COPYRIGHT BY
THE COMMERCIAL ADVERTISER ASS’N.
A. D. 1898.

THE MODERN BICYCLE
AND ITS
ACCESSORIES

A COMPLETE REFERENCE BOOK
FOR
RIDER, DEALER AND MAKER

Republished from the Series of Articles Written for The Commercial
Advertiser by Alex. Schwalbach and Julius Wilcox Under the
Caption of “Bicycles for 1898,” Setting Forth the Improvements
and Changes in Manufacture Since 1816.

THE COMMERCIAL ADVERTISER ASSOCIATION,
29 Park Row, New York,
Publishers.
1898.

CONTENTS.

ILLUSTRATIONS.

PREFACE.

To the Cyclist who appreciates the advantage of understanding his wheel, its mechanism and its construction, for the same reason and because of the same interest felt by a horseman in his roadster, an engineer in his locomotive, or a yachtsman in his boat, the following pages can scarcely fail to be of interest and value.

Bicycles without number have been consigned to the scrap heap or discarded for new mounts, as the result of abuse and the lack of proper care, due solely to the ignorance of riders as to a wheel’s construction and requirements, while disappointments have resulted, in many instances, because the same lack of knowledge has prevented the wise selection of a well constructed and properly adjusted mount at the outset.

A bicycle can no more be expected to run smoothly without a proper adjustment of its parts and their maintenance in perfect running condition than can any other piece of machinery, and while the chain and chainless productions of 1898 are admirable for their simple mechanism, such points as the bearings and running gear require periodical inspection and attention to insure satisfactory service. This cannot be adequately given by a rider who has no conception as to the details of construction of his machine, and so it frequently happens that a bicycle sinks into an early grave because its rider persists in calling upon it for continued service, while utterly indifferent to its construction and requirements.

“Know thy wheel” is an excellent maxim for every rider to follow; for those who heed it the matter of emergency repair will be a simple thing, a smooth running wheel will be assured, the chance of accident reduced to the minimum, and the life of the machine extended throughout its fullest period. It is partly with a view to bringing about a better acquaintance between the average rider and his wheel that the following pages are presented.

To the bicycle manufacturer and to the repair man and dealer—who are frequently called upon for advice and service concerning any and all makes of wheels—to the student of cycle construction, and to the mechanical expert, the volume will scarcely fail to be regarded as a valuable reference book for many years to come.

The idea of presenting to riders—through the columns of “The Commercial Advertiser”—an illustrated description of the lines, parts and improvements of the bicycle for 1898 was conceived chiefly because of the absence during the winter of 1897-98 of a National Cycle Show. Just prior to the opening of preceding seasons tens of thousands of riders throughout the country were able to see at the annual shows, and at those held under the auspices of the various local cycle trade organizations, all that the maker had to offer in changes and improvements for the new year. This opportunity was also furthered by the columns of descriptive matter published by the daily press and cycle trade journals in their reports of these shows and their exhibits. Riders were to have none of these advantages for the season of 1898, however, and “The Commercial Advertiser” accordingly began the work of collecting and presenting the information which appeared in its columns in serial form during February, March and April of 1898, and which is now presented in this volume.

It is not claimed that all of the new features and changes evolved by the master mechanics of the cycle building industry have been embodied. It is believed, however, that none having an important bearing upon, or any way likely to cause material changes in, the methods of bicycle construction have been overlooked. Further than this, the gradual processes through which these changes and improvements have been evolved are shown throughout the periods of distinct advancement, also those of reversion, as they have followed, one upon the other, until the present state of the industry is reached, and its product set forth as the most advanced, from every standpoint, in the history of bicycle building.

Likewise the progress and improvement made in the manufacture of tires, saddles, lamps, bells, brakes, and the many other articles common to the well-equipped modern bicycle, have received careful attention, with the result that the work of presenting this amount of information to the readers of “The Commercial Advertiser” has, we believe, been as complete and thorough as it has been practicable to make it.

THE PUBLISHERS.

NAMES OF THE PARTS OF A BICYCLE.

CHAPTER I.
EVOLUTION OF THE BICYCLE—1816 TO 1899.

“The nothing of the day is a machine called the Velocipede. It is a wheel carriage to ride cock-horse upon, sitting astride and pushing it along with the toes, a rudder wheel in the hand. They will go seven miles in an hour. A handsome ‘gelding’ will come to 8 guineas; however, they will soon be cheaper unless the army takes to them.”—Letter of John Keats to a friend, about 1818.

The future historian of cycledom will clearly note that 1898 was memorable for the reincarnation of the chainless; that the chain models were improved in quality and reduced in price, and that the trade did not hold a show, this being the first lapse since those events began in this country in 1890. Conservative old England, where shows were first held and the bicycle really began to succeed, has just closed her twenty-first or “coming-of-age” show in London, and the other large cities of the kingdom are, in their turn, pushing the show around the circuit as usual. America—progressive and enthusiastic—after less than one decade of it, exhausted itself for the time, and the National Board of Trade of Cycle Manufacturers decided to pass 1898, refusing to give sanction to either national or local exhibitions.

From the stand of the riding public much might be said on the affirmative side of the show question. The show brings under one roof all the new models and accessories for the coming year, affording ready means of comparisons, instructive, even if sometimes odious; maker and rider come together, and the latter especially, has opportunity to renew old friendships; the copious reports and illustrations in the daily and trade press arouse expectation in the cycling public, and undoubtedly make many new converts; the gap between riding seasons is bridged across “the winter of our discontent,” and things are kept on the move. Not denying aught of this, the makers reply that they are not in the amusement business; that this is a costly form of advertising directly, also delaying trade both by inducing buyers to wait to see it all and by tying up their representatives when they ought to be on the road visiting agents; that no other business has or needs such gatherings; and that shows were originally intended to bring together maker and dealer, not maker and rider.

Intelligent and impartial observers who have studied the question from both sides, say that all the trouble has come from the American habit of overdoing, and that the makers are to blame for deviation from the original idea, and for going into gorgeous competitions in electric lighting, costly furnishings and decorations and a prodigal waste of printed matter; that when aisles are packed and the week is a society event, the greatest thing in a show, the one chiefly cared for, and really about the only one that can be seen, is the show itself, the crowd itself being what the crowd attends; that the thing becomes a grab for “souvenirs” and a spectacular waste, instead of an exhibit of cycles and accessories to those who really want to see them.

TRANSFORMATION OF “THE SHOW.”

There has been a divergence from the original idea, certainly, even in England. The Stanley Show was at first the happy thought of some member of the Stanley Club, one of the oldest if not quite the oldest of cycle clubs, in a time of cycle feebleness, when the young sport needed all the aid it could command. To help things along through the winter, and doubtless largely on the strictly social side, it was proposed to get together in one place as many patterns of cycle and as many kindred articles as could be got. From that feeble start the thing has grown, as cycling grew. In a like feeble way, though with a model to follow, cycle showing began in this country, at Philadelphia. During the years that have followed it has brought the public into line, until in New York there is now only one building large enough to hold it—and that none too large for such an event. In Chicago there was one vast enough, but so vast that it had to be placed so far away from business and residence that it was as if a show were to be held out at Jamaica, on Long Island. Reaching the spot was certainly none too easy, and the cold was apt to be very bitter. Here in New York, it is urged, had the makers, through the National Board, chosen and decided to revert to the plan of a simple trade exhibition, and had the date been in November or December, instead of January or February, the cost would have been small, and all interests really concerned would have been benefited, even while allowing, although not pressing, the public to attend.

A CYCLE OPENING DAY.

It is to be expected that shows will come again, with some lessons learned and surer warrant of having the net balances more on the right side all around. Meanwhile, and as an immediately timely matter, observe that cyclists have from the first gradually taken as theirs all seasonable outdoor holidays, and a sensible custom has grown up in Boston and other New England towns of making Washington’s Birthday, Feb. 22, an “opening day” among the retail cycle dealers, who hold open house, utilize flowers, decorations and other pleasant things; array their new models for view and invite the public to call. Needless to say, the invitation on this cycle “New Year calls” day is largely accepted and cyclists, real and expectant, with their sisters and their cousins and their aunts, go the rounds at pleasure, comparing models, anticipating the full riding season and enjoying good cheer.

THE DRAISINE “IN ACTION”—1818.

The retail cycle dealers in New York, lesser and greater, propose to adopt this good Yankee custom hereafter and will keep latchstrings out on Feb. 22, so that instead of one great central show there will be a thousand miniature ones scattered throughout the metropolis; it is estimated—of course there can never be an accurate census—that there are 250,000 cyclists in New York City alone. The 17th of March, St. Patrick’s Day, has generally been considered the opening of the riding season, the round of day and night being then equally divided: the “opening day” adopted for Feb. 22 will naturally and easily fall in with this customary notion as to March 17.

THE SWIFT MARCH OF IMPROVEMENT.

“BONESHAKER”—1868.

(The Rider is John Mayall, who
made the first road record, by
riding (as shown in cut) from
London to Brighton, 53 miles,
in one day, February, 1869.)

So rapid has been the march of improvement in cycle-making during the last seven years that the approach to fixity and uniformity of pattern—all bicycles now looking alike to the casual glance—has almost lost to us one of our most charming senses, the sense of delighted surprise. The most ingenious efforts of our master mechanics, accomplishing what would have been impossible only a short time ago, are now received as matters of course. The crude conditions and mechanical product of no more than ten years ago are rarely recalled; the vast majority of riders do not even know about them. The strength, lightness and beauty of the later bicycle have come out of long and toilsome and costly evolution, in which many have fallen by the way, and reward has not always been according to real merit. The careful student of the principles of cycle construction—the making of “a poem of steel”—cannot appreciatively examine the details in the advance shown in this year’s models without being glad that he is permitted to see such achievements. It is one thing to push and misuse the bicycle, another to ride it with intelligent care, another to understand it, another to love it and to honor the long cumulative skill which has made it possible and practical. The rabid seeker for extreme and radical novelties in type, form and modes of propulsion may care little for the niceties of mechanical accomplishment and may declare that the standstill has been reached. But this pessimistic and blasé view is unwarranted, for undoubtedly many of the most perfected and nearest perfect details now in vogue will be used on the cycle of the future, regardless of its general type.

THE TENDENCY TO FIXITY.

As in a number of past years, the art of cycle-making in 1898 exhibits distinct signs of two irresistible tendencies. One is toward fixity of type; the other is toward reversion to type. Fixity of type means the condition when—although there may be several widely different patterns of bicycle in use, as there always are of other wheeled vehicles—all of one pattern are substantially alike, varying only in trivial details, the product of all makers bearing the same appearance to the casual eye, however varying in real quality. When that time comes bicycles will resemble cut nails in being staple, standard, uniform and all alike. Such a time has not yet arrived, and it is not necessary to try to name the date in the new century when it will arrive; nevertheless the signs of its approach are unmistakable.

THE TENDENCY TO REVERSION.

Reversion to type—a well-known phrase of the scientific evolutionist—means here a return to earlier and once-discarded forms of construction. Very few notice the process, yet it constantly goes on. The inquirer for novelties often has the old presented to him and is satisfied, supposing he is looking on a new up-to-date production; it is a common experience to find alleged new devices brought out and rapturously received by the quidnuncs which the veteran instantly recognizes as among the things he saw tossed, years ago, into the refuse of the scrapheap.

That unhappy and irrepressible person, the “born inventor”—one of whom, like the “sucker,” is born every minute—is perpetually doing this in cycle matters, because the cycle is so much in the public eye that it draws him as the lamp flame draws the moth; he cannot keep away from it. Twenty years ago, at the very beginning of the bicycle in this country, he was eagerly on hand with his multiple-speed, mile-a-minute contraption; he has been doing the same ever since, and is just as industriously as ever reinventing the old folly; the Patent Office is flooded with his lumber. This, however, is repetition rather than reversion.

Reversion to old forms comes about for several reasons. We must always remember that the bicycle, like the piano, the violin and some other things which could be cited, belongs to nobody. Nobody invented it; it is the product of many minds, and has been wrought out by a long and gradual evolution, in which every step, freaky ones excepted, has been suggested and tested by practical use. Hence a device may be abandoned in the hope of escaping the inevitable drawback which besets all earthly things; or a device may be dropped because it cannot be made well enough or easily enough in the existing state of the art; or the conditions of public demand, or the state of the roads, or the caprice of fashion may change. Changes also come about to gratify the craving for novelty, and when the list of possibles comes to its end the maker goes back to or toward the beginning again, like the preacher who tips over his barrel of sermons and starts in afresh on the other end.

THE “ORDINARY”—1878.

For illustration, suppose the following: The chain has some drawbacks, and therefore it is gradually displaced by the bevel-gear and entirely goes out. That gear develops drawbacks in turn, provoking fresh complaint, and after some years of suffering under it, some maker brings out a chain wheel, which is hailed with delight, and widely written up as the novelty of the year. One by one makers follow suit, until the gear is again quite displaced; improvement has then gone around and has come back upon its own path, the disadvantages of the old form having been found by trial to be less than those of the newer. This supposed case, which is partly real, would illustrate progress by reversion.

A BRIEF SKETCH OF DEVELOPMENT.

The early history of bicycle development has been told even to weariness, perhaps because not always well told. We shall not go over the course again, and yet it may not be amiss to show briefly and connectedly how the wheel of today grew out of the three preceding ones, especially since this strikingly illustrates the reversion process just explained.

The earliest vehicle for making oneself horse as well as rider was a three-wheeler, and was known at least, as early as 1779; the two-wheeler began in 1816, as far as records show, with the Draisine, a front-steerer, which was all ready to develop into either a front-driver or a rear-driver, according to the method of attaching the cranks, which so long remained the missing link. Of course it quickly went out, and after nearly a half century of oblivion it was dragged down from the garret and the cranks were added—to the front wheel, as that was then the easier way. The revival is generally credited to France and to Pierre Lallement, although Michaux, for whom he had been working in Paris, is probably more entitled to the credit than he; the name of the man really the first to take the new step, however, is hopelessly lost in obscurity. Lallement did ride the thing in Paris, and did afterward make one in Connecticut. The patent on “oppositely projecting cranks” issued to him in 1866 became the most valuable one on which suits were afterward fought and royalties were collected, yet Lallement invented nothing, and it is worth putting on record here that Mr. Wilcox saw the velocipede of that day publicly ridden in Brooklyn nearly two years before the issue of that patent, and more than a year before Lallement came to this country.

A few years of decline as a curiosity and the “[boneshaker]” had gone into forgetfulness after the Draisine. Aside from its intolerable weight and its crude and clumsy construction, what killed it was its lack of speed, for it was “geared level,” that is, not geared at all. England, however, did not give up the subject, but kept pegging away at it. To get a longer run for each foot-stroke, a larger wheel was necessary; so the rider was gradually brought “over his work,” and the front wheel became as large as he could reach, on a “close built” construction; necessarily the back wheel shrunk to a smaller size, ranging from 16 to 18 inches, or else the thing could have been neither mounted nor managed. Wood had given place to metal; the tubular steel frame, the suspension wheel with wire spokes, the steel rim and the solid rubber tire came in nearly together, and so, as the third great step, was evolved the high wheel, or the “[good old ordinary],” still held more or less affectionately in the memory of all who ever rode it. A specimen or two appeared in the Centennial Exhibition at Philadelphia in 1876. In the following year the new type commenced to go in this country, beginning thus the bicycle era, and it made its pioneer way without any rival until 1881. In 1880, however, McKee & Harrington of this city, one of the pioneer makers, received a diploma and a bronze medal for “a steel bicycle” exhibited at the fair of the American Institute. But the faults of the new construction were as positive as its virtues. It was heavy, averaging twice the weight of the bicycle of today; the size which fitted depended on the rider’s length of leg, not at all on his strength or his preference; worst of all, it was an acrobatic and unsafe thing, and was not a practical vehicle, although those who then sold and used it tried to make it out so.

Under the demand for safety, invention went back to the “[boneshaker],” and put on the cranks and sprockets which could have been put on earlier, producing in a clumsy form the now universal geared rear driver. An earlier specimen under the name of “Bicyclette” appeared as far back as 1879, but the “[Rover]” (nearly identical with that) succeeded in giving its name to the type. Yet this name failed to survive, because the type drove out every other, and no specific name was required to distinguish it. To the great majority of present riders, this is “the bicycle,” the only one they ever knew; before it had driven out all others it was spoken of as “the safety,” and yet there were many other forms of safety bicycles, of which one antedated the rear driver in this country by some six years, and two originated here.

All this was reversion to type. The [Draisine] went out of existence, then received cranks on its front wheel and revived as the “[boneshaker],” or velocipede. That went out as quickly in its turn, and gradually grew into the [ordinary]. Then reappeared the Draisine, with cranks in the other places, and drove out the high wheel after a hard contest. Will any such complete reversion occur again? It does not seem likely; yet when we remember the long and persistent battle of the types, and the number of forms which have been tried, it would be unwarranted to pronounce this impossible; the front driver still survives, although little is heard of it, and if it should possess the field once more that would be no more remarkable than the changes which have already occurred.

TENDENCIES IN GENERAL.

The mechanical tendencies of the American cycle makers and their product for 1898 are sharp and clearly defined. Indeed, the past year marks the close of a decade of construction of the rear-driving bicycle. Before proceeding to analyze in detail the constructional features for 1898, a bird’s eye view of the tendencies over the whole field will not be amiss.

REAR-DRIVER—1893.

The most striking characteristic tendency is the effort to introduce chainless rear driving, not altogether, however, by the bevel-gear. A careful census of the makers shows that some thirty prominent makers had perfected plans to place a chainless cycle of some sort on the market in 1898. Thus the season offers debatable ground between the advocates of the chainless and the chain-driven cycle. During 1898 is being fought the battle for supremacy between them, the chain-driven cycle being ably reinforced by its great and coming ally the gear-case, and the bevel-gear and other forms of chainless construction coming away from the realm of theory and the special pleas of the makers’ catalogues, and in the hands of the riding public will be put through that great crucible of public test, use on the road, under load, and under all sorts of conditions. The introduction of the chainless method of propulsion has, however, not radically changed the prevailing popular type of frame construction, and therefore the general tendency of construction, except the methods of propulsion, may be here surveyed as a whole.

DROP OF THE CRANK BRACKET.

One of the most prominent tendencies of the season is the dropping of the crank-hanger bracket to a point from 2 inches to 4 inches below a line drawn through the centre of the wheel axles, the average drop on road wheels being 2½ inches, on light road wheels 2¾ inches, and on road-racing and track wheels, from these to the extreme limit. This lowering of the crank-hanger bracket has also necessarily brought with it a shortening of the steering head, in order to maintain the top tube horizontal or parallel with the ground. Lengths of head run from 4 to 8 inches, a fair average in length being about 6 inches, a change indeed from the long-head fad of a few years ago, under which heads have reached a length of over 13½ inches. Just what effect the shortening of the head will have on the steering remains to be found out by actual use, the makers who have used long heads having always claimed ease of steering for them.

Another point to be borne in mind in noting this tendency toward short heads, is that their use will necessitate the use of longer and therefore weaker handlebar stems, for those who use a medium or upturned bar, as well as long seat posts, more withdrawn from the frame. Of course, the scorcher with his drop bar will like the short head, and therefore its popularity may be wholly confined to this class of riders.

The most peculiar feature in connection with this drop of the frame is the very marked tendency toward the use of longer cranks and higher gears. In former years the average length of crank was 6½ inches for a man’s roadster, and 5½ to 6 inches for a lady’s wheel. A notable departure in this crank length this season is that three or four of the largest makers are equipping their ladies’ wheels with 6½ inch cranks, and men’s wheels with 7 and 7½ inch cranks. While this may be commendable in a cycle for men’s use, having a high gear, such crank length is positively objectionable on a ladies’ cycle, for several reasons, one of the chief ones being the increased knee action.

HEIGHT AND SHAPE OF FRAME.

The length of wheel base—that is, the extreme measurement between the points where the two wheels rest on the ground—is not noticeably changed, the average being still about 43½ inches; this measurement has a close but not a quite fixed relation to the shape and angles of the frame. The rake or backward inclination of the diagonal stay is in most cases somewhat lessened, not now being in complete harmony with the rake of the front forks and head. This may be considered a change in the preferred direction, the forward position of the rider, nearly over the crank axle, being an extremely popular one; to indulge this preference on position, in cases where this diagonal tube, which also carries the saddle, was well raked backward, the use of a long saddle-post in the form of an inverted L was necessary. This changed construction also shortens the upper horizontal tube, and thus, it is claimed, tends to stiffen the frame. The craze for riding exceedingly high frames has shifted to the other extreme, the average scorcher now calling for a very low frame with a short head, and a crank-hanger dropped well down below a line drawn between the wheel axles, obtaining leg-reach by raising the saddle above the frame. A peculiar and typical combination consists of the use of an extremely low crank-hanger together with long cranks; this obviously brings the pedal very near the ground at the bottom of its travel, especially when toe-clips are put on, and there must be danger of coming to sudden and sharp grief when going on stony or rutty roads or in swinging rapidly around sharp corners, which requires leaning to one side to preserve balance. If not carried to extremes, however, the drop of the crank-hanger may be considered a good point mechanically. It brings the centre of gravity lower, and makes mounting and dismounting easier, this last consideration being of especial consequence for ladies. Here it may be remarked that, a year ago, ladies who desired to use the double-loop frame, either with or without the low drop, were obliged to purchase the highest-priced makes in order to obtain it; this year, all the great makers of medium-priced grades, as well as makers of the highest-priced, furnish the double-looped drop-frame, thus showing not only the popularity of the double-loop but a keener desire and a better understanding to cater to public wants.

THE ROVER—1878.

SIZES AND SECTIONS OF TUBING.

The use of large tubing seems to have reached its limit during 1897, a majority of the makers now using 1⅛ inch tubing in the front part of the frame. Other makers vary this, of course, by using 1¼ inch tubing in the lower main frame, and in the diagonal stay which runs from the crank-hanger bracket to the seat-pillar cluster; D-shaped tubing, however, is much more largely used than before for rear forks and back stays. Front forks are also largely made of D-shaped tubing, many of the makers using a front fork made of an internally tapered continuous piece of D-shaped tubing. Rear forks are also made in this same manner, and are connected to the crank-hanger by a single large round stem, which avoids the necessity of offsetting the fork on the chain side. Back stays are also connected to the main part of the frame in this same manner. This idea, when used in connection with the arch-front fork crown, which is the most popular one of the day, and which seems destined to supersede entirely in popular favor the old two-piece crown, makes a very taking looking construction. There is, however, a question as to whether this method of joining the continuous rear forks to a single stem is as rigid as would be two separate forks, run either straight or with an offset to the crank-hanger.

Internally tapered tubing is very largely used in frame construction generally, thus avoiding all need of employing internal reinforcements or liners, as formerly, which are liable to cause the tube to give way under strain at the exact place where they come to an end. This is considered a step in the right direction.

REINFORCEMENTS AND JOINTS.

The use of external reinforcements is not growing, and as the use of large tubing necessitates the employment of flush or invisible joints, in order to make a neat finish, such joints appear to be more largely in vogue than ever. Even the popular priced models use them largely. Some fear was expressed as to their durability and strength, at the opening of last season, but the makers have now had last year’s experience to guide them, and may be assumed to know how to make them strong, so that no trouble need be apprehended on that score.

External joints are, however, largely used still, as are also lap-brazed joints. These variations may, however, be considered as mere “talking-points,” and as evidences of finish and detail rather than as the distinctive features of the frame. For instance, a maker who used flush joints last year on his chain wheels now produces his chainless wheel with outside joints. Another maker who used lap joints on all his models last year, now makes his latest model with flush joints, and so the variation goes on. These changes back and forth, may be in some measure reckoned among those made for the sake of change.

Sheet metal stampings are used for connections more largely than ever; many of the detailed parts of these are wonderful evidences of the excellence of the art and show the advanced stages of what might be more properly termed drawing, forming, and stamping processes.

CHAINLESS TYPE, 1898 (BEVEL GEAR).

HUBS AND SPOKES.

In the construction of the wheel hubs, the use of the “barrel” pattern, which has been for several years making its way, is more notable than ever, the old pattern with definite flanges thereon for the spokes, having nearly disappeared. This is in good part because the cup-adjustment bearing, which requires the barrel hub to go with it, has greatly gained ground, a large number of the leading makers having now adopted it for all, or nearly all bearings. Self-oiling devices and hollow axles containing oil and wick are also popular, the old projecting “lubricator” or cup for receiving oil, being wholly extinct. It is safe to say that this is an old device which reversion will never bring back.

The use of hubs having flanges, of a peculiar shape, made and drilled to receive the usual tangent spoke made straight from end to end without a hooked end to attach to the hub, is very largely on the increase, more than twenty of the leading makers now following that method. Spokes are still enlarged at both ends by the process of swaging or drawing down, instead of upsetting. Not a few makers are increasing their number, of course using a thinner wire.

CRANKS AND CRANK AXLES.

There is a distinct reversion toward square-section cranks. In crank-axles, the one-piece type has evidently come to stay, and it is followed closely in popularity by the two-piece crank and axle. Very few of the makers use the three-piece construction, and even in these there are peculiar and odd forms of fastening the crank to the axle, the use of the good old cotter pin being nearly abandoned. This may be accounted for mostly because the makers desired “something different,” and also on the ground of neatness. The main objection, however, to the use of these various types of crank fastenings is their entire lack of interchangeability, so that the rider who has one of them and breaks or loses a part of his crank fastening, cannot obtain this part or any repair thereto, except through the maker or dealer who handles this particular pattern of wheel. Under the old system of using the cotter pin the cranks and cotter pins were readily interchangeable, and therefore this tendency to variations in these parts is to be regretted.

SEAT-POSTS AND HANDLEBAR FASTENINGS.

Internal or semi-concealed seat-post and handlebar fastenings of all descriptions are very much in vogue, the reason for their popularity being their great neatness, as compared with the old method of clamping, and their lack of projecting parts; still there is not uniformity in this particular, many of the great makers adhering yet to the familiar method of fastening by “pinch-bind” bolts.

Handlebars show a decided tendency to go back to the length between grips which prevailed when the bar was straight. The steel bar, of tubing, still reigns supreme, some times covered with rubber or celluloid coatings, or imitations thereof, for the sake of protection from rust and for showy appearance, as well as to be more agreeable to the touch. The wood bar is by no means extinct, but does not make progress, not having caught the public fancy, as its friends expected it would.

GEARCASES, PEDALS AND BRAKES.

Nearly all the makers are providing sufficient clearance at the crank axle and rear fork-end, so that a gear-case can be used. Many of the makers have gearcases of their own production, and there are two or three detachable ones on the market which are composed of hard and soft rubber, metal and leather combined. More gearcases will probably be sold this year than ever before in the history of the trade, public attention having been largely called to them by the neatness and desirability of the case as used on the bevel-gear cycles.

The average width of tread on this year’s cycles is about 4½ inches.

Pedals are made stronger and larger, and are screwed directly into the end of the crank, the use of the lock-nut on the end of the pedal shaft being almost entirely abandoned.

Brakes of some kind will be more largely used than ever before. External brakes with levers on the handlebars are not as popular as in former years, many of the makers extending the brake stem down through the steering head, thus making a neater and more stylish appearing brake. Brake spoons are mostly fitted with a rubber shoe; and there is a decided tendency toward back-pedaling brakes, many of which are supplied by the cycle makers without extra charge.

Weights run from 23 to 26 pounds, the average weight of roadsters being 24 pounds, and ladies’ wheels averaging in weight about 25 pounds.

CHAINS AND CHAIN ADJUSTERS.

Large sprockets have evidently come to stay, front sprockets having from 18 to 32 teeth and rear sprockets having from 7 to 12; a combination made up of these will produce almost any gear ratio desired.

Chains seem to have settled down to a standard width of ³⁄₁₆ of an inch, and there are many varieties, all having, however, one inch pitch and solid blocks; there are also roller chains, having longer or shorter pitch, but rollers instead of blocks do not yet seem to have taken hold here, as in England.

Chain adjustments—i.e., means for [moving the back wheel] slightly to or from the crank axle—have been much simplified and improved. A number of variations of the well-known eccentric adjustment are on the market; a few makers are even using the eccentric adjustment at the crank bracket, on singles as well as on tandems. Here is an instance of reversion, the early “safeties” with chain-driving having been constructed in exactly this manner.

WOOD GUARDS AND RIMS.

The use of [wood] or bamboo in frames seems to have almost dropped out of sight, only two or three makers producing bicycles thus made.

The dress-guards on the back wheel on ladies’ bicycles are made of wood and are so furnished by all the makers, the metal styles having gone out of use altogether. The same cannot be said, however, of chain guards. Wooden chain guards are not so largely used as last year, the tendency being to use aluminum guards, either plain, nickeled or enameled, to match the frame in color; guards of stamped metal are also used. This return to metal may be ascribed in part to the notion that wood is heavy because it looks so, and to the temptation aluminum presents because of its extraordinary lightness. This, however, looks like a step backward. Aluminum, considered as material, has very poor claims, and it will be very difficult, by any practical lining and buffing, to break the persistent habit of metal chain guards to rattle when going over rough places; wood guards, on the contrary, if properly made, are strong, noiseless, and not heavy.

The wood rim is the only one used, and is now made thicker through its section and broader across its face, and while it is true that these rims do not now possess the life and resiliency they had when they were made of the thinner section, and narrower, they are now stiffer, truer, and not so liable as formerly to warp and twist or to break in a collision. Originally, wood rims were largely used, in good part, on account of their extreme lightness. Making them heavier now and painting them in dark colors might suggest a tendency to return to the use of steel rims, it being impossible now, owing to the large use of colored rims, to tell by their appearance of what material they are made. Rims of three-piece or laminated construction are fitted to nearly all of the high-grade wheels, but great improvements have also been made in the one-piece variety.

As in coach and carriage building, black still seems to be the standard color, but where colors are used many of the makers are enamelling rims to match. Striping seems to have fallen into disfavor, but scroll transfers, with illuminated corners with flowers and colors, appear to have gained a strong foothold.

TIRES.

The field is still contested between the double or inner-tube and the single-tube or hosepipe tire, and at times, leading makers of each have claimed that their class were used on two-thirds, or thereabouts, of all the cycles made in America. The regulation size for full roadsters is 1⅝ inch, in either class; the most popular at present are tires having a serrated or corrugated tread. There are, of course, a great many variations in surface in tires with rough treads, and also of smooth-tread tires. Very few marked novelties in tires are now seen in the market; this is quite in contrast with one and two years ago. Average weights are about 4 lbs. to the pair.

SADDLES.

Saddles may be divided pretty accurately into three classes. First are those having a fixed and unyielding metal base and a short pommel, which is not intended to be touched by the rider’s body, the seat portion being fitted with raised pads; second, saddles with a fixed base of either wood or metal, the edges being inflexible but the ease of use depending upon a more exact shaping of the whole, this form of saddle being sometimes varied by being slightly padded near the cantle or back edge, or either padded or inflated at the pommel; third, the saddles which are made by lacing firmly from cantle to pommel, the lacing being then provided with a flexible leather cover. The last named, which is a popular type, is also varied by having pads built on it, and the varieties of saddle under these three types are so great and so different that almost every peculiarity and whim of the rider ought to be met and satisfied this year.

TRICYCLES AND MULTICYCLES.

Tricycles are largely made by only one maker, and there is no apparent reason why they should not be more largely used by those who will not or can not venture to use the two-wheeler.

All the makers are producing tandems, and the peculiarities noted in constructing single models are carried into these also. Variations in tandems, however, consist of a diamond frame in front and a loop frame in the rear, or loop frame in front and diamond frame in the rear, but some have two loop frames so that two ladies can ride them.

Multicycles, such as triplets, quads quintuplets and sextuplets, cannot strictly be said to be for popular use, the makers only building a few of these yearly for advertising and racing purposes.

PRICES AND VALUES.

In concluding this review of the mechanical tendencies of the trade for 1898 the irresistible conviction is forced upon the mind of the critical observer that noblesse oblige evidently seems to have been the motto of every cycle maker for 1898, for never before have cycles been produced so good in design, style, finish, workmanship, material, stanchness and running qualities. Even the lowest-priced models quoted are superior in these respects to those offered in some previous years, and listing from $100 to $125 and $150, and the riding public is to be congratulated on this fact, because it places the bicycle, the vehicle of modern democracy and personal rapid transit, in the hands of the masses, at a popular price, and thus relegates the gaspipe cycle and its maker to well-deserved oblivion.

Undoubtedly the great reduction in price and the great increase in quality, a seeming paradox indeed, are due to what is known as fixity of pattern. Close observers of the trend of the trade and sport say, in addition, that the present conditions and popular prices are caused by the bicycle being no longer a fad of the classes, but a necessity of the masses; that their demand for a well-made and well-known product to meet their wants and purses, has caused this reduction to popular price, and that the needs of the makers in order to meet this want have been fulfilled by improved processes of manufacture, increased efficiency of the labor employed, lessened cost of component parts, and other economies of making and marketing, as well as by the increased quantity of the output. This is true of not only the cycle-making industry, but is also the history of every great American product of manufacture for which there is a great popular demand that leads to competition for popular favor.

On the other hand, the makers have also well provided for that class of the riding public who will be satisfied with nothing less than what might be termed a model de luxe, and who are willing to pay an increased price for this extra finish in construction and detail, so that the mechanical tendencies of the trade may well be summed up by quoting that epigram of Macaulay’s—“in every experimental science there is a tendency toward perfection.”

EXTREME TYPE OF 1898 MODEL COMBINING ALL LATE FEATURES.

CHAPTER II.
THE CHAINLESS WHEEL.

“Sans Chaine sans Gêne,” literally “without Chains without Care,” or even “Chainless and Careless,” is the happy motto chosen by an English maker of chainless bicycles; some thirty American makers are offering or promising to offer a chainless bicycle of some kind this year, although whether they will all realize the declaration of the motto time alone will show.

There are a number of methods for transmitting power from the crank axle of a bicycle to the driven wheel—possible theoretically, but the number practically available is very small. The possession of the field by the chain is now contested, mainly by the bevel-gear or its equivalent; the chain has the field, but changes are sometimes so rapid that this fact alone will not effectually bar out a really better driving method. The elements of bevel-gear construction will readily be seen from the cuts following. The usual front sprocket has teeth, which mesh into a pinion on a shaft that carries power to the wheel through a pair of pinions at the rear.

DEVELOPMENT OF THE BEVEL-GEAR CHAINLESS.

In April, 1885, a patent for the application of bevel-gears to the bicycle was taken out. Before 1897 more than one hundred such patents had been issued in the United States and England, in addition to those granted in France and Germany, and there had been much experimental construction, in which the difficulty and expense of gear cutting was great, and the springy frames and inaccurate workmanship almost invariably encountered were additional sources of trouble.

Of the foreign-made chainless bicycles the [Acatene], built in France, is the only one that has been brought to anything like perfection. The Acatene is a bevel-gear, and in many features is quite equal to the best American workmanship. In this country a number of bevel-gear cycles have been put forward, and some of them are still in use. The difficulties they have encountered have been mostly due to lack of capital and the practical impossibility of getting accurate gears cut except very slowly and at a very great cost.

In 1892 the League Cycle Company of Hartford, Conn., began making a bevel-gear bicycle, and at the New York Show of 1897 a number of their models were shown as curios. They were chiefly interesting from a historical point of view. An 1892 model shown was a lady’s single-loop drop frame, fitted with one-inch cushion tires. It weighed about 75 pounds and had an eight-inch tread. An 1893 model was a diamond frame, having double tubes from the lower part of the head to the crank-hanger, and having also double diagonal stays. It was fitted with pneumatic tires, had a 7¾ inch tread and weighed 45 pounds. An 1894 model shown was of the same construction, but having a high frame. The tread was reduced to 7 inches and the weight to about 32 pounds.

COLUMBIA CHAINLESS.

An 1895 model was of the regulation high frame diamond pattern, single-tube style, excepting double diagonal stays from seat pillar to crank-hanger. It had a 5-inch tread and weighed about thirty pounds. The 1896 models were a lady’s frame, double-loop, full nickeled, and a man’s diamond frame, each having 5⅛ inch tread and weighing about twenty-four pounds. All these models carried the large front driving gear on the centre of the crank axle between the bearings, the teeth facing outwardly instead of inwardly, as on the earlier samples. This company failed early in 1896, and there were some spasmodic attempts by Howard & Nichols of Newark, N. J., and the Bayvelgere Cycle Company to introduce bevel-gear bicycles. The Pope Manufacturing Company saw this object lesson, and all the old patents went into the hands of the makers of the Columbia. They began experimenting forthwith, and for two years they have built and tried, and made model after model, more than a dozen distinct variations having been tested, besides gathering the costly equipment to cut bevel-gears and produce them in quantities.

(It will be observed that the following descriptions of chainless cycles are from the respective makers, not necessarily in their own language, in every instance, but substantially so. For these descriptions, and still more for any statements regarding the merits of any and the comparative value of chainless driving. The Commercial Advertiser is not responsible, nor does anything in this article preclude the writers from any criticism or any expression of opinion hereafter. It has seemed fairest and best to allow the several makers to present their own side freely, and this paragraph is a disclaimer upon the part of the compilers, rather than a notice of dissent. The Bayvelgere, the English, the Quadrant, the Hildick, the Monarch and the Bantam, however, are described by our own representatives.)

THE COLUMBIA CHAINLESS.

This is a [Columbia] of the very highest grade in every respect; the same wheel, including the well-known Hartford single-tube tires, the same forks and handlebar, the same seat-post and choice of saddle, the same unsurpassed frame of nickel steel, the same pedals and cranks. The difference is entirely confined to the driving mechanism, to three sides of a parallelogram having the rear axle and the crank axle as its ends, and the shaft as one side. On this driving mechanism the very best thought, the very best work, and every resource of the manufacturers have been centred. There was long, costly and careful experimenting before the exact relative proportions of the two members of the front gear could be determined. These proportions, however, are now invariable—one turn of the axle giving 2 ⁴⁄₅ turns to the shaft. The relative size of the rear members is varied to produce the required “gear.” Friction in bevel-gears is dependent upon the harmonic mean of the teeth in both wheels, and in this model theory and experiment have joined hands to make the adopted proportion exactly right. Wherever ball bearings could be introduced to advantage they have been placed. The side shaft is supplied with such bearings near each end, the strength and firmness of the nickel steel tubing permitting the utmost precision in placing them and insuring perfect work under any strain. The wonder is that all this excellence has been attained with such complete absence of complicated devices.

MECHANISM AND FRAME OF COLUMBIA CHAINLESS.

The regulation equipment of the [Columbia] Chainless is: 24 inch frame, of 5 per cent. nickeled steel tube; nine inch steering head; outside joints, 2½ inch crank-hanger drop; 5¼ inch tread; 66 and 72 inch gear; weight 26½ pounds; Hartford tires.

The model made for ladies’ use is the well-known double loop drop frame pattern; 5¼ tread, 6½ round cranks, 66 or 72 gear, and weighs, without brake and rear guard, 26½ pounds.

An illustration of the great simplicity of the [Columbia bevel-gear] construction is the fact that when a League wheel was entirely dismembered as to its driving portion only a skilled mechanic was able to reassemble the parts satisfactorily, and that after hours of the most careful work, while a [Columbia Chainless] can be taken apart and put together by any person of ordinary intelligence in less than twenty minutes. The entire absence of back lash in the [Columbia Chainless] is very marked. In response to the slightest motion of the pedals the bicycle begins to move; whether forward or backward this is equally true. The marvel of this construction becomes more and more apparent as tests are varied. Lift a bevel-gear bicycle free from the ground, give one of the pedals a sharp push, and the wheel spins with such ease, rapidity and smoothness that the novice is always surprised. There is no swaying and jump; there is no noise. Even neglect can have no influence on the effectiveness of the bevel-gear wheel, but will simply concern its appearance.

It should be said here that the [Columbia] pattern is distinctive—as the cuts show—in a very novel method of attaching the rear wheel to the frame and providing for its easy removal and replacement.

THE SPALDING CHAINLESS.

In the [Spalding Chainless] the mechanism consists of a series of four bevel-gears used in conjunction with a tubular gear shaft. It is simple in construction and can be readily taken apart and reassembled whenever necessity requires.

SPALDING CHAINLESS.

The main driving gear, the largest of the series, is fastened to the centre of the crank axle, the power being transmitted from this by a smaller intermediate gear to the tubular shaft running through the right fork-tube, and this in turn transmits the power to the rear intermediate gear, which directly engages the gear secured to the rear wheel in place of the usual sprocket. The location of the main driving gear being in the centre of the crank axle, brings its position also in the centre of the crank-hanger barrel, and adds greatly to the appearance and symmetry of the machine; it also insures greater strength and divides the strain more equally on the bearings. The intermediate gears are securely locked to each end of the tubular gear shaft by a simple locking device, which makes it possible to remove and replace the gears conveniently and without the necessity of any special tools and appliances. The tubular gear shaft rotates on ball bearings specially constructed and designed to receive the thrust of the driving gear, and transmits the power to the rear hub. The lines of the rear portion of the frame present the same appearance as in bicycles of the ordinary chain type, the only perceptible difference being in the small aluminum cases which cover the gears. In this particular the Spalding Chainless differs from some others, presenting nothing unsightly to detract from the appearance of the machine.

DRIVING GEAR OF
SPALDING CHAINLESS.

The method of fastening the main driving gear to the crank shaft, and the front and rear intermediate gears to the tubular driving shaft, is original. The customary method of attaching these gears is to screw them on; but this method is impracticable, for the reason that the constant strain in hill climbing or in heavy work kept screwing the gears tighter and tighter on the shafts, thus making removal difficult. In the [Spalding Chainless] these gears are constructed with a tongue projecting from the back side of the gear. The gears fit snugly to their respective shafts, and this tongue is received in a recessed collar which is solid with the shaft, and which prevents any rotation of the gear on its axis. The gears are then securely locked in place by an ordinary lock-nut, which, when set up, makes a positive fastening that cannot work loose under any conditions, and one that can always be readily removed and adjusted.

The gears are cut by special machinery; they are theoretically correct, and are as absolutely perfect as it is possible to make bevel-gears. It is now nearly two years since Spalding & Bros. first undertook the matter of building chainless bicycles, and more than a year since their first complete bicycle was put into actual use upon the road. This same bicycle is in use today, and if anything, is better, after having been ridden over 25,000 miles, than it was originally. Its working parts show no perceptible wear, the frictional parts in the gears being polished more smoothly through use, and running better today than when the machine was first put on the road.

The [Spalding Chainless] has a 3-inch drop at the crank-hanger. The upper and lower main tubes are 1⅛-inch, the rear forks ⅞-inch, the rear stays are ¾-inch reinforced; wheel base is 44⅜-inch. The front fork has an arched crown; the fork sides are reinforced. The makers continue to use their well-known hub with straight tangent swaged spokes, 28 in the front and 32 in the rear. The cranks are 6¾-inch round spring steel, with a 72-gear.

The Spalding lady’s Chainless contains the same mechanical features found in the man’s model. The frame is the double loop drop, and has evidently been carefully studied. The cranks are 6½ inches of round spring steel and geared to 66½ inches. Some variations in gears are furnished.

THE STEARNS CHAINLESS.

E. C. Stearns & Co. have been entirely successful in securing an ideal construction in their bevel-gear cycles. The accompanying illustrations, while giving but hints of the complete machine, indicate that the graceful lines which have always been characteristic of the “Yellow Fellow” have been retained, and that the bevel gears and the shaft in their dust-proof cases are exceedingly neat and attractive.

STEARNS CHAINLESS.

The bearings are of an improved type. The balls are so laid between the cones that they roll without sliding or side motion, and are practically frictionless. By turning a cap nut and sliding back the nickeled caps at either end of the shaft case, the bearings are brought into full view, and, with the bevel-gears, may be adjusted with perfect ease. The running gear is absolutely noiseless, and is so exactly assembled that the rear wheel will balance for several minutes under the weight of the rim alone. In as much as there is no lost motion, the maximum of speed is assured for the minimum of power applied.

The gears on the [Stearns Chainless] are cut by the most modern machinery and by the most expert workmen. They are as correct in pitch and face as the wheels of an expensive watch, and are made of the best quality of steel obtainable. Unlike other well-known types, both a vertical and lateral adjustment of the gears is possible. So far as wearing qualities go, the bevel gears in the [Stearns Chainless] are almost as free from friction as are the bearings. The cases that cover the gears are entirely dust proof; the lower fork tube which incloses the shaft is enamelled either orange or black to match the frame.

One of the strongest features of this model is the ease with which the rear wheel can be removed and the driving mechanism taken apart. The crank-hanger gears are of 10 pitch, with 42 teeth, and 10 pitch with 16 teeth; the rear hub gears are 10 pitch, with 21 teeth, the resulting gear ratio being 73½. The connecting shaft is of ⅝ diameter, 16 inches long, and made of 10-gauge special tubing; its bearings are self-oiling. Front and back gears are detachable; the crank-hanger drop is 2½ inches; wheel base is 43½ inches; weight is twenty-six pounds. The tubing in the frame is 1⅜ in the head, 1⅛ in upper and lower main tubes, ¾ in back stays, ⅞ in rear forks. The fork crown is two-piece, flat; the cranks are flat, 7 inches long; options are offered on length of cranks and gear ratio.

The [Stearns chainless] for ladies is similar in general construction to the man’s model, the only variations being in the shape of the frame and a lower gear of 66½ inches. The crank-hanger is dropped 2½ inches below the wheel centres, which makes it a very convenient wheel to mount and dismount from. The absence of the usual chain guard gives it a very neat appearance. It has a straight lower main tube and slightly curved upper tube.

THE MONARCH CHAINLESS.

The [Monarch Chainless] has regulation diamond frame, with flush joints and drop-forged connections. The upper main tube is 1⅛ inches, lower main tube 1¼. The diagonal tube is 1¼ inches, tapered to 1⅛ at seat-post. The rear stays are ¾ inch, tapered to ⅝ at the seat-post. The rear fork on the lefthand side is of round section tubing, 20 gauge, ⅞ diameter. The rear fork on the right side is of 16 gauge, ⅝8 inch in diameter, over which is fitted a ⅞8 tube of 20 gauge, and which carries the gears at each end, and it will be noted that this is a radical change in construction from the other types of chainless cycles on the market. All makes of bevel-gear construction or others, using a shaft to convey the power from its centre of production to the rear driving hub, insert the shaft inside of the rear fork on the right-hand side. In this construction, however, the rear fork is inside of the hollow shaft or tubing which envelops wholly the rear fork, and is carried at both ends by a set of ball bearings. The tread is 5⅜ inches in width. The frame has a 2-inch drop at the crank-hanger. Cranks have 6½-inch throw. Seatpost and handlebar connections are of the internal fastening style, and the wheels have laminated wood rims, rosewood finish, nickeled eyelets in spokeholes. The weight is about twenty-six pounds. The gear is the pin-roller type, as shown in the accompanying illustration.

MONARCH CHAINLESS.

The ladies’ model is of the same general construction, excepting that the frame is of the double loop variety with a straight lower tube and a partially curved upper tube. It is exceedingly graceful in lines, and in general appearance as comely a model of the drop frame chainless wheel as any yet offered by American makers.

The gears on the crank axle and hub resemble in a degree the well-known sprocket wheels, the main difference, however, being the teeth, which are closer together and V-shaped in cross section, instead of four-sided. The driving shaft, which fits over the rear fork of the frame, as before described, is furnished at each end with a pinion having roller-pin teeth, which run in and out of the wide angle pinions between the gear teeth. It is claimed for this construction that, even should the frame become twisted out of line, there would be no binding of the gears. The makers also claim for it high efficiency on account of its direct lifting action as against the end thrust of the bevel-gear. Another argument made in its favor is that it is not of a delicate construction, though light in weight. There is, indeed, good authority for believing that this type of gear, which is a modification of [Lloyd’s pin-roller gear] as used on the quadrant in England, may become a popular one. Grant, the well-known authority on gears, says: “The pin gear is particularly valuable when the pins are made in the form of rollers, for then the minimum of friction is reached, the friction between the tooth and pin, otherwise a sliding friction at a line bearing is, with a roller-pin, a rolling friction. When properly made there is no form of tooth that is superior to the pin tooth.” The price of this chainless bicycle will be $100. It is furnished complete, with a neat case over the gears.

In the sample shown the transmitting shaft has eight rollers at each end. The wheel hub has thirteen of the V-shaped teeth; the large wheel on the crank shaft has thirty-seven, this wheel being ⅜-inch wide at the base of the teeth and overhanging somewhat on its inner side. The surfaces of the V-teeth are not quite flat, but have a slight twist in order to obtain a more smooth and rolling action. The frame is also peculiar at the driving-wheel. The usual slot is present, through which to remove and replace the wheel, but there is nothing resembling a chain-adjuster. The back stays are lapped and jointed just above the hub; the rear forks are also separable near the axle. The wheel being thus readily removed, the hollow revolving shaft can be slipped off the fork which it encloses. It is obvious that the teeth of these gears have great strength, and the contrivance is certainly ingenious.

THE HUMBER CHAINLESS.

The riders of Humber bicycles now have an opportunity of experimenting at comparatively small cost, because the makers of the Humber will convert an 1898 chain Humber into a [Humber Chainless] for $40, an 1897 for $50 and an 1896 for $65, or they will convert an 1898 Humber Chainless into a Humber chain cycle for $18 at any time during the season of 1898, should the buyer not be satisfied with the chainless, which is thought highly improbable, because the cycles they have made for testing purposes run easily and smoothly and have proven strong and durable under severe usage.

HUMBER CHAINLESS.

The makers of the [Humber Chainless] do not claim that it runs more easily than the chain Humber, the chain of which is accurately made and the sprockets accurately cut. Nor do they claim that the gears will not wear in time. It is customary in all well regulated factories to write off 10 per cent. each year for wear and tear on machinery, but they are sure that the spur gear chainless runs easily, is simple of construction and adjustment, and is not likely to get out of order. The details of the construction of this model do not differ from the regulation chain model.

The front gear is 10¾ inches in diameter and has 126 teeth. The rear gear is 4½ inches in diameter and has 50 teeth. Between them is an intermediate and connecting gear of 11 inches in diameter, with 127 teeth. The resulting gear ratio is 70. As two large gears of 125 teeth each will produce an exact ratio of 70, this uneven combination is intended to lessen the frequency of contact between the same teeth, on the “odd-tooth” rule of mechanics. The intermediate gear is borne in a small fork built from the rear stay to the back fork, the back fork on that side being of D section, though round on the other side. The workmanship is of the highest quality, and the easy movement of this model is very interesting. It is very hard to find a bicycle of any sort to beat this in ease, quiet and smoothness, spinning clean and without load. A gear case is offered at $9 extra; a skeleton case is also offered at $2.

The device is the well-known Carroll spur gear, the same as used by Starbuck, the middle-distance racer, on the track not very long ago. At first sight, it might appear that sand and mud might create a disturbance by edging themselves into these small gears, but the makers maintain that a gear case is unnecessary, because the gears practically clean themselves, in consequence of each gear wheel running in direction opposite to that of its neighbor. In actual use upon muddy roads, through all sorts of weather, and under all conditions, it is claimed that the spur gears not only did not collect mud and dirt, but that they actually cleaned themselves, and while it is possible that a pebble or a piece of metal thrown in among the teeth might cause a breakage, it can only be said that in many hundred miles riding, the tests having been made under extremely unfavorable conditions, during rain, mud, storm and snow, no such difficulty was apparent. The tests developed unusual and unexpected qualities, and all the riders were fully convinced of its thorough practicability.

THE STERLING CHAINLESS.

STERLING CHAINLESS
CRANK BRACKET.

In keeping apace with the times, the Sterling Cycle Works of Chicago has produced a novel chainless bicycle of the bevel gear type. In its construction are incorporated ideas which are departures from the chainless models that have already appeared. In the Sterling model the main driving-gear wheel is located at the centre of the crank axle. The small pinion on the forward end of the driving shaft meshes on the right side of the driving wheel. That necessitates the near pinion to engage the teeth on rear hub, back of the axle instead of in front of it, as in some other forms of chainless wheels. This permits the use of the entire lower right rear tube as a container for the connecting shaft, instead of building a frame work for the support of the gears.

The rear wheel may be taken out by removing the step nut and unscrewing the rear axle. The two rear gears are made interchangeable, giving the rider the advantage of seventy-two or seventy-eight geared wheel, as may be desired, with one set of gears. This will be the standard equipment, but another option will be offered by which the rider can have a combination of sixty-four and eighty-eight, if he prefers.

STERLING CHAINLESS
CONNECTING SHAFT.

These special features of the [Sterling chainless construction] are shown in the [accompanying illustrations]. The rear fork on the gear side has a boss in which the axle is screwed. The opposite fork end has a circular opening larger than the cross section of the axle and a short slot for inserting the axle. A threaded sleeve fills the circular opening, which is also threaded, abutting against the outside face of the fork end with a shoulder. A lock-nut fits upon the inner projecting portion of the sleeve. In assembling, the wheel is first mounted on the axle; the latter is then screwed into the fork end on the gear side by applying a wrench on the hexagonal portion of the axle projecting beyond the hub on the opposite side. When the gears mesh properly and the lock-nut has been placed on the left side end of the axle, the threaded sleeve is placed in position and the lock-nut is tightened.

The lines of mesh along the teeth of bevel-gears or radial gears, as they are more properly called, always point to a common centre when the gears are in proper engagement. The common centre in the front row gears of a chainless bicycle is at a point in the axis of the crank shaft; but if the two front pinions were interchanged they would cease to have a common apex, and could not be made to co-operate. With the driving shaft at right angles with the crank shaft and the rear axle, the pinions in front as well as in the rear could be made interchangeable only at a pitch of forty-five degrees, which would make the interchangeability of no value. With the driving shaft at another angle with the rear axle, as in all chainless bicycles, it is possible to so proportion the two rear pinions that the mesh lines point to the same centre whether the smaller pinion is on the hub or on the driving shaft. The possibility is limited to two sets of interchangeable gears for any given angle of the driving shaft, which has been taken advantage of by the Sterling Company.

The Sterling Chainless will be made in two models; one for men and a drop frame design for women. Each lists at $125.

THE DAYTON CHAINLESS.

This chainless wheel is constructed on an entirely new and distinct principle by which all bearing points of the transmitting mechanism are incased and made absolutely proof against dust, dirt and weather conditions. The most noticeable part of this construction is the transmission of motive power to the rear hub, equally on both sides of the frame, this action being continuous at all times. It therefore gains over a bevel-gear construction not only the advantage of eliminating the friction always present in a cog gear, but also removes the danger of springing the rear forks out of line by a sudden strain, which has been so difficult in all chainless wheels heretofore produced.

The crank-hanger of this wheel consists of a steel box in which is located the gearing mechanism. Within this box are two double-flanged, notched pulleys, over which runs a link belt especially made and designed for this construction. These pulleys are placed on the central line of the bicycle, the larger or front pulley which corresponds to the driving sprocket on the chain wheel, being secured to the driving crank axle by means of a thread and held in place by a reversed threaded lock-nut. The smaller or rear pulley is made in one piece with a crank axle, having on each end short cranks set quartering.

On each side of the frame, a Pitman or connecting rod extends from the short crank on the auxiliary axle in the crank box to a similar crank attached to each side of the rear hub, a dust-proof ball bearing being provided at each end of the Pitman rod. The rear hub being journaled in ball bearing in the rear fork and fittings, is forced to revolve in unison with the auxiliary axle by the connection formed through the corresponding cranks and connecting rod on each side. A dead centre is prevented by the Pitman crank being set quartering, as explained. An eccentric adjustment is provided at the front bearing of each Pitman rod, making it possible to slightly vary the length of the rod when necessary. This adjustment can be effected as easily as the adjustment of a chain on the ordinary type of wheel. The adjustment of the driving belt is also readily effected by mounting the front or driving crank shaft in an eccentric on the hanger boxing. The tread of the machine is made as narrow as possible by the use of flattened tubing in the rear forks, and by cranking the driving rods, the crank portion being reinforced by a forged connection. The outward appearance of the wheel is attractive, and in quality of material and workmanship, and elegance of finish, it upholds the standard heretofore maintained on all products of the Dayton factory. It is claimed that this construction produced less friction than any bevel-gear chainless wheel, in addition to the other important features noticed.

THE BAYVELGERE CHAINLESS.

The [Bayvelgere], which was at last year’s show and impressed us as the most decided step in chainless driving up to that time, appears now in a rebuilt and materially improved form. In a general way, it looks externally much like other chainless bicycles of the bevel-gear class, and therefore does not need to be shown by a cut as a whole.

The connecting shaft, as before, is made separate from the two ends which carry the bevel pinions. The shaft proper terminates at each end in four short pins with rounded and slightly enlarged ends; these pins enter corresponding receptacles in the two pieces which carry the pinions, and when in position thus the entire shaft is complete.

BAYVELGERE JOINTED SHAFT.

The effect is a sort of ball-and-socket joint; the pins and receptacles together form a semi-universal or toggle joint, technically called a “four-pinion toggle.” So long as the frame is in line, this device remains inert and the working is the same as that of a rigid shaft; but if the frame should become sprung by straining or accident the flexibility comes into action and the power is carried from crank axle to wheel axle without the slightest twisting or binding, whereas any such condition of disturbed alignment will necessarily cause serious binding on any construction with a rigid shaft. In both design and carrying out, this device is thoroughly mechanical and practical. It is shown in the accompanying cut.

When power is applied to the crank axle, it is claimed, there is a tendency to push the small pinion rearward, because the faces of the two bevels at that place are inclined toward each other, and so one presses on the other like two wedges. Other bevel-geared patterns have only a single row of balls at each end of the shaft, and it is claimed by the Bayvelgere people that when the shaft is thus pressed rearward there is nothing to hold it, and the pinion on its end is crowded hard against the pinion on the wheel hub, thus producing extra friction and perhaps a deadlock; such a deadlock of the gears is also liable to occur if the bicycle falls over and the blow drives the gear on the crank axle sharply against the pinion which meshes with it. Conceding this to be so, the precaution against it taken on the [Bayvelgere], and forming an important point in its patent claim, is certainly practical. This precaution consists in placing a double row of balls at each end of the shaft (i.e., on each of the pinions) and as these rows face in opposite directions any rearward thrust on the shaft is met by one of the rows of balls on the back pinion; moreover, there is a little space at each of the toggle joints above described, and this space must be taken up before any end thrust on the shaft can affect the meshing of the gears.

This construction, together with the manner of fixing the gears in the frame—a method which cannot be shown without too much detail and several cuts—is claimed to greatly facilitate placing the parts together and to make their action easier and their endurance better. To put it in another way, each pair of bevels is claimed to be independent and to be capable of taking care of itself in adjustment and running, while the flexible shaft merely carries power from one to the other without any effect to disturb either.

Mr. L. D. Munger is in charge of the works as designer. The price of the Bayvelgere is $100.

THE HILDICK CHAINLESS.

The [Hildick] is a spur gear, an evolution from the Gentry of last year’s show. It has only one intermediate gear, which is very novel in being a wheel without spokes or hub, so to speak, since it is rim only. The front sprocket becomes a spur gear of 8 inches diameter and 95 teeth; the rear sprocket becomes one of 3 inches diameter and 35 teeth; the two are connected by an intermediate of 13 inches diameter and 156 teeth. This large gear consists of a rather light ring which is held on the right fork by a small clip with screw-bolt and nut at either side; this ring, which of course is stationary, is grooved around its outer edge. The toothed ring, similarly grooved on its inner edge, runs around upon the fixed ring, 108 ³⁄₁₆ balls being placed within to make a ball bearing. As the toothed ring is continuous, no way of getting the balls in appears at first; but a closer inspection shows that on the back side there is a small opening in the fixed ring, covered by a removable plate, through which the balls are introduced. There is no adjustability provided for this ball bearing, but the three gears can be set into exact distances at the pitch line by the usual chain-adjuster at the rear. The gear ratio upon the sample is 76, but variations in ratio can be obtained with this arrangement with less difficulty than with other forms of chainless. Another feature is that the device is easily removable. The front gear can be interchanged with the usual sprocket, since it goes on the regular “spider;” the back gear is almost as readily substituted for the back sprocket; the fixed ring, with its running toothed ring on it, can be put on the fork or removed by handling the simple fastenings. A claim is therefore made that the device is applicable to any bicycle (with the usual distance between axles, of course) so that whoever wants to try chainless driving can do it without being committed thereto.

DRIVING GEAR OF HILDICK CHAINLESS.

The price of the Hildick chainless bicycle complete is $60, and the intention is also to sell the special parts necessary to convert a chain-driver for $25. The intermediate gear has the advantage of a bearing of extraordinary diameter, which will be a help when wrenching strains come. The construction is certainly clever and ingenious and a vast advance on the former effort of its inventor. How well this device for chainless driving will stand the rack and test of actual use in the bands of all sorts of people time will show, as it will (and as nothing else can) in the case of all devices which are not hopeless from the start. We think the Hildick worth entering for trial with the rest.

THE CRESCENT CHAINLESS.

DRIVING GEAR OF THE
CRESCENT CHAINLESS.

The [Crescent chainless] is of the bevel-gear class, having its rear pinion on the forward side of the wheel hub, the shaft passing through the right fork. Its most distinctive visible feature is the broad U which holds the wheel. This broad U or latch-piece has the wheel spindle carried in an open hole or slot in the bridge over it, so that the wheel can be withdrawn and replaced as readily and in the same manner as on the usual chain models; the appearance at this point will at once distinguish the Crescent from all others, at a glance. Another peculiarity is that the rear wheel is readily adjusted laterally on its spindle, so that the fit of the two gears is in easy control. By loosening the two nuts outside the wheel, the rear wheel slips out, and by loosening the nuts on the spindle itself its position is adjustable so as to make a proper fit of the two gears. The wheel can be removed and replaced without disturbing the bearing adjustment, and the hub gear goes on interchangeably with the usual sprocket, so that if the wheel itself should break down a chain wheel could be taken off another bicycle and substituted; the crank axle, bearing nuts, etc., are similarly interchangeable between the chainless and the chain models. The rear hub has twenty-four teeth; the shaft has twenty-three at the rear and fifteen at the front, where it meshes with forty on the crank axle gear. Ball retainers are used throughout, and the gears themselves form cones for the bearings. Felt washers are fitted, except that the bearings in front are protected by the washer directly behind the circular cover plate which is set into the enlarged end of the crank hanger. Several of the wheels have been subjected to severe tests under both ordinary and extraordinary road and weather conditions, and we learn have responded admirably in every instance. The price is $75.

THE CRAWFORD CHAINLESS.

The Crawford chainless is of the bevel type, and has its driving members in the same positions relative to each other as most of the other models, but it is distinctive in having, apparently, the fork drive instead of the central shaft. That is, as is sometimes on the French Acatene and in the models with the Sager pin-roller gear as thus far made, the driving shaft is tubular and takes the place of the usual fork, carrying the pinions on its ends, while the stay is a stout rod paralleling this shaft and within it, running from crank axle to wheel hub and fastening at each end with a nut. The lefthand side has a similar stay rod within the fixed tube, so that the frame is especially stiff. The wheel hub has twenty-four teeth and the shaft has twenty-three at the rear, as usual; but at the front are eighteen, driven by forty-eight. As the Crawford chainless is under license from the Pope Company, some comment has been caused by its announced price of $75, but the explanation is offered that an exception was made in case of this model because it uses only some of the patents held by the Pope Company.

THE DAYTON CHAINLESS.

The [Dayton chainless] has been already described, but we are now able to furnish cuts. It is of the locomotive or double-crank construction, substantially as shown two years ago under the name of the Loco or Twentieth Century. A double-flanged notched pulley, with a link belt, equivalent to a centrally notched sprocket and chain, runs within the crank bracket, working centrally and tightly enclosed. This is necessary to obtain speeding up and to preserve motion in the forward direction. Adjustment of tension is by an eccentric on the crank axle. The small pulley is one piece with a pair of short cranks set at right angles or quartering, and these work connecting rods, whose length is slightly variable when necessary by means of an eccentric adjustment at the forward end. Every bearing is a ball bearing, of course. The rear forks are of D tubing, and narrowness of tread is further attained by “cranking” the connecting rods, the portion thus bent being reinforced to avoid weakening. For this type of chainless the following is claimed:

THE DAYTON CHAINLESS.

“Its most important advantage is derived from the equal transmission of motive power on both sides of the frame from the crank-hanger to the rear hub. This equal division of power transmission is both constant and continuous. Not only is much of the friction of a bevel-gear eliminated, but the danger of springing the rear fork out of line by a sudden strain is completely removed. All bearing points of the transmitting mechanism are encased and made absolutely weather proof.”

Whatever view is held regarding the mechanical advantage or disadvantage of this method of transmitting power for bicycle purposes, there can be no doubt that there is some benefit from the alternation of driving strains from one side to the other, instead of having them only on one side, and also that the complete inclosure of the driving parts is a benefit. But users of this type of bicycle must learn to mount without a step, since none can be fitted, on account of the crank action on the rear wheel.

THE FEATHERSTONE CHAINLESS.

The [Featherstone chainless], called the “King,” in order to match with the name borne by the line of bicycles made by this concern, is of the same type as the foregoing in respect of driving, but embodies new and peculiar features, which are in the patent recently issued to Michael McAmeny of Denver. Double driving rods are used with two pairs of short cranks, and the rods are made slightly adjustable in length at their rear ends as indicated in the cut. It is claimed, however, that when these rods are once properly adjusted, they will need no further attention, “as the driving connection itself adds to the rigidity of the lower frame members of the machine and prevents any variation in the distance from rear wheel hub to the crank shaft and the other shafts in the crank-hanger case.” As the cut shows, this hanger contains three shafts instead of two. The third one is necessary because—since a spur gear is used instead of a “link belt” or chain—a second reversing of the direction of movement is completed in order to avoid the dilemma which one of the witless inventors whose contrivances were described in our article of a week ago accepted without hesitation, namely, that either the bicycle wheel must travel backward or the rider must pedal backward. The pedals being run in the forward direction, the crank shaft is driven forward and the shaft gearing with it runs backward; the third shaft gearing with that, of course, runs forward again, and this carries the pairs of cranks which work the wheel. This introduction of a third shaft within the hanger (which is avoidable only by using a belt or an internal gear) is cleverly utilized to produce the novelty of chainless driving, combined with a changeable gear having two speeds and the old notion of making the pedals footrests at will.

FEATHERSTONE “CHANGE GEAR” CHAINLESS.

The manner in which these results are accomplished can be made out by a careful examination of the [sectional cut of the interior of the crank hanger], for which cut (exclusive of the lettering and description) we are indebted to the Cycle Age. Gear marked 1 is firmly attached to the crank shaft and stands at the top, as shown in the cut of the bicycle. This gear 1 meshes into the one marked x-1-x, and this latter one, it must be understood, is placed between gears 2 and 2x, which are on the same shaft; the three are on one shaft (the one indicated just forward of the crank), but are not in any way fast to one another except by a device to be presently mentioned. Gear 2 (the larger of the two whose teeth are shown, the gear x-1-x being concealed between them) meshes with gear 3x on the third and rearward shaft, this gear being shown in dotted lines because it is hidden behind its larger fellow, gear 3; gear 2x in its turn meshes with gear 3. There are in all six spur pinions or gears within the crank-hanger. The pair on the rearward shaft, gears 3 and 3x, are fast on the same shaft, and hence must revolve at the same speed. The shaft marked C is hollow or slotted and contains what is known as a sliding clutch, operated by the small rod or cord and little crank shown reaching up to the top bar of the bicycle.

Gear 1, being fast on the pedal shaft, runs with the pedals, and of course carries with it gear x-1-x. Now if the clutch just mentioned makes gear 2 fast to x-1-x, the motion of gear 2 is carried to gear 3x and to the shaft of this latter gear are attached the pair of outside cranks which drive the other pair on the rear wheel by means of the connecting rods, so the bicycle is driven at a certain speed. If the clutch makes gear 2x fast to x-1-x, then the motion of 2x is carried to gear 3, and the drive cranks and drive rods are run at another rate of speed, slower than before. When the clutch makes x-1-x fast to either gear 2 or gear 2x, it causes it to let go of the other one, and that other one, thus released, runs around on the shaft independently, at the rate it is carried by its connection with the gear back of it. When the clutch is moved into the “midway” position gear x-1-x does not grip either of its neighbors on the shaft; then the feet can be held still on the pedals, gears 1 and x-1-x being stationary while the other four run along with the bicycle until another movement of the shifting clutch locks either 2 or 2x with gear 1 and the pedal shaft as already described. Of course, this arrangement does not interfere with back pedalling, as usual, unless the clutch is moved so as to throw the gears out of mesh.

FEATHERSTONE
CHAINLESS
CRANK HANGER
—SECTIONAL VIEW.

The gear ratios provided are regularly to be seventy-four and fifty-three. It will perhaps be fair, having described the working of this device, to allow the makers to state their own general description and their claims for it:

DRIVING GEAR OF
DAYTON CHAINLESS.

“The whole machine in general construction—frame, front forks, handlebars, wheel, front hub, cranks and pedals—is our own regular highest grade work, as used on the Road King. The rear hub is so constructed that the wheel can be removed or returned to frame for repairing tire without disturbing the adjustment of the bearings. The front wheel is removable, same as in other bicycles. All bearings, including connections on side rods, are ball bearings.

“As the power is applied evenly from both sides, and the gears used for driving are at centre of crank-hanger box in frame, the centre of gravity is forward of the rider, where it should be, same as in regular chain wheels. This is a very important feature, and insures for this system a very material point of superiority over other chainless bicycles—that of lightness, perfection of balance and great strength. Another very important feature is the durability and lack of attention required. The chain on chain wheels requires a great deal of attention, while the driving mechanism of this wheel requires only proper adjustment at first, and then very limited attention at long intervals.

“The driving rods in connection with the divided crank axle being easily and entirely detachable from either side, in case of accident, should one pedal, crank or driving rod on same side be broken, the broken parts can be immediately detached and the rider can continue his journey without trouble or delay, using the remaining drives on opposite side. The machine is a marvel of fine mechanical skill, carried to a point described best by the word ‘frictionless.’”

SOME DEDUCTIONS.

Whatever peculiarities are involved in driving a bicycle by this method will be shared equally by the [Dayton] and the [Featherstone], the change gear of the latter, of course, excepted; and what inconvenience may be found from lack of a step will pertain to both. The statement in the Featherstone catalogue, above quoted, that in case of breakage of the driving gear on one side the rider can continue his journey without trouble or delay by using the drivers on the remaining side was evidently made without having tried the experiment or having talked with a locomotive engineer about it. In any change of gear which shifts a pinion into or out of engagement with another, there is always liability to a shock or jar as the teeth of one slip into the spaces in the other, and this will occur whether the engaging pinion is moved directly forward in the same plane with the other or from one side. The shifting clutch on the Featherstone chainless probably resembles a pinion with only a single tooth, which tooth is to enter and catch in a single space. How far this clutch will be able to avoid the usual drawbacks of shifts in practice time must determine; we cannot speak from observation, for no specimen of the bicycle has come eastward as yet.

As illustrating the somewhat uncertain operation of change gears, an incident which occurred to a certain rider comes to mind. Some years ago he was convoying a small party over a country road, being himself mounted on a bicycle fitted with a “Hy-Lo” gear which he was testing. While climbing a hill and nearly at its top, the jolt by unexpectedly striking a brick caused his knee to hit the tripping device which governed the shift, and this moved the gear into midway position; the pedals then “became footrests,” and the bicycle began to back with its rider down the hill, pawing the air ineffectually with his feet, until he was landed in a blackberry bush at the bottom, greatly to the amusement of his companions and to his own discomfiture, as he had just been kindly “coaching” one of them as to the best way to overcome a grade. There may be some question, in general, as to whether changing gear at will might not, in practice, prove less desirable than we are all disposed to imagine, and for this reason: the learner finds the bicycle very fatiguing, partly from the nervous strain and partly because the muscles are put to a strange service; they become wonted to that service in time and cease to trouble, but if the gear ratio could be readily changed while riding (as theoretically seems desirable) the rhythm of pedalling might be so disturbed as to measurably bring back the original fatigue.

THE PINE CHAINLESS.

The [Pine chainless], located at 23 Duane street, is a model still behind, so that we have not been able to see a finished sample or even any working part. The general appearance is that of the Sager gear, the shaft being tubular and revolving outside the stay as in that type. The gears are claimed to be really spur gears with teeth cut square; that is, essentially so, for there must be some slight modification, as it is not as if two ordinary spur gears were placed at right angles and made to mesh in that position. The teeth, however, are said to be square-cut, not radial; their sides are parallel, hence not pointing to the centre; the teeth are cut in a sort of trough, leaving a margin or hollow at their ends. The inventor terms his gear a “face” gear, and makes for it a number of claims, one of which is that he can and will convert any chain wheel into a [Pine chainless] at a cost of about $20. He likens his gear, in working, to the familiar breast drill, except that the drill has its teeth somewhat bevelled. If simplicity coupled with great strength and rigidity of frame, together with cheap construction and smooth and quiet action, are attained by this gear, as expected, it will evidently score a point among chainless models; but that straight-cut teeth can interact successfully at all with gears set at right angles or nearly so is contrary to all ideas heretofore, and in the lack of a model for examination we must forbear any opinion. The inventor’s own description is appended in justice to him:

PINE “SQUARE-TOOTH” CHAINLESS.

“This invention relates to driving or propelling mechanism applicable to various machines or vehicles, but intended particularly for bicycles. It comprises mainly a sprocket wheel carried by the crank shaft with straight teeth on the inner face on a raised edge, so cut upon a new principle and arranged to mesh with a spur or pinion fixed at one end of a tube, which revolves on ball bearings arranged on rear-fork sides or rod with another gear or sprocket, the opposite end of said tube having also a spur or pinion meshing with another sprocket secured to rear hub cut in a similar manner as front sprocket. The driving power being transmitted from front sprocket or gear by shaft tube to rear gear or sprocket, all being suitably secured as above stated to frame upon rear fork rotatably supported by ball bearings connected to the frame and forks.

“This does precisely what has always been accounted to be out of the question and confutes both theoretical and practical mechanics. It is a gear that turns the corner by means of square cut teeth that mesh directly instead of by means of bevel teeth, and we call it a face gear. It has generally been the accepted rule that in order to transmit power from one shaft to another running at right angles by means of cogs the cogs must be V-shaped and cut on a bevel plane. Spur gears have hitherto been used only for engagements between wheels turning in a direct line with each other; our new chainless looks much like a bevel-gear wheel at first glance, but a closer inspection shows that the teeth on the inside of front sprocket or pinion wheel as well as those on the driving shaft are perfectly square and mesh together as spur gears.”

THE “ENGLISH” CHAINLESS.

Mr. J. C. English of No. 141 Centre street, this city, formerly of Edison’s staff, has produced a sample of a chainless for which he has neither name nor facilities for production as yet. It uses the Crypto internal gear in principle of operation, the same as on the [Bantam]. The principle of this gear is that when a pinion on a crank or arm is carried around while in mesh with an internally-toothed rack or ring, which is itself held fast against revolving, the pinion rotates on its own axis with an accelerated velocity, and of course it must impart such increased velocity to any wheel with which it is “in touch.”

This may sound complicated, but if the reader will carefully examine the cut he will not find it hard to understand. Here the gearing is within what appears to be a box-like hub. The disk in which the spokes are headed is independent of the toothed rack, but is fast to the central pinion; the toothed rack is a part of the framework and cannot turn. Now, when the pinion which meshes in the rack is carried around the circle by the short arm or crank which holds it (within the “box”) it is plain that this pinion rolls around upon the teeth of the rack. Rolling thus, as the rack is larger than the pinion, having 3½ times as many teeth, the pinion must make 3½ turns on its own axis while it is carried once around upon the rack. But this pinion cannot turn without turning the central pinion with which it is in mesh (just as on the [Bantam]), and the central pinion is fast to the driving wheel; so the wheel itself is driven, too. The sample gear ratio is 93⅓.

THE “ENGLISH” CHAINLESS.

The lever measures 4⅝ inches between its fulcrum and the point of attachment to the crank, and 14 inches between the crank pin and the pedal. The crank itself is only 1⅞ inches long, being singularly short as compared with usual crank lengths in direct driving. The pinion on the crank is 1 inch in diameter, with 14 teeth; the central pinion is 1½ inches in diameter, with 21 teeth; the fixed rack is 3½ inches in diameter, with 49 teeth, all the teeth used thus being of “14 pitch.” The stroke of the pedal is 7¼ inches in each direction. Having a rocking movement necessarily, the path of the pedal is not an arc of a circle, but is peculiar, being somewhat like a bow and its string in shape, the down stroke being in the “bow” and the return stroke in the “string,” as shown in the [accompanying cut]. The pedal also has the somewhat irregular motion and the “quick return” characteristic of the old Facile, and of all levers which are attached to cranks. The fulcrum of this lever, as appears in the cut, and as evidently must be the case, is not fixed in all directions, but slides back and forth, giving the pedal a part of the peculiar motion of the latter.

Summing up this device, we must say that its disadvantages are in the direction of some complexity of structure, weight, and what seems at present view insufficient crank throw, with the inseparable drawbacks of lever-driving. On the other hand, the lever has some good points, among them all that is in the vertical position of the rider, the gear construction supplies its own enclosure against dirt, and the [gears] are of the simple spur variety, thus escaping any distinctive troubles of the bevel-gear. Arguing from the full trial on the [Bantam], this gear may be expected to run well and have good endurance if properly made.

CHAINLESS EVOLUTION IN ENGLAND.

As already remarked, England has thus far taken little interest in the present movement to revive chainless driving. One of the leading trade journals (the first one founded after the cycle era really began, some twenty years ago) hardly conceals its contempt of the movement, especially of bevel-gears; another, in a paragraph quoted further on, admits that such gears have not yet had a conclusive practical test, and that there may be a future for them in cycling, now that their construction is so much improved. The reason why so little interest has been taken in the subject is that England, in common with other cycling countries of Europe, has been, on the whole, satisfied with chain-driving. As an illustration, one maker now takes occasion to advertise “The English Sunbeam—eight years ahead of American cycles,” and then he proceeds to explain thus:

“A leading American firm have just issued their 1898 Catalogue, giving reasons why their new Chainless Cycle is an improvement on all existing American machines. They say the new mechanism is easier to keep clean—has no backlash—no teeth to catch—is thoroughly lubricated—is weather-proof—does not wear—does not lose pitch. Now the Sunbeam, thanks to its little oil-bath dust-proof gear case, has had all these advantages since 1890. Now you know why Sunbeams go!”

Yet, as one of these journals puts it, “the vogue which has been given to the chainless bicycle by the booming of the [Columbia bevel-gear] has brought out all sorts of expedients for suppressing the chain.” A few of these appeared at the recent exhibition in Paris, which, however, was almost exclusively American; at the English shows this winter the [Columbia] and the Quadrant were the sole specimens of any consequence.

“ENGLISH” CHAINLESS
DRIVING GEAR

When the rear-driving chain wheel began to press the “[good old ordinary]” out of the field the latter endeavored to compromise upon a modified pattern called the “Rational.” The changes were few and simple. The back wheel was enlarged to 22 inches diameter and finally to 24; the backward “rake” of the front fork was made 2 and next 4 inches; the saddle was placed further back, and thus, with a crank lengthened to 7 inches, the rider was able to use a wheel two sizes smaller than formerly. This construction was much nearer to safety from “headers,” but after three or four years the rationalized “[ordinary]” had to give up the struggle. It was succeeded by the [geared ordinary], which favored safety by further reducing the size of wheel, obtained leg-room by placing the saddle further back and raising it above the backbone, and retained speed by gearing up. A number of spur gears for this purpose were in the market five years ago. The best pattern of this type of bicycle is shown in the cut. This had a 24-inch back wheel; a 4-inch rake, with the saddle from 12 to even 16 inches behind the head; 7-inch cranks; a 46-inch wheel, geared to 62, although 44 and 48 were made; weight about thirty-six pounds, which was moderate in those times. The gear was the Crypto, brought out in 1883; being hidden out of sight and closed against dirt in one of the hubs, it formed its own gear case.

In conformity to the growing use of small wheels, the [geared ordinary] went on shrinking in size to 42, 38, 36, 34, 32, 30, the gear being modified to retain a proper ratio. The name was changed to the [Bantam], and with the 1898 model shown in the cut, with its peculiar “Alpha” frame, the long evolution process comes down to this present date.

THE BANTAM CHAINLESS.

BANTAM CHAINLESS—1898.