  direction.  Upon  the 
fronts  of  the  two  aforesaid  lamps  showing  white 
lights  shall  be  displayed,  in  such  a  manner  as  to  be 
plainly  visible  when  such  lamps  are  lighted,  the  num- 
ber of  the  registration  certificate  issued  as  in  this 
act  provided,  the  same  to  be  in  Arabic  numerals,  not 
less  than  one  inch  in  height.     Penalty,  fine  $10. 

(2)  Every  motorcycle  shall  carry,  during  the  period 
from  one  hour  after  sunset  to  one  hour  before  sun- 
rise, and  whenever  fog  renders  it  impossible  to  see 
a  long  distance,  at  least  one  lighted  lamp,  showing 
a  white  light  visible  at  least  two  hundred  feet  in 
the  direction  toward  which  the  motorcycle  is  pro- 
ceedine. 

5.  Automobiles  of  more  than  ten  horsepower  shall 
be  provided  with  at  least  two  brakes,  powerful  in 
action  and  separated  from  each  other,  of  which  one 
brake  must  act  directly  on  the  drive  wheels  or  on 
the  parts  of  the  mechanism  which  are  firmly  con- 
nected with  the  wheels.  Each  of  the  two  brakes 
must  suffice  alone  to  stop  the  automobile  within  a 
proper  time.  One  of  the  two  brakes  must  be  so 
arranged  as  to  be  operated  with  the  foot ;  provided, 
however,  that  on  automobiles  not  exceeding  ten  horse- 
power one  brake  will  be  sufficient. 

Motorcycles  shall  be  provided  with  at  least  one 
brake,   which  may  be  operated  by  hand. 

6.  No  motor  Vehicle  tire  shall  be  fitted  with  a  chain 
when  used  upon  gravel,  macadam  or  other  made 
roads,  except  upon  natural  dirt,  asphalt,  cobble,  Bel- 
gian block  or  vitrified  brick  pavements ;  provided, 
however,  that  tires  may  be  fitted  with  a  chain  when 
used   upon   roads   covered   with   a   coating  of  at   least 

.one  inch  of  snow  or  ice.     Penalty,  fine  $50. 


7.  Every  motor  vehicle  must  have  devices  to  pre- 
vent excessive  noise,  annoying  smoke  and  the  escape 
of  gas  and  steam,  as  well  as  the  falling  out  of 
embers  or  residue  from  the  fuel. 

PART   III.— DEPARTMENT   OF   MOTOR   VEHI- 
CIvE  REGISTRATION  AND   REGULATION. 

8.  The  Secretary  of  State  shall  forthwith  organize 
in  connection  with  the  Department  of  State  the  de- 
partment of  Tnotor  vehicle  registration  and  regula- 
tion. .  He  shall  provide  suitable  quarters  for  the 
same  and  shall  furnish  all  necessary  supplies  and 
equipment  for  the  proper  enforcement  of  the  pro- 
visions of  this  act.  He  shall  approve  all  bills  for 
disbursement  of  money  under  any  of  the  provisions 
of  this  act,  which  shall  be  paid  by  the  State  Treas- 
urer, upon  the  warrant  of  the  Comptroller  out  of 
any    appropriation    regularly   made    therefor. 

9.  The  assistant  Secretary  of  State  shall  be  ex- 
officio  commissioner  of  motor  vehicles,  and  shall  have 
pei'sonal  charge  and  supervision  of  the  enforcement 
of  the  provisions  of  this  act.  The  Secretary  of  State 
shall  appoint  a  chief  inspector  of  motor  vehicles, 
who  shall  be  chief  clerk  of  the  department,  and  who 
shall  have  practical  knowledge  of  the  mechanical 
arrangement  and  capabilities  of  all  kinds  of  motor 
vehicles,  and  be  capable  to  pass  upon  the  efificiency 
of  motor  vehicles  and  the  competency  of  motor  vehicle 
drivers.  The  Secretary  of  State  shall  also  appoint 
as  many  inspectors,  not  exceeding  seven,  as 
may  be  necessary  in  detecting  violations  of  this  act, 
in  obtaining  evidence  of  violations  and  otherwise 
assisting  in  the  enforcement  of  the  act.  He  shall 
also  provide  the  clerical  assistance  necessary  to  carry 
into  effect  the  provisions  of  this  act.  He  shall  fix 
the  compimsation  of  all  inspectors,  clerical  assistants 
and  others  employed  under  this  act ;  the  salary  of 
inspectors,  however,  shall  not  exceed  three  dollars 
per  day.  The  compensation  of  the  commissioner 
of  motor  vehicles  shall  be  fifteen  hundred  dollars  per 
annum,  in  addition  to  any  compensation  he  may  re- 
ceive by  reason  of  any   statute  fixing  the  compensa- 

-lion  of  assistant  Secretary  of  State,  and  that  of  the 
chief  inspector  shall  be  fifteen  hundred  dollars  per 
annum. 

10.  The  commissioner  of  motor  vehicles  shall  be 
authorized,  and  full  power  and  authority  are  hereby 
given  to  him,  to  designate  the  chief  of  police  and 
the  lawful  deputy  of  said  chief  of  police  of  any  muni- 
cipality in  this  State,  or  any  other  proper  person,  to 
be  the  agent  of  the  said  commissioner  of  motor 
vehicles,  for  the  registering  of  motor  vehicles  and 
issuing  registration  certificates,  and  for  the  examin- 
ing of  applicants  for  licenses  to  drive  motor  vehicles, 
and  the  granting  of  licenses  to  said  applicants,  sub- 
ject to  the  requirements  of  this  act  and  to  such  rules 
and  regulations  as  shall  be  imposed  by  the  commis- 
sioner; and  any  chief  of  police  and  deputy  who  may 
be  so  designated  are  hereby  authorized  and  required 
to  act  according  and  until  the  said  authority  so  to 
act  is  revoked  bv  the  said  commissioner.  The  fee 
allowed  such  agent  for  registration  certificates  so 
issued  by  him,  and  for  every  license  so  granted  by 
him,  shall  be  fixed  by  the  inspector  of  motor  vehicles, 
the  same  to  be  retained  from  the  registration  fee 
or  the  license  fee  paid  to  him ;  provided,  however, 
that  every  registration  and  registration  certificate 
and  every  license  to  drive  motor  vehicles  may  be 
revoked  by  the  said  commissioner  of  motor  vehicles 
for  a  violation  of  any  of  the  provisions  of  this  act 
or  on  other  reasonable  grounds  after  due  notice  in 
writing  of  such  proposed  revocation  and  the  ground 
thereof,  and  if  a  driver  of  motor  vehicles 
shall  have  had  his  license  revoked,  a  new 
license  granted  to  him  within  one  year  there- 
after shall  be  void  and  of  no  effect  unless  it  shall  be 
granted  by  the  said  commissioner  of  motor  vehicles 
in  person;  and  if  the  registration  or  registration  cer- 
tificate of  any  motor  vehicle  shall  have  been  revoked, 
a  new  registrati.on  made,  or  new  registration  certifi- 
cate issued,  within  one  year  thereafter  shall  be  void 
and  of  no  effect  unless  the  new  registration  shall  be 
made  and  the  new  certificate  issued  under  the  per- 
sonal direction  of  the  commissioner  of  irotor  vehicles. 

11.  The  commissioner  of  motor  vehicles  shall  be 
authorized,  and  full  power  and  authority  are  hereby 
given  to  him,  to  license,  at  his  discretion  and  upon 
payment  of  the  lawful  fee,  any  proper  person  of  the 
age  of  sixteet.  years  or  over  to  be  a  motor  vehicle 
driver,    said    cDmmissioner    or    his    agent    having   first 


examined  said  person  and  being  satisfied  of  his 
ability  as  an  operator,  which  examination  shall  include 
a  test  of  the  knowledge  on  the  part  of  the  said  person 
of  such  portions  of  the  mechanism  of  motor  vehicles 
as  is  necessary,  in  order  to  insure  the  safe  operation 
of  a  vehicle  of  the  kind  or  kinds  indicated  by  the 
applicant,  and  the  said  applicant  having  demonstrated 
his  ability  to  operate  a  vehicle  of  the  class  designated, 
and  the  said  commissioner  of  motor  vehicles  may,  in 
his  discretion,  refuse  to  grant  a  license  to  drive  motor 
vehicles  to  any  person  who  shall,  in  the  estimation  of 
said  commisisoner,  be  an  improper  person  to  be 
granted  such  a  license ;  and  the  said  commissioner 
shall  have  power  to  grant  a  registration  certificate 
to  the  owner  of  any  motor  vehicle,  application  for 
registration  having  properly  been  made  and  the  fee 
therefore  paid,  and  the  vehicle  bein'»-  of  a  type  that 
complies  with  the  requirements  of  this  act.  But  it 
shall  be  lawful  for  the  said  commissioner  of  motor 
vehicles  to  refuse  registration  to  any  vehicle  that,  in 
his  estimation,  is  not  a  proper  vehicle  to  be  used 
upon  public  roads  and  highways  of  the  State. 

12.  The  commissioner  of  motor  vehicles  shall  have 
such  powers  and  duties  as  are  in  this  act  given  and 
imposed,  and  shall  collect  such  data  with  respect  to 
the  proper  restrictions  to  be  laid  upon  motor  vehicles, 
and  the  use  thereof  upon  the  public  roads,  turnpikes 
and  thoroughfares,  as  shall  seem  to  be  for  the  public 
good,  and  under  the  direction  of  the  Secretary  of 
State  shall  report  to  each  Legislature  the  operations 
of  his  office  for  the  year  ending  on  the  next  pre- 
ceding thirty-first  day  of  December.  It  shall  be  his 
duty  to  attend  to  the  enforcement  of  the  provisions 
of  this   act. 

13.  The  commissioner  of  motor  vehicles  shall  keep 
a  record  of  all  his  official  acts,  and  shall  preserve 
copies  of  all  decisions,  rules  and  orders  made  by 
him,  and  shall  adopt  an  official  seal.  Copies  of  any 
act,  rule,  order  or  decision  made  by  him,  and  of  any 
paper  or  papers  filed  in  his  office,  may  be  authenti- 
cated under  said  seal,  and  when  so  authenticated 
shall  be  evidence  equally  with  and  in  like  manner 
as  the  originals  and  said  commissioner  shall  be 
empowered  to  communicate  with  the  police  depart- 
ments and  peace  officers  in  the  State  for  the  pur- 
pose of  and  with  the  object  of  the  proper  enforce- 
ment of  this  act. 

14.  Motor  vehicle  inspectors  may  be  appointed,  as 
provided  in  section  nine  of  this  act,  and  shall  be 
presented  with  a  badge  indicative  of  their  office,  and 
when  wearing  such  badge  on  the  left  breast  of  the 
outermost  garment  shall  have  power  to  stop  any 
motor  vehicle  and  examine  the  same  to  see  that  it 
complies  with  the  requirements  of  this  act,  whether 
in  matter  of  equiprnent,  identification  or  otherwise ; 
to  require  the  production  of  the  license  of  the  driver; 
to  arrest,  without  warrant,  for  violations  of  this  act 
as  special  officers  for  the  enforcement  of  the  pro- 
visions of  this  act  and  for  the  detection  and  arrest 
of  those  who  violate  or  infringe  upon  the  provisions 
hereof. 

PART      IV.— THE      OPERATION      OF     MOTOR 
VEHICLES. 

15.  No  person  shall  drive  a  motor  vehicle,  the 
owner  of  which  vehicle  shall  not  have  complied 
with  the  provisions  of  this  act  concerning  the  proper 
registration  and  identification  of  the  same,  (Penalty, 
$100)  ;  nor  shall  any  person  drive  a  motor  vehicle 
which  shall  display  on  the  front  or  back  thereof  a  , 
fivtitious  number  or  a  number  other  than  that  desig- 
nated for  such  motor  vehicle  in  the  New  Jersey 
registration  certificate  of  such  motor  vehicie.  Pen- 
alty, fine  $500  or  imprisonment  for  sixty  days.  _ 

16.  ( 1 )  Every  resident  of  this  State  who  is  the 
owner  of  an  automobile,  and  every  non-resident  owner 
whose  automobile  shall  be  driven  in  this  State,  shall 
annually  file  in  the  office  of  the  commissioner  of 
motor  vehicles,  or  with  the  lawful  agent^  of  said 
commissioner,  a  statement  in  writing,  containing  the 
name  and  address  of  such  owner,  together  with  a 
brief  description  of  the  character  of  such  automo- 
bile, including  the  name  of  the  maker  and  the  manu- 
facturer's number  of  the  automobile,  if  number  there 
be,  and  the  real  horsepower  of  the  automobile, 
and  shall  pay  annually  to  the  commissioner  of  motor 
vehicles,  or  his  lawful  agent,  a  registration  fee  of 
three  dollars  for  each  motor  vehicle  havine  a  rating 
of  less  than  thirty  horsepower,  and  five  dollars  for 
each  motor  vehicle  having  a  rating  of  thirty  horse- 
power or  more;  and  if  an  automotiile  has  two  ratings 
of  horsepower,  the  registration  fee  shall  be  based 
upon  the  highest  rating.  The  commissioner  of  motor 
vehicles  shall  issue  for  each  automobile  so  registered 
a  certificate  properly  numbered,  stating  that  such 
automobile  is  registered  in  accordance  with  this  sec- 
tion, and  shall  cause  the  name  of  such  owner,  with 
his  address,  the  number  of  his  certificate,  and  the 
description  of  such  automobile  or  automobiles,  to  be 


I  THE  BICYCLING  WORLD 


216 


fchtered  in  alphabetical  order  of  the  owners  names 
in  a  book  to  be  kept  for  that  purpose;  provided, 
however,  that  the  commissioner  of  motor  vehicles 
may  refuse  registration  in  the  case  of  any  automobile 
that  shall  not  comply  with  the  requirements  of  this 
act  or  that  shall  seem  to  him  unsuitable  for  use  on 
the  public  roads  and  highways  of  this  State.  Each  owner 
having  a  residence  outside  of  the  State  shall  file  with 
the  Secretary  of  State  a  duly  executed  instrument, 
constituting  the  Secretary  of  State  and  his  successors 
in  office  the  true  and  lawful  attorney  upon  whom  all 
original  process  in  any  action  or  legal  proceeding 
for  damages,  caused  by  the  operation  of  his  registered 
motor  vehicle  within  this  State,  against  such  owner 
may  be  served,  and  therein  shall  agree  that  any 
original  process  against  such  owner  shall  be  of  the 
same  force  and  effect  as  if  served  on  such  owner 
within  this  State;  the  service  of  such  process  shall 
be  made  by  leaving  a  copy  of  the  same  in  the  office 
of  the  Secretary  of  State  with  a  service  fee  of  two 
dollars  to  be  taxed  on  the  plairmff's  costs  of  suit. 
Said  commissioner  of  motor  vehicles  shall  forthwith 
notify  such  owner  of  such  service  by  letter  directed  to 
him  addressed  at  the  post-office  address  stated  in  his 
application.  Upon  any  and  every  transfer  of  a 
registered  automobile  by  the  owner  thereof,  in  whose 
name  the  same  is  registered,  the  said  registration  and 
certificate  thereof  shall  forthwith  be  and  become 
void;  but  the  same  may  be  validated  by  the  endorse- 
ment of  the  commissioner  of  motor  vehicles,  the 
purchaser  having  made  written  application  therefor 
and  paid  a  transfer  fee  of  one  dollar.  Every  regis- 
tration shall  expire  and  the  certificate  thereof  become 
void  at  the  expiration  of  one  year  from  the  date 
thereof,  subject  to  renewal  by  the  commissioner  of 
motor  vehicles  upon  the  filing  of  the  proper  state- 
ment and  the  payment  of  the  registration  fee  by  the 
owner   of  the    automobile. 

(2)  Every  resident  who  is  the  owner  of  a  motor- 
cycle, and  every  non-resident  whose  motorcycle  shall 
be  driven  in  this  State,  shall  pay  an  annual  registra- 
tion fee  or  license  fee  of  one  dollar  for  such  motor- 
cycle, which  shall  include  the  right  of  such  person  to 
drive  such  motorcycle  within  this  State  without  an 
examination  of  his  ability  to  run  motorcycle,_  unless 
such  an  examination  be  required  by  the  commissioner 
of  motor  vehicles  and  such  owner  shall  be  given  a 
registration  certificate  in  which  shall  he  designated 
the  proper  registration  number  and  such  certificate 
shall  be  valid  for  a  term  of  one  year  from  the  date 
thereof,  unless  revoked  by  the  commissioner  of  motor 
vehicles,  or  as  otherwise  provided  by  this   act. 

(3)  Every  manufacturer  of  or  dealer  in  automo- 
biles, instead  of  registering  each  automobile^  owned 
or  controlled  by  him,  may  make  application,  as 
hereinbefore  provided  in  this  section,  for  a  registra- 
tion number,  and  the  written  statement,  in  addition 
to  the  matters  hereinbefore  contained,  shall  state 
that  he  is  a  manufacturer  or  dealer,  as  the  case  may 
be,  and  that  he  desires  to  use  a  single  number  for 
all  automobiles  owned  or  controlled  by  him;  and 
thereupon  the  commissioner  of  motor  vehicles,  if 
satisfied  of  the  facts  stated  in  said  application,  shall 
issue  a  certificate,  as  hereinbefore  set  forth,  assign- 
ing the  same  a  number  as  hereinbefore  set  forth, 
which  certificate  shall  contain  the  statement  that  the 
same  is  issued  to  the  applicant  as  a  manufacturer  or 
dealer,  as  the  case  may  be,  and  that  one  certificate 
shall  cover  and  be  valid  for  all  automobiles  owned 
or  controlled  by  such  manufacturer  or  dealer  until 
sold  or  let  for  hire,  or  loaned  for  a  period  of  not 
more  than  five  successive  days.  All  such  automo- 
biles shall  be  regarded  as  registered  under  such 
general  number;  provided,  and  if,  in  addition  to  the 
registration  number  displayed  on  the  front  and  back 
of  the  car,  as  hereinafter  .  provided,  there  shall  be 
added  the  letter  "M,"  of  equal  size  and  prominence; 
and  provided,  further,  that  not  more  than  five  auto- 
mobiles, owned  or  controlled  by  the  same  manufac- 
turer of  or  dealef  in  automobiles,  shall  be  in  opera- 
tion at  the  same  time  under  the  same  number.  The 
fee  for  every  such  manufacturer's  or  dealer's  certifi- 
cate shall  be  twenty  dollars. 

(4)  No  registration  or  registration  certificate  made 
or  issued  under  any  former  act  shall  be  valid  after 
July  1,  nineteen  hundred  and  six.     Penalty,  $100. 

17.  No  person  shall  hereafter  drive  an  automobile 
upon  any  public  street,  public  road,  or  turnpike, 
public  park  or  parkway,  or  public  driveway  or  public 
highway,  in  this  State  unless  licensed  to  do  so  in 
accordance  with  the  provisions  of  this  act.  Penalty, 
$500  fine  or  imprisonment  sixty  days.  No  person 
under  the  age  of  sixteen  years  shall  be  licerised  to 
drive  automobiles,  nor  shall  any  person  be  licensed 
to  drive  automobiles,  until  said  person  shall  have 
passed  a  satisfactory  examination  as  _  to  his 
ability  as  an  operator,  which  examination  shall 
include  a  test  of  the  knowledge  on  the  part  of  said 
person  of  such  portions  of  the  mechanism  of  auto- 
mobiles as  is  necessary  in  order  to  insure  the  safe 
operation  of  a  vehicle  of  the  kind  or  kinds  indicated 
by       the       applicant.  Licenses       and       the       fees 

therefor  shall  be  rated  according  to  the  horsepower 
of  automobiles  and  shall  be  granted  for  the  period 
of  one  year;  and  the  license,  for  one  year  from  the 
date  thereof,  shall  entitle  the  licensee  to  drive  anv 
registered  automobile  of  the  class  for  which  it  is 
granted,  or  of  a  class  of  a  smaller  horsepower. 
Automobiles  of  a  horsepower  not  exceeding  one 
horsepower  shall  be  rated  Class  1.  and  in  like  man- 
ner the  class  of  every  automobile  shall  be  deter- 
mined by  the  number  of  horsepower  of  the  vehicle, 
and  the  annual  fee  for  a  license  to  drive  any  auto- 
mobile of  a  rating  less  than  thirty  horsepower  shall 
be  one  dollar,  and  to  drive  to  any  automobile  having 
a  rating  of  thirty  horsepower  or  more,  shall  be  two 
dollars,  and  if  an  automobile  shall  have  two  ratings 
of  horsepower,  the  license  fee  shall  be  based  upon  the 
higher  rating.  When  an  automobile  driver,  upon  passing 


a  satisfac*-ory  examination,  shall  have  been  once 
granted  a  license  hereunder,  no  further  examinations 
shall  be  required  for  a  renewal  of  the  said  license, 
unless  the  commissioner  of  automobiles  shall  deem 
it  necessary ;  provided,  however,  it  shall  be  lawful 
for  the  commissioner  of  motor  vehicles  at  his  discre- 
tion to  issue  to  any  persons  a  written  permit,  under 
the  hand  and  seal  of  said  commissioner,  allowing 
the  said  persons,  for  the  purpose  of  fitting  himself  to 
become  a  motor  vehicle  driver,  to  operate  a  motor 
vehicle  for  a  specified  period  of  not  more  than  three 
weeks,  while  in  company  and  under  the  super- 
vision of  a  licensed  motor  vehicle  driver;  and 
such  permit,  under  the  hand  and  seal  of  the_  com- 
missioner of  motor  vehicles,  shall  be  sufficient  license 
for  the  said  iierson  to  operate  a  motor  vehicle  in 
this  State  during  the  period  specified,  while  in  the 
company  of  and  under  the  control  of  a  licensed  motor 
vehicle  driver  of  this  State;  and  provided  further, 
that  the  said  person,  as  well  as  such  licensed  motor 
vehicle  driver,  shall  be  held  accountable  for  all  vio- 
lations of  this  act  committed  by  the  said  person 
while  in  the  presence  of  such  licensed  motor  vehicle 
driver. 

18.  Each  license  to  drive  on  automobile  shall 
specify  the  maximum  horsepower  of  the  automobile 
allowed  to  be  driven  thereunder,  and  shall  have 
indorsed  thereon  in  the  proper  handwriting  oi  the 
licensee  the  name  of  the  licensee;  and  said  licensee 
when  thereupon  requested  by  any  motor  vehicle  in- 
spctor  or  magistrate  while  in  the  performance  of  the 
duties  of  his  office  under  this  act,  shall  exhibit  said 
license  to  said  officer  and  write  his  name  in  the  pres- 
ence of  said  officer  to  the  end  that  he  may  thereby 
determine  the  identity  of  said  licensee.  Penalty, 
fine  $10. 

19.  No  intoxicated  person  shall  drive  a  motor 
vehicle.  Penalty,  $500  fine  or  imprisonment  sixty 
days. 

20.  No  person  shall  drive  a  motor  vehicle  without 
the  consent  of_  the  owner.  Penalty,  fine  $500  or 
imprisonment  sixty  days. 


PART    V.- 


-IDENTIFICATION    MARKS    OF 
MOTOR  VEHICLES. 


21.  The  owner  of  each  and  every  automobile  which 
shall  be  driven  upon  the  public  streets,  public  roads, 
turnpikes,  parks,  public  parkways,  public  driveways 
or  public  highways  in  this  State  shall  have  the  num- 
ber of  the  registration  certificate,  issued  as  in  this 
act  provided,  upon  both  the  front  and  _  back 
of  every  automobile,  stationary,  in  a  conspicuous 
place,  at  least  fifteen  inches  and  not  more  than 
thirty-six  inches  above  the  level  of  the  ground,  kept 
clear  and  distinct  and  clear  of  grease,  dust  or  other 
blurring  matter,  so  as  to  be  plainly  visible  at  all 
times  during  daylight;  such  numbers  to  be  separate 
Arabic  numerals  and  not  less  than  four  inches  in 
height,  the  strokes  to  be  in  width  not  less  than  one- 
half  an  inch;  and  there  shall  not  be  placed  upon  the 
front  or  rear  of  said  vehicle  any  other  numbers ;  and 
when  the  number  of  the  registration  certificate  shall 
include  a  letter  or  letters,  such  letter  or  letters  are 
to  be  not  less  than  four  inches  in  height  and  the 
strokes  to  be  not  less  than  one-half  of  an  inch  in 
width.      Penalty,   fine   $100. 

PART  VI.— U^E  OF  ROADS  AND  HIGHWAYS. 

22.  (1)  Drivers  of  motor  vehicles,  whether  of 
burthen  or  pleasure,  using  any  of  the  turnpikes  or 
public  roads  in  this  State,  when  met  by  another 
motor  vehicle,  or  by  a  carriage,  sleigh,  or  sled,  shall 
keep  to  the  right,  and  when  overtaken  by  another 
motor  vehicle,  carriage,  sleigh  or  sled  they  shall  like- 
wise keep  to  the  right,  so  as  in  both  cases  to  permit 
such  motor  vehicle,  carriage,  sleigh  or  sled,  either 
met  or  overtaken,  to  pass  uninterrupted.  Penalty, 
fine,   $25. 

(2)  No  owner  or  purchaser  or  driver  of  a  motor 
vehicle  who  shall  have  complied  with  the  require- 
ments and  provisions  of  this  act  shall  be  required 
to  obtain  any  other  license  or  permit  to  use  or 
operate  the  same,  nor  shall  such,  owner  or  purchaser 
or  driver  be  excluded  or  prohibited  from  or  limited 
in  the  free  use  thereof,  nor  limited  to  speed  upon 
any  public  street,  avenue,  road,  turnpike,  driveway, 
parkway  or  other  public  place,  at  any  time,  when 
the  same  is  or  may  hereafter  be  opened  to  the  use 
of  persons  having  or  using  other  carriages,  nor  be 
required  to  comply  with  other  provisions  or  condi- 
tions as  to  the  use  of  said  motor  vehicle,  except  as  in 
this  act  provided ;  provided,  however,  that  nothing 
in  this  section  contained  shall  be  construed  to  apply 
to  or  include  any  speedway  created  and  maintained 
in  pursuance  of  an  act  of  the  Legislature  of  the 
State  of  New  Jersey  entitled  "An  act  to  provide  for 
the  construction  and  maintenance  of  speedways  in 
the  counties  of  this  State,"  approved  March  nine- 
teenth, one  thousand  nine  hundred  and  two;  nor  to 
any  parks  or  parkways  created  and  maintained  in 
accordance  with  an  act  of  the  Legislature  or  the 
State  of  New  Jersey  entitled  "An  act  to  establish 
public  parks  in  the  counties  of  this  State  and  to 
provide  for  the  acquirement,  improvement  and  regu- 
lation of  the  same,"  approved  March  twentieth,  one 
thousand  nine  hundred  and  one.  No  city,  town, 
township,  borough  or  other  municipality  shall  have 
power  to  make  any  ordinance,  by-law  or  resolution 
limiting  or  restricting  the  use  or  speed  of  motor 
vehicles,  and  no  ordinance,  bv-law  or  resolution 
heretofore  or  hereafter  made  by  any  city,  town, 
township,  borough  or  other  municipal  or  local 
authority  by  whatever  name  known  or  designated  in 
respect  to  or  limiting  the  use  or  speed  of  motor 
vehicles  shall  have  any  force,  effect  or  validity. 

(3)    No    person   shall   drive   a   motor  vehicle   upon 


any  public  street,  public  highway,  public  road,  public 
parkway,  turnpike  or  public  driveway  in  this  State 
m  a  race  or  on  a  bet  or  wager.  Penalty,  $100  ana 
license    revoked. 

(4)  Every  driver  of  a  motor  vehicle  after  knowingly 
causing  an  accident  by  collision  or  otherwise  knowing- 
ly injuring  any  person,  horse  or  vehicle  shall  forthwith 
bring  his  motor  vehicle  to  a  full  stop,  return  to  the 
scene  of  accident  and  give  to  any  proper  person  de- 
manding the  same  his  name,  the  number  of  his 
driver's  license  and  the  registration  number  of  the 
motor  vehicle,  and  the  names  and  residences  of  each 
and  every  male  occupant  of  said  motor  vehicle. 
Penalty,  $250.00  or  imprisonment  thirty  days. 

PART    VII.— PROVISIONS    CONCERNING 
SAFETY    OF  TRAFFIC. 

23.  The  following  rates  of  speed  may  be  main- 
tained, but  shall  not  be  exceeded,  upon  any  public 
street,  public  road  or  turnpike,  pubHc  park  or  park- 
way, or  public  driveway,  or  public  highway,  in  this 
State   by   anyone   driving   a   motor   vehicle. 

(1)  A  speed  of  one  mile  in  seven  minutes  upon 
the  sharp  curves  of  a  street  or  highway  or  when 
turning  a  corner,  and  a  speed  of  one  mile  in  four 
minutes  at  the  junction  or  intersection  of  a  prom- 
inent cross-road  where  such  a  street,  road  or  highway 
passes  through  the  open  country.  The  term  "open 
country"  meaning  where  houses  are  an  average 
more   than  one  hundred   feet  apart. 

(.2)  A  speed  of  one  mile  in  five  minutes  where 
such  street  or  highway  passes  through  the  built-up 
portion  of  a  city,  town,  township,  borough  or  village 
where  the  houses  are  an  average  less  than  one  hun- 
dred feet  apart. 

(3)  A  speed  of  one  mile  in  four  minutes  within  two 
hundred  feet  of  any  horse  or  other  beast  of  draught 
or  burden  upon  the  same  street  or  highway,  provided, 
however,  that  such  speed  not  exceeding  twenty  miles 
per  hour,  shall  be  lawful  in  the  open  country,  as  may 
be  necessary  in  order  to  pass  a  vehicle  traveling  in 
the  same  direction,  but  the  speed  shall  be  diminished 
forthwith  if  necessary  to  comply  with  the  provisions 
of  this  act. 

(4)  ^Isewhere  and  except  as  otherwise  provided 
in  suboivisions  one,  two  and  three  of  this  section 
a  speed  of  one  mile  in  three  minutes;  provided,  how- 
ever, that  nothing  in  this  section  contained  shall 
permit  any  person  to  drive  a  motor  vehicle  at  any 
speed  greater  than  is  reasonable,  having  regard  to 
the  traffic  and  use  of  highways,  or  so  as  to  endan- 
ger the  life  and  limb  or  to  injure  the  property  of 
any  person;  and  it  is  further  provided,  that  nothing 
in  this  section  contained  shall  affect  the  right  of 
any  person  injured,  either  in  his  person  or  property, 
by  the  negligent  operation  of  a  motor  vehicle  to  sue 
and  recover  damages  as  heretofore ;  and  pi  ovided 
further,  that  the  foregoing  provisions  concerning  the 
speed  of  motor  vehicles  shall  not  apply  to  any 
speedway  built  and  maintained  for  the  exclusive 
use  of  motor  vehicles,  if  the  said  speedway  at  no 
point  crosses  any  public  street,  avenue,  road,  turn- 
pike, driveway  or  other  public  thoroughfare  or  any 
railroad  or  railway  at  grade,  the  said  speedway  hav- 
ing been  constructed  with  the  permission  of  the 
commissioners  or  the  board  of  freeholders,  as  the 
case  may  be,  of  the  county  or  counties  in  which 
said  speedway  shall  be  located;  and  provided  fur- 
ther, that  every  person  driving  a  motor  vehicle 
shall,  at  request  or  upon  signal  by  putting  up  the 
hand  or  otherwise  from  a  person  riding  or  driving 
a  horse  or  horses  in  the  opposite  direction,  cause  the 
motor  vehicle  to  stop  and  remain  stationary  so  long  as 
may  be  necessary  to  allow  said  horse  or  horses  to 
pass. 

24.  If  a  physician  shall  have  his  motor  vehicle 
stopped  for  exceeding  the  speed  limit  while  he  is 
in  the  act  of  responding  to  an  emergency  call^  the 
registration  number  of  the  vehicle  and  the  driver's 
license  number  may  be  inspected  and  noted,  and  the 
physician  shall  then  be  allowed  to  proceed  in  the 
vehicle  to  his  destination,  and  subsequently  such 
proceedings  may  be  taken  as  would  have  been 
proper  had  the  person  violating  the  provisions  as 
10   speed   not  been   a   physician. 

25.  Motor  vehicles  belonging  to  the  military  estab- 
lishment, while  in  use  for  official  purposes  in  time 
of  riot,  insurrection  or  invasion,  are  exempt  from 
the   provisions   of  this   act  pertaining   to  speed. 

^^  PART   VIII.— PROCEEDINGS. 

26.  (1)  A  comolaint  having  been  made  in  writing 
and  duly  verified,  that  any  person  has  violated  any 
of  the  provisions  of  this  act,  any  magistrate  of  the 
county  or  recorder  or  police  magistrate  of  any  muni- 
cipality in  which  the  offense  is  committed  may, 
within  thirty  days  after  the  commission  of  said 
offense,  issue  either  a  summons  or  a  warrant  directed 
to  any  constable,  police  officer,  the  inspector  of  motor 
vehicles  or  the  commissioner  of  motor  vehicles  of  this 
State,  for  the  appearance  or  arrest  of  the  person  so 
charged ;  and  the  magistrate  shall  state  what  section 
or  provision  of  this  act  has  been  violated  by  the  de- 
fendant, and  the  time,  place  and  nature  of  said  viola- 
tion, and  upon  the  return  of  said  summons  or 
warrant,  the  said  magistrate  shall  proceed,  in 
a  summary  way,  to  hear  and  determine  the  guilt  or 
innocence  of  such  person,  and,  upon  conviction,  may 
impose  upon  the  person  so  convicted  the  penalty, 
by  this  act  nrescribed,  together  with  the  costs  of 
prosecution  for  such  offense. 

(2)  Such  magistrate,  upon  receiving  complaint 
in  writing,  duly  verified,  of  the  violation  of  any 
provision  of  this  act  by  any  corporation,  is  hereby 
authorized  and  required  to  issue  a  summons  directed 
to  any  constable,  police  officer,  the  inspector  of  motor 


2i6 


THE  BICYCLING  WORLD 


vehicles,  or  the  commissioner  of  motor  vehicles,  of 
this  State,  requiring  such  corporation  to  be  and  ap- 
pear before  said  magistrate  on  a  day  therein  named, 
to  answer  to  said  complaint,  which  said  summons 
shall  be  served  on  the  president,  vice-president, 
secretary,  superintendent  or  manager  of  such  cor- 
poration, or  the  agent  upon  whom  other  process 
against  it  may  be  served,  at  least  five  days,  before 
the  time  of  the  appearance  mentioned  therein,  and 
thereafter  all  proceedings  shall  be  the  same  as  against 
individuals,  except  where  a  different  procedure  is 
provided    by    this    act. 

27.  Any  hearing  to  be  held  pursuant  to  this  act 
shall,  on  the  request  of  the  defendant  be  adjourned 
for  a  period  not  exceeding  thirty  days  ^'onj^the  le 
turn  day  named  in  any  summons,  or  from  the  retmn 
of  any  warrant,  or  from  the  date  of  any  arrest  with- 
out warrant,  as  the  case  may  be,  b^t  ^n  such  case 
it  shall  be  the  duty  of  the  magistrate  to  detain  the 
defendant  in  safe  custody,  "^^^^^  ^^^  ^^,f  c^.fe  o^ 
cash  deposit  or  enter  into  a  bond  to  the  btate  ot 
New  Jersey,  with  at  least  one  sufficient  surety  (unless 
said  defendant  shall  himself  qualify  and  Justify  in 
real  estate,  security  situated  in  this  State  m  twice  the 
amount  fixed  by  said  magistrate  ^o'^  bond  with  a 
suretv).  to  or  in  an  amount  not  exceeding  five  hun- 
dred  dollars,  conditioned  for  his  appearance  on  the 
day  to  which  the  hearing  may  be  adjourned,  and 
thence  from  day  to  day,  until  the  case  is  disposed  of, 
and  such  boncf,  if  forfeited,  may  be  Prosecuted  by 
the  commissioner  of  motor  vehicles  m  anv  court  o 
competent  jurisdiction;  and  such  cash  deposit,  if 
forfeited,  shall  be  paid  to  said  commissioner  of  niotor 
vehicles  by  said  magistrate  with  whom  the  same 
Shall  have  been  deposited,  to  be  by  said  commissioner 
disDOsed  of  as  are  other  moneys  coming  into  his 
hands  under  the  provisions  of  section  thirty-seven  o 
this  act;  provided,  however,  that  in  lieu  of  said  bond 
or  cash  deposit,  the  person  ""der  arrest  may  leave 
with  the  magistrate  the  motor  vehicle  owned  or  driven 
by  the  said  person.  •       ■     *.  j 

28.  The  defendant  in  any  proceeding  instituted 
under  this  act  may  appeal  from  the  Judgment  or  sen- 
tence of  the  magistrate  to  the  Court  of  Common 
Pleas  of  the  county  in  which  such  proceeding  shaU 
have  taken  place;  provided  the  f^^d  defendant  shall, 
within  ten  <fays  after  the  date  of  said  lodgment,  de^ 
liver  to  the  magistrate  a  bond  to  the  State  of  Mew 
llrsey  with  at  least  one  sufficient  surety,  or  make,  a 
iash  deposit  with  him  of  such  ^^^^^^  as  the  magis- 
trate shall  direct,  not  exceeding  the  ^.^"""^  o  $500 
(unless  said  defendant  can  himself  qualify  and  justify 
in  real  estate  security  in  this  State  m  twice  said 
amount),  conditioned  to  stand  to  and  abide  by  such 
further  order  or  judgment  as  may  thereafter  be  made 
against  the  said  party;  and  provided  fu^th^J'Jbat 
if  the  said  iriagistrate  shall  have  imposed  a  sentence 
of  imprisonment,  the  defendant,  if  he  does  not  duly 
appeal,  shall  be  imprisoned  forthwith  upon  the  im- 
posing of  said  sentence,  but  that  an  appeal,  properly 
taken  in  accordance  with  the  provisions  of  this  act, 
shall  be  a  stay  of  and  upon  the  enforcement  of  a 
sentence  of  imprisonment,  whether  the  execution  ot 
such  sentence  shall  have  been  entered  upon  or  not, 
as  well  as  of  such  other  judgment  as  may  be  pro- 
nounced;  and,  provided  further,  that  in  hfu  of  the 
appeal  bond  in  this  section  specified,  and  of  the  cash 
deposit  therein  provided  for.  the  defendant  may  leave 
with  the  magistrate  the  motor  vehicle  owned  or 
operated. by  the  said  defendant;  and,  provided,  fur- 
ther that  if  said  defendant  shall,  after  the  rendition 
of  said  judgment  or  sentence,  announce  to  said  magis- 
trate his  intention  to  appeal  therefrom,  and  either 
give  the  bond,  make  the  deposit,  or  leave  the  motor 
vehicle  as  herein  provided,  he  shall  have  ten  days 
from  the  date  of  the  rendition  of  said  judgment  or 
sentence  within  which  to  complete  his  appeal,  during 
which  said  ten  days  the  execution  of  whatever  sen- 
tence or  judgment  shall  have  been  rendered,  whether 
of  imprisonment  or  fine,  shall  be  sta-ed,  and  in  case 
said  defendant  shall  fail  to  complete  his  appeal  within 
said  ten  days,  the  like  proceedings  may  be  had  as 
would  by  the  provisions  of  this  act  follow  an  appeal 
taken  and  a  judgment  of  affirmance  thereupon. 

29.  Whenever  an  appeal  shall  be  taken  as  afore- 
said it  shall  be  the  duty  of  the  magistrate  to  send 
all  papers  and  all  money,  if  any  deposited  according 
to  the  provisions  of  this  act,  and  all  money  paid  for 
costs  of  prosecution,  together  with  a  transcript  of 
the  proceedings  in  the  case,  to  the  next  Court  of 
(Common  Pleas  of  the  said  county,  which  court  shall, 
denovo,  and  in  a  summary  way,  try  and  determine 
all  such  appeals,  and  in  case  the  judgment  or  sen- 
tence of  the  magistrate  shall  be  reversed  on  such 
appeal,  the  said  (Common  Pleas  Court  shall  order  the 
return  of  all  money  deposited  as  aforesaid,  and  all 
costs  of  prosecution  paid  by  said  defendant  to  said 
defendant. 

30.  proceedings  under  this  act  may  be  instituted 
on  any  day  of  the  week,  and  the  institution  of  such 
proceedings  on  Sunday  shall  be  no  bar  to  the  suc- 
cessful prosecution  of  the  same :  and  any  process 
served  on  Sunday  shall  be  as  valid  as  if  served  on 
any  other  day  of  the  week. 

31.  All  proceedings  for  the  violation  of  the  pro- 
visions of  this  act  shall  be  entitled  and  shall  run 
in  the  name  of  the  State  of  New  Jersey,  with  the 
commissioner  of  motor  vehicles  or  a  motor  vehicle 
inspector,  or  a  police  officer,  or  a  constable,  or  such 
other  person  as  shall  by  complaint  institute  the 
proceedings  as  prosecutor;  and  any  magistrate  may, 
at  his  discretion,  refuse  to  issue  a  warrant  on  the 
complaint  of  any  person  other  than  the  commissioner 
of  motor  vehicles  or  a  motor  vehicle  inspector,  until 
a  sufficient  bond  to  secure  the  costs  shall  have  been 
executed    and    delivered    to    the    said    magistrate. 

32.  (1)   Any   constable,   or  police  officer,   or  motor 


vehicle  inspector  or  the  commissioner  _  of  motor 
vehicles  is  hereby  authorized  to  arrest  without  war- 
rant any  person  violating  in  the  presence  of  such 
constable,  or  police  officer  or  motor  vehicle  inspector 
or  the  commissioner  of  motor  vehicles  any  of  the 
provisions  of  this  act,  and  to  bring  the  defendant 
before  any  magistrate  of  the  county  where  such 
offense  is  committed.  The  person  so  offending,  shall 
be  detained  in  the  office  of  the  magistrate  until  the 
person  making  such  arrest  shall  make  oath  of  affirma- 
tion, which  he  shall  do  forthwith,  declaring  that  the 
person  under  arrest  has  violated  one  or  more  of  the 
provisions  of  this  act,  and  specifying  the  provision 
or  provisions  violated,  whereupon  said  magistrate 
shall  issue  a  warrant  returnable  forthwith,  and  the 
said  magistrate  shall  proceed  summarily  to  hear  or 
postpone  the  case  as  provided  in  sections  twenty-sis^ 
and    twenty-seven    of   this    act. 

(2)  Any  person  arrested  for  a  violation  of  the  pro- 
visions of  this  act  shall,  upon  demand  for  the  magis- 
trate hearing  the  complaint  against  said  person,  pro- 
duce his  license  for  inspection,  and  if  said  person 
shall  fail  to  produce  his  license,  or  to  give  a  satis- 
factory excuse  for  its  non-introduction,  he  shall,  in 
addition  to  any  other  penalties  imposed  by  said 
magistrate,  be  subject  to  a  fine  of  not  more  than 
twenty-iive   dollars. 

33.  A  summons  or  warrant  issued  by  any  magis- 
trate in  accordance  with  the  provisions  of  this  act, 
shall  be  valid  throughout  the  State,  and  any  ofHcer  who 
has  power  to  serve  the  said  summons  or  to  serve  said 
warrant  and  make  arrest  thereon  in  the  county  where 
the  same  shall  have  been  issued,  shall  have  like  power 
to  serve  said  summons  and  to  serve  said  warrant  and 
make  arrest  thereon  in  any  of  the  several  counties  of 
this  State.  If  any  person  shall  be  arrested  for  a  viola- 
tion committed  in  a  county  other  than  that  in  which 
the  arrest  shall  take  place,  the  person  so  arrested 
may  demand  to  be  taken  before  a  magistrate  of  the 
county  in  which  the  arrest  may  have  been  made  for 
the  purpose  of  making  a  cash  deposit,  or  of  entering 
into  a  recognizance  with  sufficient  surety;  where- 
upon the  officer  serving  the  said  warrant  shall  take 
the  person  so  apprehended  before  a  magistrate  of 
the  county  in  which  the  arrest  shall  have  been  made, 
who  shall  thereupon  fix  a  day  for  the  matter  to  be 
heard  before  the  magistrate  issuing  the  said  warrant, 
and  shall  take  from  the  person  apprehended  a  cash 
deposit  or  recognizance  to  the  State  of  New  Jersey 
with  sufficient  surety  or  sureties  for  the  appearance 
of  the  said  person  at  the  time  and  place  designated 
in  accordance  with  the  provisions  of  section  twenty- 
seven  of  this  act ;  the  cash  deposit  or  recognizance 
so  taken  shall  be  returned  to  the  magistrate  issuing 
the  warrant,  to  be  retained  and  disposed  of  by  him 
as    by   this    act    provided. 

34.  The  same  fees  shall  be  allowed  the  magistrate 
and  officers  making  an  arrest  or  serving  a  summons 
in  proceedings  under  this  act  as  are  allowed  for  like 
services  in  the  small  cause  court,  and  shall  be  paid 
by  the  defendant  if  the  defendant  be  found  guilty  of 
the  charge  laid  against  him,  but  if  an  appeal  on  said 
judgment  be  reversed,  said  costs  shall  be  repaid  to 
said  defendant  as  hereinbefore  provided.  If  the  de- 
fendant be  found  not  guilty  of  the  charge  or  charges 
laid  against  him,  then  the  costs  must  be  paid  by  the 
prosecutor,  except  that  when  in  such  instances  the 
commissioner  of  motor  vehicles,  or  the  inspector  of 
motor  vehicles,  shall  have  been  the  prosecutor,  then 
the  costs  laid  upon  the  prosecutor  shall  be  paid  by 
the  commissioner  of  motor  vehicles  from  the  moneys 
remaining  in  his  hands  from  the  payment  of  registra- 
tion fees,  license  fees  or  otherwise.  In  case  of  the 
reversal  of  any  judgment  on  appeal,  the  costs  of  the 
magistrate  and  on  appeal  shall  be  borne  by  the  un- 
successful party. 

PART  IX.— PUNISHMENTS  AND  PENALTIES 

35.  Any  person  who  shall  be  convicted  of  violating 
the  provisions  of  this  act  shall  be  subject  to  a  fine 
not  exceeding  one  hundred  dollars;  in  default  of  the 
payment  of  such  fine  there  shall  be  imposed  an  im- 
prisonment in  the  county  jail  for  a  period  not  ex- 
ceeding ten  days;  provided,  that  any  offender  shall 
be  convicted  of  a  second  offense  of  the  same  viola- 
tion may  be  fined  in  double  the  amount  herein  pres- 
cribed for  the  first  offense,  and  may,  in  default  of 
the  payment  thereof,  be  punished  by  imprisonment 
in  the  county  jail  for  a  period  not  exceeding  twenty 
days;  provided,  further,  that  the  penalties  above  pre- 
scribed shall  not  apply  to  the  display  of  a  fictitious 
number. 

Any  person  convicted  of  displaying  a  fictitious 
number  as  prohibited  by  section  fifteen,  or  of  violat- 
ing the  provisions  of  sections  seventeen,  nineteen  or 
twenty  of  this  act,  shall  be  subject  to  a  fine  not  ex- 
ceeding five  hundred  dollars,  or  to  imprisonment  in 
the  county  jail  for  a  period  not  exceeding  sixty 
days. 

Any  person  who  shall  be  convicted  of  a  violation 
of  subdivision  four  of  section  twenty-two  of  this  act 
shall  be  subject  to  a  fine  not  exceeding  two  hundred 
and  fifty  dollars  or  to  imprisonment  in  the  county  jail 
for  a  period  not  exceeding  thirty  days. 

Any  person  who  shall  be  convicted  of  the  violation 
of  section  sixteen  of  this  act  shall  be  subject  to  a 
fine  not   exceeding  one  hundred  dollars. 

Any  person  who  shall  be  convicted  of  the  violation 
of  subdivision  three  of  section  twenty-two,  or  of 
section  twe-ity;three  cf  this  act,  shall  for  the  first 
offense  be  subject  to  a  fine  not  exceeding  one  hun- 
dred dollars;  in  default  of  the  payment  of  such  fine 
there  shall  be  imposed  an  imprisonment  in  the  county 
jail  for  a  period  not  exceeding  ten  days;  provided 
that  any  offender  who  shall  be  convicted  of  a  second 
or  any  subsequent  offense  of  the  same  violation  may 
be    fined    double    the    amount    herein    prescribed    for 


the  first  offense,  or  imprisoned  in  the  county  jail  for 
a  period  not  exceeding  twenty  days,  and  in  addition 
to  such  penalties  the  license  of  said  offender  shall 
be  revoked ;  provided  further,  that  nothing  herein 
contained  shall  prevent  a  revocation  of  license  for 
the  first  offense  or  for  the  violation  of  any  other 
provision  of  this  act. 

Any  person  who  shall  be  convicted  of  violating  any 
of  the  following-named  provisions  of  this  act  shall  be 
subject  to  the  penalties  herein  specified. 

Of  sections  three,  four  or  eighteen,  a  fine  not  ex- 
ceeding  ten   dollars. 

Of   section   six   a   fine   not    exceeding   fifty    dollars. 

Of  subdivision  one  of  section  twenty-two  a  fine 
not   exceeding  twenty-five  dollars. 

36.  It  shall  be  lawful  for  a  magistrate  before  whom 
any  hearing  under  this  act  shall  be  had,  to  revoke 
the  license  of  any  person  to  drive  motor  vehicles 
when  such  person  shall  have  been  guilty  of  such  will- 
ful violation  of  the  provisions  of  this  ,act_  as  shall  in 
the  discretion  of  fffk  said  magistrate  justify  such  re- 
vocation, but  the  appeal  of  the  matter  to  the  Court  of 
Common  Pleas  shall  act  as  a  stay  upon  the  said  revo- 
cation and  the  Court  of  Common  Pleas  upon  the 
appeal  of  the  said  matter  shall  have  the  power  to 
void  the  said  revocation;  and  the  commissioner  of 
motor  vehicles  shall  at  all  times  have  the  power  to 
validate  a  license  that  has  been  revoked,  or  to 
grant  a  new  license  to  any  person  whose  license 
to  drive  motor  vehicles  shall  have  been  revoked. 

It  shall  be  lawful  for  the  justice  of  the  Supreme 
Court  holding  the  circuit  in  each  of  the  counties  of 
this  State,  upon  application  made  to  him  by  a  veri- 
fied petition  for  that  purpose  and  by  any  person 
against  whom  a  judgment  or  sentence  for  the  viola- 
tion of  any  of  the  provisions  of  this  act  shall  have 
been  rendered,  who  may  desire  to  have  the  legality 
of  his  conviction  reviewed  or  the  reasonableness  of 
the  sentence  or  penalty  imposed,  to  order  the  said 
complaint,  process,  proceedings,  evidence  and  record 
of  conviction  to  be  forthwith  brought  before  him, 
that  the  legality  of  such  proceedings  and  sentence, 
or  judgment,  or  the  reasonableness^  of  the  sentence 
or  penalty  may  be  summarily  reviewed  and  deter- 
mined; and  if  such  proceedings  and  sentence  or 
judgment  shall  thereupon  be  found  to  be  illegal,  or 
the  sentence  or  penalty  be  unreasonable,  forthwith 
to  set  aside  the  same  and  to  order  the  remission  or 
reduction  of  any  fine  and  costs  1^at  may  have  heen 
imposed  or  the  discharge  of  any  offender  from  cus- 
tody. 

PART   X.— MISCELI.ANEOUS. 

_  37.  Moneys  received  in  accordance  with  the  pro- 
visions of  this  act,  whether  from  fines,  penalties, 
registration  fees,  license  fees  or  otherwise,  shall  be 
accounted  for  and  forwarded  to  the  commissioner 
of  motor  vehicles,  and  by  him  paid  over  to  the 
Treasurer  of  the  State  of  New  Jersey  to  be  appro- 
priated annually  to  the  Commissioner  of  Public 
Roads,  to  be  used  as  a  fund  for  the  repair  of  the 
improved  roads  throughout  the  State,  and  to  be 
by  the  said  commissioner  apportioned  once  each 
year  among  the  several  counties  of  this  State  ac- 
cording to  the  mileage  of  improved  roads  in  each 
county,  the  share  apportioned  each  county  to  be 
used  for  the  repair  of  improved  roads  in  the  county 
under  the  direction  of  the  Commissioner  of  Public 
Roads  or  his  authorized  representatives,  and  to  be 
paid  in  the  same  manner  as  State  funds  are  paid  for 
the  improvement  of  the  public  roads  under  the  act 
entitled  "An  act  to  provide  for  the  permanent  im- 
provement of  public  roads  in  this  State." 

38.  The  Commissioner  of  Public  Roads  shall  be 
authorized,  and  full  power  and  authority  are  hereby 
given  to  him  to  have  erected  at  such  points  through- 
out the  State  as  to  him  shall  seem  necessary,  cau- 
tionary warnings  of  dangerous  crossings,  steep  de- 
clivities or  other  irregularities  or  perils  of  the  road- 
way, at  a  cost,  however,  not  to  exceed,  in  the  ag- 
gregate,   three    thousand    dollars. 

39.  When  any  motor  vehicle  shall  have  been  de- 
posited under  this  act  in  lieu  of  bond,  the  said  motor 
vehicle  shall  be  held  the  property  of  the  State  of 
New  Jersey,  subject  to  the  same  conditions  as  would 
govern  the  bond  under  like  circumstances,  and  may 
be  redeemed  by  the  person  depositing  the  same 
upon  the  delivery  of  the  requisite  bond  or  upon 
paying  such  fine  and  submitting  to  such  penalty  as 
may  be  imposed;  and  unless  the  motor  vehicle  so 
deposited  in  lieu  of  bond  shall  be  redeemed  within 
ten  days  next  following  the  date  of  the  final  de- 
termination of  the  matter,  it  shall  be  lawful  for  the 
commissioner  of  motor  vehicles  to  sell  the  same  at 
public  auction  and  apply  the  net  proceeds  of  said 
sale  (the  expenses  of  the  matter  having  been  de- 
ducted),   as   set   forth   in   section   thirty-seven   hereof. 

40.  In  case  for  any  reason  any  section  or  any 
provision  of  this  act  shall  be  questioned  in  any 
court,  and  shall  be  held  to  be  unconstitutional  or 
invalid,  the  same  shall  not  be  held  to  affect  any  other 
section   or   provision   of  this    act. 

41.  This  _  act  shall  take  effect  on  July  first,  one 
thousand  nine  hundred  and  six;  provided,  however 
that  the  organization  of  the  department  of  motor 
vehicle  registration  and  regulation  shall  be  effected 
forthwith,  and  the  registration  of  motor  vehicles 
and  licensing  of  drivers  hereunder  mav  be  permitted 
for  the  convenience  of  owners  and  drivers  of  motor 
vehicles  at  such  earlier  date  than  the  said  July 
first,  one  thousand  nine  hundred  and  six,  as  the 
commissioner    of    motor    vehicles    may    designate. 

42.  Nothing  in  this  act  shall  be  construed  to  give 
jurisdiction  t9  justices  of  the  peace  in  any  city  hav- 
ing a  police  justice  or  recorder's  court. 

43.  All  acts  and  parts  of  acts  contrary  to  and 
inconsistent    herewith     are    hereby    repealed. 


The  Bicycling  World 


AND  MOTORCYCLE  REVIEW. 


Volume  LIII. 


New  York,  U.  S.  A.,  Saturday,  May  19,  1906. 


No.  8 


CO-OPERATIVE   ADVERTISING 


Persons  Proves  that  it  is  Practicable — Gets 
Worcester  Dealers  to  Pool  Issues. 


Where  the  will  exists  there's  a  way  for 
bicycle  dealers  of  any  community  to  help 
themselves.  The  one  thing  that  is  required 
is  that  the  man  possessed  of  the  will  shall 
go  out  and  "do  things." 

C.  A.  Persons,  president  of  the  Persons 
Mfg.  Co.,  of  Worcester,  Mass.,  is  one  of  the 
men  built  on  that  plan.  He  recently  be- 
came possessed  of  the  idea  that  if  bicycle 
dealers  were  unable  individually  to  stand 
the  expense  of  a  season's  advertising  there 
was  a  way  to  co-operatively  obtain  the  de- 
sirable benefits  of  publicity.  To  convince 
himself  that  the  plan  was  feasible,  he  tried 
the  experiment  in  his  native  town. 

His  idea  of  this  co-operative  advertising 
was  to  advertise  no  particular  bicycle,  but 
bicycles  and  cycling  in  general.  To  that 
end,  he  devised  the  advertisement  entitled 
"A  Wise  Man's  E.xperience!"  which  is 
printed  on  another  page,  and  which  shows 
in  e.xact  figures  the  time  and  the  car-fares 
that  may  be  saved  by  the  use  of  a  bicycle. 
With  a  subscrij)tion  list  and  a  proof  of  the 
advertisement  he  then  went  among  the  local 
tradesmen  interested  in  bicycles,  and  while 
in  several  instances  it  took  some  tall  talking 
to  carry  conviction,  he  had  no  great  trouble 
in  obtaining  subscriptions  to  the  amount  of 
$160. 

He  then  contracted  with  two  of  the  Wor- 
cester afternoon  papers  to  publish  the  card 
three  times  per  week  on  their  front  pages, 
the  sum  being  sufficient  to  assure  its  ap- 
pearance until  September  next.  It  was  so 
arranged  with  the  papers  that  no  bicycle 
advertisement  is  to  be  placed  next  to  this 
particular  bit  of  publicity.  As  will  be  noted, 
no  man's  name  is  attached  to  the  announce- 
ment, and  no  particular  bicycle  is  men- 
tioned. 

It  goes  without  saying  that  the  advertise- 
ment will  be  changed  from  time  to  time, 
and  in  each  instance  some  special  benefit  of 
the  bicycle  will  be  emphasized. 

Mr.  Persons  has  had  SO  electrotypes  made 
of  the  "Wise  Man's  Experience,"  and  is 
quite  ready  to  supply  them  at  cost,  30  cents 


each,  to  any  dealer  or  collection  of  dealer.= 
who  may  desire  to  make  use  of  them. 

The  good  effects  of  the  advertisement,  it 
is  stated,  are  already  being  felt  by  the  Wor- 
cester dealers.  There  is  no  room  for  doubt 
that  what  Persons  did  in  that  city,  any  other 
energetic  man  in  any  other  place  can  do. 
It  is  co-operation  of  the  sort  that  is  well 
worth  while,  and  the  amount  involved  when 
distributed  among  a  number  of  dealers  is 
so  small  as  to  be  insignificant. 


POPE  TO  QUIT  SAN  FRANCISCO 


England's   Immense  March   Exports. 

England's  cycle  exports  during  the  month 
of  March  last  attained  a  total  of  £106,764, 
being  the  best  March  shipments  since  1897. 
They  included  no  less  than  6,263  complete 
machines,  valued  at  £37,105,  as  against  only 
4,063  and  £25,869  respectively  in  the  same 
month  of  1905.  The  exports  of  parts  also 
increased  from  £53,349  to  £69,659.  South 
Africa's  share  of  the  March  shipments  was 
£9,814. 

The  aggregate  exports  from  the  United 
Kingdom  during  the  three  months  ending 
with  March  comprised  17,448  complete  ma- 
chines, valued  at  £100,248,  plus  £213,050, 
which  gives  a  total  of  £313,298,  comparing 
with  only  £226,758  in  the  corresponding 
period  of  last  year  and  £190,048  in  the 
first  quarter  of  1904. 


How   the   Wrench    got   its    Name. 

Nothing  is  more  amusing  than  to  ferret 
out  the  names  of  some  of  the  commonest 
utilities  of  life  and  discover  that  in  the 
original  they  were  far  from  what  they  now 
are  supposed  to  be.  Thus,  the  monkey 
wrench,  which  from  its  name  is  ordinarily 
supposed  to  have  been  so  termed  after  its 
inventor,  Charles  "Moncky,"  who  disposed 
of  his  patent  for  some  $2,000  and  outlaid 
the  cash  in  Brooklyn  real  estate  many  years 


The  Retail  Record. 

Traverse  City,  Mich. — J.  W.  Houghton 
and  George  Manning,  new  store. 

Indianapolis,  Ind. — Sears  Bros.  Co.,  809 
Massachusetts  avenue;  fire;  loss  about  $500. 

Savannah,  Ga. — Henry  P.  Thompson  and 
C  W.  Gasque,  under  firm  name,  Thompson 
&  Co.;  new  store. 


Branch  there  will  not  be  Re-established— 
Decision  Reached  Before  the  Disaster. 


In  the  reconstruction  of  San  Francisco 
there  will  be  one  notable  bicycle  estab- 
lishment that  will  be  missing,  that  of  the 
Pope  Mfg.  Co.;  it  will  not  be  continued. 

The  branch  and  its  effects  were  com- 
pletely wiped  out  by  the  fire  that  followed 
the  earthquake,  but  as  a  matter  of  fact  the 
disaster  had  nothing  to  do  with  the  Pope 
decision  to  discontinue  direct  factory  rep- 
resentation on  the  Pacific  coast,  and  to 
transfer  their  agencies  to  local  houses.  This 
conclusion  had  been  reached  previous  to 
the  catastrophe,  but  the  latter,  of  course, 
has  greatly,  if  expensively,  simplified  the 
transferral. 

Col.  George  Pope,  treasurer  of  the  Pope 
Mfg.  Co.,  leaves  this  week  for  San  Fran- 
cisco to  settle  the  matter  of  insurance,  and 
also  to  wind  up  the  other  affairs  of  tht 
branch. 

P.  H.  Bernays,  who  has  been  the  Pope 
manager  on  the  coast  for  very  many  years, 
handling  both  their  bicycles  and  their  motor 
cars,  will  be  retained  by  the  company  until 
everything  is  thoroughly  liquidated,  but 
just  who  will  secure  the  Pope  agency  is 
among  the  things  to  be  determined,  al- 
though in  a  retail  way  C.  C.  Hopkins  has 
been  handling  certain  of  the  Pope  lines. 


Best    Season    in    Baltimore. 

"This  is  the  best  spring  season  in  bicycles 
and  motorcj'cles  that  we  have  had  since  the 
palmy  days  of  1896  and  the  business  is  still 
coming  good,"  is  the  cheering  report  from 
Howard  A.  French  &  Co.,  Baltimore,  Md., 
who  add:  "We  agree  with  the  Bicycling 
World  regarding  high  grade  bicycles  and 
only  wish  the  cheap  trash  could  be  pushed 
off  the  earth." 


BilUngs  &  Spencer  to  Enlarge. 
The  Billings  &  Spencer  Co.,  the  Hartford 
drop  forgers,  have  purchased  two  plots  of 
ground  on  which  will  be  erected  a  large 
addition  to  their  present  plant;  the  plans, 
however,  are  not  yet  wholly  complete. 


226 


SALESMEN  WHO  SUCCEED 


Factors  that  Influence  Success — Four  Steps 
up  which  Purchasers  must  be  Lead. 


"Nowadays  we  know  that  the  old  idea, 
that  either  the  seller  or  the  buyer  must 
lose  on  every  transaction  is  false.  We  ex- 
pect the  seller  to  make  a  fair  profit,  and  we 
know  that  unless  the  buyer  makes  gains 
through  the  transaction,  he  will  not  again 
be  a  purchaser.  If  the  seller  is  obviously 
disposing  of  his  goods  at  a  loss,  the  sus- 
picions of  the  buyer  are  at  once  aroused. 
Anybody  can  give  things  away;  a  salesman 
is   one  who   can   not  only  sell   goods   at   a 


THE  BICYCLING  WORLD 

knocker  and  it  is  at  once  disposed  to  be 
unfriendly  to  him.  This  does  not  mean  that 
a  salesman  should  not  compare  his  goods, 
as  to  quality,  price,  etc.,  with  those  of  his 
competitors,  but  it  does  mean  that  he  will 
do  so,  if  at  all,  fairly  and  squarely.  One  of 
the  fine  things  that  comes  into  the  life  of 
a  salesman  who  is  not  only  a  man  of  char- 
acter, but  a  man  of  pleasing  address  and  an 
attractive  personality,  is  the  friendships  he 
forms  with  the  best  men  with  whom  in  his 
work  he  comes  in  contact.  Many  are  the 
profitable  and  pleasant  hours  he  spends 
with  such  companions.  And  it  is  out  of 
such  friendships  that  business  is  gained,  for 
it  is  human  nature  for  us  to  assist  our 
■  f  i-iends. 


The  Worcestet  Dealers'  Co-opctative  Advertisement. 


A  Wise  Man's  Experience! 


fought  new  bicjrcle. 
Repevirs, 


S40  00       Saved  car  fares  20c.  a  day,  25O 

4  60  days  a  year  for  4  years.  $200  00 

Time  saved,  I  hour  a  day.  250 
days  a  year.  4  years  @  20c. 
an  hour  200  00 

Sold  bicycle  for  15  00 


84IS  00 

44  60 


Profit  on  investment  in  bicycle. 


S370  40 


A«-e  you  working  for  yourself  and  family  or  the  street  railways? 
NET  PROFIT  ON  BICYCLE     ::;::§  370.4Q 


fair  profit,  but  who  can  make  regular  cus- 
tomers for  his  house,"  says  Valve  World. 
"The  successful  salesman  of  to-day  is  a 
man  whose  methods  and  point  of  view  are 
in  accord  with  the  high  requirements  placed 
upon  him  by  the  community  with  whom  he 
deals.  He  must  be  a  man  of  judgment  and 
intelligence.  He  must  be  a  man  of  decency, 
for  he  deals  with  decent  people.  He  must 
be  honest  and  frank,  for  these  are  qualities 
which  men  of  character  demand  of  those 
with  whom  they  associate.  The  salesman 
must  have  good  health,  without  which  his 
mind  will  not  be  alert,  and  the  man  himself 
will  be  nervous  and  crabbed. 
\  "The  salesman  must  be  an  enthusiast,  not 
in  the  emotional  sense,  but  he  must  know 
he  has  a  meritorious  article,  and  be  eager 
for  others  to  appreciate  its  excellence.  This 
is  the  enthusiasm  of  conviction.  Then  the 
salesman  must  be  aggressive,  looking  upon 
obstacles  and  rebuflfs  as  opportunities  given 
him  to  show  the  stuff  he  is  made  of;  in 
other  words,  he  must  be  a  man  of  mental 
vigor  and  courage.  He  must  keep  awake. 
This  is  not  a  time  for  Rip  Van  Winkles. 
"  'No  knocking  of  competitors'  goods,' 
should  be  the  motto  of  every  salesman  who 
hopes  to  succeed,  for  the  world  despises  a 


"The  salesman  can  never  meet  with  a 
large  measure  of  success  until  he  knows 
men.  No  two  men  can  be  approached  in 
exactly  the  same  way.  It  is  certainly  a  wise 
provision  of  nature  that  we  intuitively  adapt 
our  speech  and  manner  to  those  with  whom 
we  are  brought  in  contact,  unless  we  de- 
liberately make  an  effort  to  treat  all  comers 
alike.  Here  arises  the  question  of  the  value 
of  set  speeches  in  presenting  goods,  a 
method  of  salesmanship  which  probably  had 
its  origin  in  the  subscription-book  business. 
The  average  salesman  memorizes  a  little 
story  and  recites  it  to  any  one  who  will  lis- 
ten. Yet  in  presenting  a  complicated  article 
this  method  has  the  merit  of  affording  a 
means  of  concisely  and  succinctly  given  full 
information.  But  it  does  not  in  any  way 
relieve  the  salesman  of  the  necessity  of 
having  an  intimate  knowledge  of  the  goods 
he  is  pushing. 

"That  the  salesman  should  be  able  to  pre- 
sent reasons  as  to  cost,  durability,  utility, 
etc.,  why  his  article  should  be  bought,  goes 
without  saying,  yet  the  relative  importance 
of  these  reasons  depends  entirely  upon  the 
customer  and  his  object  in  making  a  pur- 
chase. To  one  man  price  is  of  no  object. 
To  another  price  is  the  prime  object,  qual- 


ity being  of  secondary  consideration.  As 
a  general  statement  the  world  wants  reas- 
ons, and  wants  them  presented  logically  and 
pointedly.  Many  salesmen  are  much  more 
familiar  with  the  intrinsic  merits  of  the 
article  they  are  pushing  than  with  the  uses 
to  which  it  may  be  put — a  decidedly  import- 
ant feature  in  that  such  a  knowledge  fre- 
quently enables  the  salesman  to  suggest 
economies  which  would  be  made  possible 
through  the  use  of  his  article. 

"That  these  requirements  are  more  or 
less  ideal  is  freely  admitted,  but  they  are  in 
the  direction  in  which  the  salesman  should 
endeavor  to  grow;  and  there  is  just  the  pith 
of  the  matter,  for  by  intelligent  endeavor  a 
man  can  make  himself  almost  what  he  wills. 
Of  course  he  cannot  make  himself  grow 
tall  or  short,  or  have  black  eyes  instead  of 
blue  eyes,  but  our  physical  appearance, 
which  is  largely  beyond  our  control,  unless 
bearing  the  tell-tale  marks  of  dissipation, 
plays  a  small  part  in  our  life  compared 
with  the  leading  roles  taken  by  those  quali- 
ties over  which  our  will  has  dominion. 

"There  are  four  steps  through  which  the 
mind  of  the  purchaser  must  be  led.  First, 
his  attention  must  be  gained.  There  is  no 
use  talking  to  a  man  who  is  intent  on  some- 
thing across  the  street  or  who  is  in  the 
midst  of  a  newspaper  article  which  he  goes 
on  reading.  The  attention  accorded  de- 
pends largely  upon  the  personal  appearance 
and  manner  in  which  the  salesman  presents 
himself.  Here  is  where  character,  the  abil- 
ity to  look  a  man  square  in  the  face  and 
gain  his  recognition  play  an  important  part. 
After  the  attention  is  gained,  the  customer 
must  be  interested  in  the  subject  matter  of 
the  proposed  sale.  Usually  a  man  is  most 
interested  when  shown  that  he  can  profit 
by  making  a  purchase.  After  his  interest  is 
aroused,  the  next  step  is  by  arguments 
adapted  to  the  particular  case  to  lead  him 
to  desire  to  possess  the  article,  the  merits 
of  which  are  being  presented.  Then  he 
must  be  able  to  make  up  his  own  mind,  to 
decide  and  to  say  that  he  will  purchase. 

"Now,  advertising,  or  'salesmanship-on- 
paper,'  may  be  used  with  the  idea  of  carry- 
ing the  mind  of  a  prospective  customer 
through  all  these  four  stages.  Above  all, 
the  salesman  should  know  what  articles  are 
being  advertised  by  his  house,  and  what 
statements  are  being  made  in  regard  to 
them,  for  ignorance  in  regard  to  such  mat- 
ters puts  the  salesman  in  a  bad  light  and 
tends  to  weaken  the  respect  which  a  cus- 
tomer should  have  for  him  and  his  firm. 

"These  are  sound  principles  and  should 
be  of  much  value  to  anybody  who  sells 
goods,  be  he  a  traveling  salesman  selling 
the  retailer,  or  a  clerk  in  a  retail  store.  In 
this  day  and  age  the  salesman  must  know 
his  business."  . 


Crouch   was   $35    too    High. 

The  price  of  the  Crouch  3  horsepower 
motor  bicycle,  made  by  the  Crouch  Motor 
Co.,  Stoneham,  Mass.,  is  $165;  in  the 
Bicycling  World  oi  May  5th,  $200  was  the 
figure  given.  ,        .       - 


THE  BICYCUNG  WORLD 


227 


ENGINE  WITH  FIXED  PISTON 


Travels    the    Four    Cycles   but    Only    One 
Revolution — Good   Results   Obtained. 


stationary  piston,  which  is  made  gas-tight 
in   the   cylinder   by  packing  rings   near   its 


Application  of  the  modern  gasolene  motor 
,to  such  a  variety  of  purposes  where  light 
weight  is  paramount,  has  been  respon- 
sible for  the  creation  of  many  changes 
not  have  come  about,  and  it  is  noticeable 
that  the  enclosed  flywheel  type  generally 
employed  on  the  motor  bicycle  has  most 
■frequently  been  adopted.  It  has  also 
been  responsible  for  the  production  of 
some  motors  of  a  very  uncommon 
-type  such  as  the  Tygard,  says  the 
iVmerican  Machinist.  This  motor  is  re- 
markable for  the  fact  that,  though  employ- 
ing the  Beau  de  Rochas  or  four-stroke 
■Cycle,  and  having  but  one  piston,  one  im- 
pulse per  revolution  is  obtained,  without 
having  recourse  to  piston  rod  stuffing 
boxes;  and  also  for  its  low  weight  per 
horsepower  despite  its  strong  and  substan- 
tial construction. 

.  The  details  of  its  peculiar  design  as  well 
as  its  cycle  of  operations  will  be  clear  upon 
referring  to  the  accompanying  illustrations, 
"which  are  two  lingitudinal  sections.  Fig. 
1  being  a  section  through  the  axis  of  the 
shaft,  and  Fig.  2  a  section  on  a  plane  at 
right  angles  to  the  first.  In  addition,  Fig.  3 
sho'ws  the  valve  on  a  larger  scale;  this  cut 
being  made  from  a  sketch  of  a  valve  differ- 
ing a  little  from  the  one  shown  in  the  en- 
gine. The  first  engine  built  was  formed 
by  removing  from  the  crank-case  or  base 
of  a  3  horsepower  De  Dion-Bouton  motor 
its  water-cooled  cylinder  and  bolting  to 
the  same  base  the  cylinder  end  of  the  Ty- 
gard motor,  the  result  of  the  change  being 
to  leave  the  weight  of  the  engine  at  100 
pounds,  while  the  horsepower  was  increased 
to  six.  The  present  stock  engine  has  the 
same  total  weight,  viz.,  100  pounds,  delivers 
8  brake  horseiiower  (hence  its  weight  per 
horsepower  is  12j^  pounds),  it  has  an 
aluminum  exterior  casing,  a  cylinder  dia- 
meter of  3  inches,  stroke  3^4  inches  and  the 
distance  from  center  of  shaft  to  top  of 
case  is  245^  inches. 

The  first  striking  thing  about  the  mechan- 
ical construction  of  the  Tygard  engine  is 
that  the  piston  is  fixed  and  the  cylinder 
moves.  The  divided  shaft,  cranks  and  con- 
necting-rod do  not  differ  materially  from 
those  usual  with  the  gasolene  engines  of 
automobiles  and  motorcycles.  In  the  de- 
scription which  follows  the  engine  is  re- 
garded as  a  vertical.  A  is  the  frame  of  the 
engine,  B  is  the  cylinder,  made  in  top  and 
bottom  halves,  held  together  by  bolts  C. 
Into  the  lower  half  of  the  cylinder  is  fixed 
the  wrist  pin,  passing  through  the  upper 
end  of  the  connecting-rod.  This  end  of  the 
cylinder  is  enlarged  to  slide  in  the  frame  A 
and  acts  as  a  cross-head,  taking  the  side- 
thrust  of  the  connecting-rod,  so  that  this 
thrust  does  not  cause  a  side  pressure  be- 
tween the  piston  and  the  cylinder,    D  is  the 


one  rotary  valve  of  the  engine,  which  per- 
forms all  the  functions  of  the  collection  of 
poppet  valves,  cams,  gears,  springs,  etc., 
usual  on  a  hydro-carbon  motor.  Within 
one  of  the  hollow  lugs  is  also  located  the 
one  spark  plug,  which  gives  the  ignition 
for  both  the  upper  and  lower  combustion 
spaces.  These  combustion  spaces,  as  is 
pretty  evident,  are  formed  between  the 
upper  and  lower  heads,  respectively,  of  the 
moving  cylinder  and  the  central  fixed  pis- 
ton; the  piston  itself  is  hollow  and  the  cyl- 
inder heads  are  introverted  or  formed  with 
projections  into  the  piston  approaching 
close  to  its  central  body.  The  inlet  and  out- 
let to  each  of  these  combustion  spaces  are 
through  ports  (F  and  G)  cut  through  each 
piston  face  into  a  valve-seat  located  in  a 
bore  extending  completely  through  the  pis- 
ton and  lugs  on  each  side  of  it;  into  this 
seat  is  fitted  a  plug  valve  H  having  a  small 
amount  of  taper.  This  valve  is  a  hollo-w 
gray-iron  shell  with  ports  which  communi- 
cate alternately  with  the  fuel  supply  and 
with  the  exhaust  outlet.  It  is  continuously 
rotated  at  one-half  the  speed  of  the  crank- 
shaft by  a  silent  chain  drive,  the  sprocket 
wheels  J  and  K  of  which  are  visible  in  the 
illustration. 


uper  and  lower  edges.    In  order  to  support 
the  piston  the  cylinder  has,  on  each  side,  a 


slot  near  its  middle,  and  through  this  slot 
project  out  the  lugs  E  of  the  piston,  which 


If  the  Piston  Works   Stiffly. 

Occasionally  when  the  engine  has  been 
run  for  some  little  time  at  high  speed,  and 
has  become  pretty  hot,  it  is  found  after  it 
has  had  an  opportunity  to  cool  off,  that  the 
piston  is  moving  so  stiffly  that  to  all  ap- 
pearances it  would  'seem  -that  it  had 
seized  against  the  walls.  Under  such  cir- 
cumstances, the  novice  is  more  than  likely 
to  conclude  that  great  damage  has  been 
done,  and  to  start  to  tear  off  the  cylinder. 

Seldom  will  this  be  found  necessary,  how- 
ever, if  he  will  but  try  flooding  the  bore 
with  kerosene  oil  and  turning  the  motor 
gently  at  first,  and  then  more  and  more 
rapidly  as  it  becomes  limber,  until  the  stiff- 
ness has  entirely  disappeared.  What  really 
has  happened  is  that  the '  oil  has  become 
charred  from  the  excessive  heat,  and  has 
adhered  to  the  rings,  clogging  them  in  their 
slots,  the  thin  film  upon,  the  walls  also 
having  become  much  more  viscous  than 
it  should  be,  from  the  same  cause.  The 
thin  oil  simply  dissolves  the  coating,  and 
removes  it  to  the  lower  part  of  the  case, 
whence,  of  course,  it  should  be  removed  by 
a  thorough  flushing  out,  before  new  oil  is 
put  in. 


are   firmly  seated  in   the  frame  A.     These 
lugs  are  hollow  and  form  the  seat  for  the 


How  the  Cut-out  is  Operated. 

In  the  new  muffler  cut-out  which  is  being 
applied  to  the  R-S  motorcycles,  ingenious 
use  is  made  of  the  wire  and  lever  and  angle 
piece  employed  on  the  Standard  two-speed 
coaster  brake.  The  cut-out  is  a  valve  placed 
in  the  elbow  connecting  the  exhaust  pipe 
and  muffler  and  by  using  the  Standard  parts 
with  the  lever  attached  to  the  top  tube  of 
the  frame,  it  is  operated  by  hand  and,  of 
course,  without  the  necessity  of  removing 
either  foot  from  the  pedal. 


228  THE  BICYCLING  WORLD 


A5  EACH  5EAS0N  ROLLS  AROUND 

it  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever.  * 

National   Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who  knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid  record 
of  the  National  on  road  and  track,  and  year  after  year. 

"A  National  Rider  is  Proud  of  his  flount,"  is  an  oM  adage. 
It's   still  trite   and    true.      If   not    familiar  with  our    latest 
models,  we'll  gladly  inform  you  regarding  them. 


. 


If  we  are  not  represented  in  your  locality  we  will  he  glad  to  hear  from    YOU. 


NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  flaintenance  o[the?verreHawe 

Flsk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chicopee   Falls,  Mass. 


THE  BICYCLING  WORLD 


229 


JTHE 


OCYCLE  REVlEWesi». 


Published  Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street/ 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


Subscription,    Per   Annum   (Postage  Paid)   $2.00 

Single    Copies   (Postage  Paid)     ...    10  Cents 

Foreign    Subscription $3.00 

Invariably    in    Advance. 

Postage  Stamps  will  be  accepted  in  payment  for 
subscriptions,  but  not  for  advertisements.  Checks. 
Drafts  and  Money  Orders  should  be  made  payable  to 
THE  BICYCLING  WORLD  COMPANY. 


JSntered  as  second-class  matter  at  the  New  York, 
N.  Y.,  Post  Office,  September,  1900. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and  its  branches. 

ft^Change  of  advertisements  Is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding  the   date   of   publication. 

fii^Members  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York;  our  facilities  and 
information  will  be  at  their  command. 


To  Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 

New  York,  May  19,  1906. 

Why  the  Coaster  Brake. 

Already  is  being  harvested  the  crop  of 
spring  accidents  answering  unerringly  the 
question  Why  the  coaster  brake?  The  oc- 
currences in  New  York  alone  on  Sunday 
last  constitute  a  vivid  illustration  of  the 
fact. 

©n  that  day  one  cyclist  was  killed,  and 
three  others  more  or  less  seriously  injured; 
and  in  every  instance  the  casualties  were 
due  to  the  use  of  brakeless  machines.  The 
man  who  was  killed  lost  control  of  his 
bicycle  while  going  down  hill,  and  dashed 
into  a  telegraph  pole.  Two  of  the  other 
unfortunates  were  coasting  down  hill  when 
t'.ey  lost  control  of  their  mount  and  to 
s:.ve  themselves  turned  sharply  into  the  side 
of  the  road.  The  third  accident  was  also 
due  to  coasting  on  a  machine  without  a 
brake.  It  ran  away,  and  to  escape  collision 
with  a  street  car,  the  rider  made  a  flying 
leap,  with  disastrous  results. 

These  accidents  were  the  only  ones  that 
were  reported  in  the  public  prints.  How 
many  more  occurred — and  usually  they  form 
by  far  the  greater  number — and  are  not 
recorded  in  the  records  at  police  stations 
or  hospitals,  it  is  impossible  to  say;  but 
ihose  cited  are  sufficient  to  make  plain  that 


there  is  still  a  large  field  for  coaster  brakes 
left  untilled  by  local  dealers;  for  what  is 
true  of  New  York  is  undoubtedly  true  of 
practically  every  other  community.  Such 
instances  as  those  to  which  we  refer  pre- 
sent the  strongest  possible  arguments  why 
the  coaster  brake  should  be  used  and  afford 
the  very  sort  of  reasoning  that  is  needed 
and  that  the  wideawake  dealer  can  turn  to 
advantage. 

The  hand-brake  would  serve  to  prevent 
some  of  these  accidents,  but  hand-brakes 
are  so  rare  nowadays  that  they  are  seldom 
considered,  nor  do  they  permit  of  that  safe 
position  in  coasting  that  is  permitted  by  the 
coaster  brake.  The  man  with  his  feet  off 
the  pedals  is  always  taking  some  risk,  and 
the  device,  therefore,  that  serves  to  induce 
him  to  keep  his  feet  where  they  belong  is 
serving  to  better  purpose.  Backpedalling 
in  a  moment  of  danger  is  instinctive.  The 
coaster  brake  is  operated  by  backpedalling! 

While  in  talking  of  coaster  brakes  it  is 
usually  the  fashion  to  decant  on  the  pleas- 
ures of  coasting,  the  safety  contributed  by 
that  device  is,  if  anything,  of  even  greater 
importance.  It  is  a  lifesaver  as  well  as  a 
pleasure-promoter.  The  safety  of  it  should 
not  be  lost  sight  of  when  promoting  a  sale. 
If  there  were  more  coaster  brakes  in  use, 
there  would  be  fewer  scraped  faces  and 
broken  bones. 


Statistics  that  Help  Motorcycles.        ■'^. 

Scarcity  of  statistics  relating  ito  costs  is  ■ 
one  of  the  things  "that  has  served  to  make 
slower   the   progress   of  the   motor   bicycle 
in  the  field  of  actual  utility. 

Practically  speaking,  authentic  informa- 
tion of  the  sort  has  been  unavailable,  not 
because  motorcycles  have  not  been  put  to 
varied  uses,  but  because  those  who  have 
used  them  have  not  bothered  with  figures; 
they  simply  know  that  the  little  machine 
has  performed  cheaply  and  well  the  service 
required  of  it  and  have  "let  it  go  at  that." 
There  is  no  gainsaying,  however,  that  the 
absence  of  such  statistics  is  a  drawback 
when  it  is  sought  to  interest  the  disinterested 
merchant  who  desires  to  be  "shown."  Only 
in  the  most  general  way  is  it  known  how 
motorcycles  compare  with  horses  or  with 
automobiles  for  commercial  purposes. 

The  telephone  companies  were  among  the 
first  to  realize  the  peculiar  advantages  which 
the  motor  bicycle  held  for  certain  of  their 
requirements — chiefly  inspection  and  repair 
work — but  notwithstanding  that  some  of 
the  machines  have  been  in  use  four  years 
or  more,  information  has  been  hard  to  ob- 


tain. The  continued  use  of  motorcycles  has 
served  as  the  most  significant  answer  to 
questions  that  have  arisen.  But  some  light 
has  been  just  shed  on  the  advantages  by 
one  of  the  telephone  companies  in  question 
—the  North  Illinois  Telephone  Co.,  whose 
headquarters  are  in  Sandwich,  III.  They 
have  summed  up  the  case  in  unusually 
crisp  fashion,  thus: 

"Our  territory  comprises  an  area  of  about 
1,000  square  miles. 

"The  motorcycle  is  a  unique  departure 
from  the  old  methods  of  transportation  of 
'trouble  chasers.' 

"Speed  about  20  miles  per  hour  on  aver- 
age roads. 

"One  man  clears  up  what  was  previously 
work  of  three  men  and  at  a  cost  of  but  25 
cents  per  day — or  the  cost  of  feed  for  one 
horse. 

"Saves  per  day:  2  men,  $5.00;  3  livery 
rigs,  $4.50;  2  horse  feeds,  50  cents;  as  we 
count  one  of  the  horse  feeds  as  the  cost  of 
running  the  machine. 

"Have  covered  100  miles  a  day  and 
cleared  up  25  cases  of  trouble. 

"Trouble  is  better  cared  for,  as  a  run 
of  10  or  15  miles  is  now  made  for  minor 
cases  which  were  previously  'passed  up.' 

"Collectors  can  also  make  twice  as  much 
territory  as  with  a  rig. 

"Fuel  and  maintenance  costs  about  30 
cents  a  day. 

"Ma.n  can  carry  spurs,  blocks,  wire,  test 
sets  and  dry  batteries. 

."D6  not  need  anything  more,  as  man 
call  clear  up  90  per  cent,  of  trouble  with 
what  tools  he  can  carry  in  his  pocket. 

"Can  use  motorcycles  here  about  8 
months  per  year. 

"Better  than  automobiles,  as  in  case  of 
breakdown  the  engine  can  be  detached  and 
machine  pedaled  in." 

It  is  more  facts  and  figures  of  this  kind 
that  are  wanted.  They  "speak  a  piece"  that 
can  be  spoke  in  no  other  way  and  serve  to 
open  avenues  of  utility  that  otherwise  will 
long  remain  unopened. 


What  Mr.  Charles  A.  Persons  has  shown 
to  be  possible  in  the  way  of  co-operative 
local  advertising  in  Worcester,  Mass.,  is 
as  easily  possible  in  any  other  city  or  town. 
One  Persons  in  each  place  is  all  that  is  re- 
quired. Taking  New  York  as  an  example, 
it  is  to  be  said  that  it  is  rather  a  scarry  state 
of  affairs  that  the  only  bicycle  advertisers 
are  of  the  cut  price  gentry  who  cry  the 
cheapest  of  wares.  And  New  York  is  not 
an  isolated  case. 


230 


THE  BICYCLING  WO&LD 


FIXTURES 


May  20— Valley  Stream,  L.  I.— Century 
Road  Club  Association's  fifteen  mile  handi- 
cap road  race;  open. 

May  25 — Victoria,  B.  C. — Motorcycle  and 
bicycle  races;  open. 

May  30. — Detroit,  Mich. — Detroit  Wheel- 
men's annual  twenty-five-mile  handicap  road 
race  on  Belle  Island;  open. 

May  30 — Washington  Park,  N.  J. — Bicycle 
race  meet;  open. 

May  30— Chicago,  111.— Chicago  Motor- 
cycle Club's  race  meet. 

May  30 — Spokane,  Wash. — Spokane  Ama- 
teur  Athletic    Club,   track   and   road   races. 

May  30 — Newark,  N.  J. — Eighteenth  an- 
nual Irvington-Milburn  twenty-five-mile 
handicap  road  race;  open. 

May  30— Salt  Lake  City,  Utah.— Opening 
race  meet  Salt  Palace  saucer,  and  annual 
twenty-five-mile  road  race. 

May  30— Atlantic  City,  N.  J.— Atlantic 
Wheelmen's  twenty-five  mile  road  race  on 
Pleasantville-May's  Landing  course;  open. 

May  30 — Grand  Rapids,  Mich. — Grand 
Rapids  Bicycle  Club's  fifteen-mile  handicap 
road' race;  open. 

May  30— Chicago,  111.— Century  Road 
Club  Association's  annual  twenty-five-mile 
handicap  road  race;  open. 

May  30— New  York  City.— New  York 
Motorcycle  Club's  annual  hill-climbing  con- 
test; open. 

May  30 — Newark,  N.  J. — Vailsburg  board 
track  meet. 

June  3 — Jamaica,  L.  I. — Tiger  Wheel- 
men's IS-mile  handicap  road  race. 

June  10 — Valley  Stream,  L.  I. — Park  Cir- 
cle Club's  Brooklyn  handicap  20-mile  road 
race;  open. 

June  10— Valley  Stream,  R.  I.— Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

June  17 — Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  twenty-five-mile 
handicap  road  race;  open. 

June  30-July  3 — F.  A.  M.  annual  tour,  New 
York  to  Rochester,  N.  Y. 

July  2-3 — F.  A.  M.  annual  endurance  con- 
test, New  York  to  Rochester,  N.  Y. 

July  4 — Los  Angeles,  Cal. — Bay  City 
Wheelmen's  road  race  to  Santa  Monica; 
open. 

July  4 — Milwaukee,  Wisconsin— Milwau- 
kee Motorcycle  Club's  race  meet. 

July  4 — Atlanta,  Ga.— Track  meet  at  Pied- 
mont Park. 

July  4 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
Long  Island  derby. 

July  4-6— Rochester,  N.  Y.— F.  A.  M.  an- 
nual meet  and  championships. 


July  8 — Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  ten-mile  road  race. 

July  8 — Valley  Stream,  L.  I, — Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

July  29-August  5 — Geneva,  Switzerland — 
World's  championships. 

August  12 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

Aug.  26 — Valley  Stream,  L.  I. — Century 
Road    Club   Association's   record   run. 

August  26— Century  Road  Club  of  Amer- 
ica's fifteen-mile  handicap  road  race;  open. 

September  3 — Muskegon,  Mich. — Muske- 
gon Motorcycle  Club's  race  meet. 

September  3 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  annual  twenty-five- 
mile  handicap  Coney  Island  Cycle  Path 
race;  open. 

September  9— Valley  Stream,  L.  I. — Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

September  16 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  one  hundred  mile 
record  run. 

Sept.  23 — -Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
handicap  road  race;  open. 

November  29 — Century  Road  Club  of 
America's  fifty-mile  handicap  road  race; 
open. 


Dealers  and  repair  men  may  well  serve 
their  interests  by  placing  their  copies  of 
the  Bicycling  World  where  they  "can  be 
seeri  and  read,  even  -if  it  is  necessary  to 
chain  them.  Let  if  be  known  that  there  is 
such  an  institution  as  a  cycling  paper  in 
existence.       THE  MISSOURI  KICKER. 


He  Appreciates  this  Paper. 
Editor  of  the  Bicycling  World: 

Little  news  or  literature  is  devoured  with 
more  eagerness  nowadays  than  that  which 
pertains  to  cycling  by  the  wheelman  who 
rides  for  pleasure  and  recreation.  A  great 
satisfaction  that  the  editor  of  the  Bicycling 
World  may  enjoy,  is  that  his  paper  is  read. 

Nothing  exerts  a  greater  influence  than 
the  wielding  of  the  pen,  and  the  cycling  inter- 
ests should  be  thankful  th'at  a  high  class  jour- 
nal has  been  able  to  survive  the  depression 
of  several  years  back  and  that  has  been  able 
to  help  stem  the  unjust  criticism  and  belit- 
tlement  that  has  been  heaped  upon  bicycling 
during  the  last  five  or  six  years. 

I  do  not  care  to  here  express  my  opinion 
of  the  Bicycling  World.  It  is  not  the  kind 
of  publication  that  devotes  about  half  of 
its  space  with  such  headlines  as  "A  good 
one  from  Chicago,"  "They  like  it  in  Ari- 
zona," or  "What  they  think  of  it  in  Mis- 
souri." But  I  do  not  believe  the  Bicycling 
World  is  receiving  the  support  that  is  its 
due.  Whenever  I  chance  to  meet  a  cycling 
acquaintance,  and  happen  to  have  a  copy  of 
the  paper  in  hand,  the  greeting  always  is: 
"What's  that?     Let's  see  it  a  minute." 

When  the  St.  Louis  Cycling  Club  was 
formed  recently,  it  so  happened  that  an  old 
copy  of  the  Bicycling  World  was  lying 
around  and  not  a  few  of  the  old  timers 
and  new  riders  who  had  gathered  were 
surprised  to  learn  that  there  is  still  pub- 
lished a  journal  dealing  with  cycling  and 
cycling  only. 


All  he  Wanted  was  "Luck  Money." 

-That  cosmopolitan  and  very  democratic 
monster  "graft,"  which  so  assidiously  at- 
tacks every  occupation  and  business  where 
it  can  find  head-room,  afterward  insinuating 
itself  further  and  further  in  the  manner 
of  the  classical  camel  in  the  tailor's  shop, 
has  at  length  made  its  way  to  the  door  of 
the  motor  bicycle  dealer  with  its  usurious 
smile.  Fortunately,  the  early  visits  have 
been  paid  in  England,  where  its  entertain- 
ment has  long  been  an  institution,  but 
when  it  will  cross  the  seas  and  commence 
operations  here,  cannot  be  foretold.  A  case 
in  point,  is  the  following  letter  which  was 
received  by  a  maker  in  the  "old  country," 
from  one  who  has  been  caring  for  a  gen- 
tleman's motor  bicycle.  Its  meaning  is 
plain: 

"Dear  Sirs: — As  I  have  the  looking  after 

of  Mr.  -'s  motor  he  has  just  bought 

of  you,  to  keep  up  the  old  custom  I  hope 
you  may  be  able  to  send  me  a  trifle  of  luck 
money,  and  if  I  can  do  a  good  turn  whilst 
looking  after  the  machine  in  the  way  of 
speaking  a  word  of  praise  of  your  firm  you 
may  rely  on  me  doing  so. 

"Yours  respectfully, 


Wheelwomen  and  their  Saddles. 

"Air  women's  saddles,"  says  Dr.  Mary 
Gordon,  in  the  British  Medical  Journal,  "are 
rnade  too  wide  and  often  too  soft;  they 
"spread"  the  rider  uncomfortably.  Having 
inadequate  peaks,  they  do  not  keep  the  rider 
easily  on  the  saddle,  and  she  is  forced  tO' 
grip  and  squeeze  the  saddle  at  the  side  jiftt 
where  it  is  already  stretching  her  uncom- 
fortably  A  woman  on  a  small, 

narrow  saddle  is  able  to  ride  with  her  knees 
slightly  apart,  which  means  that  she  is 
comfortable  and  really  resting  on  her  bones. 
All  women's  machines  are  made  with  the 
saddle  too  far  back;  a  T-bar  bringing  the 
saddle  more  over  the  pedals  is  a  great  ad- 
ditional comfort.  I  find  hard  saddles  with- 
out springs,  and  keeping  the  rider  rigid 
with  the  machine,  are  the  most  comfortable 
to  women  who  will  really  try  them.  Most 
women  would  also  ride  more  "comfortably 
if  they  would  keep  their  tires  better  blown 
up  than  they  do." 


Waste  of  Brain  and  Brawn. 

Talk  about  head-work  being  necessary  in 
cycling — here  is  a  record  for  Brain!  A  Car- 
diff cyclist,  W.  Brain,  by  name,  anxious  to 
achieve  fame  by  retrogression,  rode  his 
bicycle  backwards  from  Roath  to  St.  Mel- 
Ions,  accomplishing  the  distance  of  three 
and  one-half  miles  in  twenty-two  minutes. 


THE  BICYCLING  WORLD 


231 


EXCITEMENT  AT  VAILSBURG 


Lots  of  Smoke,  Plenty  of  Spills  and  Many 
Fine    Finishes   Mark   the   Sport. 


Approximately  3,000  people  attended  the 
graduation  exercises  at  the  Vailsburg  track, 
at  Newark,  N.  J.,  last  Sunday,  13th  inst. 
The  races  may  be  called  graduation  affairs 
for  the  reason  that  so  many  of  the  "pures" 
became  real  bicycle  riders  at  the  expense  of 
their  individual  skins  and  the  surface  of  the 
board  track.  For  the  latter  matter,  how- 
ever, this  may  not  be  applicable  for  the 
numerous  falls — and  there  was  hardly  a  heat 
in  which  one  or  more  riders  did  not  skim 
the  incline — probably  eliminated  more  than 
a  half-cord  of  splinters  from  its  naturally 
rough  surface.  If  this  is  the  case,  no  doubt 
those  who  ride  at  the  track  next  Sunday  will 
be  glad,  for  there  will  be  less  slivers  for  them 
-to  pick  up.  It  was  a  great  day  for  New- 
arkers,  two  of  them,  lanky  Jimmy  Zanes 
and  "Herr"  Floyd  Krebs  winning  all  the 
amateur  and  professional  events.  It  was  a 
great  day  for  racing  and  the  riders  took 
advantage  of  the  warm  weather  and  cut  out 
some  fast  heats.  Most  of  their  finishes 
were  of  the  blanket  order  and  the  spec- 
tators warmed  up  accordingly  in  defiance 
of  the  two  warning  signs  requesting  them 
not  to  make  any  noise. 

One  of  the  bench-warmers  in  the  bleach- 
ers was  out  for  a  little  added  excitement 
and  he  inadvertently  flicked  a  cigarette  ash 
in  a  rotten  post  hole.  It  caused  a  slight 
blaze  and  much  smoke,  until  an  attendant 
beat  it  out  with  a  stick.  Charles  A.  Sher- 
wood, the  young  New  Yorker,  who  is  mak- 
ing a  desperate  effort  to  be  reinstated  as  an 
amateur,  occupied  one  of  the  boxes.  Sher- 
wood wants  to  ride  at  Vailsburg,  but  Man- 
ager Bloemecke  does  not  desire  his  pres- 
ence, so  that  is  how  the  matter  stands. 
Charles  Franks,  another  amateur  who  was 
pushed  over  the  dividing  line,  also  was  a 
spectator,  but  Franks  gave  out  that  he 
would  ride  professional  next  Sunday. 

One  of  the  best  races  of  the  afternoon 
was  appropriately  named  "every  heat  a 
race,"  a  half-mile  event  for  amateurs.  In 
this  event  the  first  four  riders  in  the  fastest 
heat — there  were  six  heats — were  to  be  de- 
clared the  winners,  and  in  case  of  a  tie 
the  leaders  in  the  fastest  heats  were  to  ride 
it  off.  The  race  did  what  the  Bay  View 
Wheelmen  intended  it  should,  that  is  cause 
the  riders  to  go  all  the  way.  It  took  six 
heats  and  an  extra  to  decide  the  event.  The 
first  and  third  heats  were  ridden  in  exactly 
the  same  time,  1  minute  5  seconds,  and  then 
the  spectators  began  to  sit  up  and  take  no- 
tice. One  of  the  surprises  came  in  the  fifth 
heat,  when  Marcel  Dupuis,  of  the  Roy 
Wheelmen,  beat  out  lanky  Jimmy  Zanes,  of 
tlfe  National  Athletic  Club,  for  first  place. 
The  time  was  1:03^.  As  the  previous  heat 
had  beei  .ecorded  at  the  same  time  the 
riders  who  had  qualified  in  that  and  the 
fourth,  lined  up  for  the  deciding  heat.  Zanes 


proved  his   generalship   and  sprinting  cap- ' 

ability  by  leading  Michael  Ferrari  over  the 
tape  by  half  a  length.  Frank  Eiffler,  of 
the  Century  Road  Club  Association,  finished 
third,  and  Henry  Larcheveque,  fourth.  The 
time,  1:11?^. 

The  quarter-mile  handicap  in  five  heats 
was  not  without  interest  and  the  three 
scratch  men  to  qualify  got  in  only  by  the 
hardest  kind  of  work.  Al.  Judge,  of  Mem- 
phis, Tenn.,  won  the  first  heat  from  the  25- 
yard  mark;  James  Zanes  got  a  quick  start 
m  the  second  from  scratch  and  came  over 
the  line  a  winner.  Frank  L.  Valiant  cap- 
tured the  third  heat  from  40  yards  and  the 
other  two  scratch  men,  George  Cameron 
and  Jacob  Magin,  won,  respectively  the 
fourth  and  fifth  heats.  Zanes  got  away  fast 
in  the  final  and  passed  Gustave  Duester 
and  Valiant  in  the  stretch.  Zanes  won  with 
ease,  with  Duester  second,  Walter  Raw- 
leigh,  third. 

Fenn  and  Billington  qualified  in  the  first 
heat  of  the  quarter  mile  open.  Menus  Bedell 
and  Rupprecht  being  among  the  also  rans. 
In  the  second  heat  Krebs  and  John  Bedell 
finished,  leaving  Ashurst,  the  new  "boy 
wonder,"  in  the  lurch.  Billington  jumped 
the  field  at  the  eighth  pole  in  the  final  and 
got  a  good  lead  into  the  straight.  A  heart- 
rending sprint  for  the  tape  resulted  and 
Billington  was  passed  as  though  he  were 
standing  still,  Krebs  ^crossing  the  tape 
about  a  foot  ahead  of  John  Bedell,  with 
Fenn  in  third  place.    Time,  0:36. 

That  the  handicapper  has  a  great  deal  of 
respect  for  Ashurst,  who  has  succeeded  to 
Fenn's  long-held  sobriquet  of  "Boy  Won- 
der," was  shown  in  the  five  mile  handicap 
for  the  cash  chasers.  Ashurst  was  put  on 
the  90-yard  mark  while  a  number  of  the 
old  veterans  were  ranged  out  in  front  of 
him  as  far  as  350  yards.  Fenn  had  the 
honor  of  starting  alone  from  the  tape.  Many 
of  the  riders  started  from  their  marks  with 
some  little  trepidation  for  some  one  on  the 
track  noticed  that  there  were  thirteen  start- 
ers and  that  Sunday  was  the  thirteenth  day 
of  the  month,  which  fact  he  accordingly 
yelled  to  the  riders.  They  got  off  without 
any  mishaps  and  Albert  Triebel  led  the 
procession  for  five  laps,  George  Glasson 
corralled  a  dollar  before  Ashurst  caught 
the  limit  men.  When  the  "Boy  Wonder"  did 
he  raked  in  half  enough  shekels  to  buy  a  ten 
dollar  bill.  Charles  Schlee  led  for  five 
laps  when  Fenn  took  the  place  for  two. 
At  the  bell  John  Bedell  had  taken  the  lead, 
but  swung  in  behind  Fenn  with  Ashurst 
on  the  outside  for  third  place.  John  Be- 
dell jumped  after  rounding  the  first  turn, 
but  hesitated  and  Krebs,  quick  to  take  ad- 
vantage, made  his  supreme  bid.  Krebs 
rode  like  one  possessed  and  on  the  last  turn 
he  succeeded  in  bringing  his  pedals  vip  to 
Fenn's.  The  "Flying  Dutchman"  led  into 
the  stretch  and  Fenn  made'  a  pretty  sprint, 
but  was  just  a  few  inches  too  late  at  the 
tape.  Ashurst  was  an  easy  third  while 
Charles  Schlee,  wonderful  to  relate,  beat 
Rupprecht  for  fourth  place.     Time,  12:13. 


William  J.  Ertel,  of  the  National  Turn 
Verein  Wheelmen,  graduated  from  the  nov- 
ice class  by  winning  the  half-mile  from  his 
club-mate,  Thomas  Smith,  who  came  in  for 
the  silver  medal.  Edward  Towers  was  third. 
Time,  1:09.    The  summaries  follows: 

Half-mile  novice — Final  heat  won  by 
Wm.  J.  Ertel,  National  Turnverein  Wheel- 
men; Thomas  Smith,  National  Turn  Verein 
Wheelmen,  second;  Ed.  Towers,  Newark, 
third.    Time,  1:09. 

Quarter-mile  handicap,  amateur — First 
heat  won  by  Al.  Judge  (25  yards);  Edward 
Simonet  (35  yards),  second;  Adam  Beyer- 
man  (10  yards),  third.  Time,  0:315/^.  Sec- 
ond heat  won  by  James  Zanes  (scratch); 
Marcel  Dupuis  (25  yards^,  second;  F.  E. 
Adams  (25  yards),  third.  Time,  0:30^/^. 
Third  heat  won  by  Frank  L.  Valiant  (40 
yards);  Walter  Rawleigh  (30  yards),  sec- 
ond; Martin  Kessler  (10  yards),  third. 
Time,  0:31J^.  Fourth  heat  won  by  George 
Cameron  (scratch);  T.  Francis  (40  yards), 
second;  Michael  Ferrari  (20  yards),  third. 
Time,  0:32.  Fifth  heat  won  by  Gustave 
Duester  (35  yards);  George  Pauli  (30 
yards),  second;  Jacob  Magin  (scratch) 
third.  Time,  0:3l3/s-  Final  heat  won  by 
Jsmes  Zanes,  National  A.  C. ;  Gustave  Dues- 
ter, Century  Road  Club  Association,  second; 
Walter  Rawleigh,  National  A.  C,  third; 
George  Pauli,  Rahway,  fourth.  Time,  0:31. 
Quarter-mile  open,  professional — First 
heat  won  by  W.  S.  Fenn;  Teddy  Billing- 
ton, second.  Time,  0:34J^.  Second  heat 
won  by  Floyd  Krebs;  John  Bedell,  second. 
Time,  32^.  Final  heat  won  by  Floyd 
Krebs;  John  Bedell,  second;  W.  S.  Fenn, 
third;  Teddy  Billington,  fourth.  Time, 
0:36. 

Half-mile  open,  amateur,  four  leaders  in 
fastest  heat  to  be  declared  winners — First 
heat  won  by  George  Cameron;  J.  M.  Eifler, 
second;  Al.  Judge,  third.  Time,  1:05.  Sec- 
ond heat  won  by  Martin  Kessler;  Adam 
Beyerman,  second;  Otto  Kretchner,  third; 
William  Cerney,  fourth.  Time,  1:095^. 
Third  heat  won  by  Charles  J.  Jacobs;  A.  R. 
Wilcox,  second;  Wm.  Rowland,  third;  Adan 
Schwencke,  fourti.  Time,  1:05.  Fourth 
heat  won  by  Michael  Ferrari;  added  starter, 
second;  Henri  Larcheveque,  third;  O.  J. 
Devine,  fourth.  Time,  1:03?^.  Fifth  heat 
won  by  Marcel  Dupuis;  James  Zanes,  sec- 
ond; J.  J.  Forsythe,  third;  Frank  M.  Eif- 
fler, fourth.  Sixth  heat  won  by  Jacob  Ma- 
gin; F.  E.  Adams,  second;  P.  J.  Baum,  third; 
Aug.  Huron,  fourth.  Deciding  heat  between 
fourth  and  fifth  heat  men  won  by  James 
Zanes;  Michael  Ferrari,  second;  Frank  Eif- 
fler, third;  Henri  Larcheveque,  fourth. 
Time,  1:11?^. 

Five-mile  handicap,  professional — Won 
by  Floyd  Krebs  (40  yards);  W.  S.  Fenn 
(scratch),  second;  Alfred  Ashurst  (90 
yards),  third;  Charles  Schlee  (170  yards), 
fourth;  Edward  Rupprecht  (140  yards), 
fifth.  Time,  12:13.  Lap  prize  winners: 
Albert  Triebel'  (5),  George  Glasson  (1), 
Alfred  Ashurst  (5),  Charles  Schlee  (5), 
W.  S.  Feno  (2),  John  Bedell  (1). 


232 


THE  BICYCLING  WORLD 


Veeders  Better  Than  Ever! 


Regular  10,000  Mile. 
Cyclometer. 


Price, 


Vl.OO. 


The  right  hand  figures  represent 
tenthfl  of  a  mile  and  are  In  red.  The 
above  Instrument  reads  1,437  and  6-10 
miles.  We  can  supply  the  .dame  In- 
itrument  with  reading  In  kilometers 
or  In  Russian  versta.  The  cut  Is  full 
ilze 


In  spite  of  everybody  telling  us 
that  we  made  the  best  cyclometers  in 
the  world  and  that  our  instruments 
could  not  be  improved,  wehave  never* 
theless  gone  ahead  and  improved  them. 

Note  the  new  star  wheel.  It  has 
broader  prongs,  so  that  the  striker 
has  a  better  surface  to  hit.  It  also 
weighs  about  half  as  much  as  the  or= 
dinary  star  wheel.  This  lessens  the 
tendency  of  the  star  wheel  to  "spin " 
at  high  speeds.  Meanwhile  the  rest 
of  the  cyclometer  is  kept  up  to  Veeder 
standards. 


The  New  Trip  Cyclometer. 


Price.     •     -     -     ¥2.00. 

The  cut  shows  the  exact  size  of  th. 
Instrument. 

A3  In  the  case  of  the  Regular  Cy- 
clometer, the  right  hand  figure  on 
each  dial  represents  ttntha  of  a  mile. 
the  figures  being  red.  The  other  fig- 
ures are  black  and  give  the  miles.  We 
can  supply  readings  In  kilometres  or 
[n  Russian  versts. 


THE  VEEDER  MFG.  COMPANY,  Hartford,  Conn. 


Goodyear  Cushion  Pneumatic 


.■fWWW'lwSUi.!!  '1 


The  most  durable  bicycle  tire  made.  There  is  a  steadily  increas- 
ing demand  for  this  tire  and  every  dealer  should  carry  them  in  stock; 
merely  showing  a  section  will  often  make  a  sale  and  a  satisfied  customer. 

Send  us  your  name  and  address  so  we  can  torward  sections. 


GOODYEAR  TIRE  &  RUBBER  CO.,  Akron,  O. 


THE  BICYCLING  WORLD 


233 


THE  HUNT  FOR  HEALTH 


The   Three    Essentials    Entailed   and   Why 
the  Bicycle  is  the  Best  "Third." 


Away  back  in  the  days  of  the  hobby  horse 
and  the  velocipede  with  its  fringed  and  pad- 
ded leather  seat  and  its  spool-like  pedals, 
fond  parents  used  to  be  told  that  the  con- 
stant use  of  that  instrument  of  torture,  aside 
from  developing  the  muscles  of  the  legs  and 
arms  of  their  hopeful  progeny,  as  it  un- 
doubtedly did,  would  tend  to  build  up  the 
youngsters'  systems  in  a  way  that  nothing 


ren's  children  would  continue  to  use  this 
wonderful  contrivance,  they  would  have 
laughed  him  to  scorn.  Yet  this,  and  even 
more  wonderful  things  have  come  to  pass 
since  those  days. 

Like  many  another  development  of  the 
mechanical  arts  which  had  its  beginning  in 
a  child's  plaything,  the  bicycle  has  grown 
to  have  a  distinctive  and  important  individ- 
uality of  its  own,  and  a  place  in  the  furni- 
ture of  the  world,  because  of  its  useful- 
ness. Naturally  enough,  considering  its 
origin,  the  first  recognition  of  its  utility  was 
bred  by  the  diversion  which  it  was  capable 
of    creating.      Its    growing    ease    of  oper- 


medium  of  health,  was  not  realized,  how- 
ever, until  after  its  development  had 
become  almost  complete.  In  a  general  way 
it  had  been  foreseen  that  it  would  be  so, 
just  as  almost  any  system  of  outdoor  recre- 
ation is  beneficial,  but  the  completeness 
with  which  it  would  serve  the  purpose,  and 
the  breadth  of  field  which  it  would  evolve 
in  that  capacity,  were  unknown.  It  re- 
quired years  of  the  designers'  toil,  years  of 
popular  education,  and  the  growing  ten- 
dency to  bodily  and  mental  stagnation, 
bred  of  the  confinement  of  life  in  the  apart- 
ment, the  shop  and  the  office,  to  reveal  first 
of  all  the  need  of  such  a  method  of  regen- 


THE   HUNT    FOR   HEALTH — THE  AFTERNOON    "CONSTITUTIONAL"'   IN   THE   PARK. 


else  could  do,  because  it  kept  them  out  of 
doors,  induced  a  rapid  and  healthy  circu- 
lation of  the  blood,  and  gave  them  enough 
of  variety  and  change  of  scene  to  warrant 
their  continued  interest  in  the  play.  All  of 
which  was  quite  true,  likely  enough,  though 
the  method  was  a  trifle  more  heroic  than 
those  which  are  commonly  endorsed  by 
parents  of  to-day.  But  had  those  same  par- 
ents been  informed  that  their  offspring 
would  not  simply  ride  those  wooden  toys 
during  their  early  years,  but  would  all  their 
lives  remain  staunch  and  true  adherents  to 
the  "art  and  pastime  of  cycling"  then  de- 
veloping-, eihploying  in  their  maturer  exist- 
ence a  thing  bred  of  that  same  toy,  but  bred 
in  and  in  until  iii  completeness  and  nicety  of 
adjustment  of  part  and  part,  in  perfection 
of  finish  and  ingenuity  of  construction,  it 
rivaled  the  proverbially  perfect  action  of  the 
watch,  they  would  gravely  have  shaken  their 
heads.  And  if  the  prophet  had  added  further 
that  not  only  their  children,  but  their  child- 


ation  and  general  reliability,  to  say 
nothing  of  the  unheard  of  facility  which  it 
provided  for  getting  about  from  place  to 
place,  opened  up  a  new  and  fertile  scope 
of  amusement  for  old  and  young.  Then, 
partly  because  of  the  diversion,  and  partly 
because  of  a  tangible  affirmation  of  the  old 
theory  of  the  healthfulness  of  the  veloci- 
pede, it  came  to  be  seen  that  it  had  value 
as  a  health  giver.  Lastly,  its  utility  for 
these  two  purposes,  and  its  further  develop- 
ment from  a  technical  viewpoint,  brought 
out  the  fact  that  as  a  useful  vehicle  for 
personal  transportation,  facile,  rapid  and 
well-nigh  costless,  it  was  without  equal. 
And  the  development  of  its  supreme 
service  to  mankind  was  complete.  But 
in  its  ability  to  provide  renewal  and 
regeneration  of  that  vigor  which  is  the 
energetic  spring  of  the  human  watch,  lay 
its  chiefest  value  to  the  folk  of  all  classes 
and  all  conditions. 

The   recognition    of   its    full   worth   as   a 


eration,  and  second,  the  fitness  of  the 
bicycle  to  satisfy  that  need.  Other  means 
of  accomplishing  the  same  end,  all  more  or 
less  efficient,  have  been  developed;  some 
of  them  have  seen  great  vogue  and  run 
their  race,  while  others  are  and  always  will 
be  useful,  and  used  to  good  advantage.  But 
the  bicycle,  in  its  matchless  service  as  an 
innocent  cure-all,  self-administered,  and 
never  failing  of  its  effectiveness,  remains  as 
it  must  remain  down  to  the  end  of  the 
chapter,  the  best  and  the  most  satisfactory. 
How  much  its  regular  work  and  consist- 
ent use  can  avail  the  average  human  being 
in  the  way  of  resuscitation  and  vivification 
of  the  entire  system,  develops  only  when  a 
careful  study  of  the  needs  of  the  system 
is  made  and  account  taken  of  the  way  in 
which  the  rules  of  hygiene  are  daily  and 
consistently  violated  in  following  out  the 
common  schemes  of  life.  In  the  first  place, 
man,  the  self-regulating  and  self-reparative 
machine,  like  all  other  machines,  demands 


234 


THE  BICYCLING  WORLD 


that  certain  basic  conditions  be  fulfilled  in 
his  existence  in  order  that  external  work, 
the  supreme  achievement  of  life  in  contra- 
diction to  the  mere  existence  of  the  animal 
kingdom  in  its  natural  state,  may  be  per- 
formed. The  supply  of  human  energy  is 
developed  from  three  different  sources,  two 
of  them  external  media  for  the  transfer  of 
potential  energy,  and  the  third,  by  a  curious 
contradiction  of  nature,  in  itself  a  usurper 
of  the  energy  bred  by  the  other  two.  Like 
all  other  mechanisms,  the  human  machine 
requires  the  fulfilment  of  these  basic  con- 
ditions in  order  that  its  alloted  duty  may 
be  performed,  and  like  all  other  machines, 
it  is  amenable  to  a  certain  amount  of  rough 
misusage.  That  is  to  say,  it  can  withstand 
a  considerable  degree  of  overload  for  a 
stated  time,  or  it  can  perform  its  duties 
even  when  temporarily  deprived  of  its  es- 
sential requirements.  And  being  the  most 
efficient  machine  in  the  universe,  as  well  as 
the  most  wonderfully  contrived,  its  limit  of 
capacity  is  far  more  extended  than  that  of 
any  other  animal  mechanism,  or  any  merely 
inert  contrivance. 

Of  the  three  essentials  then,  food  and 
fresh  air,  are  the  two  sources  of  supply 
from  which  the  power  of  the  machine  is 
derived.  To  do  without  them,  one  or  both, 
is  to  do  without  life;  to  deprive  the  system 
if  its  full  requirement  in  a  partial  degree,  is 
to  work  the  same  havoc  that  is  wrought  in 
any  machine  when  it  is  starved.  Straiigelj' 
enough  also,  to  deprive  the  body  of  action, 
is  to  effect  the  same  result,  in  a  general 
way,  though  for  a  different  reason.  For  jvist 
as  any  machine  cannot  be  made  to  perform 
well  a  task  for  which  it  was  not  designed, 
so  the  continuous  use  of  the  human  ma- 
chine under  certain  conditions,  is  one  of  its 
prerequisites,  since  it  was  designed  by  the 
Creator  for  ceaseless  activity,  broken  by  in- 
tervals of  absolute  rest.  Starvation  for  lack 
of  activity  comes  just  as  truly  as  does  star- 
vation for  lack  of  nourishment,  and  the 
result  is  just  as  injurious  in  the  end. 

By  an  insurmountable  wall  of  circum- 
stances developed  by  his  own  growth  in  the 
system  which  humanity  has  hewn  for  itself 
out  of  the  crude  elements  of  the  earth  which 
it  tenants,  man,  the  integer,  finds  himself 
unable  to  supply  man  himself,  man  the  ma- 
chine, with  all  three  of  these  essentials  in 
their  just  and  due  proportions.  It  is  Kis- 
met. Consequently,  the  part  himself,  must 
make  up  to  the  part  which  is  the  mere 
machine  for  its  lack  of  supply.  Hence  the 
utility  of  rest  and  recreation.  For  in  recre- 
ation lies  not  simply  the  change  and  relax- 
tion  of  the  muscular  structure,  but  as  well, 
the  alteration  in  the  functional  performance 
of  the  brain  cells,  which  is  just  as  neces- 
sary as  the  other,  and  for  the  same  reason. 
And  since  fresh  air,  and  the  recreations 
which  are  best  secured  by  change  of  scene, 
require  more  consistent  care  than  the  other 
essential,  the  supply  of  food,  which  is  in- 
stinctively attended  to,  in  out-of-door  exer- 
cise, lies  the  whole  solution  of  the  problem 
of  healthy  regeneration. 

But,  the  philosopher  observed,  "A  man's 


hunt  for  health  is  not  conducted  on  the 
usual  rules  of  races,  for  he  never  starts  in 
pursuit  of  it  until  he  finds  it  is  already  run 
down,"  which  is  in  general  quite  true,  most 
deplorably  true.  When,  however,  the  pur- 
suit is  begun,  it  is  invariably  conducted  on 
the  basis  of  a  renewal  of  the  conditions 
which  have  been  lacking  in  his  daily  life. 
The  mere  specific  additions  to  the  method, 
medicinal  or  otherwise,  are  but  a  side  issue. 
If  he  be  rich,  his  doctor  prescribes  travel, 
if  he  be  poor,  he  prescribes  long  walks  or 
else  a  rest,  anything  to  set  up  the  natural 
operation  of  the  system.  But  in  general, 
whatever  the  treatment,  it  may  be  reduced 
to  terms  of  fresh  air  and  a  change  of  scene. 
To  return  to  the  bicycle  then,  its  use 
accomplishes  just  these  two  things,  adding 


THE   WAYSIDE    WELL. 


also  the  equally  essential  requirement  of 
exercise,  not  violent,  exhaustive  work,  but 
invigorating  exercise.  In  the  constant  ra- 
tional use  of  the  bicycle,  there  is  to  be 
found  a  degree  of  exertion  which  may  be 
modulated  to  the  needs  of  the  rider  and 
to  his  taste  as  well.  Coupled  with  it,  there 
is  the  requirement  of  deep  breathing  which 
expels  from  the  lungs  all  the  foul  residue  of 
other  breaths  of  less  pure  air,  and  a  conse- 
quent renewal  of  the  blood.  Then  there  is 
the  constant  change  of  scene,  the  diversion 
which  it  creates,  keeping  the  mind  away 
from  the  cares  and  annoyances  which  have 
constituted  its  sole  diet  during  the  period 
of  work,  and  there  is  also  the  requirement 
of  continually  focusing  the  attention  more 
or  less  acutely  upon  the  road,  which  aids  in 
the  purpose.  The  brain  rests,  the  body  de- 
rives a  supply  of  renewed  vigor  which  it 
stores  up  in  every  nook  and  cranny  against 
another  period  of  need,  and  the  muscles  act 
readily  and  easily,  causing  the  blood  to 
course  through  the  veins,  stimulating  and 
enlivening  every  fiber  of  the  being  until  at 
the  end  of  the  ride,  it  is  a  new  man  and 
a  new  machine  which  alights  from  the 
wheel.  /  i 


Cologne  Agrees  with  Butler. 

Thanks  to  the  aid  of  that  excellent  pace- 
maker, Peguy,  who  knows  every  inch  of 
the  old-fashioned,  low  banked  asphalt  track 
at  Cologne,  Nat  Butler  was  enabled  to  beat 
out  Peter  Gunther  and  Henri  Contenet  on 
Sunday,  May  6th.  The  men  rode  for  one 
hour  and  in  that  time  the  veteran  American 
covered  36  miles  961  yards.  At  the  pistol 
Butler  was  ahead  of  Guenthem  about  350 
yards  while  Contenet,  the  record  holder, 
trailed  the  German  by  nearly  one  mile.  In 
a  20  kilometre  (12.42  miles)  race  Butler 
finished  second  to  Guenther,  Contenet  again 
bringing  up  in  the  rear.  The  American  fin- 
ished only  one  length  behind  the  winner, 
which  is  exceptionally  close  for  a  motor 
paced  race.     Time,   19  minutes  20  seconds. 


St.  Louis  Club  Completes  Organization. 

The  St.  Louis  Cycling  Club  has  perfected 
its  organization  by  adopting  a  constitution 
and  by-laws  and  electing  officers,  as  fol- 
lows: W.  M.  Butler,  president;  Aug.  J. 
Schmidt,  vice-president;  George  Lang,  Jr., 
.'secretary-treasurer,  and  A.  G.  Harding,  cap- 
tain. 

The  ballots  had  to  be  counted  at  least 
three  times  before  Harding  was  declared 
the  victor  over  H.  G.  Wolzendorf,  who  was 
placed  in  nomination  for  captain  by  Hard- 
ing, and  it  was  regretted  that  a  home  trainer 
was'  not  handy  that  the  two  could  fight  it 
out  in  a  ten  mile  race.  The  club  will  prob- 
ably promote  a  Pike  county  tour  in  the 
latter  part  of  May. 


Motorcycle   Wanted  for  a   Minister. 

Richardson,  North  Dakota,  has  a  preacher 
whose  territory  covers  the  greater  part  of 
10,000  square  miles.  His  only  comrade  in 
the  work  is  another  minister  who  also  con- 
ducts two  newspapers,  teaches  schools  and 
attends  to  various  other  matters.  An  ap- 
peal has  been  sent  to  Mankato  by  a  banker 
at  Richardson  for  aid  to  purchase  the  one 
exclusive  minister  a  motorcycle  so  that  he 
may  extend  his  usefulness. 


Pike's   Peak   Motorcyclists   Organize. 

The  Pike's  Peak  Motorcycle  Club  has 
been  organized  at  Colorado  Springs  with 
some  twenty  member  and  these  temporary 
officers:  President,  G.  W.  Blake;  secretary, 
F.  W.  Davis;  treasurer,  C.  M.  Angell.  The 
club  was  formed  with  the  praiseworthy 
intention  of  "doing  things,"  a  race  and  a 
hill-climbing  contest  being  among  its  con- 
templated undertakings. 


Gas  Men  to  use  Motorcycles. 

The  Kansas  City  Gas  Co.  is  making  ready 
to  mount  its  inspectors  and  meter  men  on 
moto*-  bicycles — about  20  of  them  in  all. 
The  oi-der  was  captured  by  the  Sellers  Cycle 
Co.,  Kansas  City,  agents  for  the  R-S.  The 
machines  are  all  to  be  equipped  with  the 
combina*-ion  stand  and  luggage  carrier  of 
which  the  Reading  Standard  Cycle  Co.  is 
now  makirg  a  feature. 


THE  BICYCLING  WORLD 


235 


KRAMER  SHOWS  IN  BELGIUM 


Beats   the   Native   Crack   and   Receives   an 
Ovation,  also  a  Big  Bouquet. 


Following  his  three  brilliant  victories  at 
London  on  May  5,  Frank  L.  Kramer  re- 
peated the  performance  on  Sunday,  6th 
inst,,  at  the  Velodrome  de  Zurenborg,  An- 
vers.  The  race  in  which  the  American 
sprinter  showed  a  clean  pair  of  heels  to'the 
foreigners  was  a  three  heat  match  race 
against  Van  de  Born,  of  Belgium,  and  Elle- 
gaard,  of  Denmark. 

On  the  last  turn  of  the  first  heat  Van  den 
Born  attempted  to  steal  away,  but  Kramer 
was  upon  him  like  a  shot  and  coming  by 
on  the  outside  reached  the  tape  half  a 
wheel  ahead.  Ellegaard  finished  one  length 
behind  the  Belgian.  Van  den  Born  tried 
the  self  same  trick  in  the  second  heat  and 
again  the  American  demonstrated  his  Yan- 
kee superiority,  though  not  without  a  strug- 
gle, as  the  Belgian  champion  finished  only 
eight  inches  late.  Ellegaard  again  was  a 
half  length  behind  the  second  man.  By 
finessing  for  position  in  the  final  heat  Elle- 
gaard compelled  Kramer  to  take  the  lead. 
Van  den  Born  following  the  Dane  five  or 
six  lengths.  Van  den  Born  began  to  un- 
wind at  the  bell  and  changed  places  with 
Ellegaard,  but  was  not  able  to  pass  Kramer 
on  the  straight,  the  American  finishing  half 
a  length  ahead.  Then  the  spectators  gave 
Kramer  "le  premier  sprinter  I'Americain"  a 
rousing  ovation,  presented  him  with  a  large 
floral  bouquet  and  made  him  execute  a 
"tour  d'honneur." 


Nerent  makes  a  Double  "Killing." 

Charles  Nerent,  the  crack  road  rider  of 
the  Roy  Wheelmen,  won  one  of  the  most 
creditable  races  of  the  season  last  Sunday, 
13th  inst.,  when  he  finished  first  from 
scratch  in  the  ten-mile  closed  handicap  road 
race  of  his  organization.  Nerent  won  both 
first  place  prize  and  first  time  prize — a  reg- 
ular old-fashioned  killing.  His  time  for 
the  ten  miles  was  29  minutes  32^  seconds. 

The  race  on  Sunday  last  was  the  second 
one  of  a  series  that  the  Roy  Wheelmen  are 
promulgating  this  season  and,  of  course, 
was  for  club  members  only.  Despite  this 
fact,  twenty-one  riders  answered  to  the 
starter's  call,  the  greater  number  of  whom 
finished.  The  race  was  held  on  the  Merrick 
Road,  Long  Island,  the  start  and  finish  be- 
ing in  front  of  West's  at  Valley  Stream. 
The  course  was  from  Valley  Stream  to 
Lynbrook,  thence  to  Springfield  and  return 
to  Valley  Stream. 

Nerent  was  not  the  first  man  to  cross 
the  tape,  however.  S.  Ryan,  who  was  given 
the  limit — four  minutes — reached  the  finish 
so  long  in  advance  of  his  fellows  that  it 
seemed  passing  strange  and  later  it  de- 
veloped that  he  took  pace  from  an  automo- 
bile. For  this  he  was  disqualified.  John 
Piatt  and  Charles  Buck,  both  long  markers, 
finished   second  and  third,   and   Henri   La- 


fenetre,   with   one   minute,   came  in  fourth. 

The  summary: 

Pos.      Rider.  Hdcp.  Time. 

1  Charles  Nerent scratch     29:32^^ 

2  John  Piatt 4:00     33:36>^ 

3.  Charles   Buck .4:00     34:39^^ 

4.  Henri  Lafenetre 1:00     31:50 

S    George  Gunzer scratch     31:59^ 

6.  Herbert  Williams scratch     31:59^^ 

7.  Ralph  Roullier 2:00     34:59^^ 


RAPS  PENNSYLVANIA  LAW 


Judge    Newcomb    Finds   a    Grave   Defect — 
Hope  it  Holds  for  Motorcyclists. 


Twenty-four  Contend  at  Wakefield. 

Twenty-four  riders  started  in  the  twelve- 
mile  handicap  road  race  at  Wakefield, 
Mass.,  on  Saturday,  12th  inst.,  which  was 
won  by  Gorman,  of  Woburn,  who  had  a 
handicap  of  two  minutes.  The  start  was 
from  Water  street,  over  Vernon  street  to 
Lynfield  Center,  and  the  course  was 
traversed  twice.  It  was  announced  that 
the  race  would  be  a  six-mile  affair,  but  at 
the  start  the  distance  was  changed,  which 
resulted  in  several  of  the  riders  refusing 
to  start. 

Stafford  Henninger,  of  Wakefield,  who 
started  with  the  2:30  bunch,  led  the  pro- 
cession at  the  completion  of  the  first  lap 
and  was  then  regarded  as  the  winner,  but 
he  dropped  out  on  the  second  lap.  Percy 
Cutter,  of  Wakefield,  was  another  promis- 
ing finisher,  and  he  held  the  lead  in  the 
stretch  one  hundred  yards  from  the  tape. 
In  the  sprint  for  the  ribbon,  however,  Wo- 
burn had  the  speed  and  beat  the  local  rider 
by  a  few  feet.  Gorman's  time  was  37  min- 
utes. William  Buzzy,  of  Brockton,  oi 
scratch,  won  the  first  time  prize,  and  Cor- 
nelius E.  Connelly,  of  Everett,  finished  sec- 
ond to  Buzzy.  H.  McPartlin,  of  Woburn, 
annexed  the  third  time  prize. 

The  placed  men  were  as  follows:  1,  Gor- 
man, of  Woburn;  2,  Percy  Cutter,  of  Wake- 
field; 3,  Herbert  Kiessling,  of  Lawrence; 
4,  Goodrich,  of  Everett;  5,  Small,  of  Ever- 
ett; 6;  Sawtell,  of  Everett;  7,  Conant,  of 
Everett;  8,  William  Buzzy,  of  Rverett;  9, 
Cornelius  Connolley,  of  Everett;  10,  H.  P. 
McPartlin,  of  Woburn;  11,  Rolfe,  of  Water- 
town;  12,  Fred  Hill,  of  Watertown;  13,  Dra- 
bach,  of  Cambridge;  14,  Callahan,  of  Cam- 
bridge; IS,  Edward  Ramsdell,  of  Cam- 
bridge; 16,  Carroll  Burnham,  of  Watertown, 
and  F   Sullivan,  of  Melrose. 


Motorcyclists    in    Evansville's    Event. 

Although  only  one  motorcycle  event  liv- 
ened the  automobile  race  at  Evansville,  Ind., 
on  Wednesday,  16th  inst.,  it  was  of  such  a 
character  that  it  doubtless  will  cause  a  cry 
for  more,  the  time  made  in  the  motorcycle 
race  being  faster  than  that  made  by  the 
star  performers  in  the  automobile  events. 
The  meet  was  held  on  a  half-mile  dirt  track 
with  poor  banking.  Samuel  Troyer,  astride 
an  R-S,  won  the  first  heat  of  the  mile  in 
2:38,  beating  out  "Cad"  Haas,  on  an  Indian. 
Ir  the  second  heat.  Otto  Geiss  (Indian)  was 
the  victor,  with  Fred  McNealy  (Indian) 
second.  Time,  2:50.  Troyer  won  the  final 
heat  from  Geiss.  The  time  was  2:345^,  be- 
ing the  best  of  the  day. 


There  is  a  possibility  that  the  motor- 
cyclists of  Pennsylvania  may  soon  be  re- 
lieved of  the  necessity  of  carrying  the  big, 
heavy  castiron  number  plates  supplied  by  the 
State.  The  hope  is  held  out  by  a  decision 
rendered  by  Judge  Newcomb,  at  Scranton, 
on  Monday  last.  In  substance.  Judge  New- 
comb declared  the  law  to  be  unconstitu- 
tional. The  same  hope  makes  it  appear  not 
wholly  impossible  that  non-resident  motor- 
cyclists may  enter  Pennsylvania  without  the 
necessity  of  paying  $3  for  the  privilege, 
which  also  is  the  tax  imposed  on  the  resi- 
dent riders. 

The  law  does  not  specifically  mention 
motorcycles,  and  was  plainly  intended  to 
apply  to  four-wheeled  vehicles  only,  but 
someone  went  to  the  trouble  of  asking  the 
attorney  general  for  a  ruling  and,  as  always, 
he  promptly  ruled  that  the  law  included 
motorcycles. 

Judge  Newcomb  gave  his  ruling  in  an 
opinion  quashing  an  indictment  against 
one  Alfred  Harvey  who  was  charged  with 
operating  an  automobile  on  the  streets  of 
Scranton  without  first  having  procured  a 
license  therefor. 

Harvey's  attorneys  attacked  the  consti- 
tutionality of  the  act  on  two  grounds:  First, 
because  its  title  is  misleading;  and,  second, 
because  it  does  not  bear  uniformly  on  all 
persons  and  all  vehicles,  or  even  on  all 
motor  vehicles. 

Regarding  the   second   contention.  Judge 
Newcomb  stated  that  he  had  not  been  con-  ■ 
vinced  of  its  soundness. 

"The  first  reason,  however,  is  based  upon 
a  palpable  constitutional  defect,"  he  said. 
"The  section  which  defines  the  offense  al- 
leged in  the  indictment  relates  only  to  a. 
license  to  be  issued  to  the  owner.  Nothing 
is  said  there  or  elsewhere  in  the  body  of 
the  act  about  licensing  any  other  than  the 
owner.  The  penalty  prescribed  is  incurred 
through  the  owner's  failure  to  procure  a 
license.  But  so  far  as  the  title  says  any- 
thing on  the  subject  it  indicates  a  purpose 
to  put  the  duty  of  getting  a  license  only  on 
the  person  of  the  operator  and  to  attach 
the  penalty  to  his  default  in  that  regard.  In 
our  judgment  there  is  a  substantial  variance 
between  the  title  and  the  body  of  the  act 
in  that  respect,  and  it  brings  section  si>; 
within  the  prohibition  of  section  three,  arti- 
cle III,  of  the  constitution,  which  requires 
that  the  subject  matter  of  a  statute  shall  be 
clearly  expressed  in  its  title." 


Chemung  county  is  one  of  the  counties  in 
New  York  State  that  has  not  permitted  its 
cyclepaths  to  deteriorate.  There  are  about 
70  miles  of  them  and  every  mile  is  being 
kept  in  splendid  repair.  Incidentally,  the 
cyclist  who,  without  the  necessary  tag,  ven- 
tures on  the  paths  is  promptly  pounced 
upon. 


236- 


THE  BICYCLING  WORLD 


^^--p'^ 

s^ 

"^Am 

Pi 

Ami  /M 

ipfc'j| 

/Mpj 

Ton! 

■4J^ 

aJ 

THE  OLD  WAY. 


THE   MORROW   WAY. 


"THE    DEBT 

which  cycling  owes  to  the  MORROW  never  can  be 
repaid.  It  made  cycling  not  only  safe  but  thor^ 
oughly  enjoyable." 


THAT  IS  THE   LANGUAGE 
of  one  of  the  very  many  enthusiastic  adherents  of  the 

MORROW  COASTER  BRAKE. 

THE  FIRST,  IT  REMAINS  THE  LEADER. 
Our  Illustrated  matter  is  not  merely  interesting— it's  instructive. 

ECLIPSE  MACHINE  CO.,  Elmira,  N.  Y. 


THE  OLD  WAY. 


THE   MORROW   WAY. 


THE  BICYCLING  WORLD 


237 


CONCERNING  OVERHEATING 


Its  Causes  and  its  Cures  Specifically  Cata- 
logued— Many  Factors  Involved. 


Overheating,  is  a  simple  little  word,  which 
frequently  is  applied  in  far  too  vague  a 
sense  to  the  air-cooled  gasolene  motor.  For 
although  it  is  made  to  generate  and  handle 
a  great  quantity  of  highly  temperatured 
gasses,  the  conclusion  by  no  means  follows 
that  the  machine  itself  should  become  hot 
beyond  a  certain  equible  working  tempera- 
ture which  soon  becomes  familiar  to  the 
accustomed  user.  Hence,  any  excess  of  heat 
beyond  this  natural  limit,  while  truly  over- 
heating, is  directly  attributable  to  some  dis- 
tinct fault,  and  is  from  that  fact,  merely  a 
symptom,  rather  than  a  complaint  in  itself. 
But  because  the  causes  which  contribute 
to  this  condition  are  manifold,  and  many 
of  them  are  but  little  understood  by  the 
average  user,  it  is  common  to  refer  to  the 
condition  as  a  distinctive  disorder,  and  to 
let  it  go  at  that,  relying  on  the  skill  and 
perspicacity  of  some  practiced  repairer  to 
cure  the  malady.  That  this  seldom  is  really 
needful,  however,  will  be  apparent  from  a 
moment's  consideration.  A  complete  analy- 
sis of  the  organism  of  the  engine  is  all  that 
is  necessary  to  complete  a  diagnosis  of  the 
trouble,  and  when  that  has  been  done,  the 
curative  treatment  is  ordinarily  self-sug- 
gestive, and  by  no  means  difficult. 

For  the  benefit  of  the  novice,  who  has  not 
as  yet  learned  to  distinguish  the  separate 
elements  of  the  machine  from  one  another 
in  their  proper  relation,  a  foreign  expert 
has  prepared  the  following  table  of  causes 
which  may  contribute  to  an  overheated  con- 
dition, grouping  them  under  their  natural 
classifications.  All  that  is  necessary  in  or- 
der to  discover  the  cause  of  an  excessive 
temperature  in  the  motor,  is  to  go  over 
the  list,  takeing  up  each  item  by  itself,  and 
making  sure  that  the  organ  which  it  treats 
is  not  disordered.  When  this  method  is 
followed  logically,  there  can  be  no  possi- 
bility of  the  error  remaining  undiscovered, 
only  supposing  that  the  investigator  is  suf- 
ficently  familiar  with  the  thing  to  recognize 
a  fault  when  he  sees  it.  Roughly  speaking, 
then,  any  improper  condition  which  may 
conduce  to  overheating  may  be  considered 
to  come  under  one  of  the  three  heads  of 
the  mechanism  itself,  or  one  of  the  two 
functions  of  lubrication  and  carburation.  I'n 
detail,  they  may  be  further  subdivided  as 
follows: 

(1.)    Engine. 

(a.)  Valve  Lift. — If  the  exhaust  valve 
does  not  open  to  its  full  extent  (usually 
about  54-i"ch)  the  exhaust  gases  are  not 
cleared  out,  and  the  hot  charge  remains, 
causing  back  pressure  and  excessive  cylin- 
der temperature.  Defective  valve  lift  is 
due  to:  (1.)  Too  short  a  valve  stem.  (2.) 
Valve  stem  reduced  by  wear  or  by  frequent 
grinding.  (3.)  Wear  of  tappet.  (4.)  Some 
engines  have  tappets  with  adjustable  screw 
heads;  if  the  adjustment  is   out  the  lift  is 


either  too  long  or  too  short;  in  either  case 
"overheating"  symptoms  follow.  (S.)  Worn 
bell  cranks,  or  levers,  cams,  or  rollers,  in- 
side half-time  pinion  case. 

(b.)  Bad  Compression. — Inspect  piston 
rings  and  valves.  Examine  spark  plugs  and 
.compression  tap.  If  there  is  a  dark  ring 
around  either,  burnt  oil  is  exuding.  Remedy, 
new  plug  or  new  washer  for  compression 
tap. 

(c.)  Too  High  a  Compression. — Practic- 
ally an  impossibility.  The  simplest  method 
is  to  put  a  washer  1/32-inch  thick  beneath 
the  cylinder. 

(d.)  Too  Low  a  Gear. — There  is  a  cer- 
tain temperature  at  which  any  air-cooled 
engine  will  give  the  best  results.  A  consci- 
entious maker  sets  the  gear  and  adjusts  the 
carburetter  so  that  this  temperature  will 
not  be  exceeded  when  the  machine  is  being 


EXTRA  QUALITY 
HIGHEST  GRADE 

M^WAIINNERH 


AREA! 


Morgan  X  Wright 

CHICAGO 


WAV    YOKE     BRAIVCH    214-2H    WIDST    47TH     ST. 

driven  at  an  average  of,  say,  twenty  miles 
an  hour.  By  enriching  the  mixture  and 
lowering  the  gear  you  may  arrive  at  that 
efficient  temperature  when  averaging  twelve 
miles  per  hour,  and  then  you  will  consider- 
ably exceed  it  when  averaging  the  legal 
limit.  In  practice  a  4-6  horsepower  twin 
should  not  be  geared  less  than  four  to  one, 
and  a  3  horsepower  single  cylinder  not  less 
than  five  to  one. 

(e.)  Choked  Silencer. — This  produces  ex- 
actly the  same  effect  as  (a).  If  the  engine 
has  ever  been  heavily  lubricated  or  if  the 
silencer  is  set  so  low  that  the  wheels  can 
cast  mud  on  it  a  periodic  examination  is 
advisable. 

(2.)    Lubrication. 

(a.)  No  Oil  Reaching  Cylinder.— The 
remedy  is  obvious.  Keep  an  eye  on  "auto- 
matic"  lubricators. 

(b.)  Too  Little  Oil. — The  causes  and 
cures  are  as  follows:  The  average  amateur 
considers  that  so  long  as  he  follows  the 
makers'  instructions  to  give  a  pumpful  every 
20  or  25  miles  the  atmosphere  of  the  garden 


will  remain  indefinitely  balmy.  It  is  surely 
obvious  that  under  hard  conditions  of  driv- 
ing the  oil  is  used  up  more  quickly.  There- 
fore, if  you  are  driving  unusually  fast  or 
over  specially  severe  roads  watch  your  en- 
gine carefully  on  a  level  interlude,  and  see 
if  its  behavior  is  normal.  If  not,  increase 
the  lubrication  till  it  is. 

(c.)  Partially  choked  pipes,  preventing 
the  charge  getting  to  the  engine  as  soon  or 
as  wholly  as  it  should. 

(d.)  Too  Narrow  a  Slot  between  Crank 
Case  and  Cylinder. — The  majority  of  en- 
gines seem  to  be  made  on  a  slavish  and  ar- 
bitrary canon  as  regards  the  width  of  this 
slot. 

(e.)  Bad  Oil. — Engines  are  curiously  fas- 
tidious in  the  matter  of  oil.  Follow  the 
manufacturer's    advice. 

(3.)    Carburation. 

(a.)  Poor  Regulation. — It  is  doubtful 
whether  an  engine  actually  can  make  a  good 
start  on  a  run  and  then  "get  tired"  from 
this  cause.  But  most  certainly  it  can  burn 
its  valves  out  quickly  if  the  carburetter  is 
out  of  adjustment,  and  equal  results  in  June 
and  December  will  not  be  obtained  with  one 
and  the  same  setting.  Many  engines  are 
sent  out  with  too  large  a  jet,  because  this 
facilitates  easy  starting.  With  a  new  en- 
gine watch  the  fuel  consumption,  and  if  it 
is  abnormal,  slightly  reduce  jet  by  fitting 
a  fresh  nipple.  When  winter  comes  replace 
the  original  one. 

(b.)  Choked  Air  Inlets. — On  every  car- 
buretter the  air  intakes  should  be  regularly 
inspected  and  cleaned. 

(c.)  Choked  Gauzes  in  Inlet  Pipe. — The 
low  temperature  induced  by  the  evaporation 
of  the  fuel  may  freeze  up  these  safety 
screens  shortly  after  starting.  The  remedy 
is  either  to  warm  the  carburetter  by  a  by- 
pass from  exhaust  pipe,  or  to  set  the  gauzes 
at  a  point  where  the  pipe  is  near  the  hot 
cylinder,  or  to  remove  them,  altogether. 


About  the  Inlet   Spring. 

Not  a  little  difficulty  with  the  perform- 
ance of  the  motor  may  be  experienced  by 
the  user  if  the  spring  tension  of  the  inlet 
valve  be  allowed  to  weaken  to  any  extent. 
Probably  nothing  can  contribute  more  to 
the  successful  working  of  the  motor  than 
the  proper  tensioning  of  this  same  spring. 
Its  adjustment,  fortunately,  is  most  fre- 
quently left  to  the  attention  of  an  expert  re- 
pairman, but  its  condition  should  be  fol- 
lowed with  care  by  the  rider,  despite  this 
fact.  The  evidences  commonly  given  by  a 
weak  spring  are,  loss  of  power,  accompan- 
ied by  a  clacking  sound  as  the  valve  is 
seated  by  the  compression  rather  than  its 
own  spring,  and  occasionally,  back-firing 
in  the  carburetter.  On  the  other  hand,  too 
strong  a  spring  brings  about  a  similar  loss 
of  power,  and  is  a  difficulty  far  harder  to 
locate.  Once  a  spring  has  been  properly 
fitted  to  the  motor,  however,  the  only  ten- 
dency is  for  it  to  lose  its  strength,  and  ac- 
cordingly the  user's  only  care  must  be  to 
see  that  the  distinctive  clicking  sound  is 
never  manifested. 


238 


THE  BICYCLING  WORLD 


Santa  Claras  Beat  Brooklyn  Bridges. 

A  picked  team  of  the  Santa  Clara  Wheel- 
men, of  Santa  Clara,  Cal.,  defeated  the 
Brooklyn  Bridge  Wheelmen,  of  the  same 
place,  last  Sunday,  13th  inst.,  in  a  twenty- 
five  mile  relay  race  over  the  Santa  Clara 
five-mile  course.  There  has  been  much 
rivalry  between  the  two  teams  for  some  time 
and  a  large  crowd  of  enthusiastic  spectators 
gathered  at  the  finish.  The  first  relay  was 
ridden  by  C.  Koenig,  for  the  Santa  Clara 
Wheelmen,  and  J.  Bertini  for  the  opposing 
club,  and  Koenig  led  his  opponent  at  the 
end  of  five  miles,  the  time  being  13  min- 
utes 46  seconds. 

The  next  relay,  ridden  by  J.  Oliver,  for 
the  Brooklyn  Bridge  Wheelmen,  and  J. 
Jones,  for  the  Santa  Clara  Wheelmen, 
served  to  open  a  still  wider  gap  for  the 
town's  namesake. 

The  third  relay  between  J.  Walcot,  of  the 
New  York  named  organization,  and  J.  Jones, 
of  the  Santa  Claras,  was  nearly  an  even  race 
but  Jones  jumped  his  man  about  800  yards 
from  the  tape  and  opened  a  lead  of  150 
yards  for  his  team.  In  the  fourth  relay  the 
Brooklyn  Bridge  Wheelmen  closed  up  the 
gap,  but  Somerville,  of  that  club,  was  un- 
able to  gain  a  lead  on  his  opponent. 

During  this  time  there  had  been  much 
discussion  as  to  which  was  the  best  man, 
Koenig  or  Bertini,  so  to  settle  the  dispute. 
Koenig  consented  to  ride  the  last  relay 
against  his  foe  in  the  first  relay.  Both  men 
started     nearly     even,     Koenig,     however, 


jumped  his  man  near  the  finish  and  beat 
him  an  even  100  yards,  settling  all  disputes. 
Although  the  riders  had  to  "buck"  a  hard 
wind  for  a  greater  part  of  the  distance, 
they  made  fast  time  and  each  relay  averaged 
14  minutes  11  seconds. 


Atlantic    City's    Prize    List. 

Two  bicycles  and  six  pairs  of  tires  are 
the  magnets  that  probably  will  draw  nu- 
merous riders  to  Atlantic  City,  on  Decora- 
tion day  for  the  Atlantic  Wheelmen's  sec- 
ond annual  2S-mile  handicap  road  race. 
These  by  no  means,  however,  are  all  the 
prizes.  The  race  will  start  at  the  cross- 
roads, just  beyond  the  Pleasantville  ceme- 
tery, on  the  May's  Landing  road,  at  2:30 
p.  m.  sharp.  In  case  of  rain  on  May  30th, 
the  race  will  be  postponed  until  Saturday, 
June  3.  Entries  may  be  sent  to  Charles 
Van  Doren,  1735  Atlantic  avenue,  Atlantic 
City,  N.  J. 


Holden  Breaks  his  Back. 

Arthur  Holden,  one  of  the  old  Vailsburg 
guard,  came  to  grief  in  Peoria,  111.,  Thurs- 
day of  this  week,  and  as  a  result  probably 
will  not  live.  Holden  went  out  with  a  circus 
this  year  and  did  a  loop-the-loop  act  under 
the  sobriquet  of  "Diavolo."  The  loop  was 
of  the  death  trap  variety  and  failed  to  work 
properly.  Holden  made  the  circuit  per- 
fectly but  when  his  bicycle  descended  it 
went  through  the  trap,  and  he  was  thrown 
forty  feet,  breaking  his  back. 


Payment  Saves  the  Denver  Track. 

There  will  be  bicycle  racing  in  Denver 
again  after  all.  Mismanagement  was  all 
that  caused  the  track's  downfall  last  sea- 
son and  it  is  thought  that  with  the  right 
hands  on  the  managerial  lines  the  sport  can 
be  made  a  paying  venture  in  Colorado.  J. 
A.  Payment  has  leased  the  saucer  and  will 
give  the  Denverites  racing  each  Saturday 
afternoon  throughout  the  summer.  The 
first  meet  probably  will  be  held  May  30. 


Chatham's    Have    Strong    Membership. 

At  the  annual  meeting  of  the  Chatham 
(N.  J.)  Wheelmen  on  Monday  night,  the 
matter  of  incorporation  was  brought  up, 
but  was  defeated  by  a  vote  of  17  to  9.  The 
treasurer's  report  stated  that  the  total  mem- 
bership of  the  club  was  now  104  and  that 
there  was  a  balance  in  the  treasury  of 
$129.50.  Following  were  the  officers  elected: 
President,  Charles  Mitscher;  vice-president, 
Edward  P.  Miller;  secretary,  Henry  A.  Al- 
bert; treasurer,  John  J.  Conklin. 


Halligan  Leads  Fast  Bunch  Home. 
J.  T.  Halligan,  New  Jersey's  "hope  and 
pride,"  won  the  race  home  for  the  fast  men 
in  the  century  run  of  the  Century  Road 
Club  of  America  on  Sunday  last.  Halligan 
covered  the  distance  of  about  thirteen  miles 
in  37  minutes.  Arthur  E.  Rhodes  finished 
second,  one  minute  behind  and  J.  Nimi,  A. 
Peantilli,  John  Eubank  and  T.  Zizzari  fin- 
ished next  in  this  order. 


ABOUT  THIS  TIME  OF  THE  YEAR 

there  are  hundreds  of  cyclists  who  are  awakening  to  the  full  meaning  of  saddle  discomfort — an 
unpleasant  experience  that  causes  scores  of  them  to  ride  seldom  or  not  at  all. 

IT  IS  THE  DEALER'S  DUTY 


to  discover  such  people  and 

to    put  them  on    the    right 

track,  which  is  to  say,  on 
he  right  saddle — a  Persons 
saddle.  There  is  one  for  every  build  of  man  and  woman,  and  there  is  not 
an  uncomfortable  one  in  the  lot.  All  are  suspension  saddles  and  of 
Persons  quality.     You  know  what  that  means. 


. 


PERSONS  MFG.   CO., 


Worcester,  Mass, 


The  Bicycling  \|^arid 

AND  MOTORCYCLE  REVIEW.  '\ 


Volume  LI  1 1. 


New  York,  U.  S.  A.,  Saturday,  May  26,  1906. 


No.  9 


FREE   ALCOHOL   PASSES    SENATE 


Fuel   to    Become   Available   January    1st- 
How  it  may  Benefit  Motorcyclists. 


Fuel  alcohol  is  now  assured.  On  Wed- 
nesday the  free  alcohol  bill  was  favorably 
reported  to  the  Senate  from  the  Committee 
on  Finance  and  on  Thursday  it  was  passed 
by  the  Senate  without  division.  The  Presi- 
dent is  known  to  heartily  favor  it  so  that  its 
enactment  is  certain. 

The  Senate  committee  amended  the  bill 
by  providing  that  it  shall  take  effect  on 
January  1  next,  instead  of  three  months 
after  passage,  and  also  provided  more  dras- 
tic penalties  for  evading  the  revenue  taxes 
by  illegally  using  denatured  alcohol  by 
providing  for  the  forfeiture  of  the  building 
and  ground  upon  which  the  act  is  commit- 
ted, in  addition  to  five  years  imprisonment 
and  $5,000  fine  stated  in  the  House  bill. 
The  committee  also  required  that  the  pro- 
cess of  denaturing  the  alcohol  should  take 
place  in  special  bonded  warehouses  desig- 
nated for  that  purpose  only. 

At  its  meeting  last  week  the  Brooklyn 
Motorcycle  Club  passed  resolutions  favor- 
ing the  bill  and  urging  the  Senators  from 
New  York  to  assist  in  its  passage,  the 
club's  action  being  in  line  with  that  taken 
by  President  Betts,  of  the  Federation  of 
American  Motorcyclists.  In  his  letter  to 
the  senators,  Mr.  Betts  pointed  out  that 
fuel  alcohol  would  help  solve  some  of  the 
problems  that  now  confront  motorcyclists 
and  motorcycle  dealers  in  many  places, 
notably  in  New  York.  In  this  city,  few  of 
the  bicycle  dealers  carry  gasolene  and  many 
of  the  automobile  garage  keepers  who 
started  with  bicycles,  have  become  so  affluent 
and  puffed  up  that  they  not  only  sniff  at 
the  storage  of  motorcycles,  but  refuse  to 
sell  gasolene  to  motorcyclists  or  else  sell  it 
at  a  price  purposely  designed  to  discourage 
future  calls.  Many  of  the  apartment  houses 
also  prohibit  the  storage  of  machines  and 
in  many  other  houses  they  are  stored  at  a 
risk  that  would  imperil  the  collection  of 
insurance  in  the  event  of  fire. 

As  denatured  alcohol  is  but  little  more  in- 
flammable than  kerosene  and  gives  off  no 
dangerous  gas  and  also  as  its  flame  is  ex- 
tingfuishable  with  water,  it  seems  reasonable 


that  its  use  will  be  of  more  far  reaching 
benefit  to  motorcyclists  than  has  been  made 
to  appfear. 

All  of  these  features  were  pointed  out  by 
Mr.  Betts  in  his  communication  to  the  New 
York  Senators,  for  whom  Senator  Piatt 
replied.  He  said:  "I  have  to  thank  you 
for  giving  me  the  benefit  of  your  views  and 
beg  to  assure  you  that  I  am  exerting  my- 
self in  every  proper  way  to  have  the  mea- 
sure favorably  reported  from  the  commit- 
tee and  passed  by  the  Senate." 


LIKE    OLD    TIMES    IN    READING 


Factory  Working  Nights  and  Local  Dealers 
Enjoying  a  Great  Rush  of  Business. 


Dry  Cell  that  Never  Grows  Stale. 

Ingenuity,  that  is,  the  in-genuity  of  the 
National  Carbon  Co.,  Cleveland,  Ohio,  mak- 
ers of  the  well  known  Columbia  batteries, 
finally  has  made  it  possible  for  the  motor- 
cycle dealer  to  supply  fresh  dry  cells  at  all 
times.  The  ingenuity  takes  the  form  and 
name  of  the  Reserve  dry  cell,  which  is 
similar  to  the  Columbia,  save  that  it  is  made 
with  a  hollow  carbon  pole,  into  which  water 
is  introduced  when  it  is  desired  to  put  "life" 
in  the  cell.  Until  then  it  remains  absolutely 
dry  and  inactive  and  cannot,  therefore,  de- 
teriorate. Because  of  the  fact,  it  may  re- 
main on  the  dealer's  shelf  for  an  indefinite 
period  without  becoming  "stale"  or  losing 
its  strength,  which  is  one  of  the  shortcom- 
ings of  other  dry  cells. 


How   San   Francisco   is   Recovering. 

San  Francisco's  disaster  evidently  is  not 
going  to  interfere  with  business  as  greatly 
as  was  feared.  "Instead  of  my  customers, 
both  wholesale  and  retail,  cancelling  their 
orders,  they  are  actually  increasing  them," 
is  the  reassuring  message  sent  by  C.  C. 
Hopkins,  the  well-known  dealer,  who  lost 
both  home  and  business  in  the  catastrophe 
and  who  has  begun  all  over  again  at  lS24a 
Golden  Gate  avenue. 


Hatch    Goes   into    Chains. 

C.  W.  Hatch,  formerly  in  the  motorcycle 
department  of  the  Consolidated  Mfg.  Co., 
Toledo,  Ohio,  has  caught  on  with  the  Dia- 
mond Chain  &  Mfg.  Co.,  of  Indianapolis, 
Ind.  He  will  cover  the  eastern  territory, 
succeeding  William  Culver,  who  returns 
to  his  old  stamping  grounds,  the  Middle 
West. 


George  W.  Sherman  was  in  New  York 
for  a  couple  of  days  this  week.  It  was  his 
first  visit  since  he  became  sales  manager  of 
the  Reading  Standard  Cycle  Mfg.  Co.,  but 
it  was  unnecessary  to  talk  with  him  for 
any  great  length  of  time  to  discover  that 
he  has  fitted  into  the  position  easily  and 
well  and  carried  with  it  that  earnestness 
and  clearheadedness  that  were  ever  his 
characteristics.  He  is  chockful  of  Reading 
Standards  and  R-S's,  and  respecting  the  lat- 
ter, at  least,  has  plans  developing  that 
scarcely  can  fail  to  create  a  wide  ripple 
when  they  begin  to  mature.  His  one  com- 
plaint is  that  he  is  unable  to  get  motors 
fast  enough. 

Sherman  says  there  is  nothing  the  matter 
with  the  demand  for  bicycles,  either.  As 
a  matter  of  fact,  the  Reading  factory  had 
been  working  nights  to  meet  a  big  call  from 
California.  One  thing,  Sherman  said,  had 
surprised  him:  the  number  of  women's 
bicycles  that  are  being  sold. 

As  illustrating  the  health  of  the  business 
i;i  Reading  itself,  he  cited  the  case  of  their 
local  agent  in  that  city.  He  is  keeping  nine 
repairmen  busy  overhauling  old  machines 
and  one  evening  this  month  sold  eight  $40 
bicycles  and  all  the  cheaper  ones  he  had  in 
his  store.  "If  the  factory  had  not  been 
closed  I  would  have  sent  around  for  more," 
Sherman  quoted  the  agent  as  saying.  This 
particular  agent  had  been  doing  some  ad- 
vertising of  late  and  whether  or  no  his 
renewed  business  is  due  to  this  publicity, 
Sherman  said  he  had  seen  his  store  when 
it  resembled  a  bargain  day,  so  closely  was 
if-  crowded;  the  people  were  standing  in 
line  on  the  street  awaiting  their  turn  to  get 
inside. 


Buyer   from   Denmark   Due. 

Alex.  J.  Wedman,  buyer  for  Simonsen  & 
Nielson,  of  Copenhagen,  is  due  to  reach 
New  York  on  Wednesday.  He  comes,  of 
course,  to  make  purchases  for  his  house, 
and  will  go  as  far  West  as  Chicago  for  the 
purpose.  While  in  New  York  he  will  put 
up  at  the  Manhattan  Hotel. 


250 


THE  BICYCLING  WORLD 


GLIESMAN'S  PUSH  CYCLE  SIGN 


It  has  Caused  Many  Inquiries,  but  only  one 
of  them  Stunned  the  New  Yorker. 


Harry  A.  Gliesman,  who  sells  Tigers, 
Reading  Standards  and  R-S's  on  Eight  ave- 
nue. New  York,  and  who  is  very  keen  on 
the  job,  is  very  much  given  to  the  use  of 
the  term  "push  cycle,"  as  a  definition  of  the 
bicycle  pure  and  simple  in  contradistinction 
to  the  motor  bicycle.  Indeed,  he  liked  the 
looks  and  the  sound  of  the  words  so-  well 
that  recently  he  invested  in  a  display  ban- 
nerette on  one  side  of  which  was  painted 
"Motorcycles"  and  on  the  reverse  "Push 
Cycles." 

The  painter  made  a  very  fine  job  of  it 
and  Gliesman  was  quite  proud  of  the  ban- 
ner as  it  fluttered  from  the  front  of  his  es- 
tablishment. As  a  matter  of  fact,  it  still 
fills  him  with  pride,  but  a  few  days  ago  this 
pride  was  sorely  humbled.  On  several  oc- 
casions, ignoramuses  entered  his  store  and 
asked  for  descriptions  of  the  "push  cycle," 
but  it  was  not  until  last  week  that  Glies- 
man received  a  really  severe  shock. 

The  representative  of  a  jobbing  house 
had  dropped  in  with  the  praiseworthy  atten- 
tion of  inveigling  the  dealer  to  place  an 
order  for  some  of  his  goods.  Gliesman 
was  busy  when  he  first  entered,  but  not  too 
busy  to  observe  that  the  jobbing  man  was 
displaying  unusual  interest  in  the  name 
plates  of  the  various  bicycles  that  stand  in 
the  Gliesman  store.  The  cause  of  this  in- 
terest did  not  become  apparent  until  the 
jobbing  man,  having  fulfilled  his  mission, 
was  about  to  take  his  departure. 

"I  say,  Gliesman,"  he  then  suddenly  ex- 
claimed, "who  makes  the  Push?" 

"Who  makes  the  what?"  responded  Glies- 
man, wholly  off  his  guard  for  the  moment. 

"Why  the  'Push  cycle.'  I  see  you  are 
selling  it.     I  never  heard  of  it  before!" 

Gliesman  tells  the  story  himself  and  few 
men  have  more  reverence  for  George 
Washington's  cherry  tree  story. 


Lyons   in   a    Head-on    Collision. 

Henry  S.  Lyons,  New  York  representative 
of  the  Wagner  Motorcycle  Co.,  and  one  of 
the  very  few  men  who  maintain  an  exclusive 
motorcycle  establishment,  narrowly  escaped 
death  on  Tuesday  last,  22d  inst.  As  it  is, 
he  is  lying  with  a  fractured  skull  in  a  hos- 
pital at  Port  Chester,  N.  Y.,  but,  thanks  to 
an  unusually  strong  constitution,  is  mending 
with  surprising  rapidity. 

Lyons,  with  two  friends,  all  on  motor 
bicycles,  were  riding  through  Rye,  N.  Y., 
when  Lyons,  who  was  in  the  lead,  turned 
his  head  to  look  for  his  companions.  At 
the  same  moment,  an  automobile  coming 
from  the  opposite  direction,  suddenly 
swung  around  a  curve  in  the  road;  a  head- 
on  collision  resulted.  Lyons  was  picked  up 
in  what  was  supposed  to  be  a  dying  condi- 


tion. He  rallied,  however,  and  his  recovery 
is  now  certain.  Lyons  was  formerly  one 
of  the  best  all-around  athletes  in  New  York 
and  his  superb  physical  condition  undoubt- 
edly served  him  to  good  purpose.  The 
chauffeur  concerned  was  arrested,  of  course, 
as  also  were  Lyons's  two  companions,  the 
latter  on  a  charge  of  riding  motorcycles 
without  license  numbers.  They  were  de- 
tained an  hour  before  the  excited  constable 
unearthed  the  law  on  the  subject,  when  he 
could  not  release  the  motorcyclists  too 
quickly.  He  is  now  wondering  whether  the 
motorcyclists  will  enter  suit  for  false  arrest, 
which  his  unwarranted  action  invited. 


EFFECTS  OF  HOT  WEATHER 


How  it  Unexpectedly  Opened  the  Dealer's 
Eyes  to   Value  of   Motorcycles. 


Furnishes   Fresh   Batteries  Monthly. 

Accumulators  are  so  largely  used  in  Eng- 
land as  a  means  of  ignition  that  a  company 
has  recently  been  incorporated  in  London 
under  the  title  of  Portable  Accumulators, 
Ltd.,  to  conduct  a  sort  of  subscription  ser- 
vice, by  means  of  which  the  motorcyclist 
may,  upon  payment  of  a  fee  of  about  $10, 
have  at  his  disposal  a  freshly  charged  accti- 
mulator  any  time  he  wishes  it.  The  bat- 
teries remain  the  property  of  the  company 
and  the  subscriber,  to  whom  is  issued  a 
ticlcet  entitling  him  to  exchange  his  battery 
for  a  freshly  charged  one  whenever  neces- 
sary, is  responsible  for  damage  to  them 
other  than  that  cau.sed  by  wear  and  tear. 
Every  fourth  week  from  the  date  of  the 
previous  exchange,  the  battery  is  to  be 
returned  to  a  station  whether  used  or  not. 
Exchange  and  charging  stations  will  in  the 
course  of  time  be  established  in  all  the  prin- 
cipal cities,  so  that  the  service  should  prove 
a  great  convenience. 


"Bicycle  Trust"  in  Walla  Walla! 

There  is  excitement  in  Walla  Walla!  If 
you  do  not  believe  it,  just  read  this  mo- 
mentous dispatch  from  that  "swirling  cen- 
ter" which  has  been  printed  in  a  number  of 
papers  out  West: 

"The  bicycle  shops  of  Walla  Walla  have 
formed  a  trust  or  combination  to  maintain 
uniform  prices  for  repair  work  and  sundry 
bicycle  fittings.  The  prices  will  be  based 
on    the    charges    prevailing    in    Portland." 

Walla  Walla,  it  may  be  added,  is  a  mere 
speck  on  the  map  of  the  State  of  Washing- 
ton. 


Buffum  Rides  to  Boston. 

Edward  Buffum,  sales  manager  of  the 
Consolidated  Mfg.  Co.,  passed  through  New 
York  this  week  on  a  business  trip  to  Bos- 
ton. He  was  practicing  what  he  preaches: 
He  was  making  the  journey  on  a  Yale-Cali- 
fornia  motor   bicycle. 


The  Retail  Record. 

Corsicana,    Tex, — J.    F.    Lamb;    fire;    loss, 
$750.  ^ 

Hamburg,  Pa. — Lemon  Fister  and  Levi 
Williamson,  formed  a  partnership  j  firm 
style,  Fistef,  Williamson  &  Co.  , 


Frank  B.  Widmayer,  who  handles  Indian 
motorcycles  at  2312  Broadway,  New  York, 
has  been  practicing  what  he  preaches  and  a 
little  more.  He  long  has  been  unfolding 
glowingly,  for  the  benefit  of  purchasers, 
prospective  and  otherwise,  the  great  advan- 
tages of  the  tri-car,  so-called,  for  pleasure 
purposes,  and  of  the  motorcycle  van  for 
business  purposes.  He,  of  course,  has  been 
demonstrating  the  three-wheelers  consider- 
ably, but  it  was  not  until  the  hot  wave 
struck  New  York  that  he  put  one  of  them  to 
practical  commercial  use,  and  when  he  did 
so  it  was  not  the  van  he  used  but  the  tri-car. 

In  addition  to  selling  motorcycles,  Wid- 
mayer is  an  electrician  and  electrical  con- 
tractor; and,  as  is  always  the  case  when 
Old  Sol  causes  the  thermometer  to  reach 
great  heiglats,  he  was  flooded  with  orders 
for  the  repair  of  electric  fan  motors  and 
for  the  necessary  batteries  to  be  recharged 
or  replaced.  The  orders  came  in  so  fast 
that  he  was  unable  to  cope  with  them  until 
the  value  of  the  tri-car  suggested  itself. 
Since  then  it  has  been  in  almost  daily  use 
by  liis  "outside  man"  and  a  helper.  They 
have  responded  to  calls  from  Twenty-third 
•street  to  One  Hundred  and  Fifty-fifth  street 
and  the  number  of  jobs  that  they  have 
accomplished  has  served  to  heighten  the 
value  of  the  tri-car  in  even  Widmayer's 
eyes,  and  he  has  always  had  a  pretty  high 
opinion  of  it,  at  that. 

He  states  that  with  the  use  of  the  little 
machine  the  two  men  Iiave  accomplished  as 
many  as  40  small  jobs  in  a  day,  carrying 
with  them,  when  occasion  required,  a  full 
kit  of  tools,  batteries,  wires  and  all  other 
necessary  supplies.  He  figures  that  he  is  a 
big  winner,  as  the  operation  of  the  tri-car  has 
not  cost  more  than  25  cents  per  day,  while 
ordinarily  the  cost  of  carfare  very  greatly 
exceeds  that  sum,  and  this  without  regard 
to  any  other  savings  and  the  increase  of 
work  that  is  made  possible. 


"Limbering  up"  an  Engine. 
An  engine  which  has  been  standing  idle 
for  some  time  requires  a  "limbering  up" 
before  it  is  fit  again,  and  just  so  the  human 
engine  must  be  "run-in"  from  time  to  time, 
in  order  that  it  may  be  kept  limber,  and  that 
all  its  parts  may  retam  their  proper  condi- 
tion and  relation  to  one  another.  And  this 
the  bicycle  does  for  its  grown-up  users,  just 
as  it  used  to  be  said  that  the  terrible  red- 
hued  velocipede  did  for  their  childhood 
days — develops  them.  Only,  where  the  ten- 
dency of  that  was  to  make  them  grow  up, 
the  tendency  of  this  is  to  make  them  grow 
down.  For  old  age  is  as  ultra-mature  as 
youth  is  immature,  and  the  natural  tendency 
of  right  living  is  toward  the  true  normal 
of  perfect  action  throughout  the  system. 


THE  BICYCLING  WORLD 


251 


RIGHT  AND  LEFT  THREADS 


How  they  Came  About  and  Just  how  they 
Serve  their  Purposes. 


Despite  its  many  well  known  traits,  and 
the  degree  of  familiarity  which  the  average 
rider  exhibits  in  regard  to  its  various  parts, 
there  are  many  points  about  the  construc- 
tion of  the  bicycle  which  are  but  little  un- 
derstood, and  numerous  "whys"  which  at 
the  outset  seem  to  be  unanswerable.  Thus, 
for  instance,  the  wire  wheel  which  has 
come  to  be  so  absolutely  identified  with 
cycle  constructiofi  in  all  its  phases,  is  suffi- 
ciently familiar  to  need  no  identification, 
yet  probably  not  one  rider  in  a  hundred 
could  explain  logically  just  why  it  is  that 
the  suspension  principle  is  the  most  advan- 
tageous in  this  application,  nor  indeed,  why 
the  nipples  are  placed  on  the  outside  of  the 
rim  instead  of  within,  where,  to  all  intents 
and  purposes,  the  weight  of  the  machine 
should  be  carried.  In  the  same  way,  al- 
though it  is  commonly  known  that  a  certain 
rule  is  applied  to  the  method  of  screwing 
the  pedals  into  the  cranks,  many  riders  have 
no  idea  what  that  rule  may  be,  simply  rely- 
ing on  the  method  of  trial  and  error  when  it 
becomes  necessary  to  extract  one  from  the 
mount,  and  of  the  few  who  know  at  the 
outset  that  the  pedal  shanks  are  uniformly 
turned  toward  the  front  when  being  in- 
serted, few  indeed  can  demonstrate  satis- 
factorily the  reason. 

At  first  thought,  it  seems  comparatively 
simple,  since  it  is  the  rule  applied  to  the 
tightening  of  the  nuts  on  wagon  axles,  and 
is  therefore  tolerably  familiar  to  the  aver- 
age person  of  mature  years  and  some  ex- 
perience with  horse  drawn  vehicles.  When 
the  action  which  is  involved  is  considered 
a  little  more  intimately,  however,  it  appears 
that  the  custom  followed  must  be  just  oppo- 
site what  it  should  be,  or,  in  other  words, 
that  the  screws  should  be  turned  toward 
the  rear  in  each'  case.  As  has  been  said, 
however,  common  practice  decrees  that  a 
right  hand  thread  be  used  upon  the  right 
side  of  the  machine,  and  a  left  upon  the 
other,  and  the  investigator,  rightfully  as- 
suming that  the  prevalence  of  the  custom 
must  indicate  that  there  is  a  good  and  suffi- 
cient reason,  sits  himself  down  to  think  it 
out. 

In  the  first  place,  it  is  evident  that  as  in 
the  case  of  the  wagon  wheel,  the  intention 
of  the  designer  in  using  opposite  tiireads 
upon  the  two  sides  of  the  mount,  must  have 
.  some  bearing  upon  the  possible  tendency  of 
the  parts  to  work  loose  in  service,  the  de- 
sign being  calculated  to  make  them  draw 
together  instead  of  working  apart,  and  this 
furnishes  the  first  clew  to  the  mystery.  That 
there  should  be  a  difference  in  the  respect- 
ive tendencies  on  the  two  sides,  also  is  ap- 
parent from  the  fact  that  the  pedals  are  to 
be  inserted  from  opposite  sides,  while  both 
cranks  rotate  in  the  same  direction. 

Bearing  this   in   mind,   then,   the   relative 
action  of  the  pedals  upon  the  crank  spindles. 


in  which,  evidently  the  secret  of  the  thing 
must  lie,  may  be  studied.  Considering, 
then,  Fig.  1,  in  which  the  crank  arm  c  and 
the  pedal  p  are  roughly  shown,  and  remem- 
bering that  the  pedal  is  always  maintained 
in  what  is  practically  a  horizontal  position, 
note  the  value  of  the  angle  a,  between  the 
line  of  the  crank  and  the  top  of  the -pedal 
in  the  position  shown,  and  then  at  a  point 


-'>^ 


^■1. 


\y. 


a 


further  over  in  the  regular  stroke  of  the 
foot.  Here,  the  angle  a'  is  greater  than 
before,  simply  because  the  pedal  has  not 
turned,  while  the  crank  has  altered  its  posi- 
tion. Considering  a  further  rotation  of  the 
crank,  it  will  be  seen  in  the  same  way,  that 
the  angle  continues  to  increase,  and  that 
the  relative  movement  between  the  two  is 
precisely    the    same    as    though    the    crank 


were  stationary  and  the  pedal  were  rotated 
in  a  direction  opposite  to  that  taken  by  the 
hands  of  a  clock.  This  establishes  point 
number  two,  in  the  analysis,  namely,  that 
the  pedal  turns  left  handed  over  its  shank 
on  the  right  side  of  the  machine.  By  a 
similar  process,  it  also  is  developed  that  the 
left  hand  pedal  turns  right-handedly  on  its 
shank. 

This  being  the  case,  and  remembering 
that  the  desirable  thing  is  to  arrange  the 
threads  so  that  they  will  tend  to  be  drawn 
up  by  the  forward  action  of  the  machine,  it 
would  appear  that  the  natural  friction  be- 
tween the  bearing  and  the  journal  would 
tend  to  turn  the  shank  with  the  pedal,  and 
that  on  the  right  hand  side  a  left-hand 
thread  should  be  employed,  and  opposite  to 
it,  a  right  hand  thread.  That  is  to  say,  that 
both  shanks  should  be  turned  toward  the 
rear  in  assembling.  This  conclusion,  which 
seems  to  be  perfectly  rational,  appears  to 
discount  all  the  tenets  of  common  practice, 


and  if  the  investigator  goes  no  further,  he 
may  rest  assured  that  he  is  right,  and  that 
common  practice  is  quite  wrong,  as  would 
undoubtedly  be  the  case  were  plain  bear- 
ings used.  On  performing  a  mental  dis- 
section of  the  pedal,  however,  a  secondary 
consideration  comes  to  light  which  sets 
things  right  once  more.  And  it  is  just  here 
that  the  average  rider's  difficulty  comes  in — 
namely,  in  thoroughly  comprehending  the 
action  of  the  ball  bearing. 

In  Fig.  2,  which  may  be  supposed  to  rep- 
resent a  section  through  one  of  the  bear- 
ings in  an  ordinary  pedal,  the  pedal  cup 
is  indicated  by  the  annular  ring  p,  the  balls 
by  the  circles  b,  and  the  cone  mounted  on 
the  pedal  shank,  or  made  with  it,  as  the 
case  may  be,  by  the  solid  section  s.  In  ac- 
cordance with  the  reasoning  just  indicated, 
the  pedal  is  shown  by  the  arrow  as  turning 
in  a  counter-clockwise  direction  about  the 
shank.  If  the  shank  is  supposed  to  be  sta- 
tionery, it  will  at  once  be  apparent  that  the 
relative  motion  between  the  two  must 
cause  the  balls  to  rotate  within  the  race 
in  the  direction  indicated  by  the  little  ar- 
rows, a  direction  which  also  is  counter- 
clockwise. But,  by  the  same  token,  while 
their  outer  surfaces  are  being  pulled  along 
in  the  left  hand  direction  by  the  pedal  race, 
their  inner  surfaces  are  turning  backward, 
or  righthandedly,  and  whatever  force  is 
absorbed  by  them  in  the  form  of  rolling 
friction  on  the  outer  side,  must  also  be 
duplicated  on  their  inner  points  of  contact, 
and  must  constitute  a  backward  thrust,  or 
kick,  in  the  right  hand  direction. 

It  is  this  reactionary  thrust  of  the  ball 
bearing,  opposite  to  the  direction  of  the 
pull  upon  the  bearing  parts,  and  opposite 
to  the"  frictional  pull  in  a  plain  bearing, 
which  acounts  for  the  method  of  fastening 
the  pedals  into  the  cranks.  However  dif- 
ficult it  may  appear  to  recognize  its  inten- 
sity, when  the  well-night  frictionless  nature 
of  the  ball  bearing  is  considered,  a  very 
simple  experiment  will  suffice  to  demon- 
strate its  importance,  and,  in  fact,  its  exist- 
ence, which  seems  so  doubtful  at  first.  For 
if  the  two  hands  be  pressed  together,  palm 
to  palm,  and  one,  say  the  right,  be  moved 
away  from  the  body,  the  friction  between 
them  will  tend  to  draw  the  other  along  with 
it,  the  one  only  slipping  over  the  other 
when  considerable  force  is  exerted.  If  now, 
a  lead  pencil  be  placed  between  them  cross- 
_wise,  and  the  same  action  be  repeated,  it 
at  once  becomes  apparent  that  the  tendency 
is  to  draw  the  left  hand  backward  just  in 
proportion  to  the  forward  movement  of  the 
right,  and  without  any  evident  resistance. 

This  very  elementary  demonstration  at 
once  indicates  the  principle  of  the  ball 
bearing,  and  the  nature  of  the  resistances 
which  it  develops,  and  explains  the  conven- 
tion which  applies  a  right  hand  thread  to 
the  right  side,  and  a  left  hand  thread  to  the 
left  side  of  the  bicycle  pedal.  Also,  the 
same  train  of  reasoning  will  serve  to  ex- 
plain the  reason  for  using  the  various 
"rights"  and  "lefts"  which  are  to  be  found 
in  other  parts  of  the  bicycle. 


252  THE  BCYCLING  WORLD 


A5  EACH  SEASON  ROLLS  AROUND 

it  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever. 

National   Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who  knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid   record 
of  the  National  on  road  and  track,  and  year  after  year. 

"A  National  Rider  is  Proud  of  his  flount,"  is  an  old  adage. 

It's    still  trite    and    true.       If    not    familiar  with   our    latest 

models,  we'll  gladly  inform  you  regarding  them. 


If  we  are  not  represented  in  your  locality  we  will  he  glad  to  hear  from    YOU. 


NATIONAL  CYCLE  MFQ.  CO,,   =    Bay  City,  Mich. 


Comfort 
Resiliency 


and  45  per  cent.  Saving  in  Tire  flaintenance  ^^  ^^^  essentials 


the  ever  reliable 


Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chlcopee   Falls,   Mass. 


IHE  BICYCLING  WORLD 


253 


JTHE 


FOUNDED^ 

^nd;vY%oCYCLE  REVIEW<«s»^ 

Published   Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y, 


TELEPHONE,  2652  JOHN. 


Subscription,    Per    Annum   (Postage  Paid)   $2.00 

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THE  BICYCLING  WORLD  COMPANY. 


J5ntered  as  second-class  matter  at  the  New  York, 
N.   Y.,   Post  Office,   September,   1900. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and   its  branches. 

;t?i"Change  of  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  liand  on  MONDAY  pre- 
ceding  the    date   of   publication. 

^t^Members  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York;  our  facilities  and 
information  will  be  at  their  command. 


To   Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 

New  York,  May  26,  1906. 

"Enclosed  please  find  amount  of  my  re- 
newal. I  have  been  a  constant  reader  of 
the  Bicycling  World  for  three  years  and 
now  would  not  be  without  it  for  any  price. 
I  am  always  looking  for  the  arrival  of  the 
next  number." — -W.  H.  Gerlach,  New 
Braunfels,   Texas. 


What  of  Alcohol  Fuel? 

With  denatured  alcohol  almost  within 
reach,  manufacturers  of  motorcycles  should 
be  moved  sufficiently  to  permit  their  atten- 
tion to  dwell  on  the  possible  or  probable 
influence  of  that  fuel  on  their  productions 
and  their  adaptability  to  its  use.  We  have 
been  given  to  understand  that  at  least  one 
of  their  number  already  has  done  that  very 
thing  and  with  such  success  that  he  has  let 
it  be  known  that  he  is  "ready  for  alcohol 
whenever  it  comes." 

From  the  knowledge  available,  it  would 
appear  that  alcohol  holds  peculiar  advan- 
tages for  motorcyclists.  However  it  may 
b,e  in  other  parts,  it  is  certain  that  no  riders 
in  any  part  of  the  world  will  more  heartily 
hail  the  appearance  of  the  fuel  than  those 
in  New  York  City.  None  who  has  not  had 
experience  with  the  bumptious  New  York 
garage  keeper  who  scorns  to  sell  a  miser- 


able gallon  of  gasolene  or  who  exacts 
double  price  for  it  in  order  to  discourage 
future  calls,  can  even  begin  to  appreciate 
how  really  hearty  will  be  the  extent  of  this 
New  York  welcome. 

If,  in  addition,  denaturized  alcohol  means 
that  the  modest  bicycle  dealer  or  the  motor- 
cyclist himself,  can  keep  it  for  sale  or  for 
personal  use  without  risking  his  freedom 
or  his  insurance  policy,  or  that  the  resident 
in  the  apartment  house  can  store  a  motor 
bicycle  therein  without  fear  of  landlords  or 
other  consequences,  it  will  prove  a  boon, 
indeed. 

Aside  from  these  considerations,  if  the 
use  of  alcohol  fuel  will  halve  or  otherwise  re- 
duce the  cost  of  operating  motorcycles,  that 
alone  should  be  sufficient  to  commend  it  to 
the  attention  of  motorcycle  manufacturers. 
Wonderfully  economical  as  they  are,  every 
reduction  will  serve  to  add  to  the  wonder  of 
motorcycles  and  bring  them  at  least  a  step 
nearer  the  vehicle  the  economy  of  which 
never  can  be  equalled  by  any  other  means 
of  locomotion — the  bicycle  itself. 


Importance  of  Adjustments. 

Comparatively  few  riders,  except  those 
whose  years  of  experience  have  fitted  them 
to  speak  a  word  of  authority,  realize  of 
what  great  importance  it  is  to  have  the 
relative  adjustments  of  all  parts  of  the 
mount  fitted  to  their  exact  physical  require- 
ments. How  much  of  undue  unweariness, 
how  much  of  soreness  in  tender  spots,  and 
how  much  of  general  disgust  with  the  whole 
world  might  be  saved  by  giving  proper  at- 
tention to  this  matter  at  the  outset  of  the 
riding  season,  they  alone  can  tell. 

Indeed,  it  is  most  remarkable  what  a  great 
deal  of  difference  in  the  comfort  of  riding 
the  slightest  alteration  of  saddle  or  bar 
position  will  accomplish,  and  as  these  are 
matters  which  cannot  be  set  down  by  rule 
or  formula,  it  is  left  to  the  rider  himself  to 
see  that  they  are  put  right.  In  the  first 
place,  he  much  choose  for  himself  a  riding 
position  which  is  suited  not  simply  to  his 
bodily  needs  insofar  as  comfort  of  the 
muscles  when  relaxed  is  concerned,  but  also 
with  due  regard  to  the  kind  of  riding  in 
which  he  proposes  to  indulge.  Simply  to 
be  able  to  reach  the  bars  conveniently  when 
sitting  up  or  when  stooping  over,  is  not 
enough.  The  fore  and  aft  position  of  the 
saddle,  governing,  as  it  does,  the  angle  to 
which  the  legs  must  be  bent,  and  the  height 
of  the  saddle  which  has  a  still  greater  con- 
trol over  the  leg  action,  must  be  studied 
with   care.     The   pitch   of   the   saddle,   too, 


which  regulates  the  freedom  of  the  legs  and 
as  well,  the  degree  of  pressure  which  has 
to  be  borne  by  the  hands,  is  a  matter  of 
gieat  moment,  especially  where  long  rides 
are  to  be  taken,  and  measures  the  rider's 
fitness  for  more  work  at  the  end  of  the  run. 
Hardly  less  important  than  this,  the  pitch 
of  the  bars,  where  they  are  adjustable,  con- 
trols the  action  of  the  muscles  of  the  fore 
arm,  and  plays  a  great  part  in  regulating  the 
ease  of  steering,  and  reducing  unnecessary 
fatigue. 

To  indicate  any  absolute  method  of  se- 
curing the  proper  adjustment  of  the  ma- 
chine to  the  rider,  would  almost  of  need 
involve  treading  on  the  toes  of  one  or  more 
of  the  many  riding  theories  which  are  ex- 
tant, each  with  its  meed  of  logic  behind  it. 
It  is  sufficient  to  point  out  the  necessity  of 
care  both  in  choice  and  method  and  detail 
in  accomplishing  it.  It  cannot  be  done  the 
first  time,  nor  the  second,  nor  even  the 
third,  that  it  is  attempted.  Rather  I't  is  a 
matter  requiring  prolonged  study  on  the 
part  of  the  rider,  both  of  himself  and  the 
mount.  But,  by  that  very  token,  it  is  a 
matter  of  importance,  and  one  which  should 
,  not  be  neglected.  Each  adjustment  should 
be  considered  in  relation  to  its  effects  upon 
each  of  the  others,  and  by  trial,  the  proper 
relation  determined,  step  by  step,  until  the 
maximum  of  distance  can  be  ridden  with 
the  minimum  of  fatigue.  Only  this  should 
be  borne  in  mind,  that  there  are  as  many 
fads  in  connection  with  the  method  of  rid- 
ing a  bicycle  as  there  are  in  connection 
with  any  other  means  of  recreation,  and 
their  tendency  is  to  an  exaggeration  of  the 
ideal.  Of  this  the  rider  should  beware,  let- 
ting his  choice  fall  rather  on  what  is  most 
to  his  liking  and  benefit,  than  to  that  which 
has  been  recommended  to  him  by  another. 
And  always,  the  criterion  of  correct  posi- 
tion and  adjustment  should  be  that  a  pro- 
longed ride  should  produce  no  special 
weariness  in  any  one  part;  that  aside  from 
the  leg  muscles,  which  are  most  active,  the 
entire   body   should   be   affected    evenly. 


"I  am  going  to  do  all  I  can  to  foster  the 
renewed  interest  and  enthusiasm  that  has 
developed  in  this  town.  One  of  the  best 
things  that  can  be  done  to  that  end  is  to 
have  a  greater  number  of  Bicycling  Worlds 
read  each  week.  You  may  therefore  send 
to  each  dealer  and  each  officer  of  the  new 
club,  who  is  not  regularly  receiving  the 
paper,  a  year's  subscription  and  forward 
bill  to  me."^Extract  from  a  letter  from  a 
cyclist  in  no  way  connected  with  the  trade. 


254 


THE  BICYCLING  WORLD 


FIXTURES 


May  26 — Richmond,  Ind. — Richmond 
Bicycle  Dealers'  Association's  second  an- 
nual fourteen-mile  handicap  road  race; 
open. 

May  30— New  York  City. — New  York 
Motorcycle  Club's  annual  hill-climbing  con- 
test; open. 

May  30 — New  York  City — Bicycle  and 
motorcycle  races  at  Celtic  Park;  open. 

May  30 — Denver,  Colo. — Opening  meet  at 
Denver  saucer. 

May  30— Bloomington,  111.— Y.  M.  C.  A.'s 
annual  eight-mile  handicap  road  race  and 
one-mile  race  for  boys. 

May  30— Bufifalo,  N.  Y.— Twenty-mile 
handicap  road  race;  open. 

May  30. — Detroit,  Mich. — Detroit  Wheel- 
men's annual  twenty-five-mile  handicap  road 
race  on  Belle  Island;  open. 

May  30 — Washington  Park,  N.  J. — Bicycle 
race  meet;  open. 

May  30 — Chicago,  111, — Chicago  Motor- 
cycle Club's  race  meet. 

May  30 — Spokane,  Wash. — Spokane  Ama- 
teur  Athletic   Club,   track   and   road   races. 

May  30 — Newark,  N.  J. — Eighteenth  an- 
nual Irvington-Milburn  twenty-five-mile 
handicap  road  race;  open. 

May  30— Salt  Lake  City,  Utah.— Opening 
race  meet  Salt  Palace  saucer,  and  annual 
eighteen-mile  road  race. 

May  30 — Atlantic  City,  N.  J. — Atlantic 
Wheelmen's  twenty-five  mile  road  race  on 
Pleasantville-May's  Landing  course;  open. 

May  30 — Grand  Rapids,  Mich.— Grand 
Rapids  Bicycle  Club's  fifteen-mile  handicap 
road  race;  open. 

May  30 — Chicago,  111. — Century  Road 
Club  Association's  annual  twenty-five-mile 
handicap  road  race;  open. 

May  30 — Newark,  N.  J. — Vailsburg  board 
track  meet. 

June  3 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  one  and  two-mile 

June  3 — Jamaica,  L.  I. — Tiger  Wheel- 
men's IS-mile  handicap  road  race;  closed. 

June  9 — Washington  Park,  N.  J. — Bicycle 
race  meet;  open. 

June  10— Valley  Stream,  L.  I.— Park  Cir- 
cle Club's  Brooklyn  handicap  20-mile  road 
race;  open. 

June  10— Valley  Stream,  R.  I.— Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

June  17 — Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  fifty-mile  handicap 
road  race;  open. 

June  30-July  3 — F.  A.  M.  annual  tour,  New 
York  to  Rochester,  N.  Y. 


TO    WADE   OR   NOT   TO    WADE." 


July  2-3 — F.  A.  M.  annual  endurance  con- 
test. New  York  to  Rochester,  N.  Y. 

July  4 — Los  Angeles,  Cal. — Bay  City 
Wheelmen's  road  race  to  Santa  Monica; 
open. 

July  4 — Milwaukee,  Wisconsin — Milwau- 
kee Motorcycle  Club's  race  meet. 

July  4 — Atlanta,  Ga. — Track  meet  at  Pied- 
mont Park. 

July  4 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
Long  Island  derby. 

July  4-6— Rochester,  N.  Y.— F.  A.  M.  an- 
nual meet  and  championships. 

July  8 — Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  ten-mile  road  race. 

July  8— Valley  Stream,  L.  I.— Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

July  29-August  S — Geneva,  Switzerland — 
World's  championships. 

August  12 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

Aug.  26 — Valley  Stream,  L.  I. — Century 
Road    Club   Association's   record   run. 

August  26 — Century  Road  Club  of  Amer- 
ica's fifteen-mile  handicap  road  race;  open. 

September  3 — Muskegon,  Mich. — Muske- 
gon Motorcycle  Club's  race  meet. 

September  3 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  annual  twenty-five- 
mile  handicap  Coney  Island  Cycle  Path 
race;  open. 

September  9 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

September  16 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  one  hundred  mile 
record  run. 


Sept.  23— Valley  Stream,  L.  I.— Century 
Road  Club  Association's  twenty-five  mile 
handicap  road  race;  open. 

November  29 — Century  Road  Club  of 
America's  fifty-mile  handicap  road  race; 
open. 


More  Life  for  the  Quaker's  Coney. 

Famous  old  Washington  Park-on-the- 
Delaware,  Philadelphia's  Coney  Island,  is 
coming  to  life  again.  Already  two  bicycle 
race  meets  have  been  carded  for  an  early 
date  and  others  are  in  prospect.  The  first 
will  be  held  on  Decoration  Day,  for  which 
enterics  are  being  received  by  John  A. 
Roden,  2238  Fitzwater  street,  Philadelphia. 
On  Saturday,  June  9th,  several  races  are 
scheduled  in  connection  with  a  big  athletic 
meet  and  already  a  number  of  prominent 
Philadelphia  riders  have  entered.  The  en- 
trance fee  for  this  meet  has  been  fixed  at 
fifty  cents  for  each  event,  which  includes 
transportation  from  Philadelphia  to  the 
Park  and  return. 


"Registration  Day"  at  Vailsburg. 

Notwithstanding  the  weather  was  warm 
last  Sunday,  bathrobes  were  very  much  in 
evidence  at  the  Vailsburg  board  track.  The 
reason  was  that  it  was  registration  day, 
and  as  efforts  to  escape  the  searching  eye 
of  Chairman  Kelsey  of  the  National  Cycling 
Association's  Board  of  Control  proved  use- 
less, many  of  the  riders  left  the  track  with 
one  dollar  less  than  they  expected.  A  novel 
feature  has  been  instituted  in  the  licenses 
this  year.  They  are  international  in  privi- 
lege and  a  rider- may  compete  on  any  Amer- 
ican or  foreign  track  affiliated  with  the 
National  Cycling  Association  or  the  Union 
Cycliste  Internationale  upon  presentation 
of  the  card. 


"Mascot"  near  the  Front. 
The  Bay  View  Wheelmen  held  a  five- 
mile  handicap  road  race  at  their  outing  at 
Linden,  N.  J.,  last  Sunday,  20th  inst.,  which 
was  won  by  Eugene  Lange,  with  a  three- 
minute  handicap.  He  covered  the  distance 
in  16  minutes.  Allan  Weunsch,  the  Bay 
View's  mascot,  finished  second,  and  Charles 
James,  one  of  the  scratch  men,  came  in 
third. 


Names  Necessary  in  Roumania. 

It  would  appear  that  cycle  stealing  in 
far-off  Roumania  would  be  a  hazardous 
thing  to  attempt,  and  it  also  is  well  nigh 
impossible  for  a  cyclist  to  remain  uniden- 
tified after  having  caused  an  accident.  In 
Roumania  cyclists  are  forced  to  have  their 
names  and  addresses,  not  only  on  the  frame 
of  the  machine,  but  also  on  the  lens  of  the 
lamp,  so  that  it  may  be  read  at  night. 


From  Cycle  Factory  to  Jail. 

"Fred  Van  Vleet,  a  former  employe  of  the 
Pxlipse  Bicycle  Co.  at  Elmira  Heights," 
says  a  Corning  (N.  Y.)  paper,  "has  accepted 
a  position  at  the  Chemung  County  jail  as 
turnkey."  _  ^ 


THE  BICYCLING  WORLD 


255 


Route  and  Details  of  the  F.  A*  M«  Endurance  Contest* 


^^:^ 


^  y' 


Details  of  the  annual  national  endurance 
contest — the  fifth — to  be  conducted  by  the 
Federation  of  American  Motorcyclists  and 
which,  as  usual,  will  constitute  the  prelude 
to  the  F.  A.  M.  meet,  which  this  year  occurs 
at  Rochester,  July  4,  S  and  6,  have  been 
definitely  arranged. 

The  start  will  be  made  from  New  York 
at  4  o'clock  a.  m.  on  Monday,  July  2d;  the 
first  day's  destination  will  be  Little  Falls, 
228.8  miles;  the  second  day's  travel  will  be 
from  Little  Falls  to  Rochester,  145  miles. 
The  east  shore  of  the  Hudson  River  will 
be  followed  to  Albany,  thence  the  contest- 
ants will  go  via  the  Mohawk  Valley  to 
Rochester. 

There  will  be  but  five  controls — Pough- 
keepsie,  Albany,  Little  Falls,  Syracuse  and 
Rochester,  but  checkers  will  be  established 
at  Peekskill,  Hudson,  Amsterdam,  Utica 
and  Lyons.  The  times  will  be  taken 
only  at  controls  and  the  awards  will  be 
based  on  the  arrival  times  at  those  points. 

In  a  general  way,  the  same  plan  and  the 
same  rules  that  obtained  in  last  year's 
contest  will  apply  on  this  occasion. 
The  schedule  will  be  based  on  a  speed  of 
15  miles  per  hour,  but  30  minutes'  "leeway" 
will  be  permitted,  which  is  more  generous 
than  heretofore.  Thus,  although  on  the 
15  miles  per  hour  reckoning,  the  contestants 
are  due  to  reach  Poughkeepsie,  for  instance, 
at  9:12  a.  m.,  the  "leeway"  of  30  minutes 
when  divided  in  equal  parts  makes  the 
maximum  or  earliest  time  of  arrival  8:58 
a.  m.,  and  the  minimum  or  latest  time  of 
arrival,  9:28  a.  m. 

The  schedule  outlined  is  as  follows: 
Monday,    July    2. 
Leave  New  York,  4  a.  m. 
Arrive  Poughkeepsie,  78  miles,  8.58-9.28  a.  m. 

"      Albany,  152.8  "        1.56-2.26  p.  m. 

"      Little  Falls, .  228.8  "       7.01-7.38     " 

Tuesday,  July  3. 
Leave  Little  Falls,  6  a.  m. 
Arrive  Syracuse,  301.8  miles,  10.37-11.07  a.  m. 
Rochester,  383.8  "  4.15-  4.45  p.  m. 
To  obtain  the  awards  for  perfect  per- 
formance, competitors  must  reach  each 
control  within  the  allotted  thirty  minutes. 
Owing  to  the  liberal  limits,  no  allowance 
will    be    made    for    variations    of    watches. 


As  is  apparent,  tardiness 
central  renders  a  perfect 
sible,  but  to  make  it  worth  while  press- 
ing on  to  the  finish,  survivors'  award  will 
be  given  all  belated  contenders  who  reach 
the  night  controls  within  five  hours  of  the 
minimum  schedule  times  of  arrival  at  those 
points.  The  awards  will  be  more  valuable 
than  in  previous  endurance  contests.  Gold 
medals  will  be  awarded  for  perfect  perform- 
ances and  silver  ones  for  merely  "surviv- 
ing" the  two  days'  ordeal.  The  route  is 
one  that  will  test  the  calibre  of  both  men 
and  machines.  The  road  from  New  York 
to  Albany  is  a  succession  of  ups  and  downs 
and  beyond  that  point  there  is  sand  enough 
to  enable  any  rider  to  demonstrate  that  he 
is  a  "worthy  competitor,"  although  rem- 
nants of  cycle,  paths  still  exist  in  many 
places  to  relieve  the  monotony. 

The  entry  fee  will  be  $5.  H.  J.  Wehman, 
108  Park  Row,  New  York,  will  be  in  charge 
of  the  entry  list,  which  will  close  June  25th. 
Entrants  must  be,  of  course,,  either  mem- 
bers of  the  F.  A.  M.  or  hold  certificates  of 
registration  issued  by  the  Competition  Com- 
mittee; as  naturally,  the  F.  A.  M.  limit  of 
five  horsepower  will  be  adhered  to. 


Reos&elaer 
Sreenbual^ 
ScbodocK 


7l<ir)derbook, 
^       ^  Tails 

rtodsooll6-9® 

reendole 
6iue5lot;e6 

Clermoii-r 
UpfjerRed  nocK 

f\ed  HooK 


4 


M.  E.  Toepel,  chairman  of  the  Federation 
of  American  Motorcyclists'  committee  on 
roads  and  tours  has  well  in  hand  the  plans 
for  the  F.  A.  M.  annual  tour  which  will 
follow  the  route  of  the  national  endurance 
contest  from  New  York  to  Rochester.  The 
tourists  will  leave  New  York  on  Saturday 
afternoon,  June  30,  and  will  be  due  to 
arrive  in  Rochester,  Tuesday  evening,  July 
3d.  E.  H.  Corson,  the  New  England  mem- 
ber of  Mr.  Toepel's  committee,  is  organiz- 
ing and  will  be  in  charge  of  a  Boston  party 
which  will  join  with  the  New  York  contin- 
gent at  Albany.  A  booking  fee  of  $1  will 
be  imposed,  the  proceeds  of  which  will  be 
expended  for  a  bronze  memento  of  the  tour 
which  will  be  of  a  novel  but  unusually  ap- 
propriate design. 


A  motorcycle  can  be  employed  to  good 
advantage  in  warding  ofif  the  attack  of  a 
vicious  dog,  according  to  the  thrilling  tale 
that  has  wafted  down  from  Stamford, 
Conn.     Miss   Margaret   Clear  was  walking 


frlbioebeck 
S-I^cirsbur^h 

Hyde  ParK 
ffOU6riI\EEP5ie  7© 

ISel6ooville^ 

^arrtjtorvo 

firv'i  n^lop 
;Ha5Ti  nfs 


serenely  down  Main  street,  wondering 
whether  she  would  put  roses  or  poppies  in 
in  her  new  hat,  when  suddenly  a  vicious 
bull  dog  which  has  a  record  of  five  such  at- 
tacks within  a  week,  leaped  at  her  throat 
three  or  four  times,  only  to  be  beaten  down. 
Then  he  bit  her  and  had  torn  her  clothes 
almost  into  shreds  when  the  motorcyclist 
rode  up.  The  brutish  canine  turned  and 
leaped  at  the  arrival,  but  he  'dodged  behind 
the  motorcycle,  at  the  sanfe  time  telling 
Miss  Clear  to  run.  The  young  man  opened 
the  muffler  of  the  machine,  according  to  the 
raconteur,  and  the  rapid  discharges  of  the 
exhaust  frightened  the  dog  and  it  fled.  The 
hero's  name  was  not  divulged,  but  the  trick 
is  far  from  being  a  new  one. 


256 


THE  BICYCLING  WOEy^D 


SCRATCH  MEN  WERE  CHIVALROUS 


Waited  for  their  Fallen  Rivals  and  so  Lost 
Prizes — Long  Markers  Win. 


Riding  with  a  handicap  of  seven  and  one- 
half  minutes,  George  Bray,  of  the  Long  Is- 
land division  of  the  Century  Road  Club 
Association,  surprised  even  his  clubmates 
last  Sunday,  20th  inst.,  by  winning  the  an- 
nual fifteen-mile  handicap  road  race  of  that 
organization,  at  Valley  Stream,  L.  I.  Bray's 
time  for  the  course  was  39  minutes  55j4 
seconds. 

The  race  was  a  success  in  every  respect. 
About  seventy-five  riders  started  from 
West's  at  Valley  Stream.  The  course  was 
over  the  long  famous  Merrick  road,  seven 
miles  out  and  eight  back,  the  start  being 
made  a  mile  below  the  usual  place.  One  of 
the  surprises  of  the  race  was  sprung  by 
A.  Demarest,  of  the  National  Athletic  Club. 
The  Brooklynite  started  with  the  five-min- 
ute bunch  but  soon  left  his  co-markers  and 
began  to  cut  out  a  fast  pace  alone.  He 
almost  made  a  double  killing  for  he  finished 
second  and  won  the  first  time  prize,  cover- 
ing the  distance  in  37:25^.  Louis  Sandles, 
of  New  York  City,  from  5  minutes,  finished 
third,  and  Otto  Brandes,  Edgecombe 
Wheelmen,  on  the  same  mark,  finished  one- 
fifth  of  a  second  behind.  Samuel  Morrison, 
another  Edgecomber,  with  a  handicap  of 
seven  minutes,  crossed  the  tape  fifth. 

The  scratch  men  were  totally  out  of  the 
race  through  their  generosity.  In  making 
the  turn.  Urban  McDonald  and  Vanden 
Dries  fell  and  instead  of  leaving  them  be- 
hind, the  other  scratch  men  very  generously 
waited  for  them  to  remount,  thereby  losing 
thirty-five  seconds  of  valuable  time.  Their 
Samaritan-like  kindness  caused  them  to  lose 
three  of  the  time  prizes.  Louis  Sandles, 
of  New  York,  captured  the  second  time 
prize  and  Otto  Brandes,  Edgecombe,  came 
in  for  third. 

Quite  a  lot  of  interest  centres  around  the 
man  who  won  fourth  time  prize.  Charles 
A.  Sherwood,  the  crack  member  of  last 
year's  New  York  Athletic  Club's  team,  who 
was  turned  professional  by  the  National 
Cycling  Association,  is  the  man.  Whether 
Sherwood  has  been  "washed"  or  not  is  un- 
known, but  if  he  has  not — well,  a  few  of  the 
amateurs  who  rode  against  him  in  last  Sun- 
day's race  may  be  seen  with  long  faces,  and 
worried  expressions.  The  only  other  scratch 
man  to  figure  in  the  time  prizes  was  Joe 
M.  Eifler,  the  promoting  organization's 
crack  road  rider.  Eifler's  determination 
stood  him  in  good  stead.  Two  miles  from 
the  tape  his  rear  tire  picked  up  a  ten-penny 
nail  which  rammed  through  tire,  rim  and 
all.  Notwithstanding  this  handicap,  Eifler 
rode  the  distance  on  the  rim  and  at  the  tape 
was  only  beaten  by  Sherwood  by  one-fifth 
of  a  second.    The  summary: 

H'c'p.  Time. 

Name.  Club.  M.  S.  M.  S. 

1.  Geo.  Bray,  C.  R.  C.  A 7:30  39:55}^ 

2.  A.  Damarest,  National  A.  C 5:00  37:254 

3.  S.    Sandles,   New   York 5:00  37:36 

4.  O.  Brandes,  Edgecombe  W....     3:00  37:36^ 


5.  S.  Morrison,  Edgecombe  W 7:00 

6.  J.  B.  Hawkins,  C.  R.  C.  A 8:00 

7.  M.  Walters,  C.  R.  C.  A 10 :00 

8.  W.   Cerney,   New   York 7:00 

9.  P.   Housley,   Brower  W 8:00 

10.  Chi-is.   Kind,  Edgecombe  W 6:00 

11.  G.  Glimz,  C.  R.  C.  A.... 8:00 

12.  F.    Hanv,    Brooklyn 7:00 

13.  W.    Beard,    Brooklyn 5:00 

14.  G.   Granson,   Monitor  C.   C 6:00 

15.  S.    Rein,    Roy    Wheelmen 7:00 

TIME    PRIZE    WINNERS: 

1.  A.   Damarest,   National  A.    C 5:00 

2.  E.   Sandles,   New   York 5:00 

3.  O.  Brandes,  Edgecombe  W 5:00 

4.  C.  A.  Sherwood,  N.   Y.  A.   C. . . .  sc'h 

5.  J.  M.  Eifler,  C.  R.  C.  A sc'h 


39:36% 

40:36?! 

42:52 

39:S5K 

40:57;/, 

38:57^ 

40:5SJ^ 

40:42 

38:42^ 

39:425^ 

40  :44J^ 


37:25^ 

37:36 

37:36}^ 

37:495^ 

37:49?^ 


STOCK   MACHINE  IS   DEFINED 


New  York  Motorcyclists  Apply  Themselves 
to  the  Task — Picric  Acid  Prohibited. 


Motor  Pacing  Claims  Another  Victim. 

Gustave  Freudenburg,  a  German  sprinter, 
is  the  latest  victim  of  the  pacing  motor.  He 
met  his  fate  at  Magdeburg,  last  month, 
being  one  of  a  group  of  riders  knocked  over 
by  a  heavy  pacing  machine  that  had  been 
admitted  to  the  track  too  soon.  All  the 
other  men  escaped  with  a  few  bruises,  but 
the  luckness  Berliner  had  his  right  thigh 
badly  gored  by  the  handle  bars,  which  sev- 
ered the  main  artery.  He  died  soon  after 
being  conveyed  to  the  hospital. 


Two   More   Cross-Continent   Motorcyclists. 

Frank  L.  Hill,  a  law  student  in  Stanford 
University,  accompanied  by  his  cousin,  will 
leave  San  Francisco  on  June  1st  for  a 
motorcycle  tour  across  the  continent.  Time 
will  be  no  object.  The  young  men,  who 
will  ride  Indians,  are  bent  solely  on  ob- 
taining recreation  and  experiences  and  will 
travel  leisurely.  They  will  carry  cameras 
and  the  Bicycling  World  has  arranged  to 
reproduce  their  snapshots  and  to  present  a 
story  of  their  progress. 


"Cruel  War"  Soon  will  be  Over. 

There  are  signs  that  the  Century  Road 
Club  of  America  and  the  Century  Road 
Club  Association  are  gradually  getting  to- 
gether. Presidents  Armstrong,  of  the  one, 
and  Adee,  of  the  other,  have  had  several 
conferences  on  the  subject  and  as  most  of 
the  influential  members  of  both  organiza- 
tions have  seen  that  a  "united  house"  will 
serve  all  and  everything  to  better  purpose 
the  long  projected  amalgamation  scarcely 
can  be  long  deferred. 


Robl's    Windshields    Prove    Expensive. 

For  refusing  to  pay  the  fine  of  $125  as- 
sessed by  the  Verband  Deutscher  Radren- 
bahnen,  for  using  windshields  in  violation 
of  the  rules,  Thaddeus  Robl  has  been  sus- 
pended until  June  18th.  The  German  will 
lose  by  his  pugnacity,  for  he  had  been 
booked  for  several  income-netting  match 
races  this  month  and  next. 


Chicago  Emulates  the   Early  Bird. 

Chicago,  which  was  the  unsuccessful  bid- 
der for  this  year's  F.  A.  M.  meet,  is  in  no 
wise  cast  down.  The  Chicago  Motorcycle 
Club  already  has  served  notice  on  Secretary 
Wehman  that  it  desires  the  meet  of  1907, 
the  formal  application  for  which  will  be 
filed  later. 


In  order  that  no  contention  may  arise  on 
the  occasion  of  its  open  hill  climbing  con- 
test on  the  Fort  George  ,';rade  on  May  30th, 
the  road  committee  of  the  New  York 
Motorcycle  Club  has  applied  itself  to  the 
task  of  specifically  defining  the  constitutes 
of  a  stock,  or  "regular  catalogued"  machine, 
as  it  is  termed  in  the  club's  printed  matter. 

That  term  has  given  rise  to  no  little  fric- 
tion in  the  past,  but  the  New  York  defini- 
tion seems  to  cover  all  points  so  thoroughly 
as  to  leave  no  loophole  for  dispute.  It  takes 
cognizance  of  and  allows  substitution  of 
those  parts  of  the  equipment  that  are  most 
likely  to  require  replacing  and  are  such 
as  the  average  man  with  an  old  machine  is 
likely  to  have  had  replaced,  the  definition 
in  full  being  as  follows: 

"For  the  purposes  of  this  contest,  'regu- 
larly catalogued'  motor  bicycles  shall  be 
construed  to  be  those  which  have  been  il- 
lustrated or  described  (or  both)  in  a  printed 
catalogue;  and  which  in  respect  to  frame, 
motor,  transmission,  means  of  operation, 
tanks  and  equipment  shall  conform  thereto, 
save  only  that  tires,  coils,  batteries,  saddles 
and  belts  or  chains  may  have  been  substi- 
tuted for  the  similar  articles  catalogued; 
but  the  tires  and  saddles  shall  be  such  as 
are  practical  for  touring  purposes  or  for 
general  use.  Mufflers  shall  be  the  same 
as  are  supplied  on  the  catalogued  models 
and  must  be  used  in  their  entirety  and  with- 
out alteration  of  any  kind;  'cut-outs,'  if  any, 
must  be  kept  fully  closed." 

This  definition  applies,  of  course,  solely 
to  the  event  for  touring  machines,  in  which 
the  use  of  picric  acid,  energine  or  other 
than  commercial  gasolene  also  has  been 
prohibited. 

The  man  with  a  special  machine,  or 
special  features,  or  who  has  "improved"  his 
machine  so  that  its  maker  would  be  unable 
to  recognize  it,  will  have  full  scope  in  the 
free-for-all  event,  in  which  the  only  restric- 
tions are  the  F.  A.  M.  limit  of  five  horse- 
power and  a  minimum  weight  limit  of  135 
pounds  for  the  contestants'  themselves. 

The  events  which  have  filled  well  will  be 
run  early  in  the  forenoon  of  the  30th. 


Kramer  and  Moran  Lay  a  Wager. 

When  Frank  Kramer  returns  to  this 
country  his  friends  who  will  be  waiting  at 
the  pier  to  welcome  him  home,  will 
more  than  likely  not  recognize  him.  The 
American  believes  in  the  saying,  "When 
in  Rome  do  as  the  Romans  do,"  and  he 
has  Frenchified  this  idea  by  rinsing  a  luxur- 
iant crop  of  spring  whiskers.  Kramer's  rea- 
son for  so  doing  is  to  win  a  wager  of  $20, 
that  amount  having  been  bet  with  "Piggy" 
Moran,  the  one  having  the  most  "un- 
Frenchy"  mustache  at  thfe  end  of  the  end 
of  the  month  to  pay  the  winner. 


THE  BICYCLING  WORLD 


2S' 


HANDICAP   DAY  AT  VAILSBURG 


It  Proved  an  Afternoon  of  Thrills — Honors 
were    Well    Distributed. 


Last  Sunday,  20th  inst.,  at  the  Vailsburg 
board  track  was  officially  designated  by  the 
Bay  View  Wheelmen  as  "Handicap  Day," 
and,  if  every  purely  handicap  race  meet 
will  prove  as  productive  of  thrills  as  the 
one  which  delighted  4,000  spectators,  the 
largest  crowd  of  the  season,  the  promoting 
organization  should  hold  another  such  meet 
ere  the  season  closes.  There  were  numer- 
ous surprises  in  store  for  both  the  riders 
and  the  spectators,  for  some  of  the  riders 
have  been  riding  fitfully  since  the  season 
opened  in  anticipation  of  "Handicap  Day," 
and  they  were  on  pins  and  needles  until 
they  could  snatch  hurried  glances  at  pro- 
grams to  see  how  Handicapper  Kelsey  had 
favored  them;  the  spectators  were  surprised 
at  the  use  the  riders  made  of  their  handi- 
caps. 

The  weather  was  ideal  for  spirited  racing 
and  the  riders  seemed  to  wake  up  to  the 
fact,  every  heat  bringing  forth  a  sizzling 
sprint  for  the  tape.  There  were  falls  in- 
numerable and  one  or  two  fights,  but  no 
blood  was  shed.  The  riders  who  fell  did 
so  purely  from  a  philanthropic  cause.  They 
are  endeavoring  to  do  what  the  manage- 
ment of  the  rickety  old  board  track  should 
have  done  before  the  season  started,  that 
is,  mow  down  the  spring  crop  of  splinters 
that  has  magnified  by  a  winter  in  the  open. 

W.  S.  Fenn,  the  Bristol  potato-bug  killer, 
redeemed  himself  in  the  two  mile  profes- 
sional. Krebs  was  rewarded  for  his  bril- 
liant victories  of  two  Sundays  ago  by  be- 
ing placed  on  scratch  with  Fenn.  Arthur 
Mitchell,  of  New  Orleans,  led  the  first  two 
laps  following  which  George  Glasson 
headed  the  procession  at  the  end  of  the 
first  mile.  Then  Teddy  Billington  took  up 
the  running  for  two  laps  when  the  field 
began  to  close  up.  At  the  bell  lap  the  "Boy 
Wonder"  Ashurst  began  to  unwind,  with 
John  Bedell,  Edward  Rupprecht  and  Fenn 
next  in  order.  On  the  back  stretch  of  the 
last  lap  Fenn  made  his  effort  and  started 
to  circle  the  field,  with  Charles  Schlee  hug- 
ging his  rear  wheel.  On  the  turn  into  the 
straight  Fenn  still  led,  but  Schlee  was  com- 
ing on  fast  and  it  looked  for  a  time  as 
though  the  Newarker  would  land  a  victor, 
but  Fenn  had  the  speed  and  finished  half 
a  wheel  ahead,  Schlee  beating  out  "Herr" 
Krebs  by  nearly  a  length.  Menus  Bedell 
who,  by  the  way,  is  getting  thin — he  weighs 
only  193  pounds  now — finished  fourth  and 
Edward  Rupprecht  was  fifth. 

The  other  professional  event  at  one- 
quarter  of  a  mile  furnished  one  or  two  sur- 
prises. There  were  five  starters  in  each 
heat.  In  the  first  Fenn  overhauled  the 
limit  man,  Mitchell,  at  the  eighth  pole. 
Then  Ashurst  went  out  and  led  Fenn  over 
the  tape  by  half  a  wheel.     Charley  Schlee 


also  qualified.  The  second  heat  resulted 
in  a  blanket  finish  Rupprecht  beating  Bil- 
lington by  inches,  while  Krebs  got  through 
on  the  pole  for  third  place.  John  Bedell 
tried  desperately  hard  to  shove  him  into  the 
grass,  but  the  indomitable  "Flying  Dutch- 
man" was  not  to  be  intimidated.  In  the 
final  heat  Billington  got  in  his  lightning 
jump  and  start  and  led  most  of  the  way. 
At  the  eight  pole  Rupprecht  and  Ashurst 
had  worked  up  even  with  the  Vailsburg  lad 
with  Fenn  and  Krebs  in  the  rear.  Billing- 
ton's  sprint  was  good  and  he  landed  his 
first  professional  first.  Ashurst  got  sec- 
ond, Rupprecht  third,  and  Fenn  fourth. 

The  prettiest  race  of  the  afternoon  and 
the  one  that  caused  a  buz«  of  admiration  to 
hum  through  the  grandstand  and  bleachers 
was  the  ten-mile  amateur.  Forty-nine  rid- 
ers were  on  the  ir  marks,  when  "bang," 
sounded  a  loud  report,  and  forty-eight 
riders  dug  into  their  pedals.  The  remain- 
ing one.  was  Watson  J.  Kluczek,  of  the  Roy 
Wheelmen,  on  scratch.  Kluczek's  tire  had 
exploded  with  sufficient  report  to  cause  the 
riders  and  spectators  to  think  that  the 
starter  had  fired  his  pistol.  He  did,  but  the 
riders  beat  the  sound  of  his  gun.  On  the 
restart  Kluczek  did  not  start  as  he  could 
not,  get  another  wheel.  On  account  of  a 
twenty-dollar  prize  being  on  the  program 
for  the  leader  of  the  most  laps  there  was  a 
continual  shifting  of  positions,  several  of 
the  amateurs  "pulling  their  own  corks"  in 
the  effort.  Halligan,  the  husky  member  of 
the  Bay  View  Wheelmen  kept  the  bunch 
guessing  more  than  once.  About  the  sixth 
mile  he  attempted  to  steal  a  lap  on  the  field 
but  was  soon  pulled  down  after  a  pretty 
sprint  by  Charles  Jacobs.  In  the  last  mile 
Charles  J.  Jacobs  and  James  Zanes  framed 
up  a  combination.  It  might  have  worked 
but  for  the  fact  that  Jacobs  tired  and  Zanes 
started  to  sprint  too  soon.  At  the  bell 
Jacobs  set  a  terrific  pace  followed  by  Zanes 
and  about  thirty  others.  At  the  beginning 
of  the  last  turn  Zanes  shook  his  pace  and 
started  to  unwind.  Martin  Kessler,  the 
sturdy  young  plugger  of  the  Edgecombe 
Wheelmen,  showed  his  track  generalship 
by  letting  the  National  A.  C.  man  do  the 
work  until  within  ten  yards  of  the  tape 
and  at  the  supreme  moment  "executing  a 
spasmodic  jump  and  landing  over  the  tape 
half  a  wheel  in  advance. 

Watson  J.  Kluczek  led  at  the  bell  in  the 
three-quarter  mile  amateur,  only  to  be 
passed  on  the  back  stretch  by  Adam  Beyer- 
man  and  James  Zanes.  The  latter  appar- 
ently did  not  try  to  win,  and  Beyerman 
lunged  across  the  tape  an  easy  winner. 

The  half-mile  novice  was  pie  for  the 
scratch  men,  one  of  them,  Paul  Bourget, 
of  the  Edgecombe  Wheelmen,  winnifig  the 
event  and  in  the  heats  three  of  the  scratch 
men  won  their  preliminaries.  Bourget,  the 
winner,  rode  in  clever  fashion  and  was  lib- 
erally applauded  for  his  efforts. 

An  interested  spectator  at  the  meet  was 
Matt  E.  Downey,  the  sturdy  little  Boston- 
ian  who  won  the  amateur  championship 
last   year   and   turned   professional   to   ride 


in  the  six-day  race,  where  he  distinguished 
himself  by  making  one  of  the  pluckiest 
rides  of  the  long  grind.  Downey  is  a  real 
chauffeur  now  and  said  he  would  not  ride 
in  the  sprint  races  this  year  as  he  is  going 
to  Europe  about  July  4,  to  remain  on  the 
continent  six  weeks.  Upon  his  return  he 
will  begin  training  for  December's  grind. 
Following  are  the  summaries: 

Half-mile  handicap,  novice — Qualifants: 
Paul  E.  Bourget  (scratch),  L.  R.  Reynolds 
(35  yards),  George  W.  Beck  (25  yards), 
John  Wilkins  (scratch),  Charles  Heilbronn 
(45  yards),  John  Haynes  (25  yards),  Daniel 
Stein  (45  yardg),  F.  W.  Jones  (35  yards), 
H.  Koller  (10  yards),  George  Hunter 
(scratch),  J.  Henry  Lefenetre  (10  yards), 
and  W.  H.  Cooper  (45  yards).  Final  heat 
won  by  Paul  E.  Bourget,  Edgecombe 
Wheelmen;  L.  R.  Reynolds,  New  York, 
second;  H.  Koller,  Newark,  third.  Time, 
1:053/^. 

Three-quarter  mile  handicap,  amateur — 
Qualifants:  James  Zanes  (scratch),  Frank 
Lane  (30  yards),  O.  J.  Devine  (20  yards), 
J.  T.  Halligan  (20  yards),  Martin  Kessler 
(10  yards),  L.  J.  Weintz  (scratch).  Marcel 
Dupuis  (20  yards),  John  J.  Forsythe  (35 
yards),  Al.  Judge  (40  yards),  Paul  E.  Bour- 
get (60  yards),  Edward  Simonet  (70  yards), 
Harry  Davenport  (20  yards),  Charles  J. 
Jacobs  (10  yards),  Watson  J.  Kluczek 
(scratch),  ^H.  Scott  (55  yards),  Michael 
Ferrari  (10  yards),  Adam  Beyerman  (20 
yards),  and  Victor  J.  Lind  (50  yards).  Final 
heat  won  by  Adam  Beyerman,  New  York; 
second,  James  Zanes,  National  Athletic 
Club;  third,  Watson  J.  Kluczek,  Roy 
Wheelmen;  fourth,  John  J.  Forsythe,  Edge- 
combe Wheelmen.    Time,  l:37j/^. 

Quarter-mile  handicap,  professional — 
Qualifants:  Alfred  Ashurst  (10  yards),  W. 
F.  Fenn  (scratch),  Charles  Schlee  (30 
yards),  Edward  Rupprecht  (20  yards), 
Teddy  Billington  (25  yards),  and  Floyd 
Krebs  (scratch).  Final  heat  won  by  Teddy 
Billington,  Vailsburg;  second,  Alfred  Ash- 
urst, Newark;  third,  Edward  Rupprecht, 
Newark;  fourth,  W.  S.  Fenn,  Bristol, 
Conn.     Time,  0:29f^. 

Ten-mile  handicap,  amateur — Won  by 
Martin  Kessler,  Edgecombe  Wheelmen  (35 
yards);  second,  James  Zanes,  National  Ath- 
letic Club  (scratch);  third,  O.  J.  Devine, 
National  Athletic  Club  (60  yards);  fourth, 
George  Cameron,  New  York  Athletic  Club 
(scratch) ;  fifth,  Louis  J.  Weintz,  New  York 
Athletic  Club  (scratch).  Time,  five  miles, 
11:40;  ten  miles,  24:12j^.  Lap  prize  win- 
ner, J.  T.  Halligan,  Bay  View  Wheelmen 
(30  yards),  9  laps. 

Two-mile  handicap,  professional — Won 
by  W.  S.  Fenn,  Bristol,  Conn,  (scratch); 
second,  Charles  Schlee,  Newark  (140 
yards) ;  third,  Floyd  Krebs,  Newark 
(scratch);  fourth,  Menus  Bedell,  Newark 
(90  yards) ;  fifth,  Edward  Rupprecht,  New- 
ark (120  yards),  Time,  one  mile,  2:01  J^; 
two  miles,  4:22^.  Lap  prize  winners — ■ 
Arthur  Mitchell,  New  Orleans  (2) ;  George 
Glasson,  Newark  (2);  Teddy  Billington, 
Vailsburg  (2);  Alfred  Ashurst,  Newark  (1). 


258 


THE  BICYCLING  WORLD 


SPARK  THAT  FAILS  INSIDE 


One  of  the  Occasional  Motorcycle  Truobles 
that  Usually  Mystifies  the  Novice. 


Despite  their  apparent  simplicity,  some  of 
the  most  trying  difficulties  which  may  be 
experienced  by  the  gasolene  engineer  are 
the  very  hardest  to  locate,  from  that  fact 
in  itself.  And  no  matter  how  frequently 
they  are  referred  to  and  discussed  at  length 


Everything  seems  to  be  all  right,  what  can 
be  the  matter?  Probably  nothing  more  or 
less  than  this,  that  although  the  plug,  which 
he  has  been  testing  on  top  of  the  cylinder, 
as  in  duty  bound,  and  which  under  those 
circumstances  has  given  a  cheerful  and  cor- 
pulent spark,  it  is  breaking  down  when 
within  the  cylinder  it  is  subjected  to  the 
added  resistance  imposed  by  the  compres- 
sion. 
For,  as  is  well  known  in  theory,  the  re- 


one  for  the  old.  If  this  fails  to  net  the 
desired  result,  the  condition  of  the  batteries 
should  be  investigated,  the  chances  being 
very  strong  that  they  are  partially  run 
down,  and  the  mere  fact  of  their  not  having 
been  in  use  for  any  great  length  of  time 
being  no  definite  criterion  of  their  poten- 
tiality. Failing  to  locate  the  trouble  there, 
the  contact  maker  should  be  examined  and 
cleaned  free  from  oil  and  dirt,  and  last  in 
order,  the  coil  and  the  wiring  should  come 


WHY     MOTORCYCLES     ARE     POPULAR    IN    SAN    FRANCISCO. 


■"«38;»W^^f^»C^  .Y*r^^ 


IT   IS   A   CITY   OF   "  MAGNIFICIENT   GRADES."      THIS    IS   ONE   OF   THEM    ON   FILLMORE   STREET. 


by  the  "expert"  faction  on  the  street  or  at 
the  club,  they  still  continue  to  crop  out  on 
the  road  and  in  odd  corners  of  the  world 
where  the  unfortunate  learner  is  all  by  "his 
lonesome,"  and  there  give  him  a  deal  of 
trouble. 

One  of  the  most  prevalent  of  these  simple 
mysteries,  which  is  prone  to  attack  the 
otherwise  obedient  ignition  system  at  un- 
seasoned intervals,  takes  root  in  that  in- 
nocent little  contrivance,  the  spark  plug.  It 
may  be  that  after  a  fairly  well  extended 
run,  the  thing  suddenly  begins  to  miss, 
without  apparent  cause,  or  it  may  be  that 
after  a  short  stop,  and  still  for  no  apparent 
reason,  the  thing  refuses  to  start.  A  care- 
ful and  equally  complete  investigation  of 
the  ignition  system  from  battery  to  plug, 
fails  to  reveal  the  source  of  the  difficulty, 
and  the  afflicted  user  sits  down  by  the  way- 
side   in    abject    despair    to    think    it    over. 


sistance  which  the  gap  between  the  sparking 
points  offers  to  the  passage  of  the  electric 
arc,  varies  with  the  tension  of  the  atmos- 
phere in  which  it  is  immersed.  If  then,  the 
insulation  is  in  any  way  at  fault,  or  the  wir- 
ing is  punctured  or  cracked  in  its  covering 
at  any  point,  or,  again,  if  the  batteries  are 
weak,  the  weakness  may  not  be  sufficient 
to  develop  when  the  plug  is  tried  out  in 
the  cool  fresh  outside  air.  But  when  placed 
within  the  cylinder,  and  subjected  to  com- 
pression, the  flow  may  be  of  just  the  right 
resistance  to  sidetrack  a  portion  of  the 
current,  and  relieve  the  plug  of  the  neces- 
sity of  throwing  a  spark  at  all,  or  if  any, 
of  shooting  out  a  weak  little  flame  v/hich 
develops  only  enough  heat  to  produce  a 
sickly  spit  through  the  exhaust. 

Such  difficulties  are  hard  to  locate  on  the 
road,  but  if  in  the  plug  itself,  may  be  erad- 
icated by  the  simple  substitution  of  a  new 


in  for  a  thorough  examination.  But  usually, 
the  trouble  will  be  found  long  before  the 
round  is  completed,  if  only  the  examination 
be  sufficiently  minute  and  detailed. 


Nothing  is  more  amusing  than  the  inge- 
nuity of  the  novice  in  devising  means  of 
remedying  difficulties,  be  they  real  or  imag- 
inary. The  latest  instance  in  point  to  come 
to  hand,  is  that  of  a  beginner  who  had  a 
"hunch"  that  there  was  a  superfluity  of  com- 
pression in  his  cylinder.  This,  he  proposed 
to  correct  by  cutting  a  series  of  fine  notches 
in  the  surface  of  the  exhaust  valve  seat, 
to  allow  some  of  the  extra  "compression" 
to  escape.  Fortunately,  he  was  wise 
enough  to  confide  in  a  friend  who  was  still 
wiser  than  he,  and  prevented  him  from  ap- 
plying this  somewhat  heroic  albeit  effective 
method  of  cure,  which  would  have  relieved 
him  of  all  compression. 


THE  BICYCLING  WORLD 


259 


COL.  POPE,  HONORARY  REFEREE 


Irvington-Millburn  Promoters  do  him  Honor 
— All  Details  well  Arranged. 


From  present  indications,  the  historic 
Irvington-Millburn  race  for  1906  bids  fair 
to  have  more  contestants,  more  prizes  and 
more  general  interest  than  the  time-honored 
derby  has  had  since  the  days  of  reminis- 
cense.  It  is  estimated  that  when  the  starter 
fires  the  pistol  at  10:30  o'clock  Wednesday 
morning  next,  nearly  two  hundred  riders 
will  be  waiting  for  the  signal.  The  prize 
list  this  year  is  exceptionally  attractive  and 
the  long  string  of  place  prizes  is  headed  by 
a  Yale-California  motor  bicycle,  valued  at 
$175,  and  a  grand  piano  will  be  awarded  to 
the  rider  making  the  best  time. 

At  their  last  meeting,  the  Bay  View 
Wheelmen  who,  of  course  have  the  classic 
event  in  charge,  named  the  officers.  Wil- 
liam R.  Pitman,  who  won  the  first  open 
bicycle  road  race  ever  held  in  this  coun- 
try will,  as  he  has  done  for  many  years, 
referee  the  race,  and  Colonel  Albert  A. 
Pope  has  been  named  as  honorary  referee. 
Edward  Bedford  will  act  as  chief  judge,  and 
he  has  appointed  as  his  associates,  Frank 
C.  Cornish,  Louis  J.  Wuerth,  Herbert  Aus- 
tin and  Henry  W.  Maull,  of  the  Bay  View 
Wheelmen;  Frank  L.  Valiant,  Roy  Wheel- 
men; Victor  Lind,  Albert  G.  Armstrong, 
Century  Road  Club  of  America;  Harry 
Brower,  Brower  Wheelmen;  Daniel  M. 
Adee,  Century  Road  Club  Association,  and 
Carl  Von  Lengerke,  who  won  the  race  some 
fifteen  years  ago. 

Percy  H.  Johnston,  of  the  Bay  View  Wheel- 
men, has  been  named  as  chief  timer;  the 
other  timers  will  be  Hugo  Von  Rodecke, 
Century  Road  Club;  E.  L.  Blauvelt,  Bay 
View  Wheelmen;  Harry  A.  Gliesman,  Tiger 
Wheelmen;  Jack  Coburn,  Bay  View  Wheel- 
men; William  Rink,  Ernest  Van  Iderstine 
and  Reinha'rd  Osterman,  Maplewood  Sport- 
ing Club.  Gabriel  Abinieste,  the  familiar 
starter  at  the  Vailsburg  track,  will  act 
in  a  similar  capacity  for  the  Irvington-Mill- 
burn and  rnembers  of  the  Roy,  Roseville 
and  Bay  View  Wheelmen  will  constitute 
the  scorers.  The  Bay  View  Wheelmen  will 
police  the  course  and  three  surgeons  will  be 
on  the  course  to  give  assistance  should  their 
services  be  required. 

The  race,  as  usual,  starts  from  Hilton 
woods  and  the  start  will  be  made  promptly 
at  10:30  a.  m.  Starting  on  time  will  be  one 
of  the  pleasing  characteristics  of  this  year's 
race  as  the  committee  announces  that  it  will 
not  wait  one  minute  for  tardy  entrants. 
This  is  being  done  to  give  the  spectators 
and  riders  time  to  rest  and  get  to  the  Vails- 
burg board  track  in  time  for  the  afternoon 
meet. 


Roys  Change  Program  and  President. 

As  many  of  the  club's  riders  are  seeking 
fame  on  the  track,  the  Roy  Wheelmen,  New 
York  City,  at  their  last  meeting,  decided 
to  change  the  distances  of  the  closed  handi- 


cap road  races  programed  for  the  season. 
The  new  schedule  is:  June  10,  fifteen  miles; 
Jply  8,  ten  miles;  August  12,  fifteen  miles, 
and  September  9,  ten  miles.  The  club  also 
proposes  holding  a  twenty-five  mile  open 
race  in  the  fall,  September  30  being  the 
date  under  consideration.  At  the  meeting, 
F.  L.  Valiant  was  elected  president  to  fill 
the  unexpired  term  of  George  Schmoll,  re- 
signed, and  George  Gunzer  was  unani- 
mously elected  first  lieutenant  to  succeed 
Henry  Larcheveque,  who  resigned. 


KRAMER  ROUSES  FRENCHMEN 


Trounces   their   Favorite   in    Such    Stirring 
Fashion  that  they  Overflow. 


Kellogg  First  up  Dead  Horse. 

Stanley  Kellogg  and  Fred  C.  Hoyt,  both 
riding  Indians,  scored,  respectively,  first  and 
second  in  the  motorcycle  event  which  was 
included,  in  the  automobile  hill  climbing 
contest  up  Dead  Horse  Hill,  Worcester, 
Mass.,  Thursday  afternoon  of  this  week. 
The  road  is  about  one  mile  long  and  aver- 
ages a  grade  of  fifteen  per  cent.  Both  Kel- 
logg and  Hoyt  made  their  trials  after  the 
rain  had  fallen  and  the  road  had  become 
slippery,  which  make  their  performances 
all  the  more  creditable.  Kellogg  made  the 
ascent  in  1:15  and  Hoyt  in  1:17.  A  big 
si.x-cylinder  automobile,  which  won  in  the 
class  for  which  it  was  entered,  only  bet- 
tered the  time  made  by  the  motorcj'cles  five 
seconds. 


Bay  View's  Belated  Home  Trainer  Race. 

Although  the  home  trainer  bicycle  races 
are  now  a  bit  unseasonable,  those  held  at 
the  club  souse  of  the  Bay  View  Wheelmen,  in 
in  connection  with  an  entertainment  to  raise 
funds  for  the  Irvington-Milburn  race,  proved 
interesting  and  exciting,  nevertheless.  J.  T. 
Halligan,  one  of  the  club's  fastest  road  and 
track  riders,  gave  a  ten-mile  exhibition  in 
fast  time,  11:14.  The  eighth-mile  was  ridden 
in  5I54  seconds.  Previous  to  this  "Samson" 
Halligan  defeated  "Mike"  Ferrari  in  a  well 
fought  race  at  five  miles.  The  time  was 
6-A6j4.  Harry  Gottschalk  outrode  Peter 
Peterson  in  the  three-mile  race.  Time,  4:10. 
In  the  two-mile  event  William  Carroll  was 
returned  a  victor  over  E.  Lange.  Time, 
3:531^. 


Closed  Events  and  then  the  "Derby." 
The  Long  Island  division  of  the  Century 
Road  Club  Association  will  hold  tv/o  handi- 
cap road  races  on  Sunday,  June  3,  at  Valley 
Stream,  L.  I.,  open  to  members  of  the  asso- 
ciation only.  The  distances  are  one  and 
two  miles  and  several  prizes  will  be 
awarded.  The  next  open  event  of  the  Long 
Island  division  will  be  the  "Long  Island 
Cycle  Derby,"  at  twenty-five  miles,  which 
is  on  the  tapis  for  July  4. 


Buffalo   Standards   Select   Officials. 

The  following  officers  were  elected  at  the 
last  meeting  of  the  Standard  Wheeling 
Club,  of  Buffalo,  N.  Y.:  President,  Ernest 
Landes;  vice-president,  John  Dick;  finan- 
cial secretary,  Joe  Nuerohr;  recording  sec- 
retary, George  Clark;  treasurer,  William 
Spriser;  sergeant-at-arms,  William  Adams; 
captain,  C.  J.  Smith. 


Another  "tour  d'honneur"  had  to  be  ex- 
ecuted by  Frank  Kramer  at  the  annual 
meeting  at  Bordeaux,  arranged  in  honor  of 
the  sixteenth  annual  Paris-Bordeaux  race, 
before  the  passionate  Frenchmen  would  be 
satisfied.  Good  weather  brought  out  a  rec- 
ord-breaking crowd  to  the  Velodrome  du 
Pare  and  the  feature  was  a  match  race 
between  Kramer  and  Emil  Friol,  the  ex- 
champion  of  France.  Kramer  won  both 
heats,  but  not  without  a  struggle.  In  the 
first  heat  the  tandem  pace  dropped  the  men 
at  the  bell  with  Kramer  at  the  pole.  At  200 
metres  from  home  Kramer  jumped.  Friol 
resisted  superbly  and  as  they  flashed  over 
the  tape  neck  and  neck  many  of  the  spec- 
tators thought  it  a  dead  heat.  Kramer's 
wheel,  however,  was  exactly  two  and  three- 
eighths  inches  in. front.  That  is  the_  official 
measurement  according  to,  the  judges. 

Friol  took  the  iniatiative  in  the  next  heat 
and  at  400  metres  led  the  American  by  two 
good  lengths.  Suddenly  Kramer  jumped 
and  shot  past  his  rival  like  a  bullet.  The 
former  champion  came  back  with  a  terrific 
sprint  but  could  not  pass  the  Yankee,  the 
latter  winning  out  by  half  a  length.  After 
that  the  air  was  surcharged  with  enthusiasm 
and  admiration  for  the  unparalleled  Ameri- 
can and  he  had  to  ride  around  the  track 
several  times  until  the  Frenchmen  could  re- 
lieve themselves  of  their  pent-up  enthu- 
siasm. 

The  only  other  event  of  importance  was 
an  international  scratch  face.  Seigneur 
beat  Ingold  by  a  quarter  of  a  wheel  and 
Vanoni  finished  third.  In  another  10-kilo- 
meter race  Seigneur  again  proved  the  victor, 
Deschamps  finishing  a  close  second,  Ingold 
third,  and  Vanoni  fourth. 


Vanoni  of  Varied  Nationality. 

Although  he  is  heterogeneously  com- 
posed. Carlo  Vanoni  is  proud  of  his  native 
country,  America.  Vanoni's  father  is  Ital- 
ian and  his  mother  French.  He  was  born 
in  New  Orleans,  La.,  and  lived  in  New  York 
City  before  going  to  France.  The  Ameri- 
can-French-Italian  quickly  made  himself  a 
favorite  by  his  plucky  exhibition  in  last 
winter's  six-day  race  and  may  probably  be 
seen  here  again  before  the  season  closes. 
In  France  Vanoni  always  rides  with  Ameri- 
can colors  and  his  nationality  always  ap- 
pears on  the  race  programs  as  American. 


Schwab  Wins  one  More. 

Oscar  Schwab  will  surprise  some  of  his 
Newark  friends  before  long.  At  the  open- 
ing of  the  track  at  Cholet,  France,  on  Sun- 
day, 6th  inst.,  "Herr"  Schwab  won  the  in- 
ternational sprint  race  in  brilliant  style, 
beating  Vanoni,  the  American-French-Ital- 
ian,  and  Thuau.  The  distance  or  time  is 
not  given. 


260  THE  BICYCLE^G  WORLD 

'i  recommend  the  Morrow  to  all  Motorcyclists" 


Meshoppen,  Pa.,  May  14th,  1906. 

ECLIPSE  MACHINE  CO., 

Elmira,  N.  Y. 

Gentlemen: 

I  have  delayed  writing  you  for  some  time  in  regard 
to  your  new  Morrow  Coaster  Brake  for  motoroycles,  knowing 
that  I  was  'giving  your  brake  one  of  the  most  strenuous  tests 
that  It  is  possible  for  any  rider  to  give  a  "brake  for  daily 
use.   I  use  my  motor  for  the  delivery  and  collection  of  mail 
on  a  twenty-five  mile  route  every  day  that  the  weather  per- 
mits.  I  have  eight  long,  hard  hills  to  descend  "besides  lots 
of  short  pitches,  and  grades  running  as  high  as  28  per  cent. 

Last  year  I  used  the  coaster  "brake  and  had  to 

walk  down  all  hills  that  were  long  or  steep  or  where  I  had  a 
stop  to  make.   This  spring  I  have  been  using  the  Morrow,  and 
I  ride  all  grades  and  feel  that  my  machine  is  under  perfect 
control  at  all  times.   Last  week  I  was  coasting  down  a  heavy 
grade  and  my  back  pouch  dropped  out  of  the  carrier.   I  ap- 
plied the  brake,  came  to  a  dead  stop,  dismounted,  backed  up 
Just  seven  paces  to  where  the  mail  pouch  lay.   That  excels 
all  brakes  that  I  have  ever  used;  in  fact,  the  Morrow  has  no 
equal — it  is  in  a  class  by  itself — and  I  take  pleasure  in 
recommending  it  to  all  motorcyclists. 

Yours  respectfully, 

G.  F.  AVERY, 
R.F.D.  Carrier  No.  2, 

Meshoppen,  Pa. 


"Words  of  others  tell  the  story 


>9 


THE  BICYCLING  WORLD 


261 


ON  KEEPING  A  DIARY 


Its    Pleasures    and    its    Perils    and    Some 
Thoughts  which  they  Suggest. 


"Have  you,  friend  reader,  in  the  course 
of  your  wheel  wanderings  ever  encountered 
a  flock  of  sheep  barring  your  progress  on 
the  road?  Doubtless  you  have,  and  no 
doubt  also,  you  have  been  struck  with  the 
perfection  to  which  this  useful  beast  has 
brought  the  game  of  'follow  your  leader,' " 
writes  Jock.  "It  is  particularly  noticeable 
at  the  point  where  the  shepherd  and  his 
canine  assistant  are  between  thera  endeav- 
oring to   divert   the   line   of   route   into   an 

adjacent  field. 

"The  two-legged  guardian,  armed  with  a 
stick,  the  modern  equivalent  presumably  of 
Bo-peep's  little  crook — prods  the  woolly 
hides,  or  wildly  waves  his  arms,  as  he  utters 
strange  sounds  in  his  endeavors  to  convey 
his  meaning  to  the  bleating  crowd.  His 
dog  aids  and  abets  these  endeavors  by  fero- 
cious-sounding barks,  performing  the  while 
such  prodigies  of  agility  as  though  he  de- 
sired to  prove  that  a  surrounding  move- 
ment was  quite  a  simple  matter  to  any  in- 
telligent dog,  though  scouted  as  impossible 
by  a  mere  man  of  the  military  persuation. 
At  first  the  only  result  of  this  exciting 
scene  is  to  pack  the  meek-looking  creatures 
into  one  solid  impenetrable  mass,  with  their 
noses  all  turned  to  one  common  center,  till 
at  last  one  in  the  outer  ring,  goaded  to  des- 
peration, breaks  away  along  the  line  of  least 
resistance  through  the  open  gate.  Behold! 
.the  leader  has  been  found,  and  with  one  ac- 
cord the  whole  flock  presses  on  his  heels, 
scampering  helter-skelter  off  the  road,  till 
not  a  solitary  specimen  remains  to  bar  the 
traveller's  progress.  Such  is  the  sheep's 
way,  and  such,  I  am  inclined  to  think,  is 
very  much  the  way  of  that  superior,  highly 
intelligent  animal  known  as  man.  We  are 
all  very  sheeplike  when  one,  or  a  section 
of  us,  gives  a  lead;  though,  unlike  our  mut- 
ton providers,  we  are  often  content  to  fol- 
low where  the  leader  is  not  actually  before 
our  eyes.  Someone  talks  about  it,  or  we 
read  of  it  in  the  newspaper,  and  straight- 
away we  go  and  discard  our  hats,  or  go 
barefooted,  or  indulge  in  winter  bathing, 
or  become  vegetarians,  or  anti  this  and  anti 
that,  and  a  host  of  other  fantastic  things, 
solely  because  someone  else  is  doing  them. 
"At  the  beginning  of  a  year,  for  instance, 
we  all  talk  diaries;  either  we  are  going  to 
start  one,  or  we  laugh  to  scorn  the  people 
who  are.  As  a  rule  I  make  up  my  mind 
beforehand  to  be  superior  to  my  fellows 
and  do  neither,  but  I  generally  tail  in  be- 
hind the  crowd,  sometimes  behind  both 
crowds,  for  sad  to  relate,  there  have  been 
times  when,  while  I  have  been  strenuously 
struggling  with  diary-keeping  I  have  not 
been  above  ridiculing  others  in  print  for 
doing  the  same.  I  feel  that  in  this  I  have 
shown  a  lack  of  principle,  I  feel  like  that 
'ill  bird'  of  the  nest-fouling  proverb,  and,  by 


way  of  making  amends,  I  now  propose  to 
justify,  not  only  the  man  who  keeps  a  diary, 
but  also  the  man  who  doesn't.  Those  who 
follow  the  lead  of  the  scoffers  generally 
break  out  very  strongly  in  print  at  the 
beginning  of  a  year,  and,  like  all  converted 
sinners,  I  have  now  nothing  but  anathema 
for  the  unconverted,  who  would  throw  ob- 
stacles in  the  way  of  the  man  who  would 
record  his  doings  in  a  truthful  diary.  The 
diarist  in  the  good  old  days  was  evidently 
better  off  than  his  modern  prototype — he 
had  not  a  thousand  and  one  newspapers 
and  magazines  to  hold  up  his  hobby  to  ridi- 
cule. If  he  had  been  subjected  to  such 
treatment  would  we  have  had  the  oppor- 
tunity of  enjoying  our  dear  old  Samuel 
Pepys?     Surely  not,  for,  as  I  read  the  con- 


NBW    TOKK    BRA2TCH    814-2H    WEST    47TH    ST. 

ceited  old  fellow's  record,  I  take  him  to 
have  been  too  much  influenced  by  public 
opinion  to  do  anything  savoring  of  ab- 
surdity. 

In  the  ordinary  sense  I  have  never  been 
a  diarist.  I  have  tried  it,  and  have  failed. 
The  spirit  was  not  unwilling,  neither  was 
the  flesh  weak,  but  that  innate  love  of  truth 
which  encompasses  me  as  a  cloak,  and 
which  no  doubt,  reader,  you  have  observed 
in  my  contributions  to  this  page,  soon 
proved  an  impassable  barrier  to  the  con- 
tinuance of  a  written  record  of  my  life. 
There  is  always  a  fear,  jierhaps  a  wish,  at 
the  heart  of  the  diarist  that  his  record  will 
some  day  meet  another  eye  than  his  own, 
so  he  omits  this,  and  glosses  over  that,  and 
generously  poses  on  paper  not  so  much 
what  he  is  as  what  he  knows  he  ought  to  be. 
But  there  is  one  form  of  diary  which  I 
have  religiously  kept  up  for  many  years. 
It  of  late  years  comprises  a  bald  statement 
of  facts,  around  which  hang  no  suspicions 
of  virtue,  no  hint  of  evil.  It  is  as  uncom- 
promising as  a  board  of  trade  return,  and 
no  entry  therein  could  brand  me  as  un- 
worthy,   and    not    one    could     be     said     to 


record  anything  to  my  credit.  It  is,  in 
fact,  a  plain  record  of  places  visited,  of 
miles  ridden,  of  hotels  and  such  places 
patronized  when  out  on  my  cycle.  'What 
an  uninteresting  volume!'  I  fancy  I  hear 
someone  say.  Far  from  it,  I  reply,  it  is 
among  the  most  interesting  of  my  posses- 
sions. A  half  dozen  lines  scribbled  many 
years  back  serve  to  unroll  before  my  mind's 
eye  quite  a  lengthy  page  of  infinite  interest. 
Let  the  sceptic  try  it  for  himself.  No 
wordy  description  is  needed,  only  the  min- 
imum number  of  words  required  to  record 
where  he  goes, -where  he  stayed,  and  who 
accompanied  him,  with,  perhaps,  a  reminder 
of  anything  remarkable  in  the  events  of  the 
day. 

"I  do  not  recommend  that  form  of  diary 
which  provides  a  hard  and  fast  space  for 
every  day  in  the  year,  as  the  vacant  spaces 
start  out  from  the  pages  as  if  reproaching 
the  diarist  with"  neglect,  and  if  one  selects 
a  book  with,  say,  three  spaces  to  the  page, 
the  short  entry  such  as  'So  and  so  back,  tea 
ai:  'Pig  and  Whistle,'  fifty  miles,'  looks  like 
a  lone  raft  of  words  on  an  ocean  of  paper,, 
and  the  recorder  may,  in  consequence;  be 
induced  to  add  something  to  the  bald  nar- 
ration of  fact  in  order  to  fill  up.  Now, 
once  the  chronicler  succumbs  to  a  tempta- 
tion of  this  kind  he  is  lost,  for  he  will  sooner 
or  later  certainly  add  something  that  will 
offend  his  conscience,  while  the  task  of  hav- 
ing to  cover  a  certain  amount  of  paper 
every  time  the  diary  is  opened  will  haunt 
him  like  a  nightmare,  and  cause  the  thing 
to  be  given  up  in  disgust.  I  find  a  plain 
manuscript  book  such  as  can  be  bought  for 
a  shilling  or  two,  the  best  for  keeping  a 
record  of  my  cycle  wanderings.  On;,  the 
right-hand  side  I  ruled  a  vertical  line  for 
entering  the  mileage;  at  the  top  of  each 
page  appears  the  month  and  the  year,  and 
a  separate  line  is  given  to  quote  the  day  of 
the  week  and  of  the  month.  By  this  means 
the  entries  follow  each  other  in  close  order, 
whether  they  be  short  or  long;  there  are  no 
troublesome  gaps  in  the  record,  no  matter 
how  long  the  interval  of  time  between  the 
entries,  and,  as  a  book  of  this  kind  will  last 
for  several  years,  I  am  saved  the  worry  of 
shelving  a  number  of  small  volumes  as 
the  years  go  by. 

"I  have  referred  to  a  column  for  mileage, 
as  I  have  not  yet  quite  lost  my  interest  in 
ascertaining  the  distance  ridden  month  by 
month  and  year  by  year,  and  I  think  the 
majority  of  men  who  go  in  for  keeping  a 
riding  record  will  sympathize  with  me  in 
this.  With  the  aid  of  a  cyclometer  a  niile- 
age  record  need  not  be  very  untruthful, 
even  that  addendum  'with  a  detour'  can.  be 
brought  within  reasonable  distance  of  the 
realms  of  fact.  In  the  days  when  cyclo- 
meters were  more  or  less  expensive  lux- 
uries, and  not  over  reliable,  at  that,  these 
'detours'  proved  sad  pitfalls  for  the  diarist, 
and  I  am  afraid  were  in  too  many  cases 
responsible  for  those  stupendous  mileage 
records  which  we  used  to  read — and  dis- 
believe— in  days  of  old.  When  the  imagin- 
ative faculty  is  allowed  to  play  in  estimat- 


262 


THE  BICYCLING  WORLD 


ing  mileage,  one's  character  for  rectitude 
is  sadly  endangered.  Men  who  would  hesi- 
tate at  every  other  form  of  crime  in  the 
calendar  could  not  be  trusted  to  adhere  to 
the  paths  of  strict  morality  in  a  matter  like 
this;  so,  reader,  if  you  would  keep  a  touring 
diary  be  warned  in  time,  and  unless  you 
carry  a  cyclometer,  and  accept  it  as  correct, 
refrain  from  a  mileage  column. 

"But  mileage  is  not  the  only  danger — in- 
deed, it  will  be  seen  that  the  path  of  the 
diarist  is  beset  with  dangers — for  there 
occurs  at  times  a  serious  .  temptation  to 
become  boastful,  to  glorify  one's  doings, 
even  at  the  expense  of  truth.  In  an  old 
book  of  my  own,  I  grieve  to  say,  I  find 
evidence  of  a  falling  away  in  this  respect. 
I  find  frequent  entries  recording  the  'pip- 
ping' of  certain  fellows  on  certain  occasions, 
of  fabulously  fast  times  between  two  given 
points,  of  riding  terrific  hills  under  the  most 
adverse  conditions.  What  causes  me  the 
most  serious  misgivings  in  this  connection 
is  that  in  every  case  it  is  recorded  that  there 
was  a  head  wind,  and  generally  'strong,'  or 
that  the  roads  were  almost  unrideable,  and 
so  on.  I  would  therefore  recommend  the 
diarist  to  eliminate  facts  of  this  nature.  By 
so  doing  he  will  in  years  to  come  save 
his  conscience  a  pang,  and  he  will  not  be 
under  the  necessity  of  hiding  his  diary  from 
the  gaze  of  those  he  has  'pipped,'  or  who 
were  present  when  he  performed  the  great 
deeds  prescribed.     There  is  a  further  dan- 


ger— what  a  dangerous  road  this  diary- 
keeping  is — in  that  one  may  become  a  slave 
to  one's  riding  record. 

"Last  year's  mileage  must  be  beaten,  or, 
at  any  rate,  equalled,  and  the  dominating 
object  of  one's  riding  immediately  becomes 
— mile  covering  miles,  miles,  miles.  They 
must  be  totalled  up  somehow,  and  if  not 
scored  by  fair  means — ^well,  they  must  be 
scored  at  any  rate.  I  have  even  heard  of 
young  brothers  earning  pennies  in  this  con- 
nection by  the  arduous  toil  of  front  wheel 
spinning  (care  must  be  taken,  by  the  way, 
to  spin  in  the  right  direction)  in  order  to 
keep  the  cyclometer  up  to  the  mark.  Mile- 
age fever  is  an  insiduous  disease;  it  creeps 
on  the  healthiest  cyclist  unawares,  and  is 
almost,  if  not  quite,  incurable.  In  time  it 
may  wear  itself  out,  or  the  victim  may  kill 
himself;  but,  once  contracted,  there  is  no 
cure  except  for  someone  to  get  hold  of  the 
diary  and  burn  it- or  otherwise  destroy  it. 
It  will  be  seen  that  diary  keeping  is  not  a 
thing  to  be  scoffed  at  or  ridiculed.  To  be, 
at  one  and  the  same  time,  a  diarist  and  an 
upright,  honest  and  truthful  man,  is  to  be 
something  of  a  moral  hero,  and,  as  heroism 
in  any  form  is  not  an  easy  thing,  there  is 
very  good  reason  for  a  man  leaving  a  riding 
d'afy  severely  alone. 

"Therefore,  reader,  unless  you  feel  that 
you  can  resist  the  temptations  I  have  set 
forth  in  my  sermon,  be  warned  in  time,  and 
record  not  what  you  do,  or  what  you  think 


you  do  on  the  innocent  pages  of  an  un- 
offending book.  There  is  no  absolute  neces- 
sity for  keeping  a  diary,  but  if  you  have 
sufficient  strength  of  mind  to  keep  your 
entries  strictly  within  the  limits  I  have  laid 
down,  you  will  find  your  diary  will  not  re- 
proach you  in  the  years  to  come,  and  in  the 
present  will  prove  neither  an  irksome  task 
nor  a  peril  to  your  reputation." 


Miss   Hogan's   Double   Trouble. 

British  justice  is  a  remarkable  and  intri- 
cate system,  regulated  by  that  incompre- 
hensible condition,  the  legal  mind,  which 
there  has  reached  a  degree  of  evolution  un- 
known in  any  other  parts.  In  its  relation 
to  the  tribulations  of  the  cyclist,  its  mani- 
festations are  even  more  wonderful  and  in- 
volved than  in  any  other  branch  of  its 
jurisdiction,  as  is  safe  to  say.  For  instance. 
Miss  Agnes  Hogan,  of  Fulhams,  a  bloom- 
ing damsel  of  a  score  of  years,  had  hired  a 
bicycle  and  when  riding  it,  had  the  mis- 
fortune to  crash  into  a  'bus,  through  the 
loss  of  a  nut  from  the  front  wheel.  She 
was  forced  to  spend  seven  weeks  in  the 
hospital,  and  underwent  two  operations, 
coming  off  in  the  end  with  a  "badly  bent" 
constitution.  Nevertheless,  when  sued  by 
the  owner  of  the  wheel  for  damages,  she 
was  compelled  to  pay  a  modest  require- 
ment of  some  $16,  and  as  she  happened  to 
be  poor,  this  was  arranged  to  be  paid  in 
monthly  installments  of  $2.50  "per." 


"  *BEST'  IS  A  SADLY  ABUSED  WORD, 

but  if  ever  there  was  an  article  to  which  it  rightly  was  applied,  that  article  is  the 


PERSONS 
SADDLE" 


That  is  one  of  the  nice  things  that  has  been  said  of  our  product. 
We  strive  to  so  manufacture  as  to  merit  such  sentiments. 


PERSONS  iVlANUFACTURlNQ  COMPANY, 


Worcester,  Mass. 


THE  BABY  GABRIEL  fOR  MOTORCYCLES 

is  a  new  horn  made  on  the  same  principle  as  the  Gabriel   Horn,  for  automobiles.      The  BABY 
is  a  two  chime  horn,  producing  a  very  clear  tone  of  great  carrying  power.       It  attaches  to  the 

exhaust  of  the  motorcycle  and  occupies  a  space  of  but  2x  15  inches. 

It  is  entirely  out  of   the  way,  and  as   there  are  no   bulbs   or  reeds  to 

break,  it   is    never  out  of  order.      No  motorcycle  is  complete  without   the 
BABY    GABRIEL.      Price,  complete  with  valve  and  spring  for  attaching  to  exhaust  pipe,  $10.00. 

GABRIEL  HORN  MANUPACTURING  COMPANY, 


983  Hamilton  Street, 


Cleveland,  Ohio. 


jm 


THE  BICYCLING  WORLD" 


263 


HOW  FRANCE  BUILDS  ROADS 


And  Pays  out  Nearly  $32,000,000  to  Main- 
tain them — Now  Being  Beautified. 


Of  all  other  nations,  France  has  ably 
earned  her  enviable  reputation  for  suprem- 
acy in  the  matter  of  highway  structure  and 
maintenance.  For  nowhere,  are  more  uni- 
form and  better  road  way  conditions  to 
be  found,  nor  a  more  perfect  system  cf 
upkeep,  than  there.  The  system  graduates 
all  thoroughfares  into  six  classifications, 
all  of  which  are  under  the  supervision  of 
certain  stated  authorities,  according  to  the 
nature  of  their  location,  and  the  amount  of 
traffic  which  they  are  called  upon  to  bear, 
and,  by  the  same  token,  all  are  perpetuated 
according  to  set  rules  which  are  laid  down 
by  the  government,  and  carried  out  in  ac- 
cordance with  its  mandates.  Of  the  details 
of  the  method  and  the  nature  and  develop- 
ment of  the  system  in  itself.  Consul  Bru- 
not,  of  St.  Etienne,  writes  in  a  recent  report 
to  Washington: 

"France  had  Wretched  roads  in  former 
times,  and  this  notwithstanding  the  good 
example  left  by  the  Roman  occupation,"  he 
says.  "Indeed,  high  road  accidents  were  a 
favorite  stock  in  trade  of  the  old  romancers. 
Now  the  roads  are  not  only  nearly  perfect 
and  good  at  all  seasons,  but  are  beautified 
by  artistic  stone  bridges  and  frequesitly 
lined  with  fruit  and  shade  trees.  Spas- 
modic efforts  were  made  to  better  the  roads, 
mostly  around  Paris,  under  Louis  XIV 
(1643-171S),  but  it  was  not  until  about  1775 
that  the  serious  work  of  building  great 
roads  of  national  extent  was  imdertaken, 
and  Napoleon  I  carried  it  forward  vigor- 
ously as  a  part  of  his  military  schemes, 
uniting  frontier  points  with  the  capital. 
Never  has  the  work  ceased,  except  during 
periods  of  war,  and  the  more  difficult  sec- 
tions, at  first  left  to  a  more  convenient  rea- 
son, are  steadily  being  built,  while  new 
cut-offs  and  connecting  links  are  continu- 
ally being  declared  open  for  service.  The 
roads  are  divided  into  six  classes,  as  fol- 
lows: 

"1.  National  roadSj  built  and  maintained 
by  the  government,  21,300  miles. 

"2.  Departmental  (State)  roads,  built  and 
maintained  by  the  political  divisions  tra- 
versed by  them,  15,700  miles. 

"3.  Principal  local  roads,  traversing  two 
or  more  townships  (communes),  are  main- 
tained by  them  with  government  aid,  124,- 
000  miles. 

"4.  Secondary  local  roads,  the  same  as 
the  preceding,  except  that  they  are  of  less 
importance,  and  are  maintained  by  the 
townships  under  supervision  of  the  govern- 
ment, 150,000  miles. 

"5.  Minor  local  roads,  still  less  important 
than  the  foregoing  and  maintained  by  the 
townships  under  the  supervision  of  govern- 
ment engineers. 

"6.  Rural  roads,  lanes  of  small  import- 
ance, entirely  maintained  by  the  townships 


without  any  intervention  or  supervision  by 
the  government. 

"The  rules  for  grades  are — national  roads, 
3  per  cent.;  departmental  roads,  4  per  cent.; 
principal  and  secondary  local  roads,  5  per 
cent.,  which  is  the  maximum  allowed,  ex- 
cept in  extremely  mountainous  regions  or 
on  the  most  difficult  sections  of  the  less  im- 
portant roads,  where  there  is  too  little 
traffic  to  warrant  the  expense  of  reducing 
the  grade  to  within  the  rule.  The  method 
of  construction  formerly  was  to  grade  the 
bed  level  and  lay  a  stone  dressing  for  a 
depth  of  17J/2  inches  in  the  middle,  dimin- 
ishing to  14  inches  at  the  sides,  but  experi- 
ence proved  that  a  better  plan  was  to  give 
the  earth  bed  the  same  rounded  form  in- 
tended for  the  surface,  and  the  thickness  of 
the  stone  layer  was  reduced  to  ll;/2  inches. 
This  is  the  method  now  generally  followed, 
and  about  8,700  miles  of  the  most  recent 
construction  have  been  built  on  this  plan, 
the  others  being  macadam  roads,  built  of 
material  found  on  the  spot,  and  some  minor 
roads  of  gravel  and  earth. 

"The  materials  used  vary  with  the  nature 
of  the  stone  found  in  the  different  localities. 
A  standard  of  the  quality  of  materials  has 
been  established  to  serve  for  comparison 
and  each  kind  of  stone  used  is  given  a  num- 
ber, ranging  from  0  to  20,  which  represents 
its  particular  value.  Porpheries,  being  the 
best,  are  numbered  from  10  to  20,  while 
pudding  stone,  the  worst,  varies  from  4  to 
8.  In  the  north  central  departments  me- 
dium quality  material  (8  to  13)  has  been 
used,  this  being  better  economy  than  trans- 
porting a  superior  quality  from  a  long 
distance. 

"The  steam  roller  is  now  in  general  use 
and  permits  of  repairing  the  whole  width  of 
a  road  at  one  operation.  The  new  work  is 
always  well  watered  in  advance  of  rolling. 
Great  care  is  given  to  the  construction  of 
drainage  ditches  and  their  relief  by  fre- 
quent traverse  culverts.  On  grades,  these 
gutters  are  separated  into  short  levels  by 
steps  of  stone  forming  a  series  of  miniature 
waterfalls,  by  which  plan  the  flood  water 
makes  its  descent  without  erosion  of  the 
ditch  or  causing  damage  to  the  sides  of 
the  road. 

"The  cost  to  the  government  for  mainten- 
ance of  roads,  bridges  included,  averages 
per  mile:  National  roads,  $206;  depart- 
mental, $180;  principal  local,  $129;  second- 
ary local,  $57;  amounting  to  an  annual  ex- 
penditure of  $31,615,668  for  maintaining 
311,000  miles,  or  about  65  cents  per  inhab- 
itant." 


Although  few  of  his  friends  are  aware  of 
the  fact,  Charles  Hadfield,  once  a  prom- 
inent performer  on  the  various  tracks 
throughout  the  country,  is  on  "the  other 
side."  He  has  been  playing  one  of  the 
lesser  roles  in  a  play  at  a  Clapham  theatre, 
in  London.  Whether  it  is  Hatfield's  "death 
defying"  cycle  whirl  above  a  cage  of  lions, 
the  Bicycling  World's  informant  did  not 
state. 


For  Business 


The 


INDIAN 


is  as  reliable  and  as  serviceable  as 
it  is  for  pleasure   purposes — and 
you  all  know  that  nothing  so 
reliable   is    to    he  had  any- 
where at  any  price.     The 

INDIAN  VAN 

will    interest    many    merchants    in 
motorcycles   who    can    be   inter- 
ested   in    no    other    way.     It 
points    the    way    to    quick, 
economical,      convenient 


deliveries   of  goods. 


HENDEE     MFC.    CO.. 

Springfielcl,^IVIass. 


26i 


THE  BICYCLING  WORLD 


Goodyear  Cushion  Pneumatic 


The  most  durable  bicycle  tire  made.  There  is  a  steadily  increas- 
ing demand  for  this  tire  and  every  dealer  should  carry  them  in  stock; 
merely  showing  a'section  will  often  make  a  sale  and  a  satisfied  customer. 

Send  us  your  name  and  address  so  we  can  forward  sections. 


GOODYEAR  TIRE  &  RUBBER  CO.,  Akron,  O. 


•WITH 


This  is  the  chance  of  a  life 
time  to  secure  one  of  these 
elegant  Regulator  Clocks, 
over  three  feet  high  and  i6j^ 
inches  wide,  solid  oak  case, 
8  day  movement,  constructed 
of  brass  and  steel  and  fully 
guaranteed,  in  return  for 
24  Neverleak  certificates. 
Any  "  Brass  Sign"  certifi- 
cates that  you  have  on  hand 
or  hereafter  obtain  through 
purchases  of  Neverleak,  will 
be  allowed  to  apply  on 
the  clock.  One  of  these 
clocks  will  be  an  ornament 
to  any  office,  shop  or  store. 

One  certificate  is  enclosed 
with  each  dozen  4-ounce 
tubes  of  Neverleak.  12 
certificates  will  entitle  you 
to  a  Brass  Sign  as  hereto- 
fore. 

BUFFALO 
SPECIALTY  COMPANY, 

BUFFALO,    N.  Y. 


FOUNDED 

•1877]! 

a.nd;v^TO  CYCLE  REV^EW^ 

In  which  is  incorporated  "THE  WHEEL"  (New  York)  and  the  "AMERICAN  ^^^^IST"  (Haitford) 


/ml.      -n 


Vol.  Lin 

No.  10 


New  York,  N.  Y.,  Saturday,  June  2,  1906. 


^ 


$2.00  a  Year 
10  Cents  a  Cop; 


IF   YOUR    BICYCLE   IS    NOT   EQUIPPED 

with  a 

STANDARD 

Two-Speed    Coaster    Brake 


Affords  a  hi^h  gear, 

a  low  gear,  a 
coaster  and  a  brake. 


Applicable  to 

any  chain  bicycle, 

old  or  new. 


you  are  obtaining  but  a  few  of  the  joys 
of  cycling.  Why  not  obtain  ALL  of  them  ? 


Catalogue  and  Quotations  on  Request. 


THE   STANDARD   COMPANY, 

Makers  also  of  Diamond  E  Spokes,  Standard  Pedals  and  Star  and  Sager  Toe  Clips, 

TORRINGTON,  CONN. 


n.^i^ari^oi«i3  orii^E^ 


Quality, 
Endurance. 


Comfort, 
Safety^ 


Hade  at 
HARTFORD, 

CONN. 


For 
Bicycles, 
riotorcycles, 
Tandems. 


Carriages, 
Carts, 
Sulkies. 


Tricycles, 

Wheelchairs, 

^Etc. 


THE  GREAT  KAUFMANN  TROUPE 


^oUKi^  o/^jiM^  hMi/U}jJL   d<JU.  X^/Axj;  -U^odo}/  t^ozco'i^  ^A4/t64  J6r 
Xjhaa^  ^,;t?Cail^   "l^o-cui;^     /    'jjl^Q^.J^/w.vxx^-^  ^^^b\j(H<A.jJL^, 


I'HE  BICYCLING  WORLD 


269 


This  is  the  Plant 


DEFENDER 
SPECIAL 


which  produces 


NEW 

OXFORD 


and  which  produces  them  in  a  way  that 
has  made  **Kokomo  quality"  famous 
and  in  such  quantities  as  permit  of 
Kokomo  prices— the   prices  that  please. 


KOKOMO  RUBBER  COMPANY 


KOKOMO,  IND. 


270 


THE  BICYCLING  WORLD 


The  Apex  of  Cycle  Construction. 

"  You  are  safe  in  buying  a  Pierce,"  is  a  remark  that  has  become  almost  a  cycling 
proverb.     Pierce  quality  is  never  questioned,  simply  because  it  is  unquestionable. 

CHAIN  OR  CHAINLESS.        CUSHION  FRAME  OR  RIGID  FRAME, 

THE  GEORGE   N.   PIERCE  COMPANY, 

BUFFALO.  N.  Y. 


^^1  Hudson  Bicycles  and  D.  &  J.  Hangers 


SUITS  ALL  RIDERS,  AND  EVERY  HUDSON  RIDER  IS  AN  ENTHUSIASTIC  ADVERTI?EneNT 


PRICES 

Model  302 $50.00 

303 $50.00 

305 $40.00 

307 ..$40.00 

308 $35.00 

309 $35.00 

310 $30.00 

311 $30.00 

312 $25.00 

313 $25.00 


DISTRIBUTORS 

Baker  &  Hamilton. 

San  Francisco.  Cal. 

Scott  Supply  &  Tool  Co., 
Denver,  Colo. 

J.  W.  Grady  &  Co., 

W  rcester,  Mass 

Alexander  Elyea  Co., 

Atlanta,  Ga. 


GET  THE  HUDSON  AGENCY  AT  ONCE,  TOHORROW  HAY  BE  TOO  LATE 

HUDSON  riFG.  CO.,  Hudson,  Hich.  I 


THE  BICYCLING  WORLD 


271 


Can  you  point  to  any  other  bicycle  in  your  rack,  Mr.  Dealer,  excepting 

THE  RACYCLE 

and  tell  your  customers  that  it  not  only  pushes  with  greater  ease,   but 
is  the  Largest  Selling  High  Grade  Bicycle  in  the  U.  S.? 

Of  course  you  can't. 

There  is  but  one  RACYCLE,  and  it's  made  by 

THE  MIAMI  CYCLE  &  MFG.  CO., 

MIDDLETOWN,  OHIO. 

HENRY  DE  RUDDER,  General  Agent  for  Holland  and  Belgium,  Ghent. 

E.  SANCHEZ  RUIZ  &  CIA.,  General  Agent  for  Mexico,  Pueblo. 

R.  SUMI  &  CO.,  General  Agent  for  Japan,  Osaka. 
F.  M.  JONES,  1013  Ninth  St.,  Sacramento,  Calif.,  Sole  Pacific  Coast  Representative. 


Rbading  Standard 


BUILT   AND    TESTED   IN   THE   MOUNTAINS. 


1 


MoToR  Bicycle 


THE  TALK  OF  THE  TRADE. 
Long  Wheel  Base^^Satisfaction,  Comfort. 

READING  STANDARD  CYCLE  MEG.  CO.,  Reading,  Pa. 


»c 


w 


fiBAD/NG  STANDARD 


V 


272 


THE  BICYCLING  WORLD 


A 

Corbin  Coaster  Brake 

improves  the  quality  of  any  bicycle  to 

say  nothing  of  the  greatly  increased 

pleasure  and  safety  it  affords 

the  rider. 


Any  bicycles  in  your  vicinity  that 
require  improving? 


Corbin  Screw  Corporation; 


NEW   BRITAIN,   CONN. 


IHE  BICYCLING  WORLU 


293 


Make  Money 

12  MONTHS  IN  THE  YEAR. 

Do  not  think  the  season  is  over  because 
you  have  had  a  few  pleasant  days.  Styles 
and  hnes  do  not  change  each  season  as 
formerly,  and  the  bicycle  business  can 
be  made  a  business  for  every  month  in 
the  )'ear  if  dealers  will  make  it  so. 

KEEP  UP  YOUR  STOCK 

Do  not  lose  orders  because'_you  have  no  machines 
on  hand  for  quick  delive  y. 

COLUMBIA  and  HARTEORDS,  $25  to  $100 

CLEVELAND  and  WESTFIELDS,   25  "  75 

TRIBUNE  and  STORMERS,      -25"  100 

RAMBLER  and  IDEAL,  -     -     -   25  "  60 

MONARCH, 25  "  50 

IMPERIAL, 25  "  50 

CRESCENT, 25  "  50 

ALL  CATALOGUES  NOW  READY. 

If  you  have  not  received  yours  write  at  once. 

Agencies  for  some  lines  still  open. 

Pope  Manufacturing  Co. 

Hartford,  Conn. 


THERE^S  A 


Yale  or  a  Snell 
Bicycle 

FOR 

EVERY  MAN, 
EVERY  WOMAN, 
AND  EVERY  CHILD, 

OUR  LINE  IS  COMPLETE. 


AND  THEN  THERE'S  THE 


"  ^^^'■SS-^r^-dLi'-'-'^^^'T'i^-'*^ 


YALE- CALIFORNIA 
MOTORCYCLE 

GENERALLY  ADMITTED  TO  BE  THE 
"ONE  BEST  BUY"  OF  THE  YEAR. 


CATALOGUES  ON  REQUEST. 


THE  CONSOLIDATED  MFG.  CO.,  Toledo,  0. 

CHICAGO  AGENT— I.  H.  Whipple,  260  W;  Jackson  Boulevard. 


294 


THE  BICYCLING  WORLD 


WANTS  AND  FOR  SALE. 

15   cents  per  line  of  seven   words,   cash  with  order. 

"pOR  SALE — Marsh  Motorcycle  1905,  almost 
new,  ;jSi  10.00.  Indian  1905,  ^125.00.  Ram- 
bler 1904,  new,  §150.00.  Rambler  1904,  1(125-00. 
Complete  stock  of  Indian  and  Rambler  parts  in 
stock.  Home  trainers  to  hire.  TIGER  CYCLE 
WORKS  CO.,  782  Eighth  Avenue,  New  York. 

"PTOR  SALE — Indian  Motorcycle,  1905  model, 
fine  order,  §125.00.  Full  line  parts  for  Indi- 
ans and  Thortype  machines,  expert  repairing,  power 
equipped  shop.  Supplies  of  all  kinds  for  motorcy- 
clists. F.  B.  WIDMAYER  MOTORCYCLISTS' 
SUPPLY   HOUSE,    2312  Broadway,   New  York. 

"pOR  S  \LE— Indian  Motorcycles,  1904  model, 
in  good  condition,  S90;  1905,  §130;  1905, 
§150;  can  also  make  immediate  deliveries  of  igo6 
models.  Full  s'ock  of  Indian  parts  always  on 
hand.  Expert  repairng.  PIEPER  &  CONNOR, 
1201-1203  Bedford  avenue,  Brooklyn,  N.  Y. 

Prompt  de'ivenes  on  1906  Indian  Mo'oicycles 
Second-hand  Indians,  §115,  §125  and  §150. 
All  parts  for  Thor  Motors  carried  in  stock.  Send 
for  our  catalogue  of  Motorcycle  Supplies.  F.  A. 
BAKER  &  CO.,  1080-1082  Bedford  Avenue, 
Brooklyn     37  Warren  St.,  New  York. 

p'OR  SALE— New  Rambler  Motor  Bicycle, 
-*■  §125.00,  ELMER  KELSO,  882  Virginia 
Avenue,  Indianapolis,  Ind. 

pOR  S.-VLE  OR  EXCHANGE— One  new  tub- 
lar  running  gear  designed  for  touring  car, 
complete  with  springs,  hubs  and  differential.  Also 
body  for  same  w.th  tonneau,  all  in  primer.  Worth 
JS500.00.  Will  exchange  for  second-hand  runabout 
or  will  take  good  motorcycle  as  part.  JAMES  W. 
y^SH,  Hudson,  Mich. 

\A/^ANTED — Bicycle    Repairer.      Good   oppor 

tunity  to  learn  automobile  repairing ;    state 

wages.     C.  R.  ZACHARIAS,  Asbury  Pa.k,  N.  J. 

pi  OR  SALE — Used  bicycles  and  bicycle  frames, 
also  tandems  and  triplets.     WILLIAM  Mc- 
DOUGALD,  357  North  State  St.,  Chicago,  111. 

pOR  SALE— Cheap,  one  sextet  in  good  condi- 
tion ;    suitable  for  Bicycle  Club,  or  a  good 
advertisement  for  some  live  dealer.     Address  M. 
&  W  ,  19  North  May  St.,  Chicago,  111- 

CATALOGUE. 

Thor  Motor  and  Parts  for  Motorcycle  and 
Hubs  and  Parts  for   Bicycle  on  application. 

AURORA  AUTOMATIC  MACHINERY  CO., 

AURORA.  ILL- 

AUTOMOBILE 

AND 

BICYCLE  SUPPLIES 

Send  for  J906  Catalogue. 

THE  KELSEY  CO.,      Buffalo,  N.  Y. 


Liberty  Bells 

HAVE    BEEN    RINGING   SINCE    1776. 

We  Make  them. 

LIBERTY  BELL  CO.,  Bristol,  Conn. 


HIGH  GRHDE 

wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  for 
the  money  than  the  use  of  the 

MORSE  rSS'bV  CHAIN 


NOISELESS  IN  MUD,  WATER  OR 
DUST   AND    ALWAYS    EASY    RUNNING 

The  only  chain  having  Frlctionless 
Rccker  Joints.  Insist  on  having  the 
Morse  Twin  Roller  Fits  regular 
sprockets. 

Send  for  Catalogue  and 
Trade  Price  to 

Morse  Chain  Co.,  Trumansburg:,  N.  Y. 


For  testing  dry  cells,  use  the 

Eldredge  Battery  Amineter 

o  to  30  Amperes 
Indicates  in  either  direction  of  current. 
Price  JS-S-So,  delivered. 

Eldredse  Electric  Mfe:.  Co. 

3  Post  OfSce  Square. 
Dept.  M.  Springfield,  riass 


IV 

o 
o 


BICYCLES 

AND 

SUNDRIES 

Prices  Right. 


O    146  North  4tli  Street,  Philadelphia,  Pa. 

BICYCLES  '•'  MOTORCYCLES 

HIGH-GRADE  LEADERS. 

Fowlsr-Manson-Slierman  Cycle  Mfg.  Co., 

45-47  Fulton  Street,  Chicago. 

Write  for  terms. 

THE  WILSON  TRADING  GO. 

TIRES 

121  Chambers  Street,        NEW  YORK 


The   Week's  Patents. 

820,110.  Means  for  Repairing  Punctures 
in  Pneumatic  Tires.  Harry  Harrison,  Erd- 
ington,  England.  Filed  Oct.  4,  1904.  Serial 
No.  227,150. 

Claim. — An  appliance  for  closing  a  punc- 
ture in  an  air-tube  of  a  pneumatic  tire,  con- 
sisting essentially  of  two  metal  or  other 
suitable  disks  with  means  for  pressing  and 
securing  them  together,  one  of  said  disks 
having  a  slot  to  facilitate  its  being  passed 
through  the  puncture  into  the  interior  of 
the  air-tube,  substantially  as  set  forth. 

820,222.  Internal  Combustion  Engine.  D. 
McRa  Livingston,  New  York,  N.  Y.  Filed 
May  12,  1904.     Serial  No.  207,531. 

Claim. — 1.  An  internal  combustion  engine 
having  a  power  cylinder  and  piston  and 
means  forming  a  compressor  communicat- 
ing with  the  power-cylinder  and  operating 
in  unison  with  the  power-piston,  said  com- 
pressor having  ports  leading  into  the  com- 
pressor-chamber at  opposite  points  therein 
and  respectively  serving  to  introduce  the 
combustible  mixture  and  scavenger-air 
whereby  to  maintain  said  elements  in  strat- 
ification in  the  compressor-chamber  and  to 
discharge  said  elements  in  said  relation  to 
the  power-cylinder. 


1^ 

BICYCLE  GOODS 

InewtoikI 

Ask  for  Catalogue  o.'  Bicycle  and 
Motorcycle     Parts   and    .-undries. 
We  want  every  dealer  to  have  our 
Monthly  Bargain  Book.    Write  us. 

VeooDs/ 

NEW  YORK  SPORTING  GOOD>  CO. 

\(?/ 

17  Wairm  street,  New  York. 

ARMAC 


Motor  Cycles 
and  Side  Cars 


The  1906  ARM  AC  'L',tJr  ty'Xr'^t'c^^ 

furpjses.    Frame  is  guaranteed  to  carry  500  lbs.  weight,  and  tlie 

3  H.  P.  nOTOR 

which  can  be  operated  at  a  speed  of  4  to  45  miles  per  hour 
wi  1  take  side  car  and  second  passenger  over  ordinary  country 
roads,  and  will  take  one  rider  over  any  road  or  up  a  25  per 
cent,  grade. 

The  Standard  of  Amerlcan-riade  Hotor  Cycles 

Low   frame,  extra   heavy  tires,   chain  or   belt   drive,   and 
Agents*  terms  that  will  interest  you. 

ARHAC  nOTOR  CO., 

472  Carroll  Ave.,         -  CHICAQO,  ILL. 

C.  H.  LUDLOW,  Ageat,  Northport,  L.  I. 


The  Sartus  Ball  Retainer 

(.Brought  Out  In  1896) 

BEST  ANTI-PRICTIOIN 

THE  SARTUS  BALL  BEARING  CO. 

155  Spring  Street,  New  York. 


THE  BICYCLING  WORLD 


295 


FORSYTH    SPECIALTIES. 


Full  Chain  Guard  with  All  Connections. 

M;  de  In  sections  and  riveted  together,  giving  enough  elasticity 
to  avoid  th  "twang"  of  a  one-piece  guard.  Adjustable  to  stretch 
of  chain  and  to  differences  of  length  between  centers  of  axles. 

FORSYTH  MANUFACTURING  CO., 


"  Handy  things 

.    to  have  about 

the  house." 

We  also  make 

Mud  Guard  Fittings, 
SproGl(et  Guards, 
Metal  Hand  Bral(es, 

and  other  '  peciali'es. 

Buffalo,  N.  Y. 


Half  Guard  with  All  Connections. 

Notice  the  method  of  attaching  front  con 
nection.  Enough  adjustment  to  meet  the  angle  of 
any  frame  ;  a  little  feature  all  our  own.  It  counts. 
These  guards  are  just  a  little  better  than  any 
others  That's  why  we  are  still  making  and  sell- 
ing lots  of  them. 


The  Troxel  Universal  Saddle  Spring- 


One  Set 
in  a  Box, 
Assem- 
bled and 
Enameled 


ADJUSTABLE    TO    FIT    ANY    SADDLE. 

Furnished  in  either  nickel  plate  or  black  enamel.  Write  for  piices. 


THE  TROXEL  MFG.  GO. 


Elyria,  Oliio. 


WHEN    YOU    REQUIRE 

TIRES  or  SUNDRIES 


OR 


MOTORCYCLE  ACCESSORIES 

You  will  find  that  our  prices  and  our  treatment  are 
"  all  to  the  good." 

Boston  Cycle  &  Sundry  Co. 

48  Hanover  Street,  -  -  Boston,  Mass. 


WHEN   YOU    SAY 

SPLITDORF  COIL 

TO  A    MOTORCYCLIST 

h''s  face  lights  up.       He  knows  it  has  been  prov.  ri 
the  best  that  money  can  purchase. 

C.   F".  SRLIXDORF". 

17-27  Vanderwater  Street,   New  Y   rk 


IS    USED. 
With  mlllloni  In  dally  un,  it  haa  stood  th*  test  lot 
more  than  flv*  yean  and  ii  adaptable  to  ball  bearing:  cf 
any  kind. 

If  yoa  are  oteri  of  ball  bearingi  we  would  be  pleased  to  hi  ar 
from  yon  and  mail  yoD  onr  catalog  with  the  lateit  iniormati  n, 
which  we  know  wonld  be  profitable  and  interesting  to  yon. 


THE  STAR  BALLRETAINEK  00.,  Unoatter,  Pe.,  U.3.A 


Ipresseb  Steel  Bicycle  dFittlnoB, 

Lugs,  Clusters,  Tees,  Heads,  Head  Sets,  Hubs,  Fork  Ends,  Chain 
Adjusters,  Crowns,  Head  Shells,  Cones,  Ball  Cups  and  Retainers. 

Ligl  t  ana  Htavy  Metal  .Stairping  and  Cold  Forcing,  Ball  Bear'ngs.  f^tove  Trimmings  and  Sheet 
Met.l  SpeciaHies,  t-  utomobile  :  nd  B-lectrical  Fittirgs. 

Worcester  Pressed  Steel  Company,  ""{ii;;«;,;r7massr' 

Piircessors  to  W.  rrest  r  Ferrule  &  Vig.  Co.  Chicago  Office,  1064  Monadnock  Block 


Special  Stampinss 

SHEET  METAL 


THE  CROSBY  CO., 


Buffalo,  N.  Y. 


For  sale  by  leading 
jobbers  elsewhere. 


L«^  The  Standard 

Wrench  for  Bicycles 


and;  Motorcycles. 

THE;BILLIKGS:&SF[KCERC0.,  Hatlfcrd,  Ccnn 


296  'rHE  BICYCLING  WORLD 

If   You    ar^    Interested     in    Automobiles, 

THE    MOTOR    WORLD 

\A/ill     Interest    You. 

Rublished     Every     Thursday    at    154     Nassau    Street,    New   York. 

$2.00     por    Yeas-  Specimon     Copies    Gratis. 


Two  Books  for  Motorcyclists 


An  elementary  knowledge  of 
electricity  will  go  far  towards 
making  for  the  fullest  measure 
of  motorcycle  satisfaction. 

-The  ABC 

of  Electricity" 

will  impart  this  very  knowledge. 

The  book  is'  entirely  non-technical  and 
can  be  understood  by  the  man  who 
does  not  know  "  the  first  thing  "  about 
electricity. 


Price,  50  Cents. 


If  you  ride  or  sell, 

or  intend  to  ride  or  sell 

motor  bicycles, 

**  Motorcycles 

and 

How  to  Manage  Them" 

is  the  very  book  you  need. 

Every  page  teaches  a  lesson.    Everv  illustration 
"speaks  apiece." 


Price,  50  Cents 


THE  BICYCLING  WORLD  CO.,  154  Nassau  St.,  New  York. 


BOSTON  &  MAINE  R.R. 

LOWEST  RATES 
FAST  TRAIN  SERVICt 

BMTWSMH 

Boston  and  Chicago, 

St.  Louis,  St.  Paul 
Minneapolis 

and    points  West,  Northwest,    Southwest. 

Pullman  Parlor  or  Sleeping  Cars  on  all 
Through  trains. 

For  tickets  and  information  apply  at  any 
principal  ticket  oflSce  of  the  company. 


D.  J.  FLANDERS,  Gen'l  Pass.  &  Ticket  Agt. 


TO  THE   UVE:  man 

interested  in  cycling  who  realizes  the  value  of  Iteeping  informed 
about  all  that  concerns  it  this  blank  will  be  hint  enouofh: 

^.^^^.H-H-t  ♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦  ♦  ♦♦fH>>"f-f4M-f  ♦♦•♦•♦-»•♦♦>•> -f  ♦♦♦■»•♦  ♦♦^^ 

THE  BICYCLING  WORLD  COMPANY, 
154  Nassau  Street,  New  York, 

Enclosed  find   $2.00   for  which   enter  my   subscription  to 

I     THE  BICYCLING  WORLD  for  one  year,  commencing  with 
■♦• 

t    the  issue  of '- 

•♦• 

t  Name ^ 


Address- 


r  • 

I  ■ 


THE  CYCLIST 

TPADE  REVIEW 

FOUNDED    lOTO 

THE    LEADING    ORGAN 

OF    THE 

CYCLE  TRADE 

Read   by   the   whole   of   the 

BRITISH    TRADE. 

American    SubscriptioD    Rale 

9/4   per   aonuok 

Specimen   copy  oo   cpplicallDD  lo 

ILIFFE    S    SONS    LimileiL 

COVENTRY.    Ent 



l_ -           , 

The  Best  Advertising  Medium 
for  the  Irish  Trade  is 

THE 
IRISH  CYCLIST 

Specimen  copy  and  advertlslnf>  rates  on 
application  to 

MECREDY,  PERCY   &  CO.,  Ltd..  Props, 
34  Abbey  St.,  DUBLIN. 


The  Bicycling  Worid 


ANT)  MOTORCYCLE  REVIEW^/ 


Volume  LI  1 1. 


New  York,  U.  S.  A.,  Saturday,  June  2,  1906. 


No.  10 


"DRAWING  OUT"  HEDSTROM 


Process  not  Fruitful  but  he  did  Say  Some- 
thing of  his  Trip  Abroad. 


Oscar  Hedstrom,  the  mechanical  genius 
of  the  Hendee  Mfg.  Co.,  was  in  New  York 
on  Wednesday  last,  for  the  first  time  since 
his  return  from  abroad.  There  is  no  doubt 
that  he  picked  up  quite  a  few  ideas  while 
away,  but  Hedstrom  is  not  a  very  talkative 
chap  and  rarely  volunteers  information  and 
efforts  to  "draw  him  out"  usually  result  in 
little  more  than  that  flow  of  words  neces- 
sary to  ansvyer  the  questions  or  suggestions 
put  to  him.  The  endeavor  to  obtain  his 
views  of  the  motorcycle  situation  abroad 
ran  somewhat  like  this: 

"What  countries  did  you  visit?" 

"England  and  France." 

"Then   you   did   not   get   into   Germany?" 

"No — didn't  have  time." 

"Don't  suppose  you  learned  very  much 
in  England?" 

"Not  a  great  deal." 

"The  English  machines  are  an  awkward 
looking  lot,"  was   suggested. 

"They  are  rather  bulky.  I  think  we  have 
them  beaten  on  looks." 

"Is  that  all?"^this  with  a  smile. 

"Well,  I  guess  we  get  as  much  out  of  a 
small  motor  as  they  do." 

"What  did  you  learn  while  in  France?" 

"It  is  impossible  to  go  there  without 
picking  up  something.  Everyone  seems 
to  be  making  motors.  There  are  a  lot  of 
little  makers  whom  we  never  hear  of.  Nearly 
all  of  their  motors  contain  some  good 
ideas." 

This  is  a  long  speech  for  Hedstrom. 

"Did  you  get  into  any  of  the  factories?" 

"I  didn't  try.  I  was  shown  through  one 
of  them  only." 

"Which  one?" 

Hedstrom  ransacked  his  memory  but 
could  not  recall  the  name  of  the  plant. 

The  sum  total  of  the  impressions  which 
Hedstrom  shared  with  the  interviewer  was 
that  motorcycling  is  in  a  much  healthier 
state  on  the  continent  than  it  is  in  Great 
Brit;.in  and  that  two-cylinder  motorcycles 
are  attaining  marked  popularity  while  there 
is  little  real  interest  in  the  four-cylinder 
machine.'  The  condition  of  cycling  in  Eng- 


land, however,  caused  the  Springfield  man 
to  grow  almost  loquacious.  Bicycles  are 
almost  as  numerous  as  they  were  here  in 
the  palmy  days.  Hedstrom  said,  with  a 
laugh,  that  even  he  had  succumbed  to  the 
spell  and  indulged  in  a  thirty-mile  ride — the 
first  time  in  two  years  that  he  had  pedalled 
a  bicycle. 


Where  "Armac"  Came  From. 
Of  all  the  names  attached  to  motorcycles 
the  one  that  looks  and  sounds  oddest  and 
that  has  given  rise  to  no  little  speculation 
and  spelling  backward,  is  the  Armac.  Its 
origin  has  been  past  understanding.  One 
day  last  week,  however,  President  Keller, 
of  the  Armac  Motor  Co.,  let  a  Bicycling 
World  man  into  the  secret.  "Armac,"  it  ap- 
pears, springs  from  the  name  of  the  designer 
of  the  machine — Archie  Mack,  a  part  of  each 
half  of  his  name  being  borrowed  for  the 
purpose.  In  former  years  Mack  was  a 
well  known  racing  man  in  the  Northwest. 
He  is  now  with  the  Armac  company  and 
it  is  his  fertile  brain  that  has  been  respon- 
sible for  a  number  of  the  striking  innova- 
tions that  mark  the  machine. 


Duty    Raised    on    French    Motorcycles. 

In  a  decision  delivered  by  I.  F.  Fischer, 
the  Board  of  United  States  General  Ap- 
praisers, has  ruled  that  Peugeot  motorcycles 
must  pay  a  higher  duty.  The  machines,  the 
subject  of  the  board's  ruling,  were  invoiced 
as  possessing  a  foreign  market  value  of 
52S  francs,  whereas  the  American  customs 
authorities  considered  the  motors  dutiable 
on  the  basis  of  750  francs  apiece.  As  a  re- 
sult of  the  board's  action  the  motorcycles 
will  have  to  stand  the  higher  duty. 


Millen   Becomes   a    Corporation. 

John  Millen  &  Son,  the  well-known  Mon- 
treal jobbing  house,  has  been  incorporated  in 
Canada,  with  $100,000  capital.  The  incor- 
porators named  are  John  Millen,  W.  Star- 
chan  and  F.  W.  Sharp,  all  of  Montreal. 


Mail   Order  House  Seeks  Motorcycles. 

The  motor  bicycle  is  beginning  to  loom 
large  in  the  eyes  of  the  mail  order  houses. 
It  is  positively  known  that  one  of  them  is 
seeking  quotations  on  1,000  machines  for 
the  1907  trade. 


DEATH  CLAIMS  HERRICK 


One  of  Chicago's  Most  Notable  Cyclists  is 
Suddenly  Stricken — His  Career. 


On  Friday,  May  25th,  Chief  Centurion 
William  Herrick,  of  the  Century  Road  Club 
of  America,  completed  the  term  for  which 
he  was  elected — a  life  term.  On  that  date 
Herrick  passed  away  in  St.  Luke's  Hos- 
pital, Chicago,  a  victim  of  apoplexy.  He 
was  stricken  suddenly  wjiile  at  luncheon 
three  days  before  and  never  regained  cons- 
ciousness. He  was  40  years  of  age  and 
leaves  a  wife  and  an  eighteen-year-old  son. 
There  are  many  men  in  the  Century  Road 
Club  who  are  not  aware  that  Herrick  occu- 
pied an  office  in  their  organization  and  it 
is  not  in  that  capacity  that  he  was  best 
known.  But  Herrick  was  one  of  the  two 
men  who  formed  that  national  club,  the 
vote  of  the  one  "unanimously"  electing  the 
Chicagoian  centurion.  When  the  club  grew, 
the  other  man  drifted  out  oi  it,  but  Her- 
rick remained  and  when  its  affairs  were  re- 
organized he  was  elected  chief  centurion 
for  life  in  honor  of  his  service. 

But  it  was  probably  as  a  tradesman — as 
manager  for  Morgan  &  Wright,  that  Her- 
rick is  best  remembered,  although  previous 
to  fining  that  berth,  no  cyclist  in  the  West 
was  more  widely  known.  "Billy"  Herrick, 
red  haired,  electric,  good  natured,  but 
withal,  shrewd  and  on  occasion  bitterly  in- 
cisive, was  in  the  forefrorit  of  all  tlial  \va.^ 
doing.  He  was  one  of  the  leaders  in  the 
Lincoln  Cycling  Club,  of  which  he  became 
president;  was  an  L.  A.  W.  representative 
and  whenever  cyclists  gathered  there  Her- 
rick would  be  found.  He  was  the  creator 
of  the  Lincoln's  famous  "hard  times" 
smoker  and  of  several  other  strikingly  orig- 
inal entertainments  which  were  taken  up 
and  reproduced  all  over  the  country.  It 
was  he  who  dubbed  the  lunch  room  in  a 
department  store  where  Chicago  cyclists 
were  wont  to  congregate  for  their  midday 
meal  in  "the  Rag  Shop" — a  term  that  stuck 
to  it  for  years  and  by  which  it  was  widely 
known.  He  was  a  merry  soul — was  this 
"BiJly"  Herrick.  There  usually  was  a  prank 
and  a  laugh  in  his  vicinity. 

When  he  first  appeared  on  the  cycling 
horizon    he  was  identified  with  his  father's 


274 


THE  B^'CYCLING  WORLD 


hat  business,  but  his  interest  in  bicycles  was 
so  great  that  he  soon  drifted  into  the  trade, 
becoming  sales  manager  of  Charles  F. 
Stokes  &  Co.,  then  one  of  the  big  houses  in 
Chicago,  and  eventually  bringing  up,  as 
stated,  as  virtual  manager  of  Morgan  & 
Wright.  When  the  firm  was  taken  over  by 
the  Rubber  Goods  Manufacturing  Co.,  Her- 
rick  became  interested  in  mining  ventures 
which  did  not  prosper;  about  two  years 
since  he  embarked  in  the  automobile  busi- 
ness, in  which  he  was  engaged  at  the  time 
of  his  death. 

They  tell  a  story  of  the  manner  in  which 
Herrick  secured  connection  with  Morgan 
&  Wright  that  well  illustrates  the  nature  of 
the  man.  He  was  out  if  not  down.  He 
wanted  an  occupation  and  approaching  Mr. 
Morgan  frankly  told  him  so. 

"I  want  a  job,  Mr.  Morgan,"  he  said. 
"I  don't  care  what  it  is;  but  I  want  a  job. 
I  want  a  place  to  hang  up  my  hat,  and  I 
want  it  worse  than  I  want  the  salary." 

Everyone  then  in  cycling  life  in  Chicago, 
knew  the  then  rollicking  Herrick.  Mr. 
Morgan  humored  him  and  put  him  off  for 
a  week.  Seven  days  later,  to  the  very  min- 
ute, Herrick  again  was  on  the  spot.  He 
repeated  his  desire  to  such  good  purpose 
that  Mr.  Morgan  gave  him  a  minor  position. 
He  then  began  to  take  a  more  serious  view 
of  life  and  to  such  good  purpose  that  it 
was  not  very  long  before  he  was  occupying 
a  revolving  chair  at  a  big  polished  desk 
in  a  private  office,  practically  the  lord  of 
the  great,  big  tire  factory  and  a  warm  per- 
sonal friend  and  the  trusted  lieutenant  of 
Mr.    Morgan   himself. 


BIG  DROP  IN  APRIL 


Exports    Fail    to    Retain    their    Strength — 
Shrinkages  in  all  Directions. 


What  it  Weighed   in   French. 

Hardly  less  comical  than  the  efforts  of 
the  average  American  to  avoid  the  use  of 
the  exceedingly  simple  metric  system,  with 
its  foreign  sounding  terms,  are  those  of  the 
Frenchman  to  acquire  the  mastery  over 
the  honorable  and  archaic  English  system 
which  is  American  by  adoption.  And,  in- 
deed, it  is  safe  to  say  that  his  difficulties 
are  even  more  numerous  and  annoying 
than  are  the  American's.  That  he  sometimes 
falls  into  most  pitiful  error,  is  shown  by 
the  following  example.  A  French  paper,  in 
the  course  of  an  article  of  a  somewhat  tech- 
nical nature  upon  the  subject  of  the  British 
motor  bicycle,  gravely  announced  that  its 
weight  was  "2  crots,  3  qurs.  13  lbs."  after 
which  a  method  of  reducing  "crots"  to  kilos 
was  given,  together  witli  tlie  statement  that 
1,000  kilos  was  equal  to  "19  cro.  3  qurs.  et 
8  lbs." 


To    Prevent    Short    Circuits. 

As  dry  air  is  the  best  possible  insulator 
for  the  electric  circuit,  care  should  be  taken 
in  arranging  the  wiring  of  ignition  circuits 
CO  see  that  the  conductors  are  a's  little 
crowded  as  possible  and  that  they  stand 
away  from  metal  parts.  Also,  as  water  and 
moisture  may  serve  to  break  down  the  most 
perfect  insulation  imaginable,  care  should 
be  taken  to  preserve  the  conductors  from 
rain,  mud  and  oil. 


That  constant  tendency  to  rise  and  fall 
inexplicably  that  has  characterized  bicycle 
exports  during  the  past  several  years,  is 
again  evident  in  the  report  for  April.  Its 
immediate  predecessor  not  alone  exhibited 
substantial  advances  in  many  of  the  totals 
when  compared  with  the  corresponding 
period  of  the  year  previous,  but  also  with 
the  month  preceding  it,  and  its  showing 
was  moreover  consistent  with  that  of  sev- 
eral prior  reports.  Even  Other  Europe, 
which  has  shown  a  continued  upward  trend 
for  a  year  past  to  such  an  extent  tliat  its 
total  for  1905  was  substantially  in  excess 
of  that  of  1903 — usually  considered  a  good 
year,  has  dropped  back  somewhat  its  total 
for  April,  1906,  being  but  $27,412  as  com- 
pared with  $35,745  for  the  same  month  of 
1905. 

However,  that  this  is  but  a  temporary 
lapse  is  manifest  from  the  manner  in  which 
the  totals  are  slowly  progressing  upward 
in  the  aggregate.  For  instance,  in  the 
period  of  ten  months  ending  with  April, 
Germany  has  advanced  from  $47,029  last 
year  to  $74,757;  Italy  has  risen  from  $17,701 
to  $30,747  in  the  same  time  and  the  Nether- 
lands have  soared  from  $35,186  to  $119,699, 
Other  Europe  topping  the  list  with  a  total 
of  $204,256  which  marks  an  increase  from 
$132,443  over  the  same  period  a  year  ago. 
Another  substantial  advance  is  to  be  found 
in  the  case  of  Mexico,  which  gained  almost 
a  hundred  per  cent.,  or  from  $40,173  to 
$71,186. 

The  report  in  detail  follows: 


Bekeart's  After-the-Earthquake  Assets. 

The  same  "you-can't-keep-a-good-man- 
down"  kind  of  spirit  that  always  has  char- 
acterized San  Francisco's  business  men,  is 
more  than  ever  apparent  since  the  disaster. 
The  prize  for  displayed  energy  of  this  sort 
must  go  to  a  sporting  goods  house  that  has 
the  following  sign  hanging  outside  its  tem- 
porary office: 

Office    (Temporary) 

Phil.    B.    Bekeart    &    Co.,    Inc. 

2330   Alameda   Avenue, 

Corner  Park  Street. 

Liabilities - ? 

(April  25,  1906,  not  yet  computed). 

Assets: 

Cash    Nearly  18.00 

Nerve    Over  1,000,000.00 

Reputation     About  '  .30 

Energy  and  possibilities 1,000,500.00 

Fixtures — I  suit  clothes,  2  fancy 

vests,  1  plug  hat  (undamaged)  15.83 

Total 2,000,534.13 


Extent  of  Belgium's  Exports. 

During  1905  Belgium's  bicycle  exports 
amounted  to  742  complete  machines,  valued 
at  $13,346,  according  to  a  consular  report. 
During  that  period  its  exports  of  bicycle 
parts  were  valued  at  $221,752.  In  the  year 
2,337  motorcycles,  at  a  valuation  of  $278,791, 
were  exported  and  motorcycle  parts  and 
fittings  to  the  extent  of  $194,677. 


Standard  Plant  to  be  Enlarged. 

Large  as  it  is,  the  Standard  Co.,  Torring- 
ton.  Conn.,  is  preparing  to  become  larger. 
Contracts  are  about  to  be  let  for  the  con- 
struction of  two  additional  buildings,  one 
of  which  will  be  used  as  a  power  plant  and 
the  other  for  manufacturing  purposes. 


Exported  to—  1905. 

United    Kingdom    $32,579 

Belgium    5,324 

France 10,122 

Germany    11,155 

Italy    1,739 

Netherlands    2,988 

Other  Europe   35,754 

British  North  America 28,981 

Central  American  States  and 

British    Honduras     310 

Mexico     5,736 

Cuba    2,435 

Other  West  Indies  and  Bermuda..  ..  1,857 

Argentina    4,062 

Brazil 666 

Colombia     . 30 

Venezuela    

Other  South  America   1,224 

Chinese    Empire    ,..,...  322 

British   East  Indies    2,775 

Hongkong    ' 

Japan     35.096 

British  Australasia   7,097 

Philippine   Islands 460 

Other  Asia  and  Oceania 1,321 

British  Africa    

All    other    Africa    35 

Other   countries    

Total $192,068 


ipril — 

10  Months  Endin 

g  April— 

1906. 

1904. 

1905. 

1906. 

$19,909 

$211,402 

$174,737 

$169,202 

1.580 

43,533 

29,811 

20,422 

2,710 

63,205 

35,870 

33,508 

1,032 

108,831 

47,029 

74,757 

2,336 

48,306 

17,701 

30,747 

106.067 

35,186 

119,699 

27.412 

153,779 

132,443 

204,256 

6,977 

90,552 

99,465 

42,163 

1,320 

2,760 

3,781 

8,301 

7,361 

37,417 

40,173 

71,186 

2,461 

15,151 

29,548 

30,860 

2,016 

26,364 

25,132 

19,522 

688 

10,589 

15,584 

13,315 

1,387 

10,503 

9,169 

7,860 

1,398 

3,345 

3,039 

14 

591 

326 

706 

1,224 

14,450 

11,092 

10,348 

313 

12,008 

10,892 

6,782 

182 

19,683 

9,035 

4,1.W 

15 

8,073 

2,730 

599 

17.1.34 

360.434 

203,620 

163.894 

6,021 

257.9,^6 

115.048 

79,828 

20,448 

7,195 

4.969 

658  - 

18.,3.39 

17.302 

8-262 

45 

10,856 

1  910 

1.6=^5 

6,786 

3,037 
50 

390 

$102,795   $1,659,461    $1,081,211    $1,130,409 


IHE  BICYCLING  WORLD 


275 


DAVIS'S  RECORD  UP  TO  DATE 


At   79   is   Averaging  "Only   30   Miles"   but 

Hopes  "to  do  Better" — His  Statistics 

and   Suggestions. 


With  nearly  118,000  miles  to  his  credit,  and 
daily  riding  his  way  toward  the  120,000  mile 
mark,  which  he  hopes  to  reach  before  the 
end  of  the  summer,  Thomas  W.  Davis,  the 
veteran  rider  of  Peoria,  III.,  and  one  of 
cycling's  grand  old  men,  is  staunchly  pedal- 
ling his  way  to  a  sturdy  maturity  that  eclip- 
ses the  ripest  of  many  men's  years,  even 
the  youth  of  others,  and  leaves  behind  it  no 
trace  of  the  decline  in  vigor  which  is  com- 
monly supposed  to  accompany  the  approach 
to  the  fourth  score.  For  he  is  now  in  his 
seventy-ninth  year,  and  by  the  time  his 
eightieth  has  come  and  gone,  unless  an 
unlikely  weakness  is  developed,  he  will  be 
well  on  toward  his  200,000  miles  of  riding. 
But  as  if  that  were  not  enough,  his  first 
ride  was  not  taken  until  he  was  more  than 
sixty,  and  he  had  earned  a  right  to  bask  all 
day  in  the  sunshine  rather  than  to  stir 
about  in  so  vigorous  a  way.  And  he  attrib- 
utes it  all,  his  strength  and  enduranc'e  and 
vim,  to  the  constant  use  of  the  bicycle 
through  these  years."  Yet  in  his  younger 
days,  he  was  not  wont  to  be  idle,  and  the 
fresh  air  and  country  scene  were  his  by 
inheritance  and  choice  long  before  the  days 
of  the  wheel.  Indeed,  as  he  himself  says,  he 
more  than  once  has  walked  over  a  twenty 
mile  course  in"  search  of  some  rare  herb  or 
other  that  was  not  to  be  had  nearer  at  hand. 

That  was  back  in  England  where  at  Hull, 
along  the  banks  of  the  Humber,  he  first 
learned  to  love  nature  as  it  is,  and  tramped 
himself  full  of  blooming  healthful  life. 
Though  he  reckons  Hull  as  his  birthplace, 
he  was  born  in  Chester,  from  which  town 
of  tradition,  his  parents  emigrated  before 
he  had  counted  out  three  years  of  life.  For 
twenty-nine  years,  then,  he  lived  in  Hull, 
finally  coming  to  have  charge  of  a  depart- 
ment in  Earle's  shipyard.  It  was  there,  in 
1836,  that  he  first  saw  a  "dandy-horse,"  and 
crude  toy  that  it  was,  a  forerunner  of  the 
bicycle  which  was  to  play  so  important  a 
part  in  his  future  life.  In  1862,  he  came 
to  America,  and  after  having  spent  a  couple 
of  years  in  Massachusetts,  turned  toward 
the  setting  sun,  and  finally  settled  down  in 
Peoria,  where  he  has  since  resided.  Five 
times,  he  has  revisited  the  old  country,  and 
twice,  in  1900  and  1901,  he  took  with  him 
a  bicycle,  riding  nearly  3,000  miles  on  the 
latter  occasion.  While  there,  he  again  went 
over  the  old  road  he  used  to  travel  so  much 
in  search  of  the  precious  herbs. 

It  was  sometime  during  the  year  1884, 
that  Mr.  Davis  first  became  interested  in 
the  budding  cycling  movement,  and  buying 
a  pair  of  carriage  wheels  and  other  neces- 
saries, began  to  construct  his  first  tricycle, 
which,  as  he  was  a  machinist  by  trade,  and 
something  of  a  genius  as  well,  was  more  of 
a    success    than    many    other    early    efforts. 


A  little  later  he  bought  a  velocipede,  and 
adapting  a  lever  motion  to  it,  rode  that 
also,  with  no  small  degree  of  pride  and 
satisfaction.  His  first  "boughten"  machine 
was  a  veritable  "bone  shaker,"  with  wooden 
wheels,  and  iron  tires,  which  stood  him  in 
good  stead  until  its  successor  arrived  on  the 
scene  in  the  shape  of  a  48-inch  ordinary 
with  rubber  tires.  This,  in  time,  gave  place 
to  a  50-inch  ball  bearing  mount,  and  the 
cycling  enthusiast  had  become  a  confirmed 
devotee. 

In  all,  he  has  ridden  eleven  different  ma- 
chines, comprising  a  variety  of  makes  and 
patterns,  and  covering  the  whole  history 
of  the  development  of  the  bicycle,  from  his 
first  two  ordinaries  down  to  his  very  latest 
safety.  Nor  have  they  been  lightly  tried 
and  cast  aside,  for  each  has  done  probably 


THOMAS   W.    DAVIS. 

more  work  than  the  average  of  its  kind, 
and  only  has  been  abandoned  when  in  its 
old  age,  another  of  improved  type  came  to 
take  its  place.  Each  has  its  place  in -his 
little  book  of  personal  cycling  history,  and 
against  each  is  credited  the  number  of  miles 
it  carried  its  owner.  Of  these  records,  one 
stands  to  show  for  25.202  miles,  another 
for  34,404  and  a  third,  the  one  which  is  now 
in  daily  use,  32,599  miles,  up  to  the  present 
writing.  But  not  content  with  jotting  down 
the  number  of  miles  ridden  each  day,  this 
painstaking  mileage  builder  has  made  note 
of  the  performance  of  each  individual  part. 
Thus,  speaking  with  authority,  he  says  that 
a  good  back  tire  ought  to  run  at  least  5,000 
miles,  while  he  has  known  a  front  tire  to 
carry  him  10,606  miles.  He  is  very  particu- 
lar to  state  the  last  mile  as  carefully  as  the 
first. 

Pedals?  There  you  encounter  a  strong 
opinion.  With  the  rat  trap  pattern,  he  says 
that  constant  wear  will  tend  to  dull  the 
points  in  the  side  pieces  and  cause  the  foot 
to  slip.  With  rubber  footings,  this  never 
can  happen.  So.  he  invariably  uses  the 
square  rubber  pedal  when  he  can  get  it. 
If  he  can  not,  he  is  content  with  the  rat 
trap.  But  for  all  that,  he  has  ridden  a  sin- 
gle set  of  them  for  25,000  miles  and  more, 
and  is  placidly  content  with  their  lasting 
quality.      He    points    out    with    pardonable 


pride  a  hanger,  which  has  lasted  him  out 
for  over  28,000  miles,  and  as  for  saddles,  he 
says  he  much  prefers  the  spiral  spring  type, 
for  although  the  springs  at  times  show  a 
tendency  to  break,  still  he  has  a  saddle 
which  has  carried  him  more  than  90,000 
miles,  while  one  pair  of  springs  has  lasted 
something  like  32,000  miles.  That  he  is 
something  of  judge  when  it  comes  to  sad- 
dles, is  shown  by  the  fact  that  he  is  not 
troubled  with  chafing.  For  as  he  punctilli- 
ously  explains,  he  never  has  been  saddle- 
sore  but  once.  He  always  rides  a 
63  gear,  which  "answers  for  him,"  and 
though  he  rides  in  moderation,  he  manages 
to  cover  a  good  many  miles  every  day,  as 
is   shown  by  his   totals. 

But  better  than  summaries  or  statistics, 
his  own  words  best  express  what  the  bicycle 
has  done  for  him,  and  how  he  looks  upon 
the  pastime: 

"During  the  last  thirteen  years  and  more, 
it  has  been  my  desire  to  get  out  on  my 
wheel  from  four  to  six  hours  every  day," 
he  says.  "Of  course,  there  have  been  a 
great  many  days  in  which  I  could  not  do 
so,  for  in  cold,  snowy,  and  wet  weather, 
I  do  not  ride.  Besides,  I  have  business  to 
attend  to,  but  despite  that,  for  the  last 
bakers'  dozen  of  years,  I  have  made  it  a 
point  to  get  out  on  my  wheel  whenever  I 
could.  For  several  years,  I  made  it  a  prac- 
tice to  ride  somewhere  in  the  neighborhood 
of  forty  miles  a  day.  In  August,  1897,  I 
covered  over  1,800  miles  of  ground.  My 
riding  at  that  time  was  all  around  Peoria, 
over  a  radius  of  perhaps  fifty  miles.  And  it 
is  safe  to  say  that  no  Peoria  rider  covered 
the  roads  in  bett.;r  shape  than  did  I.  Noth- 
ing could  have  taken  the  place  of  the  wheel. 
I  went  to  places  I  could  not  have  reached 
in  any  other  way,  and  was  in  every  con- 
ceivable way  benefited  by  its  use.  During 
that  time,  I  have  not  lost  six  days  on  ac- 
count of  ill  health.  When  I  was  doing  big 
riding,  ten  to  twelve  miles  an  hour  was  my 
average  rate,  and  I  could  keep  it  up  the 
whole  day  long,  not  getting  tired.  This 
past  season  I  have  not  averaged  more  than 
30  miles  a  day.  Perhaps  a  little  later  I  shall 
do  better,  however. 

"In  riding,  I  bend  a  little  from  the  hips, 
and  take  care  to  breathe  perfectly,  taking  a 
full,  deep  breath  each  time.  Health,  pleas- 
ure and  exercise,  reward  the  constant  rider, 
and  in  my  opinion,  nothing  can  begin  to  fill 
the  place  of  the  wheel.  It  helps  to  develop 
the  whole  system,  thrills  his  nerves,  and 
sharpens  his  attention,  for  he  must  be  on 
the  lookout  all  the  time. 

"I  am  now  in  my  seventy-ninth  year,  and 
few  men  enjoy  better  health  than  I,  while 
few  men  of  my  age  are  more  active  than  I. 
And  I  firmly  believe  that  it  is  the  constant 
use  of  the  wheel  that  has  kept  me  so." 

The  holder  of  ticket  No.  7,  in, the. C.  R. 
C.  A.,  a  life  member  of  the  L.  A.  W.,  under 
the  serial  of  159,  and  bearing  the  specifica- 
tion of  No.  1313,  under  the  old  system  of 
numbering,  Mr.  Davis's  record  is  one  of 
which  he  well  may  be  proud.  His  fame  has 
spread  abroad  through  many  lands. 


276  THE  BICYCLING  WORLD 


A5  EACH  SEASON  ROLLS  AROUND 

it  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever. 

National   Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who  knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid  record 
of  the  National  on  road  and  track,  and  year  after  year. 

"A  National  Rider  is  Proud  of  his  flount,'*  is  an  old  adage. 
It's    still  trite    and    true.       If    not    familiar  with   our    latest 
models,  we'll  gladly  inform  you  regarding  them. 


If  we  are  not  represented  in  your  locality  we  will  ht  glad  to  hear  from    YOU. 


NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  flaintenance  oftheev 


essentials 
ever  reliable 


Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chicopee    Falls,   Mass. 


THE  BICYCLING  WORLD 


277 


-THE 


FOUNDED|k» 

^ndAWOCrCLE  REVIEW^^ 

Published  Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

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THE  BICYCLING  WORLD  COMPANY. 


J5ntered  as  second-class  matter  at  the  New  York, 
N.  Y.,  Post  Office,   September,   1900. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and  its  branches. 

A^Change  of  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding  the   date   of  publication. 

SjlTMemhevs  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York:  our  facilities  and 
information  will  be  at  their  command. 


To   Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 


New  York,  June  2,  igo6. 

"My  appreciation  of  the  Bicycling  World 
is  as  great  as  tKe  "Missouri  Kicker's";  like 
him,  I  do  not  belifeve  it  i:  getting  the  sup- 
port it  deserves.  My  patrons  call  and  read 
it  and  then  go  out  and  talk  bicycle,  which 
helps  my  trade  as  much  as  any  advertising 
I  could  do.  Mr.  Persons's  mode  of  co- 
operative advertising  is  a  fine  idea  and  prop- 
erly handled  ■  would  double  the  sales  of 
bicycles  in  any  city  or  town." — George  W. 
Hall,   Evansville,   Ind. 


Where  Woman's  Influence  is  Felt. 

Although,  measured  by  the  past,  com- 
paratively few  women  cycle.  It  is  equally 
true  that  where  their  interest  has  been 
aroused  to  a  proper  degree  and  their  en- 
thusiasm stimulated,  they  work  as  a  power 
for  good  to  the  cause.  And,  by  the  same 
token,  although  their  numbers  in  club  mem- 
bership are  even  smaller  by  comparison 
to  the  grand  total  of  the  riding  public  than 
on  the  road,  yet  their  influence  is  there 
felt  to  an  extent  which  is  as  important  as  it 
is  occasional.  For  the  feminine  element  in 
any  club,  whether  in  the  form  of  active  or 
associate  membership,  works  as  a  potent 
factor  in  the  life  and  activity  of  the  organ- 
ization. 

Undoubtedly  this  is  accounted  for  not  so 


much  on  account  of  the  attraction  of  the 
sex  in  itself,  as  because  of  their  enthusiasm 
which  trandscends  that  of  mankind  in  the 
ratio  of  many  to  one.  For  where  a  woman's 
interest  is  centered,  there  are  her  heart,  her 
hands,  and  all  her  energies.  The  half- 
heartedness  which  is  to  be  found  in  the 
club  life  of  so  many  male  members,  never 
characterizes  the  action  of  the  feminine 
contingent — with  them  it  is  all  or  nothing. 
Any  club  in  which  a  woman  membership, 
or  a  "ladies'  auxiliary,"  is  recognized,  pos- 
sesses in  its  home  functions  and  on  the 
road,  a  bond  and  a  vigor  which  is  far 
stronger  than  that  of  mere  road  compan- 
ionship and  which,  at  the  same  time,  en- 
dures throughout  the  year,  regardless  of 
riding  and  weather  conditions,  and  serves 
during  the  winter  months  to  keep  alive  the 
interest  of  the  members.  For  women  are 
essentially  home  makers,  by  instinct  and 
by  proclivity. 

The  influence  of  woman  membership  is 
seen  on  the  road  and  at  home,  in  the  social 
and  sporting  functions,  working  a  wonder- 
ful magic  in  keeping  the  members  together, 
planning  and  executing  the  various  events, 
and  in  looking  after  the  welfare  of  the  club 
home  itself.  Without  this  bond  of  sym- 
pathy, the  members  are  apt  to  measure 
their  interest  in  the  organization  by  their 
interest  in  its  riding  events  alone.  Hence, 
the  skill  and  tact  of  the  officers  in  arrang- 
ing meets,  governs  Jhe  popularity  of  the 
club,  and  the  least  falling  away  in  their 
interest,  or  even  an  error  in  judgment, 
works  havoc  with  its  very  life. 

It  is  true,  of  course,  that  the  purpose  of 
certain  clubs  does  not  encourage  the  acces- 
sion of  women  members,  while  in  other 
cases,  the  sentiment  of  the  majority  is  dis- 
tinctly adverse  to  it,  yet  it  is  a  striking 
fact  that  in  cases  where  women  have  been 
admitted  to  membership  in  cycling  clubs, 
the  efi'ect  has  been  noticeable  from  the  very 
beginning,  and  those  clubs  have  remained 
strong  and  influential,  even  without  the 
loss  of  members  which  has  marked  the 
decline  of  some  otherwise  promising  organ- 
izations. Indeed,  at  the  present  time,  the 
two  largest  clubs  in  the  country,  as  well  as 
two  of  the  oldest  in  existence,  number 
women  among  their  members,  and  give 
them  a  word  in  the  management  of  the  lit- 
tle politics  of  their  existence.  And  it  is 
noteworthy  that  their  membership,  which 
always  has  been  large,  still  remains  prac- 
tically as  strong  in  numbers  as  ever  it  was. 
But  what  is  still  more  to  the  point,  is  that 
as    they   are   located   in   cities   hundreds    of 


miles  apart  from  one  another,  there  can 
l)c  no  purely  local  influence  to  which  their 
success  can  be  attributed,  so  that  the  re- 
sult is  apparently  blamable  solely  to  the 
effect  of  the  woman  membership. 


Appreciation   of   Utility. 

As  a  mark  of  great  utility  of  the  bicycle, 
both  foot  and  m.otor  propelled,  its  use  in 
ever  increasing  numbers  by  municipal 
authorities  for  police  and  inspection  duty 
of  various  descriptions,  stands  as  a  striking 
testimonial.  Not  simply  are  all  the  greater 
cities,  not  only  of  this  country,  but  of  'the 
world,  using  cycle  police  and  cycle  inspec- 
tors, but  even  the  lesser  burgs,  following 
suit,  are  taking  cue  from  the  resulting  effi- 
ciency and  dispatch  which  they  see  accomp- 
lished elsewhere,  and  making  if  not  per- 
manent, at  least  trial  equipments,  which  are 
going  a  long  way  in  spreading  the  gospel 
of  the  utility  cycle.  And  with  the  beginning 
of  the  best  riding  season,  these  innovations 
are  coming  throughout  the  country  in  a 
way  that  is  nothing  short  of  remarkable, 
considering  the  reputed  lack  of  vigor  in 
the  cycling  industry  and  by  that  very  token, 
refuting  the  assertion  of  its  weakness. 

Thus,  for  instance,  within  a  fortnight  of 
one  another,  come  announcements  of  awak- 
ened cycling  interest  in  no  less  than  five 
cities,  each  of  which  is  making,  or  is  about 
to  make,  a  trial  of  the  cycle  in  its  muni- 
cipal work.  For  the  most  part,  these  ven- 
tures are  comparatively  unimportant  to  the 
industry,  insofar  as  the  extent  of  purchases 
made  is  concerned,  yet  in  each  case,  the 
movement  must  be  regarded  as  an  entering 
wedge,  and  the  forerunner  of  much  more 
which  is  to  follow  in  due  time.  For  it  is 
a  remarkable  fact  that  in  no  case  where 
bicycles  have  been  applied  to  such  work 
have  they  subsequently  been  given  up  after 
a  fair  trial. 

In  Columbus,  Ohio,  where  speeding 
motorists  have  been  causing  great  annoy- 
ance to  the  police,  two  plain  clothes  men 
have  recently  been  assigned  to  bicycle 
patrol  duty,  their  machines  being  equipped 
with  speedometers.  This  move  was  decided 
upon  only  after  a  deal  of  trouble  in  gaining 
convictions  in  speed  infraction  cases.  To- 
ledo is  likely  to  go  a  step  farther  before 
long,  mounting  some  of  its  officers  on 
motor  bicycles,  similarly  equipped,  and  for 
the  same  purpose.  Councilman  Leroux  is 
advocating  a  bill  in  which  provision  for 
such  an  equipment  is  named,  and  the  mayor 
is  understood  to  be  highly  in  favor  of  it. 
Cleveland,   also,   is   likely  to   have   a   motor 


278 


THE  BICYCLING  WORLD 


bicycle  squad  before  long,  as  its  chief  of 
police  is  understood  to  be  working  hard  in 
the  interests  of  such  a  movement,  seconded 
by  the  chief  of  the  park  and  boulevard 
squad  who  desires  the  same  advantages  for 
his  men. 

The  Board  of  Contract  and  Supply  of 
Syracuse,  N.  Y.,  has  within  a  few  days 
ordered  an  advertisement  for  bids  for  a  police 
motor  bicycle  to  be  made,  the  need  of  such 
a  machine  being  well  recognized  in  muni- 
cipal circles,  and  the  likelihood  of  an  in- 
crease in  the  service  pending  a  trial,  being 
strong.  Like  all  other  towns,  Syracuse 
is  beset  with  scorching  motorists  who  are 
fast  becoming  a  menace  to  her  citizens. 

Way  out  in  Portland,  Oregon,  the  germ 
has  taken  hold,  and  the  authorities  are  con- 
vinced that  a  cycle  contingent  to  the  police 
force  would  have  a  salutatory  efifect  upon 
some  of  its  evildoers.  One  thing  is  lack- 
ing, however,  Portland  cannot  at  present 
afford  an  investment  of  any  great  amount. 
But  there  are,  stored  away  in  the  muni- 
cipal garret,  a  number  of  bicycles  which 
have  been  lost  or  stolen  at  one  time  or 
another,  and  for  which  no  claimants  have 
appeared.  Two  of  these  are  pressed  into 
trial  service,  and  a  brace  of  men  assigned 
to  second  night  relief  work,  mounted  on 
them. 

There  is  little  need  at  the  present  time 
for  demonstration  of  the  merits  of  the 
bicycle  for  work  of  this  sort.  All  neces- 
sary proof  of  its  worth  was  given  years 
ago,  and  these  beginnings  are  but  the  out- 
croppings  of  seed  long  sown,  which  has 
required  many  months  of  germination  in 
aldermanic  gardens,  before  it  could  spring 
up  and  bring  forth  fruit.  Nevertheless,  the 
fruit  is  none  the  less  certain  to  come,  and  to 
bring  about  the  greatest  benefits. 

As  a  matter  of  fact,  it  is  now  almost  im- 
possible to  number  the  motor  bicycles 
which  are  used  in  the  work  of  checking  the 
overspeeding  of  motor  cars.  Municipal 
authorities  are  fast  coming  to  realize  that 
in  the  power  driven  machine  exists  the  only 
effective  means  of  at  once  timing  and 
catching  such  offenders,  that  it  serves  to 
place  the  officers  on  an  equal  footing  with 
the  motorists  on  the  road,  and  that  escape 
from  them  is  practically  impossible.  By  the 
use  of  the  machines,  the  work  of  the  patrols 
is  rendered  easier  and  more  effective,  their 
time  can  be  outlaid  to  better  advantage, 
and — what  is  even  more  to  the  point,  they 
are  sure  of  a  greater  number  of  convictions 
in  proportion  to  the  arrests  made  than 
when  equipped  in  any  other  way. 


TO    CROSS   THE   CONTINENT 


FIXTURES 


Another  New  Jersey  Cyclist  to  Undertake 
the    Feat — Will    Start    To-morrow. 


Joseph  Harris,  of  Jersey  City,  N.  J.,  will 
begin  seeking  fame  as  a  cross-continent 
cyclist  at  7  o'clock  to-morrow  morning.  He 
is  billed  to  leave  the  New  York  City  Hall 
at  that  hour  with  San  Francisco  as  his 
destination.  He  expects  to_  complete  the 
3,840  miles — as  he  estimates  the  distance — 
in  43  days,  that  is  on  July  ISth.  Harris  will 
ride  a   Reading  Standard. 

He  is  captain  of  the  New  York  division 
of  the  Century  Road  Club  of  America,  sev- 
eral members  of  which  will  see  him  safely 
on  his  journey.  Harry  Early  and  Emil 
Leuly,  who  last  summer  got  half  way 
across  the  wide  expanse  of  country,  will  be 
of  the  number.  R.  A.  Van  Dyke,  of  the 
Century  Road  Club  Association,  will  also 
be  of  the  escorting  party;  his  presence 
will  be  in  the  nature  of'  evidence  of  the 
renewed  good  feeling  existing  between  the 
rival  organizations. 

Harris  will  follow  the  route  taken  by 
Early  and  Leuly  and  despite  the  sand  and 
hard  going  which  it  entails,  he  will,  after 
leaving  the  City  Hall,  cross  the  river  to 
Jersey  City  and  strike  for  Buffalo  via 
Scranton,  Binghampton  and  Elmira,  in- 
stead of  following  the  Poughkeepsie-Al- 
bany-Rochester  route.  His  travel  will  then 
carry  him  through  Cleveland,  Elyria,  To- 
ledo, in  Ohio,  Elkhart,  South  Bend,  La- 
porte,  Goshen,  in  Indiana,  to  Chicago.  He 
will  move  on  Omaha,  via  Davenport,  Coun- 
cil Bluff,  Fremont  and  North  Platte.  From 
Omaha  the  chief  points  on  his  route  are 
Julesburg,  Colo.;  Cheyenne  and  Laramie, 
Wyo.;  Ogden,  Utah;  Reno,  Nev.,  and  Sac- 
ramento and  Oakland,  Calif. 

Harris  will  adhere  to  the  checking  sys- 
tem of  the  C.  R.  C.  and  every  20  miles  will 
obtain   written   attestation   of   his   arrival. 


Bridge  that  will  Save  Many  Miles. 

Cyclists  of  all  kinds  who  make  the  trip 
from  New  York  City  to  Long  Branch, 
Lakewood  and  Atlantic  City  will  be  glad  to 
learn  that  the  distance  from  the  former 
city  to  these  points  will  be  materially  short- 
ened when  the  new  bridge  between  Perth 
Amboy  and  South  Amboy  is  opened  on 
June  15.  At  present  they  are  required  to 
travel  from  Perth  Amboy  to  New  Bruns- 
wick and  back  to  South  Amboy,  a  distance 
of  about  thirty-three  miles.  With  the 
bridge  completed  the  distance  between  the 
amboys  will  be  less  than  a  quarter-mile 
and  more  than  one  hour  will  be  saved  in 
the  trip  to  Long  Branch.  To  shorten  the 
route  to  Atlantic  City  and  Lakewood  it  is 
proposed  to  convert  a  dirt  road  between 
Clifton  and  Matawan  into  a  turnpike  which 
will  shorten  the  distance  five  miles.  An- 
other turnpike  to  save  eight  miles  is  plan- 
ned from  Freehold  through  Turkey  and 
Southard  to  Lakewood. 


June  3 — Valley  Stream,  L.  L — Century 
Road  Club  Association's  one  and  two-mile 
road  races. 

June  3 — Jamaica,  L.  I.— Tiger  Wheel- 
men's IS-mile  handicap  road  race;  closed. 

June  9— Washington  Park,  N.  J. — Bicycle 
race  meet;  open. 

June  10— Valley  Stream,  L.  I.— Park  Cir- 
cle Club's  Brooklyn  handicap  20-mile  road 
race;  open. 

June  10— Valley  Stream,  R.  I.— Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

June  17 — Valley  Stream,  L.  I.— Century 
Road  Club  of  America's  fifty-mile  handicap 
road  race;  open. 

June  30- July  3 — F.  A.  M.  annual  tour.  New 
York  to  Rochester,  N.  Y. 

July  2-3 — F.  A.  M.  annual  endurance  con- 
test, New  York  to  Rochester,  N.  Y. 

July  4 — Los  Angeles,  Cal. — Bay  City 
Wheelmen's  road  race  to  Santa  Monica; 
open. 

July  4 — Milwaukee,  Wisconsin — Milwau- 
kee Motorcycle  Club's  race  .meet. 

July  4 — Atlanta,  Ga. — Track  meet  at  Pied- 
mont Park. 

July  4 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
Long  Island  derby. 

July  4-6— Rochester,  N.  Y.— F.  A.  M.  an- 
nual meet  and  championships. 

July  8 — Valley  Stream,  L.  I. — Century 
Road  Club  of  .America's  ten-mile  road  race. 

July  8— Valley  Stream,  L.  I.— Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

July  29-August  5 — Geneva,  Switzerland — 
World's  championships. 

August  12 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

Aug.  26 — Valley  Stream,  L.  I. — Century 
Road    Club   Association's   record   run. 

August  26 — Century  Road  Club  of  Amer- 
ica's fifteen-mile  handicap  road  race;  open. 

September  3 — Muskegon,  Mich. — Muske- 
gon Motorcycle  Club's  race  meet. 

September  3 — Brooklyn,  N.  Y.^Century 
Road  Club  of  America's  annual  twenty-five- 
mile  handicap  Coney  Island  Cycle  Path 
race;  open. 

September  9 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

September  16 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  on«  hundred  mile 
record  run. 

Sept.  23 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
handicap  road  race;  open. 

November  29 — Century  Road  Club  of 
America's  fifty-mile  handicap  road  race; 
open. 


THE  BICYCLING  WORLD 


2  9 


BUMPER  HOUSE  AT  BOSTON 


Big  Crowd  Sees  Walthour  Trim  a  "Native 
Son" — Coffey  also  Grinds  to  Victory. 


In  a  motorpaced  race  that  at  times  was 
exciting,  Robert  J.  Walthour,  of  Atlanta, 
Ga.,  champion  pace  follower  of  the  world, 
defeated  Hugh  McLean  in  a  twenty-five- 
mile  contest  at  the  holiday  meet  on  the 
Revere  Beach  saucer,  Wednesday  after- 
noon, 30th  ult.  At  the  gun  for  the  finish 
Walthour  was  exactly  two  miles  and  two 
and  three-quarters  of  a  lap  ahead  of  Mac- 
Lean.  The  time,  35  minutes  42j^  seconds, 
was  good,  although  deceiving,  for  whirl- 
wind speed  was  made  during  the  first  eleven 
miles,  the  remainder  being  rather  an  easy 
romp  for  Walthour.  It  was  partly  Mac- 
Lean's  that  he  was  beaten  so  badly.  During 
the  eleventh  mile,  when  Walthour  was  little 
more  than  half  a  lap  in  the  lead,  the  Chelsea 
man  lost  his  pace  and  instead  of  calling 
upon  his  reserve  motor,  MacLean  rode  sev- 
eral miles  unpaced,  which  netted  the  South- 
erner quite  a  gain.  Even  had  everything 
else  been  alright,  it  is  doubtful  if  MacLean 
could  have  beaten  Walthour,  as  the  former 
does  not  look  fit;  in  fact,  he  has  not  en- 
tirely recovered  from  his  attack  of  pneu- 
monia. 

However,  this  race  between  the  top 
notch  professionals  was  not  the  real  fea- 
ture of  the  meet.  What  caused  many  to 
open  their  eyes  and  ask  if  it  was  really  May 
30,  1906,  was  the  size  of  the  audience.  Ac- 
cording to  Manager  MacLean  nearly  7,500 
people  passed  through  the  gate,  which  is 
about  twice  as  many  as  has  been  seen  at 
the  track  in  three  years,  which  caused  the 
gratified  manager  to  smile  and  murmur 
something  about  holding  more  race  meets 
in  the  future.  Long  before  the  half-mile 
novice  race  was  called  the  spectators  poured 
into  the  enclosure  and  the  bleachers  and 
grandstands  rapidly  filled.  The  overflow 
then  took  to  the  oval  inside  the  track  and 
every  island  in  the  watery  waste  was 
crowded.  At  3  o'clock  no  more  could  be 
accommodated  and  the  ancient  roller  coaster 
en  t'-.e  boulevard  in  front  of  the  track  was 
s.,on  swarmed  with  1,000  men  and  boys. 

In  the  one  mile  handicap  for  amateurs 
there  was  the  hardest  kind  of  going  from 
the  crack  of  the  gun  until  the  finish.  The 
handicapper  was  liberal  to  a  few  added 
starters  from  the  novice  ranks,  and  the 
"dubs"  made  the  going  far  too  fast  for  the 
scratch  men.  Of  the  three  scratch  men 
Tom  Connelly  was  the  only  one  to  qualify 
and  in  his  heat  it  was  easier  to  have  a 
look-in  than  in  the  others.  In  the  final 
A.  F.  Comer  was  on  the  limit  with  125 
yards,  H.  F.  Partlin  close  behind  on  the 
100-yard  mark  and  R.  Grant,  of  Lynn,  on 
75  yards.     Comer  dug  into  his  pedals  from 


gun  to  gun,  and  while  Partlin  and  Grant 
were  carried  along  by  his  pacing  they  were' 
unable  to  disturb  the  long  marker.  Con- 
nelly died  en  route. 

One  of  the  surprises  was  the  phenomenal 
showing  made  by  young  Coffey,  the  re- 
cently turned  professional,  who  was  the  pet 
of  the  feminine  habitues  of  the  races  in 
Madison  Square  Garden  last  summer. 
Coffey,  who  is  as  small  as  Merrie  England's 
own  Tommy  Hall,  made  good  in  a  ten-mile 
motor  paced  professional  race  against  Patsy 
Logan,  the  six-day  rider,  and  Dennis  Con- 
nolly, another  involuntary  graduate  from 
the  amateur  ranks.  Connolly  got  away  in 
the  lead  and  at  one  and  a  half  miles  the 
young  South  Boston  lad  began  to  give  him 
battle.  When  the  little  chap  rode  Con- 
nelly off  liis  feet  the  crowd  stood  up  en 
masse  and  paid  him  homage.  Logan,  on 
the  third  mile,  essayed  to  pass  Coffey,  but 
he  could  not  get  within  striking  distance. 
At  the  finish  Coffey  was  leading  Logan  by 
nearly  a  lap  while  Connelly  was  two  laps 
behind.     Time,  15:17. 

In  the  25-mile  race  Walthour  drew  the 
tape  and  MacLean  the  backstretch.  The 
men  got  away  quickly  and  the  Chelsea  man 
appeared  to  gain.  On  the  seventh  lap  he 
was  a  quarter  of  a  lap  ahead  when  he 
punctured.  After  securing  a  new  wheel 
the  men  were  agai/  started  in  the  relative 
positions  they  occupied  before  the  accident. 
Then  Walthour  began  to  put  in  his  good 
licks  and  at  one  and  a  half  miles  was  prac- 
tically one-sixteenth  of  a  mile  to  the  good. 
On  the  fourth  mile,  MacLean  displayed 
better  form  and  regained  about  50  yards. 
It  was  then  hit  and  miss  until  the  fourth 
lap  of  the  seventh  mile  when  Walthour 
tried  to  pass  the  New  England  champion. 
During  the  entire  tenth  mile  Walthour  re- 
peatedly went  alongside  MacLean  and  they 
took  turns  side  by  side  in  hair  raising  man- 
ner. Then  an  accident  happened  to  Mac- 
Lean's  two-cylinder  pacing  machine  and 
Walthour  gained  a  comfortable  lead,  and 
finished  easily  with  the  money  in  sight 
from  the  eleventh  mile.    The  summaries: 

One-half  mile  novice — First  heat  won  by 
F.  H.  Hill;  second,  H.  S.  Reynolds;  third, 
T.  Pansy.  Time,  1:08^.  Second  heat  won 
by  W.  Rolfe;  second,  R.  McLaren;  third, 
Leslie  Magan;  fourth,  Harold  Morgan. 
Time,  1:08^^.  Final  heat  won  by  R.  Mc- 
Laren; second,  W.  Rolfe;  third,  F.  H.  Hill. 
Time,  1:09>^. 

One  mile  handicap,  amateur — First  heat 
won  by  A.  F.  Comer;  second,  T.  Pansy; 
third,  C.  J.  Hellinder.  Time,  2:07>^.  Sec- 
ond heat  won  by  Tom  Connolly;  second,  R. 
Grant;  third,  H.  F.  Partlin.  Time,  2:143/^. 
Final  heat  won  by  A.  Comer;  second,  H.  F. 
Partlin;  third,  R.  Grant.     Time,  2:045.^. 

Ten  mile  motorpaced,  professional — Won 
by  J.  B.  Coffey;  second.  Patsy  F.  Logan; 
third,  Dennis  Connolly.     Time,  15:59. 

Twenty-five  mile  motorpaced,  profes- 
sional— Won  by  R.  J.  Walthour,  Atlanta, 
Ga.;  second,  Hugh  MacLean,  Chelsea,  Mass. 
Time,  36:42J^.      ^  ,       i.2lili 


HOYT  WINS  IN  THE  WEST 


Boston  Motorcyclist  a  Three  Time  Winner 
at   Chicago — Five  Miles  in  5:07^. 

In  one  race  only,  and  that  a  judgment 
contest,  were  local  motorcyclists  victorious 
at  the  annual  meet  of  the  Chicago  Motor- 
cycle Club,  on  Decoration  Day.  The  races 
were  held  on  the  soon-to-be-torn-up  Gar- 
field Park  track  and  attracted  a  large  num- 
ber of  enthusiasts  and  others  who  will  be 
enthusiasts  some  day  if  they  witness  much 
more  such  exciting  sport.  Fast  times  were 
made  in  all  the  events  and  the  performance 
of  Fred  C.  Hoyt,  of  Boston,  Mass.,  was 
the  most  notable.  Hoyt,  who  rode  a  two- 
cylinder  Indian,  started  from  scratch  in 
the  twenty-mile  open  handicap  and  covered 
the  distance  in  the  fast  time  of  2l:l\Ys. 
Ralph  Sporleder,  of  the  Milwaukee  Motor- 
cycle Club,  on  a  Harley-Davidson,  finished 
second;  he  had  2  minutes  20  seconds  han- 
dicap. 

Later  Hoyt  gave  a  five-mile  exhibition 
in  fast  time.  He  was  clocked  at  5:07?/^. 
Hoyt  was  the  big  winner  of  the  day.  In 
the  ten-mile  handicap  for  machines  weigh- 
ing under  110  pounds,  he  finished  first  from 
scratch,  and  also  won  the  ten  mile  open  in 
fine  style.  The  ten  mile  handicap  was  run 
in  10:38  and  the  ten_  mile  open  in  10:46j^. 
Walter  Senz  (Merkel),  of  Milwaukee, 
crossed  the  tape  first  in  the  five-mile  open, 
his  time  being  7:35}i.  The  speed  judging 
contest,  at  two  miles,  was  won  by  Roy  D. 
Buell  (Clement),  of  Chicago,  in  7:02 — the 
nearest  to  the  seven  minute  mark  that  had 
ben  set.     The  summaries  follow: 

Five  mile  open  for  machines  of  110 
pounds  or  under — Won  by^,  Walter  Seng, 
Milwaukee  M.  C.  C,  Merkle;  second,  G.  H. 
Gardner,  Chicago  M.  C,  Armac;  third,  A.  J. 
McCollum,  Chicago  M.  C,  Armac.  Time, 
7:53/5. 

Twenty-mile  handicap,  free-for-all — Won 
by  Fred  C.  Hoyt,  Boston,  4  h.  p.  Indian, 
scratch;  second,  Ralph  Sporleder,  Milwau- 
kee M.  C.  C,  Harley-Davidson  (2:20); 
third,  Walter  A.  Davidson,  Milwaukee  M. 
C.      C,     Harley-Davidson      (2:20).      Time, 

2l:lU/5. 

Ten-mile  open — Won  by  Fred  C.  Hoyt, 
Boston,  4  h.  p.  Indian;  second,  Walter  A. 
Davidson,  Milwaukee  M.  C.  C,  Harley- 
Davidson;  third,  William  School,  Jr.,  Mil- 
waukee M.  C.  C,  Harley-Davidson.  Time, 
10:46. 

Ten-mile  handicap — Won  by  Fred  C. 
Hoyt,  Boston,  4  h.  p.  Indian;  second,  Wal- 
ter Senz,  Milwaukee  M.  C.  C,  Merkel; 
third,  Roy  Buell,  Chicago  M.  C,  Clement- 
Bayard.     Time,  10:38. 

Two  mile  sped  judgment  contest — Won 
by  Roy  D.  Buell,  Chicago  M.  C,  Clement- 
Bayard;  second,  C.  Van  Sicklen,  Chicago 
M.  C;  third,  Paul  Hildebrand,  Milwaukee 
M.   C.   C.     Time,  7:02. 

Five  miles  against  time — Fred  C.  Hoyt, 
Boston,  4  h.  p.  Indian.     Time,  5:075^^. 


280 


THE  BICYCLING  WORLD 


KREBS  "CUTS  UP"  AT  VAILSBURG 


Does  Some  Dirty  Riding  and  Talked  Fight 
-^Fenn  Wins  Match  and  Handicap. 


-  If  any. friendliness  exists  between  W.  S. 
Feiin,  .'of  •  Bristol,  Conn.,  and' "Herr"  Floyd 
Krebs,'  of  Newark,  N.  J.,  is  riiost  certainly 
is  not  apparent  on  the  surface.  This  was 
clearly  demonstrated  at  the  'Vailsburg  track 
on  Wednesday,  .  whien  the  unjjaced  king 
and  the  Newark  bragster  met  in  a  three 
heat:  match  .  race,  at  one  half-mile  each. 
Fenn  won  the  race  on  a  foul  but  it  is  not 
doubted  but  that  he  could  have  won  any- 
way,.  even  had  not  Krebs  beeir  too  over- 
bearing! 

Since  Krebs'  two  victories,  several  Sun- 
days ago- it  has  been  a  moot  question  among 
"some"  of  Newark's  fans  as  to  which  is  the 
best  man  and  the  management  of  the  board 
track  decided  to  serve  up  a  match  race  be- 
tween Fenn  and  Krebs  as  the  tid  bit  of  the 
Decoration  Day  meet.  The  result  was  en- 
tirely unsatisfactory  from  the  standpoint  of 
good  sport,  for  it  showed  that  the  Newark 
German-American  has  not  forgotten  any  of 
his  old  tricks.  Krebs  drew  the  pole  in  the 
first  heat  and  when  the  starter  fired  the 
pistol  neither  man  noved  off  the  tape.  For 
a  time  it  looked  as  tho  the  riders  would 
sit  there  all  afternoon  balancing  their 
wheels,  but  just  as  Krebs  was  about  to  fall 
he  reached  down  and  touched  his  front 
wheel,  saving  himself  from  becoming  un- 
seated. This  was  enough  to  make  Fenn 
take  the  lead  and  the  Bristol  man  led  slowly 
all  the  while  watching  Krebs  like  a  hawk, 
to  see  that  he  did  not  jump  him  unawares. 
The  men  were  still  crawling  at  the  three- 
eights  pole  with  Fenn  leading.  At  the  last 
turn  Krebs  made  his  supreme  effort  and 
jumped  Fenn  as  they  rounded  the  straight. 
Fenn  was  unable  to  accelerate  fast  enough 
and  the  Newarker  led  him  across  the  tape 
by  half  a  length. 

Jockeying  tactics  were  pursued  again  in 
the  second  heat.  Fenn,  after  going  off  the 
mark  first,  ran  high  up  the  bank  on  the  first 
turn  and  forced  Krebs  to  take  the  lead.  On 
the  back  stretch  Krebs  vmwound  first,  but 
Fenn  had  his  watchful  eye  open  and  made 
one  of  the  prettiest  efforts  that  have  been 
made  at  the  board  track  this  season.  He 
was  traveling  faster  and  was  just  passing 
Krebs,  when  the  latter,  so  it  appeared  from 
the  tape,  deliberately  tried  to  run  Fenn 
wide.  Kreb's  wheel  struck  Fenn's  and  the 
two  went  down,  Fenn  falling  about  fifteen 
yards  in  front.  Neither  rose  for  a  few  min- 
utes, Fenn  sitting  on  the  boards  shaking 
his  fist  at  "Herr"  Krebs,  and  the. object  of 
Fenn's  immediate  antipathy  wiping  the 
blood  from  a  cut  he  received  on  the  right 
temple  wK'en  his  hard  head  struck  the 
equally  resistant  boards.  Both  riders  were 
cut  up  somewhat,  but  the  peculiar  circum- 
stance  of   the   accident   was    that   the   rear 


wheel  of  each  bicycle  was  smashed.  The 
referee  held  the  same  opinion  as  the  spec- 
tators, for- he  gave  thfe  heat  to  Fenn  and  al- 
lowed Krebs  to  ride  the  final  heat  under 
protest.  The  spectators  roundly  hissed  their 
townsrnan  while  the  always  popular  Fenn 
was  accorded  a  rousing  ovation.  Krebs 
wanted  to  protest  Fenn  and  seemed  almost 
piqued  when  the  judges  would  not  allow  it. 
The  final  heat  was  not  so  full  of  monkey 
business  as  the  other  two.  Fenn  at  once 
took  the  lead  and  although  there  was  some 
jockeying  there  was  no  change  in  posi- 
tion. Fenn  began  to  unwind  in  the  back- 
stretch  and  Krebs,  by  a  mighty  effort, 
brought  his  wheel  up  to  his  adversary's 
on  the  turn.  Rounding  into  the  straight 
-Krebs  appeared  to  try  to  run  Fenn  into  the 
grass,  but  the  Bristol  blacksmith  could  not 
be  intimidated  and  Krebs  sat  up  and  raised 
his  hand  in  protest.  He  wanted  to  claim 
that  Fenn  had  switched  him,  but  such  an 
accusation  was  the  limit  of  absurdity.  Then 
Krebs  told  everyone  who  hadn't  gumption 
to  move  out  of  earshot  of  his  childish  prat- 
tle in  broken  English  that  he  would  settle 
with  Fenn  by  the  method  in  vogue  before 
bicycles  came  into  use,  either  with  or  with- 
out Queensbury  rules.  Krebs  lay  in  wait 
for  Fenn  at  the  gate  of  the  grounds  until 
someone  remarked,  "Here  conies  Fenn, 
now,"  when  he  moved  down  the  street, 
saying  he  would  wait  for  him  downtown. 
Fenn  did  not  appear  in  the  least  worried 
when  he  emerged  from  the  training  quar- 
ters. 

In  all  the  meet  was  highly  successful, 
exclusive  of  the  Fenn-Krebs  palaver.  Nearly 
5,000  people  occupied  the  grandstand  and 
bleachers  and  as  it  was  not  Sunday  they 
could  expand  their  lungs  to  the  full  cap- 
acity, which  they  did.  An  unfortunate  in- 
cident spoiled  the  final  heat  of  the  half- 
mile  open,  amateur.  On  the  back  stretch 
of  the  bell  lap,  Weintz,  of  the  New  York 
A.  C,  fell,  and  Maginrode  over  him.  This 
brought  down  Kluczek,  the  Roys'  cham- 
pion, Mike  Ferrari,  George  Cameron,  of 
the  New  York  A.  C,  and  Heilbron.  All  the 
men  were  more  or  less  bruised,  but  Kluczek 
suffered  most.  The  doctor  spent  half  an 
hour  extracting  splinters  from  his  nether 
extremeties  and  when  he  finally  came  on 
the  track,  again  he  looked  as  tho  he  had 
just  emerged  froni  a  hospital  ward.  The 
race  was  won  with  ease  by  Charles  Jacobs, 
of  the  Roy  Wheelmen,  by  four  clear 
lengths.  Jacobs  is,  by  the  way,  steadily 
showing  improved  form,  and  with  consci- 
entious training  and  less  cigars  should  soon 
be  able  to  kick  alongside  the  top  notchers 
without  his  conscience  troubling  him. 
"Ebony"  Spain  and  W.  Vanden  Dries  had 
a  rare  old  dustup  for  second  place,  the 
descendant  of  Ham,  who  bore  the  hoodoo 
number  "13,"  winning  out,  Adam  Beyerman 
finishing  fourth. 

James  Zanes,  the  extended  Newarker, 
won  the  ^'miss  and  out"  race,  and  incident- 
ally, rode  his  last  race  as  an  amateur,  it 
being  announced  that  hereafter  he  must 
associate  with  those  in  whose  class  he  really 


belongs.  The  miss  and  out  race  lasted  for 
4j4  miles. 

B.  F.  Pash,  a  dark  skinned  resident  of 
Louisville,  Kk.,  won  the  final  of  the  mile 
handicap,  August  Huron,  of  the  Roy 
Wheelmen,  finishing  second,  and  Edward 
Seifert,  the  new  "Pride  of  Vailsburg,"  third. 
In  memory,  no  doubt,  of  those  who  set  his 
old  grandaddy  free,  Pash  came  on  the  track 
attired  in  a  sweater  constructed  of  the 
National  colors.  It  fitted  him  so  snugly 
that  Announcer  Burns  was  provoked  to 
remark:  "Major  Taylor  with  the  N.  G. 
corsets  on  wins  the  one  mile  handicap." 

By  a  pretty  sprint  "Herr"  Krebs  won 
the  quarter-mile  open  race  for  'pros  from 
Fenn,  Ashurst  getting  in  for  third  and 
Billington  crossing  fourth.  In  the  five  mile 
handicap  John  Bedell  played  his  usual  game 
by  letting  Fenn  do  all  the  work  in  pulling 
the  back  inarkers.  Fenn  corralled  the 
money,  John  Bedell  finishing  second,  and 
Menus  Bedell  third.  Fourth  place  went  to 
Rupprecht  and  fifth  to  Ashurst.  Krebs  did 
not  start,  claiming  he  had  no  wheel  to  ride. 
George  Glasson  and  John  King  helped  di- 
vide the  money  for  lap  prizes.  The  sum- 
mary: 

Half-mile  novice — Final  heat  won  by  D. 
Stein,  Newark;  second,  A.  Harris,  Newark; 
third,  B.  F.  Pash,  Louisville,  Ky.  Ti'.ne, 
1:17. 

Half-mile  open,  amateur — Final  heat  won 
by  Charles  Jacobs,  Roy  Wheelmen;  second, 
A.  C.  Spain,  Bloomfield;  third,  W.  'Vanden 
Dries,  New  York  A.  C.    Time,  1:13. 

One  mile  handicap,  amateur — Final  heat 
won  by  B.  F.  Pash,  Louisville,  Kj.  (40 
yards) ;  second,  August  Huron,  Roj'  Wheel- 
men (40  yards) ;  third,  Edward  Seifert, 
Vailsburg  (170  yards).     Time  2:11. 

Miss  and  out,  amateur — Won  by  James 
Zanes,  National  A.  C;  second,  George  C. 
Cameron,  New  York  A.  C;  third,  Jacob 
Magin,  National  Turn  Verein  Wheelmen; 
fourth,  W.  Vanden  Dries,  New  York  A.  C. 
Time,  10:50.     Distance,  4^  miles. 

Quarter-mile  open,  professional — Final 
heat  won  by  Floyd  Krebs;  second,  W.  S. 
Fenn;  third,  Alfred  Ashurst;  fourth,  Teddy 
Billington.     Time,  0:30. 

Five-mile  handicap,  professional — Won 
by  W.  S.  Fenn  (scratch);  second,  John  Be- 
dell (70  yards);  third,  Menus  Bedell  (110 
yards);  fourth,  Edward  Rupprecht  (180 
yards);  fifth,  Alfred  Ashurst  (SO  yards). 
Time,  11:44.  Lap  prize  winners — George 
Glasson  (4),  John  King  (9),  Charles  Schlee, 
(2),  Albert  Treibal  (1),  Alfred  Ashurst  (1). 

Half-mile  professional  match  race  be- 
tween W.  S.  Fenn,  Bristol,  Conn.,  and 
Floyd  Krebs,  Newark,  N.  J. — First  heat 
won  by  Krebs.  Time,  2:314^.  Second  heat 
won  by  Fenn  on  foul.  Time  not  taken. 
Third  and  deciding  heat  won  by  Fenn. 
Time,  2:31. 


On  account  of  the  rain  last  Sunday  the 
races  at  the  Vailsburg  track  had  to  be 
called  off.  The  card  of  events  that  was  to 
have  been  decided  will  be  run  oft'  to-:i  or- 
row   (Sunday). 


THE  BICYCLING  WORLD 


281 


Brooklyn  Rider  Captures  the  Cycling  Derby 


"Get  off  my  feet!  Back!  back!  Stand 
back  there!  Here  they  come  and  come 
fast!  Open  up!  Open  up!  Can't  you  give 
them  room  to  pass?" 

Far  away  up  the  road,  just  appearing 
over  the  brow  of  the  hill,  is  a  speck.  A  few 
seconds  pass  and  the  speck  becomes  a  cloud 
of  dust.  As  it  gradually  moves  nearer,  the 
cloud  of  dust  resolves  itself  into  living 
human  beings.  They  are  astride  bicycles 
and  the  polished  spokes  of  their  wheels 
glint  in  the  sun's  rays.  Faster  they  come 
and  the  dust  cloud  whirls  behind  them  as 
in  the  path  of  a  tornado.  On  botli  sides 
of  the  road  are  lined  thousands  and  thou- 
sands of  people  straining  and  struggling  to 
get  closer  to  the  guard  ropes  that  hold  the 
quarter-mile  line  of  faces  in  check. 

Suddenly  one  rider  shoots  out  from  the 
bunch  as  if  from  a  catpault.  The  silence 
of  a  moment  before  is  rudely  broken  by 
discordant  sounds — cheers  intermingled 
with  shouts  of  "Go  on!  Faster,  faster, 
faster!  Sprint  and  you've  got  it!"  The 
, first  rider  nears  the  narrow  white  ribbon 
that  marks  the  finish  of  the  race.  He  turns 
his  head,  looks  back,  and  ?  smile,  the  smile 
of  triumph,  of  victory,  of  satisfaction, 
breaks  over  his  dust  begrimed  face.-  The 
other  riders  are  coming  fast,  but  they  will 
never  overtake  him  before  he  crosses  the 
tape,  and  he  realizes  it.  He  flashes  over 
the  ribbon. 

"8-1-20-11-36-28-31-4-33-19-6-37!"  the  scor- 
ers shout  and  pencils  race  across  paper  to 
jot  the  numbers  down. 

A  dozen  willing  hands  gTasp  "No.  8"  be- 
fore he  falls  and  a  man  places  a  blue  ribbon 
sash  across  his  shoulder. 


RAiEIGH  WINNING. 

A    pause,    then    the    call    of    the    scorers 

qgain: 

"112-141-83-118-101-S2-S4!" 

A  bunch  of  riders  flashed  by.  Another 
group  follows  slower  than  their  predeces- 
sors, and  then  several  riders  straggle  in, 
singly,  in  pairs  and  in  segregated   groups. 


The  lines  of  spectators  are  broken  and 
the  lane  of  a  minute  before  becomes  a  seeth- 
ing vortex  of  humanity,  each  person  strug- 
gling to  get  closer  to  the  tape  and  to  grasp 
the  minner's  hand. 

Thus,  the  time-honored  annual  Irvington- 
Millburn  road  race  of  1906 — the  derby  of 
American  cycling — has  passed  into  history. 


WA1,TER  RAI,EIGH,  THE  WINNER. 


In  many  respects  was  the  2S-mile  road 
race  last  Wednesday — the  eighteenth  an- 
nual, by  the  way — notable.  The  winner, 
"Sir"  Walter  Raleigh,  of  Elizabethan 
Brooklyn,  was  not  so  much  of  a  dark  horse 
as  some  of  the  previous  winners;  the  time 
of  the  scratch  men — 1  hour  8  minutes  SlJ^ 
seconds — while  not  record  breaking,  was 
fast;  there  were  more  starters  than  there 
have  been  for  several  years  and  a  classier 
set  of  riders. 

There  was  some  delay  in  getting  the 
riders  on  their  marks,  but  when  the  starter 
sent  the  ten  scratch  men  on  their  way,  just 
102  riders  had  gone.  It  was  exactly  11:42 
o'clock  when  the  three  limit  men,  who  had 
seven  minutes,  were  waved  off,  and  in  rapid 
succession,  at  half-minute  intervals,  the 
other  groups  started.  E.  B.  Wustebarth, 
of  Meriden,  Conn.,  and  W.  O'Brien,  of 
Mount  Hope,  N.  J.,  were  the  only  riders 
tn  fall  at  the  start,  but  they  soon  remounted 
and  sped  away.  The  first  turn  was  at 
Irvington,  two  and  one-half  miles  from  the 
start  at  Hilton  Woods.  It  was  a  good 
sized  bunch  that  passed  the  stand  on  the 
way  back,  the  first  leg  of  the  course,  five 
miles.  Raleigh,  of  the  National  A.  C,  was 
leading  and  close  behind  him  were  Charles 
Frounnier,  New  York  (6:00),  Charles  Stein, 


282 


THE  BICYCUNG  WORLD 


COMING  UP  THE  IvONG  HII,!,. 


ON  THE  KOAD  TO  MII^l^UURN. 


of  Brooklyn  (6:30),  who  bore  the  fatal 
number  13;  Charles  Lange,  Bay  View 
Wheelmen,  one  of  Raleigh's  co-markers,  at 
dyi  minutes;  Clinton  Ayres,  Bay  View 
Wheelmen;  B.  Neuschaefer,  National  Turn 
Verein  Wheelmen,  and  Charles'  Van  Del- 
ker,  of  Cranford,  N.  J.,  the  last  named  hav- 
ing worked  up  from  the  three  and  one-half 
division.  The  scratch  men  covered  the 
first  five  miles  in  12  minutes  IS  seconds 
The  only  one  missing  was  James  Zanes, 
the  National  A.  C.  man,  who  was  out  after 
the  record.  Zanes  had  punctured  soon  after 
rounding  the  Irvington  turn,  but  finished 
the  first  five  miles  on  a  flat  rim.  The  last 
man  to  pass  was  H.  Inch,  of  New  York, 
who  had  started  with  the  three  minute  divi- 
sion. Inch  fell  soon  after  the  start  and 
lost  several  valuable  seconds.  Near  the 
tape  line  after  the  first  five  miles,  A.  Sven- 
son,  who  wore  the  hurryup  number  "23," 
fell.  After  a  half  minute's  rest  he  borrowed 
another  wheel  and  started  off  after  the 
bunch. 

At  ten  miles,  the  riders  having  proceeded 
to  Millburn,  two  and  one-half  miles  and 
back,  Tony  Bizarri,  of  the  Edgecombe 
Wheelmen,  led  a  bunch  of  ten.  Peter  Peter- 
son, of  Newark,  was  second,  Harry  Gott- 
schalk.    Bay    View    Wheelmen,    was    third. 


followed  by  F.  L.  Fisher,  of  the  National 
A.  C,  and  B.  Neuschaefer.  Walter  Raleigh 
rode  in  sixth  place  and  was  plainly  holding 
his  own.  Back  of  him  were  Gus  Speckman, 
Newark;  Charles  Lange,  Bay  View  Wheel- 
men; Gus  Mussman,  Pierce  Wheelmen  and 
P.  Schmidt,  Bay  View  Wheelmen.  Then 
came  Louis  Francis,  riding  alone,  followed 
a  few  seconds  later  by  C.  James,  F.  Mont- 
ville  and  Clinton  Ayres.  The  scratch  men 
covered  the  ten  miles  in  24  minutes  27  sec- 
onds, the  second  five  miles  having  been 
ridden  three  seconds  faster  than  the  first. 
George  H.  Wiley,  the  plucky  little  Syra- 
cuse crack,  led  the  scratch  men  at  ten  miles, 
followed  by  Louis  J.  Weintz,  of  the  New 
York  Athletic  Club;  Frank  Eifler,  Century 
Road  Club  Association;  Joe  M.  Eifler,  who 
had  one  minute  handicap.  Courtney  Peer, 
who  started  with  Joe  Eifier,  and  Adam 
Beyerman  and  J.  T.  Halliganj  both  from 
scratch.  Watson  J.  Kluzcek,  of  the  Roy 
Wheelmen,  made  one  of  the  plucky  rides 
of  the  first  ten  miles.  Jacob  Magin,  Na- 
tional Turn  Verein  Wheelmen,  was  his  co- 
marker,  and  Magin  met  with  a  mishap  at 
the  Irvington  end  of  the  first  leg.  This 
left  Kluczek  without  pace,  but  he  con- 
tinued and  at  the  ten  mile  stage  was  riding 
well,    several    seconds    in    advance    of    the 


scratch  men.  E.  B.  Wusterbarth,  of  Meri- 
den.  Conn.,  got  a  bad  fall  on  the  Millburn 
end  and  when  he  passed  at  ten  miles  was 
bleeding  profusely.  Fred  C.  Graf  punc- 
tured and  dropped  out.  Wallington  Smith, 
one  of  the  scratch  men,  did  not  return  from 
Millburn  the  first  time. 

The  leader  at  fifteen  miles  was  Peter 
Peterson  and  according  to  the  checkers 
along  the  course  this  rider  had  done  most 
of  the  pacing  for  the  first  half  of  the  jour- 
ney. Back  of  Peterson  was  Fisher  (5:30), 
Gottschalk,  Ash,  Lange,  Stein,  Raleigh, 
Neuschafer,  Bizarri  and  Mussman.  These 
riders  were  in  the  first  division.  Then 
came  a  group  of  three — C.  James,  F.  Mont- 
ville  and  Clinton  Ayres,  followed  a  few 
seconds  later  by  Frounnier,  Breunig,  Sven- 
son,  Kugler,  Pansarella  and  Francis.  Chris 
Kind,  of  the  Edgecombe  Wheelmen,  rode 
alone,  as  did  A.  E.  Drummond,  of  Summit. 
Following  Drummond  a  few  second  later 
passed  Tagart,  Bourget,  W.  H.  Bussey,  of 
Brockton,  Mass.,  who  had  worked  up  from 
the  four  minute  division;  Ertel  and  Seden- 
berg.  Kluczek  and  Heidrich  rode  together 
and  then  passed  six  riders  in  two  groups. 
After  this  the  scratch  bunch,  mingled  with 
riders  from  all  divisions,  was  checked.  They 
covered  the   fifteen  miles  in  36  minutes   55 


PASSING  THE  STAND  ON  THE  TENTH  MII^E. 


"tEFT  BY  THE  BUNCH.' 


THE  BICYCLING  WORLD 


282a 


THE  BATTI^E  FOR  THE  TIME  PRIZE— EIFI<ER  1,EADING. 


seconds.  Owen  J.  Devine  quit  at  fifteen 
miles.  J.  T.  Halligan  liad  dropped  back  and 
it  was  evident  that  he  would  not  figure  in 
the  time  prizes. 

Peter  Peterson  still  led  the  first  bunch 
when  they  returned  from  Millburn  at  the 
completion  of  twenty  miles  and  P.  Schmidt 
was  in  second  place.  Neuschaefer  was  rid- 
ing third  and  the  other  riders  in  the  first 
division  followed  in  this  order:  Fisher, 
Gottschalk,  Lange,  Raleigh,  Bizarri,  Ayres, 
James  and  Montville.  Mussman  rode  along 
and  then  followed  the  scratch  bunch  with 
Wiley  leading  Frank  Eifler.  Weintz  also 
was  in  the  bunch,  but  Halligan  had  dropped 
farther  back. 

At  this  stage  of  the  race  the  outcome  was 
exceedingly  doubtful  and  it  was  not  until 
the  finish  line  was  crossed  and  the  spec- 
tators could  look  up  "Number  8"  on  their 
programs  that  they  knew  the  outcome. 
About  one  hundred  yards  from  the  tape 
Raleigh  shot  out  from  the  bunch  and  gained 
a  clear  lead  of  about  twenty  yards.  After 
that  supreme  effort  he  was  not  in  danger  of 
being  overtaken  and  he  sat  up  and  laughed 
at  the  others  as  he  crossed  the  tape.  By  a 
beautiful  sprint  in  the  last  ten  yards  Clin- 
ton Ayres,  a  youngster  affiliated  with  the 
Bay  View  Wheelmen,  beat  out  F.  Montville 
for  second  place.  With  the  exception  of 
Raleigh  the  first  twelve  men  finished  well 
together.  Frank  W.  Eifler  led  the  scratch 
men  across  the  tape  in  a  stirring  -finish. 
"Wally"  Smith  was  second  and  he  -was 
going  great  guns.  At  twenty  miles  Smith 
had  not  caught  up  with  the  other  men  in 
his  divii-.'nn  and  he  must  have  ridden  the 
pluckiest  ride  of  his  life  to  close  the  gap 
in  the  last  five  miles.  Louis  J.  Weintz  was 
two-fifths  of  a  second  behind  Smith,  and 
George  Wiley  finished  a  second  later  than 


Weintz.  Adam  Beyerman,  of  the  New 
York  A.  C,  was  the  fifth  scratch  man  to 
finish. 


The  race  was  admirably  conducted  by 
the  Bay  View  Wheelmen  and  to  "Jack" 
Weunsch,  Richard  Stern,  Edwin  L. 
Weunsch,  Gus  Krantz,  Frank  Drastal,  John 
Rein,  Louis  Moll  and  Julius  Eisle  must  be 
given  the  credit  for  its  success,  for  this 
committe  worked  night  and  day  for  weeks 
to  bring  the  eighteenth  annual  to  a  success- 
ful culmination.  It  goes  almost  without 
saying  that  Will  R.  Pitman  acted  as  referee 
— and  he  had   helped  the   committee  not   a 


F.  W.  EIFI^ER,  WINNER  OF  TIME  PRIZE. 


little  in  the  days  preceding  the  race,  too, 
which  is  not  usual  with  the  common  run  of 
referees. 

It  is  hard  to  estimate  the  number  of  spec- 
tators that  saw  the  race  because  some  were 
at  the  Irvington  turn,  some  at  Millburn, 
others  scattered  along  the  course,  while  at 
the  start  and  finish  point  it  is  estimated  that 
5,000  people  had  gathered.  In  all,  nearly 
10,000  persons  must  have  witnessed  the  race 
from  some  point  or  other. 

Of  course,  the  fakirs  were  at  Hilton 
Woods.  No  race  would  be  a  success  with- 
out the  vendors  of  pies,  sandwiches,  soft 
drinks  and  other  things  that  play  havoc 
with  digestions.  Petite  city  maidens  rubbed 
elbows  with  their  country  cousins,  the 
former  lined  along  the  course  in  automo- 
biles while  their  less  fortunate  sisters  were 
just  as  happy  from  the  vantage  point  of 
the  venerable  family  carryall  or  hay 
shelving. 

One  of  the  most  conspicuous  figures  at 
the  start  was  Will  R.  Pitman,  the  'referee. 
"Pit"  was  right  in  his  element  and  between 
admonishing  the  riders  not  to  accept  any 
outside  pace  and  answering  the  salutations_ 
of  thousands  of  friends  with  a  cherry 
"Happy  days  to  you,"  he  kept  right  busy. 

One  of  the  prizes  that  will  be  valued 
more  than  any  other  was  that  awarded  to 
Peterson,  the  little  Newark  German,  who 
rnde  such  a  plucky  race  and  finished  fifth. 
Genial  "Bob"  Stoll.  of  Newark,  had  given 
a  medal,  done  in  brrmze,  witli  the  figure  of 
a  racing  cyclist,  in  silver  relief,  to  the  rider, 
who  should,  by  his  riding,  show  that  he 
was  entitled  to  it.  It  was  called  the  "honor 
prize"  and  Peterson  well  deserved  it,  for 
he  rode  a  plucky  race,  setting  the  pace  the 
greater  part  of  twentj'  miles  and  then  fin- 
ishing well  up  among  the  place  winners. 


282b 


THE  BICYCLING  WORLD 


THE  OFFICIAI,  WAGON,   AI,SO  A  NEWARK  COP. 


VIEW  OF  THE  CROWD  GOING  HOME. 


Annlher  little  incident  that  shows  that 
cycle  racing  is  getting  back  to  what  it 
should  be  was  the  decorating  of  Raleigh 
with  a  ribbon  sash,  significant  of  his  great 
victory.  It  bore  the  inscription:  "Winner 
Irvington-Millburn  Road  Race  1906,"  and 
Raleigh  showed  himself  in  true  colors  when 
he  said  he  would  not  take  ten  dollars  for 
the  sash. 

The  National  Turn  Verein  Wheelmen 
wcon  the  cup  for  the  club  having  the  most 
riders,  in  the  race,  with  the  Edgecombe 
Wheelmen  a  close  second. 

The  record  for  both  colored  and  out-of- 
town  riders  was  .broken.  There  were  no 
less. than  nine  negroes  and  as  always  has 
been  the  case,  they  failed  to  show  the  stam- 
ina of  their  white  competitors.  Among  the 
notable  visiting  riders  were  George  Wiley, 
Syracuse,  N.  Y.;  W.  Richard  Stroud,  of  the 
old  guard  of  Philadelphia,  looking  none  the 
worse  "from  the  ravages  of  time;  Charles 
Van  Delker,  Cranford,  N.  J.;  William  Bus- 
sey,  Brockton,  Mass.;  E.  B.  Wusterbarth, 
Meriden^  Conn.;  J.  A.  Cox,  West  Virginia; 
C.  Helander,  Brockton,  Mass.;  Theodore 
Schulz,  Reading,  Pa.;  P.  C.  Heidrich, 
Ch'auncey,  N.  Y.;  William  Bewley  and 
Harry  Bewley,  of  Reading,  Pa.;  William 
Ivey,  Atlantic  City,  N.  J.;  William  O'Brien, 
Mount  Hope,  N.  J.,  A.  R.  Ives,  Meriden, 
Conn.,  and  Peter  J.  Baum,  Port  Richmond. 

The  prize  list  this  year  was  nothing  to 
be  snJffed  at.  There  were  upwards  of  fifty 
prizes.  Raleigh  received  a  Yale-California 
motor  bicycle,  valued  at  $175,  for  his  ef- 
forts and  Frank  Eifler,  who  won  first  time 
prize,  will  be  expected  to  entertain  his 
friends  by  selections  on  the  handsome  up- 
right piano  he  won.  There  were  numerous 
wheels,  among  them  being  a  Yale,  Reading 
Standard,  Pierce  and  Columbia.  Eleven 
pairs  of  tires,  five  coaster  brakes,Jour  lamps 
and  several  saddles  were  also  included  in 
the  list,  beside  a  varied  assortment  of  other 
articles,  so  that  everybody  who  finished 
ought  to  be  happy. 

Walter  Raleigh,  the  lad  who  won  this 
classic  race,  is  a  soft  spoken  young  man 
who  lives  in  Brooklyn;  in  fact,  he  has  lived 
there  all  his  life,  having  first  seen  the  light 


of  day  November  2,  1883.  While  his  bril- 
liant victory  was  a  surprise,  still  he  was 
a  possibility  from  the  start,  barring  acci- 
dents. Raleigh  has  been  riding  a  bicycle 
for  three  years  and  although  he  has  never 
won  any  such  victories  as  this,  he  has  been 
riding  steadily.  He  finished  second  in  the 
novice  race  at  the  first  Vailsburg  meet  this 
year.  What  makes  his  victory  all  the  more 
deserved  is  the  fact  that  he  had  never  rid- 
den over  the  course  before,  having  done  all 
his  training  on  Long  Island,  where  such 
hills  as  those  he  encountered  in  the  Irving- 
ton-Millburn race,  are  an  unknown  quantity. 
Raleigh  claims-  descendancy  from  the  dis- 
tinguished Sir  Walter  Raleigh  and,  indeed, 
his  polite  manner  and  gentle  voice  would 
seem  to  indicate  the  fact.  Pie  is  a  mem- 
ber of  the  National  A.  C,  and  the  Century 
Road  Club  of  America,  weighs  142  pounds 
and  is  S  feet  7^  inches  in  height.  He  won 
the  race  on  a  Pierce  wheel,  geared  to  92, 
with  7-inch  cranks  and  shod  with  Palmer 
tires, 

Frank  W.  Eifler,  the  winner  of  the  first 
time  prize,  is  too  well  known  to  historize 
his  life.  He  comes  from  a  family  of  racing 
cyclists,  and  he  and  his  brother,  Joseph, 
always  are  among  the  time  prize  winners 
in  road  races.  He  is  a  member  of  the  Cen- 
tury Road  Club  Association.  He  rode  a 
beautiful  race  on  a  Reading  Standard  wheel, 
geared  to  92,  and  fitted  with   Palmer  tires. 

The  summary  follows: 

Hdcp.  Time. 

Pos.         Rider.  Club.  M.  S.  H.  M.  S. 

1.  Walter  Raleigh,  Nat'l  A.   C 6:30  1:14:13 

2.  Clinton  Ayres,   Bay  View  W..7:00  1:14:45 

3.  Frank    IMontville,   Newark 6:00  1:13  :4SJ^ 

4.  Harry   Gottschalk,   B.   V.   W...6:30  1:14:15?^ 

5.  Peter  Peterson,   B.  V.  W 5:30  1:13:15^ 

6.  Tony  Bizzarri,  Edgecombe  W..5:30  1:13:16 

7.  F.   L.   Fisher,  National  A.   C...S:30  1:13  :16>^ 
-8.   B.   Neushafer,  Nat.  T.  V.  W...7:00  1:14:52 

9.   Charles  James,  Bay  View  W...5:30  1:13:23 

10.  Gus   l\lussman.   Pierce  W 6:00  1:14:04 

11.  Charles  Lange,  Bay  View  W...6:30  1:14:25 

12.  Peter  Schmidt,  Bay  View  W...5:30  1:14:21 

13.  Frank  W.  Eifler,  C.  R.  C.  A...sc'h  1:08:51}^ 

14.  Wally  Smith,  Maplewood  S.  C.  sc'h  1:08:515^ 

15.  Jack  P'orsythe,  Edgecombe  W..3:00  l:ll;51.i^ 

16.  L.  J.  Weintz,  N.  Y.  A.  C sc'h  1:08:51:1^' 

17.  W.   J.    Kluczek,   Roy    \V 1:30  1:10:02 

IS.   P.   E.   Bourget,  Edgecombe  W.4:30  1:13  :22J^ 

19.  W.  J.    Ertel,   Nat.    T.    V 4:30  1:13:22^ 

20.  Geo.  H.  Wiley,  Syracuse sc'h  1:08:53 


21.  Tom  Smith,   Nat.   T.   V 1:30         1:10:28 

22.  Adam  Beyerman,  N.  Y.  A.  C.sc'h  l:0S:58;i 

23.  Arthur  R.  Wilcox,  Nat.  A.  C...l:30  1:10:30 

24.  P.  C.  Heidrich,  Chauncey,  N.  Y.    3  :30  1 :12  :30!^ 

25.  Courtney  Peer,  B.  V.  W 1:00  1:10:00?^ 

The    other   finishers    were:    26,    P.    J.    Baum,    Tiger 

W.  (2:30);  27,  W.  Richard  Stroud,  Philadelphia 
(1:00):  28,  Joseph  M.  Eifler,  C.  R.  C.  A.  (1:00); 
29,  R.  J.  Taggart,  Newark  (5:00);  30,  R.  J.  Sheri- 
dan, East  Orange  (5:00);  31,  William  Bewley, 
Wyomissing,  Pa.  (3:00);  32,  Chris.  Kind,  Edge- 
combe W.  (5:00);  33,  Wm.  Wehner,  Harrison,  N.  J. 
(6:00);  34,  E.  B.  Wusterbarth,  Meriden,  Conn. 
(6:00);    35,    Gustave    Duester,    C.    R.    C.    A.    (1:00); 

36,  J.    T.    Plalligan,    Bay   View   Wheelmen    (scratch); 

37,  W.  iVIorton,  H:arrison,  N.  J.  (5:30);  38,  Ed.  Ash, 
Newark  (6:00);  39,  A.  R.  Ives,  Meriden,  Conn. 
(1:30);   40,   Harry   Bewley,  Wyomissing,   Pa.    (3:00). 

TIME    PRIZE   WINNERS: 

1.  F.   W.   Eifler,  C.   R.   C.   A.. ..scratch  l:OS:SlVs 

2.  Wally  Smith,  Maplew'd  S.  C. scratch  1:0S:51?4 

3.  L.   J.    Weintz,   N.    Y.   A.    C... scratch  1:08:51^ 

4.  G.  H.  Wilev,  Syracuse,  N.  Y.. scratch  1:08:53 

5.  .\.    Beyerman,    N.    Y.   A.    C. .scratch  1:08:58}^ 


Schwab  Tries  Tricks  Abroad. 
Oscar  Schwab  was  at  some  of  his  old 
tricks  at  the  race  meet  at  Roanne,  France, 
May  20.  The  former  Newarker,  Schilling 
and  Michaud,  met  in  a  three  heat  match 
race.  In  the  first  Schwab  finished  first,  but 
was  moved  to  third  place  for  crowding 
down  on  Schilling.  In  the  second  heat 
Schilling  was  leading  Michaud  and  Schwab 
when  the  German- American  tried  to  foul 
Michaud.  At  that  instant  his  tire  burst 
and  he  and  the  Frenchman  went  down  to- 
gether. The  judges  placed  Schwab  third 
again  for  irregular  riding.  The  third  heat 
was  the  only  one  ridden  fairly  and  it  re- 
sulted in  Schilling's  leading  Schwab  across 
the  tape  by  a  clear  length,  Michaud  coming 
in  third.  The  victory  of  the  match  was 
given  to  Schilling,  with  Michaud  second 
and  Schwab  third. 


Mettling  Trimmed  at  Antwerp. 

Louis  E.  Mettling,  the  Bostonian,  who  is 
enjoying  a  sojourn  on  the  other  side, 
was  defeated  by  Lorgeu  and  Arthur  Vande- 
stuyft,  the  well-known  six-day  rider,  in  a 
motorpaccd  hour  race  at  Antwerp,  May 
20th.  In  that  period  Lorgeu  covered  48 
miles  1,273  yards,  and  was  adjudged  the 
winner.  Vandestuyft  was  nearly  a  mile 
behind;  Mettling  finished  third. 


THE  BICYCLING  WORLD 
Great  Going  on  the  Fort  George  Grade, 


282c 


COMING  THROUGH  THE 


OPENING"  UNDER  SUBWAY  STATION.       TIMERS  AT  TEIvEPHONE  ON  TOP  OF   HII,L. 
GENERAI<  VIEW  AT  THE  FOOT  OF  GRADE. 


Stanley  T.  Kellogg  gained  t^vo  medals 
and  lost  one  in  the  New  York  Motorcycle 
Club's  annual  hill  climbing  contest  on  the 
Fort  George  grade,  on  Wednesday  last, 
May  30th.  He  won  the  contest  for  touring 
machines  and  finished  second  in  the  slow 
contest,  but  in  doing  so  he  lost  the  medal  he 
won  last  year.  He  was  wearing  it  as  a  fob 
and  in  some  way  it  became  detached  and 
fell  off.     He  is  still  mourning  his  loss. 

Oscar  Hedstrom  did  better  than  Kellogg. 
He  finished  first  in  both  the  free-for-all 
event  and  in  the  slow  climb  and  he  lost  no 
medals — that  is,  unless  a  rather  odd  protest 
that  was  lodged  against  him  and  also 
against  Kellogg  and  George  N.  Holden, 
who  took  second  place  in  the  touring  class, 
is  sustained.  Kreuder  and  Horenburgcr 
char.ged  that  their  tires  were  not  according 
to  catalogue  specifications  and  also  alleged 
professionalism   in    that   the    Springfielders' 


entry  fees  had  been  paid  by  check  of  the 
Hendee  Mfg.  Co.,  a  fact  which  was  known 
before  they  started.  Hedstrom  has  an  in- 
terest in  the  Hendee  company  and  Kellogg 
is  employed  in  the  office.  Tires  were  among 
the  articles  of  equipment  which  the  club's 
definition  of  a  stock  machine  permitted  to 
be  changed;  it  required,  however,  that  road 
tires  be  used  and  the  Springfield  men  claim 
that  their  Palmer  tandem  tires  fulfilled  this 
requirement.  The  charges  or  protests  were 
not  filed  until  all  of  the  events  had  been 
run  and  won  and  few  knew  of  them  until 
the  following  day. 

The  free-for-all  was  the  first  event  run 
and  Hedstrom  was  the  first  man  to  essay 
the  rough  10  per  cent.  2,812  feet  climb.  He 
came  on  the  scene  with  a  new  two  cylinder 
five  horsepower  machine  and  flew  up  the 
grade  like  a  streak.  He  was  entitled  to  two 
trials,  but  one  was  all  that  was  necessary. 


His  time,  367^  seconds,  set  up  a  new  record 
for  the  hill  and  remained  untouched.  Kel- 
logg, on  a  4  horsepower  Indian,  came  near- 
est to  it.  He  did  39j^.  Three  others 
started,  all  on  two  cylinder  machines,  and 
all  got  well  inside  the  one  minute  mark  but 
each  of  them  had  a  portion  of  hard  luck. 
W.  H.  Wray  (Indian)  mistook  the  finish 
line  on  his  first  trial  and  stopped  too  soon; 
on  his  first  flight  H.  J.  Wehman  (Curtiss) 
jammed  his  brake  and  bent  an  axle  and 
could  not  have  taken  the  second  trial  if 
he  wanted  to  and  J.  P.  Bruyere  (Curtiss) 
was  bothered  by  misfiring. 

The  contest  for  regularly  catalogued 
single  cylinder  machines  of  less  than  three 
horsepower,  naturally  attracted  the  biggest 
field  of  entries  and  the  135  pound  weight 
limit  made  things  inconvenient  for  the 
light  weight  riders.  The  "ballast"  provided 
was   rather  awkward   to   carry.     One  rider 


282cl 


THE  BICYCLING  WORLD 


stowed  a  two-pound  wrench  in  his  pocket; 
Kellogg  carried  an  immense  five  pound  nut 
strapped  to  his  waist,  but  the  real  feather- 
weights were  obliged  to  tie  lengths  of  lead 
pipe  to  their  machines.  As  in  the  free  for 
all  event,  each  competitor  was  given  two 
trials,  the  fastest  to  count,  and  it  is  sug- 
gestive that  all  save  three  of  the  men  made 
their  speediest  ascents  on  the  second  at- 
tempt. 

Half  the  fun  of  these  one-at-a-time  con- 
tests is  in  watching  the  faces  and  noting 
t'.ie  spirits  of  the  rival  riders  or  their  ad- 
herents. Thus,  the  Horenburger-Marsh 
can  p  was  in  high  feather  for  quite  some- 
time. Horenburger,  who  hns  entered  prac- 
tically every  contest  run  in  this  vicinity 
for  the  past  three  years,  has  had  an  almost 
uninterrupted  succession  of  hard  luck  and 
breakdowns.  On  Wednesday,  on'  his  first 
trial,  he  surprised  everyone  by  going  up 
the  hill  in  \:C93/i.  Man  after  man  followed 
him,  but  his  figures  stood  until  young  Fox, 
carrying  twenty  odd  pounds  of  lead  pipe, 
came  up.  When  he  flashed  over  the  line 
in  1  -.Oiji  the  Horenburger  spirits  fell  and 
the  Fox-Indian  partisans  began  to  smile — 
a  smile  which  broadened  when  Holden  also 
bettered  Horenburger's  time.  In  due  sea- 
son the  Fox-Holden-Indian  smile  came  off. 
Twice  F.  D.  Russell,  a  tall,  slim  young 
fellow  on  an  R-S,  had  made  the  flight  and 
On  each  occasion  the  timers  on  the  summit, 
with  telephone  receivers  glued  to  their  ears, 
had  failed  to  catch  the  "Go!"  shouted  into 
the  telephone  below.  The  young  man's 
efforts  went  for  naught.  The  third  time 
there  was  no  hitch.  Russell  came  like  a 
rocket  and  was  clocked  in  l:02j/5.  The  In- 
dian visages  underwent  a  sudden  change. 
Their  smile  passed  over  to  the  R-S  contin- 
gent, which  was  more  numerous  than  in 
former  years.  Before  all  this  happened, 
both  the  Indian  and  the  R-S  camps  had  had 
some  hopes  dashed  to  earth.  Kellogg,  the 
Indian  hope,  had  punctured  on  the  brow  of 
the  grade,  and  Baker,  one  of  the  R-S  prides, 
had  fallen  far  short  of  expectations.  Baker 
is  one  of  the  men  able  to  get- every  ounce 
out  of  a  motor,  but  he  misjudged  condi- 
tions. He  had  tried  his  high-geared  mount 
on  the  smooth  grades  of  Long  Island.  The 
gear  was  too  high  for  the  rough  going  on 
Fort  George  and  Baker  refused  his  second 
trial. 

On  the  second  round,  both  Horenburger 
and  Russell  fell  short  of  their  first  perform- 
ances, while  Holden  improved  his  mark, 
doing  1:015^;  it  was  only  after  a  consider- 
able delay  that  the  latter  was  displaced. 
Kellogg,  who  had  been  repairing  his  tire, 
did  the  displacing.  Crouched  away  down, 
he  fairly  jumped  over  the  brow  of  the  stone 
paved  hill  and  flew  down  the  comparatively 
level  macadam  near  the  finish  at  a  pace 
that  required  no  watches  to  tell  that  he 
had  made  the  fastest  ascent.  His  time, 
494/^  seconds,  is  nearly  two  seconds  faster 
than  the  hill  ever  was  ascended  by  a  single 
cylinder  machine. 

The  slow,  contest,  which  was  in  the  nature 
of  art  experinient,   savored  of  trick  riding. 


The  loose  belts  and  loose  friction  sprockets 
which  the  riders  employed,  placed  the  test 
outside  the  realm  of  practical  motorcycling. 
Expert  balancing,  expert  use  of  the  braVe 
and  expert  manipulation  to  keep  the  motor 


CHAIRMAN  DOUGIvAS,  OF   THE  F.    A.  M.    COMPE- 
TITION COMMITTEE,    QUIZZES  KEI<I,OGG 
AND  HED!3TROM. 

from  "stalling"  were  the  features  of  the 
afifair.  Oscar  Hedstrom  easily  proved  the 
slowest  of  the  "crawlers."  He  took  6  min- 
utes 16  seconds  to  make  the  ascent  and  said 
he   could  have  gone  slower  if  his  legs  had 


not  become  tired  applying  the  brake.  George 
Holden  was  the  only  man  who  "stalled." 
Within  ten  yards  of  the  tape,  he  "cut  it 
too  fine"  and  stopped  his  engine.  The  con- 
test, however,  enabled  the  one-armed  Toe- 
pel  to  show  his  remarkable  expertness.  De- 
spite the  fine  manipulation  necessary,  he 
finished  fourth — and  in  the  fast  climb,  he 
was  not  the  tail  ender,  either.  The  hill  is 
that  rough  that  any  ordinary  two-armed 
man  who  attem.pted  to  ride  it  would  be 
spilled  in  no  time  at  all.  It  is  exactly 
2,812  feet  long,  the  first  1.960  feet  being  of 
Belgian  block  with  a  uniform  pitch  of  10 
per  cent.;  the  remainder  is  of  macadam  with 
a  three  per  cent.  rise.  The  Subway  rail- 
road emerges  from  the  side  of  Fort  George 
hill  and  becomes  an  elevated  structure,  a 
sti:t'on  occupying  part  of  the  grade  near 
the  base;  the  supporting  pillars  narrow  the 
roadvvcy  to  about  five  feet  at  that  point 
and  as  the  rider  swings  at  right  angles 
from  the  wide  street  on  which  he  gathers 
momentum  and  darts  through  the  "opening" 
between  the  curb  and  the  iron  pillar,  there 
is  a  splendid  opportunity  for  untoward 
things  to  happen;  fortunately,  nothing  of 
the  sort  occurred. 

On  Wednesday,  Joseph  Oatman  served 
as  referee  and  major  domo  at  the  top,  and 
Capt.  A.  J.  Bendix  as  starter  and  general- 
issimo at  the  foot  of  the  hill. 

The  summary: 

SLOW   CLIMB,    OPEN. 

Oscar   Hedstrom,   2J4    h-    P-    Indian 6:16 

Stanley  T.   Kellogg,  2]4   h.   p.    Indian S--l*H 

James'N.   Boyce,   2;^    It.   p.    R-S 5:11 

"M.   E.  Toepel,  2J.^  h.  p.   Indian 4;57 

.\lbert   Kreuder,  3  h.  p.   Marsh 4:27 

Harry    larmine,    2'A    h.   p.    R-S 4:253^ 

Harry    H.    Cobe,    lH    h.    p.    Metz 4:24f^ 


FOR  TOURING  MACHINES  NOT  EXCEEDING    THREE    HORSEPOWER. 

Fastest 
Rider.  Weiglit.     H.  P. 


Machine. 

Stanley   T.   Kellogg,   Springfield   M.   C 135  2'A  Indian 

2.  George  N.  Holden,  Springfield  M.  C 135  2"4  Indian 

3.  F.    D.    Russell,  Jr.,   New   York 135  2yi  R-S 

4.  Henry  Fox,  New  York   135  2}4  Indian 

5.  O.   H.   Schneider,  New  York    168  214  R-S 

6.  Wm.    Schleicher,    Mt.    Vernon    135  2^4  Indian 

7.  Walter  Goerke,    Brooklyn    139  2%  R-S 

S.   F.    W.    Horenburger,   N.   Y.   M.    C 163  3  Marsh 

9.    Edward   Brereton,   New  Haven    135  2'4  R-S 

10.  R.   G.   Betts,  N.   Y.-M.  C 135  214  Indian 

11.  Albert  Kreuder,  N.  Y.   M.  C 167  3  Marsh 

12.  John  A.   Schleicher,   Mt.   Vernon 135  2J4  Indian 

13.  Archie   Teanotte,   N.   Y.   M.   C 135  2^  R-S 

14.  F.   A.   Baker,   Brooklyn   M.   C 145  2''/i  R-S 

15.  Edward   Swain,   New  Haven    137  21^  R-S 

16.  M.   E.   Toepel,   N.   Y.   M.   C 150  2%  Indian 

17.  E.   M.   Avery,   New  Y'ork 150  IJ^  Indian- 

18.  Harry  H.   Cobe,   New  York    138  IjJ  Metz 


Trial. 
0.494^ 

i.om 

1.02/5 

1.04 

1.04^ 

1.06 

1.09?^ 

1.09J^ 

1.10^5 

I.IOM 

1.13 

1.19 

1,22J^ 

1.25 

1.26H 

1.27 

1.444^ 


Punc. 
1.07^ 
1.134^ 
1.04?^ 
Stop'd 
1.10^ 
1.11 

1.16^ 
1.13^ 
1.23 -^ 

1.22^ 

1.42 

Stop'd 

Stop'd 


FREE-FOR-ALL   EVENT— NOT   EXCEEDING  FIVE   HORSEPOWER. 

Rider.  Weight.  H.  P.          Machine. 

Oscar  Hedstrom,   Springfield   M.    C 168  5  Indian  .36^ 

Stanley   T.    Kellogg,    Springfield   M.    C 135  4  Indian  .39H 

William    H.    Wrav,    Brooklyn    M.    C 166  4  Indian  .41!-^ 

J.   P.   Bruvere,   Passaic,   N.    T 185  5  Curtiss  .48 

II.    J.    Wehman,    Brooklyn   M.    C 135  5  Curtiss  .54 


Stop'd  Chain  broke 
Time. 


.40 
Stop'd 
.515^5 


Butler  Beaten  in  a  Swift  Race. 
The  veteran,  Nat  Butler,  of  Cambridge, 
went  down  to  defeat  at  the  hands  of  Piet 
Dicketmann,  in  '  an  100-kilometre  motor- 
paced  race,  at  the  Steglitz  track,  Berlin,  on 
May  20.  Dicketmann  covered  the  distance, 
62^  miles,  in  1  hour  12  minutes  42  seconds 
and  at  the  finish  Butler  was  750  metres  be- 
hind. Guenther  finished  second  and  Demke 
third.  At  the  hour  the  men  had  covered 
50  miles  606  yards,  within  five  miles  of  the 
world's  record.  All  the  world's  records 
up  to  50  kilometres  were  broken, 


Moran  Meets  Defeat  Once  More. 

.A.t  the  Velodrome  Pare  du  Princes,  Paris, 
on  Sunday,  13th  inst.,  James  F.  Moran 
finished  third  in  a  20-kilometer  motorpaced 
open  race.  The  race  was  run  in  heats,  Lor- 
geu  and  Dussot  qualifying  in  the  first,  while 
Simar  beat  Moran  by  a  lap  in  the  second. 
The  final  heat  was  closely  contested,  Lor- 
geu  ultimately  winning  out  by  250  metres 
with  Simar  second.  M-oran  finished  500 
metres  behind  Simar,  beating  Dussot  by  a 
quarter  of  a  lap.  The  time  was  14  minutes 
40  seconds. 


THE  BICYCLING  WORLD 


283 


PIANO  FOR  HOLMDEN'S  PARLOR 


Goes   from   Ohio   to    Michigan   to   get   it — 
Fast   Time   in   Belle   Isle    Race. 


H.  Adler,  of  Detroit,  Mich.,  riding  with 
a  handicap  of  six  minutes,  won  tlie  classic 
twenty-five  mile  handicap  Belle  Island  road 
race  at  that  city  on  Decoration  Day.  G.  C. 
Costello,  C.  E.  Taylor,  W.  E.  Addison  and 
Arthur  Sockall,  all  Detroit  riders,  finished 
in  the  order  named,  for  second,  third,  fourth 
and  fifth  place  prizes.  The  riders  were  all 
well  bunched  at  the  tape  and  the  crowd  of 
several  thousand  people  cheered  Adler  as 
he  sprinted  across  the  finish  line.  Para- 
phrasing Julius  Caesar,  J.  Holmden,  of 
Findlay,  Ohio,  came,  rode  and  conquered — 
or  rather  had  shipped  home — an  upright 
piano  valued  at  $350.  Holmden  rode  a  beau- 
tifvil  race  from  scratch,  making  the  fastest 
time,  1  hour  5  minutes  and  34  seconds,  with 
H.  Bigelow,  another  scratch  man,  hailing 
from  Chicago,  but  a  fifth  of  a  second  be- 
hind. Adler,  the  winner,  finished  third  for 
time.  The  guerdon  was  awarded  W.  Ander- 
son, of  Toronto,  next  in  order,  who  was 
three  minutes  behind  Adler. 

In  spite  of  the  fact  that  more  than  sixty 
riders  started  and  thirty-one  stuck  until 
the  finish,  the  race  was  not  so  exciting  as 
previous  Belle  Isle  races.  This  probably 
is  accounted  for  by  the  fact  that  many  of 
the  fastest  men  failed  to  show  up.  Buffalo 
was  to  have  sent  a  large  delegation  of  her 
fastest  speed  merchants,  but  they  sent  word 
that  they  were  afraid  of  missing  the  boat 
home  and  therefore  would  not  make  the 
journey  to  Detroit.  •  William  Blum,  of 
Chicago,  who  rode  second  to  George  Wiley, 
a  year  ago,  with  Bigelow,  of  the  same  city, 
and  Holmden,  of  Findlay,  Ohio,  were  the 
only  scratch  rnen,  none  of  the  one  minute 
men  showing  up  for  the  start.  Blum  would, 
no  doubt,  have 'won  first  time  prize,  or  have 
come  very  close  to  it  had  not  the  fates  been 
unkind  to  him.  He  changed  mounts  no 
less  than  three  times  during  the  race  and 
finished  but  two  minutes  behind   Holmden. 

One  of  the  largest  crowds  that  has  ev6r 
witnessed  this  time  honored  cycle  race  was 
out  to  see  this  year's  event,  as  usual,  pro- 
moted by  the  Detroit  Wheelmen.  It  is 
estimated  that  10,000  spectators  lined  up 
along  the  main  stretch  above  and  below 
the  finish.  The  throng  was  well  handled 
by  the  police,  especially  at  the  turns,  where 
in  previous  years  the  riders  always  have 
experienced  difficulty  in  rounding  them 
without  running  into  some  spectators. 

Foster  Walker,  the  Detroit  messenger 
boy,  who  has  figured  more  or  less  prom- 
inently in  every  road  race  to  date,  was  one 
of  those  to  come  in  at  the  eleventh  hour; 
he  was  given  eight  minute^.  Walker  ap- 
peared in  a  brilliant  carmine  racing  suit  and 
rode  in  clever  style  for  the  first  three  of 
the  five  laps,  but  on  the-tewef  turn  to  the 
Canadian  shore,  he,  Surtman  and  Adler  got 
in  a  mix-up.     Walker  and  Surtman  fell,  the 


latter  badly  injuring  his  knee,  and  Walker 
received  a  number  of  contusions.  Surtman 
gave  up  the  fight,  but  Walker  was  game 
and  rode  on  till  the  finish,  coming  well  up 
in  the  standing  and  receiving  a  cuckoo 
clock,  which  he  is  at  a  loss  to  know  what 
to  do  with. 

The  sumniary,  arranged  according  to  the 
actual  time  made  by  each  rider,  is  as  fol- 
lows: 

Actual 
Hdcp.  time. 

Name  and  Residence.  Min.  H.  M.  S. 

J.  Holmden,  Findlay,  O.,  scratch  ..  1 :0S:34 

H.   Bigelow,   Chicago,  scratch 1:05 :34j^ 

W.  Anderson,  Toronto,  6  min 1:09:20 

H.    Adler,   Detroit,   6  min 1:06:30 

G.    C.   Costello,   Detroit,    10   min..  .  1:10:31 

C.   E.  Taylor,  Detroit,   10  min 1:10:32 

W.   E.   Addison,   Detroit^   6  min. .'.  1:06:33 

Arthur   Sokoll,   Detroit,    10   min. . .  1 :10:34 

H.  Robb,  Detroit,  9  min. 1 :09 :35 

W.  Koch,  Detroit,  10  min 1:10:55 

F.  Bagnall,   Detroit,  7'min..  .,...  .1:10:21 
Foster   Walker,    Detroit,   8   min..  .1 :1 1:22 

G.  H.   Barnes,  Detroit,  8  min 1:12:23 

W.   Meagher,   Detroit,   10  min.. .. -.1:13:30 

O.  Brown,  Detroit,  7  min .1:11:50 

Wm.  Adam,  Detroit,  10  min 1:15:33 

Fred  R.  McCarthy,  Stratford,  Ont., 

2  min 1:07:35 

W.  McCarthy,  Stratford,  2  min. . .  .  1 :07:35>^ 
H.   McDonald,  Toronto,  4  min. .. .  1 :09:36 
W.    Andrews,    Toronto,   4   min.. ..  1:09:36 

R.   Roeder,   Detroit,   9  min 1:14:40 

W.  Cornell,  Hamilton,  5  min 1:10:41 

Andrew  Travis,  Detroit,  10  min..  ..1:17:30 

W.    Blum,    Chicago,    scratch 1:07:31 

G.   Mowen,   Detroit,   7  min 1:15:05 

Geo.   Hunt,   Detroit,   10  min 1:19:00 

C.    Hogg,    Detroit,    7   min 1:16:01 

F.   R.   McManus,   Detroit,  8  min. .  .  1 :17:4S 

H.  H.  Tyler,  Detroit.  9  min 1:20:30 

Wm.  Burman,  Jackson,  8  min 1 :21 :30 

C.  G.  Caranahan,  Detroit,  10  min. .  .  1 :24:00 


RACED    ON    OUTLAW   TRACK 


Seekers   of  "Easy  Marks"   Gather  at   Mill- 
ville  and  now  may  Reap  Regrets. 


Kramer  Continues  to  Beat  the  French. 

Frank  L.  Kramer,  the  American  cham- 
pion, again  defeated  Gabriel  Poulain,  the 
world's  champion,  this  time  at  Nantes, 
France,  Sunday,  May  20th,  in  a  match  race 
run  in  heats.  The  first  heat  was  won  by 
Poulain  by  half  a  wheel,  Kramer  winning 
the  other  two  heats  without  exerting  him- 
self. Following  this  victory  he  won  the 
900  metres  handicap,  starting  from  scratch, 
and  setting  up  what  was  announced  as  a 
new  world's  record.  The  time  was  1:16, 
the  former  record  being  made  several  years 
ago  by  "Major"  Taylor.  Lootens  (70  yards) 
finished  second  by  half  a  wheel  and  Huby 
(50  yards)  was  third.  After  that  victory 
the  American  received  the  usual  ovation, 
bouquet  and  executed  the  "tour  d'honneur." 

At  Toulouse,  on  May  13,  a  match  race, 
best  two  heats  in  three,  between  Frank  Kra- 
mer and  Emil  Friol,  was  the  principal  event. 
Friol  won  the  first  heat  by  a  narrow  mar- 
gin. Kramer  won  the  second  heat  with 
ease,  but  in  the  last  the  Frenchman  gave 
him  a  rare  go,  the  American  winning  ulti- 
mately by  the  thickness  of  a  tire. 


Millville,  New  Jersey,  and  the  outlawed 
Union  Lake  Park  bicycle  track,  attracted 
many  ■  pot  hunters  on  Decoration  Day.  A 
team  of  three  riders  from  Brooklyn,  namely, 
Victor  J.  Lind,  Herman  Lind  and  J.  H. 
Bennett,  made  the  journey  to  South  Jersey 
and  came  back  with  most  of  the  prizes. 
They  are  likely  to  hear  from  the  National 
Cycling  Association. 

Three  races  were  held,  the  first  being  a 
one-mile  open  in  three  heats  and  a  final. 
Herman  Lind  won  the  first  heat  with  ease, 
with  Mori,  of  Vineland,  second,  and  Dan 
Trotter,  of  Philadelphia,  third.  Time,  5:07. 
Victor  Lind  captured  the  second  heat,  Mc- 
Quay,  of  Camden,  finishing  second,  and 
Kifer,  of  Camden,  third.  Time,  2:45.  Ben- 
nett won  the  third  heat  in  2:49,  Demorest, 
of  Atlantic  City,  crossing  the  tape  second 
and  Bartholomew,  of  Philadelphia,  third. 
In  the  final  heat  Bennett  had  an  ea-sy  vic- 
tory, beating  out  Victor  Lind  for  second 
place  and  Demorest  for  third.     Time,  3:14. 

The  next  was  a  mile  handicap.  Bennett 
won  the  first  heat  from  ten  yards,  Trotter 
(scratch)  coming  in  second  and  Herman 
Lind  •  (25  yards)  third.  Victor  Lind  (25 
yards)  finished  second  with  Mori  (scratch) 
third.  Bartholemew  was  given  65  yards 
and  made  good  by  beating  out  McQuay, 
from  scratch.  Ranigan,  of  Millville  (45 
yards)  was  third.  Time,  2:28.  Victor  Lind 
won  the  first  prize  in  the  final  heat,  Demor- 
est finishing  second  and  Trotter  third. 
Time,  2:29, 

In  the  five-mile  handicap,  Bennett  was 
placed  on  the  10  yard  mark  and  he  won 
the  event  easily,  Victor  Lind  (65  yards) 
finishing  second  and  his  brother,  Herman 
Lind,  on  50  yards,  third.  The  Philadel- 
phian,  Dan  Trotter,  finished  fourth  from 
scratch.     Time,  13:25. 


Moran  at  Last  Gets  in  Front. 

James  F.  Moran,  of  Chelsea,  Mass.,  won 
his  first  victory  abroad  on  Sunday,  May  20, 
and  with  it  the  distinction  of  winning  the 
famous  "Golden  Wheel  Race  of  Buffalo." 
It  came  as  a  surprise,  did  Moran's  victory, 
for  he  managed  to  qualify  only  by  win- 
ning the  repechage,  or  consolation  heat. 
The  final  heat  was  at  50  kilometres,  about 
31  miles,  and  the  men  were  sent  away  with 
Cesar  Simar  on  the  pole,  Rugere  ne.xt  and 
the  American  on  the  outside.  Moran  was 
the  first  to  tack  on  behind  his-  motor  ;and 
straightway  began  to  cut  loose  in  Yankee 
fashion.  At  10  kilometres  Moran  had  a 
good  lead  over  Simar  with  Rugere  in  third 
place.  After  that  Simar  changed  places 
with  Rugere,  but  the  pair  were  never  able 
to  overtake  the  American  and  Moran  fin- 
ished two  laps  and  one-half  to  the  good. 
Simar  was  nine  laps  behind  Rugere.  The 
time  was  45:58^-^. 


284 


THE  BICYCLING  WORLD 


CLEAN  SWEEP! 

INDIANS 
TRIUMPHANT  EVERYWHERE. 


AT  NEW  YORK. 
In  the  New  York  Motorcycle  Club's  Hill  Climbing  Contest,  May  30th, 

the  Indian  repeated  its  victories  of    1904  and   1905. 

Touring  Class— Indians  1st  and  2nd. 
Racing  Class — Indians  1st  and  2nd. 
Slow  Climb— Indians  1st  and  2nd. 

In  each  class  its  victory  was   won  by  such  substantial  margins  as  to  leave  no  room  for  question. 

AT  CHICAGO. 

Chicago  Motorcycle  Club's  Racemeet,  May  30th. 
Indians— Three  Ists, 

and  an  exhibition  five  miles  in  5:073/^. 

AT  WORCESTER. 

Worcester  (Mass.)  Automobile  Club's  Hill  Climbing  Contest,  May  23rd. 
Indians— 1st  and  2nd  in  Motorcycle  Class. 


AT  PRINCETON,  N.  J. 

Princeton  University  Automobile  Club's   Hill 
Climbing  Contest,  May  25th. 

S.  L  Morton  on  an  Indian  beats  all  autos, 
except  one  35  h.  p.  touring  car. 


AT  BALTIMORE,  MD. 

Indian,  from  scratch, 

wins  the  five-mile 
handicap  at  auto  meet  at 

Electric  Park,  May  30th. 


THE  INDIAN  LEADS 

simply  because  it  has  earned  the  right  to  lead.      Its  reputation  is  bas;d  on   performance,   not    promise. 


Have  you  ever  read  that  chapter,  "Answering  an  Important 
Question,"  in  our  igo6  catalogue  ? 


HENDEE  MFG.  CO., 


Springfield,  Mass. 


THE  BICYCLING  WORLD 


285 


RACED  IN  THE  RAIN 


Small  Field  of  Starters  in  Chicago  Event — 
Scratchmen  Lost  in  the  Shuffle. 


In  marked  contrast  to  the  Decoration 
Day  races  of  former  years  was  the  annual 
twenty-five  mile  handicap  road  race  of  the 
western  division  of  the  Century  Road  Club 
Association  at  Chicago,  on  Wednesday  last. 
In  place  of  300  or  400  riders  only  nineteen 
faced  the  starter  in  the  dash  to  Evanston 
and  back.  Just  why  there  was  a  paucity 
in  numbers  it  is  difficult  to  determine  for 
there  seems  to  be  more  genuine  cycling 
interest  in  and  around  Chicago  this  year 
than  for  several  years  past.  However,  what 
the  race  lacked  in  numbers  was  made  up  in 
enthusiasm,  both  on  the  parts  of  the  riders 
and  the  large  crowd  of  spectators  who  wit- 
nessed the  ocntest. 

H.  C.  Wittman,  riding  with  a  handicap 
of  four  minutes,  won  first  place  prize  in 
1:10:13,  while  the  first  time  prize  was 
taken  by  Emil  Blum  for  the  second  con- 
secutive time.  Blum's  time  was  1:08:27, 
which  was  two  minutes  slower  than  the 
record  established  several  j-ears  ago  by  his 
brother,   "Farmer"   Blum. 

The  start  was  made  fiom  the  Grant 
monument  in  Lincoln  Park  at  10  o'clock, 
the  riders  being  sent  awaj  in  detachments 
with  handicaps  up  to  ter  minutes.  J.  B. 
Murphy,  an  unattached  rider,  was  the  sole 
limit  man  and  he  left  in  a  drizzling  rain 
which  made  slippery  going  the  rest  of  the 
distance.  Herman  Hultgren,  a  former 
"star,"  started  from  the  honor  mark  with 
Blum.  The  fastest  time  was  made  on  the 
trip  north  as  a  strong  wind  at  their  backs 
materially  aided  the  riders,  but  on  the  re- 
turn trip  they  encountered  the  hardest  kind 
of  plugging  and  several  succumbed  to  the 
grind  before  the  finish  was   sighted. 

Shortly  after  10  o'clock  Wittman  sprinted 
down  the  east  drive  of  the  park  and  won 
the  race  hands  down — he  was  all  alone.  A 
minute  and  a  half  later  John  Schudtt,  also  a 
four  minute  marker,  crossed  the  tape,  fol- 
lowed by  John  Lynch,  who  had  started 
from  five  minutes.  Schudtt's  time  was 
1:11:14  and  Lynch's,  1:11:17.  A.  F.  Sanlow, 
one  of  the  low  markers,  copped  second 
time  prize  in  1:09:16,  while  third  time  went 
to  Edward  Miller,  one  minute  handicap, 
who  covered  the  twenty-five  miles  in 
1:09:27.  The  rest  of  the  riders  were  strung 
out  along  the  course  and  came  in  slowly. 


Long  Marker  Wins  at  Atlantic  City. 
William  Reed,  riding  with  eight  min- 
utes handicap,  won  the  annual  Decoration 
Day  road  race  at  twenty-five  miles,  of  the 
Atlantic  City  Wheelmen.  Reed  was  placed 
on  the  limit  and  finished  handily.  W.  Fil- 
mer  won  second  place  prize.  The  race  was 
held    on    the    Pleasantville-Mays    Landing 


course  and  it  is  estimated  that  when  the 
starter  gave  the  signal' that  sent  the  limit 
men  on  their  journey  there  were  nearly 
3,000  spectators  assembled  at  the  start. 

More  interest  centered  on  the  performance 
of  the  scratch  men  than  the  long  markers. 
The  honor  men  all  came  over  the  line  well 
bunched,  Charles  Van  Doren,  the  local 
champion,  beating  out  Richard  Hemple  for 
first  time  prize  by  one  second.  Van  Doren's 
time  was  1  hour  10  minutes  48  seconds. 
William  Bufl^eleo  won  third  time  prize, 
Frank  Young,  fourth,  and  H.  Gatewood, 
fifth. 

The  place  finishers  were  as  follows"  1, 
William  Reed  (8:00);  2,  W.  Linkner 
(10:00);  3,  Charles  Van  Doren  (scratch); 
4,  Richard  Hemple  (scratch);  S,  William 
Buffeleo  (3:00);  6,  Frank  Young  (4:00);  7, 
H.  Gatewood  (5:00);  8,  F.  Hemple  (6:00); 
9,  Albert  Deardon  (5:30);  10,  Edward  Ma- 
guire  (5:30);  11,  James  Teague  (11:00);  12, 
Elwood  Ogden  (11:00);  13,  William  Ash 
(10:00). 


WON  BY  "DARK  HORSE" 


Nelson   the   "Real   Thing"   in   that    Line- 
Upsets   the    Grand   Rapids    Talent. 


10,000  Witness  Washington  Park  Events. 

Both  the  bicycle  races  at  the  opening  of 
Washington  Park-on-the-Delaware,  N.  J., 
Decoration  Day,  were  closely  contested  and 
it  is  estimated  that  10,000  peop'e  were  in 
attendance  at  the  athletic  games.  Most  of 
the  interest  centered  in  the  three-mile  han- 
dicap which  had  eight  starters.  The  field 
soon  closed  up  and  all  the  riders  kept  well 
together  until  the  last  two  laps  when  Jamie- 
son,  Logue  and  Baumgardner  pulled  away 
from  the  others.  On  the  last  lap  Jamieson 
cut  down  on  the  pole,  fouling  Logue,  and 
finishing  first,  but  the  judges  gave  the  vic- 
tory to  Logue,  moving  the  ofifender  back 
to  second  place.  The  one-mile  handicap 
was  won  by  Logue  from  Jamieson  in  a 
hair  raising  finish.     The  summaries: 

One-mile  handicap — ^Won  by  Michael 
Logue,  Philadelphia  (10  yards);  William 
Jamieson,  Trenton  (10  yards)  second;  H 
Wilston,  Philadelphia  (10  yards)  third. 
Time,  2:03?/^. 

Three-mile  handicap — Won  by  Michael 
Logue,  Philadelphia  (25  yards) ;  William 
Jamieson,  Trenton  (30  yards)  second;  M. 
Baumgardner,  Philadelphia  (25  yards)  third. 
Time,  8:243/^. 


Two  Men  and  a  Club. 

Fling  out  the  banners  to  the  breezes  and 
shout  the  glad  tidings  o'er  all  the  earth. 
Baltimore,  Md.,  has  a  new  cycle  organiza- 
tion, the  Crescent  Bicycle  Club.  It  was  or- 
ganized May  21,  with  two  members — Thos. 
W.  Baker  and  Charles  O.  Reveille.  Re- 
veille elected  Baker  president  and  captain, 
while  Baker  voted  for  Reveille  as  secretary 
and  color  bearer.  Both  officers  were  un- 
animously elected,  naturally.  Although 
starting  out  with  the  same  number  of  mem- 
bers as  did  the  Century  Road  Club  of 
America  years  ago,  the  Monumental 
City's  new  club  has  hopes  and  accordingly 
has  called  a  club  run  for  to-morrow,  Sun- 
day, 3d  inst.  ' 


Harry  Vaughn,  riding  with  a  handicap  of 
five  minutes,  won  the  annual  fifteen  mile 
handicap  road  race,  promoted  by  the  Grand 
Rapids  (Mich.)  Bicycle  Dealers'  and  Re- 
pairmen's Association,  and  held  over  the 
Comstock  Park  course  in  that  city.  Decora- 
tion D;  y.  His  time  for  the  distance  was 
45  minutes  22  seconds.  Although  Vaughn 
rode  a  plucky  race  and  finished  first  the 
real  star  of  the  day  was  Nelson,  a  little 
negro  who  struggles  through  life  under  the 
impossible  appellation  of  "Frenchy."  Nel- 
son started  from  scratch  and  rode  a  plucky 
race,  finishing  in  second  position  and  win- 
ning first  time  prize.  His  time  was  40:42, 
almost  record  time,  and  only  twenty  sec- 
onds behind  the  winner.  Nelson  received 
a  Cleveland  racer  for  his  efforts  and 
Vanghn,  who  rode  a  National,  was  given 
a  National  for  being  the  first  rider  of  that 
make  machine  to  finish. 

On  account  of  the  heavy  rainfall  during 
the  night  the  track  at  Comstock  Park  was 
unfit  for  racing  and  so  the  event  was  started 
at  the  main  entrance  of  the  fair  grounds 
and  finished  in  the  rear  of  the  grandstand. 
A  heavy  track  and  a  fresh  southerly  breeze 
fagged  the  riders  on  their  return  from 
Plainwell.  The  race  was  the  best  ever  held 
in  Grand  Rapids  and  the  large  fields  and 
the  great  interest  displayed  by  the  spec- 
tators shows  a  return  to  popularity  of  this 
sport  in  the  Michigan  city. 

This  is  the  way  the  riders  finished  and 
their  times:  1,  Harry  Vaughn,  42:22;  2, 
"Frenchy"  Nelson,  40:42;  3,  Albert  Wag- 
ner, 44:55;  4,  Joe  Prett,  45:05;  5,  Charles 
Whitman,  46:53;  6,  Albert  Miller,  47:11; 
7,  Howard  Ferguson,  42:35;  8,  J.  J.  Cor- 
nelius, 46:05;  9,  Robert  Tyler,  46:12;  10,  F. 
B.  Elmer,  45:11;  11,  Clarence  Willey,  46:42; 
12,  F.  Gilmer,  44:43;  13,  Arthur  Gillett, 
44:43>^;  14,  John  DeVoogd,  47:50;  15,  John 
Lardie,  48:25;  16.  John  Love,  48:30;  17, 
John  Rohan,  49:02;  18,  Jacob  Kruizenga, 
45:26;  19,  Edward  Johnsam,  50:55. 

Following  this  race  the  one  mile  cham- 
pionship for  Kent  county  was  run.  It  was 
won  by  the  ebony  skinned  lad.  Nelson, 
with  hands  down.  The  final  heat  of  the 
boys'  race  was  captured  by  J.  C.  Nelson, 
a  brother  to  "Frenchy,"  Mel.  Vanden  Berg 
finishing  second  and  James  Hendricks, 
third.  Only  two  contestants  appeared  for 
the  motorcycle  event,  Frank  Deane  and 
Commodore  Kline.  Deane  led  all  the  way 
and  finished  far  ahead  of  Kline.  As  these 
last  races  were  straightaway  events  down 
the  road  it  was  impossible  to  take  the  time 
in  them. 


"Motorcycles:  How  to  Manage  Them." 
Price,  SOc.  The  Bicycling  World  Co.,  154 
Nassau  Street,  Nevir  York. 


286      "  THE  BICYCLING  WORLD 

'M  recommend  the  Morrow  to  all  Motorcyclists" 


Meshoppen,  Pa.,  May  14th,  1906. 

ECLIPSE  MACHINE  CO., 

Elmira,  N.  Y. 

Gentlemen: 

I  have  delayed,  writing  you  for  some  time  in  regard 
to  your  new   Morrow  Coaster  Brake  for  motorcycles,  knowing 
that  I  was  giving  your  brake  one  of  the  most  strenuous  tests 
that  It  is  possible  for  any  rider  to  give  a  brake  for  daily 
use.   I  use  my  motor  for  the  delivery  and  collection  of  mail 
on  a  twenty-five  mile  route  every  day  that  the  weather  per- 
mits.  I  have  eight  long,  hard  hills  to  descend  besides  lots 
of  short  pitches,  and  grades  running  as  high  as  28  per  cent. 

Last  year  I  used  the  coaster  brake  and  had  to 

walk  down  all  hills  that  were  long  or  steep  or  where  I  had  a 
stop  to  make.   This  spring  I  have  been  using  the  Morrow,  and 
I  ride  all  grades  and  feel  that  my  machine  is  under  perfect 
control  at  all  times.  ^Last  week  I  was  coasting  down  a  heavy 
grade  and  my  back  pouch  dropped  out  of  the  carrier.   I  ap- 
plied the  brake,  came  to  a  dead  stop,  dismounted,  backed  up 
just  seven  paces  to  where  the  mail  pouch  lay.   That  excels 
all  brakes  that  I  have  ever  used;  in  fact,  the  Morrow  has  no 
eciual — it  is  in  a  class  by  itself — and  I  take  pleasure  in 
recommending  it  to  all  motorcyclists. 

Yours  respectfully, 

G.  P.  AVERY, 
R.F.D.  Carrier  No.  2, 

Meshoppen,  Pa. 


''Words  of  others  tell  the  story" 


THE  BICYCLING  WORLD 


287 


GOOD  GOING  AT  RICHMOND 


Silas  Brown  and  Don  Graves  "have  it  out" 
Between  them — Don  Downs  Silas. 


Silas  Brown,  who  last  year  captured  first 
place  prize  in  the  fourteen  mile  handicap 
road  race  of  the  Richmond  (Ind.)  Bicycle 
Dealers'  Association,  was  equally  success- 
ful this  year,  winning  first  time  prize  from 
scratch.  Brown's  time  for  the  distance  was 
38  minutes  16  seconds,  which  is  the  fastest 
time  that  has  ever  been  made  over  the 
Indiana  course.  The  race  was  held  on  Sat- 
urday last,  26th  inst.,  and  although  there 
were  numerous  other  attractions  in  the 
city  of  Richmond,  the  bicycle  race  attracted 
more  than  its  quota  of  spectators.  The  race 
was  won  by  Donald  Graves,  who  was 
placed  on  the  IS  seconds  mark  and  he  won 
by  a  sensational  sprint  in  the  last  200  yards. 
The  limit  men  were  hopelessly  outclassed 
for  Brown,  the  scratch  man,  finished  second 
and  Elmer  Dickinson,  another  15  second 
man,  was  third,  a  length  behind  Brown. 
As  a  gentle  reminder  to  ride  faster  the 
next  time,  Norman  Showalter  was  awarded 
the  time-honored  bottle  of  "ketchup."  Sho- 
walter had  the  limit  and  led  the  procession 
for  half  the   distance  when  he   fagged  out. 

Following  is  the  summary: 

Hdcp.     Time. 
Pos.       Rider  M.  S.       M.  S. 

1.  Don  Graves  0:15         38:30 

2.  Silas   Brown    scratch        38:16 

3.  Elmer  Dickinson 0:15         38:32 

4.  Charles  Draper  2:00        41:00 

5.  Homer  Evans   4:00        43:30 

6.  Harrison  Taylor    4:00         44:01 

7.  Albert  Kiser   4:30        45:00 

8.  Raymond  Kain 4:00        44:31 

9.  "Bobby"   Graham    scratch         41:03 

10.  Tommy   Fryar    3:D0_        44:07, 

11.  Rudolph, Doloff   3:00        44:08 

12.  Karl  Weisbrod  2:30        44:30 

13.  Harlely  Cox   2:00        44:03 

14.  Albert   Kuhlenbeck    4:30        45:45 

15.  Elmer  Brown   1:00         43:45 

16,Glenn  Whitesell   (3:30)  45:45;  17,  Geo. 

Kramer  (5:00)  47:30;  18,  Rufus  Hiatt  (3:00) 
45:43;  19,  Harry  Black  (2:00)  44:47;  20, 
Everett  Crane  (3:30)  46:  18;  21,  Harry 
Minor  (2:30)  45:15;  22,  Silas  Minner  (4:00) 
46:50;  23,  "Fess"  Jones  (4:30)  47:21;  24, 
Louis  Dingley  (3:30)  46:30;, 25,  James  God- 
sey  (1:00)  44:10;  26,  James  McCarthy 
(5:00)  48:15;  27,  Norman  Showalter  (5:30) 
58:30;  28,  Selby  Williams  (1:00)  47:30;  29, 
W.  C.  Phelph  (2:30)  49:30;  30,  "Tut"  Kuhl- 
enbeck (2:00)  49:10;  31,  Paul  Weisbrod 
(5:00)  52:50;  32,  Carmen  Pierson  (3:00) 
51:10;  33,  Amos  Carpenter  (4:44)  52:18; 
34,  J.  E.  Phelps  (2:30)  51:10;  35,  James 
Ellens  (5:00)  53:35. 
Time  prize  winners: 

1.  Silas   Brown    scratch         38:16 

2.  Don   Graves 0:15         38:30 

3.  Elmer  Dickinson   0:15         38:32 

4.  Charles  Draper   2:00        41 :00 

5.  Homer  Evans  4:00        43:30 


Kellogg  and  Hoyt  Suspended. 

It  was  not  until  the  general  publication 
yesterday  of  the  summary  of  the  event,  that 
Chairman  Douglas,  of  the  F.  A.  M.  Com- 
petition Committee  learned  that  among 
those  who  competed  in  the  Worcester 
(Mass.)  hill  climbing  contest  on  May  25, 
was  A.  A.  Hoyt,  of  Whitman,  Mass.,  who, 
as  is  well  known,  is  under  two  years  sus- 
pension. Douglas  acted  promptly.  He 
notified  Stanley  T.  Kellogg  and  F.  C.  Hoyt, 
the  other  contestants  in  the  event  that 
pending  a  convincing  explanation  they 
stood  suspended  for  30  days.  He  also  has 
requested  the  American  Automobile  Asso- 
ciation tcr  call  the  attention  of  Its  clubs  to 
the  alliance  existing  between  the  two  organ- 
izations, which,  it  seems,  has  not  been  done 
— a  fact  that  has  given  rise  to  considerable 
misunderstanding.  According  to  the  F.  A. 
M.  rules,  a  second  offense  of  like  character 
carries  with  it  a  penalty  of  one  year's 
suspension. 


CADOLLE  WINS  FAMOUS  RACE 


Parisians  do  Best  Work  in  Paris-Bordeaux 
—Paced  for  366.6  Miles. 


Thomas  Wins  from  Scratch. 

"Chic"  Thomas,  the  so-called  champion 
of  Baltimore,  Md.,  again  proved  his  suprem- 
acy over  other  local  riders  by  winning  the 
five-mile  motorcycle  handicap  at  the  auto- 
mc  bile  race  meet  :it  Electric  Park,  Balti- 
more, Md.,  on  Decoration  Day  afternoon. 
Thomas,  astride  a  lj4  horsepower  Indian, 
was  placed  on  scratch,  with  Webber  (1;4 
horsepower  Metz)  at  the  qu.arter;  Rayner 
Strauss  (2%.  horsepower  Indian)  at  the 
three-eighths,  and  W.  S.  Fisher  (2yl  Indi;m) 
at  the  five-eighths  pole.  Strauss's  machine, 
soon  after  the  start,  develo^■'ed  ignition 
troubles  which  put  him  out  of  the  running, 
while  Fisher  and  Webber  made  a  game 
effort  to  retain  their  long  lead.  Their  ef- 
forts proved  of  no  avail  for  Thomas  finally 
overhauled  and  passed  them.  The  time 
was  8:54. 


Barczick  Leads  the  Irish. 

Although  his  name  does  not  indicate  the 
fact,  P.  E.  Barczick  claims  to  have  Irish 
blood  in  his  veins.  Anyway,  he  rode  in  the 
three-mile  bicycle  race  which  formed  a  fea- 
ture of  the  games  of  the  United  Irish  So- 
ciety of  Long  Island,  held  at  Washington 
Park,  Maspeth,  on  Decoration  Day.  The 
race  was  a  three-mile  handicap  and  the 
Celt  with  the  un-Irish  name  won  the  race 
handily  from  scratch.  Robert  Kealty  fin- 
i^'hed  second  and  Patrick  Donovan  third. 
The  time  was  not  announced. 


Fisher  in  Front  at   Celtic   Park. 

W.  Fisher,  of  the  National  A.  C,  of 
Brooklyn,  riding  from  scratch,  won  the  two- 
mile  handicap  bicycle  race  that  featured 
the  games  of  the  Irish-American  A.  C.  at 
Celtic  Park,  New  York,  on  Decoration  Day. 
W.  C.  Nelson,  a  slender  young  lad  from  the 
Brooklyn  branch  of  the  Y.  M.  C.  A.,  was 
placed  at  140  yards  and  had  no  difficulty  in 
finishing  second.  J.  A.  Simonds,  of  the 
High  School  of  Commerce,  on  scratch,  was 
third.     Time,  5:42^. 


Marcel  Cadolle,  of  Paris,  one  of  France's 
best  road  riders,  and  who  will  probably  be 
seen  in  this  year's  six-day  race,  won  the 
time-honored  Bordeaux-Paris  road  race 
which  was  decided  on  May  12  and  13.  The 
distance  is  366.6  miles  and  Cadolle  covered 
the  distance  in  19  hours  35  minutes,  several 
minutes  better  than  the  time  made  by 
Aucouturier,  last  year's  victor.  The  total 
prize  list  of  this  famous  contest  amounts 
to  $1,040. 

Seventeen  riders  showed  up  at  the  Quatre 
Pavilions,  Bordeaux,  at  6  o'clock,  Satur- 
day evening,  the  12th,  and  promptly  on  the 
minute  the  starter  shouted  "Partez!"  and 
the  professional  cracks,  paced  by  single 
wheels,  were  off  on  their  long  journey.  The 
bunch  covered  the  first  fifteen  miles  to 
Guitres  in  35  minutes,  Trousselier  leading. 
The  pace,  however,  proved  too  fast  for  the 
second-raters  and  before  thirty  miles  had 
been  covered  there  were  two  divisions,  with 
a  long  space  of  twilight  separating  them. 
At  thirty-one  miles  the  leaders  came  into 
contact  with  a  horse  and  cart,  from  which 
Aucouturier,  Trousselier  and  Cornet  man-, 
aged  to  escape.  Despite  a  severe  shaking 
up  Garin  and  Gaborias  caught  up  with  the 
leaders  half  an  hour  later. 

At  Angouleme,  the  first  control,  79  miles 
from  Bordeaux.  Aucouturier  was  the  first 
to  sign  at  10  p.  m.,  Trousselier,  Cadolle  and 
Georget  following,  and  Cornet  arriving  at 
10:01  p.  m.  Fleury  passed  at  10:10,  Hes- 
nault  at  10:11,  Gaborias  at  10:22,  Bronchard, 
Poiry,  Haert,  Pauloin,  Vera  and  Bernard 
at  11:03,  the  two  inseparables,  Decaup  and 
Passerieu  being  among  the  missing.  Soon 
after-  passing  Couche-Verac  (124  miles), 
which  was  covered  in  6  hours  42  minutes, 
Aucouterier,  the  leader,  ran  against  his 
pacer's  rear  wheel  and  fell,  bringing  down 
five  of  his  rivals.  All  quickly  remounted 
and  at  the  next  control,  Poitiers  (145  miles) 
the'  six  leaders,  Aucouturier,  Trousselier, 
Cadolle,  Cornet,  Garin  and  Georget,  were 
bunched  again.  At  5  a.  m.  the  leader 
reached  Tours  (210  miles),  but  Garin 
shortly  afterwards  lost  15  minutes  and 
Aucouturier  paused  two  minutes  for  re- 
freshments, so  that  there  were  only  four 
riders  together  when  Dourdan  (330  miles) 
was  reached. 

After  leaving  here  Cadolle  made  his 
effort  and  ultimately  won  by  more  than 
four  minutes,  the  final  classification  being: 
Marcel  Cadolle,  Paris,  19:2635;  Henri  Cor- 
net, Paris,  19:31:00;  Louis  Trousselier, 
Paris,  19:41:10;  Emile  Georget,  Chatelle- 
rault,  20:01:35;  H.  Aucouturier,  Paris, 
20:27:20;  Hesnault,  Cherbourg,  23:33:00; 
Georges  Fleury,  Luneville,  31:55:00;  Fer- 
mand  Gaborias,  Bordeaux,  13:55:00;  Pauloin, 
Neuilly,  34:45:00,  and  Bronchard,  Fontaine^ 
bleau,  34:45:001^1. 


288 


THE  BICYCLING  WORLD 


Brooklyn  Handicap  Attracting  Big  Entry. 

From  present  indications,  it  is  estimated 
that  wiien  tlie  starter  fires  the  pistol  at 
Valley  Stream,  L.  I.,  next  Sunday,  10th 
inst,  sending  the  limit  men  on  their  twenty- 
mile  ride  for  the  Brooklyn  Handicap,  that 
not  less  than  one  hundred  riders  will  be  on 
their  marks.  Already  Chairman  V.  J.  Lind, 
194  Schermerhorn  street,  Brooklyn,  has 
received  over  seventy  entries  and  more  are 
coming  in  by  every  mail.  Among  the  out 
of  town  riders  who  have  entered  are  W. 
Richard  Stroud,  the  well  known  Philadel- 
phia crack,  A.  and  W.  Flanagan,  of  the 
same  city;  George  Wiley,  the  sturdy  Syra- 
cuse plugger;  Charles  Van  Doren,  the  At- 
lantic City  crack;  Walter  Raleigh,  the 
Irvington-Millburn  winner,  and  others. 
Besides  the  choice  of  several  gold  and 
silver  ordinary  and  stop-watches  for  time 
and  place  prizes,  two  sterling  silver  loving 
cups  will  be  awarded  to  the  club  having  the 
most  entries  and  the  other  to  the  club 
scoring  the  most  points. 


Japan   for   Motorcycle   Tourists. 

Probably  no  country  offers  as  many  ad- 
vantages for  a  long  tour  a-motorcycle  than 
Japan.  As  yet,  however,  there  are  few 
motorcycles  in  use  in  that  country  and 
there  have  been  fewer  tourists.  For 
natural  beauty,  Japan's  scenery  cannot  be 
.surpassed  and  although  the  roads  are  some- 
what hilly,  grades  of  one  in  eight  being 
common,  they  are  as  a  rule  good  for  motor- 
cycling  and   there    are    no    speed   limits    or 


other  legal  obstructions.  Gasolene  is  pro- 
duced largely  in  Japan  and  sells  at  retail 
much  cheaper  than  in  Europe,  the  price 
being  about  the  same  as  in  this  country. 
The  import  duty  on  motorcycles  was  to 
have  been  raised  on  April  1  to  forty  per 
cent.,  but  this  will  not  affect  the  tourists 
as  they  may  take  their  machines  into  Japan 
as  passengers'  luggage,  free  of  duty  and 
without  paying  even  a  deposit. 


Chicago  to  Lose  its  Cycle  Track. 

After  many  false  alarms,  the  famous  old 
cement  bicycle  track  at  Garfield  Park, 
Chicago,  111.,  at  last  will  be  torn  down. 
The  West  Park  board  gave  the  order  last 
week.  .  The  track  was  built  in  the  early 
nineties  at  a  cost  of  $30,000  and  was  at  its 
time  one  of  the  finest  bicycle  tracks  in  the 
world.  It  was  built  solidly  of  cement  and 
was  heavily  banked.  Many  records,  some 
of  which  still  stand  as  a  monument,  were 
broken  on  the  Garfield  track. 


The  Cat  Comes  Back  Again. 

Once  again  has  the  perennial  cat  and 
cyclist  story  bobbed  up.  This  time  it  was  a 
Northampton  cyclist  who  was  cycling  along 
the  Kettering  road  when  a  cat  ran  up  his 
front  wheel  and  wedged  herself  between 
the  fork  and  tire,  stopping  the  machine 
"instanter."  The  cyclist  expected  to  find 
the  cat  mashed  to  a  pulp,  but  what  was  his 
surprise,  of  course,  to  see  her  extricate 
herself  and  run  off  apparently  unhurt. 


Young  Thief  Nipped  in  Newark. 

Jacob  Holsman,  a  young  Newarker,  prob- 
ably will  learn  that  cycle  fancying  may 
have  its  attractions  but  that  it  is,  neverthe- 
less, not  without  its  dangers.  Two  com- 
plaints were  made  in  the  first  precinct 
police  station,  Newark,  N.  J.,  last  week, 
against  Holsman,  by  John  Brown,  a  grocer, 
who  lost  two  bicycles  from  in  front  of  his 
place,  and  Louis  J.  Wurth,  the  Newark 
agent  for  Reading  Standards.  Holsman  is 
said  to  have  confessed  to  having  "bor- 
rowed" several  wheels,  including  those  of 
Brown  and  Wurth. 


Ladies  in  the  Livingston. 

The  Livingston  Bicycle  Club  of  the  West 
End,  Albany,  N.  Y.,  was  organized  Monday 
■night  with  a'  membership  of  14.  Officers 
for  the  year  were  elected  and  the  club  de- 
cided to  arrange  a  series  of  bicycle  trips 
and  outings  for  the  approaching  summer 
season.  These  are  the  officers:  President, 
John  Kyre;  vice-president,  Mrs.  Samuel 
Little;  recording  secretary,  Mrs.  Albert 
Couse;  financial  secretary,  Howard  Fay, 
and  treasurer,  August  Holmes. 


Capitals    Choose    their    Officers. 

At  the  annual  meeting  of  the  Capital 
Bicycle  Club  of  Washington,  D,  C,  last 
week,  these  officers  were  elected:  Presi- 
dent, Andrew  Parker;  vice-president,  Sam- 
uel E.  Lewis;  secretary,  Harry  N.  Low; 
treasurer,  J.  A.  Boteler. 


ever  brought  to  bear  against   the  use  of 


PERSONS 
SADDLES 


is  that  some  bicycles  are  so  cheap  that  the  price  obtained  is  not 
sufficient  to  permit  the  use  of  such  a  good  saddle;  in  conse- 
quence, such  bicycles  are  not  only  cheap  bicycles  but  uncomfort= 
able  ones.    We  hope  yours  is  not  one  of  that  kind. 


PERSONS  MFQ.  CO., 


Worcester,  Mass. 


THE  BICYCLING  WORLD 


289 


PIKE   COUNTY   REVISITED 


Reawakened  St.  Louis  "Resamples"  a  His- 
toric Cycling  Road  and  Region. 


St.  Louis,  May  29. — Considering  that  a 
downpour  threatened  at  any  moment,  and 
that  the  dark  clouds  had  gathered  with  un- 
usual suddenness  about  three  o'clock,  Sat- 
urday afternoon,  an  hour  before  leaving 
time  for  the  boat,  it  is  not  altogether  sur- 
prising that  only  twenty  riders  put  in,  an 
appearance  for  the  Pike  County  tour  of  the 
St.  Louis  Cycling  Club,  held  Sunday  last. 
May  27th. 

A  trip  to  Pike  county  always  has  been 
one  of  the  most  enjoyable  tours  available 
to  the  St.  Louis  wheelmen.  Lying  100 
miles  north  of  St.  Louis,  just  one  night's 
ride  by  boat,  the  popularity  of  the  tour  to 
the  county,  widely  known  for  its  splendid 
road  system,  developed  half  a  century  ago 
by  a  company  who  knew  the  value  of  good 
roads,  is  easily  explained. 

Many  stirring  cycling  scenes  were  en- 
acted on  those  roads  in  the  early  days,  50 
and  100  mile  road  races,  participated  in  by 
the  hardiest  riders  in  America  being  a 
specialty. 

As  the  clouds  of  such  ominous  appear- 
ance an  hour  or  so  earlier,  turned  out  to 
be  a  mere  bluff,  the  crowd  was  soon  up 
on  the  hurricane  deck  of  the  boat  taking  in 
the  fresh  breeze,  the  scenery,  and  the  25- 
mile  race  that  occurs  every  week  between 
three  or  four  boats  for  the  Alton  wharf. 

The  investigation  committee  relieved  all 
anxiety  when  it  reported  that  the  club's 
secretary,  who  devotes  a  portion  of  his 
time  to  the  cider  business,  had  sent  aboard 
a  case  of  the  extra  hard  variety;  that  "Bob" 
Holm  had  made  good  a  promise  of  always 
being  with  the  club  in  spirit  by  having  sent 
a  case  of  bottled  goods  from  the  big  brew- 
ery of  which  he  is  now  trfeasurer;  and  that 
two  thoughtful  ones  had  brought  along  bot- 
tles of  the  beverage  that  prevents  malaria 
and  is  said  to  cure  snake  bites. 

The  cider  was  conveniently  disposed  of 
at  the  supper  table,  after  which  came  the 
always  enjoyable  feature  of  spending  the 
evening  on  the  deck,  telling  stories  and 
reminiscences,  drinking  to  the  health  and 
welfare  of  "Bob"  Holm,  and  watching  the 
comical  antics  of  the  negro  roustabouts 
feeling  for  the  bottom  of  the  river  with 
poles  and  sounding  lines,  when  the  pilot  is 
in  doubt.  Shortly  before  midnight  this 
began  to  grow  somewhat  monotonous;  a 
few  retired,  but  the  major  portion  of  them 
was  soon  involved  in  a  card  game.  This 
latter  contingent  also  got  rid  of  what  was 
left  of  "Bob"   Holm's  kind  remembrance. 

Up  to  midnight  Saturday  was  one  of  the 
finest  of  early  summer  evenings,  but  be- 
tween that  hour  and  daybreak  there  was  a 
heavy  rain,  and  Sunday  dawned  cloudy  and 
cheerless.  A  piercing  north  wind,  a  left 
over  remnant  of  a  Chicago  "lake  breeze,"  a 
"wUiff"  from  Medicine  Hat,  or  some  other 
place,  kept  the  "kicker,"  who  was  aroused 


shortly  before  five  o'clock  by  the  commo- 
tion when  the  boat  landed  at  Clarksville, 
in  close  proximity  to  the  smoke  stack  in  an 
endeavor  to  keep  warm. 

George  Bennett  was  another  early  and 
shivering  specimen,  and  was  vainly  trying 
to  locate  a  bottle  that  he  was  sure  had  not 
yet  been  emptied.  The  "kicker"  had  taken 
upon  himself  the  cruel  task  of  awakening 
those  not  yet  about  and  told  Bennett  if  he 
would  assist  in  the  work  he  might  find  the 
bottle.  All  knocks  had  met  with  response 
except  number  three,  the  room  where  San- 
ders, Harding,  Harris  and  "Dorfee"  were 
seen  to  enter  but  a  few  hours  before;  here 
knocks  and  calls  proved  futile,  whereupon 
a  retreat  was  made  to  the  port,  starboard, 
or  windward  side,  which  ever  it  might  have 
been,  of  the  room;  here  a  glass  panel  was 


SEW    YOKE    BRAKCH    «1»-81«    WEST    47TH    ST. 

in  the  door,  the  curtain  had  not  been  drawn 
down,  and  "Dorfee"  was  seen  reposing  in 
a  most  restful  position,  a  broad  smile  on 
his  face,  pipe  in  one  hand,  the  long  sought 
for  bottle  in  the  other.  Bennett  vainly 
begged  and  clamored  that  the  door  be 
opened,  but  "Dorfee's"  heart  was  cold.  His 
happy  countenance  changed  to  a  picture  of 
terrible  agony  when  informed  that  the 
boat  had  been  making  unusually  good  time 
all  night  and  -that  Louisiana  was  in  sight 
and  that  we  would  land  before  six  o'clock. 
The  town  of  Louisiana  was  just  waking  up, 
the  only  open  place  being  a  small  combi- 
nation bakery  and  lunch  room  where  every- 
thing in  the  line  of  eatables  was  soon  wiped 
out. 

Then  began  the  tour,  Capt.  Harding  tak- 
ing the  ambitious  ones  for  a  run  to  Bowling 
Green  and  back  and  thence  to  Eolia,  the 
dinner  stop.  Wolzendorf  took  the  easy 
going  contingent  straight  to  the  latter 
place  by  way  of  Clarksville  and  the  famous 
belt  road.  The  heavy  rain  of  the  night 
put  the  roads  in  good  shape,  but  in  a  few 
places  a  thin  layer  of  soil  was  washed  into 


the  road  and  the  sticky  mud  and  gravel 
caused  chains  to  screech  and  snap,  two 
being  broken  by  pebbles  being  carried  to 
the  sprockets. 

No  one  who  ever  ate  a  dinner  in  Pike 
county  will  ever  forget  it,  and  the  meal 
on  this  occasion  was  no  exception.  Enough 
was  ordered  for  25;  enough  was  cooked 
for  75  and  no  one  would  have  dared  to  make 
the  attempt  to  even  taste  each  of  the  many 
appetizing  varieties  offered.  Sanders  wished 
that  his  neck  were  as  long  as  a  giraffe's 
and  his  stomach  as  capacious  as  an  eleph- 
ant's. Two  hours  was  more  than  sulEcient 
time  for  the  smokers  to  fill  the  parlor  of 
hospitable  Mrs.  Clarke,  a  great  friend  of 
ciyclists,  who  once  kept  a  hotel,  but  who 
now  only  prepares  dinner  on  orders  from 
wheelmen,  with  the  rankest  of  tobacco 
fumes.  The  run  back  to  Clarksville  was 
compai-atively  uneventful,  the  village  was  ' 
reached  shortly  after  4  o'clock  and  as  train 
time  was  5:20,  something  had  to  be  done 
to  keep  the  ball  rolling  and,  incidentally, 
from  shivering.  There  are  a  few  hills  in 
Clarksville  that  look  like  45  degree  angles, 
and,  naturally  enough,  the  hill  climbing 
abilities  of  quite  a  few  were  held  in  dinibt. 
Crank  hill,  so  named  in  the  d.'iy  of  the 
"ordinary,"  was  tackled  by  Hopkins  and 
Bennett,  who  succeeded  in  reachmg  the 
top;  then  Schmidt  made  a  ^tart  at  it  and 
was  laboring  hard,  when  Harding  went  up 
on  a  sprint,  gave  Schmidt  a  little  help,  but 
Schmidt  found  a  convenient  loose  stone 
about  five  feet  from  the  I  jp  with  v/Iiich  to 
bring  his  front  wheel  in  ccntact  with, 
Harding  then  made  an  unsuccessftil  assau't 
on  Cox  hill,  named  after  none  nther  than 
W.  J.  Co.x,  better  knojvu  jaov-zadays  for  liis 
ability  as  a  coaster,  but  v/ho  about  15  yc-irs 
ago  was  the  first  ma'i  thrit  ever  rode  up 
the  upheaval  named  after  him.  Someone 
suddenly  announced  that  a'l  express  Ir.-n'n 
due  in  ten  minutes  would  stop  at  Clarks- 
ville and  that  our  tickets  were  good  on  it. 

Two  liOurs  later  v/',  were  back  in  5t, 
Louis.  One  of  the  first  men  Li  secure  his 
machine  from  the  baggage  car  was  San- 
ders. Jordan,  the  only  motorcyclist  in  the 
party,  was  the  last  one. 

"Where's  Sanders!  Where's  Sander.'^l 
He's  got  my  spark  plug  in  his  pocket:" 
But  Sanders  had  gone.  So  was  the  spark 
plug  and  Jordan  then  made  up  with  intere-.t 
for  his  all-day  coast  in  Pike  county.  The 
last  the  "kicker"  saw  of  him  he  was  pushing 
pedals  for  dear  life  near  the  corner  of 
Eighteenth  and  Market  streets,  hardly  go- 
ing fast  enough  to  keep  his  machine 
straight.  According  to  the  latest  reports, 
there  will  be  no  dissolution  of  partnership 
in  the  firm  of  Jordan  &  Sanders, 

Those  who  were  participants  in  this  fine 
tour  were  Aug.  J.  Schmidt,  Fred  Harris, 
Harry  Sharpe,  A.  L.  Brinker,  Geo.  Lang, 
Jr.,  H.  W.  Lang.  T.  N.  Davis,  E.  N.  San- 
ders, A.  L.  Jordan,  W.  J.  Rodgers,  H.  G. 
Wolzendnrf,  George  A.  Bennett,  A.  Haert- 
ing,  W.  M.  Butler,  B.  C.  Hopkins,  A.  W. 
Meier,  L.  J.  Dresser,  C.  L.  Barr,  Bert  Hard- 
ing and  J.  B.  Walker.       THE  KICKER. 


290 


THE  BICYCLING  WORLD 


Veeders  Better  Than  Ever! 


Regular  10,000  Mile. 
Cyclometer. 


Price, 


-     -     fl.OO. 


The  right  hand  flgrurea  represent 
tenths  of  a  mile  and  are  In  red.  The 
above  Instrument  reads  1,437  and  6-10 
miles.  We  can  supply  thn  dame  In- 
strument with  reading  In  kilometers 
or  In  Russian  verats.  The  cut  Is  full 
ilze 


In  spite  of  everybody  telling  us 
that  we  made  the  best  cyclometers  in 
the  world  and  that  our  instruments 
could  not  be  improved,  wehave  never^ 
theless  gone  ahead  and  improved  them. 

Note  the  new  star  wheel.  It  has 
broader  prongs,  so  that  the  striker 
has  a  better  surface  to  hit.  It  also 
weighs  about  half  as  much  as  the  or^ 
dinary  star  wheel.  This  lessens  the 
tendency  of  the  star  wheel  to  "spin " 
at  high  speeds.  Meanwhile  the  rest 
of  the  cyclometer  is  kept  up  to  Veeder 
standards 


The  New  Trip  Cyclometer. 


Price.     .     •     .     fiS'.OO. 

The  cut  shows  the  sxact  size  ot  ths 
Instrument. 

As  in  the  case  of  the  Regular  Cy- 
clometer, the  right  hand  figure  on 
each  dial  represents  tenths  of  a  mile, 
the  figures  being  red.  The  other  fig- 
ures are  black  and  give  the  miles.  We 
can  supply  readings  In  kilometres  or 
In  Russian  verats. 


THE  VEEDER  MFG.  COMPANY,  Hartford,  Conn. 


KELLY  BARS 

Appeal 
To   All    Manner  of   Men,    also   Women. 

THEIR   ADJUSTABIUTY 


AFFORDING 


25    CHANGES    OF    POSITION 


LEAVES    NOTHING    TO    BE    DESIRED. 


And  Kellv  Quality  Always  has  been  Top  Notch. 


CATALOGUE    ON    REQUEST. 


KELLY   HANDLE   BAR    CO., 


Cleveland,  Ohio. 


THE  BICYCUNG  WORLD 


29) 


Diamond 
Chains 


are 

sold  by 

all  jobbers 

because 


Superior 


Strength, 

Accuracy^ 

Finish, 


and  made  by  the 
largest  chain  factory  in  the 
country   insuring    prompt 
delivery  and  perfect  goods. 

Diamond  Chains 

out-number  and  outwear 
others. 

DIAMOND  CHAIN 
&  MFG,  CO, 

J4J  W.  Ga  St.,      Indianapolis,  Ind. 


STARR 
BELLS 

Cur  1906  line  of 
Bicy  le  Bels  is  new 
resdy.  We  liave 
adde  i  se\'e  -A  nt  w 
styles,  and  it  will 
pay  you  to  write  us 
before  placing  y  ur 
contra  t 

The  Starr  Bros. 
Bell  Company 

Eashamp  en,  Conn- 


The  "Horse"  was  on  Mayer. 

Henri  Mayer  (pronounced  Mare),  the 
elderly  Danish  rider  with  a  penchant  for 
odd  hosiery  and  who  always  wears  a  garter 
on  his  bare  leg,  is  a  "little  god  in  his  own 
estimation,"  according  to  a  Sydney  paper, 
but  not  long  ago  he  met  a  railway  guard 
who  apparently  is  not  a  devotee  of  cycling. 
Mayer  attempted  to  board  the  Melbourne 
express  at  Adelaide,  carrying  three  of  his 
wheels.  The  guard  stopped  him  and  de- 
manded excess  luggage  rate.  "But  I'm — 
ah — Mayer,"  he  cried,  excitedly.  "I  don't 
care  if  you're  a  horse,"  replied  the  guard, 
"you've  got  to  pay  excess."  Whether  the 
Dane  appreciated  the  guard's  play  on  his 
name  the  relator  of  the  story  does  not  say. 


DOUBLING  SALES 

regularly  and  keep  it  up — that's  "3 
in  One's"  record  for  over  ten  yearc. 

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happy  couKl  this  happen  ? 

IE  "3  in  O  le  "  didn't  make  dealers 
profits  could  this  happen  ? 

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292 


THE  BICYQ-ING  WORLD 


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The  Bicycling  World 


AND  MOTORCYCLE  REVIEW. 


Volume  LI  1 1. 


New  York,  U.  S.  A.,  Saturday,  June  9,  1 


TO  MEET   AT  SEASIDE 


Manttfacttti-ers'  Associations    Decide   to 

Invite  Jobbers  to  Atlantic  City — Big 

Gathering:  Planned — Doings 

at  Niagara  Falls. 


Out  of  the  meeting  of  the  Cycle  Manu- 
facturers' Association  at  the  International 
Hotel,  Niagara  Falls,  on  Wednesday  last, 
6th  inst.,  there  will  grow  a  fine  large  gath- 
ering of  the  trade  generally  at  Atlantic  City 
next  month^July  2Sth  and  26th,  to  be 
exact. 

The  Cycle  Parts  and  Accessory  Associa-  ■ 
tion  will  hold  its  next  meeting  at  the  same 
time  at  the  same  place  and  the  two  organ- 
izations will  work  in  harmony  to  make  the 
seaside  gathering  a  memorable  one.  To 
that  end,  jobbers  throughout  the  United 
States,  and  perhaps  the  larger  dealers, 
likewise  their  whole  families,  will  be  invited 
to  "join  the  throng."  While  business  will 
be  discussed  on  the  two  days  specified,  the 
idea  is  to  "make  a  week  of  it" — a  proceed- 
ing to  which  Atlantic  City  readily  lends 
itself. 

The  details  of  the  convention  are  not  yet 
arranged,  but  will  be  announced  in  due 
season.  Meanwhile,  J.  F.  Cox,  secretary 
of  the  C.  M.  A.,  and  W.  J.  Surre,  secretary 
of  C.  P.  &  A.  A.,  who  were  constituted  the 
'  committee  on  transportation  and  hotel  ac- 
commodations, are  endeavoring  to  obtain 
favorable  rates  for  the  occasion.  They  hope 
to  be  able  to  have  the  railroads  grant  a 
rate  of  fare  and  one-third  on  the  certificate 
plan. 

The  Atlantic  City  project  was,  of  course, 
the  big  development  of  Wednesday's  meet- 
ing but  several  other  subjects  were  dis- 
cussed and  disposed  of,  most  of  them,  how- 
ever,  being  of   purely  internal   concern. 

The  publicity  committee  reported  sub- 
stantial progress  and  let  it  be  known  that 
the  projected  bureau  soon  will  be  fully 
organized  and  some  of  the  fruits  of  its 
work  shortly  become  apparent. 

Evidence  that  motorcycle  interests  are 
awakening  to  the  value  of  organization  and 
co-operation,  was  presented  in  the  form  of 


applications  for  membership  from  the 
Thomas  Auto-Bi  Co.,  Buffalo,  N.  Y.,  and 
the  Curtiss  Mfg.  Co.,  Hammondsport,  N.  Y. 
One  addition  was  made  to  the  roll,  D.  P. 
Harris,  New  York,  being  admitted  to 
membership. 

Among  those  present  at  the  meeting 
were:  President  George  N.  Pierce,  George 
N.  Pierce  Co.;  Secretary  J.  F.  Cox,  Pr/pe 
Mfg.  Co.;  Treasurer  Harry  Walburg,  Miami 
Cycle  &  Mfg.  Co.;  C.  E.  Walker  and  F.  C. 
Gilbert,  Pope  Mfg.  Co.;  W.  F.  Remppis, 
Reading  Standard  Cycle  Mfg.  Co.;  F.  C. 
Finkenstaedt,  National  Cycle  Mfg.  Co.;  F.  I. 
Johnson,  Iver  Johnson  Arms  &  Cycle  Co.; 
J.  F.  Vogel,  Gendron  Wheel  Co.;  J.  W.  Ash, 
Hudson  Mfg.  Co.;  W.  G.  Schaack,  Emblem 
Mfg.  Co.;  E.  S.  Fretz,  Light  Cycle  &  Foun- 
dry Co.;  E.  J.  Lonn,  Great  Western  Mfg. 
Co.;  F.  C.  Robie,  Excelsior  Supply  Co.; 
W.  F.  McGuire,  Consolidated  Mfg.  Co.,  and 
D.  P.  Harris. 


No.   11 


In  connection  with  the  meeting  of  the 
Cycle  Manufacturers'  Association  at  Nia- 
gara Falls,  there  was  held  an  informal  ses- 
sion of  the  Cycle  Parts  &  Accessory  Asso- 
ciation. The  principal  topic  discussed  was 
the  work  of  the  publicity  committee,  in 
which  of  late  Vice  President  Persons  has 
been  actively  engaged  "seeing"  those  in 
the  trade  who  have  been  "backward  in 
coming  forward."  After  this  meeting  there 
was  a  conference  of  the  publicity  commit- 
tees of  both  organizations;  present  indica- 
tions point  to  an  early  consummation  of 
plans. 

Among  those  present  were:  President  W. 
J.  Crosby,  The  Cros'by  Co.;  Vice-President 
C.  A.  Persons,  Persons  Mfg.  Co.;  Secretary 
H.  S.  White,  Shelby  Steel  Tube  Co.; 
Treasurer  W.  J.  Surre,  Corbin  Screw  Cor- 
poration; W.  S.  Gorton,  Standard  Welding 
Co.;  R.  D.  Webster,  Eclipse  Machine  Co., 
and  E.  J.  Lobdell,  Mutual  Rim  Co. 


Williams   Gets  $1   Verdict. 

The  replevin  suit  of  Philip  A.  Williams, 
Jr.,  et  al,  against  the  E.  P.  Blake  Co.,  Bos- 
ton, Mass.,  tried  in  the  first  session  of  the 
Superior  Court  of  Massachusetts,  has  been 
decided  in  favor  of  the  plaintifl^.  He  was 
given  a  verdict  for  one  large  dollar.  Wil- 
liams sued  to  recover  342  Olive' bicycles, 
20  Hampden  bicycles  and  one  automobile. 


iC^  WI^^  McGIJIRE  WAS  WROTH 

'  v^         tt         ~  T 
aval  Takes  Mean  Advantage  of  Temporary 

Misfortune — Consolidated   is    Recovering. 

Although  he  did  not  show  it,  W.  F.  Mc- 
Guire, general  manager  of  the  Consolidated 
Mfg.  Co.,  Toledo,  Ohio,  was  one  of  the  men 
present  at  Niagara  Falls  on  Wednesday 
who  was  not  quite  as  full  of  brotherly  love 
as  might  have  been  the  case.  He  had  no 
fault  to  find  with  the  Cycle  Manufacturers' 
Association  or  its  workings,  but  he  did 
have  an  emphatic  opinion  of  the  methods 
of  a  certain  manufacturer  whose  peculiar 
ways  of  doing  business  long  have  supplied 
food- for  remark  and  reflection. 

Since  the  receiver  took  charge  of  ths 
Consolidated's  affairs,  this  particular  com- 
petitor has  been  working  the  fact  to  a 
frazzle.  He  has  gone  among  the  Toledo 
concern's  patrons  and  dwelt  heavily  on 
"it's  going  out  of  business,"  of  the  unwis- 
dom of  buying  bicycles  for  which  it  will 
be  impossible  to  procure  replacement  parts 
and  of  much  more  of  like  tenor.  The 
stories  of  this  salesmanship  duly  reached 
McGuire  and  although  of  even  tempera- 
ment, it  has  not  been  easy  for  him  to  find 
words  properly  to  characterize  it. 

The  Consolidated  factory  is,  he  says,  as 
busy  as  ever  it  was,  all  orders  are  being 
taken  care  of  and  instead  of  being  in  dan- 
ger of  going  out  of  business-,  Mr.  McGuire 
states  that  there  is  no  shadow  of  doubt 
but  that  his  concern  will  emerge  from  its 
troubles  stronger  than  it  has  been  since 
it  first  began  to  stagger  under  its  long  ac- 
cumulating load. 

"I  guess  it's  safe  to  say  we  will  be  mak- 
ing bicycles  and  motorcycles  long  after 
that  other  fellow  has  been  forgotten,"  he 
remarked. 


Must  "Sign  up"  for  Five  Years. 

The  wood  rim  situation  has  taken  another 
turn.  The  Mutual  Rim  Co.,  under  which 
title  the  "pool"  operates,  has  "invited"  the 
bicycle  rhanufacturers  to  sign  contracts 
for  such  wood  rims  as  they  may  require 
during  the  next  five  years.  In  furtherance 
of  the  "invitation,"  E.  J.  Lobdell,  president 
of  the  "pool,"  was   present  at  the  Niagara 


302 


I'HE  BICYCLING  WORLD 


Falls  meeting  of  the  Cycle  Manufacturers' 
Association.  Several  of  the  makers,  it  was 
there  stated,  had  executed  the  five  years' 
contract  vi^hile  the  others  have  taken  it 
"under  advisement." 

The  situation  has  given  rise  to  renewed 
discussion  of  steel  rims  and  it  is  by  no 
means  improbable  that  they  will  figure  as 
an  option  in  several  of  the  1907  catalogues. 
One  of  the  manufacturers  present  at  Nia- 
gara Falls  told  the  Bicycling  World  repre- 


sides  without  injuring  the  threads,  and  will 
work  in  many  cases  "where  all  else  fails." 
It  should  not,  however,  be  confounded  with 
the  inexcusable  use  of  the  chisel  in  lieu 
of  a  wrench — the  "Baltimore  wrench,"  in 
other  words — which  always  spoils  the  nut. 


Panama  as  a  Possible  Market. 

In  a  recent  report  of  the  American  Consul 
General  at  Panama,  he  says  that  the  streets 
of  Panama  City  have  undergone  considerable 


the  ordinary  or  high  two-wheeler,  which, 
in  its  most  advanced  form,  was  thus  equip- 
ped. But  one  of  those  individuals  vvho  are 
always  delving  after  statistics,  to  substan- 
tiate the  statement  that  there  is  nothing 
new  under  the  sun,  is  responsible  for  the 
assertion  that  bearings  of  this  type  were 
made  as  far  back  as  1794.  They  were  made 
by  Minge  and  Greyton,  of  Morveau,  France, 
for  the  army  service  corps,  but  it  was 
feared  that  the  mechanism  would  not  stand 


THE   HEADS   OF   THE   TWO   TRADE   ASSOCIATIONS, 


GEORGE  N.  PIERCE, 
President  Cycle  Manufacturer's  Asso  iation. 


WII<WAM  H.  CROSBY, 
President  Cycle  Parts  and  Accessory  Association. 


sentative  that  without  making  any  hulla- 
balloo  over  it  he  had  been  using  steel  rims 
for  some  time  past  with  the  greatest  of 
satisfaction  and  without  protest  of  any  sort 
from  his  patrons. 


To    Loosen    a    Rusted    Nut. 

A  method  of  loosening  that  rusted  nut 
which  is  bound  to  crop  out  about  once  in 
so  often  and  which,  though  rather  stren- 
uous, is  said  to  be  effective,  is  to  notch 
each  face  with  a  sharp  cold  chisel,  carefully 
backing  up  the  opposite  face  with  a  heavy 
hammer  at  the  same  time  to  prevent  bend- 
ing the  part  to  which  is  it  attached.  This 
has   a   tendency   to   stretch   the   nut   on   all 


recent  improvement,  and  stretches  of  ad- 
mirable highway  have  been  constructed 
leading  out  into  the  Sabanas,  where  the 
wealthier  people  dwell,  forming  in  this  way 
routes  of  fifteen  and  more  miles  in  length 
which  are  well  suited  to  cycling.  Accord- 
ingly he  suggests  that  manufacturers  of 
bicycles  and  motor  bicycles  will  find  a  good 
sales  opening  in  the  Canal  Zone,  and  a 
good  class  of  patrons  to  be  had  for  the 
asking. 


Ball  Bearings  Discovered  Again. 

Ball  bearings  are  commonly  supposed 
to  have  been  invented  as  the  result  of  the 
introduction  of  the  modern  bicycle — that  is, 


the  rough  work  of  campaigning  _and  the 
idea  was  abandoned.  These  wheels  are 
said  to  be  still  in  existence  in  the  archives 
of  the  Technical  Section  of  Artillery.  The 
next  application  of  the  ball  bearing  is  also 
credited  to  a  Frenchman,  M.  Suriray,  who 
used  it  on  a  bicycle  in  1869.  Whether  either 
of  these  investigators  antedate  the  use  of 
the  ball  bearing  sign  to  indicate  that  the 
needful  is  to  be  had  upon  the  pledge  of 
sundry  personal  property,  no  one  appears 
to   have   taken   the   trouble   to  ascertain. 


"Motorcycles:  How  to  Manaj  e  Them." 
Pr/ce,  50c.  The  Bicycling  World  Co.,  154 
N?5sau  Street,  New  York. 


THE  BICYCLING  WORLD 


303 


ABOUT  THE   ACCUMULATOR 


How  it  Compares  with  the  Dry  Cell  and  its 
Advantages  for  Multi-Cylinders. 


There  are  more  things  in  common  be 
tween  the  automobile  and  the  motor  bicycle 
than  are  apparent  at  first  sight.  A  detailed 
comparison  would  serve  no  useful  end,  but 
it  is  interesting  to  note  that  where  the  ig- 
nition is  concerned,  experience  with  both 
machines  has  followed  the  same  paths. 
Owing  to  the  couvenience  afforded  by  the 
dry  battery  the  latter  first  came  into  use 
for  supplying  the  ignition  current  on  the 
automobile,  and  the  same  is,  of  course,  true 
where  the  motor  bicycle  is  concerned.  A 
lack  of  knowledge  of  its  peculiarities  was 
responsible  for  a  great  deal  of  the  bewilder- 
ment that  beset  the  experimenters  with  pio- 
neer machines,  for  the  trouble  was  most 
frequently  diagnosed  as  something  other 
than  the  battery.  The  frequency  with 
which  it  would  "lay  down"  was  at  times  so 
discouraging  that  early  experimenters  were 
often  led  to  believe  that  there  must  be  some 
fallacy  in  the  theory  that  a  mixture  of  gaso- 
lene vapor  and  air  was  explosive.  The  bat- 
tery was  responsible  in  the  majority  of 
instances. 

But  the  dry  cell  was  retained  for  the  sim- 
ple reason  that  there  was  nothing  else  to 
take  its  plac^.  Wet  primary  cells  were  out 
of  the  question  as  none  of  them  possessed 
the  necessary  requisites,  and  no  attention 
had  been  paid  to  the  creation  of  an  accumu- 
lator for  such  service  owing  to  the  lack  of 
demand.  The  makers  of  the  dry  cell  came 
to  the  rescuce,  however,  by  vastly  improv- 
ing their  product  and  it  survived.  Those 
were  the  days  of  the  single  cylinder  auto- 
mobile, and  as  long  as  there  was  onlj'  one 
cylinder  the  dry  cell  managed  to  perform 
its  duty.  But  with  the  addition  of  extra 
cylinders  culmihating  in  the  adoption  of 
the  four  cylinder  motor  as  the  current  type, 
it  soon  had  to  give  way  and  is  now  seldom 
used  except  on  runabouts  and  light  cars, 
having  not  more  than  two  cylinders. 

And  this  would  appear  to  be  the  course  it 
is  destined  to  run  on  the  motor  bicycle. 
As  long  as  the  matter  was  confined  to  the 
single  cylinder  type,  there  was  no  undue 
amount  of  complaint  regarding  the  service 
rendered  by  the  dry  cell.  The  manuf;icture 
of  the  latter  has  been  brought  to  a  point 
where  it  is  nothing  unusual  to  be  able  to 
get  a  season's  running  out  of  a  single  set- 
so  there  was  no  great  cause  for  fault  find- 
ing. But  with  the  increase  of  the  two  cyl- 
inder motor  bicycle,  history  has  repeated 
itself  by  showing  that  the  dry  cell  is  un- 
equal to  the  added  strain  imposed  upon  it 
by  the  extra  impulse,  which  in  this  case 
occurs  once  per  revolution.  A  motor- 
cyclist who  went  through  this  experience 
immediately  after  becoming  the  possessor 
of  a  new  two  cylinder  machine,  was  inclined 
to  lay  it  to  the  engine,  but  finally  traced  it 
to    the    battery    and    after    repeated    trials 


found  that  a  set  of  accumulators   was   the 
only  remedy. 

This  is  merely  the  story  of  the  automobile 
all  over  again,  for  with  the  addition  of  cyl- 
inders to  the  motors  of  the  latter  the  dry 
cell  has  had  to  give  way  to  the  storage  bat- 
tery. As  it  is  so  much  better  with  more 
than  one  cylinder,  there  are  those  who  con- 
tend that  it  stands  to  reason  that  it  should 
also  be  superior  to  the  dry  cell  with  the 
single  cylinder  motor.  On  the  other  side 
the  dry  battery  for  ignition  purposes  is 
practically  unknown.  The  magneto  and 
the  accumulator  form  the  only  alternative 
with  a  decided  leaning  toward  the  latter  on 
the  Continent  and  toward  the  former  in 
Great  Britain. 

On  this  account  a  knowledge  of  the  accu- 
mulator and  its  peculiarities  will  stand  the 
motorcyclist  in  good  stead.  It  is  variously 
styled,  a  storage  cell,  an  accumulator  and 
a  secondary  battery  and  of  these  terms  the 
last  is  probably  the  most  correct,  technically 
speaking,  for  while  it  theoretically  accumu- 
lates electrical  energy  and  again  gives  it  off, 
the  action  is  entirely  a  chemical  process  in- 
duced by  the  charge. 

The  accumulator  consists  of  a  series  of 
lead  plates,  of  which  there  are  an  odd  num- 
ber in  each  cell.  In  the  small  type  used 
for  motor  cycle  ignition,  this  would  prob- 
ably be  two  positive  and  one  negative 
plates,  or  four  positive  and  three  negative 
plates,  the  latter  being  placed  between  the 
others.  But  these  plates  are  not  simply 
lead.  They  are  in  the  first  place  made  in 
the  shape  of  grids  or  meshes  like  wire 
netting,  and  into  these  openings  is  pressed 
a  lead  compound,  forced  in  under  extremely 
heavy  pressure.  Still  it  must  be  porous,  as 
the  electrolyte  or  solution  of  the  cell  which 
consists  of  dilute  sulphuric  acid  in  the  pro- 
portion of  one  part  acid  to  ten  parts  water, 
must  circulate  through  it.  On  the  other 
hand  it  must  not  loosen  and  drop  out  of 
place.  Upon  these  two  qualities  depend  the 
efficiency  and  life  of  the  cell  to  a  very  great 
extent. 

When  an  electric  current  is  passed 
through  such  a  cell,  the  chemical  character 
of  the  solution  and  of  the  lead  compound 
with  which  the  plates  or  grids  are  filled, 
undergo  a  change.  To  put  it  technically, 
one  set  of  the  plates  becomes  coated  with 
plumbic  peroxide  and  the  other  with  metal- 
lic lead  which  is  in  a  soft  spongy  state,  and 
both  are  in  what  is  termed  a  highly  electro- 
polar  condition.  After  having  charged  such 
a  cell  for  a  considerable  period,  varying 
with  its  size,  it  will  deliver  a  considerable 
volume  of  current  at  a  voltage  of  about  2.4 
volts  per  cell,  which  flows  from  the  plate 
coated  with  peroxide  of  lead  to  that  covered 
with  spongy  lead.  Within  the  cell  itself 
the  current  flows  oppositely  again 
decomposing  the  acid  and  electrolyte  as 
in  the  process  of  charging  and  restoring 
it  to  its  original  state.  This  voltage  is 
only  obtainable  immediately  after  taking 
the  cells  from  the  charging  mains,  and 
drops  to  2.1  volts  in  a  short  time  which  is 
maintained  until  the  cell  begins  to  "empty" 


or  approach  the  limit  of  its  charge,  when  it 
will  gradually  drop  to  1.7  volts  and  should 
then  be  recharged  without  delay  as  the  cell 
will  otherwise  be  injured  if  further  dis- 
charged. The  chemical  change  that  takes 
place  in  the  cell  on  the  occurrence  of  the 
discharge  is  the  conversion  of  the  plumbic 
peroxide  of  the  positive  plate  into  oxide  of 
lead  and  this  in  contact  with  the  sulphuric 
acid  becomes  plumbic  sulphate.  On  the 
other  plate  the  chemical  action  procures 
the  reduction  of  spongy  lead,  so  that  both 
plates  are  restored  to  their  original  condi- 
tion. 

The  change  is  a  purely  chemical  one  as 
may  be  seen  from  the  fact  that  the  energy 
thus  stored  may  be  retained  for  weeks  or 
months  by  removing  the  acid  and  replacing 
it  with  distilled  water,  the  cells  being  stored 
in  a  cool  place.  The  charge  leaves  the  plates 
in  what  may  be  termed  a  "highly  strung" 
state — that  is,  they  are  ready  to  discharge 
the  energy  they  hold  on  the  slightest  pro- 
vocation and  if  left  standing  in  the  electro- 
lyte much  of  the  current  will  be  wasted 
whether  the  cell  is  employed  or  not,  being 
somewhat  similar  in  this  respect  to  the  dry 
cell.  One  of  the  points  of  greatest  import- 
ance in  the  maintenance  of  an  accumulator 
is  the  density  of  the  electrolyte  and  this 
must  be  accurately  gauged  with  a  hydro- 
meter, densimeter  or  storage  battery  tester 
as  it  is  variously  called.  Just  what  the 
specific  gravity  of  the  liquid  will  be  de- 
pends upon  the  maker  and  direction  in  this 
respect  should  be  closely  followed,  as  the 
action  of  the  cell  will  otherwise  either  not 
be  normal  or  it  may  be  ruined  altogether. 
Loss  by  evaporation  should  always  be  re- 
placed by  distilled  water  and  never  by  acid 
or  dilute  acid. 

Comparatively  speaking,  the  accumulator 
holds  a  tremendous  volume  of  current  for 
its  size  and  should  never  be  tested  by  short- 
circuiting  the  terminals,  such  as  by  bridg- 
ing them  with  wire  or  a  piece  of  metal  as 
the  latter  is  apt  to  be  burned  up  instantly, 
or  if  too  large  to  be  fused,  the  battery  will 
be  damaged.  Nor  should  an  ammeter  be 
used  for  testing  a  accumulator,  always  em- 
ploy a  voltmeter  as  the  voltmeter  or  poten- 
tial is  the  only  accurate  indication  of  the 
cell's   condition. 


One   Cause   of   farburetter  Trouble. 

It  not  infrequently  happens  that  the  spat- 
tering of  oil  upon  the  gauze  screen  covering 
the  air  intake  to  the  carburetter  results  in 
the  accumulation  of  a  film  of  dust  which  so 
cuts  down  the  proportion  of  air  to  gas  as 
to  seriously  hamper  the  action  of  the  motor. 
The  remedy  is  obvious,  but  the  resulting 
complication  is  sometimes  extremely  diffi- 
cult to  locate. 


Where  Red  Tubing  is  Advisable. 

When  testing  the  carburetter  or  making 
any  temporary  connections  in  the  gasolene 
line  in  which  flexible  tubing  is  used,  it 
should  be  remembered  that  red  rubber  tub- 
ing is  less  affected  by  the  fuel  than  the 
white  varieties.  ^ 


304  THE  BICYCLING  WORLD 


A5  EACH  SEASON  ROLLS  AROUND 

It  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever. 

National   Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who  knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid  record 
of  the  National  on  road  and  track,  and  year  after  year. 

"A  National  Rider  is  Proud  of  his  flount,"  is  an  oM  adage. 

It's    still  trite    and    true.       If    not    familiar  with   our    latest 

models,  we'll  gladly  inform  you  regarding  them. 


If  we  are  not  represented  in  your  locality  we  will  he  glad  to  hear  from    YOU. 


NATIONAL  CYCLE  MFG.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  Haintenance  ortheelerTeuable 

Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  -that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chicopee    Falls,   Mass. 


THE  BICYCLING  WORLD 


305 


FOUNDED, 
•187 

Published  Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


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Entered  as  second-class  matter  at  the  New  York, 
N.   Y.,   Post  Office,   September,   1900. 


General  Agents:  The  American  News  Co..  New 
York   City,   and  its  branches. 

fi^rChange  of  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding  the   date   of   publication. 

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quarters while  in  New  York;  our  facilities  and 
Information  will  be  at  their  command. 


To   Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 


New  York,  June  9,  1906. 

On  "Making  a  Noise." 

They  tell  a  tale  of  one  of  those  little  dis- 
trict schools  in  the  back  woods,  where  so 
many  of  the  good  men  of  the  day  unwil- 
lingly mastered  the  three  R's,  how,  one 
day  the  winsome  and  dainty  teacher  sent 
Jack,  the  biggest  and  stupidest  lummix  of 
them  all  to  the  board  to  write  a  simple  sen- 
tence. Who,  being  more  of  a  scamp  than 
a  student,  scrawled  the  following:  "I  want 
a  girl  to  go  skating  after  school  to-day." 
The  titter  raised  by  this  piece  of  devilment 
was  increased  to  a  howl  when  the  teacher 
bade  Jack  to  "remain,"  in  the  quaint 
phraseology  of  the  time.  And  remain,  he 
did,  though  there  were  those  who  asserted 
boldly  that  he  went  skating  after  all,  and 
that  he  was  not  without  company  of  the 
most  desirable  sort.  But  however  that 
may  have  been,  when  he  was  again  sent  to 
the  board  on  the  following  day.  Jack  indited 
just  four  words.  They  were:  "It  pays  to 
advertise." 

Young  in  life,  and  slow  of  understand- 
ing, the  boy  had  mastered  one  of  the  first 
axioms  of  business.  One  thing  else  he  had 
mastered  as  well,  and  that  was,  that  profit- 
able  advertising   could   not   be   carried    on 


without  publicity.     Or,  as   someone  would 
have  it: 

"The  man  who  whispers  down  a  well 

About  the  goods  he  has  to  sell, 

Won't  reap  the  gleaming  golden  dollars 

Like  one  who  climbs  a  tree  and  hollers." 

In   other   words,   the   advertiser   has    got 

to   force   himself   before   the   public   eye   in 

some   way   or   other,   or   else   he   will   have 

only   his   labor   for   his  pains.     As   a   rule, 

the    people    are    not    out    to    listen    to    the 

advertiser's  tale,  or  the  tale  of  anyone  else, 

unless  there  is  something  in  the  tale  itself 

which  is  some  way  appealing  to  them.     It 

is     the    advertiser's    privilege    to    convince 

tlie  public  quite  against  its  will,  or  else  to 

fall     back    on    the    bounty    of    his    female 

relatives. 

But  what  is  still  further  to  the  point  is 
that  one  holler  seldom  will  do  the  business. 
One  holler  always  wakes  them  up,  two  hol- 
lers make  them  take  notice,  three  hollers 
serve  to  fix  their  attention  and  after  that 
with  proper  regard  to  true  diplomacy,  real 
advertising  may  be  commenced  and  busi- 
ness may  reasonably  be  expected  to  follow. 
Even  then,  however,  the  task  is  not  finished, 
for  the  results  of  a  single  advertising  cam- 
paign sometimes  will  hardly  pay  the  cost 
of  the  "copy"  and  even  if  it  does,  there 
are  a  host  of  other  expenses  which  are  to 
be  met  before  it  is  time  to  count  up  the 
profits.  "Patience  is  a  virtue,"  says  the 
old  song,  which  is  very  true,  as  is  also  the 
fact  that  persistence  goes  along  with  it, 
and  nowhere  it  is  more  strongly  brought 
out  that  both  these  virtues  must  be  culti- 
vated with  assiduity  than  in  the  field  of 
advertising. 

Probably  the  most  successful  advertisers 
in  the  world  are  the  newsboys.  Many  of 
them  have  their  regular  customers  to  whom 
they  cater  daily,  but  aside  from  these,  the 
bulk  and  mainstay  of  their  business  lies  in 
the  transient  trade  which  is  gathered  in 
solely  by  force  of  lung  power.  The  boy 
who  yells  the  loudest  sells  the  most  papers 
as  a  general  thing,  and  too,  the  one  who 
yells  the  longest.  But  one  thing  in  the 
newsboy's  method  is  worthy  of  emulation 
by  some  of  his  elders,  namely,  the  unre- 
lenting persistency  of  his  advertising.  When 
he  sells  one  paper,  and  even  while  he  is 
making  change,  he  keeps  on  yelling.  In 
fact,  he  seldom  allows  himself  to  stop  yell- 
ing long  enough  for  a  single  calm  and  well 
regulated  breath  from  the  time  he  starts 
out  with  his  bundle  of  "yellies,"  until  he 
has  sold  them  all.  The  more  he  sells  the 
more   he   yells   until,   tired   and   hoarse,   his 


work  is  finished,  and  his  leftovers  turned  in. 

The  man  who  advertises  only  until  he 
secures  one  sale  and  then  stops  advertising, 
is  bound  not  to  succeed.  Rather,  the  man 
whose  very  successful  advertising  spurs 
on  to  renewed  efforts  and  who  never  stops 
"hollering"  so  long  as  business  is  coming 
in,  is  going  to  have  it  all  his  ov.-n  way  in 
the  end.  Of  course,  it  is  not  always  the 
loudest  noise  which  tells  for  most,  but  the 
loudest  noise,  as  typifying  the  most  con- 
centrated effort,  and  the  longest  noise,  as 
indicative  of  the  greatest  amount  of  per- 
sistency, wins  out  in  the  end. 

And  "making  a  noise,"  which  is  but 
another  term  for  obtaining  publicity  and 
advertising,  which  are  one  and  the  same 
thing,  is  good  not  only  for  purely  business 
pursuits.  It  "counts"  heavily  even  in  un- 
commercial movements  and  organizations. 
That  sport  or  pastime  or  that  club  which 
"does  things"  is  bound  to  figure  prom- 
inently in  the  public  eyes  and  to  attract 
the  relatively  largest  followings.  If  dor- 
mant, "making  a  noise"  never  fails  to 
achieve  awakening  results.  St.  Louis  pro- 
vides a  ready  and  recent  case  in  point. 
Twenty  years  ago  the  Missouri  metropolis 
was  easily  the  best  known  cycling  center 
in  the  United  States.  Its  riders  were  always 
doing  something — "making  a  noise,"  and 
St.  Louis  riders  and  clubs  and  hills  and 
roads  were  famed  the  length  and  breadth 
of  the  land.  Then  the  clubs  fell  asleep  or 
fell  apart  and  from  being  the  liveliest 
cycling  center,  St.  Louis  became  "a  dead 
one."  Rarely  was  it  heard  of.  "The  de- 
cline of  cycling"  became  an  unpleasantly 
prominent  topic  in  the  St.  Louis  prints. 
But  less  than  three  months  ago  a  few 
btave  souls,  filled  with  love  of  cycling,  got 
together  and  fonned  a  club.  What  the 
effect  has  been  the  following  semi-personal 
note  from  one  of  the  "brave  souls"  por- 
trays in  simple  language  which  is  not  to 
be  misunderstood: 

"The  organization  of  a  club  has  wrought 
a  wonderful  change  of  affairs.  We  now 
have  no  trouble  getting  news  in  the  papers, 
all  of  them  announcing  our  club  runs,  and 
we  are  letting  it  be  known,  too,  that  we 
'still  go  to  De  Soto'  as  you  see  by  the 
clippings  enclosed. 

"There  is  more  road  riding  here  now 
than  at  any  time  in  the  last  ten  years  or 
so.  Two  years  ago  it  was  a  source  of 
much  satisfaction  when  twelve  wheelmen 
were  at  Pond  for  dinner.  So  far  we  have 
had  not  less  than  twenty  on  any  one  run. 
On    Sunday,   May  20,   we  went   to   Houses 


306 


THE  BICYCUN6  WQRL15 


Springs,  25  miles,  against  a  stiff  head  wind, 
but  there  were  about  35  bicycles  and  5 
motorcycles  out.  On  our  return  home  we 
took  24  over  a  40-mile  cross  country  trip 
which  was  regarded  as  a  stiff  ride,  but 
every  one  thoroughly  enjoyed  himself  and 
the  new  riders  more  than  proved  that  they 
are  of  the  same  stuff  as  the  old  crowd,  and 
that  they  are  thoroughly  embued  with  the 
right  spirit.  Yesterday  we  had  24  out  on 
our  run  to  Hollow  and  35  bicycle  and 
motorcycle   riders   dined  at   Hilltown. 

"I  really  believe  that  if  we  keep  on  mak- 
ing a  'noise,'  that  cycling  will  soon  be  on  its 
feet  again." 

And  what  has  been  done  in  St.  Louis 
can  be  done  in  almost  any  city  in  America. 
It  requires  only  the  men  to  do  it. 

How  a  Florida  Club  is  Prospering. 

The  Jacksonville  Wheelmen,  of  Jackson- 
ville, Florida,  are  progressing.  They  are 
building  an  addition  to  the  rear  of  the 
present  club  building  and  will  renovate  the 
old  structure.  The  addition  will  be  three 
stories  in  height  and  will  measure  26x27 
feet.  When  the  addition  is  completed  and 
the  alterations  made  the  Wheelmen  will 
boast  of  one  of  the  best  club  houses  in 
the  South. 


ONE  DAY  ENOUGH  FOR  HARRIS 


FIXTURfi^ 


Comic    Opera   Ending   of   his   Cross-Conti- 
nent Trip — Puts  Blame  on  Tires. 


London's  Newsboys  on  Strike. 
Cycling  newsboys  are  a  feature  of  Lon- 
don streets  that  strike  the  visitor  owing 
to  their  number  and  the  skill  with  which 
they  dodge  in  and  out  of  the  seemingly 
inextricable  tangle  of  traffic.  They  re- 
cently brought  themselves  into  greater 
prominence  by  going  on  strike  and  patroll- 
ing en  masse  up  and  down  Fleet  street — 
one  of  the  city's  most  congested  ways. 


Germany  Piles  on  the  Tax. 

Germany  overlooks  nothing  when  it 
comes  to  a  matter  of  taxation  and  the 
motorcyclist  is  the  latest  to  be  driven  into 
the  mill.  Henceforth  he  will  have  to  pay 
an  annual  fee  of  ten  marks  or  $2.50,  with  an 
additional  tax  of  two  marks  or  50  cents 
per  horsepower  from  one  to  six  horsepower 
and  for  machines  exceeding  this  three 
marks  per  horsepower  up  to  ten. 


Reward  Offered  for  Tack  Throwers. 

Franklinville,  N.  Y.,  has  officials  of  the 
right  sort.  Some  miscreant  has  been  en- 
gaged in  the  perhaps  pleasing  task  to  him, 
of  strewing  carpet  tacks  along  the  cycle 
paths.  The  village  trustees  have  offered 
a  reward  for  evidence  leading  to  the  arrest 
and  conviction  of  the  person  or  persons. 


The  name  of  Joseph  Harris  never  will  be 
writ  very  high  on  cycling's  roll  of  fame. 
Joseph,  who  hails  from  Jersey  City,  N.  J., 
made  his  "bid"  on  Sunday  last.  He  had 
decided  that  the  cross  continent  journey 
was  just  about  "his  size"  and  was  a  feat 
that  would  throw  a  halo  about  the  name 
Harris  that  would  endure  for  many  days. 
He  duly  announced  his  intention  and  on 
Sunday  last  kissed  his  relatives  good-bye 
and  mounting  his  Reading  Standard  bicycle 
turned   his   face   toward   the    Golden    Gate. 

About  14  hours  later  a  very  jaded  young 
man  on  a  bicycle  arrived  in  Rhinebeck,  N. 
Y.,  76  miles  from  New  York  City.  He 
took  the  first  train  back  for  New  York. 
The  young  man  was  Harris — Joseph  Harris 
— Harris,  the  valiant  cross-continent  hero 
that  was  to  be.  His  backbone  had  slipped 
down  into  his  shoes. 

Harris's  excuse  is  quite  in  keeping  with 
the  rest  of  his  performance.  His  bicycle 
weighed  but  19  pounds  so  he  could  not  put 
the  blame  on  it.  Accordingly  he  decided  it 
was  not  Harris's  backbone  or  his  bicycle 
that  caused  him  to  turn  quitter  before  he 
had  fairly  begun — it  was  his  IJ/^-inch  tires 
that  were  the  cause  of  it  all!  They  were 
"so  large"  and  "so  heavy"  that  they  made 
hill  climbing  too  exhausting — for  Harris. 
Visions  of  the  Rockies,  far,  far  away,  in- 
creased the  weariness  and  Joseph's  opera 
bouffe  attempt  ended  on  the  spot. 

Harris  left  City  Hall,  New  York,  last 
Sunday  morning  and  did  not  reach  New- 
bergh  until  5:45  o'clock,  three  and  three- 
quarters  behind  schedule  time.  He  was 
accompanied  as  far  as  Newbergh  by  Fred 
Peterson,  of  the  New  Jersey  division  of 
the  C.  R.  C.  of  A.,  and  as  far  as  Newark 
by  R.  A.  Van  Dyke,  of  the  C.  R.  C.  A. 
and  by  his  brother,  Gus  Harris,  of  the 
C.  R.  C.  America.  Harris  reached  Rhine- 
beck  at  9:45  o'clock  Sunday  night  and  he 
was  then  so  far  behind  the  schedule  time 
that  he  was  overwhelmed  by  his  "tired 
feeling"  and  decided  then  and  there  to  go 
back  to  the  relatives  he  had  kissed  that 
morning  and  tell  them  how  the  tires  undid 
him. 


Residents  of  Reading,  Mass.,  are. attempt- 
ing to  solve  the  dust  problem  without  tax- 
ing the  town's  resources.  They  have  started 
a  popular  subscription  to  raise  money  to  oil 
the  highways. 


Pawtucket   Gives   up   the   Ghost. 

After  an  existence  of  thirteen  years— the 
number  portended  disaster— the  Pawtucket 
Cycling  Club,  of  the  Rhode  Island  town 
from  which  it  derives  its  name,  has  passed 
out  of  existence.  At  the  last  meeting  of  the 
club  it  was  voted  to  disband  and  the  prop- 
erty of  the  club  was  ordered  sold.  The  Paw- 
tucket Cycling  Club  was  organized  in  1893 
and  incorporated  in  1896.  In  the  heyday 
of  cycling  it  enjoyed  a  roseate  existence, 
but  of  late  years  the  name  "Cycling  Club" 
has  been  abused,  the  club  being  purely  a 
social   organization. 


June  9 — Washington  Park,  N.  J. — Bicycle 
race  meet;  open. 

June  lO^Valley  Stream,  L.  I. — Park  Cir- 
cle Club's  Brooklyn  handicap  20-mile  road 
race;  open. 

June  10— Valley  Stream,  R.  I.— Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

June  17 — Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  fifty-mile  handicap 
road  race;  open. 

June  30-July  3 — F.  A.  M.  annual  tour.  New 
York  to  Rochester,  N.  Y. 

July  2-3 — F.  A.  M.  annual  endurance  con- 
test. New  York  to  Rochester,  N.  Y. 

July  4 — Richmond,  Ind. — Bicycle  Dealers' 
Association  track  meet;  open. 

July  4 — Los  Angeles,  Cal. — Bay  City 
Wheelmen's  road  race  to  Santa  Monica; 
open. 

July  4 — Milwaukee,  Wisconsin — Milwau- 
kee Motorcycle  Club's  race  meet. 

July  4 — Atlanta,  Ga. — Track  meet  at  Pied- 
mont Park. 

July  4 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
Long  Island  derby. 

July  4-6— Rochester,  N.  Y.— F.  A.  M.  an- 
nual meet  and  championships. 

July  8 — Valley  Stream,  L.  I. — Century 
Road  Club  of  .'America's  ten-mile  road  race. 

July  8— Valley  Stream,  L.  I.— Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

July  29-August  5 — Geneva,  Switzerland — 
World's  championships. 

August  12 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

Aug.  26 — Valley  Stream,  L.  I. — Century 
Road   Club   Association's   record   run. 

August  26 — Century  Road  Club  of  Amer- 
ica's fifteen-mile  handicap  road  race;  open. 

September  3 — Muskegon,  Mich. — Muske- 
gon Motorcycle  Club's  race  meet. 

September  3 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  annual  twenty-five- 
mile  handicap  Coney  Island  Cycle  Path 
race;  open. 

September  9 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

September  16 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  one  hundred  mile 
record  run. 

Sept.  23 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
handicap  road  race;  open. 

Sept.  30.— Valley  Stream,  L.  I.— Roy 
Wheelmen's  25-mile  handicap  road  race; 
open. 

November  29 — Century  Road  Club  of 
America's  fifty-mile  handicap  road  race; 
open. 


THE  BICYCLING  WORLD 


307 


MAKING  READY  FOR  F.  A.  M.  MEET 


Endurance     Route     is     Slightly     Altered — 
Events  to  be  Decided  at  Rochester. 


Due  to  a  loud  and  cordial  call  from  Rome, 
N.  Y.,  six  miles  have  been  added  to  the 
route  of  the  Federation  of  American  Motor- 
cyclists' Endurance  Contest,  July  2  and  3. 

When  the  route  was  published  two  weeks 
since,  Rome  howled;  it  did  not  figure  in 
the  itinerary.  Letters  at  once  began  to  pile 
in  on  H.  J.  Wehman,  chairman  of  the  en- 
durance contest  committee.  All  wanted  to 
know  why  two  such  wideawake  places  as 
Rome  and  Oneida  had  been  omitted  from 
the  reckoning.  Wehman  explained  that  it 
was  because  the  other  route  'was  more 
direct  and  saved  miles. 

Rome  responded  that  the  mileage  was 
not  enough  to  worry  any  man  worthy  of 
being  called  an  endurance  contestant  and 
that  any  way,  the  existence  of  a  good 
cycle  path  was  enough  to  still  any  objec- 
tions that  might  be  raised.  The  Romans 
promised  that  if  their  little  city  was  taken 
into  the  route,  speed  limits  would  be  waived 
and  no  motorcyclist  be  permitted  to  leave 
the  town  with  dust  in  his  throat.  Chair- 
man Wehman  believed  that  such  a  spirit 
deserved  encouragement  and,  after  con- 
sulting with  his  colleagues,  found  them  of 
the  same  opinion.  The  route  has  been 
altered  accordingly. 

After  leaving  Utica,  the  contestants  will 
reach  Canastota  via  Rome  and  Oneida,  in- 
stead of  the  more  direct  travel  via  the  little 
settlements  of  Kirkland  and  Vernon.  Be- 
cause of  the  detour  a  checker  will  be  estab- 
lished in  Rome. 

This  change  in  the  program  will  make 
the  second  day's  run  161  miles  instead  of 
155  miles,  making  the  total  distance  to 
Rochester,  389.8  miles  instead  of  383.8.  At 
the  fifteen  mile  an  hour  rate  and 
with  the  30  minutes'  "leeway"  permitted, 
the  competitors  will  be  due  to  finish  in 
Rochester  between  4:29  and  4:59  p.  m. 


For  the  races  which  will  form  a  part  of 
the  F.  A.  M.  meet,  July  4,  5  and  6,  the  Roch- 
ester Motorcycle  Club  finally  has  secured 
the  Crittenden  Park  track,  which  the  own- 
ers assert  is  the  best  half-mile  track  in 
New  York  State.  It  will  be  put  in  shape 
for  the  use  of  the  motorcyclists  and  be 
open  for  practice  work  on  July  3.  The 
program  will  include  three  national  cham- 
pionships and  several  novelty  races  and 
handicaps.  W.  B.  Williams,  106  Monroe 
avenue,  Rochester,  is  chairman  of  the  com- 
mittee in  charge  of  the  racing  part  of  the 
meet. 

The  other  competitive  features  will  be  a 
25  mile  road  race  and  a  hill  climbing  con- 
test. The  latter  will  be  held  on  what  is 
termed  University  Dug-way  Hill,  a  grade 
about  2,700  feet  long  with  an  average  rise 
of  8  per  cent,  and  several  turns  that  will 
require  the  exercise  of  skill. 

The  road  race  will  be  run  on  the  Ridge 


road,  the  highway  leading  from  Rochester 
to  Niagara  Falls.  It  permits  of  a  circuit 
of  6J4  miles;  the  25  miles  will  be,  there- 
fore, constituted  of  four  laps  which  will 
serve  to  keep  the  interest  of  the  spec- 
tators at  fever  heat. 

Dr.  C.  W.  La  Salle  is  chairman  of  the 
general  committee  of  arrangements  and  he 
promises  that  if  all  those  attend  the  meet 
do  not  have  a  "warm  time,"  it  will  not  be 
the  fault  of  the  committee. 


HAS  KRAMER  GONE  STALE? 


His  Victorious  Career  Abroad  is  Checked — 
Beaten  Twice  in  One  Week. 


The  Tour  to  the  Rochester  Meet. 

M.  E.  Toepel,  chairman  of  the  F.  A.  M. 
Roads  and  Tours  Committee,  who  will  be 
in  charge  of  the  annual  tour  from  New 
York  to  Rochester,  June  30-July  3,  has 
evolved  a  novel  and  unusually  appropriate 
memento  for  the  participants — a  bronze 
finger  post.  One  finger,  inscribed  "Roches- 
ter," points  forward,  the  other  one  en- 
graved "New  York"  (or  "Boston"),  of 
course,  indicates  the  reverse  direction.  The 
post  to  which  the  fingers  are  attached  bears 
a  fac  sicile  of  the  F.  A.  M.  emblem  and  the 
words  "1906  Tour."  The  memento  is  al- 
most enough  to  make  it  worth  while  start- 
ing to  obtain  one? 

E.  H.  Corson,  the  New  England  mem- 
ber of  Toepel's  committee,  who  will  be  in 
charge  of  the  Boston  tourists,  has  written 
the  chairman  that  he  will  have  to  "get  a 
move  on"  if  he  hopes  to  lead  a  larger  party 
from  New  York  than  is  likely  to  leave  Bos- 
ton. The  F.  A.  M.  treasurer,  Dr.  G.  B. 
Gibson,  will  be  of  the  latter  party  and  is 
actively  assisting  Mr.  Corson. 


Hoyt  Suspended  a  Second  Time. 

Pending  an  investigation  of  his  amateur 
status,  Fred  C.  Hoyt,  Boston,  Mass.,  has 
been  suspended  by  Chairman  Douglas,  of 
the  F.  A.  M.  Competition  Committee.  On 
Decoration  day,  Hoyt  indulged  in  a  little 
excursion  to  Chicago  where  he  carried 
everything  before  him  at  the  meet  of  the 
Chicago  Motorcycle  Club,  which  excursion 
inspired  Douglas's  action.  Hoyt  is  one  of 
the  professional  cyclists — and  one  of  the 
most  agreeable  ones — who  was  "purified" 
by  the  resolution  dating  motorcycle  ama- 
teurism from  January   1st,   1905. 

The  month's  suspension  imposed  on 
Hoyt  and  Kellogg  for  competing  with  a 
suspended  rider  at  the  Worcester  Automo- 
bile Club's  hill  climbing  contest  has  been 
raised.  Investigation  and  all  reports  agree 
that  that  was  one  of  the  most  sadly  and 
generally  befuddled  affairs  ever  conducted. 
Even  the  suspended  rider  who  was  permit- 
ted to  compete,  went  home  and  explained 
that  no  notice  had  been  taken  of  him  and 
that  his  performance  had  not  been  timed. 


L.  A.  W.  Meeting  next   Saturday. 

An  adjourned  meeting  of  the  L.  A.  W. 
National  Assembly,  will  be  held  in  Boston 
on  Saturday  next,  June  16th.  In  the  after- 
noon there  will  occur  the  annual  gathering 
at  the  Chestnut  Hill  Reservoir,  once  a 
famous  rendezvous  for   Boston  cyclists. 


Whether  Frank  Kramer,  the  national 
champion,  is  growing  stale  or  whether  he 
is  becoming  tired  of  defeating  all  the  for- 
eign cracks,  is  a  moot  question  that  is 
causing  his  adherents  on  this  side  of  the 
water  no  little  concern.  Kramer  had,  up 
to  two  weeks  ago,  been  winning  everything 
in  sight  in  Europe,  but  within  the  last  fort- 
night he  has  suffered  two  decisive  defeats. 

The  first  occurred  at  Reims,  on  May  23, 
when  Kramer  went  down  to  defeat  to  Schil- 
ling, whom  he  had  previously  trounced  re- 
peatedly. It  occurred  in  the  Grand  Prix 
de  la  Champagne.  Heller  won  the  first 
heat.  Schilling  the  second,  Del  Rosso  the 
third  and  Kramer  the  fourth.  In  the  repe- 
ohage  Vanden  Dorn  qualified.  Schilling 
took  the  first  semi-final  and  the  American 
the  second.  In  the  final  heat  Kramer  led 
at  two  laps  to  go.  Coming  into  the  straight 
on  the  last  lap,  says  a  French  paper.  Schil- 
ling gave  the  American  a  haughty  look 
and  flashed  by  him.  Kramer  responded 
nobly  but  was  beaten  at  the  tape  by  half  a 
wheel.  Ludovic  was  third.  The  distance 
was  1,000  metres  and  the  time  0:22 5^. 

Kramer's  next  defeat,  while  not  so 
marked,  occurred  in  Paris,  at  the  Velodrome 
Buffalo,  on  May  27.  He  was  entered  in 
the  first  annual  "Battle  of  the  Nations," 
an  international  scratch  race  at  1,000  metres, 
in  which  the  leading  sprinters  of  the  world 
met  in  a  man-to-man  match  race,  the  rider 
scoring  the  least  number  of  points  to  be 
returned  the  victor.  The  first  heat  was 
between  Gabriel  Poulain  and  Otto  Meyer, 
in  which  the  former  won  out  by  half  a 
wheel.  Vanden  Born  beat  Friol  by  one 
length  in  the  second  heat.  In  the  third 
Poulain  and  Kramer  were  the  contestants. 
Kramer  took  the  lead  at  the  start,  but  at  a 
quarter  the  distance,  250  metres,  Poulain, 
by  an  extraordinary  effort,  brought  up  his 
pedals  even  to  those  of  the  American,  and 
in  the  dash  for  the  tape  beat  Kramer  by  a 
length.  Otto  Meyer  won  the  next  heat, 
Vanden  Born  falling. 

In  the  fifth  heat  Otto  Meyer  was  arrayed 
against  Kramer,  and  in  a  gruelling  finish, 
the  American  crossed  the  tape  by  one 
length.  In  the  next  heat  Friol  easily  took 
Poulain's  measure  by  two  lengths  and  in 
the  last  heat  won  over  Otto  Meyer.  The 
classification  gave  Kramer  and  Poulain  each 
five  points  for  place,  Friol  next  with  six, 
and  Meyer  and  Vanden  Born  were  tied 
with  seven  points  each.  As  Kramer  and 
Poulain  were  tied  for  first  place  they  had 
to  ride  a  deciding  heat.  Poulain  took  the 
Ipad  in  the  bell  lap  and  the  advantage  stood 
hmi  in  good  stead.  On  entering  the  home 
stretch,  Kramer  tried  to  go  by  but  was 
•>eaten  at  the  tape  by  half  a  length. 


308 


THE  BICYCLING  WORLD 


The    Parade    of  New   York^s   Cycle  Cops, 


About  the  nearest  approach  to  a  cycle 
parade  that  New  Yorkers  witness  nowa- 
days, is  when  the  squad  of  men  who  are 
popularly,  though  somewhat  erroneously 
it  must  be  confessed,  supposed  to  be  the 
cyclists'  enemies — the  cycle  "cops" — line 
up  with  others  of  New  York's  "finest,"  in 
the  annual  police  parade.  Their  1906  turn- 
out last  Saturday,  when  the  cycle  mounted 
policemen,   attired  in  their   "knicks,"   brass 


buttons  and  white  topped  caps  and  white 
gloves  added  a  picturesque  touch  to  the 
otherwise  uninteresting  police  parade.  The 
cycle  policeman  long  has  been  a  very  neces- 
sary adjunct  to  not  alone  New  York's 
police  force,  but  to  the  police  forces  in  all 
important  cities  throughout  the  world, 
where  skill  combined  with  speed  are  the 
requisite  essentials  brought  into  play. 
Judging  from  the  trend   of   affairs,   it   will 


What  the  Americans  are  Doing  Abroad. 

Oscar  Schwab,  the  former  American, 
made  good  at  the  annual  fete  at  Angers,  on 
May  26.  In  the  "course  des  primes" 
Schwab  finished  first,  beating  out  the  well 
known  cracks' — Chevallier,  Gougoltz  and 
Doerflinger,  in  this  order.  Schiling  won 
the  Grand  Prix  of  Angers  by  beating  Ret- 
tich  by  a  few  inches,  and  Dupre,  who 
finished  second  in  the  _  French  champion- 
ship race  at  Paris,  was  third.  Piard,  an- 
other well  known  sprinter,  was  fourth, 
barely  beating  Schwab  in  the  sprint  for 
the  tape.  Vanoni  and  Thuau  took  the 
tendem  race,  although  Rettich  and  Schwab 
gave  them  a  lively  tussle  for  the  money. 
The  Cousseau  brothers  were  third. 


senn-Helmbeck  finished  four  laps  behind 
the  leaders.  During  the  twenty-four  hours 
the  leaders  covered  490  miles  284  yards, 
twenty  miles  behind  the  record. 


"Woody"  Hedspeth,  Vanden  Born,  Elle- 
gaard  and  Otto  Meyer  competed  in  inter- 
national four-heat  match  race  at  Dresden, 
May  20.  Vanden  Born  won  out  in  the 
final  classification  with  6  points,  having 
won  two  heats  and  finished  second  in  the 
other  two;  Ellegaard  was  second  with  8 
points,  Meyer  third  with  10,  and  the  Ameri- 
can negro  last  with  16.  Hedspeth  was 
fourth  in  every  heat. 


A  twenty-four  hours'  team  race  was  run 
on  the  Treptow  track  at  Berlin,  on  -May  23 
and  24.  Arthur  Vandestuyft  and  Johann 
Stol,  who  have  teamed  in  the  American  six- 
day  race  for  several  years  past,  won  the 
event.  Strange  to  relate,  Kudea  and 
"Woody"  Hedspeth,  the  Frenchified  negro, 
finished  second,  only  one  lap  behind.  Bader 
and  Schuermann  were  third  by  a  few  feet; 
Thiele-Wegener  finished  fourth,  two  laps 
behind;  Hellemenn-Stellbrink  were  two  laps 
and  a  half  behind  at  the  finish  and  Johan- 


Piet  Dicketmann  won  the  100  kilometre 
motorpaced  race  at  the  Steglitz  track  on 
May  23,  covering  the  distance  in  1  hour 
10  minutes.  Paul  Guignard  finished  sec- 
ond and  Nat  Butler,  the  veteran  American, 
third.  Thaddeus  Robl  was  also  a  contest- 
ant but  he  abandoned  the  race  at  90  kilo- 
metres. During  the  hour  Dicketmann  cov- 
ered 52, miles  1,120  yards. 

The  "piece  de  resistance"  at  the  Angers 
meet  in  May  23,  was  a  30  kilometre  profes- 
sional race  behind  human  pace.  Twenty 
thousand   people   saw    Pasequier   win   from 


not  be  long  before  the  motor  bicycle  squad 
will  be  accorded  an  important  place  in  the 
ranks  of  the  preservers  of  peace  and  when 
the  motorcycle  squad  assumes  sufficient 
proportions  to  warrant  its  being  accorded 
a  place  in  the  line.  New  York  City's  motor- 
cycle police  will  not  be  the  smallest  numer- 
ically either.  As  it  is,  however,  the  bicycle 
squad  always  shows  to  good  advantage  in 
the  annual  parade. 


Huby,  with  Carlo  Vanoni  third.  Oscar 
Schwab  was  beaten  out  for  fifth  place  by 
Germain. 


May    Wipe    out    "Horsepower." 

Because  it  has  become  apparent  that 
"rated  horsepower"  is  too  elastic  for  prac- 
tical purposes  and  has  given  rise  to  abuses 
of  the  F.  A.  M.  limit  of  five  horsepower. 
Chairman  Douglas,  of  the  F.  A.  M.  Com- 
petitive Committee  is  seriously  considering 
the  advisability  of  recommending  the  sub- 
stitution of  cubic  capacity  for  horsepower. 
He  has  gone  quite  deeply  into  the  subject 
with  those  versed  in  it  and  has  discovered 
that  not  a  few  machines  rated  at  five  horse- 
power and  even  less,  exceed  that  limit, 
which,  because  of  the  fact,  he  may  suggest 
be  increased  somewhat. 


Douglas  Takes  up  the   Charges. 

The  charges  of  professionalism  against 
Oscar  Hedstrom,  Stanley  T.  Kellogg  and 
George  N.  Holden,  all  of  Springfield,  Mass., 
which  grew  out  of  the  New  York  Motor- 
cycle Club's  hill  climbing  contest  on  May 
30,  have  been  formally  turned  over  to 
Roland  Douglas,  chairman  of  the  F.  A.  M'. 
Competition  Committee.  He  is  now  inves- 
tigating the  status  of  the  three  men. 


THE  BICYCLING  WORLD 


309 


HURON  STEALS  A  LAP 


New   Yorker   Outwits    Big   Field   in    Long 
Race — Fenn  First  in   Open. 


August  Huron,  a  young  member  of  the 
Roy  Wheelmen,  did  something  at  the  Vails- 
board  track  last  Sunday,  3d  inst.,  that  is 
sudfr^a  rarity  that  it  is  almost  beyond  the 
recollection  of  the  oldest  "fan"  to  remem- 
ber when  the  last: coup  of  this  sort  was 
pulled  off.  Young  Huron  stole  a  lap  on  the 
field  in  the  twenty-third  mile  of  the  twenty- 
five  mile  open  amateur  race,  an  unusual  feat 
on  a  quarter-mile  track,  and  this  advantage 
held  him  in  good  stead  for  he  had  only  to 
sleighride  in  to  win  the  event.  Honors 
were  pretty  evenly  divided.  Martin  Kess- 
ler,  the  sturdy  young  rider  from  the  Edge- 
combe Wheelmen,  won  the  half  mile  handi- 
cap from  scratch  and  L.  Lusardi,  finished 
first  in  the  novice.  Fenn  took  one  of  the 
professional  events  and  Ashurst,  the  "Boy 
Wonder,"  was  given  the  other.  About 
4,000  people  witnessed  the  races  and  the 
program  was  varied  enough  to  suit  the  most 
aesthetic. 

Forty-three  ambitious  riders  started  in 
the  twenty-five  mile  open,  and  all  got  away 
but  little  Johnny  Peters,  who  fell  at  the 
start  through  no  fault  of  his  own.  He 
wanted  to  start  in  the  race  after  remount- 
ing but  it  was  not  allowed.  T.  Phillips 
dropped  out  at  the  first  mile,  and  Pash  and 
Mclntyre  quit  at  the  second,  the  latter  with 
a  punctured  tire.  Thomas  Smith  punctured 
in  the  ninth  lap  but  remounted.  The  first 
five  miles  was  ridden  in  11:58,  which  gave 
promise  that  something  would  be  doing 
before  the  finish.  Halligan  and  Smith  who 
had  changed  mounts,  caught  the  field  on 
the  twenty-third  lap  after  a  hard  stern 
chase.  Halligan  changed  mounts  again  be- 
fore the  seventh  mile  and  caught  the  bunch 
after  being  pulled  up  by  Al  Judge.  Time, 
ten  miles,  24:33.  Cameron  punctured  on 
the  forty-first  lap  and  H.  Harris,  Otto 
Brandes  and  another  rider  came  together 
on  the  lower  turn.  The  time  at  twelve  and 
one-half  miles  was  32  minutes.  Wilcox 
went  out  in  the  thirteenth  mile.  Time, 
fifteen  miles,  37:08.  There  were  more  com- 
binations in  the  race  than  one  could  figure 
out.  One  of  them  was  for  the  lap  prizes 
and  Frank  Eifler  succeeded  in  copping 
thirty-five,  while  his  brother  got  a  majority 
of  the  remainder.  Time,  20  miles,  50:20. 
Huron  sprang  his  coup  in  the  second  lap 
of  the  twentieth  mile.  Just  after  rounding 
the  lower  turn  he  jumped  out  and  opened 
up  a  gap  of  100  yards.  The  bunch  was 
sleeping  and  before  they  awakened  Huron 
had  increased  the  distance.  Wildemuth, 
his  clubmate,  dropped  back  to  pull  him  up 
but  after  being  warned  by  the  referee,  de- 
sisted. Then  Halligan  dropped  back  and 
his  pace  was  so  effective  that  Huron  caught 
the  bunch  just  before  the  twenty-third  mile. 
Kessler  was  looked  upon  as  the  winner  of 
the  race  and  there  were  many  regrets  when 


he  broke  his  chain  in  the  twenty-first  mile. 
The  bell  lap  for  the  others  was  the  last 
lap  for  Huron  and  he  sat  up.  The  bell  lap 
was  a  corker  and  Charles  Jacobs,  of  the 
Roys,  crossed  the  line  first  for  second 
place  in  a  stirring  finish,  with  the  following 
riders,  in  this  order,  close  up:  Adam  Beyer- 
man,  Frank  W.  Eifler,  Jacob  Magin  and 
Marcel  Dupuis.  The  time  was  very  fast 
considering  the  condition  of  the  tirack  and 
is  only  2  minutes  34  seconds  slower  than 
the'  record  established  on  the  same  track 
five  years  ago. 

Martin  Kessler,  of  the  Edgecombes,  and 
George  C.  Cameron,  of  the  New  York  A.  G., 
were  the  scratch  men  in  the  final  heat  of  the 
half-mile  handicap  and  the  finish  betvveen 
these  two  riders  was  exciting.  It  looked 
like  Cameron  by  three  inches,  but  the 
judges  are  supposed  to  know  and  they 
gave  it  to  Kessler. 

W.  S.  Fenn,  John  and  Menus  Bedell,  Ed- 
ward Rupprecht,  Alfred  Ashurst,  and  Floyd 
Krebs,  qualified  for  the  half-mile  open. 
John  Bedell  jumped  while  they  were  jock- 
eying for  position  on  the  lower  turn  and 
gained  twenty  yards.  Fenn  went  out  after 
him  with  Menus  Bedell  hanging  on  his 
wheel.  John's  efforts  tired  him  and  he  got 
lost  somewhere  on  the  back  stretch  of  the 
bell  lap.  Fenn  won  from  Menus  by  about 
four  inches  and  Krebs  and  Ashurst  had  a 
battle  royal  for  third  place,  the  "Flying 
Dutchman,"  who  sometimes  doesn't  soar, 
beating  the  "Boy  Wonder"  out. 

During  his  career  Fenn  has  earned  an 
enviable  name  for  himself  in  handicap  races. 
The  other  riders  always  seem  to  enjoy  see- 
ing Fenn  do  all  the  pulling;  they  get  the 
benefit  of  it,  and  by  very  generously  letting 
Mr.  Fenn  do  all  the  donkey  work  they  seem 
to  think  they  will  stand  a  chance  of  beating 
him  out  in  the  sprint.  This  is  what  hap- 
pened in  the  three-mile  handicap.  The 
handicapper  had  placed  John  King,  Al 
Guery  and  H.  Appleton,  the  latter  a  wild- 
eyed  individual  from  somewhere  out  on 
the  long  marks,  and  by  pulling  each  other 
they  came  very  near  coming  in  for  the 
prizes.  The  low  markers  would  not  set 
any  pace  and  finally  Fenn  got  tired  and 
went  out.  By  dint  of  hard  work  he  suc- 
ceeded in  bringing  the  bunch  up  to  King 
and  Guery  on  the  back  stretch  of  the  bell 
lap.  Menus  Bedell  and  Alfred  Ashurst  had 
a  rare  dustup  for  first,  and  it  looked  very 
much  like  the  heavyweight,  but  Ashurst 
was  given  the  call,  and  the  money.  Fenn 
got  in  for  third  and  Schlee  was  fourth.  The 
summaries: 

Quarter-mile  novice — Qualifants:  Charles 
Heilbron,  C.  Arnold,  Battiste  Soubie,  J. 
Haynes,  J.  Poos,  F.  Lusardi,  T.  Phil- 
lips and  D.  Saponari.  Final  heat  won  by 
F.  Lusardi;  second,  T.  Phillips;  third, 
Charles  Heilbron.    Time,  0:35. 

Half-mile  handicap,  amateur — Qualifants: 
F.  Cobb  (80  yards),  O.  J.  Steih  (80  yards), 
Adam  Beyerman  (10  yards),  B.  F.  Pash  (70 
yards),  Gustave  Duester  (35  yards),  Al 
Judge  (40  yards),  Marcel  Dupuis  (20  yards), 


Joseph  Witting  (30  yards),  John  Peters  (80 
yards),  H.  Vanden  Dries  (10  yards),  J.  M. 
Eifler  (35  yards),  George  Pauli  (30  yards), 
Charles  Anderson  (35  yards),  J.  Haynes  (85 
yards),  George  Cameron  (scratch),  Frank 
W.  Eifler  (10  yards),  Martin  Kessler 
(scratch),  and  Victor  J.  Lind  (30  yards). 
Final  heat  won  by  Martin  Kessler,  Edge- 
combe Wheelmen;  second,  George  Cam- 
eron, New  York  A.  C;  third,  H.  Vanden 
Dries,  Edgecombe  Wheelmen;  fourth,  B.  F. 
Pash,  Louisville,  Ky.     Time,  1:03^. 

Half-mile  open,  professional — Qualifants: 
W.  S.  Fenn,  John  Bedell,  Edward  Rup- 
precht, Alfred  Ashurst,  Menus  Bedell  and 
Floyd  Krebs.  Final  heat  won  by  W.  S. 
Fenn;  second.  Menus  Bedell;  third,  Floyd 
Krebs;  fourth,  Alfred  Ashurst.  Time,  1:05?^. 

Twenty-five  mile  open,  amateur — Won  by 
August  Huron,  Roy  Wheelmen;  second, 
Charles  Jacob,  Roy  Wheelmen;  third,  Adam 
Beyerman,  New  York;  fourth,  Frank  W. 
Eifler,  C.  R.  C.  A.;  fifth,  Jacob  Magin,  Na- 
tional Turn  Verein  Wheelmen;  sixth.  Mar- 
cel Dupuis,  Roy  Wheelmen.  Time,  1:0313. 
Lap  prize  winner,  Frank  W.  Eiffler. 

Three-mile  handicap,  professional — Won 
by  Alfred  Ashurst  (80  yards);  second, 
Menus  Bedell  (100  yards);  third,  W.  S. 
Fenn  (scratch);  fourth,  Charles  Schlee  (150 
yards);  fifth,  Edward  Rupprecht  (130 
yards).  Time,  6:36^.  Lap  prize  winner — ■ 
John  King,  7. 


Program   of   Championship    Meeting. 

The  program  for  the  world's  champion- 
ships, which  this  year  will  be  decided  on 
the  Junction  track  at  Geneva,  Switzerland, 
July  29  and  August  2  and  5,  have  been 
made  public.  On  the  first  day  the  prelim- 
inary and  semi-final  heats  of  the  amateur 
championship,  at  1,200  metres,  will  be  held, 
as  will  also  the  professional  handicap  race, 
100  kilometre  event  and  10  kilometre  motor- 
cycle race.  The  final  of  the  1,200  metre 
amateur  will  be  decided  on  July  2.  On 
the  same  day  the  trial  heats  of  the  profes- 
sional championship,  at  1,200  metres,  will 
be  run,  and  the  series  and  final  of  the  pro- 
fessional tandem,  2,000  metres,  30  kilo- 
metres, 30  kilometres  motor  paced  race  for 
professionals,  and  a  10  kilometre  race  for 
motorcycles.  On  the  last  day,  August  5, 
the  semi-final  heat  of  the  world's  profes- 
sional championship  will  be  the  great  race. 
The  amateur  riders  will  contest  for  the  100 
kilometre  championship  of  the  world  and 
there  also  will  be  a  14-lap  race  for  profes- 
sionals and  a  10  kilometre  race  for  motor- 
cycles. 

Whether  America  will  be  represented  in 
the  person  of  Frank  Kramer  is  a  doubtful 
question.  Kramer  is,  according  to  his  let- 
ters, sick  and  tired  of  Europe,  and  wants 
to  hurry  back  as  soon  as  his  contract  ex- 
pires the  latter  part  of  this  month,  but  his 
friends  here  are  endeavoring  to  persuade 
him  to  remain  another  month  and  win  the 
highest  title  of  cycling  so  there  will  be  no 
room  to  question  his  superiority  over  every 
sprint  rider  in  the  world. 


3i0  'IHE  BICYCLING  WORLD 

'M  recommend  the  Morrow  to  all  Motorcyclists" 


Meshoppen,  Pa.,  May  14th,  1906. 

ECLIPSE  MACHINE  CO., 

Elmira,  N.  Y.  i 

Gentlemen: 

I  have  delayed  writing  you  for  some  time  in  regard 
to  your  new  Morrow  Coaster  Brake  for  motorcycles,  Icnowing 
that  I  was  giving  your  brake  one  of  the  most  strenuous  tests 
that  it  is  possible  for  any  rider  to  give  a  brake  for  daily 
use.   I  use  my  motor  for  the  delivery  and  collection  of  mail 
on  a  twenty-five  mile  route  every  day  that  the  weather  per- 
mits.  I  have  eight  long,  hard  hills  to  descend  besides  lots 
of  short  pitches,  and  grades  running  as  high  as  28  per  cent. 

Last  year  I  used  the  coaster  brake  and  had  to 

walk  down  all  hills  that  were  long  or  steep  or  where  I  had  a- 
stop  to  make.   This  spring  I  have  been  using  the  Morrow,  and 
I  ride  all  grades  and  feel  that  my  machine  is  under  perfect 
control  at  all  times.   Last  week  I  was  coasting  down  a  heavy 
grade  and  my  back  pouch  dropped  out  of  the  carrier.   I  ap- 
plied the  brake,  came  to  a  dead  stop,  dismounted,  backed  up 
3ust  seven  paces  to  where  the  mail  pouch  lay.   That  excels 
all  brakes  that  I  have  ever  used;  in  fact,  the  Morrow  has  no 
egual — it  is  in  a  class  by  itself — and  I  take  pleasure  in 
recommending  it  to  all  motorcyclists. 

Yours  respectfully, 

G.  F.  AVERY, 
R.F.D.  Carrier  No.  2, 

Meshoppen,  Pa. 


'* Words  of  others  tell  the  story" 


THE  BICYCLING  WORLD 


3U 


WALTHOUR'S   LONG   STERN   CHASE 


Apparently  Hopelessly  Beaten  he  Fights  a 
Good  Fight  and  Wins— Hall  Quits. 


Against  odds  that  would  have  discouraged 
a  less  capable  rider,  Robert  J.  Walthour,  of 
Atlanta,  Ga.,  met  and  defeated  at  the  Re- 
vere Beach  saucer,  Boston,  Mass.,  last  Sat- 
urday night,  2nd  inst.,  W.  Thomas  Hall,  of 
Canningtown,  England,  and  William  Stin- 
son,  of  Cambridge,  Mass.,  in  a  twenty-five 
mile  motorpaced  race.  Both  the  other  rid- 
ers were  given  a  handicap  of  six  laps  each 
over  the  world's  champion.  The  score 
card  announced  only  four  laps  and  Wal- 
thour was  inclined  to  protest  when  the  limit 
was  raised,  but  he  stayed  game,  and  not 
only  overcame  the  big  handicap,  but  also 
rode  to  victory  after  changing  wheels  twice 
and  losing  in  the  changes  an  additional  six 
laps  to  the  Cambridge  man. 

The  three  riders  started  from  scratch, 
Walthour  having  the  pole,  with  Stinson 
next  and  Hall  on  the  outside.  They  started 
away  on  even  terms  but  Hall's  motor  went 
wrong  and  they  were  called  back  for  a 
second  start.  Walthour  was  the  first  to 
tack  on  behind  Gus  Lawson,  Stinson  was  a 
little  behind  with  Turville  in  front,  and 
"Tommy"  Hall  was  paced  by  Carl  Rudin. 
The  Atlanta  man  started  off  at  a  terrific 
clip  and  Stinson  also  was  riding  well,  so 
well,  in  fact,  that  before  the  third  lap  was 
finished  both  he  and  Walthour  had  lapped 
the  little  Englishman.  During  the  third 
.  mile  Walthour  gained  his  first  lap  on  Stin- 
son. The  latter  was  then  three  laps  ahead 
of  Hall.  The  southerner  gained  his  second 
lap  on  Stinson  in  the  fifth  mile  and  in  the 
seventh  mile  he  gained  another,  getting  his 
fourth  in  the  ninth.  He  passed  the  Cam- 
bridge rider  again  in  the  eleventh  mile  and 
at  12jX  miles  he  gained  another  lap,  and 
took  the  lead  in  the  race  after  cutting  down 
an  enormous  handicap. 

In  the  thirteenth  mile  Hall  gave  up  and 
left  the  track.  Walthour's  tire  burst  in  the 
sixteenth  and  before  he  could  remount  Stin- 
son had  gained  a  lap.  The  champion  hardly 
had  got  positioned  when  the  second  wheel 
gave  way  under  him  and  Stinson  passed 
him  five  times  before  he  could  secure  an- 
other mount.  Stinson  was  beginning  his 
eighteenth  mile  when  Walthour  got  moving 
again  with  his  accustomed  speed.  Then  the 
2,500  spectators  witnessed  a  race  worth 
going  miles  to  see.  Stinson  had  been  rid- 
ing steadily  and  the  additional  advantage 
of  laps  gained  made  him  look  an  easy  win- 
ner, barring  accidents.  Walthour  went  at 
him  with  soul-thrilling  spurts,  but  Stinson 
displayed  some  of  his  old-time  vigor  and 
stayed  Walthour  oflE  until  the  twenty-sec- 
ond mile,  when  the  latter  passed  him.  The 
strain  was  too  much  for  Stinson  and  in 
trying  to  stall  the  southerner  he  lost  his 
roller.  Before  he  could  tack  on  again  Wal- 
thour had  regained  three  laps  lost.  At  the 
finish  gun  Walthour  led  by  a  lap  and  a 
quarter.     The  time  was  36:S6ji. 


J.  B.  Coffey  disappointed  his  followers 
in  the  ten-mile  motorpaced  match  race 
with  Elmer  Collins,  of  Lynn.  However,  the 
event  was  a  race  from  start  to  finish  the 
Lynn  man  winning  out  by  only  half  a  lap. 
The  time  for  five  miles  was  7:39f^,  and  for 
the  race,  15:04.1/^. 

John  Clark,  of  Everett,  was  graduated 
from  the  novice  ranks  by  winning  the  half 
mile.  E.  Boyce,  of  Lynn,  finished  second, 
and  H.  L  Reynolds,  of  Brockton,  third. 
Time,  imys. 

The  five-mile  open  event  had  fifteen 
starters  but  at  the  beginning  of  the  last 
mile  one-third  this  number  had  been  weeded 
out.  J.  C.  Helander,  of  Brockton,  led  at 
the  last  mile,  closely  followed  by  Tom  Con- 
nelly, of  Everett.  In  the  sprint  for  the  tape 
Helander  was  passed '  by  both  Tom  and 
Charles  Connelly,  the  former  winning  in  a 
trailing  finish.  Time,  12:54^.  Tom  Con- 
nolly, Helander,  Comer  and  F.  H.  Hill 
copped  the  mile  prizeis.  Following  are 
the  summaries: 

Twenty-five  mile  handicap,  professional, 
motorpaced — Won  by  Robert  J.  Walthour, 
Atlanta,  Ga.  (scratch);  second,  William 
Stinson,  Cambridge,  Mass.  (6  laps).  Time, 
36:56j^.  Also  ran— W.  Thomas  Hall,  Can- 
ningtown, England  (6  laps). 

Ten  mile  motorpaced  match  race,  pro- 
fessional— Won  by  Elmer  Collins,  Lynn; 
second,  J.  B.  Coffey,  South  Boston.     Time, 

15:04/5. 

Half-mile  novice — Won  by  John  Clark, 
Everett;  second,  E.  Boyce,  Lynn;  third,  H. 
I.  Reynolds,  Brockton.    Time,  1:08>^. 

Five-mile  open,  amateur — Won  by  Tom 
Connolly,  Everett;  second,  Charles  Con- 
nolly, Everett;  third,  C.  J.  Helander,  Brock- 
ton. Time,  12:54^.  Mile  prizes — T.  Con- 
nolly, Helander,   Comer  and  Hill. 

American  Negro  "in  the  Money." 

Woody  Hedspeth's  ebony  hued  skin  glis- 
tened with  perspiration  and  delight  at 
Brendenburgh,  Germany,  on  May  7th.  In 
a  one  hour  motorpaced  race  the  European- 
ized  descendant  of  Ham  finished  third  with 
52  kilo.  400.  Heiny  won  the  race  with 
54  kilo.  220,  and  Puspocki  was  second.  Hed- 
speth  was  again  inside  the  money  in  the 
10  kilometre  race,  finishing  third,  the  first 
and  second  men  being,  respectively,  Heiny 
and  Puspocki.  Time,  11:45.  In  a  handicap 
race  the  negro  was  placed  on  scratch  and 
he  crossed  the  tape  first  beating,  in  order, 
Voight,   Mensing  and  Niderau. 


Knabeshue  Becomes  a  Motorcyclist. 

Roy  Knabeshue,  perhaps  the  best  known 
aeronaut  in  America,  has  turned  his  atten- 
tion from  flying  machines  to  motorcycles. 
Knabeshue's  interest  was  developed  curi- 
ously enough  though  his  experiments  with 
flying  machines.  The  engine  which  he  used 
in  his  airship  was  made  for  him  by  the  Con- 
solidated Mfg.  Co.,  Toledo,  Ohio,  and  he 
became  so  impressed  with  its  service  thai 
his  attentioa  was  directed  to  the  motor 
bicycle.  Naturally,  he  is  riding  a  Yale-Cal- 
ifornia. 


SHOES    FOR    ALL    THE    TIGERS 

McDonald  Gets  First  Choice  of  them — Han- 
dicap that  Excited  Curiosity. 

There  is  one  cycling  club  in  New  York 
though  smalK  numerically,  that  for  orig- 
inality, has  all  the  other  clubs  hereabouts, 
to  use  a  track  expression,  "run  into  the 
grass."  Last  winter  the  Tiger  Wheelmen — 
that  is  the  club  referred  to — promoted  some 
decidedly  novel  events,  but  its  closed  club 
handicap  road  race  last  Sunday,  3d  inst., 
capped  the  climax.  So  far  as  the  race  itself 
is  concerned,  it  was  nothing  out  of  the 
ordinary,  but  it  was  the  title  that  made 
those  who  heard  of  it  "wonder  what"  and 
then  satisfy  their  curiosity  by  journeying 
to  Jamaica,  L.  I.,  to  ascertain  for  them- 
selves. 

The  race,  a  fifteen  mile  handicap  for 
club  members,  was  styled  "The  Shoe  Han- 
dicap," an  unusual  name  to  say  the  least, 
but  not  so  much  so  when  the  prizes  are 
known.  Every  rider  who  finished  in  line 
for  prizes  received  an  order  for  a  pair  of 
shoes,  from  Regals  and  Douglasses  down 
to  a  pair  of  bathing  slippers.  Just  who  hit 
upon  this  happy  idea  and  why  is  not  known, 
but  it  is  thought  it  is  just  one  of  Harry 
Gliesman's  little  idiosyncracies,  for  the 
Tigers  are  too  prosperous-looking  a  lot  of 
cyclists  to  appear  to  be  in  need  of  coverings 
for  their  pedal  extremities.  However,  this 
peculiar  prize  list  proved  a  welcome  relief 
from  the  usual  prizes  of  clocks  that  run, 
— sometimes. 

The  course  was  from  Jamaica  over  the 
Hoffman  boulevard  to  Newtown  and  re- 
turn, covered  three  times.  Urban  McDon- 
ald, the  club's  crack  young  road  rider,  made 
a  regular,  old-fashioned  double  killing,  win- 
ning first  place  prize  from  scratch,  no  mean 
feat,  considering  the  hilly  course  and  the 
fact  that  he  had  to  overhaul  a  limit  man 
who  had  eight  minutes'  start,  and  that  with- 
out pace.  McDonald's  time  was,  naturally, 
the  fastest,  and  he  covered  the  fifteen  mile 
course  in  40  minutes  12  seconds. 

Second  place  was  captured  by  Archibald 
Barton,  who  had  the  limit,  eight  minutes. 
His  actual  time  was  40:26,  and  he  finished 
only  fifteen  seconds  back  of  McDonald. 
George  B.  Hunter,  from  1 :30,  finished  third 
and  Samuel  Morrison,  who  is  showing  up 
well  in  road  races  this  season,  finished 
fourth,  with  one  minute  handicap.  The 
summary: 

1.  Urban  McDonald scratch        40:12 

2.  Archie  Barton  8:00        48:26 

3.  George  B.  Hunter 1:30        43:06 

4.  Samuel  Morrison 1 :00        42:36j4 

5.  Jos.  Reynolds  6:00        51:58 


Motor  bicycles  with  side  car  attachments, 
are  the  newest  thing  in  the  Vienna  postal 
department,  an  experimental  service  re- 
cently having  been  inaugurated,  for  collec- 
tion purposes. 


312 


THE  BICYCLING  WORLD 


SALT   LAKE   SEASON    OPENS 


Lawson    Shows    his    Old    Form — Visiting 
Australians  Finish  with  the  "Also  Rans." 


Salt  Lake  City,  May  31.— Other  than 
those  bicycle  riders  who  came  in  for  a  share 
of  the  prize  money  made  good  at  the  open- 
ing of  the  Salt  Palace  saucer  here  last 
night;  one  was  John  Chapman,  the  man- 
ager of  the  bowl.  Chapman  had  said  that 
when  the  season  opened  in  Utah  he  woul  1 
have  gathered  together  the  greatest  aggre- 
gation of  pedal  pushers  ever  seen  at  one 
time  on  one  track.  Chapman  most  cer- 
tainly made  good  his  assertion.  With 
twenty-three  professionals  and  each  one  of 
the  A-1  variety,  the  iirst  meet  of  the  sea- 
son on  Decoration  Day  night  could  not 
help  being  a  success;  at  least  5,000  spec- 
tators thought  so  and  weather  conditions 
were  not  salubrious,  either. 

The  most  notable  performance  of  the 
evening  was  made  by  Tver  Lawson  in  the 
one  mile  open,  in  three  heats  and  a  final, 
two  in  each  and  three  in  the  fastest  heat  to 
qualify.  The  first  was  captured  by  E.  A. 
Pye,  one  of  the  Australian  riders  that  Mc- 
Farland  brought  back  with  him,  with  W. 
"Pedlar"  Palmer,  another  Australian,  third. 
S.  H.  Wilcox,  the  young  boy  who  turned 
professional  to  ride  in  the  six  day  race,  was 
third.  Time,  2:23^.  Norman  C.  Hopper, 
of  Minneapolis,  crossed  the  tape  first  in  the 
second  heat,  beating  out  Hardy  K.  Down- 
ing, of  San  Jose,  Cal.,  and  W.  E.  Samuel- 
son,  of  Salt  Lake  City,  in  this  order.  Time, 
2:11.  Samuelson,  by  the  way,  has  been  re- 
instated by  the  National  Cycling  Associa- 
tion. Iver  Lawson,  Saxon  Williams  and 
Cyrus  Hollister  crossed  the  tape  in  this 
order  in  the  third  heat.  Time,  2:08.  In  the 
findl  heat,  Lawson  swung  into  fourth  posi- 
tion and  hung  onto  Downing's  wheel  the 
greater  part  of  the  distance.  Downing 
went  out  first  in  a  gruelling  sprint.  Hollis- 
ter made  a  herculean  effort  to  get  around 
the  bunch  but  was  unsuccessful,  Lawson 
taking  first  place  from  Downing  and  Wil- 
liams beating  out  Hollister.  The  time  was 
very  fast,  1:56^. 

Although  the  National  Cycling  Associa- 
tion at  its  annual  meeting  passed  a  rule 
prohibiting  team  work,  officials  and  riders 
alike  appeared  to  be  non-cognizant  of  the 
fact  in  the  five  mile  open  for  pros.  Joe 
Fogler,  the  fast  Brooklyn  lad,  and  Floyd 
McFarland,  teamed  and  did  not  make  any 
bones  about  it.  There  were  other  combina- 
tions also,  each  trying  to  land  his  man.  The 
Fogler-McFarland  team  was  "on  the  job," 
however,  and  the  blonde  Brooklynite  landpd 
his  man  an  easy'winner.  Norman  C.  Hop- 
per got  second,  "Billy"  Samuelson,  third, 
W.  "Pedlar"  Palmer,  fourth,  and  Walter 
Bardgett,  the  crack  Buffalonian,  fifth.  Time, 
10:38^.    Hollister's  chain  broke,  which  put 


him  out.  of  the  running.  Fogler  won  the 
lap  prize. 

A  cracking  good  race  was  the  half-mile 
handicap  for  "simon  pures."  "Musty" 
Crebs  was  placed  away  out  on  90  yards,  but 
he  never  will  get  that  lead  again.  Crebs 
ran  away  from  the  others  and  won  with 
ease,  Jack  Hume,  from  IS  yards,  getting 
second.  F.  H.  McLaughlin,  25  yards,  was 
third.     Time,  0:56?^. 

The  final  heat  of  the  one-mile  open  ama- 
teur was  too  slow  for  the  time  limit,  2:20, 
so  it  was  ordered  re-run.  F.  H.  McLaugh- 
lin won  out  easily,  Hal  McCormack,  of 
San  Jose,  Cal.,  finishing  second,  and  Frank 
Schnell,  third.  Time,  2:14j^.  The  sum- 
maries: 

Half-mile  handicap,  amateur — Qualifants: 

A.  Crebs  (90  yards),  R.  Mayerhofer  (70 
yards),  F.  H.  McLaughlin  (25  yards),  J.  B. 
Hume  (15  yards),  Hal  McCormack 
(scratch),  A.  L.  Bird  (90  yards).  Final 
heat  won  by  Crebs;  second,  Hume;  third, 
McLaughlin.    Time,  0:56=^. 

One-mile  open,  professional — Qualifants: 
E.  Pye,  Australia;  W.  "Pedlar"  Palmer, 
Australia;  Norman  C.  Hopper,  Minneapolis; 
Hardy  K.  Downing,  San  Jose;  Iver  Lawson, 
Salt  Lake  City;  Saxon  Williams,  Salt  Lake 
City;  Cyrus  Hollister,  Springfield,  Mass. 
Final  heat  won  by  Lawson;  second,  Down- 
ing; third,  Williams;  fourth,  Hollister. 
Time,  1:56?^. 

One-mile   open,    amateur — Qualifants:     J. 

B.  Hume,  Fred  West,  F.  E.  Schnell,  F.  H. 
McLaughlin,  Hal  McCormack,  A.  Crebs. 
Final  heat  won  by  McLaughlin;  second, 
McCormack;  third,  Fred  Schnell.  Time, 
2:14-%. 

Five-mile  open,  professional — Won  by 
Floyd  McFarland,  San  Jose,  Cal.;  second, 
Norman  C.  Hopper,  Minneapolis,  Minn.; 
third,  W.  E.  Samuelson,  Salt  Lake  City; 
fourth,  W.  P.  Palmer,  Australia;  fifth,  Wal- 
ter B.  Bardgett,  Buffalo.     Time,  10:38%. 


Salt  Lake  City,  June  2. — The  prophecy 
that  records  will  go  by  the  boards  here  this 
summer  came  near  being  fulfilled  last  night 
when  Iver  Lawson  won  the  one  mile  open 
in  the  fast  time  of  1:55-^.  Three  trial  heats 
at  one-half  mile  and  a  final  decided  the  race. 
Joe  Fogler,  of  Brooklyn,  won  the  first  heat, 
beating  out  Floyd  McFarland.  A.  J.  Clark, 
"Mac's"  friend  from  the  land  of  the  Kan- 
garoo, finished  third.  Time,  1:24%.  Law- 
son  captured  the  second  heat,  with  Down- 
ing a  close  second  and  W.  "Pedlar"  Palmer, 
third.  Time,  1:08.  The  third  heat  went  to 
W.  E.  Samuelson,  Salt  Lake's  "pride." 
E.  E.  Smith  got  in  second  and  "Bridget" 
Bardgett,  third.  Time,  1:11%.  Fogler 
started  the  sprinting  in  the  seventh  lap  with 
Samuelson  hanging  on.  Lawson  s'talled  ofl 
the  Brooklyn  man's  sprint  and  won  out  in  a 
brilliant  finish,  McFarland  getting  in  sec- 
ond, Downing  third  and  Samuelson  fourth. 
Time,  1:55^.  "Big  Bill"  Furman  set  out  to 
pace  the  bunch  but  was  left  behind  after  a 
couple  of  laps.  Although  the  night  air  was 
more  than  chilly,  over  4,000  people  attended 
the  meet. 


The  other  pro  event  was  a  mile  handi- 
cap with  five  to  qualify  in  each  heat  for  the 
final.  The  first  went  to  A.  J.  Clark,  the 
Australian,  from  85  yards.  Jack  Burris,  five 
yards  ahead  of  him,  finishing  second.  H. 
K.  Downing,  SO  yards,  crossed  the  tape 
third,  Iver  Redman,  100  yards,  was  fourth 
and  Ben  Munroe,  of  Memphis,  Tenn., 
barely  qualified  by  coming  in  fifth.  W.  E. 
Samuelson  was  the  scratch  man,  and  he 
was  shut  out.  Time,  1:SS%.  W.  "Pedlar" 
Palmer,  on  85  yards,  showed  what  an  Aus- 
tralian is  capable  of  doing,  in  the  second  lieat 
He  rang  in  first.  Walter  Bardgett  showed 
some  of  his  old  time  speed  by  finishing 
second  from  45  yards.  Cyrus  L.  Hollister 
(25  yards),  who  has  a  penchant  for  wives, 
finished  third;  Norman  C.  Hopper  was 
fourth  from  70  yards,  and  "Big  Bill"  Fur- 
man  actually  got  in  from  80  yards.  Time, 
1:56^/5.  Hollister  won  the  final  heat  by 
hard  work,  Burris  was  second  and  Bardgett 
immediately  wrote  a  souvenir  postal  card 
home  to  his  folks  telling  he  got  third. 
Time,  2:003/^. 

Clem  Turville,  Ed  Heagren  and  T.  M. 
Samuelson  gave  the  spectators  an  exhibi- 
tion of  some  fast  motorcycle  riding  in  the 
five  mile  open  for  these  machines.  Turville 
won  out  with  Heagren  second,  and  Samuel- 
son third.     Time.  6:39. 

Fred  West,  R.  Mayhofer.  Hal  McCor- 
mack, A.  Nadel,  A.  Crebs,  Jack  Hume  and 
F.  E.  Schnell  qualified  for  the  final  heat  of 
the  three-quarter  amateur.  Hume,  in  a 
spectacular  finish,  won  the  final,  but  only 
by  the  skin  of  his  teeth.  Fred  West  sailed 
in  a  close  second,  while  Hal  McCormack, 
the  Californian,  and  Crebs,  the  youngest 
rider  on  the  track,  finished  fourth.  The 
time  was  fast,  1:35^.  The  summaries 
follow: 

One  mile  handicap,  professional — Quali- 
fants: A.  J.  Clark  (85  yards),  J.  Burns  (90 
yards),  H.  K.  Downing  (SO  yards),  Iver 
Redman  (100  yards),  Ben  Munroe  (130 
yards),  W.  P.  Palmer  (85  yards),  Walter 
Bardgett  (45  yards),  Cyrus  Hollister  (25 
yards),  N.  E.  Hopper  (70  yards)  and  W.  G- 
Furman  (80  yards).  Final  heat  won  by 
Cyrus  Hollister,  Springfield,  Mass.;  second. 
Jack  Burns,  Salt  Lake  City;  third,  Walter 
Bardgett,   Buffalo,   N.  Y.     Time,  2:003%. 

Three-quarter  mile  open,  amateur — Qual- 
ifants: Fred  West,  R.  Mayhofer,  Hal  Mc- 
Cormack, A.  Nadel,  A.  Crebs,  Jack  Hume, 
Fred  E.  Schnell.  Final  heat  won  by  Jack 
Hume;  second,  Fred  West;  third,  Hal  Mc- 
Cormack; fourth,  A.  Crebs.    Time,  1:35 J^. 

One-mile  open,  professional — Qualifants: 
Joe  Fogler,  Floyd  A.  McFarland,  Iver  Law- 
son,  Hardy  K.  Downing,  W.  P.  Palmer,  W. 
E.  Samuelson,  E.  Smith.  Final  heat  won 
by  Iver  Lawson,  Salt  Lake  City;  second, 
Floyd  McFarland,  San  Jose.  Cal.;  third. 
Hardy  K.  Downing,  San  Jose,  Cal.;  fourth, 
W.  E.  Samuelson,  Salt  Lake  City.  Time, 
1:555^. 

Five-mile  open,  motorcycles — Won  by 
Clem  Turville;  second,  Ed  Heagren;  third, 
T.   M.   Samuelson.     Time,  6:39. 


THE  BICYCLING  WORLD 


313 


RACE  WAS  A  MUD  PLUG 


Blood  and  Bruises  Mark  Utah  Event — Fol- 
lowed by  Observation  Train. 


After  an  eighteen-mile  ride  through  dust, 
mud,  water,  up-hill  and  down,  over  rough 
roads  and  smooth,  Burton  Harding,  a  native 
Salt  Lake  boy,  captured  first  place  in  the 
postponed  Decoration  Day  road  race,  which 
was  held  on  Saturday  last,  2d  inst.  Hard- 
ing had  4  minutes  30  seconds'  handicap. 
Charles  Archibold,  last  year's  time  prize 
winner,  annexed  the  honor  again  this  year, 
covering  the  course  in  51  minutes  ~20  sec- 
onds. John  Berryessa,  of  San  Jose,  Cal., 
also  on  scratch,  won  second  time  prize,  in 
52:34. 

The  roads  over  which  the  race  was  run 
were  all  right  as  far  as  Bountiful,  but  at 
that  place  Jupiter  Pluvius  had  been  busy, 
and  as  a  consequence  the  sandy-clay  roads 
were  very  slippery.  All  the  riders  as  they 
finished  were  covered  from  head  to  foot 
with  mud  and  their  machines  carried 
enough  brick  clay  to  start  a  small  brick 
yard.  The  slippery  roads  were,  of  course, 
the  cause  of  innumerable  spills.  The  rider 
who  finished  the  race  without  having  once 
taken  a  tumble  was  the  exception.  Among 
the  number  who  had  the  worst  falls  were 
George  Lindholm,  who  reached  the  tape  in 
twenty-first  place,  with  his  arms  and  legs 
cut  and  bleeding  profusely.  "Chick"  Fehr 
came  in  tenth  with  bruises  from  head  to 
feet.  Arnold  Hughes  and  J.  A.  Hume,  the 
"crack"  track  rider,  also  took  several 
croppers. 

The  race  was  started  at  exactly  3:10  and 
the  seven  minute  men  began  the  grind.  At 
3:36  all  of  the  70  starters  were  under  way 
and  the  observation  train  pulled  out;  it 
carried  over  1,000  people  over  the  course. 
The  scratch  men  were  caught  by  the  train 
at  Warm  Springs  and  they  were  riding  fast 
and  close.  The  second  bunch,  composed  of 
4:00,  4:30  and  5:00  minute  men,  were 
strung  out  over  a  mile,  with  H.  Kesler  in 
the  lead.  The  other  long  markers  had 
bunched  at  3:50  o'clock  and  were  riding 
well. 

When  the  wet  roads  of  Bountiful  were 
reached  the  pace  became  so  slow  that  the 
train  had  to  stop  and  wait  for  the  riders. 
They  were  lost  from  view  for  about  ten 
minutes  and  when  sighted  again  Vic  Harri- 
son (6:00)  was  leading,  with  Harding  work- 
ing hard  to  catch  him.  On  the  home 
stretch  Harding  unwound  quicker  and 
swept  over  the  tape  with  a  lead  of  about 
four  feet.  In  third  place  and  not  a  dozen 
yards  behind  the  first  two  care  Archbold, 
the  winner  of  the  time  prize.  Forty-one 
riders  finished. 

One  of  the  riders  who  deserves  a  great 
deal  of  credit  is  Roland  Thomas  (5:00)  who 
finished  seventh.  Thomas  broke  his  wheel 
when  he  was  third  in  the  race.  At  the  top 
of  Frances  hill  he  espied  a  small  boy  riding 
a  bicycle  made  in  the  ante-bellum  days,  to 


judge  from  its  looks.  Grabbing  the  wheel 
from  the  boy  and  giving  him  his,  Thomas 
set  out  to  overtake  the  men  in  front,  and 
his  finish  away  up  in  front  showed  deter- 
mination and  endurance.  Summaries: 
Place.       Name.  Hdcp.     Time. 

1.  Burton  Hardy   4:30        58:16 

2.  Vern  Harrison   6:00        57:17 

3.  Charles  Archbold   scratch        51:20 

4.  G.  C.  Morris   3:00        55:11 

5.  Victor  Bernstrom   2:00        54:31 

6.  J.   Berryessa    scratch         52:34 

7.  Roland   Thomas    5:00        58:05 

8.  J.  E.  Rauscher   6:00        59:45 

9.  Charles   Hauser    7:00     1:01:01 

10.  Chick  Fehr    3:30         57:44 

11.  A.  J.  Hoffman 3:00        57:28 

12.  Frank  Schnell    scratch         54:36 

13.  A.  Rasmussen 3:30        58:07 

14.  H.  L.  Smith 6:00     1:00:44 

15.  Albert   Creps    2:30        57:14 

16.  Edward  Smith   2:00        57:02 

17.  A.  R.  Emery  4:00        58:07 

18.  A.  Jackson  4:00        59:11 

19.  G.  F.  Bates   3:30        56:42 

20.  H.  E.  McCormack   scratch         55:20 

21,    George    Linholm    (3:30),     58:23;     22, 

Clarence  Mabey  (scratch),  55:26;  23,  J. 
Drefenbocker  (4:30),  55:28;  24,  Herbert 
Young,  (5:00),  1:00:57;  25,  W.  McCallum 
(5:30),  1:01:36;  26,  Jack  Hansen  (2:00), 
58:16;  27,  M.  Wonnacott  (4:00),  1:00:16; 
28,  Francis  Meirs  (2:30),  58:57;  29,  A.  B. 
Smith  (2:00),  58:23;  30,  Phil  Wright  (1:00), 
57:24;  31,  E.  Erickson  (5:30),  1:03:34;  32, 
N.  Fullmer  (6:30),  1:03:10;  33,  Lewis  Win- 
ster  (6:30),  1:03:24;  34,  C.  E.  Riley  (3:00), 
1:00:50;  35,  O.  E.  Bocher  (3:30),  1:04:25; 
36,  Eddie  Kramer  (4:00),  1:02:23;  37,  H. 
Christopherson  (5:30),  1:03:27;  38,  Willie 
Gillam  (4:30),  1:03:25;  39,  George  Knight 
(4:30),  1:03:45;  40,  Arnold  Struhs  (6:00), 
1:05:16;  41,  H.  Kelser  (2:00),  1:02:08;  42, 
Henry  James  (2:30),  1:02:20. 


DENVER  TRACK  RE-OPENED 


First    Meet    Fared    Well,    Though    Pacing 
Machines  Behaved  Rather  Badly. 


Friol  Again  French  Champion. 

Emil  Friol  is  champion  of  France.  He 
won  the  title  for  the  second  time,  having 
held  it  in  1904,  at  the  race  meet  which  de- 
cided the  honor  at  the  Velodrome  des 
Princes,  Paris,  Thursday,  May  24.  To  do 
this  Friol  had  to  defeat  forty  of  the  best 
professional  riders  in  France,  including 
Poulain,  who  won  the  championship  last 
year.  The  distance  was  1,000  kilometres 
(621  miles),  and  after  five  preliminary 
heats,  four  of  the  consolation  heats  called 
"repechage,"  two  semi-finals  and  a  repe- 
chage  in  that,  Friol,  Dupre  and  Poulain  had 
qualified  for  the  final  heats. 

Friol  won  the  first  final  heat  by  half  a 
wheel  from  Poulain,  Dupre  being  two 
lengths  behind.  The  time  was  3:37.  The 
second  was  captured  easily  by  Dupre,  Friol 
getting  in  second  and  Poulain  a  length 
and  a  half  behind.  Friol  beat  Dupre  by  a 
length  in  the  third  final  heat  and  Poulain 
trailed  Dupre  by  about  the  same  distance. 
The  final  classification  gave  Friol  the  vic- 
tory with  4  points,  Dupre  second,  with  6, 
and  Poulain  third  with  8. 


Eight  hundred  sport-loving  Denver  en- 
thusiasts yelled  themselves  hoarse  at  the 
reopening  of  the  saucer  track  at  Denver 
A.  C.  Park  track.  Decoration  Day  after- 
noon, and  in  return  for  their  enthusiasm 
were  rewarded  with  a  card  of  good  racing. 

Perhaps  no  ont.  distinguished  himself  dur- 
ing the  afternoon  as  did  G.  R.  Boyd.  Misfor- 
tune clung  to  his  rear  wheel  as  tenaciously 
as  if  it  had  singled  him  out  a  victim,  and  he 
did  not  land  a  first,  but  his  gamehess  took 
the  crowd  and  he  was  easily  a  favorite.  His 
bad  luck  began  in  the  first  heat  of  what 
was  to  have  been  a  30-mile  motorpaced  race 
in  three  ten-mile  heats.  Erne  W.  Smith 
was  his  opponent.  Boyd's  pacing  machine 
behaved  badly  during  the  first  seven  miles 
and  finally  it  refused  to  spark  altogether. 
Boyd  finished  the  race  as  best  he  could 
without  pace.  He  brought  down  the  cheers 
of  the  house  once  when  he  slipped  in  be- 
hind Smith  and  stole  his  roller,  which  the 
other  rider  had  dropped  momentarily.  The 
steal  did  him  no  good,  however,  for  he 
finished  four  laps  to  the  bad,  which  is  not 
very  bad,  at  that. 

In  the  second  heat  Boyd  rode  behind  a 
motorcycle  minus  the  roller.  He  made  one 
of  the  pluckiest  rides  of  his  life  and  fin- 
ished only  two  laps  behind  Smith.  With 
an  even  break  the  changes  were  that  Boyd 
would  have  walloped  Smith  unmercifully, 
notwithstanding  that  the  former  is  just  out 
of  a  hospital. 

The  five-mile  motorpaced  race  between 
Frank  Starbird  and  John  Beard  was  won 
by  the  former  in  10:597^.  Beard  should 
have  been  an  easy  winner  had  not  his 
pacemaker  forgotten  that  he  had  a  man 
behind  him  and  endeavored  to  create 
records  on  the  side.     Summaries: 

OrTe  mile  novice — Won  by  E.  W.  Arm- 
strong; second,  James  Allen;  third,  Carl 
Kemler.     Time,  2:25. 

One  mile  tandem — Won  by  Harry  Bert- 
holf  and  Charles  Ferguson;  second,  Joseph 
Hudson  and  Albert  Lamoreaux.  Time,  2:15. 

Ten  mile  motorpaced,  professional — First 
heat  won  by  E.  W.  Smith;  second,  G.  R. 
Boyd.  Time,  10:00.  Second  heat  and  race 
won  by  E.  W.  Smith;  second,  G.  R.  Boyd. 
Time,  19:15. 

Two  mile  handicap,  amateur — Won  by 
James  Allen  (150  yards);  second,  John 
Beard  (scratch);  third,  E.  W.  Armstrong 
(ISO  yards).     Time,  4:47. 

One  mile  exhibition,  motorpaced — E.  W. 
Smith.    Time,  1:47  J^. 

Two  mile,  professional,  motorcycle — ^Won 
by  Vic  Anderson;  second,  Georga  Welch. 
Time,  3:10. 


314  THE  BICYCLING  WORLD 


A  Bee  Hive  of  Industry. 

WHEELS  TURNING. 

FACTORY  HUMMING. 

We're  now  working  harder  than  ever — day  and  night — and 
filling  as  rapidly  as  possible  the  ever  increasing  orders  for 

YALE  an'  SNELL  BICYCLES 

and  the  famous 

Yale-California  Motorcycle 

Earthquakes,  financial  or  otherwise,  have  not  affected  our  produc- 
tion one  particle,  and  our  energy  and  activity  is  greater  than  ever. 

We  are  carrying  out  all  our  contracts, 
and  shall  continue  to  do  so  despite 
the  statements  of  an  unscrupulous 
and  malicious  competitor. 


THE  CONSOLIDATED  MFG.  CO. 

TOLEDO,  OHIO. 


tHE  BICYCLING  WORLD 


315 


Light  loads  for  tourists 


"Jock"   Discusses  the   Matter   of   Luggage 
and  Explains  his  Conclusion. 


"Luggage,  or  baggage,  or  however  else 
one  may  describe  that  intolerable  load  un- 
der which  mankind — ah !  and  womankind — 
is  fated  to  travel  under  in  these  days,  al- 
ways appeals  to  me  as  a  veritable  curse; 
indeed,  were  I  given  to  superlatives,  I 
might,  not  untruthfully,  refer  to  it  as  the 
greatest  curse  which  civilization  has 
brought  to  the  traveler,"  writes  Jock  in  the 
Scottish  Cyclist.  "I  say  traveller  advisedly, 
for  the  troubles  that  follow  on  the  trail  of 
luggage  are  common,  more  or  less,  to  every 
individual  who,  even  for  the  space  of  a 
single  night,  forsakes  the  well  ordered  sur- 
roundings of  his  own  hearth.  Travel-  by 
what  means  he  may  matters  but  little — his 
baggage  is  the  bane  of  his  existence.  He 
can't  go  without  it,  or,  at  any  rate,  custom 
has  taught  him  to  believe  tha;t  he  cannot; 
and  he  finds  the  greatest  trouble  in  travel- 
ing with  it.  It  is  the  Banquo  that  sits  un- 
bidden but  persistent  at  the  feast  of  his 
annual  holiday.  From  the  time  he  opens 
the  receptacle,  the  foundation  of  his  lug- 
gage, and  lays  the  first  article  at  the  bot- 
tom thereof,  until  he  has  unpacked  it  at 
the  end  and  found,  let  us  hope,  the  tale  of 
his  belongings  complete,  luggage  monopol- 
izes his  mind. 

"Bad  as  is  the  luggage  question  on  a 
bicycle,  I  think  it  is  infinitely  worse  when 
traveling  by  train.  To  begin  with,  you 
generally  increase  its  volume  about  ten- 
fold, unless  you  happen  to  be  accompanied 
by  your  wife  when  you  multiply  it  by  ten 
times  ten  and  to  such  an  extent  does  the 
responsibility  it  entertains  encompass  you 
that  you  are  oblivious  to  all  other  matters 
rhundane  until  you  have  found  and  tipped 
a  porter  to  safeguard  your  property  and 
see  it  in  the  train;  after  which  you  have 
to  devote  your  attention  to  the  porter  in 
case  he  betrays  his  trust  and  leaves  your 
bags  and  boxes  at  the  mercy  of  the  thieves 
who,  as  every  one  knows,  haunt  railway 
stations  by  the  hundreds. 

"Even  when  in  the  train,  a  feeling  of  un- 
certainty haunts  you  as  to  whether  it  all  is 
a  bore,  or  whether  the  back  portion  of 
the  train,  where  your  luggage  has  been 
stored,  is  not  destined  to  be  hitched  onto 
some  other  engine,  to  find  its  destination 
in  an  entirely  different  direction  to  your- 
self. At  last  the  train  is  on  the  move,  and 
a  new  worry  has  you  in  its  grip;  for  away 
on  the  far  end  of  the  platform  lies  a  box, 
which  you  are  prepared  to  bet  the  Bank 
of  England  to  a  trousers  button  is  part 
of. your  property.  'It's  no  use  telling  me, 
sir,  that  I  may  be  mistaken;  I'd  know  that 
box  in  a  minute.'  You  sit  and  worry  about 
it  until  the  journey's  end  when  you  find  all 
your  belongings   lying  comfortably   in   the 


"But  the  luggage  nuisance  is  not  new;  it 
antedates  cycles  and  railways,  and  even 
what  is  known  as  the  'coaching  era.'  Lug- 
gage has  been  a  drag  on  mankind's  progress 
ever  since  mankind  took  to  sporting  a  Sun- 
day suit  or  a  'best'  frock. 

"History  teems  with  instances  to  prove 
this.  How  many  great  undertakings  have 
been  spoiled  because  the  undertakers  in- 
sisted upon  carrying  around  with  them  a 
lot  of  luggage?  Only  a  few  days  since  we 
had  a  reminder  of  the  moral  history  points 
in  this  by  the  announcement  that  somebody 
or  somebodies  were  going  to  hunt  for  King 
John's  odds  and  ends  lost  in  the  Wash. 
Most  of  us  lose  things  in  the  wash,  but  the 
Wash  referred  to  here  is  a  geographical, 
not  a  domestic,  and  though  King  John 
does  not  in  my  opinion  rank  high  in  the 
calendar  of  even  England's  saints,  I  think 
we  can  all  accord  him  a  hearty  vote  of  sym- 
pathy as  we  picture  him  looking  back  and 
beholding  his  wagons  being  swallowed  up 
in  the  waters.  And  talking  of  the  Wash 
reminds  me  of  another  proof  of  my  con- 
tention, given  by  the  late  war  in  South 
Africa.  We  have  it  on  no  less  authority 
than  the  'Daily  Mail'  that  our  opponents 
never  washed,  and  therein,  I  am  convinced, 
lies  the  explanation  of  their  early  successes. 
As  they  never  washed,  they  had  not  even 
to  burden  themselves  with  so  much  as  a 
cake  of  soap — hence  their  mobility.  It  was 
only  when  they  started  carrying  around  a 
bath  tub  and  a  dress  suit  that  they  got 
into  trouble. 

"The  happy  dwellers  in  warm  latitudes 
score  heavily  in  the  matter  of  luggage.  I 
cannot  speak  from  personal  experience  of 
the  'nigger'  in  his  native  haunts,  but  I  am 
given  to  understand  that  the  whole  costume 
of  the  native  in  some  parts  of  the  world 
would  not  fill  an  average  pill  box. 

"Still,  we  have  to  face  the  unpleasant 
fact  that,  when  we  cut  ourselves  adrift 
from  home,  luggage,  whether  it  be  much  or 
little,  is  a  necessity;  and  given  the  luggage, 
comes  the  question  of  how  to  carry  it. 
The  worthy  folk  who  devote  their  lives 
to  thinking  hard  to  find  means  whereby  to 
remove  obstacles  from  the  path  of  the 
cycling  tourist  have  done  their  best  to 
make  it  easy  to  carry  a  maximum  of  lug- 
gage on  a  minimum  of  bicycle.  There  is 
hardly  a  portion  of  the  bicycle,  ancient  or 
modern,  which  has  not  in  turn  been  re- 
quisitioned to  support  a  luggage  carrier. 

"In  the  brave  days  of  old,  when  we  dis- 
ported ourselves  on  the  ordinary,  as  the  old 
high  bicycle  is  miscalled,  the  luggage  ques- 
tion was  a  truly  burning  one.  It,  the  lug- 
gage, was  sometimes  fixed  behind  the  sad- 
dle and  extended  in  a  sausage-like  package 
half-way  down  the  backbone;  then  some 
genius  invented  a  sort  of  front-fork  exten- 
sion, which  carried  a  bag  on  either  side  of 
the  wheel  pannierwise,  the  luggage  being 
thus  conveyed  between  the  hub  level  and 
the  ground.  Even  the  inside  of  the  wheel 
was  utilized,  a  carrier  encircling  the  hub, 
and  necessitating,  if  I  remember  aright, 
the    unpacking    of   one's    wardro)5e    in    the 


stable  yard.  Happily,  the  safety  is  more 
adaptable,  and  offers  more  scope  for  the 
inventive  genius  to  exercise  itself — handle- 
bar carriers  by  the  dozen,  and  front-wheel 
carriers,  and  frame  bags,  and  last  but  not 
least,  back-wheel  carriers  have  all  had 
their  turn,  and  have  all  or  nearly  all  sur- 
vived. The  palm  for  convenience  must,  I 
think,  be  given  to  the  little  platform  carrier 
over  the  back  wheel.  Strange  that  such  a 
contrivance  should  have  appeared  so  late 
in  the  day,  for  of  all  positions  whereon  to 
impose  the  unwelcome  burden  there  can 
be  no  doubt  that  over  the  centre  of  the 
driving  wheel  and  well  below  the  level  of 
the  saddle  is  the  best.  Personally,  I  do  not 
use  a  carrier  of  this  kind  for  touring,  be- 
cause, as  I  explained  in  a  previous  paper  on 
'Impedimenta,'  the  bulk  of  my  luggage  is 
almost  a  negligible  quantity.  In  fact,  I 
approach  as  nearly  as  possible  on  tour  to 
my  ideal  native  as  convention  will  permit, 
and  find  a  small  handle-bar  carrier  ample 
for  my  needs.  But  for  those  whose  views 
on  this  important  matter  do  not  coincide 
with  my  own,  the  rear  platform  carrier  is 
as  near  perfection  as  we  are  likely  to  get 
so  long  as  the  bicycle  retains  its  present 
form.  I  have  tried  it  pretty  extensively  in 
a  business  way,  and  have  never  found  it 
wanting. 

"The  front  platform  carrier  I  have  no 
practical  knowledge  of,  but  theoretically  I 
am  against  it,  except  for  those  of  sybaritic 
tastes  who  cannot  tour  happily  without  a 
ponderous  load  of  their  belongings.  Any 
great  weight  in  front  of  the  steering  fork 
must  spoil  the  delicacy  of  the  steering,  and 
of  all  positions  practicable  this  I  consider 
the  least  desirable.  For  the  frame  bag 
little  can  be  said  in  favor.  Its  principal  ad- 
mirers are  those  who  have  never  tried  it 
on  a  lengthy  tour,  and  its  shortcomings 
were  so  pronounced  in  my  own  case  that 
it  was  one  of  the  main  causes  of  my  con- 
version to  the  ranks  of  the  light  marching 
brigade.  Were  a  man's  nether  limbs  placed 
some  two  or  three  inches  further  apart  the 
frame  bag  would  probably  answer  fairly 
well,  but  man  being  built,  as  a  rule,  to  a 
standard  specification,  and  not  being  adapt- 
able to  improvement  up  to  date,  the  frame 
bag  must  be  struck  off  the  list  if  he  is  to 
tour  in  comfort.  When  new  it  answers  fairly 
well,  but  after  a  little  use  the  pristine  flat- 
ness of  its  sides  changes  to  a  double  full- 
belliedness  provocative  of  discomfort  to 
all  but  those  favored  with  the  doubtful 
blessing  of  bow  legs. 

"The  back-wheel  carrier  would  therefore 
appear  to  be  the  best,  and  among  its  claims 
to  patronage  may  be  uged  its  adaptibility 
to  carry  packages  of  every  kind,  sort,  or 
description,  as  Dr.  Turner  would  say.  For 
packing  one's  touring  outfit  I  have  seen  a 
recommendation  to  use  the  little  collapsible 
straw  baskets  from  Japan,  but  these,  though 
collapsible,  have  a  certain  irreducible  mini- 
mum of  size,  and,  not  being  waterproof, 
have  to  be  covered  with  some  material  im- 
pervious to  the  weather.  A  better  plan, 
which  I  used  to  follow  in  my  tricycling  era. 


316 


THE  BICYCLING  WORLD 
Motorcycles  in  Use  in  Stricken  San  Francisco 


is  to  utilize  a  couple  of  pieces  of  stout  mill- 
board, between  which  everything  can  be 
packed,  and  the  whole  bundle  be  covered 
by  a  square  of  mackintosh  sheeting.  It  is 
advisable  to  fasten  such  a  bundle  independ- 
ently of  the  straps  which  attach  it' to  the 
carrier,  so  that  it  may  be  removed  intact, 
and  the  risk  of  unintentionally  spilling  and 
displaying  our  wardrobe  to  the  vulgar  gaze 
avoided. 

"I  think  the  best  solution  is  to  learn  to 
dispense  with  as  much  as  possible,  and 
travel  lightly  laden." 


Result  of  Trying  Strange  Machines. 

Riding  another  man's  motor  bicycle  is 
something  like  riding  another  man's  horse, 
there  is  no  telling  just  what  will  happen 
during  the  first  few  minutes,  and  even  after 
they  have  been  passed  over  in  apparent 
safety,  history  is  apt  to  be  making  rapid 
strides  just  when  it  is  least  expected.  The 
other  day,  a  well-known  expert  was  invited 
to  try  a  new  mount  which  a  friend  had  just 
become  the  possessor  of,  and  nothing  loth, 
after  being  assured  that  it  was  sound  and 
kind  in  every  way,  he  essayed  to  bestride  it. 
Running  along  side  for  a  flying  start,  in 
showy  fashion,  he  accidently  dropped  the 
exhaust  lifter  just  as  he  was  bounding  into 
the  saddle,  and  was  pained  and  not  a  little 
alarmed  to  note  the  vivacious  manner  in 
which  it  picked  up  a  twenty-mile  pace,  and 
shot  away  from  the  mark.-  As  his  course 
was  limited  to  a  roadway  none  too  broad, 
leading  to  a  high  board  fence  vs^hich  blocked 
it  not  a  hundred  yards  away,  it  became  a 
case  of  jump  or  be  projected  through  the 
fence,  and  he  wisely  chose  the  former 
course,  landing  emphatically  and  ungrace- 
fully on  the  ground  with  the  mount  on  top 
of  him.  Barring  a  few  scratches,  no  harm 
was  done,  but  the  incident  taught  him  a 
lesson.  Later,  it  developed  that  the  machine 
was  built  for  racing,  and  that  its  slowest 
speed  was  something  like  18  miles  an  hour. 


How  the  Tricars  Helped. 

Although  a  deal  has  been  written  and 
spoken  of  the  part  which  the  motor  vehicle 
played  in  the  recent  disturbance  in  San 
Francisco,  it  is  safe  to  say  that  the.  half 
has  not  been  told,  nor  ever  will.  For  in 
such  a  time  of  confusion,  though  each  man's 
part  in  the  common  toil  may  be  related,  so 
numerous  and  varied  were  the  experiences 
and  so  many  and  diverse  were  the  parts 
played  in  the  drama,  that  no  summary  can 
ever  be  tabulated.  Only,  it  is  apperent  that 
in  the  chaos  which  followed  the  earthquake 
and  the  fire,  the  bicycle  and  the"  motor- 
cycle in  dispatch  and  courier  duty,  per- 
formed their  parts  in  a  faithful  and  satis- 
factory manner  which  was  in  no  way 
eclipsed.  Naturally  enough,  the  tricar,  too, 
had  work  to  do,  and  what  it  did,  seemingly 
has  escaped  the  narrative  of  tongue  and 
pen  alike,  up  to  the  present. 

Accompanying,  are  two  hitherto  unpub- 
lished pictures  illustrative  of  the  service 
of  that  particularly  light  and  facile  vehicle, 
in  mute  bijt  conclusive  evidence  of  its 
work.  In  one,  a  worried  looking  man,  with 
his  lares  and  penates  strapped  before  him, 
is  to  be  seen — a  part  of  the  general  exodus 
which  followed  the  destruction  of  approx- 
imately one-third  of  the  great  city.  In 
the  other,  a  glimpse  of  the  relief  work  is 
to  be  had.  The  injured  man  in  the  fore- 
carriage,  despite  his  bandages,  appears  to 
rather  enjoy  his  position. 

Whatever  may  have  been  the  efficiency 
of  the  ponderous  motor  cars  at  that  time, 
it  is  perfectly  apparent  that  the  work  of 
the  cycles  was  at  a  great  advantage  over 
them  because  of  their  lightness  and  the 
facility  with  which  they  could  be  guided 
over  the  treacherous  courses  which  they 
were  obliged  to  follow.  Everything  was  in 
their  favor,  quick  to  respond  to  the  steering 
arm,  elastic  in  control  and  action,  suffi- 
ciently short  in  base  to  be  managed  in  nar- 
row   quarters,    and   stable   in   withstanding 


the    hardest    of   knocks,    they    proved    their 
worth  through  all  the  long  hours  of  their 


When  Motorcycles  "Flared  up."      ' 

Burning  up  is  an  evil  habit  that  has  been 
thus  far  confined  to  the  automobile,  but 
within  the  past  week  two  cases  of  motor 
bicycles  having  taken,  fire  have  appeared. 
One  comes  from  Springfield,  Mass.,  and 
resulted  in  calling  out  the  local  fire  depart- 
ment. The  owner  of  the  machine  was  fill- 
ing the  tank  with  gasolene  when  in  some 
mysterious  manner  or  other  it  took  fire. 
The  height  to  which  the  flames  leaped 
caused  some  timid  bystander  to  summon 
the  professional  fire  fighters  but  their  ser- 
vices were  not  needed  and  after  the  sup- 
posed conflagration  the  motor  bicycle  was 
little  the  worse  for  wear. 

The  second  case  hails  from  the  other 
side.  In  this  instance  the  cyclist  was  rid- 
ing along  when  the  tank  was  suddenly  en- 
veloped in  flames.  The  latter  spread  with 
great  rapidity  and  caused  the  rider  to  come 
to  a  halt  and  dismount  with  more  agility 
than  grace.  One  of  the  curious  crowd  at- 
tracted by  the  sight  was  seemingly  more  in- 
terested in  putting  out  the  fire  than  the 
owner  of  the  machine,  for  he  quickly  took 
oflf  his  coat  and  tried  to  smother  it.  The 
net  result  was  the  loss  of  one  coat  which 
burned  as  quickly  as  the  gasolene.  When 
both  coat  and  machine  owners  had  resigned 
themselves  to  complete  loss  a  policeman 
rushed  out  of  a  nearby  station  with  a  hand 
extinguisher  which  brought  the  show  to 
an  end  in  short  order.  As  was  naturally  to 
be  expected,  the  only  damage  done  in  either 
case  was  to  the  saddle,  although  the  coil 
and  battery  are  vulnerable  points  which 
were  protected  in  the  instances  in  question, 
by  their  location  away  from  the  tank. 


"Motorcycles:  How  to  Manage  Them." 
Price,  SOc.  The  Bicycling  World  Co.,  154 
Nassau  Street,  New  Y»rk. 


THE  BICYCLING  WORLD 


317 


RELATING  TO  LUBRICATION 


Instructive    Discourse    on    the    Oiling    of 
Motorcycles  and  the  Grades  of  Oil. 


Some  interesting  points  in  the  au-ini- 
portant  subject  of  lubrication  ttiat  have 
either  not  been  touched  upon  at  all  pre- 
viously or  dismissed  with  slight  attention 
vvfere  brought  out  in  a  paper  on  this  topic 
read  to  the  members  of  a  foreign  organiza- 
tion by  J.  W.  Brooker.  Before  actually 
touching  upon  the  subject  of  lubrication 
proper,  he  brought  out  the  fact  that  tliere 
is  more  than  one  kind  of  friction;  when  the 
surfaces  of  two  solid  bodies  slide  or  roll 
upon  another  what  may  be  termed  "solid" 
friction  is  set  up,  and  when  fluids  do  like- 
wise "fluid"  friction.  Lubricants  minimize 
the  former,  but  they  set  up  the  latter  them- 
selves. 

The  ideal  construction  is  one  when  the 
sliding  surfaces  are  completely  separated 
by  the  film  of  lubricant;  but  it  is  seldom  at- 
tained, so  that  for  all  practical  purposes 
there  is  a  compound  friction  due  to  the  ac- 
tion of  surfaces  partly  separated  by  a  fluid 
in  which  there  is  solid  friction  where  the 
bare  surfaces  touch  one  another,  and  fluid 
friction  where  the  lubricant  intervenes.  Vis- 
cosity is  the  property  by  virtue  of  which 
the  lubricant  forms  a  comparatively  thick 
film  between  rubbing  surfaces.  The  more 
viscous  the  lubricant,  the  greater  is  the 
pressure  which  can  be  sustained;  but,  at 
the  same  time,  unnecessary  high  viscosity 
creates  unnecessary  fluid  friction,  and  the 
viscosity  of  the  lubricant  should,  therefore, 
be  in  proportion  to  the  pressure  which  it 
will  have  to  sustain. 

One  of  the  functions  of  a  lubricant  is  to 
overcome  or  neutralize  accidental  variations 
of  the  smoothness  of  surfaces,  which  though 
almost  infinitesimal  in  magnitude,  cause 
variations  in  the  friction  and  always  tend 
to  produce  overheating,  and  it  is  solely  a 
matter  of  chance  when  these  tendencies 
preponderate  over  the  lubricating  effect  of 
the  oil.  A  light  oil  lubricates  as  well  as  a 
viscous  one  when  all  is  smooth,  but  when 
a  minute  irregularity  occurs,  such  as  grit 
or  rough  places  on  the  surfaces,  heat  is  gen- 
erated when  the  oil  becomes  too  thin,  and 
there  is  a  risk  of  seizure  taking  place.  By 
the  use  of  a  plentiful  supply  of  a  viscous 
lubricant  this  risk  can  be  considerably  re- 
duced. A  new  engine  under  lubricated  will 
seize  much  more  readily  than  one  well  run 
in.  There  are  three  other  conditions  to 
meet  which  a  viscous  lubricant  is  necessary, 
viz.,  great  pressure,  slow  speed,  and  high 
temperature. 

"Seizing"  always  can  b-.  traced  to  a  failure 
of  the  lubricant  to  keep  metal  surfaces  ade- 
quately separated  by  a  film  of  oil.  Either 
the  oil  may  be  too  thin,  or  the  pressure  be- 
tween the  surfaces  too  great,  or  there  may 
be  no  lubricant  there  at  all.  The  last  will 
be  a  matter  of  rank  carelessness  or  a  failure 
of  the  lubricating  system;  in  either  case  it 


is  outside  the  limits  of  this  paper.  When 
the  two  surfaces  come  into  close  contact 
under  considerable  pressure  much  work  has 
to  be  done  to  get  one  to  slide  over  the 
other.  The  heat  thus  produced  raises  the 
temperature  of  the  bearing,  and  the  mole- 
cules of  metal  of  the  two  surfaces  spurred 
into  great  activity  by  the  rise  of  tempera- 
ture diffuse  from  the  shaft  into  the  brasses 
or  bushes,  and  from  the  piston  into  the 
cylinder  wall  and  vice  versa.  This  tendency 
to  diffuse  or  weld  is  so  great  that  when  two 
metals  with  carefully  cleaned  -and  polished 
surfaces  are  very  strongly  pressed  together 
and  left  for  several  weeks  at  the  atmos- 
pheric temperature,  molecules  are  found 
diffused  throughout  the  other. 


^ 


Mamm 

ARE 

600D  STICKERS 


SAME  LABEL 


SAME  CEMENT 


EVERY  TIME  YOU  BOY 


Morgan  x  Wright 

CHICAGO 


NKW    YOKE    BRAKCB    Z14-21«    WIST    47TH    ST. 


Scoring  and  seizing  are  facilitated  by 
high  temperature,  high  pressure,  and  close 
fitting;  a  close  fit  at  a  low  temperature  be- 
comes a  much  closer  fit  at  a  high  tempera- 
ture, lience,  the  principal  features  that 
a  suitable  lubricant  should  possess  are  ar- 
rived at — it  must  withstand  the  maximum 
pressure  and  the  maximum,  temperature 
which  it  will  have  to  meet,  and  preserve  as 
far  as  possible  an  unbroken  film  between 
the  sliding  surfaces. 

The  variety  of  substances  added  to  a  lub- 
ricant for  one  purpose  or  another  is  very 
great.  Each  has  its  use — some  improve, 
others  do  the  reverse.  There  is  a  material 
here  variously  known  as  a  "thickener,"  "vjs- 
com,"  etc.,  intended  to  be  added  to  a  thin 
oil  to  increase  its  viscosity.  It  consists  of 
cotton  seed  or  other  vegetable  oil  saponified 
with  alkali  and  the  resulting  snap  precipi- 
tated by  alum.  Ordinary  soap  is  sometimes 
added  to  a  lubricant;  it  imparts  body  and 
gives  a  fine  sparkling  appearance,  but  it  is 
quite  unfit — indeed  harmful — for  lubrica- 
tion. Water,  although  not  exactly  an  adult- 
erant,  is    often   found   in   a   badly  prepared 


lubricant;  it  causes  great  trouble,  especially 
in  cylinders,  and  particularly  if  vegetable 
oils  are  also  present.  Another  adulterant 
added  to  improve  the  viscosity  of  a  poor 
oil  is  india  rubber,  it  is  said  to  prevent  the 
tendency  of  an  oil  to  gum  on  the  bearings, 
but  imagine  its  effect  if  it  gets  into  the  com- 
bustion chamber  by  mistake. 

The  point,  however,  of  greatest  interest 
is  whether  to  countenance  the  addition  to 
the  mineral  oil  of  vegetable  oils,  such  as 
cotton  seed,  rape  seed,  or  olive  oil;  or  of 
animal  fats,  such  as  lard,  tallow,  neatsfoot 
oil,  or  sperm  oil.  In  their  favor  it  may  be 
said  that  they  have  a  very  low  setting  or 
solidifying  point,  and  when  heated  thin 
much  less  rapidly  than  do  mineral  oils  of  a 
similar  viscosity.  Further,  they  are  more 
resistant  to  high  pressures,  hence  their  use 
under  certain  conditions  for  heavy  steam 
and  gas  engines.  The  following  are  a  few 
arguments  against  the  use  of  vegetable  oils, 
even  in  small  quantities.  They  all  develop 
acidity,  particularly  at  high  temperatures, 
which  has  a  corrosive  action  on  metals.  They 
nearly  all  absorb  oxygen  from  the  atmos- 
phere, and  thicken  or  gum  on  the  bearings. 
At  a  high  temperature  such  as  might  be 
met  in  an  air-cooled  cylinder  the  fatty  mat- 
ter would  be  burnt  into  a  tarry  deposit, 
while  a  mineral  oil  at  the  same  temperature 
would  be  merely  volatilised  and  swept  out 
of  the  cylinder  with  the  exhaust  gases.  It 
is,  of  course,  possible  that  with  the  cylinder 
running  cool,  the  temperature  at  which  the 
vegetable  portion  will  be  decomposed  is 
not  reached. 

The  first  effect  of  heat  on  a  lubricant  is 
to  considerably  reduce  its  viscosity.  The 
temperature  of  the  cylinder  wall  in  an  air- 
cooled  engine  averages  from  250  deg.  to  300 
deg  Fah.,  and  in  a  water-cooled  engine 
from  180  deg.  to  250  deg.  Fah.  At  the 
higher  of  these  temperatures  the  lubricant 
is  about  as  thin  as  water  or  kerosen.e  and 
splashes  just  as  readily.  If  there  be  an  ade- 
quate supply,  even  in  this  state,  it  is  capable 
of  preserving  a  good  film  between  piston 
and  cylinder,  and  it  is  not  till  temperatures 
of  400  deg.  up  to  500  deg.  Fah.  are  reached 
that  danger  arises.  Unless  copious  supplies 
are  pumped  in  to  make  up  the  loss  by  evap- 
oration the  piston  will  seize.  With  a  well- 
refined  pure  oil,  99  parts  in  a  100,  say,  evap- 
orate and  do  no  damage;  the  one  part  is 
carbonized — that  is  to  say,  decomposed  by 
the  heat.  It  is  solid  matter  in  a  very  fine 
state  of  division;  a  portion  of  it  will  go  out 
of  the  exhaust  with  the  gases,  the  rest  will 
be  deposited  on  the  walls  of  the  combustion 
chamber  and  on  top  of  the  piston.  In  the 
case  of  the  oil  containing  notable  quantities 
of  impurities,  the  proportion  carbonized  is 
very  much  greater,  and  the  deposit  in  the 
cylinder  head  grows  more  rapidly. 

There  is  another  and  a  very  prolific  cause 
for  this  deposit,  and  that  is,  defective  car- 
buration.  Either  an  over  rich  or  a  not 
sufficiently  sprayed  and  vaporized  mixture 
will  cause  a  carbon  deposit  to  form.  In 
practically    every    case    these    deposits    are 


318 


THE  BICYCLING  WORLD 


the  cause  of  pre-ignition,  and  in  many  cases 
of  overheating.  There  are  few  worse  con- 
ductors of  heat  than  carbon,  and  a  thin  film 
will  work  wonders  in  keeping  the  heat  in. 
The  lubricant  is  always  at  the  same  tem- 
perature as  the  cylinder  wall,  and  it  is  this 
factor  which  governs  the  choice  of  an  oil. 

The  size  of  a  cylinder  is  of  some  ac- 
count, because  a  big  cylinder  means  a  big 
piston  and  a  correspondingly  heavy  pres- 
sure between  them.  If  an  abnormal  piston 
speed,  either  very  fast  or  very  slow,  is  em- 
ployed, that  must  be  taken  into  account,  but, 
as  a  rule,  piston  speed  need  not  be  consid- 
ered, so  the  question  narrows  down  to 
cylinder  temperature  as  the  chief  question 
to  be  studied.  With  an  efficiently  water- 
cooled  engine,  an  oil  of  moderate  viscosity 
and  volatility  can  be  used;  in  fact,  a  good 
quality  of  gas  engine  oil  will  frequently 
serve.  But  it  is  necessary  to  discriminate 
between  a  single-cylinder  and  four  or  six 
cylinders;  the  latter  engine,  with  its  smaller 
and  cooler  cylinders,  less  pressure  on  crank 
pins  and  shaft  and  higher  average  speed 
of  running,  is  best  served  by  a  thinner  lub- 
ricant than  the  slower  speed  single-cylinder 
engine. 

To  sum  up,  the  chief  properties  which  the 
proper  lubricant  should  possess  are,  first, 
sufficient  body  or  viscosity  to  prevent  the 
surfaces  it  is  intended  to  lubricate  from 
rubbing  together  or  coming  into  actual 
metallic  contact  at  their  maximum  pressure 
and  temperature.  Second,  the  greatest 
fluidity  consistent  with  the  required  vis- 
cosity; third,  freedom  from  change  through 
atmospheric  influences  as  well  as  from  fatty 
or  mineral  acids  likely  to  corrode  the  sur- 
faces of  the  metal.  Fourth,  a  high  "flash 
point'  or  temperature  of  vaporisation  and 
decomposition  and  a  low  freezing  or  "set- 
ting" point.  That  it  should  be  free  from 
grit,  water  or  other  foreign  substances  goes 
without  saying.    . 

To  ascertain  whether  a  certain  sample  of 
oil  meets  the  requirements  that  it  should 
have  in  order  to  be  used  for  a  certain  pur- 
pose such  as  for  the  motor  cylinder,  it  is 
subjected  to  a  number  of  tests.  Its  flash 
point  and  ignition  point  are  tested  at  the 
same  time,  the  first  representing  the  tem- 
perature to  which  the  oil  can  be  heated  be- 
fore it  gives  ofif  an  inflammable  vapor  and 
the  second,  the  temperature  at  which  it  will 
actually  take  fire.  If  the  specimen  under 
test  happens  to  be  a  compound  consisting 
of  light  and  heavy  oils  or  a  proportion  of 
more  volatile  oil,  this  test  is  apt  to  be  mis- 
leading as  the  light  portion  takes  fire  much 
sooner  and  ignites  the  remainder,  before 
it  would  otherwise  burn.  In  order  to  ascer- 
tain the  volatility  of  an  oil,  it  is  usually  ex- 
posed in  a  shallow  opein  pan  for  twelve  to 
twenty-four  hours  at  a  temperature  of  200 
to  250  degrees  Fahrenheit,  the  amount  of 
loss  by  evaporation  determining  its  quality 
in  this  respect. 

To  ascertain  its  freezing  or  "setting" 
point,  the  sample  is  slowly  cooled  by  a 
freezing  mixture  and  the  temperature  at 
which  parafine  or  other  solid  hydrocarbon 


is  deposited  is  noted.  In  many  cases  no 
precipitation  whatever  occurs  so  that  the 
point  at  which  the  whole  mass  solidifies 
marks  the  only  observation  to  be  taken. 
The  presence  of  acids  is  also  tested  for  and 
whether  due  to  mineral  acids — evidence  of 
bad  refining — or  to  fatty  acids  which  show 
the  existence  of  fixed  oils  in  the  sample. 
The  latter  is  heated  with  a  solution  of  caus- 
tic soda  or  potash  in  dilute  alcohol  which 
renders  the  fatty  oil  soluble.  It  can  then 
be  washed  out  with  water  and  its  percent- 
age obtained,  or  from  the  mineral  oil  which 
is  not  acted  upon  by  the  alkali,  can  be  ex- 
tracted from  the  mixture  with  the  aid  of 
gasolene  and  weighed  to  see  whether  it 
has  lost  weight  or  not.  The  spreading 
power  of  a  lubricant  is  tested  by  placing 
equal  drops  of  it  between  polished  glass  or 
steel  surfaces  heated  from  250  to  300  de- 
grees Fahrenheit.  Gumming  and  oxidation 
tests  conclude  the  series  and,  as  their  names 
indicate,  are  to  determine  the  absorption 
of  oxygen  or  exposure,  and  the  extent  of 
the  formation  of  gum,  as  a  good  mineral 
oil,  even  on  long  exposure,  absorbs  very 
little  oxygen  and  remains  practically  un- 
changed, while  all  fixed  oils  change  more 
or  less  quickly  under  these  conditions  and 
the   change  is   hastened  by  warming. 


The   Starting  of  Two-Cylinders. 

Although,  thanks  to  the  successful  appli- 
cation of  the  exhaust-lifter  to  the  average 
motor  bicycle,  there  is,  or  should  be,  little 
or  no  difficulty  in  starting  the  machine  un- 
der any  and  all  circumstances,  with  the  twin 
cylinder  machine,  owing  to  the  greater 
power  of  the  motor,  and  the  more  even  dis- 
tribution of  the  effort,  starting  is  apt  to  be 
less  easy,  especially  with  a  high  geared 
mount.  It  is  difficult  to  swing  the  pistons 
over  the  compression  points,  and  when  the 
explosions  begin  to  patter  out  through  the 
muffler,  the  increment  of  power  is  so  strong 
and  abrupt  that  the  driving  tire  gives  a 
destructive  slip  of  a  half-turn,  or  so,  and 
then  the  machine  shoots  away  with  a  sud- 
denness that  is  disconcerting  to  the  novice, 
to  say  the  least.  By  a  little  contrivance, 
however,  this  difficulty  may  be  avoided,  and 
not  simply  this,  but  the  accompanying  in- 
convenience of  incomplete  and  spasmodic 
action  when  running  through  traffic  may  be 
alleviated. 

All  that  is  required  is  to  arrange  the  lift- 
ers so  that  instead  of  acting  in  unison,  they 
will  be  separated  by  a  slight  interval  of 
motion  in  the  grip  or  other  controlling 
lever.  Thus,  one  cylinder  may  be  made  to 
lead  the  other  when  the  lifters  are  released, 
thereby  taking  up  only  part  of  the  load,  and 
providing  a  smoother  means  of  getting 
away.  By  this  means,  when  starting  by 
pedalling,  at  first,  no  compression  resistance 
is  encountered,  then  only  that  of  one  cylin- 
der, which  begins  to  act  before  the  other 
comes  in  at  all,  and  so  the  actual  labor  of 
pedalling  is  no  greater  than  that  of  turning 
over  a  single  cylinder  motor  of  one-half  of 
the   actual    power.      Similarly,   when   it   is 


desired  to  cut  down  the  power  while  run- 
ning through  traffic,  a  slight  motion  of  the 
lifting  lever,  serves  to  release  the  compres- 
sion on  one  cylinder  only,  thereby  cutting 
down  the  output  of  the  rtiotor  by  less  than 
one-half  at  half  throw,  and  completely  on 
full  throw. 

Of  course,  the  methods  of  control 
differing  as  much  as  they  do  on  different 
machines,  no  set  method  of  procedure  for 
obtaining  this  arrangement  can  be  set  down, 
but  in  general,  it  may  be  said  that  a  suitable 
adjustment  of  the  connecting  rods  or  wires, 
together  with  the  insertion  of  a  thin  washer 
under  one  of  the  lifting  arms  and  above 
the  tappet  will  serve  the  desired  end.  An- 
other method  of  controlling  a  multicylinder 
motor,  is  to  arrange  a  switch  in  such  a  way 
that  the  ignition  may  be  cut  off  progres- 
sively. This,  however,  results  in  just  the 
spasmodic  action  which  it  is  desirable  to 
avoid,  and  hence,  despite  the  simplicity  of 
the  method,  it  is  by  no  means  to  be  pre- 
ferred to  the  other. 


Boric  Acid  as  a  Flux. 

"Borax  is  usually  employed  as  a  flux  for 
brazing  gray  iron,  but  I  have  found  that 
boric  acid  or  boracic  acid,  which  are  the 
same  thing  under  different  names,  are 
superior  for  the  purpose,"  says  a  writer 
in  the  American  Machinist.  "It  is  prefer- 
able to  mix  the  acid,  which  is  a  powder, 
with  water  to  a  thick  paste,  painting  it 
along  the  joint,  covering  it  thoroughly  so 
that  when  heated  the  melted  flux  will  cover 
the  surfaces  to  be  joined.  If  the  fracture 
should  measure  more  than  about  five- 
eighths  of  an  inch  across,  it  would  be  well 
to  place  a  coating  between  the  surfaces  to 
be  joined  also,  diring  or  otherwise  fasten- 
ing the  pieces  together  securely. 

"I  have  successfully  joined  steel  to  steel, 
steel  to  gray  iron  and  gray  iron  to  gray 
iron,  the  latter  when  surfaces  were  clean, 
bright  metal  and  a  fairly  close  fit,  using 
brass  brazing  wire  and  a  soft  coal  fire. 
Upon  trying  the  same  means  on  a  frac- 
tured piece  of  cast-iron,  the  brass  could  not 
be  made  to  adhere  to  the  rough  surfaces, 
but  after  touching  both  surfaces  on  an 
emery  wheel — so  as  to  smooth  and  brighten 
them  as  much  as  possible  without  changing 
the  general  shape,  and  preserving  the  outer 
edge  all  around  to  keep  the  alinement  for 
the  mended  piece — a  union  was  obtained, 
but  on  account  of  the  thick  layer  of  brass, 
the  joint  was  not  quite  as  strong  as  one 
made   between   closely-fitting   pieces. 

"Joints  between  two  pieces  of  gray  iron 
where  the  brazed  surfaces  were  filed 
smooth,  also  where  they  were  slightly 
ground  on  the  broken  surface  before  braz- 
ing, give  evidence  of  being  fully  as  strong 
as  joints  made  with  borax." 


"The  A  B  C  of  Electricity"  will  aid  you 
in  understanding  many  things  about  motors 
that  may  now  seem  hard  of  understanding. 
Price,  50  cents.  The  Bicycling  World  Pub- 
lishing Co.,  154  Nassau  street.  New  York. 


The  Week's  Patents. 

820,296.  Method  of  Making  Armored 
Tires.  Valery  Gallien,  Paris,  France,  as- 
signor to  Societe-Anonyme  des  Pneumat- 
iques  Cuir  "Samson,"  Paris,  France.  Filed 
Jan.  26,  1903.    Serial  No.  140,624. 

Claim. — 1.  The  method  of  making  ar- 
mored tires  which  consists  in  cold-vulcaniz- 
ing the  flesh  side  of  chrome-tanned  leather 
to   rubber   tires,   substantially   as   set  forth. 

820,230.  Intake-Valve  for  Explosive  En- 
gines. Albert  C.  Menges,  Grand  Rapids, 
Mich.,  assignor  to  William  Harrison,  Grand 
Rapids,  Mich.  Filed  Sept.  14,  1904.  Serial 
No.  224,457. 

Claim. — 1.  In  a  valve  for  explosive-en- 
gines, the  combination  of  the  valve  and 
valve-st£m,  a  casing  formed  of  a  lower  sec- 
tion and  an  upper  section  rotatable  thereon, 
the  lower  section  provided  with  beveled 
projections  and  the  upper  section  with  open- 
ings having  inclined'  sides  adapted  to  en- 
gage with  the  projections  as  the  upper  sec- 
tion is  rotated  for  the  purpose  of  lengthen- 
ing or   shortening  the  throw  of  the  valve. 

820,038.  Driving  Mechanism  for  Bicycles, 
Etc.  James  S.  Copeland,  Hartford,  Conn., 
assignor  to  Pope  Manufacturing  Company, 
Jersey  City,  N.  J.,  and  Hartford,  Conn.,  a 
corporation  of  New  Jersey.     Filed  July  5, 

1904.  Serial  No.  215,281. 

Claim. — 1.  The  combination  of  a  driven 
member  provided  with  pockets  for  free- 
moving  pawls,  a  driving  member,  a  pawl- 
carrying  clutch  member  rotatable  with  the 
driving  member  and  moveable  to  shift  its 
pawls  into  and  out  of  line  with  the.  pawl- 
pockets  of  the  driven  member  to  drive  the 
same  and  to  permit  its  free  rotation  and 
means  operated  by  the  relative  rotation  of 
the  driving  member  and  the  clutch,  sub- 
stantially as   described. 

820,095.  Cycle  Pedal-Plate.  Albert  W. 
Chesterman,  Sparkhill,  England.  Filed 
June  6,  1905.     Serial  No.  263,963. 

Claim. — A  cycle  pedal-plate  provided  at 
its  edges  with  lugs  or  projections  turned 
at  right  angles  to  the  plate  and  with  hard- 
steel  conical  spikes  fixed  in  holes  in  said 
lugs  to  engage  in  the  sole  of  the  cyclist's 
boot  or  shoe,  substantially  as  set  forth. 

821.028.  Removable  Anvil-Contact  and 
Bridge-Support  for  Electric  Vibrators.  Wil- 
lard  E.  Dow,  Braintree,  Mass.  Filed  Mar. 
13,  1905.     Serial  No.  249,822. 

Claim. — 1.  In  an  induction-coil  vibrator, 
an  adjustable  contact-point  adapted  to  be 
removed  from  its  bearing,  and  replaced, 
without  altering  the  adjustment. 

821.029.  Electric  Binding  Post.  Willard 
E.   Dow,   Braintree,   Mass.     Filed   Aug.   21, 

1905.  Serial  No.  274,969. 

Claim. — 1.  A  binding-post,  comprising 
a  hollow  post  provided  with  a  diagonal  slot 
in  one  side,  and  a  spring-actuated  clamp 
sliding  in  said  post  transversely  of  said  slot 
and  occupying  a  releasing  position  when 
opposite  the  mouth  of  said  slot  and  a 
clamping  position  when  adjacent  the  lower, 
inner  end  of  said  slot. 

821,041.  Repair-Plug  for  Pneumatic  Tires. 
Ralph  P.  Kinney,  Cleveland,  Ohio.  Filed 
Oct.  20,  1905.     Serial  No.  283.586. 

Claim. — 1.  As  a  new  article  of  manufac- 
ture, a  tire-repairing  device  comprising  a 
disk  of  suitable  material  having  a  ilat  under 
surface,  and  provided  with  a  pyriform  nip- 
ple projecting  therefrom. 


THE  BICYCLING  WORLD 

821,410.  Relief  for  Explosive-Gas  Engines. 
Peter  P.  G.  Hall,  Jr.,  Philadelphia,  Pa. 
Filed  July  11,   1905.     Serial   No.  269,193. 

Claim. — 1.  In  a  device  of  the  character 
described,  an  exhaust-valve  for  the  cylinder, 
means  for  holding  the  same  normally  in 
closed  position,  a  lifter  for  said  valve,  a 
cam-shaft,  a  cam  carried  by  said  shaft  and 
adapted  to  actuate  said  valve  to  open  the 
same,  an  auxiliary  shaft  within  said  cam- 
shaft and  means  secured  to  said  auxiliary 
shaft  which  can  be  moved  into  and  out  of 
alinement  with  said  lifter  for  actuating  said 
valve. 

821,340.  Driving  Mechanism  for  Chain- 
less  Bicycles.  James  S.  Copeland,  Hartford, 
Conn.,  assignor  by  mense  assignments,  to 
Pope  Manufacturing  Company,  Jersey  City, 
N.  J.,  a  corporation  of  New  Jersey.  Filed 
Nov.  26,  1897.     Serial  No.  659,805. 

Claim. — 1.  In  combination  in  a  vehicle 
having  a  driving  mechanism,  a  driving- 
wheel,  a  crank-shaft  bracket  located  in  the 
central  plane  of  the  machine,  a  main  bevel 
gear-wheel  supported  within  the  bracket, 
power-transmitting  means  operatively  con- 
necting the  gear  and  driving  wheel,  a  por- 
tion of  the  ball-race  formed  in  the  gear  at 
or  near  its  periphery,  one  section  of  a  cone 
secured  to  the  bracket,  the  other  section 
of  the  cone  secured  to  the  first  section,  and 
a  single  row  of  balls  located  in  the  ball- 
race  between  the  gear  and  sectional  cone, 
all  substantially  as  described. 

821,522.  Back-Pedalling  Brake.  Alexan- 
der P.  Morrow,  Elmira,  N.  Y.  Filed  Nov. 
26,  1901.     Serial  No.  83,749. 

Claim. — 1.  In  a  back-pedalling  brake,  a 
wheel-hub,  a  brake  member  on  said  hub,  a 
non-rotary  brake  member,  means  actuated 
by  pack-pedalling  for  making  braking  con- 
tact between  the  rotary  member  and  the 
non-rotary  member,  a  brake-arm  rigidly  at- 
tached to  said  non-rotary  member  and 
hinged  or  jointed  between  its  ends  to 
swing  into  positions  at  difi^erent  angles 
to  the  axis  of  the  hub,  whereby  the  end  of 
the  brake-arm  may  be  fastened  to  a  frame- 
piece  without  disturbing  said  non-rotary 
member,  and  means  for  fastening  said 
brake-arm  to  said  frame-piece. 

821,597.  Variable-Speed  Mechanism. 
Charles  F.  Pougher,  Birmingham,  Eng- 
land, assignor  to  The  Birmingham  Small 
Arms  Company,  Limited,  Birmingham, 
England.  Filed  Oct.  6,  1905.  Serial  No. 
281,621. 

Claim. — 1.  In  a  vaflable-speed  mechan- 
ism, a  controlling-eccentrif,  a  driving-pin- 
ion loosely  mounted  upon  the  same,  a  lock- 
ing element,  and  a  sliding  toothed  clutch 
device  for  positively  connecting  the  said 
eccentric  either  to  the  driving-pinion  or  to 
said  stationary  locking  element. 


3J9 


When  Fitting  a  New  Valve. 

When  fitting  a  new  valve  to  a  motor, 
care  should  be  taken  to  see  that  the  stem 
is  cut  to  the  proper  length  as  otherwise, 
when  it  becomes  heated  under  the  effect  of 
the  motor's  action,  it  will  lengthen  and 
fail  to  close  properly.  The  proper  amount 
of  clearance  between  the  end  of  the  stem 
and  the  tappet  should  be  gauged  by  the 
ability  to  slip  a  single  thickness  of  heavy 
wrapping  paper  between  the  points.  This 
test  should  be  applied  when  the  motor  is 
cold. 


Indians 

TRIUMPHANT 
EVERYWHERE 


AT  NEW  YORK. 

In  the  New  York  Motorcycle  Club's  Hill 
Climbing  Contest,  May  30th, 

the  Indian  repeated    its    victories    of 
1904  and   1905. 

Touring  Class— Indians  1st  and  2nd. 
Racing  Class — Indians  1st  and  2nd. 
Slow  Climb— Indians  1st  and  2nd. 

In  each  class  its  victory  was  won  by 
such  substantial  margins  as  to  leave  no 
room  for  question. 

AT  CHICAGO. 

Chicago  Motorcycle  Club's  Racemeet, 

May  30th. 

Indians — Three  Ists, 

and  an  exhibition  five  miles  in  5:075/^. 

AT  WORCESTER. 

Worcester  (Mass.)  Automobile 

Club's  Hill  Climbing  Contest, 

May  23rd. 

Indians— 1st  and  2nd  in  Motorcycle 

Class. 

AT  PRINCETON,  N.  J. 

Princeton  University   Automobile 

Club's  Hill  Climbing  Contest, 

May  25th. 

S.  L.  Crawford  on  an  Indian  beats  all 

autos,  except  one  35  h.   p. 

touring  car. 

AT  BALTIMORE,  MD. 

Indian,  from  scratch,  wins  the  five- 
mile  handicap  at  auto  meet  at 
Electric  Park,  May  30th. 


The  Indian  Leads 

simply  because  it  has  earned  the  right 

to  lead.     Its  reputation  is  based 

on  performance,  notpiomise. 


IJave  you  ever  read  that  chapter,  "Answer- 
ing   an    Important  Question,"  in  our 
1906  catalogue  ? 

HENDEE  MEG.  CO., 

Springfield,   Mass. 


320 


THE  BICYCLING  WORLD 


To  Keep  Down  the  Dust. 

"The  processes  under  consideration  are 
oiling,  watering  with  deliquescent  salts,  and 
tarring,"  says  Consul  McNally,  of  Liege,  in 
describing  the  methods  being  employed  by 
the  Swiss  Anti-Dust  League  in  its  war 
on  the  principles  of  dust  composition.  "The 
first  consists  in  spreading  upon  a  well- 
swept  road  a  heavy  oil  obtained  from  dis- 
tilled petroleum.  During  a  dry  and  warm 
period  the  spreading  process  is  done  with 
a  brush.  These  oils  are  obtained  in  Califor- 
nia, Galicia,  and  Baku,  and  cost  frqm  $S 
to  $6  a  barrel. 

"Watering  with  such  salts  as  chloride  of 
calcium  would  give  appreciable  results  were 
it  not  for  the  ophthalmic  effect  on  the  eyes. 
Products  of  this  kind  are  rapidite,  westrum- 
ite,  apulvite,  basilite,  odocreol,  and  pulver- 
anto.  At  the  automobile  exposition  in 
Paris  a  block  of  macadam  could  be  seen 
amalgamated  with  rapidite,  giving  to  the 
mass  an  idea  of  great  compactness. 

"For  tarring  the  product  used  is  coal  tar, 
the  product  of  gas  works.  It  is  black  and 
viscous  and  its  density  varies  from  1.10  to 
1.25.  It  can  be  applied  hot  or  cold.  Its 
boiling  point  varies  between  70°  and 
80°,  C,  and  thereafter  it  is  impossible  to 
raise  it  to  a  higher  temperature.  The  spread- 
ing with  watering  pots  must  be  done  during 
a,  warm  and  dry  period.  The  road,  which 
has  been  thoroughly  cleaned  before  the  ap- 
plication of  the  tar,  must  then  be  carefully 
and  gently  brushed  and  traffic  must  be  sus- 
pended over  it  for  at  least  twenty-four 
hours.  The  quality  of  tar  preferable  for 
lasting  use  is  the  product  from  gas  made  by 
carburated  water. 

"It  is  said  that  these  three  antidust  pro- 
cesses have  given  general  satisfaction,  and 
the  numerous  trials  made  under  the  super- 
vision of  the  league  in  Switzerland  demon- 
strate that  the  tar  obtained  as  above  is  the 
most  efficacious  of  anything  heretofore 
tried.  The  league  urges  frequent  and  sub- 
stantial demonstrations  of  dust-setlling 
processes,  and  estimates  the  cost  to  be  but 
nominal.  The  French  Government,  after 
a  four  years'  trial  of  the  tarring  method, 
have  obtained  satisfactory  results  fully  jus- 
tifying the  expense  of  from  2J4  to  3  cents 
per  square  yard.  The  annual  economy  on 
the  wear  and  tear  is  found  to  be  about  2 


cents  a  square  yard,  and  for  watering,  1 
cent  per  square  yard,  so  that  the  process  of 
tarring  is  of  no  expense  while  its  benefits 
are   evident." 


The  Lieutenant  and  his  Load. 

Six  hundred  and  fifty  miles  in  five  days 
over  all  kinds  of  roads  and  with  140  pounds 
of  baggage  would  appear  to  constitute  a 
record  that  can  hold  its  own  with  some  of 
the  best  track  performances  when  the 
amount  of  endurance  involved  is  taken  into 
consideration.  It  was  made  by  Lieutenant 
G.  M.  Routh,  of  the  Royal  English  Artil- 
lery. He  was  returning  home  from  India 
and  left  the  troopship  at  Port  Said  on  the 
Red  Sea.  He  began  his  long  bicycle  ride 
from  Jaffa  on  April  Sth,  reaching  Constan- 
tinople after  much  hard  work.  Of  the  go- 
ing he  says:  "The  roads  through  Palestine 
and  Asia  Minor  are  the  worst  I  ever  met 
with.  They  are  like  everything  Turkish, 
badly  made.  They  seem  to  be  composed 
of  boulders  about  the  size  of  your  head 
strewn  down  anyhow.  Out  of  twenty-five 
miles  that  I  covered  in  one  day  I  had  to 
walk  about  twenty.  I  carried  on  my  bicycle 
all  my  baggage,  including  a  light  tent  for 
camping,  the  whole  being  about  equal  to 
my  own  weight.  I  had  great  difficulty  with 
the  customs  authorities  in  Constantinople, 
where  they  refused  altogether  to  let  my 
machine  go  through,  but  with  the  assistance 
of  the  English  Embassy  finally  got  away 
from  there.  The  remainder  of  my  route 
lay  through  Austria  and  Germany  to  Bel- 
gium, my  best  going  being  650  miles  in 
five  days  over  the  good  roads  of  the  Con- 
tinent." Uuon  arriving  at  Dover  after 
crossing  the  English  Channel,  Lieutenant 
Routh  continued  his  ride  to  his  home. 


Motorcycles  Increasing  in  Egypt. 

According  to  a  German  authority,  the 
motor  bicycle  has  taken  hold  in  Egypt  in 
a  fashion  which  promises  great  things  for 
the  future,  to  say  nothing  of  a  present 
business  which  is  by  no  means  insignificant. 
The  total  number  of  machines  reported  in 
Cairo  is  said  to  be  forty-three,  while  Alex- 
andria has  already, made  a  beginning  with 
seventeen.  As  naturally  would  be  ex- 
pected, the  French  makers  have  taken  the 
cream   of  the  trade   up   to   the   present. 


Ways  of  the  Irish  Rabbits. 

Rabbits  are  apparently  as  plentiful  as 
cats  and  twice  as  tame  on  Irish  roads,  ac- 
cording to  that  organ  of  the  Hibernian  end 
of  the  trade — the  Irish  Cyclist.  It  says 
"A  Mr.  Singer,  of  Leursham,  met  with  an 
accident  last  week  owing  to  a  singular 
cause.  Riding  along  in  the  dark  he  ran  into 
a  rabbit  and  was  thrown  heavily,  landing 
on  his  head,  which  was  badly  cut  and 
bruised.  His  left  arm  was  broken  and  his 
face  badly  scraped  and  torn.  A  passing 
motorist  carried  him  unconscious  to  the 
nearest  village  where  he  received  medical 
attention. 

"Curiously  enough  a  somewhat  similar 
incident  occurred  to  another  cyclist  last 
week,  but  luckily  no  mishap  resulted.  Rid- 
ing with  a  companion  over  the  Luggala 
pass  on  one  of  the  Wicklow  hills  he  sud- 
denly felt  something  "scrunch"  under  his 
pedal.  Investigation  showed  that  the 
"scrunch"  came  from  a  rabit,  which,  though 
wounded,  was  making  off  into  covert,  the 
twilight  making  it  very  diffcult  to  follow. 
Pursuit,  however,  ended  in  the  luckless 
bunny  having  its  neck  wrung,  and  provid- 
ing supper  for  the  two  weary  travelers  and 
their  two  friends  who  had  gone  on  some 
four  hours  ahead,  and  who  were  found 
anxiously  awaiting  the  cook  of  the  party, 
who  flourished  the  rabbit  with  great  glee." 


Irish   Champion   Refused   Entry. 

Franklin  Murphy,  who  says  he  is  a  cham- 
pion bicycle  rider  in  Ireland,  is  about  to 
be  deported  by  the  immigration  officials 
because  the  doctors  say  he  is  suffering 
from  decaying  tissues,  though  to  all  out- 
ward appearances  the  man  is  hale  and 
hearty.  "In  two  years  this  man  will  not  be 
able  to  walk,"  reported  Dr.  Stone,  of  the 
Marine  Hospital  Corps.  "The  decay  is  not 
an  uncommon  thing  among  professional 
athletes."  Murphy  has  won  a  number  of 
cups  and  medals — one  for  a  fifty-mile 
bicycle  race  in  two  hours  and  43  minutes. 
Besides  he  has  prizes  for  twenty-five  mile 
events.  Once  he  was  president  of  the 
Sidenha|m  Hbckey  Club  of  Belfast  and. 
athletic  instructor  in  the  Belfast  gymna- 
sium. He  is  S3  years  old  and  had  hoped 
to  represent  a  lace  firm  in  this  country. 
He  has  appealed  to  Washington. 


IT   IS   PURELY  A   PERSONAL   MATTER— 

that  of  the  rider's  comfort,  in  which  the  saddle  plays  the  largest  part.     If  he  values 
his  comfort  and  desires  unmixed  pleasure,  he  will  not  take  "  any  old  saddle"  that  is 

offered  him.   He  will  in= 
sist  on  getting  a 


PERSONS 


Our  catalog  illustrates  the  full  line. 
PERSONS  MANUFACTURING  COHPANY, 


Worcester,  flass. 


^ 


The  Bicycling  World 


AND  MOTORCYCLE  REVIEW. 


Volume  LIII. 


New  York,  U,  S.  A.,  Saturday,  June   16,  190^ 


BLAMES  TIRE  REPAIRS 


Too  Much  Cutting  and  Plugging,  too  Little 
"Jiffy,"   Contends   Manager  Burgess. 


One  day  this  week,  W.  H.  Burgess,  man- 
ager of  A.  G.  Spalding  &  Bros',  bicycle 
department  in  New  York,  fell  to  talking 
about  cycling  conditions;  when  finally  he 
got  around  to  the  item  of  tires,  he 
really  warmed  to  the  subject  and  what  is 
of  interest,  he  brought  up  a  new  point  in 
that  connection. 

"The  man  who  is  not  actually  selling 
bicycles  has  no  true  idea  of  the  part  the 
tires  play  in  inducing  people  to  ride  and  to 
keep  them  riding,"  he  said.  "The  cheap 
tires  have  done  a  lot  of  damage  as  we  all 
know,  but  the  thoughtless  or  slipshod  re- 
pair of  good  tires  has  been  responsible  for 
almost  as  much  injury.  I've  dealt  with 
many  a  dissatisfied  cyclist  whose  dissatis- 
faction arose  from  no  other  cause.  Why, 
not  so  very  long  ago,  I  had  a  woman  bring 
a  bicycle  back  to  us  and  almost  throw  it  at 
me,  with  the  remark,  'Take  your  old  bicycle. 
I  wouldn't  ri4e  the  old  thing  again.'  And 
nothing  more  than  a  puncture  was  respon- 
sible for  her  state  of  mind. 

"The  trouble  is  that  the  average  repair- 
man is  too  ready  to  cut  or  burn  a  hole  into 
a  punctured  tire  and  to  thus  destroy  the 
fabric  and  then  insert  the  plug  in  careless 
fashion,  when  half  the  time  a  little  'jiiTy' 
squeezed  into  the  puncture  is  all  that  is 
necessary.  Destroying  the  fabric  gives  the 
air  a  chance  to  run  all  through  the  tire  and 
when  it  is  taken  back  to  the  repairman,  he 
immerses  it  in  water,  views  the  bubbles, 
and  with  a  wise  look  exclaims  'Porous.' 
Of  course,  the  cyclist  is  then  told  that  a 
porous  tire  is  incurable  and  that  the  only 
remedy  is  a  new  tire. 

"I've  seen  and  heard  so  much  of  this 
sort  of  thing  that  I  almost  lose  patience 
when  I  think  of  it.  I've  got  to  the  point 
now  where  I  urge  all  of  our  customers  to 
bring  their  machines  to  us  when  repairs  of 
any  sort  is  wanted,  although  I  used  to  have 
the  addresses  of  a  couple  of  repairmen  up- 
town whom  I  knew  were  reliable  and  whom 
I  always  recommended.  But  I  impress  on 
all  to  whom  we  sell  bicycles  that  when  their 


tires  happen  to  sustain  a  small  puncture, 
'jiffy'  and  not  plugs,  is  the  surest,  safest, 
quickest  and  cheapest  means  of  repair.  If 
there  were  more  of  it  used,  it  would  be 
better  for  the  business.. 

"Of  course,  cutting  and  plugging  puts 
more  money  in  the  repairman's  pocket,  but 
'jiffy'  will  do  much  to  keep  people  riding 
and  prevent  a  lot  of  needless  dissatis- 
faction and  complaint." 


Object  Lesson  in  Rochester. 

"It  would  be  a  fine  thing  for  the  business 
if  a  special  excursion  of  cycle  dealers  could 
be  run  to  the  Federation  of  American 
Motorcyclists  meet  in  Rochester,  N.  Y., 
next  month,"  remarked  a  traveling  man, 
the  other  day.  "Not  that  the  meet  itself  will 
help  them  particularly,  but  because  it  will 
give  them  an  opportunity  of  seeing  George 
L.  Miner's  bicycle  store,  which  should  prove 
an  inspiration  and  a  lesson  for  all  of  them. 
Miner's  place  is  a  study  in  white  and  gold, 
in  cleanliness  and  good  taste  and  shows  just 
what  is  possible  in  that  line  without  undue 
expense." 


San  Francisco  Dealers  in  New  Stores. 

J.  W.  Leavitt  &  Co.  are  probably  the  first 
the  the  San  Francisco  cycle  dealers  to  re- 
build; their  new  establishment  at  415  Gol- 
den Gate  avenue,  was  due  to  be  completed 
this  week.  C.  C.  Hopkins  also  will  be 
housed  in  his  new  "shack" — that's  what  they 
term  these  hurry  jobs — within  the  next  few 
days.  It  is  located  at  729  Gough  street  and 
Hopkins  means  to  celebrate  his  "recovery" 
by  giving  a  house  warming  of   some  sort. 


France   Raises   its   Rates. 

It  has  just  come  to  light  that  in  April 
last,  France  slightly  altered  its  duties  on 
bicycles.  According  to  the  maximum  fig- 
ures, they  must  now  pay  $22.25  per  cwt. 
and  according  to  the  minimum  tariff,  $21.32 
cwt.,  to  which  in  each  case  is  added  4  per 
cent  of  the  value  of  the  goods. 


Shaft  Drive  Motorcycle  in  Sight. 

According  to  reports,  an  American  shaft- 
driven  motor  bicycle  is  well  under  way  in 
preparation  for  the  1907  season;  one  of 
the  Western  factories  is  credited  with  hav- 
ing the  work  in  hand. 


No.  12 


LAW 

President  Appends  his  Signature  and  Price 
of   Gasolene  Promptly  Goes  up. 


President  Roosevelt  has  signed  the  ds- 
natured  alcohol  bill  and  it  is  now  a  law, 
although  it  will  not  become  effective  until 
January  1st,  next.  Almost  concurrent  with 
the  President's  action,  and  probably  is  an 
expression  of  its  "joy,"  the  Standard  Oil 
Co.  raised  the  price  of  gasolene  one  cent 
more — the  third  increase  since  the  begin- 
ning of  the  year. 

The  alcohol  bill  as  finally  passed  and 
approved  is  as  follows: 

Be  it  enacted  by  the  Senate  and  House 
of  Representatives  of  the  United  States  of 
America  in  Congress  assembled.  That  from 
and  after  January  first,  nineteen  hundred 
and  seven,  domestic  alcohol  of  such  degree 
of  proof  as  may  be  prescribed  by  the  Com- 
missioner of  Internal  Revenue,  and  ap- 
proved by  the  Secretary  of  the  Treasury, 
may  be  withdrawn  from  bond  without  the 
payment  of  internal  revenue  tax,  for  uso  in 
the  arts  and  industries,  and  for  fuel,  light, 
and  power,  provided  said  alcohol  shall  have 
been  mixed  in  the  presence  and  under  the 
direction  of  an  authorized  Government  offi- 
cer, after  withdrawal  from  the  distillery 
warehouse,  with  methyl  alcohol  or  other 
denaturing  material  or  materials,  or  admix- 
ture of  the  same,  suitable  to  the  use  for 
which  the  alcohol  is  withdrawn,  but  which 
destroj'S  its  character,  as  a  beverage,  and 
renders  it  unfit  for  liquid  medicinal  pur- 
poses; such  denaturing  to  be  done  upon  the 
application  of  any  registered  distilleri-  in 
denaturing  bonded  warehouses  specially 
designated  or  set  apart  for  denaturing  pur- 
poses only,  and  under  conditions  prescribed 
by  the  Commissioner  of  Internal   Revenue. 

The  character  and  quantity  of  the  said 
denaturing  material  and  the  conditions  upon 
which  said  alcohol  may  be  withdrawn  free 
of  tax  shall  be  prescribed  by  the  Commis- 
sioner of  Internal  Revenue,  who  shall,  with 
the  approval  of  the  Secretary  of  the  Treas- 
ury, make  all  necessary  regulations  for 
carrying  into  effect  the  provisions  of  this 
Act. 

Distillers,  manufacturers,  dealers  and  all 
other  persons  furnishing,  handling  or  using 
alcohol  withdrawn  from  bond,  under  the 
provisions  of  this  Act.  shall  keep  such 
books  and  records,  execute  such  bonds  and 
render  such  returns  as  the  Commissioner  of 
Internal  Revenue,  witli  the  approval  of  the 
Secretary  of  the  Treasury,  may  by  regula- 
tion require.  Such  books  and  records  shall 
be   open  at  all   times   to   the   inspection   of- 


330 


THE  BICYCLING  WORLD 


any     internal     revenue     officer     or     agent. 

Sec.  2.  That  any  person  who  withdraws 
alcohol  free  of  tax  under  the  provisions  of 
this  Act  and  regulations  made  in  pursuance 
thereof,  and  who  removes  or  conceals  same, 
or  is  concerned  in  removing,  depositing  or 
concealing  same  for  the  purpose  of  prevent- 
ing the  same  from  being  denatured  under 
governmental  supervision,  and  any  person 
who  uses  alcohol  withdrawn  from  brmd 
under  the  provisions  of  section  one  of  this 
Act  for  manufacturing  any  beverage  or 
liquid  medicinal  preparation  made  in  whole 
.  or  in  part  from  such  alcohol,  or  knowingly 
violates  any  of  the  provisions  of  this  Act, 
or  who  shall  attempt  to  recover  by  redistill- 
ation or  by  any  other  process  or  ^  means, 
any  alcohol  rendered  unfit  for  beverage  or 
liquid  medicinal  purposes  under  the  pro- 
visions of  this  Act,  or  who  knowingly  n.ses, 
sells,  conceals,  or  otherwise  disposes  of 
alcohol  so  recovered  or  redistilled,  sliall  on 
conviction  of  each  offense  be  fined  not  ,nore 
than  five  thousand  dollars,  or  be  imprisoned 
not  more  than  five  years,  or  both,  and  shall, 
in  addition  forfeit  to  the  United  States  all 
personal  property  used  in  connection  with 
his  business,  together  with  the  buildings 
and  lots  or  parcels  of  ground  constituting 
the'  premises  on  which  said  unlawful  acts 
are  performed  or  permitted  to  be  per- 
formed: Provided,  That  manufacturers  em- 
ploying processes  in  which  alcohol,  used 
free  of  tax,  under  the  provisions  of  this 
Act,  is  expressed  or  evaporated  from  the 
articles  manufactured,  shall  be  permitted 
to  recover  such  alcohol  and  to  have  such 
alcohol  restored  to  a  condition  suitable 
solely  for  reuse  in  manufacturing  processes 
under  such  regulations  as  the  Commissioner 
of  Internal  Revenue,  with  the  approval  of 
the  Secretary  of  the  Treasury,  shall  pre- 
scribe. 

Sec.  3.  That  for  the  employment  of  such 
additional  force  of  chemists,  internal  reve- 
nue agents,  inspectors,  deputy  collectors, 
clerks,  laborers,  and  other  assistants  as 
the  Commissioner  of  Internal  Revenue, 
with  the  approval  of  the  Secretary  of  the 
Treasury,  may  deem  proper  and  necessary 
to  the  prompt  and  efficient  operation  and 
enforcement  of  this  law,  and  for  the  pur- 
chase of  locks,  seals,  weighing  beams, 
gauging  instruments,  and  for  all  necessary 
expenses  incident  to  the  proper  execution 
of  this  law.  the  sum  of  two  hundred  and 
fifty  thousand  dollars,  or  so  much  thereof 
as  may  be  required,  is  hereby  appropriated 
out  of  the  money  in  the  treasury  not  other- 
wise appropriated,  said  appropriation  to  be 
immediately  available.    ■ 

For  a  period  of  two  years  from  and  after 
the  passage  of  this  Act  the  force  authorized 
by  this  section  of  this  Act  shall  be  ap- 
pointed by  the  Commissioner  of  Internal 
Revenue,  with  the  approval  of  the  Secre- 
tary of  the  Treasury,  and  without  compli- 
ance with  the  conditions  prescribed  by  the 
Act  entitled  "An  Act  to  regulate  and  im- 
prove the  civil  service,"  approved  January 
sixteenth,  eighteen  hundred  and  eighty- 
three,  and  amendments  thereof,  and  with 
such  compensation  as  the  Commissioner  of 
Internal  Revenue  may  fix,  with  the  approval 
of  the  Secretary  of  the  Treasury. 

Sec.  4.  That  the  Secretary  of  the  Treas- 
ury shall  make  full  report  to  Congress  at 
its  next  session  of  all  appointments  made 
under  the  provisions  of  this  Act,  and  the 
compensation  paid  thereunder,  and  of  all 
regulations  prescribed  under  the  provisions 
hereof,  and  shall  further  report  what,  if 
any,  additional  legislation  is  necessary,  in 
his  opinion,  to  fully  safeguard  the  revenue 
and  to  secure  a  proper  enforcement  of 
this  Act. 

Now  that  cheap  alcohol  is  rendered  pos- 
sible, it  remains  to  be  seen  what  use  will 
be  made  of  it. 


WHY  THE  LONG  HANDLE 


Shop  Conundrum  that  Often  Gives  Rise  to 
Controversy  and  the  Explanation. 


One  of  those  little  shop  conundrums 
which  seem  designed  especially  for  the 
mystifying  of  the  boy  and  sometimes  of  a 
customer  as  well,  is  "Why  is  it  easier  to  use 
a  long  handled  screwdriver  than  a  similar 
one  with  a  handle  of,  say,  half  the  length?" 
The  boy  always  gets  it  "rubbed  into  him" 
before  he  has  been  on  the  job  a  week,  and 
when  a  customer  who  is  prone  to  giving 
advice  suggests  that  a  pedal  shank  which 
is  refractory  could  be  better  managed  with 
a  long  driver  than  an  ordinary  one,  he  gets 
it,  too.  Usually,  neither  of  them  can  answer 
it  satisfactorily,  and  sometimes,  even  the 
boss  has  to  change  the  subject  when  it  is 
put  up  to  him  directly. 

There  can  be  no  manner  of  doubt  that 
it  is  easier  to  loosen  a  screw  with  a  long 
driver  than  with  a  short  one,  but  the  pre- 
cise reason  why  it  is  so,  although  simple 
enough,  is  not  readily  to  be  seen.  It  is 
not  that  there  is  an  advantage  of  greater 
leverage,  although  in  some  cases,  the  larger 
driver  is  fitted  to  a  larger  handle  for  the 
sake  of  strength,  which  makes  it  appear  that 
factor  may  have  some  bearing  on  the  ques- 
tion, as  indeed  it  does.  Nor  is  it  easier  to 
use,  simply  because  there  is  more  hand 
room  on  the  grip,  and  hence  a  better  oppor- 
tunity to  exert  the  full  force  of  the  hand, 
though  this  also  plays  a  minor  part  in  the 
advantage.  Both  of  these  often  alleged 
reasons  fail,  however,  in  the  case  of  the 
long  slender  driver  sometimes  used  by 
electricians  which  although  it  has  a  small 
handle  and  is  so  slender  that  it  it  difficult 
to  hold,  yet  invariably  works  to  better  ad- 
vantage than  a  shorter  one  of  even  stouter 
body. 

If  the  actions  of  two  small  boys  balancing 
poles  on  the  ends  of  their  fingers  be  con- 
sidered, however,  the  reason  will  at  once 
be  apparent,  if  one  be  supposed  to  carry  a 
base  ball  bat,  and  the  other  a  clothes  pole. 
The  one  who  is  balancing  the  bat  will  have 
much  ado  to  keep  it  erect  and  will  con- 
stantly be  forced  to  move  his  hand  about  in 
order  to  maintain  its  equilibrium,  while 
the  other  will  be  able  to  keep  the  longer 
pole  upright  with  a  comparatively  slight 
movement  of  the  hand,  simply  because  the 
greater  length,  removing  the  centre  '  of 
gravity  of  the  pole  farther  from  his  hand 
than  in  the  case  of  the  bat,  will  require  a 
smaller  horizontal  displacement  in  order 
to  throw  the  balance  one  way  or  the  other. 

Similarly  with  the  two  screwdrivers,  it  is 
a  case  of  the  relative  ease  with  which  the 
line  of  action  can  be  maintained,  and  the 
blade  kept  in  the  centre  of  the  screw  slot 
— nothing  more.  With  the  short  driver,  a 
displacement  of  the  hand,  say,  a  quarter 
of  an  inch  out  of  the  proper  position  over 
the  head  of  the  screw,  serves  to  throw  the 
blade  sufficiently  out  of  line  so  that  it  will 
jump   when   any   force   is   brought   to   bear 


upon  it.  With  the  long  driver,  on  the  other 
hand,  the  same  amount  of  displacement  at 
the  handle  will  secure  a  much  less  angular 
displacement,  and  hence  a  less  disadvan- 
tageous position  of  the  blade.  In  other 
words,  theoretically,  the  only  advantage 
lies  in  the  greater  ease  of  guiding  the  long 
handled  driver,  though,  as  a  matter  of  fact, 
the  factors  of  handle  size  and  better  posi- 
tion for  the  hands,  help  this  advantage  out 
to  an  extent  which  serves  to  add  to  the 
bewilderment  of  one  who  has  not  thought 
it  over. 


How  Files  may  be  Renewed. 

Although  the  at  all  times  useful  file  is  an 
article  which  is  sufficiently  popular  on  the 
market  to  be  obtainable  at  almost  any  time 
and  place,  and  sufficiently  low  in  first  cost 
so  that  its  owner  can  discard  it  without 
suffering  any  pangs  of  conscience,  still  it 
is  well  for  the  motorist  to  bear  in  mind  the 
fact  that  contrary  to  the  general  impres- 
sion, files  can  be  resharpened  after  a  period 
of  use,  and  though  not  restored  to  their 
former  efficiency,  yet  can  be  revived  suffi- 
ciently to  be  of  considerable  further  value. 

The  method  consists  in  plunging  them  in 
a  bath  of  weak  acid  which  eats  away 
enough  metal  from  the  entire  surface  ex- 
posed to  sharpen  the  teeth  to  any  desired 
extent. 

The  first  step  in  the  process  consists  in 
giving  the  tool  a  thorough  cleaning  with 
a  file  card,  followed  by  an  immersion  in 
a  hot  lye  solution,  which  is  succeeded  in 
turn,  by  a  bath  in  pure  water  which  re- 
moves all  traces  of  the  lye.  Afterward,  it  is 
allowed  to  remain  for  a  period  of  from  one 
to  ten  minutes  in  a  solution  of  equal  parts 
nitric  and  sulphuric  acid  in  five  to  six  times 
its  bulk  of  water.  When  the  metal  assumes 
a  new  and  bright  appearance,  it  should  be 
removed  from  the  solution,  thoroughly 
rinsed  and  dried  before  being  used.  This 
process  will  not  secure  the  same  cutting 
vaiue  which  is  found  in  a  new  file,  as  the 
action  of  the  acid  may  be  sufficiently  irregu- 
lar to  form  minute  wave  curves  in  the  edge 
of  the  teeth,  but  it  will  suffice  for  rough 
work,  and  serves  to  advantage  when  new 
tools  are  not  to  be  had. 


The  Rating  of  Gasolene. 

A  frequent  source  of  confusion  to  the 
motorist  lies  in  the  method  of  rating  gaso 
lene  according  to  the  percentage  values 
read  from  a  hydrometer.  These  values,  in- 
.stead  of  giving  the  specific  gravity,  as  is 
not  uncommonly  supposed,  give  its  equiv- 
alent measured  upon  a  different  and  purely 
arbitrary  scale  which  depends  upon  the 
make  of  the  instrument  used,  the  most 
common  being  the  Baumme.  This  makes  no 
essential  difference  so  long  as  only  readings 
taken  on  the  same  scale  are,  compared.  If 
it  is  desired  to  find  the  weight  of  a  given 
volume  of  gasolene  of  known  test,  however, 
the  equivalent  specific  gravity  must  first  be 
found  from  some  conversion  table,  and  the 
value  there  obtained  multiplied  by  62.35. 
to  obtain  the  actual  weight  per  cubic  font. 


THE  BICYCLING  WORLD 


331 


EPIDEMIC  OF  CYCLE  THEFT 


The    Wave    Sweeps    Buffalo — Average    of 
Four  Bicycles  "Disappearing"  Each  Day. 


That  bicycle  stealing  had  now  become  an 
easy  and  profitable  occupation  in  Buffalo, 
N.  Y.,  would  appear  from  the  fact  that  the 
average  rate  of  disappearance  of  machines 
in  that  city  during  the  month  of  May, 
reached  an  average  of  almost  four  a  day, 
and  that  of  the  117  mounts  which  were  re- 
ported as  missing  and  presumably  stolen 
during  the  thirty-one  days,  but  a  small 
number  have  been  recovered. 

According  to  the  police  statistics,  the 
machines  were  taken  from  every  conceiv- 
able resting  place,  from  the  curb  stone  or 
the  front  lawn,  to  the  back  yard  and  even 
the  hallway.  Little  or  no  method  seems 
to  have  prevailed  in  the  abstraction  of  the 
property,  and  hence,  it  would  seem  that 
rather  than  being  the  result  of  the  work  of 
an  organized  gang  of  cycle  stealers,  the 
large  number  of  thefts  result  from  the  com- 
bined effects  of  the  negligence  of  the  own- 
ers and  the  lax  supervision  of  the  police. 
The  fact  that  the  majority  of  the  reported 
losses  admittedly  resulted  from  leaving  the 
machines  unguarded  in  exposed  public 
places,  and  the  circumstance  that  they  were 
taken  at  all  hours  of  the  day  and  from 
all  parts  of  the  city,  often  within  brief  inter- 
vals of  time,  lend  substantiation  to  the 
theory. 

Some  idea  of  the  persistency  of  the  thefts 
can  be  had  from  the  statement  that  but  two 
days  elapsed  during  the  month  on  which 
no  losses  were  reported,  and  that  with 
these  exceptions  the  losses  .of  from  one  to 
ten  machines  were  reported  sooner  or  later, 
the  number  per  day  gradually  increasing 
through  the  month.  Taking  three  succes- 
sive days  as  an  instance,  on  Saturday,  the 
26th,  ten  wheels  were  stolen,  on  the  follow- 
ing day,  none,  while  on  Monday,  the  dis- 
appearance of  four  helped  to  restore  the 
average  lost  by  the  slack  Sunday  previous. 

In  any  case  where  such  an  epidemic  of 
crime  occurs,  especially  under  circum- 
stances such  as  these  appear  to  be,  the 
blame  must  rest  largely  with  the  police. 
But  also  it  makes  perfectly  apparent  the 
fact  that  there  exists  some  sort  of  ready 
market  for  the  machines,  or  at  least  a  de- 
mand for  them  which  can  be  readily  filled 
and  without  question.  For  the  prevention 
of  crime,  except  in  cases  of  malice  and  re- 
venge, pure  and  simple,  depends  quite  as 
much  on  the  prevention  of  any  profitable 
realization  on  the  product  of  the  offense  on 
the  part  of  the  offender  as  upon  his  detec- 
tion and  conviction  at  law.  Hence,  the 
fact  that  the  Buffalo  police  have  not  suc- 
ceeded in  locating  any  respectable  propor- 
prnportion  of  the  lost  machines,  would 
make  it  appear  that  Buffalo's  second-hand 
market  will  bear  investigation,  either  in 
relation  to  its  home  distribution  or  to  the 
possible  shipment  of  nsed  bicycles  to  other 


parts.  At  all  events,  the  record  of  the 
month  is  a  disgrace  to  the  community 
which  has  aroused  the  wrath  of  local 
cyclists  to  a  degree  which  will  brook  no 
further  extention   of  the  "epidemic." 


DE  SOTO  RUN  IS  REVIVED 


St.  Louis  Riders  Revisit  the  Once  Famous 
Road — Nocturnal    Experiences    Galore. 


New  "Striker"  for  Motorcycle  Cyclometers. 

Ever  since  the  first  of  the  1906  crop  of 
motorcycles  appeared  there  has  been 
trouble  with  cyclometers,  or  more  correctly 
speaking,  with  the  method  of  attaching 
them.     Larger   and   heavier   spokes   consti- 


tute a  feature  of  the  1906  machines  and  as 
a  result  the  cyclometer  "strikers"  of  pre- 
vious years  proved  too  small  for  the  new 
spokes. 

A  deal  of  unsatisfactory  filing-to-fit  and 
making  of  special  "strikers"  by  hand  fell  to 
the  lot  of  the  dealers,  for  a  cyclometer  is 
a  very  important  adjunct  to  a  motorcycle; 
it  does  not  merely  register  miles,  but  is  the 
only  means  that  renders  possible  intelligent 
lubrication  of  the  motor.  The  Veeder  Co. 
has,  however,  promptly  risen  to  the  occa- 
sion by  devising  the  "striker"  shown  by  the 
accompanying  illustration.  It  will  fit  the 
large  spokes  easily  and  securely  and  puts 
an  end  .to  the  bother  that  has  existed. 
Incidentally,  the  Veeder  people  are  also 
making  the  case  of  their  cyclometer  heavier, 
to   meet   the   harder   usage   of   motorcycles. 


Braking  with  the  Foot. 
Breaking  a  chain  is  an  accident  that 
may  well  be  classed  among  the  rarities  of 
cycling,  especially  in  these  days  of  the 
up-to-date  product  of  the  chain-maker 
which  bears  so  little  resemblance  to  its 
prototypes.  But  when  it  does  happen  it  is 
a  good  time  to  remember  the  old  trick  of 
using  the  foot  on  the  front  tire — a  practice 
that  developed  with  the  abandonment  of 
the  inefficient  hand  brakes  and  the  passing 
of  the  mudguards.  Many  cyclists  became 
adept  at  it  before  the  coaster  brake  ap- 
peared on  the  scene  to  relegate  it  to  the 
limbo  of  things  forgotten  in  the  cycling 
line.  It  was  never  a  particularly  good 
thing  for  the  tire  and  it  did  not  benefit  the 
shoe,  either,  still  it  was  a  good  thing  to 
know  and  in  cases  of  emergency  such  as 
that  referred  to  its  value  is  not  the  less  to- 
day, for  when  the  chain  does  part  it  takes 
with  all  possibility  of  applying  the  rear 
wheel  brake, 


Evidently  Captain  Bert  Harding  expected 
there  would  be  scattered  groups  of  two 
and  three  riders  leaving  at  all  hours  of  the 
day  and  night  when  he  called  the  first 
revisitation  of  the  De  Soto  road  since  the 
reorganization  of  the  St.  Louis  Cycling 
Club,  on  Sunday  last,  June  10.  His  "call" 
stated  that  the  run  would  be  in  three  divi- 
sions, leaving  Saturday  afternoon,  Saturday 
night  and  Sunday  morning.  His  only  ad- 
monition was  "Be  at  Bulltown  for  dinner." 
His  expectations  were  exceeded,  for  when 
the  rations  were  served  twenty-one  riders 
faced  the  victuals  and  they  had  come  in 
almost  as  many  divisions. 

President  Butler  was  the  first  to  leave  the 
streets  of  St.' Louis  for  the  lung  cracking 
hills  of  the  famous  road;  he  left  at  2:30 
o'clock  Saturday  afternoon,  intending  to 
ride  slowly  and  let  the  others  overtake  him. 
His  intentions  went  for  naught  as  he  got 
entangled  in  a  web  of  unknown  roads  and 
had  to  "speed'  it  up"  to  reach  the  rendez- 
vous by  dinner  time.  Some  of  those  who 
left  in  the  wee  sma  hours  have  many  tales 
to  tell  of  midnight  cycling  adventures.  One 
group  became  sleepy  and  tried  to  snatch  a 
few  winks  on  some  logs,  but  the  rolling 
motion  made  them  seasick.  The  three 
riders  who  did  not  use  two-speed  gears 
learned  by  heart  the  sermon  that  previously 
had  been  preached  by  the  variable's  adher- 
ents, and  were  given  something  to  think 
about.  The  highest  gear  ridden  was  87 
and  two  of  the  riders  found  59  and 
56-inch  gears  not  too  low  at  times. 
Most  of  the  riders  found  the  cushion  frame 
a  great  comfort. 

Among  those  who  took  the  jaunt  were: 
President  W.  M.  Butler,  Captain  Bert 
Harding,  H.  W.  Lang,  C.  L.  Barr,  George 
Anderson,  W.  S.  Snodell,  J.  B.  Walker, 
B.  C.  Hopkins,  A.  W.  Meier,  Fred  Harris, 
Leo  Stringer,  Robert  Warnicke,  A.  L. 
Bruiker,  August  Schmidt,  H.  G.  Wolzen- 
dorf,  E.  N.  Sanders,  George  Bennett,  George 
Lang.  I^.  J.  Dresser,  E.  G.  Meyer,  R.  H. 
Laing,  T.  N.  Davis  and  H.  C.  Ashl&ck. 


These  Were  "Easy  Pickings." 

Probably  the  "easiest  things"  picked  up 
on  Decoration  Day  were  those  that  three 
riders  gathered  in  at  Aubuquerque,  New 
Mexico,  in  a  twenty-mile  handicap  road 
race.  There  were  just  three  riders 
in  the  race,  and  three  prizes.  Brad  Jones, 
with  S  minutes'  handicap,  easily  annexed 
the  National  bicycle  for  first  prize;  Keen, 
with  3  minutes,  getting  a  pair  of  Hartford 
tires,  and  Bittner,  from  scratch,  also  re- 
ceiving a  good  prize.  The  times  of  Jones, 
Keller  and  Bittner  were,  respectively,  1:08, 
1:04  and  1:11. 


332  THE  BICYCLING  WORLD 


A5  EACH  SEASON  ROLLS  AROUND 

it  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever. 

National   Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who  knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid  record 
of  the  National  on  road  and  track,  and  year  after  year. 

"A  National  Rider  is  Proud  of  his  flount,'*  is  an  old  adage. 
It's   still  trite   and    true.       If   not    familiar  with  our    latest 
models,  we'll  gladly  inform  you  regarding  them. 


IJ  we  are  not  represented  in  your  locality  we  will  ht  glad  to  hear  from    YOO. 


NATIONAL  CYCLE  MFG.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  Haintenance  orthe  eterrSle 

Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chicopee    Falls,   Mass. 


THE  BICYCLING  WORLD 


333 


rrHE 


FOUNDED. 
•187 

^^'^A^OCYCLE  REVIEW*^*. 

Published  Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


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THE  BICTCLING  WORLD  COMPANY. 


jSntered  as  second-class  matter  at  the  New  York, 
N.   T.,  Post  Office,   September,  1900. 


General  Agents:  The  American  News  Co.,  New 
York  City,   and   its   branches. 

ai^Change  of  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding  the   date   of   publication. 

43rMembers  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York;  our  facilities  and 
information  will  be  at  their  command. 


To   Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 


New  York,  June  i6,  1906. 


"Enclosed  please  find  my  renewal.  We 
find  the  Bicycling  World  very  interesting 
and  watch  for  it  eagerly  each  week.  'Has 
the  Bicycling  World  come?'  is  a  question 
heard  frequently  in  my  store.  Lots  of  the 
boys  drop  in  to  read  it." — Richard  Hurck, 
St.  Louis,  Mo. 


Bringing  Motorcycling  into  Disrepute. 

Every  well  wisher  of  motorcycling  will 
devoutly  hope  that  the  time  is  not  far  re- 
moved when  the  police  throughout  the 
country  will  make  a  "raid"  on  those  riders 
whose  use  of  the  muffler  cut-out  is  chronic. 
For  of  all  the  practices  calculated  to  make 
mischief  and  to  bring  motorcycling  into 
disrepute  and,  incidentally,  to  provoke  the 
wrath  of  the  press  and  the  public  and  induce 
the  passage  of  drastic  laws,  the  practice 
of  riding  with  open  mufflers  easily  is  at 
the  head  of  the  list.  It  is  regrettable  that 
the  number  of  those  motorcyclists  who 
offend  in  this  particular  is  increasing  at 
an  unwholesome  rate. 

The  muffler  cut-off  was  designed  for  and 
serves  a  well  defined  purpose — that  of  con- 
tributing added  power  when  added  power 
is  most  needed,  as,  for  instance,  when  steep 
hills  or  heavy  roads  are  encountered.  Speak- 


ing generaiUy,  its  use  at  any  other,  time  is 
unnecessary  and  inexcusable  and  is  almost 
in  the  nature  of  a  public  offense.  The  men 
who  go  about  towns  or  through  the  coun- 
try with  "exploding"  mufflers  are  unneces- 
sarily offending  not  only  the  public  decency, 
but  their  own  best  interests  and  the  best 
interests  of  considerate  motorcyclists.  They 
are  not  only  making  enemies  for  motor- 
cycling, but  are  driving  away  some  of  those 
capable  of  being  "converted"  to  the  use  of 
motorcycles,  but  who  hold  aloof  because 
of  the  too  prevalent  notion  that  they  are 
"such  noisy  little  things." 

In  New  Jersey  and  in  several  other  States 
in  which  the  use  of  devices  preventing  ex- 
cessive noise  is  prohibited,  a  way  to  pun- 
ish offenders  is  within  easy  reach,  while  in 
other  places  the  laws  against  public  nuis- 
ances are  capable  of  being  successfully  in- 
voked. But  makers,  dealers  and  clubs  and 
all  others  having  it  within  their  means  to 
exert  influence,  should  not  wait  for  such 
unpleasant  action  to  arouse  them  to  the 
necessities  of  the  situation.  They  should 
bring  every  ounce  of  their  influence  to 
bear  against  the  practice,  before  a  provoked 
public  arises  in  its  wrath  and  smites  the 
motorcycle  interests  with  a  blow  that  will 
be  sorely  felt  for  many  long  days  and  will 
undo  much  of  the  good  that  has  been  ac- 
complished and  render  difficult  or  impos- 
sible the  prosecution  of  the  work  of  obtain- 
ing additional  advantages. 

The  man  with  the  open  muffler  is  a  nuis- 
ance and  one  of  motorcycling's  most  in- 
sidious enemies.  He  should  be  treated  as 
such. 


Utility  .that  goes  to  Waste. 

While  it  is  easy  to  understand  the  more 
enduring  nature  of  cycling  as  a  pastime  in 
England,  it  is  far  more  difficult  to  com- 
prehend why  the  bicycle  as  a  means  of 
utility  should  be  in  such  comparatively  re- 
stricted use  in  this  country. 

The  long  twilights  of  Great  Britain  give 
the  workers  practically  the  seven  days  of 
each  week  in  which  to  obtain  pleasure 
a-wheel.  If  our  evenings  lasted  until  nine 
and  even  ten  o'clock  it  is  reasonably  safe 
to  say  that  many  more  bicycles  would  be 
ridden.  But  not  even  in  the  heydey  of 
cycling  did  our  shopkeepers  put  bicycles 
to  such  use  as  they  are  put  abroad.  The 
cycling  newsboys  of  London,  to  whose 
work  reference  is  made  in  another  column, 
form  but  one  illustration  of  the  fact;  the 
many  hundreds  of  bicycles  purchased  and 
employed  by  the  British  postoffice  depart- 


ment is. another  instance.  But,  as  a  matter 
of  fact,  it  appears  to  the  American  visitor 
as  if  every  other  butcher,  baker  and  candle- 
stick maker  in  the  Kingdom  finds  use  for 
the  cycle  in  some  form.  The  number  of 
the  "mankilling"  carrier  tricycles  and  quad- 
ricycles  with  parcels  or  burdens  of  some 
sort  stowed  in  the  big  box,  is  not  short  of 
astonishing.  They  are  to  be  seen  even  in 
the  very  thick  of  London's  traffic,  and  the 
"galley  slaves"  who  do  the  pedalling  seem 
unconcerned  about  their  safety.  The  com- 
parative absence  of  swiftly  moving  street 
cars  may  have  something  to  do  with  the 
case,  and  yet  the  fleet  of  cabs  and  'busses 
and  other  vehicles  that  cruises  through  the 
streets  of  London  is  almost  akin  to  an 
unending  procession,  and  skill  and  quick 
precision  are  at  no  discount. 

It  is  true  that  in  New  York  and  other 
cities,  chiefly  in  the  residential  districts, 
there  are  a  few  butchers  and  bakers  who 
make  use  of  bicycles  with  handle  bar  bas- 
kets, but  compared  with  London's  great 
army,  the  number  is  insignificant.  Here 
and  there  a  postman  employs  his  own 
bicycle  to  assist  in  collecting  mail  from  the 
boxes,  but  that  is  as  near  as  bicycles  come 
to  serving  Uncle  Samuel.  As  for  the  news- 
men— the  New  York  newsmen,  at  any  rate, 
they  are  a  sight  for  God  and  men.  To  see 
those  early  morning  merchants  carrying 
their  wares  in  baby  carriages  and  children's 
toy  wagons  is  a  spectacle  calculated  to 
wring  smiles  from  stone  images. 

So  far  as  America  is  concerned,  the 
recognition  of  the  bicycle's  utility  has  come 
chiefly  from  the  police  departments,  which, 
strangely  enough,  is  the  one  arm  of  the 
British  service  in  which  it  seems  to  be  in 
most  limited  use  and  this  despite  the  fact 
that  "just  across  the  channel"  the  Paris 
police  department  employs  hundreds  of 
them.  It  is  a  queer  conflict  of  contraries,- 
but  the  one  fact  that  stands  out  is  that  iri  • 
America  the  utility  of  the  bicycle  never  /has 
met  with  anything  like  a  fair  measure  of 
the  appreciation  due  a  vehicle  so  safe,  so 
sure,  so  swift,  so  convenient,  so  ecenomical. 


The  "demand"  for  bicycles  indicated  by 
the  number  stolen  in  Buffalo  last  month, 
suggests  generally  that  there  is  an  astound- 
ing extent  of  carelessness  in  leaving  bicycles 
unguarded  and  unchained  in  all  sorts  of 
places.  They  are  so  light  and  so  conveni- 
ently made  away  with  that  it  is  small  won- 
der they  have  such  attraction  for  petty 
thieves. 


334 


THE  BICYQ-ING  WORLD 


OPENING   AT    OGDEN 


Rain  Stops  Long  Enough  to  Permit  Racing 
— Honors   Well   Distributed.- 


Ogden,  Utah,  June  9. — Jupiter  Pluvius, 
after  having  several  times  caused  the  open- 
ing meet  to  be  postponed,  by  venting  his 
vengeance  in  the  form  of  rain,  finally  has 
relented  and  a  good  card  of  races  was  run 
off  last  night.  Although  several  of  the  star 
performers  were  absent  the  finishes  in  all 
the  races  were  exciting  and  delighted  a 
large  crowd  of  enthusiasts. |  Hardy  Down- 
ing was  the  largest  prize  winner,  capturing 
the  one  mile  open  from  Smith  "and  beating 
Redman  in  the  five-mile  motorpaced  event. 
The  summaries  follow: 

One-mile  professional,  a  la  Francaise — 
First  heat  won  by  E.  Smith;  second,  Saxon 
Williams.  Time,  2:34.  Second  heat  won 
by  E.  Smith;  second,  Saxon  Williams.  Time, 
2:38. 

Half-mile  match,  amateur — First  heat  won 
by  John  Berryessa,  San  Jose,  Cal. ;  second, 
Fred  Schnell,  Salt  Lake  City.  Time,  1:1S. 
Second  heat  won  by  Schnell;  second,  Ber- 
ryessa. Time,  1:17.  Third  heat  and  race 
won  by  Berryessa;  second,  Schnell.  Time, 
1:31. 

One-mile  professional — Won  by  Hardy 
■Downing,  San  Jose,  Cal.;  second,  E.  E. 
Smith,  Salt  Lake;  third,  Saxon  Williams, 
Salt  Lake.     Time,  2:33^. 

Half-mile  open,  amateur — Won  by  John 
Berryessa;  second.  King;  third,  Thomas. 
Time,   1:09. 

Five-mile  motorpaced,  professional — Won 
by  Hardy  Downing;  second,  Iver  Redman. 
Time,  10:38. 


Ogden,  Utah,  June  10. — Joseph  Fogler,  of 
Brooklyn,  furnished  the  surprise  of  the 
evening  here  in  the  races  last  night.  In  the 
one-mile  handicap  Fogler  was  placed  on  the 
ten-yard  mark  and  he  beat  out  W.  E.  Sam- 
uelson,  from  scratch.  Fogler's  riding  was 
the  best  seen  here  thus  far  and  he  was 
liberally  applauded.  Walter  Bardgett,  of 
Buffalo,  was  third,  from  SO  yards,  and  Ben 
Munroe;  away  out  on  the  limit,  got  fourth. 
A  small  crowd  greeted  the  riders  on  account 
the  dull  meet  of  night  before  last,  but  if 
the  management  serves  up  some  more 
"real"  meets  like  the  one  of  last  night,  the 
success  of  the  game  is  assured  in  Ogden. 
The  summaries: 

Half-mile  open,  professional — Won  by 
W.  E.  Samuelson,  Salt  Lake  Cit}';  second, 
Ben  Munroe,  Memphis,  Tenn.;  third,  A.  J. 
Clarke,  Australia.     Time,   1:01^. 

Unlimited  pursuit  race — Won  by  Berry- 
essa and  Diefifenbacher,  of  San  Jose,  Cal.; 
second,  Morgan  and  Schnell,  of  Salt  Lake 
City.  Time,  not  taken.  Distance,  four 
miles. 

One-mile  open,  amateur — Won  by  J.  B. 
Hume;  second,  HoUiday;  third,  Dieffen- 
bacher;  fourth,  Thomas.     Time,  2:03>^. 

One-mile  handicap,  professional — Won 
by    Joseph    Fogler,    Brooklyn    (10    yards); 


second,  W.  E.  Samuelson,  Salt  Lake  City 
(scratch);  third,  Walter  Bardgett,  Buffalo 
(50  yards) ;  .fourth,  Ben  Munroe,  Memphis 
(130  yards).     Time,  1:S3>^. 

Five-mile  motorcycle,  professional — Won 
by  T.  M.  Samuelson;  second,  E.  B.  Heagren. 
Time,  6:44. 


FIXTURES 


Green's  "Double  Killing"  at  Waltham. 

Of  sixteen  men  who  started  in  a  2S-mile 
road  race  conducted  by  the  Waltham 
(Mass.)  Motorcycle  Club  on  Saturday  last, 
9th  inst.,  but  eight  finished,  Chester  Green, 
of  Waltham,  with  a  handicap  of  8  minutes, 
finishing  first  and  winning  the  time  prize 
also.  His  time  was  40:52;^.  The  others 
finished  in  this  order:  Carl  Ericsson,  Sher- 
burn  (3:00),  46:40%;  B.  F.  Borden,  Brock- 
ton (10:00),  43:59;  Guy  M.  Green,  Waltham 
(3:30),  56:48;  William  Roper,  Waltham 
(12:00),  58:10;  M.  B.  Hall,  Watertown 
(scratch),    52:50?^. 

H.  W.  Robinson  of  Waltham,  and  E.  G. 
Dow,  of  Brockton,  finished  seventh  and 
eighth  respectively,  but  their  times  were  not 
taken. 

L.  B.  Marsh,  of  Brockton,  fell  early  in 
the  race  and  was  badly  bunged  up.  A.  A. 
Hoyt,  the  suspended  Brockton  rider,  had 
entered  the  event,  but  appearing  too  late 
to  start,  attempted  the  "grandstand  play" 
of  "trying  for  the  record."  His  machine 
went  wrong  before  half  the  distance  had 
been  covered,  however,  and  his  "play"  failed 
of  its   purpose. 


Browers    on   Smith's   Track. 

Last  Sunday,  10th  inst.,  the  Brower 
Wheelmen  of  New  York  City,  held  their 
quarterly  track  meet  at  Smith's  quarter- 
mile  oval,  at  Valley  Stream,  L.  I.  F.  Bur- 
den, with  210  yards  handicap,  won  the  one- 
mile  handicap,  Peter  Housley,  on  175  yards, 
finishing  second.  J.  Blake  was  third.  Time, 
2:35>^.  Charles  Schlosser  crossed  the  tape 
first  in  the  three-mile  handicap,  beating 
out  M.  Simmons,  scratch.  Peter  Housley, 
also  on  scratch,  was  third.     Time,  8:40. 


Multi-Cylinders  in  Majority. 

Of  ninety-three  entries  for  the  annual 
Land's  End^to  John-o'-Groat's  run,  which 
may  be  termed  the  British  cross-continent 
journey,  there  are  39  single  cylinder,  26 
twin,  and  4  four-cylinder  motor  bicycles. 
Among  the  passenger  motorcycles  there  are 
4  single-cylinder  and  20  twin-cylinder  ma-- 
chines,  in  all  50'  multi-cylinder  motorcycles, 
against  43  with  single  cylinders.  The  dis- 
tance, 889  miles,  is  to  be  covered  in  six 
days. 


Root    Beats    Roller    Skater. 

An  interesting  contest  was  run  off  at 
Madison  Square  Garden,  Thursday  night 
of  this  week.  E.  F.  Root,  winner  of  the 
last  two  six-day  races,  met  Frank  Delmont, 
the  champion  roller  skater,  in  a  match  race 
at  two  miles,  Root  riding  a  bicycle  and  Del- 
mont being  upon  the  rollers.  Although  the 
rink  was  not  banked  very  much  the  skater 
was   no  match  for  the  cyclist. 


June  17 — Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  fifty-mile  handicap 
road  race;  open. 

June  30- July  3 — F.  A.  M.  annual  tour,  New 
York  to  Rochester,  N.  Y. 

July  2-3 — F.  A.  M.  annual  endurance  con- 
test, New  York  to  Rochester,  N.  Y. 

July  4 — Richmond,  Ind. — Bicycle  Dealers' 
Association  track  meet;  open. 

July  4 — Los  Angeles,  Cal. — Bay  City 
Wheelmen's  road  race  to  Santa  Monica; 
open.  I 

July  4 — Milwaukee,  Wisconsin — Milwau- 
kee Motorcycle  Club's  race  meet. 

July  4 — Atlanta,  Ga. — Track  meet  at  Pied- 
mont Park. 

July  4 — ^Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
Long  Island  derby. 

July  4 — Dunkirk,  N.  Y. — Dunkirk  Cycle 
Club's  20-mile  handicap  road  race;  open. 

July  4-6— Rochester,  N.  Y.— F.  A.  M.  an- 
nual meet  and  championships. 

July  8 — Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  ten-mile  road  race. 

July  8— Valley  Stream,  L.  L— Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

July  29-August  5 — Geneva,  Switzerland — 
World's  championships. 

August  12 — Valley  Stream,  L.  I. — Roy. 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

Aug.  26 — -Valley  Stream,  L.  I.-^-Century 
Road   Club   Association's   record   run. 

August  26 — Century  Road  Club  of  Amer- 
ica's fifteen-mile  handicap  road  race;  open. 

September  3 — Muskegon,  Mich. — Muske- 
gon Motorcycle  Club's  race  meet. 

September  3 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  annual  twenty-five- 
mile  handicap  Coney  Island  Cycle  Path 
race;  open. 

September  9 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed.  I  i(l 

September  16 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  one  hundred  mile 
record  run. 

Sept.  23 — Valley  Stream,  L.  I.— Century 
Road  Club  Association's  twenty-five  mile 
handicap  road  race;  open. 

Sept.  30.— Valley  Stream,  L.  I.— Roy 
Wheelmen's  25-mile  handicap  road  race; 
open. 

November  29 — Century  Road  Club  of 
America's  fifty-mile  handicap  road  race; 
open. 


Membership  in  the  Cyclists'  Touring  Club 
is  to  be  thrown  open  to  tourists  of  all  sorts, 
cyclewise  and  otherwise.  The  motion  to  that 
effect  was  carried  by  a  large  majority — 
10,495  votes  out  of  a  total  of  some  12,000. 


THE  BICYCLING  WORLD 


335 


HAIR  RAISING  AT  SALT  LAKE 


Great  Sport  on  the  Saucer — Fogler  and  the 
Australians  Earn  "Pin  Money." 


Salt  Lake  City,  June  9. — More  than  three 
thousand  people  witnessed  hsiir  raising  fin- 
ishes in  fast,  hard-fought  races  last  night 
that  were  carried  over  from  last  Tuesda}', 
on  account  of  the  perversities  of  Jupiter 
Pluvius.  The  prettiest  race  of. the  evening 
was  the  three-mile  lap  race  which  Lawson 
won  from  McFarland.  All  the  other  events 
were  the  cause  for  cheers,  however,  and 
Manager  Chapman  served  up  the  best  and 
most  variegated  card  of  races  that  ever  has 
been  witnessed  on  the  local   saucer. 

The  ball  was  started  rolling  spiritedly 
with  the  half-mile  invitation,  professional, 
Walter  Bardgett,  F.  P.  Gunn,  Ben  Munroe, 
Jack  Burris,  Emil  Agraz,  W.  Pedlar  Palmer, 
S.  H.  Wilcox  and  Worthington  L.  Mitten, 
all  qualifying  in  the  two  heats.  Palmer,  the 
Australian,  won  the  final  heat  from  Walter 
Bardgett,  the  crack  Buffalonian;  Ben  Mun- 
roe, of  Memphis,  Tenn.,  who  rides  agains.: 
the  ponies  in  the  winter,  getting  third  from 
Emil  Agraz,  the  swarthy-skinned  Mexican 
from  San  Jose.  The  time  was  one  minute 
flat. 

The  next  interesting  event  was  the  half- 
mile  professional  handicap,  in  which  twelve 
of  the  cracks  qualified.  Joe  Fogler,  the 
fast  Brooklynite,  won  his  first  race  from 
the  30-yard  mark;  the  two  Australians, 
Clark  and  Pye,  getting,  respectively,  sec- 
ond and  third,  while  Agraz  crossed  the  line 
in  time  for  fourth.  Lawson,  Samuelson, 
HoUister,  Hopper  and  the  other  low  mark- 
ers, tried  hard  to  overtake  them,  but  did 
not  have  the  speed. 

The  luhree  mile  lap  race  was  a  real  race 
from  the  crack  of  the  gun  until  the  men 
flashed  across  the  tape.  Gunn  headed  the 
bunch  for  the  first  three  laps  and  others 
took  up  the  running  for  two  or  three  laps 
when  Walter  Bardgett  sprang  the  surprise 
of  the  evening.  He  was  trailing  the  bunch 
when  he  jumped  out  from  the  rear,  worked 
a  lightning  sprint,  and  sailed  past  the  riders 
forty  or  fifty  yards.  For  awhile  it  looked 
dangerous,  but  Lawson  overhauled  the 
flying  Buffalonian  and  from  then  until  the 
bell  lap  Lawson  and  "Long  Mac"  kept  well  in 
front.  Samuelson  is  in  danger  of  losing  his 
title,  "Pride  of  Provo,"  for  he  has  as  yet 
failed  to  make  good.  In  this  race  he  was 
one  of  the  "also  rans."  In  the  bell  lap 
McFarland  jumped  out  and  led  until  the 
last  quarter  of  a  lap  when  the  Swede 
sprinted  up  to  him.  The  pair  battled  hard 
down  the  stretch,  Lawson  winning  out  by 
inches.  Hopper  was  third  and  Pye,  the 
little  "Kangaroo,"   finished   fourth. 

The  miss  and  out  amateur  race  would 
have  been  more  intelligible  to  the  spec- 
tators had  the  officials  insisted  that  the 
rider  called  off  at  the  finish  of  each  lap 
get  off  the  track.  As  it  was  there  was  con- 
siderable   confusion.      After    the    men    got 


weeded  out  the  last  five  laps  resulted  in  a 
pretty  race  between  Hume,  West,  Giles 
and  Bird.  Four  lapS"  from  the  finish  the 
riders  rode  exactly  abreast,  when  Hume 
forged  steadily  to  the  front  and  after  that 
he  was  never  headed.  West  won  the  quar- 
ter mile  open  from  Hume,  Weiser  finishing 
third  and  Hal  McCormack,  of  San  Jose, 
next. 

One  of  the  participants  in  last  night's 
races  was  Arthur  Gardiner,  the  well-known 
old-time  crack.  He  participated  insofar  as 
he  started  McFarland  in  one  of  the  events. 
Gardiner  retired  from  the  racing  game  in 
1899,  just  about  the  time  McFarland  was 
coming  out.  He  is  in  the  automobile  busi- 
ness now,  and  came  to  Salt  Lake  on  busi- 
ness, but  his  presence  at  the  saucer  last 
night  shows  that  he  is  still  interested  in 
the  game.     The  summaries  follow: 

Half-mile  invitation,  professional — First 
heat  won  by  Walter  Bardgett,  Buffalo;  sec- 
ond, J.  P.  Gunn,  Salt  Lake  City;  third,  Ben 
Munroe,  Memphis,  Tenn.;  fourth,  J.  Burris, 
Salt  LaJie  City.  Time,  l:02j^.  Second  heat 
won  by  Emil  Agraz,  San  Jose;  second,  W. 
P.  Palmer,  Australia;  third,  S.  H.  Wilcox, 
Salt  Lake  City;  fourth,  Worthington  L. 
Mitten,  Davenport,  Iowa.  Time,  1:00J^. 
Final  heat  won  by  W.  Pedlar  Palmer;  sec- 
ond, Walter  Bardgett;  third,  Ben  Munroe; 
fourth,  Emil  Agraz;  fifth,  Jack  Burris. 
Time,   1:00. 

Quarter-mile  open,  amateur — Final  heat 
won  by  Fred  West;  second.  Jack  Hume; 
third,  H.  Weiser;  fourth,  Hal  McCormack. 
Time,  0:305^. 

Half-mile  handicap,  professional — First 
heat  won  by  Cyrus  Hollister,  Springfield, 
Mass.  (10  yards);  second,  Emil  Agraz,  San 
Jose  (80  yards);  third,  Ben  Munroe,  Mem- 
phis (SS  yards) ;  fourth,  A.  J.  Clark,  Aus- 
tralia (20  yards).  Time,  0:55.  Second  heat 
won  by  Walter  Bardgett,  Buffalo  (45 
yards);  second,  Iver  Lawson,  Salt  Lake 
(scratch);  third,  Ernest  Pye,  Australia  (15 
yards);  fourth,  W.  P.  Palmer,  Australia  (35 
yards).  Time,  0:56J^.  Third  heat  won  by 
Joe  Fogler,  Brooklyn  (30  yards);  second, 
W.  E.  Samuelson,  Salt  Lake  City  (scratch); 
third,  Norman  C.  Hopper,  Minneapolis  (35 
yards);  fourth.  Jack  Burris,  Salt  Lake  City 
(45  yards).  Time,  0:S7y4-  Final  heat  won 
by  Joe  Fogler;  second,  A.  J.  Clark;  third, 
E.  Pye;  fourth,  Emil  Agraz.     Time,  0:54>^. 

Miss-and-out  race,  amateur — Won  by 
Jack  Hume;  second,  P.  Giles;  third,  Fred 
West;  fourth,  A.  L.  Bird.  Distance,  2^ 
miles.     Time,  4:42. 

Three-mile  lap,  professional — Won  by 
Iver  Lawson,  Salt  Lake  City;  second,  Floyd 
A.  McFarland,  San  Jose;  third,  Norman  C. 
Hopper,  Minneapolis;  fout;th,  Ernest  A. 
Pye,  Australia;  fifth,  S.  H.  Wilcox,  Salt 
Lake  City.     Time,  6:07. 


ON   THE   BOWL   AT   DENVER 


Second  Meet  Attracts  Increased  Crowd  and 
Cracks  Coming  from  Salt  Lake  City. 


Denver,  Col.,  June  4. — A  large  crowd  was 
out  yesterday  afternoon  to  greet  the  riders 
at  the  second  race  meet  this  season  and 
from  the  lively  interest  they  displayed  the 
success  of  Denver's  saucer  this  year  seems 
assured.  It  will  be  regrettable  indeed  should 
the  track  have  to  close  again,  and  would 
give  the  game  a  black  eye  in  these  parts 
from  which  it  would  not  soon  recover. 
While  as  yet  there  are  not  many  crack 
riders  in  the  Queen  city,  many  newcomers 
are  getting  in  the  game  and  if  the  prizes 
are  such  as  to  make  it  worth  their  while 
Denverites  will  see  many  crack  profes- 
sionals, for  it  is  freely  said  that  pickings  at 
Salt  Lake  City  are  not  very  easy.  In  fact, 
S.  H.  Wilcox,  J.  E.  Anchorn,  Emil  Agraz, 
J.  B.  Gunn  and  two  other  riders  by  the 
names  of  Shadduck  and  Rosenblatt  have 
left  the  Mormon  City  for  Denver  and  will 
be  here  in  time  for  the  next  meet. 

Last  night's  races  were  interesting.  E. 
W.  Smith  won  the  five-mile  motorpaced 
race  from  E.  Schwartz,  but  it  took  three 
heats  to  decide  the  match.  Henry  Warnecke 
won  both  the  amateur  races  and  Vic  Ander- 
son defeated  George  Boyd  and  George 
Welch  in  a  five-mile  motorcycle  race.  The 
summaries: 

One-mile  open,  amateur — Won  by  Henry 
Warnecke;  second,  Carl  Kemmler;  third, 
Harry   Bertholf.     Time,  2:22i^. 

Five-mile  motorpaced,  professional — First 
heat  won  by  Ed  Schwartz.  Time,  8:30. 
Second  heat  won  by  E.  W.  Smith.  Time, 
8:46.  Third  heat  won  by  E.  W.  Smith. 
Time,  8:31. 

One-mile  handicap,  amateur — Won  by 
Henry  Warnecke  (25  yards);  second,  Carl 
Kemmler  (100  yards);  third,  E.  W.  Arm- 
strong (75  yards).     Time,  2:15. 

One-mile  tandem,  amateur — Won  by  Joe 
Hudson  and  Harry  Bertholf;  second, 
Charles  Ferguson  and  E.  W.  Anderson. 
Time,  2:11. 

Five-mile  motorcycle,  professional — Won 
by  Victor  Anderson;  second,  G.  W.  Boyd; 
third,   George  Welch.     Time,   6:20. 


The  following  officers  have  been  nomi- 
nated for  the  Electric  City  Wheelmen,  of 
Scranton,  Pa.:  For  president,  Jacob  Pfeiffer; 
for  vice-president,  Benjamin  Allen;  for  sec- 
retary, E.  Barry  Davis;  for  directors,  Wal- 
ter Evans  and  Oscar  Oswald. 


New  Zealander  Crossing  the  Continent. 

Stanley  Bowmar,  a  New  Zealander,  who 
is  in  this  country  on  a  visit,  means  to  see 
it  as  it  should  be  seen.  Astride  a  Merkel 
motor  bicycle,  he  left  Buffalo  on  Tuesday 
morning  last  for  a  leisurely  jaunt  to  San 
Francisco.  Before  leaving,  he  visited  W. 
C.  Chadeayne,  the  cross-continent  record- 
holder,  who  filled  him  full  of  road  direc- 
tions and  good  advice.  Bowmar,  who 
promptly  joined  the  F.  A.  M.,  though 
he  expects  to  be  on  the  road  three  or  four 
months,  thinks  it  possible  he  may  carry 
home  an  American  medal  as  a  souvenir 
of  his  journey.  It  is  his  purpose  to  enter 
the  lists  for  one  of  the  F.  A.  M.  mileage 
medals. 


136  THE  BICYCLING  WORLD 

'M  recommend  the  Morrow  to  all  Motorcyclists" 


Meshoppen,  Pa.,  May  14th,  1906. 


ECLIPSE  MACHINE  CO., 


Elmlra,  N.  Y. 

Gentlemen: 

I  have  delayed  writing  you  for  some  time  In  regard 
to  your  new  Morrow  Coaster  Brake  for  motorcycles,  knowing 
that  I  was  giving  your  ferake  one  of  the  most  strenuous  tests 
that  It  is  possible  for  any  rider  to  give  a  hrake  for  daily 
use.   I  use  my  motor  for  the  delivery  and  collection  of  mail 
on  a  twenty-five  mile  route  every  day  that  the  weather  per- 
mits.  I  have  eight  long,  hard  hills  to  descend  besides  lots 
of  short  pitches,  and  grades  running  as  high  as  28  per  cent. 

Last  year  I  used  the  coaster  brake  and  had  to 

walk  down  all  hills  that  were  long  or  steep  or  where  I  had  a 
stop  to  make.   This  spring  I  have  been  using  the  Morrow,  and 
I  ride  all  grades  and  feel  that  my  machine  is  under  perfect 
control  at  all  times.   Last  week  I  was  coasting  down  a  heavy 
grade  and  my  back  pouch  dropped  out  of  the  carrier.   I  ap- 
plied the  brake,  came  to  a  dead  stop,  dismounted,  backed  up 
just  seven  paces  to  where  the  mail  pouch  lay.   That  excels 
all  brakes  that  I  have  ever  used;  in  fact,  the  Morrow  has  no 
equal — it  is  in  a  class  by  itself — and  I  take  pleasure  in 
recommending  it  to  all  motorcyclists. 

Yours  respectfully, 

G.  F.  AVERY, 
R.P.D.  Carrier  No.  2, 

Meshoppen,  Pa. 


''Words  of  others  tell  the  story" 


THE  BICYCLING  WORLD 


337 


ROCHESTER   MAKES   READY 


:  Program  of  the  F.  A.  M.  Meet  Fully  Out- 
lined— To  Try  Piston  Displacement  Plan. 


The  three  national  championships  which 
the  Rochester  Motorcycle  Club  selected 
and  which  will  be  decided  at  the  annual 
meet  of  the  Federation  of  American  Motor- 
cyclists, at  Rochester,  N.  Y.,  will  be  the 
one  mile,  five  miles  and  the  one  hour  events. 
It  will  be  the  first  time  that  the  one  hour 
■championship  has  been  contested;  it  was 
not  awarded  last  j'ear.  It  will  be  run  on 
July  Sth;  the  other  two  championships  are 
•carded  for  the  first  day,  the  4th.  The  other 
events  that  will  constitute  the  track  features 
are  as  follows: 

July  4 — One  mile  novice;  ten  miles,  flying 
start;  three  miles  hang-together;  one  mile, 
flying  start  and  a  one  pint  economy  test, 
although  a  speed  contest  may  be  substi- 
tuted for  the  latter. 

July  5 — One-half  mile,  flying  start;  three 
miles  handicap;  ten  miles  Rochester  Handi- 
cap; one-eighth  mile  slow  race. 

The  road  race  will  be  run  in  the  fore- 
noon of  the  Sth  and  the  distance  will  be  24 
miles.  It  will  be  decided  on  what  is  known 
as  the  Henrietta  road,  the  Ridge  road  pre- 
viously selected  proving  unavailable;  the 
Henrietta  road  will  provide  a  course  of  six 
miles,  four  laps  constituting  the  total  dis- 
tance. 

The  hill  climbing  contest  on  the  morning 
of  July  6th,  will  be  held  on  Dug-out  hill, 
about  four  miles  removed  from  the  city  on 
a  little  frequented  road.-  The  surface  is 
good  and  the  eight  per  cent,  grade  will  not 
bother  anyone,  but  there  are  several  curves 
that  will  put  a  premium  on  skillfulness.  The 
contest  will  be  made  up  of  two  classes—, 
one  for  single  cylinder  motor  bicycles,  the 
other,  a  free-for-all.  In  the  latter,  however, 
the  Rochester  club  will  give  the  piston  dis- 
placement plan  its  first  trial  in  this  coun- 
try, thus  placing  all  horsepowers  and 
weights  on  an  equality.  The  fastest  ascent 
will  not  necessarily  achieve  the  victory  and 
the  heavy  man  will  have  a  fair  chance 
against  his  lightweight  brother.  The  result 
will  be  arrived  at  by  multiplying  the  piston 
displacement  in  cubic  inches  by  the  time 
and  dividing  the  result  by  the  total  weight. 
This  gives,  in  effect,  the  specific  capacity  of 
the  machine,  or  its  capacity  per  pound 
weight,  into  the  time,  and  therefore  meas- 
ures its  performance  on  an  absolute  basis. 
The  displacement  is  the  square  of  the  dia- 
meter of  the  cylinder  multiplied  by  .7854 
times  the  stroke.  The  weight  includes 
weight  of  machine  complete  plus  weight  of 
rider. 

In  the  ten  miles  Rochester  Handicap  to 
be  run  on  Chittenden  track,  on  July  Sth, 
piston  displacement  also  will  be  used  as  the 
basis  for  handicapping,  the  first  time  any- 
thing of  the  sort  has  been  attempted  on 
this  side  of  the  world. 


The  business  meeting  and  annual  election 
of  the  F.  A.  M.  will  occur  on  Thursday 
evening,  July  Sth. 

In  the  line  of  recreation  and  entertain- 
ment the  Rochester  Motorcycle  Club  has 
several  good  things  on  tapis.  On  Wednes- 
day morning,  4th  inst.,  there  will  be  a  run 
to  Ontario  Beach;  for  that  evening,  what 
is  significantly  termed  "a  good  time"  is 
programmed,  while  for  Friday  evening,  the 
hosts  of  the  occasion  have  what  they  sug- 
gestively style  "a  surprise  for  the  boys"  in 
store.  The  "surprise"  will  practically  bring 
the  meet  to  an  end,  but  the  Rochesterians 
have  set  aside  Saturday  for  "whatever  the 
bunch  wants  to  do." 


LONDON'S  CYCLING  NEWSBOYS 


How   they   Perform   their   Work  and   how 
Regelated  by  System  of  Fines. 


F.  A.  M.  TOURISTS'  MEMENTO. 

President  Betts  and  Secretary  Wehman 
visited  Rochester  on  Sunday  last  and  were 
taken  to  Crittenden  Park,  where  the  races 
will  be  held,  to  Dug-out  hill  and  to  the 
Henrietta  road.  Their  money  was  rendered 
worthless  and  thej'  left  for  home  with  a 
well  defined  impression  that  the  prospective 
hosts  of  the  F.  A.  M.  are  "the  right  sort." 

So  far  as  concerns  the  national  endurance 
contest  from  New  York  to  Rochester,  July 
2  and  3,  practically  nothing  remains  to  be 
done.  Chairman  Wehman  already  has  com- 
pleted every  detail  in  his  usual  thorough 
fashion  and  the  event  could  be  run  to-mor- 
row if  need  be.  The  entries  are  now  coming 
in,  L.  J.  Mueller,  Cleveland,  Ohio,  being 
No.  1,  and  Walter  Goerke,  Brooklyn,  N.  Y., 
No.  2.  Mueller's  performance  will  be  in 
the  nature  of  a  preliminary  canter  for  his 
cross-continent  journey  on  which  he  will 
set  out  from  San  Francisco  on  August  1. 


Chairman  Toepel,  of  the  F.  A.  M.  Roads 
and  Tours  Committee,  reports  a  substantial 
increase  in  interest  in  the  tours  from  New 
York  and  Boston  to  the  F.  A.  M.  meet  in 
Rochester,  N.  Y.,  June  30-July  3.  More  in- 
quiries than  ever  before  have  been  received 
and  indications  point  to  a  party  more 
numerous  than  the  corporal's  guard  that 
have  participated  in  the  annual  tours  of 
previous  years.  The  F.  A.  M.  Tourists' 
Memento — the  bronze  finger  post,  which 
Chairman  Toepel  designed — may  have  to 
do  with  the  case.  A  good  idea  of  the 
memento,  which  will  be  of  watch  charm 
size,  may  be  obtained  from  the  accompany- 
ing illustration. 


To  the  tourist,  the  London  newsboys 
who  traverse  the  streets  of  that  congested 
town  carrying  huge  bundles  of  papers  on 
their  backs  as  they  cycle  calmly  through  a 
swirling  tide  of  traffic  that  would  frighten 
even  a  New  York  teamster,  are  a  continual 
source  of  wonderment.  That  their  life  is  by 
no  means  an  easy  one,  and  that  they  labor 
under  difficulties  which  would  put  an  un- 
trained cyclist  to  rout  in  less  time  than  it 
takes  to  tell  it,  is  evident,  but  even  with 
the  figures  in  full  view,  it  is  hard  to  realize 
what  they  endure  in  the  way  of  petty  annoy- 
ances, and  what  each  day's  work  really 
means. 

As  a  matter  of  fact,  however,  their  aver- 
age load  is  40  pounds  when  they  start  on 
their  routes,  and  the  wages  average  about 
$6  per  week,  plus  tips  and  commissions, 
which,  naturally,  are  neither  large  nor  de- 
pendable. And  while  their  daily  journey 
,  mounts  up  to  something  like  thirty-five  or 
forty  miles,  it  represents  a  deal  of  hard 
work,  for  their  bundles  are  carried  on  their 
shoulders,  and  they  ride  through  the  con- 
gested streets  at  a  pace  which  would  put 
many  a  road  rider  to  shame  even  though 
he  prides  himself  on  his  endurance. 

Moreover,  they  have  to  stand  the  cost  of 
all  repairs,  which,  on  the  average,  come  to 
about  twenty-five  cents  a  week,  and  are 
obliged  to  pay  half  of  all  fines  imposed  for 
exceeding  the  speed  limit,  while  the  time 
spent  in  court  is  deducted  from  the  week's 
pay.  Delays  and  journeys  lost  through 
punctures  and  other  hindrances  are  pun- 
ished by  regular  fines,  proportioned  to  the 
nature  of  the  delay.  Altogether,  it  is  safe 
to  say  that  they  well  earn  all  they  get,  and 
that  their  lot  is  by  no  means  an  enviable 
one. 


Los  Angeles  Motorcyclists  Reorganize. 

On  Friday,  June  8,  after  months  of  inac- 
tivity, part  of  the  old  Los  Angeles  Motor- 
cycle Club,  with  some  new  blood,  met  in 
the  Y.  M.  C.  A.  building  on  South  Hill 
street,  to  the  number  of  forty-three  inter- 
ested riders  and  formed  a  new  Los  Angeles 
Motorcycle  Club.  C.  H.  Day  was  chosen 
chairman  and  Marian  Smith  secretary  and 
a  by-laws  committee  was  appointed  con- 
sisting of  F.  E.  Carroll,  A.  L.  Hamilton 
and  F.  A.  Burnwood.  L.  A.  Morrison  was 
made  temporary  captain.  A  run  to  Azusa 
was  called  for  the  following  Sunday.  The 
subject  of  an  endurance  run  to  take  place 
soon  was  discussed. 


Of  84  motorists  who  started  in  the  annual 
London  to  Edinburgh  run  on  the  1st  inst., 
48  reached  the  Scotch  metropolis  within  the 
time  limit  of  24  hours;  of  the  survivors,  34 
Msed  motor  bicycles,  2  tricars  and  10  cars. 


3^8 


THE  BICYCLING  WORLD 


The  Saddle  with  a  Mission 


Designed  and  manufactured  to  demonstrate  that  there  is  nothing  in  the  world  superior  to  this  American  product,    the 

PERSONS  ROYAL  HOTOR  SEAT 

has  amply  and  convincingly  proved  its  case. 

Designed  and  produced  to  add  to  the  luxury  of  motorcycling,  the  daily  increasing  demand  for  it  proves  that 

■that  mission  also  is  being  as  happily  fulfilled. 


PERSONS  MFG.  CO., 


Worcester,  Mass. 


Goodyear  Cushion  Pneumatic 


The  most  durable  bicycle  tire  made.  There  is  a  steadily  increas- 
ing demand  for  this  tire  and  every  dealer  should  carry  them  in  stock; 
merely  showing  a  section  will  often  make  a  sale  and  a  satisfied  customer. 

Send  us  your  name  and  address  so  we  can  forward  sections. 


QOODYEAR  TIRE  &  RUBBER  CO.,  Akron,  O. 


THE  BICYCLING  WORLD 


WAS  BROOKLYNITES'  HANDICAP 


They  Capture  Chief  Honors  in  their  First 
Titular   Race — Weintz's   Fast   Work. 


Harold  F.  Missimer,  a  hairless-faced 
young  member  of  the  Park  Circle  Club  of 
Brooklyn,  riding  with  9  minutes  30  seconds 
handicap,  won  the  "Brooklyn  Handicap,"  a 
twenty-mile  road  race  promoted  last  Sun- 
day on  Long  Island,  by  the  Park  Circle 
Club,  and  which,  -  it  is  hoped,  will  attain 
fame  akin  to  that  possessed  by  the  horse 
race  of  the  same  title.  A.  Johnson  and  W. 
Berman,  two  other  members  of  the  promot- 
ing organization,  finished  second  and  third 
respectively.  First  time  prize  was  won 
by  Louis  J.  Weintz,  of  the  New  York  Ath- 
letic Club,  who  covered  the  dust  clothed 
course  in  58  minutes  S  seconds.  Urban 
McDonald,  the  champion  sprinter  of  the 
Tiger  Wheelmen,  also  started  from  scratch, 
and  finished  for  second  time  prize,  crossing 
the   tape   several   seconds   after   Weintz. 

Quite  a  crowd  had  gathered  at  West's, 
Valley  Stream,  L.  I.,  to  witness  the  start 
and  finish  of  the  race.  Many  of  them  had 
intended  to  ride  in  the  race,  but  when  they 
.saw  the  condition  of  the  course,  withdrew. 
Forty-three  riders  lined  up  a  few  minutes 
after  three  o'clock  when  the  two  limit  men, 
A.  G.  Armstrong  and  W.  Berman,  who  had 
ten  minutes,  were  sent  away.  Then  fol- 
lowed the  other  divisions  at  intervals  of 
thirty  seconds,  the  four  minute  bunch  being 
the  nearest  to  scratch. 

Young  Missimer  caught  the  long  markers 
about  three  miles  out  and  was  leading  when 
the  first  group  made  the  turn  at  Bellmore, 
ten  miles  out.  All  the  way  back  Missimer 
kept  well  in  front  and  in  the  half  mile  up- 
grade sprint  for  the  tape  he  easily  distanced 
his  rivals  for  the  honor.  Missimer  is  only 
17  years  old  and  according  to  his  statement, 
this  was  the  fi;'st  race  he  ever  competed  in. 
He  rode  a  Columbia  wheel,  geared  to  88, 
and  fitted  with  Palmer  tires. 

The  course  was  exceptionally  heavy  and 
the  dust  raised  by  passing  automobiles 
made  the  going  anything  but  pleasant  for 
the  riders.  Added  to  this  the  depth  of 
sand  on  several  of  the  turns,  it  is  a  wonder 
that   accidents   were   avoided. 

Considering  the  condition  of  the  course, 
the  scratch  men  made  exceptionally  good 
time.  They  were  only  a  few  minutes  behind 
the  leaders  at  eight  miles  and  it  looked 
then  as  if  they  would  overtake  them  be- 
fore the  finish.  Louis.  J.  Weintz,  the  win- 
ner of  the  time  prize,  finished  well  up,  but 
not  far  enough  to  come  in  for  a  place 
prize.  Urban  McDonald,  who  has  been 
winning  all  the  tiine .  prizes  in  the  Tiger 
Wheelmen's  club  races,  made  his  debut  with 
the  scratch  bunch  and  made  good.  He  fin- 
ished   second   to    Weintz    for    time    prizes. 

The  race  was  well  conducted  by  the 
Park  Circle  Club  and  is  the  first  of  a  series 
they  expect  to  hold  this  summer.  Only  one 
protest  was  registered  and  that  did  not 
stand  for  two  reasons.      Reese   Hughes,   of 


the  Edgecombes,  protested  Henri  Lafentre, 
of  the  Roys,  on  the  grounds  that  the  latter 
accepted  pace  from  an  outside  rider.  Hughes 
did  not  hand  in  his  protest  in  writing  and 
besides  it  was  proved  that  Lafentre  took 
pace  for  just  twenty  yards  from  Walter 
Raleigh,  winner  of  the  Irvington-Millburn 
race,  who  was  in  the  race.  The  Park  Circle 
Club  won  a  leg  on  the  Armstrong  trophy, 
a  silver  loving  cup  to  be  awarded  to  the 
club  scoring  the  most  points;  it  has  to  be 
won  three  times  to  become  the  permanent 


STORM   STOPS   VAILSBURG 


Prevented  Running  of  the  "Feature"  Event 
— Fenn  Displayed  his  old  Form. 


HAROr.O  F.  MISSIMER. 

property  of  the  winner.  The  Park  Circle 
Club  scored  27  points  against  10  made  by 
the  Roy  Wheelmen.  The  Dyer  trophy  was 
not  won  by  any  club,  none  having  the  re- 
quisite twenty  entrants  to  qualify.  The 
summary  follows: 

Handicap.  Actual  Time. 
Pos.         Rider.         Club.  M.  S.       H.  M.  S.  Pts. 

1.  Harold  Missimer,  Park  Circle  9:30     1:04:44-^   10 

2.  A  Johnson,   Park   Circle 7:00      1:02:51  9 

3.  W.   Berman,   Park  Circle 10:00     1:05:32         8 

4.  Henri  Lafentre,  Roy  W 7:00     1:03:05  7 

5.  R.   Hughes,   Edgecombe  W...    8:00     1:04:07         6 

6.  A.   Peantilli,   Finnish  A.   C...    5:00     1:01:15  5 

7.  O.  J.   Devine,   N.   A.    C 4:03      1:00:17         4 

8.  Sam'l   Ryan,    Roy    W 5:00     1:02:24         3 

9.  A.    Demarest,    N".    A.    C 4:00      1:00:27  2 

10.  C.    Erricson,    M.    C.    C 5:00     1:01:30  1 

11.  A.    Harrison,    Roy    W 6:00     1:02:35 

12.  M.    Shuhlman,   unattached...    8:00     1:04:39 

13.  J.  A.  Eubank,  C.  R.  C.  of  A.   7:30     1:04:42 

14.  Otto     Singer,     unattached...   8:30     1:05:50 

15.  L.  J.  Weintz,  N.   Y.  A.   C.  scratch  0:58:05 

16.  Fred  C.   Graf,  C.   R.   C.  A...   4:00  l:02:10fj 

17.  U.    McDonald,    Tiger    W... scratch  0:58:12 

18.  Otto  Brandes,  Edgecombe  W.  4:00  1:02:20 

19.  Arthur   Rhodes,    Roy   W 4:30  1:02:50?^ 

20'.   S.  R.   Morrison,   Edgecombe.    5:00  1:03:23 

21,  John  Leon,  National  A.  C.  (5:30);  22,  A.  W. 
Drewitz,  Williamsbridge  W.  (7:00);  2i,  Frank 
Harry,  Park  Circle  (7:00);  24,  A.  G.  Armstrong, 
C.  R.  C.  of  A.  (10:00);  25,  C.  P.  Schoennig,  E.  D. 
T.  V.  C.  C.  (8:30);  26,  Charles  Mock,  C.  R.  C. 
of  A.  (scratch) ;  27,  George  Gunzer,  Roy  Wheelmen 
(4:00);  28,  E.  Koster,  Edgecombe  Wheelmen  (7:00); 
29,  Herman  L.  Lind,  Park  Circle  C.  C.   (scratch). 

TIME    PRIZE    WINNERS: 

1.  L.   J.    Weintz,   N.   Y.   A.   C scratch  0:58:05 

2.  Urban    McDonald,    Tiger    W.  ^  ...  scratch  0:58:12 

3.  O.    J.    Devine,    National    A.    C... 4:00  1:00:1% 

4.  A.    Demarest,    C.    R.    C.    A 4:00  1:00:27 

The  Associated  Cycling  Clubs  of  New 
York  have  undertaken  to  hold  a  field  day 
at  Pelham  Bay  Park  on  Sunday,  July  22. 
A  card  of  athletic  events  and  a  baseball 
g-ame  will  constitute  the  program. 


Dark  clouds,  which  threatened  to  break 
at  any  moment,  and  gusts  of  'wind  that 
nearly  swept  the  riders  from  their  wheels, 
prevented  the  completi-on  of  the  race  meet 
at  the  Vailsburg  board  track  last  Sunday 
afternoon,  10th  inst.  Five  races  had  been 
provided  for  on  the  program,  but  the  fea- 
ture event,  an  unknown  distance  race  for 
amateurs,  was  called  off  owing  to  the 
pranks   of  the  weather. 

There  was  some  very  good  racing,  but 
the  storm  spoiled  the  two-mile  handicap 
for  professionals,  which  gave  promise  of 
being  a  "cracker."  During  the  running  of 
this  race  a  young  cyclone  made  its  appear- 
ance and  gusts  of  wind  put  the  riders  in  a 
state  of  chaos,  allowing  four  of  the  long 
markers  to  get  in  on  the  money.  How- 
ever, everything  must  not  be  blamed  on  the 
elements,  for  in  the  two-mile  handicap  the 
long  markers  did  a  great  deal.  In  the  first 
lap  King  tried  to  steal  a  lap  right  off  the 
reel  and  Al  Guery  followed  this  up  by  a 
try  in  the  second  lap.  Menus  Bedell  made 
a  bluff  at  jumping  in  the  second  lap.  While 
this  was  going  on  the  wind  howled  and 
whistled  and  kicked  up  so  much  dust  that 
the  scratch  men  failed  to  notice  that 
the  limit  men  had  opened  up  a  gap 
of  half  a  lap.  Glasson  proved  an 
easy  winner  when  it  came  to  the  finish. 
King  got  second,  Albert  Triebal  third  and 
H.  B.  Appleton  fourth.    Time,  4:22^. 

W.  S.  Fenn  showed  traces  of  his  old-time 
sprinting  form  when  he  won  the  one-mile 
open.  Ashurst,  Krebs,  Rupprecht,  Krebs, 
Fenn,  Menus  Bedell  and  Billington  quali- 
fied in  the  two  trial  heats.  Menus  Bedell 
made  a  bluff  at  jumping  in  the  second  lap. 
Billington  took  the  lead  from  Fenn  at  the 
bell  but  Fenn  began  to  unwind  on  the 
back  stretch  while  Krebs  attempted  to  go 
out,  pulling  Menus  Bedell.  Fenn  was  too 
fast,  however,  and  he  pulled  Ashurst  away 
from  Krebs.  Ashurst  got  to  Fenn's  side 
as  they  rounded  into  the  straight  and  the 
way  the  new  "Boy  Wonder"  gave  his  pre- 
decessor a  battle  royal  all  the  way  down 
the  stretch  caused  the  spectators  to  rise  to 
their  feet  and  simply  howl,  in  spite  of  the 
warning  signs  not  to  make  any  noise.  Ash- 
urst and  Fenn  fought  neck  and  neck  all 
the  way  and  the  latter  won  out  by  only  a 
foot.  Krebs  got  third  and  !Menus  Bedell 
fourth.     Time,   3:064^. 

The  two-mile  handicap  for  amateurs  was 
spoiled  because  Beyerman,  Kessler  and 
Cameron  were  the  only  short  distance  men 
willing  to  set  any  pace.  Henry  Vanden 
Dries  sat  up  when  his  turn  came  to  pace 
and  his  act  encouraged  the  others.  Halli- 
gan,  of  the  Bay  View  Wheelmen,  caught 
the  limit  men  from  his  mark  of  160  yards 
and  he  literally  ran  away  from  the  field  in 
the  last  lap.  Thomas  Smith,  of  the  National 
Turnverein   Wheelmen,   was   second. 


343 


THE  BICYCLING  WORLD 


Two  heats  of  the  unknown  distance  race, 
always  a  popular  event,  were  run  ofif  before 
the  storm  broke.  The  first  heat  went  for 
seven  laps  and  Michael  Ferrari,  Jacob  Ma- 
gin,  Henry  Vanden  Dries,  George  Cameron, 
Edward  Siefert,  George  Pauli,  Martin  Kess- 
ler,  Tom  Phillips  and  J.  U.  Eiffler  qualified, 
crossing  the  tape  in  this  order.  Time, 
5:09^/^.  In  the  second  heat,  at  one-half 
mile,  the  riders  finished  in  this  order:  Frank 
W.  Eifler,  Watson  J.  Kluczek,  W.  Vanden 
Dries,  Charles  Jacobs,  William  Canfield, 
Yahn  Svenson,  William  Cerney,  Ed  Zapke, 
Adam  Beyerman  and  Charles  Anderson. 
Time,  1:20.     The  final  heat  was  not  run. 

An  added  starter  won  the  novice  race  at 
half  a  mile;  J.  Poos,  of  Newark,  catching 
the  judges  eye.  William  Morton,  of  Tarri- 
son,  came  in  second,  and  Adam  Schrumpf, 
of  Newark,  was  third.  Time,  1:35;'^.  The 
summaries: 

Half-mile  novice — Final  heat  won  by  J. 
Poos,  Newark;  second,  William  INIorton, 
Harrison;  third,  Adam  Schrimpf,  Newark. 
Time,  1:35^. 

Two-mile  handicap,  amateur — Final  heat 
won  by  J.  T.  Halligan,  Ba}'  View  Wheel- 
men (160  yards);  second,  Thomas  Smith, 
National  Turnverein  W"heelmen  (100 
yards) ;  third,  Joseph  M.  Eifler,  Century 
-Road  Club  Association  (90  yards);  fourth, 
Benjamin  Hill,  Bay  View  Wheelmen  (220 
yards).     Time,  4:2S?i 

One-mile  open,  professional — Final  heat 
won  by  W.  S.  Fenn;  second,  Alfred  Ashurst; 
third,  Floyd  Krebs;  fourtm.  Menus  Bedell. 
Time,  3:06 j4. 

Two-mile  handicap,  professional— Won 
by  George  Glasson  (180  j^ards) ;  second, 
John  King  (225  yards) ;  third,  Albert  Trie- 
bal  (225  yards);  fourth,  H.  B.  Appleton 
(200  yards);  fifth,  Teddy  Billington  (160 
yards).  Time,  4:22^^.  Lap  prize  winners — 
King,   3;   Glasson,   2;   Guery,   1;   Triebal,   1. 


WORK   OF  AMERICANS   ABROAD 


Kramer   Loses   and   Wins   and  the    Others 
get  "in  the  Money." 


Lawson's  Unique  Chunk  of  Gold. 

Frank  Mihlon,  of  Newark,  N.  J.,  has  an 
interesting  medal  in  his  custody.  It  is  the 
one ,  Salt  Lake  "fans"  presented  to  Iver 
Lawson  at  the  close  of  the  riding  season 
of  1904,  and  has  never  before  been  seen  in 
the  East.  There  is  not  much  fancy  work 
about  the  medal.  The  Salt  Lake  people 
seem  to  have  taken  a  chunk  of  solid  gold 
and  hammered  it  into  a  shape  that  reminds 
one  of  a  slice  of  cucumber.  In  the  center 
of  the  gold  slab  they  set  a  big  diamond 
and  .added  a  ribbon  chains  and  bar.  On  the 
bar  is  inscribed  'Tver  Lawson,"  and  on  the 
medal,  "World's  Champion  Professional 
and  Amateur  Cyclist."  The  gift  of  Salt 
Lake's  sons  to  the  popular  rider  may  have 
set  the  Newarkers  a-thinking;  anyway,  one 
or  two  persons  have  expressed  a  desire  that 
someone  start  a  subscription  to  present 
Frank  Kramer  with  a  similar  token  of  re- 
gard. If  any  one  rider  deserves  the  honor, 
Kramer  does,  and  it  is  to-be  hoped  the 
idea  will  not  be  allowed  to  be  forgotten. 


Frank  L.  Kramer  received  another  defeat 
at  Paris,  on  Thursday,  May  31,  his  con- 
queror being  none  less  than  Gabriel  Pou- 
lain.  His  defeat  was  very  close,  the  Ameri- 
can and  Poulain  tieing  on  points,  as  was 
the  case  on  the  27th,  and  Kramer  being 
trounced  in  the  run-off.  The  race  occurred 
at  the  Velodrome  Buffalo,  when  Kramer, 
Poulain  and  Friol  met  in  an  international 
match  race.  The  first  heat  was  1,093  yards, 
Kramer  won  the  heat  from  Friol  by  half 
a  length,  Poulain  trailing  the  latter  by  a 
full  length.  Time,  2:24.  In  the  next  heat, 
the  world's  champion  jumped  the  Ameri- 
can champion  in  the  bell  lap  and  won  out 
in  the  sprint  by  a  length.  Friol  was  a  half- 
length  behind  Kramer.  Time,  1:41.  The 
last  heat  was  at  about  1,300  ^^ards,  four 
laps,  and  Poulain  again  outsprinted  Kramer 
by  three-quarters  of  a  length,  Friol  being 
one-half  behind.  Time.  2:20.  This  left 
Kramer  and  Poulain  tied  with  five  points 
each,  so  the  pair  w-ent  an  additional  heat, 
at  1,200  metres,  to  decide  the  race.  Kramer 
took  the  lead  at  the  start  and  led  for  350 
metres,  when  Poulain  jumped  to  the  front 
and  kept  there  until  the  finish.  As  they 
crossed  the  tape  Poulain  led  by  two  lengths. 
Time,  1:46. 

On  the  same  day,  James  F.  Moran  and 
Louis  Mettling  showed  up  well  in  a  motor- 
paced  race.  The  first  heat  was  at  6.21 
miles,  and  Mettling  won  by  100  yards  from 
Moran,  Rugere  finishing  a  lap  and  a  quarter 
behind.  Time,  8:59 ji.  The  second  and 
third  heats  at  12.42  and  18.63  miles,  respect- 
ively, were  decided  on  the  following  Mon- 
day, June  4th.  In  the  second  Rugere  fin- 
ished 150  yards  ahead  of  Mettling.  Moran 
was  a  bad  third.  Time,  17:397^.  Rugere 
won  the  third  heat  by  a  lap  and  a  half  from 
Mettling,  while  the  latter's  townsman, 
Moran,  was  again  third  by  three  and  one- 
half  laps.  Time,  26:42^^.  Rugere  and 
]Mettling  being  even  on  points,  a  deciding 
heat  should  have  been  run,  but  as  all  the 
riders  were  more  or  less  tired  the  final  heat 
was  left  until  later. 

On  the  day  before,  Sunda}%  June  3,  at 
the  Pare  des  Princes  track,  Kramer  won  the 
international  match  race,  in  three  heats,  at 
1,333.33  metres  each.  In  the  first  heat 
Vanden  Born  essa3'ed  the  lead,  followed  by 
Kramer,  Friol  and  Poulain,  in  this  order. 
At  300  metres  Poulain  pulled  up  Friol  to 
Vanden  Born  and  Kramer  and  swung  into 
the  lead.  Kramer  immediately  came  back 
with  a  sprint  and  \vent  around  the  two 
Frenchmen,  but  in  the  sprint  for  the  tape 
Poulain  managed  to  cross  the  tape  by  half 
a  lap.  Friol  was  one  length  behind  and 
Vanden  Born  fourth.  In  the  second  heat 
Friol  beat  Kramer  bj'  one  length,  Poulain 
finishing  a  half  length  behind  his  country- 
man, Vanden  Born  again  running  last.  Kra- 


mer beat  Poulain  easily  in  the  last  heat. 
Friol  fell  and  Vanden  Born  showed  his 
power  as  a  sprinter  by  quitting.  Kramer 
was  given  the  victory  with  5  points,  Pou- 
lain second  with  6,  Friol  third  with  8  and 
Vanden  Born  last  with  12  points. 

Oscar  Schwab  also  rode  on  this  day;  he 
finished  second  to  Schilling  in  a  trial  heat 
but  was  unplaced  in  the  final.  Schwab  also 
competed  in  a  lap  race  and  won  $5.79  by 
leading  three  laps.  He  did  not  get  any- 
thing at  the  finish. 


Walthour  and  Prince  Race  Promoters. 

Jack  Prince  is  making  money  again.  He 
has  bobbed  up  in  Atlanta,  Ga.,  after  an 
absence  of  several  months,  and  has  gone 
into  the  bicycle  racing  business  with  Robert 
J.  Walthour.  Prince  has  built  a  new  track 
at  Piedmont  Park  and  the  first  race  meet 
was  held  on  Thursday  night  of  last  week. 
INIore  than  4,000  enthusiastic  spectators 
were  in  attendance.  The  tid  bit  .of  the 
meet  was  a  motorpaced  match  race  between 
Walthour  and  "Tommy"  Hall,  in  two  five- 
mile  heats.  Walthour  won  both  with  ease. 
H.  J.  Norton  won  the  one-mile  amateur 
event  in  2:17j^,  and  William  Jenkins,  of 
Birmingham,  Ala.,  rode  a  mile  against  time 
in  2:00,  which  he  considered  so  good  that 
he  issued  a  challenge  to  any  Atlanta  rider 
except  Walthour. 

The  second  race  meet  occurred  on  Fri- 
day night  and  almost  as  large  an  attendance 
cheered  their  local  favorite,  Walthour.  The 
distance  was  fifteen  miles  and  Walthour 
defeated  Hall  by  five  laps,  riding  the  dis- 
tance in  the  slow  time  of  22:31.  Hall  was 
handicapped  by  an  accident  to  his  pacing 
machine,  manned  by  Charles  Turville.  It 
went  out  of  commission  in  the  seventh  lap 
and  Hall  had  to  resort  to  a  much  slower 
machine.  J.  Taylor  won  the  final  heat  of 
the  one-mile  handicap.     His  time  was  2:13. 


Kramer  to  Come  Home  Next  Month. 

The  professional  riders  may  have  to  ride 
a  trifle  faster  after  July  11.  Kramer  will 
be  home  about  that  date,  according  to  a 
letter  received  this  week.  The  national 
champion  has  become  sick  and  tired  of 
Europe  and  will  not  remain  on  the  other 
side  for  the  world's  championships.  He 
will  sail  from  France  on  July  4,  his  contract 
there  expiring  on  the  day  before.  The 
champion's  decision  will  disappoint  his 
friends  on  this  side,  as  they  wished  to  see 
him  win  the  highest  title  in  the  cycling 
world. 


To  Race  Again  in  the  Garden. 

Will  Madison  Square  Garden  open  for 
bicycle  racing  this  summer?  Harry  Pollok, 
who  is  associated  with  P.  T.  Powers  in 
his  numerous  ventures,  gave  assurance  the 
other  day  that  it  would,  but  not  until  about 
the  middle  of  August  and  then  only  for  a 
few  weeks.  Last  summer's  racing  proved 
such  a  paying  advertisement  for  the  six-day 
race  that  the  promoters  can  hardly  afford 
to  let  the  chance  for  a  repetition  pass  by.  . 


THE  BICYCLING  WORLD 


34  J 


FINE  OLD  FRENCH  RUMPUS- 


Kramer    the    Storm    Center — Police    Called 
to  Preserve  the  Peace  of  Nantes. 


Frank  Kramer  was  the  cause  of  a  small 
sized  riot  at  the  Nantes  track  in  France, 
on  Sunday,  June  3,  and  all  because  the 
other  riders  were  really  afraid  of  the  Amer- 
ican sprinter.  Here  is  just  how  it  hap- 
pened. 

Kramer,  Poulain,  Otto  Meyer  and  Schil- 
ling were  billed  to  ride  in  a  four-cornered 
match  race  in  three  heats,  2,000  metres 
each,  at  Nantes,  on  Sunday.  In  the  first 
heat  the  four  riders  went  the  first  four  laps 
at  an  easy  pace.  As  soon  as  he  heard  the 
bell,  Meyer  started  to  unwind,  drawing  out 
Schilling,  Kramer  and  Poulain,  in  this  or- 
der. On  turning  into  the  backstretch,  Pou- 
lain got  a  puncture  just  as  Kramer  passed. 
On  the  last  turn  Meyer  and  Schilling  at- 
tempted to  resist  Kramer's  sprint,  but  the 
American  was  too  fast  and  came  down  the 
stretch.  Not  seeing  Poulain's  green  tights 
following  Kramer — here  is  where  a  three- 
man  combination  to  do  Kramer  was  ap- 
parent— Meyer  and  Schilling  turned  and 
seeing  Poulain  in  distress,  slowed  down, 
letting  the  American  finish  alone.  In  fact, 
the  others  got  off  their  wheels  before  the 
tape.  Poulain  demanded  that  the  judges 
call  the  heat  off  as  he  got  a  puncture  three- 
quarters  of  a  lap  before  the  bell,  an  ab- 
surd idea,  and  the  commisisoners  told  the 
peppery  Frenchman  so  in  "parley  voo." 
Poulain  held  firm,  however,  and  the  com- 
missioners, after  conferring  with  Kramer, 
decided  to  run  a  supplementary  heat,  it 
being  understood  that  each  of  the  others 
be  penalized  three  points  each.  Kramer 
was  willing  to  this  agreement  but  the  others 
refused,  and  after  damning  the  officials, 
Kramer  and  everybody  in  general,  and  ut- 
tering a  few  extra  "sacres,"  concluded  they 
would  not  ride  in  any  of  the  other  heats. 

The  starter  called  the  second  heat.  Kra- 
mer was  the  only  one  to  respond  to  the  call 
and  he  rode  around  alone  winning  the  heat. 
This  time  the  spectators  took  a  hand.  They 
thought  the  judges  had  discriminated 
against  their  European  riders,  and  sided 
with  Poulain,  Schilling  and  Meyer.  Thus 
encouraged,  the  trio  confidently  went  be- 
fore the  commissioners  and.  accused  them 
of  being  in  collusion  with  Kramer.  Eugent 
Chereau,  one  of  the  commissioners,  did  not 
relish  this  nasty  accusation  and  the  result 
was  that  the  commissioners  fined  the  three 
disturbers  each  500  francs,  about  $100,  and 
told  them  if  they  did  not  ride  the  other 
heats,  they  would  be  in  danger  of  suspen- 
sion as  well.  Naturally,  this  did  not  mollifj 
the  feelings  of  the  disgraced  riders  or  the 
unfair  and  excitable  Frenchmen  and  there 
was  an  undercurrent  of  trouble  brewing 
when  the  third  heat  was  called. 

At  the  beginning  of  the  last  lap  Otto 
Meyer  went  out.  On  the  last  turn  Kramer 
jumped  and  although  he  was  unable  to  pass 


Meyer,  the  latter  crossing  the  tape  ahead 
by  half  a  wheel,  he  showed  a  clean  pair  of 
heels  to  Poulain  and  Schilling.  This  time, 
doubtless  because  the  American  had  un- 
mercifully trounced  their  beloved  Poulain, 
some  of  the  spectators  protested  vehem- 
ently. Chairs,  bottles,  and  whatnot,  were 
thrown  over  the  cement  track,  all  aimed 
at  Kramer,  and  the  police  and  gendarmes 
had  to  be  called  out  to  escort  Kramer  to 
his  dressing  rooms.  Several  noses  were 
bled  and  many  countenances  were  disfig- 
ured in  the  free-for-all  fist  fight  that  re- 
suited  between  the  "Kramerites"  and  the 
"Poulainites."  Then  the  Nantes  Commis- 
sioner of  Police  decided  to  take  a  hand. 
He  forbade  the  running  of  the  fourth  heat. 
After  a  long  palaver,  and  on  the  promise 
of  the  spectators  that  they  would  be  quiet 
and  aim  their  bouquets  at  some  one  other 
than  Kramer,  the  magistrate  allowed  the 
fourth,  or  supplementary  heat,  to  proceed. 

In  the  midst  of  the  tumult,  for  French- 
men are  not  easily  pacified  once  their  angry 
passions  are  aroused,  the  marker  forgot  to 
sound  the  bell,  just  when  Kramer  was  lead- 
ing Otto  Mej'er  by  a  length  and  seemingly 
had  the  race  well  in  hand.  On  account  of 
this  mistake,  Poulain  won  out  with  Schil- 
ling second,  still  a  lap  to  go.  Mayer  was 
third  and  Kramer  fourth. 

The  general  classification  gave  Kramer 
the  victory  with  eight  points,  Poulain  sec- 
ong  with  nine,  Meyer  third  with  ten  and 
Schilling  last  with  thirteen.  Then  Poulain's 
friends,  trying  to  make  a  fool  of  Kramer, 
lifted  the  sour  visaged  Frenchman  and  his 
bicycle  on  .their  shoulders,  and  executed 
one  of  those  "Tours  d'honneur."  Needless 
to  add,  there  was  little  interest  in  the  other 
races  and  the  spectators  did  not  cherish, 
what  Robert  Coquelle  terms  a  "heart-rend- 
ing memory"  of  the  meet.  After  all  this  it 
is  no  wonder  Kramer  wants  to  return  to  a 
country  where  sport  is  spelled  S-P-O-R-T. 
It  will  be  remembered  that  the  American 
barely  escaped  with  his  life  last  year  in 
France  because  he  refused  to  ride  on  a 
dangerously  wet  track.  He  only  escaped  by 
running  two  miles  across  fields  and  hailing 
a  passing  cab  bound  for  Paris. 


PHILADELPHIANS  IN  FRONT 


They  Win  Everything  at  Washington  Park 
— Last  Race  Run  in  Rain. 


John    Bedell    is    Suspended. 

John  Bedell,  the  elder  of  the  famous  "Me 
and  Jawn"  team,  will  not  be  seen  riding  at 
Vailsburg  until  after  July  3,  as  he  lias  been 
suspended  for  a  month  for  "reprehensible 
conduct."  John  attempted  to  get  funny 
when  the  management  held  up  the  prize 
money  for  one  of  the  races  on  June  3,  until 
the  charge  of  there  being  a  combination 
could  be  investigated,  and  he  started  to  tell 
the  management  and  the  referee  what  he 
though  of  them. 


Where  Cyclists  Camp  Out. 

In  addition  to  the  Cycle  Campers'  Asso- 
ciation, Great  Britain  now  has  the  National 
Cycle  Camping  Club.  The  latter  was  or- 
ganized at  a  meeting  held  in  London,  late 
last  month.  At  the  last  gathering  of  the 
C.   C.  A.,  27  tents  were  pitched. 


Honors  were  well  distributed  at  the  sec- 
ond bicycle  and  athletic  meet  held  at  Wash- 
ington-Park-on-the-Delaware,  at  Gloucester 
City,  N.  J.,  last  Saturday  afternoon,  9th  inst. 
John  Glass,  of  Philadelphia,  won  the  half- 
mile  handicap;  John  Farber,  of  Philadel- 
phia, finished  first  in  the  one  mile  handicap, 
and  Dan  Trotter,  of  the  same  city,  was  the 
victor  in  the  three  mile  handicap.  All  the 
winners  are  members  of  the  Stroud 
Wheelmen. 

The  first  race  was  a  half-mile  handicap, 
in  three  heats  and  a  final.  Eighteen  riders, 
the  best  in  Philadelphia  and  South  Jersey, 
faced  the  starter.  The  first  heat  was  won 
by  John  Glass,  of  the  Stroud  Wheelmen, 
from  the  3S-yard  mark,  from  Harry  Hem- 
pie,  of  Atlantic  City,  who  started  from 
the  IS-yard  mark.  Dan  Trotter,  Stroud 
Wheelmen,  on  scratch,  was  third.  Michael 
Logue,  of  the  Reading  Standard  team,  cop- 
ped first  place  in  the  second  heat  from  15 
yards  yards,  Charles  Van  Doren,  of  Atlan- 
tic City,  5  yards,  getting  second.  A  50-yard 
man — John  Farber,  Stroud  Wheelmen — 
won  the  third  heat,  "Dick"  Stroud  crossing 
the  line  second.  Tlie  final  heat  was  close 
enough  throughout  to  bring  the  spectators 
to  their  feet.  Glass  won  out  after  a  spirited 
sprint  with  Hemple,  and  Van  Doren  got 
third. 

Although  the  three  mile  event  was  run  in 
a  downpour  of  rain  it  did  not  phase  the 
riders,  and  was  easily  the  most  exciting 
race  on  the  program.  The  riders  soon 
bunched  and  kept  together  until  the  four- 
teenth lap  when  Farber  and  Stroud  fell, 
but  they  quickly  remounted  and  finished 
well  up.  Dan  Trotter,  of  the  Stroud  team, 
scratch,  won  from  Van  Doren,  of  Atlantic 
City,  by  a  length.    The  summaries: 

Half-mile  handicap — First  heat  won  by 
James  Glass,  Stroud  Wheelmen  (35  yards); 
second,  Harry  Hemple,  Atlantic  Wheelmen 
(15  yards);  third,  Dan  Trotter,  Stroud 
Wheelmen  (scratch).  Time,  1:22^.  Sec- 
ond heat  won  by  Michael  Logue,  Reading 
Standard  team  (15  yards);  second,  Charles 
Van  Doren,  Atlantic  City  Wheelmen  (5 
yards).  No  time  taken.  Third  heat  won  ♦ 
by  John  Farber,  Stroud  Wheelmen  (50 
yards);  second,  W.  Richard  Stroud,  Stroud 
Wheelmen  (scratch).  Time,  1:22 5^.  Final 
heat  won  by  John  Glass;  second,  Harry 
Hemple;  third,  Charles  Van  Doren.  Time, 
1:22?^. 

One-mile  handicap — \yon  by  John  Far- 
ber, Stroud  Wheelmen  (40  yards) ;  second, 
R.  Hemple,  Atlantic  Wheelmen  (40  yards); 
third, '  Joseph  Baumgard,  Stroud  Wheel- 
men  (100  yards).     Time,  2:41. 

Three-mile  handicap — Won  by  Dan  Trot- 
ter, Stroud  Wheelmen  (scratch);  second, 
Charles  Van  Doren,  Atlantic  Wheelmen  (25 
yards);  third,  R.  Hemple,  Atlantic  Wheel- 
men  (40  yards).     Time,  8:31ji. 


342 


THE  BICYCUNG  WORLD 


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break,  it    is    never  out  of  order.      No  motorcycle  is  complete  without   the 
BABY    GABRIEL        Price,  complete  with  valve  and  spring  for  attaching  to  exhaust  pipe,  1 10 00. 

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obtaining  of 

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THE  BICYCLING  WORLD 


343 


LAYS   DUST,   SAVES  ROADS 


Statistics  Showing  the  Great  Advantages  of 
Tarring — How  it  is  AppUed. 


It  is  now  four  years  since  the  first  trials 
of  road-tarring  in  Monaco  and  Paris  were 
begun.  At  first  these  were  regarded  with 
some  misgivings  by  tar  and  asphalt  work- 
ers, and  more  particularly  by  road  engi- 
neers, who  doubted  whether  a  thin  layer 
of  tar  could  resist  the  month-long  wear 
and  tear  of  heavy  traffic.  After  four  years' 
observation  of  many  miles  of  tarred  road, 
the  French  engineers  are  entirely  favorable 
to  it.  The  results  are  of  prime  interest  to 
cyclists  as  few  road  travelers  sufifer  more 
from  the  dust  nuisance  which  has  arisen 
since  automobiles   became   numerous. 

During  1903,  M.  Heude,  chief  engineer  of 
the  Seine  and  IVIarine  Department,  tarred 
about  24,000  square  yards;  more  than 
47,840  square  yards  in  1904,  and  some 
143,500  square  yards  in  1905.  The  results 
have  been  excellent — dust  arising  from  the 
wearing  away  of  the  road  has  almost  dis- 
appeared; the  increased  life  of  the  road  and 
the  diminution  in  maintenance  charges 
more  than  repay  the  expense  of  tarring. 
Where  formerly  large  sums  were  spent  in 
watering  and  sweeping  the  roads,  there  is 
an  annual  net  gain  of  one  cent  per  square 
yard.  France  has  experimented  wisely 
and  well.  The  question  of  tarring  roads 
no  longer  is  one  of  experiment;  it  is  a  prac- 
tical preventative  of  dust  in  summer  and 
mud  in  winter.  As  tribute  to  the  success 
of  tarred  roads  it  may  be  remarked  that  all 
.  the  newly  made  roads  in  France  are  now 
being  treated  with  this  preparation. 

"The  best  proof  of  the  advantage  of  the 
new  method,  as  well  from  a  hygienic  point 
of  view  as  from  the  very  much  pleasanter 
traffic  conditions,  lies  in  the  fact  that  the 
inhabitants  of  our  communes  demand  the 
tarring,  and  are  quite  willing  to  take  their 
share  in  tlie  increased  initial  expense,"  says 
M.  Sigault,  one  of  the  eminent  French  road 
engineers,  who  has  done  much  toward  fur- 
thering the  interests  of  good  roads  in  his 
country.  "The  method  has,  therefore,  been 
rapidly  adopted.  In  1903  only  three  road 
surveyors  adopted  it;  in  1905  eight  have 
employed  tar.  The  following  striking  -ex- 
periment is  cited:  A  road  1,100  metres 
long,  with  heavy  traffic,  was  remade  in 
1902;  of  this  length  500  metres  were  tarred 
in  1903,  1904  and  1905.  At  the  end  of  1905 
the  tarred  portion  was  in  good  repair;  the 
other  600  metres,  which  had  not  been  tarred 
had  to  be  remacadamized  in  the  course  of 
1905.  Another  experiment:  Two  identical 
stretches  of  road,  each  of  1,100  square 
metres  surface,  were  remade  in  1902;  one 
was  tarred  in  1903,  the  other  not.  In  the 
course  of  the  following  winter  the  untarred 
road  had  to  be  scraped  nine  times,  the 
tarred  portion  only  once;  24  cubic  metres 
of  mud  were  taken  from  the  untarred  por- 
tion, only  2  cubic  metres  from  the  tarred 
road,  and  that  in  great  part  had  been  car- 


ried on  to  it  from  the  adjoining  roads  and 
fields.  With  a  view  to  this  saving  in  up- 
keep, the  tarring  has  been  done  on  these 
roads  where  the  traffic  is  heaviest." 

M..  Vasseur,  another  French  engineer, 
treated  about  60,000  square  yards  of  street 
near  the  Pare  Monceau  in  Paris,  with  tar, 
and  the  results  have  far  exceeded  expecta- 
tions. For  the  first  time  there  have  been 
no  complaints  about  insufficient  watering 
of  the  streets  and  the  householders  are  once 
more  able  to  keep  windows  open  all  day 
long. 

That  tarring  is  an  excellent  and  prac- 
tical means  of  dust  suppression,  is  also 
vouched  for  by  M.  Arnaud,  engineer  of  the 
Department  of  the  Seine.  He  says  that 
streets  around  Paris  which  formerly  had 
to    be    remade    every    three    or    four    years 


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FOR  SOME  WIDE- 
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CHICAGO 


NEW    XOUK    BRANCH    214-2K    WKST    47TH    ST. 


were  tarred  in  the  summers  of  1903,  1904 
and  1905,  and  look  to-day  in  as  good  re- 
pair as  if  they  had  been  newly  remade.  The 
postponing  for  one  year  of  the  remacadam- 
izing  compensates  richly  the  expense  of  the 
three  tarrings.  It  is  important,  however, 
to  do  the  work  quickly  and  well,  and  for 
this  the   proper  apparatus  must  be  used. 

From  the  official  reports  it  will  be  seen 
that  tarring  must  not  be  considered  merely 
as  a  dust  binding  material,  like  "West- 
runiite,"  "Rapidite,"  and  other  mineral  oils 
soluble  in  water,  the  application  of  which 
is  costly  and  the  effect  unfortunately  lasts 
only  a  few  weeks;  on  the  contrary,  tarring 
is  a  specially  suitable  means  of  hardening 
the  surface  of  the  road  on  which  it  forms 
a  sort  of  "tar-asphalt."  A  macadamized 
road,  to  have  any  lasting  effect  in  fine 
weather  or  in  wind,  must  either  be  watered 
so  heavily  that  mud  is  formed,  or  it  must 
lightly  sprinkled  with  water  almost  hourly 
where  the  traffic  is  exceptionally  heavy,  a 
procedure  as  costly  as  it  is  disturbing  to 
traffic.     It   is    sufficient  with   tarred   roads, 


state  those  who  have  experimented  with 
this  substance  successfully,  if  they  are 
watered  once  a  day.  No  mud  is  formed 
after  the  rain,  and  the  water-tight  surface 
looks  exactly  like  asphalt.  The  tarred  sur- 
face lasts  from  eight  to  ten  months,  asphalt 
lasts  from  eight  to  ten  years,  the  latter 
costs,  however,  approximately,  three  dol- 
lars per  square  metre,  the  former  only  eight 
cents,  and  this  eight  cents  is  regained  on 
the  diminished  upkeep  cost.  The  financial 
aspect  of  the  question  had  appealed  to 
many  engineers  and  officials  who  remained 
deaf  to  all  appeals  made  on  hygienic 
grounds. 

Almost  for  the  same  reason  the  matter 
has  been  taken  up  commercially.  The  for- 
mer primitive  heating  boilers  and  laying 
machines,  requiring  several  workmen  to 
lay  the  tar  at  a  temperature  of  about 
70  degrees,  have  been  replaced  by  large 
boilers  holding  1,000  kilos  and  heated  in 
twenty  minutes  to  100  degrees  by  steam, 
and  the  tar  pumped  thence  into  the  laying 
machine,  which  spreads  it  automatically. 
In  this  way  about  12,000  square  yards  can 
be  laid  in  four  hours.  The  chief  requisites 
to  successful  work  are  bright  warm 
weather,  a  good  road,  well  swept  and  dry. 
After  being  laid  the  tar  should  stand  for 
twenty-four  hours  undisturbed.  .  The  tar 
boiler  made  under  J.  Lassailly's  patent,  and 
preparing  2,400  kilos  per  hour,  is  a  good 
example  of  the  improved  machinery  now 
available  for  the  work.  The  tar  boiler  is 
composed  of  three  principal  parts — a  ver- 
tical steam  generator  placed  in  front;  a 
cylindrical  reservoir  behind  communicating 
with  the  generator  and  serving  to  heat  the 
tar  by  means  of  internal  tubes;  a  vat  placed 
beneath  the  reservoir  to  hold  the  cold  tar. 
The  tar  is  first  delivered  into  the  vat.  This 
preliminary  operation  accomplished,  the 
steam  does  the  rest. 

The  tar-laying  carriage  (J  Lassailly's 
patent)  is  another  interesting  device.  It  is 
capable  of  laying  2,392  square  yards  per 
hour.  The  machine  is  composed  of  four 
parts  placed  behind  each  other  in  the  fol- 
lowing order:  The  tar  holder,  the  regulating 
vat,  the  sprinkler,  a  series  of  binding 
brushes.  The  method  of  working  is  as  fol- 
lows: The  tar  in  the  holder  passes  by  a 
pipe  into  the  regulating  vat,  where  it  is 
maintained  at  a  constant  level  (indicated  by 
a  floater),  which  gives  a  uniform  discharge 
and  even  spreading.  The  sprinkling  or 
spreading  is  done  by  a  pipe  pierced  with 
holes.  The  binding  brushes  take  the  hot 
tar  and  spread  it  automatically  on  the 
ground  in  a  thin  regular  layer.  These 
brushes  can  be  weighted. 


How  the  Old  Lady  Described  it. 

"You  see,  my  dear,  she  was  going  awfully 
fast  down  hill  and  came  on  a  flock  of  geese 
suddenly  and  just  gave  up  the  handles,"  is 
the  way  an  old  lady  took  to  describe  the 
happening  of  an  accident  to  a  friend.  What 
became  of  the  "handles"  after  they  were 
given  up  is  not  a  part  of  the  story  nor  does 
it  appear  that  the  geese  suffered. 


34 1  THE  BICYCLING  WORLD 


A  Bee  Hive  of  Industry. 

WHEELS  TURNING. 

FACTORY  HUMMING. 

We're  now  working  harder  than  ever — day  and  night — and 
filling  as  rapidly  as  possible  the  ever  increasing  orders  for 

YALE  and  SNELL  BICYCLES 

and  the  famous 

Yale-California  Motorcycle 

Earthquakes,  financial  or  otherwise,  have  not  affected  our  produc- 
tion one  particle,  and  our  energy  and  activity  is  greater  than  ever. 

We  are  carrying  out  all  our  contracts, 
and  shall  continue  to  do  so  despite 
the  statements  of  an  unscrupulous 
and  malicious  competitor. 

fe^  6^  «^ 

THE  CONSOLIDATED  MFG.  CO. 

TOLEDO,  OHIO. 


THE  BICYCLING  WORLD 


345 


THE  SPARK  AND  THE  THROTTLE 


How   and   Why    Manipulation    of    both    is 
Necessary  to  Obtain  Highest  Results. 


It  is  a  curious  anomaly,  dovetailing  nicely 
with  numerous  others  which  exist  in  the 
theory  and  practice  of  the  gasolene  engine, 
that  the  method  of  controlling  the  speed 
and  power  by  the  advancement  or  retard- 
ation of  the  sparli,  although  the  simplest 
and  most  natural  thing  in  the  world,  should 
not  be  the  most  economical  nor  the  best 
from  the  practical  and  ideal  standpoint. 
Indeed,  that  it  is  so,  is  not  always  at  first 
apparent  to  the  user,  and  the  mere  fact  that 
increasing  the  gas  or  varying  the  quality, 
serves  to  increase  the  consumption,  while 
altering  the  time  of  ignition  has  no  effect 
upon  it  whatever,  would  seem  to  point  to 
the  method  of  control  by  the  spark  as  the 
better  of  the  two,  par  excellence. 

In  order  to  become  fully  convinced  that 
it  is  not,  however,  the  investigator  has 
but  to  consider  the  action  of  the  burning 
gas  within  the  cylinder,  and  the  effect  upon 
it  and  its  resultant  work  by  any  change  in 
the  time  which  the  ignition  occurs.  With- 
out delving  too  deeply  down  into  abstruse 
theories,  it  may  be  taken  as  an  accepted 
fact,  and  one  already  demonstrated  to  the 
full  requirement,  that  any  volume  of  gas 
of  a  certain  known  quality  of  mixture, 
requires  a  certain  stated  time  to  burn  com- 
pletely, that  time  varying  and  being  de- 
pendent upon  the  amount  of  compression 
given  the  gas  prior  to  the  time  of  ignition. 
This  being  the  case,  and  since  the  amount 
of  compression  in  any  motor  is  sensibly 
constant  and  unvarying,  at  least  within  the 
limits  necessary  to  an  understanding  of 
the  matter  in  hand,  it  may  be  stated  with- 
out fear  of  contradiction  that  the  gas  con- 
sumed by  any  given  motor,  running  under 
full  throttle,' requires  a  stated  interval  after 
the  first  administration  of  the  spark  before 
the  explosion  shall  have  fully  matured  and 
all  the  gas  taken  fire. 

Coming  to  another  point,  then,  it  is  evi- 
dent that  the  time  during  which  the  force 
of  the  explosion  may  be  utilized  in  driving 
the  piston  is  limited  by  the  duration  of  the 
working  stroke,  or,  in  other  words,  by  the 
speed  at  which  it  is  running.  In  order  to 
be  used  to  the  best  advantage,  the  maxi- 
mum force  of  the  explosion  must  come  at 
such  a  point  in  the  stroke  that  the  gasses 
imprisoned  behind  the  piston  will  have  a 
chance  to  expand  and  do  work  upon  it 
as  it  travels  toward  the  end  of  its  path, 
and  this  being  the  case,  it  is  apparent  fur- 
ther, that  tlie  maximum  pressure,  or  prac- 
tically speeaking,  the  instant  of  complete 
ignition  of  the  entire  charge,  should  occur 
at  the  earliest  possible  point  in  the  stroke. 
To  establish  a  connection  between  these 
two  points,  then,  the  natural  conclusion 
follows  that  since  the  time  required  by  the 
gas  to  fully  ignite  is  fixed,  and  the  time  re- 
quired by  the  piston  to  travel  its  stroke  at 


any  given  speed  also  is  fixed,  there  must  be 
some  point  at  which  the  beginning  of  the 
ignition  may  most  profitably  take  place  and 
one  only — for  any  given  speed.  The  fur- 
ther conclusion  naturally  follows  upon  this 
that  the  advantageous  point  must  vary  with 
the  speed,  and  that  the  best  results  with 
any  given  setting  of  the  spark  can  be  ob- 
tained only  at  one  rate  of  speed. 

Turning  then,  to  the  carburetter,  it  is 
known  that  the  requirement  of  the  motor 
for  a  perfectly  efficient  gas  must  be  altered 
with  the  speed,  not  in  quantity  taken  in  per 
stroke,  since  it  is  to  be  supposed  that  with 
full  throttle  opening  the  cylinder  is  com- 
pletely filled  at  each  induction,  but  with 
regard  to  the  quality  of  the  mixture.  Not 
being  readily  demonstratable,  this  may  be 
taken  at  face  value  as  an  established  law 
of  the  internal  combustion  motor.  With 
the  automatic  type  of  carburetter,  this  vari- 
ation is  taken  care  of  by  the  device  itself, 
with  other  types,  theoretically,  at  least,  it 
should  be  compensated  by  hand  as  the 
speed  varies.  This  is  supposing  that  the 
motor  is  always  kept  running  at  the  maxi- 
mum possible  speed,  being  adjusted  to  fit 
the  requirements  as  the  load  causes  it  to 
increase  or  diminish  its  rate  of  revolution. 

When  it  becomes  necessary  to  vary  the 
speed  regardless  of  the  load,  that  is  to  say, 
to  increase  or  diminish  it  while  the  load 
remains  sensibly  constant,  a  different  set 
of  considerations  obtain.  Supposing  when 
the  motor  is  running  at  full  speed,  it  be- 
comes necessary  to  reduce  the  rate.  This 
may  be  done  by  weakening  the  mixture,  by 
strengthening  it  beyond  the  most  effective 
point,  or  by  cutting  down  the  amount  of  gas 
taken  in,  still  considering  only  the  action 
and  control  of  the  carburetter.  Obviously, 
the  latter  method  is  the  only  one  conducive 
to  the  best  efficiency,  since  by  reducing  the 
amount  of  gas  without  disturbing  the  pro- 
portions of  the  mixture,  as  regulated  by 
the  device  itself,  perfect  combustion  is 
maintained,  and  the  best  possible  service 
obtained  from  the  gas.  And  since  the 
lower  rate  of  speed  theoretically  requires  a 
richer  mixture  than  the  higher,  with  a  non- 
automatic  carburetter,  a  slight  increase  in 
the  relative  amount  of  gasolene  in  the  mix- 
ture should  be  made  to  correspond  with  the 
reduction.  This,  however,  is  not  wholly 
essential  to  the  actual  power  production  of 
the  motor  although  it  does  effect  its  most 
effective  production,  and  hence,  with  a 
small  motor,  running  under  a  load  with 
which  it  is  well  able  to  cope,  the  change 
may  be  neglected,  and  the  actual  mixture 
left  unchanged. 

With  the  usual  type  of  carburetter  found 
on  the  motor  bicycle,  whether  the  adjust- 
ment effected  by  the  conventional  "twist 
of  the  wrist,"  serves  to  throttle  the  gas 
or  simply  to  weaken  the  mixture,  matters 
little  to  the  rider,  since  the  designer 
may  be  relied  upon  to  effect  the 
most  advantageous  method  under  the  cir- 
cumstances. Hence,  the  rider's  effort  is 
to  master  the  method  of  handling  this  and 
the  spark  lever  to  the  best  possible  advan- 


tage. And  in  the  combined  manipulation 
of  the  pair  of  levers  or  grips,  lies  the  key- 
note of  successful   engine  handimg. 

To  leave  the  spark  lever  undisturbed  un- 
der all  circumstances,  is  obviously  as 
improper  as  to  attempt  to  control  the  speed 
and  power  solely  by  this  means.  In  either 
case,  the  correct  timing  will  only  be  ob- 
tained by  chance  at  one  set  rate  of  speed. 
Otherwise,  the  explosion  will  be  made  to 
occur  so  early  that  there  will  be  a  back 
pressure  on  the  piston  in  proportion  to  the 
incorrectness  of  the  setting,  or  else  it  will 
occur  so  late  that  the  charge  will  be  ex- 
pelled from  the  cylinder  before  it  has  done 
its  full  measure  of  work,  with  the  result 
that  the  exhaust  valve  and  even  the  cylin- 
der will  be  overheated.  In  a  well  designed 
motor,  this  overheating  may  or  may  not  be 
sufficient  to  interfere  with  the  action,  but 
the  fact  remains  that  the  good  work  of 
the  gas  either  is  being  used  to  a  disadvan- 
tage against  the  piston,  or  else  it  is  being 
wasted  through  the  exhaust.  Hence,  con- 
sidering the  conclusions  arrived  at,  it  is 
apparent  that  at  all  times  the  spark  timer 
should  be  adjusted  in  relation  to  the  speed, 
and  should  be  varied  one  way  or  the  other 
until  the  "sweetest"  running  is  obtained. 

With  the  gas,  on  the  other  hand,  two 
things  are  to  be  borne  in  mind;  the  first, 
that  it  always  is  good  economy  to  use  as 
little  fuel  as  possible,  and  the  second,  that 
in  order  to  increase  the  work  which  is 
being  done,  more  fuel  must  be  used.  That 
being  the  case,  full  throttle  opening  should 
not  be  used  unless  it  gives  a  greater  speed, 
or  better  power  under  heavy  load,  as  the 
case  may  be,  than  a  closer  adjustment. 
When  running  at  a  moderate  speed,  say, 
if  it  is  desired  to  increase  the  rate  of  travel, 
the  throttle  should  be  opened  until  the  de- 
sired rate  is  obtained,  or  until  the  full 
opening  has  been  secured.  If  in  doing 
this  the  speed  increases  only  up  to  a  cer- 
tain point,  and  then  ceases  to  increase,  that 
point  should  be  returned  to  as  the  most 
efficient,  for  beyond  it,  more  gas  is  being 
drawn  than  the  motor  can  handle  to  advan- 
tage, which  means  that  the  motor  is  being 
heated  to  an  extent  which  is  unnecessa;jy. 
After  the  throttle  position  has  been  deter- 
mined in  this  way,  the  spark  should  be  ad- 
vanced until  the  best  speed  is  obtained,  and 
no  further,  when  the  motor  will  be  running 
with  the  best  economy  possible  under  the 
circumstances,  and  with  its  greatest  power. 
This  is  true,  even  when  the  machine  is 
mounting  a  hill  which  is  almost  too  much 
for  it.  And  frequently,  under  such  circum- 
stances, the  full  throttle  opening  will  not 
give  as  good  result?  as  a  more  moderate 
one  for  the  reason  that  the  quality  of  the 
gas  drawn  in  with  every  opening  is  best 
adapted  to  the  needs  of  the  case. 

Hence,  to  sum  up  the  conclusions,  it 
may  be  said  that  running  on  the  spark  alone 
regardless, of  the  gas  adjustment  which  has 
been  set  for  a  given  rate  of  speed  and 
load,  results  in  the  use  of  too  much  gaso- 
lene or  of  the  wasteful  use  of  a  portion  of 
the    fuel,    either    through    too    late    or    too 


346 

THE 

"Good  Old  Standbys" 

BEVIN 
Bells 


BEVIN 
Toe  Clips 


BEVIN 
Trouser  Guards 


Prices  as  interesting  as  ever. 


Bevin  Bros.  Mfg.Co. 


THE  BICYCLING  WORLD 

early  an  explosion, .  while  running  on  the 
throttle  alone,  results  in  a  similar  loss 
through  firing  the  charge  at  the  wrong 
time.  Whatever  the  nature  of  the  carbur- 
etter and  its  method  of  control,  then,  it  is 
evident  that  the  handling  of  the  spark 
should  be  independent  of.  it  wholly,'  and 
governed  by  the  rate  of  speed  at  which 
the  motor  is  traveling,  and  that  the  actual 
variations  in  power  and  speed  should  be 
obtained  by  varying  the  amount  of  gas 
burned,  using  in  any  event  as  little  fuel  as 
possible.  P.    O. 


"Motorcycles:  How  to  Manage  Them." 
Price  50c.  The  Bicycling  World  Co.,  154 
Nassau  Street.  New  York. 


EASrHAmPTON,  CONN.  


PIRATES. 

Business  piratts  prey  on  the 
success  of  "3  in  One."  They 
not  only  imitate  the  oil,  but  copy 
after  the  name  and  appearance 
of  the  label  and  package. 

There  is  and  can  be  only  one 
"3  in  One."  It's  the  same  oil 
you've  heard  about  for  more  than 
ten  years.  It's  the  same  oil 
you'll  hear  about  f©r  many  more. 
"  10 — more — years." 

If  )ou  and  other  honest  dealers 
con  inue  to  stand  by  the  "  good  oil,'' 
we'll  stand  by  you.  We'll  help  you 
make  more  money.  Right  now  v  e've 
special  plan  to  aid  you.     Write  quick. 

G     W.  COLE  CO.,  141   Broadway,  New  York 


SJft&Me 


friends  are  best  fric  nds. 


Indians 

TRIUMPHANT 
EVERYWHERE 


AT  NEW  YORK. 

In  the  New  York  Motorcycle  Club's  Hill 
Climbing  Contest,  May  30th, 

the  Indian  repeated    its    victories    of 
1904  and   1905. 

Touring  Class— Indians  1st  and  2nd. 
Racing  Class— Indians  1st  and  2nd. 
Slow  Climb— Indians  1st  and  2nd. 

In  each  class  its  victory  was  won  by 
such  substantial  margins  as  to  leave  no 
room  for  question. 

AT  CHICAGO. 

Chicago  Motorcycle  Club's  Racemeet, 

May  30th. 

Indians — Three  Ists, 

and  an  exhibition  five  miles  in  5:075/^. 

AT  WORCESTER. 

Worcester  (Mass.)  Automobile 

Club's  Hill  Climbing  Contest, 

May  23rd. 

Indians— 1st   and  2nd   in  Motorcycle 

Class. 

AT  PRINCETON,  N.  J. 

Princeton  University   Automobile 

Club's  Hill  Climbing  Contest, 

May  25th. 

S.  L.  Crawford  on  an  Indian  beats  all 

autos,  except  one   35   h.   p. 

touring  car. 

AT  BALTIMORE,  MD. 

Indian,  from  scratch,  wins  the  five- 
mile  handicap  at  auto  meet   at 
Electric  Park,  May  30th. 


The  Indian  Leads 

simply  because  it  has  earned  the  right 

to  lead.     Its  reputation  is  based 

on  performance,  not  promise. 


Have  you  ever  read  that  chapter,  "Answer- 
ing   an    Important  Question,"  in  our 
igo6  catalogue  ? 

HENDEE  MEG.  CO., 

Springfield,   Mass. 


THE  BICYCLING  WORLD  347 


Continental  Rubber  Works  Suit. 

We  desire  to  notify  the  trade  that  our  suit 
against  the  Continental  Rubber  Works  of  Erie,  Pa., 
under  the  Tillinghast  Patents  is  still  pending,  and 
that  purchasers  and  users  are  equally  liable  for  in- 
fringement. 

The  following  manufacturers  are  licensed  to 
make  and  sell  single  tube  tires  under  the  Tilling- 
hast Patents: 

Hartford  Rubber  Works  Co.  B.  F.  Goodrich  Co. 

Diamond  Rubber  Co.  Goodyear  Tire  &  Rubber  Co. 

Fisk  Rubber  Co.  Kokomo  Rubber  Co. 

Pennsylvania  Rubber  Co.  International  Automobile    S^ 
Indiana  Rubber  S^  Vehicle  Tire  Co. 

Insulated  Wire  Co.  Morgan  &  Wright. 

Goshen  Rubber  Works  ^^^^^^  ^^^^^  ^^^^ 
Lake  Shore  Rubber  Co.  ^  Rubber  Co. 


SINGLE  TUBE  AUTOMOBILE  &  BICYCLE  TIRE  CO. 


343 


THE  BICYCLING  WORLD 


The  Week's  Patents. 

821,701.  Driving,  Braking  and  Coasting 
Mechanism.  George  H.  Cheney,  Rochester, 
N.  Y.  Filed  Nov.  28,  1900.  Serial  No. 
38,010. 

Claim. — In  a  driving  and  coasting  mech- 
anism, the  combination  of  a  hollow  hub 
having  bearings  in  its  ends,  a  driving  mech- 
anism e.xtending  within  the  hub,  a  two-part 
clamping  mechanism  within  the  hub,  means 
operated  by  said  driving  mechanism  for 
moving  the  two  parts  of  the  clamping 
mechanism  to  and  from  each  other,  and  a 
part  attached  to  said  hub  and  adapted  to  be 
clamped  by  the  two  parts  of  said  clamping 
mechanism. 

821,868.  Armor  for  Cycle  Tires.  Emanuel 
Grimme,  Dittersbach,  Germany.  Filed 
Apr.  27,  1905.     Serial  No.  257,687. 

CIaim.^1.  Armor  for  cycle-wheels,  com- 
prising a  plurality  of  stationary  and  rnov- 
able  guards  covering  the  tire,  the  station- 
ary guards  being  secured  to  a  suitable  part 
of  the  cycle,  while  the  movable  ones  slide 
on  the  stationary  ones,  a  plurality  of  pairs 
of  radial  stays  secured  to  the  ends  of  the 
hub  of  the  wheel,  and  bridging  over  the 
guards,  and  means  for  securing  the  guards 
in  the  position  in  which  they  have  been  ad- 
justed, substantially  as  described. 

821,905.  Handle-Bar.  Bohumil  Tulka, 
Prague,  Austria-Hungary.  Filed  Jan.  10, 
1905.     Serial  No.  240,444. 

Claim. — 1.  The  combination  with  a 
bicycle  stem  having  a  rectangular-shaped 
end,  of  a  handle-bar  having  a  rectangular 
part  connected  thereto,  said  part  being 
adapted  to  slide  vertically  on  the  rectangu- 
larly-shaped end  of  the  stem,  a  substantially 


U-shaped  part  adapted  to  slide  on  the  stem 
embracing  the  upper  and  lower  faces  of 
the  part  carried  by  the  handle,  and  means 
carried  by  tlie  parts  for  locking  them  to 
the  stem. 

821,703.  Bail-Bearing.  Robert  Conrad, 
Berlin,  Germany.  Filed  Aug.  13,  1904.  Serial 
No.  220,653. 

Claim. — 1.  In  a  ball-bearing,  a  yielding 
lubricating  device  interposed  between  ad- 
jacent balls,  said  balls  being  free  to  move 
toward  each  other  and  to  compress  the 
lubricating  device  between  them. 

821,703.  Bail-Bearing.  Robert  Conrad, 
Berlin,  Germany.  Filed  May  12,  1904.  Serial 
No.  207,598. 

Claim. — 1.  A  ball-bearing  including  in 
combination  balls  and  separating  devices 
between  said  balls,  the  intermediate  por- 
tions of  said  ball-separating  devices  being 
of  material  capable  of  absorbing  and  grad- 
ually releasing  a  lubricant,  said  intermediate 
portions  being  combined  with  protectors, 
and  with  end  plates  separating  the  same 
from  the  balls. 

821,828.  Muffler.  Lucius  J.  Phelps,  Stone- 
ham,  Mass.,  assignor  by  mesne  assign- 
ments, to  Shawmut  Motor  Company,  Bos- 
ton, Mass.,  a  corporation  of  Massachusetts. 
Filed  April  10,  1905.     Serial  No.  254,797.  • 

Claim. — 1.  In  a  muffler,  the  combination 
of  a  shell  having  an  inlet  and  an  outlet,  a 
lining  composed  of  woven-wire  sections 
flanged  at  their  ends,  and  apertured  parti- 
tions of  asbestos  felt  held  between  sheets 
of  woven  wire. 

821,858.  Pneumatic  Tire.  Hans  L. 
Christiansen,  Boston,  Mass.,  assignor  of 
one-third    to    Harald    Tidemand    and    one- 


third  to  Ole  Worm  Dahl,  Boston,  Mass. 
Filed  May  24,  1905.    Serial  No.  261,933. 

Claim. — 1.  The  combination  with  a  wheel, 
of  a  pneumatic  tire  therefor  provided  with 
transverse  passage-ways,  and  lacings  ex- 
tended through  said  passage-ways  and 
about  the  rim  of  the  wheel  for  attaching 
the  tire  to  the  wheel,  substantially  as  de- 
scribed. 

822,403.  Bicycle-Seat  Spring.  Ulysses  G. 
Sweeney  and  Melvin  L.  Mayes,  Orosi,  Cal. 
Filed  July  31,  1905.     Serial  No.  272,001. 

Claim. — A  saddle-supporting  spring  com- 
prising a  pair  of  horizontally-disposed  arms 
the  ends  of  which  are  bent  to  form  coinci- 
dent coils,  said  coils  being  provided  with 
offsets  defining  upwardly-curved  arms  for 
attachment  to  a  bicycle  saddle-post,  and  a 
tubular  clamping-sleeve  engaging  said  hori- 
zontal arms  and  adapted  to  support  the 
saddle. 

822,660.  Bicycle-Saddle  and  Spring  There- 
for. Charles  W.  Errick,  North  Tonawanda, 
N.  Y.  Filed  June  24,  1905.  Serial  No. 
266,712. 

Claim. — 1.  In  combination,  a  saddle,  a 
seat-post,  and  a  one-piece  spring  compris- 
ing an  upper  member  which  is  fastened  to 
the  saddle  and  is  in  part  straight  and  in 
part  curved  and  a  lower  member  which  is 
fastened  to  the  seat-post  and  is  in  part 
straight  and  in  part  curved,  said  upper  and 
lovi^er  members  normally  extending  in  prox- 
imity and  being  joined  by  an  abrupt  bend, 
and  being  adapted  to  contact  for  an  appre- 
ciable  extent  upon  abnormal  pressure. 


"Motorcycles:  How  to  Manage  Them." 
Price,  50c.  The  Bicycling  World  Co.,  154 
N?ssau  Street,  New  York. 


Veeders  Better  Than  Ever ! 


Regular  10,000  Mile. 
Cyclometer. 


Price. 


-     91.00. 


The  right  hand  figures  repreaent 
tenths  of  a  mile  and  are  In  red.  The 
above  Instrument  reads  1,437  and  &-10 
miles.  We  can  supply  the  jame  In- 
Btrument  with  reading  In  kilometers 
or  In  Russian  verata.  Th*  cut  Is  full 
ilze 


In  spite  of  everybody  telling  us 
that  we  made  the  best  cyclometers  in 
the  world  and  that  our  instruments 
could  not  be  improved,  wehave  never* 
theless  gone  ahead  and  improved  them. 

Note  the  new  star  wheel.  It  has 
broader  prongs,  so  that  the  striker 
has  a  better  surface  to  hit.  It  also 
weighs  about  half  as  much  as  the  or= 
dinary  star  wheel.  This  lessens  the 
tendency  of  the  star  wheel  to  "  spin  " 
at  high  speeds.  Meanwhile  the  rest 
of  the  cyclometer  is  kept  up  to  Veeder 
standards. 


The  New  Tiio  Cyclometer. 


Price,     -     -     -     f2.00. 

The  cut  shows  the  axact  size  of  th« 
Instrument. 

As  in  the  case  of  the  Regular  Cy- 
clometer, the  right  hand  figure  on 
sach  dial  represents  tenths  of  a  mile. 
the  figures  being  red.  The  other  fig- 
ures are  black  and  give  the  miles.  We 
can  supply  readings  in  kilometres  or 
in  Russian  verats. 


THE  VEEDER  MFG.  COMPANY,  Hartford,  Conn. 


The  Bicycling  World 


AND  MOTORCYCLE  REVIEW. 


Volume  LIII. 


New  York,  U.  S.  A.,  Saturday,  June  23,  1906. 


No.  13 


WANTED  MOTORCYCLES  BADLY 


Risden    Crossed    Continent   to    Try   to    get 
them — Extent    of    the    Demand. 


C.  W.  Risden,  of  Los  Angeles,  Cal.,  is 
among  the  strangers  in  New  York.  He  is 
one  of  the  few  exclusive  motorcycle  dealers 
in  the  country  and  his  presence  so  far  from 
home  is  in  the  nature  of  striking  proof  of 
the  strong  demand  for  motorcycles  that 
exists  this  season,  Risden  crossed  the  con- 
tinent for  no  other  purpose  than  to  see  if 
personal  persuasion  would  not  prove  more 
effective  than  letters  in  obtaining  more  of 
the  machines  of  which  he  is  in  such  press- 
ing need.  He  had  called  on  the  Hendee 
Mfg.  Co.  and  is  returning  to  Los  Angeles, 
feeling  somewhat  better  for  his  visit. 

"I  have  sold  all  I  could  get  and  can  sell 
all  that  I  can  get,"  he  remarked  to  a 
Bicycling  World  man.  "If  we  could  get  , 
enough  of  them  I  could  show  that  Los  An- 
geles is  the  banner  motorcycle  town  in  this 
country.  We  have  the  country  for  motor- 
cycles out  there.  I  think  I  could  average 
one  sale  per  day.  In  December  last  I  re- 
ceived 27  in  that  one  month  and  had  no 
trouble  in  disposing  of  them  in  short  order. 
But  now  I'm  not  trying  to  sell  any  more. 
What's  the  use?"  he  continued,  rather 
dejectedly.  "There  are  more  than  40  names 
on  my  waiting  list,  each  bound  by  a  deposit 
of  $25  and  not  one  of  the  men  has  been 
promised  or  guaranteed  a  date  of  delivery; 
the  fact  that  there  are  so  many  of  them 
willing  to  put  up  their  money  and  take  their 
place  in  such  a  long  line  speaks  for  itself. 
Yes,  sir,  we've  the  country  for  motor- 
cycles out  there.  I  don't  think  the  manu- 
facturers  fully   realize   it." 

In  addition  to  the  new  machines,  Risden 
states  that  not  only  has  he  bought  all  the 
good  second-hand  Indians  he  has  been  able 
to  obtain,  but  that  he  is  ready  to  pay  $125 
apiece  for  all  he  can  get. 

One  reason  for  the  ready  sale  may  lie  in 
the  fact  that  Risden  is  one  of  the  very  few 
dealers  who  does  a  considerable  installment 
business.  Of  300  motorcycles,  he  roughly 
estimated  that  100  had  been  sold  on  the 
easy  payment  plan.     Although  he  gives  ten 


months'  time,  he  has  had  practically  no 
trouble  and  suffered  substantially  no  net 
loss.  But  five  purchasers  had  defaulted 
their  payments,  two  of  whom  left  the  State. 
He  had  secured  possession  of  all  save  one 
of  these  machines,  however,  and  this  one 
he  expected  to  pick  up  enroute  home.  He 
knew  exactly  where  it  was  located. 


'TWAS  A  MARVELOUS  SALE 


"Gunning"  for  Undervalued  Motorcycles. 

It  transpires  that  the  recent  increase  in 
the  dutiable  valuation  of  a  shipment  of 
Peugeot  motorcycles  is  but  one  move  in  a 
campaign  conducted  by  the  United  States 
customs  officials  to  nip  in  the  bud  what  is 
said  to  be  the  systematic  undervaluation  of 
the  comparatively  few  foreign  motorcycles 
that  have  been  brought  into  this  country. 

For  some  time  past,  it  is  stated,  the  treas- 
ury officials  have  been  conducting  an  inves- 
tigation in  Europe  to  ascertain  the  cost  of 
production  and  other  details  of  the  manu- 
facture of  machines  there.  Their  efforts 
have  recently  met  with  success,  and  data 
has  been  procured  demonstrating  that  im- 
porters of  the  cycles  have  not  been  invoic- 
ing the  articles   at  sufficiently  high  prices. 

The  duty  is  an  ad  valorem  one,  amounting 
to  45  per  cent.,  and  on  this  account  the  for-~ 
eign  exporters  as  well  as  the  importers  here 
have  not  been  anxious  to  place  correct  val- 
uations on  the  machines,  most  of  which  are 
built  in  Germany  and  France.  Collector 
Stranahan,  acting  on  reports  received  from 
Appraiser  Whitehead,  has  imposed  heavy 
advances  on  the  motors  and  on  appeal  by 
the  importers,  the  board  of  appraisers  has, 
in  the  main,  sustained  the  collector's  action. 

In  several  instances  the  advances  have 
been  more  than  SO  per  cent.,  thereby  en- 
tailing the  seizure  of  the  cycles.  Other  ad- 
vances have  been  sufficiently  high  to  dis- 
courage undervaluation  in  the  future. 


Big   Order  for   Post   Office   Bicycles. 

The  extent  to  which  bicycles  are  used  in 
the  British  postal  service  is  disclosed  by 
the  size  of  the  latest  order,  which  is  for 
1,600  machines;  most  of  them  are  to  be 
equipped  with  free  wheels  and  two  brakes. 


Advertisement    Said    so    and    Investigation 
Disclosed  the  Marvel  of  it  all. 


Nashua,     N.     H.— William     F.     McCarty, 
opened  store  on  Bowers  street. 


There  has  been  a  "marvelous  sale"  of 
motorcycles  going  on  in  Warren  street, 
New  York,  that  is,  an  advertisement  said 
it  was  a  marvelous  sale.  The  machines 
were  being  sold  at  from  "$45  up" — $5  less 
than  the  "$S0  up"  of  the  sucker-baiting  an- 
nouncements of  the  snide  "storage  com- 
panies." 

The  announcement  of  anything  so  mar- 
velous attracted  at  least  one  inquirer,  of 
course.  At  first  he  was  not  sure  he  had 
come  to  the  right  place,  for  a  cigar  store 
utilized  the  fore  part  of  the  floor,  and  he 
did  not  see  the  crowd  of  people  who  usually 
attend  "bargain  sales,"  but  a  sign  reading 
"Bicycle  Department,"  convinced  him  that 
probably  this  might  be  the  place  he  was 
seeking. 

"Is  this  the  place  where  the  sale  of  motor- 
cycles is  going  on?"  he  asked  of  a  youth 
who  was  industriously  unpacking  a  crate 
of  tires. 

The  youth  beckoned  to  the  dimly-lighted 
rear  and  a  short,  shrewd-looking  and  hard- 
faced  man  came  out  of  the  gloom. 

"Here's  a  man  what  wants  to  see  the 
motorcycles,"  said  the  youth. 

The  short  man  waited  for  the  visitor  to 
begin  the  conversation.  In  response  to  a 
query,  he  replied  that  he  had  motorcycles 
to  sell,  after  sizing  his  visitor  up  from 
head  to  feet.  On  all  sides  of  the  store 
were  countless  numbers  of  bicycles  and 
stacks  of  tires,  the  former  in  all  stages  of 
decline  and  the  latter  of  the  garden  hose 
type.  The  short  man,  evidently  the  pro- 
prietor, led  the  way  back  a  few  paces,  where 
between  two  rows  of  bicycles  he  pointed  to 
three  motorcycles  and  asked,  the  visitor  how 
much  he  wanted  to  pay  for  a  motorcycle. 

"To  tell  you  the  truth,  I  do  not  know 
much  about  motorcycles,  but  I  am  willing 
to  pay  anything  reasonable,  if  I  am  sure  I 
am  getting  my  money's  worth." 

'Here's  an  Indian,  $115;  a  Rambler,  $100, 
and  a  Columbia,  $75." 


358 


THE  BICYCLING  WORLD 


The  visitor  turned  his  attention  to  the 
Indian.  It  was  a  1904  model,  much  the 
worse  for  wear  and  looked  as  if  it  had  been 
ridden  in  a  score  of  endurance  contests. 

"A  last  year's  machine,"  ventured  the 
proprietor,  but  he  failed  to  notice  the  visi- 
tor's smile. 

The  Rambler  and  the  Columbia  were  even 
more  dilapidated. 

"I  have  just  come  from  the  Blank  Com- 
pany's place,"  naming  a  so-called  and  no- 
torious storage  company,  "and  they  do  not 
seem  to  have  any  better  selection  than  you. 
By  the  way,  do  you  know  anything  about 
this  concern?    Are  they  reliable?" 

The  proprietor  did  not  seem  to  hear, 
so  the  visitor  again  propounded  the  ques- 
tion. A  long  silence  ensued,  disturbed  only 
by  the  sound  of  the  youth's  hammer.  A 
third  time  was  the  question  asked,  and  fin- 
ally it  was  answered  and  by  a  curt  and 
non-committal  "I  don't  know." 

"I  thought  you  advertised  a  sale  of  all 
kinds  of  motorcycles  from  $45,"  persisted 
the  visitor,  drawing  a  paper  from  his  pocket. 

"Well,  we  do  have  but  we  sell  them  out 
as  fast  as  we  get  them.  I  sold  two  Marshes 
this  week  for  that  price.  I  -will  get  two 
more  Marshes  and  a  Thomas  in  Monday 
morning,  if  you  want  to  look  at  them.  How 
much  will  they  be?  The  Marshes  will  be 
$S0  and  the  Thomas  $55." 

"Let's  see,  let's  see,"  mused  the  visitor. 
"The  Thomas  is  a  good  machine,  isn't  it?" 

"Yes;  it's  too  bad  they  stopped  making 
them,"  replied  the  proprietor. 

"What?"  gasped  the  astonished  visitor. 
"The  Thomas  is  not  made  any  more?" 

"No,  and  hasn't  been  for  three  or  four 
years." 

"I  will  bet  you  anything  you  are  wrong, 
dead  wrong.  I  have  a  friend  that  made  a 
trip  to  California  last  year  on  a  motorcycle, 
and  I  am  sure  he  rode  a  new  model 
Thomas." 

"You're  twisted  then,  isn't  he?"  This  last 
appeal  to  the  youth  with  the  hammer. 

"Sure,  sure,  the  Thomas  ain't  made  no 
more." 

"I'll  back  up  my  assertion  with  good 
money,"  said  the  visitor. 

"How  much'll  you  bet?" 

"I  will  bet  you  the  first  hundred  dollar 
bill  from  this  roll,"  drawing  out  a  roll  of 
greenbacks,  disguised  by  a  single  yellow 
wrapper,  against  five  dollars." 

The  proprietor's  ferret-like  eyes  glistened 
with  unmistakable  delight. 

"Maybe  you're  right,  maybe  you're  right. 
I  am  not  really  sure." 

"I'll  tell  you  who  I  am,"  suddenly  said 
the  visitor.  "I  am  a  bicycle  racer,  and  I 
thought  if  I  covild  pick  up  a  motorcycle 
cheap  I  would  enjoy  the  change.  If  I 
come  Monday  will  you  give  me  a  demon- 
stration?" 

"Oh,  we  are  not  allowed  to  keep  any  gas- 
olene in  the  store.  He  will  take  it  out  in 
the  street  and  show  you  how  it  will  run. 
How  about  a  guarantee?  If  you  see  it  run- 
ning,  ain't  that  guarantee  enough?" 

"Well,  I  will  be  in  Monday.'' 


HOME-MADE  NIPPLE  GRIP 


Effective  Little  Device  Available  to  and  Re- 
pairer— How  to   Make   it. 


None  of  the  hand  tools  which  are  to  be 
found  about  the  shop  and  which  are  used 
by  the  mechanic  in  his  every-day  work, 
come  quite  so  near  to  his  heart,  or  are 
guarded  with  more  jealous  care  than  those 
which  he  has  contrived  for  himself.  Of 
these  some  are  often  sundry  special  forms 
of  commonplace  implernents  which  he  has 
modified  in  accordance  with  the  special  de- 


mands of  his  particular  work,  while  others 
fulfil  new  uses  which  has  conceived,  and  for 
which  nothing  else  seems  to  be  adequate. 
Gradually,  and  little  by  little,  every  me- 
chanic in  this  way  accumulates  a  kit  of  his 
own  which  has  a  distinctiveness  character- 
istic of  the  man. 

A  very  good  example  of  this  is  to  be  seen 
in  a  form  of  nipple  grip  used  in  a  few 
shops,  which,  somehow,  despite  its  great 
usefulness  as  a  time  saver,  has  never,  so 
far  as  is  known,  been  introduced  to  the  gen- 
eral market,  nor  been  made  except  as  each 
man  worked  out  the  idea  according  to  his 
own  fancy.  Produced  in  this  fashion,  it 
can  be  made  from  the  odds  and  ends  to  be 
found  in  any  repair  shop,  requiring  for  ma- 
terial only  a  short  length  of  old  tubing  and 
a  few  lengths  of  machine  steel  or  "cold 
rolled,"  such  as  are  to  be  picked  up  in  the 
scrap  box  at  any  time.  The  labor  involved 
in  making  it  is   comparatively  slight. 

As  will  be  seen  from  the  illustration,  it 
consists  of  a  grip  or  wrench  portion  b, 
which  is  removably  attached  to  the  handle  a, 
the  latter  being  a  piece  of  tubing  about  one 


inch  in  diameter  and  cut  to  convenient 
length,  just  a  little  greater  than  the  breadth 
of  the  hand  of  the  user,  in  fact.  The  wrench 
part  is  a  short  block  of  solid  metal  turned 
to  a  taper  at  one  end,  for  ease  in  working 
close  to  the  rim,  and  at  the  other,  shold- 
ered  to  the  internal  diameter  of  the  tube,  so 
that  it  will  easily  slide  into  it.  Once  there, 
it  is  held  in  place  by  a  set  screw  c,  which 
is  tapped  into  it  at  g,  the  hole  in  the  handle 
or  shell  being  drilled  to  its  outside  dia- 
meter with  a  little  clearance.  A  3/16-inch 
hole  is  drilled  through  the  centre  of  the 
block  to  within  about  a  quarter  of  an  inch 
of  the  tapered  end.  And  from  this  point 
the  hole  is  drilled  out  to  a  diameter  equal 
to  that  of  the  flats  of  the  nipple  which  the 
grip  is  to  fit.  Afterward,  with  a  small  file, 
this  hole  is  shaped  out  to  the  required  form, 
square,  or  round- and  flat,  as  the  case  may 
be,  and  by  trial  on  a  standard  nipple,  it  is 
worked  out  to  an  easy  fit.  The  two  parts 
are  then  assembled  and  a  slot  cut  through 
one  side  for  the  entire  length  of  the  tool, 
two  cuts  with  the  hack  saw  taken  perfectly 
parallel  being  sufficient  to  form  a  slot  of, 
say,  J^-inch,  which  is  sufficient  to  admit  the 
spoke. 

In  use,  the  grip  is  held  in  the  palm  of 
the  hand  with  the  fingers  turned  so  as  to 
leave  the  slot  exposed,  and  it  is  then  slipped 
over  the  spoke  well  away  from  the  rim,  and 
brought  down  over  the  nipple.  By  placing 
the  wheel  at  right  angles  to  the  body  and 
working  on  the  spokes  nearest  at  hand, 
the  nack  of  its  use  is  quickly  and  naturally 
acquired,  and  very  rapid  and  accurate  work 
soon  produced.  In  turning  the  nipples,  the 
grip  is  drawn  toward  the  rim,  thereby  hold- 
ing it  firmly  in  place,  and  the  position  of 
the  entire  hand  on  the  tool  gives  an  ease 
of  control  which  is  not  to  be  found  at  any 
time  with  the  ordinary  small  grip  of  the 
wrench  type. 

Two  or  three  wrench  blocks  will  be  re- 
quired for  the  various  types  and  sizes  of 
nipple  which  are  standard,  but  as  the  differ- 
ent types  in  everyday  use  by  the  repairman 
are  comparatively  limited,  the  set  will  soon 
be  made  up  to  all  ordinary  requirements. 
The  change  from  one  to  another  is  readily 
made  by  loosening  the  set-screw  and  trans- 
fering  from  the  one  in  hand  to  another  of 
the  proper  size.  Preferably,  these  blocks 
are  made  of  steel  and  hardened,  after  being 
shaped  up,  so  that  the  faces  of  the  wrench 
end  will  not  wear  away  and  cause  the  tool 
to  slip,  but  this  is  rather  a  refinement  than 
a  necessity. 

Another  refinement  which  conduces  to 
considerable  comfort  in  use,  consists  in 
roughening  the  outer  surface  of  the  handle 
with  a  knurling  tool.  This  can  readily  be 
done  before  the  slot  has  been  cut,  by  slip- 
ping the  tubing  over  an  arbor  which  need 
not  be  more  than  a  good  hand-tight  fit 
for  it,  and  setting  it  up  in  a  lathe.  The 
operation  takes  but  a  few  minutes,  the 
knurling  tool  being  run  back  and  forth  a 
couple  of  times,  and  the  result,  besides 
improving  the  efficiency  of  the  tool,  greatly 
helps  its  appearance- 


THE  BICYCLING  WORLD 


359 


CHOICE   OF   SPARK   PLUGS 


Advantages  and  Failings  of  Porcelain  and 
of  Mica — Experience  Best  Guide. 


Some  motors  are  simply  death  on  spark 
plugs  while  others  will  run  continuously 
for  such  a  length  of  time  without  any  neces- 
sity of  ever  looking  at  this  essential  ele- 
ment of  the  motor  that  it  might  as  well  be 
an  integral  part  of  the  cylinder,  there  is  so 
little  occasion  for  disturbing  it.  This  is 
the  case  to  such  an  extent  that  there  are 
certain  makes  of  machines  that  have 
achieved  a  reputation  for  literally  "chew- 
ing" vip  plugs.  The  motorcyclist  who 
knows  the  ropes  makes  straight  for  the 
plug,  whatever  the  symptoms  may  be,  and 
more  often  than  not  finds  what  he  is  look- 
ing for — a  badly  bi^oken  porcelain.  One 
American  motor  bicycle  of  former  days  had 
a  particularly  evil  name  in  this  respect. 
The  end  of  the  plug  stuck  up  in  such  a  posi- 
tion that  it  was  fully  exposed  to  the  draught 
made  by  the  machine  when  running — clearly 
an  ideal  combination  of  adverse  circum- 
stances, for  with  its  inner  end  almost  incan- 
descent the  outer  portion  would  be  con- 
stantly cooled.  Thf  machine  could 
hardly  claim  silence  as  one  of  its 
prominent  attributes  and  if  the  blow 
delivered  on  the  inner  end  of  the  plug  by 
the  explosion  was  half  as  sharp  and  sud- 
den as  the  barking  of  the  exhaust  would 
seem  to  indicate  it  is  certainly  a  marvel 
that  plugs  ever  lasted  at  all  in  that  cylinder. 
They  did,  of  course,  but  the  day  of  reckon- 
ing was  ever  at  hand  and  a  failure  to  re- 
spond to  the  demands  made  upon  the 
engine  particularly  in  taking  small  inclines 
on  the  high,  was  a  certain  indication  that 
it  was  time  to  see  whether  the  "spares" 
had  inadvertently  been  left  behind  or  not 
as  is  only  too  often  the  case. 

Such  a  combination  of  circumstances, 
of  the  plug  stuck  up  in  such  a  position  that 
clearly  an  ideal  when  it  occurs  a 
few  miles  from  nowhere  in  particu- 
lar and  with  no  alternative  but  to 
walk  to  the  nearest  settlement  on  the 
meagre  chance  of  finding  what  is  wanted,  is 
more  than  sufficient  to  make  the  average 
human  being  forget  religion  and  morals. 
And  an  engine  that  is  given  to  breaking 
plugs  frequently,  also  has  a  habit  of  hold- 
ing them  fast  when  it  is  desired  to  extract 
the  worthless  remains  and  make  ready  for 
a  new  one.  Next  to  not  having  the  ntces 
sary  replacement  comes  the  inability  to 
use  it;  there  are  few  things  more  exasper- 
ating. 

With  a  motorcycle  that  earns  itself  a  repu- 
tation as  a  "plugger,"  it  shortly  becomes  a 
question  of  seeking  relief  and  this  is  first 
looked  for  in  the  shape  of  new  makes  and 
gratl-.s  of  plugs.  The  fault  may  be  at- 
tributed to  cheap  plugs  in  its  early  stages, 
but  when  different  and  higher  priced  ones 
bring  no  improvement  the  search  afield  be- 
comes wider.     After  having  investigated  in 


most  of  the  various  patented  plugs  that  are 
guaranteed  to  last  forever  and  always  pro- 
duce a  "fat,  hot  spark,"  the  troubled  one 
reaches  the  point  to  which  many  an  experi- 
enced motorcyclist  has  come  before  him. 

The  question  resolves  itself  into  two  simple 
elements — porcelain  or  mica?  As  all  girls 
are  pretty,  so  all  plugs  are  good,  but  some 
are  better  than  others.  There  is  so  little 
difference  in  spark  plug  construction  in  gen- 
eral that  the  inexperienced  cannot  tell  one 
make  from  another,  for  the  essential  ele- 
ments of  every  plug  are  the  same  and  what 
is  more,  the  great  majority  of  them  are  put 
together  in  much  the  same  manner.  Con- 
sequently, if  the  troubled  one  is  not  given 
to  bargain  hunting  and  pays  the  regular 
market  price  for  a  good  plug,  he  stands 
every  chance  of  getting  one.  If  he  asks 
the  advice  of  his  friends  he  may  be  told 
to  buy  as  many  different  makes  as  there  are 
plugs  and  after  listening  to  it  all  he  will 
end  up  in  buying  the  one  the  salesman 
recommends. 

But  soon  experience  will  guide  him  and 
after  having  run  the  gamut  of  the  different 
systems  it  will  be  merely  a  question  of  a 
mica  or  a  porcelain  insulated  plug,  the 
quality  of  both  being  conceded  to  be  equal. 
Like  everything  else,  both  have  their 
advantages  and  disadvantages.  Porcelain 
represents  the  insulating  medium  par 
excellence;  there  is  nothing  "just  as  good" 
as  porcelain  for  this  purpose;  nothing  that 
will  take  its  place  under  all  conditions. 
Unfortunately  it  lacks  that  greatest  of  all 
essentials — durability.  Its  life  is  extremely 
uncertain,  depending  as  already  referred  to 
on  the  particular  habit  of  the  motor  of 
which  it  forms  a  part.  It  may  last  a  sea- 
son's running  and  on  the  other  hand,  a  day, 
or  even  a  few  hours'  steady  running  may 
see  the  end  of  it.  On  the  whole,  unless  the 
engine  is  a  "plugger"  the  porcelain  plug 
renders  about  as  satisfactory  service  as  is 
obtainable — provided  the  tool  kit  always 
contains  a  generous  provision  of  "spares." 

Under  certain  conditions,  mica  is  as  im- 
pervious to  the  attacks  of  the  high  tension 
current  as  its  rival,  porcelain,  but  sad  to 
relate,  its  "just  as  good  as"  qualification 
has  the  inevitable  string  to  it.  As  long  as 
oil  and  water  are  kept  away  froTn  it,  the 
mica  plug  will  serve  admirably  and  the 
cyclist  may  rest  assured  that  he  will  not 
be  held  up  on  the  road  on  account  of  a 
broken  plug.  Despite  the  fact  that  the 
.laminations  of  mica  are  scarcely  of  a  hair's 
thickness  and  are  put  together  under  tre- 
mendous pressure,  moisture  and  oil  will 
sooner  or  later  work  their  way  into  the 
apparently  solid  and  impervious  rod  of 
mica.  Trouble  ensues  when  the  process 
has  gone  far  enough  and  when  it  does  come 
it  is  of  a  nature  that  brings  the  balance  of 
advantage  versus  disadvantage  in  compari- 
son with  the  porcelain  type  about  on  a 
level.  For  the  trouble  is  short  circuiting 
and  the  fact  that  it  is  hidden  from  either 
sight  or  sound  makes  it  more  or  less  puz- 
zling to  locate.  Many  short  circuits  make 
their   presence    known   by   the   jumping   of 


the  high  tension  current  across  the  gap 
that  it  is  bridging  instead  of  reaching  the 
plug.  In  the  dark  they  can  sometimes  be 
seen  and  in  the  daytime  tracing  them  be- 
comes easy  when  the  gap  is  sufficiently 
large  to  cause  the  spark  to  make  a  crack- 
ling sound  in  bridging  it. 

The  mica  plug  does  neither  and  unless 
it  be  suspected  as  the  cause  of  the  defection, 
much  time  and  trouble  may  be  wasted  in 
looking  over  the  remainder  of  the  ignition 
system  to  locate  it.  It  is  unfortunate  that 
a  code  of  rules  cannot  be  formulated  for 
tracing  breakdowns  in  which  each  item 
would  read:  "In  case  of  trouble"— in  the 
ignition  say — "  'always'  not  simply  'look'- — 
'always  look'  at  the  plug,"  or,  for  failure 
of  the  gas  "always  look  at  the  spray  nozzle 
of  the  carburetter."  Some  writers  do  em- 
ploy such  expressions  in  dealing  with 
methods  of  trouble  hunting,  but  those 
who  follow  such  directions  soon  learn  to 
qualify  them  by  other  adjectives  of  time, 
for  no  one  thing  is  "always"  at  the  root  of 
the  matter.  Consequently  the  mica  plug 
is  sometimes  responsible  when  it  is  not 
suspected  and  on  other  occasions  the  con- 
trary is  the  case  and  the  one  whose  getting 
there  depends  on  locating  the  fault  feels 
aggrieved  because  the  plug  is  not  to  blame, 
particularly  when  he  has  spares  with  him. 

It  is  easy  to  sum  up  the  situation  where 
the  plug  is  concerned.  The  construction  of 
this  essential  has  hardly  varied  a  jot  since 
it  was  first  inverited.  Improvements  galore 
have  been  made,  of  course,  but  there  is 
scarcely  a  single  instance  extant,  so  far 
as  known,  in  which  fundamental  principles 
have  been  departed  from.  The  plug  end  to 
be  screwed  into  the  cylinder  forming  the 
ground  return;  an  insulating  core  and 
through  its  center  a  conductor  ending  in 
close  proximity  to  some  part  of  the  body 
of  the  plug — these  are  its  essential  elements 
and  nine-tenths  of  all  the  plugs  on  the 
market  embody  them  substantially  in  the 
same  manner.  Experience  may  result  in 
the  creation  of  a  preference  for  a  certain 
type,  but  in  the  end  it  will  simmer  down  to 
a  matter  of  mica  or  porcelain;  for  a  cool, 
easy-running  engine,  the  latter  will  have 
the  preference;  where  these  conditions  do 
not  obtain  mica  becomes  a  necessity. 


To    Temper    Hardened    Tools. 

A  tempering  bath  for  hardened  tools 
which  have  been  heated  sufficiently  to  lose 
their  virtue,  and  which  also  should  serve 
to  advantage  in  restoring  the  quality  of 
such  other  hard  pieces  as  ball  races  and 
other  cycle  parts  which  have  been  similarly 
unfortunate,  is  recommended  by  an  ex- 
change,  as  follows: 

"Take  10  gallons  of  soft  water,  Yz  box 
concentrated  lye,  2  tablespoonfuls  fine  salt, 
2  tablespoonsfuls  salammoniac,  2  teaspoon- 
fuls  sulphide  bismuth,  2  tablespoonsfuls 
borax  and  the  juice  of  three  lemons.  Heat 
your  dies  and  taps  to  a  cherry  red  and 
plunge  in  the  wafer," 


360  THE  BICYCLING  WORLD 


A5  EACH  SEASON  ROLLS  AROUND 

It  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever. 

National   Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who   knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid  record 
of  the  National  on  road  and  track,  and  year  after  year. 

"A  National  Rider  is  Proud  of  his  flount,'*  is  an  o'd  adage. 

It's    still  trite    and    true.       If    not    familiar  with   our    latest 

models,  we'll  gladly  inform  you  regarding  them. 


If  we  are  ?iot  represented  in  your  locality  we  will  be  glad  to  hear  from    YOD. 


NATIONAL  CYCLE  MFG.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 


and  45  per  cent.  Saving  in  Tire  flaintenance  „[*  ^^^  essentials 


the  ever  reliable 


Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE    FISK   RUBBER  CO.,  Chicopee    Falls,   Mass. 


THE  BICYCLING  WORLD 


361 


FOUNDEDj 

•187J1 

^nd;v^%OCYCLE  REVIEW*^ 

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ifested  on  the  ship's  papers,  and  therefore 
was  not  subject  to  the  Consul  fees,  required 
no  crating,  and  was  ready  for  immediate 
service  on  the  other  side  upon  the  payment 
of  $3.50  in  the  form  of  a  bonding  fee.  The 
charges  asked  and  paid  at  the  same  time  for 
a  $750  runabout,  seating  two  passengers, 
was  $25.00,  with  a  $7.00  addenda  in  Consul 
fees.  A  like  sum  was  extracted  from  the 
er  upon  his  return,  while  the  tri-car 
le  modest  sum  of^$12.00  was  freighted 

way  to  New  York, 
ijto  bring  the  matter  nearer  home,  it 
to  say  that  comparatively  few  New 
Yorl^  motorcyclists  appreciate  the  advan- 
■  iiS^  in  their  ability  to  cross  the  Brooklyn 
Bridge  free  of  toll,  while  the  automobilist 
is  mulcted  ten  cents  for  every  trip.  Simi- 
larly, the  tourist  traversing  a  toll  road,  finds 
his  machine  coming  under  the  classification 
adopted  a  decade  or  more  ago  for  the 
bicycle,  and  since  unchanged,  despite  the 
vast  improvement  of  the  machine  and  the 
actual  alteration  in  its  status  owing  to  the 
adoption  of  mechanical  propulsion.  It  is  a 
bicycle  in  the  eyes  of  the  toll  keeper, 
whether  it  be  a  motor  bicycle,  tandem, 
motor  driven,  or  even  a  tri-car.  Automo- 
biles, on  the  other  hand,  are  charged  ac- 
cording to  their  seating  capacity,  not  ac- 
cording to  the  load  which  they  actually 
carry,  and  hence  the  toll  charges  incidental 
to  touring  with  a  six  or  seven  passenger 
car,  mount  up  with  astonishing  rapidity. 
^=:^^^r^^  In  a  similar  way  nearly  all  ferries  carry 

Economy  that  is  Far  Reaching.  motorcycles    as    cycles,   regardless    of   their 

It  is  not  alone  in  the  matter  of  operating       carrying  capacity  or  lading,  and  most  fre- 


iilntered  as  second-class  matter  at  the  New  York, 
N.    Y.,   Post   Office,    September,    1900. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and  its  branches. 

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unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
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«.»5"Members  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York;  our  facilities  and 
information  will  be  at  their  command. 


To   Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 

New  York,  June  23,  1906. 


"I  get  my  most  enjoyable  money's  worth 
from  the  Bicycling  World." — Ralph  Derby- 
shire, Fall  River,  Mass. 


expenses  that  the  economy  of  the  various 
types  of  motorcycle  is  so  impressive.  It  is 
when  touring  far  a-field  and  the  need  of 
shipping  the  machine  by  boat  or  train  arises 
and  in  the  other  contingent  expenses  of  the 
tour,  that  the  full  truth  is  brought  home. 
One  of  the  best  instances  of  this  sort  which 
have  come  to  light,  is  seen  in  the  figures 
quoted  from  the  expense  account  of  the 
Hastings  "junket,"  reference  to  which  is 
made  in  another  column. 


quently  at  the  nominal  charge  of  ten  cents, 
while  automobiles  are  rated  according  to 
their  seating  capacity  again,  and  the  motor- 
ist is  "let  down"  with  the  payment  of  from 
25  cents  to  two  or  three  dollars.  This  at 
first  blush  may  not  appear  to  be  exhorbit- 
ant,  but  when  it  is  considered,  first  of  all, 
that  the  charge  is  repeated  endlessly  in 
m.any  cases  as  the  season  progresses,  and 
second,  that  the  charge  per  passenger  is 
from   four   to   five   or   six   times   greater    in 


Traveling  by  rail  from  New  York  to  Or-       the  case  of  the  automobile  than  in  the  case 
mond,  the  record  shows  that  $5.90  was  paid       of   the    cycle,   the   vitality   of   the    principle 


for  freight  on  the  tri-car,  while  the  cor- 
responding cost  of  shipping  an  automobile 
would  have  amounted  to  something  like 
$30.00.  Freight  to  West  Palm  Beach  from 
Ormond  was  $4.61,  from  which  point  the 
crate  was  shipped  ahead  to  Miami  at  a  cost 
of  75  cents,  while  the  machine  was 
taken  over  the  road.  From  Miami 
to  Havana,  the  machine  was  taken 
as     passengers'     baggage,     was     not     man- 


becomes  clearly  apparent. 

Still  another  economical  phase  of  the 
motorcycle  in  touring,  is  brought  out  in  the 
Hastings  figures.  This  relates  to  the  gar- 
age charges  in  the  temporary  stopping 
places  encountered  on  the  road.  Notable 
in  this  case,  is  the  fact  that  Mr.  Hastings 
stayed  in  Ormond  for  two  weeks,  without 
paying  a  cent  of  tribute  to  the  garage 
keeper,    leaving   his    machine    out    of   doors 


always,  except  when  it  rained.  In  Havana, 
too,  the  charges  were  only  $2.50  for  an  eight 
days'  stay,  which,  of  course,  did  not  include 
the  cost  of  fuel.  The  charges  for  transient 
storage  of  automobiles  range  from  $1  per 
night  to  $2  or  more,  according  to  locality 
and  circumstances,  with  additional  charges 
for  washing,  cleaning,  etc.,  factors  which 
seldom  appear  in  the  motorcycle  account. 

Thus  apart  from  the  advantages  to  the 
tourist  of  lower  cost  of  operation,  pure  and 
simple,  that  is  to  say,  the  actual  financial 
outlay  required  to  keep  the  machine  on  the 
road,  it  is  evident  that  the  cycle  type  of 
vehicle  scores  even  more  strongly  in  con- 
nection with  the  reduction  of  the  incidentals 
of  the  tour,  in  every  way  eclipsing  the  cor- 
responding figures  of  the  automobile. 


For  the  Dustless  Road. 

It  is  to  be  hoped  most  devoutly  that  the 
efforts  which  are  now  being  put  forth  in 
France,  in  the  tarring  of  the  roads,  will  not 
be  lost  on  America.  For  however  desir- 
able good  roads  may  be,  the  increasing  use 
of  automobiles  is  making  the  essentially 
dustless  road  quite  as  great  a  necessity  as 
the  even  surfaced  road — the  good  road  of 
common  parlance. 

The  macadam  surface,  and  all  kindred 
products  of  scientific  highway  architecture, 
though  presenting  a  uniform  grade  and  a 
refractory  surface  to  traffic,  though  alike 
impervious  to  moisture  and  frost,  yet  are 
open  to  the  objection  that  continued  use 
pulverizes  the  outer  layer  of  the  roof,  form- 
ing a  fine  and  penetrating  dust.  Asphalt,  on 
the  other  hand,  boasting  all  the  advantages 
of  the  other  genera,  also  qualifies  further 
by  the  fact  of  its  absolutely  dustless  pro- 
pensities. But  asphalt  is  expensive  in  the 
forms  most  commonly  employed  and,  there- 
fore, the  obvious  desideratum  is  to  pro- 
duce some  artificial  combination  of  the  na- 
tural materials  of  the  macadam  road, 
whereby  suitable  treatment  shall  serve  to 
produce  on  its  surface  a  counterfeit  asphalt, 
an  artificial  cement  formation,  which  shall 
add  to  its  other  virtues  that  of  absolute 
dustlessness. 

This  the  tarring  process  of  France  prom- 
ises to  do  better  than  anything  yet 
tried.  It  has  proved  lasting  to  a  satis- 
factory degree  during  the  five  years  of  its 
experimental  use,  it  has  proved  cheap,  and 
in  later  developments,  simple  to  apply. 
Therefore,  the  outcome  of  its  widespread 
application  on  the  French  highways  is  be- 
ing eagerly  awaited  by  the  entire  remainder 
of  the  civilized  and  thinking  world. 


362 


THE  BICYCLING  WORLD 


MOCK  COMES  TO  LIFE  AGAIN 


Veteran     Road     Racer     Annexes     Another 
Time  Prize,  but  Hintze  is  First. 


Herman  Hintze,  of  the  Century  Road 
Club  of  America,  riding  with  a  liandicap 
of  fourteen  minutes,  won  the  twenty-five 
mile  handicap  road  race,  held  on  Long  Is- 
land last  Sunday,  17th  inst.,  by  the  Century 
Road  Club  of  America. 

On  account  of  the  threatening  weather 
and  a  lack  of  entries,  the  50-mile  race  which 
the  Americas  had  on  the  tapis  was  post- 
poned indefinitely  and  a  twenty-five  mile 
consolation  event  held  instead.  The  course 
was  from  Valley  Stream  to  Seaford  and 
return,  the  start  and  finish  being  at  Wests. 
It  was  nearly  four  o'clock  when  the  limit 
men — IS  minutes — including  Harry  Early, 
Ben  Evesson,  Harold  Grupe,  "Ernie" 
Grupe  and  a  few  more,  were  waved  off. 
Early,  Grupe  and  Evesson  alternated  pace 
for  the  first  two  or  three  miles  and  were 
thus  enabled  to  travel  along  at  a  good  gait. 
About  five  miles  Evesson  slipped  in  the 
mud  and  smashed  his  front  wheel.  Within 
two  and  one-half  miles  of  the  turning  point 
?.t  Seaford,  five  of  the  fourteen  men  had 
eliminated  the  handicap  of  one  minute.  E. 
G  Grupe  was  the  first  to  make  the  turn  at 
Seaford.  The  going  was  rather  rough  on 
the  out  trip  as  the  riders  had  to  plug  against 
a  southeast  gale,  besides  ploughing  through 
mud  puddles  at  times. 

The  first  group  of  seven  riders  kept  well 
together  on  the  return,  and  the  sprint  began 
just  after  crossing  the  railroad,  one  mile 
from  the  finish.  E.  G.  Grupe  attempted  to 
run  away  from  the  bunch,  but  Hintze,  Ber- 
den,  Early  and  Gilpen  were  "right  on  the 
job". and  would  have  none  of  it.  The  finish 
at  the  tape  was  almost  as  close  as  one  could 
wish,  as  nearly  all  the  leaders  crossed 
in  a  bunch,  Hintze  leading- Berden  across 
by  inches,  while  orie  of  West's  equine  blan- 
kets could  have  comfortably  sheltered 
Hintze,  Berden,  Grupe,  Early  and  Gilpen. 
The  scorers  came  yery  near  to  missing 
Hintze.  The  reason  is  that  this  rider  has 
worn  himself  to  almost  a  skeleton  by  fool- 
ishly piling  up  mileage  and  centuries,  being 
entered  in  the  competition,  and  unless  he 
calls  a  halt  very  soon  his  constitution  will 
not  bear  up,  as  outraged  nature  is  not  easily 
appeased. 

Charles  Mock,  the  veteran  road  rider, 
conclusively  showed  that  he  is  good  for 
many  more  kicks  of  the  pedals  by  winning 
first  time  prize  from  scratch.  Mock  rode 
a  beautiful  race  and  led  A.  Demarest,  the 
sturdy  plugger  from  the  National  Athletic 
club,  across  the  tape  by  inches.  Owen  J. 
Devine,  who  is,  with  the  exception  of  "Sir 
Walter"  Raleigh,  of  course,'  the  politest 
m'ember  of  the  National  A.  C,  was  one  of 
the  men  on  the  honor  mark  and  he  finished 
only  three-fifths  of  a  second  behind  Demar- 
est, in  time-  for  third  time  prize.  Ten  place 
and  three  time  prizes,  rather  a  goodly  num- 


ber for  a  consolation  race,  were  awarded. 
The  fifty-mile  race  has  been  postponed  in- 
definitel3^  At  first  July  1  was  suggested, 
but  as  the  Association  has  a  race  on  the  tapis 
for  the  Fourth,  the  other  Century  club,  with 
characteristic  fraternal  club  spirit,  decided 
not  to  antagonize  the  Fourth  of  July  race. 

The  summary  of  last  Sunday's  race  fol- 
lovi'S  : 

Pos.  Rider.  Club.  Hdcp.  Net  Time. 

Min.  H.M.S. 

1.  Herman  Hintze,  C.  R.  C.  of  A. . .  .  14  1:11:15 

2.  Walter  Berden,  Brower  W 14  l:ll:15ji 

3.  Harry   Early,   C.   R.   C.   of  A .15  1:12:15?^ 

4.  E.  G.  Grupe',  C.  R.  C.  of  A 15  l:12:15j^ 

5.  R.  Gilpen,  C.  R.  C.  of  A 14  1:11:15^ 

6.  F.    T.   Harry,   Park  Circle 14  1:11:16 

7.  F.  Rahrwerder,  C.  R.  C.  of  A 14  1:13:00 

8.  J.    Hanlon,    Park   Circl 14  1:13:05 

9.  A.   Johnson,  Park  Circle 12  1:12:00 

10.  J.   Neimi,  Finnish  A.   C 08  1:08  :30H 

TIME  PRIZE  WINNERS: 

1.  Charles  Mock,  C.  R.  C.  of  A.. scratch  1:07:45 

2.  A.  Demarest,  National  A.  C  scratch  1:07:455^ 

3.  O.  J.  Devine,  National  A.  C. scratch  1:07:45^ 

End  of  Denver's  Troubled  Track. 

Denver's  saucer  track  is  no  more.  After 
three  attempts  to  revive  the  racing  game 
in  Colorado,  the  present  owner  of  the  track 
has  decided  that  Denverites  do  not  care  for 
bicycle  racing  and  gave  orders  last  week 
that  the  track  be  torn  up.  William  Farns- 
worth  purchased  the  saucer  last  year,  when 
it  was  under  attachment,  and  at  the  solicita- 
tion of  several  racing  men,  he  placed  J.  A. 
Payment  in  charge  and  held  several  race 
meets  this  year.-  The  attendance  at  the 
races  apparently  was  good,  but  Farnsworth 
decided  that  the  crowds  were  not  large 
enough  to  justify  him  in  running  the  risk  of 
total  loss  by  letting  the  track  remain  stand- 
ing, as  insurance  companies  refused  to  write 
upon  it.  In  view  of  this  and  of  the  fact 
that  the  saucer  contains  several  thousand 
dollars  worth  of  lumber,  the  present  owner 
gave  the  order  to  demolish  it. 


FIXTURES 


Newport    Motorcyclists    Get    Together. 

More  than  half  the  motorcycle  riders  in 
and  adjoining  Newport,  R.  I.,  have  banded 
together  as  the  Newport  Motorcycle  Club. 
At  the  organization  meeting  last  week  the 
members  appointed  a  committee  to  look  up 
suitable  club  quarters,  and  elected  these 
olficers:  Captain,  C.  Young;  lieutenant,  M. 
Brazil;  secretary-treasurer,  J.  R.  Chase. 


Harper   Takes   Bloomington   Handicap. 

Edward  Harper,  with  a  half-mile  handi- 
cap,, won  the  two-mile  road  race  at  Blom- 
ington.  111.,  Friday  night  last,  15th  inst. 
The  other  riders  finished  as  follows:  sec- 
ond, Dtmn  (one  mile);  third,  A.  Cowarp 
(scratch);  fourth,  Alvis  (1  minute);  fifth, 
McGinnity  (^-minute);  sixth,  E.  Cowarp 
(1:00);    seventh,   W.    Ford    0/.    minute). 


Hill's   Tour   Deferred   Twelve   Months. 

Frank  L.  Hill,  the  Stanford  University 
student,  who,  with  his  cousin,  had  laid  out 
a  leisurely  motorcycle  tour  from  San  Fran- 
cisco to  New  York,  has  postponed  the  jour- 
ney until  next  year.  The  serious  illness  of 
his  mother  compelled  him  to  defer  the  un- 
dertaking. 


June  30-July  3 — F.  A.  M.  annual  tour,  New 
York  to  Rochester,  N.  Y. 

July  2-3 — F.  A.  M.  annual  endurance  con- 
test. New  York  to  Rochester,  N.  Y. 

July  4 — Richmond,  Ind. — Bicycle  Dealers' 
Association  track  meet;  open. 

July  4 — Los  Angeles,  Cal. — Bay  City 
Wheelmen's  road  race  to  Santa  Monica; 
open. 

July  4 — Milwaukee,  Wisconsin — Milwau- 
kee Motorcycle  Club's  race  meet. 

July  4 — Atlanta,  Ga. — Track  meet  at  Pied- 
mont Park. 

July  4 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
Long  Island  derby. 

July  4 — Dunkirk,  N.  Y. — Dunkirk  Cycle 
Club's  20-mile  handicap  road  race;  open. 

July  4-6— Rochester,  N.  Y.— F.  A.  M.  an- 
nual meet  and  championships. 

July  8 — Valley  Stream,  L.  I. — Century 
Road  Club  of  .America's  ten-mile  road  race. 

July  8— Valley  Stream,  L.  I.— Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

July  14 — Worcester,  Mass. — Twenty-five 
mile  handicap  road  race;  open. 

July  29-August  5 — Geneva,  Switzerland — 
World's  championships. 

August  12— Valley  Stream,  L.  I. — Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

Aug.  26 — Valley  Stream,  L.  I. — Century 
Road    Club   Association's   record   run. 

August  26 — Century  Road  Club  of  Amer- 
■ca's   fifteen-mile  handicap  road  race;  open. 

September  3 — Muskegon,  Mich. — Muske- 
gon Motorcycle  Club's  race  meet. 

September  3 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  annual  twenty-five- 
mile  handicap  Coney  Island  Cycle  Path 
race;  open. 

September  9 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

September  16 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  one  hundred  mile 
record  run. 

Sept.  23 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
handicap   road   race;   open. 

Sept.  30.— Valley  Stream,  L.  I.— Roy 
Wheelmen's  2S-mile  handicap  road  race; 
open. 

November  29 — Century  Road  Club  of 
America's     fifty-mile    handicap    road    race; 

.,,,ci3. 


The  Dunkirk  Cycle  Club,  of  Dunkirk, 
N.  Y.,  has  set  July  4  as  the  date  for  its 
annual  twenty-mile  handicap  road  race,  and 
it  is  expected  that  an  entry  list  of  over 
one  hundred  riders  will  be  secured.  Two . 
bicycles — a  National  and  a  Reading  Stand- 
ard— will  head  the  prizes. 


THE  BICYCLING  WORLD 


363 


FOR  F.  A.  M.  ENDURANCE  CONTEST 


Texas  and  Minnesota  to  be  Represented — 
Details  of  Contest  and  Meet  Perfected. 


For  the  first  time,  Texas  is  to  figure  in 
one  of  the  national  motorcycling  functions 
— the  Federation  of  American  Motor- 
cyclists' annual  endurance  contest,  on  July 
2  and  3.  E.  Y.  White,  of  San  Antonio,  is 
the  Texan  who  has  entered  the  list.  White 
is  an  old  rider  of  considerable  inventive  tal- 
ent, and  it  is  to  chiefly  put  one  of  his  in- 
ventions— a  cushion  frame — to  the  test  that 
he  will  make  the  journey  of  more  than  2,000 
miles  in  order  to  line  up  for  the  strenuous 
contest  from  New  York  to  Rochester.  Min- 
nesota also  will  be  represented  in  the  per- 
son of  George  Wagner,  of  St.  Paul,  who, 
however,  is  not  wholly  a  stranger.  He  par- 
ticipated in  last  year's  event. 

Up  to  this  morning,  twenty-one  nomina- 
tions had  been  made,  Ohio  being  repre- 
sented by  L.  J.  Mueller,  of  Cleveland;  Mas- 
sachusetts by  S.  T.  Kellogg,  George  N. 
Holden,  Bert  Barrows  and  J.  B.  Derosier, 
of  Springfield,  all  of  whom,  strange  to  say, 
will  ride  1905  Indians.  Harold  H.  Brown, 
of  Boston,  is  another  Massachusetts  en- 
trant. B.  A.  Swenson,  of  Providence,  will 
uphold  the  honor  of  Rhode  Island.  The  last 
two  named  will  ride  2%  horsepower  In- 
dians. Gus  Johnson,  Reading  (R-S),  will 
represent  Pennsylvania.  New  York,  very 
naturally,  has  the  greatest  number  of  en- 
tries, among  them  F.  A.  Baker,  J.  I.  Bran- 
denburgh,  J.  A.  and  William  Schleicher,  all 
on  R-S's,  and  H.  J.  Wehman,  J.  F.  Mc- 
Laughlin, H.  J.  Shady  and  Oscar  Goerke,  on 
Curtisses,  and  H.  A.  Gliesman,  Rambler. 

As  the  list  does  not  close  until  Monday 
night,  and  as  the  rush  of  entries  always 
comes  on  the  last  day,  there  is  no  doubt  that 
the, contest  will, be  as  thoroughly  represen- 
tative as  ever  it  was. 

Instead  of  being  started  from  West  Six- 
tieth street,  as  in  previous  years,  the  word 
will  be  given  at  4  a.  m.,  on  Monday,  July  2, 
at  Broadway  and  110th  street.  Competi- 
tors are  required  to  deliver  their  machines 
before  10  o'clock  on  Sunday  night  at  238 
West  108th  street,  which  is  the  New  York 
Motorcycle  Club's  new  address,  in  order 
that  they  may  be  registered  and  that  numbers 
and  seals  may  be  affixed.  Chairman  Weh- 
man, who,  in  addition  to  arranging  most  of 
the  details,  will  also  compete  in  the  con- 
test, has  appointed  checkers  and  controllers 
as  follows: 

Checkers:  Peekskill,  William  Lawson; 
Hudson,  Lisk  &  Petry;  Amsterdam,  W.  H. 
Fonda;  Utica,  Bowen  Bros.;  Rome,  A.  S. 
Noonan;  Lyons,  Zimmerlin  Bros.  Controls: 
Poughkeepsie,  E.  T.  Letzeisen's;  Albany,  F. 
W.  Anderson;  Little  Falls,  Charles  Ross; 
Syracuse,  W.  H.  Olmsted;  Rochester,  Roch- 
ester Motorcycle  Club. 

The  times  will  be  taken  only  at  the  con- 
trols, the  riders  being  due— on  the  15  miles 


an  hour  schedule — at  the  several  points  as 
follows:  First  day,  Poughkeepsie,  9:13  a. 
m:;  Albany,  2:11  p.  m.;  Little  Falls,  7:16  p. 
m.  Second  day — Syracuse,  11:16  a.  m. ; 
Rochester,  4:44  p.  m.  Fifteen  minutes' 
"leeway"  on  either  side  of  these  times  will 
be  allowed,  and  any  rider  who  exceeds  by 
five  minutes  the  fastest  time  permitted  will 
be  disqualified  at  the  first  control  at  which 
his  offense  is  discovered. 


TEAM  RACE  AROUSED  THE  CROWD 


Roys  Win  a  Stirring  Race — Fenn  and  Krebs 
Hissed  for  their  Unfair  Tactics. 


From  Rochester  comes  word  that  prac- 
tically everything  is  in  readiness  for  the 
meet,  July  4  to  6.  Dr.  C.  W.  LaSalle,  the 
chairman  of  the  general  committee,  a  hard 
worker  and  one  full  of  "ginger,"  repeats 
his  promise  that  a  "large  time"  awaits  all 
who  attend. 

While  no  particular  hotel  has  been  desig- 
nated as  the  official  stopping  place,  the  Eg- 
gleston  and  the  Whitcomb  undoubtedly  will 
attract  most  of  the  visitors,  the  former 
being  a  favorite  meeting  place  of  the  Roch- 
ester Motorcycle  Club.  Both  hotels  are 
within  a  block  of  each  other  in  the  heart 
of  the  city  and  all  the  goings-on  will  radiate 
from  their  immediate  vicinity. 


San  Francisco  to  Reorganize. 

The  San  Francisco  Motorcycle  Club  has 
decided  to  give  up  their  old  quarters  in  the 
Pioneer  building  until  they  get  fairly  on 
their  feet  again,  and  for  a  few  months  they 
will  meet  in  less  expensive  quarters.  A  re- 
organization meeting  is  soon  to  be  held  and 
the  strength  of  the  club  will  then  be  deter- 
mined. The  dues  will  continue  at  $1  per 
month,  and  25  cents  per  month  for  outside 
members,  that  is,  those  residing  outside  of 
San  Francisco.  The  club  is  solvent  and  will 
soon  have  money  in  the  treasury.  During 
a  few  weeks  after  the  fire  a  band  of  nurses 
from  Los  Angeles  occupied  the  rooms  of 
the  club,  and  they  played  sad  havoc  with 
the  furniture  and  ornaments  of  the  club. 
Two  beautiful  silk  flags,  the  gift  of  Secre- 
tary Litchfield,  and  a  bushel  of  choice  steins, 
were  missing  after  their  departure.  It  is 
said  that  this  "emergency  corps  enjoyed  the 
excursion  to  the  burned  city  very  much  and 
brought   back   many  souvenirs   with  them." 


Where  Cycle  Racing  Would  Pay. 

"There  is  one  place  in  New  York,  or 
rather  near  the  city,  in  which  an  eight-lap 
bicycle  track  would  prove  a  veritable  gold 
mine  for  the  promoters,"  said  an  old  fol- 
lower of  the  garne,  recently.  "I  refer  to 
Luna  Park,  at  Coney  Island.  With  the 
thousands  and  thousands  of  people  who 
visit  the  resort  nightly,  there  is  probably 
five  or  ten  per  cent,  who  would  take  in 
bicycle  races  were  they  provided.  If 
Thompson  &  Dundy  will  build  a  banked 
board  track  at  Luna  Park,  I  will  be  willing 
to  stake  my  last  shirt  that,  with  the  in- 
creased interest  that  now  is  being  shown 
in  cycling,  they  would  make  barrels  of 
money.  Coney  Island  is  much  nearer  to 
reach  than  Vailsburg,  and  it  would  cause 
new  riders  to  take  an  interest  in  the  game. ' 


That  last  Sundays'  .meet  at  the  Vails- 
burg board  track,  17th  inst.,  was  the  most 
varied,  most  interesting  and  the  most  ex- 
citing that  has  been  held  this  season,-  was 
the  opinion  of  all  who  witnessed  the  races, 
and  that  the  Roy  Wheelmen  have  the 
strongest  pursuit  riding  team  in  the  metro- 
politan district  is  believed  by  nearly  all 
who  saw  Watson  J.  Kluczek  and  Charles 
Jacobs  trounce  six  picked  riders  from  three 
other  clubs. 

The  day  was  officially  designated  as  "Bay 
View  Wheelmen's  Day."  Since  Sunday 
racing  at  Vailsburg  was  resumed,  the  Bay 
View  Wheelmen  have  been  officering  the 
meets,  but  last  Sunday  was  the  first  time 
they  have  had  a  finger  in  the  box  receipts. 
It  was  too  bad  that  the  fates  seemed  to 
have  singled  out  the  big  Newark  organiza- 
tion for  their  victim,  else  their  profits  must 
have  been  larger;  as  it  was,  it  is  doubtful 
if  they  more  than  cleared  expenses.  Threat- 
ened rain  kept  the  attendance  down,  so 
that  there  were  not  more  than  2,000  people 
on  hand  to  take  in  the  proceedings. 

The  feature  event  of  the  varied  pro- 
gram was  an  unlimited  challenge  inter- 
city club  pursuit  race,  the  New  York  Ath- 
letic Club  and  the  Roy  Wheelmen  repre- 
senting New  York,  and  the  Bay  View 
Wheelmen  and  the  National  Turn  Verein 
Wheelmen,  upholding  the  honor  of  Newark. 
Although  some  of  the  very  wise  "fans" 
thought  the  Roys  would  not  stand  a  chance 
against  the  other  teams,  the  outcome  was 
never  doubted  by  those  who  have  watched 
Kluczek  and  Jacobs,  its  representatives, 
train  on  the  track. 

On  the  toss-up  the  National  Turn  Verein 
won  and  selected  the  tape  side  of  the  track, 
with  Jacob  Magin  and  Thomas  Smith  up. 
On  the  first  turn  started  George  Cameron 
and  Martin  Kessler,  for  the  New  York  A. 
C. ;  J.  T.  Halligan  and  Charles  Anderson 
took  the  back  stretch  for  the  Bay  View 
Wheelmen  and  the  Roys,  represented  by 
Kluczek  and  Jacobs,  started  from  the  last 
turn.  Both  Newark  teams  got  away  badly 
and  lost  ground  in  the  first  lap,  and  to 
Kluczek  and  Jacobs  fell  the  honor  of  mow- 
ing the  first  team  down,  the  National  Turn 
Vereins  being  overhauled  and  passed  at 
one  and  three-quarters  miles.  Entering  into 
the  stretch  of  2^2  miles,  Kessler,  of  the 
N.  Y.  A.  C,  Cameron  having  dropped  out, 
passed  Halligan.  Instead  of  passing  An- 
derson on  the  straight  when  he  had  the 
chance,  Kessler  tacked  on  behind  his  wheel 
until  Halligan  had  recovered  and  pulled  up 
again,  then  Anderson  dropped  out.  There 
.was  a  great  deal  of  misunderstanding  about 
this  and  the  New  York  A.  C.  were  of  the 
opinion  that  the  Bay  Views  should  have 
dropped  out.  The  rules  of  the  National 
Cycling  Association  are  not  very  clear  on 
the  subject,  but  the  referee  contended  that 


361 


THE  BICYCLING  WORLD 


the  Bay  View  Wheelmen  were  not  lapped 
as  a  team;  that  had  Kessler  passed  Ander- 
son before  Halligan  recovered,  it  would 
have  been  different,  which  is  the  right  view. 
Kessler  rode  under  a  misaprehension,  as  he 
could  have  easily  have  passed  Anderson 
on  the  straight  in  the  tenth  lap.  The 
Roy  team  caught  and  passed  the  New 
York  A.  C.  contingent  at  three  miles  and 
Kluczek  and  Jacobs  kept  right  on  and 
passed  the  Bay  View  team  just  before  the 
tape  in  the  fifteenth  lap.  Then  pandemon- 
ium broke  loose  for  the  Roys  were  out  en- 
force and  could  not  contain  themselves;  in 
fact,  the  manager  of  the  Roys'  track  team, 
who  weighs  nearly  three  hundred  pounds 
and  who  had  won  enough  on  the  race  to, 
as  he-  expressed  it,  buy  a  bicycle  strong 
enough  to  hold  hirn,  jumped  up  and  down 
so  hard  that  one  of  the  special  officers  had 
to  warn  him  not  to  demolish  the  track. 

An  unusual  occurrence  marked  the  five- 
mile  handicap  for  professionals.  W.  S. 
Fenn  was  roundly  hissed,  as  was  also 
"Herr"  Krebs.  It  was  not  unusual  for  • 
Krebs  to  be  hissed  and  he  seems  to  rather 
enjoy  it,  but  the  Bristol  man  has  been 
hooted  at  but  few  times  at  the  Vailsburg 
course.  However,  they  both  well  deserved 
it  The  surprise  was  the  entrance  of  young 
Marcel  Dupuis,  of  the  Roy  Wheelmen,  in 
the  ranks  of  money  chasers.  The  handicap- 
per  had  placed  Dupuis  out  on  350  yards 
and  Al  Guery,  John  King,  Appleton  and  a 
few  other  long  markers,  nearly  fell  ofif  their 
wheels  when  they  saw  good  lap  money 
slipping  through  their  fingers.  Dupuis  went 
off  his  mark  like  a  shot  out  of  a  gun  and 
before  the  first  lap  was  finished  had  caught 
Fenn  and  Krebs,  the  scratch  men.  Dupuis 
corraled  five  laps  when  Triebal  and  King 
pulled  up  to  Fenn  and  Krebs.  This  pair 
got  to  monkeying  around  and  refused  to  set 
their  share  of  the  pace  when  Ashurst  and 
Menus  Bedell  set  out  to  overhaul  the  long 
markers.  Instead,  Fenn  and  Kreb  paced 
the  limit  men  at  a  clip  that  was  designed 
to  wear  out  Ashurst  and  Bedell,  and  it  was 
only  after  a  long  fight  that  the  former  was 
enabled  to  overhaul  them.  Menus  being 
compelled  to  drop  out  on  account  of  a 
puncture,  at  a  time  when  he  might  have 
finished  inside  the  money.  The  long  sprint 
tired  Ashurst  and  he  was  unable  to  finish 
better  than  fourth,  Edward  Rnpprecht  cross- 
ing the  line  first.  George  Glasson  was  sec- 
ond; Charles  Schlee,  third,  and  Al  Guery, 
fifth.     Rupprecht  won  by  inches. 

Six  riders  qualified  in  the  final  heat  of 
the  half-mile  open,  and  they  lined  up  for 
the  pole  as  follows:  Krebs,  Fenn,  Ashurst, 
Menus  Bedell,  Schlee  and  Billington.  They 
loafed,  as  usual,  until  the  bell  lap,  Schlee 
leading  as  they  crossed  the  tape,  with  Fenn 
and  Krebs  close  up.  On  the  last  turn  Bil- 
lington tried  to  go  by  but  could  not  hang 
on.  Krebs  came  along  Fenn  at  the  turn, 
but  as  usual,  his  sprint  was  not  equal  to 
Fenn's  and  the  latter  crossed  the  finish  line 
half  a  length  ahead.  Menus  Bedell  got 
third  and  Bijlington  fourth. 

There  were  so  many  riders  that  qualified 


for  the  final  of  the  half-mile  open  amateur, 
that  an  extra  heat  was  run  for  the  men  who 
finished  third  in  the  trials,  three  to  qualify 
for  the  final.  Martin  Kessler,  of  the  New 
York  A.  C,  rode  a  great  race  and  beat  out 
Watson  Kluczek,  of  the  Roy  Wheelmen,  by 
a  scant  margin.  David  Mackay,  the  popular 
young  Newarker,  celebrated  his  return  to 
the  game  by  getting  third. 

Although  Jhe  two-mile  handicap  was  a 
drawn  out  affair,  it  was  nevertheless  inter- 
esting, particularly  for  the  scratch  men. 
George  Cameron,  Martin  Kessler  and  Jacob 
Magin  were  the  only  honor  men  to  qualify 
in  the  heats  and  they  did  not  get  a  look-in 
in  the  final.  Urban  McDonald,  of  the  Tiger 
Wheelmen,  came  over  to  Vailsburg  with 
the  intention  of  looking  at  the  races  and  at 
the  last  minute  decided  to  ride  in  the 
handicap,  borrowing  a  wheel  for  the  pur- 
pose. He  won  the  race  by  two  lengths 
from  Ben  Hill,  of  the  Bay  View  Wheelmen. 

Quarter-mile  novice — Qualifants:  Herman 
Eberle,  Edward  Heer,  J.  Haynes,  John 
Breunnig,  Willie  Weber,  D.  Saponara,  C. 
Lange,  Jack  Evens  and  James  Kyle.  Final 
heat  won  by  John  Breunnig,  Yale  Cycle 
Club;  second,  C.  Lange,  Irvington;  third, 
Herman  Eberle,  National  Turn  Vcrein 
Wheelmen.     Time,  0:337^. 

Quarter-mile  open,  amateur — Qualifants: 
Watson  J.  Kluczek,  David  Mackay,  B.  F. 
Pash,  Edward  Siefert.  H.  Sievers,  Arthur 
R.  Wilcox,  George  Cameron,  Michael  Fer- 
rari, John  Peters,  Martin  Kessler,  Adam 
Beyerman,  William  Vandendries,  Jacob 
Magin,  August  Huron,  Harry  Vandendries, 
Benjamin  Neuschaefer,  Charles  Jacobs,  H. 
Scott.  Final  heat  won  by  Martin  Kessler, 
New  York  A,  C;  second,  Watson  J.  Kluc- 
zek, Roy  Whelmen;  third,  David  Mackay, 
Newark;  fourth,  George  Cameron,  New 
York  A.  C.     Time,  0:32. 

Half-mile  open,  professional-^-First  heat 
won  by  W.  S.  Fenn;  second.  Menus  Bedell; 
third,  Teddy  Billington.  Time,  1:155^.  Sec- 
ond heat  won  by  Floyd  Krebs;  second,  Al- 
fred Ashurst;  third,  Charles  Schlee.  Time, 
l:ll}i.  Final  heat  won  by  W.  S.  Fenn; 
second,  Floyd  Krebs;  third,  Menus  Bedell; 
fourth,  Teddy  Billington.     Time,   1:30. 

Two-mile  handicap,  amateur — Qualifants: 
Urban  McDonald  (200  yards),  A.  R.  Wilcox 
(200  yards),  W.  Cerney  (180  yards),  Ben 
Hill  (180  yards),  H.  Koller  (220  yards), 
David  Mackay  (30  yards),  George  Cam- 
eron (scratch),  Michael  Ferrari  (30  yards), 
Walter  Raleigh  (140  yards),  T.  Halligan 
(120  yards),  August  Huron  (30  yards),  Mar- 
tin Kessler  (scratch),  Harry  Vandendries 
(30  yards),  Jacob  Magin  (scratch),  John 
Breunnig  (240  yards),  Paul  E.  Bourget  (220 
yards),  Charles  Jacobs  (20  yards),  and  John 
J.  Forsythe  (90  yards).  Final  heat  won  by 
Urban  McDonald,  Tiger  Wheelmen;  second, 
Ben  Hill,  Bay  View  Wheelmen;  third,  Wal- 
ter Raleigh,  National  A.  C;  fourth,  W.  Cer- 
ney, Williamsbridge  Wheelmen.  Time,  2:24. 

Five-mile  handicap,  professional — Won 
by  Edward  Rupprecht  (120  yards) ;  second, 
George  Glasson  (200  yards);  third,  Charles 


Schlee  (150  yards);. fourth,  Alfred  Ashurst 
(40  yards);  fifth,  Al  Guery  (325  yards). 
Time,  11:42 5^.  Lap  prize  winners — Marcel 
Dupuis,  6;  Edward  Rupprecht,  4;  Charles 
Schlee,  4;  John  King,  4;  Albert  Triebal,  1. 

Unlimited  inter-city  club  match  pursuit 
race,  amateur — Won  by  Roy  Wheelmen 
(Watson  J.  Kluczek  and  Charles  Jacobs) ; 
second.  Bay  View  Wheelmen  (J.  T.  Hal- 
ligan and  Charles  Anderson);  third.  New 
York  Athletic  Club  (George  Cameron  and 
Martin  Kessler) ;  fourth,  National  Turn 
Verein  Wheelmen  (Thomas  Smith  and 
Jacob  Magin).  Distance,  3^4  miles.  Time, 
8:15. 


Rain  Marred  "League  Day"  at  Boston. 

An  adjourned  meeting  of  the  National 
Assembly  L.  A.  W.  was  held  at  League 
headquarters,  Boston,  on  Saturday,  June 
16th,  at  10  a.  m. 

There  was  no  business  of  special  import- 
ance transacted,  all  regular  business  having 
been  completed  at  the  February  session. 
The  meeting  was  assigned  for  this  day 
simpl}'  as  an  incident  of  the  annual  "League 
Day"  to  insure  an  attendance  of  the  offi- 
cials. An  informal  lunch  at  Copley  Square 
Hotel  was  partaken  of  by  members  of  the 
assembly  and  others.  At  the  conclusion 
of  the  lunch  it  was  raining  hard  and  re- 
luctantly the  run  to  the  Reservoir  was  given 
up.  By  invitation  of  the  New  York  dele- 
gation, the  officials  of  the  League  and  their 
ladies  sat  down  to  dinner  at  the  Brunswick 
Hotel,  and  by  invitation  of  the  Massachus- 
etts delegation  the  company  spent  the  even- 
ing at  a  "Pop  Concert"  in  Symphony 
Hall.  A  few  wheelmen  braved  the  storm 
and  rode  to  the  Reservoir.  New  York,  New 
Jersey,  Louisiana,  New  Hampshire  and 
New  Hampshire  were  represented  at  the 
assembly  and  there  were  present  five  ex- 
presidents  of  the  L.  A.  W. 


MacLean  and  Walthour  Split  Even. 

Something  unexpected  always  happens  at 
Jack  Prince's  race  meets  and  the  one  at 
the  Coliseum,  in  Atlanta,  Ga.,  on  Wednes- 
day night  of  last  week,  was  no  exception, 
for  Hugh  MacLean,  of  Boston,  defeated 
Robert  J.  Walthour  in  a  five-mile  motor- 
paced  race,  and  in  Walthour's  home  town, 
too.  One  feature  of  Prince's  race  meets  is 
that  he  seldom  gives  out  the  times. 

On  the  following  night  Walthour  turned 
the  tables  on  the  visitor,  defeating  him  by 
half  a  lap  in  a  fifteen-mile  race.  The  time 
was  23:17.  The  race  was  interrupted  soon 
after  the  start  by  MacLean's  rear  tire  ex- 
ploding. The  New  England  rider  was 
bruised  and  scratched,  but  he  finished  the 
race.  The  amateur  event  was  won  by  Nor- 
ton, with  Taylor  a  close  second. 

Atlanta's  week  of  racing  was  brought 
to  a  close  on  Friday  night  with  a  three- 
cornered  fifteen-mile  race,  in  five-mile  heats. 
MacLeans'  saddle  worked  loose  twice  in  the 
firse  heat  and  the  heat  was  given  to  Hall 
by  default.  Walthour  won  the.  other  two  , 
heats  easily. 


THE  BICYCLING  WORLD 


365 


THIRST  IN  NEBRASKA 


How  it  was  Responsible  for  the  Tourists' 
Most  Trying  Adventure. 


My  bosom  friend,  Clarence  Darling,  and 
I,  left  Jackson,  Michigan,  on  May  2,  1904, 
with  the  intention  of  traveling  by  bicycle 
through  every  State  in  the  Union.  How- 
ever vast  the  undertaking  appeared  to 
us  on  that  bright  May  morning  when  we 
left  our  home  city,  we  succeeded  in  ac- 
complishing it,  and  on  August  11,  190S,  we 
returned.  We  had  been  absent  one  year 
and  three  months,  had  traveled  by  bicycle 
through  every  State  in  our  glorious  Repub- 
lic, covering  13,407  miles. 

Naturally,  we  had  many  startling  and 
wonderful  adventures,  in  some  of  which  it 
was  but  a  step  to  "the  pearly  gates."  Look- 
ing backward,  the  one  that  strikes  me  as 
being  the  most  serious  is  that  which  we 
facetiously  and  grandiloquently  dubbed, 
"Across  the  Rosebud  by  Steel  Horse,  and 
the  Evils  Therefrom." 

We  had  been  traveling  for  almost  seven 
weeks,  through  eight  different  States,  Mich- 
igan, Indiana,  Illinois,  Missouri,  Wisconsin, 
"Minnesota  and  the  two  Dakotas,  and,  as 
the  bright  colors  in  our  sweaters  and 
bicycle  stockings  were  beginning  to  be 
seedy  and  travel-stained,  we  commenced  to 
'feel  very  much  like  veterans.  It  was  then  in 
-the  latter  part  of  the  month  of  June,  and 
we  were  heading  in  a  southerly  direction 
across  the  plains  of  South  Dakota  for  Neb- 
raska. "And  was  it  hot?"  you  ask.  One 
hundred  in  the  shade.  That  is,  when  the 
shade  could  be  found. 

The  middle  of  the  afternoon  of  one  of 
these  June  days  found  us  at  Wheeler.  A 
cluster  of  rather  dilapidated  houses,  two 
general  stores,  and  a  large  frame  building 
which  looked  like  an  old  barn,  but  which, 
we  afterward  learned,  was  nothing  less 
than  the  county  court  house,  this  was 
Wheeler.  We  found  that  we  were  on  the 
bank  of  the  Missouri  river  and  that  we 
should  be  compelled  to  use  a  ferry  to  cross. 

As  a  strong  gale  had  been  blowing  all 
day  the  river  was  very  choppy,  and  the 
ferryman  refused  point  blank  to  take  his 
craft  across  until  the  wind  had  subsided. 
The  boat  was  a  neat  little  affair,  something 
like  forty  feet  long,  and  operated  by  means 
of  a  gasolene  engine. 

The  Missouri  at  this  point  is  of  a  dirty 
yellowish  color,  with  a  very  swift  current. 
It  is  over  a  mile  wide,  but  so  deceptive  are 
the  distances  on  water  that  it  looked  hardly 
more  than  a  thousand  feet.  It  is  claimed 
that  it  is  a  very  treacherous  stream,  con- 
stantly changing  its  course  and  forming 
sand  bars  in  its  channel.  Here,  on  each 
side,  it  was  lined  with  high  bluffs. 

We  waited  from  three  o'clock  in  the 
afternoon  until  nine  in  the  evening  before 
the  ferryman  would  agree  to  take  us  across. 

Upon  arriving  at  the  other  side,  the  ferry- 
man  proceeded  to  tie   up   his   boat  to   the 


bank,  and  departed  for  his  home,  which 
was  two  miles  distant.  We  intended  to  ride 
to  Bonesteel  that  night,  but  got  a  half  mile 
or  so  from  the  river  to  discover  that  we 
each  had  a  puncture  in  one  of  our  tires. 
It  was  too  late  to  repair  them  that  night, 
and  as  there  was  no  house  in  the  near  vicin- 
ity, and  the  only  thing  left  for  us  to  do  was 
to  go  back  to  the  boat  and  sleep  on  its 
deck. 

We   dared   not  light  any  matches,  as  we 


of  thunder  rent  the  heavens.  All  his  ac- 
tions had  been  intensified  by  two  separate 
flashes  of  lightning,  one  just  as  he  had 
arisen  and  had  looked  up  so  wildly,  and  the 
other  just  as  he  had  disappeared  through 
the  doorway.  The  surroundings  were  so 
weird,  and  his  actions  so  peculiar,  that  I 
almost  believed  that  his  mind  had  become 
unbalanced,  and  that  perhaps  I  had  a  maniac 
on  my  hands.  As  a  large  precaution,  I 
picked  up  a  large  hammer  which   I   found 


FORDING   THE    KEYAPAHA   RIVER  AFTER  THE   DEWVERANCE. 


were  afraid  that  the  owner  might  accident- 
ally see  them,  nor  did  we  dare  to  make 
very  much  noise.  We  succeeded  in  finding 
a  couple  of  life  preservers,  which  we  used 
as  pillows,  and,  stretching  out  upon  the 
deck,  we  were  soon  lulled  to  sleep  by  the 
elements. 

A  little  past  midnight  I  was  awakened  by 
rain  falling  on  my  face.  I  discovered  that 
a  terrible  storm  was  about  to  break  upon 
us.  Already  large  drops  of  water  were 
falling,  vivid  flashes  of  lightning  illumin- 
ated the  heavens,  and  these  were  accom- 
panied by  peals  of  thunder  which  seemed 
to  shake  the  very  foundations  of  the  earth. 
I  shook  Darling  and  shouted:  "Get  up 
quickly!  There  is  a  terrible  storm  coming!" 
He  jumped  up  as  if  he  had  been  shot,  stared 
wildly  and  vacantly  at  the  heavens,  and 
made  a  dash  for  the  deck-house  in  which 
the  engine  was  located,  disappearing 
through   the   doorway  just  as  another  peal 


on  the  deck  and  proceeded  stealthily  to- 
ward the  deckhouse,  determined  to  handle 
my  lunatic  rather  roughly  if  it  became 
necessary.  I  passed  through  the  doorway 
just  as  a  flash  of  lightning  revealed  the 
form  of  my  suspected  crazy  man  stretched 
at  full  length  on  the  floor,  his  snoring  aud- 
ible above  the  roar  of  the  elements.  After 
much  shaking  and  shouting  I  succeeded  in 
awakening  him  only  to  find  that  he  had  no 
knowledge  of  his  previous  actions  and  did 
not  know  how  he  had  reached  the  deck- 
house. 

The  storm  now  broke  in  all  its  fury,  and 
the  rain  fell  in  torrents,  completely  deluging 
the  deck  of  the  boat.  The  wind  increased 
until  it  was  almost  blowing  a  hurricane, 
while  the  river  became  a  boiling  cauldron. 
The  ferryboat  tossed  like  an  egg  shell, 
creaking  and  groaning  like  a  creature  in 
distress.  At  almost  any  moment  we  ex- 
pected to  see  the  little  craft  part  from-  her 


366 


THE  BICYCLING  WORLD 


moorings  and  go  spinning  out  into  the  inky 
blackness.  But  although  the  strain  was 
terrific,  the  big  ropes  held  firmly. 

During  the  storm  the  rolling  of  the  boat 
had  caused  our  wheels  to  fall.  Upon  ex- 
amination we  found  that  the  top  of  the 
can  containing  our  patching  cement  had 
become  loosened  and  had  fallen  ofif,  and  all 
the  cement  had  run  out,  mixing  with  the 
waters  of  the  Missouri.  It  was  now  a  case 
of  "hike"  to  Bonesteel,  a  distance  of  eleven 
miles,  and  we  immediately  started. 

The  first  part  of  our  task  was  to  ascend 
a  hill,  and  we  covered  two  miles  before 
we  reached  its  top. 

Nine  o'clock  found  us  at  Bonesteel,  foot- 
sore and  weary,  having  walked  the  entire 
distance,  and  being  nearly  famished,  we 
made  a  rush  for  a  restaurant. 

This  town  was  a  sight.  The  "tented 
cities"  at  Chicago  during  the  World's  Fair 
were  nothing  to  those  here.  Tents  and 
"prairie  schooners"  occupied  every  vacant 
square  foot  of  space  around  the  town  for 
a  mile  or  omre.  Carpenters  were  working 
as  if  their  life  depended  upon  it  in  con- 
structing frame  buildings  to  be  used  as  res- 
taurants or  lodging  houses.  Every  incom- 
ing train  was  loaded,  and  dumped  its  hu- 
man freight  into  the  already  over-crowded 
town.  The  air  was  thick  with  dust  caused 
by  an  endless  procession  of  wagons  and 
men  on  horseback.  Whole  families  came, 
bringing  the  necessaries  for  a  stay  of  sev- 
eral weeks.  The  only  business  street  of 
the    town    was    crowded    with    idle    men. 

All  this  crush  of  humanity  had  been 
brought  here  in  the  hope  to  "get  something 
for  nothing,"  to  be  more  explicit:  the 
United  States  Government  was  to  open  a 
part  of  the  Indian  Rosebud  Reservation  for 
settlement. 

It  was  our  intention  to  travel  from  Bone- 
steel across  the  Rosebud  Reservation  in 
order  to  reach  Valentine,  Nebraska.  By 
taking  this  short  cut  we  could  save  almost 
a  hundred  miles,  besides  avoiding  a  belt  of 
sand  which  borders  the  whole  northern  por- 
tion of  Nebraska. 

As  this  Reservation  is  one  of  the  largest 
in  the  United  States,  an  immense  tract  of 
land  inhabited  only  by  aborigines,  we  made 
careful  inquiry  at  Bonesteel  whether  it 
would  be  necessary  for  us  to  carry  food  or 
water  with  us,  or  if  we  should  have  any 
trouble  to  find  the  right  trail.  We  were 
told  by  several  parties,  in  a  positive  manner, 
that  we  should  find  the  cabins  of  Indians 
at  intervals  of  a  mile  or  more  along  the 
main  trail,  where  we  would  have  no  trouble 
whatever  in  procuring  food  and  water.  We 
were  to  travel  what  is  known  as  "the  old 
Valentine  trail,"  which  was  a  straight  Cut 
going  directly  to  Valentine,  one  hundred 
and  twenty-five  miles  across. 

From  their  description  we  had  no  fear 
whatever  of  losing  our  way,  as  this  was  a 
main  trail,  which  would  be  the  easiest  thihg 
in  the  world  to  follow.  So  we  started  at 
10:30  in  the  morning,  leaving  the  pande- 
"moriium  of  Bonesteel  behind  us,  to  travel  in 
fact,   a   one   hundred   and   twenty-five   mile 


stretch  on  which  there  was  nothing  but 
Indian  savages,  who  talked  but  very  little; 
where  water  was  scarce;  where  a  net-work 
of  trails  covered  the  country,  running  to 
all  points  of  the  compass,  one  being  as 
plain  as  the  other,  requiring  a  person  en- 
dowed with  a  superhuman  instinct  to  de- 
termine the  right  one;  where  all  that  met 
the  eye  was  a  dreary  and  desolate  expanse 
of  rolling  plains  thickly  covered  by  a  long, 
tangled,  parched  grass,  search  as  carefully 
as  one  might,  a  growing  tree  or  bush  could 
not  be  found;  where  fences  and  railroads 
were  not  known,  and  where  trails  consisted 
in  those  three  deep-worn  ruts  with  which 
we  had  had  experience  on  the  plains  of 
North  Dakota;  but  all  this  we  did  not  then 
know,  nor  that  while  on  this  Reservation, 
we  were  almost  to  grasp  the  cold  and 
clammy  hand  of  the  grim  monster,  Death. 

For  fifteen  miles  everything  went  well; 
there  was  only  one  trail  and  that  was  very 
plain,  but  cabins  or  human  beings  of  any 
kind  we  did  not  see.  We  continued  to 
travel  until  nearly  one  o'clock,  anxiously 
scanning  the  country  for  some  indications 
of  a  human  habitation  where  we  should  be 
able  to  get  food  and  water.  At  last,  to  the 
right  of  our  trail,  we  saw  an  object  on  the 
horizon  which  we  thought  to  be  a  cabin. 
We  found  it  six  miles  distant,  and  all  the 
way  we  had  to  walk  and  push  our  bicycles 
through  the  long  grass. 

The  cabin  was  that  of  an  Indian,  who,  on 
our  approach,  greeted  us  with  a  good- 
natured  "Howdy?"  He  had  a  considerable 
knowledge  of  English,  and  we  had  no  trou- 
ble in  procuring  plenty  of  water  and  a  sup- 
ply of  maize  cake,  which  was  very  hard 
baked  and  looked  very  much  like  our 
"johnny  cake." 

We  retraced  our  steps  and  again  traveled 
on  the  same  rtail  which  we  had  been  follow- 
ing. We  had  gone  but  a  short  distance, 
when  our  trail  seemed  to  lose  itself  in  a 
net-work  of  others  which  ran  in  every 
direction.  We  were  at  a  loss  to  know  which 
one  to  take,  but  noticing  one  which  ap- 
peared to  go  in  a  south-westerly  direction, 
we  followed  it.  Many  other  trails  crossed 
the  one  which  we  were  on,  some  even  run- 
ning parallel  for  long  distances.  We  had 
great  difficulty  in  picking  our  own  from  this 
thread-work.  Now  we  would  be  twisting  in 
almost  a  direct  eastern  course,  then  we 
would  find  ourselves  going  north  and  west, 
and  on  the  whole,  we  began  to  have  some 
misgivings  as  to  whether  we  were  on  the 
right  trail  or  not. 

The  sun  beat  down  fiercely  upon  us,  there 
being  no  trees  nor  shelter  af  any  kind  where 
we  could  be  out  of  reach  even  for  a  few 
minutes  of  those  fiery  rays.  The  tempera- 
ture must  have  been  something  over  a 
hundred  degrees,  as  it  was  so  hot  that  it 
was  almost  beyond  endurance,  and  we  were 
commencing  to  feel  the  terrible  pangs  of 
thirst. 

All  that  afternoon  we  continued  to  travel 
onward,  every  minute  increasing  our  suffer- 
ings. Eight  o'clock  that  night  still  found 
us   wheeling   mechanically   along.     We   had 


not  seen  any  living  being,  nor  habitation  of 
any  kind.  Our  lips  were  cracked  and  broken, 
and  from  them  a  drop  of  blood  would  occa- 
sionally trickle;  our  throats  were  parched 
and  swollen,  and  the  vocal  organs  had  be- 
come paralyzed.  We  could  not  talk,  but 
made  strange  guttural  sounds,  and  oui: 
only  thought  was  an  insane  desire  for  water. 
Still,  like  machines,  we  continued  to  ride. 
Oh!  how  we  wished  that  that  fiery  ball 
would  go  out  of  the  heavens  and  that  dark- 
ness might  partially  relieve  us  of  our  suf- 
ferings. 

The  physical  frame  had  reached  its  limit, 
I  swayed  in  the  saddle  and  fell,  while  a  few 
hundred  feet  farther  on  Darling  was  over- 
come, reeled  and  groaned,  and  was  stretched 
on  the  ground,  apparently  lifeless. 

There  we  lay  all  night,  both  in  a  sort  of 
stupor.  No  sound  disturbed  the  death-like 
quietness,  except  occasionally  the  howl  of 
a  coyete  in  the  distance,  which  sounded  to 
our  benumbed  faculties  like  a  cry  of  greet- 
ing from  the  realms  of  the  dead. 

Towards  midnight  the  air  became  crisp 
and  cool,  which  revived  us,  and  we  at  last 
fell  asleep. 

When  we  awoke  the  sun  was  shining 
upon  us  with  the  same  intensity  as  on  the 
preceding  day.  Although  we  were  very 
weak,  we  managed  to  travel  all  that  fore- 
noon, stopping  to  rest  frequently.  Finally 
we  became  so  weak  that  we  could  not  pos- 
sibly go  any  farther.  Stacking  the  wheels, 
which  afforded  us  a  very  slight  protection 
from  the  sun,  we  resolved  to  lie  down  and 
die,  and  we  prayed  that  the  end  might 
come  soon. 

All  that  afternoon  we  lay  there  in  semi- 
consciousness. The  first  perception  that 
we  had  of  anything  worldly  was  of  an  In- 
dian stooping  over  us  and  roughly  shaking 
our  tired  bodies.  Leaving  us,  and  going  to 
his  pony,  which  patiently  stood  a  few  feet 
distant,  he  took  a  canteen  from  the  pommel 
of  his  saddle,  returned,  and  lifting  our  heads 
he  poured  the  liquid  down  our  throats.  This 
revived  us  somewhat,  but  still  we  were  too 
weak  to  walk,  although  we  tried  our  best. 
The  Indian,  noticing  our  weakness,  lifted 
Darling  up  and  placed  him  across  his  horse, 
then,  turning  to  me,  he  said  in  very  good 
English:  "I  will  be  back  for  you  in  a  few 
minutes." 

It  seemed  to  be  hours  and  hours  before 
he  came,  but  at  last  I  heard  the  rapid  gal- 
loping of  his  approaching  horse.  He  car- 
ried me  in  the  same  manner.  To  my  tor- 
tured mind  and  body  it  seemed  as  if  I  lay 
across  that  horse  for  a  whole  day,  and  that 
we  should  never  reach  our  destination.  But 
suddenly  my  benefactor  stopped  his  steed 
with  a  jerk,  and,  dismounting,  lifted  me 
from  the  pony  and  carried  be  into  a  log 
cabin.  There  was  Darling  sitting  propped 
up  in  the  other  corner.  The  Indian  busied 
himself  in  preparing  some  liquid  which  he 
bade  us  drink.  It  soon  produced  a  feeling 
of  drowsiness  and  shortly  we  both  fell  into 
a  sound  sleep. 

When  we  awoke  the  next  morning  it  was 
to  discover  that  we  were  alone  in  the  cabin. 


THE  BICYCLING  WORLD 


367 


the  sun  was  well  up  in  the  heavens,  and  it 
must  have  been  nearly  ten  o'clock.  Outside 
of  a  soreness  around  our  lips  and  throat,  we 
felt  well,  except  that  we  were  so  hungry 
that  we  were  almost  tempted  to  eat  our 
shoes.  Presently  the  Indian  appeared,  and 
soon  set  before  us  a  big  iron  kettle  in 
which  there  was  a  sort  of  stew. 

When  we  finished,  the  empty  kettle  told 
the  story;  during  this  operation,  our  host 
had  silently  watched  us,  and  seemed  to  be 
much  pleased  at  the  size  of  our  appetites. 
We  told  him  our  story  in  detail,  saying  that 
we  did  not  know  how  we  could  ever  repay 
him  for  saving  onr  lives.  He  said  that  was 
nothing,  and  seemed  to  want  us  to  forget 
the  important  part  he  had  played.  He  told 
us  that  the  trail  which  we  had  been  follow- 
ing was  one  which  was  disused  and  led  to 
no  place  in  particular,  that  he  had  been 
looking  for  some  stray  cattle,  and  seeing  a 
suspicious  looking  object  in  the  distance, 
out  of  curiosity  had  ridden  over  to  investi- 
gate, and  we  knew  the  rest.  The  herbs 
which  he  had  given  us  acted  as  a  stimulant 
and  had  removed  the  swelling  from  the  lips 
and  throat.  He  advised  us  that  it  was  only 
seven  miles 'to  the  Nebraska  line,  and  that 
there  we  should  find  J:he  country  somewhat 
settled. 

We  tried  to  make  him  take  a  small  sum 
of  money,  but  he  would  not  have  it.  Seeing 
our  kodak,  he  asked  what  that  was.  We  told 
him  that  it  was  a  machine  to  take  pictures, 
over  which  he  was  very  much  amused.  Then 
he  asked  if  we  could  take  a  picture  of  him 
and  his  cabin.  We  told  him  that  be  should 
be  "tickled  to  death."  So  he  posed,  and  we 
snapped  the  kodak.  We  wanted  to  see  the 
picture,  but  we  explained  to  him  the  pro- 
cess of  developing,  and  that  it  would  be  a 
long  time  before  we  could  get  the  picture. 
We  suggested  that  we  mail  him  one,  but 
his  face  became  very  sober,  and  he  emphat- 
ically shook  his  head.  But  to  the  remark 
that  maybe  he  knew  someone  to  whom  we 
could  mail  it  and  then  he.  could  go  and  get 
it,  his  face  brightened,  and  he  said  that  he 
knew  a  "cow  puncher"  who  got  his  mail  at 
Lone  Star,  Nebraska,  and  that  we  could 
send  it  to  him. 

We  afterward  learned  that  our  kind  In- 
dian friend  was  a  member  of  a  band 'of 
"cattle  rustlers,"  i.  e.,  those  who  make  a 
practice  of  stealing  cattle  from  the  range. 
The  chief  of  this  band  was  a  full-blood 
Sioux  Indian,  Canary,  by  name,  and  a  most 
wily  and  daring  leader.  A  heavy  reward 
for  the  capture  of  the  chief,  or  any  member 
of  his  band  either  dead  or  alive,  was  offered. 
In  this  section  a  "cattle  rustler"  was  dealt 
with  summarily  and  was  considered  the 
worst  of  crinimals  and  outlaws. 

An  hour  or  so  later  found  us  fording  the 
Keyapaha  River,  which  forms  the  boun- 
dary line.  It  was  with  elated  feelings  that 
we  set  our  feet  upon  the  sands  of  Nebraska. 
W-e  both  realized  what  a  narrow  escape  we 
had  had  from  dying,  and  there  by  the  rush- 
ing waters  of  the  river,  we  offered  up  a 
thinksgiving  for   our   deliverance. 

C.  C.  MURPHEY. 


"LESSONS"  AT  "$25   PER" 


Motorcyclist  in  Role  of  Teacher  to  a  Class 
of  Five — Court  Fixes  Price. 


Down  on  Long  Island  there  are  at  least 
five  yokels  who  have  learned  that  not  all 
motorcyclists  relish  the  playful  games  of 
"throwing  the  hat  in  his  wheel."  John  Mac- 
Mulken,  of  Huntington,  was  their  teacher. 
Reversing  the  usual  order  of  things,  how- 
ever, it  cost  him  twenty-five  large  dollars 
for  the  service  which  he  rendered. 

McMulken  rides  an  Orient  bicycle  with  a 
motor  as  big  as  a  beer  keg,  in  fact,  it  is 
one  of  those  that  was  once  used  for  pacing 
purposes.  About  a  month  since,  he  was 
giving  it  a  tryout  on  the  road  near  Hunting- 
ton, when  he  met  the  five  yokels  in  ques- 
tion. They  were  in  playful  mood;  indeed, 
they  had  been  celebrating  not  wisely  but 
too  well.  As  MacMulken  came  abreast  of 
them,  one  of  the  quintette  removed  his  cap 
and  threw  it  at  the  motorcyclists'  front 
wheel.  His  aim  was  so  good  that  only  a 
swift  swerve  served  to  save  the  rider  from 
going  into  the  ditch. 

It  was  not  the  first  time  the  big  Scotch- 
man had  had  the  game  played  on  him,  and 
on  the  instant  he  resolved  that  it  was  time 
to  do  some  teaching.  He  dismounted  for 
the  purpose.  For  a  few  moments  the  air 
was  filled  with  blue  streaks. 

"Ah!  Beat  it  while  your  shoes  are  good," 
was  one  of  the  contemptuous  retorts  made 
by  one  of  the  yokels.  Huntington  is  near 
enough  to  New  York  to  be  affected  by  the 
slanguage  of  the  city. 

At  about  the  same  moment,  a  blow  from 
the  rear  caused  MacMulken's  fighting  blood 
to  boil  over.  Although  there  were  five  to 
one,  not  counting  the  bad  whiskey,  he  pro- 
ceeded to  teach  the  countrymen  such  a  les- 
son as  they  had  never  learned  before.  Mac- 
Mulken is  very  handy  with  his  fists,  and  his 
teaching  resembled  a  game  of  ten-pins.  He 
knocked  them  down  as  fast  as  they  regained 
their  feet,  and  there  is  no  telling  how  long 
the  "instruction"  would  have  continued  had 
not  a  friend  of  MacMulken's  happened 
along.  He  grabbed  the  human  pile-driver 
from  behind  and  shut  off  the  steam.  It  re- 
quired several  minutes  to  calm  the  storm, 
but  finally  both  sides  went  their  several 
ways,  the  yokels  not  quite  so  jovial  or  so 
handsome  as  they  had  been  before  they 
happened  to  come  under  the  tutorship  of 
MacMulken. 

The  latter  had  almost  forgotten  the  affair 
when  several  days  later  he  was  arrested  on 
a  charge  of  assault  and  battery.  The  trial 
was  held  on  Tuesday  last  before  the  local 
justice  of  the  peace  and  had  it  been  a  trial 
for  murder,  it  could  not-  have  been  better 
attended  or  consumed  more  time.  Almost 
an  hour  was  taken  in  the  examination  of 
each  of  the  yokels  who  contradicted  each 
other  and  themselves. 

"I    vas    a    beaceful    man    vit    no    grudge 


against  nobody.  Dis  man  come  up  to  me 
and  knock  me  down  vitout  me  saying  any 
ting  or  doing  anyting  to  him,"  was  the  sub- 
stance of  one  Swede's  testimony,  and  one 
and  all  of  his  companions  swore  that  they 
were  guiltless  of  having  provoked  an  as- 
sault. They  admitted  having  imbibed  various 
potions  of  beer  and  whiskey  indiscrimin- 
ately, but  were  positive  they  were  not 
drunk  and  had  done  nothing  whatever  to 
cause  anyone  to  punish  them  in  such  a  rude 
manner.  Counsel  on  both  sides  made  argu- 
ments of  a  length  that  would  have  done 
justice  to  one  of  New  York's  notorious 
criminal  trials,  calling  upon  Heaven  and 
all  the  saints  to  witness  that  their  clients 
were  guiltless  and  that  if  such  villains  and 
perjurers  as  the  other  side  were  permitted 
to  go  free  they  would  not  be  responsible  for 
the  consequences.  But  despite  this  and 
voluminous  quotations  from  the  scriptures, 
the  five  yokels  represented  five  votes  and 
the  defendant  but  one,  which  he  was  re- 
puted not  to  have  taken  advantage  of  at 
the  previous  election,  so  the  J.  P.  unfeelingly 
said  "guilty"  and  "$2S  fine  or  stand  com- 
mitted one  day  for  each  dollar  thereof  until 
the  same  is  paid." 


Squeaks  and  their  Remedies. 

Squeaks,  whenever  they  occur,  and  what- 
ever their  occasion,  should  invariably  be 
investigated  at  once,  and  the  cause  removed. 
Sometimes  they  indicate  a  serious  condi- 
tion; more  often  they  prove  to  be  trivial 
ailments,  but  in  any  case,  they  are  an  an- 
noyance, and  offend  the  sensitive  ear  of 
the  cyclist. 

A  squeak  in  the  steering  head,  which  may 
be  due  to  a  loose  bearing  cone,  or  even  to 
a  dry  bearing,  more  often  is  caused  by  ex- 
cessive wear  in  the  ball  races  which  causes 
their  edges  to  rub  together,  thereby  taking 
the  load  from  the  balls  and  placing  it  on 
what  amounts  to  a  plain  bearing  of  poor 
proportions.  The  remedy  is  simple — grind 
down  the  offending  surfaces  on  an  emery 
wheel,  or  if  no  wheel  is  at  hand,  anneal  the 
parts,  file  them  down  to  the  required  depth, 
and  subsequently  reharden  them. 

A  squeak  in  the  saddle,  generally  eman- 
ates from  the  leather,  but  may  be  occas- 
ioned by  the  slipping  of  the  turned  end  of 
the  spring  against  the  stud  or  bolt  which 
holds  it  in  place.  The  insertion  of  a  leather 
washer  under  the  nut  or  washer,  will  cure 
the  trouble. 

A  squeaking  chain  is  an  abomination  to 
every  dog  on  the  road.  Also,  it  is  a  sign 
that  the  chain  needs  a  thorough  cleaning 
and  a  good  bath  in  lubricating  oil,  followed 
by  a  gentle  application  of  graphite  in  con- 
servative doses. 


The  Superior  Bicycling  Club,  of  Superior, 
Wis.,  is  showing  signs  of  activity.  It  is 
planned  to  arrange  for  a  race  to  be  held 
during  the  fall  and  a  committee  consisting 
of  H.  V.  Ashleman,  M.  Tuttle  and  W.  A. 
Lingham,  was  appointed  to  work  up  inter- 
est in   the  matter. 


368  TIHE  BICYCLING  WORLD 

'M  recommend  the  Morrow  to  all  Motorcyclists" 


Meshoppen,  Pa.,  May  14th,  1906. 

ECLIPSE  MACHINE  CO., 

Elmlra,  N.  Y. 

Gentlemen: 

I  have  delayed  writing  you  for  some  time  in  regard 
to  your  neiAT  Morrow  Coaster  Brake  for  motorcycles,  knowing 
that  I  was  giving  your  brake  one  of  the  most  strenuous  tests 
that  it  is  possible  for  any  rider  to  give  a  brake  for  daily 
use.   I  use  my  motor  for  the  delivery  and  collection  of  mail 
on  a  twenty-five  mile  route  every  day  that  the  weather  per- 
mits.  I  have  eight  long,  hard  hills  to  descend  besides  lots 
of  short  pitches,  and  grades  running  as  high  as  28  per  cent. 

Last  year  I  used  the  coaster-  brake  and  had  to 

walk  down  all  hills  that  were  long  or  steep  or  where  I  had  a 
stop  to  make.   This  spring  I  have  been  using  the  Morrow,  and 
I  ride  all  grades  and  feel  that  my  machine  is  under  perfect 
control  at  all  times.   Last  week  I  was  coasting  down  a  heavy 
grade  and  my  back  pouch  dropped  out  of  the  carrier.   I  ap- 
plied the  brake,  came  to  a  dead  stop,  dismounted,  backed  up 
just  seven  paces  to  where  the  mall  pouch  lay.   That  excels 
all  brakes  that  I  have  ever  used;  in  fact,  the  Morrow  has  no 
equal — it  is  in  a  class  by  itself — and  I  take  pleasure  in 
recommending  it  to  all  motorcyclists. 

Yours  respectfully, 

G.  F.  AVERY, 
R.F.D.  Carrier  No.  2, 

Meshoppen,  Pa. 


"Words  of  others  tell  the  story" 


THE  BICYCLING  WORLD 


36? 


WHERE  MOTORCYCLES  SCORE 


Many  Incidental  Savings  that  were  Empha- 
sized by  the  Hastings's  Southern  Tour. 


While  the  automobile  is  commonly  recog- 
nized as  rather  an  expensive  luxury,  one 
particular  phase  of  its  cost,  which  com- 
monly fails  of  recognition  by  the  man 
in  the  street,  is  that  incurred  when  in  tran- 
sit from  point  to  point,  either  by  boat  or 
rail.  In  the  matter  of  ferriage,  for  instance, 
the  average  car  demands  a  fee  of  fifty 
cents  or  more,  while  on  the  other  hand, 
the  motor  bicycle  is   either  carried  free  or 


and    boat,    notwithstanding    the    800    miles 
covered  on  the  macliine. 

Placed  in  a  crate  and  shipped  from  Now 
York  to  Ormond,  tlie  first  expense  for  the 
machine  was  a  freight  bill  of  $5.90,  which  it 
may  be  noted  in  passing,  compares  very 
favorably  with  $30.00,  the  cost  of  shipping 
an  automobile.  After  doing  considerable 
riding  about  Ormond,  it  was'  freighted  300 
miles  to  West  Palm  Beach,  at  a  cost  of 
$4.61,  and  there  uncrated,  the  empty  crate 
being  forwarded  to  Miami  for  75  cents. 
From  Miami,  which  was  reached  by  the 
highway,  it  was  wheeled  on  board  the 
steamer  for  Havana  as  baggage.  Needless 
to  say,  this  greatly  disgusted  the  owner  of 


MR.    AND    MRS.  THEODORE    K.    HASTINGS. 


is  let  off  with  five  or  ten  cents.  Besides 
this,  the  contingent  expenses  of  storage  and 
crating,  which  are  bound  to  appear  as  in- 
cidentals to  every  trip  of  any  duration, 
mount  up  to  an  extent  which  is  simply  ap- 
palling in  the  course  of  a  few  days  or 
weeks. 

But  although  it  is  manifestly  unfair  to 
the  automobile  to  attempt  to  compare  it 
with  the  motor  bicycle  in  point  of  these 
contingent  expenses,  the  tri-car,  with  its 
three  wheels  and  greater  carrying  capacity, 
furnishes  a  basis  which  is  at  once  just  and 
enlightening  as  to  the  actual  possibilities 
of  reasonable  transportation.  In  this  con- 
nection, some  interesting  data  were  un- 
earthed the  other  day  by  Theodore  K.  Has- 
tings, the  well-known  New  York  photo- 
grapic  supply  dealer,  when  glancing  over 
the  expense  accounts  of  a  vacation  trip- 
taken  by  himself  and  Mrs.  Hastings  last 
January.  Briefly,  this  excursion  included 
a  trip  to  Cuba  by  way  of  Ormond,  West 
Palm  Beach  and  Miami,  Florida,  the  greater- 
portion  of  the  journey  being  taken  by  rail 


a  small  automobile  who  had  been  obliged 
to  pay  a  freight  bill  of  $25  plus  $7.00  in 
Consul  fees  each  way,  and  who,  later,  was 
further  disgusted  when  on  the  Cuban  roads, 
the  tri-car  overtook  and  passed  him,  leaving 
him  choking  with  dust  and  wrath. 

Not  being  manifested  on  the  ship's  papers, 
the  owner  of  the  tri-car  was  relieved  of 
the  nuisance  of  consul  fees  altogether,  but 
on  arrival  in  Cuba,  was  obliged  to  take  the 
machine  "in  bond,"  at  a  brokerage  of  $3.50 
each  way.  After  having  spent  eight  days 
in  Cuba  exploring  the  vicinity  of  Havana 
very  thoroughly,  the  machine  was  shipped 
back  to  New  York  directly,  at  a  cost  of 
$12,00.  The  cost  of  the  entire  trip,  insofar 
as  the  machine  was  concerned,  came  to 
but  $37.36,  or  $18.68  per  passenger,  which, 
considering  the  eight  hundred  miles  of 
road  covered,  amounts  to  but  2.3S  cents  per 
passenger  mile,  including  not  simply  the 
actual  operating  expenses,  but  also  the  cost 
of  shipment  from  point  to  point.   : 

Although  an  entliusiastic  motor  bicyclist, 
now,    Mr.    Hastings    was    at    one    time    an 


efjually  ardent  automobilist,  and  tlie  pos- 
sessor of  a  motor  car  for  some  six  years 
prior  to  his  change  of  heart.  And  how  it 
was  that  he,  having  grown  more  and  more 
interested  in  the  motor  bicycle,  at  length 
placed  his  allegiance  in  the  tri-car,  and  at 
the  same  time  converted  his  wife,  forms  an 
interesting  incident,  and  reveals  the  guiding 
band  of  chance.  As  told  by  Mrs.  Hastings, 
it  came  about  somewhat  in  this  fashion: 

"For  some  time,  it  had  been  evident  to  me 
that  out  automobiling  days  were  fast  draw- 
ing to  a  close,"  she  says.  "My  husband  was 
growing  fonder  and  fonder  of  'that  stingy 
thing,'  as  I  came  to  call  the  motor  bicycle, 
and  less  and  less  ready  to  go  out  in  the 
car,  especially  as  it  had  arrived  at  a  time 
of  life  when  every  trip  required  a  deal  of 
careful  preparation.  Then,  at  length,  came 
the  crisis,  when  a  friend  left  his  tri-car  in 
our  garage,  where  we  had  abundant  room, 
with  permission  for  us  to  try  it,  if  we  chose. 

"There  came  a  day  when  we  were  going 
out  for  a  ride,  and  just  as  we  were  on  the 
point  of  starting,  something  went  amiss 
with  the  car.  What  it  was,  doesn't  matter 
now.  It  would  have  required  about  three 
hours  of  hard  work  to  set  right  the  trouble, 
and  I  was  thoroughly  disgusted.  Glancing 
up  at  my  husband,  I  caught  him  casting 
longing  eyes  on  the  tri-car,  and  vigorously 
shook  my  head  as  he  began  to  grin  at  me, 
for  it  was  an  understood  fact  that  I  would 
have  nothing  to  do  with  it.  However, 
when  he  went  over  to  see  if  it  was  in  work- 
ing order,  I  went  along  too,  out  of  curiosity 
and  by  the  time  he  had  made  up  his  mind 
that  everything  was  in  good  shape,  I  was 
trying  the  seat,  and  mentally  commenting 
on  the  fact  that  it  was  very  'comfy.' 

"As  to  actually  appearing  on  the  street 
in  it,  however,  that  was  an  afifair  requiring 
considerable  persuasion  on  my  husband's 
part,  but  finally  I  consented,  only  on  con- 
dition that  we  go  fast,  so  that  our  neighbors 
might  have  little  opportunity  to  see  and 
comment  upon  us.  How  far  we  went  that 
day,  or  how  late  it  was  when  we  got  home 
again,  there  is  no  need  to  tell.  Only  the 
fact  remains  that  sometime  during  that 
time  we  both  experienced  a  whole-souled 
conversion  to  the  little  machine,  and  that 
the  very  next  day  our  order  for  a  tri-car 
attachment  was  lodged  with  the  maker, 
and  we  were  eagerly  awaiting  the  time  of 
its  arrival." 


Waltham  Offenders  are  Suspended. 

Chairman  of  the  F.  A.  M.  Competition 
Committee  Roland  Douglass,  has  suspended 
all  of  the  riders  who  competed  in  the  Wal- 
tham Motorcycle  Club's  unsanctioned  road 
race  on  the  9th  inst.  All  save  Guy  M. 
Green  were  given  three  months;  Green,  as  a 
second  offender,  gets  one  year,  and  all  have 
been  reported  to  the  N.  C.  A.,  the  American 
Automobile  Association  and  the  Amateur 
Athletic  Union  for  suspension,  all  of  them 
allies  of  the  F.  A.  M.  The  Waltham  club 
is  under  the  influence  of  a  man  with  a  griev- 
ance and  it  played  "outlaw"  because  of  the 
fact. 


370 


THE  BICYCUNG  WORLD 


EXCITEMENT  AT  SALT  LAKE 


Bad  Spill  and  Action  of   Officials  Stir  Big 
Crowd — Results  of  the  Races. 


Salt  Lake  City,  June  13. — A  mix-up,  two 
spills,  a  broken  collarbone  and  a  badly  skin- 
ned elbow,  marred  the  finish  of  the  two- 
mile  handicap  last  night  and  what  promised 
to  be  the  best  race  of  the  season.  A  crowd 
which  overflowed  the  saucer's  rim  and  filled 
the  arena  inside  saw  the  race  though  but  few 
who  saw  the  finish  were  aware  that  Cyrus 
L  Holllister,  of  Springfield,  Mass.,  is  now 
suffering  with  a  broken  collarbone  as  the 
result  of  his  fall,  and  Floyd  McFarland,  who 
appeared  to  fall  harder  than  "Si,"  escaped 
with  a  badly  skinned  funny  bone.  Saxon 
Williams  was  disqualified  for  causing  the 
fall,  but  probably  will  be  exonerated. 

As  the  riders  began  to  jockey  for  the  final 
sprint  Williams  suddenly  jumped  and 
sprinted  for  home  three  laps  to  go.  McFar- 
land was  right  after  him  with  Downing  on 
his  rear  wheel  and  Hollister  next.  On  the 
last  turn  Williams  was  riding  about  two 
feet  above  the  pole  line,  with  an  all-in  sprint 
and  was  wobbly.  "Long  Mac"  swung  up 
the  bank  with  Williams  several  feet  in  front, 
to  make  his  final  sprint  for  home.  Down- 
ing was  on  the  outside  and  as  McFarland 
swung  him  toward  the  benches,  Downing 
braced  himself  for  the  shock,  and  as  they 
collided  McFarland  took  a  header  down  the 
track,  Hollister  running  into  him.  The 
shock  did  not  fease  Downing  for  he  gave 
a  mighty  jump  that  landed  him  an  easy  win- 
ner over  the  fast-tiring  Williams. 

The  other  interesting  event  was  an  un- 
limited pursuit  race  between  "America  and 
Australia,"  Joe  Fogler  and  Walter  Bardgett 
being  up  for  Uncle  Sam  and  Pedlar  Palmer 
and  Ernest  A.  Pye  doing  the  jumping  for 
the  Land  of  the  Kangaroo.  The  race  was 
won  by  the  Australians,  but  Bardgett  and 
Fogler  were  not  satisfied"  and  immediately 
challenged  the  visitors  to  a  return  match 
with  a  little  bet  of  fifty  dollars — real  money, 
too — to  make  it  interesting.  The  race  will 
probably  be  run  next  week.  The  sum- 
maries of  all  the  events  follow: 

Half-mile  open,  professional — Qualifants: 
Floyd  McFarland,  Joe  Fogler,  Walter  Bard- 
gett, Tver  Lawson,  Hardy  K.  Downing,  Jack 
Burris,  C.  L,  Hollister,  W.  E.  Samuelson 
and  Norman  C.  Hopper.  Final  heat  won  by 
Tver  Lawson,  Salt  Lake  City;  second,  Floyd 
McFarland,  San  Jose;  third.  Hardy  K. 
Downing,  San  Jose;  fourth,  Joe  Fogler, 
Brooklyn;  fifth,  Walter  Bardgett,  Buffalo. 
Time,  9:58ys. 

Half-mile  handicap,  amateur — Final  heat 
won  by  A.  Nash  (100  yards);  second,  A.  L. 
Bird  (95  yards);  H.  Weiser  (60  yards); 
fourth,  A.  Crebs  (45  yards);  fifth.  Tommy 
Morgan  (65  yards).    Time,  0:55?^. 

Unlimited  pursuit  race,  professional;  Aus-. 
tralia  vs.  America — Won  by  Australia  (Er- 
nest Fye-W.  P.  Palmer);  second,  America, 


(Joe  Fogler- Walter  Bardgett).  Distance, 
2  miles  5  laps  85  yards.    Time,  5:38j^. 

One-mile  open,  amateur — Qualifants: 
Holiday,  Weiser,  Berryessa,  Diefenbacher, 
McLaughlin,  Hume,  West,  Bird  and  McCor- 
mack.  Final  heat  won  by  Jack  Hume;  sec- 
ond, Hal  McCormack;  third,  John  Berry- 
essa;   fourth,    Fred    West.      Time,    2:07^. 

Two-mile  handicap,  professional — Won 
by  Hardy  K.  Downing  (85  yards;  second, 
Walter  Bardgett  (90  yards);  third,  Norman 
C  Hopper  (95  yards) ;  fourth.  Jack  Burris 
(140  yards);  fifth,  W.  P.  Palmer  (110  yards). 
Time,  3:48%. 


Salt  Lake  City,  June  16. — In  the  parlance 
of  the  track,  Joe  Fogler,  the  Brooklynite, 
was  handed  a  "large,  juicy  and  over-ripe 
lemon,"  by  the  ofificials  at  the  race  meet 
last  night,  and  their  action  was  the  cause  of 
a  great  deal  of  censure  for  apparent  dis- 
crimination. Since  Samuelson  has  demon- 
strated this  season  that  he  was  plainly  "Buf- 
faloed" and  that  he  is  no  better  than  several 
other  riders,  Lawson  is  looked  upon  as  the 
local  favorite.  Just  what  is  the  matter  with 
Samuelson  is  not  apparent,  but  he  is  riding 
very  poorly  and  naturally  it  makes  him  feel 
bad  to  start  in  a  field  of  seven  and  finish 
last. 

Last  night  a  record-breaking  crowd 
packed  the  saucer  and  it  was  a  good  card 
that  the  spectators  saw.  It  was  not  the 
want  of  stirring  finishes  that  caused  the 
crowd  to  yell  out  "Rotten!  Rotten!"  for 
there  were  plenty  of  these.  It  was  the 
lack  of  fairness  on  the  part  of  the  officials. 

The  trouble  occurred  in  the  final  of  the 
one-mile  open,  professional.  _  Early  in  the 
race  Samuelson  tacked  onto  McFarland's 
rear  wheel.  Lawson  was  after  "Mac's" 
wheel,  but  Samuelson  beat  him.  McFar- 
land set  a  terific  pace,  but  Sampelson  held 
on.  After  two  laps  of  fast  going,  Lawson 
became  anxious  and  went  around  Samuel- 
son and  took  a  position  back  of  McFarland. 
Fogler  followed  Lawson  and  between  the 
two  Samuelson  was  crowded  down  on  the 
pavement.  Had  the  matter  ended  it  might 
have  been  overlooked,  but  the  officials  dis- 
qualified Fogler  and  at  the  same  time  al- 
lowed Lawson  to  take  first  money.  If  it 
was  right  for  Lawson  to  cut  Samuelson 
down  it  was  right  for  Fogler,  for  the  Brook- 
lyn boy  was  simply  following  Lawson.  Both 
committed  the  same  act,  only  Lawson  did 
it  first.  Lawson  beat  out  McFarland  in 
the  sprint.  Downing  got  third  and  Fogler, 
being  disqualified,  Palmer  came  in  for 
fourth.     Time,  2:01%. 

Hardy  K.  Downing  defeated  Ben  Munroe 
in  tlje  five-mile  motorpaced  race  and  in  the 
three-quarter  mile  handicap  the  riders 
crossed  the  tape  in  the  following  order: 
Clark,  Lawson,  Williams  and  Munroe.  Jack 
Hume  won.  the  pursuit  race  by  unwinding 
a  grandstand  sprint  that  made  John  Berry- 
essa, the  Californian,  fade  away  like  a  morn- 
nig  glory  before  a  hot  summer  sun.  The 
summaries: 

Three-quarter  mile,  handicap,  professional 


—Qualifants:  A.  J.  Clarke  (35  yards),  Nor- 
man C.  Hopper  (60  yards),  Saxon  Williams 
(70  yards),  Ben  Munroe  (80  yards),  Worth- 
ington  L.  Mitten  (110  yards),  Iver  Lawson 
(scratch),  Walter  Bardgett  (45  yards),  W. 
Pedlar  Palmer  (55  yards),  E.  Smith  (75 
yards).  Jack  Burris  (80  yards).  Final  heat 
won  by  A.  J.  Clarke,  Australia;  second,  Iver 
Lawson,  Salt  Lake  City;  third,  Saxon  Wil- 
liams, Salt  Lake  City;  fourth,  Ben  Munroe, 
Memphis,  Tenn.     Time,  1:22. 

One-mile  open,  amateur — Qualifants: 
Fred  West,  Hal  McCormack,  P.  Giles,  H. 
Weiser,  Jack  Hume,  F.  H.  McLaughlin  and 
R.  Diefenbacher.  Final  heat  won  by  Jack 
Hume,  Ogden;  second,  P.  Giles,  Salt  Lake 
City;  third,  Fred  West,  Salt  Lake  City; 
fourth,  F.  H.  McLaughlan,  San  Jose,  Cal. 
Time,  2:08%. 

One-mile  open,  professional. — Qualifants: 
Floyd  McFarland,  Iver  Lawson,  Hardy 
Downing,  W.  P.  Palmer,  W.  E.  Samuelson, 
Norman  C.  Hopper,  Joe  Fogler  and  Walter 
Bardgett.  Final  heat  won  by  Iver  Lawson, 
Salt  Lake  City;  second,  Floyd  McFarland, 
San  Jose;  third.  Hardy  K.  Downing,  San 
Jose;  fourth,  W.  P.  Palmer,  Australia;  fifth, 
Norman  C.  Hopper,  Minneapolis.  Time, 
2:01%. 

Unlimited  pursuit,  amateur — Qualifants: 
John  Berryessa,  Fred  West,  P.  Giles,  A.  L. 
Bird,  Fred  Schnell,  R.  Diefenbacher,  Jack 
Hume  and  H.  Weiser.  Final  heat  won  by 
Jack  Hume;  second,  J.  Berryessa;  third, 
Giles;  fourth,  Fred  West;  fifth,  Weiser.  Dis- 
tance, 2  miles  6^  laps.    Time,  6:37. 

Five-mile  motorpaced  professional — Won 
by  Hardy  K.  Downing,  San  Jose;  second, 
Ben  Munroe,  Memphis,  Tenn.     Time,  7:20. 


The  Wind-up  at  Denver. 

Denver,  Col.,  June  10. — S.  R.  Wilcox,  of 
Salt  Lake  City,  won  the  two-mile  lap  race 
at  the  saucer  yesterday  afternoon,  after  a 
very  pretty  sprint,  beating  out  J.  E.  Achorn, 
of  New  York  City,  and  Emil  Agraz,  of  Mex- 
ico, by  inches,  in  the  order  named.  This 
race  was  the  feature  of  the  meet.  Agraz, 
Gunn  and  Hudson  each  captured  four  laps, 
Wilcox  got  two  and  Achorn  one.  Time, 
4:19.  Wilcox  also  won  the  one-mile  han- 
dicap in  2:03,  Agraz  finishing  second  and 
Achorn  third. 

E.  W.  Smith  easily  won  the  two  ten-mile 
heats  in  his  motor  paced  match  race  against 
Edward  Schwartz.  Vic  Anderson  paced 
Smith  and  Boyd  was  up  for  Schwartz.  In 
the  first  heat  Smith  was  four  laps  ahead 
when  the  pistol  fired,  and  in  the  second  he 
beat  Schwartz  by  ten  laps.  The  time  of 
the  first  heat  was  15:44,  and  of  the  second, 
16:24. 

Anderson  made  his  usual  try  for  the 
"world's  record  for  motorcycles,"  but  his 
time,  1:21,  was  announced  as  being  seven 
seconds  short  of  that  mark.  Warneche, 
with  25  yards,  crossed  the  tape  first  in  the 
two-mile  handicap  for  amateurs,  nailing 
Allen,  with  100  yards,  a  few  feet  from  the 
tape.  Beard,  on  scratch,  got  in  third. 
Time,  4:48. 


THE  BICYCLING  WORLD 


:  371 


NO    NUMBERS    IN    NEW    JERSEY 


Ruling  that  Required  them  Declared  Con- 
trary to  Law — How  it  Came  About. 


Under  New  Jersey's  new  law — the  well 
remembered  Frelinghuysen  bill — which  goes 
into  effect  on  July  1st,  motorcyclists  will 
not  be  required  to  display  numbers.  It  will 
be  news  to  some  of  the  riders  who  took  the 
trouble  to  read  the  act,  to  learn  that  there 
existed  any  question  on  that  point. 

The  law,  which  so  far  as  concerns  the 
advantages  accruing  to  motorcycles,  was  in- 
fluenced so  largely  by  the  Federation  of 
American  Motorcyclists,  plainly  states 
that  numbers  are  required  only  on  auto- 
mobiles. But  when  by  virtue  of  his  office, 
Assistant  Secretary  of  State  J.  R.  B.  Smith 
assumed  the  title  and  duties  of  Commis- 
sioner of  Motor  Vehicles,  he  went  behind 
the  law  and  instructed  the  several  registers 
to  inform  motorcyclists  that  they  must 
carry  tags  under  penalty  of  arrest.  When  a 
rider  questioned  his  decision,  he  quoted  a 
clause  of  the  old  law,  which  he  said  had  not 
been  repealed  by  the  new  one.  The  mat- 
ten  was  then  brought  to  the  attention  of 
President  Betts,  of  the  F.  A.  M.,  who 
promptly  addressed  Commissioner  Smith, 
questioning  the  legality  of  his  ruling  and 
telling  him  some  other  things  quite  per- 
tinent to  the  case.  It  took  Mr.  Smith  more 
than  two  weeks  to  make  reply,  in  which  he 
admitted  that  he  was  considerably  con- 
cerned regarding  his  duty  in  the  matter  and 
undertook  to  say  that  it  was  "clearly  the  in- 
tent of  the  -framer  of  the  law  that  motor- 
cycles carry  numbers."  Mr.  Smith  was 
very  friendly  and  very  cordial  in  all  that 
he  said.  So  was  Mr.  Betts  in  his  response, 
which  regretted  the  Commissioner's  doubts 
concerning  his  duty,  but  politely  suggested 
that  as  his  ruling  was  without  legal  warrant, 
it  would  be  we'll  that  it  be  withdrawn.  As 
Mr.  Betts  had  had  two  conferences  with 
Senator  Frelinghuysen,  when  the  law  was 
being  framed,  he  was  able  to  tell  Mr. 
Smith  so  much  about  the  intent  of  the  law 
that  the  Commissioner  promptly  acknowl- 
adged  that  he  had  indulged  in  some  pre- 
sumptions and  that  the  information  Mr.  Betts 
conveyed  was  in  the  nature  of  a  great  light. 
The  president  of  the  F.  'A.  M.  also  gently 
intimated  that  while  the  display  of  numbers 
might  prove  no  great  hardship,  the  F.  A.  M. 
did  not  mean  that  motorcyclists  should  be 
placed  at  the  mercy  of  any  person  who  de- 
sired to  resort  to  technicalities.  An  injunc- 
tion was  in  contemplation. 

Commissioner  Smith  then  threw  up  his 
hands  and  advised  Mr.  Betts  that  having 
that  day  received  a  communication  from 
Attorney  John  A.  Hardpence,  of  Trenton, 
i"epresenting  "certain  motorcyclists,"  which 
also  questioned  his  ruling  and  raised  the 
same  point  made  by  the  F.  A.  M.,  i.  e.,  that 
the  new  law  wholly  superseded  the  old  one, 
he  would  submit  the  matter  to  the  Attor- 
ney General  for  an  opinion.     The  Attorney 


General  rendered  his  opinion  on  Thursday 
last.  It  was  exactly  what  was  expected — 
that  the  old  law  did  wholly  revoke  the 
previous  act  and  that,  therefore,  motor- 
cycles are  not  required  to  display  num- 
bers. 

Despite  the  opinion,  for  conveni'ence  sake, 
it  ultimately  may  prove  advisable  that  num- 
bers be  carried.,  The,."shoofly"  inspectors 
authorized  by  the  law,  have  it  within  their 
power  to  stop  all  motorists  for  inspection 
of  licenses — which  must  be  carried  at  all 
times — and  unpleasantly  frequently  hold-ups 
of  unnumbered  vehicles  are  probable  in  or- 
der to  discover  the  unlicensed  ones.  How- 
ever, if  a  rider  elects  to  carry  a  number, 
it  may  be  of  a  size  and  in  position-of  his 
own  choosing. 

In  applying  for  registration,  it  will  be 
well  for  the  owners  of  so-called  tri-cars  to 
designate  them  by  their  proper  term,  i.  e., 
tricycles.  Otherwise  the  use  of  the  term 
"car"  is  apt  to  subject  them  to  some  need- 
less  inconvenience   and  questioning. 


KRAMER  WINS  GRAND  PRIX 


American    Champion    Again    Victorious    in 
Rich  Race,  also  in  a  Minor  Event. 


Have  You  Seen  this  Kinked  Columbia? 

J.  D.  Roberts,  Jr.,  10  King  street,  Meri- 
den,  Conn.,  is  minus  a  Columbia  chainless 
bicycle.  No.  3991,  to  be  exact.  It  has  a 
kink  in  the  right  side  of  the  handle  bar  and 
a  small  indentation  in  the  gear  housing. 
During  Meriden's  recent  centennial  celebra- 
tion, some  "unknown"  took  a  fancy  to 
Roberts's  bicycle  and  he  has  not  seen  it 
since.  He  is  so  anxious  to  set  eyes  on  it, 
that  he  writes  that  he  will  not  only  give  a 
$5  bill,  but  a  year's  subscription  to  the 
Bicycling  World  for  information  leading  to 
its  recovery. 


Percy  Punctures,  Campbell  Conquers. 
Because  Percy  Smooth  rides  a  high-pow- 
ered imported  Peugeot  motorcycle,  he  felt 
in  justice  bound  to  give  the  other  starters 
in  the  three-mile  motorcycle  race  at  Ben- 
nings  track,  Washington,  D.  C,  last  Satur- 
day, 16th  inst.,-  a  liberal  handicap.  He 
therefore  started  from  scratch,  the  other 
riders  getting  away  frorn  the  half-mile 
mark.  Smoot  picked  up  a  tack  so  the  event 
really  resulted  in  a  scratch  race  between 
the  handicapped  machines.  C.  C.  Campbell, 
Indian,  finished  first;  M.  E.  Mangold,  In- 
dian, was  second  and  George  Beal,  on  a 
Crouch,  was  third.     Time,  S:Sl5^. 


Bahnsen  Runs  Away  at  St.  Louis. 

Tim  Bahnsen,  astride  an  Indian  motor 
bicycle,  won  the  three-mile  motorcycle  race 
at  the  automobile  race  meet  at  St.  Louis, 
last  Saturdayy  16th  inst.  Seven,  riders  started 
in  the  event  and  it  might  have  been  inter- 
esting had  the  Celt  slowed  down  and  let 
the  others  catch  up  to  him.  As  it  resulted, 
a  half-mile  of  daylight  separated  Bahnsen 
and  the  next  nearest  rider  at  the  finish. 


Frank  L.  Kramer  has  recovered  from 
from  what  appeared  to  be  his  reversal  of 
form.  On  Sunday  last,  17th  inst.,  the  fol- 
lowing cablegram  was  received: 

"Kramer  to-day  won  the  grand  prix,  cov- 
ering the  distance,  one  kilometre,  in  4  min- 
utes 23}4  seconds.  He  beat  Poulain  by  a 
quarter  of  a  wheel." 

The  Grand  Prix  meet  stretched  over  three 
days,  the  Municipal  Velodrome  at  Vincen- 
nes  being  the  scene  of  action.  The  first 
day's  racing  was  held  on  Sunday,  June  10. 
One  of  the  chief  events  to  be  decided  on 
that  day  was  the  Prix  de  Charenton,  an  in- 
ternational handicap  at  1,609  metres,  a  trifle 
more  than  three  laps.  It  was  run  in  eight 
heats,  with  the  first  in  each  and  the  second  in 
the  two  fastest  heats  to  qualify  for  the  final. 
Poulain  was  the  only  scratch  man  to  qualify, 
Vanoni,  Hedspeth  and  Schwab,  the  Ameri- 
cans, getting  shut  out.  Kramer  did  not 
ride  in  this  event.  Poulain  won  the  final 
heat,  with  Nedela  (SO  yards),  second,  and 
Ingold  (30  yards),  third.    Time,  2:07^. 

Another  important  race  to  be  run  on  that 
day  was  the  tandem  race.  After  making  a 
great  impression  by  winning  the  first  semi- 
final heat,  Oscar  Schwab  and  Rettich  were 
defeated  in  the  final  heat,  Doerflinger,  the 
big  Swiss  six-day  rider,  and  Dupre,  finish- 
ing first,  with  Hourlier  and  Deschamps  sec- 
ond.    Rettich  and  the  American  were  third. 

Rene  Pot-tier  won  the  hour  race  behind 
human  pace  and  came  within  a  few  yards 
of  breaking  his  own  record  of  30  miles  636 
yards.  At  the  finish  Cornet  was  Syi  laps 
behind  and  Germain  third,  by  6  laps.  The 
race  was  for  the  Consul  General's  prize — • 
four  hundred  dollars. 

The  match  race  between  Frank  Kramer 
and  Gabriel  Poulain,  at  Antwerp,  on  June 
11,  had  a  very  unsatisfactory  ending.  Six 
thousand  people  had  gathered  to  see  the 
race — best  in  three  heats.  Kramer  took 
the  lead  in  the  first  heat  at  200  metres, 
when  the  wily  Frenchman  ran  high  up  on 
the  bank  for  his  famous  jump.  The  in- 
creased speed  gave  him  the  first  heat,  he 
beating  Kramer  by  three-quarters  of  a 
length.  Kramer  won  the  second  -heat  by 
half  .a  length.  Poulain  began  the  sprint 
on  the  beck  stretch  of  the  last  lap,  but  the 
American  went  by  the  outside.  In  the  final 
heat  Poulain  executed  a  lightning-like  jump 
and  had  opened  a  gap  of  four  lengths  when 
his  tire  exploded  and  the  champion  of  the 
world  struck  the  cement  just  as  Kramer 
reached  his  pedals.  The  match  was  not 
decided. 


Weather  permitting,  the  New  York 
Motorcycle  Club  will  hold  a  one-pint  econ- 
omy test  to-morrow.  It  will  be  incident  to 
the  usual  Sunday  run  and  be  open  only  to 
club  members. 


Bicycle  dealers  of  Worcester,  Mass.,  are 
arranging  for  a  twenty-five  mile  handicap 
road  race  on  July  14.  A  long  list  of  prizes 
will  probably  attract  several  out-of-town 
riders. 


372  THE  BICYCLING  WORLD 


A  Bee  Hive  of  Industry. 

WHEELS  TURNING. 

FACTORY  HUMMING. 

We're  now  working  harder  than  ever — day  and  night — and 
filling  as  rapidly  as  possible  the  ever  increasing  orders  for 

YALE  and  SNELL  BICYCLES 

and  the  famous 

Yale-California  Motorcycle 

Earthquakes,  financial  or  otherwise,  have  not  affected  our  produc- 
tion one  particle,  and  our  energy  and  activity  is  greater  than  ever. 

We  are  carrying  out  all  our  contracts, 
and  shall  continue  to  do  so  despite 
the  statements  of  an  unscrupulous 
and  malicious  competitor. 

f^     fe^     <^ 

THE  CONSOLIDATED  MFO.  CO. 

TOLEDO,  OHIO. 


THE  BICYCLING  WORLD 


373 


GEAR   RATIOS   UP   AGAIN 


Rider  Revives  the  Old  Discussion — Sizes  of 
Sprockets  also  Involved. 


Just  what  constitutes  the  best  combina- 
tion of  gearing  and  what  sized  front  and 
rear  sprockets  should  be  employed  to  at- 
■^ain  it  in  order  to  have  the  easiest  running 
bicycle  for  up  and  down  hill  work,  is  a 
question  that  springs  up  anew  perennially. 
It  came  with  the  advent  of  the  safety  and 
in  all  probability  it  will  endure  forever. 
The  excuse  for  reviving  it  is  the  inquiry 
of  a  cyclist  who  wishes  to  know  whether 
the  combination  should  be  22  teeth  front 
and  7  rear,  25  front  and  8  rear,  28  front  and 
9  rear,  all  of  which  are  equivalent  to  the 
same  gear — 88,  or  a  40  tooth  front  sprocket 
and  a  13  tooth  rear,  which  is  equivalent  to 
a  gear  of  86. 

Continuing  on,  he  says:  "I  am  now  riding 
a  new  machine  of  this  year's  model  with  the 
28  front  and  9  rear  combination  or  88  gear, 
and  I  do  not  seem  to  be  able  to  mount 
grades  as  fast  as  I  did  with  my  old  bicycle 
which  was  equipped  with  a  91  gear,  com- 
prising a  26  tooth  front  and  8  tooth  rear 
sprocket.  It  seems  to  me  in  the  use  of  large 
fiont  sprockets,  the  loss  of  leverage  on  the 
cranks  is  considerable." 

At  one  fell  sweep  the  entire  question  of 
gear  combinations  is  brought  up  for  dis- 
cussion by  this  query,  but  as  hundreds  of 
cyclists  who  have  worked  over  the  same 
giound  previously  have  finally  had  to  come 
to  the  conclusion  that  the  only  alternative 
was  to  agree  to  disagree,  as  gear  ratios 
were  entirely  a  matter  of  personal  liking, 
it  is  hardly  necessary  to  review  all  that 
has  gone  before.  Taking  up  the  first  part 
of  the  inquiry  which  refers  to  a  choice  of 
combinations  all  amounting  to  the  same 
gear  ratio,  it  lias  been  found  by  experience 
that  a  7  tooth  rear  sprocket  is  too  small 
for  comfort  and  is  not  generally  used  now- 
adays. The  reason  for  this  will  be  clear 
when  the  mechanism  of  the  chain  is  taken 
into  consideration.  The  sidebars  of  each 
link  must  turn  in  their  pivots  in  order  to 
accommodate  themselves  to  the  periphery 
of  the  sprocket — the  more  they  must  turn 
as  caused  by  the  smallness  of  the  diameter 
of  the  rear  sprocket,  the  more  friction  is 
generated.  Moreover,  they  must  bend  sud- 
denly and  the  greater  the  angle,  the  more 
power  will  be  required  to  turn  them  through 
it,  particularly  as  the  chain  loses  its  flex- 
ibility through  accumulations  of  dirt  in  the 
joints.  It  will  be  evident  that  causing  the 
chain  to  describe  a  circle  of  larger  diameter 
in  going  round  the  rear  sprocket,  will  call 
for  less  of  this  bending  action  and  in  con- 
sequence subject  the  moving  parts  of  the 
chain  to  that  much  less  friction.  How 
much  larger  the  sprocket  should  be  made 
ill  order  to  attain  the  best  result  without 
overstepping  the  limits  of  practicability  in 
the  other  direction,  has  been  a  matter  that 


has    been    decided    differently    by    different 
makers. 

As  to  the  amount  of  leverage  that  is  lost 
by  increasing  the  diameter  of  the  front 
sprocket,  that  is  something  that  it  would 
be  difficult  to  demonstrate  without  the  aid 
of  delicate  measuring  instruments,  although 
it  may  be  calculated  theoretically,  as  the 
effective  leverage  is  represeated  by  the  dif- 
ference in  the  radius  of  the  crank  and  of 
the  sprocket.  In  actual  practice  it  is  hardly 
likely  that  the  average  rider  would  perceive 
much  difference  in  the  running  of  two  ma- 
chines which  did  not  differ  in  any  other 
way  than  a  slight  proportional  increase  in 
the  number  of  teeth  in  the  front  and  rear 
sprockets.  Looked  at  from  the  theoret- 
ical     point      of      view      alone,      it      would 


ocumiir 

A  RIDER  WILL 
INSIST  ON 
HAVING    A 

CUSHION  TIRE 


WE  MAKE  THEM 


Morgan  x  Wright 

CHICAGO 


NEW    TOKK    BRAlrCH    Zl«-«ia    WEST    «7TH    BT. 

seem  that  the  28  front  and  9  rear 
combination  should  be  the  most  effective 
of  those  mentioned  for  the  gear  in  ques- 
tion, i.   e.,  88. 

The  inquiry  appears  to  have  its  founda- 
tion in  the  fact  that  the  cyclist  in  question 
does  not  find  himself  capable  of  going  over 
rises  with  his  accustomed  speed  and  has 
apparently  come  to  the  conclusion  that  the. 
gear  combination  and  nothing  else  must  be 
at  fault.  The  difference  between  the  gear 
of  the  old  machine — 91,  and  that  of  the  new 
mount,  88,  would  hardly  appear  sufficient 
to  cause  a  rider  in  good  form  to  feel  it  ex- 
cept on  abnormally  steep  hills  or  poor 
roads.  Otherwise,  it  is  safe  to  say,  that  a 
rider  accustomed  to  pushing  the  lower  gear 
and  well  hardened  to  hill  climbing  would 
find  no  greater  effort  necessary  in  using 
the  higher  gear,  so  that  for  all  practical 
purposes  they  may  be  regarded  ds  equal. 
Reducing  gear  to  its  equivalent,  it  would 
mean,  in  the  first  instance,  that  a  wheel  of 
88  inches  in  diameter  was  propelled  by 
cranks  fixed  at  its  center  and  in  the  latter 
one    of    91    inches,    or    that    approximately, 


ten  inches  more  ground  were  being 
traversed  for  every  stroke  of  the  pedals  in 
the  latter  case. 

It  is  not  at  all  improbable,  however,  that 
the  proper  solution  of  the  question  will  be 
found  by  dropping  all  consideration  of  mat- 
ters mechanical  or  theoretical  and  look  to 
the  cyclist  himself.  He  has  been  riding  his 
old  machine  steadily  for  some  time  until  he 
has  become  thoroughly  accustomed  to  its 
every  kink  and  has  so  fitted  himself  that 
he  is  able  to  get  the  very  best  work  out  of 
it  with  the  least  effort.  If  he  were  to 
make  a  change  in  the  adjustments  by 
merely  shifting  the  saddle  and  handle  bars 
an  inch  or  two  forward,  up  or  down,  his 
stride  would  doubtless  be  disturbed  to  an 
extent  that  would  make  pushing  the  bicycle 
harder  work.  This  is  exactly  what  hap- 
pened upon  the  acquisition  of  a  new  ma- 
chine. His  position  on  it  is  different, 
though  he  may  have  made  the  adjustments 
to  conform  as  closely  as  possible  to  the  old 
one.  Before  making  any  changes  in  the 
gear  ratio  or  size  of  the  sprockets  it  would 
be  advisable  to  use  the  machine  for  at  least 
a  month  and  al  the  end  of  the  latter  period 
there  would  doubtless  be  no  further  ques- 
tion as  to  the  difference  in  efficiency  or 
the  superiority  of  the  old  mount  If  the 
latter  were  then  reverted  to,  it  would  doubt- 
less be  found  to  compare  poorly  with  its 
successor  in  running  qualities  merely  on 
this  account. 


Scranton  Celebrates  25th  Anniversary. 

For  a  bicycle  club  to  attain  the  age  where 
it  can  celebrate  its  twenty-fifth  anniversary, 
is  an  epoch  in  that  organizations'  history, 
for  there  are  few  cycling  clubs  in  this  coun- 
try, or  any  other,  for  that  matter,  that  have 
survived  two  decades  and  a  half.  For  this 
reason,  members  of  the  Scranton  Bicycle 
Club,  of  Scranton,  Pa.,  were  justly  proud 
on  Wednesday  evening,  20th  inst.,  when 
they  gathered  around  the  festive  board  to 
do  honor  to  and  fittingly  celebrate  the 
twenty-fifth  natal  day  of  the  club.  Although 
the  Scranton  Bicycle  Club  has  drifted  into 
a  social  organization,  it  still  retains  its  orig- 
inal title  and  its  traditions  and  many  of 
the  members  still  ride  bicycles,  to  promote 
the  use  of  which  the  club  was  formed.  A 
pleasing  feature  of  Wednesday's  anniver- 
sary festivities  was  the  presence  of  three 
of  the  seven  original  charter  members.  Of 
the  273  resident  members  on  the  club  roster, 
192  were  present  to  do  justice  to  the  "good 
things"  under  which  the  table  groaned. 


Scorching  is  rather  an  e.xpensive  pursuit 
in  far-off  Singapore.  Recently  one  Sing 
Yong  was  called  upon  to  explain  at  the 
local  court  why  he  rode  his  bicycle  along 
Victoria  street  so  rashly  as  to  cause  the 
upsetting  of  a  "ricksha"  in  which  a  lady  was 
riding.  The  unfortunate  Sing  Yong  was 
fined  a  sum  equivalent  to  $62.50,  of  which 
$10  was  given  the  injured  lady  by  way  of 
damage,  the  balance  of  $52.50  being  re- 
served by  the  court,  for  the  trouble;  it  took 
to  try  the  case. 


374 


THE  BICYCLING  WORLD 


THE  SPORT  IN  AUSTRALIA 


Too  Much  Sameness  and  too  Much  Ques- 
tionable Riding — What  is  Necessary. 


Melbourne,  April  25. — The  racing  season 
in  this  part  of  Australia  has  just  ended,  the 
last  meeting  being  the  Labor  Day  celebra- 
tion, at  which  four  programs  were  extended 
over  two  days;  the  aggregate  attendance 
at  the  meet  was  over  100,000.  On  the  first 
day,  the  21st,  the  principal  event  to  be  de- 
cided was  the  ten-mile  scratch  race,'  with 
Floyd  McFarland,  Walter  Rutt,  Henri 
Mayer  and  A.  J.  Clark  as  the  contenders. 
It  was  a  magnificent  contest  and  resulted 
in  a  thrilling  victory  for  the  American,  with 
Mayer  close  up,  Clark  in  third  position  and 
Rutt  fourth.  Time,  22:26^.  On  the  follow- 
ing Monday  McFarland  started  in  two  races 
and  won  the  classic  so-termed  "Eight 
Hours  Wheel  Race,"  which  carries  with  it 
a  prize  of  $500.  The  race  was  decided  by 
seven  trials,  three  semi-final  heats  and  a 
final.  It  is  a  two-mile  handicap.  McFar- 
land was  placed  on  the  scratch  mark  and 
in  the  final  heat  and  through  the  efforts  of 
the  other  back  markers  he  was  enabled  to 
overhaul  the  field  at  two  laps  to  go.  In  the 
bell  lap  the  lanky  American  simply  went 
past  the  other  riders  as  if  they  had  been 
standing  still  and  won  as  he  pleased,  being- 
several  laps  in  advance  of  the  nearest  rider. 
The  time  was  3:S9f^."  McFarl^ind  also 
started  in  the  five  miles  scratch  but  failed 
to  finish  for  any  of  the  prizes,  native  Aus- 
tralians teaming  to  good  advantage. 

At  a  preceding  meeting — the  Druids  an- 
nual gala — but  a  week  preceding,  the  racing 
was  particularly  good.  McFarland  fared 
better  than  any  the  other  foreign  cracks. 
He  won  the  Fitzroy  stakes,  a  three-mile 
scratch,  in  brilliant  style,  beating  out  Mayer 
and  Rutt,  in  this  order;  time,  6:13.  Tn  the 
one  mile  handicap  McFarland  finished  first 
from  scratch,  Mayer,  who  was  his  co- 
marker,  finishing  second.  A  local  rider. 
Best,  on  60  yards,  was  third.  Time,  2:01H- 
Mayer  won  the  five  mile  scratch,  but  in 
the  other  events  the  visitors  were  outgen- 
eraled by  the  local  riders.     These  were  the 


last  races  that  McFarland  will  be  seen  in 
this  season  as  he  is  sailing  for  the  States 
on  the  steamer  that  will  carry  this  mail. 
A.  J.  Clark  and  E.  A.  Pye,  two  of  our  best 
men,  are  accompanying  him,  and  ought 
to  make  good,  once  they  become  accli- 
mated. 

As  to  the  aspect  of  the  ^port  in  this 
country:  Generally  speaking,  it  has  not 
been  too  well  favored  by  the  public.  With- 
out a  doubt  there  has  been  an  appalling 
sameness  about  the  racing  in  these  States 
for  many  years;  in  fact,  the  programs  of  to- 
day are  almost  the  same  as  those  of  twelve 
or  fifteen  years  ago,  race  for  race.  We 
know  nothing  of  indoor  sport,  paced  racing, 
long  distance  work  or  matches.  Our 
League,  as  constituted,  will  not,  or  can  not, 
launch  out  into  the  newer  and  more  up-to- 
date  forms  of  sport.  The  executive  body 
is  composed  of  representatives  from  the 
various  bodies  who  hold  sports  meets  an- 
nually. Cycle  racing  has  ben  a  great  stand- 
by to  them  for  years;  they  have  made 
money  from  it,  and  now  that  the  interest 
appears  to  be  waning,  they  are  curtailing 
the  prize  money  allotted  on  the  plea  that 
they  cannot  afford  more  since  the  attend- 
ance is  decreasing.  They  directly  blame 
cycling  for  all  losses  they  may  meet  with — 
they  also  conduct  other  sports — and  some 
even  go  so  far  as  to  threaten  to  withdraw 
all  cycle  racing  from  their  programs  in  the 
future.  The  promoters  and  other  people 
also  blame  the  riders  for  the  diminished 
interest,  on  the  ground  that  there  has  been 
much  questionable  riding.  To  some  ex- 
tent they  are  right,  but  they  state  only  half 
the  case.  The  promoters  are  as  much  to 
blame  as  the  men,  inasmuch  as  their  meth- 
ods of  apportioning  the  i:)rize  money  is 
directly  the  cause  of  so  much  peculiar  run- 
ning. 

Take  the  Sydney  Thousand,  for  example. 
The  first  prize  is  $3,750;  the  second  only 
$500,  and  the  third,.  $125.  In  the  Austral 
Wheel  race  last  year  the  prizes  were,  re- 
spectively, $2,500,  $500  and  $100.  Other 
promoters  follow  the  lead  of  their  larger 
brothers  and  cut  up  the  prize  money  at  their 
disposal  in  the .  same  unequal  proportions. 
The  result  is,  that  the  riders  finance  with 
the  big  prize;  they  realize  well  enough  that 


one  man  cannot  win  the  race  unaided,  and 
as  they  cannot  afford  to  let  one  rider  have 
so  much  money,  they  cut  it  up  before  it  is 
raced  for.  Consequently  the  big  prize  does 
no  good;  rather,  it  works  ill  on  the  sport. 
The  presence  of  a  rich  prize  in  a  handicap 
race  is  an  incentive  to  the  riders  to  pose  as 
indifferent  performers  until  the  day  of  the 
big  event,  and  then — the  trick  has  b^en 
played  too  often  to  dwell  upon. 

To  improve  the  morale  of  the  track,  the 
League  will  have  to  reorganize  and  formu- 
late a  scheme  by  which  the  riders  will  be 
encouraged  to  improve  themselves,  and  be 
rewarded  accordingly.  The  better  a  man 
shows  himself  to  be  the  richer  the  prize  , 
he  should  be  eligible  to  compete  for.  Al- 
most without  exception  the  promotei;s  rep- 
resented on  the  Council  at  present  have  no 
interest  whatever  in  cycling  beyond  what  it 
will  bring  to  their  various  bodies  in  the 
shape  of  gate-money.  That  is  where  the 
real  trouble  lies.  They  don't  care  to  bother 
about  anything  new  in  the  way  of  racing,' 
because  they  are  not  interested  in  the  sport 
sufficiently.  Hence,  there  is  a  feeling  grow-' 
ing  among  those  connected  with  cycling 
that  the  governing  body  will  have  to  be 
reconstructed  entirely;  and  not"  until  this 
is  done  can  we  hope  for  any  improvement. 
The  League  miist  then  supervise  all  pro- 
grams, before  they  are  submitted  to  the 
public,  so  that  the  best  interests  of  the 
sport  will  be  safeguarded. 


Swiss   Motorcycles   Outnumber   Cars. 

American  Consul  F.  B.  Keene,  of  Geneva, 
reporting  the  cycle,  automobile  and  motor 
boat  exposition  held  there  last  month,  inci- 
dentally remarks  that  in  that  city  there  are 
registered  with  the  cantoanl  authorities, 
321  automobiles.  470  motor  bicycles  of 
every  description,,  and  18,000  bicycles,  all 
belonging  to  residents,  which,  taken  in  con- 
nection with  the  annual  demand  of  the  gov- 
ernment for  a  hundred  or  so  of  machines, 
indicates  a  pretty  healthy  condition  of  the 
market  in  that  mountainous  little  canton. 

Speaking  of  the  exhibits  at  the  exposition. 
Consul  Keene  says  that  of  the  motorcycle 
representation,  none  found  so  much  favor 
as  the  lightest  type  of  all,  the  "motosaco- 
che,"  made  in  Geneva. 


THERE  IS  SOME  EXCUSE  FOR  THE  MANUFACTURER 

who  supplies  other  than  a  Persons  saddle  on  his  bicycles.     Being  unrivalled 
in  the  matter  of  quality,  the  Persons  naturally  would  cost  him  more  money. 

THERE  IS  NO  EXCUSE  FOR  THE  CYCLIST 

He  can  get  a  Persons  by  simply  and  resolutely  insisting  on  having  it,    ^ 
and  refusing  any  and  all  substitutes. 

PERSONS  MFG.  CO.,         =         =         -         Worcester,  Mass. 


THE  BICYCLING  WORLD 


375 


McFARLAND  BEATS  LAWSON 


"Old  War  Horse"  Turns  the  Trick  at  Ogden 
— Munroe  in  the  Ruck. 


E.    Samuelson,    S;    Hardy   K.    Downing,   4; 
Floyd  McFarland,  1,  and  A.  J.  Clarke,  4. 


Ogden,  Utah,  June  18. — In  spite  of  the 
chilly  weather  that  made  sitting  uncom- 
fortable for  the  spectators,  if  not  for  the 
riders,  nearly  two  thousand  attended  the 
races  at  the  Glenwood  saucer,  last  evening, 
and  before  the  meet  was  brought  to  an  end 
the  spectators  were  thoroughly  warmed  by 
enthusiasm. 

The  feature  event  of  the  evening  was  the 
five-mile  lap  race  for  professionals,  which 
was  won  by  Floyd  McFarland.  Eighteen 
needy  bicycle  riders  started  in  this  event 
and  nearly  all  of  them  won  enough  lap 
money  to  buy  a  meal  ticket,  although  Bard- 
gett  divided  his  winnings  three  ways.  One- 
third  went  for  matinee  tickets,  part  for  a 
meal  ticket  and  the  balance  for  souvenir 
post  cards.  By  a  well  timed  sprint  McFar- 
land beat  out  Lawson  by  half  a  wheel,  Joe 
Fogler  and  Walter  Bardgett  finishing  close 
up  in  this  order.  The  time  was  fast — 11 
minutes  25  seconds. 

Lawson  started  from  scratch  in  the  first 
heat  of  the  mile  handicap,  but  was  elimin- 
ated by  a  punctured  tire,  Burris,  Williams, 
Wilcox,  Pye  and  Fogler,  qualifying  in  this 
order.  Samuelson  won  the  second  heat. 
Palmer,  Bardgett  and  Munroe  getting  in. 
Saxon  Williams  won  the  final  heat  from 
80  yards,  beating  out  Palmer  from  10  yards 
ahead.  Bardgett  finished  third  and  Wilcox 
fourth.  Time,  1 :49.  Had  the  scratch  men 
been  placed  the  world's  record  would  have 
been  broken.     The  summaries  follow: 

Half-mile  handicap,  amateur — Qualifants: 
Tommy  Morgan  (75  yards),  Fred  West 
(scratch),  A.  Crebs  (35  yards),  A.  F.  Bur- 
rowes  (60  yards),  John  Berryessa  (25 
^ards),  Duke  King  (SO  yards).  Jack  Hume 
("scratch),  J.  Giles  (65  yards),  and  A.  L. 
Bird  (75  yards).  Final  heat  won  by  Tommy 
Morgan;  second.  Jack  Hume;  third,  Fred 
West;  fourth,  Duke  King.     Time,  0:56^. 

One-mile  handicap,  professional — Quali- 
fants: Jack  Burris  (120  yards),  Saxon  Wil- 
liams (80  yards),  S.  H.  Wilcox  (100  yards), 
Ernest  Pye  (35  yards),  Joe  Fogler  (IS 
yards),  W.  E.  Samuelson  (35  yards),  W.  P. 
■Palmer  (90  yards),  Walter  Bardgett  (65 
yards),  Ben  Munroe  (120  yards).  Final 
heat  won  by  Saxon  Williams;  Salt  Lake 
City;  second,  W.  Pedlar  Palmer,  Australia; 
third,  Walter  Bardgett,  Buffalo;  fourth,  S. 
H.   Wilcox,  Salt  Lake  City.     Time,  0:56^. 

Two-mile  open,  amateur — Won  by  Jack 
Hume;  second,  Hal  McCormack;  third,  Fred 
West;  fourth,  John  Berryessa.     Time,  4:34. 

Five-mile  open,  professional — Won  by 
Floyd  McFarland,  San  Jose;  second,  Iver 
Lawson,  Salt  Lake  City;  third,  Joe  Fogler, 
Brooklyn;  fourth,  Walter  Bardgett,  Buf- 
falo. Time,  11:25.  Lap  prize  winners — W. 
L.  Mitten,  2;  Emil  Agraz,  7;  Ben  Munroe, 
3j  Saxon  Williams,  2;  J.  E.  Achorn,  11;  W. 


Collins  First  in  a  Three-Cornered  Race. 

Thrice  postponed,  the  race  meet  at  Re- 
vere Beach,  Boston,  finally  was  held  last 
Wednesday  night,  20th  inst.,  and  it  was  pro- 
ductive of  placing  in  the  limelight  a  new 
star — young  Elmer  J.  Collins,  of  Lynn.  Wil- 
liam Stinson,  the  Cambridge  pace  follower, 
had  allowed  Collins  a  handicap  of  three 
laps  and  J.  B.  Coflfey  four  laps,  in  a  twenty- 
five-mile  paced  race.  Stinson  made  a  mis- 
take, for  although  he  regained  the  laps  al- 
lowed Coffey  and  several  more  besides,  he 
found  in  Collins  a  sturdy  rider,  and  one  too 
good  to  handicap.  At  the  finish  Stinson  had 
regained  only  three-quarters  of  a  lap  from 
Collins.     The  time  was  37:19>^. 

Coffey  never  was  in  the  race.  He  lacks 
the  strength  for  a  gruelling  race  of  this 
length.  Collins  showed  up  in  surprising 
manner  and  were  it  not  for  the  fact  that  his 
motor  continually  missed  fire,  he  would 
have  beaten  Stinson  by  much  more  than  the 
handicap   allowed  him. 

The  only  other  event  held  was  the  one- 
mile  handicap,  which  was  won  by  Thomas 
Connelly,  from  scratch.  Ten  riders  started 
in  the  event  and  Joseph  Baretto,  out  on  the 
limit,  130  yards,  and  R.  McLaren,  110  yards, 
made  lively  going  for  a  while.  Connolly 
came  fast  from  scratch  and  was  picked  up 
by  his  brother,  C.  Connolly,  and  their  alter- 
nate pacing  brought  them  up  to  the  lead- 
ers at  the  bell.  In  the  sprint  that  ensued, 
Connolly  nipped  J.  C.  Cullen,  60  yards,  at 
the  tape,  and  C.  Connolly,  25  yards,  got  in 
third.     The  summaries: 

Twenty-five  mile  handicap,  motorpaced, 
professional — Won  by  Elmer  J.  Collins, 
Lynn,  Mass.  (3  laps);  second,  William  Stin- 
son, Cambridge,  Mass.  (scratch);  J.  B.  Cof- 
fey, Boston,  Mass.  (4  laps).    Time,  37:19^. 

One-mile  handicap,  amateur — Won  by 
Thomas  Connolly  (scratch);  second,  J.  C. 
Cullen  (60  yards);  third,  C.  Connolly  (25 
yards).     Time,  2:03^. 


Kramer  Wins  in  Straight  Heats. 

Just  to  prove  to  Schilling  that  he  can  beat 
him,  and  that  easily,  Frank  Kramer  won  all 
three  heats  in  the  1,000  metre  match  race 
at  Brussels,  on-  June  10.  The  match  was  a 
three-man  affair,  Jacquelin  being  the  third 
rider.  Kramer  won  the  first  heat  wit^i 
ease,  beating  Schilling  by  a  length.  Jac- 
quelin tried  his  famous  jumping  act  in  the 
second  heat,  but  it  availed  him  little  for 
Kramer  and  Schilling  both  beat  him.  The 
third  heat  resulted  in  one,  two,  three — Kra- 
mer, Schilling,  Jacquelin,  after  which  there 
was  the  usual  "tour  d'honneur  et  ovations." 


James  F.  Moran  finished  second  in  the 
one-hour  motorpaced  race  at  Marseille,  on 
Sunday,  June  10.  Antonie  Dussot,  the  old 
six-day  rider,  finished  first  with  nearly  forty 
miles  to  his  credit.  The  American  was  four 
laps  behind  the  gun.     Cornet  finished  third. 


Indians 

TRIUMPHANT 
EVERYWHERE 


AT  NEW  YORK. 

In  the  New  York  Motorcycle  Club's  Hill 
Climbing  Contest,  May  30th, 

the  Indian  repeated    its    victories    of 
1904  and   1905. 

Touring  Class— Indians  1st  and  2nd. 
Racing  Class— Indians  1st  and  2nd. 
Slow  Climb— Indians  1st  and  2nd. 

In  each  class  its  victory  was  won  by 
such  substantial  margins  as  to  leave  no 
room  for  question. 

AT  CHICAGO. 

Chicago  Motorcycle  Club's  Racemeet, 

May  30th. 

Indians — Three  Ists, 

and  an  exhibition  five  miles  in  5:07  5^- 

AT  WORCESTER. 

Worcester  (mass.)  Automobile 

Club's  Hill  Climbing  Contest, 

May  23rd. 

Indians— 1st  and  2nd  in  Motorcycle 

Class. 

AT  PRINCETON,  N.  J. 

Princeton  University    Automobile 

Club's  Hill  Climbing  Contest, 

May  25th. 

S.  L.  Crawford  on  an  Indian  beats  all 

autos,  except  one  35  h.   p. 

touring  car. 

AT  BALTIMORE,  MD. 

Indian,  from  scratch,  wins  the  five- 
mile  handicap  at  auto  meet  at 
Electric  Park,  May  30th. 


The  Indian  Leads 

dimply  because  it  has  earned  the  right 

to  lead.     Its  reputation  is  based 

on  performance,  not  piomise. 


Have  you  ever  read  that  chapter,  "Answer- 
ing   an    Important  Question,"  in  our 
1906  catalogue  ? 

HENDEE  MEG.  CO., 

Springfield,   Mass. 


376 


THE  BICYCLING   -70RLD 


Continental  Ruiiber  Works  Suit. 

We  desire  to  notify  the  trade  that  our  suit 
against  the  Continental  Rubber  Works  of  Erie,  Pa., 
under  the  Tillinghast  Patents  is  still  pending,  and 
that  purchasers  and  users  are  equally  liable  for  in- 
fringement. 

The  following  manufacturers  are  licensed  to 
make  and  sell  single  tube  tires  under  the  Tilling- 
hast Patents: 


Hartford  Rubber  Works  Co. 

Diamond  Rubber  Co. 

Fisk  Rubber  Co. 

Pennsylvania  Rubber  Co. 

Indiana  Rubber  S; 

Insulated  Wire  Co. 

Goshen  Rubber  Works 
Lake  Shore  Rubber  Co. 


B.  F.  Goodrich  Co. 

Goodyear  Tire  S;  Rubber  Co. 

Kokomo  Rubber  Co. 

International  Automobile    S; 
Vehicle  Tire  Co. 

Morgan  S^  Wright. 

Boston  Woven  Hose 

^  Rubber  Co. 


SINGLE  TUBE  AUTOMOBILE  &  BICYCLE  TIRE  CO. 


f 


The  Bicycling  World 


AND  MOTORCYCLE  REVIEW. 


y  \\ 


Volume  LIII. 


New  York,  U,  S.  A.,  Saturday,  June  30,  1906. 


BIG  MEETING  IN   PROSPECT 


Atlantic  City  Gathering  Promises  to  Prove 
Memorable — Arranging  the   Details. 


Indications  make  it  appear  highly  prob- 
able that  the  meeting  of  the  Cycle  Manufac- 
turers' Association  and  the  Cycle  Parts 
and  Accessories  Association,  as  well  as  the 
joint  meetings  of  those  two  bodies,  which 
will  occur  in  Atlantic  City,  July  25  and  26, 
will  result  in  bringing  together  by  far  the 
largest  gathering  of  cycle  trade  people 
which  the  industry  has  seen  in  a  decade. 

J.  F.  Cox,  representing  the  manufacturers' 
association  and  W.  J.  Siirre,  representing 
the  accessory  asociation,  spent  all  of  last 
Monday  at  Atlantic  City  and  obtained  an 
option  on  practically  an  entire  hotel,  and 
one  of  those  most  favorably  situated  at  the 
seaside  resort.  Two  of  the  passenger  asso- 
ciations have  been  heard  from  and  have 
granted  the  fare. of  one  and  a  third  on  the 
certificate  plan  which  was  applied  for.  A 
similar  response  is  expected  daily  from  the 
Trunk  Line  Association  which  includes  the 
western  railroads.  When  all  the  replies  are 
in  hand,  formal  announcement  will  be  made. 

Messrs.  Cox  and  Surre,  reinforced  by  R. 
D.  Webster  and  C.  A.  Persons,  of  the  Cycle 
Parts  and  Accesories  Association,  met  in 
New  York  on  Wednesday  and  applied  them- 
selves to  perfecting  the  details  of  the  At- 
lantic City  meetings.  Mr.  Persons  has  been 
appointed  chairman  of  the  program  com- 
mittee and  has  already  outlined  a  series  of 
papers  to  be  read  by  the  representatives 
of  each  department  of  the  trade.  The  sub- 
jects of  these  papers  are  of  a  nature  that 
cannot  well  fail  to  provoke  genuine  interest 
and  discussion  as  well  as  to  provide  real 
instruction. 

The  various  manufacturers  have  tendered 
individual  invitations  to  the  larger  jobbers 
on  their  books  to  meet  them  at  Atlantic 
City  and  to  participate  in  the  meetings  and 
festivities,  and  it  is  the  responses  to  these 
invitations  that  indicate  the  largest  meet- 
ing in  a  decade. 

The  Motor  and  Accessory  Manufacturers' 
Association,  which  deals  with  automobile 
products  and  which  includes  in  its  member- 
ship very  many  of  those  who  make  bicycle 
tires   and   other  cycle   necessities,  have,   to 


all  intents  and  purposes,  decided  to  calf 
their  mid-summer  meeting  during  the  same 
week  in  which  the 'bicycle  gathering  is  to 
be  held,  in  order,  of  course,  that  their  mem- 
bers who  are  interested  in  both  industries 
may  kill  two  birds  with  one  stone. 

In  this  connection  it  will  be  well  for  the 
automobile  trades  people  to  bear  in  mind 
that  the  reduced  rates  are  to  be  granted  in 
the  name  of  the  Cycle  Manufacturers'  Asso- 
ciation and  that  in  order  to  obtain  the 
benefit  thereof,  it  will  be  necessary  that 
their  certificates  be  made  out  accordingly. 


Werner's  Novel  Twin-Cylinder. 

An  interesting  and  novel  type  of  twin- 
cylinder  motor  is  being  put  out  by  the 
makers  of  the  Werner  motor  bicycle  this 
year,  which  presents  the  feature  of  mount- 
ing the  cylinders  side  by  side  instead  of  in 
the  usual  tandem  arrangement.  In  order 
to  accomplish  this,  they  are  placed  close  to- 
gether on  a  common  crank  case  which 
breaks  joints  between  them.  Both  cylinders 
come  out  to  the  extreme  limits  of  the  case, 
the  driving  pulley  and  the  timing  gear  pro- 
jecting outwardly  on  either  side,  and  by 
virtue  of  the  compact  method  of  design, 
the  affair  occupies  but  little  more  room  than 
would  be  required  by  a  single  cylinder  en- 
gine of  practically  the  same  power.  Both 
connecting  rods  are  attached  to  a  single 
long  crank  pin  placed  between  a  pair  of 
heavy  flywheels,  the  latter  serving  to  steady 
the  impulses  and  produce  a  very  smooth 
running  machine.  It  is  rated  at  four  horse- 
power. 


Indians  for  Philadelphia  Police. 

The  bids  for  supplying  the  Philadelphia 
Police  Department  with  24  motor  bicycles 
were  opened  last  week  and  resulted  in  the 
placing  of  the  contract  with  the  Hendee 
Mfg.  Co.  The  Equipment  of  each  machine 
will  include  not  only  a  cyclometer,  biit  a 
speedometer  as  well. 

One  More  on  Broadway. 

The  Metropolitan  Motorcycle  Co.,  is  the 
style  of  a  new  concern  which  has  "opened 
up"  at  2628  Broadway,  New  York.  George 
Andes,  for  several  years  with  F.  B.  Wid- 
mayer,  is  the  active  man.  Despite  the  title, 
bicycles  also  will  be  handled  and  repaired. 


NOW   TKEE   M 


No.  14 


TANDEM 


Long  Looked  for  Motored  Two-Seater  in 
Sight  at  Last — Lady  in  Front. 


There's  an  R-S  motor  tandem  "in  the 
works,"  that  is,  in  the  factory  of  the  Read- 
ing Standard  Cycle  Mfg.  Co.  To  be  literally 
correct,  it  should  be  stated  that  the  particu- 
lar tandem  has  been  in  use  on  the  road  for 
some  two  months.  It  was  something  of  a 
"state  secret,"  but  the  number  of  sore 
necks  that  is  has  caused  in  and  about  Read- 
ing and  the  consequent  babble  has  resulted 
in  a  partial  lifting  of  the  veil. 

There  are  other  motor  tandems,  of 
course;  but  the  R-S  would  seem  to  be  the 
one  the  public  has  been  waiting  for.  The 
others  all  seat  the  lady  in  the  rear,  which 
requires  that  she  shall  be  something  of  an 
acrobat  in  mounting  and  dismounting  and 
also  gives  her  a  glorious  view  chiefly  of  "the 
man  ahead."  Women  acrobats  are  not  nu- 
merous and  it  is  extremely  doubtful  if  the 
few  relish  such  backviews.  The  Reading 
Standard  people  have  placed  woman  where 
she  belongs — in  front;  their's  will  be  the 
first  drop  front  tandem.  Much  more 
than  this,  they  are  not  ready  to  have  made 
known.  The  machine  has  been  put  through 
its  paces  in  Reading  and  the  rugged  country 
roundabout  and  Sales  Manager  Sherman 
states  that  it  has  "gone  far  beyond  our  ex- 
pectations in  efficiency  and  strength."  After 
Superintendent  Schaefifer  and  Mrs.  Schaef- 
fer  had  tried  out  the  new  tandem  it  was 
purposely  placed  at  the  disposal  of  several 
comparatively  raw  couples  and  the  ease 
with  which  they  handled  it  and  the  enthu- 
siasm of  the  womenfolk  have  served  to  add 
strength  to  already  well-formed  convictions. 

That  there  should  be  a  good  field  for  a 
machine  of  the  sort  seems  almost  beyond 
doubting.  Not  merely  because  of  its  less- 
ened first  cost  will  it  appeal  to  many  couples 
to  whom  a  three-wheeler  or  four-wheeler 
never  would  appeal.  The  tandem  is  a  one- 
track  machine — and  "one-trackness"  is  the 
feature  that  made  the  bicycle  itself  of  such 
universal  practicability.  As  such,  the  tan- 
dem may  be  used  whenever  the  bicycle 
may  be  used  and  stored  wherever  the 
bicycle  may  be  stored,  two  great  advantages. 


s 


386 


THE  BICYCLING  WORLD 


WHERE  THEY  WENT 

Export  Statistics  Afford  Some  Interesting 
Facts  for  Study  and  Deduction. 

An  improvement  over  the  showing  of  the 
month  just  preceding  it  is  aparent  in  the 
report  of  export  statistics  for  the  month  of 
May,  but  when  compared  with  the  same 
month  in  the  year  previous  the  comparison 
is  not  so  favorable.  This  is  due  in  larger- 
part  to  comparatively  small  losses  sustained 
by  the  totals  of  a  number  of  smaller  takers 
of  American  bicycles  as  such  items  as  that 
of  the  United  Kingdom  show  advances,  the 
latter  having  risen  from  $30,884  in  1905  to 
$36,927  in  the  present  year,  while  British 
Australasia  and  Other  Asia  and  Oceania 
both  show  the  first  advances  visible  in  a 
long  while.  Other  Europe  has  recovered  its 
usual  form  after  the  defection  of  the  month 
previous  by  jumping  from  $16,211  to 
$28,017. 

But  it  is  in  the  column  of  totals  for  the 
eleven  months  ending  with  May  that  more 
definite  evidences  of  the  present  status  of 
the  export  trade  are  to  be  looked  for.  There 
is  so  much  variance  between  th  several 
items  of  the  monthly  reports  from  month 
to  month  that  it  is  difficult  to  form  an  opin- 
ion as  to  whether  the  result  in  the  aggre- 
gate is  downward  or  upward.  The  results 
of  a  longer  period  show  it  to  be  the  latter 
although  the  recovery  is  a  slow  process. 
For  instance,  the  total  to  the  United  King- 
dom only  shows  a  nominal  increase  in  that 
period,  and  the  same  is  true  of  others  where 
losses  have  not  occurred.  On  the  other 
hand,  Germany,  Italy,  the  Netherlands, 
Other  Europe  and  Mexico  exhibit  increases 
amounting  to  from  SO  to  300  per  cent.  The 
latter  are  responsible  for  the  increase  in 
the  total  over  that  of  the  year  preceeding. 
The  report  in  detail  for  May  follows: 

May 
Exported  to:  1905. 

United   Kingdom    $30,884 

B elgium   3,888 

France    8,283 

Germany    6,074 

Italy    1,540 

Netherlands 3,048 

Other  Europe  16,211 

British  North  America   18,779 

Central  American  States  and 

British    Honduras    258 

Mexico   5,296 

Cuba   3,225 

Other  West  Indies  and  Bermuda....     2,150 

Argentina    588 

Brazil   733 

Colombia 120 

Venezuela   135 

Other  South  America   , 1,160 

Chinese  Empire  684 

British  East  Indies    1,231 

Hongkong    226 

Japan    53,259 

British  Australasia   6,430 

Philippine  Islands  651 

Other  Asia  and  Oceania   1,262 

British  Africa  437 

All  other  Africa  8 

Other  Countries 

Total  $166,560 


Why   She   Stays   Home. 

Possibly  one  reason  why  so  few  women, 
comparatively  speaking,  take  to  cycle  tour- 
ing on  the  Continent,  is  because  of  the 
great  inconvenience  incidental  to  satisfying 
the  police  regulations  of  the  different  coun- 
tries. Some  idea  of  the  absurdity  of  these 
formalities,  may  be  gained  from  the  fol- 
lowing incident: 

Not  very  long  ago  a  young  English  lady 
cycled  across  France  and  Switzerland  to 
stay  with  friends  in  a  German  town.  Here 
she  was  stopped  and  told  that  she  must 
satisfy  the  police  that  she  was  able  to  ride 
without  danger  to  herself  or  others.  She 
was  first  required  to  fill  up  a  form  giving 
her  age,  rank,  profession,  place  of  birth, 
rank  and  place  of  birth  of  her  parents,  and 
— greatest  absurdity  of  all — a  declaration  of 
her  parents'  consent  to  her  riding.  She 
then  had  to  pass  a  practical  examination 
in  mounting,  riding,  and  dismounting.  After 
she  had  satisfied  the  examiners,  she  was 
given  a  certificate  which  cost  her  just  $1.80, 
and  ordered  to  have  two  numbered  badges 
affixed  to  her  machine,  one  behind,  one  to 
the  handle-bar. 


WITH   EVERYTHING  ADDED 


Ran  the  Price  up  to  Hundred  and  a  Quarter 
but  he  Wasn't  Buying  Bicycles. 


To  Clear  Damaged  Threads. 

Clogged  or  otherwise  damaged  threads  in 
a  part  for  which  there  is  no  tap  in  the  shop 
may  be  cleared  handily  by  simply  filing  out 
three  or  five  V-shaped  slots  in  the  part 
which  is  to  be  screwed  into  it,  the  sides 
of  the  slots  toward  which  the  part  is  to 
be  turned  being  vertical,  and  their  depth 
not  greater  than  that  of  the  thread.  By  this 
means  the  screw  itself  is  transformed  into 
a  sort  of  tap,  strong  enough  to  take  out 
dirt,  and  even  to  correct  a  crossed  thread 
unless  it  is  a  particularly  bad  one.  The 
treatment  is  well  adapted  to  contrary  crank 
hangers. 


El 

5ven  Months  Ending 

May: 

1906. 

1904. 

1905. 

1906. 

$36,927 

$246,785 

$205,621 

$206,129 

3,430 

51,061 

33,699 

23,852 

3,653 

73.695 

44,153 

37,161 

3,993 

124,555 

53,103 

78,750 

2,455  • 

51,455 

19,241 

33,202 

4,111 

110,292 

38,234 

123,810 

28,017 

166,084 

148,654 

232,273 

16,338 

110,875 

118,244 

58,501 

2,181 

2,916 

4,039 

10,482 

9,789 

40,210 

45,469 

80,975 

4,120 

18,480 

32,773 

34,980 

427 

29,774 

27,282 

19,949 

1.415 

10,589 

16,172 

14,730 

558 

11.094 

9,902 

8,418 

274 

1,629 

3,465 

3,313 

604 

461 

706 

634 

15.540 

12,252 

10,982 

186 

12,393 

11,576 

6,968 

695 

22,662 

10,266 

4,834 

8.373 

2,956 

599 

16,644 

386,822 

256,879 

180,538 

7,312 

270,585 

121,478 

87,140 

933 

20,816 

7,846 

5,902 

1,456 

18,944 

18,564 

9,718 

30 

.  11,204 

2,347 

1,685 

220 

7,146 

3,045 

610 

38 

50 

"Say,"  said  a  dapper  looking  young  fel- 
low who  had  all  the  evidences  of  being 
"well  heeled"  to  the  proprietor  of  an  up- 
town cycle  agency  during  the  dull  season, 
"what's  the  cost  of  the  highest  priced  ma- 
chine you've  got?" 

"A  hundred  dollars  and  it's  a  beauty.  Two 
speed  chainless  with  coaster  brake  and 
cushion  frame,  any  make  of  tires  you  want," 
the  dealer  made  haste  to  reply. 

The  young  man  looked  disappointed. 

"Can't  you  add  some  -extras  that  will 
make  it  come  higher?"  he  inquired  in  a 
hopeful  voice. 

"Certainly,  we  can  put  on  some  extra  fine 
wood  rims  and  the  best  make  of  racing 
tires,"  was  the  response. 

"Got  anything  else  that  will  raise  the 
ante?" 

"Well,  we've  got  a  special  patented  crank 
that,  we  can  throw  in  for  $5;  an  elegant 
saddle  for  another  $3  extra;  put  some  extra 
fine  polished  balls  in  the  bearings  for  $2; 
curve  the  handle  bar  any  way  you  want  it 
for  another  dollar;  put  on  our  patended 
folding  mud-guards  for  $4;  give  you  a  full 
nickle-plated  lamp,  pump,  bell  and  cyclo- 
meter for  $10  extra,  or  we  can  silver  or 
_.gold  plate  all  or  any  part  of  the  machine 
for  you,"  replied  the  dealer  with  an  eye  to 
business,  noting  for  the  first  time  the  huge 
sparkler  in  the  young  man's  shirt  bosom. 

"Now,  that's  something  like!  Got  any- 
thing else  you  can  add?" 

"Shouldn't  wonder,  but  I  can't  think  of 
anything  more  just  at  present." 

"That  will  be  about  the  acme  of  perfec- 
tion, won't  it?" 

"Yes,  and  you'll  have  the  finest  mount 
of  the  road  to-day." 

"Two  hundred  dollars  will  buy  such  a 
machine  as  you  describe,  won't  it?" 

"Yes,  just  about." 

"Well,  I  only  wanted  to  know  just  to 
decide  a  bet.  A  friend  of  mine  bet  the  din- 
ners with  me  that  I  couldn't  buy  a  bicycle 
nowadays  that  would  cost  $125,  even  if  it 
was  the  acme  of  perfection  and  had  all  the 
extras  on  it.  I  don't  want  to  buy  one,  but 
I'm  glad  to  find  out.  Thanks  for  the  infor- 
mation." 


$145,798   $1,824,621    $1,247,771    $1,276,207 


Extravagance    Begets    Extravagance. 

"Madam,  can't  you  gimme  a  nickel?" 
asked  the  tramp,  with  his  eye  on  the  brin- 
dle  pup. 

"Why,  sir,"  exclaimed  the  lady  of  the 
house,  "I  gave'  you  a  dime  yesterday.  What 
did  you  do  with  it?" 

"I  bought  a  bicycle,  leddy,"  replied  the 
migatory  o-enius,  "but  now  I  needs  a  nickel 
t'  pay  de  fanibly  of  a  gentleman  wot  I  run 
over  irt  my  keerless  ways." 


THE  BICYCLING  WORLD 


387 


MAKING   MIXTURE   RIGHT 


What  the  Jet  Type  Carburetter  has  done  to 
Aid  in  Accomplishing  this. 


In  the  earlier  days  of  the  motor  bicycle, 
the  rider's  greatest  trouble  with  the  hand- 
ling of  the  mount  lay  in  the  adjustment  of 
the  carburetter,  which  at  that  time,  almost 
universally  was  of  the  surface  type.  In  these 
devices,  the  combustible  gas  was  obtained 
by  a  simple  process  of  vaporization,  the 
gasolene  being  exposed  to  the  air  on  some 
form  of  wick  or  screen,  and  being  taken 
up  by  it  in  the  form  of  vapor,  diluted  with 
the  air  according  to  the  relative  position  of 
the  air  valve.  As  a  result  of  this  arrange- 
ment, the  quality  of  the  mixture  varied  ex- 
ceedingly, according  to  temperature  and 
humidity,  the  running  of  the  motor  being 
very  sensitive  to  the  adjustment,  and  fre- 
quent alterations  becoming  necessary  as 
the  conditions  varied  during  a  run.  But 
even  beyond  this,  the  mixture  required  on 
starting,  and  for  running  at  various  speeds 
varied  in  proportion,  so  that  the  adjustment 
which  gave  satisfactory  results  under  ordin- 
ary running  conditions,  would  fail  to  start 
with,  and  vice  versa.  Hence  the  rider  had 
to  learn  by  experience  how  to  adjust  the 
inlet,  and  to  watch  it  with  a  degree  of  fidel- 
ity and  sacacity  which  now  is  wholly  un- 
known. 

One  thing  the  surface  type  of  carburetter 
had  in  its  favor,  however,  which  is  lacking 
in  the  jet  types  of  the  present  day.  By  its 
very  nature,  dealing  solely  with  the  vapor 
of  the  fuel,  and  not  with  the  fuel  itself,  as 
it  were,  far  less  account  had  to  be  taken  of 
the  condition  and  relative  purity  of  the 
latter  then  than  now.  For  the  presence  of 
a  small  percentage  of  water  or  dirt  in  the 
tank,  then,  simply  involved  the  generation 
of  a  little  less  gas  per  unit  of  fuel  drawn, 
while  in  the  float  feed  types  in  common 
use,  even  a  very  slight  amount  of  impurity 
serves  to  clog  the  opening  to  the  jet  and 
cut  out  the  very  essential  component  of  the 
mixture,  even  if  for  only  an  instant,  yet 
sufficiently  long  to  interfere  with  the  action 
of  the  engine.  And  in  this  one  failing,  lies 
the  chiefest  objection  to  the  type.  Other- 
wise, it  seems  to  fulfill  all  that  is  required 
of  it  in  a  vvay  whichis  beyond  criticism. 

It  was  the  matter  of  mixture  adjustment 
more  than  anything  else  which  led  to  the 
final  adoption  of  the  jet  type  in  preference 
to  the  oldl'form.  Theoretically,  the  mix- 
ture is  fedijthrough  a  jet  to  a  mixing  cham- 
ber, the  rate,  of  flow  being  proportioned  to 
the  need  of  the  engine.since  it  is  dependent 
for  its  vry  existence  "upon  the  suction  of 
the  piston,  which  in  turn,  varies  with  the 
speed  of  the  engine.  If  the  air  of  dilution 
be  drawn  from  a  jacket  surrounding  the 
exhaust,  or  from  some  other  heated  locality, 
it  is  evident  that  its  temperature  and  humid- 
ity will  remain  practically  constant  through 


all  weather  conditions.  Hence,  the  jet  type 
would  appear  to  be  self-regulating,  and 
wholly  satisfactory.  And  so  it  is  on  the 
fact  of  the  thing,  but  the  interference  of 
certain  extraneous  conditions  never 
dreamed  of  until  what  was  practically  that 
state  of  development  had  been  reached, 
combine  to  make  it  satisfactory  in  the  most 
strict  sense,  only  at  one  rate  of  speed,  and 
within  narrow  limits  outside  it. 

Briefly,  these  conditions  arise,  first  of  all, 
from  the  fact  that  the  motor,  instead  of 
requiring  a  mixture  of  constant  proportions 
throughout  its  entire  range  of  action,  de- 
mands a  varying  mixture,  weaker  at  high 
and  stronger  at  low  speeds,  and  second, 
because  the  tendency  of  the  plain  jet  type, 
unaltered  at  different  speeds,  is  to  yield 
a  richer  mixture  at  high  speeds,  and  to 
starve  the  motor  when  the  speed  is  cut 
down.  Hence,  in  any  type  a  certain  amount 
of  adjustment  has  to  be  made,  either 
through  altering  the  amount  of  air,  or  throt- 
tling the  jet  in  some  way,  to  compensate 
for  this  natural  tendency.  This  regulation 
may  be  accomplished  either  mechanically 
by  hand  or  automatically.  And  with  a 
proper  understanding  of  the  action  of  the 
device  and  the  needs  of  the  motor,  results 
may  be  obtained  which  are  wholly  satis- 
factory. 

One  thing,  however,  is  essential  to  the 
proper  working  of  the  jet  carburetter.  The 
condition  of  the  jet  must  be  kept  perfect 
at  all  times.  For  whatever  may  be  the 
method  and  nicety  of  regulation  possible 
by  means  of  the  adjustments,  the  fact  re- 
mains that  any  fluctuation  in  the  flow 
through  the  jet,  or  any  disturbance  of  the 
quality  of  the  fuel,  must  result  in  upsetting 
the  quality  of  the  gas,  and  interfere  with 
the  running  of  the  motor.  As  to  the  man- 
ner in  which  such  an  affection  may  be 
caused,  it  is  evident  that  its  occasion  can 
be  but  one  or  two  things,  either  a  failure 
in  the  supply,  partial  or  otherwise,  or  an 
alteration  in  the  quality  of  the  fuel.  Of  the 
former  difficulty,  it  may  be  said  that  aside 
from  the  emptying  of  the  tank,  it  can  be 
caused  only  by  the  inadvertant  closure  of 
the  supply  cock,  or  the  clogging  of  the  jet, 
while  of  the  latter,  difficulty  may  be  caused 
either  by  the  presence  of  entrained  water — 
an  unlikely  contingency — or  through  the 
mixing  with  the  fuel  of  some  other  liquid 
of  practically  the  same  density,  but  of  a 
different  combustible  value. 

Failure  of  the  fuel  supply,  granting  that 
the  tank  is  filled  and  that  the  cock  is  not 
turned  off,  may  be  occasioned  either  through 
the  presence  of  dirt  in  the  tank  or  through 
the  action  of  condensed  water  in  clogging 
up  the  minute  outlet  at  the  base  of  the  jet 
through  which  the  fuel  must  pass.  In 
either  case,  the  remedy  is  obvious  and  the 
preventative  also,  which  is  still  greater 
importance.  Water  in  the  fuel  may  exist 
in  a  minutely  subdivided  form,  usually  only 
temporarj',  and  in  sufficient  degree  to  upset 
the  mixture  for  the  tirne  being.  Also,  the 
presence  of  oil  or  kerosene  may  temporarily 


make  a  difference  in  the  performance  of  the 
motor,  which  will  be  sufficient  to  be  de- 
ceiving to  the  operator.  At  all  events,  it 
cannot  cause  sudden  changes  on  the  road 
as  can  dirty  or  water-logged  fuel. 

For  all  these  troubles,  the  obvious  pre- 
ventative and  final  remedy  is  cleanliness — 
cleanliness  not  simply  of  the  parts,  of  the 
carburetter,  but  also  of  the  recepticles  in 
which  it  is  handled  and  in  the  method  of 
handling.  And  in  this  connection,  good 
habits  as  to  the  care  of  funnels  and  tins, 
and  a  never-failing  custom  of  straining 
every  drop  of  fuel  which  goes  into  the  tank 
will  work  wonders  in  the  results  on  the 
road.  Thus,  in  this  instance,  cleanliness 
is  not  simply  a  virtue,  but  a  power — the 
power  of  the  wonderful  little  engine. 


Climbing  Hills  in  the  Dark. 

Why  it  is  so  much  easier  to  climb  grades 
at  night  on  a  bicycle  than  it  is  in  daylight? 
is  a  question  that  has  recurred  at  least  once 
a  year  for  so  many  years  that  it  may  well 
be  termed  a  hardy  annual.  Is  it  any  easier 
to  climb  a  hill  after  dark  than  during  the 
day?  may  serve  to  put  the  matter  on  a 
somewhat  more  definite  basis. 

Most  riders  who  have  had  any  experience 
will  usually  answer  in  the  affirmative  with- 
out hesitation,  though  when  it  comes  down 
to  every-day,  common-sense  facts,  they  can 
ascribe  no  possible  reason  why  a  grade 
should  be  more  easily  overcome  in  the  dark 
than  in  daylight.  The  rise  becomes  not  a 
whit  the  less  steep,  nor  does  pushing  up  it 
become  less  onerous  merely  because  the 
sun  "has  gone  down,  unless  there  is  a  hot 
afternoon  under  consideration  in  one  case 
and  a  cool  evening  in  the  other.  After  all 
the  arguments  pro  and  con  have  been 
thrashed  out  and  the  hundred  and  one  fan- 
ciful reasons  put  forward  by  imaginative 
guessers  have  been  cast  aside,  the  matter 
may  be  summed  up  as  but  an  illustration 
of  the  old  saw,  "What  the  eye  does  not  see 
the  heart  does  not  grieve  about." 

In  the  daytime  the  rider  knows  when  he 
is  coming  to  a  hill,  just  when  he  reaches  the 
foot  of  it  and  is  keenly  conscious  of  the 
fact  that  he  is  riding  up  hill  every  moment 
of  the  time  he  is  engaged  in  conquering 
that  grade.  In  the  darkness  he  strikes  the 
rise  without  knowing  it  and  usually  gets  up 
some  distance  before  enforced  slowing 
down  brings  with  it  a  realization  of  the  fact 
that  the  grade  is  against  him.  With  a  little 
extra  effort  the  top  appears  to  be  gained 
in  what  seems  to  be  a  marvellously  short 
time  compared  with  its  ascent  in  daylight. 
It  is  simply  a  matter  of  noting  progress  in 
the  latter  case;  the  rider's  eye  and  attention 
are  fixed  on  the  top  of  the  hill.  The  goal 
is  always  in  his  mind  and  that  makes  gain- 
ing it  that  much  harder.  At  night  he  can- 
not see  more  than  a  few  feet  ahead;  he  does 
now  know  where  the  hill  begins  and  cannot 
see  the  top.  Consequently,  his  entire  atten- 
tion is  concentrated  on  pushing  the  pedals 
and  he  comes  to  the  top  before  he 
realizes  it. 


388  THE  BICYCLING  WORLD 


A5  EACH  SEASON  ROLLS  AROUND 

it  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever. 

National   Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who   knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid  record 
of  the  National  on  road  and  track,  and  year  after  year. 

"A  National  Rider  is  Proud  of  his  flount,"  is  an  old  adage. 

It's    still  trite    and    true.       If    not    familiar  with   our    latest 

models,  we'll  gladly  inform  you  regarding  them. 


If  we  are  not  represented  in  your  locality  we  will  he  glad  to  hear  from    YOO. 


NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  flaintenance  of'Weterreuable 

Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chicopee   Falls,   Mass. 


THE  BICYCLHSfG  WORLD 


389 


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The   Clothing   Question, 

Every   year   about   this   time,   as    sure   as 
little  peaches  grow  red  in  June,  the  cyclist 
in   search    of   new   and   presentable   "togs" 
finds  himself  face  to  face  with  a  condition 
which  is  nothing  short  of  surprising.     For 
search  as   diligently  and  persistently  as   he 
may,  he  is  strongly  put  to  it  to  discover  a 
place   where   is    to   be    had    really   suitable 
clothing  which   is  at  once  good  and  fitted 
to  the  needs  of  cycling.    Flighty  and  baggy 
equestrian   clothing  is   spread   out   beneath 
his  gaze  by  the  bland  salesman,  rough  or 
heavy  hunting  gear  with  a  suggestion  of  the 
back  woods  about  it,  one  or  two  sartorial 
caricatures,  reminiscent  of  bygone  days  and 
mail  order  sales;  all  these,  and  possibly  a 
shoddy    outfit    in    hideous    pattern    besides, 
are  offered  for  inspection  and  urged  with 
desperate  persuasion  on  the  would-be  pur- 
chaser, all   in  vain.     He   cannot   find  what 
he  wants. 

It  is  the  stranger  because  really  suitable 
cycling  costumes  cannot  be  found  at  least 
among  the  sporting  goods  dealers.  Because 
there  is  a  constant  demand,  comparatively 
small  though  it  may  be,  for  just  such  goods. 
This  demand  is  fostered  by  the  faithful  vho 


have  ridden  for  years,  and  will  continue  to      by  one  whose  only  occupation  lay  in  the 


FOUNDED 

•167  

^dn%OCYCLE  REVIEW^®*. 

Published  Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y, 


ride  down  to  the  end  of  history,  whether 
they  can  buy  their  cycling  clothes  ready 
made,  or  whether  they  have  to  await  the 
pleasure  of  their  tailors  in  obtaining  them. 
But  there  are  hundreds  of  other  cyclists 
who  either  are  less  particular  in  having 
just  what  is  right,  or  have  neither  the  time 
nor  means  to  seek  it  out,  who  would  re- 
spond quickly  were  opportunity  offered, 
and  a  good  choice  placed  before  them. 
These,  and  the  ever  increasing  numbers 
of  new  riders,  would  constitute  a  transient 
trade  of  no  mean  dimensions  and  in  time 
would  contribute  regular  customers  to 
swell  the  amount  of  assured  business.    Why 


giving  of  just  such  advice  and  who  also 
knew  from  experience  that  it  was  so.  But, 
however  that  may  be,  it  is  good  to  read  the 
words  and  be  certain  that  for  once,  there  is 
no  taint  of  commercial  interest  in  them. 

For  a  long  time  the  bicycle  has  been  rec- 
ommended as  good  medicine  for  all  sorts 
of  ailments,  applicable  to  all  ages  and  con- 
ditions of  servitude,  and  by  its  very  nature, 
essentially  an  old  man's  medicine  as  well 
as  a  little  boy.  That  it  has  proved  so 
in  hundreds  of  cases,  the  files  of  the  public 
press  can  attest  to  the  point  of  certainty. 
That  its  capacity  as  a  panacea  is  unassail- 
able  is   proven   by   the   fact   that   its   value 


some    enterprising    genius    does    not    leap      f,o„,    this    standpoint    is    constantly    being 
out  of  the  rut  and  grasp  this  begging  oppor-       boasted    after    years    of    trial. 


tunity,  is  one  of  the  conundrums  of  the  day. 


About    the    Motor   Tandem. 

The  tri-car,  so-called,  has  served  to  bring 
women  into  motorcycling.  The  drop-front 
motor  tandem  should  serve  to  bring  many       inence  on  the  wings  of  enthusiastic  popular 


that  it  still 
is  being  prescribed  by  physicians,  still  used 
by  nervous  wrecks  and  derelicts.  Like  our 
country  relations,  the  bicycle  came  to  stay 
—and  it  has  stayed.  Like  the  breakfast 
foods,  it  bounded  into  extraordinary  prom- 


more  of  them  into  it,  which  will  be  a  good 
thing  for  motorcycling  and  for  the  women, 
and,  almost  needless  to  add,   for  the  men. 
The  lady-front  tandem  is  a  type  of  motor- 
cycle which  the  Bicycling  World  has  urged 
for   several  years.     It   is   a   good   sign   that 
it   is    at    last    in   plain    prospect.      In   most 
respects   a   tandem   is   an   ideal,   all-around, 
anywhere,  sociable  machine,  with  a  delight- 
ful "swing."     The  usually  unequal  distribu- 
tion of  the  work  of  pedaling  robbed  it  of 
much  of  its  idealism  and  made  of  the  ma- 
chine  a   "man   killer."     But   with    a   motor 
doing  all  the  hard  work  and  little  more  than 
a  touch   of  the  pedals   rendered  necessary, 
there  must  be  thousands  who  tasted  enough 
of  the  delights  and  companionships  of  the 
pedal  propelled  tandem  whose  interest  and 
desires   will   be   renewed   by   a   similar   ma- 
chine which  lacks  the  old  objections. 


advertising.  And  now  that  the  exaggerated 
flight  of  the  campaign  has  been  curtailed, 
it  has  settled  down,  like  overshoes  in  win- 
ter and  straw  hats  in  summer,  into  a  staple 
requirement — for  health,  for  pleasure,  for 
business. 


Rockefeller  and  a  Moral. 

It  may  not  be  strictly  news,  but  when 
John  D.  Rockefeller  announces  that  bicycle 
riding  is  one  of  the  best  methods  of  exercise 
in  the  world,  that  it  is  good  for  that  tired 
feeling  "in  the  head,"  and  that  the  pushing 
out  of  the  legs  serves  to  drive  the  blood 
into  every  little  nook  and  cranny  in  the 
body  and  away  from  the  head,  the  state- 
ment is  likely  to  meet  with  respectful  appro- 
bation, and  to  be  met  on  all  sides  with  an 
affirmative  nod.  Even  the  announcement 
might  have  a  more  stimulating  effect  on 
the  masses  than  it  would  had'  it  been  made 


The  Return  of  Womankind, 

One  of  the  most  hopeful  signs  of  the 
revival  of  cycling  activity  is  seen  not  simply 
in  the  increasing  numbers  of  bicycles  to  be 
encountered  on  the  road,  but  also  in  the 
growing  numbers  of  women  who  have  re- 
turned to  the  pastime  this  season.  This 
fact  is  perfectly  apparent  to  all,  and  is  the 
occasion  of  not  a  little  comment  from  the 
general  public. 

Our  own  conviction  came  last  Sunday, 
when  in  the  upper  part  of  New  York,  we 
saw  more  women  cyclists  by  far  than  we 
have  seen  at  any  one  time  during  the  last 
five  years.  In  corroboration  of  the  obser- 
vation also,  comes  statements  from  sev- 
eral dealers  and  makers,  far  and  wide,  to 
the  effect  that  they  are  having  more  calls 
for  women's  bicycles,  and  women's  saddles, 
than  they  have  had  for  a  long  time.  What 
is  even  more  agreeable,  they  say,  is  that  the 
demand  is  increasing. 

It  has  come  about,  or  is  coming  about,  so 
gradually  as  almost  to  escape  remark  and 
notice.  But  the  signs  are  plain  and  no 
symptom  is  more  welcome  oh  more  en- 
couraging. For  it  is  axiomatic  that  "where 
go  the  women,  there  the  men  follow." 


390 


THE  BICYCLING  WORLD 


PLENTY  FOR  ALL 


independence   Day  Unusually   Generous  to 
the  Wheelmen  from  Ocean  to  Ocean. 


Bicycle  riders  thraughout  the  country 
should  feel  pretty  well  satisfied  when  the 
Fourth  of  July  shall  have  passed,  for  not 
in  many  years  has  there  been  such  a  plenti- 
tude  of  bicycle  racing  on  the  calendar  for 
any  one  day  than  is  scheduled  for  July  4, 
1906. 

Of  course,,  there  will  be  a  meet  at  the 
Vailsburg  bo:ard  traclj  on  Wednesday  and 
the  feature  will  be  an  inter-club  relay  race 
at. two  miles,  in  which  the  New  York  Ath- 
letic Club,  the  Roy  Wheelmen,  the  Century 
Road  Club  Association;  the  National  Turn 
Verein  Wheelmen,  the.  Bay  View  Wheel- 
ffleri  arid  the  vEdgecombe  Wheelmen  will 
contest  for  the  supremacy.  Five  riders  will 
represent  each  organization  and  the  club 
winning  will  receive  a  silver  loving  cup. 
In  addition  to  this  feature  ■there  will  be 
.three^  other  events  for  amateurs— a  miss- 
and-put,  a  half-rnile  handicap,,  and.  the  usual 
quarter-mile  novice.  The  new  professionals 
will  have  a.  chance  to  test  their  sprinting 
■  prowess  in  a  twro-mile  handicap  and  a  half- 
mile  open,  -the"  latter  from  a  flying  start. 
In  view  of -the  nurnerous  other  events  on 
the  tapis,  for.  the  Fourth,,  pickings  ought  to 
be  comparati-vely  easy  at  Vailsburg. 

To  make  the. road  riders  happy  the  Cen- 
tury Road  Club  Association  has  provided 
for  a  twenty-five  mile  handicap  road  race, 
which  it  has  styled  the  "Long  Island 
Derby."  It  will  start  and  finish  at  Valley 
Stream,  L.  !„  and  the  limit  men  will  be 
pushed  off  at  10  a.  m.  sharp.  Enough  prizes 
have  been  provided  to  satisfy  all  who  finish. 
The  list  of  twenty  place  prizes  is  headed  by 
a  Reading  Standard  racing  bicycle  and  the 
second  prize  will  be  a  solid  gold  medal.  For 
the  time  prize  winners  a  gold  watch,  scarf 
pin,  pair  Palmer  tires,  a  racing  suit  and  a 
two-speed  coaster  brake  have  been  offered. 

It  is  quite  likely  that  there  will  be  a  track 
meet  at  the  Revere  Beach  saucer,  at  Bos- 
ton, although  Walthour  is  booked  to  ride 
at  Atlanta,  Ga.  At  the  latter  place  a  good 
card  has  been  made  up,  including  motor- 
paced  races  and  sprint  races  for  the  cham- 
pionship of  Georgia. 

At  Dunkirk,  N.  Y.,  the  Dunkirk  Cycle 
Club  will  celebrate  the  Fourth  by  holding 
its  annual  twenty-mile  handicap  road  race, 
open.  Judging  by  the  preliminary  list  of 
prizes  every  rider  that  finishes  will  carry 
home  a  prize. 

The  recently  organized  Central  Y.  M. 
C.  A.  Wheelmen,  of  Albany,  N.  Y.,  have  ar- 
ranged for  two  .races  to  take  place  on  a 
dirt  track  there.  Both  are  open  and  one  is 
a  mile  open  for  bicyclists  and  the  other  a 
two'  mile   open   for  motorcyclists. 

At  New  Brunswick,  N.  ].,  a  varied  card 
has  been  provided  by  the  Reading  Standard 
Wheelmen,  in  connection  with  an  automo- 
bile race  meet.  The  chief  event  will  be  a 
half-mile  open  for  the  championship  of  New 


Jersey,  open  only  to  Jerseymen.  A  ten-mile 
open  with  lap  prizes,  with  a  $50  bicycle  for 
first,  a  two-mile  handicap,  a  quarter-mile 
novice  and  a  five-mile  open  motorcycle  con- 
stituted the  other  races. 

Something  decidedly  novel,  that  is,  novel 
at  this  day,  is  to  be  attempted  by  the  Hicks- 
ville  Athletic  Club,  at  Hicksville,  L.  I.  It  is 
a  half-hour  team  race.  The  other  bicycle 
events  are  a  quarter-mile  and  a  one-mile, 
both   handicaps   and   open   to  all   amateurs. 

Motorcyclists  will  be  well  provided  for 
at  Rochester,  N.  Y.,  where  the  Federation 
of  American  Motorcyclists'  annual  meet  will 
be  in  progress  all  week. 

Although  not  so  many  races  will  be  held 
in  the  West  as  in  the  East,  the  assortment 
covers  all  sections  of  the  country.  At 
Richmond,  Ind.,  the  Bicycle  Dealers'  Asso- 
ciation will  hold  a  track  meet  and  the  Mil- 
waukee Motorcycle  Club  has  advertised  a 
motorcycle  meet  on  the  local  track.  Salt 
Lake  City  will  have  a  track  meet  and  the 
Bay  City  Wheelmen  will  run  an  open  road 
race  from  Los  Angeles  to  Santa  Monica, 
Cal. 

Langer  Wins   Edgecombe   Handicap. 

John  Langer,  riding  with  a  handicap  of 
five  minutes,  won  the  fifteen-mile  handicap 
road  race  of  the  Edgecombe  Wheelmen,  of 
New  York,  last  Sunday,  23d  inst.  Langer's 
time  for  the  distance  was  44  minutes  52 
seconds.  The  race  was  held  on  Hoffman 
boulevard,  at  Jamaica,  L.  L,  the  start  and 
finish  being  at  Appers. 

One  of  the  features  was  the  number  of 
club  riders  that  entered  the  event  which, 
of  course,  was  for  members  only,  twenty- 
four  men  and  boys  facing  the  starter.  An- 
other feature  was  the  riding  of  Otto  Bran- 
des,  one  of  the  scratch  men.  Beside  win- 
ning first  time  prize,  Brandes  finished  in 
third  place.  His  actual  time  for  fifteen  miles 
was  40  minutes  28  seconds. 

Quite  a  delegation  of  cyclists  watched  the 
fight  over  the  five-mile  course,  the  new 
Harlein  Wheelmen  and  the  Tiger  Wheel- 
men attending  in  a  body.     The  summary: 

Hdcp.  Time 

Pos.       Rider.  Min.  M.S. 

1.  John  Langer 5  44:52 

2.  Albert  Anderson 5  44:53 

3.  Otto  C.  Brandes scratch  40:28 

4.  Reese  Hughes    1  41:28?^ 

5.  Frank  Lane  scratch  40:39 

6.  Chris  Kind  2  43:40 

7.  Samuel   Morrison 1  43:22% 

8.  Tony  Bizzarri    1  43:46 

9.  John  King  scratch  44:14 


nXTURES 


Moran   Comes   Home  to   Meet   Defeat. 

James  F.  Moran,  the  Chelsea,  Mass.. 
pace  follower,  disgusted  at  his  unsuccessful 
attempt  to  carry  Europe  before  him,  has 
returned  to  America.  He  rode  his  first  race 
since  his  return  at  Atlanta,  Ga.,  on  Tues- 
day night  of  this  week,  with  Walthour 
against  him.  "Piggy"  found  the  going  too 
hard  and  Walthour  won  in  two  straight 
five-mile  heats. 


June  30-July  3 — F.  A.  M.  annual  tour.  New 
York  to  Rochester,  N.  Y. 

July  2-3 — F.  A.  M.  annual  endurance  con- 
test, New  York  to  Rochester,  N.  Y. 

July  4 — -Richmond,  Ind. — Bicycle  Dealers' 
Association  track  meet;  open. 

July  4 — Los  Angeles,  Cal. — Bay  City 
Wheelmen's  road  race  to  Santa  Monica; 
open. 

July  4 — Milwaukee,  Wisconsin — Milwau- 
kee Motorcycle  Club's  race  meet. 

July  4 — Atlanta,  Ga. — Track  meet  at  Pied- 
mont Park. 

July  4 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
Long  .Island  derby.  . 

July  4 — Dunkirk,  N.  Y.— -Dunkirk  Cycle 
Club's  20-mile  handicap  road  race;  open. 

July  4-6— Rochester,  N.  Y.— F.  A.  M.  an- 
nual meet  and  championships. 

July  8 — Valley  Stream,  L.  1. — Century 
Road  Club  of  America's  ten-mile  road  race. 

July  8 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

July  14 — Worcester,  Mass. — Twenty-five 
mile  handicap  road  race;  open. 

July  22— Valley  Stream,  L.  L— C.  R.  C. 
Association  club   races. 

July  29-August  5-— Geneva,  Switzerland — 
World's  championships. 

August  12 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

Aug.  26 — Valley  Stream,  L.  I. — Century 
Road    Club   Association's   record   run. 

August  26 — Century  Road  Club  of  Amer- 
ica's fifteen-mile  handicap  road  race;  open. 

September  3 — Muskegon,  Mich. — Muske- 
gon Motorcycle  Club's  race  meet. 

September  3 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  annual  twenty-five- 
mile  handicap  Coney  Island  Cycle  Path 
race;  open. 

September  9 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

September  16 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  one  hundred  mile 
record  run. 

Sept.  23 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
handicap  road  race;  open. 

Sept.  30. — Valley  Stream,  L.  I. — Roy 
Wheelmen's  25-mile  handicap  road  race; 
open. 

November  29 — Century  Road  Club  of 
America's  fifty-mile  handicap  road  race; 
open. 


Fate  of  the  Fast  One. 

The  racer  scorched  with  all  his  might. 
His  head  o'er  the  handles  bent; 

The  brewery  wagon  hove  in  sight — 

Go  ask  the  winds  where  the  racer  went. 


THE  BICYCLING  WORLD 


391 


WORK  AND  SPORT 


A.  M.  L.  Foregathers  for  the  Purpose   of 
Doing  Something  in  both  Directions. 


Exactly  36  men  are  due  to  start  from 
New  York  at  4  o'clock  Monday  morning 
next,  July  2d,  in  the  annual  motorcycle 
of  American  Mptorcyclists  and  which  will 
endurance  contest — the  fifth — which  is  being 
held  under  the  auspices  of  the  Federation 
be  in  the  nature  of  a  prelude  to  the  annual 
meet  at  Rochester,  N.  Y.,  July  4,  S  and  6. 


A.   D.   FISK, 
President,  Rochester  Motorcycle  Club, 

The  Texan,  E.  Y.  White,  of  San  Antonio, 
and  the  Minnesotain,  George  Wagner,  of 
St.  Paul,  are  already  on  the  ground  and 
"chafing  their  bits,"  as  it  were. 

In  last  year's  contest  from  New  York 
to  Waltham,  250  miles  in  16  hours  35  min- 
utes, 43  men  started  and  34  finished.  In 
1904 — the  year  of  the  memorable  rides  up 
one  side  of  the  Hudson  River  to  Albany 
and  down  the  other  to  New  York  and 
thence  through  the  bottomless  sand  of 
Delaware  and  Maryland  to  Cambridge  in 
the  latter  State,  there  were  23  starters. 
In  the  contest  of  1903,  31  men  lined  up,  so 
that  the  entry  list  of  this  year  is  fully  up 
to  the  standard  and  is  indeed  larger  than 
was  expected,  the  entry  fee  having  been 
increased  and  the  route  being  of  a  very 
trying  nature. 

The  first  day's  ride,  New  York  to  Lit- 
tle Falls,  N.  Y.,  228.8  miles,  will  try  the 
mettle  of  the  men  and  the  metal  of  their 
machines.  The  155  miles  to  Albany  is  a 
constant  succession  of  ups  and  downs, 
many  of  the  ups  being  steep  and  rough 
and  stony.  From  Albany  to  Rochester, 
there  are  more.hills,  if  not  as  many  of  them, 
but  there  is  a  plentitude  of  sand  and  heavy 
going,  that  will  cause  the  participants  to 
realize  that  covering  the  total  distance  of 
390  miles  at  an  average  pace  of  IS  miles 
per  hour,  is  truly  a  contest  of  endurance. 
It  is  a  route  for  "rough  riders,"  and  save 


the  contest  of  1904,  the  most  strenuous  one 
ever  attempted.  Last  year's  journey  of  256 
miles  from  New  York  to  Waltham  was  over 
sandpapered  roads,  comparatively  speaking. 

The  men  who  are  due  to  start  Monday 
morning  next  with  their  mounts,  etc.,  are 
shown  in  the  appended  table: 

At  Rochester,  the  Rochester  Motorcycle 
Club  will  take  up  the  thread  and  the  F.  A. 
M.  meet  proper  will  begin.  In  addition  to 
the  annual  meeting  and  election  and  the 
festivities,  the  nature  of  which  is  being  held 
in  reserve  and  while  will  be  therefore,  a 
series  of  surprises  to  those  who  attend, 
these   contests   will   be   decided: 

Wednesday,  July  4th,  2  p.  m.,  on  Critten- 
den  Park   track: 

One  mile  novice,  3  prizes;  for  single 
cylinder  machines  only. 

One  mile  national  championship,  3  med- 
als, gold,  silver  and  bronze. 

Ten  mile  flying  start,  3  prizes. 

Three  mile  hang  together  race,  open 
(contestants  to  remain  within  50  yards  of 
pacemaker  until  the  pacemaker  drops  out), 
3   prizes. 

Five  mile  national  championship,  3  med- 
als, gold,  silver  and.  bronze.  • 

One  mile  flying  start,  3  prizes. 

Thursday,  July  Sth,  9  a.   m.: 

Twenty-four  mile  handicap  road  race, 
over  6  mile  course,  open;  four  prizes,  in- 
cluding time  prize. 

Thursday,  July  5th,  2  p.  m.,  on  Crittenden 
Park  track: 

Half  mile  flying  start,  3  prizes. 

Three  mile  handicap,  3  prizes. 

Ten  mile  Rochester  handicap;  based  on 
piston  displacement,  3  prizes. 

One-eighth  mile  slow  race,   3  prizes;   no 


pedaling  allowed  after  start  of  the  race  has 
been  made. 

One  hour  national  championship;  gold, 
silver   and  bronze  medals. 

Friday,  Julv  6th,  hill  climbing  up  Dugway 
Hill: 

Free-for-all,  two  prizes;  gold,  silver  and 
bronze  medals;  based  on  piston  displace- 
ment. 

Touring  class,  single  cylinder;  three 
prizes,  gold,  gold  "and  silver  and  silver 
medals.  Limited  to  regularly  catalogued 
single-cylinder    motor    bicycles,    not    over 


DR.   C.   W.  I,A  SAI<I,E, 
Chairman,  General  Committee,  F.  A.  M.,  Rochester,  N.  Y 

three   horsepower    (rated).     Two    trials    to 
be  allowed.     Best  time  to  count. 


No.  Name.  City.  H.  P.  Make. 

1.  John   F.   McLoughlin. ..  .New  York  City 5     Curtiss. 

2.  Walter  Goerke Brooklyn,  N.  Y 2%. R-S. 

3.  Louis  J.  Mueller Cleveland,  Ohio 2'/i Indian. 

4.  John  A.  Schleicher Mt.  Vernon,  N.  Y 2%. R-S. 

5.  Gus  Johnson Reading,  Pa 2% R-S. 

6.  B.  A.  Swenson Providence,  R.  1 2^ Indian. 

7.  Henry  J.  Wehman New  York  City 5      Curtiss. 

8.  William  A.  Schleicher ...  Mt.  Vernon,  N.  Y 2.14 R-S. 

9.  Stanley  T.  Kellogg Springfield,   Ma§s 1^ Indian. 

10.  E.  Y.  White San  Antonio,  Texas IJ/4 Thor. 

11.  William  J.  Shady New  York  Citv 5      Curtiss. 

12.  George  Wagner St.  Paul,  Minn 3     Wagner. 

14.  Harold  H.  Brown Boston,    Mass 2^4 Indian. 

15.  George  N.  Holden Springfield,  Mass I54 Indian. 

16.  J.  B.  DeRosier Springfield,   Mass 1 J-4 Indian. 

17.  Bert  S.  Barrows Springfield,  Mass IJ^ Indian. 

18.  A.  B.  Coffman Toledo,  Ohio 2     Yale. 

19.  S.  J.  Chubbuck Toledo,  Ohio 2     Yale. 

20.  W.  F.  Mann  Yonkers,  N.  Y 2     Yale. 

21.  Edward  Buifum Toledo,  Ohio 2     Yale. 

22.  J.  I.  Brandenburg New  York  City 2l4 R-S. 

23.  Fred  A.  Baker New  York  City 2% R-S. 

24.  Engene  F.  Brooks .  Elizabeth,  N.  J 1 54 Indian. 

25.  Henry  Jarmie New  Haven,  Conn 2^ R-S. 

26.  Edward  Brereton New  Haven,  Conn 1  ^ R-S. 

27.  H.  A.  Gliesman New  York  City 1^ Rambler. 

28.  E.  A.  Cavena Buffalo,  N.  Y 3      Thomas. 

29.  F.  M.  Dampman New  York  City 1^ Indian. 

30.  A.  S.  Noonan Rome,  N.  Y 214 R-S. 

31.  Benton  Fremont New  York  City 3     Wagner. 

32.  W.  H.  McElfresh Brooklyn,  N.  Y 3     Wagner. 

33.  C.  H.  Cobb New  York  City 3      Wagner. 

34.  Wm.  E.  Deane Brooklyn,  N.  Y • 3      Wagner. 

35.  E.  W.  Goodwin Brooklyn,  N.  Y 1^ Indian. 

36.  Oscar   Hedstrom Springfield,  Mass 2^4 Indian. 

37.  A.  Damoth Hammondsport,  N.  Y 2j4 Curtiss. 


392 


THE  BICYCLING  WORLD 
The  Constellation  of  Stars  at  Salt  Lake  City. 


That  Salt  Lake  City,  Utah,  will  be  the 
center  of  cycle  racing  this  season,  is  be- 
yond preadventure.  Long  before  the  rac- 
ing season  opened  Manager  John  M.  Chap- 
man promised  that  he  would  have  gathered 
at  the  Utah  saucer  the  greatest  aggregation 
of  sprinters  that  has  collected  at  any  one 
track  since  the  hey  day  of  the  racing  game, 
and  a  glance  at  the  foregoing  photograph 
will  bear  out  his  promise.  Included  in  the 
twenty-seven  riders  depicted  above  are 
some  of  the  brightest  luminaries  in  the  cycle 


racing  world — and  since  the  picture  was 
taken  the  colony  has  been  increased  by 
Floyd  McFarland,  of  San  Jose,  Cal.;  Ernest 
A.  Pye  and  A.  J.  Clark,  two  of  the  fastest 
riders  Australia  ever  produced,  besides  half 
a  dozen  of  California's  fastest  amateurs. 

Reading  from  left  to  right,  in  the  top 
row,  are  W.  "Pedlar"  Palmer,  of  Australia; 
Joe  Fogler,  of  Brooklyn;  Walter  B.  Bard- 
gett,  of  Buffalo;  W.  Hewitt,  of  Salt  Lake 
City;  William  Furman,  of  Los  Angeles, 
Cal.;  Jack  Burris,  of  San  Jose,-  Cal.;  W.  E. 


Samuelson,  J.  Gunn  and  Iver  Lawson,  of 
Salt  Lake  City;  Hardy  K.  Downing,  of 
San  Jose,  and  Saxon  Williams,  of  Salt  Lake 
City.  In  the  middle  row  are  Hal  McCor- 
mack,  San  Jose;  Fred  Schnell,  Salt  Lake 
City;  Rudolf  Mayhofer,  San  Jose;  A.  D. 
Nadel,  Albert  Crebs,  E.  Smith,  of  Salt  Lake 
City;  Ben  Munroe,  Memphis,  Tenn.,  and 
Cyrus  Hollister,  Springfield,  Mass.  Fred 
McLaughlin  is  the  first  in  the  bottom  row 
and  then  follow  in  order,  Norman  C.  Hop- 
per, Minneapolis;  C.  Richardson,  Salt  Lake. 


How  Butler  is  Gathering  Foreign  Gold. 

Nat  Butler,  the  veteran  American  pace 
follower,  continues  to  ride  rings  around 
most  of  the  European  riders.  On  Wednes- 
day, June  13th,  at  Dresden,  Butler  won  the 
Grand  Prix,  an  hour  paced  race,  which  car- 
ries with  the  victory  a  cash  prize  of  $1,650. 
Butler  defeated  Paul  Guignard,  Fred  Lor- 
geu  and  Louis  Mettling  in  this  order.  But- 
ler had  trouble  with  his  motor  for  the  first 
five  miles  but  after  that  he  simply  rode 
away  from  Guignard  until  about  four  or  five 
minutes  from  the  finish  when  his  front 
tire  blew  up  and  the  American  took  a 
"header"  in  the  oval.  He  remounted  and 
finished  about  three  miles  to  the  good. 
During  the  hour,  Butler  covered  49^  miles, 
breaking  the  local  records. 

The   elongated   Cambridge  man  followed 


tip  this  victory  with  another  at  Steglitz  on 
the  16th,  when  he  won  the  Grand  Prix  de 
Steglitz,  at  100  kilometres.  This  race  was 
worth  almost  as  much  to  him  as  the  one  at 
Dresden.  Demke  finished  second,  three 
miles  behind,  Guignard  was  third  and  Anton 
Huber  fourth.  Butler's  time  for  the  62 
miles  in  this  race  was  1  hour  24  minutes 
14  seconds. 

That  he  is  well  satisfied  with  his  Euro- 
pean trip  is  evidenced  by  a  letter  sent  to  a 
friend  in  this  country  last  week.  Butler 
says: 

"I  am  still  getting  the  money  and  if  I  con- 
tinue in  the  same  form  until  the  end  of  the 
season,  this  will  be  the  best  year  I  ever 
had  in  the  racing  game.  Winning  the 
Golden  Wheel  race  at  Cologne  gave  me  a 
big  boost,  and  at  Berlin  in  the  100-kilometre 


I  got  the  SO-kilometre  and  hour  record,  rid- 
ing over  52  miles  without  windshields.  I 
received  a  clipping  from  one  of  the  Bostcwi 
papers  in  which  it  stated  that  McLean  is 
the  'world's  champion,'  and  mentioned  Wal- 
thour  as  the  'great  Southern  rider,'  and  that 
these  two  riders  would  ride  a  series  of  races 
for  the  'world's  championships.'  Tell  them 
that  the  world's  championships  will  this 
year  will  be  run  at  Geneva,  Switzerland,  and 
not  at  Revere  Beach." 


Why  he  was  Fined. 

"I  understand  that  Kareful  was  fined  for 
scorching." 

"Scorching  nothing!  He  was  fined  for 
crawling  along  so  blame  slow  that  he  im- 
peded traffic." 


THE  BICYCLING  WORLD 


393 


PROS  STRIKE,  "PURES"  FIGHT 


Unexpected    Occurrences    Make    Vailsburg 
Meet  Memorable — The  Causes  of  it  all. 


There  were  so  many  features  at  the  Vails- 
burg board  track  meet  last  Sunday,  24th 
inst.,  that  to  enumerate  one  would  be  to 
slight  the  others.  Suffice  it  to  say  that  six 
of  the  professional  riders  "struck"  and  re- 
fused to  ride  because  the  management  of 
the  track  cut  down  the  purses,  a  free-for-all 
fight  occurred  after  the  race  meet  in  the 
training  quarters^  and  three  amateur  riders 
made  their  debut  in  the  professional  ranks. 

The  strike  was  premeditated  and  due  to 
the  publicity  given  it  by  the  Newark  papers 
not  more  than  2,000  people  saw  the  races, 
thinking  there  were  no  professional  events, 
but  the  professional  races  were  run  just  the 
same,  and  very  few  missed  the  riding  of 
Fenn,  Rupprecht,  Krebs,'  Ashurst,  Menus 
Bedell  and  Schlee,  the  disgruntled  riders. 
Fenn  had  it  announced  that  he  was  through 
with  bicycle  racing  that  that  he  would  go 
into  the  automobile  business  in  New  York 
City.  The  cash  prize  brigade  was  augmented 
by  three  new  professionals,  J.  T.  Halligan, 
Frank  Cobb  and  Tom  Phillips,  all  former 
Newark  amateurs.  Each  of  the  entrants 
made  good,  getting  a  share  of  the  prizes. 

The  free-for-all  fight  came  off  after  the 
finish  of  the  five-mile  handicap,  for 
amateurs.  Urban  McDonald,  at  the  turn 
into  the  stretch,  had  a  lead  and  looked  like 
the  winner,  as  he  stayed  off  the  attempt  of 
half  a  dozen  other  riders  to  go  by  him  on 
the  back  stretch  of  the  bell  lap.  McDonald 
claims  that  just  after  turning  into  the 
straight  Jacob  Magin  deliberately  ran  him 
into  the  grass.  McDonald  was  cut  up 
rather  badly,  but  not  enough  to  not  have 
enough  sense  to  protest  to  the  referee. 
Many  of  the  spectators  were  of  the 
opinion  that  Magin  had  deliberately 
fouled  McDonald.  As  soon  as  Magin 
saw  McDonald  going  to  protest  he 
gathered  together  a  bunch  of  his  cronies 
and  there  were  threats  of  "doing"  McDon- 
ald as  soon  as  he  came  downstairs.  As  Mc- 
Donald had  just  as  many  if  not  ten  times 
more  friends  than  the  Newarker,  he  was 
well  surrounded  by  a  cordon  of  "pugilists" 
who  escorted  him  down  to  training  quar- 
ters. The  principals  called  each  other  sev- 
eral names  that  would  not  look  well  in  a 
Sunday-school  quarterly.  They  were  sep- 
arated before  they  had  a  chance  to  hurt 
each  other. 

While  this  fracas  was  in  progress  some 
person,  alleged  to  be  Charles  Rupprecht, 
strifck  Adam  Eifler  a  hard  blow  on  the  side 
of  the  h^ad  with  a  half  brick,  inflicting  a 
gash  that  required  several  stitches  to  close. 
Eifler  is  one  of  the  family  of  brothers  "and 
had  accompanied  Frank  and  Joe  Eifler  to 
the  laces.  He  was  standing  quietly  beside 
a  training  bench  when  the  assault  occurred 
and,  in  fact,  did -not  know  what  the  trouble 
was  about.    It  was  heard  afterward  that  the 


brick  was  meant  for  McDonald.  The  race 
was  given  to  Joe  M.  Eifler,  of  the  Century 
Road  Club  Association,  with  Neuschafer 
second,  Magin  third,  and  George  Pauli 
fourth.  Magin  probably  will  be  "invited" 
to  take  a  month's  vacation  as  the  result  of 
his  part  in  the  affair. 

The  final  heat  of  the  three-quarter  mile 
amateur  open  was  a  pretty  race,  although 
the  announcement  of  the  finishers  was  not 
in  the  order  it  should  have  been.  In  the 
second  heat  of  the  race  Fred  Schudt,  of 
the  Roy  Wheelmen,  who  has  been  winning 
all  the  indoor  races  in  Buffalo  for  the  last 
two  winters,  made  a  sensational  runaway 
and  opened  a  gap  of  thirty  yards.  He  tired, 
however,  and  did  not  get  placed.  McDon- 
ald led  the  first  lap  of  the  final  heat,  fol- 
lowed by  Cameron  and  Kluczek,  close  up 
and  the  order  was  not  changed  at  the  bell. 
McDonald  kept  to  the  pole  in  the  last  lap 
and  successfully  staved  off  the  sprints  rf 
Cameron  and  Kluczek.  McDonald  got  over 
the  tape  half  a  wheel  ahead  of  Cameron, 
but  the  judges  thought  Kessler  was  ahead 
of  Cameron  and  gave  him  that  place,  Mackay 
and   placed   Cameron   last. 

On  account  of  the  new  riders,  both  pro- 
fesional  events  were  interesting,  although 
they  did  not  produce  any  neck  and  neck 
finishes.  A  quarter-mile  is  just  the  right 
distance  for  Billington,  and  he  won  the 
open  at  one  lap  with  ease,  finishing  several 
lengths  ahead  of  Albert  Triebal.  Frank 
Cobb  won  his  first  actual  money  by  getting 
third,  George  Glasson  being  next. 

The  unknown  distance  handicap  was 
amusing,  John  King  drawing  the  honor 
mark  with  Billington.  The  distance  was 
one  and  three-quarters  miles  with  a  dollar 
to  the  leader  of  each  lap.  Marcel  Dupuis 
gathered  the  first  easily,  Albert  Triebal  get- 
ting the  second.  Then  Halligan  took  his 
first  dollar  and  Dupuis  got  the  next.  Al 
Guery  led  on  the  sixth  time  around  and 
Dupuis  headed  the  bunch  in  the  bell  lap. 
He  made  a  great  bid  and  gained  a  lead  of 
twenty-five  yards  on  the  back  stretch,  but 
made  the  great  mistake  of  Iookiri(g  back  to 
see  where  the  others  were,  and  so  got  shut 
out  of  the  money.  Glassin  won  easily,  Bil- 
lington was  second  and  John  King  third. 
The  summaries: 

Half-mile  novice — Qualifants:  J.  Haynes, 
Robert  Eberle,  Ed  Heer,  William  O'Brien, 
Charles  Rothfuss,  Teddy  Harty,  George 
Hunter,  Frank  Montville  and  Al  Pfrommer. 
Final  heat  won  by  George  B.  Hunter,  Tiger 
Wheelmen;  second,  J.  Haynes;  third, 
Charles  Rothfuss.    Time,  1:14. 

Three-quarter  mile,  open,  amateur — Qual- 
ifants: George  Cameron,  A.  C.  Drain,  Wat- 
son J.  Kluczek,  Jacob  Magin,  Adam 
Schrimpf,  Charles  J.  Jacobs,  Henry  Van- 
dendries,  Martin  Kessler,  Benjamin  Neu- 
schaefer.  Urban  McDonald,  David  Mackay, 
and  Adam  Beyerman.  Final  heat  won  by 
Urban  McDonald,  Tiger  Wheelmen;  sec- 
ond, Martin  Kessler,  New  York  A.  C; 
third,  David  Mackay,  Newark;  fourth, 
George  Cameron,  New  York  A.  C.  ■  Time, 
1:50. 


Quarter-mile  open,  professional — First 
heat  won  by  Teddy  Billington;  second, 
Frank  Cobb;  third,  John  King.  Time,  0:34. 
Second  heat  won  by  Albert  Triebal;  second, 
J.  T.  Halligan;  third,  George  Glasson. 
Time,  0:34>^.  Final  heat  won  by  Teddy  Bil- 
lington; second,  Albert  Triebal;  third, 
Frank  Cobb;  fourth,  George  Glasson.  Time, 
0:32. 

Five-mile  handicap,  amateur — Qualifants: 
Charles  J.  Jacobs  (scratch);  Frank  W. 
Eiffler  (scratch);  Ben  Neuspaper  (240 
yards);  Thomas  Smith  (120  yards);  Peter 
Smith  (320  yards);  Jacob  Magin  (scratch); 
Charles  Anderson  (130  yards) ;  Martin 
Kessler  (scratch);  A.  R.  Wilcox  (280 
yards);  D.  Saponari  (320  yards);  Adam 
Beyerman  (80  yards);  George  Pauli  (200 
yards);  George  Cameron  (scratch);  David 
Mackay  (scratch);  J.  M.  Eiffler  (90  yards); 
Urban  McDonald  (ISO  yards);  A.  C.  Spain 
(200  yards) ;  Watson  J.  Kluczek  (scratch) ; 
W.  Vandendries  (160  yards);  and  Emil 
Wildemuth  (240  yards).  Final  heat  won  by 
Joe  M.  Eifiier,  C.  R.  C.  A.;  second,  B.  Neu- 
schaefer.  National  Turn  Verein  Wheelmen; 
third,  Jacob  Magin,  National  Turn  Verein 
Wheelmen;  fourth,  George  Pauli,  Pierce 
Wheelmen.    Time,  12:29?^. 

Unknown  distance  handicap,  professional 
— Won  by  George  Glasson  (10  yards);  sec- 
ond, Teddy  Billington  (scratch) ;  third, 
John  King  (scratch) ;  fourth,  James  T. 
Halligan  (30  yards) ;  fifth,  Tom  Phillips  (40 
yards).  Time,  3:59^.  Distance,  lj4  miles. 
Lap  prize  winners — Dupuis,  3;  Triebal,  1; 
Guery,  1;  Halligan,  1. 


Fenn  Placed  in  Peculiar  Position. 

Of  late  years  professional  racing  men 
have  come  to  look  upon  breaking  contracts 
as  one  of  the  most  common  occurrences, 
and  cases  of  contract  breaking  are  recorded 
many  times  a  year.  The  National  Cycling 
Association  has  determined  to  break  up 
the  practice  and  this  week  the  Board  of 
Control  delivered  its  ultimatum  to  W.  S. 
Fenn,  who  has  been  found  guilty.  Before 
the  season  at  Vailsburg  opened  Fenn  signed 
a  contract  with  the  management  of  the  Salt 
Lake  City  saucer  to  ride  in  Utah,  but  when 
he  saw  that  the  money  was  so  easily  won 
at  Vailsburg  he  decided  to  stay  in  the  East. 
When  he  failed  to  go  West  the  Salt  Lake 
managers  lodged  a  protest  with  the  gov* 
erning  body,  but  as  Fenn  still  demurred 
it  was  necessary  to  send  West  for  the  orig- 
inal contract.  Now  Fenn  must  decide  to 
do  one  of  three  things:  fulfil  his  contract  in 
Salt  Lake  City,  take  a  year's  suspension  or 
stop  riding.    He  avers  he  will  do  the  latter. 


Walthonr  to  go  Abroad  Again.         . 

W.  Thomas  Hall,  of  Canningtown,  'Eng-- 
land,  the  former  world's  hour  record  holder, 
who  has  been  spending  a  few  months  in 
this  country  as  the  guest  of  Robert  J.  Wal<^ 
thour,  the  world's  champion  pace  follower, 
will  sail  for  Europe  on  July  8th.  Walthoiij 
will  embark  on  that  date  also  and  will  posr. 
sibly  contest  for  the  title  at  Geneva,  the 
latter  part  of  July. 


394 


THE  BICYCUNG  WORLD 


THE  BABY  GABRIEL  POR  MOTORCYCLES 

is  a  new  horn  made  on    the  same  princip'e  as  the  Gabriel  Horn  for  automobiles.      The  BABY 
is  a  two  chime  horn,     producing  a  very  clear  tore  of  great  carrying  power.      It  attaches  to  the 

exhaust   of  the  motorcycle  and  occupies  a  space  of  but  2x  15  inches. 

It  is  entirely   out  of   the  way,  and  as  there  are  no  bulbs  or  reeds  to 

break,  it    is    never  out  of  order.      No  motorcycle  is  complete  without   the 
BABY    GABRIEL.       Price,  complete  with  valve  and  spring  for  attaching  to  exhaust  pipe,  $1000. 

GABRIEL  HORN  MANUPACTURING  COMPANY, 


9S3  Hamilton  Street, 


Cleveland,  Ohio. 


KELLY  BARS 

Appeal 
To   All    Manner  of   Men,   also  Women. 

THEIIR   ADJUSTABILITY 

AFFORDING 

25    CHANGES    OF    POSITION 


LEAVES    NOTHING    TO    BE    DESIRED. 


And  Kellv  Quality  Always  has  been  Top  Notch. 


CATALOGUE    ON    REQUEST. 


KELLY   HANDLE   BAR    CO., 


Cleveland,  Chio. 


Schrader  Universal  Valve 


NOTICE. 

^   Manufacturers  of  Bicycles,  Jobbers  and 
Dealers : 

In  order  to  facilitate  the 
obtaining  of 

PARTS  of  the 
Schrader  Universal  Valve, 

We  have  concluded  to  sell 
parts  only  to  the  general 
trade. 

Parts  99-i>99-a.  99-1.  99-4  niay  be  bad  from  all  maken,  or 
from  A.  SCHRADiit's  So»,  Inc  Price  List  sent  en  aDpli- 
catien  ': 


(Trade  Mark,  registered  April  30,  1895.) 

SIMPLE  AND 
ABSOLUTELY  AIR-TIGHT 


Manufactured  by 


A.  SCHRAMR'S  SON,  Inc. 


BM 


ESTABUSHBD    1844, 


•«    28-32  Rose  St., 

**  New  York,  U.  S.  A. 


THE  BICYCLING  WORLD 


395 


DOUGLAS   DISMISSES   CHARGES 


In  Doing  so,  the  F.  A.  M.  Chairman  Lets 
Fall  Some  Instructive  Comment. 


Chairman  Douglas,  of  the  F.  A.  M.  Com- 
petition Committee,  has  dismissed  the 
charges  of  professionalism  filed  against 
Oscar  Hedstrom,  Stanley  T.  Kellogg  and 
George  N.  Holden,  all  of  Springfield,  Mass., 
after  their  appearance  in  the  New  York 
Motorcycle  Club's  hill  climbing  contest  on 
May  30. 

The'  accusations  were  lodged,  or  it  may 
be  more  correct  to  say  that  the  charges 
were  filed,  by .  F.  W.  Horenburger  and 
Albert  Kreuder,  two  of  the  competitors  in 
that  event.  Horenburger  and  Kreuder  are 
both  good  natured  young  fellows  who  com- 
peted in  previous  years  against  the  Spring- 
fielders  and  who  left  to  their  own  devices 
probably  they  never  would  have  "thought 
of  filing  charges.  But  both  men  ride  Marsh 
motorcycles  and  ever  since  one  of  his  men 
was  disqualified  for  riding  a  "special"  in 
an  event  restricted  to  stock  machines,  the 
manufacturers  of  the  Marsh  and  their  emis- 
saries have  been  nursing  a  grievance  and 
their  by-word  apparently  has  been  "Stir 
up  all  the  trouble  you  can."  Two  or  three 
of  the  emissaries  were  on  the  spot  on  May 
30th.  When  Chairman  Douglas  requested 
that  the  charges  be  reduced  to  writing,  both 
of  the  accusers  took  exactly  the  same  length 
of  time  to  make  reply,  but  if  they  them- 
selves composed  the  replies  it  would  might- 
ily surprise  some  of  those  who  know  the 
men.  Horenburger's  response  took  the 
form  of  a  series  of  lawyer-like  "specifica- 
tions"; among  the  "henious  crimes"  attrib- 
uted to  Hedstrom  was  that  he  "rode  ma- 
chines of  his  own  design"  and  to  Holden 
that  "he  always  rides  the  machine  he  han- 
dles" as  a  dealer. 

In  dismissing  the  charges.  Chairman 
Douglas  took  occasion  to  say  some  things 
that  are  of  such  general  information  and 
instruction  that  they  are  worthy  of  general 
attention.     He  said: 

"Your  charges  of  professionalism  against 
Messrs.  Oscar  Hedstrom,  Stanley  T.  Kel- 
logg and  George  N.  Holden,  growing  out  of 
their  competition  in  the  New  York  Motor- 
cycle Club's  hill  climbing  contest  on  May 
30th,  not  having  been  sustained  by  investi- 
gation and  consideration,  you  are  hereby 
informed  that  the  said  charges  are  hereby 
dismissed. 

"Usually,  I  would  not  go  further  into  such 
subjects,  but  owing  to  the  immense  amount 
of  talk  emanating  from  this  particular  case, 
I  am  led  to  express  surprise  that  charges 
of  the  sort  should  be  based  on  such  grounds 
as  those  contained  in  your  specifications  of 
the  11th  inst. 

"Respecting  your  specification  No.  1,  ap- 
plying to  Mr.  Hedstrom,  I  am  rather  aston- 
ished that  you  should  have  failed  to  note 
the  first  part  of  Sec.  2  of  Art.  IV  of  the 
competition  rules,  as  the  omission  wholly 
alters  the  case.     As  you  will  see,  that  rule 


dates  motorcycle  amateurism  from  January 
1st,  1905.  I  have  no  knowledge  or  evidence 
that  Mr.  Hedstrom  has  competed  for  cash 
or  otherwise  violated  that  rule  since  that 
date,  I  am  also  informed  that  not  only 
were  you  present  at  the  F.  A.  M.  annual 
meeting  at  Cambridge,  JVId.,  when  that  date 
was  adopted  by  majority  vote,  but  that  on 
the  same  date  you  yourself  competed,  using 
a  special  racing  machine  placed  at  your  dis- 
posal by  a  motorcycle  manufacturer.  It 
is  also  a  matter  of  record  J;hat  you  have 
repeatedly  competed  against  the  very  men. 
If  you  will  take  the  trouble  to  investigate 
other  and  older  sports  you  will  discover 
that  necessity  was  found  for  similiar  dat- 
ings. 

"Specification  No.  2.  I  am  not  aware  of 
any  rule  or  precedent  that  requires  that 
an  inventor  or  manufacturer  shall  not  make 
use  of  his  own  product  if  he  decides  to 
engage  in  competition,  or  that  he  shall  be 
punished  for  such  usage,  nor  can  I  compre- 
hend that  a  favorable  showing  or  any  pub- 
licity growing  out  of  any  such  use  is  an 
offense  to  sport  or  the  spirit  of  fair  pla}', 
or  that  in  itself  it  constitutes  'a  means  of 
livelihood.'  Do  not  you  yourself  think  it 
would  be  rather  unusUal  and  most  sus- 
picious if  an  inventor  or  manufacturer 
should  make  use  of  other  than  his  own 
product,  and  do  I  understand  it  to  be  your 
contention  that  a  man  who  is  a  manufac- 
turer or  an  inventor  cannot  be  a  sports- 
man and  shall  not  engage  in  competition? 

"Specification  No.  3.  As  Mr.  Hedstrom 
has  an  interest  in  the  concern  whose  check 
paid  his  entry  fees,  it  suggests  that  it  was 
his  own  money,  but  anyway  there  is  noth- 
ing in  the  rules  that  prohibits  the  payment 
of  a  competitor's  entry  fees  by  another 
person  or  persons  or  organization.  The 
practice  has  generally  and  long  prevailed, 
and  has  been  followed  without  concealment 
or  subterfuge,  and  has  been  made  legiti- 
mate by  precedent  and  long  practice.  In 
this  particular  case,  it  was  a  matter  of 
common  knowledge  previous  to  the  event. 
It  had  been  done  in  previous  years,  and  you 
knew  it  on  this  and  other  occasions,  and 
if  you  considered  it  an  offense,  I  say  in 
perfect  frendliness,  that  it  seems  strange 
that  you  did  not  lodge  "your  protest  or 
charges  in  previous  years  or  before  this  last 
event  was  run — or  that  being  in  doubt  you 
should  have  competed.  No  competitor 
whose  entry  fees  may  be  paid  can  be  said 
'to  receive  a  monetary  consideration'  within 
the  meaning  or  language  of  the  term. 

"Specification  No.  4..  Mr.  Kellogg,  I  find, 
is  regularly  employed  as  cost  clerk  (a  cleri- 
cal position)  by  the  Hendee  Mfg.  Co.,  a 
position  exactly  similar  to  that  which  he 
occupied  in  the  employ  of  another  corpora- 
tion which  was  not  connected  in  any  way 
with  motorcycling.  At  that  time  he  com- 
peted in  motorcycle  events  and  no  question 
was  raised.  Mr.  Kellogg  himself  states  his 
position  with  the  Hendee  Mfg|  Co.  in  no 
way  depends  upon  his  appearing  or  racing 
in  various  events,  and  that  in  all  contests 
which  he  enters  he  rides  solely  for  his  own 


pleasure.      Regarding    the    payment    of    his 
entry  fees,  my  previous  remarks  apply. 

"Specification  No.  5.  Mr.  Holden,  as  you 
state,  proves  to  be  'a  dealer  who  has  always 
ridden  the  machine  he  handles.'  Could  you 
or  any  other  reasonable  person  expect  Mr. 
Holden  or  any  other  dealer  to  do  other- 
wise? And  can  he  help  it  if  'by  his  success 
in  competition  he  adds  greatly  to  his  sales 
of  motorcycles,'  to  repe;.t  your  own  lan- 
guage? Has  it  become  an  ofl'ense  for 
dealers  to  ride  the  motorcycles  they  han- 
dle; or  is  it,  as  you  imply,  an  offense  only 
when  they  ride  success'fully?  Respecting 
Mr.  Holden's  entry  fees  my  previous  re- 
marks also  apply. 

"Specification  No.  6.  Your  'knowledge 
that  all  three  of  those  riders'  had  previously 
competed  at  Worcester,  Mass.,  in  an  un- 
sanctioned contest  and  had  thereby  dis- 
qualified themselves  is  not  correct  knowl- 
edge. Mr.  Kellogg  is  the  only  one  who 
had  so  competed.  It  is  true  that' the  F.  A. 
M.  rules  state  that  competition  in  such 
unsanctioned  events  automatically  disquali- 
fies the  competitors,  but  it  is  also  true  that 
the  first  and  greatest,  if  unwritten,  rule  of 
all  sports  is  the  rule  of  fair  play.  The 
Worcester  event  was  but  one  of  a  long 
program  that  has  been  duly  sanctioned  by 
one  of  our  allies.  The  matter  of  inter- 
sanctions  is  one  that,  because  of  our  exist- 
ing alliances,  had  given  rise  to  considerable 
misunderstand,  not  only  as  regards  Worces- 
ter, but  as  regards  meetings  at  other  places, 
not  only  on  the  part  of  our  allies  but  on 
the  part  of  promoters  and  competitors.  I 
would  not,  therefore,  violate  the  rule  of 
fair  play  by  making  you,  Kellogg  or  any 
other  man  the  victim  of  such  a  sincere,  if 
unfortunate,   misunderstanding. 

"My  ruling  is  that  Messrs.  Oscar  Hed- 
strom, Stanley  T.  Kellogg  and  George  N. 
Holden  are  not  guilty  of  the  charges 
brought  against  them,  and  that  they  are 
fairly  entitled  to  the  prizes  won  by  them  in 
the  New  York  Motorcycle  Club's  hill 
climbing  contest. 

"For  reasons  that  may  be  obvious  to  you, 
I  have  gone  into  the  whys  and  wherefores 
more  deeply  than  I  shall  ever  go  into  them 
again.  I  regret  the  necessity  for  so  doing, 
and  while  it  is  my  duty  to  receive,  enter- 
tain and  investigate  charges  whenever  filed, 
I  cannot  permit  the  opoprtunity  to  go  by 
without  suggesting  that  it  always  looks- 
very  much  better  to  file  such  charges  as 
you  have  filed  before  and  not  after  a  com- 
petitor has  'committed  the  crime  of  win- 
ning'; also,  that  if  promoters  do  not  desire- 
the  appearance  of  any  man  or  men  the- 
'right  to  reject  any  entry'  clause  provides, 
an  ever  ready  means  for  barring  them."      . 


Waltham  Motorcyclists   Elect   Officers. 

At  the  annual  meeting  of  the  Waltham 
Motorcycle  Club,  of  Waltham,  Mass.,  these 
officers  were  elected:  Pri'sident,  Clement 
Hernandez;  vice-president,  Phelps  Poland; 
secretary,  F.  L.  Woorster,  and  treasurer, 
Henry  W.  Robinson. 


396  THE  BICYCLING  WORLD 

'M  recommend  the  Morrow  to  all  Motorcyclists" 


Meshoppen,  Pa.,  May  14th,  1906. 

ECLIPSE  MACHINE  CO., 

Elmira,  N.  Y. 

Gentlemen: 

I  have  delayed  writing  you  for  some  time  in  regard 
to  your  new  Morrow  Coaster  Brake  for  motorcycles,  knowing  - 
that  I  was  giving  your  brake  one  of  the  most  strenuous  tests 
that  it  is  possible  for  any  rider  to  give  a  brake  for  daily 
use.   I  use  my  motor  for  the  delivery  and  collection  of  mail 
on  a  twenty-five  mile  route  every_day  that  the  weather  per- 
mits.  I  have  eight  long,  hard  hills  to  descend  besides  lots 
of  short  pitches,  and  grades  running  as  high  as  28  per  cent. 

Last  year  I  used  the  coaster  brake  and  had  to 

walk  down  all  hills  that  were  long  or  steep  or  where  I  had  a 
stop  to  make.   This  spring  I  have  been  using  the  Morrow,  and 
I  ride  all  grades  and  feel  that  my  machine  is  under  perfect 
control  at  all  times.   Last  week  I  was  coasting  down  a  heavy 
grade  and  my  back  pouch  dropped  out  of  the  carrier.   I  ap- 
plied the  brake,  came  to  a  dead  stop,  dismounted,  backed  up 
Just  seven  paces  to  where  the  mail  pouch  lay.   That  excels 
all  brakes  that  I  have  ever  used;  in  fact,  the  Morrow  has  no 
egual — it  is  in  a  class  by  itself — and  I  take  pleasure  in 
recommending  it  to  all  motorcyclists. 

Yours  respectfully, 

G.  F.  AVERY, 
R.F.D.  Carrier  No.  2, 

Meshoppen,  Pa. 


''Words  of  others  tell  the  story" 


THE  BICYCLING  WORLD 
Providence  Motorcyclists  in  Force  Face  the  Camera* 


397 


HHUHil 
THE   PROVIDENCE    (R.    I.)    MOTORCYCI,E   CI,UB. 


The  "King  of  Cycle  Thieves." 

France  lays  claim  to  possessing  the  "king 
of  cycle  thieves."  The  uncrowned  monarch 
IS  named  Porcheray  and  he  has  just  been 
brought  to  book  for  thefts  extending  over 
a  period  of  several  years.  His  method  of 
operation  was  very  simple.  He  hired  a 
machine  under  a  false  name  and  then  rode 
to  the  nearest  town  and  sold  the  bicycle. 
But  before  leaving  the  town  he  hired  an- 
other machine.  In  this  way  he  made  a  tour 
of  France  four  times,  riding  from  town  to 
town.  Altogether  he  had  stolen  several 
hundred  machines.  But  his  career  was 
rudely  interrupted  on  Tuesday  last.  As  he 
was  walking  along  the  Boulevard  Saint 
Martin  he  was  recognized  by  one  of  his 
victims,  who  immediately  seized  him  and 
took  him  to  the  nearest  police  station. 
Numerous  papers  in  various  names  were 
found  in  his  possession.  He  was  sent  to 
the  depot.  After  he  appears  before  the 
Correctional  Tribunal  of  the  Seine,  ^e  will 
start  on  a  fifth  tour  of  France,  for  numerous 
courts  are  awaiting  to  deal  with  him. 


"And  another  bit  of  information  for  you," 
he  added  in  a  lower  and  more  confidential 
tone  of  voice,  "there  is  nothing  better  for 
the  after  effects  of  a  jag  than  a  dose  of 
that  same  sauce." 

"Let  me  tell  you,"  he  rejoined  suddenly, 
as  the  thought  struck  him,  "a  common, 
everyday  raw  onion  will  often  revive  one's 
strength  when  other  things  have  failed. 
One  of  the  most  marvelous  recoveries  J 
ever  saw  was  brought  about  by  a  raw  onion. 
It  was  on  one  of  the  hardest  "plugs"  I  ever 
was  in  and  a  little  fellow  who  was  with  us 
was  so  completely  done  up  when  we 
reached  an  out-of-the-way  place  that  we 
were  thinking  of  sending  him  home  by 
train.  A  native  brought  forth  an  onion  and 
told  him  to  eat  it.  He  did  and  the  effect  in 
less  than  half  an  hour  was  little  short  of 
wonderful.  The  boy  revived  and  finished 
the  run  in  good  sha.pe." 


Worcestershire  as  a  Bracer. 

You  can  talk  about  your  lemons,  grapes 
and  bananas  and  milk  punches,  and  other 
such  stuff,  but  take  my  word  for  it  there  is 
nothing  that  will  rejuvenate  a  fellow  so 
quickly  as  a  tablespoonful  of  ordinary  Wor- 
cestershire sauce.  I've  tried  it  repeatedly  and 
I  know  what  I'm  talking  about,"  said  one 
of  a  group  of  cyclists. 

The  best  means  for  overcoming  that 
tired,  half-dead  feeling  which  so  frequently 
overtakes  the  cyclist  on  a  long,  hard  ride 
at  this  season  of  soft  muscles,  was  the 
subject  of  the  conversation,  and  the  speaker 
who  delivered  himself  of  the  opinion  was 
a  veteran  rider,  one  who  has  done  as  much 
hard  road  riding  and  a  great  many  more 
centuries  than  the  average. 


Took  the  Heart  out  of  Him. 

California  medical  circles  are  just  now 
watching  with  intense  interest  the  outcome 
of  an  almost  unparalleled  surgical  case 
which  has  resulted  from  a  motor  bicycle 
accident  in  Los  Angeles.  Charles  E.  Mc- 
Carthy, a  Passadena  contractor,  while  rid- 
mg  his  machine  one  day  last  week,  was 
thrown  and  fell  upon  the  teeth  of  a  hay 
rake.  As  a  result  of  the  fall,  a  broken  rib 
tore  and  lacerated  his  left  lung,  while  the 
teeth  of  the  rake  tore  into  his  heart  injuring 
it  frightfully.  Dr.  E.  H.  Thompson  re- 
moved the  organ  through  the  torn  breast, 
and  after  washing  it  and  sewing  up  the 
lacerations  replaced  it,  removed  a  small 
portion  of  the  affected  lung,  and  closed  up 
the  outer  wound.  Delicate  as  .was  the  na- 
ture of  the  operation,  the  patient  seems  to 
be  improving,  and  furthermore,  insists  that 
he  is  not  badly  hurt,  and  that  he  is  going  to 
get  well  in  a  short  time. 


Sherwood   Shifted   Back   to   Amateurism. 

It  is  semi-ofiicially  announced  that 
Charles  A.  Sherwood,  the  fast  sprinter  of 
the  New  York  Athletic  Club,  who  was  at 
the  annual  meeting  of  the  National  Cycling 
Association,  "invited"  to  ride  as  a  profes- 
sional, has  been  restored  to  his  former 
standing.  Sherwood  never  should  have 
been  asked  to  ride  as  a  professional  in  the 
first  place,  and  the  member  of  the  Board 
of  Control  who  preferred  charges  against 
hiin  did  so  purely  from  a  business  stand- 
point. Sherwood  will  not  ride  at  the  Vails- 
burg  board  track,  however,  until  the  circuit 
championship  races,  as  the  promoters  fear 
he  might  win  all  the  prizes  and  thereby  de- 
plete the  amateur  ranks.  Sherwood  will, 
however,  be  able  to  ride  on  any  other 
ti;acks,  and  will,  of  course,  make  a  strong 
bid  for  the  amateur  championship. 

Tacoma  Throws   'em   off  Fenders. 

In  its  sudden  decision  to  bar  bicycles 
from  the  fenders  of  its  street  cars,  the  Ta- 
coma Railway  and  Power  Co.,  Tacoma, 
Wash.,  has  just  done  a  most  unpopular 
thing.  The  action  took  place  without  warn- 
ing, and  as  a  result,  dozens  of  cyclists  were 
caught  downtown  with  their  wheels  and 
were  forced  to  ride  home  in  a  pouring  rain- 
storm. No  reason  for  the  dictum  has  been 
given,  and  the  large  numbers  of  riders  who 
were  in  the  habit  of  patronizing  the  cars 
with  their  machines,  consequently  feel  that 
they  have  a  grievance  in  the  matter. 

Two  Views. 

"Boston  is  all  right,  when  you  know  it," 
said  the  man  who  did  most  of  his  cycling 
within  sight  of  the  sacred  codfish. 

"Get  out,"  replied  the  one  from  New 
York,  with  his  unfavorable  recollections 
still  fresh  in  his  mind,  "it's  a  tough  place; 
even  the  streets  are  crooked." 


398 


THE  BICYCLING  WORLD 


LAWSON   SAVES   CHAPMAN 


The  "Flying  Swede"  Breaks  Saucer  Records 
and  Robs  Riders  of  a  Heidelberg  Treat. 


Salt  Lake  City,  June  22.— When  the  old 
saucer  was  resurfaced  before  the  racing 
season  opened,  John  Chapman,  the  man- 
ager, made  a  wager.  It  was  that  if  a  record 
was  not  broken  before  the  Fourth  of  July, 
he  would  treat  each  and  every  bicyclist  at 
the  saucer  to  the  best  at  the  Heidelberg 
Cafe.  He  will  not  have  to  pay  the  bet,  for 
to-night  Iver  Lawson  showed  himself  in 
his  true  form  when  he  established  two  new 
records,  although  they  both  were  made  in 
the  same  event.  It  happened  in  the  three 
mile  handicap,  which  the  "Flying  Swede" 
rode  from  scratch  in  5:49.  This  erases  the 
record  of  5:5S}i  made  by  himself  July  6, 
190S,  at  Ogden,  and  also  the  old  handicap 
record — 6  minutes  11  seconds — set  up  by 
W.  E.  Samuelson,  at  Salt  Lake,  two  years 
ago. 

In  making  the  new  record  Iver  Lawson 
rode  the  race  of  his  life,  for  there  were  few 
that  expected  to  see  him  when  the  long 
markers  began  to  sprint  from  the  start. 
With  Norman  C.  Hopper  fully  100  yards 
away  and  going  like  the  wind,  Lawson  un- 
wound a  sprint  that  caused  even  the  most 
hardened  fans  to  rise  to  their  feet  as  he 
circled  the  field  and  beat  Hopper  to  the 
tape  by  three  lengths.  As  is  usual  in  handi- 
cap races,  after  the  first  or  two  laps  the 
field  assembled  into  two  bunches,  each 
rider  forgetting  his  personal  grudges  and 
the  leading  bunch  trying  to  lap  the  low 
markers  and  the  latter  trying  to  keep  them 
from  doing  it. 

In  what  was  virtually  the  scratch  bunch 
were  Lawson,  McFarland,  Samuelson,  Fog- 
ler  and  Downing,  while  fully  a  dozen  riders 
were  trying  to  lap  the  quintet.  They  at  once 
set  down  to  scientific  work  changing  pace 
each  lap.  All  took  their  tvirn  but  Samuel- 
son, who  shirked  pace  so  noticeably  that 
the  gallery  gods  set  up  a  howl.  The  fast 
pace  told  on  Downing  first  and  in  a  dying 
effort  Joe  Fogler  pulled  up  Lawson,  Mc- 
Farland and  Samuelson  to  the  tail  end  of 
the  leaders,  nearly  a  quarter  of  a  lap  in 
length.  With  six  laps  to  go,  "Long  Mac" 
spreadeagled  the  field  high  on  the  bank, 
pulling  Lawson  and  Samuelson,  Bardgett 
saw  what  was  going  on  and  he  jumped  out 
and  pulled  the  trio.  At  that  instant  Hopper 
jumped  out  in  front  and  gained  a  lead  of 
twenty  yards  before  McFarland  could  sprint 
to  the  front  with  Lawson.  Then  came  the 
Swede's  great  ride.  With  a  jump  he  went 
past  McFarland  and  opened  up  a  gap  on 
Samuelson  that  made  the  latter  look  like 
he  was  standing  still.  McFarland,  who 
already  had  done  his  share  of  the  donkey 
work,  started  after  Lawson  and  he,  too, 
left  Samuelson.  With  a  final  swoop  around  ■ 
the  last  turn  Lawson  passed  Hopper  and 
flashed  over  the  tape  a  winner  by  three 
lengths,  McFarland  getting  second.  Hop- 
per's four  lap  sprint  landed  him  third  and 


Palmer  and  Bardgett  got  in  for  fourth  and 
fifth. 

Previous  to  this,  in  his  heat  of  the  quar- 
ter-mile open,  Lawson  came  within  two- 
fifths  of  a  second  of  breaking  another  rec- 
ord, riding  the  distance  in  284^  seconds. 
Kramer's  record  is  28>^  seconds.  In  the 
final  heat  Lawson  was  crowded  off  the 
track  at  the  start  and  before  he  could  get 
back  on  its  surface  the  bunch  was  so  far 
ahead  that  he  realized  that  it  was  useless 
to  go  after  them.  Samuelson  won  the 
race,  with  Smith,  Downing  and  Fogler  next 
in  order. 

Joe  Fogler  won  his  Australian  match  pur- 
suit race  with  Saxon  Williams  and  in  so 
doing  made  himself  "solid"  with  the  crowd, 
for  the  Brooklynite  rode  with  rare  judg- 
ment and  gave  the  Mormon  a  fair  and 
square  drubbing.  The  distance  was  one 
mile  two  laps  19S  yards  and  the  time, 
2:44^. 

Jack  Hume  bested  Fred  West  in  two 
straight  heats  of  their  half  mile  match  race 
and  little  A.  Crebs  captured  the  mile  handi- 
cap from  the  110-yard  mark.  The  sum- 
maries: 

Half-mile  match  race  between  Jack  Hume 
and  Fred  West — First  heat  won  by  Hume. 
Time,  1:08.  Second  heat  and  race  won  by 
Hume.     Time,  1:09. 

Quarter-mile  open,  professional — Quali- 
fants:  Walter  Bardgett,  Hardy  K.  Downing, 
W.  E.  Samuelson,  Iver  Lawson,  Saxon 
Williams,  Worthington  L.  Mitten,  Joe  Fog- 
ler, Emil  Agraz  and  E.  Smith.  Final  heat 
won  by  W.  E.  Samuelson;  second,  E.  Smith; 
third,  Hardy  K.  Downing;  fourth,  Joe 
Fogler.     Time,  0:295^. 

Unlimited  match  pursuit  race  between  Joe 
Fogler,  Brooklyn,  and  Saxon  Williams,  Salt 
Lake  City — Won  by  Fogler.  Di.etance,  1 
mile  2  laps  195  yards.    Time,  2-Aij-i 

One-mile  handicap,  amateur — Qualifants: 
P.  Giles  (60  yards),  A.  Crebs  (110  yards). 
J.  V.  Bernstrom  (160  yards),  A.  L.  Bird 
(125  yards).  Jack  Hume  (scratch),  F.  H. 
McLaughlin  (25  yards),  Fred  E.  Schnell  (60 
yards),  R.  Dieffenbacher  (45  yards),  and 
Tommy  Morgan  (75  yards).  Final  heat 
won  by  A.  Crebs;  second,  J.  V.  Bernstrom; 
third,  A.  L.  Bird;  fourth,  P.  Giles;  fifth, 
Jack  Hume.     Time,  1:58^^. 

Three-mile  handicap,  professional — Won 
by  Iver  Lawson  (scratch);  second,  Floyd 
McFarland  (scratch) ;  third,  Norman  C. 
Hopper  (100  yards);  fourth,  W.  P.  Palmer 
(110  yards);  fifth,  Walter  Bardgett  (90 
yards).  Time,  5:49  (world's  record).  Laps 
— Pye,  2,  Hopper  4,  Smith  2,  Burris  7,  Wil- 
cox 3,  Achorn  2,  Mitten  3. 


To  Lessen  Heating  in  an  Air-Cooled  Motor. 

Try  perforating  the  ribs  of  the  motor  by 
running  a  machine  twist  drill  vertically 
downward  through  each  one  of  them.  If 
that  does  not  give  all  of  the  radiation 
sought  for  wind  copper  wire  around  a  pen- 
cil and  put  the  spirals  thus  formed  between 
adjacent  ribs,  twisting  the  ends  of  the 
spirals  together. 


RHODES  WINS  BOTH 

Cycle  Path  Man  Beats  out  the  Bunch  with 
Time  Prize  Speed  at  the  Roy  Races. 

Old-fashioned  killings  seem  to  be  the 
fashion  in  the  club  races  by  the  Roy 
■Wheelmen.  Last  Sunday,  24th  inst.,  Ar- 
thur Rodes,  with  four  minutes  handicap, 
finished  first  in  the  fifteen-mile  handicap 
road  race  of  that  organization  and  in  addi- 
tion won  the  first  time  prize,  covering  the 
course  in  40  minutes  52j^  seconds.  In  the 
race  held  two  weeks  ago,  Charles  Nerent 
did  the  same  trick,  from  scratch.  The  race 
was  open  to  club  members  only  and  was 
run  at  Valley  Stream.  Rhodes  is  the  mid- 
dle-aged man  who  won  the  Coney  Island 
cycle  path  race  last  Thanksgiving  day,  and 
he  rides  a  Columbia  chainless  with  thirty- 
inch  wheels,  fitted  with  Armstrong-Palmer 
improved  racing  tires. 

Ralph  Roullier,  secretary  of  the  club, 
finished  second,  from  the  four  minute  mark, 
riding  the  distance  in  44:07j^.  Of  the  three 
scratch  men  to  start,  Nerent  finished 
fourth  and  Gunzer  fifth.  Henri  Lafenetre 
was  forced  to  drop  out  on  account  of  a 
puncture  in  the  second  mile.  The  sum- 
mary follows: 

Hdcp.       Time 
Pos.       Rider.  Min.       M.S. 

1.  Arthur  E.   Rhodes 4        40:52j^ 

2.  R.  Roullier   6        44:07?4 

3.  A.  Bassini   6        46:10J^ 

4.  Charles  Nerent    scratch        40:S4j^ 

5.  George   Gunzer    scratch        40:54?^ 

6.  Sam  Rein    2        42:54^ 

7.  Herbert  Williams   2      .  42:54^^ 

Time  Prize   Winners: 

1.  A.  E.  Rhodes   4  40:S2j^ 

2.  C.  Nerent scratch  40:54}^ 

3.  G.  Gunzer scratch  40:S4j^ 


Denver  may  have  New  Track. 
Although  the  saucer  track  at  Denver  has 
been  demolished  there  is  a  likelihood  of  a 
new  bicycle  track  being  erected  in  that  city. 
John  Hume,  the  University  of  Utah's  crack 
sprinter,  who  has  been  winning  all  the 
amateur  races  at  Salt  Lake  City  and  Ogden 
for  the  past  three  years,  wrote  to  Chairman 
R.  F.  Kelsey,  of  the  National  Cycling  Asso- 
ciation Board  of  Control,  last  week,  asking 
for  a  franchise.  Hume  states  that  he  will 
build  a  saucer  in  the  Queen  city. 


Fairly  Good  Evidence. 

"You  saw  this  motorcycle  strike  the  man, 
did  you?"  asked  the  lawyer. 

"No,  sir." 

"But  you  are  confident  it  did  strike  him, 
aren't  you?" 

"Yes,  sir." 

"What  makes  you  so  sure  of  this?" 

"Because  when  I  first  saw  him  he  was 
about  fifteen  feet  up  in  the  air  and  still 
going." 


THE  BICYCLING  WORLD 


399 


HOW  KRAMER  WON 


Took  the  Pole  at  the  Pistol  Fire  and  Held 
it  to  the  Finish  of  the  Race. 


With  the  arrival  of  the  Paris  mail  come 
the  full  details  of  Frank  Kramer's  great  vic- 
tory in  winning  the  Grand  Prix.  The  sec- 
ond day's  racing  was  on  Thursday,  June  IS. 
The  meet  opened  with  the  preliminary  heats 
of  the  professional  Grand  Prix,  the  eight 
riders  qualifying  being  Poulain  (France), 
Kramer  (America),  Mayer  (Germany), 
Ellegaard  (Denmark),  Del  Roso  (Italy), 
Vanden  Born  (Belgium)  and  Schilling 
(Holland).  It  was  perhaps  the  best  world's 
representation  that  ever  qualified  for  a  pre- 
vious Grand  Prix.  A  surprise  was  sprung 
upon  Walter  Rutt  in  the  sixth  heat.  Bour- 
otte  jumped  away  at  the  crack  of  the  pistol 
getting  a  lead  of  fifay  yards.  As  no  one 
seemed  inclined  to  set  out  in  pursuit  Rutt 
went  out  alone.  After  several  hundred 
yards  of  sprinting  Rutt  gave  up  the  struggle 
and  rode  up  the  bank.  A  repechage  was 
then  run  off  and  after  seven  trial  heats, 
three  semi-finals,  and  a  final,  Rettich  (Aus- 
tria), Gardellin  (Italy),  and  Rutt  (Germany) 
qualified  for  the  final,  Oscar  Schwab,  the- 
American,  getting  shut  out  in  the  first 
semi-final  of  the  repechage  by  the  thickness 
of  a  tire. 

Kramer,  Mayer,  Ellegaard  and  Vanden 
Born  qualified  for  the  final  heat  of  the 
Strangers'  Prize,  a  1,000-metre  race  in  which 
the  French  riders  were  not  allowed  to  ride. 
This  race  proved  a  great  surprise  and  many 
bettors  shed  real  tears  of  anguish  when 
they  saw  Kramer,  who  was  regarded  as  an 
easy  winner,  come  in  last.  While  the  other 
riders  were  making  up  their  minds  when  to 
sprint  Henri  Mayer  suddenly  jumped  like 
a  two-year-old  and  won  a  clever  race  by  a 
length  from  Ellegaard,  Vanden  Born  being 
a  length  behind  .and  Kranier  last.  Time, 
1:51.  Preceding  this  race  the  Frenchmen 
had  a  race  and  Friol,  Poulain  and  Hourlier 
finished  in  this  order.  Following  the  usual 
custom,  three  best  French  riders  met  the 
three  best  foreigners.  Here  another  sur- 
prise was  in  store  for  Friol,  who  made 
a  terrific  jump  that  made  him  an  easy  win- 
ner over  the  field.  Ellegaard  finished  sec- 
ond by  50  yards,  Mayer  was  third,  Van- 
den Born  fourth,  Hourlier  fifth  and  Poulain 
sat  up.  The  strangers  won  on  points,  get- 
ting 9  against  France's  12.  On  the  same 
afternoon  Rettich  won  the  Industrial  prize 
frpm  Rutt,  Gardellin  getting  third  and  In- 
gold  fourth. 

The  big  fight  and  the  conclusion  of  one 
of  the  biggest  and  most  important  race 
meets  was  had  on  the  following  Sunday, 
the'17th  inst.  There  was  just  a  wee  bit  of 
discrimination  in  the  placing  of  the  men  in 
the  semi-final  heats  of  the  Grand  Prix.  In 
the  first  heat  Friol  was  placed  against  Ret- 
tich and  Del  Rosso.  Naturally  he  won. 
Kramer  won  the  second  semi-final  heat,  al- 
though   he    had    strong    opposition    in    the 


person  of  Schilling  and  Mayer.  Poulain 
qualified  for  the  struggle  by  defeating  Elle- 
gaard and  Vanden  Born.  This  put  Kra- 
mer in  an  enviable  position  for  the  final 
struggle  as  he  had  two  Frenchmen  working 
against  him,  and  the  odds  naturally  were 
two  to  one  in  favor  of  France.  When  the 
three  finalists  faced  the  starter  in  the  final 
heat  there  was  a  dead  silence,  for  every 
person  in  that  vast  assemblage  who  had  a 
cent  to  bet  had  placed  it  and  the  odds  were 
against  Kramer  and  Friol,  Poulain  being 
picked  as  the  winner.  Kramer  looked  pale 
but  determined,  Poulain  laughed  and  kissed 
his  hand  to  the  crowd,  while  Friol  appeared 
unusually  nervous.  The  pistol  shot  rang 
out  and  the  men  moved  off  the  tape.  Judg- 
ing from  the  pace  he  set,  Kramer  did  not 
intend  to  give  the  Frenchmen  a  chance  to 
out-general  him  or  to  be  the  victim  of  a 
trick  or  a  jump.  -  He  kept  on  the  pole  all 
the  way  and  when  the  moment  came  he 
ducked  his  blonde  head  and  Poulain  and 
Friol  never  had  the  chance  to  get  in  their 
famous  jumps.  Kramer  won  by  a  quarter 
of  a  wheel,  and  Friol  was  third  by  a  half 
wheel.  Kramer's  prize  amounted  to  more 
than  $2,000.  Banker  was  the  only  other 
Americafa  to  win  a  Grand  Prix,  the  Pitts- 
burg man  capturing  the  first,  in  1894. 
French  riders  have  won  it  five  times,  Hol- 
landers twice,  German,  Danish  and  Italian 
riders  annexing  it  once.  Kramer  and  Otto 
Meyers  are  the  only  foreigners  having  won 
it  twice  in  succession. 

Of  equal  importance  to  amateurs  was  the 
Grand  Prix  for  amateurs  in  which  the  victor 
is  presented  with  a  valuable  work  of  art 
by  the  President  of  France.  The  race 
semed  to  be  a  battle  between  three  nations, 
England,  Italy  and  France,  the  riders  quali- 
fying in  the  trial  heats  being  Verri,  Buck, 
Tardieu,  Debongnies,  Payne,  Ave,  Devois- 
seux  and  Ben  Jones.  Verri,  of  Italy,  Payne, 
of  England,  and  Delage,  of  France,  won  the 
semi-final  heats.  Verri,  the  sturdy  young 
Italian  who  swept  the  boards  in  the  Olym- 
pic games  at  Athens,  defeated  Payne  by  a 
quarter  of  a  length,  the  Frenchman  getting 
last.  The  meeting  closed  with  a  1,000-metre 
match  race  between  Kramer  and  Verri,  the 
respective  winners  of  the  professional  and 
amateur  Grand  Prix.  Kramer  won  by 
three-quarters  of  a  length,  apparently  hav- 
ing little  difficulty  in  vanquishing  the 
Italian. 


WALKER   TOOK   THREE 


Prizes  Came  Right  Along  to  the  Man  with 
the  Canadian  Club  Name. 


The  Coming  Race. 

"I  see  that  some  English  doctor,  or  some- 
thing, says  that  through  the  bicycle  and 
other  mechanical  means  of  rapid  transpor- 
tation we  are  developing  into  a  legless 
race." 

"How  could  there  be  a  race  without 
legs?" 

"Easy.  What's  the  matter  with  a  motor 
boat  race?  At  the  same  time,  it  looks  as 
if  a  legless  race  would  be  a  great  boon 
during  any  presidential   election  year." 

"How  so?" 

"Everybody  would  be  going  on  the 
stump." 


Approximately  1,000  people  watched  an 
exciting  series  of  bicycle  races  at  the  West 
End  track,  Detroit,  Mich.,  last  Sunday  after- 
noon, 24th  inst.  Honors  were  divided  be- 
tween Foster,  Walker  and  T.  McCarthy,  of 
Stratford,  Ont.  The  feature  race  of  the 
afternoon  was  the  five-mile  handicap  which 
Walker  captured  from  the  220-yard  mark. 
Walker  also  won  the  half-mile  motorpaced 
race  against  McCarthy,  the  Canadian.  The 
summaries  follow: 

One-mile  open,  boys — Won  by  W.  Tra- 
hey;  second,  L.  Beyster;  third,  A.  Trahey; 
fourth,   R.   McLerie.     Time,  3:16. 

Two-mile  novice — Won  by  R.  Roughley; 
second,  A.  Tasker;  third,  P.  Primrose. 
Time,  5:06. 

Half-mile  motorpaced — Won  by  F.  J. 
Walker;  second,  T.  McCarthy.  Time,  1:01 
and   1:04. 

One-mile  open — Won  by  T.  McCarthy; 
second,  F.  J.  Walker;  third,  J.  Procnow. 
Time,  2:14. 

Five-mile  handicap — Won  by  F.  J.  Wal- 
ker (220  yards);  second,  J.  Procknow  (350 
yards);  third,  H.  Roughley  (400  yards); 
fourth,  C.  Ward  (550  yards).     Time,  12:41. 

One-mile  motorcycle — Won  by  G.  Zieg- 
ler;  second,  Hanan;  third,  Smith;  fourth, 
Walker.    Time  not  taken. 


Landing  in  a  Hole. 

"First  experiences  are  often  laughable 
and  sometimes  painful;  I  think  my  initial 
efforts  at  handling  a  motor  bicycle  were 
both  and  mainly  the  latter,"  said  an  old 
cyclist  when  he  met  a  Bicycling  World 
man  the  other  day. 

Circumstances  could  hardly  have  been 
more  adverse,  but  then  the  adventure  was 
not  entirely  of  my  own  choosing.  I  had 
missed  the  last  trolley  car  intervening  be- 
tween me  and  the  two  miles  of  road  that 
led  to  the  station  where  I  had  left  my 
bicycle.  Common  sense  plainly  said  'get 
a  horse'  or  'hoof  the  two  miles  and  do  the 
rest  on  the  bicycle.  The  two  miles  were 
all  up-hill,  but  over  a  beautiful  macadam 
road;  the  'rest'  represented  a  stretch  vari- 
ously put  down  as  anywhere  from  three 
to  five  miles  of  the  most  indifferent  kind 
of  cow  paths  with  one  very  respectable 
bump  to  mount  and  its  equal  to  descend  on 
the  other  side.  I  have  never  wished  for  a 
coaster  brake  quite  as  much  as  in  descend- 
ing that  hill  for  it  not  only  turns  sharply 
to  the  left  at  the  foot,  but  there  is  a  sand 
patch  at  the  bottom  just  long  enough  to 
throw  a  man  very  neatly.  There  are  few 
things  that  are  more  conducive  to  losing 
control  of  the  machine  than  a  plunge  into 
one  of  these  sand  pits  when  going  at  a  good 
clip.  That's  my  experience,  at  any  rate,  and 
I  suppose  that  it  tallies  with  that  of  the 
majority." 


400  THE  BICYCLING  WORLD 


A  Bee  Hive  of  Industry. 

WHEELS  TURNING. 

FACTORY  HUMMING. 

We're  now  working  harder  than  ever — day  and  night — and 
filling  as  rapidly  as  possible  the  ever  increasing  orders  for 

YALE  and  SNELL  BICYCLES 

and  the  famous 

Yale-California  Motorcycle 

Earthquakes,  financial  or  otherwise,  have  not  affected  our  produc- 
tion one  particle,  and  our  energy  and  activity  Is  greater  than  ever. 

We  are  carrying  out  all  our  contracts, 
and  shall  continue  to  do  so  despite 
the  statements  of  an  unscrupulous 
and  malicious  competitor. 

tS^         iS»         fe^ 

THE  CONSOLIDATED  MFG.  CO. 

TOLEDO,  OHIO. 


JUPITER  JUMPED  IN 

But  he  Couldn't  Throw  Enough  Cold  Water 
on  this  Meet  to  Spoil  it. 


Due  generally  to  the  patronage  of  the 
Stroud  Wheelmen,  of  Philadelphia,  and  the 
Atlantic  Wheelmen,  of  Atlantic  City,  N.  J., 
and  due  specifically  to  the  untiring  efforts 
of  those  sturdy  workers,  "Dick"  Stroud  and 
"Charlie"  Van  Doren,  amateur  bicycle  rac- 
in  in  Southern  New  Jersey  has  taken  a  new 
lease  of  life.  Stroud  and  Van  Doren  largely 
have  been  instrumental  in  having  the 
track  at  Washington  Park-on-the-Delaware 
fixed  up  and  in  having  bicycle  races  fea- 
tured in  the  athletic  games  and  the  crowds 
that  have  come  out  to  the  meets,  principally 
to  see  the  most  interesting  of  all  the  events 
— the  bicycle  races — attests  in  no  small 
measure  to  th"  rejuvenated  popularity  the 
game  of  being  your  own  motor  is  receiving 
in  that  locality. 

Last  Saturday,  23d  inst.,  more  than  4,000 
people  saw  the  one  and  three-mile  bicycle 
races,  held  in  conjunction  with  the  fourth 
annual  picnic  and  games  of  some  carpet 
weaving  association  and  the  geater  per- 
centage of  their  enthusiasm  focused  natur- 
ally on  the  bicycle  events. 

Every  preliminary  heat  in  the  one  mile 
handicap  proved  a  race,  but  the  final  heat 
was  marred  by  a  mix-up  in  the  fifth  lap 
when  Royal  and  Trotter  fell.  It  was  won 
by  J.  Farber,  from  30  yards,  in  2  minutes 
A2%  seconds,  with  W.  Richard  Stroud  close 
up.  J.  Glass  lasted  long  enough  to  cross 
the   tape   third. 

Jupiter  Pluvius  who  had  kept  the  gay 
picnicers  in  terror,  all  afternoon  lest  he 
should  vent  his  vengeance  in  a  manner  cal- 
culated to  spoil  lovely  spring  headdress, 
cause  carefully  made  up  complexions  to 
melt  and  make  daintily  prepared  coiffures 
look  like  a  Salem  county  wheatfield  after 
a  hail  storm,  to  say  nothing  of  dampening 
individual  ardors  to  a  great  degree,  finally 
opened  the  floodgates.  Notwithstanding 
this  watery  setback,  the  officials  called  the 
riders  out  for  the  three-mile  handicap,  and 
at  the  starting  gun  the  picnicers,  big  and 
little— the  latter  with  reckless  abandon  arid 
regardless  of  what  "maw"  would  say  when 
she  cast  the  stern  maternal  eye  on  those 
disarranged  toilettes— rushed  from  all  sides 
to  view  the  race,  and  their  sport-thirsty  ap- 
petites were  rewarded  by  seeing  one  of  the 
hardest  fought  mud  races  that  ever  had  "^ 
been  run  on  the  track  that  bears  G.  W.'s 
name. 

Seven  riders  got  on  their  marks,  from 
scratch  to  175  yards,  with  Trotter,  Stroud 
and  Cadwallader  on  the  former.  The  honor 
men  soon  overhauled  Ivey,  of  Atlantic  City, 
on  25  yards,  and  they  "nailed"  the  others 
at  two  laps.  The  remaining  sixteen  laps 
was  a  procession  with  Stroud  and  Trotter 
carrying  the  torchlights,  Cadwallader  hav- 
mg  suddenly  remembered  at  the  ninth  lap 
thae   his    folks    were    going    to    have    fried 


Tto  BICYCLING  WORLD 

tomatoes  for  supper  and  the  evening  meal 
bell  tinkled  so  imaginatively  in  his  ears 
that  he  heard  the  call  and  "three-and-twen- 
tied."  In  the  last  lap,  Farber,  who  had 
been  enjoying  a  midsummer  sleighride, 
suddenly  saw  a  "charmer"  on  the  opposite 
side  of  the  track  and  he  hastened  thither, 
but  Stroud  and  Trotter  (Dan  sometimes 
breaks  into  a  sprint),  wanted  to  be  along 
while  the  introductions  were  in  progress 
so  they  hurried  also.  Trotter,  as  usual,  get- 
ting there  first.  Farber  was  second  and 
Stroud  third.  The  trio  met  Ivey  on  the 
tape  side,  when  he  had  paused  to  get  lap- 
ped three  times,  it  being  a  superstition  of 
the  darker  race  that  three  times  anything  is 
lucky.     He  got  fourth.     The  summaries: 

One  mile  handicap — First  heat  won  by  F. 
Royal  (50  yards);  second,  Dan  Trotter, 
(scratch);  third,  J.  Glass  (35  yards).  Time, 
2:505^.  Second  heat  won  by  J.  Farber  (30 
yards);  second,  J.  Taylor  (SO  yards);  third, 
Dick  Stroud   (scratch).     Time,  2:40.     Final 


401 

JOHN  D.,  BICYCLE  TEACHER 

Man  of  Multidunious  Millions  gives  Cycle 
Lessons  and  Praise  Free. 


CHRONIC  KICKER 

IS  ALWAYS  DIS- 
APPOINTED IN 

HOtliAMIGHT  Ti  UPE 

IT'S  TOO  GOOD  FOR  HIM 


DOES  NOT  DRY  UP 


Morgans  Wright 

CHICAGO 


NEW    XOKK    BRAlTCH    214-2I6    WKST    47TH    ST. 


heat  won  by  Farber;  second,  Stroud;  third 
Glass.    Time,  2-A2%. 

Three  mile  handicap — Won  by  Dan  Trot- 
ter (scratch);  second,  J.  Farber  (50  yards); 
third,  Dick  Stroud  (scratch);  fourth,  W. 
Ivy  (25  yards).     Time  not  taken. 


Vailsburg  to  Tempt  the  Fates. 
To  increase  the  excitement  at  the  Vails- 
burg races,  the  management  has  decided 
that  it  must  institute  more  novel  races.  One 
of  the  fatures  will  be  the  incorporation  of 
motorpaced  races.  As  the  public  will  un- 
doubtedly turn  out  en  masse  when  there  is 
the  bare  chance  of  witnessing  an  accident, 
no  doubt  the  scheme  will  pay  the 
promoter,  but  with  the  condition  the  track' 
is  in  at  present  there  will  undoubtedly  be  a 
killing  unless  the  oval  is  resurfaced  and 
improved. 


Since  John  D.  Rockefeller  went  abroad 
he  has  been  such  a  much  interviewed  man  ' 
as  to  suggest  that  he  is  carrying  a  press 
agent  with  him.  The  cables  have  been  heavy 
with  his  doings  and  his  sayings,  none  of 
which  have  been  more  to  the  point  than  his 
tribute  to  the  bicycle.  Mr.  Rockefeller  at 
play  and  Mr.  Rockefeller  at  work  are  two 
very  different  men,  and  so  it  came  about 
that  another  American,  a  scribe  by  profes- 
sion, discovered  him  one  day  with  his 
bicycle,  and  found  not  an  astute  financier, 
but*  a  jovial  old  man  with  a  hobby— the 
bicycle.  All  of  which  goes  to  prove  as 
has  been  said  more  than  once  that  not  alone 
the  poor  man  and  his  wife  and  children 
still  use  the  bicycle,  but  also  some  who  are 
by  no  means  to  be  included  in  that  cate- 
gory. 

According  to  the  cable,  the  correspondent 
and  a  doctor  friend  met  him  on  the  Avenue 
des  Beauxmonte,  and  he  rode  up  to  them 
whistling.  As  he  dismounted  he  asked  the 
former  if  he  ever  rode  a  wheel  and  on 
being  answered  in  the  negative  Mr.  Rocke- 
feller quickly  said: 
"You  must  learn." 

Mr.  Rockefeller  insisted  that  the  doctor 
tell  a  funny  story  of  his  bicycle  ride,  which 
that  gentleman  did  with  a  great  flourish 
and  many  gestures.  The  Oil  King's  laugh- 
ter was  loud  enough  to  be  heard  a  block 
away. 

Mr.  Rockefeller  rode  a  little  while  more 
and  then  got  off  again.  Said  he  to  the 
now  thoroughly,  astounded  but  interested 
correspondent: 

"Now,  here,  watch  me  mount.  I  will  ride 
a  little  way,  then  you  try,"  and  he  suited 
the  action  to  the  word.  Then  he  again  dis- 
mounted and  said: 

"Now,  I'll  hold  it  while  you  get  on;  it  is 
one  of  the  best  exercises  in  the  world  and 
is  good  for  'that  heavy  feeling'  in  the  head 
that  you  complain  of.  The  pushing  out  of 
the  legs  sends  the  blood  all  through  the 
body  and  away  from  the  head.  Isn't  that 
correct,  doctor?" 

"Exactly  as  you  have  put  it,"  answered 
Dr.  Biggar. 

"Now,"  continued  Mr.  Rockefeller,  "while 
I  hold  it  you  get  on,  and  don't  be  afraid; 
It  only  requires  confidence,  the  remainder 
comes  of  itself." 

By  this  time  a  crowd  had  gathered  to 
watch  the  richest  man  in  the  world  giving 
a  bicycle  lesson. 

He  guided  the  correspondent  a  hundred 
yards  and  then  gave  way  to  a  workingman, 
whom  he  tipped  for  finishing  the  lesson. 
The  oil  king  then  explained: 

"It  is  great  sport— this  and  golf.  I  have 
four  or  five  wheels  at  home,  and  Dr.  Wil- 
liam Rainey  Harper  and  I  frequently  rode 
together." 


402 


THE  BICYCLING  WORLD 


SALT    LAKE'S    SAUCER 


Lawson    Landed    Lap    Event,    Thanks    to 
Team  Work — Crowds  in  attendance. 


Salt  Lake  City,  June  19 — Although  .the 
weather  was  exceedingly  chilly  at  the  sau- 
cer to-night,  it  did  not  seem  in  any  way  to 
cool  the  ardor  of  the  record-breaking  crowd 
that  witnessed  the  races.  If  the  crowds 
continue  to  increase  at  the  ratio  so  far.  Nel- 
son &  Halverson,  the  owners  of  the  track, 
will  have  to  increase  the  seating  capacity 
to  twice  what  it  is  at  present.  The  National 
Cycling  Association  has  decreed  that  there 
shall  be  no  teaming  in  the  races  but  either 
the  officials  are  not  yet  aware  of  the  fact 
or  they  prefer  to  close  one  eye  to  the  trans- 
gressions. Several  teams  were  very  appar- 
ent this  evening,  one  of  them  being  Iver 
Lawson  and  Walter  Bardgett.  The  "flying 
Buffalo'"  landed  the  Swede  a  victor  in  the 
five-mile  open.,  Williams  and  Hopper  ap- 
peared to  be  working  together  in  this  race 
and  in  the  one-mile  invitation  the  Burris- 
Smith   combination  tried  to   do   Samuelson. 

The  five-mile  lap  race  was  marred  by  the 
absence  of  McFarland,  Fogler  and  Down- 
ing at  the  finish.  "Long  Mac's-"  rear  tire 
blew  up  at  the  start  and  in  the  preliminary 
lap  Fogler,  Redman  '  and  Munroe  went 
down,  the  Brooklyn  rider's  rear  wheel  col- 
lapsing. Instead  of  restarting  the  race  the 
judges  sent  the  riders  off  without  the  quar- 


tet, a  pretty  "raw"  deal,  to  say  the  least. 
Downing  dropped  out  after  a  couple  of  laps. 
Samuelson  tacked  onto  Lawson's  wheel  at 
the  start  and  stayed  there  until  the  finish. 
Near  the  finish  Williams  with  Hopper 
tacked  on,  tried  to  steal  a  lap,  but  watch- 
ful Bardgett  quickly  pulled  Lawson  into 
position.  Two  laps  from  home  Hopper 
came  out  from  behind  Williams  and  began 
to  unwind.  Lawson  accepted  the  challenge, 
with  Samuelson  sleighriding.  The  native 
Salt  Lake  man  tried  his  hardest  to  out- 
sprint  the  former  world's  champion,  but 
as  usual,  Lawson  had  the  speed  to  land  him 
a  winner. 

Samuelson  won  the  mile  mile  invitation,  a 
race  for  the  "also  rans,"  but  it  lacked  the 
"invitation"   part  of  it. 

Jack  Hume  scored  in  the  two-mile  lap 
race  for  amateurs,  Holliday  getting  second 
and  John  Berryessa,  of  San  Jose,  Cal., 
third.  Holliday,  from  50  yards,  beat  Hume, 
from  scratch,  in  the  mile  handicap,  and 
Harry  Weiser  came  in  third. 

"Duck  Soup"  Turville,  christened  by  his 
fond  parents  as  Clementinus,  held  a  little 
motorcycle  race  of  his  own  as  the  last  event 
on  the  program.  Ed  Heagren  and  "Shadow" 
Samuelson  thought  they  were  in  the  race 
but  that  was  simply  a  case  of  addled  gray 
matter  on  their  part.  True,  they  were  on 
their  machines  and  rode  on  the  track  while 
Turville  was  giving  his  exhibition,  but  as 
for  figuring  in  the  race,  they  were  clearly 
outclassed  all  around.     Turville  lapped  the 


other  riders  three  or  four  times  and  after 
that  the  officials  forgot  to  count.  The  time 
was  fast,  6  minutes  38  seconds.  The  sum- 
maries: 

One  mile  handicap,  amateur — Qualifants: 
J.  E.  Holliday,  A:  F.  Bird,  Jack  Hume,  P. 
Giles,  Harry  Weiser,  Fred  West,  Tommy 
Morgan  and  A.  F.  McMaster.  Final  heat 
won  by  J.  E.  Holliday  (SO  yards);  second, 
Jack  Hume  (scratch) ;  third,  Harry  Weiser 
(85  yards);  fourth,  P.  Giles  (60  yards); 
fifth,  T.  Morgan  (55  yards).     Time,  1:583/^. 

One  mile  invitation,  professional — Quali- 
fants: Jack  Burris,  E.  Smith,  S.  H.  Wil- 
cox, Emil  Agraz,  W.  E.  Samuelson,  Iver 
Redman,  Ernest  Pye  and  W.  P.  Palmer. 
Final  heat  won  by  W.  E.  Samuelson;  sec- 
ond, E.  Smith;  third,  E.  Pye;  fourth,-  S.  H. 
Wilcox;  fifth,  Iver  Redman.     Time,  2:13^. 

Two  mile  lap  race,  amateur — Won  by 
Jack  Hume;  second,  J.  E.  Holliday;  third, 
John  Berryessa;  fourth,  P.  Giles.  Laps^ 
Crebs,  4;  Bird,  2;  Morgan,  5;  Schnell,  1; 
Burrows,  2,  and  Hume,  2. 

Five  mile  lap  race,  professional — Won  by 
Iver  Lawson;  second,  W.  E.  Samuelson; 
third,  W.  P.  Palmer;  fourth,  Norman  C. 
Hopper;  fifth,  S.  H.  Wilcox.  Time,  10:24f|. 
Laps — Achorn,  6;  Smith,  2;  Burris,  9;  Ag- 
raz, 6;  Williams,  7;  Wilcox,  3;  Bardgett,  5; 
Lawson,  1. 

Five  mile  motorcycle,  open — Won  by 
Clem  Turville;  second,  E.  B.  Heagren; 
third,  T.  N.  Samuelson;  fourth,  Carl 
Schmidt.     Time,  6:38. 


Veeders  for  Motorcycles. 


Veeder    Inp  Cyclometer  for 
Motorcycles. 

Price  compi  te  wJlh   "^otorcycie 
Striker    $2  50. 


Veeder  Trip  Cyclometers  are  now  made 
with  a  strengthened  case,  making  them  suitable 
for  the  more  severe  service  of  motorcycle  use- 
A  new  motorcycle  striker  is  also  provided, 
which  clamps  securely  to  the  spoke  of  a  motor- 
cycle wheel. 

Motorcycles  need  regular  lubricating  periods 
■ — not  based  on  time,  but  on  mileage.  In 
addition  to  the  practical,  mechanical  reasons 
for  having  a  Veeder  on  your  motorcycle,  there 
is  the  further  reason  that — 

"  It's  Nice  to  Know 
How   Far  You  Go." 

F-EB  BOOKLET  ON   REQUEST. 


The  New  Veeder  Motorcycl.; 
Striker. 


THE  VEEDER  MFG.  CO.,  Z(i  Sarg:eant  St,  Hartford,  Conn. 

Makers  of  Cyclometers.  Odometers,  Tachometers,  Tachodometers,  Counters  and  Fine  Castings. 


THE 

"Good  Old  Standbys" 

BEVIN 
Bells 


BEVIN 
Toe  Clips 


BEVIN 
Trouser  Guards 


Prices  as  interesting  as  ever. 


Bevin  Bros.  Mfg.  Co. 

EASfHAMPTON,  CONN. 


THE  BICYCLING  WORLD 

The  Week's  Patents. 

822,681.  Carburetter  for  Gasolene  En- 
gines. Robert  A.  Middleton,  Rexburg, 
Idaho.  Filed  May  2,  190S.  Serial  No. 
258,447. 

Claim. — 1.  A  carburetter  having  a  liquid- 
fuel  chamber  with  an  air-passage  extending 
through  it,  a  carburetter-chamber  above 
and  communicating  with  the  air-passage,  a 
valve-chamber  below  and  communicating 
with  the  air-passage,  a  valve-chamber  below 
and  communicating  with  the  air-passage,  a 
main  air-supply  tube  extending  into  the 
valve-chamber,  an  auxiliary  air-supply  slid- 
ing in  the  valve-chamber  around  the  main 
air-supply  tube,  a  spring  encircling  the  main 
air-supply  tube,  and  a  frusto-conical  mem- 
ber mounted  on  the  air-supply  tube  and 
engaged  by  the  spring  for  the  purpose 
specified. 

823,115.  MufHer.  Benjamin  A.  Gramm, 
Chillicothe,  Ohio.  Filed  Dec.  8,  190S.  Serial 
No.  290,863. 

Claim. — A  muffler  made  up  of  two  com- 
partments of  unequal  volume,  the  inlet- 
compartment  being  of  substantially  twice 
the  volume  of  the  outlet-compartment;  each 
of  said  compartments  comprising  an  end 
piece  and  a  series  of  concentric  cylindrical 
shells  one  end  of  each  of  which  is  mounted 
in  one  of  said  end  pieces  and  the  other  end 
of  each  of  which  is  mounted  in  a  partition 
which  separates  said  compartments  from 
each  other;  the  outer  shell  of  each  com- 
partment being  imperforate  and  the  other 
shells  thereof  being  perforated;  and  said 
partition  being  formed  with  apertures  ex- 
tending entirely  around  its  outer  edge  be- 
tween the  walls  of  the  outer  and  the  next 
to  outer  shells. 

823.915.  Cycle-Saddle.  John  B.  Brooks, 
Birmingham,  and  John  Holt,  Aston,  Eng- 
land. Filed  Nov.  6,  1905.  Serial  No.  286,- 
162. 

Claim. — 1.  In  a  cycle-saddle,  the  combi- 
nation with  a  seat  having  underframing- 
springs,  of  supporting  devices  arranged  un- 
derneath the  rear  portion  of  the  seat,  and 
spring  means  engaging  the  said  supporting 
devices  and  independent  of  the  underfrain- 
ing-springs,  the  said  springs  being  carried 
by  a  relatively  stationary  part  of  the  saddle. 

823.916.  Cycle  Saddle.  John  B.  Brooks, 
Birmingham,  and  John  Holt,  Aston,  Eng- 
land. Filed  Nov.  6,  1905.  Serial  No. 
286,163. 

Claim. — 1.  In  a  cycle-saddle,  the  combi- 
nation of  a  seat,  diagonally-arranged,  flex- 
ible devices  under  the  rear  portion  of  the 
seat  and  supporting  the  latter,  and  yielding 
means  connected  to  the  inner  and  of  the 
said  devices  to  the  rear  portion  of  the  seat. 


STARR 
BELLS 

Out  1906  line  of 
Bicycle  Bells  is  now 
ready.  We  have 
added  several  n€w 
styles,'  and  it  will 
pay  you  to  write  us 
before  placing  your 
contract. 

The  Starr  Bros. 
Bell  Company 

Eashamp  en,  Conn 


403 


More 

INDIAN 

Victories* 

New  York  Motor- 
cycle Club's  One 
Pint  Economy  Test 

(For  members  only) 

But  one  Indian  started. 
It  was  sufficient. 
Ridden  by  M.  E.  Toepel, 
a  one-armed  rider,  it 
won  with  lots  to  spare, 
covering 

16.6  MILES. 

Nearest  competitor 

was  more  than  four  (4) 

miles  behind. 


In  the  automobile  meets  at 
Washington,  D.  C,  and  St.  Louis, 
Mo,  on  June  16th,  Indians  ac- 
counted for  both  motorcycle  events 
that  were  run. 


The  order  for 


Philadelphia's 
Police  Motorcycles 

awarded  to  the  Indian 


Comment  Unnecessary 
HENDEE  MEG.  CO., 

Springfield,   !V1as§. 


IK 


404 


THE  BICYCLING  WORLD 


. 


Continental  Rubber  Works  Suit. 

We  desire  to  notify  the  trade  that  our  suit 
against  the  Continental  Rubber  Works  of  Erie,  Pa., 
under  the  Fillinghast  Patents  is  still  pending,  and 
that  purchasers  and  users  are  equally  liable  for  in- 
fringement. 

The  following  manufacturers  are  licensed  to 
make  and  sell  single  tube  tires  under  the  Tilling- 
hast  Patents: 


Hartford  Rubber  Works  Co. 

Diamond  Rubber  Co. 

Fisk  Rubber  Co. 

Pennsylvania  Rubber  Co. 

Indiana  Rubber  & 

Insulated  Wire  Co. 

Goshen  Rubber  Works 
Lake  Shore  Rubber  Co. 


B.  F.  Goodrich  Co. 

Goodyear  Tire  &  Rubber  Co. 

Kokomo  Rubber  Co. 

International  Automobile    S; 
Vehicle  Tire  Co. 

Morgan  S^  Wright. 

Boston  Woven  Hose 

&  Rubber  Co. 


SINGLE  TUBE  AUTOMOBILE  &  BICYCLE  TIRE  CO. 


Tht  Bicycling  World 


;\\       AND  MOTORCYCLE  REVIEW. 


Volume  LIII. 


ew  York,  U.  S.  A.,  Saturday,  July  7,  1906. 


No.  15 


HEADQUARTERS  AR^5ELECTED 


Where  Atlantic  City  Meetings  will  be  Held 
— The  Hotel  Rates  and  Railroad  Fares. 


Hotel  Islesworth  is  to  be  the  official  hos- 
telry during  the  meetings  of  the  Cycle  Man- 
-  ufacturers'  Association  and  Cycle  Parts  and 
Accessory  Association,  at  Atlantic  City, 
July  25  and  26. 

This  information  is  of  more  importance 
than  it  may  appear.  July  is  one  of  the  hotel 
harvest  months  at  the  New  Jersey  resort 
and  bed  and  board  of  the  right  sort  is 
not  usually  readily  obtainable.  It  required 
personal  visits  from  representatives  of  the 
two  associations  to  effect  the  necessary  ar- 
rangements with  Hotel  Islesworth  and  they 
advise  all  who  propose  attending  the  sea- 
side gathering  to  have  their  reservations 
booked  without  further  delay. 

The  hotel  is  located  on  Virginia  avenue 
within  about  one  hundred  feet  of  the  Board- 
walk and  within  half  a  block  of  the  Steel 
Pier.  The  rates  that  will  apply  are  as  fol- 
lows: One  person  in  a  room  with  board, 
$3  to  $3.50  per  day;  two  persons  in  a  room 
with  board,  $5  to  $6  per  day;  one  person  in 
a  room  with  bath  and  board,  $5  per  day  and 
upwards;  two  persons  in  a  room  with  bath 
and  board,  $8  to  $10  per  day.  Weekly  rates 
as  follows:  One  person  in  a  room  with 
board,  $19  to  $22;  two  persons  in  a  room 
with  board,  $32  to  $38;  one  person  in  a 
room  with  bath,  $32  and  upwards;  two  per- 
sons in  a  room  with  bath,  $50  and  upward. 

The  joint  meeting  of  the  manufacturers 
and  jobbers  will  be  held  in  the  Islesworth's 
palm  room,  not  far  removed  from  the  thirst 
parlor;  the  sessions  of  the  C.  M.  A.  and  the 
C.  P.  &  A.  A.  will  be  held  in  other  rooms 
of  the  hotel. 

As  was  previously  stated,  the  Trunk 
Lines  Association  already  has  granted  the 
li<5  fare;  the  association  includes  the  States 
of  New  York,  New  Jersey,  Pennsylvania, 
Delaware,  Maryland,  West  Virginia  and 
part  of  northern  Virginia.  The  Central 
Passenger  Association  and  the  Western 
Passenger  Association,  whose  jurisdiction 
extends  as  far  as  Colorado,  excepting  only 
southern  Missouri,  Arkansas,  Te-xas  and 
Oklahoma,  have  requested  further  informa- 
tion regarding  the  meeting,  but  there  is  no 


doubt  but  that  they  will  concede  the  rate. 
Only  the  Southern  Passenger  Association 
has  refused  to  do  so,  on  the  ground  that 
the  attendance  from  the  South  would  not 
be  sufficiently  large  to  merit  the  concession. 
In  order  to  obtain  the  benefit  of  the  re- 
duced rate,  it  should  be  borne  in  mind  that 
it  has  been  granted  to  the  Cycle  Parts  & 
Accessory  Association,  not  to  the  Cycle 
Manufacturers  Association,  as  first  reports 
stated,  and  that  certificates  must  be  issued 
accordingly. 


Some  Opinions  from  Middletovm. 
"One  of  our  agents  has  sent  us  a  card 
which  reads:  'If  there  was  a  better  bicycle 
made  than  the  Racycle,  we  would  be  selling 
it' — a  fact  which  we  think  makes  it  worth 
remarking  that  this  particular  agent  has 
already  reordered  eight  times  this  season," 
says  the  Miami  Cycle  &  Mfg.  Co.,  in  the 
course  of  a  letter  dealing  with  other  mat- 
ters. "We  had  rather  see  our  high-grade 
competitors  selling  twice  as  much  as  they 
do  now  than  to  see  the  public  fooled  with  a 
lot  of  junk,"  they  add,  and  continue:  "The 
small  dealer  who  sells  the  junk  is  slowly 
but  surefy  cutting  his  own  throat  and  help- 
ing to  kill  the  trade." 


Dealer   Sustains   Fatal   Fall. 

Seymour  H.  Brown,  a  well-known  bicycle 
dealer  and  a  prominent  good  roads  advo- 
cate, of  Hornell,  N.  Y.,  met  with  a  sad 
accident  on  Sunday  afternoon  last,  which 
resulted  in  his  death.  Brown  was  riding 
his  motorcycle  out  Seneca  street,  and  in 
order  to  avoid  a  collision  with  a  team, 
turned  into  Maple  street.  In  making  the 
turn  back  to  Seneca  his  front  wheel  struck 
the  curb  and  he  was  thrown  heavily,  strik- 
ing his  head  and  sustaining  a  fracture  of 
the  skull.  He  was  removed  to  St.  James' 
Mercy  Hospital  where  every  effort  was 
m.ade  to  save  his  life,  but  he  died  during 
the  night. 


Veteran  Dealer  Celebrates  Birthday. 

To  celebrate  his  sixtieth  birthday,  and 
incidentally,  to  disprove  the  Osier  theory, 
his  friends  having  told  him  he  was  getting 
too  old  to  ride  a  bicycle,  J.  Fred  Probst, 
the  Terre  Haute,  Ind.,  dealer,  finished  a 
riding  time  was  7  hours  45  minutes 


RECEIVER'S  ENCOURAGING  WORDS 


Presents  Some  Figures  and  Says  Consoli- 
dated Business  is  at  last  on  Paying  Basis. 


For  the  first  time  since  its  troubles  came 
to  a  head  on  May  3d  last,  on  which  date  the 
receiver  took  charge,  a  statement  bearing 
on  the  affairs  of  the  Consolidated  Mfg.  Co., 
Toledo,  Ohio,  has  been  issued. 

It  is  dated  June  29th  and  bears  the  sig- 
nature of  W.  F.  McGuire,  as  manager  for 
the  receiver,  Mr.  McGuire  being  the  same 
who  assumed  the  general  management  of 
the  company  shortly  before  the  failure. 

In  addition  to  presenting  some  itemized 
figures,  Mr.  McGuire  says: 

"The  inventory  of  plant,  etc.,  shows  as- 
sets approximating  $300,000.  It  is  imprac- 
ticable at  this  time  to  furnish  complete 
statement  of  assets  and  liabilities,  as  some 
of  the  creditors  have  not  yet  filed  certified 
statements  of  accounts.  The  proceedings 
in  bankruptcy  have  been  continued  to  Aug- 
ust 1,  and  we  hope  to  make  favorable  state- 
ments for  June  and  July. 

"The  sales  of  bicycles,  motorcycles,  forg- 
ings,  etc.,  thus  far  in  June,  show  an  increase 
of  nearly  $15,000  over  corresponding  period 
a  year  ago  and  the  outlook  for  the  future 
is  very  bright.  The  business  appears  to 
have  at  last  reached  a  paying  basis,  and 
with  good  management  there  is  no  reason 
why  it  should  not  continue  to  pay." 


Badger  Occupies  its  Eastern  Factory. 

The  Badger  Brass  Mfg.  Co.,  manufac- 
turers of  the  Solar  lamps,  are  now  in  pos- 
session of  their  recently  established  Eastern 
factory  on  Eleventh  avenue  near  Thirty- 
sixth  street.  New  York,  and  the  plant  is 
now  in  full  operation.  As  a  matter  of  course, 
the  depot  and  salesroom,  previously  main- 
tained at  11  Warren  street,  have  been  dis- 
continued. 


Beltz  and  Delavie  Part  Company. 

Charles  F.  Beltz  and  Frank  J.  Delavie, 
who  have  been  doing  a  jobbing  business  at 
524  Penn  avenue,  Pittsburg,  dissolved  part- 
nership June  30,  by  mutual  consent,  Delavie 
retiring.  The  business  will  be  continued 
at  the  same  place  by  Beltz,  under  the  firm 
name,  Charles  F.  Beltz  &  Co. 


414 


THE  BICYCLING  WORLD 


HOW  TO   SHAPE  TUBING 


Tools  and  Methods  Necessary  in  the  Small 
Shops — Bending,   Hot  and  Cold. 


While  it  is  by  no  means  a  difficult  matter 
to  shape  a  length  of  tubing  to  any  desired 
form,  when  the  correct  method  is  under- 
stood, it  not  infrequently  happens  that  when 
it  is  undertaken  by  those  whose  experience 
with  such  work  is  limited,  most  disappoint- 
ing results  are  obtained.  It  seldom  be- 
comes necessary  for  the.  rider  himself  to 
handle  work  of  this  description,  and  some- 
times even  the  regular  repairman  has  small 
occasion  for  the  few  tools  which  its  proper 
handling  requires,  and  this  being  the  casfe, 
the  art,  for  it  really  amounts  to  nothing 
less  in  its  finer  development,  is  but  little 
known  to  the  average  man.  Nevertheless, 
some  understanding  of  its  principles  is  a 
useful  acquisition,  and  may  well  come  into 
play  when  least  expected. 

In  the  first  place,  the  natural  tendency  of 
a  tube  which  is  being  bent  is  to  collapse 
at  the  point  of  greatest  deflection  forming 
a  deep  and  never-to-be-removed  kink.  It 
is  on  account  of  this  tendency  that  great 
care  must  be  taken  in  handling  tubing  un- 
der all  circumstances,  and  certain  precau- 
tions taken  to  prevent  the  injuring  of  any 
work  which  is  undertaken.  Since  a  solid 
rod  seldom  kinks  when  bent,  it  becomes 
necessary  to  fill  the  tube,  making  it  as 
-  nearly  solid  as  possible  for  the  time  being, 
in  order  to  handle  it  successfully.  When 
properly  filled,  however,  it  can  be  handled 
nearly  as  well  as  a  solid  rod,  may  be  bent 
hot  or  cold,  and  even  twisted  without  injury 
to  its  contour,  and  hence,  in  the  filling  lies 
the  whole  secret  of  the  niethod. 

When  the  bending  is  to  be  done  hot,  it 
is  necessary  to  use  a  filler  which  will  not 
be  affected  by  the  temperature,  and  which 
at  the  same  time  can  be  removed  subse- 
quently leaving  the  interior  of  the  tube  per- 
fectly clean.  For  cold  bending,  on  the 
other  haiid,  the  requirements  are  less  re- 
stricted. For  hot  working,  sand  has  been 
generally  adopted  because  of  its  resisting 
power,  and  its  unvarying  condition  regard- 
less of  temperature.  In  selecting  sand  for 
the  purpose,  it  is  desirable  to  get  a  very 
fine  grained  variety  and  to  keep  it  in  a 
box  in  a  dry  place.  It  can  be  used  over  and 
over  again,  but  it  must  never  be  wet,  lest 
the  expansion  due  to  the  moisture  when 
heated  should  burst  the  tubing  in  which  the 
sand  is  packed. 

For  cold  bending  by  machinery  or  in  dies, 
sand,  lead,  shot,  resin  and  the  flexible  spiral 
mandrel  are  used.  Sand  is  the  most  con- 
venient and  the  most  widely  used  material, 
but  it  is  objected  to  on  the  ground  that  it 
does  not  sufficiently  reinforce  the  walls  of 
the  tube  for  cold  bending.  Those  who  use 
lead  claim  that  it  is  a  perfect  filler  because 
it  entirely  fills  the  inside  of  the  tube,  and  is 
yet  soft  enough  to  off'er  but  little  resist- 
ance to  tlie  bending  force.     However,   the 


use  of  lead  is  not  as  economical  as  that  of 
sand,  because  the  lead  must  be  melted  in 
order  to  be  poured  into  the  tubing,  and  the 
tubing  must  be  heated  hot  enough  after  the 
bending  to  melt  the  lead  so  that  it  will  run 
out.  Even  then  it  is  difficult  to  get  it  all 
out  of  the  bar,  and  the  time  and  labor  ex- 
pended in  putting  it  in  and  taking  it  out 
add  greatly  to  the  cost. 

The  same  objection  applies  to  resin, 
which  has  the  additional  advantage  of  be- 
coming hard  and  brittle  when  it  has  cooled 
inside  of  the  tube.  The  work  does  not  have 
to  be  reheated  to  so  high  a  temperature  to 
remove  the  resin  as  it  does  with  the  lead, 
however,  so  that  for  this  reason,  other 
things  being  equal,  it  is  the  better  of  the 
two.  Fine  shot,  for  work  vvhich  is  not  too 
close,  gives  very  good  results,  and  has  the 
advantage  of  being  readily  removable.  Of 
course,  the  finest  obtainable,  should  be 
used,  and  no  attempt  should  be  made  to 
use  it  for  hot  working. 

The  spiral  mandrel,  which  is  nothing 
more  or  less  than  a  stout  spiral  spring  of 
the  same  outside  diameter  as  the  internal 
dimension  of  the  tube,  is  exceedingly  diffi- 
cult to  remove  after  the  bend  has  been 
made,  especially  when  short  radius  curves 
have  been  employed.  Moreover,  it  is  rather 
an  expensive  tool  to  use,  as  a  different  man- 
drel is  required  for  each  size  of  tubing,  and 
as  usually  it  must  be  made  for  the  purpose. 
Where  a  great  amount  of  similar  work  has 
to  be  done,  however,  it  frequently  pays  to 
use  them.  Needless  to  say,  however,  their 
use  is  limited  to  regular  repairmen.  In 
general,  sand  or  fine  shot  are  the  most  ad- 
vantageous fillers  for  the  ordinary  work- 
man to  use. 

The  most  important  consideration  in 
bending  without  special  tools  is  the  heating 
of  the  tube.  If  the  repairer  has  no  forge, 
nor  access  to  one,  he  may  do  the  work  in 
a  torch  flame.  The  forge  flame  may  be 
made  as  small  as  desired  by  banking  up  the 
fire  and  placing  the  tube  in  the  desired 
position.  However,  by  turning  on  a  good 
quantity  of  air  and  less  gasolene  or  gas 
the  torch  flame  may  be  well  regulated. 

After  the  tube  stock  for  the  bar  has 
been  cut  and  properly  filled,  it  is  placed  in 
the  flame  and  heated  only  at  that  point 
where  the  first  bend  is  to  be  made,  and  only 
on  the  side  which  will  be  the  outer  side 
of  the  arc  when  bent.  As  soon  as  the  spot 
is  heated  to  a  bright  red,  it  should  be  re- 
moved from  the  flame  and  the  tube  quickly 
clamped  in  the  vice  with  the  heated  place 
just  projecting  from  the  face  ends.  A  pull 
on  the  outer  end  of  the  tube  then  starts  the 
desired  curve. 

Only  a  short  bend  can  be  taken  at  a  time, 
but  by  successive  heatings,  moving,  the  place 
of  heating  along  the  tube  as  the  process 
advances,  a  regular  curve  of  the  desired 
radius  and  in  the  desired  place  may  be  had. 
By  not  heating  on  the  inner  side  of  the 
curve,  kinks  and  convex  annular  rolls  in 
the  tube  wall  are  avoided. 

Still  another  way  of  accomplishing  the 
same  result  is  to  clamp  the  tube  cold  in  the 


vice  and  then  heat  it  on  one  side  as  before, 
but  by  means  of  a  gasolene  torch  held  in 
the  hand.  With  the  torch  the  flame  may 
be  shifted  along  the  tube  much  more  read- 
ily than  when  the  tube  must  be  removed 
from  the  vise  each  time  and  placed  in  the 
forge  or  brazer  fire.  Then,  too,  the  work 
is  constantly  in  sight  and  the  proper  posi- 
tion of  the  successive  heatings  can  be  more 
easily  determined. 

In  securing  good  results  in  this,  as  in 
all  other  sorts  of  mechanical  work,  however, 
much  depends  upon  practice  and  the  judg- 
ment which  comes  from  experience.  De- 
spite the  greatest  precautions  to  avoid  it, 
the  tube  will  kink  occasionally,  and  unless 
great  pains  are  taken,  there  is  danger  of 
burning  the  tube  wh€;n  a  forge  flame  is 
used,  as  the  thinness  of  the  walls  render  it 
far  more  sensitive  than  a  b.ar  of  the  same 
external    dimensions. 


Cause    of    the   Motor    Misfiring. 

Excluding  partially  broken  wires  and 
loose  connections  probably  the  most  pro- 
lific cause  of  misfiring,  or  irregular  firing, 
which  may  be  a  better  way  of  putting  it, 
is  the  contact  maker.  Dirt  or  lack  of  ad- 
justment will  most  often  be  found  to  be  at 
the  root  of  it  and  unless  taken  in  time  it  will 
be  followed  by  the  inevitable  sequel — stop- 
ping altogether  and  it  then  becomes  much 
more  difficult  to  locate  the  cause  of  the  trou- 
ble. Another  thing  that  sometimes  makes 
the  search  a  tedious  one  results  from  the 
fact  that  when  tried  standing  the  contact 
maker  will  work  perfectly  and  a  good  spark 
will  bridge  the  plug,  but  as  soon  as  an  at- 
tempt is  rnade  to  run  the  machine  on  the 
road  the  trouble  recurs.  More  often  than 
not  this  will  be  found  to  arise  froin  a  lack 
of  adjustment  that  is  not  sufficient  to  pre- 
vent the  parts  from  touching  when  turned 
slowly  but  which  will  cause  them  to  separ- 
ate sufficiently  through  centrifugal  force 
when  running  at  speed  to  make  the  contact. 
It  is  a  state  of  affairs  that  has  caused  more 
than  one  motorcyclist  to  tear  down  his  car- 
buretter, put  it  together  again,  and  after 
hunting  high  and  low,  sit  down  by  the  road- 
side in  a  frenzy  bordering  on  despair.  And 
this  when  a  turn  or  two  or  a  screwdriver 
in  the  right  place  would  remedy  the  trouble 
in  a  twinkling.  There  is  no  other  part,  of 
the  entire  mechanism  that  is  so  susceptible 
to  the  ravages  of  wear  or  the  presence  of 
dirt  so  that  it  is  an  essential  that  will  bear 
constant  inspection. 


Care  Necessary  with  Generators. 

Generator  tanks  of  acetylene  lamps 
should  never  be  filled  more  than  half  to 
two-thirds  full,  as  otherwise  the  swelling 
of  the  carbide  in  the  generating  process 
may  tend  to  burst  the  receptacle.  Also, 
care  should  be  taken  to  see  that  Jio  bit." 
of  carbide  are  imprisoned  in  the  joint  as 
the  parts  are  reassembled,  as  in  this  way 
leaks  are  formed  which  sometimes  amount 
to  considerable  more  than  mere  annoyances. 


THE  BICYCUNG  WORLD 


415 


KNEADING  SAVES  BLOW-OUTS 


Pieper  on  the   Causes   of   Detachable   Tire 
Trouble  and  the  way  to  Prevent  it. 


It  seems  a  curious  fact  that  despite  the 
extended  and  rapidly  increasing  knowledge 
and  use  of  clincher  tires  of  the  G  &  J 
type,  a  comparatively  small  number  of  rid- 
ers acquire  the  simple  art  of  replacing  them 
in  the  proper  manner  and  in  such  a  way  as 
to  remove'  all  possibility  of  securing  a  "pin- 
con,"  as  the  French  term  it,  or,  in  other 
words,  of  pinching  the  inner  tube  between 
the  shoe  and  the  rim.  Once  mastered,  the 
process  is  simplicity  itself,  and  granted 
only  that  the  rider  understands  what  is  to 
be  avoided,  there  is  little  or  no  likelihood 
that  he  will  ever  suffer  from  such  an  elem- 
entary trouble.  Yet,  notwithstanding  the 
simplicity  of  the  replacing  process,  and  the 
general  understanding  of  the  principle  of 
the  thing,  as  laid  down  in  cold  print,  the 
average  dealer's  experience  simply  goes  to 
prove  that  by  far  the  greatest  amount  of 
difficulty  with  this  type  of  tire  emanates 
from  this  source  alone. 

In  a  recent  conversation  with  a  repre- 
sentative of  the  Bicycling  World,  George 
B.  Pieper,  the  veteran  Brooklyn  dealer, 
emphasized  this  fact  most  strongly,  and 
placed  the  blame  entirely  on  the  matter  of 
carelessness  at  one  stage  of  the  process, 
namely,  lack  of  proper  manipulation  after 
the  shoe  is  in'  place  and  before  inflation. 

"I  have  had  all  sorts  of  trouble  with 
riders  who  complain  of  being  unable  to 
use  such  tires  because  the  tubes  persist  in 
blowing  out,"  he  said.  "And  in  nearly 
every  case,  I  find  that  the  whole  trouble 
comes  from  pinching  the  tube. 

"I  had  an  experience  with  one  man  which 
well  illustrates  the  point,  and  simply  goes 
to  prove  what  a  little  care  taken  at  the  right 
time  will  do  for  the  tire,"  he  continued. 
"This  man  of  whom  I  speak  had  been  hav- 
ing a  lot  of  trouble  with  his  tires,  and  to 
cap  the  climax,  had  blown  out  three  tubes 
in  quick  succession.  Needless  to  say,  he 
came  back  to  me  with  his  tale  of  woe,  blam- 
ing the  goods,  and  telling  what  an  awful 
time  he  had  been  having,  and  how  he  would 
have  no  more  of  those  tires.  I  begged  him 
to  let  me  put  in  just  one  tube  for  him,  offer- 
ing to  set  it  up  myself  and  replace  it  if  it 
gave  way.  This  he  consented  to  do,  and 
so  I  fixed  him  up.  It  was  a  little  over  a 
month  before  I  saw  his'  face  again,  and  up 
to  that  time  he  had  no  trouble  whatever 
— had  not  even  put  a  pump  to  his  tires. 

"There  are  two  possible  sources  of  trou- 
ble which  may  arise  from  the  same  general 
cause,  and  both  are  easily  obviated.  In  the- 
first  place,  unless  the  tube  is  inflated  to 
the  proper  degree  before  the  second  side  of 
the  shoe  is  put  in  place,  there  is  danger 
that  it  may  catch  a  fold  of  the  tube  and 
pinch  it,  ultimately  causing  it  to  give  way, 
either    on   account   of   the   pressure    of   the 


shoe  weakening  it,  or  because  its  retention 
in  one  spot  serves  to  prevent  the  slight 
amount  of  working  between  the  outer  and 
inner  envelopes  which  is  essential  to  good 
tire  service.  The  second  cause,  which  is 
a  frequent  source  of  trouble,  ridiculous  as 
it  may  seem,  arises  simply  from  neglect  to 
catch  the  bead  of  the  shoe  under  the  flange 
all  the  way  around. 

"In  putting  on  a  tire,  after  the  tube  is  in 
place,  it  should  be  inflated  just  sufficiently 
to  make  it  round  out  to  its  full  diameter, 
yet  not  enough  to  make  it  too  stiff  to  work 
between  the  hands.  Then  after  pushing 
down  the  edge  of  the  shoe  until  it  comes 
under  the  flange  all  around,  the  tire  should 
be  grasped  firmly  in  the  palms  of  both 
hands  and  worked  around  until  it  is  seen 
that  the  bead  has  fully  engaged  the  flange. 
This  kneading  process  serves  not  ,  simply 
to  work  the  bead  under  the  flange  but  also 
■allows  the  tube  to  free  itself  from  the  grip 
of  the  edges  of  the  shoe  under  which  it 
may  have  been  caught,  the  pressure  of  the 
air  within  'it  serving  to  fill  it  out  into  the 
hollow  of  the  shoe  where  it  is  intended 
to  go. 

"It  is  absolutely  essential  that  the  com- 
plete inflation  should  not  proceed  until  it 
is  certain  that  the  tube  is  free  from  the 
shoe  and  that  the  latter  is  properly  seated 
in  the  rim.  If  at  any  point,  the  bead  does 
not  seat  properly,  or  refuses  to  go  under 
the  flange  as  it  should,  the  shoe  should  be 
pulled  up  for  a  few  inches  on  either  side  of 
the  obstinate  point,  and  a  second  attempt 
made,  the  chances  being  very  strong  that 
the  tube  is  caught  under  it,  and  is  causing 
the  whole  trouble.  Prying  up  the  shoe  will 
free  it  in  nine  cases  out  of  ten,  and  no  fur- 
ther difficulty  will  appear.  If  the  thing  is 
allowed  to  go  in  that  way^  on  the  other 
hand,  the  chances  are  equally  strong  that  a 
blow-out  will  result  the  first  time  the  tire 
is  strained  to  any  unusual  degree. 

"Do  you,  know,"  he  said,  "if  I  was  going 
to  give  just  one  word  of  advice  to  a  novice 
in  the  handling  of  tires,  one  word  and  no 
more,  mind  you,  it  would  be  'knead,'  and  if 
I  told  him  to  think  of  a  lump  of  dough 
every  time  he  attempted  to  persuade  an 
inner  tube  into  place,  I  will  guarantee  that 
he  never  would  come  in  with  a  pinched  tube, 
nor  even  with  a  blow-out — unless,  of 
course,  he  forgot  to  follow  the  advice." 


SOME  OLD  IDEAS  BORN  ANEW 


Two    Foreign   Inventions   that    are   Work- 
overs — Elliptical  Sprocket  one  of  them 


In  driving  finished  metal  parts  a  soft 
surfaced  tool  should  invariably  be  used. 
For  this  purpose  a  well  made  babbit  ham- 
mer serves  to  best  advantage,  though 
copper  hammers  are  useful  up  to  a  certain 
point.  After  considerable  use,  however, 
they  become  hardened,  and  are  of  little 
more  service  than  an  ordinary  hammer.  For 
driving  small  parts  and  those  which  are 
especially  liable  to  derangement  from  too 
heavy  blows,  it  is  well  to  use  a  block  of 
hard  wood,  striking  it  with  a  hammer  while 
held  against  the  part.  The  less  endurance 
of  the  wood,  causes  it  to  yield  before  the 
metal  can  be  injured. 


A  couple  of  recent  instances  well  illus- 
trates how  old  ideas  are  wont  to  crop  out 
afresh  at  odd  times  and  how  on  each  arrival 
they  are  hailed  with  acclaimation  as  being 
not  simply  new,  but  wholly  revolutionary. 
This  is  perfectly  true  of  all  things  mechan- 
ical, but  seems  to  be  more  particularly:  so 
in  the  case  of  the  bicycle  than  in  any  other 
line  of  mechanical  activity.  For  it  would 
appear  that  the  cycle  has  been  the  butt  of 
the  inventors'  genius  to  a  greater  extent 
than  anything  else  under  the  sun  either  be- 
fore or  since  its  iijtroduction  and  popular- 
ization. Like  most  other  "novel"  ideas 
which  are  newly  born,  every  year  or  two, 
these  quasi  inventions  usually  relate  to 
man's  inveterate  desire  to  avoid  or  miti- 
gate physical  labor. 

Ever  since  the  crank  motion  was  settled 
upon  as  being  the  best  suited  to  the  needs 
of  cycle  propulsion  by  foot-power,  there 
have  been  hosts  of  schemes  set  on  foot  for 
altering  the  distribution  of  the  rider's  ef- 
fort in  such  a  way  as  to  make  it  effective 
throughout  a  greater  portion  of  the  travel, 
and  so  as  to  increase  the  amount  of  power 
derivable  from  the  stroke  of  the  leg.  One 
very  fashionable  method  among  inventors 
at  one  time  was  to  utilize  some  form  of 
compound  cranks  which  should  have  a  vari- 
able throw,  less  _on  the  up  stroke  and 
greater  on  the  down.  This  has  reappeared 
in  England  recently,  under  the  charming 
title  of  the  accelerator — "the  Hunnable  Ac- 
celerator," it  is  called  in  fact — and  it  con- 
sists in  nothing  more  or  less  than  a  craiik 
having  a  short  arm  hinged  to  its  outer 
extremity,  to  which  is  attached;the  pedal,  at 
a  point  between  the  end'6f  ;the  crank  and 
the  bottom  bracket.  The  arm  is  held  close 
to  the  crank  normally  by  a  spring,  but  on 
the  down  stroke,  under  the  influence  of  the 
thrust  of  the  foot,  moves  outwardly  to  a 
position  limited  by  a  clip,  and  thus  length- 
ens the  stroke  of  the  foot. 

The  other  instance  comes  from  France, 
where  a  Captain — one  of  the  inany  French 
Captains  one  reads  about — has"  just  "per- 
fected" one  of  those  long  since  exploded 
•  "phenoms,"  an  elliptical  sprocket,  which  is 
supposed  to  give  the  advantage  of  a  long 
leverage  at  the  point  of  weakest  and  least 
advantageous  effort,  and  a  short  leverage 
at  the  point  where  the  foot  is  working  to 
the  best  advantage.  The  machine  apart 
from  this  feature,  is  perfectly  normal,  and 
the  only  novelty  in  its  action  arises  from 
the  lessening  of  labor  brought  about  by  the 
elliptical  shape  of  the  sprocket,  and  the 
consequent  advantage. 


"Motorcycles:  How  to  Manage  Them." 
Price,  50c.  The  Bicycling  World  Co.,  154 
Nassau  Street,  New  York, 


4)6  THE  BICYCLING  WORLD 


A5  EACH  5EAS0N  ROLLS  AROUND 

it  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever. 

National   Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who  knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid  record 
of  the  National  on  road  and  track,  and  year  after  year. 

"A  National  Rider  is  Proud  of  his  flount,'*  is  an  o'd  adage. 

It's   still  trite   and    true.       If   not    familiar  with  our    latest 

models,  we'll  gladly  inform  you  regarding  them. 


If  we  are  not  represented  in  your  locality  we  will  ht  glad  to  hear  from    YOli. 


NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


^ajBi 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  Haintenance  ortheeterreuable 

Flsk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chicopee   Falls,   Mass. 


THE  BICYCLING  WORLD 


4J7 


^TME 


FOUNDED, 
•187 


OCYCLE  REVlEW«s». 


Published  Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


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'Entered  as  second-class  matter  at  the  New  York, 
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^t^Members  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York;  our  facilities  and 
Information  will  be  at  their  command. 


To   Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 

New  York,  July  7,  1906. 

Mud    Marks    the    Limitation. 

When  rain  falls,  all  vehicles  save  ships 
are  at  a  disadvantage;  when  rain  falls  on 
dirt  roads  all  vehicles  that  roll  on  wheels 
suffer  inconvenience,  generally  in  propor- 
tion to  the  number  of  their  wheels  and  to 
their  tire  equipment.  Rain  or  dirt  makes 
mud;  mud  is  as  unstable  as  it  is  tenacious, 
which  is  to  say  that  by  its  nature  it  is  both 
slippery  and  adhesive.  When  mud  adheres 
to  wheels,  prcngress  is  '  impeded;  when 
wheels  slip,  danger  is  invited.  Unless  the 
mud  be  very  deep,  the  vehicle  with  four 
wheels  which  is  drawn  by  a  horse  is  im- 
peded not  more  than  that  vehicle  shod  with 
rubber  tires  which  is  propelled  by  a  motor, 
and  it  slips  less.  When  the  rubber-tired 
vehicle  is  possessed  of  but  two  wheels,  and 
whether  it  be  propelled  by  motor  or  muscle, 
mud  always  has  and  always  will  play  sad 
havoc,  which  is  to  say  that  the  bicycle  in 
any  form  has  its  limitations,  and  that  that 
limitation  is  reached  when  mud  is  reached. 

It  is  not  so  surprising,  therefore,  that  the 
Federation  of  American  Motorcyclists'  en- 
durance contest  from  New  York  to  Roches- 
ter was  turned  into  almost  a  rout  in  the  last 
40  miles.  Conditions  considered,  it  could 
not  well  have  proven  otherwise. 


Men  may  he  able  to  withstand  descending 
torrents,  but  bicycles  cannot  withstand,  or 
rather  upstand,  when  the  torrents  convert 
roads  into  morasses.  The  wonder  is  not 
that  only  eleven  of  the  contestants  reached 
Rochester,  six  of  them  with  perfect  scores, 
but  that  any  of  them  reached  that  desig- 
nated destination.  The  conditions  were 
such  as  rarely  were  paralled  in  the  history 
of  contests;  they  were  such  as  not  even  the 
participants  in  the  form  of  contest  styled 
an  endurance  contest  should  be  of  right 
expected  to  endure. 

If  great  glory  is  reflected  in  the  persons 
of  the  eleven  successful  riders,  the  twelve 
who  succumbed  to  the  torrents  of  virater 
and  the  seas  of  mud  are  not  to  be  over- 
looked. One  is  not  required  to  close  an 
eye  to  call  up  that  the  efforts  to  persevere 
called  for  courage  and  tenacity  that  smacked 
-  of  the  heroic.  No  reason  exists  why  the 
unsuccessful  contestants  should  feel  badly 
because  they  fell  almost  within  sight  of 
the  goal.  Even  before  the  elements  lashed 
themselves  into  a  fury  and  the  roads  were 
impassable  grease  and  adhesive  mud,  they 
had  proven  their  ability:  to  endure.  The 
contest  was  a  strenuous  one  from  the  out- 
set. Nor  is  there  any  reason  why  the 
enthusiastic  motorcyclist  should  be  dis- 
comfited by  the  apparent  "slaughter"  of  his 
chosen  mount.  As  has  been  stated,  no  vehi- 
cle that  rolls  on  two  wheels  is,  of  its  very 
nature,  capable  of  withstanding  mud.  Mud 
was  responsible  for  the  failures,  as  it  has 
been  responsible  for  failures  in  yesteryears 
and  as  it  will  be  responsible  for  failures  in 
years  to  come.  Cycling  belief  and  enthusi- 
asm of  whatever  intensity  cannot  withstand 
the  force  of  this  great  truth. 


Justice  for  the  Hen. 

British  justice  is  a  never-failing  source  of 
amusement  to  the  entire  world  outside  the 
confines  of  the  "tight  little  isle,"  for  strange 
though  its  statutes  may  appear  to  the  un- 
initiated, their  interpretation  by  the  local 
judiciary  is  even  more  wonderful  and  start- 
ling in  its  nature.  In  all  the  cases  evoked 
by  the  pastime  of  cycling  from  its  incep- 
tion down  to  the  present  day,  however,  it 
is  safe  to  say  that  nothing  in  the  way  of 
burlesque  logic  can  in  any  way  approach 
the  reasoning  of  one  Judge  Ghent  in  the 
Dewsbury  County  Court,  when  he  charged 
a  bicyclist  with  "one  shilling"  damages 
for  running  over  a  hen  on  the  ground  of 
negligence  in  ringing  his  bell. 

Just  how  the  accident  came  about  does 
not  matter  so  very  much  in  face  of  the  fact 


that  .the  trial  brought,  forth  no  question  as 
to  the  rider's  ability  to  control  his  mount, 
nor  any  doubt  as  to  whether  he  was  riding 
carelessly  at  the  time.  The  only  charge  of 
negligence  which  could  be  brought  to  bear 
on  the  case  was  that  to  ring  the  bell  when 
approaching  a  hen  in  the  road  might  tend 
to  frighten  her.  It  was  the  judge  himself 
who  advanced  this  very  remarkable  theory, 
and  as  there  was  no  one  present  who  could 
offer  objection  as  to  the  soundness  of  the 
probability,  the  matter  was  allowed  to  stand 
in  that  way,  and  the  rider  was  sentenced 
accordingly.  His  own  counter-claim .  for 
damages  due  to  a  fall,  was.  dismissed,  and 
he  was  sent  on  his  way  sorrowing. 

Taking  the  verdict  as  a  criterion  of  the 
present  opinion  of  the  English  bench  in 
regard  to  the  status  of  the  hen  in  the  road, 
it  would  rather  appear  that  the  cyclist  has 
been  placed  in  a  most  trying  position.  For 
to  fail  to  warn  a  pedestrian  of  his  approach 
by  use  of  the  bell  being  counted  negligent, 
and  to  ring  the  bell  in  the  vicinity  of  a  hen, 
being  counted  equally  wrong,  the  unfortu- 
nate cyclist  vvfho  meets  both  a  hen  and  a 
pedestrian  at  one  and  the  same  time,  is 
obviously  placed  in  a  very  embarrassing 
situation,  and  one  from  which  he  cannot 
possibly  extricate  himself  except  by  dis- 
mounting and  leading  the  machine.  But 
here,  since  the  law  still  considers  him  a 
cyclist  although  he  is  not  riding  his  ma- 
chine, he  cannot  wholly  escape  from  culpa- 
bility by  the  simple  act  of  dismounting,  so 
that  in  order  to  clear  himself  entirely,  he 
must  abandon  the  wheel  and  proceed  on 
foot  until  both  the  hen  and  the  pedestrian 
have  disappeared,  when,  it  is  to  be  pre- 
sumed, he  may  be  free  to  return  and  re- 
mount his  machine. 


Recurrence  of  Old  Ideas. 

Few  inventions  of  modern  times  but  have 
had  to  bear  the  brunt  of  the  experiments  of 
the  man  possessed  with  the  idea  that  he  had 
discovered  a  means  of  getting  more  powei 
out  of  a  device  than  was  put  into  it,  than 
has  the  bicycle.  His  name  is  legion,  of 
course,  and  he  has  thought  out  more  con- 
traptions and  absurdities  than  such  purely 
chimerical  subjects  as  perpetual  motion  or 
extracting  gold  from  sea  water  have  ever 
brought  forth — probably  more  than  both 
combined  will  ever  be  responsible  for.  And 
they  have  all  gone  the  way  of  their  prede- 
cessors; unwept  and  unmourned  they  have 
gradually  faded  away  into  that  limbo  of  for- 
gotten things  that  are  so  numerous  and  so 
variegated    that    the    property    clerk    at    a 


4t8 


THE  BICYCUNG  WORLD 


metropolitan  police  headquarters  would  not 
know   where   to  begin  to   classify  them. 

It  would  seem  likely  that  the  majority  of 
eflforts  in  this  direction  would  center  on 
the  purely  propulsive  part  of  the  mechanism 
such  as  the  cranks,  chain  and  the  like  and, 
at  a  glance,  this  would  appear  to  be  the 
case.  But  the  frame  came  in  for  no  small 
amount  of  attention  at  the  hands  of  this 
gentry  also,  while  there  was  an  occasional 
enthusiast  who  took  the  trouble  to  add  an 
auxiliary  pair  of  cranks  or  levers  to  be 
worked  with  the  hands.  A  look  through 
old  volumes  of  the  cycling  papers  of  a  de- 
cade and  d  half  ago,  is  like  uncovering:  the 
dead  pasts — like  disturbing  memories  that 
have  been  reverently  laid  to  irest  forever 
and  a  day.  And  such  it  is,  for  it'  is  very 
doubtful  if  any  of  those  weird  "thingum- 
bobs'" in  the  shape  of  chains  and  cranks 
that  were  destined  to  revolutionize  things 
utterly  will  ever  see  the  light  again.  If  it 
were  not  for  the  contemporaneous  record 
of  their  creation  and  disappearancp  repre- 
sented by  the  cycling  press  of  their  day,  it 
would  be  difficult  to  make  subsequent  gen- 
erations believe  that  such  wild  flights  of 
imagination  had  ever  actually  mate.rialized. 

New  Yorkers  got  few  of  the   Pots. 

For  the  second  time  this  year,  Victor  J. 
Lind  and  J.  H.  Bennett,  of  Brooklyn,  on 
Wednesday,  July  4th,  journeyed  down  to 
the  outlawed  Union  Lake  Park,  at  Millville, 
N.  J.  This  time,  however,  they  did  not 
bring  home  so  many  prizes. 

Ranagan,  an  old-timer,  hailing  from 
Vineland,  won  the  mile  novice  easily,  beat- 
ing out  in  the  final  heat  R.  Hemple  and  F. 
Hemple,  of  Atlantic  City,  in  this  order. 
Mori,  of  Vineland,  got  first  in  the  one-mile 
open;  Charles  Van  Doren,  of  Atlantic  City, 
second,  and  Ranagan  third.  Time,  2:22. 
Mori  won  the  five-mile  handicap,  with 
Victor  J.  Lind  second  and  Bennett  third. 
Time,  13.02.  A  large  crowd  witnessed  the 
races.     The  summaries  follow: 

One-mile  novice — First  heat  won  by  R. 
Hemple,  Atlantic  City;  second,  J.  Ranagan, 
Vineland.  Time,  2:42.  Second  heat  won 
by  Cusark,  Atlantic  City;  second,  J.  Chew, 
Millville;  third,  F.  Hemple,  Atlantic  City. 
Time,  2:34.  Final  heat  won  by  J.  Ranagan; 
second,  Richard  Hemple;  third,  F.  Hemple. 
Time,  2:38. 

One-mile  open — First  heat  won  by  Mori, 
Vineland;  second,  Charles  Van  Doren,  At- 
lantic City.  Time,  2:44.  Second  heat  won 
by  Ranagan,  Vineland;  second,  R.  Hemple, 
Atlantic  City;  third,  Bartholomew,  Vine- 
land.  Time,. 2:32.  Final  heat  won  by  Mori; 
second,  Van  Doren;  third,  Ranagan,  Time, 
2:22. 

Five  mile  handicap — Won  by  Mori,  Vine- 
land;  second,  Victor  J.  Lind,  Brooklyn; 
third,  J.  H.  Bennett,  Brooklyn.    Tim;,  13:02. 


BLUE    FUNK   AT    VAILSBURG 


Pros  on   Strike,   Few  Attend  to   see  Ama- 
teurs and  Doubt  and  Dullness  Prevail. 


"I  did  not  know  that  so  many  Germans 
came  out  to  see  the  races,"  said  one  of  the 
officials  at  Vailsburg  track  last  Sunday. 
What  brought  forth  this  remark  was  the  " 
size  of  the  attendance.  From  two  and  three 
thousand  it  had  dwindled  down  to  those 
figures  in  hundreda.  Two  things  mitigated 
against  the  success  of  the  meet  on  Sunday. 
Naturally,  the  strike  among  the  professional 
riders  and  the  absence  of  the  "cracks" 
caused  a  decrease  in  the  number  of  specta- 
tors, but  what  caused  the  majority  to  re- 
main away  was  the  fact  that  a  Saengerfest 
or  some  other  kind  of  German  song  festival 
had  swooped  down  on  the  town.  As  New- 
ark is  largely  composed  of  Germans,  of 
course  nearly  everybody  attended  the  sing- 
ing jubilee.  There  vfrere  no  professional 
races  and  but  three  amateur  events  occupied 
the  program;  these  did  not  provoke  any 
great  amount  of  enthusiasm. 

When  approached  after  the  races  and 
asked  if  he  intended  to  keep  the  track  open, 
Mr.  Bloemecke  said: 

"Well,  I  am  going  to  stick  it  out  as  long 
as  possible.  If  the  amateurs  will  help  me 
I  will:  keep  the  track  open  and  do  away 
with  the  professional  events.  If  the  profes- 
sional riders  think  they  can  hold  out  longer 
than  I  they  are  greatly  mistaken.  I  am  a 
good  loser,  but  I  cannot  not  afford  to  throw 
money  away  and  then  throw  more  after  it. 
To  tell  you  the  truth,  there  has  been  only 
one  meet  this  year  on  which  I  have  made 
money," 

So  far  as  the  Bicycling  World  man  has  been 
able  to  determine,  the  reason  Vailsburg 
races  have  not  been  entirely  successful  this 
year  is  two-fold,  and  the  fault  lies  entirely 
with  the  promoter.  First  of  these  reasons 
is  that  he  did  not  make  any  great  effort  to 
secure  champion  professional  riders — the 
kind  that  draw  the  money  spending  crowds. 
Why?  Because  he  says  he  cannot  afford  to 
pay  them  enough.  Fifty  dollar  firsts  will 
draw  the  riders  and  if  the  riders  are  there 
the  crowds  will  come.  But,  back  of  all  and 
in  fact  the  underlying  principle  of  all  suc- 
cesses is  personality.  A  man  who  will  talk 
to  others  as  good  fellow  to  good  fellow  and 
not  as  master  to  hireling  is  the  kind  of  a 
man  who  leads  men,  and  one  whom  men 
are  happy  to  follow.  This  allusion  is  not  par- 
ticularly personal — it  is  simply  illustrative. 
It  is  evident  that  the  amateur  riders  who 
have  this  year  contested  at  Vailsburg  Sun- 
day after  Sunday,  have  done  so  more  from 
sportive  instinct  than  for  reasons  of  com- 
mercial gain,  for  the  prizes  have  been  mis- 
erable. In  fact,  the  writer  knows  of  one 
rider  who  ■  became  so  disgusted  with  his 
first  prize — a  watch — that  he  took  it  to  a 
pawn  shop  and  the  pledge  receiver  would 
not  advance  him  six  dollars  on  it.  On  the 
program  it  was  valued  at  $35,  too. 

As  regards  last  Sunday's  races,  the  con- 


tests were  as  full  of  ginger  as  ever,  but  the 
inexplicable  something  made  everyone  more 
or  less  depressed.  What  promised  to  be  the 
best  event  of  the  afternoon — the  ten  mile 
open  in  which  forty-six  riders  started — was 
marred  by  a  spectacular  spill  in  the  ninth 
lap,  when  twenty-seven  riders  went  down. 
Several  of  them  remounted  and  finished  the 
race,  biit  many  of  the  machines  and  riders 
were  put  out  of  commission  in  the  general 
melee.  There  was  a  lap  prize  and  Joseph 
M.  Eifler,  the  sturdy  young  plugger  of  the 
Century  Road  Club  Association,  corralled 
thirteen  of  them.  Louis  J.  Weintz,  National 
A.  C,  led  at  the  first  mile  and  J.  M.  Eifler 
headed  the  procession  the  second  and  third. 
Frank  McMillan  led  the  fourth,  an  un- 
known the  fifth,  Joe  Eiiier  the  sixth,  Aug- 
ust Huron  the  seventh,  Ben  Hill  the  eighth 
and  Joe  Eifler  the  ninth.  As  the  bell  rang 
out  the  last  lap  Joe  Eifler  was  in  the  lead, 
followed  by  Jacob  Magin,  George  Cam- 
eron and  A.  C.  Spain.  Cameron  assumed 
the  lead  on  entering  the  last  stretch  and 
Spain  came  through  on  the  pole  with  Dave 
Mackay  fast  closing  up  the  gap  on  the  out- 
side. At  the  tape  Cameron  led  Spain  by 
four  inches,  Mackay  being  two  inches  be- 
hind. The  judges,  however,  of  which,  by 
the  way,  there  were  just  two  to  pick  four 
winners,  gave  Mackay  second  place  over 
Spain,  who  really  got  it  easily.  One  of  the 
pluckiest  rides  was  made  by  Victor  J.  Lind, 
who  came  in  fourth.  Lind  was  among  the 
seven  and  twenty  who  fell  on  the  back 
stretch  and  after  a  long  unpaced  pursuit  and 
notwithstanding  a  severe  nose-bleed,  he 
kept  on,  caught  the  leaders  and  finished  for 
a  prize.  Just  how  the  big  spill  occurred  no 
one  seems  to  know,  but  it  is  claimed  Martin 
Kessler  and  Charles  Jacobs  both  looked 
around  the  wrong  way  and  came  together. 

Frank  W.  Eifler,  of  the  Roy  Wheelmen, 
won  the  final  heat  of  the  one-mile  handicap 
from  scratch  in  clever  fashion,  after  pulling 
the  back  markers  up  to  the  limit  men  and 
out-sprinting  George  C.  Cameron,  New 
York  A.  C,  and  Henry  Vanden  Dries,  Edge- 
combe Wheelmen,  on  the  last  lap.  Welling- 
ton Smith,  a  former  Irvington-Millburn 
time  prize  winner,  came  in  fourth. 

The  three-quarter  mile  novice  developed 
into  a  Newark  family  affair,  three  local 
boys  winning  all  the  prizes.  The  sum- 
maries: 

Quarter-mile  novice — Won  by  Ed  Herr, 
National  Turn  Verein  Wheelmen;  Gus 
Eberle,  National  Turn  Verein  Wheelmen, 
second;  William  Webber,  Pierce  Wheelmen, 
third.     Time,  0:34>^. 

One  mile  handicap,  amateur — Won  by 
Frank  W.  Eifler,  Roy  Wheelmen  (scratch); 
George  C.  Cameron,  New  York  A.  C. 
(scratch),  second;  H.  Vanden  Dries,  Edge- 
combe Wheelmen  (20  yards),  third;  Wally 
Smith,  National  Turn  Verein  -  Wheelmen 
(60  yards),  fourth.     Time,  2:10^. 

Ten-mile  open,  amateur — Won  by  George 
C.  Cameron,  New  York  A.  C;  David  Mac- 
kay, Newark,  second;  A.  C.  Spain,  Bloom- 
field,  third;  Victor  J.  Lind,  Park  Circle 
Club,  Fourth.     Time,  25:21?^. 


THE  BICYCLING  WORLD 


41^ 


RECORDS  GO  AT  SALT  LAKE 


Lawson  and  McFarland  do  the  Fracturing— i- 
Sport  Charged  with  Excitement. 


Salt  Lake  City,  June  26. — If  there  has 
been  any  doubt  as  to  W.  E.  Samuelson's 
reversal  of  form  it  was  settfed  conclusively 
to-night,  when  he  pitiably  went  down  to 
defeat  before  the  elongate"d  Oalifornian, 
Floyd  McFarland.  "Long  Mac"  met  and 
trounced  the  erstwhile  Salt  Lake  favorite, 
once  called  the  "Pride  of  Provo,"  in  a  five- 
mile  tandem-paced  match  race,  and  it  was 
accomplished  so  easily  that  McFarland  ac- 
tually smiled  as  he  crossed  the  tape  sitting 
up. 

From  several  points  of  view  to-night's 
meet  was  the  most  successful  held  this 
year.  The  crowd  numbered  over  4,000  and 
the  manager  was  compelled  to  close  the 
doors  when  every  inch  of  standing  room  was 
taken  up,  and  more  than  1,000  would-be 
spectators  were  denied  admission.  That 
the  game  pays  here,  there  is  no  doubt.  The 
receipts  of  to-night  amounted  to  $1,200. 
The  expenses  in  prizes  in  the  amateur  and 
professional  races  amounted  to  $190;  Mc- 
Farland got  $150  for  walloping  Samuelson, 
and  the  latter  received  $50;  the  incidental 
expenses  of  the  meet  totalled  $110.  This 
leaves  the  management  a  clear  profit  of 
$700,  not  bad  for  one  meet. 

Above  all,  the  races  each  and  every  one, 
were  exciting  to  the  utmost  degree  and  in 
addition  two  world's  records  went  the  way 
many  others  have  gone  and  will  continue 
to  go  on  Salt  Lake's  splendid  saucer.  While 
McFarland's  record  of  9:^3  in  his  five-mile 
match  race  cannot  exactly  be  classified,  it 
is,  nevertheless,  a  record  for  human  pace. 
The  reason  it  cannot  be  classified  is  that 
the  records  have  not  been  kept  since  human 
pacing  went  out  of  vogue  several  years  ago. 
The  other  record  was  set  up  by  Iver  Law- 
son  in  the  three-quarter  mile  handicap,  he 
.  riding  the  distance  from  scratch  in  the 
marvellous  time  of  1:21  J^.  The  old  figure 
was  held  by  C.  L.  Hollister  and  was 
1:225^,  made  in  Salt  Lake  last  year. 

By  far  the  best  race  of  the  evening  was 
the  final  of  the  three-quarter  mile  handicap 
in  which  Norman  C.  Hopper  crossed  the 
tape  in  front  of  Iver  Lawson.  Fogler  and 
Pye  were  the  men  used  to  pull  Lawson  to 
the  limit.  For  some  reason  Lawson  did 
not  swing  into  the  lead  after  he  had  caught 
the  long  markers.  Probably  he  was  wait- 
ing for  one  of  those  spreadeagle  sprints 
that  make  the  rest  of  the  bunch  look  like 
selling  platers.  At  any  rate,  he  started  the 
sprint  and  was  making  hay  when  one  of 
the  upper  mark  men  swung  him  up  the 
bank.  Lawson  lost  his  stride  for  an  instant 
and  this  instant  lost  him  the  race.  Hopper 
jumping  across  the  tape  first  by  a  fraction 
of  a  second.     In  his  heat  of  the  race  Law- 


son  set  up  another  world's  record,  but  the 
announcer  overlooked  the  fact  until  a 
"fan,"  who  carried  a  copy  of  the  spring 
number  of  the  Bicycling  World,  which  con- 
tains all  the  records  to  date,  called  his  at- 
tention to  the  fact. 

Jack  Hume,  of  the  tall  frame  and  "kitchen 
stove"  sprint,  sought  new  worlds  to  con- 
quer with  "Duck  Soup"  Turville  as  pilot. 
Hume  set  out  to  set  up  a  mile  paced  record 
but  his  rear  wheel  collapsed  after  he  got 
going  and  the  Ogdenite  took  a  toboggan  on 
the  saucer. 

The  mile  open  was  easy  first  for  Law- 
son,  easy  second  for  McFarland,  easy  third 
for  Downing  and  an  easy  meal  ticket  for 
Fogler.     The  summaries: 

Three-quarter  mile  handicap,  professional 


MUNROE   WINS    AT    LAST 


Captures  Motor  Paced  Event  at  Salt  Lake 
— Lawson  Again  Breaks  Record. 


IVpR  LAWSON, 
Who  has  been  giving  the  records  a  shaking  up. 

— Qualifants:  Saxon  Williams  (65  yards), 
N.  C.  Hopper  (60  yards),  S.  H.  Wilcox  (70 
yards),  Ben  Munroe  (100  yards),  Iver  Law- 
son  (scratch),  Joe  Fogler  (10  yards).  Jack 
Burris  (75  yards),  Ernest  Pye  (45  yards), 
and  J.  E.  Achorn  (110  yards).  Final  heat 
won  by  Norman  C.  Hopper,  Minneapolis, 
Minn.;  second,  Iver  Lawson,  Salt  Lake 
City;  third,  S.  H.  Wilcox,  Salt  Lake  City; 
fourth,  Ben  Munroe,  Memphis,  Tenn.  Time, 
1:215^.  World's  record,  1:21^,  made  by 
Iver  Lawson  in  second  heat. 

One-mile  open,  amateur — Qualifants: 
Jack  Hume,  Fred  West,  Phil  Wright,  Hal 
McCormack,  John  Berryessa,  R.  Diefen- 
bacher,  F.  H.- McLaughlin,  J.  E.  Holliday, 
and  P.  Giles.  Final  heat  won  by  Jack 
Hume;  second,  J.  E.  Holliday;  third,  Fred 
West;  fourth,  R.  Dieiifenbacher.  Time, 
2:044/^. 

Half-mile  open,  professional — Qualifants: 
Floyd  A.  McFarland,  Joe  Fogler,  S.  H. 
Wilcox,  W.'  E.  Samuelson,  Ben  Munroe, 
Walter  Bardgett,  Iver  Lawson,  A.  J.  Clarke, 
Hardy  K.  Downing.  Final  heat  won  by 
Iver  Lawson,  Salt  Lake  City;  second,  F.  A. 
McFarland,  San  Jose,  Cal.;  third,  II.  K. 
Downing,  San  Jose;  fourth,  Joe  Fogler, 
Brooklyn.    Time  0:59. 

Five-mile  match  race  between  F.  A.  Mc- 
Farland and  W.  E.  Samuelson  (tandem 
pace)— Won.  by  McFarland.  Time,  9:53, 
world's  record. 


Salt  Lake  City,  June  28.— For  the  last 
week  or  so  the  meets  at  the  Salt  Palace 
saucer  have  been  notable  for  the  breaking 
of  records;  to-night's  meet  was  no  excep- 
tion, two  world's  marks  going  by  the 
boards  and,  as  usual,  Iver  Lawson  figured 
in  the  breaking.  Jack  Hume,  the  tall  Uni- 
versity of  Utah  sprinter,  also  set  up  a  new 
amateur  mark  in  the  three-quarter  mile 
handicap. 

Lawson's  performance  was  made  in  the 
two-mile  lap  handicap,  which  was,  by  the 
way,  one  of  the  cleanest  professional  races 
seen  this  season,  and  so  far  as  the  Bicycling 
World's  correspondent  was  able  to  figure 
out,  not  a  single  combination  was  in  evi- 
dence. Starting  from  scratch,  Lawson,  who 
wears  the  "skiddoo"  numerals,  almost  beat 
the  pistol  and  had  "nailed"  Hardy  Down- 
ing on  twenty  yards  before  the  latter  had 
given  two  kicks  to  the  pedals.  Nearly  every 
lap  some  one  tried  to  run  away  from  the 
bunch,  which  enlivened  the  race  consider- 
ably. Three  laps  from  the  finish  Williams 
made  a  bid  for  the  lead,  and  Lawson  quickly 
tacked  on,  with  Clarke,  the  Australia  cham- 
pion, trailing.  Then  the  spectators  saw  the 
"Flying  Swede"  give  another  exhibition  of 
his  marvellous  sprint  and  easily  cross  the 
tape  first.  The  time  was  3:473/^,  a  world's 
record.  The  old  mark  was  3:48,  made  by 
Samuelson. 

Jack  Hume  also  broke  a  record  in  the 
final  heat  of  the  three-quarter  mile  handi- 
cap. Like  Lawson,  Hume  beat  the  gun 
and  had  caught  the  man  ahead  before  the 
latter  had  fairly  started.  Four  laps  from 
the  tape  Hume  went  out  ahead,  with  Fred 
West  hanging  on.  In  the  bell  lap.  West 
challenged,  but  after  a  neck  and  neck  strug- 
gle weakened  and  fell  back  to  third  place. 
Hume's  time  was  1:255^,  which  lower's 
the  record  made  by  J.  H.  McCormack — 
1 :265^ — at  Ogden  last  summer. 

The  one-mile  invitation  was  an  easy  win 
for  Saxon  Williams,  who  beat  out  S.  H. 
Wilcox,  Jack  Burris,  J.  E.  Achorn,  Emil 
Agraz  and  Worthington  L.  Mitten,  in  this 
order.     The  time  was  not  announced. 

Three  of  the  "chug-chug"  machines  went 
wrong  in  the  ten-mile  motorpaced  race 
but  not  until  the  spectators  saw  an  exciting 
struggle.  Smith,  who  got  the  poorest  start, 
was  soon  lapped  by  Munroe  and  Redman. 
From  third  place  Hardy  Downing,  paced 
by  Turville,  slowly  cut  down  the  lead  of  the 
others  until  he  was  within  whispering  dis- 
tance of  Munroe.  For  nine  laps  they  chased 
each  other  around  the  saucer,  until  in  the 
tenth  lap  Downing  scooted  past  Munroe. 
The  Memphis  man's  motor  went  wrong  and 


420 


THE  BICYCLING  WORLD 


Downing  lapped  again.  Then  when  the 
San  Josean  apparently  had  the  race 
"cinched"  his  machine  developed  a  case  of 
motoritis.  Suddenly  the  front  forks  of 
Turville's  motor  gave  way  and  machine  and 
rider  slid  down  the  bank.  It  was  fortunate 
that  they  were  traveling  at  slow  speed  or 
Turville  surely  would  have  been  killed. 
From  then  on  Munroe  had  an  easy  thing 
of  it  although  Redman  challenged  several 
times.  At  the  finish  Smith  had  been  lap- 
ped ten  times  by  Munroe,  who  finished  first, 
and  six  times  by  Redman.  Time,  16:235^. 
'Jack  Hume  tried  for  the  mile  amateur 
paced  record  held  by  himself  but  missed 
the  mark  by  nearly  two  seconds.  The  sum- 
maries follow: 

Three-quarter  mile  handicap,  amateur — 
Qualifants:  Philip  Wright  (110  yards), 
Peter  Giles  (30  yards),  Jack  Hume 
(scratch),  Hal  McCormack  (25  yards),  Fred 
West  (20  yards),  Al  Crebs  (70  yards),  John 
Berryessa  (45  yards),  C.  P.  Richardson  (120 
yards),  A.  F.  Burrows  (115  yards),  A.  L. 
Bird  (90  yards),  and  R.  Dieffenbacher  (60 
yards).  Final  heat  won  by  Jack  Hume; 
second,  Phil  Wright;  third,  R.  Dieffen- 
bacher; fourth,  P.  Giles.  Time,  1:25  J^, 
world's  record. 

One-mile  invitation,  professional — Won 
by  Saxon  Williams;  second,  S.  H.  Wilcox; 
third.  Jack  Burris;  fourth,  J.  E.  Achorn; 
fifth,  Emil  Agraz;  sixth,  W.  L.  Mitten. 
Time  not  given. 

Two-mile  handicap,  professional — Won 
by  Tver  Lawson  (scratch);  second,  A.  J. 
Clarke  (55  yards);  third,  Saxin  Williams 
(75  yards);  fourth,  S.  H.  Wilcox  (105 
yards);  fifth,  Norman  C.  Hopper  (45  yards). 
Time,  3:47 3/s,  world's  record. 

One-mile  motorpaced  exhibition — By  Jack 
Hume.    Time,  l:28j^. 

Ten-mile  motorpaced,  professional — Won 
by  Ben  Munroe;  second,  Iver  Redman; 
third,  E.  Smith;  fourth,  H.  K.  Downing. 
Time,  16:23^. 


KRAMER   MEETS    DOUBLE   DEFEAT 


Both  Poulain  and  Friol  Take  his  Measure — 
Is  Coming  Home  to  Retire. 


Rain  Spoils  Many  Holiday  Meets. 
Since  time  began,  or,  rather,  since  bicycles 
became  popularized,  the  cyclists'  worst 
enemy  has  been  the  fabled  Jupiter  Pluvius. 
On  holidays,  in  particular,  or  whenever 
there  happens  to  be  scheduled  an  interest- 
ing race  or  series  of  events,  this  god  of  rain 
seerns  to  take  keen  delight  in  disappointing 
thousands  on  race  meet  day.  To  come  to 
the  point,  the  rain  last  Wednesday  put  a 
damper  on  things  in  the  east.  There  were 
particularly  good  cards  framed  up  at  Vails- 
burg  and  New  Brunswick,  both  of  which 
had  to  be  postponed  until  to-morrow,  8th 
ult.  The  25-mile  road  race  of  the  Century 
Road  Club,  scheduled  for  the  4th,  had  to 
be  laid  over  until  to-morrow  also.  Rain 
has  impeded  Revere  Beach's  success  in  a 
very  discouraging  way.  Last  Saturday  the 
six-times  postponed  meet  was  billed  but  a 
wet  track  caused  a  further  postponement 
until  July  4th;  now  the  promoter  will  at- 
tempt to  run  the  meet  to-night,  but  more 
than  likely  it  will  rain. 


Eight  thousand  persons  saw  Gabriel  Pou- 
lain, the  world's  champion,  trounce  Frank 
L.  Kramer  and  Emil  Friol,  champions  re- 
spectively, of  America  and  France,  in  a 
three  heat  match  race  at  Neuilly,  on  June 
21.  The  first  heat  was  at  1,000  metres  and 
Kramer  had  the  heat  well  in  hand  after 
a  fifth  of  the  distance  had  been  traversed. 
He  crossed  the  tape  a  half-length  in  front 
of  Friol,  with  Poulain  third  by  a  length. 

Poulain,  by  an  audacious  jump,  wiggle 
and  sprint,  won  the  second  heat,  900  metres, 
when  the  spectators  had  begun  to  predict 
a  victory  for  Kramer.  Upon  entering  the 
stretch  Kramer  led,  when  suddenly  Poulain, 
who  had  been  trailing  by  three  lengths, 
shot  up  the  bank  and  down  between  Kra- 
mer and  Friol  with  such  speed  that  he 
reached  the  finish  two  lengths  in  front  of 
the  American,  Friol  getting  third. 

The  world's  champion  sleighrode  until 
near  the  finish  when  he  executed  another 
lightning  jump  and  sprint  and  took  the  lead. 
Kramer  responded  nobly,  but  he  apparently 
had  not  the  speed,  Friol  passing  on  the 
straight  and  finishing  a  length  behind  Pou- 
lain. The  time  of  the  first  heat  was  1:515^, 
the  second,  1:31  J^,  and  the  third,  1:455^. 
Poulain  was  given  five  points,  Kramer  six 
and  Friol  seven. 

Frank  L.  Kramer  suffered  defeat  by  Emil 
Friol,  the  champion  of  France,  in  a  three 
heat  match  race  at  Limoges,  on  June  24.  In 
the  first  heat,  Friol  was  in  third  position  at 
400  metres  to  go,  with  Kramer  leading  and 
Micheaud,  the  other  contestant,  in  second 
place.  Friol  surprised  his  opponents  by  a 
quick  jump  and  gained  two  or  three  lengths 
before  Kramer  could  get  into  his  stride. 
He  beat  the  American  easily.  Kramer  won 
the  second  heat  from  Friol  by  half  a  wheel, 
Michaud  again  running  last.  In  the  third 
and  last  heat  Friol  led  at  300  metres  with 
Kramer  following.  In  the  sprint  across  the 
tape  Kramer  trailed  by  half  a  wheel.  By 
winning  two  heats  Friol  gained  the  victory 
with  4  points.  Kramer  had  five  points  and 
Michaud  nine. 


Kramer  answered.  "It  is  my  intention  to 
quit  the  game  after  this  year's  Americaii 
championship.  If  some  extraordinary  prop- 
osition is  made  I  may  change  my  mind,  but 
it  is  doubtful." 


Before  sailing  for  America,  President  A. 
G.  Batchelder,  of  the  National  Cycling  As- 
sociation, made  a  last  effort  to  induce  Amer- 
ican Champion  Frank  L.  Kramer  to  remain 
in  Europe  long  enough  to  contest  the 
world's  championships  to  be  held  in  Gen- 
eva, Switzerland,  the  latter  part  of  this 
month,  according  to  L'Auto.  This  Kramer 
emphatically  refused  to  do. 

"The  climate  of  Europe  does  not  agree 
with  my  health  and  I  do  not  care  to  dam- 
age my  reputation  by  riding  when  I  do 
not  feel  well,"  he  is  quoted  as  saying.  "Will 
you  return  to  Europe  next  year?"  the  cham- 
pion was   asked.     "It  is   hardly  probable," 


Moran  no   Match  for  Walthour. 

Robert  J.  Walthour  literally  rode  rings 
around  James  F.  Moran,  the  Chelsea  milk- 
man, in  their  motorpaced  match  race  at  At- 
lanta, Ga.,  on  Tuesday  night  of  last  week, 
26th  ult.  Each  heat  was  at  five  miles,  but 
the  first  was  the  most  exciting. 

For  about  two  miles  Walthour  and  Moran 
rode  about  even,  when  the  fair-haired  At- 
lantan  began  to  gain.  Moran,  however, 
called  to  his  pace  for  more  speed  and  had 
got  even  again  with  Walthour  at  three  miles 
and  two  laps  later  he  passed.  At  the  fourth 
mile  Moran  led  by  fifteen  yards,  and  then 
began  the  most  exciting  paced  race  that  the 
Atlantans  have  witnessed  in  a  long  time. 
Walthour  tried  time  and  again  to  pass 
Moran  on  the  banks  but  the  Chelsean  held 
him  off  until  four  laps  to  go,  when  Gus 
Lawson  espied  an  opening  and  dashed 
through.  The  finish  was  fairly  close  for  a 
paced  race,  Walthour  winning  out  by  less 
than  a  quarter  of  a  lap.     Time,  7:43. 

Walthour  began  to  gain  from  the  start 
in  the  second  heat  and  when  the  fourth 
mile  was  reached  had  gained  half  a  lap. 
At  the  north  end  of  the  track,  Moran  had 
a  slow  puncture  which  finally  caused 
him  to  fall.  He  was  skinned  considerably 
but  persisted  in  finishing  the  race.  After 
he  had  been  patched  up  and  his  tire  fixed, 
Moran  remounted.  Walthour  would  not 
take  advantage  of  the  lead  he  had  gained 
through  Moran's  puncture,  so  they  started 
the  last  mile  on  even  terms.  Walthour  won 
out  by  ten  yards.    Time,  7:54. 

Milton  Elliott  won  the  one-mile  open  in 
clever  fashion,  sprinting  the  last  .two  laps 
against  Norton,  who  finished  second.  The 
time  was  2:21. 


Dick  does  good  work  at  Dunkirk. 

James  Dick,  the  crack  indoor  rider  of 
Buffalo,  made  the  biggest  killing  in  the 
bicycle  races  at  Dunkirk,  N.  Y.,  on  July  4th. 
Dick,  with  a  handicap  of  1  minute  30  sec- 
onds, captured  first  place  and  second  time, 
in  the  twenty-mile  road  race  promoted  by. 
the  Dunkirk  Cycle  Club,  and  in  the,  Young 
Men's  Christian  Association  races  he  took 
firsts  in  the  mile  and  two-mile  races  and 
a  second  in  the  half-mile.  Hollinden  started 
from  scratch  in  the  20-mile  road  race  and 
took  first  time  and  fifth  place.  He  passed 
eleven  riders,  including  some  of  the  best 
riders  in  northern  New  York.  In  the  half- 
mile  open,  Hollinden  beat  out  Dick  by  less 
than  a  wheel's  length  and  he  finished  sec- 
ond in  the  one  and  two-mile  events-.  Stegel- 
merei,  of  Buffalo,  was  third  in  the  two-mile 
race  and  sixth  in  the  20-mile  handicap 
Mannogg  finished  second,  crossing  a  few 
seconds  behind  Dick.  Hollinden's  time  for 
the  20  miles  for  49  minutes  SO  seconds  and 
Dick  covered  the  course  in  50:15. 


THE  BICYCLING  WORLD 


421 


Most  Memorable  of  Motorcycle  Endurance  Contests 


F.  A.  M.  Event  Develops  into  a  Test  that  Stretches  Human  Endurance  to  the  Limit— Blinding 

Rain  and  Seas  of  Mud  Play  Sad  Havoc  Almost  in  Sight  of  Goal — 

Only  Eleven  Men  Reach  Rochester. 


It  is  possible  that  the  Federation  of 
American  Motorcyclists'  national  endurance 
contest,  which  occupied  Monday  and  Tues- 
day last,  July  2nd  and  3d,  will  be  the  last 
contest  to  bear  that  title. 

That  possibility  was  discussed  in  advance 
of  the  fray  and  while  a  twelve-month  fre- 
quently effects  changes  of  mind,  if  the  pos- 
sibility proves  to  be  the  fact,  the  contest 
of  1906^-the  fifth  of  the  line — well  may  be 
written  a  fitting  climax.  None  that  went 
before  was  so  true  to  its  title.  It  had  been 
supposed  that  the  memorable  wallow  in 
the  sandbeds  of  Delaware  and  Maryland  in 
July,  1904,  was  about  the  limit  of  endurance, 
but  that  was  before  a  journey  of  390  miles 
from  New  York  City  to  Rochester,  N.  Y., 
much  of  the  way  through  mud  and  driving 
rain,  had  been  even  dreamed  of. 

It  was  on  Monday  and  Tuesday  last  that 
that  journey  was  undertaken.  Of  the  34 
men  who  undertook  it  but  11  accomplished 
the  feat — for  certainly  it  rose  to  the  glory 
of  a  feat.  To  those  whose  perception  is 
keen  and  hearing  acute,  these  few  figures 
well  speak  in  trumpet  tones  of  such  a  test 
of  endurance  as  men  and  machines  rarely 
have  been  subjected  to.  That  23  men 
should  fall  by  the  wayside  appears  like  ap- 
palling "slaughter,"  but  the  wonder  is  not 
that  23  fell,  but  that  so  many  as  11  survived 
and  that  6  of  the  11  actually  were  able  to 
maintain  from  end  to  end  the  scheduled 
rate  of  15  miles  and  thereby  reach  five 
specified  controls  with  the  exactitude  of 
railway  trains. 

"It  was  the  first  real  endurance  contest 
that  ever  has  been  held,"  was  the  enthusias- 
tic greeting  of  Stanley  T.  Kellogg  to  an 
F.  A.  M.  ofificial  at  Rochester. 

Kellogg  was  one  of  the  six  human  clocks 
who  performed  perfectly.  And  "human 
clock"  is  not  a  half-bad  term  to  describe 
Kellogg.  He  is  a  lightly  built  bundle  of 
highly  tempered  hair  springs  and  finely 
strung  machinery,  set  in  an  attractively 
chiseled  case.  His  appearance  rather  sug- 
gests a  drawing  room  timepiece.     But  Kel- 


logg is  no  mere  parlor  ornament.  He 
proved  it  on  Monday  and  Tuesday  for  per- 
haps the  twentieth  time,  but  never  quite  so 
convincingly.  For  two  days  he  had  sped 
up  hill  and  down,  on  smooth  roads  and  on 
rough,  on  wet  roads  and  on  dry,  through 
mud  and  through  sand,  in  sunshine  and  in 
rain,  over  stone  studded  trails  and  into  and 
out  of  furrows  deep  in  slimy  mud  and  water. 


E.  Y.  WHITE, 
who  came  all  the  way  from  Texas  to  endure. 

He  slipped  and  he  slid,  and  occasionally  fell, 
only  to  rise  again  and  always  he  was  in  front 
or  near  the  front.  He  was  first  to  reach  the 
Rochester  goal  and  when  he  had  shed  his 
water-soaked  and  mud-spattered  khaki 
clothing  and  gave  voice  to  the  remark  quoted, 
his  eyes  were  bright  and  clear,  his  cheeks 
full  and  rosy,  and,  neat  as  wax,  he  looked 
as  if  he  had  but  just  stepped  down  from  a 
bank  clerk's  stool.  He  was  neither  drawn 
nor  haggard  nor  red-eyed.  George  N.  Hol- 
den  and  John  A.  Schleicher  were  other 
rather  lightly  set-up  and  finely  strung  chaps 
who  did  not  look  like  the  players  of  endur- 
ance parts.  But  Holden  is  a  seasoned  vet- 
eran and  was  on  time  throughout;  Schlei- 
cher had  not  a  perfect  score,  but  he  had 
"survived"  and  there's  more  glory  than 
usual  in  the  survival.  He  was  an  unknown 
when  he  started,  but  he  proved  that  he 
knows  how  to  endure  and  is  fit  to  rank 
with  those  other  ten  "master  motorcyclists" 


viz.,  Kellogg,  Holden,  S.  J.  Chubbuck,  Os- 
car Hedstrom,  J.  B.  Derosier  and  Bert  T. 
Barrows,  who  earned  gold  medals  emblem- 
atic of  perfect  performances,  and  of  Edward 
Bufifum,  W.  F.  Mann,  L.  J.  Mueller,  B.  A. 
Swenson,  to  whom,  with  young  Schleicher, 
will  be  awarded  the  silver  that  will  denote 
the  contestant  who  "got  there  a  little  late 
but  who  got  there  just  the  same." 

How  these  awards  are  esteemed  was  well 
illustrated  by  the  remark  of  one  of  the 
24  who  endured  valiantly,  but  not  quite 
valiantly  enough — A.  S.  Noonan — Noonan, 
of  Rome. 

"Those  medals  will  be  worth  having — 
there  will  be  so  few  of  them,"  he  com- 
mented. 

They  certainly  will  be  mementos  of  a 
contest  which  at  times  rose  to  the  heroic. 
The  men  of  right  will  possess  the  medals, 
but  they  must  share  the  glory  of 'that  long, 
hard  flight  with  the  machines  that  bore 
them  so  faithfully  and  it  is  glory  that  cheer- 
fully will  be  shared.  Five  Indians  and  one 
Yale  were  those  that  helped  on  to  perfect 
scores.  Two  Indians,  two  Yales  and  one 
R-S  earned  their  riders  survivors'  medals. 
Twelve  others,  men  and  machines,  came 
near  to  the  goal  and  the  glory.  They  failed 
only  in  that  last  slough  of  despond  between 
Lyons  and  Rochester. 

There  were  other  sloughs  but  this  was 
the  worst  of  all.  The  road  had  been 
"worked"  as  only  American  roads  are 
"worked,"  which  is  to  say,  the  earth  had 
been  scraped  from  the  sides  of  the  road 
and  then  "crowned."  Rain  had  fallen.  The 
road  was  soft  and  slippery  when  the  first  of 
the  men  passed  over  it.  Then  the  water 
came  from  above  in  a  perfect  deluge.  It 
almost  drowned  the  riders.  They  could 
scarcely  see  whither  they  were  going.  The 
soft  inclined  sides  of  the  "crown"  became 
like  toboggan  slides.  Men  fell  only  to  rise 
and  fall  again  and  to  repeat  the  performance 
again  and  again.  Some  sought  relief  in  the 
grass  and  weeds  at  the  roadside,  others 
walked   or   sought   the   railroad   tracks   or 


422  THE  BICYCLING  WORLD 

HOW    THEY     ENDURED     AND    WHERE     THEY     "DIED"     IN     THE     F.     A.     M.      ENDURANCE     CONTEST. 


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1 

Stanley  T.  Kellogg,  Springfield,  Mass.... 

Oscar  Hedstrom,  Springfield 

S.  J.  Chubbuch,  Toledo,  Ohio 

J.  B.  DeRosier,  Springfield.  Mass 

Bert.  S.  Barrows,  Springfield,  Mass 

George  N.  Holden,  Springfield,  Mass.... 
John  A.  Schleicher,  Mount  Vernon,  N.  T, 
Louis  J.  Mueller,  Cleveland,  Ohio 

B.  A.  Swenson,  Providence,  R.  I 

W.  F.  Mann,  Tonkers,   N.  T 

Edward  Buffum,  Toledo,  Ohio 

William  Schleicher,  Mount  Vernon.  N.  T. 

George  Wagner,  St.  Paul,  Minn 

Harold  H.  Brown,  Boston,  Mass 

J.  I.  Brandenburg,  New  York  City 

Fred.  A.  Baker,  New  York  City 

Henry  Jarnnie,  New  Haven,  Conn 

Edward  Brereton,  New  Haven,  Conn 

A.   S.  Noonan,  Rome,  N.  Y 

Bentcn  Fremont,  New  York  City 

E.  W.  Goodwin,  Brooklyn,  N.  Y 

W.  B.  Damoth,  Hammondsport,  N.  Y.... 
J.  F.  Cox,  Jr.,  New  Haven,  Conn...*.... 
A.  B.  Coffman,  Toledo,  Ohio 

C.  H.  Bobb,  New  York  City 

W.  B.  Deane,  Brooklyn,  N.  T 

E.  Y.  White,  San  Antonio,  Texas 

Walter  Goerke,  Brooklyn,  N.  Y 

Gus  Johnson,  Reading,  Pa 

Henry  J.  Wehman,  New  York  City 

F.  M.  Dampman,  N«w  York  City 

John  F.  McLaughlin,  New  York  City. ... 

E.  A.  Cavena,  Buffalo,  N.  Y 

E.  F.  Brooks,  Elizabeth,  N.  J 


the  canal  tow-path  nearby.  All  had  the 
"time  of  their  lives" — a  strenuous,  very 
strenuous  time.  They  will  not  soon  forget 
it.  Broken  pedals,  bent  frames  and  twisted 
handlebars,  not  to  mention  tired  nature, 
overcame  eleven  of  them.  Those  who  came 
"so  near  and  yet  so  far"  were  William 
Schleicher  (R-S),  George  Wagner  (Wag- 
ner), Harold  H.  Brown  (Indian),  J.  I.  Bran- 
denburg (R-S),  Fred  A.  Baker  (R-S),  E. 
W.  Goodwin  (Indian),  Henry  Jarmie  (R-S), 
Edw.  Brereton  (R-S),  A.  S.  Noonan  (R-S). 
J.  F.  Co.x,  Jr.  (Indian),  and  B.  Fremont 
(Wagner). 


The  scene  at  the  official  headquarters 
in  Cobe's  garage,  in  West  108th  street,  was 
one  of  bustling  activity  from  3:45  a.  m.  until 
3:55  a.  m.,  Monday;  from  eight  o'clock 
Sunday  up  to  that  time  there  was  activity, 
but  of  a  quieter  sort  and  Control  Manager 
Frank  L.  Valiant  and  his  assistants,  W.  B. 
Widmayer  and  F.  W.  Horenburger,  had 
their  work  cut  out  for  them  in  affixing  lead 
and  wire  seals  around  the  cylinders  of  the 
motors  and  pasting  numbers  on  the  gaso- 
lene tanks.  Nearly  all  the  machines  were 
in  the  garage  at  eight  o'clock,  so  that  this 
work  was  facilitated  somewhat  and  was 
completed  by  midnight.  Then  the  eye-sore 
and  weary  officials  tried  to  snatch  a  few 
winks  of  sleep  in  the  tonneau  of  a  touring 
car,  but  no  sooner  had  they  closed  their 
eyes  than  Harry  A.  Gliesman  rode  up,  with 
muffler  cut  out,  awakened  them,  and  in- 
sisted that  all  hands  come  out  and  take  'a 
drink  with  him.  He  finally  was  persuaded 
to  go  to  sleep  on  the  steering  wheel  of  the 
aforementioned  automobile.  At  exactly 
fifteen  minutes  before  four  o'clock  the  con- 
testants began  to  sign  up,  and  how  the  en- 
tire thirty-four  managed  to  affx  their  sig- 
natures  to   the   control   sheet   in   the   short 


space  of  ten  minutes,  is  something  that  the 
men  in  charge  are  wondering  over  yet.  The 
start  was  made  from  One  Hundred  andTenth 
street  and  Broadway  and  at  two  minutes 
of  four  all  were  lined  up  in  several  divisions, 
the  Indians,  R-S's,  Yale-Californias  and 
Wagnerites,  together,  each  waiting  for  the 
signal  that  would  start  them  on  the  390- 
mile  contest.  One  of  the  notable  and  com- 
mendable features  of  the  preliminary  prep- 
arations was  the  noticeable  quietness  that 
prevailed.  There  was  no  running  up  and 
down  the  street,  with  mufflers  wide  open,  to 
test  the  machines,  and  in  fact,  not  one 
Broadway  resident  was  awakened  out  of 
his  early  morning  sleep.  Few  outsiders 
knew  that  anything  unusual  was  transpiring 
on  Broadway  and  it  was  not  until  a  few 
minutes  before  four  when  the  contestants 
ran  up  from  108th  street  to  the  starting 
point  that  a  policeman  appeared.  Then, 
attracted  by  the  muffled  explosions  in  the 
engines,  three  patrolmen  put  in  appearance, 
but  after  asking  what  was  going  on  took 
only  a  mild  interest  in  the  proceedings. 
Roundsman  Casey,  of  course,  was  there  on 
his  motorcycle  and  while  Casey  was  deliver- 
ing an  oration  to  the  waiting  riders  about 
running  out  of  the  city  slowly,  Valiant,  the 
starter,  was  telling  them  the  identical  thing, 
with  additional  caution  to  keep  their  muf- 
flers religiously  closed  until  safely  out  of 
the  city  limits.  The  dawn  was  just  begin- 
ning to  break  at  the  time  for  the  start  and 
E.  Y.  White,  who  had  come  all  the  wa3- 
from  San  Antonio,  Texas,  to  enter  the  run, 
sniffled  the  air  a  few  times  and  then  "reck- 
oned they'd  have  right  smart  rain  before  they 
got  to  Rochester."  It  certainly  looked 
threatening.  Aa  exactly  4  a.  m.,  to  the 
second,  the  starter  blew  the  whistle 
and  thirty-two  of  the  contestants  were  Soon 
swallowed   up   in   the    early   morning   mist, 


with  Roundsman  Casey  leading  the  proces- 
sion. The  two  who  did  not  start  on  time 
were  R-S  men,  one  of  whom  replaced  a 
seat-post,  the  other  waiting  for  him.  Ten 
minutes  after  the  others  had  left  they  got 
under  way,  and  H.  A.  Gliesman  accompan- 
ied them  for  several  miles.  Sales  Manager 
George  W.  Sherman,  of  the  Reading  Stand- 
ard Cycle  Mfg.  Co.,  and  F.  C.  Cornish, 
Newark  agent  for  the  Yale-California,  were 
among  the  few  persons  who  saw  the 
riders   off. 


Peekskill,  N.  Y.,  44.6  miles  distant,  was  the 
first  checking  point.  The  road  is  hilly  and 
hard  and  nothing  worse  than  several  stretches 
of  loose  stone  was  encountered.  The  puncture 
fiend  was  early  astir,  however,  and  shot  sev- 
eral shafts,  but  the  riders  used  their  throttles 
to  such  good  purpose  that  nearly  all  of  them 
were  in  Peekskill  long  before  the  checker  had 
hoisted  his  flag  or  had  his  checking  sheets 
ready  for  their  signatures. 

Poughkeepsie,  78.3  miles,  was  the  first  con- 
trol. The  contestants  were  due  to  be  timed 
there  between  8.58  and  9.28  A.  M.  Arriving 
at  any  control  ahead  of  time  entailed  the  spoil- 
ing of  perfect  scores  or  instant  disqualification. 
Rain  began  to  fall  before  Poughkeepsie  was 
reached,  but  only  one  rider  fell  vvfith  it.  He 
was  E.  F.  Brooks,  the  New  Jersey  Indian. 
Damoth  (Curtiss)  and  one  or  two  others  had 
had  some  minor  troubles,  but  save  McLaugh- 
lin (Curtiss)  they  had  squeezed  in  in  time. 
McLaughlin  had  suffered  exhaust  valve  trou- 
bles and  registered  late.  Most  of  the  others 
were  in  sight  of  the  town  with  time  to  spare, 
but  they  were  wise  enough  to  while  away  the 
minutes  out  of  sight  of  the  control.  Beyond 
Poughkeepsie  the  roads  deteriorated  sadly,  and 
the  "fun"  began.  At  Blue  Stores  the  road  had 
been  recently  "worked."  The  slippery,  cling- 
ing mud    inaugurated   the   acrobatic   perform- 


THE  aCYCLiNG  WORLD 


A23 


anCes  that  marked  the  day.  Men  slipped  all 
over  themselves.  They  described  circles,  half 
circles,  semicircles,  letter  S's,  zigzags  and  all 
the  other  fancy  figures.  Some  landed  on  their 
feet;  at  least  two — Chubbuch  and  McLaugh- 
Hn — landed  on  their  backs ;  others  landed  any 
old  way  in  the  ditch. 


Thereafter  the  Jarmie  proboscis  was  a  pic- 
turesque, if  painful,  feature  of  the  contest.  His 
accident  caused  him  no  great  delay,  but  he 
spoiled  his  score  by  reaching  Little  Falls  out- 
side the  allotted  time  limit  and  not  wholly 
through  his  own  fault.  Several  miles  from 
that  place  and  before  the  slough  in  tlie  woods 


DAMOTH  (CURTISS)   REGISTERING  AT  POUGHKEEPSIE  CONTROI,. 


Thereafter,  through  Hudson,  and  into  the 
Albany  control,  152.8  miles,  the  going  alter- 
nated between  good  and  bad,  but  always  it  was 
wet,  treacherous  going.  Men  continued  to  slip 
and  slide.  Even  the  magnificent  new  road 
leading  to  the  bridge  over  the  Hudson  at  Al- 
bany was  like  a  wide  ribbon  of  grease.  At 
one  place,  Mueller,  the  intending  cross-conti- 
nent performer,  flew  off  the  road,  bounded  into 
and  out  of  the  ditch  and  charged  into  a  corn- 
field, and  yet  regained  the  highway  without  a 
fall  or  dismount.  It  must  be  remembered  that 
there  were  few  "tenderfeet"  and  no  novices  in 
the  contest.  Later,  involuntary  antics  similar 
to  Mueller's  became  almost  too  common  to  ex- 
cite much  comment.  The  men  put  up  a  pace 
on  the  slippery  roads  that  invited  them.  Mc- 
Laughlin added  a  few  spills  to  his  collection, 
worried  long  with  a  damaged  exhaust  valve 
lifter  and  finally  gave  up  the  struggle  beyond 
Hudson.  E.  A.  Cavena  (Thomas)  also  retired 
after  leaving  Hudson.  George  Wagner,  who 
came  all  the  way  from  St.  Paul,  Minn.,  to  par- 
ticipate, had  his  troubles,  and  like  Henry  J. 
Wehman's,  the  dandiest  secretary  of  the  F.  A. 
M. — a  little  fellow  with  a  big  two-cylinder 
Curtiss,  who  had  broken  two  exhaust  valves, 
was  late  at  Albany.  Perfect  scores  were  not 
for  them,  nor  for  C.  H.  Bobb  (Wagner). 
Bobb,  too,  was  tardy. 

Going  into  Albany — on  the  toll  bridge,  to  be 
exact — Henry  Jarmie,  of  New  Haven,  Conn., 
drew  "first  blood."  He  had  dismounted  to  pay 
toll,  and  in  attempting  a  pedal  remount  he 
missed  the  pedal  and  sprawled  all  over  the 
bridge.  He  struck  full  on  his  face,  splitting 
his  lip  and  peeling  all  the  skin  off  his  nose. 


was  reached  he  encountered  a  motorcyclist  in 
trouble  at  the  roadside.  As  the  latter  had  a 
machine  similar  to  his  own,  Jarmie  dismounted 
to  lend  a  helping  hand.  He  supposed  it  was 
one  of  the  men  in  the  contest.  After  he  had 
frittered  away  20  minutes  locating  a  short  cir- 


road  was  poor;  so  was  the  cycle  path.  But 
the  latter  was  at  least  hard  and  not  so  slippery. 
In  many  places,  and  for  miles,  it  had  become 
so  grass  grown  that  it  is  a  mere  thread.  The 
weeds  which  it  scarcely  parts  are  elbow  high. 
Swishing  through  them  at  20  miles  per  hour 
was  a  novel  sensation,  but  as  Wehman  optim- 
istically expressed  it,  it  "at  least  provided  a 
clothes  brush  without  the  need  of  giving  a  tip." 
At  that  pace,  dashing  through  the  close,  wet 
growth  on  the  almost  blind  path,  required  trust 
in  God.  Most  of  the  men  appeared  to  be  full 
of  the  trustfulness.  But  there  were  those  who 
fell  despite  the  trust.  At  one  point  an  old 
board  had  been  placed  across  the  abutting 
ditch.  It  projected  on  to  the  cycle  path  ever 
so  little,  but  quite  enough  for  several  men  to 
remember  it  vividly.  They  were  the  ones  who 
struck  the  board.  The  striking  was  akin  to 
being  shot  from  a  catapault.  It  is  remarkable 
that  none  were  hurt.  Wehman  was  among 
those  who  missed  the  board,  but  he  went  down 
and  out  at  the  next  checking  point.  When 
tire  troubles  and  a  split  rim  were  added  to  his 
exhaust  valve  woes  he  decided  that  he  had 
had  enough.  He  shed  his  muddied  clothes  at 
Amsterdam,  purchased  a  new  outfit  and  joined 
the  throng  that  night  at  Little  Falls,  where 
he  heard  stories  of  even  such  mud  plugging 
as  he  himself  had  not  experienced. 

Frank  M.  Dampman  (Indian)  also  suc- 
cumbed between  Albany  and  Amsterdam,  or, 
more  correctly,  it  was  his  tires  that  succumbed. 
He  had  used  up  two  spare  tubes  which  he 
carried,  and  when  his  outer  cover  was  cut 
almost  in  half  he  had  to  quit  whether  or  no. 
He  trained  into  Little  Falls,  obtained  a  new 
cover,  and  although  no  longer  regularly  in  the 
contest  he  trailed  the  contestants  out  of  the 
control  the  next  morning  and  stayed  with  thero 


TWO  BEI,ATED  ARRIVAI^S  I,EAVING  CONTROI,. 


cuit  his  disgust  may  be  imagined  when  he 
learned  that  his  roadside  acquaintance  was 
one  of  the  New  York  tourists  who  had  pre- 
ceded the  contestants  by  a  day  and  a  quarter 
and  who  had  fallen  far  behind  the  other  tour- 
ists. Jarmie  rode  like  mad,  but  the  mud  and 
ruts  were  too  much  for  him. 

Outside  of  Albany  new  experiences  were  en- 
countered. The  first  introduction  to  the  aban- 
doned cycle  paths  provided  them.     The  main 


until  with  the  others  he  was  "drowned  out" 
near  Lyons.  There  is  more  than  one  competitoi 
to  whom  Dampman  proved  a  friend  indeed  that 
day. 

In  all,  31  of  the  34  starters  reached  the 
Albany  control,  all  save  three  of  thetn  with 
perfect  scores.  It  was  in  the  42  miles  of  beau- 
tiful Mohawk  Valley  between  Amsterdam  and 
the  night  control  at  Little  Falls  (228.8  miles 
from   New   York)    that   the   real    "slaughter" 


424 


THE  BICYCLING  WORLD 


commenced,  most  of  the  "killing"  occurring 
within  six  miles  of  the  control.  Not  so  much 
rain  had  fallen  on  Sunday  and  the  road  was 
fairly  dry.  But  on  Saturday  there  had  been  a 
deluge    and    the    water    had    settled    and    re- 


ing  was  harder  than  the  riding,  even  if  it  was 
safer.  There  were  times  when  it  was  neces- 
sary to  get  down  in  the  ditch  in  order  to  obtain 
sufficient  foothold  to  push  the  machine. 

The  men  who  were  caught  in  the  dark   in 


THE  SIX  "PERFECT  GENTI^EMEN." 


t 

4Mi    '  JtHj^'       ^ 

^1^^^^                     ^^SSw  '  '""^Iflli^^^^^l^^^V  **          ^^I^H 

.iaJS  iM 

Ei. 

f.  fp 

/     w 

■.  m 

^c>«M..,.^ii^^HHli  IHI^H 

* 

■    f 
-^#  ■ 

■ 

m 

'  '^^^^ffl^^H  ^^^B  ^^^B'^i^^Sw  V3e  «*  i^^H^I 

i 

J^B  ^K  HF  IB    \«>'1K"  '^^H 

*^ll  1 

m 

1                  2                 3                   4- 

■w«^ 

m  • 

1,  Kellogg.    2,  Hedstrom.    3,  Chubbuch.    4,  DeRosier.    5,  Holden.    6,  Barrows. 


mained  in  all  the  deepest  depressions,  of  which 
there  were  not  a  few,  and  which  extended 
from  ditch  to  ditch.  It  was  possible  to  "rush" 
some  of  the  mudholes  and  send  the  dirty  wa- 
ter flying;  occasionally  it  was  possible  to  ride 
gingerly  on  the  narrow  strip  of  grass  at  the 
edge  of  the  ditch,  but  both  proceedings  caused 
more  than  one  spill  and  bent  or  broke  more 
than  one  pedal  shaft.  Parenthetically,  there  is 
a  trail  of  broken  pedals  between  Poughkeepsie 
and  Rochester. 

But  this  sort  of  riding  was  boulevard  riding 
compared  with  that  nearer  Little  Falls.  There 
the  apology  for  a  road  runs  through  a  dense 
swamp  or  woods,  so  dense  that  they  say  the 
road  never  dries.  It  is  cut  into  at  least  a  dozen 
gutterlike  ruts,  the  ruts  are  studded  with 
stones,  and  where  there  are  no  stories  there  is 
slimy  mud  and  water.  It  is  the  sort  of  road 
that  is  a  "terror"  to  anything  on  wheels,  and 
most  of  all  to  the  man  on  two  wheels.  Riding 
over  it  is  aJ?in  to  riding  on  a  rail.  Some  of 
those  daring  experts  in  the  endurance  contest 
"took  phances,"  and  actually  rode  every  foot 
of  the  way  save  when  they  were  picking  them- 
selves up  after  a  slide.  As  evidence,  a  Bicycling 
World  man  about  four  miles  outside  of  Little 
Falls  met  Kellogg,  Holden,  Hedstrom,  Swen- 
,son  and  several  other  Indian  riders.  They 
were  fairly  well  bunched,  and  at  least  an  hour 
and  20  minutes  ahead  of  time.  Other  riders 
came  up  while  they  were  washing  up  and  walt- 
zing for  time  to  expire  before  appearing  in  sight 
of  the  control. 

;  Some  riders  would  walk  a  few  yards,  then 
ride  a  few  to  the  next  mudhole,  and  keep  re- 
peating the  procedure.    If  anything,  the  walk- 


that  awful  place  had  a  fearful  time  of  it.  Four 
perfect  scores  were  spoiled,  two  were  nearly 
spoiled  and  four  men  saw  their  finish  in  those 
slimy,   stone   studded   ruts.     E.   Y.   White,  of 


the  woods  the  double  struggle  proved  too  much 
for  him.  He  put  up,  exhausted,  at  a  farm- 
house. Goerke,  Johnson  and  Bobb  were  the 
others  whose  tired  nature  expended  itself.  The 
first  two,  accompanied  by  the  belated  tourist, 
Archie  Jeanotte,  arrived  in  a  wagon  which  had 
been  sent  from  Little  Falls  as  the  result  of  a 
report  that  several  men  were  in  a  bad  way. 
Johnson,  a  tall,  spare,  rawboned  young  Swede, 
in  a  baggy  khaki  uniform,  was  "all  in,"  and  after 
a  few  "bracers"  presented  a  picturesque  study 
in  cheerful  misery.  He  and  Bobb,  a  Wagner 
man,  had  overlooked  the  checking  station  at 
Amsterdam,  but  had  pressed  on,  Bobb  arriving 
on  foot  at  about  ii  o'clock.  Deane,  one  of  his 
mates,  had  arrived  about  two  hours  earlier. 
They  remained  abed  the  next  morning. 

Jarmie,  he  of  the  hurt  nose,  and  Baker  and 
Goodwin,  of  Brooklyn,  were  the  others  who 
spoiled  their  perfect  scores  by  tardy  arrivals. 
Baker  was  invited  into  the  relief  wagon,  but 
determindedly  refused  the  temptation,  and  con- 
tinued to  plod  in  the  darkness.  Brandenburg 
and  Brown,  the  latter  of  Boston,  reached  the 
control  with  but  seconds  to  spare.  Brown  and 
his  machine  were  both  in  bad  shape,  and  Bran- 
denburg was  unhappy.  He  and  Baker  are  boon 
companions  and  had  agreed  to  do  the  "brother 
act"  in  the  contest.  He  remained  with  Baker 
in  the  woods  helping  him  repair  a  tire,  but  had 
to  leave  him  abruptly  and  hurry  to  save  his 
own  score.  His  solicitude  because  of  the  fact 
was  akin  to  anguish.  If  tired,  the  happiest 
party  in  the  town  that  night  was  the  Yale 
team,  if  it  may  be  so-called.  It  was  only  the 
men  on  Yales — four  of  them — who  had  pre- 
served a  perfect  score  for  their  mount. 


THE  FIVE  WHO  "GOT  THERE  JUST  THE  SAME.' 


1,  Schleicher.    2,  Swenson.    3,  BufFum.    4,  Mueller.    5,  Mann. 


Texas,  a  genial  little  man,  who  came  nearly 
3,000  miles  to  demonstrate  by  rough  usage  the 
merits  of  an  ingenious  and  attractive  cushion 
frame  of  his  own  invention,  was  one  of  those 
who  "died"  in  the  mud.  He  was  nearly  an  hour 
ahead  of  time  when  his  coaster  brake  went 
wrong,  and  when  he  encountered  the  mess  in 


Of  the  31  riders  who  passed  the  Albany  con- 
trol in  the  early  afternoon  25  reached  Little 
Falls  afoot  or  awheel,  and  24  left  there  the 
next  morning  at  6  A.  M.  to  continue  the  chase. 
Bobb  and  Deane  elected  to  go  no  further. 

Rochester  was  but  i(5i  miles  away;  the  sun 
was  shining  brightly  and  the  roads  were  dry 


THE  BICYCLING  WORLD 


425 


when  the  start  was  made.  Everything  prom- 
ised a  day  of  comparative  pleasure.  Noonan, 
who  although  beset  by  tire  troubles  all  the  day 
before  yet  remained  on  time,  was  inclined  to 
crowd  the  pace.  He  lives  in  Rome,  and  sought 
to.S-each  there  first.  He  did  so,  and  Noonan 
and  his  fellow  Romans  were  correspondingly 
proud.  The  pride  did  them  no  harm.  The  go- 
ing had  been  fast  and  troubles  few.  Where 
the  road  was  loose  there  usually  was  a  neglect- 
ed cycle  path— usually  but  a  mere  ribbon,  but 
hard  and  safe.  There  were  many  miles  of  such 
path.  The  eyes  tired  following  the  narrow 
trail  in  the  grass. 

These  paths  were  responsible  for  one  un- 
pleasant incident.  Near  Utica,  Mann,  the  Yale 
man  from  Yonkers,  suddenly  descried  a  man 
ahead  animatedly  waving  a  spade.  As  Mann 
slowed  the  fellow  struck  him  a  vigorous 
whack  with  the  implement,  knocking  him  from 
his  machine.  Some  tart  conversation,  but  noth- 
ing worse,  followed.  The  belUcose  individual 
claimed  that  Mann  was  riding  on  the  sidewalk. 
The  Yale  men  tasted  of  their  first  real  bitter- 
ness at  Canastota,  near  Syracuse.  There  Coflf- 
man,  the  earnest  but  sunny  dispositioned 
Southerner  with  the  delightful  drawl,  went 
down  and  out  with  a  tire  cut  beyond  hope  of 
repair.  At  the  Syracuse  control  only  the  un- 
fortunate Coffman  was  missing.  All  the  others 
were  within  the  30-minute  time  limit  and  had 
ample  time  to  regale  themselves  with  the 
bounteous  lunch  which  Control  Manager  W. 
H.  Olmsted  unexpectedly  had  awaiting  them. 

Outside  of  Syracuse  the  Camillus  Hill,  long 
and  steep  and  deceiving,  gave  the  contestants 
something  to  recall  and  talk  about.  The  road, 
too,  was  not  as  good  as  it  had  been ;  it  crossed 
and  recrossed  the  canal  with  its  tempting  but 
forbidden  towpath.  Then  clouds  began  to 
gather,  and  before  Lyons  was  reached  rain  had 
begun  to  fall.  It  fell  rather  gently  at  first. 
"At  first"  is  used  advisedly. 

At  Lyons,  that  forethought  and  shrewdness 
that  has  played  such  parts  in  making  the  Indian 
reputation,  was  markedly  in  evidence.  The 
Indian  people  were  taking  no  chances  with 
either  gasolene, or  oil.  Days  before  they  had 
their  own  supplies  of  each  shipped  to  every 
checking  place  and  control,  save  Lyons,  which 
is  only  about  35  miles  -from  Rochester— so  near 
it  was  not  thought  worth  while,  that  is,  not 
until  about  the  tenth  hour.  Hasty  inquiry  dis- 
closed the  fact  that  there  were  but  ten  gallons 
of  gasolene  readily  available.  Indian  wampum 
promptly  paid  for  it,  and  Indian  riders  obtained 
fuel,  while  others  had  to  wait  for  it— and 
there  were  those  who  claimed  that  they  ob- 
tained an  indifferent  quality.  It  caused  some 
growling  Sn  the  part  of  the  latter,  but  without 
good  reason.  The  Indian  preparedness  was  ad- 
mirable. 

Beyond  Lyons  they  had  been  "working"  the 
road.  The  gentle  rain  did  it  no  great  harm. 
It  made  it  a  bit  slippery,  but  that  was  about 
all.  The  first  few  men  who  left  the  town  suf- 
fered only  this  trifling  ill  effect.  Those  who 
followed  had  another  story  to  tell.  The  gentle 
rain  increased  in  volume.  The  volume  grew 
and  grew  until  it  seemed  as  if  the  clouds  had 


been  rent  assunder.  The  riders  were  soaked 
to  the  skin  and  rode  blindly.  So  heavy  was 
the  downpour  they  could  scarcely  see.  The 
roads  became  rivulets  or  seas  of  sticky,  greasy 
mud.  Men  floundered  and  staggered  like  so 
many  drunks,  and  fell  oftener.  Pedals  snapped, 
chains  broke,  forks  clogged.  But  why  prolong 
the  agony? 

The  contest  became  almost  a  rout.  Some 
of  the  brave  fellows  stuck  to  the  road  and 
pressed  on  as  but  they  could;  others  sought 
tlie  railroad  bed  and  pounded  crossties  till  they 
could  stand  it  no  longer.  Several  tempted  fate 
and  heavy  fines  by  having  recourse  to  the  pro- 
hibited canal  towpath,  and  these  latter  were 
among  the  fortunate  ones.  Some  sought  this 
towpath  and  couldn't  find  it.  It  was  almost 
pathetic  to  hear  Fred  Baker  say :  "I  looked  all 
around  for  the  d— d  thing  near  Palmyra  and 
couldn't  find  it."  They  all  stumbled  on  until 
their  limits  of  endurance  were  reached.  Sev- 
eral pressed  on  until  within  two  miles  of  hard 
and  scarcely  sprinkled  roads,;  but  of  course 
they  did  not  know' the  limits  of  the  cloud- 
burst, as  they  termed  the  downfall.  It  had 
scarcely  rained  in  Rochester  or  the  country 
for  IS  miles  around.  When  Stanley  Kellogg, 
Oscar  Hedstrom,  Sam  Chubbuch  and  the 
other  leaders  who  had  felt  only  the  fringe  of 
the  storm's  fury  were  on  safe  ground  their 
fellows  in  the  rear  were  soaked  to  the  mar- 
row and  having  a  fearful  time;  those  in  the 
far  front  were  wet  only  to  the  skin  and  rolled 
down  University  avenue,  Rochester,  before  a 
crowd  that  lined  the  curbs  unconscious  of  the 
true  extent  of  the  havoc  that  the  rain  had 
wrought. 

The  table  eloquently  tells  the  story.  Twenty- 
three  men  reached  Lyons;  eleven  reached  Roch- 
ester. Twelve  had  succumbed  in  a  little  more 
than  as  many  miles. 

To  receive  gold  medals  for  perfect  scores 
the  men  were  due  to  arrive  in  Rochester  be- 
tween 4:29  and  4:59  P.  M.  This  is  the  order 
in  which  they  signed  the  final  score  sheet : 
Kellogg,  4:40;  Hedstrom,  4:48;  Chubbuch 
(clinging  on  to  a  broken  saddle),  4:49;  De 
Rosier,  4:57;  Hoi  den,  4:59;  Barrows,  4:59; 
Schleicher,  5:14;  Swenson,  5:33;  Buffum,  5:45. 
Mueller  and  Mann  came  in  after  the  control 
had  closed,  but  well  within  the  five-hour  limit 
necessary  to  qualify  for  survivors'  medals, 
which  Schleicher,  Swenson  and  Buffum  also 
will  receive.  The  other  six  as  stated  will  wear 
gold.  The  plump,  rosycheeked  Barrows  was 
in  sight  when  the  perfect  score  limit  was  ex- 
piring and  was  permitted  to  squeeze  in.  There 
were  no  protests  and  but  one  or  two  faint 
grumbles.  He's  an  odd  sort  of  chap  who 
would  begrudge  a  fellow  man  such  a  squeeze 
after  such  an  ordeal — an  ordeal  the  like  of 
which  men  rarely  pass  through  when  the  gain 
is  but  a  bauble. 


DE  ROSIER'S  WHIRLWIND  RIDE 


Refused  Handicap  and  Wins  Road  Race  at 

F.  A.  M.  Meet — Gets  Close  to  Mile  a 

Minute — Curtiss    in    Hard    Luck. 


A.  Craig  won  the  one-mile  bicycle  race 
that  formed  a  part  of  the  athletic  track 
meet  at  Western  Springs,  111.,  July  4th. 
J.  Williams  finished  second  and  W.  Stevens 
third.    Time,  2:46J^. 


Rochester,    N.    Y.,    July    5. — The    annual 
meet — the     fourth — of     the     Federation     of 
American  Motorcyclists,  held  under  the  aus- 
pices   of    the    Rochester    Motorcycle    Club, 
was  to  have  been  inaugurated  here  yester- 
day morning.     A  run  to  Ontario  Beach  was 
the    first    number    on    the    program;    races, 
including  the  one  and   five-mile  champion- 
ships, were  to  constitute  the  second  num- 
ber.    Rain  rendered  it  impossible  for  either 
to   be   held   and  time   hung  heavily   on   the 
hands    of    the    visiting    motorcyclists    who 
are    here    in    goodly    numbers.      The    run 
was  declared  off  and  the  race  card  of  yes- 
terday was  put  off  until  Saturday  afternoon. 
The    meet,    therefore,    really    began    this 
forenoon    with    the    24-mile    handicap    road 
race  on  the   Henrietta  road — six  miles  out 
and   home   and   repeat.     It   resulted   in   an 
astonishing    burst    of    speed    by    Jacob    B. 
De   Rosier,   of  Springfield,   Mass.,   riding  a 
two-cylinder,    4    horsepower    Indian.      He 
surprised  everyone  by  declining  a  handicap 
of  two  minutes  in  order  that  he  might  start 
from  scratch  with  G.  H.  Curtiss,  of  Ham- 
mondsport,  N.  Y.,  who  bestrode  a  big  new 
two-cylinder,  5  horsepower  Curtiss.     S.  T. 
Kellogg,  of  Springfield,  who  rode  an  Indian 
of  the  same  rated  horsepower  as  that  used 
by   De   Rosier,   did   not   follow   the   latter's 
example;    he    accepted    the    start    of    two 
minutes   which   had   been   allotted   to   him, 
also. 

It  was  known  that  Curtiss  had  built  his 
new  machine  with  a  view  to  speed  and  with 
an  eye  to  this  particular  road  race  on 
which  he  had  set  his  heart.  But  alas  for 
human  hopes!  He  had  completed  less  than 
five  miles  when  his  lubricating  device  went 
wrong  and  placed  him  hors  du  combat  and 
spoiled  the  expected  battle  royal.  As  far 
as  they  went,  little  was  proven.  De  Rosier 
was  leading  the  Hammondsport  man  by 
fully  an  eighth  of  a  mile  until  what  is 
locally  styled  Methodist's  Hill — a  rather 
steep  half-mile  grade — was  reached.  There 
Curtiss  came  with  a  grand  flight,  ate  up  the 
distance  and  going  over  the  brow  of  the 
hill  was  leading  his  adversary.  The  next 
instant  the  ball  valve  in  his  lubricating 
system  stuck  fast  and  instead  of  feeding  the 
oil  to  the  engine  it  reversed  action  and 
spurted  the  lubricant  into  the  gasolene  tank 
and  over  the  rider  himself. 

De  Rosier  did  not  pause  to  reason  why. 
Sixteen  other  men  had  started — the  limit 
was  12  minutes — and  at  the  end  of  the 
first  lap,  12  miles,  he  had  passed  ten  of 
them  and  was  going  great  guns.  His  twelve 
miles  were  clocked  in  12:S9j^,  close  to  a 
one  minute  clip,  when  it  is  considered  that 
there  was  a  hill  to  be  climbed,  a  bridge  and 
two  railroad  tracks  to  be  crossed  and  a 
turn  to  be  made  in  the  width  of  the  road 


426 


THE  BICYCLING  WORLD 


THE  START  OF  THE  SCRATCH  MEN. 


MORE  STUDIES  IN  PUSHING  OFF. 


which  required  that  power  be  cut  off  and 
pedals  employed.  F.  G.  Helmer  (2)/^  horse- 
power Reliance),  a  limit  man,  was  then 
leading,  the  others  following  in  this  order: 
J.  F.  Cox,  Jr.  (2%  horsepower  Indian),  10 
m.;  F.  A.  Baker  (2^4  horsepower  R-S), 
7:12;    J.    A.    Schleicher,     (2J4     horsepower 


A.  Jeanotte  (2^4  horsepower  R-S),  12  m. 

Schleicher  had  hit  a  dog  and  sustained  a 
bad  fall  but  despite  the  fact,  managed  to 
keep  well  up.  C.  E.  Becker  (3  horsepower 
Thomas),  had  broken  an  exhaust  valve  and 
H.  J.  Wehman  (5  horsepower  Curtiss),  had 
split  a  rim  and  ripped  off  a  tire  and  both 


as  if  he  might  make  a  double  killing  by 
finishing  in  front  also.  But  Kellogg  and 
Cook,  on  two-cylinder  machines,  were  still 
leading  him  and  there  was  nothing  slow 
about  the  pace  set  up  by  Baker  and  Holden, 
who,  for  twelve  miles,  "had  it  out"  nip  and 
tuck  every  foot  of  the  way.    But  the  Spring- 


HOIvDEN  AND  BAKER  GETTING  AWAY. 


START  OF  THE  I,ONG  MARKERS. 


R-S),  12  m.;  George  N.  Holden  (2^  horse- 
power Indian),  7:12;  E.  Y.  White  (I54 
horsepower  Thor),  12  m.;  Walter  Goerke 
(2J4  -horsepower  R-S),  10  m,;  Gus  John- 
son (254  horsepower  R-S),  10  m.; 
S.  T.  Kellogg  (4  horsepower  Indian),  2  m.; 
Albert  Cook  (S  horsepower  Curtiss),  2  m.; 


were   put   out  of   the   running. 

The  announcement  of  the  time  of 
De  P^osier's  remarkable  flight  caused  the 
crowd  to  take  renewed  interest  in  the  race. 
He  had  made  such  great  gains  that  it  was 
plain  that  he  had  the  time  prize  won  and 
as  he  was  gojng  a  thundering  pace  it  seemed 


field  Frenchman  was  not  to  be  denied.  He 
turned  the  double  trick.  Baker  had  shaken 
off  Holden  and  passed  Cox  and  Helmer, 
the  latter  of  whom  struck  a  dog,  and  two 
miles  from  home  looked  like  winning.  But 
De  Rosier  nailed  him  in  the  last  mile  and 
led  him  over  the  tape  by   13  seconds.     In 


■BAKER,  SCH1<KICHEK  AJNU  H01,DEN  AT  END  OF  I^AP. 


HEI^MER  UPSETS  AT  THE  TURN. 


THE  BICYCLING  WORLD 


427 


the  last  mile,  Kellogg  caught  Holden,  who 
was  fourth,  37ji  seconds  behind  Baker. 
Cox,  a  red-haired,  red-faced,  ingeniously  art- 
ful man  from  Connecticut,  who  had  been 
pulled  back  from  the  limit  mark  and  given 
10  minutes  handicap,  was  fifth.  The  han- 
dicapping was  an  unusually  fine  bit  of  work, 


De  Rosier's  time  for  the  24  miles  was 
26:31^ — a  l:06j^  clip.  It  was  one  of  the 
fastest  road  races  ever  run  and  the  road, 
too,  was  but  an  ordinary  country  macadam' 
highway  and  by  no  means  a  sand-papered 
course.  Considering  the  time  lost  in  ped- 
alling around  the  three  turns,  there  can  be 


KELLOGG,  ONE  HOUR  CHAMPION 


DE   ROSIER   WINNING   THE   ROAD    RACE. 


as  the  summary  shows.  It  was  done  by 
Chairman  Douglas  of  the  F.  A.  M.  Compe- 
tition Committee  who  also  served  as  referee 
of  the  event. 


no  doubt  that  De  Rosier  averaged  better 
than  a  mile  a  minute  and  that  on  a  smooth, 
unbroken  course  his  mount  is  capable  of 
better  than  50  seconds.    The  summary: 


Rider. 

1— J.  B.  De  Rosier. 

2— F.  A.  Baker 

3— S.  T.  Kellogg... 

4— G.  N.  Holden... 

5— J.  F.  Cox 

6— A.  Cook 

7 — J.  A.  Schleicher. 

8 — Gus  Johnson. . . . 

9— W.  Goerke 

10— E.  Y.  White.... 
11 — A.  Jeanotte 


Springfield,  Mass 

Brooklyn,  N.  Y 

Springfield,  Mass 

Springfield,  Mass 

New  Haven,  Conn. .  . . 
Hammondsport,  N.  Y 
Mount  Vernon,  N.  Y. 

Reading,  Pa 

Brooklyn,  N.  Y 

,San  Antonio,  Texas..  . 
•New  York  City 


Machine.  Handicap. 

.4  h.  p.  Indian.  ..  .Scratch 

214  h.  p.  R-S 7:12 

.4  h.  p.  Indian....  2:00 
.2^  h.  p.  Indian..  7:12 
.214  h.  p.  Indian.. 10:00 
,.S  h,  p.  Curtiss...    2:00 

.ly^  h.  p.  R-S 12:00 

.254  h.  p.  R-S 10:00 

2^  h.  p.  R-S 10:00 

MA  h.  p.  Thor.... 12:00 
.IVa  h.  p.  R-S 12:00 


ctiial  Time. 

Cor.  Time 

26:31  J^ 

26:31J^ 

33:56>^ 

26:44/5 

29:16 

27:16 

34:34 

27:22 

39:03 

29:03 

31:50 

29:50 

42:39=^ 

30:39->^ 

41:04 

31:04 

41:10->^ 

31:102/, 

45:033/^ 

33:033/ 

53:105^ 

41:10?< 

Good  Work  with  One  Pint  of  Gasolene. 

One-armed  Michael  E.  Toepel,  who  de- 
spite his  disability,  asks  no  odds  of  the  other 
motorcyclists  in  and  around  New  York  and 
who  goes  everywhere  the  best  of  them  go 
and  many  places  the  worst  of  them  never 
think  of  going,  had  an  inning  of  his  own 
on  Sunday,  June  24th.  The  occasion  was 
the  one  pint  economy  test  of  the  New  York 
Motorcycle  Club  which,  restricted  to  club 
members  using  their  own  machines,  was 
the  more  interesting  and  instructive  .because 
of  the  fact. 

Toepel  won  "hands  down,"  so  to  speak, 
his  left  arm,  which  is  artificial,  being  natur- 
ally always  down. 

With  the  measured  pint  of  gasolene,  cost- 
ing four  cents,  he  covered  16.6  miles,  an 
impressive  performance,  which  is  equal  to 
132.8  miles  on  a  gallon  costing  20  cents, 
or  at  the  rate  of  1^  mills  per  mile.  He 
rode  a  2^  horsepower  Indian.  The  records 
of  the  other  participants  were  as  follows: 
M.  Franklin,  3  horsepower  Griffon,  12.3 
miles;  A.  J.  Bendix,  3  horsepower  Orient, 
11.7  miles;  E.  L.  Fall,  3  horsepower  Curtiss, 
10  miles;  A.  Kreuder,  3  horsepower  Marsh, 


9.1  miles.  F.  M.  Manning,  Marsh;  A.  E. 
Barron,  Curtiss,  and  F.  A.  Roy,  Wagner, 
also  started  but  fell  by  the  wayside. 

The  contest  was  held  on  the  Boston 
Post  road,  an  undulating  course  with  a  good 
surface,  and  was  merely  an  added  feature 
of  the  usual  Sunday  club  run.  On  Pelham 
parkway,  tanks  were  emptied  and  engines 
operated  until  the  last  drop  in  the  carburet- 
ters had  been  consumed.  Each  rider  was 
then  supplieQ  with  a  measured  pint  of  gaso- 
lene and  with  it  rode  as  far  as  possible.  He' 
then  waited  for  Lieut.  McLaughlin  to  come 
up  to  "take  his  distance"  and  supply  gaso- 
lene from  the  receptacle  which  he  carried  in 
his  side  carriage. 


Wins  Title  in  Interesting  Race  at  F.  A.  M. 

Meet — Hedstrom  Loses   Temper,   Calls 

a  Strike  and  Mars  the  Sport. 


C.  W.  Lediard,  of  Brooklyn,  won  the 
quarter-mile  bicycle  race  which  was  one  of 
the  features  of  the  combination  races  run 
ofif  on  the  ocean  boulevard  at  Long  Branch, 
N.  J.,  on  July  4th.  Oakley  Hance  finished 
second.  The  time  was  0:29-}^.  Several 
other  events  were  scheduled  but  the  crowd 
became  so  dense  that  they  had  to  be  de- 
clared off. 


Rochester,  N.  Y.,  July  5.— Stanley  T.  Kel- 
logg, of  Springfield,  Mass.,  is  the  first  hall- 
marked one  hour  motorcycle  champion. 
He  won  the  honor  and  the  title  at  the  F. 
A.  M.  meeting  on  the  Crittenden  Park 
track  this  afternoon.  It  was  the  first  time 
the  hour  championship  had  been  run.  In 
the  sixty  miiautes  Kellogg,  bestride  a  4 
horsepower  Indian,  covered  42  1-16  miles — 
good  going  on  a  half-mile  dirt  course. 

J.  B.  De  Rosier  undoubtedly  would  have 
won  the  race,  however,  had  not  the  break- 
ing of  a  chain  on  the  twenty-third  mile  lost 
him  his  lead  and  two  additional  laps.  Al- 
though riding  a  machine  of  the  same  make 
and  power  as  Kellogg,  De  Rosier  was  able 
to  toy  with  the  former  and  it  was  the  toying 
that  gave  the  spectators  a  taste  of  that 
real  sport  which  is  possible  with  motor- 
cycles and  which  is  the  rule  in  cycle  racing 
and  other  forms  of  competition  and  which 
must  prevail  in  motorcycling,  if  the  sport 
ever  is  to  become  enduringly  popular.  The 
Frenchman  was  making  the  usual  runaway 
race  of  the  championship  when  he  looked 
behind  and  eased  up  slightly.  Kellogg 
slowly  gained  on  him  and  the  gaining 
caused  the  crowd  to  bubble  with  excitement. 
Then  Kellogg  caught  De  Rosier  and  they 
raced  for  several  laps  almost  neck  and  neclc 
and  when  the  former  finally  forged  in  front 
and  opened  20  yards  of  daylight,  the  en- 
thusiasm was  intense;  it  was  increased  to 
such  an  extent  when,  in  turn,  the  French- 
man went  up  and  again  assumed  the  lead, 
that  one  of  the  most  unpleasant  incidents 
that  has  ever  served  to  mar  a  motorcycle 
meeting  occurred,  was  almost  forgotten. 
De  Rosier  and  Kellogg  were  both  con- 
cerned in  the  incident. 

De  Rosier  had  refused  a  good  handicap 
and  won  the  road  race  in  the  morning.  He 
had  also  won  two  of  the  track  races, 
with  Kellogg  as  his  runner-up,  but  despite 
the  fact,  when  the  starts  for  the  three  mile 
handicap  were  announced  they  promptly 
went  up  "in  the  air,"  being  ably  assisted 
in  the  performance  by  George  Holden  and 
George  Pieper,  who  were  serving  as 
pushers-off.  De  Rosier  had  been  placed 
on  scratch,  and  Kellogg  was  given  18  sec- 
onds and  Chadeayne  and  Cook  I  minute  IS 
seconds.  The  starts  looked  stiff  but  as 
they  were  based  on  the  road  race  results 
and  De  Rosier  and  Kellogg  were  using  the 
same  two-cylinder  machines,  while  Cook 
and  Chadeayne  were  riding  single  cylinders, 
they  were  not  as  unreasonable  as  they  ap- 
peared. Parenthetically  they  were  proven 
very  nearly  right  in  the  hour  championship, 
in  which  De  Rosier  lapped  Chadeayne  in 
less  than  three  miles.  Holden,  usually  a 
thoroughly  descent  fellow,  was  more  exer- 


428  THE  BICYCLE^G  WORLD 

'M  recommend  the  Morrow  to  all  Motorcyclists" 


Meshoppen,  Pa.,  May  14tli,  1906. 

ECLIPSE  MACHINE  CO., 

Elmlra,  N.  Y. 

Gentlemen: 

I  have  delayed  writing  you  for  some  time  in  regard 
to  your  new  Morrow  Coaster  Brake  for  motorcycles,  knowing 
that  I  was  giving  your  brake  one  of  the  most  strenuous  tests 
that  It  is  possible  for  any  rider  to  give  a  brake  for  daily 
use.   I  use  my  motor  for  the  delivery  and  collection  of  mail 
on  a  twenty-five  mile  route  every  day  that  the  weather  per- 
mits.  I  have  eight  long,  hard  hills  to  descend  besides  lots 
of  short  pitches,  and  grades  running  as  high  as  28  per  cent. 

Last  year  I  used  the  "   coaster  brake  and  had  to 

walk  down  all  hills  that  were  long  or  steep  or  where  I  had  a 
stop  to  make.   This  spring  I  have  been  using  the  Morrow,  and 
I  ride  all  grades  and  feel  that  my  machine  is  under  perfect 
control  at  all  times.   Last  week  I  was  coasting  down  a  heavy 
grade  and  my  back  pouch  dropped  out  of  the  carrier.   I  ap- 
plied the  brake,  came  to  a  dead  stop,  dismounted,  backed  up 
^ust  seven  paces  to  where  the  mail  pouch  lay.   That  excels 
all  brakes  that  I  have  ever  used;  in  fact,  the  Morrow  has  no 
equal — it  is  in  a  class  by  itself — and  I  take  pleasure  in 
recommending  it  to  all  motorcyclists. 

Yours  respectfully, 

G.  F.  AVERY, 
R.F.D.  Carrier  No.  2, 

Meshoppen,  Pa. 


''Words  of  others  tell  the  story" 


THE  BICYCLING  WORLD 

SCENES     AT     THE     F.     A.     M.     ROCHESTER    RACE    MEET. 


429 


1,  DeRosier  and  Kellogg  "Soldiering"  in  the  Three  Miles  Handicap;  Cook  a  lap  ahead.    2,  Kellogg  after  I<apping,Ch3deayne  on  the  Hour  Championship. 

3,  The  Slow  Race.     4.  The  scramble  on  the  Five  Miles  In\'itation:  Goerke  leading. 


cised  than  the  men  themselves.  On  his  ad- 
vice they  refused  to  ride  and  held  up  the 
proceedings  for  quite  some  time.  Oil  was 
poured  on  the  troubled  water,  however,  and 
finally  they  started.  But  they  did  not  even 
try  to  win.  De  Rosier  rode  sitting  almost 
bolt  upright  for  two  miles  but  in  the  last 
mile,  when  it  was  too  late,  he  got  down  to 
business  and  ate  up  distance  like  a  whirl- 
wind.    The  limit  men  won,  of  course. 

All  probably  would  have  been  well  had 
not  news  of  the  incident  been  carried  to 
Oscar  Hedstrom,  who  was  looking  after 
the   Indian   machines   at  the  stables,,  some 


distance  removed  from  the  tape.  Hedstrom 
is  not  blessed  with  the  sweetest  temper  in 
the  world  and  the  result  of  the  road  race 
in  which  other  than  one  of  his  single  cylin- 
ders had  won  the  honors  in  that  class,  had 
caused  one  of  his  periodic  outbursts  against 
certain  of  his  own  men.  It  had  left  him  in 
bad  humor.  He  stalked  up  to  Referee 
Douglas  and  indulged  in  some  brash  talk 
and  when  politely  cut  short,  stalked  away 
threatening  that  he  would  "lock  up  all  the 
Indian  machines."  He  then  had  the  effront- 
ery to  send  back  word  that  the  men  would 
ride  if  Referee  Douglas  was  deposed.     No 


attention  was  paid  to  the  insulting  message. 
Hedstrom  reckoned  without  his  host.  En- 
tries were  not  numerous  and  the  "strike," 
news  of  which  spread  quickly,  threatened 
the  day  and  the  strong  box  of  the  Rochester 
club.  After  a  long  delay  the  slow  race,  in 
which  they  had  entered,  was  run  without 
the  strikers,  and  one  of  tlie  officials  offering 
the  necessary^  prizes  for  a  five-mile  invita- 
tion race,  several  sportsmanlike  men  busied 
themselves  to  such  good  purpose,  that  eight 
men  lined  up  for  the  event.  While  they 
were  on  the  tape  De  Rosier  and  Kellogg 
came  out  on  the  run  and  took  up  positions. 


430 


THE  BICYCLING  WORLD 


They  were   invited — to   rest  until   after   the 
race  had  been  run. 

The  incident  caused  a  deal  of  feeling 
that  did  not  help  the  Hedstrom  cause.  It 
was  well  illustrated  by  the  action  of  one 
young  Rochesterian  who  knew  none  of  the 
men  involved.  He  removed  an  Indian  but- 
ton which  had  been  pinned  on  his  coat  and 
threw  it  to  the  ground.  At  least  a  dozen 
others  who  made  up  his  party  promptly 
did  likewise.  Near  the  judges'  stand  a 
well-known  Indian  agent  removed  the  but- 
ton from  his  coat  and  placed  it  in  his  pocket 
with  the  remark,  "I'm  a  good  Indian  man 
but   I'm  a   good  sportsman  first." 

The  disagreeable  affair  put  a  damper  on 
the  entire  day.  A.  J.  Bendix,  one  of  the 
timers,  became  so  weary  that  he  quit  his 
job  and  E.  Y.  White  packed  up  and  took 
the  train  for  his  Texas  home,  two  days 
sooner  than  he  had  anticipated. 

The  mile  novice  race  was,  of  course  the 
first  event  of  the  afternoon.  Four  men 
started.  T.  A.  Rick,  Buffalo  (R-S),  fell 
while  leading  on  the  first  lap  and  thereafter 
the  fight  was  between  Walter  Goerke,  of 
Brooklyn  (R-S),  and  A.  Cook,  Hammonds- 
port  (Curtiss),  the  Brooklyn  man  finally 
winning  by  25  yards  in  1:437^.  M.  J.  Ca- 
bana, Buffalo  (R-S),  was  third. 

The  half-mile  flying  start  was  captured 
by  De  Rosier,  who  beat  out  Kellogg  by  20 
yards  in  42j^  seconds.  Cook  being  about 
the  same  distance  behind  Kellogg.  W.  C. 
Chadeayne,  Buffalo  (Thomas  Auto-Bi),  the 
cross-continent  rider,  was  fourth.  Chad- 
eayne proved  himself  a  good  sportsman  and 
won  the  good  opinions  of  all.  The  fear  of 
losing  never  deterred  him.  Riding  a  single- 
cylinder  machine,  he  competed  in  practically 
every  event,  lining  up  against  the  "doubles" 
as  if  it  was  a  mere  matter  of  course.  He 
never  quit  and  this  nonchalance  and  stick- 
toitiveness  netted  him  two  seconds  and  two- 
thirds  during  the  afternoon. 

The  five-mile  invitation  event  which  grew 
out  of  Hedstrom's  "flare-up"  was  taken  by 
Goerke,  who  rode  a  hard  and  consistent 
race.  The  starters  were  Cabana,  Chadeayne 
and  Becker,  of  Buffalo;  Goerke  and  Baker, 
of  Brooklyn;  Jeanotte,  of  New  York;  Hel- 
mer,  of  Addison,  and  A.  D.  Fisk,  the  presi- 
dent of  the  Rochester  Motorcycle  Club,  a 
grey  haired  grandfather,,  whose  sporting 
blood  was  fired  by  the  "strike."  The  men 
passed  and  repassed  each  other  often  enough 
to  make  the  race  really  interesting  and  the 
"strikers"  hardly  were  missed.  Goerke 
won  in  8:11^;  Chadeayne  was  second  in 
8:24  and  Baker  third  in  8:28%. 

The  ten-mile  Rochester  Handicap,  in 
which  the  experiment  of  alloting  the  handi- 
caps according  to  piston  displacement,  was 
to  have  been  tried,  became  a  scratch  race. 
Only  five  men  on  single  cylinder  machines 
appeared  ready  to  start  and  as  their  dis- 
placements were  very  nearly  equal,  they  all 
started  from  scratch.  The  race  developed 
into  a  runaway  for  De  Rosier,  whose  time 
was  I5:18j4',  Kellogg  was  second  and  Chad- 
eayne third. 


The  ten-mile  charnpionship  was,  however, 
the  race  of  the  day.  Only  De  Rosier,  Kel- 
logg and  Chadeayne  started — a  field  that 
promised  a  dull  contest.  The  Frenchman 
set  a  killing  pace  and  in  less  than  five  miles 
had  a  lead  of  a  quarter  of  a  lap.  Then  he 
glanced  behind  and  eased  slightly  and  Kel- 
logg began  to  close  up.  Chadeayne  was 
hopelessly  in  the  rear  and  was  burning  lub- 
ricating oil  like  a  furnace.  He  smoked  and 
skipped  around  the  track  for  a  mile  or  two 
and  then  changed  machines,  but  the  change 
served  him  no  purpose.  For  nearly  ten 
miles  Kellogg  chased  De  Rosier,  gaining 
inch  by  inch,  until  he  caught  him;  then  they 
raced  in  company  for  a  while  and  finally 
Kellogg  forged  ahead  and  drew  a  distinct 
lead.  At  the  half  hour,  when  21  miles  had 
been  covered,  they  were  within  speaking 
distance;  at  22  miles  De  Rosier  had  gone 
to  the  front  again  and  was  drawing  away 
when,  on  the  next  lap,  his  chain  broke  and 
he  coasted  to  where  there  was  a  reserve 
machine — a  single  cylinder,  however — 
awaiting  him.  He  mounted  it  and  pressed 
on  rather  indifferently  while  his  helpers  re- 
paired the  broken  chain.  Kellogg  gained  a 
full  mile  and  nearly  a  half  before  the  repair 
was  effected,  doing  the  25  miles  in  30:51>4 
as  against  Chadeayne's  41:55.  Thereafter 
it  was  all  over  but  the  shouting.  Although 
De  Rosier  rode  like  a  demon  after  remount- 
ing his  "double,"  Kellogg  was  too 
far  ahead  to  be  caught  and  he  won  with 
a  score  of  42  1-16  miles  as  against  De 
Rosier's  41  miles  50  yards  and  Chadeayne's 
34J/2   miles.     The  summary: 

One  mile  novice — Won  by  Walter  Goerke 
of  Brooklyn  (2J4  horsepower  R-S);  second, 
A.  Cook,  Hammondsport  (3  horsepower 
Curtiss);  third,  M.J.  Cabana,  Buffalo  (2J4 
horsepower  R-S).  Time,  1:43%.  Also  ran 
— T.  A.  Rick. 

Eighth-mile  slow  race — Won  by  A.  D. 
Fisk,  Rochester  (3  horsepower  Orient) ; 
Walter  Goerke,  Brooklyn  (2J4  horsepower 
R-S),  second;  William  C.  Chadeayne, 
Buffalo  (3  horsepower  Thomas  Auto-Bi), 
third.     Time,  1:00%. 

Half-mile,  flying  start — Won  by  J.  B.  De 
Rosier,  Springfield  (2^  horsepower  In- 
dian); S.  T.  Kellogg,  Springfield  (2j4  horse- 
power Indian),  second;  A.  Cook,  Ham- 
mondsport (3  horsepower  Curtiss),  third. 
Time,  42%.     Also  ran — Chadeayne. 

Hour  national  championship — Won  by 
Stanley  T.  Kellogg  (4  horsepower  Indian), 
42  1-16  miles;  J.  B.  De  Rosier  (4  horsepower 
Indian),  second,  41  miles  and  50  yards; 
William  C.  Chadeayne  (3  horsepower 
Thomas),  third,  341/2   miles. 

Three-mile  handicap — Won  by  A.  Cook 
(3  horsepower  Curtiss);  William  C.  Cha- 
deayne (3  horsepower  Thomas)  second; 
J.  B.  De  Rosier  (4  horsepower  Indian), 
third;  S.  T.  Kellogg  (4  horsepower  Indian), 
fourth.     Time,  4:47%. 

Five-mile  invitation — Won  by  Walter 
Goerke,  in  8:11%;  William  C.  Chadeayne, 
second,  in  8:24;  F.  A.  Baker  (2j4  R-S), 
third,  in  8:27%.     Five  others  started. 


Ten-mile  open — Won  by  J.  B.  De  Rosier 
(2^4  horsepower  Indian);  S.  T.  Kellogg 
(2%,  horsepower  Indian),  second;  William 
C.  Chadeayne  (3  horsepower  Thomas), 
third.  Also  ran — W.  Goerke  (2j^  horse- 
power R-S),  and  F.  G.  Helmer  (2J4  horse- 
power  Reliance). 


Rousing  Races  in  Springfield. 

In  the  bicycle  races  held  at  the  State  Fair 
grounds,  Springfield,  111.,  on  July  4,  under 
the  management  of  the  Illinois  Bicycle  As- 
sociation, J.  Nash  McCrea,  clearly  won  the 
title  of  "The  Idol  of  Springfield."  In  the 
one-mile  open  he  decisively  defeated  the 
field  by  crossing  the  tape  seven  yards  ahead 
of  Stanley  Funderburk,  who  battled  royally 
with  Mark  McCrea  for  second  place. 

In  the  five-mile  handicap,  Nash  McCrea 
again  demonstrated  his  ability  by  capturing 
the  gold  medal  offered  for  the  best  time. 
McCrea  was  placed  on  scratch  with  Fun- 
derburk and  the  two  rode  hard  until  the 
first  quarter  of  the  second  mile  when  Fun- 
derburk succumbed.  From  then  on  until 
the  finish,  McCrea  rode  like  one  possessed 
and  the  grandstand  occupants  yelled  like 
mad  when  the  popular  local  rider  spread- 
eagled  the  field  and  finished  third  at  the 
tape.  George  C.  Bernard,  of  Delevan,  with 
a  handicap  of  1:45,  had  a  big  lead  over  the 
scratch  men  and  had  no  difficulty  in  de- 
feating Rosewell  De  Crastos,  2  minutes,  at 
the  tape  for  first  place.  Bernard  also  won 
second  time  prize.  The  time  made  by  Mc- 
Crea was  13:20,  which  is  a  new  record  for 
the  Springfield  track. 

The  meet  was  the  first  that  has  been  held 
in  the  capitol  city  for  two  years  and  that 
bicycle  track  racing  is  not  a  dead  issue  in 
Illinois  was  demonstrated  by  the  large  and 
enthusiastic  crowd  that  attended,  about 
2,500  persons  being  present.  Full  credit  is 
due  the  Illinois  Bicycle  Association  and 
its  hard  working  secretary,  J.  H.  McCrea, 
an  old-time  "star."  The  association  was 
only  organized  last  year  but  it  has  grown 
rapidly  and  purposes  holding  several  more 
race  meets  during  the  season.  Special  prizes 
were  awarded  J.  N.  McCrea,  in  the  form  of 
silver  loving  cups,  for  crossing  the  tape  first 
on  a  Racycle  in  the  one-mile  race  and  an- 
other for  making  the  best  time  on  a  Ra- 
cycle in  the  five-mile  handicap.  Altogether 
the  chunky  speed  merchant  made  a  bigger 
killing  than  has  been  made  in  Illinois  since 
the  "good  old  days."     The  summaries: 

One  mile  open — Won  by  J.  Nash  McCrea, 
Springfield;,  second,  Stanley  Funderburk, 
Springfield;  third,  Mark  McCrea,  Spring- 
field.    Time,  2:47%. 

Five-mile  handicap — Won  by  C.  Bernard, 
Delavan  (1:45);  second,  Rosewell  De  Cras- 
tos, Springfield  (2:00);  third,  J.  Nash  Mc- 
Crea, Springfield  (scratch).  Time,  14:38. 
First  time  prize  won  by  J.  N.  McCrea  in 
13:20;  third  time,  Mark  McCrea  (1:30), 
14:40. 


"Motorcycles:  How  to  Manage  Them." 
Price  50c.  The  Bicycling  World  Co.,  154 
Nassau  Street,  New  York. 


F.  A.  M.  IN  ANNUAL  SESSION 


Membership  Fee  is  Reduced  and  Waltham 

Default  made  Good — Work  of  the  Year 

Reviewed  and  Officers  Elected. 


Rochester,  N.  Y.,  July  S. — Henceforth 
the  annual  dues  of  the  Federation  of  Ameri- 
can Motorcyclists  will  be  but  $1  instead  of 
$2,  as  previously  was  the  case.  New  mem- 
berships will,  however,  cost  $2  as  hereto- 
fqre,  for,  although  the  annual  fee  will  be 
but  $1,  in  initiation  fee  of  the  same  amount 
will  be  imposed.     This  change,  in  the  form 


HENRY  J.  WEHMAN, 
Secretary. 

of  an  amendment  to  the  constitution,  offered 
by  Roland  Douglas,  New  York,  was  adopted 
at  the  F.  A.  M.  annual  meeting  to-night. 

What  with  the  road  race  in  the  morning, 
track  races  in  the  afternoon  and  the  rrveeting 
to-night,  this  has  been  a  very  crowded  day 
for  the  F.  A.  M.  members.  Despite  the  fact, 
the  business  meeting  which  was  held  in  the 
parlor  of  Hotel  Eggleston  was  well  at- 
tended. It  was  short  and  sweet,  ?,nd  very 
much  to  the  point.  President  Betts  occu- 
pied the  chair,  of  course,  and,  needless  to 
add.  Secretary  Wehman  and  Treasurer  Qib- 
son  were  at  their  posts. 

One  other  amendment  to  the  constitution 
was  made,  also  on  motion  of  Mr.  Douglas. 
The  words,  "to  govern  and  administer" 
were  substituted  for  the  words  "to  ^vise 
and  assist"  in  the  regulation  of  motorcycle 
racing,  etc.,  in  the  clause  defining  the  ob- 
jects of  the  Federation.  The  change  was 
merely  in  the  nature  of  remedying  an  over- 
sight of  last  year,  the  F.  A.  M.  having  since 
January  1,  1905,  assumed  control  and  ad- 
ministration of  the  sport;  the  necessary 
amendment  to  the  constitution  was  over- 
looked at  the  annual  meeting  in  1905. 

It  came  out  at  to-night's  meeting  that  the 
Waltham    (Mass.)    Autocycle    Club,    under 


THE  BICYCLING  WORLD 

whose  auspices  the  1905  meet  was  held,  had 
failed  to  deliver  the  medals  for  the  three 
national  championship  events  which  had 
been     awarded     to     the     club.       Chairman 


R.    G.    BETTS, 
President. 

Douglas  of  the  Competition  Committee, 
stated  that  he  had  taken  the  matter  up 
with  the  head  of  the  Waltham  committee, 
but  save  to  receive  a  very  indefinite  promise 
of  delivery  at  some  period  in  the  remote 
future,  he  had  not  been  able  to  obtain  any- 


THEODORE   K.    HASTINGS, 
Vice-President,  Eastern  District. 

thing  more  definite.  As  they  were  the  first 
F.  A.  M.  championships  ever  run,  the  meet- 
ing voted  to  make  an  appropriation  of  $100 
to  make  good  the  Waltham  default,  this 
appropriation,  however,  not  to  be  considered 
as  establishing  a  precedent. 

Although  President  Betts,  in  calling  for 
nominations  for  officers  for  the  ensuing 
year,   said   the   field   was   open   to    all,    all 


4JI 

choices  were  unanimous.  R.  G.  Betts, 
New  York,  president,  and  G.  B.  Gibson, 
Westboro,  Mass.,  treasurer,  were,  for  the 
fourth  time,  chosen  to  succeed  them- 
selves. H.  J.  Wehman,  New  York, 
secretary,  was  returned  to  that  office 
for  the  third  time.  The  vice-presi- 
dents elected  were  as  follows:  For 
Eastern  District:  Theodore  K.  Hastings, 
New  York;  for  Western  District,  Irving  R. 
Hall,  Chicago;  for  Southern  District, 
Howard  A.  French,  Baltimore;  for  Pacific 
District,   Frank  M.   Byrne,   San   Francisco. 

Hugh  Brennan,  a  big,  broad-gauged 
Brooklyn  merchant,  was  nominated  as  vice- 
president   of  the    Eastern   district,   but,   de- 


G.  B.  GIBSON, 
Treasurer. 

spite  pressure,  he  refused  to  permit  his 
name  to  go  before  the  meeting. 

The  reports  of  the  officers  showed  a  flour- 
ishing state  of  affairs.  Treasurer  Gibson 
reported  a  balance  in  bank  of  $1,259,  of 
which  amount  $442  stands  to  the  credit  of 
the  several  districts. 

The  secretary's  report  disclosed  a  sub- 
stantial growth.  The  Eastern  District,  of 
course,  is  the  strongest;  the  Pacific  District 
comes  next. 

The  president's  report  reviewed  at  some 
length  the  accomplishments  of  the  year, 
and  was  considerably  in  the  nature  of  what 
Mr.  Betts  termed  an  answer  to  "that  good 
old  great-grandfather,"  What  do  I  get  for 
my  money?  He  touched  on  the  alliances 
consummated  with  the  A.  A.  A.,  N.  C.  A. 
and  A.  A.  U.  and  on  the  legislative  achieve- 
ments in  the  several  States;  also  on  the 
Reidsville  (N.  C.)  case,  and  very  pointedly 
illustrated  the  actual  money  that  the  F.  A. 
M.  is  saving  motorcyclists  by  instancing 
the  case  of  a  Connecticut  motorcyclist  tour- 
ing from,  say,  his  native  State  to  Virginia 
with  half  a  day's  detour  into  Delaware. 
Under  the  pre-Federation  order  of  things,- 
Mr.  Betts  stated  that  the  motorcyclist  would 
have   been   required   to  pay  the   legal   fees 


432  THE  BICYCLING  WORLD 


None   Better  Than   The 

YALE=CALIFORNIA 

RECORD 


IN  TtlE 


F.  A.  M.  Endurance  Contest 


4  STARTED 
3  FINISHED 

A  tire  impossible  of  repair  put  out  the  fourth  one 


On  the  first  day,  228  miles,  the 
YaIe=CaIifornia  was  the  only  ma= 
chine  that  had  100  per  cent. 


j  You  may  recall  that  we've  been  telling  you  that  the  Yale=California 

is  the  "one  best  buy."    It  costs  but  SljS.    You  can't  pay  less  and 
get  satisfaction;  you  can't  pay  more  and  get  your  money's  worth. 


THE  CONSOLIDATED  MFG.  CO. 

TOLEDO,  OHIO 


THE  BICYCLING  WORLD 


433 


that  are  exacted  from  the  automobilist  of 
to-day.    Here  is  how  it  works  out: 

Motor  Car.  Motorcycle. 


Connecticut, 

$2 

$1 

New   York, 

$2 

$0 

New  Jersey, 

$4 

$1 

Pennsylvania, 

$3 

$3 

Delaware, 

$2 

$0 

Maryland, 

$3 

$0 

Virginia, 

$2 

$0 

$18  $S 

As  all  of  the  States  save  New  York  im- 
pose non-resident  fees,  the  comparison  is  a 
fair  one.  In  Pennsylvania,  Mr.  Betts  said 
there  had  been  a  shake-up  which  it  is  hoped 
to  correct  at  the  next  session  of  the  legis- 
lature. 

"In  the  face  of  such  figures,"  said  the 
presidential  report,  "what  would  you  say 
to  the  'What  do  I  get  for  my  money?'  chap? 
My  own  sentiments  are  hardly  suited  to 
this  occasion.  No  account  is  taken  of  the 
burdensome  requirements  of  other  than 
registration  and  license  fees,  not  even  of  the 
special  fees  the  F.  A.  M.  has  lifted  from 
dealers,  which  in  New  Jersey  alone  amounts 
to  $20  per  year." 

With  the  giving  of  a  membership  badge, 
the  Helping  Hand  Book  and  the  F.  A.  M. 
diary,  in  addition  to  these  savings  of  actual 
money,  Mr.  Betts  remarked  that  "if  we  have 
not  been  able  to  present  a  $5  gold  piece  in 
return  for  every  membership  fee,  we  are 
of  the  opinion  that  we  have  come  as  near 
to  doing  so  as  is  within  the  means  of  any 
organization," 

The  president  reported  that  the  work  of 
establishing  a  system  of  officially  desig- 
nsted  repair  shops,  all  of  which  are  being 
registered,  and  to  which  certificates  are 
being  issued,  had  been  fairly  inaugurated. 
The  first  batch  of  the  certificates  already 
had  been  delivered.  While  it  is  not  imposed 
on  the  holders  of  these  certificates,  very 
many  of  them  have  agreed  to  extend  dis- 
counts to.  F.  A.  M.  members. 

Mr.  Betts  also  stated  that  the  matter 
of  insurance  rates  had  been  taken  up  with 
a  number  of  insurance  companies  and  in- 
surance brokers,  but  without  result.  The 
return  is  so  modest  that  none  of  the  insur- 
rnce  people  are  particularly  anxious  to 
obtain  motorcycle  risks,  nor  vvill  they  un- 
bend in  the  matter  of  rates. 

The  president  broached  the  idea  of  a 
change  in  the  form  of  government.  On  this 
subject,  he  said: 

"In  theory,  the  F.  A.  M.  plan  or  organ- 
ization is  vvell  night  perfect.  It  divides  the 
country  into  four  districts  and  places  the 
reins  of  government  of  each  district  in  the 
hands  of  representatives  of  the  respective 
districts.  It  decentralizes  the  administra- 
t'on  of  affairs  to  such  an  extent  that  one- 
man  powe:*  is  impossible.  It  likewise  places 
the  credit  of  work  performed  on  the  officials 
of  each  district;  also  the  blame  for  work 
which  should  have  been  performed.  As 
stated,  in  theory,  this  appears  to  be  prac- 
tically an  ideal  situation.  I  am  not  so  cer- 
tain that  the  theory  is  borne  out  by  practice. 


and  a  change  of  system  may  be  worth  your 
consideration  during  the  next  year.  Stress 
of  circumstances  have  obliged  the  national 
officers  to,  on  occasion,  perform  purely  dis- 
trict work,  and  there  have  been  district 
details  which  required  attention  but  into 
which  they  did  not  feel  free  to  project 
themselves.  Although  vice-presidents  in 
name,  vice-presidents  of  the  F.  A.  M.  dis- 
tricts are  essentially  presidents  thereof. 
Whether  this  system  is  best  designed  to 
achieve  results,  or  whether  a  change  of  plan 
is  desirable,  the  workings  of  another  year 
should  demonstrate." 

President  Betts  paid  high  tribute  to  .Sec- 
retary- Wehman  and  to  Chairman  Douglas 
of  the  Competition  Committee,  whom  he 
said  filled  difficult  positions  entailing  much 
work,  which  they  had  well  systemized.     He 


NEW    lOKK    BRAltCH    214-%I«    WKST    47TH    ST. 


suggested  that  if  it  were  possible  to  sift  the 
wheat  from  the  chaff,  it  would  be  a  not  half- 
bad  idea  to  institute  a  roll  of  honor  or  a 
memento  to  reward  such  unselfish  and  dis- 
tinguished services.  In  conclusion,  Mr.  Betts 
urged  all  motorcyclists  to  use  their  best  efforts 
to  suppress  the  open  muffler  nuisance  which, 
he  said,  was  the  one  evil  that  threatened 
to  work  great  injury  to  the  motorcycle  in- 
terests and  to  hamper  or  check  the  efforts 
to  prosecute  good  work. 

In  his  report.  Chairman  Douglas,  of  the 
Competition  Committee,  dwelt  chiefly  on 
the  tendency  to  exceed  the  limit  of  five 
horsepower,  which,  he  said,  was  a  dangerous 
tendency.  The  limit  had  been  adopted  as 
the  result  of  the  many  fatal  experiences 
with  the  big  pacing  machines  and  the 
fatalities  to  spectators  which  had  occurred 
abroad.  He  knew  that  horsc\ovver  was  an 
elastic  term,  and  thought  that  the  titne  had 
about  arrived  for  the  adoption  of  something 
more  definite.  He  had  about  reached  the 
conclusion    that    cylinder    capacity. was    a 


truer  measure  and  that  a  limit  of  SO  cubic 
inches  would  prove  fair  and  equitable. 

Before  the  meeting  adjourned,  the  presi- 
dent invited  anyone  with  a  grievance  or 
"a  load  on  his  mind,"  as  he  expressed  .it, 
to  speak  up.  But  not  a  voice  was  raised 
and  the  meeting  adjourned  after  passing  a 
vote  of  thanks  to  the  Rochester  Motor- 
cycle Club. 


How  Richmond  Celebrated  the  Fourth. 

Although  only  a  small-sized  crowd  was 
present  to  cheer  the  riders,  the  track  meet 
held  at  Reid  Field,  Earlham,  on  July  4th, 
under  the  management  of  the  Richmond 
(Ind.)  Bicycle  Dealers'  Association,  were 
exciting  and  furnished  plenty  of  thrills 
for  the  spectators.  Judging  from  the  elon- 
gated prize  list,  the  Richmondites  do  not 
believe  in  doing  things  by  halves,  for  al- 
though there  were  but  six  events  the  prizes 
amounted  to  just  $98.50  in  value.  Charles 
Draper  was  the  "star"  of  the  meet,  and  sur- 
prised everyone  by  winning  the  unlimited 
pursuit  and  the  mile  open  and  finishing  sec- 
ond in  the  three-mile  handicap. 

William  Waking  furnished  the  crowd  a 
thrill  or  two  when  he  took  his  motorcycle 
around  the  oval  for  a  mile  exhibition.  The 
track  was  built  for  foot  racing,  and,  con- 
sequently, is  not  banked.  When  Waki-ng 
took  the  turns  he  skidded  dangerously  close 
to  the  edges  and  there  was  a  chorus  of  ohs 
and  ahs  until  he  was  safely  in  the  straight 
again.  Considering  the  track.  Waking's 
time — 1  minute  52ys  seconds — was  good. 
Waking  also  scored  first  in  the  five-mile 
open  for  motorcycles,  riding  t1r(i  distance 
in  11:16.     The  summaries  follow: 

One-mile  open — Won  by  Charles  Draper; 
second,  Silas  Brown;  third,  Robert  Graham. 
Time,  2:34j^. 

One-mile,  for  boys  under  14  years — Won 
by  Earl  Cotton;  second,  Louis  ShallenbeJ-g; 
third,   Raymond  Wesbrod.     Time,   2:42.! 

Quarter-mile  time  trials — Won  by  Elnfier 
Smith.  ■  Time,  0:31. 

Three-mile  handicap — Won  by  Robert- 
Graham  (40  yards) ;  second,  Charles  Dra^jer 
(SO  yards);  third,  Silas  Brown  (scratch). 
Time,.8:484/$. 

Five-mile'  motorcycle — Won  by  William 
Waking;  second,  William  Clark.  Time, 
11:16. 

One-mile  motorcycle  against  time — By 
William  Waking.     Time,  l:S2j^. 

Unlimited  pursuit  race — Won  by  Charles 
Draper;  second,  Raymond  Howell;  third, 
Silas  Brown;  fourth,  Robert  Graham.  Dis- 
tance, 3  miles  1  lap.    Time,  8:32. 


"Farmer"    Blum   in    Front. 

William  ("Farmer")  Blum,  of  Chicago, 
won  two  firsts  of  a  possible  three  in  the 
bicycle  races  at  the  athletic  meet  of  the 
Scotch  Societies  at  Elliott  Park,  Chicago, 
Fourth  of  July.  Blum  won  the  mile  open 
sitting  up,  Edwin  Siegel  crossing  second. 
In  the  three  mile  open,  Blum  had  another 
victory,  with  Siegel  again  the  runner  up. 
Siegel  won  the  other  mile  open.  The'times 
were  not  announced, 


434 


THE  BICYCLING  WORLD 


Continental  Rubber  Works  Suit. 

We  desire  to  notify  the  trade  that  our  suit 
against  the  Continental  Rubber  Works  of  Erie,  Pa., 
under  the  Fillinghast  Patents  is  still  pending,  and 
that  purchasers  and  users  are  equally  liable  for  in- 
fringement. 

The  following  manufacturers  are  licensed  to 
make  and  sell  single  tube  tires  under  the  Tilling- 
hast  Patents: 


Hartford  Rubber  Works  Co. 

Diamond  Rubber  Co. 

Fisk  Rubber  Co. 

Pennsylvania  Rubber  Co. 

Indiana  Rubber  & 

Insulated  Wire  Co. 

Goshen  Rubber  Works 
Lake  Shore  Rubber  Co. 


B.  F.  Goodrich  Co. 

Goodyear  Tire  5f  Rubber  Co. 

Kokomo  Rubber  Co. 

International  Automobile    S; 
Vehiele  Tire  Co. 

Morgan  S;  Wright. 

Boston  Woven  Hose 

^  Rubber  Co. 


SINGLE  TUBE  AUTOMOBILE  &  BICYCLE  TIRE  CO. 


I 


THE  BICYCLING  WORLD 


435 


Baltimore  Indulges  in  Half-Century. 

As  living  testimony  that  pleasure  cycling 
is  "coming  into  its  own"  down  in  Mary- 
land, was  the  success  that  attended  the  first 
half-century  run  of  the  recently  organized 
Crescent  Wheelmen,  of  Baltimore,  on  Sun- 
day last,  1st  inst.  Ordinarily  a  half-century 
run  would  not  call  forth  any  comment,  but 
when  forty-nine  riders  in  Baltimore  where 
half-centuries  have  been  almost  unknown 
for  the  past  five  years,  get  together  for  a 
pleasant  little  Sunday  jaunt,  the  fact  is  in- 
disputable that  cycling  has  been  having 
a  revival  in  Maryland.  Fred  E.  Mommer, 
the  national  secretary  of  the  Century  Road 
Club  of  America,  accompanied  the  riders 
part  of  the  way,  but  he  did  not  finish  the 
run. 

The  riders  began  to  assemble  about  7:30 
a.  m.  at  the  starting  point,  Broadway  and 
North  avenue,  and  at  8:45  the  first  delega- 
tion left  on  their  long  ride.  A  great  deal 
of  attention  was  attracted  by  the  riders  dur- 
ing the  journey  and  a  good  many  comments 
on  the  renewed  interest  in  cycling  were 
heard  along  the  way.  Reisterstown  was 
reached  by  12:15  p.  m.,  and,  after  a  short 
rest,  the  return  trip  was  commenced.  The 
first  delegation  to  finish  reached  Broadway 
and  North  avenue  at  3:25  p.  m.  This  crowd 
numbered  about  35  riders,  and  from  then 
on  the  rest  finished  in  bunches  of  twos  and 
threes. 


Western    Crack    Badly    Injured. 

J.  Nash  McCrea,  the  crack  rider  of 
Springfield,  111.,  who  won  most  of  the 
prizes  in  the  races  there  on  July  4th,  was 
the  victim  of  an  accident  on  Wednesday 
night  last  that  may  incapacitate  him  for 
racing  the  remainder  of  the  season.  McCrea 
was  returning  home  on  his  bicycle  late  at 
night  when  a  man  who  was  rushing  to 
catch  a  street  car,  without  looking  where  he 
was  going,  collided  with  the  cyclist,  with 
the  result  that  the  latter,  who  was  going  in 
the  opposite  direction,  was  thrown  under 
the  first  trailer.  With  rare  judgment  and 
presence  of  mind,  the  cyclist  managed  to 
pull  himself  from  under  the  car  before  the 
wheels  of  the  truck  reached  him.  How  he 
managed  to  escape  being  ground  to  death 
is  more  than  the  large  crowd,  who  wit- 
nessed the  accident,  can  tell.  As  it  was, 
McCrea  was  bruised  on  every  part  of  his 
body,  his  face  receiving  the  worst  battering. 


Motor  Cars  Badly  Beaten  by  Motorcycles. 

J.  F.  Cox  and  Peter  Cox,  of  New  Haven, 
and  Walter  Studwell  and  George  Brooks,  of 
Stamford,  all  on  Indians,  participated  in 
the  hill  climbing  contest  promoted  by  the 
proprietress  of  a  hotel  on  Rock  Top  Hill, 
Mt.  Carmel,  Conn.,  on  June  28.  They  fin- 
^  tshed  in  the  order  named.  J.  F.  Cox's  time 
up  the  700  foot  muddy  grade  was  2:06j4- 
In  the  automobile  class,  the  fastest  car,  one 
of  16  horsepower,  took  3:50|4  to  reach  the 
simimit.  As  the  event  was  not  sanctioned 
by  either  the  F.  A.  M.  or  the  A.  A.  A.,  it 
is  probable  that  all  who  competed  will  be 
§iven  an  enforced  vacation. 


The  Week's  Patents. 

823,089.  Repair  Device  for  Tires.  John 
R.  Vosburgh,  Johnstown,  N.  Y.  Filed  Dec. 
7,  1905.    Serial  No.  290,845. 

Claim. — 1.  In  a  tire  repair  device,  the  com- 
bination with  a  shank  having  a  portion  an- 
gularly disposed  to  other  portions,  of  an 
inner  clamping-plate  provided  with  an  orifice 
adapted  to  loosely  embrace  said  shank  to 
permit  free  movement  of  said  plate  long- 
itudinally of  said  shank,  a  retaining  device 
on  one  end  of  said  shank,  an  exterior 
clamping-plate  provided  with  an  orfice  and 
adapted  to  fit  onto  said  shank  and  means 
for  clamping  the  tire  between  said  plates, 
substantially  as  described. 

823,100.  Aerial  Bicycle.  Frederick  G. 
Bonfils,  Denver,  Colo.  Filed  Aur.  29,  1904. 
Serial   No.  205,638. 

Claim. — 1.  The  combination  with  a 
bicycle-frame,  of  bars  located  on  opposite 
sides  of  said  bicycle-frame,  and  wings  or 
air  planes  carried  by  said  bars,  substantially 
as   described. 

823,161.  Bicycle  Attachment.  Louis  De 
Rome,  Alameda  county,  Cal.  Filed  Nov. 
16,  1905.     Serial  No.  287,616. 

Claim. — 1.  A  bicycle  attachment  consist- 
ing of  a  clamp-block  attachable  to  the  sad- 
dle-post; handle-bars  adjustably  secured  to 
said  clamp-block;  a  brace-rod  extending 
rearward  and  secured  to  the  crown  of  a 
form  straddling  the  rear  wheel  and  secured 
at,  or  near  the  axis  thereof;  a  saddle-spring 
curved  upward  from  the  crown  of  said  fork, 
and  supporting  a  saddle,  the  free  end  of 
said  spring  engaging  a  stirrup  supporting 
pedal-rods  extending  through  guides  on 
said  fork;  pedals  adjustably  secured  to  said 
pedal-rods;  stops  adjustably  fixed  on  said 
pedal-rods  under  said  guides;  and  aiixiliary 
springs  clamped  to  the  crown  of  said  fork, 
and  curved  upwardly  and  secured  to  said 
pedal-rods  at  the  said  stirrup. 

823,385.  Motor  Roller-Skates.  Henry 
Beauford,  Kansas  City,  Mo.  Filed  Oct. 
2,  1905.     Serial  No.  281,040. 

Claim. — 1.  An  automobile  skate  compris- 
ing a  body  having  front  and  rear  supporting 
wheels,  each  provided  with  a  gear-wheil,  a 
longitudinal  shaft  having  gear-wheel?  en- 
gaging the  first-mentioned  gear-wheels,  an 
explosive-motor  mounted  on  the  body  and 
having  its  power-shaft  geared  to  one  of  the 
supporting-wheels,  and  an  air-tank  and  a 
gasolene-tank  for  supplying  the  motor  and 
arranged  under  the  body  between  the  Faid 
supporting-wheels. 

823,485.  Carburetter  for  Explosive  En- 
gines. William  J.  Steinbrenner  and  God- 
fried  J.  Mayer,  Buffalo,  N.  Y.,  assignors  of 
one-third  to  William  H.  Kreinheder,  Buf- 
falo, N.  Y.  Filed  Mar.  3,  1905.  Serial  No. 
248,303. 

Claim. — 1.  In  a  carburetter,  the  combina- 
tion of  a  carburetter-chamber  having  a 
conical  wall  provided  with  a  port,  a  rotary 
conical  valve  lying  against  the  inner  side 
of  said  wall  and  having  an  opening  therein, 
a  vaporizing-nozzle  terminating  adjacent 
said  port,  a  device  for  maintaining  the  level 
of  the  liquid  hydrocarbon  in  said  nozzle, 
and  a  throttling-valve  between  said  conical 
valve  and  the  combustion-chamber  of  the 
engine. 

823,658.  Variable-Speed  Gear.  Reginald 
W.  Wilson  and  Francis  G.  D.  Johnston, 
Newcastle-upon-Tyne,  England.  Filed  Dec. 
9,   1905.     Serial  No.  291,055. 

Claim. — 1.  In  a  variable--speed  gear,  the 
combination  of  a   driving  member,   an  epi- 


cyclic  gear,  a  driven  member,  means  ior 
connecting  and  disconnecting  the  driving 
members  to  and  from  the  epicyclic  gear,  and 
reverse  means  for  directly  connecting  the 
driving  and  driven  members,  substantially 
as  described. 

823,712,  Adjustable  Pedal-Crank  for 
Bicycles.  Bernhard  Uhlmann,  Passaic,  N. 
J.     Filed  Nov.  9,  1905.     Serial  'No.  286,593. 

Claim. — 1.  The  combination  with  a  cycle- 
wheel,  of  adjustable  pedal-cranks  to  permit 
various  throws  thereof,  a  lock  mechanism 
for  each  crank  to  lock  the  latter  in  various 
positions,  means  for  automatically  releasing 
said  locks  and  means  to  allow  a  manual 
adjustment  of  the  releasing  device,  substan- 
tially and  for  the  purpose  as  specified. 

2.  The  combination  with  a  cycle-wheel,  of 
an  adjustable  pedal-crank,  comprising  an 
outer  frame,  a  sliding  part  guided  therein 
and  forming  the  crank  proper,  said  movable 
part  carrying  the  pedal,  notches  in  said 
movable  part,  an  angular  lever  attached  to 
the  frame  of  the  crank,  a  lock  bolt  or  pin 
at  one  end  of  said  lever,  a  transversal  bore 
in  the  frame,  the  bolt  being  guided  in  said 
bore  and  adapted  to  engage  one  of  the 
notches  of  the  sliding  crank  and  lock  the 
latter,  a  device  for  automatically  releasing 
the  locking-bolt  and  means  to  allow  a  man- 
ual adjustment  of  the  releasing  device,  sub- 
stantially and  for  the  purpose  as  specified. 

824,245.  Sparking  Igniter.  Charles  M. 
Huey,  Cleveland,  Ohio,  assignor  of  two- 
thirds  to  Webster  F.  Traves,  Cleveland, 
Ohio.  Filed  June  24,  1904.  Serial  No. 
213,980. 

Claim. — .  In  a  sparking  jf^niter,  the  com- 
bination of  a  casing;  a  core;  an  armature; 
a  plug  connecting  the  core  and  the  cylinder- 
head;  a  contact-electrode  secured  to  said 
plug  and  insulated  therefrom;  circuit  con- 
nections; a  rod  carrying  a  second  contact- 
electrode;  means  connecting  said  rod  and 
one  end  of  said  armature;  and  a  spring  in- 
termediate of  said  core  and  the  other  end 
of  said  armature  and  constructed  to  bear 
against  the  lateral  edges  of  the  latter,  said 
spring  thus  centering  the  armature  rela- 
tively to  the  core  and  holding  the  same 
normally  out  of  contact  with   said  core. 


Forsyth  Specialties. 


<: 


No.  1 6  Brake 

with 
Metal  Sleeve. 


Attaclied  to  wheel  at  hairlle-bar  by  clamp,  and  at  fork- 
crown  by  expansion  plug  pressed  into  crown-liead.  Spoon  is 
connected  with  plug  by  taper  bolt,  and  by  turning  up  nut  plug 
is  expinded,  forming  secure  fastening.  We  m  ke  spoons  witli 
or  without  rubbers  to  fit  all  siyles  of  crown.  Lets  of  these 
brakes  used.     Every  dealer  ought  to  carry  them 

Forsyth  Mfg.  Co.,  -   Buffalo,  N.  Y. 


'436 


THE  BICYCLING  WORLD 


the  F.  A.  M.  Endurance  Contest 

New  York  to  Rochester,  July  2nd  and  3rd,  a  distance  of 
390  miles— M  riders  were  prize  winners. 

Of  O  gold  medal  winners  ^   motorcycles   were    equipped  with  SPLITDORF  COILS. 
Of  ^  silver  medal   winners  O  motorcycles  were  equipped  with    SPLITDORF  COILS. 

Total — S  out  of  11  winners. 
A  motorcyclist's  face  lights  up  when  you  say 

SPLITDORF  COILS. 

C.  F.  SPLITDORF,  17=27  Vandewater  St.,  New  York  City 


PEDALS  AND  SPOKES 

FOR  EVERY  MANUFACTURER  WHO  PRODUCES  BICYCLES 

AND 

For  Every  Man  Who 


Sells  or  Rides  Them,  y^'  \'\^'^ 


They  are  Pedals 
and  Spokes  of  the 
Right   Sort,   too. 


STANDARD  JUVENII^E  NO.  2. 


STANDARD  NO.  1  RAT  TRAP. 


DIAMOND  E  SPOKES 


QUOTATIONS  ON  REQUEST. 


The  Standard  Company 

Makers   also   of    Standard    Two-Rpeed    Automatic   Coaster    Brake,    and    Star   and   5ager   Toe   Clips, 

TORRINQTON,  CONN. 


um 


The  Bicycling  World 


AND  MOTORCYCLE  REVIEW. 


Volume  LI  II. 


New  York,  U.  S.  A.,  Saturday,  July  14,  1906 


No.  16 


FOR   ATLANTIC    CITY    MEETING 


Care  Necessary  to  Obtain  Reduced  Rates- 
Topics  to  be  Discussed. 


As  expected,  the  Central  Passenger  As- 
sociation, following  the  example  of  the 
Trunk  Lines  Association,  has  conceded  the 
special  rate  of  fare  and  a  third  to  the  Cycle 
Parts  &  Accessories  Association  for  the 
convention  which  that  organization  will 
hold  at  Atlantic  City,  July  25  and  26,  in 
conjunction  with  the  Cycle  Manufacturers' 
Association. 

As    the   jurisdiction    of   the    Central    Pas- 
senger Association  embraces  practically  all 
of  the  Central  and  Central  Western  States, 
and    as    the    Trunk    Lines     Association     in- 
cludes   New    York,    New    Jersey,    Pennsyl- 
vania,  Delaware,   Maryland,   West  Virginia 
and  a  part  of  Northern  Virginia,  the  reduced 
rate    will    be   available    to    the    majority   of 
those    who    attend    the    convention.      The 
Eastern    Passenger     Association,     and     the 
New   England  Passenger  Association  were 
also  applied  to  for  a  reduced  rate,  but  they 
have  declined  to  grant  it;  intending  partici- 
pants  residing  in   the   territory  covered   by 
those  two  associations  may,  however,  share 
m   the   excursion   rate   by   purchasing   local 
tickets   to   a   point   from   which   the   special 
rate  will  apply.     For  instance,  jobbers  com- 
mg    from    west    of    Chicago    may    purchase 
local  tickets  to  Chicago  and  get  the  benefit 
of  the  rate  from  that  point;  similarly,  those 
coming  from   New   England   may   purchase 
tickets  to  either  Albany  or  New  York  and 
at  one  or  the  other  of  these  points  obtain 
a  reduced  rate  ticket. 

It  is  important  that  all  tickets  be  pur- 
chased under  the  name  of  the  Cycle  Parts 
&  Accessories  Association  and  no  other. 
It  is  even  more  important  that  it  be  borne 
m  mind  that  no  refund  of  fare  can  be  ob- 
tained because  of  the  failure  to  obtain  cer- 
tificates or  to  have  them  properly  vised  by 
the  special  railroad  agent  on  the  date  on 
which  he  will  be  present  for  the  purpose 
at  Atlantic  City,  and  for  which  countersign- 
ing a  fee  of  25  cents  will  be  exacted.  This 
means  that  it  will  be  absolutely  necessary 
for  each  person  to  obtain  a  certificate  from 


Jhe  agent  of  whom  he  purchases  a  ticket, 
and  to  have  it  vised  at  the  Atlantic  City 
meeting;  otherwise  purchasers  will  be  un- 
able to  obtain  the  reduced  fare  for  the 
return  trip  and  will  be  obliged  to  pay  full 
rate  in  both  directions. 

Each  day  is  bringing  renewed  assur- 
ances that  promise  a  thoroughly  represen- 
tative attendance.  E.  J.  Lloyd,  president 
of  the  jobbers'  association,  has  issued  a  let- 
ter to  the  members  thereof  urging  them  to 
be  present,  and  the  urging  will  probably 
result  in  swelling  the  number  of  those  pres- 
ent at  Atlantic  City. 

For  the  joint  open  meeting  of  the  three 
Associations,  the  program  committee,  which 
comprises  Charles  A.  Persons,  chairman; 
B.  S.  Keefer  and  W.  J.  Surre,  have  arranged 
for  the  reading  of  several  instructive  papers 
of  real  interest  to  the  whole  trade.  What 
will  probably  prove  the  most  notable  of 
the  deliverances  will  be  rendered  by  Harry 
Walburg,  manager  of  the  Miami  Cycle  & 
Mfg.  Co.  "If  I  Were  a  Bicycle  Dealer" 
will  be  his  topic.  The  reverse,  "If  I  Were 
a  Bicycle  Manufacturer,"  probably  will  be 
handled  by  one  of  the  most  capable  of  the 
retailers.  "Publicity  Without  Price"  will  be 
treated  by  R.  G.  Betts,  editor  of  the 
Bicycling  World. 

It  is  likely  that  there  will  be  some  strik- 
ing souvenirs  in  circulation  at  the  conven- 
tion, as  it  is  known  that  several  manufac- 
turers have  something  out  of  the  common 
in  view. 


Ives  Freed  of  Old  Debts. 

Judge  Hough,  in  the  United  States  Dis- 
trict Court,  on  Wednesday,  granted  a  dis- 
charge in  bankruptcy  to  Fred  A.  Ives,  130 
East  Thirteenth  street,  New  York  City. 
Ives  formerly  was  engaged  in  the  bicycle 
business  at  New  Haven,  Conn:,  and  his  lia- 
bilities amounting  to  $1,833,  were  contracted 
while   so   engaged. 


Why  French  will  Move. 

Howard  A.  French,  the  well  known  Bal- 
timore dealer,  will  remove  temporarily  to 
306  West  Fayette  street,  while  the  building 
at  304  West  Fayette  street,  which  he  now 
occupies,  will  be  torn  down  and  rebuilt; 
it  will  be  ready  for  occupancy  in  the  fall. 


POPE  AND  MOTOR  BICYCLES 

Is  Making  Ready  to  Take  Them  up  Again- 
Big  Mid-Season   Call  for  Bicycles. 

It  is  now  definitely  known  that  the  Pope 
Mfg.  Co.  has  again  embraced  the  motor 
bicycle.  Until  two  years  ago  they  devoted 
much  earnest  attention  to  it  but  for  some 
reason  or  other  the  interest  lapsed  and 
while  they  never  wholly  ceased  to  make  and 
sell  them,  the  Pope  people  made  no  marked 
eflPort  in  that  direction  and  their  machines, 
to  all  intents  and  purposes,  ceased  to  be 
factors   in   the  trade. 

Last  year  it  was  stated  that  they  had  a 
new  and  greatly  improved  model  under  way 
and  that  this  season  twelve  of  these 
models  would  be  put  to  the  test  in 
all  the  contests  that  happened.  It 
it  is  known  that  the  machine  was  built — 
it  was  seen  on  the  streets  of  Hart- 
ford—but that  is  all  that  came  of  it.  Since 
then  the  Pope  attitude  has  been  a  matter  of 
much  speculation  and  curiosity.  One  day 
this  week,  Superintendent  Beck  indicated 
that  the  strong  and  rising  tide  of  motor- 
cycle interest  and  demand  had  Irad  its  effect 
on  the  Pope  establishment. 

"We  have  a  new  machine,"  he  remarked 
to  a  Bicycling  World  man,  and  he  add^d 
with  a  show  of  enthusiasm,  "it  will  give  the 
best  of  them  a  rub." 

In  respect  to  bicycles,  the  Pope  Mfg.  Co. 
also  appear  to  be  in  clover.  Sales  Manager 
Cox  remarked  that  the  business  is  holding 
remarkably  good.  Last  week  the  orders 
totalled  1200  bicycles — and  this  in  mid- 
July,  more  than  a  month  after  the  demand 
is  supposed  to  have  spent  itself  for  the  year. 


Neverleak  Takes  Ailing  into  Court. 
The  Ailing  Rubber  Co.,  Hartford,  Conn , 
which  conducts  stores  in  several  other  New 
England  cities,  has  felt  the  weight  of  the 
Neverleak  hand.  This  is  to  say  that  the 
Buffalo  Specialty  Co.  has  filed  suit  against 
the  Ailing  concern  for  alleged  infringement 
of  its  Neverleak  tire  fluid  patents.  The 
Buffalo  people's  action,  of  course,  prays 
that  an  injunction  be  issued. 


446 


THE  BICYCLING  WORLD      * 


ALTITUDES    AFFECT    MIXTURES 


How  Going  up  in  the  World  Tends  to  Alter 
the  Running  of  a  Motor. 


That  there  should  be  a  more  or  less  inti- 
mate connection  between  the  barometer 
and  the  running  of  his  motor  is  something 
that  will  doubtless  strike  the  average  motor- 
cyclist as  passing  strange.  In  other  words, 
the  engine  is  susceptible  to  weather  changes 
like  the  rural  forecaster's  corn  or  chronic 
rheumatism.  Probably  this  is  going  a  little 
too  far  in  the  other  direction,  though  still 
adhering  to  a  literal  statement  of  the  fact, 
for  weather  changes  are  always  due  to 
variations  of  barometric  pressure  and  the 
latter  is  likewise  responsible  for  au  altered 
running  of  the  motor,  except  that  at  the 
sea  level  these  changes  are  seldom  sufficient 
to  be  noticeable. 

With  motorcyclists  who  have  taken  their 
machines  to  high  altitudes,  however,  the 
case  is  different  and  it  may  be  of  interest 
to  learn  why  trouble  should  be  experienced 
with  a  motor  on  this  account.  In  comput- 
ing the  weight  of  various  substances  at  sea 
level  a  barometric  pressure  of  30  inches  is 
usually  assumed  as  the  basis  of  calculation. 
Taking  this  as  a  standard  it  is  found  that 
for  every  1,000  feet  of  vertical  ascent  there 
is  a  drop  of  little  more  than  an  inch  in  the 
barometer,  so  that  at  an  elevation  of  5,000 
feet  the  latter  stands  slightly  over  24  on  the 
average.  At  10,000  feet  it  descends  to  20.5 
inches  and  at  14,000  feet — the  height  of 
Pike's  Peak,  which  is  probably  the  greatest 
altitude  attainable  on  the  continent,  the 
average  barometer  reading  is  between  17 
and  18  inches. 

It  is  nothing  unusual  for  motorcycles  to 
be  used  at  some  of  the  lesser  of  these 
heights  as  for  instance  in  the  "Climb  to  the 
Clouds"  up  Mount  Washington,  which  was 
achieved  by  motorcycles  in  but  a  few  sec- 
onds more  than  was  required  by  a  90  horse- 
power automobile,  where  the  competitors 
ascended  6,000  feet.  Beside,  a  large  part  of 
the  western  half  of  the  United  States  lies  at 
an  altitude  varying  from  2,000  to  10,000  feet 
above  sea  level,  Leadville,  Col.,  being  an 
instance  of  the  latter  extreme.  As  the  alti- 
tude changes  the  character  of  the  air  be- 
comes altered  and  it  is  the  effect  of  the  lat- 
ter on  the  mixture  that  influences  the  run- 
ning of  the  engine.  It  is  principally  the 
oxygen  in  the  air  that  is  utilized  in  the 
explosion  so  that  upon  the  proportion  of  the 
latter  in  the  air  depends  the  efficiency  of  the 
charge.  It  is  for  this  reason  that  some 
authorities  contend  that  the  air  should  not 
be  heated  prior  to  being  drawn  into  the 
carburetter,  but  when  it  strikes  the  jet  of 
fuel  in  order  that  it  may  be  as  rich  as  pos- 
sible in  oxygen. 

And  the  rarified  air  of  high  altitudes  is 
lacking  in  oxygen  which  accounts  for  the 
difficulty  encountered  in  respiration  and 
the  greatly  increased  number  of  times  per 


minute  it  is  necessary  to  take  air  into  the 
lungs  in  order  to  maintain  the  same  con- 
dition as  at  the  sea  level.  The  same  is  true 
of  the  motor;  it  would  have  to  run  propor- 
tionately faster  in  order  to  obtain  approx- 
imately the  same  power  as  under  normal 
circumstances,  but  as  speed  is  not  the  only 
factor  in  the  generation  of  power,  its  max- 
imum output  at  a  high  altitude  would  be 
less  than  at  sea  level.  At  the  latter  a  cubic 
foot  of  air  weighs  .076  pound  at  a  tempera- 
ture of  60  Fahrenheit.  At  5,000  feet  above 
sea  level  this  becomes  .063  pound  and  at 
10,000  feet  it  undergoes  a  further  reduc- 
tion to  .052  pound.  At  the  summit  of  Pike's 
Peak  or  14,000  feet  above  the  sea  level,  it 
would  be  but  .045  pound. 

Taking  this  data  for  the  purposes  of  cal- 
culation it  v'ill  be  evident  that  5,000  feet 
elevation,  the  motor  will  only  draw  approx- 
imately seventeen-twentieths  as  great  a 
weight  of  air  per  stroke  into  its  cylinder 
as  it  would  at  sea  level.  Doubling  the  ele- 
vation, or  making  it  10,000  feet,  reduces  this 
proportion  to  slightly  more  than  three- 
fifths,  or,  to  be  accurate,  68  per  cent.,  and 
at  14,000  feet,  59  per  cent.  As  each  atom 
of  oxygen  only  suffices  to  assist  in  the  com- 
bustion of  a  certain  number  of  atoms  of 
fuel  it  will  be  evident  that  at  the  altitudes  in 
question  it  will  become  necessary  to  alter 
the  amount  of  fuel  in  the  proportions  of  air 
mentioned  in  order  to  obtain  an  economical 
mixture;  that  is,  but  three-fifths  as  much 
gasolene.  In  other  words,  it  would  be  im- 
possible to  consume  more  than  three-fifths 
as  much  fuel  in  the  engine  at  the  elevation 
in  question  as  at  the  sea  level.  This  would 
mean  that  at  an  altitude  equivalent  to  that 
of  Pike's  Peak  the  charge  would  have  to 
be  reduced  to  slightly  more  than  half.  It 
will  be  apparent  that  it  is  not  every  car- 
buretter that  has  a  sufficiently  generous 
range  of  adjustment  to  meet  such  widely 
varying  conditions  satisfactorily.  The  en- 
gine may  apparently  run  satisfactorily  with 
the  over-rich  mixture  for  some  time,  but 
it  will  be  extremely  wasteful  of  fuel  and  is 
apt  to  occasion  trouble  of  various  kinds, 
such  as  overheating,  sooted  plugs  and  prob- 
ably preignition,  if  there  happens  to  have 
been  a  previous  accumulation  of  soot  on 
which  to  build. 

It  will  be  evident  that  the  motor  is  being 
called  upon  to  run  under  conditions  which 
did  not  influence  the  builder's  plans  when 
designing  it.  This  is  apparent  when  it  is 
considered  that  with  the  throttle  fully 
opened,  the  amount  of  fuel  drawn  into  the 
cylinder  each  time  the  inlet  valve  opens 
will  be  less-  by  almost  one-fifth  than  it 
would  be  under  normal  conditions.  That  is, 
running  with  the  throttle  wide  open  at  a 
high  altitude,  say  5,000  feet,  would  be  equiv- 
alent to  operating  the  motor  with  it  almost 
20  per  cent,  closed  at  sea  level  and  as  the 
amount  of  fuel  in  each  charge  directly  in- 
fluences the  compression  obtained,  it  is  ob- 
vious that  the  power  rating  of  the  motor 
must  sufifer.  Its  output  is  decreased  in  the 
same  ratio  as  is  the  amount  of  fuel  which 
it  can  burn  at  each  stroke,  and  as  has  been 


indicated,  this  difference  amounts  to  almost 
one-fifth  at  an  elevation  of  5,000  feet  and 
approximates  one-half  at  14,000  feet.  This 
is,  of  course,  the  same  as  if  the  throttle 
were  set  so  that  it  could  not  be  opened 
to  a  greater  extent  than  one-fifth  or 
one-half  of  its  ordinary  range  under  usual 
conditions. 

The  reduction  in  the  power  developed  is 
due  first  to  the  smaller  charge  of  fuel  ad- 
mitted and  the  lower  compression  due  to 
the  latter.  The  proportion  in  which  this 
would  fall  off  would,  of  course,  be  governed 
by  the  maximum  compression  of  the  engine 
itself  and  would  be  about  the  same  as  the 
percentage  of  fuel  reduction.  Taking  the 
average  compression  of  the  motorcycle  cyl- 
inder as  80  pounds,  this  would  drop  to  ap- 
proximately 67  at  an  elevation  of  5,000  feet 
and  at  10,000  feet  would  fall  to  about  57, 
while  at  14,000  feet  it  would  not  be  much 
above  46  pounds  to  the  square  inch. 


Remedying  a  Bent  Sprocket. 

A  bent  driving  sprocket  is  an  affliction 
which,  though  comparatively  rare,  is  yet 
common  enough  to  be  included  under  the 
head  of  a  "stock"  difficulty,  with  a  stock 
method  of  correction.  Its  occasion  is  usu- 
ally some  sort  of  a  shock  arising  from  an 
accident,  and  hence,  it  is  not  to  be  con- 
founded with  the  stock  difficulties  which 
occur  of  themselves  without  apparent  pro- 
vocation or  reason.  Nevertheless,  in  its 
uneven  drag  upon  the  chain  and  tendency 
to  cause  the  latter  to  ride,  it  constitutes  a 
difficulty  which  cannot  well  be  neglected. 
The  remedy  is  comparatively  simple.  Re- 
move the  chain,  and  after  spinning  the 
cranks  and  noting  which  points  in  the 
sprocket  are  out  of  line,  tap  them  lightly 
with  a  hammer  until  they  are  driven  back 
into  position.  In  doing  this,  care  should  be 
taken  not  to  strike  too  heavy  blows,  either 
straining  the  parts  or  throwing  the  pitch- 
line  out  on  the  other  side,  and  also,  not  to 
destroy  the  original  line  of  the  teeth,  giving 
the  sprocket  a  set  to  one  side  or  the  other. 
In  readjusting  the  chain,  care  should  be 
taken  to  see  that  it  pulls  in  a  straight  line 
between  the  front  and  rear  sprockets. 


To  Repair  a  Split  Rim. 

For  repairing  split  rims,  the  following 
home-made  panacea  has  been  recom- 
mended. Take  of  pure  yellow  wax,  resin, 
and  Venetian  red,  equal  parts;  melt  the 
resin  and  wax  together,  and  add  the  Ven- 
etian red,  stirring  faithfully  until  an  even 
mixture  has  been  secured.  Apply  hot,  and 
after  putting  on  an  even  coat  of  the  cement, 
clamp  the  parts  firmly  together  and  hold 
until  the  mixture  has  set. 


Keenan  Becomes  a  Corporation. 
The  F.  P.  Keenan  Company,  bicycle  and 
sporting  goods  dealers  in  Portland,  Ore- 
gon, "took  out  its  papers"  under  Oregon 
laws,  last  week,  with  $10,000  capital.  F.  P. 
Keenan,  T.  H.  Gardner  and  A.  T.  Lewis  are 
named  as  the  incorporators. 


THE  BICYCLING  WORLD 


447 


ADVICE  TO  INVENTORS 


How  to   Secure  Patents  and  Some   of  the 
Pitfalls   to   be  Avoided. 


"It  is  a  familiar  saying — almost  an  axiom 
— that  a  large  percentage  of  our  great  in- 
ventors fail  to  participate  in  the  wealth  pro- 
duced by  the  creations  of  their  ingenuity. 
And  of  the  great  army  of  inventors  who  in- 
vade the  patent  office  annually  only  an 
insignificant  few  derive  a  substantial  income 
from  their  efforts,"  says  a  contributor  to 
the  Business  Men's  Magazine.  "Stories  are 
abroad — numbers  of  them — that  tell  of 
fabulous  fortunes  laid  at  the  door  of  the 
humble  mechanic  for  the  mere  discovery  of 
a  kink  in  a  wire  hairpin  or  the  merits  of  a 
zinc  tip  on  a  shoestring.  Many  of  these 
stories  are  the  creations  of  imaginative 
minds.  We  never  meet  the  hairpin  croesus 
driving  his  automobile  on  the  boulevard  nor 
do  we  pass  the  gilded  palace  of  the  milliotj- 
aire  author  of  the  idea  of  combining  an 
eraser  with  a  lead  pencil. 

"The  inventor  lacks  business  acumen. 
This  is  his  inherent  failing.  It  requires  the 
initiative  of  the  promoter  or  the  speculative 
propensity  of  the  shrewd  man  in  the  com- 
mercial world  to  prove  the  worth  of  an 
invention  from  a  financial  standpoint.  Many 
ideas — some  barely  passable — have  brought 
thousands  to  the  promoters,  while  others 
— truly  meritorious — are  dead  and  forgotten 
in  the  deep  recesses  of  the  patent  office. 

"It  proves  that  the  inventor  is  not  a  busi- 
ness man  and  that  he  must  be  a  business 
man  if  he  would  find  profit  in  his  ingenuity. 
"Another  invention,  whether  highly  meri- 
torious or  otherwise,  must  find  its  way  into 
public  favor,  through  the  shrewdest  kind 
of  business  management.  This  means  that 
it  must  be  judiciously  financiered,  its  merits 
must  be  adequately  demonstrated,  and, 
above  all,  it  must  be  well  and  properly  ad- 
vertised. 

"The  ability  to  do  these  things  is  a  fac- 
ulty which  the  great  majority  of  inventors 
do  not  possess.  And,  more  than  this,  the 
man  who  fails  to  profit  in  his  ingenuity, 
often  finds  the  cause  in  his  lack  of  dis- 
crimination and  judgment. 

"If  I  were  asked  to  advise  the  young  in- 
ventor, I  would  say,  first  of  all,  'Do  not 
waste  your  inventive  talent,  energy,  time 
and  money  on  experiments  with  unmarket- 
able machines  and  devices.'  Those  who 
have  made  this  'invention  business'  the  vo- 
cation of  a  life-time  do  not  need  the  ad- 
vice. It  may  be  that  a  garret-full  of  dere- 
lict models  and  dust-covered  drawings  are 
reminders  that  this  truism  should  have 
been  discovered  years  ago. 

"Again,  I  would  say,  'Is  there  a  demand 
for  the  improvement  you  have  in  mind,  or 
is  it  probable  or  reasonably  certain  that 
good  business  management  will  be  able  to 
market  the  product?'  and,  'Will  the  mar- 
ket price  of  the  device  be  returned  to  the 


buyer  in  due  time  by  reason  of  its  eco- 
nomical value?'  Finally,  in  relation  to  the 
commercial  value  of  an  invention,  I  would 
say,  'Do  not  permit  the  ingenuity  of  a  con- 
trivance to  subvert  your  good  judgment  of 
its  market  ability.' 

"Millions  have  been  invested  in  inventions 
that  have  never  gone  farther  than  the  pat- 
ent office  and  fortunes  have  been  squan- 
dered on.  models  and  drawings  that  have 
never  so  much  as  reached  the  patent  office. 
Think  of  it — several  thousand  patents 
have  been  issued  on  automatic  car  coupling 
devices  alone!  Among  these  are  dozens 
of  sensible,  practical,  life-and-limb-saving 
devices,  and  yet  only  about  one-hundredth 
of  one  per  cent,  of  these  have  been  put  into 
actual  practice  by  the  railroad  companies. 
Does  it  pay  to  waste  time  and  money  on 
experiments  of  this  nature?  Think  it  over. 
These  are  things  that  present  an  unprofit- 
able field  for  experiment  on  account  of 
'over-invention,'  and  partly  because  pros- 
pective buyers  are  not  in  a  receptive  mood. 
"An  invention  that  possesses  novelty  only 
must  depend  upon  cheapness  for  its  selling 
force.  The  novelty  of  an  expensive  device 
with  intricate  mechanism  will  not  recom- 
pense the  cost  of  production.  It  must  pos- 
sess ecoMomical,  labor-saving  or  commer- 
cial features  in  addition. 

"Some  men  have  mortgaged  their  homes 
and  lost  the  savings  from  years  of  labor 
because  they  failed  to  comprehend  the  fore- 
going philosophy. 

"Apropos  of  what  has  been  said,  it  is  op- 
portune to  mention  that  more  than  200  dis- 
carded models  were  found  in  the  garret 
of  a  _New-  Orleans  inventor,  after  his  death 
a  few  years  ago.  This  was  the  total  inher- 
itance of  the  heirs,  who  anticipated  a  divi- 
sion of  thousands  of  dollars  in  govern- 
mental bonds. 

"I  wish  to  advise  the  uninitiated  in  this 
mvention  business.  I  want  to  give  them 
the  benefit  of  my  own  costly  experiences. 

"Don't  dabble  in  costly  experiments  with 
vague  ideas.  Consult  men  of  integrity — 
successful  business  men — as  to  the  com- 
mercial value  of  your  idea.  This  much  will 
cost  you  nothing  and  it  may  save  you  hun- 
dreds of  dollars  in  cash,  time  and  worry. 
If  you  idea  is  a  good  one  subimt  its  every 
detail  to  a  competent  and  reliable  mechan- 
ical engineer.  He  will  advise  you  as  to  its 
mechanical  practicability.  This  will  cost 
you  little.  No  one  will  steal  your  idea 
and  no  one  but  the  unscrupulous  patent 
attorney  will  make  you  believe  that  this  is 
possible.  The  fact  that  you  have  expressed 
your  intention  to  prosecute  your  claim  with 
reasonable  diligence  and  in  due  time, 
and  because  you  are  now  engaged  in  the 
transaction  of  preliminaries,  is  as  good  as 
a  patent,  and  is  so  recognized  in  any  court 
of  law.  After  your  drawings  are  complete, 
have  them  witnessed  and  attested  before  a 
notary  public. 

"Avoid  the  unscrupulous  model'  maker. 
He  is  a  parasite  in  the  community.  If 
your  means  are  limited  the  working  draw- 


ings will  answer  every  purpose  of  a  model 
in  your  business  transactions.  If  a  manu- 
facturer is  impressed  with  the  drawings  of 
your  device  he  will  be  ready  to  assist  you 
financially  in  the  building  of  a  model  and 
the  prosecution  of  your  patent.  But  do 
not  obligate  yourself  beyond  reason,  and, 
wherever  possible,  attend  to  this  patent- 
business  on  your  own  initiative. 

"Avoid  the  unscrupulous  patent  attorney, 
and,  particularly  the  inexperienced  patent 
monger  who  is  neither  an  attorney  nor  a 
competent  man  to  entrust  with  the  making 
of  your  claims.  Ignore  the  attorney  who 
is  willing  to  prosecute  a  patent  on  any  and 
everything,  whether  it  is  meritorious  or  not. 
Remember  also  that  'an  applicant  may 
prosecute  his  own  case,  but  he  is  advised, 
unless  familiar  with  such  matters,  to  em- 
ploy a  competent  attorney,  as  the  value  of 
patents  depends  largely  upon  the  skillful 
preparation  of  the  specification  and 
claims.' 

"Send  to  the  Commissioner  of  Patents, 
Washington,  D,  C.,  for  a  copy  of  the 
'Rules  of  Practice  in  the  United  States 
Patent  Office,'  and  acquaint  yourself  with 
its  instructions  before  selecting  your  at- 
torney. 

"Four  dollars  is  a  reasonable  and  suf- 
ficient attorney's  fee  in  all  ordinary  cases 
which  require  no  more  than  the  regular 
service  routine. 

"This  service  should  include  a  compre- 
hensive search,  the  making  and  filing  of 
claims  and  specifications  and  a  diligent 
prosecution  of  the  case,  to  the  extent  of 
making  revisions  to  overcome  the  exami- 
ners' objections.'  I  would  advise  the  pat- 
entee to  make  a  personal  search  of  previous 
issues  under  the  same  classification,  and 
cases  where  a  series  of  patents  pertaining 
to  a  certain  device  is  not  too  extensive,  it 
is  well  to  send  to  the  Commissioner  of 
Patents  for  all  drawings  and  specifications 
in  that  sub-class.  W'len  ordered  singly, 
printed  copies  of  drawings  and  specifica- 
tions cost  the  applicant  five  cents  apiece; 
when  ordered  by  sub-classes,  three  cents 
each;  and  ■  when  ordered  by  classes,  two 
cents  each.  In  addition  to  the  attorney's 
fee  a  complete  application  comprises  the 
first  government  fee  of  $15  and  a  final  fee 
of  $20,  to  be  paid  on  the  issuing  of  the 
patent.  Drawings  are  not  included  in  the 
attorney's  fee  and  these  incur  an  additional 
cost  of  from  $5  to  $10  a  sheet,  according 
to  the  character  of  the  work." 


John  A.  Dann,  for  some  time  identified 
with  the  bicycle  industry  in  the  manufac- 
ture of  wooden  rims,  inventor  of  a  wooden 
bicycle,  and  many  other  wooden  contriv- 
ances, died  of  apoplexy  on  Sunday  night, 
July  8th,  at  his  home  in  Hartford,  Conn., 
after  a  three  days'  illness.  Mr.  Dann  was 
the  founder  of  the  New  Haven  Chair  Com- 
pany, which  engaged  for  some  time  in  the 
production  of  bicycle  rims,  finally  produc- 
ing a  wooden  bicycle  which  was  manufac- 
tured for  but  a  comparatively  short  period. 


448  THE  BICYCXING  WORLD 


AS  EACH  SEASON  ROLLS  AROUND 

it  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever. 

National   Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who  knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid  record 
of  the  National  on  road  and  track,  and  year  after  year. 

"A  National  Rider  is  Proud  of  his  flount,"  is  an  old  adage. 

It's   still  trite   and    true.      If   not    familiar  with  our    latest 

models,  we'll  gladly  inform  you  regarding  them. 


If  we  are  not  represented  in  your  locality  we  will  he  glad  to  hear  from   YOV. 


NATIONAL  CYCLE  MFG.  CO.,   -    Bay  City,  Mich. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  Haintenance  SrtheeverrS!: 

Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit- — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chlcopee   Falls,  Mass. 


THE  meVCLING  WORLD 


449 


^THE 


FOUNDED, 
•187 


OCYCLE  REVlEW^^s* 


Published  Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


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THE  BICYCLING  WORLD  COMPANY. 


iiJntered  as  second-class  matter  at  the  New  York, 
N.   Y.,  Post  Office,   September,   1900. 


General  Agents:  The  American  News  Co.,  New 
York  City,    and  Its  branches. 

ft^rChange  of  advertisements  is  not  guarftnteed 
unless  copy  therefor  Is  in  hand  on  MONDAY  pre- 
ceding  the  date   of  publication. 

iSTMembers  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York:  our  facilities  and 
information  will  be  at  their  command. 


To  Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 


New  York,  July  14,  1906. 

During  the  Atlantic  City  convention,  the 
headquarters  of  the  Bicycling  World  will 
be  established  in  Hotel  Islesworth,  parlor 
floor.  The  door  will  be  swung  open  and 
chained  fast. 


The  "Motor-Assisted  Bicycle." 

Experience  has  ever  demonstrated  that 
halfway  measures  are  seldom  any  better 
than  their  title  implies.  At  the  best  they 
are  makeshifts  and  inventors  have  been 
finding  this  out  ever  since  Adam  took  to 
the  fig  leaf.  The  bicycle  has  been  afflicted 
with  so  many  of  this  class  of  contraptions 
that  it  would  be  impossible  to  enumerate 
half  of  them  as  well  as  a  most  profitless 
task  in  the  bargain.  Now  it  is  the  turn  of 
its  motor  driven  successor,  and  the  inge- 
nuity of  the  evolver  of  things  of  this  class 
has  been  bent  upon  the  creation  of  a  "now 
you  see  it  and  now  you  don't"  form  of 
motor  and  transmission  that  may  be  put 
on  the  bicycle  whenever  its  owner  gets 
tired  of  pedalling,  and  may  be  slipped  into 
the  hip  pocket  when  out  of  use. 

In  all  the  time  that  perverted  genius  has 
been  attempting  to  make  vest  pocket  com- 
binations  that   would   be   at   once   a   comb, 


razor,  manicure  outfit  and  toothpick,  or  a 
"do  everything  with  it"  tool  that  is  a  ham- 
mer, hatchet,  jack-knife,  saw  and  gimlet  in 
one  piece,  did  it  ever  produce  an  article 
that  would  even  meet  the  requirements  of 
one  of  these  offices,  let  alone  all?  The 
alleged  handy  combination,  in  which  it  is 
attempted  to  combine  the  functions  of  half 
a  dozen  tools,  will  not  serve  the  purpose 
of  any  one  of  them  well.  It  is  not  a  good 
hammer  and  it  fails  miserably  in  its  other 
roles.  The  best  test  of  the  value  of  such 
gimcracks  is  that  no  one  ever  buys  them 
twice  and  very  few  the  first  time. 

Much  the  same  indictment  can  be  proved 
against  the  so-called  "motor  assisted 
bicycle"  or  the  "work  when  you  want  to" 
bicycle,  both  of  these  terras  representing 
Anglicisms  for  something  that  has  never 
come  before  the  cyclist  prominently 
enough  in  this  country  to  receive  a  popular 
name.  That  is,  the  clamp-it-on-the-bicycle- 
and-ride-off  outfit  that  consists  of  a  motor 
and  acessories,  including  the  transmission, 
which,  according  to  the  ad.,  "can  be  applied 
to  any  bicycle  by  anyone  in  ten  minutes. 
Speed,  30  miles  an  hour."  It  is  the  half- 
way makeshift  of  the  combination  tool 
genius  all  over  again,  and  strangely  enough, 
there  be  these  who  confidently  look  for- 
ward to  the  advent  of  such  a  contrivance 
on  as  widely  successful  a  scale  as  the 
bicycle  itself.  But  pasting  one  of  these 
outfits  on  a  standard  bicycle  comes  about 
as  n6ar  converting  it  into  a  motorcycle  as 
putting  a  little  larger  motor  on  a  grocery 
wagon  \^ould  transffSirm  it  into  an  auto- 
rriobile.      ';''  ^'. 


w 


Where   Lock  Nuts  are  Needed. 

Whatever  may  be  the  efficiency  and  gen- 
eral utility  of  any  machi.iie,  its  sphere  of 
usefulness  to  its  owner  is  distinctly  limited 
if  it  is  so  constituted  that  it  will  not  stay  to- 
gether. A  bicycle,  for  instance,  which  is 
liable  to  fall  apart  in  the  road  without  any 
immediate  provocation,  and  for  no  other 
reason  than  that  its  rider  has  failed  to 
go  over  all  the  nuts  just  before  starting  to 
make  sure  that  they  are  fast  in  place,  is 
by  no  means  an  ideal  machine.  And  by  the 
same  token,  a  motor  bicycle,  which  de- 
velops the  same  tendency  unless  its  receives 
constant  and  unflagging  attention,  becomes 
more  of  a  menace  to  its  owner  than  a  com- 
fort, 

As  a  matter  of  act,  there  is  comparatively 
little  likelihood  that  a  nut  properly  ad- 
justed will  back  off  under  normal  condi- 
tions  of  use,   while  on  the   road,,  yet  such 


cases  are  by  no  means  unprecedented.  For 
example,  within  the  last  month,  a  motor- 
cyclist was  riding  along  at  a  good  pace, 
when  suddenly  his  front  wheel  jumped  the 
slotted  forks,  and  went  spinning  off  down 
the  road,  leaving  him  in  a  heap  with  the  rest 
of  the  machine.  What  had  happened  was 
that  the  nuts  holding  the  wheel  in  place 
had  loosened,  one  going  first,  the  strain  be- 
ing removed  from  the  axle,  allowing  the 
other  to  follow  presently,  the  construction 
of  the  forks,  which  were  slotted  instead  of 
being  drilled  out,  aiding  in  the  process  and 
allowing  the  wheel  to  escape  on  the  first 
rebound.  Another  example  of  the  same 
sort  happened  still  more  recently,  under 
almost  the  same  circumstances,  the  rider 
in  this  case  sustaining  a  severe  shaking  up. 
Both  of  these  accidents,  which  involved 
considerable  damage  to  the  machines  as 
well  as  injuries  to  the  riders,  might  have 
been  prevented  had  the  nuts  been  properly 
locked  from  turning,  but  it  is  in  the  nature 
of  man  to  overlook  such  things. 

Lock  nuts  are  plentiful  on  the  market. 
The  fact  that  not  all  makers  fit  them  to 
their  machines,  unfortunately  for  their  in- 
tegrity, does  not  brand  them  as  being  im- 
perfect or  even  irnpractical.  They  are  made 
in  several  styles;  are  readily  applied,  effect- 
ive in  action  and  they  are  cheap  to  buy, 
either  in  quantities  or  in  small  iots.  Had 
the  riders  in  question  been  fortified  with 
some  provision  of  this  nature,  safe  to  say 
the  accidents  referred  to  -never  could  have 
happened.  They  were  not,  however,  perhaps 
because  of  ignorance,  perhaps  because  of  im- 
plicit trust  in  the  manufacturer",  perhaps  be- 
cause of  mere  carelessness.  But  at  all  events, 
they  had  to  suffer  the  consequences.  Prob- 
ably the  cost  of  putting  on  a  set  of  lock 
nuts  themselves  would  have  been  no  more 
than  a  few  cents,  certainly,  what  was  after- 
ward expended  in  repairing  the  machines 
would  have  been  sufficient  to  supply  securi- 
ties of  this  sort  to  a  whole  regiment  of 
machines.  A  lock  nut  is  pretty  cheap 
accident  insurance.  It  is  one  of  the  refine- 
ments and  safeguards  that  are  worth  while. 


If  men  and  things  continue  their  present 
trend  the  motorcycle  referee  of  the  future 
must  combine  the  chief  qualities  of  the  gen- 
tleman, the  barrister,  the  mechanical  en- 
gineer, the  pugilist,  the  baseball  umpire  and 
Sherlock  Holmes.  As  compared  with  the 
referee  of  a  motorcycle  event,  the  cycling 
referee,  as  he  has  been  known  all  these 
years,  scarcely  knows  the  real  meaning  of 
the  word  refereeing. 


450 


THE  BICYCLING  WORLD 


FOR    ROAD    RACE    CONTROL 


Weary  of  Waiting  for  C.  R.  C.  Consolida- 
tion, a  Rider  Calls  for  Action. 

With  the  collapse  of  the  Vailsburg  track 
road  racing  in  this  part  of  the  country 
must  certainly  take  on  renewed  vigor  and 
the  need  of  a  controlling  body  to  exercise 
supervision  over  this  branch  of  sport  will 
therefore  become  more  and  more  undeni- 
ably necessary,  if  the  sport  is  to  be  kept 
free  from  even  greater  abuses  than  have 
beset  it. 

Though  not  yet  at  its  zenith,  the  road 
racing  season  is  in  full  swing,  and  but  a 
casual  glance  at  the  Bicycling  World's  table 
of  "fixtures"  shows  that  there  is  hardly  a 
Sunday  or  holiday  from  now  until  winter 
that  is  not  booked  for  some  road  race — 
mute  evidence  of  the  widespread  popularity 
this  branch  of  the  sport  is  now  enjoying. 
It  is  the  genuinely  amateur  aspect  of 
bicycle  road  racing  that  commends  it  as  an 
admirable  sport,  but  at  the  same  time  in  this 
increasing  popularity  lies  the  lurking  dan- 
ger. So  free  is  road  racing  from  any  kind 
of  control — such  as  that  exercised  over 
bicycle  track  racing  and  other  forms  of 
competition — that  the  position  must  neces- 
sarily become  chaotic,  unless  measures  are 
tawen  to  exercise  some  kind  of  control  over 
it  and  prevent  it  from  exceeding  the  bounds 
of  a  sane  and  useful  sport. 

Last  winter  there  was  some  talk  of  form- 
ing a  national  organization  to  control  road 
racing,  but  so  far  as  I  have  been  able  to 
discover,  little  or  nothing  has  been  done. 
While  the  Century  Road  Club  Association 
and  the  Century  Road  Club  of  America  are 
and  are  conceded  to  be  the  leading  organ- 
izations of  their  character  in  the  couiitry, 
it  does  not  seem  to  me  that  the  work  of 
controlling  road  racing  is  entirely  theirs. 
There  was  some  talk  of  the  two  organiza- 
tions coming  together  and  forming  one 
national  body,  and  while  an  action  like  this 
no  doubt  would  partly  accomplish  the  ob- 
ject desired,  it  does  not  appear  that  the 
organizations  will  consolidate  at  least  for 
some  time,  anyway.  Therefore,  why  wait 
for  the  expected  amalgamation? 

My  idea  of  an  ideal  control  body  for  road 
racing,  and  one  that  could  be  launched  and 
have  its  work  well  mapped  out  and  under 
way  before  this  season  shall  have  closed,  is 
something  like  this   : 

Have  each  club  throughout  the  United 
States  that  expects  to  have  anything  to  do 
with  road  racing,  either  as  regards  prortio- 
tion  or  competition,  elect  a  representative 
to  attend  what  might  be  called  the  "forma- 
tion meeting."  These  men  could  be  gov- 
ernors in  the  association  that  might  be 
formed,  and  thus  each  club  would  have  rep- 
resentation on  the  controlling  board.  I  be- 
lieve in  equal  representation.  For  instance, 
a  club  having  400  members  should  be  en- 
titled to  a  representation  of  four  governors, 
and  a  club  of  100  or  less,  one.    There  you 


have  the  nucleus.  The  governors,  or  dele- 
gates as  they  first  would  be  called,  could 
meet  at  some  central  point  and  complete 
organization,  by  electing  officers  such  as 
might  be  needed,  and  adopting  a  constitu- 
tion and  by-laws  as  would  be  necessary,  and 
adopt  rules  for  road  racing  so  drawn  that 
they  would  cover  every  possible  question 
that  might  come  up  for  consideration. 

There  could  be  several  districts,  as  the 
National  Cycling  Association  apportions  its 
territory,  viz.:  New  England,  Eastern;  and 
Southern,  Central  and  Western  Districts. 
Each  district  could  have  its  official  repre- 
sentative, who  would  be  supposed  to  look 
after  the  interests  of  the  sport  in  his  dis- 
trict. Each  district  would  have  an  official 
handicapper,  who  should  be  paid  a  small 
sum  to  keep  the  register  of  the  riders,  rec- 
ords, and  do  the  handicapping.  Each  rider 
then  would  get  a  "square  deal"  and  be  han- 
dicapped according  to  his  average  perform- 
ance and  not  as  is  sometimes  the 'case  novi' 
— receive  a  handicap  of  ten  minutes  in  a 
2S-mile  race,  finish  last,  and  as  a  reward  get 
his  handicap  reduced  four  or  five  minutes 
in  the  next  event  of  the  same  distance. 

The  next  thing  to  do  would  be  to  have 
each  rider  registered,  the  fee  being,  say, 
fifty  cents  a  year,  then  no  riders  could  com- 
pete against  unregistered  riders  without 
punishment.  On  such  a  basis  the  national 
body — whatever  name  it  might  be  called — 
could  form  alliances  with  the  National 
Cycling  Association,  the  Federation  of 
American  Motorcyclists,  the  American 
Automobile  Association  and  the  Amateur 
Athletic  Union.  As  conditions  are  at  pres- 
ent a  rider  may  do  all  kinds  of  disgraceful 
things  in  road  races  without  fear  of  lasting 
punishment.  He  may  be  disqualified  for 
the  particular  race  in  which  the  offense  is 
committed  but  that  does  not  bar  him  from 
future  competition.  Another  thing,  a  man 
may  be  expelled  from  any  one  of  the  above 
mentioned  organizations,  all  of  whom  are 
allied,  for  crookedness,  and  there  is  nothing 
to  prevent  him  from  entering  in  road  races 
and  thus  contaminate  them  by  his  presence. 
It  is  only  the  honest  rider  who  suffers  for 
under  the  present  order  of  things  the 
crooked  one  is  free  to  resort  to  all  manner 
of  tricks  and  fraud  without  fear  of  punish- 
ment of  any  sort.  A  national  body  would 
eliminate  this  evil. 

The  way  in  which  such  an  organization 
would  be  supported  would  have  to  be  by 
the  returns  from  its  registration  system  and 
from  the  money  paid  for  sanctions.  Regard- 
ing sanctions,  the  national  body  could  con- 
trol that  and  I  think  it  should  be  so  ar- 
ranged that  each  and  every  road  race  would 
have  to  be  sanctioned,  even  to  closed  club 
races,  these  latter,  of  course,  being  com- 
pelled to  pay  a  much  smaller  sum  for  the 
necessary  permit.  The  committee  or  board 
that  granted  sanctions  could  see  to  it  that 
no  two  opposing  organizations  be  granted 
permits  for  races  at  the  same  place  on  the 
same  day — a  present  evil  that  should  be 
remedied.  LONGMARKER. 


FIXTURES 


July  22— Valley  Stream,  L.  I. — Century 
Road  Club  of  America's  SO-mile  handicap 
road- race;  open. 

July"  22— Valley  Stream,  L.  I.— C.  R.  C. 
Association  club  races. 

.  July  28 — Worcester,  Mass. — Worcester 
Dealers'  Association's  2S-mile  handicap  road 
race;  open. 

July  29-August  S— Geneva,  Switzerland- 
World's  championships. 

August  12 — Valley  Stream,  L.  L — Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 

closed. 

Aug.  26 — Valley  Stream,  L.  I. — Century 
Road    Club   Association's   record   run. 

August  26 — Century  Road  Club  of  Amer- 
'ca's  fifteen-mile  handicap  road  race;  open. 

September  3 — Muskegon,  Mich. — Muske- 
gon Motorcycle  Club's  race  meet. 

September  3 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  annual  twenty-five- 
mile  handicap  Coney  Island  Cycle  Path 
race;  open. 

September  9 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

September  16 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  one  hundred  mile 
record  run. 

Sept.  23 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
handicap  road  race;  open. 

Sept.  30.— Valley  Stream,  L.  I.— Roy 
Wheelmen's  2S-mile  handicap  road  race; 
open. 

November  29— Century  Road  Club  of 
America's  fifty-mile  handicap  road  race; 
open. 


Nearer  to   60   in   the   Hour. 

When  the  new  666-metre  track  at  Munich 
was  completed  a  cycling  "noter"  on  the 
other  side  predicted  that  the  world's  hour 
paced  record  would  soon  be  transferred 
from  the  Pare  des  Princes  at  Paris  to  the 
German  enclosure.  It  came  to  pass  on  June 
20,  when  Thaddeus  Robl  who,  by  the  way, 
hails  from  Munich,  set  out  on  the  task  of 
setting  up  big  mileage  for  the  hour  and 
succeeded  in  covering  57  miles  117  yards 
in  sixty  minutes.  The  old  record  stood  at 
55  miles  1515  yards,  by  Guignard,  last  year. 
Robl  may  not  receive  full  credit  for  his 
stupendous  performance,  as  it  is  stated  the 
timekeeper  was  not  an  official  of  the  Ger- 
man union. 


Darragon  Wins  Paced  Title. 

Louis  Darragon  in  France's  champion 
motor  pace  follower.  He  won  the  honor  at 
the  Velodrome  Pare  des  Princes,  Paris,  Sun- 
day, 2d  inst.  The  distance  was  100  kilo- 
metres, and  Darragon  covered  this  in  1  hour 
14  minutes  57  seconds,  beating  out  Dussot, 
who  finished  second  by  five  laps,  Bouhours 
by  seventeen  laps,  Parent  by  twenty  laps 
and  Rugere  by  twenty-five  laps. 


THE  BICYCLING  WORLD 


451 


VAILSBURG  PETERS   OUT 


telegram  which  contained    but    one    word: 
'Tandem.' 


THREE  DAYS  AT  SALT  LAKE 


Featureless   Card,  Crowd   Stays  Away  and 
Manager  Throws  up  the  Sponge. 


Cycle  racing  is  all  off  at  the  Vailsburg 
board  track  so  far  as  Charles  B.  Bloemecke, 
the  manager,  is  concerned.  A  meet  was 
scheduled  for  last  Sunday  and  less  than  100 
spectators  and  only  about  twenty  riders 
were  on  the  scene.  Mr.  Bloemecke  threw 
up  his  hands  in  disgust  and  said: 

"I'm  through  with  the  cycle  racing  game. 
If  anybody  wants  the  track  to  run  race 
meets  they  can  have  it  for  a  song;  but  so 
far  as  I  personally  am  concerned,  racing  at 
Vailsburg  is  deader  than  a  door-nail.  I 
have  lost  over  $1,500  this  season,  and  I  do 
not  intend  to  take  chances  in  losing  another 
penny.  The  professional  riders  think  there 
is  big  money  in  promoting  bicycle  races;  if 
they  still  think  so,  let  them  try  it  at  tlie 
track  here." 

The  decline  began  when  the  professional 
riders,  three  Sundays  ago,  went  out  on 
strike  and  refused  to  ride  because  the  cash 
purses  had  been  cut.  On  the  Fourth  of 
July  less  than  twenty  amateur  riders  ap- 
peared and  there  were  few  more  than  that 
number  last  Sunday,  which  fact  caused  the 
promoter  to  throw  up  his  hands  in  disgust, 
pay  back  the  riders  their  entrance  fees,  nail 
up  the  box  office  and  lock  the  gate. 

It  is  not  believed  that  an  attempt  will  be 
made  to  reopen  the  track  this  season,  tm- 
less  Frank  Kramer  brings  back  from  Salt 
Lake  a  lot  of  professional  riders.  Kramer 
is  signed  to  ride  a  series  of  match  races 
against  Iver  Lawson  on  the  Salt  Lake  track 
the  first  part  of  August,  and  a  slight  hope 
remains  that  the  track  may  be  reopened  if 
he  can  induce  some  of  the  fast  pros  to  come 
East.  If  he  does  not  the  circuit  champion- 
ship will  go  West  this  season,  and  if  such 
shall  prove  the  case  it  is  doubtful  if  track 
racing  will  ever  be  revived  in  the  East.  The 
Bay  View  Wheelmen  are  said  to  have  been 
looking  for  the  chance  to  run  purely  ama- 
teur meets  at  Vailsburg,  and  charge  a  nom- 
inal admission,  but  unless  the  amateurs 
evince  more  enthusiasm  than  they  have  so 
far,  it  is  not  likely  the  Newark  club  will 
bestir  itself. 


Good    Old   Jokelet    is    Disinterred. 

It  is  a  good  sign  when  the  big  magazines 
of  the  country  begin  to  revive  the  be- 
whiskered  bicycle  jokes  of  a  decade  ago. 
The  following  is  from  Lippincotts: 

"A  traveling  salesman  in  the  employ  of 
a  large  manufacturer  in  Philadelphia  was 
obliged  to  go  on  a  business  trip  into  the 
West  about  the  time  an  interesting  domestic 
event  was  expected.  The  salesman  desired 
his  sister  to  wire  him  results,  according  to 
a  formula  something  like  this:  If  a  boy, 
'Man's  safety  arrived';  if  a  girl,  'Lady's 
safety  arrived.'  To  the  astonishment  and 
chagrin  of  the  father-elect,  he  had  been 
gone  but  a  few   days  when   he   received  a 


Iowa's  80-year-old  Cyclist. 

The  little  town  of  Farley,  Dubuque 
county,  Iowa,  boasts  the  unique  distinction 
of  having  an  octogenarian  who  rides  a 
bicycle.  This  young  old  man  is  W.  W. 
Haller,  and,  strange  to  say,  he  did  not  begin 
to  ride  a  bicycle  until  he  was  seventy-three 
years  old,  a  period  in  life  when  most  men 
are  willing  to  lounge  around  the  house  in 
an  easy  chair.  A  broken  rib,  and  a  few 
minor  accidents  happened  to  Mr.  Haller  be- 
fore   he    mastered    the    wheel,    but    he    was 


Spirited  Sport  with  the  Honors  Well  Dis- 
tributed— Lawson  Rides  in  1:53^. 


W.  W.   HAI<I,ER. 

game,  and  did  not  give  up  and  soon  was 
able  to  join  his  son-in-law  and  doughter, 
both  cyclists,  in  their  rides  into  the  country. 
He  does  not  confine  himself  to  smooth,  even 
roads,  nor  does  he  balk  at  any  of  the  hills, 
of  which  there  are  some  steep  ones  in  the 
neighborhood.  After  he  had  learned  to  ride 
a  while,  Mr.  Haller  encountered  a  cow  on 
the  road  and  attempted  to  put  her  out  of 
business.  The  cow  never  moved  an  inch. 
He  moved  about  ten  feet  through  the  air. 
William  Washington  Haller  was  born  in 
Harrison  county.  West  Virginia,  Sept.  15, 
1826.  Both  of  his  parents  died  when  he  was 
yet  quite  young.  After  a  brief  residence 
in  Illinois,  he  moved  with  a  family  of  neigh- 
bors to  Missouri  where  he  learned  to  fight 
Indians  in  the  solitude  of  Jasper  county 
near  the  Kansas  border.  He  went  to  Iowa 
at  the  age  of  20  and  besides  farming,  he 
worked  as  a  deckhand  on  a  steamboat  be- 
tween St.  Louis,  Mo.,  and  Galena,  111.  He 
has  a  family  of  four  children  living.  Mr. 
Haller's  grandfathers,  Michael  Haller  and 
Jacob  Koffman,  were  soldiers  in  the  revo- 
lutionary war,  and  when  the  civil  war  broke 
out  Mr.  Haller  enlisted  as  a  private  in  Com- 
pany F,  Twenty-first  Iowa  Infantry.  He 
has  used  tobacco  and  drank  liquor  in  mod- 
eratio  all  his  life  and  his  eyesight  is  so 
good  that  he  can  shoot  a  sparrow  off  the 
top  of  a  tree. 


Salt  Lake  City,  July  3. — Iver  Lawson 
appeared  in  a  new  role  in  the  meet  at  the 
saucer  to-night,  that  of  unlimited  pursuit 
riding,  and  he  made  good  in  a  manner  that 
opened  the  eyes  of  many  who  considered 
Lawson  good  only  for  sprint  races.  Law- 
son  was  arrayed  against  W.  E.  Samuelson, 
Hardy  Downing  and  Joe  Fogler.  The  men 
started  equidistant  from  each  other,  with 
Lawson  behind.  Downing,  Samuelson  and 
Fogler  in  front.  Downing  was  the  first  to 
succumb  and  Lawson  then  passed  Samuel- 
son like  the  fast  mail  passes  a  freight  on  a 
siding.  After  passing  Samuelson,  Lawson 
began  to  ride  in  earnest  and  started  after 
the  Brooklynite  at  a  record-breaking  clip. 
It  was  not  as  easy  as  the  other  harvest 
had  been,  but  by  continual  plugging,  with 
intermittent  sprinting,  Lawson  overhauled 
and  passed  Fogler  at  2  miles  135  yards.  The 
time  was  4:30. 

Lawson,  McFarland  and  Fogler  refused 
to  ride  in  the  one-mile  handicap,  on  account 
of  the  long  marks  given  some  of  the  good 
workers.  Downing  tried  his  luck,  but  the 
handicap  men  had  it  on  the  gamester  a 
block.  In  the  final  Clarke  and  the  other 
back-markers  did  not  have  a  look-in. 
Achorn  was  first  for  almost  the  first  time 
in  his  life,  too;  Agraz  got  second,  and  Mit- 
ten third.  No  doubt  the  handicapper  was 
philanthropically  inspired  when  he  gave 
the  handicaps,  as  the  meal  tickets  of  the 
men  who  won  the  race  had  about  expired 
and  there  was  slim  chance  of  their  eating 
unless  something  was  done  to  let  them 
win.  The  time  was  51?^  seconds,  several 
seconds  below  the  world's  record,  which 
attests  that  the  handicaps  were  outrageous. 

Hume  took  the  five-mile  lap  after  a  rather 
lively  race  in  which  McCormack  fell  and 
several  others  nearly  rode  their  heads  off 
in  an  effort  to  beat  the  slim  youngster. 
Three  laps  from  home  Holliday  and  several 
other  riders  jumped  ahead  of  Hume.  After 
a  pretty  tussle,  Hume  regained  the  lead  but 
no  sooner  had  he  got  in  front  than  Fred 
West  challenged.  For  some  distance  the 
pair  fought  neck  and  neck,  but  Hume,  by 
a  magnificent  burst  of  speed  on  the  stretch, 
forged  ahead  and  won  easily.  Giles  was 
third  and  John  Berryessa  fourth.  They 
evidently  are  afraid  of  Hume,  for  in  the 
one-mile  amateur  invitation  all  were  al- 
lowed to  ride  except  Hume.  The  race  was 
won  by  West.     The  summaries: 

One-mile  handicap,  professional — Quali- 
fants:  W.  L.  Mitten  (120  yards);  E.  Agraz 
(90  yards);  Ben  Munroe  (70  yards);  S.  H. 
Wilcox  (65  yards) ;  Saxon  Williams  (40 
yards);  J.  E.  Achorn  (110  yards);  E.  Smith 
(80  yards);  Jack  Burris  (60  yards);  E.  A. 
Pye  (45  yards),  and  Walter  Bardgett  (25 
yards).     Final  heat  won  by  J.   E.   Achorn, 


452 


THE  BICYCLING  WORLD 


New  York  City;  second,  Emil  Agraz, 
Mexico;  third,  Worthington  L.  Mitten, 
Davenport,  la.;  fourth,  E.  A.  Pye,  Aus- 
tralia.   Time,  0:S1%. 

One-mile  invitation,  amateur — Won  by 
Fred  West;  second,  Hal  McCormack;  third, 
Fred  Schnelll  fourth,  J;  E.  Holliday.  Time, 
2:13^i-    :  •:.;.:• 

,  .  Unlimited  pursuit — Won  by,  Iver  Lawson, 
Salt. Lake  City;  second,- Joe  Fogler,  Brook- 
iyn;  third,  W.  E.  Samuelsbn,  Salt  Lake 
Gity;  fourth.  Hardy  K.-  Downing,  San  Jose, 
Cal.  Distance,  2  miles  13-S- yairds.  Time, 
4:30. 

Five-mile  lap,  amateurs-Won  by  Jack 
Hume;  second,  Fred  West;  third.  Parley 
(jiles;  fourth,  John  Berryessa;  fifth,  J.  E. 
Holliday.  Time,  10:34:  Laps — Thomas 
(3),  Wright  (6),  Holliday  (4),  Giles  (2), 
Morgan  (5),  -Bird  (2),  Schjieri  l(4),_  Berry- 
essa (7),  McLaughlin  (3),  West  (1),  and 
Hume   (2). 


Salt  Lake  City,  July  4.^There  is  always 
more  or  less  pent-up  enthusiasm  that  must 
find  an  outlet  on  Independence  Day  and 
such  proved  the  case  jn  Salt  Laketo-night. 
Most  of  the  riders  had  been  celebrating  all 
day- and  they  felt  just  gopd  enough  to  give 
the  likewise  enthusiastic  overflow  crowd  at 
the  saucer- track  more  than  exciting  racing. 

During-  the  night  two  world's  records 
went  by  the  boards; — the  five-rnile,  so  long 
held  by  W.  S.  Fenn,  and  the  guarter-mile 
u,npaced  against  time,  which  previously  was 
credited  to  Samuelson,  The  first -was,  ac- 
complished in  the  five-mile  lap  raceajnd  the 
other -in  the  record  tria;ls,  which;  w6re  more 
than  interesting,  as  they  gave  a  line  on  just 
how  fast  the  professionals  are  riding  at  the 
local  track.  Each  man  took  a  try;  at  Sam- 
uelson's  34  second  mark  and  all  failed  to 
lower  it  but  Lawson,  who  covered  the  dis- 
tance in  235^.  The  next  best  times  were 
made  by  Joe  Fogler,  W.  E.  Samuelson  and 
Hardy  Downing,  each  of  whom  rode  in  24^. 

The  other  record  was  broken  by  Lawson 
also,  who  rode  five  miles  in  the  phenom- 
enal time  of  9:56 — a  mark  that  will  not  likely 
be  disturbed  for  some  time  to  come.  For 
the  first  four  miles  it  was  simply  a  case  of 
"sprint  your  head  off,"  but  in  the  last  mile 
the  men  who  work  for  big  money  began 
to  work  in  combinations.  Pye  with  Agraz 
and  Samuelson  on,  was  the  first  to  go. 
They  jumped  from  the  rear  with  one  of 
those  "steal  a  lap"  drives,  and  in  an  instant 
Floyd  McFarland  with  Tver  Lawson  and 
Downing  in  behind  went  after  the  flying 
trio.  Pye  saw  it  was  useless  and  dropped 
back.  Then  Agraz  went  out,  but  quickly 
let  go.  "Sammy"  was  going  by  this  time 
and  began  to  unwind  his  sprint  when  he 
looked  over  his  shoulder  and  saw  McFar- 
land's  smile,  safe  on  his  rear  wheel  and  the 
entire  bunch  evidently  enjoying  the  merry 
clip.  Samuelson  became  disgusted  and  quit 
right  then  and  there.  With  McFarland 
leading  the  bunch,  Williams,  made  a  mighty 
jump  with  Friend  Hopper  where  any  rider 
would  like  to  be  who  was  looking  for  first 
money.      This    pair    did    some    great    riding 


and  the  lengthy  McFarland  had  some  tall 
racing  to  do  to  get  Lawson  up.  When  he 
did,  it  was  "bing,"  Lawson  for  the  tape  and 
first  money.  In  Hopper  McFarland  found 
a  game  one  who  fought  him  to  the  tape  and 
beat  him  out,  Downing  coming  in  fourth 
and  Palmer  landing  fifth. 

The  final  heat  of  the  mile  handicap  was 
a  great  race.  Williams,  Hopper,  Wilcox, 
McFarland,  Achorn,  Lawson,  Downing, 
Bardgett  and  Burris  qualified.  The  handi- 
capper  came  to  the  realization  that  there  is 
a  limit  to  the  scratch  men's  speed  and  to- 
night gave  them  a  fighting  chance  for  the 
money.  It  took  a  Downing,  McFarland  and 
Lawson  combination  to  land  it,  however. 
It  took  all  of  Lawson's  speed  to  get  McFar- 
land up  to  the  limit  men,  and  then  the 
crowd  saw  a  battle  royal  between  Long 
Mac  and  Hopper  for  first  money,  the  elon- 
gated Californian  winning  by  only  a  slight 
margin.  Lawson  fell  near  the  finish,  as 
did  Saxon  Williams,  but  the  bunch  cleared 
them. 

The   summaries: 

Quarter-mjle  record  trials — Iver  Lawson, 
0:23-4^  (world'b  record);  Downing,  Fogler 
and  Samuelson,  0:24-^;  Walter  Bardgett, 
Floyd  McFarland,  E.  Smith  and  A.  J. 
Clarke,  0:25;  Norman  C.  Hopper  and  E.  A. 
Pye,  0:25;  Ben  Munroe,  26;  Emil  Agraz, 
0:26;  S.  H.- Wilcox,  0:26%,  and  Saxon  Wil- 
liams, 0:27. 

Quarter-mile  open,  amateur — Qualifants: 
Phil  Wright,  Ed  Mayer,  R.  Thomas,  Hal 
McgCormack,  P.  Giles,  J.  E.  Holliday,  Fred 
West,  R.  Mayerhofer  and  F.  E.  McLaugh- 
lin. Final  heat  won  by  West;  second,  Mc- 
Cormack; third,  Hume;  fourth,  Giles. 
Time,  0:30?^. 

One-mile  handicap,  professional — Won 
by  Floyd  McFarland,  San  Jose,  Cal. 
(scratch);  second,  Norman  C.  Hopper, 
Minneapolis,  Minn.  (70  yards);  third,  Wal- 
ter Bardgett,  Buffalo,  N.  Y.  (35  yards); 
fourth,  S.  H.  Wilcox,  Salt  Lake  City,  (110 
yards).     Time,   1  :S1. 

Three-mile  handicap,  amateur — Won  by 
Fred  E.  Schnell  (110  yards);  second,  A. 
Crebs  (.140  yards);  third,  Phil  Wright  (140 
yards);  fourth.  King  (180  yards);  fifth, 
Fred  West   (25  yards).     Time,  6:06. 

Five-mile  open,,  professional — Won  by 
Iver  Lawson;  second,  Norman  C.  Hopper; 
third,  Floyd  A.  McFarland;  fourth,  Hardy 
K.  Downing;  fifth,  S.  H.  Wilcox.  Time, 
9:56   (world's   record). 


Salt  Lake  City,  July  6. — Although  no 
world's  records  went  by  the  boards  to-night 
the  races  were  fast  and  exciting  and  splen- 
did times  made  in  all  the  events.  In  the 
final  heat  of  the  one-mile  open,  Iver  Law- 
son  rode  the  distance  in  1:53 J^,  which  is 
almost  record-breaking  time,  and  all  who 
know  how  fast  Lawson  is  riding  have  little 
doubt  but  that  Kramer's  long  standing 
figures  for  the  mile  will  be  scalped  by  Law- 
son  and  tied  to  his  already  heavily  loaded 
belt. 

One  of  the  best  events  to-night,  however, 
was  the  five-mile  motorpaced  race  in  which 


were  Hardy  K.  Downing,  paced  by  Turville; 
Ben  Munroe,  paced  by  T.  Samuelson;  Emil 
Agraz,  by  E.  Smith,  and  Norman  C.  Hopper, 
with  E.  Heagren  in  front.  The  pace  set  by 
the  machines  was  dizzy  from  the  begin- 
ning and  the  time  made  by  Downing,  the 
winner — 7:08 — attests  this  fact.  From  the 
crack  of  the  starter's  pistol  until  the  finish 
Downing  followed  his  pace  with  precision 
and  accuracy  that  was  beautiful  to  behold 
and  first  off  he  was  never  Tieaded.  Early 
in  the  race,  Hopper,  who  could  not  follow 
his  machine,  and  Agraz,  whose  exhibition 
was  nothing  remarkable,  were  lapped  and 
the  contest  simmered  down  to  a  dual  battle 
betvifeen  Downing  and  Munroe.  Samuel- 
son, who  was  pacing  Munroe,  was  riding 
his  new  machine,  and  many  were  surprised 
at  the  end  of  the  second  lap  to  find  him 
half  a  lap  behind  Turville,  instead  of  half  a 
lap  ahead.  Toward  the  end  of  the  .fourth 
mile.  Downing  called  for  faster  pace  and 
Turville,  turning  his  machine  to  the  last 
notch,  started  after  Munroe  and  Samuel- 
son. After  a  desperate  sprint  the  gap  was 
closed,  but  as  Turville  drew  up  to  go 
around,  Samuelson  threw  open  his  ma- 
chine. Then  began  a  beautiful  fight.  All 
bunched  so  closely  that  a  blanket  could 
have  been  thrown  over  the  four  riders  as 
they  sailed  on.  At  first  it  looked  as  though 
Downing  and  Turville  would  go  around, 
but  soon  the  crowd  perceived  that  the 
other  boys  were  fighting  game,  that  they 
were  gaining  slightly  instead  of  losin.g 
With  the  two  machines  still  spitting  fire 
and  Downing  and  Munroe  winning  back  lost 
ground  instead  of  losing  ijiore,  Downing 
was  the  winner,  almost  by  a  lap,  Munroe 
was  second  and  Agraz  third. 
"  In  the  final  of  the  three-quarter  mile 
open  amateur,  Fred  West  won  out  from 
Hume  after  a  fight  that  lasted  for  the  last 
lap  and  a  half.  The  novelty  of  having 
someone  defeat  the  almost  invincible  Hume 
caused  the  crowd  to  give  West  the  glad 
voice,  he  was  cheered  to  the  echo,  and 
when  that  had  died  away,  it  began  all  over 
again. 

The   summaries: 

One-mile  amateur,  professional — Final 
heat  won  by  E.  A.  Pye,  Australia  (65 
yards);  second,  Floyd  McFarland,  San 
Jose  (scratch);  third,  Emil  Agraz,  Mexico 
(125  yards);  fourth,  J.  E.  Achorn,  New 
York  City  (140  yards).     Time,  1:50?^. 

Half-mile  handicap,  amateur — Final  heat 
won  by  Mayerhoffer  (105  yards);  second, 
E.  Mayer  (110  yards);  third,  D.  King  (75 
yards) ;  fourth,  P.  Wright  (70  yards) ;  fifth, 
Fred  West  (10  yards).     Time,  0-M}i. 

One-mile  open,  professional — Won  by 
Iver  Lawson;  second,  Floyd  McFarland; 
third,  Joe  Fogler;  fourth,  E.  J.  Clarke. 
Time,  1:53%. 

Three-quarters  mile  open,  amateur — Won 
by  Fred  West;  second.  Jack  Hume;  third, 
D.  King;  fourth,  P.  Giles.     Time,  1:533%. 

Five-mile  motorpaced,  professional — 
Won  by  Hardy  K.  Downing;  second,  Ben 
Munroe;  third,  Emil  Agraz;  fourth,  Nor- 
man C.  Hopper.     Time,  7:08. 


THE  BICYCLING  WORLD 


453 


The  Doings  on  Dugway  Hill  at  the  F.  A.  M,  Meet. 


ONE   OF  THE   SNAKEI,INE   CURVES   OF   THE   HII,I< 


Rochester,  N.  Y.,  July  6.— To-day  for  the 
first  time  since  the  gasolene  motor  made 
its  appearance,  a  contest  was  run  in  this 
country  in  which  the  actual  capacity  of  the 
engine  and  not  arbitrary  speed  was  the 
deciding  factor. 

The  occasion  was  the  hill  climbing  con- 
test which  formed  one  of  the  features  of  the 
annual  meet  of  the  Federation  of  American 
Motorcyclists.  The  experiment  was  tried 
in  the  free-for-all  class,  piston  displacement 
being  the  foundation  factor— Callender's 
formulae,  as  it  is  termed  in  the  scientific 
books  in  honor  of  the  learned  professor  who 
evolved  the  system. 

The  scheme  places  all  men  and  all  ma- 
chines on  an  equality.  The  man  of  heavy 
weight  is  at  no  disadvantage,  as  is  alwJays 
the  case  in  unrestricted  competition,  and 
the  man  with  a  little  single  cylinder  motor- 
cycle has  an  equal  chance  with  the  man 
with  a  big,  powerful  "double."  The  awards 
are  arrived  at  by  multiplying  the  piston 
displacement  or  cubic  capacity  of  the  cyl- 
mder  by  the  time  in  seconds  and  dividing 
this  result  by  the  combined  weight  of  man 
and  machine. 

In  to-day's  contests  three  "doubles"  par- 
ticipated.    They  made  the  fastest  ascente, 


FREE-FOR-ALL. 

Name.  Address. 

G.  N.  Holden,  Springfield,  Mass. 
F.  A.  Baker,  Brooklyn,  N.  Y. 
J.  B.  De  Rosier,  Springfield,  Mass 
W.   C.   Chadeayne,  BuflFalo,  N.   Y. 
F.  G.  Helmer,  Addison,  N.  Y. 
S.  T.  Kellogg,  Springfield,  Mass. 
A.  Cook,  Hammondsport,  N.  Y. 
C.  H.  Jones,  Rochester,  N.  Y. 


PISTON   DISPLACEMENT. 
Machine.        Time. 
Indian 
R-S 
Indian 
Thomas  1 : 
Reliance 
Indian 
Curtiss 
Indian 


2%  h 

4 

3 

4 
S 


2J4  h-: 


:44K5 

■A7ys 
■My, 
■02ys 

:S5H 
36J/5 
;363/^ 


Disp. 

15.85 
20.13 
34.50 
19.30 
21.22 
34.50 
49.90 


Weight.  Score 

241  2.92 

2541^  3.75 

280  ;4  4.28 

273  4.41 

252j^  4.63 

25414  4.90 

292  6.25 


TOURING  CLASS.     SINGLE  CYLINDER. 


Name.  Address.  Machine. 

\.  S.  T.  Kellogg,  Springfield,  Mass.  2%  h-p  Indian 

2.  G.   N.   Holden,   Springfield,   Mass.  I54  h-p  Indian 

3.  F.  G.   Helmer,  Addison,  N.  Y.  2^  h-p  Reliance 

4.  W.  C.   Chadeayne,  Buffalo,  N.   Y.  3       h-p  Thomas 
5     W.    Goerke,    Brooklyn,    N.    Y.  2^4  h-p  R-S 

6.  A.  Jeanotte,  New  York,  N.  Y.  2%  h-p  R-S 

7.  C.  H.  Jones,  Rochester,  N.  Y.  2%  h-p  Indian 
J.   B.   DeRosier,   Springfield,  Mass.  2%   h-p  Indian 


1st  Trial. 

42^5 
43?^ 

55^5 
023A 
05 
383/^ 


2d  Trial. 


503/^ 
55/5 

533/^ 
573^ 
00^ 


Best  Time. 

■A2ys 

43% 

503A 

53J/5 

533^ 

573^. 

OOVs 


Disqualified 


of  course,  but  when  Callender's  formulae 
was  brought  to  bear  they  were  placed  third, 
sixth  and  seventh  in  a  field  of  eight — and 
the  eighth  man  did  not  weigh  in.  The  sta- 
tistics provide  interesting  comparisons  and 
constitute  an  instructive  contribution  to 
science  but,  however  it  may  equalize  things, 
it  is  safe  to  say  that  the  piston  displace- 
ment plan  never  will  become  a  popular  form 
of  hill  climbing.    Sport  and  mathematics  do 


not  mix  very  well — and  there's  an  awful  lot 
of  mathematics  about  Callender's  formulae. 
Referee  Douglass — and  no  official  ever 
spent  a  more  laborious  week — ^was  the  only 
man  who  had  it  near  his  finger  tips  and  at 
that  it  required  several  hours  of  weighing 
and  figuring  before  the  result  was  known. 
When  it  was  announced,  Jacob  De  Rosier, 
who  made  the  fastest  ascent  in  both  classes, 
only  to  be  disqualified  in  the  single  cylinder 


454 


THE  BICYCLING  WORLD 


AT  THE  TIMERS'  tei,ephone;  on  top  of  DUGWAY  HII,!,. 


event,  and  who  found  himself  placed  third 
in  the  free-for-all,  decided  that  the  officials 
were  "doing"  him  and  promptly  got  mad 
and  threatened  to  go  right  home.  He  didn't 
go.  Callender's  formulae  is  too  large  to 
enter  Jacob's  brain;  it  will  prove  too  com- 
plex for  many  others  even  more  fortunately 
equipped  in  that  regard. 

The  hill  selected  by  the  Rochester  Motor- 
cycle Club  for  the  contest,  locally  known  as 
Dugway  hill,  is  neither  very  long  nor  very 
steep.  Roughly,  it  is  2700  feet  long  with 
an  average  grade  of  eight  per  cent.  Its 
surface  is  good  but  narrow.  There  is  a 
towering  embankment  on  one  side  and  on 
the  opposite  side  a  wood  railing  to  keep  the 
unwary  from  plunging  into  the  gully  be- 
low. In  its  sinuousity  lies  the  chief  diffi- 
culty of  ascending  the  grade  at  speed.  There 
are  eight  snake-like  curves  to  be  negotiated 
and  which  invite  disaster,  but  fortunately 
nothing  untoward  occurred. 

The  proceedings  opened  with  the  contest 
for  regularly  catalogued  single  cylinder 
touring  machines.  Jeanotte,  on  a  2^  horse- 
power R-S,  was  the  first  man  up  and  his 
1 :025/^  gave  the  first  clue  to  the  pace  that 
was  possible.  It  was  a  false  clue,  as  Goerke, 
on  a  machine  of  the  same  make  and  power, 
sailed  up  next  in  S5j^  seconds.  C.  H^ 
Jones,  2%  horsepower  Indian,  an  elderly 
gentleman  with  side  whiskers,  who  sat  bolt 
upright,  followed  in  1:05.  The  air  was  still 
and  the  exhaust  from  the  open  mufflers 
could  be  heard  by  the  crowd  on  the  Sum- 
mit long  before  the  men  could  be  seen.  The 
break  in  the  regularity  of  the  explosions 
told  when  they  cut  off  power  in  rounding 
the  curves.  When  the  fourth  man  was 
ascending  there  was  but  one  almost  in- 
audible break  of  the  sort.  It  was  the  dar- 
ing De  Rosier,  2]/^  horsepower  Indian.  He 
whizzed  over  the  tape  in  front  of  the  tele- 
phone affixed  to  a  telegraph  pole  in  38j^ 
seconds — time  that  made  the  crowd  buzz. 
S.   T.  Kellogg,  on  a  machine  of  the   same 


sort,  flew  up  next  in  42^  seconds.  This 
proved  the  winning  time;  it  was  approached 
only  by  Holden  (Indian),  who  came  within 
one  second  of  it.  Neither  Kellogg  nor  Hol- 
den took  the  second  trial  to  which  they 
were  entitled,  although  all  of  the  others, 
save  Chadeayne,  improved  their  records  on 
t'lpir  second  attempt. 

De  Rosier  did  not  climb  twice,  but  not 
because  of  lack  of  desire  on  his  part.  When 
he  completed  his  first  flight  he  carefully  de- 
posited his  machine  in  the  tall  grass.  It 
had  been  brought  to  the  course  with  a  rag 
around  the  cylinder,  suggestive  of  a  sore 
throat.  While  it  reposed  in  the  grass,  an 
inquisitive  individual  who  wondered  what 
had  ailed  it,  took  to  the  grass  and  examined 
it.  He  discovered  a  full  line  of  beautifully 
symmetrical  holes  bored  in  the  cylinder 
at   just   the    right    place — auxiliary    exhaust 


ports,  to  be  exact.  They  are  worth  seconds 
in  any  contest  of  speed,  but  they  are  -not 
common  to  regularly  catalogued  Indians 
and  scarcely  fit  the  machine  for  every  day 
touring. 

De  Rosier  is  such  an  artless  fellow,  how- 
ever, that  even  after  he  had  been  disquali- 
fied and  had  been  seen  on  the  hill  carefully 
wiping  the  evidences  of  exhaust  gas  from 
around  the  auxiliary  ports,  he  was  still  in 
doubt  as  to  the  cause  of  his  disqualification 
and  "supposed"  it  was  because  of  his  sad- 
dle; to  help  his  case  he  offered  the  machine 
for  sale  at  list  price,  $210.  He  was  so  very, 
very  innocent  that  it  was  necessary  to  point 
out  the  ports  to  him.  Later  his  bluff  about 
selling  a  machine  he  did  not  own  was 
"called"  in  the  presence  of  Oscar  Hedstrom 
who  had  loaned  it  to  the  Frenchman.  Hed- 
strom changed  color  slightly,  but  carried 
out  the  bluff.  In  the  presence  of  witnesses, 
he  consented  to  the  sale  and  the  speedy 
Indian  was  ordered  shipped  to  New  York. 
It  never  was  shipped.  Hedstrom  "discov- 
ered" that  a  Springfield  rider  previously  had 
made  a  bid  for  i#' 

Then  follo.ji?«d  the  free-for-all  on  the  pis- 
ton displagssfiient  plan.  De  Rosier,  Kellogg 
and  CooJSrode  "doubles"  and  in  that  order 
made  xiit  fastest  times,  34^,  36j^  and  36^ 
seconds,  respectively.  But  Holden,  on  a 
single,  who  did  42j^  seconds  and  whose 
piston  displaced  less  than  half  as  many 
cubic  inches  as  those  of  the  first  two  and 
less  than  one-third  as  much  as  Cook's,  was 
returned  the  winner  when  the  mathematical 
and  equalizing  formulae  was  applied. 


DE  ROSIER,  DETECTED  AND   DISQUAIIFIED, 


First  Blow  at  Open  Muffler  Nuisance. 

Los  Angeles,  Cal.,  is  the  first  city  that  has 
taken  special  cognizance  of  the  open  muffler 
nuisance.  The  city  council  has  passed  an 
ordinance  requiring  that  all  motorcycles  be 
equipped  with  mufflers  and  that  the  muf- 
flers be  kept  closed  within  the  city  limits. 


THE  BICYCLING  WORLD 


454a 


Kellogg  Gets  Two  More  F*  A.  M«  Championships;  Goerke's  Star  Arises* 


Rochester,  N.  Y.,  July  7. — Oscar  Goerke, 
a  pocket  edition  of  humanity,  hailing  from 
Brooklyn,  N.  Y,,  proved  the  surprise  party 
in  the  concluding  chapter  of  the  Federation 
of  American  Motorcyclists'  annual  meet — 
the  card  of  races  on  the  Crittenden  Park 
half-mile  track  which  rain  had  required  t(3 
be  postponed  from  the  4th. 

Goerke  won  the  novice  and  one  other  race 
Thursday,  but  because  none  of  the  "stars" 
lined  up  in  either  event  he  attracted  scant 
notice.  To-day  they  loaned  him  the  new 
2%  horsepower  R-S,  one  with  mechaiiically 
operated  valves,  ariiong  other  things — the 
same  one  which  F.  A.  Baker  used  in  the 
road  race  and  hill  climb— and  in  the  first 
event  of  the  afternoon — the  mile  champion- 
ship— the  youngster  began  to  make  eyes 
blink.      In    that    event    there    were    pitted 


I 


WAI^TER  GOERKE. 

against  him,  Kellogg,  De  Rosier,  Curtiss 
and  Cook  on  double  cylinders  and  Holden 
on  a  single.  Goerke  was  next  to  Holden 
on  the  outside,  biit  at  the  crack  of  the  gun, 
he  got  away  so  quickly  that  he  took  the  pole 
at  once,  although  he  was  passed  by  Kellogg 
and  Curtiss  in  the  backstretch.  Cook  failed 
to  get  going  well  and  did  not  figure  in  the 
race,  DeRosier  also  started  badly,  but  was 
closing  up  on  the  backstretch  when  on  the 
rar  turn  he  skidded  badly  and  at  once  sat 
up.  Curtiss  likewise  misjudged  his  speed 
and  slackened,  and  although  he  did  not  quit, 
he  was  quickly  passed  by  Goerke  and  Hol- 
den who  were  sticking  to  their  work.  The 
race  then  looked  like  a  gift  to  Kellogg,  as 
it  so  proved,  but  Goerke  was  not  more  than 
SO  yards  behind  him  and  the  way  the  little 
fellow  took  the  turns  was  what  first  caused 
the  knowing  ones  to  "take  notice."  While 
all  the  others  rode  wide,  he  hugged  the  pole 
as  if  on  the  most  scientifically  built  track  in 
the  world.  He  had  done  some  board  floor 
racing  and  the  experience  stood  him  in 
good    stead.      He   gained    five   yards    every 


time  at  every  corner,  and  was  beaten  by  but 
SO  yards.  Kellogg's  time  was  1 :26.  Holden 
was  60  yards  behind  Goerke  and  Curtiss 
coasted  over  the  line  in  fourth  place. 

It  was  in  the  very  next  race,  the  ten  miles, 
flying  "start;     for     single     cylinders,     that 

THE   THREE-PLY   CHAMPION. 


STANLEY   T.  KEIvLOGG, 

Winner  of  the  one  mile,  five  miles  and  one  hour 
motorcycle  championships. 

Goerke  won  his  spurs.  De  Rosier,  Kellogg, 
Holden  and  Chadeayne  were  the  others  who 
competed.  Goerke  again  proved  wideawake 
and  quick  on  the  trigger  and  got  away  in 
front  only  to  be  passed  by  De  Rosier,  who 
led  him  by  30  yards  at  the  mile,  ridden  in 
1:27^.  On  the  third  lap,  Kellogg  had  a 
tumble.  His  machine  went  from  under  him 
at  the  far  turn  and  in  some  way  he  fell 
on  his  stomach,  tearing  a  big,  clean  hole 
in  his  jersey,  then  he  slid  onto  the  grass  on 
his  back  with  such  force  as  to  pick  up  a 
decided  green  color  on  the  rear  of  his 
light  sweater.  He  was  unhurt,  but  out  of 
the  race.  Goerke  and  De  Rosier  were  hav- 
ing the  battle  between  them;  the  other  two 
were-  merely  runners-up.  On  the  fourth 
lap  Goerke  finally  nailed  the  Frenchman 
and  took  the  lead.  He  held  it  for  a  mile, 
each  time  cutting  corners  beautifully  while 
De  Rosier  ran  wide;  but  the  latter  stuck 
to  his  knitting  and  closed  the  gap  and  was 
again  in  command  at  the  third  mile.  The 
little  fellow  never  let  lip;  he  slowly  closed 
the  daylight  between  hiiiiself  and  his  rival 
and  on  the  ninth  lap,  when  the  latter  rode 
wide,  as  usual;  Goerke  hugged  the  pole 
and  went  to  the  front  and  was  never  there- 
after headed,  despite  De  Rosier's  frantic 
efforts.  ■  The  Frenchman's  end  came  sud- 
denly on  the  sixth  mile.  On  the  hoodooed 
far  turn  -he  fell  heavily  and,  though  bruised, 
he   picked   himself   up   and   remounted,   but 


he  rode  around  but  one  lap  and  then  quit. 
The  Rochester  papers  had  alliteratively  dub- 
bed him  "Demon"  De  Rosier,  but  the  re- 
porters who  did  the  dubbing  then  and  there 
agreed  that  the  fight  the  Brooklyn  lad  put 
up  and  the  way  he  cut  corners  had  taken 
a  lot  of  brimstone  out  of  the  "Demon."  It 
was  the  best  fought  race  of  the  meet  and 
the  only  one  that  caused  much  enthusiasm. 
After  the  downfall  of  the  "demon,"  Goerke 
won  as  he  pleased  in  14:S1^.  Holden  was 
second  in  15:104/^,  and  Chadeayne,  third,  a 
lap  and  a  half  behind. 

The  five-mile  championship  which  Curtiss 
won  only  to  lose,  was  a  thriller,  but  chiefly 
because  of  the  way  the  big  "doubles"  ran 
wide  on  the  turns  and  the  closeness  with 
which  they  came  to  the  fence,  promising  to 
require  the  services  of  the  ambulance,  which 


NEVER-QUIT"  CHADEAYNE. 

someone  had  had  stationed  on  the  grounds. 
Curtiss,  Cook,  De  Rosier  and  Kellogg  on 
"doubles,"  and  Goerke  and  Holden  on  sin- 
gles, started,  De  Rosier  again  getting  away 
poorly.  The  story  is  quickly  told.  Curtiss 
immediately  went  to  the  front  and  was 
never  headed.  Cook  trailed  him  at  a  re- 
spectful distance  and  for  a  mile  Goerke 
was  in  third  place,  and  showed  signs  of 
more  promise.  He  was  then  passed  by 
Kellogg  and  gradually  faded  away,  stopping 
on  the  fourth  mile,  because  of  trouble  with 
poor  oil.  Curtiss  rode  wider  than  any  of 
the  others,  but  nevertheless  was  clocked 
at  each  mile,  as  follows:  1:26^,  2:47 fi, 
4:09^,  5:31^.  6:S5j^,  which  is  "going 
some"  on  a  half-mile  dirt  track.  He  won 
with  all  of  a  hundred  yards  to  spare;  Cook 
was  second,  Kellogg  third,  fifty  yards  away, 
De  Rosier  fourth,  Holden  fifth.  At  the 
weighing  in — the  championships  are  limited 
to  110-pound  machines — Curtiss  was  proved 
to  be  V/i  pound  and  Cook  six  pounds  over- 
weight, which,  of  course,  automatically  dis- 
qualified   both    of     them     and     moved     up 


454b 


THE  BICYCLING  WORLD 


Kellogg,  De  Rosier  and  Holden  in  that 
order. 

"  The  subdued  "demon"  had  more  hard 
luck  in  the  three  miles  Hang-Together.  In 
this  race. the  men  were  required  to  follow 
a  pacemaker  until  a  Signal  was  given  on  the 
last  lap,  the  object  being  to  keep  them 
bunched  and  furnish  a  close  finish.  De 
Rosier's  chain  broke  on  the  third  lap  and 
put  him  out  of  it.  The  others  hung  well 
together,  but  the  finish  was  bungled.  Three 
men  had  been  stationed  along  the  straight 
purposely  to  mislead  the  men;  only  one  of 
them  was  to  give  the  signal,  but  the  pace- 
maker, who  had  been  instructed  to  keep 
going  until  the  handkerchief  dropped, 
promptly  let  up  when  he  reached  the  first 
man,  whereon  the  racers  jumped  him  and 
spread  all  over  the  track.  Curtiss,  on  his 
"double,"  got  the  best  of  the  jump  and  won 
in  5:25^;  Kellogg  was  second  and  Cook 
third.  Referee  Douglas  ordered  the  race 
run  over,  but  as  the  competitors  agreed  to 
let  the  result  stand,  it  was  permitted  to 
stand. 

De  Rosier  had  his  solitary  inning  of  the 
day  in  the  one  mile,  flying  start.  He  got 
the  best  of  the  start  and  was  in  front  all 
the  way,  winning  by  20  yards  in  1:27^/^; 
Holden,  second;  Kellogg,  third.  Goerke 
did  not  live  up  to  his  newly  acquired  glory 
and  trailed  in  fourth.  Chadeayne  also  ran, 
of  course. 

George  L.  Miner,  the  wide  awake  Roch- 
ester dealer,  gave  a  cup  to  be  raced  for  by 
his     customers,     three     of    whom     started. 

F.  L.  Hunt  ran  away  from  the  others, 
doing  the  distance,  three  miles,  in  S:16>^. 
T.  Dransfield  and  Grant  Gregory,  a  small 
Tjoy,  finished  in  that  order.  All  rode  In- 
dians and  as  Hunt's  was  borrowed  for  the 
occasion,  the  cup  was  given  to  Dransfield. 
The  summary: 

One-mile,  national  championship — Won 
by  Stanley  T.  Kellogg,  Springfield,  Mass., 
4  h.  p.  Indian;  Walter  Goerke,  Brooklyn, 
2^  h.  p.  R-S,  second;  George  N.  Holden, 
Springfield,  Mass.,  2J4  h.  p.  Indian,  third. 
14:51%.  Also  ran— G.  H.  Curtiss,  Ham- 
mondsport,  S  h.  p.  Curtiss,  and  Albert  Cook, 
Hammondsport,  5  h.  p.  Curtiss. 

Ten-mile,  flying  start — Won  by  Walter 
Goerke,  2y^  h.  p.  R-S;  George  N.  Holden, 
2J4  h.  p.  Indian,  second;  William  C.  Cha- 
deayne, 3  h.  p.  Thomas,  third.  Time, 
14:51%.  Also  ran— S.  T.  Kellogg,  2]i  h.  p. 
Indian  ahd  J.  B.  De  Rosier,  2^  h.  p.  In- 
dian. 

Three-mile  Hang-Together  race — Won  by 

G.  H.  Curtiss,  5  h.  p.  Curtiss;  S.  T.  Kellogg, 
4  h.  p.  Indian,  second;  A.  Cook,  5  h.  p. 
Curtiss,  third.  Time,  5:25%.  Also  ran — 
W.  C.  Chadeayne,  J,  B.  De  Rosier  and  G.  N. 
Holden. 

Five-mile  national  championship — Won 
by  S.  T.  Kellogg;  J.  B.  De  Rosier,  second; 
G.  N.  Holden,  third.  G.  H.  Curtiss,  Albert 
Cook,  W.  C.  Chadeayne  and  Walter  Goerke 
also  ran.  Curtiss  finished  first  and  Cook 
second,    both    being    disqualified    owing    to 


the    fact    that    their    machines    were    over- 
Weight.     Curtiss's  time,  6:55%. 

One-mile,  flying  start — Won  by  J.  B.  De 
Rosier,  2^  h.  p.  Indian;  G.  N.  Holden,  2% 
h.  p.  Indian,  second;  S.  T.  Kellogg,  2]/^  h.  p. 
Indian,  third.  Time,  1:27%.  Walter  Goerke 
and  W.  C.  Chadeayne  also  ran. 

REFEREE  OF  THE  ROCHESTER  MEET. 


ROI,AND   DOUGIvAS. 

Chairman  F.  A.  M.  Competition  Committee,  who  has 

been  reappointed  for  another  term. 

Three  miles,  for  Miner  cup — Won  by  F.  L. 
Hunt,  Rochester,  in  5:16%;  Thomas  Drans- 
field, Rochester,  second;  Grant  Gregory, 
Rochester,  third. 


Massachusetts  Adds  Motorcycle  Burdens. 

Massachusetts's  latest  revision  of  its  auto- 
mobile law  whicl)  was  approved  by  the 
governor  on  May  24th,  is  now  in  operation. 
In  at  least  two  respects  it  is  fairer  than 
the  previous  act,  i.  e.,  it  requires  that  all 
police  traps  shall  not  be  less  than  one- 
quarter  of  a  mile  in  length  and  extends  from 
15  to  60  days  the  time  in  which  protests 
against  special  legislation  enacted  by  local 
authorities   may  be  filed. 

In  all  other  details,  the  revised  law,  which 
specifically  includes  motorcycles,  simply 
serves  to  make  the  Bay  State  appear  more 
than  ever  like  a  province  of  Russia  instead 
of  an  integral  part  of  an  American  republic. 
The  amendments  increase  the  czarlike  pow- 
ers of  the  Massachusetts  Highway  Com- 
mission, practically  constituting  that  body 
a  legislative  court  with  power  to  enact 
laws,  that  is,  rules  and  regulations,  at  its 
option  and  to  impose  fines  for  the  viola- 
tion   thereof.      Manufacturers    and    dealers 


are  singled  out  as  special  targets.  Accord- 
ing to  the  revised  act,  if  they  violate  the 
law,  the  Highway  Commission  is  absolutely 
required  to  practically  suspend  their  busi- 
ness for  periods  of  from  30  to  60  days  or 
longer,  if  deemed  advisable — this  by  revok- 
ing the  licenses  covering  all  cars  or  motor- 
cycles they  may  possess.  Revocation  of 
owners'  licenses  after  a  third  offense  is 
also  made  mandatory.  Failure  to  stop  on 
the  signal  of  a  police  officer  wearing  a 
badge  or  a  uniform  is  made  punishable  by 
a  fine  of  not  less  than  $25. 

Non-residents  also  are  affected  by  the 
changes.  Previously  they  were  permitted 
to  remain  IS  days  in  Massachusetts  under 
the  license  of  their  own  States;  but  the 
amendments  reduce  the  period  to  seven 
days. 


Historic  Cycles  in  Munich  Museum. 

In  the  German  Museum  at  Munich,  which 
always  is  open  to  visitors  and  students  from 
all  parts  of  the  world,  is  to  be  found  the 
beginning  of  one  of  the  most  interesting 
collections  of  bicycles  ever  gotten  together, 
and  one  which  probably  will  upon  its  com- 
pletion be  the  most  inclusive  in  the  world, 
for  it  will  comprise  a  record  in  models,  of 
the  entire  history  of  the  bicycle  from  first 
to  last.  The  authorities  of  the  museum  have 
undertaken  to  secure  a  collections  of  mod- 
els representing  the  development  of  tech- 
nical constructions  of  various  sorts  running 
through  a  wide  range  of  the  mechanical 
arts,  and  among  others,  space  has  been  re- 
served for  a  bicycle  exhibit.  The  intention 
is  to  make  the  collection  absolutely  com- 
plete insofar  as  types  marking  distinct  eras 
in  design  are  concerned,  and  the  idea  when 
carried  out  will  serve  to  present  to  the 
world  what  is  probably  its  first  complete 
synopsis  of  the  bicycle  industry. 

The  various  types  will  be  grouped  under 
thirteen  different  heads,  representing  thir- 
teen types  of  cycle,  as  follows: 

1.  A  cycle  for  running  with  fixed  front 
wheel,  called  Celerifere,  known  at  the  be- 
ginning of  the  19th  century. 

2.  Draisine  with  adjustible  front  wheel, 
which  can  be  steered,  known  in  1817. 

3.  First  cycle  with  cranks,  built  by  the 
instrument  maker,  Fischer,  of  Schweinfurt, 
in  1840. 

3.  One  of  the  first  cycles  made  of  iron 
with  wire  spokes,  built  end  of  the  sixties, 
in  19th  century. 

5.  One  of  the  first  Stanley  cycles  (high 
machines),  whose  spokes  could  be  adjusted, 
with    rubber   tires,    etc.,    built    about    1870. 

6.  A  cycle  (high  machine)  with  parallel 
levers  and  chain  drive. 

7.  On<",  of  the  f.rst  tricycles  with  direct 
driven  front  wheel,  built  about  the  end  of 
the  seventies. 


"The  A  B  C  of  Electricity"  will  aid  you 
in  understanding  many  things  about  motors 
that  may  now  seem  hard  of  understanding. 
Price,  50  cents.  The  Bicycling  World  Pub- 
lishing Co.,  154  Nassau  street.  New  York. 


•^fHE  BICYCLING  WOROO 


454c 


HEAVY  FROST  IN  NEW  JERSEY 


Happened  at  New  Brunswick  on  Saturday 
Last — Racemeet   Minus   Spectators. 


Although  at  the  time  the  sun  was  shin- 
ing brightly  and  warmly,  one  of  the  big- 
gest frosts  in  several  years  occurred  at  the 
Highland  Park  driving  track,  at  New  Bruns- 
wick, N.  J.,  on  Saturday  last,  7th  inst.  Just 
what  caused  it  would  be  difficult  to  deter- 
mine, for  the  combination  bicycle,  motor- 
cycle and  automobile  race  meet  that  was 
supposed  to  take  place  there  had  been  lib- 
erally advertised  and  as  good  a  frame-up  of 
events  arranged  as  any  made  this  year. 
Those  few  who  journeyed  from  New  York 
to  see  and  take  part  in  the  rac-es  were  more 
than  glad  they  purchased  a  return  ticket; 
the  Bicycling  World  man  was  one  of  the 
rejoicers.  Originally,  the  meet  had  been 
scheduled  for  July  4,  but  rain  caused  a  post- 
ponement until  Saturday.  Doubtless  this 
mitigated  against  its  success,  but  the  real 
reason  for  the  fizzle  was  that  the  admission 
fee  exacted  from  the  spectators  was  too 
high.  Highland  Park  track  is  a  half-mile 
dirt  trotting  track  with  about  the  worst 
surface  of  any  oval  this  side  of  the  Jersey 
pine  belt.  Notwithstanding  this,  the  Rari- 
tan  Driving  Association  manages  to  con- 
duct some  locally  thrilling  horse  races  on  it 
at  times,  and  the  admission  always  has  been 
fifty  cents.  The  management  of  the  bicycle 
race  meet  wanted  to  charge  a  general  ad- 
mission of  twenty-five  cents,  but  this,  L.  R. 
Hope,  the  horsey  manager  of  the  enclosure, 
would  not  think  of.  "Why  it  would  cheapen 
the  track,"  he  exclaimed  in  unholy  horror. 
So  the  admission  was  kept  at  fifty  cents. 
As  the  population  of  New  Brunswick  is 
largely  composed  of  Hungarians,  Poles  and 
Slavs,  fifty  cents  is  an  amount  not  to  be 
saved  out  of  their  meagre  earnings  in  a 
week,  and  consequently  when  the  races 
were  postponed  on  the  Fourth,  they  spent 
their  fifty  cents  for  beer  and  peanuts,  and 
were  without  the  necessary  price  of  a  ticket 
when  Saturday  rolled  around. 

The  attendance  could  have  ben  put  into 
a  "two  by  twice"  Harlem  fiat  comfortably. 
Two  ladies  sat  in  the  grandstand,  another, 
who  came  in  on  a  pass,  her  papa  owning  an 
interest  in  the  track,  occupied  the  judges 
stand,  while  about  thirty  or  forty  men 
came  through  the  gate  in  the  regular  way 
and  the  balance  of  the  audience  was  com- 
posed of  boys  who  climbed  over  the  fence. 
In  fact,  there  were  not  enough  spectators 
to  draw  officials  from,  so  the  Bicycling 
World  man  was  impressed  into  the  multiple 
capacity  of  referee,  judge,  starter,  timer, 
clerk-of-the-course,  handicapper  and  an- 
nouncer, quite  a  few  jobs  to  hold  down  at 
once.  The  surface  of  the  track  was  not  such 
to  delight  the  riders.  Down  near  the  pole 
the  sand  was  about  two  inches  deep,  while 
in  the  centre  of  tfie  track  weeds  and  grass 


had  grown.  Therefore  the  riders  had  to 
keep  to  the  extreme  outside,  which  made 
one  circuit  considerably  more  than  a  half- 
ri)ile. 

The  professional  match  races  proved 
mere  hippodroming  and  the  spectators  did 
not  enjoy  the  French  style  of  racing.  In 
one  of  the  heats  of  the  Ruprecht-John  Be- 
dell match,  the  latter  fell  off  his  wheel 
twenty  yards  beyond  the  start  and  Rup- 
precht  got  off  his  wheel  and  waited  for  his 
colleague  to  remount.  To  tell  the  truth, 
though,  John  Bedell  was  just  a  bit  surprised 
at  the  way  Ed  Rupprecht  beat  him.  The 
race  was  at  half-mile,  two  heats  out  of 
three.  In  the  first  Rupprecht  won  by  half 
a  length  and  in  the  second  Bedell  led  the 
erstvvhile  amateur  under  the  wire  by  two 
lengths.  The  final  heat  was  the  slowest  of 
all  and  Rupprecht,  by  getting  the  lead  in 
the  home  stretch,  succeeded  in  finishing 
several  yards  in  front. 

Floyd  Krebs  defeated  Alfred  Ashurst 
in  two  straight  half-mile  heats.  An  amus- 
ing incident  occurred  in  the  first.  Some- 
one had  opened  the  gates  and  allowed  a  load 
of  hay  to  come  on  the  track  near  the  tape 
side.  Track  Manager  Hope  rushed  on  the 
track  and  frantically  yelled  to  the  riders 
to  come  back.  "Never  mind,"  called  Krebs 
over  his  shoulder.  "That  load  of  hay  will 
be  unstacked  and  in  the  barn  before  we  get 
around  to  it."     Krebs  told  the  truth. 

The  amateur  races  were  perhaps  the  most 
exciting,  although  it  was  a  disgrace  to  term 
the  half-mile  open  a  State  championship, 
for  it  was  a  small  and  unrepresentative  lot 
of  pedal  pushers  that  contested  the  honor. 
Diie  to  the  jockeying  tactics  of  Watson  J. 
Kluczek,  of  the  Roy  Wheelmen,  who  liter- 
ally flagged  James  Zanes  every  inch  of  the 
way,  though  in  a  lawful  manner,  Kluczek's 
clubmate,  Anthony  Charles,  was  enabled  to 
win  the  race  and  no  doubt  will  pat  himself 
on  the  wrist  and  smile  at  the  reflection  in 
the  mirror  each  time  he  thinks  he  may 
call  himself  the  "Champion  of  New  Jer- 
sey." Charles  won  an  empty  honor.  B.  F. 
Pash,  a  Louisville  negro,  who  dotes  on 
wearing  the  national  colors  for  a  sweater, 
finished  second,  two  inches  behind  the  Roy 
man  and  Zanes  got  third,  and  a  bad  tem- 
per at  the  same  time,  for  which  he  may  well 
be  excused.  Zanes  would  have  won  the 
championship  had  Kluczek  known  that 
Zanes  belonged  to  the  Roys  also,  but  he 
did  not,  Zanes  having  become  a  member 
only  a  week  ago. 

The  most  exciting  race  was  the  five-mile 
open  with  lap  prizes  and  each  time  around 
developed  a  sprint  between  Kluczek  and 
Frank  McMillan.  Charles  A.  Sherwood,  of 
tlie  New  York  A.  C,  rode  his  first  track 
race  since  his  reinstatement  as  an  amateur 
and  incidentally  scored  a  victory,  beating 
out  Zanes,  Roy  Wheelmen,  and  Thomas 
Smith,  National  Turn  Verein  Wheelmen, 
in  this  order  in  a  blanket  finish,  Kluczek 
won  the  lap  prize,  getting  five,  against  Mc- 
Millan's three. 


In  the  two-mile  handicap  the  men  were 
placed  on  good  marks  and  the  race  was  well 
contested.  Charles,  by  much  plugging,  and 
aided  by  Kluczek,  succeeded  in  keeping  the 
scratch  men  from  getting  a  look-in.  Sher 
wood  got  disgusted  and  quit;  Charles  won, 
with  Pash  second  and  Smith  third.  Whether 
the  men  have  received  their  prizes  yet  is 
a  moot  question.  It  is  known  that  some  of 
them   are   still   waiting   for   them. 

Percy  Drummond,  astride  an  Indian,  won 
the  two-mile  motorcycle  event  in  easy 
fashion,  crossing  the  tape  fifty  yards  ahead 
of  the  only  other  competitor,  F.  W.  Horen- 
burger,  of  New  York.  The  best  time  of 
the  afternoon  was  made  by  F.  L.  Valiant, 
Roy  Wheelmen,  who  rode  a  half-mile 
against  time  in  1  minute  1%  seconds.  He 
was  paced  by  Horenburger..  The  summaries 
follow: 

Five-mile  open,  amateur — .Won  by  Charles 
Sherwood,  N.  Y.  A.  C;  second,  James 
Zanes,  Roy  Wheelmen;  third,  Thomas 
Smith,  National  Turn  Verein  Wheelmen. 
Time,  lS:02f^.  Lap  prize  winners — Kluc- 
zek (S),  McMillan  (3),  Smith  (1). 

Two-mile  handicap,  amateur — Won  by 
Anthony  Charles,  Roy  Wheelmen  (180 
yards);  second,  B.  F.  Pash  (140  yards); 
third,  Thomas  Smith,  National  Turn  Verein 
Wheelmen    (120  yards).     Time,   5:27>^. 

Half-mile  open,  amateur,  for  State  cham- 
pionship— Won  by  Anthony  Charles,  Roy 
Wheelmen;  second,  B.  F.  Pash;  third,  James 
Zanes,  Roy  Wheelmen.     Time,  1:11}^. 

Half-mile  against  time,  motorpaced — F. 
L.  Valiant,   Roy  Wheelmen.     Time,   1:01  J^. 

Two-mile  motorcycle — Won  by  Percy 
Drummond  (Indian) ;  second,  F.  W.  Horen- 
burger (Marsh).     Time,  3:S6>^. 

Half-mile  match  between  John  Bedell  and 
Edward  Rupprecht — First  heat  won  by  Rup- 
precht. Time,  2:5lj4-  Second  heat  won  by 
Bedell.  Time,  S:38.  Final  heat  won  by  Rup- 
precht.   Time,  7:19^. 

Half-mile     match     race    between     Floyd 
Krebs  and  Alfred  Ashurst — First  heat  won 
by  Krebs.     Time,  1:54^.     Second  and  final  . 
heat  won  by  Krebs.     Time,  1:385^. 


Kramer  Loses  His  Last  Race  Abroad. 

The  last  race  at  the  Velodrome  Buffalo, 
Paris,  in  which  Frank  Kramer  competed 
before  leaving  France,  was  on  June  28,  and 
the  American  was  defeated  by  Poulain.  The 
event  was  styled  the  Grand  Prix  de  L'U. 
V.  F.,  at  1,000  metres.  Vanden  Born,  Pou- 
lain, Mayer,  Kramer,  Gardellin  and  Comes 
qualified  in  the  trial  heats  and  the  finish  of 
the  semi-finals  saw  Kramer,  Poulain  and 
Mayer  arrayed  against  each  other.  Poulain 
defeated  Kramer  in  the  final  heat  by  three 
lengths,  Mayer  being  two  lengths  behind 
the  American.  An  attempt  was  made  on 
the  lap  record,  held  by  Kramer,  but  of  the 
dozen  or  so  of  riders  who  entered  the  trials 
not  one  came  near  Kramer's  mark,  made 
last  year. 


4S4d  THE  BICYCLING  WORLD 


^ 


None   Better  Than   The 

YALE=CALIFORNIA 

RECORD 


IN  THE 


F.  A.  M.  Endurance  Contest 


4  STARTED 
3  FINISHED 

A  tire  impossible  of  repair  put  out  the  fourth  one 


On  the  first  day,  228  miles,  the 
Yale=California  was  the  only  ma= 
chine  that  had  100  per  cent. 


You  may  recall  that  we've  been  telling  you  that  the  YaIe=CaIifornia 
is  the  "one  best  buy."  It  costs  but  $175.  You  can't  pay  less  and 
get  satisfaction ;  you  can't  pay  more  and  get  your  money's  worth. 


THE  CONSOLIDATED  MFG.  CO. 

TOLEDO,  OHIO 


0tim 


THE  BICYCLING  WORLD 


455 


GLUNZ  WINS  FROM  LONG  MARK 


First    Home    in    Postpone^    25-Mile    Road 
Race — Scratchmen  in  Blanket  Finish. 


George  Glunz,  a  sturdy  young  plugger  of 
the  Century  Road  Club  Association,  riding 
with  a  handicap  of  twelve  minutes,  won  the 
so-called  Long  Island  Cycle  Derby — a  25- 
mile  road  race — promoted  by  the  C.  R.  C. 
A.,  last  Sunday,  8th  inst.  Glunz's  time  for 
the  distance  was  1  hour  13  minutes  29  sec- 
onds. The  race  originally  was  scheduled 
for  the  Fourth  of  July,  but  rain  caused  a 
postponement  until  last  Sunday.  The  course 
was  over  a  live-mile  stretch  of  the  famous 
Merrick  road,  the  start  and  finish  being  at 
West's,  Valley  Stream,  and  the  short 
course  made  the  race  interesting  to  the 
spectators  at  the  rendezvous.  Glunz  won  a 
Reading  Standard  racing  wheel  for  his 
efiforts. 

The  long  markers  came  straggling  in  by 
ones,  two  and  threes  so  the  finish  of  the 
leaders  was  not  nearly  so  exciting  as  the 
fight  that  resulted  between  the  scratch  men. 
Frank  W.  Eifler  succeeded  in  leading  his 
comrades  across  the  finish  line  by  about 
two  wheel  lengths,  a  quick  jump  fifty  yards 
from  the  tape  being  sufficient  to  do  the 
trick.  The  scratch  men  came  very  nearly 
getting  shut  out  of  the  time  prize  list  be- 
cause no  one  wanted  to  set  the  pace  on  the 
last  half  of  the  journey.  During  the  last 
five  miles,  however,  they  pulled  together 
and  managed  to  squeeze  in  by  a  few  sec- 
onds. J.  M.  Eifler,  of  the  promoting  or- 
ganization, won  second  time  prize,  beating 
out  Charles  Sherwood,  New  York  Athletic 
Club,  by  half  a  wheel's  length.  Appro.xi- 
mately  the  same  distance  separated  the 
elongated  peer  of  them  all — Charles  Mock — 
and  Louis  J.  Weintz,  of  the  New  York  Ath- 
letic Club. 

F.  Casey,  who  came  down  from  Syracuse 
to  do  or  die,  dicl  the  latter,  or  rather  he 
was  aided  by  the  judges  and  referee.  Casey 
began  to  feel  a  wee  bit  tired  before  the 
race  was  over  and  when  an  inviting  looking 
motorcycle  passed  him,  jogging  along  at 
an  eighteen-mile  gait,  Casey  could  not  re- 
sist the  temptation  to  hang  on.  He  finished 
for  a  prize  but  the  referee  scratched  his 
name  from  list.  Another  protest  was  that 
lodged  against  Walter  H.  Burden,  of  the 
Brower  Wheelmen,  who  finished  second. 
Burden  was  protested  for  foul  riding,  but 
his  case  was  tabled  until  the  committee  con- 
ducts a  thorough  investigation.  The  result 
is  shown  by  the  appended  table: 

H'cap.  Net  Time. 
Min.       H.  M.S. 

1:13:29 

1:11:36?^ 

1:09:38?^ 

1:07:39 

1:11:392/3 

1:07:42 

1:10:00 

l-.U-MVs 

l-.W-MYs 


Name.  Club. 

1.  Geo.  Glunz,  C.   R.   C.  A...  12 

2.  W.  H.  Burden,  Brower  W.  9 

3.  A.  E.  Rhodes,  Roy  W 7 

4.  J.   Niemi,   Fin.   A.   C 4 

5.  S.  Morrison,  Edgcmb.  W. . .  9 

6.  A.  Demarest,  Nat.  A.  C. . .  4 

7.  C.  Nerent,  Roy  W 6 

8.  W.  Lamphier,  C.  R.  C.  A...  12 

9.  A.    R.    Wilcox,    National..   6 


10.  N.  Kind,  Edgcmb.  W 

11.  J.  B.  Hawkins,  C.  R.  C.  A 

12.  R.    Huglies,   Edgconibe.. 

12.  G.  Grupe,  C.  R.  C.  of  A. 

13.  C.   H.  Kind,  Edgecombe. 

14.  H.   Hink,  C.  R.   C.  A...  . 

15.  F.  Eifler,  C.  R.  C.  A...scr, 

16.  J.   M.   Eifler,   C.   R.   C.   \. 

17.  C.  Sherwood,  N.  Y.  A.  C. 
IS.  C.   Mock,  C.  R.  C.  of  A. 

19.  L.  J.  Weintz,  N.  Y.  A.  C. 

20.  F.  C.  Graf,  C.  R.  C.  A.  . 

21.  W.    Kluczek,    Roy   W... 

22.  H.  Jackson,   Navarre  W. 

23.  M.   Schulman,   Brooklyn. 

24.  W.  Miller,  C.  R.  C.  A.... 


11 
,.72 
9 
..  9 
..  8 
..12 
;itch 
.  sch 
.  sch 
sch 
.sch 
.sch 

..10 
..   8 


1:14:47 

1:15:483^ 

1:12:27 

l-A2:27i/s 

1:11:285^ 

1:16:16 

1:03:07 

l:03:07'/5 

1:03:07^^5 

1:03:07  i/s 

1:03:074/^ 

1:04:00 

1:04:00^5 

1:15:24 

1:15:24!/^ 

1:15:00 


MORAN  DEFEATS  HUGH  MacLEAN 


And    After    an    Eventful    Race,    They    Ex- 
change Words  and  a  Few  Punches. 


Roth  Surprises  the  Roys. 

John  Roth,  riding  with  a  handicap  of 
three  minutes,  won  the  ten-mile  handicap 
road  race  of  the  Roy  Wheelmen,  at  Valley 
Stream,  L.  I.,  last  Sunday,  8th  inst.  His 
time  for  the  course  was  31  minutes  55j^ 
secondSj  but  four  seconds  slower  than  the 
scratch  man's.  Samued  Rein,  with  two  min- 
utes, finished  second  in  32  minutes.  The  best 
time  was  made  by  Watson  J.  Kluczek,  the 
club's  champion,  who  started  from  scratch 
and  rode  the  distance  in  in  3l:50'/i-  Last 
Sunday's  race  was  the  best  contested  of 
the  monthly  club  races  the  Roys  have  held 
this  year,  twenty  riders  competing,  and  a 
large  crowd  of  cyclists  watching  the  con- 
test.   .The  summary  follows: 

Handicap       Time 
Pos.         Rider.     •                        Min.       M  S. 
1    John  Roth 3        31:55j^ 

2.  Sam  Rein 2        32:00 

3.  Philip   Kury    3      .  32:56 

4.  M.  Rosenblum   4        32:57 

5.  John  Buck 3         32:571^ 

6.  Watson  Kluczek   ......scratch         31:50]/^ 

7.  R.   Roullier   > 2        33:00 

8.  Henri   Lafentre   2        — • — 

9.  Constance  Bassini 3         — — — 


Repairing   the   Cycle   Paths. 

The  side  path  commissioners  have 
awarded  the  contract  to  put  the  side  paths 
in  the  vicinity  of  Westhampton  Beach,  L.  L, 
in  good  shape,  a  condition  which  has  not 
existed  for  years.  The  riders  of  that  sec- 
tion have  stated  that  they  are  willing  to 
purchase  tags  if  the  commissioners  make 
the  paths  ridable,  and  the  latter  are  taking 
them  at  their  word. 


Kramer    Third   at    Steglitz. 

EUegaard,  the  Dane,  won  the  Grand  Prix 
of  Steglitz,  on  July  1,  defeating  Friol,  Kra- 
mer and  a  local  rider  named  Peter.  The 
distance  was  1,000  metres  and  the  finish 
was  exceptionally  close,  EUegaard  crossing 
the  tape  scarcely  a  tire's  width  ahead  of 
Friol,  with  Kramer  a  wheel  behind. 


The  SO-mile  road  race  of  the  Century 
Road  Club  of  America,  which  was  to  have 
been  run  on  June  17,  but  which  was  called 
off  on  account  of  adverse  weather  condi- 
tions, will  be  held  on  Sunday,  22nd  inst. 
The  start  will  be  from  West's,  at  Valley 
Stream,  L.  I.,  at  1  p.  m.  sharp. 


There  is  joy  in  Boston  and  vicinity  once 
more  for  the  rain  hoodoo  has  been  broken 
and  the  eight  times  postponed  race  meet 
finally  was  held  at  the  Revere  Beach  saucer 
on  Monday  night  of  this  week,  with  3,000 
persons  in  attendance.  Incidentally,  the 
meet  was  no  hippodrome  affair,  for  James 
Moran  signalized  his  return  from  Europe 
by  trouncing  his  supposed  friend,  Hugli 
MacLean,  and  came  near  trouncing  him  in 
another  manner  after  the  meet.  So  hot 
headed  did  MacLean  and  Moran  become 
over  the  outcome  that  they  started  to  set- 
tle it  by  the  good  old  way,  but  they  were 
separated  before  many  blows  had  been  ex- 
changed. Moran  rode  in  fine  style  and  al- 
though MacLean  had  accidents  none  who 
saw  the  race  doubted  but  that  the  milkman 
could  have  beaten  him  anyway.  Moran  was 
three  miles  ahead  at  the  end  of  twenty-five 
miles  and  he  covered  the  distance  in 
38:08J^. 

Moran  won  the  toss  and  chose  a  standing 
start;  incidentally,  he  drew  the  pole.  He 
was  paced  by  Billy  Saunders  and  Turville 
was  in  front  of  MacLean.  The  latter  got 
away  first  but  Moran  succeeded  in  catching 
his  pace  first  and  was  gaining  yards  on  his 
opponent  when  Turville  held  up  his  hand, 
claiming  that  he  had  been  forced  up  the 
bank  by  Saunders,  although  Turville  and 
MacLean  were  the  only  ones  who  held  this 
opinion.  Moran  was  stopped  and  the  race 
ordered  started  again,  but  Moran  had  blood 
in  his  eye  from  the  time  of  the  second  start 
until  the  finish,  and  he  rode  like  one  pos- 
sessed. 

Moran  appeared  to  have  learned  a  few 
tricks  abroad  for  he  out-jockeyed  MacLean, 
got  his  pace  first  and  opened  up  a  ten-yard 
lead.  MacLean  tried  to  pass  on  the  first 
mile  but  could  not  hold  the  rollers;  he  made 
another  attempt  in  the  third  mile  but  was 
forced  to  fall  back.  On  the  ninth  mile,  Mac 
Lean,  after  regaining  a  quarter  of  a  lap  he 
had  lost  to  Moran,  was  forced  to  change 
wheels,  losing  two  miles  to  Moran.  Mac- 
Lean  wanted  the  race  started  over  again 
but  as  there  had  been  no  dual  agreement 
to  that  affect  the  referee  would  not  allow  it. 
After  remounting,  MacLean  rode  less  than 
a  mile  before  he  was  forced  to  change 
mounts  again.  On  the  twenty-second  mile 
Moran  treated  the  crowd  to  some  ground 
and  lofty  tumbling,  and  he  rolled  over  and 
over  before  he  finally  came  to  a  stop  on  the 
grass.  So  quickly  did  he  remount,  however, 
that  he  lost  only  two  laps.  MacLean  strove 
hard  to  get  back  a  little  more  distance  but 
Moran  won  by  an  even  three  miles. 

The  professional  heat  race  was  changed 
to  a  two-mile  lap  race  and  it  was  a  hard 
fought  contest  from  beginning  to  end.  Con- 
nolly made  the  going  for  the  first  four  laps 
when  he  fell.  Pat  Logan  went  in  front  in 
the  fifth  and  scored  that  as  well  as  the  next. 


456 


THE  BICYCLING  WORLD 


Elmer  J.  Collins,  of  Lynn,  then  tore  loose 
and  made  the  going  so  fast  that  there  was 
no  one  left  but  Coffey,  Menus  Bedell  and 
Logan,  Collins  led  for  nine  laps  and  scored 
45  points  which  landed  him  first  place. 
Bedell  jumped  on  the  last  lap  and  won 
easily  with  Coffey  second  and  Collins 
third.  Cotfey,  however,  by  sleigh-riding 
behind  Collins  for  so  many  laps,  got 
second  place  with  40  points.  Bedell  was 
given  third  with  30  points.  The  time 
was  4:24. 

After  a  short  rest  Connolly  and  Logan 
came  out  for  a  ten-mile  paced  race.  They 
went  even  for  two  miles  when  Logan  drop-  . 
ped  the  roller  and  Connolly  gained  a  quar- 
ter of  a  lap.  On  the  seventh  lap  of  the  fifth 
mile  Connolly  suddenly  shot  into  the  air 
and  plunged  down  the  bank.  He  was  car- 
ried to  training  quarters,  but  beyond  a  few 
bruises  was  found  to  be  uninjured.  Logan 
continued  for  two  laps,  when  he  was 
awarded  the  race.     Time,  7:58.     Summaries: 

Twenty-five  miles,  motorpaced — Won  by 
James  F.  Moran;  second,  Hugh  MacLean. 
Time  by  miles:  1:41^,  3:09?^,  4:36>^,  6:03%, 
7:313/^,  S-.SSyi,  10:25,  11:52^,,  13:183/^, 
U:46Vi,  16:121^,  17:42,  19:24,  20:513/^, 
22:15;^,  23:48,  25:213/^,  26:52j^,  28:24%. 
29:51%,  31:30%,  33:41,  35:10%,  36:39%, 
38:08%. 

Two-mile  lap,  professional^ Won  by  E.  J. 
Collins  (45  points);  second,  J.  B.  Coffey  (40 
points);  third.  Menus  Bedell  (30  points). 
Time,  4:24. 

Ten  miles,  motorpaced — Won  by  Pat 
Logan  by  default.  Connelly  fell.  Time, 
five  miles,  7:58. 


KEEPING   CLEAN    THE    BICYCLE 


Good  Resolutions  and  how  they  go  Wrong 
Typically   Illustrated. 


Standing  of  the   Mileage  Men. 

National  Treasurer  Harry  Early,  of  Bay- 
onne,  N.  J.,  still  leads  in  National  century 
competition  of  the  Century  Road  Club  of 
America,  for  the  six  months  up  to  July  1, 
as  disclosed  by  the  report  of  Noble  O.  Tar- 
bell,  chairman  of  the  Roads  Records  Com- 
mittee. Alfred  H.  Seeley,  New  York  City, 
is  second  and  the  standing  of  the  others  is 
as  follows:  3,  H.  H.  Hintze,  New  York 
City;  4,  Andrew  Clausen,  Chicago,  111.;  5, 
Ernest  G.  Grupe,  Brooklyn;  6,  Fred  E. 
Mommer,  New  York  City;  7,  Emil  Leuly, 
Hoboken,  N.  J.;  8,  Fred  Pfarr,  New  York 
City;   9,   Fred  I.   Perreault,   Maiden,   Mass.; 

10,  J.  H.  Cornell,  New  York  City;  11,  F.  H. 
Peterson,  Newark,  N.  J.;  12,  A.  D.  Rice, 
Winthrop,  Mass.  In  all,  253  centuries  have 
been  ridden  since  the  first  of  the  year. 

Early  also  heads  the  mileage  list,  with 
Hintze  and  Seeley,  respectively,  second  and 
third.  Ernest  G.  Grupe  is  fourth,  J.  H. 
Clowes,  Paterson,  N.  J.,  is  fifth,  and  Noble 
O.  Tarbell,  Lake  Geneva,  Wis.,  sixth.  The 
standing  of  the  others  is  as  follows:  7,  H. 
E.  Grupe,  Brooklyn;  8,  Fred  Pfarr,  New 
York  City;  9,  Fred  E.  Mommer,  New  York 
City;  10,  Henry  H.  Wheeler,  Pomona,  Cal.; 

11,  Fred  I.  Perreault,  Maiden,  Mass.;  12, 
William  J.  Hampshire,  San  Bernardino,  Cal. 
The  number  of  miles  ridden  up  to  July  1 
is  26,645. 


Why  is  it  so  very  hard  to  devote '  the 
five  or  ten  minutes  necessary  to  keep  the 
bicycle  looking  well  when  they  are  most- 
needed?  And,  of  course,  that  means  every 
time  it  is  brought  in  after  a  ride.  There 
are  few  riders  who  do  not  pride  themselves 
on  having  a  fine  looking  mount — when  it 
is  new.  With  what  feverish  energy  is  the 
enamel  and  nickel  polished  and  rubbed  till 
it  shines  like  a  mirror;  with  what  painstak- 
ing care  is  the  least  blemish  removed.  Not 
a  spot  of  mud  or  streak  of  dust  but  what 
yields  instantly  to  the  cleaning  and  polish- 
ing cloth.  Its  duration  varies  with  the.  in- 
dividual but  in  time  all  come  to  the  same 
turning  point  that  is  marked  by  neglect 
and  indifiference.  The  calendar  of  the 
cyclist  with  the  new  mount  usually  reads 
something  like  this. 

First  week — Bicycle  received,  spick  and 
span  with  its  highly  polished  enamel  and 
nickel,  but  oiled  up  and  gave  it  a  rub  off 
with  the  chamois  after  taking  it  out  of  the 
crate,  just  on  general  principles.  Took  a 
short  ride  and  gave  it  another  cleaning  off 
immediately  upon  return.  Brought  it  out 
to  show  some  friends  and  gave  it  another 
little  rub  on  taking  it  into  the  house.  Didn't 
ride  it  the  next  day  but  gave  it  a  rubbing 
up  with  the  chamois  in  the  evening  any- 
way. Third  day  it  rained;  didn't  ride  for 
fear  of  getting  machine  wet  and  muddy 
even  after  rain  had  stopped.  Fourth  day, 
roads  still  a  little  damp  but  took  a  ride  in 
the  evening  and  gave  the  machine  a  clean- 
ing oft  and  a  thorough  oiling.  Fifth  and 
sixth  days,  did  not  ride,  but  gave  bicycle  a 
polishing  with  chamois  and  flannel.  Sev- 
enth day,  a  holiday;  took  first  long  ride. 
So  much  oil  ran  out  of  bearings  that  the 
machine  got  quite  dirty.  Gave  a  good  rub 
off;  polished  up  spokes  and  then  gave  her  a 
good  oiling  up. 

Second  week — Repeat  to  slightly  slower 
time  and  throw  in  one  or  two  rests  from 
cleaning. 

Third   week — Ditto,   and   another   rest   or 
so.      Slightly    slower   time   and    dirriinishing- 
rub-offs  and  polishes  for  several  weeks. 

Seventh  week — Haven't  given  that  ma- 
chine a  good  cleaning  for  almost  a  week. 
Will  have  to  do  it  soon.  Took  an  old  dish- 
cloth last  night  and  got  the  worst  mud  off 
in  preparation  for  Sunday's  ride. 

Eighth  week — Forgot  and  left  bicycle 
out  on  back  porch  last  night.  Rained 
hard  and  machine  got  soaked.  Will 
have  to  give  her  a  thorough  cleaning — soon. 
Didn't  get  around  to  it  for  two  or  three 
days  and  rust  will  not  come  off.  Rubbing 
the  spots  on  the  spokes  and  pedals  only 
makes  them  black.  Greased  the  bright  parts 
all  over  to  prevent  getting  rusty  next  time. 

Two    weeks    go    by    without    a    cleaning 


other  than  an  occasional  dab  at  the  nickel. 

Tenth  week — Machine  squealed  like 
blazes  to-day.  Wonder  when  it  was  oiled 
last.     Gave  a  good  oiling  to"  all  bearings. 

Twelfth  week — Bicycle  looks  so  disrepu- 
table and  dirty  that  it  was  banished  from 
the  hallway  to-day  and  compelled  to  take 
up  its  abode  in  the  cellar. 

And  so  it  goes;  the  speed  with  which  that 
pride  of  possession  in  the  new  machine  and 
its  brilliant  enamel  and  shining  nickel  fade 
away  into  nothingness  is  little  short  of 
phenomenal.  With  some  the  charm  of  nov- 
elty has  worn  off  in  a  week,  others  a  fort 
night  and  with  still  others  it  hangs  on  for 
a  month  or  more.  Then,  of  course,  there  is 
the  individual  who  is  a  martinet  on  ap- 
pearance and  whose  mount  retains  an  air 
of  newness  until  its  last  days  in  his  pos- 
session but  he  is  a  rare  bird  indeed.  The 
new  machine  is  quite  an  old  story  by  the 
time  it  is  three  months  old  and  the  excess 
of  cleaning  and  oiling  that  characterized 
its  first  few  weeks  of  existence  with  its  new 
owner  gives  away  to  quite  the  opposite  ex- 
treme. And  why?  Why  should  a  machine 
be  given  more  attention  in  the  first  fort- 
night it  is  owned  than  in  all  the  remainder 
of  its  existence?  Human  nature  is  the  only 
answer.  It  is  simply  the  case  of  the  child 
with  the  new  toy  all  over  again. 


Hawkins  Three  Times  in  Front. 

Although  the  rain  caused  a  postponement 
of  the  25-mile  road  race  of  the  Century 
Road  Club  Association  on  July  4^  the  Long 
Island  division  of  that  organization  fur- 
nished plenty  of  amusement  and  sport  for 
the  spectators  and  riders  who  had  jour- 
neyed to  Long  Island  only  to  get  disap- 
pointed. What  was  styled  for  a  consola- 
tion race  meet  was  run  off  in  the  after- 
noon and  several  prizes  worth  having  were 
up  for  competition.  The  summary  of  the 
events   follows: 

Half-mile  slow  race — Won  by  Joseph  M. 
Eifler. 

Thirty-yard  sprint,  standing  start — Won 
by  J.  B.  Hawkins;  second,  Nick  Kind;  third, 
A.  Lewin. 

One-mile  handicap — Won  by  J.  B.  Haw- 
kins (160  yards);  second,  J.  M.  Eifler 
(scratch);  third,  Fred  C.  Graf  (scratch). 
Time,  2:14. 

Half-mile  handicap — Won  by  William 
Lamphere  (120  yards);  second,  Emil  Green- 
baum  (130  yards);  third,  Fred  C.  Graf 
(scratch). 

Four  and  one-half  mile  handicap — Won 
by  J.  B.  Hawkins  (0:45);  second,  William 
Lamphere  (1:30);  third,  Fred  C.  Graf 
(scratch) ;  fourth,  J.  M.  Eifler  (scratch) ; 
fifth,  A.  Lewin  (1:30). 


The  veteran,  Nat  Butler,  had  trouble  with 
his  pacing  machine  in  the  100-kilometre 
Golden  Wheel  race  at  Hanover,  on  June  25, 
and  finished  a  bad  fourth.  The  classic 
event  was  won  by  Thaddeus  Robl  in  1  hour 
14  minutes  12^^  seconds. 


THE  BICYCLING  WORLD 


45f 


GLOBE    GIRDLERS    SAIL 


Holt     and     Creutz     Leave     for     Liverpool 
Where  Bicycles  will  be  Mounted. 


On  the  steamer  Celtic,  which  left  New 
York  yesterday  at  11:30  a.  m.,  sailed  George 
E.  Holt  and  Lester  R.  Creutz,  the  two 
young  men  from  Moline,  111.,  who  will 
traverse  the  face  of  the  earth  on  bicycles, 
when  it  is  possible  to  do  so.  Time  will  be 
no  object  to  the  adventurers  and  they  ex- 
pect to  be  away  from  home  at  least  three 
years.  They  have  limited  capital  and 
should  occasion  require  will  doff  their 
cycling  togs  and  go  to  work  to  earn  funds 
necessary  to  complete  their  long  journey. 
The  story  of  their  travels  will  be  told  in 
the   Bicycling  World. 

As  has  been  told  in  the  Bicycling  World, 
the  object  of  this  long  jaunt  a-wheel  is 
solely  from  a  business  standpoint,  for  by 
their  writings  they  expect  to  make  their 
expenses  of  the  long  trip  and  have  a  com- 
fortable balance  awaiting  them  in  the  bank 
when  they  return. 

Their  trip  really  will  start  from  Liver- 
pool, from  whence  they  expect  to  tour 
through  England  and  Scotland,  crossing  to 
Ireland  and  proceeding  southward  to  the 
coast,  where  they  will  embark  by  steamer 
for  the  continent.  Belgium,  Holland,  Den- 
mark and  Sweden  will  be  the  first  countries 
viisted  in  the  order  named.  From  Stock- 
holm their  route  will  lead  them  to  St. 
Petersburg,  if  that  country  is  in  a  state  of 
pacification  when  they  reach  there.  Ger- 
many is  the  next  country  to  be  visited  and 
from  the  "Vaterland"  they  will  traverse 
France  and  Spain.  January  1st,  1907,  they 
expect  to  take  dinner  somewhere  in  North- 
ern Africa,  and  if  revolutions  do  not  stop 
them,  will  visit  Tripoli,  Algeria  and 
Morocco.  That  the  journey  will  not  be 
child's  play  is  evidenced  by  the  itinerary 
from  Morocco.  From  here  they  will  tackle 
the  shifting  sands  of  the  great  Sahara 
desert,   their   destination   being  Timbuctoo 

By  this  time,  another  spring  will  have 
come  and  taking  advantage  of  the  warmer 
weather  the  tourists  will  proceed  northward 
to  Sicily,  through  the  Italian  peninsula,  and 
on  up  through  Europe  in  a  line  parallel  to 
that  taken  on  the  descent,  making  a  turn 
eastward  to  take  in  Turkey  and  Greece; 
thence  to  Egypt,  through  the  Holy  Land 
and  down  to  the  Red  Sea,  making  their 
way  again  a-wheel  around  the  Indian  pen- 
insula, touching  at  Ceylon.  From  there 
they  will  proceed  to  Malay,  Burmay  and  to 
Siam  and  Singapore.  Sumatra  and  Borneo 
are  the  next  stopping  places  and  from  there 
they  will  steamer  it  to  Manila.  After  a 
study  of  present  conditions  in  the  Philip- 
pine Islands,  Japan  will  be  visited  and  from 
thence  the  homeward .  trip  will  be  begun, 
stopping  at  Hawaii,  and  finally  landing  at 
San   Francisco. 

Creutz  and  Holt  will  go  well  recom- 
mended and  carry  recommendations  from 
the   governors   of  Pennsylvania,   Louisiana, 


Oregon,  Connecticut,  Kansas,  Illinois,  of 
course;  Florida,  besides  numerous  other 
credentials,  one  of  the  most  important  of 
which  and  one  which  they  consider  will 
be  of  most  advantage  to  them  being  from 
Hon.  S.  M.  Cullom,  chairman  of  the  Senate 
Committee  on  Foreign  Relations,  which  in- 
timates that  any  favors  extended  them  by 
consuls  abroad  will  be  appreciated.  Both 
Creutz  and  Holt  are  members  of  the  Na- 
tional Geographic  Society  and  they  carry 
letters  to  every  society  of  importance  in 
the    world. 

Creutz  and  Holt  speak  German,  Swedish, 
French  and  Spanish  fluently,  and  can 
smatter  Italian,  so  that  linguistic  troubles 
should  not  bother  them  while  in  Europe. 
They  have  been  in  New  York  for  the  past 
three  weeks  making  preparations  for  the 
trip  and  while  here  they  promptly  joined 
the  Roy  Wheelmen,  whose  sweaters  they 
will  wear  while  a-wheel,  and  whose  flag 
they  expect  to  plant  in  places  no  cycling 
club's  flag  has  ever  been  planted  before. 
They  carry  letters  from  this  organization, 
introducing  them  to  every  cycling  club  in 
the  world,  and  they  bear  a  letter  of  greet- 
ing from  the  president  of  the  Roys  to  the 
president  of  the  Union  Velocipedque  of 
France.  Both  men  are  mounted  on  Read- 
ing Standard  bicycles,  equipped  with  G  &  J 
tires,  and  have  arranged  for  a  change  of 
mounts  and  tires  at  various  points  of  the 
world,  should  they  become  necessary. 


KNAAK   IS  WELL  NAMED 


His  Knack  was  "Lifting"  Bicycles — Created 
a  Record  in  that  Line — Now  in  Jail. 


Philadelphian  Crossing  the  Continent. 

G.  J.  Algier,  a  Philadelphian,  believes  in 
seeing  America  and  in  touring  in  the  right 
way — on  a  bicycle.  Unannounced,  Algier 
left  the  City  of  B|-otherly  Love  on  June  11. 
for  a  leisurely  trans-continental  tour,  and 
the  first  known  of  his  trip  was  when  some 
members  of  the  St.  Louis  Cycling  Club 
discovered  him  leaning  against  the  Federal 
building  in  that  city  and  promptly  took  him 
in  hand.  They  were  so  good  to  him  that  his 
money  was   rendered  worthless. 

Algier  said  that  he  was  traveling  at  a 
leisurely  pace  and  without  a  fixed  schedule. 
He  takes  no  account  of  time  or  mileage  and 
is  making  the  trip  solely  to  enjoy  himself 
and  see  the  country  as  it  should  be  seen. 
His  journey  has  taken  him  thus  far  across 
Pennsylvania  to  Pittsburg,  thence  to  Wheel- 
ing, W.  Va.;  across  Ohio  by  way  of  Zanes- 
ville,  St.  Clair,  Columbus,  Springfield  and 
Dayton;  thence  through  Indiana  and  Illi- 
nois, via  the  old  National  pike  and  the  cities 
of  Richmond,  Indiafiapolis,  Terre  Haute, 
Vandalia,    Greenville    and    Edwardsville. 


Some  of  the  members  of  the  Standard 
Wheeling  Club,  of  Buffalo,  N.  Y.,  are  im- 
bued with  the  idea  that  all  good  cyclists 
should  remain  in  single  blessedness,  so  to 
further  this  socialistic  thought  they  have 
organized  the  Bachelors'  Club  of  the  Stand- 
ard W.  C.  These  officers  were  elected: 
President,  Joseph  Newrohr;  secretary,  Geo. 
Clark;  treasurer,  John  Dick;  sergeant-at- 
arms,  Richard  Fring;  prophet,  Ernest  Lau- 
der, and  lecturer,  William  Adams. 


In  the  person  of  William  Knaak,  the  po- 
lice of  Springfield,  Mass.,  last  week  brought 
into  the  fold  one  of  the  most  industrious 
and  successful  bicycle  thieves  known  to 
history.  From  the  time  of  his  release  from 
jail  on  June  22,  where  he  had  finished  a 
term  for  theft,  until  his  capture  a  fortnight 
later,  he  had  succeeded  in  "lifting"  and  suc- 
cessfully disposing  of  thirty  bicycles  of 
various  descriptions  and  styles,  not  all  of 
wliich  have  been  recovered  since  his  ap- 
prehension and  confession,  which  was 
frankly  made. 

His  operations  had  been  impartially  dis- 
tributed over  the  range  of  New  England 
country  laying  between  Hartford  and 
Springfield,  including  the  towns  of  Thomp- 
sonville,  Chicopee  Falls  and  Indian  Orch- 
ard. His  method  was  to  steal  a  machine 
in  one  town,  rode  it  to  the  next,  where  he 
sold  it  to  the  first  purchaser  he  could  find, 
afterwards  stealing  another  to  carry  him 
to  the  next  stage  of  his  journey,  where  the 
operations  of  disposal  and  fresh  acquisition 
would  be  repeated.  In  ■  this  way  he  was 
enabled  to  make  a  widely  extended  tour  at 
the  same  time  reaping  a  comfortable  in- 
come from  the  proceeds  of  his  enterprise. 

When  Knaak  was  arrested  in  Indian 
Orchard  by  Policeman  Hout,  of  the  Spring- 
field force,  he  put  up  a  strenuous  objection 
to  the  action,  and  was  subdued  only  after 
a  hard  fight.  Later,  after  he  had  con- 
fessed, he  was  taken  about  under  strong 
guard,  and  after  visiting  various  places 
where  he  admitted  having  stolen  wheels, 
the  machines  began  to  come  to  light, 
twenty-four  of  the  missing  thirty-seven  hav- 
ing been  recovered  up  to  this  time.  Finally, 
he  was  taken  to  Hartford,  where  two  more 
of  the  mounts  which  he  had  taken  were 
identified.  In  addition  to  the  wheels  sup- 
posed to  have  been  taken  by  Knaak,  several 
others  have  been  reported  missing  in  the 
same  vicinity  recently,  and  efforts  are 
now  being  made  to  locate  them. 


The  Dog  Ornamental  and  Useful. 

"A  dog  lover  who  cycles  by  way  of  a 
suburban  road  in  Birmingham,"  says 
Bicycling  News,  "had  a  spiral  platform 
built  over  his  back  wheel  on  which  his  fox- 
terrier  walks  about  or  sits  on  his  haunches 
as  his  master  pedals  forward.  The  superior 
air  with  which  the  dog  regards  'passing 
tykes  who  merely  walk  or  run  after  their 
masters  is  worth  seeing.  An  idea  which 
struck  us  at  the  sight,  and  which,  with 
native  generosity,  we  present  free  to  in- 
ventors, is  that  the  back  wheel  should  be 
built  somewhat  on  the  lines  of  a  revolving 
squirrel  cage,  in  which  canine  pets  of  the 
turnspit  breed  might  powerfully  paw,  and 
thus  form  that  auxiliary  motor  we  hf"T 
so  much  about." 


458 


THE  BICYCLING  WORLD 


e 


PBADIffGSTAMDARQ 


^ 


Analyzing  Critically 


the  results  of 


THE  F.  A.  M.  MEET  AT  ROCHESTER,  N.  Y. 

at  d  bearing  in  mind  that  not  even  one  factory  expert  rode  the 


/WofoR  Bicycle 


snd    that    it    is    made    only    in    the    practical   single    cylinder    model,   it    will    be 
seen    to    which    machine    the    greatest    credit    is    due. 

IN  THE  ROAD  RACE 

th      R-S    finished    second,  beating  in    time    and    place  all  other  single  cylinders. 

IN  THE  PREE-rOR-ALL  HILL  CLIMB 

the    R-S,  ridden    by    a    rider    n  siding    far    from   the    factory,  finished    second. 

IN  THE  TRACK  RACES 

the  R-S  won  the  novice  event,  the  five  miles  invitation,  the  ten  miles,  flying 
start  and  was  second  in  the  one  mile  championship  being  beaten  only  by 
a  two  cylinder  machine — three  firsts  and  one  second  in  seven  events  in 
which  it  started.     And  don't  forget — no  double  cylinders  and  no  factory  experts. 


There's  Rich  Food  for  Reflection  in  this  Analysis.    Masticate  it. 
READING  STANDARD  CYCLE  IV1FG.  CO. 

READING,  PA. 


■i: 


RtADiNG Standard 


THE  BICYCLING  WORLD 


459 


NOW  THE  GLASS  SPARK  PLUG 


It  Makes  its  Appearance  Abroad  and  Seems 
to  be  of  Some  Promise. 


While  the  plausible  advantages  of  using 
glass  as  an  insulating  material  in  the  con- 
struction of  spark  plugs  has  frequently  been 
discussed,  it  has  not  before  been  put  to  a 
practical  test  in  a  device  possessing  market- 
able properties.  Insulators  of  every  pos- 
sible description  have  been  tested  more  or 
less  faithfully,  in  this  connection,  and  the 
almost  universal  porcelain  medium  chosen 
from  among  them  all  because  of  its  prac- 
tical efficiency  in  its  primary  function  as  an 
insulator,  and  second,  because  of  its  cheap- 
ness and  general  serviceability  when  prop- 
erly treated.  Yet  it  is  by  no  means  a  settled 
fact  that  porcelain  is  the  most  satisfactory 
material  for  the  purpose,  and  that  being  the 
case,  any  liberal  experimentation  with  other 
materials,  such  as  is  made  possible  by  the 
marketing  of  the  English  "glass"  plug, 
which  has  just  apepared,  is  a  welcome  one. 

Considered  from  its  most  advantageous 
standpoint,  glass  is  probably  the  best  insu- 
lator available  for  the  purpose,  standing 
ninth  in  the  list  of  insulators,  commonly 
recognized  as  being  headed  by  dry"  air; 
while  mica  Is  tenth,  and  porcelain  eigh- 
teenth; the  ease  with  which  it  can  be 
worked;  makes  it  possible  to  fuse  the  insu- 
lated pole  of  the"  plug  directly  into  it,  avoid- 
■  ng  any  chance  of  leakage  at  that  point; 
it  is  harder  ar.d  more  uniform  in  consist- 
ancy  than  porcelain,  being  entirely  free 
from  flaws  and  planes  of  weakness,  and, 
what  is  more  to  the  point,  it  is  cheaper  to 
construct.  Moreover,  the  point  most  dwelt 
upon  by  the  makers  of  this  new  venture,  is 
that  its  transparency  makes  it  possible  to 
inspect  the  action  of  the  spark  within  the 
cylinder  at  any  time,  noting  by  the  color  of 
the  ignition  flame  the  performance  of  the 
carburetter  and  action  of  the  current,  and 
revealing  other  interesting  points  concern- 
ing the  vital  action  of  the  motor. 

From  the  adverse  viewpoint,  however,  the 
utility  of  glass  insulation  is  shadowed  over 
by  a  wave  of  uncertainty.  For,  since  the 
coefficient  of  linear  expansion  of  glass  un- 
der the  action  of  heat  is  slightlty  more  than 
double  that  of  porcelain,  it  is  apparent  that 
due  allowance  for  the  rapidly  alternating 
temperatures  of  the  engine  would  have  to 
be  compensated  in  a  mechanical  way,  by 
no  means  easy  of  accomplishment  without 
risk  of  lost  compression.  This  disadvantage 
is  further  increased  by  the  consideration 
that  the  great  brittleness  of  glass  would 
make  provision  for  its  expansion  absolutely 
compulsory,  and  this  notwithstanding  '  its 
greater  hardness  and  strength.  Also,  the 
brittleness  would  prove  a  disadvantage 
when  it  came  to  hard  usage,  continual  vib- 
ration, possible  external  shock,  and  direct 
abuse. 

Despite  the  apparent  overweight  of  the 
disadvantages,  however,  there  is  something 


decidedly  attractive  in  the  idea  of  a  glass 
insulated  spark  plug.  Whether  it  furnishes 
a  "window"  for  inspecting  the'  insides 
of  the  engine  under  action  or  not, 
makes  little  difference  after  all.  What  is 
desired  is  an  all  around  insulating  material 
which  will  stand  up  under  all  sorts  of  con- 
ditions. If  glass  can  be  made  to  attain  this 
end,  let  it  be  glass,  if  not,  the  superior 
merits  of  a  device  which  furnishes  a  peek- 
hole  into  the  cylinder  probably  will  have  to 
be   foregone. 


STANDARD  OIL'S  LITTLE  JOKE 


Announcement     Regarding     Gasolene    that 
Sounds  Worse  than  it  is  in  Reality. 


Cycling  Philosophy. 

Beauty  is  often  enamel  deep. 
Modern    good    Samaritans    always    carry 
outfits. 


A  BABY 

CARRIAGE  TIRE  BUSINESS 

PAYSTHEREHT 

FOR  SOME  WIDE- 
AWAKE REPAIRMEN 


BOOKLET  AND  PRICES  ON  REQUEST 


Morgan  X  Wright 

CHICAGO 


NKW    YOKE    BRA]I«CH    211-210    WKsl     «7TH     ST. 


On  some  roads  a  tour  is  apt  to  become  a 
tortour. 

The  best  time  for  a  tour  is  during  spring 
cleaning. 

By  avoiding  hire  purchase  you  can  pay 
a  lower  price. 

Love  is  the  wine  of  life:  most  speedmen 
are  teetotallers. 

With  tourists  an  out-for-the-day  usually 
means  an  inn  for  the  night. 

It  is  better  to  have  a  gold  lining  to  the 
pocket  than  to  the  bicycle. 

What's  all  the  world  to  a  man  when  his 
wife  won't  push  the  tandem? 

The  highest  test  of  a  lover's  devotion  is 
to  ask  him  to  renjove  a  dress-guard. 

Moral  courage  is  that  which  enables  a 
tourist  to  send  picture  postcards. 

Mending  a  puncture  is  like  a  game  of 
whist,   everything  depends  on   the  rubber. 

'Tis  fine  to  have  a  giant's  strength,  but 
terrible  to  be  too  stiff  in  the  joints  to 
use  it. 

Playing  knight-errant  to  lady  cyclists  in 
distress  is  asking  for  a  snub-  and  frequently 
getting  it. — Cycling. 


By  an  official  ukase  issuing  from  the 
Rockefeller  stronghold  at  Cleveland,  C,  the 
gasolene  motor  has  been  banished.  In  other 
words,  the  Standard  Oil  Company  has 
sent  forth  the  announcement  that  it  will  no 
longer  supply  what  is  commonly  known  as 

74  to  76  degree  test  gasolene  and  to  the 
average  motorist  this  is  equivalent  to  tell- 
ing him  to  put  his  machine  away  in  cam- 
phor, for  the  majority  are  of  the  opinion 
that  a  motor  vehicle  will  not  run  on  any 
other  grade  of  fuel.  It  is  reported  that  the 
action  has  been  taken  as  the  result  of  the 
enormous  demand  for  gasolene  of  this  test 
and  the  inability  of  the  company  to  main- 
tain a  supply.  It  is  universally  supposed 
that  this  grade  of  gasolene  is  indispensable 
to  the  running  of  an  automobile,  and  the 
announcement  in  question  would  appear  to 
(leal  the  industry  a  serious  blow.  But 
quite  the  contrary  is  the  case,  for  it  is 
slated  on  good  authority  that  by  far  the 
larger  portion  of  the  gasolene  now  in  use 
and  that  has  been  supplied  for  some  time 
past  is  of  66  to  68  degree  test.  As  most  of 
Mie  garagemen  are  aware  of  this  they  have 
not  taken  the.  announcement  very  seriously. 
According  to  one  garage  keeper  "it  looks  as 
if  the  Standard  thought  it  was  about  time 
to  take  the  motorists  into  his  confidence 
and  let' them  know  just  what  kind  of  fuel 
fhev  had  been  using  all  along." 


May  Organize  to   Protect  Tires. 

Out  in  Michigan  City,  Ind.,  the  practice 
of  making  a  scrap  heap  of  the  streets  has 
reached  such  a  point  that  the  cyclists  and 
motorists  are  about  to  organize  a  mutual 
protective  league  in  the  hope  of  forcing 
the  enactment  of  a  prohibitive  ordinance, 
and  securing  its  enforcement.  One  bicycle 
rider  reports  that  during  the  last  three 
months  his  tire  bills  have  averaged  $5  per 
month.  He  uses  his  machine  for  riding  to 
and  from  his  work,  and  the  frequency  with 
which  he  has  been  forced  to  renew  his  tire 
equipment  has  set  him  to  thinking.  If  he 
were  to  ride  half  a  block  on  the  sidewalk, 
or  run  down  town  in  the  evening  without 
showing  a  light,  he  reflects,  he  would  very 
promptly  be  prosecuted.  Yet  other  citizens 
are  apparently  privileged  to  throw  refuse 
into  the  streets  with  immunity,  thereby 
bringing  to  him  and  the  other  users  of 
rubber-tired  vehicles  a  deal  of  extra  and 
needless  expense.  His  inborn  spirit  of  fair 
play  has  risen  in  rebellion,  and  Jience  the 
projected  league. 


A  frequent  cause  of  irregular  running  on 
hills  lies  in  the  fact  th^t  the  fuel  tank  is 
filled  to  different  levels  at  different  times, 
which  causes  varying  pressures  at  the  mix- 
ing jet.  That,  in  turn,  secures  mixtures  of 
different  qualities,  and  alters  the  power  of 
the  motor. 


460 


THE  BICYCLING  WORLD 


Ogden  Runs  Long  Postponed  Racetneet. 

Ogden,  Utah,  July  2. — After  several  post- 
ponements on  account  of  rain  the  manage- 
ment of  the  Glenwood  saucer  track  finally 
was  enabled  to  hold  a  race  meet  here  last 
evening.  Considering  the  chilly  atmosphere 
a  good  crovi'd  was  in  attendance,  about  1,500 
people  occupying  the  benches. 

The  principal  event  was  a  two-mile  lap 
open  for  professionals  which  Iver  Lawson, 
here  the  acknowledged  peer  of  all  the 
sprinters,  won  in  clever  fashion,  covering 
the  distance  in  the  fast  time  of  3:54j/5. 
Saxon  Williams  finished  second,  with  Pal- 
mer, the  Australian, -third,  and  Ben  Munroe, 
of  Memphis,  Tenn.,  fourth.  Worthington 
L.  Mitten,  from  the  cornfields  of  some- 
where in  Iowa,  got  most  of  the  laps,  cor- 
ralling four. 

Saxon  Williams  won  the  mile  handicap 
from  80  yards, ,  beating  out  Monroe,  who 
was  placed  on  120  yards.  What  gave  the 
crowd  more  thrills  than  any  other  event 
was  the  five-mile  motor  race  which  was  won 
by  T.  M.  Samuelson  in  the  fast  time  of 
S:52ys,  which  breaks  the  local  record.  The 
summaries  follow: 

One-mile  handicap,  professional — First 
heat  won  by  S.  H.  Wilcox  (110  yards); 
second,  Ben  Munroe  (120  yards);  third,  Joe 
Fogler    (15   yards).     Time,   1:52^.     Second 


heat  won  by  Jack  Burris  (80  yards);  sec- 
ond, E.  A.  Pye  (55  yards);  third,  E.  Smith 
(95  yards).  Time,  2:09^.  Final  heat  won 
by  Saxon  Williams,  Salt  Lake  City;  sec- 
ond, Ben  Munroe,  Memphis,  Tenn.;  third, 
A.  J.  Clark,  Australia.     Time,   1:46^. 

Half-mile  handicap,  amateur — First  heat 
won  by  Rudolph  Mayerhofer  (30  yards); 
second,  A.  L.  Bird  (90  yards);  third,  John 
Berryessa  (30  yards).  Time,  0:55^^.  Sec- 
ond, R.  Dieflfenbacher  (65  yards);  third, 
J.  Wright  (95  yards).  Time,  0:54>i.  Final 
heat  won  by  Wright;  second,  Dieflfen- 
ond  heat  won  by  A.  Crebs  (55  yards);  sec- 
bacher;  third,   Crebs.     Time,  0:57^. 

Unlimited  pursuit,  amateur — Won  by 
Wright  and  Bernstron,  Salt  Lake  City;  sec- 
ond. Ling  and  Thomas,  Ogden.  Distance, 
2  miles  yi  lap.    Time,  4:40. 

Two-mile  open,  professional — Won  by 
Iver  Lawson;  second,  Saxon  Williams; 
third,  Pedlar  Palmer;  fourth,  Ben  Munroe. 
Time,  3:S4J^.  Lap  prize  winners — Mitten 
(4),   Foglej-   (2),   Agraz   (1),   Burris    (6). 

Five  miles  for  motorcycles — Won  by  T. 
M.  Samuelson;  second,  T.  Heagren;  third, 
E.  Agraz.     Time,  5:52j^,   State  record. 


"Motorcycles  and  How  to  Manage  Them." 
Price  50c.  The  Bicycling  World  Co.,  154 
Nassau   Street,   New  York. 


Rockefelled  Threatened  with  Arrest. 

A  fly  in  the  honey  of  his  vacation  in 
sunny  France,  came  near  sticking  in  the 
throat  of  America's  great  and  only  Oil 
King  the  other  day,  and  causing  him  no 
little  annoyance.  Happily,  however,  he 
perceived  it  in  time  to   save  himself. 

One  day  in  the  latter  part  of  last  month. 
Rockefeller  was  standing  on  the  steps  of 
his  hotel  in  Compeigne,  talking  with  the 
mayor  of  the  town,  when  the  chief  of  po- 
lice passed,  and  cast  an  eye  of  disapproval 
upon  the  rider  and  his  machine.  After  the 
distinguished  visitor  had  ridden  away,  the 
prefect  returned  and  informed  the  mayor 
that  the  American  was  liable  to  prosecu- 
tion, and  that  he  was  about  to  institute  a 
summons  against  him  for  riding  a  machine 
carrying  no  name  and  number.  They  are 
very  strict  about  such  matters  in  France, 
and  the  officer  refused  to  consider  the  rank 
and  prestige  of  the  visitor.  "He  shall  be 
fined  IS  francs  for  every  time  he  appears 
outside  the  chateau,"  he  said. 

The  mayor,  after  laboring  in  vain  with 
the  obdurate  official  for  some  time,  at 
length  secured  his  promise  to  delay  the 
enforcement  of  the  law  for  a  few  hours, 
and  thereupon  took  opportunity  to  warn 
Mr.  Rockefeller  not  to  leave  his  chateau 
until  he  had  complied  with  the  regulations. 


KELLY  BARS 

USED  WHEREVER  QUALITY  AND  COMFORT  ARE  APPRECIATED. 

AFRORD     2B    'CHAIMGES     OR     ROSITION. 

KELLY    HANDLE   BAR   CO.,  -  -  Cleveland,    Ohio. 


Schrader  Universal  Valve. 


NOTICE. 

Manufacturers  of  Bicycles,  Jobbers  and 
Dealers : 

In  order  to  facilitate  the 
obtaioiog  of 

PARTS  of  the 
Schrader  Universal  Valve, 

We  have  concluded  to  sell 
parts  only  to  the  general 
trade. 

Parts  99-i»99-'f  99-3i99-4  ™^y  be  had  from  all  makers  or 
from  A.  Schradsr's  Son,  Inc.  Price  Li«l  lent  tn  ippli- 
cation. 


(Trade  Mitk,  legiatered  April  30   i395>) 

SIMPLE  AND 
ABSOLUTELY  AIR-TIGHT 


Manufactured  by 

A.  SCHRADER'S  SON,  Inc. 

ESTABLISHBD  1844, 

•M    28-32  Rose  St., 

New  York,  U.  S.  A 


THE  BICYCLING  WORLD 


461 


Oil    and   Water   for    Dust    Laying. 

"Emulsifix"  is  the  title  of  the  latest  com- 
pound evolved  as  a  means  of  aiding  in  the 
solution  of  that  pressing  problem,  dust 
laying.  It  is  of  English  origin  and  despite 
its  high  sounding  appellation,  consists  of 
nothing  more  or  less  than  a  mixture  of  oil 
and  water.  It  is,  in  fact,  a  complete  refu- 
tation of  the  trite  saying  that  oil  and  water 
will  not  mix. 

The  oil  and  water  are  carried  in  what  ap- 
pears to  be  a  watering  cart  of  the  usual 
type  but  which  is  provided  with  separate 
receptacles,  communicating  with  a  third 
tank  into  which  the  ingredients  may  be  in- 
troduced in  any  proportion  desired.  The 
compound  as  employed  consists  of  two  to 
five  parts  of  oil  to  95  to  98  parts  of  water 
and  the  mixture  is  subjected  to  the  action 
of  a  rapidly  rotating  paddle  wheel  turning 
on  a  shaft  in  the  center  of  the  tank  and 
actuated  by  a  chain  from  the  road  wheel 
of  the  cart  itself.  The  oil  is  thus  broken  up 
and  mixed  uniformly  in  a  fine  state  of  sub- 
division with  the  water,  and  this  emulsion 
of  oil  and  water  is  distributed  over  the  road 
in  a  fine  spray  in  the  usual  manner. 

Trials  made  on  several  stretches  of  road 
subjected  to  a  great  deal  of  automobile 
traffic  are  said  to  have  been  highly  success- 
ful, the  cost  per  mile  per  season  having 
been  reduced  from  $250  on  the  average  to 
$50,  making  it  cheaper  than  water  sprink- 
ling alone.  The  emulsion  is  claimed  to  keep 
the  road  free  from  dust  for  several  weeks 
at  a  stretch,  thus  making  only  six  or  seven 
applications  necessary  during  the  course  of 
the  season,  beside  wliich  it  is  said  to  have 
a  beneficial  effect  on  the  macadam  in  that 
it  tends  to  bind  the  surface  together. 


Clothing    Excited    Cop's    Suspicion. 

A  rather  shabbily-dressed  laborer  recently 
bought  a  new  and  very  ^  smart  looking 
bicycle,  relates  an  exchange,  at  the  same 
time  expressing  the  opinion  that  as  soon 
as  the  police  saw  him  riding  it  they  would 
arrest  him.  Sure  enough  he  was  spotted 
by  a  detectiv'e  near  Birmingham,  who,  not 
satisfied  with  the  replies  given  to  his  inter- 
rogation, and  finding  only  twopence  in  the 
man's  pockets,  placed  him  under  arrest. 
It  was  not  until  the  maker  of  the  machine 
liad  been  interviewed  as  to  its  ownership 
that  the  fellow  was  released. 


"Knock-knees"  and  Cycle  Racing. 

"A  writer  in  the  'Frankfurter  Neueste 
Nachrichter'  has  been  wondering  over  the 
successes  of  different  cycling  cracks,"  says 
Cycling,  "and  attempts  to  account  for 
them  by  what  may  be  described  as  the 
knock-kneed  theory.  Our  German  friend 
examines,  in  his  mirid's  eye,  the  physique 
of  a  number  of  cracks,  and  boldly  declares 
that  they  owed  much  of  their  success  to 
knock-knees!  Thus  does  the  cycle  com- 
.Densate  its  votaries  for  the  unkindness  of 
Wature,  converting  a  reproach  into  a  source 
of  glory  and  satisfaction. 


"Knock-knees,  which  are  handicaps  in 
most  walks  of  life,  become  trumps  on  the 
path.  Bourrillon,  Morin,  Walters  and  Chase 
all  had — indeed,  have,  since  they  still  live — 
does  not  disturb  our  Frankfurter  in  the 
and  this  particular  knock  they  had  to  thank 
for  their  ability  to  administer  the  'knock'  to 
their  rivals.  The  fact  that  men  with  straight 
legs  have  risen  to  eminence  on  the  path 
does  not  disturb  our  Frankfurter  in  the 
least.  Look,  for  instance,  at  Robl,  who  has 
just  managed  to  bring  the  world's  paced 
hour  record  up  to  nearly  92  kilometres.  Are 
not  his  legs  straight?  Even  so.  But,  ob- 
serves the  theorist,  no  sooner  does  Thaddy 
get  astride  a  saddle  than,  lo!  his  knees 
turn  in." 


Worcester  to  Have  Biggest  Road  Race. 

One  of  the  biggest  road  races  of  the  year 
and  one  that  will  doubtless  attract  riders 
from  all  parts  of  the  country,  is  that  which 
is  being  projected  by  the  bicycle  dealers  of 
Worcester,  Mass.  The  race  will  be  a  25- 
mile  handicap,  and  will  be  run  on  Saturday, 
July  28.  The  truth  of  the  assertion  that  the 
race  at  Worcester  will  be  one  of  the  big- 
gest of  the  year  is  borne  out  by  the  value 
of  the  prizes  that  have  been  hung  up;  their 
total  value  reaches  $600. 

To  date  three  time  and  thirty  place  prizes 
have  been  listed  and  more  are  being  added 
each  day,  so  that  it  is  reasonably  certain 
that  every  man  who  finishes  will  come  in 
for  a  prize.  Another  feature  that  doubtless 
will  attract  visitors  is  that  J.  W.  Grady,  the 
Hudson  agent,  has  agreed  to  present  the 
first  rider  finishing  from  each  State  with  a 
Blauvelt  racing  sweater,  valued  at  five 
dollars. 

As  the  prize  arrangement  stands  two 
fifty-dollar  Hudson  bicycles  head  the  fet 
of  place  prizes,  and  Yale  and  Columbia 
bicycles  and  a  gold  watch  are  the  chief 
prizes  for  riders  making  the  best  times.  In 
addition  to  these,  there  are  eight  pairs  of 
tires  to  be  given  away  to  finishers,  besides 
the  assorted  lot  of  almost  everything  that 
appeals  to  the  racing  cyclist.  The  entrance 
fee  is  only  one  dollar.  J.  W.  Grady,  16 
Austin  street,  Worcester,  Mass.,  is  receiv- 
ing the  entries. 


STARR 
BELLS 

Our  1906  line  of 
Bicycle  Bells  is  now 
ready.  We  have 
added  several  new 
styles,  and  it  will 
pay  you  to  write  us 
before  placing  your 
contract. 

The  Starr  Bros. 
Bell  Company 

Eashamp  on,  Conn 


THE 

"Good  Old  Standbys" 

BEVIN 
Bells 


BEVIN 
Toe  Clips 


BEVIN 
Trouser  Guards 


Prices  as  interesting  as  ever. 


Bevin  Bros.  Mfg.  Co. 

EASrHAMPTON,  CONN. 


THE  BICYCLING  WORLD 


Bustleton  in  Pennsylvania 

is  not  a  very  large  place,  but  its  inhabitants 
appreciate  the  value  of  bicycles  and  know 
how  to  add  to  their  pleasure  and  their  safety, 
that  is,  by  equipping  the  bicycles  with  coaster 
brakes.  That  they  are  discriminating  in  their 
choice  and  that  use  has  proven  the  wisdom 
of  their  choice,  let  the  following  bear  witness: 


We  the  undersigned  all  ride  the  Morrow  Coaster  Brakes 
and  find  them  very  satisfactory.  We  wish  to  state  that  most 
of  these  brakes  have  been  run  from  three  to  five  years  and 
have  given  entire  satisfaction  both  as  to  running  and  wearing 
qualities. 


horace  w.  lodge 
john  f.  bradley 
j.  r.  harvey 
wm;  ^m.  fulmer,  jr. 
charles  e.  price  • 
ab'ram  L  BOORSE 
J.  EVAN  DUNGAN 
THOMAS  SEES 
PAUL  TUSTiN 
JOHN  T.  MICHENER 
HARRY  L.  BUCKMAN 
HAWARD  G.  TOMLINSON 
JOSEPH  S.  LETTERER. 
HOWARD  SEES 
FRED.  K.  MURRAY 
ARCHIE  DANIR 
M.   D.    STOUDT 


WM.  L.  McMillan,  jr. 

R.  B.  TWINING 
J.  O.  McMULLIN,  JR. 
DERWOOD  SHARP 
HARLAND  S.  PARRY 
WM.   FROAPS 
J.  S.  PEARSON 
S.   HERBERT  STARKEY 
HARRY  COAR 
HERMAN  KUHN 
CHAS.  W.  JUSTICE 
JACOB  T.  ROBINSON 
CHRIST  BERLER 
CHESTER  W.  ADAMS 
HARRY  S.  TOWNSEND 
GEORGE  A.  MURRAY 
ROBERT  MURRAY 


The  Bicycling  World 


AND  MOTORCYCLE  REVIEW. 


Volume  LI  J  I. 


New  York,  U.  S.  A.,  Saturday,  July  21,  1906. 


No.   17 


AIRING  DUNLOP  AFFAIRS 


Dissatisfied   Stockholders   Air   their   Griev- 
ances and  Allege  "Thimble-rigging." 


I 


Despite  the  fact  that  the  much  reorgan- 
ized British  Dunlop  Tire  Company  seems  in 
a  fair  way  to  enjoy  an  extended  period  of 
peace  and  plenty,  if  the  projected  scheme 
of  reconstruction  finally  reaches  consumma- 
tion, the  peace  part  of  the  program  appar- 
ently does  not  seem  to  have  arrived. 

When  "water"  is  drained  off  in  such  copi- 
ous quantities  as  characterize  the  proposed 
reduction  of  capital  from  $20,000,000  to 
$11,000,000,  someone  goes  dry."  Usually 
it  is  the  common  or  "ordinary"  share- 
holder, as  the  Britisher  terms  him, 
who  is  given  the  privilege  of  framing  his 
certificates  as  souvenirs.  In  the  present  in- 
stance, however,  the  deferred  shareholders 
represent  the  dissenting  voices  which  com- 
bined in  a  meeting  in  Dublin  recently  to 
air  their  grievances  and  demand  reforms. 

As  at  present  proposed  the  scheme  of  re- 
construction limits  the  interest  of  the  de- 
ferred shareholders  to  $2,500,000,  and  it  is 
the  opinion  of  a  committee  appointed  by 
the  dissenting  body  that  this  amount  should 
be  doubled,  for  "  no  matter  how  prosperous 
the  company  may  become  in  future  such 
shareholders  can  only  receive  a  certain  com- 
mercial dividend,  but  if  the  deferred  interest 
were  doubled  the  income  and  capital  of  the 
holders  would  then  be  twice  that  what  it 
would  under  the  present  scheme."  The 
ostensible  object  of  the  meeting  of  the 
special  committee  referred  to  was  to  obtain 
detailed  information  as  to  the  present  finan- 
cial standing  of  the  company  and  the  nature 
of  its  investments  before  the  scheme  of  re- 
construction came  up  in  court.  ^ 

The  directors  of  the  company  fcjrestalled 
any  formal  demand  for  this  information  by 
making  it  public  through  the  press  on  the 
morning  of  the  same  day  on  which  the 
meeting  was  called.  In  these  statements 
the  total  investments  are  put  at  about 
$2,250,000  in  round  numbers,  of  which  some 
$315,000  is  lumped  under  the  head  of 
"minor  investments"  without  further  detail. 
The  balance  is  invested  in  seven  companies, 
four  of  which  the  Dunlop  Co.  controls  ab- 
solutely, while  in  three  others,  the  Collier 


Tire  Co.,  the  Midland  Rubber  Co.,  and  the 
German  Dunlop  Co.,  a  controlling  interest 
is  held. 

Among  the  other  grievances  aired  by  the 
committee,  the  directors'  estimate  of  profits 
for  the  past  year  of  $525,000  was  ques- 
tioned; complaint  was  made  that  the  Dun- 
lop report  and  balance  sheet  is  in  a  different 
form  each  year  which  makes  it  impossible 
to  follow,  and  criticism  of  the  policy  of 
making  extensive  reservations  was  made. 
But  at  the  same  time  it  was  admitted  that 
if  profits  and  reserves  had  not  been  applied 
as  capital  for  the  formation  of  new  business 
the  company  would  have  failed  long  since. 
A  side  light  was  thrown  on  the  agitation 
by  the  demand  of  one  member  that  the  com- 
pany be  put  through  compulsory  liquidation, 
which  would  place  the  ordinary  and  defer- 
red shareholders  on  the  same  basis.  One 
fact  is  patent  and  that  is,  if  the  deferred 
holders  succeed  in  blocking  the  present  re- 
construction scheme  by  one  including  in  its 
provisions  an  increase  to  1,000,000  deferred 
shares,  the  ordinary  stockholders  will  vote 
it  down  and  a  deadlock  will  ensue,  with  the 
result  that  the  deferred  holders  will  get  no 
dividends  at  all. 


NOW   FOR  ATLANTIC  CITY 


More  Room  for  Veeder. 

The  Veeder  Mfg.  Co.  has  let  contracts 
for  a  three-story  addition,  40x54  feet,  to  its 
plant  at  Hartford,  Conn.  The  new  struc- 
ture, which  will  be  ready  for  occupancy 
about  October  1st,  will  be  of  the  most 
modern  fireproof  construction — concrete, 
reinforced  with  rectangular  twisted  bars  of 
steel.  The  basement  and  first  floor  will  be 
occupied  by  the  Post  &  Lester  Co.,  in  which 
the  Veeder  principals  are  heavily  interested, 
and  the  two  upper  floors  by  the  Veeder 
Mfg.  Co.  itself. 


Coaster  Brake  Combine  in  Control. 

Combination  Hubs,  Ltd.,  the  "pool"  which 
controls  the  coaster  brake  patents  in  Great 
Britain,  now  practically  has  the  field  to 
itself.  Seabrook  Bros.,  who  handled  an 
American  coaster  brake,  and  against  whom 
a  decision  for  infringement  was  recently 
rendered,  have  withdrawn  their  appeal,  hav- 
ing reached  an  agreement  out  of  court  with 
the  "pool."  No  suggestion  of  the  term^ 
of  the  agreement  has  been  disclosed. 


All  is  in  Readiness  for  Convention  and  Big 

Attendance    in    Prospect — Instructive 

Papers  to  be  Read. 


For  the  first  time  during  its  existence  of 
nearly  30  years,  the  cycle  industry  is  next 
week  to  have  an  organized  holiday,  punc- 
tuated with  some  really  fruitful  but  not 
burdensome  business  and  instruction.  By 
"cycle  industry"  is  meant,  of  course,  the 
manufacturers  of  bicycles  and  accessories 
and  the  more  important  jobbers,  and  the 
holiday  will  be  constituted  of  the  meetings 
at  Atlantic  City,  promoted  by  the  Cycle 
Manufacturers'  Association  and  the  Cycle 
Parts   and   Accessory   Association. 

Despite  its  age  and  strange  though  it 
may  appear,  the  industry  never  had  such  a 
gathering.  It  had  its  trade  organizations 
with  salaried  employees,  but  when  they 
met,  it  always  was  in  a  stuffy  office  where 
the  members  "fenced"  one  with  the  other 
and  exchanged  as  few  helpful  ideas  as  pos- 
sible. 

At  Atlantic  City  next  week,  they  are  not 
only  going  to  come  out  in  the  open  and  ex- 
change ideas,  but  they  will  have  their  chief 
workers  with  them  to  absorb  the  ideas  and 
also  are  they  bent  not -only  on  obtaining  en- 
joyment not  merely  for  themselves,  but  for 
their  families.  Indications  point  to  the 
presence  of  not  a  few  ladies.  As  a  matter 
of  fact,  and  although  the  meetings  do  not 
begin  until  Wednesday,  2Sth,  several  men 
and  their  wives  already  have  departed  for 
the  seaside  resort  in  order  to  make  a  full 
week  of  it. 

All  of  Wednesday  and  half  of  Thursday 
will  be  devoted  to  business  meetings  of  the 
two  associations.  Thursday  afternoon  and 
Friday,  the  27th,  will  be  devoted  to  the 
open  convention,  in  which  makers  and  job- 
bers will  join- — and  no  dealer  will  be  turned 
away  if  he  puts  in  an  appearance.  The 
convention  will  be  held  in  the  palm  room  of 
the  Hotel  Islesworth,  which  will  be  official 
headquarters  during  the  week.  It  is  at  this 
joint  and  open  session  that  the  interchange 
of  ideas  will  occur.  It  will  take  the  form 
c4  a  series  of  papers  on  timely  and  interest- 


474 


THE  BICYCUNG  WORLD 


ing  topics  and  the  discussion  thereof  such 
as  the  cycle  trade  has  never  known,  and 
which  simply  cannot  fail  to  prove  of  in- 
struction and  profit  to  all  who  are  seeking 
that  sort  of  thing. 


GEORGE  N.  PIERCE. 
President  Cycle  Manufacturers'  Association. 

As  arranged  by  the  program  committee, 
C  A.  Persons,  B.  S.  Keefer  and  W.  J.  Surre, 
the  speakers  and  their  subjects  will  be  as 
follows : 

W.  H.  Crosby,  the  Crosby  Co.,  Buffalo, 
N.  Y.,  "The  Value  of  Trade  Organization — 
Accomplishing  something  without  attempt- 
ing everything." 


CHARI,ES  A.   PERSONS, 
Vice-President  Cycle  Parts  and  Accessory  Association . 

Harry  Walburg,  Miami  Cycle  &  Mfg.  Co., 
Middletown,  O. — "If  I  were  a  Bicycle 
Dealer — Showing  how  a  dealer  may 
through  changing  his  methods  and  policies, 
advance  his  interests  and  improve  his  wel- 
fare." 

Frank  C.  Storck,  Red  Bank,  N.  J.— "If  I 
were     a     Bicycle     Manufacturer— Showing 


how  the  manufacturers  may,  through  cer- 
tain changes  in  their  methods  and  policies, 
advance  their  own  interests  and  the  welfare 
of  all  their  agents." 

W.  F.  Remppis,  Reading  Standard  Cycle 
Co.,  Reading,  Pa. — -"The  Motorcycle  as  a 
Trade  Stimulus — Its  value  to  the  manufac- 
turer, the  jobber,  the  retailer  and  the  pas- 
time in  general." 


J.  F.  cox, 
Secretary  Cycle  Manufacturers'  Association. 

R.  G.  Betts,  The  Bicycling  World,  New 
York — "Publicity  Without  Price — What  it 
means,  how  to  get  it  and  its  results." 

C.  F.  U.  Kelly,  Continental  Rubber 
Works,  Erie,  Pa. — "The  Improvement  in  the 
Cycle  Trade — What  the  makers  and  dealers 
should  do  to  make  it  permanent." 

C.  L.  Kelsey,  The  Kelsey  Co.,  Buffalo, 
N.  Y. — "The  General  Publicity  Movement — 


H.  S.  WHITE, 
Secretary  Cycle  Parts  and  Acces.sory  Association. 

Should  the  jobbers  join  the  manufacturers 
in  making  it  a  success." 

R.  D.  Webster,  Eclipse  Machine  Co.,  New 
York — "The  Common  Interests  of  the  Job- 
bers— Showing    that    while    each    merchant 


must  conduct  his  own  business  according 
to  his  own  judgment,  the  mutual  recogni- 
tion of  certain  fundamental  facts  would  be 
to  the  advantage  of  all." 

One   other  .paper,   by   a   well-known   tire 


W.    H.    CROSBY, 
President  Cycle  Parts  and  Accessory  Association. 

man,  probably  will  be  delivered  also. 

For  the  benefit  of  those  who  propose  at- 
tending the  Atlantic  City  gathering  and  who 
may  lifave  overlooked  previous  cautions, 
it  is  repeated  that  in  order  to  obtain  the 
benefit  of  the  reduced  fart  of  a  rate  and  one- 
third,  certificates  must  be  obtained  when 
railway  tickets  are  purchased  and  must  be 
issued  on  account   of  the   Cycle   Parts  and 


W.    J.    StIKRE, 
Treasurer  Cycle  Parts  and  Accessory  Association. 

Accessory  Association  and  no  other  organ- 
ization; in  arrival  at  Atlantic  City  the  cer- 
tificates must  be  deposited  with  W.  J.  Surre, 
treasurer  of  the  Cycle  Parts  and  Accessory 
Association,  who  will  attend- to  the  counter- 
signing. Mr.  Surre  will  establish  himself 
for  the  purpose  in  the  Bicycling  World's 
office  in  Hotel  Islesworth. 


THE  BICYCLING  WORLD 


475 


TWO  VALVES  IN  ONE 


Ingenious  Invention  of  a  Canadian — Advan- 
tages   of  Mechanically  Operated  Valves. 


Although  the  superiority  of  the  mechani- 
cally operated  type  of  inlet  valve  over  the 
suction  or  automatic  type  has  long  been 
recognized  by  builders  of  motorcycle  en- 
gines, it  has  not  been  adopted  for  obvious 
reasons.  Its  greater  efficiency  is  naturally 
due  to  its  positiveness  of  action,  but  it  is 
not  alone  in  the  elimination  of  the  tendency 
of  the  automatic  valve  to  stick  at  times  that 
this  lies. 

The  automatic  type  of  valve  is  governed 
entirely  by  the  running  of  the  engine  plus 
the  working  of  its  retaining  spring.  Leav- 
ing out  of  the  question  all  considerations  of 
proper  adjustment  of  the  latter  which  may 
cause  erratic  working  or  a  total  failure  of 
the  valve  to  operate,  its  working  is  not  a 
certain  quantity  as  it  must  necessarily  vary 
with  the  speed.  Probably  its  greatest  de- 
fect is  to  be  found  in  the  fact  that  at  high 
speeds  it  does  not  stay  open  long  enough 
to  permit  of  a  full  charge  being  drawn  in, 
;so  that  the  amount  of  power  developed  suf- 
fers in  consequence,  while  at  slow  speeds 
its  closing  is  sometimes  sluggish.  These 
troubles  are  naturally  reduced  to  a  mini- 
mum by  the  proper  adjustriient  of  the  valve 
but  they  have_proved  of  a,  sufficieptly  seri- 
ous order  to  cause  practically  the  total 
abandonment  of  this  type  of  valve  on  auto- 
mobile motors. 

The  added  complication  entailed  in  or- 
der to  make  both  valves  of  the  mechanically 
operated  type  appears  to  be  the  controlling 
reason  why  the  same  thing  cannot  be  said 
of  the  motorcycle.  More  than  one  attempt 
has  been  made  to  solve  the  problem,  a  very 
ingenious  invention  of  this  kind  hailing 
from  the  other  side  in  which  one  valve  was 
surrounded  by  the  other,  having  been  de- 
scribed in  the  Bicycling  World  some  time 
ago.  Now  a  Canadian  inventor  comes  for- 
ward with  what  appears  to  be,  if  nothing 
-else,  a  far  simpler  way  of  attacking  the 
problem.  His  idea  is  to  combine  the  intake 
and  exhaust  valves — in  short,  to  make  one 
valve  perform  both  offices,  the  only  duplica- 
tion being  in  the  passages  leading  to  and 
from  it  for  the  inlet  and  exhaust  gases.  He 
is  Anson  G.  Ronan,  of  Toronto,  Out.,  and 
his  invention,  which  was  filed  almost  two 
years  ago,  has  just  been  covered  by  Letters 
Patent  825,867. 

The  details  of  the  invention  will  be  clear 
from  the  accompanying  sectional  illustra- 
tion when  viewed  in  connection  with  the 
patentee's  claim  which  is  as  follows:  "A 
combined  intake  and  exhaust  valve  com- 
prising a  casing  provided  with  freely  open 
branch  passages  which  connect  together 
and  terminate  in  a  common  opening  the 
lower  edge  of  which  is  provided  with  a 
valve  seat;  the  valve;  a  downwardly  ex- 
tending  bearing   for   the   valve    stem,    the 


valve  stem  held  therein;  a  spring  on  said 
valve  stem  and  on  the  outside  of  said  cas- 
ing, and  two  lugs  forming  part  of  said 
casing  whereby  same  is  held  in  place." 

It  will  be  noticed  that  this  combined  valve 
is  located  directly  in  the  center  of  the  head 
of  the  cylinder — a  position  that  experience 
with  the  air-cooled  motor  on  the  automobile 
has  demonstrated  to  be  most  favorable.     In 


OHIOAN  HAS  A  MARVEL 


It  is   Still  in  his   Head,  but  it's  a  World- 
Beater,  and  no  Mistake. 


the  four-cycle  type  of  engine  universally 
used  on  the  motorcycle  there  is  almost  an 
entire  stroke  of  the  piston  intervening  be- 
tween the  time  of  closing  of  the  inlet  valve 
and  the  opening  of  the  exhaust,  so  that  no 
difficulty  should  be  encountered  on  that 
score.  But  some  provision  must  be  made 
to  prevent  the  inlet  passage  being  filled 
with  exhaust  gases  when  the  valve  opens 
for  the  expulsion  of  the  latter  as  well  as 
some  means  of  avoiding  either  the  waste  or 
contamination  of  the  fresh  charge  of  fuel 
through  the  same  cause.  Presumably  this 
has  been  done,  as  the  invention  would  be 
impracticable  without  it,  though  no  mention 
is  made  of  it  in  any  of  his  claims  nor  is  the 
method  of  timing  the  opening  of  the  valve 
referred  to.  Barring  the  first  objection, 
however,  which  is  a  serious  one,  there  ap- 
pears to  be  no  reason  why  such  a  combined 
valve  should  not  be  made  to  operate 
effectively. 


Unsuitability  of  Picric  Acid. 

Picric  acid  possesses  a  very  high  poten- 
tial, but  has  other  properties  of  a  less  satis- 
factory nature  says  an  authority.  Both  its 
tendency  to  enter  into  combination  with 
metals  and  salts  through  mere  contact, 
forming  corresponding  picrates,  picramates 
and  various  reduction  compounds,  all  of 
which  are  extremely  sensitive  and  chemical- 
ly unstable,  and  the  poisonous  vapors  given 
off  by  it  during  manufacture  and  melting, 
are  causes  of  unavoidable  trouble  and  risk 
and  make  it  unsuitable  for  use  in  the  cyl- 
inder of  the  internal  Qombiistion  motor. 


A  new  "wonder  worker"  and,  incidentally, 
a  new  principle  for  the  delectation  of  the 
motor  bicycle  rider,  have  been  evolved  by 
Carl  Roberstein,  of  Columbus,  Ohio,  who 
is  going  to  take  the  machine  to  Ormond 
beach  next  winter  to  prove  the  theory. 
While  both  are  interesting,  perhaps  the  ma- 
chine is  more  so  than  the  theory,  for  when 
it  is  built,  if  ever  it  is  built,  the  dainty  little 
thing  will  weigh  only  600  pounds,  will  run 
on  36-inch  wheels,  and  travel  at  the  rate  of 
three  miles  a  minute.  This  is  Roberstein's 
own  estimate,  on  which  no  patent  has 
been  applied  for.  Three  miles  in  one  min- 
ute is  a  mere  trifle  of  a  mile  in  20  seconds. 
The  principle  which  has  developed  is  that 
the  faster  a  motor  bicycle  can  be  propelled 
the  safer  it  will  be,  to  which  he  adds  a 
corollary  to  the  effect  that  the  less  the 
driver  has  to  do  with  the  steering,  the 
better. 

Roberstein  who,  despite  his  name,  is 
night  foreman  of  Robert  F.  Boda  &  Co.'s 
garage.  Pearl  and  Rich  streets,  is  something 
of  an  inventor.  Besides,  he  has  had  con- 
siderable experience  at  automobile  race 
meets,  and  so,  has  come  to  the  conclusion 
that  the  fastest  machine  which  can  pos- 
sibly be  built,  must  run  on  two  wheels. 
The  machine  which  he  has  built — on  paper 
— is,  therefore,  to  be  a  record  breaker  in 
every  way.  It  will  have  tremendous  power 
for  its  weight,  will  have  a  minimum  of 
wind  resistance,  and  also  will  be  very  strong 
and  stable. 

According  to  the  limited  specifications 
which  have  been  given  out  thus  far,  it  ap- 
pears that  the  machine  will  weigh  600 
pounds,  will  have  100-inch  wheel  base,  36- 
inch  wheels,  and  will  be  driven  by  a  twenty 
horsepower,  four-cylinder  motor.  For  the 
transmission,  a  combination  of  bevel  gear- 
ing and  driving  chains  will  be  used.  In  a 
recent  interview,  the  inventor  propounded 
the  statement  of  his  new  law  as  to  the  in- 
crease of  safety  with  the  speed.  "The 
faster  a  motorcycle  will  go,  the  safer  it  will 
be,"  he  said,  and  then  he  concluded  by 
saying,  "The  less  the  driver  has  to  do  with 
the   steering  apparatus,   the   better." 


Mixture  to  Prevent  Rust. 

A  good  mixture  to  prevent  the  rusting 
of  machinery  is  made  by  dissolving  one 
ounce  of  camphor  in  one  ounce  of  melted 
lard;  skim  off  the  impurities  and  add 
enough  black  lead  to  give  the  mixture  an 
iron  color.  After  cleaning  the  machinery 
carefully,  smear  on  the  mixture.  It  can  be 
left  on  indefinitely,  or  if  wiped  off  after 
twenty-four  hours  will  prevent  rust  for 
some  time.  When  removed,  the  m^taJ 
should  be  polished  with  a  soft  cloth. 


476  THE  BICYCLING  WORLD 


AS  EACH  SEASON  ROLLS  AROUND 

it  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever. 

National   Bicycles  have  always  been  appreciated  by  the  dealer  or  rider  who   knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid  record 
of  the  National  on  road  and  track,  and  year  after  year. 

*'A  National  Rider  is  Proud  of  his  flount,'*  is  an  old  adage. 

It's    still  trite    and    true.       If    not    familiar  with  our    latest 

models,  we'll  gladly  inform  you  regarding  them. 


1/  we  are  not  represented  in  your  locality  we  will  ht  glad  to  hear  from    VOO. 


NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  flaintenance  onheeverreuable 

Flsk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chicopee   Falls,  Mass. 


THE  BICYCLING  WORLD 


477 


FOUNDED, 
•187 

Published  Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


Subscription,    Per   Annum   (Postage  Paid)   $2.00 

Single    Copies    (Postage  Paid)      ...     10  Cents 

Foreign    Subscription $3.00 

Invariably    in    Advance. 

Postage  Stamps  will  be  accepted  In  payment  for 
subscriptions,  but  not  for  advertisements.  Checks, 
Drafts  and  Money  Orders  should  be  made  payable  to 
THE  BICYCLING  WORLD  COMPANY. 


J3ntered  as  second-class  matter  at  the  New  York, 
N.   Y.,   Post  Office,   September,   1900. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and   its  branches. 

iJ^Change  of  advertisements  Is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding  the   date   of   publication. 

A^Members  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York;  our  facilities  and 
information  will  be  at  their  command. 


To  Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 


New  York,  July  21,  igo6. 


During  the  Atlantic  City  convention,  the 
headquarters  of  the  Bicycling  World  will 
be  established  in  Hotel  Islesworth,  parlor 
floor.  The  door  will  be  swung  open  and 
chained  fast. 


The  Atlantic  City  Convention. 

Every  man  in  the  trade  possessed  of  red 
blood  and  more  than  purely  local  interests 
should  be  in  evidence  at  the  Atlantic  City 
convention  next  week.  We  believe  every 
one   of  them  will   be  there.     They   cannot 

-  well  afford  to  stay  away. 

The    convention   promises   to    prove    not 

.  only  the  largest  meeting  in  respect  to  num- 
bers, but  the  most  fruitful  one — perhaps  it 
is  not  too  much  to  say,  the  first  fruitful  one. 

■  It  certainly  will  be  the  first  occasion  when 
men  of  the  trade  will  come  out  in  the  open 
and  express  opinions  and  share  their  views 
with  their  fellow  tradesmen.  It  will  pro- 
vide not  merely  the  usual  handshaking,  but 
that  really  free  interchange  of  ideas  that 
the  cycle  industry  has  lacked  since  its  in- 
ception and  that  has  been  one  of  its  draw- 
backs. 

The  topics  to  be  treated  are  nearly  all 
vital  ones.    Many  of  them  contain  the  glim- 


mer of  true  gold.  They  promise  to  not 
merely  inter«st,  but  to  instruct — and, 
despite  its  ripe  age,  the  cycle  industry  is 
not  too  old  to  learn.  There  are  some  les- 
sons which  it  never  learned;  there  are 
others  which  it  has  forgotten.  It  retired 
too  deep  into  the  woods  for  its  own  good 
health. 

The  Atlantic  City  meeting  should  and, 
we  believe,  will  do  much  to  point  the  way 
out  of  the  wilderness. 


On  "Beating  the  Game." 

"Longmarker's"  call  for  action  in  respect 
to  the  formation  of  an  organization  for  the 
control  of  road  racing,  printed  in  last 
week's  Bicycling  World,  is  timely.  For  two 
years  the  subject  has  been  talked  of  and 
nothing  has  been  done.  The  two  years 
have  been  frittered  away  in  talk. 

But,  as  was  pointed  out,  the  collapse  of 
the  Vailsburg  track  makes  for  a  situation 
that  more  than  ever  demands  some  sort  of 
government  of  road  racing.  It  is  one  of  the 
truest  sports  and  it  would  be  pathetic  were 
it  permitted  to  remain  a  ready  refuge 
for  the  scaly  individual  suspected  or 
discredited  in  other  sports  and  whose  chief 
aim  is  to  "beat  the  game." 

In  a  sport  that  lacks  government  it  is 
only  the  honorable  man  who  suffers.  He 
will  not  stoop  to  the  tricks  and  dishonesties 
practiced  without  fear  of  punishment  by  the 
other  sort  of  man  and  which  give  the  latter 
advantages  which  accrue  to  his  profit.  The 
crook  abhors  government;  the  honest  man 
welcomes  it.  It  is  government  that  com- 
pels the  former  to  keep  up  even  an  appear- 
ance of  decency  and  whilst  making  the 
pretense  he  is  ever  studying  how  to  "beat 
the  game."  It  is  unfortunate  that  so  many 
unthinking  people  consider  "beating  the 
game"  an  evidence  of  cleverness.  For  after 
all,  it  is  but  one  of  the  most  despicable 
forms  of  theft.  If  such  "cleverness"  were 
perpetrated  in  the  more  serious  walks  of 
life,  the  perpetrator  would  be  called  by  his 
proper  designation — a  thief. 

Falsification  of  entry  blanks  and  com- 
peting in  events  to  which  ineligible  or  under 
false  names  are  among  the  commonest 
forms  of  such  theft.  They  are  worse  even 
than  foul  riding.  The  thieves  term  such 
practices  "beating  the  game,"  although  they 
well  know  that  they  are  practiced  for  one 
purpose — to  obtain  goods  by  false-  pretenses. 
The  goods  are  prizes;  the  prizes  stand  for 
honor  and  the  man  who  filches  honor  or 
tries  to  filch  it,  is  one  of  the  most  abjectly 


despicable  beings  it  is  possible  to  conceive. 
Although  "beating  the  game"  is  not  con- 
fined to  cycle  road  racing,  there  has  been 
too  much  of  it  in  that  sport.  It  is  time 
something  was  done  to  check  it.  As  it  is, 
the  lack  of  government  is  a  direct  incentive 
to  such  thievery.  It  is  time  the  honest  man 
was  given  his  full  due.  It  is  time  the  crooks 
were  given  what  too  long  has  been  "coming 
to  them."  It  is  time  the  sport  was  con- 
trolled in  order  that  those  ends  be  served — 
and  it  is  significant  that  in  Great  Britain 
also  a  similar  demand  has  arisen.  A  cry 
has  gone  up  there  for  the  National  Cyclists' 
Union  to  again  take  up  the  reins  of  road 
racing,  which  it  dropped  several  years 
since. 


Neglectfulness  and  its  Result. 

It  is  so  very  easy  to  give  advice  and  so 
very  hard  to  follow  it  that  the  individual 
upon  whom  it  is  lavished  soon  learns  to  let 
it  flow  in  one  ear  and  out  the  other.  He 
follows  the  even  tenor  of  his  way  without 
heeding  it.  And  to  no  one  thing  does  this 
apply  with  so  much  force  to  to  those  warn- 
ings that  are  prefaced  by  the  old  saw  about 
the  stitch  in  time.  Brevity  is  the  life  of 
epigram  as  well  as  the  soul  of  wit  and  some 
wideawake  printer  boiled  this  down  to  "Do 
it  now."  And  this  is  exactly  in  line  with 
the  sentiments  of  a  famous  philosopher 
who  said  it  was  far  less  work  to  perform 
a  task  at  the  moment  than  to  keep  it  in 
mind  for   some   future  occasion. 

That  would  be  true  if  all  individuals  were 
similarly  constituted,  but  the  average  per- 
son, whether  cyclist  or  not,  does  not  usually 
overtax  his  gray  matter  with  future  tasks. 
Rather,  it  is  a  case  of  "out  of  sight,  out  of 
mind"  with  him,  and  the  little  job  of  repair- 
ing that  he  is  advised  to  effect  on  the  spot, 
but  which  he  dismisses  with  the  inevitable 
"Oh,  I'll  attend  to  that  later,"  fades  from 
his  mental  as  fell  as  his  physical  vision 
within  a  very  short  time.  Unless  some- 
thing happens  to  recall  it  to  rnind  forcibly, 
the  chances  are  about  even  that  it  may 
never  be  attended  to.  And  this  is  often 
the  case  even  where  there  is  a  constant 
visible  or  audible  reminder  of  the  necessity 
therefore. 

"Oil  me,  oil  me,  oil  me,"  squeaks  the  dry 
bearing  or  the  neglected  machine  in  a  nerve 
racking  monotone,  repeated  as  regularly  as 
the  wheels  roll  round.  That  is,  it  would  be 
nerve  racking  to  any  but  the  possessor  of 
that  particular  bicycle.  If  anything  inani- 
mate such  as  machinery  can  be  said  to  talk, 


478 


THE  BICYCLING  WORLD 


the  bicycle  is  certainly  not  lacking  in  its 
means  of  expression.  The  cracking,  snap- 
Ijing  rattle  of  the  mud-caked  chain,  the 
plaint  of  dirty  bearings  and  the  wabble  of 
wheels  sadly  out  of  true — all  these  things 
speak  a  language  that  carries  its  meaning 
no  less  forcibly  than  words.  There  is  some 
hope  for  a  cyclist  whose  sins  of  omission  are 
confined  to  those  petty  defaults  that  are 
only  visible  to  the  keenly  observant  eye,  but 
for  the  rider  who  will  continue  to  neglect 
flagrant  defects  despite  constant  and  audible 
complCLint  there  would  seem  to  be  none.  He 
is  past  redemption  and  this  form  of  indif- 
ference to  the  needs  of  his  mount  soon 
places  it  beyond  help. 

The  man  who  settles  down  and  follows  the 
"stitch  in  time"  and  "do  it  now"  policy  soon 
sees  what  a  vast  difference  it  makes,  not 
alone  in  the  appearance  of  the  bicycle,  but 
in  its  running  qualities.  If  the  tires  are  flat, 
do  not  wait  until  they  puncture  or  tear  the 
valve  off  by  creeping.  Use  the  pump  and 
do  it  now,  which  means  the  moment  you 
realize  that  they  have  become  too  soft  for 
riding.  And  do  not  make  the  oiling  process 
one  that  is  characterized  by  either  a  feast  or 
a  famine.  A  flood  of  oil  at  one  time  will 
not  compensate  for  the  utter  lack  of  it  dur- 
ing the  remainder  of  its  existence.  It  will 
simply  ooze  out,  spread  itself  over  the  hubs 
and  spokes  and  collect  dirt  and  will  not 
serve  as  a  lubricant  any  longer  than  the 
normal  quantity  would. 

When  the  chain  kinks  and  crackles  it  is 
a  certain  sign  that  it  is  either  out  of  line  and 
is  attempting  to  ride  the  sprockets  to  the 
detriment  of  both  teeth  and  links,  or  all  its 
joints  have  caked  with  mud  and  stiffened. 
Probably  both  ills  are  combined,  but  a 
prompt  cure  will  save  the  sprockets,  or 
what  is  worse,  save  a  walk  home  occasioned 
by  the  breaking  of  the  chain  through  riding 
the  teeth  when  too  tight. 

Take  it  off  without  further  delay  and  give 
it  the  bath  in  kerosene  and  the  cleaning, 
which  would  have  averted  such  a  state  of 
affairs  if  received  in  time.  If  one  spoke 
breaks  in  a  wheel  and  then  another  it  is  a 
mighty  poor  plan  to  wait  until  enough  have 
broken  to  make  it  worth  while  to  take  the 
machine  to  the  repairer.  It  may  take  itself 
to  the  junk  heap  and  send  its  owner  to  the 
hospital  before  that  time  comes.  The  moral 
of  it  all  is  simply  to  "do  it  now"  and  insure 
against  accident  as  far  as  possible.  The 
satisfaction  of  having  a  smooth  running, 
respectable  appearing  machine  is  surely 
sufficient  compensation. 


"Touring"  on  the  Peculative  Plan. 

A  certain  method  of  bicycle  touring  seems 
to  be  growing  in  popularity  during  the  last 
year  or  two,  which,  besides  netting  the 
traveler  a  substantial  income  in  addition  to 
the  benefits  derivable  from  the  trip,  serves 
to  cast  a  shade  of  sombre  hue  over  the  en- 
tire industry,  and  particularly  to  bring  down 
a  reputation  by  no  means  enviable  upon  the 
heads  of  the  dealers  in  second-hand  ma- 
chines. The  method  is  simplicity  itself,  and 
as  developed  and  applied  by  several  gen- 
tlemen of  dishonest  propensities,  it  con- 
sists in  stealing  a  bicycle  and  forthwith  rid- 
ing it  to  the  nearest  town  where  it  is  sold 
to  the  first  available  purchaser,  usually  a 
second-hand  dealer.  Before  there  has  been 
time  for  the  report  of  the  theft  to  arrive 
from  the  point  of  original  departure,  an- 
other wheel  has  been  stolen,  and  the  second 
stage  of  the  journey  commenced.  This 
goes  on  in  endless  progression,  and  so  long 
as  the  traveler  sticks  to  small  towns  and 
sleepy  localities,  he  is  practically  immune 
from  arrest  and  conviction. 

A  little  reflection  on  the  number  of  in- 
cidents of  this  sort  which  have  come  to 
light  lately,  coupled  with  the  knowledge 
that  in  no  case  has  the  thief  been  located 
until  after  he  had  been  carrying  on  opera- 
tions for  some  little  time,  forces  the  con- 
clusion that  there  must  be  some  strong 
outside  factor  apart  from  his  own  industry 
and  energy,  which  combines  with  them  to 
make  the  occupation  a  successful  one — as 
far  as  freedom  from  arrest  may  be  con- 
sidered a  success.  This  extraneous  factor 
is  not  far  to  seek,  and  is  located  in  the  per- 
son of  the  second-hand  dealer  who  nearly 
always  is  so  very  ready  either  to  buy  or 
sell  machines  of  unknown  pedigree.  Fake 
dealers,  alleged  storage  companies,  and  the 
whole  bunch  of  imposters,  who  invariably 
are  branded  by  shabby  goods  exposed  for 
sale  in  musty  storehouses;  whose  sales  are 
induced  by  misleading  advertisements  in- 
serted in  daily  "want"  columns  and  on  pla- 
cards pasted  before  their  shoddy  doors,  and 
whose  bland  manners  are  turned  to  bitterest 
gall  when  any  one  of  their  extravagant 
boasts  are  questioned;  all  these  play  second 
part  to  the  itinerant  cycle  thief. 

Not  that  the  dealers  of  this  general  class 
are  universally  dishonest,  but  rather  that 
they  feel  no  concern  as  to  the  origin  of  the 
goods  which  they  handle,  so  long  as  it 
can  be  cleared  off  quickly  at  a  certain  low 
rate  of  profit.  By  not  requiring  a  strict 
accounting    for    the    possession     of     goods 


brought  to  them  tor  disposal,  they  lay 
themselves  open  to  suspicion,  no  matter 
what  may  be  their  actual  degree  of  honesty, 
and  while  this  suspicion  extends  to  them 
all,  it  certainly  cannot  fail  to  include  rightly 
at  least  a  few  who  really  are  culpable. 
These  are  the  reliances  of  the  tourist  thief, 
and  without  them  his  operations  soon  would 
come  to  a  standstill.  One  wheel,  possibly 
two  or  three,  he  might  succeed  in  getting 
away  with,  but  the  difficulty  of  ridding  him- 
self of  their  incriminating  evidence,  soon 
would  tire  him  of  the  business. 

For  the  safety  of  such  a  calling  rests  not 
so  much  in  the  craft  of  the  malefactor  in 
getting  away  with  the  goods,  as  in  his  abil- 
ity to  dispose  of  it  without  question  before 
the  loss  has  been  reported,  and  in  leaving 
town  with  a  new  prize  before  search  has 
been  instituted  for  him — even  before  he  has 
been  suspected.  Force  the  dealers  to  re- 
port all  sales  and  purchases  immediately, 
together  with  specifications  of  the  machines, 
watch  them  closely,  and  punish  them 
severely  for  fraudulent  reports;  and  not 
simply  would  the  bicycle  rider  be  freed  to 
a  large  extent  of  the  danger  of  cycle  steal- 
ing, but  also  the  unweary  buyer  would  be 
protected  from  the  danger  of  complications 
arising  from  the  purchase  of  stolen  goods. 

While  there  is  a  certain  legitimate  field 
for  the  sale  of  second-hand  machines,  it  is 
decidedly  limited,  and  daily  is  growing  more 
limited,  owing  to  the  flooding  of  the  market 
with  new  wheels  of  low  grade  and  price, 
which  are  fast  taking  the  place  formerly 
occupied  by  the  second-hand  mounts  of 
respectable  quality.  The  legitimate  income 
from  such  a  business  is  small  at  best,  and 
only  enough  to  support  a  limited  number 
of  dealers  in  any  one  locality.  That  being 
the  case,  when  they  are  found  thriving  in 
abundance,  their  methods  invariably  will 
bear  watching,  and  their  limitation  or  abso- 
lute extinction  well  may  be  taken  as  the 
first  step  toward  eradicating  the  bicycle 
thief. 

Although  it  will  not  wholly  absolve  the 
trusting  cyclists  who  leave  their  mounts 
unlocked  and  unguarded,  yet  it  will  diminish 
the  risk  of  loss.  Simply  to  make  the 
criminal's  pathway  a  ropgh  one,  and  to 
punish  him  soundly  when  caught,  will  not 
work  his  extinction.  "Thieves/  are  born, 
not  bred,"  and  if  this  be  so,  the  criminal 
instinct  will  be  developed  by  temptation. 
Hence  man's  moral  obligation  to  protect 
his  own  is  in  no  wise  diminished  by  the 
hedging  in  of  dishonesty. 


THE  BICYCLING  WORLD 


479 


COLLINS  AND  COFFEY  STAR 


Former  Shows  the  Way  to  Bedell  and  Mac- 
Lean  While   Coffey  Trims   Moran. 


Elmer  J.  Collins,  of  Lynn,  Mass.,  last 
year  an  amateur,  distinguished  himself  last 
Saturday  night,  14th  inst.,  at  Revere  Beach 
by  defeating  Hugh  MacLean,  of  Chelsea, 
Mass.,  and  Menus  Bedell,  of  Newark,  N.  J., 
in  a  fast  and  exciting  2S-mile  race  behind 
motor  pace.  Collins's  time  was  37:18^. 
MacLean  gave  Bedell  and  Collins  a  two-lap 
handicap  and  the  Chelsean  got  back  all  but 
a  half  lap  from  Collins  and  a  third  of  a  lap 
from  Bedeil.  At  the  finish  the  Lynn  young- 
ster was  leading  Bedell  by  forty  yards. 
Collins  put  up  a  clever  fight,  and  had  not 
his  pacemaker  overestimated  his  strength 
in  the  last  mile,  he  would  finished  a  clear 
length  in  front  of  Bedell  and  MacLean 
would  have  gotten  back  but  one  instead  of 
one  and  one-half  laps  of  the  two  allowed 
Collins. 

John  Bedell  did  not  show  up  as  well  in 
the  professional  sprint  races  as  was  ex- 
pected. He  was  shut  out  in  his  trial  heat 
of  the  one-mile  handicap,  and  in  the  five- 
mile  open  he  fell  just  before  the  bell. 
Jimmy  Moran  made  a  great  bid  from 
scratch  in  the  final  heat  of  the  handicap, 
but  the  long  markers  pulled  together  with 
such  good  results  that  the  best  Moran  could 
do  was  to  cross  the  tape  fourth.  A.  W. 
McDonald,  out  on  110  yards,  beat  out  T. 
Connolly  and  W.  G.  Holbrook,  all  last  year 
amateurs,  in  this  order,  in  a  blanket  finish. 
The  time  was  2:02^^. 

Little  J.  B.  Coffey,  South  Boston's  pride, 
was  the  star  in  the  five-mile  open,  and  the 
manner  in  which  he  fought  off  Moran  in 
the  last  lap  raised  him  even  higher  in  the 
estimation  of  his  followers  than  he  is  at 
present.  Mile  prizes  were  included  in  the 
race,  and  Moran  captured  the  first,  McDon- 
ald the  second  and  third,  and  T.  Connolly 
the  fourth.  As  the  gun  signalled  the  last 
mile,  Moran  began  to  unwind  with  John 
Bedell  hanging  on.  Just  before  the  bell 
young  Coffey  made  his  bid  and  in  passing 
Bedell  who  also  had  essayed  to  pass  Moran; 
the  Bostonian  and  the  Newarker  came  to- 
gether. Bedell  falling.  Moran  and  Coffey 
had  a  lively  dust-up  in  the  last  lap,  but  the 
veteran  six-day  plugger  was  no  match  for 
young  Coffey  and  the  latter  got  first  by  a 
length  and  a  half.  Pat  Logan  was  an  easy 
third.     The  summaries: 

One-mile  handicap,  professional — First 
heat  won  by  James  Moran  (scratch);  sec- 
ond, W.  G.  Holbrook  (100  yards);  third, 
Pat  Logan  (45  yards).  Time,  2;09j^  Sec- 
ond heat  won  by  A.  W.  McDonald  (110 
yards);  second,  J.  B.  Coffey  (65  yards); 
third,  T.  Connolly  (140  yards).  Time, 
2:Q2ys.  Final  heat  won  by  A.  W.  McDon- 
ald; second,  T.  Connolly;  third,  W.  G. 
Holbrook;  fourth,  James  F.  Moran.  Time, 
2:021^. 

Five-mile     open,     professional — Won    by 


J.  B.  Coffey;  second,  James  F.  Moran;  third, 
Pat  Logan.     Time,  13:05^. 

Twenty-five  mile  motorpaced  handicap, 
professional — Won  by  Elmer.  J.  Collins, 
Lynn,  Mass.  (440  yards);  second.  Menus 
Bedell,  Newark,  N.  J.  (440  yards);  third, 
Hugh  MacLean,  Chelsea,  Mass.  (scratch). 
Time,  37:18>^. 

Preparing  for  Cross-Continent  Ride. 

L.  J.  Mueller,  the  Cleveland  (Ohio) 
motorcyclist,  who  has  set  himself  to  estab- 
lish a  new  cross-continent  record,  left  this 
week  for  the  Pacific  Coast.  He  will  not, 
however,  go  directly  to  San  Francisco.  He 
will  drop  off  the  train  at  Cheyenne,  Wyo , 
and  there  mount  his  Indian  motor  bicycle 
on   which   he   will   make   the   remainder   of 


"OFF"  WEEK  FOR  IVER  LAWSON 


He    Fails    to    Bag    Even    One    First — Aus- 
tralian Team  Defeats  American  Trio. 


I,.  J.  MUlii.LEK. 

the  journey  overland.  For  Mueller  is  the 
first  man  who  has  gone  about  the  big  task 
systematically  and  laid  his  plans  well  in 
advance.  His  preliminary  run  of  1,000  miles 
from  Cheyenne  to  San  Francisco  is  de- 
signed to  acquaint  him  not  only  with  the 
roads,  but  the  requirements  of  motorcycle 
travel  in  crossing  the  Rocky  Mountains 
and  the  Nevada  deserts. 

Mueller  expects  to  start  on  his  record- 
breaking  jaunt  on  or  about  August  Sth,  and 
has  pinned  his  hopes  on  reaching  New  York 
on  or  before  September  5th,  two  days  in- 
side of  the  automobile  and  fifteen  days  in- 
side the  best  performance  on  a  motorcycle. 
Mueller  is  a  big,  strong,  healthy  young 
giant  of  25  and  as  a  "rough  rider"  has  few 
superiors.  He  vows  that  he  will  "get  that 
record  or  bust."  He  has  arranged  to  have 
his  arrivals  verified  at  all  important  points 
and  will  also  render  a  report  nightly  to  the 
Bicycling  World.  He  will  carry  a  camera 
and  as  he  "knows  how  to  write,"  the  pic- 
tures and  story  of  his  travels  which  will 
appear  in  these  columns,  should  prove  of 
unusual  interest. 


Blasphemy  will  not  start  a  motorcycle. 
Neither  will  a  dead  battery  nor  an  empty 
gasolene  tank. 


Salt  Lake  City,  July  10. — If  the  thousands 
of  people  who  came  to  the  saucer  track  to- 
night to  see  the  much  heralded  unlimited 
match  pursuit  race  between  Tver  Lawson 
and  W.  E.  Samuelson,  came  to  see  that 
alone  they  must  have  been  bitterly  disap- 
pointed, for  the  featured  event  of  the  even- 
ing was  dull  and  uninteresting,  and — Law- 
son  was  defeated  easily.  There  evidently 
is  something  under  the  surface  about  this 
race  that  is  not  yet  apparent.  Just  before 
the  race  started  McFarland  challenged  the 
winner  to  a  similar  contest  with  an  ad- 
ditional side  bet  of  $200.  Now  McFarland 
would  not  ride  against  and  defeat  Lawson, 
even  if  he  could,  and  the  only  logical 
reasoning  is  that  "Mac"  and  the  "Swede" 
desire  to  further  humiliate  the  erstwhile 
"Pride  of  Provo"  by  administering  a  trounc- 
ing that  he  will  remember  for  a  long  time 
and  further  irritate  him  by  taking  $200  of 
his  hard  earnings.  Lawson  looks  as  hale 
and  hearty  as  ever  and  it  is  not  believed  he 
could  show  such  a  marked  reverse  of  form 
in  a  few  brief  days. 

The  pursuit  race  was  the  best  number  on 
the  program.  Both  Lawson  and  Samuelson 
got  off  rather  poorly  and  the  first  lap  was 
covered  in  the  poor  time  of  19  seconds. 
At  the  end  of  the  first  mile  Samuelson  had 
gained  perceptibly  and  the  spectators  began 
to  open  their  eyes.  When  the  second  mile 
was  reached  the  bred  and  born  in  Salt  Lake 
rider  had  cut  down  the  original  distance 
more  than  half.  Some  of  the  spectators 
imagined  Lawson  was  playing  a  waiting 
game  and  that  he  would  swoop  around 
Samuelson  in  one  grand  sprint.  But  those 
who  entertained  this  opinion  had  another 
guess  coming  their  way,  for  at  three  miles 
Lawson  was  keeping  up  his  average  gait 
and  Samuelson  gaining  slowly  but  surely. 
Well,  to  make  a  long  story  short,  Samuel- 
son overhauled  and  passed  Lawson  at  3 
miles  3  laps,  and  the  race  was  over,  but 
the  people  are  not  satisfied,  nor  will  they 
be  made  to  believe  that  Lawson,  their  pride 
and  joy,  could  not  have  done  better. 

Another  big  surprise  of  the  evening  was 
when  Joe  Fogler,  the  popular  light-haired 
Brooklyn  boy,  walloped  McFarland  in  the 
final  of  the  three-quarter  mile  open.  Salt 
Lake  fans  are  generous,  and  as  Fogler  has 
gotten  one  or  two  raw  deals  this  season, 
and  has  suffered  in  silence,  they  right  ap- 
preciatively gave  him  a  noisy  greeting.  Fog- 
ler and  McFarland  came  down  the  stretch 
on  the  last  lap  neck  and  neck,  and  the 
Brooklynite  won  by  a  nose.  Lawson  was 
third.  Hopper  fourth  and  "Bridget"  Bard- 
gett  fifth.     Time,  1:34. 

S.  H.  Wilcox  paid  his  last  week's  board 
bill  and  bought  the  crowd  drinks  after  he 
corralled  the  money  in  the  half-mile  handi- 


480 


THE  BICYCLING  WORLD 


cap,  from  55  yards.  Pedlar  Palmer,  of  Aus- 
tralia, finished  second;  Achorn  luckily  got 
third;  Hardy  Downing  fourth,  and  Agraz 
fifth.     The  time  was  fast — 54^  seconds. 

Taking  the  pace  at  the  start  and  holding 
the  lead  practically  throughout,  elongated 
Jack  Hume  won  the  mile  open  for  the 
"kids."  On  the  bell  lap  Fred  West  who, 
by  the  way,  has  been  showing  up  well  of 
late,  made  a  desperate  effort  to  go  by  the 
Ogden  rider,  but  missed  his  goal  at  the 
tape  by  a  wheel.  Holliday,  Giles  and  Mayer 
crossed  the  tape  close  after  them  in  the 
order  named.  Diefenbach  won  the  half- 
mile  handicap,  with  Mayer  second,  and 
Mayerhofer  third.-   The  summaries: 

Half-mile  handicap,  professional — Quali- 
fants:  Emil  Agraz  (75  yards),  S.  H.  Wilcox 
(55  yards),  C.  L.  Hollister  (35  yards),  Ben 
Munroe  (70  yards),  Hardy  K.  Downing  (10 
yards),  E.  Smith  (80  yards),  J.  E.  Achorn 
(90  yards),  W.  P.  Palmer  (50  yards),  Jack 
Burris  (60  yards),  and  Ernest  A.  Pye  (35 
yards).  Final  heat  won  by  S.  H.  Wilcox, 
Salt  Lake  City;  second,  W.  Pedlar  Palmer, 
Australia;  third,  J.  E.  Achorn,  New  York 
City;  fourth.  Hardy  K.  Downing,  San  Jose, 
Gal.     Time,  0:542^. 

Half-mile  handicap,  amateur — Qualifants: 
Fred  West  (10  yards),  J.  E.  Holliday  (20 
yards),  D.  King  (45  yards),  Hal  McCormack 
(15  yards),  P.  Giles  (30  yards),  Rudy 
Mayerhofer  (75  yards),  R.  Diefenbacher 
(65  yards),  E.  Mayer  (10  yards).  Final 
heat  won  by  Diefenbacher;  second,  Mayer; 
third,  Mayerhofer;  fourth,  Giles;  fifth.  King. 
Time,  0:56. 

Three-quarter  mile  open,  professional — 
Qualifants:  Joe  Fogler,  Tver  Lawson,  Wal- 
ter Bardgett,  Norman  C.  Hopper,  Hardy  K. 
Downing,  Floyd  A.  McFarland  and  S.  H. 
Wilcox.  Final  heat  won  by  Joe  Fogler, 
Brooklyn;  second,  Floyd  McFarland,  San 
Jose,  Cal.;  third,  Tver  Lawson,  Salt  Lake 
City;  fourth,  Norman  C.  Hopper;  fifth, 
Walter  Bardgett.     Time,   1:34. 

One-mile  open,  amateur — Qualifants: 
John  Berryessa,  Ed  Mayer,  Tommy  Mor- 
gan, Jack  Hume,  Fred  West,  J.  E.  Holli- 
day and  Peter  Giles.  Final  heat  won  by 
Jack  Hume;  second,  Fred  West;  third,  J.  E. 
Holliday;   fourth,   P.   Giles.     Time,   2:09. 

Unlimited  pursuit  match  between  Tver 
Lawson  and  W.  E.  Samuelson — Won  by 
Samuelson.  Distance,  3  miles  3  laps. 
Time,  7:25%. 


Salt  Lake  City,  July  13.— Hardy  K.  Down- 
ing won  the  feature  event  at  U  saucer 
track  to-night — "  three-quarter  mile  handi- 
cap— ar--  incidenttlly  furnished  the  surprise 
of  the  evening,  beating  out  Tver  Lawson,  in 
a  sensational  sprint.  On  the  bell  lap  Down- 
ing was  at  the  tail  end  of  the  bunch  and 
the  odds  were  about  one  thousand  to  one 
against  him.  But  three-quarters  of  a  lap 
from  home,  while  all  the  riders  were  busy 
trying  to  go  around  one  another,  Downing 
darted  down  on  -the  pole,  just  as  Lawson 
went  up,  and-  turned  loose  that  famous 
sprint  of  his.     Then  to  the  confounding  of 


the  crowd.  Downing,  who  had  steadily 
worked  his  way  through  the  bunch,  sailed 
past  Lawson  and  across  the  tape  a  winner. 
It  was  not  until  long  after  the  race  was  over 
that  the  crowd  woke  up  to  Downing's  steal 
and  when  they  did  they  cheered  him  to  the 
last  resounding  echo. 

For  interest  and  spirit,  the  five-mile  lap 
race  was  as  good  as  any  on  the  program,  for 
from  the  outset  the  combinations  were  at 
war  and  much  ill-feeling  among  the  riders 
resulted.  In  turn  they  played  their  role 
and  after  they  were  through  Clarke  carried 
McFarland  and  Lawson  around  the  bunch 
to  victory.  At  three  laps  to  go  Bardgett 
and  Hopper  went  out  and  until  the  last  lap 
Hopper .  looked  a  winner,  but  in  the  final 
sprint  his  strength  failed  him  and  Bardgett's 
heroic  work  was  for  naught,  McFarland  and 
Lawson  going  past  for  first  and  second, 
respectively.  Joe  Fogler  finished  fourth 
and  Bardgett  fifth.  The  time  was  fast,  10 
minutes  1^/^  seconds. 

A.  Crebs,  the  young  comer  in  the  amateur 
ranks,  added  a  brace  of  laurels  to  his  wreath 
to-night.  In  the  final  heat  of  the  one-mile 
handicap,  he  beat  out  West  by  half  a  wheel 
after  a  battle  for  supremacy  that  lasted  for 
three-quarters  of  a  lap.  In  the  quarter- 
mile  unpaced  record  trials  Crebs  scored  the 
second  best  time  of  the  evening.  All  the 
amateurs,  however,  failed  to  break  Hop- 
per's long-standing  record  for  the  distance. 
The  best  time  was  made  by  Hume,  in  255^ 
seconds. 

Australia  laid  America  away  on  the  shelf 
in  the  unlimited  pursuit  race.  Pye,  Clarke 
and  Palmer  were  up  for  Australia,  and 
Bardgett,  Hollister  and  Williams  repre- 
sented Uncle  Sam,  and  although  they  rode 
bravely  Pye  and  Clark  did  heroic  work  for 
the  Australian  team  and  were  returned  vic- 
tors after  riding  3  miles  and  90  yards.  The 
time  was  7:35.     The  summaries: 

Quarter-mile  record  trials,  amateur — Jack 
Hume,  0:255^;  A.  Crebs,  0:23^^;  McLaugh- 
lin, 0:26;  P.  Giles  and  R.  Mahrhofer,  0:26i^; 
R.  Diefenbacher  and  F.  Schnell,  0:28%,  and 
D.  Kind,  0:26%. 

Unlimited  team  pursuit — Won  by  Aus- 
tralian team  (Pye,  Clark  and  Palmer);  sec- 
ond, American  team  (Bardgett,  Hollister 
and  Williams).  Distance,  3  miles  90  yards. 
Time,  7:35. 

Three-quarter  mile  handicap,  professional 
—Qualifants:  C.  L.  Hollister  (35  yards), 
Ben  Munroe  (75  -ards),  H.  K.  Downing  (IS 
yar  's),  Saxon  Wi-iiams  (55  yards),  Walter 
Bardgett  (50  yards),  W.  P.  Palmer  (40 
yards),  Iver  Lawson  (scratch),  Joe  Fogler 
(10  yards).  Jack  Burris  (70  yards).  Final 
heat  won  by  Hardy  K.  Downing,  San  Jose, 
Cal.;  second,  Iver  Lawson,  Salt  Lake  City; 
third,  Saxon  Williams,  Salt  Lake  City; 
fourth,  Ben  Munroe,  Memphis,  Tenn.  Time, 
1:213%. 

One-mile  handicap,  amateur — Final  heat 
won  by  A.  Crebs  (35  yards);  second,  Fred 
West  .(15  yards);  third,  J.  E.  Holliday  (30 
yards);  fourth,  Philip  Wright  (55  yards); 
fifth,  P.   Giles   (35  yards).  Time, -2:02%. 


Five-mile  lap,  professional — Won  by 
Floyd  A.  McFarland;  second,  Iver  Lawson; 
third,  Norman  C.  Hopper;  fourth,  Joe  Fog- 
ler; fifth,  Walter  Bardgett.  Time,  10:01§^. 
Lap  prize  winners — Pye  (3),  Bardgett  (1), 
Palmer  (7),  Wilcox  (2),  Hopper  (1),  Sam- 
uelson (5),  Burris  (7),  Agraz  (5),  Smith 
(2),  Mitten  (2),  Achorn  (4). 


World's  Record  for  Pye. 

Odgen,  Utah,  July  11. — Ernest  A.  Pye,  the 
clever  Australian  speed  merchant  who  came 
to  this  country  with  Floyd  McFarland,  to 
line  up  against  America's  fastest  sprinters, 
made  good  here  to-night.  Pye  won  the  five- 
mile  lap,  professional  event,  achieving 
the  world's  record  for  that  distance,  riding 
the  five  miles  in  9:48%.  Incidentally,  Pye 
is  the  only  Australian  who  has  ever  won 
-this  honor. 

The  race  meet  to-night  can  well  be  called 
the  banner  meet  of  the  season,  as  the  best 
card  was  presented  and  the  largest  crowd 
the  Islewood  saucer  has  held  in  some  time, 
turned  out  to  do  honor  to  the  victors. 

The  five-mile  lap  race  was  easily  the  fea- 
ture of  the  evening,  and  all  the  glory 
belongs  to  Pye.  In  the  last  lap  of  the 
second  mile  the  Australian  made  his  coup. 
He  tore  away  from  the  rest  of  the  bunch 
and  before  they  aroused  from  their  lethargy 
Pye  had  lapped  them.  Lawson  and  McFar- 
land went  after  him,  but  when  Pye  tagged 
the  tail  enders  Downing  pulled  him  up  to 
the  head  of  the  procession  where  it  was  an 
easy  matter  for  him  to  gobble  up  all  the 
lap  money  ^nd  first  place.  Fogler  and 
Palmer  fought  for  second  place,  the  Brook- 
lyn lad  getting,  there  first. 

Achorn  won  the  half-mile  handicap,  with 
Palmer  second  and  Smith  third.  Wilcox 
got  fourth.  Crebs  showed  that  he  is  more 
than  likely  to  give  Jack  Hume  a  go  for 
amateur  honors  by  winning  the  mile  handi- 
cap.    Following  are  the  summaries: 

Half-mile  handicap,  professional — Won 
by  J.  E.  Achorn;  second,  W.  Palmer;  third, 
E.  Smith;  fourth,  S.,  H.  Wilcox.  Time, 
0:53%. 

One-mile  handicap,  amateur — Won  by  A. 
Crebs;  second.  Jack  Hume;  third,  R.  Diefen- 
bacher; fourth,   P.   Giles.     Time,   1:56%. 

Five-mile  lap,  professional — Won  by  E. 
A.  Pye;  second,  Joe  Fogler;  third,  W.  P. 
Palmer;  fourth,  C.  L.  Hollister;  fifth,  J.  E. 
Achorn.     Time,  9:48%   (world's  record). 

Five-mile  motorcycle,   nrofessional — Won 
by   T.    M.    Samuelson;    St  ond,    E.   P     !?ri 
gren.     Time,  6:46. 

London's  famous  cycling  newsboys  are 
said  to  pedal  entirely  with  the  instep.  They 
are  called  "newspaper  runners"  and  they 
take  the  place  of  the  furiously  driven  wag- 
ons that  race  through  New  York  streets 
delivering  evening  editions  to  the  news- 
dealers. The  reason  given  for  this  awkward 
way  of  riding  is  that  the  rider  is  enabled  to 
support  himself  and  his  heavy  bundle  of 
papers  to  the  best  advantage  without  leav- 
ing the  saddle  when  caught  in  a  block  of 
traffic.  • 


/ 


DOING  BUSINESS   IN   "SHACKS" 


The  Stores  in  Which  San  Francisco  Mer- 
chants are  Housed — Hopkins  as  Example. 


However  great  and  appalling  may  have 
beeu-the  disaster  which  overtook  San  Fran- 
cisco almost  in  a  breath,  its  recovery  can 
be  no  less  startling  to  the  outsider  than  the 
disaster  itself,  for  the  energetic  spirit  of 
"forty-nine"  has  by  no  means  died  out  with 


THE  BICYCLING  WORLD 

of  fast  work  to  his  credit.  The  site  of 
this  building  marks  the  point  at  which  the 
fire  was  stopped,  and  hence  the  location 
possesses  even  more  interest  than  its  busi- 
ness connection  alone  could  secure  for  it. 
It  has  been  occupied  since  July  14th.  Hop- 
kins "warmed"  his  "shack"  with  a  most 
pretentious  "first  night,"  at  which  a  lot  of 
talent  obliged  and  at  which  the  inner  man 
was  well  provided  for.  In .  the  picture. 
Architect  Malsbury  and  Mrs.  Malsbury  and 


481 


"PLAY"  DUE  TO  GUDGEON  PINS 


CC  HOPKINS 

PIAN  NOTOCYCIES 


I 


the  old  timers,  and  the  recuperative  power 
of  a  community  so  stricken  is  simply  mar- 
vellous. As  being  among  the  most  ad- 
vanced of  her  citizens,  naturally,  the  rep- 
resentatives of  the  local  cycle  trade  are  by 
no  means  backward  in  getting  at  least  a 
place  in  which  to  do  business.  These 
"places"  are  far  from  pretentious,  but  they 
are  serviceable,  and  what .  is  more  to  the 
point,  they  are  a  monument  to  the  pluck 
of  their  owners. 

The  accompanying  illustration  shows  the 
new  quarters  of  the  Indian  agency  at  729 
Gough  street,  near  Golden  Gate  avenue, 
where  C.  C.  Hopkins,  the  proprietor,  was 
ready  to  meet  all  comers  in  just  fifteen  days 
from  the  time  of  starting  to  clear  the  lot, 
which  was  record  time.  The  "shack"  is 
SOxlOO  feet  in  size,  and  represents  more 
real  business  effort  than  many  an  Eastern 
business  block  of  many  times  its  size.  For 
materials  were  hard  to  find  in  the  early 
days  after  the  fire,  they  were  expensive,  too, 
and  labor  was  at  a  premium,  which  made 
it  almost  prohibitive  in  maiiy  cases.  Its 
architect  and  builder  was  E.  L.  Malsbary, 
of  the  San  Francisco  Motorcycle  Club,  who, 
in  addition  to  this,  has  several  other  records 


Dealer    Hopkins,    in   the    order    named,    are 
depicted   standing  in  the   doorway. 


Open   Muffler   Leads   to   Arrest. 

L.  H.  Boyer,  of  Lawndale,  Pa.,  probably 
is  convinced  that  riding  a  motorcycle  with 
the  muffler  open  does  not  pay.  He  is  under 
arrest,  due  to  the  frightening  of  a  horse 
and  a  consequent  collision  between  two 
wagons,  two  persons  being  injured  in  the 
accident.  Boyer  is  charged  with  exceeding 
the  speed  limit  and  making  excessive  noise. 


To  Race  on  Newport  Beach. 

The  city  of  Newport,  R.  I.,  which  each 
year  holds  a  series  of  automobile  races  on 
its  beach,  has  set  August  6th  as  the  date 
of  this  year's  sport  and  will  include  several 
motorcycle  events.  The  latter  have  been 
placed  in  charge  of  B.  A.  Swenson,  of  Prov- 
idence, the  F.  A.  M.  representative  for  the 
State. 


Trouble  that  it  Causes  and  an  Arrangement 
that  Remedied  the  Trouble. 


The  possession  of  a  punctured  tire  is 
strong  presumptive  evidence  of  the  use  of 
bad  language. 


High  speed,  short  stroke  engines  are  heir 
to  a  variety  of  troubles  with  the  gudgeon 
pin.  The  cause  of  it  all  is  the  necessarily 
small  diameter  of  the  pin-  and  connecting 
rod,  plus  the  excessive  angular  movement 
of  the  latter,  says  the  Motor  Trader.  The 
form  it  takes,  however,  varies;  in  some 
cases  it  is  the  piston  that  suffers,  in  others 
the  pin  itself  wears  oval,  and  in  others  the 
connecting  rod  bushing  is  punished.  For 
instance,  a  small  engine  built  some  time 
ago  and  run  for  several  years  invariably  re- 
quired a  renewal  of  the  pin,  neither  the  hole 
in  the  piston  nor  the  connecting  rod  brass 
suffering.  Another  engine  of  different 
make,  on  the  other  hand,  reversed  the 
above  order,  so  that  in  effect  the  point  cen- 
ters in  the  ability  of  one  of  the  above  three 
parts  mentioned  to  resist  wearing  stress  the 
longest. 

The  method  of  making  the  gudgeon  pin 
fast  has  not  a  little  to  do  with  the  trouble 
where  slackness  in  the  piston  is  concerned. 
In  tlie  first  engine  mentioned  the  pin  was 
of  three  diameters,  i.  e.,  the  piston  holes 
were  of  different  bores  and  the  bearing 
surface  for  the  connecting  rod  was  of  a 
diameter  midway  between  the  two.  The 
method  of  fastening  was  by  a  split  pin  en- 
gaging in  a  hole  at  right  angles  in  a  filleted 
recess  in  the  piston's  exterior.  That  method 
avoided  the  common  danger  where  a  pin 
tapers  or  otherwise  is  used  to  transfix  the 
gudgeon  pin  and  bearing  in  the  piston's 
interior.  The  phenomenon  before  men- 
tioned showed,  however,  that  the  wear  was 
set  up  by  the  split  pin  failing  to  prevent  the 
pin  slightly  rotating,  besides  giving  a  gtif- 
fening  against  the  vertical  stress  incidental 
to  the  impulse  thrust  and  the  disturbance 
in  balance  thereby  set  up.  To  correct  this 
the  piston  hole  was  first  recessed  on  the 
outside  at  either  end  to  a  depth  of  J^-inch, 
and  3/16ths  of  an  inch  in  diameter.  A  mild 
steel  pin  was  turned  to  fit  the  bore  of  the 
piston,  the  hole  both  in  it  and  the  connect- 
ing rod  bush  having  first  been  parallel 
reamed  together.  The  pin  was  fashioned 
with  a  disc  flange,  which  was  not,  however, 
turned  to  directly  fit  the  recess. 

A  ring  line  was  scribed  on  the  face  which 
corresponded  to  the  diameter  of  the  recess. 
This  was  done  to  enable  a  feather  point  to 
be  left,  the  flange  being  then  shaped  to  the 
scribed  line  for  the  rest  of  the  circumfer- 
ence. The  small  end  of  the  pin  was  screwed 
to  a  fine  pitch  thread,  and  a  loose  collar 
threaded  to  :  suit.  .  The  face  of  the  co'ki' 
was  drilled  with  a  couple  of  holes  to  give 
the  necessary,  purchase  for  tightening  it.^ 
When  the  pin  was  in  place  and  tightened 
up,  a  split  pin  hole  was  drilled  as  before, 
the  fillet  requiring  but  little  enlarging  .to 
permit    of   the   pin   being    opened    and   the 


482 


THE  BICYCLING  WORLD 


necessary  clearance  for  the  head.  The  com- 
paratively long  bearing  length  of  the  lugs 
in  the  piston  enabled  a  sufficient  amount  of 
bearing  for  the  gudgeon  pin  to  be  retained, 
despite  the  amount  occupied  by  the  nut. 
No  trouble  was  eixperienced  with  the  ar- 
rangement, and  the  extra  bearing  support 
afforded  the  collars  prevented  an  early  de- 
veloping of  play  as  had  previously  existed. 


The  Soldering  of  Aluminum. 

The  average  mechanic  will  inform  the 
seeker  after  information  that  aluminum 
can  not  be  soldered.  Nevertheless,  new 
methods  which  their  originators  confidently 
claim  accomplish  the  long  sought  for  result 
are  of  such  frequent  recurrence  as  to  de- 
serve the  term  of  "hardy  annuals."  There 
is  no  secret  about  these  wonderful  formulae 
• — a  new  one  is  published  at  least  once  a 
year,  so  that  it  is  just  as  easy  to  accept  one 
version  as  another.  He  who  would  be  cer- 
tain of  his  ground  in  this  respect  might  as 
well  start  by  saying  that  aluminum  cannot 
be  soldered,  and  then  proceed  to'  demon- 
strate that  it  can  be  done  by  trying  each 
of  the  many  methods  exploited  in  turn. 

So  much  for  soldering  this  most  peculiar 
metal;  an  English  founder  now  claims  to 
be  able  to  repair  aluminum  castings,  some- 
thing that  has  generally  been  conceded  to 
be  impossible  up  to  this  time.  Hitherto, 
even  the  slightest  crack  in  an  aluminum 
casting  siich  as  the  crank-case  of  the  motor, 
has  been  considered  a  fatal  defect  which 
nothing  short  of  renewal  could  make  good 
while  the  old  case  went  back  to  the  scrap 
heap  and  in  turn  to  the  melting  pot.  The 
process  is  kept  secret,  of  course,  but  should 
it  prove  practical  it  will  doubtless  be  the 
means  of  saving  much  time  and  expense  on 
this  class  of  repairs. 


Motor  Minus  Shafts  and  Cams. 

Rather  a  novel  form  of  gasolene  motor 
working  on  the  Otto  cycle,  but  having  no 
side  shaft  or  cams  of  any  description,  was 
recently  exhibited  abroad.  In  this  engine 
the  exhaust  valve  is  opened  by  a  relay, 
which  takes  its  supply  from  the  main  cylin- 
der when  a  port  is  uncovered  by  the  piston 
on  reaching  the  end  of  its  forward  stroke. 
It  will  be  seen,  therefore,  that  unless  tlie 
charge  is  fired  the  exhaust  valve  does  not 
open,  and  the  charge  remains  in  the  cylin- 
der. This  feature  is  made  use  of  in  govern- 
ing the  engine.  The  ignition  is  electrical, 
and  the  governor  consists  simply  of  a 
weight  mounted  on  a  spring  attached  to  the 
flywheel.  As  the  speed  rises,  this  weight 
moves  out  under  the  action  of  the  centrif- 
ugal force,  and  in  doing  so  opens  a  switch 
in  the  ignition  circuit,  thus  preventing  the 
charge  being  fired.  The  latter  remains  shut 
up  in  the  cylinder,  as  already  explained,  and 
is  fired  when  the  speed  falls  low  enough  to 
allow  the  switch  to  close.  The  spark  is 
tinted  by  a  rod  attached  to  the  piston,  which 
separates  the  contacts  inside  the  cylinder. 


Fred   Hoyt   is   Reinstated. 

Fred  Hoyt,  of  Boston,  Mass.,  who  was 
suspended  on  charges  of  professionalism 
growing  out  of  his  appearance  at  the 
Chicago  Motorcycle  Club's  race  meet  on 
July  4th,  when  he  swept  the  boards  clean, 
has  been  reinstated  by  the  F.  A.  M.  Com- 
petition Committee. 

The  circumstances  surrounding  Hoyt's 
case  were  most  unusual.  On  purely  circum- 
stantial evidence  almost  any  jury  would 
have  "hung"  Hoyt.  Without  apparent  reason 
and  not  being  a  man  of  affluence  and  being 
also  a  "purified"  professional,  he  made  a 
journey  of  some  1,500  miles  and  competed 
on  a  machine  loaned  to  him  by  a  manu- 
facturer, leaving  but  one  inference  to  be 
drawn.  In  the  investigation  conducted  by 
Chairman  Douglas,  of  the  F.  A.  M.  Com- 
petition Committee,  Hoyt  executed  an  affi- 
davit admitting  that  while  he  did  not  pay 
his  entry  fees  and  did  not  own  the  machine 
he  rode,  he  had  received  no  money  or 
promise  of  it,  directly  or  indirectly.  His 
then  employers,  the  Napier  Motor  Co.,  also 
certified  that  Hoyt  visited  Chicago  in  their 
interests,  that  they  paid  his  expenses  and 
gave  him-  permission  to  compete  in  the 
motorcycle  races.  They  supplied  the  dates 
of  his  departure  and  return  and  the  places 
he  visited  in  their  behalf. 

As  the  charges  emanated  from  Chicago 
and  Milwaukee,  Chairman  Douglas  left  the 
decision  to  J.  A.  Turner,  the  Chicago  mem- 
ber of  the  committee,  who  in  the  face  of  the 
evidence,  could  not  but  vote  for  Hoyt's 
reinstatemefit.  Turner  was  absent  when 
the  papers  in  the  case  reached  him — a  fact 
which  worked  some  hardship  to  Hoyt.  The 
latter  has  since  re-entered  the  employ  of 
the  Hendee  Mfg.  Co.  and  was  in  evidence 
at  the  F.  A.  M.  meet  in  Rochester.  He  was 
anxious  to  compete  in  the  championships, 
but  as  no  word  could  be  obtained  from 
Chicago,  he  was  forced  to  stand  down. 
Unlike  the  general  run  of  racing  men,  Hoyt 
accepted  the  hardship  in  good  part  and 
emitted   not    even    a    grumble. 


bout,  on  Brunettes,  and  C.  M.  Frink  on  a 
Wagner.  In  all  there  started  28  Indians, 
4  R-S's,  3  Yales,  2  Wagners,  2  Lights,  2 
Brunettes   and  2  Puegeots. 


Motorcyicle  "Slaughter"  at   Los  Angeles. 

The  reorganized  Los  Angeles  Motorcycle 
Club  held  its  first  event  on  Sunday,  8th 
inst. — a  run  from  Los  Angeles  to  San 
Bernardino  and  return,  140  miles.  Although 
110  miles  short  of  the  recognized  distance 
of  an  endurance  contest,  the  usual  rules 
governing  the  latter  were  applied. 

Without  apparent  reason  the  "mortality" 
was  appalling.  Although  weather  and  roads 
were  favorable,  of  the  46  starters  but  27 
survived  within  the  time  limit  and  of  the 
27  but  19  were  credited  with  perfect  per- 
formances. The  latter  were  as  follows: 
L.  H.  Morrison,  V.  L.  Schott,  Oscar  Otto, 
M.  Smith,  G.  G.  Swinnerton,  Allie  Hamil- 
ton, V.  Maple,  C.  E.  Maple,  P.  Symonds, 
J.  Boyd,  W.  Thompson,  Fred  Burnwood 
and  L.  Barker,  all  of  whom  rode  Indians; 
J.  A.  W!  Gates,  W.  C.  Collins  and  D.  R. 
Somers,  on   R-S's;   F.  Benkert  and  M.  Re- 


Park  Circles  Race  on  Staten  Island. 

On  Sunday,  ISth  inst.,  the  Park  Circle 
Cycle  Club  of  Brooklyn,  held  a  series  of 
short  road  races  on  Staten  Island,  its  mem- 
bers sharing  the  four  events  impartially 
with  their  visitors.  In  the  one-mile  handi- 
cap, the  best  event  of  the  day,  Charles  H. 
Stein,  of  the  hosts,  with  fifteen  yards  handi- 
cap, won  from  Louis  J.  Weintz,  of  the  N. 
Y.  A.  C,  and  Victor  J.  Lind,  of  the  Park 
Cycle  Club,  both  scratch  men,  in  a  close 
finish.  In  the  two-mile  handicap,  Arthur 
Rhodes,  of  the  Century  Road  Club  of  Amer- 
ica, won  from  60  yards,  over  Weintz  and 
Lind,  both  scratched,  with  H.  Missner,  of 
the  Park  Club,  trailing  behind  from  the  80- 
yard  mark.  Sam  Barnett  took  first  prize  in 
the  quarter-mile  slow  race,  while  Weintz 
took  the  one  hundred  yard  dash.  The 
summaries: 

Two-mile  handicap — Won  by  Arthur 
Rhodes,  C.  R.  C.  of  A.  (60  yards) ;  second, 
L.  J.  Weintz,  N.  Y.  A.  C.  (scratch);  third, 
V.  J.  Lind,  Park  C.  C.  (scratch);  fourth, 
M.  Missner,  Park  C.  C.  (80  yards). 

One-mile  handicap — Won  by  Charles  H. 
Stein,  Park  C.  C.  (IS  yards);  second,  L.  J. 
Weintz,  N.  Y.  A.  C.  (scratch);  third,  V.  J. 
Lind,  Park  C.  C.  (scratch") ;  fourth,  Law- 
rence  Reynolds,   Park  C.  C.   (scratch). 

One-quarter  mile  slow  race — Won  by 
Sam  Barnett,  P.  C.  C;  second.  Mat  Barnett. 
P.   C.   C;  third,  Charles  H.  Stein,  P.  C.  C. 

One  hundred  yard  dash — Won  by  L.  J. 
Weintz,  N.  Y.  A.  C;  second,  Charles  H. 
Stein,  P.  C.  C;  third,  H.  Missner,  P.  C.  C. 


Veterans  to  Hold  Eighth  Century. 

Following  precedent,  the  riders  of  Greater 
New  York  will  hold  what  is  to  be  known  as 
the  Veterans'  Eighth  Annual  Century  Run, 
in  the  second  of  a  two-day  outing  on  Long 
Island,  planned  for  Saturday  and  Sunday, 
August  11  and  12.  The  main  division  of 
the  riders  will  start  on  Saturday  afternoon, 
going  to  Sag  Harbor  by  boat,  and  running 
to  Jamaica  and  back  on  Sunday,  while  a 
second  contingent  will  meet  at  Fifty-ninth 
street  and  Eighth  avenue.  New  York,  on 
Sunday  morning,  riding  out  to  Patchogue, 
the  dinner  stopping  place,  afterward  return- 
ing with  the  main  division,  and  thus  quali- 
fying for  the   century  medals. 

The  reunion  is  in  charge  of  those  veter- 
ans, D.  M.  Adee,  C.  P.  Staubach,  J.  T.  Wall, 
H.  E.  Ducker,  D.  H.  Lodge,  R.  A.  Van 
Dyke,  J.  E.  Castles,  G.  S.  Sweet,  P.  Thomas, 
E.  L.  Ferguson  and  H.  Von  Rodeck.  All 
the  other  old  timers  are  expected  to  partici- 
pate to  the  fullest  possible  extent  and  all 
riders,  with  or  without  club  affiliations,  are 
welcome  to  participate.  Full  particulars 
may  be  obtained  of  C.  P.  Staubach,  220 
Broadway,  or  of  D.  M,  Adee,  18  Cortlandt 
street.  New  York  City. 


I'HE  BICYCLING  WORLD 


483 


EXTEMPORIZED   A   TANK 


It  Wasn't  Much  of  a  Tank,  but  it  Saved  the 
Motorcyclist  a  Long  Walk. 


i 


It  seldom  happens  in  the  course  of  a 
season's  running  that  it  becomes  necessary, 
literally,  to  "feed  the  motor  with  a  spoon." 
Yet  the  occasion  sometimes  arises,  and 
when  it  does,  it  is  well  for  the  motorcyclist 
to  be  ready  to  meet  it.  This  is  the  misfor- 
tune which  befell  one  man  on  a  lonely  road, 
and  how  he  overcame  it. 

He  had  been  plugging  along  very  com- 
fortabljf  for  a  while,  long  enough,  in  fact,  to 
get  well  out  of  the  reach  of  assistance,  when 
suddenly  and  most  unaccountably,  the  con- 
nection to  the  feed  pipe  became  unsoldered 
from  the  tank  and  the  precious  fluid  began 
to  flow  out  into  the  road.  Quickly  dis- 
mounting, he  stuffed  his  handkerchief  into 
the  break,  and  succeeded  at  length  in  stop- 
ping the  waste,  but  what  to  do  next,  was 
something  of  a  conundrum.  Giving  it  up 
for  a  bad  job,  he  trundled  the  mount  two 
or  three  miles  of  dusty  highway  until  he 
came  to  a  farm  house  where  he  got,  for  a 
suitable  consideration,  a  small  bottle.  He 
had  hoped  to  find  many  things  far  more 
useful  to  him  there,  but  his  hopes  deceived 
him  and  he  had  to  put  up  with  the  bottle — 
an  empty  one,  at  that. 

First  of  all,  he  pulled  the  handkerchief 
out  of  the  hole  in  the  tank,  and  managed 
to  catch  the  remainder  of  his  fuel  in  the 
bottle,  which  was  well  enough  as  far  as 
it  went,  but  did  not  seem  to  help  him  out  of 
his  dilemma,  until  the  water  container  of 
his  acetylene  lamp  happened  to  catch  his 
eye.  Removing  this,  he  strapped  it  to  the 
upper  tube,  over  the  tank,  and  connected  it 
with  the  carburetter  by  means  of  a  short 
length  of  rubber  tubing  which  happened  to 
be  in  the  tool  bag.  Thus,  having  estab- 
lished connection  with  the  carburetter,  it 
was   an  easy  matter  to  start  the  machine. 

The  container  was  so  small,  however,  that 
it  quickly  ran  dry  and  had  to  be  replenished 
from  time  to  time  from  the  bottle.  Getting 
home,  a  distance  of  ten  or  twelve  miles, 
was  not  a  simple  matter  by  any  means,  as  it 
involved  dismounting  every  mile  or  so  to 
refill  the  container  from  that  blessed  bottle. 
But  despite  the  annoyance  of  the  frequent 
stops,  it  was  clearly  better  than  walking, 
and  the  rider  sailed  home  on  the  last  few 
drops  of  gasolene,  thanking  his  stars  that 
it  had  been  no  worse  after  all. 


Rhoda  as  a  Cycle  Thief. 

Now  that  "Roaming  Rhoda"  has  learned 
to  ride  a  bicycle,  cyclists  of  eastern  Penn- 
sylvania and  Delaware  will  have  to  be  more 
careful  about  leaving  their  mounts  unat- 
tended and  in  tempting  positions.  Rhoda 
is  a  girl  tramp,  who  hitherto  has  distin- 
guished herself  only  by  riding  on  freight 


trains,  and  escaping  arrest  in  her  travels, 
which  are  extensive.  On  Friday,  13th  inst., 
however,  she  took  a  fancy  to  a  bicycle  be- 
longing to  a  small  boy  in  Weston's  Mills, 
N.  J.,  and  rode  off  with  it.  When  she  came 
to  the  freight  house  in  George  street.  New 
Brunswick,  however,  she  abandoned  it  for 
her  old  love,  and  took  a  "side  door  Pull- 
man"  instead. 


BEERS   RESCUES   VAILSBURG 


Lawyer   Obtains   Control   and   Racing   will 
Continue — Kramer   to    Ride. 


Two  of  the  Rochester  Workers. 

The  brunt  of  the  F.  A.  M.  meet  at  Roch- 
ester fell  on  two  members  of  the  Rochester 
Motorcycle  Club — Dr.  C.  W.  LaSalle,  chair- 
man of  the  general  committee,  and  W.  B, 
Williams,   chairman   of  the   racing   commit- 


tee, both  of  whom  are  here  pictured  and 
who  seem  to  show  the  effects  of  the  hard 
work.  Both  rendered  valiant  service.  They 
were  here,  there  and  everythere  and  prac- 
tically abandoned  home  and  business  during 
entire  week.  In  the  picture  Dr.  La  Salle  is 
standing  at  the  right  of  Mr.  Williams. 


38  Complete  End  to  End  Run. 

What,  by  reason  of  its  popularity  and  in 
point  of  its  rigorous  performance,  was  con- 
ceded to  be  the  greatest  motorcycle  event 
England  ever  has  seen,  was  completed  on 
Saturday,  June  16th,  when  thirty-eight  of 
seventy-three  starters  completed  the  six 
day's  Land's  End  to  John  O'Groat's  endur- 
ance trial.  The  distance  is  approximately  889 
miles,  and  several  mountain  passes  had  to 
be  crossed,  despite  which  a  close  schedule 
was  laid  dcJwn,  allowing  for  a  maximum- 
minimum  time,  and  necessitating  an  average 
rate  of  from  fifteen  to  twenty  miles  per 
hour.  Of  those  who  finished,  fourteen 
achieved  perfect  scores,  and  were  awarded 
gold  medals  accordingly.  Eleven  others, 
having  made  85  per  cent,  of  the  total  score, 
received  second  av^ard,  while  others  who 
finished  were  given  silver  or  bronze  medals, 
according  to  their  scores. 


Unexpectedly,  the  Vailsburg  track  has  ob- 
tained a  new  lease  of  life.  Edwin  Beers, 
a  Newark  lawyer  and  an  ardent  sportsman, 
has  thrown  himself  into  the  breach  caused 
by  the  retirement  of  C.  B.  Bloemecke,  and 
having  obtained  control  of  the  track,  he  will 
continue  to  promote  races  each  Sunday. 
He  has  selected  Al.  Guery  as  track 
manager. 

The  first  meet  under  the  new  auspices 
will  occur  to-morrow.  Champion  Frank  L. 
Kramer,  who  returned,  from  abroad  early 
this  week,  will  appear,  as  also  will  a  num- 
ber of  the  pros  who  went  on  strike  against 
the  Bloemecke  management. 


"Walt"  Wilson  Killed  in  Auto  Accident. 

Walter  W.  Wilson,  long  identified  with 
the  cycle  racing  game,  was  instantly  killed, 
and  Louis  Block,  an  old  racing  man,  was 
seriously  injured  near  Buffalo,  N.  Y.,  as 
the  result  of  an  automobile  accident  yester- 
day. Block  was  testing  out  a  new  car  and 
had  Wilson  in  the  front  seat  with  him. 
While  traveling  at  a  fast  rate  of  speed  Block 
swerved  to  pass  a  vehicle  and  Wilson,  think- 
ing the  car  would  skid  into  the  ditch,  grab- 
bed the  steering  wheel,  with  disastrous 
results,  the  car  colliding  with  a  telegraph 
pole.  Wilson  was  instantly  killed  and  Block 
was  removed  to  a  hospital  with  four  broken 
ribs.  Mrs.  Wilson,  who  also  was  in  the 
car,  sustained  injuries  but  will  recover. 

Wilson  this  year  succeeded  Abbott  Bas- 
sett,  as  chairman  of  the  National  Cycling 
Association  Board  of  Appeals,  his  first  case 
being  the  reinstatement  of  Charles  A.  Sher- 
wood as  an  amateur.  He  was  one  of  the 
first  members  of  the  Board  of  Control,  rep- 
resenting west  New  York  State  in  1899  and 
1890;  since  that  time  he  has  been  a  member 
of  the  Board  of  Appeals.  He  was  at  one 
time  president  of  the  Press  Cycling  Club, 
a  famous  Buffalo  organization  in  its  time, 
and  was  one  of  the  noted  starters  in  bicycle 
races  a  decade  ago.  He  leaves  a  widow  and 
two  small   children. 


Sues  for  Return  of  Fine. 

Because  it  is  not  specifically  forbidden 
to  ride  a  bicycle  on  a  cement  sidewalk  by 
the  city  ordinances  of  Indianapolis,  Ind., 
"Dan"  Ruller  has  filed  suit  to  vacate  the 
judgment  of  a  local  justice  of  the  peace  who 
fined  him  $10.40  for  riding  on  a  sidewalk 
in  violation  of  the  law.  The  law  in  ques- 
tion, in  defining  the  offense  of  riding  on 
the  sidewalk,  mentions  almost  every  con- 
ceivable kind  of  pavement  except  cement. 
Therefore,  as  Ruller  was  riding  on  a  ce- 
ment walk  at  the  time  of  his  arrest,  he 
'claims  the  judgment  was  unlawful.  In  a 
similar  case  which  arose  some  time  ago,  a 
dismissal  was  obtained  on  the  same  ground. 


484  THE  BICYCLING  WORLD 


The  Rain  and  Mud  and  Hills 

of  the  F.  A.  M.  390  Miles  Endurance  Contest 

Proved  Convincingly 

that  so  far  as  concerns  the 

Yale=California 

''Belt  Troubles"  Have   Been   Eliminated 


jJn  ^x^'-Jfiiji^mym:^''  ■'^' 


and  that  the  Yale=California   Belt,  coupled  with  sound    mechanical  design  and 
construction,  wastes  no  power.  It  was  the  only  belt  machine  that  "survived." 

4  Yale=Californias  Started,  and  3  Completed  the  Strenuous  Journey;    the 
fourth  was  put  out  by  tire  troubles. 


Price,  $175.00 

You  may  pay  more  but  you  cannot  get  more  or  better  for  your  money. 


Are  we  represented  in  your  vicinity  ? 


THE  CONSOLIDATED  MFG.  CO.,     =     Toledo,  Ohio. 


THE  BICYCLING  WORLD 


485 


His  FIRST  EXPERIENCE 


He  wasn't  Looking  for  Excitement,  but  got 
it  when  he  Tried  an  Ex-pacer. 


"First  experiences  are  often  laughable 
and  sometimes  painful;  I  think  my  initial 
try  at  handling  a  motor  bicycle  were  both 
and  mainly  the  latter,"  said  an  old  cyclist 
to  a  Bicycling  World  man,  the  other  day. 

"Circumstances  could  hardly  have  been 
more  adverse,  but  then  the  adventure  was 
not  entirely  of  my  own  choosing.  I  had 
missed  the  last  trolley  car  intervening  be- 
tween me  and  the  two  miles  of  road  that 
led  to  the  station  where  I  had  left  my 
bicycle.  Common  sense  plainly  said  'get 
a  horse'  or  'hoof  the  two  miles  and  do  the 
rest  on  the  bicycle.  The  two  miles  were 
all  up-hill,  but  over  a  beautiful  macadam 
road;  the  'rest'  represented  a  stretch  vari- 
ously put  down  as  anywhere  from  three 
to  five  miles  of  the  most  indifferent  kind 
of  cow  paths  with  one  very  respectable 
bump  to  mount  and  its  equal  to  descend  on 
the  other  side.  I  have  never  wished  for  a 
coaster  brake  quite  as  much  as  in  descend- 
ing that  hill  for  it  not  only  turns  sharply 
to  the  left  at  the  foot,  but  there  is  a  sand 
patch  at  the  bottom  just  long  enough  to 
throw  a  man  very  neatly.  There  are  few 
things  that  are  more  conducive  to  losing 
control  of  the  machine  than  a  plunge  into 
one  of  these  sand  pits  when  going  at  a  good 
clip.  That's  my  experience,  at  any  rate,  and 
I  suppose  that  tallies  with  the  majority. 

"But  to  get  back  to  my  story  of  hard 
luck.  A  friend  who  is  in  the  automobile 
business  and  who  is  a  keen  motorcyclist, 
placed  his  machine  at  my  service.  He  not 
only  offered  it  but  urged  me  to  take  it 
and  my  protests  that  I  was  afraid  of  wreck- 
ing it  were  of  no  avail.  He  was  willing 
to  risk  the  machine  if  I  would  take  it!  To 
tell  the  truth,  I  was  more  anxious  about  my 
precious  neck  and  I  reallj  feared  the  beast 
for  nothing  else  describes  it.  It  was  noth- 
ing more  or  less  than  a  small  two-wheeled 
automobile  with  all  the  disadvantages  and 
none  of  the  advantages  of  the  latter.  To 
me  it  was  a  monstrosity  and  I  do  not  know 
how  I  ever  allowed  my  ordinary  stock  of 
common  sense  to  dwindle  away  to  an  ex- 
tent where  I  could  be  persuaded  to  get  on 
the  thing.  It  was  an  old  Orient  pacing 
machine  and  struck  me  as  about  the  most 
unwieldly  mass  of  machinery  that  I  had 
ever  laid  eyes  on;  about  five  feet  long,  with 
a  motor  big  enough  to  run  a  trolley  car 
and  a  pair  of  wicked  looking  handle  bars 
extending  the  whole  length  of  the  machine 
to  the  dinky  little  saddle  perched  right  over 
the  rear  wheel  that  had  a  tire  big  enough 
for  an  automobile.  It  is  still  the  greatest 
of  mysteries  to  me  how  I  ever  screwed  up 
enough  courage  to  attempt  to  manage  it 
in  the  open  street,  much  less  on  the  dark 
back  roads  where  a  man  would  lie  all  night 
without  the  faintest  chance  of  being  found, 
if  he  happened  to  meet  with  an  accident. 

"But    my   friend   was    pressifig.      It   was 


simpler  than  the  proverbial' falling  off  '  a 
log  according  to  his  way  of  putting  it  and 
a  local  'butter-in'  assured  me  that  it  was 
only  necessary  to  sit  in  the  saddle  and  guide 
it.  If  I  knew  how  to  ride  a  bicycle  that 
wass  all  that  was  needed.  All  you  had  to 
do  was  to  jump  on  and  be  off.  And  my 
friend  took  pains  to  tell  me  I  would  be 
home  in  two  minutes — the  machine  was 
capable  of  doing  a  mile  a  minute.  Ten 
miles  an  hour  is  a,  dangerous  pace  on  those 
cow  paths  in  the  backwoods  and  I  was 
more  interested  in  learning  how  slowly 
it  would  travel  than  how  fast.  'You  can 
slow  her  down  to  a  walk  by  reaching  over 
and  lifting  this  little  lever,'  I  was  assured. 
'Here  is  your  spark  advance  and  retard  and 
you  can  make  her  go  as  fast  as  you  like 
with  this  and  here's  your  gasolene,'  was  also 
added.  The  stretch  that  was  implied  by 
'just ,  reaching  over'  gave  me  fresh  qualms. 
From  the  saddle  on  the  rear  wheel  nothing 
less  than  a  'boarding  house'  reach  could 
bring  that  exhaust  valve  lifter  into  your 
hand  and  as  it  moved  forward  it  was  neces- 
sary to  stretch  still  more  to  operate  it. 
I  suppose  it  did  not  present  special  diffi- 
culty to  an  experienced  rider,  but  once  it 
got  out  of  my  hand  it  meant  a  stop  and  a 
new  start  every  time,  for  I  had  to  cling  to 
one  end  of  that  horribly  awkward  handle 
bar  at  the  same  time  and  that  meant  a 
swerve  into  a  rut  and  off  I  dropped.  But 
I'm  anticipating.  The  switch  consisted  of 
an  ordinary  split  pin  or  cotter  which  might 
or  might  not  shake  out  on  the  road,  as 
fortune  favored,  so  I  was  handed  two  or 
three  of  them  by  way  of  replacement.  I 
ran  up  and  down  the  road  with  an  inter- 
ested audience  looking  on,  but  she  never 
popped.  Her  owner  took  the  recreant  in 
hand  with  no  better  result;  then  he  jiggled 
the  split  pin  in  its  socket  and  with  a  bang- 
ing audible  a  quarter  of  a  mile  distant  he 
ran  up  and  down  the  road  a  few  times  to 
show  how  easy  it  was.  The  delightful 
looseness  of  the  various  parts  of  the  ma- 
chine of  which  the  current  switching  ar- 
rangement was  a  sample,  certainly  did  not 
go  a  long  way  toward  encouraging  me, 
but  I  had  gone  that  far  and  thought  I  would 
■go  the  rest.  I  had  a  couple  of  small  pack- 
ages that  I  was  anxious  to  take  home  that 
night,  but  I  left  them  behind  and,  stripped 
of  everything  else  superfluous,  started  off. 
I  though  that  young  road  roller  was  a 
ponderous  piece  of  machinery  when  I  first 
took  hold  of  it,  but  before  I  got  through 
it  seemed  to  me  it  weighed  a  ton. 

"However,  I  ran  her  along  a  few  paces, 
managed  to  flip  the  exhaust  valve  lifter 
into  place  and  get  into  the  saddle  with  some 
degree  of  neatness.  She  started  off  with  a 
roar  like  a  six  pound  rapid  fire  rifle  and 
being  so  close  to  the  scene  of  action  was 
not  altogether-  pleasant  at  first.  Going 
slowly  every  explosion  sent  her  ahead  with 
a.  jerk  just  as  if  she  were  being  fired  out 
of  a  gun  and  that  was  most  disconcerting. 
I  was  scared,  and  anyone  could  have  seen 
it  if  it  hadn't  been  dark.  I  forgot  to  men- 
tion tlia't  the  machine  had  no  brake  of  any 


kind.  You  had  to  reach  your  foot  from  that 
extreme  rearward  position  to  the  front 
fork  and  jam  it  there  on  top  of  the  tire. 
If  you  didn't  happen  to  come  pretty  near 
the  six  foot  mark  and  all  legs  you  couldn't 
do  ,  it.  This  .  was  not  reassuring  by  any 
(neans,  particularly  when  I  thought  of  those 
hills  with  the  bad  places  at  the  bottom. 

"Well,  she  kept  a  banging  and  I  held  on 
so  that  almost  before  I  knew  it  I  had  run 
out  of  the  side  street,  past  the  assembled 
line  of  yokels  standing  on  the  the  village 
main  street  and  had  turned  into  the  street 
leading  up  the  long  hill  to  the  station. 
So  far  so  good,  but  the  hill  was 
just  ahead  and  I  cautiously  let  go  one 
end  of  the  handle  bar  and  reached  for  the 
spark  advance  lever.  I  couldn't  find  it  at 
first  and  when  I  did  I  shoved  it  the  wrong 
way  and  almost  brought  matters  to  a  sud- 
den standstill.  A  quick  jerk  in  the  reverse 
direction  made  things  worse  for  she  jumped 
ahead  with  a  roar  and  again  a  scrape  along 
the  road  seemed  perilous  near.  Then  I  got 
it  into  the  proper  position  and  advanced  it 
with  more  regularity  and  less  precipitation. 
The  engine  picked  up  beautifully  and  took 
the  hill  in  fine  style.  I  had  no  light  of  any 
kind,  but  it  wasn't  altogether  a  necessity 
for  people  could  hear  me  coming  a  long 
way  off  and  I  managed  to  steer  clear  of 
the  few  carriages  I  met.  My  passing  dis- 
turbed the  horses  and  their  owners  consid- 
erably more  than  avoiding  them  bothered 
me,  for  the  way  the  brute  barked  was 
Something  frightful.  I  don't  know  whether 
it  had  a  muffler  on  or  not,  and  haven't 
looked,  to  see  since. 

"The  hill  was  so  steep  that  the  machine 
could  not  get  up  a  great  deal  of  speed  so 
that  made  it  comparatively  plain  sailing; 
all  I  had  to  do  was  to  hold  on  and  steer  as 
I  had  been  told  represented  the  whole  art 
of  riding  a  motor  bicycle.  The  two  miles 
of  uphill  road  were  covered  in  such  good 
time  and  things  seemed  to  be  going  so 
finely  that  reason  was  not  uppermost  when 
I  reached  the  hotel  where  my  own  bicycle 
was  stored.  I  could  run  the  heavy  machine 
under  the  horse  shed  and  complete  the  dis- 
tance on  the  bicycle  without  any  trouble  or 
danger  and  that  was  what  common  sense 
dictated,  but  judgment  was  not  in  the 
ascendant.  The  ease  with  which  I  manipu- 
lated the  exhaust  lifter  to  slow  her  down 
in  order  to  cross  the  string  of  tracks  at 
the  station  was  encouraging  and  once  on 
the  other  side  I  let  her  out  a  bit.  I  have 
ridden  pretty  fast  in  automobiles  and  i" 
railway  trains,  but  it  seems  to  me  fifteer 
miles  an  hour  on  a  motor  bicycle  gives  one 
a  .greater  sense  of  speed  and  exhileration 
than, sixty  in  almost  any  other  way. 

"F,or  about  a  mile  the  road  was  good  with 
.but ,  slight  grades  and  few  turns,  but  even 
there  the  unexpected  shock  resulting  from 
a  .drop  into  a  rain  gully  gave  me  an  inkling 
of  what  was  in  prospect  on  the  poor  going 
further  along.  A  patch  of  sand  at  a  cross- 
ing-where  I  bade  farewell  to  the  good  road 
all  ,but  unseated  me  and  caused  the  cold 
perspiration  to  break  out  all  over  me.     It 


486 


THE  BICYCLING  WORLD 


was  but  a  forerunner  of  what  was  to  come 
and  when  finally  I  did  reach  home  I  was 
soaked  through  and  practically  a  nervous 
wreck.  There  is  nothing  quite  so  intensely 
black  as  the  darkness  of  a  stretch  of  woods 
on  a  cloudy  night  in  summer.  It  was  like 
plunging  into  the  end  of  a  submarine  tunnel 
and  the  cold,  damp  air  that  stays  in  such 
places  striking  on  my  hot  face  added  to  the 
illusion.  Those  roads  are  exactly  one 
tread  wide,  no  more  or  no  less,  though 
sometimes  they  are  so  narrow  that  the 
spokes  of  the  carriage  wheels  pick  up  dead 
branches  lying  along  the  side.  With  true 
farmer-like  wisdom,  no  one  in  that  section 
is  ever  guilty  of  carrying  a  lantern  when 
driving  at  night  and  a  horse  and  buggy 
make  mighty  little  noise  on  a  soft  dirt 
road.  What  would  be  the  result  if  I  met 
anyone  suddenly  on  one  of  those  stretches 
while  going  at  speed  may  better  be  imag- 
ined than  described.  Fortunately  for  me 
I   didn't. 

"The  alternate  ruts,  holes  and  rain  gullies 
with  an  occasional  patch  of  deep  sand  were 
most  nerve  racking  and  made  frequent 
wild  grabs  at  the  exhaust  valve  lifter  im- 
perative. It  was  impossible  to  run  the  ma- 
chine slow  enough  on  the  level  without 
doing  this.  And  it  was  not  a  case  of  reach- 
ing out  indiscriminately,  for  the  top  of  the 
cylinder  was  unpleasantly  hot — you  had  to 
pass  your  hand  across  the  top  of  it  to  reach 
the  handle  that  livmg  way  forward  and  then 
pull  back  and  downward — the  whole  opera- 
tion was  conducive  to  dragging  the  side  of 
your  hand  across  the  top  of  the  cylinder. 
But  one  experience  was  enough;  I  felt  for 
it  in  the  dark  pretty  gingerly  after  that 
and  fear  of  getting  burned  if  I  didn't  catch 
it  right  and  of  being  thrown  off  if  I  didn't 
do  it  without  delay,  certainly  added  not  a 
little   to   my   trials    and   tribulations. 

"My  real  troubles  began  when  I  ap- 
proached the  steep  hill  I  was  telling  you 
about.  It  isn't  very  long,  but  it  goes  straight 
up — entirely  out  of  the  question  for  a 
bicycle  even  if  the  surface  was  good,  which 
it  isn't.  There's  a  nasty  turn  at  the  bottom 
of  it  and  a  thick  pafch  of  woods  right  at  the 
same  place,  but  the  prospect  of  pushing 
that  locomotive  over  that  rise  was  not 
pleasant,  so  I  decided  to  rush  it  as  much  as 
I  could.  I  did,  and — well,  it's  all  kinds  of  a 
wonder  that  I'm  here  to  tell  the  tale.  I 
hugged  the  left  hand  side  of  the  road  so  as 
to  have  as  much  room  as  possible  in  which 
to  turn  without  dropping  into  the  woods 
and  that  was  my  undoing.  I  was  going 
along  like  a  traveling  Fourth  of  July  cele- 
bration with  every  nerve  alert  to  take  the 
curve  properly  and  hoping  by  all  that  was 
holy  that  there  was  no  one  coming  down 
the  hill  just  then.  Lickety  split,  bang,  hanj^', 
bang,  I  went  along  faster  than  I  had  ever 
run  the  machine  on  the  good  road.  Just 
what  happened  then  it  took  me  some  time 
to  find  out,  for  when  I  finally  picked  myself 
up  from  a  soft  spot  in  the  bushes  son'e  few 
feet  away  from  the  road,  I  was  wet  from 
head  to  foot  and  couldn't  make  out  at  first 


whether  I  had  been  perspiring  by  the  gal- 
lon or  was  bleeding  all  over  at  once.  I 
wiped  my  face  off — it  was  nothing  but 
muddy  water  and  lots  of  it.  Then  I  re- 
membered. It  had  been  raining  the  night 
before  and  going  full  tilt  I  had  run  into  a 
very  deep  rut  about  thirty  feet  long  by  a 
foot  wide  and  filled  with  water.  I  was 
wet  and  muddy  all  over.  After  nursing 
sundry  trivial  bruises  which  might  have 
been  far  worse,  I  walked  back  to  where  1 
had  soared  from  the  machine;  the  front 
wheel  had  turned  square  across,  which  ex- 
plained my  sudden  flight.  I  looked  it  over 
and  found  that  nothing  had  suffered  but 
the  improvised  switch.  I  had  more  cotter 
pins  in  my  pocket,  so  that  didn't  worry 
me  any. 

"It  was  absolutely  out  of  the  question  to 
start  the  machine  on  that  incline  as  it  took 
'all  my  strength  to  push  it  at  all.     My,  what 
a  task  it  was  to  shove  that  monster  a  hun- 
dred   yards!      I    was    absolutely    exhausted 
when,  after  toiling  inch  by  inch,   I   finally 
reached  the  top  and  dumped  it  in  the  middle 
of    the    road    to   sit    down    and    rest.      My 
thoughts      were   not   cheerful;     one    badly 
burned  hand,  one  suit  of  clothes  and  con- 
siderable    loss     of     nervous     energy     and 
strength  represented  items  that  would  not 
had   been   incurred   had    I    listened    to   the 
voice  of  reason  and  substituted  the  bicycle 
at   the   proper   time.     It   was    too   late   for 
regrets  then,  so  I  picked  up  the  brute  and 
pushed  ahead;  I  was  so  tired  that  I  could 
hardly  get  enough  headway  on  the  machine 
to    get    an    explosion,    but    finally    fortune 
favored  me.     The  road  on  the  top  of  the 
ridge  was  fair  and  I  covered  the  half  mile 
or  so  in  good  time,  but  the  first  taste  of 
the    descent    on    the    other    side    made    me 
shiver  and  it  was  with   a  great  feeling  of 
relief   that    I    hopped   off   safely.      Holding 
that   road   roller   back  on   such   a   hill   was 
fully  as  bad  as  pushing  it  up  and  I  had  to 
have  another  rest  to   consider  matters  be- 
fore remounting  at  the  bottom.    There  was 
but  one  obstacle  between  me  and  home — - 
a   hundred   yard   strip   of   deep   sand   on   a 
slight   up-grade.      If    I    could    get    through 
that  the  rest  would  be  easy.     I  started  off 
at  the  first  trial,  negotiated  a  bad  corner  in 
good   shape   and   let   her   out   to   rush   the 
sand  strip,  but  the  fates  were  against  me. 
There  were   so   many   ruts   and   bad   places 
intervening  she  had  no  speed  left  when  she 
got  to  it,  for  I  had  to  resort  to  the  exhaust 
lifter    to    save    falling.      Scarcely    ten    feet 
after  entering  it  the  motor  'died'  and  that 
meant  push.     Neither  up-hill  nor  down-hill 
pushing   are   in   the   same    class   with    soft, 
deep   sand.     I   struggled  along  a   few   feet 
and  had  to  give  up  the  task.     I  knew  the 
strip   was   hardly   more  'than   one   hundred 
yards  long  and  could  almost  tell  tell  where 
it  ended  by  the  changed  color  of  the  road, 
but  progressing  inch  by  inch  was  too  much 
for  me.    The  machine  seemed  to  go  deeper 
every  foot.     I  was  only  ten  minutes'  walk 
from  home,  so  in  despair  I  finally  dragged 
the  machine  to  one  side,  dumped  it  in  the 


bushes  and  tramped  the  rest  of  the  way, 
arriving  there  a  mental  and  physical  wreck. 
Dinner  and  a  bath  brought  comfort,  but  bed 
was  the  only  place  after  such  an  exertion. 

"How  did  I  get  the  machine  back?  If 
I  hadn't  been  under  obligations  to  return 
it  I  think  it  would  be  lying  in  the  bushes 
still.  But  as  it  was  I  hired  a  farmer  and 
his  team  to  truck  it  to  the  station  the  next 
day  and  telephoned  its  owner  to  come 
for  it  if  he  wanted  it,  as  after  my  experience 
I  would  not  tackle  it  again  even  on  a 
good  road." 


Johannesburg  as  a  Cycling  Center. 

Not  long  since  it  was  thought  that  the 
City  of  Nuremberg,  Germany,  was  the 
proud  possessor  of  the  record  where  the 
number  of  bicycles  in  use  in  proportion  to 
the  total  population  is  concerned,  there 
being  no  less  than  30,000  bicycles  registered, 
the  census  crediting  the  city  with  300,000 
people.  Now  Johannesburg,  South  Africa, 
arises  to  protest,  and  from  the  figures 
brought  to  bear  on  the  subject  it  is  evident 
that  the  German  town  is  merely  an  also  ran; 
it  is  not  in  the  same  class  at  all.  The  South 
African  center's  population  is  given  as  close 
to  160,000  in  round  numbers,  of  which  about 
85,000  are  white  and  75,000  "colored,"  which 
probably  means  all  colors  but  white.  In 
this  number  there  are  27,473  bicycles  and 
276  motorcycles  or  practically  double  the 
German  city's  showing.  These  figures  are 
taken  from  the  official  records,  as  there  is 
a  law  compelling  the  licensing  of  bicycles, 
but  as  it  is  not  said  to  be  strictly  enforced, 
the  total  referred  to  above  would  probably 
be  considerably  increased  if  the  number 
not  complying  with  the  law  could  be  ascer- 
tained. The  license  fee  is  about  60  cents  a 
year.  The  number  is  carried  on  a  brass  tag 
bolted  to  the  machine  and  it  is  also  stamped 
on  the  seat  pillar  clip.  Whenever  a  change 
of  ownership  takes  place  notice  must  be 
given  to  the  authorities.  So  many  natives 
now  ride  bicycles,  however,  that  a  pessi- 
mistic cry  has  gone  up  that  the  whites  are 
likely  to  cease  riding. 


Most  Strenuous  of  all  Cycle  Contests. 

That  an  automobile  of  25  to  50  horse- 
power should  be  capable  of  being  driven  on 
an  average  of  75  to  100  miles  a  day  and 
cover  1,200  miles  in  the  course  of  a  fort- 
night, allowing  for  periods  of  rest  for  the 
driver,  is  acclaimed  as  something  marvel- 
lous and  extraordinary.  But  it  is  a  feat  that 
dwindles  into  insignificance  when  compared 
with  the  task  undertaken  by  the  bicycle 
riders  competing  in  the  annual  Tour  de 
France  which  started  a  fortnight  since.  A 
total  distance  of  2,780  miles  has  to  be  cov- 
ered in  thirteen  days  riding  time,  or  rather 
racing  time,  for  it  is  a  race  every  foot  of 
the  way.  The  average  daily  run  is  the  very 
respectable  stretch  of  210  miles,  while  on 
one  day  the  task  is  set  at  290  miles.  It  is 
a  test  of  endurance  such  as  only  the  human 
machine  is  capable  of. 


THE  BICYCXING  WORLD 


487 


TESTS  WITH  ACETYLENE  GAS 


Amateur  Experimenter  Says  it  Greatly  In- 
creases Power — His  Trials  and  Conclusions. 


Although  his.  motor  may  run  beautifully, 
and  develop  all  the  power  which  can  in 
reason  be  expected  from  it,  it  is  safe  to  say 
that  no  motorcyclist  exists  who  could  not 
use  a  little  more  power  than  it  yields,  even 
though  in  general  he  may  have  no  fault 
to  find  with  it.  That  being  the  case,  all 
riders  are  interested  in  the  news  which  de- 
yelops  from  time  to  time  of  experiments 
which  are  being  conducted  with  different 
sorts  of  fuel,  with  an  eye  to  increasing  the 
5power  without  increasing  the  size  and  bulk 
of  the  motor  or  increasing  its  complica- 
tion. Among  these  reports,  are  mentioned 
the  results  to  be  obtained  from  the  use  of 
acetylene  gas,  which  make  it  at  first  appear 
to  be  a  most  promising  vapor  for  the  pur- 
pose. 

The  chief  difficulty  in  its  adaptation  ap- 
pears to  be  that  of  the  timing  of  the 
ignition.  For  the  gas  ignites  so  much  more 
rapidly  than  does  the  ordinary  gasolene 
vapor,  that  the  common  adjustment  of  the 
machine  will  not  work  at  all  well.  In  a 
recent  article  appearing  in  a  foreign  journal, 
an  amateur  investigator  gives  the  result  of 
some  of  his  own  tests,  which  bare  upon 
this  very  point. 

J  "It  is  only  a  question  of  the  time  taken 
to  fire  the  charge  where  the  advisability 
or  not  of  using  acetylene  comes  in,"  is  his 
ifconclusion  of  the  matter. 
■  "If  the  engine  revolves  2,000  per  minute, 
the  firing  stroke  occurs  1,000  times  per 
minute,  and  its  length  is  1-2,000  minute,  or 
.03  second.  Acetylene-  at  the  same  initial 
pressure — four  atmospheres — takes  about 
■01  second.  Therefore  the  acetylene  fires 
three  times  as  quickly  as  the  petrol,  hence 
the  spark  must  never  be  advanced  over  the 
dead  point,  as  is  done  now  with  petrol. 

"I  have  found  it  difficult  to  start  the  en- 
gine firing  when  using  acetylene;  as  it  often 
fires  too  soon  for  the  speed  and  pulls  it  up, 
but  if  started  on  a  hill  and  the  gas  then 
admitted  it  fires  beautifully  but  very  forc- 
ibly. The  strange  part  is,  however,  its 
fickleness,  since  I  ran  for  three  hours  on  a 
recent  Monday  with  it,  but  on  the  Thurs- 
day following  I  only  obtained  two  fright- 
ful bangs  after  half  an  hour's  hard  pedal- 
ling, one  of  which  burst  the  silencer. 

"Acetylene  gas  deposits  a  considerable 
amount  of  moisture  in  the  engine,  making 
the  plug  quite  wet.  This  I  found  to  be  a 
good  feature,  as  after  a  little  time  this  took 
off  the  sharpness  of  the  explosions,  owing 
no  doubt  to  the  presence  of  a  small  amount 
of  steam.  The  odors  given  off  in  an  en- 
closed building  are  suffocating,  and  liable 
to  cause  nausea  and  headache. 

"In  conclusion,  though  I  have  tried  this 
gas  in  a  3yi  horsepower  engine  as  well  as  a 
1j4  horsepower,  I  should  be  rather  diffident 
about  using  it  in  heavy  engines  with  a  high 


compression,  owing  to  the  difficulty  of  get- 
ting up  speed  enough  to  make  its  use  safe." 

A  later  report,  however,  shows  that  in 
combination  with  either  kerosene  or  gaso- 
lene, more  practical  results  are  derivable. 
With  the  former  he  finds  it  advisable  to 
supply  a  certain  amount  of  artificial  heat, 
which  is  not  always  an  easy  matter  to  ac- 
complish.   As  to  these  later  results,  he  says: 

"A  very  good  combination  is  derived  from 
using  acetylene  in  conjunction  with  either 
petrol  or  paraffin.  If  paraffin  is  used  it 
must  be  warmed  when  passing  through 
the  carburetter,  as  if  used  cold  the  engine 
stops.  The  1906  Quadrant  motor  bicycle, 
which  has  many  refinements,  has  a  hot  air 
pipe  from  the  silencer  to  the  carburetter, 
and  when  the  tap  is  open  the  paraffin  be- 
comes sufficiently  warmed  to  fire.  Whether 
using  paraffin  or  petrol  I  found  a  decided 
advantage  in  admitting  the  acetylene  gas 
in  either  of  two  ways — first,  through  the 
extra  air  inlet  provided  with  the  motor- 
cycle sizes  of  the  Longuemare  carburetter; 
and,  secondly,  via  the  lower  air  intake  at 
the  bottom.  This  plan  I  think  is  the  bet- 
ter, as  then  the  gas  has  a  fairer  chance  of 
mixing  with  the  petrol  mixture  before 
entering  the  cylinder.  A  nozzle  can  easily 
be  fixed  in  this  position,  which  directs  the 
stream  of  acetylene  gas  to  tli6  gauze  over 
this  intake,  whence  it  is  sucked  into  the 
carburetter.  I  use  a  flexible  rubber  tube 
attached  to  this  nozzle  and  affixed  on  to 
an  ordinary  lamp  generator,  which,  if 
opened  sufficiently  to  give  a  moderate  flame 
in  the  lamp,  will  supply  enough  gas  to 
make  a  marked  effect  in  the  power.  This 
is  not  the  same  as  giving  a  stronger  petrol 
mixture,  because,  as  I  pointed  out  before, 
the  character  of  the  respective  explosions 
is   different. 

"When  once  the  engine  is  running  better 
effects  can  be  obtained  by  using  paraffin, 
because  it  is  somewhat  more  powerfid, 
and,  what  is  more  important  still,  the  time 
of  inflammation  is  slightly  greater,  which 
serves  to  counteract  the  sharpness  of  the 
explosion  from  the  acetylene.  Still  better 
results  can  be  obtained  by  mixing  a  little 
water  or  water  and  vapor  with  the  charge, 
as  this  makes  the  explosion  more  of  a  push. 
This,  however,  I  cannot  describe  now,  as 
it  is  a  somewhat  lengthy  process. 

"Considering  that  the  best  petrol  en- 
gines of  the  present  time  only  give  about 
fifteen  per  cent,  mechanical  efficiency,  there 
is  evidently  a  very  wide  scope  for  improve- 
ment in  this  direction.  If  indicator  dia- 
grams are  examined  a  great  contrast  is 
observed  between  those  of  the  internal  com- 
bustion engine  and  the  steam  engine.  In 
the  case  of  the  internal  combustion,  one 
might  say,  speaking  loosely,  that  it  is  only 
the  first  half  of  the  explosion  stroke  which 
is  of  value,  since  the  force  due  to  the  latter 
portion  is  in  many  cases  almost  a  negligible 
quantity.  Now,  if  we  can  maintain  a  high 
pressure  on  the  piston  head  all  through 
the  _  stroke,  .we    should    gain    an    immense 


amount  of  additional  power  from  the  same 
sized  engines  as  are  use  now,  and  this 
would  be  of  greater  benefit  to  the  mototy 
cycle  than  any  other  motor  vehicle,  since 
engines  of  corresponding  power  might  be 
made  smaller  and  lighter  as  their  efficiency 
increases.  If  an  ideal  fuel  can  be  discov- 
ered for  use  in  these  engines  the  progress 
of  this  industry  will  be  far  more  rapid  even 
than  it  has  been  in  the  past." 


The  Causes  of  Rust. 

It  was  formerly  believed  that  the  reason 
why  iron  exposed  to  the  atmosphere  rusted 
was  because  it  simply  oxidized.  Afterwards 
it  was  suggested  that  the  first  stage  in  the 
rusting  of  this  metal  is  the  production,  unt 
der  the  influence  of  carbonic  acid,  of  fer- 
rous carbonate,  which  is  afterwards  con- 
verted into  rust.  Five  years  ago,  however; 
Prof.  Dunster  put  forward  a  new  explana- 
tion. He  thought  that  pure  oxygen  in  the' 
presence  of  water  attacked  the  iron,  giving 
rise  to  ferrous  oxide  and  hydrogen  per- 
oxide, and  that  a  portion  of  the  latter  con- 
verted the  ferrous  oxide  into  rust,  while 
the  remainder  directly  attacks  the  iron, 
causing  a  fresh  quantity  of  ferrous  oxide/ 
when  this  is  again  oxidized  in  a  very  similar 
way. 

Dr.  G.  T.  Moody  has  shown  that  if  very 
special  precautions  are  taken  to  exclude  alt 
traces  of  carbon  dioxide,  then  iron  may  be 
left  in  contact  with  pure  oxygen  and  watei; 
for  many  weeks,  without  undergoing  an;^^ 
change.  In  one  of  the  experiments  thirty^ 
times  as  much  oxygen  as  is  required  tej 
convert  the  whole  of  the  iron  into  oxide, 
was  passed  during  the  course  of  a  few- 
weeks,  but  there  was  absolutely  no  rust;{ 
But  if  the  air  were  not  freed  from  carbon 
dioxide,  rusting  commenced  at  once,  and' 
in  seventy-two  hours  the  whole  of  the  metal 
was  corroded.  There  would  seem  no  basis,, 
therefore,  for  the  assumption  that  iron  can' 
be  caused  to  rust  by  pure  water  and  purq 
oxygen  only. 


Too  Ready  Use  of  the  File. 

It  is  just  as  well  not  to  be  too  ready  witlv' 
a  file  in  attempting  to  set  things  right  about 
the  mount.  This  applies  particularly  to  the 
needle  of  the  carburetter.  In  any  but  skillei}' 
hands  a  file  is  more  apt  to  prove  the  means 
of  destruction  than  repair,  so  that  when  it 
looks  as  if  the  needle  of  the  carburetter  je 
did  not  seat  well,  it  will  prove  to  be  by  fa 
the  better  part  of  discretion  to  let  well 
enough  alone  until  the  proper  facilities  ara' 
at  hand  to  effect  the  desired  change. 

A  file  appears  to  be  about  the  simplest, 
tool  to  handle  that  could  possibly  be  de-j 
vised  but  not  one  man  in  a  hundred  who  hap' 
not  had  previous  experience  in  its  use  can.' 
file  a  true  surface.  As  to  achieving  the  per-1 
feet  symetry  requisite  in  the  carburetter 
needle,  that  is  asking  too  much.  Nothing/ 
short  of  a  lathe  will  do  it  and  a  few  minJ 
utes  with  a  file  on  such  a  piece  will  mean  an 
entire  replacement  every  time.  / 


THE  BICYCLING  WORLD 


Bustleton  in  Pennsylvania 

is  not  a  very  large  place,  but  its  inhabitants 
appreciate  the  value  of  bicycles  and  know 
how  to  add  to  their  pleasure  and  their  safety, 
that  is,  by  equipping  the  bicycles  with  coaster 
brakes.  That  they  are  discriminating  in  their 
choice  and  that  use  has  proven  the  wisdom 
of  their  choice,  let  the  following  bear  witness: 


We  the  undersigned  all  ride  the  Morrow  Coaster  Brakes 
and  find  them  very  satisfactory.  We  wish  to  state  that  most 
of  these  brakes  have  been  run  from  three  to  five  years  and 
have  given  entire  satisfaction  both  as  to  running  an 
qualities. 


d  wearing 


HORACE  W.  LODGE 
JOHN   F.   BRADLEY 
J.  R.  HARVEY 
WM.  M.  FULMER,  JR. 
CHARLES  E.  PRICE 
ABRAM  L  BOORSE, 
J.  EVAN  DUNCAN 
THOMAS  SEES 
PAUL  TUSTIN 
JOHN  T.  MICHENER 
HARRY  L.  BUCKMAN 
HAWARD  G.  TOMLINSON 
JOSEPH  S.  LETTERER 
HOWARD  SEES 
FRED.  K.  MURRAY 
ARCHIE  DANIR 
M.   D.   STOUDT 


WM.  L.  McMillan,  jr. 

R.  B.  TWINING 
J.  O.  McMULLIN,  JR. 
DERWOOD  SHARP 
HARLAND  S.  PARRY 
WM.  FROAPS 
J.  S.  PEARSON 
S.  HERBERT  STARKEY 
HARRY  COAR 
HERMAN  KUHN 
CHAS.  W.  JUSTICE 
JACOB  T.  ROBINSON 
CHRIST  BERLER 
CHESTER  W.  ADAMS 
HARRY  S.  TOWNSEND 
GEORGE  A.  MURRAY 
ROBERT  MURRAY 


THE  BICYCLING  WORLD 


489 


MILE  A  MINUTE  BICYCLES 


They  did  not  Happen  as  Outlined,  but  the 
Prophecy  was  Quite  Specific. 


It  is  both  interesting  and  amusing  to 
look  back  and  recall  some  of  the  startling 
prophecies  that  were  being  made  for  the 
future  of  the  bicycle  about  a  decade  and  a 
half  ago.  As  is  the  case  with  everything 
radically  new  or  novel,  the  majority  of  them 
bore  their  own  refutation  on  their  face; 
others  were  so  manifestly  absurd  that  on 
the  principle  of  things  going  contrariwise 
they  stood  some  chance  of  being  fulfilled 
while  yet  others  were  so  commonplace  that 
they  never  have  materialized  and  in  all 
probability  never  will — in  short,  so  many 
and  so  diverse  were  the  tall  things  that 
were  to  be  accomplished  by  the  bicycle  that 
it  would  be  impossible  to  begin  to  catalogue 
them  all. 

One  that  became  current  about  fifteen 
years  ago  was  to  the  effect  that  sooner  or 
later  the  "mile  a  minute"  bicycle  would  be 
evolved,  and,  of  course,  at  that  time  the 
motor  bicycle  was  but  a  dream.  The  "mile 
a  minute"  rider  apparently  was  not  thought 
of — the  machine  must  be  created  first  and 
once  achieved,  it  would  be  possible  for  any 
rider  of  speed  and  endurance  to  cover  miles 
at  the  rate  of  60  per  or  better.  Once  this 
embodiment  of  the  perfection  of  mechani- 
cal efficiency  were  to  become  real  there 
would  be  no  telling  to  what  giddy  heights 
of  speed  it  could  attain  and  even  two  miles 
a  minute  did  not  seem  outside  the  pale  of 
possibility.  The  amusing  part  of  it  all  was 
that  none  of  these  things  were  to  be  forth- 
coming until  the  design  and  method  of 
power  application  of  the  prevailing  type  of 
bicycle  were  to  undergo  a  radical  change. 

How  ingrained  this  notion  was  may  be 
realized  from  the  reproduction  of  one  of 
these  prophecies  which  appeared  in  '94 
under  the  title  of  "A  Great  Problem  for 
Modern  Science  and  Invention  to  Solve." 
"Within  a  few  years  bicycles  will  be  in- 
vented upon  which  racers  will  achieve  a 
speed  of  a  mile  a  minute,"  it  starts  off  and 
the,  same  idea  prevails  throughout.  The 
capabilities  of  the  safety  type  which  has 
fortunately  survived  all  attempts  to  revo- 
lutionize it  were  apparently  never  taken  into 
consideration.  "Such  bicycles  must  be  a 
radical  departure  from  the  present  style  be- 
cause the  present  style  depends  for  its 
driving  power  upon  the  legs  with  only  par- 
tial and  indirect  assistance  from  the  power- 
ful muscles  of  the  body  and  arms,"  it  con- 
tinues, then  going  on  to  show  why  the  limit 
of  speed  obtainable  by  leg  power  alone  had 
already  been  reached. 

"Constant  training  has  reached  about  the 
acme  of  power  that  can  be  so  developed, 
and  improvements  in  the  bicycle  cannot 
reasonably  be  expected  to  achieve  much 
greater  speed  without  the  development  of 


more  power.  But  the  human  body  pos- 
sesses sufficient  power — if  it  can  be  utilized 
- — to  drive  itself  on  a  bicycle  at  a  speed  con- 
siderably faster  than  a  mile  a  minute.  The 
direction  in  which  invention  must  search 
for  greater  improvement  in  bicycles  is  the 
construction  of  a  machine  that  will  enable 
the  rider  to  utilize  for  propulsion  a  larger 
percentage  of  his  whole  muscular  energy — 
that  will  utilize  the  combined  strength  of 
legs,  arms  and  trunk.  Already  there  are 
some  tentative  experimental  inventions  in 
this  direction,  but  none  that  appear  to  be 
based  upon  scientific  experiment  and  study." 
These  experimental  machines  must  have 
gone  the  way  of  all  things  of  their  kind, 
for  it  would  doubtless  be  difficult  to  find 
any  of  them  at  the  present  day  even  in  a 


NEW    XOKK    BRAKCH    Z14-Z16    WKST    41TB    ST. 


museum. 

Then  continuing  along  the  same  line  this 
false  prophet,  for  such  time  has  proved  him 
to  be,  says:  "Nature  has  so  designed  the 
human  frame  that  nearly  all  the  work  it  is 
called  upon  to  perform  is  exerted  through 
the  legs  and  arms.  From  the  earliest  stages 
until  the  present,  machines  have  been  in- 
vented, designed  to  effect  work,  that  make 
use  of  only  such  forms  are  are  exerted 
through  the  arms  and  legs.  Most  machines 
use  only  the  arms.  The  bicycle  is  the  most 
wonderful  of  modern  inventions  because  it 
uses  the  much  superior  power  of  the  legs 
and  feet,  whereas  most  other  machines  use 
only  the  arms  and  hands.  There  is  one 
familiar  mechanism  that  uses  the  legs,  arms 
and  body  with  more  or  less  efficiency.  This 
is  rowing,  especially  with  the  modern  slid- 
ing seat.  But  there  have  been  no  scientific 
observations  recorded  to  show  how  much 
has  been  gained  by  this  device. 

"The  motion  when  the  weight  and  bulk 
of  the  trunk  are  involved,    is    necessarily 


slower  than  that  of  the  arms  alone.  Natur- 
ally the  power  of  the  arms  may  be  de- 
veloped to  its  acme  with  great  speed  of 
motion;  that  of  the  legs  with  less  speed; 
that  of  the  trunk  with  very  much  less  speed. 
To  combine  the  powers  of  all  to  good  ad- 
vantage needs  a  device  that  will  permit  the 
trunk  to  move  slowly,  the  legs  faster  and 
the  arms  still  faster,  and  yet  all  act  in 
unison  and  rythm.  It  is  a  mechanical  axiom 
that  the  power  developed  is  the  product  of 
the  speed  multiplied  by  the  effort  applied. 
To  ascertain  whether  the  bicyclist  does 
not  develop  as  much  propulsive  power  from 
the  quick  action  of  his  legs  alone  as  does 
the  rower  by  the  slower  action  of  legs, 
arms  and  body,  it  is  necessary  to  accurately 
measure  how  many  foot  pounds  a  cyclist 
develops  in  five  minutes  and  how  many  are 
developed  in  rowing  in  the  same  time,  and 
these  comparisons  must  be  made  in  many 
instances  to  obtain  a  presumptive  reliable 
working  average.  Also  various  other  de- 
vices should  be  tested  and  carefully  investi- 
gated with  a  view  to  the  selection  of  that 
one  which  will  most  effectively  and  natur- 
ally utilize  more  of  the  muscular  force  of 
the  human  frame.  When  a  mechanical  de- 
vice is  obtained  through  which  the  most 
force  may  be  developed,  then  the  problem 
will  be  to  apply  such  a  device  to  the  propul- 
sion of  the  bicycle."  From  present  indica- 
tions it  would  appear  that  the  problem  thus 
outlined  were  no  nearer  solution  now  than 
it  was  then. 

But  the  prophet  was  not  discouraged  for 
he  goes  on  to  show  just  how  the  result  was 
to  be  brought  about.  "It  is,  I  believe,  along 
this  line  that  the  inventor  must  study  who 
is  to  achieve  the  bicycle  of  the  future  upon 
which  a  speed  of  a  mile  a  minute  may  be 
common  among  champions."  He  says: 
"Success  is  not  likely  to  be  won  by  tenta- 
tive guess  work,  but  through  careful,  ac- 
curate and  exhaustive  scientific  study  and 
experiment.  It  may  be  a  divided  task. 
Scientists  may  perform  the  preliminary 
work  of  ascertaining  how  great  an  amount 
of  force  human  strength  may  develop 
through  known  athletic  exercises,  using  me- 
chanical appliances  and  also  testing  new 
devices  in  the  gymnasium.  After  such  ex- 
ftferiments  have  shown  or  indicated  what 
mechanical  forms  utilize  the  most  muscular 
power,  the  inventor  will  only  have  to  design 
mechanism  that  will  apply  such  methods  t6 
bicycle  propulsion." 

But  that  is  not  all  by  any  means,  for  "If 
an  inventor  can  design  any  mechanism  by 
which  the  cyclist  can  use  one-third  more 
of  his  whole  physical  force  for  propulsion 
within  a  given  time  than  he  does  now,  no 
doubt  he  will  be  able  to  ride  one-quarter 
or  one-fifth  faster.  If  he  can  utilize  double 
the  physical  force  that  he  now  uses  he  can 
ride  nearly  two-thirds  faster."  These  com- 
parisons, it  may  be  added,  were  based  upon 
the  performances  of  Zimmerman,  who  was 
then  carrying  everything  before  him. 

"There  is  a  mechanical  paradox  Here,"  he 


490 


THE  BICYCXING  WORLD 


goes  on.  The  general  rule  is  that  resist- 
ance increases  in  proportion  to  the  square 
of  the  speed,  hence  it  requires  four  times 
as  much  power  to  double  the  speed.  In 
bicycle  riding  the  cyclist  already  uses  more 
than  double  the  power  necessary  to  produce 
the  speed,  but  most  of  his  energy  is  wasted 
in  moving  the  weight  of  his  own  limbs. 
Therefore,  if  he  could  have  a  better  mechan- 
ical appliance  he  might  utilize  three  times 
as  much  power  for  propelling  -the  machine 
and  yet  not  exert  more  than  double  the 
amount  of  his  physical  force.  Theoretically 
the  human  body  possesses  muscular  force 
enough  to  drive  it  against  the  resistance 
of  the  air  and  the  friction  of  the  machine  at 
the  rate  of  a  mile  in  about  half  a  minute. 
There  is,  therefore,  margin  enough  to  ob- 
tain a  practical  result  of  a  mile  a  minute, 
if  only  half  or  two-thirds  of  the  reserve 
muscular  power  can  be  utilized  and  the 
waste  be  diminished  by  half  at  the  same 
time.  Merely  diminishing  the  waste  half 
would  probably  nearly  accomplish  the  de- 
sired result,  for  this  item  at  present  is  more 
than  half  of  the  whole  power  exerted. 

"To  accomplish  either  a  great  diminution 
of  waste,  or  to  add  largely  to  the  power 
that  can  be  put  forth,  requires  radically  new 
machinery — utterly  unlike  any  mechanism 
at  present  employed  in  bicycle  construction 
— a  new  mechanism  based  upon  a  careful 
study  of  the  physical  powers  of  the.  human 
organism,  and  how  to  utilize  all  or  nearly 
all  its  forces  to  advantage  in  bicycle  pro- 
pulsion." 

Though  confident  of  its  accomplishment 
in  the  fullness  of  time,  it  is  evident  from  his 
concluding  words  that  the  prophet  did  not 
expect  to  see  the  day,  for  he  says:  "A 
more  difficult,  complicated,  radically  new 
problem  has  rarely,  if  ever,  been  presented 
for  invention  to  solve.  But  as  it  is  within 
the  compass  of  human  endeavor  and  cer- 
tain of  a  magnificent  reward,  it  surely  will 
be  achieved." 


WASTAGE  OF  POWER 


Things  that  Indicate  the  Wastage  and  an 
Interesting  Experiment. 


Fuel  feed  piping  should  invariably  have  a 
coil  or  bend  placed -in  it  to  permit  of  a  cer- 
tain amount  of  working  between  the  motor 
and  carburetter.  If  this  provision  is  not 
and  the  trouble  will  be  practically  incurable 
until  the  requirement  has  been  satisfied. 


Despite  the  amazing  results  achieved  in 
recent  economy  tests  in  the  matter  of  mile- 
age and  fuel  consumption,  a  matter  of  ab- 
sorbing interest  to  every  motorist  is  raised 
by  an  Englishman  by  the  question,  "Do  we 
waste    petrol?"     Translating   the    last    into 


gasolene  the  experiments  he  conducted 
would  appear  to  answer  the  query  in  the 
affirmative.  To  ascertain  in  an  offhand 
manner  how  much  gasolene,  or  rather  how 
small  a  proportion  of  fuel  was  actually  re- 
quired to  cause  an  explosion,  a  piece  of 
metal  tube  closed  at  one  end  was  taken. 
A  needle  was  inserted  through  a  cork  so 
that  its  inner  end  projected  into  the  open 
part  of  the  tube  and  the  latter  vvas  closed 
with  this  improvised  spark  plug.  The  high 
tension  terminals  of  an  induction  coil  hav- 
ing a  capacity  of  bridging  a  five-inch  gap 
were  connected  to  the  tube  and  needle  as 
indicated  by  the  accompanying  sketch.  This 
completed  the  testing  apparatus  as  scien- 
tifically accurate  results  were  not  looked  for. 
The  smallest  possible  amount  of  fuel  was 
put  into  the  tube,  this  being  accomplished 
by  dipping  the  finger  in  gasolene  and  al- 
lowing it  to  evaporate  almost  entirely  and 
then  rubbing  the  inside  walls  of  the  tube 
with  the  finger.  The  cork  was  violently 
blown  out  immediately  upon  closing  the 
circuit  through  the  coil,  and  what  is  far 
more  interesting,  this  performance  was  re- 
peated by  simply  replacing  the  cork  and 
switching  on  the  current,  it  being  ascer- 
tained that  as  many  as  four  explosions,  ap- 
parently all  of  about  the  same  power,  could 
be  obtained  from  the  one  microscopic 
charge  of  gasolene  mentioned.     This  would 


appear  to  demonstrate  that  a  charge  of 
gasolene  vapor  and  air  is  capable  of  being 
partially  exploded,  and  that  the  combustion 
of  the  remainder  is  prevented  by  the  vio- 
lence of  the  explosion  itself,  but  that  if  the 
spark  were  repeated  a  second,  third  and 
usually  a  fourth  explosion,  all  of  them  of 
considerable  force,  could  be  obtained. 

To  a  certain  extent  this  is  a  theory  that 
has  been  upheld  for  some  time  by  the  ad- 
vocates of  both  the  jump  spark  and  the 
make  and  break  systems  of  ignition,  the 
former  owing  to  the  succession  of  sparks 
that  take  place  as  the  result  of  the  high 
rate  of  speed  at  which  the  trembler  makes 
and  breaks  the  circuit,  and  the  latter  on  the 
theory  that  the  much  larger  and  hottei- 
spark  caused  by  the  hammer  and  anvil  of 
the  low  tension  system  is  better  capable  of 
completely  consuming  the  charge.  Judging 
from  the  results  of  the  experiments  alluded 
to,  the  contentions  of  the  advocates  of  the 
jump  spark  would  appear  to  be  substan- 
tiated in  that  it  is  not  the  amount  of  fire, 
provided  the  latter  is  sufficient  to  ignite  the 
mixture,  but  its  repitition  that  increases  the 
efficiency. 

It  would  further  seem  proved,  at  least 
tentatively,  that  the  exhaust  of  the  average 
engine  as  it  issues  from  the  mufHer  is  still 
of  an  explosive  nature — more  so  in  some 
instances  than  others,  of  course,  which  ex- 
plains the  strong  smell  of  gasolene  notice- 
able from  some  cars.  And  that  the  only 
thing  preventing  the  explosion  of  this 
wasted  fuel  is  the  fact  that  it  is  no  longer 
combined  with  air  in  the  proper  proportions 
to  constitute  an  explosive  mixture.  This 
indicates  that  the  full  value  of  each  charge 
of  mixture  drawn  in  by  the  piston  is  not 
utilized,  but  that  a  certain  proportion  of  the 
fuel  is  constantly  being  wasted  despite  the 
existence  of  ideal  conditions  in  every  other 
respect.  Further  research'  and  more  accur- 
ate experiments  on  the  subject  should  cer- 
tainly prove  of  real  ititerest  and  would  in 
all  probability  lead  to  a  better  knowledge 
of  the  phenomenon  taking  place  in  the 
cylinder. 


"Motorcycles  and  How  to  Manage  Them." 
Price,  50  cents.  The  Bicycling  World  Co., 
154  Nassau  street,   New  York   City. 


KELLY  BARS 

USED  WHEREVER  QUALITY  AND  COMFORT  ARE  APPRECIATED 

ARFORD     25     CHAISIGEIS     OR     ROSITIOIM. 

KELLY    HANDLE   BAR   CO.,  -  -  Cleveland,    Ohio, 


THE  BICYCLING  WORLD 


491 


r 


READING  STANDARD 


^ 


HAVE  YOU   NOTICED  HOW 


Mojo  R  Bicycle 


SHOWS  ite  MERIT  in  the  TRACK,  HILL  and  ROAD 
EVENTS  and  how  the  cracks  at  Salt  Lake  and  Vailsburg 
take  the  prizes  with  the  Reading  Standard  Bicycle? 

BUILT   AND   TESTED    IN    THE    MOUNTAINS. 

READING  STANDARD  CYCLE  MFG.  CO.,  Readinir.  Pa. 


fiBAD/NG  STANDARD 


^ 


PEDALS  AND  SPOKES 

FOR  EVERY  MANUFACTURER  WHO  PRODUCES  BICYCLES 


AND 


For  Every  Man  Who 
Sells  or  Rides  Them. 


They  are  Pedals 
and  Spokes  of  the 
Right   Sort,   too. 


STANDARD  JUVENII,E  NO.  2. 


STANDARD  NO.  1  RAT  TRAP 


DIAMOND  E  5P0KES 


QUOTATIONS  ON  REQUEST. 


The  Standard  Company 

Makers   also   of   Standard   Two-Rpeed    Automatic   Coaster   Brake,    and    Star   and   5ager    Toe   Clips, 

TORRINQTON,  CONN. 


492 


THE  BICYCLING  WORLD 


Continental  Rubber  Works  Suit. 

We  desire  to  notify  the  trade  that  our  suit 
against  the  Continental  Rubber  Works  of  Erie,  Pa., 
under  the  Tillinghast  Patents  is  still  pending,  and 
that  purchasers  and  users  are  equally  liable  for  in- 
fringement. 

The  following  manufacturers  are  licensed  to 
make  and  sell  single  tube  tires  under  the  Tilling- 
hast Patents: 


Harlford  Rubber  Works  Co. 

Diamond  Rubber  Co. 

Fisk  Rubber  Co. 

Pennsylvania  Rubber  Co. 

Indiana  Rubber  & 

Insulated  Wire  Co. 

Goshen  Rubber  Works 
Lake  Shore  Rubber  Co. 


B.  F.  Goodrich  Co. 

Goodyear  Tire  5p  Rubber  Co. 

Kokomo  Rubber  Co. 

International  Automobile    S; 
Vehiele  Tire  Co. 

Morgan  5f  Wright. 

Boston  Woven  Hose 

&  Rubber  Co. 


. 


SINGLE  TUBE  AUTOMOBILE  &  BICYCLE  TIRE  CO. 


The  Bicycling  World 


AND  MOTORCYCLE  REVIEW. 


Volume  LIII. 


New  York,  U.  S.  A.,  Saturday, -.July  28,  1906. 


No.  18 


MAKERS  DEFINE  JOBBER 


After  Many  Years,  they  Formally  Declare 

"Who's  Who"— Publicity  Committee 

Renders  a  Report. 


No  longer  will  it  be  necessary  to  ask  that 
well-worn  question,  What  is  a  Jobber? 

At  last,  and  after  many  years  of  asking, 
the  cycle  manufacturers  themselves  have 
answered  the  good  old  interrogatory.  They 
did  so  at  the  meeting  of  the  Cycle  Manufac- 
turers' Association,  at  Atlantic  City,  on 
Wednesday,  when  by  formal  vote  a  jobber 
was  declared  to  be: 

1.  A  merchant  who  buys  bicycles. 

2.  Pays  his  bills  as  agreed. 

3.  Issues  an  annual  catalog. 

4.  Has  regular  travellers  continuously 
in  his  employ. 

5.  Sells  to  dealers. 

It  is  probable  that  the  same  definition 
will  be  adopted  by  the  Cycle  Parts  and 
Accessories   Association. 

The  C.  M.  A.  has  completed  the  list  of 
those  whom  its  members  will  recognize  as 
jobbers  and  no  additions  will  be  made 
thereto  until  they  have  been  passed  on  by 
the  committee  in  charge  and  approved  by 
the  association.'  This  committee  consists  of 
F.  C.  Gilbert,  Pope  Mfg.  Co.;  W.  F.  Mc- 
Guire,  Consolidated  Mfg.  Co.,  and  W.  G. 
Shaack,  Emblem  Mfg.  Co. 

As  usual,  the  meeting  of  the  association 
had  been  preceded  by  a  number  of  im- 
portant committee  meetings,  the  doings  of 
which  were  not  made  public. 

At  the  general  meeting  the  adoption  of 
the  jobber-definition  was  the  most  import- 
ant transaction. 

The  C.  M.  A.  publicity  committee  re- 
ported through  its  chairman,  Harry  Wal- 
burg,  who  stated  that  the  joint  committee^ 
the  other  half  representing  the  C.  P.  &  A.  A. 
— after  mature  deliberation,  had  finally  de- 
cided that  the  bureau  should  commence 
work  on  Sept.  1st  next.  In  addition  to  the 
amounts  previously  pledged,  Charles  A. 
Persons  had  devoted  the  month  of  June  to 
supplementing  the  committee's  work  and 
.1   u.i.terial  increase  of  available  funds  h^d 


resulted.  On  this  subject  Chaimati,  Wal- 
burg  referred  to  the  new  plan  dfx  raising 
funds  which  is  under  consideratidnv".--He 
said:  v  -^^• 

"The  committee  has  been  endeavoring-Jo^ 
adopt  a  scheme  to  be  effective  within  a 
short  time,  whereby  the  ratio  of  expense 
to  carry  on  the  work  of  this  Publicity  Com- 
mittee can  be  apportioned  directly  in  ac- 
cordance with  the  character  and  the  value 
of  the  business  done  by  the  firms  repre- 
sented in  this  association,  and  outside  of 
same,  who  are  interested  in  the  promotion 

(Continued  on  next  page.) 


OLD  OFEICERS  RETAINED 


D.  &  J.  Hangers  on  Hudsons  Only. 
Henceforth  the  well-known  D.  &  J.  crank 
hanger  will  not  be  obtainable  in  the  open 
market.  Its  makers,  the  Hudson  Mfg.  Co., 
Hudson,  Mich.,  have  discontinued  its  sale 
to  other  manufacturers  and  to  jobbers,  and 
will  reserve  the  hanger  as  one  of  the  good 
things  to  be  obtained  only  by  the  purchase 
of  a  Hudson  bicycle.  They  will  use  it  ex- 
clusively 'on  their  $40  and  $50  models  and 
"feature"   it  more   conspicuously  than  ever. 


Mail   Order  Firm  Acquires  a  Factory. 

It  is  currently  reported  that  Sears,  Roe- 
buck &  Co.,  the  big  mail  order  firm,  have 
acquired  control  of  51  per  cent,  of  the  stock 
of  the  Davis  Sewing  Machine  Co.,  Dayton, 
Ohio.  The  Davis  people  had  about  decided 
to  discontinue  the  manufacture  of  bicycles 
but  apparently  the  deal  with  Sears,  Roebuck 
&  Co.  has  induced  a  change  of  mind;  at  any 
rate,  it  is  known  that  orders  have  been 
placed  for  materials  for  20,000  bicycles. 


To  Make  Tire  Filling  in  Maine. 

The  Maine  Elastic  Tire  Filling  Company, 
Portland,  Maine,  has  been  incorporated  un- 
der the  laws  of  that  State  to  manufacture 
filling  for  pneumatic  tires.  The  capital  is 
$10,000.  J.  J.  Borge  and  E.  G.  Hagge,  both 
of  Portland,  are  respectively  president  and 
secretary  of  the  company. 


Japan  to  Raise  Duty  Again. 

In  October  next,  Japan  will  add  another 
five  per  cent,  to  the  duty  on  bicycles,  which 
-.will  then  stand  at  40  per  cent.     Five  years 
ago  the  levy  was  but  five  per  cent. 


Accessory  Association  Re-elects  Crosby  and 

kis  Polleagues — Large  Attendance  at 
__,..•  "^  the  Seaside  Meeting. 


The  meeting  of  the  Cycle  Parts  and  Ac- 
cessories Association  at  Atlantic  City, 
which  occurred  on  Wednesday,  was  in  the 
nature  of  an  annual  meeting  and  the  chief 
business  was,  of  course,  the  election  of 
officers.  The  organization  quickly  decided 
that  it  could  not  do  better  than  to  make 
each  of  the  incumbents  his  own  successor 
and  this  was  done  with  hearty  unanimity. 
The  official  roster  stands,  therefore,  as 
follows: 

President,  William  H.  Crosby,  The 
Crosby  Co.,  Buffalo;  vice-president,  Charles 
A.  Persons,  Persons  Mfg.  Co.,  Worcester, 
Mass.;  treasurer,  W.  J.  Surre,  Corbin  Screw 
Corporation,  New  Britain,  Conn.;  secretary, 
H.  S.  White,  Shelby  Steel  Tube  Co.,  Pitts- 
burg, Pa. 

President  Crosby  reported  that  the  asso- 
ciation had  prospered  in  every  way  and  was 
increasing  in  strength  and  influence  with 
the   days. 

Those  present  were  W.  H.  Crosby,  The 
Crosby  Co.;  F.  J.  Waters,  Chicago  Handle 
Bar  Co.;  C.  F.  U.  Kelly,  Continental  Rub- 
ber Works;  W.  J.  Surre,  Corbin  Screw 
Corporation;  Theo.  Wiegele  and  G.  J.  Brad- 
ley, Diamond  Rubber  Co.;  R.  D.  Webster, 
Eclipse  Machine  Co.;  L.  M.  Wainwright 
and  C.  W.  Hatch,  Diamond  Chain  &  Mfg. 
Co.;  E.  H.  Broadwell,  Fisk  Rubber  Co.; 
J.  W.  Gilson,  Hartford  Rubber  Works  Co.; 
W.  A.  Judd,  Leland  Mfg.  Co.;  Charles  E. 
Weaver,  Kelly  Handle  Bar  Co.;  D.  C. 
Spraker,  Kokomo  Rubber  Co.;  A.  I.  Philp 
and  R.  G.  Kennedy,  Morgan  &  Wright; 
Frank  Mossberg,  Frank  Mossberg  Co.; 
J.  B.  Tucker,  Mutual  Rim  Co.;  Charles  A. 
Persons,  Persons  Mfg.  Co.;  F.  W.  Walters, 
Pennsylvania  Rubber  Co.;  H.  S.  White, 
Shelby  Steel  Tube  Co.;  W.  S.  Gorton, 
Standard  Welding  Co.;  Thomas  Heller, 
Standard  Roller  Bearing  Co.;  D.  S.  Troxel, 
Troxel  Mfg.  Co.;  B.  S.  Keefer,  The  Stand- 
ard Co.;  E.  V.  Hill,  Worcester  Pressed 
Steel  Co.;  W.  H.  Hoagland,  New 
Departure  Co. 


$02 


THE  BICYCXING  WORLD 


OLD  OFFICERS  RETAINED 

(Continued  from  preceding  pagej 

of  the  bicycle  industry.  Tliis  new  scheme 
of  taxation,  which  we  think  it  is  safe  to 
denomitate  same,  will  place  the  burden  of 
supporting  this  committee  in  an  equitable 
manner,  distributed  on  a  careful  basis  of 
calculation  among  all  those  parties  which 
are  directly  and  indirectly  interested  in  this 
work.  We  believe  it  is  not  necessary  to 
further  dwell  upon  this  matter  at  this  time." 
Continuing,  Mr.  Walburg  said: 

"While  it  may  appear  that  the  committee 
have  not  taken  up  this  matter  as  actively  as 
might  be  expected,  it  has  had  the  very 
careful  consideration  of  the  entire  commit- 
tee, and,  as  a  result,  a  decision  was  reached 
that  no  expense  should  be  incurred,  nor  any 
direct  efifort  made  until  about  Sept.   1st. 

"The  chairman  wishes  to  speak  one  word 
to  the  members  here  assembled  regarding 
the  work  of  this  committee.  We  shall  have 
to  ask  of  all  the  parties  who  have  pledged 
their  support  to  this  movement,  to  give  the 
committee  their  hearty  co-operation.  There 
are  possibilities  in  connection  with  this  mat- 
ter, which,  if  they  are  worked  out  harmon- 
iously will,  without  doubt,  effect  results 
which  will  be  surprising  to  everyone  inter- 
ested. You  have  pledged  your  money  to 
support  the  committee's  work.  Do  not  stop 
there.  It  is  your  money  that  we  are  spend- 
ing, and  while  you  have  given  it  into  our 
hands,  as  the  problem  is  to  so  spend  this 
money  as  to  work  for  each  and  every  one 
of  us  the  greatest  possible  gain,  you  must 
remeiiiber  that  the  work  is  new,  to  a  cer- 
tain extent  the  scheme  is  untried,  and  the 
only  way  in  which  we  can  do  this  work  and 
nieet  with  your  approval  is  to  receive  your 
support.  Let  me  ask  you,  using  common 
language,  'Do  not  knock!  Use  your  energy 
to  boost  the  thing  along,'  and  if  you  will 
only  do  that,  remembering  that  the  commit- 
tee are  your  servants  in  this  matter,  it  will 
be  much  more  effective  than  in  any  other 
possible  way."  , 

After  electing  D.  P.  Harris,  New  York, 
to  membership  and  deciding  to  hold  the 
next  meeting  in  Toledo,  Ohio,  on  the  first 
Wednesday  in  September,  the  meeting  ad- 
journed. 

President  George  N.  Pierce  occupied  the 
chair,  of  course,  but  J.  F.  Cox,  the  secre- 
tary, being  absent  because  of  illness,  Fred 
C.^Gilbert,  Pope  Mfg.  Co.,  filled  the  duties 
of  that  office.  The  others  in  attendance 
were  Albert  L.  Pope  and  C.  E.  Walker, 
Pope  Mfg.  Co.;  W.  F.  Remppis,  Reading 
Standard  Cycle  Mfg.  Co.;  Harry  Walburg, 
Miami  Cycle  &  Mfg.  Co.;  W.  F.  McGuire 
and  E.  E.  Bufifum,  Consolidated  Mfg.  Co.; 
J.  W.  Ash,  Pludson  Mfg.  Co.;  F.  L  John- 
son, Tver  Johnson  Arms  &  Cycle  Works; 
W.  G.  Schaack,  Emblem  Mfg.  Co.;  E.  S. 
Fretz,  Light  Foundry  &  Mfg.  Co.;  L 
Schwinn,  Arnold,  Schwinn  &  Co.;  D.  P. 
Harris,  H.  P.  Snyder  Mfg  Co.;  F.  C.  Robie, 
Excelsior  Supply  Co.,  and  Charles  Lonn, 
Great  Western  Mfg.'  Co. 


JOBBERS  JOINED  AGAIN 


Unexpectedly  Get  Together  at  Atlantic  City 

and  Form  New  Association — How  it 

Was   Brought   About. 


One  unexpected  outgrowth  of  the 
Atlantic  City  convention  was  the  formation 
of  the  National  Cycle  Jobbers  Association 
on   Wednesday,  25th   inst. 

Nothing  of  the  sort  was  on  the  program 
or  in  prospect,  but  the  jobbers  in  attend- 
ance had  not  much  more  than  shaken  hands 
with  each  other  before  the  subject  of  organ- 
ization was  suggested  and  as  all  were 
agreed  that  it  would  serve  many  good 
objects,  F.  I.  Willis  and  several  others 
busied  themselves  to  such  purpose  that  on 


F.  I.  wii^us 
Secretary  Jobbers'  Association 

Wednesday  evening,  when  a  formal  meeting 
was  called  to  discuss  the  matter,  a  thor- 
oughly representative  gathering  was  in 
evidence.  There  was  an  unusually  free 
interchange  of  views,  some  of  the  remarks 
rising  to  the  dignity  of  strong  addresses — 
notably  those  of  P.  R.  Robinson,  of  the 
New  York  Sporting  Goods  Co.  The  imme- 
diate result  was  the  formation  of  the 
National  Bicycle  Jobbers  Association  and 
the   election  of  the  following  officers: 

President,  George  W.  Nock,  Geo.  W. 
Nock  Co.,  Philadelphia;  vice-president, 
Cherles  W.  Leng,  John  S.  Leng's  Sons'  Co., 
New  York;  secretary-treasurer,  F.  I.  Willis, 
H.    T.    Hearsey    Vehicle    Co..    Indianapolis. 

The  dues  were  placed  at  $5  per  annum. 
The  jobbers  expect  to  profit  by  the  experi- 
ence of  their  defunct  and  mis-named 
National  Cycle  Trade  Association,  and  will 
not  endeavor  to  emulate  Atlas.  There  are 
a  number  of  objects  of  mutual  interest  that 
may    be    served    and    the   new    organization 


will  not  lose  sight  of  them,  but  if  nothing 
more  than  moral  effect  and  an  annual  meet- 
ing at  which  papers  will  be  read  or  ideas 
otherwise  exchanged  and  co-operation  with 
the  other  two  existing  trade  organizations 
are  the  result,  the  sponsors  of  the  new  associ- 
ation will  feel  that  it  was  not  formed  in  vain. 
President  Nock  is,  however,  such  a  vigorous 
character,  and  Secretary  Willis  is  so  deeply 
interested  in  the  movement,  that  it  will  be 
strange  if  a  "do  things"  policy  does  not 
result. 

Those  who  were  present  and  enrolled  at 
the  Atlantic  City  meeting  were  as  follows: 
C.    W.    Leng,    John    S.    Leng's    Sons'    Co:, 

F.  A.  Baker,  F.  A.  Baker  &  Co.;  P.  R.  Rob- 
inson, New  York  Sporting  Goods  Co.,  and 
W.  H.  Burgess,  A.  G.  Spalding  &  Bros.,  of 
New  York.     G.  W.  Nock,  G.  W.  Nock  Co.; 

G.  W.  Robb;  G.  H.  Griess;  J.  L.  Gibney, 
J.  L.  Gibney  &  Bros.;  W.  V.  Sauter,  E.  K. 
Tyron  &  Co.,  and  C.  W.  Odell,  Manufac- 
turers' Supply  Co.,  Philadelphia;  J.  W. 
Henry,  Vim  Cycle  &  Hardware  Co.,  Buf- 
falo; W.  P.  Schwarz,  York,  Pa.;  Keyser 
Fry,  Reading,  Pa.;  J.  W.  Grady,  Worcester, 
Mass.;  J.  E.  Poorman,  Jr.,  Cincinnati;  W.  H. 
Grover,  Norfolk,  Va.;  W.  D.  Alexander  and 
C.  L.  Elyea,  Atlanta,  Ga.;  F.  C.  Robie,  Ex- 
celsior Supply  Co.,  Chicago;  F.  I.  Willis, 
H.  T.  Hearsey  Vehicle  Co.,  Indianapolis, 
and  L.  O.  Scott,  Scott  Supply  &  Tool  Co., 
Denver,  Col. 


Wooster  Makes  a  Lovely  Failure. 

Although  located  in  a  cellar  at  10  Barclay 
street.  New  York,  the  William  Wooster 
Bicycle  Co.  made  a  ground  floor  failure  late 
last  week. 

Despite  his  lowly  situation — for  despite 
the  imposing  title,  Wooster  was  the  whole 
"company" — Wooster  posed  as  a  jobber 
and  contrived  to  run  up  debts  that  exceed 
$10,000  and  according  to  some  reports  may 
reach  double  that  sum.  Not  the  least  inter- 
esting feature  of  the  failure  is  that  one  of 
the  three  creditors  who  petitioned  Wooster 
into  bankruptcy  was  the  JManhattan  Storage 
Co.,  whose  claim  amounts  to  $1,585;  the  other 
two  were  Henry  Lee  Stanley,  $250,  and 
Simon  Goldberg,  $120.  The  Continental 
Rubber  Works  is,  however,  said  to  be  the 
heaviest  creditor  with  a  claim  in  excess  of 
$2,000.  The  petition  charged  that  Wooster 
is  insolvent  and  also  that  between  July  1st 
and  20th  he  transferred  a  portion  of  his 
property  and  his  outstanding  accounts  with 
any  consideration  and  made  preferenti"' 
payments. 

Although  Wooster  admitted  that  some 
creditors  had  been  pressing  him,  and  there 
are  allegations  of  ephraimistic  features  con- 
nected with  the  affair,  Wooster  said  he  was 
really  and  truly  shocked  that  a  petition  in 
bankruptcy  should  be  filed  against  him.  He 
had  been  slow  in  payments  because  he  had 
a  lot  of  outstanding  accounts  which  he  had 
been  unable  to  collect.  He  has  been  in  busi- 
ness in  various  locations  and  under  various 
styles,  for  some  thirteen  years, 


THE  BICYCLING  WORLD 


503 


TROUBLE  WITH  THE  FLOAT 


It  does  not  often  Occur  and  the  Remedies 
Available  are  not  Very  Complex. 


There  is  always  a  "last  but  not  least" 
class  of  items  that  must  be  taken  into  con- 
sideration when  enumerating  troubles  and 
the  various  causes  of  breakdown,  and  prob- . 
ably  one  of  the  most  important  that  may 
be  said  to  come  under  this  head  is  derange- 
.  ment  of  the  carburetter  float.  Completely 
encased  in  its  housing  it  is  well  protected 
against  damage  from  the  outside  and  such 
damage  seldom  is  to  be  feared.  But  the 
float  will  sometimes  go  wrong  of  its  own 
accord,  so  to  speak.  Just  what  this  is  will 
depend  upon  the  nature  of  the  float  itself 
though  the  trouble  is  usually  the  same — loss 
of  buoyancy,  considerably  raising  the  level 
of  the  gasolene  which  ends  in  flooding. 

Some  floats  are  made  of  cork,  shellacked 
to  render  them  impervious,  others  of  sheet 
copper  soldered  at  the  joints  and  still  others 
of  cork  upon  which  copper  has  been  electro- 
plated to  a  sufficient  thickness  to  make  this 
type  one  that  possesses  all  the  advantages 
and  none  of  the  disadvantages  of  the  other 
NO.  The  shellacked  cork  will  not  with- 
stand the  action  of  gasolene  indefinitely  and 
through  constant  immersion  even  this 
material  becomes  loggy  and  much  heavier 
than  it  was  originally.  The  process  is  a 
slow  one  and  the  best  remedy  is  a  replace- 
ment as  cork  cracks  and  warps  more  or  less 
with  age. 

The  hollow  copper  float  with  soldered 
joints  represents  the  type  most  generally 
employed  as  well  as  the  one  that  is  apt  to 
suffer  sudden  derangement  as  even  the  most 
thoroughly  tested  of  soldered  joints  proves 
at  times  to  be  an  uncertain  quantity.  The 
specific  gravity  of  gasolene  being  much 
lower  than  that  of  water  it  is  in  conse- 
quence, a  much  thinner  liquid  and  will  find 
its  way  through  crevices  at  a  correspond- 
ingly greater  rate.  When  through  the  joint 
giving  way,  or  any  other  cause  the  float 
springs  a  leak  it  will  gradually  fill  with 
gasolene  and  sink  to  the  bottom  of  the  float 
chamber,  allowing  the  latter  to  flood.  This 
will  naturally  bring  the  motor  to  a  halt  and 
a  good  method  of  arriving  at  a  correct  diag- 
nosis of  the  case  is  to  apply  the  nose  to  the 
muffler  outlet  or  at  the  cutout  while  the  ma- 
chine is  being  pedalled  on  the  stand. 

Even  though  the  motor  has  persistently 
refused  to  fire  for  some  time  previous  it 
is  just  as  well  to  take  the  precaution  of 
shutting  off  the  current  before  attempting 
to  get  a  whiff  of  the  "bouquet  du  gasolene." 
If  the  suspicion  of  the  carburetter  being 
flooded  is  well  founded  the  odor  should  not 
only  be  very  powerful,  but  signs  of  the  fact 
that  the  cylinder  is  drawing  in  and  ejecting 
liquid   or   semi-liquid   gasolene   will   not   be 


wanting.  Dismantling  the  carburetter  will 
tlien  confirm  this  and  the  next  step  is  to 
remedy  affairs.  Tilt  tlie  float  in  the  air 
until  a  position  is  found  where  its  contents 
begin  to  reverse  operations  by  leaking  out. 
Getting  rid  of  every  drop  of  gasolene  is  of 
course,  a  condition  precedent  to  making 
repairs  and  its  sli.ivv  dripping  will  probably 
make  this  a  painfully  tedious  process. 

Nevertheless,  it  is  unwise  to  attempt  to 
hasten  it  with  the  aid  of  a  nail  or  the  end 
of  a  file;  punching  a  larger  liole  will  cer- 
tainly hasten  the  emptying  part,  but  it  will 
also  make  it  that  much  more  difficult  to 
repair  the  break.  It  requires  a  skilled  hand 
with  the  soldering  copper  to  stop  a  small 
leak  with  the  minimum  amount  of  metal 
and  the  less  that  is  used  the  better,  for  the 
balance  of  the  float  is  apt  to  be  disturbed 
and  need  rectifying  anyway.  If  a  bungling 
job  is  made  of  it,  so  much  solder  will  be 
used,  that  this,  taken  with  what  will  be 
found  necessary  on  the  other  side  of  the 
float  to  restore  the  balance,  will  add  over- 
much weight  to  it.  If  the  latter  be  exces- 
sive the  carburetter's  range  of  adjustment 
may  not  be  sufficient  to  counteract  it  and 
the  unfortunate  will  be  no  better  oflf  with 
the  repaired  float  than  he  was  before  the 
operation  was  undertaken;  in  either  case, 
the  motor  will  suffer  from  flooding. 

When  the  repair  is  completed  the  float 
should  be  tested  in  a -tin  of  gasolene,  both 
as  to  the  efficiency  of  the  former  as  well 
as  to  ascertain  whether  the  balance  has 
been  distrubed  and  how  much.  Unless  the 
float  rides  perfectly  vertical  on  the  liquid 
it  is  apt  to  bind  instead  of  rising  and  falling 
as  freely  as  it  should  when  imprisoned  in 
the  chamber.  The  most  convenient  remedy 
is  to  fasten  small  drops  of  solder  to  the 
opposite  side  of  the  upper  face  of  the  float 
and  here  again  it  takes  a  skilled  hand  to 
get  things  just  right  without  a  lengthy  ses- 
sion of  what  the  Briton  is  fond  of  dubbing 
a  "course  of  trial  and  error"'  This  must 
be  done  in  any  event  as  there  is  al'Solutely 
r.o  way  of  gauging  the  e  -.act  weight  re- 
quired in  advance,  but  a  bungler  Miith  the 
scldering  iron  will  njake  a  tiresome  job  of 
dropping  on  "gobs"  of  the  molten  metal 
and  wiping  them  oft'  again. 


DIAMOND'S  TWO  FACTORIES 


One  is  Tiny,  the  Other  Immense,  but  Even 
the  Former  will   Serve  Useful   Ends. 


Motorcycles  Purchased  for  Electricians. 

Philadelphia  is  taking  kindly  to  motor 
bicycles.  Only  this  month  the  municipality 
purchased  27  of  them  for  the  use  of  the 
police  and  only  last  week  the  Philadelphia 
Electric  Co.  decided  to  mount  its  inspectors 
and  linemen  on  the  little  power-driven  ma- 
chines. The  order  for  the  latter  was  placed 
with  the  Reading  Standard  Cycle  Mfg.   Co. 


Pays  SO  Per  Cent,  on  Motorcycles. 

The  Rex  Motor  Mfg.  Co.,  of  Coventry, 
probably  the  largest  makers  of  motorcycles 
in  Great  Britain,  has  declared  an  interim 
dividend  of  SO  per  cent,  on  its  common 
shares.  During  this  season  the  demand  for 
its  product  has  more  than  doubled. 


To  those  who  are  familiar  with  the  busi- 
ness of  the  Diamond  Rubber  Company,  the 
statement  that  it  has  under  construction  at 
Akron,  Ohio,  a  new  plant,  complete  in 
every  detail,  must  come  as  a  startling  piece 
of  news.  For  the  present  equipment  is 
known  to  be  of  such  gigantic  proportions, 
and  so  modern  in  its  nature,  that  the  need 
of  a  new  one,  is  not  obvious.  But  when  it 
is  further  added  that  the  new  plant  is  to 
be  a  miniature  one,  complete  to  the  last 
item,  yet  capable  of  producing  but  the 
smallest  fractional  part  of  the  output  of  the 
other,  the  surprise  is  turned  to  simple 
amazement  until  it  is  explained  that  its 
purpose  is  purely  experimental. 

In  fact,  the  addition,  for  that  is  what  it  is 
to  be,  is  to  be  an  experimenting  factory 
where  tests  will  be  carried  out  under  the 
e.xact  conditions  of  actual  practice  and  pro- 
ducts evolved  in  model.  It  will  include 
miniature  mills,  rolls,  vulcanizers,  and  all 
the  other  paraphernalia  necessary  to  a  com- 
plete plant. 

Incidentally,  it  may  be  said  that  the 
Diamond  Company  also  is  building  a  sub- 
stantial addition  to  its  regular  equipment, 
in  the  shape  of  a  one-story  brick  shop  on 
a  700x300  foot  plot.  To  make  room  for 
it,  seven  dwelling  houses  were  razed  and 
a  big  lumber  company  moved  bodily  out  of 
the  way.  Yet  the  most  surprising  part  of 
it  is  that  this  new  building,  despite  its  great 
floor  area,  is  to  be  used  but  a  single  year, 
when  it  will  be  torn  down  to  give  place  to 
a  six-story  structure  which  will  replace  it. 
The  foundations  which  are  now  being  pre- 
pared, are  intended  for  the  larger  building, 
and  therefore  will  be  ready  to  receive  it  in 
due  season. 


To  Test  Alcohol  for  Uncle  Sam. 

Following  the  passage  of  the  free  alcohol 
measure  during  the  latter  part  of  the  recent 
session  of  Congress,  it  is  announced  that 
Prof.  Charles  E.  Lucke,  of  Columbia  Uni- 
versity, is  about  to  undertake,  on  Ijehalf  of 
the  government,  an  investigation  into  the 
possibilities  of  alcohol  as  a  fuel  for  small 
internal  combustion  engines.  That  such 
tests  will  be  of  particular  interest  to  those 
concerned  with  motorcycles  goes  without 
saying. 

The  Retail  Record. 

Worcester,  Mass. — L.  C.  Havener,  507 
Main  street;  sold  out  to  his  brother,  Mah- 
lon  C.  Havener. 

Pueblo,  Colo. — A.  Mayerson,  new  store  at 
324  North  Santa  Fe  avenue. 

Williamsport,  Pa. — L.  M.  Cressman,  new 
store  at  245  William  street. 

Pittsfield,  Moss. — W.  J.  Devall,  filed  bank- 
ruptcy petition.  ,\ssets,  $2,000;  liabilities, 
$0,000. 


504  THE  BICYCLING  WORLD 


AS  EACH  SEASON  ROLLS  AROUND 

It  finds  the  fame  of 

NATIONAL  BICYCLES 

more  secure  than  ever. 

National    Bicycles  have  always  been  appreciated  by  the  dea'er  or  rider  who   knew  what 
a  really  good  bicycle  ought  to  be  and  who  were  familiar  with  the  splendid   record 
of  the  National  on  road  and  track,  and  year  after  year. 

"A  National  Rider  is  Proud  of  his  flount,"  is  an  oM  adage. 

It's    still  trite    and    true.       If    not    familiar  with   our    latest 

models,  we'll  gladly  inform  you  regarding  them. 


If  we  are  not  represented  in  your  locality  we  will  ht  glad  to  hear  from    YOD. 


NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 


and  45  per  cent.  Saving  in  Tire  flaintenance  ^'^^  ^^^  essentials 


of  the  ever  reliable 


Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  ha^^^e  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE    FISK   RUBBER  CO.,  Chicopee    Falls,   Mass. 


THE  BICYCXING  WORLD 


505 


founded! 
^nd/#rOCYCLE  REVIEW*^ 

Published   Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


Subscription,    Per    Annum   (Postage  Paid)   $2.00 

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THE  BICYCLING  WORLD  COMPANY. 


jilntered  as  second-class  matter  at  the  New  York, 
N.   Y.,   Post  Office,   September,   1900. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and  its  branches. 

ff^Change  of  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding  the   date   of   publication. 

4?^Members  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York;  our  facilities  and 
information  will  be  at  their  command. 


To   Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 


New  York,  July  28,  1906. 

The  Convention  Marks  an  Epoch. 

Organization  promotes  meetings;  meet- 
ing promotes  good  feeling;  good  feeling 
leads  to  friendships  and  "when  friends 
meet,  hearts  warm."  This  is  true,  even  of 
those  organizations  inspired  by  commercial 
interests.  Their  meetings  make  friends  of 
industrial  rivals  and  if  they  serve  no  other 
purpose  their  excuse  for  existence  thus,  is 
a  valid  one.  It  is  a  rare  occasion,  however, 
when  any  considerable  number  of  men 
having  a  community  of  interest  can  get 
together  without  some  benefit  accruing  to 
that  interest;  the  greater  the  number  pres- 
ent the  greater  is  the  chance  of  benefits 
resulting. 

All  this  is  applicable  to  the  convention  of 
the  cycle  trade  which  occurred  this  week 
at  Atlantic  City.  It  was  the  first  of  the 
sort  and  perforce  it  was  the  first  real 
opportunity  for  the  gathering  of  any  con- 
siderable number  of  those  having  cycling 
interests.  It  was  held  at  a  holiday  resort 
where  business  and  pleasure  can  be  made 
to  intermingle  gratefully.  If  any  one  at- 
tended and  did  not  benefit  in  both  respects 
the    fault    is    his    own.       Even    the     man 


backward  in  forming  acquaintances  and 
therefore  having  small  opportunity  for  pri- 
vate interchange  of  ideas  did  not  depart 
for  home  empty  headed.  The  papers  read 
at  the  convention  all  dealt  with  topics  of 
trade-wide  concern.  They  were  rich  in  seed 
that  where  it  fell  on  fertile  soil  cannot  but 
bear  fruit.  Never  in  its  history  has  the 
cycle  industry  had  such  an  open  expression 
of  helpful  views  and  opinions;  and  the  ex- 
pressions served  each  department — the 
manufacturer,  the  retailer  and  the  jobber. 
The  papers  are  presented  in  full  elsewhere 
in  this  issue  that  the  good  in  them  may  be 
shared  by  those  unable  to  be  present  at 
the  convention.  There  is  not  one  of  them 
that  will  not  repay  the  careful  reading  of 
the  man  who  is  not  contenf°t6~rt»ad  still. 

The   Atlantic   City   convention .,  marked   a 
distinct   epoch.     It  lifted  the^^industfjfs  c^t 
of  the  old  rut.     It  should  become  an  annual 
function    and    in    the    future    the    dealers  , 
should  be  included.         ■    '  "H 


"Pro  Bono  Publico"  on  .^Motorcycles. 

Good  old  "Pro  Bono  Publico;vfinally<ftE 
been  heard  from  concerning  the  op'BM^fifui- 
fler  nuisance.  He  was  about  due  to  say 
something  on  the  subject  and  he  said  it  late 
last  week  in  one  of  the  Hartford,  Conn., 
papers,  which  itself  had  remarked  the 
nuisance. 

It  goes  almost  without  saying  that  "P. 
B.  P."  is  rabid.  For  rarely  is  he  mild  on 
any  subject  when  he  "takes  his  pen  in 
hand."  He  evidently  "doesn't  like  motor- 
cycles nohow."  Apparently  they  have  dis- 
turbed his  slumbers  for  he  says  it  is  "a 
common  thing  to  be  awakened  by  one  of 
these  motorcycles  coming  up  the  street, 
turning  a  corner,  with  a  noise  that  re- 
sembles a  target  practice  or  a  Catling  gun 
firing  blank  charges,  and  the  persons  that 
ride  them  seem  to  delight  in  making  them 
go   at  a  pace   that  increases  the   nuisance." 

"Pro"  etc.  maintains  that  motorcycles 
are  "ugly  machines"  and  that  "the  nuisance 
and  annoyance"  of  them  "has  become  un- 
bearable." He  hopes  therefore  that  "some- 
thing will  be  done  immediately  to  keep 
them  off  the  streets  until  they  remedy  their 
offensive  qualities." 

Levity  aside,  however,  this  particular 
"Pro  Bono  Publico"  represents  a  state  of 
mind  which  will  be  aroused  in  very  many 
other  communities  if  the  motorcycle  inter- 
ests themselves  are  not  successful  in  check- 
ing the  open  muffler  evil;  and  the  inflam- 
ing of  the  public  mind  will  lead  to  things 


far  more  disagreeable.  The  Bicycling  World 
has  several  times  referred  to  this  evil  in 
unmistakable  language.  It  is  a  nuisance 
which  must  be  suppressed  at  all  costs,  if 
motorcycling  is  not  to  be  brought  into 
disrepute  and  its  growth  hindered  just 
when  it  is  obtaining  a  fair  start.  The  or- 
ganization, or  manufacturer,  or  dealer  who 
does  not  take  cognizance  of  it  and  exert 
pressure  to  suppress  the  evil  will  find  sorry 
days  ahead.  The  rider  who  opens  his  muf- 
fler save  on  a  steep  hill  or  a  heavy  road  is 
an  enemy  of  motorcycling  and  should  be 
treated  as  such.  Seldom,  very  seldom,  is  it 
really  necessary  to  use  the  cut-out  at  any 
other  time. 

The  fact  that  the  Federation  of  American 
Motorcyclists  has  just  had  printed  thous- 
ands of  circulars  bearing  on  the  evil 
indicates  that  the  motorcycle  conscience 
has  been  pricked;  for  the  good  of  the  cause 
..these  circulars  cannot  be  too  widely  circu- 
\^ated;  they  are  needed  and  needed  badly 
nd  if  makers  or  dealers  can  add  anything 
|t6  them,  they  should  lose  no  time  in 
floing  so. 


Value  of  Nickel  Trimmings. 

Is  there  any  one  thing  that  makes  a 
bicycle  look  so  disreputable  as  permitting 
the  spokes  to  become  rusty?  It  may  be 
caked  with  mud,  its  saddle  and  grips  worn 
and  shabby  and  its  tires  of  none  too  promis- 
ing an  appearance,  but  if  the  nickel  plate 
of  its  spokes  is  still  bright  it  will  carry  an 
air  of  respectability  no.ne  the  less.  If  to 
this  be  added  bright  hubs  and  handle  bar 
even  dull  and  cracked  enamel  added  to  its 
other  blemishes  cannot  totally  handicap  its 
look  of  fitness.  It  is  a  telling  illustration  of 
the  value  of  nickel  trimmings  in  lifting  the 
looks  of  a  machine  above  the  ordinary. 
Where  appearance  is  concerned  the  scaling 
of  the  nickel  plate  and  the  coming  of  that 
dull  black  and  rust  that  no  amount  of  clean- 
ing will  improve,  marks  the  end  of  a 
bicycle's  career.  And  no  one  appreciates 
that  fact  better  than  the  manufacturer. 
That  is  why  so  much  care  is  lavished  on 
the  nickel  plating  of  the  parts  of  a  high- 
grade  machine  and  so  little  on  the  cheap 
crock.  Good  plating  is  a  tedious  and  costly 
process.  But  it  may  be  siinulated  in  half 
the  time  at  a  fraction  of  the  outlay  and  that 
is  why  the  bargain  counter  mount  looks  as 
if  it  had  been  at  the  bottom  of  the  river 
for  a  while  before  it  is  three  months  old 
and  the  high-grade  machine  still  retains  its 
brightness  when  the  other  one  is  forgotten. 


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THE  BICYCLING  WORLD 


507 


THE  FEAST  OF  REASON  AT  ATLANTIC  CITY 


Largest  Crowd  in  the  History  of  the  Industry  Attends  the  Open  Convention — Every  Branch 
of  the  Trade  Represented — Notable  Expression  of  Vie^ws   of    '^ 
Interest  and  Instruction  to  All. 


By  sticking  to  their  respective  knittings 
and  clearing  up  with  all  committee  work  and 
general  business  meetings  on  Wednesday,  the 
Cycle  Manufacturers'  Association,  the  Cycle 
Parts  and  Accessories  Association  and  the 
new-born  National  Bicycle  Jobbers'  Asso- 
ciation were  able  to  devote  all  of  Thursday, 
26th  inst,  to  the  joint  convention.  It  oc- 
curred in  the  palm  room  of  Hotel  Isles- 
worth,  Atlantic  City,  and  was  the  largest 
trade  gathering  in  the  history  of  the 
industry. 


AI<BERT  I,.  POPE  AND  GEORGE  N.  PIERCE 

President  Pierce,  of  the  C.  M.  A.,  grey, 
1  ut  rugged  and  a  picture  of  health,  presided 
and  Secretary  White,  of  the  C.  P.  &  A.  A., 
not  grey,  but  with  hair  thinning  on  top  and 
a  pretty  healthy  young  specimen,  too,  occu- 
pied the  other  seat  at  the  table  on  the 
rostrum.  On  the  main  floor,  the  red  but- 
tons of  the  bicycle  makers,  the  white  of  the 
accessory  men  and  the  blue  of  the  jobbers, 
intermingled.  Albert  L.  Pope,  on  whom 
has  fallen  the  mantle  of  his  father,  the  only 
Colonel,  was  there,  grown  serious  and 
present  in  person  as  evidence  that  despite 


the  dominance  of  automobiles,  the  Pope 
heads  still  retain  interest  in  the  wares  that 
made  their  name  famous.  C.  E.  Walker, 
the  Pope  first  lieutenant,  and  more  serious 
even  than  the  once  "Young  Albert" — so- 
called  to  distinguish  him  from  his  father — 


P.  R.   ROBINSON    {N.  Y.   SportinB  Goods   Co.),   F.    I. 

JOHNSON  (Iver  Johnson  Works)  and  D.  S.  TROXEL 

(Troxel  Mfg.  Co.) 

was  at  his  side  and  Fred  Gilbert,  sometimes 
termed  the  keenest  bicycle  man  in  the  Pope 
bunch,  was  not  far  away.  Harry  "V^alburg, 
he  of  the  Kacycle,  was  there  and,  almost 
needless  to  say,  he  was  wearing  the  same 
old  smile.  Fred  I.  Johnson,  now  stout  and 
aldermanic,  was  in  the  front  row;  and  no  two 
men  in  the  entire  assemblage  listened  with 
more  observable  interest  than  Walburg  and 
Johnson;  they  seemed  athirst  for  any  good 
points  that  might  be  dropped.  They  wore 
red  buttons,  of  course,  and  mighty  few  of 
those  entitled  to  wear  them  were  missing. 
There  was  a  white  button  on  the  lapel  of 
the  short  and  sturdy  Crosby,  to  whose 
initiative  both  of  the  manufacturers'  associ- 
ations owe  their  origin,  and  on  the  coat  of 
the  bald  and  nervous  Surre,  likewise  on  the 
balder  but  not  so  nervous  Persons — the 
two  bundles  of  energy  to  whose  efforts  the 
success  of  the  convention  was  largely  due. 
The  rotund  and  placid  Webster — he  of  the 


Mo^H^V.  coaster ^'rake— wore  his  buttoil 
with  ttHrt  •'aJT^  Qi  theman  at  peace  with  all 
the  worldait^iiS-J^wo  best  helpers,  Biddle 
and  the  younger  Whittier  were  with  him. 
But  why  call  the  roster  of  the  trade?  It 
would  take  scarcely  six  lines  to  say  who 
was  not  there.  Yes,  and  there  were  four 
dealers — live  ones,  all — in  the  assemblage — 
Logue,  of  Baltimore,  with  his  pockets  filled 
with  his  clever  literature;  Gus  Castle,  of 
Atlanta,  Ga.,  and  Storck,  of  Red  Bank,  N.  J., 
and  Cornish,  of  Newark,  also  in  New  Jer- 
sey. But  then  Storck  and  Cornish  "cover 
territory"      for      manufacturers      "between- 


B.  S.  KEEPER  (The  Standard  Co.)  and 
C.  E.  Walker  (Pope  Mfg.  Co.) 

times"  and  can  pass  as  traveling  men  if 
occasion  requires.  And  there  were  quite  a 
few  full  blown  traveling  men  in  the  audi- 
ence, too. 

Yes,  and  for  the  thirsty  there  were  bowls 
of  red  punch  with  mint  in  it  on  the  floor 
tables;  the  table  on  the  rostum  held  only 
a  pitcher  of  clear  water.  Frequently,  dur- 
ing the  afternoon.  President  Pierce  closed 
his  eyes  when  he  turned  them  toward  the 
red  bowls  and  once  he  declared  a  recess. 

The  joint  meeting  was  devoted  entirely 
to  the  reading  of  the  papers  that  had  been 


508 


THE  BICYCLING  WORLD 


filled  their  assignments,  but  enough  of  them 
did  so  to  make  the  session  "not  too  long 
but  just  long  enough"  and  the  topics  dealt 
with  were,  generally  speaking,  of  real  in- 
terest and  bristled  with  instructive  sug- 
gestion of  value  to  any  man  intent  on  profit- 
ing by  that  sort  of  thing.  It  was  the  first 
time  in  the  history  of  the  industry  that 
anything  of  the  sort  ever  had  occurred  and 
the  credit  for  it  belongs  almost  wholly  to 
C.  A.  Persons,  as  chairman  of  the  program 
committee.  Of  the  several  papers  read, 
that  delivered  by  Frank  C.  Storck,  the  Red 
Bank  dealer,  created  the  most  distinct  buzz. 
Storck  struck  out  straight  from  the  shoul- 
der in  telling  what  he  would  do  '*If  I  were  a 
Bicycle  Manufacturer,"  and  his  suggestions 
were  couched  in  such  plain  English  that 
there  was  no  mistaking  them.  He  un- 
doubtedly gave  the  manufacturers  some- 
thing to  think  about. 

The  proceedings  were  opened  by  Mr. 
Persons,  who  introduced  President  Pierce 
and  Secretary  White  as  chairman  and  sec- 
retary, respectively,  of  the  occasion.  Mr. 
Pierce  promptly  called  on  W.  H.  Crosby, 
president  of  the  Cycle  Parts  and  Acces- 
sories Association.  The  several  speakers 
and  their  deliverances  follow: 

"The  Value  of  Trade  Organization." 

BY  W.   H.   CROSBY. 

President  Cycle  Parts  and  Ace.  Association. 

To  underrate  and  despise  your  opponent  is  to  invite 
defeat. 

If  Russia  had  been  better  acquainted  with  Japan  the 
recent  war  mig-ht  have  been  avoided ;  but  Japan  was 
very  largely  unknown  to  her  antagonist.  Her  people 
were,  therefore,  ridiculed  and  her  military  capacity 
derided.  The  short,  decisive  contest  opened  the  eyes 
of  the  Russian  and  taught  him  a  lesson  which  will 
be  an  immense  advantage  to  both  in  the  adjustment 
of  any  dispute  that  may  hereafter  arise  between 
them.  A  fairly  accurate  knowledge  of  Japan  might 
have  been  acquired  by  Russia,  less  expensively,  and 
without  such  an  immense  loss  to  her  self  respect 
and  prestige. 

I  place,  therefore,  the  highest  value  upon  personal 
acquaintance  as  the  first  and  chief  result  of  trade 
organization.  There  is  unquestionably  a  good  deal  of 
war  in  modem  business,  and  if  one  makes  the  fatal 
mistake  of  misjudging  his  competitor's  ability  and 
capacity  up  to  the  point  where  he  treats  him  and  his 
products  with  disdain,  tie  may  be  led  into  a  line  of 
action  that  may  be  his  own  undoing.  When  you 
know  your  competitor  personally  and  meet  him  on 
common  ground,  where  his  interest  and  yours  are 
alike,  you  begin  to  form  different  and  more  friendly 
opinions  of  his  influence  as  a  factor  in  your  line  of 
trade. 

What  neutral  ground  is  there  other  than  the  places 
where  your  trade  organization  regularly  assembles? 
You  are  compelled  there  to  meet  your  competitor 
face  to  face  and  treat  him  with  proper  courtesy,  even 
if  a  fierce  antagonism  has  heretofore  existed  between 
you.  In  discussions  he  may  advance  propositions  that 
commend  themselves  to  your  judgment;  he  may  sug- 
gest plans  that  had  not  occurred  to  you  and  which 
you  are  quite  ready  to  approve;  he  may  be  willing 
to  forego  some  personal  advantage  for  the  common 
good.  In  many  ways  he  may  disarm  your  suspicion 
and  awaken  your  respect,  and  you  will  go  home  think- 
ing him  not  nearly  so  bad  a  fellow  after  all.  Tou 
will  thereafter  be  slow  to  provoke  him  into  a  con- 
test that  may  prove  unequal,  certainly  expensive,  and 
perhaps  disastrous.  You  will  rather  move  warily, 
avoiding  anything  that  looks  like  war,  and  strive 
for  commercial  advantage  by  methods  that  will  not 
awaken  his  resentment.  Thus  the  energies  of  the 
business  man  are  not  consumed  in  frequent  and 
wasteful  struggles  for  supremacy,  but  are  rather 
turned  into  channels  of  legitimate,  healthy  and  profit- 
able comipetition.  But  I  go  even  further  and  affirm 
that  it  is  possible  and  very  probable  that  the  respect 
which  is  thus  aroused  will  ripen  into  mutual  regard 
that  may  terminate  in  permanent  friendship;  and 
when  this  is  true,  business  is  at  once  upon  a  different 
basis  than  before.  Instead  of  active  hostilities  with 
useless  expenses  and  losses,  there  will  be  a  friendly 
rivalry,  not  in  any  way  inconsistent  with  sound  busi- 
ness principle. 

I  think  I  can  properly  say  that  nothing  did  the 
bicycle  business  so  much  damage  as  the  personal 
antipathies  of  prominent  competitors.  Will  any  one 
dare  to  say,  in  the  light  of  recent  events,  that  this 
was  unavoidable?  Would  not  an  active,  vigilant  trade 
"organization  "have  smoothed  these  difficulties  and  have 
shown  to  each  strong,  aggressive  faction  that  the 
other  was  not  so  black  as  it  was  painted,  I  am  con- 
fident that  if  such  an  organization  had  existed  eight 
years  ago  the  total  collapse  of  the  business  might 
have  been  averted,  and  fortunes  that  were  wreckea 
in  the  fight,  while  they  might  have  been  curtailed, 
would   not  have   been   obliterated. 


Trade  combinations  aggravate  and  increase  the 
features  of  war  in  business;  while  trade  organizations 
lessen,    if  not  destroy  them. 

Having  achieved  the  main  result  by  bringing  the 
discordant  factions  of  a  trade  into  a  more  reasonable 
and  harmonious  atmosphere  the  organization  is  now 
ready  to  work  out  problems  that  cannot  be  solved 
by  individual  effort,  and  upon  lines  not  inconsistent 
with  national  and   State  laws. 

Take,  for  instance,  the  matter  of  supplies  of  raw 
material.  While  there  may  be  no  immediate  anxiety 
on  this  point,  no  one  can  prophesy  what  five  or  six 
years  will  bring  forth.  There  have  been  rumors 
of  a  shortage  of  crude  rubber.  I  am  not  a  tire 
manufacturer;  and,  therefore,  cannot  say  how  seri- 
ous this  is;  but  one  can  imagine  at  the  tremendous 
rate  it  is  being  consumed  that  the  time  is  not  far 
distant  when  the  demand  will  exceed  the  supply. 
The  organization  that  is  wide  awake  will  not  wait 
for  this  crisis,  but  will  anticipate  it  and  take  meas- 
ures either  to  restrict  the  consumption,  to  increase 
the  supply  by  planting  new  forests,  or  if  either  of 
these  is  not  feasible  to  invent  a  substitute.  The 
Carriage,  Wheel  Trade,  about  two  hundred  in  number, 
recently  met  at  Niagara  Falls  to  discuss  the  most  , 
serious  question  now  confronting  it — the  rapid  ex- 
haustion of  the  supply  of  hickory.  The  U.  S.  For- 
estry Commission  was  called  into  its  councils,  and 
steps  are  at  (nee  to  be  taken  to  restrict  the  use  of 
hickory  to  those  parts  where  it  is  absolutely  essen- 
tial; to  preserve  the  forests  from  fire  or  other  need- 
less and  wasteful  losses;  and  to  plant  and  cultivate 
a  new  source  of  supply.  A  gentleman  who  attended 
this  convention  told  me  unless  something  is  done 
along  the  lines  indicated,  at  the  present  rate  of  con- 
sumption, five  years  would  see  the  end  of  this  im- 
portant wood.  It  must  be  apparent  to  you  how  im- 
potent in  an  exigency  of  this  kind  is  individual  ac- 
tion. It  needs  all,  and  perhaps  more,  than  a  single 
trade  organization  can  accomplish;  it  may  require 
the  combined  effort  of  several  allied  trades  to  work 
out  any  very  practical  solution. 

There  is  no  more  perplexing  question  for  the  manu- 
facturer to-day  than  that  of  labor,  and  certainly  nc 
one  with  any  experience  in  labor  troubles  will  deny 
the  immense  advantage  of  organization  in  the  settle- 
ment of  these  disputes.  The  National  Metal  Trades' 
Association  is  now  so  strong  that  there  is  no  longer 
any  uncertainty  as  to  the  outcome  of  a  strike  where 
any  of  its  members  is  affected.  Its  powerful  influ- 
ence is  used  first  to  avoid  trouble  by  reconciling  if 
possible  honest  differences  of  opinion  and  by  using 
every  means  of  adjustment  that  can  properly  be  em- 
ployed. When  these  efforts  are  unavailing  and  a 
strike  is  called  the  Association  will  fill  the  disturbed 
works  with  competent  independent  workmen  and  pro- 
tect them  to  the  fullest  extent  in  the  enjoyment  of 
their  rights.  Where  a  maser  and  his  workmen  were 
formerly  at  odds  over  every  little  question  and 
strikes  and  lock-outs  were  the  results  of  stubborn, 
unreasoning  and  unnecessary  quarrels  this  trade  or- 
ganization steps  in  and  obliges  a  more  sober  and 
rational    consideration   of   differences. 

Another  feature  of  this  particular  question  Is  that 
members  of  the  local  branch  association  are  not  al- 
lowed to  hire  away  each  others  workmen.  A  registry 
is  kept  of  the  incompetent  or  unsteady.  Rates  of 
the  wages  are  compared  and  often  equalized.  Appli- 
cants for  emplojTnenti  are  investigated,  and  it  found 
worthy  are  recommended  to  positions.  In  some 
branches  bonuses  are  offered  for  Improved  methods 
and  premiums  paid  for  exceptional  work,  either  in 
quality  or  quantity.  Boys  in  mechanical  art  schools 
are  encouraged  by  prizes  in  order  that  a  larger  and 
more  constant  supply  of  trained  workmen  may  be 
obtained.  The  results,  therefore,  are  alike  beneficial 
to  employer  and  employed. 

Another  advantage  of  the  trade  organizations  is 
the  investigation  and  comparison  of  the  different 
methods  and  products  of  manufacture.  I  am  in- 
formed that  this  is  one  of  the  principal  functions  of 
the  National  Association  of  Automobile  Manufactur- 
ers, and  that  its  members  have  regular  meetings 
where  their  superintendents  of  construction  examine 
and  criticize  each  other's  processes  and  finished  ma- 
chines. At  first  ETlance  this  may  appear  opposed  to 
all  the  rules  of  the  old-time  factory  manager,  who 
was  particularly  averse  to  any  publicity  being  given 
either  to  his  shop  practices  or  appliances.  I  am  not 
personally  able  from  exDerience  to  outline  the  ar- 
ticular benefits  that  accrue  to  this  method  of  co- 
operation, but  I  am  advised  that  the  association 
mentioned  has  found  it  so  helpful  that  while  at 
first  it  was  handled  in  a  narrow  and  cautious  way, 
it  is  now  used  in  a  very  open  and  unlimited  manner. 
Another  advantage  of  trade  organizations  is  the 
opportunity  it  offers  to  extend  and  exploit  the  foreign 
market.  The  American  manufacturer  has  not  given 
this  question  the  attention  it  deserves;  he  has  been 
proud  of  the  natural  resources  of  his  own  country 
and  prodigal  in  his  use  of  them,  confident  in  the 
superiority  of  his  workmen  and  his  machinery,  sat- 
isfied with  absolute  control  of  his  immense  and  con- 
stantly expanding  home  market,  therefore,  careless 
of  the  tastes  and  requirements  of  the  foreign  buyer 
who  may,  be  inclined  to  trade  with  him.  The  Amer- 
ican customer  is  always  looking  for  new  and  improved 
models.  The  manufacturer,  therefore,  strains  every 
nerve  to  discover  and  adopt  novel  and  attractive 
features.  This  is  not  true  of  the  foreigner.  He  is 
satisfied  with  a  good  thing  and  slow  to  change.  I 
will  give  you  a  leaf  froin  my  own  experience.  In 
the  summer  of  1SD8  while  abroad  I  sold  5,000  pairs 
of  hubs  for  a  Syracuse  manufacturer  to  a  Copenhagen 
merchant,  using  for  a  sample  a  model  of  the  previous 
season.  This  sample  I  left  with  the  buyer.  The  man- 
ufacturer thinking  to  please  his  new  customer  shipped 
a  new  and  improved  hub.  On  receipt  and  examination 
the  entire  invoice  was  rejected.  Nothing  that  we 
could  write  our  Danish  friend  would  convince  him 
that  he  was  really  getting  more  than  he  bargained 
for.  The  hubs  were  returned  and  replaced  with  the 
old    model. 

We  have  paid  little  attention  to  designs  they  require, 
and  what  is  worse  have  largely  used  the  foreign  mar- 
ket as  a  dumping  ground  for  surplus  or  second  rate 
material.  This  is.  of  course,  not  true  of  all  lines 
of  American  manufacture,  but  It  is  too  true  of  many, 
and  particularly  so  of  bicycles  and  bicycle  parts. 
How  different  the  methods  of  the  German.      Through 


his  trade  organization  young  men  trained  in  the  lan- 
guage and  customs  of  the  new  field  are  sent  out 
to  ascertain  just  what  pleases  the  prospective  buyer; 
reports  are  returned  setting  forth  in  the  minutest 
detail  what  is  required.  Such  items  as  the  color  of 
an  article  and  its  proper  packing  are  not  omitted. 
I  have  heard  of  an  American  manufacturer  of  agri- 
cultural machinery  having  a  large  consignment  re- 
jected at  Odessa  because  it  was  painted  green  In- 
stead of  red.  Ridiculous  you  say;  but  then  if  you 
want  to  sell  the  foreigner  and  hold  his  trade  (I  would 
place  special  emphasis  upon  the  word  "hold")  you 
must   give   him   what   he  wants. 

Why  cannot  we  displace  with  American  machines 
the  thousands  of  bicycles  that  are  going  Into  South 
America  from  Germany?  We  can  if  we  go  about  it 
in  the  right  way,  as  I  have  every  confidence  in  our 
ability  to  manufacture  a  better  article  and  sell  it 
at  the  same  price.  But  we  must  follow  the  German 
method,  and  I  would  have  you  keep  in  mind  that 
the  large,  constant  and  increasing  export  of  Ger- 
man bicycles  is  not  so  much  the  result  of  individual 
effort   as   of   organized   exploitation. 

I  am  afraid  if  I  extend  this  programme  you  will 
think  it  altogether  too  ambitious,  that  I  am  asking 
you  to  attempt  everything  with  no  hope  of  accom- 
plishing anything;  perhaps  it  is  not  at  present  work- 
able in  some  of  its  features  by  the  organizations  here 
represented.  But  if  we  are  to  avoid  the  pitfalls  of 
the  past  and  to  expand  our  businesses  uDon  lines 
that  will  give  the  fullest  play  to  our  energies,  and 
at  the  same  time  secure  and  preserve  for  us  ample, 
suitable  and  stable  supplies  of  material  and  labor, 
sufficient  and  profitable  home  and  foreign  markets,  we 
must  begin  soon  to  adopt  those  plans  that  have  been 
found  satisfactory  in  other  .  rganizations  and  In 
other  countries. 

*'The  Common  Interests  of  the  Jobber." 

BY  RALPH  D.  WEBSTER. 
Eclipse  Machine  Co. 

I  received  a  few  days  ago  an  invitation  Irom  Mr. 
Persons,  or  rather  a  conimand,  to  prepare  a  paper 
to  read  at  this  convention.  After  giving  the  matter 
several  days'  consideration  and  failing  to  find  in  that 
time  a  starting  point,  I  discovered  that  our  mutual 
friend,  the  saddle  maker,  had  assigned  me  a  very 
queer  subject. 

He  stated  in  his  letter  to  me  that  he  wanted  me 
to  prepare  a  paper,  and  that  my  subject  should  be 
the  interests  of  the  common  jobber.  I  have  had 
experience  with  some  jobbers  that  I  might  consider 
uncommon,  but  in  the  position  I  occupy  I  do  not 
dare  class  any  of  them  common  jobbers,  so  have 
taken  it  for  granted  that  Mr.  Persons  must  have 
been  in  an  exhilarated  condition  when  he  wrote  me 
the  letter  and  that  he  probably  intended  me  to  treat 
the  common  interests  of  the  Jobber,  which  I  will 
endeavor   briefly    to  do. 

In  order  to  speak  intelligently  of  the  jobber  and 
his  interests  we  must  iirst  have  a  correct  definition 
of  a  jobber.  The  dictionary  says  that  a  jobber  is 
one  who  engages  in  a  low,  lucrative  affair.  I  do  not 
believe  that  this  definition  applies  to  jobbers  of 
l^icycles  and  bicycle  supplies,  but  must  certainly  apply 
to  jobbers  in  other  lines,'  as  I  should  certainly  take 
exception  to  listing  bicycle  jobbers  as  being  engaged 
in  a  low  business,  and  the  jobbers  themselves  will 
certainly  take  exception  to  their  business  being  con- 
sidered lucrative. 

Some  manufacturers  class  as  jobbers  dealers  who 
can  use  large  quantities  of  any  line  of  goods,  and  in 
this  way,  much  to  the  injury  of  the  trade,  many 
retail  dealers  have  in  the  past  been  favored  with 
wholesale  price,  much  to  the  detriment  of  the  job- 
ber. This  I  consider  one  of  the  interests  that  Is  of 
Vital  importance  to  the  jobber,  and  one  that  deserves 
the    most   careful    consideration    of   the   manufacturers. 

My  definition  of  a  jobber  is — one  who  first  has  a 
place  of  business,  who  carries  in  stock  a  sufficient 
quantity  of  goods  to  meet  the  wants  of  his  trade, 
who  advertises  by  publishing  a  cata.logue  of  the  goods 
he  carries  in  stock,  and  who  personally  solicits  busi- 
ness from  retail  merchants  through  a  traveling  rep- 
resentative. This,  in  the  main.  I  believe  answers 
the  question  and  defines  fairly  to  all  concerned  the 
position  which  the  jobber  should  occupy  in  the  trade. 
It  is  impossible,  however,  to  lay  down  a  hard  and 
fast  rule,  and  conditions  will  vary  in  a  measure  the 
requirements   as    herein    set   forth. 

The  location  has  considerable  to  do  with  success, 
and  it  is  apparent  to  all  that  a  prosperous  jobbing 
business  cannot  be  built  up  at  a  point  that  is  not  a 
trade  center  for  a  line  of  goods  that  it  is  proposed 
to  handle. 

As  regards  carrying  a  stock  of  goods :  I  believe 
thia  is  of  vital  imortance,  and  I  do  not  believe  any 
jobbing  house  can  be  successful  unless  they  carry  a 
sufficient  stock  to  meet  promptly  the  demands  of  their 
trade.  Many  jobbing  houses  have  built  up  a  larga 
and  satisfactory  business  by  paying  particular  at- 
tention to  this  point,  and  while  I  regret  to  say  many 
of  the  jobbers  in  the  bicycle  business  have  worked 
upon  the  theory  that  the  only  feature  which  de- 
manded their  serious  attention,  was  the  one  of  price 
cutting,  and  have  based,  almost  entirely,  their  claim 
for  business  upon  the  fact  that  they  were  able  or 
willing  to  sell  goods  at  a  little  less  price  than  their 
competitors.  They  have  overlooked  the  fact  that 
their  trade,  or  a  large  shar*  of  it,  would  appreciate 
more  their  promptness  in  filling  orders,  by  reason  of 
having  a  good  stock  in  hand,  than  they  would  the 
matter  of  a  few  cents  in  the  price.  This  fact  has 
been  demonstrated  very  emphatically  in  the  phono- 
graph business  during  the  past  few  years.  Jobbers 
who  sell  the  National  Phonograph  Company's  goods 
are  not  allowed  to  cut  prices,  and  I  think  I  am  safe 
in  saying  that  there  is  no  price  cutting  In  that  busi- 
ness. The  position  the  National  Phonograph  Company 
has  taken  as  regards  the  marketing  of  their  product 
and  their  being  in  position  to  enforce  their  policy, 
has  naturally  resulted  in  the  jobber  being  obliged  to 
seek  out  other  ways  of  increasing  his  sales,  and 
many  jobbers  have  been  very  successful  and  have 
built  up  a  large  and  profitable  business  by  giving  at- 
tention to  the  features  which  I  consider  essential  In 
a  successful  jobbing-  enterprise.  If  you  are  familiar 
with,  this  business,  .  you  will  agree  with  me  when  I 


THE  BICYCLING  WORLD 


50 


State  that  the  jobber  of  phonograph  goods  who  is 
most  successful  is  the  one  who  &ives  the  closest  and 
most  careful  attention  to  his  stock.  When  the  dealer 
places  an  order  he  wants  the  goods — he  does  not  want 
to  have  half  of  his  order  filled  and'  the  balance  come 
along-  some  other  time.  Dealers  quickly  learn  which 
jobbei-s  carry  complete  stocks  and  always  have  stocks 
on  hand,  and  their  orders  naturally  go  to  these  job- 
bers, to  the  loss  of  the  merchant  who  is  careless  In 
reference  to  his  stock  keeping  and  who  never  is  able 
to  lill  an  order  complete. 

Successful  jobbing,  in  my  mind,  is  the  result  of 
careful  attention  to  detail.  It  is,  of  course,  natural 
to  suppose  that  eroods  are  received  from  the  manu- 
facturer in  first-classi  condition,  and  it  is  much  easier 
in  filling  orders  to  take  the  goods  just  as  they  are 
received  from  the  factory,  and  forward  them  on  to 
the  retail  merchant.  I  believe,  however,  in  all  cases, 
goods  should  be  carefully  inspected  by  the  jobber,  and 
when  forv/arded  to  his  customer  he  should  be  in  a 
position  to  say  he  knows  they  were  right  when  shipped 
by  him. 

Promptness  is  another  feature  of  great  importance. 
A  little  extra  effort  many  times  means  the  gain  of  a 
day  in  the  delivery  of  your  goods,  and  the  gain  of  a 
day  in  the  hands  of  the  retailer  means  another  order 
in  many'  instances.  Not  all  employes  will  give  care 
to  these  details,  and  it  behooves  the  jobber  himself 
to  give  his  personal  attention  to  all  matters  con- 
nected with  his  business.  These,  I  believe,  are,  in 
the  main,  the  common  interests  of  the  jobbers,  and 
the  great  problem  is  how  these  interests  can  be  best 
advanced  and  used  by  all. 

I  believe,  as  I  did  in  1902,  that  an  association 
properly  conducted,  would  be  of  great  value  to  the 
jobbing  trade.  I  believe  also  that  the  Jobbers'  As- 
sociation has  been  of  benefit,  and  that  all  who  have 
contributed  to  it  in  the  way  of  time  and  money  have 
been  well  repaid.  I  further  believe  that  a  reorganiza- 
tion and  a  renewed  effort  should  be  put  forth,  and 
1  believe  that  a  successful  and  prosperous  association, 
one  that  would  be  of  great  benefit  to  all  in  the  trade, 
could  be  maintained  by  the  cycle  trade  jobbers.  I 
do  not  believe  that  it  is  necessary  to  employ  a  high 
salaried  secretary,  or  maintain  expensive  offices.  I 
believe  there  are  men  in  the  trade  who  are  suffi- 
ciently interested,  to  be  willing  to  give  a  portion  of 
their  time  to  the  oflficial  work  that  would  be  neces- 
sary for  the  successful  conduct  of  an  organization 
of  this  kind.  I  believe  that  meetings  should  be  held 
frequently  and  that  an  annual  meeting  is  not  suffi- 
cient. Of  course,  it  is  impossible  to  get  the  at- 
tendance of  all  members  at  frequent  meetings,  but  a 
large  executive  committee  could  be  brought  together 
four  times  a  year.  I  believe,  and  that  would  be  suffi- 
cient. A  full  report  of  the  work  accomplished  at 
these  meetings  would  be  cheerfully  given  publicity 
by  the  trade  journals,  and  in  this  way  a  large  amount 
of  clerical  work  could  be  dispensed  with. 

The  greatest  good  to  be  accomplished  by  the  Asso- 
ciation is  good  fellowship  and  confidential  acquaint- 
ance. None  of  us  have  a  great  amount  of  confidence 
in  a  competitor  whom  we  have  never  met.  As  we 
come  to  know  our  competitors  we  begin  to  have  con- 
fidence in  them,  and  without  confidence  no  associa- 
tion of  men  in  any  trade  can  be  maintained.  There 
is  a  better  feeling  in  the  trade  to-day  by  reason  of 
the  Jobbers'  Association  and  by  reason  of  the  annual 
meetings  that  have  been  held.  I  do  not  believe  that 
an  association  should  endeavor  to  do  too  much.  It 
is  not  necessary  in  order  to  be  successful  that  you 
should  try  to  revolutionize  the  trade,  or  endea^'or  to 
put  in  force  unfamiliar  and  radical  ti-ade  policies. 
Do  a  little  and  do  that  well  would  be  the  suggestion 
that  I  would  make  for  the  present.  As  a  better 
feeling  was  brought  about  and  greater  strength  at- 
tained by  a  closer  organization  and  a  larger  member- 
ship— increased  work  could  be  accomplished.  Bring 
to  the  attention  of  the  manufacturers  matters  that 
need  adjustment  and  you  will  find  them  always  ready 
and  willing  to  give  careful  consideration,  for  the  com- 
mon interests  of  the  jobbers  are  the  common  inter- 
ests of  the  manufacturers.  This  could  be  accom- 
plished by  a  committee  that  can  meet  at  any  time 
with  the  Manufacturers'  Association,  and  I  believe 
it  -would  be  .arood  policy  for  a  Jobbers'  Association  to 
be  represented  at  the  frequent  mi^etings  that  are  held 
.  by    the    Manufacturers'     Association. 

Tbe  bicycle  makers  have  a  fine  organization;  the 
Cycle  Parts  and  Accessories'  Association  is  healthy 
and  vigorous;  both  associations  are  individually  and 
collectively  interested  in  the  jobbers,  and  will  give 
them  all  the  assistance  possible.  The  bicycle  business 
is  in  a  healthy  condition  and  the  time  is  ripe  for 
advancement  all  along  the  line.  Remembering  the 
"mi.stakes  of  the  past  let  all  take  hold  with  re- 
newed vigor,  hoping  that  the  oldest  association  of  the 
allied  trades  may  before  another  year  passes  become 
as  it  should — the  strongest  and  most  prosperous  of  all. 

"If  I  Were  a  Bicycle  Dealer." 

BY  HARRY  WALBURG. 
Miami  Cycle  &  Mfg.  Co. 

I  have  often  wondered  what  I  should  do  if  I  were 
a  minister,  priest  or  preacher,  and  have  always 
come  to  the  same  conclusion.  If  that  vocation— and 
thfre  are  worse  ones,  jobbers  for  instance — had 
fallen  to  my  lot,  I  should  endeavor  to  put  in  practice 
what    I    preached    and    arlvocated. 

Now.  as  my  text  is.  "What  I  Should  Do  if  I  "Were 
a  Ricycle  Dealer,"  I  believe  my  answer  to  the  ques- 
tion is:  I  would  try  to  be  high  grade,  even  if  I  had  to 
wear  a  nameplate  to  do  it.  I  have  always  noticed 
that  many  so-called  dealers  are  like  bicycles  with 
transfers  on  their  heads — they  are  apt  to  become 
blurred   by   the   time   the  dating  is  up. 

A  weak-*'rnrned  dealer  hasn't  the  proper  push.  He 
must  be  re"nforced  in  all  his  joints.  He  must  have 
a  well  shaped  crown  and  not  a  head  shafted  like  a 
lemon.  He  must  be  nicely  adjusted  to  meet  evei-y 
emergency.  He  must  be  nronerlv  aligned — for  a 
crooked  dealer  is  always  out  of  line.  He  must  be 
well  finished,  easy  going,  ever  ready  and  clean. 
Cleanliness,  in  business,  the  same  as  in  morals. 
is  next  to  godliness.  A  clean  dealer  always  has  a 
clean  store  and  takes  prirte  in  keeping  everj'thing 
in  hjs  store  neat,  natty  and  free  from  cobwebs. 

Every  dealer  shonlfl  have  two  mottoes,  and  the  first 


EIDDLE,  WEBSTER  and  WHITTIER 
The  Eclipse  Trio 

should  read:  "Courtesy  is  my  cheapest  commodity," 
for  neither  the  customer  who  calls  to  buy  nor  the 
saleshian  who  endeavors  to  sell  is  doing  him  any 
favor.  Toi  do  business  he  must  deal  with  both,  and 
it's  a  safe  bet  that  his  domestic  ties  are  on  a  par 
with  the  greeting  he  gives  the  tired,  homesick  sales- 
men who  are  obliged  to  visit  his  store. 

His  second  motto  should  be:  "If  there  is  any- 
thing better  on  the  market  I'll  get  it."  These  untidy 
dealers,  with  untidy  stores,  that  greet  a  salesman 
with  the  hackneyed  whine,  "We  can't  sell  a  bicycle 
in  this  town  at  over  $25.00,"  or  who  say,  "The  mail 
order  houses,  with  their  cheap  wheels,  have  ruined 
the  business,"  should  turn  the  searchlight  on  them- 
selves. 

Suppose  all  the  tailors  should  say,  "We  can't  af- 
ford to  make  clothes  to  order  any  more,  for  the 
hand-me-down  clothing  stores  have  killed  our  trade." 
or  suppose  the  dry  goods  merchants  should  refuse 
to  stock  up  with  silks  or  satins  because  their  trade 
was  mostly  on  calico,  how  long  would  they  last? 
That  sort  of  thing  was  one  of  the  causes  that  made 
department   stores   possible. 

The  dealer  should  strive  to  keep  on  hand  goods 
just  a  grade  better  in  quality  than  his  competitor, 
for  by  doing  so  he  will  secure  the  confidence  of  his 
trade. 

The  secret  of  many  a  business  success  is  bound  up 
in  that  one  little  word — confidence.  Confidence  be- 
gets   confidence.      It    is    better    than    all    the   written 


p.  P.  HARRIS  AND  FRANK  MOSSBERG 


guarantees  ever  printed.  The  sunny-natured  dealer 
wno  has  confidence  in  him.self  and  meets  his  trade 
with  a  happy-to-serve-you  air  can  always  pull  busi- 
ness away  from  the  avaricious  merchant  who  acts 
as  if  he  were  insulted  if  a  prospective  customer  is 
one  of  tne  just-looking-in  and  don  t-mtend-to-buy- to- 
day kind. 

A  sicK.-doctor  makes  but  little  headway  in  mental 
suggesLiun.  >J  either  can  a  dealer  inspire  confidence 
in  a  stranger  who  comes  into  his  store,  without 
nrst  making  nim  feel  at  home.  The  mmute  a  cus- 
tomer begins  to  feel  and  act  as  if  he  were  uncom- 
fortable it  is  a  sure  sign  that  he  will  find  the  first 
excuse  he   can  to   bolt  into   some  other  store. 

if  i  were  a  dealer  and  trade  was  slack  I  would 
get  busy.  I'd  keep  doing  something,  if  it  were  only 
to  rearrange  and  oust  the  shelves  or  to  take  every- 
thing down  from  one  side  of  the  store  and  put  it  up 
on  the  other.  A  change  is  the  sauce  that  sharpens 
tlie  appetite.  The  passing  pedestrians  may  not  seem 
to  notice  stagnation,  but  they  do.  If  they  see  action 
going  on  inside  they  know  that  the  man  within  is 
aave.  and  if  they  see  that  there  is  a  new  layout 
in  the  show  windows  each  week  they  will  soon  be- 
come interested  in  knowing  what  has  become  of  the 
sLuff  that  was  talten  out  the  week  before.  Above 
all.  1  would  be  in  sight  or  have  some  one  in  sight, 
from  the  front  windows,  all  the  time.  Many  a  sale 
is  lost  becaute  some  timid  man  or  woman  fails  to 
see  any  one  in  sight  as  they  pause  at  the  door-slll. 
In  the  bicycle  business,  too,  often  the  dealer  is  back 
in  the  repair  shop  when  a  customer  comes  in.  Half 
the  time  he  is  so  occupied  and  intent  on  a  repair 
job  that  he  fails  to  notice  the  presence  of  a  cus- 
tomer in  front,  or,  if  he  does,  he'  11  yell :  '  'Wait  a 
m.inute!"  and  then  go  out.  all  dirty,  with  a  sort 
of  '  'What-do-you-want  ? — I'  m-in-a-hurry' '  expression 
of  his  face. 

Such  a  dealer  will  tell  you  he  makes  more  on  his 
repairs  than  he  does  on  his  sales.  Of  course  he 
does.  The  only  w^onder  is  that  he  makes  any  sales 
at  all.  If  this  same*  dealer  would  collect  his  senses 
long  enough  to  think  over  the  matter  seriously  he 
would  soon  convince  himself  that  he  was  penny 
wise  and  pound  foolish.  If  the  repair  business  is 
good  he  should  hire  sorrie  one  else  to  do  it  while  he 
hustles  after  sales.  If  it  gets  too  large  for  one  man 
to  handle  let  him  put  on  another  man.  No  one 
^vants  to  look  at  a  nicely  finished  machine  when  ex- 
hibited by  a  man  in  a  greasy  suit  and  with  oil  and 
dirt  all  over  his  hands  and  face.  The  dealer's  very 
appearance   depreciates  the  looks  of  the  wheel. 

We  had  a  baker  in  our  town  who  sold  out  his 
business  for  less  than  he  paid  for  it  because  it  grew 
So  large  that  he  found  he  could  not  deliver  all  his 
goods  with  one  wagon.  When  asked  why  he  didn't 
put  on  another  wagon,  he  replied  with  a  stultifying 
look:      "Why,    I    couldn't   drive   two   wagons  at   once!" 

That' s  the  way  with  many  bicycle  dealers ;  they 
imagine  that  they  are  the  only  ones  in  the  entire 
burg  that  can  mend  a  puncture  or  fix  a  repair  job.  I 
know  a  dealer  who  said  that  he  could  not  afford 
to  pay  wages  to  a  repair  man,  but  was  finally  pre- 
vailed upon  to  offer  a  good  repair  man  one-half  of 
what  he  made  on  repairs,  looking  after  the  sales 
himself,  and  the  result  is  that  he  is  renting  two 
houses  to-day  which  he  erected  from  the  profits  de- 
rived   from    the    bicycle   business. 

If  I  were  a  dealer  I  would  make  any  location  good. 
It  isn't  always  the  best  location  that  brings  the  most 
business.  The  affable  little  fellow  on  the  back  street 
often  makes  himself  known  and  liked  better  than  the 
Kur  y  fellow  with  a.  swell  front  on  the  main  street. 
Why,  I  know  a  dealer  who  commenced  selling  wheels 
in  one  corner  of  a  junk  shop,  along  a  canal.  The 
larger  dealers  advertised  him  by  knocking  him,  and 
it  wasn't  long  until  people  began  to  go  out  of  their 
way  and  stop  outside  and  call  for  him — his  surround- 
ings were  not  very  inviting.  Out  he  would  come, 
fairly  berming  with  smiles — always  Johnny-on-the- 
spot.  In  two  years  he  made  the  other  dealers  seek 
better  quarters  for  one  sad  day  he  leased  a  ram- 
shackle two-story  dwelling  which  no  one  wanted,  on 
cne  of  the  principal  streets,  tore  out  the  front  and 
left  nothing  of  it  but  a  memory.  Six  months  later 
he  was  out  after  orders  in  his  own  automobile. 

Gentlemen,  this  is  no  pipe  dream,  but  a  fact,  and 
one  which  goes  to  prove  that  the  pame  isn't  a  dead 
one  yet,  for  this  same  man  started  in  the  bicycle 
business  during   the  depression  and  since   1902. 

The  life  insurance  solicitor  who  waits  in  his  office 
for  people  to  come  in  and  have  new  tires  put  on 
their  lives  need  not  fear  a  Hughes  or  a  Lawson  in- 
vestigation. They  hustle  after  fellows  who  never 
have    given    insurance   a    thought. 

If  I  were  a  dealer  I  would  keep  drumming  after 
those  who  would  at  first  laugh  at  the  very  idea  of 
buying  a  bicycle,  but  I  would,  in  a  good  natured  way, 
try  to  make  them  believe  they  couldn't  be  happy 
without  one.  I  would  advocate  and  teach  children  to 
ride.  Get  them  in  the  habit,  and  they  will  stick  to 
it.  The  little  girl  of  twelve  years  old  to-day  will 
be  a  young  woman  in  five  years.  Get  the  girls  to 
riding  again  and  Adam  will  be  chasing  after  the 
apple,  on  a  bike,  the  same  as  he  did  in  Eden,  on  a 
hike. 

A  moneyed  man  came  into  my  office  recently  who 
had  quibbed  with  me  on  a  high  priced  machine,  a 
couple  of  years  ago,  wasting  my  time  and  his  own 
trying  to  squeeze  me  down  a  few  dollars.  The  very 
idea  of  loosening  himself  from  .$75.00  acted  on  him 
in  the  same  way  a  request  would  from  one  of  his 
tenants  for  a  new  shingle  to  mend  a  leaky  roof.  He 
bought,  though  it  gave  him  the  heart  sickness.  Final- 
ly his  wife  contracted'  the  auto  fever  and  landed  him 
for  a  thousand  dollar  gig.  Then  he  got  thp  fever, 
and  he  sold  his  little  tin  wagon  for  a  car  that  ccst 
many  government  pictures.  He  soon  learned  that 
about  every  other  jolt  his  Standard  Oil  burner  re- 
ceived on  the  road  meant  a  repair  bill,  but  society 
demanded  that  he  keep  in  the  swim,  and  he  kept  on 
loosening    the    buckle    of    his    money    belt. 

Isn't  it  funny  that  a  fellow  won't  shop  at  two, 
three  or  four  hundred  dollars,  more  or  less,  in  buying 
an  automobile  when  he  will  turn  green  in  the  gills 
at  $10.00  extra  on  the  price  of  a  good  bicycle  over 
a  cheap!  skate?  Well,  as  I  was  saying,  this  gentle- 
man came  into  my  office  recently  and  wanted  a  new 
pair  of  tires  for  his  bicycle.  I  thought  of  what  he 
would  have  to  pay  for  just  one  auto  tire,  so  I  vent- 
ured,   "Sure,    I    know  just    what   you    want,"    and   I 


510 


,THE  BICYCLING  WORLD 


sent  up  for  a  pair  of  PalmerB,  He  looked  at  them 
critically,  saying:  "I  g-uess  they  are  all  right — I'll 
just  take  them  out  to  my  car.  How  much?"  With- 
out batting  an  eye  I  replied,  "?15.00."  May  be  I 
didn'  t  nearly  faint  away  when  he  handed  over  a 
$10  and  $5  bill  without  a  murmur.  Tou  see,  he  had 
been  educated  to  it.  This  auto  business  is  boosting 
the  high-grade  bicycle  business.  Of  course.  I  re- 
turned the  $5  bill  to  him  later  on. 

Did  you  ever  notice  that  the  "show  four"  or  five 
(Chauffeur),  of  every  rich  man  has  to  have  a  bicycle 
to  use  in  emergencies.  If  you  havn't  noticed  it  you 
.iust  look  in  any  rich  man's  garage  and  you  will  be 
sure  to  see  a  bicycle  of  some  sort  leaning  around 
handy. 

It's  no  trick  for  a  bicycle  dealer  to  sell  an  auto- 
mobile fiend  a  high-grade  bicycle,  if  he  works  it 
right.  If  I  v;ere  a  dealer  I'd  camp  on  the  trail  of 
every   new   auto   that  came  to  town. 

Just  to  show  how  the  bicycle  business  can  be  made 
to  pay  at  present  I  want  to  quote  from  a  letter  one 
of  nur  Southern  dealers  sent  in  to  our  sales  depart- 
ment— don't  get  nervous,  keep  cool;  it  isn't  a  testi- 
monial. He  says:  "I'm  going  to  let  you  into  a 
secret.  I  commenced  business  with  you  in  Decem- 
ber. 1904.  with  a  capital  invested  in  your  wheels  of 
just  $125.00.  In  December.  1905,  I  found  that  I  had, 
by  turning  mv  capital  over  and  over,  sold  during  the 
twelve  months  $4,000  worth  of  your  goods  and  in- 
voiced cycles  on  hand  at  the  time  at  $125.00;  in 
other  words,  as  much  as  I  started  with.  Competition 
is  as  strong  here  as  it  is  any  other  city.  One  of  my 
competitors  was  worth  $10,000;  another  was  worth 
$n,000,  and  so  on  down  the  line.  I  was  the  bottom 
riian  in  1904,  but  I  have  a  creditable  rating  now  in 
Dun." 

Grentlemen.  is  that  an  indication  that  the  bicycle 
business  is  on  the  decline?  Show  me  another  voca- 
tion in  which  a  young,  health v  hustler  can  invest 
$125.00  and  do  a  .$4,000  cash  business  the  first  year. 
What  one  can  do  another  can  do  if  he  has  the  same 
sort    of   ramrod    uz"   his    backbone. 

If  I  were  a  dealer  I  would  have  a  big  sign  painted 
across  the  front  of  my  store,  reading: 

"My  name  and  my  wheel  both  stand  for  quality. 
Test    them." 

If  I  were  a  dealer  I  would  encourage  amateur  road 
races  and  other  clean  contests.  The  public  soon  learn 
to  detest  hlppodroming.  Track  racing  will  never  be 
revived  in  small  places,  while  the  riders  are  per- 
mitted to  exhibit  how  slow  they  can  ride  in  the  start, 
how  they  can  pocket  a  fellow  rider  and  how  they  can 
spurt  at  the  finish. 

We  Americans  like  fair  play,  and  the  vast  ma- 
jority would  go  wild  at  a  track  race  where  pocket- 
ing was  eliminated  and  each  contestant  rode  at  hia 
best  from  start  to  finish,  allowing  the  first  man  over 
the  tape  to  win.  That  sort  of  racing  would  become 
popular.  The  prizes  should  be  cash  and  limited  to 
small   amounts. 

It's  a  mighty  poor  advertisement  to  give,  as  a 
prize,  a  bicycle  of  one  make  when  the  winner  has 
been  mounted  on  some  other  make.  It's  wrong,  in 
my  opinion,  to  furnish  wheels  for  first  prizes,  but  if 
it  is  done  the  manufacturers  should  agree  to  offer 
their  particular  make  of  wheel  only  on  the  condition 
that  the  winner  has  ridden  the  same  make.  If  he 
wins  on  a  Barnes,  give  him  a  Barnes ;  it  would  be 
absurd  to  present  him  with  an  Orient  or  a  Stearns. 

I  would  call  the  attention  of  the  public  to  the  fact- 
that  there  are  more  bicycle  acts  being  performed  all 
over  the  country  at  present,  in  circuses,  street  fairs 
and  vaudeville  houses  than  there  has  been  for  years, 
and  probably  more  than  anv  other  one  style  of  act. 
which  shows  that  the  appetite  of  the  public  is  keen 
for  the  revival  of  bicycling  sports. 

The  question  of  advertising  is  a  serious  one.  1 
might  say  it  is  the  vital  question  of  eveil-y  successful 
dealer. 

This  is  a  tremendous  country  of  ours,  arid'  the  con- 
ditions vary  so  much  that  advertising  methods  which 
.might  prove  profitable  for  an  Eastern  town  might  be 
a  waste   of  money   in   the   West,    or   vice  versa. 

I  should  first  investigate  the  existing  conditions  r.f 
my  immediate  locality  before  setting  aside  a  certain 
percentage  of  my  capital  for  advertising  purposes- 
Next,  I  would  draft  up  a  lot  of  don'ts  in  order  that 
my  good  money  would  not  be  poured  into  a  sie\e 
or  rat  hole,  as  it  would  be  if  I  bought  space  in  citv 
and  telephone  directories,  or  bit  at  all  the  plausible 
tales  of  the  well  meaning  but  hurry  up  fakirs  who 
throw  out  bait  for  space  in  local  programmes,  cards. 
.  booklets,  special  industrial  editions,  etc.  I  should 
shun  advertising  blotters,  desk  rules  and  paper 
weights  as  I  would  a  plague.  I  believe  I  am  safe 
in  saying  that  every  man  within  the  reach  of  mv 
voice  has  either  an  advertising  rule,  blotter  or  papr'r 
weight  in  constant  use  on  his  ofiice  desk,  and  yet 
were  I  to  canvass  the  house  the  chances  are  that 
not  one  out  of  every  twenty  could  tell  me  what  firm's 
name  is  stamped  on  any  one  of  the  articles  mentioned 

Nothing  is  of  value  as  an  advertisement  that  does 
not  attract  and  hold  the  attention  of  the  person  seeing 
It  long  enough  to  leave  some  impression  on  his  mem- 
ory Good  advertising  is  anything  that  causes  people 
to  know,  to  remember  and  to  act.  The  public  vearn 
to  know  new  things  or  to  learn  new  wavs  of  using  old 
things.  This  can  be  done  locally  bv  judicious  window 
displays,  by  posters,  by  the  constant  use  of  postal 
cards  and  circulars,  all  of  which  must  be  backed  up 
by  the  constant  use  of  space  in  local  newspapers 

If  there  were  four  papers  in  my  town  I  would  use 
each  at  least  once  a  week,  and  this  would  cover 
alternately,  the  clientele  of  each  paper  every  week. 
It  isn't  the  amount  of  money  van  spend  in  buying- 
newspaper  space  that  counts  so  much  as  the  wav 
you  buy  it.  In  some  localities  a  six-inch  space  once 
a  week  for  twelve  weeks  will  attract  more  attention 
than  a  one  or  two   inch  space  used  every  day  in  the 

Change  the  sheets  of  your  advertising  bed  every 
week;  it  means  thought  and  work  and  shows  clean 
hustle.  The  world  loves  a  hustler  and  distrusts  a 
drone. 

But  above  all.:  I  should  avoid  these  so-called  ad- 
vertising colleges  for  advertising  and  salesmanship  are 
practically    the    same    thing,    only    on    different    line-^i 

Buy  the  best,  then  claim  you  have  the  best  and 
make  the  other  fellows  disprove  your  statements  if 
they  can.  That's  sense,  and  advertising  boiled  down 
Is  simply  the  use  of  common  sense. 


G.  J.  BRADLEY  and  THEO.  WEICtEIvE 
Diamond  Rubber  Co. 

"If  I  Were  a  Bicycle  Manufacturer" 
BY  FRANK  C.  STORCK 

If  I  were  a  bicycle  manufacturer  I  presume  I 
would  attempt  to  do  a  number  of  things  that  might 
not  prove  profitable,  but  I  would  bear  in  mind  that 
after  sowing  the  seed,  it  takes  a  reasonable  amount 
of  time  and  also  considerable  cultivation,  before  we 
can  reap  a.  profitable  harvest. 

Through  my  road  salesmen,  as  well  as  by  personal 
acquaintance,  I  would  keep  more  in  touch  with  the 
dealer  than  is  being  done  at  the  present  time. 

Of  late  years  the  manufacturer  has  simply  made 
certain  models  of .  his  own  choice  and  selection  and 
expected  dealers  to  sell  them  without  reasonable 
consideration  of  what  the  dealer's  customers  de- 
manded  and   inquired   for. 

If  I  were  a  manufacturer  I  would  consider  that  if 
some  suggested  changes  did  cost  a  few  hundred  dol- 
lars for  dies  and  special  tools,  these,  nevertheless, 
■would  be  a  -^paying  investment,  both  for  the  manu- 
facturer, as  well  as  the  dealer.  The  manufacturer 
who  can  and  does  offer  new  features  is  the  one  who 
opens  up  new  connections  and  also  increases  his 
sa'-^--    with   his   old    aorents. 

Changes    in    construction    will    certainly    facilitate 


W.  F.  REMPPIS 
Reading  Standard  Cycle  Mfg.  Co. 


the  dealer  making  sales  and"  exchanges  with  a  goodly 
number  of  old  riders  who  do  not  exchange  at 
present,  because  they  see  no  changes  in  their  favorite 
makes  and  mounts.  If  some  of  these  bought  new 
bicycles  this  fact  in  itself  would  cause  other  riders 
to  buy  new  wheels  and  cause  others  to  learn  to  ride. 

If  the  change  were  an  improvement  to  the  running 
quality,  the  life,  or  the  appearance  of  the  bicycle, 
then  my  sales  would  undoubtedly  increase  consider- 
ably, ■  but,  even  if  these  changes  were  not  an  im- 
provement, they  would  stimulate  business  decidedly, 
just  so  long  as  the  changes  were  not  detrimental  to 
the  bicycle. 

If  I  were  a  manufacturer,  I  would  reason  that 
in  as  much  as  the  "rich"  man  is  not  riding  a  bicycle 
any  more  purely  as  a  fad,  that  it  is  ridden  chiefly 
as  a  means  of  convenient  and  inexpensive  transpor- 
tation and  this  very  largely  by  people  of  limited 
means.  Many  of  these  can  ill  afford  to  buy  a  good 
bicycle  and  pay  cash  for  it.  Others  desire  to  trade 
their  old  mounts  when  obtaining  a  new  wheel,  in 
which  case  I  would  realize  that  the  dealer  had  to 
assume  financial  risks,  clerical  work,  collections,  etc., 
and  also  have  to  allow  more  than  the  actual  value 
of  the  old  wheel.  This  simmers  down  to  the  fact 
that  a  bicycle  dealer  could  not  market  bicycles 
profitably  on  instalments  if  he  received  25  or  30 
per  cent,  margin  on  list  prices.  I  would  realize  that 
most  of  the  successful  dealers  to-day  sell  on  instal- 
ments profitably  by  pursuing  certain  policies.  I 
would  make  a  study  of  these  policies;  embody  these 
with  other  suggestions,  have  them  printed  in  folder 
form  and  mail  to  my  agents.  This  I  am  confident 
would  increase  sales,  both  by  starting  some  smaller 
cash  dealers  into  trying  the  expei'iments  that  have 
been  successful  with  other  dealers,  and  also  by 
showing  regular  instalment  dealers  some  advantageous 
wrinkles  not  previously  thought  of  by  them.  To 
facilitate  this  branch  of  the  live  dealer,  I  would 
invariably  list  my  various  models  at  a  cash  price  and 
also  at  a  time  price,  on  the  latter  adding  from  10 
per  cent  to  $5.00  per  wheel.  This  would  give  the 
dealer  a  large  enough  margin  to  pay  for  time  spent 
in   collecting   and    also    for   trading   old   bicycles. 

I  would  write  to  all  my  agents  asking  their  opinion 
as  to  list  prices  on  instalments,  also  offer  to  furnish 
catalogues  without  prices  and  have  insertion  slips 
with  prices  for  cash  and  instalments,  for  dealers  to 
use  if  desirable. 

One  leading  maker  has  furnished  catalogues  without 
prices  for  some  years  and  I  have  heard  considerable 
favorable  comment.  Another  publishes  prices,  but 
lists  the  models  $5.00  higher  than  most  makers,  but 
sells  the  dealer  at  the  same  wholesale  prices  as  other 
makers  do  their  model  which  lists  at  $5.00  less.  This 
manufacturer  stated  to  me  yesterday  that  this  policy 
of  listing  amply  high  to  give  dealers  a  chance  to 
turn  trades,  was  a  great  help  to  his  business.  Of 
course.  I  would  realize  that  the  dealer,  in  selling 
for  cash,  would  use  his  own  dictations  as  to  price, 
but  I  would  insist  on  every  dealer  signing  a  contract 
which  embodied  the  minimum  price  at  which  each 
model  would  be  sold,  so  no  dealer  could  cut  prices 
below  this  minimum  price  without  violating  his 
contract.  The  instalment  "habit"  is  growing  enor- 
mously in  America  and  is  a  large  factor  in  increasing 
sales  and  tliere  is  no  legitimate  reason  why  more 
bicycles  should  not  be  sold  in  this  manner.  In  most 
places  the  risk  is  very  little,  and,  if  the  dealer  makes 
a  little  study  of  the  proper  methods,  he  might  as 
well    add    those    profits    to   his    coflfer. 

I  would  realize,  however,  that  most  dealers  do  not 
keep  in  touch  with  other  dealers'  methods,  and  that 
it  really,  to-day.  is  up  to  the  manufacturer  to  investi- 
gate these  methods,  systems  and  policies  and  give 
the  dealers  a  chance  to  look  matters  up  thoroughly. 
Then  the  road  man  can  point  out  many  features 
and  keep  the  ball  rolling,  and  I  am  positive  that  my 
sales  would  increase.  So  would  the  dealers,  and  their 
tinie  sales  would  induce  many  cash  buyers  to  pur- 
chase a  new  mount  instead  of  doctoring  up  their 
old  junk.  By  means  of  such  increased  business  the 
dealer  would  also  sell  more  siindries,  do  more  repair- 
ing and  be  in  better  position  to  pay  his  maturing 
bills,  which  in  itself  is  no  small  item  to  the  manu- 
facturer. 

I  would  realize  full  well  that  many  dealers  would 
at  first  throw  up  their  hands  in  horror,  when  instal- 
ment trade  is  mentioned,  simply  because  they,  at 
some  time,  did  an  instalment  business  without  doing 
it    in    the    oroper   way,    and    therefore    lost    money. 

I  would  prove  to  him  that  most  failures  in  all 
lines  of  business  were  due  to  lack  of  proper  knowl- 
edge how  to  do  business  successfully.  I  would  out 
him  in  touch  with  agents  who  have  more  than 
doubled  their  sales  by  selling  on  time,  and  have 
done    so    successful!  v    and    very    profit abl v. 

If  I  were  a  manufacturer  I  would  publish  a  decent 
catalogue  that  would  insoire  confidence  with  the 
public,  as  well  as  the  dealer,  instead  of  getting  out 
a  folder  or  somethinsr  that  reminds  one  of  the 
"advance    sheets"    of    the    good    old    days    gone   by. 

If  I  were  a  manufacturer  I  would  not  endeavor 
to  dictate  to  my  agents  as  to  what  make  of  tires, 
bars,  etc.,  they  should  sell  to  their  customers.  In 
some  places  the  local  conditions  are  such  that  it  is 
impossible  to  sell  certain  makes  of  equipment,  par- 
ticularly tires,  and  where  this  is  the  case,  I  would 
FTive  the  dealer  reasonable'  options  or  allow  him  the 
full  wholesale  value  on  tires,  etc.,  so  he  could  supply 
what  liis   trade   demands. 

If  I  were  a  manufacturer  I  would  systematize  my 
business  in  such  a  way  that  I  would  make  prompt 
shipments  during  the  rush  seasons.  -  To  facilitate 
this,  I  would  insist  on  my  road  men -keeping  in  touch 
with  what  the  dealers*  requirements  are  likely  to  be. 
T  would  make  it  a  strong  point  to  sell  my  largest 
dealers    a    reasonable    amount    of   "stock/'    order   to 


THE  BICYCLING  WORLD 


sn 


J.  W.  ASH 
Hudson  Mfg.  Co. 


I.  SCHWINN 
Arnold,  Schwinn  &  Cor 


D.  C.  SPRAKER 
Kokomo  Rubber  Co. 


F.  C.  ROEIH 
Excelsior  Supply  Co. 


be  delivered  bjr  freight  just  before  tlie  rush  season 
sets  in,  and  give  him  reasonable  datings  on  such 
orders,  always  provided  that  he  has  bought  previous 
goods  on  regular  terms,  and  actually  buys  these 
goods  so  as  to  save  transportation  and  to  be  certain 
that  he  will  have  the  goods  on  hand  when  the  rush 
sets  in.  This  policy  would  relieve  the  factory  strain 
Qonsiderably  at  the  time  when  it  is  pushed  to  its 
utmost.  The  time  and  worry  saved  and  the  additional 
-  business  caused  by  prompt  shipments,  would  pay 
the  interest   on  the   datings   many  times   over. 

If  I  were  a  manufacturer  and  sold  goods  in  various 
parts  of  the  United  States,  I  would  arrange  to  have 
some  competent  and  responsible  agent  to  carry  and 
supply  parts  and  replacements  to  agents  in  that 
part  of  the  country,  so  dealers  and  riders  could 
obtain  parts  and  replacements  without  loss  of  con- 
siderable time  and  expensive  transportation. 

If  I  were  a  manufacturer  I  would  stop  to  consider 
that  in  any  little  burg  you  can  buy  a  box  of  choco- 
lates or  bonbons,  where  a  few  years  ago  you  could 
only  buy  the  familiar  lemon  or  peppermint  sticks. 
This  merely  demonstrates  that  higher  and  better 
grades  of  goods  are  being  sold  and  dealers  can  sell 
good  goods  just  as  well  as  junk,  provided  they  put 
their  shoulder  to  the   wheel  properly. 

If  I  were  a  manufacturer  I  would  thoroughly 
realize  that  the  live  and  ambitious  "comer"  with  his 
fresh  vital  energy  is  usually  a  much  more  desirable 
dealer  and  agejit  than  most  "has  beens"  who  have 
hardly  enough  energy  left  to  ride  a  bicycle,  much 
less   to   sell   one. 

"Publicity  Without  Price." 

'BY  R.  G.  BETTS. 
The  Bicycling  World. 

On  occasion  such  as  this,  when  one  manufacturer 
meets  in  the  open  a  number  of  other  manufacturers 
in  the  same  or  kindred  lines  of  industry,  likewise  a 
number  of  his  own  customers  and  the  other  fellows' 
customers,  I  have  been  told  that  the  truly  wise  man 
when  called  on  to  lift  his  voice  says  as  much  as  he 
may  without  saying  anything.  It  is,  as  I  under- 
stand it,  evidence  of  marked  ability  if  the  speaker 
is  able  to  leave  his  hearers  in  the  condition  of  that 
famous  Irishman,  who,  having  listened  to  a  sage 
deliverance,  was  asked  if  he  thoroughly  understood 
the  matter.  You  all  remember  Pat's  reply,  "I  know 
what  you  said  all  right,  but  I'll  be  damned  if  I  know 
what  you  meant." 

1  am  not  a  manufacturer,  and  from  my  connection 
with  an  establishment  which  has  advertising  space 
for  sale,  it  may  be  that  the  subject  of  this  paper, 
Publicity  Without  Price,  would  seem  to  indicate  that 
there  is  salad  sprouting  in  my  hair.  As,  however, 
we  are  practically  all  of  one  large  family,  and  as 
there  is  now  but  one  publicatidn  devoted  wholly  to 
cycling  interests,  and  though — as  some  of  you  who 
"have  encountered  its  advertising  men  have  reason 
to  know^publicity  in  its  advertising  columns  still 
costs  a  few  dimes,  I  am  glad  to  deal  with  that  pub- 
licity which  is  obtainable  without  price,  even  in  the 
publication  in  question — although  the  man  repre- 
sented in  the  advertising  pages  is  likely  to  get  ten 
tmies  as  much  of  it  as  the  one  not' so  represented. 

Publicity  of  the  sort  is  alike  good  for  the  men 
and  their' manufactures,  Snd -for  the  publications;  it 
js  one  of  the  things  the  cycling  interests  require,  and 
has   long   required,   although   it  is  but   recently  that 


they  awakened  to  the  fact;  but  not  even  the  form 
the  awakening  has  taken  will  serve  individual  in- 
terests— each  must  serve  itself.  In  a  general  way, 
it  is  the  object  of  this  paper  to  indicate  how  such 
individual  interests,  as  well  as  the  general  interests, 
may  be  served. 

The  crux  of  the  whole  matter  is  simply  this:  This 
in  an  era  of  press  agents — an  era  of  taking  one's 
light  from  under  the  bushel  and  of  tooting  one's  own 
horn,  and  the  manufacturer  or  merchant  who  does 
not  appreciate  the  fact  is  permitting  golden  oppor- 
tunities to  go  to  waste.  It  is  a  misfortune  that 
wastefulness  of  the  sort  is  so  abundant.  It  is  the 
press  agent  who  obtains  publicity  without  price, 
and  who  obtains  it  in  measure  corresponding  with 
his  ability,  for  a  really  clever  man  can  practically 
build  houses  without  bricks,  and  this  without  too 
great  resort  to  flights  of  undiluted  fancy. 

It  is  an  unfortunate  truth  that  in  the  considera- 
tions of  the  average  manufacturer  and  merchant 
publicity  without  cost,  which  may  be  also  styled 
priceless  publicity,  comes  last.  The  manufacturer 
produces  his  goods,  and  the  merchant  stocks  them 
for  sale.  Up  to  a  certain  point  the  production  and 
sale  is  safe  and  easy.  It  is  when  the  manufacturer 
produces  more  than  he  is  able  to  sell,  or  is  able  to 
produce  more  than  he  is  able  to  sell;  and  when  the 
merchant  is  not  able  to  dispose  of  all  of  what  he 
may  have  in  stock,  or  when  he  aims  to  dispose  of 
more  than  it  is  his  custom  to  sell,  that  this  publicity 
without  price  is  of  greatest  value.  It  is  ample 
refutation  of  the  libel  that  it  is  impossible  to  get 
something   for   nothing. 

When  these  conditions  confront  the  manufacturer 
and  the  merchant,  that  is,  when  they  have  over- 
stocks to  sell  or  their  facilities  are  such  as  to  render 
desirable  ■  increased  production  or  sale,  we  all  know 
what  is  their  custom.  The  staffs  of  the  traveling 
salesman,  or  the  store  salesman,  is  at  once  increased, 
and  the  typewriters  in  the  sales  department  begin 
to  work  overtime.  The  unfortunate  salesmen  are 
informed  in  substance  that  they  simply  must  sell 
more  goods.  Unless,  as  occasionally  happens,  he  is 
authorized  to  shade  prices  a  little,  he  is  given  no 
tools  with  which  to  effect  the  desired  increase  of 
business.  If  his  efforts  fail,  the  blame  is  laid  at 
the  door  of  the  poor  devil  on  the  road,  when  as  a 
matter   of    fact   the    fault   lies    at   the   fountainhead. 

I  mean  to  say,  and  I  make  the  broad  and  general 
statement,  and  make  it  unequivocally,  that  the  organ- 
izations in  nearly  all  business  that  amount  to  shucks 
have  one  great  foundation  stone  lacking — the  foun- 
dation stone  of  publicity.  If  it  is  important  to  pro- 
duce goods,  or  to  stock  up  a  store  with  them,  it  is 
even  more  important  that  more  of  the  goods  be  sold 
in  order  that  the  business  may  grow,  that  is  that 
more  of  the  goods  may  be  produced  and  sold.  The 
way  to  do  it  long  has  been  plain,  but  never  was  it 
so  plain  as  to-day,  even  if  it  is  not  properly  followed. 
The  publicity  man  is  as  important  a  factor  in  the 
success  of  any  business  of  moment  as  the  factory 
superintendent  or  the  sales  manager,  and  one  of 
the  right  sort  is  worth  as  much  money,  if  not  more. 
He  should  be  as  much  of  a  fixture  as  either  of  the 
other  two.  Instead  of,  as  at  present,  being  the  last 
to  be  considered,  when  he  is  considered  at  all,  he 
should  be  one  of  the  first  to  claim  attention. 

There  is  nothing  new  or  startling  in  this  dictum. 
The  press  agent,  or  the  jjublicity  man,  who  is  one 
and  the  same  personage,  is  not  well  known  to  the 
cycle  industry;  but  it  is  a  rather  curious  state  of 
affairs   that   he    was   not   more   numerous,    and   most 


active,  and  obtained  the  largest  salary  at  a  time  when 
he  was  least  needed — that  unfortunate  time  when  the 
world  went  daft  over  bicycles,  and  when  people  were 
standing  in  line  with  fat  wads  in  hand  and  falling 
over  themselves  in  the  mad  effort  to  exchange  them 
for  anything  having  two  wheels,  two  pedals  and  a 
handle  bar.  Nearly  all  of  those  present  can  recall 
those  days,  the  days  of  champagne  and  cherrv  cock- 
tails, of  expensive  racing  teams,  white  duck  trousers 
and  souvenirs;  of  house  organs  and  the  thousand 
and  one  things  designed  to  create  and  maintain  repu- 
tations  and   sales,   and  to  obtain  publicity. 

Exactly  the  same  conditions  exist  to-day  in  the 
automobile  industry.  No  automobile  establishment 
is  complete  without  a  press  agent.  When  the  mad 
frenzy  spent  itself,  the  press  agent  lost  his  job. 
His  was  an  easy  berth  in  those  days  and  he  lived 
on  the  fat  of  the  land.  Perhaps  he  was  responsible 
for  the  unfortunate  boom — perhaps  he  was  not.  At 
any  rate,  he  was  a  very  vital  factor  and  his  work 
was  easy.  Instead  of  seeking  them,  newspaper 
reporters  sought  him  and  withal  sales  came  so  easily 
that  _  the  quality  of  his  work  mattered  little.  It  is 
not  in  times  of  unbounded  prosperity,  however,  that 
the  publicity  man  truly  earns  his  salt.  He  is  of 
real  value  and  of  vital  necessity  when  the  produc- 
tion exceeds  the  demand;  or,  as  is  the  case  in  the 
bicycle  industry,  readily  might  be  made  to  exceed 
the  demand.  It  is  not  by  scattering  salesmen  to  the 
four  winds,  or  by  working  typewriters  over  time, 
nor  by  cutting  prices,  that  demand  will  be  stimu- 
lated. That  thing  that  we  call  the  public  is  a  queer 
conglomeration — it  forgets  easily  and  is  ever  worship- 
ing new  gods.  Many  wise  men  have  spent  millions 
establishing  a  reputation  and  then  ceased  spending 
and  laid  back  in  fancied  security  only  to  receive  a 
rude  awakening.  They  had  not  reckoned  well  with 
the  forgetfulness  of  the  public  memory,  nor  with  the 
growth  of  a  new  generation  which  knew  nothing  of  . 
their  reputation.  It  is  only  by  persistent  polishing. 
by  persistent  spending,  by  keeping  everlastingly  at  it 
that  the  halo  can  be  kept  so  bright  that  all  must  see. 
If  it  is  the  Smith  bicycle,  or  the  Jones  bicycle,  that* 
is  dinned  into  the  public  mind,  it  is  the  Smith  or 
the  Jones  that  will  be  sold  in  greatest  numbers — it 
is  inevitable.  When  you  yourselves  are  in  want  of 
an  article,  you  well  know  that  you  ask  for  the  known 
article,  and  if  you  ask  yourselves  why  you  ask  for  this 
known  article,  you  will  have  touched  a  mainspring  that 
well  may  be  incorporated  in  your  own  respective  busi- 
ness. I  say  this :  while  your  co-operative  publicity 
bureau,  which  is  about  to  undertake  its  labors,  will  by 
constant  dinning  of  the  mere  word  bicycles,  cause 
more  bicycles  to  be  sold  by  each  of  you,  the  man  who 
supplements  the  work  of  the  bureau  by  adroitly 
dinning  Smith  bicycles  or  Jones  bicycles  will  obtain 
by    far    tlie    greater    measure    of  -reward. 

This  dinning  is  an  art,  and  whatever  language 
may  be  used  to  suggest  it  to  the  average  manufac- 
turer or  merchant,  the  answer  usually  is  the  same: 
"Too  busy,"  or  "It  may  be  all  right,  but  I  have  my 
doubts." 

The  "too  busy"  is  a  mere  figure  of  speech.  The 
gentlemen  who  gives  voice  to  it  usually  has  reference 
only  to  himself,  and  even  if  he  would,  he  is  not  fitted 
for  the  dinning,  that  is,  for  obtaining  publicity 
without  price.  That,  as  has  been  stated,  is  in  itself 
an  art  and  requires  the  services  of  an  artful  man  well 
schooled  in  the  art.  To-day  every  bicycle  factory 
in  the  land,  and  in  many  of  the  factories  producing 
bicycle  parts  and  accessories,  there  is  much  frag- 
rance   wasting    "its    sweetness    on    the    desert    air,'* 


5J2 


THE  BICYCLING  WORLD 


solely  because  the   press   agent  is   lacking   to   turn  it 
to   advantage. 

Some  of  you  gentlemen  in  the  cycle  trade  are 
wanting  largely  in  enthusiasm ;  others  among  you 
are  suffering  from  a  false  idea  of  modesty  or  dignity. 
To  you,  publicity  such  as  that  of  which  I  speak  sug- 
gests shouting  from  the  housetops,  or  the  methods 
of  the  circus  or  the  red  lemonade  man.  As  a  matter 
of  fact  it  is  nothing  of  the  sort.  I  cannot  better 
illustrate  my  point  than  by  comparing  the  conditions 
that  exist  as  regard  bicycles  per  se  and  motorcycles. 
In  one  department,  enthusiasm  is  lacking;  in  the 
other,  it  is  the  rule. 

The  motorcycle  manufacturer  whose  product  wins 
a  quarter-mile  sprint,  or  a  half-hour  merry-go-round, 
throws  a  spasm  of  delight  and'  does  not  rest  easy 
until  the  "greatest  victory"  is  recorded  in  big  black, 
or  red,  or  purple  type.  If  Dr.  Sawbones  or  Lawyer 
Elackstone  purchases  one  of  his  machines,  that  fact 
is  heralded  to  the  four  winds;  and  the  tire  man 
and  the  spark  plug  man,  and  all  the  others  echo  a 
vigorous  "us,  too."  The  motorcycle  inaker  issues 
placards,  and  pictures,  and  circulars  proclaiming  such 
facts ;  he  sends  the  news  to  the  papers,  at  least  after 
a  fashion;  he  is  painting  the  trees  and  dead  walls 
with  the  name  of  his  product.  If  he  adopts  a  new 
shape  or  size  of  bolt  or  screw,  or  changes  the  color 
of  his  grips  or  the  location  of  a  battery  boK,  or  tli-; 
position  of  his  motor,  the  improvements  are 
announced  unmistakably.  His  enthusiasm  is  con- 
tagious ;  it  pervades  his  staff  of  traveling  men  and 
his  agents — they  are  by  such  methods  keyed  to  a 
fine   pitch.      Their  hearts   are  kept   in   their   work. 

There  is  nothing  original  in  these  methods;  they 
are-  in  the  nature  of  history  repeating  itself.  They 
are  identical  with  the  methods  employed  by  bicycle 
manufacturers  less  than  a  decade  ago.  They  are 
identical  with  tho^e  employed  by  the  automobile 
manufacturers    of    flie    present. 

We  all  know  the  conditions  of  the  motorcycle  in- 
dustry of  to-day;  the  demand  far  exceeds  the  supply. 
We  know  as  well  the  conditions  of  the  bicycle  de- 
partment of  the  industry ;  the  demand  does  not  ex 
ceed  the  supply  by  several  jugsful.  Why?  Is  it  not 
because  such  enthusiasm  and  such  methods  as  pre- 
vailed when  they  were  least  necessary  have  been 
permitted   to    be    dissipated? 

Bicycles  are  still  winning  quarter-mile  sprints  and 
half-hour  merry-go-rounds;  their  riders  are  still  piling 
up  centuries  and  enormous  mileage  totals ;  manufac- 
turers are  still  contributing  prizes  to  assist  achieve- 
ments of  the  sort.  Do  they  receive  any  iCturn 
therefor ;  or,  if  not,  why?  If  procl.^miiug,  and 
placarding,  and  heralding,  and  in  gsn^.-.il  creating 
a  hurrah  over  such  men  and  aft'airs  as  sold  bicycles 
in  former  years,  and  as  are  selling  motorcycles  to- 
day,  why  would  it  not  sell  them  to-day? 

I  mean  to  say  that  if  in  a  factory  it  is  the  business 
of  someone  to  follow  up  current  events,  and  not  only 
to  collect  such  information  but  to  herald  it  in  such 
ads.  as  may  be  carried,  and  to  transmit  it  in  red, 
purple  and  green  ink  to  the  travelling  men  and 
agents,  it  will  do  much  to  enthuse  each  of  them 
and  to  show  that  there's  a  lot  of  life  in  the  old  trade 
yet.  As  it  is  now,  such  material,  gencrj-Uy  speakiut-, 
is  permitted  to  go  to  waste.  It  is'  no  one's  buMOtss 
to  collect  it  or  to  dissem;na*;e  it.  It  would  be  one 
of  the  duties  of  the  publicity  manager,  if  there  was 
a  publicity  manager.  Nowadays,  all  of  those  in  the 
factory  are  "too  busy  to  fool  with  such  tritles," 
which  apparent  trifles,  however,  might  be  magnifled 
until  they  assumed  substantial  shape  and  returned 
substantial  interest.  Such  work  would  be,  however, 
but  a  small  item  in  the  services  that  a  clever  pub- 
licity  manager   might    render. 

In  every  establishment,  things  are  constantly  oc- 
curring— the  factory  principals  have  views  or 
opinions  that  are  of  interest  and  constitute  readable 
interviews;  the  factory  is  being  visited  by  agents 
from  at  home  and  abroad,  each  of  whom  "say  some- 
thing"; improvements  are  being  made  in  the  product; 
letters  from  agents,  or  travelling  men  or  riders 
transmit  the  news  of  a  notable  sale  or  achievement, 
or  word  of  some  serious  or  amusing  incident  or  a 
picturesque  photograph — the  publicity  manager  would 
encourage  such  communications  and  from  each  prop- 
erly written,  can  be  created  good  copy  for  almost 
any  publication.  Each  communication  of  this  sort 
could  be  made  to  serve  the  purpose  of  obtaining  pub- 
licity without  price.  That  is  to  say,  they  readily  may 
be  made  to  answer  as  pegs  on  which  to  hang  the 
words  Smith  bicycles  or  Jones  bicycles,  or  Smith 
factory  or  Jones  factory,  which  is  the  end  to  be 
sought. 

\ou  gentlemen  who  are  not  familiar  with  the 
publishing  business  have  small  idea  of  the  welcome 
that  on  occasion  is  accorded  by  editors  to  a  well 
written  interview,  or  item,  or  story;  that  is,  when 
copy  IS  short  and  there  are  printers  to  be  kept  busy 
or  an  inch  or  a  column  of  space  to  be  filled.  When 
pressed,  editors  have  been  even  known  to  use  matter 
which  would  scarcely  pass  muster  as  being  half  well 
written.  Of  course,  editors  are  human,  and  are 
sometimes  given  to  suspicions.  They  will  not  pass 
as  reading  matter  what  is  too  plainly  a  bald  adver- 
tisement, or  too  clearly  an  effort  to  "work  the 
press."  Any  item  or  story  which  incorporates  those 
fulsome  but  worthless  statements  which  so  often 
tickle  the  vanity  of  manufacturers  or  merchants 
would  be  suf^cient  to  immediately  consign  to  the 
waste  basket  the  efforts  of  any  man.  I  refer  to 
those  exquisite  productions  which  recite  that  "Mr. 
Ihomas  Smith,  the  genial  manager  of  the  Jones 
bicycle,  the  best  bicycle  in  the  world,"  etc. 
^^  One  can  never  tell  when  a  good  press  item  will 
strike  fire."  Printed  in  one  paper  of  repute  it 
often  is  copied  and  recopied  until  it  travels  the 
length  and  brea.dth  of  the  land,  and  thus  attracts 
more    notice    and    affords    more    publicity    than    the 


average  merchant  can  conceive  to  be  possible.  Pure 
reading  is  the  most  expensive  kind  of  advertising — 
and  by  many  it  is  held  to  be  the  mose  desirable. 
It  is,  therefore,  well  worth  striving  for.  In  our 
own  now  restricted  field,  personal  willingness  to 
afford  advertising  of  the  sort  has  achieved  amaz- 
ingly meagre  results.  There  are  those  within  my 
hearing  who  can  bear  witness  to  the  receipt  of 
letters  asking  that  description  of  improvements  in 
their  products,  or  illustrations  thereof,  be  forwarded 
for  gratuitous  use.  If  their  memories  are  good,  not 
a  few  of  them  may  recall  that  more  than  once  they 
have  responded  that  they  were  "so  busy"  they  "could 
not  give  the  matter  attention,"  and  respectfully 
referred  the  inquired  to  their  respective  catalogues 
which,  in  nearly  every  instance,  were  dumb  or  vague 
on  the  point  concerning  which  information  was 
sought.  It  is  but  an  instance  of  serviceable  material 
that  would  help  sales  that  is  permitted  to  go  to 
waste;  and,  as  always,  "too  busy"  is  the  chief  excuse, 
although  some  of  the  "busyness"  at  least  is  being 
directed  in  other  less  profitable  channels  in  the  effort 
to  increase  sales.  Were  there  a  publicity  man  at- 
tached to  such  establishments,  he  would  not  await 
the  receipt  of  such  inquiries,  nor  would  he  announce 
every   improvement   in   one   item. 

This  manner  of  service  is  sometimes  termed  "work- 
ing the  press,"  but  it  is  perfectly  legitimate  and  if 
as  previously  stated,  the  eft'ort  is  not  too  bald, 
there  are  very  many  publications  that  would  welcome 
the  "working,^'  just  as  many  of  them  welcome  the 
receipt  of  an  attractive  photograph.  The  clever 
press  agent  realizes  that  a  photograph  obtained  at 
an  outlay  of  $2  or  $3  or  $5  is,  therefore,  well  worth 
while.  But  writing  interviews  and  stories,  and  col- 
lecting and  disseminating  the  news  of  achievements 
or  "working  the  press"  is  not  the  sum  total  of  the 
publicity  man's  domain.  In  the  not  distant  future, 
I  believe  it  will  be  discovered  that  he  is  the  right 
arm  of  the  sales  department,  if,  indeed,  the  sales 
department  itself  does  not  become  the  appendaee  of 
the  publicity  department.  When  an  agent  or  cus- 
tomer desires  help  or  encouragement,  or  it  is  desired 
to  make  goods  move,  I  believe  the  publicity  man  will 
be  the  man  who  will  be  able  to  make  the  help  or  the 
encouragement  take  substantial  form.  At  present, 
when  such  a  situation  is  presented,  the  practice  is 
for  the  sales  manager  to  write  the  travelling  man 
a  get-a-move-on  letter,  or  to  dictate  a  pleasing  letter 
to  such  an  agent  or  customer;  or,  possibly,  to  have 
the  travelling  man  pay  him  a  visit  and  give  him  a 
handshake,  a  cigar  and,  what  is  vulgarly  termed  "a 
jolly."  Instead  of  handshakes,  or  cigars,  or  "jollies," 
it  is  my  opinion  that  the  shrewd  manufacturer  or 
merchant  of  the  future  will  have  his  publicity  man- 
ager visit  such  an  agent  or  customer,  or  at  least 
place  his  expert  services  at  their  disposal.  Ability 
to  write  a  fetching  letter  or  advertisement,  or  to 
dress  the  show  window  or  bulletin  board,  is  not 
within  the  province  of  every  man,  least  of  all  is  it 
given  to  the  great  majority  of  those  engaged  in  the 
retailing  of  bicycles  and  accessories.  That  these  men 
would  appreciate  the  assistance  of  one  equipped  with 
such  ability,  and  that  this  service  would  return  more 
tangibly  to  the  manufacturer  than  the  handshake  or 
the  cigar  or  the  "jolly,"  scarcely  admits  of  argu- 
ment. Such  service  can  be,  and  I  believe  ultimately 
will  be  rendered  by  well  regulated  publicity  depart- 
ments. The  average  retailer  does  not  "go  after" 
business ;  he  waits  for  it  to  come  to  him.  If  he 
appreciates  the  "pulling"  value  of  a  well  written  let- 
ter,  he   is   unable   to   indite   one. 

Many    years    ago     I     recall    reading    how    a    local 


W.  J.  SURRE 
Corbiu  Screw  Corporation 


merchant  greatly  expanded  his  business  merelv 
through  the  medium  of  well  written  letters.  It  left 
a  deep  impression  on  my  mind.  He  was  in  the  dry 
goods  trade  and  was  possessed  of  the  ability  to  write 
fetching  letters.  During  odd  moments  it  was  his 
practice  to  have  his  clerks  copy  such '  letters,  often 
enclosing  a  sample  of  a  particular  cloth,  or'  calling 
attention  to  a  piece  of  printed  matter  which  he 
enclosed.  These  letters  were  not  printed,  and  each 
recipient  supposed  he  was  the  special  object  of  the 
dry  goods  man's  attention  and  was  flattered  accord- 
ingly. It  is  a  part  of  the  story  that  i:his  man 
amassed  wealth.  I  have  reason  to  know  that  this 
method  was  tried  in  one  instance  in  the  bicycle 
business.  The  letter  that  was  written  resulted  in 
the  unusual  spectacle  of  at  least  two  spanking  teams 
driving  up  to  the  bicycle  dealer's  modest  establish- 
ment, and  the  sale  of  two  of  his  highest  priced 
machines.  I  am  convinced  that  such  letters  cdn  be 
made  to  sell  not  only  many  more  bicycles,  but;  that 
the  dealer  who  .will  constantly  make  use  of  them 
Vill  dispose  of  a  vastly -increased  ouantity  of  acces- 
sories  as   well.         . 

The  retailer,  perforce,  cannot  retain  the  services 
of: a  man  competent  to  do  such  work;  but,  as  sug- 
gested, the  manufacturer  or  the  merchant  intent  on 
increasing  his  business  can  make  a  ten-strike  by 
placing  the  services  of  such  a  man  at  the  disposal 
of  his  customers.  Letters  of  the  sort — and  ,  they 
are  not  the  kind  that  a  man  can  dictate  offliand  to 
a  stenographer—may  be  made  to  serve  many  pur- 
poses— purposes  that  will  tend  to  make  a  manufac- 
turer the   agent's   "friend  for  life." 

Of  right,  when  a  manufactvirer  of  either  bicycles 
or  accessories  has  anything  to  do  in  the  way  of  over- 
stock, shop  worn  goods,  or  other  bargains,  first 
choice  of  them  should  be  given  his  legitimate  agents. 
I  am  aware  that  this  is  done  in  some  instances,  but 
the  great  drawback  is  that  the  average  agent  is  not 
fitted  to  take  advantage  of  or  to  make  the  most  of 
such  opportunities.  If,  with  the  offer  of  the  bargain, 
the  agent  was  also  offered  such  a  smoothly-flowing 
form-letter  as  the  clever  publicity  man  should  be 
versed  in  composing,  and  as  would  fit  each  case,  I 
believe  that  the  agents  would  more  readily  avail 
themselves  of  the  goods  and  even  more  readily  dis- 
pose -of  them,  whatever  might  be  their  nature.  Such 
form -letters  would  serve  not  only  in  the  case  of 
so-called  bargains,  but  in  the  case  of  new  creations 
or  of  fresh  stock  as  well.  They  would  enable  and 
encourage  the  agent  to  "go  after"  business  as  he 
should  "go  after  it."  They  would  enable  him  to 
better  combat  the  ways  and  wiles  of  odoriferous  so- 
called  storage  companies  and  other  cut-throats,  and 
to  reach  into  those  neighboring  villages  and  hamlets 
and  specks  on  the  map  generally  which  constitute 
the  strongholds  of  the  mail  order  houses.  And  men- 
tion of  the  latter  suggests  that  cleverly  worded 
letters  and  literature  such  as  I  have  in  mind,  is  the 
foundation  and  mainspring  of  the  mail  order  business. 
The  way  to  ■  meet  it  is  with  letters  and  literature 
of  the  same  sort,  or  a  little  better  if  possible.  The 
mail  order  houses  have  verv  manv  of  the  country 
editors,  or  members  of  their  families,  riding  their 
bicvcles  solely  because  of  their  clever  positions.  Thev 
offer  the  editors  a  bicvcle  for  part  cash,  part  adver- 
tising, and  usually  with  a  few  reading  notices  thrown 
in.  The  "pa'-t  cash"  generally  is  sufficient  to  pay 
a  profit,  so  that  the  publicity  costs  the  mail  order 
people  nothing.  This  is  one  reason  why  mail  order 
b'cvcles  are  so  often  seen  advertised  in  rural  papers. 
There  is  no  natf'nt  on  the  method:  it  is  nerfectlv 
legitimate  and  there  is  no  doubt  that  many  more 
high  grade  and  rpnu table  bicvcles  would  be  adver- 
tised, sold  and  ridden  in  such  communities  if  their 
manufacturers  made  use  of  such  methods.  The  re- 
sulting advertisement  conM  be  made  of  real  assistance 
to  the  nearbv  agent=.  and  also  could  be  so  worded  as 
to  "spike"  the  '-"'^il  o'-der  and  malodor  brigade  on 
their  own  dung  hills.  I  have  heard  it  said  that  the 
mail  order  houses  nay  bie:  salaries  to  men  whose 
chief  duty  it  is  to  lie  awake  nights  concocting  new 
schemes  and  co^-"' posing  adroitly  worded  letters  and 
literature  in  furtherance  of  the  schemes,  and  if  what 
we  term  the  legitimate  trade  is  to  advance,  or  even 
hold  its  own,  that  trade  must  employ  men  as  ab'e, 
3nd  for  the  same  purpose.  They  must  know  the 
difference  between  mail  order  and  malodor  eroods 
and  the  "real  thing."   nnd  keep  everlastingly  at  it. 

It  is  a  rather  rambling:  wav.  I  have  "sought  to 
show  how  this  mav  be  dnne.  Perhaps  I  have  touched 
onlv  some  one  of  the  "high  soots"  in  doing  so,  but 
I  hope  enough  of  them  have  been  touched  to  c'eni-lv 
point  the  way.  I  am  aware  that  it  mav  be  said  that 
some  of  mv  suggestions  savor  of  patern^il  me-ch'''^- 
dising,  but  if  so  I  sav  make  the  most  of  that  form  of 
merchandising.  It  will  draw  vou  nearer  to  vnur 
peent*;,  and  draw  your  agents  nearer  to  you,  which 
w-iuld  not  seem  to  be  a  very  objectionable  result 
of   so-called   pnternal'sm. 

T  have  henrd  at  least  three  men  of  some  standing 
in  the  'ndustry  give  voire  to  the  oninion  that  thev 
wiM  sell  iust  so  manv  bic^xles,  and  no  more,  each 
year;  and  they  are  right — to  the  extent  that  no  more 
of  them  will  be  sold  if  nothing  but  cob  webbed  nnrl 
traditional  methods  are  emnlovpd  to  prosecute  th/'tr 
sale.  It  may  be  that  bicvcles  have  become  a  stapl-" 
commodity,  like  bre^d"  or  "'heel-barrows,  but  I 
believe  that  the  sale  r.f  a  wheelbarrow  that  is  a  little 
better,  or  a  little  different  from  other  wheelbarrows 
cniild  be  tripled  by  intelligent  publicity,  iust  as  we 
all  know  the  sale  of  even  so  common  a  commoditv 
as  soda  crackers  has  hf^pn  donblf'd  or  quadrupled  bv 
the  same  element.  The  bicvcle  in  one  form  or 
another  appeals  to,  or  can  be  made  to  appeal  to 
practically  every  human  being  who  is  not  on  crutches 
or  in  a  cradle.  It  is  good  for  each  and  all  of  them — 
a  good  one  is  better  for  them  than  a  poor  one. 
There  is  nothing  so  economical,  so  convenient,  £0 
ever  ready  for  health  or  pleasure,  or  for  mere  utility. 


THE  BICYCLING  WORLD 


513 


There  is  no  reason  why  every  person  in  the  universe 
should  not  be  possessed  of  one,  and  that  is  tlie  end 
to  be  sought.  Tlie  motorbicycle  has  silenced  even 
the  croaker  who  considers  pedalling  a.  bicycle  "too 
much  like  work."  All  objections  have  been  stilled, 
and  it  remains  for  those  in  the  industry  tu  earnestly 
and  intelligently  make  the  most  of  the  unparalled 
creation  for  which  they  are  responsible.  If  my  words 
convey  suggestions  of  such  an  irrational  craze — 
boom  as  once  obtained,  I  ask  you  to  believe  that 
nothing  is  further  from  my  thoughts  or  dcsi.es.  I 
have  no  idea  that  every  person  in  the  land  will  be 
.induced  to  purchase  a  bicycle,  and  I  would  not  if  1 
could  bring  about  such  a  boom,  but  I  do,,  belieye 
that  there  are  tens  or  hundreds  of  thousands'  who 
can  be  induced  to  buy  bicycles  by  well  direct 'h1 
effort  of  the  fight  sort,  and  whose  use  of  them  will 
be  sane  use  and  not  abnormal  abuse  as  once  was 
the   case. 

3ome  of  you  may  recall  the  story  that  was  once 
attached  to  George  Sherman  who  is  now  helping 
our  ojd  friend  Remppis  sell  Reading  Standards.  At 
the  time,  Sherman  was  exploiting  moior  bicycles 
at  the  St.  Louis  Exposition.  As  the  story  goes,  he 
fell  in  with  one  of  the  more  intelligent  Indians  who 
formed  a  part  of  the  St.  Louis  show,  and  sought  to 
interest  him  in  motorcycles.  He  told  him  all  about 
carburetters,  pistons  and  compressions,  spark  coils 
and  spark  plugs,  to  all  of  which  the  Indian  was  most 
attentive.  At  the  end  of  half  an  hour,  when  Sher- 
man's chops  were  dry,  he  inquired  of  the  redskin. 
"And  now  do  you  understand  all  about  it?" 
"Ye-es,"  responded  the  original  'American,  "I  un- 
derstand all  except  one  thing." 

"And  what's  that?"  eagerly  asked  Sherman,  hop- 
ing to  make  clear  some  small  point  which  he  had 
overlooked. 

"Well,"  said  the  Indian,  slowly,  "I  understand 
everything   except    what   makes   the   machine   go." 

If  I  may  say  it  without  too  great  assumption,  I 
fear  that  by  far  the  greater  number  of  manufacturers 
— not  to  say  an  even  greater  number  of  retailers — 
thoroufhly  understand  all  about  everything  except 
what  makes  goods  go  when  it  is  most  desired  to 
make  them  go.  Their  productive  processes  are  per- 
fected at  the  expense  of  the  sales  department.  The 
sales  department  is  made  up  of  a  manager,  typewriters, 
and  travelling  men,  and  that  is  the  beginning  of  the 
end  of  it.  Wliile  new  machinery  and  newer  and 
better  methods  in  the  factory  constitute  an  increasing 
study,  the  sales  department  is  usually  left  to  shift 
for  itself,  or  to  drift  in  the  same  old  and  too  often 
stagnant  channels.  The  most  important  feature  of 
it— the  power  that  makes  the  goods  go — is  over- 
looked or  minimized.  It  is  nobody's  business,  and 
everyone  else  is  "too  busy"  fretting  or  fuming  about 
stagnated  sales  to  "bother  with  it."  That  power 
is  publicity,  and  publicity  means  much  more  than 
a  display  advertisement  in  one  paper  or  a  dozen 
papers.  It  means  such  things  as  I  have  endeavored 
to  point  out,  and  more  of  them.  It  is  the  spark 
of  twentieth  century  merchandising  that  electrifies 
factory,  sales  department,  travellers  and  customs, 
and  constantly  applied  is  the  one  that  keeps  them 
energized  and  enthused ;  and  no  man  can  supply  that 
spark  who  is  not  specially  fitted  for  it,  nor  even 
then  can  he  do  so  if  he  must  devote  himself  to 
other  duties  part  of  the  time.  If  nublicity  of  the 
right  sort  will  quadruple  the  sale  of  soda  biscuits, 
or  is  good  for  the  be-millioned  Standard  Oil  Co., 
it  ought  to  be  good  for  the  bicycle  business — and 
there  is  so  much  publicity  that  is  to  be  had  without 
price  that  it  would  seem  worth  striving  for.  Few 
manufacturers  or  merchants  have  even  begun  to 
faintly  realize  how  much  of  it  is  obtainable,  or  how 
immensely  valuable  it  is  to  their  own  businesses. 
To  the  man  who  doubts  that  publicity  brings  returns, 
it  was  one  of  the  masters  of  the  art  who  advised 
that  in  the  smallest  type  obtainable  he  offer  a 
yellow  dog  with  every  catalogue,  to  which  I  would 
add  that  if  any  doubter,  who  would  save  the  cost 
of  vellow  dogs,  will  give  me  permission  to  print 
in  three  lines  ill  an  obscure  corner  that  he  is  a  horse 
thief  and  that  his  goods  are  made  of  punk,  I  will 
bring  him  such  returns  frowi  Maine  to  California 
within  a  week  as  will  cause  him  to  sit  up  nights 
for   an    extended   period. 

"The  Motorcycle  as  a  Trade  Stimulus." 

BY  W.  F.  REMPPIS. 
Reading  Standard  Cycle  Mfg.  Co. 

The  motor  vehicle,  such  as  the  motor  bicycle  and 
the  automobile,  is  assisting,  to  a  certain  extent,  in 
promoting  the  sales  of  bicycles,  but  not  to  the  ex- 
tent that,  perhaps,  a  great  many  imagine.  From 
observations  of  the  class  of  people  from  which  this 
slight  increase  is  made,  it  may  be  said  that  it  is  not 
from  the  ranks  of  the  old-time  riders  that  made  the 
sport   pouular   and   the   industry   prosperous. 

There  are  features  pertaining  to  sales  of  motor 
bicycles  that  somewhat  conflict  with  the  methods 
used  in  selling  bicycles,  and  it  takes  much  diplomatic 
action  and  kid  glove  handling  to  arrange  and  adjust 
matters,  and  that  is  in  the  method  of  selling  a  motor 
bicycle  to  the  agent  who  handles  a  line  of  bicycles. 
On  the  bicycle  we  extend  credit,  on  the  motor 
bicvcle  we  do  not ;  we  sell  for  cash  on  delivery, 
therefore,  it  is  a  very  hard  matter  to  bring  the  agent 
around  to  that  point  where  he  can  see  these  two 
features  in  the  proper  light.  This  is  a  rather  diffi- 
cult task,  but  at  the  same  time  it  must  be  carrier 
out  to  the  letter,  because  otherwise  the  manufacturer, 
who  sells  a  motor  bicycle  on  open  account,  at  the 
present  stage  of  the  game,  will  have  a  fall,  and  is 
likely  to  see  an  early  finish  to  the  reputation  of  his 
machine    and    his    financial    standing,    for    while    it    is 


H.  S.WHITE 
Shelby  Steel  Tube  Co. 


possible  for  us  all  to  get  a  fair  line  on  the  amount 
of  financial  credit  the  agent  is  entitled  to,  no  one 
can  get  a  line  on  the  amount  of  patience  he  pos- 
sesses, and  the  cheapest  and  safest  way  for  the 
manufacturer  to  find  the  limit  of  patience  with  those 
dealers,  who  know  very  little  about  the  motor 
question,  is  to  adhere  strictly  to  a  cash  basis  as  the 
other  method,  that  of  extending  credit,  will  be 
found  very  expensive.  No  matter  how  high  a  grade 
in  quality  and  how  efficient  such  a  vehicle  is,  ignor- 
ance will  for  a  long  time  prevail,  and  only  those 
who  have  invested  and  paid  cash  for  a  motor' bicycle 
will  hurry  to  be  its  master,  while  under  the  credit 
system  they  will  hurry_  to  get  it  off  their  hands  and 
back    imder    the    maker's    roof. 

These  few^  remarks  on  this  aspect  of  the  motor 
bicycle  industry  are  worthy  of  every  consideration 
by  the  manufacturer  who  is  conteniplating  taking 
on  this  industry,  as  they  are  the  result  of  close 
study,    observation    and    experience. 

The  motorcycle  problem  is  far  greater  than  that 
of    the    bicycle.      To-day .  almost    anyone    could    enter 


CHAS.  A.  PERSONS 
Persons  Mfg.  Co. 


the  field  for  the  manufacture  of  bicycles.  While 
It  may  appear  just  as  easy  to  manufacture  motor- 
cycies,  I  can  assure  you,  from  past  experience,  that 
such  IS  not  the  case,  in  fact  had  I  realized  or  known 
the  stages  through  which  I  had  to  pass,  I  doubt 
if  1  would  have  taken  the  matter  up;  although  now 
that  I  have  passed  through  and  gained  this  experi- 
i-nce    1    am    not -the    least    bit    sorry. 

In  order  to  produce  a  motor  bicycle  that  will  give 
satisfaction  and  in  which  is  embodied,  power  speed 
and  simplicity,  one  must  find  the  skilled  and  experi- 
enced mechanic  with  a  skilled  touch  to  produce 
them,  and  although  one  may  purchase  the  motor 
from  another  maker,  these  men  are  absolutely  essen- 
tial, and  I  wish  you  oil  the  joys  and  pleasures  in 
hmlmg  them.  Ihis  was  a  problem  which  to  me  at 
first  looked  indeed  simple,  but  to-day  I  know 
different. 

We  have  been  compelled  to  do  lots  of  missionary 
work  and  get  in  close  communication  with  the 
dealers  and  the  public  in  order  to  promote  the 
growth  of  the  industry  and  advance  the  same  to 
where  it  is  now.  I  believe  that  if  the  same  methods 
were  used  in  the  bicycle  line,  they  would  prove  suc- 
cessful in  the  end.  in  fact  we  have  tried  them  to  a 
certain  extent  and  have  obtained  results  that  are 
gratifying,  consequently  I  am  of  the  opinion  that  if 
the  manufacturers  of  bicycles  will  devise  similar  ways 
to  interest  the  public  and  embody  them  in  their 
policy,    they    will    be   greatly   benefitted. 

We  all  know  that  the  majority  of  the  bicycle 
dealers  are  like  barometers.  The  weather  conditions 
attect  their  spirit  and  courage.  Most  of  the  time 
they  appear  all  blue  and  it  is  seldom  that  one  can 
be  found  who  is  continually  all  pink.  The  pessimistic 
dealer  is  constantly  crossing  bridges  that  were  never 
built.  He  seems  to  have  little  faith  in  himself  and 
much  less  in  the  bicycle  business.  He  takes  on 
courage  the  first  of  April  and  loses  it  somewhere 
around  the  last  of  July;  from  that  time  on  to  the 
next  April  he  is  above  all  others  the  nrince  of 
knockers,  as  far  as  bicycles  are  concerned.  He  is 
even  apt  to  belittle  his  own  business  instead  of 
boosting  It  as  dealers  in  other  lines  do;  to  talk  it 
down  instead  of  up,  and  then  complain  that  people 
do    not   think  much   of   the   bicycle   any  more. 

If   we   can   show  him   the   way  and  innoculate  him 
;vith   the   proper  spirit   during  that  pessimistic   period 
It  IS  to  our  interest  and  welfare  that  we  do  so.     If  the 
dealer   could   onlv   keep   his   spirits    bright,    he   would 
grasp    many    golden    opportunities    that    now    pass    his 
door  and  instead  of  constantly  mending  on  the  manu- 
facturers    methods,    he    would    start    reform    at    home 
and    sweep    his    own    door    step    first.       It    is    partly  " 
conditions    as    these    prevailing    among    many    dealers 
that  hold  back  the  motorcycle  industrv  of  the  United 
States.      So    far    it    has    been    the    dealer    who    made 
or  helped  to   make  the  demand,  but  the  manufacturer 
who    communed    with    the    public   direct   and   by   thus 
creating    interest    and    a    demand    for    motor    bicvcles 
forced    these    dealers    who    seemed    to    have    this"  con- 
t-nuous  performance  of  the  blues  to  take  up  their  sale 
The    majority    of    them    stood    ready    at    first    to    turii 
down    the    motorcycle,    and    to    even    sneer    at    it.       It 
was    up    to    a    few    manufacturers,    up    to    a    verj''   few 
makers  to   send   their  missionaries  from   town  to  town 
to    show    up    the    superior    qualities    of    their    motor 
bicycles  to  the  dealer,   who  in  some  cases   would  not 
even  listen,  and  not  alwavs  because  he  was  too  busv 
and    could    not    spare    the    time.      The    missionary    had 
to   hang   on   with    courage   and   a   vengeance   and   often 
had   to   secure   the   interest   of  the  natives   and   innocu- 
l->te    them    with    enthusiasm    before    he    could    interest 
the    dealer    sufficient    to    make    him    see    that    it    was 
worth    his   time  and  labor  to   take  up   the   proposition 
It     took    constant    plugfring    in    this    manner    to    get 
some    of    these    agents    ready    and    willing,    but    now 
they     are     slowly     coming     in     under    the     motorcycle 
banner.      Still    many   lack    faith    in    the    motor   bicvcle, 
as   some   do   in   the  bicvcle,   and   unless   "ye  have'  faitli 
ye    can    do    but    little."      Some    of    the    cycle    dealers 
you    know    have    almost    forgotten    how    to    mount    a 
machine,    although    there    are    others,    wide-awake    and 
progressive   agents   who   have   always   done  good   work 
and     deserve     every     credit     and     success.        But     the 
manufacturer    also    can    have    conceived    in    his    sales 
department    methods    and    ideas    that    will    convert    as 
well    as    assist    the    dealer    so    that    he    can    create    a 
demand.       If    we    look    back    into    the    past    history    of 
the    cycle    industrv.    we    can    clearly    see    that    it    was 
the   good   live  dealer   with   plentv  of  ginger,    snap   and 
go    in    him,    who    combined    with    effective    advertising 
and    nublicity    methods,    largely    created    the    demand 
and    boom,    and    there    is    absolute) v    no    reason    why 
this    enthusiasm    cannot    be    revived    or    started    anew 
with     the     sons     and     daughters     of     the     old     bicycle 
rider,     who    are    at    this    dav    the    age    of    those    that 
rode  bicycles  in  the  boom  time  of  the  industrv.      Per- 
haps  some  of  the  fault  is   with   ourselves.      We  have 
P.nssed  through  rough  seas,   we  have  clothed  ourselves 
with  caution  and  are  perhaps  a  little  too  conservative. 
If    each    and    every    dealer    was    to    induce    or    connive 
in   some    way  to    get   three   or   four   voung   lady   riders 
in  his  neighborhood  to  purchase  machines  there  would 
be   nt    least    three    or    four    more    following    suit,    this 
would    make    a    total    of   seven    or   eight    in    the    neigh- 
boHiood.    and    this    as    you    know,    gentlemen,    would 
menu  fifteen  or  twenty  voung  men,  chasing  the  afore- 
said   young    ladies    on    bicycles. 

T  believe  if  the  manufacturer  will  spend  some  time 
in  endeavoring  to  show  the  dealers  the  way  to 
land  sales  and  devise  inducements  to  make  sales 
for  them,  that  the  bicycle  industrv  will  be  greatly 
improved.  If  the  manufacturer  should  lay  out  a 
few    lines    of    i^^      *>o    work    on    the    public    in    the 


514 


THE  BICYCLING  WORLD 


immediate  neighborhood  of  their  agency  and  having 
them  call  to  look  over  their  lines  and  consider  a 
bicycle,  that  the  dealer  would  certainly  wake  up 
and  get  some  life  in  him  after  that.  This  could  be 
done  by  the  dealer  supplying  the  manufacturer  with 
the  names  of  some  of  the  best  people  in  the  imme- 
diate neighborhood,  as  some  live  dealers  in  motor 
bicycles  are  doing,  and  the  manufacturer  sending 
them  the  proper  lines  that  will  give  them  a  hypnotic 
suggestion  and  convince  them  that  they  need  bicycles 
for  the  family.  If  the  bicycle  manufacturer  and 
dealer  would  employ  some  of  the  methods  used  in 
the  motorcycle  business,  it  would  certainly  act  as 
a    stimulus    and    result    in    increased    sales. 

The  men  who  sell  breakfast  foods,  work  the 
health,  brain  and  muscle  stunt — and  I  honestly  be- 
lieve we  would  reduce  the  sale  of  such  articles, 
improve  the  condition  of  the  human  race,  and  abolish 
much  of  the  indigestion  remedies,  and  create  a  large 
demand  for  bicycles,  by  inducing  and  convincing  the 
public  that  they  are  in  wrong,  that  it  is  absolutely 
essential  that  they  must  have  exercise  which  can 
only  be  obtained  through  the  use  of  a  bicycle.  Also 
by  picking  out  some  very  pretty  places  in  the  suburbs, 
telling  them  about  them  and  mentioning  the  fact 
that  aside  from  walking  they  can  only  be  reached 
by  the  use  of  a  bicycle,  and  if  each  and  every 
manufacturer  will  endeavor  to  get  in  closer  communi- 
cation with  the  dealer  than  he  is  at  the  present  time, 
our  opportunities  will  be  greater  and  our  bank  ac- 
counts larger  and  this  also  can  be  done  by  constant 
and  faithful  missionary  work,  as  is  employed  in  the 
motorcycle  line.  I  will  cite  a  case  in  another  line 
which  proves  this:  There  was  a  certain  party  who 
went  into  the  manufacture  of  iron  bedsteads,  his 
trade  grew  very  slowly ;  there  was  also  a  certain 
young  man  with  some  brilliant  ideas  and  plenty  of 
nerve  who  got  in  touch  with  this  manufacturer  and 
made  agreeable  arrangements  with  said  parties.  This 
young  man  started  out  from  house  to  house  to  make 
a  personal  canvass,  and  induced  thousands  of  people 
to  give  up  their  wooden  bedsteads  and  replace  them 
with  iron  ones.  The  young  man  being  in  it  for 
all  there  was,  woidd  not  let  any  opportunity  pass, 
would  take  the  old  bedsteads  in  exchange  to  sell  in 
another  town  to  be  chopped  up  for  kindling  wood 
and  then  sold.  Through  this  combination  the 
manufacturer's  business  grew  large  and  profitable, 
and  the  young  man  made  a  handsome  income.  This 
was  a  case  of  faith  and  missionary  work,_  a  hard 
proposition  to  undertake,  but  faith  and  missionary 
work   is    essential    to    stimulate   the   bicycle   industry. 

Another  illustration  of  this  statement  is  in  the 
report  of  the  Sears,  Roebuck  Co.,  who,  in  1905,  sold 
$634,941  worth  of  bicycles  and  material  without 
even  the  aid  of  agent  other  than  their  catalogues. 
We  will  take  for  granted  and  we  know  that  these 
were  cheao  wheels,  also  that  they  went  to_  cheap 
people.  Very  few  of  our  agents  ever  consider  or 
think  of  spending  a  few  dollars  in  postage  stamps 
to  mail  our  catalogues  throughout  their  neighbor- 
hood, but  the  majority  of  them  are  like  our  pld 
Dickens's  character  Micawber — "waiting  for  something 
to  turn  up."  And  when  something  does  turn  up, 
neither  their  store,  stock  or  themselves  are  in  fit 
condition  to  Induce  trade  or  to  take  full  advantage 
of  the  opportunity.  The  value  of  good  goods,  of 
tidv  appearance  of  store"  and  person,  so  vital  to 
induce  confidence  and  sales  in  any  line  of  trade 
is  entirely  disregarded  by  manv.  In  addition  many 
agents  in  total  blindness  that  thev  are  going  against 
their  own  interests  delieht  in  selling  a  cheap  skate 
of  a  bicycle  at  a  small  profit  because  it  is  easy, 
rather  than  a  good  bicycle  at  a  good  profit  with  a 
little  more  effort  but  far  more  satisfaction  and  this 
is  as  much  responsible  for  the  present  state  and 
standing  of   the  bicycle   industry   as   anything. 

The  motorcycle  manufacturer  hopes  that  his  in- 
dustry will  avoid  the  rocks  on  which  the  bicycle 
industry  came  to  grief  by  making  quality  and  not 
nrice  the  first  consideration.  The  man  who  makes 
his  motto  "Not  how  good  but  how  cheap"  is  the 
onlv    one    danger    of    the    motorcycle    industry. 

When  vou  can  enthuse  the  bicycle  rider  again  and 
make  him  proud  of  his  mount,  the  same  as  we  en- 
thuse the  motorcyclist  and  make  him  proud  of  his 
mount,  the  same  as  the  automobilist  with  a  _  good 
machine  is  enthusiastic  over  it,  then  the  bicycle 
industry  will  come  to  its  own  and  with  it  self- 
confidence  and  the  oublic  esteem  for  the  bicycle 
business  which  is  still  looked  upon  by  some  with 
derision — bv  some  considered  as  dying  out,  and  some 
even  regard  it  as  almost  illegitimate.  But  the  man- 
ufacturer and  dealer  can  with  pride  point  to  the 
benefits  derived  and  the  blessings  and  improvements 
that  have  sprang  from  the  bicycle  business,  revolu- 
tionizing as  it  has  been  in  industrial  ways  and 
mechanical  development.  From  the  bicycle  industry 
has  sprung  the  automobile  industry,  as  well  as  the 
motorcycle  industry,  through  it  the  art  of  stamping, 
drawing  seamless  tubing  and  seamless  goods  have 
been  developed  and  encouraged,  as  well  as  other 
industries.  It  has  been  the  factor  of  bringing  out 
the  ball-bearing  principle,  which  revolutionized  ma- 
chine building  as  well  as  transmission.  The  bicycle 
business  has  stimulated  not  only  the  machine  business 
but  the  tire  industry,  and  almost  every  other  hue  of 
industry.  It  has  improved  the  value  of  suburban 
properties,  (and  the  distance  has  been  made  but  a 
thought  by  the  aid  of  the  motor  bicycle),  and  has 
been  an  important  factor' in, d<^eloping  trolley  lines. 
It  has  employed  and  set  to  "thinking  the  brightest 
men  and  the  mechanical  genuises  of  _  the  United 
States.  It  has  induced  marvelous  activity  in  the 
field  of  improvement   and   invention. 

And    let   us    not    overlook   the   moral    influence   of 


the  bicycle.  The  rider  of  the  bicycle  or  motor 
bicycle  must  if  needs  be  a  temperate  man,  and  with 
a  healthful  open  air  exercise  ahd  consequent  im- 
provement morally  and  mentally.  It  has  developed 
love  of  nature  and  has  brought  the  city  child  in 
contact  with  it.  It  sharpens  the  intellect  as  well  as 
the  appetite. 

It  is  still  the  democratic  vehicle  of  the  mechanic 
and  millionaire  alike,  although  the  great  favor  in 
which  it  was  once  held  has  abated. 

The  motorcycle  will  help  restore  interest  in  cycling 
in  general ;  we  even  hope  that  it  will  gradually  re- 
produce some  of  the  old-time  enthusiasm  and  pros- 
perity that   once  prevailed   in  the  bicycle  business. 

As  the  bicycle  manufacturer  can  look  back  with 
pride  upon  the  material,  physical  and  moral  influence 
of  the  bicycle  in  the  progress  of  civilization,  so 
the  motorcycle  manufacturers  look  forward  to  the 
enlargement  of  this  achievement  and  to  further 
progress. 

The  sport,  pleasure  and  pastime  the  motor  bicycle 
affords  can  never  be  fully  realized  by  any  other 
than  those  who  use  them.  Each  and  every  rider 
of  a  good  motorcycle  shows  his  appreciation  and 
enthusiasm  by  taking  it  up  and  inducing  others  to 
take  it  up.  At  the  various  automobile  race  meets 
where  they  hold  motorcycle  contests,  the  motorcycle 
always  creates  more  enthusiasm,  interest  and  sport 
in   one    race   than   the   cars    do   in  the   entire   meet. 

The  motorcycle  industry  will  grow  strong  and 
healthy  because  it  fits  the  sports  and  pastimes  of 
men  with  the  greatest  degree  of  satisfaction,  and 
it  also  fits  into  commercial  life,  where  it  will  give 
the  same  satisfaction  within  its  sphere  and  at  the 
least  expense  of  any  power  vehicle  yet  presented 
to  us. 


OCUSIONM 

A  RIDER  WILL 
INSIST  ON 
HAVING    A 

CUSHION  TIRE 


WE  MAKE  THEM 


Morgan  x  Wright 

CHICAGO 


NBW    TOKK    BRANCH    «14-«18    WEST    47TB    ST. 


While  the  prospects  for  this  industry  are  bright, 
a  word  of  caution  to  any  manufacturer  who  con- 
templates going  into  the  game,  and  one  of  caution 
to  the  dealer  who  contemplates  taking  on  the 
agency,  are  not  amiss.  Be  sure  that  you  have  a 
motor  bicycle  which  has  embodied  in  it  simplicity, 
power,  durability  and  workmanship  to  give  entire 
satisfaction,  which  means  a  motor  bicycle  built 
strictly  of  high-grade  material  by  high-grade  me- 
chanics. Those  who  would  deviate  from  this  policy 
or  have  an  idea  that  they  can  do  so  by  placing  on 
the  market  cheap,  trashy  things,  will  suddenly  awake 
with  all  loss  and  no  profit ;  but  what  is  worse,  they 
would  without  a  doubt,  retard  this  industry  that  has 
been  so  slowly  but  surely  developed  into  a  healthy 
condition. 

So  the  motorcycle  gives  promise  to  the  manufac- 
turer, and  the  retailer,  according  to  the  energy, 
time  and  attention  they  give  to  it.  It  is  the  stimulus 
which  each  individual  gives  it  that  collectively  will 
result  in  the  greatest  stimulus  which  the  motorcycle 
industry  can  receive,  and  as  the  family  is  affected 
by  the  well  being  of  one  member,  so  I  hope  the 
bicycle  industry  in  general  will  be  stimulated 
through  its  brother,  the  motorcycle  industry,  since 
the  more  distantly  related  member,  the  automobile, 
is  too  aristocratic  to  concern  itself  with  its  poorer 
relatives. 

There  is  nothing  better  for  health  in  general 
than  cycling.  There  is  no  more  pleasant  pastime 
and  e.tercise.  It  saves  time  and  energy.  It's  a 
clean  enjoyment  and  clean  sport.  Add  to  this  the 
rapidity  of  the  motorcycle,  its  readiness  for  any 
distance,    roads    and    pathways   and   its    adaptability 


for  useful  purposes  as  well  as  sport,  and  you  have 
something  that  supplies  it  at  extremely  moderate  cost 
a  great  and  valuable  necessity.  It  is  an  industry 
that  supplies  an  article  which  fills  the  need  of  large 
numbers  of  people.  Its  cost  is  within  the  reach  of 
the  masses. 

The  motor  bicycle  and  the  bicycle  are  both  of 
benefit  to  mankind  and  should  be  to  us.  It  is  up 
to  us  to  stimulate  their  use  and  spread  their  useful- 
ness among  all  the  people  and  we  should  have,  our- 
selves, a  proper  return  for  our  labor,  which  the 
fair-thinking  American  .does  not  expect  to  be  entirely 
a  labor  of  love,  in  spite  of  the  apparent  inclination 
of  the  bicycle  trade  to  make  it  so.  You  need  not 
be  philanthropic  to  the  verge  of  financial  ruin.  Good 
goods  at  fair  prices  are  all  the  American  public 
expects  and  it  is  up  to  us,  as  the  most  interested 
parties,  to  let  the  public  know  that  we  make  these 
goods,  that  we  are  proud  of  it,  that  they  are  a  boon 
— a  benefit  to  mankind — and  that  they  must  have 
them  in  the  pursuit  of  their  business  as  well  as  in 
the  pursuit  of  happiness,  and  cannot  afford  to  do 
without  them  in  the  journey  through  life. 

Few  there  were  who  attenderJ  the  conven- 
tion who  did  not  have  a  good  tin^e.  Atlan- 
tic City  is  one  of  those  places  where  a  set 
program  is  not  necessary  to  assure  "times" 
of  the  sort.  What  with  the  beach,  the  surf, 
the  famous  Boardwalk  and  its  rubber-tired 
rolling  chairs,  the  thousands  of  summer 
girls,  the  diversity  of  hotels  and  palm  rooms 
with  easy  hours,  and  many  other  attractions 
there  is  small  room  for  monotony,  either 
day  or  night.  It  is  not  a  matter  of  record 
that  any  of  the  bicycle  folk  were  troubled 
with  anything  of  the  kind,  but  it  is  a  matter 
of  knovi'ledge  that  some  of  them  found  it  a 
very  difficult  matter  to  tear  themselves 
away  from  the  seaside  resort.  The,  palm 
room  of  the  Islesworth  was  the  scene  of 
"large  times"  each  night  at  which  they 
do  say  G.  J.  Bradley,  of  the  Diamond  Rub- 
ber Co.,  played  the  part  of  Prince  Bountiful 
and  other  parts  that  made  the  occasions 
such  merry  ones  as  the  cycle  trade  has  not 
enjoyed  in  company  in  many  long  days. 
There  are  stories  also  of  those  who  found 
great  solace  in  being  wheeled  in  rolling 
chairs  on  the  Boardwalk  at  even  five 
o'clock  a.  m.,  and  of  the  "auction  sale"  of 
the  steel  pier  at  two  o'clock,  likewise  in 
the  morning.  It  was  "sold"  by  two  Hart- 
ford men  to  a  man  from  Ohio  and  at  a 
very  much  "upset  price"  of  65  cents. 

The  convention  was  really  a  convention 
of  men  with  canes,  H.  S.  White  and  the 
other  Shelby  Tube  representatives  who  at- 
tended brought  with  them  a  generous  sup- 
ply of  walking  stjpks  made  of  Shelby  tubing 
and  finished  in  lacquer.  Everybody  had  one 
and  when  they  struck  a  stone  pavement 
with  their  canes  the  "ring"  that  resulted 
caused  a  deal  of  neck  stretching  apd 
curiosity.  In  the  matter  of  souvenirs,  how- 
ever, C.  A.  Persons,  of  the  Persons  Mfg. 
Co.,  set  a  new  standard.  His  memento 
took  the  form  of  a  fob — the  monogram  of 
each  recipient  fashioned  in  artistic  lettering 
in  gold  washed  metal  attached  to  a  leather 
band.  Most  of  the  monograms  were  strik- 
ingly beautiful  and  as  the  fob  bore  not  a 
line  of  advertising  matter,  that  the  souve- 
nirs will  be  used  and  treasured  goes  without 
saying. 


"The  A  B  C  of  Electricity"  will  aid  you 
in  understanding  many  things  about  motors 
that  may  now  seem  hard  of  understanding. 
Price,  50  cents.  The  Bicycling  World  Pub- 
lishing Co.,  154  Nassau  Street,  New  York. 


THE  B^TVCLING  WORLD 


515 


KRAMER  AT  VAILSBURG 


Signalizes  his  Return  and  Track's  Reopen- 
ing with  Victory — Good  Racing  the  Rule. 


On  Sunday  last,  22d  inst.,  National  Cham- 
pion Frank  L.  Kramer  signalized  his  home 
coming  by  winning  the  half-mile  open  race 
at  the  second  re-opening  this  year  of  the 
Vailsburg  board  track,  at  Newark,  N.  J. 
When  the  champion  made  his  first  appear- 
ance on  the  track,  Sunday  afternoon,  it  was 
the  cause  for  an  outburst  of  applause  from 
the  spectators,  despite  the  warning  signs. 
Only  a  small  crowd,  numbering  less  than 
one  thousand  persons,  saw  the  races,  but 
the  reason  for  this  was  that  the  meet  was 
called  at  the  eleventh  hour  and  few  knew 
that  the  track  was  to  be  re-opened. 

When  Vailsburg  closed  its  gates  several 
weeks  ago,  C.  B.  Bloemecke,  the  manager, 
announced  that  he  was  done  with  the  cycle 
racing  game,  but  that  he  would  allow  the 
track  to  be  opened  if  somebody  else  would 
tmdertake  the  responsibility.  That  "some- 
body else,"  as  the  Bicycling  World  stated 
last  week,  was  found  in  the  person  of  Ed- 
ward Beers,  a  Newark  lawyer,  sportsman 
and  good  fellow,  who  thinks  if  the  meets 
are  properly  managed  that  Vailsburg  racing 
will  pay.  Mr.  Beers  undoubtedly  will  prove 
the  correctness  of  his  theory,  for  at  the  oval 
on  Sunday  the  trend  of  opinion  adjudged 
Beers  "all  right."  He  will  be  assisted  in 
the  active  management  of  the  races  by  Al. 
Guery,  a  professional  rider,  who  "stands  in" 
with  the  other  riders.  Incidentally,  the  old 
scale  of  pro.  purses  in  vogue  at  the  track 
two  years  ago,  will  go  into  effect,  which 
ought  to  be  the  means  of  bringing  some 
"talent"  from  Salt  Lake. 

Although  on  Sunday  last  the  fields  were 
small  on  account  of,  as  before  stated,  lack 
of  time  to  advertise  the  meet,  the  heats  all 
were  well  contested,  the  spectators  were 
profuse  in  their  acclamation,  and  they  re- 
mained  until   the  very   end   of  a  long  pro- 

■gram. 

'      One   Cf  the  best   races   of   the   afternoon 

:was  the  last — an  unlimited  amateur  team 
pursuit  race,  which  lengthened  out  to  a  few 

'yards  less  than  seven  miles.  Four  teams; 
selected  on  the  spur  of  the  moment,  took 
up  positions  equidistant  around  the  quarter- 
mile  oval.  George  Cameron  and  Dave 
Mackay  were  on  the  tape,  Henry  Vanden 
Dries  and  John  Peters  at  the  first  turn. 
Tommy  Smith  and  A.  C.  Spain  on  the  back 
stretch  and  Joseph  T.  Halligan  who,  by  the 
way,  has  been  given  back  his  amateur 
status,  and  Ben  Hill  on  the  last  turn.  The 
first  team  to  be  passed  was  Cameron  and 
Mackay — picked  as  the  winners — who  were 
mowed  down  in  the  fifth  lap,  Halligan  and 
Hill  doing  the  reaping.  Mackay,  instead  of 
dismounting,  kept  on  and  broke  up  the 
Vanden  Dries-Peters  team.  Peters  did  not 
know  that  Mackay  had  been  eliminated  and 
consequently    when    the     Newarker     over- 


hauled and  passed  him,  Peters  dropped  out. 
Vanden  Dries  continued  alone  until  two  and 
one-half  miles,  when  he  dropped  out.  This 
left  Smith-Spain  and  Hill-Halligan  in  the 
race  and  from  here  began  the  battle  royal  that 
brought  the  spectators  to  their  feet.  Near 
the  ending  of  the  fifth  mile  Smith  suddenly 
took  a  notion  to  pass  the  team  in  front 
and  after  a  lap  sprint  succeeded  in  passing 
Hill,  but  failed  to  come  up  to  Halligan.  This 
sturdy  rider,  each  time  Smith  came  up,  gave 
one  of  his  war-horse  sprints  and  pulled 
away.  The  fight  continued  until  nearly 
seven  miles,  when  Smith  sprinted  past  Hal- 
ligan and  the  Smith-Spain  team  was  de- 
clared victor. 

Both  the  pro  events  were  exciting,  but 
in  the  five-mile  handicap  the  crowd  saw  a 
remarkable  ride  by  Ashurst,  the  "Boy  Won- 
der." Kramer  and  Krebs  and  Ashurst  were 
the  low  markers,  the  champion  being  on 
scratch  and  Krebs  and  Ashurst  on  forty 
and  sixty  yards,  respectively.  Kramer  quit 
after  three  laps  and  Kreb's  chain  broke  in 
the  sixth  lap,  which  left  Ashurst  far  behind 
the  bunch  and  without  the  benefit  of  pace. 
The  riders  who  were  going  fast  as  a  dollar 
awaited  the  first  man  to  cross  the  tape  on 
each  lap.  Inspired  by  the  encouragement 
of  the  crowd,  Ashurst  dug  heroically  to  his 
task  and  caught  the  bunch  at  a  lap  beyond 
four  miles,  for  which  he  received  applause 
almost  as  great  in  volume  as  that  accorded 
Kramer.  .  Rupprecht,  Ashurst  and  King 
were  leading  at  the  bell  lap.  Charles  Schlee 
made  his  bid  on  the  back  stretch,  and  Ash- 
urst, who  had  tired  from  his  long  unpaced 
ride,  was  unable  to  meet  the  onslaught,  so 
that  Rupprecht,  who  had  elected  to  pull 
Ashurst,  had  to  fight  Schlee.-  The  latter  got 
across  the  tape  two  inches  in  front  of  Rup- 
precht. Glasson  was  third,  Ashurst  fourth, 
and  King  fifth.  Marcel  Dupuis  made  a  hit  by 
gathering  in  eight  laps  and  Al.  Judge  made 
his  debut,  as  did  Davenport.  Judge  got  two 
dollars  through  Dupuis's  generosity  and 
Davenport  won  his  first  dollar  as  a  profes- 
sional. 

Three  men  qualified  in  each  heat  of  the 
half-mile  open,  professional.  In  the  first 
Kramer  beat  Ashurst  easily,  while  Dupuis 
made  a  pretty  sprint  and  jump  ten  yards 
from  the  tape  and  beat  out  Schlee  and  King. 
In  the  second  heat  Krebs,  Rupprecht  and 
Triebal  qualified.  In  the  final  heat  Krebs 
had  the  pole,  with  Kramer,  Rupprecht, 
Ashurst,  Triebal  and  Dupuis  next  in  order. 
At  the  bell  Kramer  was  leading  on  the  pole 
with  Krebs  close  on  the  outside  and  Ash- 
urst was  abreast  of  Krebs,  with  Dupuis 
hanging  on  his  wheel.  The  sprint  began 
on  the  middle  of  the  back  stretch  when 
Krebs  tried  to  go  by  Kramer,  but  the  cham- 
pion was  never  in  danger  and  won  out  by 
half  a  length.  Ashurst  was  third,  Rupprecht 
fourth,  and  Dupuis  fifth. 

The  two  trial  heats  of  the  mile  open  for 
the  "simon  pures,"  left  eight  riders  to  con- 
test the  final.  When  the  bell  denoted  the 
last  lap  Cameron  was  leading,  with  Mackey 
tacked    on    and    Halligan    next.      Cameron 


took  Mackay  the  last  lap.  Zanes  began 
the  sprint  at  tlie  beginning  of  the  last  turn 
but  tired,  and  Mackay  finished  first.  The 
surprise  came  when  the  dark-skinned  Spain 
beat  out  Zanes  for  second  place  by  three 
inches.  The  negro  also  was  fortunate  in 
getting  second  in  the  two-mile  handicap. 
In  this  event  Mackay  and  Cameron  were 
placed  on  scratch  with  Vanden  Dries  on 
thirty  yards.  The  scratch  men  soon  caught 
Vanden  Dries  who  tacked  on  behind  for 
a  sleighride.  Vanden  Dries  has  a  habit  of 
always  squirming  out  of  his  share  of  the 
work.  Cameron  quit  before  the  bell  lap 
and  Mackay  caught  the  trailers  after  round- 
ing the  first  turn  on  the  last  lap.  At  the 
bell,  "War  Horse"  Halligan  began  his  fam- 
ous sprint.  Twenty  yards  from  the  tape 
Spain  had  worked  up  to  Halligan,  but  an 
extra  dig  into  the  pedals  gave  Halligan  the 
victory  by  half  a  wheel.  Tommy  Smith 
was   third.      The  summaries: 

Half-mile  novice — Won  by  Robert  Eberle, 
National  Turn  Verein  Wheelmen;  second, 
Frank  Harenburg,  Newark;  third,  William 
Canton,   Newark.     Time,   1:51  J^. 

One-mile  open,  amateur — First  heat  won 
by  George  Cameron,  New  York  A.  C;  sec- 
ond, B.  F.  Pash,  Louisville  Ky.;  third,  J.  T. 
Halligan,  Bay  View  Wheelmen;  fourth, 
Tommy  Smith,  National  Turn  Verein 
Wheelmen.  Time,  2:454/g.  Second  heat 
won  by  Dave  Mackay,  Newark;  second,  H. 
Vanden  Dries,  Edgecombe  Wheelmen; 
third,  James  Zanes,  Roy  Wheelmen;  fourth. 
A.  C.  Spain,  Bloomfield.  Time,  2:51.  Final 
heat  won  by  Dave  Mackay;  second,  A.  C. 
Spain;  third,  James  Zanes;  fourth,  Henry 
Vanden   Dries.     Time,  2:21}i. 

Half-mile  open,  professional — First  heat 
won  by  Frank  L.  Kramer;  second,  Alfred 
Ashurst;  third.  Marcel  Dupuis.  Time, 
1:33^.  Second  heat  won  by  Floyd  Krebs; 
second,  Edward  Rupprecht;  third,  Albert 
Triebal.  Time,  1:23.  Final  heat  won  by 
Frank  L.  Kramer;  second,  Floyd  Krebs; 
third,  Alfred  Ashurst;  fourth,  Edward  Rup- 
precht.   Time,  l:20j^. 

Two-mile  handicap,  amateur — Won  by 
J.  T.  Halligan,  Bay  View  Wheelmen  (100 
yards);  second,  A.  C.  Spain,  Bloomfield 
(120  yards);  third.  Tommy  Smith,  National 
Turn  Verein  Wheelmen  (90  yards);  fourth, 
Edward  Siefert,  Vailsburg  (240  yards). 
Time,  4:23. 

Five-mile  handicap,  professional — Won 
by  Charles  Schlee  (160  yards);  second,  Ed- 
ward Rupprecht  (100  yards);  third,  George 
Glasson  (200  yards);  fourth,  Alfred  Ash- 
urst (60  yards);  fifth,  John  King  (280 
yards).  Time,  11:544'5.  Lap  prize  winners 
—Marcel  Dupuis  (8),  Charles  Schlee  (3), 
A).  Judge  (2),  Edward  Rupprecht  (2),  Al. 
Triebal  (1),  George  Glasson  )1),  F.  Daven- 
port (1). 

Unlimited  team  pursuit,  amateur — Won 
by  Tommy  Smith  and  A.  C.  Spain;  second, 
J.  T.  Halligan  and  Ben  Hill;  third,  John 
Peters  and  H.  Vanden  Dries;  fourth, 
George  Cameron  and  Dave  Mackay.  Dis- 
tance, 6  miles  3yi  laps.     Time,  19:17, 


•516 


THE  BICYCLING  WORLD 


The  Rain  and  Mud  and  Hills 

of  the  F.  A.  M.  390  Miles  Endurance  Contest 

Proved  Convincingly 

that  so  far  as  concerns  the 

Yale=California 

"Belt  Troubles"  Have   Been   Eliminated 


and   that  the   Yale=California   Belt,  coupled  with  sound    mechanical  design  and 
construction,  wastes  no  power.  It  was  the  only  belt  machine  that  "survived." 

4   Yale=Californias   Started,  and  3  Completed   the  Strenuous  Journey;    the 
fourth  was  put  out  by  tire  troubles. 


Price,  $175.00 

You  may  pay  more  but  you  cannot  get  more  or  better  for  your  money. 


Are  we  represented  in  your  vicinity? 


THE  CONSOLIDATED  MFQ.  CO., 


Toledo,  Ohio. 


THE  BICYCLING  WORLD 


517 


LAWSON  IS  HIMSELF  AGAIN 


Makes  a  Clean  Sweep  at  Salt  Lake — New 
Amateur  Star  Begins  to  Shine. 


Salt  Lake  City,  July  17. — If  last  week  was 
an  "off"  week  for  Iver  Lawson,  he  got  "on" 
again  in  great  shape  at  the  saucer  track 
to-night.  He  started  in  two  events  and  won 
both  in  decisive  fashion.  Those  who  at- 
tributed Lawson's  defeat  in  his  recent 
match  race  with  W.  E.  Samuelson  to  a 
reversal  of  form,  must  either  find  another 
reason  or  give  the  Swede  credit  for  marvel- 
ous and,  in  fact,  almost  incredibly  speedy 
recuperative  powers.  In  the  "pro"  events 
to-night  everything  was  Lawson. 

In  the  final  of  the  one-mile  handicap, 
Lawson  actually  lost  the  other  riders.  The 
sprint  started  at  the  beginning  of  the  bell 
lap,  with  McFarland  in  the  lead  and  Lawson 
tacked  on,  with  Samuelson  alongside,  pull- 
ing Pye,  the  Australian.  "Long  Mac"  be- 
gan to  unwind  at  the  tap  of  the  gong,  and 
the  pace  set  was  far  from  being  slow.  It 
appeared  for  a  few  seconds  that  even  the 
Swede  suffered  from  "Mac's"  going,  but 
Lawson  was  only  getting  in  preparation 
for  his  famous  jump,  for  when  he  took  the 
notion  the  bunch  looked  as  though  they 
were  chained  to  the  saucer.  Lawson  flashed 
across  the  line  alone,  as  the  other  riders 
were  rounding  the  turn. 

Again  did  Lawson  show  himself  in  true 
form  in  the  half-mile  open.  Bardgett  and 
Hopper  tried  to  lose  the  bunch  at  the  start, 
but  were  prevented  by  Lawson  and  McFar- 
land.    Downing  and  McFarland  had  a  little 

■  mix-up. in  this  event,  and  the  elongated  San 
Josean  hit  the  saucer  as  the  result.  Down- 
ing was  endeavoring  to  pass  McFarland  on 
the  outside,  and,  to  all  appearances,  the  lat- 
ter ran  him  up  the  bank.  He  tried  it  the 
second  time  with  disastrous  results,  his 
front  wheel  colliding  with  Downing's  rear. 
Lawson  won  easily,  Downing  got  second 
and  Bardgett  won  a  good  third.  The  time 
was  very  fast — 56j4  seconds. 

Had  not  W.  E.  Samuelson  and  Ben 
Munroe  been  so  clearly  outclassed,  the  ten- 
mile  paced  event,  with  Hardy  Downing  as 
the  third  rider,  might  have  been  exciting. 
As  it  was,  however,  there  was  nobody  in 
the  race  but  Downing.  He  lapped  Munroe 
four  times,  and  waved  a  "da-da"  to  Samuel- 
son more  than  twice  as  many  times. 

John  Berryessa,  the  crack  little  San  Jose 
amateur,  knocked  the  wind  out  of  Hume's 
sails  in  the  Australian  pursuit  race  after 
two  miles  of  riding.  He  not  only  put  'out 
Hume,  who  struggled  desperately  to  retain 
his  supremacy,  but  he  tagged  West,.  HoUiday 
and  Diefenbacher.  The  latter  Was  second, 
Holliday  third  and  Hume  last. 

The   two-mile   amateur   tandem   handicap 

.  was  a  rather  tame  affair.  West  and  Holli- 
day (40  yards),  were  first;  Giles  and  Wright 
(100  yards),  second;  Crebs  and  Morgan  (75 
yards),  third,  and  Huine  and  McCormack 
(scratch),  fourth.  .  The  sujnraaries: 


One-mile  handicap,  professional — Quali- 
fants:  W.  E.  Samuelson  (30  yards),  Floyd 
McFarland  (scratch),  S.  H.  Wilcox  (55 
yards),  Joe  Fogler  (15  yards),  Iver  Lawson 
(scratch),  Ernest  A.  Pye  (30  yards),  Walter 
Bardgett  (60  yards),  Hardy  K.  Downing 
(15  yards),  and  W._  Palmer  (50  yards). 
Final  heat  won  by  Iver  Lawson,  Salt  Lake 
City;  second,  H.  K.  Downing,  San  Jose, 
Cal.;  third,  E.  A.  Pye,  Australia;  fourth, 
Walter  Bardgett,  Buffalo.    Time,  2:00}^. 

Two-mile  tandem  handicap,  amateur — 
Won  by  West-Holliday  (40  yards) ;  second, 
Giles-Wright  (100  yards) ;  third,  Crebs-Mor- 
gan  (75  yards) ;  fourth,  Hume-McCormack 
(scratch).    Time,  3:50. 

Unlimited  pursuit,  amateur — Qualifants: 
Fred  West,  Rod  Diefenbacher,  F.  H.  Mc- 
Laughlin, Phil  Wright,  J.  E.  Holliday,  Jack 
Hume,  John  Berryessa  and  P.  Giles.  Final 
heat  won  by  Berryessa;  second,  Diefen- 
bacher; third,  Holliday;  fourth,  Hume. 
Time,  4:12j4.     Distance,  2  miles. 

Half-mile  open,  professional — Qualifants: 
N.  E.  Hopper,  Iver  Lawson,  Joe  Fogler, 
Walter  Bardgett,  Floyd  McFarland,  Saxon 
Williams,  Hardy  K.  Downing  and  Jack 
Burris.  Final  heat,  won  by  Iver  Lawson, 
Salt  Lake  City;  second,  H.  K.  Downing, 
San  Jose,  Cal.;  third,  Walter  Bardgett,  Buf- 
falo; fourth,  Jack  Burris,  Salt  Lake  City. 
Time,  Q-.Seji. 

Ten  miles  motorpaced,  professional — 
Won  by  Hardy  K.  Downing;  second,  Ben 
Munroe;  third,  W.  E.  Samuelson.  Time, 
15:00. 


Salt  Lake  City,  July  20.— Walter  Bard- 
gett, formerly  of  Buffalo,  N.  Y.,  who  strug- 
gles through  this  present  existence  under 
the  kitchen  appellation  of  "Bridget,"  has  a 
hobby — that  of  training  likely  amateurs  in 
the  way  they  should  go;  in  other  words, 
trying  to  make  real  bicycle  riders  of  them. 
His  work  is  purely  philanthropic,  and 
Bardgett  apparently  takes  keen  delight  in 
seeing  his  young  hopeful  cross  the  tape 
in  the  lead.  To-night  "Bridget's"  exuber- 
ance knew  no  bounds,  and  he  slapped 
himself  on  the  wrist  thrice,  flicked  a  fly 
from  his  immaculate  cravat,  turned  up  his 
trousers  another  roll,  and  invited  all  the 
boys  over  to  Heidelberg's  to  "tank  up." 
The  cause  of  Bardgett's  joy  was  easily  ap- 
parent for  Fred  West,  his  young  protege, 
made  a  double  killing  in  the  amateur  events. 
In  truth.  West  is  certainly  making  good 
and  has  been  taking  the  measure  of  Jack 
Hume,  who  until  lately,  was  considered 
almost  invincible. 

As  usual,  the  professional  races  were  fast 
and  exciting,  but  with  the  usual  result,  the 
.  Iver  Lawson  sprint  bagging  both  open 
events.  There  was  some  lively  jockeying 
as  the  final  of  the  five-mile  lap  race  drew 
near.  About  five  laps  from  home,  Pye  and 
Hollister,  riding  abreast,  led  the  bunch  a 
terriffic  pace  and  for  a  time  it  seemed  that 
the  Lawson  and  McFarland  tribe  would 
have  hard  work  to  get  by.  But  the  clip  set 
by  Pye  and  Hollister  tired  them  and  at  the 


bell  Lawson  and  McFarland  sailed  by  in 
triumph.  Lawson  won  out  after  a  pretty 
sprint,  beating  McFarland  by  a  length. 
Plardy  K.  Downing  was  a  good  third  and 
Joe  Fogler,  who  finished  fourth,  was  dis- 
qualified, it  being  claimed  by  Clarke  that 
the  Brooklynite  ran  him  off  the  track.  The 
time  was  very  fast — 10  minutes  l^i  seconds. 

In  the  final  of  the  one-mile  handicap  the 
Iver  Lawson  sprint  landed  first  again.  In 
the  sprint,  Clarke,  Hollister,  Fogler  and 
Palmer,  all  rode  around  McFarland,  finish- 
ing after  Lawson  in  the  order  named. 
Time,   l:56j^. 

A.  J.  Clarke,  the  "Kangaroo,"  won  the 
unlimited  pursuit  race  invitation  after  rid- 
ing two  miles  five  laps  to  overtake  Jack 
Burris,  who  put  up  a  game  fight  and  fin- 
ished  second. 

To-night  was  California's  jubilee  for  the 
Golden  Gate  State's  riders  finished  well  in 
the  amateur  events.  As  before  chronicled 
West  won  both  races  and  in  the  quarter- 
mile  race,  open,  McCormack  was  second, 
McLaughlin  finished  third  and  Diefenbacher 
fifth.  In  the  mile  handicap,  Diefenbacher 
got  second  and  Holliday  third.  There  was 
quite  a  celebration  after  the  meet.  The 
usual  record-breaking  crowd  overflowed 
the  saucer  into  the  arena.    The  summaries: 

One-mile  handicap,  professional — Quali- 
fants: Iver  Lawson  (scratch),  Ernest  A. 
Pye  (30  yards),  Walter  Bardgett  (55  yards), 
W,  Pedlar  Palmer  (65  yards),  A.  J.  Clarke 
(55  yards),  Cyrus  L.  Hollister  (45  yards), 
W.  E.  Samuelson  (30  yards),  Floyd  A.  Mc- 
Farland (scratch),  and  Joe  Fogler  (15 
yards).  Final  heat  won  by  Iver  Lawson, 
Salt  Lake  City;  second,  A.  J.  Qarke,  Aus- 
tralia; third,  Cyrus  L.  Hollister,  Spring- 
field, Mass.;  fourth,  Joe  Fogler,  Brooklyn, 
N.  Y.;  fifth,  W.  Palmer,  Australia.  Time, 
1:56>^. 

One-mile  handicap,  amateur — Final  heat 
won  by  Fred  West;  second,  R.  Diefen- 
bacher; third,  J.  E.  Holliday;  fourth,  Phil 
Wright;   fifth,   Pete   Giles. 

Unlimited  invitation  pursuit,  professional 
— Won  by  A.  J.  Clarke,  Australia;  second. 
Jack  Burris,  Salt  Lake  City;  third,  Worth- 
ington  L.  Mitten,  Davenport,  Iowa;  fourth, 
Emil  Agraz,  Mexico;  fifth,  E.  Smith,  Salt 
Lake  City;  sixth,  J.  E.  Achorn,  New  York 
City.     Distance,  2  miles  5  laps.    Time,  6:01. 

Three-quarter  mile  open,  amateur — Qual- 
ifants: Fred  West,  John  Berryessa,  S.  E. 
Holliday,  F.  H.  McLaughlin,  Hal  McCor- 
mack, Rod  Diefenbacher  and  A.  Crebs. 
Final  heat  won  by  West;  second,  McCor- 
mack; third,  McLaughlin;  fourth,  Diefen- 
bacher.    Time,  0:31. 

Five-mile  open,  professional — Won  by 
Iver  Lawson,  Salt  Lake  City;  second,  Floyd 
A.  McFarland,  San  Jose,  Cal.;  third.  Hardy 
K.  Downing,  San  Jose,  Cal.;  fourth,  Nor- 
man C.  Hopper,  Minneapolis,  Minn.;  fifth, 
Cyrus  L.  Hollister,  Springfield,  Mass.  Time, 
10:01^.  Lap  prize  winners — Lawson  (1), 
Samuelson  (1),  Pye  (3),  Bardgett  (4), 
Palmer  (5),  Clarke  (2),  Wilcox  (5),  Wil- 
liams (3),  Burris  (2),  Munroe  (3),  Agraz 
(6),  Achorn  (4). 


il8 


THE  BICYCLING  WORLD 


Amateurs  Get  Inside  Two  Minutes. 

Ogden,  Utah,  July  22.— The  Australian 
element  was  not  so  much  in  evidence  at  the 
Glenwood  Park  track  to-night  as  was  the 
case  a  week  ago.  Floyd  McFarland  cap- 
tured the  three-mile  lap  professional,  while 
Ernest  Pye,  whose  recordbreaking  victory 
in  the  five-mile  lap  professional  event,  was 
then  easily  the  feature  of  the  meet,  had  to 
content  himself  with  winning  the  Australian 
pursuit  race  from  Fogler,  taking  his  heat 
in  the  mile  professional  and  letting  it  go 
at  that.  Those  of  the  800  spectators  who 
had  been  prating  over  Iver  Lawson's  re- 
versal of  form,  had  their  predictions  proved 
to  their  complete  satisfaction,  for  he  only 
appeared  in  one  event,  the  second  heat  of 
the  one-mile  professional  handicap,  in  which 
he  failed  to  qualify. 

In  this,  the  biggest  share  of  the  work  fell 
on  Walter  Bardgett,  who  succeeded  in 
knocking  out  fifteen  laps  before  Wilcox 
passed  him,  who,  held  it  one  lap  and  then 
passed  it  up  to  Mitten,  only  to  regain  it 
again  at  the  tape.  These  two  continued  to 
play  see-saw  with  McFarland  close  behind, 
until  the  next  to  the  last  lap,  when  the  lat- 
ter unwound  one  of  his  brightest  and  best, 
and  sailed  away,  taking  the  bell  lap,  and  fin- 
ishing cleanly  in  6:15.  Hollister  was  sec- 
and,  and  Wilcox  third,  while  "Bridget" 
Bardgett  was  forced  to  content  himself  with 
his  earnings  in  lap  money. 

In  many  ways  the  Pye-Fogler  pursuit 
match  was  a  disappointment,  for  the  Brook- 


lyn boy  was  decidedly  out  of  form,  and 
even  Pye  himself  failed  to  approach  in  any 
way  his  world's  record  time  of  a  couple  of 
weeks  ago.  It  took  him  just  eight  minutes 
and  forty-three  seconds  to  overhaul  the 
fair-haired  son  of  the  city  of  churches,  how- 
ever, and  the  three. miles  seven  laps  of  rid- 
ing was  run  off  with  evident  effort  on  both 
sides.  Perhaps  some  of  Fogler's  lack  of 
spirit  was  due  to  an  incident  of  the  first 
half  of  the  mile  handicap,  as  a  result  of 
which  he  came  violently  into  contact  with 
the  track,   and  was   forced  to  retire. 

In  the  one-mile  handicap,  amateur,  Hume 
took  the  first  heat  in  1:59^,  Holliday  taking 
the  second  half  in  the  low  time  of  2:03,  with 
Diefenbacher  hanging  close  behind  him. 
The  final  heat,  however,  furnished  the  latter 
his  opportunity,  for  he  pulled  into  the  lead 
in  good  season,  dragging  the  others  around 
to  such  good  advantage  that  he  finished 
with  the  best  time  of  all,  in  1:59,  incidentally 
showing  a  good  bit  of  generalship. 

The  summaries: 

One-mile  handicap,  professional — Quali- 
fants:  E.  Agraz  (120  yards),  Geiger  (110 
yards),  Bardgett  (50  yards),  S.  H.  Wilcox 
(70 yards),  F.  A.  McFarland  (scratch),  E.  Pye 
(30  yards),  W.  L.  Mitten  (130  yards),  C. 
Hollister  (45  yards).  Final  heat  won  by 
Agraz;  second.  Mitten;  third,  ,  Geiger; 
fourth,  Bardgett.     Time,  2:02. 

One-mile  handicap,  amateur — Qualifants: 
J.  Hume  (scratch),  J.  Berryessa  (30  yards), 
D.    King    (85   yards),    Hal    McCormack    (20 


yards),  J.  E.  Holliday  (35  yards),  R.  Diefen- 
bacher (60  yards),  A.  Crebs  (25  yards). 
Final  heat  won  by  Diefenbacher;  second, 
Giles;  third.  King;  fourth,  Holliday.  Time, 
1:59. 

Australian  pursuit  race,  between  E.  Pye 
and  Joe  Fogler — Won  by  Pye.  Distance, 
3  miles,  7  laps,  110  yards.     Time,  8:43. 

Two-mile  lap,  amateur — Won  by  J.  B. 
Hume;  second,  J.  E.  Holliday;  third,  P. 
Wright;  fourth,  R.  Diefenbacher.  Time, 
4:10.  Lap  prize  winners — Hume  (5), 
Diefenbacher  (3),  King  (2),  Naish  (2), 
Morgan  (2),  Anthony  (1). 

Three-mile  lap,  professional — Won  by  F. 
A.  McFarland;  second,  Hollister;  third, 
Wilcox.  Time,  6:15.  Lap  prize  winners — 
Bardgett  (15),  Wilcox  (4),  Mitten  (3),  Mc- 
Farland (1). 


Quakers  in  Front  at  Point  Breeze. 

Two  bicycle  races  were  accorded  a  place 
on  the  program  of  the  second  annual  ath- 
letic carnival  of  the  Southern  Athletic  Asso- 
ciation, at  the  Point  Breeze  driving  park 
track,  Philadelphia,  Pa.,  on  Saturday  last, 
21st  inst.  More  than  2,000  people  witnessed 
the  events.  Dan  Trotter  and  "Dick"  Stroud 
teamed  to  good  advantage  in  the  two-mile 
handicap  and  finished  in  this  order  from 
scratch.  J.  Farber  was  third.  Time, 
5:00^.  Forber  won  the  mile  handicap  in 
2:24,  from  the  25-yard  mark,  J.  Wilson,  45 
yards,  finishing  second,  and  Dan  Trotter, 
scratch,  third. 


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THE  BICYCLING  WORLD 


5I5> 


Fifty  Miles  on  Road  in  Fast  Time. 

With  lots  of  space  to  spare,  Frank  H. 
Hany,  of  the  Park  Cycle  Club,  Brooklyn, 
won  the  annual  fifty-mile  road  race  of  the 
Century  Road  Club  of  America,  last  Sun- 
day, 22d  inst,  on  the  Merrick  road  course 
from  Valley  Stream  to  Seaford,  L.  I.,  and 
return,  distancing  a  field  of  fifty  starters. 
Hany  was  started  with  a  time  allowance  of 
forty  minutes  and  so  quickly  overhauled 
the  long  markers  that  thereafter  he  had  the 
race  at  his  mercy.  He  developed  such  a 
turn  of  speed  that  the  scratch  men  never 
had  a  ghost  of  a  show  for  even  a  peep-in. 

William  Miller,  also  of  the  Park  Circles, 
with  thirty  minutes'  handicap,  was  second, 
while  H.  Hintz,  C.  R.  C.  of  A.,  came  in 
third,  also  with  a  thirty  minutes'  allowance. 
The  time  prizes  were  won  by  Charles  Sher- 
wood, scratch;  time,  2  hours  9  minutes  '365^ 
seconds,  first;  Charles  Mock,  second;  U. 
McDonald,  third;  F.  M.  Eifler,  fourth;  L.  J. 
Weintz,  fifth.  All  of  these  men  broke  the 
record  of  2  hours  20  minutes  made  by  Ed- 
ward Forrest  over  the  same  course  in  1902. 

In  addition  to  the  main  event  of  the  day, 
the  annual  handicap  race  of  the  club  mem- 
bers was  held  over  a  five-mile  course,  nearly 
one  hundred  riders  participating.  This  was 
won  by  H.  Hinke  ( — minutes)  in  13:53,  F. 
M.  Eifler  outsprinting  C.  A.  Sherwood  for 
the   time   prize   in   \2:33yi. 


Canadian  Wins  Chief  Event  at  Detroit. 

In  the  bicycle  and  motorcycle  race  meet 
held  in  Detroit,  Mich.,  Sunday,  22d  inst.,  by 
the  Detroit  Cycle  and  Motor  Scouts,  five 
well-planned  events  repaid  in  full  the  good 
showing  of  spectators  which  flocked  to  the 
West  End  Driving  Club's  track.  Easily 
the  best  race  of  the  day  was  the  five-mile 
handicap,  which  was  captured  by  Walker 
in  10:27,  with  Patfield  a  close  claimant  for 
the  place.  McCarthy,  of  Canada,  the 
scratch  man  who  had  won  the  mile  open, 
took  third  by  a  sprint  in  the  stretch.  The 
event  for  motor  bicycles  at  five-miles  de- 
veloped nothing  of  particular  interest,  the 
time,  7:37,  being  quite  tame.  The  sum- 
maries: 

Half-mile  boys'  race — Will  Trehey,  first; 
Roy  McLerie,  second.     Time,  1:25. 

Two-mile  novice  race — Will  Trehey,  first; 
Bert  Trehey,  second;  Roy  McLerie,  third. 
Time,  5:30. 

One-mile  open — McCarthy,  Ontario,  first; 
Walker,  second;  Patfield,  third.     Time,  2:35. 

Five-mile  handicap — Walker,  first;  Pat- 
field, second;  McCarthy,  Ontario,  third 
(scratch).     Time,   10:27. 

Five  miles  for  motorcycles — Canutson, 
first;  Charles  Smith,  second;  Richards, 
third.     Time,   7:37. 


Burton  First  in  Findlay  Road  Race. 

Orlay  Burton,  riding  with  4  minutes'  han- 
dicap, won  the  ten-mile  handicap  road  race 
at  Findlay,  Ohio,  on  Thursday,  19th  inst. 
The  course  was  from  Findlay  to  Mortimer 
and  return.    Twelve  riders  started,  of  whom 


eleven  finished,  Sam  Smith  being  eliminated 
by  a  punctured  tire.  J.  A.  Holmden,  who 
started  from  scratch,  finished  in  fifth  place, 
and  won  first  time  prize,  riding  the  course 
in  28  minutes  30  seconds.  This  is  the  order 
in  which  the  riders  finished:  1,  Orlay  Burton 
(4:00);  2,  Charles  Filer  (7:00);  3,  Guy  Stev- 
enson (8:00);  4,  Emery  Stevenson  (8:00); 
5,  J.  A.  Holmden  (scratch) ;  6,  John  Knep- 
per  (6:00);  7,  Bruce  Houser  (6:00);  8,  Sam 
Vogel  (7:00);  9,  J,  Hoppos  (8:00);  10,  Otto 
Good  (8:00);  11,  Tom  Conway  (7:00). 

Patterson  Wins  by  Wide  Margin. 

A.  H.  Patterson,  of  St.  Paul,  Minn.,  won 
the  65  n^iles  motorcycle  road  race  from 
Lake  City  to  St.  Paul,  which  was  run  on 
Sunday  last,  22d  inst.  He  was  so  far 
ahead  as  to  suggest  that  the  other  com- 
petitors had  stopped  for  meals.  The  order 
of  finish  was  as  follows: 

Rider.  Machine.     Time. 

A.  H.  Patterson,  St.  Paul. ..  .Wagner  2:35 
R.  A.  Woley,  Minneapolis. ..  .Wagner  3:19 
George  Wagner,  St.  Paul ...  .Wagner  3:23 
Wm.    Edwards,    Minneapolis .  .Wagner  3:26 

Tom  Bird,  St.  Paul Orient  3:28 

G    R.  McMichael,  St.  Paul Wagner  3:30 

E.  O.  Npfd^trom,  Armac;  F.  E.  Hipkins, 
Rambler;  H.  P.  Olson,  Thor;  F.  W.  Gieler, 
Monarch;  A.  G.  Taylor,  Crescent;  H. 
Friedman,  Wagner. 

Motor  Bicycle  Climbs  Pike's  Peak. 

Pike's  Peak  at  last  has  been  conquered 
by  a  motor  bicycle.  The  news  was  con- 
tained in  a  message  filed  at  the  Pike's  Peak 
telegraph  station  from  G.  W.  Sheff,  to  the 
Reading  Standard  Cycle  Mfg.  Co.,  stating 
that  he  (Sheflf)  had  scaled  the  rugged,  tor- 
tuous height  on  an  R-S.  Sheff  supplied  no 
particulars  other  than  an  epigramic  "I'm 
'all  in';  the  machine's  all  right." 

Rain  Again  Stops  Three-Cornered  Race. 

The  Moran-Stinson-Bedell  motorpaced 
match,  advertised  originally  for  the  21st,  has 
again  been  put  over  on  account  of  Revere 
Beach's  hoodooing  rain  cloud  and  will  take 
place  on  Saturday,  28th. ''The'fffogfam  calls 
for  a  three-cornered  match  at  twenty-five 
miles,  handicapped,  with  Moran  on  the 
mark,  and  the  other  two  with  handicaps  of 
two  laps   each. 


STARR 
BELLS 

Our  1906  line  of 
Bicycle  Bells  is  now 
ready.  We  have 
added  several  new 
styles,  and  it  will 
pay  you  to  write  us 
before  placing  your 
contract. 

The  Starr  Bros. 
Bell  Company 

Eashampicn,  Conn. 


THE 

"Good  Old  Standbys" 

BEVIN 
Bells 


BEVIN 
Toe  Clips 


BEVIN 
Trouser  Guards 


Prices  as  interesting  as  ever. 


Bevin  Bros.  Mfg.  Co 

EASrHAMPTON,  CONN. 


520 


THE  BICYCLING  WORLD 


Bustleton  in  Pennsylvania 

is  not  a  very  large  place,  but  its  inhabitants 
appreciate  the  value  of  bicycles  and  know 
how  to  add  to  their  pleasure  and  their  safety, 
that  is,  by  equipping  the  bicycles  with  coaster 
brakes.  That  they  are  discriminating  in  their 
choice  and  that  use  has  proven  the  wisdom 
of  their  choice,  let  the  following  bear  witness: 


We  the  undersigned  all  ride  the  Morrow  Coaster  Brakes 
and  find  them  very  satisfactory.  We  wish  to  state  that  most 
of  these  brakes  have  been  run  from  three  to  five  years  and 
have  given  entire  satisfaction  both  as  to  running  and  wearing 
qualities. 


HORACE  W.  LODGE 
JOHN   F.   BRADLEY 
J.  R.  HARVEY 
WM.  M.  FULMER,  JR. 
CHARLES  E.  PRICE 
ABRAM  L  BOORSE 
J.  EVAN  DUNCAN 
THOMAS  SEES 
PAUL  TUSTIN 
JOHN  T.  MICHENER 
HARRY  L.  BUCKMAN 
HAWARD  G.  TOMLINSON 
JOSEPH  S.  LETTERER 
HOWARD  SEES 
FRED.  K.  MURRAY 
ARCHIE  DANIR 
M.   D.   STOUDT 


WM.  L.  McMillan,  jr. 

R.  B.  TWINING 
J.  O.  McMULLIN,  JR. 
DERWOOD  SHARP 
HARLAND  S.  PARRY 
WM.  FROAPS 
J.  S.  PEARSON 
S.  HERBERT  STARKEY 
HARRY  COAR 
HERMAN  KUHN 
CHAS.  W.  JUSTICE 
JACOB  T.  ROBINSON 
CHRIST  BERLER 
CHESTER  W.  ADAMS 
HARRY  S.  TOWNSEND 
GEORGE  A.  MURRAY 
ROBERT  MURRAY 


The  Bicycling 


AND  MOTORCYCLE  REVffiW. 


Volume  LIII. 


New  York,  U,  S.  A.,  Saturday,  August  4,  1906, 


TO  INVESTIGATE  WOOSTER 


Creditors   Refuse   Offer   of   Settlement   and 
Examination  Ordered — Ugly  Hints  Afloat. 


William  Wooster,  the  dealer-jobber,  who 
did  business  in  the  cellar  at  10  Barclay 
street,  New  York,  and  who  yet  managed 
to  fail  for  $18,000,  is  likely  to  have  a  search- 
light turned  on  his   affairs. 

Although  he  professed  to  be  greatly  sur- 
prised that  a  bankruptcy  petition  should 
have  been  filed  against  him,  it  is  alleged 
that  Wooster's  "surprise"  was  in  line  with 
other  details  of  the  failure.  At  a  meeting 
of  the  creditors  on  Monday  last,  "the  al- 
leged bankrupt,"  as  he  is  being  termed  by 
the  sufferers,  stated  that  his  assets  com- 
prised $8,000  in  stock  on  hand  and. $4,000 
in  accounts  receivable.  He  offered  a  settle- 
ment of  25  per  cent,  in  cash  and  15  per  cent. 
in  notes  endorsed  by  his. father  and  brother. 
Instead  of  accepting  the  proposal,  the  cred- 
itors appointed  a  committee,  consisting  of 
Messrs.  H.  V.  Dodge,  Kaufman,  Nally, 
Kamber  and  Greenburg,  to  examine  into 
Wooster's  affairs.  They  found  the  books 
in  such  a  condition  as  to  render  an  accurate 
statement  impossible  and  accordingly  rec- 
ommended that  instead  of  accepting  the 
settlement  tendered,  the  receiver,  Jesse 
Watson,  be  requested  to  obtain  a  court 
order  for  the  examination  of  "the  alleged 
bankrupt  and  various  other  persons." 

The  request  was  granted  and  the  exam- 
ination will  be  held  on  Monday  next,  before 
Commissioner  Alexander.  It  is  said  that 
the  hearing  is  not  unlikely  to  disclose  a 
pretty  state  of  affairs  which  may  involve  at 
least  some  of  those  who  filed  the  petition 
in  bankruptcy.  Allegations  of  collusion  and 
fraud  are  freely  made,  the  case,  it  is  said, 
bearing  many  of  the  features  of  Ephraim 
Bros.,  in  Buffalo,  last  fall,  the  examination 
jinto  which  disclosed  a  trail  leading  to  Cort- 
landt  street.  New  York,  where  considerable 
apprehension  is  said  to  now  exist. 


R.  D.  Alliger  has  retired  from  the  firm 
of  Bradenburg  Bros.  &  Alliger;'"  New-York 
and  Chicago,  dating  as  from  July  Ist.  Ill 
health  is  given  as  the  cause. 


Fifty  Echoes  go  up  in  Flames. 

The  large  building  of  the  Echo  Bicycle 
and  Motor  Boat  Co.,  located  at  Young  and 
Delaware  streets,  Tonawanda,  N.  Y.,  ■  was 
completely  wiped  out  by  fire,  which  started 
shortly  after  2  o'clock,  Monday  morning. 
At  the  time,  George  Houck,  the  manager 
of  the  company,  was  in  Detroit  on  business. 
Nothing  in  the  building  was  saved  and 
among  the  stock  destroyed  were  about  fifty 
bicycles.  How  the  fire  originated  is  yet  a 
mystery,  and '  the  police  are  investigating, 
as  incendiarism  is  suspected,  residents  of 
the  neighborhood  having  heard  an  explosion 
about  ten  minutes  before  the  discovery  of 
the  fire.  The  loss  is  estimated  at  about 
$10,000,  and  is  partially  covered  by  in- 
surance. 


No.  19 


England's  June  Exports  Exceed  $400,000. 

Exports  during  June  served  to  further 
support  the  well  sustained  recovery  of  that 
department  of  the  British  cycle  industry, 
indeed,  it  was  one  of  the  best  months  since 
1897.  Exactly  5,287  complete  bicycles,  val- 
ued at  £30,316  and  parts  to  the  value  of 
£50,625  were  shipped  to  foreign  shores — 
the  total  representing  more  than  $400,000. 
In  June,  1905,  the  exports  aggregated  2,913 
complete  bicycles,  value  £19,246,  and  parts 
valued  at  £50,625.  For  the  si.x  months  end- 
ing with  June,  Great  Britain's  exports 
totalled  33,491  bicycles,  value  £193,218,  and 
parts,  £376,837,  as  against  19,700  bicycles, 
value  £130,541,  and  parts,  £319,921,  during 
the   corresponding  period   of   last  year. 


Gets  Big  Slice  of  Hudson  Territory. 

Results  of  the  Atlantic  City  convention 
are  gradually  coming  to  the  surface.  One 
of  the  important  deals  consummated  there 
was  the  apportionment  of  a  large  slice  of 
the  Hudson  Mfg.  Co.'s  territory  to  the  New 
York  Sporting  Goods  Co.,  which  was  for- 
mally announced  this  week;  the  territory 
includes  New  York,  New  Jersey,  Pennsyl- 
vania, Delaware,  Virginia  and  West  Vir- 
ginia. The  Sporting  Goods  Co.  will  also 
act  as  export  representatives  for  both  Hud- 
Son  bicycles  ajid'D.  &  J.  hangers.  Incident- 
illy,  it  is  also-given  out  that  for  1907  the 
Hudsons  will  list  at  $50,  $40  and  $30. 


ASK  Fou: 


RPLUG 


Owners  of  Alleged  Basic  Patents  Lay  Down 
Terms  to   Spark  Plug  Makers. 


The. Association  Patents  Co.,  which  is  the 
patent-holding  offspring  of  the  Association 
of, Licensed  Automobile  Manufacturers,  has 
"got  busy"  with  the  spark  plug  patents 
which  it  acquired  early  this  year  and  which, 
of  course,  are  held  to  be  master  patents. 
The  A.  P.  C.  has  invited  the  makers  of 
spark  plugs  to  "step  up  to  the  captain's 
office"  and  pay  four  cents  on  each  plug  they 
may  turn  out  or  may  have  turned  out.  In- 
deed, "invitation"  is  scarcely  the  proper 
word,  as  enclosed  with  the.  communication 
was  a  neatly  printed  contract  which 
awaited  only  the  recipient's  signature. 

Although  in  March  last  it  was  made 
fairly  plain  that  spmething  of  the  sort  was 
to  be  expected,  the  intimation  had ,  been 
forgotten  by  many  and  the  receipt. of  the 
"invitation"  proved  largely  in  the  nature  of 
a  surprise  and  not  an  agreeable  one.  Some 
of  the  spark  plug  manufacturers  intimate 
that  there  are  some  reasons  why  such  a 
"steadying"  of  the  market  might  serve  good 
purposes,  but  not  at  the  rate  of  4  cents  per 
plug.  They  view  the  royalty  as  excessive 
and  doubt  the  validity  of  the  patents,  any- 
way. There  is  talk  of  a  combination  of  in- 
terests to  defend  any  suits  that  rnay  grow 
out  of  refusal  to  pay  the  tax,  but  so  far  as 
can  be  learned  no  definite  steps  have  yet 
been  taken  in  that  direction. 

The  patents  in  question  are  No.  582,540, 
issued  May  11th,  1897,  to  Oscar  Mueller,  of 
Decatur,  111.,  and  No.  612,701,  granted 
October  18,  1898,  to  F.  W.  Canfield,  of 
Manistee,  Mich. 

The  claims  of  greatest  importance  in 
Mueller's  specification  relate  principally  to 
the  method  of  attaching  the  plug  to  the 
cylinder,  one  of  these  reading  as  follows: 

"The  igniter  may  be  detached  from  the 
cylinder  head  without  detaching  the  head 
from  the  cylinder,  and  the  cylinder  head 
may  be  detached  from  the  cylinder  without 
aifecting  the   igniter." 

He  also  makes  a  claim  covering  a  possible 


534 


THE  BICYCLING  WORLD 


modification  of  his  idea  which  consists 
merely  in  making  a  jump  spark  plug  with 
two  independent  pole  pieces  instead  of 
using  the  engine  itself  as  a  ground  return, 
and  this  form  has  been  adopted  as  a  stand- 
ard by  one  maker  for  his  single  cylinder 
engines. 

It  is  Canfield's  patent,  however,  that  holds 
claims  of  the  most  fundamental  nature  as  his 
is  alleged  to  be  the  basic  patent  covering  the 
annular  or  recessed  type  of  so-called  soot- 
proof  plug.  After  describing  the  device 
itself,  which  is  a  spark  plug  of  the  now 
standard  type  in  every  respect,  he  goes  on 
to  describe  its  feature  of  vital  importance, 
his  claim  on  this  reading  as  follows: 

"In  a  gas,  oil  or  vapor  engine  igniter  or 
sparker,  a  recess  or  counterbore  of  such 
size  and  depth  as  to  prevent  the  explosive 
mixture  used  in  the  cylinder  from  circulat- 
ing into  said  counterbore  or  recess  far 
enough  to  come  in  contact  with  its  deepest 
part  around  the  electrode  or  electrodes  at 
or  near  the  point  where  said  electrode  or 
electrodes  leave  the  insulator  to  enter  the 
cylinder  or  firing  chamber,  for  the  purpose 
of  preventing  an  injurious  accumulation  of 
the  products  of  combustion  or  other  foul 
matter  on  the  insulation  of  said  electrodes, 
substantially  as  and  for  the  purpose  set 
forth." 


JUNE  NOT  A  MERRY  MONTH 


Exports  Fall  with  a  Thud,  Although  Fiscal 
Year  Shows  an  "Even  Break." 


To  Test  Lubricating  Oils. 

Lubricating  oil  tests  may  be  carried  out 
in  a  simple  quantitive  way,  or  by  elaborate 
chemical  and  physical  processes.  For  the 
practical  man  the  simplest  tests  and  those 
bearing  particularly  upon  the  work  that 
is  to  be  done,  are  the  best. 

The  test  of  greatest  importance  is  that 
for  viscosity,  which  is  carried  out  by  allow- 
ing a  measured  quantity  of  oil  to  flow 
through  a  fine  jet  and  noting  the  time  that 
is  required.  The  instrument  used  for  mak- 
ing such  a  test  is  known  as  a  viscosimeter, 
but  there  are  many  forms  of  it,  the  best 
known  being  those  of  Redmond  and  of 
Engler.  The  greater  the  viscosity  of  an 
oil  the  higher  its  value.  Oils  are  often 
tested  in  a  machine  in  which  pressure  is 
supplied  to  a  lubricated  bearing  while  it  is 
revolving  at  a  high  speed.  After  a  certain 
number  of  revolutions  the  machine  is  stop- 
ped and  the  temperature  of  the  bearing 
noted. 

Oils  showing  the  least  rise  of  temperature 
are,  of  course,  the  best.  In  testing  for  acid- 
ity a  few  drops  of  the  oil  are  placed  on  a 
clean  sheet  of  brass  and  examined  after  the 
lapse  of  a  fortnight.  Samples  that  take  on 
a  green  color  are  acid  and  will  attack  the 
surfaces  of  a  bearing. 

For  hardening  or  gumming  properties 
the  oil  is  tested  with  the  aid  of  a  piece  of 
grooved  glass  about  four  feet  long.  By 
placing  one  end  of  it  about  an  inch  higher 
than  the  other  an  inclined  plane  is  formed. 
A  drop  of  each  of  the  samples  to  be  tested 
is  placed  in  a  different  groove  and  the  dis- 
tance traveled  in  a  stated  period,  as  well  as 
the  tendency  to  set  or  gum  that  is  exhibited 
i§  fhe  meagure  of  the  value  of  the  oil. 


June,  1906,  was  responsible  for  another  of 
those  unaccountable  slumps  in  cycle  ex- 
ports, and  were  it  not  for  this  occasional 
retrogression  that  occurs  about  once  in 
so  often  to  disturb  the  slow  but  steady 
process  of  regaining  lost  ground  that  has 
been  going  on,  it  is  evident  that  the  total 
for  the  period  of  twelve  months  ending  with 
June,  which  marks  the  termination  of  the 
fiscal  year,  would  have  exceeded  that  of 
the  year  previous.  As  it  is,  1905  and  1906 
about  "break  even"  in  this  respect,  the 
totals  being  $1,378,428  and  $1,370,765,  in 
the  order  named. 

The  month  of  June  itself  would  appear  to 
mark  a  low  water  period  of  mid-summer 
dullness;  it  falls  considerably  below  its 
showing  of  a  twelvemonth  previous  and 
marks  one  of  the  few  occasions  on  which 
the  monthly  total  has  not  been  one  of  six 
figures,  $94,558  being  the  amount.  General 
losses  throughout  the  list  rather  than  any 
radical  defection  in  a  particular  quarter  ap- 
pear to  be  accountable  for  the  shrinkage, 
despite  which  the  report  contains  certain 
anomalies,  such  as  the  increase  from  $3,771 
to  $6,726  to  British  Australasia,  and  from 
$7,014  to  $11,012  to  British  North  America, 
a  downward  tendency  in  the  monthly  totals 
to  both  these  countries  having  been  ap- 
parent for  some  time,  and  particularly  the 
former.  Large  gains  to  the  Netherlands 
and  Other  Europe,  of  $40,542  to  $128,864 
and  $158,925  to  $243,738,  respectively,  where 
the  twelvemonth  is  concerned,  were  respon- 
sible for  the  good  showing  of  the  fiscal 
year. 

The  report  in  detail   follows: 


German  Motorcycles  for  America. 

It  was  inevitable  that  discovering  that  the 
demand  for  motorcycles  in  this  country  ex- 
ceeded the  supply,  some  of  the  foreign 
manufacturers  would  enter  the  field  and 
make  an  active  bid  for  a  share  of  the  busi- 
ness. For  several  years  some  of  the  foreign 
firms  had  their  machines  in  evidence,  but 
those  who  handled  them  have  imported  the 
motorcycles  "by  the  pint"  and  pushed  their 
sale  on  the  same  plan;  as  a  result  the  ma- 
chines have  been  practically  "white  ele- 
phants" on  their  hands. 

Now,  however,  the  big  Neckarsulmer 
Fahrradwerke,  of  Neckarsulmer,  Germany, 
have  thrown  themselves  into  the  breach  in 
vigorous  style  and  are  making  an  active 
bid  for  American  agents  and  American 
riders.  The  concern  is  an  old  and  important 
one  and  their  N.  S.  U.  motorcycles  are 
among  the  best  known  in  Europe.  They 
are  made  in  both  single  and  double  cylinder 
models  and  incorporate  most  of  the  mofit 
modern  features,  among  them,  high  tension 
magneto,  sight  feed  oil  pump,  carburetter 
warming  jacket,  mechanically  operated  inlet 
valve,  canvas  and  rubber  driving  belt,  etc. 
The  catalogue  treating  of  the  machines  and 
these  features  is  a  volume  of  144  pages,  each 
separate  part  being  illustrated  in  such  detail 
that  the  catalogue  is  practically  a  book  of 
not  merely  interest,  but  of  much  instruction 
as  well. 

While  the  N.  S.  U.  factory  is  in  Germany, 
the  concern  has  branches  in  all  the  prin- 
cipal cities  of  Europe  and  in  London,  and  it 
is  the  London  branch,  which  operates  at 
78  Charlotte  street,  as  the  N.  S.  U.  Cycle 
&  Motor  Co.,  that  has  been  entrusted  with 
the  prosecution  of  the  campaign  for  Ameri- 
can business.  All  matters  pertaining  to 
the  appointment  of  agents  in  this  country 
will  be  handled  by  the  London  office. 


June: 

Twelve  Months  End 

ng  June: 

Exported  to: 

1905. 

1906. 

1904. 

1905. 

1906. 

United  Kingdom   

..$27,666 

$13,746 

2,719 

2,631 

1,011 

721 

5,054 

11,465 

11,012 

1,398 

9,871 

2,204 

1,936 

1,873 

836 

208 

263 

1,812 

11 

123 

36 

17,665 

6,726 

694 

410 

133 

$263,775 

52,988 

76,000 

131,217 

52,820 

114,735 

178,995 

125,929 

3,165 

44,209 

24,049 

32,625 

13,892 

11,769 

2,871 

620 

16,996 

12,626 

25,400 

8,546 

425,972 

285,232 

21,363 

19,592 

11,690 

7,912 

38 

$233,287 
37,328 
59,409 
59,908 
22,754 
40,542 
158,925 
125,258 

4,227 

.     50,173 

37,677 

30,884 

17,540 

9,902 

3,675 

618 

14,336 

12,500 

11,242 

3,281 

286,235 

125,249 

8,784 

19,133 

2,347 

3,164 

SO 

$219,875 

Belgium    

. .     3  629 

26,571 

France    

..   15  256 

39,792 

Germany    

Italy    

Netherlands     

. .     6,805 
..     3,513 
. .     2,308 

79,761 

33,923 

128,864 

Other  Europe   

British   North   America    

..   10,271 
. .     7,014 

243,738 
69,513 

Central   American   States  and 

British    Honduras    

Mexico 

188 
. .     4,704 

11,880 
90,846 

Cuba 

Other  West  Indies  and  Bermuda 

Argentina 

Brazil 

. .     4,904 
...     3,602 
. .     1,368 

37,184 

21,885 

16,603 

9,254 

Colombia     

210 

3,521 

Venezuela 

157 

969 

Other  South  America  

. .     2,084 

12,794 

Chinese  Empire   

British  East  Indies  

924 
976 

6,979 
4,957 

Hongkong    . . . ' 

Japan    

..        325 
.     29  356 

635 
198,203 

British  Australasia   

. .     3  771 

93,866 

Philippine  Islands    

Other  Asia  and  Oceania 

..       938 
569 

6,596 
10,128 

British  Africa . .  -  - 

1,818 

All   other  Africa    ... ■. 

Other  countries   ■.  ; 

119 

610 

Total 

.$130,657 

$94,558| 

fl,?65,026 

$1,378,428 

$1,370,765 

THE  mCYCUNG  WORLD 


535 


"SHORT  CIRCUS"  STUMPED  HIM 


He  was  New  to  Motorcycling,  but  He  was 
Athirst  for  Knowledge. 


"What  is  that  'short  circus'  you  talk 
about?"  asked  the  amateur  of  his  bosom 
friend  and  confidential  adviser  in  all  things 
motorcycle.  "I  went  on  a  day's  run  last 
Sunday  with  a  couple  of  other  fellows  not 
quite  so  new  to  the  game — thank  Heaven 
I  wasn't  alone  or  I  should  have  had  to  hoof 
it  quite  a  bit  and  then  pay  railroad  fare,  for 
something  or  other  went  wrong  with  my 
machine.  Ran  fine  up  to  that  time,  but  all 
of  a  sudden  she  'laid  down'  and  I  simply 
couldn't  get  her  going  again.  I  fussed  with 
everything  I  knew  and  almost  killed  myself 
trying  to  start  her. 

"Then  one  of  the  fellows  volunteered  to 
help  me,  but  instead  of  trying  to  start  her 
as  I  had  been  doing,  he  stood  the  machine 
up  against  a  telegraph  pole  and  beoan 
monkeying  with  the  wires.  He  pul'ed  this 
one  and  jabbed  that  one  and  fingered  the 
other  one.  Then  he  took  one  of  the  ends 
off  and  stuck  one  of  those  little  pocket 
meters  at  it  and  said  'no  juice.'  It  seems  to 
me  I'll  never  be  able  to  master  half  the 
slang  that  goes  with  riding  a  motorcycle 
much  less  learning  how  to  tinker  the  thing 
when  it  goes  wrong. 

"He  left  that  end  of  wire  sticking  out  in 
the  air  and  went  back  to  his  inspection  and 
though  I  asked  him  what  was  the  matter 
half  a  dozen  different  times,  he  didn't  seem 
to  know  or  didn't  want  to  answer.  J  he 
others  had  gone  on  ahead  and  with  every 
minute  that  went  by  he  seemed  to  get  more 
irascible  and  I  was  afraid  he  was  going  to 
lose  his  temper  altogether,  so  I  didn't  say 
anything  more.  After  about  five  or  six 
minutes  more  he  stuck  that  little  watch- 
like  affair  on  the  end  of  the  same  wire  again 
and  this  time  the  needle  jurr.ped  and  he 
said  'short  circus,  alright,  but  where  it  is 
even  the  old  boy  himself  could  not  locate,' 
and  back  he  went  to  the  inspection  process 
again. 

"But  this  time  he  seemed  to  have  met 
with  better  success  for  he  opened  my  tool 
bag  and  took  out  that  piece  of  electric  tape 
you  told  me  to  always  carry  along  with  me, 
and  wound  a  little  bit  of  it  around  what 
looked  like  a  bad  place  on  the  wire. 

"  'Short  circus,'  he  said  again.  "That'll 
cure  it,'  and  sure  enough,  she  started  up 
without  any  trouble.  But  there  was  cer- 
tainly nothing  short  about  the  performance 
he  went  through  for  it  must  have  taken  us 
fully  half  an  hour  and  as  to  being  a  circus, 
well,  opinions  may  differ  on  that  score.  But 
I  didn't  see  anything  so  hilariously  amusing 
about  it  and  it  strikes  me  he  wasn't  half  as 
much  entertained  by  fooling  with  my 
m.achine  as  he  was  anxious  to  catch 
up  with  his  croonies,  for,  strangely 
enorgh,  the  only  fellow  that  I  knew  at  all 
well  in  the  party,  had  gone  on  without  even 
L'r*tring  to   help,  while   this   fellow   was   ft 


comparative  stranger.  I  had  only  met  him 
a  few  hours  before. 

"He  was  an  uncommunicative  sort  of  a 
chap — one  of  those  gruff,  silent  sort  of  fel- 
lows that  seem  to  make  good  mechanics. 
I  couldn't  keep  the  pace  he  had  started  out 
on  anyway  so  my  thirst  for  knowledge  as  to 
what  a  'short  circus'  might  be  and  how  it 
differed  from  a  long  or  medium  sized  one 
found  nothing  upon  which  to  use  interroga- 
tion marks.  I  had  almost  an  hour's  hot, 
fast  ride  before  I  caught  up  with  the  party 
at  the  place  where  we  had  agreed  to  stop 
for  dinner  and  by  that  time  I  had  forgotten 
all  about  circuses  of  any  kind  except  those 
that  were  performed  around  a  dinner  table 
with  unlimited  cool  refreshers  and  I  never 
thought  to  renew  my  search  for  informa- 
tion. Fear  of  being  laughed  at  may  have 
had  something  to  do  with  it,  at  any  rate,  I 
didn't  ask  further. 

"What  is  a  'short  circus,'  anyway?  You 
ought  to  know." 


TINKERING  WITH  THE  VALVE 


One  of  the  Things  to  be  Avoided— Trouble 
Usually  to  be  Found  Elsewhere. 


Brazing  of  Cast  Iron. 

Cast  iron  may  be  brazed  by  the  use  of 
equal  parts  of  burnt  borax  and  either  the 
black  or  red  oxide  of  copper.  The  two 
should  be  finely  powdered  and  thoroughly 
mixed.  They  are  then  mixed  with  water 
to  a  suitable  consistency  and  the  joint  to 
be  brazed  is  coated  with  the  compound. 
The  joint  is  then  heated  and  ordinary 
brazing  solder  applied  in  the  usual  manner, 
some  burnt  borax  being  added  as  a  flux. 
When  the  brazing  solder  has  permeated 
the  joint  the  operation  is  finished  and  the 
cast  iron  will  be  thoroughly  united.  This  is 
known  as  the  Pinch  process  and  depends 
upon  the  reaction  which  takes  place  be- 
tween the  carbon  in  the  cast  iron  and  the 
oxide  of  copper.  Ordinary  methods  of  braz- 
ing cast  iron  fail  on  account  of  the  presence 
of  carbon  in  it,  which  prevents  the  brazing 
solder  from  adhering.  The  oxide  of  copper 
is  reduced  to  metallic  copper  by  the  carbon 
in  the  surface  of  the  iron  and  carbonic  acid 
gas  is  formed.  This  escapes  at  the  same 
time  the  metallic  copper  adheres  to  the 
clean  surface  thus  formed.  If  a  good  job 
has  been  made  it  will  be  found  that  a  new 
fracture  will  occur  at  another  point. 


Made    the    Iron    Grow. 

Many  a  farmer  believes  that  stones  grow 
in  fields  both  in  size  and  in  number.  The 
idea  that  iron  can  be  made  to  grow  by 
simply  heating  and  cooling  seems  to  re- 
quire just  as  much  credulity;  but  the  fact 
that  the  Franklin  Institute  of  Philadelphia 
has  awarded  a  gold  medal  to  a  metallurgist 
for  demonstrating  this  phenomenon  should 
remove  all  doubt.  The  experimenter  took 
a  bar  of  iron  of  known  size,  and  repeatedly 
heated  it  to  its  "critical  temperature"  (785 
deg.  C)  and  cooled  it,  with  the  result  that 
the  volume  increased  by  the  ex'traordinary 
amount  of  45  per  cent.  The  appearance  and 
texture  of  the  metal  did  not  sensibly  alter 
during  this  expansion  process,  and,  of 
tyurse,  the  weight  remained  constant. 


Until  the  principles  of  its  action  have  been 
thoroughly  mastered  it  will  be  found  far 
better  in  the  end  not  to  tinker  with  the 
spring  of  the  automatic  inlet  valve  except 
upon  the  most  dire  provocation.  A  little 
tightening  and  it  will  be  found  to  bind  the 
valve,  then  a  counter  adjustment  is  made 
which  goes  to  excess  in  the  other  direction 
and  the  tinker  finds  himself  all  at  sea.  He 
may  spend  an  hour  fussing  and  adjusting 
without  ever  attaining  that  exact  meed  of 
tension  which  stands  for  the  best  working 
obtainable.  On  the  other  hand,  it  is  a  good 
thing  not  to  forget  that  the  motor  is  pos- 
sessed of  such  a  thing  as  an  inlet  valve  and 
that  its  liability  to  derangement  should  be 
taken  into  account  when  hunting  for 
trouble. 

Much  of  the  trouble  that  afflicts  the 
motorcyclist  arises  from  either  the  ignition 
or  the  fuel  supply — in  other  words,  there  is 
either  no  spark  to  fire  the  charge  or  the 
latter  is  not  a  good  explosive  mixture,  or 
none  of  it  may  be  getting  into  the  cylinder. 
An  authority  has  figured  that  close  to  90 
per  cent,  of  all  failures  may  be  traced  to 
one  or  the  other  of  these  causes.  But  con- 
sideration will  show  that  a  deranged  valve 
really  comes  under  the  second  head  and  that 
no  matter  how  perfectly  the  carburetter 
may  be  working,  it  will  not  avail  much  if 
the  inlet  valve  is  stuck  closed.  An  excess 
of  heavy  lubricating  oil  may  have  done  this 
A  little  gasolene  judiciously  applied  will 
readily  cure  it  and  the  change  noted  by 
working  the  valve  up  and  down  in  its 
housing  with  the  finger.  The  spring  may 
be  at  fault,  of  course,  but  unless  it  is  plain 
at  a  glance  that  this  is  the  case,  it  is  better 
to  try  other  remedies  first. 


Hardness  of  Nickel  Steel  Valves. 

One  of  the  chief  difiiculties  with  nickel 
steel  valves  which  have  now  become  so 
common  is  that  when  being  ground  in,  they 
are  hardly  touched  by  the  grit.  As  a  result 
of  this,  the  seating  is  ground  to  excess, 
while  the  valve  itself  remains  intact,  and 
on  this  account,  it  sometimes  is  very  diffi- 
cult to  get  a  gas  tight  joint.  Also,  in  regu- 
lar use,  the  same  principle  applies,  what- 
ever burning  action  takes  place,  being  apt 
to  strike  into  the  seat,  leaving  the  valve  in 
good  condition.  All  of  which  would  be 
well,  were  it  not  for  the  fact  that  the  seat 
cannot  readily  be  renewed.  On  this  ac- 
count some  makers  still  adhere  to  the  cast 
iron  or  mild  steel  valve  head,  while  others 
advocated  the  use  of  the  steel  valve,  regard- 
less of  this  particular  effect.  In  grinding 
such  valves,  it  should  be  borne  in  mind  that 
the  hard  surfaces  are  not  rccitiily  affected, 
and  the  seat  watch^id  with  the  greatest  (jare 
for  the  indic^tieiiS  pf  s*  K°9^  joint.  ^ 


^36  ,  TOE  BIGYCLlNG  WORLD 


NATIONAL  BICYCLES 

Worthy  of  the  Nation 
they    Represent 

Are  you  ive##  acquainted  with  them? 

NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 


S;=  ^;d  e.i- 
'■4HU  -.r. 


and  45  per  cent.  Saving  in  Tire  flaintenance  ^"^^  ^^^  essentials 


of  the  ever  reliable 


Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  ha^e  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their,  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chicopee    Falls,  Mass. 


-'mE  BICYCLING  WORM) 


537 


-THE 


FOUNDED, 
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•N.   Y.,-Post  Office,   September,   1900. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and   its  branches. 

fiifChange  of  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding the   date   of  publication. 

fi^Members  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York;  our  facilities  and 
information  will  be  at  their  command. 


To  Facilitate  Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 


New  York,  August  4,  1906. 

To  Find  the  Loose  Screws. 

The  good  accomplished  by  the  Atlantic 
City  convention  and  that  will  accrue  there- 
from, should  be  be  followed  up.  In  his 
address,  President  Crosby,  of  the  Cycle 
Parts  and  Accessories  Association,  pointed 
the  way — the  same  way  to  which  the 
Bicycling  World  has  persistently  pointed 
during  late  years — the  matter  of  exports. 
Mr.  Crosby  instanced  the  marvellous 
growth  of  the  German  export  trade,  all  of 
which  was  amassed  while  the  foreign  busi- 
ness of  Great  Britain  and  America  was  de- 
clining; he  did  not  refer  to  Great  Britain, 
whose  position  in  many  respects  more 
nearly  resembles  our  own.  For  the  man- 
ner in  which  the  Britons  have  recovered 
lost  ground  is  not  less  remarkable  than  the 
Germans'  impressive  growth. 

When  statistics  for  the  month  of  June 
disclose  that  our  exports  fell  away  to  barely 
$95,000  while  Great  Britain's  rose  to 
$400,000,  and  with  Germany's  foreign  busi- 
ness running  ahead  of  Great  Britain's,  the 
situation'  suggests  strongly  that  there  are 
several  screws  loose  in  our  institutions  and 
that  we  have  something  to  learn  from 
abroad. 


Tfe^  is'-, time  we  set'  aitiQUtr  learning,  it.  If 
the  world  is  using-  bicycles  and  parts  to  an 
apiircjximatc  vaUic  nf  sninc  $15,000,000  each 
year,  and  we  arc  able  to  obtain  a  scant  10 
per  cent,  of  it,  any  instruction  that  may  be 
obtained  on  the  subject  would  seem  well 
worth  the  time  and  the  price  of  obtaining  it. 

The  Cycle  Manufacturers'  Association 
and  the  Cycle  Parts  and  Accessories  Asso- 
ciation are  logically  the  bodies  to  undertake 
the  work.  It  would  seem  to  be  one  of  the 
very  objects  for  which  they  were  formed; 
but  nothing  ever  will  be  done  unless  some 
strong  man  arises  and  offers  the  motion 
that  will  lead  to  action.  The  subject  is  so 
important  and  the  prize  in  view  so  rich 
that  a  joint  meeting  of  both  organizations 
should  be  devoted  to  the  discussion  of 
nothing  else.  The  export  houses  should  be 
invited  to  have  representatives  present,  and 
there  should  be  a  full  and  frank  exposition 
of  views,  opinions  and  methods.  The  weak 
spots  and  loose  screws  thus  would  be  dis- 
closed and  the  strength  of  the  Britons  and 
the  Germans  discovered  or  be  placed  in 
the  way  of  discovery.  Remedies  would  be 
made  apparent  and  it  is  not  impossible  that 
co-operative  pursuit  of  foreign  trade  might 
grow  out  of  such  a  meeting.  Certainly  it 
would  do  no  harm  and  as  surely  it  holds 
possibilities  of  much  good. 

As  we  never  have  met  ■  a  manufacturer 
who  was  not  anxious  to  secure  foreign  busi- 
ness, we  cannot  believe  that  we  exaggerate 
the  importance  of  the  subject.  Among  the 
many,  is  there  not  one  sufficiently  bold  to 
take  the  initiative  and  are  they  not  a  stiffi- 
cient  number  possessed  of  real  interest  to 
make  such  a  conference  worth  while? 

It  is  a  disgraceful,  state  of  affairs  that 
America  should  not  only  have  toppled  from 
the  head  to  the  foot  of  the  list  of  cycle- 
importing  nations,  but  that  while  Great 
Britain,  whom  we  displaced,  has  recovered 
and  is  still  increasing  impressively  our  for- 
eign business  has  dwindled  to  a  mere 
skeleton  and  is  still  dwindling.  It  is  a 
sorry  reflection  on  that  American  acumen 
and  aggressiveness  on  which'  many  essays 
have  been  based. 


The  Rating  of  Motorcycles. 

In  connection  with  the  rating  of  motor 
bicycles  in  competition,  and  especially  in 
cases  where  any  of  the  numerous  formulae 
are  used,  considerable  confusion  is  likely 
to  be  engendered  in  the  mind  of  the  non- 
technical rider  over  the  discussion  of  cylin- 
der contents,  and  his  failure  to  comprehend 


.  either  just  what  the  term  is  taken  to  imply, 
in-  else,  its  true  relation  to  the  actual  power 
developed  by  the  motor. 

As  a  matter  of  fact,  the  value  of  the 
cubical  contents  is  a  fractional  part  of  the 
expression  used  in  the  determination  of  the 
indicated  horsepower.  The  other  factors 
entering  into  the  calculation  are  the  aver- 
age pressure  of  the  gas  during  the  working 
stroke,  or,  in  strict  accounting,  the  average 
pressure  during  the  cycle,  the  speed,  and  a 
constant  divisor, .  which  is  employed  to  re- 
duce the  expression  to  terms  of  the  familiar 
horsepower. 

In  any  formula  applicable  to  the  con- 
ditions of  any  sort  of  contest,  two  require- 
ments must  be  fulfilled;  first,  the  expression 
must  furnish  a  just  basis  of  comparison 
between  machines  of  any  and  all  types,  and, 
second,  it  must  be  neither  too  bulky  to 
handle,  nor  too  abstruse  to  be  comprehen- 
sible to  the  untechnical  mind.  Also,  it  is 
a  great  advantage,  if  the  factors  taken  into 
account  are  such  as  may  be  obtained  read- 
ily, and  without  the  necessity  of  employing 
either  affidavits  of  callipers.  Suffice  it  to 
say  that  such  a  formula  has  yet  to  be  pro- 
duced. 

In  the  method  of  Professor  Callender, 
which  has  been  used  quite  extensively 
abroad,  and  to  a  limited  extent  in  this 
country,  the  ratio  of  weight  to  cylinder  cap- 
acity, or  cylinder  capacity  to  weight,  as  it 
sometimes  is  taken,  is  multiplied  by  the 
time  taken  in  covering  the  measured  course, 
the  lowest  score  obtained  in  this  way  de- 
noting the  winner.  As  the  formula  takes 
into  account  no  question  of  the  driving 
ratio  and  motor  speed,  these  are  left  to  the 
judgment  and  skill  of  the  riders— factors, 
which,  after  all  go  to  make  up  about  all 
there  is  in  competitive  sport  of  any  sort. 
Under  this  system,  of  course,  it  is 
possible  for  two  riders  mounted  on  dupli- 
cate machines  which  are  differently  geared, 
to  compete  at  a  disadvantage.  Thus,  in  hill- 
climbing,  the  man  riding  the  lower  gear 
would  be  likely  to  achieve  the  better  score, 
while  in  fiat  racing,  the  one  having  the 
higher  would  have  the  advantage,  other 
things  being  equal.  This  fact,  however,  in 
no  wise  impairs  the  efficiency  of  the  for- 
mula, so  long  as  the  question  of  gearing  is 
made  optional  with  the  riders. 

The  use  of  the  expression,  however  just  or 
unjust  it  may  be,  has,  on  the  other  hand,  a 
tendency  to  .work  havoc  in  the  average  mind 
when  it  comes  to  a  consideration  of  -  the 
rated  horsepower.    For  from  the  calculation 


638 


THE  BICYCLING  WORLD 


of  the  cubical  contents  of  the  cylinder,  it 
is  but  a  short  and  natural  step,  to  divide 
the  capacity  by  the  rated  horsepower  of  the 
motor,  and  to  attempt  thereby  to  arrive  at 
a  uniform  system  of  rating  for  all  motors 
regardless  of  their  design  in  other  respects. 
And,  as  a  matter  of  fact,  such  a  calculation 
carried  out  with  any  number  of  engines,  is 
apt  to  bring  about  an  astonishing  uniformity 
of  result  which  leads  to  the  supposition 
that  the  method  is  a  just  one. 

But  when  it  is  considered  that  in  the 
maker's  rating  of  the  motor  is  counted  not 
simply  the  capacity,  but  also  the  normal 
speed  at  which  the  motor  will  develop  its  best 
power,  cind  the  av(n-agc  pressure  which  ii 
is  expected  that  the  gas  will  develop  wlicn 
fired,  the  utter  fallacy  of  such  :<.  method  i; 
shown.  For  two  motors  having  the  same 
capacity,  may  yet  be  designed  to  run  at  dif- 
ferent speeds,  and  at  the  same  time  may  be 
so  designed  that  they  will  develop  their 
maximum  output  at  those  rates.  Under 
these  conditions,  their  power  may  differ  by 
a  considerable  amount.  Also,  since  it  is 
a  deplorable  fact  that  many  makers  add  a 
certain  complimentary  constant  of  "dream 
power,"  to  the  actual  expected  development 
of  their  motors,  the  division  of  the  rated 
power  by  the  capacity,  in  reality  takes  the 
investigator  no  further  than  around  his 
pencil  and  paper,  and  back  to  the  starting 
point.  The  system  suggested  by  our  cor- 
respondent, Mr.  G.  W.  Pattison,  Jr.,  would, 
therefore,  prove  of  no  avail. 

From  this  it  is  evident  that  no  expression 
for  the  power  which  does  not  take  into  ac- 
count the  speed  in  some  manner,  can  be 
more  than  a  rough  aproximation  to  the 
truth.  A  large  number  of  average  capaci- 
ties, worked  out  on  a  basis  of  brake  horse- 
power, might  be  of  value  when  used  in 
such  a  way,  but  even  here,  there  is  so  much 
option  in  design  that  the  question  of  speed 
would  discount  the  result  in  many  cases. 
But  even  counting  the  speed  in  one  way  or 
another,  there  is  still  left  the  question  of  the 
average  pressure  of  the  gas,  a  factor  even 
more  variant,  so  that  in  reality,  short  of 
close  calculation,  complete  in  every  way,  or 
the  actual  determination  of  the  brake  horse- 
power, there  seems  to  be  no  good  method 
or  rating  available.  But  as  the  gearing  is 
purely  a  matter  of  personal  judgment,  as  in 
the  case  of  bicycle  racing,  and  as  personal 
judgment  tells  for  better  or  worse,  for  the 
purposes  of  competition,  there  is  nothing 
SO  good  or  so  equitable  as  the  Callender 
formulae. 


CORRESPONDENCE 

Accounting  for  the  Explosions. 

Editor  of  the  Bicycling  World: 

I  was  very  much  interested  in  the  article 
"Waste  of  Power,"  which  appeared  in  your 
issue  of  July  21st,  and  have  been  giving 
quite  a  little  thought  to  the  phenomena 
of  the  repeated  explosions  that  occurred  in 
the  experiment  described.  I  think  that  a 
little  reflection  will  show  that  very  little 
of  the  products  of  the  first  explosion  could 
remain  in  the  tube  after  the  expulsron  of 
the  cork  as  in  order  to  blow  the  cork  from 
the  tube  they  must  have  expanded  two  or 
three  times  their  original  volume.  The 
result  would  be  that  the  tube  would  be 
quickly  filled  with  fresh  air  after  an  explo- 
sion. The  probable  explanation  of  the 
phenomena  is  that  some  unevaporated  gas- 
olene which  still  remained  on  the  walls  of 
the  tube  mingled  with  this  fresh  air  and 
caused  the  second  explosion. 

It  might  be  interesting  to  note  that  the 
average  2^  horsepower  motorcycle  engine 
consumes  about  one-thousandth  of  a  cubic 
inch  of  gasolene  per  charge.  This  amount 
would  be  represented  by  a  cube  of  one-tenth 
of  an  inch  on  an  edge.  Now  as  the  cubic 
capacity  of  the  tube  used  for  the  experiment 
was,  judging  from  the  drawing,  about  one- 
fifteenth  of  the  capacity  of  a  motor  cylinder, 
it  can  readily  be  seen  the  very  small  amount 
required  in  this  case. 

The  conditions  in  the  case  of  a  motor 
cylinder  and  of  the  tube  are  so  different 
that  it  hardly  seems  to  me  that  any  deduc- 
tions can  be  drawn.  In  the  first  place  the 
gasolene  vapor  and  air  pretty  well  mingled 
before  entering  the  cylinder  by  means  of 
the  carburetter  and  this  mingling  is  assisted 
by  the  agitation  of  the  suction  and  com- 
pression strokes;  furthermore,  the  heat  of 
the  cylinder  walls  would  most  assuredly 
evaporate  any  gasolene  which  had  entered 
in  a  finely  divided  liquid  state.  In  the  case 
of  the  tube  experiment,  however,  we  have 
only  the  natural  tendency  of  the  gasolene  to 
evaporate  assisted  by  the  comparatively 
slight  heat  of  the  walls  of  the  tube  after 
the   first  explosion. 

HAROLD    H.    BROWN. 


FIXTURES 


Cubic  Inches  and  Horsepower. 

To  the  Editor  of  the  Bicycling  World: 

I  have  read  with  interest  your  account  of 
the  contests  that  were  run  at  the  F.  A.  M. 
meets  in  Rochester,  and  if  I  had  not  been 
in  the  University  of  Michigan  at  the  time 
would  have  been  there.  The  Callender 
formula  used  in  the  hill-climbing  contest 
set  me  thinking  and  it  appears  to  me  that 
it  should  prove  a  very  satisfactory  formula 
and  much  more  than  the  rated  horsepower 
of  the  machines,  as  it  takes  in  all  the  neces- 
sary factors.  Speed  of  the  motor,  of  course, 
is  left  out,  as  it  should  be,  as  the  machine 
has  no  exact  speed,  being  governed  by  the 
driver. 

I  have  made  a  few  figures  to  satisfy  my 
own  mind  and  perhaps  they  may  be  of  in- 


August  12 — New  York  to  Sag  Harbor, 
L.  I. — Veteran's  eighth  annual  century  run. 

August  12 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

Aug.  26 — Valley  Stream,  L.  I. — Century 
Road    Club   Association's   record    run. 

August  26 — Century  Road  Club  of  Amer- 
ica's fifteen-mile  handicap  road  race;  open. 

September  3 — Muskegon,  Mich. — Muske- 
gon Motorcycle  Club's  race  meet. 

September  3 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  annual  twenty-five- 
mile  handicap  Coney  Island  Cycle  Path 
race;  open. 

September  9 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

September  16 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  one  hundred  mile 
record  run. 

Sept.  23 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
handicap  road  race;  open. 

terest.  These  figures  relate  to  the  displace- 
ment of  the  cylinders  and  as  the  speed  of 
the  motor  is  not  a  constant  factor  it  has 
been  left  out.  The  figures  I  have  at  hand 
relate  to  seven  machines.  To  get  a  just 
comparison  I  have  divided  the  cubic  cap- 
acity of  the  cylinders  by  the  rated  horse- 
power, giving  the  cubic  displacement  per 
horsepower.  I  find  that  the  figures  run 
from  6.43  cubic  inch  per  horsepower  to  9.98, 
a  difference  of  3.55,  or  by  my  figures,  about 
^  horsepower,  each  being  rated  as  one 
horsepower  or  in  other  words,  and  to  be 
more  exact,  the  second  should  develop  50% 
more  power,  but  yet  rated  as  the  same  or  in 
whole  numbers,  one  would  give  2  horse- 
power and  the  other  3  at  that  ratio,  yet  both 
are  rated  to  be  eqsal.  Verily,  there  seems 
to  be  some  diiTerence  of  opinion  about  rat- 
ing the  motors.  Of  course,  this  is  the 
extreme  case  of  the  7  machines. 

Leaving  out  these  two  machines,  I  find 
that  the  average  displacement  per  rated 
horsepower  to  be  8.84  cubic  inch.  The 
Thor  and  Indian  type  give  8.94.  We  would 
therefore  judge  that  about  8.85  cubic  inches 
should  be  figured  per  rated  horsepower.  The 
6.43  machine  is  rated  at  3  horsepower,  but 
by  these  figures  should  be  a  little  less  than 
2]/s,  while  the  9.98  machine  rated  at  5  horse- 
power should  be  rated  at  5^^. 

Here  are  the  figures  of  the  number  of 
cubic  inches  per  rated  horsepower.  Note 
that  they  run  pretty  even  with  the  excep- 
tion of  the  last  two  which  are  the  extreme 
cases  mentioned:  9.05,  8.95,  8.62,  8.49,  8.98, 
6.43,  9.98.  The  first  5  will  average  nearly 
8.85.  This  data  is  taken  from  all  the  ma- 
chines that  are  made  or  assembled  in  the 
East.  I  have  not  the  data  for  the  western 
made  machines.     G.  W.  PATTISON,  JR. 


THE  BICYCLING  .70RLD 


539 


WILEY  WINS  AT  WORECSTER 


Takes  Both  First  Place  and  Time  Prize — 
New  Yorkers  Also  Figure. 

George  A.  Wiley,  the  crack  little  road 
rider  of  Syracuse,  N.  Y.,  made  one  of  the 
best  rides  of  his  life  when  he  won  the  23- 
mile  handicap  road  race  at  Worcester, 
Mass.,  last  Saturday.  Wiley  had  a  handicap 
of  three  minutes  and  in  addition  to  winning 
first  place  made  the  best  time,  covering  the 
course  in  the  fast  time  of  58  minutes  7 
seconds.  The  veteran,  Charles  Mock,  got 
second  time  prize,  and  Charles  A.  Sher- 
wood the  third  one. 

With  the  exception  of  the  famous  Irving- 
ton-Millburn  race,  last  Saturday's  race,  con- 
ducted by  the  Worcester  Bicycle  Dealers' 
Association,  was  perhaps  the  biggest  road 
event  held  this  year,  although  it  did  not 
have  the  largest  number  of  riders.  Thirty- 
four  men  started  and  all  but  ten  finished. 
The  prize  list  totalled  in  value  nearly  $600, 
and  the  running  of  the  race  itself  was  worth 
going  miles  to  see. 

Promptly  at  3  o'clock  the  starter  fired, 
the  gun  that  sent  the  limit  men,  who  had 
nine  minutes,  on  their  ride.  In  rapid  suc- 
cession the  other  divisions  followed  the 
scratch  men  being  Urban  McDonald,  of  the 
Tiger  Wheelmen;  Charles  A.  Sherwood, 
New  York  A.  C,  and  Charles  Mock,  Cen- 
tury Road  Club  of  America,  all  of  New 
York.  It  is  estimated  that  nearly  3,500 
people  were  at  the  course  to  give  the  riders 
a  hand. 

The  race  was  over  the  "around-the-pond" 
course  with  the  start  at  the  Norcross  resi- 
dence at  Fairlawn,  going  through  May 
street,  Park  avenue,  Coes  square,  Coes 
street.  Mill  street,  thence  to  the  watering 
trough  in  Tatnuck,  thence  through  Chand- 
ler and  May  streets  to  the  starting  point. 
The  course  was  covered  four  times,  making 
a  distance  of  23.2  miles. 

The  course  was  in  poor  condition.  In 
many  places  there  were  long  stretches  of 
mud,  which  caused  many  spills.  Several 
of  the  riders  were  bleeding  as  the  result 
when  they  crossed  the  finish  line,  but  none 
required  assistance  to  reach  their  dressing 
rooms.  For  two  laps  the  riders  encountered 
little  wind,  but  as  they  got  around  Coes 
pond  on  the  third  lap,  the  wind  began  to 
blow  a  sixty-mile  breeze.  Up  to  this  time 
all  the  met  were  riding  well,  but  bucking 
against  a  stih  breeze  fatigued  more  than  one. 

At  the  finish  of  the  first  lap,  Leslie  A. 
Louis,  of  Worcester,  who  started  with  the 
eight-minute  bunch,  was  leading,  followed 
by  the  other  riders  nearly  as  they  had  been 
handicapped.  On  the  second  time  around 
Louis  still  headed  the  procession,  with  E.  L. 
Morgan  next,  leading  several  riders  from 
the  seven,  six  and  five-minute  divisions. 
The  best  riding,  however,  for  the  second 
lap  was  done  by  C.  M.   Herrick,  of  Brock- 


ton and  Walter  Brierly,  of  Worcester,  who 
had  worked  up  to  third  and  fourth  positions 
and  had  done  most  of  the  donkey  work. 

The  first  trouble  came  when  Farrell  of 
Worcester,  punctured  his  tire  after  going 
twelve  miles.  Farrell  is  the  pride  of  Wor- 
cester, and  had  been  picked  as  the  likely 
winner.  After  his  misfortune  Farrell  rode 
a  mile  on  a  flat  rim,  when  he  changed 
mounts.  The  change  did  him  no  good,  as 
the  gear  was  far  too  low,  and  the  crack 
Worcesterian  was  compelled  to  give  up  the 
struggle  after  going  three  laps.  After  it 
was  seen  that  Farrell  was  no  longer  a  con- 
tender the  spectators  turned  to  Brierly  and 
Louis  as  the  riders  on  whom  Worcester's 
hopes  centered  to  win  the  race  and  these 
two  men  were  given  a  noisy  hand  as  they 
came  by  on  the  third  lap. 

On  the  third  lap,  however,  the  knowing 
ones  in  the  crowd  began  to  open  their  eyes, 
for  Wiley,  the  Syracusian,  had  worked  up 
from  the  three-minute  division  to  the  lead- 
ers, and  then  was  riding  in  seventh  place. 
On  the  last  lap,  and  in  fact  throughout  the 
race,  Wiley  rode  with  that  rare  judgment 
that  has  often  landed  him  a  winner  and 
when  the  proper  time  came  for  the  sprint 
not  one  of  the  other  riders  was  able  to  give 
him  battle.  By  a  beautiful  quarter-mile 
sprint  at  the  finish  Wiley  put  yards  of  day- 
light between  himself  and  John  Flynn,  of 
Wrightsville.  When  it  was  announced  that 
Wiley  had  won  both  time  and  place  prizes, 
a  distinction  of  no  mean  proportions  in  a 
race  of  this  magnitude,  the  plucky  little 
visitor  from  up-State  was  made  happy  by 
the  vociferous  cheers  that  wafted  in  to  him 
in  his  dressing  room.  Wiley  was  made 
gladdest,  however,  by  the  fact  that  his  trip 
netted  him  two  bicycles — a  Yale  and  a 
Hudson. 

One  of  the  pluckiest  rides  of  the  race 
was  made  by  Urban  McDonald,  of  the 
Tiger  Wheelmen,  who  has  come  prom- 
inently on  the  horizon  of  road  racedom  in 
the  past  year.  During  the  first  lap  McDon- 
ald smashed  his  wheel.  He  jumped  on 
another,  but  the  change  did  not  suit  him 
and  he  called  for  another,  which  he  got, 
and  started  to  make  up  for  lost  time.  Mc- 
Donald's spirit  is  deciding  to  stay  in  the 
race  drew  vigorous  applause  from  the 
crowd,  who  cheered  his  every  time  he 
passed.  Although  McDonald  did  not  come 
in  for  a  time  prize  he  won  an  order  for  two 
months'  barbering  at  a  Worcester  shop, 
which  he  is  at  a  loss  how  to  utilize. 

Mock  and  Sherwood  were  favorites  with 
a  good  part  of  the  crowd  and  they  certainly 
made  a  good  fight.  Besides  winning  second 
time  prize — a  Columbia  bicycle,  which,  by  the 
way,  is  the  same  make  Mock  rides — he  fin- 
ished for  eighteenth  place  prize.  Sherwood 
was  only  inches  behind  him  at  the  finish 
and  received  a  coaster  brake  and  a  gold 
watch  for  his  efforts.  Other  New  Yorkers 
who  finished  for  prizes  were  Otto  Brandes 
and  Samuel  Morrison,  both  of  the  Edge- 
combe Wheelmen.  The  first  rder  from 
each    State   to    finish    received    a     sweater. 


donated   by   J.   W.    Grady,   the   well-known 
Worcester   dealer.     The   summary  follows: 


1.  George  Wiley,  Syracuse..  .3:00 

2.  John  Flynn,  Whitinsville..5:00 

3.  H.  S.  Goodrich,  Brockton.  .7:00 

4.  L.  A.  Louis,  Worcester 8:00 

5.  W.  J.  Brierly,  Worcester.  .8:30 

6.  W.  C.  Walker,  Wakefield.  .7:00 

7.  A.  Miller,  So.  Manchester.  .8:30 

8.  C.  M.  Herrick,  Brockton.  .9:00 

9.  Victor  Gabery,  Worcester. 9:00 

10.  P.  Goulette,  Worcester 8:00 

11.  E.  L.  Morgan,  Worcester.  .8:00 

12.  J.  E.  Longergan,  Worcester  1:30 

13.  W.  H.  Bussey,  Brockton.  .1:30 

14.  F.  Brunette,  Worcester 6:00 

15.  Alvin    Loftus,    Providence. 3:00 

16.  F.    J.    Hall,    Watertown...S:00 
17.C.   O.   Brandes,   New  York. 6:00 

18.  Chas.  Mock,  New  York  scratch 

19.  C.  Sherwood,  New  York  scratch 

20.  E.  J.  Brakerett,  Lawrence. 4:00 

21.  S.  R.  Morrison,  New  York. 3:00 

22.  F.    J.    Perreault,    Maiden.. 6:00 

23.  James  Magill,  Whitinsville.5:00 

24.  U.  McDonald,  New  York  scratch 

Time  prize  winners: 

1.  Geo.    Wiley,    Syracuse 3:00 

2.  Chas.  Mock,  New  York,  scratch 

3.  C.  A.  Sherwood,  N.  Y.,  scratch 


58:07 

60:07^ 

62:07j^ 

63:07^ 

64:30 

62:29 

63:593/^ 

64:31 

64:50 

64:20 

66:30 

60:15 

60:15j^ 

64:46 

61:59 

64:10 

65:10J^ 

59:23 

59:23-^ 

63:233/^ 

62:52 

67:12 

70:14 

67:35 


58:07 
59:23 
59:23J^ 


McFarland  Figures  in  Australian  Suit. 

A  slander  suit  is  now  being  threshed  out  in 
the  Australian  courts  has  considerable  in- 
terest as  Floyd  McFarland  is  indirectly 
concerned  in  it.  Bartholomew  James  Glee- 
son,  secretary  of  the  League  of  Victoria 
Wheelmen,  is  suing  D.  Peter  Smith,  for 
alleged  slander,  and  asks  $5,000  damages. 
The  plaintiff  complains  that  at  a  meeting 
of  the  Australian  Natives'  Association,  held 
on  May  25th  last,  Smith  "falsely  and  mal- 
iciously" slandered  himself,  Gleeson,  by 
saying,  "The  Eight  Hours'  Wheel  Race  was 
the  deadliest  'slanter'  ever  run  in  Australia. 
McFarland  had  every  man  in  the  field  'dead' 
for  him,  and  the  secretary  had  everything 
arranged  so  that  he  could  collect  the  prize 
money,  and  get  away  in  the  boat  to  America 
on  the  Wednesday  after  the  race.  The 
secretary  of  the  league  gave  McFarland  the 
prize-money,  and  got  an  order  to  receive  the 
same  from  the  Eight  Hours'  people,  and  he 
received  the  money,  and  when  the  other 
competitors  attended  at  the  Trades  Hall  to 
receive  their  shares  they  found  that  the 
prize-money  had  been  paid  over,  and  that 
McFarland  had  left  for  America." 


Novel  Plea  of  a  Thief. 

"My  brother  bet  me  I  couldn't  ride  and 
dared  me  not  to  try,  so  I  just  got  on  the 
machine  to  show  him  I  could,"  said  the 
gentleman  who  had  been  called  to  the  bar 
to  explain  why  he  was  unlawfully  exercis- 
ing dominion  over  one  said  bicycle  alleged 
to  be  the  property  of  another.  "Six 
months,"  said  the  magistrate  and  the  con- 
versation  lapsed. 


"The  A  B  C  of  Electricity"  will  aid  you 
in  understanding  many  things  about  motors 
that  may  now  seem  hard  of  understanding. 
Price,  50  cents.  The  Bicycling  World  Pub- 
lishing Co.,   154  Nassau  Street,   New   York. 


540 


THE  BICYCLING  WORLD 


What 


N.  S.  U. 
Motorcycles 


have  done  during  a  few  weeks  only: 

CONTESTS    IN: 

Leeds,  Eni^land:      Hill  Climbing  Competition: 

First,  Second,  Third,  Fourth  and  Fifth  Prize  and  Kirk  Trophy. 

Newcastle  England:      Hill   Climbing  Competition: 
First,  Second,  Third  and  Fourth  Prize. 

London — Edinburi^h:      645  Kilometers — Reliability  Run: 
Golden  Medal — Arrived  without  any  defect  whatever. 

Lands-End — John  O'Groats:      1430    Kilometers — Reliability    Run: 
Golden  Medal — Arrived  without  any  defect  whatever. 

Write  for  catalogue  and  full  particulars  about  the 

"N.    S.    U." 


Dealers,  write  for  agency  terms  ! 

The 

N.  S.  U.  Cycle  &  Motor 

Company 


7^  Charlotte  Street, 


LONDON,  W. 


THE  BICYCLING  WORLD 


541 


How    Pike's    Peak    Was    Scaled    By    Motorcyclists 


It  transpires  that  G.  W.  Slieff.  of  Colo- 
rado Springs,  was  not  alone  in  his  ascent 
of  Pike's  Peak  on  July  26th,  which  was 
briefly  reported  in  last  week's  Bicycling 
World.  Two  companions  shared  the 
hazards  and  the  glory — Fi-ancis  W.  Davis 
and  Glen  Blake.  All  three  are  members  of 
the  Pike's  Peak  Motorcycle  Club  and  also 
wore  their  F.  A.  M.  pins,  nearly  every- 
member  of  the  club  being  enrolled  in  the 
national  body. 

Although  they  had  planned  the  under- 
taking for  some  time,  the  men.  strange  to 
say,  had  no  true  idea  of  the  condition  of 
the  roadway,  or  rather  the  absence  of  road- 
way. Had  they  been  properly  informed  on 
this  point  they  freely  admit  that  nothing 
could  have  induced  them  to  attempt  the 
feat.     Years   ago   there   did   exist   a   wagon 


ABOVE  THE  TIMBER  I,I^E 

road,  but  for  17  years,  or  since  the  cog 
railway  was  built,  it  has  not  been  used 
save  by  plodding  but  nimble  burros.  The 
abandoned  trail  is  now  strewn  with  boulders 
and  in  many  places  wholly  blocked  by 
masses  of  disintegrated  rock.  The  motor- 
cyclists either  "bounded  from  crag  to  crag" 
like  goats  or  else  dismounted  and  "circum- 
navigated" the  obstacles  as  best  they  could. 
At  several  points  above  the  timber  line, 
they  encountered  banks  of  snow  and  ice, 
which  added  to  their  labors.  They  pene- 
trated dense  clouds  and  likewise  met  with 
a  typical  Pike's  Peak  storm  with  its  choice 
mixture  of  rain,  snow  and  sleet.  Each  of 
the  men  was  completely  evxhausted  when 
they  reached  the  top  and  spent  the  night  at 
the  Summit  House. 

The    start    was    made    from    the    campus 


of  Colorado  College  in  Colorado  Springs, 
at  5;30  o'clock  a.  m.  They  had  completed 
but  three  miles  v\'hen  Sheft  had  a  side  fall 
which  wrenched  his  ankle,  but  did  no  other 
damage.  At  the  heighth  of  9,500  feet,  Blake 
suffered  a  puncture  which  caused  a  delay 
of  30  minutes  and  when  11,120  feet  in  the 
air — 22J'2  miles  from  the  start — a  stop  was 
made  for  luncheon.  It  had  required  four 
hours  to  complete  that  distance.  The  higher 
they  went  the  more  laborious  and  the  more 
exhausting  became  the  work;  they  were 
compelled  to  stop  frequently  to  regain 
breath  and  strength.  Sheff  broke  a  pedal 
when  within  one  mile  of  the  top  and  it  was 
exactly  2:50  o'clock,  9  hours  and  20  minutes 
after  the  ascent  was  begun,  that  Sheft' 
reached  the  Summit  Hovise — the  first  motor- 
cj'clist   who    ever   had   performed   the   feat; 


THE  ROCKY  ROAD  TO  THE  SUMMIT 


WHERE  SNOW  BANKS  WERE  ENCOUNTERED 


542 


THE  BICYCLING  WORLD 


MORE  FEARFUI<I,Y  ROUGH  GOING 


he  was  followed  1  hour  and  10  minutes 
later  by  Davis  and  Blake.  The  cyclometer 
on  their  R-S  machines  registered  28  1-10 
miles. 

As  stated,  the  three  riders  were  utterly 
exhausted.  Even  had  there  been  time 
enough,  they  were  not  in  physical  condition 
to  attempt  the  descent  that  afternoon.  Ac- 
cordingly, they  remained  over  night  on  the 
summit  and  after  witnessing  the  famed  sun- 
rise from  the  altitude  of  more  than  13,000 
feet,  they  began  to  retrace  their  route,  for 


despite  the  hardships,  they  had  resolved  to 
make  the  round  trip.  The  coasting  down 
was  not  either  safe  or  easy.  There  were 
precipitous  grades  where  discretion  bade 
them  walk  and  the  walking  was  not 
so  simple  as  it  may  seem,  either.  They 
reached  the  college  campus  at  the  base 
of  the  peak  at  exactly  1  o'clock,  the  descent 
having  occupied  4  hours  40  minutes. 

If  the  time  consumed  and  the  haggard 
appearance  of  the  men  did  not  tell  the 
story  eloquently,  the  tires  on  their  machines 


ON  THE  SUMMIT  AT  LAST 

"spoke  the  piece."  Blake's  rear  tire  was 
worn  to  the  last  ply  of  fabric.  The  other 
men  had  placed  new  rear  tires  on  their 
motorcycles  before  they  started  and  while 
not  in  such  bad  shape  as  Blake's,  they 
were  worn  to  the  danger  point.  Save  for 
Shefif's  broken  pedal,  the  R-S  motor  bicycles 
stood  the  trying  journey  without  blemish. 
None  of  the  men  were  light  weights,  Sheff 
weighing  160  pounds,  Blake  190,  and  Davis 
200  pounds,  which  makes  the  feat  the  more 
creditable. 


Cupid's  Darts  Fly  at  Salt  Lake. 

Evidently  the  bicycle  riders  at  the  Salt 
Lake  City  saucer  have  taken  the  love  fever 
for  two  of  them — Emil  Agraz,  of  San  Jose, 
Cal.,  and  Ernest  A.  Pye,  of  Australia,  have 
become  benedicts  within  a  week.  The  first 
wedding  occurred  on  Friday,  July  20th,  but 
did   not   become   public   until   a   week  later. 

Pye,  the  Australian,  who,  by  the  way, 
has  been  in  this  country  only  a  month  or 
two,  and  Miss  Grace  M.  Newborn,  slipped 
away  to  Farmington  and  the  blushing  bride- 
to-be  whispered  to  County  Clerk  George 
Blood  that  she  wished  to  become  Mrs.  Pye 
as  soon  as  she  could.  "Alright,  come  this 
way,"  responded  the  official,  as  he  led  the 
way  into  an  adjoining  office.  "I'll  make 
Pye  of  both  of  you  very  quickly."  That 
night  the  newly-made  husband  won  the 
pursuit  race  at  the  saucer.  Agraz's  affair 
w^s  not  a  case  of  love  at  first  sight,  for  he 
mpt  the  now  Mrs.  Agraz  five  years  ago. 
On  Wednesday  of  last  week  the  popular 
San  Jose  rider  and  Miss  Alice  Bosquet  were 
married  by  Judge  Christopher  Diehl.  Agraz 
gave  out  that  after  riding  in  this  year's  six- 
day  race  he  will  give  up  bicycle  racing  and 
settle  down  in  Salt  Lake  City. 


^n  Orange  (N.  J.)  branch  of  the  St. 
George  Wheelmen  has  been  organized  in 
that  city.  Fred  Jenkins  is  president  and 
Ralph  Lee,  secretary. 


Great  Britain's  Motorcycle  Census. 

According  to  a  ceusus  compiled  from  the 
registration  records  there  are  now  in  use 
in  Great  Britain  no  less  than  46,574  motor- 
cycles. This  in  an  increase  from  34,706  in 
1905,  and  21,621  in  1904,  the  total  number  of 
motorcycles  registered  being  in  excess  of 
automobiles  of  all  kinds  by  more  than  1,000. 


Suffolk  Revives  Cycle  Path  Tags. 

Suffolk  county,  L.  I.,  which  permitted 
many  of  its  cycle  paths  to  go  to  ruin  and 
ceased  collecting  the  tax  of  50  cents,  is 
again  enforcing  the  law.  Eight  thousand 
tags  have  been  received  and  it  is  no  longer 
safe  to  venture   on  the   paths  without   one. 


Muskegon  Motorcyclists  Elect  Officers. 

The  Muskegon  (Mich.)  Motorcycle  Club 
has  elected  the  following  officers  for  the 
ensuing  year:  President,  Percy  Anderson; 
secretary,  J.  Spencer  Locke;  treasurer,  Paul 
Stamsen;  captain.  Dr.  C.  J.  Dove;  lieutenant, 
Alphonse   Gagnon. 


Cyclists  and  Motorcyclists  to  Unite. 

The  Garden  City  Wheelmen  and  the  San 
Jose  Motorcycle  Club,  both  of  San  Jose, 
Cal.,  are  to  be  consolidated.  The  amalga- 
mated organization  will  be  styled  the 
Garden   City  Wheelmen  and  Motorcyclists. 


Boston   to   Enforce   Bell   Law. 

The  bicycle  bell  law  in  Boston  has  been 
a  dead  letter  for  so  long  that  cyclists  of 
that  city  were  alarmed  when  the  report  cir- 
culated that  the  police  would  institute  a 
crusade  against  all  offenders.  Police  Com- 
missioner O'Meara  says,  however,  there  will 
be  no  crusade  and  has  issued  the  following 
statement: 

"There  is  to  be  no  'crusade'  against  people 
who  ride  bicycles  without  bells,  or  against 
any  other  kind  of  lawbreakers,  but  the 
police  will  undertake  a  steady,  sensible  en- 
forcement of  all  laws.  There  is  a  tendency 
on  the  part  of  both  the  police  and  the  public 
to  forget  laws  unless  they  are  aimed  at 
offenses  that  are  criminal  in  themselves. 

"Take  this  law  about  bicycle  bells,  for 
instance.  To  ride  without  a  bell  is  not  what 
I  should  call,  as  a  layman,  a  'natural'  crime^ 
in  the  sense  that  theft  is  a  crime;  but  it 
is  a  crime  under  a  law  passed  for  the  pro- 
tection   of    the    public. 


Big  Earnings  of  Two  Motorcycles. 

Los  Angeles  has  invested  in  new  motor 
bicycles  for  its  police  squad.  The  squad 
numbers  exactly  two,  but  as  they  turned' 
$5,855  in  fines  into  the  city  treasury  during 
the  past  year,  the  authorities  believe  the 
cops  fairly  earned  their  new  mounts  and. 
that  they  r.re  paying  investments. 


THE  BICYCLING  WORLD 


543 


FINE  SPORT,  BIG  CROWDS 


Continue    the    Rule    at    Salt    Lake — More 
Records  go — Holliday's  Sad  Accident. 


Salt  Lake  City,  July  25. — Because  Flnyd 
A.  McFarland,  the  elongated  San  Josean, 
has  not  acquainted  himself  with  the  racing 
rules  in  vogue  in  this  country,  he  lost  his 
unlimited  match  pursuit  race  against 
Ernest  A.  Pye,  of  Australia,  at  the  saucer 
track  last  evening.  After  a  long  tiresome 
ride  of  nearly  ten  miles,  "Long  Mac"  caught 
the  "Kangaroo,"  patted  him  on  the  back  and 
sat  up.  Pye  continued  and  passed  McFar- 
land the  next  time  around.  McFarland 
protested,  and  said  that  he  did  not  have  to 
"pass"  his  man,  only  to  "catch"  him,  but 
a  glance  at  the  rule  book  convinced  him  to 
the  contrary.  In  justice  to  McFarland,  how- 
ever, it  must  be  said  that  the  race  really 
was  his,  as  he  easily  could  have  passed  Pye 
when  he  caught  him.  One  of  the  largest 
crowds  of  the  season  was  present  and  it  is 
safe  to  say  that  this  race  pleased  them  bet- 
ter than  any  match  race  held  this  season. 
Pye  took  the  lead  in  the  early  part  of  the 
race  and  held  it  for  seven  miles,  when  Mc- 
Farland led  for  a  couple  of  laps.  The  riders 
see-sawed  back  and  forth  for  the  next 
couple  of  miles  and  then  McFarland  un- 
wound, caught  Pye  and  quit. 

It  has  become  such  a  common  occurrence 
for  Iver  Lawson  to  shatter  records  that  the 
spectators  now  take  the  announcement  as 
a  matter  of  fact.  This  was  the  case  last 
night,  when  it  was  announced  that  the 
Swede  had  broken  the  three-mile  open  rec- 
ord established  by  himself  just  a  little  more 
than  a  month  ago.  Last  night's  three-mile 
lap  race  was  about  as  exciting  as  one  can 
wish  to  see,  and  the  time — 5:35^ — shows  it 
to  be  about  the  fastest  event  ever  held  on 
the  local  track,  all  conditions  and  distance 
considered.  Combinations  were  easily  ap- 
parent and  Pye  landed  Lawson  first  and 
McFarland  second.  Joe  Fogler,  of  Brook- 
lyn, was  a  close  third,  and  Walter  Bardgett 
delighted  his  friends  by  finishing  fourth. 

The  scratch  men  did  not  have  the  chance 
of  a  snowball  in  Hades  to  qualify  in  the 
half-mile  professional  handicap  and  the  race 
was  won  by  Smith,  out  on  90  yards.  Wal- 
ter Bardgett  made  a  heroic  effort  from  35 
yards  and  got  second,  with  Hardy  Downing 
trailing  him  across  the  tape. 

In  his  heat  of  the  half-mile  handicap  for 
amateurs,  J.  E.  Holliday  took  a  bad  fall. 
A  doctor  was  called  and  it  was  found  that 
he  had  run  a  splinter  through  his  breast, 
between  the  ribs,  which  is  thought  to  have 
punctured  his  lungs.  Holliday  is  a  popular 
rider  and  his  misfortune  has  caused  genuine 
universal  regret  and  sympathy.  The  final 
heat  of  this  race  went  to  Rodney  Diefen- 
bacher,  McLaughlin,  King  and  Mayerhofer 
finishing  in  this  order.  Jack  Hume  showed 
a  flash  of  his  old  form  in  the  two-mile  open, 
when  he  led  John  Berryessa,  the  Californian, 
across  the  tape  a  foot  to  the  good.     Fred 


West  was  third,  Hal  JMcCormack  fourth  and 
Rudy  Mayerhofer  fifth.     The  summaries: 

Half-mile  handicap,  professional — Quali- 
fants:  E.  Sniith  (90  yards),  A.  J.  Clarke  (40 
yards),  Ben  Munroe  (70  yards),  S.  H.  Wil- 
cox (55  yards),  J.  E.  Achorn  (80  yards). 
Hardy  K.  Downing  (15  yards),  Walter 
Bardgett  (35  yards),  Saxon  Williams  (50 
yards)  and  Jack  Burris  (60  yards).  Final 
heat  won  by  E.  Sniith.  Salt  Lake  City;  sec- 
ond. Walter  Bardgett,  Buffalo;  third,  Hardy 
K.  Downing,  San  Jose;  fourth,  J.  E.  Achorn, 
New  York  City;  fifth,  S.  H.  Wilcox,  Salt 
Lake  City;  sixth,  A.  J.  Clarke,  Australia. 
Time,  0:56}i. 

Half-mile  handicap,  amateur — Qualifants: 
D.  King  (65  yards),  P.  Giles  (30  yards), 
Phil  Wright  (45  yards),  Tommy  jMorgan 
(55  yards),  Rodney  Dieffenbacher  (45 
yards),  Fred  H.  McLaughlin  (35  yards), 
W.  W.  Anthony  (90  yards),  R.  Meyerhofer 
(85  yards),'  and  A.  Crebs  (15  yards).  Final 
heat  won  by  Diefenbacher;  second,  Mc- 
Laughlin; third.  King;  fourth,  Meyerhofer. 
Time.  0:543/^. 

Three-mile  open  lap,  professional — Won 
by  Iver  Lawson,  Salt  Lake  City;  second, 
Floyd  A.  McFarland,  San  Jose,  Cal.;  third, 
Joe  Fogler,  Brooklyn;  fourth,  Walter  Bard- 
gett, Buffalo.  Time,  5:35^  (world's  record). 
Lap  prize  winners — McFarland  (1),  Wil- 
liams (4),  Wilcox  (5),  Achorn  (3),  Clarke 
(3),   Pye    (2),   Hopper   (5). 

Two-mile  open,  amateur — Qualifants: 
Fred  West,  A.  F.  Burrows,  Rudolf  Mayer- 
hofer, E.  La  Belle,  Jack  Hume,  John  Berry- 
essa, Hal  McCormick  and  P.  Giles.  Final 
heat  won  by  Hume;  second,  Berryessa; 
third.  West;  fourth,  McCormack;  fifth, 
Mayerhofer.     Time,  4:09?^. 

Unlimited  pursuit  match  between  Floyd 
A.  McFarland,  America,  and  Ernest  A.  Pye, 
Australia — Won  by  Pye.  Distance,  9  miles 
yyi  laps.     Time,  22:15. 


Salt  Lake  City,  July  28. — After  having 
used  the  expression,  "It  was  the  best  meet 
of  the  year,"  some  dozen  or  so  times  it 
begins  to  get  monotonous  to  the  reader,  but 
this  is  the  only  phrase  that  may  truthfully 
be  applied  to  the  meet  last  night.  Two 
world's  records  were  wiped  from  the  books 
and  new  figures  placed  thereon,  and  one  of 
the  greatest  battles  ever  fought  on  the 
track  took  place  in  the  two-mile  handicap. 
It  was  not  a  race  where  any  one  individual 
shone  brighter  than  his  fellows,  for  the 
riders  had  been  making  plans  all  week  to 
carry  off  the  first  prize  of  $100  in  gold 
donated  by  the  Utah  Light  and  Railway 
Company  and  in  consequence  the  combina- 
tions were  very  much  in  evic'ence.  Mc Far- 
land's  fine  Italian  hand  had  picked  himself, 
Lawson  and  Pye  to  win  the  race.  Pye  fell 
by  the  wayside  and  McFarland  followed, 
but  the  great  strength  of  Lawson  served 
him  to  the  finish  and  the  winner  of  a  world's 
championship  and  the  world's  record- 
breaker  won  by  inches  in  one  of  the 
hardest  fights  ever  seen  on  the  saucer  track 
and    in    addition    lopped    off    nearly    seven 


seconds  from  his  own  record.  The  other 
combination,  made  up  of  Achorn  , Burris, 
Wilcox,  Smith,  Williams,  Palmer  and  ap- 
parently Clark,  picked  Clarke,  Williams  or 
Palmer  to  beat  Lawson  the  Great,,  in  the 
sprint,  and  that  they  did  not  do  so  was 
due  solely  to  Lawson's  herculean  effort. 
Of  the  low  markers.  Downing  and  Fogler 
rode  with  clean  consciences.  They  knew 
of  the  combinations,  but  preferred  to  go  it 
alone  and  watch  for  an  opening  or  a  mis- 
take by  one  of  the  big  cliques.  But  the 
chance  never  came  for  these  two. 

At  the  crack  of  the  pistol  McFarland 
started  with  Lawson  on  to  catch  the  oval. 
Pye  waited,  Fogler  and  Downing  got  next 
and  with  machine-like  precision  the  men 
changed  pace  as  each  lap  was  reeled  off. 
The  long  markers,  well  organized,  did  not 
alternate  pace,  but  used  each  man  until 
he  was  all  in  and  then  dropped  him  by  the 
wayside.  As  the  back  men  could  not  go 
fast  enough  Lawson  was  called  upon  to 
help  get  himself  up  in  front.  He  set  pace 
with  the  rest  and  the  effort  soon  began  to 
tell.  At  the  end  of  the  first  mile  there  was 
still  some  distance  to  go  and  Pye  resorted 
to  the  "all  in"  effort,  rode  his  legs  off  and 
expired.  There  was  now  five  laps  to  go 
and  McFarland  used  his  last  kick  to  get 
Lawson  to  the  front  and  two  laps  from 
home  turned  him  loose  to  battle  against 
the  fresher  Clarke,  Williams  and  Palmer. 
Clarke  challenged  Lawson,  was  shaken 
off,  and  Williams  and  Palmer  took  up  the 
gauntlet  in  the  stretch.  Lawson  was 
fatigued  but  he  beat  Williams  by  an  eye- 
lash with  Palmer  hanging  on.  The  judges 
made  a  mistake  and  put  Palmer  second, 
though  he  trailed  Lawson.  Hopper  got 
fourth  and  Clarke  fifth.  No  one  was  sur- 
prised at  the  time  being  a  world's  record. 

Neither  Lawson  nor  McFarland  rode  in 
the  one-mile  handicap,  and  Walter  Bardgett 
landed  Clarke,  the  Australian,  winner  from 
65  yards.  The  crack  Buffalonian  certainly 
did  some  tall  riding  and  Clarke's  victory 
was  hailed  with  delight.  Hollister  got  sec- 
ond with  Bardgett  third. 

Jack  Hume's  friends  need  not  be  alarmed 
over  his  apparent  reversal  of  form  the  past 
few  weeks,  for  Hume  demonstrated  last 
night  that  he  is  going  just  as  fast  as  ever, 
by  breaking  the  world's  record  in  his  heat 
of  the  mile  handicap  and  winning  the  final. 
The  only  reason  that  Hume  is  not  winning 
everything  is  that  one  or  two  other  riders, 
namely,  Fred  West,  young  Crebs  and  the 
San  Jose  contingent  are  riding  better  and 
faster  than  ever  before,  which  puts  them  on 
an  equality  with  the  University  of  Utah 
man.  In  his  heat  of  the  mile  handicap  Hume 
did  the  distance  in  l:55f^,  which  is  two  sec- 
onds better  than  Smith's  record,  made  five 
years  ago.  West's  victory  over  Hume  in 
the  five-mile  open,  after  a  brilliant  sprint 
to  the  front  at  the  last  turn,  brought  forth 
genuine  applause.  West  wisely  hung  to 
Hume's  wheel  m'ost  of  the  way.  Two  laps 
from  home  the  pair  circled  the  bunch  with 
Hume    still    leading     at     the     bell.        Many 


544 


THE  BICYCLING  WORLD 


thought  Hume  would  win,  but  West  upset 
calculations  to  a  nicety  b}-  darting  out 
from  the  rear  and  whipping  Hume  by  inches 
right  at  the  tape.  Giles  was  third.  Morgan 
fourth  and  Young  Cregs,  another  protege 
of  Bardgett's.  finished  fifth  and  corralled 
six  laps. 

The  motor  pacing  machine  was  noisy  if 
nothing  else.  As  usual,  the  sight  of  the 
machine  whirling  around  the  yellow  bowl 
at  a  mile  a  minute  clip,  keyed  the  spectators 
to  a  high  tension.  Samuelson  led  from  the 
first,  lapped  '"Duck  Soup"  Turville  and  fin- 
ished the  race  hanging  on  Heagren's  rear 
tire.     The  summaries: 

One-mile  handicap,  amateur — Qualifants: 
F.  H.  McLaughlin  (45  yards),  R.  Diefen- 
bacher  (30  yards).  W.  W.  Anthony  (120 
yards).  A.  Crebs  (50  yards).  Jack  Hume 
(scratch),  Hal  McCormack  (15  yards).  John 
Berryessa  (25  yards),  Fred  E.  Schnell  (50 
yards),  and  Tommy  Morgan  (75  yards). 
Final  heat  won  by  Hume;  second,  Giles; 
third.  West,  fourth,  Schnell.  Time.  1:58. 
World's  record  broken  by  Hume  in  second 
heat.     Time,  1:55^. 

One-mile  handicap,  professional — Quali- 
fants: Hardy  Downing  (15  yards),  Walter 
Bardgett  (65  yards),  J.  E.  Achorn  (95 
yards),  E.  A.  Pye  (25  yards),  Worthington 
L.  Mitten  (130  yards),  Joe  Fogler  (15 
yards),  Cyrus  L.  Hollister  (45  yards),  A.  J. 
Clarke  (65  yards),  and  Saxon  Williams  (70 
yards).  Final  heat  won  by  A.  J.  Clarke, 
Australia;  second,  Cyrus  L.  Hollister, 
Springfield,  Mass.;  third,  Walter  Bardgett, 
Buffalo;  fourth.  Hardy  K.  Downing.  San 
Jose,  Cal.;  fifth,  J.  E.  Achorn,  New  York 
City.     Time,  1:47^/^. 

Five-mile  lap,  open,  amateur — Won  by 
Fred  West;  second.  Jack  Hume;  third,  Pete 
Giles;  fourth,  Tom  Morgan;  fifth,  A.  Crebs. 
Time,  10:35>^.  Lape— Carter  (7),  Wright 
(8),  Mayer  (4),  Anthony  (1),  Berryessa 
(9),  Hume  (4),  and  Crebs  (6). 

Two-mile  handicap,  professional — Won 
by  Tver  Lawson  (scratch);  second,  W. 
Palmer  (115  yards);  third,  Saxon  Williams 
(120  yards);  fourth,  Norman  C.  Hopper  (90 
yards);  fifth,  A.  J.  Clarke  (110  yards). 
Time,  3:41  (world's  record).  Laps — Wil- 
liams (1).  Wilcox  (2),  Burris  (6),  and 
Smith    (1). 

Five-mile  motorcycle,  professional — Won 
by  T.  M.  Samuelson;  second,  Clem  Tur- 
ville; t!i:r.:l.  E.  B.   Heagren.     Time,  6:26^4. 


AUSTRIA  WINS  AGAIN 


Its    Team    Captures    International    Motor- 
cycle  Cup — England   Files   a  Protest. 


Good  Reads  in  China. 
According  to  a  consular  report  from 
Nankin,  China,  t'.iat  part  of  the  Celestial 
Empire  has  not  as  yet  taken  kindly  to  the 
bicycle.  Nankin  is  a  city  of  considerable 
size  and  importance,  but  despite  the  fact 
tliat  it  now  boasts  of  fortj'  miles  of  newly 
made  macadamized  roads,  but  18  bicycles 
were  imported  during  the  past  year.  In 
addition  to  these  city  carriage  roads,  the 
roads  in  the  outlying  districts  are  also  said 
to  be   suited  to  the  bicycle. 


For  the  second  time  Austria  has  scored 
in  the  International  iNIotorcycle  Race  which 
was  run  off  this  year  on  July  8th  at  Patzan. 
in  Bohemia.  Last  year  A\"ondrick  carried 
oft"  the  laurels  for  Austria  on  a  Laurin- 
Klement,  at  the  Dourdan  course,  near  Paris, 
and  this  year  Nikodem  and  Obruba,  both 
riding  Puch  machines,  took  first  and  second 
places,  by  covering  the  distance  of  168 
miles  in  3:13:45^5  and  3:29:11^.  respect- 
ively. jNIel^ka,  also  on  a  Puch,  was  Aus- 
tria's third  representative.  England  was 
represented  by  C.  and  H.  Collier  on  Match- 
less machines,  and  Franklin  on  a  J.  A. -P., 
H.  Collier  taking  third  place  in  3:39:53}i, 
vv'hile  Retenne,  on  a  Progress,  Germany's 
sole  representative,  was  fourth  in  3:55:21. 
The  average  speed  of  the  winner  was  52 
miles  an  hour — a  terific  pace  for  a  two- 
cylinder  machine  limited  to  112  pounds 
gross  weight. 

The  "Little  Bennett  Cup,"  as  the  Inter- 
national Motorcycle  Race  is  known  on  the 
other  side,  is  a  thing  of  French  creation, 
but  like  the  true  sportsmen  that  they  are, 
the  Frenchmen  immediately  set  up  a  hov\d 
and  cried  that  they  "wouldn't  play  any 
more"  when  they  were  beaten  at  their  own 
game  last  year.  Despite  this,  however, 
France  was  unofficially  represented  by  the 
three  Rene  Gillet  machines,  ridden  by  Tave- 
neaux,  Fauvet  and  Lalanne,  none  of  whom 
succeeded  in  making  any  kind  of  a  showing. 

Unlike  the  variegated  collection  of  mon- 
strosities and  pedalless  freaks  that  lined  up 
for  last  year's  event,  the  competing  ma- 
chines this  year  were  of  a  more  sane  and 
less  unconventional  design,  though  the 
gross  limit  of  112  pounds,  coupled  with  the 
fact  that  the  use  of  the  twin-cjdinder  motor 
was  almost  universal,  must  have  made  the 
process  of  shaving  them  down  a  difficult 
one.  Weight  was  saved  by  making  th"  front 
tire  very  much  smaller  than  the  rear  nne 
and  by  dispensing  with  everything  super- 
fluous, despite  which  the  winning  Puch 
machines  presented  much  the  appearance 
of  a  regular  stock  machine  of  the  two-cylin- 
der type.  The  Progress  machine  ridden  by 
Germany's  sole  representative  was  of  the 
same  ponderous  single  C3dinder  type  with 
outside  flyvi'heel  of  which  three  were  en- 
tered last  year  and  all  of  which  met  with 
disaster. 

The  circuit  of  42  miles,  which  had  to  be 
covered  four  times  in  order  to  make  the 
required  distance,  was  one  of  extreme  difli- 
culty  owing  to  its  numerous  sharp  turns 
and  poor  surface  in  places,  so  that  the 
average  speed  of  52  miles  an  hour  for  the 
whole  run  represented  an  unusually  credit- 
able performance.  The  start  was  made  at 
10  a.  m.,  and  before  the  finish  of  the  first 
round  two  of  the  English  machines  were 
eliminated;  the  J.  .A.  P.,  ridden  by  Franklin. 


and  C.  Collier's  Matchless.  Metzka,  the 
third  of  the  Austrian  team,  went  down  be- 
fore completing  the  second  lap.  while  all 
three  Frenchmen  met  an  adverse  fate  early 
in  the  race.  Two  of  them  were  thrown 
violently  on  the  turns,  Lalanne  breaking  his 
knee  cap  and  Fauvet  injuring  his  shoulder 
while  Taveneaux's  front  wheel  was  dam- 
aged, putting  it  out  of  line  to  such  an  ex- 
tent that  it  jammed  in  the  forks.  This 
reduced  the  competitors  to  the  four  who 
finished  in  the  order  given. 

A  protest  was  lodged  by  the  English 
team  against  the  Austrian  competitors, 
Nikodem  and  Obruba,  alleging  that  the 
manufacturer  of  the  Puch  machines  wdiich 
they  rode,  provided  automobiles  to  accom- 
pany the  Austrian  riders  and  that  these  cars 
got  in  the  way  of  the  other  competitors  and 
were  the  cause  of  the  numerous  accidents 
that  took  place.  Consideration  of  the  pro- 
test resulted  in  the  rather  odd  decision  to 
permit  Nickodem's  victory  to  stand,  but 
to  return  the  cup  to  France  for  another 
race,  if  need  be. 


A  Race  and  "Strike"  at  Revere. 
James  F.  Moran  was  defeated  by  W"ill 
Stinson,  in  the  twenty-five  mile  handicap 
professional  motorpaced  race  at  the  Revere 
Beach  saucer,  last  Saturday,  28th  inst. 
Moran  had  given  Stinson  and  John  Bedell, 
of  Newark,  two  laps,  and  the  Cambridge 
man  never  allowed  the  Bostonian  to  gain 
until  near  the  finish,  when  Moran  gained 
a  quarter  of  a  lap.  John  Bedell  was  in 
second  position  until  the  twenty-third  mile 
when  his  pacing  machine  got  the  "frets"  and 
the  Jersey  man  was  compelled  to  go  the 
rest  of  the  distance  alone.  The  professional 
sprinters  kicked  at  the  cash  prizes  offered 
so  the  "pro"  sprint  races  were  taken  oft' 
the  program. 


Blockade  of  Coney  Island  Path. 
For  several  weeks  part  of  the  "down" 
path  of  the  Coney  Island  cycle  paths  have 
been  closed  to  travel  for^  no  apparent 
reason.  Despite  the  fact  that  the  blockade 
requires  cyclists  to  use  the  roadway,  which 
is  supposed  to  be  forbidden  ground  and  the 
use  of  which  has  led  to  several  lawsuits,  no 
effort  is  being  made  to  reopen  the  cycle 
path.  The  Park  Commissioner  is  such  an 
urbane  person,  that  it  would  seem  only 
necessary  for  some  Brooklyn  organization 
to  call  his  attention  to  the  state  of  aft'airs 
to  have  it  remedied. 


Rain    Causes   Vailsburg   Postponement. 

Rain  caused  a  postponement  of  the  race 
meet  on  the  calendar  for  Vailsburg  last 
Sunday  and  consequently  the  program  will 
go  over  until  to-morrow,  the  5th.  An  in- 
teresting card  of  events  has 'been  arranged 
for  decision,  one  of  the  "pro"  events  being 
an  milimited  pursuit  race  with  eight  riders 
in  the  fight.  This  will  be  the  first  time 
such  a  race  has  been  held  in  the  East  and  it 
should    prove    interesting. 


THE  BICYCLING  WORLD 


545 


■-METTLING  FINDS  FAVOR  ABROAD 


Little  Yankee  Begins  to  Win  and  "Catches" 
the  Parisians — Several  Records  Cracked. 


points  follows:   Riigere,  5;   Parent,  6;  Bon- 
liijurs,  7;  Laiiticr,  10;  and  BauRc,  12. 


KRAMER  AND  LAWSON  MATCHED 


■  Little  Louis  E.  Mettling,  once  the  "Flying 
Schoolboy  from  Down  East,"  has,  after 
several  attempts,  made  good  on  the  other 
side  of  the  pond.  His  forte  is  following  the 
big  pacing  machines.  At  the  two-days' 
meet  at  the  Veledrome  Pare  des  Princes, 
Paris,  July  14  and  IS,  Mettling  won  the 
feature  event  and,  incidentally,  broke  three 
world's  records.  The  blonde  Bostonian  is 
becoming  as  much  a  favorite  with  Parisian 
race  meets  as  Walthour  and  the  Gauls  are 
making  him  execute  innumerable  "tours  de 
honneur,"  as  they  did  Frank  Kramer. 

The  race  in  which  Mettling  distinguished 
himself  was  termed  the  "Grand  Prix  de  14 
Juillet,"  vvfhich  extended  over  two  days, 
fifty  kilometres  being  ridden  each  day.  Met- 
tling had  as  his  competitors  Parent,  Rugere, 
Lautier,  Bauge  and  Bouhours,  the  latter 
the  24-hour  record-holder.  Mettling  and 
Parent  picked  up  their  respective  pace- 
makers about  the  same  time  and  it  was 
easily  seen  that  the  fight  would  be  between 
these  two.  At  10  kilometres  the  American 
led  by  a  few  yards,  but  was  three  seconds 
behind  the  record  set  by  James  Moran  on 
May  13.  After  this  Mettling  began  to 
"dig"  and  at  20  kilometres  was  leading 
Parent  by  300  yards.  Rugere  was  two  laps 
behind  followed  in  order  by  Bouhours,  Lau- 
tier and  Bauge.  That  he  was  steadily  get- 
ting better  was  attested  by  the  time,  which 
was  only  nine  seconds  behind  Lorgeou's 
record.  The  position  of  the  riders  was  not 
changed  at  30  kilometres,  but  Mettling  had 
broken  the  world's  record  made  last  year 
by  Walthour..  His  time  was  21:S4j^,  thirty- 
four  and  three-fifths  seconds  better  than  the 
time  established  by  the  Southerner.  At  40 
kilometres  Mettling  still  held  the  lead.  His 
time  for  the  distance,  a  new  world's  record, 
was  29:02j^,  the  old  figures  being  by  Wal- 
thour in  29:46. 

The  little  Bostonian  held  his  lead  until 
the  finish  and  when  the  gun  announced  the 
end  was  leading  Parent  by  two  laps. 
Rugere  was  third,  three  laps  behind,  and 
Lautier  fourth,  by  ten  laps.  The  24-hour 
record-holder  finished  fourteen  laps  behind 
the  leader  and  Bauge  fifteen  laps.  Moran's 
time — 36  minutes  llj^  seconds — is  a  new 
world's  record.  The  erased  figures  were 
37:06,  made  by  Louis  Darragon. 

On  the  following  day,  the  15th,  Mettling 
duplicated  his  success  of  the  previous  after- 
noon, although  he  did  not  break  any 
records.  He  finished  2i^  laps  in  front  of 
Rugere,  and  led  Bouhours  by  eight  and  one- 
half  laps].  Parent  was  fourth,  Lautier,  fifth, 
and  Bauge  sixth.  The  time  for  the  SO-kilo- 
metres  (30  miles  80  yards)  was  38:24}^. 
The  result  was  figured  out  on  the  point 
basis,  and,  of  course,  Mettling  won;  he  had 
two   points.      The   score    of   the    others    in 


Walthour   Suffers   Defeat   Abroad. 

Robert  J.  Walthour,  of  Atlanta,  Ga.,  tlie 
world's  champion  pace  follower,  is  not 
doing  so  well  on  his  present  invasion  of 
Europe  as  he  did  last  year.  His  first  two 
races  have  resulted  in  defeats.  Walthour's 
first  race  was  at  Dresden,  on  July  IS,  where 
he  met  Guignard,  Lorgeou  and  Rosen- 
loecher  in  a  100-kilometre  race.  Guignard 
won  in  1  hour  14  minutes  S4  seconds, 
Rosenloecher  finished  second,  11  laps  be- 
hind, and  Lorgeu  was  third  by  21  laps.  The 
American  finished  last,  27  laps  behind  the 
winner.  His  next  race  was  an  hour  affair 
against  Paul  Guignard,  at  Dresden,  on  July 
22.  Walthour  was  defeated  by  14  laps. 
During  the  allotted  time  Guignard  rode  50 
miles  1,066  yards,  breaking  the  local  record. 

Walthour  will  be  the  only  American  to 
contest  the  world's  championships  which 
are  now  in  progress  at  Geneva,  Switzerland. 
Hedspeth,  the  negro,  and  Schwab  ar^  rid- 
ing in  the  sprint  races,  but,  of  course,  they 
only  serve  as  figureheads.  Walthour  won 
the  title  of  world's  champion  in  1904  and 
held  it  last  year  against  the  pick  of  the 
world's  crack  pace  followers.  He  is  especi- 
ally anxious  to  retain  the  title  as  it  will 
result  in  netting  him  several  thousand  dol- 
lars in  contracts. 


Champion  Goes  to  Salt  Lake  for  the  Meet- 
ing— Three  Races  to  be  Run. 


"Jack"   Prince   Flirting  with   Memphis. 

John  Shillington  Prince,  sometimes  called 
the  "Rainmaker,"  and  sometimes  known  by 
less  complimentary  terms,  who  is  one  of 
the  greatest  impresarios  in  the  bicycle  rac- 
ing game,  landed  in  Memphis,  Tenn.,  last 
week,  registered  at  the "  Peabody  and  paid 
his  board  in  advance.  Then  he  scurried 
around  town,  found  some  of  the  old-time 
racing  enthusiasts  and  unfolded  his  scheme. 
There  is  no  record  of  Prince's  ever  having 
been  without  a  scheme.  .  Prince  told  the 
Memphisites  of  his  paying  success  with  the 
Atlanta  saucer  this  year  and  then  said  if 
the  memories  of  the  stirring  finishes  at  the 
old  six-lap  Memphis  track  several  years 
ago  will  be  sufficient  to  bring  out  crowds 
he  will  build  a  track  in  the  Tennessee  city 
and  form  a  Southern  circuit.  At  about  the 
same  time.  Gust  Castle,  the  Atlanta  dealer 
and  promoter,  was  in  Louisville,  Ky.,  with 
somewhat  the  same  plan. 


Motorcycling  from  Kalamazoo  to  California. 

Kalamazoo,  Mich.,  has  a  motorcyclist 
and  nature  student  embodied  in  the  person 
of  John  Elyea,  who  left  that  city  Thursday 
of  this  week  for  Los  Angeles,  Ca.  Elyea 
has  a  number  of  relatives  in  the  latter  place 
and  being  possessed  of  the  laudable  desire 
to  visit  them,  and  see  the  country  as  it 
should  be  seen,  and  being  the  possessor  of 
a  motor  bicycle,  inspired  him  to  gratify 
both  desires  at  the  same  time.  What  route 
Elyea  will  take  in  his  semi-transcontinental 
ride,  he  will  not  decide  until  he  reaches 
Chicago. 


National  Champion  Frank  L.  Kramer 
and  ex-World's  Champion  Tver  Lawson, 
are  to  "have  it  out"  again.  They  have 
been  matched  to  meet  in  a  series  of  three 
races  on  the  Salt  Lake  City  saucer  on 
August  14,  17  and  21.  Kramer  was  due  to 
arrive  in  Salt  Lake  yesterday,  where  he  will 
at  once  begin  training  and  become  accli- 
mated, for  the  champion  realizes  that  he 
will  have  no  easy  task  before  him  to  defeat 
the  almost  invincible  Swede. 

It  is  an  open  secret  that  Kramer  was  not 
in  the  best  of  condition  after  his  arrival 
from  Europe,  while  Lawson  never  has  rid- 
den better  in  his  life  than  at  the  present 
time;  so  far  this  season  he  has  broken 
nearly  a  dozen  long-standing  world's  rec- 
ords. The  forthcoming  battle  between  these 
two  men  naturally  is  arousing  a  deaL  of 
interest  and  numerous  bets  of  real  money 
already  are  recorded.  In  fact,  Dillon  B. 
Burnett,  Kramer's  uncle,  manager  and 
spiritual  adviser,  has  stated  that  he  is  wil- 
ling to  wager  any  sum  from  one  dollar  to 
a  thousand  that  Kramer  will  win  two  of 
the  three  races  to  be  decided.  There  are 
others  who  entertain  an  entirely  different 
opinion,  but  that  is  another  matter.  Inci- 
dentally, Kramer's  Salt  Lake  trip  will  net 
him  enough  to  buy  a  new  sweater.  For  rid- 
ing three  races  he  is  to  receive  $1,000.  The 
distances  are  to  be  at  one,  three  and  five 
miles. 


Poulain  Tries   Pace-following. 

Gabriel  Poulain,  the  world's  champion, 
who  is  one  of  the  few  foreign  riders  that 
has  taken  Frank  Kramer's  measure,  has 
essayed  a  new  role — that  of  short  distance 
pace  following.  He  made  his  debut  in  that 
capacity  at  the  Velodrome  Buffalo,  Paris, 
on  July  19,  and,  incidentally,  made  good. 
Poulain  made  two  tiihe  trials  and  in  one 
succeeded  in  setting  up  new  figures.  His 
first  attempt  was  against  the  kilometre  rec- 
ord, flying  start,  held  by  Henri  Contenet'in 
1:03^.  Paced  by  Hoffman,  the  Frenchman 
succeeded  in  lowering  the  figure  to  58  sec- 
onds. His  next  trial  was  against  "Major" 
Taylor's  S-kilometre  record  of  4:28.  Poulain 
made  a  good  attempt  but  fell  shy  of  the 
mark;   his  time  was  4:31^. 

At  the  same  meet  the  two  Louises — Dar- 
ragon, of  France,  and  Mettling,  of  America 
— met  in  a  match  race  behind  pace.  The 
first  heat  was  a  ten-minute  pursuit  and  Dar- 
ragon, of  France,  and  Mettling,  of  America 
,the  incomparable  Hoffmann  in  front,  won 
out  by  800  yards.  The  distance  covered 
was  7  miles  1,559  yards.  The  second  heat 
was  at  20-kilometres  (about  12J/2  miles), 
and  again  thanks  to  his  superior  pace,  Dar- 
ragon won,  finishing  three  laps  in  front. 
Time,  16:38>^. 


546  THE  BICYCLING  WORLD 


The  Rain  and  Mud  and  Hills 

of  the  R  A.  M.  390  Miles  Endurance  Contest 

Proved  Convincingly 

that  so  far  as  concerns  the 

Yale-California 

"Belt  Troubles"  Have   Been  Eliminated 


and  that  the   Yale-California  Belt,  coupled  with  sound    mechanical  design  and 
construction,  wastes  no  power.     It  was  the  only  belt  machine  that  "survived." 

4   Yale-Californias  Started,  and  3  Completed  the  Strenuous  Journey;    the 
fourth  was  put  out  by  tire  troubles. 


Price,  $175.00 

You  may  pay  more  but  you  cannot  get  more  or  better  for  your  money. 


Are  we  represented  in  your  vicinity? 


THE  CONSOLIDATED  MFG.  CO.,     =     Toledo,  Ohio. 


THE  BICYCLING  WORLD 


547 


AGAIN  THE  "WATER  CYCLE" 


Reappears  After  Long  Period  of  Rest — It 
Floats  and  then  is  Rescued. 


After  having  faded  from  sight  completely 
for  many  years,  the  man  who  has  an  ardent 
desire  to  convince  his  fellows  that  the 
bicycle  is  an  aquatic  bird  and  is  fully  as  effi- 
cient on  water  as  on  land,  has  made  a 
reappearance.  It  is  fitting  to  speak  of  it  as 
such  for  the  man — it  is  more  than  even 
reportorial  courtesy  can  stand  to  call  him 
an  inventer — is  a  stage  carpenter.  He  is 
John  H.  Mitchell  and  when  he  is  not  paying 
out  substantial  portions  of  his  weekly  sti- 
pend to  some  model  maker  for  building  him 
bicycle  boats,  he  sees  that  the  drops  and 
flies  at  the  Casino  hang  so  as  not  to  inter- 
fere with  the  stage  castles  and  "bum  rocks" 
behind  the  footlights. 

To  those  who  can  recall  similar  attempts 
of  this  nature  that  date  back  a  decade  or 
more,  it  is  hardly  necessary  to  describe  this 
alleged  invention.  If  its  builder  had  adver- 
tised for  one  of  these  curios  he  probably 
could  have  saved  himself  the  trouble  of 
buying  a  second-hand  bicycle  and  dis- 
mantling it  to  get  the  frame,  for  doubtless 
the  attics  of  would-be  inventors  who  cher- 
ished a  similar  idea  in  the  past  could  have 
been  made  to  open  up  and  deliver  their 
contents  for  a  consideration  not  greater 
than  that  necessary  to  the  acquirement  of  a 
discarded  bicycle. 

There  is  one  slight  modification  and  that 
consists  of  the  use  of  an  extra  pontoon,  or 
sealed  boat,  instead  of  the  pair  ordinarily 
exployed  to  give  the  required  bouyancy. 
This  third  one  is  placed  ahead  of  the  other 
two  and  is  utilized  for  steering.  The  three 
are  joined  by  a  light  wooden  frame  to  which 
ft  the  bicycle  frame  with  its  handle  bars  and 
saddle  are  attached.  The  pedals,  sprocket 
and  chain  are  also  retained  and  are  used  to 
drive  a  horizontal  shaft  carrying  a  three- 
bladed  propeller. 

"Some  new  fangled  boat  to  shoot  the 
shoots,"  was  the  comment  of  one  of  the 
spectators  who  saw  the  boat  being  taken 
to  the  Harlem  river  last  week,  where  its 
sponsor  pedalled  it  up  and  down  the  river 
for  the  edification  of  knots  of  curious  on- 
lookers. He  had  taken  the  trouble  to  invite 
a  number  of  people  to  witness  the  demon- 
stration, but  somehow  or  other  they  did  not 
take  sufficient  interest  in  the  proceeding  to 
attend.  It  had  been  his  original  ambition 
to  pilot  his  matchstick  craft  down  the  Hud- 
son and  around  the  Battery.  But  the  pro- 
ject had  to  be  abandoned  for  the  more 
peaceful  waters  of  the  Harlem. 

It  is  not  very  wide — this  nondescript 
stream  of  dilute  sewage  with  the  ancient 
Dutch  name — and  it  is  spanned  by  bridges 
at  frequent  intervals,  so  that  those  who 
wished  to  look  on  could  see  all  there  was 
to  be  seen  at  a  glance.  A  few  days  later, 
however,  the  alleged  inventor  undertook  to 
conquer     the     Hudson,     according     to     his 


original  plan,  and  he  started  south  from  the 
foot  of  West  Eighty-third  street  last  Tues- 
day. But  the  Hudson  is  broader  and  far 
more  turbulent  and  it  is  only  possible  to 
look  down  upon  floating  objects  from  the 
upper  deck  of  a  steamer  that  is  close  at 
hand.  Consequently,  every  steamboat  pilot 
that  saw  this  odd  apparition  slowly  making 
its  way  down  stream  was  under  the  impres- 
sion that  it  was  a  man  walking  on  the  water 
and  immediately  started  to  investigate.  The 
wash  from  so  many  propellers  and  paddle 
wheels  that  came  perilously  near,  all  but 
capsized  the  machine  a  dozen  times. 

By  dint  of  hard  propelling  the  combina- 
tion finally  got  as  far  south  as  Cortlandt 
street  with  the  aid  of  the  tide  and  then 
something  went  wrong.  The  pedals  re- 
volved idly  and  the  occupant  of  the  saddle 
could  not  stir  out  of  it  for  fear  of  being 
precipitated  into  the  "big  drink."  A  tug- 
boat pilot  noted  his  predicament  and  pick- 
ing up  rider  and  machine  headed  for  the 
nearest  pier,  but  its  foreman  would  have 
nothing  to  do  with  them.  Repairs  having 
been  effected  by  this  time,  the  combination 
made  a  fresh  start,  but  only  went  about 
three  blocks  before  encountering  fresh 
trouble  which  left  him  at  the  mercy  of  the 
elements.  He  was  rescued  by  the  harbor 
police  from  the  Battery  station  and  was 
persuated  to  go  home,  which  he  did, 
prophesying  the  great  success  of  his  inven- 
tion. 

Apart  from  the  humorous  side  of  the 
matter,  however,  it  must  be  admitted  that 
the  navigation  of  such  a  stream  as  the 
Hudson  "for  a  distance  of  three  miles  or 
more  of  its  busiest  end  is  a  record  perform- 
ance of  its  kind.  There  have  been  bicycle 
boats  galore,  as  already  mentioned,  and 
most  of  them  have  been  a  success  in  their 
way,  at  least  from  their  creators'  point  of 
view,  but  they  have  never  been  tried  out  on 
anything  rougher  or  more  dangerous  than 
the  surface  of  some  wayside  pond  or  small 
inland  lake.  It  would  be  hard  to  find  a 
more  traffic-congested  waterway  than  the 
lower  end  of  the  Hudson  and  the  wash  from 
constantly  passing  steamers  of  all  kinds  is 
a  serious  menace  to  any  very  small  craft. 
At  times  such  a  navigator  will  find  himself 
surrounded  on  all  sides  by  steamers  which 
are  but  a  short  distance  away  and  their 
wash  will  attack  him  simultaneously  from 
three  or  four  sides  when  nothing  but  good 
management,  supplemented  by  fortune,  will 
avert  swamping.  Mr.  Mitchell  explained 
his  breakdowns  by  the  fact  that  his  machine 
was  only  made  from  odds  and  ends,  and 
that  one  properly  built  would  give  far  bet- 
ter results,  about  the  value  of  which  he  was 
very  optimistic. 


FIFTEEN  FINISH  IN  BUNCH 


Mock  Inches  in  Front  in   Closest  Race  in 
Years  on  Long  Island  Course. 


North  street,  Danvers,  Mass.,  which  has 
been  closed  to  motorcycles  and  automobiles 
for  some  time,  has  been  re-opened  to  these 
vehicles  by  the  selectmen  and  the  rate 
of  speed  fixed  at  not  exceeding  eight  miles 
an  hour.  The  order  goes  into  effect  in 
sixty  days. 


Charles  Mock,  the  bald-headed  veteran 
of  the  Century  Road  Club  of  America,  made 
a  double  killing  in  the  five-mile  handicap 
road  race  promoted  by  the  Park  Circle  Club 
of  Brooklyn,  at  Valley  Stream,  L.  I.,  last 
Sunday,  29th  ult.  Mock  started  from 
scratch  and  won  both  time  and  place  prizes. 
Riders  of  the  Edgecombe  Wheelmen  made 
a  big  bag,  getting  five  of  the  ten  prizes 
offered. 

The  race  was  exciting  from  start  to  finish. 
The  limit  men  had  four  minutes  and  started 
to  break  records  from  the  crack  of  the  gun. 
But  if  they  entertained  any  idea  of  losing 
the  scratch  men  they  thought  differently 
after  the  race.  When  they  received  the 
signal  to  go  the  scratch  men  started  off 
with  a  rush,  as  though  they  had  only  one 
mile  to  go  and  the  result  was  that  they 
caught  the  long  markers  at  three  miles. 
From  then  on  it  was  like  taking  candy  from 
an  infant  for  Mock  and  McDonald. 

The  finish  was  the  closest  that  has  taken 
place  in  an  open  road  race  for  years.  Fif- 
teen men  were  bunched  at  the  tape.  Mock, 
gave  one  of  his  old-time  jumps  and  beat 
McDonald  by  a  few  inches.  "Hard  Luck" 
Wilcox,  of  the  National  Athletic  Club,  was 
third.  One  of  Tom  West's  horse  blankets 
could  have  sheltered  the  rest  of  the  bunch. 
Mock's  time  for  the  five  miles  was  12  min- 
utes 29  seconds,  which  is  going  just  a  little. 
This  is  the  way  the  riders  finished: 

1,  Charles  Mock,  C.  R.  C.  of  A.  (scratch); 
2,  Urban  McDonald,  Tiger  Wheelmen 
(scratch);  3,  Arthur  R.  Wilcox,  National 
A.  C.  (0:20);  4,  Otto  Brandes,  Edgecombe 
Wheelmen  (0:20);  5,  Frank  Lane,  Edge- 
combe Wheelmen  (0:20);  6,  John  Eubank, 
Park  Circle  Club  (0:45);  7,  Reese  Hughes, 
Edgecombe  Wheelmen  (0:30);  8,  Samuel 
Morrisson,  Edgecombe  Wheelmen  (1:00); 
9,  Richard  Hughes,  Edgecombe  Wheelmen 
(4:00);  10,  Peter  J.  Baum,  Tiger  Wheelmen 
(0:15). 


Hinck  Leads  Field  of  Eighteen. 

H.  Hinck,  of  the  Century  Road  Club 
Association,  won  the  five-mile  handicap 
road  race  for  members  of  that  organization 
at  Valley  Stream,  L.  I.,  last  Sunday,  29th 
ult.  Hinck  had  a  handicap  of  ISO  yards,  and 
finished  well  ahead  of  the  second  man, 
George  Glunz,  who  started  from  scratch. 
His  time  was  13:18'<^.  Eighteen  riders  on 
marks  from  scratch  to  400  yards,  lined  up 
for  the  start.  Hinck  used  good  judgment 
throughout  the  race  and  when  the  time 
came  to  pull  away  from  the  bunch  he  had 
the  strength  and  speed  to  turn  the  trick. 
The  summary:  1,  H.  Hinck  (150  yards), 
13:18f^;  2,  George  Glunz  (scratch),  13:22; 
3,  I.  Lewin  (100  yards),  13:22^;  4,  A.  Le- 
win  (250  yards),  13:224^;  S,  C.  H.  Burch 
(scratch),  13:23. 


548 


THE  BICYCLING  WORLD 


Bustleton  in  Pennsylvania 

is  not  a  very  large  place,  but  its  inhabitants 
appreciate  the  value  of  bicycles  and  know 
how  to  add  to  their  pleasure  and  their  safety, 
that  is,  by  equipping  the  bicycles  with  coaster 
brakes.  That  they  are  discriminating  in  their 
choice  and  that  use  has  proven  the  wisdom 
of  their  choice,  let  the  following  bear  witness: 


We  the  undersigned  all  ride  the  Morrow  Coaster  Brakes 
and  find  them  very  satisfactory.  We  wish  to  state  that  most 
of  these  brakes  have  been  run  from  three  to  five  years  and 
have  given  entire  satisfaction  both  as  to  running  and  wearing 
qualities. 


HORACE  W.  LODGE 
JOHN  F.   BRADLEY 
J.  R.  HARVEY 
WM..M.  FULMER,  JR. 
CHARLES  E.  PRICE 
ABRAM  L.  BOORSE 
J.  EVAN  DUNCAN 
THOMAS  SEES 
PAUL  TUSTIN 
JOHN  T.  MICHENER 
HARRY  L.  BUCKMAN 
HAWARD  G.  TOMLINSON 
JOSEPH  S.  LETTERER 
HOWARD  SEES 
FRED.  K.  MURRAY 
ARCHIE  DANIR 
M.   D.   STOUDT 


WM.  L.  McMillan,  jr. 

R.  B.  TWINING 

J.  O.  McMULLIN,  JR. 

derwood  sharp 
piarland  s.  parry 
wm;  froaps 
j.  s.  pearson 
s.  herbert  starkey 
harry  coar 
herman  kuhn 
chas.  w.  justice 
jacob  t.  robinson 
christ  berler 
chester  w.  adams 
harry  s.  townsend 
george  a.  murray 
robert  murray 


THE  BICYCXING  WORLD 


549 


"BACKSLIDER"  TRIES  TOURING 


Finds  it  More   Enjoyable   than  in   Former 
Years — Here's  his  Story. 


"Distance  certainly  does  lend  enchant- 
ment to  the  view  and  there  is  nothing  the 
saying  applies  to  with  more  force  than  the 
fond  recollections  we  have  of  the  pastimes 
of  younger  days,"  said  an  old  cyclist  not 
long  ago.  "We  are  constantly  thinking 
what  a  pleasure  it  would  be  to  return  to  our 
haunts  of  old  and  take  up  the  occupations 
of  days  gone  by,  and  the  funny  thing  is  that 
as  long  as  we  only  think  of  it  and  cherish 
the  illusion  closely,  there  is  no  disappoint- 
ment in  store,  but  the  man  who  is  rash 
enough  to  try  to  turn  back  the  score  of 
years  or  more  and  imagine  that  he  will  find 
things  now  as  they  were  then  and  as  he 
thinks  they  are  at  the  present  moment,  is 
bound  to  be  sadly  disappointed.  The  old 
home  is  gone,  or  it  is  occupied  by  total 
strangers  and  the  old  folks  have  all  died 
or  disappeared  and  instead  of  finding  him- 
self in  the  role  of  the  returned  prodigal,  the 
glad  homecomer  soon  realizes  that  he  is 
but  a  stranger  in. a  strange  land  and  hikes 
back  to  where  he  came  from  by  the  very 
next  steamer., 

"I  put  in  considerable  time  railroading  in 
the  Monroe  Doctrine  country — those  little 
republics  south  of  the  Mexican  border  and 
a  more  God  forsaken  land  for  a  real  white 
man  to  have  to  exist  in  would  be  hard  to 
find.  There  were  always  a  number  of 
Scotchmen  or  Englishmen  on  every  one 
of  those  roads;  there  are  to-day  and  there 
always  will  be  and  outside  of  gambling 
away  their  hard-earned  coin  the  only  pas- 
time those  poor  fellows  have  is  to  sit  down 
in  the  evening  and  compare  notes  with  one 
another  as  to  when  they  will  quit  and  break 
for  home  and  how  delighted  the  old  folks 
will  be  to  see  them.  Hardly  one  in  ten  ever 
does  it — they  keep  on  talking  it  over  and 
thinking  of  it,  but  the  time  seldom  comes 
for  the  majority  of  them.  And  the  one  that 
does  comes  back  again — sometimes  on  the 
same   steamer  that  took  him   away. 

"The  same  thing  applies  to  pastimes,  too. 
We  think  of  how  we  would  like  to  go 
swimming  in  the  creek  again,  and  eat  raw 
chestnuts  by  the"  pint  and  all  such  juvenile 
foolishness,  but, when  we  see  the  creek  it 
is  not  the  same.  It,  is  a  vile,  filthy  looking 
little  stream  and  we  woiideT  how  we   ever 

.sat  down  iii  the  rnud  on  its  banks  or  had 
the  temerity  to  actually  get  into  such  dirty 

..water,    consoling,  ourselves    with     the     old 

.man's  .plaint  that  things  are  jio  longer  .what ' 

\;they7W.ere  in  the  good,  old  days.  And  the 
chestnutST— no  healthy  .boy  .would  ever,  stop 
eating  raw  chesthtits  while  the  supply 
lasted.     But  now  they  taste  like  raw  pota- 

,,toes  and  one  is  more  than  sufiicient;  it  isn't 

, swallowed. 

Every  n.iall,,\v.ho  has  lived. to  a  certain  age 

r.knows   ajl   these  tffings,  and'  if  he   doesn't, 


but  is  still  cherishing  that  fond  delusion 
about  going  back  to  the  old  days  some  time, 
let  him  keep  away  and  not  meet  with  griev- 
ous disappointment.  But  I  want  to  say 
that  there  is  one  thing  that  never  palls,  no 
matter  how  late  in  the  day  you  go  back  to 
it,  and  that  is  the  bicycle.  I  have  never 
given  it  up  altogether,  but  it  was  quite  a 
number  of  years  since  I  had  used  it  for 
anything  but  an  occasional  ride,  though  I 
kept  thinking  all  along  how  nice  it  would 
be  to  retrace  some  of  the  tours  of  bygone 
days,  and  the  thing  kept  going  through  my 
head  so  constantly  that  finally  the  idea  took 
possession  of  me  and  I  rashly  decided  to 
try  it. 

"And  while  I  was  about  it  I  determined 
to  go  the  whole  thing.  I  raked  up  one  of 
those  diamond  frame  touring  bags  that 
strap  in  the  open  part  of  the  frame.  I  had 
indulged  in  a  good  leather  one  years  ago 
so  that  apart  from  a  little  green  mold  and 


CHRONIC  KICKER 

IS  ALWAYS  DIS- 
APPOINTED IN 

HOIKAIIsmHTTIIIEUPE 

IT'S  TOO  GOOD  FOR  HIM 


DOES  NOT  DRY  UP 


Morgans  Wright 

CHICAGO 


NEW    TOUK    BRANCH    814-2M    WEST    47TH    ST. 


a  general  air  of  mustiness,  it  was  still  intact. 
Took  an  old  suit  of  knickerbockers  and  old 
clothes  in  every  other  respect..  Put  a  tooth- 
brush and  a  clean  collar  in  the  kit,  filled 
it  up  with  spares  of  one  kind  or  another  and 
set  out  to  retrace  the  route  of  a  tour  that 
I  had  made  almost  fifteen  years  previous. 
Then  I  had  a:  partner,  but  as  he  ha'd  a  habit 
.of  breaking  down  every  fifty  miles  on  an 
average  and  as  I  had  to  do  the  tinkering 
because  he  didn't  know  enough  about  his 
ma'chine  to  take  care  "^of  it,  I ;  thought "  it 
was  just  as  well  to  do  it  alone  this  time. 
At  all  events  I  wouldn't  have  any  bicycle 
but  my  own  to'  take  care  of  and  I  set  6ut 
on  that  in  exactly  the  condition  I  found'  it 
except  for  a  little  attention  to  the  tires  in 
the  way  of  pumping.  What  is  more,' I  was 
scimevvhat  afraid  of  being  laughed  at  if  1 
undertook   to   find   a   partner   for   a   bicycle 


tour,  for  who  ever  heard  of  such  a  thing 
to-day  around  here?  No,  solitary  enjoy- 
ment would  be  good  enough  for  me,  so  I 
stole  away  without  noising  my  departure 
around  unnecessarily  as  if  I  were  escaping 
from  justice,  and  I  started  good  and  early 
in  the  morning  so  that  there  would  be  no 
unnecessary  questions  about  the  bulging 
touring  case  in  the  frame.  I  must  have 
looked  as  if  I  had  stepped  out  of  a  picture 
of  ten  years  ago,  but  I  was  well  beyond  the 
ken  of  those  who  knew  me  well  enough  to 
ask  impertinent  questions  long  before  the 
majority  of  people  think  of  folding  their 
breakfast   napkins. 

.  "The  curious  stares  that  greeted  me  on 
all  sides  were  somewhat  disconcerting,  I'll 
admit,  and  some  of  the  remarks  I  overheard 
were  edifying  if  not  flattering.  'My  sakes, 
what  a  holy  show,'  chirped  some  factory 
girls  on  their  way  home,  as  I  pedalled  up 
the  back  street'  of  a  sinall  manufacturing 
town  in  Delaware.  I  forgot  to  mention 
that  the  tour  was  from  New  York  to  Wash- 
ington. 

"  'Git  onter  der  travellin'  bisickle  guy,' 
was  the  comment  of,  some  Philadelphia 
gamins,  while  another  ventured  that  I  'wuz 
agoin'  on  a  bet'  and  he  was  ready  to  fight 
all  that  disagreed  with  his  conclusion  in  the 
matter  without  further  talk.  They  were 
still  arguing  things  hotly  when  I  passed  out 
of  earshot. 

"I  took  things  leisurely  and  restrained 
my  ambition  to  keep  going, or  rather  to 
overdo  the  thing  by  not  making  a  bit  over 
50  miles  a  day..  The  schedule  worked  fine. 
I  did  not  tire  myself  out  and  I  was  fresh 
when  I  arrived  at  a  stopping  place  in  the 
evening  and  fresh  again  in  the  morning. 
Something  that  was  not  always  the  case  in 
my  earlier  touring  days,  for  we  made  all  the 
distance  we  could  each  day — arrived  tired 
out  and  got  up  the  next  morning  aching  in 
every  joint.  That  was  what  I  wanted  to 
avoid  and  taking  it  easy  was  an  effective 
preventative. 

But  the  thing  that  I  established  to  my 
satisfaction  better  than  anything  else  was 
that  bicycle  touring  was  not  like  the  raw 
chestnuts  of  my  youth.  I  enjoyed  it  not  alone 
as  much  but  I  think  a  great  deal  more  than 
I  did  the  first  time  I  have  ever  gone  over 
that  route.  Things  had  changed  mightily 
to  be  sure,  but  what  was  more  interesting 
than  to  remember  the  way  it  was'  and  to 
see  it  now  that  the  accomplishments  of  fif- 
teen years  of  improvements  had  been  made 
in  it.  On  the  whole,  the  roads  are  far  bet- 
ter. They  are  not  as  free  and  unrestricted 
for  the  cyclist  as  they  w'ere  for' the  auto- 
mobile has  come  on  the  ^stage- since  and 
holds  a  large  part  of  theycenter  of  it,  but 
there  is  plenty  of  room  for  both.  Besides 
the  automobile  has  taken  up  the  good  roads 
question  where  the  cyclist  dropped  them 
and  has  made  substantial  progress  so  at 
least  that  much  is  owing  to  the  motor  car. 

"I  was  never  so  agreeably  disappointed 
and  when  I  got  home  from  my  trip  of  500 
miles,  which  I  covered  in  a  fortnigh'i,  count- 


550 


THE  BICYCLING  WORLD 


ing  a  day  or  two  spent  in  the  capitol  city, 
I  had  not  only  thoroughly  enjoyed  my 
vacation,  but  I  felt  and  plainly  showed  the 
benefits  of  it.  I  was  a  disreputable  object 
to  be  sure,  but  I  was  so  proud  of  my 
achievement  and  its  result  that  I  did  not 
attempt  to  slink  back  the  way  I  had  started 
out,  but  boldly  arrived  in  broad  daylight 
to  the  great  surprise  of  those  who  had 
missed  me.  You  can  put  me  down  as  saying 
that  bicycle  touring  is  something  that  is 
perennially  young.  A  man  who  has  once 
enjoyed  it  will  find  it  is  all  that  his  fondest 
memories  of  bygone  days  picture  and  the 
man  who  has  never  tried  it  will  realize  for 
the  first  time  that  he  has  never  really  seen 
the  country  he  lives  in — although  I'm  almost 
ashamed  to  confess  that  only  after  a  lapse 
of  years  have  I  fully  awakened  to  the  fact." 


How  Wheels  Hammer  the  Highways. 

Wheels  on  a  road  have  wearing  effects 
largely  depending  upon  the  intensity  of 
their  pressure  per  unit  area  of  surface.  The 
intensity  of  pressure  of  the  wheels  of  a 
loaded  omnibus  or  other  large  vehicle  is 
much  greater  than  that  of  a  steam  roller,  so 
that  after  a  road  has  been  properly  made 
and  steam-rolled,  the  wheels  of  heavy  vehi- 
cles will  "dig  in"  and  form  ruts.  A  roller, 
in  passing  over  road  metal  formed  of  stones 
and  sand,  does  not  bear  equally  over  the 
surface,  but  rests  to  a  great  extent  on  the 
stones,  leaving  the  sand  comparatively  soft, 
so  that  heavily-laden  narrow  wheels  easily  ■ 
cut  the  road  up.  A  pneumatic-tired  wheel 
having  a  yielding  surface,  exerts  practically 
equal  pressure  all  over  its  area  of  contact; 
while  progressing  over  the  road,  it  to  a 
great  extent  absorbs  any  obstacles  it  may 
meet,  and  consequently  does  not  hammer 
the  road  to  anything  like  the  extent  an  iron 
or  even  solid  rubber  tire  does.  The  dia- 
meter of  wheels  has  a  great  influence  on 
the  hammering  action,  as  has  also  the  effi- 
ciency of  springing  of  the  vehicles.  A 
larger  wheel  occupies  a  longer  period  in 
rising  on  to  and  falling  from  an  obstacle, 
and  consequently  the  blow  on  the  road  is 
less  than  with  the  same  load  on  the  road  is 
less  than  with  the  same  load  on  a  wheel  of 
smaller  diameter  and  the  same  width. 


When  Quick  Action  is  Necessary. 

Conimentiiig  apon  the  more  or  less  prev- 
alent practice  indulged  in  by  the  passengers 
of  runaway  street  cars,  the  Irish  Cyclist  is 
guilty  of  the  Hibernianism  that  "It's  the 
people  who  stick  on  that  come  off  best." 
And  this  is  borne  out  by  the  fact  that  in  the 
majority  of  cases  the  only  persons  injured 
are  those  who  have  thrown  themselves  oflf 
headlong  and  come  in  violent  contact  with 
the  road.  Whether  the  same  rule  of  proce- 
dure should  be  followed  in  the  case  of  los- 
ing control  of  the  bicycle  is  a  question  that 
must  depend  more  upon  the  surrounding 
circumstances  than  anything  else. 

A  runaway  on  a  long  steep  hill  is  not  apt 
to  prove  dangerous  if  it  is  straightaway  and 
the  rider  does  not  lose  his  head.  The 
greatest  risk  involved  is  the  chance  of 
something  coming  out  of  a  side  road  sud- 
denly and  without  sufficient  warning  to 
enable  it  to  be  avoided.  As  a  rule,  it  is 
better  to  stick  to  the  saddle  under  such 
conditions,  however,  making  every  effort 
to  get  the  speed  under  control,  meanwhile, 
as  a  resort  in  the  face  of  danger,  the  old- 
time  habit  of  braking  with  the  shoe  be- 
tween the  front  forks  is  a  valuable  asset. 

If  sharp  turns  and  obstructions  are  com- 
bined with  a  steep  descent,  the  sooner  the 
cyclist  strikes  "terra  cotta,"  as  the  Irish- 
man put  it,  the  better  it  will  be  for  him. 
There  is  far  less  risk  of  injury  from  striking 
the  ground  when  leaving  the  bicycle  while 
traveling  at  a  speed  of  IS  to  20  miles  an 
hour  than  there  is  in  meeting  an  obstruc- 
tion. The  jump,  if  such  it  can  be  called, 
will  naturally  be  rearward,  but  upon  collid- 
ing with  an  obstacle,  the  parting  will  take 
the  form  of  a  flight  forward  and  both  its 
start  and  finish  will  be  decidedly  of  the  im- 
pulsive order.  Alighting  hurriedly  by  way 
of  the  rear  will  doubtless  not  constitute  a 
graceful  performance,  but  at  the  worst,  it 
should  not  involve  anything  more  than 
bruised  hands  and  knees. 


Dog   Detective   to   the   Rescue. 

Brussels  has  a  dog  detective  it  is  proud 
of.  For  some  time  in  tlie .  darker  parts  of 
the  city  cyclists  have  been  assaulted  and 
their  wheels   stolen.     A   special   police   ser- 


vice was  organized  to  stop  those  crimes. 
It  so  happened  that  one  of  the  officers 
charged  with  this  service  possessed  a  dog 
whose  natural  intelligence  has  been  quick- 
ened by  the  best  professional  training 
which  his  master  could  give  him.  The  dog 
was  pressed  into  the  service.  On  Monday 
evening,  as  his  owner  was  unsuspiciously 
passing  some  piles  of  masonry  on  waste 
ground,  the  dog  became  restlessly  alert, 
and,  rushing  among  all  the  ins  and  outs, 
soon  led  the  officer  to  the  hiding  place  of 
five  of  the  worst  thieves  known  to  the 
Brussels  police.  The  spectacle  of  five  men 
being  "shepherded"  to  jail  by  one  police 
officer  and  a  dog  attracted  much  attention. 


Cycle  Travel  Across  London  Bridge. 

In  the  course  of  twelve  hours  on  an 
average  day  no  less  than  4,879  bicycle  riders 
and  134  motorcyclists  pass  over  Putney 
Bridge,  London.  And  as  this  is  only  one  of 
the  several  main  outlets  to  the  metropolis 
which  is  said  to  have  no  unusual  share 
of  the  traffic,  the  figures  give  some  idea  of 
the  number  of  both  kinds  of  cycles  used. 
They  are  the  result  of  a  census  recently 
taken  and  strangely  enough  when  com- 
pared with  similar  figures  taken  a  year  pre- 
vious, show  a  decided  falling  off  in  the 
number  of  bicycles  that  is  only  slightly 
counteracted  by  the  increase  in  the  number 
of  motorcycles.  The  latter  figures  were 
5,920  bicycles  and  93  motorcycles  in  twelve 

hours. 

How  Bicycles  Improved  Town's  Health. 

According  to  a  French  physician,  the 
bicycle  mainly  is  responsible  for  a  greatly 
lowered  death  rate  in  Toulouse,  a  place  that 
is  notorious  for  its  utter  lack  of  those  sani- 
tary precautions  that  are  now  deemed  indis- 
pensible  to  hygienic  conditions.  The  popu- 
larity of  the  bicycle  is  given  as  the  cause 
of  the  general  good  health  enjoyed  as  it 
enables  a  large  portion  of  the  population 
to  live  outside  of  the  town  amid  far  better 
surroundings.  This  is  the  substance  of  an 
official  report  made  by  a  medical  faculty 
appointed  to  investigate,  and  a  census  of 
the  number  of  persons  employing  this  mode 
of  locomotion  in  going  to  and  from  work 
substantiates    it. 


^ 


KELLY  BARS 

USED  WHEREVER  QUALITY  AND  COMFORT  ARE  APPRECIATED 

AFRORD     25     CHANGES     OF     ROSITIOIM. 

KELLY    HANDLE   BAR   CO.,  -  -  Cleveland,    Chlo. 


The  Bicycling  World 


AND  MOTORCYCLE  REVIE 


Volume  LIII. 


New  York,  U.  S.  A.,  Saturday,  August  vL^906.C^ 


WOOSTER  DOES  NOT  APPEAR 


Subpoena    was    not    Properly    Served — His 
Brother   and   Lawyer    Give   Testimony. 


Those  creditors  of  William  Wooster,  late 
of  a  cellar  on  Barclay  street,  New  York, 
who  assembled  before  Commissioner  Alex- 
ander in  the  Post  Office  building  on  Mon- 
day last  in  anticipation  of  hearing  some  of 
the  details  of  the  ugly  stories  that  have 
been  afloat,  confirmed  by  the  probing  of 
counsel  into  the  beautiful  $18,000  failure  of 
the  "alleged  bankrupt,"  were  doomed  to 
disappointment.  Wooster  failed  to  put  in 
appearance,  although  he  had  been  duly 
subpoenaed  to  attend.  Nor  was  Samuel 
Kahan,  his  reputed  counsel — who  said  that 
he  had  never  seen  his  client  but  once — in  a 
position  to  say  when  or  where  he  could  be 
found,  or  that  he  had  not  departed  for  parts 
unknown. 

When  asked  if  the  settlement  offered  at 
the  creditors'  meeting  last  week  of  25  per 
cent.,  10  per  cent,  cash  and  15  per  cent,  in 
notes  indorsed  by  Wooster's  father  and 
brother,  had  been  increased,  Kahan  replied 
that  it  certainly  had  not  been  increased  to 
his  knowledge— 'in  all  probability  decreased, 
although  he  vehemently  maintained  that  his 
client  was  solvent  and  could  pay  100  cents 
on  the  dollar.  Although  he  said  he  had  not 
been  formally  retained  and  did  not  know 
the  exact  whereabouts  of  his  client,  whom 
he  had  not  seen  since  the  Friday  previous, 
Kahan  appeared  as  Wooster's  attorney  of 
record  and  said  that  he  had  drawn  a  bill  of 
sale  of  one  of  Wooster's  recently  estab- 
lished branch  houses  at  519  Sixth  avenue, 
Brooklyn,  to  his  father,  John  Wooster,  and 
that  this  transaction  took  place  within  48 
hours  or  less  of  the  filing  of  the  petition 
in  bankruptcy. 

The  petitioning  creditors  were  repre- 
sented by  Bodine  &  Liebman,  and  although 
it  is  alleged  that  the  petition  was  essentially 
a  friendly  one,  engineered  entirely  by  the 
Manhattan  Storage  Co.,  there  was  no  ques- 
tioning along  this  line.  It  has  developed 
tliat  Simon  Goldberg,  whose  claim  amounts 


to  ,$120,  is  or  was  an  employee  of  the  so- 
called  storage  company — the  chief  petition 
ing  creditor — and  that  Henry  .Lee  Stanley, 
who  wants  $250  of  the  "alleged"  bankrupt's 
assets,  is  a  money  lender  or  something  of 
the  sort. 

Attorney  Oppenheimer,  of  Thomas  & 
Oppenheimer,  who  are  prosecuting  the 
case  for  the  receiver  under  retainer  from 
the  latter's  original  counsel,  devoted  his  at- 
tention to  a  possible  relation  that  might  be 
shown  to  exist  between  Messrs.  Kahan, 
representing  Wooster,  and  Bodine,  repre- 
senting the  Manhattan  Storage  Co.,  both 
attorneys  having  offices  in  the  same  build- 
ing within  a  few  doors  of  one  another,  and 
each  of  whom  was  placed  on  the  witness 
stand.  Nor  was  his  probing  at  all  indirect; 
but  even  the  question  "Is  it  not  a  fact  that 
this  whole  business  was  hatched  up  between 
you  right  in  the  office  of  Bodine  &  Lieb- 
man?" did  not  elicit  any  information. 

Failing  the  star  attraction  in  the  shape 
of  Wooster  himself,  whom  his  counsel  testi- 
fied he  was  unable  to  produce,  a  younger 
brother,  Ernest  Wooster,  was  taken  in 
hand.  He  testified  that  he  was  in  business 
at  110th  street  and  Fifth  avenue  as  a  bicycle 
dealer,  where  he  had  been  for  nearly  a  year, 
having  bought  out  the  previous  occupant 
for  the  sum  of  $125.  The  witness's  answers 
were  evasive,  indirect  and  rambling,  and 
continued  questioning  at  great  length  was 
productive  of  little  information  of  valu.e. 
After  two  hours'  fruitless  probing  in  the 
attempt  to  show  that  the  business  had  been 
bought  with  the  bankrupt's  money  and  was 
run  as  a  branch,  during  which  it  developed 
that  the  so-called  purchase  of  the  place  had 
been  by  John  Wooster,  the  father,  with 
William's  money,  and  the  sale  had  been 
from  John  to  Ernest  Wooster  in  the  name 
of  William  while  the  latter  was  abroad, 
also  that  little  or  nothing  sold  there  was 
obtained  from  anyone  but  William  Wooster 
and  that  Ernest  drew  what  appeared  to  be 
a  regular  salary,  the  hearing  was  adjourned 
until    Wednesday. 

The  star  witness  was  equally  minus  at  the 
adjourned  hearing,  and  the  examination  of 
tiie  younger  brother,  who  had  in  the  mean- 
(Continued  on  next  page) 


No.  20 


MEETING 

Desires   Creditors   to   Discuss   Consolidated 
Affiairs — Business  now  Paying  a  Profit. 


In  all  probability,  the  future  of  the  Con- 
solidated Mfg.  Co.,  Toledo,  Ohio,  will  be 
settled  at  a  meeting  of  the  creditors  which 
the  receiver  has  fi.xed  for  Monday  ne.xt, 
13th  inst.;  it  will  take  place  in  the  Boody 
House,  Toledo. 

There  seems  not  a  ghost  of  a  chance  that 
the  creditors  will  not  vote  to  continue  the 
valuable  business,  but  as  the  time  has  ar- 
rived when  preparations  for  next  year  must 
be  made.  Receiver  Robinson  states  that  he 
desires  to  obtain  the  views  and,  as  far  as 
possible,  respect  the  wishes  of  the  creditors 
concerning  a  reorganization  or  a  continu- 
ance of  the  business  under  the  receiver. 

Since  he  took  charge  on  May  2nd  last, 
the  plant  has  been  operated  at  a  profit,  not, 
however,  taking  into  consideration  the  in- 
terest accruing  on  the  old  indebtedness  that 
dragged  down  the  company.  Tf  ways  ca  i 
be  devised  to  lift  this  burden,  there  seem.-- 
small  doubt  but  that  the  plant  will  at  once 
become  a  good  profit-payer. 


Reports  Australian  Trade  Good. 
"Business  in  Australia  is  very  good  and 
my  returns  are  increasing  each  day.  In 
my  several  establishments,  I  do  about  $3,000 
per  month  in  American  fittings  alone,"  is 
the  substance  of  a  communication  from 
Herbert  H.  Smith,  the  Melbourne  importer. 
As  proof  of  his  prosperity  he  has  but  just 
removed  into  much  larger  quarters  at  290- 
294  Lonsdale  street,  Melbourne,  and  desires 
the  American  trade  to  know  it.  Smith  adds 
that  he  is  at  all  times  open  to  deal  with 
any  concern  ready  to  give  him  sole  repre- 
sentation in  his  part  of  the  world. 


The  Retail  Record. 

Milton,  Wis. — E.  S.  Babcock  &  Son,  sold 
bicycle   department  to   Carl   Gray. 

Lincoln,  Neb.— H.  E.  Sidles  Cycles  Co,, 
sold  bicycle  department  to  J.  A.  Anderson 
&  Co. 


56? 


THE  BICYCLING  WORLD 


WOOSTER  DOES  NOT  APPEAR 

(Continued  from  preceeding  page) 

time  produced  his  books  and  papers,  was 
proceeded  with.  The  latter  confirmed  the 
facts  brought  out  at  the  previous  examina- 
tion and  also  showed  that  he  had  deposited 
about  $350  in  the  State  Savings  Bank  since 
May  last  in  sums  ranging  from  $25  to  $85 
although  the  books  showed  that  he  only 
drew  $10  a  week. 

At  the  examination  on  Wednesday,  it 
came  out  that  the  subpoena  had  been  served 
upon  Wooster  by  Kahan,  his  attorney,  in- 
stead of  by  a  United  States  Marshal,  in  ac- 
cordance with  the  provisions  of  the  bank- 
ruptcy act.  Consequently  the  time  in  which 
Wooster  was  required  to  answer  the  sub- 
poena or  be  adjudged  a  bankrupt  had  not 
begun  to  run.  Had  Wooster's  coun- 
sel held  out  on  this  point  the  proceedings 
would  have  been  at  a  deadlock  until  the 
subpoena  could  be  served  in  the  regular 
manner,  but  the  defect  was  waived  and  after 
a  further  argument  it  was  also  stipulated 
that  Wooster  be  formally  adjudicated  a 
bankrupt,  which  was  done,  the  papers  being 
signed  the  next  day  by  Judge  Haugh,  of 
the  U.  S.  District  Court,  William  L.  Allen 
being  appointed  the  referee  in  bankruptcy. 
The  hearing  was  then  adjourned  until  Fri- 
day the  17th  inst.,  in  order  to  give  an  op- 
portunity to  produce  the  bankrupt.  Com- 
missioner Alexander  expressed  his  willing- 
ness to  make  the  subpoena  returnable  with- 
in half  an  hour  should  Wooster  be  found 
before  then,  so  that  the  date  of  the  ad- 
journed hearing  will  depend  upon  the  latter 
fact. 


WHEN  A  THREAD  SLIPS 


One  of  the  Most  Aggravating  Troubles  and 
an  Extemporized  Repair. 


The  Man  with  the  Swelled  Head. 

The  fellow  who  has  not  enough  pride  in 
his  work  to  get  an  occasional  swelled  head 
about  it  when  he  achieves  any  special  suc- 
cess, is  not  sufficiently  interested  in  it  to 
deserve  success.  The  vital  question  is,  what 
will  be  the  after  effect  of  his  egotism  upon 
himself;  will  it  inspire  him  to  go  at  it  again 
or  prompt  him  to  stop  and  try  to  look 
pretty  at  himself  in  the  mirror  of  self-con- 
templation, says  an  exchange. 

Egotism,  like  the  measles,  seems  to  be  a 
peculiarity  to  which  all  members  of  the 
human  race  are  subject  and  the  earlier  its 
more  malignant  form  of  attack  can  be 
brought  out  the  better.  The  victim  has 
more  time  to  recover  then  and  he  usually 
makes  such  a  noticeable  fool  of  himself  that 
he  gets  plenty  of  ridicule  as  a  counter- 
irritant.  One  severe  attack,  if  recovered 
from,  is  usually  sufficient  inoculation  against 
a  variety  of  serious  future  attacks  upon  a 
man's  good  sense  later  in  life. 

At  the  same  time  the  man,  be  he  in 
charge  of  the  sweeping  department  in  his 
employer's  ofiice  or  in  charge  of  the  office 
as  employer  and  manager  of  a  thousand 
men,  who  does  not  let  a  certain  amount  of 
pride  in  his  business  crop  out  occasionally 
is  pretty  surely  running  a  business  of  which 
he  has  nothing  to  be  proud. 


Of  all  the  unhappy  failures  of  a  machine 
on  the  road,  and  of  all  the  causes  which 
lead  to  such  mishaps,  probably  none  can 
throw  the  rider  into  greater  confusion  and 
misery  than  those  caused  either  directly 
or  otherwise  through  the  careless  stripping 
of  a  thread.  Simple  as  the  application  of  a 
nut  to  its  bolt  may  be,  it  frequently  takes 
a  practised  mechanic  to  screw  down  an 
obstinate  member  without  bringing  about 
just  the  unfortunate  circumstance  men- 
tioned. And  everyone  who  knows  the 
difference  between  a  right  and  left-handed 


monkey  wrench,  could,  if  he  would,  tell  of 
at  least  one  occasion  in  his  life,  when  he 
has  been  guilty  of  the  offense,  through  one 
cause  or  another. 

But  of  all  the  difficulties  which  may  be 
brought  about  through  the  stripping  of  a 
thread,  probably  none  can  be  worse  to  the 
cyclist  than  that  which  befalls  him  when  an 
axle  nut  goes  wrong,  especially  when  it 
belongs  to  the  rear  wheel.  For  the  tension 
of  the  driving  chain,  no  matter  what  the 
nature  of  the  adjuster,  will  throw  the  wheel 
out  of  line  soon  after  the  removal  of  the 
pressure  of  either  nut,  and  what  to  do  then, 
is  a  question  not  to  be  lightly  cast  aside. 
Yet  the  remedy  is  not  as  difficult  as  might 
appear. 

If  the  trouble  is  discovered  before  any 
damage  has  been  done,  it  is  generally  pos- 
sible to  fasten  the  axle  in  position  by 
chucking  the  opening  in  the  rear  fork  with 
a  piece  of  metal,  or  even  with  a  bit  of  hard 
wood  as  a  last  resort,  binding  it  firmly  in 
place  with  wire,  a  turn  or  two  of  which, 
should  preferably  but  not  necessarily  be 
taken  about  the  axle  itself,  to  prevent  it 
from  working  back  and  forth  against  the 
tension  of  the  chain.  Seemingly  the  adjuster 
should  be  of  sufficient  strength  to  keep  the 
parts  in  place,  but  tmfortunately,  this  sel- 
dom is  the  case,  as  it  is  intended  merely  to 
hold  the  axle  until  the  nut  is  brought  home.' 
After  the  distance  piece  has  been  wired  in 
place,  the  nut  should  be  run  up,  a  strand  or 
two  of  fine  thread  or  waste  being  slipped 
through  to  pack  it  out,  which,  by  the  way, 
frequently  will  give  it  considerable  iiolding 
power. 

If  one  end  of  the  wire  be  left  long,  and 
a   turn  or  two  of  it  taken  about  the  outer 


end  of  the  axle  outside  the  nut,  before  the 
ends  are  twisted  together,  it  will  tend  to 
keep  the  latter  from  backing  off.  The  sim- 
plest way  of  doing  the  repair,  however,  is 
that  shown  in  the  accompanying  illustra- 
tion. By  binding  the  wire  firmly  in 
place,  and  setting  up  the  nut  with  care,  it 
is  possible  to  get  over  a  good  deal  of 
ground  without  coming  to  grief.  One  cau- 
tion further  is  necessary,  however,  which  is, 
see  that  the  nut  on  the  opposite  end  of  the 
axle  is  fast  before  attempting  to  ride,  as 
otherwise,  still  worse  damage  may  be  done. 


The  Economy  of  Bicycles. 

John  Garibaldi,  who  sells  bicycles  in 
Florence,  Ala.,  evidently  "knows  his  book." 
In  a  leaflet  recently  issued  for  circulation 
among  his  townspeople  he  has  brought  fig- 
ures to  their  attention  in  a  fashion  that  can- 
not fail  to  talk  understandingly  to  their 
pocketbooks.  These  figures,  too,  which  are 
as  much  instructive  in  New  York  or  Cali- 
fornia as  in  Alabama,  apply  to  Gruman  & 
Swager,  owners  of  the  Florence  meat  mar- 
ket, who  employ  three  bicycles  for  deliver- 
ing their  goods.  The  firm's  "financial 
statement"  as  reprinted  by  Dealer  Garibaldi, 
is  as  follows: 

Three  bicycles  @  $40 $120.00 

Repairing  per  year 72.00 

Wages  for  three  boys 300.00 

Total  expense  for  one  year $492.00 

To  do  the  same  business  would  require 
three  horses  and  wagons. 

Three  horses   $300.00 

Three  meat  wagons  @  $50 150.00 

Three  sets  harness   @  $15 45.00 

Repairs  on  three  wagons 25.00 

Horse  shoeing  36.00 

Feed  for  three   horses 252.00 

Wages  three  men    720.00 

Total  expense  per  year $1528.00 

Expense  for  three  bicycles  one  year  492.00 
Amount  saved  in  one  year $1036.00 

In  his  circular,  Garibaldi  also  quotes  John 
Anderson,  the  chief  of  the  Florence  police, 
who  uses  a  bicycle  for  which  he  paid  $45 
two  years  ago  and  has  since  spent  but  $5 
for  repairs.     The  chief  testifies: 

"I  prefer  a  wheel  to  a  horse  and  buggy. 
Am  all  ready  for  business.  I  save  at  least 
$150  a  year  by  having  a  good  wheel.  In 
two  years  I  have  saved  $300.00  and  have  a 
good  wheel  yet." 

Carry  a  supply  of  adhesive  tape  with  you 
even  more  religiously  than  you  did  before 
becoming  a  convert  to  the  motorcycle.  It 
will  be  found  of  value  for  many  purposes  in 
addition  to  tire  repairs  and  the  supply 
should  be  correspondingly  more  generous 
than  that  relied  upon  for  the  bicycle.  Buy 
a  half-pound  roll  at  either  an  electrical  or 
an  automobile  supply  house  and  do  not 
Ijother  with  those  dinky  little  five-cent 
pieces  that  are  principally  cardboard  core 
as  well  as  a  snare  and  a  delusion  in  othec 
ways.  ^j 


THE  BICYCLING  WORLD 


563 


PROF.  LUCKE  ON  ALCOHOL 


Government    Expert    Warns    Against    too 
High  Hopes  of  its  Use  for  Motors. 


According  to  Professor  Charles  E.  Lucke, 
of  Columbia  College,  who  was  recently  ap- 
pointed by  the  Government  to  examine 
into  the  possibilities  of  using  alcohol  as  a 
fuel  in  the  external  combustion  motor  and 
report  thereupon,  too  much  faith  should  not 
be  placed  in  this  fluid  as  an  immediate  sub- 
stitute for  gasolene,  so  that  those  motor- 
cyclists who  have  been  raising  high  hopes 
on  their  ability  to  "change  their  drink"  once 
the  bill  permitting  the  use  of  denatured 
alcohol,  tax-free,  goes  into  effect  on  Jan- 
uary 1st,  1907,  had  better  take  a  reef  in 
their  aspirations  in  this  direction. 

"Notwithstanding  the  fact,"  the  Columbia 
professor  said  in  an  interview,  "that  the 
heating  value  of  alcohol,  or  the  number  of 
heat  units  contained,  is  much  less  than  that 
in  gasolene,  it  is  found  by  actual  experiment 
that  a  gallon  of  alcohol  will  develop  sub- 
stantially the  same  power  in  an  internal 
combustion  engine  as  a  gallon  of  gasolene. 
This  is  owing  to  the  superior  efficiency  of 
operation  when  alcohol  is  used.  Less  of 
the  heat  is  thrown  away  in  waste  gases  and 
in  the  water  jacket." 

The  fact  of  the  matter  is  that  gasolene 
develops  vastly  more  heat  than  is  needed 
for  internal  combustion  engine  purposes, 
hence  the  cooling  processes  to  which  the 
cylinders  must  be  subjected  by  water 
jackets  or  air-cooling  devices.  On  the 
mere  matter  of  heat  units,  a  much  lower 
grade  of  alcohol  could  successfully  be  con- 
trasted with  gasolene  than  appears  to  be 
the  case.  The  90  per  cent,  grade  is  the 
popular  one  for  industrial  purposes,  and  it 
can  even  be  used  lower,  so  much  so  that  the 
percentage  of  heat  units  in  favor  of  gaso- 
lene may  be  nearly  two  to  one. 

"The  return  for  the  unit  of  heat  in  the 
work  done  by  the  engine,"  explained  Prof. 
Lucke  in  his  laboratory,  "depends  chiefly 
upon  the  compression  before  the  explosion. 
We  can  compress  a  weak  solution  of  alco- 
hol SO  per  cent,  more  than  gasolene.  There 
is  no  danger  of  pre-ignition  as  would  be 
the  case  were  an  attempt  made  to  compress 
gasolene  in  the  engines  now  in  use  to  a 
greater  extent  than  is  customary.  This 
danger  is  eliminated  by  using  weak  alcohol. 

"On  the  subject  of  alcohol  as  a  suitable 
fuel  for  motor  vehicles  we  encounter  a 
different  proposition.  From  the  present 
outlook  it  seems  as  though  gasolene  will 
continue  to  be  the  most  serviceable  fuel. 
We  use  a  smaller  clearance  space  to  get  a 
higher  compression,  and,  in  the  use  of  alco- 
hol in  motor  cars,  the  effort  is  to  be  along 
the  line  of  the  maximum  of  economy  for 
the  greatest  possible  power,  the  engine 
would  be  so  hard  to  turn — that  is,  to  start 
by  the  crank  shaft — that  it  would  be  prac- 
tically impossible  for  a  man  to  do  it.     To 


make  the  automobile-using  alcohol  conveni- 
ent to  handle,  changes  in  compression  must 
be  made,  and  this  will  weaken  the  efficiency 
of  power  from  the  alcohol  fuel.  To  make 
alcohol  a  commercial  and  economic  possi- 
bility for  automobiles,  it  must  sell  for  just 
about  half  the  price  of  its  equivalent  in 
gasolene,  as  practically  twice  the  amount 
of  alcohol  must  be  carried  to  do  the  work. 
This  would  necessitate  an  enlargement  of 
the  fuel  tank  or  refilling  it  at  shorter  inter- 
vals. 

"Why  are  automobile  manufacturers  ex- 
perimenting with  the  use  of  alcohol  then? 
So  as  to  be  ready  to  give  the  public  what 
it  wants  in  case  the  cost  of  alcohol  makes 
its  use  an  economic  possibility.  Experi- 
ments in  automobile  use  are  yet  in  their 
first  stages,  and  mechanical  improvements 
may  be  devised  which  will  lessen  some  of 
the  present  difficulties.  The  question  of 
cost  will  be  the  prime  factor.  In  the  sta- 
tionary engines  the  problem  is  easier  be- 
cause by  large  flywheels  the  engines  can 
be  started  without  trouble. 

"No  one  knows  what  the  cost  of  dena- 
tured alcohol  will  be.  According  to  sta- 
tistics it  should  be  made  and  sold  at  a  fair 
profit  at  from  18  to  25  cents  a  gallon,  per- 
haps less.  Wherever  it  may  be  manufac- 
tured it  will  still  be  under  Government 
supervision,  and  when  released  from  bond 
the  revenue  officers  will  see  that  it  is  prop- 
erly denatured.  The  leniency  of  the  Gov- 
ernment in  allowing  alcohol  distilleries  to 
be  set  up  wherever  there  is  a  legitimate  de- 
mand for  them  will  assuredly  have  some 
effect  upon  the  cost." 

It  may  be  of  interest  to  add  that  in  con- 
nection with  his  experiments  made  for  the 
enlightenment  of  the  Treasury  Department, 
Prof.  Lucke  is  willing  to  test  without 
charge  any  small  motors  or  carburetters 
or  other  devices  designed  to  be  used  in  con- 
nection with  alcohol  as  a  fuel,  if  they  are 
forwarded  to  him  carriage  prepaid. 


TRIES    THREE   CYLINDERS 


Foreigner   Applies    them   to    a    Motorcycle 
and  Evolves  Other  Odd  Departures. 


Influence  of  Climate  on   Metals. 

It  still  remains  a  fact  that  evidence  is 
not  lacking  which  would  indicate  that  steel 
made  twenty-five  years  ago,  and  of  which 
the  composition  was  not  so  carefully  con- 
sidered as  of  the  steels  of  to-day,  did  with- 
stand the  influences  of  climate  better  than 
modern  steels.  That  steel  is  always  more 
quickly  corroded  than  iron  was  firmly  be- 
lieved by  many  for  a  long  time,  and  test 
after  test  could  be  adduced  by  the  advocates 
of  iron  to  prove  the  correctness  of  their 
beliefs.  On  the  other  hand,  the  steel  boiler, 
the  corrosion  of  which  was  so  much 
dreaded,  is  now  universally  employed,  and 
corrosion  has  not  proved  in  practice  to  be 
the  awful  thing  anticipated. 


Germany's  production  of  alcohol  for  the 
month  of  March  amounted  to  something 
over  four  million .  gallons,  of  which  about 
twenty-seven  per  cent,  was  denatured,  and, 
therefore,  free  from  taxation. 


Two  and  four  cylinder  motor  bicycles 
have  come,  the  former,  evidently  to  stay, 
and  the  latter,  somewhat  tentatively.  Now 
an  Englishman  appears  on  the  scene  with 
a  three-cylinder  mount,  which,  if  nothing 
more,  serves  to  supply  the  missing  link  and 
present  an  even  gradation  in  design  of  from 
one  to  four  cylinders.  Whether  this  ma- 
chine ever  will  amount  to  more  than  the 
proverbial  "missing  link"  and  pass  beyond 
the  stage  of  a  mere  curiosity,  remains  to  be 
seen,  but  judging  from  the  appearance  of 
the  first  example  of  the  class,  it  will  not, 
for  it  is  very  cumbersome. 

Abandoning  the  traditional  diamond 
frame,  yet  preserving  something  of  its  con- 
tour, the  constructor  of  this  new  departure 
has  built  a  frame,  the  top  of  which  stands 
but  twenty-seven  inches  from  the  ground, 
and  which,  therefore,  places  the  rider  within 
foot-reaching  distance  of  the  ground  at  all 
times.  This  backbone,  instead  of  being 
connected  with  the  upper  end  of  the  head 
tube,  is  joined  to  it  at  its  lower  end,  just 
over  the  crown,  while  from  the  top  two 
diagonal  braces  run  to  the  rear  forks.  Here 
are  joined  four  tubes,  one  from  the  seat 
post,  one  from  the  head,  one  from  the 
side  of  the  machine,  corresponding  to  the 
ordinary  chain  stays,  and  one  from  below 
the  latter,  which  serves  as  a  support  for  the 
lower  end  of  the  rear  mud-guard. 

The  horizontal  tubes,  corresponding  to 
the  chain  stays,  just  referred  to,  run  for- 
ward nearly  horizontal,  to  a  point  just  back 
of  the  front  wheel,  where  they  are  sup- 
ported by  a  pair  of  members  joined  to  the 
lower  end  of  the  head  tube,  and  corres- 
ponding to  the  lower  tube  of  the  diamond 
frame.  The  frame  is  completed  by  the  seat 
post  tube  which  runs  only  to  the  plane  of 
the  diagonal  braces  which  it  joins  by  a  "T" 
connection. 

The  parallel  and  horizontal  construction 
of  the  two  lower  tubes,  gives  a  natural  and 
staunch  support  for  the  motor,  which  is  of 
the  fore-and-aft  type,  with  vertical  cylin- 
ders. Instead  of  being  mounted  on  them, 
however,  it  is  suspended  from  them,  the 
crank-shaft  lying  entirely  below  their  level, 
thus  giving  a  low  centre  of  gravity,  and 
placing  the  working  parts  close  to  the 
ground.  The  tanks  are  built  into  the  frame 
over  and  around  the  motor  making  a  very 
compact  arrangement  of  parts,  and  allow- 
ing for  a  minimum  of  piping  and  connec- 
tions. The  transmission,  necessarily  unusual 
from  the  nature  of  the  machine,  consists 
of  an  eight-inch  leather-faced  clutch  on  the 
flywheel,  through  which  the  power  is  taken 
by  skew  gears  to  a  cross  shaft  just  behind, 
from  which  a  pair  of  grooved  pulleys  drive 
to  either  side  of  the  rear  wheel. 


564  THE  BICYCLING  WORLD 


NATIONAL  BICYCLES 

Worthy  of  the  Nation 
they    Represent 

Are  you  well  acquainted  with  them  ? 

NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 


and  45  per  cent.  Saving  in  Tire  Haintenance  ^'^  ^^^  essentials 


of  the  ever  reliable 


Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE    FISK   RUBBER  CO.,  Chicopee    Falls,   Mass. 


THE  B'CYCLING  WORLD 


565 


-THE 


FOUNDEDJI. 

Published   Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


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New  York,  August   ii,   igo6. 

Protect  the  Proud  Titles! 

While  roses  by  any  other  name  may 
smell  as  sweet,  it  cannot  be  said — taking 
liberties  with  the  word  "smell" — that  the 
same  is  true  of  bicycles. 

This  observation  is  born  of  the  increasing 
tendency  to  "disinter"  the  titles  of  some  of 
the  proudest  bicycles  that  ever  rolled  on 
American  highways  and  to  apply  them  to 
creations  of  the  $14.98  and  $19.23  types.  It  is 
a  matter  of  rumor  that  Mr.  A.  H.  Overman, 
one  of  the  pioneer  manufacturers,  and  ever 
jealous  of  his  product,  has  threatened  to 
take  action  to  stop  the  use  by  others  of  the 
name  which  for  so  many  years  was  one  of 
the  marks  of  bicycle  quality;  and  it  is  to  be 
hoped  that  even  if  no  action  is  taken  by 
Mr.  Overman  or  by  any  of  the  other  manu- 
facturers whose  former  trade  titles  have 
been  revived  and  pre-empted  by  others,  that 
the  consciences  of  those  responsible  for 
their  present  use  will  prick  them  with  suffi- 
cient keenness  to  cause  them  to  desist.  For 
surely  any  one  whose  fine  sensibilities  are 
not  wholly  blunted,  must  be  possessed  of 
a  guilty  feeling  and  must  experience  spine- 
creepiness  when  they  represent  a  bargain 
counter  bicycle  as,  say  "the  famous  Sterling 
— built  like  a  watch." 


"Sterling"  is  but  one  of  the  once-proud 
titles  that  h.is  been  "brought  to  life."  Only 
this  week,  a  department  store  spreadeagled 
the  name  over  the  better  part  of  a  page — 
dwelt  fondly  on  the  "built  like  a  watch" 
qualities  of  the  bicycle  of  that  title  which 
it  offered  to  the  great  green  public  and  at 
a  price  that  would  make  the  producers  of 
the  original  and  truly  watchlike  Sterling 
hide  their  heads  for  very  shame. 

The  practice  is  one  that  really  threatens 
the  high  grade  interests.  For  if  the  public 
is  infected  with  the  idea  that  bicycles  of  the 
once  famous  Victor,  or  Sterling,  or  WolfT- 
American  quality  are  now  to  be  had  for 
$14.98  or  $19.23,  it  will  make  it  very,  very 
much  harder  to  sell  Columbias,  Pierces, 
Racycles  or  any  other  of  the  known  and 
admitted  high  grades  of  to-day. 

If  the  Cycle  Manufacturers'  Association 
or  anyone  else  can  do  anything  to  abate 
the  evil  and  deception — for  it  is  deception — 
they  should  lose  no  time  in  doing  so.  It 
is  not  fair  to  the  public  or  to  dealers  or  to 
high  grade  manufacturers  that  tubing, 
which,  so  to  speak,  is  fed  into  a  hopper  and 
comes  out  in  the  shape  of  bicycles,  should 
masquerade  under  famous  names  that  lend 
to  them  a  quality  which  they  not  only  do 
not  but  simply  cannot  possess. 


The  Man  with  the  Open  Muffler. 

The  suggestion  of  Mr.  G.  W.  Sherman, 
which  is  printed  in  another  column,  that 
motorcycle  manvifacturers  agree  to  elim- 
inate the  muffler  cut-out,  and  thereby  at 
one  fell  swoop  practically  end  the  open 
muffler  nuisance,  is  worthy  of  consideration. 
But  we  fear  that  however  desirable,  the 
proposed  remedy  will  prove  too  radical  for 
general  acceptance,  although,  as  Mr.  Sher- 
man says,  a  good  motor  bicycle  does  not 
actually  require  such  a  contrivance.  There 
is  not  one  hill  in  a  thousand  that  cannot  be 
surmounted  without  the  slightly  increased 
power  which  it  affords.  We  ourselves  have 
had  occasion  to  resort  to  the  use  of  the 
cut-out  but  twice  during  a  twelvemonth 
and  then  for  periods  of  not  more  than  ten 
seconds. 

The  excuses  given  for  its  use  are  usually 
empty  ones.  "The  machine  seems  to  run 
better"  and  "It's  a  better  alarm  than  the 
horn,"  are  two  of  the  near-valid  ones  that 
we  have  heard  given;  "I  like  the  sound  of 
the  noise,"  was  the  one  most  brutally  frank 
and  the  one  that  probably  represents  the 
most  general  truth. 

Such  reasons,  however,  are  typical  of  the 


unthinking  disregard  of  the  best  interests  of 
motorcycling  and  of  the  comfort  and  safety 
to  the  public.  And  where  such  disregard 
continues — and  we  know  of  instances  where 
it  continues  despite  appeals  and  entreaties — 
nothing  short  of  suppression  of  the  evil  by 
the  manufacturers  or  by  law  will  avail;  and 
so  many  cut-outs  are  applied  to  machines 
now  in  use  that  any  action  by  manufac- 
turers would  not  reach  them.  The  law, 
therefore,  is  sure  to  step  in  and  apply  a 
restraining  hand.  In  New  York  City,  the 
authorities  already  have  taken  notice  and 
among  other  resolutions  affecting  motor 
vehicles  now  pending  in  the  City  Council  is 
one  calling  for  a  law  requiring  the  use  of 
mufflers  and  forbidding  undue  and  unneces- 
sary noise.  Only  foreknowledge  of  the  fact 
has  enabled  the  officials  of  the  Federation 
of  American  Motorcyclists  to  take  some  of 
the  sting  out  of  the  prospective  measure. 

It  is  certain  that  similar  enactments  will 
follow  quickly  in  all  directions  and  when 
the  burdens  of  some  of  them  have  been 
actually  felt,  it  will  be  fully  realized  how 
great  is  the  harm  inflicted  by  the  man  with 
the  open  muffler. 


In  New  York,  as  in  other ,  large  cities 
where  the  man  in  the  street  no  longer  finds 
it  necessarw  to  dodge  a  procession  of  bi- 
cycles at  each  crossing  and  accordingly 
prattles  about  cycling  being  "dead,"  within 
the  last  month  one  of  the  big  department 
stores  disposed  of  220  bicycles  in  two 
days.  Of  course,  they  were  not  high  priced 
goods  and  also,  as  a  matter  of  course,  they 
were  sold  by  a  bold  and  magnetically 
worded  advertisement,  but,  however  dis- 
posed of,  that  such  a  large  number  of 
bicycles  should  be  sold  by  one  house  in 
such  a  short  time  is  sufficient  to  take  the 
breath  from  not  a  few  croakers  who  fancy 
that  there  is  no  demand  for  them. 


There  are  mighty  few  things  that  can 
withstand  wear  and  tear  to  the  same  extent 
as  the  bicycle  and  still  be  fit  for  service,  but 
it  should  be  remembered  that  a  thing  is  no 
stronger  than  its  weakest  part  and  the 
weak  part  of  the  bicycle  is  its  "footwear." 
Iron  and  steel,  paint  and  varnish  are  not 
proof  against  neglect  but  cleaning  and  a 
good  oiling  will  bring  the  former  back  into 
working  order  while  the  value  of  the  latter 
is  confined  to  the  ornamental  and  neither 
conduces  to  speed  nor  service.  But  rubber 
and  canvas  are  perishable  so  that  common 
sense  dictates   care  of  the  tires. 


566 


THE  BICYCLING  WORLD 


CORRESPONDENCE 

To  Make  Cycling  Enjoyable. 

Editor  of  The  Bicycling  World: 

With  the  modern  equipment  now  at  our 
disposal,  much  more  can  be  accomplished 
in  the  way  of  spending  an  enjoyable  holi- 
■  day  and  with  much  less  effort  than  is  ac- 
knowledged by  the  riders  of  the  present 
time.  The  relic  of  the  "bicycle  craze" 
seems  to  be  still  lingering  in  the  minds  of 
many  who  would  otherwise  think  more  fav- 
orably of  this  form  of  locomotion  as  a 
means  of  bringing  them  to  those  "thousands 
of  beautiful  nature  pictures." 

Why  should  a  cycling  trip  be  said  to  be 
"too  much  like  work"?  Cannot  all  the  ob- 
jectionable features  be  remedied?  Some 
of  those  who  have  called  it  "work,"  have 
even  gone  on  a  canoe  trip  to  carry  their 
canoe  and  100-pound  packs  over  portages 
half  a  mile  long  through  the  woods.  This 
seems  to  be  about  the  best  imitation  of 
work  one  could  desire.  We  have  also  many 
times  passed  an  automobile  on  the  road 
when  the  occupants  of  the  car  were  doing 
"stunts"  which  very  much  resembled  work. 
Almost  all  forms  of  sport  have  at  times 
been  turned  into  too  strenuous  an  exercise. 
Joseph  Pennell  and  his  wife  pushed  their 
wheels  over  six  of  the  great  passes  in  the 
Alps  in  one  week  and  an  enthusiastic  golfer 
has  walked  thirty-nine .  miles  in  one  day's 
playing. 

Why  should  we  condemn  a  sport  because 
it  is  overdone  sometimes?  We  do  not  need 
to  do  these  things.  This  is  what  we  should 
guard  against  if  we  want  to  take  the  most 
pleasure  out  of  our  sport.  There  are  times, 
though,  when  we  are  feeling  extra  good 
and  a  great  deal  of  satisfaction  is  felt  after 
accomplishing  more  than  an  ordinary  day's 
ride.  We  must  ride  our  wheels  rationally 
and  not  submit  to  the  tendency  to  push  on 
and  buck  against  the  elements.  The  riding 
of  high  geared  wheels  is  a  thing  of  the 
past,  or  should  be,  for  we  know  that  this 
is  one  of  the  things  that  has  spoiled  many 
an  appetite  for  road  riding.  Nothing  above 
75  should  be  used  for  this  purpose.  Get  a 
good  pair  of  resilient  single  tube  tires  and 
a  soft  springy  saddle.  These  will  help 
greatly  to  make  wheeling  a  pleasure.  A 
coaster  brake  is  indispensable.  The  carry- 
ing of  heavy  packs  is  a  mistake.  Carry 
only  those  things  which  are  absolutely 
necessary:  your  repair  kit,  toilet  tackle  and 
night  shirt.  These  things  wrapped  in  a 
thin  waterproof  cloth  will  make  a  small 
parcel  and  can  weigh  much  less  than  a 
pound.  Ship  your  grip  ahead  by  express 
for  your  changes.  A  kodak  should  be  car- 
ried by  one  of  the  party.  Every  wheel 
should  be  fitted  with  a  coat  holder.  Riding 
in  your  shirt  sleeves  is  the  only  way.  In 
hot  weather  a  vest  is  an  "elephant"  and 
your  shirt,  knickers  and  stockings  should 
be  made  of  the  most  porous  materials  you 
can  get,  to  allow  the  air  to  circulate  through 
them  freely. 

Two  or  four  are  the  best  numbers  for  a 


wheeling  party,  but  four  should  be  the 
limit.  Sometime  you  will  want  to  stop  at 
some  small  hamlet  and  would  find  trouble 
in  getting  accommodation  for  a  larger  num- 
ber. Never  do  any  riding  after  dark.  Much 
of  the  scenery  is  missed  in  doing  this.  Get 
up  early  in  the  morning  and  do  most  of 
your  riding  then  and  late  in  the  afternoon. 
Take  it  easy  during  midday. 

Good  riding  and  splendid  scenery  can  be 
had  in  a  trip  through  the  Berkshire  Hills  or 
the  Catskills,  and  fair  riding  and  better 
scenery  in  the  Adirondacks  and  White 
mountains,  or  why  not  a  pilgrimage  to 
the  old  historical  towns  of  eastern  Massa- 
chusetts? Personally,  I  enjoy  riding  on  a 
poorer  road  with  the  mountains  to  look  at 
than  riding  on  State  road  through  the  more 
level  country. 

For  those  whose  holidays  are  limited  to 
two  weeks  each  year  I  know  of  no  way  that 
they  can  be  spent  to  better  advantage  than 
in  taking  a  cycling  trip.  Get  out  your  maps, 
you  wheelmen;  arrange  a  trip  and  try  it. 
E.  J.  BOWERS,  Toronto,  Canada. 


FIXTURES 


Would    Eliminate    Muffler    Cut-outs. 

Editor  of  The  Bicycling  World: 

All  that  you  have  said  concerning  the 
open  muffler  nuisance  is  very  much  to  the 
point.  The  motorcycle  industry  has  been 
growing  slowly  but  surely  and  if  the  maker, 
the  dealer  and  the  rider  desire  to  have  it 
continue  without  hindrance,  and  do  not 
wish  to  have  favorable  laws  abolished  and 
care  to  enjoy  the  privileges  of  the  road 
without  price,  let  us  start  at  home  with  our 
missionary  work.  Do  away  with  the  muf- 
fler cut-out.  By  so  doing  we  will  diplo- 
matically handle  and  quiet  a  subject  that  is 
bound  to  bring  laws  that  will  be  a  great 
burden  to  the  motorcycle.  This  cut-out 
contrivance  is  creating  a  feeling  among  the 
horse  owners  that  will  surely  produce  these 
bad  laws. 

The  noisy  plaything  will  bring  suits 
for  damages  and  painful  accidents,  which 
will  prove  detrimental  not  only  to  the  one 
who  is  the  direct  cause,  but  to  all  motor- 
cyclists. Cities  and  towns  are  now  begin- 
ning to  take  action  on  the  subject.  It  is  a 
subject  that  indeed  needs  serious  con- 
sideration. 

A  silent  machine  will  bring  good  results 
and  impressions  from  all  sides.  Some  of 
the  first  questions  asked  by  prospective  pur- 
chasers are  "Does  this  machine  make  as 
much  noise  as  those  I  hear  on  the  streets?" 
"Why  are  they  so  noisy?     Must  it  be  so?" 

To  manufacturer,  dealer  and  rider,  I  say. 
Do  not  permit  this  nuisance  to  spread;  let 
us  all  stop  it  now.  I  would  suggest  that  the 
F.  A.  M.  send  out  a  pledge  to  all  of  its  mem- 
bers for  their  signatures  to  refrain  from 
using  the  muffler  cut-out.  The  organization 
has  worked  hard  for  the  welfare  of  motor- 
cycling and  this  move  would  be  a  good  one 
as  it  will  aid  them  to  promote  favorable 
laws  in  States  that  now  have  objectionable 
ones. 

I  trust  that  the  manufacturer,  the  dealer 


August  12 — New  York  to  Sag  Harbor, 
L.  I. — Veteran's  eighth  annual  century  run. 

August  12 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  fifteen-mile  handicap  road  race; 
closed. 

Aug.  26 — Valley  Stream,  L.  I. — Century 
Road   Club  Association's   record  run. 

August  26 — Century  Road  Club  of  Amer- 
ica's fifteen-mile  handicap  road  race;  open. 

September  3 — Muskegon,  Mich. — Muske- 
gon Motorcycle  Club's  race  meet. 

September  3 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  annual  twenty-five- 
mile  handicap  Coney  Island  Cycle  Path 
race;  open. 

September  9 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

September  16 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  one  hundred  mile 
record  run. 

Sept.  23 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
handicap  road  race;  open. 

Sept.  30.— Valley  Stream,  L.  I.— Roy 
Wheelmen's  2S-mile  handicap  road  race; 
open. 

November  29 — Century  Road  Club  of 
America's  fifty-mile  handicap  road  race; 
open. 

and  the  rider  will  express  their  views  on  the 
subject  in  the  columns  of  this  paper.  Per- 
sonally, I  believe  it  is  the  duty  of  the  man- 
ufacturers to  join  hands  for  this  one  reform, 
and  can  give  assurance  that  the  makers  of 
the  R-S  motor  bicycle  will  be  one  of  the 
first  to  agree  to  do  away  entirely  with  the 
cut-out,  which  seems  to  have  been  adopted 
chiefly  to  satisfy  a  limited  demand  for  a 
noisy  toy.  We  all  know  that  for  practical 
purposes  a  good  motor  bicycle  requires  no 
muffler  cut-out;  it  is  not  an  improvement 
and  as  for  being  a  talking  point,  I  submit 
that  it  talks  against  itself  and  to  the  injury 
of  both  the  pastime  and  the  industry. 

G.  W.  SHERMAN,  Reading,  Pa. 


Care  that  is  Worth  While. 

Regular  habits  beget  carefulness  and  con- 
stant care  is  a  golden  specific  against  in- 
voluntary road  stops.  It  takes  but  a  mo- 
ment to  thumb  the  connections  of  the  igni- 
tion system  and  feel  the  wires  to  see  that 
they  are  not  loose  or  broken  or  about  to 
become  so.  Nine  times  out  of  ten  the  in- 
spection will  be  unavailing,  but  the  tighten- 
ing of  the  loose  nut  found  on  the  tenth 
occasion  will  save  more  time  than  a  hun- 
dred such  examinations  consume,  not  to 
speak  of  averting  the  necessity  of  calling 
upon  that  lame  excuse  which  is  usually  de- 
livered in  such  a  surprised  tone,  as  if  a 
written  notice  of  the  defect  should  have 
been  sent  in  advance — "Why,  I  never  knew 
that  was  coming  loose!" 


THE  BICYCLING  WORLD 


567 


"TOUR"  THAT  IS  A  RACE 


Lasted  24  Days  and  was  a  Gruelling  Grind 
Only  14  of  75  Finish. 


Rene  Pettier,  a  French  road  racing  pro- 
fessional of  no  mean  ability,  has  won 
France's  biggest  professional  road  race  of 
the  year — the  tour  de  France — and,  inci- 
dentally, Pettier  will  undoubtedly  be  seen 
in  the  coming  six-day  race,  this  French 
event  having  no  small  bearing  on  the  selec- 
tion of  the  foreign  stayers  to  participate  in 
New  York's  annual  six-day  grind. 

The  race  started  on  Wednesday,  July  S, 
from  Paris,  with  75  competitors,  and  fin- 
ished at  Paris  on  July  29,  with  14  riders 
still  in  the  fight.  This  big  event  is  in  no 
way  like  road  races  conducted  in  America. 
It  is  run  in  stages — there  were  thirteen  in 
all — with  prizes  to  the  winners  of  each 
stage.  The  first  man  to  arrive  at  each  con- 
trol is  marked  with  one  point  and  so  on, 
the  lowest  total  number  of  points  winning 
the  race  and  the  final  prize  of  $1,000. 

The  first  stage  was  from  Paris  to  Lille, 
171  miles,  and  pacemakers  on  single  wheels 
were  allowed  for  this  part  of  the  journey. 
At  Amiens,  about  half-way  from  Paris  to 
Lille,  the  leading  group  passed  in  this 
order:  Passerieu,  Cadolle,  Trousselier,  Wat- 
telier,  Pottier,  Ringeval,  Aucoutrier,  Cat- 
teau,  Georget  and  Decaup,  Dortignacq  be- 
ing the  only  first  rater  to  drop  out  before 
Amiens  was  reached.  Forty  yards  before 
the  finishing  control  at  Lille  was  reached 
Passerieu  led  Trousselier,  Pottier  and  Emil 
Georget,  and  looked  a  likely  winner,  but 
the  last  named  put  in  some  good  licks  and 
got  across  the  line  a  length  ahead  of  Pas- 
serieu, Trousselier,  Pottier,  Petit-Breton 
and  Cadolle  finishing  next  in  order.  The 
time  was  10:09. 

Forty-nine  riders  qualified  for  the  next 
stage,  run  July  6,  from  Douai  to  Nancy, 
248  miles.  Most  of  the  riders  encountered 
innumerable  punctures,  one  of  the  worst 
sufferers  being  Pottier,  who  used  all  his 
spare  tires,  and  had  to  ride  the  last  fifteen 
miles  on  the  rim.  At  the  half  way  point 
Pottier  was  half  an  hour  behind  the  leaders 
and  seemed  hopelessly  out  of  the  second 
stage,  but  his  good  plugging  landed  him 
winner  at  Nancy,  in  14:21.  Petit-Breton 
finished  second,  followed  by  Maurice  De- 
caup, Emile  Georget,  Passerieu,  Trousse- 
lier, Beaugendrie  and  Cadolle. 

The  third  stage  from  Nancy  to  Dijon, 
about  300  miles,  was  decided  on  July  8. 
Pottier  was  again  successful  and  beat  Pas- 
serieu to  the  control  by  three-quarters  of 
an  hour.  Cadolle  was  in  third  position, 
Petit-Breton  fourth  and  Emile  Georget 
fifth.  Pottier's  time  for  the  distance  was 
15:18:41.  Pottier  was  again  in  front  when 
the  end  of  the  fourth  stage  at  Grenoble  was 
reached;  he  rode  the  distance  of  184  miles 
in  10:32.  The  other  leaders,  in  order,  were 
Cadolle,  Dortignacq,  Petit-Breton,  Georget 
and  Passerieu.    The  fifth  stage,  from  Gren- 


oble to  Nice,  221  miles,  saw  Pottier  win  for 
the  fourth  successive  time,  covering  the 
distance  in  12:27,  twenty-six  minutes  better 
than  Passerieu,  who  finished  second.  In 
this  stage  Christopher  furnished  a  surprise 
by  finishing  third.  As  was  fully  anticipated, 
the  long  final  sprints  of  the  four  pre- 
ceeding  journeys  began  to  sap  Pottier's 
strength  and  it  was  no  surprise  that  Pas- 
serieu beat  Pottier  at  the  finish  of  the  sixth 
stage,  at  Marseille,  191  miles  from  Nice,  on 
July  14.  Passerieu  succeeded  in  getting 
home  first  by  two  lengths,  his  time  for  the 
distance  being  11:22. 

The  seventh  stage  from  Marseille  to  Tou- 
louse on  July  16,  was  300  miles  in  length 
and  at  the  finish  a  beautiful  sprint  resulted 
between  Louis  Trousselier,  Passerieu  and 
Petit-Breton,  the  first  and  last  named  being 
well-known  six-day  riders.  Trousselier  beat 
Paasserieu  by  a  wheel  at  the  tape,  little 
Breton  getting  third  by  a  half-wheel.  The 
time  was  17:22.  Cadolle  and  Pottier  were 
fourth  and  fifth,  respectively,  an  hour  be- 
hind. The  next  stage  was  from  Toulouse 
to  Bayonne,  about  184  miles.  Dortignacq 
finished  first,  Trousellier  second,  Pottier 
third,  Passerieu  fourth,  and  Petit-Breton 
fifth.  The  winner's  time  was  10:48:02.  On 
the  20th  of  July  the  race  was  from  Bayonne 
to  Bordeaux,  151  miles,  and  Trousselier 
again  surprised  many  by  beating  out  Breton 
in  the  last  wild  sprint,  getting  across  the 
tape  by  half  a  wheel.  His  time  was  12:13. 
Following  Breton,  but  some  distance  be- 
hind, came  Dortignac,  Pottier,  Cadole  and 
Passerieu.  At  the  finish  of  the  tenth  stage 
• — Bordeaux  to  Nantes — 234  miles,  nearly 
all  the  Frenchmen  began  placing  their  bets 
on  Trousselier,  for  that  popular  young  rider 
was  running  Pottier  and  Passerieu  a  close 
race  in  points.  At  the  finish  of  the  stage 
at  Nantes,  Trousselier  beat  Breton,  again  in 
the  sprint  by  two  lengths,  covering  the  dis- 
tance in  15:21.  Passerieu  was  third,  beat- 
ing Pottier  by  three  lengths  and  Cadolle 
finished  fifth,  three  seconds  behind. 

Those  who  had  wagered  on  Trousselier 
finishing  first  in  the  eleventh  stage  on  July 
24,  were  exuberant  when  they  saw  him  win 
the  sprint  at  the  night  control  in  Brest. 
Trousselier,  Pottier  and  Passerieu  were  all 
together  at  the  end  of  the  203-mile  ride, 
~but  at  the  tape  Trousselier  finished  half  a 
length  before  Pottier  and  a  length  in  front 
of  Passerieu.  Breton  was  checked  half  a 
minute  later.     Trousselier's  time  was  12:54. 


Pos.       Name  12  3 

1.  Pottier    Points  4  11 

2.  Passerieu   2  5  2 

3.  Trousselier    3  6  12 

4.  Petit-Breton   5  2  4 

5.  Georget    (Emile)  14  5 

6.  Catteau  8  11  6 

7.  E.  Wattelier 18  9  13 

8.  Georget   (Leon).  7  18  18 

9.  Christophe   24  16  14 

10.  A.  Wattelier  ....  26  12  19 

11.  Fleury 44  17  15 

12.  Payan   49  21  28 

13.  Winand    43  27  16 

14.  Bronchard  38  30  24 


Marcel  Cadolle  arrived  in  Brest  by  train, 
having  given  up  the  struggle  at  Quimpers. 
He  was  "all  in,"  or,  as  the  Frenchmen 
would  express  it,  "Complement  demoralise." 

The  twelfth,  stage  was  from  Brest  to 
Caen,  323  miles,  and  was  run  on  July  26. 
Passerieu;  Pottier  and  Trousselier,  kept 
within  sight  of  each  other  the  entire  dis- 
tance and  when  the  control  was  sighted  at 
Caen,  all  three  were  riding  abreast.  The 
finish  was  exceptionally  close,  Passerieu 
getting  first  by  inches,  with  Pottier  next  and 
Trousselier  third.     The  time  was  18:25. 

Barring  accidents  it  was  easily  seen  that 
the  final  fight  would  be  a  duel  for  first  place 
between  Pottier  and  Passerieu,  the  former 
having  the  best  score — 30  points — at  the 
beginning  of  the  last  stage,  with  Pottier 
seven  points  behind.  Trousselier  had  56 
points.  The  last  stage  was  from  Caen  to 
Paris,  finishing  on  the  Velodrome  Pare  des 
Princes.  The  distance  was  156  miles.  Four- 
teen riders  left  Caen  on  Sunday,  July  29, 
and  Accouterier  and  Cadolle  who  had  re- 
tired, acted  as  pace-makers  for  Georget 
brothers,  and  Catteau  and  Wattelier,  while 
the  Peugeot  firm  sent  up  an  army  of  pace- 
makers for  the  leading  trio,  Pottier,  Pas- 
serieu and  Trousselier.  Pottier  and  Pas- 
serieu kept  well  together  during  the  final 
stage  and  in  the  sprint  Pottier  finished  vic- 
tor by  a  width  of  a  tire,  his  time  being 
8:04:52^.  Trousselier  finished  third  two 
minutes  behind,  and  Petit-Breton  was 
fourth.  It  is  quite  likely  that  these  riders 
will  be  seen  in  America's  six-day  race. 

For  having  changed  mounts  the  fewest 
times,  Petit-Breton,  which,  by  the  way,  is 
not  his  right  name,  Breton  being  a  brother 
to  Mazan,  was  awarded  a  special  prize  of 
$100.  The  others  who  received  prizes  in 
this  class  are  as  follows:  Catteau,  $40;  E. 
Wattelier,  $30;  Christophe,  $20,  and  Fleury, 
$10.  Other  riders  who  received  special 
honor  prizes  are  Passerieu,  Petit-Breton, 
Winand,  A.  Wattelier  and  Christophe. 

The  total  distance  of  the  race  was  about 
2,900  miles  and  the  total  time  169  hours 
17  minutes  35  seconds,  an  average  of  about 
3:29  to  the  mile,  which  is  not  bad.  < 

For  winning  the  race  Pottier  received 
prizes  amounting  to  $1,610,  in  addition  to  a 
substantial  bonus  for  riding  a  certain  make 
of  wheel  and  tires.  The  complete  summary 
showing  how  each  rider  finished  each  stage 
of  the  big  race,  with  the  total  number  of 
points  and  prize  money,  is  appended: 


SI 

I'AGI 

!S  ■ 

4 

s 

6 

7 

8 

9 

10 

11 

12 

13 

Total 

Prize 

1 

1 

2 

5 

5 

4 

4 

2 

2 

1 

31 

$1,610 

6 

2 

1 

2 

4 

6 

3 

3 

1 

2 

39 

883 

13 

9 

4 

1 

2 

1 

1 

1 

3 

3 

59 

688 

4 

6 

15 

3 

5 

2 

2 

4 

9 

4 

65 

392 

5 

5 

6 

8 

7 

7 

7 

6 

7 

12 

80 

326 

11 

13 

21 

11 

9 

9 

12 

5 

5 

8 

129 

132 

14 

12 

5 

17 

8 

8 

13 

7 

8 

5 

137 

88 

12 

18 

8 

12 

12 

11 

11 

9 

6 

10 

152 

80 

20 

3 

13 

9 

10 

12 

8 

10 

10 

7 

156 

75 

15 

14 

11 

16 

13 

10 

6 

8 

12 

6 

168 

62 

18 

17 

14 

10 

14 

14 

10 

11 

4 

13 

201 

70 

19 

20 

12 

7 

11 

13 

9 

12 

13 

11 

225 

58 

22 

23 

17 

15 

16 

15 

14 

13 

11 

9 

241 

SO 

24 

22 

20 

14 

15 

16 

IS 

14 

14 

14 

260 

52 

568 


THE  BICYCLING  WORLD 


REFRESHING 

That  coast  downhill  is  delightful  at  any  season.  It  is 
not  only  delightful  but  refreshing  during  the  summer 
months,  particularly  when  the  wheel  runs  perfectly  free 
and  yet  is  under  such  safe  and  instant  control  as  is 
afforded  by  the 

Morrow 
Coaster  Brake 


The  man  or  the  woman  whose  bicycle  is  not  equipped 
with  a  Morrow  is  missing  many  miles  of  real  pleasure. 


ECLIPSE  MACHINE  CO., 


Elmira,  N.  Y. 


THE  BICYCLING  WORLD 


569 


BEDELL  AND  TURVILLE  CRASH 


Collide   on    Wet   Track   and    Require    Sur- 
geon's Care — Crowd  Forced  Race. 


John  Bedell,  of  Newark,  N.  J.,  and  Chas. 
Tiirville,  of  Boston,  had  a  narrow  escape 
from  being  killed  at  the  Revere  Beach  sau- 
cer on  Wednesday  evening,  8th  inst.  As  it 
was,  both  were  badly  cut  and  bruised,  Tur- 
ville's  mouth  and  nose  being  torn,  while 
Bedel  had  an  openeng  made  over  his  left 
eye  which  required  several  stitches  to  close. 
It  occurred  in  the  second  heat  of  the  inter- 
city motorpaced  match  race. 

Early  in  the  evening  there  were  traces 
of  fog  and  the  air  was  cold  and  damp.  For 
awhile  it  was  decided  not  to  open  the  track, 
but  as  the  riders  and  several  hundred  peo- 
ple outside  the  gates  clamored  for  admit- 
tance, the  management  decided  to  hold  the 
twice  postponed  meet.  The  trial  heats  of 
the  amateur  handicap  and  the  first  heat  of 
the  inter-city  paced  race  were  ridden  with 
safety.  James  F.  Moran  and  John  Bedell 
then  started  their  heat  of  10  miles,  when  on 
the  second  lap  Moran  stopped  riding, 
claiming  that  the  track  was  too  wet,  and 
that  his  front  tire  was  too  small  to  permit 
him  to  ride  with  safety.  The  referee  gave 
the  heat  to  Bedell,  but  the  latter  refused  to 
win  on  a  technicality  and  offered  Moran  a 
chance  to  change  his  front  tire.  His  mag- 
nanimity caused  his  downfall,  for  it  was  on 
the  second  start  that  he  fell. 

The  pair  got  away  well  and  had  gone  less 
than  two  laps  when  there  was  a  crash,  and 
Bedell,  his  pacemaker,  Turville,  the  motor 
and  Bedell's  bicycle,  all  tangled  in  a  heap 
and  slid  down  the  steep  banking.  A  panic 
threatened  and  the  men  and  women  in  the 
seats  rushed  to  the  aid  of  the  fallen  riders. 
Bedell  was  lifted  to  his  feet  and  assisted 
to  his  training  quarters.  Turville  had  fallen 
partly  beneath  the  heavy  pacing  machine, 
but  his  leather  clothing  saved  him  from 
many  broken  bones.  Both  were  then  put  in 
the  surgeon's  care.  On  account  of  the  acci- 
dents the  three  remaining  heats  of  the 
New  York-Boston  match  were  called  off 
and  the  management  gave  checks  for  Satur- 
day night. 

Long  handicaps  caused  the  downfall  of 
the  low  markers  in  the  one  mile  handicap. 
In  the  first  heat  the  Connolly  Brothers — 
Tom  and  C. — were  shut  out,  the  former 
being  on  scratch.  Long  markers  qualified 
in  the  second  heat.  The  final  brought  to- 
gether Hill,  Helander,  Barretto,  McPartlin, 
Culen  and  Gueth,  Baretto  being  on  the 
limit,  160  yards.  Baretto  made  the  going 
fast  from  the  gun,  but  on  the  last  lap  He- 
lander,  Gueth  and  Cullen  circled  him,  and 
in  a  blanket  finish  the  trio  crossed  the  tape 
in  the  order  named.     Time,  2:03. 

Elmer  J.  Collins,  of  Lynn,  and  Alenus 
Bedel,  of  Lynn,  rode  in  he  first  heat  of 
the  inter-citj'  paced  race.  The  riders  were 
sent  away  from  a  flying  start  from  opposite 


sides  of  the  track.  The  start  was  even 
and  in  the  first  mile  Collins  began  to  gain 
and  at  tvvo  miles  was  almost  trailing  Bedell. 
Collins  had  been  reeling  off  miles  at  1:25 
gait,  but  each  time  he  tried  to  pass  Bedell, 
the  Newarker  staved  him  off,  and  at  the 
end  of  ten  miles  Collins  lacked  a  length  of 
half  a  lap  lead  on  the  Jerseyman.  The  time 
was  14:25j^.  Moran  and  Bedell  contested 
the  next  heat,  with  the  result  already  de- 
scribed. 

The  meet   is  to  be  held  to-night    (Satur- 
da}-)   with  added  features. 


NEARLY  SIXTY  IN  THE  HOUR 


Guignard  Adds  Four  Miles  to  the  Record — 
Stupendous  Feat  at  Munich. 


Mueller  Starts  to  Cross  Continent. 
Louis    J.    Mueller,    the    Cleveland    (Ohio) 
motorcyclist,  who  expects  to  create  a  new 


IvOUIS  J.  MUEI,I<ER 

cross-continent  record,  started  from  San 
Francisco  yesterday  morning,  10th  inst.,  at 
6  o'clock  a.  m.  He  was  accompanied  by 
George  N.  Holden,  the  well-known  Spring- 
field (Mass.)  rider,  who  will  ride  with  Muel- 
ler for  the  first  thousand  miles  or  so  and 
then  take  the  train  and  preceed  him  as 
"advance  agent''  and  general  assistant. 

Mueller  is  simply  to  put  in  the  "hardest 
licks"  he  knows  how,  while  Holden  will 
await  his  arrival  each  night  to  "take  care" 
of  man  and  machine  in  order  that  there  may 
be  no  dela}'  in  starting  the  following  morn- 
ing. This,  at  any  rate,  was  the  original 
program,  but  as  Holden  himself  has  been 
for  j'ears  possessed  of  ambition  to  accomp- 
lish the  cross-continent  journey,  if  he 
should  do  more  traveling  on  his  Indian 
motorcycle  than  on  railway  trains,  it  will 
cause  no  surprise  to  those  who  know  him. 

While  the  motorcycle  record  stands  at 
48  days  11^4  hours,  Mueller  is  intent  on 
beating  the  automobile  record  of  32  days 
21  hours  held  by  L.  L.  Whitman,  and  there 
are  those  who  estimate  that  he  will  reach 
New  York  within  28  days;  he  expects  to 
cover  better  than  200  miles  per  day  east 
of  Chicago.  Curiously  enough,  Whitman  in 
a  six-cylinder  automobile  is  now  speeding 
across  the  country,  in  the  effort  to  better 
his  record. 


Fifty-nine  miles  thirty  and  one-half  yards 
in  one  hourl  This  is  the  stupendous  per- 
formance accomplished  by  Paul  Guignard, 
a  French  rider,  behind  pace,  at  Munich  on 
July  30 — an  average  speed  of  nearly  a 
mile  a  minute. 

Since  following  the  big  pacing  machines 
became  the  fashion  on  the  other  side,  it  has 
been  the  ambition  of  every  follower  of  note 
to  accomplish  sixty  miles  an  hour. 

For  a  long  time  Guignard  who,  by  the 
way,  is  more  than  40  years  old,  an  age  when 
cyclists  are  supposed  to  have  seen  their 
palmy  days,  held  the  hour  record  at  a  little 
over  SS  miles,  and  at  the  time  he  made  a 
boast  that  he  would  not  have  retired  before 
the  sixty  miles  an  hour  mark  had  been  set. 
Then  Thaddeus  Robl,  on  June  20,  this  year, 
came  along  and  raised  the  distance  57  miles 
117  yards.  Robl's  record-breaking  ride  was 
accomplished  at  Munich,  but,  sad  to  relate, 
was  not  timed  by  officials  of  the  Union 
Cycliste  Internationale.  It  annoyed  Guig- 
nard to  think  that  his  figures  had  been 
erased  by  Robl  and  he  immediately  began 
to  make  preparations  to  set  a  mark  that 
would  not  be  touched  for  some  time. 

The  result  was  that  on  July  30,  he  suc- 
ceeded in  riding  S9  miles  30>^  yards,  on  the 
new  cement  oval  at  Munich  within  the 
allotted  sixty  minutes.  Guignard  was 
paced  by  Bertin  and  when  told  after  his 
record-breaking  ride,  of  his  great  feat,  said. 
with  a  shrug  of  the  shoulders: 

"It  is  nothing.  Within  a  month  I  will 
have  ridden   100  kilometres  in  one  hour." 

One  hundred  kilometres  is  a  trifle  more 
than  62  miles,  and  if  Guignard  succeeds, 
he  will  have  accomplished  something  that 
has  been  the  most  cherished  ambition  of 
the  pace  followers'  heart. 

In  addition  to  establishing  a  world's  hour 
record,  the  Frenchman  set  new  marks  for 
10,  20  and  30  kilometres.  His  respective 
times  were:  6  minutes  39  seconds,  12  min- 
utes 49  seconds  and  18  minutes  59  seconds. 


Darragon   Defeats   Nat   Butler. 

Nat  Butler,  the  veteran  American  pace- 
follower,  was  defeated  by  Louis  Darragon. 
of  France,  in  two  heats  of  their  three-heat 
match  race  at  the  Velodrome  Buffalo,  Paris, 
on  July  22.  The  first  heat  was  at  10  kilo- 
metres, and  at  the  finish  Darragon  was  a 
lap  and  a  half  ahead.  Time,  8:09;^-  In  the 
second  heat,  at  30-kilometres,  the  American 
turned  the  tables  on  the  exponent  of  the 
snail  diet  by  beating  Darragon  just  as  much 
as  the  Frenchman  had  done  him  in  the  pre- 
vious heat.  Time,  25:02>^.  Butler  fell  in 
the  third  heat  at  a  time  he  looked  a  sure 
winner  and  Darragon  was  awarded  the  vie  • 
tory   and   the   purse   of   $1,000. 


570  1  HE  BICYCLING  WORLD 


The  Rain  and  Mud  and  Hills 

of  the  F.  A.  M.  390  Miles  Endurance  Contest 

Proved  Convincingly 

that  so  far  as  concerns  the 

Yale=California 

''Belt  Troubles"  Have   Been   Eliminated 


(f2 


and  that  the   Yale=California   Belt,  coupled  with  sound    mechanical  design  and 
construction,  wastes  no  power.     It  was  the  only  belt  machine  that  "survived." 

4  Yale=Californias  Started,  and  3  Completed  the  Strenuous  Journey;    the 
fourth  was  put  out  by  tire  troubles. 


Price,  $175.00 

You  may  pay  more  but  you  cannot  get  more  or  better  for  your  money. 


Are  we  represented  in  your  vicinity  ? 


THE  CONSOLIDATED  MFG.  CO.,     =     Toledo,  Ohio. 

i, 


THE  BICYCXING  WORLD 


571 


PURSES  OF  GOLD  AT  SALT  LAKE 


They     Lead     to     Gingery     Racing — Hume 
Cracks  Hurley's  Long  Standing  Record. 


Salt  Lake  City,  Aug.  2. — After  the  final 
of  the  mile  open  for  amateurs  and  the  iirst 
heat  of  the  McFarland-Downing  match  race 
had  been  run  ofT  on  Tuesday  night,  rain 
caused  a  postponement  until  the  follow- 
ing night.  In  the  final  of  the  mile  open  on 
Tuesday'  night,  West,  Carter,  Hume  and 
Berryessa  all  spilled  at  the  beginning  of  the 
race  leaving  Diefenbacher,  Wright  and 
Giles  on  the  track.  After  the  trio  had  lap- 
ped the  unfortunate  ones.  Jack  Hume  re- 
mounted and  finished  fourth;  Diefenbacher, 
Giles  and  Wright,  by  virtue  of  their  being 
a  lap  to  the  good,  finishing  for  the  prizes 
in  the  order  named. 

The  first  heat  of  the  match  race,  French 
style,  between  Hardy  Downing  and  Floyd 
McFarland,  resulted  in  a  tie.  McFarland 
took  the  lead  at  the  start  and  retained  it 
until  a  few  yards  within  the  finish.  Two 
laps  from  home.  Downing  made  a  bluff  at 
going  by,  and  McFarland  began  to  unwind. 
Less  than  half  a  lap  from  home  Downing 
did  try  to  pass  in  earnest,  but  the  riders 
flashed  across  the  tape  neck  and  neck.  The 
second  heat  of  the  match  was  held  to-night 
and  it  came  near  being  a  dead  heat.  Down- 
ing winning  out  by  less  than  two  inches,  at 
least  the  judges  said  so,  and  they  should 
know.  The  spectators  held  their  individual 
opinions,  however.  McFarland  set  the  pace 
for  six  laps,  when  his  fellow  townsman 
tried  to  sail  past.  The  second  heat  began 
as  the  first  but  ended  differently.  On  the 
si.xth  lap  Dowinig  attempted  to  outsprint 
McFarland,  but  the  old  inan  made  a  come 
back  with  good  results,  getting  home  by  a 
foot.  The  men  were  even  up  now  and  one 
to  go.  and  the  final  heat  brought  out  much 
jockeying.  "Long  Mac"  took  the  lead  at 
the  start  and  the  two  loafed.  Always  wary, 
McFarland  kept  his  weather  eye  on  Down- 
ing and  it  was  not  until  the  sixth  lap  that  he 
relaxed  his  vigilance  for  a  moment,  when 
Downing,  quick  to  seize  the  advantage, 
stole  the  pole.  Then  for  the  last  two  laps 
they  fought  as  rare  a  fight  as  the  fans  could 
desire,  for  there  is  just  a  wee  bit  of  per- 
sonal enmity  between  the  two  Californians, 
McFarland  was  unable  to  cope  with  Down- 
ing and  the  latter  finished  a  length  ahead. 

Lawson  had  little  difficulty  in  winning 
the  three-quarter  mile  handicap,  although 
he  was  pressed  rather  close  at  the  finish  by 
Clarke,  the  Australian.  In  the  finish  of  the 
three-mile  lap  handicap,  Lawson  met  his 
Waterloo,  however,  in  the  person  of  Clarke. 
With  all  due  credit  to  Clarke  for  his  bril- 
liant ride,  in  justice  to  Lawson,  it  must  be 
said  that  the  record-breaker  got  a  mighty 
tough  proposition  at  the  finish.  McFar- 
land was  pulling  Lawson,  of  course,  and 
Pye  was  in  front  for  his  compatriot.  Pye 
started  with  a  jump  at  the  head  of  the 
bunch,    and    Clarke    nailed    his    rear    wheel. 


The  pair  opened  up  a  big  gap  and  "Long 
Mac"  tried  to  catch  them  with  Lawson  on. 
A  lap  and  a  half  from  the  finish  McFarland 
sat  up  and  turned  Lawson  loose  for  the 
sprint  forty  yards  behind  the  Australians. 
Lawson  dug  in  but  was  only  able  to  catch 
Clarke's  rear  wheel  as  the  latter  crossed 
the  tape.  Joe  Fogler,  the  Brooklynite,  got 
third  easily,  and  Hardy  Downing  fourth. 
"Bridget"  Bardgett  punctured,  and  so  was 
unable  to  draw  at  the  box  office. 

The  crumbs  that  went  to  Hume,  the  king 
pin  of  the  amateurs,  were  v%ry  few.  He 
made  a  silly  sprint  in  the  final  of  the  one 
mile  open,  starting  to  unwind  three  laps 
from  the  finish,  and  naturallj'  he  petered 
out  before  the  black  mark  was  sighted. 
His  cork  popped  in  the  two-mile  handicap 
and  he  had  to  be  satisfied  with  a  fifth.  The 
summaries  follow: 

One  mile  open,  amateur — Qualifants: 
Fred  West,  Rodney  Diefenbacher,  E.  K. 
Dyer,  Phil  Wright,  Jack  Hume,  Jojm  Ber- 
ryessa, P.  Giles,  .-K.  Crebs.  Final  heat  won 
by  Diefenbacher;  second,  Giles;  third, 
Wright;  fourth,   Hume.     Time,  2;07:!i 

One  mile  open,  amateur — Qualifants: 
Fred  West,  Hal  McCormack,  Rodney  Dief- 
enbacher, F.  H.  McLaughlin,  Jack  Hume, 
P.  Giles,  John  Berryessa  and  Fred  Schneel. 
Final  heat  won  by  McCormack;  second, 
Diefenbacher;  third,  Giles;  fourth.  Hume. 
Time,   2:16^^. 

One  mile  match  between  Hardy  K. 
Downing,  San  Jose,  CaL,  and  Floyd  A.  Mc- 
Farland, San  Jose,  Cal. — First  heat,  tie. 
Time,  2:'i6-/~,.  Second  heat  won  by  Down- 
ing; time,  2:34.  Third  heat  won  by  McFar- 
land; time,  2:42.  Fourth  and  final  heat  won 
by  Downing;  time,  2:41j^. 

Three-quarter  mile  handicap,  professional 
— Qualifants:  Ernest  A.  Pye  (IS  yards). 
Tver  Lawson  (scratch),  Walter  Bardgett 
(25  yards),  W.  P.  Palmer  (40  yards),  J.  E. 
Achorn  (80  yards),  A.  J.  Clarke  (25  yards), 
W.  E.  Samuelson  (35  yards),  Saxon  Wil- 
liams (45  yards),  Ben  Munroe  (75  yards), 
and  Joe  Fogler  (10  yards).  Final  heat 
won  by  Iver  Lawson,  Salt  Lake  City;  sec- 
ond, A.  J.  Clarke,  Australia;  third,  W.  E. 
Samuelson,  Salt  Lake  City;  fourth,  J.  E. 
Achorn,  New  York  City;  fifth,  Ben  Munroe, 
Memphis,  Tenn.     Time,  1 :23. 

Two  mile  lap  handicap,  amateur — Won  bv 
X.  Crebs  (105  yards);  second,  Fred  West 
(scratch);  third,  J.  Mayer  (120  yards); 
fourth.  Tommy  Morgan  (110  yards);  fifth. 
Jack  Hume  (scratch).  Time,  4:00>^.  Laps 
—Wright  (2),  Crebs  (3),  Mayerhofer  (S), 
W.  W.  Anthony  (2),  Carter  -(3), 

Three  mile  open  lap,  professional — Won 
by  A.  J.  Clarke  (25  yards) ;  second,  Iver 
Lawson  (scratch);  third,  Joe  Fogler  (10 
yards);  fourth,  H.  K.  Downing  (scratch); 
fifth,  W.  E.  Samuelson  (scratch).  Time, 
5:46.  Laps— C.  L.  Hollister  (13),  A.  J. 
Clarke  (2),  Saxon  Williams  (2).  Ed.  Smith 
(1),   W.    L.    Mitten    (6). 

Salt  Lake  Citj',  Aug.  4. — Marcus  Hur- 
ley's   long    standing   record    of    10    minutes 


56  seconds  for  five  miles  in  handicap,  made 
at  Vailsburg,  July  6,  1902,  was  broken  at 
the  saucer  track  here  last  evening  by  that 
crack  amateur,  Jack  Hume.  When  Hume 
flashed  across  the  tape  the  first  after  a 
gruelling  ride,  covering  the  distance  in 
10:36,  few  knew  that  he  was  making  a 
record  ride;  in  fact,  the  feat  was"^unan- 
nounced.  Hume's  time  is,  nevertheless,  a 
record.  Last  night's  races  were  exciting 
to  the  utmost  degree  and  dark  horses  won 
the  chief  events.  In  the  Lemp  handicap 
for  professionals,  with  a  purse  of  $100  in 
gold  for  the  first  rider  crossing  the  tape, 
Cyrus  L.  Hollister,  of  Springfield,  Mass., 
who  has  done  little  or  nothing  this  season, 
lapped  the  bunch  from  the  95-yard  mark 
and  won  the  rich  prize.  The  war  horse 
amateurs  were  treated  to  a  similar  surprise 
in  the  one-mile  handicap  when  young  Car- 
ter stretched  his  125  yards  handicap  to  a 
lap  and  crossed  the  tape  sitting  up.  For  a 
change,  Samuelson  came  in  for  honors.  In 
his  pursuit  race  with  Pye,  he  downed  the 
doughty  Australian  after  a  terrific  six-mile 
ride  in  12:30^,  a  time  that  undoubtedly  will 
stand  as  a  record.  The  usual  record- 
breaking  crowd   overflowed  into  the  arena. 

In  the  unlimited  pursuit  race  the  winner 
was  in  doubt  until  after  five  miles,  when 
Samuelson  began  to  gain.  He  lapped  the 
Australian  at  six  miles.  This  is  the  first 
time  the  erstwhile  "Pride  of  Provo"  has 
shown  himself  in  form  this  season  and  na- 
turally it  was  the  cause  for  great  rejoicing 
among  his  followers. 

It  would  indeed  be  a  wise  head  that  could 
pick  out  the  combinations  in  the  two-mile 
handicap,  with  the  gold  prize  for  the  re- 
ward. It  was  one  wild  scramble  from  start 
to  finish  and  when  the  dust  had  settled 
down  Hollister  was  found  to  be  a  lap  ahead. 
McFarland  and  Lawson  evidently  tried  to 
go  it  alone,  but  McFarland  went  "all  in" 
endeavoring  to  get  Lawson  up  to  the  bunch. 
Lawson  rode  alone  for  awhile  but  later 
picked  up  Clarke  and,  paced  by  the  Aus- 
tralian, set  out  to  catch  the  limit  men. 
Downing  sleighrode  behind  Lawson.  Hol- 
lister won  sitting  up,  but  Lawson  beat 
Downing  for  second  place.  Had  Lawson 
won  the  race  the  time  would  have  been 
another  world's  record. 

From  the  limit  of  125  yards  in  the  mile 
handicap  for  amateurs.  Carter  stole  a  lap 
on  the  bunch  and  won  with  a  wet  sail.  West 
from  scratch  was  second,  Hume  third  and 
Diefenbacher  fourth.  '  Hume,  from  scratch, 
finished  first  in  the  five-mile  lap  handicap, 
and  in  this  event  set  up  new  figures  for  the 
distance,  riding  the  forty  laps  in  10:36.  Dief- 
enbacher, Wright,  Berryessa  and  Giles 
crossed  the  line  next  in  order. 

One  of  the  features  of  the  evening  was 
the  introduction  of  National  Champion 
Frank  L.  Kramer  as  the  man  who  is  to 
meet  Iver  Lawson,  the  Great,  in  a  series  of 
three  match  races.  Incidentally,  the  biggest 
purse  that  has  been  hung  up  in  a  cycle 
race  for  many  years  will  go  to  the  winner  of 


572 


THE  BICYCLING  WORLD 


the  series,  the  winner  getting  $1,500  and 
the  loser  $1,000.  The  odds  are  on  Lawson. 
Following  are  the  summaries: 

Half-mile  open,  professional — Qualifants: 
Cyrus  L.  Hollister,  Iver  Lawson,  Walter 
Bardgett,  Joe  •  Fogler,  Floyd  McFarland, 
A.  J.  Clarke  and  Ben  Munroe.  Final  heat 
won  by  Iver  Lawson,  Salt  Lake  City;  sec- 
ond, Floyd  A.  McFarland,  San  Jose,  Cal.; 
third,  Walter  Bardgett,  Buffalo,  N.  Y.; 
fourth,  C.  L.  Hollister,  Springfield,  Mass.; 
fifth,  A.  J.   Clarke,  Australia.     Time,  Q:S7iA. 

One-mile  handicap,  amateur — Qualifants: 
Fred  West  (scratch),  R.  Diefenbacher  (25 
yards),  J.  Mayer  (65  yards),  D.  King  (70 
yards),  Hal  McCormack  (35  yards),  Jack 
Hume  (scratch),  John  Berryessa  (40  yards), 
J.  E.  Holliday  (45  yards),  G.  Carter  (125 
yards),  A.  Crebs  (50  yards).  Final  heat 
won  by  Carter;  second.  West;  third,  Hume; 
fourth,  Diefenbacher.     Time,   1 :53. 

Unlimited  pursuit  match  between  W.  E. 
Samuelson,  Salt  Lake  City,  and  E.  A.  Pye, 
Australia.  Won  by  Samuelson.  Distance 
6  miles.     Time,  12:30^^. 

Five-mile  lap  handicap,  amateur — Won  by 
Jack  Hume  (scratch);  second,  R.  Diefen- 
bacher (10  yards);  third,,  Phil  Wright  (Jyi 
yards);  fourth,  John  Berryessa  (17}4 
yards);  fifth,  P.  Giles  (50  yards).  Time, 
10:36  (world's  record).  Laps — Hume  (3), 
Giles  (1),  Wright  (2),  Diefenbacher  (5), 
Schnell  (2),  Berryessa  (3),  Crebs  (1). 
Mayer    (10),   Holliday    (12). 

Two-mile  lap  handicap,  professional — 
Won  by  C.  L.  Hollister  (95  yards) ;  second, 
Iver  Lawson  (scratch);  third,  Hardy  K. 
Downing  (25  yards);  fourth,  W.  Palmer 
(65  yards);  fifth,  J.  E.  Achorn  (160  yards). 
Time,  3:40.  Laps — Hollister  (8J,  Achorn 
(4),   Mitten    (2),   Smith    (1). 


Brandes  Wins  from  Scratch. 

Otto  C.  Brandes  made  his  bow  to  the 
public  as  a  crack  road  rider  last  Sunday, 
5th  inst.,  at  Valley  Stream,  L.  I.,  when  he 
won  the  twenty-five  mile  handicap  road 
race  of  the  Edgecombe  Wheelmen,  from 
scratch.  Brandes  made  a  regular  old-fash- 
ioned double-killing,  which  seems  to  be  the 
fashion  nowadays,  and  scored  the  best  time, 
riding  the  distance  in  1  hour  4  minutes  20?^. 
seconds,  which  would  rank  as  a  first-class 
performance  in  any  company  much  less  in 
a  closed  event. 

The  finish  resulted  in  a  close  fight  be- 
tween Brandes  and  Samuel  Morrison,  the 
latter  a  one  minute  man.  Morrison  gave 
Brandes  a  rare  go  in  the  last  hundred  yards 
and  was  beaten  at  the  tape  by  only  one-fifth 
second.  Christopheles  Kind — Chris  and  his 
brother,  Nick,  can  beat  three  of  a  kind  any 
day,  all  rules  of  Hoyle  to  the  contrary  not- 
withstanding— finished  a  good  third.  Nick 
got  fifth.     The  summary  follows: 

1,  Otto  C.  Brandes  (scratch),  1:04:20^; 
2,  Sam  Morrison  (1:00),  1:05:203/^;  3,  Chris. 
Kind  (1:30),  1:05:54:^^;  4,  Reese  Hughes 
(1:00),  1:06:21;  5,  Nick  Kind  (4:00), 
1:08:542/,;  6,  Dick  Hughes  (12:00), 
1:10:00^;  7,  Henry  Furk  (12:00),  1:17:00^. 


Ruggles's  Channel   Steel   Motorcycle. 

1-1.  B.  Ruggles,  the  Brooklyn,  N.  Y., 
motorcyclist,  who  for  nearly  five  years  has 
had  ideas  of  his  own  regarding  motor- 
cycles, has  brought  the  machine  he  evolved 
a  step  nearer  to  his  idea  of  perfection;  it  is 
shown  by  the  accompanying  illustrations. 
Ruggles    eschews    tubing   and   the    diamond 


frame.  He  uses  channel  steel,  hot  riveted, 
for  the  frame  and  forks  and  maintains  that 
thereby  he  obtains  an  indestructible  ma- 
chine. Although  pedals  can  be  attached  if 
desired,  Ruggles  uses  running  boards,  the 
machine  being  cranked  in  exactly  the  same 


E 

MH^BMHIIHBfr  '■''^ 

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.^      ^I^^^^^K^^^ 

K^^'fi 

manner  as  when  starting  an  automobile,  a 
friction  clutch  with  chain  drive  being  em- 
ployed. The  motor  bicycle  is  driven  by  a 
5  horsepower  engine  and  has  a  fuel  cap- 
acity of  3  gallons  of  gasolene.  The  motor 
is  positioned  vertically  in  the  loop  frame, 
the  low  center  of  gravity  enabling  the  ma- 
chine to  be  easily  controlled  in  crowded 
thoroughfares;  by  the  application  of  an 
emergency  fcjot  brake  it  can  be  instantly 
stopped  when  necessary. 

Ruggles's    newest   model    is   designed   for 


carrying  two  persons,  the  two  spring  seats 
being  upholstered  and  the  rear  seat  adapted 
for  carrying  either  a  passenger  or  a  large 
amount  of  baggage.  It  is  supported  by  a 
triangular  frame  which  can  be  dropped  to 
the  ground  and  answers  the  purpose  of  a 
stand. 


Observation  Train  Followed  Racers. 

W.  Browning,  of  Grand  Junction,  Col., 
riding  with  11  minutes'  handicap,  won  the 
annual  Glenwood  Springs  handicap  road 
race  from  Basalt  to  Glenwood,  Col.,  on  Sun- 
day last,  5th  inst.  Len  Kennedy,  of  Grand 
Junction  (11  minutes),  finished  second  and 
Samuel  Thompson,  of  Glenwood  (8  min- 
utes), was  tsihr.  A  large  crowd  witnessed 
the  race  from  an  observation  train  run 
over  the  Colorado  Midland.  The  race  was 
scheduled  to  be  run  in  the  morning,  but 
owing  to  a  wreck,  was  called  off  until  the 
afternoon,  and  another  delay  occurred  on 
reaching  the  starting  point  at  Basalt,  in 
the  form  of  a  thunder  storm,  which  cov- 
ered the  roads  with  a  two-inch  layer  of 
mud.  It  finally  was  decided  to  start  the 
race  from  a  point  four  miles  nearer  to  Glen- 
wood, cutting  the  distance  down  to  19  miles, 
instead  of  the  usual  23.  Fred  Bueffher,  of 
Leadville,  from  scratch,  won  first  time 
prize,  riding  the  distance  in  52:22,  which, 
considering  the  condition  of  the  course,  was 
very  fast.  The  other  place  finishers  were 
as  follows:  4.  George  Ritchie,  Aspen  (15 
minutes);  5,  P.  L.  Sustensix  (13  minutes); 
6,  Clarence  Deering,  Glenwood  (7  minutes). 


More  Racing  on   Outlawed  Track. 

A  large  crowd  witnessed  the  races  on  the 
outlawed  Union  Lake  Park  track  at  Mill- 
ville,  N.  J.,  'on  Saturday  night  last,  4th  inst. 
The  two-mile  handicap  went  to  Wince,  of 
Philadelphia,  from  scratch,  with  Dan  Trot- 
ter, of  Philadelphia,  IS  yards,  second,  and 
J.  H.  Bennett.  Brooklyn,  scratch,  third. 
Time,  4:49.  Wince  landea  a  winner  in  the 
miss  and  out  race,  with  Victor  Lind,  of 
Brooklyn,  second,  and  J.  Fauber,  of  Phila- 
delphia, third.  Fauber  finished  first  in  the 
unlimited  pursuit.  Wince  completing  his 
good  work  by  getting  second. 


Motorcycle  Funnels  Shaped  for  Pockets. 
Collapsible  funnels  are  now  being  scat- 
tered broadcast  by  the  Hendee  Mfg.  Co., 
Springfield,  jNIass.  They  are  made  of  water- 
proof paper  and  fold  into  a  shape  that  per- 
mit them  to  be  easily  carried  in  pockets  or 
tool  bags.  They  will  prove  of  real  service 
to  the  motorcyclist  who  seeks  gasolene  in 
those  garages  which  have  only  the  immense 
funnels  used  in  filling  automobile  tanks. 


Two  events  for  single  cylinder  motor 
bicycles  have  been  included  in  the  sports 
to  be  run  in  connection  with  the  Richmond 
County  Fair,  at  Dongan  Hills.  Staten 
Island.  A  five  miles  race  will  be  run  on 
Labor  Day,  Sept  3,  and  one  of  ten  miles 
on  the  following  Saturday.  Both  have  been 
sanctioned  by  the  F.  A.   M. 


THE  BICYCLING  WORLD 


573 


HE  SAW  DANGER  AHEAD 


Thought  he  "had  'em"  for  a  While,  but  an 
Automobile   Reassured   Him. 


"When  I  was  brand  new  at  the  game  T 
would  not  have  told  you  this  story  on  my- 
self for  fear  of  being  laughed  at,"  said  the 
Experienced  Motorcyclist,  as  he  lighted  a 
fresh  cigar.  "It  happened  when  I  was  in 
the  very  first  stages  of  greenness,  for  it 
was  my  first  long  ride  on  a  power  machine. 
I  had  placed  my  order  with  a  dealer  away 
up  town  and  he  had  given  me  lessons  two 
or  three  evenings  a  week  for  almost  a 
month  while  I  was  waiting  for  my  own 
machine  to  arrive.  I  was  so  anxious  to  get 
hold  of  it  that  that  dealer  certainly  earned 
his  commission  on  it.  I  pestered  the  very 
life  out  of  him  during  the  last  two  weeks 
of  my  wait.  Went  round  there  every  night 
expecting  to  see  it  and  was  just  as  much 
disappointed  every  time  he  told  me  it  had 
not  come,  so  I  took  it  out  on  him  by  making 
him  give  me  another  lesson.  I  think  he 
began  to  get  suspicious  that  I  was  'working' 
him  as  I  had  become  quite  proficient  under 
his  tutelage.  You  see,  he  could  have  stood 
me  ofif  if  he  had  wanted  to,  as  he  had  my 
deposit  on  the  order  and  all  I  could  do  was 
to  wait  and  contain  myself  in  patience. 

"But  every  evening  I  went  round  there  I 
had  some  new  excuse  cooked  up.  I  wanted 
him  to  show  me  just  how  to  manage  the 
control,  or  told  him  my  weak  point  was 
getting  under  way;  wanted  him  to  show  me 
how  the  carburetter  worked  or  something 
about  the  wiring.  If  the  game  had  gone  on 
much  longer  I  would  have  run  shy  of 
excuses,  but  as  it  was,  he  took  them  all  in 
and  I  benefited  to  the  extent  of  a  ride  of  at 
least  a  few  blocks  every  evening  and  really 
got  some  valuable  instruction  in  the  bar- 
gain.. I  was  so  keen  at  the  game,  as  most 
brand  new  hands  are,  that  it  galled  me  to 
have  to  stick  to  the  radius  of  a  few  blocks 
up  and  down  near  his  establishment, 
but  that  was  better  than  sitting  at  home 
going  over  plans  for  rides  that  I  had  already 
made  a  dozen  times  or  more.  Probably 
it  was  no  less  a  relief  to  him  to  see  that 
machine  arrive  than  it  was  to  me  when,  one 
evening,  prepared  to  meet  the  usual  disap- 
pointment that  by  that  time  had  come  to  be 
a  regular  thing.  I  walked  in  and  saw  a  new 
machine  just  out  of  its  crate,  perched  on  a 
stand  in  all  the  glory  of  its  shining  enamel 
and  nickel  plate.  That  machine  was  mine  if 
I  had  to  take  it  by  main  force  or  get  a 
sheriff's  warrant  for  it,  so  it  was  fortunate 
for  that  dealer  that  it  was  in  reality  mine 
and  not  one  received  on  an  order  placed 
earlier  than  mine  had  been  given,  as  I  half 
suspected.  Deliveries  were  exasperatingly 
slow  and  the  dealer  told  me  there  were 
several  ahead  of  me,  but  he  hastened  to 
relieve  the  suspense  by  assuring  me  that 
my  machine  had  finally  arrived. 

"And  he  had  taken  pity  on  my  eagerness 
to  test  it  out  without  delay  so  there  it  was 


all  mipackcd  and  charged  with  a  full  supply 
of  gasolene  and  lubricating  oil.  lie  had 
exen  put  on  a  lamp  and  filled  it,  so  that 
everything  was  in  readiness  for  a  ride.  I 
didn't  even  want  to  mount  it  on  the  stand 
to  try  it,  so  anxious  was  I  to  get  out  on 
the  road  with  it,  but  he  insisted  on  showing 
that  it  was  in  perfect  running  order  before 
it  left  his  establishment,  and  for  fully  ten 
minutes — a  length  of  time  that  seemed  an 
hour  to  me — he  kept  me  sitting  there  stop- 
ping and  starting  it.  Then  having  com- 
plied with  the  financial  formalities  in  the 
way  of  settling  the  remainder  of  the  pur- 
chase price,  I  was  at  liberty  to  go — to 
smash  it  if  I  felt  inclined,  and  the  dealer, 
knowing  my  over-weening  confidence  in  my 
riding  ability  as  well  as  realizing  my  great 
haste  to  get  out  and  make  time  anywhere 
so  long  as  it  was  not  on  the  two  or  three 
blocks  that  I  had  been  confined  to  for  the 
past  month,  urgently  cautioned  me  to  be 
careful  and  take  things  easy  until  I  acquired 
more  actual  riding  experience. 

"Strangely  enough,  I  took  his  words  in 
all  seriousness  and  resolved  not  to  have  any 
trouble  the  first  night  I  went  out,  at  any 
rate.  I  started  off  in  good  shape  and  was 
soon  enjoying  the  exhiliration  of  a  night 
ride.  I  was  soon  out  in  the  suburbs  and  as 
the  night  was  very  dark  and  the  street 
lamps  were  few  and  far  between,  I  was  con- 
stantly on  the  lookout  for  obstructions.  I 
had  been  looking  so  intently  for  sonie  time 
without  seeing  anything  that  I  suppose  my 
caution  must  have  been  relaxed,  for  in 
rounding  a  corner — pretty  fast,  I'll  admit — 
a  red  lamp  stared  me  in  the  face.  It  was 
apparently  in  the  middle  of  the  road  and 
for  a  moment  I  was  afraid  it  might  be  a 
ditch  or  obstruction  extending  almost  all 
the  way  across. 

"It  was  a  case  of  shut  off  and  down 
brakes  in  a  hurry,  but  when  I  had  come 
almost  to  a  dead  stop  the  red  light  was,  if 
anything,  further  away  than  when  I  had 
first  seen  it.  It  was  certainly  puzzling  and 
I  did  not  know  what  to  make  of  it  at  first. 
I  rode  over  the  spot  where  I  had  first  seen 
it  and  although  the  night  was  pitch  black 
there  were  no  signs  of  an  excavation  or 
building  that  would  cause  an  obstruction  in 
the  roadway.  I  had  got  pretty  well  out  of 
town  by  that  time  and  resolved  to  turn 
back.  I  slowed  down  and  faced  about — 
there  was  absolutely  nothing  in  sight,  so 
knowing  the  road  I  had  just  come  over  to 
be  perfectly  safe,  I  let  her  out  a  bit  and 
crouched  down  over  the  handle  bar  to  hear 
the  wind  whistle,  when  all  of  a  sudden  there 
Was  another  one  of  those  ominous  red  eyes 
staring  at  me  only  a  block  away. 

"It  seemed  to  me  I  was  almost  about  to 
rush  on  top  of  whatever  it  was  when  my 
efforts  at  a  grandstand  stop  began  to  take 
effect,  and  instead  of  running  over  the  red 
light  it  began  to  run  away  from  me.  And 
it  not  only  ran;  it  soon  disappeared  alto- 
gether. I  began  to  wonder  if  I  had  been 
imagining  red  lights  and  when,  as  I  swung 
into  a  cross  road  and  saw  another  of  those 


danger  signs  I  was  about  convinced  that  I 
'had  'em  bad'  without  knowing  it.  At  a 
distance  the  lights  had  impressed  me  as 
being  the  usual  red  globed  lantern  ordin- 
arily placed  by  contractors  on  excavations 
and  dirt  piles,  but  I  hadn't  been  able  to  get 
near  enough  to  verify  my  impressions. 
Then,  while  I  was  slowly  traveling  along, 
wondering  what  on  earth  had  made  me 
bring  up  in  such  an  unceremonious  fashion 
on  each  occasion,  there  was  a  long  drawn 
out  wail  from  out  of  the  darkness  a  quarter 
of  a  mile  away  and  a  moment  later  'a  huge 
touring  car  full  of  people  flashed  across  my 
path  just  as  I  had  arrived  at  another  cross 
road.  The  rays  from  my  lamp  gleamed  on 
the  brass  tubes  of  one  of  those  young  pipe 
organs  that  automobiles  carry  strung  along 
the  side  and  in  a  twinkling  it  was  gone.  I 
looked  after  it  casually,  thinking  what  a 
narrow  escape  I  might  have  had  if  I  had 
been  going  at  my  speed  of  a  few  minutes 
previous  and  we  had  both  arrived  at  the 
center  of  the  cross  road  at  the  same  instant. 
'4-11-44  N.  Y.'  or  some  number  way  up  in 
the  thousands,  shone  out  under  the  shaft 
of  the  tail  light  and  there,  sure  enough,  was 
my  will  o'  the  wisp  on  the  swinging  board. 
The  glare  of  the  white  light  on  the  number 
was  so  much  brighter  close  at  hand  that  I 
had  not  paid  particular  attention  to  the  red 
bull's  eye  pointing  directly  at  me,  but  as  the 
car  ciuickly  receded  there  was  soon  nothing 
visible  but  the  staring  red  eye  that  had 
brought  me  to  such  a  sudden  stop  on  each 
occasion  that  evening.  I  almost  laughed 
aloud  at  my  folly  for  thinking  that  I  had 
pulled  up  from  fear  of  running  into  the  tail 
light  of  an  automobile  that  was  going  in 
the  same  direction  as  I  was,  but  when  I  got 
home  I  didn't  say  anything.  The  story  was 
too  good  to  keep  forever,  though,  so  there 
you  have  it." 


Toying  with  High  Tension  Wires. 

Keep  your  fingers  away  from  the  spark 
plugs  or  other  terminals  of  the  high  tension 
end  of  the  ignition  system  while  the  engine 
is  running,  is  a  good  piece  of  advice  that 
will  save  an  unpleasant  minute  or  two  if 
nothing  worse.  While  the  shock  produced 
by  the  average  induction  coil  used  for  igni- 
tion purposes  is  absolutely  harmless,  the 
suddenness  and  severity  of  the  jolt  are 
sufficient  to  unnerve  some  people  totally  for 
several  minutes  and  the  interim  between  the 
time  of  finding  out  that  the  innocent  look- 
ing brass  nut  was  "alive"  and  a  return  to  a 
normal  condition  of  feeling  is  only  less  un- 
comfortable than  the  shock  itself. 


The  Effect  of  Irish  Hills. 

"How  do  you  like  this  part  of  the  coun- 
try?" a  motorcyclist  inquired  of  another 
who  was  laboriously  pushing  an  under- 
powered machine  up  a  steep  rise,  says  the 
Irish  Cyclist. 

"I'm  afraid  the  'climb-it'  wouldn't  suit 
me,"  was  the  reply  in  low  compression 
gasps. 


574 


THE  BICYCLING  WORLD 


^yy 


<^. 


^^ 


<>A 


% 


N.  S.  U.  Motorbicycles  crossing  the  Stilfser-Joch,  the  highest  mountain  road  in  Europe. 


Write  for  catalogue. 


Dealers  write  for  agency  terms. 


THE  N.  S.  U.  CYCLE  &  MOTOR  CO.,  78  charlotte  street,  London,  W.,  England 


PEDALS  AND  SPOKES 

FOR  EVERY  MANUFACTURER  WHO  PRODUCES  BICYCLES 


AND 


For  Every  Man  Who 
Sells  or  Rides  Them. 


They  are  Pedals 
and  Spokes  of  the 
Right   Sort,   too. 


STANDARD  JUVENII,E  NO.  2. 


STANDARD  NO.  1  RAT  TRAP. 


DIAMOND  E  SPOKES 


QUOTATIONS  ON  REQUEST. 


The  Standard  Company 

Makers   also   of   Standard   Two-Rpeed    Automatic   Coaster    Brake,    and    Star    and    Sager    Toe   Clips, 

TORRINQTON,  CONN. 


THE  BICYCLING  WORLD 


575 


BEST  MEET  AT  VAILSBURG 


Eight  Cornered  Pursuit  Provides  Fine  Sport 
— Amateurs  Gather  Many  Splinters. 


Charles  Schlee,  who  used  to  "do  things" 
in  the  amateur  ranks  several  years  ago  and 
who  still  holds  the  record  for  the  Irvington- 
Millburn  course,  blossomed  out  as  a  rara 
avis  professional  pursuit  rider  at  the  post- 
poned Vailsburg  meet,  last  Sunday,  Sth  inst. 
After  riding  more  than  five  miles  unpaced, 

Schlee  overhauled  and  passed  the  last  re- 
maining rider,  Edward  Rupprecht,  and  won 
the  unlimited  professional  pursuit  race  in 
the  fast  time  of  10:48^.  If  the  sturdy 
Newark  rider's  ride  can  be  classified  as 
"professional  against  time,  unpaced"  which, 
in  reality,  it  was,  then  the  Newarker  is 
entitled  to  have  his  name  inscribed  on  the 
book  of  records. 

All  in  all,  the  race  meet  at  the  old  board 
track  was  perhaps  the  best  that  has  been 
held  this  season.  It  had  been  postponed 
from  the  previous  Sunday  on  account  of 
rain  and  on  last  Sunday  weather  conditions 
were  just  right  to  make  the  riders  go  all  the 
way.  Scarcely  a  breath  of  air  was  stirring, 
which  accounted  for  some  fast  times.  About 
1,000  spectators  viewed  the  races. 

The  unlimited  pursuit  race,  with  eight 
professional  riders  arranged  equidistant 
around  the  quarter  mile  oval,  was  the  fea- 
ture of  the  program.  Marcel  Dupuis,  of 
the  Roy  Wheelmen,  on  the  back  stretch, 
was  the  first  to  be  eliminated,  Rupprecht 
overhauling  and  passing  him  soon  after  the 
start.  Floyd  Krebs  caught  Al  Judge,  the 
new  pro,  in  three  laps,  and  Rupprecht 
counted  Ashurst  out  on  the  fourth  lap.  To 
the  surprise  of  many,  Glasson  passed  Krebs 
at  four  and  three-quarter  laps,  and  after  a 
long  ride  little  Johnny  King  was  put  out 
of  the  race  by  Rupprecht,  at  nine  and  one- 
half  laps.  Schlee  passed  Glasson  in  the 
tenth  lap  and  then  began  the  struggle  be- 
tween Rupprecht  and  Schlee,  both  being 
on  even  terms 'at  two  and  one-half  miles. 
In  a  sprint  race  Rupprecht  undoubtedly  is 
the  better  man,  but  for  a  long  distance 
plugging,  Schlee  shows  that  he  has  mettle. 
Slowly  but  surely  Schlee  gained  on  Rup- 
precht and  at  one  hundred  yards  past  five 
miles  was  declared  the  victor.  His  time, 
10:487^,  for  the  distance  he  had  covered 
was  a  remarkable  piece  of  unpaced  riding. 

The  other  race  in  which  fast  time  was 
made  was  the  quarter-mile  open  for  pro- 
fessionals, from  a  flying  start.  Krebs  won  by 
a  half  length  from  Ashurst  and  was  clocked 
at  28^  seconds,  which  equals  Kramer's 
record  made  several  years  ago.  Rupprecht 
finished  third  and  Schlee  fourth.  W.  L. 
Canfield  made  his  debut  as  a  money  chaser 
but  failed  to  qualify  in  his  heat,  being 
beaten  by  Schlee  by  two  inches. 

Krebs  was  equally  successful  in  the  mile 
open,  beating  little  Ashurst  again  by  a  nar- 
row margin,  Rupprecht  finishing  an  easy 
third.      There    was    quite    a    scramble    for 


fourth  money,  and  it  resulted  in  Marcel 
Dupuis,  of  the  Roy  Wheelmen,  getting 
across  the  tape  first,  although  John  King 
and  one  or  two  others  tried  hard  to  keep 
him  from  scoring,  even  resorting  to  the  old 
expedient  of  crowding. 

Wellington  Smith  won  the  mile  open, 
amateur,  by  a  clever  sprint,  on  the  first 
turn  of  the  last  lap,  after  Charles  A.  Sher- 
wood practically  had  the  race  cinched. 
Sherwood  rode  his  first  race  at  the  Vails- 
burg track  since  his  reinstatement  as  an 
amateur  by  the  National  Cycling  Associa- 
tion, and  his  defeat  was  due  to  an  unpar- 
donable miscalculation.  Sherwood  started 
the  sprint  one  lap  too  soon  and  although 
he  tried  to  rally  did  not  have  the  strength 
to  beat  Smith  and  Mackay  in  the  final 
sprint.  Halligan  and  Kluczek  both  got  bad 
falls  in  the  final  of  this  race.  Somebody 
swung  down  on  Kluczek  and  the  Roy  man 
went  down,  with  the  Bay  View  rider  hurt- 
ling over  him.  Halligan  landed  on  his 
head.  Both  men  were  semi-conscious  when 
carried  to  the  dressing  rooms,  but  Halligan 
was  the  worst  injured  of  the  two.  Besides 
numerous  cuts  and  bruises  a  four-inch  splin- 
ter had  run  into  his  back.  The  surgeon  cut 
it  out,  but  it  had  touched  the  bone,  and  in- 
flicted much  pain.  Kluczek  was  patched  up 
by  a  fellow  club  member  who  always  carries 
a  surgeon's  outfit  with  him,  and  rode  in  the 
next  race. 

There  was  nothing  slow  or  lacking  ex- 
citement in  the  five-mile  handicap,  and  that 
the  scratch  men  came  in  for  three  of  the 
prizes  was  due  to  their  systematic  pacing. 
Valiant,  on  the  limit,  took  a  flier  off  the 
bank,  and  caught  the  scratch  bunch  before 
they  had  gone  fifty  yards,  but  the  sprint 
tired  him,  and  after  the  scratch  men  had 
burned  up  the  boards  for  a  mile,  changing 
pace  every  half  time  around,  Valiant  was 
compelled  to  give  up.  George  Cameron 
began  the  sprint  two  laps  to  go,  and  it  was 
due  to  his  long  effort  that  he  landed  Dave 
Mackay  a  winner.  Sherwood  crossed  a 
close  second  with  Wellington  Smith,  from 
180  yards,  third,  and  Martin  Kessler  fourth. 

John  Roth,  of  the  Roy  Wheelmen,  was 
made  happy  by  winning  the  diamond  stud- 
ded gold  medal  in  the  half-mile  novice. 
Roth  had  a  comparatively  easy  victory  and 
led  R.  Robinson,  a  negro,  hailing  from 
Louisville,  Ky.,  across  the  mark  by  several 
lengths.     The  summaries: 

Half  mile  novice — Final  heat  won 
by  John  S.  Roth,  Roy  Wheelmen;  second, 
R.  Jackson,  Louisville,  Ky.;  third,  B. 
Rogers,  Newark.     Time,  1:24. 

Quarter  mile  open,  professional,  flying 
start — Won  by  Floyd  Krebs;  second,  Al- 
fred Ashurst;  third,  Edward  Rupprecht; 
fourth,  Charles  Schlee.     Time,  0:28j^. 

One  mile  open,  amateur — Won  by  Wel- 
lington Smith,  National  Turn  Verein 
Wheelmen;  second,  David  Mackay,  Newark; 
third,  Charles  A.  Sherwood,  New  York  A. 
C.     Time,  4:18. 

One  mile  open,  professional — Won  by 
Floyd  Krebs,  Newark;  second,  Alfred  Ash- 


urst, Newark;  third,  Edward  Rupprecht, 
Newark;  fourth,  Marcel  Dupuis,  Roy 
Wheelmen.     Time,  2:S6j^. 

Five  mile  handicap,  amateur— Won  by 
David  Mackay,  Newark  (scratch);  Charles 
A.  Sherwood,  New  York  A.  C.  (scratch); 
third,  Wellington  Smith,  National  Turn 
Verein  Wheelmen  (180  yards);  fourth,  Mar- 
tin Kessler,  New  York  A.  C.  (scratch). 
Time,  13:573^. 

Unlimited  pursuit,  professional — Won  by 
Charles  Schlee,  Newark;  second,  Edward 
Rupprecht,  Newark;  third,  George  Glasson, 
Newark.  Time,  10:48?^.  Distance,  S  miles 
100  yards. 


Kellogg  First  on  Newport's  Sand. 

Newport,  Rhode  Island's  society  capital, 
opened  its  annual  carnival  this  year  with 
an  automobile  race  meet  on  Sachuset  Beach, 
a  one  mile  race  for  single  cylinder  motor- 
cycles forming  the  first  number  on  the  pro- 
gram. Society,  et  cetera,  turned  out  in  force, 
a  crowd  of  3,000  people  occupying  the 
natural  grandstand  afforded  by  the  sloping 
sides  of  the  course.  The  event  brought  out 
a  good  field  of  starters,  no  less  than  eleven 
lining  up  in  the  two  heats. 

W.  T.  Bowler,  a  Newport  youngster, 
mounted  on  a  2^^  horsepower  Indian,  got 
an  excellent  start  in  the  first  heat  and  led 
the  bunch  the  entire  distance,  in  the  fast 
time  of  1:064^.  D.  W.  Riley,  of  Providence, 
caught  his  side  trousers  pocket  on  the 
saddle  in  attempting  to  make  a  flying  mount 
and  was  thrown  heavily.  He  was  not  in- 
jured but  his  machine  suffered  the  loss  of 
the  left  pedal.  He  pluckily  entered  the 
second  heat,  nevertheless,  and  managed  to 
qualify  by  finishing  fourth.  Stanley  T. 
Kellogg,  of  Springfield,  Mass.,  (Indian) 
was  an  easy  winner  of  the  second  heat. 
Time,  1:10.  In  the  final  heat  Kellogg 
jumped  away  from  his  field  at  the  start 
and  ran  away  from  the  others,  although  the 
time  was  the  slowest  of  the  day,  l-.lSyi- 
Second,  W.  S.  Bowler,  2>4  horsepower 
Indian;  third,  E.  L.  Buffington,  2}^  horse- 
power Indian.  The  course  was  of  a  fish- 
hook shape,  stretching  around  three-quar- 
ters of  the  bay,  but  was  heavy  and  rough 
in  places. 


Mangold  Runs  Away  at  Washington. 

The  three  mile  motorcycle  race  that 
formed  a  part  of  the  program  at  the  Ben- 
nings  race  track  at  Washington,  D.  C,  on 
Saturday,  4th  inst.,  was  won  in  runaway 
fashion  by  James  Mangold,  on  a  2}^  horse- 
power Indian.  Time,  5  minutes.  Cleve 
Campbell  was  second.     Six  men  started. 


Freeman's  Tall  Mileage  Record. 

In  eleven  years,  Harold  Freeman,  an 
English  cyclist,  has  managed  to  average 
considerably  better  than  10,000  miles  a  year, 
his  total  for  the  entire  period  being  the 
very  respectable  figure  of  142,352  miles. 
His  lowest  total  for  a  year  was  10,107  in 
1896  and  his  highest  15,229  in  1904. 


576 


THE  BICYCLING  WORLD 


FORSYTH    SPECIALTIES. 


Full  Chain  Guard  with  All  Connections. 

Made  in  sections  and  riveted  together,  giving  enough  elasticity 
to  avoid  the  "twang"  of  a  one-piece  guard.  Adjustable  to  stretch 
of  chain  and  to  differences  of  length  between  centers  of  axles. 

FORSYTH  MANUFACruniNC  CO., 


Handy  things 
to  have  about 
the  house." 

We  also  make 

Mud  Guard  Fittings, 
Sprocl(et  Guards, 
Metal  Hand  Bral(es 

and  other  '  pecialties. 

Buffalo,  N.  Y. 


Half  Guard  with  All  Connections. 

Notice  the  method  of  attaching  front  con 
nection.  Enough  adjustment  to  meet  the  angle  of 
any  frame ;  a  little  feature  all  our  own.  It  counts. 
These  guards  are  just  a  little  better  than  any 
others.  That's  why  we  are  still  making  and  sell- 
ing lots  of  them. 


Veeders  for  Motorcycles. 


Veeder  Trip  Cyclometer  for 
Motorcycles, 

Price  complete  with  Motorcycle 
Striker,  $2.50. 


Veeder  Trip  Cyclometers  are  now  made 
with  a  strengthened  case,  making  them  suitable 
for  the  more  severe  service  of  motorcycle  use- 
A  new  motorcycle  striker  is  also  provided, 
which  clamps  securely  to  the  spoke  of  a  motor- 
cycle wheel. 

Motorcycles  need  regular  lubricating  periods 
— not  based  on  time,  but  on  mileage.  In 
addition  to  the  practical,  mechanical  reasons 
for  having  a  Veeder  on  your  motorcycle,  there 
is  the  further  reason  that — 

"  It's  Nice  to  Know 
How  Far   You  Go." 

FREE  BOOKLET  ON  REQUEST. 


The  New  Veeder  Motorcycle 
Striker. 


THE  VEEDER  MFG.  CO.,  36  Sargeant  St,  Hartford,  Conn. 

Makers  of  Cyclometers.  Odometers,  Tachometers,  Tachodometers,  Counters  and  Fine  Castings. 


Schrader  Universal  Valve, 


NOTICE. 


(Trade  Mark,    egistered  April  30,  1895.) 


Manufacturers  of  Bicycles,  Jobbers  and 
Dealers : 

In  order  to  facilitate  the 
obtaiDiDg  of 

PARTS  of  the 
Schrader  Universal  Valve, 

We  have  concluded  to  sell 
parts  only  to  the  general 
trade. 

Parts  99-1,99-2,  99-3i  99-4  ""^y  be  had  from  all  maker*,  or 
from  A.  Schradbr's  Son  Inc.  Price  List  tent  on  appl^ 
catioQ 


SIMPLE  AND 
ABSOLUTELY   AIR-TIGHT 


Manufactured  by 


X 

7} 

» 

^  ^^3 

Tt 

n    1^^^ 

c 

A.  SCHRADER^S  SON,  Inc. 


Established  1844. 


99-1 

^     28-32  Rose  St., 

""  New  York,  U.  S.  A. 


THE  CAT  ON  THE  TIRE 


The  Tale  as  Told  by  Harry's  "Steady"— She 
was  Scared — She  was. 


"Tlicrc  is  something"  in  masculine  human 
nature,  be  it  man,  boy  or  youth,  that  cannot 
resist  the  temptation  to  tease  a  cat  wherever 
one    is    to   be   found,   and   thereby   hangs    a 
tale,  as  the  story  books  puts  it,"  said  a  girl 
C3'clist    starting   to    retail    a    recent    cycling 
experience   to   a   circle   of  admiring  friends. 
"Oh  yes,  I   l<novv  riding  a  bicycle  is  con- 
sidered   passe,    but    then    Harry    is    just    as 
fond  of  it  as  ever  he  was.     He  simply  won't 
hear   of   giving  it   up   and   whatever    Harry 
does,   I   have  to   do,   naturally.     Of  course, 
I    have    enjoyable    times,    you    silly.      You 
don't   think   I   suffer   any  discomfort   pedal- 
ling   a    bicycle,    do    you?      I    cut    that    tan 
skirt  of  mine  down — you  remember  it,  don't 
you,    Carrie?      It   makes   just   the   loveliest 
divided    skirt    for    riding     you     ever     saw. 
Doesn't  bother  me  a  bit  getting  on  and  off. 
"You   haven't   got   a    Harry   to   take   you 
liicj'cle     riding.       You're     simply     jealous." 
This  to  another  who  felt  picjued  because  her 
description  of  the   outfit  she  was  going  to 
wear   at   a   friend's   wedding,   the   following 
week,    had    been    peremptorily    belayed    by 
tlie  arrival  of  the  bicycle  girl.     No  need  of 
adding   that    Harry   was    her    financier    and 
as  she  was  the  only  one  of  the  group  who 
really  owned   a   Harry,   she  was    It,   with   a 
capital    I    and   every   time   she   was    around 
she    held    the    floor.      The    other    girls    all 
wanted  to  know  how  it  felt  to  be  engaged. 
"Oh  yes,  let  me  see.     I  was  going  to  tell 
you  about  the  bicycle  trip  Harry  and  I  took 
last  Sunday.     We  simply  had  the  loveliest 
time.     We   had   to   come  back   on  the  boat 
all  on  account  of  an  old  tom  cat,  but  it  was 
all  Harry's  fault.     He  is  just  like  all  men; 
he  will  insist  on  teasing  a  cat  wherever  he 
sees  one  and  that  was  what  I  started  to  tell 
j'ou  about  and  I  had  a  bit  of  philosophy  all 
thought    out    as    an    introduction,    but    you 
girls    were    s6    busy    talking    about    clothes 
and  weddings  that  it  fell  flat. 

"Well,  never  mind  that  part  of  it,  We 
had  a  lovely  time  anyway  and  we're  going 
again  next  Sunday. 

"Of  course,  we  go  to  a  different  place 
every  time..  That's  where  part  of  the  fun 
comes  in,  but  Harry — he  likes  to  ride  down 
to  the  beach  most  of  the  time  and  the  surf 
bathing  is  just  too  lovely  for  anything. 

"Yes,  that's  where  we  went  last  Sunday 
and  that's  where  we're  going  again  this 
Sunday. 

"Oh,  there's  more  than  one  beach,  smarty. 
We  don't  have  to  go  to  the  same  one  all 
the  time. 

"We  left  home  last  Sunday  morning 
about  eight  o'clock  so  as  to  have  a  long 
ride  and  the  weather  was  simply  lovely. 
We  took  our  lunch  with  us  so  we  didn't 
care  where  we  got  to  or  when  we  got  there. 
Everything  was  just  'gurand,'  and  I  wasn't 
tired  a  bit  when  we  got  down  to  the  beach. 


THE  BICYCLING  WORLD 

It  must  be  twenty  miles  or  may  be  more,' 
for  it  took  us  an  awful  long  time  to  ride  it. 

"No,  and  we  weren't  spooning  all  the 
way,  either.  As  if  we'd  do  such  a  thing 
in   public   places   and  on   bicycles,  too! 

".■\fter  we'd  had  our  lunch  and  been  in 
bathing  we  went  inside  one  of  those  ice 
cream  places  and  stood  our  bicycles  in  a 
rack  outside.  Harry  always  rides  a  racing 
wheel  with  those  little  tires  on  it  and  he 
says  they're  awfully  thin.  Thtey're  ex- 
pensive, too.  He  calls  them  Palmers  and 
says  they  cost  more  than  ten  dollars. 

"I'll  liet  he's  one  of  those  horrid-looking 
individuals  that  go  scorching  along  all 
doubled  up  over  a  little  spider  of  a  bicycle 
looking  like  an  animated  cruller,  they're 
so  twisted,"  chirped  up  another  of  the 
irrepressibles. 


MsWCEMEfiTS 

ARE 

GOOD  STICKERS 


SAME  LABEL 


SAME  CEMENT 


Morgan  x  Wright 

CHICAGO 


NEW     TOKK    BRAKCa    «14-21«    WBST    47TH    ST, 


"Harry  doesn't  look  like  anything  of  the 
kind  and  he  can  ride  a  bicycle  awfullj'  fast. 

"There  was  a  great,  big  old  tom  cat 
peacefully  sunning  himself  outside  of  the 
ice  cream  saloon  and  Harry's  eyes  lit  up 
the  moment  he  saw  it.  He  simply  can't 
resist  the  temptation  to  tease  a  cat  and  I 
don't  know  any  boy  who  can. 

"The  cat  was  sound  asleep  and  didn't  pay 
any  attention  to  'scat'  and  hissing.  He  just 
slept  right  on.  But  Harry  had  to  have  his 
fun  so  he  poked  the  front  wheel  of  his 
bicycle   at   the   cat. 

"The  poor,  old  tom  cat  woke  up  with  a 
gape  and  a  yawn  and  looked  around  to  see 
what  it  was  that  had  poked  him  in  the  ribs. 
Mj-,  but  he  was  an  awful  fierce  looking 
animal.  I  never  saw  such  a  big  cat.  What 
the  boys  call  a  regular  'molbruiser.'  But 
he  took  it  in  good  nature,  though  he 
couldn't  look  pleasant,  for  his  face  wouldn't 
let  him.  He  looked  like  a  young  tiger. 
I  tried  to  get  Harry  away  from  there,  for 
I  was  afraid  of  the  animal,  but  he  wouldn't 


577 

come.  The  eat  didn't  seem  to  resent  being 
disturbed,  so  Harry  just  gave  him  another 
poke  in  the  ribs  with  the  wheel. 

"Most  cats  would  have  scampered  away, 
but  not  that  one.  He  showed  his  teeth  and 
snarled  just  like  a  dog.  Harry  thought 
that  was  great  fun  and  kept  on  badgering 
the  poor  animal,  but  I  was  afraid  it  was 
going  to  spring  and  I  moved  away  to  a  safe 
distance.  That  cat's  dander  was  all  up  by 
that  time.  It's  back  had  a  ridge  like  a  por-' 
cupine  and  its  tail  stood  out  like  a  muff; 
it  was  mad  all  through  and  meant  business. 
".\nd  then  just  for  good  measure  Harry 
ran  the  front  wheel  of  his  bicycle  right  into 
its  face  as  if  he  were  going  to  bicycle  over 
its  nose  and  down  its  back,  and  with  a  snarl 
that  was  awfully  fierce,  it  sunk  its  claws 
right  into  the  front  tire,  and  it  looked  as  if 
it  would  spring  the  next  time  instead  of  at- 
tacking the  wheel,  so  Harry  thought  things 
had  gone  far  enough. 

"It  was  time  to  retire,  sure  enough,  and 
he  started  to  back  his  bicycle  out,  but  the 
cat  came  with  it.  Its  claws  were  caught 
fast  in  the  rubber  and  canvas.  Harry  says 
there's  fine  silk  in  some  racing  tires.  Just 
imagine  putting  good  silk  in  a  dirty  old 
bicycle  tire.  When  he  tried  to  roll  the  ma- 
chine back  the  cat  began  to  go  around  with 
the  front  wheel  and  it  made  frantic  efforts 
to  get  free.  It  jerked  and  tugged  with  its 
front  claws  and  braced  its  hind  feet  against 
the  tire  and  tore  and  scratched,  all  the  time 
letting  out  such  fearful  howls'  that  there 
was  a  big  crowd  around  in  a  few  minutes. 
"Then  Harry  began  to  get  scared — " 
"Served  him  just  good  and  right  for 
teasing  the  poor  thing  so,"  chirped  in  the 
entire  circle  of  listeners. 

"It  was  a  mean  shame.  I  wouldn't  go 
with  a  fellow  who  did  such  a  thing." 

"He  pulled  and  tugged  and  shook  the 
wheel  and  even  stood  up  on  a  chair  to  keep 
the  cat's  claws  away  from  his  ankles  and 
shook  the  wheel  some  more,  but  the  cat 
held  on  like  grim  death.  It  was  just  as 
anxious  to  get  away  as  he  was  to  get  rid 
of  it. 

"Then  the  proprietor  of  the  place  came 
out  to  see  what  the  rumpus  was  all  about 
and  he  lit  into  Harry,  too.  Oh,  it  was  just 
too  funny  for  anything.  I  simply  thought 
I'd  die  laughing  and  the  whole  crowd  was 
in  a  broad  grin,  while  all  poor  Harry  could 
do  was  to  stand  there  on  the  chair  and  look 
sheepish. 

"Why  you  don't  leaf  dot  katz  alone  by 
himself,"  asked  the  proprietor,  angrily,  add- 
ing some  awful  sw'ear  words  in  German. 
It  must  have  been  his  pet.  "He  aind  trouble 
you  none.  He  never  troubles  mit  nobody 
vat  leafs  him  alone." 

There  was  Harry  standing  on  the  chair 
holding  up  the  bicycle  with  the  big  tom  cat 
dangling  by  his  front  paws  from  the  front 
tire,  and  the  fat,  old  German,  red  In  the  face 
and  shaking  his  fist.  It  was  a  tableau 
worth  seeing.  Then  he  realized  for  the  first 
time  that  the  cat  was  fast  and  started  to 
get  him  loose." 


578 


THE  BICYCLING  WORLD 


"  'Whoa,  Schnitzel,  mein  lieber,  vait  a 
minute  yet,  and  I  loose  you.' 

"He  gathered  the  dangling,  meowing  tom 
cat  in  his  arms  and  tried  to  work  his  claws 
loose  in  that  awkward  position  but  without 
much  success. 

"  'Come  down  once  vy  don't  you,'  he 
yelled  at  Harry.  And  like  the  man  in  the 
Bible  who  was  up  a  tree,  Harry  came 
down  with  more  hurry  than  grace.  He 
simply  fell  off  his  percK  an4  the  cat  got 
free  at  the  same  time.  The  old  German 
cuddled  his  Schnitzel  up  and  petted  him, 
but  Harry  didn't  wait  to  see  anything  more; 
he  got  out  of  the  crowd  and  we  got  away 
from  there  as  fast  as  we  could.  We  walked 
around  the  nearest  corner  and  started  to 
mount,  and  then  Harry  noticed  that  things 
were  not  all  as  they  should  be.  His  front 
tire  was  as  flat  as  a  pancake.  There  was 
no  need  to  ask  what  had  happened.  He 
turned  the  wheel  around  and  ruefully  gazed 
at  two  gashes  in  his  beautiful  Palmer  tire. 
Both  of  them  went  clean  through.  There 
was  no  help  for  it;  we  had  no  repair  kit, 
not  even  a  pump  and  no  one  we  asked 
could  direct  us  to  a  repair  shop,  so  we  de- 
cided we  didn't  want  to  ride  home  anyway 
and  took  the  next  boat." 

"Served  you  both  right  for  teasing  the 
poor  animal  in  such  a  shameful  manner; 
he  should  have  put  his  claws  into  you  in- 
stead of  the  tires,"  broke  in  an  indignant 
chorus  of  feminine  voices. 


CYCLES  FOR  CHILDREN 


Why  "Any  Old  Thing"  Won't  do— Adjust- 
ments and  Caution  are  Necessary. 


An  Incident  of  a  Tour. 

That  license  of  expression  which  char- 
acterizes "English  as  she  is  spoke"  sanc- 
tions the  saying  "a  hungry  man  sometimes 
walks  into  a  meal"  or  even  "falls  into  a 
meal,"  and  none  so  poor  to  do  this  ano- 
malous and  literally  meaningless  idom 
reverence.  Its  currency  goes  unquestioned. 
But  a  former  cyclist,  in  describing  an  inci- 
dent of  a  tour,  puts  it  in  such  a  manner 
that  it  is  pretty  hard  to  tell  just  what  he 
did  mean.  The  tour  was  in  Spain  and  he 
says  "Between  Serravalle  and  Pistoja,  we 
halted  beside  a  stream  and  made  tea,  and 
rode  into  the  latter  at  sunset."  Was  it  the 
stream  or  the  tea? 


"A  question  which  is  very  frequently 
asked,  and  to  which  a  decided  answer  ri- 
quires  to  be  given,  is,  'What  is  the  earliest 
age  at  which  a  child  should  be  allowed  to 
commence  riding?'  "  says  Dr.  E.  B.  Turner, 
the  widely  known  British  cycling  physician. 

"Young  growing  tissues  are  easily  dis- 
torted, and  young  children  feel  the  effect  of 
overstrain  and  overfatigue  much  more  than 
adults,  and,  taking  the  general  average  of 
children,  I  do  not  think  that  it  is  advisable 
to  let  any  child  learn  the  bicycle  before 
the  age  of  seven.  There  may  be,  of  course, 
those  exceptions  which  prove  the  rule,  and 
an  occasional  child  may  be  so  far  in  advance 
of  his  fellows  in  physical  development  that 
riding  earlier  may  do  him  no  harm,  but  for 
the  large  majority  seven  years  is  quite  the 
earliest  age  at  which  it  should  be  permitted, 
and  for  many  seven  is  much  too  early. 

"If  a  child  be  found  sound  and  well  in 
all  respects,  it  is  very  important  that  he 
should  be  properly  fitted  with  his  first 
bicycle.  Any  old  cast-off  'crock'  will  not  do. 
It  is  essential  that  the  reach  should  be  ac- 
curately adapted  to  his  length  of  leg,  and 
that  the  gear  should  not  be  too  high  nor 
the  cranks  out  of  proportion,  while  the  han- 
dle-bars must  be  sufficiently  raised  to  allow 
him  to  sit  upright  in  a  proper  and  natural 
position,  and  the  weight  of  the  machine 
should  be  carefully  cut  down  to  the  lowest 
minimum  consistent  with  safety.  If  a  young 
child  gets  into  the  habit  of  holding  himself 
in  a  bad  position  on  a  machine,  he  will 
never  get  out  of  it,  and  will  for  a  certainty 
acquire  a  permanent  'hump'  in  his  back, 
while  a  reach  too  long  may  easily  cause 
mischief  which  would  be  very  difficult  to 
correct. 

"The  child  having  been  properly  taught 
and  fitted  with  a  suitable  machine  must 
never  be  permitted  to  ride  either  so  fast  or 
so  far  as  to  cause  any  undue  fatigue.  The 
distance  which  may  be  ridden  by  each  par- 


ticular child  cannot  be  laid  down  in  miles 
and  yards.  One  may  be  much  stronger 
and  in  better  physical  condition  than  an- 
other, but  the  child's  condition  on  returning 
from  a  ride  will  be  the  best  test  whether 
that  ride  was  too  much  for  him  or  not.  If 
he  be  able  to  eat  well,  sleep  well,  and  the 
next  day  be  fresh  and  lively,  he  has  not 
done  too  much;  but  if,  on  the  other  hand, 
he  be  feverish,  sleepless,  and  awake  the 
next  morning  jaded  and  unrefreshed,  then 
he  has  overtired  himself,  and  must  have  a 
rest  for  several  days,  and  not  be  allowed  to 
attempt  so  much  again.  Excess  of  distance 
is  bad  for  a  child,  excess  of  speed  is  worse, 
but  excess  in  hill  climbing  is  worst  of  all. 
Children  learn  easily,  and  very  soon  become 
expert  in  the  management  of  a  machine,  and 
properly  regulated  riding  I  have  found  to 
be  of  immense  benefit  to  numbers." 


Evil  of  "Racing"  the  Engine. 

Racing  the  engine  is  one  of  the  abuses 
to  which  many  motorcyclists  subject  their 
machines  when  trying  them  out  on  the 
stand.  The  practice  of  putting  the  bicycle 
on  the  stand  and  speeding  the  engine  up 
until  "it  almost  runs  its  head  off"  is  one 
that  clips  months  off  the  motor's  life,  if  its 
owner  only  knew  it.  That  an  engine,  no 
matter  of  what  size,  should  never  be  permit- 
ted to  run  uncontrolled  at  high  speed  when 
not  under  load,  or  "racing"  as  it  is  briefly 
termed,  is  one  of  the  most  fundamental 
laws  of  mechanics. 

There  is  nothing  dreaded  quite  so  much 
by  the  engineers  of  large  ocean  steamers 
in  stormy  weather  as  the  racing  of  the  en- 
gines when  the  propeller  is  lifted  out  of  the 
water.  If  not  immediately  controlled  by 
shutting  off  steam  they  would  be  apt  to 
tear  themselves  from  their  foundations  or 
wrench  the  stern  off  the  ship.  Needless 
speeding  the  engine  on  the  stand  and  until 
everything  is  a  rattle  and  roar,  takes  more 
out  of  the  entire  machine  than  many  miles 
of  ordinary  work,  wastes  fuel,  causes  dia- 
bolical racket  and  an  ungodly  stench  beside 
being  of  no  particular  use  anyway.  When 
it  is  absolutely  necessary  to  test  an  engine 
on  the  stand,  the  shorter  the  test  the  better 
for  the  engine. 


KELLY 


USED  WHEREVER  QUALITY  AND  COMFORT  ARE  APPRECIATED. 

AFFORD     25     CHAIMGEIS     OF     ROSIXION. 

KELLY    HANDLE   BAR   CO.,  -  -  Cleveland,    Ohio. 


THE  BICYCLING  WORLD 


579 


LOOPHOLE  IN  THE  LAW 


Massachusetts    Motorist    Escapes    on    Odd 
Technicality  and  Police  are  Ruffled. 


Massachusetts  police  authorities  as  well 
as  all  other  citizens  of  the  blue  law  State 
who  clamor  for  the  suppression  of  the  auto- 
mobile and  the  motorcycle,  first,  last  and 
all  the  time,  are  much  upset  by  a  ruling 
made  last  week  by  Judge  John  W.  Berry, 
in  the  Lynn  Police  Court,  which  has,  how- 
ever, led  to  a  decision  to  arrest  alleged  of- 
fenders without  seeking  to  establish  their 
identity.  Although  the  ruling  grew  out  of 
the  arrest  of  Arthur  M.  Stanley  for  over- 
speeding  an  automobile,  as  motorcycles  are 
specifically  mentioned  by  the  law,  the  mat- 
ter is  of  interest  to  their  riders.  Through 
the  efforts  of  Henry  R.  Mayo,  who  appeared 
as  counsel  for  Stanley,  the  case  was  dis- 
missed. 

When  the  case  was  called,  Attorney  Mayo 
presented  a  motion  to  quash  the  complaint, 
on  the  ground  that  his  client  was  immune 
from  criminal  prosecution,  and  he  cited  sec- 
tion 7  of  the  automobile  laws  of  1906,  as 
conveying  the  authority  for  his  request: 

"Section  7.  Any  person  owning  or  controll- 
ing a  motor  vehicle,  who,  when  requested 
by  a  police  officer,  shall  refuse  or  neglect 
to  give  any  information  within  his  power 
to  give  which  may  lead  to  the  identification 
or  apprehension  of  the  person  who  was 
driving  such  motor  vehicle  on  the  occasion 
inquired  about,  shall  be  punished  by  a  fine 
of  not  less  than  twenty-five,  nor  more  than 
one  hundred  dollars. 

"Provided,  that  no  evidence  obtained  un- 
der the  provisions  of  this  section  shall  be 
used  in  any  criminal  proceeding  against 
the  person  furnishing  the  same." 

Judge  Berry,  at  first,  refused  to  accept 
the  motion  to  quash,  on  the  ground  that  it 
was  not  applicable,  and  he  ruled  that 
Stanley  was  guilty  of  overspeeding  and 
e.xpressed  a  determination  to  impose  a  fine 
of  $10. 

Continuing  his  argument.  Attorney  Mayo 
said  that  his  client,  who  was  operating  the 
automobile  owned  by  Vice-President  E.  W. 
Rice,  of  the  General  Electric  Company,  and 
bearing  a  registration  number  of  that  gen- 
tleman, was  stopped  by  one  of  the  Lynn 
inspectors,  asked  his  name  and  address,  and 
to  every  question  a  prompt  response  was 
made.  In  consequence  of  the  fact  that 
Stanley  conveyed  to  the  police  information 
which  led  to  his  identity,  which  could  not 
have  otherwise  been  secured  by  the  police, 
luiless  from  the  owner  of  the  car,  it  was 
contended  that  such  evidence  could  not  be 
used  in  criminal  proceedings  against  Stan- 
ley. A  singular  fact  was  discovered,  which 
amounted  practically  to  this:  If  Stanley 
refused  to  disclose  his  identity,  he  was  sub- 
ject to  a  fine;  if  he  did  disclose  his  identity 
he  could  not  be  punished  criminally,  as 
he  then  had  contributed  evidence  which  the 


police  were  using  against  him  in  the  crim- 
inal proceedings. 

After  much  discussion  between  the  court 
and  counsel,  during  which  it  was  remarked 
by  Judge  Berry  that  the  law  was  a  most 
queer  conception,  Stanley's  case  was  filed. 


Dr.  Tevis  and  the  Tricar. 

Dr.  H.  L.  Tevis,  one  of  the  most  promin- 
ent citizens  of  the  Golden  State,  has  just 
received  an  Indian  tricar,  which  he  will  use 
between  Los  Gatos  and  his  model  ranch 
home  at  Alma.  Although  the  doctor  owns 
fine  horses  and  automobiles,  he  was  con- 
vinced that  he  had  use  for  the  little  three- 
wheeler  the  first  time  he  saw  one,  and  he 
forthwith  ordered  one  through  the  San 
Francisco  agent.  When  the  machine  was 
delivered  at  the  ranch  there  were,  as  usual, 
several  guests  at  the  mountain  home,  and 
there  was  soon  an  argument  as  to  how 
quickly  the  tricar  could  negotiate  the  mile 
of  rough  hill  from  the  county  road  to  the 
doctor's  home.  The  road  is  not  only  very 
rough,  but  there  are  short  corners  innumer- 
able, and  it  requires  some  skill  to  success- 
fully "round"  them.  A  horse  owner  and  an 
enthusiastic  automobilist  were  very  loud  in 
their  statements  as  to  how  badly  they  could 
beat  the  motorcycle  up  the  grade,  until  the 
doctor  wagered  one  of  them  $10  to  50  cents 
that  the  tricar  could  "do"  the  hill,  with  one 
passenger,  in  less  than  6  minutes.  Naturally, 
such  odds  were  very  tempting,  and  the 
race  was  soon  on.  The  car  went  up  in 
exactly  3^4  minutes,  and  the  doctor  has  not 
yet  finished  laughing,  so  it  is  said,  and  he 
now  swears  by  the  tricar. 


Vagaries  of  a  Thunderstorm. 

"Experienced  cyclists  do  not  have  to  be 
told  of  the  vagaries  of  thunderstorms,"  says 
the  Scottish  Cyclist.  "More  than  once  have 
we  seen  a  line  drawn  sharply  across  the 
road  where  the  rain  has  fallen,  but  the 
cycling  column  of  a-Yorkshire  daily  records 
an  incident  that  illustrates  the  ways  of  our 
climate  in  a  most  marked  fashion.  A  cyclist 
and  his  wife  started  from  Leeds  for  York 
a  few  days  ago  and  when  a  thunder  storm 
overtook  them,  one  was  a  few  yards  ahead 
of  the  others.  The  downpour  was  sudden 
and  blinding  and  the  cyclist  hastily  made 
for  the  nearest  shed,  thinking  his  better  half 
had  done  likewise.  In  the  course  of  half 
an  hour  the  storm  passed  off  and  he  con- 
tinued his  ride  expecting  to  find  his  partner 
but  it  was  not  until  he  reached  York  that 
he  saw  her  again.  The  hundred  yards  or 
more  between  them  had  allowed  her  to 
escape,  and  she  had  gone  on  wondering 
what  had  happened  to  her  consort  and  tak- 
ing it  for  granted  that  he  would  overtake 
her  every  moment." 


"The  A  B  C  of  Electricity"  will  aid  you 
in  understanding  many  things  about  motors 
that  may  now  seem  hard  of  understanding. 
Price,  50  cents.  The  Bicycling  World  Pub- 
lishing Co.,  154  Nassau  Street,  New  York, 


THE 

"Good  Old  Standbys'' 

BEVIN 
Bells 


BEVIN 
Toe  Clips 


BEVIN 
Trouser  Guards 


Prices  as  interesting  as  ever. 


Bevin  Bros.  Mfg.  Co^ 

EASrHAMPTON,  CONN. 


580 


THE  BICYCLING  WORLD 


Continental  Rul)ber  Works  Suit. 

We  desire  to  notify  the  trade  that  our  suit 
against  the  Continental  Rubber  Works  of  Erie,  Pa., 
under  the  i  illinghast  Patents  is  still  pending,  and 
that  purchasers  and  users  are  equally  liable  for  in- 
fringement. 

The  following  manufacturers  are  licensed  to 
make  and  sell  single  tube  tires  under  the  TilHng- 
hast  Patents: 


Harlford  Rubber  Works  Co. 

Diamond  Rubber  Co. 

Fisk  Rubber  Co. 

Pennsylvania  Rubber  Co. 

Indiana  Rubber  & 

Insulated  Wire  Co. 

Goshen  Rubber  Works 
Lake  Shore  Rubber  Co. 


B.  F.  Goodrich  Co. 

Goodyear  Tire  &  Rubber  Co. 

Kokomo  Rubber  Co. 

International   Automobile    S; 
Vehicle  Tire  Co. 

Morgan  ^  Wright. 

Boston  Woven  Hose 

&  Rubber  Co. 


SINGLE  TUBE  AUTOMOBILE  &  BICYCLE  TIRE  CO. 


•1877- 


eiTxd 


MOTCmC'TCLE  REVIEW 


Volume  LIII. 


New  York,  U.  S.  A.,  Saturday,  August  18,  1906 


No.  21 


CREDITORS  LEND  HELPING  HAND 


Agree  to  Dismissal  of  Bankruptcy  Proceed- 
ings and   Consolidated  will   Continue. 


As  had  been  anticipated,  the  meeting  of 
the  creditors  of  the  Consolidated  Mfg.  Co., 
which  occurred  in  Toledo,  on  Monday  last, 
13th  inst.,  marked  a  favorable  turn  in  its 
affairs  of  the  company. 

Receiver  Robinson,  by  whom  the  meeting 
had  been  called,  explained  the  exact  situa- 
tion and  pointed  out  that  if  it  were  not  for 
the  heavy  load  that  had  been  so  long  per- 
mitted to  accumulate  and  which  had  been 
shifted  from  one  prop  to  another,  until  the 
receivership  became  imperative,  the  com- 
pany would  be  now  on  a  paying  basis.  It 
was  only  the  interest  due  on  this  load  that 
rendered  it  impossible  to  report  a  good  net 
profit. 

The  receiver  found  the  creditors  in  full 
sj'mpathy.  The  sympathy  took  the  prac- 
tical form  of  consent  to  the  withdrawal  of 
the  bankruptcy  proceedings  and  to  the  con- 
tinuance of  the  business  under  the  receiver 
for  a  period  of  one  year. 

There  was  also  appointed  a  committee  of 
creditors  who  will  work  in  harmony  with 
the  receiver  and  advise  with  him  in  all  mat- 
ters of  moment.  This  committee  consists 
of  W.  H.  Crosby,  The  Crosby  Co.;  H.  S. 
White,  Shelby  Steel  Tube  Co.;  E.  J.  Lob- 
dell,  Mutual  Rim  Co.,  and  Tracey  Carr. 


How  the  Jobbers  will  Co-operate. 

In  the  constitution  and  by-laws  of  the 
National  Bicycle  Jobbers"  Association, 
which  have  been  made  public,  is  evidence  of 
the  new  spirit  of  co-operation  that  pervades 
the  industry.  The  clause  relating  to  mem- 
bership provides  that  only  those  jobbers 
shall  be  eligible  who  are  so  designated  by 
the  Cycle  Manufacturers'  Association  and 
the  Cycle  Parts  and  Accessories  Associa- 
tion. The  by-laws  also  disclose  that  while 
the  annual   meeting  will   occur  in  July,   thf 


executive  committee  may  call  meetings 
whenever  they  are  deemed  desirable  and 
they  are  to  be  held  "if  possible,  at  a  time 
and  place  in  conjunction  with  some  other 
event  of  interest  to  the  trade." 


DAVIS  DENIES  THE  STORY 


The  Retail  Record. 

Rockford,  111. — H.  D.  Ticknor,  sold  out 
to  Lewis  T.  Theiss. 

Easthampton,  Mass. — J.  M.  Thompson, 
Cottage  street;  closed  out. 

San  Pedro,  Cal. — Anderson  cycle  store, 
stock  destroyed  by  fire;  loss,  $500,  no  in- 
surance. 

Aurora,  111. — A.  B.  Crosby,  acquires  the 
business  of  Frank  Anderson;  opens  new 
store  at  12  River  street. 


India  as  a  Cycle  Market. 

The  bicycle  business  is  evidently  a  pretty 
safe  investment  in  India.  It  is  related  by 
a  member  of  a  Lahore  firm  that  starting 
ten  years  ago  with  four  bicycles  and  twelve 
sewing  machines,  that  his  concern  now  main- 
tains branch  stores  in  eleven  other  cities 
in  the  Empire,  has  about  100  employees, 
issues  a  large  catalogue  and  carries  in  stock 
upwards  of  500  bicycles  to  say  nothing  of 
a  volume  of  accessories. 


South  Africa   Increases  Tariff. 

British  South  Africa,  comprising  the 
colonies  of  the  Transvaal,  Orange  River, 
Cape  Colony,  Natal  and  southern  Rhodesia, 
has  passed  a  new  tariff  schedule,  which  al- 
ready has  gone  into  effect.  The  duty  on 
bicycles  has  been  increased  from  12J/2  per 
cent,  ad  valorem  to  15  per  cent.,  and  on 
motorcycles  from  5  to  15  per  cent. 


New  Echoes  for  Burned  Ones. 

The  Echo  Bicycle  and  Motor  Boat  Co., 
whose  plant  at  Tonawanda,  N.  Y.,  was  de- 
itroyed  by  fire  some  time  ago,  are  making 
preparations  to  rebuild.  Tonawanda  cyclists 
who  had  cherished  mounts  in  the  place 
v/hen  the  fire  broke  out  have  been  made 
wheels  will  be  replaced. 


Says  will  Increase  Output  but  Mail  Order 
Firm  has  not  Acquired  Dayton  Plant. 


Although  the  report  that  Sears,  Roebuck 
&  Co.,  the  Chicago  mail  order  house,  had 
acquired  control  of  the  Davis  Sewing 
Machine  Co.,  Dayton,  Ohio,  was  common 
property  at  the  recent  Atlantic  City  con- 
vention, it  transpires  that  it  was  all  report 
and  no  substance. 

The  story  was  so  circumstantial  that 
the  mail  order  house  was  credited  with 
having  acquired  exactly  51  per  cent,  of  the 
Davis  shares,  but  Secretary  Parmelee,  of 
the  Davis  Company,  states  that  far  from 
that  being  the  case,  the  Chicago  concern 
does  not  own  or  control  even  a  single  share 
in  the  company.  He  characterizes  the  re- 
port as  "without  foundation"  and  says  that 
it  is  a  close  kin  to  stories  that  some  of 
their  rivals  in  the  sewing  machine  business 
have  been  for  years  endeavoring  to  circu- 
late in  the  rural  districts. 

Mr.  Parmelee  adds  that  it  is  true  that 
it  is  the  intention  of  the  Davis  Company  to 
increase  the  output  of  its  bicycle  depart- 
ment next  season  but  that  no  deal  such  as 
that  which  obtained  credence  had  anything 
to  do  with  the  intention. 


Henderson   Becomes  a   Corporation. 

The  Elizabeth  Motor  and  Cycle  Co.,  with 
headquarters  at  18  Julian  Place,  Elizabeth, 
N.  J.,  has  been  incorporated  under  New 
Jersey  laws  with  $2,000.  As  stated  in  the 
papers  its  object  is  to  deal  in  and  repair 
bicycles,  motorcycles,  automobiles,  and  deal 
in  supplies.  Mortimer  S.  Ross,  James  S. 
Henderson  and  Ada  H.  Foote,  all  of  Eliza- 
beth, are  named  as  the  incorporators.  The 
corporation  really  takes  over  the  business 
conducted  for  a  number  of  years  by  Hen- 
derson himself  and  is  in  the  nature  of  an 
enlargement. 


590 


THE  BICYCLING  WORLD 


FRAMES  FOR  MOTOR  BICYCLES 


Importance   of   Keeping   Motor   Rigid   and 
Some  Suggestions  on  the  Subject. 


In  motor  bicycle  design,  no  common 
agreement  has  as  yet  been  reached  as  to 
the  best  location  of  the  motor,  nor  as  to 
the  most  advantageous  method  of  mount- 
ing it  in  the  frame.  Indeed,  it  is  probable 
that  few  riders,  comparatively  speaking,  de- 
spite the  continual  discussion  v\rhich  is 
going  on  regarding  it,  realize  how  import- 
ant a  matter  it  really  is,  or  how  much  of 
real  practical  efficiency  depends  upon  its 
settlement  in  the  most  satisfactory  manner. 
In  a  recent  article  on  design  in  general, 
Engineering  has  this  to  say  regarding  the 
positioning  of  the  engine  and  its  attach- 
ment: 

"No  design  can  be  called  good  which 
does  not  allow  of  the  engine  being  readily 
withdrawn,  and  when  withdrawn  the  frame 
should  be  able  to  bear  the  rider's  weight 
without  distortion  or  other  injury.  There 
is  often  a  horizontal  tube  between  the  cylin- 
der head  and  the  petrol  tank,  which  pre- 
vents the  engine  being  got  out  of  its  place 
vertically,  though  even  without  the  tube  it 
is  not  right  that  the  removal  of  the  engine 
should  involve  the  previous  removal  of 
the  tank.  The  choice  seems  to  lie  between 
dividing  the  frame  and  using  the  engine  as 
a  rigid  link  on  the  structure,  and  seating 
the  engine  in  a  sort  of  cradle.  Other  ar- 
rangements have  been  used,  such  as  clamp- 
ing the  engine  down  to  the  front  tube,  so 
that  it  lay  along,  underneath,  and  parallel 
to  the  tube;  and  this  was  very  satisfactory 
for  the  smaller  engines. 

"However  the  engine  is  fixed,  it  should 
be  impossible  for  it  to  rock  about  when  it 
is  running,  a  tendency  to  which  many  en- 
gines are  liable.  When  the  engine  forms 
what  we  have  called  a  link  in  the  structure, 
although  it  is  comparatively  easily  with- 
drawn, the  rocking  tendency  has  to  be  most 
carefully  guarded  against.  There  is  hardly 
a  motor  bicycle  of  this  type  on  the  market 
on  which  the  engine  is  held  as  rigidly  as 
it  should  be.  The  best  arrangement  me- 
chanically is  to  have  the  frame  continuous, 
and  seat  the  crank  case  of  the  engine  in  a 
cradle  formed  solid  with  the  frame  tubes. 
In  one  well-known  make,  the  crank  case  is 
bolted  between  two  flattened  bars  curved 
to  the  contour  of  the  casing.  The  bars 
form  a  forked  continuation  of  the  front 
tube,  and  bolts  passing  right  through  the 
combination  hold  them  round  about  half 
the  circumference  of  the  flat  faces  of  the 
crank  case.  The  frame  has  no  intermediate 
horizontal  bar,  and  is  consequently  peril- 
ously weak  and  liable  to  distortion  if  the 
engine  is  removed.  There  is  probably  no 
machine  in  which  the  engine  is  held  more 
effectively  against  rocking  stresses,  but,  un- 
fortunately,  the  design  renders   the   engine 


extremely  difficult  to  withdraw.  After  the 
bolts  are  taken  out,  it  comes  in  contact  with 
the  petrol  tank  long  before  it  is  raised  high 
enough  to  clear  the  cradle  sides,  and,  in 
fact,  one  is  compelled  either  to  wiggle  the 
cylinder  off  first,  or  to  remove  the  tank. 

"The  cradle  in  many  motorcycles  con- 
sists of  a  single  round  tube,  passing  round 
the  centre  of  the  crank  case,  the  cradle 
tubing  being,  in  fact,  a  continuation  of 
front  tube  of  the  frame.  The  crank  case  is 
held  to  the  cradle  by  clips,  and  the  engine 
may  easily  be  got  out,  but  the  provision 
against  rocking  is  usually  inadequate.  The 
design,  however,  is  much  more  rigid  than 
the  divided  frame,  and  is  not  bad  struc- 
turally if  an  intermediate  horizontal  bar  is 
fitted.  Such  a  bar,  if  properly  placed,  makes 
the  frame  structurally  rigid  without  having 
to  depend  on  the  cradle  strength,  and  this 
is  undoubtedly  as  it  should  be.  A  curved 
cradle  is  essentially  weak,  and  should  not 
be  required  to  take  any  appreciable  part  of 
the  stresses  on  the  frame.  In  fact,  the 
frame  should  be  complete  as  a  structure 
without  considering  the  cradle;  the  latter 
then  might  be  designed  solely  as  a  suitable 
support  for  the  engine.  There  would  then 
be  no  difficulty  whatever  in  arranging  mat- 
ters so  that  the  engine  should  be  perfectly 
secured  against  rocking,  and  at  the  same 
time  able  to  be  withdrawn  sideways,  pos- 
sibly by  removing  a  strap  plate  forming 
one  side  of  the  cradle." 


WOOSTER  IS  STILL  MISSING 


His  Father  Testifies  but  Tells  Little — Assets 
Ordered   Sold  Next  Wednesday. 


Substitute  for  Porcelain. 

Asbestos  porcelain  is  the  name  given  by 
Garros  to  a  substance  originated  by  him, 
which  in  every  particular  equals  the  proper- 
ties of  porcelain,  over  which  it  is  claimed 
to  possess  several  advantages  for  such  pur- 
poses as  forming  the  insulating  core  of 
spark  plugs.  Asbestos  fibres  are  very  fine, 
their  diameter  varying  from  0.00016  to 
0.0002  millimetre,  so  that  an  exceedingly 
fine  powder  can  be  obtained  from  them. 
This  powder  is  mixed  with  water  to  form  a 
paste,  which  is  kneaded,  again  mixed  with 
water,  dried,  kneaded  once  more,  and  finally 
forced  into  suitable  moulds.  By  heating 
the  objects  in  a  crucible  to  a  temperature 
of  1,700  deg.  C,  a  product  resembling  por- 
celain as  regards  transparency  is  obtained. 
If  the  same  is  heated  for  eighteen  hours  at 
a  temperature  of  1,200  deg.  C,  a  porous 
asbestos  porcelain  of  pale  yellowish  or 
while  color  results  if  care  is  taken  to  wash 
the  powder  previously  with  sulphuric  acid. 


To  Test  Fit  of  the  Piston. 

A  good  method  of  testing  the  fit  of  a 
piston  and  its  rings  in  the  cylinder  is  to 
lay  the  latter  upon  its  side  on  a  bench,  and 
then  attempt  to  draw  out  the  piston  with 
a  sharp  jerking  movement.  With  properly 
fitting  parts,  this  should  not  be  possible. 
Hence  the  degree  of  resistance  offered  to 
the  effort  may  be  taken  as  a  measure  of 
their  condition. 


One  more  scene  in  the  modern  travesty 
of  hamlet  with  the  title  role  occupied,  oc- 
curred yesterday  afternoon,  17th  inst.,  at 
the  postponed  hearing  of  the  William 
Wooster  bankruptcy  case  before  Commis- 
sioner Alexander  in  the  Post  Office  build- 
ing. Indeed,  it  was  a  scene  in  which  the 
principal,  Wooster,  whose  artistic  $18,000 
failure  as  a  climax  to  a  wholesale-retail 
jobbing  business  conducted  in  sub-sidewalk 
headquarters  at  10  Barclay  street.  New 
York,  with  various  branches  in  other  parts 
of  the  city  acknowledged  or  otherwise, 
came  in  for  scant  attention.  The  delin- 
quent William  continues  to  remain  in  mod- 
est retirement,  leaving  his  case  to  the  ten- 
der mercies  of  his  creditors,  opposed  only 
by  his  attorney,  Samuel  Kalian,  who  yet 
maintains  that  he  has  seen  his  client  but 
once. 

The  formalities  at  yesterday's  session, 
consisted  solel}'  of  an  attempted  examina- 
tion of  John  Wooster,  the  father  of  the 
alleged  bankrupt,  with  regard  to  a  transfer 
of  the  Brooklyn  branch  of  the  Wooster  bus- 
iness, which  is  alleged  to  have  been  made 
to  him  two  days  before  the  failure  and  with- 
out consideration.  A  demand  for  an  elucid- 
ation of  this  transaction  made  by  Thomas  & 
Oppenheimer,  on  behalf  of  the  receiver, 
was  denied,  and  the  demand  was  renewed, 
but  without  result.  Other  than  John  Woos- 
ter and  representatives  of  counsel  for  both 
sides,  no  interested  parties  were  present, 
and  the  proceedings  were  quickly  ter- 
minated. 

Meantime  attorneys  for  the  creditors  have 
ordered  a  sale  of  the  property  to  take  place 
at  the  Barclay  street  store  on  Wednesday, 
the  22nd.  Kahan,  on  behalf  of  the  bank- 
rupt, has  declared  his  intention  of  present- 
ing a  petition  seeking  to  enjoin  the  sale, 
and  as  the  argument  will  naturally  occur 
on  Wednesday,  the  same  day  set  for  the 
sale,  interesting  developments  are  possible. 

The  petition  in  bankruptcy,  after  being 
adjudicated  by  Judge  Haugh,  has  been 
allowed  to  rest,  because  of  the  absence  of 
the  bankrupt.  As  soon  as  he  appears  and 
his  signature  has  been  affixed  to  the  sched- 
ule, notice  of  a  creditors'  meeting  will  be 
sent  out,  and  arrangements  for  the  appoint- 
ment of  a  trustee  can  be  completed. 


Cold  Plug  in  Hot  Engine. 

When  it  becomes  necessary  to  insert  a 
cold  spark  plug  in  a  hot  engine,  care  should 
be  taken  not  to  set  up  the  thread  too  far; 
when  this  is  done,  the  nicest  possible 
"shrink"  fit  is  made,  and  the  subsequent  re- 
moval of  the  device  becomes  a  work  of  deli- 
cate functions. 


THE  BICYCLING  WORLD 


5  I 


HERE'S  THE  MOTOR  CHAIR 


Comes  from  France,  but  There  are  Fields  of 
Possible  Use  in  America. 


If,  at  the  Florida  winter  resorts,  there  is 
a  truly  painful  sight  it  is  that  of  the  young 
negroes  laboriously  pedalling  the  so-called 
wheel     chairs     often     containing     men     or 
women    of    ponderous    weight.      When    the 
"human   mules"    encounter   a   headwind   on 
the  beach,  their  labor  is  something  fearful 
to   behold.     In  Atlantic   City,   N.  J.,   and   a 
few    other    resorts,    the   wheel    chairs    more 
nearly  resemble  overgrown  baby  carriages; 
they  have  no  pedals,  the  black  fellows  using 
their  hands   instead   of  their  feet   to   apply 
power.      The    suggestion    often    has    been 
made   that    even    a   light   motor   applied    to 
such  chairs  would  greatly  add  to  the  pleas- 
ure and  distance  of  the  occupants  and  even 
more     greatly     lessen     the     labor     of     the 
"mules"  but  nothing  ever  has  come  of  them. 
In  view  of  the  successful  development  of 
the  motorcycle  in  this  county,  it  would  seem 
that  some  progressive  American  would  have 
seized  on  the  idea  long  since,  but  it  has  re- 
mained for   a   Frenchman   to   evolve   some- 
thing   which    at    least    is     a     step     in     this 
direction.      This    is    termed    "L'Auto    Faut- 
ieul,"   or   motor   armchair.      It   is   in   reality 
a    motor    tricycle    and   is    designed    for    the 
use  of  invalids  or  cripples  who  are  not  in- 
capacitated from  taking  care  of  the  machine. 
Power    and    speed    have    necessarily    been 
subordinated    to    the    demands    of    comfort 
and    from    the    side    its    appearance    differs 
very    slightly    from    that    of    the    ordinary 
wheel  chair,  except  that  handles  or  similar 
means  of  assisting  in  the  business   of  pro- 
pulsion are  not  in   evidence.     Liberal   sized 
pneumatic  tires  are  used  on  the  rear  wheels 
which  are  about  28  inches  in  diameter,  but 
the    steering   wheel    is    of    such    diminutive 
size  that  any  attempt  to  speed  the  machine 
would  undoubtedly  result  disastrously.  This 
wheel  has  a  small  solid  tire. 

The  power  plant  consists  of  a  four  and  a 
half  horsepower  air-cooled  motor,  mounted 
on  the  rear  axle  at  an  angle  tilted  backward 
from  the  vertical.  Instead  of  driving 
directly  to  the  axle  or  driving  wheels,  how- 
ever, a  variable  speed  gear  is  interposed 
affording  a  range  of  from  S  to  IS  miles  an 
hour.  A  special  form  of  foot  brake  acting 
directly  on  the  motor  shaft  is  provided. 
To  judge  from  the  appearance  of  this  first 
type  of  motor  driven  arm  chair  it  would 
form  a  dangerous  pastime  to  attempt  to 
drive  it  at  its  maximum  speed  on  anything 
but  the  smoothest  and  most  unobstructed 
of  highways  and  even  under  such  conditions 
it  would  constitute  a  ticklish  occupation. 
This,  however,  has  little  bearing  on  the  fact 
that  r.  motor-driven  chair  of  the  type  now 
pushed  oy  the  thousand  up  and  down  the 
walks  of  seaside  resorts  would  form  an 
txcell  ;nt  innovation.  It  would  travel  faster 
and   I  great  deal  further  in  the  same  time 


and  could  doubtless  be  run  profitably  for 
a  very  little  higher  rate  than  now  obtains 
for  much  inferior  service.  And — neither 
the  avoirdupois  of  the  passenger  nor  the 
chance  of  a  stiff  head  wind  would  bother  the 
attendant,  but,  of  course,  that  is  something 
the  owner  of  the  chairs  does  not  worry 
himself  greatly  about. 


THE  "GOOD  ENOUGH"  HABIT 


Some  of  the  Damage  it  Does  and  How  it 
Pays  to  Avoid  it. 


Tale  of  the  Broken  Show  Window. 

That  trait  of  being  able  to  make  the  best 
of  anything,  unfortunate  or  otherwise,  and 
to  turn  a  penny  out  of  the  commonest  mis- 
fortune, so  commonly  attributed  solely  to 
the  Yankee,  seems  to  be  developing  in  the 
Mother  Country  to  a  certain  extent,  at  least 


THE  MOTOR  CHAIR 


to  judge  from  the  following  incident.  It 
seems  that  a  local  cycle  repair  shop  in  one 
of  the  rural  districts  had  been  run  into  to 
by  a  heavy  wagon  which  had  plunged 
through  the  main  show  window  totally  de- 
molishing it.  It  was  a  sad  blow  to  the 
dealer,  for  besides  cutting  off  his  display, 
it  deprived  him  of  the  greater  part  of  his 
light,  since  the  gap  must  needs  be  boarded 
up  until  a  new  glass  could  be  procured. 

Nothing  daunted,  however,  he  caused  to 
be  pasted  in  the  rough  boarding  a  sign 
which  read: 

"The  van  which  ran  into  this  window 
was  not  equipped  with  Blank  brakes,  but 
all   our   bicycles   are." 

Whether  he  also  took  occasion  to  im- 
portune the  teamster  who  had  met  with  the 
accident  to  fit  up  his  cart  with  the  device, 
is  not  a  matter  of  record,  but  at  least,  there 
can  be  no  doubt  that  he  reaped  no  little 
advertising  from  the  quick  advantage  which 
he  took  of  the  situation. 

The  mere  posting  of  a  sign  in  this  way, 
may  appear  a  small  matter.  Many  a  dealer 
would  not  think  it  worth  the  while.  Yet 
under  the  circumstances  it  could  not  fail 
to  attract  attention,  both  to  the  dealer  and 
his  wares,  and  that,  of  course,  must 
naturally  be  the  beginning  of  every  sale, 
although  it  does  not  follow  that  every  such 
beginning  results   in   business   returns. 


If  there  is  any  one  little  habit  that  above 
all  others  eats  holes  in  the  Sunday  clothing 
of  a  man's  business  methods  it  is  the  "good 
enough"  habit,  remarks  Hardware.  A  letter 
is  dashed  off,  not  fully  thought  out  or  quite 
satisfactory  but  "good  enough";  still  it 
lacked  just  the  last  vital  force  that  lands 
the  order  and  a  valuable  contract  is  lost. 
An  agreement  is  drawn  up  ready  for  sig- 
nature. Some  deficiency  is  apparent  in  it 
at  the  last  moment  and  is  finally  dismissed 
with  the  mental  comment,  "It's  good 
enough.  Let  it  go."  But  the  defect  invalid- 
ates the  papers  and  costs  some  one  a  pretty 
penny  as  well  as  a  lot  of  trouble  and  hard 
feeling. 

An  order  for  new  stock  is  given  that  a 
little  more  consideration  would  show  was 
not  a  well  balanced  one,  but  it  is  allowed  to 
pass  as  "good  enough"  rather  than  take  the 
trouble  of  making  a  few  inquiries.  Result: 
a  lot  of  goods  that  are  not  needed  and  some 
empty  shelves  in  places  where  the  stock 
was  really  short.  In  a  dozen  other  details 
of  more  or  less  importance  the  "good 
enough"  principle  is  applied  until  the  whole 
business  is  honey-combed  with  unsatisfac- 
tory arrangements. 

Nothing  is  good  enough  except  the  best 
that  can  be  done  and  any  concern,  however 
humble,  run  upon  that  principle  is  sure  in 
time  to  be  a  more  desirable  possession  than 
a  more  pretentious  neighbor  conducted  upon 
the  opposite  plan.  If  a  letter  can  be  im- 
proved upon  it  should  be  re-written  even 
if  it  is  only  a  notice  to  Bill  Smith  that  the 
plow  point  ordered  for  him  has  arrived. 
It  will  take  time,  but  the  next  one  will  be 
more  carefully  prepared  in  the  first  place, 
and  time  spent  in  establishing  the  habit  of 
exactness  is  time  well  spent  even  if  the 
richest  customer  on  the  rolls  of  the  concern 
has  to  cool  his  heels  outside  while  it  is 
being  done;  for  it  will  eventually,  if  per- 
sisted in,  place  any  establishment  upon  a 
footing  to  be  proud  of. 


The  Dealer  Propounds  a  Problem. 

"Although  the  solution  is  as  plain  as  the 
nose  on  your  face  I  had  a  problem  to  solve 
recently  that  has  caused  a  lot  of  the  boys 
a  mental  tie-up,"  said  Jean  Roy,  the  New 
York  dealer.  "A  man  came  into  my  store 
and  wanted  to  hire  a  bicycle  for  a  certain 
length  of  time.  He  had  only  a  two  dollar 
bill,  and  I  told  him  the  charge  would  be 
$3.  He  took  the  $2  bill  to  a  pawnshop  and 
pawned  it  for  $1.50.  On  his  way  back  to 
the  store  he  met  a  friend  to  whom  he  sold 
the  pawn  ticket  for  $1.50.  That  gave  him 
$3  and  he  came  back  to  me  and  hired  the 
bicycle.     Now,  who's  out  the  dollar?" 


592  THE  BICYCLING  WORLD 


NATIONAL  BICYCLES 

Worthy  of  the  Nation 
they    Represent 

Are  you  well  acquainted  with  them  ? 

NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  Haintenance  ortheeterTeuable 

Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

LL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE    FISK   RUBBER  CO.,  Chicopee    Falls,   Mass. 


THE  BICYCLING  WORLD 


593 


BICYCLING 

MOTOtocXE  REVIEW 

Published  Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


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THE  BICYCLING  WORLD  COMPANY. 


'Entered  as  second-class  matter  at  the  New  York, 
N,    Y.,    Post   Office,    September,    190O. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and  its  brandies. 

^^Change  of  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  IMONDAY  pre- 
ceding  the   date   of   publication. 

aSTMembers  of  the  trade  are  invited-'^nd  -are'-at  - 
all  times  welcome  to  make  our  offi.c^^fheir  head-" 
quarters  while  in  New  York;  out' "facilities  'aria:; 
information  will  be  at  their  commtf 


To   Facilitate   Matters  Our 
Address  us  at  P.  O. 


New  York,  August  i8, 


the  probable  influence  of  such  widespread 
prosperity.  The  indications  are  quite  clear 
enough  that  there  are  few  businesses  that 
will  not  feet  the  good  effects.  The  best 
effects  will  be  felt  by  those  in  which  real 
effort  and  intelligence  is  expended  to  se- 
cure them. 

It  has  been  said,  and  its  truth  does  not 
admit  of  argument,  that  the  bicycle  appeals 
to  or  can  be  made  to  appeal  to  every  human 
being  who  is  not  in  a  cradle  or  on  crutches. 
It  even  may  be  said,  and  it  is  as  true,  that 
the  use  of  a  bicycle  has  led  to  the  disuse 
of  some  crutches.  With  an  article  of  such 
an  appealing  nature — not  to  mention  motor- 
cycles— and  with  such  prosperous  condi- 
tions prevailing  and  promised,  it  will  be  the 
fault  of  those  concerned  with  its  production 
and  sale,  if  the  balance  sheets  of  1907  do 
not  disclose  about  the  healthiest  state  of 
trade  that  has  been  enjoyed  in  a  long  term 
of  years. 

Less  of  the  "too  busy"  order  of  puttering, 
Jess  faintheartedness,  more  enthusiasm  and 
^.^  little  more  boldness  or  courage  in  letting 
go]  of 'tine  dollar,  for  the  sake  of  making 
two, «  substantially  all  that  is  required.  The 
populace  Itas  the  money.  The  cycle  trade 
ha-s-the  goods.  It  is  the  cycle  trade's  busi- 
ness to  make  the  populace  desire  its  goods. 


No  Clbuds;  all  Silver  Lining. 

If  next  year  the  cycle  industry  does  not 
enjoy  even  a  much  greater  increase  of  pros- 
perity than  has  come  to  it  this  season,  it  will 
be  chiefly  because  of  timidity  or  other  weak- 
nesses in  departments  governing  the  sale 
of  bicycles  and  the  kindred  productions. 
For  from  the  West  and  South  come  reports 
of  the  unusually  excellent  condition  of  the 
year's  crops  and  from  the  East  of  a  corres- 
ponding condition  in  the  manufacturing- 
centres. 

The  harvests  of  corn,  wheat,  rice  and 
other  grains  promise  to  be  the  largest  ever 
known,  while  the  cotton  crop  also  is  of 
magniiicent  proportions.  In  the  steel,  cop- 
per, textile  and  similar  industries  a  most 
flourishing  order  of  things  prevails.  It  is 
of  significance  that  the  United  States  Steel 
Corporation  has  resumed  payments  of  divi- 
dends on  its  common  shares  and  that  the 
money  on  deposit  in  savings  banks  are  at 
about  the  high  water  mark — in  Kansas,  for 
instance,  late  reports  show  that  the  de- 
posits average  $100  per  capita  for  every 
resident  in  the  State. 

It  does  not  require  close  study  of  the 
abstrust    science     of     economics     to     trace 


The  Workings  of  a  Name. 

How  far  a  little  candle  cast  its  beam  of 
light,  used  to  be  a  favorite  turning  point  for 
the  argument  of  the  old-time  philosopher. 
Yet  in  the  modern  trade  propaganda,  is 
furnished  a  more  striking  parallel  based 
on  the  bolder  lines  of  the  present  day 
ideals.  For  however  far  the  product  of  an 
industry  may  go,  its  name  is  bound  to  go 
still  farther,  and  strangely  enough  it  often 
carries  with  it  the  name  of  the  locality  which 
gave  it  birth,  and  which,  but  for  the  mes- 
sage of  the  trade,  would  remain  hedged  up 
in  provincial  obscurity,  or  in  purely  local 
prominence.  Thus  its  beer  has  advertised 
Milwaukee,  and  Grand  Rapids  is  known 
because  of  its  furniture. 

But  neither  Milwaukee  nor  Grand  Rapids 
were  either  small  or  obscure.  On  the  maps 
they  were  denoted  by  fairly  large  dots.  It 
is  rather  more  remarkable  how  a  product 
can  make  widely  known  a  little  community 
which  previously,  to  all  intents  and  pur- 
poses, was  unheard  of.  The  thought  is 
suggested  by  an  advertisement  of  tires 
which   recently  has   been   appearing. 

The  broadcast  spread  of  the  name 
depends   somewhat  upon  the  nature  of  the 


wares  which  carry  it.  Furniture,  for  in- 
stance, is  purely  a  household  utility. 
Beyond  the  home  of  the  user,  it  and  its 
name  and  origin  excite  no  interest  except 
in  a  passing  way.  Other  manufactures  have 
their  personal  and  general  uses  and  the 
area  enlightened  by  this  or  that  trade  lum- 
inary is  thus  governed  largely  by  the  nature 
of  the  wares. 

But  tires,  however  personal  may  be  their 
use  to  the  individual  owner,  are  bound  to 
travel  all  over  the  world.  Once  they  have 
been  sold  by  the  dealer  wherever  he  may 
be,  instead  of  remaining  cooped  up  in  the 
home  or  shop,  they  go  out  onto  the  crooked 
endless  streak  of  grey  that  leads  from 
everybody's  house  to  anywhere.  And  with 
them  go  their  name,  and  the  name  of  the 
town  which  brought  them  into  existence. 
Thus,  it  has  come  about  that  wherever 
there  is  a  highroad  passable  to  a  wheeled 
vehicle,  wherever  there  is  or  has  been  at 
any  time  a  cyclist,  towns  have  been  brought 
into  the  spot  light.  Kokomo  serves 
as  an  excellent  example.  Outside  of 
the  immediate  confines  of  the  State,  how 
many  people  even  knew  of  the  existence 
of  that  little  Indiana  town,  until  it  became 
associated  with  pneumatic  tires?  And  into 
how  many  hundreds  of  thousands  of  homes 
has  the  name  since  gone  and  in  how  many 
parts  of  the  world  is  it  now  not  known! 

It  is  a  most  weird  thing,  the  way  an 
endless  chain  of  resistless  circumstance 
takes  up  and  carries  out  the  talisman  of  a 
word  or  phrase.  Yet  one  thing  is  evident 
from  the  very  nature  of  the  chain.  It 
cannot  go  unless  new  links  are  continually 
being  forged.  And  the  basic  source  of 
supply  must  be,  of  course,  the  factory.  If 
then,  the  chain  begins  to  weaken  or  rust 
or  break,  the  undeniable  reason  must  be 
explained  by  a  loss  of  activity  or  a  lack  of 
careful  work  at  the  home  forge.  If,  on  the 
other  hand, .  the  chain  grows  longer  and 
stronger  with  the  years,  the  explanation 
must  lie  not  so  much  with  the  nature  of  the 
circumstances  which  furnish  its  medium  of 
dissemination,  but  in  the  strength  of  the 
blast  at  the  forge,  and  the  vigor  and  truth 
of  the  blows  at  the  anvil. 


"I  do  not  mind  missing  a  meal  once  in  a 
while,  but  when  it.  comes  to  missing  the 
Bicycling  World,  that's  a  different  matter. 
As  I  have  not  received  it  for  several  weeks, 
will  you  please  send  copies  of  the  latest 
issues  and  let  me  know  if  my  subscription 
has  expired." — Gus  Castle,  Atlanta,  Ga. 


594 


THE  BICYCLING  WORLD 


GLOBE  GIRDLERS  AWHEEL 


Holt  and  Creutz  Now  on  the  Road — Their 
First  Impressions  of  England. 


Liverpool,  August  8. — Our  cyclometers 
now  register  the  first  miles  of  our  journey 
"around  the  world  a-wheel" — the  first  4,000 
miles  of  the  trip  having  been  made  in  com- 
parative ease — by  rail  and  boat.  But  now 
we  are  dependent  upon  our  bicycles  and 
are  about  to  start  northward  on  our  circuit 
of  the  British  Isles. 

One  does  not  need  to  be  in  England  a 
great  while  to  learn  much  about  bicycling, 
and  the  very  first  thing  we  learned  was  how 
much  more  popular  and  prevailing  bicycle 
transportation  is  in  England  than  in 
America. 

Sunday  is  usually  an  extremely  "dead" 
day  in  Liverpool.  In  fact,  everything  is 
closed  except  a  few  tobacco  stores  and  the 
hotels.  We  arrived  here  on  a  Sunday  morn- 
ing, but  before  we  had  been  an  hour  in  the 
city  we  saw  more,  bicyclists  than  we  saw 
during  a  sojourn  of  two  weeks  in  the  east- 
ern cities  of  the  United  States.  By  ones, 
twos  and  threes  and  in  squadrons  of  a 
dozen  or  more,  they  passed  us,  en  route 
to  some  of  the  many  outing  places  in  the 
vicinity.  One  peculiar  fact  is  that  while  in 
America  one  sees  but  few  lady  cyclists, 
in  this  city  they  seem  almost  equal  in  num- 
bers to  the  men  who  wheel.  We  are  in- 
formed that  this  is  true  throughout  the 
islands.  St.  George's  Hall,  one  of  the  larg- 
est and  finest  buildings  in  Liverpool,  is  a 
favorite  gathering  spot  for  cyclists,  and  is 
the  starting  point  of  almost  all  of  the 
wheeling  parties  starting  for  a  tour  of  the 
surrounding  country. 

One  phase  of  English  cycling  of  interest 
to  the  visiting  American,  is  the  prevalence 
of  the  use  of  the  bicycle  for  business  pur- 
poses. Almost  everyone  who  owns  one 
rides  it  too  or  from  his  or  her  work,  thus 
saving  carfare.  In  fact,  many  people  who 
never  take  long  rides,  own  wheels  for  this 
purpose  alone. 

The  esteem  in  which  bicycles  are  held  in 
England — in  contrast  to  their  status  quo 
in  America — is  shown  clearly  by  various 
laws  passed  especially  for  wheelmen,  and 
the  many  conveniences  for  cyclists  to  be 
found.  For  example,  the  law  here  is  very 
strict  in  regard  to  the  carrying  and  light- 
ing of  lamps,  and  a  heavy  penalty  is  at- 
tached for  violations.  The  time  for  lighting 
is  an  hour  after  sunset  and  as  the  sun  sets 
at  a  different  time  each  night,  there  might 
be  some  difficulty  for  the  cyclist  to  ascer- 
tain the  time  of  lighting  his  lamp.  To  over- 
come this  inconvenience,  the  newspapers 
of  Liverpool,  each  day,  print  in  the  upper 
right  hand  corner  of  the  front  page,  the 
official  time  of  sunset  and  .the  time  for 
lighting  the  lamps.  To-night  the  time  is 
8:55  o'clock,  and  to-morrow  it  will  be  8:54 
o'clock.  In  December  lamps  must  be 
lighted  as  early  as  4:49  p.  m. 


Here  are  a  few  cycling  laws  whose  nov- 
elty will  appeal  to  the  American  wheelman. 

"In  case  of  a  machine  being  hired,  and 
an  accident  causing  damage  to  the  machine 
occurs,  the  hirer  is  not  responsible  for 
damages  if  it  can  be  satisfactorily  proven 
that  it  was  no  fault  of  the  said  hirer." 

"A  master  is  responsible  for  the  acts  of 
his  servants  when  using  a  machine  in  the 
ordinary  routine  of  said  master's  business." 

"If  two  cyclists  choose  to  race  on  the 
road,  and  one  of  the  two  runs  into  and  in- 
jures any  person,  both  are  liable  to  the 
injured  person." 

A  day  or  two  ago  an  incident  occurred 
to  us  which  would  have  had  hardly  the 
same  outcome  at  home.  We  were  descend- 
ing a  hill — our  coaster  brakes  on — directly 
behind  a  street.  The  car  stopped.  We 
signalled  and  passed  to  the  left.  Two 
people  got  ofif  the  car  just  in  time  to 
escape  injury  by  our  wheels — by  jumping. 
We  stopped  at  once,  just  to  see  what 
our  fine  would  be,  as  an  imposing  police- 
man was  standing  on  the  sidewalk  not  ten 
feet  from  us.  Much  to  our  surprise  he 
proceeded  to  berate  the  men  who  had  got- 
ten off  the  car,  for  not  looking  about  them 
and,  thereby,  nearly  causing  us  a  tumble. 
The  incident  might  have  been  classed  as  a 
misdemeanor  at  home,  and  would  have 
called  for  "three  and  costs"  to  settle  the 
difficulty.  Thus,  while  stringent  rules  are 
made  for  wheeling,  the  cyclist  who  obeys 
these  rules  really  has  the  "run  of  the  road." 

Another  fact  indicative  of  the  prevalence 
of  cycling  here,  is  that  many  of  the  smaller 
hotels  advertise  in  large  signs,  the  fact 
that  special  conveniences  are  offered  to 
bicyclists.  In  addition  to  this  it  is  not  an  un- 
common thing  to  find  three  or  four  bicycle 
supply  stores  in  one  block — and  the  com- 
bined stores  of  Liverpool  would  make  a 
fairly  respectable  business  district  by  them- 
selves. Prices  as  a  rule,  run  less  than  in 
American  stores — that  is  on  the  supplies. 
Bicycles  list  slightly  higher — but  over  here 
they  think  that  America  has  too  many 
cheap  wheels. 

We  have  not  seen  a  colored  wheel  since 
arriving  here — all  English  bicycles,  it 
seems,  are  black — and  our  own  trim  Read- 
ing Standards,  with  their  brown  and  green 
frames,  attract  considerable  attention,  as  do 
also  the  yellow  and  black  sweaters,  with 
the  insignia  of  the  Roy  Wheelmen,  of  New 
York,  which  we  wear. 

One  point  which  the  American  manu- 
facturer of  bicycles  would  do  well  to  con- 
sider, is  that  of  the  difficulty  experienced 
by  Americans  coming  over  here  with 
American  wheels,  in  securing  supplies  to  fit 
the  wheel.  Our  greatest  difficulty  was  in 
locating  a  repair  or  supply  shop  where  a 
pump  to  fit  American  valves  was  to  be 
secured — and  then  it  was  in  a  little  repair 
shop  three  miles  from  where  we  uncrated 
our  wheels.  We  were  told  that  there  was 
but  one  place  in  Liverpool  where  an  Amer- 
ican pump  was  kept  and  this  is  most  ap- 
parently    true.       Therefore     the     American 


FIXTURES 


August  19— Valley  Stream,  L.  I.— C.  R. 
C.  of  A.  championships. 

Aug.  26 — Valley  Stream,  L.  I. — Century 
Road   Club   Association's   record   run. 

August  26 — Century  Road  Club  of  Amer- 
ica's fifteen-mile  handicap  road  race;  open. 

September  3 — Muskegon,  Mich. — Muske- 
gon Motorcycle  Club's  race  meet. 

September  3 — Brooklyn,  .N.  Y. — Century 
Road  Club  of  America's  annual  twenty-five- 
mile  handicap  Coney  Island  Cycle  Path 
race;  open. 

September  3 — Dongan  Hills,  S.  I.,  N.  Y. 
— Five-mile  motorcycle  race;  open. 

September  3 — Boston,  Mass. — Track  meet 
at  Revere  Beach. 

September  3 — Newark,  N.  J. — Track  meet 
at  Vailsburg. 

September  8— Dongan  Hills,  S.  I.,  N.  Y. 
— Ten-mile  motorcycle  race;  open. 

September  9 — Brooklyn,  N.  Y. — Century 
Road  Club  Association's  annual  record  cen- 
tury run;   open. 

September  9 — Valley  Stream,  L.  I. — Roy 
Wheelmen's  ten-mile  handicap  road  race; 
closed. 

September  16 — Brooklyn,  N.  Y. — Century 
Road  Club  of  America's  one  hundred  mile 
record  run. 

Sept.  23 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
handicap  road  race;  open. 

cyclist,  who  comes  across  the  sea,  will  do 
well  to  carry  with  him  a  trunkful  of  acces- 
sories. 

It  seems  to  us  that  a  matter  which  might 
well  be  taken  up  by  the  L.  A.  W.  for 
Americans  and  the  C.  T.  C.  for  England, 
is  that  of  securing  an  abolishment  of  the 
fee  of  $2.50  charged  by  the  steamship 
companies  for  carrying  each  wheel  across 
the  ocean.  Out  of  curiosity  we  investi- 
gated the  matter  a  little,  just  to  ascertain 
whether  the  wheels  received  any  particu- 
lar consideration.  We  couldn't  find  that 
they  did.  Aside  from  the  fact  that  they 
were  put  on  top  of  the  pile  instead  of  be- 
neath it,  they  went  through  exactly  the 
same  course  as  did  our  trunk.  The  average 
cyclist  has  less  baggage  than  the  average 
traveler.  We  had  only  a  small  steamer 
trunk  between  us,  weighing  less  than  200 
pounds.  Each  passenger  is  allowed  that 
weight  of  baggage — but  our  bicycles  could 
not  go  as  personal  baggage— they  had  to 
go  as  freight,  at  $2.50  each,  for  the  privi- 
lege of  being  put  on  the  top  of  the  pile. 
There  were  eight  wheels  on  board,  so  it 
will  be  seen  that  thousands  are  taken  across 
every  summer.  Could  the  fee  be  abolished 
and  the  bicycles  carried  as  personal  bag- 
gage, it  would  be  a  saving  of  many  thous- 
ands of  dollars  each  year  to  the  bicycling 
fraternity. 

HOLT  AND   CREUTZ.    ■ 


THE  BICYCLING  WORLD 


595 


MUELLER   MAKING   HEADWAY 


Transcontinentalist  Finds  Rocks  in  Sierras 
and  Sand  in  Nevada — Holden  with  Him. 


L.  J.  Mueller,  the  big  Clevelander,  is  now 
more  than  fairly  under  way  on  his  record- 
breaking  cross-continent  trip;  and  at  last 
accounts,  George  N.  Holden,  of  Spring- 
field, Mass.,  was  still  with  him. 

As  the  Bicycling  World  of  last  week  re- 
ported, they  left  San  Francisco  at  6  o'clock 
on  the  morning  of  the  10th,  Mueller  avow- 


5  pints  of  engine  oil,  tools  and  parts; 
there  was  one  camera  also.  Their  Indians 
are  equipped  with  G  &  J  heavy  motor  tires 
with  Bailey  treads. 

They  left  the  Pacific  via  Port  Costa,  35 
miles  from  San  Francisco,  to  which  point 
they  were  accompanied  by  C.  C.  Hopkins, 
the  Indian  agent.  That  evening  they  put 
up  at  Rocklin,  Gal.,  127  miles,  having  suf- 
fered two  punctures  despite  their  heavy 
tires. 

The  following  day,  11th,  they  crossed  the 
Sierras  and  reached  Truckee,  Cal.,  a  day's 
travel  of  90  miles.     That  they  had  an  enter- 


HOI,DEN   AND  MUEI,I<ER  READY  FOR   DEPARTURE 


edly  to  break  the  motorcycle  record  of 
43  days  11  hours  and  with  hopes  also  of  bet- 
tering the  then  automobile  record  of  32  days 
23  hours,  while  Holden  was  to  keep  him 
company  for  a  week  or  so  and  thereafter 
to  precede  Mueller  by  train  and  "look  out" 
for  him  each  night.  Later  reports  from 
the  Coast  state  what  was  half  suspected — 
that  the  Springfield  man  would  ride  with 
the  Ohioan  to  the  end  if  he  found  that  the 
travel  agreed  with  him.  As  he  is  a  "rough 
rider"  of  no  ordinary  calibre,  it  will  be 
odd  if  he  does  not  make  the  entire  journey 
on  his  Indian. 

The  weather  at  the  time  of  starting  was 
clear  but  warm,  some  of  the  therm'ometers 
registering  102  degrees.  Both  men  were  in 
good  spirits  and  in  their  blue  flannel  shirts 
arid  with  canteens  slung  across  their  shoul- 
ders they  looked  their  parts.  The  quiet 
Holden  had  acquired  a  sombrero,  which 
gave  to  him  a  real  "wild  westy"  appear- 
ance. Before  leaving  San  Francisco  the 
travelers  got  on  the  scales  which  showed 
that  Mueller  and  his  machine,  with  all 
"trappings,"  weighed  383  pounds;  and  Hol- 
den, 309,  the  riders  weights  being  respect- 
ively 193  and  134.  They  each  carried  an 
extra  outer  tire  case,  9  quarts  of  gasolene, 


taining  time  of  it,  Mueller's  daily  postal 
card  report  to  the  Bicycling  World  inti- 
mates quite  broadly.  "Roads  were  rotten, 
in  fact,  we  made  our  own  road;  rocks 
galore,"  is  his  crisp  comment. 

On  the  12th,  they  went  from  rocks  to 
sand,  having  entered  the  deserts  of  Nevada, 
the  State  of  sand  and  sage  brush.  Good 
weather  continued  to  favor  them,  but  the 
sun  was  scorching  hot.  Mueller  prints 
"sand"  in  capital  letters  and  adds  that  they 
walked  ten  or  twelve  miles  of  a  total  of 
84,  even  the  railroad  bed  being  unridable. 
They  stopped  for  the  night  at  Hazen,  Nev- 
ada, 305  miles  from  San  Francisco. 


Mileage  Men  Change  Places. 

National  Treasurer  Harry  Early,  of  Bay- 
onne,  N.  J.,  still  leads  in  the  National  cen- 
tury competition  of  the  Century  Road  Club 
of  America  for  the  seven  months  up  to 
August  1,  as  disclosed  by  the  report  of 
Noble  C„  Tarbell,  chairman  of  the  Roads 
Records  iCommittee.  Alfred  H.  Seeley,  the 
popular  young  New  York  rider,  is  still  in" 
second  place  although  it  is  probable  that  he 
will  step  down  one'or  two  rungs  in  the  lad- 
der by  next  month.  Seeley  has  been  laid 
up  in  the  hospital  for  some  time  with  an 


attack  of  appendicitis,  which  fact  may  cause 
some  of  the  high  scorers  to  change  places. 
Andrew  Clausen,  of  Chicago,  has  changed 
places  with  H.  H.  Hintze.  Clausen  is  third 
for  July  and  Hintze  fourth.  In  the  last 
report  the  standing  was  the  reverse.  The 
standing  of  the  others  is  as  follows:  S,  Er- 
nest G.  Grupe,  Brooklyn;  6,  Fred  E.  Mom- 
mer.  New  York  City;  7,  Emil  Leuly, 
Hoboken,  N.  J.;  8,  Fred  I.  Perreault,  Mai- 
den, Mass.;  9,  Fred  Pfarr,  New  York  City; 
10,  F.  H.  Peterson,  Newark,  N.  J.;  12,  A.  P. 
Rice,  Winthrop,  Mass.  In  all,  306  centuries 
have  been  ridden  since  the  first  of  the  year. 
Early  also  is  at  the  top  of  the  mileage 
list,  with  Hintze  and  Seeley,  respectively, 
second  and  third,  the  relative  positions  they 
occupied  July  1st.  Ernest  G.  Grupe  is 
fourth,  and  Henry  H.  Wheeler,  who  won 
the  competition  two  years  ago,  is  fifth. 
The  others  in  the  competition  are  posi- 
tioned as  follows:  6,  Fred  I.  Perreault,  Mai- 
den, Mass.;  7,  James  H.  Clowes,,  Paterson, 
N.  J.;  8,  Noble  C.  Tarbell,  Lake  Geneva, 
Wis.;  9,  Harold  E.  Grupe,  Brooklyn,  N.  Y.; 
10,  Fred  Pfarr,  New  York  City;  11,  Fred 
E.  Mommer,  New  York  City;  12,  William 
J.  Hampshire,  Los  Angeles,  Cal.  The  num- 
ber of  miles  ridden  up  to  August  1  is 
34,389. 


Leuly  on  a  Long  Tour. 

Emil  Leuly,  one  of  the  veteran  long  dis- 
tance road  pluggers  of  the  Century  Road 
Club  of  America,  who  makes  a  long  annual 
tour  a-wheel,  is  now  en  route  on  his  1906 
outing  with  Dayton,  Ohio,  as  his  objective 
point;  he  is  accompanied  by  H.  E.  Fisher, 
who,  however,  will  go  only  to  Niagara 
Falls..  The  riders  expected  to  start  from 
West  Hoboken,  N.  J.,  on  Saturday,  but  on 
account  of  rain  did  not  get  away  until  4 
o'clock  Sunday  morning.  They  reached 
Montrose,  Pa.,  crossing  Mount  Pocono,  108 
miles  from  West  Hoboken,  at  7  p.  m.  Sun- 
day. From  there  the  itinerary  embraces 
Glenwood,  Binghampton,  Oswego,  Elmira, 
Mount  Morris  and  Buffalo,  at  which  point 
Leuly  and  Fisher  will  part  company,  the 
latter,  whose  time  is  limited,  going  to  Nia- 
gara Falls  and  returning.  Leuly  will  go 
alone  from  Buffalo,  his  route  being  Erie, 
Geneva,  Conneaut,  Ashtabula,  Cleveland  and 
Dayton.  He  figures  on  reaching  the  latter 
place  by  August  22. 

He  will  make  the  return  trip  also  on  his 
bicycle,  a  total  distance  of  over  1,600  miles. 
Last  year  Leuly  rode  half  way  across  the 
continent. 


Jerseymen  Make  a  Fast  Journey. 

Harry  Early  and  Ben  Evessen,  of  the 
Century  Road  Club  of  America,  have  broken 
the  record  of  18  hours  48  minutes,  for  the 
trip  from  Jersey  City  to  Philadelphia  and 
back,  a  distance  of  two  hundred  miles. 
Philadelphia  is  not  100  miles  as  the  crow 
flies,  but  Early  and  Evesson  rode  to  a  point 
beyond  the  Quaker  City  and  return  in  16 
hours  15  minutes,  a  very  creditable  perform- 
ance. 


^9b 


THE  BICYQ-ING  WORLD 


HALLIGAN   SURPRISED   THEM 


Re-enters  Professional  Ranks  and  Makes  a 
Hit — Sherwood  Wins  Amateur  Events. 


Joseph  T.  Halligan,  who  turned  profes- 
sional and  then,  having  thought  better  of 
it,  regained  his  amateur  status,  has  become 
■a  cash  chaser  again,  and  for  all  time,  Chair- 
man Kelsey  of  the  National  Cycling  Asso- 
ciation says,  and  he  signalized  his  re-entry 
last  Sunday,  12th  inst.,  at  Vailsburg,  in  a 
■manner  that  opened  the  eyes  of  two  thou- 
sand spectators,  and  a  great  many  of  the 
riders. 

Halligan  captured  the  ten  mile  open  after 
a  three  lap  sprint  and  finished  nearly  half 
a  hundred  yards  in  front  of  the  next  near- 
est riders.  The  racing  last  Sunday  was  the 
best  that  has  been  seen  at  the  track  this 
year,  and  a  cr.owd  numbering  about  two 
thousand  attested  the  fact  by  exercising 
their  lungs  at  each  close  finish.  They  were 
kept  pretty  busy  all  the  afternoon,  for 
there  was  not  a  dull  moment  from  the  start 
to  the  finish  of  the  long  program.  From 
the  novice  race,  which  resulted  in  almost 
a  dead  heat,  to  the  ten  mile  open  profes- 
sional, there  was  a  continual  buzz  of  excite- 
ment all  along  the  line  and  for  the  first  time 
this  year  the  spectators  rose  en  masse  and 
paid  homage  to  the  struggling  actors  on 
•■he  elliptical  stage. 

A  deal  of  interest  surrounded  the  ten  mile 
open,  won  by  Halligan.  Seventeen  riders 
faced  the  starter,  the  largest  field  of  pros 
that  has  started  in  a  single  race  this  season, 
snd  eight  remained  to  the  finish.  Ben  Hill 
made  his  debut  and  got  some  lap  money. 
A  dollar  awaited  the  winner  of  each  lap  and 
on  the  sixth  time  around  Hill,  Judge  and 
Guery  began  to  gather  the  shekels.  After 
jlupprecht  and  Ashurst  had  each  taken  a 
?ap  the  race  settled  down.  A  broken  chain 
put  Ben  Hill  out  of  the  running  in  the 
thirteenth  lap,  and  in  the  next  lap  King 
and  Halligan  made  a  bid  for  laps;  each 
got  two.  King  and  Halligan  had  secured 
such  a  lead  that  Glasson  and  Schlee  started 
after  them,  resulting  in  three  divisions. 
John  Bedell,  who  was  injured  recently  at 
Revere  Beach,  entered  the  race  swathed  in 
bandages,  but  was  so  stiff  that  he  had  to 
ivithdraw  at  five  miles.  There  was  a  special 
prize  of  $5  for  the  winner  of  the  fifth  mile 
and  this  was  copped  by  King,  though  Ash- 
urst tried  hard  to  lessen  the  distance  be- 
tween himself  and  King  and  cop  it. 
Ashurst  and  King  then  kept  together  about 
100  yards  ahead  of  the  bunch  with  Halligan 
sandwiched.  Glasson  made  a  sprint  at 
seven  miles  and  tagged  Ashurst  and  Rup- 
precht  after  three  laps  of  hard  riding,  and 
Schlee,  Krebs  and  Rupprecht  got  up  at 
eight  miles.  At  the  ninth  mile  eight  riders 
were  left  in  the  race.  Halligan  made  his 
supreme  bid  in  the  last  mile  and  had  gained 
a  lead  of  100  yards  before  the  other  riders 


woke  up  to  the  fact.  Probably  they  did 
not  expect  Halligan  to  keep  his  strength 
for  three  laps,  but  they  were  badly  fooled. 
At  the  bell  Halligan  led  by  a  quarter  of  a 
lap  with  Schlee,  Krebs  and  Ashurst  follow- 
ing in  this  order.  Krebs  and  Rupprecht 
tried  to  make  up  the  distance  in  the  last 
lap  but  Halligan  crossed  the  tape  first  by 
forty  yards.  He  received  such  an  ovation 
that  it  must  have  made  his  heart  glad. 
Krebs  was  second,  Rupprecht  third  and 
Ashurst  fourth. 

Schlee  did  so  much  pulling  in  the  ten 
mile  open  that  he  undermined  his  strength 
for  his  match  pursuit  race  against  Alfred 
Ashurst  and  Edward  Rupprecht.  Since 
Schlee  became  famous  as  a  pursuit  rider 
three  weeks  ago  there  was  some  interest 
to  see  what  he  could  do  singly  against  a 
team.  The  condition  of  the  race  specified 
that  Rupprecht  and  Ashurst  had  to  overhaul 
Schlee  before  five  miles.  They  did  it  in 
a  considerably  shorter  distance.  Schlee 
started  from  the  tape  side  with  the  other 
two  on  the  back  stretch.  For  the  first  lap 
neither  gained,  but  after  that  Rupprecht 
and  Ashurst  showed  the  advantage  of  hav- 
ing pace  by  systematically  lessening  the  dis- 
tance between  themselves  and  Schlee  with 
each  succeeding  lap.  At  two  miles  the  fin- 
ish was  close  at  hand  and  on  the  back 
stretch  of  the  next  lap  Rupprecht  sprinted 
away  from  Ashurst  and  overhauled  Schlee. 
The  time  for  the  2]4  miles  was  5:05. 

Charles  A.  Sherwood,  the  popular  captain 
of  the  New  York  Athletic  Club  team, 
showed  his  sterling  ability  as  a  rider  by 
carrying  the  winged  foot  to  victory  in  both 
the  amateur  events.  Those  who  saw  Sher- 
wood ride  Sunday  proclaim  him  the  coming 
amateur  champion,  and  indeed,  the  proph- 
ecy appears  not  at  all  improbable.  The 
five-mile  handicap  was  run  in  two  heats 
and  a  final,  the  riders  qualifying  at  two 
miles.  In  the  final,  after  the  scratch  men 
had  overhauled  the  bunch  at  one  lap  shy  of 
two  miles,  the  race  settled  down  to  a 
jockeying  match.  Despite  the  torrid  tem- 
perature. Otto  C.  Brandes,  of  the  Edge- 
combe Wheelmen,  appeared  on  the  track 
attired  in  a  bath  robe  and  this  furnished 
the  crowd  some  amusement,  shouts  of  "Go 
on  there,  bathrobe,"  etc.,  greeting  the  New 
Yorker  each  time  the  riders  passed  the 
grandstand.  Charles  Jacobs,  of  the  Roy 
Wheelmen,  had  to  change  wheels  at  three 
miles.  Just  as  Jacobs  got  even  with  the 
bunch  again  after  a  plucky  ride,  Watson  J. 
Kluczek,  the  Roy  champion,  took  a  flier 
with  Sherwood  on.  Urban  McDonald  gave 
chase  and  the  two  decided  they  did  not 
wish  to  lose  the  others  after  all.  Kluczek 
tried  the  trick  again  at  4'4  miles,  with 
Magin  on  this  time,  but  the  effort  was  use- 
less. When  the  bell  sounded  the  last  lap 
Cameron  headed  the  string,  pulling  Dave 
Mackay.  Spain,  the  negro,  was  in  third 
place  and  Sherwood  next.  Cameron  swung 
up  the  bank  at  the  beginning  of  the  last 
on  the  outside  inch  by  inch.  By  a  pretty 
turn  and  let  Mackay  go  through  with  ebon- 


ized  Spain  hanging  on  for  dear  life.  About 
this  time,  however,  Sherwood's  legs  began 
to  thump  up  and  down  on  the  pedals  with 
the  force  of  pile  drivers  and  he  moved  up 
little  jump  and  extra  sprint  in  the  stretch 
he  led  Mackay  over  by  half  a  length  and 
Spain  by  three-quarters  of  a  length.  Jacob 
Magin,  of  the  National  Turn  Verein  Wheel- 
men,  was   fourth. 

Sherwood  added  an  extra  spray  of  laurel 
to  his  already  well-filled  crown  in  the 
the  riders  came  over  the  line,  Mackay  led. 
Just  after,  Cameron,  New  York  A.  C,  got 
the  pole  and  led  nearly  all  the  way  with 
Mackay  on  and  Sherwood  next.  Sherwood 
and  Mackay  started  to  go  around  as  they 
entered  the  stretch,  but  Cameron  came  up 
and  Sherwood  led  his  fellow  clubman  across 
by  a  clear  length.  Mackay  got  third.  The 
time  was  fast — 28j4  seconds.  The  sum- 
maries follow: 

Quarter-mile  novice — Won  by  J.  Cum- 
mings,  Newark;  second,  Frank  Valiant,  Roy 
Wheelmen;  third,  Ernest  Jackes,  Newark. 
Time,  35^^  seconds. 

Quarter-mile  open,  amateur  (flying  start) 
— Won  by  C.  A.  Sherwood,  New  York  A. 
C;  second,  George  T.  Cameron,  New  York 
A.  C. ;  third,  David  Mackay,  Newark; 
fourth,  Benjamin  Neuschaefer,  National 
Turn  Verein  Wheelmen.  Time,  28^^ 
seconds. 

Ten-mile  open,  professional — Won  by  J. 
T.  Halligan,  Newark;  second  Floyd  Krebs, 
Newark;  third,  Edward  Rupprecht,  .New- 
ark; fourth,  Alfred  Ashurst,  Newark.  Time, 
24  minutes  42%  seconds.  Winner  of  special 
five-mile  lap  prize,  King.  Lap  prize  win- 
ners— King,  9;  Ashurst,  8;  Halgin,  7; 
Judge,  3;  Glasson,  2;  Schlee,  2;  Dupuis,  2; 
Appleton,  2;  Hill,  Rupprecht,  Benfer  and 
Davenport,  1  each. 

Five-mile  handicap,  amateur — Won  by  C. 
A.    Sherwood,    scratch.    New    York    A.    C. 
second,    David   Mackay    (scratch),    Newark 
third,  A.  C.  Spain   (200  yards),  Bloomfield 
fourth,  Jacob  Magin,  National  Turn  Verein 
Wheelmen.     Time,    14  minutes    11    seconds. 

Unlimited  pursuit — Charles  Schlee  vs.  Al- 
fred Ashurst  and  Edward  Rupprecht;  won 
by  Rupprecht  in  2%  miles.  Time,  5  min- 
utes 5  seconds. 


Mangold  Wins  at  Baltimore. 

Before  a  crowd  numbering  nearly  7,000, 
James  Mangold  (Indian)  rode  to  victory 
from  scratch  in  the  five-mile  motorcycle 
handicap,  which  formed  a  feature  of  the 
automobile  race  meet  at  the  Pimlico  mile 
track,  Baltimore,  last  Saturday,  11th  inst. 
Although  he  got  off  poorly  and  lost  some 
distance,  when  he  got  a-going  Mangold 
soon  caught  the  long  markers  by  hugging 
the  pole  rather  closely.  From  then  on  he 
was  never  headed  and  led  Raymond  Thomas 
(Indian),  another  honor  man,  over  the  line 
by  a  safe  margin.  The  time  was  7:54^. 
Harry  Fisher  (0:10),  William  Fisher  (0:45), 
Herbert  Webber  (scratch),  William  Wood 
(scratch)  and  A.  Baer  (0:30)  were  the 
"also  rans." 


IHE  BICYCLING  WORLD 


597 


KRAMER  SHOWS  AT  SALT  LAKE 


Rides    Two     Exhibitions    in     Fast    Time — 
Snappy   Racing  With   McFarland   Ahead. 


Salt  Lake  City,  Aug.  8. — Iver  Lawson 
will  be  the  favorite  in  his  series  of  three 
match  races  against  National  Champion 
Frank  Kramer,  with  the  odds  8  to  5  on  the 
Swede's  winning  two  heats  out  of  three 
and  an  even  break  on  his  winning  two 
straight  heats.  This  was  the  way  the  monej' 
ran  after  last  night's  exhibition  by  Kramer 
and  considerable  money  is  being  wagered 
on  the  outcome. 

Kramer  rode  an  exhibition  and  because 
he  failed  to  equal  Lawson's  record  for  the 
distance,  the  odds  went  against  him,  al- 
though Kramer  has  not  been  here  long 
enough  to  become  acclimated.  However, 
this  is  decidedly  a  Lawson  town  and  the 
feeling  is  to  be  expected.  When  Kramer's 
time  was  announced  last  night  there  was 
a  great  burst  of  applause  for  Lawson  and 
some  few  hisses  for  Kramer  from  the 
bleachers,  but  the  cheers  that  came  from 
the  reserved  seats,  where  the  fair  minded 
people  sit,  more  than  drowned  out  the 
sound  made  by  the  small  boy  element. 

The  event  of  the  evening  was  the  Green- 
wald  Furniture  Company's  handicap  at  two 
miles,  with  a  sixty  dollar  first  and  big  lap 
money,  five  dollars  going  to  the  first  rider 
across  the  tape  each  time  around.  The 
riders  were  given  handicaps  up  to  35  yards 
to  avoid  falls  in  starting.  Smith  on  the 
limit  annexed  the  first  three  laps  and  Worth 
Mitten,  the  county  fair  champion,  the  next 
two.  Then  Walter  Bardgett,  the  crack 
Buffalonian,  came  to  the  fore  and  succeeded 
in  carrying  away  $25,  before  his  friend,  Joe 
Fogler  took  two  laps.  Then  Hardy  Downing 
snatched  a  lap.  Just  as  Downing  came  to 
the  fore  McFarland  swooped  down  on  the 
pole  and  the  fight  for  first  place  was  on, 
still  three  laps  to  go.  On  the  bell  lap 
Clarke  and  Hollister  unbottled  all  the  re- 
serve speed  tfiey  had,  and  the  spectators 
jumped  to  their  feet  as  the  pair  tried  to  go 
by  "Long  Mac."  The  lanky  Californian 
was  equal  to  the  occasion  and  stalled  ofif 
Hollister,  winning  out  at  the  finish  by  a 
short  three  inches.  Clarke  finished  third 
and  Pedlar  Palmer  fourth.  The  time  was 
very  fast,  although  not  a  record.  It  might 
be  well  to  remark  that  Lawson  has  stopped 
riding  in  competition  until  after  his  races 
against  Kramer. 

The  other  pro  race,  a  mile  handicap,  was 
fast  and  exciting.  Joe  Fogler,  Samuelson, 
Pye,  Munroe,  Bardgett,  Downing,  Hollister, 
Clarke  and  Hopper  qualified  in  the  trials, 
McFarland  getting  shut  out  in  the  slow 
heat.  Bardgett  elected  to  pull  Fogler  in 
the  final  heat  but  the  Brooklynite  had  not 
the  speed  and  Bardgett  went  out  alone.  He 
got  second,  Hollister  beating  him  at  the 
tape  by  inches.  Samuelson  got  third  and 
the  two  Australians,  Pye  and  Clarke,  fourth 
and   fifth,   respectively. 


Fred  West  trounced  Jack  Hume  in  the 
five-mile  motorpaced  race,  both  men  riding 
behind  the  same  machine.  That  West  won 
was  due  to  his  judgment  in  tacking  on  be- 
hind the  machine,  for  Hume  never  had  a 
chance  when  the  motor  was  speeded  up. 
West  won  out  easily  and  simply  ran  away 
from   his   exhausted   competitor. 

Kramer's  quarter-mile  exhibition  was  a 
pretty  ride  for  it  fooled  the  majority  of  the 
spectators  who  are  not  used  to  Kramer's 
style  of  pedalling.  Kramer  begins  slowly 
and  gradually  increases  his  speed  all  the 
while,  so  that  he  appears  to  be  riding  much 
slower  than  he  really  is.  That  fact  led 
some  of  the  irrepressible  fans  to  yell  what 
Lawson  would  do  to  him,  and  they  were 
surprised  when  his  time  was  announced  as 
247^  seconds,  fast,  but  not  up  to  Lawson's 
record  of  0:23^^. 

The  one-mile  invitation  for  amateurs  re- 
sulted in  a  victory  for  J.  E.  Holliday  with 
Mayer  a  close  second.  McCormack  got 
third  and  his  fellow  townsman,  Berryessa, 
fourth.     The  summaries: 

One-mile  invitation,  amateur — Qualifants: 
John  Berryessa  (scratch),  J.  E.  Holliday  (15 
yards),  Fred  Schnell  (55  yards),  G.  Carter 
(SO  yards),  A.  Crebs  (25  yards).  Tommy 
Morgan  (70  yards),  Ed  Mayer  (55  yards), 
Pete  Giles  (25  yards),  Hal  McCormack  (15 
yards)  and  R.  Diefenbacher  (scratch).  Final 
heat  won  by  Holliday;  second,  Mayer; 
third,  McCormack;  fourth,  Berryessa;  fifth, 
Giles.     Time,  2:03. 

One  mile  handicap,  professional — Quali- 
fants: Joe  Fogler  (25  yards),  E.  A.  Pye 
(15  yards),  W.  E.  Samuelson  (35  yards), 
Ben  Munroe  (100  yards),  Cyrus  Hollister 
(20  yards).  Hardy  Downing  (15  yards), 
Norman  C.  Hopper  (60  yards),  A.  J.  Clarke 
(30  yards)  and  Walter  Bardgett  (40  yards). 
Final  heat  won  by  Cyrus  L.  Hollister, 
Springfield,  Mass.;  second,  Walter  Bard- 
gett, Buffalo;  third,  W.  E.  Samuelson,  Salt 
Lake  City;  fourth,  Ernest  A.  Pye,  Aus- 
tralia; fifth,  A.  J.  Clarke,  Australia.  Time, 
1:573/5. 

Five  mile  motorpaced  match  between 
Fred  West  and  Jack  Hume — Won  by  West. 
Time,   10:043/. 

Quarter-mile  exhibition  by  Frank  L. 
Kramer.     Time,  0:24/. 

Two-mile  lap,  professional — Won  by 
Floyd  A.  McFarland,  San  Jose,  Cal.;  sec- 
ond, Cyrus  L.  Hollister,  Springfield,  Mass.; 
third,  A.  J.  Clarke,  Australia;  fourth,  W.  P. 
Palmer,  Australia;  fifth,  Saxon  Williams, 
Salt  Lake  City.  Time,  3:48.  Lap  prize 
winners — Bardgett  (5),  Smith  (3),  Mitten 
(2).  Fogler  (2),  Downing  (2),  and  Mc- 
Farland  (1). 


Salt  Lake  City,  Aug.  11. — Although  no 
records  were  broken  at  the  saucer  track 
here  last  night,  the  races  were  all  of  the 
first  water  variety  and  fast  times  were  made 
in  all.  Probably  no  race  of  the  evening- 
furnished  as  much  excitement  as  the  finish 
of  the  half-mile  open,  when  Hardy  Down- 
ing made  McFarland  ride  his  "head  off"  to 


win  out.  McFarland,  Bardgett,  Hollister, 
Clarke,  Fogler,  Samuelson  and  Downing 
qualified  in  the  two  trial  heats,  the  first 
being  ridden  in  58^^  seconds.  On  the  last 
lap  McFarland  had  the  pole  and  Downing 
tried  desperately  to  go  by.  He  got  even 
once  or  twice  but  McFarland  reached  the 
tape  about  an  eyelash  in  front.  The 
excitement  was  heightened  by  the  fact  that 
Downing  and  McFarland  are  not  on  speak- 
ing terms.  Clarke  was  close  up  for  third, 
trailed  by  Hollister  and  Fogler.  The  time 
was  57/  seconds. 

The  other  professional  race  was  a  mile 
handicap,  Williams, '  Wilcox,  Hopper,  Bard- 
gett, Fogler,  Samuelson,  Pye,  Downing  and 
Hollister  being  placed  in  the  two  heats. 
Hollister  was  the  lone  scratch  man  in  the 
final,  the-  rest  of  the  riders  being  strung 
around  to  75  yards,  Wilcox  occupying  this 
mark.  Three  laps  from  home  Samuelson 
took  the  lead  and  held  it  to  the  finish,  win- 
ning out  easily  over  Hopper,  Wilcox  and 
Bardgett  in  this  order.  The  pace  was  so 
fast  all  the  way  that  Fogler,  Hollister  and 
Downing  were  unable  to  work  themselves 
up  to  a  good  position  for  the  sprint.  This 
was  Samuelson's  second  victory  in  an  open 
race  this  year  and  the  fact  is  noteworthy, 
although  neither  Lawson  nor  A'IcFarland 
started. 

Kramer  rode  a  half-mile  exhibition  but 
failed  by  four-fifths  of  a  second  to  touch 
Samuelson's  record  for  the  distance.  The 
champion  did  not  exert  himself,  however, 
and  made  four  laps  in  52  seconds. 

In  the  final  of  the  unlimited  pursuit  race 
for  amateurs  West,  after  getting  the  benefit 
of  Hume's  pace  for  a  few  laps,  tagged  him 
and  then  put  out  Holliday  and  Diefen- 
bacher, winning  the  event.  The  pistol  was 
fired  while  Berryessa  was  strapping  his 
feet  in  the  pedals  and  consequently  the 
California  boy  did  not  have  a  fair  show,  get- 
ting counted  out  on  the  first  lap. 

The  five-mile  motorpaced  match  race  be- 
tween Ben  Munroe,  Hardy  K.  Downing 
and  W.  E.  Samuelson  resulted  in  a  victory 
for  the  Southerner.  Munroe  took  the  lead 
at  the  start  and  stayed  in  front  throughout 
and  although  Downing  challenged  him  near 
the  finish  and  made  a  desperate  effort  to 
go  by,  Munroe  had  strength  to  stave  him 
off.  Samuelson  finished  third.  The  sum- 
maries follow: 

Half-mile  open,  professional — Qualifants: 
Floyd  McFarland,  Walter  Bardgett,  C.  L. 
Hollister,  A.  J.  Clarke,  Joe  Fogler,  Hardy 
Downing  and  W.  E.  Samuelson.  Final  heat 
won  by  Floyd  McFarland,  San  Jose,  Cal.; 
second.  Hardy  Downing,  San  Jose,  Cal.; 
third,  A.  J.  Clarke,  Australia;  fourth,  C.  L. 
Hollister,  Springfield.  Mass.;  fifth,  Joe  Fog- 
ler, Brooklyn.     Time,  0:57/. 

Half-mile  handicap,  amateur — Final  heat 
won  by  R.  Mayerhofer  (70  yards) ;  second, 
A.  Naish  (85  yards);  third,  Hal  McCormack 
(25  yards);  fourth,  Ed.  Mayer  (35  yards); 
fifth.  Rod  Diefenbacher  (20  yards).  Time, 
0:56. 

One    mile    handicap,    professional — Final 


593 


THE  BICYCLING  WORLD 


heat  won  by  W.  E.  Samuelson  (45  yards'); 
second,  Norman  C.  Hopper  (60  yards); 
third,  S.  H.  Wilcox  (75  yards);  fourth,  Wal- 
ter Bardgett  (40  yards).    Time,  l:52i-5. 

Unlimited  pursuit,  amateur — Qualifants: 
Fred  West.  J.  Berryessa,  A.  Crebs,  J.  E. 
Holliday,  R.  Diefenbacher,  P.  Giles.  Jack- 
Hume  and  Tommy  Morgan.  Final  heat  wjn 
by  Fred  West;  second,  J.  E.  Holliday;  third. 
R.  Diefenbacher;  fourth.  Jack  Hume;  fifth. 
Morgan.  Distance,  1  mile  5  laps  107  yards. 
Time,  3:45. 

Half-mile  against  time — Frank  Kramer. 
Time,  0:52. 

Five-mile  motorpaced.  professional — ^\"on 
by  Ben  Munroe;  second.  Hardy  K.  Down- 
ing; third,  W,   E.   Saniuelson.     Time,  7:17. 


AMERICANS    NOT    IN    IT 


Walthour  and   Schwab  Try  for  Champion- 
ships, but  Fail — Ellegaard  Recovers  Title. 


Veterans  Renew  a  Famous  Run. 

While  as  enjoyable  as  usual,  this  year's 
Veterans'  Century  Run,  on  Sunday  last, 
was  not  so  well  attended  as  should  have 
been  the  case.  In  earlier  years  this  annual 
feature  attracted  numerous  cyclists  and  the 
night  boat  trip  from  New  York  City  to  Sag 
Harbor  was  an  occasion  when  the  fun  usu- 
ally waxed  fast  and  furious.  So  fast  and 
furious,  in  fact,  that  some  of  the.  "veterans" 
did  not  feel  in  condition  to  ride  the  century 
on  the  following  day.  This  year,  however, 
while  the  boat  trip  was  as  thoroughly  de- 
lightful each  one  of  the  riders  was  able  to 
leave  Sag  Harbor  Sunday  morning  for  the 
100  mile  jaunt. 

The  real  deeply  dj'ed-in-the-wool  veterans 
who  were  on  hand  were  the  redoubtable 
Daniel  M.  Adee,  of  Metropolitan  and  New 
York  City,  and  H.  E.  Ducker,  who  came 
down  from  Albany.  Of  the  genuine  veter- 
ans, but  not  so  deeply  dyed  in  the  wool, 
were  C.  P.  Staubach,  George  S.  Sweet  and 
old  Batallion  Fire  Chief  John  Castles.  There 
were  a  score  of  other  veterans  in  whom  the 
veterans'  dye  has  not  penetrated  so  deeply, 
but  who  will  probably  attain  that  distinc- 
tion some  day. 

As  the  weather  was  all  that  could  be  de- 
sired, and  the  roads  irreproachable,  the 
run  in  from  Sag  Harbor  to  Jamaica  was 
without  incident.  At  Westhampton,  Fred 
E.  Mommer  joined  the  party.  He  had 
started  from  New  York  at  midnight  for 
a  double  century,  and  by  turning  back  with 
the  rest  he  had  to  ride  32  miles  more  after 
the  finish  to  complete  his  two  hundred 
miles.  D.  D.  Adee,  who  is  following  along 
in  the  footsteps  of  his  daddy,  met  the  riders 
coming  in  also.  Young  Adee  had  started 
out  Saturday  to  do  a  thre  hundred  mile 
ride  and  had  225  miles  checked  up  when  he 
mingled  with  the  veterans.  Three  riders 
who  scorned  the  boat  trip  and  went  the 
entire  distance  from  New  York  to  Sag 
Harbor  and  return  on  bicycles,  are  Charles 
E.  Burch,  Carl  Von  Gfug  and  H.  T.  Mayo. 
At  Patchogue  a  party  headed  by  R.  A.  Van 
Dyke  and  M.  S.  Walters,  wdio  could  not 
get  away  Saturday,  joined  the  veterans  for 
the  ride.  All  the  cyclists  reached  Jamaica 
in  good  condition. 


Thorwald  Ellegaard,  of  Denmark,  is  the 
professional  champion  of  the  world  for 
1906.  He  won  the  title  at  the  three  days' 
meeting  which  came  to  an  end  at  the  Junc- 
tion track,  Geneva,  Switzerland,  on  Sunday, 
.\ugust  S.  This  year's  world's  champion- 
ships were  not  as  exciting  as  those  held  at 
Antwerp  last  year  or  those  at  London  the 
year  before,  probably  on  account  of  the 
lack  of  countries  represented.  America  had 
but  two  representatives — Walthour  for  the 
paced  championship,  and  Oscar  Schwab  for 
the  sprint  championship.  Both  cut  a  sorrj' 
figure. 

The  first  day's  racing  was  held  on  July 
29th,  and  the  important  event  for  decision 
was  the  paced  championship  of  the  world, 
at  100  kilometres.  There  were  but  a  few 
crack  entrants:  Walthour  (America),  holder 
of  the  title  for  the  last  two  years;  Tommy 
Hall  (England);  Louis  Darragon  (France) 
and  Arthur  Vanderstuyft  (Belgium),  rep- 
resenting the  stars,  and  Vendredi,  Gazel, 
Lequatre  and  Schwitzguebel.  Walthour 
got  away  first  followed  by  Vanderstuyft, 
Darragon,  .Vendredi  and  Tommy  Hall.  Wal- 
thour led  at  2  kilometres,  when  Darragon 
began  the  attack,  succeeding  in  passing  the 
American  and  leading  at  10  kilometres. 
Walthour  had  to  change  his  wheel  and  Dar- 
ragon gained  a  lap  and  Vanderstuyft  moved 
up  second.  At  30  kilometres  Darragon  was 
still  ahead  and  also  led  at  40  kilometres, 
Vanderstuyft  was  second  and  Schwitzguebel 
Walthour  nine,  Vendredi  eleven  and  Hall 
twelve.  At  60  kilometres  Darragon  was 
obliged  to  change  mounts,  resulting  in  the 
loss  of  two  laps,  but  Walthour  and  Hall 
were  completely  done  up  and  Darragon 
continued  and-  won  the  race  hands  down. 
Vanderstylft  was  second  and  Schwitzguebel 
third.  Time,  1  hour  50  minutes  34j^  seconds. 
Walthour  plainly  showed  lack  of  form  as 
has  not  been  in  Europe  long  enough  to  get 
in  condition.  On  this  day  the  trial  and 
semi-final  heats  of  the  amateur  champion- 
ship were  run  and  resulted  in  the  following 
riders  qualifying:  Nielson,  Delage,  Ron- 
delli,  Verri. 

The  second  day's  racing,  on  August  2nd, 
saw  Verri,  the  young  Italian,  easily  win  the 
amateur  championship  at  1,200  metres  over 
Delage  (France)  and  Rondelli  (Italy). 
Verri  is  the  young  man  who  won  every- 
thing at  the  Olympic  games  and  later  the 
amateur  Grand  Prix  at  Paris.  The  eight 
trial  heats  of  the  professional  championship 
resulted  in  Ellegaard  (Denmark),  Poulain 
(France),  Friol  (France),  Myer  (Germany), 
Van  den  Bron  (Belgium),  Micahux 
(France),  Rettich  (Germany)  and  Gardellin 
(France)  getting  placed.  Dupre  (France) 
won  the  final  repechage  from  Schwab 
(.\merica)  bj'  a  length,  thus  qualifying  for 
the  final  heat.     The  semi-fianals  resulted  in 


the  elimination  of  all  but  two,  one  Danish 
and  two  French  rider — Poulain  and  J'riol 
and  Ellegaard. 

Naturally  the  chief  interest  of  the  meet 
centered  in  the  final  of  the  professional 
championship  at  one  mile,  which  was  de- 
cided on  the  last  day,  August  5th.  At  the 
bell  in  the  final  heat  Ellegaard  had  the  pole 
and  Poulain  was  on  the  outside,  Friol  trail- 
ing along  ten  yards  behind.  As  Poulain 
jumped  and  began  to  unwind  Ellegaard 
fought  him  off  heroically  and  the  two 
sprinted  around  the  cement  track  neck  and 
neck.  The  Dane  had  the  better  strength 
and  got  across  the  tape  half  a  length  ahead. 
Friol  finished  a  length  and  a  half  behind. 
Ellegaard's  victory  was  the  cause  of  great 
rejoicing  by  all  but 'the  Frenchmen  present 
as  the  Dane  has  won  the  honor  four  times 
for  his  country,  getting  the  title  thrice  in 
succession  in  1901,  1902  and  1903.  Poulain 
won  the  race" last  year  for  France.  Ameri- 
can riders  have  secured  the  coveted  belt 
three  times,  Banker  in  1898,  "Major"  Taylor 
in  1899  and  Iver  Lawson  in  1904.     . 

The  only  other  championship  race  de- 
cided was  the  long  distance  amateur,  at 
ICO  kilometres.  Bardonneau,  of  France, 
had  an  easy  victory,  finishing  nine  laps  in 
front  of  Tubbax.  Time,  1:52:08.  Draper 
and  Meredith,  of  England,  were  among  the 
also  rans.  The  first  championship  of  this" 
kind  was  run  at  the  World's  fair  in  Chicago, 
1893,  and  was  won  by  Meintjes,  the  South 
African.  Nelson  is  the  only  American  rider 
to  be  bedecked;  he  won  in  Montreal  in  1899. 
Last  year's  winner  was  Leon  Meredith,  of 
England. 


For  National  Championships. 

It  is  not  at  all  improbable  that  Frank  L. 
Kramer  will  remain  in  Salt  Lake  a  few 
days  after  his  series  of  match  races  with 
Iver  Lawson  as  the  Salt  Lake  saucer  has 
been  offered  the  two  and  five-mile  profes- 
sional championships.  The  management 
asked  for  the  one  mile  event  also,  but  this 
was  reserved  for  the  East.  It  is  possible 
that  Lawson  and  a  coterie  of  the  cracks 
may  accompany  Kramer  back  to  Vailsburg 
when  the  national  championships .  will  be 
started.  Bardgett  and  Fogler  write  that 
they  may  be  at  Vailsburg  on  Labor  Day, 
although  the  new  Vailsburg  management 
seems  not  at  all  over-anxious  to  secure 
professional  riders.  The  amateur  cham- 
pionships, all  of  which  will  be  run  in  the 
East,  will  undoubtedly  prove  gruelling 
struggles,  for  the  New  York  Athletic  Club, 
the  Tiger  Wheelmen,  the  Bay  View  Wheel- 
men, the  Roy  Wheelmen  and  the  National 
Turn  Verein  Wheelmen  are  each  talking  of 
putting  a  crack  team  in  the  field. 


Walthour  Wins,  then  Falls  and  Loses. 

After  winning  the  20-kilometre  race  at 
Cologne,  August  5th,  in  grand  style  from 
Paul  Guignard  and  Rosenlocher,  Walthour 
fell  in  the  hour  race  after  going  89  laps. 
Guignard  finished  first,  covering  in  that 
time  63  kilometres  50  metres. 


THE  BICYCLING  WORLD 


599 


CRY  OF  "FAKE"  ANGERS  LAWSON 


Wins  First  Match  with  Kramer,  Then  Re- 
fuses to  Ride — Fine  Rumpus  Results. 


Salt  Lake  City,  Aug.  17.  (Special)— On 
account  of  adver.se  criticism  in  regard  to  the 
series  of  match  races  between  Iver  Law- 
son  and  Frank  Kramer,  Lawson  refused 
to  ride.  The  Swede  stated  that  he  was  no 
part3'  to  a  fake  and  said  that  his  reputation 
was  wortli  more  than  the  money  he  would 
gain  by  riding.  Kramer  also  refutes  the 
insinuations  of  a  fake.  The  race  to-night 
was  for  two  miles  and  owing  to  Lawson's 
flat  refusal  to  ride,  Hardy  K.  Downing  was 
substituted  to  ride  against  Kramer,  and 
naturally  the  Orangeman  won  easily.  Law- 
son  states  that  he  will  never  ride  a  bicycle 
in  Salt  Lake  City  again,  and  for  refusing  to 
fulfill  his  contract  he  has  been  indefinitely 
suspended  by  the  referee. 


Salt  Lake  City,  Aug.  14. — Iver  Lawson, 
the  Great,  demonstrated  clearly  here  to- 
night that  there  is  probably  not  one  man 
in  the  world  that  can  beat  him  at  a  jump, 
for  he  trounced  National  Champion  Frank 
L.  Kramer  in  the  first  of  the  series  of  match 
races  between  these  two  great  riders  for  a 
purse  of  $2,500.  Lawson  simply  won  as  he 
pleased.  He  out-jockeyed  Kramer  at  the 
start  and  then  beat  him  at  the  finish.  There 
maj-  be  a  different  tale  to  tell  after  the 
other  two  races,  but  not  one  who  saw  the 
race  to-night  think  there  can  be.  One  mile  is 
Kramer's  distance  and  this  race  had  been 
conceded  to  him,  but  the  other  two  races 
are  at  two  and  three  miles,  respectively, 
and  both  are  Lawson's  distance.  Despite 
the  fact  the  management  had  doubled  prices 
for  to-night's  meet,  the  saucer  track  was  full 
to  overflowing,  nearly  4,000  people  being 
crowded  into  the  enclosure.  And  when 
thej'  saw  Iver  Lawson,  Salt  Lake's  favorite, 
dash  past  the  American  champion,  a  band 
of  wild  Dervishes  after  a  Christian  head 
would  have  been  pink  tea  in  comparison 
with  the  spontaneous  outburst  of  enthusi- 
asm for  the  "Flying  Swede."  Lawson  has 
received  many  an  ovation,  but  never  such 
a  one  as  he  was  accorded  to-night. 

At  the  close  of  a  good  evening's  racing 
the  big  event  of  the  year  was  called  out  and 
Lawson,  appearing  first,  was  given  an  ova- 
tion. A  second  later  Kramer  came  on  the 
track  and  while  his  ovation  was  not  quite 
so  strong  in  volume,  it  was  great  enough, 
for  the  most  prejudiced  to  see  that  the  un- 
paralleled American  has  made  many  friends 
a.  during  the  short  time  he  has  been  in  Salt 
P  Lake.  There  was  little  or  no  delay  in  push- 
ing the  men  off  and  Lawson  took  the  lead 
slowly.  Before  the  first  lap  had  been  cov- 
ered Lawson  had  reduced  his  speed  to  such 
an  extent  that  it  seemed  he  must  fall  from 
his  bicycle,  and  this  caused  Kramer  to  take 
the  lead,  Lawson  dropping  down  on  the 
pole  behind.     One  point  for  Lawson!     The 


men  jockeyed  for  four  laps  but  Lawson 
could  not  be  enticed  to  the  front.  At  the 
half  mile  Kramer  began  to  ride  a  little 
faster,  ever  keeping  a  watchful  eye  on  the 
man  behind.  Three  laps  from  the  finish  the 
pace  W(is  still  slow  but  there  was  a  slight 
increase  with  every  turn  of  the  wheel.  As 
the  pair  reached  the  last  quarter  Kramer 
began  to  unwind,  but  still  not  going  his 
limit.  When  the  2S-yard  mark  was  reached 
on  the  last  lap,  Lawson  gave  one  mighty 
jump,  sailed  past  Kramer  a*  if  the  latter 
had  been  standing  still  and  swung  down  on 
the  pole.  Kramer  hesitated  one  instant  and 
was  after  Lawson  at  full  speed  but  it  was 
no  use,  Lawson  had  the  race  won  and 
crossed  the  tape  nearly  sitting  up,  and  more 
than   three   lengths   to   the   good.     That  he 


I,AWSON,  WHO  WON  AND  THEN  QUIT 

was  riding  fast  is  attested  by  the  fact  that 
the  last  eighth  was  ridden  in  11%  seconds, 
much  better  than  record  time.  Perhaps 
Lawson  swung  down  on  Kramer  a  little  too 
close  but.it  is  not  doubted  but  that  he  could 
have  run  away  up  the  bank  and  won  out 
as  the  jump  carried  him  three  lengths  ahead 
of  Kramer. 

The  regular  program  was  a  crackcrjack, 
but  one  race  in  particular  is  worthy  of  men- 
tion. It  was  the  second  heat  of  the  half- 
mile  handicap  professional  when  A.  J. 
Clarke,  the  popular  Australian,  broke  the 
world's  record  for  the  distance  from 
scratch.  Clarke's  time  was  S3j4  seconds, 
one  second  better  than  Kramer's  record 
made  at  Vailsburg  four  years  ago.  The  final 
heat  was  won  by  Pedlar  Palmer  from  the 
SO-yard  mark,  Williams,  Hopper,  Down- 
ing and  Munroe  finishing  next  in  order. 

West,  Berryessa,  HoUiday,  Giles,  McCor- 
mack,  McLaughlin,  Diefenbacher,  Mayer 
and  Hume  qualified  in  the  three  trial  heats 
of  the  quarter-mile  open,  Hume  winning 
the  final  heat  after  a  hard  fight.  West  was 
third  and  Mayer  fourth.  The  time,  0:29%. 
Hume  also  captured  the  one-mile  handicap 
from  scratch,  McLaughlin  getting  second 
arid  King  third.  Time,  1:59.  The  team 
pursuit  race  between  Morgan-Crebs  and 
Schnell-Giles,  was  won  by  the  latter  pair 
after  riding  1  mile  2  laps  200  yards.  The 
time  was  2:45%. 


Exclusive  of  the  Lawson-Kramer  match 
the  hardest  fought  race  of  the  evening  was 
the  five-mile  lap  race  with  final  prizes  of 
$55,  $25,  $15,  $10  and  $S,  and  an  additional 
$10  to  the  winner'of  each  mile  and  a  dollar 
to  the  leader  of  each  lap.  Walter  Bardgett 
captured  the  first  $10  after  a  hard  sprint, 
and  Fogler  got  the  next  two  miles;  Hollister 
won  the  fourth.  The  final  was  won  in  clever 
style  by  Hardy  Downing  from  Clarke,  Hol- 
lister and  Samuelson  fighting  for  third 
place,  the  Springfield  man  getting  there 
first.     Time,  10:15%.     The  summaries: 

Quarter-mile  open,  amateur — Final  heat 
won  by  Jack  Hume;  second,  Rodney  Dief- 
enbacher; third,  Fred  West;  fourth,  Ed. 
Alayer;  fifth,  John  Berryessa.  Time, 
0:29%. 

Half-mile  handicap,  professional — Final 
heat  won  by  W.  P.  Palmer,  Australia  (SO 
yards);  second,  Saxon  Williams,  Salt  Lake 
City  (50  yards);  third;  Norman  C.  Hopper, 
Minneapolis  (45  yards);  fourth,  H.  K. 
Downing,  San  Jose  (20  yards);  fifth,  Ben 
Munroe,  Memphis,  Tenn.,  (85  yards).  Time, 
0:535^.  World's  record  broken  in  second 
heat  by  E.  J.  Clarke,  .Australia  (scratch). 
Time,  0:53%. 

One-mile  handicap,  amateur — Final  heat 
won  by  Jack  Hume  (scratch)  ;  second,  J.  H. 
McLaughlin  (45  yards);  third,  .A..  King,  115 
yards);  fourth,  John  Berryessa  (25  yards); 
fifth,  A.  Crebs  (45  yards).     Time,  1:59. 

Five-mile  lap,  professional — Won  by 
Hardy  K.  Downing,  San  Jose;  second,  A.  J. 
Clarke,  Australia;  third,  C.  L.  Hollister, 
Springfield,  Mass.;  fourth,  W.  E.  Samuel- 
son,  Salt  Lake  City;  fifth,  S.  H.  Wilcox, 
Salt  Lake  City.  Time,  10:15%.  Mile  prize 
winners — Fogler  (2),  Bardgett  (1),  Hollis- 
ter (1).  Lap  prize  winners — Fogler  (2), 
Samuelson  (3),  Downing  (1),  Clarke  (1), 
Bardgett  (4),  Hopper  (3),  Palmer  (5),  Wil- 
liams (4),  Wilcox  (1),  Achorn  (6),  and 
JMitten  (5). 

Unlimited  pursuit  match,  amateur — Won 
by  Schnell-Giles;  second,  Morgan-Crebs. 
Distance,  1  mile  2  laps  200  yards.  Time, 
2:45%. 

One  mile  match  race  between  Iver  Law- 
son  and  Frank  Kramer — Won  by  Lawson. 
Time,  3:09.     Time,  last  eighth,  0:11%. 


Vailsburg  to  Revive  Motor  Pace. 

After  a  lapse  of  several  years  motorpaced 
bicycle  racing  is  to  be  revived  at  the  Vails- 
burg board  track,  the  first  race  being  sched- 
uled for  Sunday,  August  26th.  Alfred 
Ashurst  and  John  King  will  contest,  "Dare 
Devil"  Bob  Hunter  piloting  the  motor  for 
King,  while  Joe  Nelson  will  be  in  front  for 
Ashurst.  That  there  may  be  no  accidents 
a  force  of  carpenters  have  been  strength- 
ening the  track  this  week. 


The  Maryland  Motor  Association  has 
been  incorporated  at  Baltimore,  with  $1,000 
capital  for  the  purpose  of  holding  motor- 
cycle and  automobile  race  meets.  Howard 
A.  French,  Howard  W.  Gill  and  Robert  H. 
Carr  are  named  in  the  papers. 


600 


THE  BICYCLING  WORLD 


"My  Ladies"  Go  a-Motorcycling. 

Two  Montreal  young  women,  Miss  Jessie 
Blythe  and  Miss  Ruth  M.  Garrison  have 
shown  the  way  to  their  sex-mates  for 
spending  an  ideal  vacation  trip — on  motor- 
C3'cles.  The  independent  young  Canadian 
women  passed  througli  New  York  City  last 
week,  en  route  for  Washington.  They  left 
Montreal  four  weeks  ago  and  on  their  ar- 
rival here  have  travelled  about  twelve  hun- 
dred miles  upon  their  motor  bicycles. 

Miss  Blythe  is  the  daughter  of  John  E. 
Blythe,  a  member  of  the  Montreal  Stock 
Exchange,  and  Miss  Garrison,  the  daughter 
of  Roger  Garrison,  a  wealthy  grain  mer- 
chant of  the  same  city.  When  seen  at  the 
Prince  George  Hotel  they  both  looked 
brown  and  healthy. 

"Our  average  daily  run  was  forty  miles," 
said  Miss  Garrison.  "We  could  easily  have 
covered  more  than  double  that  distance  a 
day,  but  we  started  out  for  our  health  and 
pleasure  and  not  to  break  records — and  our 
necks.  We  expect  to  reach  Washington 
next  Tuesday. 

"Except  for  a  few  thunderstorms,  this  is 
the  first  really  disagreeable  day  we  have 
had.  The  roads  in  many  places  were  awful, 
and  in  others  fine,  but  those  between  here 
and  Albany  were  the  best  we  came  over. 
I  ran  short  of  gasolene  only  once,  and  that 
was  when  we  were  at  a  deserted  spot  three 
miles  from  Concord.  But  it  didn't  necessi- 
tate my  walking.  I  simply  hitched  my 
machine  to  Miss  Blythe's  with  a  couple  of 
leather  straps,  and  'in  that  fashion  we  con- 
tinued into  the  town.  Except  for  this 
trifling  incident,  we  have  had  no  trouble 
with  our  machines. 

"The  trip  thus  far  has  cost  us  exactly 
$120 — $4  a  day.  Aside  from  a  few  dollars  I 
had  to  spend  for  gasolene,  nearly  every 
cent  of  our  expenditure  has  gone  for  board. 
After  a  few  days'  stay  in  Washington  with 
friends  we  shall  return  home  by  train." 

Miss  Garrison  maintains  that  motor- 
cycling is  the  finest  of  exercises  for  women, 
and  that  it  strikes  the  happy  medium  be- 
tween automobiling  and  ordinary  bicycling. 
The  value  of  this  means  of  locomotion,  too, 
in  her  opinion,  is  not  appreciated  as  it 
should  be. 

"Not  a  few  persons,"  she  said,  "scorn  the 
idea  of  being  pushed  along  by  a  pint  of 
gasolene,  believing  that  there  is  no  exercise 
in  it.  They  think  it  must  be  tiresomely 
inactive,  but  put  such  a  cyclist  on  a  well 
adjusted  motorcycle  and  tell  him  how  to 
run  the  thing,  and  a  very  few  miles  will 
convert  him  into  a  redhot  enthusiast.  There 
is  not  only  a  lot  of  fun,  but  a  lot  of  exer- 
cise in  this  sort  of  cycling;  exercise,  more- 
over, of  a  pleasanter  and  healthier  descrip- 
tion than  that  taken  by  the  ordinary 
cyclist." 

Both  riders  were  dressed  in  the  regulation 
motorcycling  costume  for  women,  the  skirt, 
being  very  short  and  of  stout  material,  and 
the  jacket  and  gaiters  of  leather.  Goggles 
and  a  light  cloth  cap  completed  the  cos- 
tume.     Each    also    had    a    waterproof    coat 


and  a  leather  bag  strapped  to  the  rear  of 
the  saddle,  the  bag  containing  undercloth- 
ing and  other  indispensables  to  my  lady's 
toilette. 


How  a  Wise  Cop  Stops  Cycle  Stealing. 

A  local  epidemic  of  cycle  stealing  having 
broken  out  in  Flushing,,  L.  I.,  the  police 
last  week  were  ordered  to  take  strenuous 
preventative  measures,  on  the  pi"inciple  that 
if  you  can't  catch  the  thief,  you  can  at  least 
"do  him"  by  catching  the  goods  first.  The 
business  men's  association  recently  had 
occasion  to  complain  to  the  police  that 
bicycles  were  being  stolen  at  an  alarming 
rate.  Fifty  wheels  had  disappeared  within 
a  short  time,  and  only  one  had  been  re- 
covered. Immediately  thereafter,  eight 
more  machines  were  purloined  in  as  many 
days.  Accordingly,  Acting  Captain  Murray, 
who  is  very,  very  wise,  issued  an  order  to 
his  minions  to  bring  in  to  the  station  every 
wheel  they  could  find  unguarded,  and  there- 
by remove  the  source  of  temptation,  and 
thus  strike  at  the  root  of  the  evil  with  one 
fell  swoop.  Ever  since  the  Murray  order 
there  has  been  an  endless  procession  of 
citizens  going  afoot  to  the  station  and  rid- 
ing away  on  their  newly  recovered  wheels. 


World's   Champions  Trounced. 

Although  Ellegaard  won  the  professional 
and  Verri  the  amateur  sprint  world's  cham- 
pionships, both  were  defeated  at  Paris  on 
August  9th,  by  their  runners-up  in  the 
championships,  Poulain  defeating  Ellegaard 
in  two  straight  heats  and  Delage  adminis- 
tering the  same  kind  of  a  trouncing  to 
Verri.  In  the  first  heat  of  the  Poulain- 
Ellegaard  match  the  Frenchman  defeated 
the  Dane  by  one  wheel  and  in  the  second 
heat  his  magnificent  jump  netted  him  a  lead 
of  half  a  length  at  the  finish.  The  match 
between  the  French  and  Italian  amateurs 
was  more  exciting,  Delage  beating  Verri 
by  10  inches  in  the  first  heat  and  by  only 
the  width  of  a  tire  in  the  second.  At  the 
same  meet  Antonie  Dussot,  Tommy  Hall 
and  Louis  Mettling  met  in  an  international 
motorpaced  race  at  40  kilometres.  The 
American  led  until  20  kilometres  when  Dus- 
sot took  the  lead  and  shortly  after  Hall 
moved  up  to  second  place.  At  the  finish 
Dussot  led  Hall  by  6  laps,  and  Mettling  was 
last,  twenty  laps  behind  the  winner.  Time, 
36:04, 


Lost  Race;  Result,  Bankrupt. 

A  curious  instance  in  which  the  outcome 
of  a  bicycle  race  is  alleged  to  have  brought 
about  a  bankruptcy,  is  announced  in  press 
dispatches  from  Sidney,  Australia.  Law- 
rence Corbett.  a  well-known  rider  who  won 
the  famous  "Sydney  Thousand"  in  1904, 
but  was  disqualified  on  a  technicality, 
brought  suit  in  an  effort  to  have  the  de- 
cision upset.  Ultimately,  he  lost  the  case, 
was  disqualified  from  riding  for  two  years, 
and  got  nothing  out  of  the  race.  Now  he  is 
in  straits  and  has  petitioned  himself  into 
bankruptcy,  alleging  that  it  is  all  due  to  the 
misfortune  of  the   race. 


Nat  Butler  Breaks  Collar  Bone. 
Nat  Butler  is  'down  and  out"  for  the  re- 
mainder of  the  summer.  The  veteran  was 
injured  at  the  Pare  des  Princes,  Paris,  on 
July  29,  breaking  his  collar  bone,  and  al- 
though he  has  been  discharged  from  the 
hospital,  the  doctors  say  that  he  will  not 
be  able  to  ride  for  several  months.  Tliis  is 
particularly  unfortunate  as  the  American 
had  just  signed  a  good  contract  with  Par- 
isian managers  for  the  winter  riding  season. 
_  The  accident  occurred  in  the  first  heat 
of  the  motorpaced  match  race  between 
America  and  France,  Nat  Butler  and  Louis 
Mettling  representing  this  country,  and 
Bruni  and  Lorgeu  for  France.  The  distance 
of  the  first  heat  was  10  kilometres.  Bruni 
assumed  the  lead  at  the  start,  but  soon  after 
Mettling,  Butler  and  Lorgeu  passed,  the 
first  named  getting  a  lead  of  ISO  3'ards. 
Mettling  kept  the  advantage  throughout  and 
finished  the  10  kilometres  in  7 :2Ayi,  a 
world's  record.  The  old  figures  were  7:39ys, 
made  by  James  Moran,  in  Paris,  on  May 
13.  At  the  finish  Butler  was  only  two 
lengths  behind,  Bruni  one  lap  and  Lorgeu 
two  laps.  Just  after  crossing  the  line  But- 
ler wobbled  and  fell  heavily  to  the  track. 
When  he  wis  picked  up  .it  was  found  that 
he  had  broken  his  collar  bone,  besides  suf- 
fering from  innumerable  cuts  and  bruises. 
He  was  taken  immediately  to  the  hospital, 
and  while  there  got  delerious  and  attempted 
to  tear  the  bandages  oflf,  but  was  restrained 
by  the  attendants.  Butler  was  discharged 
from  the  hospital  three  days  later,  but  he 
will  not  be  able  to  ride  for  some  time. 

The  second  heat  was  at  20  kilometres  and 
Mettling  had  the  advantage  from  the  gun, 
finishing  about  500  yards  ahead  of  Lorgeu 
and  two  laps  in  front  of  Bruni.  The  time 
was  14:505^.  In  the  last  heat,  at  30  kilo- 
metres, Mettling  was  again  the  victor,  de- 
feating Lorgeu  by  about  the  same  distance 
as  in  the  preceding  heat,  while  Bruni  quit. 
Time,  22:29yji.  The  final  classification  gave 
America  the  victory  with  three  points  against 
France's  17.  In  other  words,  Mettling  had 
3  points,  Lorgeu  8  and  Bruni  9. 


Paris  Gets  World's  Championships. 

Following  the  usual  custom  the  delegates 
of  the  respective  countries  affiliated  with 
the  Union  Cycliste  Internationale  held  their 
congress  while  the  world's  championships 
were  in  progress  at  Geneva,  Switzerland. 
Fifty-four  delegates  were  in  attendance, 
representing  France,  Belgium,  Switzerland, 
Germany,  Holland,  Denmark,  Spain,  Por- 
tugal, England  and  Australia.  America, 
Italy,  New  Zealand  and  Sweden  were  not 
represented.  The  question  of  amateurism 
was  raised  but  was  left  to  the  countries  in- 
terested to  decide  what  shall  be  done  to 
purify  the  sport.  It  was  decided  that  in 
future  the  Olympic  games  are  to  be  decided 
under  rules  of  the  international  union  or  be 
prohibited.  The  next  congress  was  set  for 
February  and  the  next  championships  were 
voted  to  Paris. 


THE  BICYCLING  WORLD 


601 


BEDELL   WAS   MAGNANIMOUS 


His  Act  Caused  Revere  Crowd  to  Yell  for 
Joy — How  the  Races  Resulted. 


John  Bedell,  the  Newark  sprinter,  who 
has  lately  taken  up  pace  following,  won  the 
unstinted  plaudits  of  a  crowd  of  2,000  spec- 
'  tators  at  the  Revere  Beach  saucer  last 
Saturday  night,  by  his  generosity  in  offer- 
ing to  decide  a  race  by  a  sprint  on  equal 
terms  after  he  had  lapped  his  adversary 
twice,  owing  to  a  tire  puncturing  on  the  lat- 

■  ter's    pacing    machine.        Then,    when    the 
-,  Newarker  trounced  Moran — he  was  his  ad- 
versary,   the    crowd    greeted    Brother   John 
with  a  storm  of  applause  such  as  has  not 
been  accorded  a  rider  at  the  Boston  saucer 

'in  many  months.  All  of  which  did  not 
suit  Moran  nor  ameliorate  his  feelings  to- 
ward the  Newark  six-day  rider. 

With  perfect  weather  conditions,  the  rain 
hoodoo  having  been  lifted  for  onfe  night,  a 
large  crowd  witnessed  the  run  off  of  the 
inter-city  paced  race  between  James  F. 
Moran   and   Elmer  J.    Collins,   representing 

-Boston,  and_  John  and  Menus  Bedell,  rep- 
resenting New  York.  The  Bostonians  won 
the  match.  On  Wednesday  night  of  last 
week  the  first  of  the  four  ten-mile  heats 
was  ridden,  Collins  scoring  over  Menus 
Bedell.  Rain  then  caused  the  remaining 
heats  to  be  laid  over  until   Saturday  night 

'  when  Collins  added  to  his  laurels  by  trounc- 
ing John  Bedell,  who  in  turn  whipped 
Moran.  In  the  other  heat  Moran  scored 
over    Menus    Bedell,    making   three    out    of 

.  four  heats  for  the  Boston  team.     The  heats 

■  were  productive  of  the  hardest  kind  of 
racing,   each   rider   going  all   the  way  from 

■  the  crack  of  the  gun,  with  the  object  in 
view  of  wearing  out  the  other  rider  at  the 
start.  The  interest  was  heightened  by  the 
fact  that  ever  since  the  advent  of  the  Bedell 
brothers  at  Revere  they  and  Moran  have 
been  at  loggerheads,  and  John  has  been 
outspoken  in  his  claims  to  beat  Moran  at 
any  distance  and  at  any  style  of  racing,  and 
he  has  even  offered  to  bet  real  money  on 
the  outcome.  As  yet  Moran  has  not  ac- 
cepted the  challenge,  but  that  is  another 
story.  In  order  to  prove  the  contention, 
John  Bedell  not  only  rubbed  it  into  Moran 
Saturday  night,  but  gave  the  crowd  an 
exhibition  of  generosity  and  racing  seldom 
seen  on  the  old  saucer. 

On  the  eighth  mile  of  the  Moran-John 
Bedell  heat,  the  Bostonian  had  a  lead  of 
a  quarter  of  a  lap  when  the  rear  tire  of  his 
motor  burst,  which  resulted  in  his  pace- 
maker, Saunders,  getting  a  fall,  but  he  for- 
tunately escaped  injury.  It  was  then  a 
walk-over  for  Bedell  to  win  by  many  laps  if 
he  cared  to,  but  after  circling  Moran  a 
couple  of  times  he  dropped  his  pace  and 
rode  alongside  Moran.  The  referee  notified 
the  crowd  that  Bedell  was  willing  to  ride 
Moran  a  sprint  race  to  settle  the  question 
of-  superiority.      The    magnanimous    action 


of  Bedell,  the  second  since  he  arrived  in 
Boston,  took  the  crowd  by  storm  and  cheer 
after  cheer  was   given   him. 

At  the  start  of  the  sprint  race,  one  mile, 
Moran  jockeyed  Bedell  to  the  front.  Lap 
after  lap  they  rode  at  a  snail's  pace,  up  and 
down  the  bank.  Bedell  leading  but  trying 
to  coax  Moran  to  the  front.  The  spec- 
tators were  wrought  to  a  high  pitch  and 
cheered  their  respective  favorites.  With 
two  laps  to  go  Bedell  began  to  unwind. 
Moran  came  alongside,  stubbornly  con- 
tested every  inch  and  tried  to  go  by,  but 
the  Newarker  held  him  off.  In  the  middle 
of  the  back  stretch  of  next  to  the  last  lap 
Moran  came  alongside  and  Bedell  jumped, 
for  a  lead  of  a  length.  Moran  fought  des- 
perately on  the  last  lap  to  push  his  wheel 
alongside,  but  the  Newarker  had  the  better 
sprint  and  managed  to  keep  just  a  little 
ahead.  At  the  tape  Moran'  managed  to 
bring  up  his  front  wheel  to  Bedell's  pedals 
but  that  was  as  far  as  he  got.  The  sprint 
race  made  Bedell  a  hero  with  the  fans 
and  they  will  talk  of  nothing  else  for  some 
days   to  come. 

The  first  heat  in  the  inter-city  match  race 
was  to  have  been  between  Moran  and  John 
Bedell,  but  on  the  second  lap  Bedell  was 
thrown.  He  slid  to  the  bottom  and  fortu- 
nately escaped  with  adding  a  few  more 
burns  to  his  already  badly  bruised  body. 
Moran  and  Menus  Bedell  were  then  lined 
up.  Moran  was  paced  by  Saunders  and 
Bedell  by  Turville.  It  was  from  a  flying 
start  with  Bedell  at  the  tape  and  Moran  on 
the  back  stretch.  The  men  went  all  out 
from  the  gun  and  at  four  miles  it  looked 
as  though  both  would  soon  lose  their  pace, 
but  Moran  was  the  stronger,  Bedell  col- 
lapsing in  the  fifth'  mile.  He  regained  his 
pace  but  not  until  he  had  lost  five  laps, 
Moran  winning  easily  in  14:35j^. 

John  Bedell  in  the  meantime  had  rested 
up  and  been  patched  up  and  he,  with  Ruden 
up  and  Collins  with  Saunders  in  front, 
started  the  next  heat.  The  pace  was  fast 
and  in  the  first  mile  Collins  lost  his  roller 
but  by  a  quick  jump  regained  it.  Hard  rid- 
ing in  the  sixth  mile  gave  Collins  a  good 
lead  but  his  motor  missed  fire  and  at  eight 
miles  he  and  Bedell  were  even  again.  In 
the  ninth  mile  Bedell's  machine  got  cranky 
and  in  disgust  the  Newarker  left  it  and 
rode  several  laps  unpaced,  but  going  just 
as  fast  as  Collins.  There  is  a  limit  to 
human  endurance,  however,  and  Bedell  fin- 
ally had  to  sit  up,  giving  Collins  the  victory. 
The  final  heat,  between  John  Bedell  and 
Moran,  resulted  in  Bedell's  spectacular  vic- 
tory, as  described  above. 

The  mile  handicap  for  amateurs  was  pro- 
ductive of  two  good  trial  teats  and  a  first- 
class  final.  Tom  Connolly  was  on  scratch, 
with  Baretto  on  the  limit,  at  160  yards.  Hill, 
McPartlin,  McLaren  and  Bell,  were  sand- 
wiched in  between,  Baretto  set  the  pace 
for  half  a  mile,  then  tired  and  commenced 
to  loaf.  He  was  overhauled  by  Hill  and 
McLaren,  and  at  the  three-quarters  pole 
Connolly   joined   the    bunch.     The   last   lap 


produced  a  blanket  finish,  with  Connolly  in 
front  b3'  inches,  Hill  in  second  place  and 
McLaren  third.     The  time  was  2;07. 


Roys  Promoting  a  Road  Championship. 

What  is  expected  will  prove  one  of  the 
biggest  road  races  of  the  season  is  that 
which  is  being  organized  by  the  Roy  Wheel- 
men, of  New  York  City,  and  which  is  on 
the  calendar  for  Sunday,  September  30th. 
It  is  styled  the  Inter-State  Cycling  Derby 
and  on  the  entry  blanks  is  stated  that  it 
will  be  for  the  "championship  of  the  East- 
ern States."  Although  all  the  prizes  have 
not  yet  been  collected  the  committee  is 
assured  of  at  least  two  high  grade  bicycles 
for  first  time  and  place  prizes,  in  addition  to 
about  thirty  or  forty  other  prizes  of  various 
description  and  value.  One  noteworthy 
feature  of  the  prize  giving  will  be  that  the 
first  and  second  riders  to  finish  will  be 
awarded  solid  gold  and  silver  medals,  re- 
spectively, suitably  inscribed,  in  addition  to 
whatever  other  prizes  they  may  select,  and 
a  member  of  the  club  has  offered  a  solid 
gold  medal  to  the  time  prize  winner  should 
the  record  of  1  hour  2  minutes  be  broken. 
The  race  will  take  place  at  Valley  Stream, 
L.  I.,  over  the  usual  twenty-five  mile  course. 
Entry  blanks  may  be  had  of  Ralph  Roullier, 
302  West  152nd  street.  New  York  City. 


Tigers  Form  a  Track  Team. 

After  several  months  of  enforced  idleness 
the  Tiger  Wheelmen,  of  New  York  City, 
have  decided  to  get  back  in  the  whirl.  With 
that  object  in  view  the  club  has  entered  a 
racing  team  in  the  field  which  will  represent 
it  on  the  track  and  road  and  will  incidentally 
contest  the  amateur  championship.  Urban 
McDonald,  who  gave  the  old  veterans  at 
Vailsburg  cause  for  alarm  when  he  broke 
from  his  lair  and  invated  the  track  and  won 
two  firsts  in  two  successive  meets,  will  be 
the  captain  of  the  team.  The  other  riders 
are  August  Huron,  who  has  been  riding  for 
the  Roy  Wheelmen,  and  Martin  Kessler, 
the  sturdy  young  Edgcombe  plugger  who 
has  been  riding  at  Vailsburg  with  a  New 
York  A.  C.  "mercury  foot,"  loaned  him  by 
George  Cameron. 


Century  with  Long  Title  is  Postponed. 

Because  the  roads  over  which  the  run 
will  take  place  are  undergoing  necessary 
repairs  and  will  not  be  in  condition  on 
August  26th,  the  individual  handicap  record 
century  run  of  the  Long  Island  division 
of  the  Century  Road  Club  Association, 
scheduled  for  that  date,  has  been  postponed 
until  September  9th.  The  race  committee 
has  secured  25  prizes,  headed  by  a  Columbia 
racing  wheel  for  place  winners,  while  the 
first  time  prize  will  be  in  the  shape  of  a 
high-grade  gold  watch.  The  start  and  fin- 
ish will  be  at  the  club  house,  Bedford  Rest, 
Bedford  avenue  and  Eastern  Parkway, 
Brooklyn,  and  the  limit  men  will  be  sent 
off  promptly  at  7  a.  m.  Each  rider  who 
finishes  the  century  will  be  eligible  to  a 
medal  with  his  time  engraved  thereon. 


602 


THE  BICYCLING  WORLD 


The  "One  Best  Buy'' 


THE  YALE=CALIFORNIA 

Costs  Only  $175 

But   it   did  all    that    the    motorcycles   selling   for    from    $25 
and   $135    more  did  (and  more  than  most  of  them  did)  in 

The  Most  Thorough  Road  Test  that  Ever  Occurred— 

the    F.  A.  M.   1906    Endurance    Contest,    New  York   to 
Rochester,  up  hill  and  down,  and  through  mud  and  rain — 

and  it  is  doing  the  same  thing  every  day  in  every  part  of  the 

country. 


As  we  said   before  — You  can't   pay  more  and  get  your 
money's  worth;  you  can't  pay  less  and  get  satisfaction. 


Now  is  a  good  time  to  get  in  line.      There  is  always  a  good 

fall  trade  in  motorcycles. 


THE  CONSOLIDATED  MFQ.  CO., 


Toledo,  Ohio. 


THE  BICYCLING  WORLD 


603 


CREEPING  AND  ITS  EVILS 


Troubles   to   Tire   Valves   that   Result   and 
How  They  May  be  Avoided. 


While  care  in  avoiding  objects  on  the 
road  likely  to  cause  damage,  and  luck,  are 
the  cyclist's  only  weapons  against  punc- 
tures, there  is  a  far  more  effecient  preven- 
tative of  that  form  of  injury  to  the  tire  that 
is  far  worse  than  the  puncture  and  that  is, 
valve  stripping.  Tire  damage  of  any  nature 
is  infrequently  met  with  on  the  bicycle  so 
that  few  riders  attain  to  that  state  of  com- 
petency that  is  able  to  make  good  repairs 
of  a  nature  more  serious  than  ordinary 
punctures,  so  that  when  the  valve  tears  off 
it  is  usually  a  case  of  walk.  But  common 
sense  and  an  occasional  inspection  of  the 
valve  stem  are  all  that  are  needed  to  prevent 
this  form  of  injury.  It  is  not  a  sudden  fail- 
ing as  many  suppose,  but  is  the  culmination 
of  many  week's  riding.  The  elasticity  of 
the  support  of  the  valve  affords  sufficient 
■stretch  to  allow  the  tire  to  creep  to  a  cer- 
tain extent — just  how  much  will  depend 
upon  the  conditions  in  each  case,  but  one 
thing  is  certain,  and  that  is,  disaster  is  sure 
to  follow  sooner  or  later. 

Instances  are  not  unknown  where  the  tire 
has  crept  half  an  inch  or  more  and  then 
held  and  no  trouble  was  experienced  with 
it  during  a  whole  season's  riding  though  the 
valve  was  protruding  through  the  rim  at  an 
angle  that  was  a  sure  indication  of  trouble 
to  come,  to  any  but  the  most  inexperienced 
eye.  The  causes  of  creeping  are  not  numer- 
ous and  all  are  easily  guarded  against.  In 
putting  a  new  tire  on  an  old  rim  it  is  abso- 
lutely necessary  that  the  latter  should  be 
thoroughly  cleaned.  Every  trace  of  the  old 
cement  should  be  removed  with  a  coarse 
file  or  sand  paper  before  the  new  solution 
is  applied.  And  in  re-cementing  an  old  tire 
to  an  old  rim  this  applies  with  equal  force 
to  both.  Neither  will  grip  the  other  very 
firmly  unless  both  surfaces  in  contact  are 
clean  and  slightly  roughened.  This  is  some- 
thing in  which  the  average  repairman  is  apt 
to  be  careless — so  much  so  in  some  cases 
that  the  tire  is  put  right  back  on  the  rim 
without  any  attempt  to  clean  it. 

Of  course,  it  will  hold  for  the  time  being, 
but  there  is  no  telling  how  long  that  may 
be.  The  new  coat  of  cement  adheres  to  the 
.  old  until  it  dries  out  and  then  it  begins  to 
scale  off.  A  week  is  usually  sufficient  to 
bring  this  about  and  then  if  the  wheel  hap- 
pens to  be  a  rear  one,  so  that  a  great  deal 
of  strain  is  imposed  on  the  tire,  the  valve 
is  ripped  off  almost  without  any  warning. 
Next  to  seeing  that  the  rim  and  tire  are 
properly  cleaned  before  applying  the  latter, 
is  the  necessity  of  using  the  pump,  for  no 
matter  how  well  the  tire  ma}'  be  fastened  in 
place  it  will  not  hold  long  if  ridden  partially 
deflated.  It  must  be  borne  in  mind  that  the 
rear  tire  practically  finds  itself  between  the 
stones  of  a  mill.     It  grips  the  road,  which 


tends  to  retard  or  hold  it  against  revolving, 
and  it  grips  the  rim  to  which  it  is  fast  and 
which  is  ■  forcing  it  past  the  point  of  con- 
tact. If  riding  in  deep  mud  or  sand  so  that 
the  tire  is  held  fast  by  the  road,  something 
must  give  and  than  can  only  be  one  of  three 
things,  unless  the  wheel  slips  around  and 
relieves  the  strain.  The  chain  may  break, 
the  wheel  may  be  forcibly  revolved  inside 
the  imprisoned  tire,  tearing  the  valve  off,  or 
the  rider  may  find  the  situation  is  one  that 
overtaxes  his  pedalling  powers  and  be  com- 
pelled to  come  to  a  halt.  As  the  grip  of 
the  tire  on  the  rim  and  the  strength  of  the 
rider  are  the  most  variable  quantities,  either 
one  is  far  more  apt  to  happen  than  the 
default  of  the  chain;  further  elimination 
reduces  the  probability  to  the  creeping  of 
the  tire.  Keep  the  tire  well  inflated  and 
watch  the  position  of  the  valve,  sums  up 
the  whole  matter  in  a  nutshell.  If  the  lat- 
ter begins  to  assume  a  rakish  angle  instead 
of  sticking  vertically  out  of  the  hole  in  the 
rim,  it  is  time  to  take  the  tire  off  and  re- 
cement  it  in  place. 


CYCLES   ON   CYPRUS  ISLAND 


One  Place  in  the  Orient  Where  They  are 
Popular — Good   Roads  the  Rule. 


If  the  Pedal  Threads  Wear. 

A  not  unknown  difficulty  with  pedals 
arises  from  the  wearing  out  of  the  threads 
which  hold  them  in  the  crank  arm.  Occas- 
ionally when  this  occurs,  it  is  found  that 
the  threads  on  the  end  of  the  shank  also 
are  spoiled,  and  when  this  is  the  case, 
short  of  a  new  part,  there  is  only  one  thing 
to  be  done, -that  is,  to  braze  the  shank  in 
place;  it  may  then  be  made  to  serve  for 
many  miles  without  difficulty,  and  though 
fatal  to  the  plating,  at  least  will  enable  the 
rider  to  get  home  without  walking,  pro- 
vided only  he  can  get  to  a  repair  shop  to 
have  the  job  patched  up. 

In  doing  the  work,  the  pedal  first  should 
be  removed  from  the  shank,  and  then 
placed  in  position  carefully,  the  proper 
alinement  being  secured,  and  a  binding  wire 
being  put  in  place  temporarily.  Then  the 
joint  should  be  brazed  and  the  superfluous 
spelter  removed.  In  order  re-assemble 
the  pedal  afterward,  it  will,  of  course,  be 
necessary  to  tip  the  wheel  over  on  its  side 
and  the  task  will  prove  an  awkward  one 
to  accomplish,  but  with  a  little  patience, 
the  parts  may  be  got  into  place,  and  the 
wheel  again  put  upon  the  road.  It  should 
be  remarked  in  this  connection,  however, 
that  in  the  case  of  machines  fitted  with  a 
one-piece  crank-hanger  in  which  the  cones 
have  to  be  slipped  over  the  crank,  the  job 
should  not  be  undertaken  until  after  proof 
by  trial  that  they  can  also  be  slipped  over 
the  shank  when  it  is  stripped  down,  and  not 
even  then  if  it  can  in  any  way  be  avoided. 


Lawrence,  Mass.,  now  has  a  club  of  me- 
chanically propelled  .  bicycle  enthusiasts 
which  will  be  known  as  the  Lawrence 
Motorcycle  Club,  organization  having  been 
perfected  last  week.  These  officers  were 
elected:  President,  James  Hudson;  vice- 
president,  T.  Lacasse;  secretary-treasurer, 
John  Allen. 


Visitors  to  the  island  of  Cyprus  never 
cease  to  wonder  about  the  large  number  of 
bicycles  which  are  in  use  in  that  somewhat 
forlorn  island,  says  an  exchange.  After  hav- 
ing visited  the  whole  Orient  where  bicycles 
are  generally  very  scarce,  it  strikes  the 
traveler  as  somewhat  extraordinary  to  find 
so  many  in  a  place  which  is  far  from  being 
of  easy  access  and  where  pleasure  seekers 
are  to  be  found  only  in  very  small  numbers. 
It  might  be  said  that  the  popularity  of  the 
bicycle  is  mainly  owing  to  the  presence  of 
English  officers  and  officials,  Cyprus  being 
tmder  English  protection,  but  this  does  not 
explain  the  matter  fully,  because  the  num- 
ber of  these  representatives  is  very  small, 
and  they  are  not  much  in  contact  with  the 
natives;  while  no  other  European  nation 
has  either  official  or  business  representa- 
tives on  the  island.  The  population  are 
absolutely  Greek  and  Oriental  in  their 
views,  demands,  morals  and  habits. 

The  second  surprise  a  visitor  receives 
who  makes  a  tour  of  the  island  is  to  find 
that  most  of  the  bicycles  are  not  of  English 
origin.  Despite  the  number  of  English 
residents  the  English  bicycle  has  not  been 
pushed.  Only  a  few  persons,  who  brought 
them  with  them  from  England,  ride  English 
mounts.  German  and  Austrian  rivals  have 
done  far  better  and  have  gained  the  confi- 
dence of  the  trade.  The  German  govern- 
ments assists  its  trade  by  giving  cheap 
freight  rates  on  its  Levant  line  steamers, 
which  pay  regular  visits  to  the  island. 
France  has  recently  gained  on  the  Germans, 
and  now  holds  an  important  place  in  the 
market. 

Ladies'  machines  are  certainly  one  of  the 
greatest  surprises  in  Cyprus,  and  the  bicycle 
has  been  the  means  of  the  emancipation  of 
Cyprian  womanhood.  Cyprus  joins  with 
Greece  in  the  honor  of  being  the  only  Ori- 
ental countries  where  native  ladies  can  use 
the  bicycle  without  exposing  themselves  to 
the   insults   and  attacks   of  their  races. 

The  first  reason  why  the  bicycle  has  be- 
come so  popular  in  the  island  is  that  is  was 
not  introduced  as  a  means  of  pleasure  or 
sport,  but  solely  as  a  much-needed  means 
of  transport.  The  natives  understood  at 
once  its  business  value  for  an  island  where, 
until  six  months  ago,  railways  were  un- 
known; the  means  of  communication  be- 
tween the  larger  places  was,  therefore, 
costly  and  slow.  The  English  officials  had 
always  taken  care  to  keep  the  roads  in 
good  condition  and  to  lay  out  new  ones. 

But  the  time  has  come  to  introduce 
motorcycles  which  will  be  in  great  demand. 
French  firms  are  already  making  great  ef- 
forts to  introduce  their  makes. 


604 


THE  BICYCLING  WORLD 


REFRESHING 

That  coast  downhill  is  delightful  at  any  season.  It  is 
not  only  delightful  but  refreshing  during  the  summer 
months,  particularly  when  the  wheel  runs  perfectly  free 
and  yet  is  under  such  safe  and  instant  control  as  is 
afforded  by  the 

Morrow 
Coaster  Brake 


The  man  or  the  woman  whose  bicycle  is  not  equipped 
with  a  Morrow  is  missing  many  miles  of  real  pleasure. 


ECLIPSE  MACHINE  CO., 


Elmira,  N.  Y. 


THE  BICYCLING  WORLD 


605 


FOR   THE   CYCLE    CAMPER 

How  to  "Fly  Light" — The  Outfit  and  Neces- 
sities   OutHned    by    an    Enthusiast. 

"To  obtain  the  greatest  pleasure  from 
cycle  camping  it  is  essential  to  pay  a  good 
deal  of  attention  to  the  weight  question," 
says  O.  G.  Williams  in  the  Irish  Cyclist — • 
cycle  camping  having  attained  considerable 
vogue  on  that  side  of  the  pond.  "Every 
pound  saved  in  the  kit  means  a  considerable 
difference  vi^hen  it  comes  to  actual  riding, 
as  neither  pace  nor  ease  of  propulsion  can 
be  obtained  from  a  heavily-loaded  machine. 

"The  Association  of  Cycle  Campers,  in 
a  leaflet  issued  recently,  gave  the  weight  of 
a  single  equipment  as  20-25  pounds,  double 
30-35  pounds,  but  there  is  really  no  neces- 
sity to  carry  such  a  heavy  outfit,  and  I  hope 
to  prove  that  an  efficient  and  thoroughly 
comfortable  kit  need  not  weigh  more  than 
13  pounds  single  or  20  pounds  double. 

"When  this  appears  in  print,  two  of  us 
hope  to  be  cycle  camping  in  Scotland,  aver- 
aging about  40  to  SO  miles  a  day,  and  shift- 
ing camp  every  day.  Our  total  kit  (with 
weights)  will  be  as  follows: 

Tent  Equipment: 

lb.  oz.  lb.  oz. 

Wigwam  tent,  height,  5  ft.; 
length,  6  ft.  6  in.;  breadth,  5 
ft.  4  in.;  guy  ropes  and  two 
pegs,  including  boxroom  ex- 
tension  at   back    2     4 

Ground  sheet,  6  ft.  6  in.  by  5  ft.     0  15 

Ground   blanket    0  15 

Three  poles  for  same  in  case..      1     5 

Set  of  aluminurri  pegs 0     9     6     0 

Cooking  Utensils. 

Primus  stove  (filled)  and  acces- 
sories         2     4 

Methylated  spirit  can   (filled)  . .      0     8 

Two  pint  aluminum  pan,  with 
frypan  cover,  lj4  pint  alum- 
inum pan  and  small  pad 
stove,  detachable  handle  to  fit 
all  above,  lawn  shield,  2  small 
dish  cloths,  above  all  pack 
together 1     4 

Large  aluminum  spoon,  2  knives 
and  forks,  can  opener,  2  small 
aluminum  spoons  and  bread 
knife    0  10 

Two  enameled  plates,  small 
aluminum  plate,  2  enameled 
cups,  aluminum  butter  tin, 
milk  bottle   0  14 

Wash  basin  and  water  bucket.     0     8     6     0 
Sleeping  .Apparatus,   Etc. 

Down  quilt  for  two  and  two 
down   pillows    2  10 

Aluminum  comb,  2  towels,  and 

soap    0  10     3     4 

Carrying   Apparatus   and   Provisions. 

Two  Japanese  baskets  (one 
each)  arid  straps  to  attach 
to  machine   3     0 


Rubber  cover  to  cover  down 
quilt  when  same  and  other 
things  arc  wrapped  round 
pole     0     6 

100  Saxin  tablets,  4  oz.  tea  and 
4  oz.  coiTee  in  aluminum 
bo.xes    0  12 

Shoulder  bag  to  carry  pro- 
visions bought  in  the  evening     0     6     4     8 


19  12 


Total,  19  lbs.  12  ozs. 

m 

"The  above  outfit  could  be  further  light- 
ened to  the  extent  of  2  pounds  by  dispens- 
ing with  the  'Primus'  -stove,  and  depending 
wholly  on  the  'Sirram'  pad  stove,  the  latter 
being  quite  reliable,  but  methylated  spirits 
cannot  always  be  had  in  country  districts, 
and  the  'Primus'  had  better  be  carried  as  a 


A  BABY 

CARRIAGE  TIRE  BUSINESS 

PAYSTHERENT 


FOR  SOME  WIDE- 
AWAKE REPAIRMEN 


BOOKLETAND  PRICES  ON  REQUEST 


Morgan  X  Wright 

CHICAC30 


vl-\v    TOKK    BRAIvCB    Z14-2]«    WBST    47TB     "I 


precaution.  As  will  be  seen,  the  total 
camp  equipment  comes  out  under  10  pounds 
each,  including  carriers,  but  in  addition  the 
following  personal  belongings  weighing 
about  3  pounds,  are  carried.  (It  would  not 
be  fair  to  count  these  in  the  camp  equip- 
ment, as  they  would  be  carried  on  an  ordin- 
ary cycling  tour) :  'Aertex'  cellular  shirt, 
half  a  dozen  handkerchiefs  (these  can  be 
bought,  so  no  more  should  be  taken),  an 
e.xtra  pair  cycling  Imso,  raznr,  and  sha\ing 
brush  and  toulh  brush,  cape,  and  leg  cov- 
erings. 

"We  use  a  rubber  collar,  so  there  is  no 
necessity  to  carrj'  a  suppl3',  and  really  no 
more  extra  clothing  will  be  required. 

"My  own  single  kit,  which  I  have  just 
completed,  proved  a  great  success  last  week 
end.  I  left  Liverpool  about  3:10  p.  m.  on 
Saturday  afternoon,  rode  to  a  farm  beyond 
Grimsargh  (40  miles),  and  then  back  again 
on,  Sunday  evening,  and  never  felt  the 
weight  at  all.     There  were  four  of  us,  and 


on    packing   up    we    all    had    our    machines 
weighed.     Result   as   follows: 

lbs. 
Bicycle,   complete  with  lamp,  bell,  mud- 
guards,    two-speed     gear,     free-wheel 
and  brakes,  total  camping  kit,  shaving 

outfit,    and    personal    belongings 43 

Another  friend   (no  speed  gear) 54 

Another   friend    (three-speed    gear) 58 

.'\nother    friend,    with    two    carriers    and 

two  baskets   (no  speed  gear) 64 

"I  cooked  chops,  stewed  fruit,  etc.,  with 
my  cooking  apparatus,  whilst  my  friends 
limited  themselves  to  bacon,  ham  and  eggs, 
with  tinned  stuiT,  so  that  it  will  be  seen  that 
weight  of  outfit  does  not  necessarily  mean 
additional  comfort.  If  my  readers  will  take 
the  trouble  to  weigh  their  machines,  com- 
plete for  touring,  I  think  they  will  be  a 
little  surprised.  My  old  Humber  machine, 
complete  with  back  carrier,  and  no  speed 
gear,  weighed  45  pounds,  or  just  2  pounds 
more  than  the  above  with  full  camping 
outfit. 

"Particulars  of  single  kit  are  as  follows: 

Total 
lb.  oz.  lb.  oz. 
Small    "Gipsy"    (original)    tent, 
guy  ropes  and  pegs   (top  not 

proofed) 1   13 

Mackintosh    ground    sheet    and 

worsted  ground   blanket 1     9 

Two    poles,    2    stretchers,    and 

lawn  case   0  14 

IS    alum,    pegs    (6    for    ground 

sheet  and  9  for  tent)    0     6     4  10 

Two  pint  alum,  pan,  frypan 
cover  (complete  6  ozs.)  and 
detachable  handle,  tea  in- 
fuser,   pad  stove,   and  2   dish 

cloths     1     0 

About   8    oz.    spirit    tin    (filled) 

sufficient  for  two  days 0  10 

Large  alum,  spoon,  2  small 
spoons,    2    knives    and    fork, 

can  opener   0    8 

Enameled  plate,  small  alum, 
plate,     enameled     cup,     small 

alum,    butter   tin    0     6     2     8 

Shaving  soap,  razor,  hair  brush, 
alum,  comb,  candlebra,  look- 
ing    glass,    wash     basin    and 

bucket    0  14 

Jaeger  sleeping  bag   2     4 

Towel  and  candlebra   (alum.)  . .     0     6     3     8. 
Light     wicker     basket,     straps 
and    light    mackintosh    cover 
for    sleei)ing   bag,    poles,    etc. 
(carried  on   handlebar) 1     4 

2  oz.    coffee,    2    oz.    tea,    Saxin 

,    tablets    t)     6 

Light   bag   to   carry   provisions 

(slung  over  shoulder)    0     6     2     0 

12  10 

Total,  12  lbs.   10  ozs. 
"The    aluminum    pan,   with    frypan   cover, 
holds  2  pints,  and  weighs  only  6  ozs.  com- 
plete; cups  should  not  exceed  2  ozV.,  plates 

3  ozs.,  aluminum  spoons  and  forks  average 


606 

J^-ounce  each.  About  a  quarter  or  less  of 
a  stick  of  shaving  soap  will  easily  last  a 
fortnight.  Why,  then,  carry  the  whole 
stick?  It  is  only  by  attention  to  small  mat- 
ters like  this  that  a  reduction  in  weight  is 
obtained    without    sacrificing    comfort. 

"As  regards  food,  Saxin  tablets  are  very 
good  in  lieu  of  sugar,  and  100.  in  a  small 
bottle  only  weighs  IJ/2  ounces,  and  this  is 
sufficient  for  100  cups  of  tea.  They  can  be 
carried  in  waistcoat  pocket.  The  bread, 
meat,  etc.,  should  be  bought  in  sufficiently 
small  quantities  to  last  just  over  breakfast 
next  day,  and  should  be  only  carried  a  short 
distance  in  a  bag  slung  over  the  shoulder. 
The  bag  should  be  made  of  a  light  material. 


THE  BICYCLING  WORLD 

to  roll  up  when  out  of  use.  For  the  mid- 
day meal,  ask  at  a  passing  cottage  or  farm 
for  a  jug  of  milk,  eggs,  and  glasses,  and 
proceed  to  make  your  own  egg  and  milk. 
This,  with  Plasmon  biscuits,  forms  a  light, 
but  at  the  same  time,  a  nourishing  meal. 
A  heavy  midday  meal  is  disastrous  if  a  fair 
distance  has  to  be  ridden. 

"Of  all  the  little  improvements  I  have 
tried  to  effect,  the  method  I  have  of  dis- 
pensing with  carriers  gives  me  the  greatest 
satisfaction.  Asking  a  cycle  camping  friend 
to  weigh  his  carriers  and  baskets,  we  were 
both  greatly  surprised  to  find  they  totalled 
7p4  pounds,  as  follows:  Service  front,  2j/2 
lbs.;   basket,    1^4    lbs.;    Lucas   back,   2  lbs.; 


basket,  1^  lbs.  My  carrying  carrying  bas- 
kets and  straps  weigh  about  1>4  lb.,  thus. 
saving   over   6  lb.   straight   away. 

"The  method  is  as  follows:  A  strap  is 
looped  round  the  back  forks  (over  the 
mudguard  crosspiece,  which  stops  it  slip- 
ping), then  one  end  placed  under  the  bas- 
ket and  brought  round  to  the  other  side, 
hitching  on  the  saddle  pillar,  which  prac- 
tically holds  the  weight.  To  distribute  the 
weight  the  sleeping  bag,  stockings,  etc.,  are 
rolled  tightly  around  the  poles,  and  a  mack- 
intosh cover,  (made  like  a  tube,  with  draw- 
to  edges)  is  put  round.  A  couple  of  small 
strips,  one  on  each  side  of  handlebar,  holds 
them,   effectually  preventing  any  rattle. 


N.S.U. 

Motor- 
cycles 

are 

known 

all 

over 

the 

world 


Motor- 
cycles 

are  worth 
being 
known 

all  over 

the 

world 


"Fast  and  present."     The  N.  .S.   U.  representative  tor  British  India  witn  liis  fornu-r 
and  with  his  present  travelling  equipment. 
Write  for  catalogue.  Agents  wanted. 

THE  N.  S.  U.  CYCLE  &  MOTOR  CO.,  78  charlotte  street,  London,  W.,  England 


KELLY  BARS 

USED  WHEREVER  QUALITY  AND  COMFORT  ARE  APPRECIATED. 

ARFORD     25     CHANGEIS     OF"     ROSITIOISI. 

KELLY    HANDLE   BAR   CO.,  -  -  Cleveland,    Chio. 


fouNblD 

-1877- 


V'ulume  LIII. 


New  York,  U.  S.  A.,  Saturday,  August, 25,  190d 

\P-.  y 


il 


No.  22 


RECEIVER  FOR  STEEL  BALL  CO. 


Involved    in    Chicago's    Bank    Failure — To 
Reorganize  on  Larger  Scale. 


One  of  the  immediate  results  of  the  dis- 
a.'^trous  failure  of  the  Milwaukee  Avenue 
State  Bank  in  Chicago,  last  week,  so  far  as 
t'le  bicycle  trade  is  concerned,  is  the 
placing  of  the  Steel  Ball  Co.,  of  that  city, 
in  the  hands  of  a  receiver.  Judge  Berthea, 
sitting-  in  the  United  States  District  Court, 
appointed  VV.  F.  Ziabel  to  take  charge  of 
the  property  of  this  capacity.  According 
to  the  statement  of  the  Bank  Examiner 
who  has  been  at  work  on  the  books  ever 
smce  the  bank  closed,  the  indebtedness  of 
the  Steel  Ball  Company  to  the  institution 
is  in  the  neighborhood  of  $180,000. 

Notwithstandingthis,  the  business  will  be 
continued  without  interruption  and  no  de- 
lays will  be  experienced  in  complying  with 
the  delivery  dates  of  the  many  contracts  the 
company  has  in  hand  for  its  specialties. 
Plans  for  an  immediate  reorganization  on  a 
much  larger  scale  are  already  under  way 
and  will  be  made  public  in  the  near  future. 

The  Milwaukee  Avenue  State  Bank's  de- 
faulting president,  Stensland,  who  used  the 
assets  of  the  latter  institution  in  such  an 
unprecedented  manner  and  whose  where- 
;'.bouts  is  still  a  matter  of  anxiety  to  police 
authorities  all  over  the  country,  was  a  large 
shareholder  in  the  company,  having'  taken 
an  active  part  in  its  linancial  affairs  during 
the  past  two  or  three  years.  It  is  to 
straighten  out  the  tangle  attendant  upon  the 
bank  crash  that  the  appointment  of  a  re- 
ceiver has  been  found  necessary. 


Cycle  Association  Meeting  Postponed. 

The  regular  monthly  meeting  of  the  Cycle 
Manufacturers'  Association,  scheduled  to  be 
held-  at  Toledo,  Ohio,  September  Sth,  has 
been  postponed,  owing  to  the  fact  that  a 
large  number  of  manufacturers   will  be  ab- 


sent   on   vacation.  _  It   has   been   decided  W^ 

call   the   next   meeting  at  the   Toledo   Clu1^j\--' 

Toledo,  on  September  19th,  at  which  time,  '*>\K.eceives|g  S 

in     all    probability,     arrangements    will    be 

made  not  to  meet  again  until  November. 


'^OQSTER  WILL  RESUME 


em 


fe  Brings  Less  Than  Offer  of 
ent  and  Latter  Accepted. 


Steel   Plant   Added   to   Pope   Interests. 

The  Columbia  Steel  Co.,  whose  factory 
is  in  Elyria,  Ohio,  has  become  a  Connecti- 
cut corporation,  as  one  of  the  Pope  inter- 
ests. The  corporation  will  begin  business 
with  $1,000  and  the  amount  of  authorized 
capital  stock  is  $300,000,  divided  into  3,000 
shares  at  $100  each.  George  Pope,  W.  C. 
Walker  and  George  T.  Morrow,  all  of 
whom  are  identified  with  the  Pope  Mfg. 
Co.,  are  named  as  the  incorporators. 


Whitney  to  Celebrate  Golden  Wedding. 

Amos  Whitney,  founder  of  the  Pratt  & 
Whitney  Company  and  secretary  and  treas- 
urer of  the  Whitney  Mfg.  Co.,  Hartford, 
Conn.,  who  also  is  father  of  C.  E.  Whitney, 
president  of  that  company,  has  sent  out  in- 
vitations for  the  celebration  of  the  fiftieth 
anniversary  of  his  marriage.  The  celebra- 
tion will  take  place  at  his  home  in  Hartford, 
on  September  Sth. 


Rubber   Companies    Incorporate. 

The  Syracuse  Rubber  Co.,  and  the  Roch- 
ester Rubber  Co..  -who  deal  somewhat  ex- 
tensively in  bicycle  tires,  have  become  in- 
corporated under  New  York  laws  as 
separate  companies,  each  with  $25,000  cap- 
ital. F.  C.  Howless,  of  Syracuse;  E.  R. 
Rice,  of  Buffalo,  and  C.  W.  Barnes,  of  New 
York  City,  are  named  in  the  papers,  for  both 
companies. 


Widmayer  Takes  Yale-California. 

F.  B.  Widmayer,  the  well  known  motor- 
cycle dealer  at  2312  Broadway,  New  York 
City,  has  added  a  belt-driven  machine  to  his 
line.  He  has  taken  the  agency  for  the  Yale- 
California,  made  by  the  Consolidated  Mfg. 
Co.,  of  Toledo,  Ohio,  and  already  has  dis- 
posed of  several. 


William  Wooster,  the  former  Barclay 
street  jobber  and  dealer,  whose  grandilo- 
quent $18,000  failure  and  subsequent  bank- 
ruptcy proceedings  have  been  common  talk 
in  the  local  trade  for  several  weeks,  will 
soon  be  able  to  return  to  his  former  haunt 
in  the  cellar  of  a  large  warehouse,  and  re- 
sume operations  very  much  as  heretofore. 
This  is  the  conclusion  reached  after  five 
weeks  of  effort  on  the  part  of  his  several 
creditors,  who  have  at  length  practically 
settled  upon  accepting  a  reimbursement  of 
thirty  cents  on  the  dollar  after  having  had 
a  receiver's  sale  which  brought  a  smaller 
amount,  set  aside  by  the  court.  While  this 
has  been  going  on,  the  recalcitrant  Wooster 
has  been  away  on  a  mysterious  summer  va- 
cation, quite  beyond  the  reach  of  all  his 
friends,  so  they  allege,  and  presumably 
knows  nothing  of  what  has  been  done  to- 
ward settling  his  affairs.  During  this  per- 
iod also,  the  wind  has  uniformly  been  slight- 
ly east  of  north,  bearing  a  taint  of  Cort- 
landt  street  influence  which  has  in  a  mea- 
sure governed  the  drift  of  the  tide  of  affairs. 

The  creditor's  sale,  which  was  advertised 
to  take  place  on  Wednesday  last,  passed  off 
smoothly,  the  stock  in  trade  of  the  bank- 
rupt being  disposed  of  in  parcels  to  a  num- 
ber of  dealers,  most  of  them  retailers  in  and 
around  New  York.  The  total  proceeds 
amounted  to  upwards  of  $5,000.  Kahan, 
Wooster's  lawyer,  who  has  manifested  an 
astonishing  lack  of  acquaintance  with  his 
client,  and  who  had  threatened  to  enjoin 
its  progress,  kept  in  the  background,  and 
for  a  time,  it  looked  as  though  a  final  set- 
tlement were  at  hand.  It  lay  in  the  power 
of  the  court,  however,  to  set  aside  the  sale, 
should  the  creditors  secure  some  other  ar- 
rangement  by   which   they   could   realize   a 


618 


THE  BICYCLING  WORLD 


larger  percentage.  And  it  was  through  this 
loophole  that  the  friendly  creditors  who  had 
interested  themselves  in  his  cause,  suc- 
ceeded in  retaining  for  Wooster,  the  entire 
business. 

To  this  end,  then,  a  petition  was  put  into 
circulation  among  the  creditors,  ostensibly 
by  John  Wooster,  the  father  of  the  bank- 
rupt, and  more  or  less  useful  appendage  of 
the  Wooster  financial  system,  in  which  it 
was  proposed  to  allow  the  bankrupt  to 
resume  business  on  a  30  per  cent,  basis,  IS 
per  cent,  in  cash  and  IS  per  cent,  in  notes 
of  one,  two  and  three  months'  time,  to  be 
endorsed  by  the  Manhattan  Storage  Com- 
pany, which  figures  in  the  original  petition 
as  a  $1,500  creditor.  .This  scheme  was 
heartily  endorsed  by  Adolph  IVIorris,  a 
member  of  the  firm  which  stands  ready  to 
back  the  bankrupt.  Indeed,  so  great  was 
his  interest  in  the  fate  of  the  petition,  that 
it  is  said  he  personally  interviewed  a  large 
number  of  the  creditors  by  telephone,  ap- 
prising them  of  the  intended  visit  of  Woos- 
ter, senior,  who  really  seems  to  have  been 
fulfilling  the  role  of  educated  office  boy  in 
the  matter,  telling  them  how  good  it  really 
was.  Success  rewarded  the  result  of  his 
canvas. 

Yesterday,  Friday,  the  greater  majority 
of  the  creditors  having  signed  the  petition, 
it  was  presented  to  the  court,  and  after  a 
brief  argument  was  acceded  to,  the  sale 
accordingly  being  set  aside  in  its  favor.  A 
deposit  of  $2,500  was  put  up  to  guard  the 
interests  of  the  creditors  pending  the  wind- 
up,  and  this  sum  was  generously  donated 
from  some  source  unknown,  but  rumored  to 
be  none  other  than  the  so-called  storage 
concern  which  has  been  playing  high  com- 
edy in  the  cast  from  the  very  beginning. 
As  matters  now  stand,  the  complete  un- 
raveling of  the  tangle  merely  awaits  the 
signing  up  of  the  few  remaining  creditors 
who  are  said  to  be  out  of  town  at  present 
and  therefore  unavailable.  There  seems  to 
be  no  doubt  as  to  their  acquiescence,  how- 
ever, and  hence  it  is  likely  that  the  settle- 
ment will  take  place  within  a  few  days. 


Combination  Motorcycle  Tour. 

William  Waking,  president  of  the  Rich- 
mond (Ind.)  Bicycle  Dealers'  Association, 
and  William  Clark,  will  shortly  leave  that 
city  on  a  combined  business  and  pleasure 
trip  on  Indian  motorcycles.  Their  tour  will 
include  Fort  Wayne,  Ind.;  Toledo,  Cleve- 
land, Buffalo,  Kingston,  Montreal,  Spring- 
field, Mass.;  Hartford,  New  York  City, 
Reading,  Pa.;  Washington,  D.  C,  from 
which  latter  part  they  will  turn  their  handle 
bars  homeward. 


Business  Never  Better. 

"Never  in  my  experience  in  the  bicycle 
and  accessory  business  has  the  number  of 
sales  been  as  large  during  July  and  August 
as  in  the  present  year,"  was  the  remark  of 
D.  P.  Harris,  who  represents  some  of  the 
leading  manufacturers  of  bicycles  and  acces- 
sories   in    New    York    City.      ''In   fact,"    he 


continued,  "there  has  been  no  dull  season 
and  present  shipments,  as  well  as  future 
orders,  are  far  in  excess  of  anticipations. 
Although  I  made  preparations  for  a  largely 
increased  business  this  week,  for  instance, 
I  have  already  shipped  three  carloads  of 
bicycles,  and  there  is  no  doubt  that  the 
month  of  August  will  prove  a  record- 
breaker  in  the  bicycle  industry. 

"The  same  condition  prevails,  1  find,  with 
the  manufacturers  and  if,  as  The  Bicycling 
World  stated  last  week,  those  handling 
standard  lines  do  not  take  advantage  of  the 
existing  prosperity  at  the  present  time  and 
show  profitable  results  they  might  as  well 
retire." 


Reads  the  Stars — Catches  the  Thief. 

August  Newman,  a  Brooklyn  cyclist,  al- 
waj'S  has  believed  more  or  less  in  the  power 
of  occult  science  but  last  week  his  faith  was 
considerably  strengthened  when  a  fortune 
teller,  so  Newman  thinks,  enabled  him  to 
recover  a  stolen  bicycle.  Newman  was 
calling  on  a  friend  when  somebody  walked 
or  rode  away  with  his  machine.  He  con- 
sulted an  astrologer,  who  after  gazing  at 
the  stars  and  invoking  the  aid  of  the  God 
of  Mysticism,  told  Newman  to  look  sh-arply 
at  every  seventh  wheel  that  passed  him. 
Newman  counted  six  wheels  when  his  eyes 
fell  upon  one  that  looked  rather  familiar 
and  he  hailed  the  rider,  one  Michael  Mar- 
chetta,  who  was  placed  under  arrest  and 
held  in  the  Butler  street  court  on  the  ueual 
charge. 


Another  Cause  of  Poor  Compression. 

It  sometimes  happens  that  through  the 
loss  of  metal  due  to  repeated  grindings,  one 
or  more  of  the  exhaust  valves  of  a  motor 
settle  down  so  low  that  the  fillet  of  the  stem 
where  it  joins  the  head  interferes  with  the 
guide,  and  prevents  full  closure.  The  final 
result  of  this  is  that  a  neat  little  shoulder 
is  turned  up  about  the  stem  at  that  point, 
and  a  somewhat  confusing  loss  of  com- 
pression follows.  The  remedy  is,  of  course, 
to  take  off  the  shoulder  with  a  file,  making 
sure  that  the  head  reaches  the  seat  without 
friction  of  the  stem  and  guide,  and  after- 
ward to  test  the  clearance  between  the  end 
of  the  stem  and  the  cam  lift,  to  make  sure 
that  there  is  no  interference  at  this  point 
also. 


Silver   Chain   Came   in   Handy. 

It  is  related  of  a  motorist  who  was  stalled 
by  a  lack  of  proper  ignition  which  he  ulti- 
mately traced  to  the  loss  of  one  of  the 
platinum  points  from  a  trembler  blade,  that 
he  made  good  the  deficiency  by  cutting  a 
link  out  of  his  watch  chain,  and  riveting  it 
in  place.  All  of  which  is  very  well,  except 
that  so  few  motorists  carry  silver  watch 
chains,  that  the  incident  is  of  little  value 
as  a  hint  to  others  in  a  similar  predicament. 
However,  it  is  seldom  that  the  motorcyclist 
is  lacking  in  some  of  the  smaller  pieces  of 
the  coin  of  the  realm  and  with  proper  aid 
a  dime  may  be  readily  utilized. 


No  Need  to  Worry  About  it  Now. 

Electricity  has  ever  been  one  of  the  most 
elusive  and  mystifying  subjects  for  the  lay- 
man, and  when  found  in  the  concrete  form 
represented  by  the  batteries  and  wiring  of 
the  motorcycle  it  is  likewise  for  the  rider 
of  the  latter.  With  this  difference,  how- 
ever, that  the  motorcyclist  does  not  have  to 
worry  himself  over  the  abstruse  subject  of 
its  nature,  origin  and  generation  by  natural 
forces.  Science  has  supplied  it  for  him  in 
a  convenient  chemical  form  and  he  is  chiefly 
interested  in  knowing  when  it  is  at  hand 
and  how  to  confine  it  to  useful  \Tork  instead 
of  permitting  it  to  escape  and  go  to  waste, 
much  as  wine  runs  out  the  neck  of  a  fallen 
bottle  when  the  cork  is  loosely  inserted. 
Nor  does  the  puzzling  question  of  whether 
the  so-called  current,  for  want  of  a  better 
name,  runs  on  the  wire,  through  it  or  along 
it;  he  is  satisfied  that  if  the  wires  are  prop- 
erly connected  the  desired  result  is  attained. 
Somehow  or  other  the  "juice"  reaches  the 
spot  for  which  it  is  intended  and  further 
than  that   he  is   not  particularly  interested. 


A   Reprehensible   Practice. 

A  rather  unusual  complaint  has  been 
heard  from  factories  recently,  to  the  effect 
that  manufacturers'  agents,  calling  to  see 
the  buyer  and  finding  him  out,  or  engaged 
for  the  time  being,  occasionally  stroll 
through  the  shops  interviewing  the  men, 
and  attempting  to  sell  direct  to  them.  It 
is,  of  course,  an  unwritten  law  tha-t  all  shops 
are  closed  except  to  visitors  admitted 
through  the  office,  and  that  for  such  to  at- 
tempt to  advance  their  own  cause  while 
under  the  obligation  of  the  management's 
hospitality,  is  a  breach  of  courtesy  well- 
nigh  unpardonable. 


Thirteen  Did  Not  Worry  the  "Idol." 

Although  he  carried  the  supposedly  un- 
lucky number  "13"  on  his  back,  J.  Nash 
McCrea,  otherwise  known  as  the  "Idol  of 
Springfield,  111.,"  won  the  quarter-mile 
bi(;ycle  race  which  formed  a  feature  of  the 
athletic  meet  at  Beadstown,  on  Wednesday 
of  this  week,  22nd  inst.  Without  apparent 
effort  McCrea  was  first  across  the  tape  by 
twenty  yards,  Guy  Horton,  of  Astoria,  fin- 
ishing second,  and  Clyde  Cobb,  of  Vermont, 
third.  McCrea  has  not  been  headed  in  a 
bicycle  race  in  this  vicinity  this  season. 


For  a  Motorcycle  Vigilanoe  Committee. 

So  numerous  have  been  the  depredations 
of  a  gang  of  burglers  which  has  been  work- 
ing about  Nassau  County,  Long  Island, 
traveling  to  and  from  "jobs"  in  a  speedy 
motor  car,  that  a  petition  has  been  circu- 
lated among  the  summer  cottagers  to  raise 
funds  for  the  organization  of  a  sort  of 
"home  guard  of  special  poJice,  which  is  to 
be  mounted  on  motor  bicycles.  Indeed, 
from  all  indications,  it  would  appear  that 
this  same  gang  of  "motor  thieves"  will 
ultimately  bring  about  the  constant  patroll- 
ing of  all  the  principal  roads  in  that  part 
of  the  island. 


THE  BICYCLING  WORLD 


619 


MAKES   DUPLICATION   EASY 


New  Method  of  Piston  Manufacturing  to  do 
Away  with  Casing. 


A  novel  -  method  of  piston  construction 
for  internal  combustion  motors  has  been 
suggested  by  Louis  Renault,  of  the  French 
house  which  bears  his  name,  which  intends 
at  once  the  simplification  of  construction  m 
large  quantities,  and  the  assurance  of  uni  - 
form  formation  as  to  thickness  of  body  and 
weight  of  material  throughout.  The  [irin- 
ciple,  which  is  that  of  sectional  formation, 
is  illustrated  in  the  accompanying  f.gure 
drawn  from  the  patent  specificatioub. 

As  will  be  seen,  the  main  body  portion 
of  the  piston  is  cast  or  drop  forged  without 
the  head,  but  including  the  bosses,  1  and  2, 
which  support  the  wrist  pin.  The  head,  .5, 
which  would  be  formed  separately  of  the 
same  material,  would  be  either  shrunk  into 
place,  or  screwed  and  secured  in  some  ap- 
proved  manner,   the   method   shown   in   the 


illustration  being  slightly  different  in  this 
respect,  in  that  a  series  of  rings,  \  ai  e 
employed  to  farm  the  upper  portion  of  the 
piston,  and  the  slots  for  the  packing  rings 
The  manner  in  which  the  fastening  of  the 
parts  would  be  done  in  this  case,  is  not 
shown, 

A  piston  thus  constructed  could  be  ca,se- 
hardened  if  necessary,  the  use  of  mid  or 
soft  steel  determining  the  need  of  such 
treatment.  The  advantages  claimed  for  the 
method  are  that  the  metal  would  be  uniform 
in  all  points,  both  in  thickness  and  quality; 
that  the  product  would  be  light  and  strong, 
from  the  use  of  high-grade  materials;  that 
the  parts  could  be  made  at  slight  expense; 
and  that  absolute  uniformity  and  intor- 
changeability  would  result.  Piston  design, 
is  a  feature  of  motor  car  construction  of 
which  but  little  is  heard,  comparatively 
speaking,  partly  because  of  the  general  con- 
formity of  practice  in  construction  and  use, 
and  partly  because  for  some  time  nothing 
in  the  way  of  striking  novelty  has  been  in- 
troduced.     Nevertheless,    since   the    casting 


process  is  one  which  for  many  reasons  it 
is  well  to  avoid  where  possible  without  loss 
to  the  value  of  the  structure,  notably  where 
the  substitution  of  drop  forging  process 
may  be  made  for  it,  this  idea  may  well  be 
looked  upon  as  an  item  in  the  possible 
perfection  of  the  gasolene  motor  without 
any  material  addition  in  its  cost. 


FOR  EASY  IDENTIFICATION 


Modified    Form    of    Passport    Adopted 
German  Postal  Authorities. 


by 


See  that  Contacts  are  Clean. 

Sometimes  an  otherwise  inexplicable  fall- 
ing off  in  the  power  of  the  motor  may  be 
traceable  to  the  points  in  the  contact 
breaker  which  in  their  worn  or  battered  and 
pitted  condition  are  not  making  a  good  con- 
nection during  the  sparking  period.  Or,  it 
may  be  that  the  motor  has  developed  a 
tendency  to  throw  out  oil  upon  the  points, 
which  in  consequence  have  become  more 
or  less  fouled.  To  thoroughly  clean  and 
refit  the  contact  device,  whatever  it  may  be, 
requires  but  a  slight  outlay  of  time,  and  is 
extremely  simple.  Yet  it  is  astonishing  to 
note  how  many  otherwise  sagacious  riders 
neglect  to  keep  watch  of  this  very  impor- 
tant locality. 


Keep   the   Fire   Burning. 

Enthusiasm  is  the  fire  that  makes  the 
human  engine  go,  says  an  exchange.  It  is 
what  generates  the  steam.  Without  steam 
an  engine  is  dead.  So  when  a  salesman 
is  out  of  sorts;  thinks  the  weather  too  hot, 
too  cold,  or  the  days  too  rainy;  imagines 
that  because  he  sold  three  men  last  week 
he  shouldn't  be  called  upon  to  work  this 
week — such  a  man  needs  to  put  the  fire  of 
enthusiasm  under  his  boilers,  for  he  is  dan- 
gerously near  the  chill  of  failure.  When 
the  fire  isn't  kept  up  you  know  what  hap- 
pens— steam  gets  low  in  the  gauge — the 
engine  slows  down  and  soon  the  machinery 
stops.  Enthusiasm  is  the  fire  that  keeps 
the  salesman  moving  onward  to  success. 


Adulterated  Carbide  of  Calcium. 

One  of  the  most  important  questions  agi- 
tating the  acetylene  industry  at  the  present 
time  is  that  of  imposing  certain  restrictions 
upon  the  maximum  quantity  of  decompos- 
able phosphorous  compounds  present  in 
carbide  of  standard  quality.  During  the 
past  spring  the  British  Acetylene  Associ- 
ation has  been  contemplating  the  introduc- 
tion of  a  rule  limiting  the  proportion  of 
such  compounds,  calculated  as  phosphine, 
occurring  in  the  crude  acetylene  generated 
from  merchantable  carbide  to  0.04  per  cent, 
by  volume. 


For  the  Mathematically  Inclined. 

A  cyclist  and  a  motorcyclist  start  at  the 
same  time  from  two  places  thirty  miles 
apart;  the  motorcycle  travels  twice  as  fast 
as  the  bicycle.  After  meeting  and  resting, 
each  starts  back,  traveling  one  mile  per 
hour  faster  than  on  the  outward  journey; 
the  bicyclist  reaches  home  five  minutes 
earlier  than  the  motorcyclist  does.  Find 
the  speed  of  each  on  the  trip  out  and  at 
what  point  they  meet  each  other. 


A  new  method  of  identification  recently 
adopted  by  the  German  postal  authorities, 
will  doubtless  prove  of  great  value  to 
tourists,  especially,  as  though  primarily 
designed  for  use  in  the  postal  department 
alone,  it  will  doubtless  stand  good  in  hotels 
and   banking  houses. 

It  consists  of  a' card  or  folder  upon  which 
is  printed  its  number,  the  date  of  its  expira- 
tion at  the  end  of  a  year,  the  name,  profes- 
sion, and  residence  of  its  owner,  the  date 
of  its  issue,  and  the  seal  of  the  postoffice 
issuing  it.  Within  the  fold  is  pasted  a 
small  unmounted  photograph  of  the  owner. 
A  small  cancellation  stamp  is  pasted  partly 
upon  the  photograph  and  partly  upon  the 
page.  Opposite  is  a  description  of  the  ap- 
plicant, his  general  appearance,  color  of 
hair  and  eyes.  His  birthplace  and  age  are 
also  given,  and  he  is  required  to  sign  the 
card.  The  last  page  of  the  little  folder  de- 
scribes the  uses  to  which  the  card  is  to  be 
put  and  the  means  of  obtaining  it.  The  fee 
is  50  pfennigs  (12  cents).  The  card  is  to 
be  used  in  obtaining  mail  where  the  owner 
is  not  known,  and  in  case  he  changes  his 
appearance  so  that  he  no  longer  conforms 
to  the  description  a  new  card  must  be 
issued  after  the  proper  identification  of  the 
applicant. 

This  is  the  most  recent  outgrowth  of 
that  all  pervading  system  of  espionage  that 
characterizes  life  in  continental  Europe  and 
which  is  so  far  reaching  that  the  movements 
of  almost  every  individual  within  the  bord- 
ers of  a  country  are  followed  closely.  Im- 
mediately upon  entering  a  town,  if  he  be  a 
native  of  the  country,  he  must  report  at 
police  headquarters  and  render  a  complete 
account  of  himself.  His  pedigree,  the  last 
place  of  his  sojourn,  his  calling  and  why  and 
wherefore  he  comes  to  the  place  to  pursue 
are  all  matters  of  record — in  short,  he  is 
subjected  to  a  cross-examination  such  as 
no  one  short  of  the  witness  in  a  criminal 
trial  would  endure  in  this  country.  And 
after  he  has  given  all  this  information  he  is 
followed  by  an  agent  of  the  secret  service 
who  sees  whether  his  actions  verify  his 
story  or  not.  In  the  case  of  foreigners  this 
is  not  carried  out  to  the  same  extreme  and 
the  chief  difficulty  is  crossing  frontiers  for 
which  one  must  carry  an  impressive  looking 
document  such  as  that  described  for  the 
tourist. 


To  test  the  high  tension  ignition  wires 
for  leakage,  says  one  who  evidently  spends 
much  energy  in  the  production  of  gratuitous 
advice,  damp  your  hand  and  run  it  slowly 
along  it  from  the  coil  to  within  an  inch  or 
so  of  the  plug  while  the  engine  is  running. 
This  is  a  good  one  to  try  when  things  are 
not  too  damp  to  make  it  painful  and  no  one 
is  looking. 


620  THE  BICYCLING  WORLD 


NATIONAL  BICYCLES 

Worthy  of  the  Nation 
they    Represent 

* 

Are  you  vtrell  acquainted  with  them  ? 

NATIONAL  CYCLE  MFG.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  flaintenance  ortheelerreuable 

Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  h»*e  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chicopee   Falls,  Mass. 


THE  BICYCLING  WORLD 


621 


Founded 

-1877 


W^te 


I,  and 


M010RC1«:LE  REVIEW 

Published  Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


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THE  BICYCLING  WORLD  COMPANY. 


J5nterad  as  second-class  matter  at  the  New  York, 
N.   Y.,   Post  Office,   September.   1900. 


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New  York,  August  25,  1906. 

The  Peril  of  fhe  Light  Motorcycle. 

From  a  great  many  points  of  view  it  was 
a  fortunate  thing  that  the  craze  for  light 
bicycles  passed  without  doing  more  injury 
to  the  trade.  There  came  a  time,  before  the 
laws  of  design  ha4  beep  fined  down  to  their 
present  limits,  when  it  seemed  to  the  aver- 
age rider  that  the  lightest  machine  must  of 
necessity  be  the  best  machine  his  money 
could  buy,  and  answering  to  his  demand, 
the  average  maker  started  in  to  produce 
the  lightest  machine  he  could  build. 

With  the  mofor  bicycle,  this  stage  has 
not  as  yet  been  reached,  but  it  is  bound  to 
come.  There  are  at  present  two  distinct 
schools  of  riders,  those  who  cry  for  a 
lighter  machine,  and  incline  with  their  Brit- 
ish cousins  toward  the  "motor  assisted" 
machine  and  those  who  cry  for  more  power. 
Sooner  or  later,  these  latter  will  change 
their  tune,  and  call  for  a  better  ratio  of 
weight  to  power  which  accomplishes  the 
same  thing,  at  the  same  time  giving  a  ma- 
chine less  bulk  to  lug  up  the  back  steps, 
and  more  attractive  in  many  other  ways. 
When  the  time  comes  for  this,  the  "motor 
assisted"  men  will  likely  join  in,  being  some- 
what tired  of  pedalling  most  of  the  time  ex- 


cept when  running  down  hill,  yet  not  ready 
to  take  a  full  grown  motor  bicycle  under 
their  saddle  parts. 

This  will  be  a  combination  hard  to  disap- 
point. Yet  the  maker  of  the  motor  bicycle, 
deals  with  a  proposition  far  more  treacher- 
ous than  that  which  confronted  the  bicycle 
maker  when  he  began  to  cut  down  weight. 
A  limit  to  the  reduction  of  the  bicycle  was 
determined  after  it  had  been  overpassed 
in  many  sorrowful  cases.  It  is  greatly  to 
be  hoped  that  the  motorcycle  makers  will 
not  have  such  an  experience,  yet  they  will 
be  sorely  temtped  to  overreach  themselves 
unless  the  public  stands  fast  in  its  demand 
for  only  such  machines  as  are  really  stable 
and  enduring. 


The  Power  of  the  Clubs. 

It  has  been  said  more  than  once  that  the 
keynote  of  bicycling  enthusiasm  lies  not  so 
much  in  its  inherent  appeal  to  the  individual 
rider,  as  in  the  formation  and  proper  en- 
couragement of  organizations  banded  to- 
gether to  forward  the  interests  of  the  sport. 
And  the  truth  of  the  assertion  has  been 
borne  out  in  practice  many,  many  times. 
For,  with  rare  exceptions,  the  gregarious 
instincts  of  mankind  serve  to  herd  the 
masses  like  so  many  sheep,  driving  them 
this  way  and  that  in  the  stampede  of  the 
so-called  fads.  This  worked  up  to  an  al- 
most hysterical  pitch,  wrought  the  disas- 
trous boom  of  a  few  years  ago  from  which 
the  industry  has  never  fully  recovered. 
Surging  the  other  way,  it  later  brought 
about  a  decline  which  was  in  the  natural 
course  of  events.  After  that,  but  for  the 
sturdy  few  who  would  ride  if  they  alone 
out  of  all  the  world  rode,  and  for  the  mem- 
bers of  the  clubs  which  still  retained  their 
vigor,  pleasure  cycling  came  perilously  near 
a  standstill. 

The  upward  trend  of  the  later  years,  how- 
ever, indicates  two  things,  first  of  all,  the 
enlistment  of  sundry  riders  who  were  too 
young  to  take  an  active  interest  in  the  sport 
in  the  heyday  of  its  fatal  popularity,  and  the 
re-enlistment  of  the  older  hands,  whose 
interest  has  became  dormant  through  lack 
of  nurture,  rather  than  for  any  more  valid 
reason.  The  bicycle  was  little  talked  of, 
little  ridden  except  for  business,  at  least, 
as  compared  to  the  riding  of  that  other 
period,  and  so,  they  fell  into  the  ruck,  and 
allowed  their  bicycles  to  rust  and 
their  bones  to  stiffen.  But  show  them 
the  way  again,  set  up  a  standard  and 
call  them  to  it,  and  they  flock  out  as  readily 


and  eagerly  as  of  yore,  roused  and  enthused 
beyond  power  of  belief  considering  their 
long  rest,  and  learned  with  the  ferment  of 
the  younger  spirits  among  them.  And  they 
ride  forth  into  the  world  outside  again,  like 
men  who  have  slept,  and  waking,  marvel 
that  their  rest  has  been  so  long. 

And  it  is  to  the  clubs  that  the  awakening 
must  be  looked  for.  In  them  rests  the 
ability  to  gather  the  dispelled  forces  of  rid- 
ers old  and  new.  In  them  is  the  strength 
and  power  of  organized  effort,  the  nucleus 
of  originality  and  enthusiasm  which  cannot 
come  to  one  or  two,  but  only  to  many  acting 
together  and  in  accord.  That  a  complete 
revolution  and  revivification,  not  alone 
among  the  members  of  a  club,  but  through 
an  entire  community  may  come,  simply  by 
the  enthusiastic  pushing  of  a  club  of  simple, 
whole-hearted  aims,  has  been  proved  more 
than  once  in  the  course  of  cycling  history. 
In  this,  much  is  ascribed  to  publicity, 
the  kind  of  publicity  that  grapples  with  the 
daily  press  and  bends  it  to  its  own  ends. 

But  publicity  is  not  all.  Cycling  is  not 
all.  One  or  two  or  three  stirring  energetic 
men  are  not  all  that  is  required  to  break  open 
the  coals  and  fan  into  flame  the  dulled  fire. 
It  is  partly  in  a  combination  of  these  forces, 
that  the  end  is  to  be  accomplished,  but 
more,  in  the  establishment  of  a  nucleus, 
something  to  work  for  and  toward.  Given 
a  cause  and  watchword,  and  mountains  may 
be  moved.  Without  them,  the  results  of  even 
the  greatest  personal  effort  must  be  merely 
sporadic.  For  cycling  for  its  own  sweet 
sake,  is  a  thing  of  the  past,  startling  though 
the  truth  may  seem,  but  cycling  as  a  means 
to  an  end,  is  the  most  nearly  inspired 
method  of  injecting  into  the  heart  of  man 
that  peace  and  strength  which  nature  alone 
can  give  of  all  the  products  of  the  ages. 
And  cycling  as  a  means  to  an  end  still  con- 
tinues to  unfold  uncounted  realms  of  pos- 
sibility. 


Cure  the  Small  Ills. 

There  is  one  thing  in  which  none  of  man's 
handiwork,  regardless  of  how  perfect  it 
may  be  in  every  other  way,  can  ever  equal 
the  human  body  and  that  is  in  its  ability  to 
heal  itself.  The  bicycle  is  as  close  an  ap- 
proach to  perfection  in  its  way  as  human 
ingenuity  has  ever  achieved  in  any  field  of 
endeavor,  but  it  will  not  keep  itself  above 
ground  without  attention.  Once  its  wheel 
is  injured  and  becomes  slightly  out  of  true, 
no  matter  how  long  it  exists  thereafter,  the 
ailment  will  never  remedy  itself;  it  will  get 


622 


THE  BICYCLING  WORLD 


worse.  The  same  thing  applies  to  a  leaky 
valve,  a  chain  out  of  alignment,  spokes  loose 
and  the  like — all  small  things  in  themselves, 
but  they  pile  up  on  one  another  until  there 
is  such  a  complication  of  diseases  that  the 
machine  becomes  a  chronic  cripple.  They 
are  like  the  every-day  afflictions  of  the 
majority  of  mankind — prompt  attention  of 
the  proper  kind  will  save  either  of  them 
from  a  premature  demise. 


CORRESPONDENCE 

More  Protests  Against  Muffler  Cut-outs. 

Editor  of  The  Bicycling  World: 

Your  editorial  and  Mr.  Sherman's  letter 
in  the  Bicycling  World  of  August  11th  on 
the  subject  of  the  ''Open  Muffler  on  Motor- 
cycles" was  read  with  considerable  pleasure 
as  I  am  heartily  in  accord  with  Mr.  Sher- 
man's ideas,  that  is,  for  manufacturers  not 
to  furnish  a  muffler  cut-out  with  their 
motorcycles,  or  at  least  on  those  machines 
shipped  to  large  cities  like  New  York.  On 
upper  Broadway  or  on  the  Boulevard  it  is 
the  greatest  nuisance  I  know  of,  especially 
on  Saturdays  or  Sundays,  90  per  cent,  of 
the  riders  running  with  mufflers  cut  Out  all 
the  time,  scaring  horses  and  making  a 
racket  that  can  be  heard  three  or  four 
blocks  away. 

This  evil  is  doing  more  harm  to  the 
motorcycle  game  than  anything  I  can  con- 
ceive. I  have  heard  dozens  of  persons  say 
they  would  "like  to  ride  a  motorcycle,  but 
tjiey  make  too  much  noise,"  etc.  The  muf- 
fler cut-out  is  all  right  in  its  place,  but  not 
on  the  crowded  streets  of  the  city  or  on 
level  roads.  I  think  a  properly  '  framed 
ordinance  could  be  passed  to  stop  the  nuis- 
ance in  this  city,  if  the  F.  A.  M.  will  take 
up  the  matter.  I  have  talked  to  all  my 
customers,  but  to  no  avail.  Most  of  them 
say,  "I  like  to  hear  the  noise,"  or  "I  need 
no  alarm  when  I  have  the  muffler  cut-out 
as   it  clears   the   road,"   etc. 

Yours  for  the   anti-muffler  cut-out, 
FRANK  B.  WIDMAYER,  New  York  City. 


Editor  of  The  Bicycling  World: 

I  have  read  with  considerable  interest  the 
letter  of  Mr.  G.  W.  Sherman  in  your  issue 
of  August  11th,  on  the  subject  of  the  open 
muffler,  and  note  his  request  that  manufac- 
turers, dealers  and  riders  of  motorcycles 
express  their  views  on  the  subject. 

As  a  rider  of  a  motorcycle  for  the  last 
three  years  1  would  say,  that  while  I  am 
heartily  in  sympathy  with  the  proposition 
to  subdue  the  open  muffler,  and  only  wish 
with  the  Editor  of  this  paper  that  a  law 
could  be  inacted  covering  Greater  New 
York,  that  would  compel  riders  of  motor- 
cycles to  keep  mufflers  closed  in  the  city 
limits,  except  on  steep  hills,  I  put  in  this 
last  clause  because  while  it  is  a  fact  that  a 
machine  with  a  good  motor  (provided  with 
a  cut-out)    can  climb  most  any  hill  that  is 


not  too  steep  without  opening  the  muffler. 
It  is  also  true  that  opening  the  muffler  does 
aid  the  machine  very  materially. 

I  would  also  say  in  this  connection  that 
while  Mr.  Sherman  may  be  correct  in  his 
assertion  that  a  good  motorcycle  requires 
no  muffler  cut-out,  he  is  evidently  referring 
to  the  use  of  the  single-seated  vehicle.  With 
a  motorcycle  equipped  with  either  a  tandem 
attachment  or  a  tri-car  (and  I  use  mine 
with  both,  sometimes  with  one  and  some- 
times with  the  other),  I  think  that  Mr. 
Sherman  will  agree  with  me  that  in  either 
case  the  use  of  the  cut-out  becomes  a  differ- 
ent proposition. 

I  have  only  just  returned  from  a  trip  in 
the  country  using  my  machine  with  the 
tandem  attachment,  a  friend  riding  with 
me  on  the  rear  seat,  and  I  will  say  that  I 
found  it  necessary  to  open  the  cut-out  on 
some  of  the  hills  that  we  had  to  contend 
with. 

In  the  case  of  the  tri-car,  I  would  say  that 
I  have  been  compelled  to  use  the  cut-out 
not  only  for  hill-climbing,  because  of  the 
additional  load  of  the  car  and  its  passenger, 
but  also  to  cool  the  engine,  which  became 
very  hot  so  that  it  was  almost  unbearable 
to  ride  over  it,  this,  as  you  know,  is  occas- 
ioned because  the  tri-car  shuts  off  to  a 
great  extent  the  air  to  cool  the  engine. 

In  cases  of  this  kind  if  the  manufacturer 
of  that  make  of  motorcycle  using  the  tri- 
car in  front  should  do  away  with  his  muf- 
fler cut-out  he  might  as  well  give  up  inaking 
tri-cars  unless  the  horsepower  of  the  motor 
is  increased. 

All  of  this,  however,  does  not  go  to  show 
that  I  am  in  at  all  in  favor  of  the  open 
muffler  or  doing  away  with  the  cut-out,  as 
I  am  and  always  will  be  dead  against  it 
when  not  necessary. 

F.   H.   CHASE,  New  York. 


FIXTURES 


Editor   of  The   Bicycling  World: 

In  reply  to  Mr.  Sherman's  letter,  I  think 
that  if  the  manufacturer  abolished  the  muf- 
fler cut-out,  the  agents  or  other  mechanics 
would  put  them  on  motorcycles.  I  know  of 
many  instances  where  a  machine  would  not 
run  more  than  ten  miles  an  hour  because 
of  a  choked  muffler.  Is  there  any  other 
way  to  tell  when  an  engine  is  missing  than 
by  a  muffler  cut-out?  However,  I  think 
the  Federation  of  American  Motorcyclists 
should  forbid  its  members  to  use  a  cut-out 
unless  necessary  and  this  will  aid  in  the 
promotion  of  good  laws  regarding  motor- 
cycles. 

C.  B.  LANSING,  Colorado  Springs,  Col. 


Motorcycle  Part  of  the  Variety. 

A  five-mile  motorcycle  race  shared  hon- 
ors with  an  automobile,  a  mule,  a  wheel- 
barrow, a  horse  and  a  fat  man's  race,  along 
with  a  variegated  assortment  of  other  ath- 
letic events  at  the  annual  outing  of  the 
House  of  Delegates  of  Missouri,  at  the  St. 
Louis  fair  grounds  track,  on  Saturday  last, 
18th  inst.  The  track  was  in  wretched  con- 
dition,   which    accounts    for    the    poor    time 


Aug.  26 — Century  Road  Club  of  America's 
iifteen-mile  handicap  road  race;  open. 

Sept.  3 — Muskegon,  Mich. — Muskegon 
Motorcycle  Club's  race  meet. 

September  3 — Dongan  Hills,  S.  I.,  N.  Y. 
— Five-mile  motorcycle  race;  open. 

September  3 — Boston,  Mass. — Track  meet 
at  Revere  Beach. 

September  3 — Newark,  N.  J. — Track  meet 
at  Vailsburg. 

Sept.  3 — Denver.  Col. — Denver  Motor- 
cycle Club's  twenty-five  mile  motorcycle 
road  race;  open. 

Sept.  3 — Wheeling,  W.  Va. — Bicycle  and 
motorcycle  race  meet  at  State  fair  grounds. 

September  8— Dongan  Hills,  S.  I.,  N.  Y. 
— Ten-mile  motorcycle  race;  open. 

September  9 — Brooklyn,  N.  Y. — Century 
Road  Club  Association's  annual  record  cen- 
tury run;  open. 

Sept.  9— Valley  Stream,  L.  I.— Roy  Wheel- 
men's fifteen-mile  handicap  road  race; 
closed. 

Sept.  16 — Brooklyn,  N.  Y. — Century  Road 
Club  of  America's  one  hundred  mile  rec- 
ord run. 

Sept.  22 — Providence,  R.  I. — Providence 
Motorcycle  Club's  race  meet;  open. 

Sept.  23 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
handicap  road  race;  open. 

Sept.  30— Valley  Stream,  L.  I.— Roy 
Wheelmen's  Inter-State  cycling  Derby  for 
twenty-five  mile  road  championship  Eastern 
States;  open. 

made.  John  Hurck  (Indian)  had  an  easy 
victory,  winning  out  over  Ralph  Wilson  and 
Frank  Maynard,  who  finished  in  this  order. 
The  time  was  8:05. 


Peters  Makes  New  Five-mile  Mark. 

John  Peters,  of  Brookdale,  riding  from 
scratch,  won  the  five-mile  handicap  road 
race  at  Bloomfield,  N.  J.,  last  Saturday 
afternoon,  over  the  Broad  street  course. 
Peters's  time  for  the  distance  was  an- 
nounced as  9  minutes  30  seconds,  which, 
if  correct,  is  a  record  for  five  miles.  It  is 
hardly  possible,  however.  -  Roy  Rock  fin- 
ished second,  John  Holmes  third,  Grover 
Cleveland  Hurley  fourth,  and  Frank  Sven- 
son  fifth. 


Muskegon    to    Have    Motorcycle    Meet. 

Six  races  will  be  run  at  the  Labor  Day 
meet  of  the  Muskegon  (Mich.)  Motorcycle 
Club  at  Mona  Lake,  according  to  the  pro- 
gram announced  this  week.  The  races 
carded  are  as  follows:  Five-mile  open;  one 
mile  championship,  free-for-all;  five-mile 
handicap;  two-mile  handicap  for  Michigan 
riders;  two-mile  speed  judgment,  and  a  five- 
mile  championship  for  the  Western  division 
of  the  Federation  of  American  Motor- 
cyclists. 


THE  BICYCLING  WORLD 


623 


BEST    EVER    AT    VAILSBURG. 


Crack  Card  Keeps  Interest  at  Fever  Heat 
and  Spills  Add  to  Excitement. 


With  six  sprint  races  and  two  motorpaced 
exhibitions  the  meets  at  the  Vailsburg 
board  track.  last  Sunday^  19th  inst.,  could 
hardly  be  classed  as  dull,  and  from  the  first 
heat  of  the  novice  until  the  finish  of  the 
unlimited  amateur  pursuit  there  was  not  a 
tiresome  moment.  Although  the  meet  be- 
gan earlier  than  usual  it  was  nearly  dark 
before  the  long  program  was  concluded. 
One  rider  broke  his  collar-bone  in  a  sen- 
sational spill,  a  veritable  black  horse  won 
one  event  in  a  sensational  manner,  and  the 
youngest  and  smallest  rider  on  the  track 
entered  the  "pro"  ranks.  This,  in  addition 
to  the  fact  that  "Dare  Devil"  Bob  Hunter, 
aptly  named,  rode  three  laps  at  a  1  :S0  gait 
on  a  motorcycle  with  a  flat  rear  tire  at 
the  imminent  risk  of  breaking  his  own  and 
the  man  behind's  neck,  added  to  the  excite- 
ment. 

It  was  certainly  John  Bedell's  afternoon 
in  the  professional  events.  Bedell  won  the 
ten-mile  handicap  and,  contrary  to  expec- 
tations, made  the  best  time  in  the  record 
trials.  In  the  quarter-mile  time  trials 
the  riders  were  started  from  the  back 
stretch  to  give  them  a  flying  start  and 
Joseph  T.  Halligan  was  the  first  rider  to 
take  a  whack  at  Iver  Lawson's  record  of 
234^  seconds,  made  July  4th,  this  year.  Hal- 
ligan covered  the  lap  in  0:29.  Ben  Hill  was 
the  next  would-be  record  holder  and  his 
time  was  clocked  at  two-fifths  seconds 
more  than  his  club  mate's.  Marcel  Dupuis, 
the  Frenchman,  covered  the  distance  in 
the  same  time  it  took  Halligan,  while  "Big 
Bill"  Canfield  required  30  seconds  to  go 
around  once.  Next  came  H.  B.  Appleton 
who  was  timed  at  28j4,  followed  by  George 
Glasson  in  28^.  Charles  Schlee  was  next 
and  the  timers  got  him  at  28  seconds.  Then 
John  Bedell  was  given  the  word  to  start. 
He  did  not  appfear  to  be  moving  fast,  riding 
with  a  112  gear,  but  the  even  sprint  brought 
him  over  the  tape  in  26^/^  seconds.  Edward 
Rupprecht  and  Alfred  Ashurst  tied  with 
27j5  and  "Herr"  Floyd  Krebs  took  27  sec- 
onds to  cover  the  la,p. 

Bedell  won  the  five  mile  handicap,  with 
lap  prizes,  by  three  quarters  of  a  length 
from  Krebs.  Little  Johnny  Peters,  of  the 
Roy  Wheelmen,  made  his  debut  as  a  cash 
chaser  and  was  given  the  limit  alongside 
Davenport.  Peters  went  off  like  a  cannon 
ball  and  beat  Davenport  to  the  tape,  win- 
ning his  first  five  dollars.  Davenport  led 
for  the  next  three  laps,  when  Dupuis  came 
up  for  a  dollar.  Al  Judge  got  the  next  lap 
a«id  Davenport  the  seventh,  Dupuis  leading 
at  two  miles.  Judge  made  a  bid  for  the 
next  dollar  and  got  it,  Davenport  taking  the 
following  when  the  longmarkers  were 
caught  by  the  honor  and  near-honor  men. 
Dupuis  got  another  lap  before  King  took  a 


flier  and  headed  the  string  for  four  laps. 
Hallingan  had  cut  down  King's  lead  at  the 
fourth  mile  and  got  that  simoleon.  Schlee 
got  the  next.  Shortly  before  the  18th  lap 
Al.  Judge  took  it  into  his  head  to  lose  the 
bunch  and  he  accordingly  jumped  from  the 
lower  bank.  He  had  gained  a  good  lead  by 
the  time  he  got  to  the  tape  side  and  on  the 
bell  lap  was  leading  the  bunch  by  SO  yards. 
It  looked  that  there  was  going  to  be  a  rep- 
etition of  the  Halligan  coup  of  the  previous 
Sunday  and  the  people  rose  to  their  feet 
and  cheered  on  the  fast  tiring  Judge,  but 
Ashurst  came  to  the  rescue  of  the  back 
markers.  He  worked  so  hard  pulling  them 
up  to  Judge  that  he  only  got  third.  Judge 
was  nailed  a  few  yards  from  the  tape  and 
the  others  swept  by  him  like  a  cavalcade. 
Bedell  getting  first,  Krebs  second,  Ashurst 
third,  Rupprecht  fourth  and  Dupuis  fifth. 
Time,   11:42. 

The  one  mile  motor  paced  exhibitions 
by  Ashurst  and  Kiing  were  interesting  to 
the  spectators  merely  because  of  the  danger 
attached  thereto,  for  no  fast  time  was  made. 
King  was  the  first  to  make  the  trial  and 
held  onto  Hunter's  pacing  machine  very 
good  considering  the  motor  was  minus  a 
roller.  Soon  after  the  first  lap  the  rear 
tire  of  the  pacing  machine  went  down,  but 
this  di-d  not  phase  Hunter  or  King  in  the 
least  and  they  finished  the  mile.  The  time 
was  l:55}i.  Ashurst  made  slightly  better 
time  in  his  exhibition,  riding  the  four  laps 
in  1:50. 

The  two-mile  handicap  was  run  in  two 
heats.  On  the  bell  lap  of  the  first,  just  as 
the  riders  were  rounding  the  last  turn, 
Dave  Mackay  and  Jacob  Magin  came  to- 
gether, bringing  George  Cameron,  of  the 
New  York  A.  C.  down  with  them.  Cam- 
eron and  Magin  escaped  with  cuts  and 
bruises,  but  Mackay  was  not  so  fortunate. 
He  was  carried  to  the  training  quarters, 
where  the  track  surgeon  discovered  a 
broken  collar  b6ne.  Mackay  will  not  ride 
again  this  season.  In  the  second  heat 
Mock  made  a  great  bid,  but  was  tagged  at 
the  tape  by  Sherwood.  On  account  of  the 
spill  in  the  previous  heat  Shecwood,  of  the 
New  York  A.  C,  was  the  only  rider  on 
scratch,  the  next  to  him  being  Urban  Mc- 
Donald, at  15  yards.  J.  Brennan  and  Louis 
Geyger  led  nearly  all  the  way  and  were 
a  good  ways  ahead  when  the  bell  rang.  All 
the  low  markers  took  their  share  of  the 
donkey  work  but  Spain,  the  Bloomfield 
negro.  This  is  one  of  Spain's  dark'  charac- 
teristics. Brennan  led  by  a  few  yards  as 
the  riders  rounded  into  the  straight.  About 
20  yards  from  the  line  Brennan  swerved 
slightly  from  the  pole  and  Sherwood  tried 
to  go  through,  but  Brennan  wobbled  down 
again,  with  Spain  coming  up  fast  on  the 
outside.  Sherwood  attempted  to  get  back 
in  position  and  outjump  Spain  but  the 
negro  reached  the  tape  a  few  inches  ahead. 
It  was  Sherwood's  fault  that  he  got  beat, 
but  Spain  did  not  deserve  the  victory.  Bren- 
nan finished  third  and  Mock  got  fourth. 

McDonald,  Zanes,  Ferrari,  Cameron,  Mac- 


kay, Magin,  Mock,  Wally  Smith,  Tommy 
Smith,  Sherwood,  Spain  and  Brennan  quali- 
fied in  the  trial  heats  of  the  half-mile  open. 
McDonald  led  at  the  bell.  On  the  first 
turn  Mock,  tlie  veteran  road  rider,  took  a 
flier  off  the  bank,  circled  the  bunch,  took  the 
lead  and  was  never  headed.  Mock  won  out 
by  a  length  and  a  blanket  finish  resulted 
between  Sherwood,  McDonald  and  Mackay, 
they  crossing  the  tape  in  this  position.  The 
last  quarter  was  ridden  in  29^^  seconds. 

Mock's  great  victory  made  him  a  prime 
favorite  in  the  unlimited  pursuit  between 
eight  amateurs,  especially  when  he  put  out 
Spain,  the  negro,  a  few  seconds  after  the 
gun  sent  them  on  the  grind.  Cameron  put 
McDonald  out  at  3^4  laps  and  Magin  tagged 
Mock  in  the  fourth  lap.  Jacobs  was  elim- 
inated by  Cameron  on  the  eighth  time 
around.  This  gave  the  New  York  A.  C. 
man  a  good  lead  at  the  second  mile  and  he 
still,  led  at  three  miles.  Magin  tagged  Wally 
Smith  in  the  fourteenth  lap  and  Tommy 
Smith  five  laps  later.  This  left  Magin  and 
Cameron  in  the  race  and  Cameron  made  a 
good  sprint  at  five  miles  and  overhauled 
the  National  Turn  Verein  rider  at  the  110- 
yard  mark.  The  time  was  11:56,  which  is 
very  good.     The  summaries: 

Half-mile  novice — Final  heat  won  by 
Joseph  Novak,  Newark;  second,  R.  Sheri- 
dan, East  Orange;  third,  Emil  Koster, 
Edgecombe   Wheelmen.     Time,    1:17. 

Half-mile  open,  amateur — Final  heat  won 
by  Charles  Mock,  C.  R.  C.  of  A.;  second, 
Charles  Sherwood,  New  York  A.  C;  third. 
Urban  McDonald,  Tiger  Wheelmen;  fourth, 
Dave  Mackay,  Newark.     Time,  1:08^^. 

Two-mile  handicap,  amateur — Final  heat 
won  by  A.  C.  Spain,  Bloomfield  (110  yards); 
second,  Charles  Sherwood,  N.  Y.  A.  C. 
(scratch);  third,  J.  Brennan,  Newark  (230 
yards) ;  fourth,  Charles  Mock,  C.  R.  C.  of 
A.  (60  yards).     Time,  4:33ji. 

Unlimited  pursuit,  amateur — Won  by 
George  Cameron,  New  York  A.  C;  second, 
Jacob  Magin,  National  Turn  Verein  Wheel- 
men; fourth,  Wally  Smith,  National  Turn 
Verein  V/heelmen.  Distance,  5  miles  110 
yards.     Time,  11:56. 

Quarter-mile  record  trials,  professional — 
Won  by  John  Bedell,  0:26^;  second,  Floyd 
Krebs,  0:27;  third,  Alfred  Ashurst  and  Ed- 
ward Ruprecht  tied,  0:27j^. 

Five-mile  handicap,  professional — Won  by 
John  Bedell  (60  yards);  second,  Floyd 
Krebs  (scratch);  third,  Alfred  Ashurst  (20 
yards);  fourth.  Marcel  Dupuis,  Roy  Wheel- 
men  (320  yards).     Time,   11:42. 

One-mile  motorpaced  exhibition — Alfred 
Ashurst.     Time,  1:50. 

One-mile  motorpaced  exhibition — John 
King.     Time,   l:55j^. 


The  Denver  (Col.)  Motorcycle  Club  has 
a  twenty-five  mile  motorcycle  road  race  on 
the  tapis  for  Labor  Day  afternoon.  The 
riders  will  go  twelve  and  a  half  miles  out 
on  the  old  Rambler  course  along  Sand  creek 
and  return.  Fifteen  entries  have  already 
been  received. 


624 


THE  BICYCLING  WORLD 


NEARLY  40  MILES  AN  HOUR. 


Ex-Amateur  Makes  Fine  Showing  at  Revere 
— Trounces    Bedell    and    Stinson. 


Elmer  J.  Collins,  the  young  Lynn,  Mass.,, 
amateur  who  was  turned  professional  at  the 
beginnig  of  the  year  and  who  has  lately 
been  coming  rapidly  to  the  front  at  follow- 
ing the  motors,  added  to  his  laurels  last 
Saturday  night,  18th  inst.,  at  the  Revere 
Beach  saucer,  by  riding  William  Stinson 
and  Menus  Bedell  off  their  feet  and  cover- 
ing nearly  40  miles  in  the  first  hour  race 
held  in  America  this  season.  During  the 
allotted  60  minutes  Collins  covered  39  miles 
1  lap.  This  is  a  remarkable  record  for  a 
youngster  who  never  before  rode  more  than 
25  miles  in  a  race  during  his  brief  career. 

The  young  Lynn  rider  was  steady 
throughout  the  race  and  used  rare  judgment 
that  would  have  been  a  credit  to  an  older 
and  more  experienced  pace  follower.  Stin- 
son, the  second  man,  rode  a  game  race,  and 
at  the  finish  was  only  a  quarter  of  a  mile 
behind.  Bedell  was  a  trifle  of  a  disappoint- 
ment, for  while  he  showed  to  advantage 
during  the  first  twenty-five  miles,  after  that 
he  seemed  to  weaken  and  gradually  went 
to  the  bad. 

A  standing  start  ruled  in  the  hour  race, 
Collins  being  on  the  pole,  Stinson  second 
and  Bedell  on  the  outside.  Collins  was 
paced  by  Saunders,  Stinson  by  Turville  and 
Bedell  by  Ruden.  Collins  made  a  remark- 
ably quick  start  and  was  the  first  to  tack  on 
behind  his  pace.  By  the  time  Stinson  and 
Bedell  had  caught  pace  Collins  was  40  yards 
ahead  of  the  former  and  70  yards  in  front 
of  Bedell.  At  the  end  of  the  first  mile  Col- 
lins was  riding  strong,  30  yards  ahead  of 
Stinson  and  half  a  lap  in  front  of  the  New- 
arker.  Time  and  again  Stinson  and  Bedell 
tried  to  pass  the  young  ex-amateur,  but 
each  time  Collins  had  plenty  of  reserve 
power  and  managed  to  keep  his  motor 
always  in  front. 

On  the  tenth  mile  Stinson  began  to  show 
signs  of  the  pace  and  was  seen  to  waver 
in  his  saddle.  Then  it  was  that  Bedell  be- 
gan the  attack  and  crowding  on  all  power 
his  pacemaker  took  him  flying  past  the 
lanky  Cambridge  man.  Collins  then  tried 
to  overhaul  Stinson,  while  Bedell,  continu- 
•ing  in  his  mad  burst  of  speed,  attempted  to 
go  by  Collins.  Stinson  soon  pulled  himself 
together  an4  Bedell  prepared  to  go  in  front 
of  Collins  in  the  fourteenth  mile  when  one 
of  the  braces  on  his  pacing  machine 
loosened  and  he  was  compelled  to  let  go. 
Before  the  break  was  repaired  Bedell  had 
lost  nine  laps. 

While  this  was  going  on  Stinson  was 
leading  Collins  a  long  stern  chase.  Several 
times  the  Lynn  rider  attempted  to  pass 
Stinson  for  a  gain  of  a  lap,  but  each  time 
the  Cambridge  man  crowded  on  more  speed 
and  staved  ofif  what  looked  like  the  inevi- 
table.    Bedell  then  came  on  and  was  doing 


good  work,  the  trio  being  bunched  in  the 
twenty-fifth  mile.  Bedell's  effort  was  only 
a  flash  in  the  pan  for  he  soon  lost  his  pace 
and  gave  Stinson  a  chance  to  regain  half 
of  the  lap  he  had  lost  to  Collins.  The  latter 
went  after  Stinson,  but  in  some  strange 
manner  Bedell  managed  to  get  sandwiched 
in  between  and  made  life  miserable  for 
Collins  for  a  few  miles.  Collins  tried  many 
times  to  pass  Bedell  and  so  get  on  the  track 
of  Stinson,  but  the  Newarker  would  force 
him  back.  Realizing  that  victory  probably 
depended  on  how  hard  he  hammered  away 
at  Bedell,  Collins  began  the  fight  of  his 
life,  and  on  the  thirty-sixth  mile  stopped 
the  Newarker  for  all  time,  by  making  him 
lose  his  pace  for  good.  Stinson  was  then 
within  ten  yards  of  Collins  and  only  four 
minutes  was  left  in  the  hour.  Stinson 
caught  Collins  and  then  began  one  of  the 
hardest  finishes  that  has  ever  been  wit- 
nessed on  the  old  saucer.  At  the  gun  for 
the  last  minute,  the  pair  were  racing  side 
by  side,  Collins  having  the  advantage  of 
the  pole.  Youth  and  endurance  told,  for 
hour  gun  Stinson  dropped  his  pace  and 
hour  gun,  Stinson  dropped  his  pace  and 
hung  his  head,  a  beaten  man.  While  Col- 
lins was  the  hero  of  the  hour  and  was  ac- 
corded a  mighty  ovation,  Stinson  also  was 
cheered  for  the  great  finish  he  made. 

A  score  of  amateurs  started  in  the  ten- 
mile  open  with  intermediate  mile  prizes. 
The  pace  was  so  fast  that  the  field  was  cut 
to  four  men  when  the  gong  sounded  the  last 
lap,  Connors  unwound  quickly  and  opened 
up  a  gap  of  SO  yards,  winning  out  easily. 
McLaren  was  second  and  Gueth  third. 
Time,  26:17.  Thomas  Connolly  punctured 
early  in  the  race,  but  changed  wheels  and 
continued,  although  he  was  lapped.  The 
rules  call  for  the  dropping  out  at  the  ninth 
mile  of  all  who  have  been  lapped,  but  Con- 
nolly simply  would  not  be  shooed  off. 
Despite  the  calls  of  the  referee  he  stayed 
on  the  track  and  paced  the  other  men  with 
the  expectation  of  sharing  in  the  prize.  He 
was  warned  three  times  and  then  suspended 
indefinitely  for  reprehensible  conduct.  The 
mile  prizes  were  won  by  Gueth  and  Mc- 
Laren, who  got  two,  the  others  going  to 
Connolly,  McPartlin,  Bedell,  Connors  and 
Helander.     The  summaries: 

One  hour  paced,  professional — Won  by 
Elmer  J.  Collins,  Lynn,  Mass.;  second,  Wil- 
liam Stinson,  Cambridge,  Mass.;  third, 
Menus  Bedell,  Newark,  N.  J.  Distance, 
39^  miles. 

Ten  mile  open,  amateur — Won  by  Con- 
nors; second,  McLaren;  third,  Gueth.  Time, 
26:17.  Mile  prize  winners — Gueth  (2),  Mc- 
Laren (2),  Connors,  Helander,  Connolly 
and  McPartlin  (1)   each. 


Earl  Sits  Down  and  Walks  Now. 

"Earl  Patrick,  who  works  for  Tobe  Hol- 
liday,  is  a  proud  possessor  of  a  bicycle," 
relates  the  Louisiana  (Mo.)  Times.  "Earl 
gets  tired  of  standing  up  walking,  so  he'll 
sit  down  and  walk  now." 


Nerent  Again  on  Top. 

By  winning  the  five-mile  handicap  road 
race  of  the  championship  series  now  being 
held  by  the  Century  Road  Club  Association, 
Charles  Nerent  regained  his  lead  on  the 
point  ladder.  The  five-mile  handicap  held 
last  Sunday  was  the  third  race  of  the  series, 
and  there  still  remains  to  be  run  a  ten-mile 
handicap.  In  last  Sunday's  event  Nerent 
started  from  scratch  and  covered  the  dis- 
tance in  12:42,  which  is  very  fast.  J.  Cava- 
naugh,  with  1:30  handicap,  finished  second. 
Nerent  now  leads  in  the  championship  with 
10  points,  M.  Walters  being  second  with 
six,  and  J.  Cavanagh  and  William  Coreno 
are  tied  with  five  each.  The  result  of  last 
Sunday's  race  is  as  follows: 

1.  Charles  Nerent   scratch         12:42 

2.  William  Coreno   1:30         14:12^^ 

3.  J.  Cavanagh   1 :30         14:15% 

4.  M.  Walters   1:00         13:49^ 

Cycling  Derby  to  be  Well  Contested. 

Judging  from  the  interest  that  is  being 
manifested  in  the  coming  Inter-State 
Cycling  Derby,  for  the  25-mile  road  cham- 
pionship of  the  Eastern  States,  that  is 
being  promoted  by  the  Roy  Wheelmen,  133 
West  26th  street,  New  York  City,  and 
which  will  be  run  on  Long  Island,  Sunday, 
September  30th,  this  event  will  be  one  of 
the  rt)OSt  iqiportant  of  the  year.  Although 
the  committee  has  but  started  on  its  work 
several  entries  have  been  sent  in  and  nearly 
$200  worth  of  prizes  secured.  In  addition 
to  what  other  prizes  they  may  select  the 
firs):  three  men  to  finish  will  receive  solid 
gold,  silver  and  bronze  medals,  suitably 
inscribed,  and  the  president  of  the  club  will 
donate  a  solid  gold'  medal  to  the  time  prize 
winner  if  the  record  of  1  hour  2  minutes 
is  broken.  Entry  blanks  may  be  secured 
of  Ralph  Roullier,  the  secretary,  302  West 
152nd  street.  New  York  City. 

Nelson  Returns  to  His  Old  Love. 

Joe  Nelson,  the  plucky  little  pace  follower 
whose  star  was  in  the  ascendancy  several 
years  ago,  is  to  get  back  in  the  game  again, 
and  he  will  make  his  first  appearance  at 
the  'Vailsburg  board  track  to-morrow  (Sun- 
day). He  is  down  on  the  program  to  meet 
John  King  in  a  IS-mile  motorpaced  race, 
having  been  substituted  for  Alfred  Ashurst. 
It  was  Joe  Nelson  who,  several  years  ago, 
in  the  palmy  days  of  pace  following,  estab- 
lished a  series  of  records  that  held  until 
Walthour  came  along  and  erased  them. 
Nelson  comes  from  a  family  of  racing 
cyclists  and  his  appearance  at  the  board 
track  to-morrow  will  no  doubt  be  the  cause 
of  great  rejoicing. 

Path  Race  Postponed  Indefinitely. 

Because  the  roads  are  torn  up  the  annual 
Coney  Island  Cycle  Path  Race  of  the  Cen- 
tury Road  Club  of  America  has  been  called 
off  for  the  present  at  least.  It  was  sched- 
uled for  Labor  Day,  September  3,  and 
whether  it  will  be  held  later  in  the  season 
has   not  3'et  been  determined. 


*rHE  BICYCLING  \70RLD 


t25 


A  BUNCH  OF  CORKSCREWS 


Every    One    of    Them    Ready   to    Pull    the 
Stopper  That  Holds  a  Record. 


Brooklyn  has  a  new  unique  bicycle  club 
and  if  its  suggestive  name  be  a  criterion 
the  new  organization  should  prove  a  fast 
one.  The  club  is  to  be  known  as  the  P.  P. 
C.  P.,  which  being  interpreted  means  the 
Prospect  Park  Cork  Pullers.  As  all  racing 
cyclists  have  at  various  times  had  to  con- 
tend with  "cork  pulling,"  it  is  unnecessary 
to  explain  the  meaning  of  the  word.  The 
objects  of  the  P.  P.  C.  P.  are  to  keep  up 
the  game  of  cycle  racing  and  incidentally 
"pull  the  corks"  of  all  other  organizations. 
No  rider  can  cjualify  for  membership  in 
this  unique  racing  organization  unless  he 
either  is  or  has  been  a  racing  crack. 

At  present  there  are  a  number  of  "has 
beens"  in  the  club.  Some  of  the  members 
who  have  just  joined  are  Harry  Hoppe, 
New  York  State  2,  3  and  S-mile  champion  in 
1896-7;  Franklyn  Fisher,  the  old  Harlem 
Wheelmen  crack,  one  time  team  mate  of 
National  Champion  Frank  Kramer,  and  for- 
merly Long  Island  champion;  Louis  J. 
Weintz,  New  York  A.  C,  military  champion 
and  other  things;  "Sir"  Walter  Raleigh, 
Irvington-Millburn  winner  and  student  of 
Chesteriield;  Walter  Demorest;  Arthur  Wil- 
cox, who  holds  the  record  for  hard  luck 
experiences;  Herman  Lind  and  Victor  Lind, 
who  occasionally  promote  races  and  ride 
out  of  town;  E.  A.  Eubank;  Fred  Wanner, 
flat  floor  expert;  Carl  Erricson,  Charley 
Reynolds;  Sam  Barnett,  one  time  amateur 
champion  of  England,  and  his  brother  Will; 
Arthur  E.  Rhodes,  Roy  crack  and  Cycle 
Path  wrr.-jer;  J.  Armstrong;  William  Miller, 
the  "in  and  outer";  and  about  a  dozen 
others. 

The  club  meets  every  Sunday  morning 
at  P'ospect  Park  Circle  and  then  has  a  race 
to  the  wooden  bridge  over  the  Coney  Island 
creek.  The  winner  is  entitled  to  attach 
the  club's  gold  cork  to  the  saddle  of  his 
bicycle  and  must  defend  it  the  following 
Sunday.  The  rider  who  holds  the  cork 
longest  will  be  awarded  a  gold  watch  at 
the  end  of  the  season.  At  present  Fischer's 
bicycle  is  decorated. 

The  club  issues  a  standing  challenge 
through  the  Bicycling  World  to  a  club  team 
race  or  an  inter-city  race  with  a  five  man 
team,  at  any  distance  from  a  quarter  to  a 
hundred  miles.     Victor  Lind  is  matchmaker. 


Walthour   Again    Meets   Defeat. 

Paul  Guignard,  who  recently  broke  the 
world's  hour  paced  record,  met  Robert  L. 
Walthour  (America),  Arthur  Vanderstuyft 
(Belgium)  and  Ebert  (Germany)  in  an  hour 
paced  rTjt  at  Dresden,  August  12th,  and  the 
French  man  again  demonstrated  his  super- 
iority by  finishing  far  ahead  of  the  next 
nearest  competitor.  V  althour,  who  seems 
not  able  to   get  in   shp.pe,  was   a  bad  last, 


being  forced  to  withdraw.  At  the  finish 
Vanderstuyft  was  second  two  miles  behind 
Guignard,  and  Ebert  third,  a  little  more 
than  five  miles  to  the  bad.  During  the  hour 
Guignard  covered  51  miles  573^  yards, 
which  is  a  record  for  the  local  track. 


HOPE  FOR  THE  GARDEN 


The    Only    "P.    T."    is    Non-committal,    but 
Pauses  Long  Enough  to  Explain. 


More   Eye-Openers. 

Since  a  German  newspaper  discovered 
several  weeks  ago  that  nearly  all  successful 
racing  cyclists  are  knock-kneed,  other  Ger- 
man scientists  have  made  additional  "start- 
ling discoveries."  One  is  that  when  racing 
"Major"  Taylor  always  looked  black  in  the 
face;  the  same  characteristic  is  noted  in 
"Woody"  Hedspeth.  Another  has  compiled 
statistics  showing  that  in  bicycle  races  it  is 
invariably  the  first  man  over  the  tape  who 
wins  the  race,  but  the  most  "remarkable" 
discovery  of  all  is  that  the  racing  bicycle 
and  the  ordinary  pleasure  bicycle  are  so 
similar  in  construction,  in  fact,  both  have 
"two  wheels,  diamond  frames,  enamel  on 
the  tubing,  tires,  etc." 


Jersey  Roads  to  be  Lighted. 

One  fatality  and  one  collision  with  the 
bridge  over  the  meadow  boulevard  into 
Atlantic  City  has  called  attention  to  the 
need  of  painting  the  approaches  white  in- 
stead of  lead  color,  which  now  makes  them 
practically  invisible  to  approaching  drivers. 
A  coroner's  jury  has  censured  the  Board  of 
Freeholders  for  not  having  lights  placed  on 
all  bridgss  on  the  drive.  The  roadway  is 
sixty  fee';  in  width,  but  fences  narrow  it 
down  to  twenty  feet  at  the  approach  of 
bridges,  which  makes  fast  travelling  dan- 
gerous,a  Ithough  the  boulevard  is  one  of  the 
finest  stretches  of  .  oad  in  New  Jersey.  On 
account  of  the  accidents  of  late  the  free- 
holders have  authorized  the  lighting  of  the 
road  its  entire  length  and  will  have  the 
approaches  to  the  bridges  painted  white. 


Poor   Going  for  Twin  City  Brush. 

On  account  of  the  wretched  roads,  the 
Twin  City  motorcycle  road  race  which  was 
on  the  calendar  for  August  12th,  was  post- 
poned until  last  Sunday,  19th  inst.,  when 
ten  riders  started,  six  of  whom  finished 
within  the  allotted  time.  The  course  was 
from  Owatonna  to  St.  Paul,  Minn.,  a  dis- 
tance of  745^  miles.  Thomas  Bird,  of  St. 
Paul,  riding  an  Orient,  finished  first  in  2 
hours  26  minutes,  the  nearest  man  to  him 
at  the  .finish  being  George  Wagner,  of  St. 
Paul  (Wagner),  who  crossed  the  line  in 
2:41:00.  The  position  of  the  other  riders 
at  the  finish  was:  3  ,H.  Friedman,  St.  Paul 
(Wagner);  4,  G.  R.  McMichael,  St.  Paul 
(Wagner) ;  F.  Schwabke,  LaCrosse  (In- 
dian);  6,  G.  Gieler,  St.  Paul  (Monarch). 
The  first  two  men  to  cross  the  tape  rode 
machines  equipped  with  Goodrich  tires  and 
':he  others  with  G  &  J's.  Those  who  started 
but  failed  to  finish  within  the  required  time 
^^•ere  Frank  Hipkins  (Armac),  H.  F.  Vogle 
and  W.  J.  Large  (Wagner). 


It  is  very  likely  that  Madison  Square 
Garden,  New  York  City,  will  be  opened 
for  bicycle  racing  early  in  September,  for 
while  P.  T.  Powers,  who  holds  the  option 
on  the  Garden  for  bicycle  racing,  when  seen 
this  week  by  a  Bicycling  World  man,  did 
not  commit  himself,  his  speech  intimated 
that   such   might   be  the   case. 

"Will  you  open  the  Garden  for  bicycle 
racing  this  season?"  the  promoter  was 
asked. 

"Well,  I  do  not  care  to  make  public  any 
statement  at  the  present  time,"  replied  the 
promoter,  "but  I  am  thinking  something 
about  it.  We  close  the  roller  skating  rink 
here  the  29th  of  this  month,  and  after  that 
it  will  be  time  enough  to  think  about 
bicycling  racing." 

"I  suppose  you  know  that  Lawson,  Mc- 
Farland,  Fogler,  Bardgett,  and  a  number  of 
the  Salt  Lake  bunch  will  be  East  by  Labor 
Day?"  persisted  the  Bicycling  World  man, 
as  a  "feeler." 

"Yes,  yes,  they  wrote  me  something  about 
it,  but  really,  I  cannot  say  anything  until 
the  first  of  next  month."  So  saying,  he 
turned  to  his  desk  and  began  counting 
thousand  dollar  bills,  inferring  that  the  con- 
versation, so  far  as  he  was  concerned,  had 
ended.  Judging  from  this  there  is  reason 
to  hope  that  New  York  City  will  hav.;  a 
good   post   season   of   indoor   racing. 


Providence  to   Have  Motorcycle  Meet. 

At  the  last  meeting  of  the  Providence 
(R.  I.)  Motorcycle  Club,  it  was  definitely 
decided  to  hold  a  motorcycle  race  iieet  at 
the  Hillsgrove  oval  on  Saturday,  September 
22,  and  the  program  selected  is  a  long  and 
varied  one.  The  list  of  events  is  as  fol- 
lows: One  mile,  novic;;  one  mile.  Provi- 
dence Motorcycle  Club  championship;  five 
miles,  open  to  any  horsepower,  single  or 
double  cylinder;  five  miles.  State  champion- 
ship, for  a  trophy  donated  by  A.  W.  Harris 
Oil  Company,  open  to  single  cylinder 
motorcycles  of  five  horsepower  or  less,  reg- 
istered in  that  State;  five  miles.  Providence 
Motorcycle  Club  championship;  three  miles, 
for  110-pound  motorcycles,  single  cylinder; 
three  one  mile  races  for  Marsh,  Merkel  and 
Indian  machines;  two  mile  bicycle  race;  ten 
mile  motorcycle  handicap. 


Cash   Prizes  for   Good   Roads. 

To  encourage  the  building  of  good  roads 
the  Toronto  Automobile  Club  has  offered 
substantial  cash  prizes  for  the  best  stretches 
of  roadway  in  Scarboro,  Etibicoke,  Vau- 
ghan,  Markham  and  Yorke  townships.  The 
prizes  will  be  $500,  $200  and  $100,  and  the 
points  to  be.  considered  are  proper  dravn- 
ige,  serviceability,  width,  eificiency  of 
crown,  hardness,  smoothness  aitl  pernian- 
eacy  of  construction. 


626 


THE  BICYCLING  WORLD 


LEAVES  THE  WORST  BEHIND 


Mueller  Averages  100  Miles  a  Day  in  Spite 
of   Great   Difficulties. 


.  When  last  heard  form  L.  J.  Mueller,  the 
big  Clevelander,  who  left  San  Francisco  at 
6  o'clock  on  the  morning  of  the  10th,  with 
the  object  in  view  of  breaking  the  motor- 
cycle record  of  48  days  and  11  hours  and 
the  one-man  automobile  record  of  32  days 
and  23  hours,  had  reached  Ogden,  Utah,  at 
5:20  p.  m.  Saturday  last,  the  18th.  Al- 
though he  has  had  difficulties  innumerable 
since  leaving  the  Pacific  Coast  as  the  fol- 
low.ng  account  shows,  the  worst  part  of  his 
journey  has  been  safely  accomplished. 
Considering  the  wretched  part  of  the  coun- 
try he  has  had  to  traverse  Mueller  has  made 
spUndid  time,  hciving  averaged  over  a  hun- 
drec  miles  a  day  for  the  first  eigb*  days 
of  travel.  Ogden  is  845  miles  from  San 
Francisco.  At  Ogden  George  N.  Holden, 
who  accompanied  Mueller  from  the  devas- 
tated city,  with  the  intention  of  being  in  at 
the  finish,  should  the  trip  agree  with  him, 
was  still  with  him,  and  there  is  small  doubt 
but  that  the  two  hardy  riders  will  stick  to- 
gether until  New  York  is  reached. 

As  detailed  in  last  week's  Bicycling 
World,  Mueller  and  Holden  had  crossed  the 
Sierra  Nevada  mountains  and  on  the  night 
of  the  12th  had  stopped  at  Hazen,  Nevada, 
305  miles  from  San  Francisco.  If  the  lofty 
mountain  ranges  presented  difficulties  in 
in  the  the  way  of  travelling  it  was  nothing 
to  what  confronted  the  trans-continental- 
ists  when  they  entered  Nevada.  The  mere 
mention  of  the  name  spells  horror  to  the 
traveller  who  has  ever  had  to  negotiate 
its  barrenness  other  than  by  railways.  After 
leaving  Hazen  their  route  led  along  the 
Southern  Pacific  tracks  through  Wadsworth 
skirting  the  Humboldt  lake  and  they  reached 
the  Humboldt  House,  95  miles  from  Hazen 
and  400  miles  from  the  start,  on  the  night 
of  the  13th.  Mueller's  brief  postal  card 
story  tells  the  tale  vividly:  "Roads  fierce. 
Rode  64  miles  on  railroad  tracks.  Tire 
troubles,"This  part  of  his  trip  is  probably 
the  most  uninteresting  of  all,  for  between 
Wadsworth  and  Lovelock  stretches  the 
great  Forty  Mile  Desert,  but  whoever 
named  it  had  a  poor  sense  of  reckoning,  for 
it  is  just  63  miles  from  beginning  to  end. 
From  Reno  the  country  is  a  gradual  slope, 
the  altitude  at  Reno  being  4,497  feet,  at 
Wadsworth  4,085  and  at  Lovelock's  3,977. 
Humbolt,  where  Mueller  and  Holden  stop- 
ped overnight  is  a  typical  Nevada  town — in 
that  it  has  one  house  and  that  accommo- 
dates the  station  agent  and  the  man  who 
keeps  the  restaurant  for  the  convenience 
of  railway  passengers. 

The  next  day's  journey  carried  the  trav- 
elers to  Battle  Mountain,  101  miles  from 
Humbolt.  From  the  latter  place  there  is  a 
gradual  rise,  the  elevation  at  Battle  Moun- 
tain being  4,511  feet.  The  weather  was 
"extremely   HOT,"  writes   Mueller,  and  he 


bumped  railroad  ties  all  day,  and  to  add 
gall  to  bitterness  had  more  inner  tube  trou- 
bles. Winnemuca,  half  way  between,  is 
somewhat  of  a  cattle  town,  and  is  a  thriv- 
ing place,  and  at  Battle  Mountain,  Mueller 
and  Holden  struck  the  first  grass  since  en- 
tering the  state.  This  latter  place  has  a 
reputation  for  fertile  farming  and  it  is  said 
the  natives  reap  more  grain  to  the  acre  than 
anywhere  else  in  the  state.  This  town  it- 
self is  of  the  usual  frontier  type,  containing 
a  general  store,  railroad  station  and  a  dozen 
saloons.  The  total  mileage  at  this  point 
was  501  miles. 

Just  where  Mueller  and  Holden  got  lost 
in  the  Great  American  desert  is  hard  to 
figure,  but  that  they  had  had  a  tough  time  of 
it,  his  postal  from  Wells,  Nev.,  on  the  night 
of  the  16th,  bears  witness.  The  day's  mile- 
age was  105,  with  60  miles  on  the.  15th, 
bringing  the  total  to  666.  "Sand,  sand, 
sand,  as  always,"  he  writes.  They  got  lost 
in  the  desert  on  th  5  15th,  and  sle^t  in  a 
haystack  over  night.  Inner  tube  troubles 
added  to  the  delay.  Wells,  the  flopping 
place  for  the  night  on  the  16th  is  the  big- 
gest town  they  touched  since  entering  Ne- 
vada.    It  has   a   population  of  about  200. 

At  the  end  of  the  following  day  they  had 
covered  94  miles  and  had  to  put  up  with  a 
section  house  floor  for  bed.  The  next  day 
it  rained  and  they  had  to  bump  ties  all  the 
way  across  the  great  American  desert,  85 
miles  into  Ogden,  which  the  reached  at 
5:20  p.  m.,  having  up  to  that  time  covered 
845  miles.  "Nothing  to  eat,  running  on 
kerosene  and  came  near  being  killed  by  the 
Overland  Limited,"  gives  an  inkling  of  what 
hardships  and  dangers  the  big  Clevelander 
and  the  persevering  Springfield  man  are 
meeting  with.  Writing  from  Ogden  on  the 
19th,  Mueller  says: 

"Since  leaving  'Frisco  on  the  9th,  have 
slept  in  haystacks,  in  section  houses  and 
eaten  along  the  road  through  the  Sierra 
Mountains.  Will  say,  if  you  ever  hear  of 
any  fool  wanting  to  ride  a  motorcycle 
across  the  continent  in  record  time,  rush 
him  to  the  nearest  lunacy  specialist  and 
have  his  bumps  examined.  " 

"Tire  troubles  have  been  my  main  set- 
back and  fixing  then  in  the  desert  with  the 
thermometer  at  105  with  no  shade,  is  not 
what  it  is  cracked  up  to  be.  It  was  so  hot 
out  there  on  the  deserts  that  the  sun  ac- 
tually melted  the  fat  on  me  and  I  could 
feel  the  grease  trickling  down  my  back." 
Mueller  weighed  193  when  he  left  San  Fran- 
cisco. 

"For  clothes  brushing  the  sage  brush  has 
all  the  patent  whisk  brooms  and  dust 
chasers  beat  a  mile  and  the  only  tip  you 
have  to  give  is  when  you  fall  off  the  ma- 
chine— then  you  get  stuck  for  fair.  Up  in 
the  Sierra  Mountains  the  rocks  are  as  big 
as  barrels  and  several  times  I  came  very 
near  being  pitched  down  the  mountain  side. 
On  some  sandy  spots  in  the  desert  it  wcmld 
take  all  the  pow:er  of  the  motor,  with  me 
running  alonside  and  pushing,  to  get 
through.  .      ■  i 


"Last  Friday,  while  bumping  the  railroad 
ties  the  eastbound  Overland  Limited  came 
near  finishing  me.  I  feel  shaky  yet  when- 
ever I  allow  myself  to  think  of  it.  Ran  out 
of  water  seevral  times  in  the  desert  and 
drank  alkali  or  green  toad  water;  in  fact, 
any  kind  of  a  liquid  sufficed,  so  long  as  I 
closed  my  eyes  and  did  not  mind  the  lumps 
in  it.  Several  times  I  got  lost  and  had 
to  double  my  tracks  over  some  of  the  rot- 
tenest  roads  immaginable. 

"I  am  not  thinking  of  quitting,  for  I'll 
surely  come  through  to  New  York  if  it's  in 
a  coffin,  but  if  somebody  were  to  offer  me 
$1,000  to  go  back  over  the  road  to  'Frisco, 
they  would  have  to  hunt  for  somebody  else." 

Smoke  as  a  Puncture  Finder. 

How  to  locate  punctures  in  tires  which 
are  porous,  long  has  been  a  much-argued 
question.  The  problem  has  now  been  solved 
once  and  for  all  by  Charles  Long,  a  Welch 
collier  living  near  Cardiff.  By  his  method 
a  thick  smoke  is  pumped  into  the  envelope, 
which  leaks  out  every  flaw  and  reveals  its 
exact  location. 

The  invention  takes  the  form  of  a  r.jeci- 
ally  prepared  fuse  which,  when  ignited,  is 
almost  flameless,  and  gives  off  a  large 
amount  of  very  dense  white  smoke,  and 
which  is  said  to  be  non-injurious  to  rubber. 
The  fusee  is  struck  on  an  ordinary  match- 
box, and  placed  in  a  suitably  constructed 
small  iron  cylinder,  which  can  be  at  once 
attached  to  any  inflator. 

The  smoke  is  then  pumped  into  the  tube, 
and  invariably  locates  the  puncture  in  a  few 
seconds.  The  whole  contrivance  need  not 
be  more  than  an  inch  and  a  half  in  length, 
and  can  be  conveniently  carried  in  the 
waistcoat  pocket.  The  device  complete  can 
be  manufactured  at  a  cost  of  less  than  a 
nickel. 


Italian  Duties  Advance. 

A  commission  has  just  submitted  a  report 
to  the  Italian  Parliament  according  to 
which  the  duties  on  cycles,  motorcycles  and 
parts  will  be  raised  to  the  following 
charges:  Motorcycles,  per  machine,  80  liras 
($16.00) ;  ordinary  cycles^  per  machine,  42 
liras  ($8.40) ;  cycles  with  more  than  three 
wheels  will  have  to  be  paid  for  as  car- 
riages for  the  transport  of  persons;  parts 
of  cycles  and  motorcycles,  with  the  excep- 
tion of  such  as  can  be  classed  as  raw  steel 
or  iron  parts  per  100  kilos,  100  liras  ($20.00); 
cycle  frames  will  be  taxed  as  finished 
machines. 


A    New   Aluminum   Alloy. 

Alzene  is  the  name  of  a  new  alloy  of 
aluminum  and  zinc  combined  in  the  ratio 
of  two  to  one.  It  is  said  to  be  equal  in 
strength  to  good  cast  iron,  and  superior 
to  it  in  elasticity.  Moreover,  it  takes  a 
good  finish,  is  of  a  fine  white  color  and  does 
not  readily  oxide.  It  melts  at  a  compara- 
tively low  heat  and  pours  well,  running 
particularly  well  in  thin  and  small  parts. 
Its  chief  defect,  however,  seems  to  be  that 
it  is  rather  brittle. 


628 


THE  BICYQ-ING  WORLD 


LAWSOr^    ISSUES   ULTIMATUM 


Refuses    to    Ride    and    is    Indefinitely    Sus- 
pended—  Challenges  Kramer  for  $1,000. 


Salt  Lake  City,  Aug.  18.— The  biggest 
disappointment  that  has  ever  been  the  lot 
of  the  race-going  public  in  this  State  to 
bear  resulted  last  night  when  Iver  Lawson 
refused  to  ride  Frank  Kramer  the  second 
match  in  .he  series  that  both  riders  had 
signed  to  /ide  at  the  Salt  Palace  track.  The 
first  intimation  came  when  the  announcer 
said  to  the  thousands  who  had  paid  double 
admis;;,'on  fee  to  see  the  great  race: 

"Owing  to  the  adverse  criticism  appearing 
in  the  Salt  Lake  Herald  and  News,  Iver 
Lawson  has  positively  refused  to  ride  this 
race.  As  a  result  he  has  been  indefinitely 
suspended  by  the  referee." 

There  were  cheers  of  "that's  right," 
groans  and  then  cheers  for  Lawson.  No 
matter  how  many  cries  of  "fake,"  etc..  Law- 
son  "hould  have  ridden  the  race.  His  per- 
si/nal  grievances  should  have  not  been 
allawed  to  crop  out  at  such  a  moment  as 
this.  While  the  crowd  was  ready  to  for- 
give Lawson,  for  it  is  not  denied  he  had 
cause  to  complain  but  not  great  enough  to 
disappoint  the  fans,  it  cannot  readily  for- 
give him  for  the  keen  disappointment  he 
caused.  The  truth  of  the  matter  is  this. 
Ever  since  Lawson  defeated  Kramer  so 
easily  in  the  first  match,  the  Salt  Lake  Her- 
ald began  to  cry  "fake,"and  insinuated  that 
the  race  was  not  "on  the  level;"  that  Kram- 
er would  win  the  second  race  to  enable  the 
management  to  make  up  for  the  big  $2,500 
purse  it  had  ofifered,  and  that  it  was  all  pre- 
arranged that  Lawson  should  win  the  final 
race.  It  was  a  dirty,  contemptible  accusa- 
tion, and  Kramer  was  as  much  exercised 
over  the  matter  as  Lawson,  for  it  was  a  di- 
rect attack  on  his  character  and  accused 
him  of  laying  down  to  Lawson.  Fancy 
such  an  action  on  the  part  of  a  man  with  a 
reputation  like  Kramer's!  The  Deseret 
News,  which  always  follows  in  the  lead  of 
the  Herald,  so  far  as  its  sporting  news  is 
concerned,  took  up  the  cry.  Why  the  Her- 
ald began  the  cry  is  too  well  known  to  those 
on  the  inside  in  racing  matters  here.  "Big 
Bill"  Risbel,  sporting  editor  of  the  sheet, 
tried  to  get  control  of  the  track  in  the 
spring  and  failed.  He  then  was  instru- 
mental in  sending  Hardy  Downing  to  Chi- 
cago to  meet  President  Batchelder  of  the 
National  Cycling  Association  and  tried  and 
get-  a  sanction  for  another  track,  which  fell 
through  after  the  promoters-to-be  had 
signed  up  all  the  riders.  Naturally,  this 
made  Risbel  mad  and  he  then  made  a  boast 
that  if  "they  tried  anything  in  Salt  Lake 
they  would  have  to  come  and  see  him." 
The  races  were  run  without  "seeing  him" 
and  that  ad  Jed  fuel  to  his  inward  flame. 
It  Ic  said  Lawson  failed  to  "see"  him,  ard 
t'.iereby  hangs  the  talc-. 


Those  who  are  familiar  with  Lawson's 
temperament  can  best  understand  the 
Swede's  feelings  when  these  accusations 
were  published.  He  broke  down  and  sob- 
bed like  a  child.  Then  he  said:  "I  trained 
hard  for  this  race. Never  in  my  racing  career 
was  I  in  better  condition.  I  go  out  and 
beat  Kramer  and  they  accuse  me  of  being 
a  party  to  a  fake.  If  I  had  ridden  last  night 
and  been  defeated  every  place  I  looked 
■fake'  would  have  been  written,  and  this 
is  my  home  town.  It  is  enough,  I  am 
through  with  racing  here  forever.  Some 
pi;ople  may  charge  me  with  being  afraid  of 
F.ramer.  I  am  in  perfect  condition  and 
know  I  can  beat  him.  I  am  willing  to  post 
a  side  bet  of  $1,000  that  I  can  beat  him  and 
I  am  further  willing  that  the  loser's  end 
shall  go  to  charity.  Now,  if  some  of  those 
people  who  say  I  am  sc?red  are  in  earnest, 
if  they  think  I  am  bluffing,  .let  them  come 
out  of  cover  and  show  me  up.  If  it  costs 
me  every  penny  I  have,  I  will  prove  my- 
self  honest." 

Kramer  was  equally  indignant  over  the 
talk  of  a  frameup  and  expressed  himself 
characteristically.  "I  have  ridden  a  bicycle 
for  ten  years,"  he  said,  "  and  this  is  the 
first  time  in  my  career  on  the  track  that  any 
insinuation  has  been  thrown  out  about  my 
honesty.  It  seems  odd  to  me  that  I  should 
have  to  wait  ten  years  and  come  to  Salt 
Lake  to  have  it  said  tht  I  was  not  riding 
fairly.  I  have  never  in  my  life  ridden  any- 
thing but  a  fair  race  and  my  record  will 
show  it.  It  hurts  me  to  the  quick  to  have  it 
said  now  that  if  it  were  not  for  the  fact 
that  I  have  a  contract  with  Chapman  I 
would  pack  up  and  leave  for  New  York  to- 
night. I  will  never  tide  in  Salt  Lake  again 
after  my  present  ccntract  expires. 

"I  was  beaten  fairly  in  Tuesday's  race  by 
Lawson.  I  did  my  best.  I  am  not  making 
any  excuses.  I  h,".ve  come  up  from  sea 
level  to  this  high  altitude  and  I  am  not  in 
my  best  condition — far  from  it.  But,  mind 
you,  I  do  not  offer  that  as  an  excuse.  I 
simply  want  to  say  that  I  was  beaten  fairly 
and  that  any  one  who  says  otherwise  does 
me  a  grave  injustice.  All  I  want  the  public 
'  to  know,  though,  is  that  I  am  doing  the 
best  I  can.  Nowhere  else  in  the  world 
would  I  have  to  say  that,  for  the  reason 
that  everywhere  else  my  reputation  is 
known." 

This  shows  how  much  warmer  Kranier's 
sporting  blood  is  than  that  of  the  Swede's. 

There  is  a  mixed  feeling  here  over  the 
intensely  disagreeable  outcome.  Some  are 
inclined  to  favor  Lawson,  but  the  great 
majority  think  rightly  that  no  matter  what 
was  said  against  him  Lawson  should  have 
ridden,  and  in  his  riding  would  have  re- 
sulted his  vindication.  On  account  of  his 
great  riding  some  of  his  surliness  can  be 
overlooked  if  not  wholly  excused,  but  all 
fair  minded  persons  will  agree  that  last 
night  was  not-  the  time  to  welch  nor  dis- 
appoint the  sport  loving  public,  especially 
when  he  knew  the  criticism  resulted  from 
personal  bitterness.     Lawson  has  lost  many 


friends  by  his  unsportsmanlike  action  and 
while  99  per  cent,  of  the  racegoing  people 
in  Salt  Lake  believe  that  Lawson  can  wallop 
Kramer,  the  Jerseyman  has  made  many 
friends  that  would  not  have  been  his  had 
the  controversy  not  arisen.  Kramer  show- 
ed by  his  straightforwardness  and  his  wil- 
lingness to  ride  regardless  of  what  other 
people  thought  or  said,  that  he  is  first,  last 
and  all  the  time  a  thorough  sportsman,  al- 
though, as  he  said,  it  "cut  him  to  the  quick" 
to  have  his  honor  assailed. 

The  Kramer-Lawson  match  is  all  off  and 
it  is  doubtful  if  either  of  these  brilliant  rid- 
ers will  ever  again  ride  a  bicycle  around 
Salt  Lake's  hi  itoric  saucer. 

On  account  of  Law  son's  refusal  to  ride. 
Hardy  Down-'ng  was  substituted  and  after 
a  series  of  punctures  they  got  away. 
Downing  forced  Kramer  to  take  the  lead 
but  when  i_  came  *o  the  sprint  Dowinig 
was  simply  not  in  the  same  class  with 
Kramer. 

The  other  races  were  as  good  as  usual 
and  Downing  made  a  brilliant  ride  in  the 
one  mile  open  when  he  beat  McFarland  to 
a  standstill,  Hollister  getting  third  and 
Walter  Bardgett  fourth.  The  time  was 
very  fast — 1:52^^.  Samuelson  showed  that 
he  is  regaining  former  prestige  by  winning 
the  two  mile  lap  handicap  from  Hollister. 
Clarke  got  third  and  Bardgett  another 
hfourth.  Ben  Munroe  needed  money,  so 
with  Mitten,  the  pair  went  after  laps  which 
resulted  in  their  getting  between  them 
eleven  dollars. 

Jack  Hume  captured  the  five  mile  open 
amateur  and  Diefenbacher  got  first  in  the 
three-quarter  mile  handicap.  Samuelson 
added  another  feather  to  his  cap  by  trounc- 
ing Downing  and  Munroe  in  this  order  in  a 
five  mile  motor  piiced  race,  break'ng  the 
local  record  in  6:5.?.     The  summaries: 

One-mile  open,  professional — Final  heat 
won  by  Hardy  K.  Downing,  San  Jose,  Cal.; 
second,  Floyd  McFarland,  San  Jose,  Ca,.; 
third,  C.  L. .  Hollister,  Springfield,  Mass.; 
fourth,  Walter  Bardgett,  Buffalo.  Time, 
1:522/5. 

Three-quarter  mile  handicap,  amateur — 
Final  heat  won  by  Diefenbacher  (50  yards); 
second,  Fred  West  (scratch);  third,  Giles 
(25  yards);  fourth,  Hume  (scratch).  Time, 
1:27^5. 

Five  mile  open,  amateur — Won  by  Jack 
Hume;  second,  John  Berryessa;  third,  Fred 
Schnell;  fourth,  P.  Giles;  fifth,  Hal  McCor- 
mack.     Time,  10:40. 

Two  mile  lap  handicap,  professional — 
Won  by  W.  E.  Samuelson  (60  yards);  sec- 
ond, C.  L.  Hollister  (20  yards) ;  third,  A.  J. 
Clarke  (30  yards);  fourth,  Walter  Bardgett 
(70  yards).  Time,  3:50.  Lap  prize  win- 
ners— Samuelson  (2),  Williams  (1),  Munroe 
(6),  Mitten  (5). 

Five  mile  motorpaced,  professional — Won 
by  W.  E.  Samuelson;  second.  Hardy  K. 
Downing;  third.  Bee  Munroe.     Time,  5;52. 

One  mile  match  between  Frank  L.  Kra- 
mer and  Hardy  K.  Downing — Won  by  Kra- 
mer.   Time,  3:25. 


THE  BICYCLING  WORLD 


629 


When  the  Crank  Case  Leaks. 

When  the  juint  between  the  two  halves 
of  the  crank  case  of  the  motor  is  found  to 
be  leaking  oil,  it  can  usually  be  checked  bj' 
setting  up  the  bolts  which  hold  them  to- 
gether. If  this  fails,  the  parts  should  be 
dismounted  and  inspected.  A  few  particles 
of  grit  may  be  found  to  have  become 
wedged  into  the  joint  causing  the  separation 
or  possibly,  in  previous  repair  work,  the 
faces  have  become  scratched  or  dented 
through  careless  handling.  These  and  a 
more  remote  possibility  of  warping  due  to 
unusual  strains,  are  the  only  conditions 
which  can  have  caused  the  leak. 

After  having  removed  the  cause,  which  is 
quite  essential,  the  parts  should  be  reas- 
sembled with  a  gasket  of  manila  wrapping 
paper'  between  them.  This  is  not  suffi- 
ciently thick  to  interfere  with  the  adjust- 
ment of  the  bearings,  yet  serves  to  lill  in 
the  small  inequalities  in  the  faces  which 
caused  the  trouble.  If  the  joint  is  a  particu- 
larly poor  one,  it  may  be  advantageous  to 
coat  both  surfaces  with  fairly  thick  shellac 
before  applying  the  gasket,  as  this  further 
aids  in  the  process.  In  no  case  shoujd  glue 
or  muscilage  be  used  for  the  purpose. 


Second  to  None. 

A  professor  at  the  Charlottenburg  Tech- 
nical College,  in  Germany,  once  remarked 
to  his  engineering  class,  "A  Yankee  needs 
only  to  see  a  machine  in  order  to  improve 


on  it."  This  expression  of  a  prevailing  im- 
pression, born  of  bitter  experience  in  manu- 
facturing lines,  but  voices  the  attitude  of 
the  world  at  large,  in  its  tacit  tribute  to  the 
national  inventive  genius.  American  motor 
bicycles  were  for  a  time  unkindly,  though 
perhaps  with  reason,  reputed  to  be  behind 
the  ranks  of  those  produced  abroad,  but 
the  time  has  come  when  the  ability  to  create 
and  the  ability  to  improve  upon  the  work 
of  others  has  commenced  to  tell  for  some- 
thing, and  the  industry  seems  to  be  fast 
gaining  a  position  in  which  it'«will  discover 
itself  to  be  pre-eminent. 


How   to    Braze   Tubing. 

In  order  to  braze  two  brass  tubes  to- 
getlier,  first  true  the  ends  with  a  iile.  The 
end  of  one  tube  is  now  slightly  enlarged 
by  carefully  hammering  it  on  a  taper  man- 
drel, to  accommodate  the  end  of  the  other 
tube  which  has  been  chamfered  with  a 
smooth  file.  Before  fitting  them  together, 
file  inside  the  enlarged  end  and  outside  the 
chamfered  end.  Now  bring  them  together, 
and  wire  them  to  a  rod  of  iron,  after  which 
they  may  be  brazed,  says  an  exchange.  To 
braze  the  seam  of  a  tube,  thoroughly  clean 
the  edges  and  a  little  beyond  them  with  a 
file.  A  short  length  of  iron  or  copper  pipe 
is  now  twisted  round  each  end  of  the  tube 
to  bring  together  and  hold  in  position  the 
edges.  It  can  then  be  brazed  without  any 
risk  of  the  edges  springing  apart.     If  a  gas 


blowpipe  is  employed,  the  brazing  is  done 
on  the  outside  of  the  tube;  but  if  there  is 
only  a  blacksmith's  fire  available,  it  is  bet- 
ter to  braze  from  the  inside,  especially  if  it 
is  a  short  length  of  tube.  A  suitable  spelter 
having  a  comparatively  low  melting  point 
is  one  composed  of  copper  and  zinc  in  equal 
parts.  Use  powdered  borax  mixed  with  a 
little  water  as  a  flux. 


Another  Inventor  of  the  Bicycle. 


While  it  would  seem  to  be  a  foregone 
conclusion  that  the  inventor  of  the  bicycle 
was  a  person  with  so  many  names  and 
phases  of  character  that  his  life  and  career 
had  been  celebrated  quite  to  the  limit  of 
endurance,  it  appears  that  the  opinion  is  not 
held  in  universal  esteem.  For  it  is  an- 
nounced that  once  more  he  is  to  be  honored,. 
this  time,  as  in  a  few  other  instances,  in 
Germany,  where  he  is  at  present  known  as 
Baron  Von  Drais.  He  was,  it  is  asserted, 
a  native  of  the  town  of  Manheim,  and  it 
is  to  the  patriotic  pride  of  the  present  in- 
habitants of  the  place  that  his  latest  ova- 
tion is  accountable.  They  are  going  to 
unveil  a  monument  to  his  memory  at  the 
forthcoming  anniversary  of  the  fovmding 
of  the  town,  and  it  is  not  at  all  unlikely  that 
the  uneasy  turning  in  their  graves  of  a  few 
of  his  many  shades,  will  cause  terrestial 
disturbances  in  different  portions  of  the 
world  which  will  be  ascribed  to  seismodial 
tremors. 


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if  you  will  send  us  24 
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WISCONSIN.  NEW  YORK  CITY. 


630  THE  BICYCLING  WORLD 


The  "One  Best  Buy" 


THE  YALE=CALIFORNIA 

Costs  Only  $175 

But   it   did  all    that    the    motorcycles   selling   for    from    $25 
and   $135    more  did  (and  more  than  most  of  them  did)  in 

The  Most  Thorough  Road  Test  that  Ever  Occurred— 

the    F.  A.  M.   1906     Endurance    Contest,    New  York    to 
Rochester,  up  hill  and  down,  and  through  mud  and  rain — 

and  it  is  doing  the  same  thing  every  day  in  every  part  of  the 

country. 


As  we  said   before — You  can't   pay  more  and  get  your 
money's  worth;  you  can't  pay  less  and  get  satisfaction. 


Now  is  a  good  time  to  get  in  line.      There  is  always  a  good 

fall  trade  in  motorcycles. 


THE  CONSOLIDATED  MFG.  CO.,     =     Toledo,  Ohio. 


THE  HCYCLING  WORLD 


63  J 


SYSTEMATIC  VEGETARIANISM 


How  to  Live,  Grow  Strong  and  Be  Happy 
on   12   Cents  a   Day. 


Whether  or  not  vegetarianism  is  the 
proper  diet  for  all  who  would  fain  become 
"healthy,  wealthy,  happy  and  wise,"  is  a 
moot  question  that  probably  never  will  be 
conclusively  settled  to  the  satisfaction  of 
every  individual,  at  least  not  until  long 
after  the  present  generation  shall  have 
ceased  to  be  called  elongated  and  their  dust 
shall  have  been  "gathered  to  their  fathers. ' 
Each  class  of  "eaters" — a  plebeian  word, 
but  expressive — has  strong  adherents,  and 
always  will,  but  the  ranks  of  those  who 
delight  in  and  wax  fat  on  a  scant  diet  of 
hashed  prunes,  bruised  nuts,  prepared  saw- 
dust and  the  like  are  being  strengthened 
year  by  year. 

Until  late  years  the  principal  exponents  of 
simple  dietetics  consisted  largely  of  those 
high-browed  and  long-haired  Bohemians 
who  leaned  toward  vegetables,  fruits,  nuts 
and  so  forth  simply  because,  as  their  frayed 
trouser-ends  showed,  such  a  menu  was 
more  economical.  Of  recent  years,  how- 
ever, scientists  have  taken  up  the  matter  of 
diet  and  devoted  considerable  time  and  tal- 
ent to  study  and  research,  and  it  is  inter- 
esting to  note  that  probably  75  per  cent,  of 
all  great  thinkers,  both  past  and  present, 
have  been  vegetarians. 

In  England  the  question  of  whether  a 
bicyclist  can  accomplish  as  good  results, 
that  is,  ride  as  long,  as  fast  and  as  far  with 
less  fatigue,  on  a  simple  diet  of  vegetables, 
fruit  and  nuts  as  on  a  heavy  meal  with  meat 
the  entree  has  received  considerable  and 
serious  study.  It  always  has  been  con- 
tended that  meat  is  a  tissue  builder  but 
whether  it  is  as  much  so  as  other  foods  is 
a  question  .that  has  yet  to  be  determined. 
The  vegetarian  class  of  cyclists  in  this 
country  is  as  yet  much  in  the  minority, 
though  growing  larger  every  year. 

It  will  perhaps  be  interesting  to  know 
that  Henry  H.  Wheeler,  the  Californian, 
who  two  years  ago  won  both  century  and 
mileage  competitions  of  the  Century  Road 
Club  of  America,  is  a  vegetarian  and  has 
been  for  two  decades,  but  Wheeler  is  unlike 
the  average  run  of  food  specialists  in  that 
he  does  not  continually  bore  others  by  long 
windedly  extolling  the  virtues  of  the  simple 
life  diet.  In  a  recent  issue  of  an  ethical 
publication  he  writes  interestingly  and  as 
follows: 

"I  was  much  interested  in  the  account 
that  two  young  men  whose  weekly  expendi- 
ture for  food  was  $1,27,  but  I  have  beaten 
that.  My  food  costs  me  about  10  or  12 
cents  a  day,  or  70  cents  a  week. 

"I  buy  cereals  by  the  case  and  dates  by 
the  seventy-pound  box.  I  keep  a  cow,  and 
raise   oranges    and   some   other   fruit.      If    I 


had  to  buy  the  milk  and  fruit  it  might  sum 
up  to  IS  cents  a  day. 

"Cereals,  4  cents;  milk,  S  cents;  dates,  3 
cents — 12  cents  a  day.  This  is  about  the 
average,  so  at  most  my  food  costs  me  about 
a  dollar  a  week,  but  as  a  rule  does  not 
average  that. 

"I  am  fifty  years  old  and  have  eaten  no 
meat  for  twenty  years.  For  two  and  one- 
half  years  I  have  followed  a  no-breakfast 
plan  and  could  not  be  induced  to  go  back 
to  three  meals  a  day. 

"Last  year,  as  a  member  of  the  Century 
Road  Club  of  America,  I  wheeled  11,761 
miles  and  made  52  centuries  (100  miles 
within  fourteen  consecutive  hours),  win- 
ning gold  medals  for  highest  honors  in  both 
events,  and  was  never  so  uniformly  vigor- 
ously well  in  my  life.     You  know  that  rep- 


SIMPLE  HARDENING  METHODS 


Practical   Processes   That   are   of   Value   to 
the  Cycle  Repairer. 


KEW    TOUK    BRAKCH    «14-Z1«    WKST    47TB     ST 


resents  lifting  many  more  foot  pounds  than 
the  work  of  the  average  muscle  worker. 
I  weighed  144  pounds  on  January  1,  1904, 
and  160  pounds  on  December  31,  1904." 


Sh!  There's  a  23-pound  Motorcycle  Coming. 

East  Liverpool,  Ohio,  is  the  home  of  an 
inventor  named  Hoskins,  who  has  just  sig- 
nalized simself  by  turning  out  a  motor 
bicycle  of  startling  characteristics.  It  is 
stated  to  weigh  but  23  pounds,  to  be  of 
three  and.  one-half  horsepower,  and  to  have 
all  of  its  working  parts  encased  to  exclude 
the  dirt.  Strangest  of  all,  the  motor  is  said 
to  comprise  but  seven  working  parts,  as 
against  twenty  to  twenty-five  in  the  ordin- 
ary types.  Sad  to  relate,  however,  further 
particulars  are  not  available  owing  to  the 
present  lack  of  patent  protection,  as  is 
alleged.  This  is  a  reminder  of  the  safety, 
when  weight-cutting  came  to  be  a  factor. 
Likely  the  featherweight  motorcycle  will 
have  to  travel  the  same  road  to  oblivion. 


While  the  hardening  of  tools  is  most 
frequently  done  by  regularly  equipped 
mechanics,  still  it  sometimes  falls  to  the 
lot  of  the  cyclist  himself  to  do  some  work 
of  this  natur^,  which  without  some  timely 
hint,  might  prove  to  be  somewhat  of  a  tax 
upon  the  patience.  The  common  method 
of  hardening  and  tempering  taps  and  dies 
as  described  by  Mechanic,  may  therefore 
prove  of  value  in  a  suggestive  way: 

"Place  the  tap  in  a  piece  of  gas-barrel,  to 
protect  the  teeth  and  to  keep  it  straight  and' 
evenly  heated,  into  a  clean  fire.  Have  a 
bucket  of  hot  water  handy.  When  red-hot, 
withdraw  tap  from  tube,  and  plunge  the 
teeth  into  the  hot  water  for  two  or  three 
seconds.  Do  not  keep  in  the  water.  Let 
it  cool  itself  naturally.  Then  polish  the 
shank  in  the  lathe,  and  the  flutes  with  emery 
cloth.  Then  have  red-hot  tubes  ready,  hold 
tap  in  middle"  by  thin  thongs,  and  let  the 
shank  enter  one  tube,  and  gradually  intro- 
duce the  other.  You  will  see  a  faint  yel- 
low colour  gradually  creep  on  the  bright 
surface,  and  as  soon  as  you  can  see  it,  com- 
mence to  withdraw  the  tubes.  You  may 
let  purple  and  blue  appear  on  the  shank, 
but  not  on  the  flutes,  or  it  will  be  spoilt, 
and  must  harden  again.  When  the  rich 
golden  colour  has  spread  over  the  flutes, 
dip  the  teeth  into  hot  water  for  one  second. 
If  tubes  get  cool  before  colour  appears, 
have  other  tubes  ready,  or  play  on  the  tube 
with  blowpipe.  You  then  polish  the  shank 
in  the  lathe.  Do  not  allow  tubes  to  touch 
teeth. 

"With  dies  you  heat  them  red-hot,  and 
dip  them  into  hot  water  for  two  or  three 
seconds.  Then  polish.  Then  have  a  piece 
of  flat  iron  red  hot  and  lay  on  the  die  till 
it  is  coloured  golden.  Or  use  a  piece  of 
sheet  iron  with  blow-pipe  underneath,  with- 
drawing blow-pipe  as  colour  appears.  Keep 
teeth  farthest  away  from  heat.  Dip  in  hot 
water  one   second." 


Where  Sunday  Repairs  are  Expensive. 

That  the  proverbial  Swiss  adversity  to 
the  motorcycle  has  not  as  yet  altogether 
succumbed  to  the  march  of  progress,  is 
apparent  from  an  incident  which  unhappily 
befell  a  tourist  who  became  stranded  by  the 
roadside  some  distance  from  any  town.  He 
was  being  assisted  in  repairing  his  machine 
by  several  kindly  inclined  peasants  when 
he  was  suddenly  set  upon  by  a  gendarme 
who  placed  him  under  arrest  on  the  curious 
charge  of  compelling  them  to  work  on  the 
Sabbath  day.  Brought  to  trial,  the  traveler 
was  condemned  and  sentenced  to  a  fine 
equivalent  to  about  $40.  On  appeal,  a  little 
added  gall  was  mingled  with  his  cup,  for 
the  decision  was  affirmed  and  a  further  fine 
of  some  ^37  added  to  the  original  penalty. 


632 


THE  BICYCLING  WORLD 


REFRESHING 

That  coast  downhill  is  delightful  at  any  season.  It  is 
not  only  delightful  but  refreshing  during  the  summer 
months,  particularly  when  the  wheel  runs  perfectly  free 
and  yet  is  under  such  safe  and  instant  control  as  is 
afforded  by  the 

Morrow 
Coaster  Brake 


The  man  or  the  woman  whose  bicycle  is  not  equipped 
with  a  Morrow  is  missing  many  miles  of  real  pleasure. 


ECLIPSE  MACHINE  CO., 


Elmira,  N.  Y. 


THE  BICYCLING  WORLD 


633 


MERCURY   LOST   HIM   HIS   MOUNT 


And  all  New  York  in  the  Immediate  Vicin- 
ity Helps  in  Regaining  it. 


This  is  a  tale  of  one  of  New  Yorks' 
mercury-footed  A.  D.  T.  couriers  and  a 
bicycle.  Many  have  tried  to  decipher  the 
cabalistic  symbols  that  adorn  the  caps  of 
these  swiftly-Hying  runners  and  so  far  as 
the  first  two  letters  are  concerned,  matters 
were  easy.  "All  day"  seemed  to  be  the 
most  fitting  translation,  but  what  to  do  with 
the  T?  "Looks  as  if  the  man  who  was 
responsible  for  them  started  to  make  it 
'All  day  to  do  it  in,'  as  that's  what  all  the 
boys  seem  to  think  of  it,"  decided  someone 
or  other,  but  he  either  got  tired  or  made 
up  his  mind  that  the  cap  was  not  big  enough 
to  hold  it  and  gave  it  up. 

However  that  may  be,  a  portly  matron 
who  was  strolling  along  upper  Broadway 
likst  Wednesday  came  to  a  sudden  halt  at 
a  most  unusual  apparation  coming  rapidly 
toward  her.  It  was  a  messenger  boy — ac- 
tually running  and  almost  on  the  verge  of 
tears — both  of  them  amazingly  unusual  ac- 
tions for  a  messenger  boy.  So  much  so  that 
the  aforesaid  matron  stopped  dead  in  her 
tracks.  "Boy,"  she  commanded,  "what  on 
earth  is  the  matter?" 

"A  fresh  guy  just  went  and  pinched  me 
wheel  and  de  boss'll  take  it  out  of  me  week's 
wages  if  I  don't  get  it  back,"  was  the  reply 
delivered  on  the  run,  for  a  block  or  two 
ahead  went  another  youngster  fleeing  on 
the  stolen  property. 

It  does  not  take  much  to  arouse  the  cur- 
iosity of  the  average  New  Yorker,  but  the 
sight  of  a  messenger  running  is  always  more 
than  sufficient  to  give  one  of  Manhattan's 
citizens  the  certain  impression  that  some- 
thing dire  and  dreadful  has  come  to  pass 
and  it  is  time  to  follow  the  crowd  to  the 
scene  of  the  excitement. 

In  less  than  five  minutes  the  fleeing  mes- 
senger boy  had^  a  crowd  of  a  hundred  or 
more  men,  women  and  boys  trailing  out 
behind  him,  all  intent  upon  being  in  at  the 
death.  And  as  is  generally  the  case  under 
such  circumstances,  no  one  had  the  faintest 
glimmering  to  to  what  the  rumpus  was  all 
about.  One  asked  the  other  on  the  run 
with  small  result  until  some  of  the  fore- 
most questioned  the  chief  actor  in  the 
drama  and  the  leader  of  the  pack.  His 
hurried  and  breathless  gasps  between  which 
words  of  explanition  were  blurted  out  did 
not  do  much  at  first  to  elucidate  the  situa- 
tion to  his  consort,  but  finally  it  filtered 
through  the  heads  of  those  in  the  lead  that 
a  bicycle  had  been  stolen  and  that  the  man 
in  plain  sight  ahead  was  the  guilty  party. 
Then  there  arose  a  cry  of  "Stop,  thief!" 

Down  Broadway  chased  the  pack  to  the 
baying  of  the  dogs  in  the  lead,  the  scent 
growing  hotter  every  moment.  Past  Sixty- 
second,  Sixty-first  and  Sixtieth  streets  fled 
the   fleet-footed   carrier  of  billets   doux  and 


boui|uets,  gaining  new  adherents  at  every 
step,  and  keeping  his  eye  riveted  on  the 
quarry. 

Had  the  thief  liccu  a  good  rider  he  would 
have  thrown  (jff  the  scent  or  so  far  outdis- 
tanced the  pack  that  further  chase  would 
have  been  fruitless,  but  he  was  not.  He 
wobbled  and  he  careened,  traveling  a  block 
and  a  half  for  every  block  he  covered  and 
that  was  his  undoing,  lie  cut  across  the 
Circle  and  started  east  on  Fifty-ninth  street 
with  the  pack  in  full  cry  but  a  block  behind 
and  gaining  every  stride. 

The  down  grade  to  Seventh  avenue  fav- 
ored him  a  little,  though  his  wabbly  mean- 
dering over  the  roadway  was  none  the  less 
pronounced  and  the  chase  gained  percept- 
ibly. Straight  ahead  to  Sixth  avenue  he 
went  and  as  a  last  resort  veered  northward 
through  the  Sixth  avenue  entrance  of  the 
park  in  the  hope  of  throwing  off  the  scent 
in  the  thick  underbrush,  but  his  Nemisis 
awaited  him  in  the  shape  of  a  policeman 
idly  swinging  his  stick,  just  inside.  The 
pack  swarmed  on  him  in  an  instant,  and  as 
soon  as  wind  had  been  sufficiently  recov- 
ered to  tell  the  story  of  the  chase,  he  was 
started  in  tow  of  the  "copper"  for  the  West 
Fifty-fourth  street  police  station  with  the 
procession  tagging  on  behind  in  a  somewhat 
more  leisurely  manner  than  had  character- 
ized its  earlier  travels. 

When  the  chief  actors  in  the  drama  were 
lined  up  in  front  of  the  desk,  the  complain- 
ant preferred  a  charge  of  petty  larceny 
against  the  accused. 

"It  wuz  dis  way,  Sarge.  De  boss,  he 
sends  me  ter  Sixty-toid  en  Broadway  wid 
a  'telly'  rush,  en  I  jumps  on  me  wheel  and 
Inistles  up  dere  hotfoot,  leavin'  me  wheel 
at  de  curb  so's  to  be  Johnny  on  der  spot 
an'  git  a  tip  for  rushin'  tings.  Up  der  stoop 
and  two  flights  on  der  run  fer  me  and  when 
I  had  me  book  signed  and  cum  out  agin, 
here  wuz  dis  fresh  guy  almost  two  blocks 
away  on   me  wheel. 

"Der  .bisiskle  ain't  mine,  Sarge.  It  be- 
longs to  der  house  an'  if  I  lose  it  it  comes 
out  of  me  wages.  Don't  let  him  go,  Sarge, 
and  I'll  sick  der  boss  onto  him." 

The  prisoner  having  been  caught  ''with 
the  goods  on  him"  had  nothing  to  say  and 
was  forthwith  committed  to  the  "dungeon 
keep"  in  default  of  $500  bail  on  the  charge 
preferred  against  him. 

The  messenger  boy  rode  away  happy,  the 
"copper"  ■  returned  to  ogling  nurse  girls 
and  idly  swinging  his  stick  on  his  beat  in 
the  park  and  the  crowd  faded  away. 


A  Good  Bronze  Alloy. 

The  high  price  of  tin  causes  many  brass 
founders  to  add  antimony  to  some  bronze 
mixtures  in  order  to  reduce  their  cost. 
Spelter  has  also  been  used,  but  this  does 
not  have  a  good  effect  upon  the  coloring. 
The  following  is  a  good  mixture  where 
stiffness  and  a  good  color  are  required: 
Copper,  88  per  cent.;  zinc,  5.5  per  cent.;  tin, 
2.75  per  cent.;  lead,  2.25  per  cent.;  anti- 
mony, 1.5  per  cent. 


THE 

"Good  Old  Standbys" 

BEVIN 
Bells 


BEVIN 
Toe  Clips 


BEVIN 
Trouser  Guards 


Prices  as  interesting  as  ever. 


Bevin  Bros.  Mfg.  Co 

EASrHAHPTON.  CONN. 


634 


THE  BICYCLING  WORLD 


FORSYTH    SPECIALTIES. 


Full  Chain  Guard  with  All  Connections. 

Made  in  sections  and  riveted  together,  giving  enougli  elasticity 
to  avoid  tlie  "twang"  of  a  one-piece  guard.  Adjustable  to  stretch 
of  chain  and  to  differences  of  length  between  centers  of  axles. 

FORSYTH  MANUFACTURING  CO., 


"  Handy  things 
to  have  about 


the  house. 


>» 


We  also  make 

Mud  Guard  Fittings, 
SproGl(et  Guards, 
Metal  Hand  Brakes 

and  other  ■■  pecialties. 

Buffalo,  N.  Y. 


Half  Guard  with  All  Connections. 

Notice  the  method  of  attaching  front  con 
nection.  Enough  adjustment  to  meet  the  angle  of 
any  frame  ;  a  little  feature  all  our  own.  It  counts. 
These  guards  are  just  a  little  better  than  any 
others.  That's  why  we  are  still  making  and  sell- 
ing lots  of  them. 


Veeders  for  Motorcycles. 


Veeder  Trip  Cyclometer  for 
motorcycles. 

Price  complete  with  Motorcycle 
Striker,  $2.50. 


Veeder  Trip  Cyclometers  are  now  made 
with  a  strengthened  case,  making  them  suitable 
for  the  more  severe  service  of  motorcycle  use- 
A  new  motorcycle  striker  is  also  provided, 
which  clamps  securely  to  the  spoke  of  a  motor- 
cycle wheel. 

Motorcycles  need  regular  lubricating  periods 
— not  based  on  time,  but  on  mileage.  In 
addition  to  the  practical,  mechanical  reasons 
for  having  a  Veeder  on  your  motorcycle,  there 
is  the  further  reason  that — 

"  It's  Nice  to  Know 
How  Far  You  Go." 

PRBB  BOOKLBT  ON  REQUEST. 


The  New  Veeder  Motorcycle 
Striker. 


THE  VEEDER  MFG.  CO.,  36  Sargeant  St.,  Hartford,  Conn. 

Makers  of  Cyclometers.  Odometers,  Tachometers,  Tachodometers,  Counters  and  Fine  Castings. 


Schrader  Universal  Valve. 


NOTICE. 

Manufacturers  of  Bicycles,  Jobbers  and 
Dealers : 

In  order  to  facilitate  the 

obtaining  of 

PARTS  of  the 
Schrader  Universal  Valve, 

We  have  concluded  to  sell 
parts  only  to  the  general 
trade. 

Parts  99-1,99-2,99-3,99-4  may  be  had  from  all  makers,  or 
from  A.  Schkadbr's  Son  Inc.  Price  List  tent  on  appli- 
cation 


(Trade  Mark,  'cgistered  April  jo,  1895.) 

SIMPLE  AND 
ABSOLUTELY   AIR-TIGHT 


Manufactured  by 


A.  SCHRADER^S  SON,  Inc. 


Established  1844. 


^     28-32  Rose  St., 

"*  New  York,  U.  S.  A. 


THE  BICYCLING  WORLD 


635 


ALL  OF  IYER  LAWSON'S 
Numerous  Victories  ^  New  Records 

at  SALT  LAKE  CITY 

were  made  on  a 

Pierce  Bicycle 

The  combination  of  good  man 
and  good  machine  always  tells 


WHAT  SORT  OF  A   BICYCLE  ARE    YOU    RIDING? 


THE  GEORGE  N.  PIERCE  COMPANY,  Buffalo,  N.  Y. 


PEDALS  AND  SPOKES 

FOR  EVERY  MANUFACTURER  WHO  PRODUCES  BICYCLES 

AND 

For  Every  Man  Who 
Sells  or  Rides  Them. 


»^i2raMir\  T'^^y  ^**^  Pedals 
'^^^^^^^  and  Spokes  of  the 
'j,|dP^8  •^'Sht   Sort,    too. 


STANDARD  JUVENII^E  NO.  2. 


STANDARD  NO.  1  RAT  TRAP. 


DIAMOND  E  SPOKES 


QUOTATIONS  ON  REQUEST. 


The  Standard  Company 

Makers   also   of   Standard    Two-Rpeed    Automatic    Coaster    Brake,    and    Star    and    Sager    Toe    Clips, 

TORRINQTON,  CONN. 


636 


THE  BICYCLING  WORLD 


Continental  Rubber  Works  Suit. 

We  desire  to  notify  the  trade  that  our  suit 
against  the  Continental  Rubber  Works  of  Erie,  Pa., 
under  the  Tillinghast  Patents  is  still  pending,  and 
that  purchasers  and  users  are  equally  liable  for  in- 
fringement. 

The  following  manufacturers  are  licensed  to 
make  and  sell  single  tube  tires  under  the  Tilling- 
hast Patents: 


Harlford  Rubber  Works  Co. 

Diamond  Rubber  Co. 

Fisk  Rubber  Co. 

Pennsylvania  Rubber  Co. 

Indiana  Rubber  ^ 

Insulated  Wire  Co. 

Goshen  Rubber  Works 
Lake  Shore  Rubber  Co. 


B.  F.  Goodrich  Co. 

Goodyear  Tire  S;  Rubber  Co. 

Kokomo  Rubber  Co. 

International  Automobile    S; 
Vehicle  Tire  Co. 

Morgan  S^  Wright. 

Boston  Woven  Hose 

5f  Rubber  Co. 


SINGLE  TUBE  AUTOMOBILE  &  BICYCLE  TIRE  CO. 


18 


V 


S^ 


Volume  LIII. 


New  York,  U,  S.  A.,  Saturday,  September  1,  1906 


No.  23 


ECLIPSE  OPENS  LITIGATION 


Infringers  of  Morrow  Patents  to  be  Vigor- 
ously Prosecuted  Henceforth. 


A  somewhat  unexpected  development 
where  the  matter  of  litigation  over 
coaster  brake  patents  is  concerned,  came 
about  this  week  in  the  filing  of  a  suit  in  the 
United  States  District  Court  for  the  West- 
ern District  of  New  York,  by  the  Eclipse 
Machine  Co.,  of  Elmira,  N.  Y.,  against  the 
Buflfalo  Metal  Goods  Co.,  of  the  latter  city, 
for  infringement  of  the  patents  covering  the 
Morrow  coaster  brake.  The  defendants  in 
the  case  manufacture  the  Atherton  coaster 
brake  and  it  will  be  recalled  that  they  have 
also  appeared  in  the  same  role  in  an  action 
brought  against  them  by  the  New  Depar- 
ture Manufacturing  Company. 

In  their  petition  to  the  court,  the  Eclipse 
Machine  Company  pray  that  the  defendants 
be  enjoined  "from  making,  selling  or  using 
the  Atherton  coaster  brake"  as  is  customary 
in  such  cases, ,  setting  forth  at  length  the 
particulars  in  which' it  is  alleged  to  infringe 
the  Morrow  patent  rights,  and  also  request- 
ing that  an  accounting  be  ordered  and  dam- 
ages awarded  to  the  petitioner.  Although 
the  Eclipse  Machine  Company  were  pio- 
neers in  the  field  of  coaster  brake  manufac- 
ture, this  is  the  first  step  taken  with  a  view 
to  upholding  their  patent  rights  and  is  it 
the  intention  of  the  company  to  vigorously 
prosecute  the  action  just  begun.  Whether 
it  will  be  followed  by  others  of  a  similar 
nature  is  not  stated. 


Two  Shows  Open  to  Motorcycles. 

It  is  now  definitely  known  that  there  will 
be  no  opportunity  for  manufacturers  of 
motorcycles  to  exhibit  at  the  automobile 
show  to  be  held  at  Madison  Square  Garden 
next  January.  This  is  held  under  the  aus- 
pices of  the  Association  of  Licensed  Auto- 
mobile Manufacturers  and  the  demand  for 
space  is  so  great  that  it  will  be  confined  to 
the  members   of  that  body  where   cars   are 


concerned  and  to  the  members  of  the  Motor 
and  Accessory  Manufacturers,  Inc.,  with 
regard  to  exhibits  of  smaller  wares. 

However,  this  will  be  preceded  by  a  show 
to  be  held  during  the  week  of  December 
1st  to  8th  at  the  Grand  Central  Palace, 
Forty-third  street  and  Lexington  avenue, 
under  the  auspices  of  the  Automobile  Club 
of  America  and  the  American  Motor  Car 
Manufacturers'  Association,  which  will  be 
open  to  motorcycles,  as  will  also  -the 
Chicago  Automobile  Show,  held  in  the 
Coliseum  at  the  latter  city  by  the  National 
Association  of  Automobile  Manufacturers, 
in  February,  1907.  As  the  demand  for  space 
in  both  of  these  shows  is  likewise  far  in 
excess  of  the  amount  available,  reservations 
should  be  made  without  delay. 


TO   CONTINUE  RECEIVERSHIP 


New   Company   to    Make   Motorcycles. 

The  Wilmot  Motor  &  Cycle  Mfg.  Co., 
was  incorporated  in  Camden,  N.  J.,  under 
the  laws  of  that  State  this  week,  for  the 
stated  purpose  of  manufacturing  motor- 
cycles, bicycles  and  automobiles.  The  cap- 
ital stock  is  $125,000  and  the  corporators 
named  are  C.  M.  Cushman,  W.  Davis,  A. 
S.  Flowers  and  M.  M.  Garrison,  of  Cam- 
den, and  R.  K.  Dix,  of  Atlantic  City. 


Badger   Brass   Incorporates   in   New   York. 

The  Badger  Brass  Mfg.  Co.,  of  Kenosha, 
Wis.,  makers  of  the  Solar  lainps,  have  in- 
corporated their  eastern  factory,  which  is 
situated  in  New  York  City,  under  the  laws 
of  New  York  State.  The  capital  is  placed 
at  $1,000,  and  the  directors  for  the  first 
year  are  G.  A.  Yule  and  R.  H.  Welles,  of 
Kenosha,  and  L.  J.  Keck,  of  New  York. 


Schulte  Acquires  Kingston  Co. 

.Although  the  Kingston  Garage  and  Motor 
Car  Co.,  of  Wilkesbarre,  Pa.,  has  changed 
hands,  the  bicycle  deparement  will  be  con- 
tinued as  heretofore.  G.  W.  Schulte,  of 
Scranton,  Pa.,  last  week  purchased  the  busi- 
ness from  S.  R.  Snyder  and  J.  H.  Brandt, 
and  installed  S.  D.  Bishop  as  resident 
manager. 


Profitable  Operation  of  Consolidated  Plant 
Approved  by  Creditors'  Committee. 


.\s  already  announced  in  the  Bicycling 
World,  the  meeting  of  the  creditors  of  the 
Consolidated  Mfg.  Co.,  Toledo,  Ohio,  on 
the  13th  inst.,  which  was  presided  over  by 
William  H.  Crosby,  of  the  Crosby  Com- 
pany, Bufllalo,  N.  Y.,  resulted  in  a  favorable 
turn  in  the  affairs  of  the  company.  The 
committee  appointed  consisting  of  W.  H. 
Crosby,  chairman;  H.  S.  White,  Shelby 
Steel  Tube  Co.;  E.  J.  Lobdell,  Mutual  Rim 
Co.,  and  Tracey  Carr.  handed  in  its  report, 
approving  the  report  of  W.  F.  McGuire, 
the  manager  for  the  receiver  and  recom- 
mending that  his  suggestions  which  are  out- 
lined below,  be  adopted. 

The  reasons  for  recommending  a  dismis- 
sal of  the  bankruptcy  proceedings  which 
Iiave  been  pending  for  the  past  year,  and  a 
continuance  of  the  business  under  the  same 
management  for  at  least  another  twelve 
months,  are  set  forth  in  detail  in  the  com- 
mittee's report,  chief  among  which  is  the 
impossibility  of  finding  a  purchaser  for  the 
plant  as  a  going  concern  under  the  circum- 
stances, and  the  fact  that  its  assets  would 
only  bring  junk  prices  if  put  under  the 
hammer  at  the  present  moment. 

To  carry  out  this  recommendation  it  is 
thought  that  it  will  be  necessary  to  issue 
about  $115,000  of  receiver's  certificates  in 
addition  to  those  already  outstanding,  and 
it  is  further  recommended  that  the  court  h^ 
asked  to  authorize  the  issuance  of  this 
amount  upon  such  terms  as  the  receiver 
may  deem  best,  and  the  creditors,  particu- 
larly those  who  are  still  supplying  mater- 
ials to  the  company  are  requested  to  co- 
operate in  disposing  of  the  certificates  and 
aiding  the  receiver  in  handling  the  affairs 
of  the  company  to  the  best  possible  advan- 
tage. 

The  report  of  W.  F.  McGuire,  manager 
for  the  receiver,  is  in  part  as  follows: 

After  showing  in  detail  that  the  liabilities 


646 


THE  BICYCLING  WORLD 


of  the  company  were  $791,718.54  and  its 
assets,  $332,538,50  on  May  3,  1906,  when  he 
took  charge,  he  goes  on  to  say: 

"We  have  operated  this  plant  to  the  best 
of  our  ability  since  the  2nd  day  of  May, 
and  our  books  show  a  profit  of  $4,965.17  for 
the  period  from  May  2  to  May  31,  a  profit 
of  $1,587.05  during  the  month  of  July.  These 
profits  result,  according  to  our  books,  after 
charging  off  $4,681.08. 

"We  have  ceased  operating  the  sheet 
metal  department  and  the  brazed  goods 
department,  the  automobile  department 
having  been  closed  prior  to  the  appoint- 
ment of  the  receiver,  and  we  are  making 
now  nothing  but  bicycles,  motorcycles  and 
drop  forgings. 

"Roughly,  the  condition  of  our  affairs 
August  1st,  1906,  showed  our  assets  to 
amount  to  $384,203.26,  from  which  total 
should  be  deducted  the  items  owing  by  the 
receiver,  amounting  to  $42,193.20. 

"According  to  this  statement,  our  assets, 
roughly,  August  1st,  were  $342,010.06. 

"The  total  indebtedness  of  the  company 
of  $791,718.54  has  been  reduced  materially 
since  the  2nd  day  of  May,  1906.  The  item 
of  contingent  liability,  $52,475.49,  on  ac- 
count of  notes  endorsed,  has  been  practic- 
ally eliminated  by  the  payment  of  these 
notes  by  the  principals.  The  pay  rolls 
and  ofifice  salaries  amounting  to  $11,864.68, 
have  been  paid,  so  that  our  total  indebted- 
ness August  1st,  was  $727,378.37. 

"This,  however,  does  not  take  into  ac- 
count three  or  four  lawsuits  pending  against 
the  company  for  various  amounts,  the  most 
important  of  which  is  one  in  Buffalo  for 
the  accidental  death  of  a  person  caused  by 
an  automobile  accident,  and  also  a  claim 
for  patent  infringement. 

"The  time  is  at  hand  when  some  definite 
plan  of  action  must  be  agreed  upon.  If  we 
are  to  stay  in  the  business  of  making  bicy- 
cles, we  should  commence  not  later  than 
September  15th  on  our  1907  product,  and 
any  delay  longer  than  that  will  make  it 
impossible  to  do  business  next  year  at  a 
profit,  and  as  I  look  at  the  matter,  there 
are   three   possible   courses   to   be   adopted. 

1.  The  immediate  liquidation  of  the  com- 
pany. 

2.  Its  continued  operation  under  the  re- 
ceivership. 

3.  Reorganization. 

"Immediate  liquidation  either  through  the 
receivership  or  through  bankruptcy  seems 
to  be  entirely  out  of  the  question,  inas- 
much as  we  know  of  no  one  ready  to  pur- 
chase the  plant  as  a  going  concern,  and  if 
you  will  look  into  the  items  of  assets  you 
will  at  once  realize  that  to  close  the  doors 
of  this  plant  and  sell  out  the  assets  under 
the  hammer,  will  mean  almost  a  complete 
sacrifice  of  everything  we  have.  The  build- 
ings, for  instance,  together  with  equipment, 
are   inventoried   at  $101,582.60. 

"The  buildings  are  not  modern  and  they 
would  bring  on  a  forced  sale,  just  exactly 
what  the  bondholders  were  compelled  to 
bid  for  them,  and  no  more.     The  old  Kirk 


Manufacturing  Company  plant  has  been  va- 
cant for  several  months,  and  has  been  of- 
fered for  sale  for  over  two  years,  and  we 
have  been  unable  to  find  a  purchaser. 

"The  machinery,  dies  and  machine  tools 
are  inventoried  and  appraised  at  $40,922.52. 

"The  appraisement  of  this  machinery  was 
made  by  me,  with  the  assistance  of  Mr. 
Hind,  of  the  Toledo  Machine  &  Tool  Co., 
and  we  believe  it  fairly  represents  the  value 
as  it  stands  to-day.  The  greater  part  of 
the  machinery  was  purchased  between  1890 
and  1893,  and,  you  can  judge  as  to  what 
it  would  bring  if  thrown  on  the  market. 

"The  material  in  the  stock  room  and  fac- 
tory amo.unts  to  $128,198.00  and  consists  of 
parts  of  bicycles  and  motorcycles  and  some 
forging  stock.  If  it  were  possible  to  in- 
duce some  manufacturer  of  bicycles  to  take 
it  off  our  hands,  we  might  get  30  per  cent, 
of  the  appraised  value.  As  a  majority  of 
made-up  parts  in  our  store  room  are  for 
Yale  and  Snell  bicycles,  we  would  be  un- 
able to  dispose  of  these  at  anything  but 
junk  prices. 

"The  notes  and  accounts  receivable  are, 
of  course,  in  good  condition,  but  consist  of 
bicycle  accounts,  many  of  which  are  small, 
and  if  the  business  were  to  be  closed,  we 
could  count  on  at  least  15  per  cent  loss 
for  collection  fees,  etc.  If  the  business 
were  continued,  of  course  these  accounts 
are  perfectly  good,  subject  to  the  usual 
charge  for  bad  debts. 

"The  item  of  $3,000.00  for  automobile 
parts  would  probably  amount  to  $1,000.00 
for  junk,  but  if  the  business  is  continued, 
and  if  the  demand  for  repairs  on  old  Yale 
machines  is  brisk,  we  can  probably  realize 
at  least  $3,000.00  out  of  this  stuff,  and  I  may 
say  in  passing,  that  this  stuff  cost  the  old 
company  not  less  than  $150,000.00  to  pro- 
duce. 

"Leaving  out  of  consideration  the  real 
estate  and  machinery,  the  assets'  as  inven- 
toried, amount  to  $187,504.00.  I  make  the 
statement  in  this  form  for  the  reason  that 
the  mortgage  certainly  covers  the  real  es- 
tate and  machinery,  although  as  drawn,  it 
purports  to  cover  material  in  the  stock 
room  and  everything  owned  by  the  com- 
pany. As  I  said  before,  the  total  indebted- 
ness, August  1st,  was  $727,378.37.  Assum- 
ing that  the  real  estate,  buildings  and  ma- 
chinery were  sold  for  $100,000.00,  there 
would  be  a  deficit  on  the  bonds  of  $100,00.00 
that  would  leave  the  amount  of  the  general 
and  unsecured  indebtedness,  $627,378.37, 
against  which  we  have  assets  covering  face 
value  of  $187,504.95. 

"If  these  assets  are  sold  under  the  ham- 
mer and  the  receivership  wound  up,  I  do 
not  believe  that  more  than  $75,000.00  or 
$80,000.00  will  be  realized,  out  of  which 
must  be  paid  court  costs  and  the  expense 
of  operating  the  receivership,  as  well  as  a 
claim  made  by  the  Tax  Inquisitor  for  back 
taxes  amounting  to  $7,000.00  or  $8,000.00. 

"It  seems  obvious  from  the  foregoing 
that  unless  this  plant  is  sold  as  a  going  con- 
cern,  there   is   practically   nothing   left   for 


the  creditors,  and  I  respectfully  submit  this 
to  you  at  this  time  whether  liquidation  is 
desirable  under  the  circumstances. 

"Operation  under  a  receivership  for  a 
year  is  perfectly  feasible,  and  I  am  thor- 
oughly satisfied  that  we  will  make  a  very 
handsome  profit,  but  we  would  be  obliged 
to  raise  about  $125,000.00  by  receiver's  cer- 
tificates in  order  to  properly  conduct  the 
business,  but  as  interest  is  accruing  con- 
stantly on  our  indebtedness  of  $727,378.37 
at  the  rate  of  say  $45,000.00  a  year,  the  re- 
duction in  the  claims  of  creditors  is  not  at 
all  probable  until  the  plant  is  sold." 


English  Imports  Decline. 

During  the  month  of  July  past,  the  im- 
ports of  cycles  and  parts  into  Great  Britain 
showed  a  slight  decline  over  those  for  June 
although  a  greater  number  of  complete 
machines  were  brought  into  the  country. 
The  gross  valuation  of  the  215  complete 
machines  imported  was  $7,125— $59,990 
worth  of  parts  also  entering.  The  deduc- 
tion- for  re-exports,  however,  brought  the 
final  combined  total  down  to  $60,700.  The 
corresponding  figure  for  July,  1905,  was 
$65,650.  For  the  first  seven  months  of  the 
current  year,  the  net  importation  is  given 
as  $453,280,  as  against  $385,820  for  the  same 
portion  of  last  year. 

The  exports,  on  the  other  hand,  estab- 
lished a  record  for  the  year  as  well  as  de- 
veloping a  good  increase  over  the  same 
month  in  1905,  7,520  complete  machines  be- 
ing sent  out  as  against  3,317  in  July  last. 
The  total  valuations  were,  riespectively, 
$193,350,  and  $112,530.  The  total  valuation 
of  components  sent  out  amounted  to  $328,- 
870.  Thus,  the  total  valuations  of  machines 
and  parts  for  the  two  years  work  out  at 
$522,222  for  1906,  and  $374,155  for  1905,  while 
the  corresponding  total  for  1904  was  but 
$299,460.  The  combined  total  for  the  first 
seven  months  of  this  year,  figures  out  at 
$3,372,495,  which  is  an  increase  of  $746,- 
030  over  the  business  done  up  to  the  end 
of  July,  1905. 


The  Pope  Annual  Outing. 

In  accordance  with  long  established  cus- 
tom the  Pope  plants  at  Hartford  were  shut 
down  on  the  17th  inst.,  and  the  entire  work- 
ing force,  from  the  officers  of  the  company 
down  to  the  apprentice  boys,  went  for  a. 
day's  outing  to  Savin  Rock,  just  east  of 
New  Haven,  and  about  fifty  miles  distant. 
The  trip  was  made  in  automobiles. 


Maltby  Declares  a  Dividend. 

Creditors  of  John  W.  Maltby,  the  Little 
Falls  (N.  Y.)  dealer  in  bicycles  and  sport- 
ing goods,  who  failed  some  time  ago,  will 
receive  a  dividend  of  24  per  cent.  The  final 
meeting  was  held  before  Referee  Comstock 
last  week  and  the  dividend  declared. 


Rubber  tubing  which  has  become  hard- 
ened through  disuse  may  be  rendered  pli- 
able by  soaking  for  some  time  in  a  strong 
solution  of  pure  aqua  ammonia. 


THE  BICYCLING  WORLD 


647 


LIGHT  ON  THE  MUFFLER 


It   Has   Other  and  More  Important   Func- 
tions  Than   Silencing. 


While  the  muffler  has  come  to  be  con- 
sidered a  necessary  and  almost  indispen- 
sable appendage  to  the  internal  combustion 
motor,  the  fact  remains  that  many  motor- 
cyclists fail  to  appreciate  its  true  value,  and 
are  not  apt  to  content  themselves  with  har- 
boring the  idea  that  its  only  intent  is  that 
of  silencing  the  noise  of  the  exhaust.  That 
this,  while  a  large  part  of  its  function  is  not 
all,  and  indeed,  that  were  it  not  really  essen- 
tial in  many  cases  on  that  account,  it  would 
still  be  useful  for  another  reason,  is  some- 
thing which  is  not  sufficiently  appreciated 
among  the  class  of  non-technical  users. 

In  order  to  better  understand  what  is 
expected  of  the  muffler,  the  conditions  un- 
der which  the  exhaust  takes  place  should 
be  considered  carefully.  At  the  instant  of 
opening  the  valve,  the  pressure  within  the 
cylinder  may  be  anywhere  from  twenty  to 
fifty  pounds  per  square  inch.  The  release 
of  the  exhaust  produces  very  much  the 
same  effect  as  the  firing  of  a  gun,  that  is  to 
say,  the  gases  shoot  out  into  the  atmos- 
phere with  great  velocity,  creating  eddy 
currents  about  the  mouth  of  the  exhaust 
port,  and  producing  a  detonation  not  unlike 
that  of  a  gun-shot.  This  takes  place  when 
they  are  released  directly  into  the  air  from 
an  orifice,  and  is  intensified  in  proportion  to 
the  pressure  and  volume  of  the  gases,  and 
the  diameter  of  the  outlet  passage. 

Besides  making  a  noise,  a  certain  amount 
of  work  must  be  done  by  the  column  of 
hot  gas  in  boring  a  hole  for  itself  in  the  air, 
so  to  speak,  and  this  work,  the  disturbance 
which  it  creates  being  indicated  by  the 
sound,  is  entirely  wasted  in  the  surround- 
ing air.  Were  it  possible  to  reduce  the 
pressure  of  the  gases  before  releasing  them, 
more  useful  work  might  be  extracted  from 
them,  and  less  wpuld  go  to  waste,  but  for 
various  reasons,  it  is  expedient  to  release 
the  charge  at  a  comparatively  high  pressure, 
and  hence  the  loud  and  forcible  discharge 
from  an  open  exhaust  port,  is  an  inevitable 
accompaniment  of  the  small  high  speed 
motor  such  as  is  applied  to  motorcycle  con- 
struction. 

Considering  the  state  of  the  gases  them- 
selves, it  is  known  that  their  "condition  de- 
pends upon  the  relative  temperature,  pres- 
sure and  volume.  Or,  in  other  words,  lower 
the  temperature  and  the  pressure  will  be 
lowered,  and  lower  the  temperature  at  the 
same  time  increasing  the  volume,  and  the 
pressure  will  be  lowered  to  a  still  greater 
extent.  This  is  a  rough  derivation  of  the 
fundamental  laws  of  heat.  If  then,  the 
gases  from  an  engine  be  allowed  to  expand 
and  cool  at  the  same  time,  they  will  be  rob- 
bed of  their  pressure  to  a  certain  extent, 
and  the  effect  as  far  as  the  world  outside  ' 
is  concerned,  will  be  the   same  as  though 


they  had  been  retained  in  the  cylinder  until 
they  had  attained  the  same  state.  Thus 
the  application  of  this  treatment  to  the 
exhaust  produces  a  silencing  effect,  which 
was  the  sole  intent  of  all  mufflers  for  many 
years. 

But,  on  the  other  hand,  by  directing  them 
through  a  suitable  passage  or  series  of  pas- 
sages, where  this  change  is  consummated, 
two  effects  are  noticeable.  Thus,  the  cool- 
ing and  expansion  tend  to  lower  the  pres- 
sure, and  the  powerful  rush  of  the  gases  at 
the  instant  of  release  set  up  a  series  of  cur- 
rents in  the  container,  or  muffler,  thereby 
producing  a  sort  of  suction  behind  them 
owing  to  their  momentum,  during  the  latter 
part  of  the  stroke  when  the  pressure  within 
the  cylinder  has  fallen  considerably,  thus 
tending  to  "drag"  out  the  remaining  volume 
of  the  exhaust  by  the  natural  tendency  to- 
ward equalization  of  pressure.  In  addition 
to  this,  the  reduction  in  pressure  due  to 
the  change  in  condition  of  the  gas  in  the 
muffler,  results,  if  carried  far  enough,  in 
the  formation  of  a  partial  vacuum  in  the 
exhaust  pipe,  thus  increasing  the  "drag"  on 
the  cylinder  contents  and  helping  to  perfect 
the  exhaust  process.  Thus  both  tendencies, 
work  to  the  same  end  in  getting  out  of  the 
cylinder  a  larger  proportion  of  the  gases 
contained  in  it  at  the  time  of  release  than 
otherwise  would  be  possible. 

All  this  is  seemingly  very  complicated, 
and  were  it  stated  as  bald  theory  without 
other  substantiation,  might  pass  as  non- 
sense. But  within  a  year  or  two,  tests 
carried  on  by  many  experts  have  developed 
beyond  a  doubt  the  fact  that  proper  muf- 
fling, instead  of  diminishing,  actually  in- 
creases the  power  of  the  motor.  It  is  true 
that  the  mufflers  fitted  to  many  motor- 
cycles, are  not  efficient  in  the  sense  of  in- 
creasing the  power,  and  of  those  in  actual 
use,  the  greater  majority,  through  becom- 
ing foul  and  clogged  with  soot  and  mud, 
are  even  a  load  upon  the  motor,  yet  this 
state  is  not  a  necessity,  nor  does  its  exist- 
ance  indicate  that  the  muffler  is  a  draw- 
back upon  the  action  of  the  machine. 

The  conditions  which  make  for  the  great- 
est efficiency  in  the  muffler  are,  ample  room 
for  expansion,  freedom  from  an  excessive 
number  of  sharp  bends  or  small  passages 
which  are  likely  to  clog  or  hinder  the  pas- 
sage of  the  gases  to  the  outlet,  and  ample 
cooling  surface.  In  addition  to  this,  it  is 
essential  that  the  organ  be  kept  clean  and 
free  from  stoppages  of  any  sort,  and  that 
accumulations  of  mud  upon  the  outside,  or 
the  presence  of  any  other  parts  which  might 
shelter  it  from  draughts  or  prevent  the 
radiation  of  its  heat,  be  avoided  as  far  as 
possible.  These  are  particularly  to,  be 
guarded  against  on  the  motorcycle  where 
the  muffler  is  of  necessity  exposed  to  flying 
mud  and  dirt  at  all  times.  Granted  the  ful- 
fillment of  these  conditions,  and  the  effect 
of  the  muffler  cannot  be  otherwise  than 
beneficial  as  causing  an  increase  in  power, 
which  even  though  slight,  still  serves  a  use- 
ful purpose  in  the  life  of  the  machine, 


FOGLER  BACK  FROM  SALT  LAKE 


Returns   Unaccompanied,   but   Not   Empty- 


handed  by  any  Means. 


l\ 


Joseph  Fogler,  of  Brooklyn,  part  winner 
of  last  year's  six  day  race,  breezed  into  the 
Bicycling  World  office  Wednesday,  having 
just  returned  from  a  sojourn  among  be- 
lievers in  plural  marriage  at  Salt  Lake  City. 
He  came  alone,  however.  Fogler  appeared 
well  in  mind  and  body,  and  carried  a 
healthy  coat  of  mountain  tan.  He  was  dec- 
orated with  several  large  diamonds,  ar^ 
explained  that  his  racing  season  in  Salt 
Lake  had  not  resulted  in  pecuniary  loss.  , 

"Yes,  I  made  a  little  money,"  he  said, 
"and  I  only  came  back  because  I  was  afraiU 
of  getting  sick.  The  cold,  wet  season  is 
beginning  in  Salt  Lake  now  and  to  one  not 
used  to  the  climate,  typhoid  fever  is  the 
easiest  thing  in  the  world  to  contract.  I 
have  not  been  feeling  well  for  the  last  two 
or  three  weeks,  so  I  thought  I  had  better 
three  and  twenty  myself  home  and  see  the 
folks.  It  is  ten  to  one  that  I  would  have 
gotten  typhoid  if  I  had  stayed  in  Salt  Lake, 
being  unacclimated  to  a  certain  extent,  and 
that  would  have  kept  me  out  of  the  six  day 
race.  Walter  Bardget  is  moving  fast  and 
he  and  I  may  team  up  for  the  big  money. 

"There  is  no  doubt  but  that  a  person  can 
move  a  bicycle  along  fast  in  Salt  Lake. 
The  rarified  air  makes  one  feel  like  he  is 
riding  on  air,  so  it  is  not  surprising  that  so 
many  records  are  broken.  I  started  in 
riding  a  96-inch  gear,  but  soon  found  it  too 
low   and   changed   for    104. 

"If  P.  T.  Powers,  C.  B.  Bloemke  and 
Floyd  McFarland  come  to  terms  New 
Yorkers  will  certainly  see  some  good  rac- 
ing. "Mac"  wants  to  bring  on  a  bunch  of 
ten  riders  who  are  willing  to  sign  up  and 
if  Powers  will  open  up  the  Garden  and  give 
him  a  chance  to  manage  the  six  day  race 
he  will  come  on.  The  plan  is  to  hold  sprint 
races  here  and  at  Vailsburg  this  fall.  "Mac" 
will  stay  here  and  ride  in  the  six  day  race 
and  will  bring  over,  the  leading  sprinters 
from  Europe  and  Australia  next  summer. 
I  know  a  man  willing  to  finance  a  track 
in  Brooklyn,  and  with  tracks  open  in  Ne* 
York  City,  Newark,  Brooklyn  and  Bostoji 
there  would  be  a  good  circuit.  There  Js 
also  a  plan  to  build  an  indoor  track  in  Salt 
Lake  this  winter,  but  that  has  not  beeh 
decided  yet."  ; 


Double  Event  at  Valley  Stream. 

The  Edgecombe  Wheelmen  of  New  York 
City,  will  hold  the  first  of  its  series  of  club 
championship  races  at  Valley  Stream,  L.  I., 
to-morrow,  September  2.  Otto  C.  Brandes 
will  be  the  lone  rider  on  scratch.  The  li- 
mile  handicap  race  of  the  Roy  Wheelmeri, 
which  was  on  the  calendar  for  September 
9th,  has  been  moved  forward  one  week  and 
also  will  be  held  at  Valley  Stream  to-mor- 
row.   Both  races  are  for  club  members  only. 


648  THE  BICYCLING  WORLD 


NATIONAL  BICYCLES 

Worthy  of  the  Nation 
they    Represent 

Are  you  ive//  acquainted  with  them  ? 

NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  flaintenance  oHheeterreHable 

Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OP  OTHER  MAKES 


THE   FISK   RUBBER  CO.,  Chicopee    Falls,   Mass. 


@;iCYGLING 

MDTORCTflSLE  RtVIEW 


Published  Every   Saturday   by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


Subscription,    Per   Annum   (Postage  Paid)   $2.00 

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Invariably    in    Advance. 

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subscriptions,  but  not  for  advertisements.  Checks. 
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THE  BICYCLING  WORLD  COMPANY. 


JSntered  as  second-class  matter  at  the  New  York 
N.   T.,   Post  Office,   September,   1900. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and  its  branches. 

;t?3'Change  of  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding  the   date   of   publication. 

SSTMembers  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York;  our  facilities  and 
information  will  be  at  their  command. 


To   Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 


New  York,  September   i,  1906. 

Warning  to  Subscribers. 

We  have  been  advised  that  an  individual 
who  calls  himself  Kennett  and  states  that 
he  is  the  authorized  representative  of  the 
Bicycling  World,  is  circulating  through  the 
New  England  States  soliciting  subscrip- 
tions. From  some  source  or  other  unknown 
to  us  he  has  obtained  information  which  en- 
ables him  to  swindle  old  subscribers  suc- 
cessfully. His  plart  is  to  seek  renewals  and 
he  offers  as  an  inducement  the  dating  of 
the  new  subscription  January  1st,  1907,  thus 
giving  fourteen  or  fifteen  months  for  the 
price  of  a  year's  subscription  where  the 
old  one  is  about  to  expire  and  the  knowl- 
edge he  has  of  the  latter  lends  color  to  his 
story.  He  is  provided  with  a  half  filled 
blank  sales  book  of  the  kind  to  be  had  at 
any  stationer's  and  talks  familiarly  of  the 
officers  of  this  company.  Payment  is  re- 
quested in  the  shape  of  a  check  to  the  order 
of  the  "Bicycling  World,  Kennet,  Represen- 
tative," for  the  reason  that  otherwise  the 
alleged  solicitor  will  not  get  his  commis- 
sion. He  was  last  heard  from  at  Westboro, 
Mass.,  where  he  worked  his  game  success- 
fully and  is  described  as  a  man  of  slight 
build,    medium    height,    florid    complexion. 


THE  BICYCLING  WORLD 

light  hair,  somewhat  bald  in  front  and  shab- 
bily dressed.  No  such  individual  has  been 
authorized  to  solicit  subscriptions  for  the 
Bicycling  World  and  subscribers  are  ac- 
cordingly requested  to  be  on  their  guard 
against  anyone  who  comes  to  them  with  the 
above  or  a  similar  story,  regardless  of  the 
aliases  he  may  assume  or  the  apparent 
authority  he  displays.  We  will  be  pleased 
to  receive  further  information  of^his  move- 
ments  that  may  lead   to   his   arrest. 


Pleased   With   a   Rattle. 

It  is  a  matter  of  history  that  the  first  two 
articles  ever  made  of  aluminum  were  a 
medal  for  a  king,  and  a  rattle  for  a  baby 
prince,  his  son.  And  it  is  needless  to  specu- 
late as  to  which  of  them  was  the  better 
pleased  with  his  new  toy,  the  father  or  the 
son.  Suffice  it  only  to  say  that  neither  tired 
of  his  novel  possession  so  long  as  it  was 
new.  Perhaps  it  is  not  a  matter  of  insult 
to  the  human  race  to  say  that  in  common 
with  kings  and  princes,  men  in  general  are 
better  pleased  with  brand  new  things,  or 
with  old  things  which  are  new  to  them, 
than  with  those  to  which  habit  and  custom 
have  made  them  too  well  acquainted. 
However  that  may  be,  tickle  a  man  with  a 
new  idea,  and  he  will  laugh  every  time,  and 
keep  it  hot  until  he  can  pass  it  on  to  the 
next  one. 

Here  is  an  idea  for  bicycle  club  officials 
to  keep  in  mind.  It  is  novelty  that  pleases 
most.  Pleasing  the  members  means  keep- 
ing them  together.  Keeping  them  together 
means  strengthening  the  hold  of  the  club 
upon  them,  and  that,  in  turn,  implies  that 
their  unity  will  attract  to  their  standard 
other  members,  who  in  their  way,  will  help 
to  continue  the  amalgamation.  Novelty  in 
racing,  however,  need  not  mean  "stunty" 
races  which  cater  to  a  whim  of  the  strong- 
est headed  man  in  the  club,  nor  in  road 
riding,  needs  it  imply  feats  of  endurance  or 
skill  which  will  tax  the  patience  and  faith 
of  the  best  rider  almost  to  the  limit.  Nov- 
elty may  become  too  radical,  in  other  words. 
But  novel  schemes  worked  out  on  a  sensible 
basis,  with  plenty  of  good  riding  and  keen 
sport  in  the  objective,  this  sort  of  novelty 
makes  for  club  activity  and  club  strength. 


Racing  as   a   Drawing  Card. 

That  inimicable  patron  of  the  idle  public, 
P.  T.  Barnum,  taught  to  a  long  following 
of  promoters  a  gospel  never  taught  before, 
and  one  worth  learning.  His  method, 
which   was   of   unquestionable   success,   was 


649 

to  offer  the  people  something  they  thought 
they  wanted  to  see.  And,  of  course,  after 
he  had  secured  the  attraction,  he  was  not 
.slow  to  get  about  spreading  the  tidings. 

The  plaint  that  bicycle  racing  has  no 
longer  the  power  of  drawing  the  crowd,  is 
all  wrong.  It  has  the  power  in  latent  form, 
as  is  shown  by  the  continued  prosperity  of 
the  six-day  race  at  Madison  Square  Garden 
from  year  to  year,  as  is  shown  by  the  re- 
sults attained  during  the  season  at  Salt 
Lake  City  this  year,  as  shown  by  the  reports 
of  attendances  varying  from  ten  to  forty 
thousand  persons  at  the  European  attrac- 
tions on  a  recent  Sunday.  More  than  one 
hundred  thousand  people  watching  cycle 
races  at  the  same  time  and  on  the  same  day! 
Can  it  be  true  that  cycle  racing  has  no 
further   power   of   attracting  the  masses? 

Last  Sunday,  the  Vailsburg  track  en- 
closed its  largest  crowd  of  the  season.  More 
than  double  the  record  for  the  year,  was 
counted  up  in  gate  receipts.  And  in  the 
explanation  of  this  sudden  increase  after  a 
temporary  suspension  of  business  for  lack 
of  patronage  to  a  certain  degree  at  least,  is 
to  be  found  the  basis  for  the  assertion.  The 
Vailsburg  management  first  made  up  a  good 
card  with  plenty  of  wood-type  attractions, 
and  then  it  issued  a  regulation  circus  bill- 
poster, with  picture  and  all,  which,  despite 
its  reckless  waste  of  ink,  worked  the  re- 
quired magic.  Out  in  Salt  Lake  City,  they 
have  been  advertising  all  summer  long,  not 
races,  but  attractions,  not  performers,  but 
stars.  They  have  scheduled  a  good  pro- 
gram each  day,  and  then  spread  the  news. 
And  the  result  has  been  an  average  of 
thousand-dollar  gates  twice  a  week,  and 
every  week. 

The  astute  managers  of  the  great  metro- 
politan theatres,  who  can  give  most  every- 
body cards  and  spades  on  advertising,  play 
their  stars  for  trumps,  with  honors  to  the 
show.  The  fact  that  there  is  a  performance 
every  night,  is  confined  to  pretty  small  type, 
for  if  the  people  know  what  they  want  to 
see,  they  can  be  trusted  to  find  out  when  it 
comes  off.  In  the  same  way,  bicycle  racing 
for  the  continuance  of  its  existence  and  for 
its  increase,  needs  to  be  run  on  a  similar 
principal.  Gather  in  the  stars,  match  them 
in  a  way  that  will  force  them  to  work,  and 
work  hard,  and  the  people  will  come — il 
they  knew.  And  they  will  know,  if  they 
are  told  properly.  A  great  deal  depends 
upon  the  advertising,  to  be  sure,  perhaps 
-more  than  would  seem  possible,  but  after 
all,  the  show's  the  thing. 


650 


THE  BICYCXING  WORLD 


THE  OTHER  FELLOW'S  WOES 


MWays  of  Interest  to  the  Novice  and  Help 
Solve  His  Own  Riddles. 


Why  the  motor  refuses  to  "mote,"  or 
why  it  heats  too  much,  or  any  other  of 
a  hundred  whys,  are  always  absorbingly 
interesting  to  the  novice,  no  matter  how 
frequently  they  appear.  Seldom  is  it  that 
the  chronicler  of  his  own  woes  fails  to  hit 
upon  the  difficulty  which  has  caused  the 
heart  break  of  another  somewhere  or  other, 
and  too,  seldom  is  it  that  the  method  he 
employed  successfully  in  extricating  him- 
self from  his  own  predicament,  will  fail  to 
apply  in  some  other  similar  case. 

A  frequent  source  of  overheating  is  trace- 
able to  the  fitting  of  a  new  exhaust  valve, 
the  spindle  of  which  is  somewhat  shorter 
than  the  one  it  replaces,  says  an  exchange, 
taking  up  the  list  where  someone' else  left 
off.  This  gives  too  great  a  clearance  be- 
tween the  valve  tappet  and  the  spindle, 
with  the  result  that  the  valve  opens  later 
and  closes  earlier,  thus  retaining  a  con- 
siderably greater  proportion  of  the  products 
of  combustion,  and  loss  of  power  and  over- 
heating are  the  consequences.  The  clear- 
ance between  the  tappet  and  valve  spindle 
should  be  at  least  one  millimetre,  or,  in 
English  measurement,  one  twenty-fifth  of 
an  inch.  This  is  quite  sufficient  to  allow 
for  the  spindle  elongation  when  hot,  and 
at  the  same  time  permits  as  effective  an 
exhaust  as  possible  with  the  present  design 
of  engine. 

If  too  great  a  clearance  exists  between 
the  tappet  and  valve  spindle,  it  can  easily 
be  remedied  by  making  a  cap  to  fit  the  tap- 
pet. Cut  from  a  piece  of  sheet  steel  of 
suitable  thickness  a  disc  slightly  larger  than 
the  tappet  diameter.  The  edges  of  this 
can  be  turned  over  to  fit  the  end  of  tappet. 
This  is  easily  done  by  taking  a  punch  or 
piece  of  hardened  steel  of  similar  diameter 
to  the  tappet,  and  clamping  it  in  a  vise.  The 
edges  of  the  disc  can  then  be  hammered 
over.  This  cap  is  then  placed  over  the  end 
of  tappet.  The  improvement  in  running 
and  power  will  be  immediately  apparent. 

Loss  of  power  is  often  traceable  to  a 
weak  accumulator.  Testing  the  spark  by 
detaching  the  plug  or  the  high-tension  ter- 
minal, and  sparking  it  to  earth,  meanwhile 
"twiddling"  the  contact  blade,  only  serves 
to  mislead,  as  the  results  under  compression 
are  very  different  from  those  attained  in 
the  open  air.  The  remedy  is  to  put  in  a 
freshly-charged  accumulator,  but  if  this  is 
not  possible  at  the  moment  adjust  the 
contact  screw  a  little  closer  and  also  the 
sparking  plug  points. 

If  tli£  accumulator  has  been  attached  to 
its  wire  terminals  in  the  accumulator  case 
for  a  few  weeks,  the  positive  terminal  will 
very  often  get  corroded  and  firmly  fixed 
in  its  position  so  that  it  is  impossible  to 
remove  it  by  hand  and  release  the  terminal. 
A  tip  for  removing  a  corroded  terminal — 


and  it  acts  like  magic — is  to  heat  to  a  red 
heat  a  piece  of  iron  (the  end  of  the  kitchen 
poker  will  do),  and  hold  the  hot  end  against 
the  corroded  terminal;  or  a  pair  of  hot 
pliers  will  do  as  well,  but  mind  you  do  not 
burn  your  fingers.  When  well  warmed,  the 
terminal  nut  will  unscrew  quite  easily.  The 
screw  terminal  should  then  be  thoroughly 
cleaned  and  some  ordinary  paraffin  candle 
wax  run  round  it.  The  nut  and  screw  ter- 
minal should  be  vaselined;  it  will  prevent  it 
corroding  again,  or,  if  it  does  corrode,  ren- 
der removal  easy.  Of  course,  the  rider 
should  be  careful  when  practising  this  tip, 
not  to  let  the  red-hot  iron  come  in  contact 
with  the  celluloid  case  of  the  accumulator. 
To  avoid  risk  of  accident,  it  is  far  better 
to  cut  the  wire  through  where  it  is  joined 
to  the  terminal,  so  as  to  take  the  accumu- 
lator from  the  machine,  and  then  proceed 
as  above,  to  detach  the  corroded  fastening 
nut.  Afterwards  make  a  fresh  loop  in  the 
wire  or  attach  a  fresh  terminal  end. 

Don't  test  the  circuit  by  continually 
"twiddling"  the  contact  blade;  it  short-cir- 
cuits the  accumulator.  The  resistance  in 
the  primary  windings  of  modern  coils  is 
very  low,  and  during  the  slow  contact  made 
by  hand  the  ammeter,  where  the  coil  is  a 
plain  one,  if  put  in  circuit,  will  show  a  very 
high  amperage  momentarily  flowing.  It  is 
bad  for  the  accumulator,  and  may  damage 
the  coil  by  overheating  the  primary  wind- 
ing, thus  breaking  down  the  insulation. 
Likewise  with  a  trembler  coil  it  is  bad  to 
make  contact  for  too  long  a  period.  Even 
some  of  the  best  trembler  coils  on  a  short 
circuit  take  anything  ranging  from  two  to 
four  amperes,  according  to  the  adjustment, 
though  a  good  working  spark  can  generally 
be  obtained  with  two  amperes.  To  let 
even  two  amperes  flow  for  any  period  might 
overheat  the  primary  winding  and  damage 
the  coil.  It  may  be  noted  that  with  a  plain 
coil  and  make  and  break  contact  a  good 
working  spark  is  obtained  with  much  less 
flow  of  current;  in  fact,  for  economy  and 
speed  the  make  and  break  and  plain  coil 
are  preferable,  while  for  ease  of  starting 
a  wipe  contact  and  trembler  coil  have  the 
advantage. 

Another  source  of  overheating  is  trace- 
able to  the  carburetter.  A  perfectly  well- 
behaved  carburetter,  when  the  machine  is 
at  a  standstill,  with  no  trace  of  overflowing, 
will  often  continually  flood  when  the  ma- 
chine is  in  motion  over  a  rough  road.  Given 
a  smooth  road,  the  engine  will  run  per- 
fectly. When  examined,  no  fault  will  be 
apparent,  because  the  flooding  immediately 
ceases.  Examine  the  spray  jet,  and  if 
correct,  grind  in  the  needle  valve  of  float 
chamber  with  crocus  powder,  not  emery; 
also   carefully   examine   the   float. 


FIXTURES 


Sept.  3 — Muskegon,  Mich. — Muskegon 
Motorcycle  Club's  race  meet. 

September  3 — Dongan  Hills,  S.  I.,  N.  Y. 
— Five-mile  motorcycle  race;  open. 

September  3 — Boston,  Mass. — Track  meet 
at  Revere  Beach. 

September  3 — Newark,  N.  J. — Track  meet 
at  Vailsburg. 

Sept.  3 — Denver.  Col. — Denver  Motor- 
cycle Club's  twenty-five  mile  motorcycle 
road  race;  open. 

Sept.  3 — Wheeling,  W.  Va. — Bicycle  and 
motorcycle  race  meet  at  State  fair  grounds. 

Sept.  3 — Chicago,  111. — Century  Road 
Club  Association's  annual  100-mile  road 
race;  open. 

Sept.  3 — Atlantic  City,  N.  J. — Atlantic 
Wheelmen's  10-mile  handicap  road  race; 
open. 

Sept.  3 — Chicago,  111. — Chicago  Motor- 
cycle Club's  292-mile  endurance  contest; 
open. 

September  8— Dongan  Hills,  S.  I.,  N.  Y. 
— Ten-mile  motorcycle  race;  open. 

September  9 — Brooklyn,  N.  Y.- — Century 
Road  Club  Association's  annual  record  cen- 
tury run;  open. 

Sept.  9— Valley  Stream,  L.  I.— Roy  Wheel- 
men's fifteen-mile  handicap  road  race; 
closed. 

Sept.  16 — Brooklyn,  N.  Y. — Century  Road 
Club  of  Ame.rica's  one  hundred  mile  rec- 
ord run. 

Sept.  22 — Providence,  R.  I. — Providence 
Motorcycle  Club's  race  meet;  open. 

Sept.  23 — Valley  Stream,  L.  I. — Century 
Road  Club  Association's  twenty-five  mile 
handicap  road  race;  open. 

Sept.  30— Valley  Stream,  L.  I.— Roy 
Wheelmen's  Inter-State  cycling  Derby  for 
twenty-five  mile  road  championship  Eastern 
States;  open. 

"He  wore  a  leather  suit  of  clothes.  He 
wore  a  leather  head-dress,  and  his  coun- 
tenance was  protected  by  a  leather  veil 
furnished  with  windows.  He  was  vibrat- 
ing like  a  tuning  fork,  and  the  tail  of  his 
leather  coat  was  fluttering  boisterously  in 
the  wind,  which  gave  him  a  very  tumultuous 
appearance. 

"His  flying  tires  licked  up  the  dust  of 
the  road  with  a  hiss,  and  scattered  dust 
behind  him.  His  motor  coughed  nefari- 
ously, and  set  forth  upon  the  air  certain 
diabolical  fumes  such  as  Dante  must  have 
sampled  during  his  tour  through  the  re- 
gions of  Woe  Eternal." — Ex. 


A  Motor  Cyclist. 

"I  was  in  the  smooth,  swift  flight  of  a 
free-wheel  jaunt  down  a  long  incline  be- 
tween Newbridge  and  Kildare,  when  a 
fellow-man  streaked  past  me  on  a  motor- 
cycle. 


When  the  motor  seems  to  be  missing  do 
not  cut  out  the  muffler  to  investigate.  In- 
stead, throttle  down  slightly  and  advance 
the  spark  until  the  piston  begins  to  knock, 
when  the  actual  state  of  affairs  can  readily 
be  determined. 


THE  BICYCLING  WORLD 


651 


RECORD  CROWD  AT  VAILSBURG 


Management   Tries   a   Little   Publicity   and 
Result  is  Instructive. 


Since  the  management  of  the  Vailsburg 
board  track  discovered  on  Sunday  last, 
25th  inst.,  that  liberal  advertising  and  fea- 
turing stars  is  sufficient  to  bring  out  a  rec- 
ord-breaking crowd,  there  should  never 
again  issue  that  plaintive  and  inexcusable 
cry,  "Bicycle  racing  doesn't  pay  any  more." 
At  last  Sunday's  meet,  for  the  first  time  this 
year,  nearly  every  seat  in  the  grandstand, 
the  boxes  and  the  bleachers  was  taken  and 
this  despite  the  fact  that  there  was  a  double 
header  baseball  game  on  at  the  local  dia- 
mond and  the  clouds  threatened  a  down- 
pour every  minute.  The  reason  such  a 
crowd — numbering  about  4,000 — came  out  is 
easy  to  explain.  The  management  had  is- 
sued some  new  posters,  printed  in  colors 
and  with  pictures,  featuring  a  certain  race. 
That  was  all,  but  it  was  sufficient  to  at- 
tract the  largest  crowd  of  the  season. 

The  feature  race  of  an  interesting  pro- 
gram was  the  least  uninteresting  event  of 
the  afternoon  and  to  paraphrase  a  simile, 
the  "riders  were  willing  but  the  motors  were 
weak."  The  intended  feature  was  to  have 
been  a  IS-mile  motorpaced  race  between 
Johnny  King  and  Joe  Nelson,  the  latter  who 
has  just  re-entered  the  game  after  several 
years'  retirement,  but  after  several  disap- 
pointments with  the  motors,  and  after  one 
heat  had  been  run,  the  race  had  to  be  called 
off  on  account  of  a  wet  track. 

After  many  trials  and  experiments  with 
the  pacing  machines,  the  men  finally  started 
the  first  five-mile  heat.  It  was  from  a  flying 
start  and  Bob  Hunter  was  in  front  for  King 
and  Harry  Belden  rode  the  machine  for 
Nelson.  Neither  motor  was  equipped  with 
rollers,  which  made  the  going  extra  haz- 
ardous. Nelson  made  a  quick  getaway  and 
led  at  the  ending  of  the  first  lap,  but  soon 
after  his  pacing  machine  developed  a  bad 
case  of  balkitis  and  King  came  to  the  front 
for  a  lead  of  two  laps.  Nelson  passed  King 
in  the  mile  lap,  but  in  the  next  King  came 
to  the  front  again  and  was  never-  headed, 
lapping  Nelson  in  the  third  mile  and  ulti- 
mately winning  out  by  lj4  laps.  It  was  not 
Nelson's  fault  that  he  was  beaten.  The  fault 
was  divided  between  his  machine  and  his 
pacemaker.  If  Belden  ever  had  any  license 
to  ride  a  pacing  machine  with  a  man  behind 
he  certainly  did  not  show  it  Sunday.  First 
he  would  slow  down'  to  six  miles  an  hour 
then  suddenly  throw  the  throttle  open  wide, 
repeating  the  operation  every  little  while. 
The  result  was  that  Nelson  had  to  "bat  his 
head  off"  one  minute  to  hang  onto  the  ma- 
chine and  the  next  minute  back  pedal  to 
keep  from  running  past  it.  It  was  a  won- 
der the  plucky  little  rider  was  not  "killed" 
off  much  sooner.  In  striking  contrast.  Hun- 
ter guided  King's  machine  at  an  even  gait 
all  the  while.  The  second  heat  was  started 
soon   after   the   first,   but   it   began   to   rain 


just  as  Belden's  miniature  locomotive  began 
to  cough  despairingly,  so  the  referee 
thought  it  best  to  call  the  race  off.  The 
official  announcement  was  that  someone 
had  tampered  with  Belden's  machine,  and 
that  he  had  found  stones  and  bits  of  iron 
in  the  engine  base.  An  "attempt"  will  be 
made  to  discover  the  offenders.  Something 
must  have  been  the  matter  for  Belden's 
machine  ran  like  it  had  a  lost  hope  in  its 
lungs.  Excepting  this  disagreeable  feature, 
the  races  were  good,  although  the  weather 
threatened  a  postponement  several  times. 
The  "fans"  in  the  bleachers  were  of  the 
dyed-in-the-wool  sort  that  water  does  not 
fade,  and  they  sat  out  the  several  showers 
while  the  elite  in  the  boxes  scampered  for 
shelter. 

The  first  race  was  the  always-interesting 
half-mile  novice  and  it  was  won  easily  by 
Frank  Lane,  of  the  Edgecombe  Wheelmen. 
If  the  Bicycling  World  man  is  not  mistaken 
Lane  won  a  novice  at  Madison  Square  Gar- 
den, on  the  night  of  September  11,  last 
year.  William  Hier,  of  Newark,  finished 
second  and  Courtney  Peer,  of  Springfield, 
was  third.  Several  other  riders  who  have 
gotten  novice  medals  under  one  name  or 
another  were  noticed  in  the  heats.  "Ring- 
ing in"  is  becoming  a  habit  at  Vailsbeurg 
lately. 

One  amusing  thing  happened  in  the  final 
heat  of  the  quarter-mile  amateur  from  a  fly- 
ing start.  The  negro,  Spain,  determined  to 
get  in  on  the  money  so  he  hung  onto  Mock's 
rear  wheel,  or  at  least  he  tried  to  for  ten 
yards,  but  Mock's  stride  was  just  a  trifle  too 
fast  for  the  work-shirker.  The  finish  be- 
tween Cameron  and  Sherwood  was  excit- 
ing. Magin  let  Cameron  down  on  the  pole 
and  the  armory  expert  held  this  position 
and  led  into  the  stretch,  with  Sherwood 
coming  up  on  the  outside.  The  battle  down 
the  stretch  between  the  clubmates  was  a 
good  one,  Sherwood  winning  out  by  a 
half  wheel.  "Hardluck"- Wilcox  broke  his 
hoodoo  and  got  third  from  Martin  Kess- 
ler,  of  the  Tiger  team,  by  inches.  The  time 
was  0:29^. 

Just  after  this  it  began  to  rain  and  al- 
though the  band  played  "Wait  'Till  the 
Sun  Shines  Nellie,"  "After  the  Clouds  Roll 
By,"  and  other  airs  of  a  conciliatory  sort 
Jupiter  Pluvius  would  not  let  the  races  be 
resumed  until  4:15  o'clock.  A  part  of  the 
crowd  started  for  the  box  office  and  rain 
checks  but  most  of  them  came  back  when 
the  clouds  broke. 

Instead  of  the  carded  two-mile  profes- 
sional handicap  a  two-mile  lap  race  was 
substituted  and  it  proved  easy  money  for 
the  John  Bedell-Rupprecht  combination. 
"Hen"  Appleton  gave  his  famous  "all  out" 
sprint  on  the  first  lap  and  actually  got  a 
dollar.  John  Bedell  came  to  the  front  in 
the  second  lap  and  instead  of  remaining 
there  went  out  and  as  the  riders  crossed 
the  tape  for  the  third  time  Bedell  had 
gained  a  lead  of  several  yards.  He  in- 
creased his  advantage  to  40  yards  at  the 
first   mile   and   was    still   leading   by   a   big 


margin  at  the  fifth  lap  but  seemed  to  be 
tiring  fast.  Then  Rupprecht  went  out, 
caught  Bedell  and  paced  him  for  a  couple 
of  laps.  Rupprecht  and  Bedell  entered  the 
home  stretch  all  alone  with  Schlee  in  be- 
hind, separated  from  the  rest  of  the  bunch. 
Bedell  came  by  on  the  outside  and  crossed 
the  tape  half  a  length  in  front  of  Rupprecht. 
Schlee  got  third  and  "Herr"  Krebs  fourth. 

The  five-mile  amateur  handicap  was  run 
in  one  heat  and  Sherwood  of  the  New  York 
A.  C.  and  McDonald  of  the  Tigers  were  on 
scratch  with  George  Cameron  nearest  on 
IS  yards.  At  the  first  mile  the  field  had 
separated  into  three  divisions.  Otto  Bran- 
des,  Arthur  Wilcox,  Emil  Koster,  N. 
Wickstrom,  R.  Sheridan  and  several  others 
being  in  the  first  division.  At  two  miles 
the  low  markers  had  caught  the  second 
bunch  but  by  judiciously  exchanging  pace 
the  long  markers  had  increased  their  lead. 
Brandes  led  at  three  miles  and  at  this  dis- 
tance Sherwood  was  put  out  of  the  running 
by  an  exploding  tire.  Up  to  this  time  Mc- 
Donald and  Sherwood  had  done  most  of 
the  work  for  the  bunch.  Magin  took  a  flier 
with  Cameron  on,  but  the  distance  was  too 
great  for  them  to  catch  up  to  the  leading 
bunch.  At  the  bell  lap  Brandes  went  out 
and  finished  2j4  lengths  in  front  of  Wilcox. 
It  was  a  good  race  for  the  long  markers  and 
Brandes  and  Wilcox  deserved  all  they  got. 

Thirteen  "pros"  started  in  the  miss  and 
out  race  and  Halligan  was  the  first  to  be 
counted  out.  Canfield  was  the  next  to  go 
down  and  Hill  also  quit  by  mistake.  Apple- 
ton  was  the  last  man  across  the  tape  on  the 
third  lap  and  the  next  saw  the  finish  of 
Judge.  Triebal  was  called  from  the  track 
on  the  fifth  lap  and  John  Peters  quit  for  the 
same  reason  that  Hill  dropped  out — be- 
cause some  of  the  older  cash  chasers  told 
him  to.  Hill  and  Peters  will  know  better 
next  time.  Dupuis  was  counted  out  in  the 
next  lap  and  then  came  Davenport.  Krebs 
was  then  called  but  he  failed  to  heed  the 
call  and  finished  the  last  lap  with  Bedell, 
Rupprecht  and  Schlee.  Bedell  won  by  a 
length  from  Rupprecht  with  Krebs  next. 
Krebs  characteristically  raised  a  rumpus  be- 
cause he  was  not  given  third  money,  but 
as  he  was  called  from  the  track  and  had  no 
business  to  finish  with  the  others,  the  argu- 
ment was  entirely  one-sided. 

One  of  the  spectators  was  Dave  Mackay, 
who  broke  his  collarbone  in  a  fall  the  pre- 
vious Sunday.  Mackay  tried  to  take  an 
interest  in  the  proceedings,  but  his  interest 
was  naturally  a  bit  forced.  Following  are 
the  summaries; 

Half-mile  novice — Final  heat  won  by 
Frank  Lane,  Edgecombe  Wheelmen;  sec- 
ond, W.  Hier,  Newark;  third,  Courtney 
Peer,  Springfield.     Time,  l:llj^. 

Quarter-mile  open,  amateur  (flying  start) 
— Final  heat  won  by  Charles  Sherwood, 
New  York  A.  C;  second,  George  Cameron, 
New  York  A.  C;  third,  A.  R.  Wilcox,  Na- 
tional A.  C;  fourth,  Martin  Kessler,  Tiger 
Wheelmen.     Time,  0:29j^. 

Five    mile    handicap,    amateur — Won    by 


I 


652 


THE  BICYCLING  WORLD 


Otto  C.  Brandes,  Edgecombe  Wheelmen 
(260  yards) ;  second,  A.  R.  Wilcox,  National 
A.  C.  (300  yards) ;  third,  N.  Wickstrom  (280 
yards);  fourth,  Richard  Sheridan  f320 
yards).    Time,  11:38. 

Two  mile  lap,  professional — Won  by  John 
Bedell;  second,  Edward  Rupprecht;  third, 
Charles  Schlee;  fourth,  Floyd  Krebs.  Time, 
4:27^.  Laps— Bedell  (4),  Rupprecht  (2), 
Appleton  (1). 

Miss-and-out,  professional — Won  by  John 
Bedell;  second,  Edward  Rupprecht;  third, 
Charles  Schlee;  fourth,  Floyd  Krebs.  Time, 
5:23.     Distance,  2J4   miles. 

Five  mile  motorpaced  match,  professional 
— First  heat  won  by  John  King;  second,  Joe 
Nelson.  Time,  10:24.  Second  heat  called 
off  on  account  of  rain. 


WALTHOUR  REJUVENATED 


Gets  His  Stride  Again  Suddenly  and  Makes 
Some  New  World's  Records. 


That   Gold   Cork   Again. 

The  new  Brooklyn  bicycling  organiza- 
tion, the  Prospect  Park  Cork  Pullers, 
held  their  weekly  'cork  puling"  race  on  Sun- 
day last,  26th  inst.,  the  course  being  down 
the  Fort  Hamilton  road  to  Bath  Beach,  to 
Twenty-second  avenue  to  the  Coney  Island 
cycle  path  and  thence  to  the  bridge  over 
the  creek,  a  distance  of  11  miles.  Nine 
aspirants  for  the  gold  cork  started,  the  line 
up  being:  Lou  Wentz,  Herman  Lind,  J.  H. 
Bennett,  Carl  Erricson,  Frank  Fisher, 
"Carry"  Hoppe,  Peters,  Charley  Reynolds 
and  Sam  Barnett,  not  counting  several  out- 
siders who  wanted  to  be  in  at  the  finish. 
All  but  five  riders  had  their  "cork  pulled" 
before  Bath  Beach  was  sighted  and  the 
sprint  for  the  gold  cork  started  a  half-mile 
from  the  goal.  Weintz  made  a  steal  and 
gained  twenty-five  yards  before  Fisher 
pulled  him  down,  with  Lind  hanging  on. 
Fisher  won  out  by  a  foot.  The  percentage 
now  stands:  Franklyn  Fisher,  7  weeks;  Ar- 
thur Demarest,  2  weeks,  and  Carl  Erricson, 
1  week.  Owen  J.  Devine,  Harry  Bennett, 
H.  F.  Cranston  and  Gus  Perden  added  their 
names  to  the  roll  last  week.  Devine  joined 
because  he  thought  "Sir"  Walter  Raleigh 
might  feel  lonesome  without  someone  to 
assist  him  in  expounding  Chesterfieldian 
etiquette.  The  others  are  fast  floor  riders 
and  went  in  to  keep  an  eye  on  Military 
Champion   Weintz's   condition. 


Motorcycle   Races   at   Wheeling. 

In  connection  with  the  outing  to  be  held 
on  Labor  Day  at  the  State  fair  grounds,  at 
Wheeling,  W.  Va.,  under  the  auspices  of 
the  Ohio  Valley  Trades  &  Labor  Assembly, 
several  bicycle  and  motorcycle  events  will 
be  programed.  As  already  decided  there 
will  be  a  one  mile  open,  several  motorcycle 
events  being  arranged. 


On  Labor  Day,  Monday  next,  the  Atlan- 
tic Wheelmen  of  Atlantic  City,  N.  J.,  will 
hold  a  ten-mile  handicap  race,  open,  on 
the  new  automobile  boulevard.  The  riders 
will  go  out  two  and  one-half  miles  and 
return,  then  go  out  again  and  finish.  Quite 
an  attractive  list  of  prizes  has  been 
donated. 


.\ccording  to  advices  from  Paris,  Robert 
J.  Walthour  has  recovered  his  old-time  form 
and  at  the  Pare  des  Princes  track  in  Paris, 
Sunday,  19th  inst.,  the  American,  in  addi- 
tion to  winning  the  feature  event — an  hour 
paced  race — set  up  new  world's  records  for 
60,  70  and  80  kilometres  and  a  new  distance 
for  the  allotted  time.  Walthour's  figures 
are  records  for  a  paced  race  without  wind- 
shields, that  assistance  having  been  done 
away  with  in  competitive  events. 

The  one  hour  paced  race  was  the  feature 
of  the  meet,  and  the  starters  were  Wal- 
thour, paced  by  the  inimitable  Gus  Lawson; 
Bruni,  Dussot  and  Tommy  Hall.  Walthour 
picked  up  his  roller  first  and  at  10  kilo- 
meters was  leading  Bruni  by  one  lap  and 
Dussot  by  one  and  one-half.  Time,  7:A9yi. 
In  the  twelfth  kilometre  Dussot  passed 
Bruni  and  assumed  second  place.  At  20 
kilometres  Walthour  was  still  ahead,  lead- 
ing Dussot  by  two  laps,  Bruni  by  2  1-10 
laps  and  Hall  by  two  laps.  The  time  was 
14:59,  about  a  half-minute  slower  than  the 
record.  At  30  kilometres  the  Atlantan  had 
gained  another  lap  on  Dussot  and  was  lead- 
ing Bruni  by  Syi  laps  and  Hall  by  4  laps. 
Time,  22:11.  In  the  thirty-second  kilo- 
metre Hall  and  Bruni  both  had  tire  troubles 
and  at  40  kilometres  Hall  had  worked  up 
to  third  place,  Walthour  leading  Dussot 
by  4  laps.  Soon  after  re-entering  Hall  had 
trouble  with  his  machine  and  lost  several 
laps  so  that  at  SO  kilometres  he  had  drop- 
ped back  to  last  position.  At  this  time 
Walthour  was  leading  with  Dussot,  Bruni 
and  Hall  next  in  order.  Walthour's  time 
for  50  kilometres  was  36:12j^,  only  four- 
lifths  of  a  second  slower  than  the  record 
.'nade  by  Louis  Mettling  on  July  14th. 

After  this  Walthour  called  for  more  speed 
from  Lawson  and  got  it.  At  60  kilometres 
liis  time  was  43:164/^,  more  than  a  minute 
better  than  the  previous  record  held  by 
Darragon.  At  this  time  Bruni  was  second 
by  10  laps,  Dussot  third  by  11  and  Hall  fif- 
teen laps  behind.  Then  Hall  suddenly  dis- 
covered that  Lawson  had  infringed  the 
windshield  regulations  and  laughingly  pro- 
tested to  the  judges.  The  judges  found  that 
Walthour's  pacemaker  had  on  his  leather 
"knicks"  which  are  about  three  sizes  too 
large  for  him,  and  he  had  pulled  out  the 
sides  of  these  so  that  it  looked  like  Wal- 
thour's machine  was  equipped  with  wind- 
shields. This  created  fun  while  Hall  was 
protesting  (?). 

At  70  kilometres  Walthour  had  gained 
several  laps  on  the  others  and  Hall  had 
abandoned  the  contest.  Walthour's  time 
was  50:19,  against  Darragon's  51:51^.  The 
American  covered  80  kilometres  in  57:S1>^, 
another  world's  record.  Less  than  three 
minutes  later  the  pistol  announced  the  hour 
and  Walthour   was   found   to   have   covered 


51  miles  1,108  yards.  The  old  record  was 
held  by  Darragon  at  a  trifle  over  49  miles. 
At  the  same  meet  Guippone,  a  daring 
Italian  motorcyclist,  won  the  10  kilometre 
motorcycle  race,  beating  out  four  other 
riders.  His  time,  6:09^^,  is  at  the  rate  of 
almost  a  mile  a  minute.  He  rode  a  single 
cylinder  motorcycle  weighing  100  pounds. 


Motorcycles  Cavort  on  Beach. 

About  thirty-five  members  of  the  Los 
Angeles  Motorcycle  Club  rode  to  Long 
Beach,  Cal.,  on  August  20th,  to  hold  a  series 
of  races  on  the  tide-washed  strand.  A  stifif 
breeze  was  blowing  inshore,  so  no  time  was 
kept.  The  first  race  was  for  ordinary  road- 
geared  machines,  at  1^  miles,  and  was  won 
by  Kettle,  with  Swinnerton  and  Coyt  tied 
for  second  place.  C.  W.  Risden  was  dis- 
qualified for  using  a  high  gear.  In  the  lyi 
mile  race  for  tandems.  Kettle  scored  an- 
other victory  with  Frank  second  and  Soines 
third.  Risden  captured  the  "high  speed 
gear"  race  easily,  Phillips  running  second. 
There  were  14  starters  in  the  water  melon 
race,  at  three  miles.  Each  rider  had  to 
carry  a  15-pound  melon,  ride  to  the  turn, 
dismount  and  walk  around  the  officials;  re- 
mount and  carry  the  melon  to  the  finish. 
Several  stopped  to  taste  the  fruit  along 
the  course.  Risden  proved  the  best  "deliv- 
ery van"  and  beat  Kettle  to  the  tape.  While 
practicing  on  the  beach  in  the  morning, 
Fred  Bruner  and  Dick  Galloway  came  to- 
gether in  a  head-on  collision.  The  impact 
hurled  both  riders  in  the  air  and  they  fell 
heavily  on  the  hard-packed  beach.  Bru- 
ner was  painfully  injured  about  the  chest 
and  Galloway  sprained  both  wrists  and 
an  ankle. 


Old   Team   Reorganizes. 

The  Navarre  Team,  with  headquarters  at 
325  West  Thirty-ninth  street,  New  York 
City,  reorganized  on  Wednesday  of  last 
week.  The  election  of  new  officers  was 
quite  spirited  and  resulted  in  the  election 
of  the  following:  President,  George  Henn; 
secretary,  Fred  Smith;  treasurer,  Ed. 
Meyer;  captain,  John  Ferari;  chairman,  Dan 
Simmons;  pacemaker,  Wallie  Baird;  ser- 
geant-at-arms.    Hardy  Jackson. 


Chicago  Century  on  Labor  Day. 

The  western  division  of  the  Century  Road 
Club  Association  will  hold  its  annual  100- 
mile  handicap  road  race,  at  Chicago,  on 
Monday  of  next  week.  The  course  will  be 
Chicago-Liberty  ville-Waukegan.  Several 

out-of-town  riders  have  signified  their  in- 
tention of  taking  the  measures  of  "Farmer" 
Blum  and  other  Chicago  long-distance  road 
cracks. 


Misfiring  in  a  jump  spark  system  is  often 
caused  by  the  unequal  wear  of  the  contact 
segment  and  insulating  material  in  the  com- 
mutator. This  causes  the  contact  maker  to 
"chatter"  at  the  time  of  closing  the  circuit, 
sometimes  even  jumping  clear  over  the  con- 
tact piece  before  fully  recovering  itself. 


THE  BICYCLING  WORLD 


653 


NO  MATCH  FOR  THE  ORANGEMAN 


Lawson   Succumbs   to   Kramer  in  a   Hard- 
Fought  Battle  for  Supremacy. 


Salt  Lake  City,  Aug.  29.— (Special)— In 
one  of  the  hardest  fought  match  races  evr 
witnessed  at  the  track  here,  Iver  Lawson 
went  down  to  defeat  before  National  Cham- 
pion Frank  L.  Kramer,  last  night.  Four 
thousand  spectators  watched  the  battle  be- 
tween these  two  fastest  sprinters  of  the 
world.  Last  night's  race  was  the  first  of 
the  series  of  three  that  has  been  arranged 
between  Kramer  and  Lawson  and  the  East 
Orange  rider  showed  that  he  is  stronger 
than  the  Swede. 

The  race  was  at  two  miles  and  Kramer 
won  out  by  a  clean  length.  Conditions  of 
the  match  called  for  the  men  to  be  paced 
to  within  two  laps  of  the  finish,  and  W.  E. 
Samuelson,  on  a  single  bicycle,  cut  out  the 
pace.  Instead  of  going  all  out  from  the 
pistol  Samuelson  started  slowly  and  did  not 
begin  to  unwind  until  the  first  mile  had 
been  covered.  For  six  laps  the  Mormon, 
with  Lawson  on  his  wheel,  carried  them  at 
a  fast  pace,  then  swung  out  to  let  the  con- 
testants go  alone  for  the  last  two  circuits 
of  the  boards. 

Lawson  had  the  pole  and  jumped  to  the 
front  with  Kramer  following.  At  a  lap  and 
a  half  to  go  the  champion  began  his  fight 
and  for  a  full  lap  the  spectators  were  treated 
to  a  magnificent  neck  and  neck  struggle 
for  supremacy.  Several  times  Kramer  tried 
to  go  by  on  the  bank,  but  Lawson  staved 
him  off.  Upon  entering  the  stretch  Lawson 
was  seen  to  tire  and  just  then  Kramer 
brought  his  superb  jump  into  play  and 
flashed  past,  leading  Lawson  across  the 
tape  by  a  good  length.  Kramer's  thrilling 
victory  over  the  Salt  Lake  sprinter  caused  a 
wild  tumult  among  the  spectators  and 
the  vast  throng  arose  with  one  accord  and 
paid  homage  to  the  conqueror.  Thousands 
of  dollars  have  changed  hands  as  the  result 
of  the  race.  The  men  meet  again  Friday 
night  in  the  final  races  of  the  series,  at 
one  and  three  miles. 


Salt  Lake  City,  August  23.— It  has  all 
been  patched  up  and  Iver  Lawson  will  meet 
Frank  L.  Kramer  in  a  series  of  three 
match  races  after  all.  .  On  August  28th, 
the  two  men  will  meet  in  a  two-mile  race 
and  on  August  31st  the  other  two  races 
at  three  miles  and  one  mile  each  will  be 
ridden.  This  was  announced  today  when 
Lawson  was  reinstated  and  the  Salt  Lake 
"fans"  will  be  treated  to  the  greatest  bi- 
cycle match  race  in  their  careers.  Until 
last  night  there  was  little  hope  of  bringing 
these  two  riders  together  again,  but  Man- 
ager Chapman  busied  himself  since  the  time 
Lawson  refused  to  ride  the  second  heat 
with  Kramer,  after  winning  the  first  of 
the  series.  Chapman's  efforts  have  resulted 
in  another  big  purse  being  hung  up,  Kramer 


and  Lawson  each  receiving  $1,000  to  ride. 
Kramer's  trip  has  been  quite  profitable  as 
he  got  $1,000  for  the  races  that  Lawson  lost 
to  him  by  default,  Downing  and  Samuelson 
being  substituted  in  Lawson's  stead;  $100 
for  riding  two  exhibitions  and  the  addition- 
al $1,000  for  the  forthcoming  series  with 
Lawson. 

There  is  not  one  person  in  a  hundred 
here  that  knows  Lawson's  real  reason  for 
throwing  up  the  sponge  last  week.  The 
published  reason,  blaming  adverse  news- 
paper criticism,  is  all  tommyrot.  Lawson 
was  after  big  money  and  he  got  it,  al- 
though not  in  a  way  at  all  to  his  credit. 
It  seems  that  Lawson  signed  a  blind  con- 
tract with  the  management  here  at  the  be- 
ginning of  the  season;  that  is,  he  signed  to 
ride  all  season  in  Salt  Lake  for  the  chance 
of  riding  the  match  with  Kramer.  Lawson 
had  been  led  into  believing  that  the  con- 
tract called  for  better  than  that  and  he 
had  been  riding  under  this  impression  all 
along.  When  he  was  actually  brought  to  a 
true  realization  of  how  matters  stood  he 
was  mad  to  think  he  had  been,  as  he  termed 
it,  "given  a  lemon,"  and  he  was  sore 
clear  through. 

Then  after  he  had  trounced  Kramer  in 
the  first  race,  Lawson  saw  a  way  to  "even 
up  things"  with  the  management.  He  threw 
up  the  gauntlet  and  refused  to  ride  the  sec- 
ond race  against  Kramer.  So  doing,  he 
went  into  retirement  and  Chapman  and 
other  persons  interested  in  the  saucer  man- 
agement could  not  find  trace  of  Lawson 
for  four  days.  Then  he  uncovered  himself 
and  that  he  and  the  management  fixed  up 
terms  suitable  to  the  former,  the  present 
outcome  proves  beyond  a  doubt. 

There  is  more  interest  manifested  over 
the  race  between  these  two  riders  now,  than 
before  the  squabble.  Those  critics  who 
hinted  of  fakes,  et  cetera,  before,  may  well 
keep  their  opinions  silenced  for  these  races 
will  be  for  blood  and  there  is  no  mistaking 
it.  Both  men  will  ride  to  win  and  as 
Kramer  is  plainly  in  better  condition  now 
than  he  was  a  week  ago,  the  outcome  is 
most  difificult  to  determine.  Lawson  has  his 
adherents  still,  but  the  Kramer  amen  corner 
is  filling  up  every  day.  The  Jerseyman  is 
very  popular  and  gaining  friends  all  the 
time.  For  the  sake  of  his  popularity  and 
future  contracts,  not  here  particularly,  but 
abroad,  Lawson  cannot  afford  to  lose  these 
races,  especially  after  what  he  has  said, 
and  neither  can  Kramer  afford  to  get  whip- 
ped, even  though  his  record  will  stand  more 
assaults  than  will  Lawson's.  The  three 
races  will  determine  the  greatest  sprinter 
in  the  world,  from  the  public's  viewpoint, 
and  should  be  the  means  of  forever  bridling 
doubting  Thomases  with  the  bit  of  silence. 


Salt  Lake  City,  Aug.  25. — National  Cham- 
pion Frank  L.  Kramer  had  little  trouble  of 
disposing  of  William  E.  Samuelson  in  their 
one  mile  match  race  at  the  saucer  track  to- 
night. The  best  the  erstwhile  Pride  of 
Provo  could  do  was  to  trail  Kramer  across 


the  tape.  There  was  nothing  slow  about 
any  of  the  races  last  night,  which  had  been 
postponed  from  last  Tuesday  night  on  ac- 
count of  rain.  Iver  Lawson  rode  in  both 
professional  events,  won  one  and  was  pre- 
vented from  copping  the  big  money  in  the 
other  by  a  deliberate  foul  on  the  part  of 
Hollister,  who  was  afterwards  disqualified; 
Saxon  Williams  had  his  shoulder  dislocated 
as  the  result  of  a  spill  and  the  times  were 
all  fast.  A  record  breaking  crowd  over- 
flowed the  seating  capacity. 

The  Kramer-Samuelson  race  was  inter- 
esting as  the  spectators  wanted  to  see  just 
how  bad  Kramer  could  wallop  their  one- 
time favorite.  They  realized  Samuelson 
would  not  be  in  it  with  the  Jersey  sprinter, 
but  they  were  curious  to  see  how  he  would 
stand  the  fight.  Single  pace  was  used  for 
six  laps.  Two  laps  from  home  Kramer 
jumped  past  Samuelson  and  from  then  on 
simply  looked  over  his  shoulder  at  the 
other  and  kept  the  Mormon  at  a  respectful 
distance,  crossing  the  tape  a  length  in  front. 

Easily  the  most  exciting  race  of  the  even- 
ing was  the  five-mile  lap  handicap,  and  it 
resulted  in  the  greatest  mix-up  at  the  finish. 
Many  combinations  were  apparent  from  the 
start  and  the  chief  ones  seemed  to  be  be- 
tween Lawson,  McFarland  and  Pye  on  the 
one  side,  and  Samuelson,  Hollister  and  Fog- 
ler  on  the  other.  On  the  third  mile  Mc- 
Farland punctured,  leaving  Lawson  and 
Pye  to  work  alone.  As  McFarland  fell 
Saxon  Williams  collided  with  Mitten,  who 
had  been  raking  in  lap  money  from  a  dis- 
tance mark.  Williams  fell  heavily  to  the 
track  and  dislocated  his  left  shoulder.  The 
other  riders  of  Williams'  clique  had  been 
taking  turns  in  "slowing  the  long  markers 
and  when  Williams  fell  it  disorganized  their 
forces.  At  four  laps  to  go  Pye  started  to 
the  front  with  Lawson  on,  but  as  Pye  came 
abreast  of  Samuelson  the  latter  started  with 
Hollister  on.  As  they  came  through  the 
stretch,  Samuelson,  thinking  Hollister  was 
at  his  rear  wheel  instead  of  Lawson,  swung 
up  to  let  him  go  through.  Hollister  was 
riding  on  the  outside  and  saw  that  Lawson 
would  slip  through  on  the  pole,  so  he 
deliberately  pushed  Sampelson  down  on 
Lawson,  using  his  hand  to  do  the  trick. 
The  natural  thing  resulted.  Lawson  was 
shoved  off  the  track  and  took  a  heavy 
tumble,  while  Hollister,  with  nothing  in 
front  of  him,  finished  first.  Downing  was 
coming  up  fast  and  beat  the  Mormon 
spendthrift  to  the  tape  for  second.  Of 
course,  Hollister  was  disqualified  on  the 
spot  and  the  money  given  to  Downing. 
Some  of  Samuelson's  friends  put  up  an  aw- 
ful howl,  claiming  the  Provo  man  had 
beaten  Downing  to  the  line,  but  those  near 
the  tape  knew  dififerently.  The  result  was 
that  Samuelson  got  Buffaloed  again,  for 
he  had  to  divide  his  money  with  Fogler, 
and  then  split  his  remaining  half  with 
Hollister. 

The  other  "pro"  race  was  a  mile  open 
with  three  to  qualify  in  one  and  four  in  the 
fastest  heat.     In  the  first  the  riders  crossed 


654 


THE  BICYQ-ING  WORLD 


the  tape  as  follows;  Lawson,  Downing  and 
Bardgett.  In  the  other  heat,  Clarke,  Hol- 
lister.  Palmer  and  McFarland  qualified,  fin- 
ishing in  this  order.  The  prettiest  finish 
of  the  evening  resulted  in  the  final  heat  of 
this  event.  Four  laps  to  go  Hollister  went 
around  the  pacemaker.  McFarland,  with 
Lawson  on,  followed  in  pursuit  and  forged 
into  the  lead.  In  this  way  they  rode  until 
less  than  half  a  lap  from  home,  when  Law- 
son  jumped  from  behind  and  beat  his  side 
partner  to  the  tape  by  less  than  three 
inches.  '  Downing  was  third  and  Bardgett 
fourth. 

Jack  Hume,  the  tall  and  lanky  one,  who 
always  tells  the  grandstand  how  it  hap- 
pened if  he  gets  beat  to  the  tape,  won  some 
reall}'  well-merited  praise  by  his  plucky 
ride  in  the  final  heat  of  the  unlimited  pur- 
suit race.  After  several  laps  of  fast  riding 
all  the  riders  were  killed  ofif  except  Hume, 
West  and  Holliday.  West  was  the  first 
■  of  the  trio  to  succumb  and  then  followed  a 
dogged  and  heart-breaking  fight  between 
Hume  and  Holliday.  They  were  practically 
on  opposite  sides  of  the  track.  For  many 
laps  neither  gained  a  yard  and  when  it  be- 
gan to  look  as  if  the  contest  would  last 
indefinitely,  Hume  began  to  sprint  and  after 
four  laps  of  whirlwind  riding  overhauled 
the  lone  survivor  at  one  lap  beyond  four 
miles.     The  summaries: 

One  mile  handicap,  amateur — Qualifants: 
J.  E.  Holliday  (30  yards),  Fred  West 
(scratch),  Antony  Crebs  (95  yards),  J.  E. 
Holliday  (30  yards),  J.  B.  Hume  (scratch), 
John  Berryessa  (15  yards),  Pete  Giles  (25 
yards),  Fred  H.  McLaughlin  (35  yards)  and 
Rodney  Diefenbacher  (45  yards).  Final 
heat  won  by  Diefenbacher;  second,  West; 
third,  Holliday;  fourth,  Giles;  fifth,  Crebs. 
Time,  l:57ji 

One  mile  match  between  Frank  L.  Kra- 
mer and  W.  E.  Samuelson  (paced  by  Ben 
Munroe) — Won  by  Kramer.     Time,  2:04. 

One  mile  open,  professional — Qualifants: 
Iver  Lawson,  Walter  Bardgett,  Hardy  K. 
Downing,  Floyd  McFarland,  C.  L.  Hollister, 
A.  J.  Clarke  and- Pedlar  Palmer.  Final  heat 
won  by  Iver  Lawson,  Salt  Lake  City;  sec- 
ond, Floyd  McFarland,  San  Jase,  Cal.;  third. 
Hardy  K.  Downing,  San  Jose,  Cal.;  fourth, 
Walter  Bardgett,  Buffalo,  N.Y.    Time,  1:58^. 

Unlimited  pursuit,  amateur — Qualifants: 
F'red  West,  Rodney  Diefenbacher,  R. 
Mayerhofer,  Phil  Wright,  A.  Crebs,  J.  E. 
Holliday  and  Jack  Hume.  Final  heat  won 
by  Jack  Hume;  second,  J."  S.  Holliday; 
third,  Fred  West.  Distance,  4  miles  1  lap 
40  yards.    Time,  9:22}^. 

Five  mile  lap,  professional — Won  by 
Hardy  K.  Downing,  San  Jose,  Cal.  (20 
yards);  second,  W.  E.  Samuelson,  Salt  Lake 
to-morrow,  September  2.  Otto  C.  Brandes 
Buffalo,  N.  Y.  (70  yards);  fourth,  A.  E. 
Pye,  Australia  (60  yards).  Time,  10:22. 
(Hollister  finished  first  but  was  disquali- 
fied). Laps — Samuelson  (1),  Clarke  (2), 
Hollister  (2),  Fogler  (2),  Pye  (4),  Bard- 
gett (4),  Palmer  (5),  Hopper  (1),  Wilcox 
('4),  xA.chorn   (5),   Geiger   (1),   Mitten    (6). 


COLLINS  DOWNS  MacLEAN 


Lynn's  Youthful  Prodigy  Adds  an  Impor- 
tant Scalp  to  His  Well-Filled  Belt. 


Elmer  J.  Collins,  of  Lynn,  Mass.,  added 
another  victory  to  his  steadily  lengthening 
list  by  defeating  Hugh  MacLean,  of  Chel- 
sea, and  John  Bedell,  of  Newark,  in  a  three- 
cornered  hour  paced  race  at  the  Revere 
Beach  saucer  on  Saturday  night  last,  25th 
inst.  The  result  of  the  rase  was  a  surprise 
to  almost  everybody  on  the  track,  for  al- 
though the  Lynn  youngster  has  been  com- 
ing along  fast  of  late,  very  few  expected  to 
see  him  take  the  scalp  of  the  veteran  Mac- 
Lean.  Collins's  win  last  Saturday  night 
keeps  his  record  as  a  pace  follower  clean, 
for  he  has  won  every  race  in  which  he  has 
started  this  season  and  has  the  distinction 
of  having  defeated  every  pace  follower  now 
in  the  east,  with  the  exception  of  James  F. 
Moran.  Collins  hopes  to  tuck  Moran's 
scalp  under  his  belt  ere  long.  MacLean 
was  possibly  not  in  the  best  of  condition 
last  Saturday  night,  but  Collins  is  worthy 
of  every  bit  of  credit  for  a  clean  cut  vic- 
tory, as  he  rode  a  magnificent  race  from 
start  to  finish. 

The  race  was  started  from  scratch,  with 
Billy  Saunders  pacing  Collins,  Turville  for 
MacLean  and  Ruden  in  front  for  Bedell. 
The  last  named  was  the  first  to  catch  his 
pace,  with  Collins  a  close  second,  while 
MacLean,  who  does  not  like  this  style  of 
getaway,  was  half  a  lap  behind.  Collins 
started  out  to  burn  up  the  track  from  the 
start  and  at  the  beginning  of  the  second 
mile  was  challenging  Bedell  for  the  lead. 
On  the  third  lap  of  the  second  mile  the 
chain  on  Bedell's  pacing  machineNbroke,  and 
Collins  went  right  along  after  MacLean 
until  he  had  worked  up  to  within  thirty 
yards  of  him. 

Ten  miles  had  been  covered  by  Collins 
and  MacLean  before  Bedell  swung  in  be- 
tween Collins  and  MacLean.  From  the 
eleventh  to  the  fifteenth  Collins  tried  to 
get  past  Bedell  to  challenge  MacLean  but 
several  times  Ruden,  the  Newarker's  pace- 
maker, ran  wide.  It  looked  as  though  a 
combination  was  afloat  to  do  Collins  and 
the  referee  warned  Ruden  time  and  again. 
The  time  at  ten  miles  was  15:04  and  at 
20  miles  the  timers  caught  29:39,  pretty  fast 
going.  Collins  kept  about  two-thirds  of  a 
lap  in  front  of  MacLean  and  these  positions 
were  unchanged  until  the  twenty-seventh 
mile,  when  Bedell  had  more  bad  luck.  He 
punctured  a  tire  and  fell  hopelessly  behind, 
so  much  so  that  it  was  seen  that  he  would 
never  again  get  in  the  running. 

On  the  thirty-first  mile  MacLean  lost 
his  pace  and  in  changing  wheels  lost  seven 
laps  to  Collins.  He  got  going  again  but 
Collins  wis.ely  took  things  easily  as  he  then 
had  the  race  well  in  hand  and  did  not  want 
to  jeopardize  his  chances.  Although  he  was 
hopelessly  behind,  Bedell  rode  a  game  race, 
finishing  with  some  terrific  sprinting  in  the 


last  minute  or  so  of  riding.  When  the 
final  gun  popped  for  the  hour  Collins  had 
covered  39  miles  6  laps,  which  is  more  than 
a  mile  better  than  he  did  on  the  previous 
Saturday  night  when  Stinson  ran  him  so 
close.  MacLean  covered  38  miles  7  laps 
and  Bedell  33  miles  3  laps  in  the  hour. 

The  curtain  raiser  was  a  ten  mile  open 
for  the  sinion  pures,  which  resulted  in  some 
lively  sprinting  by  a  big  field.  The  crowd 
was  electrified  when  A.  R.  Maclaren  and 
T.  Connolly,  of  Everett,  stole  a  lap  on  the 
bunch  in  the  sixth  mile,  something  which 
has  not  been  done  in  a  sprint  race  on  the 
Revere  saucer  this  season.  MacLaren 
went  out  to  win  the  fifth  mile  prize  with 
Connolly  after  him,  and  the  two  opened 
up  such  a  gap  on  the  field  that  they  were 
encouraged  to  keep  up  the  sprint.  Connolly 
won  the  sixth,  seventh  and  eighth  miles  and 
MacLaren  the  ninth.  Connolly  won  the 
final  sprint  with  MacLaren  a  close  second. 
The  rest  of  the  bunch  had  to  ride  another 
lap  for  third  place  and  Tom  Connors  beat 
the  field  to  the  tape.  The  time  was  25:20. 
The  summaries: 

One  hour  motorpaced,  professional — Won 
by  Elmer  J.  Collins,  Lynn,  Mass.,  39  miles 
6  laps;  second,  Hugh  MacLean,  Chelsea, 
Mass.,  38  miles  7  laps;  third,  John  Bedell, 
Newark,  N.  J.,  33  miles  3  laps. 

Ten  mile  open,  amateur — -Won  by  Tom 
Connolly;  second,  A.  H.  MacLaren:  third, 
Tom  Connors.     Time,  25:20. 


How  Races  Draw  Abroad. 

It  is  quite  interesting  to  note  the  tremen- 
dous crowds  that  race  meets  draw  in 
Europe.  On  Sunday,  August  19th,  five 
meets  in  that  may  cities  attracted  over 
100,000  people.  At  Paris,  where  Walthour 
was  the  drawing  card,  25,000  spectators 
packed  the  Velodrome  Pare  des  Princes. 
A  crowd  of  10,000  saw  Darragon  beaten  by 
Gunther  at  Cologne,  and  at  Copenhagen, 
more  than  40,000  persons  came  out  to  see 
the  world's  champion,  Torwald  Ellegaard, 
defeat  Poulain  and  Walter  Rutt,  in  a  three- 
cornered  international  pursuit  race.  At  Ber- 
lin the  feature  at  the  Stehlitz  track  was  the 
Grand  Prix  of  Berlin  and  a  concourse  num- 
bering 25,000  persons,  including  the  Crown 
Prince  of  Germany  and  his  retinue,  were 
out  to  pay  homage  to  Guignard,  the  winner. 


French  P.  O.  to  Use  More  Cycles. 

An  additional  equipment  of  bicycles  for 
the  French  postal  service  has  just  been 
provided  for.  The  Under-Secretary  of  State 
for  Posts  and  Telegraphs,  M.  Berard,  has 
allotted  the  sum  of  $4,375  for  the  purpose 
of  mounting  and  fitting  out  thirty  postmen 
with  bicycles  for  the  rapid  delivery  of  the 
"pneumatic  dispatched"  letters  of  the  Paris 
district,  while  a  further  sum  of  $1,800  has 
been   assigned  for  ordinary  postment. 


After  all,  there  seems  to  be  some  truth 
in  the  time-worn  assertion  that  rat-trap 
pedals  are  cooler  to  the  feet  in  summer 
than  those  which  are  rubber  padded. 


THE  BICYCLING  WORLD 


655 


NOW  THREE  DAYS  AHEAD 


Mueller  Makes  Up  Lost  Time  and  Still  has 
Record  Well  in  Hand. 


Last  week  when  the  Bicycling  World  left 
L.  J.  Mueller  and  George  N.  Holden,  the 
motorcyclists  who  are  traveling  from  San 
Francisco  to  New  York  City,  the  former 
with  the  purpose  in  view  of  breaking  both 
the  present  transcontinental  motorcycle  and 
one-man  automobile  records,  and  the  latter 
to  accompany  him  as  far  as  he  "feels  like 
it,"  had  reached  Ogden,  Utah,  845  miles 
from  the  Pacific  coast  and  the  start,  at  5:20 
p.  m.,  August  18th.  Then  he  was  3  days  8 
hours  ahead  of  George  A.  Wyman's  motor- 
cycle record  made  in  1903,  and  lyi  days 
ahead  of  L.  L.  Whitman's  automobile  rec- 
ord established  in  1904;  it  took  Whitman 
just  10  days  to  reach  Ogden  and  Mueller 
Syi  days.  The  motorcycle  record  from 
coast  to  coast  was  made  last  year  by  W.  C. 
Chadeayne  in  48  days  11  hours  35  minutes 
against  Wyman's  previous  record  of  SO 
days.  For  the  purpose  of  comparison,  Wy- 
man's time  is  used  as  Chadeayne  traveled 
from  east  to  west.  The  one-man  automo- 
bile record  from  coast  to  coast  is  33  days. 

Mueller's    troubles    began    after    leaving 


Ogden.  On  August  20th  he  got  only  as 
far  as  Peterson,  20  miles,  a  "cloudburst  and 

h ,"   having  deterred  him,   according  to 

his  postal  card  report.  "Roads"  is  hardly  the 
term  for  what  Mueller  passed  over  or 
rather,  through,  for  most  of  the  route  was 
covered  a  foot  deep  with  mud,  and  the  rail- 
road tracks  were  practically  unrideable. 
On  the  following  day,  August  21,  conditions 
were  even  worse  than  on  the  previous  day, 
and  at  night  Mueller  put  up  at  Echo,  mud- 
covered  and  weary,  and  having  covered  only 
26  miles  that  day.  The  total  mileage  from 
San  Francisco  was  891.  It  is  evident  that 
Holden  left  Mueller  to  battle  against  the 
elements  single-handed  from  Peterson,  for 
the  post  card  mailed  from  Echo  does  not 
bear  the  Springfield  man's  countersign.  It 
was  originally  planned  for  Holden  to  pre- 
cede Mueller  from  one  night  stop  to  the 
next  by  train  and  see  to  it  that  the  latter 
was  made  comfortable  each  night,  but  when 
Mueller  left  San  Francisco  Holden  accom- 
panied him  on  his  Indian,  with  the  inten- 
tion of  sticking  to  the  two-wheeled  machine 
as  long  as  possible. 

It  rained  nearly  all  of  the  22nd  and  as  the 
roads  of  eastern  Utah  are  none  too  good 
even  during  the  dry  season,  the  plucky 
Clevelander  found  them  almost  impassible. 
The  wet  season  is  on  now.     Three  days  of 


wallowing  in  this  slough  would  have  caused 
the  backbone  of  a  less  persistent  rider  to 
slip  dovvfu  through  the  soles  of  his  boots 
before  this,  but  Mueller  is  of  the  determined 
kind  and  means  to  "get  there,". the  "there" 
in  this  instance  meaning  New  York  City. 
On  the  night  of  the  22nd  he  put  up  at 
Evanston,  37  miles  from  Echo  and  928 
miles  from  San  Francisco.  The  composi- 
tion of  the  roads  he  waded  through  may 
be  likened  to  pig-pen  mire  and  railroad  ties 
were  out  of  the  question.  Add  to  this  the 
fact  that  the  going  from  Ogden  to  Evans- 
ton  is  all  uphill  work,  the  elevation  at  Og- 
den being  4,301  feet  and  at  Evanston  6,759 
feet,  and  it  is  readily  seen  that  his  diffi- 
culties had  been  more  than  doubled.  Evans- 
ton is  just  across  the  border  of  Wyoming 
and  is  a  typical  "city"  of  that  State,  having 
a   population   of   somewhere  near   2,000. 

From  Evanston  to  Altamont  is  a  steady 
rise,  then  descending  as  Granger  is  reached. 
From  the  latter  place  Mueller's  route  led 
up  the  old  stage  road  into  Green  River, 
which  place  he  reached  on  the  night  of 
August  23.  For  once  it  did  not  rain  and  he 
describes  the  roads  as  fairly  good,  although 
he  had  to  take  to  the  railroad  tracks  a 
part  of  the  way.  The  day's  mileage  was 
108,  bringing  the  total  up  to  1,036.  His  post 
card  bears  the  remark:  "Fools  will  venture 


1.     A  FINE  STRETCH  OF  NEVADA  HIGHWAY. 

3.     REPAIRING  A  PUNCTURE  AT  "103  IN  THE  SHADE." 


2.    THE  BEST  HOTEI,  IN  HUMBOI^T. 
4.     ENTERING  THE  FOOTHII,IvS  AGAIN. 


656 


THE  BICYCLING   /^ORLD 


■yvhere  angels  fear  to  tread,"  giving  the  im- 
pression that,  having  gotten  through  three 
days  of  bordering  on  despair,  lie  is  hopeful 
and  is  inclined  to  be  facetious  about  it. 

At  Rock  Springs  the  country  begins  to 
look  upward  again,  the  elevation  there  be- 
ing 6,260  feet,  200  feet  more  than  at  Green 
River.  From  Rock  Springs  on,  except  for 
one  SCO-foot  drop  from  Creston  to  Rawlins 
and  Fort  Steele,  there  is  a  steady  rise  to  the 
summit,  about  half  way  between  Laramie 
and  Cheyenne.  There  the  elevation  is  a 
lofty  one — 8,590  feet.  Over  part  of  this 
route  rode  Mueller  on  August  24th,  reach- 
ing Bitter  Creek,  63  miles,  that  night.  Bit- 
ter Creek  is  one  of  those  places  printed  in 
heavy-faced  type  on  the  maps  because  there 
is  a  big  table  rock  on  the  summit  of  the 
mountain,  but  there  is  little  else,  for  it  does 
not  even  assume  the  proportion  of  a  town, 
even  as  towns  go  in  the  West.  Just  a  group 
of  section  houses  and  a  razed  box  car  for  a 
hotel — that's  Bitter  Creek.  Wyman  char- 
acterized it  as  Bitter  Disappointment,  when 
he  reached  there  in  1903.  The  place  has 
not  changed  much  during  the  intervening 
years.  In  the  day's  travel  Mueller  encoun- 
tered some  rain  again  for  a  "change"  and 
plenty  of  mud,  getting  hopelessly  stuck  in 
the  latter  at  one  place,  which  caused  him 
to  lose  more  than  an  hour  in  digging  his 
motor  bicycle  out.  His  total  mileage  at 
Bitter  Creek  was  1,099  and  despite  the  slow 
time  he  made  in  wallowing  through  the 
mud  for  the  previous  four  or  five  days,  at 
Bitter  Creek  he  was  1  day  2  hours  45  min- 
utes ahead  of  the  time  Wyman  required  to 
reach  this  point  three  years  ago. 

After  leaving  Bitter  Creek  early  next 
morning  Mueller  pushed  on  toward  Lara- 
mie. The  weather  was  fine  and  the  roads 
quite  an  improvement  over  those  he  had 
left,  although  some  sand  was  encountered 
His  route  led  through  Rawlins,  26  miles, 
and  across  the  Red  Desert  of  Wyoming,  the 
third  so  far.  Red  Desert  takes  its  name 
from  the  soil  of  calcareous  clay  that  is 
fiery  red,  and  the  only  products  of  which 
are  rocks  and  sage  brush.  East  of  the 
desert  the  roads  are  much  better  and  it 
was  just  before  reaching  Creston  that  Muel- 
ler crossed  the  great  American  divide,  the 
backbone  of  the  continent,  where  all  the 
streams  on  one  side  flow  east  and  on  the 
other  west.  From  Creston  to  Rawlins  is 
30  miles  of  good  down  grade  going,  and  the 
transcontinentalist  made  good  time,  push- 
ing on  through  Rawlins,  through  Fort  Fred 
Steele,  through  Walcott  and  reaching  Pass 
Creek  late  that  night.  There  is  not  a  house 
to  entitle  Pass  Creek  to  a  name,  but  a  stage 
stock-tender  "ate  and  slept"  Mueller  over 
night.  This  was  on  August  25,  and  his  day's 
mileage  was  103.  Then  he  was  1  day  5 
hours  30  minutes  ahead  of  Wyman's  time 
to  this  point. 

The  next  day's  run  was  to  Laramie, 
Wyo.,  89  miles,  and  1291  miles  from  the 
start.  "Weather  good;  roads  fair,  hills 
galore,"  writes  Mueller.  Laramie  is  a  big 
city  for  the  West  and  has  a  population  of 


10,000,  so  that  Mueller  was  doubtless  glad 
to  .put  up  over  night  where  decent  hotel 
accommodations  were  to  be  had. 

The  next  night,  August  27,  and  Mueller 
had  reached  Sidney,  Nebraska,  riding  162 
miles  that  day,  the  longest  single  day's 
travel  since  the  start.  The  total  mileage 
was  1,453.  Mueller's  mileage  on  that  day 
almost  seems  phenomenal,  for  from  Lara- 
mie the  road  goes  almost  straight  up  to  the 
sumimt,  the  altitude  being  8,590  feet,  the 
highest  point  he  has  reached  or  will  climb 
during  the  trip.  The  weather  was  all  that 
could  be  desired  and  the  roads  fairly  good.  At 
Sidney,  Mueller  was  just  3  days  21  hours 
45  minutes  ahead  of  the  old  motorcycle 
record  and  "only  a  few  hours  behind  the 
automobile  record,  so  it  is  easily  seen  that 
if  no  further  hindrances  occur  Mueller  will 
take  a  big  slice  out  of  both  coast  to  coast 
records. 


Aluminum  Paint  with  Smell  Left  Out. 

One  of  the  greatest  drawbacks  to  the  use 
of  aluminum  paint,  which  happily  is  going 
out  of  fashion  among  the  car  makers  to  a 
certain  extent,  and  which,  at  least  accord- 
ing to  the  workman's  ideas,  should  have 
been  ousted  long  ago,  or  replaced  with  a 
more  worthy  substitute,  is  the  disagreeable 
and  injurious  effect  which  the  essential  oil 
in  which  it  is  suspended  has  upon  the 
olfactory  nerves.  That  this  is  not  a  neces- 
sary accompaniment  of  its  use,  however,  is 
pointed  out  by  a  writer  in  an  exchange,  who 
declares  thg.t  a  wholesome,  non-smelling, 
washable  varnish  suitable  for  the  purpose, 
can  be  made  according  to  the  following  for- 
nmla:  Gum  arable,  dissolved  in  hot  water 
to  the  consistency  of  honey,  and  borax  in 
the  proportion  of  about  one  ounce  to  the 
pound  of  gum,  stirred  in  to  render  the  mass 
stiff.  The  compound  is  then  thinned  down 
to  working  consistency,  like  an  ordinary 
varnish,  strained  and  bottled  for  future  use. 
If  an  oil  finish  is  required,  a  few  drops  of 
the  oil  of  verbena  may  be  added  which  will 
give  a  pleasant  odor  to  the  paint.  Made  in 
this  way,  the  paint  is  said  to  be  as  lasting 
as  that  suspended  in  the  oderiferous  banana 
compound  commonly  employed. 


Passaic  River  Water  as  Fuel. 

"Wouldn't  it  be  fine,"  said  a  member  of 
the  New  Jersey  Automobile  and  Motor 
Club,  at  a  seance  last  week,  "if  we  could 
run  our  cars  with  water  instead  of  galo- 
lene?  It  would  cut  down  expenses  won- 
derfully." 

"Impossible,"  said  one  of  the  younger 
members  in  all  seriousness. 

"Well,"  ejaculated  the  first,  "I've  smelled 
gasolene  and  I've  smelled  Passaic  River,  and 
if  the  strength  of  the  odor  has  anything  to 
do  with  the  effectiveness  of  the  fluid,  I'll 
gamble  that  a  quart  of  water  from  the  Pas- 
saic would  drive  a  motorcycle  further  than 
all  the  gasolene  the  Standard  Oil  Company 
can  manufacture  in  a  year," 

"But  what  about  the  man  behind,  who  has 
to  endure  it?" 


Literally  Fell  Into  a  Good  Thing. 

That  time-worn  expression,  "falling  into 
a  good  thing,"  though  frequently  heard, 
seldom  applies  with  the  literal  truth  that  it 
did  in  the  case  of  a  young  Briton  the  other 
day.  He  was  riding  along  with  his  father 
when  in  some  manner  he  achieved  a  spill, 
fortunately  landing  on  soft  ground.  As  he 
struck  the  earth,  his  extended  hand  came 
into  contact  with  something  hard  buried 
in  the  dust  by  the  roadside,  which  on  ex- 
amination proved  to  be  a  lady's  diamond 
ring.  Of  course,  the  pain  of  the  fall  was 
quickly  relieved  by  the  joy  of  the  dis- 
covery, but  it  is  doubtful  if  a  second 
attempt  would  have  resulted  so  happily. 


Efficiency  in  Mufflers  Defined. 

The  Technical  Committee  of  the  Auto- 
mobile Club  of  Greal;  Britain,  having  been 
invited  by  the  Club  Competitions  Commit- 
tee to  state  what  in  their  .opinion  consti- 
tutes an  efficient  silencer,  have  laid  down 
the  following  definition:  , 

"Apart  from  any  question  of  back  pres- 
sure, an  efiicient  silencer  is  one  which  ren- 
ders the  emission  of  the  exhaust  gases 
from  an  engine  inaudible  under  ordinary 
running  conditions  at  the  distance  of  10 
yards  from  the  side  of  a  car  in  open  road, 
and  which  is  practically  gas-tight  every- 
where except  at  the  proper  outlets." 


Let  the  Other  Fellow  Do  It. 

Feeling  the  top  of  the  cylinder  head  with 
the  bare  hand  may  be  quite  a  certain 
method  of  ascertaining  whether  or  not  it 
is  hot,  but  it  is  better  to  take  the  stories  of 
those  motorcyclists  who  are  fond  of  telling 
that  their  motors  will  run  so  cool  that  they 
can  lay  their  hands  on  the  cylinder,  with  a 
large  grain  of  salt.  The  average  motor  will 
be  more  than  uncomfortably  hot  to  the 
hand;  it  will  burn  even  after  having  been 
run  only  a  short  time,  but  it  will  be  a  wise 
rider  indeed  who  will  be  able  to  tell  by 
the  pain  incurred  whether  the  motor  was 
running  too  hot  for  its  own  good  or  not. 


Substitute  for  Court  Plaster. 

A  very  good  substitute  for  collodion 
which  can  be  prepared  frequently  where  the 
regular  fluid  plaster  cannot  be  obtained,  is 
made  by  mixing  equal  parts  of  camphor 
and  absolute  alcohol,  proportioned  by 
weight,  and  making  with  this  a  solution  of 
gun-cotton,  in  the  ratio  of  one  part  in  forty. 
The  resulting  heavy  liquid  when  applied 
to  a  cut  or  bruise,  immediately  forms  a 
tough  thin  coating  which  serves  admirably 
as   an  artificial  skin. 


"In  the  Good  Old  Days." 

In  these  days  of  automatic  machinery,  it 
seems  strange  to  look  back  upon  the  days 
of  hand-made  bicycle  parts.  Yet  the  time 
was,  not  many  years  ago,  when  the  balls 
used  in  cycle  bearings  were  all  made  from 
the  solid  bar  stock,  in  an  ordinary  lathe. 
At  that  time,  250  balls  was  considered  a 
good  average  week's  work  for  a  man. 


THE  BICYCLING  WORLD 


657 


THE  AWAKENING  OF  ST.  LOUIS 


Enthusiastic     Association     Creates     Wide- 
spread Revival  of  Interest  in  Cycling. 


A  recent  eruption  of  bicycling  enthusiasm 
has  overtaken  the  city  of  St.  Louis,  and  its 
coming  after  a  period  in  which  cycling  in- 
terest was  practically  dormant  and  had  been 
for  several  years,  is  solely  accounted  for  in 
the  formation  of  a  wideawake  club  the  en- 
tire objective  of  which  as  at  first  conceived 
was  to  provide  companionship  for  the  rid- 
ers, and  facilitate  the  promotion  of  friendly 
runs  through  the  surrounding  country.  How 
it  has  come  about  then,  that  the  formation 
of  this  one  club,  small  in  numbers  at  first, 
has  served  to  awaken  an  amount  of  interest 
such  as  has  not  been  experienced  for  years, 
and  to  secure  for  the  sport  a  degree  of  pub- 
licity which  has  gone  far  and  away  beyond 
the  personal  benefit  to  the  individual  mem- 
bers, is  a  matter  of  interest,  centering  about 
that  one  little  word,  publicity. 

Publicity  as  an  art,  consists  not  so  much 
in  getting  the  general  press  to  insert  the 
coveted  items,  as  in  so  couching  them  that 
they  will  be  of  general  interest,  so  general, 
yet  so  subtle,  in  fact,  that  the  press  will 
gladly  accept  them  as  news.  No  one  need 
waste  a  breath  in  condemning  a  newspaper 
for  not  publishing  cycling  notes,  for  in- 
stance, when  none  are  oflfered  it.  Editors  are 
not  wont  to  exert  themselves  to  secure 
items  for  which  the  reading  public  makes 
no  demand,  and  cycling  of  all  things,  is 
going  to  be  ignored  unless  it  is  shown  that 
there  is  a  positive  demand,  even  though  it 
be  a  small  one,  for  cycling  news.  For  five 
years  or  so,  the  only  cycling  matter  to 
appear  in  the  St.  Louis  papers,  was  of  the 
nature  of  comment  on  its  decline.  All  that 
has  been  changed  now,  however,  and  all 
through  the  formation  of  a  club  along 
proper  lines,  and  the  persistent  efforts  of  its 
organizers  in  flooding  the  press  with  items 
concerning  its  doings  until  their  acceptance 
became  a  matter  of  course,  and  even  was 
looked  forward  to. 

As  has  been  said,  the  number  of  St.  Louis 
road  riders  had  shrunken  terribly.  But  at 
the  beginning  of  this  season  a  few  of  the 
constant  relics  of  former  days,  told  their 
troubles  to  E.  N.  Sanders,  of  Jordan  &  San- 
ders, who  made  a  careful  canvass  and  find- 
ing the  venture  safe,  worked  his  typewriter 
overtime  in  issuing  a  formal  call  for  the 
purpose  of  perfecting  an  organization.  This 
was  signed  by  five  wheelmen  not  in  any 
way  connected  with  the  trade.  This  was 
done  on  April  14th,  last,  and  a  most  won- 
derful change  of  affairs  was  immediately  ap- 
parent. The  next  morning  the  most  offensive 
of  the  dailies  came  out  with  a  half  column 
story  of  what  had  occurred,  with  a  double 
heading  stating  that  the  cycle  was  surely 
coming  back  to  favor. 

By  the  time  the  city  license  collector 
got  in  his  report,  at  the  end  of  the  month, 
another   paper   saw  that  there  was   a   very 


substantial  increase  in  the  number  of 
bicycle  licenses  taken  out  over  the  month 
previous  and  the  corresponding  period  of 
a  year  ago  and  dwelt  at  length  on  the  sig- 
nificance of  this  fact.  Only  a  month  earlier 
one  paper  found  it  necessary  to  go  back 
over  eight  or  ten  years'  returns  to  compare 
the  change  in  cycling  interests. 

Seeing  that  the  attitude  of  the  papers  had 
completely  changed  and  making  the  most 
of  the  opportunity,  a  story  was  at  once 
written  depicting  the  great  pleasure  of 
cycle  touring  round  about  St.  Louis,  and 
showing  how  much  more  enjoyment  could 
be  derived  from  the  bicycle  than  from  any 
other   form    of   out-door   recreation. 

This  story  with  the  necessary  photo- 
graphs was  accepted  readily  and  occupied 
nearly  half  a  page  in  one  of  the  leading 
Sunday  papers.  Since  then  every  note  in 
regard  to  club  meetings  and  runs  has  been 
deemed  of  sufficient  importance  to  be  taken, 
and  representatives  of  the  press  even  come 
around  for  news.  Another  half  page  was 
secured  to  give  a  complete  history  of  the 
naming  of  the  hills  and  places  round  about 
St.  Louis,  and  show  how  little  the  motoring 
element  really  knew  of  the  surrounding 
country  as  compared  to  wheelmen.  The 
difficulty  now  is  not  to  get  the  papers  to 
give  space  to  cycling  notes,  but  to  supply 
the  necessary  material.  The  ball  has  begun 
rolling  so  fast  that  it  can  hardly  be  fol- 
lowed. 

As  a  result  of  this  publicity,  popular  sen- 
timent toward  the  bicycle  has  completely 
changed.  The  old  timers  are  getting  as 
interested  as  are  the  new  generation  and 
they  are  taking  hold  with  a  will.  All  this 
high  class  advertising,  then,  has  come  about 
wholly  as  a  result  of  a  little  agitation  on 
the  part  of  a  local  dealer  in  getting  together 
a  live  organization.  Moreover,  it  has  cost 
the  trade  and  riders  practically  nothing, 
either  in  money  or  time;  the  dues  are  only 
$1.50  per  year  for  the  very  good  reason  that 
it  costs  little  to  operate  a  mere  riding  or- 
ganization. A  club  house  was  not  wanted, 
for  past  experience  has  shown  that  the 
more  elaborate  the  club,  the  less  riding 
would  be  done.  By  meeting  but  once  a 
month  very  little  time  is  required  of  the 
officers  and  members  outside  of  that  spent 
on  the  road. 

Besides  the  big  boom  the  formation  of 
this  club  gave  the  sport,  many  other  benefits 
usually  result  from  organization,  and  every 
city  and  town  should  have  at  least  one 
such  bicycle  club. 

Club  members  enjoy  themselves  more 
than  the  unattached  wheelmen;  better 
meals  and  accommodations  are  procured 
when  out  on  the  road;  there  is  more  of  in- 
terest on  a  run,  and  a  fine  fraternal  spirit 
develops.  Organization  is  the  means  of 
placing  the  sport  on  a  much  higher  plane 
and  gives  cyclists  greater  prestige  as  a 
class;  it  protects  and  defends  the  rights  of 
wheelmen  and  affords  a  ready  means  for 
getting  privileges  and  concessions.  A  good 
live   riding  organization  with   the  publicity 


it  receives  fills  the  new  rider  with  the  desire 
to  get  out  and  explore  the  surrounding 
country;  when  he  is  once  invited  to  take  a 
few  rides  with  a  club  he  is  not  afraid  of 
puncturing  his  tire,  a  fear  that  exists  quite 
as  much  in  many  new  riders  to-day  as  it 
did  in  the  hearts  of  some  of  their  elders 
years  ago. 

Still  another  good  influence  that  clubs 
exert  is  that  they  make  for  the  use  of  only 
the  highest  grade  machines  and  equipment. 
On  the  first  run  of  the  club  in  question 
about  half  the  machines  ridden  were  of  the 
mail  order  variety,  and  though  only  two 
months  have  elapsed,  and  despite  the  fact 
that  there  have  been  no  disasters  on  the 
runs,  the  machines  have  nearly  all  been 
replaced  by  new  ones  of  the  very  highest 
repute. 

As  to  the  argument  that  almost  the  en- 
tire bicycle  service  of  the  day  is  utilitarian, 
that  for  the  50  wheelmen  who  ride  on  the 
road  for  pleasure,  there  are  4950  who  ride 
only  to  and  from  work,  which  is  very  true, 
to  be  sure,  this  should  be  borne  in  mind; 
These  4950  grew  from  the  50  who  ten  years 
ago  raced  and  toured;  not  one  of  them  ever 
raised  his  voice  or  lifted  a  pen  in  the  de- 
fense of  cycling  or  to  agitate  any  matters 
that  tend  to  increase  the  use  of  the  wheel. 
From  the  50  who  are  making  a  commotion 
to-day  there  will  be  4950  more  utilitarians 
to-morrow.  It  is  the  pleasure  side  of  cycling 
that  developed  the  use  of  the  bicycle  as  a 
vehicle  of  utility  and  it  is  the  pleasure  side 
of  cycling  that  will  tend  to  increase  its  use 
as  a  business  vehicle. 

THE   MISSOURI    KICKER. 


An  Emergency  Handle  Bar. 

A  somewhat  probable  tale  is  related  of  a 
rider  who  had  the  misfortune  to  mistake  a 
streak  of  moonlight  for  the  sidepath,  one 
evening,  thereby  getting  himself  into  a 
most  lamentable  plight  in  a  three-foot  ditch. 
When  he  had  combed  some  of  the  mud  out 
of  his  eyes,  he  discovered  that  in  addition 
to  a  few  minor  disruptions,  one  end  of  the 
handle  bar  was  bent  up  so  short  that  when 
he  attempted  to  straighten  it,  it  broke  short 
off,  leaving  only  a  few  inches  of  flattened 
metal  outside  the  flashing  of  the  head  tube. 
The  other  matters  being  arranged  suitably, 
he  was  about  to  attempt  to  ride  with  one 
hand  only  for  steering,  when  he  bethought 
him  of  a  scheme  which  is  worth  remem- 
bering. 

First  hammering  out  the  end  of  the 
kinked  tube  until  it  was  opened  nearly 
round,  he  whittled  a  piece  of  wood  from  a 
nearby  fence-rail,  until  it  was  a  good  fit 
and  drove  it  into  place,  shaping  the  outer 
end  for  a  rough  handle.  Then  removing 
the  grip  from  the  good  end  of  the  bar,  he 
filled  it  with  water  and  allowed  it  to  remain 
for  a  few  minutes,  when  the  dry  wood 
so  swelled,  that  it  held  firmly  in  place. 
Afterward,  he  managed  to  get  home  in 
comparative  peace,  despite  the  annoyance 
of  a  bent  crank  and  a  wobbly  wheel. 


658 


THE  BICYCLING  WORLD 


The  "One  Best  Buy" 


THE  YALE=CALIFORNIA 

Costs  Only  $175 

But   it   did  all    that    the    motorcycles  selling   for    from    $25 
and   $135    more  did  (and  more  than  most  of  them  did)  in 

The  Most  Thorough  Road  Test  that  Ever  Occurred— 

the    F.  A.  M.   1906    Endurance    Contest,    New  York    to 
Rochester,  up  hill  and  down,  and  through  mud  and  rain — 

and  it  is  doing  the  same  thing  every  day  in  every  part  of  the 

country. 


As  we  said   before  — You  can't   pay  more  and  get  your 
money's  worth;  you  can't  pay  less  and  get  satisfaction. 


Now  is  a  good  time  to  get  in  line.      There  is  always  a  good 

fall  trade  in  motorcycles. 


THE  CONSOLIDATED  MFQ.  CO., 


Toledo,  Ohio. 


THE  KGYCLING  WORLD 


659 


EVOLUTION  OF  TIRE  SECTION 


What    Long    Study    of    Pneumatic    Under 
Working  Conditions  has  Demonstrated. 


That  there  is  quite  as  much  importance  in 
the  selection  and  proper  delineation  of  a  tire 
section,  as  in  the  choice  of  the  stock  which 
is  to  go  into  it  and  its  ultimate  treatment 
in  the  finishing  process,  is  a  theory  which 
is  in  a  large  measure  proven  by  the  im- 
provement in  the  life  and  service  of  the 
better  class  of  tires  now  upon  the  market. 
The  old  notion  that  the  ideal  thing  was  to 
get  the  greatest  possible  amount  of  air  un- 
der the  rim,  and  that  without  increasing  the 
total  volume  contained  in  the  envelope,  has 
been  shown  to  be  a  fallacy,  because  of  the 
fact  that  tires  constructed  on  this  principle 
become  deformed  as  soon  as  brought  under 
weight  of  the  machine.  This  produced  just 
such  internal  stresses  as  it  is  most  desirable 
to  avoid,  and  brought  about  a  deal  of 
trouble  from  interior  disrupture  which  was 


U  SHAPED  TIRE  UNDER  I<OAD 

accountable  to  the  shape,  and  in  no  wise 
to  the  quality  of  materials  used,  though,  of 
course,  in  some  instances,  inferior  grades 
of  manufacture  added  this  to  their  struc- 
tural weakness. 

The  later  method  of  design,  based  upon 
soundest  logic,  is  to  build  the  section  in 
the  form  which  it  is  to  be  expected  to  take 
under  normal  load,  that  is  to  say,  when 
inflrated,  and  with  the  mount  at  rest.  In  thjs 
way,  the  fabric  and  rubber  are  primarily 
made  to  assume  the  relation  which  will  be 
normal  to  them  during  life,  and  the  extra 
stresses  to  which  they  will  be  subjected  in 
vise  upon  the  road  will  be  of  a  purely  tem- 
porary nature,  which  their  very  constitution 
enables  them  to  resist,  and  to  resist  success- 
fully, since  their  natural  state  represents 
the  mean  of  flexture,  and  the  condition  ex- 
istant  during  the  greater  portion  of  the 
period  of  use.  This  fact,  and  the  theory 
from  which  the  present  shapes  in  use  have 
been  evolved,  are  well  developed  in  a  mono- 
graph just  issued  by  the  G  &  J  Tire  Co., 
Indianapolis,  Ind.,  under  the  caption, 
"Proper  Tire  Coistruction." 

In  this,  the  basis  of  the  argument  is  fur- 
nished by  the  statement  that,  "The  com- 
bined strength  of  the  various  layers  of  fab- 
ric in  a  tire  is  not  utilized  unless  all  layers 
are  on  an  equal  tension  and  act  in  har- 
mony."    Naturally  corollary  to  which  is  the 


fact  that  when  the  stresses  are  unequal,  the 
strength  of  the  combined  structure  is  re- 
duced to  that  of  the  whole  number  of  lay- 
ers upon  which  the  burden  falls.  For 
example,  if  a  vessel  is  moored  by  four 
anchors,  two  from  the  bow  and  two  from 
the  stern,  and  the  set  of  the  current  throws 
her  over  broadside  to,  then  the  task  of  hold- 
ing her  devolves  upon  two  cables,  the  other 


ROUND  TIRE  UNDER  I,OAD 

pair  being  as  useless  as  though  they  were 
non-existant. 

From  this  then,  it  is  a  natural  conclusion 
that  "the  several  layers  of  fabric  used  in  the 
construction  may  be  placed  in  the  tire  on 
an  equal  tension,  but  if  the  tire  is  not  made 
in  the  shape  it  assumes  when  carrying  its 
load,  then  the  changing  of  the  shape  of 
the  tire  places  unequal  strain  on  the  differ- 
ent layers  of  fabric,  and  causes  friction, 
which  generates  heat  and  produces  disinte- 
gration." 

"European  tires,  and  most  tires  of  Ameri- 
can manufacture,"  continues  the  article, 
"were  until  recently  made  U-shape,  the 
theory  being  that  the  tire  would  remain  in 
practically  this  shape  when  inflated,  in 
which  case  the  tire  would  measure  more 
from  rim  to  tread  surface  than  in  cross 
section,  resulting  (had  the  argument  been 
correct)  in  greater  resiliency  or  buoyancy 
for  a  given  sectional  diameter  than  would 
be  the  case  were  the  tire  round. 


FLAT  TREAD  TIRE  UNDER  LOAD 

"When  a  tire  is  made  'U'  shape  and  is 
forced  round  by  internal  pressure,  the 
outer  layers  are  placed  on  an  abnormal 
strain  and  required  to  carry  the  greater  part 
of  the  load.  Under  these  conditions,  the 
various  layers,  instead  of  working  together, 
and  the  strain  being  distributed  among  them 
equally,  work  against  each  other,  the  outer 
layers  being  under  severe  strain,  while  the 
inner  layers  are  bending  and  chafing 
through  lack  of  uniform  tension. 


"The  tire  does  its  hardest  work  at  the 
traction,  or  ground-contact  point,  conse- 
quently the  'U'  shaped  tire  at  the  working 
point  under  load,  assumes  an  oval  shape, 
which  distorts  the  fabric,  placing  the  plies 
on  an  unequal  strain,  and  changing  the 
relation  of  each  ply  to  the  other. 

"The  ordinary  round  tread  tire,  as  now 
generally  made  by  American  and  European 
manufacturers,  when  depressed  produces  an 
Undesirable  bending  or  reverse  curve  at 
each  extremity  of  the  tread,  causing  the 
various  plies  to  work  against  each  other, 
which  results  in  ply  seperation,  and  tends 
to  loosen  the  tread.  The  weight  of  the  load 
spreads  the  rubber  tread,  and  the  rubber 
thus  piled  up  pushes  against  the  fabric  at 
a  point  where  it  is  distorting  and  torturing 
itself,  and  will  in  time  loosen  the  cover 
as  well  as  the  various  plies.  It  is  seldom 
that  the  cover  is  loosened  by  the  fractional 
pull  in  transmitting  the  power.     This  state- 


RAISED  TREAD  OVAL  TIRE  NATURAL  SHAPE 
UNDER  LOAD 

ment  is  verified  by  the  fact  that  loose  covers 
rarely  develope  in  the  center  of  the  tread, 
but  almost  invariably  commence  on  either 
side  of  the  tread." 

The  round  tire  came  as  a  marked  im- 
provement over  the  "U"  shape,  but  was 
lacking  in  one  respect,  that  although  it  was 
a  closer  approximation  to  the  shape  of  the 
tire  in  service,  yet  it  did  not  conform  to 
it  absolutely.  The  G  &  J  Tire  Company 
was  the  first  to  make  the  round  shaped  tire, 
and  held  to  it  consistently  up  to  the  time 
of  bringing  out  the  1906  design,  which  was 
a  distinct  innovation.  In  this,  the  oval 
raised  tread  design,  the  abnormal  conditions 
which  are  to  be  found  in  both  the  "U"  and 
round  shaped  tires,  are  eliminated,  the  de- 
sign being  based  solely  on  working  condi- 
tions. The  oval  tread  tends  to  roll  trans- 
versely of  the  machine,  when  any  skidding 
action  is  produced,  thus  doing  away  entirely 
with  die  tendency  of  the  rubber  to  concen- 
trate at  the  point  of  contact,  as  happens 
with  other  types  of  tread,  also  effecting  a 
smooth  rolling  .change  of  the  line  of  con- 
tact from  the  center  to  the  side,  without 
tending  to  rip  or  strain  the  tread  in  the 
process. 

In  other  words,  the  oval  shaped  tire 
is  "so  built  and  shaped  when  made,  that  the 
relative  positions  of  the  various  layers  to 
each  other  are  such  that  the  strain  is  equal- 
ly distributed  among  the  several  layers 
when  under  load,  and  the  tire  utilizes  the 
full  combined  strength  of  the  several  layers 
when  and  where  it  is  most  required." 


6^0 


THE  BICYCLING  WORLD 


ACCIDENT    INSURANCE 

THE  MORROW 
Coaster  Brake 

is  an  insurance  investment  that  should  not  be  overlooked  by  bicyclists  and 
motorcyclists,  whether  riding  for  pleasure  or  business. 


Here  is  the  experience  of  a  well-known  dealer: 

"Allow  me  to  tcll  yoo  what  I  consider  was  a  good  test  for  your  brake.  I  was  driving 
a  1906  "Cortiss"  single  cylinder  machine  with  two  riders  at  the  rate  of  aboat  30  miles  an 
hour  and  just  got  to  the  top  of  a  short  steep  knoll  when  I  saw  within  10  feet  of  us  a  young 
horse  hitched  to  a  buggy  and  on  his  hind  legs  and  crosswise  of  the  road.  It  was  a  case  of 
stop  or  get  smashed  up  as  there  was  no  room  to  pass  and  if  ever  one  of  your  brakes  got  a 
test  I  think  it  did  then  as  I  set,  with  the  result  that  it  stopped  the  machine  within  about  a 
foot  of  the  rig  and  almost  turned  the  machine  around,  it  worked  so  well,  never  damaging 
the  brake  a  particle.  I  have  ridden  Motorcycles  for  the  past  few  years  and  this  is  the  first 
brake  that  I  have  given  anything  like  such  a  test  without  breaking  something." 


ECLIPSE  MACHINE  CO., 


Elmira,  N.  Y. 


k 


GEAR  RATIOS  AGAIN 


Perennially  Verdant  Subject  Always  a  Mat- 
ter of  Interest  to  the  Cyclist. 


f 


About  once  in  so  often,  along  with  sev- 
eral otlier  perennially  moot  points,  comes  a 
revival  of  the  question  of  gearing  in  the 
safety  bicycle,  and  a  more  or  less  lengthy 
argument  as  to  what  really  is  meant  by 
the  ratio.  Besides,  this,  many  riders  want 
to  know  how  to  determine  the  gears  of 
their  mounts,  and  what  effect  upon  their 
riding  qualities  may  be  had  by  a  change  of 
gear.  Most  frequently,  the  discussion  arises 
out  of  the  reckless  affirmation  of  some  rider 
that  there  is  no  advantage  in  using  a  low 
gear  for  hill-climbing,  since  the  amount  of 
work  to  be  done  is  the  same  in  any  case, 
with  the  same  rider  on  the  same  mount, 
and  the  only  apparent  difference  in  effect 
between  the  low  and  high  gears,  rests  in 
the  fact  that  the  actual  pressure  on  the 
pedals  required  per  stroke  by  the  lower 
gear,  is  less  than  in  the  case  of  the  higher, 
this  simply  resulting  in  a  lower  rate  of 
speed  for  the  same  number  of  strokes  per 
minute. 

But  however  that  may  be,  to  go  back  into 
history  for  a  very  short  distance,  the  en- 
tire matter  of  gearing  turns  out  to  be  a 
simple  arithmatical  problem,  and  its  mean- 
ing quaintly  simple.  For  the  present 
method  of  rating  the  gear  of  a  bicycle  arose 
out  of  an  attempt  to  reconcile  the  con- 
servative riders  to  the  safety  bicycle  and 
furnish  a  basis  of  comparison  between  it 
and  the  ordinary,  in  the  days  when  it  was 
just  beginning  to  supplant  it  and  make  a 
place  for  itself  in  the  world  of  wheels.  The 
ordinary  had  always  been  rated  according 
to  the  diameter  of  the  driving  wheel,  which, 
of  course,  was  determined  by  the  length  of 
leg  of  the  rider.  With  these  machines,  too, 
for  the  most  part,  the  pedals  were  fixed 
with  the  wheel,  and  turned  at  the  same 
rate.  The  small  diameter  of  the  driving 
wheel  of  the  safety  type,  however,  made 
this  impossible  without  great  inconvenience 
to  the  rider,  and  as  it  was  a  simple  matter 
to  increase  the  diameter  of  the  front 
sprocket  over  that  on  the  wheel,  thus  caus- 
ing the  latter  to  turn  a  little  faster  than  the 
feet  of  the  rider,  this  was  accordingly  done. 
The  various  makers  came  to  adopt  different 
standards,  so  that  some  method  of  deter- 
mining the  value  of  the  gearing  was  soon 
seen  to  be  necessary. 

The  simplest  method  of  rating,  was  by  a 
comparison  with  the  standard  type  of  or- 
dinary, it  being  evident  that  the  distance 
traveled  per  revolution  of  the  pedals  with 
a  machine  of  the  newer  type  depended  upon 
the  ratio  of  the  sprockets  and  the  diameter 
of  the  rear  wheel.  Whatever  the  ratio 
might  be  mattered  little,  so  long  as  it  could 
be  expressed  in  terms  of  a  known  quantity, 
and  the  most  convenient  term  in  which  to 
express  it,  was  the  diameter  of  the  high 
wheel.    The  72-inch  geared  safety  then,  was 


THE  BICYCLING  WORLD 

the  safety  which  would  be  driven  the  same 
distance  per  stroke  of  the  pedals  as  an  or- 
dinary of  72-inch  rating,  the  63-inch  safety 
corresponded  in  this  respect  with  the  63- 
inch  ordinary,  and  so  on.  The  comparison 
was  simple,  and  the  short-legged  rider  of  a 
safety  soon  perceived  that  he  had  the  same 
advantage  as  the  longer  limber  rider  of  a 
high  wheel.  So  the  method  became  popu- 
lar. And  now  that  the  ordinary  has  prac- 
tically passed  out  of  existence,  the  rating 
is  perpetuated  out  of  courtesy  to  tradition 
rather  than  for  any  more  valid  reason. 
Nevertheless,  it  serves  probably  to  as  good 
advantage  as  any  other,  and  is  universally 
accepted  without  question. 

Bearing  in  mind,  that  in  determining  the 
gear,  what  is  desired  is  the  distance  traveled 


CHRONIC  KICKER 

IS  ALWAYS  DIS- 
APPOINTED IN 

MOtliAlljWIilGHTTIItEUPE 

IT'S  TOO  GOOD  FOR  HIM 


DOES  NOT  DRY  UP 


Morgan  X  Wright 

CHICAGO 


MRW    TOKK    BRAKCH    tl4-Xl«    WK8T    t7TB    8't. 

for  one  revolution  of  the  pedal,  it  is  evident 
that  in  the  case  of  the  ordinary,  this  must 
be  equal  to  the  circumference  of  the  wheel. 
Or,  if  D=  diameter  of  wheel,  and  G=:  dis- 
tance traveled  per  revolution  of  pedal, 
which,  in  this  case,  is  equal  to  the  circum- 
ference of  the  wheel, 

G=  3.1416  D 
according  to  the  rule  of  simple  arithmetic. 
For  the  safety,  on  the  other  hand,  each 
turn  of  the  pedal  drives  the  rear  wheel  more 
than  one  turn,  according  to  the  ratio  of 
sizes  of  the  sprockets.  The  laws  of  me- 
chanics teach  that  the  speed  of  two  gears, 
or  two  pulleys  connected  by  a  band,  is  in- 
versely as  their  diameters,  or  as  the  num- 
ber of  teeth  in  each.  In  other  words,  if 
the  number  of  teeth  in  the  front  sprocket 
be  denoted  by  T,  and  that  of  the  rear  by  t, 
then  for  one  revolution  of  the  pedals,  carry- 
ing the  front  sprocket,  the  rear  one  will 
turn  T  divided  by  t,  times.  The  circumfer- 
ence of  the  rear  wheel,  must,  of  course,  be 
measured  along  the  ground,  the  same  num- 
ber of  times  for  each  turn  of  the  pedal,  and 
this    being    expressed    by    3.1416  d,    where 


66\ 

d=  diameter  rear  wheel,  the  resulting  ex- 
pression for  the  distance  traveled  for  each 
revolution  of  the  pedal  in  the  safety  type  is: 

G'=3.1416dT-^t 
Since   it   is   desired   to   determine   the  value 
of  this  expression  in  terms  of  the  diameter 
of   the   wheel    of   an    ordinary,    the   two    Gs 
may  be  equated,  or, 

3.1416D=3.1416dT-^t 
The  figures  cancel  out,  and  the  result  gives 
the  equivalent  diameter  of  a  high  wheel 
which  would  travel  the  same  distance  pei 
stroke  of  pedal.  The  gear  of  the  safety, 
then,  is  found  by  the  following  formula: 
dT 

Gear= 

t 
Thrown  into  the  form  of  a  rule,  this  is: 

To  find  the  gear,  multiply  the  number  of 
teeth  in  the  front  sprocket  by  the  diameter 
of  the  rear  wheel  in  inches,  and  divide  by 
the  number  of  teeth  in  the  rear  sprocket. 

Take,  by  way  of  illustration,  the  case  ol 
a   machine   having   28-inch   wheels,    and   25 
teeth  on  the  front  sprocket  with  8  on  the 
rear.     The   gear   then   will   be, 
28X25 

=  87.5 

8 
which   is   commonly  known   by  the   nearesl 
whole  number,  or  88. 

As  to  the  question  of  the  advantage  or 
otherwise  of  using  a  certain  gear,  it  is  evi- 
dent that  to  propel  a  bicycle  over  a  certain 
stretch  of  road  at  a  given  speed  must  entail 
a  certain  fixed  amount  of  work  to  the  same 
rider,  no  matter  whether  the  grade  be  up  or 
down,  or  level.  Since  the  amount  of  work 
finally  produced  at  the  rear  wheel,  is  not 
altered  by  the  gear,  under  these  circum- 
stances, it  is  evident  that  the  difference 
between  two  gears,  must  be  purely  a  local 
one,  and  in  terms  of  simplest  physics,  must 
be  a  question  of  leverage,  pure  and  simple. 
And  so  its  is,  for  the  essential  difference 
between  a  high  and  a  lower  gear  is  that  in 
the  one  case  a  greater  pressure  is  exerted 
on  the  pedals  at  a  slower  rate  of  speed, 
while  with  the  other  the  reverse  is  true. 
The  whole  problem,  then,  revolves  about 
this  point,  that  certain  riders  find  it  more 
pleasurable,  convenient,  might  express  it 
better,  to  pedal  slowly  and  laboriously, 
while  others  prefer  to  pedal  more  lightly 
and  rapidly.  Structural  differences  between 
men,  explain  largely  the  reason  why  so 
great  a  variety  of  gears  are  demanded  of 
the  makers.  Basically,  there  is  no  other 
explanation. 

Where  the  time  element  is  to  be  consid- 
ered, on  the  other  hand,  a  slightly  different 
phase  of  the  same  principle  is  presented. 
For  every  rider  is  able  to  do  his  best  at  a 
certain  accustomed  rate  of  pedal  speed  and 
muscular  exertion.  Whatever  this  rate  of 
development  of  power  may  be,  it  is,  of 
course,  independent  of  the  conditions  of 
the  road,  and  hence,  the  work  which  may 
readily  be  done  on  the  level  becomes  diffi- 
cult  on   an   ascending   grade,    if   maintained 


662 


THE  BICYCLING  WORLD 


at  the  same  speed.  On  this  account,  a 
change  of  gear  for  hill-climbing  is  fre- 
quently advisable.  But  sometimes  it  ap- 
pears to  fail  of  its  purpose  because  the  rider 
places  too  much  confidence  in  the  degree  of 
relief  which  he  expects  to  obtain.  '  From 
what  has  gone  before,  then,  it  will  be  seen 
to  be  true,  that  the  question  of  gearing  a 
machine  is  one  which  cannot  be  advised  by 
another  rider  with  more  than  chance  accur- 
acy. It  is  a  question  for  every  rider  to 
decide  for  himself. 


The  Joys  of  Cycle  Camping. 

It  is  passing  strange  that  during  all  the 
years  which  have  elapsed  since  the  bicycle 
was  first  introduced  into  this  country,  the 
idea  of  cycle  camping  and  camping  tours 
taken  a-wheel,  has  failed  to  attract  atten- 
tion. With  our  great  and  growing  love  of 
out  of  doors  as  a  nation,  that  is  to  say,  with 
the  rapidly  increasing  popularity  of  all 
forms  of  recreation,  athletic  or  otherwise, 
which  induce  life  and  exercise  in  the  open, 
and  especially  with  the  well  recognized 
benefits  of  camp  life,  it  is  strange  that  no 
union  of  this  with  bicycle  and  motorcycle 
touring  should  have  been  eiifected  long  ago. 

Abroad,  but  more  especially  in  England, 
this  combined  pastime  has  attained  great 
popularity.  Cycle  camping  clubs  have  been 
formed  and  are  thriving  in  several  localities 
their  members  fraternizing  well  and  ar- 
dently working  for  the  extension  of  their 
chosen  sport.  All  of  these,  hold  regular 
week-end  runs  during  the  summer  months, 
contriving  in  the  interval  between  Satur- 
day afternoon  and  Monday  morning,  to 
cover  a  good  many  miles  of  road,  besides 
existing  comfortably,  even  luxuriously,  in 
the  periods  between  rides.  Several  of 
these  clubs  hold  annual  encampments  or 
tours,  of  more  extended  duration,  and  it  is 
noteworthy  that  they  are  well  attended  and 
enthusiastically  referred  to  after  they  are 
over,  which  is  something  indicative  of 
success. 

As  to  the  feasibility  of  the  thing  from  the 
important  standpoint  of  equipment,  draw- 
ing from  the  experience  of  our  English 
cousins,  a  camping  outfit  complete,  com- 
prising everything  essential  to  the  comfort- 
able existence  of  two  persons,  can  be  con- 


trived for  easy  transportation  on  the  bicy- 
cles, and  will  weigh  at  the  minimum,  19 
pounds  12  "ounces.  This  is  the  figure,  as 
told  by  an  expert  in  a  recent  issue. 
The  Association  of  Cycle  Campers 
recommends  a  double  kit  which  weighs 
complete  from  30  to  35  pounds,  ac- 
cording to  circumstances,  the  outfit 
for  a  single  person  weighing  in  at  25 
pounds  or  less.  By  careful  contrivance, 
and  the  use  of  special  appliances,  however, 
this  may  be  skimped  to  12  pounds  and  a 
little  more,  according  to  the  e.xpert  referred 
to  above.  Such  outfits  are  not  expensive, 
can  be  got  up  to  the  taste  of  the  camper, 
and  therefore  may  be  as  limited  or  elaborate 
as  the  occasion  may  seem  to  demand. 

For  the  rest,  to  be  able  to  ride  at  will, 
or  tarry  at  will  wherever  and  vvhenever 
the  mood  may  dictate;  to  be  free  from  the 
petty  annoyances  of  country  hotels  and 
farm  houses  by  the  wayside;  to  be  enabled 
to  extend  the  delights  and  benefits  of  days 
out-of-doors,  into  a  succession  of  nights 
out-of-doors,  which  are  no  less  to  be  en- 
joyed; these  are  things  which  actually 
double  the  value  of  the  outing.  Every  man 
is  at  heart,  something  of  a  vagrant,  and  to 
give  way  to  the  impulse  and  play  Gypsy 
once  in  a  while,  makes  the  regulated  pattern 
of  soberer  life  all  the  sweeter  afterward. 
Here  is  an  idea  for  individuals  who  love  the 
road,  and  who  want  travel  without  the 
drawbacks  of  catch-as-catch-can  accom- 
modations. Here  is  an  idea  for  clubs  on 
the  lookout  for  something  to  work  upon. 
It  has  its  drawbacks,  like  all  other  forms 
of  recreation,  but  if  outdoor  life  is  to  be 
cultivated,  then  here  is  something  which 
works  it  to  the  best  possible  advantage. 


Mr.  Marsh  to  Hold  an  "Annual  Meet." 

Mr.  Marsh,  who  manufactures  some 
motorcycles,  is  going  to  hold  an  "annual 
meet"  on  September  2nd  at  Woonsocket, 
R.  I.,  18  miles  over  poor  roads  from  Provi- 
dence, where  Mr.  Marsh's  motorcycles  were 
recently  advertised  for  $100  by  the  furni- 
ture house  that  sold  them.  He  endeavored 
to  coax  the  Providence  Motorcycle  Club 
into  his  little  scheme  but  the  clubmen  were 
wise  and,  smiling,  shook  their  heads.  Marsh, 
therefore,  went  to  Woonsocket,  where  there 


are  six  motorcycles  in  use.  Of  course,  being 
modest,  Mr.  Marsh  is  not  using  his  own 
name.  He  is  giving  his  "annual  meet"  in 
the  guise  of  the  so-called  National  Associa- 
tion of  Motorcyclists,  which,  merely  by 
printing  a  letterhead  bearing  the  title,  he 
"organized"  last  year,  after  one  of  his  men 
had  been  disqualified  at  the  Federation  of 
American  Motorcyclists'  championship 
meeting  for  "ringing"  a  special  racer  in  an 
event  restricted  to  stock  machines.  Like 
the  hundred  and  one  associations  of  dis- 
gruntled cyclists  which  periodically  pro- 
posed wiping  out  the  L.  A.  W.,  Mr.  Marsh's 
most  cherished  hope  is  to  put  the  F.  A.  M. 
out  of  business. 

The  only  thing  the  "National  Association 
of  Marsh,"  as  the  affair  is  laughingly  dub- 
bed by  those  who  know,  has  ever  succeeded 
in  doing  is  in  having  Marsh  himself  ex- 
pelled from  the  F.  A.  M.  and  in  having  a 
number  of  riders  suspended  for  varying 
periods,  several  of  them  permanently,  by 
the  F.  A.  M.  and  its  allies,  the  N.  C.  A., 
the  A.  A.  A.  and  the  A.  A.  U.  Of  course, 
the  same  fate  awaits  those  who  participate 
in  the  outlaw  meet  at  Woonsocket. 

Mr.  Marsh  has  been  trying  hard  to  "lay 
low"  and  have  it  appear  that  the  "annual 
meet"  is  not  his  very  own,  but  unfortu- 
nately some  of  the  Rhode  Island  papers 
which  are  not  "wise"  mention  only  four 
names  and  they  "give  the  game  away." 
Three  of  them  are  connected  with  the 
Marsh  establishment;  the  fourth  is  the 
Marsh  association's  "president,"  who  never 
rode  a  motorcycle  in  his  life,  but  who  has 
a  grievance  against  the  F.  A.  M.  or  some 
of  its  officials,  which  is  the  primest  qualifi- 
cation for  "office."  It  is  a  peculiarity  of 
the  "National  Association  of  Marsh"  that 
it  changes  "officers"  with  no  formality  and 
without  notice.  It  has  had  at  least  four 
"presidents,"  three  "secretaries,"  and  two 
"treasurers,"  all  in  less  than  a  year. 


The  idiot  who  continually  rings  his  bell 
as  a  safeguard  against  accident,  is  like  the 
nervous  householder  who  double-bolts  his 
front  door  every  night  to  keep  out  burglars 
and  then  leaves  open  the  windows  for  pur- 
poses of  ventilation.  His  precaution  is  too 
restricted. 


BICYC 


3?  ir' 


■amfe|0'jLJbes 
ie 


ihid    Flat 


H  A  N  D 


IL^   MA^ 


ear^Forks        ^ 
r  Stay 


c> r  TV! d t b r ; Cyci e s 


.  JU   B 


>rAN  D ARDIWE LD I N G  C 


i::f.i:fi..,i::. 


-i"*.' 
f   « 


fOUNbED 
•1877- 


>■>"""  "■  ao'?.?w  s  n 


■  .H 


aAd 


MOTORCYCLE  REVIEW 

Incorporating   THE   WHEEL,  the  AMERICAN    CYCLIST   and   the   MOTORCYCLE  .MAGAZINE. 


Vol.  LIU 
No.  24 


New  York,  N.  Y.,  Saturday,  September  8,  i906. 


$2.00  a  Year 
10  Cents  a  Copj 


^ Is    ^^ 

The  One  Sure  Way 

to  avoid   trouble  and  to   "  get   there  "— 


.=:^' 


Ride  an  Indian 

The    difference    between     Indians    and    other 
motocycles  is  the  difference  between  "is"  and  "may." 


Hendee  Mfg.  Co.,    =     Springfield,  Mass. 


HARTFORD  TIRES 


c 


c 


c 


Competition  in  the  bicj^cle  manufacturing  business  may  not  be  as  keen  now 
as  it  was  ten  years  ago,  but  in  the  tire-making  business  it  is  very  much 
keener.  For  one  thing,  costs  of  materials  have  gone  up  anywhere  from 
50%  to  100%,  with  a  leaning  in  some  quarters  toward  a  less  critical  selec- 
tion of  stock,  and  a  cheapening  of  the  processes  of  manufacture.  A  few 
concerns  have  even  seemed  to  think  only  the  automobile  tire  business  any 
longer  worth  their  while. 

By  means  of  the  (1)  largest,  best  equipped  and  most  carefully  organized 
factory  in  the  world;  (2)  fundamentally  correct  principles,  supported  by 
exclusive  patents,  and  ( 3 )  a  commercial  organization  unequalled  for  the 
convenience  of  both  trade  and  public,  The  Hartford  Rubber  Works  Co.  have 
been  able  not  onty  to  maintain  their  undisputed  leadership  in  the  bicycle  tire 
business,  but  to  build  the  best  automobile  tires.  "Hartfords"  are  just  as 
good  now  as  they  were  when  our  reputation  was  based  solely  upon  bicycle 
tires:  and  you  can  drive  a  hand-sjiike  in  the  fact  that  we  shall  absolutely 
maintain  that  well-known  policy.  Newcomers  in  the  business  should  ask 
old-timers  about  this. 

It  is  to  your  positive  advantage  to  deal  with  manufacturers  who  make  the 
best  bic^^cle  and  automobile  tires  alike — especially  if  your  business  embraces 
both  lines.  We  can  promptly  serve  the  widest  range  of  yonv  requirements, 
not  only  from  Hartford,  Conn.,  but  also  from  branch  houses  located  at  ten 
convenient  geographical  points,  Mdiose  maintenance  often  saves  time,  and 
money  to  you  as  well  as  to  ourselves.  If  you  are  "putting  up"  with  a  less 
service  than  we  are  giving  to  the  majority  of  bicycle  dealers,  suppose  you 
question  the  wisdom  (in  a  business  sense)  of  continuing  to  do  so  any  longer, 
and  get  in  touch  with 


THE   HARTFORD   RUBBER  WORKS  CO.,  "\"5'Nr 


NEW  YORK 
BOSTON 


PHILADELPHIA 
BUPPALO 


BRANCHES. 

CHICAGO 
CLEVELAND 


DETROIT 
DENVER 


LOS  ANGELES 
SAN  FRANCISCO 


'1877- 


Volume  LIII. 


T^TORCYeCE  REVIEW 


Ne.w  York,  U.  S.  A.,  Saturday,  September  8,  1906. 


No.  24 


MUFFLER  PROBLEM  IS  SOLVED 


^.r. 


Hedstrom   Evolves    Quiet   Device — Opened 
or  Closed  the  Noise  is  Well  Subdued. 


Before  the  open  muffler  has  fully  at- 
tained the  importance  of  a  momentus  prob- 
lem that  seriously  threatened  the  motor- 
cycle interests,  the  way  to  its  solution  has 
come,  and  almost  like  a  bolt  from  the  blue; 
the  form  the  solution  has  assumed  is  as 
unexpected  as  the  solution  itself  and  yet 
now  that  the  problem  is  solved  it  is  readily 
seen  that  it  has  been  solved  in  the  proper 
way,  that  is,  not  by  eliminating  the  muffler 
nor  by  the  enactment  of  repressive  meas- 
ures, but  by  reducing  the  noise  of  the  open 
muffler  itself. 

While  the  discussion  was  attaining 
strength,  Oscar  Hedstrom,  the  designer  of 
the  Indian,  saw  the  right  light  and  quietly 
got  his  wits  to  work.  The  result  is  in  evi- 
dence at  the  Hendee  factory  attached  to 
Mr.  Hendee's  own  personal  inount.  It  is 
a  muffler  which  in  general  outline  and  ap- 
pearance differs'  in  no  wise  from  that  which 
has  characterized  the  1906  Indian;  the  cut- 
out is  of  exactly  the  same  type,  operated 
in  exactly  the  same  way — with  the  right 
foot;  but,  remarkable  though  the  statement 
may  seem,  when  the  cut-out  is  opened,  the 
noise  of  the  exhaust  absolutely  is  not  louder 
than  when  the  muffler  is  tightly  closed.  The 
difference  is  practically  imperceptible; 
opening  the  cut-out  simply  transforms  the 
sharp,  quick  bark  into  a  rather  deep,  rich 
bay.  The  new  muffler  was  demonstrated 
repeatedly  for  the  benefit  of  a  number  of 
motorcyclists  who  recently  visited  the  Hen- 
dee  factory  in  Springfield,  and  there  is  no 
room  for  doubting  its  efficiency.  It  ef- 
fectually disposes  of  the  open  muffler  nuis- 
ance, at  least,  so  far  as  the  motorcycles  of 
the  future  are  concerned.  For  it  is  certain 
that  other  inventors  simply  cannot  afford 
to  remain  idle  in  the  face  of  Hedstrom's 
achievement.      It  will   be   strange   indeed   if 


^ey   do   not  arise   to   the   necessity   of  the 
0(5^sion. 

T^S  new  Indian  muffler  is  somewhat 
larger,  both  as  to  length  and  diameter,  than 
that  now  in  general  use,  but  not  unduly  so 
and  it  is  explained  that  fitted  to  the  1907 
Indian  with  its  longer  wheel  base,  its  pro- 
portions will  be  in  entire  harmony  with  the 
new  machine. 


Surre  with  the  Two-Speed  Corbin. 

W.  J.  Surre,  assistant  secretary  of  the 
Corbin  Screw  Corporation,  will  leave  on 
his  annual  trip  to  the  Pacific  Coast  on  the 
14th  inst.  His  departure  has  been  delayed 
because  of  two  expected  arrivals — one  a 
young  Surre,  the  other  the  anxiously 
waited  for  Corbin  two-speed  coaster  brake, 
one  of  which  he  will  carry  with  him  on  his 
journey  and  exhibit  to  the  trade  for  the 
first  time.  That  he  will  have  the  standard 
Corbin  Duplex,  also,  with  him  goes  without 
saying. 


Russian  Duties  Advanced. 

According  to  the  provisions  of  the  new 
Russian  tariff  which  went  into  effect  last 
spring,  the  duty  on  cycles  having  two 
wheels,  is  30  roubles  each,  or  about  $7.50. 
Cycles  having  three  wheels  are  taxed  60 
roubles  each,  or  $15,  and  those  having 
four  wheels,  160  roubles,  or  $40.  Parts,  ex- 
cept those  which  are  especially  restricted, 
are  assessed  at  the  rate  of  40  roubles  per 
pood,  which  is  equivalent  to  something  like 
$3.60  per  pound. 


Hendee  to  Push  Brooks  Saddles. 

In  addition  to  having  acquired  the  ex- 
clusive sale  of  the  Brooks  motorcycle  sad- 
dles in  this  country,  it  now  appears  that 
the  Hendee  Mfg.  Co.,  Springfield,  Mass., 
has  the  agency  for  the  full  line  of  Brooks 
cycle  saddles  also  and  means  to  push  their 
sale  in  America.  As  the  line  is  a  varied 
one  and  the  quality  undoubted,  it  would 
seem  that  the  Hendee  people  should  have 
small  difficulty  in  interesting  both  riders 
and  the  trade. 


"BIG    MONEY"    IN    TIRE    FLUID 


At  Least,  Ellison  Made  Other  Men  Believe 
it— Now  He's  in  a  New  York  Jail. 


However  successful  the  Buffalo  Specialty 
Mfg.  Co.,  makers  of  Neverleak  tire  fluid, 
their  prosperity  had  bred  a  host  of  imita- 
tors, most  of  whom,  soon  or  late,  suffer 
burnt  fingers.  Usually  they  are  brought 
into  court  for  infringing  the  Neverleak  pat- 
ents, but  occasionally  they  face  the  bars 
of  justice  for  other  reasons.  Oscar  L.  Elli- 
son, 47  years  old,  of  308  West  Forty- 
seventh  street.  New  York,  is  of  the  latter 
category.  He  was  arraigned  in  the 
Tombs  Police  Court  before  Magistrate 
Finelite,  on  Thursday  last,  on  a  charge  of 
swindling.  Frank  C.  Howe,  of  23  West 
Ninth  street,  was  the  complainant  in  the 
case  and  unfolded  an  entertaining  tale  of 
how  he  had  been  parted  from  $1,300. 

He  saw  an  advertisement  in  a  morning 
newspaper  asking  for  a  partner  with  from 
$1,000  up  and  promising  big  profits,  and  be- 
coming interested,  he  answered  it,  which 
led  to  his  meeting  with  Ellison,  who  vividly 
painted  the  millions  to  be  obtained  in  the 
tire  fluid  business.  Howe  audited  the  de- 
fendant's accounts,  finding  a  seeming  profit 
of  $600  a  month.  Then  he  bought  stock 
and  became  an  assistant  manager. 

Howe  said  that  as  soon  as  he  got  into  the 
concern — it  was  in  last  January — business 
fell  off  amazingly,  until  one  month  recently 
the  gross  sales  were  only  $15.  Then  he 
decided  that  he  had  been  swindled  and 
asked  for  his  money  back.     It  was  refused. 

Ellison  was  held  in  $1,500  bail.  He  had 
no  bondsman  and  went  to  the  Tombs.  The 
police  say  Howe  is  only  one  of  ten  or 
more  whom  Ellison  buncoed. 


Morse  Moves  to  Ithaca. 

The  Morse  Chain  Co.,  the  pioneers  in  the 
production  of  roller  chains  for  the  bicycles, 
have  removed  their  plant  from  Truamsburg 
to  Ithaca,  N.  Y. 


674 


THE  BICYCLING  WORLD 


EXPORT  SPURT  IN  JULY  Odd  Suit  for  Old  Parts. 

That  readiness  to  go  to  law  over  the  most 

It  was  a  Small  One.  but  Better  than  none—  trivial  of  grievances  that   seems  to  -charac- 

Totals  also  Show  Increase.  terize  the  rank  and  file  of  the  British  mid- 

die  classes  has  been  responsible  for  a  legal 

With    that    inconsistency    that    has    char-  decision  on  at  least  one  subfect  of  dispute 

acterized    its    fluctuations    during    the    past  that  is   of  interest  to  the   cyclist.     A  rider 

two   or  three  years,   official   statistics   show  sent  his  machine  to  a  repairer  to  have  sun- 

an  upward  jump  in  exports  for  the  month  dry  changes  made  in  it,  consisting  of  a  new 

.                ,  chain,  a  free  wheel  and  a  new  rear  sprocket. 

of  July.     The  mcrease  is  one  of  more  than  .  ,              ^       u      ^  ffc        j      i           '„    ;.,„ 

-'     -^  The  bill  came  to  about  $5  and  when  paymg 

20  per  cent,  or  from  $76,355  to  $92,671  and  j^^  (.^g  cyclist  asked  for  the  old  fittings  that 

the    most    significant     item    in    connection  had  been  replaced.  The  request  was  refused, 
therewith  is  the  advance  in  the  amount  sent  The   claimant   apparently  felt   sufficiently 

to  Japan,  which  rose  from  $16,988  to  $21,658.  wronged  to  litigate  the  matter  and  the  re- 

.     ,.,       .  ,        ,  ,  ,  suit  was  an  action  in  a  court  of  a  justice  of 

It   IS   likewise   noteworthy   that   the   total  ,,  .         ,  .  ,    ,  ,  ,   .    ,.„ 

the  peace  in  which  he  appeared  as  plamtirt. 

sent  to  the  United  Kingdom  shows  an  in-  jjg  claimed  that  having  paid  the  account  in 

crease    of    almost    SO    per    cent.,    or    from  full  as  rendered,  he  was  entitled  to  the  old 

$10,698   to   $16,831.      The   remainder   of   the  parts.     The  only  defense  interposed  was  to 

advance  in  the  total  is  to  be  found  in  the  the  effect  that  it  was  a  custom  of  the  cycle 

jump  of  Other  Europe  to  $8,884  from  $2,422  repairing  trade  to  retain  all  old  parts   that 

a  year  ago  for  the  same  month  and  that  of  ^ere   replaced,   but   the   court   decided   that 

Mexico  from  $5,554  to  $13,052,    The  biggest  t^^^  custom  was  not  of  sufficient  weight  or 

shrinkage  of  the  month  occured  in  British  standing  to   entitle  it  to   consideration  and 

Australasia.  declared  for  the  plaintiff. 

Taken    piecemeal,    the    showing    for    the  ■r^        ^     r^          t?         u  r-u  h 

.    ,     ,                   '               , .        ^ ,          ,  How  to  Carry  French  Chalk, 
period  of  seven  months  ending  July  makes 

an   even  more  favorable  showing,  although  ^hile     the     limitations     of     the     motor- 

the    total    still   falls    short   of   that   of    1904.  cyclist's  tool  bag  confine  its  contents  to  the 

For  instance,  the  amount  sent  to  the  United  '^ols  and  supplies  most  needed,  one  thing 

Kingdom   in   that   time   has   increased   from  worth  consideration  is  a  little  French  chalk; 

$163,350    to    $193,552,    to    Germany,    whose  '^  helps  mightily  in  removing  or  replacing 

makers    do    a    tremendous    export    business  ^"^   '"""   '"^e.      And   the   handiest   way   to 

themselves,    from    $47,173    to    $69,201.      To  ^arry  it  is  in  a  small-size  sprinkler-top  can 

the  Netherlands,  which  is  the  most  striking  of  the  variety  now  used  for  putting  up  tal- 

advance   to   be   remarked,   the   amount   this  '-""^  powder. 

year   was   $104,912,    as    compared   with    but  _,,    "TT       .,    „  , 

J..,,  „„„  ^,,        „  - .  The  Retail  Record. 

$24,8b0  a  year  ago.     Other  Europe,  Mexico 

and  some  of  the  South  American  republics  Cheyenne,   Wo.— William   Peters   and   H. 

show  substantial  gains,  though  in  the  latter  K,    Bates,    formed   partnership    and   opened 

cases,    the    amounts    themselves    are    com-  ^tore  at  USyi  West  Sixteenth  street. 

paratively  small.  San  Pedro,   Cal. — Henderson  Bicycle  Co., 

The  report  in  detail  follows:  damaged  by  fire. 

July:          July:            Seven   Months    Ending  July: 

Exported   to:  1905.  1906.  1904.  1905.  1906. 

United   Kingdom    $10,698  $16,831  $188,555  $168,350  $193,552 

Belgium    1,582  892  39,071  16,894  16,884 

France    856  651  68,419  48,366  15.832 

Germany    892  1,049  100,639  47,173  69.201 

Italy    3,068  640  27,088  14,792  21,419 

Netherlands    3,531  3,636  69,194  24,880  104,912 

Other   Europe    2,422  8.884  127,869  127,442  183,936 

British  North  America  6,699  4,214  91,179  103,291  56,481 

Central   American   States   and 

British  Honduras    122  1,142  2,332  1,679  8,946 

Mexico     5,554  13,052  26,249  34,586  68,089 

Cuba    4,570  3,356  18,352  23,240  19,531 

Other  West  Indies  and  Bermuda 2,394  1,617  19,298  17,179  12,760 

Argentina    78  1,514  11,479  7,389  9,918 

Brazil    552  190  8,469  3,506  6,145 

Colombia    200  321  3,488  1,039  1,334 

Venezuela    .' 70  291  187  460  841 

Other  South  America   249  2,391  8,484  7,550  9,117 

Chinese  Empire    511  1,030  4,632  4,064  ,3,871 

British  East  Indies   849  160  12,963  6,793  1,673 

Hongkong    39  1,556  1,115  218 

Japan    16,988  21,658  247,645  202,405  141,726 

British   Australasia    11,206  6,691  108,140  52,225  45,855 

Philippine   Islands    1,804  367  4,579  8,437  2,284 

Other  Asia  and  Oceania. 1,421  2,043  10,945  10,729  6,215 

British   Africa    5,299  649  786 

All  other  Africa   51  3,106  1,049  341 

Other   Countries    88 

Total $76,355         $512,671    $1,209,305      $935,282   $1,001,867 


READY    TO    ELIMINATE    CUT-OUT 


Another     Motorcycle     Manufacturer      Ex- 
presses Willingness  and  Gives  Reasons. 


At  least  one  other  motorcycle  manufac- 
turer, the  Wagner  Motorcycle  Co.,  of  St. 
Paul,  stands  ready  to  eliminate  the  cut-out 
if  its  fellows  can  be  brought  into  an  agree- 
ment on  the  subject.  The  Wagner  people 
expressed  their  willingness  and  gave  voice  to 
their  views  in  the  following  communication 
to  G.  W.  Sherman,  sales  manager  of  the 
Reading  Standard  Cycle  Mfg.  Co.,  who  first 
suggested  such  an  agreement  in  the  col- 
umns of  the   Bicycling  World: 

"We  have  read  your  article  in  the  recent 
issue  of  the  Bicycling  World  in  regard  to 
open  muffler  nuisance  and  also  the  editor's 
remarks  in  the  matter  and  we  wish  to  say 
that  we  thoroughly  agree  with  you  in  your 
views  on  the  subject.  We  believe  it  is 
up  to  the  manufacturer  to  make  a  start  in 
the  right  direction  by  eliminating  the  cut- 
out from  his  machine. 

'  "We  are  pleased  to  note  that  you  state 
the  makers  of  the  R-S  motorcycle  will  be 
one  of  the  first  to  agree  to  do  away  with 
this  feature,  and  we  wish  to  state  that  you 
will  have  our  hearty  cooperation  in  any 
movement  you  may  make  in  this  direction. 
While  we  are  not  at  present  equipping  our 
machine  with  a  muffler  cut-out^  we  had 
practically  decided  to  add  this  feature  to 
our  1907  model,  not  because  we  consider 
it  a  desirable  feature  or  in  any  way  an 
essential  one,  but  simply  because  certain 
other  manufacturers  have  put  it  on  their 
machines  and  have  thereby  created  a  de- 
mand for  it  making  it  necessary  for  us  to 
add  it  to  our  machine  in  order  to  keep  up 
with  the  procession. 

"We  believe  that  a  movement  among  the 
manufacturers  to  entirely  eliminate  the  muf- 
fler cut-out  in  the  1907  machine,  should 
have  the  support  of  each  and  every  one  of 
them,  and  we  believe  that  they  in  turn 
would  have  the  support  of  every  sane  rider 
and  dealer  in  the  country.  We  hope  that 
this  matter  will  be  taken  up  and  that  we 
may  have  the  views  of  the  other  manufac- 
turers and  riders  on  the  subject  through 
the  columns  of  the  Bicycling  World  and  we 
believe  that  same,  will  bear  the  desired 
fruit." 


Old  Tires  for  Motorcycle  Testing. 

In  the  Hendee  factory  at  Springfield, 
Mass.,  they  employ  an  ingeniously  simple 
device  for  reducing  the  noise  and  vibration 
that  comes  of  testing  a  motorcycle  in  the 
stand  indoors.  The  stand  or  jack  is  bolted 
to  a  board  of  about  the  length  of  the  ma- 
chine itself.  The  board  is  then  placed  on 
two  old  inflated  single  tube  tires  which  act 
as  splendid  buffers.  It  is  an  idea  that  well 
may  be  employed  in  most  of  the  motorcycle 
repair  shops 


THE  BICYCLING  WORLD 


675 


HERE'S   CURTISS'S   "WIND   WAGON" 


It  Employs  a  Motor,  of  Course,  and  Illus- 
trates Some  Remarkable  Effects. 


What  a  tremendous  force  the  air  exerts 
when  set  in  motion  is  realized  occasionally 
from  the  needless  havoc  wrought  by  gales 
in  which  pieces  of  tons  weight  are  often 
carried 'a  long  distance  by  the  wind.     But 


The  one  shown  on  it  is  6  feet  in  diameter 
and  has  a  pitch  of  S  feet  9  inches.  It  makes 
300  revolutions  per  minute  and  drives  the 
motor  tricycle,  if  such  it  can  be  called,  at 
the  rate  of  30  to  35  miles  an  hour  on  the 
level,  besides  being  capable  of  overcoming 
quite  a  grade.  The  power  plant  consists  of 
a  Curtiss  two-cylinder  air-cooled  motor,  of 
the  V-type  built  by  this  firm  and  develop- 
ing about  5  horsepower.  The  motor  is  set 
directly  beneath  the  propeller  and  drives 
the  latter  by  means  of  a  belt,  a  simple  form 
of  clutch  and  controlling  lever  being  inter- 
posed while  a  brake  is  also  provided. 

Although    built    solely    for    experimental 


PROTECTION   FOR  THE   LAMP 


Why  it   Requires   it   and   How   the   Covers 
Prove  Well  Worth  While. 


that  this  can  be  taken  advantage  of  in  quite 
the  opposite  manner — that  is,  by  utilizing 
its  resistance  as  a  force  against  which  to 
push  forward  is  but  little  appreciated.  Aero- 
nauts have  been  experimenting  with  this 
principle  for  years  and  it  is  in  furtherance 
of  these  experiments  for  well  known  advo- 
cates of  mechanical  flight  which  are  being 
carried  forward  by  the  G.  H.  Curtiss  Mfg. 
Co.,  Hammondsport,  N.  Y.,  that  the  vehicle 
shown  in  the  accompanying  photograph 
was  constructed.  The  motor,  the  wheels, 
the  fork  and  several  other  parts  of  the 
Curtiss  motor  bicycle  are  employed  in  the 
"wind  wagon,"  as  Curtiss  styles  it. 

Strictly  speaking,  it  is  not  exactly  the 
first  one  of  its  kind,  for  more  than  two 
years  ago  a  citizen  of  the  burg  of  churches 
that  nestles  at  the  other  end  of  the  Brook- 
lyn Bridge  conceived  the  idea  of  a  "pro- 
peller propelled"  vehicle,  and  except  that 
his  invention  was  prmcipally  intended  to 
travel  on  the  ice  and  was  fitted  with  a 
special  form  of  windwheel  driven  at  a  very 
high  rate  of  speed  by  a  gasolene  motor,  it 
was  somewhat  similar.  The  outfit  shown 
by  the  accompanying  illustration  is  purely 
experimental,  having  been  built  solely  to 
test  the  efficiency  of  different  styles  of  pro- 
pellers. It  is  of  extremely  light  construc- 
tion, only  weighing  300  pounds  all  on  and 
has  already  been  utilized  for  testing  quite 
a  number  of  different  propellers. 


purposes  the  vehicle  is  far  more  practical 
than  would  be  supposed  or  than  its  appear- 
ance would  indicate.  More  than  anything 
else  it  has  been  instrumental  in  demonstrat- 
ing the  remarkable  resistance  presented  by 
the  air  and  which  may  be  utilized  by  a  prop- 
erly designed  propeller.  As  may  readily 
be  imagined,  its  appearance  on  the  road  is 
the  signal  for  a  riot  on  the  part  of  the 
equine  contingent — as  a  scarer  of  horses, 
its  equal  is  said  to  have  seldom  been  known 
on  the  roads  in  the  vicinity  of  the  factory 
where  it  was  built.  It  raises  a  tremendous 
cloud  of  dust,  strips  the  trees  bordering 
the  road  of  their  leaves  and  creates  quite  a 
sensation  wherever  it  appears  on  the  road. 


How  to   Color  Brass. 

To  color  brass  blue-black,  make  a  sat- 
urated solution  of  copper  carbonate  in  am- 
monia, in  the  approximate  proportion  of 
one  part  in  ten  by  weight,  shaking  well 
as  the  copper  carbonate  is  added  in  small 
quantities,  and  finally  diluting  with  water 
in  the  ratio  of  one  to  three.  The  brass  to 
be  colored  should  be  made  chemically 
clean,  either  with  fine  emery  cloth,  or  with 
a  caustic  soda  solution,  and  then  dried,  after 
which  the  solution  should  be  applied  and 
allowed  to  remain  on  the  surface  for  two 
or  three  minutes,  agitating  continually. 
Afterward  it  should  be  dried  with  sawdust 
or  clean,  waste. 


It  seems  rather  a  pity  that  riders  are  not 
more  in  the  habit  of  using  covers  for  their 
lamps  when  on  the  road.  Time  was,  when 
it  was  quite  the  thing  to  have  the  lamp 
swathed  in  the  ample  folds  of  a  waterproof, 
and  no  rider  who  made  any  pretense  of  be- 
ing up-to-date,  ever  thought  of  going  out 
minus  the  ornamental  protection.  Of  late, 
however,  there  seems  to  be  less  and  less 
tendency  on  the  part  of  the  common  run 
of  the  cycling  public  to  use  anything  of  the 
sort.  Yet  the  lamps  are  a  necessity  at 
night,  and  for  the  sake  of  precaution  should 
be  carried  always,  and  when  so  carried, 
pick  up  great  quantities  of  dust  and  dirt 
which  are  needless  as  well  as  detrimental. 

As  a  matter  of  fact,  there  can  be  no 
doubt  that  the  constant  passage  of  the  dust 
clouds,  comparatively  slight  though  they 
may  be,  over  the  lamp,  must  serve  to  choke 
up  the  ventilators,  and  ultimately  settle  on 
the  wick,  where  the  oil  soon  converts  it 
into  a  thick  paste,  unburnable,  for  the  most 
part,  and  certainly  a  hindrance  to  the  cap- 
illary action  upon  which  the  flame  depends. 
And  again,  although,  happily,  the  time  of 
gaudy  brass  and  nickel  lamps  has  passed, 
the  appearance  of  the  headlight  counts  for 
a  good  deal  in  the  general  impression  made 
by  the  machine  upon  the  casual  observer, 
and  if  it  is  covered  with  a  thin  coating  of 
dust,  smeared  and  sunken  in  by  drippings 
from  the  oil  font,  the  effect  of  the  whole  is 
considerably  marred.  While  if  it  is  en- 
cased in  a  neat  cover,  even  though  that  be 
well  muddied  and  dusty,  there  is  nothing 
untidy  or  unkempt  about  the  effect. 

Covers  suitable  for  the  purpose  are  to  be 
obtained  from  any  lamp  dealer  at  an  aston- 
ishingly low  price,  considering  their  utility, 
and  wear  indefinitely.  If  not  readily  ob- 
tainable, they  may  be  made  by  the  rider 
himself  at  the  expense  of  a  slight  amount 
of  time,  and  when  so  made  cost  hardly 
more  than  the  dime  required  for  the  pur- 
chase of  the  rubber  oilcloth. 

When  such  covers  are  used,  the  lamp  may 
b.e  kept  trimmed  and  ready  for  lighting  at 
all  times,  it  is  protected  from  injury  to  a 
great  extent,  is  not  in  the  way,  and  is  al- 
ways ready  for  use  when  needed.  Which 
comfort  is  second  only  to  that  of  the  certain 
knowledge  that  when  it  has  been  lighted, 
it  will  be  pretty  likely  to  burn,  since  the 
wick  is  clean  and  free  from  dirt,  and  the  oil 
not  thickened.  Fashion  may  have  some- 
thing to  do  with  the  decreasing  use  of  these 
protectors  ,  during  the  last  few  years,  but 
a  fashion  which  impairs  the  efficiency  of  a 
useful  accessory,  should  never  be  held  in 
regard. 


"Motorcycles  and  How  to  Manage  Them." 
Price,  50  cents.  The  Bicycling  World  Co.. 
154  Nassau  Street,  New  York  City.  *** 


676  THE  BICYCLING  WORLD 


NATIONAL  BICYCLES 

Worthy  of  the  Nation 
they    Represent 

Are  you  ViBll  acquainted  with  them  ? 

NATIONAL  CYCLE  MFQ.  CO.,   =    Bay  City,  Mich. 


IP 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  Haintenance  onheetefrenabie 

Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent, 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE    FISK    RUBBER  CO.,  Chicopee    Falls,   Mass. 


THE  BICYCLING  WORLD 


677 


,-,?^%^ 


iJglCYCLINti 

MOTOROKLE  REVIEW 

PublisVied  Every  Saturday   by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


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THE  BICYCLING  WORLD  COMPANT. 


J5ntered  as  second-class  matter  at  the  New  York, 
N.   T.,   Post  Office,   September,   1900. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and  its  branches. 

ff^Change  of  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding  the   date    of  publication. 

a®"Members  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York;  our  facilities  and 
information  will  be  at  their  command. 


To   Facilitate   iVIatters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 


New  York,  September  S,  1906. 

Beware    of    This    Swindler.  . 

It  now  develops  that  F.  B.  Kennett  or 
Kemmett,  the  swindler  who,  in  the  guise  of 
its  representative,  scoured  New  England 
obtaining  subscriptions  for  the  Bicycling 
World,  also  purported  to  be  a  member  of 
the  Federation  of  American  Motorcyclists 
and  solicited  and  obtained  the  fees  for  sev- 
eral memberships  in  that  organization. 
Needless  to  say  they  never  reached  H.  J. 
Wehman,  the  secretary  of  the  F.  A.  M., 
who  has  found  it  necessary  to  issue  a  warn- 
ing against  the  fraud. 


To   Identify  the  Towns. 

"Why  do  not  the  post  offices  throughout 
the  country  bear  the  name  of  the  places 
in  which  they  are  located?"  asks  a  cycling 
contributor  to  the  correspondence  columns 
of  the  New  York  Times,  bringing  up  a  sub- 
ject which  is  long  overdue  and  which  will 
recall  similar  perplexities  to  every  cyclist 
who  has  toured  and  at  the  same  time  mak- 
ing a  suggestion  that  is  well  worthy  the 
attention  of  those  locally  interested  or  even 
the   Federal    Government   itself.     It   seems 


strange  that  the  post  office  as  representing 
the  common  center  around  which  the  re- 
mainder of  the  business  community  of  the 
rural  settlement  naturally  clusters,  and  to 
which  practically  nine-tenths  of  the  popu- 
lation resorts,  should  not  bear  the  name 
of  the  hamlet  in  which  it  is  situated. 

Such  a  suggestion  may  appear  uncalled 
for  at  first  sight,  if  not  altogether  needless, 
but  reflection  on  the  part  of  tourists  will 
suffice  to  recall  many  instances  in  which 
they  have  been  compelled  to  ask  themselves 
that  time-honored  question,  "Where  am  I 
at?"  when  in  the  very  midst  of  one  of  those 
self  same  villages,  or  even  communities  of 
a  size  that  would  disdain  to  be  considered 
in  this  category.  Constant  consultation  of 
map  and  cyclometer  are  not  alone  irksome 
but  uncertain  as  well.  The  net  result  is 
"Well,  this  must  be  Hohokus"  and  a  native 
must  be  appealed  to  for  confirmation  of 
this  conclusion  in  any  event. 

"There  need  be  no  elaborate  sign,  a  little 
axle  grease  on  a  shingle  or  a  few  strokes 
of  soap  on  a  window  will  answer,"  sug- 
gests the  correspondent. 

But  why  should  Uncle  Sam  pay  to  adver- 
tise his  branch  stations  even  to  the  truly 
nominal  extent  just  set  forth?  it  may  be 
asked.  The  postoffice  constitutes  one  of 
the  few  lines  of  trade  that  need  no  extra 
publicity.  But  the  powers  that  be  in  local 
communities  are  seldom  averse  to  adver- 
tising them  as  much  as  possible.  Then  why 
not  begin  at  home  with  a  standing  card 
over  the  door  of  the  postoffice  so  that  all 
who  ride  therethrough  may  read  as  they 
go  and  thus  learn  their  whereabouts  with- 
out resorting  to  the  necessity  of  looking 
for  the  signboard  on  the  local  railway  sta- 
tion or  asking  a  native  if  he  knows  where 
he  lives,  which  some  of  them  are  not  always 
quite  certain  of? 


The   Test   of   Hill-Climbing. 

Electricity  in  the  minds  of  those  who 
know  nothing  whatever  about  it  is  usually 
accountable  for  anything  inexplicable  and 
out  of  the  ordinary.  The  occurrence  of 
many  natural  phenomena  that  are  in  no 
way  connected  with  this  mysterious  force 
are  thus  satisfactorily  explained  to  those 
who  are  willing  to  consider  electricity  as 
accountable  for  anything  and  everything 
not  otherwise  readily  made  clear  to  the 
clouded  perception,  and  many  things  that 
are  not  phenomena  at  all  are  also  put  down 
to  it  much  as  mysterious  occurrences  were 
at  one  time  ascribed  to  the  evil  eye  or  other 


manifestations  of  witchcraft.  An  instance 
that  is  directly  in  point  has  just  come  to 
light  on  the  other  side.  In  a  certain  rural 
district  in  England  there  was  a  hill  on 
which  the  cyclist  found  it  harder  to  ride 
down  than  up,  or  to  reverse  things,  found  it 
was  possible  to  ride  up  with  a  magical  cel- 
erity and  ease  of  propulsion  not  ordinarily 
associated  with  overcoming  a  grade. 

Why  it  was  so  easy  to  ride  up  that  hill 
became  a  nine  days'  wonder  and  the  local 
wise  men  got  busy.  One  of  them  soon 
propounded  a  marvellous  theory  that  was 
satisfactory  in  its  logic  to  himself  if  to  no 
one  else.  He  figured  it  out  as  follows:  "For 
some  inscrutable  reason  or  other,  not  alto- 
gether unassociated  with  the  existence  of 
a  seam  of  ironstone,  there  is  a  powerful 
electrical  current  in  these  parts,  and  the 
current  keeps  tearing  gleefully  up  the  hill 
in  its  wild  glee  with  a  force  sufficient  to 
drive  anything  that  synchronizes  with  the 
motive  power,"  a  statement  that  is  certainly 
picturesque  if  not  altogether  convincing 
or  founded  upon  the  cold  facts  of  the  case. 
As  a  matter  of  fact  this  is.  but  one  of  the 
many  things  that  "are  not  what  they  seem." 
Any  cyclist  with  considerable  road  experi- 
ence knows  that  the  leg  and  not  the  eye  is 
the  only  infallible  test  of  the  presence  of 
a  grade  for  there  is  nothing  that  lends  itself 
so  readily  to  optical  illusions  as  a  hill,  par- 
ticularly where  the  rise  is  not  alone  gradual 
but  uniform. 


For  the  good  of  sport  and  for  the  sake 
of  common  decency,  it  is  to  be  hoped  that 
the  N.  C.  A.  will  be  able  to  detect  the 
young  frauds  who,  although  ineligible,  are 
said  to  be  holding  high  carnival  in  the 
novice  races  at  Vailsburg  and  elsewhere. 
Possibly,  if  a  few  of  them  were  laid  on  the 
shelf  for  about  a  year's  repentence,  the 
whole  crew  may  begin  to  realize  that  ob- 
taining or  attempting  to  obtain  prizes  by 
false  pretenses  is  in  many  respects  worse 
than  other  forms  of  fraud  and  theft. 


It's  a  good  thing  for  motorcycling  and 
for  the  public,  but  the  appearance  of  the 
muffler  that  is  as  quiet  when  open  as  when 
closed  is  a  sad  blow  to  those  odd  motor- 
cyclists wdio  "like  the  noise."  What  will 
the  poor  fellows  do  now?  Buy  rattles  for 
themselves? 


When  the  Cycle  Manufacturers'  Asso- 
ciation meets  in  Toledo  this  month,  will  the 
subject  of  improvement  of  export  trade 
be  discussed? 


678 


THE  BICYCLING  WORLD 


CHICAGO  CAPTURES  MUSKEGON 


The  "Invaders"  Take  all  Save  one  Crumb- 
Van  Sickle  a  Champion. 


Nearly  5,000  persons  were  attracted  to 
the  fourth  annual  motorcycle  m.eet  of  the 
Muskegon  Motorcycle  Club,  at  Mona  Lake 
Park,  Muskegon,  Mich.,  on  Labor  Day 
afternoon,  3d  inst.  Local  riders,  however, 
fared  very  badly  in  the  prize  getting,  mem- 
bers of  the  Chicago  Motorcycle  Club,  who 
had  come  to  Michigan  in  a  body,  taking 
all  but  one  of  the  plums,  and  getting_  both 
F.  A.  M.  western  championships  that  were 
decided. 

Only  one  accident  of  a  serious  nature  oc- 
curred and  that  happened  during  the  morn- 
ing, before  the  meet.  William  Walsh,  one  of 
the  Chicago  invaders,  was  tuning  up  on  the 
third-mile  oval,  running  the  wrong  way,  and 
he  collided  with  a  pole,  striking  his  head 
and  sustaining  concussion  of  the  brain. 

Chicago  riders  finished  one,  two  and  three 
in  five  mile  open,  Charles  W.  Van  Sickle 
getting  first,  J.  A.  Turner  second  and  Chas. 
Blankenheim  third.  The  one  mile  inter- 
city championship  was  won  by  Blanken- 
heim, Turner  again  finishing  second,  while 
Van  Sickle  got  third.  The  only  event  in 
which  a  Muskegon  man  figured  was  in  the 
five-mile  western  district  championship; 
when  Paul  Stamsen,  treasurer  of  the  local 
club,  got  second,  the  principal  honors  being 
won  by  Van  Sickle,  Turner  crossing  the 
tape  third.  The  five-mile  handicap  went  to 
Blankenheim  with  Van  Sickle  second  and 
Turner  third.  Following  are  the  summaries: 

Five  mile  open — Won  by  Charles  W.  Van 
Sickle,  Chicago  M.  C.  C;  second,  J.  A. 
Turner,  C.  M.  C.  C;  third,  Charles  Blank- 
heim,  Chicago  M.   C.  C.     Time,  7:03. 

One  mile  inter-city  championship — 
Won  by  Charles  Blankenheim,  Chicago 
M.  C.  C;  second,  J.  A.  Turner,  Chicago 
M.  C.  C;  third,  Charles  W.  Van  Sickle, 
Chicago  M.  C.  C.     Time,  1:15. 

Five  mile  handicap — Won  by  Charles 
Blankenheim,  Chicago  M.  C.  C. ;  second, 
Charles  Van  Sickle,  Chicago  M.  C.  C; 
third,  J.  A.  Turner,  Chicago  M.  C.  C. 
Time,  7:24.  - 

Five  miles,  for  Western  District  cham- 
pionship— Won  by  Charles  Van  Sickle, 
Chicago  M.  C.  C;  second,  Paul  Stamsen, 
Muskegon  M.  C.  C;  third,  J.  A.  Turner, 
Chicago  M.  C.  C.     Time,  6:52. 


Providence  Gets  a  National  Championship. 

Present  indications  make  it  appear  likely 
that  the  Providence  (R.  I.)  M'otorcycle  Club's 
race  meet  on  Hillsgrove  track  on  the  22nd 
inst.,  will  prove  the  largest  motorcycle  tour- 
na'ment  of  tlje  year.  The  entry  list  already 
is  the  best  of  the  season  and  as  the  club  ap- 
plied to  the  F.  A.  M.  for  the  two  miles 
national  championships  and  has  been 
awarded  that  event,  a  deal  of  importance 
has  been  added  to  the  meet. 


Western  Motorcyclists'  Endurance  Contest. 

Although  such  events  have  been  held  in 
the  East  annually  for  the  last  five  years, 
strange  to  say,  a  motorcycle  endurance  con- 
test never  has  occurred  in  the  West.  Fin- 
ally, however,  the  Chicago  Motorcycle  Club 
has  stepped  into  the  breach  and  on  Sept. 
14  and  15  next  will  "make  good"  the  defi- 
ciency. The  event  has  been  sanctioned  by 
the  F.  A.  M.  and  will  cover  a  course  of 
292  miles. 

The  start  will  be  from  the  club  house  on 
Michigan  avenue,  thence  the  route  will  be 
via  Oak  Park,  Riverside,  Hinsdale,  Down- 
er's Grove,  Aurora,  Elgin,  Garfield  Park  and 
Humboldt  Park,  through  Diversey  boule- 
vard to  Sheridan  road  and  thence  to  Wau- 
kegan,  which  will  end  the  first  day's  run. 
The  second  day's  travel  will  be  from  Wau- 
kegan  to  Milwaukee,  return  to  Waukegan 
and  finish  at  the  club  house  in  Chicago. 

The  competition  will  include  a  fuel  con- 
sumption test,  for  which  a  special  prize 
will  be  awarded. 

Dr.  S.  W.  Fahrney,  president  of  the  club, 
is  chairman  of  the  committee,  the  other 
members  being  Charles  W.  Van  Sickle,  J. 
A.  Turner,  Charles  Blankenheim  and  W.  L. 
Johnson. 


PERREAULT   IN   HARD   LUCK 


Fifth  Attempt  to  Lower  Record  Fails  and 
His  Eyes  Injured — Will  Try  Again. 


Tent   Life   on  Wheel   About  the   Hub. 

That  historic  event,  the  Wheel  About  the 
Hub,  started  yesterday  from  the  rendezvous 
of  1879  in  Roxbury,  Mass.,  and  will  officially 
terminate  to-night,  as  usual,  at  Cohasset, 
although  on  Sunday  a  schedule  will  be  ar- 
ranged "according  to  circumstances  and 
individual  convenience." 

Officially,  the  event  is  the  "423d  and 
424th  called  runs  of  the  Boston  Bicycle 
Club"' — the  oldest  of  all  cycling  or- 
ganizations in  America — and  that  rare  gath- 
ering of  the  rare  old  timers  was  assured 
before  the  bugle  blew  and  Capt.  Kendall 
ordered  "all  up"  yesterday  morning.  All 
the  old  scenes  will  be  visited  and  all  time 
honored  ceremonies  observed.  But  for  the 
first  time,  a  great  innovation  was  instituted 
last  night  at  Massapoag,  where,  of  course, 
the  famous  Hendrie  served  the  "spread" 
which  was  served  in  a  large  Marquee  tent 
and  where  there  were  smaller  tents  for 
sleeping  purposes — for  those  of  the  number 
who  preferred  outdoor  slumber.  It  marked 
the  beginning  of  cycle  camping  in  this 
country.  John  B.  Kelly,  J.  J.  Fecit  and  W. 
B.  Everett,  constitute  the  1907  committee 
and  of  course  the  spirit  of  "Papa"  Weston 
permeates  the  entire  function. 


Boy  Cyclists  in   Obstacle  Race. 

A  bicycle  obstacle  race  for  boys  was  one 
of  the  gymkana  events  arranged  by  the 
Rockaway  Hunt  Club  at  Cedarhurst,  Long 
Island,  on  Labor  Day  afternoon.  The 
riders  were  supposed  to  get  over  the  course 
the  best  way  they  could,  the  obstacles  con- 
sisting of  a  big  pen  and  a  three  foot  hurdle. 
The  winner  was  R.  Chauncey;  J.  Harper 
finishing  second  and  C.  Chapman  third. 
Three  other  riders  also  competed. 


Fred  I.  Perreault,  of  Maiden,  Mass.,  chief 
centurion  of  the  Massachusetts  division  of 
the  Century  Road  Club  of  America,  started 
frorn  the  City  Hall,  Boston,  at  noon  on 
Saturday  last,  1st  inst.,  in  an  attempt  to 
lower  the  bicycle  record  from  Boston  to 
New  York  City,  and  also  establish  an  initial 
record  for  the  round  trip.  He  reached 
Worcester  at  3:25  p.  m.,  25  minutes  behind 
the  schedule  he  had  laid  out,  and  at  Spring- 
field and  Hartford  Perreault  put  in  some 
good  riding,  resulting  in  his  making  up  35 
minutes,  and  he  arrived  at  New  Britain, 
Conn.,  on  schedule  time,  1  a.  m. 

After  leaving  New  Britain  he  found  mis- 
erable roads  and  got  lost,  riding  twelve 
miles  out  of  his  way  before  he  found  the 
direct  road  to  New  Haven,  where  he  ar- 
rived at  5:25  a.  m.,  one  hour  and  twenty- 
five  minutes  late.  He  reached  Westport  at 
8:35  a.  m.  and  it  was  3  p.  m.  Sunday  before 
he  arrived  in  New  York  City,  making  27 
hours,  which  is  three  hours  behind  the 
present  record  held  by  a  Mrs.  Allen,  of 
Worcester. 

Four  miles  west  of  Palmer  he. was  thrown 
from  his  wheel  several  times  into  the 
bushes  and  a  branch  of  a  tree  struck  him 
across  the  eyes,  blinding  him  temporarily. 
At  New  Haven  he  was  met  by  Fred  E. 
Mommer  and  Alfred  H.  Seeley,  of  New 
York,  and  they  advised  him  to  give  the 
trip  up.  At  Norwalk  he  had  his  eye  at- 
tended to  and  a  specialist  advised  him  to 
go  home.  This  he  , refused  to  do.  This 
makes  Perreault's  fifth  trial  to  lower  the 
Boston-New  York  record.  In  two  of  the 
trials  rain  prevented  his  finishing  and  in 
the  other  two  punctures  and  other  mishaps 
necessitated  a  stop.  He  is  now  under  the 
care  of  a  physician,  but  means  to  break 
the  record  before  the  snow  falls.  He  be- 
lieves in  the  "try,  try  again"  adage  and  will 
follow  it. 


Raced  for  Cash  in  Wheeling. 

Down  in  Wheeling,  W.  Va.,  neither  ama- 
teur motorcycle  nor  bicycle  riders  fear  in- 
juring their  amateur  status  by  competing 
for  cash  prizes  evidently,  for  on  Labor  Day 
there  was  both  a  motorcycle  and  a  bicycle 
race  and  in  each  the  prize  was  a  purse  of 
$20,  distributed'  to  the  winners.  Nearly 
10,000  people  watched  the  races,  which  were 
part  of  a  card  of  varied  sports.  The  motor- 
cycle race,  at  five  miles,  was  won  by  Key- 
ser,  with  Loe  second  and  Correll  third; 
all  rode  Indians.  Time,  6:50.  The  bicycle 
race  was  a  twa  mile  handicap  and  Fred 
Fredericks,  on  a  National,  captured  first 
prize  of  $10,  from  the  300-yard  mark.  Guy 
D.  Brookins  (scratch)  was  second,  Robert 
Nelson  (100  yards)  third,  and  James  Duffy 
(200  yards)   fourth. 


THE  BICYCLING  WORLD 


679 


MUELLER  NEARING  NEW  YORK 

More  Than  Two  Weeks  Inside  Old  Record 
— Likely  to  Finish  To-morrow. 

Days-     Date  Arrived.  Miles       Mile 

1— .'\ug;  ICRocklin,    Cal 127  127 

2—  "  ll..Truckee,   Cal 94  221 

3—  "  12..Hazen,    Nev 84  30S 

4—  "  13..  Humboldt,    Nev 95  400 

'S—     "  14.. Battle    M't'n,    Nev..  101  501 

6 —  "  15.. Slept  in  a  haystack.   60  561 

7—  "  16..  Wells,    Nev IDS  666 

■8—  "  17..  Slept   section   house  94  760 

9—  "  18..0gden,    Utah 85  845 

10—  "       19..  Rain     —  — 

11—  "       20.. Peterson,    Utah 20  865 

12—  "       21..  Echo,    Utah 26  891 

13—  "       22..Evanston,    Wyo 37  928 

14 —  "  23..  Green  River,  Wis...  108  1036 

15—  "  24.. Bitter    Creek,   Wyo.  63  1099 

16—  "  25.. Pass    Creek,    Wyo..  103  1202 

17—  "       26..  Laramie,     Wyo 89  1291 

18—  "       27..  Sidney,    Neb 162  1453 

19—  "  28.. Brady  Island,  Neb..  159  1612 

20—  "  29.. Grand    Island,  Neb..  127  1739 

21—  "      30.. Elm   City,    Neb 131  1870 

22—  "       31..  Panama,    Iowa 101  1971 

23— Sept.     1. .Nevada,    Iowa 158  2129 

24—  "  2..Mt.  Vernon,   Iowa..  127  2256 

25—  "  3..Rochelle,    Ills 144  2400 

26—  "  4.. Roll'g  Prairie,  Ind..  171  2571 

27—  "  5..Swanton,    Ohio 166  2737 

28—  "  6..  Cleveland,    Oo 162  2899 

29—  "  7.. Buffalo,  N.  Y 194  3093 

Louis  J.  Mueller,  who  now  safely  may  be 
termed  the  record-breaking  cross-continent 
motorcyclist,  expects  to  eat  supper  in  New 
York  tomorrow  (Sunday)  night,  30}^  days 
out  from  San  Francisco.  He  passed  through 
Erie,  Pa.,  at  noon  yesterday  and  wired  the 
Bicycling  World  to  that  effect.  As  Erie  is 
nearly  550  miles  from  New  York  it  is  evi- 
iient  that  the  "big  fellow"  means  to  iinish 
his  long  journey  with  a  double  flourish  of 
mileage.  If  he  realizes  his  expectations, 
he  will  have  broken  Chadeayne's  ocean  to 
ocean  record  by  about  18  days  and  have 
bettered  the  one-man  automobile  record  by 
about  2yi  days.  The  record  of  15  days  2 
hours  created  last  month  and  generally 
credited  to  L.  L.  Whitman,  is,  as  a  matter 
of  fact,  merely  the  record  of  a  car  which 
was  driven  night  and  day  by  a  relay  of 
four  men.  Mueller,  of  course,  travelled 
only  during  the  hours  of  daylight  and  from 
^the  standpoint  of  genuine  merit  any  record 
:he  may  establish  will  far  outshine  the  four- 
wheeled  five-man  feat. 

r  On  August  21st,  George  N.  Holden,  who 
started  with  Mueller  to  ride  "as  far  as  he 
felt  like  it,"  had  a  bad  fall,  which  threw  the 
frame  of  his  Indian  out  of  kilter  and  badly 
;bruised  his  leg  and  side.  He  took  tlie  train  at 
,Echo,  Utah,  and  rejoined  the  record-breaker 
.at  the  North  Platte,  Neb.,  on  the  27th. 
They  appare-ntly  kept  company  until  the 
.3d  inst.,  since  which  date  he  does  not  figure 
in  the  daily  reports.    Mueller_seeras  to  have 


been  going  it  alone  and  going  at  a  tremen- 
dous pace.  In  fact,  since  the  27th,  when 
he  put  up  for  the  night  at  Sidney,  Neb., 
where  the  Bicycling  World  of  last  week  left 
him,  he  has  fairly  eaten  up  distance,  having 
averaged  131  miles  per  day  for  11  days,  de- 
spite the  fact  that  he  encountered  three 
days  of  rain  in  the  hilly,  glue  like  gumbo  of 
Iowa. 

At  Sidney,  where  he  left  the  Rockies  in 
the  dim  distance,  Mueller  was  3  days  21 
hours  ahead  of  the  record.  Since  that  time 
he  has  left  increasingly  larger  fragments 
of  it  all  along  the  route. 

On  Aug.  28  he  slept  at  Brady's  Island, 
Neb.  The  roads  had  been  fair  and  the 
weather  fine  and  his  trusty  Indian  has  car- 
ried his  190  pounds  159  miles.  The  next  day 
the  weather  held  true,  but  some  sand  was 
encountered  and  when  they — Holden  was 
with  Mueller — put  up  at  Grand  Island,  Neb., 
their  cyclometers  had  ticked  127  miles  for 
the  day.  Elm  City,  Neb.,  22  miles  from 
Omaha,  and  131  miles  for  the  day,  was  the 
stopping  place  on  the  30th.  The  following 
day,  when  the  travellers  entered  Iowa,  rain 
was  their  portion;  it  helped  shorten  their 
journey,  and  although  they  tarried  awhile  in 
Omaha,  they  reached  Panama,  101  miles. 
On  the  1st  and  2d  it  was  still  raining  and 
while  some  fair  stretches  of  road  were  met, 
the  slippery,  clinging  gumbo  mud  made  the 
going  treacherous  and  rather  slow.  Never- 
theless, they  made  good  progress,  travelling 
158  and  127  miles  for  the  respective  days. 
The^  sky  cleared  on  the  third  and  though 
sorfie^'^imbo  still  remained,  they  reached 
Rochelle,  IlLy  144  miles  for  the  day,  and  but 
80  miles  from  Chicago.  Holden  appears  to 
have  retired  at  Rochelle.  The  following 
day  Mueller  passed  through  Chicago  and 
reached  Rolling  Prairie,  Ind.,  171  miles. 
Since  then  fine  weather  and  fair  roads  have 
been  the  rule.  Mueller  had  been  over  most 
of  the  ground  and  knowing  it,  he  took  in 
no  links.  He  reached  Swanton,  Ohio,  on 
the  5th  and  Cleveland — his  home  town — on 
the  6th.  "Fine  reception,"  is  the  brief  re- 
mark in  his  report  from  that  point.  He 
rolled  into  Buffalo  on  the  evening  of  the 
7th  with  194  miles  to  his  credit — the  best 
day's  performance  of  the  trip. 

Of  his  approach  to  and  ascent  of  the 
Rockies  and  of  his  descent,  he  gives  some 
idea  in  the  following  semi-personal  letter, 
penned  at  Nevada,   Iowa,  on  Sept   1st: 

"August  19th  was  spent  in  Ogden;  it  was 
raining  hard;  left  next  morning  and  six 
miles  out  it  began  raining  again.  Only  cov- 
ered a  trifle  of  the  ground,  in  fact,  20  miles, 
and  walked  most  of  that.  Stopped  3  hours 
at  a  farmer's  to  wash  off  the  mud  so  the 
wheels  would  revolve.  August  21,  same 
conditions  and  26  miles  covered.  Next  day 
came  through  Echo  Canyon  and  saw  the 
rock  they  call  Brigham  Young's  pulpit, 
from  which  he  preached  to  his  followers. 
August  23,  caught  a  picture  of  an  aban- 
doned coal  mine  and  found  fearfully  hard 
travelling.  August  24,  1906,  will  be  with  me 
as  long  as  I  live.    Got  stuck  in  the  mud  and 


took  an  hour  to  walk  100  feet  pushing  the 
machine  through  the  gumbo.  Finally  got 
started  again  and  rode,  I  don't  know  where. 
When  flnally  I  recovered  consciousness  I 
.found  myself  in  the  bottom  of  a  muddy 
ravine  with  machine  on  top  of  me  and  the 
rain  was  coming  down  "to  beat  the  cars." 
Was  11  miles  from  any  house  and  miles 
from  a  railroad.  If  I  could  stand  being 
called  a  quitter  I  would  have  thrown  up 
the  sponge  right  there.  August  2Sth,  met 
the  Buick  automobile  crossing  the  conti- 
nent from  New  York.  Took  some  fool's 
advice  about  the  road  and  had  to  sleep  on 
the  floor  with  a  stock  tender  for  a  stage 
coach  line  at  Pass  Creek.  Got  a  picture 
next  morning  of  stage  and  had  a  man  on 
horseback  pilot  me  to  right  road.  Went 
over  the  mountains  and  through  the  sage 
brush  until  I  was  near  dead  from  the  bounc- 
ing. 

"August  26th,  lost  my  watch  in  the  Rock- 
ies and  went  back  but  couldn't  find  it.  I 
won't  know  how  to  face  my  mother,  as  it 
was  a  present  from  her.  August  27th, 
largest  mileage  of  the  trip,  even  if  I  did 
come  over  the  bad  stretch  from  Laramie  to 
Cheyenne.  Got  twisted  and  started  directly 
east,  going  over  the  mountains,  through  ra- 
vines, in  fact,  any  old  way  until  I  came  to 
a  road  running  in  the  right  direction.  Left 
Cheyenne  at  11:30  to-day.  Next  day  Holden 
joined  me  again  at  North  Platte,  having 
trained  it  from  Echo,  Utah.  Wednesday, 
August  29th,  caught  a  picture  five  miles 
west  of  Laramie  of  a  sign  post  which  is 
1733  miles  from  Boston  and  the  same  from 
'Frisco.  Following  day  got  within  20  miles 
of  Omaha.  Left  Omaha  August  31st  at 
noon  and  went  40  miles  out  of  the  way. 
While  in  Omaha  saw  the  Bicycling  World 
and  read  account  of  trip.  September  1st, 
left  Des  Moines  at  5:30  p.  m.,  bound  for 
New  York.  Say!  the  farmers  here  ought  to 
scrape  the  skin  off  their  farms  and  bottle  it. 
It  would  find  a  ready  sale  as  a  glue.  It's 
the  gummiest  stuff  I  ever  saw.  Look  for 
me  in  New  York  on  or  before  the  10th." 


Walthour  Trims  Hall  and  Dussot. 

Robert  J.  Walthour  again  showed  that 
he  has  not  lost  his  old-time  speed  by 
trouncing  Tommy  Hall  and  Antonie  Dussot 
in  a  50-kilometre  motorpaced  race  at  the 
Velodrome  Buffalo,  Paris,  oil  Sunday,  22d 
ult.  The  management  sought  to  get  Wal- 
though  defeated  by  pitting  two  men  against 
him,  each  going  half  the  distance,  25  kilo- 
metres, but  in  this  they  were  not  success- 
ful, Walthour  winning  out  easily.  Tommy 
Hall  was  the  first  to  try  conclusions  with 
the  American  and  at  the  end  of  25  kilo- 
metres Hall  was  six  laps  in  the  rear.  Then 
Dussot  came  on  for  the  same  distance  at 
the  end  of  which  he  had  lost  three  laps,  giv- 
ing Walthour  the  match  by  9  laps.  His 
time  for  50  kilometres  was  39:35^.  F 


"The  A  B  C  of  Electricity"  will  aid  yoli 
in  understanding  many  things  about  motors 
that  may  now  seem  hard  of  understanding. 


6S0 


THE  BICYCLING  WORLD 


Gifts  of  Gold  or  Greenbacks 

No  Yale  agent  asks  or  desires  anything  of  the  sort,  but  if  paying  more 
than  $  1 7  5  for  a  motorcycle  will  make  anyone  feel  that  he  is  getting  a 
better  machine  we  presume  the  agent  will  accept  the  gift  and  put  it  to 

public  spirited  use. 


The  Price  of  the 


Yale-California  ^^ii!i5 


and  more  money  will  not  assure  a  better  motorcycle. 


As  we  have  remarked  before,  the  impressive  performance  of  the  Yale-California  in  the  F.  A.  M. 

Endurance  contest  with  its  rain,  mud  and  hills  is  borne  out  as  convincingly  in 

every  day  use.     Here  is  but  one  of  many  evidences  of  the  fact: 

"    "J  King  Street,  Port  Chester,  N.  Y.,  July  21,  1906. 

In  justice  to  your  Yale  Motorcycle,  I  am  now  writing  this  to  tell  you  that  your  machine  has  another 
satisfied  rider. 

Last  season  I  purchased  a  chain  driven  motorcycle  of  excellent  manufacture,  but  every  time  I  went  for 
a  ride  I  had  some  trouble.  This  year,  after  riding  my  old  machine  for  two  months  I  saw  that  I  should  have 
to  try  a  new  machine,  or  else  suffer  the  same  Troubles  as  last  season.  Thereupon,  I  sent  to  nearly 
every  manufacturer  for  catalogues,  etc.  As  you  will  probably  remember,  your  firm  was  one  to  which  I  sent. 
Your  Yale  favorably  impressed  me  when  I  saw  it  at  the  Auto  Show  in  New  York  last  January  and  still  more 
after  reading  your  catalogue. 

So  to  make  a  long  story  short,  I  bought  a  Yale  California  from  Mr.  George  Kapp,  local  agent  under 
your  Mr.  Mann,  general  agent  of  Westchester  county,  and  I  would  not  exchange  the  cycle  for  any  other 
motor  made.  Your  engine  is  perfect,  as  is  the  belt  drive.  The  large  flywheel  on  the  outside  of  crank 
case  makes  running  at  a  very  low,  remarkably  slow  speed,  possible.  The  one  hand  grip  control  is 
all  that  can  be  expected,  being  positive  in  its  action.  So  far  I  have  had  no  trouble  with  the  car- 
bureter and  hope  that  I  will  have  no  trouble  during  the  riding  season.  There  are  many  steep  hills  about 
here,  but  I  have  no  trouble  in  making  any  of  them.  For  speed  on  the  level,  the  Yale  is  up  with  the  fastest 
machine,  which  it  has  been  my  pleasure  to  meet.  To  sum  up,  I  think  that  the  Yale  California  is  the  greatest 
motorcycle  for  all  around  work  and  if  this  letter  can  be  of  any  use  to  you,  you  may  make  use  of  it. 

Thanking  you  for  past  favors,  and  wishing  you  continued  success  with  the  Yale,  I  am. 

Yours  very  truly,  CLARENCE  H.   WILSON. 


u 


Agents  Waniett  in  Unoccupietl  Territory 

CONSOLIDATED  MANUFACTURING  CO.,     Toledo,  Ohio 


THE  BICYCLING  WORLD 


681 


KLUCZEK  BECOMES  A  CHAMPION 


Amateur  Contenders  for  Title  Jockey  Like 
Frenchmen — Nelson  Wins  Paced  Race. 


Watson  J.  Kluczek,  of  the  Roy  Wheel- 
men, of  New  York,  is  the  half-mile  ama- 
teur champion  of  America.  He  won  the 
title  at  the  first  of  the  championship  series, 
which  was  decided  at  Vailsburg  last  Sun- 
day, 2nd  inst.  The  amateur  championship 
is  determined  yearly  by  a  series  of  six  races 
at  different  distances,  each  of  which  carries 
the  championship  title  for  that  distance  for 
one  year.  First,  second,  third  and  fourth 
men  in  each  of  these  races,  receive,  respect- 
ively, five,  three,  two  and  one  points,  and 
the  rider  totalling  the  greatest  number  of 
points  at  the  conclusion  of  the  series  is  the 
American  amateur  champion. 

Last  Sunday's  races  attracted  a  big  crowd 
to  the  historic  board  track,  there  being 
about  4,000  people  in  the  grandstand  and 
bleachers.  The  first  of  the  championship 
races  was  decided  by  four  trial  heats,  two 
semi-finals  and  a  final,  and  after  the  pre- 
liminaries had  been  run  off  there  remained 
Charles  A.  Sherwood,  New  York  A.  C: 
Martin  Kessler,  Tiger  Wheelmen;  A.  C. 
Spain,  Bloomfield;  Urban  McDonald,  Tiger 
Wheelmen;  George  Cameron,  New  York 
A.  C;  Benjamin  Neuschaefer,  National  T. 
V.  Wheelmen;  Frank  W.  Eifler,  Century 
Road  Club  Association  and  Watson  J. 
Kluczek,  Roy  Wheelmen,  to  contest  the 
semi-finals. 

In  the  first  heat  the  line-up  from  the  pole 
up  was  McDonald,  Sherwood,  Kessler  and 
Spain.  The  riders  indulged  in  a  jockeying 
match  for  the  first  lap  and  just  after  reach- 
ing the  first  turn  after  the  bell  Kessler 'fell, 
rubbingagainst  Sherwood's  rear  wheel.  Sher- 
wood jumped  into  the  lead  with  Spain  on  his 
wheel.  Sherwood  beat  Spain  at  the  tape 
by  a  length,  but  the  fight  between  the  negro 
and  the  tiger  was  for  blood,  the  negro 
managing  to  get  home  by  four  inches. 

The  second  heat  was  even  slower  than 
the  first,  so  slow,  in  fact,  that  Eifler  fell 
just  after  the  start.  On  the  bell  lap  Cam- 
eron took  the  lead,  holding  it  throughout, 
Kluczek  beating  Neuschaefer  to  qualify. 

Li  the  final  heat  Cameron  had  the  pole, 
with  Sherwood,  Kluczek  and  Spain  next  in 
line.  The  four  men  started  to  jockey  on 
the  first  turn,  when  suddenly  the  negro, 
Spain,  took  it  into  his  head  to  jump.  He 
took  a  flier  from  the  bank  and  had  gained 
a  big  lead  in  the  backstretch.  Coming 
down  into  the  straight  for  the  bell  lap 
Spain  saw  that  the  others  would  overtake 
him  before  he  could  go  the  other  quarter, 
so  he  slowed.  At  the  last  eighth  Kluczek 
had  the  lead.  Cameron  came  up  and  passed, 
dropping  down  on  the  pole.  Cameron  be- 
gan to  unwind  and  Kluczek  moved  up  even 
with  him.  The  pair  were  going  neck  and 
neck  as  they  rounded  the  last  turn  and  came 
down  stretch  even.      Kluczek  gave  one  of  his 


pretty  little  thank-you-very-kindly-ma'am 
jumps  right  at  the  tape  and  beat  Cameron 
by  less  than  two  inches.  Sherwood  was  a 
good  length  behind  and  the  negro  last, 
three  good  lengths  trailing  Sherwood. 

Thirty-three  ambitious  and  aspiring 
"simon  pures"  started  in  the  two  mile  han- 
dicap, with  Sherwood  and  Eifler  on  scratch. 
Sherwood's  tire  blew  up  early  in  the  race 
and  he  was  forced  to  withdraw.  The  pace 
was  fast  from  the  start  and  the  field 
bunched  soon.  George  Camion,  the  Mer- 
cury-footer, who  is  always  .good  for  a"4Qng 


WATSON  J.  KI^UCZEK 
Half-Mile  Amateur  Champion 

Sprint,  took  the  lead  at  the  bell  and  was 
never  headed,  winning  out  easily  over  Mar- 
tin Kessler  of  the  Tiger  Wheelmen.  Ar- 
thur R.  Wilcox,  of  the  National  A.  C,  was 
third,  and  Watson  J.  Kluczek,  of  the  Roys, 
was   a  close  fourth. 

Quite  a  fight  developed  in  the  profes- 
sional events,  due  to  Joe  Fogler's  first  ap- 
pearance at  Vailsburg  this  season.  The 
first  event  was  a  three-quarter  mile  open. 
In  the  first  heat  Halligan  tried  to  steal 
away  from  the  bunch,  but  was  soon  pulled 
down  by  Krebs  and  .\shurst.  At  the  bell 
Hill  led,  Krebs  taking  the  lead  soon  after. 
Krebs  led  into  the  home  stretch,  but  Ash- 
urst  beat  him  to  the  tape;  Schlee  was  third. 
Fogler  took  the  lead  in  the  second  heat  and 
led  the  way,  Rupprecht  and  Glasson  quali- 
fying. In  the  final  heat  Ashurst  had  the 
pole,  Fogler,  Krebs,  Rupprecht.  Schlee  and 
Glasson  being  entered  in  this  order.  Just 
after  the  bell  sounded  Rupprecht  went  out. 


pulling  Krebs,  with  Ashurst  in  front  for 
Fogler.  Both  Ashurst  and  Rupprecht  turned 
their  men  loose  on  the  last  turn  and  Krebs 
led  into  the  stretch  with  Fogler  coming  on 
fast.  The  "Flying  Dutchman"  deliberately 
swung  Fogler  near  the  tape,  but  Fogler 
has  become  used  to  this  kind  of  riding  in 
Salt  Lake  City  and  he  came  on  and  beat 
Krebs  at  the  line  by  the  width  of  a  tire. 
Krebs,  as  usual,  wanted  to  protest  and 
asked  "How  about  team  work?"  but  as 
there  was  apparent  team  work  on  both 
sides,  no  attention  was  paid  to  Krebs.  Glas- 
son was  third  and  Schlee  fourth. 

The  five  mile  handicap  was  a  grand 
tecramble  among  the  long  markers  for  the 
d'ollar  laps.  Arthur  Mitchell  got  the  first 
and  stopped.  Al.  Judge  got  the  next  two 
and  then  he  and  Davenport  helped  each 
otllifer  for  several  laps.  After  that  every- 
body took  a  "whack,"  Ashurst  was  picked 
win  the  race,  but  a  puncture  put  him 
'ut  of  business  three  laps  to  go.  Up  to 
this  time  Fogler  had  been  doing  most  of 
the  pulling  for  the  low  markers.  Hill  led 
at  the  beginning  of  the  last  lap.  Fogler 
had  the  lead  into  the  stretch  but  Rupprecht 
turned  Krebs  loose  and  the  "Flying  Dutch- 
man" came  on  and  won  by  a  length,  Fogler 
getting  second,  Schlee  third  and  Rupprecht 
fourth. 

Joe  Nelson  had  the  better  of  Johnny  King 
in  the  motorpaced  race,  winning  in  two 
straight  heats.  After  going  three  laps  the 
race  was  stopped,  because  Keefe,  King's 
pacemaker,  could  not  handle  the  machine. 
After  another  ineffectual  attempt,  Paul  Hil- 
debrand,  a  Milwaukee  motorcyclist,  who 
had  never  ridden  the  track  before  until  the 
previous  afternoon,  and  who  had  never 
paced  a  man  in  a  race,  volunteered  to  lead 
King.  Hildebrand  used  an  ordinarj-  road  ma- 
chine— a  Harley-Davidson — and  natural;/ 
this  did  not  afford  much  protection  to  the 
man  behind.  The  Milwaukee  man  handled 
the  machine  like  a  veteran,  but  King  could 
not  follow  and  Nelson  took  the  lead 
just  before  the  first  mile  and  was  never 
headed,  gaining  a  lap  just  at  the  finish. 
Nelson  was  paced  by  Hunter.  In  the  sec- 
ond heat  King  and  Nelson  both  made  good 
at  the  start  with  King  on  the  pole.  At  the 
ending  of  the  first  mile  King  had  20  yards 
lead  and  at  the  second  mile  both  machines 
and  men  were  going  neck  and  neck,  with 
Nelson  on  the  outside.  This  was  really  a 
good  heat.  Nelson  made  his  attack  in  the 
backstretch  of  the  lap  finishing  the  third 
mile  and  in  the  effort  to  stave  him  off  King 
lost  his  pace.  This  gave  Nelson  an  ad- 
vantage which  Hunter  was  quick  to  per- 
ceive and  he  pulled  his  man  around  for  a 
gain  of  a  lap  at  the  next  mile.  King  ral- 
lied, however,  and  passed  Nelson,  but  he 
could  not  hold  the  pace  and  quit  just  be- 
fore the  finish.  Nelson  winning  out  by  2^/2 
laps.  After  the  motor  paced  race  Hunter 
and  Hilderbrand  had  several  impromptu 
brushes  which  were  hugely  enjoyed  by  the 
crowd.  The  Milwaukeean  won  out  every 
time   and   was   loudly   applauded,    especially 


68! 


THE  BICYCLING  WORLD 


so  when  he  did  an  official  mile  exhibition 
in  1:33.  Later  Alfred  Ashurst  did  a  mile 
exhibition,  paced  by  Hunter,  in  1:46}^. 
Previous  to  the  races  an  ambitious  motor- 
cyclist tried  to  emulate  Albert  Champion 
and  rode  off  the  track  on  the  backstretch. 
Luckil}',  he  was  not  injured  beyond  a  shak- 
ing up,  but  the  front  wheel  of  his  machine 
was  bent  in  a  spiral  twist.     The  summaries: 

Half-mile  novice — Final  heat  won  by  T. 
Francis,  Newark;  second,  George  Thore- 
akos,  Brower  Wheelmen;  third,  H.  Wats- 
muth,  Jersey   City.     Time,   l:17j^. 

Half-mile  open,  amateur,  for  national 
championship — First  heat  won  by  C.  A. 
Sherwood,  N.  Y.  A.  C;  second,  Martin 
Kessler,  Tiger  W.  Time,  1:27.  Second 
heat  won  by  Urban  McDonald,  Tiger  W.; 
second,  A.  C.  Spain,  Bloomfield.  Time, 
l:10f^.  Third  heat  won  by  George  Cam- 
eron, N.  Y.  A.  C;  second,  Benjamin  Neu- 
schaefer,  National  T.  V.  W.  Time,  1:103/^. 
Fourth  heat  won  by  Frank  W.  Eifler,  C.  R. 
C.  A.;  second,  W.  J.  Kluczek,  Roy  W.  Time, 
l:13}i-  First  semi-final  seat  won  by  C.  A. 
Sherwood,  N.  Y.  A.  C;  second,  A.  C.  Spain, 
Bloomfield.  Time,  1:59;^.  Second  semi- 
final heat  won  by  George  Cameron,  N.  Y. 
A.  C;  second,  Watson  J.  Kluczek,  Roy  W. 
Time,  1:43 ji.  Final  heat  won  by  Watson 
J.  Kluczek,  Roy  W.;  second,  George  Cam- 
eron, N.  Y.  A.  C;  third,  C.  A.  Sherwood, 
N.  Y.  A.  C;  fourth,  A.  C.  Spain,  Bloom- 
field.    Time,  1:35^/^. 

Three-quarter  mile  open,  professional — 
First  heat  won  by  Alfred  Ashurst;  second, 
Floyd  Krebs;  third,  Charles  Schlee.  Time, 
1:43.  Second  heat  won  by  Joe  Fogler;  sec- 
ond, Edward  Rupprecht;  third,  George 
Glasson;  fourth,  Charles  Schlee.  Time, 
1:51-?^. 

Five  mile  motorpaced  match,  professional 
• — First  heat  won  by  Joe  Nelson;  second, 
John  King.  Time,  9:07.  Second  and  final 
heat  won  by  Joe  Nelson;  second,  John 
King.    Time,  9:33. 

One  mile  motorpaced  exhibition — Alfred 
Ashurst.     Time,  1:46^. 

One  mile  motorcycle  against  time — Paul 
Hildebrandt,   Milwaukee.     Time,   1 :33. 

Two  mile  handicap,  amateur — Won  by 
George  Cameron,  N.  Y.  A.  C.  (10  yards); 
second,  Martin  Kessler,  Tiger  W.  (25 
yards);  third,  A.  R.  Wilcox,  National  A.  C. 
(200  yards) ;  fourth,  Watson  J.  Kluczek, 
Roy  W.   (30  yards).     Time,  4:20. 

Five  mile  handicap,  professional — Won 
by  Floyd  Krebs  (scratch);  second,  Joe  Fog- 
ler (40  yards);  third,  Charles  Schlee  (150 
yards) ;  fourth,  Edward  Rupprecht  (60 
yards);  fifth,  George  Glasson  (180  yards). 
Time,  11:34.  Laps— Arthur  Mitchell  (1), 
Al.  Julge  (4),  Harry  Davenport  (4),  J.  T. 
Halligan  (1),  Ben  Hill  (5),  Charles  Schlee 
(2),  Albert  Triebal   (1),  Joe  Fogler   (1). 


22-HOUR   PACED   RACE   AT   REVERE 


Three  Teams  Compete  and  the  "Irishmen" 
Win — Rain  Falls  and  Motors  Balk. 


"The  A  B  C  of  Electricity"  will  aid  you 
in  understanding  many  things  about  motors 
that  may  now  seem  hard  of  understanding. 
Price,  50  cents.  The  Bicycling  World  Pub- 
lishing Co.,   154  Nassau  Street,  New  York. 


James  F.  Moran,  Elmer  J.  Collins  and 
Pat  Logan,  riding  as  the  Irish-American 
team,  on  Monday  night,  at  the  Revere 
Beach  saucer,  won  the  first  22-hour  motor- 
paced  team  race  ever  held.  At  first  it  was 
designed  to  hold  a  24-hours'  race,  but  on 
account  of  Massachusetts'  peculiar  laws, 
this  could  not  be  done.  At  the  end  of  22 
hours  the  Irish-American  team  had  covered 
538  miles,  and  the  Bostom  team,  repre- 
sented by  William  Stinson,  Hugh  MacLean 
and  J.  B.  Coffey,  was  in  second  place  with  a 
total  mileage  of  525  miles  J4  l^p.  The  New 
York  team,  consisting  of  John  and  Menus 
Bedell  and  Dennis  Connolly,  was  last,  with 
503  miles  1  lap. 

Several  thousand  persons  gathered  at  the 
track  to  see  the  start  of  the  terrific  grind 
at  five  minutes  past  midnight,  Sunday. 
MacLean,  John,  Bedell  and  Collins  started 
the  race  for  their  respective  teams  and 
Turville  paced  MacLean,  Ruden  was  in 
front  for  Bedell  and  Saunders  was  up  for 
Collins.  For  the  first  half  hour  the  pace 
was  terrific.  Collins  and  MacLean  rode 
neck  and  neck  in  the  fifth  mile  when  Col- 
lins got  ahead.  Bedell  passed  MacLean 
after  fifteen  minutes,  riding.  After  twenty 
minutes'  riding  MacLean  was  relieved  by 
Stinson,  who  passed  Bedell  and  rode  neck 
and  neck  with  Collins  for  a  lap,  but  Collins 
pulled  away  again.  Moran  came  on  and 
relieved  Collins,  who  was  a  lap  ahead  at 
the  end  of  the  first  half  hour.  Stinson 
passed  Moran,  as  did  Menus  Bedell,  who 
came  on  to  relieve  his  brother.  In  the 
twenty-first  mile  John  Bedell  punctured  and 
fell  heavily,  but  was  able  to  get  to  his 
dressing  room.  At  the  ending  of  the  first 
hour  the  team  led  with  35  miles  7  laps, 
the  New  York  team  was  second  with  35 
miles  5  laps,  and  the  Irish-American  team 
third  with  35  miles  3  laps.  Due  to  John 
Bedell's  brilliant  riding,  the  New  Yorkers 
changed  places  with  the  Boston  contingent 
at  the  second  hour  and  had  gained  two 
laps,  having  ridden  during  the  first  two 
hours  71  miles  5  laps.  The  Irish-American 
team  was  three  laps  behind  the  leaders  with 
71  miles  2  laps. 

During  the  early  hours  of  the  morning 
it  began  to  rain  and  the  riders  had  to  leave 
the  track.  Then  MacLean  was  compelled 
to  quit  the  race  and  this  left  the  work  of 
the  Boston  team  to  two  riders,  Stinson  and 
little  Coffey.  The  New  York  team  had 
hard  luck,  their  motor  balking  time  and 
again.  In  fact,  the  Bedells  always  seem  to 
have  the  worst  motor  shoved  on  them  and 
it  is  the  opinion  that  if  as  good  pace  Was 
furnished  them  as  others,  the  New  Yorkers 
could  show  MacLean  and  a  few  other 
cracks  something  about  riding.  The  climax 
for  the   New   York  team  came  a  half  hour 


from  the  finish  when  their  motor  refused 
to  work  at  all  and  they  quit  the  race  with 
thirty  minutes'  riding  to  be  done. 

The  last  hour  was  what  the  race-goers 
were  looking  for  and  nearly  3,000  specta- 
tors waited  for  the  finish. 

The  Irish-American  team  rode  a  great 
race,  Moran  and  Collins  doing  a  great  deal 
in  gaining  lost  ground.  Their  best  riding 
was  done  at  7:45  o'clock  when  Stinson  and 
Connolly  were  carrying  on  the  work  for 
the  other  teams.  The  Irish-Americans  then 
cut  loose  and  rode  rings  around  the  other 
teams  which  gave  them  an  advanfagc  which 
eventually  led  to  victory. 

To  Stinson  and  little  Cofiey  goes  the 
greatest  measure  of  praise  even  though  they 
were  beaten.  MacLean  suffered  from  sad- 
dle trouble  a  week  ago  and  he  could  not 
mount  his  wheel  after  ridmg  the  first  couple 
of  hours,  thus  leaving  St-'nson  and  Coffey 
to  fight  out  alone.  Coffey  rode  a  .gre;it 
race  for  a  youngster,  this  being  the  first 
long  grind  he  has  ever  participated  in,  and 
it  is  very  likely  he  will  ride  in  the  six-day 
race.  Stinson  rode  as  he  has  never  ridden 
before,  making  a  brilliant  fight  in  t'^e  last 
ten  minutes  and  nearly  lapping  Moran 
twice.  The  only  accidents  were  those  to 
John  Bedell,  who  was  thrown  twice,  but 
Bedell  pluckily  continued  and  was  always 
ready  to  fight  for  his  team  when  they 
called  for  him.  Had  the  Bedells  good  pace 
it  is  thought  they  could  have  given  Moran, 
Collins   and   Logan   a   good   fight. 


Sternberg   Wins   Chicago's   Hundred. 

This  year's  annual  Labor  Day  race  of  the 
Western  division  of  the  Century  Road  Club 
Association,  a  100-mile  handicap,  run  over 
the  Chicago-Libertyville-Waukeegan  course 
was  but  slimly  attended,  both  by  riders  and 
spectators.  Leon  Sternberg,  who  had 
never  ridden  a  race  before,  received  the 
limit — 2  hours  30  minutes — and  won  out 
by  fifteen  minutes.  Sternberg  covered  the 
course  in  7:43:29.  The  feature  of  the  race 
was  the  riding  of  the  veteran,  William 
Blum,  who  started  from  scratch  and  fin- 
ished second  in  addition  to  winning  first 
time  prize.  Blum's  time  for  the  100  miles 
was  5  hours  28  minutes  26  seconds.  The 
third  man  to  finish  was  Val  Kousalik,  with 
one  hour  handicap;  this  time  was  6:51:28. 
Following  this  trio,  Erwin  Siegel,  Jack 
Moffat,  Nick  Kocklet,  George  Rymer,  W. 
Standt,  Henry  Franz,  Edward  Morris  and 
Henry  Gaston  finished  in  the  order  named. 


Trotter  with  a  Winning   Gait. 

Dan  Trotter  was  an  easy  winner  in  both 
bicycle  races  that  enlivened  the  Labor  Day 
Athletic  meet  at  the  P.  R.  R.  Y.  M.  C.  A. 
grounds  in  Philadelphia.  The  first  race 
was  a  half-mile  and  Trotter  easily  de- 
feated C.  Coyle  for  first  place.  Charles  F. 
Gebhard  was  third  and  W.  Trotter  fourth. 
Time,  1:30.  Coyle  ran  second  to  Trotter 
in  the  one  mile,  W.  Trotter  getting  third 
and  Gebhard  fourth.     Time,  3:52f^. 


THE  Bicycling  world 


683 


SHERWOOD  IS  A  CHAMPION,  TOO 


"Wins  Two-Miles  Title  at  Vailsburg  and  has 
Most  Points — Sport  Spirited. 


By  winning  the  two  mile  championship 
race  at  the  Vailsburg  board  track  on  Mon- 
day of  this  week,  Labor  Day,  Charles  A. 
Sherwood,  the  popular  and  speedy  young 
■captain  of  the  New  York  Athletic  Club's 
bicycle  team,  succeeds  to  that  title  and 
gains  the  lead  in  the  amateur  champion- 
ship. That  the  fight  this  year  will  be  close 
there  is  no  doubt.  Sherwood  now  leads 
with  7  points  and  George  Cameron,  his 
■clubmate,  is  second  in  the  point  ladder 
Avith  6.  Some  may  opine  that  as  Sherwood 
and  Cameron  belong  to  the  same  club  that 
one  will  naturally  help  the  other,  but  this 
is  far  from  ~being  the  case.  Cameron  is  out 
for  all  he  can  get  in  the  way  of  honors  and 
Sherwood  likewise.  Watson  Kluczek  is 
third  in  the  race  with  five  points,  the  others 
who  figure  being  the  negro,  Spain,  with 
three  points  and  Mike  Ferrari,  with  one 
point. 

On  account  of  the  counter  attraction  of 
a  free  automobile  race  meet  on  Labor  Day, 
the  box  office  receipts  at  Vailsbin-g  shrunk 
amazingly  and  the  management  lost  money. 
Although  there  was  but  a  small  crowd  com- 
pared with  the  attendance  of  the  day  before 
the  races  were  just  as  thrilling  and  the 
ardor  of  the  faithful  not  diminished. 

Sherwood,  Kessler,  Spain,  Joe  Eifler, 
Cameron,  Neuschaefer,  Frank  Eifler  and 
Ferrari  qualified  in  the  four  trial  heats  of 
the  championship,  the  trials  and  semi-finals 
being  at  one  mile.  Spain,  Sherwood,  Joe 
Eifler  and  Kessler  lined  up,  in  this  order, 
for  the  first  semi-final  heat.  The  pace  was 
slow,  Spain,  Sherwood,  Kessler  and  Eifler 
crossing  in  this  order  at  the  ending  of 
the  first  and  second  laps.  At  the  bell  Sher- 
wood had  the  pole  with  Kessler  on  and 
Spain  and  Eifler  on  the  outside.  Eifler 
jumped  after  rounding  the  turn  with  Kess- 
ler on,  but  Sherwood  began  to  move  up  on 
the  outside  with  the  negro  trailing.  At  the 
last  eighth  pole  Sherwood  was  leading 
easily  and  continued  in  this  position  down 
the  stretch  to  the  tape.  The  fight  between 
Spain  and  Eifler  to  qualify  was  warm,  Spain 
coming  by  on  the  outside  and  nipping  Eifler 
by  a  half-inch  at  the  tape. 

Cameron  had  the  pole  in  the  second  semi- 
final with  Frank  Eifler,  Neuschaefer  and 
Ferrari  arranged  alongside.  Cameron's 
riding  and  horse  play  was  a  feature.  At 
the  first  turn  he  bobbed  his  wise  head  and 
made  as  if  to  run  away,  but  the  other  three 
men  had  ridden  bicycles  before  and  were 
not  susceptible  to  Cameron's  wily  invitation 
to  take  the  lead.  Cameron  had  the  lead 
at  the  first  quarter  with  Ferrari  on,  the 
other  two  riders  riding  alongside.  At  the 
turn  Cameron  again  tried  a  fake  jump  but 
the  others  did  not  seem  to  care  for  lemons. 
The  position  changed  on  this  lap  and  when 
the  riders  crosed  the  tape  the  second  time 


Eifler  and  Ferrari  were  side  by  side  down 
near  the  pole,  Cameron  riding  high  with 
Neuschaefer  hanging  on  his  rear  wheel. 
Then  Ferrari  took  the  lead;  he  was  in  front 
at  the  bell  pulling  Cameron.  The  position 
was  unchanged  at  the  last  eighth.  Coming 
around  the  last  turn  Cameron  went  by 
Ferrari  and  Eifler  got  pocketed  by  Neu- 
schaefer. Cameron  beat  the  Italian  by  a 
length  at  the  finish.  Just  before  reaching 
the  tape  Eifler  swung  up  and  collided  with 
Neuschaefer,  both  hitting  the  board.  Eifler 
ran  a  big  splinter  into  his  left  leg  near  the 
knee  cap  and  had  to  be  carried  off  the  track. 
He  did  not  ride  the  next  race. 

The   final    heat   looked   like    a   team    race 
with  Sherwood  and  Spain  against  Cameron 


CHARLES  A.  SHERWOOD 
Two-Mile  Amateur  Champion 

and  Ferrari.  "Four  nations  are  represented 
in  this  race,"  said  Announcer  Burns,  "Am- 
erica, Scotland,  Italy  and  Africa."  It  was 
true  to  a  certain  extent.  It  was  planned 
to  have  J.  Brennan  pace  the  men  in  the 
final  heat  but  Cameron  got  righteously  in- 
dignant and  was  backed  up  in  his  protest 
by  Ferrari.  "Whoever  heard  of  having  sin- 
gle pace  in  a  championship  race?"  asked  the 
Mercury  Footer.  Cameron  was  certainly 
right,  for  one  mistake  of  Brennan's  might 
have  put  one  or  two  of  the  qualifants  out 
of  the  running  for  championship  honors. 
Sherwood  led  the  first  time  around  followed 
by  Spain,  Cameron  and  Ferrari,  in  this  or- 
der. Spain  went  in  front  of  Sherwood  in 
the  second  lap  and  Ferrari  went  up  to  pull 
Cameron  in  the  third.  The  position  was 
unchanged  in  the  next  two  laps.  Things 
began  to  happen  in  the  bell  lap.  Ferrari 
took  a  flier  off  the  first  bank  and  Spain  an- 
nexed his  wheel  with  Sherwood  on.     At  the 


last  turn  Sherwood  came  by  with  Cameron 
hanging  on  and  then  Cameron  began  to 
move  up.  This  pair  fought  all  the  way 
down  the  stretch,  Sherwood  winning  by 
half  a  wheel.  Spain  beat  Ferrari  by  two 
feet,  all  being  bunched  at  the  finish. 

Altogether  the  New  York  A.  C.  had  a 
very  good  day,  for  besides  getting  first  and 
second  in  the  championship,  Sherwood  and 
Cameron  ran  first  and  second  in  the  five 
mile  handicap.  The  field  soon  separated 
into  two  divisions  and  Gustave  Duester 
tried  to  slow  the  long  markers  so  Eifler 
could  get  up.  The  field  bunched  in  the 
tenth  lap — two  and  one-half  miles.  After 
setting  the  pace  for  two  miles  MacDonald 
went  out  hard  in  the  last  lap  pulling  Kess- 
ler, his  team  mate.  Kluczek  attacked  from 
the  outside,  not  caring  to  run  the  chance 
of  getting  pocketed  after  Jacobs  quit  early 
in  the  race.  Kluczek  led  into  the  stretch 
with  Kessler  behind,  then  Cameron  and 
Sherwood.  Kessler  could  not  hold  the 
sprint  in  the  stretch  and  the  others  moved 
up.  Sherwood  came  by  on  the  outside  and 
beat  Cameron  across  the  line  by  a  wheel, 
Kluczek  being  a  half-wheel  behind  and 
Magin  getting  ahead  of  Kessler  by  inches. 
The  judges  picked  Kessler  as  the  fourth 
man,  but  later  reversed  their  decis'on. 

Because  Fogler  and  Ashurst  got  most  of 
the  money  in  the  professional  events  on 
Sunday  there  was  a  big  combination  out 
to  beat  these  riders  on  Monday.  Ashurst 
and  Fogler  worked  together  and  the  riders 
in  the  other  team  appeared  to  be  Krebs, 
Rupprecht,  King,  Glasson  and  Schlee.  Ash- 
urst, Krebs,  Schlee,  Rupphecht,  Fogler  and 
Glasson  qualified  in  the  two  trial  heats  of 
the  quarter-mile  open  from  a  flying  start. 
Ashurst  went  in  front  for  Fogler  and  Rup- 
precht began  pulling  Krebs.  There  was  a 
big  mix-up  in  the  stretch.  Ashurst  took  a 
heavy  fall  forty  yards  from  the  tape;  he 
claimed  that  Rupprecht  elbowed  him. 
Krebs  deliberately  swung  in  front  of  Fog- 
ler, or  the  Brooklynite  would  have  wal- 
loped him.  As  it  was,  Krebs  got  first,  Rup- 
precht second,  Schlee  third  and  Fogler 
fourth,  all  in  a  blanket  finish.  Fogler  had 
a  clear  case  against  Krebs  if  he  had  wanted 
to  protest,  but  the  Brooklyn  rider  has  a 
different  nature  than  Krebs,  so  he  said 
nothing  but  gritted  his  teeth  and  deter- 
mined to  get  even  in  the  next  race.    He  did. 

In  the  three  mile  handicap,  Ashurst  went 
for  the  limit  men,  while  Fogled  toyed  with 
Krebs  and  Rupprecht.  Instead  of  going 
out,  this  trio  began  a  series  of  remarkable 
trick  exhibitions  and  each  fouled  the  other 
every  other  minute.  First  Krebs  would  go 
down  in  front  of  Fogler  to  let  Rupprecht 
go  out  and  overtake  the  others,  but  Fogler 
would  ride  straight  up  the  bank,  turn  sud- 
denly, drop  down  on  Krebs  and  then  tag 
Rupprecht.  It  was  two  against  one,  but 
the  one  knew  just  as  many  tricks  as  the 
other  two.  On  the  backstretch  of  the  next 
to  the  last  lap  Rupprecht  got  funny  and 
Fogler  made  him  ride  off  the  track.  Then 
Krebs    tried   to   throw    Fogler   but   missed. 


b84 


THE  BICYCLING  WORLD 


Instead  of  falling  Rupprecht  had  gotten 
back  on  the  track  and  he  went  for  Fogler, 
but  the  Brooklyn  rider  downed  him  again. 
Krebs,  in  the  meantime,  was  trying  to  put 
Fogler  out  of  business,  but  on  the  begin- 
ning of  the  turn  Fogler  downed  Krebs  who, 
as  he  fell,  reached  out  his  hand  and  pulled 
Fogler  down.  They  all  went  down  in  a 
heap  and  for  a  few  minutes  a  riot  seemed 
imminent.  Krebs  wanted  to  fight  Fogler, 
and  Fogler  said,  "Wait  until  I  get  my  feet 
out  of  the  straps."  No  one  was  hurt,  as 
friends  of  the  belligerents  separated  them. 
At  the  bell  King  made  a  jump,  with  Glasson 
on.  Ashurst  was  quite  a  distance  in  the 
rear  and  appeared  to  have  no  chance  at  all, 
but  the  "Boy  Wonder"  lessened  the  gap 
by  hard  riding.  At  the  last  turn  King  let 
Glasson  through  on  the  pole  and  as  they 
reached  the  straight  Ashurst  was  more  than 
a  length  behind.  Glasson  rode  wide  and  in- 
terfered with  Ashurst  somewhat,  but  the 
white-haired  lad  gave  two  or  three  vicious 
kicks  to  the  pedals  and  reached  the  tape 
five  inches  in  front  of  Glasson.  Schlee  was 
third  by  half  a  wheel  and  a  big  gap  sep- 
arated Triebal  and  him. 

In  the  motorpaced  race  at  ten  miles  be- 
tween Joe  Nelson,  paced  by  Bob  Hunter, 
and  Alfred  Ashurst,  with  Joe  Fogler  in 
front,  there  was  but  one  conclusion  at  the 
start.  Hunter  had  a  big  14  horsepower 
motor  fitted  with  a  roller  and  if  not  a  wind- 
shield, an  abnormally  wide  rear  belt  pulley 
which  acted  as  one,  while  Fogler's  machine 
'was  a  little  4  horsepower  motor  sans  roller 
and  sans  windshield.  Fogler  made  up  for 
this  deficiency  by  padding  his  trousers  and 
stuffing  half  a  dozen  towels  under  his 
sweaters;  it  was  no  wonder  nobody 
recognized  him.  Nelson  had  allowed  Ash- 
urst two  laps  in  forty,  and  he  gained  the 
first  lap  at  354  miles  and  his  second  lap 
at  Syi  miles.  In  the  sixth  mile  Fogler's 
motor  began  to  race  and  the  belt  slipped, 
so  Ashurst  let  go.  At  seven  miles  Ashurst 
tacked  on  behind  Nelson,  but  as  he  had  no 
protection  was  shaken  off  after  two  laps 
of  fast  going.  In  the  meantime  Fogler  had 
gotten  his  machine  working  again.  Nelson 
gained  his  third  lap  at  seven  miles,  his 
fourth  at  eight  miles  and  the  fifth  at  9'/^ 
miles,  and  at  the  finish  was  3%  laps  ahead 
of  the  handicap  he  had  allowed  Ashurst. 
The  feature  was  Nelson's  brilliant  riding, 
for  the  little  star  of  several  years  ago  is 
just  as  good  as  ever.  Hunter  lived  up  to 
his  name  of  "Dare  Devil"  and  he  took  Nel- 
son one  mile  at  1:33,  which  is  very  fast  for 
the  rickety  Vailsburg  oval.  Ashurst  showed 
that  he  will  make  a  splendid  pace  follower 
with  favorable  conditions  and  Fogler  made 
good  at  pacing.     The  summaries  follow: 

Half  mile  novice — Won  by  S.  Stein,  New- 
ark; second,  E.  Jokus,  Newark;  third,  N. 
Cahill,  Newark.     Time,  l:36f^. 

Two  mile  open,  amateur,  for  national 
championship — First  heat  won  by  Charles 
A.  Sherwood,  N.  Y.  A.  C;  second,  Martin 
Kessler,  Tiger  Wheelmen.  Time,  2:53^. 
Second  heat  won   by  A.   C.   Spain,   Bloom- 


field;  second,  J.  M.  Eifler,  C.  R.  C.  A..  Time, 
2:51.  Third  heat  won  by  George  Comeron, 
N.  Y.  A.  C;  second,  Ben  Neuschaefer,  N. 
T.  V.  W.  Time,  2:38?^.  Fourth  .heat  won 
by  Frank  W.  Eifler,  C.  R.  C.  A.;  second, 
Mike  Ferrari.  Time,  3:07^.  First  semi- 
final heat  won  by  Sherwood;  second,  Spain. 
Time,  3:187^.  Second  semi-final  heat  won 
by  Cameron;  second,  Ferrari.  Time, 
3:46^.  Final  heat  won  by  Sherwood;  sec- 
ond, Cameron;  third,  Spain;  fourth,  Ferrari. 
Time,  7:50. 

Quarter  mile  open,  professional,  flying 
start — First  heat  won  by  Alfred  Ashurst; 
second,  Floyd  Krebs;  third,  Charles  Schlee. 
Time,  0:30.  Second  heat  won  by  Edward 
Rupprecht;  second,  Joe  Fogler;  third,  Geo. 
Glasson.  Time,  0:31%.  Final  heat  won  by 
Krebs;  second,  Rupprecht;  third,  Schlee; 
fourth,  Fogler.     Time,  0:27.  . 

Five  mile  handicap,  amateur — Won  by 
Charles  A.  Sherwood,  N.  Y.  A.  C.  (scratch); 
second,  George  Cameron,  N.  Y.  A.  C.  (20 
yards);  third,  Watson  J.  Kluczek,  Roy  W. 
(50  yards);  fourth,  Jacob  Magin,  N.  T.  V. 
W.   (60  yards).     Time,  11:165^. 

Three  mile  handicap,  professional — Won 
by  Alfred  Ashurst  (60  yards);  second,  Geo. 
Glasson  (ISO  yards);  third,  Charles  Schlee 
(120  yards);  fourth,  Albert  Triebal  (200 
yards).  Time,  6:37.  Laps — John  Peters 
(3),  H.  B.  Appleton  (1),  Marcel  Dupuis  (1), 
Ben  Hill  (1),  John  King  (2),  J.  T.  Halligan 
(3). 

Ten  mile  motorpaced,  professional  handi- 
cap— Won  by  Joe  Nelson  (scratch);  second, 
Alfred  Ashurst  (J^-mile).  Time,  17:20. 
Time  intermediate  miles — 1:50,  1:47,  1:38, 
1:38,  1:43,  1:33,  1:48,  1:42,  1:42,  1:35. 


Denver  to  Have  Another  Track. 

Jack  Hume,  of  Salt  Lake  City,  and  J.  A. 
Payment,  of  Denver,  finally  have  announced 
that  they  have  secured  backing  for  the 
erection  of  another  saucer  track  in  the 
Colorado  capital  city.  They  state  that  suf- 
ficient capital  has  been  secured  to  build  and 
run  the  track  for  several  months  without 
drawing  on  the  gate  receipts  to  pay  salaries 
and  prizes.  A  franchise  has  been  secured 
from  the  National  Cycling  Association,  it 
is  stated,  and  the  promoters  hope  to  begin 
the  erection  of  the  track  at  once  so  that 
the  riders  now  at  Salt  Lake  City  can  be 
brought  to  Denver  to  compete  in  fall  races. 
It  was  but  a  few  weeks  ago  that  the  then 
existing  track  at  Denver  was  torn  up. 


Eighteen  in  Atlantic  City  Struggle. 

James  League,  riding  with  a  three  minute 
handicap,  won  the  ten-mile  bicycle  road 
race  over  the  meadow  boulevard,  near  At- 
lantic City,  N.  J.,  on  Labor  Day  morning. 
"Dick"  Stroud,  of  Philadelphia,  won  first 
time  prize  after  an  interesting  battle  with 
Richard  Hemple,  the  crack  local  rider. 
Stroud's  time  for  the  distance  was  24:02. 
The  riders  went  two  and  one-half  miles 
out,  returning  to  the  start  and  then  going 
out    and    back    to    finish.      Eighteen    riders 


started.  The  order  of  finish  was:  1,  Jamej 
Teague,  Atlantic  City  (3:00);  2,  Henry  Phil- 
lips, Atlantic  City  (3:00);  3,  W.  Richard 
Stroud,  Philadelphia  (scratch);  4,  Richard 
Hemple,  Atlantic  City  (scratch);  S,  Frank 
Hemple,  Atlantic  City  (2:00);  6,  Frank  Sul- 
livan, Atlantic  City  (3:00);  7,  David  Chew, 
Gloucester  (1:00).  Time  prize  winners — 
W.  Richard  Stroud,  Philadelphia,  and  Rich- 
ard  Hemple,  Atlantic  City.     Time,  24:02. 

Nerent  Makes  Another  Double  Killing. 

Charles  Nerent  made  another  double 
killing  last  Sunday,  which  is  his  third  sea- 
son. Nerent  won  first  place  and  first  time 
from  scratch  in  the  fifteen-mile  handicap 
road  race  of  the  Roy  Wheelmen,  at  Valley 
Stream,  L.  I.  The  race  was  for  club  mem- 
bers and  ten  riders  started.  George  SchmoU 
did  a  wise  thing.  About  two  miles  from  the 
finish  he  saw  the  scratch  men  coming  and 
instead  of  riding  his  legs  off  to  keep  them 
from  catching  him,  which  they  would  have 
done  anyhow,  he  sat  up,  rested  until  they 
overhauled  him  and  then  sleighrode  home 
for  third  place,  being  outsprinted  at  the 
tape  by  one-fifth  of  a  second  by  Schlosser. 
Nerent  finished  half  a  length  in  front  of 
his  fellow  scratch  man.  The  time  was 
42:30.     The  summary  follows: 

1.  Charles    Nerent scratch     42:30 

2.  C.    M.    Schlosser scratch     42:30>^ 

3.  George  Schmoll 3 :00    45 :30% 

4.  Virgil   Mercandetti 6:00     51 :00 

5.  Philip   Kury 2:00     45:50 

6.  Arthur    Rhodes scratch 

7.  Morris   Rosenblum 3:00 

8.  Samuel  Rein 2:00 

9.  Henry   Lafentre 3:00 

10.    Ralph    Roullier 2:00 

Wins  and  is  Knocked  Senseless. 

A  large  crowd  watched  the  bicycle  and 
athletic  events  run  off  at  Long  Branch,  N. 
J.,  on  Labor  Day  afternoon  by  the  Oak- 
hurst  Young  Men's  Improvement  Associa- 
tion. In  the  one  mile  open  Alonzo  Wallace, 
of  Bradley  Beach,  after  crossing  the  tape  a 
winner,  ran  into  a  baker's  wagon  and  was 
rendered  unconscious.  His  shoulder  was 
badly  cut.  James  Dean  finished  second  in 
this  event  and  William  Hibbets  third. 
Time,  3:00.  E.  F.  Nixon  won  the  six-mile 
open  from  Gus  Brunner,  an  old-timer  from 
Asbury  Park,  after  a  lively  struggle.  Fred 
Jones  was  third.  Time,  24:20.  "  Harry 
Leahy  captured  the  three  mile,  Benjamin 
Ferry  and  Gus  Brunner  finishing  second 
and  third,  respectively.  Time,  11:20.  In 
the  two  mile,  James  Dean  beat  Ferry  to 
the  tape  by  a  narrow  margin,  William 
Grammin  trailing  third.     Time,  7:10. 

Beveridge  Proves  a  Flying  Virginian. 
William  Beveridge  won  the  one  mile 
bicycle  race  that  constituted  part  of  the 
Labor  Day  athletic  events  at  Richmond, 
Va.  Otto  Hanks  was  a  close  second,  Wil- 
liam Newton  crossed  third  and  Oliver  Hope 
fourth.  As  the  race  was  held  over  a 
straightaway  course  the  time  was  not  taken. 


THE  BICYCLING  WORLD 


685 


KRAMER   TAKES  THREE   STRAIGHT 


Lawson  Makes  Sorry  Showing  in  Salt  Lake 
Series — Good    Sport    Otherwise. 


I 


Salt  Lake  City,  Aug.  29.— Frank  L.  Kra- 
mer defeated  Iver  Lawson  in  the  two  mile 
match  race  at  the  saucer  track  last  evening 
by  nearly  three  lengths.  To  many  the  re- 
sult was  no  doubt  a  surprise,  but  none  who 
saw  the  race  will  deny  that  the  Swede  was 
all  in  and  that  Kramer  won  on  his  merits. 
W.  E.  Samuelson  was  selected  to  set  the 
pace  for  the  contestants  for  the  first  mile 
and  six  laps  on  the  next.  Instead  of  fur- 
nishing a  good,  steady  pace  all  the  way, 
Samuelson  went  slow  until  two  laps  before 
it  was  time  for  him  to  quit  and  then  he 
pedalled  as  if  mad.  Undoubtedly  this  killed 
Lawson  and  as  Kramer  was  the  stronger 
rider  he  won.  Samuelson  was  harshly  crit- 
icized for  his  grandstand  play.  Kramer 
rode  the  race  from  behind,  Lawson  in 
front.  When  less  than  two  laps  from  home 
Kramer  started  to  go  around  Lawson  and 
then  followed  a  struggle  that  was  grand 
and  desperate.  At  first  it  seemed  that 
Kramer  would  never  overtake  Lawson,  but 
the  East  Orange  rider  held  the  pace  and 
gradually  moved  up  alongside  the  Swede. 
At  the  half  a  lap  to  go  and  when  it  seemed 
that  Kramer  could  not  longer  ride  on  the 
outside  at  the  pace  Lawson  was  setting, 
he  jumped,  went  ahead,  and  flashed  across 
the  tape  a  winner  by  over  two  lengths. 
After  the  race  Lawson  made  a  fool  of  him- 
self by  stating  that  he  was  unfit  physically 
and  that  Kramer  had  beat  a  cripple.  All 
this   made  more  friends  for  the  champion. 

Floyd  McFarland  carried  off  the  honors 
in  the  regular  program  which,  by  the  way, 
was  an  exceptionally  good  one.  In  the  two 
trial  heats  of  the  one  mile  open,  Hollister, 
Downing,  Pye,  Mitten,  McFarland,  Clarke 
and  Samuelson  qualified.  In  the  final  Mc- 
Farland snatched  victory  from  Hollister 
when  it  seemed  that  the  latter's  team  mate, 
Samuelson,  had'  given  him  an  insurmount- 
able lead.  Pye  got  third  and  Clarke  fourth. 
The  time  was  I'.SSt^. 

But  especially  did  the  elongated  San 
Josean  show  to  advantage  in  the  two  mile 
team  match  race  with  tandem  pace.  Mc- 
Farland and  Downing  were  arrayed  against 
Hollister  and  Samuelson.  Hollister  jumped 
too  quickly  for  Samuelson,  who  was  left 
behind,  and  so  when  the  final  sprint  came 
McFarland  and  Downing  took  easy  money. 
Hollister  had  used  up  all  his  sprint  to  no 
advantage  and  Samuelson  could  not  go 
around  "Long  Mac"  who  was  riding  like  a 
war  horse. 

The  one  mile  invitation  was  won  in  very 
clever  fashion  by  Walter  Bardgett,  the  Buf- 
falo crack,  from  Ben  Munroe,  the  Southern 
champion.  Pedlar  Palmer,  of  Australia, 
got  third  and  Agraz  and  Wilcox  crossed  the 
tape  next  in  order. 

Little  A.  Crebs  sprang  a  surprise  in  the 


half-mile  amateur  handicap  when  he  ran 
away  from  the  rest  of  the  field  from  the 
65-}'ards  mark,  beating  out  Mayerhofer, 
Wright,  Carter  and  Diefenbacher,  in  this 
order.  Then  it  was  up  to  "Bridget"  Bard- 
gett to  take  the  crowd  to  Heidelberg's  for 
a  keg.  The  tall  and  lanky  Jack  Hume  got 
the  two-mile  lap  race,  although  West  and 
Schnell  gave  him  a  mighty  tussle  in  the 
last  couple  of  laps.  West  got  second  and 
Schnell  third.  John  Berryessa  and  Hal 
McCormack,  the  two  Californians,  were, 
respectively,  fourth  and  fifth.  ,  The  sum- 
maries follow: 

Half-mile  handicap,  amateur — Final  heat 
won  by  A.  Crebs  (65  yards);  second,  Ru- 
dolph Mayerhofer  (SO  yards);  third,  Phil 
Wright  (55  yards);  fourth,  G.  Carter  (45 
yards);  fifth,  Rodney  Diefenbacher  (20 
yards).    Time,  0:55. 

One  mile  open,  professional — Qualifants: 
Hardy  K.  Downing,  San  Jose,  Cal.;  C.  L. 
Hollister,  Springfield,  Mass.;  E.  A.  Pye, 
Australia;  Worthing  L.  Mitten,  Davenport, 
la.;  Floyd  McFarland,  San  Jose,  Cal.;  W. 
E.  Samuelson,  Salt  Lake  City,  and  A.  J. 
Clarke,  Australia.  Final  heat  won  by  Mc- 
Farland; second,  Hollister;  third,  Pye; 
fourth,  Clarke.     Time,  1:55 J^. 

Two  mile  lap,  amateur — Won  by  Jack 
Hume;  second,  Fred  West;  third,  F.  E. 
Schnell;  fourth,  J.  Berryessa;  fifth,  Hal 
McCormack.  Time,  4:08.  Laps — Hume 
(1),  West  (1),  Holliday  (3),  Crebs  (2), 
Mayerhofer  (3),  La  Belle  (1),  Burrows  (2) 
and  Nash   (1). 

One  mile  invitation,  professional — Won 
by  Walter  Bardgett,  Buffalo;  second,  Ben 
Munroe;  fourth,  Emil  Agraz,  Mexico;  fifth, 
S.  H.  Wilcox,  Salt  Lake  City.    Time,  2:00^. 

Two  mile  team  match  race,  professional — ■ 
Won  by  McFarland-Downing;  second, 
Samuelson  and  Hollister.     Time,  3:59. 

Two  mile  match  race,  professional — Won 
by  Frank  L.  Kramer;  second,  Iver  Lawson. 
Time,  4:24. 


Salt  Lake  City,  Sept.  1. — If  there  are  any 
persons  in  Salt  Lake  City  who  think  Law- 
son  can  out-ride  Kramer,  they  are  keeping 
mighty  still  about  it  to-day,  for  last  night 
the  national  champion  trounced  Lawson  in 
two  straight  heats,  thereby  winning  all 
three  races  of  the  series.  There  are  one  or 
two  who  are  muttering  things  about  Law- 
son,  but  they  are  only  whispers  and  are  best 
not  repeated.  There  are  many  people  walk- 
ing around  the  city  looking  extremely  sad 
to-day  and  asking  their  fellow  fortunates 
for  a  smoke  or  drink  or  price  of  a  meal,  as 
the  case  inay  be,  for  many  last  night'  staked 
their  all  on  Lawson  and  the  "all"  went  to 
the .  Kramer  backer.  It  is  estimated  that 
many  thousand  dollars  changed  hands  as 
the  result  of  the  races,  one  single  bet  of 
$2,000  at  even  money  and  several  wagers 
of  $500  to  $1,000  were  made.  When  the 
riders  went  to  the  post  the  odds  were  even 
since  Kramer  trounced  Lawson  so  easily 
the    other    night   in   the    first    race    of   this 


series.  The  largest  crowd  that  ever  wit- 
nessed a  bicycle  race  in  Salt  Lake  City 
gathered  at  the  saucer  track  last  evening 
to  witness  the  battle  between  these  two 
acknowledged  fastest  sprinters  in  the  world, 
and  the  first  race  was  so  close  that  the  vast 
throng  could  but  pity  the  four  judges  who 
had  to  make  the  decision. 

The  first  race  was  at  one  mile  and  with 
the  eyes  of  six  thousand  persons  glued  upon 
them,  the  two  riders,  Lawson  leading  and 
Kramer  trailing,  circled  the  wooden  bowl 
six  times  with  Pacemaker  Palmer  breaking 
the  wind.  Just  as  the  seventh  lap  was  en- 
tered both  jumped  and  the  battle  was  on. 
Kramer  quickly  worked  himself  even  with 
Lawson  and  neck  and  neck  they  almost  flew 
around  the  oval.  First  Kramer  would  lead 
by  inches  only  to  be  passed  by  Lawson's 
jumps,  and  so  they  see-sawed.  On  the  last 
half-lap  Lawson  forged  slightly  ahead  and 
the  spectators  held  their  breaths,  but  almost 
immediately  the  champion  had  gotten 
abreast,  and  every  muscle  in  arms,  legs  and 
faces  stood  out  like  whipcords.  Kramer 
made  a  last  sprint  which  was  met  by  Law- 
son's  jump  and  they  flashed  over  the  tape 
neck  and  neck.  Then  there  was  silence. 
Both  riders  dismounted  and  Lawson  got  a 
few  cheers  and,  presuming  he  had  won,  he 
hurried  to  his  dressing  room.  And  then 
silence  fell  over  all  again.  Several  stake 
holders  who  held  money  gave  it  to  the 
Lawson  bettors,  but  still  no  announcement 
from  the  judges  who  were  holding  their 
heads  close  together.  And  then  came  th« 
announcement:  "Kramer  wins."  There 
were  some  cheers  and  some  murmurs. 
Charles  H.  Dowse  and  J.  H.  Moore  were 
the  judges  who  decided  for  Kramer  and 
H.  S.  Anderson  decided  for  Lawson. 

When  the  decision  was  carried  to  Law- 
son  in  his  dressing  room  his  feelings  can 
well  be  imagined.  He  flatly  refused  to  ride 
the  other  heat,  but  after  Bardgett,  McFar- 
land, Downing  and  a  few  others  pleaded 
and  coaxed  him  not  to  show  the  white 
feather,  he  went  out  for  the  three  mile  race. 
Kramer  was  the  first  to  come  on  the  track 
and  he  was  cordially  received;  so  was  Law- 
son.  Agraz  and  Munroe  furnished  the  pace 
until  two  laps  from  home.  Kramer  went 
to  the  front  and  Lawson  trailed.  Just  as 
the  riders  rounded  the  curve  of  the  seventh 
lap  in  the  last  mile  Kramer  bobbed  his 
blonde  head  and  was  away  from  home, 
opening  up  a  gap.  Lawson  closed  up  and 
until  half  a  lap  from  the  tape  hung  onto 
Kramer's  rear  wheel;  then  he  started  to 
go  by.  On  the  north  turn  Lawson  worked 
up  abreast  and  jumped,  but  Kramer  was 
there  with  the  sprint  and  won  out  by  a 
scant  wheel's  length. 

The  regular  program  was  exciting  to  the 
highest  degree.  Downing  pulled  McFar- 
land in  the  half  mile  open  and  turned  him 
loose  a  lap  to  go.  McFarland  easily  beat 
Hopper  to  the  tape  in  56  seconds.  Clarke 
was  third  and  Bardgett  fourth. 

Pye    and    Clarke    trimmed    Hopper    and 


6U 


THE  BICYCLING  WORLD 


Bardgett  in  the  one  mile  team  race  and  T. 
M,  SaniLielson  crossed  the  tape  with  a  good 
lead  in  the  five  mile  motorcycle  race.  Tur- 
ville  was  second  and  Schmidt  third. 

In  the  amateur  events  West  and  Hume 
shared  honors,  West  capturing  the  quarter- 
mile  open  from  Giles  and  McCormack  in 
this  order,  and  Hume  winning  out  over 
Berryessa  and  Holliday  in  the  three  mile 
lap.     The  summaries: 

One  mile  match  match,  professional — ■ 
Won  by  Frank  L.  Kramer;  second,  Iver 
Lawson.     Time,  2:18. 

Three  mile  match,  professional — Won  by 
Frank  L.  Kramer;  second,  Iver  Lawson. 
Time,  6:40. 

One  mile  match  team,  professional — Won 
by  A.  E.  Pye-A.  J.  Clarke;  second,  Walter 
Bardgett-Norman   C.    Hopper.     Time,   1:58. 

Quarter-mile  open,  amateur — Final  heat 
won  by  Fred  West;  second,  P.  Giles;  third, 
Hal  McCormack;  fourth,  R.  Diefenbacher. 
Time,  0:30. 

Three  mile  lap,  amateur — Won  by  Jack 
Hume;  second,  John  Berryessa;' third,  J.  E. 
Holliday;   fourth,   Fred  West.     Time,  6:17. 

One  mile  open,  professional — Won  by 
Floyd  McFarland,  San  Jose,  Cal.;  second, 
Norman  C.  Hopper,  Minneapolis;  third,  A. 
J.  Clarke,  Australia;  fourth,  Walter  Bard- 
gett,  Buffalo.     Time,  0:56. 

Five  mile  motor  race — Won  by  T.  M. 
Samuelson;  second,  C.  Turville;  third, 
Schmidt.     Time,  6:324^. 


Salt  Lake  City,  Sept.  4. — Any  time  Floyd 
McFarland  is  in  a  race  he  must  be  counted 
on.  That  used  to  be  a  maxim  years  ago 
and  still  holds.  The  lanky  pedal  pusher  from 
California  impressed  this  fact  upon  W.  E. 
Samuelson  in  the  five  mile  open  profes- 
sional at  the  saucer  track  last  night.  Two 
laps  from  home  Samuelson,  with  Hollister 
glued  to  his  wheel,  pulled  from  the  tail  end 
of  the  procession  and  in  circling  the  bunch 
cut  McFarland,  so  close  as  to  force  him  off 
the  boards  onto  the  cement.  For  a  moment 
it  looked  as  though  McFarland  was  out  of 
the  race,  but  he  immediately  came  back 
on  the  saucer  and  was  hot  foot  after  Sam- 
uelson. By  this  time  Samuelson  and  Hol- 
lister had  secured  a  good  lead  and  it  seemed 
almost  out  of  the  range  of  possibility  for 
McFarland  to  close  the  gap.  But  he  stuck 
to  his  task  with  Lawson  and  Downing 
tagging  on  behind  and  closed  up  in  less 
than  one  lap.  Just  as  he  circled  around 
Samuelson  and  Hollister,  Lawson,  with 
whom  he  had  been  teaming,  came  around 
from  the  rear  and  beat  "Mac"  to  the  tape 
by  two  inches.     Downing  was  a  close  third. 

The  attendance  last  night  was  not  up  to 
the  standard,  probably  because  Kramer  and 
Lawson  were  not  matched  to  battle.  Those 
who  stayed  away  missed  one  of  the  best 
cards  of  the  season,  replete  with  fast  riding 
and  stirring  incidents. 

In  the  one  mile  handicap,  professional,  it 
was  a  case  of  riding  all  in  to  win.  McFar- 
land punctured  early  and  was  put  out  of 
the  running.     Jumping  from  the  front  fully 


two  laps  from  home,  S.  H.  Wilcox  swung 
into  the  lead  and  set  a  heart-breaking  pace 
until  the  finish.  Hollister  made  a  des- 
perate effort  to  pass  him  in  the  last  lap,  but 
Wilcox  developed  an  unexpected  burst  of 
speed  that  bordered  almost  on  the  phenom- 
enal and  won  out.  Bardgett  was  third,  Pye 
fourth  and  Downing  fifth. 

The  scratch  men  did  not  have  a  look-in 
in  the  three  mile  handicap.  After  plugging 
away  desperately  for  more  than  two  and 
one-half  miles  Hume  and  West  did  not 
even  succeed  in  getting  the  tail  end  on  the 
procession  and  did  not  figure  in  the  sprint 
at  all.  Holliday  won  out  with  Giles  second, 
McCormack  third,  Schnell  fourth,  and 
Diefenbacher  fifth.     The  time  was  6:09. 

Palmer's  fight  against  Williams  in  the 
unlimited  professional  pursuit  brought  the 
crowd  to  their  feet.  Achorn  was  tagged 
by  Wilcox  in  two  laps  and  took  fourth 
place.  Manager  Chapman  announced  dur- 
ing the  evening  that  racing  will  be  continued 
during  the  month.     The  summaries  follow: 

Half-mile  open,  amateur — Qualifants: 
Fred  West,  John  Berryessa,  Hal  McCor- 
mack, Ed  Mayer,  R.  Mayerhofer,  F.  H. 
McLaughlin,  Jack  Hume,  R.  Diefenbacher, 
and  P.  Giles.  Final  heat  won  by  Hume; 
second,  McCormack;  third.  West;  fourth, 
Diefenbacher.     Time,  0:58^. 

Unlimited  match  pursuit,  professional — ■ 
Won  by  W.  P.  Palmer,  Australia;  second, 
Saxon  Williams,  Buffalo;  third,  S.  H.  Wil- 
cox, Salt  Lake  City;  fourth,  J.  E.  Achorn, 
New  York  City.  Time,  7:31.  Distance,  3 
miles  7  laps  155  yards. 

One  mile  handicap,  professional — Final 
heat  won  by  S.  H.  Wilcox  (85  yards);  sec- 
ond, C.  L.  Hollister  (20  yards);  third,  Wal- 
ter Bardgett  (SO  yards);  fourth,  E.  A.  Pye 
(35  yards);  fifth.  Hardy  Downing  (10 
yards).     Time,  1:52^. 

Three  mile  lap  handicap,  amateur — Won 
by  J.  E.  Holliday  (60  yards);  second,  P. 
Giles  (80  yards);  third,  Hal  McCormack 
(40  yards);  fourth,  Fred  Schnell  (85  yards); 
fifth,  Rodney  Diefenbacher  (45  yards). 
Time,  6:09.  Laps— Holliday  (2),  Schnell 
(1),  Crebs  (3),  Mayerhofer  (5),  Carter  (3), 
Mayer   (3),   Naish    (4),  Anthony   (2). 

Five  mile  lap,  professional — Won  by  Iver 
Lawson;  second,  F.  A.  McFarland;  third, 
Hardy  K.  Downing;  fourth,  C.  L.  Hollister; 
fifth,  A.  J.  Clarke.  Time,  10:25=^.  Laps— 
McFarland  (1),  Samuelson  (3),  Bardgett 
(11),  Wilcox  (12),  Agraz  (6),  Achorn  (2), 
Mitten  (4). 


Ducker  Succumbs  to  the  Motorcycle. 

After  having  pedalled  bicycles  for  26 
years  and  the  Columbia  in  particular 
through  its  various  stages  for  25  years, 
Henry  E.  Ducker,  the  veteran  cyclist  and 
"Father  of  American  cycle  racing,"  as  he 
sometimes  is  styled,  and  certainly  the  king 
bee  of  the  early  race  promoters,  has  "suc- 
cumbed," which  is  to  say,  he  is  now  a 
motorcyclist.  Ducker  has  got  him  a  French 
machine  and  is  carried  away  with  it  and 
with  his  old  time  enthusiasm  he  is  preach- 


ing the  virtues  of  having  a  little  help  in 
getting  through  this  world  when  old  age 
begins  to  overtake.  Although  Ducker  in- 
sists that  he  is  not  so  old,  still  he  is  very 
near  the  sixty  mark,  but  is  as  full  of  cycling 
enthusiasm  as  when  in  his  forties. 

As  he  expresses  it,  the  bicycle  had  a  ten- 
dency to  cause  one  to  think  that  the  earth 
was  shrinking,  the  two-speed  gear  reduced 
the  hills  and  head  winds,  but  the  motor- 
cycle has  done  all  of  that  and  more,  making 
the  earth  seem  small  and  rendering  it  impos- 
sible to  find  any  hills;  as  to  winds,  why  the 
hardest  blow  is  as  a  gentle  zephyr  and  rid- 
ing one  continuous  round  of  pleasure. 
Ducker  has  rounded  out  one  hundred  thous- 
and miles  on  the  pedal  bicycle  and  has  a 
string  of  century  bars  that  reach  to  the 
ground,  and  says  now  he  hopes  to  live  long 
enough  to  ride  another  hundred  thousand 
miles  on  motorcycles,  his  only  trouble  at 
the  present  time  is  that  good  roads  are  not 
long  enough  for  a  respectable  ride;  he 
thinks  nothing  of  doing  forty  or  fifty  miles 
after  supper,  on  the  roads  around  Albany, 
N.  Y.,  where  he  now  resides,  and  says  the 
speed  he  can  develop  is  the  sort  he  dreamed 
of  in  the  Springfield  tournament  days. 


Boyd  Wins   Motorcycle   Road  Race. 

G.  R.  Boyd,  riding  a  2^  horsepower  R-S 
motor  bicycle,  won  the  first  motorcycle 
road  race  ever  held  in  Colorado  on  Monday 
afternoon,  3d  inst.  The  distance '  was  25 
miles,  the  riders  going  out  12j4  miles  and 
returning.  Boyd's  time  was  39  minutes. 
A  large  crowd  of  interested  Denverites 
witnessed  the  start  and  finish  of  the  race. 

The  course  was  over  the  old  Rambler 
road  and  owing  to  the  recent  rains  was  in 
poor  condition.  Three  of  the  fourteen 
riders  failed  to  finish.  F.  E.  Shatzer  was 
riding  well  up,  in  second  place,  when  he 
slipped  in  the  mud  and  fell  heavily.  His 
goggles  were  broken  and  the  glass  cut 
his  face  badly,  but  he  remounted  and  fin- 
ished in  seventh  place.  One  of  the  contes- 
tants was  Francis  W.  Davis,  who  finished 
third.  Davis  was  one  of  the  three  intrepid 
motorcyclists  who  recently  scaled  Pike's 
Peak,  the  first  ever  to  accomplish  the  feat. 
The  summary  follows: 

1.  G.  R.  Boyd,  2%  R-S 0:39:00 

2.  A.  S.   Margason,   U4 0:43:00 

3.  F.  W.  Davis,  2%.  R-S 0:43:01 

4.  R.   E.   Merchant,  2^ 0:50:00 

5.  W.  M.  Davis,  2%.  R-S 0:51:30 

6.  Fred.  R.  Horton,  Uyi 0:53:00 

7.  J.  E.  Schatzer,  IH -..1:00:30 

8.  Fred.  Johnson,  2%. 1 :01 :30 

9.  Joe  Watter,  2^ 1:05:00 

10.  John  Salmon,   lj4 1:11:00 

11.  W.  J.  Hunter,  4 1:30:00 


Hugh  MacLean  Goes  Abroad. 

Hugh  MacLean,  the  Chelsea  pace  fol- 
lower, sailed  from  Boston  on  Tuesday,  on 
the  steamer  Kronprinz  Wilhelm,  for  Eur- 
ope. He  will  ride  in  Paris  on  the  Sunday 
following  his  arrival  on  the  other  side. 


THE  BICYCLING  WO^D 


687 


MR.  MARSH  HOLDS  HIS  SPITEFEST 


Special  Steamer  "Sinks"  and  Other  Things 
Occur — Even  Ralph  De  Palma  was  There. 


Mr.  Marsh,  that  is,  the  National  Asso- 
ciation of  Marsh,  6i  the'  National  Associa- 
tion of  Motorcyclists,  as,  for  obvious  reas- 
ons, he  prefers  on  occasion  to  be  known, 
held  his  "annual  meet"  or  spitefest  on  Sat- 
urday and  Monday  last,  when  a  damp 
marshy  odor  pervaded  the  atmosphere.  It 
occurred  at  Woonsocket,  R.  1.,  where  Mr. 
Marsh  acted  as  host  to  himself. 

He  couldn't  get  anyone  to  invite  him  and 
as  extending  an  invitation  to  oneself  does 
not  look  exactly  right,  he  created  a  host 
even  more  easily  than  he  created  his  "na- 
tional association."  It  will  be  recalled  that 
after  the  referee  at  a  F.  A.  M.  meet  had  dis- 
qualified one  of  his  riders  for  "ringing"  in 
a  special  racer  in  a  stock  machine  event,  he 
proved  himself  a  good  loser  and  a  rare 
sportsman  by  organizing  himself  into  an 
association,  merely  by  printing  a  title  on  a 
sheet  of  paper.  It  is  said  he  formed  him- 
self into  a  Woonsocket  host  without  going 
to  such  expense.  Lighting  his  pipe,  he 
bid  his  "trusties"  light  theirs.  They  did  so 
and  as  they  puffed,  presto!  the  "Eastern 
•Motorcycling  League"  was  woven  in 
smoke.  It  is  what  some  mean  -  fellows 
would  call  a  fake.  But  it  served  the  pur- 
pose. It  "invited"  Mr.  Marsh  to  come  to 
Woonsocket  and  his  prose  poet  also  com- 
posed an  invitation  to  others  suitable  to 
the  occasion.  The  "invites"  were  run  off 
on  a  mimeograph  or  some  other  dime-sav- 
ing instrument,  by  an  ofBce  boy.  Mr. 
Marsh  doesn't  like  Indians.  There  is  a  re- 
port that  the  sigh  of  even  the  cigar  store 
article  makes  him  feel  ill.  His  prose  poet 
vented  his  feelings  in  the  mimeographed 
E.  M.  L.  "invitation."  It  consisted  largely 
of  a  series  of  spitballs  directed  at  the  Indian 
or  its  makers — one  of  them  was  so  crudely 
thrown  that  it  splashed  over  all  other 
motorcycle  manufacturers.  It  stated  that 
they  were  "hogs" — "whole  hogs."  One  of" 
Mr.  Marsh's  trusties  also  printed  a  little 
program.  It  outlined  all  that  was  to  be 
.done  at  Woonsocket:  There  would  be  nine 
races  to  the  track,  a  reliability  run  and  some 
other  things.  Riders  were  coming  from  all 
directions  while  a  "special  steamer"  would 
bring  the  throng  from  New  York.  It  is 
possible  that  a  steam  runabout  was  meant, 
but  as  a  tug  boat  sank  in  the  New  York 
harbor  about  that  time  it  may  be  that  it 
was  the  "special  steamer"  that  never  sailed. 

Despite  all  that  has  been  said,  perish  the 
thought  that  Mr.  Marsh  or  his  associates 
had  absolutely  anything '  to  do  with  the 
Woonsocket  "spitefest."  Mr.  Metz,  Mr. 
jMarsh's  partner,  merely  hired  the  track  and 
told  the  Woonsocket  reporter  that  there 
would  be  at  least  one  hundred  entries;  Mr. 
Marsh  merely  solicited  prizes  and  went 
over  the  course — in  an  automobile — making 


arrangements  for  the  "reliability  run";  Mr. 
Marsh's  man,  Hoyt,  merely  sent  out  the 
blanks  and  received  the  few  entries  and  the 
little  money  therefor  that  came  in  and  only 
three  Marsh  representatives  outwardly 
served  as  officials — so  what  truth  can  there 
be  in  the  statements  that  Marsh  is  his  own 
association? 

But  the  day  of  the  race  meet  arrived — 
Saturday,  September  1st — even  if  the  100 
entries  failed  to  do  so.  There  was  some- 
thing the  matter  with  the  crowd  also.  It 
was  missing,  despite  the  fact  that  admis- 
sion tickets  had  been  handed  out  gratis  and 
with  a  generous  hand.  '  Including  the 
New  York  throng,  the' Marsh  staff,  the  offi- 
cials, the  racing  men,  the  pushers-off,  small 
boys,  etc.,  there  must  have  been  as  many 
as  151  persons  present.  The  dark,  marshy 
air  became,  if  it  were  possible,  more  frost- 
like. But  "valuable  prizes"  had  been  offered 
■ — an  ammeter  was  one  of  the  firsts,  a  bicy- 
cle chain  was  another — and  as  many  as 
seven  men  contended  for  them.  Four  of 
the  nine  events  that  had  been  programed 
were  lost  somewhere  in  the  shuffle  and 
were  not  run. 

State  Representative  Swenson,  of  the 
Federation  of  American  Motorcyclists,  had 
let  it  be  known  that  suspension  by  the  F. 
A.  M.  and  its  three  allied  organizations 
awaited  all  who  participated  in  the  outlaw 
-races  and  only  three  men  disregarded  the 
warning.  All  the  others,  Estes,  the.  two 
Greenes  and  Wyatt,  had  been  already  de- 
clared "outlaws"  and  Marsh  outlaw  meets 
are  the  only  ones  to  which  they  are  eligible. 
Two  New  Yorkers,  Alex  Fiedler  and  F.  W. 
Horenburg,  also  rode,  and  both  ran  into 
the  fence  early  in  the  day,  wrecking  their 
Marshes  and  considerably  bruising  them- 
selves, Fiedler  being  rather  severely  in- 
jured. He  is  the  office  boy  and  head  re- 
pairer for  the  Marsh  agent  in  New  York, 
and  like  Horenburg,  had  suffered  a  period 
of  suspension.  Ralph  De  Palma,  of  Brook- 
lyn, N.  Y.,  who  several  years  ago  was  sus- 
pended for  masquerading  as  -  "Bob  Pull- 
man" and  later  was  disqualified  for  life  for 
reprehensible  conduct  by  the  National 
Cycling  Association,  after  engaging  in  one 
of  the  most  brazen  fakes  ever  perpetrated 
on  a  track,  was  welcomed  with  open  arms 
as  a  valuable  recruit  to  the  "outlaws."  He 
was  permitted  to  ride  an  exhibition  despite 
his  record  and  his  disability.   The  summary: 

One  mile  novice — Won  by  C.  E.  Ander- 
son, Newton,  Mass;  W.  A.  Estes,  Waltham, 
second.  Time,  1:S0J^.  Also  started — Stev- 
ens, Woonsocket. 

Five  mile  amateur,  open — Won  by  G.  M. 
Greene,  Waltham;  E.  Fontaine, Woonsocket, 
second;  C.  W.  Greene,  Waltham,  third. 
Time,  8:203/^. 

One  mile  amateur,  3  h.  p.  machines  and 
under — Won  by  C.  W.  Greene;  second,  W. 
A.  Estes;  third,  R.  F.  Wyatt,  Brockton. 
Time,  1:47?^. 

Two  mile  amateur,  machines  3  h.  p.  "and 

under — Won  by  C.  W.  Greene;  second,  W. 

-A.  Estes;  third,  E.  Fontaine.    Time,  3:30^. 


Five  mile  national  spite  championship — 
Won  by  G.  M.  Greene;  second,  W.  A.  Estes. 

Ten  mile  handicap — Won  by  G.  W. 
Green;  second,  C.  W.  Greene;  third,  W.  A. 
Estes. 

On  Monday,  3d  inst.,  the  "great  relia- 
bility run"  occurred.  Mr.  Marsh  had  laid 
out  a  triangular  course  that  embraced 
Brockton,  where  he  does  business,  and  Wal- 
tham, where  his  partner,  Mr.  Metz,  had  a 
factory  before  a  cruel  twist  of  fate  took  him 
to  Brockton.  The  course  was  given  at  ISO 
miles,  although  a  short  cut  through  Ded- 
ham  is  said  to  have  been  made.  Entrants 
could  'drop  into  the  run  at  various  points 
and  whether  any  of  the  starters  fin- 
ished or  how  they  were  scored  no 
one  appeared  to  know.  When  it  was 
over  it  was  announced  that  it  would 
require  figures  by  experts  in  New  York  to 
tell  what  was  what.  As  many  as  eight  men 
are  said  to  have  participated  in  the  great 
run.  There  was  also  a  class  for  those  who 
cared  to  cover  the  course  twice.  Mr.  Metz 
and  his  son  were  the  only  ones  who  es- 
sayed that  feat.  According  to  the  an- 
nounced times,  they  covered  the  first  lap 
in  5  hours  3  minutes  and  the,  about  300 
miles  in  14  hours  17  minutes.  Before  the 
run  great  emphasis  was  laid  on  the  observ- 
ance of  the  legal  limit  of  20  miles  per  hour. 

On  the  Sth  it  was  telegraphed  from  Prov- 
idence that  Mr.  Marsh's  "association"  had 
held  a. -meeting  somewhere  or  other  at 
which  it  was  decided  that  these  names  will 
about  fit  Mr.  Marsh's  spite  letterhead  :- 
"President,"  E.  Gerbereux,  Yonkers,  N.  Y,; 
"secretary,"  D.  Patterson,  New  York; 
"treasurer,"  J.  Oatman,  New  York.  Patter- 
son is  said  to  be  adviser  or  counsellor  or 
something  for  Marsh  and  to  be  interested 
in  his  concern.  The  "president"  and  "treas- 
urer" are  not  and  never  were  motorcyclists 
but  they  are  identified  with  the  cycling 
organization  which  promoted  a  law-break- 
ing and  disastrous  midnight  motorcycle 
race  and  which  the  F.  A.  M.  promptly  sus- 
pended because  of  the  fact.  Both  have  been 
nursing  their  "soreness"  ever  since  and 
Marsh's  outlaw  and  spite  movement  afford- 
ing a  ready  refuge  for  men  with  grievances, 
they  have  loaned  themselves  to  his  gallant 
effort  to  "put  the  F.  A.  M.  out  of  business," 
Gerbereux  qualified  for  office  after  the 
race  in  question  by  getting  excited  at  a 
semi-public  gathering  and  shouting  "To  hell 
with  the  law"  several  times.  At  the  spite 
meeting  referred  to  in  the  Providence  tele- 
gram, it  was  stated  that  a  letter  was  read 
from  the  National  'Volunteer  Emergency 
Service  Medical  Corps — whatever  that  be — 
suggesting  the  formation  of  squads  of 
motorcyclists  for  service  in  time  of  war  or 
other  calamity.  Meanwhile  it  is  reported  that 
the  Patriotic  Order  or  Painless  Parkers  is 
preparing  a  letter  urging  that  all  motor- 
cyclists equip  their  machines  with  a  small 
tank  for  carrying  toothache  drops  in  order 
to  be  ready 'to  relievfe  any  dental  distress 
they  may  encounter  on  their  travels  in  the 
rural   districts. 


688 


THE  BICYCLING  WORLD 


ACCIDENT   INSURANCE 

THE  MORROW 
Coaster  Brake 

is  an  insurance  investment  that  should  not  be  overlooked  by  bicyclists  and 
motorcyclists,  whether  riding  for  pleasure  or  business. 


Here  is  the  experience  of  a  well-l^nown  dealer: 

"Allow  me  to  tell  you  what  I  consider  was  a  good  test  for  your  brake.  I  was  driving 
a  J906  "Curtiss"  single  cylinder  machine  with  two  riders  at  the  rate  of  about  30  miles  an 
hour  and  just  got  to  the  top  of  a  short  steep  knoll  when  I  saw  within  10  feet  of  us  a  young 
horse  hitched  to  a  buggy  and  on  his  hind  legs  and  crosswise  of  the  road.  It  was  a  case  of 
stop  or  get  smashed  up  as  there  was  no  room  to  pass  and  if  ever  one  of  your  brakes  got  a 
test  I  think  it  did  then  as  I  set,  with  the  result  that  it  stopped  the  machine  within  about  a 
foot  of  the  rig  and  almost  turned  the  machine  around,  it  worked  so  well,  never  damaging 
the  brake  a  particle.  I  have  ridden  Motorcycles  for  the  past  few  years  and  this  is  the  first 
brake  that  I  have  given  anything  like  such  a  test  without  breaking  something." 


ECLIPSE  MACHINE  CO., 


Elmira,  N.  Y. 


THE  BICYCLING  WORLD 


689 


IF  THE  BICYCLE  IS  INJURED 


Some  of  the  Remedies  the  Rider  May  Apply 
in  Case  of  Emergency. 


Generally  speaking,  when  a  machine 
which  has  been  through  soine  sort  ^.f  an  ac- 
cident is  found  to  be  pretty  well  distorted 
as  to  its  frame,  the  conclusion  is  arrived  at 
quite  naturally  that  it  cannot  be  ridden 
again  until  it  has  passed  through  a  thor- 
oughgoing curative  treatment  at  the  hos- 
pital. Yet  it  does  not  always  fol'ow  that 
this  is  the  case,  and,  indeed,  it  is  freqtiently 
possible  to  ride  a  machine  which  has  suf- 
fered considerably,  only  so  long  as  its  run- 
ning gear  is  not  absolutely  disabled.  For- 
tunately, it  seldom  happens  that  it  is  r^illy 
necessary  to  stick  to  the  wheel  after  an 
accident  which  has  seriously  damaged  it. 
Yet  there  are  times  when  en  tour,  '.vhen 
outside  of  walking  and  toteing  the  fractured 
parts,  there  is  no  other  alternative.  And 
when  such  an  occasion  arises,  it  is  well  to 
know,  in  a  general  way,  how  to  proceed. 

It  is  really  surprising  how  much  a  frame 
may  be  jammed  and  dented  by  a  sudden 
shock  which  has  not  been  reckoned  with 
in  the  design  of  the  parts.  Frequently, 
such  an  effect  may  have  been  produced 
by  a  comparatively  slight  shock,  which  has 
been  so  directed  that  it  served  to  dent  and 
kink  the  tubing  without  seriously  cracking 
it  or  starting  the  joints.  And  in  such  cases, 
it  almost  always  happens  that  by  the  exer- 
cise of  a  little  patience  and  ingenuity,  a 
temporary  repair  may  be  effected  which  will 
answer  sufficiently  well  to  enable  the  rider 
to  cover  the  few  miles  which  lie  between 
him  and  the  nearest  repair  shop.  A  dished 
wheel,  a  broken  rim,  or  an  actual  break  in 
the  tubing,  make  such  temporizing  impos- 
sible. Other  than  one  of  these  difficulties, 
however,  there  are  few  conditions  which  are 
absolutely  hopeless,  although  often,  the 
great  amount  of  time  required  to  get  on 
the  road  again,  and  the  possible  loss  of 
courage  on  the  part  of  the  cyclist,  make 
walking  seem  preferable  at  the  time. 

While  it  is  not  universally  true  that  a 
strain  in  the  reverse  direction  will  cure  the 
evil  effects  of  that  which  caused  the  acci- 
dent, still  it  is  usually  the  case  that  by  care- 
fully studying  the  conditions  which  caused 
the  distortion  to  the  frame,  and  then  in 
some  way  producing  an  opposite'  strain,  a 
considerable  portion  of  the  results  may  be 
got  rid  of.  Thus,  if  the  bicycle  has  been 
run  into  a  wall  head-in,  for  instance,  the 
result  being,  in  addition  to  a  somewhat 
twisted  wheel  with  a  few  broken  spokes,  a 
fork  which  is  bent  backward  and  to  one 
side,  and  a  lower  tube  of  "the  frame  which  is 
kinked  upwardly  just  back  of  the  head,  the 
bends  can  very  likely  be  straightened  out 
enough  so  that  the  wheel  will  clear  the 
frame,  and  may  be  ridden  even  for  a  con- 
siderable distance,  and  that  without  the  use 
of;  other  tools  than  those  regularly  carried 
in  the  pocket  or  on  the  machine. 


In  the  first  place,  the  fork  should  be  re- 
moved, and  the  joints,  both  of  it  and  the 
frame  examined  carefully  for  cracks.  If 
none  are  found,  and  the  tubing  seems  to  be 
perfectly  firm  and  sound,  it  may  be  assumed 
that  it  may  be  bent  into  line  again  without 
injury.  This  may  be  done  by  inserting  a 
long  stick  in  the  head  tube,  bracing  the 
frame  fast  in  such  a  way  that  considerable 
force  can  be  put  upon  it  without  moving  it, 
and  then  pulling  gradually  with  an  increas- 
ing force,  toward  the  front,  or  in  a  direction 
opposite  to  that  from  which  the  disturbing 
shock  came.  In  this  way,  it  will  be  found 
that  the  kinks  will  be  reduced  in  part  at 
least,  and  the  head  will  be  brought  more 
nearly  into  its  natural  position.     It  should 


NRW    TOKK    BRAKCB    Z14-t1«    WKST    47TB    8T. 

not  be  attempted  to  carry  the  process  too 
far,  as  new  damage  may  be  done  in  this 
way.  But  by  exercising  judgment,  and  stop- 
ping in  season,  fairly  creditable  results  may 
be  obtained.  Afterward,  with  a  couple  of 
blocks  of  hard  wood,  and  a  hammer  or  even 
a  large  stone,  the  kinks  may  be  further 
reduced. 

Then  the  fork  may  be  taken  into  hand, 
and  improved  in  a  similar  way,  care  being 
taken  not  to  attempt  to  do  too  much  at  one 
time,  and  not  to  carry  the  process  too  far. 
With  a  wrench  and  a  short  wooden  lever, 
which,  if  necessary,  may  be  lashed  to  it 
to  secure  an  added  leverage,  the  two  sides 
may  be  brought  into  line,  and  made  to  take 
a  relation  near  enough  to  the  normal  for 
all  practical  purposes.  Then  the  entire 
fork  as  well  as  the  frame  should  be  gone 
over  thoroughly  to  make  sure  that  no  new 
flaws  have  developed,  and  if  it  is  found  that 
the  joints  are  sound,  it  is  safe  to  be 
re-assembled. 

The  wheel,  unless  a  great  number  of 
spokes  are  broken,  can  be  whipped  into 
remarkably  fine  shape  with  a  slight  amount 
of    skillful    treatment.       If     necessary,     the 


weak  side  may  be  strengthened  up  by  "bor- 
rowing" a  spoke  or  two  from  another  place, 
care  being  taken  not  to  weaken  the  good 
side  to  the  danger  point  in  so  doing.  Oc- 
casionally, too,  a  spoke  or  so  from  the  left 
side  of  the  rear  wheel  may  be  used,  though 
not  invariably.  A  splintered  rim  may  be 
bound  up  with  twine  to  good  advantage, 
while  when  it  comes  to  replacing  the  parts, 
it  will  be  astonishing  to  see  how  many 
things  can  be  done  without  under  stress 
of  necessity.  Thus  a  few  balls  can  be 
spared  from  a  bearing  without  much  loss 
of  safety  to  the  machine,  the  axle  nuts  can 
be  replaced  with  twine  tightly  wound 
around  the  threaded  ends,  and  firmly  tied, 
and,  of  course,  under  such  circumstances, 
such  accessories  as  a  cyclometer,  front  brake 
and  lamp  bracket  may  be  done  without  for 
the  sake  of  the  emergency. 

In  other  words,  "where  there's  a  will, 
there's  a  way,"  and  it  seldom  happens  that 
so  long  as  there  is  left  enough  rider  to 
mount  and  ride,  there  is  not  left  enough 
machine  for  his  immediate  purpose.  Of 
course,  he  must  exercise'  a  deal  of  good 
judgment  in  making  repairs  of  this  sort,  and 
not  put  too  much  trust  in  the  machine  after- 
ward. The  frame  cannot  be  straightened 
out  perfectly,  and  that  fact  makes  it  retain 
a  certain  weakness  to  strains  similar  to 
that  which  caused  the  original  trouble.  This, 
of  course,  must  be  borne  in  mind,  as  well 
as  the  fact  that  other  weakness,  for  the  time 
being  hidden  under  enamel  or  concealed  by 
sound  parts,  may  exist  as  a  menace.  But 
with  plenty  of  the  salt  of  caution,  many 
miles  of  road  may  be  covered,  even  under 
the  most  adverse  circumstances. 


German  Formula  for  Horsepower. 

According  to  the  formula  which  has  been 
adopted  by  the  German  government  as  a 
basis  for  assessment  of  the  new  tax  upon 
domestic  motor  vehicles,  the  horsepower  of 
a  motor  is: 

N:=0.3xixdxdxs 
where  N,  is  the  horsepower,  i,  the  number 
of  cylinders,  d,  the  diameter  of  the  cylin- 
ders in  centimeters,  and  s,  the  stroke  in 
metres.  As  this  takes  no  account  of  the 
speed,  it  is  likely  that  in  the  near  future  the 
German  market  will  witness  a  sudden  rise 
in  the  popularity  of  high-speed,  short-stroke 
motors,  as  the  formula  permits  the  taxing 
of  such  machines  at  rates  far  below  their 
real  power.  The  rating  thus  obtained,  is 
nearly  correct  only  for  motors  having  a 
stroke  of  15  cm.,  and  running  at  a  normal 
piston  speed  of  800  to  900  feet  per  minute. 


Just  because  you  can  not  notice  it  with 
the  unaided  eye  when  pouring  gasolene  into 
the  tank,  do  not  tell  your  fellow  motor- 
cyclist that  you  are  certain  there  is  no 
water  in  the  gasolene.  Nothing  but  the  use 
of  a  chamois  strainer  will  separate  gasolene 
and  water  unless  this  has  been  religiously 
resorted  to,  the  motorcyclist  who  says  he  is 
sure  that  the  gasolene  is  pure  is  only  voic- 
ing an  opinion  and  not  stating  a  fact. 


690 


THE  BICYCLING  WORLD 


FORSYTH    SPECIALTIES. 


Full  Chain  Guard  with  All  Connections. 

Made  in  sections  and  riveted  togetlier,  giving  enough  elasticity 
to  avoid  tlie  "twang"  of  a  one-piece  guard.  Adjustable  to  stretch 
of  chain  and  to  differences  of  length  between  centers  of  axles. 

FORSYTH  MANUFACTURING  CO., 


"  Handy  things 
to  have  about 
the  house." 


We  also  make 

Mud  Guard  Fittings, 
Sprocltet  Guards, 
Metal  Hand  Bral(es 

and  other  Specialties. 

Buffalo,  N.  Y. 


WoM^  oaj^jg  p-g^gR»  o^-g^ 


Half  Guard  with  All  Connections. 

Notice  the  method  of  attaching  front  con 
nection.  Enough  adjustment  to  meet  the  angle  of 
any  frame ;  a  little  feature  all  our  own.  It  counts. 
These  guards  are  just  a  little  better  than  any 
others.  That's  why  we  are  still  making  and  sell- 
ing lots  of  them. 


Veeders  for  Motorcycles. 


Veeder  Trip  Cyclometer  for 
Motorcycles. 

Price  complete  with  Motorcycle 
Striker,  $2.50. 


Veeder  Trip  Cyclometers  are  now  made 
with  a  strengthened  case,  making  them  suitable 
for  the  more  severe  service  of  motorcycle  use- 
A  new  motorcycle  striker  is  also  provided, 
which  clamps  securely  to  the  spoke  of  a  motor- 
cycle wheel. 

Motorcycles  need  regular  lubricating  periods 
— not  based  on  time,  but  on  mileage.  In 
addition  to  the  practical,  mechanical  reasons 
for  having  a  Veeder  on  your  motorcycle,  there 
is  the  further  reason  that — 

"  It's  Nice  to  Know 
How  Far  You  Go." 

FREE  BOOKLET  ON  REQUEST. 


The  New  Veeder  Molorcycle 
Striker. 


THE  VEEDER  MFG.  CO.,  36  Sargeant  St.,  Hartford,  Conn. 

Makers  of  Cyclometers.  Odometers,  Tachometers,  Tachodometers,  Counters  and  Fine  Castings. 


Schrader  Universal  Valve. 


NOTICE. 


Manufacturers  of  Bicycles,  Jobbers  and 
Dealers : 

In  order  to  facilitate  the 
obtainiDg  of 

PARTS  of  the 
Schrader  Universal  Valve, 

We  have  concluded  to  sell 
parts  only  to  the  general 
trade. 

Parts  99-1)  g9-3|  99-3>  99-4  may  be  had  from  all  makers,  or 
from  A.  Schradbr's  Son  Inc.  Price  List  tent  on  appli- 
cation 


(Trade  Mark,  registered  April  jo,  1895,) 

SIMPLE  AND  I, 

ABSOLUTELY   AIR-TIGHT 


Manufactured  by 


A.  SCHRADER'S  SON,  Inc. 


9»-l 


Established  1844. 


^     28-32  Rose  St., 

**  New  York,  U.  S.  A. 


THE  BICYCLING  WORLD 


69  J 


GOOD  ROADS  FOR  NEW  YORK 


Four  Millions  to  be  Spent  in  25  Counties — 
Where  Improvements  will  be  Made. 


Within  tfie*past  few  weeks  the  machinery 
of  the  New  York  State  highway  department 
has  been  put  into  motion  and  contracts  for 
road  improvement  let  out,  in  accordance 
with  the  provisions  of  the  $50,000,000 
amendment  passed  last  fall.  Over  twenty- 
five  counties  will  be  benefitted,  and  the 
total  expenditure  called  for  aggregates  over 
$4,000,000. 

One  of  the  largest  improvements  and 
which  will  appeal  particularly  to  cyclists 
is  the  22-mile  stretch  from  Utica  to  Oneida 
Castle,  in  the  heart  of  the  .Mohawk  Valley. 
This,  the  largest  single  contract  of  all,  calls 
for  an  e.xpenditure  of  $133,000  for  a  fine 
State  highway,  which  will  take  the  place  of 
the  present  Seneca  turnpike.  It  will  pro- 
vide a  splendid  'road  nearly  half  the  way 
between  Utica  and  Syracuse.  Another  sec- 
tion that  has  been  the  source  of  much 
anguish  to  tourists  is,  the  miserable  road 
leading  out  of  Utica  over  the  so-called 
Mohawk  flats.  From  Utica  to  Deerfield 
about  two  miles,  travel  by  bicycle  is 
sometimes  almost  impossible.  An  appro- 
priation of  $31,000  has  been  made  for  ex- 
tensive improvements  here. 

The  Geneva-Canadaigua  road,  a  seven- 
teen-mile stretch,  is  to  be  improved,  and 
also  another  popular  touring  road  from 
Geneva,  leading  to  Lyons,  twelve  miles. 
Over  a  quarter  of  a  million  dollars  will  be 
spent  in  Oneida  County.  Over  $200,00 
has  been  alloted  to  Ulster  County,  while 
Saratoga  County  will  be  improved  to  the 
extent  of  $178,000.  One  entire  section  of 
twenty-six  and  a  half  miles,  leading  from 
Balliston  to  Saratoga  and  then  from  Sara- 
toga to  Glen's  Falls,  is  to  be  made  a  first- 
class  State  highway.  The  system  of  im- 
provements devised  for  Saratoga  will  give 
excellent  comtmication  to  the  Hudson  at 
Schuylerville  ■  and  Stillwater,  with  the 
eastern  x^dirondacks,  by  Glen's  Falls,  Cald- 
well, and  Corinth,  and  with  Troy,  Albany, 
and  Schenectady. 

Some  necessary  changes  are  to  be  made 
in  the  main  route  between  New  York  and 
.\lbany,  particularly  in  the  section  between 
Hudson  and  Stockport,  and  the  old  Peeks- 
kill-Salem  turnpike  will  practically  be  re- 
constructed at  a  cost  of  $77,000.  Within 
two  or  thre  years,  when  all  these  improve- 
ments are  completed,  the  historic  run  from 
New  York  to  Buffalo  may  be  made  several 
h'ours  faster  than  is  now  possible,  but  this 
saving  in  time  will  not  be  appreciated  half 
as  much  as  will  be  the  added  comfort  in 
travel  and  the  opportunity  of  enjoying  the 
beauties   of  the   country. 


This   Bride   Loves   Her   Bicycle. 

Aitei-  the  bride  lias  been  "given  away"  at 
the  altar,  it  is  customary  for  her  to  accom- 
pany her  lord  and-  master  to  the  ancestral 


towers  in  some  sort  of  conveyance,  says  the 
Scottish  Cyclist.  But  a  giddy  young  bene- 
dict of  eighty-four  years,  who  has  just 
been  wedded  to  a  girl  of  thirty,  at  St. 
Peter's  Church,  Old  .Windsor,  Berkshire, 
discovered  last  week  that  there  are  women 
in  this  world  who  are  not  to  be  trammeled, 
by  custom  not  yet  constrained  by  the  "love, 
honor,  and  obey"  of  the  marriage  cere- 
mony. The  bride-elect  had  cycled  to 
church,  and  the  bridegroom  had  provided 
a  donkey  chaise  in  which  to  drive  her  home; 
but  the  lady  refused  to  accompany  him, 
and  rode  home  on  her  bicycle. 


American  Motorcyclists 

are  already  well  aware  of  the  unrivalled 
comfort    and    quality    of    the    world-famed 

Imported 
Brooks 
Saddles 

American  Cyclists 

now  will  have  the  opportunity  to  become 
acquainted.  We  have  obtained  control  of 
the  American  sale  of  the  full  line  of  the 
Brooks  saddles  and  to  all  riders  able  to 
appreciate  the  combination  of 

QUALITY,  COMFORT 
STYLE    AND    DURABILITY 

we  recommend  the 


Brooks  B17 

There  is   no   other   saddle  just  like   it   or 
half  so  good. 


Inquiries  Invited. 


JOBBER'S  SUPPLIED 

Hendee  Mfg.  Co.,   Spiingtield,  Mass. 


THE 

"Good  Old  Standbys" 

BEVIN 
Bells 


BEVIN 
Toe  Clips 


BEVIN 
Trouser  Guards 


Prices  as  interesting  as  ever. 


Bevin  Bros.  Mfg.  Co 

EASrHAMPTON,  CONN. 


692  THE  BICYCLING  WORLD 


Continental  Rubber  Worics  Suit. 

We  desire  to  notify  the  trade  that  our  suit 
against  the  Continental  Rubber  Works  of  Erie,  Pa., 
under  the  Tillinghast  Patents  is  still  pending,  and 
that  purchasers  and  users  are  equally  liable  for  in- 
fringement. 

The  following  manufacturers  are  licensed  to 
make  and  sell  single  tube  tires  under  the  Tilling- 
hast Patents: 

Harlford  Rubber  Works  Co.  B.  F.  Goodrich  Co. 

Diamond  Rubber  Co.  Goodyear  Tire  &  Rubber  Co. 

Fisk  Rubber  Co.  Kokomo  Rubber  Co. 

Pennsylvania  Rubber  Co.  International  Automobile    & 
Indiana  Rubber  S;  Vehicle  Tire  Co. 

Insulated  Wire  Co.  M^^gan  S^  Wright. 

Goshen  Rubber  Works  ^^^^^^  ^^^^^  ^^^^ 
Lake  Shore  Rubber  Co.  ^  Rubber  Co. 


SINGLE  TUBE  AUTOMOBILE  &  BICYCLE  TIRE  CO. 


I  THE  BICYCLING  WORLD 


693 


Fall  Riding 

^T  The  best  time  of  the  year  for  bicycle 
^[riding  is  the  fall.  The  sale  of  bicycles 
should  be  good  this  month  and  will  be 
if  you  push — Make  the  effort,  don't  waste 
your  lime  trying  to  sell  bicycles  that  are  not 
popular  but  handle  the  following  which  are 
always  recognized  as  the 

Standard  of  the  World 

Columbia  and  Hartford,  $25  to  $100 


Cleveland  and  Westf  ield 

,25  " 

75 

Tribune  and  Stormer, 

25  " 

100 

Rambler  and  Ideal,     - 

25  " 

60 

Monarch,      -    -    -     - 

25  « 

50 

Imperial,       -    -    -    - 

25  " 

50 

Crescent,      -    -    -     . 

25  " 

50 

Motor  Bicycles 

Cleveland, $210 

Columbia,      ------      210 

Tribune,         ------      210 

Catalogue  will  be  sent  on  request 


Pope  Manufacturins  Go. 

HARTfORD,  CONN. 


REGULATOR  CLOCK 

PREE  WITH  NEVERLEAK 


We  will  make  you  a  present 
f  of  one  of  these  splendid  Reg- 
ulator Clocks,  over  3  ft.  high 
and  nearly  1  ]4  ft.  wide,  case 
solid  oak,  8  day  movement, 
constructed  of  brass  and 
steel  and  fully  guaranteed, 
if  you  will  send  us  24 
Neverleak  certificates.  Any 
"  Brass  Sign "  certificates 
that  you  have  on  hand 
or  hereafter  obtain  through 
purchases  of  Neverleak,  will 
be  allowed  to  apply  on 
the  clock.  One  of  these 
clocks  will  be  an  ornament 
to  any  office,  shop  or  store. 
One  certificate  is  enclosed 
with  each  dozen  4-ounce 
tubes  of  Neverleak.  Twelve 
certificates  will  entitle  you 
to  a  Brass  Sign  as  hereto- 
fore. 

BUFFALO 
SPECIALTY  COMPANY, 

BUFFALO,   N.  Y. 


Brilliantly 
Liglited 


Send  for  our  complete  catalogue  which  tells  all  about  the 
different  patterns  and  prices. 

BADGER  BRASS  MFC.  CO. 


KENOSHA, 
WISCONSIN. 


nth  Ave.,  36th  &  37th  Sts. 
NEW  YORK  CITY. 


694 

WANTS  AND  FOR  SALE. 

10  cents  per  line ;  cash  with  order. 

A  DOUBLE  home  trainer  for  sale  cheap. 
^^  F.  R.  BOYCE  &  CO.,  Atlantic  City, 
New  Jersey. 

OR    SALE— R-S    Thoroughbred    motor- 
cycle;   used   two   months;    1906   model; 
$150.00.     R.   C,  KIRK,   Muncie,   Ind. 

"tTOR  SALE— New  Thomas  motorcycle, 
^  will  sell  cheap.  JOHN  H,  HULL, 
Mt.  Hope,  Pa. ^ 

"pOR  SALE— Second-hand  1904  Monarch 

motorcycle,     in     good     running     shape, 

$75.00.      H."A.    GASKINS,    Durham,    N.    C. 

A  BARGAIN  in  a  "Thor"  side  carriage 
■^  can  be  had  by  inquiring  of  the  Tiger 
Cycle  Works  Co.,  selling  agents  for  the 
R-S  motorcycle  and  Reading  Standard 
bicycles,  for  New  York.    782  Eighth  avenue. 

Th  OR  SALE— Marsh  motorcycle  1905,  al- 
■*  most  new,  $110.00.  Indian  190S,  $125.00. 
Rambler  1904,  new,  $150.00.  Rambler  1904, 
$125.00.  Complete  stock  of  Indian  and  Ramb- 
ler parts  in  stock.  TIGER  CYCLE  WORKS 
CO.,  782  Eighth  Avenue,  New  York. 

■p  OR  SALE— Indian  motorcycle,  1905 
^  model,  fine  order,  $125.00.  Full  line 
parts  for  Indians  and  Thor  type  machines; 
expert  repairing,  power  equipped  shop.  Sup- 
plies of  all  kinds  for  motorcyclists.  F.  B. 
WIDMAYER  MOTORCYCLISTS'  SUP- 
PLY HOUSE,  2312  Broadway,  New  York. 

Prompt  deliveries  on  1906  Indian  motor- 
cycles. Second-hand  Indians,  $115,  $125 
and  $150.  All  parts  for  Thor  motors  carried 
in  stock.  Send  for  our  catalogue  of  motor- 
cycle supplies.  F.  A.  BAKER  &  CO.,  1080- 
1082  Bedford  ave.,  Brooklyn;  37  Warren  st.. 
New  York. 

(^NE  new  Thor  motor,  1^  H.  P.,  com- 
plete  with  carburetor,  $90;  1905  Indian 
motorcycle,  been  overhauled  and  re-enam- 
eled, extra  heavy  spokes,  2%  G  &  J  tires; 
good  as  new,  $160.  Expert  repairing.  PIE- 
PER  &  CONNOR,  1201-1203  Bedford  ave., 
Brooklyn,  N.  Y. 


r 


BICYCLESj^n  50 

for  you  to  retail  at)  Wl  ff  ■%!(# 

20,  22  and  24  inch  frames.  Fauber  hanger. 
good  equipment  and  tires.  Quantity 
limited.    Write  for  bargain  book  No.  5. 

NEW  YORK  SPORTING  GOOOS  CO. 

17  Warren  St.,  N.  Y.,  U.  S.  A. 


THE  WILSON  TRADING  CO. 

TIRES 

121  Ghambiirs  Stmt,        NEW  YORK 


(■T'lRlES 


^^"(Ymw 


H.T.  Kearsey 
Vehicle  Go. 

INDIANAPOLIS, 
ind. 

SEND  FOR  CATALOG. 


THE  BICYCLING  WORLD 

HIGH  GHHDE 

wheels  must  have  the 
best  equipments. 

There  is  nothing  that  gives  more  value  -for 
the  money  than  the  use  of  the 

MORSE  rJS!^r  CHAIN 


NOISELESS  IN  MUD,  WATER  OR 
DUST   AND    ALWAYS    EASY    RUNNING 

The  only  chain  having  Frictionless 
Rocker  Joints.  Insist  on  having  the 
Morse      Twin       Roller  Fits      regular 

sprockets. 

Send  for  Catalogue  and 
Trade  Price  to 


Morse  Chain  Co., 


Ithaca,  N.  Y. 


AUTOMOBILE 

AND 

BICYCLE  SUPPLIES 

Send  for  J906  Catalogue. 

THE  KELSEY  CO.,      Buffalo,  N.  Y. 


For  testing  dry  cells,  use  the 

Eldredge  Battery  Ammeter 

o  to  30  Amperes 
Indicates  in  either  direction  of  current. 
Price  ^3.50,  delivered. 

Eldredse  Electric  Mfa.Co. 

3  Post  Office  Square. 
Dept.  M.  Springfield.  Hass 


o 
o 
k: 

o 
o 


BICYCLES 

AND 

SUNDRIES 

Prices  Right. 

146  North  4th  Street,  Philadelphia,  Pa. 


Special  Stampinss 


F-ROIS/I 


SHEET  METAL 

THE  CROSBY  CO.,     -     Buffalo,  N.  Y. 


Troxel  Saddles 

AND 

Troxel  Universal  Saddle  Spring 

Adjustable  to  Any  Saddle 

GET  .CATALOG 

TROXEL  MFG.  CO.,  Elyria,  Ohio 


The  Week's  Patents. 

826,213.  Apparatus  for  Vulcanizing  Rub- 
ber Tires.  Nels  Ahrbin,  New  York,  N.  Y 
Filed  Sept.  6,  190S.     Serial  No.  277,193. 

Claim. — 1.  An  apparatus  of  the  class  de 
scribed  provided  with  a  stationary  and  mov- 
able jaw  member,  and  means  for  locking 
.said  jaw  members  together,  said  jaw  mem- 
bers being  also  provided  in  their  adjacent 
faces  with  segmental  grooves  and  means  for 
varying  the  dimensions  of  said  grooves, 
comprising  separate  sets  of  auxiliary  jaws 
hinged  to  the  opposite  ends  of  the  first- 
named  jaw  members  and  adapted  to  swing 
into  position  between  the  first-named  jaw 
members  and  to  occupy  the  grooves  there- 
in, substantially  as  shown  and  described. 

826,490.  Tire.  James  H.  Swain,  Pitts- 
burg, Pa.,  assignor  by  mesne  assignments, 
to  H.  M.  &  S.  Armored  Tire  Company,  In- 
corporated, Pittsburg,  Pa.,  a  corporation  of 
Pennsylvania.  Filed  July  25,  190S.  Serial 
No.  271,184. 

Claim. — 1.  A  tire  consisting  of  a  tube,  can- 
vas surrounding  said  tube,  vulcanized  fiber 
spirally  wound  around  said  canvas,  a  wrap- 
ping of  thin  steel  spirally  wound  around 
said  vulcanized  fiber,  in  an  opposite  direc- 
tion thereto,  vulcanized  fiber  spirally  wound 
around  said  steel  in  an  opposite  direction 
to  said  steel,  canvas  surrounding  said  vul- 
canized fiber,  a  tube  surrounding  the  last- 
named  canvas,  said  tube  having  an  enlarged 
tread,  and  a  rim-seat  carried  by  said  tube, 
substantially   as   described. 

826,623.  Pneumatic  Tire.  James  A.  Swine- 
hart,  Akron,  Ohio.  Filed  Oct.  25,  1905. 
Serial  No.  284,272. 

Claim. — 1.  A  pneumatic  tire  having  a 
solid  base,  in  combination  with  a  clencher- 
rim  in  which  said  base  is  engaged  at  its 
edges,  the  said  base  having  a  solid  depth 
greater  than  the  depth  of  said  rim  and  fill- 
ing the  space  between  and  above  the  edges 
of  the  rim,  the  edges  of  the  fabric  lining  the 
inside  of  the  tube  extending  through  said 
base,  metallic  pieces  transversely  of  said 
base  through  said  fabric  engaging  beneath 
the  edges  of  the  rim,  and  a  tie  centrally  of 
said  base  with  which  said  transverse  pieces 
engage. 

826,757.  Sprocket-wheel.  Welby  C. 
Waterfield,  Sandusky,  Ohio.  Filed  Oct.  16, 
1905.     Serial  No.  283,050. 

Claim. — 1.  A  sectional  sprocket-wheel 
comprising  a  split  hub  and  rim,  the  hub- 
sections  having  semi-circular  flanges  which 
when  together  form  a  complete,  continuous 
circular  flange,  the  spokes  of  the  rim-sec- 
tions connected  together  and  these  con- 
nected portions  removably  secured  to  the 
flange  of  the  hub-sections. 


CATALOGUE. 

Th6r  Motor  and  Parts  for  Motorcycle  and 
Hubs  and  Parts  for   Bicycle  on  application. 

AURORA  AUTOIVIATIG  IVIAGHINERY  CO., 

AURORA,  ILL. 

BLGYCLES  >''  MOTORCYCLES 

HIGH-GRADE  LEADERS. 

Fowier-Manson-Slierman  Cycle  Mfg.  Co. 

«5-47  Fulton  Street,  Chlcaeo. 

Wnte  Jor  terms. 


THE  BICYCLING  WORLD 


695 


Goodyear  Cushion  Pneumatic 


The  most  durable  bicycle  tire  made.  There  is  a  steadily  increas- 
ing demand  for  this  tire  and  every  dealer  should  carry  them  in  stock; 
merely  showing  a  section  will  often  make  a  sale  and  a  satisfied  customer. 

Send  us  your  name  and  address  so  we  can  forward  sections. 


GOODYEAR  TIRE  &  RUBBER  CO.,  Akron,  O. 


WHEN   YOU   SAY 

SPLITDORF  COIL 

TO   A    MOTORCYCLIST 

his  face  lights  up.       He  knows  it  has  been  prove'' 
the  best  that  money  can  purchase. 

C.   F".   SRLITDORR. 

7-27   Vanderwater  Street,    New  York. 


ALL     ROADS    ARE    EASY     WHEN     THE 

STAR 

BALL 
RETAINER 

IS     USED. 

With  mlliloni  In  dally  um,  it  has  stood  th*  test  for 
more  than  live  yean  and  ii  adaptable  to  ball  bearings  of 
any  kind. 

If  TOO  are  users  of  ball  bearings  we  wonld  be  pleased  to  brar 
from  70U  and  mail  70a  onr  catalog  with  the  latest  information 
wliich  we  know  would  be  profitable  and  interesting  to  yon. 


Ipvesseb  Steel  Bicycle  jfittino^. 

Lugs,  Clusters,  Tees,  Heads,  Head  Sets,  Hubs,  Fork  Ends,  Chain 
Adjusters,  Crowns,  Head  Shells,  Cones,  Ball  Cups  and  Retainers. 

Light  ana  Heavy  Metal  .Starrping  and  Cold  Forpirg,  Pall  Eearngs.  ?tove  Trimmings  and  Slieei 
Metal  Specialties,  Automobile  and  Electrical  Fittings. 

Worcester  Pressed  Steel  Company,  "*',I,;;«;ten  masr"' 

Successors  to  Worcester  Ferrule  &  ^'fg.  Co.  Chicago  Office,  1064  Monadnock  Block 


THE  US's  «LLRET4lME'<  00.,  Lainajter,  Pt..  U.S.A. 


Liberty  Bells 

HAVE    BEEN    RINCINC   SINCE     1776. 

We  Make  Them. 

LIBERTY  BELL  CO.,  Bristol,  Conn. 


IVIODEL   97, 

The  Standard 
Wrench    for    Bicycles 

for  sale  by  leading  ana  MotOrCycleS. 

obbers  everywhere.    THE  BILUCAS  &  SPENCER  CO..  Harllord,  Cons 


696  THE  BICYCLING  WORLD 

If    You    ar©    Interested     In    Autonnobiles, 

THE    MOTOR    WORLD 

WIN     Interest    You. 

Rublishod     Every    Thursday    at    154     Nassau    Street,    New   York. 

$2.00     por    Year  Speclnnen     Copies    Gratis. 


Two  Books  for  Motorcyclists 


An  elementary  knowledge  of 
electricity  will  go  far  towards 
making  for  the  fullest  measure 
of  motorcycle  satisfaction. 

-The  ABC 

of  Electricity' 

will  impart  this  very  knowledge. 

The  book  is  entirely  non-technical  and 
can  be  understood  by  the  man  who 
does  not  know  "  the  first  thing  "  about 
electricity. 


Price,  50  Cents. 


If  you  ride  or  sell, 

or  intend  to  ride  or  sell 

motor  bicycles, 

<*  Motorcycles 

and 

How  to  Manage  Them" 

is  the  very  book  you  need. 

Every  page  teaches  a  lesson.    Everv  illustration 
"speaks  a  piece." 


Price,  50  Cents 


THE  BICYCLING  WORLD  CO.,  154  Nassau  St.,  New  York. 


TO  THE  live:  man 

interested  in  cycling  who  realizes  the  value  of  l(eeping  informed 
about  all  that  concerns  it  this  blank  will  be  hint  enough: 


BOSTON  &  MAINE  R.R. 

LOWEST  RATES 
FAST  TRAIN  SERVICE 

BMTWISN 

Boston  and  Chicago, 

St.  Louis,  St.  Paul 
Minneapolis 

and   points  West,  Northwest,    Southwest. 

Pullman  Parlor  or  Sleeping  Cars  on  all 
Through  trains. 

For  tickets  and  information  apply  at  any 
principal  ticket  oflSce  of  the  company. 


D.  J.  FUNDERS,  Gen'l  Pass.  &  Ticket  Agt. 


THE  BICYCLING  WORLD  COMPANY, 
154  Nassau  Street,  New  York. 


♦ 
♦ 

t 

I  Enclosed  find   $2.00  for  which   enter  my  subscription  to 

I     THE  BICYCLING  WORLD  for  one  year,  commencing  with 

I    the  issue  of 

I 


Name- 


Address - 


^■H"*  ♦  »  ♦  »  ♦  f  1  t-»»t»tt» 


*  »*  *-^"  *♦♦♦♦♦♦♦♦  ♦♦^ 


THE  CYCLIST 
TPADE  REVIEW 

FOUNDED  IJ570 

, 

THE    LEADIN(J    ORGAN 

OF   THE 

CYCLE  TRADE 

Read    by    the    whole    of    the 

BRITISH    TRADE. 

American    Subscription    Ra(e    ' 

9/4    per    uukUDw 

Speclmwi  copy  ot>  .ppticalioo  In 
ILIFFE    tf    SONS    Limited. 

COVENTRY.     Eoj. 

The  Best  Advertising  Medium 
for  the  Irish  Trade  is 

THE 
IRISH  CYCLIST 

Specimen  copy  and  advertistn)>  rates  on 
application  to 

MECREDY,  PERCY  &  CO.,  Ltd..  Props, 

34  Abbey  St.,  DUBLIN, 


FOUNDED 
•1877- 


MOTdRCTCLE  REVIEW 


Volume  LIII. 


New  York,  U.  S.  A.,  Saturday,  September  15,  1906. 


No.  25 


ANDERSON  SUCCEEDS  SMITH 


Hartford  Man  Becomes  President  of  G  &  J 
— Was  Once  Its  Sales  Manager. 


Because  interests  in  other  lines  prevented 
H.  O.  Smith  from  giving  to  the  G  &  J  Tire 
Co.  that  full  measure  of  attention  which  he 
believed  it  deserved,  he  has  resigned  the 
presidency  of  the  company  and  been  suc- 
ceeded by  J.  D.  Anderson.  The  latter  v^ras 
elected  to  the  office  at  a  meeting  of  the 
directors  held  last  week. 

For  several  years  Mr.  Smith  has  acted 
as  the  head  not  only  of  the  tire  companj', 
but  as  the  executive  of  an  Indianapolis 
automobile  manufacturing  concern  also  and 
the  greatly  increased  business  in  both 
directions  made  it  impossible  for  him  to 
longer  bear  the  double  burden  and  do  jus- 
tice to  both,  or,  indeed,  to  himself.  He  will 
remain  a  director  of  the  G  &  J  Co.,  but  as 
stated,  JNIr.  Anderson  has  become  its 
active  head. 

Anderson  is  no  stranger  to  the  G  &  J 
tire  or  the  G  &,  J  company.  During  recent 
years,  he  has  served  as  vice-president  of 
the  Hartford  Rubber  Works  Co.,  but  pre- 
vious thereto  he  was  sales  manager  of  the 
G  &  J  Tire  Co.,  so  that  his  return  to  Indian- 
apolis is  in  the  nature  of  a  return  to  his 
old  love.  Than- Anderson,  there  are  few,  if 
any,  better  posted'  tire  men;  he  originally 
started  with  the  Hartford  Rubber  Works 
Co.  and  practically  has  grown  up  with  the 
business,  the  details  of  which  he  has  at 
his  finger  tips.  The  A'acancy  in  the  Hart- 
ford institution  created  by  his  elevation  has 
been  filled  by  the  election  of  V.  B.  Lang, 
heretofore  identified  with  the  jNIorgan  & 
Wright  interests. 


Drawback  Allowed  on  Wood  Rims. 
The  Treasurer  Departn-\ent,.  has  made  a 
ruling  to  the  effect  that  oiiithe  exportation 
of  bicycle  rims  manufactured  b\'  the  Ameri- 
can Wood  Rim  Co.,  with  tli,e  use  in  part  of 
imported  aluminum  linings,  a  drawback  will 


be  allowed  equal  to  the  amount  of  duty 
paid  on  the  imported  aluminum  so  used, 
less  the  legal  deduction  of  one  per  centum. 

The  regulations  provide  that  the  prelim- 
inary entrj'  must  show  the  consecutive 
numbers  of  the  packages  shipped,  and  the 
number  of  bicycle  rims  of  each  size  con- 
tained in  each  package  and  in  the  entire 
shipment,  and  each  package  must  be  labeled 
with  the  number  and  sizes  of  the  rims  con- 
tained therein. 

The  drawback  entry  must  show  the  total 
number  of  bicycle  rims  of  each  size  ex- 
ported, the  total  quantity  in  pounds  of  im- 
ported aluminum  consumed  in  the  manufac- 
ture thereof,  and  in  addition  to  the  usual 
averments,  that  the  merchandise  was  manu- 
factured of  the  materials  and  in  the  manner 
set  forth  in  the  manufacturer's  sworn  state- 
ment, now  on  file  with  the  Collector  of  Cus- 
toms at  Detroit,  Mich. 

In  liquidation,  the  quantity  of  aluminum 
which  may  be  taken  as  the  basis  for  the 
allowance  of  drawback  may  equal  the. quan- 
tity declared  in  the  drawback  entry  after 
offijcial  verification. 


PIERCE   SEPARATES   INTERESTS 


Will  Meet  in  Detroit,  not   Toledo. 

The  meeting  of  the  Cycle  Manufacturers' 
Association,'  which  originally  was  to  occur 
in  Toledo  on  the  19th  inst.,  will  be  held, 
instead,  in  the  Cadillac  Hotel,  Detroit,  on 
the  same  date.  The  Cj'cle  Parts  and  Ac- 
cessories Association  has  also  called  a 
meeting  for  the  same  time  and  place. 


Hughes  Joins  National  Staff. 
Having  disposed  of  the  business  of 
Hughes,  Miller  &  Miller,  the  National 
agents  in  Terre  Haute,  Ind.,  to  J.  E.  Sayre 
&  Co.,  C.  L.  Hughes,  of  the  olu  firm,  has 
engaged  with  the  National  Cycle  Mfg.  Co. 
He  will  represent -Nationals  on  the  road. 


The   Retail   Record. 

Coshocton,  Ohio. — H.  O.  Nelson,  Main 
Street,  sold  out  to  W.  D.  Trac)'. 

Terre  Haute,  Ind.  — Hughes,  Miller  & 
Miller,  sold  out  to  J.  E.  Sayre  &  Co. 


New  $300,000  Company  Takes  Over  Bicycle 

Business — Percy  Pierce  at  the  Helm — 

Causes  That  Influenced  Change. 


What  has  been  brewing  for  several 
months  came  to  a  head  this  week — the  sep- 
aration of  the  George  N.  Pierce  Co.'s  cycle 
and  automobile  interests.  The  former  has 
been  incorporated  under  New  York  laws 
as  the  Pierce  Cycle  Co.,  with  $300,000  cap- 
ial  stock.  Its  officers  are:  Percy  Pierce, 
president  and  general  manager,  and  Wil- 
liam B.  Colburn,  secretary  and  treasurer, 
who,  with  George  N.  Pierce,  Charles  Clif- 
ton and  Moses  Shire  constitute  the  board 
of  directors.  Percy  Pierce  is  the  son  of 
George  N.,  Mr.  Colburn  is  a  relative  by 
marriage  and  Mr.  Shire  has  been  the  Pierce 
attorney  for  twenty-five  years. 

The  present  factory  of  the  George  N. 
Pierce  Co.  has  been  acquired  and  Pierce 
bicycles  will,  therefore,  continue  to  be  made 
in  their  old  home.  The  cycle  company 
will  come  into  complete  possession  of  the 
plant  about  November  1st,  when  the  auto- 
mobile business  will  be  removed  to  other 
premises.  Meanwhile  orders  for  material 
have  been  placed  and  the  Pierre  travellers 
will  be  on  the  road  in  good  season. 

In  explaining  the  causes  actuating  the 
formation  of  the  new  company,  George  N. 
Pierce  himself  said: 

"The  automobile  business  of  the  George 
N.  Pierce  Co.  had  grown  to  such  propor- 
tions that  it  was  absolutely  impossible 
longer  to  conduct  the  bicycle  business  in 
connection  with  it.  The  latter  was  being 
crowded  at  every  point.  Our  engines  had 
hardly  ceased  running  for  a  year,  during 
which  time  we  have  worked  a  full  force 
twenty-three  hours  a  day.  One  of  the  chief 
troubles,  too,  was  with  our  men.  The  man 
working  on  a  fifty  dollar  bicycle  beside  a 
man  working  on  a  five  thousand  dollar 
automobile  were  in  conflict  and  their  labors 
could  not  be  made  to  harmonize. 


702 


THE  BICYCLING  WORLD 


"It  was  manifestly  tinfair  to  Pierce  bi- 
cycle agents  who  had  remained  wonderful- 
ly loyal  as  to  the  company,  to  permit  such 
conditions  to  continue  one  moment  longer 
than  was  absolutely  necessary.  The  oppor- 
tunity for  relief  came  with  the  construction 
of  the  new  Pierce  automobile  plant,  which 
now  is  nearing  completion. 

"You  can  say  for  me,"  emphatically  de- 
clared Mr.  Pierce,  "that  the  policy  of  the 
George  N.  Pierce  Co.,  in  making  the  very 
best  bicycles  possible,  will  not  only  be  ad- 
hered to,  but  that  it  will  be  our  ambition 
to  make  Pierce  bicycles  better  than  ever, 
if  such  a  thing  is  possible.  Our  distribut- 
ing points,  as  in  the  past,  will  be  in  Cali- 
fornia; in  Denver  under  the  management 
of  Tom  Botterill;  in  New  York  under  F.  A. 
Baker  &  Co.,  who  have  been  with  us  for 
twenty  years,  and  in  the  south,  Alexander 
&  Elyea,  of  Atlanta,  Ga. 

"Motorcycles?  Too  early  to  say  any- 
thing about  them  yet.  We  have  made  mo- 
tors and  we  have  made  bicycles.  Whether 
or  no  we  combine  the  two  in  the  one  ma- 
chine will  be  determined  in  good  season. 
Wait  until  we  look  around  a  bit. 

"But  we  will  continue  to  make  Pierce 
cycles  and  lots  of  them,  and  I  will  proba- 
bly still  continue  to  ride  one,"  concluded  the 
sixty-odd  year  young  founder  of  the  great 
George  N.  Pierce  Co.,  who,  by  the  way, 
has  always  practiced  what  he  preached.  . 
He  still  rides  his  bicycle  and  is  a  living 
example  of  the  benefits  of  it. 

The  fact  that  Percy  Pierce,  the  head  of 
the  new  Pierce  Cycle  Co.,  has  earned  inter- 
national fame  as  a  successful  contender  in 
automobile  contests,  may  cause  it  to  appear 
that  he  is  lukewann  toward  the  bicycle. 
If  so,  he  has  taken  a  position  that  quickly 
will  put  the  idea  to  rout.  He,  himself,  told 
will  put  the  idea  to  rout.  He,  himself,  told  a 
Bicycling  World  man  that  he  has  absolutely 
intend  even  to  drive  one;  that  henceforth 
he  will  devote  himself  heart  and  soul  to 
bicycles,  and  will,  like  his  father,  ride  one. 


SPRING  FORKS  FOR  ALL  CYCLES 


Here's  One  that  Requires  no  Skill  to  Apply 
— It's  Remarkable  Flexibility. 


Wear  That  Reduces  Power. 

In  motors  which  have  been  run  for  a 
considerable  length  of  time,  the  wear  of 
the  cams,  lifters  and  ends  of  the  valve 
stems  may  have  been  sufficient  to  reduce 
the  effective  lift  of  the  valves  somewhat. 
The  result,  of  course,  will  be  a  loss 
in  power,  which,  coming  on  grad- 
ually, however,  is  likely  to  be  over- 
looked, or  to  be  attributed  to  other  causes. 
The  inlet  side  is  less  likely  to  be  affected 
in  this  way,  owing  to  the  fact  that  the 
valves  are  not  opened  under  pressure.  In 
any  event,  the  remedy  is  either  a  complete 
renewal  of  the  parts  which  are  found  to  be 
much  worn,  or  else  a  building  on  of  patches, 
which  besides  being  most  difficult  to  ac- 
complish, is  not  wholly  satisfactory.  A 
temporary  expedient  is  to  alter  the  setting 
to  give  an  earlier  opening,  the  greater  dura- 
tion of  lift  due  to  the  wear,  thus  securing 
an  approach  to  the  required  effect. 


Nowadays  there  is  very  little  in  the 
way  of  novelty  that  is  originated  for  the 
benefit  of  the  cyclist.  During  the  past 
week,  however,  J.  Harry  Sager,  of  Roches- 
ter, N.  Y.,  who  has  long  been  identified 
with  the  cycle  trade  through  the  Sager 
saddle  and  the  Sager  cushion  frame, 
brought  to  New  York  with  him  the  first 
model  of  an  invention  in  the  shape  of  a 
spring  fork  which  is  instantly  adaptable 
to  any  make  of  bicycle  or  motorcycle.  It 
is  in  reality  an  extension  of  the  idea  em- 
;  bodied    in    the    Sager    cushion    frame    to    a 


spring  fork  and  is  intended  to  be  fitted 
to  bicycles  or  motorcycles  not  already  pro- 
vided  in   this   manner. 

As  will  readily  be  apparent  from  a  glance 
at  the  accompanying  sketch  the  device  is 
absurdly  simple  and  instantly  applicable 
to  any  machine  with  the  aid  of  nothing 
more  complicated  than  an  ordinary  wrench. 
At  its  upper  end  a  Y-shaped  bracket  en- 
gages the  vertical  tube  of  the  handle  bar 
and  is  made  fast  with  a  single  bolt.  The 
stem  of  the  Y  is  curved -and  at  its  lower 
end  carries  a  transverse  tube  bearing  upon 
a  short  axle.  This  axle  is  shaped  like  a 
capital  I,  the  broadened  ends  of  which  are 
adapted  to  slide  up  and  down  in  the  two- 
side  tubes  constituting  the  main  part  of 
the  spring  fork.  Its  movement  is  controlled 
by  two  12-inch  helical  springs,  one  being 
placed  beneath  it  in  each  of  the  tubes. 

This  will  be  more  clear  upon  referring 
to  the  drawing,  the  vertical  slot  shown  on 
the  inside  of  the  left-hand  tube  indicating 
the    range    of    movement    of    the    axle    re- 


ferred to.  On  the  crown  of  each  of  these 
hollow  side  members  of  the  fork  is  an  ad- 
justing screw  by  which  the  tension  of  the 
springs  can  be  altered  to  suit  the  charac- 
ter of  the  road  over  which  it  is  desired  to 
travel,  so  that  where  the  way  is  smooth 
the  spring  fork  may  be  so  adjusted  as  to 
be  responsive  to  the  slightest  inequality 
of  the  road,  or  where  it  is  very  rough  to 
be  slower  in  its  action.  A  short  distance 
below  the  end  of  the  slots  in  question  a 
cross  brace  is  brazed  between  the  tubes 
to  strengthen  the  fork. 

It  is  equally  simple  at  its  lower  end,  con- 
sisting of  nothing  more  than  an  extension 
piece,  the  inner  ends  of  which  are  to  be 
fastened  to  the  forks  of  the  bicycle  itself 
by  a  single  bolt  and  nut,  while  at  the  outer 
extremity  it  is  drilled  to  receive  the  axle  of 
the  front  wheel  which  is  fastened  in  place 
in  the  usual  manner.  Just  behind  the  lat- 
ter the  fork  ends  of  the  device  are  attached 
to  the  extension  piece  thus  allowing  for 
movement  at  three  different  points. 

In  demonstrating  the  working  of  the  de- 
vice, Mr.  Sager  took  the  bicycle  to  which 
he  has  the  model  attached  and  ran  it  vio- 
lently against  a  wall  in  order  to  demon- 
strate its  flexibility.  The  whole  machine 
yielded  like  a  sword  blade,  and  while  it  is 
not  designed  for  such  a  purpose,  it  would 
seem  to  indicate  that  its  presence  on  a  ma- 
chine would  be  a  material  aid  in  lessening 
the  injury  resulting  from  a  collision.  While 
shown  attached  to  a  bicycle  it  is  as  read- 
ily fitted  to  a  motorcycle,  the  method  of 
putting  it  in  place  being  equally  simple 
and  easy  in  either  case. 


Noise   That   is   Deceptive. 

Motorcyclists  in  general  and  those  in  par- 
ticular who  have  not  yet  arrived  at  that 
stage  where  they  can  take  into  account 
other  parts  of  the  machine  than  the  engine, 
are  prone  to  regard  the  latter  as  responsible 
for   every   strange   noise   that   is   produced. 

That  this  is  a  delusion  under  which  many 
riders  labor,  goes  without  saying,  and  there 
seems  to  be  no  one  thing  about  the  run- 
ning of  the  machine  which  is  so  deceptive 
in  this  connection  as  a  loose  and  rattling 
chain.  Badly  worn  sprockets  are  the  in- 
evitable concomitants  of  the  latter  and  be- 
tween them  they  make  a  combination  that 
is  about  as  prolific  a  source  of  noise  at  high 
speed  as  could  be  wished  for.  The  effect 
is  heightened  by  the  fact  that  the  noise  is 
not  always  a  steady  monotone  such  as  is 
produced  by  a  dry  bearing  or  something 
similar;  it  will  run  the  whole  gamut  from 
grinding,  clanking  and  rattling  to  an  occas- 
ional heavy  pounding.  If  the  sprockets  are 
badly  worn  or  out  of  alignment  the  chain 
will  ride  them  at  part  of  the  revolution  and 
jump  off  violently  at  others  and  the  more 
or  less  inexperienced  rider  whose  ear  is 
not  sufficiently  trained  to  distinguish  this 
from  the  audible  evidence  of  internal  suf- 
fering on  the  part  of  the  motor,  is  excus- 
able, for  at  first  it  is  a  difficult  r-.ctter. 


THE  BICYCLING  WORLD 


703 


HERE'S  THE  CORBIN  TWO-SPEED 


Proves  to  be  Full  of  Fine  Features — Oper- 
ated Entirely  by  the  Pedals. 


While  two-speeds  hubs  have  been  built 
before,  it  is  certain  that  than  tlie  Corbin 
hub,  which  is  now  ready  for  the  marlcet, 
none  ever  were  assured  of  such  immediate 
attention  and  sale.  The  fact  that  it  is  the 
product  of  the  big  Corbin  Screw  Corpora- 
tion, of  New  Britain,  Conn,,  is  enough  to 
remove  all  question  as  to  the  practicability 
and  to  give  it  instant  standing.  It  is,  as  its 
name  implies,  a  combination  of  the  well 
known  Corbin  coaster  brake  with  a  double 
change  gear,  but  in  addition,  it  has  the  pe- 
culiar merit  of  being  semi-automatic,  that 
is  to  say,  it  is  operated  entirely  by  the 
pedals  and  what  is  even  more  an  advantage, 
it  is  little  if  any  more  cumbersome  than  the 
simple  coaster  brake  itself. 

To  summarize  the  good  points  of  the 
mechanism,  the  following  factors  must  be 
mentioned:  first,  on  the  high  gear,  the  drive 
is  direct,  the  hub  acting  as  one  solid  piece, 
and  none  of  the  internal  mechanism  is  in 
relative  motion,  while  upon  the  lower  gear, 
the  hub  turns  more  slowly  than  the  driving 
sprocket,  thus  securing  an  increase  in 
power  in  the  ratio  of  four  to  three;  second, 
the  changes  from  high  to  low  or  low  to 
high  speeds  are  made  instantaneously  and 
without  shock  to  the  parts,  and  also  with- 
out resorting  to  back-pedalling;  third,  the 
machine  can  be  run  either  forward  or  back- 
ward with  equal  freedom;  fourth,  there  are 
no  external  shifting  levers  or  other  parts 
to  get  out  of  order  or  need  adjustment; 
fifth,  the  device  is  applicable  to  chainless  as 
well  as  chain  driven  wheels;  and  sixth,  by 
removing  the  high  speed  clutch,  the'  hub 
may  be  used  as  a  simple  coaster  brake, 
without  the  two-speed  feature.  All  this  is 
accomplished  by  an  adaptation  of  a  plane- 
tary system  of  gearing  together  with  an  ad- 
ditional clutch  and  a  controlling  piece,  to 
the  regular  typf  of  hub,  which  has  been 
somewhat  modified  in  order  to  accommo- 
date the  additional  parts. 

Considering  the  action  of  the  mechanism 
when  in  use,  the  most  natural  starting  point 
is  the  high  speed  drive,  which  may  be  taken 
as  the  normal  state  of  the  gear.  For  this, 
the  sprocket  is  secured  to  the  hub  by  the 
high  speed  cone  clutch  which  locks  together 
the  hub  and  the  high  speed  driver,  which 
otherwise  would  be  free  to  turn  within  it. 
In  this  position,  the  friction  between  the 
cone  and  the  shell  of  the  hub,  simply  tends 
to  press  together  the  clutch  member  and 
the  driver,  thus  solidifying  the  union,  so 
that  no  amount  of  pressure  on  the  pedals 
can  in  any  way  serve  to  weaken  or  affect 
the  drive.  As  soon  as  the  pedals  are 
brought  to  rest,  the  continued  motion  of 
the  machine,  carries  the  hub  around,  thus 
freeing  the  clutch  through  the  action  of  a 
screw  thread  upon  the  driver,  which  carries 
the  cone   toward   the   left   end   of   the   hub 


and  at  the  end  of  its  travel,  locking  it  with 
the  teeth  of  the  brake  clutch. 

This  is  the  free-wheeling  position,  and 
so  long  as  the  pedals  are  held  stationary, 
the  hub  is  free  to  revolve  in  either  direc- 
tion without  appreciable  hindrance.  As 
soon  as  a  reverse  pressure  is  brought  to 
bear  on  the  pedals,  however,  the  brake 
clutch  is  turned  slightly  in  the  backward 
direction,  thus  swinging  a  pair  of  levers  in 


the  brake  cover  at  the  extreme  left  end  of 
the  device,  and  applying  the  two  brake 
shoes  to  the  drum  within  which  they  are  en- 
closed, checking  the  motion  of  the  wheel. 
This  action  is  dependent  wholly  on  the 
amount  of  pressure  applied  at  the  pedals, 
and  continues  only  so  long  as  they  are  held 
back,  the  effect  of  releasing  them  being  to 
permit  a  spring  to  withdraw  the  shoes  from 
contact,  and  giving  a  free  wheel  once  more. 


Propelling  the  pedals  forward  again 
causes  the  high  and  low  speed  clutch  mem- 
bers to  travel  toward  the  right  end  of  the 
hub  once  more,  but  owing  to  the  interfer- 
ence of  the  controller,  the  low  speed  clutch 
is  brought  into  contact  with  the  hub  casing 
first,  since  it  has  a  shorter  distance  to  travel 
from  its  point  of  rest,  and  hence  the  low,  or 
indirect  gear  is  brought  into  play.  The 
contact  with  the  hub  being  secured  in  the 


same  way  as  before,  the  certainty  of  the 
drive  is  just  as  great,  and  there  is  no  pos- 
sible way  in  which  it  can  fail  to  act  while 
the  pedals  are  being  used  in  the  forward 
direction. 

During  this  time,  the  high  speed  driver, 
being  free  of  the  hub,  is  turning  with  the 
sprocket.  Immediately  within  the  casing, 
at  the  extreme  right  end  of  the  hub,  how- 
ever, is  a  small  spider   enclosed  within  an 


annular  spacing  formed  by  the  driver,  and 
carrying  a  set  of  planet  pinions,  which  are 
in  mesh  at  once  with  the  interior  of  the 
driver  casing,  and  an  internal  pinion 
whicli  is  fixed  to  the  axle.  This  latter 
being  solid,  the  planetary  gears  are  forced 
to  turn  with  the  high-speed  driver,  thereby 
driving  at  a  lower  rate  of  speed  the  spider, 
which  is  kffixed  to  the  low  speed  driver. 
The  low  speed  clutch,  of  course,  is  com- 
pelled to  turn  with  this. 

As  soon  as  the  pedals  are  held  from  turn- 
ing momentarily,  the  threads  upon  the  high 
speed  driver  once  more  come  into  play  and 
the  low  speed  clutch  is  withdrawn  from 
contact  with  the  shell,  moving  the  parts  to- 
ward the  left  to  engage  the  brake  clutch 
as  before,  but  upon  the  instant  renewal  of 
the  forward  pressure  upon  the  pedals,  the 
controller  permits  the  high  speed  clutch  to 
pass  over  into  its  former  position  in  con- 
tact with  the  shell,  thus  once  more  securing 
the  high  speed  drive. 

Thus  the  operation  of  gear  shifting  is  ac- 
complished in  a  natural  and  simple  manner 
by  simply  ceasing  to  pedal  momentarily 
and  then  renewing  -the  effort,  while  it  any 
time,  the  free-wheel  may  be  secured  by 
ceasing  altogether,  and  the  braking  effect, 
by  pack-pedalling  in  proportion  to  the 
amount  of  retardation  desired.  The  mech- 
anism is  as  simple  as  could  be  desired,  while 
it  also  possesses  the  admirable  feature  of 
being  absolutely  interlocking.  Thus,  by 
simply  releasing  the  adjusting  cone  at  the 
right  end  of  the  hub,  all  the  parts  may  be 
withdrawn  from  the  shell,  the  high  speed 
driver  and  gears  coming  out  upon  the  right 
end,  and  the  clutches,  for  high  and  low 
speeds  as  well  as  the  brake,  being  removed 
from  the  left,  together  with  the  spindle. 
Thus  the  removal  of  the  parts  for  cleaning 
or  inspection  may  be  done  in  a  moment  of 
time,  while  after  re-assembling,  the  com- 
plete adjustment  of  all  the  parts  in  their 
mutual  relation,  as  well  as  the  regulation 
of  the  bearings,  is  done  by  the  simple 
movement  of  the  one  adjusting  cone. 


Small  Orders  vs.  Large  Ones. 

There  is  a  natural  attraction  in  the  big 
order  and  salesmen  are  too  frequently 
tempted  beyond  the  limits  of  good  business 
policy  to  obtain  it.  Sometimes  the  margin 
of  profit  is  cut  into;  or  extravagant  conces- 
sions made;  or  hopes  are  held  out  to  the 
purchaser  that  will  disappoint  him;  in  fact, 
it  sometimes  seems  as  though  any  method 
is  regarded  as  legitimate  to  obtain  a  nice 
fat  order. 

Don't  neglect  the  little  orders  for  the 
big  one,  urges  the  man  who  voices  these 
views.  Rather  depend  upon  the  little  ones 
for  the  profit  and  get  as  many  of  them  as 
you  can.  The  man  who  spends  25  cents  a 
day  with  you  at  a  good  rate  of  profit  will 
make  you  more  money  in  your  life-time 
than  the  one  who  once  or  twice  in  a  dozen 
years  gives  you  a  $100  order  after  first 
frying  every  drop  of  fat  out  of  it  by  th? 
extra  concessions  he  demands. 


704  THE  BICYCLING  WORLD 


NATIONAL  BICYCLES 

Worthy  of  the  Nation 
thev    Represent 

Are  you  weli  acquainted  with  them  ? 

NATIONAL  CYCLE  MFG.  CO.,   =    Bay  City,  Mich. 


Comfort 
Resiliency 


and  45  per  cent.  Saving  in  Tire  flaintenance  ir  ^^^  ^^^^""^'^ 


the  ever  reliable 


Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE    FfSK   RUBBER  CO.,  Chicopee    Falls,   Mass. 


imm 


»■■! 


-THE 

BICYCLING 

MOTORCYCLE  REVIEW 

PublisVied   Every   Saturday   by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


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THE  BICYCLING  WORLD  COMPANY. 


Ji3ntered  as  second-class  matter  at  the  New  York 
N.   T.,   Post  Offlce,   September,   1900. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and   its   branches. 

,t%-"Change  of  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding   the   date   of   publication. 

jf^^Members  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarter.s  while  in  New  York;  our  facilities  and 
information  will  be  at  their  command. 


To    Facilitate   Matters  Our   Patrons  Should 
Address  us  at  P.  O.  Box  649. 


New  York,  September  15,  1906. 


Geese  and  the  GoWen  Egg. 

It  is  a  peculiar  trait  of  many  men  that 
once  they  engage  in  competitive  spoi;t 
there  comes  to  the  surface  a  streak  or 
streaks  which  are  foreign  to  their  real  na- 
tures, or  at  any  rate  which  rarely,  if  ever, 
become  visible  outside  the  individual  hide. 
It  results  in  practices  that  would  put  the 
(.)ffenders  in  jail  or  outside  the  realm  of 
decent  society  if  committed  in  the  ordinary 
pursuits  of  life.  Thus,  not  a  few  racing  men 
have  no  compunction  about  falsifying  an 
entr5'  Ijlank  or  stealing  prizes  by  entering 
races  lu  which  they  know  they  are  ineli- 
gible, while  "elbowing"  or  "boring"  and 
other  such  foul  tactics  they  esteem  as 
proof  of  "cleverness."  Silly  protests  and 
unreasonable  demands  are  among  the  other 
traits  that  competition  develops.  Instead 
of  open  and  above  board  honesty  the  domi- 
nant idea  appears  to  "beat  the  game" — to 
win  no  matter  how. 

That  these  traits  frecjuently  disgust  and 
turn  awa}'  those  concerned  with  the  pro- 
motion or  regulation  of  sport  is  of  small 
moment  to  tUese  "speckled"  sportsmen. 
For  the  sake  of  a  brief  temporary  advant- 
age they  will  resort  to  antics  that  threaten 
the    very    life    of    the    "goose  ,tlKit    lays    the 


THE  BICYCLING  WORLD 

i;iildtii  cl;,!;.  '  There  v^.i^  iirvir  .'i  niciro 
notable  instance  of  the  sort  than  the  so- 
called  "strike"  at  Vailsburg  last  Sunday. 
Because  the  lessee  of  the  track  saw  fit  to 
substitute  a  motor  paced  race  at  consider- 
abljf  extra  expense  for  the  usually  short 
races  for  professionals,  the  entire  crew  of 
racing  men,  amateurs  as  well  as  cash- 
chasers,  "arose  in  arms"  and  refused  to 
ride  unless  the  professional  events  were  put 
on.  These  fine  "sportsmen"  cared  nothing 
for  the  large  crowd  that  had  been  attracted 
by  the  promise  of  the  paced  race.  Tlieir 
species  of  blackmail  was  successful  and  the 
victim  of  it  was  the  lawyer-sportsman  who 
but  a  few  weeks  since  when  the  Vailsburg 
track  had  been  abandoned  as  being  unprof- 
itable, threw  himself  and  his  money  into 
the  breach  and  actually  rescued  the  sport. 
The  "strike"  was  a  splendid  exhibition  of 
ingratitude  and  it  is  too  bad  that  condi- 
tions are  such  the  whole  striking  crew  can- 
not be  given  the  punishment  their  black- 
mailing methods  so  richly  merits.  If  the 
feelings  of  the  Vailsburg  promoter  are  not 
worthy  of  consideration,  the  "strikers"  might 
well  consider  the  effect  of  their  attitude  on 
the  public,  if  such  a  thing  is  within  their  ken. 
If  they  are  not  careful,  a  lot  of  men  who 
are  now.  accorded  an  opportunity  of  earn- 
ing $25  or  $35  per  week  at  Vailsburg  may 
lie  forced  to  drive  street  cars  or  pound 
pavements  for  half  those  sums. 


The  Two-Speed   Gear. 

Time  was  when  two-speed  gears  were 
looked  upon  with  all  the  disfavor  which 
greets  any  new  mechanism,  especially  when 
it  involves  a  greater  number  of  parts  than 
that  which  it  is  intended  to  replace;  an  atti- 
tude which  naturally  is  very  strong  in  all 
matters  where  the  virtues  of  lightness  and 
simplicity  so  well  guarded  in  bicycle  con- 
struction may  have  seemed  to  be  under  at- 
tack. The  coaster  brake  had  been  almost 
too  much  of  a  pill  for  the  conservative  ele- 
ment to  swallow,  and  so  the  two-speed 
gear,  adding  another  feature,  and  increas- 
ing the  number  of  working  parts  in  the 
machine  by  just  so  many,  naturally  was 
frowned  down.  And  besides,  it  was  argued, 
two  speeds  are  not  necessary.  "We  always 
have  got  on  with  one,  why  then,  should 
two  be  reciuired  by  the  ordinary  rider  pos- 
sessed of  stout  muscles  and  strong  limbs? 
The  idea  may  be  all  right,  and  the  device 
doubtless  is  a  great  boon  to  old  men  and 
invalids,  but  we  will  not  lumber  up  our 
mounts     with     contraptions     which     merely 


705 

pamper  our  Inborn  desire  for  ease,"  was 
about  the  argument  brought  to  bear  against 
the  device. 

But  despite  this  opposition  to  the  notion 
of  the  two-speed  gear,  it  was  always  ad- 
mitted that  were  it  thoroughly  practicable, 
both  in  the  sense  of  mechanical  perfection 
and  convenience  in  use,  without  the  draw- 
back of  a  considerable  addition  in  weight, 
the  two-speed  gear  would  be  a  good  thing. 
It  would  be  nice  to  be  able  to  climb  hills 
as  with  a  low  geared  mount  and  to  ride  on 
the  level  as  with  one  of  high  gear,  and 
though  the  admission  was  sheepishly  made 
at  times,  it  was  never  wanting  when  sought 
out. 

Now,  however,  the  experiences  of  several 
years  of  use  of  the  devices  already  on  the 
market  have  gone  to  prove  that  aside  from 
being  a  possibility,  mechanically  speaking, 
it  really  is  practicable  in  every  other  sense, 
and  all  that  remained  was  to  perfect  a  type 
in  which  the  acme  of  simplicity  and  the 
minimum  of  weight  should  be  combined 
with  absolute  certainty  of  action  under  all 
circumstances. 

And  it  would  seem  that  this  has  ^een 
achieved.  As  far  as  manipulation  of  the 
changes  is  concerned,  nothing  could  be 
simpler  than  to  cease  pedalling  for  an  in- 
stant, and  then  continue  at  a  higher  gear. 
The  process  in  itself  savors  of  legerdemain. 
Yet,  considered  in  the  concrete,  it  is  per- 
fectly intelligible,  even  simple,  when  studied 
for  a  few  moments. 

In  England,  two  and  even  three-speed 
gears  are  greatly  in  favor.  They  have  bred 
much  discussion  among  cyclists,  to  be  sure, 
arguments  pro  and  con  have  flown  back 
and  forth  with  extraordinary  rapidity,  re- 
calling the  heat  of  the  days  which  marked 
the  introduction  of  the  safety  type  of 
bicycle,  but  in  the  end,  the  two-speed  idea 
has  gained  great  strength  and  popularity. 
And  after  all,  it  frecpiently  appears  that  the 
intensity  of  an  Englishman's  favoritism  to- 
ward an  object  is  measured  by  the  per- 
sistency with  which  he  argues  against  it. 
Put  to  the  test  in  their  cumbersome  fashion, 
however,  and  proving  successful,  there 
should  be  no  valid  reason  why  the  two- 
speed  gear  should  not  be  as  successful  here 
as  it  is  abroad.  The  path  has  been  blazed 
away  during  these  past  few  years,  and  now, 
with  new  methods  at  hand,  and  new  devices 
stirring  the  pioneers  to  renewed  eiiforts  to 
best  their  entering  rivals,  there  is  no  man- 
ner of  doubt  that  1907  will  be  a  record  year 
ill   its    development   of  the  two-speed   idea. 


706 


THE  BICYCLING  WORLD 


LUBRICATING  THE   CHAIN 


There  is  More  Than  One  Way,  but  This  is 
About  the  Best  Method. 


There  are  so  many  various  methods  of 
cleaning  and  lubricating  chains  that  it  really 
is  perplexing  at  times  to  know  which  is 
the  best,  and  which  of  them  all  are  to  be 
avoided.  This  one,  however,  has  been  in 
use  for  so  long,  and  has,  moreover,  ceased 
to  be  discussed  for  so  long,  that  to  many 
of  the  younger  set  of  riders,  it  may  be  prac- 
tically new. 

As  in  all  other  methods  of  chain  treat- 
ment, the  first  step  in  the  process  is  to 
give  the  chain  a  thorough  cleaning.  It  mat- 
ters little  how  this  is  accomplished,  so  long 
as  it  is  done  well  enough  to  remove  all  dirt, 
and  particularly  all  grease  from  the  chain 
both  outwardly  and  between  the  joints.  To 
this  end,  however,  perhaps  as  good  a  way 
as  any  is  to  scrub  the  parts  thoroughly  with 
a  brush  dipped  in  gasolene  or  kerosene,  to 
remove  as  much  of  the  gritty  dirt  as  pos- 
sible, afterward  boiling  it  in  a  strong  lye 
solution  until  all  traces  of  the  oil  and  the 
original  grease  have  been  removed.  Then 
any  particles  of  lye  which  may  have  crys- 
tallized upon  the  metal  should  be  wiped  off, 
when  the  chain  will  be  ready  for  its  treat- 
ment. 

For  this,  a  mixture  of  tallow  and  graphite 
should  be  prepared,  by  melting  a.  quantity 
of  tallow  and  stirring  into  it  as  much  flake 
graphite  as  it  will  retain  after  cooling.  The 
precise  amount  should  be  determined  by 
experiment  and  care  taken  to  use  the  heav- 
iest mixture  possible.  In  order  to  lubri- 
cate the  chain,  it  should  be  laid  coiled  or 
flat  in  a  pan  of  the  melted  mixture,  and 
allowed  to  remain  there  for  some  time. 
By  this  means  the  tallow  is  permitted  to 
work  into  all  the  joints,  the  position  of  the 
chain,  flat,  and  without  tension  on  any  of 
the  links,  insuring  the  thorough  permeation 
of  the  lubricant  to  every  part  of  each  joint. 
After  it  has  been  allowed  to  soak  for  a 
time,  it  should  be  removed  by  lifting  one 
end  and  allowing  it  to  drain  perfectly  be- 
fore the  tallow  has  had  time  to  cool.  By 
this  means  all  superfluous  lubricant  is  re- 
moved, and  at  the  same  time  a  perfectly 
smooth  coating  is  left  which  covers  all 
parts  in  a  thin  unbroken  film.  After  it  has 
been  allowed  to  cool,  care  should  be  taken 
not  to  bend  the  chain  needlessly  in  fitting 
it  back  in  place  on  the  machine,  and  to 
handle  it  as  little  as  possible.  In  use,  of 
course,  the  links  have  to  bend  only  in  one 
direction,  so  that  but  for  a  very  small  por- 
tion of  the  sides  of  the  blocks,  the  film 
need  not  be  disturbed.  Thus,  besides  act- 
ing as  a  lubricant,  the  tallow  serves  as  a 
protection  from  rust  and  dirt,  and  mater- 
ially lengthens  the  duration  of  the  good 
working  of  the  links. 

A  chain  so  treated  need  not  be  disturbed 
for  several  weeks,  except  for  an  occasional 
application  of  grease  to  the  sprockets,  and 


will  be  found  to  retain  its  smooth  and  silent 
action  to  a  surprising  degree.  The  method 
is  more  troublesome  than  that  where  the 
links  are  simply  oiled  one  by  one,  yet  it 
has  been  found  to  effect  a  real  economy  in 
the  action  and  as  well  in  the  life  of  the 
chain,  and  so  is  worth  the  trouble  in  every 
sense  of  the  word. 


THE  CARE   OF  SPARE  TIRES 


Chalk  and  Darkness  are  Good  Preservatives 
— How  to  Stow  Them  Away. 


What  Made  the  Motorcycle  "Drag." 

That  precedent  is  far  from  being  a  cer- 
tain guide  to  trouble  or  rather  its  causes, 
was  seldom  better  illustrated  than  by  the 
experience  of  a  motorcyclist  who  was  on  a 
tour  and  suddenly  found  that  his  machine 
was  not  only  very  hard  to  start,  but  had 
lost  some  of  its  power,  the  "drag"  being 
so  great  as  to  require  a  considerable  amount 
of  energy  to  push  the  machine  along  the 
road  when  making  the  pedal  mount. 

At  first  sight  the  symptoms  would  seem 
to  indicate  one  of  two  things — either  the 
motor  had  run  hot  causing  the  piston  to 
seize,  or  the  trouble  lay  with  one  of  the 
bearings  of  either  the  engine  or  the  driving 
wheel,  as  a  glance  sufficed  to  show  that  the 
latter  had  not  worked  out  of  line.  Closer 
examination  showed  nothing  wrong  me- 
chanically, but  it  did  reveal  an  unusual  ac- 
cumulation of  mud  between  the  lower  rear 
.fork  stays  and  the  mudguard  which  was 
large  enough  to  surround  and  bear  against 
considerable  of  the  tire's  surface.  The  mass 
was  caked  hard  and  was  so  firmly  fixed  that 
it  acted  as  an  efficient  brake;  its  removal 
soon  demonstrated  that  nothing  else  was  to 
blame.  It  is  well  within  the  possibilities 
of  the  case  that  nine  repairmen  out  of  ten 
would  have  started  to  tinker  with  the  en- 
gine or  driving  wheel  before  discovering 
that  so  simple  a  cause  was  at  the  root  of 
the  trouble,  the  roads  having  been  dry  and 
dusty  and  mud  being  the  last  thing  one 
would  seek;  it  had  been  accumulated  by 
riding  over  the  sprinkled  streets  of  several 
towns  and  then  into  the  dust  of  the  country 
roads. 


Where  Tape  May  Cause  Trouble. 

Tape  is  invaluable  as  a  protection  for  the 
terminals  of  the  various  leads  in  the  igni- 
tion system,  but  there  are  times  when  its 
role  of  benefactor  is  reversed  and  it  be- 
comes a  source  of  unwitting  annoyance. 
The  copper  connections  universally  em- 
ployed to  finish  the  ends  of  the  cables  are 
quite  soft  and  flexible  when  new,  but  rap- 
idly crystallize  under  the  influence  of  vibra- 
tion and  the  break,  which  follows  sooner  or 
later,  is  just  as  apt  to  occur  in  the  part 
covered  by  the  insulating  tape  as  elsewhere. 
This  leaves  the  appearance  of  the  defective 
part  unchanged  so  that  its  soundness  goes 
tmchallenged.  The  only  way  to  solve  the 
puzzle  is  to  tug  at  the  cable  ends  and  un- 
wrap any  that  appear  to  be  loose. 


"Motorcycles  and  How  to  Manage  Them." 
Price,  SO  cents.  The  Bicycling  World  Co., 
154  Nassau  Street,  New  York  City.  *** 


It  is  of  well  recognized  importance  that 
the  reserve  stock  of  tires  should  be  kept 
in  such  a  way  that  they  will  not  deteriorate 
while  out  of  use,  as  they  are  certain  to  do 
in  a  comparatively  short  time,  unless  prop- 
erly cared  for.  Few  riders,  generally  speak- 
ing, are  sufficiently  wide-awake  to  the  im- 
portance of  taking  the  necessary  precau- 
tions, and  as  a  result,  the  number  of  tires 
which  have  to  be  discarded  annually  for 
no  other  reason  than  that  they  have  been 
neglected,  is  very  large. 

All  that  is  required  in  order  to  preserve 
the  good  condition  of  manufactured  rubber, 
is  to  keep  it  in  a  cool,  dry  place,  and  away 
from  the  sunlight.  If  possible,  in  addition 
to  this,  the  goods,  be  it  in  the  form  of  tubes 
or  shoes,  should  not  be  too  much  cramped, 
as  if  this  is  done,  they  are  apt  to  crease  and 
kink  in  the  course  of  time,  but  this  is  of 
less  importance  than  the  other  precau- 
tions. Where  a  comparatively  large  stock 
of  spares  is  kept  on  hand,  the  rider  is  per- 
haps more  apt  to  take  care  of  it  in  the 
proper  way,  than  if  he  has  but  one  or  two 
extra  tires,  but  obviously  the  need  is  just 
as  great  in  the  case  of  a  single  tire  as  where 
a  dozen  or  so  are  on  hand,  although  the 
financial  loss,  if  they  are  ruined,  may  be  far 
less. 

Perhaps  the  simplest  and  most  inexpen- 
sive way  of  taking  care  of  inner  tubes  when 
not  in  use,  is  to  keep  them  in  small  tin 
boxes  such  as  are  used  for  candy  and  crack- 
ers. These  may  readily  be  procured  of 
such  a  size  that  the  tube  can  be  folded  and 
slipped  in  without  danger  of  creasing,  and 
may  then  be  closed  air-tight  by  slipping  a 
sheet  of  paper  over  the  tube,  and  allowing 
the  edges  of  the  cover  to  grip  it  as  it  is 
closed.  Before  putting  away  a  lot  of  tubes, 
they  should  be  sprinkled  with  chalk  or 
talcum  powder,  and  care  taken  to  see  that 
they  are  dry  and  free  from  oil  and  grease. 
After  being  closed  up,  the  boxes  may  well 
be  shellacked  outside,  the  joints  of  the 
covers  thus  being  sealed. 

For  the  proper  care  of  the  outer  cover- 
ings, or  of  single  tube  tires,  a  suitable  box 
should  be  procured,  which  may  be  made  for 
the  purpose,  or  adapted,  as  is  most  conveni- 
ent. The  same  care  in  drying  and  cleaning 
as  is  taken  with  the  inner  tubes,  should  be 
given  them,  to  see  that  when  put  away  there 
is  nothing  which  can  injure  them  during 
their  rest,  and  a  little  chalk  may  well  be 
laid  inside  them.  They  should  not  be  bent 
or  folded,  if  it  can  be  avoided,  and,  of 
course,  they  should  not  be  jammed  in  any 
way  by  the  box.  If  several  are  to  be  packed 
together,  sheets  of  heavy  wrapping  paper 
may  be  laid  over  and  around  them,  so  that 
they  may  be  removed  one  at  a  time  without 
interfering  with  the  condition  of  the  re- 
mainder of  the  stock. 


THE  BICYCLING  WORLD 


707 


DIRTY  STRIKE  AT  VAILSBURG 


Ungrateful  Riders  "Hold  up"  the  Manage- 
ment— An  Afternoon  of  Happenings. 


Another  strike  came  very  near  putting  a 
quietus  on  racing  at  the  Vailsburg  board 
track  last  Sunday,  9th  inst.  This  time  it 
was  not  only  the  mercenary  professionals 
who  refused  to  ride  unless  they  were  given 
two  races,  but  they  were  foolishly  backed 
up  in  their  demands  by  the  amateurs  and 
even  the  novices.  From  two  o'clock  until 
three,  the  time  for  the  races  to  begin,  the 
crowds  began  to  arrive,  until  there  were 
more  than  5,000  crowded  in  the  grandstand 
and  bleachers — the  largest  crowd  of  the 
season — and  this  despite  the  fact  that  a 
double-header  baseball  game  was  in  pro- 
gress, for  the  price  of  one.  Half  past  three 
and  the  crowd  began  to  stir  uneasily,  which 
increased  to  shuffling  impatience  when  4 
o'clock  came  and  the  first  race  had  not 
been  run  off. 

All  this  time  there  were  things  happen- 
ing down  in  the  training  quarters,  things  of 
which  the  spectators  were  unconscious. 
When  Starter  Abineste  gave  his  familiar 
"All  out  for  the  novice,"  there  was  "nothing 
doing."  Then  it  came  out  that  several  of 
the  professionals  had  been  doing  mission- 
ary work  among  the  amateurs  resulting  in 
the  amateurs  refusing  to  ride  unless  the 
professionals  were  given  a  race.  It  seems 
that  a  five-mile  handicap,  professional,  had 
been  advertised  in  the  papers,  but  when  the 
professionals  reached  the  track  they  dis- 
covered that  it  had  been  taken  from  the 
program.  The  management  had  imported 
riders  and  machines  from  Boston  to  partici- 
pate in  a  motorpaced  race  at  a  cost  of  $225, 
and  as  he  had  already  lost  nearly  $1,400  on 
the  game  since  Mr.  Bloemecke  threw  up 
the  sponge,  Mr.  Beers,  the  new  manager, 
did  not  feel  like  spending  any  more  when 
there  was  a  good  chance  to  get  back  some 
he  had  lost.  He  made  a  mistake  by  taking 
the  one  event  from  the  program,  but  when 
Fogler,  Ashurst  and  one  or  two  of  the  more 
sensible  riders  said  they  would  ride  if  the 
manager  promised  to  card  two  professional 
races  each  meet  thereafter,  Mr.  Beers  ac- 
quiesced. Then  the  other  pros  were  called 
into  Fogler's  and  Ashurst's  training  quar- 
ters and  Fogler  pleaded  with  the  others  to 
ride.  But  John  Bedell's  influence  was  ap- 
parently greater  than  Fogler's,  and  backed 
up  by  "Herr"  Krebs — the  one-time  "Flying 
Dutchman"  could  not  exist  could  he  not 
disagree — he  delivered  the  ultimatum:  "Two 
races  or  none!"  Rather  than  disappoint  the 
great  crowd,  Beers  agreed  to  the  terms,  but 
it  would  not  be  very  surprising  if  he  evened 
things  up  with  the  strikers  by  hereafter 
cutting  pro  races  from  the  program. 

Previous  to  this,  "Ollie"  Bedell,  a  brother 
to  John  and  Menus,  went  to  the  box  office 
and  told  Mr.  Beers  that  if  he  did  not  give 
the  pros  two  races  he.  Bedell,  would  see  to 
it   that   no   races   were   held,   not   even   the 


motorpaced  event.  Beers  ordered  Bedell 
ejected  from  the  grounds,  but  he  quieted 
down  and  was  not  put  out.  "Ollie"  Bedell 
is  the  person  who  ran  a  race  meet  at  New 
Brunswick  some  time  ago,  and,  so  the  New 
Brunswick  papers  declared,  left  town  with- 
out the  formality  of  paying  some  contracted 
bills.  The  Bicycling  World  man  knows 
that  the  riders  were  never  given  their 
prizes  and  has  a  contract  in  his  possession 
that  arranged  for  a  match  race  between 
two  riders,  which  the  would-be  promoter 
never  honored.  In  view  of  this,  it  would 
seem  that  Bedell  has  little  license  to  dictate 
and  common  decency  and  self-respect 
should  make  him  keep  silent.  The  reason 
John  Bedell  made  the  riders  hold  out  was 
due  to  a  little  personal  grievance.  Several 
motorpaced  races  have  been  held  at  Vails- 
burg this  year  and  John  was  not  asked  to 
ride.  He  has  taken  up  pace  following  and 
naturally  this  did  not  settle  on  his  stomach 
nor  soften  his  feelings  toward  the  manage- 
ment. Menus  took  no  part  in  the  disturb- 
ance Sunday,  as  he  was  not  riding,  and  sen- 
sibly kept  his  mouth  shut.  The  most  pe- 
culiar feature  of  the  strike  was  that  the 
amateurs  stuck  out  for  the  pros.  Should 
the  amateurs  at  any  time  have  a  grievance 
and  should  they  ask  the  pros  to  hold 
out  for  them,  they  are  more  than  likely  to 

receive  the   reply:   "Oh,   you   go   to   h ; 

we're  after  the  money  and  can't  afford  to 
bother  with  you  dubs." 

But  to  revert  to  the  racing.  If  not  the 
best,  it  was  one  of  the  best  cards  of  the 
season  replete  with  surprises  and  brilliant 
finishes,  from  the  half-mile  novice  to  the 
finish  of  the  club  match  pursuit  race  be- 
tween the  Tiger  and  Roy  Wheelmen.  This 
last  event  was  the  feature  of  the  after- 
noon and  before  the  Tigers  were  adjudged 
the  victors  it  became  so  dark  that  the  riders 
could  not  be  distinguished  on  the  back 
stretch.  It  was  then  seven  o'clock,  but  the 
spectators  remained  until  the  finish  and  was 
rewarded  by  witnesing  a  remarkable  exhi- 
bition of  pluck  and  perseverance  by  Watson 
J.  Kluczek.  The  race  grew  out  of  friendly 
rivalry  between  the  two  clubs  and  they  de- 
cided to  settle  matters  by  an  unlimited  pur- 
suit race.  Urban  McDonald  and  Martin 
Kessler  were  up  for  the  Tigers  and  the 
Roys  were  represented  by  Kluczek  and 
Charles  Jacobs.  The  Tigers  took  the  home 
stretch  for  the  start.  At  the  end  of  the 
first  mile  the  opposing  teams  were  on  evn 
terms,  when  the  Roys  began  to  gain  until 
the  third  mile,  when  Jacobs,  who  has  not 
been  riding  well  of  late,  began  to  show  dis- 
tress and  Kluczek  had  to  do  most  of  the 
work.  In  the  fourteenth  lap  Jacobs  was 
"cooked"  and  quit,  only  to  change  his  mind 
and  go  after  his  team  mate  again  before 
the  Tigers  caught  him.  Instead  of  helping 
Kluczek,  Jacobs  unintentionally  slowed  the 
team  when  in  front  and  at  the  sixth  mile 
the  Tigers  had  gained  almost  100  yards. 
Jacobs  quit  at  6J4  miles  and  instead  of  giv- 
ing up,  Kluczek  went  out  alone  and  began 
to  regain  what  the  team  had  lost.     At  eight 


miles  the  teams  were  even  again  and  then 
the  Roy  man  began  to  gain  twenty  yards 
each  lap,  until  at  nine  miles  he  had  gained 
a  lead  of  80  yards.  The  contest  promised 
to  go  on  indefinitely  but  on  the  last  lap  of 
the  10th  mile  Kluczek  realized  that  event- 
ually McDonald  and  Kessler  must  wear  him 
out  and  he  sat  up  just  as  the  Tiger  team 
finished  the  tenth  mile.  The  time  was 
24:06,  an  average  of  2:24  to  the  mile,  which 
is  very  fast  for  unpaced  riding.  Kluczek's 
ride,  when  he  was  left  to  battle  single- 
handed  against  two  crack  pluggers  was 
nothing  short  of  remarkable.  McDonald 
and  Kessler  also  covered  themselves  with 
glory,  particularly  the  latter.  Earlier  in  the 
day  Kessler  had  fallen  and  cut  his  head 
but  he  is  a  "sticker"  and  pluckily  rode,  re- 
gardless of  his  physical  discomfort.  The 
only  one  who  did  not  get  any  honor  from 
the  race  was  Jacobs. 

The  first  race  of  the  afternoon  was  a  half- 
mile  novice,  and  several  newspaper  men 
almost  made  the  mistake  of  heading  their 
notes  with  "half-mile  amateur,"  so  many 
familiar  faces  lined  up  with  those 
who  had  never  won  a  race.  Two  or  three 
of  the  novice  aspirants  became  so  nervous 
when  gazed  at  they  did  not  win  their 
'steenth  medal.  According  to  the  program 
the  race  was  won  by  E.  C.  Houseflung,  A. 
McCabe  second,  Louis  Friede  third,  but  the 
mother  of  at  least  one  of  the  number  would 
not  recognize  her  son  by  the  name  under 
which   he   rode. 

Kluczek,  Magin,  Tommy  Smith,  Zanes, 
McDonald,  Spain,  Cameron,  Mock,  Kess- 
ler, Sherwood,  Neuscl^aefer  and  Weintz 
qualified  in  the  four  heats  of  the  quarter- 
mile  open  from  a  flying  start.  Zanes  led 
all  the  way  to  the  homestretch  when  Sher- 
wood and  Cameron  came  by,  the  former 
nipping  his  clubmate  at  the  tape.  How  he 
did  it  no  one  knew,  but  Sherwood  has  a 
habit  of  almost  miraculously  coming  by 
on  the  outside  and  winning  out  at  the  tape. 
Zanes  got  third  and  Magin  fourth.  Zanes 
made  his  reappearance  and  from  the  trend 
of  things  it  might  be  possible  that  he  will 
help  Cameron  win  the  championship,  now 
that  Dave  Mackaye  is  unfortunately  out  of 
the  game  for  some  time. 

A  sensational  spill  marked  the  miss  and 
out  and  in  a  way  it  was  rather  fortunate 
that  it  did,  for  with  22  starters  it  would  have 
dragged  on  some  time.  It  was  unfortunate, 
however,  that  such  sprinters  as  Sherwood, 
Kessler,  McDonald,  et  als,  went  down. 
"Sir"  Walter  Raleigh  was  the  first  rider 
counted  out  and  Wilcox  came  next.  Then 
Brandes  felt  chilly  and  stopped  to  get  his 
bathrobe.  "Little  Willie"  Vandendries  was 
next  and  at  the  beginning  of  the  fifth  lap 
McDonald  and  two  wobbly  new  riders 
came  together.  Lind  was  called  on  the 
fifth  lap.  On  the  next  time  around  on  the 
backstretch  there  came  a  big  crash  and  all 
but  seven  of  the  riders  gathered  up  loose 
kindling  wood.  Neuschaefer  and  Anthony 
Charles  were  counted  out  in  the  sixth  and 
seventh  laps  and  then  came  Magin,  but  Ma- 


?08 


THE  BICYCLING  WORLD 


gin  is  like  Krebs  and  would  not  get  oflf. 
On  tlie  ninth  lap  Ferrari  was  called  which 
left  Cameron,  Kluczek  and  Tommy  Smith 
to  go  for  the  final.  Cameron  led  into  the 
stretch  with  Kluczek  coming  up  fast.  The 
Roy  man  had  the  stronger  sprint  and  beat 
Cameron  to  the  tape  by  a  length.  Tommy 
Smith  got  third  and  Ferrari  was  given 
fourth.  Magin  finished  with  the  leading 
trio  and  wanted  to  protest  because  he  was 
not  placed  ahead  of  Ferrari,  although  he 
was  counted  out  one  lap  before. 

Fogler,  Rupprecht,  Schlee,  John  Bedell, 
Krebs  and  Ashurst  qualified  in  the  two 
heats  of  the  quarter-mile  from  a  flying 
start,  which  was  remarkable  for  the  fact 
that  the  first  had  only  five  contestants 
while  in  the  second  ten  riders  struggled  for 
place.  Naturally  a  blanket  finish  marked 
the  final,  Krebs  getting  first  by  six  inches 
from  Bedell,  with  Ashurst  a  close  third. 
Rupprecht  was  fourth  and  Schlee  fifth.  All 
the  professionals  at  the  track  with  the  ex- 
ception of  Dupuis  and  Davenport  started  in 
the  three-quarter-mile  open  in  one  heat. 
This  is  where  the  dissatisfied  pros  were 
sold  for  they  had  expected  a  five-mile  lap 
with  real  dollars  for  each  and  some  of  them 
came  near  not  riding..  Halligan  made  his 
spectacular  runaway  and  at  the  bell  had 
gained  a  lead  of  thirty  yards.  Fogler  went 
out  pulling  Ashurst  and  got  Halligan. 
Then  the  Brooklynite  let  Ashurst  through 
on  the  pole  but  Ashurst  was  not  strong 
enough  to  beat  down  the  strength  of  Be- 
dell and  Krebs  and  they  finished  in  this 
order,  Fogler  getting  fourth.  Bedell  won 
by  three  lengths  and  Krebs  crossed  a 
length  and  a  half  in  front  of  Ashurst. 

The  twenty-five  mile  motor-paced  race 
beween  James  F.  Moran,  of  Chelsea,  Mass., 
and  Pat  Logan,  of  Boston,  was  exciting  and 
had  the  spectators  on  their  feet  at  the  fin- 
ish. Stinson  was  to  have  ridden  aginst 
Moran  but  was  taken  sick  and  Logan  was 
substituted.  Moran  had  the  advantage  in 
having  an  experienced  pacemaker  who 
knew  how  to  get  the  best  out  of  his  man. 
Moran  was  paced  by  Saunders  and  Logan 
by  Connolly,  an  ex-amateur,  and  it  was 
seen  that  he  was  a  bit  shaky  of  the  track. 
Moran  got  the  pole  and  the  lead  at  the 
start  and  at  one  mile  was  leading  by  SO 
yards.  This  he  increased  to  ISO  yards  at 
three  miles  and  at  the  fourth  mile  had 
gaineg  a  half-lap.  At  six  miles  Moran  was 
almost  three-quarters  of  a  lap  in  front  and 
at  one  lap  over  eight  miles  was  trailing 
Logari'for  a  gain  of  one  lap,  which  he  suc- 
ceeded in  getting  just  before  the  ninth  mile. 
In  the  last  lap  both  fought  neck  and  neck 
and  both  riders  lost  their  rollers,  Logan 
regaining  his  quicker  and  passing  Moran 
again.  Logan  began  to  get  away  and  at 
ten  miles  had  gained  80  yards  of  what  he 
lost  to  Moran.  The  latter  began  the  at- 
tack again  and  at  11  miles  Moran  was 
again  trailing.  In  the  forty-sixth  lap  Moran 
tried  desperately  to  pass  Logan,  but  the 
latter's  sprint  held  him  off  and  brought  the 
throng  to  their  feet.     Then  Moran  dropped 


back  in  the  rear  and  trailed  for  a  mile.  Flis 
next  attempt  to  pass  was  in  the  thirteenth 
mile  and  after  a  quarter-mile  battle  he 
succeeded  in  gaining  his  first  lap.  Saun- 
ders then  pulled  his  man  away  and  at  14 
miles  was  lj4  laps  in  front.  At  18  miles 
the  Chelsea  milkman  was  close  behind 
Logan  for  a  gain  of  another  lap  and  made 
his  effort  in  the  second  lap  of  that  mile, 
but  Logan  rode  strong  and  stalled  him  off 
after  a  hard  ride.  At  20  miles  1  lap  Moran 
battled  for  one  mile  in  the  effort  to  pass 
and,  neck  and  neck,  they  struggled,  with 
the  crowd  cheering  Logan  for  his  effort. 
Moran  then  trailed  for  a  mile  and  endeav- 
ored to  pass,  but  the  Bostonian  was  equal 
to  the  emergency.  Moran  began  his  final 
effort  to  gain  the  second  lap  at  the  begin- 
ning of  the  last  mile.  He  passed  Logan 
on  the  first  lap,  but  the  latter  sprinted  and 
went  ahead.  At  the  beginning  of  the  last 
turn  of  the  last  lap  Moran  moved  up  and 
neck  and  neck  the  pair  came  around  the 
turn  for  the  tape.  Opening  his  throttle 
wide,  Saunders  pulled  Moran  down  the 
home  stretch  so  fast  that  he  gained  his 
second  lap  twenty  yards  from  the  tape. 
It  was  a  pretty  finish  and  drew  plenty  of 
applause.     The   summaries: 

Half-mile  novice — Final  heat  won  by  E. 
C.  Housenflugher,  Englewood;  second,  A. 
McCabe,  New  York  City;  third,  Louis 
Friede,  Newark,     Time,  l:16j^. 

Quarter-mile  open,  amateur — Final  heat 
won  by  C.  A.  Sherwood,  New  York  A.  C; 
second,  George  Cameron,  N.  Y.  A.  C; 
third,  James  Zanes,  Roy  W.;  fourth,  Jacob 
Magin,    National   T.   V.    W.     Time,   0:29. 

Miss  and  out,  amateur — Won  by  Watson 
J.  Kluczek,  Roy  W. ;  second,  George  Guth- 
rie, Cameron,  N.  Y.,  A.  C;  third,  T.  Smith, 
National  T.  V.  W.;  fourth,  Michael  Fer- 
rari, National  T.  V.  W.  Time,  6:27^.  Dis- 
tance, 2j^  miles. 

Quarter-mile  open,  professional — Won  by 
Floyd  Krebs;  second,  John  Bedell;  third, 
Alfred  Ashurst;  fourth,  Edward  Rupprecht; 
fifth,    Charles   Schlee.     Time,   0:27 J^. 

Three-quarter  mile  open,  professional — ■ 
Won  by  John  Bedell;  second;  Floyd  Krebs; 
third,  Alfred  Ashurst;  fourth,  Joe  Fogler; 
fifth,  Al.  Triebal.     Time,  1:392/^. 

Unlimited  team  pursuit  match — Won  by 
Tiger  Wheelmen  (McDonald-Kessler) ;  sec- 
ond, Roy  Wheelmen  (Kluczek-Jacobs). 
Distance,  10  miles.     Time,  24:26. 

Twent3'-five  miles  motorpaced,  profes- 
sional— Won  by  James  F.  Moran,  Chelsea, 
Mass.;  second,  Pat  Logan,  Boston.  Time 
by  miles— 2:01,  1:S9,  1:55,  1:52,  1:55,  1:55, 
1:49,  1:53,  1:50,  1:49,  1:47,  1:53,  1:52,  1:53, 
1:52,  1:52,  1:52,  1:52,  1:55,  1:56,  1:54,  1:54, 
1:51,   1:49.     Total,  46:10. 


the  most  important  road  races  of  the  sea- 
son. Although  the  entries  do  not  close 
until  September  24th,  over  fifty  have  been 
received.  The  Roys  have  reason  to  be- 
lieve that  no  track  championship  will  be 
held  on  that  day,  and  if  so  all  the  fast  men 
now  riding  at  Vailsburg,  including  Sher- 
wood, Kluczek,  Cameron,  Zanes,  Mock, 
Eifier  brothers,  Magin,  Zanes,  Ferrari  and 
Tommy  Smith  will  make  an  effort  to  break 
the  present  record  of  1:02:29  and  win  the 
gold  medal  offered  by  the  president  of  the 
club.  Several  fast  Philadelphia  and  Atlantic 
city  riders,  including  Stroud,  Logue,  Trot- 
ter, Hemple,  Sullivan,  Chew,  Van  Doren 
and  Wiley,  the  Sj'racuse  crack,  in  addition 
to  a  bunch  of  fast  men  from  Brockton,  Bos- 
ton, Lynn  and  Providence,  are  expected  to 
battle  for  the  title  and  prizes.  To  date,  29 
place  and  8  time  prizes  have  been  received, 
the  first  and  second,  in  each  class  being 
high-grade  bicycles  and  watches.  In  addi- 
tion, the  first,  second  and  third  men  to  fin- 
ish will  receive  gold,  silver  and  bronze 
medals  suitably  inscribed.  The  course  will 
be  over  the  famous  Merrick  road,  the  race 
starting  and  finishing  at  West's  Hotel,  Val- 
ley Stream,  L.  I.,  and  going  out  12^  miles 
to  Seaford  and  turn.  Will  R.  Pitman  will 
referee  the  event  and  the  other  officials  will 
be  selected  from  cycling  clubs  in  and 
around  the  city.  Entries  close  with  F.  L. 
Valiant,  244  West  112th  street.  New  York 
City. 


Wholesale  Raid  on  Sidewalk  Riders. 

As  a  result  of  a  strenuous  campaign  which 
has  been  inaugurated  by  the  police  of  San 
Jose,  Cal.,  against  thoughtless  bicycle  rid- 
ers who  persist  in  converting  the  sidewalks 
into  thoroughfares,  there  are  many  broken 
hearts  among  the  younger  riders.  On 
Thursday,  August  30,  a  warning  that  the 
sidewalk  law  was  to  be  enforced,  was  sent 
out  all  over  the  city.  On  the  following  day 
a  large  number  of  plain  clothes  men  were 
stationed  in  different  localities  and  began 
to  reap  the  harvest.  A  second  raid  on  Fri- 
day, resulted  in  the  gathering  in  of  twenty- 
five  delinquents,  several  of  whom,  having 
been  taken  up  the  day  before,  evidently 
concluded  that  there  would  be  no  more 
enforcement  of  the  law.  In  all,  fifty-five 
arrests  were  made  up  to  the  first  of  Sep- 
tember, and  a  goodly  number  of  convic- 
tions and  fines  resulted. 


Roys'  "Inter-State  Derby"  Looms  Large. 

Judging  from  the  interest  that  already  is 
being  manifested  in  the  Roy  Wheelmen's 
"Inter-State  Cycling  Derby,"  a  25-mile  han- 
dicap road  race  for  the  championship  of  the 
Eastern  States,  on  the  tapis  for  Sunday, 
September  30th,  that   event  will  be  one  of 


Guippone   Gets   Inside   Mile   a   Minute. 

Guippone,  the  daring  Italian  motorcyclist, 
made  another  remarkable  ride  at  the  Velo- 
drome Pare  des  Princes,  Paris,  on  Septem- 
ber 2.  In  a  10-kilometre  (6j^-miles)  motor- 
cycle race  the  Italian  finished  first  and  cov- 
ered the  distance  in  5  minutes  49f^  seconds, 
or  at  the  rate  of  63.3  miles  an  hour.  He 
used  a  single  cylinder  machine  weighing 
110  pounds. 


"Motorcycles  and  How  to  Manage  Them." 
Price,  50  cents.  The  Bicycling  World  Co., 
154  Nassau   Street,   New  York   City. 


THE  BICYCLING  WORLD 


709 


MUELLER  GETS  INSIDE  32  DAYS 


Finishes  with  a  Final  Fourish  of  213  Miles 

— He  and  Holden  Talk  Interestingly 

of   Their   Experiences. 


The  cross-continent  motorcycle  record 
now  is  31  days  12  hoin-s  IS  minutes,  which, 
incidentally,  is  the  best  authenticated  record 
by  one  man  on  one  machine,  whether  the 
machine  be  bicycle  or  motor  vehicle. 

It  was,  of  course,  established  by  Louis  J. 
Mueller,  of  Cleveland,   Ohio,  who.  riding  a 


cliaracters  and  it  was  easy  tcj  understand 
their  stories  of  being  mistaken  for  hoboes 
by  hotel  clerks,  who  refused  them' food 
and  lodging.  Big  Mueller  wore  a  weather- 
beaten  khaki  coat  and  little  Holden  a  soiled 
blue  and  white  checked  "jumper";  their 
slouch  hats  were  sadly  creased  and  the 
once  taut  brims  flapped  like  the  wings  of 
a  weary  bird,  although  Holden,  with  the 
brim  pinned  up  in  front.  Rough  Rider  style, 
looked  the  "sassiest"  of  the  two.  The  rest 
of  their  clothing  was  in  keeping  and  red 
and  long  unshaven,  with  faces  covered  with 
dust,   any   stranger   whom   they  might   have 


a  hero.  "It  felt  good  to  get  into  a  part  of 
the  country  where  they  took  some  interest 
in  what  we  were  doing,"  he  remarked.  The 
next  day.  Sept.  7th,  they  reeled  off  194 
miles  and  put  up  at  Buffalo.  At  Silver 
Creek,  N.  Y.,  they  were  met  by  W.  C.  Cha- 
deaj'ne  and  a  party  who  escorted  them  into 
the  city.  Silver  Creek  is  the  place  where 
last  year  Chadeaj'ne  had  a  terrific  tumble 
which  came  near  putting  an  end  to  his 
cross-continent  journey.  It  was  the  Buf- 
falo man's  record  that  Mueller  was  break- 
ing but  the  former  could  not  do  too  much 
for  the  big  Clevelander  and  his  companion. 


I^OUIS   J.    MrEI,I^EK 

2%  horsepower  Indian  motor  bicycle,  rolled 
into  New  York  and  dismounted  at  Colum- 
bus Circle  on  ^Monday  evening  last,  10th 
inst,  at  fifteen  minutes  past  nine  o'clock. 
He  had  left  San  Francisco  on  August  10th 
at  6  o'clock  a.  m.  The  apparent  discrep- 
ancy of  three  hours  is,  of  course,  accounted 
for  by  the  time  gained  in  the  long  stretch 
of  country  that  lies  between  the  two  oceans. 

.\ccording  to  a  mid-continent  sign  post 
which  stands  near  Kearney,  Neb.,  the  dis- 
tance from  San  Francisco  to  Boston  is 
3466  miles,  which  would  make  the  distance 
to  New  York  about  3230  miles.  Mueller's 
cyclometer,  however,  registered  3568  miles; 
but  every  tourist  who  has  ever  undertaken 
a  week's  ride  in  a  strange  country  readily 
will  appreciate  the  discrepancy.  Mueller 
"lost  his  way''  and  had  to  retrace  his  tracks 
many  times.  He  did  not  arrive  alone. 
George  N.  Holden,  of  Springfield,  Mass., 
who  left  San  Francisco  with  him  to  ride 
"wh*-.!  he  felt  like  it"  and  to  "look  out"  for 
the  record-breaker,  was  in  the  hitter's  com- 
pany and  his  cyclometer  showed  that  he 
had  traveled  2528  miles. 

They    were    two    disreputable    appearing 


approached  would  have  been  justified  in 
buttoning  his  pockets.  Mueller  had  a 
camera,  minus  the  lens,  slung  across  one 
shoulder,  a  canteen  across  the  other.  Hol- 
den had  a  canteen  and  a  small  but  heavy 
valise,  the  latter  containing  spare  parts  and 
tools.  The  canteens  belied  first  suspicions; 
they  contained  lubricating  oil. 

Both  men  were  in  fine  ph3'sical  shape  and 
in  good  humor  and  after  an  impromptu 
"reception  committee"  had  conducted  them 
to  a  place  with  swinging  doors,  where  every 
speck  of  dust  was  washed  out  of  their 
throats  and  later  into  a  place  where  the 
stuff  was  served  on  dishes,  the  travelers 
got  on  the  scales  at  about  midnight.  >Iuel- 
ler  weighed  184  pounds,  a  loss  of  nine 
pounds;  Holden  weighed  136,  a  gain  of 
three  pounds. 

Mueller  expected  to  reach  New  York  24 
hours  earlier  than  he  did.  It  would  have 
entailed  two  consecutive  days'  travel  of 
about  250  miles  and  the  task  proved  too 
tall.  Holden,  who  was  left  behind  nearing 
Chicago,  rejoined  him  at  Cleveland,  where 
all  of  Mueller's  neighbors"  turned  out  to 
greet  him  and  where  he  began  to  feel  like 


GEORGE   N.   HOI,DEN 

He  not  only  escorted  them  into  town,  but 
put  them  up  at  the  best  hotel  and  would 
not  let  them  spend  a  penny.  "That  'Bill' 
Chadeayne's  a  great  boy,"  was  Mueller's 
terse  but  appreciative  comment.  On  the 
8th  they  spent  the  night  at  Clyde,  N.  Y.. 
128  miles;  on  the  9th  they  slept  in  Fort 
Plain,  N.  Y.,  134  miles,  and  the  following 
day  they  finished  in  New  Y'ork  with  a  final 
flourish  of  213  miles,  the  best  day's  travel 
of  the   entire  journey. 

Near  Schenectady,  they  were  met  by 
"Punk"  Sidwell,  of  Springfield,  Mass.,  and 
Jacciuay,  of  Schenectady,  who  rode  with 
them  into  New  York.  Jacquay,  himself, 
had  harbored  cross-continent  ambitions,  but 
after  hearing  the  travelers'  tales,  he  decided 
to  keep  them  under  cover,  until  ne.xt  3'ear, 
at  least.  At  Albany,  Stanley  Kellogg,  of 
the  Hendee  staff,  who  had  been  trying  to 
locate  them  for  24  hours,  gave  them  the 
glad  hand  and  then  came  by  train  to  New- 
York  to  greet  them  again.  It  was  pitch 
dark  when  they  reached  Yonkers,  which  ad- 
joins the  New  York  City  line.  W.  F.  Mann, 
the  Indian  agent  there,  had  been  hurriedly 
requested  to  provide  the  party  of  f   ur  with 


710 


THE  BICYCLING  WORLD 


lamps  and  fnanaged  to  get  some  small  hand 
lanterns  for  them.  The^-  would  not  stay 
alight,  but  Mann  mounted  his  own  well- 
lighted  machine  and  led  the  little  squad 
down  Riverdale  avenue  and  Broadway  at 
a  pace  that  gave  the  travelers  some  bad 
moments.  "I  don't  know  how  we  escaped 
being  pinched,"  was  the  remark  of  one  of 
them.  "There  was  no  use  losing  any  time," 
was  Mann's  laughing  response.  A  mile 
from  Columbus  Circle  they  had  the  most 
acute  visions  of  "being  pinched."  A  citizen 
wearing  leggins  and  a  bicycle  cop — Kup- 
frain — waved  them  to  a  halt.  But  instead 
of  arrest  there  was  handshaking.  The  man 
in  leggins  was  an  old  friend  and  with  Kup- 
frain  in  front  as  a  guarantee  against  further 
stoppage,    they    went    on    to    where    H.    J. 


WHEN  MUELLER  AND  CHADEAYNE  MET 

Wehman,  secretary  of  the  F.  A.  M.,  was 
waiting  to  "take  their  time."  Reporters, 
too,  were  there  and  the  crowd  that  gath- 
ers on  short  notice  came  quicklj'.  Mueller 
pulled  out  his  big,  leather-bound  diary  bear- 
ing the  signatures  of  those  who  vouched 
for  him  at  each  stopping  place;  it  was 
signed  by  Wehman,  Roland  Douglas  and 
R.  G.  Betts,  and  soon  after,  the  swinging- 
doors  swung  inward.  The  cross-continent 
journey  was  over.  ]\lueller  had  broken  the 
motorcycle  record  by  16  days  23  hours  40 
minutes  and  the  one-man  automobile  record 
by  about  36  hours. 


There's  a  lot  of  quick,  sparkling  wit  and 
good  nature  in  iNIueller.  He  is  quick  to 
grasp  a  situation  or  see  a  point  and  knows 
how  to  tell  a  story  and  has  a  fund  of  crisp 
expression  that  makes  good  reading. 
Neither  he  nor  Holden  attempted  to  con- 
ceal their  joj'  for  completing  the  journey 
nor  did  they  attempt  to  disguise  the  hard- 
ships. 

"it  is  very  nice  for  people  to  ask  'Why 
didn't  you  cover  more  miles  on  this  day  or 
that  day?'  but  no  man  who  has  not  been 
over  the  ground  can  even  begin  to  imagine 
what  the  journe}-  means.  If  we  had  car- 
ried out  our  original  idea  of  first  riding 
from  Cheyenne  to  'Frisco,  I  don't  think  we 
ever  would  have  started  East,"  remarked  one 
of  the  men.  "If  anyone  placed  $2,000  in  my 


"  There  were  times  when  I  was  tempted  to  drink  the 
lubricating  oil  from  m>'  canteen.'' 

hands  at  this  moment  and  said  Tt's  yours 
if  you  reach  'Frisco,'  I'd  refuse  the  money?" 
was  Holden's  comment.  Although  Mueller 
made  it  plain  that  he  did  not  hanker  for 
any  more  of  it,  one  of  his  first  laughing  re- 
marks was:  "Well,  I'm  ready  to  conduct  a 
Cook's  motorcycle  tour  across  the  conti- 
nent. Who  want's  to  go  along?"  Later, 
when  he  said  he  had  learned  a  lot  and 
thought  he  could  now  make  the  trip  in  25 
days,  he  was  reminded  that  he  had  written 
that  anyone  who  planned  such  an  under- 
taking should  be  rushed  to  an  insanity  ex- 
pert, he  rejoined,  "Well,  I'm  crazy." 

When  asked  where  the  hardest  going  was 
encountered  they  gave  the  palm  to  the 
deserts  of  Nevada,  Utah  and  Wyoming, 
with  the  "gumbo"  of  Nebraska  and  Iowa 
a  good  second.  It  was  not  only  the  bot- 
tomless sand  of  the  desert,  but  the  par- 
boiling heat  and  the  consequent  thirst  that 
made  their  misery  so  great. 

"It  was  not  an  exaggeration  when  I 
wrote  that  we  brushed  the  green  scum  from 
the  top  of  the  pools  in  the  deserts  and 
drank  the  stagnant  water,"  said  Mueller. 
"Whenever  we  saw  a  tree,  we  knew  there 
was  such  a  pool  and  we  got  to  it  as  quickly 
as  we  could.  And  we  net  only  drank  the 
water,  but  after  drinking,  we  would  dive 
into  the  pool  and  then,  before  leaving,  fill 
our  hats  with  water  and  clap  them  on  our 
heads.  We'd  be  dry  almost  before  we  could 
turn  around.  Why,  when  we  spat,  nothing- 
would  reach  the  sand — it  was  that  hot. 
There  were  times  when  we  were  so  thirsty 
that  it  was  hard  to  keep  from  drinking  the 
lubricating  oil  froin  our  canteens. 

"And  to  make  such  a  trip  it  is  necessar}' 
not  only  to  ride  an  Indian,  but  to  be  an 
Indian,"  he  went  on  epigramatically.  "Many 
of  the  roads  out  West  are  mere  trails  and 
when  }'0U  come  to  a  fork  you  need  the  in- 
stincts of  an  Indian  to  be  able  to  find  your 
way.    Usually,  I  would  select  the  most  trav- 


eled trail  and  often  only  to  find  that  it  led 
to  some  ranch.  Then  I'd  retrace  my  route 
and  find  a  few  more  forks.  I'd  become  so 
bevvdldered  I  would  not  know  which  way 
to  turn  or  where  I'd  left  ofif.  Finalh-,  I  hit 
on  the  plan  of  heaping  up  a  little  pile  of 
rocks  to  mark  the  wrong  trails  I'd  followed 
so  I  wouldn't  go  over  them  again.  Houses 
and  people  are  few  and  far  between  out 
that  way  and  when  you  lose  the  road  you 
lose  it  'for  fair.'  There  was  one  place  in 
the  desert  where  I  found  a  comparatively 
good  road  and  followed  it  for  27  miles  be- 
fore I  came  to  a  town,  only  to  learn  that  I 
had  gone  27  miles  off  my  route." 

Mueller  said  the  most  amusing  incident 
of  the  journey  occurred  near  Laran-iie. 
While    approaching   a    party   of   three    men 


A    STOP    FOR    INSPECTION 

and  a  woman  who  had  pitched  camp  for  the 
night,  the  woman,  for  some  reason,  took  a 
violent  dislike  to  the  motor  bicycle  and, 
calling  to  the  men,  she  poured  out  a  flood 
of  Billingsgate  on  Mueller's  devoted  head. 
The  men  were  tending  the  horses  a  short 
distance  away  and,  fearing  trouble,  Muel- 
ler first  pedalled  and  then  dismounted,  the 
while  feeling  for  his  gun  which  he  carried 
inside  his  leggin.  As  the  men  approached, 
she  ceased  her  eruption.  Mueller  decided 
to  put  on  a  bold  front.  With  his  slouch 
hat,  khaki  coat  and  canteen  he  looked  quite 
soldier-like,   which   helped   his    "front." 

"Madam,  do  you  know  who  you  are  talk- 
ing to?"  he  inquired  curtly. 

Madam's  reply  is  unfit  for  publication. 

"Well,  it  may  be  well  for  you  to  know 
that  I'm  a  government  dispatch  carrier,'' 
Mueller  went  on,  "and  when  I  get  to  the 
fort  to-night  I  shall  report  you  for  ob- 
structing the  public  highway  and  encroach- 
ing- on  Government  property.  What's  your 
name?"  he  demanded  authoritativel3^ 

The  effect  was  magical. 

"I'm  Mrs.  jMary  Shannon,  of  Rawlins, 
Neb.,"  wailed  the  now  thoroughly  affrighted 
Amazon,  as  she  actually  fell  on  her  knees 
and  calling  upon  all  the  saints  in  the  calen- 
dar, begged  the  "dispatch  carrier's"  pardon 
and  pleaded  with  him  as  he  loved  his  own 
life  not  to  report  her  to  the  "commanding 


THE  BICYCLING  WORLD 


7il 


-officer."  Mueller  had,  meanwhile,  taken  out 
liis  business-like  diary  and  noted  Mrs. 
Shannon's   name   therein. 

"Now  do  you  see  the  trouble  your 
■damned  Irish  gab  has  got  us  into!"  was  the 
•expressive  ejaculation  hurled  at  the  suppli- 
■cating  female  by  the  man  of  the  party  who 
apparently  was  Mr.  Shannon. 

Holden  told  a  little  story  on  Mueller 
himself.  The  "big  fellow"  likes  his  bed 
and  arousing  him  in  the  early  morning 
hours  was  no  small  task.  At  one  place, 
Holden's  efforts  failing,  the  hotel  proprietor 
■and  his  wife  -came  to  his  assistance.  After 
the  door  had  been  all  but  battered  down,  a 
gruff,  threatening  voice  came  from  the 
■other  side: 

"I'll  shoot  through  the  door  if  you  don't 
let  me  alone,"  it  said  determinedly. 

While,  on  occasion,  Mueller's  superior 
strangth  was  an  advantage,  Holden  thought 
in  the  sand  and  on  some  of  the  many  vile 
Tiills,  his  lighter  weight  made  things  easier 
.ior  him  than  for  the  "big  fellow."  But,  at 
that,  there  had  been  enough  hard  work  to 
satisfy  both  of  them. 

The  men's  machines  were  in  surprisingly 
good  condition.  The}-  had  experienced  a 
■full  share  of  tire  troubles,  one  of  their  inner 
tubes  having  been  patched  no  less  than 
26  times  and  four  repairs  on  the  day  before 
the  finish  having  delayed  them  beyond  an- 
ticipations. Mueller's  motor  was  lacking 
some  of  its  pristine  power,  one  of  the  worst 
troubles  being  due  to  a  bushing  on  the  shaft 
■of' the  timing  gear,  which  had  required  that 
the  engine  be  taken  apart  twice  and  left 
irregular  sparking.  Once,  while  in  the 
West,  a  bad  fall  had  also  smashed  his  con- 
tact breaker  box  and  gears  and  it  was 
then  that  the  necessary  parts  were  taken 
from  Holden's  machine,  Holden  taking  the 
train  until  he  could  renew  them  for  his  own 
moimt. 

Both  machines  were  fitted  with  rubber 
grips  which  Necessity  and  the  men  them- 
:selves  had  invented  and  which  they  both 
declared  "beat  any  anti-vibration  device 
■ever  produced."  The  "grips"  were  nothing 
more  than  pieces  of  stout  garden  hose 
about  12  inches  long,  which  had  been  slip- 
ped tightly  over  the  regular  grips;  in  the 
parts  which  were  left  projecting  wood  plugs 
had  been  inserted  ajid  it  was  on  this  yield- 
ing portion  that  they  rested  their  hands  and 
-with  which  they  did  the  steering,  the  wood- 
plugs  making  the  hose  firm  enough  for 
the  purpose.  Both  Mueller  and  Holden 
agreed  that  but  for  these  "home-made 
grips"  they  scarceh'  could  have  withstood 
the  fearful  pounding  of  railroad  ties  and 
■other  rough  going  which  they  encountered. 

Holden,  on  his  Indian,  left  for  Spring- 
field early  Tuesday  morning,  where  there  is 
a  Mrs.  Holden  and  two  little  Holdens 
-whom  he  had  not  seen  for  two  months. 
Mueller  remained  in  New  York  awaiting  his 
suit  case  and  clothing,  which  had  been  ex- 
pressed from  Rochester  the  day  he  had 
left  there.  It  went  astraj'  and  did  not  fin- 
.all}'  arrive  until  Thursday  and  then,  by  the 


perversity  of  fate,  onl}-  about  30  minutes 
after  the  record-breaker  had  invested  in  and 
decked  out  himself  in  a  new  array  of  duds. 
Both  men  spoke  warmly  of  their  treat- 
ment in   San  Francisco.     The  local  motor- 


Summary  of  Mueller's  Travel: 

Total 

Days.  Date  Arrived.                     Miles  ,  Miles 

1— Aug.    10..Rocklin,    Cal 127  127 

2—  "       IL.Truckce,   Cal 94  221 

3—  "       12..Hazen,    Nev 84  305 

4—  "       13,.  Humboldt,.  Nev 95  400 

5_  "  14.. Battle    M't'n,    Nev..  101  501 

6—  "  15.. Slept  in  a  haystack.   60  561 

7_  '•       16.. Wells,    Nev 105  666 

8—  "  17.. Slept   section  house  94  760 

9—  "       18..0gden,    Utah 85  845 

10—  "       19..  Rain     —  — 

11_  "       20.. Peterson,    Utah 20  865 

12—  "       21..  Echo,    Utah 26  891 

13—  "       22..Evanston,    Wyo 37  928 

14_  "  23.. Green  River,  Wis...  108  1036 

1S_  "  24.. Bitter    Creek,   Wyo.  63  1099 

16—  "  25.. Pass    Creek,    Wyo..  103  1202 

17_  "      26.. Laramie,    Wyo 89  1291 

18—  "      27..  Sidney,    Neb 162  1453 

19—  "  28.. Brady  Island,  Neb..  159  1612 

20—  "  29.. Grand    Island,  Neb..  127  1739 

21—  "      30..  Elm   City,   Neb 131  1870 

22—  '^      31..  Panama,    Iowa 101  1971 

23— Sept.     1.. Nevada,    Iowa 158  2129 

24—  "  2..Mt.  Vernon,  Iowa..  127  2256 

25—  "         3..Rochelle,    Ills 144  2400 

26—  "  4. .Rollg  Prairie,  Ind.. 171  2571 

27—  "        5..Swanton,    Ohio 166  2737 

28—  "  6.. Cleveland,    Ohio....  162  2899 

29—  "        7 . .  Buffalo,  N.  Y 194  3093 

30—  "        8. .  Clyde,  N.  Y 128  3221 

31_  "  9.. Fort  Plain,  N.  Y...134  3355 

32—  "  10.. New  York.   N.  Y...213  3568 


cycle  club  had  shown  them  much  attention, 
a  watermelon  run,  in  particular,  appearing 
to  linger  in  their  memories.  C.  C.  Hop- 
kins and  Frank  M.  Byrne,  the  latter  the 
F.  A.  M.  vice-president  for  the  Pacific  Dis- 
trict, being  among  those  whom  they  de- 
scribed as  "white." 


Ten   Days  to   Dayton  by   Leuly. 

Although  when  Emil  Leuly,  of  Hoboken, 
N.  J.,  a  meinber  of  the  New  Jersey  division 
of  the  Century  Road  Club  of  America,  left 
that  city  at  4  a.  m.  on  August  12th  for  Day- 
ton, Ohio,  it  was  as  a  tourist,  he  did  no 
lagging  on  the  way  and  it  is  now  announced 
that  he  set  up  a  "record"  between  the  cities. 
He  reached  Dayton  on  August  22,  at  8:15 
p.  m.,  having  covered  during  that  time  935 
miles.  Leuly's  longest  day's  mileage  was 
made  on  the  third  day  from  Hoboken, 
when  he  rode  from  Montrose,  Pa.,  to  Cor- 
ing, N.  Y.,  a  distance  of  112  miles,  and  the 
shortest  distance  traveled  in  one  day  was 
on  the  last,  from  Springfield  to  Dayton,  23 
miles.  Leuly  was  accompanied  as  far  as 
Niagara  Falls  by  H.  E.  Fischer,  C.  R.  C. 
of  A. 


Early  Grinds  Out  a  Triple. 
One  of  the  few  triple  centuries  to  be  re- 
corded this  year  was  that  made  on  Sep- 
tember 2nd  and  3rd  by  Harry  Early,  of 
Jersey  City,  N.  J.,  treasurer  of  the  Century 
Road  Club  of  America.  Early  left  Jersey 
City  at  1:10  a.  m.,  September  2,  and  reached 
Atlantic  City  at  6:05  o'clock  that  evening, 
going  via  Philadelphia,  202  miles.  He  re- 
turned from  Atlantic  City  via  Tuckerton 
and  Lakewood  on  Labor  Day,  arriving  at 
Jersey  City,  101  miles,  at  11:45  p.  m.,  com- 
pleting the  triple  century  in  34  hours  33 
minutes. 


Will  Hold  a  "  Calamity  Race." 

The  Eastern  Division  of  the  Turn  Verein 
Cycle  Club,  of  Brooklyn,  will  hold  its  third 
annual  race  meet  at  Rosedale,  L.  I.,  on  Sun- 
day, 30th  inst.  The  program  will  start  with 
the  annual  ten-mile  club  handicap,  the  suc- 
ceeding events  being  a  slow  race,  100-yardl 
dash,  novelty  race  and  a  grand  calamity 
race,  whatever  that  may  be. 


Offended  the  Scotch  Cop's  Dignity. 

For  having  conimitted  the  horrible  crime 
of  failing  to  ring  his  bell  when  approaching 
a  policeman,  a  young  Scotchman  was  haled 
to  the  nearest  magistrate.  And  even  judi- 
cial discernment  could  not  but  regard  this 
as  an  insult  to  the  uniform  and  the  unfor- 
tunate cyclist  had  to  pay  for  it. 


Must  Keep  Mufflers  Closed  in  Oakland. 

After  due  deliberation,  JMayor  IMott,  of 
Oakland,  Cal.,  has  signed  a  municipal  or- 
dinance requiring  that  everj^  motorcycle 
shall  be  fitted  with  a  proper  muffler,  and 
that  the  muffler  shall  be  kept  closed,  while 
the  machine  is  being  run  within  the  city 
limits. 


7J2  THE  BICYCLING  WORLD 


For  very   many  years 


!" 


Pierce  Bicycles 

have  been  very  generally  recognized  as 

The  Bicycles  of  Quality 


and  as  the  choice  of  those  discriminating  purchasers 
who,  placing  quality  before   price,  seel<  the  best  that 

price  affords. 


THE  PIERCE  CYCLE  CO. 

BUFFALO,    N.  Y. 


having  talcen  over  the  cycle  business  of  the  George 
N.  Pierce  Co.  will  steadfastly  adhere  to  that  policy, 
and  their  entire  interest  and  energy  now  being 
concentrated  in  the  production  of  such  bicycles, 
certain  advantages  will  accrue  therefrom ;  these  will 
serve  to  make  the  Pierce  Agency  a  more  valuable 
asset  than  ever  and  are  such  as  offer  attraction  to 
all  dealers  intent  on  the  proper  advancement  of  the 
cycle  business,  which  is  equivalent  to  saying  their 
own  advancement. 


, 


THE  BICYCLING  WORLD 


713 


T'WAS  A  GREAT  "HUNDRED" 


Accidents,   Arrests   and    Hospitality    Added 
to  its  Greatness — Hiram  Again  in  Front. 


Hiram  Hinck,  of  the  Century  Road  Club 
Association,  the  young  grocer  boy  who  has 
been  winning  numerous  road  races  this 
season,  was  again  in  front  at  tlie  finish  of 
the  100-mile  record  run  promoted  by  that 
organization,  and  held  over  Long  Island 
Roads  last  Sunday,  9th  ins.t.  Hinck  rode 
from  the  2  hour  20  minute  mark  and  fin- 
ished well  ahead  of  George  Glunz,  the  sec- 
ond man  to  cross  the  tape.  Hinck  rode  the 
distance  in  5  hours  46  minutes  53  seconds 
and  in  addition  got  fourtli  time  prize. 

Joseph  M.  Eifler,  Fred  C.  Graf  and  Gus- 
tave  Duester,  all  of  the  promoting  organ- 
ization, were  on  scratch  and  they  battled 
for  time  prizes,  Eifler  winning  out  by  one 
second  over  Graf  and  two  seconds  over 
Duester.  Frank  Eifler  intended  to  com- 
pete but  since  his  accident  at  Vailsburg, 
when  he  ran  a  splinter  in  his  knee,  he  has 
been  unable  to  straddle  a  bicycle.  Joe 
Eifler's  time  was  5  hours  44  minutes  4 
seconds. 

Had  the  roads  not  been  so  dusty  it  is 
likely  much  better  time  wovdd  have  been 
made,  but  as  it  was  the  surface  of  the  road 
was  covered  with  an  inch  or  more  of  dust 
which,  added  to  the  passing  and  repassing 
automobiles,  made  the  going  almost  unen- 
durable. The  course  was  from  Bedford  Rest, 
Brooklyn,  to  Hicksville,  Valley  Stream  and 
Masapequa  and  return. 

An  unexpected  obstruction  in  the  person 
of  a  deputy  sheriff  stopped  some  of  the 
riders  at  Hicksville.  From  this  place  to 
Jericho  the  roads  were  very  bad  and  most 
of  the  contestants  took  to  the  side  path  in 
Hicksville,  which  being  in  the  village  lim- 
its, is  honored  with  the  name  sidewalk.  The 
first  to  suffer  was  A.  G.  Armstrong,  presi- 
dent of  the  Century  Road  Club  of  America. 
Armstrong  was  riding  at  about  twenty 
miles  an  hour,-  well  up  with  the  leaders, 
when  suddenly  out  jumped  the  deputy 
sheriff  from  behind  a  clump  of  bushes  and 
attempted  to  make  a  regular  low  football 
tackle.  Mr.  Armstrong  is  no  lightweight, 
tipping  the  scales  at  nearly  200  pounds,  and 
as  he  rides  a  Columbia  chainless  bicycle 
with  30-inch  wheels,  the  effect  can  better 
be  imagined  than  described.  Fortunately 
the  rider  was  not  injursd  and  as  soon  as 
the  deputy  sheriff  recovered  his  breath — 
for  he  landed  with  a  heavy  thud — he  told 
Armstrong  he  was  under  arrest  for  riding 
on  the  sidewalk.  Then  Armstrong  told  him 
the  why  and  how  and  a  few  things  and  what 
he  would  do  to  him  for  grappling  a  rider. 
The  deputy  sheriff  thought  it  over  and  let 
the  America's  president  go. 

He  must  have  become  sore  both  in  body 
and  mind,  for  later  he  arrested  Peter  J. 
Baum  and  Ernest  Grupe,  who  were  cutting 
a  swath  through  the  atmosphere.  They 
pleaded  so  hard  that  they  were  let  go  with 


a    reprimand.      Later    several    others    were 
stopped,  but  not  fined. 

In  contradistinction  was  the  attitude  of 
some  of  Hicksville's  people,  for  they  did 
something  that  is  not  done  in  every  road 
race.  By  the  time  the  riders  reached  this 
place  the  last  time  many  of  them  were 
nearly  faggfcd  out — at  that  stage  where  re- 
freshment of  some  kind  would  have  sent 
them  on  to  the  finish,  where  otherwise 
they  would  have  had  to  quit.  The  Hicks- 
villians  proved  good  sportsmen»and  handed 
out  bottles  of  water,  soda,  wine,  etc.,  while 
several  had  bushel  baskets  of  pears  which 
they  gave  to  every  rider  that  came  along. 
One  man  had  a  big  bucket  of  wine  and  as 
each  rider  came  along  he  would  run  to 
along  with  a  well-filled  glass  and  hand  it  to 
him  with   the  injunction: 

"Drop  the  glass  anywhere  along  the  road 
and  Fll  send  up  my  boy  for  them  in  the 
morning.  Throw  it  off  the  road  though, 
so  that  the  other  riders  won't  cut  their 
tires." 

Some  of  the  riders  demurred  at  taking 
the  wine,  but  he  reassured  them  with  a 
hearty: 

"Go  ahead  and  take  it,  'twill  do  you  good. 
It's  alright,  I  made  it  myself."  This  man 
sent  more  than  one  drooping  rider  on  his 
way  refreshed. 

Only  one  accident  occurred  to  mar  the 
success  of  the  race.  This  happened  to  M. 
Walters,  of  the  Association,  and  he  received 
injuries  which  necessitated  his  removal  to 
the  Nassau  Hospital.  While  riding  through 
Rockville  Center,  on  a  smooth  stretch  of 
road,  the  forks  of  his  bicycle  suddenly  gave 
way  and  precipitated  him  headlong  to  the 
ground.  An  ambulance  was  summoned  and 
he  was  taken  to  the  hospital  where  it  was 
found  that  he  was  badly  cut  and  bruised 
about  the  head.  He  was  badly  hurt  inter- 
nally as  he  vomitted  blood.  Walters  must 
have  cracked  the  fork  head  earlier  in  the 
race  or  in  some  previous  race  and  failed  to 
notice  the  damage  until  the  strain  caused 
it  to  give  way.     The  summary: 

Hdcp.  Net  time 
Pos.       Rider.       Club.  H.  iVT.       H.  M. 

1.  H.  Hinck,  C.  R.  C.  A 2:20     5:46:35 

2.  Geo.  Glunz,  C.  R.  C.  A 2:20     5:48:45 

3.  J.   E.  Fee,   C.   R.   C.  A 2:20     6:11:30 

4.  A.  Klein,  Brower  W 2:20     6:11:50 

5.  D.  J.  Perry,  Universal  W...2:30    6:36:40 

6.  A.  Bizzari,  Edgecombe  W..l:40     5:55:40 

7.  P.   Baum,  Tiger  W 1:40     5:55:41 

S.  C.  M.  Schlosser,  Brower.  ..  1 :40     5:55:43 
9.  J.  A.  Olsen,  C.  R.  C.  A 2:10     6:25:44 

10.  E.  G.  Grupe,  C.  R.  C.  A...  1:50     6:05:35 

11.  A.  G.  Armstrong,  C.R.C.A..2:30     6:53:10 

12.  Harry  Early,  C.  R.  C.  A... 1:30     5:56:30 

13.  H.  Roullier,  Roy  W 2:00    6:30:30 

14.  S.  Morrison,   Edgecombe. .1 :35     6:09:50 

15.  J.  M.  Eifler,  C.  R.  C.  A sch     5:55:04 

16.  F.  C.  Graf,  C.  R.  C.  A sch     5:44:05 

17.  G.  Duester,  C.  R.  C.  A sch     5:44:06 

18.  F.  Fuchs,  New  York 1:50     6:36:00 

19.  C.  H.  Denzendorf,  S.  A.  C..2:10    6:58:00 

20.  J.  B.  Hawkins,  C.  R.  C.  A.. 2:20     6:11:40 

21.  J.  Krazachy,  New  York.... 2:10     7:11:20 


22.  II.  T:   Mayn,  C.  R.  C.  A.. 

23.  J.  G.  Bray,  C.  R.  C.  A 

24.  E.  Richardson,  Brower... 
Time  prize  winners: 

1.  J.  M.  Eifler,  C.  R.  C.  A.... 

2.  F.   C.   Graf,   C.    R.   C.  A.... 

3.  G.   Duester,   C   R.   C.   A.... 

4.  H.    Hinck,    C.    R.    C.   A 

5.  G.  Glunz,  C.  R.  C.  A 

6.  A.   Bazzari,   Edgecombe... 

7.  P.   Baum,  Tiger  W 


2:,!(l  7:34:(I0 
1:40  6:50:00 
2:10     7:25:00 


.  sch 
.  sch 
.sch 
2:20 
2:20 
1:40 
1:40 


5:44:04 
5:44:05 
5:44:06 
5:46:35 
5:48:45 
5:55:40 
5:55:41 


Walthour  Wins  Twice  in  France. 

Robert  J.  Walthour,  America's  best  pace 
follower,  trounced  Louis  Darragon,  the 
champion  of  France,  in  a  three  heat  match 
race  at  the  Velodrome  Buffalo,  Paris,  on 
Sunday,  2nd  inst.  The  first  heat  was  at 
10-kilometres  and  Darragon  finished  the 
race  five  laps  in  front  of  the  American. 
Time,  S:17j^.  Walthour  got  the  next  heat 
after  a  hard  fight  and  finished  the  30-kilo- 
metres  in  24:\0j4.  The  final  heat  was  at 
IS  kilometres  and  Walthour  finished  several 
lengths  in  front  of  the  Frenchman.  Time, 
12:28.  At  the  same  meet  Seigneur  made  an 
attack  on  the  world's  unpaced  record 
against  time  held  by  Petit-Breton  at  41 
kilometres  110  metres,  but  he  was  only  able 
to  cover  40  kilometres  564  metres  in  the 
allotted  time. 

In  a  three-cornered  paced  match  race 
at  Lille,  France,  last  week,  Walthour  de- 
feated Lepoutre  by  30  metres  and  Antonie 
Dussot  by  200  metres.  The  distance  was 
10  kilometres  and  Walthour's  time  was 
9:41/5. 


Regularity  Run  for  Motorcyclists. 

The  New  York  Motorcycle  Club  has  set 
its  annual  open  regularity  and  speed  judg- 
ment run — one  of  the  most  interesting 
forms  of  sport — for  Sunday,  Sept.  30th.  The 
course  will  be  from  New  York  to  Bedford 
and  return,  80  miles.  Starters  may  leave 
at  any  time  between  8:30  and  9  o'clock  a.  m. 
Souvenir  handlebar  watches  and  holders 
will  be  awarded  all  who  attain  a  score  of 
75  per  cent,  based  on  the  speed  of  15  miles 
per  hour  as  taken  at  four  points,  two  of 
which  will  be  unknown  to  the  riders.  Five 
minutes'  "leeway,"  fast  and  slow,  will  be 
allowed,  one  point  being  deducted  for  each 
variation  therefrom.  Entry  blanks  may  be 
obtained  from  Capt.  A.  J.  Bendix,  800 
Third  avenue,  New  York. 


Elected  Officers  and  Had  a  "Spanish"  Feed. 

The  Garden  City  Wheelmen  and  Motor- 
cyclists, of  San  Jose,  Cal.,  held  its  semi-an- 
nual election  of  officers  on  Tuesday  night 
of  last  week  and  after  the  election  the 
ci'clists  punished  a  "Spanish  feed,"  prepared 
by  one  of  its  indefatigable  members — Jack 
Dermody.  The  new  officers  chosen  were: 
President,  Louis  Normandin;  vice-presi- 
dent, B.  C.  Dale;  recording  secretary,  W.  R. 
Scully;  financial  secretary,  B.  Johnson; 
treasurer,  Security  State  Bank;  directors — 
William  Halla,  J.  A.  Benson,  Alan  Hope, 
George   Ducier  and   C.   D.   Cavallero. 


714  THE  BICYCLING  WORLD 


Like  the   Yale-California   motorcycle, 

Yale  and  Snell  Bicycles 


have  been 


The  Best 
Pleasure  Promoters 


and 


Profit  Payers 

on  the  American  Harket. 


The  lines  and  prices  are  so    comprehensive    and 

the    reputation    of   the    goods    has    been    so    well 

sustained,  that  there  is  no  man,  woman    or    child 

to  whom  they   do  not  appeal. 


DO  YOU  SELL  THEM? 


CONSOLIDATED  MANUFACTURING  CO.,     Toledo,  Ohio 


THE  B'CYCLING  WORLD 


715 


MITTEN'S  DAY  AT  SALT  LAKE 


Iowa's  "Champion"  Made  Things  Lively — 
There  were  Others,  but  it  was  all  Mitten. 


Salt  Lake  City,  Sept.  8. — It  was  too  bad 
that  there  was  such  a  small  crowd  at  the 
saucer  track  last  night  for  there  was  much 
merry-making — fun  of  the  good,  whole- 
some, old-fashioned  kind  in  one  match  race. 
It  was  as  exciting  as  the  Kramer-Lawson 
matches  ,  at  least  to  the  contestants.  Wor- 
thington  L.  Mitten,  who  harvested  his  early 
crop  of  radishes,  turned  the  old  cow  out  to 
pasture,  put  the  hoe  behind  the  rain  barrel 
and  the  plowshares  in  the  empty  stall  in  the 
old  red  barn,  shook  the  red  soil  of  Daven- 
port, Iowa,  from  his  regulations  and  then 
hied  himself  to  Salt  Lake  City  with  good 
intentions,  had  not  won  a  race  this  season. 
To  give  Mitten  a  chance  to  demonstrate 
his  terrible  sprint,  the  management  ar- 
ranged a  match  race  against  Ben  Munroe. 
Mitten  is  a  good  fellow,  at  that,  and  was 
one  of  the  favorites  at  the  track  this  sum- 
mer. His  heart  breaking  effort  to  hang  on 
to  the  tail  end  of  the  procession  always 
brought  down  the  house.  Although  he 
cannot  ride  a  bicycle,  despite  the  fact  he 
is  the  champion  of  Iowa,  having  won  that 
title  back  in  the  "eighties"  at  a  county  fair. 
Mitten  is  a  champion  strong  man.  He  can 
bend  20-pennyweight  nails  like  soda  straws 
and  can  handle  lanky  McFarland  as  an 
ordinary  man  would  a  two-year-old  hope- 
ful. But  this  is  getting  away  from  the 
race  in  question. 

It  was  a  sort  of  consolation  affair  to  give 
Mitten  and  Munroe  capital  to  pay  their 
board  bills  and  get  back  to  their  respective 
homes.  The  race  was  the  feature  of  the 
evening,  not  because  of  the  speed,  but  be- 
cause each  rider  worked  his  head  almost  off 
in  the  vain  effort  to  get  up  what  might  be 
termed  a  brisk  pleasure  spin.  Both  riders 
appeared  nervous  when  the  "meal  ticket 
championship  race"  was  announced.  Mit- 
ten was  shaking  like  one  of  those  aspen 
leafs  one  reads  about;  the  truth  is  Mitten 
passed  two  very  restless  nights  and  dared 
not  touch  food  all  day  for  fear  it  would  put 
him  off  form. 

The  first  heat  was  won  easily  by  Mitten 
and  then  both  riders  went  to  their  rooms 
for  a  rub  down.  Mitten  was  slow  in  get- 
ting out  for  the  second  heat  and  one  of  the 
officials  announced  to  the  appreciative  fans: 
"Mitten  absolutely  refuses  to  ride  the  sec- 
ond heat  on  account  of  adverse  criticism  of 
the  newspapers."  It  was  some  time  before 
order  could  be  restored  and  the  race  go  on. 
There  is  not  much  to  tell  about  the  second 
heat.  A  lap  from  home  Mitten  cut  loose 
from  the  rear  and  dropped  down  on  the 
pole  in  front  of  Munroe,  so  close,  in  fact, 
that  he  ran  the  Southerner  on  the  cement. 
There  was  no  protest,  however.  Mitten  is 
now  known  as  "Near-Lawson  Mitten." 
After  the  race  the  riders  carried  him  off  the 
track  in  triumph   amid  loud  applause,   but 


not  before  he  was  made  to  circle  the  bowl 
while  the  band  played  "Hail  to  the  Chief" 
or  "See  the  Conquering  Hero  Comes."  It 
was  hard  to  tell  which  tune  it  was,  because 
the  din  of  applause  was  uproarious.  Mitten 
is  now  entitled  to  rank  with  Kramer  and 
Lawson.  Like  Kramer,  he  had  to  execute 
a  "tour  de  honneur,"  and  like  Lawson,  he 
rode  his  opponent  off  the  track. 

Judging  from  the  manner  in  which  the 
crowd  greeted  the  McFarland-Samuelson 
pursuit  race  it  could  not  be  catted  a  howling 
success;  rather  it  was  a  disappointment,  for 
Samuelson  won  ridiculously  easy.  Perceiv- 
ing that  it  was  ne.xt  to  impossible  to  over- 
haul Samuelson,  McFarland  just  pedalled 
away  listlessly  until  Samuelson  passed  him. 
The  race  went  for  only  one  mile  four  laps 
sixty  yards. 

One  of  those  races  in  which  it  is  a  case 
of  fight  from  the  start,  was  the  final  of  the 
one  mile  open,  professional.  On  the  last 
quarter  of  the  bell  lap,  Hollister,  by  a  dar- 
ing piece  of  head  work,  shot  down  and  stole 
the  pole  and  for  a  moment  he  looked  the 
winner.  But  as  the  riders  swung  into  the 
home  stretch,  Lawson  jumped  into  first 
place  while  Clarke,  coming  up  from  behind 
with  a  terrific  burst  of  speed,  got  McFar- 
land at  the  tape.  Hardy  Downing  was 
fourth. 

Hume  captured  his  heat  in  the  one  mile 
handicap  amateur  and  also  the  final.  Car- 
ter was  second,  Berryessa  third,  and  Holli- 
day  fourth.  Fred  West  got  the  quarter- 
mile  open.  The  judges  awarded  Hume  sec- 
ond, but  there  was  a  howl  from  the  spec- 
tators, who  said  Hal  McCormack  got  it. 
HoUiday  crossed  the  tape  fourth. 

Manager  Chapman  has  a  plan  on  the 
tapis  to  hold  a  twenty-four  hour  race  next 
week,  to  begin  probably  Thursday  night. 
Chapman  has  petitioned  for  a  special  per- 
mit to  allow  West  and  Hume,  and  Berry- 
essa and  Diefenbacher,  the  amateurs,  to 
ride  with  the  professionals.  It  is  stated 
they  will  be  paid  in  merchandise,  so  as  to 
not  injure  their  amateur  status.  The  sum- 
mary of  last  night's  racing  follows: 

Half-mile  match  race  between  W.  L. 
Mitten,  champion  of  Iowa,  and  Ben  Mun- 
roe, champion  of  Tennessee — First  heat 
won  by  Mitten.  Time,  1:14.  Second  heat 
and  race  won  by  Mitten.     Time,  I:l2j4. 

Quarter-mile  open,  amateur — Qualifants: 
Fred  West,  Ed.  Mayer,  J.  E.  Holliday,  Hal 
McCormack,  Tommy  Morgan,  R.  Mayer- 
hofer.  Jack  Hume,  R.  Diefenbacher  and  P. 
Giles.  Final  heat  won  by  West;  second, 
Hume;  third,  McCormack;  fourth,  Holli- 
day.    Time,  0:29^^. 

One  mile  handicap,  professional — Quali- 
fants: Iver  Lawson  (scratch),  A.  J.  Clarke 
(20  yards),  N.  C.  Hopper  (45  yards),  S.  H. 
Wilcox  (60  yards),  Ernest  Pye  (35  yards), 
H.  K.  Downing  (25  yards),  C.  L.  Hollister 
(IS  yards),  and  F.  L.  McFarland  (scratch). 
Final  heat  won  by  Lawson;  second,  Clarke; 
third,  McFarland;  fourth.  Downing.  Time, 
l:59^i 

One  mile  handicap,  amateur Won  by 


Jack  Hume  (scratch);  second,  G.  Carter  (80 
yards);  third,  Berryessa  (40  yards);  fourth, 
Holliday  (10  yards);  fifth,  Fred  West 
(scratch).     Time,  2:03. 

Unlimited  match  pursuit  between  F.  A. 
McFarland  and  W.  E.  Samuelson — Won  by 
Samuelson.  Distance,  1  mile  4  laps  60 
yards.     Time,  3:11. 


Team  Pursuit  Race  Arouses  Baltimore. 

Although  there  were  numerous  other  ath- 
letic events  at  the  fourth  annual  municipal 
games  held  at  Patterson  Park,  Baltimore, 
Md.,  last  Wednesday,  12th  inst.,  the  unlim- 
ited team  pursuit  bicycle  race  between  four 
B'altimore  cycling  clubs,  was  the  real 
"thriller"  of  the  afternoon  and  the  finish 
had  over  20,000  spectators  cheering  wildly. 
This  is  "Jubilee  week"  in  the  Monumental 
City,  which  accounts  for  the  immense 
crowd. 

Through  the  efforts  of  energetic  "Billy" 
Logue,  the  pursuit  race  was  arranged  for 
and  the  prize  was  a  silver  cup,  standing  12 
inches  high.  It  was  the  first  time  a  team 
race  had  been  held  in  the  city  of  monu- 
ments and  aysters  in  many  years  and  the 
intense  interest  that  it  created  is  bound  to 
result  in  good. 

The  contestants  were  the  Lafayette 
Wheelmen,  represented  by  Albert  Bennett, 
Harry  E.  Boehm  and  Howard  L.  Cole;  the 
Patterson  Cycle  Club,  with  Louis  J.  Len- 
ning,  Andrew  Miller  and  Ernest  Eiler;  the 
Curbstone  Wheelmen,  with  Charles  G. 
Crockett,  Arthur  Waugh  and  William 
Waugh,  and  the  Crescent  Bicycle  Club, 
with  T.  W.  Baker,  Charles  O.  Reveille  and 
Francis  Woolford.  The  teams  were  placed 
equidistant  around  the  track  and  the  rules 
called  that  when  one  man  of  a  team  was 
passed  he  must  drop  out.  Finally  three 
riders  were  left — Cole,  of  the  Lafayettes, 
and  Baker  and  Reveille,  of  the  Crescents, 
and  the  interest  heightened.  At  this  stage 
Cole  was  one-third  of  a  lap  behind  the  other 
two,  who  could  work  alternate  pacing  to 
advantage.  Finally  Reveille  had  to  drop 
back  and  Cole  sprinted  ahead  and  tagged 
him.  Baker  rode  hard  after  Reveille  but 
was  finally  caught  and  passed  by  Cole,  who 
was  given  an  enthusiastic  ovation  from  20,- 
000  throats.  The  distance  was  5j4  miles 
and  the  time  16:45?^.  The  Patterson  Cycle 
Club  finished  third. 


Familiar    Ecko    from    Manitoba. 

"I  wonder  what  Tom  Eck  has  got  up  his 
sleeve?"  remarked  a  prominent  racing  man 
this  week.  The  cause  of  the  remark  was  a 
long  telegram  from  Winnipeg,  Manitoba,' 
where  the  famous  old  trainer  now  lives,  in 
which  he  prophesies  a  revival  of  bicycle 
racing.  Among  other  things  Eck  is  credited 
with  saying:  "The  bicycle  game  is  a  dead 
one  now  in  the  United  States,  but  do  I 
think  it  will  revive?  Well,  look  at  roller 
skating.  A  very  short  time  ago  roller 
skating  was  as  dead  as  a  door  nail  and  now 
rinks  can't  be  built  fast  enough  to  meet 
the  demands." 


71.6 


THE  BICYCLING  WORLD 


WHY? 


^T  Why  are  "Hudson"  bicycles  the  most  popular?  Is  it 
^J^  because  they  are  equipped  with  D  &  J  hanger?  But 
why  are  the  D  &  J  hangers  so  popular?  They  have  never 
been  so  extensively  advertised  as  other  hangers  and  their  cost 
has  been  so  high  that  other  manufacturers  use  them  only  when 
compelled  to. 

CWe  are  getting  out  a  book  entitled  "Why"  for  fifty  of  the 
best  answers  to  the  above.  We  will  send  copy  of  the  book 
entitled  "Why"  in  connection  with  a  souvenir  that  will  come  in 
handy. 

1907  Hudson  Bicycles 


WILL  LIST  AS  FOLLOWS 

• 

Hodel  "A" 

$50.00 

Hodel  "B" 

40.00 

Hodel  "C" 

30.00 

THE  HUDSON  MANUFACTURING  CO. 

Hain  Office  and  Factory,  HUDSON,  HICH. 


WE  DISTRIBUTE  TO  AQENTS  FRO VI  THE  FOLLOWING  POINTS: 

New  York— NEW   YORK   SPORTING   GOODS  CO.,  17  Warren  St. 
Worcester,    Mass.— J.   W.    GRADY,    14   Austin  St. 
Atlanta,  Ga.— ALEXANDER-ELYEA  CO. 
San  Francisco,  Cal.— BAKER  &  HAMILTON. 
Denver,  Colo.— SCOTT  SUPPLY  &  TOOL  CO. 


THE  BICYCLING  WORLD 


717 


LOFTUS   WINS   AT   BROCKTON 


But  Small  Gave  Him  a  Large  Fight- 
Time  the  Rule. 


-Fast 


I 


After  a  hard  tussle  and  in  a  blood-warm- 
ing finish,  Alvin  Loftus,  of  Cranston.  R.  I., 
won  the  first  twenty-five-mile  road  race 
ever  held  in  Brockton,  Mass.,  last  Satur- 
da}',  8th  inst.  He  rode  from  the  five-min- 
ute mark  and  only  beat  Jud  Small,  a  Brock- 
ton rider,  at  the  tape  by  half  a  wheel.  Lof- 
tus's  time  for  the  twenty-five  miles  was 
1:12:10.  A  lively  fight  for  time  honors 
developed  between  the  three  scratch  men, 
Charles  Helander  and  W.  H.  Bussy,  of 
Brockton,  and  William  Farrell,  of  Worces- 
ter. The  trio  kept  well  together  during  the 
early  part  of  the  race  but  after  that  He- 
lander  shook  of  the  other  two  and  finished 
well  up  in  1:10:58.  Farrell,  the  visiting 
lionor  marker,  was  four  minutes  late  and 
was  so  completely  done  up  that  he  col- 
lapsed after   dismounting  from  his   bicycle. 

The  race  was  promoted  by  the  Brockton 
dealers  and  managed  by  George  A.  Gove 
and  F.  E.  Churchill  and  it  addtacted  consid- 
erable interest  in  and  around  Brockton. 
It  had  ciriginally  lieen  scheduled  for  Labor 
Day  Init  on  accdinit  of  counter  attractions 
had  been  pcistpcnieil  until  last  Saturday. 
.\lipro.ximately  SOO  persons  witnessed  the 
linish  of  the  race. 

The  ccjurse  was  good  and  started  at  W\'st 
anil  Torrey  streets,  to  Daly's  corner,  North 
Eastnn,  thence  through  Washington  street 
to  Morse's  corner.  South  Easton,  through 
(he  State  highway  to  Beliuont  street  and  to 
West  street  at  the  fair  grounds.  This  was 
covered  four  times.  For  the  last  mile  or 
s(i  tliere  was  a  gradual  down  grade  which 
resulted  in  the  pretty  finish  referred  to 
aljove.  Thirty-four  riders  started  from  the 
marks  ranging  from  scratch  to  eight  min- 
utes, fifteen  of  whom  finished  in  time  for 
prizes. 

^\'illiam  B.  Bussey  punctured  during  the 
first  round  bilt  changed  to  a  spare  wheel 
;ind  remounted  his  own  on  the  next  lap. 
Had  it  not  been  for  this  Bussey  would  have 
probably  given  Helander  a  fight  for  time 
honin-s  at  the  finish. 

By  far  the  most  serious  accident  of  the 
(lay  and  one  which  the  victims  stood  with 
remarkable  courage,  was  a  collision  be- 
tween Tom  Panacy  and  Aubrey  Goodrich, 
both  of-  Brockton.  This  cjccurred  on  tlic 
last  lap.  Panacy  attempted  to  cross  the 
road  and  get  in  witli  the  bunch,  and  in  so 
doing  ran  into  Goodrich,  throwing  both  to 
the  ground.  .Mthough  bleeding  profusely 
from  numerous  cuts,  both  remounted  and 
finished  well  up  in  the  list.  .-Mter  finishing 
they  were  attended  by  a  physician.  Good- 
rich suffered  deep  cuts  in  his  right  knee 
while    I'anacy's  arms   were  cut   considerably. 

Through  a  niisunderstaudiiig,  Linulergan, 
of  Worcester;  .-\.  ]\  Connors,  of  Lynn,  and 
VValsiin  Wrilkcr,  uf  Wakefield,  got  away  off 
the  course,  but  they   were   with  the  leaders 


when  the  mistake  occurred.     The  summary 
follows: 

Hdcp.      Time 

Pos.     Rider.     Residence.        Min.  H.iSI.S. 

1.  A.  Loftus,  Cranston,  R.L. 5:00  1:12:10 

2.  Jud   Small,   Brockton. ..  .5:00  1:12:10^'^ 
.3.  Fred.   Hall,  Watertown.  .4:00  1:12:05 

4.  L.    Lewis,    Worcester.  .  .4:00  1:12:05^ 

5.  Percy  Cutter,  Wakefield.  3:00  1:11:06 

6.  Tom  Panacy,  Brockton.  .4:00  1:12:35 

7.  A.   Goodrich,   Brockton.  .3:00  1:12:00 

8.  M.  Cunningham,  Estndle.S.:00  1:17:55 

9.  C.  Helander,  Brockton. .  .sch  1:10:58 

10.  F.  V.  German,  Brockton. 5:00  1:16:09 

11.  V.    Gabrey,   Shrewbury .  .8:00  1:21:22 

12.  W.    Farrell,    Worcester .  .sch  1:14:24 

13.  W.  H.  Bussey,  Brockton. sch  1:16:04 

14.  W.   Packard,    Brockton.  .5:00  1:22:05 

15.  G.    Johnson,    Brockton.  .6:00  1:24:30 
Time  prize  winners: 

1.  C.    Helander,    Brockton. .  .sch  1:10:58 

2.  P.   Cutter,  Wakefield 3:00  1:11:06 

3.  A.    Goodrich,    Brockton.  .3:00  1:12:00 

4.  Fred    Hall,    Watertown.  .4:00  1:12:05 

5.  Leslie  Lewis,  Worcester.  .4:00  1:12:05^ 

Selecting  a  Champion  with  Handicaps. 

Although  three  of  the  championship  club 
races  of  the  Edgecombe  Wheelmen,  of  New 
York  City,  were  run  at  Valley  Stream,  L.  I., 
on  Sunday,  2nd  inst.,  the  results  have  just 
been  made  public.  There  remains  one  race 
yet  to  be  decided  at  Valley  Stream  to- 
morrow (Sunday).  Following  are  the 
summaries  of  the  races  held  on  September 
2nd: 

One    mile    handicap: 

1.  Emile  Koster ISO  yards     2:58 

2.  Albert    Anderson ISO       "         2:59-}/^ 

3.  Nick   Ivind 125,      "        2:57ys 

4.  Chris.  Kind 125       "        2:585'5 

5.  Richard   Hughes 200       "         3:03^-^ 

Two  luile  handicap: 

1.  Albert    Anderson 1:00     5:17 

2.  Frail  Koster 1:00     5:17.5-^ 

3.  Nick  Kind 1:00     5:18 

4.  Richard    Hughes 1:30     5:48 

5.  S.  R.  jN'torrison 0:30     5:03 

Five  mile  handicap: 

1.  Emile   Koster 2:00     13:38 

2.  Albert    Anderson 2:00     13:39 

3.  Wm.    Voringer 2:30     14:22 

4.  Chris.    Kind 1:30     13:45 

5.  Nick  Kind 1 :30     13:47 

6.  Richard    Hughes 2:30     14:47^^ 

7.  Otto  C.  Brandes scratch     12:325/5 


mile  open,  run  on  Labor  Day,  was  won  by 
Wincabaugh.  Frank  Dulfy,  West  Brighton. 
S.  L  (R-S),  finished  second  and  Jeanotle 
was  third.     The  time  was  8:45. 


Two  Races  and  a  Spill  on  Staten  Island. 

Frank  O.  Ericson,  of  Brooklyn  (R-S), 
won  the  ten  mile  open  motor  liicycle  race 
tliat  formed  one  of  the  features  of  the 
Richmond  County  fair,  at  Dongan  Hills, 
Staten  Island,  last  Saturday,  8th  inst.  Wil- 
liam Wincabaugh,  Princess  Ba\'.  L.  1.  (In- 
dian), finished  second,  and  A.  Jeanotte. 
New  York  (R-S),  was  third.  No  time  was 
taken.  .\.  G.  L.  I'ritz,  ol  Xew  ^  ork,  one  ol 
the  contestants,  ran  into  the  fence  while 
"tickling"  the  carliuretter  ol  the  borrowe<l 
Indian  he  roile  and,  falling  heavily,  broke 
his    arm,    and    was    badly    bruised.      yV    live- 


St.  Louis's  Blood  Growing  Warm  Again. 

For  the  first  time  in  about  five  years 
there  is  to  be  a  road  race  in  St.  Louis.  To 
stir  np  more  interest,  the  St.  Louis  Cycling 
CInb  is  arranging  for  a  twelve-iuile  club 
contest  which  will  occur  early  in  October. 
A  hare  and  hound  chase  is  also  being  plan- 
ned for  the  latter  part  of  ne.xt  month.  Next 
spring  it  is  intended  to  revive  the  once  fam- 
ous 20-mile  Forrest  Park  road  race. 


American  Motorcyclists 

are  already  well  aware  of  the  unrivalled 
coiufort    and    quality    of    the    world-famed 

Imported 
Brooks 
Saddles 

American  Cyclists 

now  will  have  the  opportunity  to  become 
acquainted.  We  have  obtained  control  of 
the  American  sale  of  the  full  line  of  the 
Brooks  saddles  and  to  all  riders  able  to 
appreciate  the  combination  of 

QUALITY,  CO>1FORT 
STYLE    AND    DURABILITY 

we  recoiuinend  the 


Brooks  B17 

There   is   no   other   saddle   just   like   it   or 
half  so  good. 


Inquiries  Invited. 


JOBBERS  SUPPLIED 


Hendee  Mfg.  Co.,    Springfield,  Mass 


718 


THE  BICYCLING  WORLD 


Esa 


ACCIDENT    INSURANCE 

THE  MORROW 
Coaster  Brake 

is  an  insurance  investment  that  should  not  be  overlooked  by  bicyclists  and 
motorcyclists,  whether  riding  for  pleasure  or  business. 


Here  is  the  experience  of  a  well-known  dealer: 

"Allow  me  to  tell  you  what  I  consider  was  a  good  test  for  yoor  brake.  I  was  driving 
a  1906  "Curtiss"  single  cylinder  machine  with  two  riders  at  the  rate  of  about  30  miles  an 
hour  and  just  got  to  the  top  of  a  short  steep  knoll  when  I  saw  within  JO  feet  of  us  a  young 
horse  hitched  to  a  buggy  and  on  his  hind  legs  and  crosswise  of  the  road.  It  was  a  case  of 
stop  or  get  smashed  up  as  there  was  no  room  to  pass  and  if  ever  one  of  your  brakes  got  a 
test  I  think  it  did  then  as  I  set,  with  the  result  that  it  stopped  the  machine  within  about  a 
foot  of  the  rig  and  almost  turned  the  machine  around,  it  worked  so  well,  never  damaging 
the  brake  a  particle.  I  have  ridden  Motorcycles  for  the  past  few  years  and  this  is  the  first 
brake  that  I  have  given  anything  like  such  a  test  without  breaking  something." 


ECLIPSE  MACHINE  CO., 


Elmira,  N.  Y. 


Mi 


THE  BICYCLING  WORLD 


719 


TOURS  WITH  AN  OBJECT 


But  Ideas  of  the  "Object"  Vary  Widely — 
Here  are  Some  Instances. 


"It  may,  1  think,  be  very  safely  assumed 
that  every  cyclist  who  plans  a  tour  has  an 
object  in  view,  whatever  that  object  may 
be.  Commonly  speaking,  the  object  may 
not  be  very  clearly  definable,  he  may  not 
even  be  capable  of  defining  it  to  his  own 
satisfaction,  beyond  perhaps  generalising 
in  a  vague  sort  of  way  that  it  is  to  have  a 
good  time  and  enjoy  himself.  Such  an  ob- 
ject, of  course,  is  a  natural  one,  and  sup- 
plies a  most  cogent  reason  for  going  a-tour- 
ing,  but,  as  it  is  more  or  less  common  to 
all  of  us,  it  cannot  be  specialised  in  the 
way  the  .tourist  desires  when  he  openly 
avows  himself  as  'touring  with  an  object.' 
What  he  desires,  in  fact,  to  convey  to  your 
intelligence,  is  that  he  is,  in  a  manner, 
superior  to  the  general  ruck  of  cyclists, 
even  to  the  pastime  of  cycling  itself,  and 
that  he  derives  most  of  his  pleasure  in  per- 
ambulating the  country  from  some  other 
hobby  to  which  the  poor  cycle  acts  merely 
in  a  menial  capacity,  being  subservient,  or 
at  Lest  but  accessory  to  the  pursuit  thereof. 
The  other  hobby,  indeed,  has  attractions 
stronger  to  him — foolish  fellow — than  even 
the  exquisite  delights  provided  by  his 
wheel,"  writes  Jock,  in  the  Scottish  Cyclist. 
"Now,  it  seems  to  me  such  a  man  must  be 
sadly  lacking  in  a  sense  of  proportion.  He 
credits  the  shadow  with  the  joys  derived 
from  the  reality,  and  because  he  finds  some 
secondary  pursuit  suddenly  become  attrac- 
tive under  the  genial  influence  of  the  wheel, 
he  confers  on  the  favored  all  the  wealth 
of  a  grateful  heart,  instead  of  allocating  it 
to  the  favorer — the  cycle — to  which,  though 
he  may  not  know  it,  all  his  pleasure  is 
directly  or  indirectly  attributable.  I  am 
sure  you,  good  reader,  will  maintain  with 
me  that  to  entertain  such  views  as  these 
savors  of  rankest  heresy,  but,  undeniably, 
heretics  abound,  and  we  must,  I  suppose, 
put  up  with  them  with  what  grace  we  may. 

"The  tourist  with  an  object  usually  en- 
cumbers himself  and  his  movmt  with  a 
variety  of  strange  articles  which  the  cyclist, 
who  is,  as  he  should  be,  a  cyclist  first  and 
everything  else  afterwards,  would  condemn 
to  eternal  incineration  rather  than  be  bur- 
dened with.  When  you  see  a  man  with  a 
big  black  cube  with  a  circular  hole  on  one 
side  strapped  on  his  back,  and  a  bundle  of 
sticks  on  the  frame,  with  a  lot  of  funny 
little  packages  tied  on  various  parts  of  the 
machine,  you  may  take  it  for  granted  that 
you  have  before-  you  the  photographic  ob- 
ject. Similarly,  when  a  net  on  the  end  of  a 
bamboo  stick,  and  some  japanned-tin  boxes 
are  among  the  impedimenta,  you  "  see  the 
naturalist  object,  and  so  on  through  the 
whole  list — they  carry  their  trade  mark 
with  them  whenever  they  go  a-touring.  Be- 
lieve me,  however,  friend  reader,  I  have  no 
wish  to  scoff  at  this  sort  of  thing.     So  long 


as  the  tourist  docs  not  invert  the  pyramid 
and  claim  the  base  as  apex  and  vice  versa, 
he  and  I  will  never  fall  out,  though  he  sur- 
round himself  with  as  many  objects  as  the 
sun  li.is  satellites.  1  have,  in  fact,  toured 
many  limes  with  men  given  to  this  sort  of 
thing,  and,  greatly  to  my  edification  and 
satisfaction,  have  1  watched  them  labor  at 
such  things  as  photography,  sketching, 
specimen-hunting,  and  the  like,  what  time 
I  was  permitted,  undisturbed,  to  indulge  in 
the  pursuit  of  my  own  particular  object, 
which  is  to  do  nothing  as  diligently  as 
possible,  though  I  have  sometimes  exerted 
myself  to  the  extent  of  puffing  a  favorite 
pipe  or  taking  an  occasional  dip  into  some 
frivolsome  brook.  Beyond  these  I  must 
confess  I  have  never  indulged  in  a  definite 
object   in   cycle   touring,   and,   as   I    am   ap- 


A  BABY 

CARRIAGE  TIRE  BUSINESS 

PAirSTHEREHT 

FOR  SOME  WIDE- 
AWAKE REPAIRMEN 


BOOKLET  AND  PRICES  ON  REQUEST 


Morgan  X  Wright 

CHICAGO 


MKW     VOKK    BRAIrCH    «14-X1«    WKST    47TB     S'l 


proaching  the  period  of  life  when  one's 
habits  and  tastes,  one's  virtues  and  vices, 
become  stereotyped,  I  imagine  that  I  never 
shall.  Yet  in  a  way  I  have  assisted  the 
object  pursuer  in  my  time.  I  have,  for  in- 
stance, offered  a  word  of  criticism — not 
always  received  in  a  proper  spirit,  by  the 
way.  I  have  even  told  the  other  fellow  at 
times  how  I  would  do  it  were  the  giant 
within  me  but  moved  to  try,  and  on  occas- 
ions I  have  been  able  to  report  splendid 
little  'bits'  which  my  companion  has,  with 
a  grateful  heart,  rushed  miles  away  to 
photograph,  while  I  diligently  occupied 
myself  in  waiting  his  return. 

"When  touring  with  a  man  with  an  ob- 
ject I  have  never  hesitated  to  divide  the 
work  with  him  in  this  way,  which  probably 
explains  our  mutually  tolerant  attitude.  The 
only  occasions  on  which  I  have  fallen  foul 
of  a  companion  of  this  kind  has  been  when 
he  has  tried  to  innoculate  me  with  his 
pestilent  activity,  or  when  he  has  bored  my 
patient  ears  with  learned  and  technical  dis- 


quisitions on  a  pet  hobby.  Probably  the 
most  trouble  some  of  this  kind  is  the  arch- 
aeology to  the  inexpert  and  uninterested  is 
the  very  essence  of  boredom.  Let  no  en- 
thusiast put  his  lance  in  rest  to  tilt  at  me 
in  defence  of  the  science,  for  I,  for  my  part, 
are  quite  defenseless.  I  know  nothing  of 
the  subject,  and  would  pass,  and  even  ruth- 
lessly tread,  in  pure  ignorance,  on  some 
prehistoric  remnant  which  Mr.  Archaeol- 
ogist would  put  in  a  gold  casket  and  defend 
with  a  ring  of  Maxim  guns  to  the  very 
death.  With  the  confirmed  archaeologist 
everything  has  a  meaning.  If  you,  seeking 
rest  by  the  wayside,  and  in  sitting  down 
come  smartly  in  contact  with  a  pointed 
flint,  the  archaeologist  evinces  no  sympathy 
with  your  howl  of  agony,  no  ministering 
angel  he  to  soothe  the  afflicted  part  with 
suitable  assuages.  On  the  contrary,  he 
will  show  signs  of  expectant  delight,  and, 
disregarding  your  wounded  condition,  will 
gloat  over  the  discovery  of  the  cause  there- 
of, which  he  will  declare  is  a  remnant  of 
the  Flint  Age,  fashioned  by  some  old-time 
warrior  long  since  gathered  to  his  fathers. 
If  you,  with  your  hand  still  rubbing  the 
wounded  spot,  should  anathematise  the 
ancient  one,  and  express  regret  that  the  old 
ruffian  had  not  died  in  infancy,  or  that 
somebody  had  not  taught  him  to  put  his 
absurd  weapons  in  a  place  of  safety,  in- 
stead of  leaving  them  about  on  the  King's 
highway  to  the  posterior  detriment  of  pos- 
terity, you  will  only  get  laughed  at  for 
your  pains. 

"Some  years  ago  I  was  dragged  down  to 
Ightham,  in  Kent,  by  an  archaeological 
friend,  with  a  promise  that  I  should  see 
something  remarkable  in  antiquarian  re- 
mains. I  conjured  up  strange  visions  in 
which  prehistoric  monsters  figured  largely, 
and  accompanied  my  friend  on  his  quest. 
Ingtham  is  chiefly  remarkable  for  possess- 
ing the  oldest  inhabited  house  in  England; 
it  likewise  possesses  a  noted  archaeologist, 
who,  during  some  fifty  years,  has  been  ac- 
cumulating bric-a-brac  left  so  carelessly 
about  by  our  ancesters.  It  was  to  see  this, 
collection  that  I  was  to  be  taken,  and,  dolt- 
headed  ass  that  I  was,  I  sweated  up  a  suc- 
cession of  terrific  hills,  buoyed  up  with 
thoughts  of  the  splendid  time  ahead.  Well, 
we  reached  the  famous  collection  at  last; 
it  was  housed  most  unpretentiously  in  the 
rear  of  a  shop,  but  there  was  plenty  of  it — 
ugly  chunks  of  stone,  pieces  of  flint,  rusty 
fragments  of  iron,  and  other  odds  and  ends, 
which  looked  more  to  me  like  the  pickings 
of  a  rubbish  heap  than  anything  else.  But 
the  discoverer  of  these  treasures  knew 
them  all,  just  as  if  he  had  been  head  ap- 
prentice to  the  ancient  small  arms  factory 
where  they  were  turned  out.  For  two  long, 
weary,  dreary  hours  we  handled  these  items 
and  listened  to  the  presumed  history  of 
each.  I  have  never  listened  to  an  archae- 
ological companion  since. 

On  the  whole  I  think  a  preferable  com- 
panion is  the  naturalist,  who  goes  probing 
about  under  hedges  and  in  ditches,  or  who 


720 


THE  BICYCLING  WORLD 


is  even  not  averse  to  stirring  up  the  stink- 
ing waters  of  a  stagnant  pool,  but  with  this 
t3'pe  it  is  essential  to  bargain  for  a  separate 
room  at  niffht  in  case  some  creepy  abomin- 
ation should  escape  from  custody.  I  knew 
a  man  of  this  kind  whose  pet  hobby  was 
butterflies  and  moths,  and  who  wotdd  leave 
his  bicycle  in  charge  of  his  companion 
while  he  went  in  chase  of  a  specimen. 
Sometimes  the  specimen  was  wily,  and 
would  not  be  caught  until  my  worthy  en- 
thusiast had  crossed  fields  and  ditches  and 
hopelessly  lost  his  bearings.  It  would 
sometimes  be  some  hours  before  he  found 
his  way  back,  and  as  he  expected  his  at- 
tendant— his  nephew,  by  the  way,  who  also 


had  expectations — to  remain  on  guard  till 
his  return,  that  young  man's  lot  was  hardly 
a  happy  one.  One  day  uncle  didn't  come 
back  at  all,  which  so  incfensed  the  nephew 
that  he  struck,  and  was,  I  believe,  cut  off 
with  a  case  of  butterflies.  When  a  young 
naturalist  is  in  question,  therefore,  I  think 
it  advisable  to  firmly  but  politely  decline 
to  be  custodian  of  the  bicycle  during  a 
specimen  hunt,  or  you  may  find  yourself 
involved  in  conveying  a  spare  bicycle  home 
or,  as  an  alternative,  leaving  it  to  take  its 
chances  in  a  ditch.  On  starting  this  paper 
I  had  intended  to  say  something  about  the 
photographic  object,  but  my  pen  has  run 
away   with   me,   so   that   I   must   leave   this 


portion  of  my  topic  alone.  Indeed,  I  think 
the  photographic  cyclist,  or  cycling  photo- 
grapher, is  too  important  a  personage  to 
receive  less  than  a  special  paper  to  him- 
self, which  I  hope  to  give  him  shortly.  It 
will  be  seen  that  as  a  class  the  tourist  with 
an  object  differs  materially  from  the  sight- 
seer, witli  whom  I  dealt  recently.  The  for- 
mer limits  himself  to  the  narrowest  of 
grooves;  the  latter  enjoys  a  broad  catho- 
licity of  taste  which  takes  in  everything; 
the  one  specialises  and  becomes  a  wonder 
of  erudition  on  one  particular  subject;  the 
other  tastes  all  round,  and  ends  by  being 
bored.  On  the  whole,  I  think  the  man  with 
an  object  is  the  wiser  of  the  two." 


PEDALS  AND  SPOKES 

FOR  EVERY  MANUFACTURER  WHO  PRODUCES  BICYCLES 


AND 


For  Every  Man  Who 
Sells  or  Rides  Them. 


They  are  Pedals 
and  Spokes  of  the 
Right   Sort,   too. 


STANDARD  JUVENTl^E  NO. 


STANDARD  NO.  1   RAT  TRAP. 


DIAMOND  E  SPOKES 


QUOTATIONS  ON  REQUEST. 


The  Standard  Company 

Makers   also    of    Standard    Two-Speed    Automatic   Coaster    Brake,    and    Star    and    Sager    Toe    Clips, 

TORRINGTON,  CONN. 


PRODUClf 


.^jbjEB^ 


Frarn<^ 

Forl<  St^rn_ 

""'"""*  Seat  -M 


1^?^ 


ICY 


Fork  Side# 


I      Rear  Fo»rkU 

'""'""'"""'"'"  Rear; Sp 


f 


¥  uiKjr^mrM^M  Mum  Uu^  Muii 


Volume  LIII. 


New  York,  U.  S.  A.,  Saturday,  September  22,  1906. 


No.  26 


TWO   MORE  POINTS   SETTLED 


Patent    Office    Cuts   More    Knots   in    Long 
Fought  Coaster  Brake  Fight. 


In  the  apparently  interminable  interfer- 
ence proceedings  of  Townsend  vs.  Cope- 
land  vs.  Robinson,  who  stand  respectively 
for  the  New  Departure,  Pope  and  Morrow 
coaster  brake  interests.  United  States  Patent 
Commissioner  Allen  has  just  promulgated 
his  decision  on  an  appeal  by  Robinson  from 
the  Examiner  of  Interferences  refusing  to 
transmit  to  the  Primary  Examiner  two  mo- 
tions  to   amend  his   application. 

Robinson's  motions  were  in  substance  as 
follows: 

(1)  That  he  be  permitted  to  amend  his 
application  by  inserting  therein  two  claims 
which  were  the  issue  of  a  prior  interference 
between  Townsend  and  Copeland. 

(2)  That  he  be  permitted  to  amend  his 
application  by  adding  thereto  three  claims 
which  he  alleges  are  patentable  and  read- 
able upon  the  applications  of  all  three  par- 
ties and  that  these  claims  be  made  ad- 
ditional counts  of  the  present  interference 
or  that  a  new  interference  be  declared  be- 
tween the  parties  to  the  prsent  intrference 
upon  these  claims. 

Commissioner  Allen  ruled  as  follovv's: 

"As  to  the  first  motion,  it  appears  from  a 
decision  of  the  Primary  Examiner  rendered 
in  this  interference  that  Copeland  cannot 
make  the  proposed  claims.  These  claims 
cannot,  therefore,  be  included  in  this  inter- 
ference, and  for  this  reason  the  transmis- 
sion of  the  motion  was  properly  denied. 

"As  to  the  second  motion,  it  is  to  be 
noted  that  the  transmission  thereof  does 
not  appear  to  be  seriously  opposed  by  the 
other  parties.  Copeland  and  Townsend 
have  presented  motions  to  amend  the  issue. 
In  view  of  these  facts  and  the  fact  that  no 
testimony  has  yet  been  taken  this  motion 
should  be  transmitted. 

"The  decision  of  the  Examiner  uf  Inter- 
ferences is  affirmed  as  to  the  lirst  motion 
and  reversed  as  to  the  second  motion." 


Big  Business  Follows  'Frisco's  Calamity. 

L.  H.  Bill,  of  L.  H.  &  B.  I.  Bill,  the  San 
Francisco  manufacturers'  agents,  was  in 
New  York  this  week  and  from  what  he 
said  it  is  evident  that  the  ill  wind  which 
brought  such  fearful  disaster  to  his  city, 
carried  some  great  good  in  its  train.  Mr. 
Bill  stated  that  there  is  practically  no 
line  of  industry  which  is  not  booming  with 
a  tremendous  boom.  When  asked  the  con- 
dition of  his  firm's  business — the  firm  han- 
dles Kokomo  tires,  Solar  lamps  and  Dia- 
mond chains,  among  other  things — he  re- 
plied enthusiastically: 

"It's  grand — its  booming.  Why,  during 
the  dull  months  of  July  and  August  our 
sales  to  dealers  over  the  counter  were  in 
excess  of  $4,300  and  $5,000,  respectively. 
Previously,  there  never  had  been  a  time 
when  our  counter  business  exceeded  $3,000 
per  month.  Everything  else  is  in  the  same 
proportion.  Everyone  handling  bicycles  is 
doing  uncommonly  well  and  these  condi- 
tions apply  not  mei'ely  to  San  Francisco, 
but  to  the  Pacific  coast,  generally.  One  of 
the  best  features  of  the  situation  is  that 
the  demand  is  for  good  goods.  The  cheap 
and  nasty  articles  are  the  only  ones  that 
are  not  selling. 

"The  cause?  Well,  the  settlement  of  in- 
surance and  the  rebuilding  operations  has 
brought  a  great  influx  of  money  and  prac- 
tically no  i^ian  is  idle  who  wishes  to  work. 
High  wagei  are  being  paid  and  the  wage- 
earners  are  spending  it  and  for  goods  of 
the  right  sort." 

W.  L.  Loos,  of  J.  T.  Bill  &  Co.,  Los 
Angeles,  and  Mr.  Newton,  of  the  Pacific 
Rubber  Co.,  also  are  in  the  East  and  they 
fully  confirm  the  statements  made  by  the 
San  Francisco  man. 


WHAT  WAS  DONE  AT  DETROIT 


Among  Other  Things,  Makers'  Associations 
Finally   Settle   on   Plans   for   Publicity. 


Coaster   Brake   Makers   Incorporate. 

The  Buffalo  Metal  Goods  Co.,  which 
manufactures  the  Atherton  Coaster  brake, 
was  this  week  incorporated  under  New 
York  laws,  with  $10,000  capital.  F.  C. 
Atherton,  S.  McDougall  and  W.  F.  Emer- 
son are  named  as  the  corporators. 


The  first  meeting  of  the  Cycle  Manufac- 
turers' Association  since  the  Atlantic  City 
convention,  was  held  at  the  Cadillac  Hotel, 
Detroit,  Mich.,  Wednesday  last,   19th  inst. 

Calling  the  meeting  in  that  citjr  and  in 
the  very  heart  of  the  automobile  industry, 
was  a  happy  thought  as  it  conveyed  to  a 
large  number  of  former  bicyclists,  who  are 
now  connected  with  the  newer  trade,  the 
fact  that  the  bicycle  business  is  still  a  good, 
live,  growing  establishment.  A  number  of 
automobile  manufacturers  and  tradesmen 
who  dropped  into  the  hotel  during  the 
meeting  expressed  themselves  as  astonished 
at  the  interest  displayed  and  at  the  spirit 
of  cooperation  shown  among  the  manufac- 
turers with  a  view  to  furthering  their  re- 
spective businesses  in  a  mutually  satisfac- 
tory manner.  "It  was  not  like  this  in  the 
olden  days,"  hummed  one  of  the  former 
bicycle  men. 

In  the  absence  of  President  Pierce,  the 
chair  was  occupied  by  Fred  I.  Johnson. 

The  chief  work  of  the  meeting  was  the 
selection  by  the  joint  committee  on  pub- 
licity of  a  director  for  the  Publicity  Bureau 
to  succeed  Frank  A.  Egan,  of  New  York, 
who  previously  had  been  chosen,  but  who 
found  it  necessary  to  retire.  H.  W.  Porter, 
of  Toledo,  Ohio,  was  on  the  ground  and 
after  weighing  his  qualifications,  he  was 
duly  engaged  and  will  at  once  establish 
offices  in  Toledo.  Mr.  Porter  realizes  the 
magnitude  and  importance  of  the  under- 
taking and  will  devote  himself  wholly  to 
the  work.  Incidentally,  F.  C.  Finkenstaedt 
was  appointed  a  member  of  the  C.  M.  A. 
publicity  committee  to  succeed  F.  E. 
Southard. 

Among  the  important  business  transacted 
was  the  transferal  of  membership  of  The 
George  N.  Pierce  Company  to  the  Pierce 
Cycle    Company.      Percy    Pierce,    the    r,cw 


730 


THE  BICYCLING  WORLD 


president  of  the  company,  was  among  those 
present  and  did  not  long  remain  a  stranger. 

F.  P.  Kennan,  of  Portland,  Oregon,  and 
the  Ailing  Rubber  Company,  who  operate 
several  stores  in  Connecticut,  were  added 
to  the  jobbers'  list. 

All  of  the  manufacturers  present  ex- 
pressed themselves  as  highly  gratified  with 
the  outlook  for  business  in  1907,  and  en- 
couraging contracts  were  reported  closed 
with  most  of  the  prominent  We.stern  job- 
bers. It  was  conceded  that  the  matter  of 
prompt  deliveries  is  likely  to  be  a  serious 
factor  next  season.  One  manufacturer 
stated  that  raw  material  which  he  expected 
to  receive  last  spring  has  not  yet  reached 
his  factory,  in  fact,  the  problem  of  obtain- 
ing material  is  far  more  serious  than  is 
generally  supposed. 

Among  those  present  were  F.  I.  John- 
son, Tver  Johnson  Arms  &  Cycle  Works; 
F.  C.  Gilbert  and  J.  F.  Cox,  Pope  Mfg.  Co.; 
I.  Schwinn,  Arnold,  Schwinn  &  Co.;  W.  F. 
McGuire  and  E.  E.  Buffum,  Consolidated 
Mfg.  Co.;  F.  C.  Robie,  Excelsior  Supply 
Co.;  J.  F.  Vogel,  Gendron  Wheel  Co.; 
E.  J.  Lonn,  Great  Western  Mfg.  Co.;  Harry 
Walburg,  Miami  Cycle  &  Mfg.  Co.;  F.  C. 
Finkenstaedt,  National  Cycle  Mfg.  Co.; 
Percy  Pierce,  Pierce  Cycle  Co.;  W.  F. 
Remppis,  Reading  Cycle  Mfg.  Co.;  M. 
Crosby,  Toledo  Metal  Wheel  Co.,  and  D.  P. 
Harris. 


As  is  customary,  the  Cycle  Parts  and 
Accessory  Association  held  its  meeting  at 
the  same  time  and  place — but  in  another 
room,  of  course — as  the  Cycle  Manufac- 
turers' Association,  at  the  Cadillac  Hotel, 
Detroit,  Mich.,  on  Wednesday  last,  19th 
inst.  It  was  well  attended  and  considerable 
interest  was  manifested  in  a  discussion  of 
existing  conditions.  The  year  had  been 
a  prosperous  one  and  it  was  conservatively 
estimated  that  orders  for  material  and  ac- 
cessories for  1907  delivery  would  rule  from 
ten  to  fifteen  per  cent,  larger  than  in  1906. 

President  William  H.  Crosby  occupied 
the  chair,  and  in  the  absence  of  H.  S. 
White,  who  was  detained  at  home  by  an 
accident  sustained  by  his  wife,  Ralph  D. 
Webster  acted  as   secretary. 

One  new  member  was  elected,  the  Union 
Manufacturing  and  Specialty  Company, 
BuflFalo,  N.  Y.,  which  was  represented  by 
Charles  R.   Hatch. 

Among  those  present  were  W.  H.  Crosby, 
The  Crosby  Co.;  Charles  A.  Persons,  The 
Persons  Mfg.  Co.;  Otis  Cook,  International 
Rubber  Co.;  H.  C.  Robison,  Corbin  Screw 
Corporation;  F.  J.  Waters,  Chicago  Handle 
Bar  Co.;  C.  J.  Iven,  C.  J.  Iven  Co.;  C.  E. 
Weaver,  Kelly  Handle  Bar  Co.;  R.  D.  Web- 
ster, Eclipse  Machine  Co.;  W.  S.  Gorton, 
Standard  Welding  Co.;  E.  H.  Broadwell, 
Fisk  Rubber  Co.;  W.  H.  Hoagland,  New 
Departure  Mfg.  Co.;  D.  S.  Troxel,  Troxel 
Mfg.  Co.;  W.  B.  Post,  Billings  &  Spencer 
Co.;  F.  W.  Walters,  Pennsylvania  Rubber 
Co.;  J.  B.  Tucker,  Mutual  Rim  Co.;  C.  K. 
Anderson  and  G.  G.  Brandenburg,  Chicago. 


For  the  Slack  in  Chains. 

That  the  motorcycle  or  bicycle  chain  that 
will  not  stretch  represents  a  condition  and 
not  a  theory  has  been  recognized  by  many 
riders  and  ^y  at  least  one  motorcyclist  who 
has  set  out  to  overcome  it.  He  is  A.  C. 
Mount,  of  Elizabeth,  N.  J.  To  take  care  of 
the  slack  in  the  driving  chain,  he  has  de- 
vised the  adjustable  idler  shown  by  the 
accompanying  illustration  and  which  is  be- 
ing marketed  by  F.  A.  Baker  &  Co.,  of  New 
York.  Although  shown  slightly  to  the  rear 
of  being  midway  between  the  two  sprock- 
ets, it  may  be  clamped  at  any  point  along 
the  length  of  the  lower  rear  fork  of  the 
machine.  It  consists  of  a  substantially  pro- 
portioned    fibre     and     therefore     noiseless 


W^ 

m 

l^f-           — ^ 

^^ 

wheel  running  on  ball  bearings  while  its 
support  has  a  swivel  bearing  in  order  to 
insure  proper  alinement  with  the  chain  at 
all  times.  By  means  of  a  small  slot,  it  is  also 
adjustable  vertically,  so  that  any  desired 
amount  of  slack  may  be  taken  up.  This 
idler  has  been  already  put  to  considerable 
practical  use  and  has  given  a  good  account 
of  itself. 


The  Cashing  of  Checks. 

It  pays  to  be  accommodating  always,  but 
there  are  times  when  it  is  well  to  first  con- 
sider to  which  of  two  conflicting  interests 
the  courtesy  of  an  accommodation  is  first 
due.  The  convenience  of  our  customers 
and  business  associates  should  not  be  al- 
lowed to  suffer  seriously  for  the  sake  of 
complying  with  the  promiscuous  requests 
of  strangers,  or  even  of  acquaintances  with 
whose  commercial  standing  we  may  be 
familiar  but  who  are  not  customers  in  any 
sense  of  the  word,  remarks  a  contemporary. 

Country  stores  in  particular,  where  bank- 
ing facilities  are  meager  or  wanting,  are 
apt  to  be  bombarded  with  requests  for  the 
cashing  of  checks.  Where  the  responsibility 
of  all  parties  is  well  known  there  may  be 
no  objection  in  this  so  long  as  the  dealer 
is  careful  not  to  let  his  stock  of  change  run 
low  enough  to  disturb  his  own  transactions 
with  his  customers;  such  a  course  would 
not  only  inconvenience  himself  but  would 
be  robbing  them  of  a  courtesy  to  which 
they  are  first  entitled  in  preference  to  a 
stranger. 

It  is  not  enough  that  more  funds  are  ex- 
pected in  soon,  either  from  some  debtor  or 
even  from  the  bank.  Wait  till  it  comes. 
Something  may  delay  it  and  one  cannot  do 
business  on  expectations.  If  the  holder  of 
the  check  is  willing  to  wait  until  the  ex- 
pected funds  arrive,  then  it  is  all  right  to 


cash  it  for  him;  if  not,  let  him  go  else- 
where. Your  first  obligation  is  to  the  peo- 
ple who  come  in  to  buy  goods  and  it  is 
your  place  to  first  guard  their  convenience. 

Make  it  a  rule  and  stick  to  it  to  cash  no 
checks  that  will  reduce  your  cash  on  hand 
below  some  fixed  point  that  business  ex- 
perience has  shown  you  to  be  a  safe  marr 
gin.  Some  dealers  fix  this  at  a  certain  sum; 
others  at  a  certain  percentage  of  the  aver- 
age daily  business  done  the  week  before. 
One  dealer  in  a  small  country  village  in  a 
thriving  community  recently  told  the  writer 
he  never  dared  get  below  $50  in  change. 
This  figure  would  be  ridiculously  low  for 
some  dealers;  for  others  it  might  repre- 
sent the  sum  total  of  several  days  cash 
business.  No  fixed  rule  for  all  dealers 
would  be  possible,  but  each  should  fix  one 
for  himself  from  his  personal  knowledge 
of  his  own  business  and  should  then  stand 
by  that  rule. 


Here's  the  Cycle  Ambulance. 

Evidently  there  must  be  considerable  de- 
mand for  cycle  ambulances  in  Great 
Great  Britain,  as  a  company  has  recently 
been  formed  with  the  sole  intention  of  pro- 
ducing and  marketing  these  vehicles — the 
New  Patent  Cycle  Ambulance  Company,  of 
Manchester.  It  is  exploiting  a  line  of  ma- 
chines for  the  purpose  of  transporting  the 
sick  and  wounded,  which  are  made  in  tan- 
dem or  "sociable"  form,  and  are  propelled 
either  by  leg  or  motor  power  and  which 
possibly  might  find  a  field  of  usefulness  in 
some  of  the  smaller  cities.  It  is  scarcely 
probable,  however,  that  the  manufacturers 
will  make  enough  money  to  burn  it. 

The  sociable  type  consists  essentially  of 
a  pair  of  bicycles  arranged  side  by  side 
and  coupled  by  a  substantial  frame,  be- 
tween them,  supported  from  either  side 
being  the  cot  upon  which  the  patient  is  to 
rest.  The  latter  consists  of  a  tubular 
frame  mounting  an  ordinary  canvas  cot, 
the  rear  portion  where  the  head  of  the  pa- 
tient is  to  be,  being  covered  by  an  elab- 
orate replica  of  the  hood  of  a  baby-car- 
riage. Except  for  the  transverse  framing, 
and  one  other  feature,  the  two  bicycles  are 
complete  and  independent,  both  of  the 
riders,  one  of  whom  is  intended  to  be  the 
physician  and  the  other  an  attendant,  being 
obliged  to  pedal.  A  peculiar  feature  of  the 
contrivance,  however,  is  that  but  one  of 
the  riders  is  permitted  to  steer,  the  attend- 
ant in  this  way  being  given  full  control  of 
the  guidance  of  the  machine,  while  the  phy- 
sician may,  if  necessary,  have  both  hands 
free  to  attend  to  the  patient. 

Among  the  advantages  claimed  for  these 
vehicles  are  the  following  points: 

"They  allow  a  speed  of  transit  equal  to, 
if  not  greater  than,  the  horse  ambulance; 
do  away  with  the  need  of  a  horse,  and  thus 
greatly  reduce  the  cost  of  upkeep;  are 
much  cheaper  than  the  horse  ambulance; 
and  allow  of  the  injured  being  attended  to 
whilst  the  ambulance  is  in  motion  without 
impeding  its  progress." 


THE  BICYCLING  WORLD 


731 


OVERHEATING  THE  ENGINE 


Damage  That  is  Done  and  How  to  Avoid 
it — Role  of   Change- Gears. 


Although  overheating  of  the  engine  on 
hills  is  a  trouble  that  nowadays  seldom 
overtakes  motor  bicycles  of  the  better  class, 
it  is  by  no  means  an  unknown  complaint, 
and  it  is  one  which  many  unfortunate  riders 
would  give  a  good  many  old  shoes  to  be 
well  rid  of.  Persistent  tendencies  on  the 
part  of  the  motor  to  run  hot  under  any  ex- 
cessive conditions  of  use,  are  usually  attrib- 
utable to  some  minor  derangement  or  other, 
and  as  such,  are  a  well  worn  topic  of  dis- 
cussion. The  natural  tendency  to  heat  up 
on  hills  or  when  running  slowly  through 
heavy  tracks,  however,  need  not  be  caused 
by  any  conditions  of  internal  disorder,  and 
that  being  the  case,  prove  to  be  something 
of  a  mystery  to  many  an  inexperienced 
rider. 

That  the  engine  should  tend  to  heat  more 
when  running  slowly,  as  on  a  hill,  than 
when  running  at  high  speed  and  propelling 
the  mount  at  a  much  better  gait,  is  some- 
thing that,  however  common  a  phenomenon 
it  may  actually  be,  never  fails  to  arouse  the 
wonder  of  the  rider  to  whom  the  gasolene 
motor  is  more  or  less  of  an  unknown  quan- 
tity. Indeed,  to  quote  from  an  experienced 
authority  on  the  subject: 

"It  seems,  on  first  thoughts,  paradoxical 
that  an  engine  should  overheat  when  it  is 
working  more  slowly,  as  it  does  uphill,  in 
which  case,  of  course,  there  are  fewer  ex- 
plosions, and  therefore  the  total  heat  gen- 
erated must  be  less  per  minute.  It  is  also 
evident  that  this  lessening  of  the  heat  de- 
veloped proceeds  exactly  at  the  same  rate 
as  the  diminution  of  the  current  of  cooling 
air.  Why  then,  does  the  cylinder  get  hot- 
ter, as  we  know  it  does? 

"Let  us  consider  for  a  moment  the  use  of 
an  ordinary  pneumatic  tire  infiator;  it  may 
help  us  to  see  the  ultimate  cause  of  over- 
heating. If  we  work  the  inflator  idly  and 
unattached  to  the  tire  valve  for,  say,  one 
hundred  strokes,  the  inflator  remains  cool, 
but  if  we  are  pumping  up  a  tire  we  notice 
how  much  harder  the  work  becomes  during 
the  later  strokes,  because  the  air  has  to  be 
greatly  compressed  before  it  has  sufficient 
energy  to  force  open  the  valve  and  press 
back  the  air  already  in  the  tire.  Now,  this 
extra  work  or  energy  expended  in  com- 
pressing the  air,  which  must  be  noticeable 
to  all  when  inflating  tires,  heats  the  air  in 
the  inflator  at  the  end  nearest  to  the  tire, 
and  this  heated  air  in  turn  causes  the  in- 
flator itself  to  become  heated  at  that  end. 

"Very  much  the  same  thing  occurs  during 
the  explosion  stroke  of  the  gasolene  engine, 
when  the  machine  is  traveling  uphill,  as 
during  the  last  strokes  of  the  inflator.  The 
hot  compressed  and  exploded  gases  are  ex- 
panding in  the  cylinder  against  a  greater 
resistance   due   to   the   up-gradient;    conse- 


quently greater  energy  is  taken  out  of  these 
gases,  as  they  have  to  do  more  \/ork  whilst 
inside  the  cylinder  in  order  to  force  down 
the   piston  against  an  increased  resistance. 

"This  increased  work  done  affects  not 
only  the  piston,  which  therefore  moves 
more  slowly,  but  also  affects  the  cylinder 
walls,  which  are  longer  in  contact  with  the 
hot  gases,  and  so  become  hotter.  This 
extra  work  done  on  the  piston  has,  then, 
directly  caused  the  overheating  of  both  pis- 
ton and  cylinder  walls,  so  that  overloading 
an  engine  causes  it  to  overheat. 

"Now,  overheating  produces,  mainly,  two 
bad  secondary  results:  (1)  It  rarifies  and 
diminishes  the  incoming  charge  of  gas, 
causing  weaker  explosions  and  loss  of 
power.  (2)  It  weakens  the  hold  of  the  oil 
film  on  the  piston  and  rings,  allowing  hot 
gases  to  leak  into  the  crank  case,  with  fur- 
ther loss  of  power,  and  consequent  heating 
of  the  crank  case. 

"These  losses  take  place  just  when  more 
power  is  required.  This  main  defect  of  loss 
of  power  is  not  infrequently  accompanied 
by  others,  such  as  the  head  of  the  exhaust 
valve  being  burnt  off  its  stem  in  time; 
weakening  of  the  valve  springs,  causing  a 
leak  through  slow  closing  of  valves;  de- 
composition of  the  oil;  and  cracking  of  the 
sparking  plug  insulation." 

It  is  evident,  then,  that  to  obviate  any 
tendency  to  overheat  which  arises  not  from 
any  inherent  weakness  of  the  motor,  but 
rather  from  its  own  inability  to  carry  its 
load  economically  at  low  speeds,  which  is 
what  the  thing  really  amounts  to,  one  of 
three  things  must  be  done.  That  is  to  say, 
either  the  normal  power  of  the  motor  must 
be  increased,  so  that  the  reduction  of  its 
speed  shall  hamper  it  less;  the  load  must 
be  decreased  by  lightening  the  mount,  or 
reducing  the  frictional  losses  in  transmis- 
sion and  bearings;  or  else  some  method  of 
alt<:ring  the  gear  ratio  must  be  adopted,  as 
is  done  with  motor  cars,  so  that  the  motor 
may  be  run  at  fairly  constant  speed  at  all 
tines,  while  the  speed  of  the  machine  is 
varied,  and  the  mechanical  advantage  of  the 
drive  varied  up  or  down  as  the  case  may  be. 

As  to  the  first  of  these  possible  ways  out 
of  the  dilemma,  it  is  evident  that  the  gen- 
eral tendency  toward  a  slight  increase  in 
power,  and  also  the  gradual  growth  in 
popularity  of  the  two-cylinder  motor,  must 
be  a  step  in  the  right  direction.  This  prob- 
ably accounts  largely  for  the  fact  that  com- 
plaints of  overheating  and  other  kindred 
troubles  due  to  hill  climbing  are  less  fre- 
quently heard  than  formerly.  As  far  as  this 
alone  is  concerned,  the  greater  the  power 
in  proportion  to  the  size  of  the  machine, 
the  less  will  be  the  user's  difficulties  under 
stress  of  heavy  road  conditions.  Yet,  on 
the  other  hand,  the  increasing  of  the  power 
involves  an  increase  in  the  size  and  weight 
of  the  motor  and  of  the  entire  machine, 
which  introduces  other  considerations, 
many  of  which  are  distinctly  unfavorable 
to  the  continued  increase  of  power  beyond 
a   certain   point.  Multi-cylinder   construc- 


tion has  in  addition  to  its  many  advantages, 
the  drawback  of  greater  complication  which 
militates  largely  against  it.  And  the  whole 
question  of  increased  horsepower,  whether 
from  one  or  four  cylinders,  involves  an 
increase  in  weight  which  establishes  a  move 
away  from  the  keynote  of  the  motorcycle's 
popularity,  past  and  future,  that  is  to  say, 
its  lightness  and  handiness. 

The  cutting  down  of  the  weight  of  the 
machine  with  the  same  end  in  view,  cannot 
be  regarded  with  complacency  by  the  ex- 
perienced cyclist.  "Motor  assisted"  bicycles 
and  the  like  are  fine  in  fancy,  but  under  the 
rigorous  conditions  of  American  traffic 
upon  American  roads,  they  are  not  a  pleas- 
ant subject  even  for  the  most  sane  experi- 
mentation, to  say  nothing  of  casual  use  by 
the  not  over-cautious,  every-day  man. 
Hence,  since  it  appears  that  neither  of  these 
suggested  expedients  will  prove  of  good 
avail  in  the  long  run,  as  applied  to  machines 
in  general  and  well  within  the  limits  of  the 
good  practice  of  the  day  in  other  respects, 
the  other  alternative  must  be  turned  to  un- 
less an  unpleasantly  radical  alteration  in 
design  is  to  be  contemplated. 

With  the  automobile,  the  use  of  the 
change-speed  gear  has  from  the  very  be- 
ginning, seemed  an  absolute  necessity.  It 
has  been  cast  out  from  the  plant  of  the 
motor  bicycle  maker,  largely  because  of  its 
unavoidable  increase  in  the  number  of  parts 
and  slight  increase  in  weight  on  the  mount, 
rather  than  because  of  any  inherent  weak- 
ness or  because  it  is  in  any  way  difficult  of 
adaptation.  On  the  contrary,  it  could  be 
applied,  and  is,  on  many  foreign  machines, 
with  as  great  facility  as  marks  its  adapta- 
tion to  the  pedal  machine.  Moreover,  be- 
sides furnishing  a  means  of  relieving  the 
work  of  the  engine  on  hills  and  rough 
ground,  it  enables  the  rider  to  travel  at  re- 
duced speed  whenever  it  is  desirable,  with- 
out having  to  cut  down  the  gas,  or  other- 
wise reduce  the  activity  of  the  motor  and 
thus  deprive  it  of  its  efficiency  for  the  time 
being. 

Of  course,  for  general  work,  there  is  no 
need  of  employing  more  than  two  speeds, 
and  that  being  the  case,  the  mechanism  can 
be  of  the  simplest  possible  description, 
mounted  conveniently  either  at  the  motor 
or  in  the  rear  hub,  where  it  will  take  but 
little  room,  and  will  not  interfer;  with  the 
action  of  the  mount  on  the  road  in  any  pos- 
sible manner.  The  two-speed  gear  is  fre- 
quently advocated  as  a  matter  of  conveni- 
ence, to  the  rider.  But  where  this  fails, 
the  argument  that  it  effects  a  saving  for 
the  motor,  insuring  for  it  less  arduous  ser- 
vice under  adverse  conditions,  thereby  pro- 
longing its  life  and  increasing  its  service- 
ability to  the  user,  should  come  in  for  more 
serious  treatment.  \ 


It  is  said  that  accumulations  in  the  fine 
passages  of  acetylene  burners  may  be 
cleansed  by  dipping  them  in  liquor  potasse 
to  loosen  the  particles,  and  then  rinsing 
them  with  gasolene. 


732  THE  BICYCLING  WORLD 


A  Demonstration  of  Our  Claims  of  Durability 

of  the  National 


A  few  days  ago  we  received  from  one  of  our  old  customers  a  National,  which  he  had  sold  in  1896,  and  which 
had  been  in  continuous  service  ever  since. 

He  sent  it  to  us  as  a  sample  of  National  durability. 

After  it  had  been  ridden  over  17,000  miles,  its  owner  decided  to  try   for   the   300   and   400    mile   records,    and 
succeeded  in  breaking  both  of  them. 

This  bicycle  has  been  ridden  over  50,000  miles  and  contains  the  bearings  which  were  sent  out  in  it  originally. 

The  cups  and   cones  to-day  are  as  bright  and  free  from  blemish  as  when  new. 
It's  good  for  another  50,000  miles,  but  we  will  keep  it  as  tangible  evidence  of  results  from  using  good  materials. 

There  are  thousands  of  Nationals  just  like  this  one. 

Nationals  to-day  are  made  from  the  same  quality  of  materials. 
We  have  always  been  believers  in  good  bicycles,  and  as  every  machine  we  make  carries  our  trade  mark,  we  cannot 
afford   to   cheapen   their   construction. 

A.re     "VOU     f^idlng:     or      {Selling     ti     I3ic>'ole     of     tine     {Sort  ^ 


NATIONAL  CYCLE  MANUFACTURING   COMPANY 

BAY   CITY,  niCH.,   U.   5.  A. 


Comfort 
Resiliency 

and  45  per  cent.  Saving  in  Tire  flaintenance  oHheetef  reuable 

Fisk  Bicycle  or  Motorcycle  Tires 

Like  all  Fisk  products,  they  have  a  Quality  and  a  Construction  that  is 
exclusive — real  merit — through  and  through — that  makes  their  distinct  su- 
periority apparent. 

WILL  OUT-LAST  TWO  OR  THREE  OF  OTHER  MAKES 


THE    FISK   RUBBER  CO.,  Chicopee    Falls,   Mass. 


THE  BICYCLING  WORLD 


733 


:THE 


iicVOLiM; 


Founded 

-1877- 


MOTORCYCLE  REVIEW 

Published   Every  Saturday  by 

THE  BICYCLING  WORLD  COMPANY 

154  Nassau  Street, 
NEW  YORK,  N.  Y. 


TELEPHONE,  2652  JOHN. 


Subscription,    Per    Annum    (Postage  Paid)   $2.00 

Single    Copies    (Postage  Paid)      ...     10  Cents 

Foreign    Subscription $3.00 

Invariably    in    Advance. 

Postage  Stamps  will  be  accepted  in  payment  for 
subscriptions,  but  not  tor  advertisements.  Checks, 
Drafts  and  Money  Orders  should  be  made  payable  to 
THE  BICYCLING  WORLD  COMPANY. 


iSntered  as  second-class  matter  at  the  New  York 
N.   Y.,   Post  Office,   September,   190O. 


General  Agents:  The  American  News  Co.,  New 
York   City,   and  its  branches. 

a^Change  of  advertisements  is  not  guaranteed 
unless  copy  therefor  is  in  hand  on  MONDAY  pre- 
ceding  the   date   of  publication. 

45^Members  of  the  trade  are  invited  and  are  at 
all  times  welcome  to  make  our  office  their  head- 
quarters while  in  New  York;  our  facilities  and 
information  will  be  at  their  command. 


To   Facilitate   Matters  Our  Patrons  Should 
Address  us  at  P.  O.  Box  649. 

New  York,  Septemher  22,  1906. 


"We  cannot  say  too  much  for  the  effi- 
ciency of  our  few  lines  of  advertising  in 
the  Bicycling  World's  "For  Sale"  column. 
For  proof:  yesterday's  mail  brought  us 
seven  inquiries,  as  follows:  New  York  City, 
2;  Chicago,  1;  Guthrie,  Okla.,  1;  Pine  Blufif, 
Ark.,  1;  Pemberton,  Ohio,  1;  Wolcott,  N. 
Y.,  1.  Through  our  follow-up  system  we 
hope  to  be  able  to  turn  some  of  these  to 
good  account." — Tiger  Cycle  Works  Co., 
New  York  City. 


The  Lubrication  of  Motorcycles. 

If  it  has  not  already  occurred  to  them 
and  if  efforts  are  not  already  making  in 
that  direction,  there  is  one  improvement 
that  should  claim  the  earnest  attention  of 
motorcycle  manufacturers,  i.  e.:  the  better- 
ment of  the  means  of  lubricating  the  motor; 
not  that  the  systems  in  vogue  do  not  fulfill 
their  mission,  but  that,  with  a  very  few  ex- 
ceptions, the  fulfilment  entails  undesirable 
delay  and  inconvenience. 

Generally  speaking,  the  present  means 
of  lubrication  require  either  that  the  rider 
dismount  or,  if  he  would  avoid  a  dismount, 
that  he  resort  to  guess  work  and  acrobatic 
performance  to  get  a  charge  of  oil  into 
his  engine.  Guesswork  lubrication  invites 
injury    to    the    engine    and    dismounting    is 


frequently  an  aggravation.  For  if  there  is 
anything  more  unpleasant  or  more  aggra- 
vating than  to  be  compelled  to  drop  behind 
one's  companions  or  to  request  them  to 
slow  up  or  to  stop  while  the  lubricating  is 
being  done,  it  is  difficult  to  imagine  what 
it  is.  It  is  a  practice  that  has  a  bad  effect 
on  the  public  mind,  too.  -  The  remark,  "I 
often  see  them  tinkering  with  their  ma- 
chines at  the  side  of  the  road,"  is  not  un- 
common. And  in  very  many  of  such  in- 
stances, the  "tinkering"  consists  of  nothing 
worse  than  waiting  for  an  oil  cup  to  fill 
or  for  the  oil  to  run  into  the  motor.  The 
great  green  public  is  not  wise  to  the  fact 
and  its  wrong  conclusion  and  the  bad  im- 
pression created  is  not  to  be  wondered  at. 
There  is  every  reason,  therefore,  why 
motorcycle  manufacturers  should  apply 
themselves  to  the  improving  of  their  ma- 
chines in  this  respect.  "Oiled  from  the 
saddle,"  can  be  made  an  appealing  talking 
point  and  it  is  one  that  every  man  who 
ever  rode  a  motorcycle  will  appreciate.  It 
should  be  a  feature  of  all  machines  and  is. 
one  toward  which  inventive  ingenuity 
should  be  turned.  If,  with  the  "oiling  from 
the  saddle,"  sight  feed  can  be  arranged,  it 
will  serve  other  interests  and  a'void  guess- 
work and  to  the  convenience  find  alsoJ^ 
the  peace  of  mind  of  the  careful  rider.        '^5^^ 


Little  Things   That   Help   Sales... 

While  it  is  relatively  true  that  there  ate 
as  many  different  classes  of  salesmen  and 
dealers  as  there  are  varieties  of  wares  to  be 
bartered  in  the  marts  of  the  world,  it  also 
is  true  that  there  is  a  much  smaller  per- 
centage of  really  successful  merchants,  than 
of  merchantable  goods.  For  the  true  mer- 
chant must  first  of  all  be  possessed  of  the 
inborn  faculty  of  the  salesman,  be  he  clerk 
or  proprietor,  and,  as  a  matter  of  fact,  suc- 
cess of  the  highest  and  best  order  awaits 
him  only  who  not  simply  gets  rid  of  the 
goods,  but  so  befriends  his  customers  as 
to  enroll  them  among  his  staunchest  allies 
and  personal  friends. 

There  are  many  ways  in  which  this  fac- 
ulty manifests  itself  aside  from  the  display 
of  courtesy  and  suavity,  which  is  a  rudi- 
ment of  the  art.  And  perhaps  the  best  de- 
velopment of  it  is  in  that  wonderful  ability 
to  gauge  the  purchaser  and  treat  him  in  a 
way  best  suited  to  his  tastes  according  to 
the  indications  of  an  instant's  expenditure 
of'character  reading.  Few  salesmen  have  this 
faculty,  fewer  still  know  how  to  apply  it 
to  the  best  possible  advantage.     Yet  when 


it  is  found  in  its  highest  form,  is  found  a 
good  merchant,  either  behind  the  counter, 
on  the  road  or  in  the  counting  room. 

But  in  addition  to  according  him  the  re- 
ception best  calculated  to  reach  his  heart, 
the  successful  salesman  must  understand 
the  customer's  needs,  assume  his  point  of 
view,  and  from  that  starting  point,  develop 
his  trade  as  though  he  were  the  agent  of 
the  customer  quite  as  much  as  the  agent 
of  the  house.  And  here  is  the  rock  upon 
which  many  otherwise  fit  and  able  men, 
stumble  and  fall.  Their  attitude  is  too 
much  that  of  the  showman,  the  mere  ex- 
hibitor of  curiosities,  or  else  too  acute  and 
eager.  The  buyer  is  led  to  feel  a  certain 
distrust  in  the  deal,  which  cannot  wholly 
be  dispelled  even  if  he  is  thoroughly  well 
acquainted  with  the  goods  and  has  perfect 
confidence  in  the  house.  The  salesman 
must  actually  feel  an  interest,  unfeigned 
and  genuine,  in  the  wants  of  the  other  for 
the  time  being,  must  strive  to  please  him 
in  every  possible  way,  and  having  accom- 
odated him  to  the  limit  of  his  powers  in 
the  simple  line  of  trade,  must  go  further 
and  anticipate  his  degree  of  satisfaction  in 
applying  the  purchase  to  his  work  or  play. 

Thus,  a  word  of  caution  as  to  the  pos- 
sible evil  results  of  this  or  that  practice 
which  might  naturally  follow  the  sale,  often 
<,Qroves  ^,of  Vthe  greatest  benefit  all  around, 
tMrh  in  establishing  the  confidence  of  the 
buyer  in  the  house  aiid  the  salesman,  and 
in  tending  to  furnish  him  with  the  best  pos- 
sible service  out  of  the  article  he  has 
bought.  If  it  be  a  tire,  tell  him  not  to 
twist  it  in  applying  it,  or  not  to  pinch  the 
inner  tube.  Give  him  a  hint  as  to  methods 
of  repair,  or  show  him  a  kink  or  two  as  to 
good  use  on  the  road,  or  winter  storage. 
If  it  be  a  lamp,  tell  him  how  to  keep  it 
clean,  and  how  to  get  the  best  service  out 
of  it.  Tell  him,  if  possible,  something  he 
does  not  already  know — and  there  comes 
the  value  of  the  ability  to  read  character 
at  a  glance — but  whatever  it  be,  make  him 
feel  that  it  is  the  advice  of  a  disintrested 
but  well-informed  friend,  and  he  will  be 
sure  to  come  again.  And  then,  even  if  he 
only  comes  for  more  good  advice,  as  fre- 
quently happens,  a  hold  on  him  will  have 
been  secured  better  even  and  more  lasting 
than  that  of  the  bargain  counter  or  the  dis- 
count fiend. 

Treatment  of  the  sort  is  in  the  nature  of 
earning  good  will  and  no  man  in  any  line 
of  business  can  earn  too  much  of  it  since 
good  will  leads  to  profit. 


734 


THE  BICYCLING  WORLD 


CONCERNING  CHANGEABLE  GEARS 


Sturmey  Dips  into  the  Subject  and  Offers 
Opinions — The  Proper  Ratios. 


With  the  growing  favoritism  of  the  two- 
speed  gear  in  this  country,  is  coming  to  the 
front  a  secondary  consideration  as  to  the 
method  of  choosing  ratios,  and  the  manner 
in  which  they  shall  be  arranged,  that  is  to 
say,  whether  the  higher  gear  fixed  upon 
shall  be  the  one  to  which  the  rider  has  been 
accustomed,  or  one  giving  a  greater  reduc- 
tion, and  vice  versa.  Tlie  question  is  so 
new  here,  that  a  bit  of  wisdom  from  across 
the  pond,  where  two  and  even  three-speed 
change  gears  are  entertained  in  high  es- 
teem, should  prove  of  value  to  the  bicycle 
rider  about  to  adopt  a  variable  gear.  On 
this  subject,  Henry  Sturmey,  the  veteran 
cyclist  and  writer,  has  expressed  himself 
quite  at  length,  covering  the  ground  very 
fully.  In  this  quotation,  he  confines  him- 
self solely  to  discussing  whether  the  alter- 
nate gear  should  be  above  or  below  the  nor- 
mal, and  showing  why  opinions  differ  on 
this  point. 

"Some  men,  particularly  those  who  are 
always  athletically  tit,  say  that  they  can 
climb  any  hill  they  come  across  with  their 
single  gear,  therefore  they  have  no  need 
for  a  low  or  hill-climbing  gear,"  he  says. 
"With  such  I  will  not  argue.  I  have  been 
there  myself,  and  I  know  that  when  one  is 
fit  It  is  rather  a  joy  than  otherwise  to  try 
and  surmount  a  hill  by  sheer  muscular  ef- 
fort, however  stiff  the  gradient  may  be. 
But  the  value  of  a  speed  variation  to  such 
individuals  lies  not  in  the  rendering  of 
hill-clinibing  easier,  but  in  the  lighter  work 
of  speed  travel,  and  the  higher  speed-rate 
attainable  under  favorable  conditions.  I  do 
not  fancy  you  see  many  men  pace  follow-, 
ing  on  the  track  with  a  70-inch  gear,  yet 
there  are  times  and  places  where  the  con- 
ditions in  road  riding  are  almost  as  favor- 
able for  speed  work  as  riding  behind  a  pac- 
ing instrument  on  the  path.  I  refer  more 
particularly  to  those  times  when  you  have 
a  howling  gale  behind  you,  on  a  long, 
straight,  smooth  road,  falling  steadily  for  a 
mile  or  two.  The  speed  rider  would  think 
no  more  of  free-wheeling  down  such  a  slope 
as  I  have  inaicated,  or  of  putting  in  fre- 
quent spells  of  intermittent  free-wheel 
work  on  the  level,  than  he  woiild  think  of 
flying — and  then  he  finds  that,  although  he 
is  putting  his  feet  around  as  fast  as  he  can 
do  it,  the  work  is  surprisingly  easy,  and  if 
he  could  get  his  legs  round  faster  he  would. 
This  is  where  the  speed  multiplying  gear 
is  a  wonderful  help  and  a  great  enjoyment 
when  conditions  are  favorable.  I  have  fre- 
quently heard  it  urged  that  the  cyclist  has 
no  need  for  a  multiplying  gear  because, 
when  the  work  is  easy,  as  in  going  down 
hill,  he  free-wheels.  But  this  is  a  mistake. 
It  is  true  he  does  free-wheel  if  it  is  a  real 
hill  he  is  going  down,  that  is  if  the  gradient 
is  steep  enough  for  him  to  keep  up  at  least 


the  pace  he  has  been  traveling  at  on  the 
level,  but  generally  he  likes  to  go  faster, 
and  then  the  rapid  pedalling  becomes  irk- 
some. There  are  lots  of  other  conditions, 
too,  as  when  the  down  grade  is  but  slight 
and  with  the  wind  behind  and  the  road 
good,  when  he  would  travel  much  -faster 
than  he  does,  but  for  the  exertion  of  get- 
ting his  feet  round,  if  he  attempts  it, 
it  quickly  'blows'  him,  unless  his  lungs  are 
accustomed  to  it.  Here  the  big  gear  comes 
in.  Who  that  has  ever  tried  a  really  ligh 
gear — say  an  86-inch  or  90-inch  gear  v/ith 
a  7-inch  crank — but  has  not  been  delighted 
with  it  for  the  first  few  miles,  or  until  the 
rising  gradient  or  adverse  conditions  have 
shown  him  the  hard  work  it  then  takes  to 
drive  it?  All  these  points  are  in  favor  of 
the  gearing  up  device,  and  where  this  de- 
vice is  adopted  I  think  it  will  usually  be 
found  that  it  will  be  best  to  gear  the  ma- 
chine on  the  normal  to  the  same  gearing 
as  the  rider  is  accustomed  to  use  with  his 
single  gear. 

"But  the  majority  of  gears  on  the  market 
give  a  normal  top  and  a  speed  reduction 
and  are  what  may  be  more  particularly  de- 
scribed as  'hill-climbing'  gears.  They  are 
for  use  when  the  exertion  of  climbing  a 
hill  becomes  excessive,  or  irksome  to  the 
rider.  And  I  think  this  class  of  gear  will 
be  the  one  which  will  appeal  to  the  great 
majority  of  cyclists,  because  we  must  ad- 
mit that  the  number  of  riders  who  are  ath- 
letically fit  is  less  than  that  of  those  who 
are  not.  It  is  to  the  man  or  woman  who 
cycles  spasmodically,  or  who  cycles  regu- 
larly for  pure  enjoyment  of  scenery  and 
surroundings  and  fresh  air,  rather  than  for 
strong  exercise,  that  the  two-speed  hill- 
climbing  gear  appeals.  Let  anyone  keep 
his  eyes  open  on  a  cycle-frequented  road, 
and  at  every  little  rise  he  comes  to  he  will 
find,  if  there  are  many  cyclists  about,  one 
or  more  walking  up  it,  and  the  steeper  the 
hill  encountered  the  less  will  be  the  propor- 
tion of  those  who  keep  in  the  saddle  to  the 
top.  This  will  show  what  a  large  propor- 
tion of  riders  object  to  exerting  themselves 
sufficiently  to  tug  their  way  to  the  top, 
and  prefer  to  walk.  They  do  not  walk  the 
hill  because  they  prefer  walking,  but  be- 
cause the  exertion  of  riding  it  is  greater 
than  they  are  capable  of.  Now  here  the 
low  gear  comes  in.  If  used  properly,  and 
brought  into  operation  only  when  the  work 
begins  to  pall  upon  the  rider,  and  he  or  she 
would  otherwise  dismount,  it  will  be  found 
that — keeping  the  same  rate  of  pedalling 
and  the  same  amount  of  force  in  the  thrust 
— the  gradient  can  be  surmounted  without 
distress,  and  of  course  at  a  much  faster 
rate,  and  with  less  actual  exertion  than  had 
the  rider  walked.  To  such  therefore  whose 
chief  desire  is  ease  of  travel  under  all  con- 
ditions, the  speed-reducing  gear  will  doubt- 
less appeal,  and  in  practice  it  will  be  found 
that  for  those  who  are  not  accustomed  to 
walking  little  hills,  the  most  advantageous 
way  of  gearing  will  be  to  adopt  a  normal 
gear   which   is   somewhat   higher   than   the 


fixed  gear  they  have  previously  used,  that 
is  to  say,  to  get  the  two  gears  about  equally 
above  and  below  the  fixed  gear  to  which 
one  has  been  accustomed.  This  I  take  it 
will  appeal  to  the  largest  number,  for  it 
gives  them  easier  running  under  favorable 
conditions  and  easier  riding  under  unfavor- 
able conditions,  but  to  those  weaker  mem- 
bers of  the  craft  who  are  'always  tired'  and 
who  walk  at  the  slightest  provocation,  I 
would  say  that  their  needs  will  be  better 
served  by  gearing  the  normal  to  the  same 
as  they  use  with  a  fixed  gearing,  so  as  to 
get  a  lower  gear,  and  consequently  easier 
work,   when   hills   have  to  be   encountered. 

"On  the  subject  which  has  been  consid- 
erably discussed  before  now,  viz.,  the  pro- 
portion of  the  ratios,  that  is  to  say,  as  to 
whether  the  speed  reduction  or  multiplica- 
tion should  be  10  per  cent.,  or  15  per  cent., 
or  25  per  cent.,  or  30  per  cent.,  or  even 
higher,  I  have  only  to  say  this:  that  a  two- 
speed  gear  which  will  give  but  10  per  cent, 
or  15  per  cent,  difference  in  speed  ratio, 
gives  so  little  real  benefit  to  the  rider  that 
it  is  not  worth  carrying." 


To  Make  the  Motor  Start  Easily. 

This  is  the  time  of  the  year  when  the 
new  motorcyclist  "pedals  his  head  off"  in 
attempting  to  start  his  machine  while  the 
wise  one  never  sallies  forth  without  a  small 
squirt  can  full  of  kerosene  in  his  pocket 
or  in  the  tool  bag.  With  the  advent  of  the 
first  touch  of  cold  weather  the  lubricating 
oil  stiffens  up  and  makes  starting  a  stren- 
uous job  by  the  ordinary  method,  but  things 
are  rendered  easy  if  a  little  kerosene  is  in- 
jected into  the  cylinder  through  the  spark 
plug  opening.  The  kerosene  loosens  the 
"gummed"  oil  in  no  time  at  all  and  when 
that  fluid  is  not  available,  gasolene,  al- 
though less  desirable  for  the  purpose,  will 
serve  the  purpose  as  efficiently  and  as 
quickly. 


Pope  Postpones  New  Motorcycle. 

Although  the  Pope  Mfg.  Co.  had  decided 
to  prosecute  work  on  its  new  model  motor 
bicycle,  the  decision  has  been  altered  and 
the  new  machine  will  not  be  marketed  dur- 
ing 1907.  It  was  discovered  that  the  Pope 
plants  would  be  so  rushed  in  all  depart- 
ments that  the  motorcycle  could  not  be 
given  the  attention  and  "swing"  it  merits. 


"Stitch"    that    Saves    Tires. 

If  a  tire  begins  to  bulge  where  the  can- 
vass is  weakened,  the  stitch  in  time  which 
is  "threaded"  by  applying  a  "gaiter"  or 
winding  it  with  a  few  turns  of  tape  to  pre- 
vent its  extending,  will  save  not  simply  the 
proverbial  nine,  but  frequently  the  entire 
cost  of  a  new  shoe. 


No  matter  how  much  mud  there  may  be 
on  the  outside  of  a  motor,  it  will  run  unin- 
terruptedly so  long  as  it  is  clean  internally, 
which  aptly  recalls  the  biblical  quotation 
about  the  cup  and  the  platter. 


THE  BICYCLING  WORLD 


735 


MORTON  A  THREE-PLY  CHAMPION 


Takes   Three   of  the  Four  Titles  at   Can- 
adian Meet — One  Bad  Spill. 


Before  a  great  array  of  cycling  enthus- 
iasts the  Canadian  Wheelmen's  Association 
Dominion  championships  were  run  off  at 
the  Toronto  exhibition  grounds  on  Satur- 
day afternoon,  9th  inst.  "Doc"  Morton, 
the  old  war  horse  of  the  Queen  City  Bicycle 
Club,  more  than  sustained  his  reputation, 
which  dates  back  so  many  seasons  that  it 
has  become  a  matter  of  history,  by  winning 
successively  the  half-mile,  one  mile  and 
five  mile  Dominion  championships  and 
crowding  T.  B.  Mitchell  and  H.  L.  Young 
so  closely  at  the  finish  of  the  two  mile 
handicap  that  not  more  than  an  eyelash 
separated  the  trio. 

The  Toronto  boys  showed  up  in  a  style 
that  practically  shut  out  all  outsiders  for 
places  at  all,  although  one  new  star  came 
into  prominence,  in  the  person  of  D.  Eizer- 
man,  from  Mitchell,  of  the  Stratford  B.  C. 
He  captured  the  gilded  trophies  for  the 
one  mile  novice  and  the  one-half  mile  1:25 
class,  while  the  names  of  T.  Thompson,  of 
Hamilton,  W.  J.  Armstrong,  of  Iroquois, 
F.  R.  McCarthy,  of  Stratford,  W.  Clark, 
of  Hamilton,  and  H.  Skerrett,  of  Hamil- 
ton, appear  among  the  winners  of  second 
and  third  places  in  numerous  heats. 

In  the  beginning  of  the  first  heat  for 
the  half-mile  Dominion  championship  the 
spectators  experienced  a  thrill  when  four 
men  came  together  as  they  were  rounding 
the  northwest  corner.  The  accident  was 
due  to  W.  Andrews,  of  Toronto,  crowding 
H.  L.  Young  into  the  fence,  the  latter  fall- 
ing and  bringing  down  the  bunch  with  him. 
All  four  were  allowed  to  enter  the  second 
heat. 

The  one-mile  championship  final  was  ex- 
citing. The  twelve  sprinters  clung  to  each 
other  tenaciously,  and  both  laps  were  a 
struggle  until  the  riders  entered  the  home 
stretch,  where  four  men  simultaneously 
moved  up  to  the  lead,  with  a  fifth  driving 
the  nose  of  his  wheel  between  the  two 
pole  men.  The  fifth  was  "Doc"  Morton,  and 
he  won  the  race  in  the  last  25  yards  by  a 
sprint  that  fairly  lifted  his  machine  off  the 
ground.  He  certainly  made  a  hit  with  the 
spectators,  who  applauded  him  in  great 
style.     The  summaries: 

Quarter-mile  championship — First  heat 
won  by  S.  Young,  Toronto;  second,  W. 
Anderson,  Toronto;  third,  F.  R.  McCarthy, 
Stratford.  Time,  0:34.  Second  heat  won 
by  W.  Andrews,  Toronto;  second,  W.  J. 
Armstrong,  Iroquois;  third,  H.  McDonald, 
Toronto.  Time,  0:35.  Final  heat  won  by 
Andrews;  second.  Young;  third,  McDonald. 
Time,  0:33. 

One  mile  novice — First  heat  won  by  W. 
Rogers;  second,  C.  W.  Nashby;  third,  E. 
Ball.  Time,  2:27.  Second  heat  won  by  D. 
Erxman;  second,  T.  Thompson;  third,  G. 
Young.     Time,   2:27.     Final   heat   won   by 


D.  Erzman;  second,  Rogers;  third,  Sker- 
rett.    Time,  2:39^. 

Half-mile  championship — First  heat  won 
by  W.  Andrews,  Toronto;  second,  S. 
Young;  third,  H.  McDonald.  Time,  1:20. 
Second  heat  won  by  W.  Morton,  Toronto; 
second,  W.  Anderson;  third,  W.  Clark. 
Time,  1:13.  Final  heat  won  by  W.  Morton; 
second,  Andrews;  third,  McDonald.  Time, 
1:13. 

One  mile  championship — Won  by  W. 
Morton;  second,  W.  Andrews;  third,  H. 
McDonald.     Time,  2;26j4. 

Half  mile,  1:25  class— Won  by  D.  Erz- 
man; second,  T.  Thompson;  third,  B.  T. 
Mitchell.     Time,  l:12i^. 

One  mile,  2:50  class— First  heat  won  by 
M.  L.  Woodley;  second,  D.  Erzman;  third, 
W.  Rogers.  Time,  2:29.  Second  heat  won 
by  B.  Mitchell;  second,  T.  Thompson;  third, 
H.  Skerrett.  Time,  2:40.  Final  heat  won 
by  Erzman;  second,  Mitchell;  third.  Wood- 
ley.    Time,  2:36. 

Five  mile  championship — Won  by  W. 
Morton;  second,  W.  Clark;  third,  S.  Young. 
Time,  13:53. 

Two  mile  handicap — Won  by  B.  Mitchell; 
second,  H.  L.  Young;  third,  W.  Morton; 
fourth,  H.  McDonald;  fifth,  W.  Andrews. 
Time,  4:42. 


SALT  LAKE  SAUCER  CLOSED 


Rain  Shortens  its  Most  Successful  Season- 
Twenty-four-Hour  Race  Declared  Off. 


Kramer  to  Try  Pace-Following. 

National  Champion  Frank  L.  Kramer,  of 
East  Orange,  N.  J.,  returned  from  a  short 
visit  to  his  old  home  in  Evansville,  Ind., 
to  where  he  went  after  leaving  Salt  Lake 
City,  and  he  was  one  of  the  interested  spec- 
tators at  the  Vailsburg  races  last  Sunday. 
Upon  being  told  that  profesional  sprint 
races  are  a  thing  of  the  past  at  Vailsburg, 
Kramer  said  he  would  take  up  pace-follow- 
ing and  he  is  booked  to  ride  an  exhibition 
at  the  track  to-morrow,  appearing  in  a  race 
the  following  week.  He  expressed  himself 
as  being  delighted  with  his  trip  to  Salt 
Lake  City,  returning  about  $2,100  richer. 
"No  better  nor  fairer  treatment  could  have 
been  expected,"  said  the  champion,  "than 
that  given  me  by  the  Mormon  bicycle  fans. 
They  treated  me  very  cordially  even  before 
the  match  between  Lawson  and  myself,  and 
after  tlie  thing  was  settled,  they  were  nicer 
than  ever.  If  Lawson  had  not  made  a  fool 
of  himself  and  thrown  up  the  sponge  in 
the  first  match  he  would  have  beaten  me 
three  straight.  I  had  not  become  accli- 
mated and  had  to  keep  chewing  gum  all  the 
time  to  keep  my  moutli  moist.  I  also  had 
trouble  in  breathing.  After  I  had  gotten 
used  to  the  altitude,  well — the  summary 
showed  the  result,"  he  concluded  with  a 
mile. 


Dan  Brandt,  riding  from  IS  yards,  won 
the  two  mile  bicycle  handicap  that  formed 
a  feature  of  the  annual  games  of  the  Brook- 
lyn Young  Men's  Christian  Association, 
held  at  Adelphi  Field,  that  city,  on  Satur- 
day last,  15th  inst.  W.  Storer,  from  40 
yards,  finished  second,  and  Thomas  Han- 
non,  scratch  man,  was  third.     Time,  6:00^. 


Salt  Lake  City,  Sept.  16. — The  gates  to 
the-  saucer  track  have  been  closed  for  the 
season.  The  rain  of  the  past  few  days 
has  made  it  quite  evident  that  the  evenings 
on  which  people  like  to  sit  out  in  the  open 
air  and  watch  riders  sprint  around  the 
wooden  bowl  are  at  an  end.  Convinced  of 
this  fact,  John  M.  Chapman,  the  track  man- 
ager, announced  last  night  that  the  twenty- 
four  hour  race  which  was  to  have  started 
last  Thursday,  but  was  postponed  until 
Monday  night,  would  not  be  held.  The  sea- 
son is  over.  Chapman  states,  and  no  one  is 
to  blame  but  Jupiter  Pluvius. 

The  season  just  concluded  will  go  down 
on  record  as  the  greatest  racing  year  in 
the  history  of  the  historic  saucer.  Great 
crowds  have  flocked  to  Salt  Palace  night 
after  night,  filling  the  seats,  overflowing 
into  the  arena  until  people  had  to  be  turned 
away  at  the  gates,  it  has  been  a  very  pros- 
perous one  for  the  management  and  to  John 
M.  Chapman  is  due  a  great  deal  of  credit 
for  the  manner  in  which  he  solved  tangled 
problems  that  arose. 

On  the  whole,  the  racing  season  has  been 
one  of  the  first  water  variety.  Almost  every 
meet  has  had  its  feature  and  it  is  doubtful 
if  at  any  place  in  the  world  there  was  during 
the  year  such  consistently  good  racing  or 
so  much  enthusiasm  shown  by  the  spec- 
tators. But  one  or  two  meets  have  been 
monotonous,  a  good  variety  of  events 
marking  each.  The  professional  handicap 
races  have  been  especially  interesting, 
doubly  so  where  Lawson  and  McFarland 
had  to  exert  themselves  to  the  limit  to  win. 
Since  the  track  opened  on  May  30th,  fifteen 
world's  records  have  been  wiped  from  the 
slate  and  new  figures  substituted  and  of 
these  seven  are  held  by  Iver  Lawson;  two 
by  A.  J.  Clarke,  the  Australian;  one  by 
W.  E.  Samuelson,  and  five  by  the  amateur. 
Jack  Hume. 


Atlanta  Wants  Motorcycle  Cops. 

If  the  efforts  of  the  police  commissioners 
of  Atlanta,  Ga.,  are  crowned  with  success, 
it  will  not  be  long  before  a  couple  of  motor 
bicycles  will  be  installed  in  the  service  of 
the  call  department  of  the  police  force  for 
the  use  of  the  men.  It  is  realized  that  for 
long  distance  "hurry  calls,"  the  officers  are 
at  a  great  disadvantage  owing  to  their 
weariness  on  reaching  the  point  of  call,  due 
to  their  exertions  in  getting  there.  Hence, 
it  is  argued,  were  they  enabled  to  travel 
with  greater  dispatch,  not  simply  would 
they  be  more  prompt  in  responding  to  de- 
mands, but  also  they  would  arri.ve  at  the 
scene  of  trouble  in  better  shape  to  grasp 
any  sort  of  contingency  and  handle  it  to 
advantage. 


736 


THE  BICYCLING  WORLD 


WHY? 


^T  Why  are  "Hudson"  bicycles  the  most  popular?  Is  it 
^-L^  because  they  are  equipped  with  D  &  J  hanger?  But 
why  are  the  D  &  J  hangers  so  popular?  They  have  never 
been  so  extensively  advertised  as  other  hangers  and  their  cost 
has  been  so  high  that  other  manufacturers  use  them  only  when 
compelled  to. 

^T  We  are  getting  out  a  book  entitled  "Why"  for  fifty  of  the 
^J^  best  answers  to  the  above.  We  will  send  copy  of  the  book 
entitled  "Why"  in  connection  with  a  souvenir  that  will  come  in 
handy. 

1907  Hudson  Bicycles 


WILL  LIST  AS  FOI 

.LOWS : 

Hodel  "A" 

$50.00 

Hodel    'B" 

40.00 

Hodel  "C" 

30.00 

THE  HUDSON  MANUFACTURING  CO. 

Hain  Office  and  Factory,  HUDSON,  HICH. 


WE  DISTRIBUTE  TO  AGENTS  FROM  THE  FOLLOWING  POINTS: 

New   York— NEW  YORK   SPORTING   GOODS  CO.,  17  Warren  St. 
Worcester,   Mass.— J.   W.    GRADY,    14   Austin  St. 
Atlanta,   Ga.— ALEXANDER-ELYEA  CO. 
San  Francisco,  Cal.— BAKER  &  HAMILTON. 
Denver,  Colo.— SCOTT  SUPPLY  &  TOOL  CO. 


THE  BICYCLING  WORLD 


737 


MITCHELL'S   BICYCLE  BOAT 


It  Floats,  as  the  Pictures  Prove — ^What  it  is 
Like  and  the   Inventor's  Ambitions. 


Inventors  may  come  arid  inventors  may 
go  but  an  idea  seems  to  live  on  forever. 
Regardless  of  how  many  have  given  the 
same  Heavenborn  flight  of  genius  tangible 
form  in  the  past,  only  to  realize  in  the  end 


most  as  long  as  the  navigator  remained  in 
the  saddle  and  their  progress  was  good, 
bad  or  indififerent,  according  to  the  skill  of 
their  creators  in  adapting  the  means  of  land 
locomotion  to  those  of  the  water. 

And  now  that,  the  motor  bicycle  has  made 
its  mark  and  became  an  established  fea- 
ture of  everyday  life,  the  bicycle  motor 
boat,  or  the  motor  bicycle  boat,  which- 
ever may  be  considered  preferable,  is  about 
to  make  its  appearance.     One  George  Mit- 


footlights.  As  yet,  however,  Mr.  Mitchell 
has  not  reached  the  motor  stage.  He  has 
built  a  bicycle  boat  of  the  conventional 
type  and  in  the  conventional  manner — of  an 
old  bicycle  frame,  and  the  accompanying 
illustrations  show  both  the  machine  and  its 
inventor,  in  and  out  of  the  former's  des- 
tined element.  Mitchell's  first  notable 
essay  in  pedalling  on  water  was  duly  de- 
scribed in  the  Bicycling  World. 

This  forerunner  of  the  motor  bicycle  boat 
measures  eight  feet  over  all  by  five  feet 
beam  and  as  the  three  wooden  pontoons 
on  which  it  floats  are  reversible  fore  and 
afters,  its  load  water  line  is  the  same  as  its 
over  all  length.  It  tips  the  scales  at  60 
pounds  and  the  bevel  gearing  arrangement 
shown  actuates  a  10-inch,  three  bladed  pro- 
peller whicli  constitutes  the  motive  power — 
or  rather  tlie  ultimate  end  of  the  latter's  ef- 
forts as  tlie  motive  power  is  really  the  rider 
himself.  The  remainder  of  its  specifications 
may  be  tp.ken  in  at  a  glance,  for  with  the 
exception  of  the  L-shaped  addition  to  the 
lower  strut  of  the  diamond  frame  which 
had  to  be  inserted,  owing  to  the  necessity 
for  lengthening  the  frame,  and  the  gas  pipe 
braces  aft,  it  is  a  bicycle  minus  its  wheels. 
Provision  is  also  made  for  a  small  leg  of 
mutton  sail,  the  mast  for  which  is  inserted 
in  a  tube  attached  to  the  head  of  the  frame. 

Tlie  present  machine,  like  most  inventor's 
models,  is  a  home-made  affair,  but  its 
power-driven  successor  is  to  be  much  larger 
and  specially  built  of  materials  selected  for 
the  purpose,  the  boats  being  of  aluminum. 
It    will    be    equipped   with    a    two    or    three 


that  it  was  far  from  embodying  the  fulfill- 
ment of  their  fond  dreams,  there  always  ap- 
pear to  be  others  who  are  willing  to  follow 
the  same  well-beaten  track  with  its  thorns 
and  rough  places,  that  leads  on  to  disap- 
pointment. 

Tlie  history  of  the  bicycle  boat  is  prac- 
tical coeval  with  that  of  the  safety  bicycle 
itself  and  probably  the  only  reason  why 
there  were  n6t  bicycle  boats  before  that 
day  is  because  the  old  ordinary  did  not 
lend  itself  more  readily  to  things  aquatic. 
Stored  away  in  the  government  archives  at 
the  Capital  there  are  many  issues  of  the 
Patent  Gazette  of  years  gone  by  that  bear 
mute  witness  to  the  one-time  activity  exer- 
cised by  inventive  genius  in  this  direction. 
These  weird  looking  creations  were  built 
from  the  frames  and  parts  of  discarded 
bicycles  designed  to  navigate  on  terra-firma, 
under  the  delusion  that  it  only  needed  the 
perfection  of  a  craft  of  this  type  to  make 
the  bicycle  boat  as  popular  as  its  land 
equivalent. 

They  were  tried  on  the  smooth  waters  of 
lakes  and  rivers  and,  of  course,  they  were  a 
success,  in  their  way.  Even  those  least  in 
sympathy  with  the  hopes  and  ambitions  of 
their  creators  did  not  expect  to  see  these 
"pedalling  ducks"  go  to  the  bottom — and 
they  did  not.  They  floated  right  side  upper- 


chell  is  its  sponsor,  lie  is  a  resident  of 
New  York  and  when  not  inventing  bicycle 
boats  he  manipulates  the  "bum  rocks"  and 
other  make  believes  that  go  to  make  up  the 
landscapes    and    drawing   rooms    behind    the 


horsepower  air-cooled  motor  of  the  type 
usually  employed  for  motor  bicycles.  This 
will  be  mounted  aft  of  the  rider's  seat  and 
will  probably  drive  the  propeller  by  chain 
and    sprockets,    proper    connections     being 


738 


THE  BICYCLING  WORLD 


made,  with  the  ci"anks  and  pedals  so  that 
the  engine  may  be  started  by  pedalling. 
Of  course,  it  will  be  equipped  with  a  much 
larger  propeller  and  its  speed  trials  at  the 
Sportsmen's  Exhibition  next  spring  where 
it  is  to  be  shown  should  add  something  to 
the  gayety  of  nations. 

All  that  aside,  however,  credit  is  cer- 
tainlj'  due  to  its  builder  for  his  achieve- 
ments in  navigating  his  novel  craft.  He 
first  essayed  a  trial  on  the  smooth  waters 
of  the  Harlem  above  138th  street,  but  that 
proved  tame  sport.  Most  of  his  predeces- 
sors in  the  same  line  have  done  likewise — 
their  bicycle  boats  having  been  tried  out  on 
the  peaceful  waters  of  inland  lakes  and 
ponds  and  have  been  considered  a  success 
without  anything  further.  But  this  inven- 
tive stage  carpenter  was  nothing  if  not 
daring,  and  he  undertook  no  less  a  feat  than 
the  navigation  of  his  frail  craft  down  the 
Hudson,  around  the  Battery,  up  the  East 
River  and  into  the  Harlem  through  the 
maze  of  water  traffic  to  be  found  on  those 
busiest  of  aquatic  lanes  of  commerce.  How 
he  fared  amidst  the  wash  of  passing  ferry- 
boats and  river  steamers  and  how  he  was 
compelled  to  abandon  the  trip  at  the  Bat- 
tery and  consent  to  be  rescued  by  the 
harbor  police  instead  of  drifting  out  to  sea 
through  the  failure  of  the  machinery,  has 
already  been  outlined  in  these  columns. 

Later  on.  he  essayed  an  even  more  dar- 
ing feat — that  of  reviewing  the  assembled 
United  States  Navy  in  Long  Island  Sound, 
in  company  with  President  Roosevelt,  on 
Labor  Day.  He  was  half  way  out  to  the 
Mayflower  riding  at  anchor  in  Oyster  Bay 
when  the  President's  launch  started  for  the 
same  goal,  but  the  weather  man  was  not 
favorable  and  let  loose  a  deluge  of  rain 
which,  coupled  with  the  choppy  sea  kicked 
up  by  the  brisk  wind  somewhat  discour- 
aged inventive  effort  and  he  made  for  the 
nearest  cover. 


T'WELVE   GET  PERFECT  SCORES 


First  Motorcycle  Endurance  Contest  in  the 
West  a  Success,  Despite  Police  Activity. 


Odd    Cause   of    Cyclist's   Arrest. 

The  evils  that  may  follow  from  depart- 
ing from  usual  courses  and  customs  abroad 
are  illustrated  in  a  storj-  in  the  Yorkshire 
(England)  Post.  A  Leeds  cyclist  had  a 
puncture  outside  Tadcaster,  and,  dismount- 
ing, was  accosted  by  a  policeman,  who  no- 
ticed that  the  cyclist  was  wearing  a  mili- 
tary cape.  As  it  happened,  the  wheelman 
had  been  a  v(jlunteer.  and  used  this  instead 
of  the  ordinary  cape.  But  the  officer  of 
the  law  would  have  none  of  this  story,  de- 
claring that  the  military  cloak  showed  the 
cyclist  to  be  a  deserter  from  the  garrison 
at  York.  So  he  marched  the  wayfarer  ofif 
to  jail,  where  he  had  to  wait  some  time 
before  a  superior  officer  could  be  brought. 
That  individual  looked  through  the  cyclist's 
credentials,  and  finally,  in  a  great  burst  of 
magnanimity,  remarked,  "Be  off  about  your 
business."  and  that  was  all  the  satisfaction 
he  got. 


"Motorcycles  and  How  to  Manage  Them." 
Price,  50  cents.  The  Bicycling  World  Co., 
154  Nassau  Street,  New  York  City.  *** 


Twelve  of  23  participants  earned  perfect 
scores  in  the  first  motorcycle  endurance 
■  contest  ever  run  in  the  West — that  con- 
ducted by  the  Chicago  Motorcycle  Club, 
under  F.  A.  'Si.  rules,  on  Saturday  and  Sun- 
day last,   ISth  and  16th  inst. 

The  "perfect  twelve"  and  their  mounts 
were  as  follows: 

G.  W.  Lyon.  Chicago.  Harley-Davidson; 
Ralph  Sporleder,  Wauwatosa,  Wis.,  Harley- 
Davidson;  Edward  Buffum,  Toledo,  Ohio,' 
Yale-California;  A.  B.  Coffman,  Toledo. 
Ohio.  Yale-California;  S.  J.  Chubbuck.  To- 
ledo, Ohio,  Yale-California;  M.  H.  Mills, 
Kenosha,  Wis.,  Armac;  J.  S.  Woodworth, 
Chicago,  Curtiss;  J.  A.  Turner,  Chicago, 
Landgraf;  A.  J.  McCullum,  Chicago,  Ar- 
mac; C.  W.  Van  Sickle,  Hammond.  Ind., 
Indian;  Charles  Blankenheim,  Whiting, 
Ind.,  Torpedo;  D.  D.  Morin,  Chicago, 
Merkel. 

A  cup  had  been  offered  for  the  best  score 
but  owing  to  the  tie.  medals  will  be  awarded 
to  the  successful  dozen. 

The  other  starters  were  as  follows:  A.  S. 
Thompson,  Maywood,  111.,  Rambler;  A.  B. 
Porter;  La  Salle,  III.,  Manson;  Walter  Senz, 
jMilwaukee,  Wis..  Merkel;  W.  Davidson. 
Milwaukee,  Wis.,  Harley-Davidson;  F. 
MacSchellinger,  Harvard.  111..  Yale;  R.  D. 
Buell,  Chicago,  Clement-Bayard;  G.  H. 
Lovell.  Chicago.  Landgraf;  W.  L.  Johnson, 
Chicago,  Orient;  E.  Landgraf.  Chicago. 
Landgraf;  Jay  E.  Starr.  Chicago,  Landgraf; 
A.  H.  Jennings,  Chicago,  Landgraf. 

The  men  were  sent  away  from  Chicago  at 
half-minute  intervals,  the  first  man  being 
given  the  word  at  exactly  six  o'clock  a.  m. 
All  save  the  Toledo  trio,  Buffum,  Chub- 
buch  and  Coffman,  were  new  to  the  game, 
which  fact,  however,  rather  added  to  the 
interest  of  it.  The  course  of  292  miles  fol- 
lowed .  a  rather  criss-cross  route  which 
doubled  on  itself,  but  it  proved  a  pleasant 
romp  for  the  three  Toledo  riders.  Their 
participation  in  the  three  strenuous  national 
endurance  contests  of  1904,  1905  and  1906 
had  made  them  seasoned  veterans  and  they 
demonstrated  that  even  in  such  contests 
experience  counts.  They  were  free  from 
flurry  and  anxiety  and  more  than  once  were 
seated  and  calmly  smoking  at  the  road- 
side with  time  to  spare  when  some  of  the 
novices  were  making  work  for  themselves. 
.The  onlj'  "bad  time"  they  experienced 
was  when  they  were  once  stopped  by  the 
police;  indeed,  the  activity  of  the  police 
was  a  feature  of  the  affair,  one  contender, 
G.  H.  Lovell,  being  "gathered  in"  at  Hum- 
boldt Park  for  overspeeding.  Others  escaped 
with  warnings.  Nineteen  of  the  contestants 
survived  the  first  day's  run  of  143  miles  from 
Chicago  via  Aurora,  Elgin  and  Garfield 
Park   to    VN'aukegan.    111.   and,   what    is    un- 


usual, the  twelve  .who  finished  the  contest 
with  perfect  scores,  were  the  only  ones  who 
reached  Waukegan  without  demerit.  Those 
who  arrived  at  Waukegan  with  penalties 
were  Porter,  Senz,  MacSchwellinger,  Buell, 
Johnson  and  Landraf.  Three  others  "died'' 
enroute,  viz.:  Thompson  and  Starr,  who  did 
not  reach  the  first  control  at  Aurora,  David- 
siui.  who  smashed  his  machine  in  endeavor- 
ing to  avoid  a  collision  with  a  coal  cart, 
and  Lovell,  who  was  nabbed  by  the  police. 

The  second  day's  route  from  Waukegan 
to  Milwaukee,  thence  back  to  Waukegan 
and  to  Chicago  entailed  some  travel  through 
deep  sand,  but  save  for  about  10  miles,  side- 
paths  helped  to  keep  perfect  the  scores  of 
the  skillful  dozen  although  it  brought  gri?f 
to  and  put  two  of  the  others  out  of  the 
running. 

The  scoring  was  based  on  a  schedule  of 
from  IS  to  12  miles  per  hour,  each  rider 
being  furnished  with  a  time  card  giving  his 
schedule;  IS  minutes  "leeway"  was  allowed 
at  each  control,  the  penalties  being  1  point 
per  minute  for  tardy  arrivals  and  2  points 
per  minute  for  "too  previous"  arrivals  at 
controls.  No  Repairs  or  replenishments 
were  permitted  within  the  controls. 

As  is  the  case  with  most  first  attempts, 
there  were  a  few  rough  spots,  but  as  a 
whole  the  contest  was  a  thundering  success 
which  will  do  much  to  add  to  motorcycle 
interest  in  the  West.  The  lion's  share  of 
the  credit  is  due  to  Dr.  S.  W.  Fahrney, 
president  of  the  Chicago  Motorcycle  Club 
and  chairman  of  the  contest  committee,  who 
not  only  supervised  the  starting  each  day, 
but  who,  with  L  R.  Hall,  secretary  of  the 
club  and  Western  vice-president  of  the 
F.  A.  M.,  went  over  the  course  and  kept 
an  eye  on  the  checking'  at  the  controls  and 
on  all   other   details. 


May  Build  Track  in   San  Jose. 

A  project  to  build  an  eight-lap  bicycle 
track  surrounding  a  skating  rink  similar  to 
the  one  which  has  proven  such  a  success  in 
Salt  Lake  City,  is  now  under  consideration 
by  San  Jose,  Cal.,  capitalists.  Plans  already 
have  been  drawn  by  architects  and  the 
whole  will  cost  in  the  neighborhood  of 
$9,000.  The  building  will  be  roofed  and 
bicycle  races  will  be  run  under  the  glare 
of  electric  lights.  Several  sites  have  al- 
ready been  examined  for  the  erection  of 
such  a  building.  The  intention  is  to  locate 
the  structure  as  near  the  center  of  the 
city   as    possible. 


Motorcyclists  at   Vanderbilt   Cup   Race. 

As  usual,  motorcyclists  will  play  a  part 
in  the  aft'airs  of  the  eliminating  trials  of 
the  Vanderbilt  cup  race  which  occurs  to- 
day on  Long  Island,  and  in  the  race  itself 
on  October  6th.  E.  W.  Carritt,  vice-presi- 
dent of  the  Brooklyn  Motorcycle  Club,  will 
have  charge  of  the  motorcycle  patrol  and 
telephone  service,  and  T.  K.  Hastings, 
Eastern  vice-president  of  the  F.  A.  M.,  of 
the  motorcycle  courier  service. 


THE  BICYCLING  WORLD 


759 


"SORE"    PROS    AT   VAILSBURG 


Try  Petty  Trick  to   Hurt  Attendance — But 
Big   Crowd  Sees  Spirited   Sport. 


In  an  easy  victory,  Charles  A.  Sherwood, 
the  crack  member  of  the  New  York  Ath- 
letic Club  bicycle  team,  last  Sunday,  16th 
inst.,  at  the  Vailsburg  track,  increased  his 
lead  in  the  national  amateur  championship 
five  points,  and  if  he  wins  one  more  first 
and  gets  placed  in  the  final  of  another,  the 
popular  young  New  Yorker  will  have  the 
title  in  front  of  his  name.  Sherwood  now 
leads  with  12  points,  while  the  runners  up 
are  George  Cameron,  New  York  A.  C,  with 
nine,  and  Watson  J.  Kluczk,  Roy  Wheel- 
men, with  five. 

The  weather  last  Sunday  was  just  cool 
enough  to  make  bicycle  racing  enjoyable 
and  a  crowd  of  over  5,000  spectators  turned 
out  to  applaud  their  favorites,  notwith- 
standing the  efforts  of  some  of  the  dis- 
gruntled professional  riders  who  were 
barred  from  the  grounds,  to  keep  them 
from  entering  the  gates.  The  management 
had  anticipated  trouble,  and  had  taken  time 
by  the  forelock  and  secured  the  services  of 
two  mounted  officers,  who  stationed  them- 
selves near  the  entrance.  The  Bicycling- 
World's  prediction  that  the  manager  would 
pay  back  the  professional  riders  in  their  own 
coin  for  causing  a  strike  the  previous  Sunday 
came  true,  and  there  were  no  professional 
sprint  races  on  the  program.  This  made 
several  of  the  riders,  including  Rupprecht 
and  the  Bedell  interests,  just  a  trifle  vexed, 
for  bicycle  riders  are,  as  a  rule,  somewhat 
averse  to  handling  the  front  end  of  a  street 
car,  pounding  bricks  or  singing  out  "beef 
and — fat!"  in  near  restaurants,  so  they  sta- 
tioned themselves  outside  the  gates  and 
announced  to  each  carload  of  passengers 
as  they  alighted:  "No  pro  races  to-day!" 
The  police  soon  chased  the  peace  disturbers 
away  from  the  grounds  and  later  from  the 
car  barns  below  where  they  attempted  to 
dissuade  people  from  attending  the  meet. 
The  disgruntled  riders  were  effectually 
squelched  and  if  their  admirers  once  had 
any  admiration  for  them  they  must  have 
lost  it  now. 

There  was  a  pro  race,  however,  but  it 
was  a  motorpaced  aft'air  between  between 
Elmer  J.  Collins,  the  undefeated  Lynn  ama- 
teur, and  James  F.  Moran,"  of  Boston,  who 
had  trounced  Pat  Logan  the  previous  Sun- 
day. By  one  of  those  perverse  freaks  of 
fate  Collins  was  technically  defeated,  but 
all  the  glory  of  the  race  belongs  to  him, 
for  he  undoubtedly,  figuratively  speaking, 
rode  the  legs  off  the  Bostonian.  Collins  is 
but  a  slip  of  a  lad  and  when  he  rode  on 
the  track  there  were  many  who  thought  his 
107  pounds  would  not  long  stand  the  on- 
slaughts of  chunky  Moran.  But  Collins  has 
defeated  every  pace  follower  of  note  in  this 
country  with  the  exceptions  of  Moran  and 
Walthour,  whom  he  had  not  yet  met,  and 
the  youngster  "delivered  the  goods." 


The  race  was  from  a  flying  start  and  the 
distance    twenty    miles.      Saunders    was    in 
front  for  Collins  and  Dennis  Connolly  rode 
the    motor    for    Moran.      At    the    getaway 
Moran  drew  the  lead  and  at  the  end  of  the 
first  lap  led  by  ten  yards,  which  he  held  for 
two    laps,    Collins    pulling   up    even    at    the 
first    mile.      The    Lynn    boy    then    went    in 
front  and  fought  Moran  to  a  standstill  for 
two  miles,  leading  at  the  third  by  30  yards. 
Moran   took   the   initiative   in   the   next   lap 
and    kept    only    a    short    distance    in    front 
until    one   lap   before   the    sixth    mile   when 
Collins    began    the    attack.      Although     he 
moved  up  alongside  and  even  pushed  a  half 
length  ahead,  he  was  unable  to  go  by  on  the 
banks   and   Moran   still   led   at   seven   miles. 
Two    laps    later    Collins    called    for    more 
speed   and   he  went  by  Moran  like   a   cata- 
pult, increasing  the  gap  between  them  with 
each   succeeding  lap.     Collins  kept  in  front 
for    seventeen    laps    when    Moran    suddenly 
developed    unexpected    strength    and    took 
up   the   running  for   a   slight   gain.      Collins 
kept  close  up  and  it  was  apparent  that  he 
was  resting  preparatory  to  making  a  grand 
go-by.      But   the   unexpected   happened   and 
Collins'  rear  tire  popped  at  17;/   miles  and 
while  he  was  changing  mounts   Moran  had 
moved  up  for  a  gain  of  a  lap  and  a  half. 
When  Collins   got  on  again  he   started  out 
to   break   records   and  his   determination  to 
win    drew    a    burst    of    applause    from    the 
grandstand  and  bleachers.     He  made  a  bril- 
liant effort  and  ar  the  nineteenth  mile  had 
Moran  gasping  for  breath  and  had  gained 
all  but  half  a  lap.     Then  the  way  the  Lynn 
boy  made  the  rickety  old  track  tremble  was 
pretty   to   behold.      At   the   bell    Moran   led 
by   about   80   yards    and   as    Moran    flashed 
over    the    tape    Collins    was    coming   like    a 
locomotive  down  the  stretch  only  45  yards 
away.      Collins   made   a  brilliant   effort   and 
had  they  gone   another   lap  he  would  have 
won  easily  as  Moran  was  plainly  "cooked." 
The  plucky  little  pace  follower  was  liberally 
cheered  for  his  ride. 

Quite  a  classy  bunch  of  aspirants  for 
championship  laurels  qualified  for  the  semi- 
finals of  the  one-third  mile  championship 
race.  They  were  Charles  A.  Sherwood  and 
George  Cameron,  New  York  A.  C;  Urban 
McDonald,  Tiger  Wheelmen,  Watson  Kluc- 
zek  and  James  Zanes,  Roy  Wheelmen; 
Charles  Mock,  Century  Road  Club  of  Amer- 
ica; Frank  Eifler,  of  the  Association  and 
Jacob  Magin,  National  Tutn  Verein  Wheel- 
men. Sherwood  and  Mock  easily  qualified 
in  the  first  and  Frank  Eifler  made  his  fam- 
ous runaway  in  the  second.  Kluczek  looked 
good  for  second,  but  George  Cameron  ap- 
parently rode  wide  on  the  stretch  and  got 
in.  Sherwood,  Mock,  Cameron  and  Frank 
Eifler  wanted  to  run  away,  but  Cameron 
made  his  bid  and  Mock  pulled  Sherwood 
around.  When  Cameron  saw  Sherwood 
pass  him  he  quit.  Mock  got  third  and 
Eifler  was  far  in  the  rear.  There  now  re- 
mains to  be  run  the  five,  quarter  and  one 
mile  championships  and  either  Cameron  or 
Kluczek  looks  good  for  the  five  with  Sher- 


wood possibly  getting  the  other  two.  Last 
Sunday  George  Cameron  appeared  on  the 
track  with  a  brand  new  Yale  bicycle,  hav- 
ing given  up  his  Reading  Standard.  Sher- 
wood also  rides  a  Yale,  Kluczek  rides 
a  Tribune,  Eifler  a  Reading  Standard  and 
Mock  a  Columbia. 

An  effort  is  being  made  to  have  the  man- 
agement run  off  the  middle  distance  ama- 
teur paced  championship  before  the  season 
closes  and  those  who  would  probably  ride 
for  the  title  are  McDonald,  Kluczek,  Cam- 
eron, Jacobs,  Tommy  Smith,  Eifler,  Kess- 
ler,  Magin  and  Ferrari.  It  would,  no  doubt, 
prove  an  interesting  struggle. 

The  five  mile  amateur  handicap  proved 
an  interesting  struggle  with  the  field 
bunched  at  two  miles  and  twenty-three 
riders  grouped  at  the  bell.  At  the  begin- 
ning of  the  last  lap  Kluczek  led  followed 
by  Mock,  Duester.  Frank  Eifler  and  Cam- 
eron. Sherwood  was  far  back  and  it  ap- 
peared almost  impossible  for  him  to  get 
to  the  front.  Kluczek  led  into  the  home- 
stretch but  McDonald,  who  had  been  as 
usual  doing  a  good  share  of  the  pace,  came 
up  strong  from  the  rear  and  assumed  the 
lead,  passing  Kluczek.  How  Sherwood  got 
through  is  one  of  those  unexplained  mys- 
teries, but  he  did,  and  moving  up  abreast 
of  McDonald  as  they  crossed  the  tape.  A 
blanket  finish  resulted,  Kluczek  leading 
Cameron  across  by  two  inches.  The  judges 
made  a  grave  mistake  and  said  Frank  Eifler 
got  third,  when  Eifler  was  a  length  behind 
Cameron.  Cameron  himself  said  Kluczek 
beat  him  by  two  inches  and  everybody  but 
the  judges  saw  it.  No  doubt  it  was  a  mis- 
take, but  the  mistake  robbed  Kluczek  of 
third  place,  which  he  certainly  deserved. 

Since  the  Bicycling  World's  exposure 
about  "ringing  in"  in  the  novice  races,  the 
management  has  held  up  the  medals  and 
last  Sunday  all  who  lined  up  for  this  race 
looked  the  part.  Hereafter  all  novice  win- 
ners will  have  to  show  their  birth  certifi- 
cate or  the  fly  leaf  from  the  family  Bible 
ere  they  can  collect.  It  is  hoped  that  the 
despicable  practice  may  be  rooted  out. 

One  of  the  interested  spectators  was 
National  Champion  Frank  L.  Kramer, 
lately  returned  from  Salt  Lake  City,  where 
he  trOunced  Iver  Lawson,  the  e,x-Great,  and 
corralled  $2,100.  Kramer  looked  a  trifle 
fat,  but  healthy,  and  was  introduced — al- 
though it  was  hardly  necessary — to  the 
spectators  and  he  received  a  rousing  ova- 
tion. Kramer  is  carded  to  ride  an  exhibi- 
tion to-morrow,  Sunday.  Following  are 
the  summaries  of  last  Sunday's  events: 

Half-mile  novice — Final  heat  won  by 
Joseph  Szedlak;  second,  Fred  Neuschaefer, 
N.  T.  V.  W.;  third,  G.  Lotsey,  Bay  V.  W. 
Time,  1:53. 

One-third  mile,  national  amateur  cham- 
pionship— First  heat  won  by  C.  A.  Sher- 
wood, N.  Y.  A.  C;  second,  Charles  Mock, 
C.  R.  C.  of  A.  Time,  0:47.  Second  heat 
won  by  Urban  McDonald,  Tiger  W. ;  sec- 
ond, Jacob  Magin,  N.  T.  V.  W.  Time,  0:45. 
Third  heat  won  by  James  Zanes,  Roy  W.; 


740 

second,  George  Cameron,  N.  Y.  A.  C.  Time, 
0:47y=,.  Fourth  heat  won  by  W.  J.  Kluczek, 
Roy  W.;  second,  F.  W.  Eifler,  C.  R.  C.  A. 
Time,  OAGys.  First  semi-final  heat  won  by 
Charles  Mock,  C.  R.  C.  of  A.;  second,  Chas. 
Sherwood,  N.  Y.  A.  C.  Time,  0:485^.  Sec- 
ond semi-final  heat  won  by  F.  W.  Eifler, 
C.  R.  C.  A.;  second,  George  Cameron,  N. 
Y.  A.  C.  Time,  0:49^.  Final  heat  won  by 
Charles  A.  Sherwood,  N.  Y.  A.  C;  second, 
George  Cameron,  N.  Y.  A.  C;  third,  Chas. 
Mock,  Century  Road  Club  of  America; 
fourth,  Frank  W.  Eifler,  Century  Road  Club 
Association.     Time,  0:51. 

Five-mile  handicap,  amateur — -Won  by 
Urban  McDonald,  Tiger  W.  (SO  yards); 
second,  Charles  A.  Sherwood,  New  York 
A.  C;  third,  F.  W.  Eifler,  C.  R.  C.  A.; 
fourth,  George  Cameron,  N.  Y.  A.  C. 
Time,   11:40?^. 

Twenty-mile   motorpaced   match,   profes- 
sional;   between    Elmer    J.    Collins,    Lynn, 
Mass.,  and  James  F.  Moran,  Boston: 
Mile.      Leader.  By  Yards.  Time. 


THE  BICYQ-ING  WORLD 

11.  Collins    5  0:2:00 

12.  Collins    20  0:1:57 

13.  Moran   5  0:1:50 

14.  Moran    IS  0:1:51 

15.  Moran     S  0:1:53 

16.  Moran    5  0:1:52 

17.  Moran    5  0:1:53 

18.  Moran    440  0:1:53 

19.  Moran   220  0:2:03 

20.  Moran   45  0:1:48 

Total  10:38:03 


1.  Moran   0 

2.  Collins 20 

3.  Collins    1 


4.    Collins 


40 


5.  Moran    3 

6.  Moran    10 

7.  Moran    15 

8.  Collins    2 

9.  Collins    50 

10.    Collins    10 


55 
54 
54 
56 
52 
52 
55 
54 
55 
56 


No  Tents  on  Wheel  About  Hub. 

It  transpires  that  cycle  camping  did  not 
form  a  feature  of  this  year's  "Wheel  About 
the  Hub,"  as  had  been  originally  planned. 
The  owner  of  the  field  at  Massapoag,  Mass., 
where  the  tents  were  to  have  been  pitched, 
asked  such  a  St.  Regis  price  for  the  privi- 
lege that  the  idea  was  abandoned.  While 
the  historic  event  was  as  enjoyable  as  ever, 
it  is,  sad  to  say,  being  so  generally  diluted 
with  automobiles,  that  there  is  danger  of  its 
cycling  flavor  being  lost.  There  were  nine 
motor  cars  in  the  party  and  as  usual,  M. 
M.  Belding  and  J.  S.  Obermyer,  both  for- 
mer chief  consuls  of  the  L.  A.  W.  in  New 
York,  occupied  one  of  them.  George  B. 
Woodward,  the  first  president  of  the  Bos- 
ton Bicycle  Club,  and  his  son,  Kenneth, 
were  in  another  of  the  four-wheelers.  This 
was  not  surprising,  however.     But  the  fact 


that  W.  B.  Everett  and  Abbott  Bassett,  the 
latter  the  secretary  of  the  L.  A.  W.,  were  in 
seats  instead  of  astride  saddles,  made  some 
eyes  blink.  Eighteen  bicyclists  were  in: 
evidence,  however,  and,  of  course,  "Papa" 
Weston  and  Will  R.  Pitman  were  of  the 
number  and  they  do  say  that  for  the  first 
time,  "the  Father  of  American  Cycling"' 
walked  up  two  of  the  hills.  Pitman  is  a 
devotee  of  the  two-speed  gear  and  walked 
not,  but  "Papa"  disdains  that  device  and 
found  his  97-inch  gear  a  trifle  too  strenuous, 
seeing  that  he  is  not  quite  as  young  as  he 
was  when  he  organized  the  Boston  Bicycle 
Club  28  years  ago.  The  others  who  rode 
bicycles  were  Capt.  W.  G.  Kendall,  George 
L.  Cooke,  C.  B.  Alley,  Tom  H.  Hall,  Allea 
W.  Swan,  E.  F.  and  J.  B.  Kelly,  J.  Rush 
Green,  L.  C.  Marshall,  A.  D.  Peck,  A.  F. 
Wyman,  A.  M.  Skinner,  George  F.  Steele,. 
John  M.  Dean  and  E.  S.  Hemmingway; 
Theodore  Rothe  rode  the  only,  motor 
bicycle  in  the  party. 


1 


American  Negro  Wins  in   Germany. 

"Woody"  Hedspeth,  the  Germanized 
American  negro,  actually  won  a  race  re- 
cently. It  happened  at  Munich,  on  the 
2nd  inst.,  when  Bader's  trainer — that's  Hed- 
speth's  job — won  the  scratch  race,  from 
Uhl  and  Shreiner.  In  a  100-kilometres 
paced  race  at  the  same  meet,  Hedspeth  ran 
fourth,  Dickentmann,  Vanderstuyft  and. 
Centenet  finishing  in  the  order  named. 


Veeders  for  Motorcycles. 


Veeder  Trip  Cyclometer  for 
Motorcycles, 

Price  complete  with  Motorcycle 
Striker,  $2.50. 


Veeder  Trip  Cyclometers  are  now  made 
with  a  strengthened  case,  making  them  suitable 
for  the  more  severe  service  of  motorcycle  use. 
A  new  motorcycle  striker  is  also  provided, 
which  clamps  securely  to  the  spoke  of  a  motor- 
cycle wheel. 

Motorcycles  need  regular  lubricating  periods 
— not  based  on  time,  but  on  mileage.  In 
addition  to  the  practical,  mechanical  reasons 
for  having  a  Veeder  on  your  motorcycle,  there 
is  the  further  reason  that — 

"  It's  Nice  to  Know 
How  Far  You  Go," 

FREE  BOOKLET  ON  REQUEST. 


The  New  Veeder  Motorcycle 
Striker. 


THE  VEEDER  MFG.  CO.,  36  Sargeant  St.,  Hartford,  Conn. 

Makers  of  Cyclometers.  Odometers,  Tachometers,  Tachodometers,  Counters  and  Fine  Castings, 


THE  BICYCLING  WORLD 


741 


CYCLISTS    IN   BALTIMORE   JUBILEE 


Play  a  Conspicuous  Part  in  the  Celebration 
— Many  Fancy  Costumes  Worn. 


In  costumes  representative  of  many  na- 
tions, youngsters  not  three  feet  high, 
elderly  men  astride  antiqudated  "ordin- 
aries," as  well  as  middle-aged  and  young- 
men  on  machines  of  the  present  day,  made 
up  the  bicycle  section  of  the  great  carnival 
pageant  at  Baltimore's  jubilee  festival  on 
Froday  night  of  last  week. 

Not  since  the  so-called  heyday  of  cycling 
have  so  many  bicycles  been  seen  on  the 
streets  of  the  Monumental  City  at  one  time 
and  it  is  safe  to  say  that  never  before  in  the 
history  of  Baltimore's  cycling  has  such  a 
vast  concourse  of  people  stood  by  and 
watched  such  a  parade  of  cyclists.  Balti- 
more's renewal  of  interest  in  cycling  was 
graphically  depicted  in  the  changing  pan- 
orama and  such  remarks  as  "I  did  not  know 
cyclists  had  ambition  to  get  out  in  fancy 
dress  parade  any  more,"  or  "Never  had  an 
idea  there  were  so  many  cyclists  in  Balti- 
mo'  ".  Undoubtedly  the  fantastic  cyclist 
division  was  the  most  talked-of  feature  of 
the  big  parade  and  will  be  for  some  days  to 
come.  Although  Baltimore  is  conceded  to 
be  "slower"  than  Philadelphia — a  suburb  of 
New  York  City — it  has  remained  for  the 
Cliespeake  Bay  oyster  eaters  to  show  their 
northern  brethren  what  they  can  do  in  the 
way  of  bicycle  parades.  There  were  many 
unique  representations  in  line  on  bicycles 
and  they  even  out-rivaled  Philadelphia's 
famous  "Mummers." 

William  H.  Logue,  attired  in  Maryland 
colors,  with  a  large  sprocket  insignia  on  his 
arm,  was  grand  marshal  of  the  cyclists' 
division  of  the  parade  and  he  was  ably  as- 
sisted in  getting  his  men  together  by  his 
aids,  Benjamin  Logue  and  Charles  Crocket. 
The  cyclists  formed  on  McCulloh  street, 
west  of  Eutaw.  Headed  by  a  portion  of 
the  Fifth  Regiment  Band,  under  N.  C. 
Kratz,  members  of  the  American,  Patter- 
son, Druid  Oak,  Curbstone,  Lafayette  and 
Crescent  Wheelmen  and  the  unattached  rid- 
ers made  up  a  line  of  more  than  500. 

The  cyclists  experienced  some  trouble  at 
the  start  in  getting  their  proper  place  in 
the  line.  They  had  to  take  chances,  riding 
between  floats,  until  finally  gathered  to- 
gether. 

They  were  the  only  persons  in  the  great 
pageant  honored  with  prizes.  These  were 
awarded  for  the  best  decorated  wheel  and 
the  second  best;  the  most  grotesque  and 
the  next  and  the  most  unique.  The  club 
having  the  largest  number  of  men  in  line 
and  the  second  organization  in  this  re- 
spect also  received  prizes.  It  is  natural  to 
add  that  "Billy"  Logue  donated  the  prizes. 

As  one  gazed  over  the  shoulders  of  the 
riders  as  they  approached  they  presented 
an  animated  picture.  Here  the  tall  figure 
of  Uncle  Sam  loomed  up  near  the  "dom- 
ino"   girl.     "Grandmother"     chased     "Top- 


sy,"  while  "the  Devil"  watclied  an  oppor- 
tunity to  take  charge  of  an  "Indian"  after 
he  had  scalped  a  "schoolboy,"  Here  you 
could  see  a  peddler  with  his  wares  spread 
out,  while  the  clown  mocked  him  until  he 
was  forced  to  dispose  of  his  trinkets. 

Every  machine  was  decorated.  In  some 
instances  the  decorations  completely  ob- 
scured all  parts  of  the  machines.  Along 
the  route  the  various  riders  carried  red  fire 
torches,  and  the  rays  lent  beauty  to  the 
scene.  Few  of  the  thousands  of  onlookers 
failed  to  note  the  tiny  figure  of  Moran 
Riggan,  who  is  only  five  years  of  age. 
Not  three  feet  in  height,  the  little  fellow 
maintained  his  proper  place  in  line,  and 
he  looked  like  a  fairy  as  he  guided  his 
little  machine.  Harry  Russell,  another 
five-year-old  midget,  and  Wiliam  Wood- 
year,  1  year  old,  were  among  some  of  the 
youngsters   in  line. 

True  to  the  city  which  gives  him  a  liome 
and  trying  to  do  his  best  in  aiding  in  her 
celebration,  William  F.  Sauer  was  attired 
as  Miss  Baltimore.  He  wore  a  black  waist, 
trimmed  with  yellow,  and  ablack  net  skirt 
over  yellow  silk.  Upon  his  head  was 
perclied  a  large  picture  hat  of  yellow,  trim- 
med with  black  plumes.  A  pennant  an- 
nounced his  impersonation,  but  that  was 
liardly  necessary,  as  he  was  greeted  with 
cheers  repeatedly. 

Milton  Earnhardt  represented  "Plenty," 
and  carried  a  huge  loaf  of  bread.  Charles 
O.  Reville  and  Thomas  W.  Baker,  on  an 
old-fashioned  cross-bar  tandem  machine, 
looked  well.  Walter  Blume,  as  the  little 
kindergarten  boy,  behind  Edward  Morri- 
sett,  Joe  Falter  and  Elmer  Ellis,  in  red, 
white  and  blue  costumes,  made  a  good  ap- 
pearance. James  Gunther,  as  Uncle  Sam, 
had  a  float  extended  round  the  top  of  his 
wheel,  with  the  inscription,  "Greater  Balti- 
more— A  Glorious  Recovery." 

William  Wood  and  his  son,  Luken, 
dressed  as  straw  men,  made  quite  an  im- 
pression. Around  the  frame  of  his  wheel 
and  high  in  the  air,  C.  Weber  had  a  series 
of  hoops  arranged  and  trimmed  with  or- 
ange and  black,  James  Johnson  came  next 
with  American  flags  that  completely  hid 
his  bicycle  frame.  William  Thompson  dec- 
orated his  wheel  with  white  bunting  so  that 
not  a  portion  of  the  frame  was  visible. 
Joseph  Schellenberger  and  Walter  Rein- 
heimer  were  bedecked  with  tinsel. 

No  one  would  have  known  William 
Brunnett,  attired  in  a  white  dress,  Albert 
Meyers,  dressed  as  Topsy,  had  his  wheel 
illuminated  with  small  lamps. 

J.  Lawrence  Carr,  as  a  gentleman,  with 
a  high,  followed  Jacob  Ludwig,  the  Indian. 
Royden  Mabbett  and  Griffith  Cole,  on  a 
tandem,  had  a  monument  built  several  feet 
higher  than  the  frame  of  the  machine.  Old 
Glory  waved  from  the  top  of  the  shaft. 

Edward  Allard,  who  is  remembered  by 
all  of  those  who  knew  cycling  in  its  best 
days,  was  in  line,  as  usual.  He  wore  the 
red  and  white  silk  cap  and  jacket  of  a 
jockey.      Louis    Gawthorp    was    dressed    as 


"iMother  Hubbard"  and  Walter  Kraff 
looked  the  part  of  "Grandmother."  H, 
Boehni,  W.  Hammond  and  E,  Boehm  were 
trying  to  imitate  the  "Yellow  Kids." 
Charles  J,  Gass  and  Albert  Krichton  made 
up  well  as  clowns.  Frank  Ripple  was  at- 
tired as  "Faust"  and  William  Bender  as  a 
"has-been"  racing  man. 

Besides  these,  Howard  French  had  dec- 
orated motorcycles  ridden  by  W.  S.  Fischer, 
Harry  Fischer,  William  Wood  and  William 
Johnson,  in  the  line.  An  Indian  motor- 
cycle delivery  van  driven  by  Herbert 
Weber  attracted  its  share  of  attention. 


The  Place  for  the  Brake. 

That  tlie  rear  wheel  is  the  proper  place 
for  the  brake  on  a  bicycle  has  seldom  been 
better  illustrated  than  by  the  evidence 
brought  out  at  an  inquest  to  inquire  into 
the  death  of  a  cyclist  in  a  small  Irish  village 
recently.  It  showed  that  the  rider  had  sud- 
denly come  upon  a  herd  of  donkeys  occu- 
pying the  entire  roadway  and  had  jammed 
his  brake  down  so  hard  that  he  was  thrown 
violently.  He  lighted  on  his  head,  frac- 
turing his  skull.  It  did  not  take  bicycle 
manufacturers  long  in  tjiis  country  to  real- 
ize that  applying  a  braking  effect  to  the 
front  wheel  was  contrary  not  only  to  the 
most  elementary  laws  of  physics,  but  to 
common  sense  as  well.  And  the  fallacy  of 
applying  friction  to  the  tire  or  any  part  of 
the  periphery  of  the  wheel  was  also  self- 
evident,  so  that  during  the  interim  between 
the  abandonment  of  the  archaic  form  orig- 
inally provided  for  the  old  ordinary,  where 
it  was  particularly  dangerous,  and  the  ad- 
vent of  the  coaster  brake,  American  makers 
preferred  to  leave  their  machines  brakeless 
rather  than  adopt  any  of  the  half-way 
makeshifts  that  inventors  were  certain  rep- 
resented the  acme  of  efficiency  and  conveni- 
ence. But  the  Britisher  has  never  been 
able  to  see  things  in  the  same  light  and  as  a 
result  machines  made  in  the  Tight  Little 
Isle  are-  still  covered  with  contraptions 
known  as  "rim  brakes"  and  which  are  ap- 
plied by  the  foot  and  hand,  or  both,  to  the 
front  and  rear  wheels  respectively,  and  this 
despite  the  fact  that  the  British  bicycle 
manufacturer  has  got  halfway  toward  the 
coaster  brake  in  the  free  wheel. 


Walthour   Easily  Defeats   Darragon. 

Although  Louis  Darragon  may  be  the 
motorpaced  champion  of  France,  America 
can  mill  out  as  good  and  better,  as  witness 
the  match  race  between  Darragon  and  Wal- 
thour at  Brussels,  on  September  1st.  The 
distance  of  the'  first  heat  was  20  kilometres 
and  Walthour  won  by  several  lengths  in 
18:23,  Walthour  finished  the  second  heat 
one  lap  and  three  lengths  to  the  good  and 
when  the  piston  announced  the  finish  of 
the  third  and  last  heat,  30  kilometres,  the 
American  was  much  in  the  lead.  The  time 
for  the  last  heat  was  27:11>^.  At  the  same 
meet,  Gus  Lawson,  Walthour's  pacemaker, 
won  the  S,000-metre  pacing  machine  race 
in  4.-22^. 


742  THE  BICYCLING  WORLD 


For  very  many  years 


r 


Pierce  Bicycles 

have  been  very  generally  recognized  as 

Ihe  Bicycles  of  Quality 


and  as  the  choice  of  those  discriminating  purchasers 
who,  placing  quality  before  price,  seek  the  best  that 

price  affords. 


THE  PIERCE  CYCLE  CO. 

BUFFALO,   N.  Y. 


having  taken  over  the  cycle  business  of  the  George 
N.  Pierce  Co.  will  steadfastly  adhere  to  that  policy, 
and  their  entire  interest  and  energy  now  being 
concentrated  in  the  production  of  such  bicycles, 
certain  advantages  will  accrue  therefrom ;  these  will 
serve  to  make  the  Pierce  Agency  a  more  valuable 
asset  than  ever  and  are  such  as  offer  attraction  to 
all  dealers  intent  on  the  proper  advancement  of  the 
cycle  business,  which  is  equivalent  to  saying  their 
own  advancement. 


THE  Bicycling  world 


743 


KINLOCH'S  BIG  CAPTURE 


Paterson  Dealer  Nabs  an  Interesting  Cycle 
Thief— Loot  Sold  in  New  York. 


Last  week  the  police  of  Paterson,  N.  J., 
turned  over  to  the  United  States  Naval 
authorities  at  the  Brooklyn  Navy  Yard,  the 
person  of  one  Andrew  Horn,  of  several 
residences,  but  originally  of  Paterson,  and 
who  for  some  weeks  had  been  languishing 
in  jail  there  for  bicycle  thievery.  Horn 
was  not  only  an  unusual  cycle  thief,  but 
a  deserter  from  the  Navy  and  one 
who,  therefore,  could  be  better  appreciated 
by  Uncle  Sam  than  by  Paterson. 

His  exciting  and  varied  career  came  to 
an  abrupt  and  jolting  termination  just  prior 
to  the  jail  episode,  when  he  was  seized  in 
the  railroad  station  in  Paterson,  by  Andrew 
Kinloch,  a  local  cycle  dealer,  when  in  the 
act  of  boarding  a  train  for  Jersey  City  with 
the  latter's  bicycle,  which  had  been  stolen 
from  him  but  a  few  moments  previously. 

For  some  little  time,  Paterson's  cycling 
citizens  have  been  complaining  to  the  police 
of  the  loss  of  their  bicycles,  which  almost 
invariably  were  taken  openly  from  some 
conspicuous  place  where  their  owners  had 
just  quitted  them.  The  average  rate  of 
disappearance  at  length  rose  to  the  alarm- 
ing amount  of  one  a  day,  and  still  the  po- 
lice got  no  nearer  to  the  thief  or  thieves. 

At  length,  one  day  late  last  month,  Tunis 
Regenburg,  of  143  East  Main  street,  re- 
ported the  loss  of  a  machine,  and  later  it 
was  found  at  the  home  of  an  Italian,  one 
Charles  Mansfield,  who  lives  in  Passaic. 
The  police  had  hardly  ceased  congratulat- 
ing themselves  over  the  capture  of  the  thief 
who  had  caused  all  the  mischief,  as  they 
supposed,  when,  on  the  following  day,  F. 
M.  Cooper,  of  145  Fairfield  street,  reported 
the  loss  of  another  mount  from  the  street 
in  front  of  the  Municipal  Building.  He  had 
left  it  leaning  against  the  Hobart  statue 
for  a  few  minutes,  and  when  he  returned, 
could  find  no  trace  either  of  bicycle  or  the 
thief. 

One  day  last  week,  however,  Dealer  Kin- 
loch rode  his  machine  from  his  place  of 
business  at  272  Straight  street,  to  a  garage 
in  Paterson  street,  and  left  it  outside  while 
he  sought  an  interview  with  the  proprietor. 
Returning,  he  discovered  that  it  had  disap- 
peared. Kinloch,  whose  hair  is  red  and 
who  is  well  charged  with  energy,  being  of 
the  breed  that  wastes  no  time  in  making 
complaints  to  the  police  while  there  is  yet 
daylight,  started  off  at  a  trot  to  the  nearest 
corner,  and  seeing  no  sign  of  a  bicyclist 
there,  retraced  his  steps,  and  scampered  off 
in  the  opposite  direction.  He  had  gone 
only  as  far  as  the  Market  street  depot, 
when  he  saw  a  man  in  the  act  of  loading  a 
bicycle  on  a  train  which  was  about  to  start 
toward  Jersey  City.  Wasting  no  time  in 
useless  palaver,  the  irate  Kinloch  pounced 
on  his  collar  and  without  further  ado  pro- 


ceeded to  belabor  him  until  the  officer  sta- 
tioned on  post  there  interfered.  The  wheel 
was  at  once  identified  as  the  dealer's  prop- 
erty, and  the  thief,  who  proved  to  be  Horn, 
was  locked  up. 

Later,  it  transpired  that  Horn,  who  lat- 
terly had  been  a  Brooklynite,  had  enjoyed 
a  checkered  career  while  living  in  Paterson, 
and  had  several  times  been  arrested,  finally 
winding  up  in  the  reform  school.  On 
"graduating"  from  that  institution,  he  had 
enlisted  in  the  navy,  which,  proving  not 
to  his  liking,  he  had  deserted,  not,  however, 
before  he  had  managed  to  steal  a  goodly 
number  of  small  arms  and  other  portable 
articles,  which  it  was  his  habit  to  cast  over 
the  wall  of  the  Navy  Yard,  afterward  re- 
covering them  and  putting  them  in  pawn. 

During  the  several  months  which  had 
elapsed  since  his  desertion,  he  had  appar- 
ently been  doing  a  thriving  business  in 
cycle  stealing.  This  was  developed  by  his 
own  confession  after  the  police  had  taken 
from  him  a  notebook  containing  the  speci- 
fications of  a  large  number  of  machines 
against  each  of  which  appeared  the  prices 
at  which  they  had  been  sold.  He  finally 
was  brought  to  admit  the  thefts,  and  said 
that  he  had  sold  the  machines  through  the 
assistance  of  a  Jersey  City  accomplice,  to 
the  Broadway  Bicycle  and  Sundry  Manu- 
facturing Company,  which,  notwithstand- 
ing its  pretentious  title,  transacts  an  un- 
derground business  in  a  basement  at  60 
Vesey  street.  New  York  City. 

In  addition  to  his  ventures  in  Paterson, 
Horn  admitted  having  worked  in  Jersey 
City  until  the  climate  began  to  grow  too 
warm  for  his  health,  and  it  is  thought  that 
he  had  also  made  excursions  in  other  direc- 
tions within  each  reach  of  the  New  York 
market.  On  his  person  at  the  time  of  his 
arrest,  Mrere  found  over  fifty  pawn  tickets, 
supposed  to  be  in  pledge  of  various  articles 
which  he  had  come  by  in  his  independent 
fashion,  and  an  effort  is  being  made  by  the 
police  to  locate  some  of  this  and  the  cycle 
loot.  Despite  his  lengthened  criminal  his- 
tory, Horn  is  but  twenty-two  years  of  age. 


TRYING  TO    LAY   THE   DUST 


Massachusetts  Town  Tackles  the  Problem 
and  is  Testing  Several  Solutions. 


The  Matron  on  Motorcycling. 

"Bicycling  is  an  excellent  way  to  reduce 
one's  superfluous  flesh,  and  I,  for  one,  am 
glad  that  it  has  come  into  fashion  again," 
a  staid  matron  who  is  often  heard  to 
mourn  over  her  "too  solid  flesh."  is  quoted 
as  saying  to  the  staid  New  York  Tribune. 
"With  the  motorcycles,"  she  continued, 
"little  exertion  is  required,  yet  the  sylph- 
like results  are  quite  as  apparent  as  when 
the  old  style  wheels  were  popular.  The 
novelty  of  automobiles,  you  know,  is  wan- 
ing, and  just  now  motorcycles  are  con- 
sidered a  bit  more  exciting.  They  are  ex- 
pensive, too,  and  available  only  for  the 
wealthy.  But  best  of  all,  to  my  mind,  is 
the  becoming  costume  one  can  wear.  The 
smart  short  skirt  and  small  black  hat  look 
far  more  chic  than  an  auto  veil  and  blue 
goggles.    Ugh,  those  ugly  goggles  1 


Through  the  experiment  of  applying  a 
solution  of  calcium  chloride  and  water 
to  dirt  roads  to  lay  the  dust,  has  been  in 
progress  in  Beverly,  Mass.,  little  more  than 
a  week,  it  has  so  far  given  very  satisfactory 
results.  The  experiment  is  being  tried  on 
West  Street,  near  West  Beach,  by  a  com- 
mittee of  men  who  have  for  several  years 
interested  themselves  on  the  subject  of 
good  roads  in  the  town.  Colonel  William 
D.  Schier  is  one  of  the  committee  and  he 
has  figured  out  the  cost  of  the  calcium 
chloride  treatment  and  states  that  it  is 
not  more  expensive  than  sprinkling  with 
water.  It  must  have  been  the  custom  to 
sprinkle  the  road  with  water  four  times  a 
day.  By  using  the  chloride  treatment  the 
use  of  some  of  the  watering  carts  can  be 
dispensed  with,  which  will  materially  lessen 
expenses. 

About  a  week  ago  two  applications  of 
calcium  chloride  were  made  and  since 
that  time  there  has  been  no  dust  what- 
ever, it  is  stated.  One  pound  of  calcium 
chloride  is  used  to  a  gallon  of  water,  and 
it  costs  about  1.1  cents  per  running  foot  for 
a  street  eighteen  feet  wide.  Colonel  Schier 
expects  that  in  future  it  will  not  cost  more 
than  1.5  cents.  The  first  two  applications 
cost  about  $100  per  mile.  If  the  chemical 
could  be  purchased  as  cheaply  as  in  Eng- 
land and  the  solution  prepared  in  large 
quantities  the  cost  would  be  materially  re- 
duced. It  is  figured  that  the  next  appli- 
cation ought  not  to  cost  more  than  $50  a 
mile. 

The  same  men  are  also  experimenting 
with  crude  Texan  oil,  which  has  a  basis  of 
asphalt.  This  is  the  material  used  in  Cali- 
fornia with  much  success.  It  costs  here 
about  3.5  cents  a  foot  for  the  oil,  exclusive 
of  the  cost  of  applying  it.  This  treatment 
is  being  tried  on  Brindle  avenue,  Beverly, 
which  is  a  gravel  road.  It  is  also  to  be 
tried  on  a  macadam  road.  Colonel  Schier 
went  to  California  last  week,  and  when  he 
returns  hopes  to  make  an  experiment  in 
building  a  macadam  road  with  oil  as  a  bin- 
der for  the  top  surface  instead  of  water. 
Under  the  usual  system  of  constructing 
macadam  road  the  fine  top  surface  is  laid 
in  water,  and  when  rolled  down  hardens 
into  a  cement-like  surface.  It  is  thought 
that  if  the  top  surface  were  laid  in  crude 
oil  containing  asphalt  a  top  surface  as  hard 
and  smooth  as  asphalt  itself  would  be 
formed.  These  experiments  in  Beverly  are 
being  watched  with  much  interest  by  the 
Highway  Commissioners  of  Massachusetts 
who  are  seeking  some  remedy  for  the  strip- 
ping of  the  State  roads  by  automobiles,  and 
the  results  of  the  Beverly  work  will  also 
be  of  much  interest  to  highway  engineers 
everywhere. 


744  THE  BICYCLING  WORLD 


Like  the   Yale-California   motorcycle, 

Yale  and  Snell  Bicycles 


have  been 


The  Best 
Pleasure  Promoters 


and 


Profit  Payers 

on  the  American  flarket. 


The  lines  and  prices  are  so    comprehensive    and 

the    reputation    of   the    goods    has    been    so    well 

sustained,  that  there  is  no  man,  woman    or    child 

to  whom  they   do  not  appeal. 


DO  YOU  SELL  THEM? 


CONSOLIDATED  MANUFACTURING  CO.,     Toledo,  Ohio 


THE  JOYS  OF  TOURING 


And  How  Best  to  Obtain  Them — Also  How 
They  may  be  Lost. 


I  have  recently  been  discussing  the  tour- 
ing question  with  a  pessimist  of  the  deepest 
dye,  writes  Jock  in  the  Scottish  Cyclist.  A 
few  weeks  ago  he  was  a  light-hearted  op- 
timist; he  was  contemplating  his  first  real 
cycling  tour,  had  joined  the  Cyclists'  Tour- 
ing Club,  purchased  a  collection  of  maps 
and  road  books,  and  had  generally  settled 
down  to  carry  out  his  idea  of  a  three  weeks' 
tour  in  a  very  whole-hearted  fashion.  Now 
he  is  inclined — so  he  tells  me — to  "chuck 
it,"  which  means  in  this  connection,  I  be- 
lieve, to  abandon  the  idea.  Were  he  to  be 
interrogated  as  to  whether  he  was  down- 
hearted, instead  of  the  resonant  No!  to 
which  we  are  accustomed,  I  am  afraid  the 
answer  wovild  have  been  in  the  affirmative. 
He  has,  in  fact,  lost  faith  in  his  fellow- 
cyclist. 

Starting  ofif  with  the  idea  of  organizing 
a  party — cjuite  a  small  party  too — of  about 
half  a  dozen  of  his  friends,  he  has  been  en- 
deavoring to  extract  from  his  circle  of  ac- 
ciuaintances  promises  of  support  for  his 
venture,  and,  after  three  weeks'  badgering 
of  all  and  sundry,  he  has  had  to  confess 
that  his  scheme  has  so  far  proved  a  com- 
plete failure.  One  man  would  tell  him  the 
affair  was  too  far  ahea<I  to  think  about 
yet;  another  declared  it  was  mooted  too 
late,  and  he  had  made  other  arrangements; 
others  fancied  touring  would  be  too  much 
of  a  fag;  another  had  married  a  wife,  and 
evidently  agreed  with  Bacon  that  such  an 
acquisition  is  an  impediment  to  a  great 
enterprise,  and  so  on.  The  net  result,  how- 
ever, for  my  worthy  friend  is  that  he  must 
either  tour  alone — whicli,  being  socially 
disposed,  would  be  distasteful — or  he  must 
throw  in  his  lot  "with  a  party  of  strangers. 
Many  a  time  in  the  past  I  have  been  in  a 
similar  quandary.  Though  my  cycling  ac- 
quaintances constitute  a  numerous  body,  I 
have  on  occasions  when  attempting  to  ar- 
range a  touring  party  found  all  of  my  per- 
suasiveness fruitless  when  endeavoring  to 
induce  a  few  to  join  me  in  a  few  days'  wan- 
dering awheel.  Happily,  I  can.  tour  alone, 
if  needs  be,  with  no  regular  co'mpanion  to 
hold  communion  with  save  an  interesting 
book,  and,  though  disappointed,.  I  -have 
been  able  to  find  a  measure  of  enjoyment 
in  taking  solus  what  my  friends  would  not 
allow  me  to  take  in  company. 

There  are  certain  cyclists,  and  they  con- 
stitute a  fairly  large  proportion  of  the  rid- 
ing public,  who  make  a  practice  of  rigor- 
ously eschewing  the  use  Of  the  bicycle  dur- 
ing the  one  grand  opportunity  of  the  year 
which  their  annual  holiday  aflfords.  •  Fre- 
quently they  display  the  utmost  enthusiasm 
for  the  pastime  Tluring  the  remainder  of 
the  season,  taking  a  spin  on  each  of  the 
■  half  or  whole  holidays,   which   speckle   like 


THE  BICYCLING  WORLD 

the  plums  in  a  cake  the  prosaic  routine  nf 
everyday  life.  They  traverse  the  same  fa- 
miliar routes  year  in  and  year  out,  and 
never  weary  of  the  iteration  of  the  oft-re- 
peated scenes;  yet  when  the  chance  is  given 
them  to  visit  fresh  woods  and  pastures  new 
they  discard  their  bicj'cle,  and  prefer  the 
dull  boredom  of  the  conventional  seaside 
resort  to  the  ever-changing  panorama,  the 
ever-interesting  scenery  which  a  cycle  tour 
undoubtedly  must  and  is  usually  the  case 
afifords. 

"Taking  your  holiday  on"'  the  bicycle?" 
you  ask,  when  Jones  tells  you  he  is  ofif  for 
a  fortnight's  interval  in  the  monotous  grind 
which  wins  him  his  daily  bread.  "No  fear, 
my  boy,  I  am  going  to  enjoy  myself." 
Jones  puts  a  decided  accent  on  the  penulti- 
mate word,  as  if  his  favorite  pastime  were 
more  penitential  than  pleasurable,  and  you 
wonder — unless  your  notions  oh  the  sub- 
ject are  akin   to  those  of  Jones — why  it  is 


ocasioKAur 

A  RIDER  WILL 
INSIST  ON 
HAVING   A 

CUSHION  TIRE 


WE  MAKE  THEM 


Morgan  s  Wright 

CHICAC30 


•<iy\\      VOKE    BRAJVCB    Z14-«l«    WIE8T    47TH    ST. 

that  he  should  seize  every  other  available 
opportunity  for  scouring  the  country  on  a 
bicycle.  Strange,  is  it  not?  In  the  ordin- 
ary way  Jones  is  an  enthusiast  for  cycling. 
During  the  season  his  bicycle  is  the  con- 
stant: companion  of  his  hours  of  relaxation. 
He-  may  be  of  the- potterer  type,  one  of 
those  who  love  to, amble  along  quietly  by 
secluded  ways,  to  sprawl  on  the  grass  at 
intervals,  and  admire  the  natural  beauties 
of  his  surroundings  through  the  vapory  veil 
of  tobacco  smoke;  or,  on  the  other  hand, 
his  cycling  may  be  of  the  strenuous  order, 
Iiis  delight  may  be  to  vanquish  distance,  to 
give  full  play  to  his  animal  muscularity, 
and-make  the  miles  fly  past  him  with  what 
speed  he  may,  only  to  rest  content  when  he 
lias  attained  the  goal  for  which  he  has 
been  striving,  within  a  limited  space  of  linre. 
To  whicliever  class  he  .belongs  there  can 
be   no   doubt  that  his   cycling  spells   enjoy- 


745 

ment,  or  most  surely  he  would  not  devote 
himself  to  it  so  assidiously  when  occasion 
offers. 

Why,  then,  does  Jones  discard  the  means 
to  enjoyment  when  enjoyment  is  his  aim? 
Verily,  it  seems  an  anomaly,  and  the  ex- 
planation is  not  easy  to  find.  Perhaps  it  is 
that  he  and  his  prototypes,  having  never 
toured,  know  not  the  delight  that  touring 
can  afford.  This  seems  to  me  the  most 
feasible  explanation,  for,  as  far  as  my 
observation  goes,  I  find  that  the  man  who 
does  not  tour  is  invariably  the  man  who 
has  never  tried  a  tour.  Once  a  tourist  al- 
ways a  tourist,  might  be  accepted  as  an 
aphorism  were  we  to  except  those  who  have 
perforce  dropped  out  of  the  ranks  from 
causes  not  born  of  personal  inclination. 
Certain  it  is  that  the  man  who  has  once 
spent  a  holiday  in  this  way  will  rarely  be 
found  in  the  ranks  of  those  who  decry  cycle 
touring.  Even  though  he  may  have  been 
compelled  to  relinquish  it  himself,  the 
recollections  of  his  wanderings  will  cling 
to  him,  the  pleasures  he  once  enjoyed 
therein  becoming  magnified  by  the  passing 
of  time,  and  he  will  be  found  among  the 
most   sturdy  advocates   of  touring. 

Has  the  reader  of  these  lines  yet  tried 
the  experiment?  Has  he  yet  attempted  the 
most  unpretentious  tourlet — say,  for  a 
week,  even  for  three  or  four  days?  If  he 
lias  not  I  pray  him  take  my  advice,  and 
make  up  his  mind  to  do  so  at  the  earliest 
opportunity.  Let  him  seek  one  good  com- 
panion, not  more,  or  he  may  split  on  the 
rock  on  which  my  too  ambitious  friend  re- 
ferred to  came  to  grief,  and  plan  a  trip 
through  country  new  to  both.  Let  him  not 
worry  too  much  about  sights  to  be  seen, 
about  miles  to  be  covered,  or,  indeed,  about 
anything.  In  fact,  let  him  avoid  any  dis- 
position to  feel  that  anything  has  "got  to" 
be  done.  Let  him  do  all  this,  and  if  he  be 
not  inoculated  with  an  enthusiasm  for  this 
side  of  the  pastime,  and  an  unconquerable 
desire  to  repeat  his  initial  attempt,  he  must 
be  either  a  weakling  or  possessed  of  a  soul 
dead  to  the  appreciation  of  Nature's 
charms. 


How  They  Stole  Their  Own  Bicycles. 

Two  cyclists  who  were  on  a  day's  ride 
had  an  amusing  experience  in  a  Western 
town  recently.  They  went  into  a  restaurant 
to  prepare  the  inner  man  for  the  after- 
noon's ride  and  when  they  emerged  feeling 
much  better  were  chagrined  to  find  that 
both  of  their  mounts  had  disappeared.  The 
police  were  immediately  informed  and  the 
cyclists  decided  to  walk  about  town  and 
wait  a  few  hours  to  see  if  their  property 
was  recovered.  They  had  not  gone  far 
before  an  opportunity  to  wet  their  sorrow 
down  presented  itself  and  they  took  ad- 
vantage of  it.  The  first' objects  to  meet  their 
eye  upon  entering  the  wet  goods  emporium 
were  the  missing  bicycles.  Having  stowed 
away  a  generous  libation  they,  set  forth 
again,  but  had  not  gone  a  block  before  they 
were  arrested  for  stealing  the  mounts. 


746 


THE  BICYCLING  WORLD 


THE  MORROW 
Coaster  Brake 

is  an  insurance  investment  that  should  not  be  overlooked  by  bicyclists  and 
motorcyclists,  whether  riding  for  pleasure  or  business. 


Here  is  the  experience  of  a  well-known  dealer: 

"Allow  me  to  tell  you  what  I  consider  was  a  good  test  for  your  brake.  I  was  driving; 
a  i906  "Curtiss"  single  cylinder  machine  with  two  riders  at  the  rate  of  about  30  miles  an 
hour  and  just  got  to  the  top  of  a  short  steep  knoll  when  I  saw  within  10  feet  of  us  a  young 
horse  hitched  to  a  buggy  and  on  his  hind  legs  and  crosswise  of  the  road.  It  was  a  case  of 
stop  or  get  smashed  up  as  there  was  no  room  to  pass  and  if  ever  one  of  your  brakes  got  a 
test  I  think  it  did  then  as  I  set,  with  the  result  that  it  stopped  the  machine  within  about  a 
foot  of  the  rig  and  almost  turned  the  machine  around,  it  worked  so  well,  never  damaging 
the  brake  a  particle.  I  have  ridden  Motorcycles  for  the  past  few  years  and  this  is  the  first 
brake  that  I  have  given  anything  like  such  a  test  without  breaking  something." 


ECLIPSE  MACHINE  CO., 


Elmira,  N.  Y. 


THE  BICYCLING  WORLD 


747 


Koster  Has  the  Most  Points. 

Riding  with  a  handicap  of  four  minutes — 
the  limit — William  Voringer  was  the  first 
of  nineteen  Edgecombe  Wheelmen  to  cross 
the  tape  at  the  finish  of  the  ten  mile  cham- 
pionship road  race  of  that  organization  at 
Valley  Stream,  L.  I.,  last  Sunday,  16th  inst. 
Voringer's  time  was  30  minutes  20  seconds. 
Reese  Hughes,  the  second  man  to  finish, 
won  first  time  prize  from  the  1  minute  30 
second  mark.  The  ten  mile  race  last  Sun- 
day was  the  fourth  of  a  series  of  seven 
races  by  which  the  club's  championship  is 
determined  annually  and  Emil  Koster  now 
leads  with  33  points.  The  other  leaders  in 
the  point  score  are:  Nick  Kind,  31  points; 
Albert  Anderson,  29;  Richard  Hughes,  25; 
and  Chris  Kind,  25.  The  order  of  finish  in 
last  Sunday's   race  follows: 

Hdcp.     Time. 
Pos.  Rider.  M.  S.     M.  S. 

1.  Wm.  Voringer   4:00     30:20 

2.  Reese  Hughes  1:30     27:17j^ 

3.  Nick   Kind    2:00    27:47?^ 

4.  Chris.  Kind   2:00     27:48?^ 

5.  Richard   Hughes    5:00     31:24j^ 

6.  Samuel  R.   Morrison 1:30     27:27 

7.  Otto  C.  Brandes   scratch     28:07 

8.  Emil  Koster   1:30     28:18 

9.  Fred  Wurster   3:00     32:04 

10.   Frank  Lane    scratch     29:10 


Says  Cycle  Racing  is  Unrivalled. 

Testimonials  are  going  out  of  fashion 
more  or  less,  owing  to  their  overworking 
by  the  proprietary  medicine  people,  yet 
when  they  are  authentic  and  ring  true,  they 
are  still  worth  repeating.  The  following 
sentiment  from  S.  F.  Edge,  the  British 
automobile  maker,  who  began  life  as  a 
bicycle  racer,  is  worth  committing  to  mem- 
ory for  its  own  sake.  In  his  opinion  cycling 
stands  head  and  shoulders  above  every 
other  sport. 

"It  can  be  participated  in,"  he  says,  "at 
any  period  of  the  year,  at  any  age,  and  can 
be  varied  to  a  greater  or  less  degree  abso- 
lutely to  suit  the  necessities  of  the  individ- 
ual. It  can  be  competitive  or  non-competi- 
tive, it  can  be  violent  or  gentle  just  as  the 
system,  fancy,  desire,  or  requirements  are, 
and  for  those  to  whom  time  is  money  it 
can  start  and  finish  at  one's  home,  and  the 
whole  of  the  spare  time  can  actually  be 
devoted  to  this  particularly  health-giving 
exercise.  Therefore,  as  one  who  has  tried 
nearly  every  form  of  exercise,  both  violent 
and  otherwise,  I  put  cycling  far  away  at 
the  head  of  all  of  them." 


Peterson  Takes  Two  Events. 

State  Centurion  Fred  E.  Peterson,  of  the 
New  Jersey  Division  of  the  Century  Road 
Club  of  America,  captured  two  of  the  four 
races  at  the  annual  carnival  of  sports  pro- 
moted by  the  C.  R.  C.  of  A.,  on  Staten 
Island,  N.  Y.,  last  Sunday,  16  th  inst.  Jer- 
sey riders  made  the  big  bags,  getting  all 
the  prizes.  H.  E.  Fischer  finished  first  in 
the  five  mile  handicap  and  was  third  in  the 


one  mile  open,  Joe  Nois  crossing  the  tape 
first.     The  summary  follows: 

One  mile  open — Won  by  Joe  Nois,  sec- 
ond, O.  Nelson;  third,  H.  E.  Fisher;  fourth, 
Emil  Leuly.     Time,  2:40. 

Three  mile  open — Won  by  Fred  E.  Peter- 
son; second,  Harry  Early;  third,  Ben  Eves- 
son;  fourth,  Frank  Blatz.     Time,  7:55. 

Five  mile  open — Won  by  Fred  E.  Peter- 
son; second,  Harry  Early;  third,  Ben  Eves- 
son;  fourth,  Frank  Blatz.     Time,   15:00. 

Five  mile  handicap — Won  by  H.  E. 
Fisher  (4:00);  second,  J.  Nois  (5:00);  third, 
Frank  Blatz  (3:00);  fourth,  Peter  J.  Baum 
(scratch);  fifth,  Emil  Leuly  (5:00)  Time, 
12:45. 


American  Motorcyclists 

are  already  well  aware  of  the  unrivalled 
comfort    and    quality    of    the    world-famed 

Imported 
Brooks 
Saddles 

American  Cyclists 

now  will  have  the  opportunity  to  become 
acquainted.  We  have  obtained  control  of 
the  American  sale  of  the  full  line  of  the 
Brooks  saddles  and  to  all  riders  able  to 
appreciate  the  combination  of 

QUALITY,  COnFORT 
STYLE    AND    DURABILITY 

we  recommend  the 


Brooks  B17 

There  is   no  other  saddle  just  like  it  or 
half  so  good. 


Inquiries  Invited. 


JOBBERS  SUPPLIED 


Hendee  Mfg.  Co.,   Spdngfield,  Mass 


THE 

"Good  Old  Standbys" 

BEVIN 
Bells 


BEVIN 
Toe  Clips 


BEVIN 
Trouser  Guards 


Prices  as  interesting  as  ever. 


Bevin  Bros.  Mfg.  Co 

EASrHAMPTON,  COHN. 


748 


THE  BICYCLING  WORLD 


FORSYTH    SPECIALTIES. 


Full  Chain  Guard  with  All  Connections. 

Made  in  sections  and  riveted  together,  giving  enough  elasticity 
to  avoid  the  "twang"  of  a  one-piece  guard.  Adjustable  to  stretch 
of  chain  and  to  differences  of  length  betwjeen  centers  of  axles. 

FORSYTH  MANUFACTURING  CO., 


"Handy  things 
to  have  about 
the  house." 

We  also  make 

Mud  Guard  Fittings, 
Sprocltet  Guards, 
Metal  Hand  Bralces 

and  other  Fpecialties. 

Buffalo,  N.  Y. 


[^o  JrjCif  oj^is  o  if  Q:?S  Q.A  Q^^as:.^  ■ 


Half  Guard  with  All  Connections. 

Notice  the  method  of  attaching  front  con 
nection.  Enough  adjustment  to  meet  the  angle  of 
any  frame;  a  little' feature  ali  our  own.  It  counts. 
These  guards  are  just  a  little  better  than  any 
others.  That's  why  we  are  still  making  and  sell- 
ing lots  of  them. 


PEDALS  AND  SPOKES 

FOR  EVERY  MANUFACTURER  WHO  PRODUCES  BICYCLES 


AND 


For  Every  Man  Who 
Sells  or  Rides  Them. 


STANDARD  JUVENII^E  NO.  2. 


They    are    Pedals 
\  and  Spokes  of  the 
Right   Sort,    too. 


STANDARD  NO.  1  RAT  TRAP. 


DIAMOND  E  SPOKES 


QUOTATIONS  ON  REQUEST. 


The  Standard  Company 

Makers   also   of   Standard   Two-Speed    Automatic  Coaster   Brake,    and    Star   and   Sager   Toe   Clips, 

TORRINQTON,  CONN. 


Schrader  Universal  Valve, 


NOTICE. 


Manufacturers  of  Bicycles,  Jobbers  and 
Dealers : 

In  order  to  facilitate  the 
obtaining  of 

PARTS  of  the 
Schrader  Universal  Valve, 

We  have  concluded  to  sell 
parts  only  to  the  general 
trade. 

Parts  99-1,  gg-2,  gg-3,  gg-4  may  be  had  from  all  makers,  or 
from  A.  ScHKADER^s  SoN  Inc.  Price  List  sent  on  appli- 
cation 


(Trade  Mark,  registered  April  30,  1895.) 

SIMPLE  AND 
ABSOLUTELY   AIR-TIGHT 


Manufactured  by 


» 

r=  ^fV 

p 

e 

199 

g 

A.  SCHRADER^S  SON,  Inc. 


Established  1S44. 


i»-9 


28-32  Rose  St., 

New  York,  U.  S.  A. 


o/d   U€e/  C^-rc^y^,^^ 


WE  SAID   POUR  WEEKS  AGO  ABOUT 

Diamond 

WRAPPED  TREAD  TIRES 

AND   WE   DESIRE  TO  REPEAT  IT- 

THAT  WHEN    WE  SELECTED  THE  NAME    "  WRAPPED  TREAD  "  AS  APPLIED  TO 

DIAMOND  WRAPPED  TREAD  TIRES, 

it  was  our  purpose  only  to  call  attention   to   the  radical   departure   from  the 
full  molded  construction    showing  the  mold  mark  in  the  center  of  the  tread. 

THE  WRAPPED  TREAD  FEATURE,  WHILE  IMPORTANT,  WILL  NOT  PROVE 
OF  ANY  GREAT  VALUE  WHEN  NOT  BACKED  UP  BY  SIX  OTHER  EQUALLY 
IMPORTANT  POINTS  ENTERING  INTO  OUR  CONSTRUCTION. 

aMIE>    I>I.A.JM:0IVI>    liUJBJBOIi    OO.,    .^Iszrorx,    Ohio. 

brancme:s 

NEW   YORK— 78   Reade    St  BOSTON— 174    Columbus   Ave.  ST.   LOUIS— 3966  Olive  St.  DENVER— 322    Boston    Building. 

BUFFALO— 715    Main    St.  DETROIT— 138    Jefferson    Ave.  CHICAGO— 167-169   Lake   St  SAN    FRANCISCO— 608    Mission    St 

PHILADELPHIA— 304-306    N.    Broad    St  CLEVELAND— 323    Huron    St  MINNEAPOLIS— 611    First  Ave.   S. 


PALflER  TIRE5 

For  personal  comfort,  real  solid  enjoyment,  and  in  the 
long  run  economy,  the  Palmer  Tire  stands  supreme. 

The  old  slogan  :  "  Palmer  Tires  Make  All  Wheels 
High  Grade,"  means  just  as  much  as  ever. 

The  logical  tire  equipment  for  the  up-to-date  machine. 


THE  B.  F.  GOODRICH  COHPANY, 

AKRON,  0. 

NEW   YORK,  66-68   Reade   St    &   1625   Broadway.  BUFFALO.   731   Main  St  PHILADELPHIA.  909  Arch  St 

CHICAGO,   141    Lake  St  DENVER,    1444    Curtis   St  BOSTON.    161    Columbiu    Ave. 

SAN   FRANCISCO,   392   Mission  St  ST.   LOUIS,  3926-28  Olive    St  DETROIT,  80  E.  CongreM  St 

CLEVELAND,  416  Erie  St  LONDON,  E.  C.   7  Snow  HilL 


I  I 


IVIorgan  &  Wright  Inner  Tubes 

Years  of  test  in  service  have  demonstrated  that  inner  Tubes  made  by 
MORGAN    &   WRIGHT,  Chicago,  embody 

The  Best  Stock  and  The  Best  End 

Full  Assortment.    The  proper  sizes  for  the  various  casings 


Easy  to  Cet— All  Jobbers  Handle  Them 
Easy  to  Sell— All  Riders  Know  Them 


We  now  make  endless  Tubes  in  the  C  &  J  and  Dunlop  styles 

Specify  them  in  vour  orders.    Others  are  not  '^iust  as  good" 


New  York 


MORGAN  &  WRIGHT,  Chicago 


Dayton 


Detroit 


Atlanta 


St.  Louis 


San  Francisco 


MOTORCYCLE  AND  BICYCLE. 


Increase  in  popularity  year  by  year. 
RESILIENT.     EASY  TO  HANDLE.      DURABLE. 

0&71iRcCo. 

Indianapolis 


DEPOTS: 
Chicago,  Buffalo, 
Detroit,  Cleveland, 
Boston,  Denver, 
San  Francisco,  Philadelphia. 


DISTRIBUTING  AGENCIES: 
Minneapolis,  Plant  Brothers. 
Portland,  Keats  &  Company. 
Los  Angeles,  Ramsay-Hutchins  Rubber  Co. 


X'^; 


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9088  90033  0549