Read Ebook: The Velocipede: Its History Varieties and Practice by Goddard J T

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The following is a copy of the record of the patent, registered at the Patent Office in Washington:--

"Patent No. 59,915. Pierre Lallement, Paris, France, assignor to himself and James Carroll, New Haven, Conn. Velocipede. Nov. 20th, 1866.

"The fore wheel is axled in the jaws of a depending bar which is riveted in the frame, and turned by a horizontal lever bar. This wheel is revolved by a treadle crank. Claim: The combination and arrangement of the two wheels, provided with the treadles and the guiding arms, so as to operate substantially, and for the purpose, herein set forth."

Some manufacturers were nonplused by Mr. Witty's warning, and stopped their work entirely. Others paid no attention to the demand, considering the royalty required worthy of a trial; for if it could be proved that a similarly constructed velocipede had been introduced into the country before the date of application, the inventor being an alien, the patent would be void; or it would be rendered null also, if the patentee had neglected to put into market and continue the sale of the invention, within eighteen months after the date of patent. Others still, including most of the carriage-makers and machinists of note in the country, who had gone into this business, took pains to have legal advice upon the subject. A meeting was finally held by them; and the result was a determination to purchase State and city rights, for the use of his patent, of Mr. Witty.

We give the names of the prominent firms and parties who have received licenses for the manufacture and sale of velocipedes, under Patent No. 59,915:--

Mr. Witty now has his hands full of business; employs three clerks to write for him constantly, and has fallen upon a mine of wealth, if he succeeds in maintaining the validity of his claim. He charges the manufacturers ten dollars apiece, royalty, for every machine turned out. If a maker, however, obtains a license to manufacture less than a hundred, he pays fifteen dollars royalty; if under twenty, twenty-five dollars apiece.

Sargent and Whittier, of Boston, and many others of the manufacturers, who have purchased State and town rights, have sent out within their limits circulars similar to those of Mr. Witty, but with the following N. B. attached:--

"Those using the two-wheeled velocipedes, not manufactured under a license, and not having the proper stamp, are also liable for infringement upon said letter patent."

There is still another New York patentee, Stephen W. Smith, who claims that the so-called French Velocipede is an American invention, perfected in this country, and introduced into France by patent, and personally by himself; and that the idea was stolen from him by the French manufacturers. He obtained his patent in 1862, for a "cantering propeller" for children, or hobby-horse mounted on wheels; and considers his patent to include the combinations used upon all velocipedes, and threatens to prosecute infringements.

This patent has lately been reissued for the purpose of widening the claims and to attempt to cover the whole ground occupied by the patent bicycle of M. Lallement. The reissued claim is as follows:--

"1st claim, in combination with a saddle-seat for the rider, the employment and use of a cranked axle, arms, and foot-rest, so arranged that the power applied by the feet of the rider shall give motion to the vehicle, substantially as described and specified.

"2. The combination of the following elements, namely, a saddle-seat for the rider, a cranked axle, for propelling the vehicle by power applied by the feet of the rider, and a steering mechanism so constructed that the direction of travel of the vehicle may be governed by the rider, substantially as described and specified.

"3. The universal joint, in combination with the fulcrum of the vehicle, and the steering wheel, constructed and operating substantially as, and for, the purposes specified.

"4. The hinged legs in combination with the body of the horse, and with the cranks substantially as and for the purposes specified.

"5. The foot-rests upon the arms, substantially as and for the purposes specified.

"6. The double-armed levers, and diagonal cords, in combination with the handle and steering wheel, substantially as described and specified."

The first and second claims are intended to embrace, and do embrace, as far as words can accomplish it, the essential elements of the velocipede now in use. It remains to be determined by the courts how far the rival claimants clash with each other. The manufacturers have as yet paid but very little attention to the demands of Mr. Smith.

The Patent powers in Washington are literally overwhelmed with applications for patents of different models of these articles. In a large room in the Patent Office, there are some four hundred of these models awaiting investigation. Over eighty models have already been examined and patents for them issued; others are now under examination. Some hundred caveats or notices that patents will be applied for have been lately filed. In one week eighty applications and caveats were received. One single agency in New York city has lately prepared seventy patents for improvements.

HINTS TO PURCHASERS.

There is a very general complaint of the high prices maintained by the manufacturers of velocipedes, and it is claimed that they are pocketing immense receipts, at the expense of an excited and incautious public. Though there is no doubt that they can be manufactured at prices much below those at which the best machines are now held, and still yield a handsome profit, a reduction in price will not be probable so long as the demand so far exceeds the supply. And now that it is found that the machine is patented, we will not have the so much wished for cheap velocipede, which would assuredly have followed the competition that had commenced, before it was known that one man only held the exclusive right to their manufacture.

But it must be remembered that as long as materials and labor are so dear, the cost of manufacture must necessarily be great. A manufacturer requires draughtsmen to design his improvements, pattern-makers to prepare models for the foundry, blacksmiths to do the forging, wheelwrights for the wheels, machinists to turn and fit the work, foundry-men to cast the pedals and braces, bolt-makers to make the rivets and bolts, saddlers to prepare the seats, and painters and varnishers to finish the machine for the wareroom. The wear and tear in the ordinary use of the velocipede is so great as to require the very best of material in its construction. There is no other kind of vehicle which receives such severe usage. The weight of the rider and the concussions of the road are not only borne by two wheels, but the necessity of giving the fore wheel a sidewise motion, render it indispensable to connect the two by a frame, whose peculiar form and character make it exceedingly liable to be deranged and broken. This frame and its appendages must be of wrought iron, steel, and brass, and all its work must be of the best quality, or else the machine will soon get out of order and become useless. The fittings of the two wheels, their axles and their journals, must also be of the best workmanship. The same is true of the wheels themselves. No wood that is not perfectly seasoned should be used for them; and the hubs, spokes, and felloes must be built with the utmost care and thoroughness; otherwise they will soon become wabbling and unsteady, so that speed and comfort will be out of the question.

The price of a good machine will not fall much below a hundred dollars, until there is a general decline in the price of all sorts of commodities.

The hall velocipedes are, for the most part, slim affairs; the frame made entirely of cast iron, without metal gearings, brakes, or springs, and useful only for floors. It is uncomfortable for the rider to go over roughnesses without springs, and a well-built machine is required to stand the jar of uneven roads.

It is no better policy to purchase a cheap velocipede, than a cheap ready-made shoe or other article of clothing.

It is a prevalent but erroneous idea, that the larger the bicycle, the greater the beauty and the greater the speed. A machine with a front wheel of a diameter of forty inches, is the largest that can possibly be rendered practicable. Thirty-eight inches is much better; and good riders prefer that of but thirty-six or thirty-seven inches diameter for the road.

Before purchasing any machine, especially the cheaper ones, examine them thoroughly; or if not a judge of good mechanical workmanship, ask a friend to do it for you. Many defects are concealed by the coatings of paint, particularly in the castings and forgings; and a machine that is weak in any point, is a dangerous one in fast riding. Be sure that every bolt is properly secured by nuts that cannot be shaken off; they should be riveted into the bolt, as they will soon work loose if not so fastened. The crank should never be keyed into the shaft, but fastened on to a square head; or, what is better, shrunk into the shaft.

The ingenious way of supporting lanterns on the machine, is a waste of time and expense; better some kind of clamps to secure a light umbrella in front, when the sun shines hot, or it rains; and clamps for fastening a travelling bag or shawl in the rear, particularly if one looks forward to country excursions and summer trips.

ADVICE TO THE BEGINNER.

To those who have never seen the two-wheeled velocipede in use, it seems surprising that the rider can keep his equilibrium. The principle of the thing is the same as that of the movement of a boy's hoop. As long as the hoop revolves rapidly, its tendency to any lateral movement is almost suspended, and the greater the speed the less the difficulty in maintaining the upright position.

At first sight one supposes it to be a formidable undertaking to mount and steer the bicycle. To learn to manage it, however, requires no more skill, courage, or patience, than to learn the art of skating; and when the art is once acquired, it provides a means of locomotion and a source of enjoyment as much more available than skating, as the number of days in the year is greater than the few bright mornings when one can find a smooth, glassy, and well-frozen skating ground.

"Velocipedestrianism" is fully the equal of skating and horseback riding, in its invigorating and exhilarating effects. The velocipede bears young and old, light and heavy, easily and pleasantly and with equal facility.

In learning the velocipede, it is advisable to use a machine of only moderate height, so that the soles of the feet can readily touch the ground. At the best school we know, where the pupils graduate experts, six different sizes of machines are used. The beginner is put upon one with a guiding wheel of a diameter of only thirty-four inches, and is promoted from one to another, according to progress.

At first start, run beside the iron horse, leading it by the hand, so as to familiarize yourself with its movements, and to master well in your mind the idea of the fore wheel, upon which all depends. This will be an affair of but a few moments only. You will very readily perceive that it will be impossible to balance upon the machine, while it is standing still. You will also see that, without practice, it will be an impossibility to mount the iron horse, and balance yourself upon the seat, while it is in motion. Both these facts lead you to perceive that motion is the first requisite. To get that, and at the same time maintain equilibrium, you must first use your feet on the floor or ground as a means of progression, learning, as you move, to balance yourself by the motion of the guide wheel, to the right or left, whichever way you may lean.

If out-of-doors, it is as well to practice on a slope; and after mounting, let the machine move forward of its own accord, while you occupy yourself studying the effect produced by the inclination which you give to the balancing pole or handle. After you have practiced enough to admit of your going some little way without touching your feet, learn to go the same distance with your legs raised, so as to bring the centre of gravity higher from the base. When you have overcome this difficulty and thoroughly understand the action of the balancing pole, place one foot on the pedal, and follow its movements, without assisting them. Then try the other foot, and accustom yourself to the movement of turning the wheels with your feet. Next, put both feet upon the pedals, and work them alternately with scrupulous regularity. Speed is attained by simply accelerating this movement. You will be surprised to find that you can, all at once, ride your velocipede. After a couple of hours of proper practice, you will be able to accomplish a distance of thirty or forty yards, without running the risk of an upset.

In learning, be careful to keep the shoulders straight and the head back. An erect position upon the bicycle is as necessary for grace and ease, as upon the horse. Avoid looking at the wheels, but accustom yourself to look ahead.

Take things as easy as possible. The greatest difficulty with beginners is to restrain the unnecessary expenditure of muscular power. They ordinarily perform ten times the amount of labor requisite. They use all the force they can, in pressing upon the pedals, and clasp the handle in front, as if hanging on for dear life. Do not strain the muscles of the arms. There is no necessity for it, or for any violent muscular effort. A good rider can obtain the greatest speed upon the road with half the exertion used by the novice in learning the first movements.

If the day after your first attempt you feel a little lame and sore, remember that it is nothing more than you would feel after riding horseback for the first time, or after taking gentle but unaccustomed exercise in a gymnasium.

If you finish your first trial covered with dust and perspiration, with a bumped head, jammed feet, tired arms, and sore muscles, let your faith remain triumphant, and your determination and expectation to master the vehicle increased. But with proper caution there is no danger either of falls or hurt in using the velocipede in the way we have advised. The pedal is constructed so that the foot of the rider can at once leave it; and should the machine incline to one side, it is only necessary to remove the foot from the same side, and place it on the ground. One must not let the handles go; they seem to restore and maintain the balance of the machine after the rider is off it. In alighting, both feet should be raised from the pedal at the same instant, which slackens the speed of the machine, and placed upon the ground simultaneously.

If you learn in a school or rink, you will find a rough pine floor much the best for practice. Floors that are sprinkled with sawdust, or sanded, are apt to cause the machine to slip in turning.

In your first practice, avoid trying experiments, or doing too much; but watch your position in the saddle, and perfect yourself in the balance movement. After that is perfectly learned, try to ride slowly, and practice with your feet upon the rest in front. It will of course require much experience before you are able to dash along the paved streets or country roads, or to try the tricks and fancy movements of an expert. Perseverance, however, makes perfect; and if you persist, you will be able, in due time, to ride side-saddle fashion, to pick up your hat from the floor, to take off your coat while going at full speed, and even to stand upon the saddle. Some learn to ride in three hours, some in three days, and occasionally we hear of a timid and stupid scholar, for whom three months will scarcely suffice. It depends upon the machine, the method of going to work, and the quickness and adaptability of the rider. The knowledge often comes suddenly. We have seen those who have tried to learn for days without success, suddenly mount their veloces and start around a hall, astonished at the ease with which they maintained their balance, and looking as pleased as if they had accomplished the object of their existence. A few hours' practice usually makes a student quite the master of ceremonies.

As soon as you have acquired the knowledge, you will wonder how amateurs can be so awkward, and be surprised that you found it so difficult.

Should the velocipede upon which you learn be too high to practice in the way we have indicated, you should have some one hold the machine for the first trial, the hands upon the back extremity of the bar upon which you sit, so as to in no way impede the action of the fore wheel.

To those who wish to learn, we would especially suggest the spring, fall, and winter months. It is too warm to learn in summer, that being the season to reap the reward of early exertion. Velocipede riding is the easiest thing imaginable when one knows how to ride properly.

CONSTRUCTION OF THE BICYCLE.

The accompanying engraving will convey to the mind of the reader a correct idea of the French two-wheeled velocipede. The majority of makers in this country fashion their machine upon this pattern in every essential respect. We append a full technical description.

A is the front wheel. This is the steering wheel, and upon its axis the power is applied. B is the hind wheel; C, the treadles or foot-pieces; D, the treadle cranks; E, slots in cranks, by which to adjust the foot-pieces and accommodate the length to the legs of the rider; F, bifurcated jaw, the lower part of which forms the bearing for the axle of the front wheel. From the upper part of this jaw a rod or pivot extends, to which is attached the steering arm or handle F; G, the reach or perch, extending from the jaw of the front wheel to the rear or hind wheel. This reach is bifurcated, forming jaws for the hind wheel. H, "rests" on the front part of the reach. The rider puts one leg on the rest and works one of the cranks with the other leg while riding "side-saddle," or a leg may be placed upon each rest when the velocipede has acquired sufficient momentum, and the rider does not wish to keep his feet upon the treadles. I, the saddle or seat, which is adjustable on the seat-spring L, by the thumb-screw K. The seat-spring L, is attached at M to the reach G, which, at the other end, is fastened to the spring-struts N, that rise from the reach G; O, the brake-lever, on the fulcrum P; Q, the "shoe" of the brake that acts against the periphery of the hind wheel. The brake is operated by means of the cord S, one end of which is attached to the steering handle F, and the other end to the reach at 3. A cord passes from the steering handle under the pulley or roller 4, thence over the pulley 5, on the brake-lever O, and from there to the point 3, where it is attached to the reach G. The brake is operated by giving a slight turning motion to the handle F, thus winding a small sheave upon the axis of the handle, and bringing the shoe Q, of the brake-lever O, in contact with the surface of the wheel B.

VARIETIES OF THE BICYCLE.

The best two-wheeled velocipedes manufactured in this country, are those of Messrs. Pickering & Davis, Wood Brothers, Mercer & Monod, and Calvin Witty, New York City; and William P. Sargent & Co., and Kimball Brothers, Boston, Mass.

WOOD BROTHERS' VELOCIPEDE.

The Wood Brothers' velocipede, though very similar to the French machine, is made of better material, with steel tires and axles, and with gun-metal gearings upon the rear wheel. This machine combines in a great degree lightness and durability. It weighs from fifty to fifty-eight pounds, and if required, can easily be led, lifted, or even carried by the rider. The seat is fixed more directly over the stirrups than in some machines, and at such a height above the wheels as to avoid wear and tear of the clothing from contact with mud and dirt, and the driving wheel in turning. The stirrups are attached in such a manner to the crank, that they can be adjusted near the hub or axle, giving speed on level roads; or they can be placed at the end of the crank, giving power and ease for rough roads and ascending grades. Two kinds of stirrups are used; the "spool pattern," entirely round, and covered with leather, making it easy for the beginner to keep his foot in place; and the French swing stirrup, which is for proficient riders and general use. This latter style has a very long bearing, relieving the strain on the ankle joint, and making it easy to ride a distance without fatigue.

This bicycle has a brake, rests for the feet in front, and a handsomely finished saddle, supported by steel springs. It will ascend a grade of one foot in twenty. The price is 5.

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