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- height: 4px; - border-width: 4px 0 0 0; /* remove all borders except the top one */ - border-style: solid; - border-color: #000000; - clear: both; } - </style> -</head> -<body> -<h1 class="pgx" title="">The Project Gutenberg eBook, Bicycling for Ladies, by Maria E. Ward</h1> -<p>This eBook is for the use of anyone anywhere in the United States -and most other parts of the world at no cost and with almost no -restrictions whatsoever. You may copy it, give it away or re-use it -under the terms of the Project Gutenberg License included with this -eBook or online at <a -href="http://www.gutenberg.org">www.gutenberg.org</a>. If you are not -located in the United States, you'll have to check the laws of the -country where you are located before using this ebook.</p> -<p>Title: Bicycling for Ladies</p> -<p> The Common Sense of Bicycling; with Hints as to the Art of Wheeling--Advice to Beginners--Dress--Care of the Bicycle--Mechanics--Training--Exercise, etc., etc.</p> -<p>Author: Maria E. Ward</p> -<p>Release Date: May 25, 2020 [eBook #62227]</p> -<p>Language: English</p> -<p>Character set encoding: ISO-8859-1</p> -<p>***START OF THE PROJECT GUTENBERG EBOOK BICYCLING FOR LADIES***</p> -<p> </p> -<h4 class="pgx" title="">E-text prepared by<br /> - the Online Distributed Proofreading Team<br /> - (<a href="http://www.pgdp.net">http://www.pgdp.net</a>)<br /> - from page images generously made available by<br /> - Internet Archive<br /> - (<a href="https://archive.org">https://archive.org</a>)</h4> -<p> </p> -<table border="0" style="background-color: #ccccff;margin: 0 auto;" cellpadding="10"> - <tr> - <td valign="top"> - Note: - </td> - <td> - Images of the original pages are available through - Internet Archive. See - <a href="https://archive.org/details/commonsenseofbic00ward"> - https://archive.org/details/commonsenseofbic00ward</a> - </td> - </tr> -</table> -<p> </p> -<div class="tnbox"> -<p class="center">Please see the <a href="#TN">Transcriber’s Note</a> at the end of this text.</p> -</div><!--tnbox--> -<p> </p> -<p> </p> -<hr class="pgx" /> -<p> </p> -<p> </p> -<p> </p> -<p> </p> -<p> </p> - -<div class="figcenter"> -<img src="images/cover_both.jpg" alt="Front and rear cover" width="600" height="426" /> -</div> - -<hr class="chap" /> - -<p class="fauxh1">BICYCLING FOR LADIES</p> - -<hr class="chap" /> - -<div class="figcenter" id="Fig1"> - -<img src="images/illo004.jpg" alt="" width="211" height="600" /> - -<p class="caption">WHEELING FROM THE PEG—SHOWING INCLINATION OF WHEEL.</p> - -</div><!--figcenter--> - -<hr class="chap" /> - -<div class="titlepage"> - -<p class="center fsize125"><i><span class="smcap bb">The Common Sense of Bicycling</span></i></p> - -<h1><span class="line1"><span class="smcap">Bicycling for Ladies</span></span><br /> -<span class="line2"><i><span class="smcap">With Hints as to the Art of Wheeling—<br />Advice -to Beginners—Dress—Care of<br /> -the Bicycle—Mechanics—Training<br />—Exercise, -Etc., Etc.</span></i></span></h1> - -<p class="center highline3 fsize80">BY</p> - -<p class="center highline3 fsize125">MARIA <span class="padl2 padr2">E.</span> WARD</p> - -<p class="center highline3"><span class="bt bb"><i>ILLUSTRATED</i></span></p> - -<p class="center blankbefore2"><span class="oldtype">New York:</span><br /> -BRENTANO’S</p> - -<table class="locations" summary="Locations"> - -<tr> -<td><span class="smcap">Chicago</span></td> -<td><span class="smcap">Washington</span></td> -<td><span class="smcap">Paris</span></td> -</tr> - -</table> - -</div><!--titlepage--> - -<hr class="chap" /> - -<div class="copyright"> - -<p><i>Copyright, 1896, by<br /> -BRENTANO’S</i></p> - -</div><!--copyright--> - -<hr class="chap" /> - -<p><span class="pagenum" id="Pageix">[ix]</span></p> - -<p class="fauxh1">BICYCLING FOR LADIES</p> - -<hr class="chap" /> - -<h2 class="front">PREFACE</h2> - -<p>I have found that in bicycling, as in other sports -essayed by them, women and girls bring upon themselves -censure from many sources. I have also -found that this censure, though almost invariably -deserved, is called forth not so much by what they -do as the way they do it.</p> - -<p>It is quite natural to suppose, in attempting an -unaccustomed exercise, that you have to do only -what you see done and as others about you are doing. -But to attain success in bicycling, as in other -things, it is necessary to study the means as well as -to look to the end to be attained, and to understand -what must not be attempted as well as to know each -step that will be an advance on the road to progress.</p> - -<p>A great deal has been said against attempting to -study a little of anything; but when a slight knowledge -of several important branches of science that -bear directly upon a subject under consideration, -and that a subject concerning the health and safety -of many individuals, will render one intelligently -self-dependent, and able at least to exercise without<span class="pagenum" id="Pagex">[x]</span> -endangering one’s own health or the lives of others, -the acquisition of such knowledge should not be neglected.</p> - -<p>There are laws of mechanics and of physiology -that directly concern the cyclist; it has been the -author’s aim to point out these laws, showing, for -instance, the possible dangers of exercise, and how -they may be avoided by the application to bicycle -exercise of simple and well-known physiological -laws, thus enabling the cyclist to resist fatigue and -avoid over-exertion. The needs of the bicyclist are -an intelligent comprehension of the bicycle as a machine, -an appreciative knowledge of the human machine -that propels it, and a realization of the fact -that rider and bicycle should form one combined -mechanism. For this, a knowledge of the laws that -determine the limits and possibilities of both mechanisms -is necessary. The cyclist is limited, not -only by laws physiological and laws mechanical, -which determine when and for how long he may -travel, but he is restricted by the laws and ordinances -of county, town and village as to how and where he -may travel. A knowledge of these laws is also -necessary.</p> - -<p>While not attempting to treat any of these subjects -exhaustively, the author has endeavored to place -them comprehensively before her readers, hoping to -prepare the enthusiast to enjoy all the delights of the -sport, to encourage the timid, and to assist the inexperienced -to define and determine existing limitations. -The subject of the care of the bicycle has -been carefully treated, some of the means at hand<span class="pagenum" id="Pagexi">[xi]</span> -suggested, and the necessary tools, and their uses explained. -Other topics considered are how the bicycle -is propelled, and why it maintains its balance; -what the cyclist should learn, how correct form may -be attained and faults avoided, and what should be -the essential features of the clothing worn.</p> - -<p>The author wishes to acknowledge indebtedness to -Dr. Legrange, and to Messrs. D. Appleton & Co. -for their permission to quote from “Physiology of -Bodily Exercise.”</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Pagexii">[xii-<br />xiii]<a id="Pagexiii"></a></span></p> - -<h2 class="front">TABLE OF CONTENTS</h2> - - -<table class="toc" summary="ToC"> - -<tr> -<td colspan="2" class="right padl1 fsize80">PAGE.</td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER I.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">Possibilities</span></td> -<td class="pageno"><a href="#Page1">1</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER II.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">What the Bicycle Does</span></td> -<td class="pageno"><a href="#Page8">8</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER III.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">On Wheels in General and Bicycles in Particular</span></td> -<td class="pageno"><a href="#Page14">14</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER IV.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">For Beginners</span></td> -<td class="pageno"><a href="#Page22">22</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER V.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">How to Make Progress</span></td> -<td class="pageno"><a href="#Page29">29</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER VI.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">Helping and Teaching; What to Learn</span></td> -<td class="pageno"><a href="#Page37">37</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER VII.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">A Few Things to Remember</span></td> -<td class="pageno"><a href="#Page47">47</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER VIII.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">The Art of Wheeling on a Bicycle</span></td> -<td class="pageno"><a href="#Page56">56</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER IX.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="pagenum" id="Pagexiv">[xiv]</span><span class="smcap">Position and Power</span></td> -<td class="pageno"><a href="#Page71">71</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER X.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">Difficulties to Overcome</span></td> -<td class="pageno"><a href="#Page82">82</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER XI.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">Dress</span></td> -<td class="pageno"><a href="#Page93">93</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER XII.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">Watch and Cyclometer</span></td> -<td class="pageno"><a href="#Page100">100</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER XIII.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">Women and Tools</span></td> -<td class="pageno"><a href="#Page112">112</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER XIV.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">Tools and How to Use Them</span></td> -<td class="pageno"><a href="#Page118">118</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER XV.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">Solving a Problem</span></td> -<td class="pageno"><a href="#Page125">125</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER XVI.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">Where to Keep a Bicycle</span></td> -<td class="pageno"><a href="#Page138">138</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER XVII.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">Tires</span></td> -<td class="pageno"><a href="#Page145">145</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER XVIII.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">Mechanics of Bicycling</span></td> -<td class="pageno"><a href="#Page156">156</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER XIX.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">Adjustment</span></td> -<td class="pageno"><a href="#Page164">164</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER XX.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">Exercise</span></td> -<td class="pageno"><a href="#Page170">170</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER XXI.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">Training</span></td> -<td class="pageno"><a href="#Page175">175</a></td> -</tr> - -<tr> -<td colspan="2" class="chapno"><i>CHAPTER XXII.</i></td> -</tr> - -<tr> -<td class="chapname"><span class="smcap">Breathlessness; The Limit Mechanical</span></td> -<td class="pageno"><a href="#Page189">189</a></td> -</tr> - -</table> - -<hr class="chap" /> - -<p><span class="pagenum" id="Pagexv">[xv]</span></p> - -<h2 class="front">LIST OF ILLUSTRATIONS</h2> - -<table class="loi" summary="LoI"> - -<tr> -<td class="illono"><a href="#Fig1">1</a>.</td> -<td class="description"><span class="smcap">Wheeling from the Peg—Showing Inclination of Wheel</span></td> -<td colspan="3" class="left bot"><i>Frontispiece</i></td> -</tr> - -<tr> -<td class="illono"><a href="#Fig2">2</a>.</td> -<td class="description"><span class="smcap">Correct Position—Leaning with the Wheel</span></td> -<td class="center bot"><i>Opposite</i></td> -<td class="center bot"><i> Page </i></td> -<td class="pageno">22</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig3">3</a>.</td> -<td class="description"><span class="smcap">Incorrect Position—Leaning Against the Inclination</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">24</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig4">4</a>.</td> -<td class="description"><span class="smcap">Proper Way to Stand a Bicycle</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">30</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig5">5</a>.</td> -<td class="description"><span class="smcap">Carrying the Bicycle</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">32</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig6">6</a>.</td> -<td class="description"><span class="smcap">Picking Up a Bicycle</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">34</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig7">7</a>.</td> -<td class="description"><span class="smcap">Leading a Bicycle About</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">38</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig8">8</a>.</td> -<td class="description"><span class="smcap">Preparing to Dismount</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">40</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig9">9</a>.</td> -<td class="description"><span class="smcap">Dismounting</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">42</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig10">10</a>.</td> -<td class="description"><span class="smcap">Correct Pedaling</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">56</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig11">11</a>.</td> -<td class="description"><span class="smcap">Following Pedal</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">58</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig12">12</a>.</td> -<td class="description"><span class="smcap">Lifting</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">60</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig13">13</a>.</td> -<td class="description"><span class="smcap">Back Pedaling</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">62</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig14">14</a>.</td> -<td class="description"><span class="smcap">Back Pedaling—Showing Distribution of Weight</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">64</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig15">15</a>.</td> -<td class="description"><span class="smcap">Hill-Climbing—Pushing Crank Over</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">66</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig16">16</a>.</td> -<td class="description"><span class="smcap">Coasting</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">72</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig17">17</a>.</td> -<td class="description"><span class="smcap">Wheeling One Foot Over</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">74</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig18">18</a>.</td> -<td class="description"><span class="smcap">Wheeling from the Peg—Showing Distribution of Weight</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">76</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig19">19</a>.</td> -<td class="description"><span class="pagenum" id="Pagexvi">[xvi]</span><span class="smcap">Preparing to Mount—Showing -Inclination</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">82</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig20">20</a>.</td> -<td class="description"><span class="smcap">Incorrect Mounting Position</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">84</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig21">21</a>.</td> -<td class="description"><span class="smcap">Mounting—Preparatory Position</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">86</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig22">22</a>.</td> -<td class="description"><span class="smcap">Correct Mounting Position</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">88</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig23">23</a>.</td> -<td class="description"><span class="smcap">Mounting—Second Position</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">90</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig24">24</a>.</td> -<td class="description"><span class="smcap">Dismounting Over the Wheel</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">92</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig25">25</a>.</td> -<td class="description"><span class="smcap">Mounting Over the Wheel from Peg</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">94</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig26">26</a>.</td> -<td class="description"><span class="smcap">Starting a Nut</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">112</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig27">27</a>.</td> -<td class="description"><span class="smcap">Adjusting a Wrench</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">116</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig28">28</a>.</td> -<td class="description"><span class="smcap">Applying Power</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">118</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig29">29</a>.</td> -<td class="description"><span class="smcap">Screwing Up</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">120</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig30">30</a>.</td> -<td class="description"><span class="smcap">Unscrewing</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">122</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig31">31</a>.</td> -<td class="description"><span class="smcap">Preparing to Turn Bicycle Over</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">126</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig32">32</a>.</td> -<td class="description"><span class="smcap">Turning the Bicycle Over</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">128</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig33">33</a>.</td> -<td class="description"><span class="smcap">The Bicycle Turned Over</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">130</td> -</tr> - -<tr> -<td class="illono"><a href="#Fig34">34</a>.</td> -<td class="description"><span class="smcap">Straightening the Handle-Bars</span></td> -<td class="center bot">„</td> -<td class="center bot">„</td> -<td class="pageno">136</td> -</tr> - -</table> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page1">[1]</span></p> - -<p class="center highline4 fsize200">BICYCLING FOR LADIES.</p> - -<hr class="chap" /> - -<h2><span class="nr"><i>CHAPTER I.</i></span><br /> -<span class="name"><i>Possibilities.</i></span></h2> - -<p>Bicycling is a modern sport, offering infinite -variety and opportunity. As an exercise, at present -unparalleled, it accomplishes much with comparatively -little expenditure of effort; as a relaxation, it -has many desirable features; and its limitless possibilities, -its future of usefulness, and the effect of -its application to modern economic and social conditions, -present a wide field for speculation.</p> - -<p>Bicycling possesses many advantages, and is within -the reach of nearly all. For the athlete and the -sportsman, it opens up new worlds; for the family it -solves problems; for the tired and hurried worker, -it has many possibilities. The benefits to be derived -from the exercise cannot be over-estimated -and the dangers that result from over-doing are correspondingly -great; for it is easy to over-exert when -exhilarated with exercise and unconscious of -fatigue.</p> - -<p>It is but recently that the bicycle has become a -perfected mechanism, adaptable to general usage,<span class="pagenum" id="Page2">[2]</span> -simple and scientific. The railroad makes possible -direct and rapid communication between widely -separated localities. The usefulness of the bicycle -begins where that of the railroad ceases, for it connects -and opens districts of country that the railroad -has not reached; indeed, it is to the bicycle in connection -with the railroads with which the country is -gridironed that we must look to make possible the -enjoyment of much that is beautiful and valuable, -but otherwise inaccessible. To the naturalist, the -traveller, and the intelligent observer, cycling offers -advantages which are limited only by time and -opportunity.</p> - -<p>Bicycling has been adapted to serve many purposes; -but it is bicycling as an athletic exercise and -sport, with the bicycle propelled by human power -only, that we shall now consider. The history of the -bicycle is modern. The study of its evolution shows -the development of a great industry, constantly introducing -and applying improvements; most important -of these was the pneumatic tire, which made -bicycling universally possible.</p> - -<p>Getting under way for even a short cruise awheel -has some of the features familiar to the yachtsman. -To the skater, the motion is not unlike the rapid, -swaying movement on the ice, the silence and the -rush of succeeding strokes. To the horseman, the -dissimilarity of the two modes of locomotion, after -the settling to work has been accomplished, is very -striking. For the uninitiated and for some others, -bicycling does not possess attractions. The bicycle -is a familiar object, not compelling a second thought.<span class="pagenum" id="Page3">[3]</span> -One reason for this is that it is not really brought to -the intelligent notice of the casual passer. The -cyclist, to the stationary observer or the comparatively -stationary pedestrian, is such a fleeting instantaneosity -that, unless thrown among enthusiasts -over the sport, few of the unenlightened would be -tempted to try it; for they are as unappreciative of -what the wheel means to the cyclist as is the countryman, -who lives near a railway, of the intricacies -of commerce which are indicated by the flying mail.</p> - -<p>To the lover of out-door life the bicycle presents -a succession of wonderful possibilities. Much has -been written of canoe-trips and of the charms of -cruising among our inland waters; as charming and -as attractive is land travel on the wheel. Bicycling, -moreover, combines the best features of many other -sports with advantages peculiar to it, for instance, -the cyclist must work, and there is much pleasure in -watching progress made with so little effort—the -work all his own, the machine but a means of locomotion—enjoying -and appreciating all the beauties -of the country traversed, while yet conscious of the -power to hasten away as soon as the surroundings -cease to interest or amuse. By the scientist and the -naturalist, no encouragement is needed; the bicycle -at once compels their attention. The lover of -horses may fear that this new mode of locomotion -may interfere with his sport—the same objection -that was advanced against the introduction of the -steam engine. But the bicycle does not displace; it -is rather a link in the chain connecting driving and -railroading. Bicycling, furthermore, means good<span class="pagenum" id="Page4">[4]</span> -roads, not as a luxury, but as a necessity, for it is -impossible without them. Rough country may be -crossed, but the bicycle must be pushed or carried -across it, and this is not practicable for any considerable -distance.</p> - -<p>The bicycle, though a simple machine, is a complicated -mechanism simplified. The principle that -keeps it from falling is a well-known one—that of -the gyroscope, the only known mechanism that overcomes -gravity.</p> - -<p>The bicycle has its limits, determined by the -powers of its rider and the surface ridden over. The -motion is unquestionably fascinating after the control -of the machine is acquired; and there is an accompanying -exhilaration that is peculiar to the -sport, and always something to conquer, something -to accomplish, besides the direct benefit to be derived -from the exercise.</p> - -<p>There is a great variety of methods of bicycling, -whether for exercise, transportation or travel. In -travelling, the country all about soon becomes, as it -were, your own domain. Instead of a few squares, -you know several towns; instead of an acquaintance -with the country for a few miles about, you can -claim familiarity with two or three counties; an all-day -expedition is reduced to a matter of a couple of -hours; and unless a break-down occurs, you are at -all times independent. This absolute freedom of -the cyclist can be known only to the initiated, and -as proficiency is acquired, it becomes a most attractive -feature of the sport.</p> - -<p>There is bicycling weather, as there is skating<span class="pagenum" id="Page5">[5]</span> -weather, yachting weather, or weather favorable for -any out-door sport or exercise. But it is easy to -wait for bicycling weather, and nothing has to make -way for it. The machine is always ready, and that -is all that is needed if a suitable country is accessible. -On the road the bicyclist is rendered independent -of assistance, for everything needful is prepared -for him, and parts and repair supplies can be -carried and need but little room. Only inattention -or carelessness should cause delay. Still, proper -preparation is essential to enjoy bicycling at its best, -and the bicyclist should be ready to meet any emergency.</p> - -<p>That there is necessarily the element of sociability -about cycling is evident. There are so many stops, -and the dusty wheelmen grouped among their -wheels at the roadside have always the bond of a -common interest; from this, transition to individual -fads and fancies is easy; there is constant opportunity -for acquiring special knowledge and for using -it; and almost every accomplishment is appreciated -in addition to capability as a bicyclist, and may be -utilized in a variety of ways; cheerfulness is an invariable -factor; and there is always novelty and the -possibility of excitement, for it is unusual, on a bicycle -trip, that everything happens as it is expected -or has been planned for.</p> - -<p>Too much cannot be said of the benefits to be derived -from out-door exercise; and one of the best -features of bicycling is that it brings so many to enjoy -out-door life who would otherwise have little of -either fresh air or exercise. Proper oxidation is<span class="pagenum" id="Page6">[6]</span> -necessary to perfect health. The great danger that -these would-be bicyclists must face is unfamiliarity -with exercise, either general or special. Persons accustomed -to athletic exercise know how to prepare -for and how to resist fatigue, know what practice -means and how proficiency may be attained. The -bicyclist unaccustomed to athletics has all this to -learn, and more; to him, ultimate success means -more time given to study and less time to practice. -The novice, however, has the advantage that he has -nothing to unlearn, and can profit by the experience -of others.</p> - -<p>To accomplish the best results, the human machine -must not be overworked; and to stop work at -the right moment is one of the hardest things to -learn, and the most important to success. To learn -the construction of a bicycle, the particular duties of -all the parts and their adjustment, is a matter of -memory and observation. To understand the adjustment -of the human machine to mechanical environment -requires cultivated perception and special -knowledge. But the human machine is so independently -adaptable, so hard to put out of order, that it -may be cared for by intelligent attention to only a -few simple laws. Do not wait for danger signals: -know how to avoid them.</p> - -<p>Bicycling opens a delightful future to all who attempt -it intelligently. The inspiration of the enthusiast -is invaluable; but it is the practical theorist -who is successful.</p> - -<p>A bright, sunny morning, fresh and cool; good -roads and a dry atmosphere; a beautiful country before<span class="pagenum" id="Page7">[7]</span> -you, all your own to see and to enjoy; a properly -adjusted wheel awaiting you,—what more delightful -than to mount and speed away, the whirr of the -wheels, the soft grit of the tire, an occasional chain-clank -the only sounds added to the chorus of the -morning, as, the pace attained, the road stretches -away before you!</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page8">[8]</span></p> - -<h2><span class="nr"><i>CHAPTER II.</i></span><br /> -<span class="name"><i>What the Bicycle Does.</i></span></h2> - -<p>The bicycle has been evolved—a mechanism, propelled -solely by human power, capable of quadrupling -the distance traversable by the pedestrian.</p> - -<p>The simple, light, and almost universally accepted -machine is constructed to stand a strain tremendous -in proportion to its weight; for the modern -machine weighs only twenty pounds, and it may be -lighter, though for some purposes it should be -heavier. The bicyclist is virtually mounted on a -set of casters, which propels the weight with much -greater ease than can be attained in the act of walking. -In walking, advantage is taken of the force -of gravity by continually falling forward, and simultaneously -placing the feet, with a regular motion, -one beyond the other, to alternately receive the -weight of the body. On the bicycle, the weight is -carried and supported, and the wheels reduce friction -to a minimum.</p> - -<p>The wheel being set in motion, power is applied -to overcome inertia, and speed is increased by -multiplying the number of the wheel’s revolutions; -the application of the gyroscope principle -assists materially, and the resistance of gravity is<span class="pagenum" id="Page9">[9]</span> -overcome in a degree while the wheels are rapidly -revolving.</p> - -<p>To set a bicycle in motion requires the expenditure -of considerable power. A given rate of speed -on the level may be maintained by a minimum expenditure -of power. Bodies or masses set in motion -maintain their velocity undiminished unless other -forces intervene. The bicycle in motion is resisted -on the level by air pressure and friction, on the -roadway by friction, and by the incidental obstacles -of the road. On an ascending plane, it must overcome -the additional resistance of its own and its -rider’s weight, which must be lifted constantly; on -a descending plane, it must oppose a constantly lessening -resistance. All this resistance and lack of -resistance means a proportionate stress laid upon -the bicycle, the wheels of which are all the while -kept rapidly revolving, the large wheels moving -much faster than the cranks and pedals.</p> - -<p>Each separate part of a bicycle must be made -capable of withstanding a certain wear and strain, -and must perform its own particular duties and -work in conjunction with all other parts of the -machine. To this end, it has been studied, perfected, -tested; its weight and tensile strength calculated -to a nicety; its finish and adjustment made -matters of deep thought and careful investigation.</p> - -<p>Only the best can be made to do in bicycle manufacture; -each piece of metal must be separately -tested, and the maximum of strength with the minimum -of weight must be attained. What is known -as the safety factor enters largely into the construction<span class="pagenum" id="Page10">[10]</span> -of the modern bicycle; that is, the machine is -made much stronger than is necessary for the strain -it is expected to withstand; this added strength involving -of course the added weight of the material -which supplies it. The calculated strength of a machine -is the strength which fits it adequately to perform -its work. When, as in the bicycle, the accurate -testing by skilled workmen proves the existence -of this degree of strength, the safety factor meanwhile -being reduced to the lowest possible limit, the -product is the perfected result of the highest degree -of skill. Each part is tested for so many pounds -strain or tension or compression, and each strain is -accurately figured for each particular part; each part, -moreover, must be able to stand so much additional -strain, more than it is ever likely to have thrown -upon it, though no bicycle is built to withstand the -shock of collision under speed. In case of collision, -the older, heavy bicycle was not smashed into fragments, -as is the modern twenty-pounder. Something -would give way, perhaps; it might break in -several places. The light modern wheel holds together -or is crushed to pieces, though its rider is -less likely to suffer serious injury, the lighter -construction having less power to do damage -than the cumbrous wheel of fifty or sixty pounds -weight.</p> - -<p>The cost of a well-made bicycle, of perfect workmanship -and finish, represents the amount of skilled -labor required to construct it rather than the value -of the raw material, although, when it is remembered -that each part must be tough, hard, strong and<span class="pagenum" id="Page11">[11]</span> -elastic, it will be apparent that only the best of -material can be used.</p> - -<p>Wheels can be made at a very low cost; but such -wheels cannot be correctly adjusted and tested without -the additional cost of skilled labor. For the production -of a perfect bicycle, the machine of tested -strength, simplicity of detail, and beauty of finish, -the most accurate workmanship as well as the best -material is necessary. A machine or a tool should -always be the best of its kind, and it pays to take -care of it. A bicycle requires as nice and accurate -adjustment as a watch, and like a watch, with regular -attention afterwards, will run steadily and smoothly. -A bicycle, moreover, as much or more than a -watch, is individual property, and each individual -wants the best.</p> - -<p>Our physical powers have been tested in certain -directions; in walking, for instance, we know what -we can do, how far we can go, how much it is wise -to attempt. The bicycle appeals to us as a means -of swift locomotion attained without other force -than our own powers four or five times multiplied -by mechanical processes. The bicycle enables one -to do, to prove one’s powers; it puts one in conceit -with one’s self. When one is not a pedestrian, -does not care for equestrian pleasures—and, indeed, -in the majority of cases, there is little to compel attention -to these means of recreation—the bicycle -offers the opportunity to find the limit of one’s -powers in a new field. It supplies, too, a new -pleasure—the pleasure of going where one wills, -because one wills. The attention has only to be directed,<span class="pagenum" id="Page12">[12]</span> -and the wheel, responsive to touch or -thought, moves in unison with the rider’s will, -flitting hither and thither, that he may enjoy -the freshness of nature and the ever-changing -beauty of clouds and sky, of sunshine and shadow, -of meadow and sea, lake and river, mountain and -forest.</p> - -<p>Riding the wheel, our own powers are revealed to -us, a new sense is seemingly created. The unobserving -are gradually awakened, and the keen observer is -thrilled with quick and rare delight. The system is -invigorated, the spirit is refreshed, the mind, freed -from care, swept of dusty cobwebs, is filled with -new and beautiful impressions. You have conquered -a new world, and exultingly you take possession -of it.</p> - -<p>Travelling by vehicle or by any public conveyance, -the sense of individual responsibility is reduced -to the minimum; it is indeed no appreciable -factor. You pay so much to be taken up and set -down, so much for a reasonable amount of safety, -comfort, and convenience. Mounted on a wheel, -you feel at once the keenest sense of responsibility. -You are there to do as you will within reasonable -limits; you are continually being called upon to -judge and to determine points that before have not -needed your consideration, and consequently you -become alert, active, quick-sighted, and keenly alive -as well to the rights of others as to what is due yourself. -You are responsible to yourself for yourself; -you are responsible to the public for yourself; -and you are responsible to the public for<span class="pagenum" id="Page13">[13]</span> -the rights of others. The upholding of laws -and ordinances, the general welfare, public -health and safety—problems never before, perhaps, -called to your attention—come up one by -one for consideration. In short, individual duty, -recognition of the rights of others, consideration of -means for the proper enforcing of laws, all are suggested -to the awakening mind of the bicyclist. The -bicycle is an educational factor, subtle and far-reaching, -creating the desire for progress, the preference -for what is better, the striving for the best, broadening -the intelligence and intensifying love of home -and country. For all that is beautiful is ours—ours -to protect and to cherish.</p> - -<p>To the many who earnestly wish to be actively at -work in the world, the opportunity has come; they -need but to come face to face with it to solve this -problem of something to conquer, something to -achieve.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page14">[14]</span></p> - -<h2><span class="nr"><i>CHAPTER III.</i></span><br /> -<span class="name"><i>On Wheels in General and Bicycles in Particular.</i></span></h2> - -<p>The form of the wheel is very ancient, its construction -modern, even recent. Its evolution has -been gradual. First came the round stick or roller, -placed beneath a weight; then a roller with its central -portion shaped and thinned to lessen friction; -then two disk-shaped sections of a log, connected by -a bar upon which they revolved, replaced the clumsy -stick.</p> - -<p>Each wheel or disk then began to receive separate -attention. There was the wear on the edge or rim -to be considered, and it was found that if its surface -were protected, the disk would last indefinitely longer. -Then it was noticed that the hole in the centre -of the disk wore unevenly, and it was reinforced, -and the hub began to take form. When the rim was -strong and the central portion of the wheel remained -intact, the disk was found to be heavier and stronger -than it need to be to support the outer portion of the -wheel. Some of the useless heavy part was removed, -and the disk pierced with holes to make it lighter; -then these holes were shaped between the remaining -portions, which took the form of pillars or spokes. -A pillar would break, and be replaced by a rounded<span class="pagenum" id="Page15">[15]</span> -stick; and thus, perhaps, the rude idea took form of -constructing a wheel out of several pieces, for the -sake of securing economy, durability, and lightness.</p> - -<p>A wheel, then, was well constructed, with a large, -heavy piece in the centre to stand friction and bear -weight, and with the rim made of several pieces, each -piece supported on a spoke, and all held together by -a band called a tire. In the course of time the hub -became heavier, the spokes thinner, the rim stronger -and lighter, and the tire narrower. The bar connecting -two wheels was made very strong, with -smooth ends for the wheels to revolve easily upon. -Pins were driven into holes in the projecting ends -of the axle, or bar, and later the pins replaced by -knobs, or nuts. Then the wheels were brought -closer together, and found to run more easily; and -the tire, cutting too deep into soft surfaces, was -widened. Attention, moreover, was paid to the roadway, -very bad places being filled and smoothed.</p> - -<p>A wheel is defined as “a circular frame turning -on an axle”; an axle as “a shaft or rod, either solid -or hollow, on which a wheel is placed.” The first -bicycle wheels were constructed like carriage wheels, -the limit of that method of construction arrived at. -The rim was supported on the spokes, which rested -on the hub. The minimum definite quantity of material -was ascertained, but the wheel was still too -heavy and bulky. If the weight of material was lessened, -however, it would fall to pieces.</p> - -<p>The bicycle wheel of to-day is a compound mechanism -constructed on reverse principles. The wheel -is made on the principle of suspension, an inverted<span class="pagenum" id="Page16">[16]</span> -application of weight and thrust. The hub is hung -from the rim, and the axle supported in that way. -Each bicycle wheel is really two wheels, graceful in -form, with but one rim, and with two hubs, one on -either end of a short axle, the spokes being drawn -to a common rim, and made stiff enough to carry -weight, and elastic enough to withstand shock. -The rim or frame is elastic and durable. To this -rim many wire spokes are fastened, and the hubs -for each wheel are centred and hung from them. -The hubs and axle are wider than the rim of the -wheel, and the spokes are fastened alternately to -either end, thus giving a tangent strain which -stiffens the wheel and gives it strength. The tire is -a separate construction, possessing several individual -features. The only office of the old tire was to protect -the rim of the wheel from wear; the pneumatic -tire protects the rim, presents a good friction surface, -and is enabled by its elasticity to take the shock -and jar of the entire bicycle.</p> - -<p>In order that the wheel may turn, the axle must -be lubricated; otherwise the inside of the hub will -become hot, and wear the face of the axle a little -rough. The surfaces then cannot pass, but remain -fixed and immovable, and the wheel cannot turn. -The introduction of a third material of a different -consistency between the revolving surfaces prevents -their wearing against each other, and the lubricant -is rubbed and rubbed again; there is so little of the -lubricant that it does not accumulate sufficiently to -cause resistance, and the moving surfaces slip -smoothly over each other.</p> - -<p><span class="pagenum" id="Page17">[17]</span></p> - -<p>The axle of a modern bicycle wheel is compound, -and although there are two ends to the axle, there is -but one rim to the wheel. The rim carries all the -weight distributed from many points at once; the -weights resist each other, and give strength and -stiffness. The axle really carries double, two -wheels with but one rim; and each end of the axle -is supported at so many points that it possesses -great weight-carrying power in proportion to the -weight of material used in its construction. The -weight of the frame is supported on the axles of the -rear and front wheels. Of its construction it is sufficient -to say that the weight is taken up on the -thrust principle and that wherever a point of support -for the thrust is located, the frame is strengthened -to support and resist the thrust.</p> - -<p>By a mechanical application of power, the power -of the pressure of the foot on the pedal is multiplied, -one revolution of the pedal crank causing the rear -wheel to revolve a number of times. In the chain -gear the mechanical means is a large wheel on the -axle to which the pedal cranks are attached, and a -smaller wheel on the axle of the rear wheel. There -are teeth on both these wheels, the large wheel having -the greater number. The band or chain passing -over the large sprocket-wheel has links which engage -each tooth of the wheel as the chain passes -over it, and as that wheel revolves, it pulls the -chain over, link by link.</p> - -<p>The small wheel is also provided with teeth, and -every time the large sprocket-wheel is turned, if -only a little way, it pulls the chain link by link, and<span class="pagenum" id="Page18">[18]</span> -the chain link by link pulls the rear wheel tooth by -tooth. The small sprocket-wheel revolves as the -chain pulls it, revolving oftener than the large wheel -to keep count with it tooth for tooth. The number -of teeth on the sprocket-wheels determines the multiplicity -of revolutions of the rear wheel.</p> - -<p>The rear wheel revolves very rapidly, in the process -becoming virtually a gyroscope; and a gyroscope -will maintain the plane in which it revolves -unless other forces intervene. The front wheel -takes its motion from the friction of the surface over -which it is propelled, and after the bicycle is in motion, -the forces that are applied to control and direct -its movement are friction and resistance. After the -cyclist is mounted, there is the added complication -of a constantly shifting centre of gravity, caused by -change of balance. The steering is effected by -changing the direction of the front wheel, the rear -wheel being enabled to follow by a slight slipping -over the wheeling surface. If the change of direction -is too abrupt, the rear wheel will slip enough -to lose its hold on the surface, and the weight of -the rider will be suddenly shifted from above the -point of support (the axle of the rear wheel) to the -top of the rim of the wheel, thus becoming a lever -with the weight on the end of the long arm, and the -bicycle falls over.</p> - -<p>As the wheels revolve, there is a constant pull on -tire and rim. Just as the chain is pulled over the -sprocket-wheels, the tire is pulled by friction over -the surface ridden on. If this surface affords the -tire no hold, it is impossible for the wheel to advance,<span class="pagenum" id="Page19">[19]</span> -as on a muddy surface. The crank may impart -a motion to the wheel, but this motion will not -enable the wheel to maintain its place; or if, in -overcoming the cranks at the dead centre, too much -weight is applied to one side of the wheel, the same -thing occurs, and the wheel falls over. There are a -number of mechanical means for conveying the motion -of the foot to the wheel of the bicycle to cause -the wheels to revolve.</p> - -<p>There are many ways of constructing a frame, -and different designs and patterns of fittings for -different parts; but the main idea of the bicycle does -not change—a fixed wheel to which motion is imparted, -and a movable or guiding wheel, independent -of the power wheel, and revolving only because -the machine is pushed or pulled forward. This -second wheel gives stability, and supports the wheel -at a movable point.</p> - -<p>We have, therefore, a wheel which supports a -frame and the weight it carries. The frame is supported -on two wheels, one end of the frame taking -the weight, and that end supported on one wheel. -The second wheel merely supports one end of the -frame. If the frame were attached at one end directly -and rigidly to the second wheel, the weight -carrying wheel would move in the same plane with -it. A child’s two-wheeled cart will illustrate this. -While moving forward in a straight line, the child is -safe until one or both of the wheels begin to travel -in a rut, when the rigid handle or tongue of the cart -resists the guiding power, and the child is pulled or -thrown over. If the tongue or frame of the wagon<span class="pagenum" id="Page20">[20]</span> -is allowed play, as it is called, say by being held -easily in the hand, the pole may be guided. The -supported end of the frame of the bicycle corresponds -to the pole or tongue of the cart.</p> - -<p>Now, the wheel is made to steer in this way: -We have the rigid forks, and a wheel to support -them. The forks hold the wheel in the same plane -as themselves, but the top part of each fork, instead -of being fastened immovably to the frame, passes -up through a bearing-head prepared for it in the -frame. The wheel is supported, but it can now -maintain a separate plane, and as the post of the -forks changes its direction, it pulls the frame with -it as it advances; and so the controlling or steering -power is transferred.</p> - -<p>The weight-bearing wheel is led and directed; -part of its power is transferred by thrust or push to -the front wheel, and as the steering wheel is pushed -over the surface, it revolves. As it revolves, part of -its power is diverted by the movable head, and as -the head is held and controlled by the rider, any desired -direction may be imparted to the entire -machine.</p> - -<p>A bicycle may have either a diamond frame or a -drop frame. The drop frame is made to facilitate -mounting and to permit the adjustment of a -woman’s dress. The diamond frame possesses great -strength, and can be lightened to a wonderful degree -without injury to the thrust and strain-bearing -quality of its construction.</p> - -<p>A form of triangle is made use of to carry the -greatest weight and bear the greatest strain. This<span class="pagenum" id="Page21">[21]</span> -triangle is supported on the rear wheel, and has part -of the frame attached to it to connect it with the -steering-wheel. The steering-wheel is provided -with handles by which it may be controlled. The -weight of the rider is carried over the power wheel, -and the propelling power, a lever movement, is imparted -by the foot.</p> - -<p>From this description an idea may be formed of -how and why a bicycle works; but the details of its -mechanism are of endless variety of form and pattern, -material and workmanship. Each small part, -its form, its use, its angles of surface, its every detail -indeed, is the product of the work of many -minds for many years. And though the bicycle was -looked for, and hoped for, and worked for, its -general acceptance came suddenly, and came only -when it had been built light enough and strong -enough and elastic enough to warrant confidence in -its universal usage.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page22">[22]</span></p> - -<h2><span class="nr"><i>CHAPTER IV.</i></span><br /> -<span class="name"><i>For Beginners.</i></span></h2> - -<p>Mount and away! How easy it seems. To the -novice it is not as easy as it looks, yet everyone, or -almost everyone, can learn to ride, though there are -different ways of going about it. Unless the beginner -is one of those fortunate beings who mount, and -as it were, wheel at sight, little need be said about -instruction at this stage of proceedings if a bicycle -school is within reach. A few suggestions may be -desirable, however, even with a competent instructor.</p> - -<p>Nothing more quickly exhausts one’s strength -than the first few minutes with a bicycle. This is -due to the fact that many unused muscles are called -upon to do unaccustomed work and to work together -in new combinations; and the effort required and -the accompanying nervous excitement produce a -sudden and apparently unaccountable fatigue. Normal -conditions can be restored by resting long -enough to allow repair of the wasted tissues. It is -well to stop when a little tired, rather than to persist -and finish the lesson, even if extra lessons are necessary -to make up for lost time. No one can really -learn anything when tired, and it is unwise to attempt<span class="pagenum" id="Page23">[23]</span> -it. In this matter no one else can judge for -you.</p> - -<div class="figcenter" id="Fig2"> - -<img src="images/illo039.jpg" alt="" width="335" height="600" /> - -<p class="caption">CORRECT POSITION—LEANING WITH THE WHEEL.</p> - -</div><!--figcenter--> - -<p>What a horrible moment it is when first mounted -on a bicycle, a mere machine, a thing quite beyond -your control, and unable even to stand by itself. -But it is impossible to tell without trying whether -or not you can manage a bicycle. Make the experiment, -therefore, and find out. Any competent -teacher will guarantee success, and after the first -five minutes on the bicycle can tell how long it will -take you to learn. The time varies with the individual; -the period of instruction may last for five -minutes or for six months, without counting extra -lessons for fancy wheeling.</p> - -<p>Don’t try to get the better of your wheel. You -cannot teach it anything, and there is really much -for you to learn.</p> - -<p><i>What to keep in mind when taking your lesson.</i>—Attend -to the bicycle and to nothing else. Don’t -attempt to talk, and look well ahead of the machine, -certainly not less than twenty feet. Remember -that the bicycle will go wherever the attention is -directed.</p> - -<p>In sitting upon the wheel, the spinal column -should maintain the same vertical plane that the -rear wheel does, and should not bend laterally to -balance in the usual manner. A new balance must -be acquired, and other muscular combinations than -those that are familiarly called upon. To wheel by -rule is the better plan until the natural balance of -the bicyclist is developed. Sit erect and sit still.</p> - -<p>The bicycle must be kept from falling by a wiggling<span class="pagenum" id="Page24">[24]</span> -movement of the front wheel, conveyed by -means of the handle-bar. When moving, the rapidly -revolving wheels maintain the vertical plane by rotation, -with but little assistance or correction from -the handle-bars.</p> - -<p>It is a good plan, while the instructor assists you, -to pedal with one foot at a time, holding the other -foot free. This will enable you to determine the -amount of pressure it is necessary to exert to cause -the wheels to revolve.</p> - -<p>When both feet are on the pedals, they oppose -each other. The weight should be lifted from the -ascending pedal, or else the descending foot must -push the other foot up until that foot is in position -to exert a downward pressure. This instruction applies -to forward pedaling only; for back pedaling or -backing, the movement should be reversed. Practise -pushing first with one foot and then with the -other, taking the weight off the opposite pedal in -each case. At each push of the pedal, a little pull -on the handle-bars, pulling with the hand on the -same side on which you are pushing with the foot, -will keep the wheel from falling. Look well ahead. -The bicycle covers the ground very rapidly, and the -eye does not at first receive impressions quickly -enough to enable you to know where to look and -what to look for.</p> - -<p>As soon as your teacher will allow it, take the -wheel for a little walk. This may seem rather an -absurd proceeding, but it will assist you greatly in -learning the feel and tendencies of the machine. -Lead the bicycle about carefully, holding the<span class="pagenum" id="Page25">[25]</span> -handles with both hands and avoiding the revolving -pedals. Learn to stand it up, to turn it quickly, and -to back it in a limited space.</p> - -<div class="figcenter" id="Fig3"> - -<img src="images/illo043.jpg" alt="" width="254" height="600" /> - -<p class="caption">INCORRECT POSITION—LEANING AGAINST THE INCLINATION</p> - -</div><!--figcenter--> - -<p>The machine heretofore has been arranged for you. -Now you can begin to think how you would like to -have it adjusted. You will, perhaps, find fault with -the saddle. The saddle is a very important adjunct, -and much depends upon its proper adjustment. A -large, soft saddle is usually preferred by the beginner, -and perhaps this is a good kind to learn to -balance on; but it is a very poor kind to wheel on, -for many reasons.</p> - -<p>At first, in practising pedaling, the height of the -saddle should permit the hollow of the foot to rest -firmly on the pedal when the pedal is lowest. The -ball of the foot only should press on the pedal. The -foot should be made to follow the pedal as early as -possible. Point the toe downward on the last half -of the down stroke, and keep pointing it until the -pedal is at its lowest, following the pedal with the -foot, and pointing downward until the pedal is half -way on the up stroke. This carries the crank past -the dead centre. To acquire a proper method, attention -should be directed to each foot alternately.</p> - -<p>To learn to balance, have the saddle raised as high -as possible, so that the ball of the foot just touches -the pedal at its lowest. Practise wheeling in this -way, with an instructor, or alone on a smooth surface -where you are sure to be undisturbed.</p> - -<p>The hands naturally take a position where it is -easy to grasp the handles of the handle-bars. The -handle-bar conveys two principal movements to the<span class="pagenum" id="Page26">[26]</span> -first wheel—a short wiggling movement and a long -or steering sweep. The handle-bars also assist in -maintaining the seat at first.</p> - -<p>The beginner usually exerts too much pressure -on the pedals, and has to pull correspondingly hard -on the handles to correct the falling tendency of the -machine. This is very hard work, and stiff arms and -shoulders and blistered hands may be often thus accounted -for; they are the result of badly balanced -pedaling. To be able to sit comfortably at work, -and to feel that it is not so hard after all, is a great -advance.</p> - -<p>Now, the question of that other foot. By this time -which “the other foot” is will have become quite -evident; it is always the foot to which attention for -the moment is not directed, and which consequently -may meet unexpected disaster—a lost pedal, perhaps, -with its accompanying inconveniences.</p> - -<p>Downward pressure with the foot is easily acquired -and needs little effort. To take the pressure -off the ascending pedal at the right moment is a -more difficult matter. Usually considerable practice -in cycling is necessary before the unused lifting -muscles are strengthened sufficiently by exercise to -permit them to do their work easily.</p> - -<p>There is a third movement of the handle-bars—a -quick twist in the direction the machine is leaning -if about to fall; it is made suddenly, and brings the -wheel back to its original position. If the wheel -were stationary, and the front wheel were turned, -the bicycle would fall in an opposite direction from -the front wheel. If the wheel is about to fall, it can<span class="pagenum" id="Page27">[27]</span> -be prevented from doing so by throwing the balance -the other way by means of the handle-bars. A -similar result is accomplished by wiggling the front -wheel, and when a bicycle is moving very slowly, a -continuous wiggle—changing the balance as the machine -inclines from side to side—is necessary to -keep it upright.</p> - -<p>The body should incline with the rear wheel and -maintain the same plane with it, becoming as much -as possible a part of the wheel, as though united by -a straight bar going from the base of the tire to the -top of the head.</p> - -<p>The rear wheel and all the weight that it carries is -governed by the front wheel and controlled by -means of the handle-bars. The rear wheel supporting -all the rider’s weight, the power is applied to -that wheel. The front wheel serves only for balance -and steering.</p> - -<p>It is not necessary to provide a complete outfit to -take the first lesson. If you possess a pair of knickerbockers, -so much the better. Wear an old dress, -easy shoes and gloves, and a hat that will stay on under -any conditions. The clothing should be as loose -as possible about the waist. Wear flannels, and no -tight bands of any kind or anything elastic. As -respiration is increased by the exercise, the clothing -should be loose enough to allow of a long deep -breath, drawn easily, taken by expanding the chest -at the lower ribs to fill the lungs. This precaution -being taken, giddiness and short-windedness can result -only from over-exercise. Ten or fifteen -minutes’ practise is enough at first; and a half<span class="pagenum" id="Page28">[28]</span> -hour’s lesson later, with several stops for rest, is the -best rule for many people, particularly those unaccustomed -to active exercise.</p> - -<p>If you are an equestrian, you will meet with many -unexpected problems. The bicycle will do nothing -for you, and the lack of horse-sense must be supplied -by your own intelligence. It is well, when learning, -to remove all bicycle accessories. They are only in -the way, and add weight and distract the attention. -The propelling of the bicycle—that is the one idea -to keep in mind. Make the machine go; shove it -along. Never mind if you are not quite comfortable -or at ease at first. Sit on your saddle and stay there. -Do not try to balance the machine. Lean the way -the machine inclines, not away from it, as it will be -your first impulse to do. The bicycle is not to be -fought against; it is to be propelled and controlled; -and the art is not difficult to acquire.</p> - -<p>Avoid starting a bicycle on a down grade when you -are learning. For on a slight, even an almost imperceptible -incline, the cycler must back-pedal; but -the beginner wishes to propel the bicycle, and for -that purpose must use an altogether different muscular -combination.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page29">[29]</span></p> - -<h2><span class="nr"><i>CHAPTER V.</i></span><br /> -<span class="name"><i>How to Make Progress.</i></span></h2> - -<p>You have learned to wheel a bicycle,—have had -some lessons, can take the machine and mount it, -wheel a little way, and fall off; or can wheel for some -time without a dismount, but feel utterly exhausted -after a short spin. You have accomplished what -you attempted,—you can wheel a bicycle; but you -feel dissatisfied. You have tried to ride with -friends, perhaps, and have had to give it up; yet -you feel that you should be able to do what others -have done and are doing all the time. It is very -discouraging.</p> - -<p>What you should have now is a suitable and comfortable -wheeling outfit. You perhaps have a bicycle -of your own; if not, a good wheel may be hired -reasonably. The matter of dress is now all-important, -and a costume suitable for cycling should be -selected; it is impossible to do good work or to practise -comfortably unless you are properly dressed.</p> - -<p>Choose for a practice ride a pleasant day, with -little or no wind, and neither too hot nor too cold. -The atmospheric conditions are an important factor -in bicycling; indeed, beginners are often discouraged -by external conditions which really have nothing<span class="pagenum" id="Page30">[30]</span> -to do with their mastery of the machine. Take -the bicycle out on a smooth road, where you may -have two or three miles free from traffic, and as level -as possible. If the road is muddy or slippery, wait -for the proper conditions. Unless the surface is -smooth and dry, it is better to take the bicycle back -without attempting to mount it. If two or three -miles of good road are not accessible, a quarter-mile -stretch or even less will serve. Select a good pathway, -however short.</p> - -<p>See that the wheel is adjusted to suit you; the saddle -of a comfortable height, certainly not too high; -the handle-bars convenient to grasp. Assure yourself -that all the nuts are secure, the saddle and -handle-bars firm. Spin the pedals to see that they -revolve easily. Make up your mind before mounting -how far you want to go; mount the machine, -wheel it for this distance, and dismount. Do not -try to look about while wheeling. Give your whole -attention to the bicycle and keep your eyes fixed in -the direction you are travelling. Avoid hollows and -cart-ruts, though these should not occur if the locality -for practice is well chosen. If an unexpected -hollow or hump should be encountered, hold hard to -the handle-bars and press firmly on the pedals, rising -at the same time a little from the saddle. The -pedals are most important parts, the controlling -power being centred in them. If there is a good -hand-brake on the bicycle, it is well to note its action -and to understand how to apply it; for in case of a -lost pedal, its application might give a little confidence. -By a “lost pedal” is meant, not that part of<span class="pagenum" id="Page31">[31]</span> -the machine is literally lost, but that the foothold is -missed on it, and so control of the wheel lost for the -moment.</p> - -<div class="figcenter" id="Fig4"> - -<img src="images/illo051.jpg" alt="" width="600" height="355" /> - -<p class="caption">PROPER WAY TO STAND A BICYCLE.</p> - -</div><!--figcenter--> - -<p>If out of breath, wait until rested. Rest for a few -minutes in any case, and look about, and note the -surface wheeled over. Then plan another spin, of -perhaps a few hundred feet. Fix upon an objective -point, wheel to it, and dismount. Rest thoroughly, -and mount again. Be careful to avoid becoming -chilled while resting, stopping only long enough to -restore the natural breathing and to look over the -road.</p> - -<p>Half an hour of this kind of work at first every -suitable day is enough. If you are strong and accustomed -to active exercise, the time may be prolonged -to an hour or an hour and a half; or you may practise -twice daily, morning and afternoon, or afternoon -and evening. Cycling weather is an uncertain -quantity, and all possible advantages should be taken -of it. If tired after the first day’s practice, do -not attempt to resume it until entirely rested, even -if it is necessary to wait for two or three days; for -unless the wheel is well understood and the wheeler -fairly practised, it is hard work. The practised cyclist -controls the bicycle without conscious effort, -and may direct his attention to his surroundings; -but the novice must concentrate his attention on his -machine.</p> - -<p>A bicycle should always be handled carefully; for -though it is made strong enough for the emergencies -of being thrown and pulled and twisted, none of these -things improve it. Keep the polish free from<span class="pagenum" id="Page32">[32]</span> -scratches, and the more delicate parts free from -dents. Do not let the bicycle fall or throw it down -carelessly. Learn to balance it against a curb or -post or fence or any other convenient object, without -injury to the bicycle or to the supporting surface.</p> - -<p>A bicycle will balance in this way: The front -wheel kept from moving at either the tire or the -centre of the frame; the pedal resting against some -firm object.</p> - -<p>Do not wheel near anything, but give yourself as -much room as possible. A practised cyclist can take -a bicycle wherever it is possible to walk, but it is -sometimes a feat to do this.</p> - -<p>The proper position cannot be too soon acquired. -Sit erect and not too far from the handle-bars. -Let the hands grasp the handles in an easy, natural -position. The saddle should be quite over the -pedals to give a natural movement, forward, down, -back, and up. The bicycle is sensitive, and yields -to almost unconscious direction; but if the eye is -not trained to judge distances, steering will be difficult -at first. It is necessary to look well ahead, to -decide quickly what you will do, and to do it. Pedal -fast, but do not hurry. Don’t try to find out how -fast you can go. This is not a good time for such -an experiment; it will be easy later to test your -speed. Pedal fast enough to keep the machine running -easily and smoothly and to feel it take care of -itself a little. It is easier to guide and control it -when it is in motion with the wheels rolling rapidly.</p> - -<div class="figcenter" id="Fig5"> - -<img src="images/illo055.jpg" alt="" width="600" height="555" /> - -<p class="caption">CARRYING THE BICYCLE.</p> - -</div><!--figcenter--> - -<p>It is not a good plan to select a very light wheel -for practice. The tendencies and the peculiarities<span class="pagenum" id="Page33">[33]</span> -of the bicycle are more readily determined when -there is a little weight to resist. Be careful to wear -nothing tight, particularly shoes, gloves, waistband, -or hat; for they might prove a source of discomfort -or even danger.</p> - -<p>Learn to steady the bicycle as soon as you can. It -will wiggle and wobble from a number of causes. -The front wheel must be kept steady. Wobbling -results from losing the sense of direction for a moment. -To overcome the difficulty, either stop and -dismount, or, if it is possible, increase your speed.</p> - -<p>Before taking a bicycle out, have any oil that may -have settled on the outside of the bearings wiped -off, and add a little fresh oil to the oil-cups. The -chain or power gear should be lubricated, and any -superfluous lubricant carefully removed. The ease -with which the bicycle runs depends on proper cleaning -and oiling; an illy cared for or badly oiled machine, -moreover, is very unpleasant to handle.</p> - -<p>A course of practice will inspire confidence, and -wobbling will occur less and less frequently. Then -the inequalities of surface will be noticed, and the -cyclist will wonder why it is harder to wheel in some -places and in certain directions. Parts of the road -are covered, the wheeler being almost unconscious -of exerting any force, and again in places the foot -seems to be pushed up. Ease and comfort in wheeling -are dependent to a large degree on the wind and -to a much larger degree on the grades and hills. A -very little grade, a very slight rise, quite unnoticeable -to the pedestrian, is disagreeably obvious to the -bicyclist. The difficulty presented may be overcome<span class="pagenum" id="Page34">[34]</span> -by pushing on the pedal at the right place as it -descends, and at the right time, time and place -being also adjusted to the weight and power of the -bicyclist. To push at just the right time on a grade -assures an easy ascent. Any difficulty in pedaling -may be traced to a wrong application of power.</p> - -<p>Hill-climbing and grade work require thought -and practice. Do not be discouraged because a little -bit of a hill seems quite impossible. Overcoming -grades is no easy matter, and is usually learned slowly; -every time a grade is attempted, however, some -progress is made. Wheel as far as it is possible to -go comfortably; then dismount, and walk the rest -of the way. Never try to mount on an up grade unless -you are expert, for this is a difficult and most -fatiguing thing to do. When mounting, notice the -grade, and if it is downward, do not have the mounting -pedal at its full height; and select a clear place -to mount in. If an up grade must be wheeled over, -it is often advisable to mount in a downward direction, -wheel far enough for a start, and then turn to -ascend without dismounting. Learn to pedal slowly -and steadily and to start and stop easily. These -things may be practised at convenient times, and -with sufficient practice will be mastered, but meanwhile -need keep no one from attempting a moderately -long run.</p> - -<div class="figcenter" id="Fig6"> - -<img src="images/illo059.jpg" alt="" width="600" height="473" /> - -<p class="caption">PICKING UP A BICYCLE.</p> - -</div><!--figcenter--> - -<p>Uncertain attempts at mounting are very fatiguing. -Get some one to mount and start you when off -for the first long outings; the energy saved can be -better utilized in wheeling. Do not be afraid to -wheel over small inequalities if their direction is at<span class="pagenum" id="Page35">[35]</span> -right angles to the direction of the bicycle; but -avoid all ruts and depressions parallel with the -wheel’s direction. It is easy to slip into them, and -difficult to get out of them without a spill.</p> - -<p>Never eat a full meal before starting on a bicycle -trip; if possible, set the time for starting at least an -hour after eating. Ten, twenty, and thirty miles -are often covered after the first or second trial. It -is better to sit on your wheel and pedal slowly than -to dismount. Getting on and off, stopping and starting, -are much more fatiguing than wheeling; and it -is well to economize your strength at this stage. -Always see that the tool-kit is in place on the bicycle, -and never go far without a wrench and a screw -driver.</p> - -<p>The tires also should receive close attention; they -should be properly inflated, and the hand-pump -carried on a convenient place on the machine. It is -never well to use a tire that is not property inflated. -Avoid all broken glass, nails, etc., and do not rest -the wheel against a barbed wire fence.</p> - -<p>The wheeler who desires to succeed cannot too -soon begin to observe and take notes. Early learn -to use the wrench yourself, and study how to apply -that instrument properly. Study the different parts -of the bicycle, and note how they are put together; -and particularly observe each nut and screw, and determine -its purpose. Each nut must be at its proper -tension to hold securely. Study the valves of the -tires and learn their construction; and be sure you -know how to apply the pump-coupling properly. -Learn the names and uses of the different parts of<span class="pagenum" id="Page36">[36]</span> -the bicycle, and study their construction. This is -mechanical geography, if I may use such a term. -Learn to care for your health and how to prepare -your system to resist fatigue. Then you will find -that you have mastered the subject, and are prepared -to avail yourself of the many pleasures of the -sport.</p> - -<p>The oftener discouraged, the oftener the opportunity -to hope again. The art of bicycling is a purely -mechanical attainment; and though its complications -may at first seem hopeless, sufficient practice will -result in final mastery.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page37">[37]</span></p> - -<h2><span class="nr"><i>CHAPTER VI.</i></span><br /> -<span class="name"><i>Helping and Teaching; What to Learn.</i></span></h2> - -<p>Accuracy is the first principle of cycling; and the -would-be bicyclist should learn as early as possible -that ease of movement and precision of movement -are inseparable; and that bruises and bumps and -wrenches, though they may have an educational -value, are not a necessary accompaniment of the -sport. The skilful instructor need never allow a -scratch or a bruise. Some people want to learn -everything at once; but only so much should be -done at each attempt as can be done accurately, if it -be only walking the machine about and standing it -up. This exercise is helpful, for walking a bicycle -about requires a series of accurate movements, and -accurate movement is necessary in learning mounting -and propelling.</p> - -<p>The bicycle is a marvel of adjustment, and the bicyclist -is obliged to adopt movements that correspond -with the movements of the bicycle. The more -accurate this correspondence of movement, the greater -the ease of propulsion.</p> - -<p>The lines and angles of the levers of feet and legs -must be studied to so apply them as to secure the -best results. Avoid undue tension. Learn just how<span class="pagenum" id="Page38">[38]</span> -much to lean the bicycle in mounting, just where to -place the foot, where to stand in relation to the handle-bars, -and where to place the weight on the machine. -This understood, mounting is accomplished. -The bicycle may be mastered, and easily mastered, -by remembering all the things not to do and by -doing all the things that should be done.</p> - -<p>To assist another to do what you do not know how -to do yourself is not an easy task; yet there are -people who are willing to undertake it.</p> - -<p>A bicycle is so nicely balanced that it is easy to -hold it up if it is taken hold of in the right way. -Grasp the back of the saddle firmly with one hand, -take hold of one of the handles with the other, and -the machine is in your power. A person seated on -the saddle with a firm hold of the handles of the -handle-bar, becomes, as it were, a part of the machine, -and when sitting quite still is governed by -the same laws of balance that control the bicycle.</p> - -<p>Take hold of a bicycle with some one seated in the -saddle, and move it a few inches forward, then a -few inches backward, and it becomes at once perceptible -that but little force is necessary to overcome -the inertia of the combined weights of wheel and -rider. The wheel has a tendency to fall to either -side, but it is easy to balance the weight on the tires. -Then hold the wheel a little toward you, for it is -easier and less fatiguing than to hold it from you. -If the bicycle is allowed to incline from you, it will -pull you over; if it inclines toward you, you can -support its weight against the shoulder. If the rider -sits still and inclines with the machine, it is easily<span class="pagenum" id="Page39">[39]</span> -righted; but if the rider’s weight is thrown in a direction -opposite to the inclination of the bicycle, the -tendency to fall is increased, and the inclined bicycle -is pushed over.</p> - -<div class="figcenter" id="Fig7"> - -<img src="images/illo065.jpg" alt="" width="600" height="539" /> - -<p class="caption">LEADING A BICYCLE ABOUT.</p> - -</div><!--figcenter--> - -<p>Before assisting another person with a bicycle, it -is well to note all the tendencies of the machine. -This may be done by taking a bicycle and putting -it in all the different positions mentioned. The motions -are the same whether or not there is any one -in the saddle, and it is well to learn to manage the -machine without exerting too much force. Stand on -the left-hand side of the bicycle, and hold the saddle -with the right hand. The steering may be done -with the left hand, and the bicycle kept upright by -wiggling the front wheel. It is better to do this than -to attempt to hold the front wheel still. Walk the -bicycle about by the handle-bars only, and you will -find that to keep the wheel straight it is necessary to -hold the bars stiff, and this is quite a difficult undertaking. -Allowed to move gently from side to side, -the wheel is more easily controlled.</p> - -<p>When assisting a person for the first time, stand -beside the machine, see that the pedal farthest from -you is raised to its greatest height, and move the bicycle -forward until the pedal is commencing its -down stroke. Then let the wheeler step in beside -the bicycle, in front of you and on the same side of -the machine, and grasp both handles firmly. Stand -as close as possible to the bicycle, having it inclined -toward you at such an inclination that the weight of -the wheeler, stepping to the opposite pedal, will -right it. Then, while you hold the bicycle still, the<span class="pagenum" id="Page40">[40]</span> -wheeler should step on the raised pedal, stand upon -the pedal with the knee stiff, and then settle slowly -on the saddle; the other foot must find the down -pedal. Do not let the machine move yet, but have -the beginner go over these movements again, practising -them from both sides of the machine until a -little confidence is felt.</p> - -<p>It is all important to get on the saddle quickly -and easily and without necessity for readjustment. -If a skirt is worn, it should be arranged before placing -the weight on the pedal, and the knee should be -slightly bent when the pedal is lowest. The saddle -should be the right height; the handle-bars should -be a trifle high, that is, when the rider sits erect; -the hands should rest easily and comfortably on the -hand-grips. Now the thing for the rider to do is to -ride and hold on to the handles. Don’t let the -wheel get away from you. To prevent an accident, -should this happen, the beginner should know how -to come off the bicycle. An active person can step -to the ground before the wheel has time to fall. To -get off, step on the pedal that is down, and throw -the other foot over.</p> - -<p>If the saddle is not right, dismount the wheeler in -this way: Have the wheeler’s feet firmly placed on -both pedals, and see that the down pedal is on the -side on which you are standing. Pull the machine -a little to that side, and see that the foot is on the -down pedal. Then direct the wheeler to step on -this down pedal, throwing all the weight on it, and -to pass the raised foot over in front of the down foot -to the ground. The foot on the down pedal should<span class="pagenum" id="Page41">[41]</span> -not be removed until the other foot, placed on the -ground, has taken the rider’s weight.</p> - -<div class="figcenter" id="Fig8"> - -<img src="images/illo069.jpg" alt="" width="600" height="586" /> - -<p class="caption">PREPARING TO DISMOUNT.</p> - -</div><!--figcenter--> - -<p>Say that you are now going to move, and let the -wheeler mount as before. Show that a wiggling -movement must be kept up with the front wheel, -and say that you will help to do it. See that the -wheeler has both handles held firmly, and then grasp -the bars just in front of the handle. Keep firm hold -of the saddle, and control the balance and push by -that, letting the bars do their own work.</p> - -<p>A learner always pushes too hard on the pedals.</p> - -<p>Take the machine about, and trot it up and down, -holding it firmly and keeping it balanced. Should -it pull you over, the wheeler can step off without -difficulty.</p> - -<p>It is much easier for two than for one to help a beginner. -A trio of novices can form a very fair -school. A bicycle is inclined either to pull or to -push, and if supported on both sides, the pulling -tendency is avoided and the pushing tendency readily -corrected. If ladies are helping one another, the -best way is for two to hold the bicycle, standing one -on each side of the machine. Both should hold the -saddle and both should hold the handle-bars just beyond -the handles and above the hands of the wheeler. -One should instruct, and the other help to hold -the machine.</p> - -<p>Let a beginner first learn to mount, then to dismount, -practising these movements several times -before starting; then, having made sure that the -pedal on that side is two-thirds up, come to the left -hand side of the wheel, step on the pedal, and be<span class="pagenum" id="Page42">[42]</span> -seated in the saddle; then put the weight on the -pedal that is down, and step off with the other foot. -Repeat several times, mounting from each side, dismounting -on the same side and on the opposite side, -at command, and repeating. Tilt the wheel as the -weight goes on the pedal. Dismount the pupil, and -walk the wheel about between you, wiggling the -front wheel. Then mount your pupil, and proceed -as already explained. After the pupil begins to -propel the wheel, very little assistance from the instructor -is necessary, and care should be taken not -to confuse the pupil as to the amount of work they -are doing. Call attention to the ease with which -the wheel is brought up when inclined to fall, and -explain about turning and steering and wiggling, -and what these motions are for. You cannot propel -a bicycle unless you know what you are doing; there -cannot be guess-work about it. The perfect confidence -that comes with familiarity and practice must -precede success.</p> - -<p>Given three people with one bicycle, all can learn -to ride, helping each other in turn. Having learned -to mount and dismount, the next thing is to learn to -start the bicycle. The weight should be allowed to -start the bicycle as soon as the foot, pressing on the -pedal as it descends, brings the wheeler to the saddle.</p> - -<p>The stop should be learned next. The wheeler -should be reminded to notice which is the down -pedal, and to step on it with all the weight just as it -begins to rise. This will stop the machine, and the -dismount is made in the usual way by throwing the -other foot over, and stepping with that on the ground.<span class="pagenum" id="Page43">[43]</span> -The foot that has stopped the machine should not -leave the pedal too soon, but remain on it long -enough to control the bicycle.</p> - -<div class="figcenter" id="Fig9"> - -<img src="images/illo073.jpg" alt="" width="600" height="567" /> - -<p class="caption">DISMOUNTING.</p> - -</div><!--figcenter--> - -<p>As soon as the wheeler can pedal a little and has -the balance well enough to ride without assistance, -the next thing is to learn to ride over ordinary obstructions, -and to remain on the wheel for a given -number of minutes without dismounting. All this -can be taught in an ordinary room or on a piazza; -and both teacher and pupil will find a smooth surface, -such as a board floor or a pavement, best -adapted for the work. Attention cannot too soon be -directed to taking the weight off the ascending pedal, -and the exercise should not be prolonged for a -moment after this becomes a difficult thing to do.</p> - -<p>At first the practice leaves the beginner much agitated -and breathless; but these conditions are overcome -after a few lessons, though experienced riders -sometimes experience a return of them when they -find mounting difficult and do not notice the grade -they are attempting. The sensitiveness of the wheel -sometimes puzzles the beginner, and the sense of adjustment -is often difficult to acquire.</p> - -<p>Nervous work and nervous effort are noticeable -in no other sport in the same marked degree. Some -seize and adopt its salient points at once and almost -unconsciously, but the majority are not so fortunate. -The first fifteen minutes on a bicycle are frequently -enough to cause thorough exhaustion. The best -remedy for this is to take the wheel and walk it about; -the pupil should be left alone with it. If fifteen -minutes’ work is too much, alternate five minutes’ -work with rest at the next lesson.</p> - -<p><span class="pagenum" id="Page44">[44]</span></p> - -<p>The balance and distribution of strength for the -pull by the hands is quite important in directing and -controlling the machine. The feet are used to -propel and to balance. The teacher should note -carefully if the beginner errs by incorrect pedaling -or by too much pull on the handles, and correct the -wrong tendency.</p> - -<p>Balance by pedaling comes next in order, and cannot -be practised too early; and as by this time a fair -amount of speed will have been attained, the natural -balance begins to be acquired.</p> - -<p>Balanced pedaling and swaying are very different, -and should not be confused. The bicycle may be propelled, -balanced, and controlled entirely by the -pedals; and as this is the best and most important -mode of wheeling, it should early be understood and -attempted.</p> - -<p>The adjustment of the machine should now be -taken up, and the wheeler should know how and -why the bicycle can be changed to suit individual -peculiarities. The wiggling tendency of the front -wheel lessens as the wheeler acquires confidence; -and its unsteadiness can be overcome and controlled -with the balance and by pedaling, with the swaying -of the body or the pressure of either foot.</p> - -<p>There is much to avoid as well as much to do. -Incorrect position means difficult work, almost impossible -propulsion and possible personal injury. -The knowledge that everything is firmly screwed up -about the bicycle, and particularly that the saddle is -secure, cannot be too soon acquired. Never attempt -to mount or even to try the bicycle unless the saddle<span class="pagenum" id="Page45">[45]</span> -is properly secured and immovable. If anything -breaks, it is not necessarily your fault; if anything -is insecure, blame no one for not attending to something -you should yourself have attended to. Always -examine the pedals to see that they turn easily; and -be sure about that saddle. It is a good deal of -trouble to screw the nut up tight for a few minutes, -or even for half a minute, but it should be done.</p> - -<p>When adjusting the saddle, never be hurried when -tools are to be used, for it is necessary to apply them -carefully to insure accuracy; and a nut really requires -serious attention, for often a good deal depends -upon it. If screwed hurriedly, the thread is in -danger of being injured, and on that thread the holding -power of the nut depends.</p> - -<p>When the beginner can balance and propel the bicycle -for a little way alone, the really tedious part of -learning often begins. At this point beginners -become discouraged, for there seems to be nothing -new to learn; yet the results attained are -unsatisfactory. What is needed is practice.</p> - -<p>Practise on a smooth piece of road, with some one -running beside the bicycle to give confidence and -prevent falls. The proper position in mounting -should be studied. In mounting a drop-frame machine, -never step over the frame and place the foot -on the ground; it is an awkward and ungainly -method. Take a proper position, then be sure everything -is right, and last of all, step on the pedal, and -you are moving.</p> - -<p>A good way to practise, if you have no one to help -you, is to mount the bicycle in the gutter, and limp<span class="pagenum" id="Page46">[46]</span> -along; or if in the country, a roadside fence may -give the needed assistance. Grasp a post firmly, and -holding by it, try to mount; and study the tendencies -and the balance of the bicycle without letting go -the post.</p> - -<p>Make up your mind how to mount, start the pedal -properly, and keep trying until you can ride a little. -If a little, why not more? Keep on practising, avoiding -faults.</p> - -<p>For instruction, the bicycle should be fitted with -an instructor’s handle, and the pupil provided with -a belt having one handle or more. The instruction -handle and a hold on the handle-bar are sufficient -safeguard for most pupils, but the belt will often -give confidence to the timid and aid the instructor.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page47">[47]</span></p> - -<h2><span class="nr"><i>CHAPTER VII.</i></span><br /> -<span class="name"><i>A Few Things to Remember.</i></span></h2> - -<p>Two important points for the bicyclist to study -are avoidance of road traffic and consideration of the -surface ridden over. The law of the road applies to -all traffic passing over the road; the law of mechanics -to the surface of the road as it affects the bicycle -and the cycler. In cities, on much-used thoroughfares, -careful work, quick eyes, experience and caution -are demanded to insure safety.</p> - -<p>The law of the road, “Keep to the right, pass on -the left anything going in the same direction,” is -explicit, and if always observed would render collisions -almost impossible. The avoidance of careless -and unobservant travellers is quite a study. Passing -to the right, you can see and be seen; passing on the -left, a traveller moving in the same direction does -not become aware of your intention without being -notified. You give notice to prevent others from -changing their direction and to enable them thus to -avoid crowding.</p> - -<p>To pass a vehicle on the road, when travelling in -the same direction, involves increase of speed if the -vehicle in front maintains its pace; should it go -slower or stop, and the roadway permits, a change<span class="pagenum" id="Page48">[48]</span> -of pace is neither necessary nor desirable, unless you -wish to steady your machine. In nearing any vehicle -or person coming from the opposite direction, -keep your share of the road. Be always alert and -observant; do not fail to give ample room to the approaching -vehicle; but on the other hand, do not -permit yourself to be crowded or inconvenienced, -and keep enough of the roadway on your right in -reserve in case a change of direction becomes necessary.</p> - -<p>The importance of having your machine at all -times perfectly under control cannot be over-estimated. -Put faith in your pedaling, and never ride -at greater speed than you can determine and check -at will. Dependence on any brake, however perfect -its action, is bad practice.</p> - -<p>Vehicles approaching pass each other on the right. -In case of collision, the vehicle which has maintained -the proper side of the roadway has the advantage -in case of legal controversy. In passing a vehicle -drawn by horses, the bicycle should keep to the -centre of the roadway when possible, leaving the -curb for the horse-drawn vehicle. The bicycle can -only draw away from the curb, and is limited to one -direction. The centre of the roadway, therefore, -affords the best opportunity for a change of direction.</p> - -<p>Sit well on your saddle, observe the adjustment of -the centre of gravity, but ride on the pedals, using -the weight as much as possible. Trust to the pedals -only for rough riding and for unexpected inequalities -of surface. The study of the mechanics of balance, -resistance, and friction is most interesting in<span class="pagenum" id="Page49">[49]</span> -this connection, as their action affects cycler or wheel -or the combined mechanisms.</p> - -<p>The law of the road is simple and very generally -understood, though there are reckless and ignorant -people who disregard it. The law defines where you -shall ride, how you shall pass, and sets a limit to increase -of speed beyond what is considered compatible -with the general safety. There is, besides, the -unwritten law of courtesy, more often observed than -disregarded; and there is the law you make for yourself.</p> - -<p>The traffic of a crowded thoroughfare may be analyzed, -and the conduct of a wheel explained and simplified, -though travel on such routes is difficult at -best and had better be avoided. Given a long, -straight road, with two streams of travel from opposite -directions. One of these streams will consist of -vehicles, quadrupeds, and pedestrians, few maintaining -an even rate of progress, fewer still the same -rate. The law requires that you pass on the left, -and you must await the opportunity to do so. When -a clear way opens, take immediate advantage of it, -and increase your speed. Should there not be room -enough to pass, signal, and the vehicle in advance is -bound to make way for you. Should there be a free -road to the right, you may take it, but only with the -consent of the traveller ahead, and then at your own -risk.</p> - -<p>Never ride more than two abreast. Riding in single -file, with ample room for turning, is better on a -crowded street or when making time. For moderate -wheeling, the cyclists being disciplined and drilled,<span class="pagenum" id="Page50">[50]</span> -the distance between bicycles may be shortened. -But control of the wheel should be absolute before -this is attempted. When travelling at even a moderate -rate of speed, a certain distance between wheels -should be observed. When in single file, turn on -the same line, but not at the same time as the leader. -Inexperienced wheelers are apt to turn at the -moment the wheel ahead turns. Should you be following -close, keep on your own line, unless you see -good cause to change your direction. If the leader -wishes to stop, let him turn out: if you are wanted, -you will know soon enough. Gain all the distance -you can between dismounts. A little drill -and the understanding of a few signals will prove -very useful.</p> - -<p>For the public at large, the bicycle may be specialized -to suit individual needs, and locomotion becomes -simplified, distances are reduced, and the obliterated -landscape of railroad travel takes form and -substance. Cycling means travel over well-constructed -highways, with telephone and telegraph, -post-office and express office, usually easily accessible. -To enjoy the full freedom that wheeling -should give, little luggage should be carried, yet -that little must include all necessaries.</p> - -<p>When a party of six or even twelve start to wheel -a given distance, what are the problems to be met? -All being fairly expert cyclists, in good practice, sociability -is incidental while making time. On the -road attention, strict attention, to business and to -the signals is necessary. Conversation is not prohibited; -it is entirely dependent upon the nature of -the surface you are travelling.</p> - -<p><span class="pagenum" id="Page51">[51]</span></p> - -<p>How to keep together is a vexed question, and a -very nice adjustment of animate and inanimate -mechanism would be necessary to its satisfactory -settlement. The better way is, all knowing the road, -to wheel along independently, with an occasional -halt, not necessarily a dismount, assembling at intervals -of half or three-quarters of an hour. The -leader should keep back until the roller of the party -is hailed, and has reported, then increase speed -again until the next interval has elapsed. Another -plan is to wheel with only a given number of minutes -headway, this arrangement keeping the roller-up -always within hailing distance.</p> - -<p>A good leader deserves implicit confidence. He -has responsibilities aside from wheeling, for the comfort -and convenience of others must be intelligently -studied, and consideration for each individual cyclist -in the party makes constant demand on the qualities -of tact and decision; in other words, the leader must -possess good judgment and be as well a thorough bicyclist.</p> - -<p>The present rate of wheeling averages ten miles -an hour, and greater speed is undesirable, except -for special purposes. A point to keep in mind is -that every five minutes’ halt is a mile lost. The -time lost in slowing and stopping should also be -carefully taken, as it is of value in reckoning possible -mileage.</p> - -<p>There are grades to hesitate about, and there are -grades to avoid. If a grade seems possible, try it, -but dismount the instant it becomes hard work. It -is better to dismount too soon than to persist too<span class="pagenum" id="Page52">[52]</span> -long. Without regard to the inclination, there are -two principal kinds of grades—the increased grade -and the decreased grade. In mounting the increased -grade, more and more power is required at every -stroke to push the machine upward. In mounting -the decreased grade, this additional power is not -necessary, and the ascent is accomplished with little -fatigue. Increase of grade means application of more -power in ascending, and an increase of momentum -in descending. This is on the whole the most dangerous -kind of bicycle travel; for over-work on the -ascent, loss of pedals or dangerous coasting on the -descent, are to be expected, and danger should be -looked for, and observed in time to be avoided.</p> - -<p>It is always well to walk an increasing grade, if -the hill be long and steep, both in ascending and -descending. The decreasing grade has many pleasant -features, and on a well-known road may be ridden -up or down with ease and with little danger of -injury. It is interesting to watch the effect of individual -adjustment to hill-work, a group of bicyclists -being almost always scattered when mounting a -grade.</p> - -<p>When and where to apply power and when to make -the push tell best on his own machine, each cyclist -must determine by practice and experience. Sometimes -a long and apparently easy down-grade is rendered -dangerous by its increase of pitch; and seemingly -easy roads are often difficult to travel on account -of an increasing but almost imperceptible ascent. -Unless power is applied to the stroke at the -right place, much inconvenience from fatigue will<span class="pagenum" id="Page53">[53]</span> -be felt, and will soon overcome the ambitious bicyclist.</p> - -<p>When short expeditions are to be undertaken—all -trips of more than an hour’s duration being so -classed—remember that lack of preparation means -delay, and that ignorance entails discomfort. If the -start is to be an early one, go over the bicycle carefully, -see that the lamp is in order, that matches are -convenient, tools and repair-kit in place, a small envelope -of sewing materials with needle and thread -and another of red-cross supplies in the pocket.</p> - -<p>I have often been laughed at for taking out my -lamp for a short afternoon’s ride with friends who -could ride well enough for their own satisfaction; -and as often have I been obliged to help with my -lantern’s light belated wheels coming in close behind -me. A lantern is a convenience at dusk, or even -earlier, enabling others to see and avoid you; and -this helps more than the uncertain light annoys.</p> - -<p>For luncheon on a short trip, it is quite safe to -depend on the road; if you carry luncheon, a couple -of bread-and-butter sandwiches well wrapped in waterproof -paper, and thin slices of cheese in a separate -paper, or hard chocolate and water-biscuit, are -as good as anything; and such a luncheon may prevent -delay in swampy or foggy or damp country from -becoming dangerous.</p> - -<p>Study the country you are to travel and the road-surface, -understand your map, know your route, its -general direction, etc. Always observe the road -you cover; keep a small note-book, and jot down -everything of interest. Use the pocket-compass,<span class="pagenum" id="Page54">[54]</span> -even in your home locality, to fix general direction; -for when detained at night, such knowledge may -prove useful. Fog and rain or a moonless night are -bewildering, rendering familiar roads weird and -strange; and, unlike the driver or equestrian in the -dark, a bicyclist must trust to himself alone. Wheeling -in the dark, however, has some advantages, -as you are apt to ride in a straight line, and not -turn out for bad places in the road; on the other -hand, a certain amount of risk is necessarily taken. -There should be no close riding, and constant care -should be exercised for the avoidance of collision.</p> - -<p>Cycling offers endless opportunities for the formation -of clubs, and cycling clubs there are of all -ages and sizes. A simple form of club for the earlier -phases of the sport may be organized in this -way: Buy two bicycles, and form as small a club as -can manage their purchase. Keep a register, and -pass the bicycles from member to member, for say -a week at a time, repairs in case of accident to be -paid for by the member using the wheel at the time -of the accident. The club may later be enlarged by -receiving any desired number of members and purchasing -additional wheels in proportion. But nothing -is so satisfactory as a chosen mount of your own, -adjusted to suit your individual needs and kept for -your own exclusive use. A bicycle exactly adjusted -to your liking should be jealously devoted -to your individual use. A beautiful machine -should be kept free from finger-marks. Keep -a chamois and a clean piece of cheese-cloth at<span class="pagenum" id="Page55">[55]</span> -hand where it is kept, and use them. Nickel holds -its polish if not attacked by acid or grease. Enamel -should be treated differently, with cold water, -sponge and chamois, after light dusting.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page56">[56]</span></p> - -<h2><span class="nr"><i>CHAPTER VIII.</i></span><br /> -<span class="name"><i>The Art of Wheeling a Bicycle.</i></span></h2> - -<p>There are three very important methods of controlling -the bicycle, namely, steering by the hands, -guiding by foot-pressure on the pedals, and guiding -by the swaying of the body; and these methods -may be used separately or in combination.</p> - -<p>The wheels are kept in motion either by pedaling, -or simply by gravity in descending a grade. The -use of the hands on the handle-bar is two-fold for the -inexperienced—for steering and for correcting undue -pressure on the pedals. The hand opposite the -pedal that receives too much pressure corrects the -tendency of the bicycle by an extra pull on the handle-bars. -This is very good exercise, but it is a useless -expenditure of force, and cannot be prolonged -without great fatigue. It is the work of hill-climbing -done on the level. The feet are on the pedals, -and the natural tendency is to press equally at all -times on both pedals and pull at the same time on -both handles. One pedal must descend, and the -other pedal must ascend; they are attached to the -same axle, which is turned by either pedal or both -pedals. As the pedals are always on opposite sides -of a circle, one is always coming up, and its upward<span class="pagenum" id="Page57">[57]</span> -tendency is resisted by any pressure, however slight. -The lifting of the foot, therefore, from the ascending -pedal means easy wheeling. This is one of the -hardest things to realize. If there is little or no -pressure to resist from the up-coming pedal, it is necessary -to expend but little force to propel or push -the down pedal; only enough, indeed, to overcome -the weight or inertia of the bicycle and the bicyclist -and of surface friction, provided there is no grade. -But of grades, there are many; and to this is due -the infinite variety of the sport of cycling, the muscular -development and increased respiration of the -cycler.</p> - -<div class="figcenter" id="Fig10"> - -<img src="images/illo089.jpg" alt="" width="600" height="459" /> - -<p class="caption">CORRECT PEDALING.</p> - -</div><!--figcenter--> - -<p>The handle-bars should at all times be ready to -receive a sudden grip or squeeze. Grip the handles -hard when you want to hold on, and only pull as -much as is absolutely necessary; for if the arms are -stiff and rigid from pulling on the bars, they will -not be sensitive enough to control the bicycle. The -handles of the bar are the ends of a pair of levers; -and the nearer the hand to the centre of the bar, the -less power is needed to oppose the other hand. -When there is a tendency to pull hard on the handles, -gradually slip the hands near the middle of the -bar, and the pull will ease up. The front wheel, to -run easily, should run steadily; and the less wiggle -there is, the better for steady travel.</p> - -<p>The pedal is the projection on the crank adapted -to the use of the foot. There are many varieties of -pedals, of differing sorts, weights, patterns, and purposes. -The foot placed on the pedal pushes it down; -the push is communicated to the wheel to propel the<span class="pagenum" id="Page58">[58]</span> -bicycle forward. As the pedal leaves the dead centre, -the power begins to take effect, and continues -until the dead centre below is reached. Now, it is -necessary to push at just the right time and place; -if too soon and too hard, the wheels of the bicycle -will go too fast, and must be retarded by pressing -down on the up-coming pedal. The natural weight -pressure of the foot is more than enough to propel -the bicycle over ordinary surfaces at a fair rate of -speed, without the application of great muscular -power.</p> - -<p>The foot should be placed squarely on the pedal, -the ball of the foot only resting on it, and the toe -pointing downward. The foot may be made to perform -divers duties, and numberless new combinations -of pressure can be and are called for and applied.</p> - -<p>To apply more power in the stroke, begin to push -when the pedal is all the way up, the toe pointing -down until at the lowest part of the stroke, ready to -follow the pedal around, pushing it backwards, and -helping to lift it. Here the toe-clip helps, and holds -the foot on the pedal, in the place where the tendency -to leave it is greatest. Balanced pedaling is -a little different, and weight-pressure on the pedal -is used as a factor to overcome the front wheel.</p> - -<p>Use the weight as much as possible to propel, and -reserve the push for hard grade-work. Keep the -knees well turned in; it squares the foot and prevents -the ankle from receiving hard knocks. When -the knee is turned out, the ankle bones are turned in, -and so receive many a bruise that could have been<span class="pagenum" id="Page59">[59]</span> -avoided. To keep the ankles from interfering, turn -the knees in, and ride square leg.</p> - -<div class="figcenter" id="Fig11"> - -<img src="images/illo093.jpg" alt="" width="600" height="480" /> - -<p class="caption">FOLLOWING PEDAL.</p> - -</div><!--figcenter--> - -<p>Controlling a bicycle on a down-grade requires -pressure on the ascending pedal. Point the heel -down or hold the toe up, and an even pressure will -be maintained. Let the lift come with the heel well -squared and the leg as straight as possible, the weight -to be supplied at the right point on the up stroke to -control the machine. Always use the weight when -possible as a supplementary driving power.</p> - -<p>The pedals differ in construction and in material, -being differently adapted for racing and for road -work. A pedal with a good broad resting surface -for the foot is very comfortable, though a “rat-trap” -pedal used with a stiff-soled shoe is lighter and preferable. -Toe-clips are desirable for those who can -use them easily, but for a novice they are dangerous, -being liable to cause the mishaps they are intended -to prevent. Experienced bicyclers prefer any discomfort -to that of a lost pedal, and when wheeling -with only a light, even pressure, toe-clips are good -reminders; but their principal use is to apply more -power and help the foot to carry the pedal around -and back.</p> - -<p>The swaying of the body controls the bicycle from -the saddle. In walking the bicycle about, it is soon -perceived that it may be directed by holding the -saddle only. The pressure comes from the saddle, -and the bicycle is swayed by the rider, by leg pressure -against the saddle. There is little or no shoulder -movement, and the body, though flexible, does not -move perceptibly. When starting a machine, hold<span class="pagenum" id="Page60">[60]</span> -it well balanced by the handle-bars, and know how -much inclination to allow. Take hold, and mount -steadily and easily, and move off quietly, noting the -running of the bicycle. Gradually increase the -speed, leaning a little forward to lessen any sudden -strain and to help the push on the pedals. Then increase -the stroke to the desired speed, and the machine -will take care of itself. Speed power may be -increased, and it is good practice to slow, and start -again at will.</p> - -<p>Figure wheeling, with a good leader, is capital -practice to insure steadiness and increase the power -of control over the bicycle. It is not easy to stop -suddenly when going at a good rate of speed, and it -is well to know your limit of distance in such case; -nor is it easy to spring alertly from the saddle when -bringing up in a dangerous position, even when -frightened into doing it. Back pedal hard, grip with -the hands and press down, holding the bicycle still -as you reach the ground. The pedals will not get in -the way, and it is well to remember not to let go of -the machine if you do not want to get hurt. To -jump off and hold the bicycle still may at times prevent -collisions.</p> - -<p>The cyclist, however sure of his skill, should not -throw his machine at any one, even inadvertently. -There is much unnecessarily fine riding done—dashing -between two passing vehicles, for instance, or -rushing through a gap instead of wheeling slowly -behind a wagon until an open space is reached; but -some prefer the stimulation and excitement of danger -to safety, and like to perform such hazardous feats.</p> - -<p><span class="pagenum" id="Page61">[61]</span></p> - -<div class="figcenter" id="Fig12"> - -<img src="images/illo097.jpg" alt="" width="600" height="478" /> - -<p class="caption">LIFTING.</p> - -</div><!--figcenter--> - -<p>Steering is a subject for serious consideration; a -sharp eye, quick determination, constant care, and a -steady hand are needed. A knowledge of steering is -essential for safe coasting; and as one of the -pleasures of cycling is to descend easily the hill you -have climbed, a fair degree of steadiness should be -attained. Brakes are important aids. Learn to -brake with the foot, but do not resort to this expedient -unless compelled to.</p> - -<p>Now to consider hill-work. The resistance of the -grade is always perceptible; it is not always recognized. -As the angle of ascent increases, the powers -of the bicyclist are taxed.</p> - -<p>The spindle of the pedal describes a circle. The -foot part of the pedal revolves around the spindle, -and permits the foot to take any angle that is needed -for the best application of power, the plane always, -however, remaining parallel with the spindle. This -arrangement of the pedal allows of ankle-motion -within certain limits; and to give greater efficiency, -the foot and ankle may move in adjustment with the -weight and power to be applied. This is the much-talked-of -ankle-motion. The pressure may be applied -to the pedal by this ankle-motion at any part or at -all parts of the circle that the pedal describes.</p> - -<p>As constructed, the pedal permits free ankle and -instep movement, prevents cramping of the foot, and -allows the foot the same freedom that it has in walking -or running. Ease of work depends on proper -application of power. To be able to apply just the -right amount of push to carry the crank past the -dead centre, and to pull it past the lowest dead<span class="pagenum" id="Page62">[62]</span> -centre, and to follow the pedal accurately, is the aim -of all good pedal work. The push down is almost -instinctive; but the lifting of the weight from the -ascending pedal can be acquired only by practice, -when the muscles have become sufficiently accustomed -to the work to move without the effort of -mental concentration that they seem to require in -the beginning.</p> - -<p>The power of the stroke may be given by applying -the weight after the dead centre is passed.</p> - -<p>The weight should be entirely removed from the -ascending pedal, and the balance and sway used to -take the pull off the handle-bars by throwing the -weight from side to side for that purpose. The -weight and balance should be directed in this way: -If the push on the down pedal only is used, it must -be corrected by a pull on the handle; this pull increases -as the grade obstructs the wheel. Skilful -hill-work shows in the lessened pull on the handles.</p> - -<p>In travelling on the level, the ascending foot is -pushed up, and rested by being lifted. There is no -reason why the pushing muscles should be stronger -than the lifting muscles of the leg except that they -are accustomed to do more work.</p> - -<p>Always try to ride a hill, but never begin by looking -at the top to see how far off it is. Pay no more -attention to the surface than is absolutely required -by the nature of the surface. Concentrate all -thought on the pedals and how best to push or take -the pull off the handle-bars. Lean a little forward if -necessary, and do not try to increase the stroke. The -number of strokes is bound to lessen if the power is<span class="pagenum" id="Page63">[63]</span> -not increased proportionately on the ascent. And -how can the power be effectively applied unless the -work is done intelligently by mental application, or -instinctively by the use of accustomed muscles?</p> - -<div class="figcenter" id="Fig13"> - -<img src="images/illo101.jpg" alt="" width="600" height="458" /> - -<p class="caption">BACK PEDALING.</p> - -</div><!--figcenter--> - -<p>Hills should be ridden easily, or not ridden at all. -It is easier to wheel up an ascent than to walk up, -if the wheeling is properly done. Always stop before -the hill proves too much for you. Never think any -incline too steep to attempt; this is the first move -on the road to successful hill-climbing.</p> - -<p>The seat for hill-work should be made to support -the body. The bicyclist should not be obliged to -cling to the handles to keep from slipping off over -the saddle; there should be something else to push -against. To get all possible power out of the levers, -there should be a sufficiency of fulcrum for the lever -to work against; and the saddle should certainly be -made to do duty in hill-work.</p> - -<p>If there is no support from the rear of the saddle, -the fulcrum must be located at the handle-bars, -which should have all possible strain removed from -them to lessen the pedal work. A saddle placed at -this angle is of little use as a fulcrum on an incline. -In all work, levers and fulcrums are kept in position -by the hands, unless the weight is supported from -the saddle. If this principle of the application of -power is considered, the usual difficulty of hill-climbing -is overcome. Why should it be harder to wheel -up hill than to walk up and push a bicycle?</p> - -<p>In the first place, it is necessary to be able to stay -on the bicycle without holding yourself on; in the -next place, to know how to apply the power; and<span class="pagenum" id="Page64">[64]</span> -then to perform the work, keeping all essential -points well in mind. Wheel up hill with the mouth -shut, or get off; wheel slowly; concentrate power to -apply it most effectively.</p> - -<p>Power is needed in overcoming both the crank -dead centres. The weight should be applied to force -the crank downward, and the weight lifted to let the -other crank rise. The body sways to ease the handle -pull, and the bicycle mounts steadily. The inertia, -of course, becomes more apparent as the weight is -resisted by gravity; so do not attempt to force or -strain, with the idea that hill-climbing is something -that must be done. It should be done only when it -can be done easily.</p> - -<p>The rule for climbing universally recommended -reads, “Pay no attention to the hills. Ride them.” -This is good as far as it goes, but it is of little assistance -in mounting an incline.</p> - -<p>There are two kinds of grades independent of the -angle—the increase grade and the decrease grade, -in ascending, and in descending as well; for descending -is only the reverse of ascending. In approaching -an ascending grade, always note its character, -whether long or short, what the pitch is, and particularly -if the angle of ascent increases or decreases at -the top of the incline, and prepare for the work before -you.</p> - -<div class="figcenter" id="Fig14"> - -<img src="images/illo105.jpg" alt="" width="592" height="600" /> - -<p class="caption">BACK PEDALING—SHOWING DISTRIBUTION OF WEIGHT.</p> - -</div><!--figcenter--> - -<p>Each hill has its peculiarities, which must be -studied and conquered. The actual mounting to the -top is not all you have to do; you should mount in -proper trim, arriving at the summit fresh and fit. -It is most saddening to see some one else mount a<span class="pagenum" id="Page65">[65]</span> -hill easily, leaving you, puffing and pushing, half -way up, and to know that, when you reach the top, -speechless and exhausted, that exasperating person -will be seated there, cool, contemplative, and comfortable.</p> - -<p>Intelligent practice, however, should result in -scientific attainment. The saddle should be adjusted -in relation to the pedals for the carrying of the -cranks past the dead centre. The angle of the saddle -should be studied, and the adjustment permit of its -use as a fulcrum in hill-work, while admitting of -balance-work on a level and of comfort and ease in -coasting. It should support the weight when the -feet are on the forks, not merely permit of balancing.</p> - -<p>In studying this adjustment, weight, length of -limb, strength, and the work to be done should all be -taken into consideration. The rule that what is lost -in speed is gained in power should comfort the hill -climber when, half-way up a grade, the bicycle -gradually loses speed, and seems to be stopping, in -spite of all efforts to the contrary.</p> - -<p>In mounting, the machine is started by the placing -of the weight on the pedal, and in hill-climbing -the weight should be used to force the pedal down -and around. The bringing of the pedal into position -where the weight will take effect is the true secret -of success. Follow this by making the weight -carry as far as possible, prolonging its usefulness -by pushing the pedal back past the lowest dead -centre, and following and lifting it. But it is useless -to prolong the work if the commencement of -the stroke is not executed in an effective manner.</p> - -<p><span class="pagenum" id="Page66">[66]</span></p> - -<p>The up-coming pedal must either be pulled up, or -have all weight removed to permit the power to be -fully effective on the down pedal. What is the point -where power applied will begin to tell? If the upper -dead centre is left to be overcome by the downward -stroke of the foot on the pedal, the foot on the -ascending pedal is doing no work, only kept from -doing harm, held in a cramped position.</p> - -<p>After carrying the crank past the lower dead -centre, the weight is removed and the angle of the -foot changed from pointing the toe down to holding -the toe up and dropping the heel. As the foot-rest -will follow the sole of the foot, it is a simple matter -to change the pressure from pushing and pulling up -to pressing and shoving over. Before the crank has -arrived at the top of the circle, say at sixty degrees, -the heel should be lowered, and the attention directed -to pushing the cranks over and past the dead -centre. As the top of the circle is reached, the foot -levels, and prepares to point the toe to make an effective -downward thrust. Rise from the saddle a -little at this point, to make the weight more effective, -and prepare to carry the pedal back as far as possible. -This method leaves very little time for the -foot to change its angle. From the toe pointing -downward to the toe held up ready to push, the -change from pull to push is abrupt, and hill-work -depends on correct ankle-motion more than anything -else. The ankle-motion may be corrected by swaying, -the hands meanwhile being held lightly on the -handle-bars ready for emergencies, but not used for -the work of climbing.</p> - -<p><span class="pagenum" id="Page67">[67]</span></p> - -<div class="figcenter" id="Fig15"> - -<img src="images/illo109.jpg" alt="" width="600" height="484" /> - -<p class="caption">HILL-CLIMBING—PUSHING CRANK OVER.</p> - -</div><!--figcenter--> - -<p>The breathless condition induced by extra work -may be remedied; for the upper chest is forced to -expand, while, if the arms are held rigid, a plentiful -supply of air for the lungs is not insured. (See -Chapter on Exercises). Free combustion is needed -for the extra power exerted.</p> - -<p>The bicycle and its load are lifted, and a given -weight requires a given power to lift it. That -power must be supplied by the stored force of the -human body, and must be utilized to the best advantage -if the work is to be prolonged. Hill-work is -not impossible of achievement; but it requires intelligent -work unless one applies mechanical laws intuitively. -Easy hill-work is delightful; it is work, -hard work, but work done without strain. Nothing, -on the other hand, can be more injurious than -forced hill-climbing; the strain on heart and lungs -is severe, particularly for one wearing a tight belt, -or any constrictive clothing about the waist.</p> - -<p>Because a hill looks rough and the surface difficult, -it does not at all follow that it will be bad wheeling. -If the tires are not too full, inequalities of surface -are an assistance, helping to block the wheels, and -preventing them from slipping back, while the soft -tire takes up the stones and bumps, holding on by -them. Always look well at your hill on approaching -it; study its inclination, determine its grade, and -the nature of its surface, and quickly decide how -best to attack it.</p> - -<p>On mounting the top of a grade, never hurry or -increase speed; wheel along slowly and easily, with -the mouth shut, until rested and really ready to start<span class="pagenum" id="Page68">[68]</span> -up. If there is a good coast, don’t hurry to it, but -keep working gently until the balance of the respiratory -organs is fully restored. Then take the coast, -and all the benefits of hard work, and rest, and the -exhilarating effects of swift motion and free oxidation -are fully realized.</p> - -<p>To work in balance or equilibrium is the aim of -hill-work, and there should not be too abrupt a -transition after severe exertion. Pedal along at a -pace to restore the breathing after hard work, then -change; never dismount when breathless, but wheel -along slowly. The strain is thus much less than by -forcing the body to accommodate itself to a change -of position just when a general easing is required, a -general slackening of all the muscles that have been -at work.</p> - -<p>Rest always before dismounting long enough at -least to restore breathing; and rather than coast -after climbing, back-pedal gently and slowly if the -grade should descend from the top of the ascent.</p> - -<p>Never let a hill get the better of you, if it is one -that you have a chance to attack a second time. -Set to work and study it. Find out the changes of -grade, and prepare for a change in the amount of -power at the proper place in the incline. See if the -grade is simple, prolonged, or compound. If the -surface is very smooth, it will be more difficult. -There is a bit of road that I remember well, a country -road, seemingly good enough, with a little grade -perhaps in some places; but, one after another, it -dismounted us all. A heavy Telford pavement was<span class="pagenum" id="Page69">[69]</span> -laid, but there was still a mile and a half of that -road that winded the best of us every time. Though -it was up grade all the way, experience had taught -us that at places we must stop, and mount again and -go on. Our machines were heavy, but this fact did -not explain what puzzled us; for it ought not to be -easier to start a heavy wheel up a grade than to continue -to wheel up steadily. Knowing this bit of road -so well, we were on the lookout to note its effect on -others; and there were always wheels lined up at -some part of the road, and a curious variety of expressions -on the countenances of their riders—puzzled -defeat on those unacquainted with the road, and -sad determination on those who knew it too well.</p> - -<p>After a careful study of this grade, that was long -but not steep, and seemingly not difficult, we found -it made up of a series of differently inclined planes -and curves, the up-curves all against us; and, taken -from foot to top, there was a continued increase of -pitch, with certain changes that were all against -wheeling; and moreover a generally increasing pitch -for the whole distance, and four places of change of -grade, each change an increase of pitch and an increased -angle of ascent. The smooth surface concealed -these difficulties at first, making the deceptive -stretch appear easy and inviting. It was like the inside -of a curved line set with scollops.</p> - -<p>To overcome this most difficult kind of incline, -wheel along at a good pace, note the increase of -grade, and drop the heel at the beginning of the -down stroke, or rather while the pedal is half way<span class="pagenum" id="Page70">[70]</span> -on the up stroke and the foot is prepared to resist -the change. Take into consideration the fact that -an increase of power is necessary; look where to -apply it, adjust the balance of the body to the work, -and your work will be effective.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page71">[71]</span></p> - -<h2><span class="nr"><i>CHAPTER IX.</i></span><br /> -<span class="name"><i>Position and Power.</i></span></h2> - -<p>The racing wheelman has adopted a position that -has received much censure—a position accepted as -the one enabling applied power to produce the greatest -speed. If this position is analyzed and compared -with the erect position, several interesting features -may be noted, and by comparing the two positions, -important information may be gathered.</p> - -<p>The bicyclist seated upon the saddle, not against -it, has little power for work. The thrust is downward; -there can be no forward push or backward -thrust, unless the hands grip the handle-bars and -pull against the push, if the push needed is greater -than can be resisted by the weight of the body.</p> - -<p>The power of the stroke is all in the downward direction; -there can be but little power in the forward -thrust; the most important part of the stroke in hill-climbing -is that given by getting behind the pedal -and pushing it down. If the saddle be too far forward, -power is again lost in the push and thrust, and -the up-and-down motion must do the work, and -power is lost on the down thrust, though added in -the upward and backward push.</p> - -<p>We may conclude that a proper position has much<span class="pagenum" id="Page72">[72]</span> -to do with the work of bicycling; that there is more -than one correct position, different positions being -adapted to different work. The racing position on -the bicycle is the position for speed, and is the position -of the running athlete. It is not adapted to -moving at a moderate pace or to being maintained -for any length of time. It is the position in which -power may be most readily converted into speed; -where the leverage may be applied with the greatest -efficiency, and the greatest amount of work accomplished -in the least possible time.</p> - -<p>The drop position also takes the strain off the -upper leg muscles, and is desirable on that account, -apart from the fact that more power may be exerted -from that position. The leg does not straighten out, -and is always ready to give a powerful stroke and -maintain an increased or even speed. It is a position -of continuous movement; and if the weight and -all the muscles are not directed to propel, the weight -is improperly supported on all fours.</p> - -<p>The position for speed where the weight is distributed -between handle-bar, saddle, and pedals is -not suitable for road work, nor can it be maintained -for any long period without injurious results. It is -the position where power is best converted into speed.</p> - -<p>For prolonged work a different position is demanded. -Here speed is not a necessary factor, but -ease of movement and continuous movement are essential. -We are not anxious to convert power quickly, -but rather to reserve our powers, and use them -slowly.</p> - -<div class="figcenter" id="Fig16"> - -<img src="images/illo117.jpg" alt="" width="600" height="586" /> - -<p class="caption">COASTING.</p> - -</div><!--figcenter--> - -<p>For pleasure riding and ordinary exercise, the erect<span class="pagenum" id="Page73">[73]</span> -position is the best. The drop position is the racing -or running position; the erect position, the position -of ease.</p> - -<p>Here the saddle question presents itself. The -saddle should support the weight while seated, or, -in the racing position, hold the weight; it should not -hamper movement, and should be comfortable for -coasting. In moving over the ground, the relative -position for the balance of the cyclist changes according -to the grades; and the seat should be adjusted -so as to be adaptable to the different positions required -to enable the bicyclist to change the balance -for the work of the moment.</p> - -<p>There is also the position adapted to quick work -and exercise. Change in adjustment of the application -of power varies with the amount of work done -by the bicyclist in covering a certain distance. The -resistance caused by change of speed and varied -wind resistance have also to be taken into the calculation. -People of different lengths of leverage must -study the different adjustments of the machine to -produce the best results for the different kinds of -work required of the machine.</p> - -<p>When a hill is to be surmounted, the climb should -be made without effort, that is, effort understood in -its technical sense. The position should be such as -to permit of work being done by the foot, and the -power should be applied at the right time and place. -Assistance by a pull on the handle-bars means lessened -power on the stroke. Effort succeeds effort. -The work should be done by the foot, the pelvis -being the fulcrum. The saddle should be the real<span class="pagenum" id="Page74">[74]</span> -fulcrum. If the hands are used to do the work by -pulling, the pelvis becomes the only fulcrum, and -the bicycle saddle is not used at all for the application -of power. The weight should be made to do as -much of the work as possible, and the added resistance -of lever pressure made auxiliary.</p> - -<p>To obtain leverage for the hands, it is necessary -to use a fulcrum. Where is that fulcrum located? -Each set of muscles pulls on its point of application—the -hand on the arm, the arm on the shoulder, the -shoulder on the thorax, the thorax on the pelvis. If -more power is needed, it must require effort.</p> - -<p>In hill-climbing, effort is a physiological phenomenon -associated with great expenditure of force. In -making an effort, exerting force, the air-passages of -the lungs are closed, the air in them making of -them an air-cushion, as it were, which acts as a fulcrum -for certain extra muscular combinations. This -accounts for the feeling of suffocation experienced in -severe hill-climbing, which should never be prolonged. -The hill should be climbed with the hands -held easily, not gripping the handles; and gripping -and pulling on the handles, it should be remembered, -lessen the power for prolonged work. Squeezing -the handle-bars induces involuntary lung compression, -and pulling on them adds to the strain. Lean -forward, if need be, to balance and maintain the -equilibrium, but do not maintain the centre of gravity -by pulling on the handles.</p> - -<div class="figcenter" id="Fig17"> - -<img src="images/illo121.jpg" alt="" width="600" height="586" /> - -<p class="caption">WHEELING ONE FOOT OVER.</p> - -</div><!--figcenter--> - -<p>The fixed position of the arms, when sitting with -spinal column erect, certainly prevents a full, free -inflation of the lungs; the shoulders are held fixed,<span class="pagenum" id="Page75">[75]</span> -and between the saddle and the fixed shoulders there -is no up and down lung-play. In running, the forearms -and shoulders permit free chest expansion. In -the racing position on a bicycle, the arms and -shoulders take the same relative position as in running, -and a full, free lung expansion is obtained.</p> - -<p>No rigidity is maintained between shoulders and -saddle in the racing drop-position.</p> - -<p>For speeding and work of that kind, the position -that allows of the greatest flexibility as well as the -greatest leverage is the position to be chosen.</p> - -<p>In travelling and in every-day wheeling, the position -should be one permitting the minimum expenditure -of power; the weight should be supported, yet -the position should be such as to permit the weight -to be used as a propelling power. The hands should -be held where they are supported and in the position -where they can most easily control the wheel under -any change of conditions. The saddle should be -placed where the foot can act most effectively at all -parts or at as many parts as possible of the circle -that the pedal describes. The height of the saddle -should be calculated to permit of extension of the -leg without supporting the weight on the saddle, -which causes compression of the larger veins and -arteries. The foot should at all times be fully on -the pedal; that is, the position should permit of -throwing all the weight on to the pedals, whatever -the position of the cranks at the moment. The -handle-bar should be adjusted; also length of arm -and relative position; and the weight, height, and -curve of bar adapted to suit individual build.</p> - -<p><span class="pagenum" id="Page76">[76]</span></p> - -<p>Length of crank, gear, height, position, and adjustments -of saddle may be used as factors in adjustment -of position for ease of movement and prevention -of fatigue. Each individual has different -combinations of lever power, varying with the -lengths of the different parts of different limbs. -One may have a long thigh-bone with short lower -leg; another may have just the reverse combination—short -thigh-bone and long lower leg.</p> - -<p>The crank is the lever of application of power; the -gear, the power in resistance. The gear determines, -in a sense, how much force is needed; the length of -crank, combined with the levers of foot and leg, the -proper or most comfortable lever for overcoming -that resistance. Long-limbed people do well on -long cranks, short-limbed people on short cranks,—the -question of length of limb to be determined, not -by actual measurement, but as to the proportions in -weight and length of limbs generally. Either too -long or too short a crank will produce numbness and -fatigue. The leg and foot on the crank as it works -form a crank lever movement. The crank of a bicycle -should be of such length as to permit of the greatest -amount of force being conveyed along the lever -movement with the least resistance.</p> - -<p>The sprocket-wheel is the weight to be moved by -the crank; but the crank is only one of a series of -levers.</p> - -<div class="figcenter" id="Fig18"> - -<img src="images/illo125.jpg" alt="" width="553" height="600" /> - -<p class="caption">WHEELING FROM THE PEG—SHOWING DISTRIBUTION OF WEIGHT.</p> - -</div><!--figcenter--> - -<p>The knee, the ankle, and the pedal-pin must revolve -in a circle or a part of a circle; and each individual -must find out the size of circle that is determined -by the crank that will best move in adjustment<span class="pagenum" id="Page77">[77]</span> -with his individual lever combination. A -small circle on the pedal may mean cramped or -uncomfortable movement for a long-limbed cyclist; -or a large pedal circle too great distance to traverse -on the stroke for a short-limbed cyclist. A stout -person working on a high gear, with a crank adapted -to his requirements, makes fewer strokes of the -pedal for distance traversed, but expends more -power at each stroke; therefore, when wishing to reduce -weight, he should use a low gear, working -rapidly, and when wishing to travel easily, a higher -gear. A thin person should be careful to choose -such a length of crank and such a gear as will give -ease, so that undue fatigue may be avoided.</p> - -<p>The position of the saddle should be most carefully -considered. It should be just far enough back to -permit of getting a forward pressure on the pedal -against the crank, as it were, at the top of the stroke, -and yet have something to work against in hill-climbing. -The tilt or inclination should be studied -as well as the build of the saddle; its height from -the pedal should allow the foot, when on the pedal, -at its most distant point from the saddle, to press -with the ball firmly on the pedal; and yet the saddle, -when the leg is extended, should not press so as to -compress the large blood vessels of the inside of the -leg as it rests against the saddle.</p> - -<p>The handle-bar adjustment permits of individual -preference to a certain extent. The handles should -be within easy reach of the hands and below the line -of the elbow. If above the level, power is lost, and -the controlling sense of direction as well. The grip<span class="pagenum" id="Page78">[78]</span> -on the handles is instinctive, and as there is much -work for the hands to do, they should be able to grip -easily and quickly, and to move easily in all directions -that the handles take, retaining their controlling -power undiminished. A position with the hands -reaching down a little gives more power than a position -with the hands reaching up; and in this position -the leverage of the elbows and the power of the -shoulder and upper arm may be more effectively -exerted.</p> - -<p>Speed work should be done only on a track or a -place set apart for that kind of work; and the most -delicate adjustment and balance of weight and pressure -should be studied to produce the proper results. -Scorching, also, to be effective, should be done only -on a track, and the position for the work should be -planned most carefully. High speed over rough -surfaces on even well-made roads may prove disastrous -if the position for the work is not a correct one. -Serious injury may result to the bicyclist working -incorrectly, with wheel out of adjustment.</p> - -<p>Scorching and racing, however, are not properly -part of the subject of bicycling, but are a sport, and -should be separately considered.</p> - -<p>The adjustment of position may be changed for -rest or for any particular purpose; but for practical -purposes it is well to adopt a fixed adjustment of -handle-bar and saddle and length of crank and gear, -and adhere to that, endeavoring to acquire the best -form on a machine adapted to suit your individual -requirements.</p> - -<p>A bicycle should be used only by the person for<span class="pagenum" id="Page79">[79]</span> -whom it has been adjusted; for comfort on a bicycle -depends on such infinitely small adjustments. Never -lend a bicycle or a tool, and never make any change -in adjustment by guess. For ordinary use, the saddle -should be a little back of the pedals and not too -high, and the handles within easy reach. This will -allow of the balance and adjustment of weight and -balance to suit changing conditions of surface and -grade.</p> - -<p>Sprinting is often tempting, and comparatively -harmless. Scorching is a form of bicycle intoxication, -and the taste once acquired, the bicyclist craves -its excitement, caring little for the other pleasures -of the sport. The scorcher sees little, hears little, -and is conscious of little but the exhilaration of the -moment, and seems to be imbued with the idea of -consuming a certain amount of tissue in a given -time. Scorching is a form of bicycling hardly to be -commended, and reckless scorching is to be condemned -at all times. Sprinting consumes a large -quantity of material in a limited time, and though it -is well at times to practise speeding, still the getting -up of speed involves considerable expenditure of -power and greatly increased momentum, and should -be indulged in only by those who understand the -limit of their powers and know what they hold in -reserve.</p> - -<p>The wheel of to-day was evolved on the race-track -and for the conditions determined thereon; and the -amateur bicyclist owes much to the professional -wheelman. Improvements in construction, in detail, -and in adaptability have reached a certain limit,<span class="pagenum" id="Page80">[80]</span> -a limit of possibilities in certain directions. It -behooves us now to accept the machine and to adapt -ourselves to its requirements and to avail ourselves -of all that it offers.</p> - -<p>The elasticity of the machine, the resiliency of the -tire, rigidity of frame, position, vibration, and concussion -should be next considered.</p> - -<p>On a bicycle fitted with a rigid saddle and with -hard tires, well blown up, the vibration that is conveyed -through the entire machine is very perceptible, -even on a smooth wheeling surface. Over uneven -country, Belgian blocks, or other rough or corrugated -surfaces, the vibration produces concussion; and if -too erect and rigid a position is maintained, fatigue, -if nothing worse, is sure to result.</p> - -<p>On a horse the position, while erect, is studied to -lessen the concussion; the weight is carried well -under to avoid it. The flexible curve of the spine is -there, though not perceptible, as the body is held -erect and in balance. The lower part of the body -becomes part of the saddle, the upper body flexible -from above the hips. The concussion comes as each -of the horse’s feet is placed on the ground; while -concussion on the bicycle is produced by the change -caused by each inequality of surface. The pneumatic -tire lessens this to a degree, if not blown up too -hard; for inequalities sink into the yielding surface -that would make a wheel with a hard tire bump.</p> - -<p>The frame should be stiff to hold its direction, -and the saddle elastic enough to interrupt the vibration -of the frame. The position on the saddle -should be studied to prevent tension or compression<span class="pagenum" id="Page81">[81]</span> -of any of the joints, large or small; and the spine -should be easily erect, not stiff and rigid, but flexible.</p> - -<p>The sense of balance and the adjustment required -to balance the bicycle tends to keep the body flexible. -The danger to be avoided is concussion induced by -a rigid position—a position where, the bones being -held closely against each other by tense muscles, -shock is easily conveyed over the entire body.</p> - -<p>Let the weight come well on the saddle, in such a -position that it can be shifted to the pedals at will; -and let the whole trunk be flexible, elastically flexible, -equally in all directions. Then the bicycle may -be controlled almost unconsciously and from the -saddle, the hands being used only in an auxiliary -manner. The front wheel may be steered and controlled -from the saddle by means of the power over -the front wheel gained by the bicycle frame construction.</p> - -<p>Bicycling can be thoroughly enjoyed only when -the machinery ceases to require constant and concentrated -attention. The rhythmical movements of a -bicyclist at ease, master of the conditions, comes only -with confidence and the persistent practice which -causes all the muscles to move easily together in uninterrupted -combinations, and the bicycle no longer -to require conscious attention.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page82">[82]</span></p> - -<h2><span class="nr"><i>CHAPTER X.</i></span><br /> -<span class="name"><i>Difficulties to Overcome.</i></span></h2> - -<p>There is the mounting difficulty and the steering -difficulty and the pedaling difficulty; and then there -is the general difficulty of doing all these things -together.</p> - -<p>The first thing to do after learning the theory of -starting and stopping the machine is to make it go. -No matter what happens, keep it going, the faster -the better, until a taste is acquired for the pastime; -until the going-forward-forever idea seems to have -taken possession of you.</p> - -<p>Then you want to try it again, but mounting -seems more difficult than ever. The machine will -not do anything it ought to do; it bucks and kicks -and stops and spills and slips, and will not stand still, -or even move on. You know how to mount, or think -you know; but that knowledge does not seem to aid -materially in overcoming the tendencies of the -machine.</p> - -<p>Now be sure that you do know what to do. The -first thing to know is that the weight placed on the -pedal starts the machine; that the foot on the ground -will hold the machine, and keep it from starting; -that the machine when in motion will move without<span class="pagenum" id="Page83">[83]</span> -falling, and when at rest will not stand still unless -held up.</p> - -<div class="figcenter" id="Fig19"> - -<img src="images/illo133.jpg" alt="" width="360" height="600" /> - -<p class="caption">PREPARING TO MOUNT—SHOWING INCLINATION.</p> - -</div><!--figcenter--> - -<p>Then determine the amount of inclination the bicycle -requires to balance against your weight. The -weight placed on the pedal pulls the machine up to -a vertical plane; and the inclination to be calculated -for soon becomes an accepted quantity. In gripping -the handles and inclining the machine, the balance -that is felt will set you up on your wheel.</p> - -<p>In mounting, the beginner is apt to stand too far -behind the mounting pedal. The position should be -beside it, and the mounting foot be placed over the -frame and on the pedal. Then, raising the weight -by means of the handles, step off the ground, letting -the pedal take the weight. Do not give any push -from the foot on the ground, but step off the ground -as you step on the pedal. Stepping on the pedal -sets the machine in motion, and rights it at the same -time. There is nothing now to do but to let the -pedal lower you to the saddle, and hold the other foot -up until the other pedal comes around and carries -the foot forward.</p> - -<p>In mounting, the weight should be distributed -between the handles and the pedal until seated on -the saddle. To practise mounting, take the wheel, -and start on a very slight down grade. Never attempt -to practise mounting against a grade, no -matter how slight the inclination. A careful instructor -teaches mounting and dismounting thoroughly; -but if a poor method has been acquired, -practise alone until you have gained confidence -and perhaps a few bruises. The only way to succeed<span class="pagenum" id="Page84">[84]</span> -is to try and try again. Practise fifteen minutes at -a time, for it is fatiguing work; and do not become -discouraged. With sufficient practice, the difficulty -vanishes.</p> - -<p>Never practise mounting when tired; for you -should be alert, and all your muscles responsive. -But persist; practise first mounting, and then dismounting; -and then rest by walking the machine -about to learn its balance.</p> - -<p>Any one who rides or drives, or rows or sails, -knows something of the art of steering,—pulling or -pushing on one side or the other to change direction,—and -on mounting a bicycle has only to apply -knowledge already acquired. In steering a bicycle, -look directly over the centre of the handle-bars in -the direction you wish to take, and push or pull the -wheel until the centre of the bars coincides with -your objective point. This is really what is done; -but the machine is so delicately sensitive that you -change its direction almost without knowing that -you are doing so. You go where you look; the -hands follow the eye; and the art of steering a bicycle -resolves itself into knowing where you want to -go, and looking in that direction as you move. In -steering or mounting, always have an objective -point. Look up the road well ahead, and keep the -general direction.</p> - -<p>A difficulty early experienced is uncertain steering -and an uncertain sense of direction. When you -are out for practice, look well ahead towards the end -of your road over the handles. Novices run into -anything they look at, and must concentrate their attention,<span class="pagenum" id="Page85">[85]</span> -therefore, on the direction the bicycle ought -to take.</p> - -<div class="figcenter" id="Fig20"> - -<img src="images/illo137.jpg" alt="" width="547" height="600" /> - -<p class="caption">INCORRECT MOUNTING POSITION.</p> - -</div><!--figcenter--> - -<p>The weight inclined from side to side steers the -bicycle; pressure on either pedal steers it as well.</p> - -<p>Correct and effective pedaling is a very difficult -attainment, to be acquired only with care and -practice. First make the bicycle go, then study how -you do it, and improve your method. Keep in mind -the points that are required for correct pedaling. -The early difficulty experienced is to keep the knees -and ankles in proper line. Turning the knees in and -the heels out will prevent the ankle-bones from striking, -a difficulty that many experience.</p> - -<p>The reason that mounting is so difficult for some is -because the foot is placed incorrectly on the pedal, -with the toe pointing out. The foot should be -parallel with the frame of the bicycle, and the knee -turned in; or else, when the weight is raised, the -ankle will strike, and the discomfort of the blow will -render the attempt to mount unsuccessful. The position -seems awkward until correctly acquired; but -the awkwardness is due usually to lack of confidence -to come close to the machine and to taking a position -too far back of the mounting pedal.</p> - -<p>The change of direction on mounting often proves -confusing, and the bicycle must be steadied, and -made to keep its direction at the same time.</p> - -<p>Choose your direction, and assure yourself of -plenty of room to work in, away from trees or stones -or other objects that might prove a source of danger -in case of collision. Then mount and go. Keep -these two ideas well in mind. If you are uncomfortable,<span class="pagenum" id="Page86">[86]</span> -stop and get off; don’t try to adjust anything -while in motion. When you get on, go. -You cannot get on and keep still. Do not get on -unless you are ready to go; keep going when you -are on; and the mounting difficulty vanishes.</p> - -<p>Steer steadily, and be quick without haste. A -hurried change of direction can only be made without -danger of a spill by an expert, and then only in -an emergency or for track-work. Bicycling requires -precision, and haste or hurry is out of place, while -quick and alert movement is required.</p> - -<p>Take the bicycle out and do as much as you can -with it. Part of the fun is conquering difficulties, -and each difficulty overcome is an achievement.</p> - -<p>Another difficulty experienced is striking the -saddle in mounting. This is usually due to springing -from the ground to the saddle, or attempting to -do so, instead of stepping on the mounting pedal, -and supporting and holding the weight on the -handle-bars. Of course, if the weight is not supported -on the machine, and the machine is started, -it cannot carry the weight forward. The saddle -will strike, and push you over. Mount by means of -the handle-bars; let them take you; shift the weight -up by them on to the pedal. Then lower the weight -to the saddle, step clear of the ground, and lean a -little over the bars if necessary to clear the saddle.</p> - -<p>In mounting a bicycle, you mount up on the pedal, -and settle from that down to the saddle. If the pedal -strikes the other foot, it is because the foot is not -held up. Do not be in dread of that other foot; hold -it well up out of the way, using the mounting foot -to make the machine go.</p> - -<p><span class="pagenum" id="Page87">[87]</span></p> - -<div class="figcenter" id="Fig21"> - -<img src="images/illo141.jpg" alt="" width="600" height="563" /> - -<p class="caption">MOUNTING—PREPARATORY POSITION.</p> - -</div><!--figcenter--> - -<p>Too great inclination of the machine will spoil the -mount, and insufficient inclination will have the -same effect. The front wheel must be held in line -with the frame, and any wrong tendency corrected -by the handle-bars after the weight is raised on the -pedal, and the machine is upright.</p> - -<p>Many good tires are ruined by ineffectual efforts -to mount. The machine is pulled against the tire, -and it is hard to understand why the tires are not -torn off or ripped to pieces. The light wheels are -not made to stand such usage; and it is a mistake to -subject a new wheel to it. The rubber is pulled -sideways (a proper way to pull a tire off), and the -novice is fortunate if the bicycle is not all pulled out -of true by being strained in directions not calculated -to resist wear and strain. A twenty-pound wheel -may be pulled out of true and so bent and untwisted -by ineffectual mounting efforts that it cannot be restored -without labor that amounts to practically rebuilding -the bicycle.</p> - -<p>In turning a bicycle, always lean in the direction -the machine is inclined. Lean in the direction you -want to go, and very little correction will be needed -from the handle-bars. In turning, lean with the -wheel, and meet it with the handle-bars. Meeting -the machine is done continually, and is done by -swinging the front wheel to meet the inclination of -the bicycle on whichever side it has a tendency to -fall. Bringing up is done by pulling the wheel -around a little further quickly, and very quickly -back again. The frame is lifted by the front wheel. -This is explained in the principles of bicycle construction.<span class="pagenum" id="Page88">[88]</span> -When an obstacle, as a car track or rut -in the road, is met, the obstacle must be crossed -squarely; or if obliged to make a different angle, -the angle should be met with the front wheel at the -instant of contact, and a proper balance maintained -with the pedals.</p> - -<p>To stop and stand still, pedal slowly until the -machine is almost ready to stop; then “catch the -pedals half way,” that is, stand on them, rising from -the saddle, having the pedals at equal heights, and -alternate the pressure. Hold the saddle firmly, -pressing against both sides to feel the balance and -to hold the balance by means of the saddle between -the pedals with the weight on the feet.</p> - -<p>As you catch the pedals, give the front wheel a -sudden twist towards the back pedal, which will prevent -the bicycle from falling on that side; then control -the balance by the weight on the other pedal, and -if necessary restore balance by a quick twist of the -front wheel. The best way to practise this is to stop -near a smooth wall, and use that to assist to steady -the balance.</p> - -<p>Two people can stop and stand still in this way, -crossing hands as in skating, gripping the inner -handles of the bicycles, and stopping by holding the -pedals and controlling the front wheels by the -handles, using the outer hand. This makes a very -pretty and effective pause.</p> - -<div class="figcenter" id="Fig22"> - -<img src="images/illo145.jpg" alt="" width="600" height="545" /> - -<p class="caption">CORRECT MOUNTING POSITION.</p> - -</div><!--figcenter--> - -<p>Numbness undoubtedly comes from interrupted -circulation, caused either by the clothing or the -method of working. Numbness of the hands and -fingers may be traced generally to tight clothing,<span class="pagenum" id="Page89">[89]</span> -and after all surface pressure is removed may safely -be attributed to a too tight gripping of the handles. -A large soft glove often aids to prevent numbness of -the fingers; if gloves are not worn, the hand is apt -to grasp too closely. Change of position, too, will -tend to counteract numbness. It is not well to work -too long at a time without a rest, if there is any tendency -of this kind. Walk up hill or on the level to -restore the circulation.</p> - -<p>Numbness of the foot can be caused by surface -pressure, the shoes, or the saddle. Sitting too close -to the saddle while working, instead of carrying the -weight on the pedals, is apt to produce numbness of -the feet. Garters or belts will have the same effect, -and must be watched and regulated. A shoe adapted -for walking is not at all suitable for serious bicycle -exercise; the strains and pressure all come in the -wrong places, and confine and numb the feet. Free -ankle movement is imperative, and freedom for the -lower muscles of the calf of the leg; room for the -feet, and especially for the toes to spread and to assist -in pressing the pedal. The sole of the shoe -should be stiff, to prevent bruises from the pedals or -from irregularities on the ground.</p> - -<p>Concussion and a consequent vibratory movement -of the bicycle are impossible to avoid, but they need -not affect the wheeler injuriously. Numbness is -sometimes due to a condition of the nerves of the -parts affected by the vibratory movement. To prevent -this condition of affairs, never wheel with the -weight on the hands, nor grip the handles of the -handle-bars too tight. Rest the hands lightly on the<span class="pagenum" id="Page90">[90]</span> -handles, and be prepared to squeeze hard when -necessary. Study the best position and most convenient -height for the hands when the machine is -best under control, and the jar and vibration are not -perceived. All joints of wrist, elbow, and shoulder -should transmit any motion, not locate it, by being -fixed or rigid at any point.</p> - -<p>The tire of the wheel should not be hard, nor -should the saddle be fitted with springs; and it -should be so placed as to allow the rider to rise easily -on the pedals for rough wheeling. These rules being -observed, serious danger from this cause need not be -apprehended.</p> - -<p>Wheeling over cobble-stone pavement or over good -Belgian blocks produces a marked vibration in the -bicycle. It would be a satisfactory test for adjustment -of position to be able to wheel over such a surface -with comfort, feeling the vibration of the bicycle -hardly at all.</p> - -<p>The difficulty experienced in wheeling over rough -surface is caused by lack of confidence and by -general stiffness of all the muscles, which causes the -full force of the vibration to be felt. In carrying -the weight on the pedals, the vibration is less intensely -felt. To grip the handles for rough surface -riding is almost involuntary, but it is accompanied -by acute discomfort from vibration. Pedal work -only will meet this difficulty.</p> - -<p>There are different methods of mounting. The -pedal mount is usually the one first attempted on a -drop-frame bicycle; the mount over the wheel on a -diamond-frame.</p> - -<div class="figcenter" id="Fig23"> - -<img src="images/illo149.jpg" alt="" width="565" height="600" /> - -<p class="caption">MOUNTING—SECOND POSITION.</p> - -</div><!--figcenter--> - -<p><span class="pagenum" id="Page91">[91]</span></p> - -<p>The diamond-frame mount from the peg is made -in this way: Standing directly behind the machine, -the handles of the handle-bars are grasped firmly. -One foot is placed on the peg, and the wheel inclined -away from that foot; the foot on the ground -gives a shove, and the bicycle moves off, carrying -the weight on the peg; and the other foot swings -forward to catch the pedal, which was a little behind -the top of the circle on starting.</p> - -<p>The drop-frame has several rather pretty pedal -mounts and vaults. In one, the bars are held, and -the machine is started. Watch the rhythm of the -pedal, and as it passes the top of the stroke, incline -the machine away from you, place the other foot on -the pedal, swing the foot next the machine over in -front, and catch the other pedal as it rises; then sit -easily on the saddle. The vault is made after starting -the machine, running or hurrying along, and -springing from the ground to the saddle, using the -handles to help. The pedals are found after being -seated on the saddle; and the machine moves with -the momentum given it in running before rising in -the vault.</p> - -<p>There is a mount from the pedal on the same side -on which you are standing. Start the bicycle, and -keep along with it, watching the pedals. As the -pedal near you comes up and over the top of the -curve, step on it with the outside foot, inclining the -machine well away from you; at the same time the -weight will carry the pedal around with you, and as -it rises, the other pedal and the saddle can be found. -The same mount may be made without starting the<span class="pagenum" id="Page92">[92]</span> -machine. Hold the machine inclined from you; -place the outside foot against the pedal until it is at -its furthest point away from you; hold the bicycle -firmly, and step on, swinging the foot off the -ground around to the other pedal, in front of the -saddle, not behind it. On the diamond-frame, the -same mount is made, only the foot is swung behind -the saddle, not in front of it, as is possible on the -drop-frame machine.</p> - -<p>To stop the bicycle with another person on it, -grasp the handle-bars, and take hold of the shoulder -of the person propelling the bicycle, if necessary.</p> - -<div class="figcenter" id="Fig24"> - -<img src="images/illo153.jpg" alt="" width="600" height="540" /> - -<p class="caption">DISMOUNTING OVER THE WHEEL.</p> - -</div><!--figcenter--> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page93">[93]</span></p> - -<h2><span class="nr"><i>CHAPTER XI.</i></span><br /> -<span class="name"><i>Dress.</i></span></h2> - -<p>The matter of dress for bicycling is quite important -from the hygienic standpoint.</p> - -<p>Clothing should be most carefully selected, with -the view to an equal distribution of weight and an -even thickness of material; it should have no constricting, -no tight bands anywhere, but should permit -of absolute freedom of movement, and be warm -enough to prevent chilling through too great radiation -of heat, yet porous enough to allow of free -evaporation.</p> - -<p>All seasons of the year permit of cycling; the bicyclist -therefore has opportunity for much variety -in dress. The essentials are knickerbockers, shirt-waist, -stockings, shoes, gaiters, sweater, coat, no -skirt, or skirt with length decided by individual -preference, hat and gloves.</p> - -<p>The knickerbockers should be very carefully cut; -smooth and tight just over the top of the hips, and -fitting easily below; not fulled or gathered; full at -the knees, and boxed or finished with a band and -button and button-hole; nothing elastic on any account. -The stockings should be worn folded on the -boxed part of the knickerbockers, below the knees, -and rolled down and held by the band of the knickerbockers, -being fastened below. This arrangement<span class="pagenum" id="Page94">[94]</span> -does away with garters, which compress surface circulation, -or pull if attached at the waist, causing -pressure where they pull, and are most objectionable -for many reasons. The knickerbockers should be -made of cloth or woollen material.</p> - -<p>The shirt-waist should have wristbands or sleeves -finished to open a little way, and button; the neck -finished with a band, with a detachable collar of the -same material. The body of the waist should be -shaped to the figure at the sides and back, gathered -slightly in the front, and finished at the waist-line -without a band, and may be of the same material as -the rest of the suit. The knickerbockers should -button to this waist, the places for the buttons being -reinforced. The stockings should preferably be of -wool, and of a seasonable weight.</p> - -<p>The combination of knickerbockers, shirt-waist, -and stockings forms the essential part of a cycling -costume. A union under-garment may be worn and -the knickerbocker suit; over this a coat and a skirt -if desired, with a sweater for an extra wrap.</p> - -<p>Bicycling is warm work, and the clothing should -always be rather light in weight. For touring it -must all be carried on the wheel, and yet be heavy -enough for comfort when not exercising, and not -too heavy for work, and should, moreover, allow of -adjustment for changes in temperature or for any -required change in distribution. To this end, all -the clothing should be of one color or of colors that -look well together. The knickerbockers, waist, and -skirt should match; then if the coat is removed, the -costume looks complete. An outfit might consist of<span class="pagenum" id="Page95">[95]</span> -two suits complete, of different weights; sweaters of -different weights; wool stockings, heavy and light, -that will roll below the knee without being either -bulky or tight.</p> - -<div class="figcenter" id="Fig25"> - -<img src="images/illo157.jpg" alt="" width="600" height="468" /> - -<p class="caption">MOUNTING OVER THE WHEEL FROM PEG.</p> - -</div><!--figcenter--> - -<p>The knickerbockers are better fastened with a -button, the button being in just the right place, than -with a strap and buckle, which is liable to be pulled -too tight at times.</p> - -<p>The shoes should be low, made of thin leather, -laced well down toward the toe, with light uppers, -and soles stiff yet flexible, and made with grooves -to take the pedals and prevent slipping. Blocks or -cleats on the soles to fit the pedals are sometimes -preferred, but are hardly so good for general work.</p> - -<p>The gaiters may be made of almost any suitable -material, leather, canvas, or woollen, to match or contrast -with the rest of the costume. They should -fit easily around the ankle and over the instep, and -should never, on any account, extend more than half -way to the knee. The muscles of the calf of the leg -must have room to work; and gaiters badly cut, or -too tight or too long, would impede circulation and -restrict muscular action.</p> - -<p>The sweater should come well up around the neck, -and pull down easily below the saddle; it is better -too long than not long enough to cover the large -muscular masses that have been at work, and may -be turned up if in the way. It should slip on easily, -and be soft and woolly, and not so cumbersome that -the coat cannot slip on over it and be buttoned up to -the throat.</p> - -<p>The coat should be cut long-waisted, and easy<span class="pagenum" id="Page96">[96]</span> -across the shoulders, single-breasted, and made to -button close to the throat; the collar to roll and remain -open, but so cut that it may be easily turned -up to the ears. The sleeves should be finished with -two buttons and button-holes, so that they may be -turned up a little if desired.</p> - -<p>There are occasions when a covert coat made of -close cloth may be useful, when out in very cold -weather or standing in the wind without shelter; -but it cannot be generally recommended.</p> - -<p>Pockets in any part of the dress should be made -of woollen material. Cotton retains moisture, and -a cotton pocket or a pocket lined with cotton may -become damp and clammy and cold, acting almost -like a damp compress. The fewer pockets, the -better; but a number are often found convenient. -Everything if possible should be carried on the -wheel, not in the pockets. Metal condenses moisture -and interrupts evaporation.</p> - -<p>As the skirt should always open at the side, and -fasten with several buttons, a convenient pocket -may be placed in the placket-hole; a watch-pocket -in the skirt is a good thing, but the watch is better -carried on the wheel; and a pocket should be set aside -for matches, where they may always be found quickly.</p> - -<p>Collars and cuffs of linen or of celluloid, of silk or -of the same material as the suit, may be used for -touring; but soft neckwear should be worn if possible.</p> - -<p>If a neck-muffler is worn, it should be of cashmere, -not of silk.</p> - -<p>Neatness is most important. Each article of -dress should be carefully adjusted and fastened.<span class="pagenum" id="Page97">[97]</span> -Never use pins or put things carelessly together, -hoping they will stay, but be sure that every article -of dress fits and is securely fastened, and it will -never need a thought after it is in place.</p> - -<p>In warm weather gloves with one button are most -comfortable; for cooler weather, four buttons, fastened -about the wrists, keep the hands warm.</p> - -<p>The adjustment of the covering of wrists and -ankles makes the greatest difference in comfort in -wheeling. In cold weather, hands and feet should -be kept warm; in hot weather, it is comfortable to -work with the cuffs turned back and wearing low -shoes without gaiters. Indeed, in hot weather it is -important not to encase the ankles in heavy boots or -leggings, as these would ensure overheating.</p> - -<p>The outfit may be completed with a number -of hats—a light straw for summer, a soft felt for -touring, and a small and becoming hat for the park. -The hat should be chosen to stay on easily, and not -pinned, but fastened under the hair with elastic, and -the hair dressed to stand any amount of blowing -about.</p> - -<p>The skirt should not reach more than half way -below the knee, and the hem and all seams should -be finished on the outside; then there will be nothing -to catch or pull. The width around the bottom -may be a matter of choice, but the skirt need not fall -behind the pedal when furthest back, and should be -cut full enough in the front to permit the knees to -work easily. The top of the skirt should take the -place of a waistband, following the curves of the -figure, made to flare at the top of the waist, and<span class="pagenum" id="Page98">[98]</span> -fitted snugly over the hips and hanging from them. -It may be worn with or without a belt.</p> - -<p>The coat should be long enough to touch the saddle -or hang an inch or two below it, to protect all -the vital organs and as much of the working masses -of muscle as possible.</p> - -<p>The sweater may be worn for coolness or warmth. -As an outside garment, it allows the air to pass -through its mesh easily; worn under another garment, -it is very warm, retaining the heat.</p> - -<p>The color of a bicycle suit may be chosen for the -kind of work to be done; its texture may be decided -suitable if, a piece being held over the mouth, it is -possible to inhale and exhale through it easily. The -cloth should be firm enough to stand wear and rough -usage; smooth enough to shed dust easily; and of a -quality that will stand being wet without shrinking, -and will turn the rain if caught in a shower. It -should be firm, elastic, soft; have what is known as -substance; be very light in weight and yet not clinging; -and possessing all these qualities, the ideal -cloth for bicycling should not be so expensive that -it cannot be renewed easily.</p> - -<p>Simplicity in detail for any garment made to work -in is always commendable, and a bicycle dress must -be simple to be suitable.</p> - -<p>A corset, if one is worn, should not extend below -the waist-line, and should have elastic side-lacing.</p> - -<p>To choose what to wear when the weather is -changeable is rather difficult; and the bicyclist starting -early in the morning for an all-day outing must -expect changes of temperature during the day.<span class="pagenum" id="Page99">[99]</span> -Starting, the coat may be folded on the handles, and -the sweater worn; later, as the sun grows warmer, -the sweater may be removed; at the noonday halt, -the coat may be donned while lunching, as it usually -seems chilly coming under cover; later in the afternoon -the sweater is again of use; and before the -evening is advanced, the coat worn over the sweater -often proves acceptable.</p> - -<p>For touring, only an extra change of underwear, -with a change of neckwear, is needed to carry on the -wheel.</p> - -<p>To look well at all times when bicycling, it is -necessary to remember the possible conditions that -may be encountered, and to wear no garment that -may prove incongruous.</p> - -<p>When touring, of course, fresh toilettes may be -indulged in at the expense of extra luggage. The -chief pleasure of bicycling is independence and the -joy of being free; yet a long trip without access to -the conveniences and even the luxuries of civilization, -should not be attempted. A trunk may be sent -home as soon as it has been proved unnecessary, or -sent ahead and met at intervals; but its non-arrival -should never be allowed to disconcert the traveller.</p> - -<p>It is an accepted fact that bicycling cannot be -properly enjoyed unless the clothing is suitable. Of -course, one can take a drop-frame bicycle, mount, -and wheel slowly for a short distance, barring inconveniences, -in ordinary dress; so can one swim a -little if unexpectedly placed in the water. Bicycling -requires the same freedom of movement that swimming -does, and the dress must not hamper or hinder.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page100">[100]</span></p> - -<h2><span class="nr"><i>CHAPTER XII.</i></span><br /> -<span class="name"><i>Watch and Cyclometer.</i></span></h2> - -<p>Suitably attired, with a bicycle of the latest -model and most perfect construction, it matters little -whether the residence be in town or country, for the -largest city is soon left behind. The country, when -the highway ceases to be passable, is easily traversable -on the foot-trodden pathway beside it. Wherever -the foot has trodden, the wheel may follow, if -the path be well defined; and as the wheel can be -carried easily, there is no limit but the limit of endurance -in crossing country that cannot be wheeled -over. But in order to cover distance without dismounting -and within a time limit, where the speed -attained is an element to be considered, good roads -should be chosen.</p> - -<p>The bicycle multiplies our power of advancing by -five. One who can walk three miles in an hour can -wheel fifteen miles on a bicycle, given all the conditions -necessary to attain that speed for the period of -an hour. The wonderful speed of the running and -sprinting athlete is again multiplied by five, for a -short time, in the contests where wheeling records -are made.</p> - -<p>While increasing the distance travelled the bicycle<span class="pagenum" id="Page101">[101]</span> -has greatly decreased the time limit. A person -travelling afoot at the rate of three miles an hour -(the average walking gait) covers a mile in twenty -minutes, and at the end of an hour is not more than -three miles from the starting point. On a bicycle a -mile is covered usually in four minutes or less. The -average distance, owing to the varied resistance met, -is not usually so great; and more power may be expended -in the hour than is required to walk three -miles in the same length of time. Six miles may be -the record for an hour on a wheel, and yet the -amount of work done be very great. Until the position -is adjusted to suit individual requirements, -the output of power to accomplish a certain distance, -even though it be a short one, is necessarily great. -Considerable study is necessary to work out the perfect -individual adjustment of the bicycle, weight of -clothing, and amount of practice requisite to easy, -rhythmical movement; but that once attained, the -world lies before you.</p> - -<p>Bicycling trains and quickens the perceptions; it -cultivates and develops courage, judgment, and discrimination -as well as prompt decision and quick -and accurate sight. The hand follows the eye -without effort; and the machine responds to each -impression received without conscious expenditure -of power.</p> - -<p>To cyclists is due the keen public interest recently -aroused in good roadways and in legislation to -effect their construction, and the consequent improvement -in public highways. For years the amateur -cyclists of the country labored to this end in<span class="pagenum" id="Page102">[102]</span> -the interest of the sport, the League of American -Wheelmen intelligently preparing the minds of the -public on the subject.</p> - -<p>To be accomplished as a bicyclist means something -more than knowing how to wheel a bicycle and to -be able to get about on it. It is necessary besides -to keep informed of the laws and ordinances relating -to bicycles and to vehicles in general; to possess a -complete and accurate knowledge of the wheel as a -machine; to be able to do for it all that can be done -one’s self or to direct another who has not this -knowledge; to know the country travelled, know -distance and direction; the use of map and compass, -and how to travel without them, finding the direction -by sun or stars, or even, if need be, without -either; to understand the effect of time and season -on the face of nature and to cultivate the senses of -the woods.</p> - -<p>If, while touring with a party, you find that you -have missed the way in a strange country and that -something about the bicycle has given out, calm -decision is requisite. Estimate your resources, and -keep quiet. Do not try to find your party; let them -find you. Study your wheel-tracks; if off the line -of travel, follow them carefully to where they join -the tracks of your companions. Then wait until -some one comes for you. Rest or be busy about your -wheel. Do what you can easily, not to be tired and -worn out when your companions find you. It is seldom -wise to try and walk after the party; the only -object in moving would be to keep warm, for a chill -must be avoided.</p> - -<p><span class="pagenum" id="Page103">[103]</span></p> - -<p>There is a wonderful difference in the distances -covered under different conditions. Winds, adverse -or favorable, affect the bicyclist more than anything -else. An unfavorable wind is one directly ahead or -that can be felt on either cheek while advancing. A -favorable wind is one that blows on the back, or -cannot be felt on either cheek while looking ahead. -A wind blowing directly at right angles with the -direction of the wheel is a favorable wind; you unconsciously -balance against it, and the bicycle glides -forward under pressure as a boat does with the sail -trimmed in.</p> - -<p>When starting out, note the weather conditions; -what the prevailing winds are and what the changes -are likely to be during the time you expect to be on -your bicycle. If the wind is west or northwest, do -not take that direction for the run out, unless the -trip is to be a short one. Always try to have the -wind with you, both going and returning. Learn -the peculiarities of the weather and study the government -weather reports; they are of quite as much -assistance to the bicyclist as to the mariner who -knows how to use them; for winds frequently change -their direction, and the indications for such changes -should be sought and studied.</p> - -<p>If a short trip is planned, as the wind is not likely -to change during the run, start out against the wind; -that is, plan to do the hardest work first, and let the -wind help on the return. Avoid hard work whenever -possible. Hill-climbing against the wind is the -hardest kind of work; with the wind to assist, even -quite steep hills may often be coasted part of the<span class="pagenum" id="Page104">[104]</span> -way up, and all easy grades taken with the feet off -the pedals. Coasting should be indulged in with -discretion, or the bicycle may run away with you. -Check speed at the first indication that the wheel is -escaping control by applying the brake and catching -the pedal, back pedaling at the same time. On a -public road, the bicycle should never be beyond -control.</p> - -<p>To thoroughly enjoy an outing, road, direction, -and atmospheric conditions should be studied. If -you are out for several hours’ spin in chilly weather, -there is little pleasure to be had in exploring; but -in weather when the temperature permits of stops -without danger to health, frequent dismounts and -short-distance trips across country are enjoyable. -One of the pleasures of bicyclists is the good fellowship -existing between them, which is rarely disturbed. -On the bicycle conversation is interrupted -by long pauses, by intervals of silence, when each -rider is alone, with opportunity for reflection and -mental expansion.</p> - -<p>On long trips note first the general direction of the -road, the wind, and the sun; try to have the wind -with you and the sun behind you for the better part -of the day. Be able to change your plans quickly -to meet changed conditions, and have a reserve of -grit to fall back on if things do not go quite to your -liking. Dressed for bicycling, it matters little -whether it rains or shines; but wind, sand, and stones -make impossible conditions for the bicyclist. When -wind has reached a certain velocity, wheeling becomes -unsafe. Mud causes the wheels to slip and<span class="pagenum" id="Page105">[105]</span> -prevents them from turning; sand does the same. -A surface offering little or no resistance is impossible. -Stones are dangerously liable to cause spills, while -ruts and bumps twist the bicycle and are apt to throw -the rider.</p> - -<p>In the autumn months, when the sun sets early, a -lantern should be provided even when it seems an -absurdly unnecessary encumbrance; for a town or -village where the ordinances are strict may lie on -the route, and the unlucky bicyclist without a light -must go afoot.</p> - -<p>Of course, speeding cannot be attempted with -the bicycle encumbered; but with all the extras, -a good average speed may be maintained. The -bicyclist wishing for freedom from all encumbrance -is apt to forget unpleasant possibilities. -A punctured tire thirty miles from anything is -such a possibility; so, though the tool-kit weighs -something, it can never prudently be dispensed -with.</p> - -<p>Have the bicycle all ready, and start free from care -and with a quiet mind, after a last careful and reassuring -inspection of the machine. Starting from a -town with a perfectly running machine, the attention -is first directed to getting into the country easily, -either by train or by wheeling. In wheeling, streets -free from traffic and with the best possible surfaces -should be chosen.</p> - -<p>Country wheeling is often good when city work is -impossible. The dangers of city wheeling are traffic, -car tracks, and mud. City mud is usually of a -greasy nature, very difficult to wheel over. Even<span class="pagenum" id="Page106">[106]</span> -pedaling is very necessary, and uneven pressure on -the pedals means a side spill.</p> - -<p>In wheeling over mud, never attempt to control -the machine by the front wheel; it must be controlled -by the pedals. If too much pressure is used, -there is nothing left but to step off. Do not try to -recover by means of the front wheel; the attempt -will be useless, and a fall can be avoided only by -stepping off. Keep the front wheel steady, and rely -on the weight-carrying wheel to take you clear of -the mud. Keep a sharp lookout, and travel slowly. -Any one can make a bicycle go.</p> - -<p>Get out of town, and then be ready to pedal up to -time on the first clear stretch of good road. Make -time, but never hurry. Never work hard over hill-work -or try to go fast against the wind. When using -side-paths, always recollect they may be protected -by local ordinances. Keep posted on the law of the -road, taking to the highway on approaching towns -and villages. If the work is hard, travel slowly, and -look ahead. Two good rules are—To travel fast, -look well ahead; and watch the ground when there is -a hard bit of road to pass over.</p> - -<p>A good stiff pull against the wind can be accomplished -easily, really easily, if you take your time, -giving full attention to pedaling, and keeping the -eyes a short distance ahead of the wheel. It is much -easier to rest on the bicycle by slowing than to dismount. -In cold weather, never stop without -seeking shelter, at least the lee of bank or wall; -and keep away from a fire, as it renders one -liable to take cold. Nothing is so dangerous in<span class="pagenum" id="Page107">[107]</span> -frosty weather as a pause of even a few minutes -dismounted.</p> - -<p>In warm weather, it is permissible to drink water -when wheeling; but it should be remembered that -the bicyclist passes through all sorts of country, and -the water may sometimes be anything but drinkable -from a sanitary point of view, even causing typhoid -and other fevers. Water that has been boiled is unpalatable, -but it is safe; boiled and cooled, it may be -rendered more palatable by shaking it or pouring it -from one pitcher to another to mix air with it. Ice -in water is another source of danger. The water, -after being boiled or filtered, should be placed in -bottles with absorbent cotton for stoppers, and cooled -by being placed on ice. Muddy water may be -cleansed with a piece of alum. If a lump of alum is -stirred about for a second or two in a pail or pitcher -of muddy water, and then the water allowed to settle, -it will be found fit to boil for drinking. Bottled -waters are safest when the country is unknown or -when there is doubt as to the purity of the local -supply; but failing these, the precautions mentioned -will ensure safety.</p> - -<p>Never prolong bicycle exercise without eating, -and never work after a hearty meal; but the consumption -of a couple of sandwiches at noon cannot -be regarded as a serious meal; and it is often better -to push on after a short halt, moving slowly, than to -sit around on rocks or stumps to wait for a proper -digestive period to elapse. It is well to have a small -reserve supply of food, such as chocolate or beef -tablets, to tide one over a prolonged period between<span class="pagenum" id="Page108">[108]</span> -meals. Milk and bread and cheese are good to take -as an extra meal. Never work hungry if it can be -avoided; the bicycle will lag, and the cyclist wonder -at being weary. Keep up the food supply by all -means, for fatigue sets in quickly with the desire for -food, and the system quickly becomes enfeebled.</p> - -<p>The cyclometer registers each revolution of the -wheel, and by an ingenious mechanism the dial gives -the record in miles. There is a great temptation to -roll up miles, that the cyclometer may make a good -showing; indeed, this striving after mileage often -becomes a ruling passion, interfering with the real -pleasures of the sport.</p> - -<p>The pedestrian, accustomed to noting distances, -can usually judge the rate or pace travelled, and decide -very accurately upon the distance traversed, -with only the time as a guide; for the pace, so many -miles an hour, multiplied by the number of hours, -gives the distance.</p> - -<p>On the bicycle the pace is very easily estimated in -a similar manner. Count the strokes per minute as -each knee rises, divide that by two, and you have the -number of revolutions of the crank. The gear gives -the diameter of the wheel larger than the one on the -bicycle; sixty-four gear, for instance, means that the -crank revolution covers a distance equal to a wheel -with a diameter of sixty-four inches. The circumference -of a wheel is three times its diameter; and -64 multiplied by 3 equals 192 inches measured on the -ground for one revolution of the crank. Multiply -the distance measured on the ground by the crank -revolution by the number of strokes made per<span class="pagenum" id="Page109">[109]</span> -minute, divide by twelve to give the number of feet -the crank has covered in one revolution, and you -have the distance in feet travelled per minute. To -find the rate of miles per hour, multiply that result -by 60 to find the number of feet travelled per hour, -and divide the result by 5280, the number of feet in -a mile. The watch should have a second hand for -bicycle work. The cyclometer taken for five minutes, -then multiplied by twelve, gives the rate of mileage -per hour, a very convenient way of ascertaining the -rate of speed per hour.</p> - -<p>It is well to know the rhythm of stroke of a certain -rate per hour, for it is often of assistance in determining -distance, and will frequently prevent a hurry -when train connections are to be made, by assuring -you that you are easily travelling a pace that will -take you to your destination on time.</p> - -<p>The alertness and quickness of perception that bicycling -cultivates seem marvellous. A road, previously -accepted as ordinarily good, becomes full of -pitfalls that the wary learn to avoid. Slippery or -uneven surfaces, tacks and broken glass, are to be -noted and avoided, inequalities allowed for, and -preparation made to overcome the tendency of the -machine on unexpected hard bits of road.</p> - -<p>One of the dangers of sidepath wheeling often encountered -is a slippery spot or a place where the surface -may give way, such as the edge of a bank along -which the path runs, with a fence on the other side. -Here, if the bicycle slips, the bicyclist is pretty sure -to be thrown against the fence. In sidepath wheeling -a sharp lookout must be kept for these slippery<span class="pagenum" id="Page110">[110]</span> -spots and weak edges, and also for stones or stumps -that run through the uneven surface.</p> - -<p>A first coast on a hill whose pitch has been miscalculated, -and which proves steeper than was anticipated, -is a terrible surprise. To find one’s self clinging -desperately to a runaway machine, with no hope -save in the ascending grade that seems so far away, -is anything but a pleasant experience. In such case -sit still, hold fast, keep straight, and if nothing is in -the way to collide with, there is hope, barring unexpected -surface obstacles. The coaster’s safety in -steering lies in swaying; the pedals are out of the -question, and the front wheel is better undisturbed. -A slight inclination to either side will alter the course -of the bicycle without interfering with balance or -momentum, and the hands can be ready, gripping -hard, to keep the wheel steady.</p> - -<p>In coasting, sit well in the saddle, letting that take -the whole weight, and do not push too hard with the -feet on the coasters. The feet should not be braced -against the coasters, but should rest easily against -them with an even pressure.</p> - -<p>To learn to coast, practise at first either on a -slight or a small grade; another way is to get up -speed on the level, and take one foot off at the time. -The most marvellous experience of bicycling is to -have a wind carry you coasting up hill—a wind, too, -that is seemingly adverse, or at least not directly -favorable.</p> - -<p>Trust to the map, the watch, and the cyclometer -to locate your whereabouts, and do not place too -much faith in answers to inquiries, unless you are<span class="pagenum" id="Page111">[111]</span> -speaking to a bicyclist; for people unaccustomed to -accurate judgment differ greatly in their estimation -of a given distance or a general direction. You need -only stop three or four times in a mile or two, and -inquire the way to a town say five or six miles distant, -to be convinced of this fact.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page112">[112]</span></p> - -<h2><span class="nr"><i>CHAPTER XIII.</i></span><br /> -<span class="name"><i>Women and Tools.</i></span></h2> - -<p>Most women can sew on a button or run up a seam; -sewing, in fact, is regarded rather as a feminine instinct -than an art. There are many capable people -in the world, both men and women, who can comprehend -at a glance the use or the application of an -article or an idea—people who instinctively use -their eyes and hands with ease and accuracy; there -are others who learn more slowly to use their mechanical -senses; and there are also those whose attention -has never been called to certain simple mechanical -facts and details that they are quite capable -of understanding. To all the mastery of these facts -means an expenditure of more or less time, and in -this busy world of ours, there is nothing so much appreciated -or so carelessly wasted. It is my intention -to place before my readers a few simple mechanical -explanations.</p> - -<p>I hold that any woman who is able to use a needle -or scissors can use other tools equally well. It is a very -important matter for a bicyclist to be acquainted with -all parts of the bicycle, their uses and adjustment. -Many a weary hour would be spared were a little proper -attention given at the right time to your machine.</p> - -<div class="figcenter" id="Fig26"> - -<img src="images/illo177.jpg" alt="" width="600" height="489" /> - -<p class="caption">STARTING A NUT.</p> - -</div><!--figcenter--> - -<p><span class="pagenum" id="Page113">[113]</span></p> - -<p>Ask any carriage maker or coachman, and he will -tell you that everything on wheels needs attention. -Any owner or lover of horses will say that horses require -constant care. The bicyclist is the motor, the -horse; the bicycle, the vehicle. These ideas should -remain distinct. When you mount a wheel, you do -not mount an iron horse; you are a human propelling -power, and the bicycle is a carriage.</p> - -<p>It is all important to work without unnecessary -effort, and for this you must have a knowledge of -bicycle construction, how to make the machine run -smoothly, and how not to injure the human motor or -the mechanism. The human body is so beautifully -self-adjustable that it may be safely attributed to ignorance -or neglect if anything goes wrong with it. -Attention should always be paid at the right time to -nature’s warnings; they are danger-signals, and if -disregarded, unpleasant results are sure to follow. A -little common-sense goes far; and with that and a -right knowledge—not necessarily an extensive knowledge—of -the working of the human machine, there -need be little to fear from injuries resulting from -athletic exercise.</p> - -<p>The amount of work different individuals can perform, -of course, varies. Find out how much work -you ought to do, and do it. A physician is the only -competent judge of your limitations. Never attempt -any new form of exercise without being examined -for it. Sensible people when they purchase -a horse require a veterinary certificate to accompany -the guarantee; and the work the horse is to do is -planned according to the ascertained amount the<span class="pagenum" id="Page114">[114]</span> -animal is capable of performing. If it is right for -you to wheel but five miles every other day, and at -a certain hour only, it does not follow that that is -always to be your limit. Practice accomplishes great -results; and the strength and endurance that come of -exercise taken regularly, under proper conditions, -seems marvellous to those who, after a course of -proper preparation, attempt and accomplish with -pleasure and ease what at first seemed impossible. -It is hard, of course, to see some one else do what -you would like to do and cannot; but it is weak not -to be able to say, “I have done enough, and I must -stop.” There are many other people similarly placed.</p> - -<p>The bicycle may be so adapted and adjusted as to -enable bicyclists of different powers to work together -and enjoy a fair amount of sociability; for if one has -wheeled around the world, why should that spoil -one’s pleasure in wheeling around a block? To -wheel alone is not much pleasure. Find some one -to wheel around the block with you, and you have -the beginning of a club.</p> - -<p>Many people do not understand what is best for -them. The experienced athlete knows the amount -of work he can do, and what must be done and -avoided to enable him to do his work well. Women -and girls are able to do good work, but they should -not expect to accomplish such a result through ignorance -or neglect. They must be willing to study -and to give proper attention to important details, -and their knowledge of the subject must be sufficient -to enable them to use judgment and discrimination. -Almost any form of athletics will aid in cultivating<span class="pagenum" id="Page115">[115]</span> -these qualities; and bicycling has besides valuable -educational features of its own. A certain familiarity -with mechanics is assured by a course of bicycling, -for it is impossible to handle a bicycle without -taking some degree of interest in its construction.</p> - -<p>Women must expect ridicule and little sympathy -from experienced cyclists if they essay feats they -should not attempt. Many decide that a thing must -be easy of accomplishment because they have seen -some one do it easily. Easy muscular work, however, -is the result of strength, confidence, and precision -of movement, which come only from practice. -All new muscular movements and combinations of -movements must be learned; they cannot be acquired -hurriedly with good results. People who can work -well are usually patient with a beginner who is doing -his best, knowing themselves what it means to work -hard and to face disappointment and failure and what -is involved in repeated effort. The ambitious are liable -to over-exertion, the timid not to practice enough.</p> - -<p>There is much prejudice against athletic exercise -for women and girls, many believing that nothing -of the kind can be done without over-doing; but -there is a right way of going about athletics as everything -else. Prejudice can be removed only by showing -good results, and good results can be accomplished -only by work done under proper restrictions. -To do a thing easily is to do it gracefully; and grace, -without properly balanced muscular action, is impossible; -grace is the embodiment of balance, -strength, and intelligence. Jerky movement indicates -lack of muscular development and training.</p> - -<p><span class="pagenum" id="Page116">[116]</span></p> - -<p>The human machine is capable of a seemingly unlimited -series of muscular movements and combined -muscular motions. Any training or practice of mind -or muscles assists to fit them for new combinations. -But little time is necessary to learn to know how to -do and what to do, though the subjects to be considered, -mechanics and physiology, are exhaustive and -extensive in their range.</p> - -<p>It is always a pleasure to do a thing well, whether -it is handling a needle or using a screw-driver; and -the art of using either successfully is not difficult to -acquire. With the bicycle it is necessary to know -what to do; the human motor, unless pushed beyond -reasonable limits, is self-adjusting. Over-taxing is -the result often of too great ambition, of failure to -keep in view the proper aim of exercise, and sacrificing -health and ultimate success for passing vanity. -The bicycle is but the means to the end, first of all, of -health—health of mind and body. The human mechanism -is far more difficult to adjust when out of -order than the mechanism of the bicycle. In bicycling, -the two machines are one and interdependent. -The foot on the pedal pushing the crank is but one -point of application of power conveyed by a series -of levers, actuated by muscles, controlled by nerves, -supplied and directed by accumulated power.</p> - -<div class="figcenter" id="Fig27"> - -<img src="images/illo183.jpg" alt="" width="600" height="437" /> - -<p class="caption">ADJUSTING A WRENCH.</p> - -</div><!--figcenter--> - -<p>We hear of horse-power as a unit; we have also -human power—the amount of power the average individual -can exercise. Food supplies material to be -converted into power, stored and transmuted in the -human system either for use or waste, as the case may -be. Energy or power, unless applied within a specified<span class="pagenum" id="Page117">[117]</span> -time, is given off as heat, etc. Less food is -needed, loss of appetite follows, if too little work is -done. The muscular tissues become almost useless, -it is an effort to do any kind of work; the power is -not there. By gradual and persistent practice, -strength is acquired, and power stored in reserve. -Exercise tends to strengthen, not to weaken; over-exercise -uses up stored power and newly acquired -power as well; longer periods of rest are needed to -renew the wasted tissues than is necessary when exercise -is not carried to excess. It must be kept in -mind when bicycling that rider and wheel are a complete, -compound, combined mechanism, and mechanically -inseparable. The wheeler’s weight, when -shifted or inclined, affects his equilibrium, and -wheeler and bicycle are as much one as a skater and -his skates.</p> - -<p>Levers and their application; power, stored, distributed, -or wasted; how to prevent waste and acquire -reserve; proper adjustment to mechanical environment, -translated to mean the use of a few -common tools, and their application to the adjustment -of the bicycle; and the care, adjustment, and -proper preparation of the machine for work, are -points of such importance that too much stress cannot -be laid on them. A little thought, a little attention -at the right time, prepares for emergencies, for -cheerful work, and for the enjoyment of the exercise, -and the health and accumulated benefits sure to -follow.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page118">[118]</span></p> - -<h2><span class="nr"><i>CHAPTER XIV.</i></span><br /> -<span class="name"><i>Tools and How to Use Them.</i></span></h2> - -<p>“A nut is a piece of metal adapted to screw on the -end of a bolt.” “A bolt is a stout metallic pin -adapted for holding objects together.” The nut is -to the bolt what the knot is to the thread, to keep it -from slipping through. Iron and steel are fibrous -materials, and very hard; though strong, they are -also brittle. Indeed, these metals, and metals generally, -resemble molasses candy in their nature more -than any other familiar substance that will serve for -illustration. When heated, they become soft and -liquid; when cold, they are tough, hard, and even -brittle. A few powerful, sharp blows with a heavy -object are enough to fracture a piece of metal. Direct, -heavy blows or tapping on the end of a bolt -will flatten and alter its shape sufficiently to cause -the edges to project, a very little seemingly, but -enough to render it useless.</p> - -<div class="figcenter" id="Fig28"> - -<img src="images/illo187.jpg" alt="" width="600" height="420" /> - -<p class="caption">APPLYING POWER.</p> - -</div><!--figcenter--> - -<p>If you wish to remove a bolt that seems to fit too -tight and resists ordinary methods, place the nut on -the bolt, and screw it on level, so that the end of the -bolt will be flush or even with the top of the nut. -Then lay your piece of wood, quite smooth and flat, -on the nut and bolt, covering both, and hammer<span class="pagenum" id="Page119">[119]</span> -gently on that with a heavy hammer, with gentle, -short, sharp, even strokes. The most obstinate bolt -will usually yield to this method of persuasion. -Should a burr have formed on the end of a bolt, a -file is necessary to remove it; and filing off a burr is -a somewhat lengthy and tedious operation.</p> - -<p>Unscrew a nut gently and examine it. On the inside -will be found a spiral groove and a spiral ridge -or thread. Examine the bolt, and observe a similar -spiral groove and thread. These, when screwed together, -prevent slipping, and the nut cannot be -pulled or pushed off. To remove the nut, it is necessary -to turn it; and always turn one way, from -left to right, if the nut lies uppermost.</p> - -<p>To keep a nut from unscrewing by jarring, etc., -screw it down until it jams, as it is called, firmly -against the surface it rests on. If screwed too tight, -it will burst or break the thread, or if enough force -is applied the bolt may break. This hardly seems -possible until we realize that in the wrench we possess -a very powerful lever, capable of destroying -quite a large bolt and its accompanying nut. If -pains be taken always to start a nut on square and to -turn gently and firmly and not too fast, the previous -instructions may prove unnecessary.</p> - -<p>There are usually two kinds of wrench in a bicycle -outfit—an adjustable wrench with sliding jaw, and -one or more key-wrenches, so called because made -to fit particular parts of the machine, and to be used -for them only. The adjustable wrench with sliding -jaw should be used with the pressure or pull coming -on the angle of the head, and the sliding jaw so<span class="pagenum" id="Page120">[120]</span> -placed as to hold its position, the wrench applied so -that the greatest strain is taken at the strongest part; -then the faces of the jaw keep smooth and true, and -will not deface the plating or polish of the machine.</p> - -<p>There is another point to note—that a properly -adjusted wrench starts a nut easily, while if the -strain is taken on the movable jaw of the wrench, -there is give enough in the wrench itself to prevent -the nut from starting, and the wrench slips off the nut -without effecting its object. The handle of the -wrench acts as a lever, and the head of the wrench -forms a right angle with the handle; it is here that -the power is centred, not at the angle made by the -movable jaw. Of course, this position seems the -reverse of proper until it is analyzed; but once -understood and adopted, it will prove most effective.</p> - -<p>There are various screws in and about the machine. -A screw is defined as a bolt or bar having a thread -cut upon it spirally, so that it will enter a hole in -which a corresponding spiral groove and thread have -been cut, or on which they will be formed by the -screw entering the hole. The thread and screw interwind -and prevent the screw from being withdrawn -unless it is turned. To turn the screw, a notch is -cut on one end, which is made flat for that purpose, -and the other end of the screw is pointed, to enable -it to enter the hole easily. After a screw is placed -and started in its proper hole, it is only necessary to -turn it until it is driven home. To turn the screw, -a short bar is flattened thin to enter the notch on the -end of the screw.</p> - -<div class="figcenter" id="Fig29"> - -<img src="images/illo191.jpg" alt="" width="600" height="464" /> - -<p class="caption">SCREWING UP.</p> - -</div><!--figcenter--> - -<p><span class="pagenum" id="Page121">[121]</span></p> - -<p>The screw-driver should be held and turned with -one hand, and steadied and guided with the other. -Metal is not so hard but that the leverage of the screw-driver -is enough to bend the notches on the end of a -screw, and thus render it useless. The question -may be raised, Why are not screws made harder? -If metal is tempered too hard, it becomes brittle, and -flies. A well-tempered screw should be neither too -hard nor too soft, but adapted for its particular use -or position.</p> - -<p>A screw should always be made clean before it is -screwed home, any particle of dust or rust being -liable to injure the thread and spoil the screw. If -the screw is oily or greasy, it will work loose. All -screws, bolts, etc., therefore, should be carefully -wiped, and never placed where there is any chance -for even a little dust to settle upon them. A nut -with a small grain of sand inside will burst or break -the thread of the bolt.</p> - -<p>Bolts and screws are used to hold different parts -together or in place and to give strength and firmness.</p> - -<p>There is usually an oil-can belonging to every machine, -and a bicycle should be provided with a good -one, small, light, and easily carried; and special care -should be taken that it does not leak. A greasy oil-can -is unpleasant to handle and almost useless, as it -cannot be handled properly. The least possible -amount of oil that can be used is the proper quantity. -Greasy bearings only collect dust, and the dust -follows the oil back into the friction surfaces, where -its presence is always undesirable.</p> - -<p><span class="pagenum" id="Page122">[122]</span></p> - -<p>Two kinds of lubricant are used on a bicycle—oil -and graphite. A lubricant is used to diminish friction -where two or more surfaces move over each other. -If these surfaces are of the same material and the -same degree of hardness, they do not slip; but the -unevennesses of the surfaces engage each other and -cause resistance, which produces friction, and friction -causes heat, and the parts move more and more -slowly, until at last they stop. Now, if a substance -of a different character, like oil or graphite, is introduced -between the moving surfaces, it forms little -cushions, which prevent the two surfaces from coming -into close contact; and, as the oil or graphite -splits up readily into minute particles, the surfaces -slip upon that, instead of holding fast. A smooth -surface of metal is full of inequalities, perceptible -when magnified, and slipping past each other with -as much difficulty as would surfaces of sand paper. -Only oil of the best quality and pure graphite -should be used. Nothing sticky or gritty in its nature -should be allowed near bearing surfaces.</p> - -<p>The pump is an all-important and indispensable -adjunct of the pneumatic tire. Each tire is fitted -with a valve, and accompanied by a pump with which -to inflate it. A valve is a lifting, sliding cover, -connected with an aperture to prevent the passage of -air or other fluids, and so constructed that the pump -forces the cover down, and the air pushes past. -The cover is held in place by a spring and air pressure, -and, fitting tightly against a washer of some -soft, impervious material, makes an air-tight joint, -and will not move unless displaced. The pump itself<span class="pagenum" id="Page123">[123]</span> -is fitted with a valve to fill its cylinder or barrel -with air, and to hold the air after the cylinder is full -and when the plunger of the pump is forcing the air -out of it again. A flexible tube coupling is used to -connect the pump-barrel with the valve of the tire.</p> - -<div class="figcenter" id="Fig30"> - -<img src="images/illo195.jpg" alt="" width="600" height="460" /> - -<p class="caption">UNSCREWING.</p> - -</div><!--figcenter--> - -<p>The valves are of many patterns and sizes, and -there are pumps made to fit special tires, and pumps -that will in a manner suit almost any ordinary valve. -It is most important to note that all the washers -about the pump and valves are in place. Deflated -tires are often caused by a misplaced washer; and -though valves are so constructed that it is not easy to -disturb the washers, still it is well to know where -they are and when they require attention. Washers -wear out and require renewing, and sometimes a defective -washer should be replaced; they are usually -made of rubber or leather, but metal washers are -sometimes used where there is much pressure or -friction.</p> - -<p>The metal used in bicycle construction must be -finished, smoothed, and prepared to resist the corroding -effects of the atmosphere and to present an attractive -and durable exterior. The metal used for -the different parts must be smoothed and polished; -all foreign substances, like grease, removed from -their surface by a chemical process; and lastly a -coating of nickel deposited on the surface by means -of electricity. The nickel in this way becomes a -part of the original metal, and protects its surface -from rust and corrosion. A well-nickeled piece of -metal, beautifully polished, and kept free from finger -marks, loses its lustre only when neglected. Of<span class="pagenum" id="Page124">[124]</span> -course, there are other ways of finishing the surface -of the metal parts of the bicycle; other plating metal -may be substituted for the nickel, and other finish -than polish used.</p> - -<p>Light wheels cannot be recommended for rough -country or for very fast work over only moderately -good roads. A certain weight of material has been -taken from the bicycle to make it light; the machine -begins to lose its rigidity and consequently its accuracy, -and cannot maintain its direction, but wavers, -and really travels further to attain a given distance. -The weight of a bicycle should depend on the roads -it is to cover and the purposes it is to serve. Very -light wheels wear out quickly; they cannot stand -the strain of practice. Beginners, therefore, should -choose a wheel that can endure the handling they -will give it.</p> - -<p>A very light, well-made, and delicately adjusted -bicycle can carry a skilled cyclist anywhere; but a -light wheel sooner loses its accuracy, and is then -more difficult to work than a heavier wheel that runs -true. Heavy wheels are not to be endured; light -wheels, too light wheels, not to be encouraged.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page125">[125]</span></p> - -<h2><span class="nr"><i>CHAPTER XV.</i></span><br /> -<span class="name"><i>Solving a Problem.</i></span></h2> - -<p>When choosing a wheel, you should know what -you want and why you want it. Machines are built -for special purposes, and any reliable dealer can -help you in selecting a machine and will guarantee -satisfaction. Bicycles wear out, of course, but -with proper care they may be made to last a long -time.</p> - -<p>Careful examination of your wheel should always -be made before starting for even a short ride; and -on returning it is well to test gear and pedals, to -look at spokes and tires. Any needed repair can be -noted, and attended to at convenience. Always examine -your bicycle thoroughly after a collision, for -shocks are dangerous even to the toughest metal, and -such precaution may prevent a serious accident.</p> - -<p>On returning from a ride the wheel should have a -thorough going over, the enamel dusted, and any -mud washed off with a wet sponge. The chain, if -your machine has one, should be taken off every two -or three hundred miles of dusty road, and soaked in -kerosene over night; the nickel or metal well dusted, -rubbed with a chamois, and polished; and all the -bearings, axles, and gear carefully wiped, and dust<span class="pagenum" id="Page126">[126]</span> -and grit removed. Then the chain should be replaced, -oiled, graphited, and the bearings oiled.</p> - -<p>The chain is a complicated mechanism, consisting -of many repetitions of parts; it should be kept clean -and well lubricated. To apply graphite, turn the -wheel upside down, hold the graphite still against -the chain, and turn the wheel. The oil is needed in -the joints of the chain; the graphite where the chain -engages the cogs. The other parts used for applying -power need the usual care given to the best machines—absolute -cleanliness, freedom from grit, and -thorough lubrication.</p> - -<p>The chain is at present a mechanical detail only, -and the application of power to the wheel capable of -a great variety of forms. The principle remains -the same, the application of power; the mechanical -contrivance for transmitting it is a detail of construction. -The difference of individuality can be -compensated for in the length of the lever, size and -number of gear, size of wheel, diameter of wheel, -and width of tread.</p> - -<p>The ideal machine requires little adjustment. -The less the screws, the nuts, and the bearings are -wrenched, the more perfect is the machine, the more -free from wear and dents and scratches. To apply -a wrench is a serious responsibility that should not -be undertaken lightly. It seems easy, and yet skilled -men are employed just for that kind of work, for it -is work requiring the precision of the trained mechanic.</p> - -<div class="figcenter" id="Fig31"> - -<img src="images/illo201.jpg" alt="" width="600" height="403" /> - -<p class="caption">PREPARING TO TURN THE BICYCLE OVER.</p> - -</div><!--figcenter--> - -<p>After purchasing a watch, the owner does not at -once investigate the machinery; yet many, because<span class="pagenum" id="Page127">[127]</span> -the tools are at hand, are tempted to experiment on -a bicycle. A bicycle, like a watch, should be ready -to run, and only require winding up to keep it going. -It should be adjusted; and if it needs regulating, this -should be done by people who understand the machine -and have the requisite knowledge and responsibility -to do well what is to be done. Two rules -may be laid down for one who does not study mechanical -details—never to touch the bicycle except -to ride it; and never to let any one else touch it who -has not skill and experience.</p> - -<p>This practice will prove satisfactory until some -day, miles from home, the bicycle will not go; you -carry it more miles to the nearest conveyance, and -send it home. There you have it examined, and find -that a touch sets it free; just as sometimes, when -your watch will not go, you take it to a watchmaker, -and he examines it, winds it up, and hands it back, -telling you there is no charge. After learning to -wheel a bicycle, therefore, the next step should be -to learn to care for it. Unless somewhat familiar -with machinery, it is bewildering to contemplate -taking the thing apart and putting all those parts together -again; even more bewildering is it, having -taken the thing apart, not to be able to put it together. -In such case, there is nothing to do but to gather -the pieces of the puzzle, and send them to be set -up. If in this extremity a friend who knows all -about a bicycle should offer assistance, it is well to -hear what he has to say before he undertakes the -work. “I do not think your wheel is just like -mine,” perhaps, or “Where do these things belong?<span class="pagenum" id="Page128">[128]</span>” -is enough for the wise. Better send to the shop for -a machinist at once. All the parts of the bicycle are -made to go together in one way, and any attempt at -experiment may injure the mechanism.</p> - -<p>When you undertake to investigate a bicycle for -the first time, take an old one as a subject, and endeavor -to put it in perfect running order. If an old -bicycle cannot be had, proceed with much circumspection. -Go where you will be undisturbed, where -there is plenty of room, and where a key may be -turned if there is possibility of interruption. There -is sure to be some oil and grease spattered about, in -spite of the utmost care, and it is well to remember -this while making preparations. Have ready a pile -of old newspapers, some cups, plates, and boxes, and -a painting apron if you possess one; if not an old -skirt and apron, and sleeves well rolled up. For -tools, a monkey-wrench, two or three screw-drivers, -large as well as small, a hammer, one or two pieces -of wood, the bicycle kit, oil, graphite, a can of kerosene, -some cheesecloth and canton flannel, and a large -wooden box.</p> - -<p>Take two newspapers folded in half, and put them -on the floor for the saddle and handle-bars; then -turn the bicycle upside down, and arrange the newspapers -under the saddle and handles. If there is a -bell, take it off, or place a block under the opposite -end of the bar to balance it. Before turning the bicycle -over, remove the lantern, if there is one on the -bicycle, as the oil will be spilled out if the lamp is -turned upside down.</p> - -<div class="figcenter" id="Fig32"> - -<img src="images/illo205.jpg" alt="" width="362" height="600" /> - -<p class="caption">TURNING THE BICYCLE OVER.</p> - -</div><!--figcenter--> - -<p>Begin by carefully removing all mud and grit<span class="pagenum" id="Page129">[129]</span> -from the bicycle. Wear old gloves, and remove mud -with the hand when possible, finishing with a cheese-cloth -duster and an old oily cloth. Go over all the -joints where the wheels turn, and remove every particle -of grit, then remove mud and dust.</p> - -<p>An experienced worker, to save labor, cleans each -piece as it comes off, but the beginner must work -more slowly. Have ready a shallow box or tray to -receive the parts as they are removed. Lay each -part, as it is taken off, in the tray, with the oily side -up, for a guide. First, remove the chain, turn it -until the nut of the little screw-bolt is found. This -little bolt forms one of the link-pins, and can be -found quite readily. One end of the bolt has a -screw-head notch, and the other a nut and thread. -Use the small bicycle screw-wrench for this, a large -screw-driver, and a small screw-driver to fit the -screw. Turn the chain until the bolt is in a convenient -position, then take the large screw-driver or a -rod, and place through the spokes of the rear wheel, -letting the bar rest on the frame. This will prevent -the wheel from turning, and keep the pedals and -sprocket-wheel in position; your fingers may be -caught and badly cut if this precaution is not taken. -Fasten the small wrench on the little nut, and hold -it there with one hand, with the other unscrewing -the little screw with a small screw-driver. Should -the screw fail to yield easily, a drop or two of kerosene -will soften the rust and grit, and help to start it.</p> - -<p>Return the nut to the screw end, and place it on -the tray. Take hold of one end of the chain, and -remove the bar that steadies the rear wheel, then<span class="pagenum" id="Page130">[130]</span> -turn one of the pedal cranks, and the chain will come -off in your hand. The chain should be placed in -kerosene and left to soak.</p> - -<p>The enamel of the frame should then be carefully -rubbed and polished with canton flannel. A clean -piece should be kept for the purpose, for if greasy it -gives a dull look to the enamel. The plating should -be first polished with a cloth, and then if dull with -whiting. Nickel plating takes a beautiful polish -with electro-silicon used on canton flannel.</p> - -<p>Go carefully over each oil-cup, and be sure it is -cleaned, and work around the ends of the axles. -Ascertain if either wheel needs adjusting, and look -carefully to see that the rims are true. A good way -to do this is to hold a pencil-top on the frame against -the rim of the wheel, and spin the wheel. If it -touches evenly all around, the wheel is true; if uneven, -take the bicycle to a repair shop and have the -wheels trued as soon as possible.</p> - -<p>After cleaning all the bearings, put oil in the oil-cups -and replace the chain. It is well to leave the -chain soaking in kerosene, and later hang it up to -drip, and when dry, it will be found bright and clean; -or keep a can of lubricating oil in which to soak the -chain, and after draining it thoroughly, wipe clean -before replacing on the machine. Take an oil-can, -and oil each separate rivet. Start the chain on the -sprocket, and pull it over the rear sprocket by turning -a pedal crank, bringing the ends on the lower -side. Place the bar across as before, to keep the -sprocket from moving, and then replace the little -screw-bolt, using a small wrench, and a screw-driver<span class="pagenum" id="Page131">[131]</span> -that fits the screw. Remove the bar, see that the -chain is not too tight, and note if it requires any -taking up, an adjustment that is done in the rear -wheel.</p> - -<div class="figcenter" id="Fig33"> - -<img src="images/illo209.jpg" alt="" width="600" height="534" /> - -<p class="caption">THE BICYCLE TURNED OVER.</p> - -</div><!--figcenter--> - -<p>Hold the stick of graphite on a convenient surface -of the chain, and turn the cranks; then dust the -chain to take off any small lumps of the lubricant, -and the wheel is ready to be run. Examine the tires -and valves, see that the tires are not too soft, and inflate -them. See that the valves are in order, then -set the wheel right side up. Replace bell and lantern, -rub off any finger-marks, and the bicycle is -ready.</p> - -<p>If the bicycle has been running for some time, -and in spite of the care bestowed on it, the chain runs -a little heavy, the pedals don’t spin as they should, -or the cranks revolve as often as they might, and -the wheels are sluggish, there is no remedy but to -take down the bicycle, clean it thoroughly, set it up -and adjust it. It will require several hours’ hard -work to do this, combined with a knowledge of machinery -and a knowledge of bicycle working, or else -enterprise, care, and common sense.</p> - -<p>Begin work on a wheel perfectly free, as far as the -outside can be made so, from sand, mud, and grit. -Remove the chain and put it to soak. Have a pan -of kerosene, and place each small part in that to soak, -and any part that has friction surface or is notably -oily or greasy.</p> - -<p>Begin serious work on a pedal, which is small and -easily handled. If the pedal is a removable one, -take it off. If the spindle is stationary, take off the<span class="pagenum" id="Page132">[132]</span> -movable parts, first the nuts or screws, then loosen -the cones, having a box placed underneath to catch -the balls if any should fall out. Support the box -well up under the pedal, as the balls bounce and -jump about. Even if you have had the pedals off -before, and know how it is done, it is well to have -something to catch the balls, as otherwise you must -atone for any mistake by a scramble. Place the balls -in a separate dish of kerosene, and carefully count -them. Wipe the movable parts of the pedals with a -cloth wet in kerosene, and finish with a dry cloth.</p> - -<p>In taking a pedal down, the place of each part -should be carefully noted, so that it may be a simple -matter to replace the parts. If, the first pedal being -now apart, the novice is confused, there is the other -pedal to afford comparison. Study that, then return -the parts of the dismembered pedal to their proper -places, and adjust them. The balls may prove -troublesome; but a screw-driver dipped in vaseline -will pick up any very small balls, and pliers can -manage the larger ones. See that cones and washers -are replaced, then add a few drops of oil, adjusting -the pedal to spin easily without lateral play, and -tighten cones and nuts. Spin the pedal for a final -test, and then begin on the other pedal.</p> - -<p>If after several hours’ work, but one pedal is finished, -if that one pedal is in perfect order, there is -much cause for congratulation. The other pedal -may be done very much more easily and rapidly. -Of course, it takes time to wipe all the balls and -cones, and nuts and screws, and washers and spindles, -and when the pedal is in your hand, a little<span class="pagenum" id="Page133">[133]</span> -time may be spent to give it an extra rub to brighten -its polish. Wipe off any oil that may have shown -in the joints of the bearings, and the pedals are -finished.</p> - -<p>The front wheel should next engage attention. -Take a large wrench, and start the bearing cones, -and take off the nuts at opposite sides of the ends of -the forks. These nuts are screwed on the ends of -the axle, and perhaps have metal washers under them. -Place them in a box by themselves, and if the forks -are notched, there will be nothing to do but to lift -out the wheel. If the ends of the forks have only -eyes, the forks must be sprung to take the wheel out.</p> - -<p>When the wheel is in your hand, avoid letting any -grease or oil touch the tire, for it will injure the -rubber. Now proceed to work on the axles. Support -the wheel on a large, empty wooden box. The -axle is a spindle, and has cones to hold the balls in -against the bearings. The cones must be removed -and cleaned, and the socket of the hub made clean -with an oily cloth followed by a clean one. The -axle’s spindle should be replaced, and the balls and -cones restored to their proper relative positions. -Drop in a little oil, adjust and tighten the cones, -then spring the wheel back between the forks, and -true it; see that it runs even between the forks and -that the cones are keyed up firm and even. Replace -the nuts, and screw up firm. Wipe off any oil that -may have worked out, and spin the wheel to try it. -If it runs long and steadily, and has no lateral play, -and everything is keyed up tight and true, this part -of the work may be considered finished.</p> - -<p><span class="pagenum" id="Page134">[134]</span></p> - -<p>Some prefer to use a little pure graphite for the -balls, and no oil; and again some bicycles are made -without oil-cups. For the first work, oil is safer to -handle; but remember that two or three drops are -enough. Too much is worse than useless, for oil -spreads over a large surface, and will cover all the -surface of the bicycle with a thin film, which will -need to be constantly wiped off.</p> - -<p>The rear wheel may be removed without springing -the frame. Unscrew the adjustment attachment, -and the wheel will come out. Clean the rear wheel -bearings in the same way you have cleaned those of -the front wheel; replace the rear wheel, and put back -the adjusting attachment.</p> - -<p>Give the crank axle the same care and attention -that the wheel axles have received. The pedal -cranks are fastened on either end of the crank axle -in such a way that the dead centre is avoided as much -as possible. The large sprocket-wheel is on the -crank axles, and sometimes not movable. The -cranks are screwed or fastened with pins to the ends -of the axles, and should not be disturbed. Take the -large key-wrench from the kit, and start the bearing -cones. If the crank must come off, see that the nut -on the end of the crank-pin is flush with the end, and -place a piece of wood on it before striking it with a -hammer, as already explained, to start the bolt or -pin. Or if you have some one to help, let a heavy -hammer-head be held under the crank beside the bolt, -at the other end; and the double shock and recoil -from the heavy hammer as the blow is struck will -jar the bolt loose.</p> - -<p><span class="pagenum" id="Page135">[135]</span></p> - -<p>Remove and clean the cones and balls, then replace -and oil them, and adjust the cones tight, ready for -adjustment when the cranks are in place. The only -bearings left to attend to are those in the head of the -frame. Take out the handle-bars, and wipe them -and their socket very carefully; never allow any oil -to remain there. The handles should never be immovably -tight; yet grease, if any were introduced, -would perhaps cause them to slip when they should -remain in place. The crank axle-key usually fits the -cone of the head of the frame, and that may be -treated as any other set of ball bearings—loosened, -removed, cleaned, replaced, oiled, adjusted, and -tightened. Any dust may be removed from inside -the frame-head while the bearings are off.</p> - -<p>When the head bearings have been restored and -the handle-bar replaced, put on the chain and adjust -it. The rear wheel is arranged to move forward or -back on the frame by the adjusting attachment. -This allows the two sprocket-wheels to be placed -nearer together or farther apart, and the chain may -be stretched and held between them to any desired -degree of rigidity or of slackness.</p> - -<p>When the bicycle has been set up, the parts correctly -replaced, before turning it right side up, go over -the entire adjustment of the machine, to see that -nothing has been forgotten. Have wrench and screw-driver -at hand and a clean cloth. Begin with the -bearings of the front wheel. See that the oil is not -working out, and wipe them again. Take the key, -and see that they are true and tight. Apply the -screw-wrench to the nuts of the fork, and see that<span class="pagenum" id="Page136">[136]</span> -they are screwed home. Treat the rear wheel in the -same way, and look that both wheels travel on the -same line or plane; if they do not, it is because the -bearings are out or the frame is bent. Go over the -axle bearing, feel the chain, spin the pedals and -wheels. A well-adjusted wheel will carry the weight -of the valve around quickly and then swing back, -showing how sensitive it is to so small a weight. If -you are satisfied that everything is right, turn the -bicycle right side up, and square the handle-bars. -The only way to do this is to stand in front of the -bicycle, and take the wheel between the knees while -the handles are pulled into place.</p> - -<p>The saddle-post and screw-nuts that hold it should -be examined and removed and carefully wiped, as -well as the socket where they belong. The screw -that holds the saddle-post in place does its work by -friction, and any oil would prevent it from acting -properly, and the saddle would slip. Keep the oil-can -carefully wiped, and see that the little spout has -a clean round hole at the end that will allow only a -drop at a time to escape; for oil travels and spreads -in a marvellous manner, appearing where least expected -or wanted. If there is a hand-brake on the -bicycle, adjusted to alter with the handle-bars, -examine it carefully, and wipe the rods. Oil here -will allow the coupling to slip and the action of the -brake to be impaired.</p> - -<div class="figcenter" id="Fig34"> - -<img src="images/illo217.jpg" alt="" width="600" height="548" /> - -<p class="caption">STRAIGHTENING THE HANDLE-BARS.</p> - -</div><!--figcenter--> - -<p>There are so many things to be carefully observed -and accurately done in this kind of work that mistakes -and omissions may be easily made by the inexperienced; -but there need not be so many blunders,<span class="pagenum" id="Page137">[137]</span> -after all, if one works slowly and observingly, taking -notes, in writing if necessary, as for instance -how far the bearing cones are keyed in when in -place, which is the reverse side of the crank and -pedal pins, if they are interchangeable, or rights and -lefts.</p> - -<p>Screw threads are made rights and lefts, and -threads are made to fit them in the sockets where -they belong. That pedals may not work loose, the -spindles are made right and left, with a reverse screw, -so that forward pedaling drives them tighter. In -the older constructions, the pedal sometimes became -unscrewed and fell off, or the nut fell off and the -pedal loosened. All such matters should be studied -before taking down a machine. Usually the maker’s -catalogue will describe and illustrate these details. -Study that, and learn the names and uses of all the -parts of the bicycle, and then you will be prepared -to go to work by yourself, or with but little assistance.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page138">[138]</span></p> - -<h2><span class="nr"><i>CHAPTER XVI.</i></span><br /> -<span class="name"><i>Where to Keep a Bicycle.</i></span></h2> - -<p>Almost anywhere that a bicycle can stand or hang -will do for a place to keep it; and almost any place -will do to go to work on a bicycle—the roadside, -the lawn (though the grass is worse than a haystack -to lose things in), anywhere, in fact, that may suit -your convenience. The accessories of the bicycle -should have places where they may always be found, -and the bicycle itself should be kept where it will -be undisturbed and where it may be kept free from -finger-marks, dust, and oil.</p> - -<p>With the bicycle should be kept certain conveniences -for handling it—a table or bench fitted conveniently, -frames to hold the wheel for cleaning and -adjusting, a good light to work by, and a place for -the tools that are sure to accumulate. There are -two kinds of workshop for the amateur—the one -that you fit up for yourself, and the one that is fitted -up for you. The amateur with a place well fitted -out likes to add details of home construction, and the -proud owner of a corner cupboard is always anxious -to replace makeshifts. In either case, get the best -you can, and take care of it. Of tools, the best are -always cheapest; but good tools, or tools of any<span class="pagenum" id="Page139">[139]</span> -kind, can become a very expensive luxury. Taste -for the best comes quickly to even the moderately -enthusiastic.</p> - -<p>A bicycle rack room should be light, with plenty -of head room, and conveniently fitted with racks, -shelves, and lockers. Each rack should have its -corresponding shelf-room and pigeon-hole, either -beside it or above and behind it. There is an infinite -variety of racks to select from, from the two -stakes driven into the ground or fastened to the floor, -to the handsomely finished metal racks with joints to -hold the frame at any angle.</p> - -<p>If there is but one bicycle to care for, it is better -to have its rack and shelf and cupboard together—the -rack to hold the bicycle in a proper position, the -shelf for sundry attachments, and the cupboard for -the lamp and extras. Such a bicycle corner can be -made very attractive to look at when everything is -arranged and kept in perfect order. When several -bicycles are to be cared for together, when neatly -set up they make a very pretty showing. If possible, -the rack-room should be separate, set apart for that -purpose, and kept under lock and key; it should be -dry and well lighted, free from frost, and not likely -to be over-heated by direct sun-rays in summer. -The frost is injurious to metal and enamel; and the -sun or too much heat will spoil rubber, and possibly -injure enamel as well.</p> - -<p>An even temperature, not any special degree of -temperature, is requisite; for changes of temperature -cause different degrees of expansion and contraction -in different materials; and as the steel frame, and<span class="pagenum" id="Page140">[140]</span> -the enamel it is covered with, do not expand and -contract in quite the same degree, they will gradually -work loose from each other, and the enamel will -flake or split.</p> - -<p>The rubber tire should be kept out of the sun, and -the place where it stands should be kept very clean, -and no oil allowed about; for oil is injurious to the -rubber, and in case of punctures makes repairing -very difficult, if not impossible. A rubber surface -with even the slightest film of oil will not make a -joint, as the oil prevents the rubber surface and that -of the cement and the article to be repaired from -uniting.</p> - -<p>If the workshop is to be used by more than one -person, each should have a tool-chest and a work-bench -of his own, and each tool-chest provided with -lock and key, and each person with a key to the outer -door. Tools are but the continuation of the individual -brain and will power. What one handles -becomes, while in one’s hand, a part of one’s self, -as it were. Tools, therefore, should be individual -property always, just as scissors and thimble are, -though of course extra tools may be provided for -general work. Every one prefers a good pair of scissors -to a poor pair, and the same preference is likely -to be evinced in the case of other tools. If the -tools are common property, the best will be always -taken, and often not restored to their proper place.</p> - -<p>A bicycle workshop is devoted to metal work, -woodwork, and rubber work. The metal work -should be kept by itself, and the tools used for metal -work only.</p> - -<p><span class="pagenum" id="Page141">[141]</span></p> - -<p>The amateur can commence fitting a shop by setting -up a small deal table and a vise. The table will -do for a work-bench, and one vise will serve for a -beginning; it should be of medium size, quite heavy, -made of wrought iron or cast steel, and capable of -holding a wrench in its jaws, though a less expensive -one could be made to do. A cheap vise, however, is -pretty sure to break if a strain is put upon it; and, -while a good workman could get comparatively good -work out of a poor vise, the poor tool in unskilled -hands would be sure to show its weak place.</p> - -<p>Have a notch cut in the edge of the table to let -the vise back to where there is bearing surface; and -it is well to have it as far in as convenient, for the -weight will thus be supported more steadily. Get a -plumber to cut a section of lead pipe about as long -as the jaws of the vise, and have the piece of pipe -split and flattened. You can do this yourself if you -can handle a saw, and have one that is suitable for -cutting metal; or a jig saw will do, and the lead can -be flattened on a block with a mallet. Screw one of -the flattened pieces of lead into the jaws of the vise, -leaving about an inch to project above; hammer the -projecting part over, and one side of the jaws will -have a lead face that can be taken out. Do the -same with the other piece of lead. Replace them -both, and the vise is fitted with a pair of lead jaw -faces, which will be found most useful.</p> - -<p>The lead being soft, any small metal object may -be held between the jaws without injury, while if -the steel face of the vise came in direct contact with -the metal, a screw for example, the thread might be<span class="pagenum" id="Page142">[142]</span> -bruised; or if the screw were harder than the vise, -the face of the jaws would be marred.</p> - -<p>With a work-table, a vise, and the bicycle kit, a -very fair beginning may be made, and any refractory -small part handled with ease. Even the spindle of -the axles of one of the wheels may be screwed in, -and the bearings removed, while held in this way. -The vise will act as a clamp for holding pieces to be -polished, and it is most useful in taking a pedal or -other small parts down. Above the table should be -a tool-rack, three feet of board ten or twelve inches -wide, with a ledge or shelf nailed along the lower -edge, and a strip of leather or some stiff and pliable -material nailed on in loops to hold the tools. Under -the table should be kept a couple of boxes—wooden -boxes such as canned goods come in will do—one as -a receptacle for oil-cans, kerosene, and cloths, and -the other to use as a frame. The outfit should be -completed by a little bench, and a wooden stool to -sit on when working at the table; for much of the -work about a bicycle may be done while seated comfortably, -and it is always well to save strength when -possible.</p> - -<p>A workshop once started, many little contrivances -suggest themselves for convenient working,—a -nail must be put up for the apron, a corner found -for the working gloves, separate places allotted for -oily cloths and clean ones and for the kerosene. The -bicycle lamp, if an oil-lamp, should have a stand -for trimming and filling, and should be cared for -regularly; the best of lamps will smoke occasionally, -and the soot must not be allowed to fly about.</p> - -<p><span class="pagenum" id="Page143">[143]</span></p> - -<p>From fitting up a bicycle workshop, the transition -is easy to studying accomplishments that may be of use—planning -tours and trips, exercising scientifically -to prepare to enjoy them, studying the construction -and improvement of modern contrivances, learning -the use of map and compass, investigating camping -possibilities, and learning how to depend on limited -resources when cut off from supplies. The simple -appliances and contrivances of the home workshop -lead the mind to appreciation and desire for something -better, more workmanlike. A choice of tools -suggests itself; and from the first assortment of a -couple of wrenches, a few screw-drivers, a hammer, -and a couple of wooden boxes, is finally evolved the -well-furnished amateur workshop.</p> - -<p>The ideal room for this purpose should have a good -north light, with windows on two sides if possible, -and high enough from the floor to allow a work-bench -to be placed in front of the window with the -light falling upon it, and a space of ten inches or a -foot between the lowest part of the window and the -bench; this space to be arranged as a rack for tools. -The windows should open and shut easily, and be -fitted with two kinds of shades, dark green and -white, two pairs of shades to each window, two rolling -up from the lower part, and two down from the -upper part. Nothing is so fatiguing as working by -light not suited to the work to be done. With shades -arranged in this way, light may be perfectly controlled, -and distributed where needed by means of -reflectors. Ventilating and heating, also, must be -arranged for.</p> - -<p><span class="pagenum" id="Page144">[144]</span></p> - -<p>The workshop should have running water, and a -closet for working clothes, which are apt to be oily -or greasy. There should be plenty of shelf-room, -and an extra cupboard or two. The floor should be -of wood, unpainted. There should be a bench for -carpenter work and carpenter tools; a bench for -cabinet-working tools for fine wood-working; a table -for rubber and naphtha; and a long, heavy, narrow -bench fitted with vises of different sizes and patterns; -a table devoted to the blast furnace, a corner -for an anvil and portable forge and another for a -lathe and power-saw, though these may be dispensed -with. The movable furniture may consist of stools -and benches of different heights, and the frames -necessary to take down and handle a bicycle on.</p> - -<p>Metal can be bent, twisted, cut, pressed, elongated, -sawed, stretched, and melted into any shape -desired. The tools adapted to this work may consist -of holding tools, carving tools, molding tools, -and bending tools; and contrivances and tools made -to perform certain work, as screw-driver, etc.</p> - -<p>Cutting tools are knives, saws, files, and chisels, -which perform their work by applied power, whether -controlled directly by the hand or otherwise.</p> - -<p>The metal-working outfit may contain many varieties -of tools.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page145">[145]</span></p> - -<h2><span class="nr"><i>CHAPTER XVII.</i></span><br /> -<span class="name"><i>Tires.</i></span></h2> - -<p>In the older forms of wheel, the tire did duty in -protecting and strengthening the wheel and holding -it together. In the bicycle wheel, the rim is the -strengthening and supporting contrivance. The tire -protects the rim, and acts as a spring cushion as well, -receiving shock and jar. The solid rubber tire was -an advance over the old steel tire on the bone-shaking -machine, as it was called, in the days when the -bicycle was still in its experimental stage.</p> - -<p>The solid tire was narrow, and after a certain -diameter of material was reached, the weight of -rubber became too great if the tire was made larger. -It was found that a certain thickness of material was -sufficient for wear and tear and that more surface -was desired to grip the roadway, and that consequently -the tire should be made lighter. Hose-pipe -was tried, and did well; and then experiment succeeded -experiment in the effort to produce a tire that -would fit, wear well, be light, and give speed and -resiliance.</p> - -<p>A pneumatic tire is made of a tough, hard outer -material to resist wear, a fibrous inner material to -give stiffness and prevent stretching, and an impervious<span class="pagenum" id="Page146">[146]</span> -inner layer to retain the air. Rubber is a -sticky, gummy substance, easily melted at a comparatively -low temperature, and becoming hard -when exposed to the air and moderately low temperature; -it dissolves readily in benzine or gasoline or -naphtha, and is insoluble in water. Grease and oil -have a peculiar disintegrating effect on rubber and -rubber materials, and are most injurious to them. To -prevent rubber substances from adhering to each -other, they are prepared in a particular way, and feel -dry and gritty to the touch.</p> - -<p>Tires are made in layers, and double-tube tires -have a separate inner tube of impervious rubber to -hold the air, and an outer covering of toughened -material, that is quite separate and not necessarily -air-tight, to resist wear.</p> - -<p>The tire must be held immovable on the rim of the -wheel. There is all the pull of the weight of the -moving bicycle against the surface over which it -moves, and the tire must be secured to the rim in -such a way as to keep it forced in place. There are -two methods of fastening it permanently to the rim,—with -cement or other material of that character, so -as to make it a part of the rim, as it were; and by -clamping it fast. A cemented tire, or indeed any -tire of rubber, should never be left in the sun, as the -heat affects the rubber and perhaps the cement.</p> - -<p>Changes of temperature affect different materials -in different degrees, and the different materials expand -and contract, working loose from each other -until something gives way, with apparently inexplicable -results. When two or more different materials<span class="pagenum" id="Page147">[147]</span> -are used in construction in this way, this problem -will always present itself.</p> - -<p>The tire inflated, the impervious inner covering -of the tire tube, which is made of a soft and yielding -substance, fills the interstices in the outer covering, -rendering it air-tight. Should a hard substance then -be introduced into this material, and a puncture occur, -it is necessary to locate the puncture. This is -very difficult to do if the puncture is small, and the -substance that made the hole has been removed. -Ascertain first that the trouble is not with the valve -of the tire if the air is not retained properly. Then -test for puncture in this way. Wet the surface of -the tire, and note the bubbles that form under the -film of water, and the puncture is found.</p> - -<p>The inner surface tire is made to resist the air, and -is usually of pure rubber. The outer covering is for -strength and wear. Rubber may be repaired with -rubber easily enough, and the purer the rubber, the -easier it is to cement it with a cement made of pure -rubber dissolved in a volatile vehicle. Almost any -repair or renovation of the tire may be accomplished -with rubber material, rubber cement to be used for -plugging, and twine or cotton cloth to be used for -strengthening purposes. Small punctures require -only plugging from the inside; tears and rents require -plugging and reinforcing as well. Each make -of tire has its repair-kit and directions for use.</p> - -<p>The single-tube tire, with its inner coat, is so made -that the inner covering will act as a continuous plug. -The soft rubber is compressed, and put on in such a -way that the air pressure, even if a puncture occurs,<span class="pagenum" id="Page148">[148]</span> -will help to close the hole by pressing on all sides -around and about it. To illustrate this principle, -cover the outside of the tube with soft rubber cement, -and let it dry. Then turn the tube inside out. -The rubber will be in an active state of compression. -Force air against the surface, and it is easily seen -how the rubber is crowded if there is any place -made by puncture, and how the hole would be closed.</p> - -<p>Numberless punctures are made and resealed, and -the tire works all right. The puncture that does not -reseal must be plugged or patched. Rubber plugs -are made in all sizes; and rubber cement, liquid -rubber, is put up in collapsible metal tubes, like -paint-tubes, with a pointed spout to introduce the -cement behind and through the puncture. There -are numberless convenient contrivances made to hold -plugs, enlarge holes, and to do the repair work -neatly.</p> - -<p>In mending a puncture, the tire remains on the -wheel, and the work is done from the outside of the -tire. If the hole is very small, it must be enlarged -sufficiently to introduce the plug. The rubber of -the plug is very soft and compressible, and the hole -should be considerably smaller than the shank of the -plug.</p> - -<p>The plug must be held firmly, and forced through -the hole, and held in place while the nose of the -cement-tube is introduced, and a plentiful supply of -liquid rubber smeared over the inside of the hole -around and on the plug, and enough extra cement -added to flow all about the inside of the tire around -the puncture. Pull the plug back by the shank,<span class="pagenum" id="Page149">[149]</span> -allowing the head to rest on the inside of the tire, -and the shank to come back through the hole. Pull -the plug firmly into place by the shank, which should -fit the hole very tight. Cut off the projecting end -of the plug shank, and the repair is made. Turn the -wheel until the plug comes to the lowest point, and -keep it there until the cement gets around the plug. -To smooth a ragged hole before introducing the plug, -when the proper tools are not to be had, a heated -wire may be used to make a round smooth hole. -Rubber may be handled and cut while wet with -water, but must be dry and free from grease to take -cement. Always wet the knife-blade before cutting -the end off the plug; this will ensure a smooth, clean -cut.</p> - -<p>A puncture may be repaired by introducing almost -any material on the inner surface, and holding it in -place; and it is well to know of a few substitutes for -the regular repair-kit for emergency use. Punctures -difficult to locate may be found by inflating the tire -and wetting with soapy water, when a bubble will -form where the air escapes.</p> - -<p>A puncture that goes all the way through the inner -tube of the tire must be repaired on the inside. The -outer covering of the tire is porous, and if the hole -is plugged or patched on the outside, the air will -escape in other directions through the material of the -tire. Failing the repair-kit tools, a rubber plug, -some liquid cement, a piece of string, and a pair of -pliers will do good work. Tie the string to the plug -to keep it from slipping, apply plenty of cement to -the plug, then grasp it with the pliers, and introduce<span class="pagenum" id="Page150">[150]</span> -it through the hole prepared for it in the tire. Pull -the string to pull the plug into place, see that there -is plenty of cement around and about it, inflate the -tire, and the air will hold the plug in place until the -cement hardens.</p> - -<p>The plugs that are supplied are disks of rubber of -different sizes, with stems attached to the centre, -and a nice tool is made for the purpose of punching -the hole in the tire. When a hole is burned, the -charred edges should be removed, and if possible -cleaned with benzine. A tire well patched on the -inside is almost as good as new, and very serviceable, -unless the brake is applied frequently and unevenly, -when the plug is almost sure to feel the push.</p> - -<p>The commercial patch or plug makes the most satisfactory -repair for a puncture, although there are -other things that may be used. Rubber bands may -be pressed into service, and sheet rubber also may be -used. Repair on the roadside is made in the same -way as repair in the workshop, the differences being -in the conveniences for working and the permanency -of the patch. A rent may be repaired with plugs, it -being first stitched together, then the plugs introduced, -and finally a patch cemented on the outside -over the rent to protect the stitches. A puncture -may be repaired with rubber bands held in place on -a wire, covered with cement, and forced into the -hole made in the tire. A piece of wire flattened -on the end, a cross piece with a notch cut in it and -twisted below, makes a fair repair needle. The end -of the projecting rubber cut off, a very fair plug -results.</p> - -<p><span class="pagenum" id="Page151">[151]</span></p> - -<p>Sheet rubber may be placed over the hole on the -inside, though it is difficult to keep it in place. -Twisted up and tied into a plug, or spread into place -on the inside, the difficulty with this repair is that -the patch must be held in place until the cement -hardens, and then is liable to work out of place. -Inner tube tires are repaired with patches of soft -rubber. After the puncture is located, the patch -will retain its place by being pressed against the -inner surface of the tire when inflated.</p> - -<p>To do good work in repairing rubber, always clean -the surface of the rubber material thoroughly, washing -with benzine when possible; and always test a -patch when finished by placing it in water or wetting -it, to ascertain that it is satisfactory. On the road a -puncture may be plugged in any time under five -minutes when located. In the workshop, it is more -convenient to hang the wheel up while making a -patch, as it is more readily held in place when working -from below.</p> - -<p>There are many ways of doing makeshift repairs. -Melted rosin may replace the rubber cement, and -rosin may be found at any tinsmith’s. Melt the -rosin, and dip the rubber in that to make it stick.</p> - -<p>Tire tape may be used in a variety of ways. Find -the puncture, cut strips three or four inches long, -and place them lengthwise on the tire, lapping the -edges at least half way over; then wrap the two thicknesses -of tape round and round the tire, and keep -lapping the tape each time over the last turn to hold -the edge down, making it air-tight. Well put on, -tire tape will last for many miles. The tire should<span class="pagenum" id="Page152">[152]</span> -be partly inflated while the tape is being put on, and -fully inflated when it is all on. Force more air into -the tire to cause the tape to grip securely. Such repair, -though not permanent, may prove serviceable -in emergency.</p> - -<p>A simple and effective substitute for the rubber -plug is absorbent cotton or jeweller’s cotton, well -dipped in cement, and the cement worked into the -cotton. Quite a large puncture may be repaired with -this, and the hole need not be enlarged or burnt to -receive it, as the soft mass of cotton fills the irregularities -in the puncture. It may be introduced into -the puncture either with an ordinary repair tool or -a piece of twisted wire. The tire is held on the rim -by cement made of shellac or some other equally -good cementing substance. Of course, in using a -cotton plug, the greatest mass of the cotton should -be on the inside of the tire, leaving a stem in the -puncture, and then the outside ends should be -trimmed off.</p> - -<p>The tire may be readily removed with the hands -by pulling at right angles with the wheel. Rubber -cement may be made by dissolving perfectly pure -rubber in naphtha; but the commercial cement is -usually found the cheapest in the end.</p> - -<p>If you should be so unfortunate as to break down, -what are the problems you must meet? The bicycle -is made of different materials—iron, metal, steel, -wood, rubber, and leather, and each different material -requires a different kind of treatment. The -general idea in any kind of repairs is to effect the holding -of the parts in position with a material that will<span class="pagenum" id="Page153">[153]</span> -supply strength and stiffness. The use of glue or cement -is merely to hold parts in position, to replace the -fractured pieces and keep them in place, to enable -the particular part to do its duty, and to keep the -piece in place while the cement hardens.</p> - -<p>There is room for great ingenuity in handling repair -work and in estimating the available resources. -The most common accident is a puncture in a pneumatic -tire. There are also repairs to be considered -to the wooden rims and the spokes and the tubing -and lost or broken parts. A great deal of damage -could occur in a collision, and the bicycle be in very -poor shape, but it can be set right with a little assistance -from a mechanic, even though he does not understand -the mechanism of a bicycle.</p> - -<p>Suppose nothing to be injured except a piece of -the supporting tubing; or that the bicycle could be -made to go if the rim were spliced or strengthened -at a place where it has been split. A temporary -repair usually takes considerable time, and should -never be attempted unless there is nothing else to -be done. A blacksmith shop, unless the smith is -very ingenious, is not a very good place to look for -assistance; a plumber or tinsmith or locksmith, -unless a bicyclist, can help but little. For a broken -rim I would betake me to a carpenter shop or carriage -maker’s. If the break is in a straight piece -of tube, get the carpenter to make a round stick, -not as long as the broken tube, and fit it to the -inside, to slip in easily. Hardware stores keep -round wooden rods, and perhaps one of these would -answer. Push the round stick up into the tube, and,<span class="pagenum" id="Page154">[154]</span> -holding the parts in place, let it slip down into the -other part of the break; this will keep the ends of the -break together. Then get the carpenter to take two -blocks of wood, hollow them out to hold the tube, -and screw them fast together, holding the tube -between them. If he has an auger-bit the size of -the tubing, he can easily bore a hole in a block the -size of the tube; then have this block cut in two with -the saw, leaving the hole cut in half, and screw the -pieces together after they are placed on the broken -part. The same kind of a repair may be made on -the angles of the frame if the blocks are hollowed to -fit. This makes an unsightly job, but can be recommended -as strong and safe when properly done.</p> - -<p>A broken spoke may be repaired, if it cannot be -replaced, by bending the ends of the broken parts -into loops; then, taking a piece of wire through both -loops, fasten it together, and tighten by screwing it -up.</p> - -<p>A wooden rim may be whipped or wound. The -tire must be deflated first, and removed from the rim -at the broken place; then wind fine wire or fish-line -about the place, after filling the break with glue or -shellac. In wrapping, take care that the turns are -made very smooth and even, and close to each other. -Then the tire may be cemented and inflated. Of -course, there will be a lumpy place on the rim, but -it will do until the rim can be replaced.</p> - -<p>Any bolt that has lost its nut, when the nut cannot -be replaced, may be held by hammering a burr on -the end. If the end is too long, a piece may be cut -or filed off, and a burr hammered down to hold.</p> - -<p><span class="pagenum" id="Page155">[155]</span></p> - -<p>A bicycle cannot travel easily if the frame has been -bent out of true; and to straighten a bent frame is -an easy matter. Take out wheels, saddle, and handle-bars, -and use a piece of broom-handle to spring the -frame into true; or take a stout cord, fasten it to -either end of the part to be straightened, insert a -stick, and wind the cord up tight.</p> - -<p>There are three things to take into consideration -when doing repair work: First, finding out what is -to be done, then doing it, then seeing that it has -been done right.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page156">[156]</span></p> - -<h2><span class="nr"><i>CHAPTER XVIII.</i></span><br /> -<span class="name"><i>Mechanics of Bicycling.</i></span></h2> - -<p>All applied mechanical power is the application -of lever movement (and lever movement is but the -effect of applied power), either simple, compound, or -complex.</p> - -<p>In the bicycle propelled by human power, we have -a series of lever movements, initiated and executed -by the highest and most effective mechanism known—the -human body, applied human power. There is -the seat of power, the point of application, and the -object. The bicycle or object is so constructed that -it continues the application of power applied.</p> - -<p>The lever is described as “a bar or other rigid instrument -having a fixed point for the exercise of -power and the application of power to the object to -be moved.” The series of lever movements in the -human body is the most wonderful known.</p> - -<p>There are three varieties of levers, of three different -degrees of efficiency, known as levers of the first, -second, and third classes, or orders, of levers.</p> - -<p>In the lever of the first class, the fulcrum is -between the weight and the power:<span class="nowrap padl1">P<span class="padl2 padr2">F</span>W.</span></p> - -<p><span class="pagenum" id="Page157">[157]</span></p> - -<p>In the lever of the second class the fulcrum is opposite -to the power: <span class="horsplit"><span class="top">P<span class="padl1 padr2">W</span></span> -<span class="bot rght"><span class="padl5">F</span></span></span>.</p> - -<p>In the lever of the third class the fulcrum is opposite -to the weight: <span class="horsplit"><span class="top"><span class="padl2 padr1">P</span>W</span> -<span class="bot lft"><span class="padr4">F</span></span></span>.</p> - -<p>These different powers of levers are used in combination, -and produce a great variety of power effects -and applications.</p> - -<p>Other factors to note are:</p> - -<p>That a body in motion persists in maintaining its -direction unless other forces intervene.</p> - -<p>That the gyroscope overcomes the force of gravity -while rapidly revolving.</p> - -<p>That a body set in motion tends to move in a -straight line.</p> - -<p>That the centre of gravity must be maintained by -balance if disturbed or shifted.</p> - -<p>That force is the cause of a change in the velocity -or direction of motion of a body.</p> - -<p>That all alterations of velocity take place gradually -and continuously.</p> - -<p>That centripetal force and centrifugal force are -force directed by radial action.</p> - -<p>That the air offers resistance, which increases -when the air is in motion.</p> - -<p>That friction offers resistance to power.</p> - -<p>That the smaller the surface presented, the less -friction there is to resist.</p> - -<p>That resistance must be overcome by power expended -for the purpose.</p> - -<p>That the base of the bicycle is practically without<span class="pagenum" id="Page158">[158]</span> -width, and is usually about from forty-two to forty-four -inches long.</p> - -<p>That the direction of the base may be changed at -will within certain limits.</p> - -<p>That the bicycle will fall unless prevented from -doing so.</p> - -<p>That to prevent a bicycle from falling, or to maintain -a bicycle on its base, it is necessary to balance it.</p> - -<p>That the constant effort to maintain the bicycle -upright upon its base is on account of the motion of -the different opposing forces.</p> - -<p>The bicycle is constructed to overcome the resisting -forces in different ways, supplying as many -forces as can be made available to accomplish a particular -purpose, permitting a certain choice and discrimination -in the matter.</p> - -<p>The bicycle has one weight-carrying wheel and a -frame and a pivoted wheel. The driving power is -applied to the weight-carrying wheel, and the steering -is done with the pivoted wheel. The bicycle -remains upright because several forces co-operate to -enable it to maintain its plane, change direction, and -overcome certain resisting and opposing forces.</p> - -<p>A bicyclist is propelled at a sufficient velocity to -maintain the plane of movement. By altering the -centre of gravity, inclining one way or the other, -change of direction may be made.</p> - -<p>The front or guiding wheel of the bicycle, being -controlled by the different angles of resistance it presents -to the surface it rotates upon, and not being -immovably fixed, can pivot to a plane corresponding -to a plane of least resistance. After a little momentum<span class="pagenum" id="Page159">[159]</span> -is attained, a bicycle will maintain its speed -with but little assistance of power, unless it is accidentally -obstructed, or an increase of grade requires -an increase of power.</p> - -<p>The frame of a bicycle is a compound lever, combining -the second and third orders. The wheels are -a compound lever of the second and third orders. -The fork and handles a lever of the second order.</p> - -<p>The forks and handle-bars are set at an angle with -the front wheel, thus conveying the touch on the -ground or other surface to the pivot head and the -hands.</p> - -<p>A moving body tends to pursue its direction. A -wheel loses its power to change its direction after -passing the point of friction. With the forks at this -angle, the blow is felt, and change of direction -caused by an obstacle conveyed; but the wheel has -still some power to maintain its plane from friction, -and is steadied by its head. The motion of swaying -is conveyed and overcome at the tire base. If the -pivot were directly over the tire base, the swing -would be given to the wheel; and the tire, having -passed its point of friction, would continue to swing. -If the head were pivoted on a point, there would be -no side friction on the rim; because it is pivoted -at an incline, the friction base is increased in proportion, -and the wheel, steadied in itself, is easily -controlled by an increased line of friction or by -prolonging the time from the point of contact.</p> - -<p>A body in motion persists in maintaining its plane -of motion unless additional forces intervene. The -occurrence of these forces is detrimental and frequent,<span class="pagenum" id="Page160">[160]</span> -requiring a continuous swing of the guiding wheel -either by the hands or by balance. The direction of -the base line is continually changed, as it were, -broadening the base line. The weight must incline -with the front wheel, and the front wheel will support -it. If inclined away from the direction of the -front wheel, the weight becomes the long arm of the -lever, exerting weight against weight at the base of -the bicycle, there being no opposing force. The -front wheel being turned away, the bicycle falls or -slips over.</p> - -<p>With the fork at this angle the wheel is inclined, -the frame held on the wheel at this angle, as the -wheel is turned sideways, it gradually brings the -centre directly over the axles, raising the front end -of the frame up. This pressure or leverage from -the frame tends to keep the wheel straight in the -line of least resistance. In turning, the wheel must -lift the weight, and push it up; and this factor -greatly adds to the steadiness of direction.</p> - -<p>A bicycle with the steering wheel held fast will -maintain its plane so long as its momentum is not -overcome. With the steering wheel the plane of -movement may be regained after each opposition, -provided the proportionate amount of power is -expended.</p> - -<p>The radius of a wheel is the long arm of a lever; -the pedal crank is the short arm of the lever, though -its length may exceed that of the radius of the -wheel.</p> - -<p>Power and speed are interchangeable. The shorter -the arm of the crank, the greater the weight required<span class="pagenum" id="Page161">[161]</span> -to balance the long arm at the rim of the wheel (an -imaginary line). If the pedal crank is lengthened, -it will require less power to move it. At the same -time the foot, following the crank, describes a larger -circle for the distance travelled by the rear wheel. -The crank lengthened, the power is diminished, demanding -increased exertion to follow it, the foot -travelling at a rate determined by the distance to be -traversed.</p> - -<p>When the hub rests on the axle of the wheel, there -is considerable friction to overcome in the entire -length of the hub, the friction, or ability of the -wheel to turn, depending on the amount of axle surface. -The axle, therefore, becomes heated when -the air cannot readily reach the surface to convey -away the heat generated by friction.</p> - -<p>Weight may be balanced and supported on a point; -when weight rests on a sphere, only a point supports -weight. By surrounding the axle with balls, the -weight is taken from point to point on each ball, -and a circulation of air allowed. The weight, -carried from ball to ball, gives the advantage of a -larger cooling surface in a confined space, while the -weight and friction are applied directly to a very -limited area. Each ball is also an axle in itself, and -carries the weight, and passes it on to the next ball. -The balls act as lubricators, preventing the moving -surfaces from contact.</p> - -<p>The problem of speed produced by power means -that speed is obtained at the expense of power expended. -The relative size of the sprocket-wheels -determines the relative speed of the cranks and rear<span class="pagenum" id="Page162">[162]</span> -wheel. To get the greatest speed with the least -power possible means diminished friction and lessened -weight. The band or chain complies mechanically -with these requirements, permitting a certain -amount of play, which lessens the danger of sudden -strains and jars, and supplies the power to the rear -wheel with the least possible loss by friction.</p> - -<table class="gearing" summary="Gearing"> - -<tr> -<th>Gear</th> -<th>63</th> -<th>72</th> -<th>76</th> -<th>80</th> -</tr> - -<tr> -<td class="descr">6<sup>1</sup>⁄<sub>2</sub> crank proportion</td> -<td class="data">4<sup>11</sup>⁄<sub>13</sub> to 1</td> -<td class="data"><sup>5</sup>⁄<sub>13</sub> to 1</td> -<td class="data">5<sup>11</sup>⁄<sub>13</sub> to 1</td> -<td class="data">6<sup>2</sup>⁄<sub>13</sub> to 1</td> -</tr> - -<tr> -<td class="descr">8 crank proportion</td> -<td class="data">3<sup>15</sup>⁄<sub>16</sub> to 1</td> -<td class="data">44<sup>1</sup>⁄<sub>2</sub> to 1</td> -<td class="data">33<sup>3</sup>⁄<sub>4</sub> to 1</td> -<td class="data">5 to 1</td> -</tr> - -<tr> -<td class="descr">6<sup>1</sup>⁄<sub>2</sub> crank pressure</td> -<td class="data">4.85</td> -<td class="data">5.54</td> -<td class="data">5.85</td> -<td class="data">6.15</td> -</tr> - -<tr> -<td class="descr">8 crank pressure</td> -<td class="data">3.37</td> -<td class="data">3.84</td> -<td class="data">4.5 </td> -<td class="data">5.00</td> -</tr> - -<tr> -<td class="descr">6<sup>1</sup>⁄<sub>2</sub> crank ground covered by large wheel</td> -<td class="data">16 ft.</td> -<td class="data">19 ft.</td> -<td class="data">20 ft.</td> -<td class="data">21 ft.</td> -</tr> - -<tr> -<td class="descr">8 crank ground covered by large wheel</td> -<td class="data">16 ft.</td> -<td class="data">19 ft.</td> -<td class="data">20 ft.</td> -<td class="data">21 ft.</td> -</tr> - -<tr> -<td class="descr">6<sup>1</sup>⁄<sub>2</sub> crank ground covered by pedal</td> -<td colspan="2" class="data">40.84 inches</td> -<td rowspan="2" colspan="2"> </td> -</tr> - -<tr> -<td class="descr">8 crank ground covered by pedal</td> -<td colspan="2" class="data">50.26 inches</td> -</tr> - -</table> - -<p class="center fsize90">“<i>Scientific American Supplement, No. 1025</i>,” August 24, 1895.</p> - -<p class="blankbefore75">Rating wheel by the amount of progression for -each turn of the crank (pedal), the following table, -compiled by Henry Starkweather, will be found of -advantage:</p> - -<table class="ratios" summary="Ratios"> - -<tr> -<th rowspan="2">No. teeth in large<br />Sprocket.</th> -<th colspan="4">26 in. wheel.</th> -</tr> - -<tr> -<th colspan="4">No. teeth in<br />small sprocket.</th> -</tr> - -<tr> -<th> </th> -<th>6</th> -<th>7</th> -<th>8</th> -<th>9</th> -</tr> - -<tr> -<td>18</td> -<td>20 ft</td> -<td>17 ft</td> -<td>15 ft</td> -<td>13 ft</td> -</tr> - -<tr> -<td>19</td> -<td>21 ft</td> -<td>18 ft</td> -<td>16 ft</td> -<td>14 ft</td> -</tr> - -<tr> -<td>20</td> -<td>22 ft</td> -<td>19 ft</td> -<td>17 ft</td> -<td>15 ft</td> -</tr> - -<tr> -<th> </th> -<th colspan="4">28 inch wheel.</th> -</tr> - -<tr> -<td>18</td> -<td>22 ft</td> -<td>19 ft</td> -<td>16 ft</td> -<td>14 ft</td> -</tr> - -<tr> -<td>19</td> -<td>23 ft</td> -<td>20 ft</td> -<td>17 ft</td> -<td>15 ft</td> -</tr> - -<tr> -<td>20</td> -<td>24 ft</td> -<td>21 ft</td> -<td>18 ft</td> -<td>16 ft</td> -</tr> - -</table> - -<p>The following table, from the New York <i>Evening -Post</i>, shows the gear according to the number of -teeth on large and small sprocket-wheels:</p> - -<p><span class="pagenum" id="Page163">[163]</span></p> - -<table class="sprockets" summary="Sprockets"> - -<tr> -<th rowspan="2">Sprockets<br />on pedal crank.</th> -<th colspan="4">28 in. wheel</th> -</tr> - -<tr> -<th colspan="4">Sprockets<br />on rear wheel.</th> -</tr> - -<tr> -<th> </th> -<th>7</th> -<th colspan="2">8</th> -<th>9</th> -</tr> - -<tr> -<td>17</td> -<td>68</td> -<td class="double right">59</td> -<td class="double left"><sup>1</sup>⁄<sub>2</sub></td> -<td>53</td> -</tr> - -<tr> -<td>18</td> -<td>72</td> -<td class="double right">63</td> -<td> </td> -<td>56</td> -</tr> - -<tr> -<td>19</td> -<td>76</td> -<td class="double right">66</td> -<td class="double left"><sup>1</sup>⁄<sub>2</sub></td> -<td>59</td> -</tr> - -<tr> -<td>20</td> -<td>80</td> -<td class="double right">70</td> -<td> </td> -<td>62</td> -</tr> - -<tr> -<td>21</td> -<td>84</td> -<td class="double right">73</td> -<td class="double left"><sup>1</sup>⁄<sub>2</sub></td> -<td>65</td> -</tr> - -</table> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page164">[164]</span></p> - -<h2><span class="nr"><i>CHAPTER XIX.</i></span><br /> -<span class="name"><i>Adjustment.</i></span></h2> - -<p>In bicycling, the word “adjustment” means much, -for the movable parts of the bicycle must be adjusted -to suit the requirements of the individual bicyclist, -and the mechanical parts of the bicycle’s construction -adjusted so that they will work together -properly.</p> - -<p>In a machine properly adjusted, the chain and -other gear should run smoothly, the chain be neither -too tight nor too loose, and the sprocket-wheels -exactly in line. The bicycle wheels should run true -and be exactly in line with the frame, and the rear -wheel follow the identical plane of the front wheel -when in place. The frame should be true and square -at all points, and should be examined and tested -always after the machine has been travelling by rail -or has had a fall. The bearings in all parts of the -machine should have their cone-caps in place and so -screwed and keyed that the balls run easily without -perceptible play. Nuts and washers should all be in -place and screwed home. The handle-bar should be -tight and square with the front wheel, but only tight -enough to turn the wheel on a good surface, not so -tight as to prevent it from turning easily if the<span class="pagenum" id="Page165">[165]</span> -wheel is caught or held. The proper adjustment for -position has to do with the frame, wheel-base, length -of crank, height and position of saddle; the curve, -width, height, and general adjustment of the handle-bar; -the size and number of teeth on the sprocket-wheels, -which determines the gear; and the weight, -construction, and inflation of the tire.</p> - -<p>The saddle is one of the most important, if not the -most important, part of the bicycle to study, as it -should provide the fulcrum to work from. Any saddle -may be adjusted to be comfortable, but saddles -seldom remain comfortable after being adjusted. -The saddle should be hard enough to act as a fulcrum -and should not give or spring under work, for -power is lost on each stroke that presses down on a -soft saddle; it should also permit of change of position -without readjustment, unless it is intended for -racing purposes, for the bicyclist should be able to -speed, climb, or coast on a saddle properly constructed -for general purposes. Each of these different -kinds of bicycle work requires a different application -of muscular power, and the saddle should permit -of a readjustment of position that will at least -accommodate the altered tendency caused by a -shifted centre of gravity in grade work.</p> - -<p>Every individual is differently proportioned, with -differing lever lengths and lever power. If people -differently proportioned find the same adjustment -possible, it would be for the reason, not that their -different requirements average the same, but that -the average of their different requirements is the -same. A higher gear means greater resistance; a<span class="pagenum" id="Page166">[166]</span> -lengthened crank causes the foot to travel in a larger -circle while gaining in increased leverage in the -lengthened arm.</p> - -<p>In determining the proper proportion of crank -length and gear, it may be calculated that the same -amount of resistance may be overcome by using a -higher gear and longer crank as by using a lower -gear and shorter crank, the difference being in the -rapidity of the stroke necessary to cover a given distance -in a certain length of time. This adjustment -may be considered equivalent to length of pace and -rapidity of pace in walking. It is well to have crank -and gear selected by some one sufficiently experienced -to make an intelligent choice.</p> - -<p>In the lever action of the leg, working the bicycle -crank, care should be taken to prevent waste of -power in carrying the foot back and behind, rendering -the lever movement useless behind the line where -the power may be made to tell. This loss will occur -when the saddle is placed too far forward. The -foot in returning should supply the pull, and lift with -a push-back. The power here gained cannot compensate -for power lost on the forward and down -thrust, and the saddle should be placed far enough -back to permit of the full power of the forward push -and downward thrust. The knee should never fully -extend when the pedal is pushed to the point where -it is furthest from you, for if it is, there is danger in -hill-climbing of straining the knee as well as the tendons -and muscles of the back of the leg.</p> - -<p>The handle-bars should be adapted to the work to -be done, whether racing, touring, or ordinary.<span class="pagenum" id="Page167">[167]</span> -They certainly should not be high enough to prevent -them from taking part of the weight of the body, nor -so low as to cramp any portion of the trunk.</p> - -<p>Fatigue, with its various manifestations, cramp, -stiffness, and numbness, comes from too long a -period of work without change of position. For this -reason different muscular combinations should be -called to do the same work, or different work should -be done with unused muscular combinations, permitting -rest or partial rest to muscles that have been -taxed.</p> - -<p>A bicycle should be fitted with adjustable handle-bar -and saddle-post, and in case of fatigue or cramp, -a slight change in the adjustment will reduce the -tendency at once. Travelling should be done with -as little weight on the saddle as possible, working on -the pedals and resting on the handles. But when it -comes to climbing, the push must be located from a -fulcrum, and that fulcrum must be the saddle. All -weight must be removed from the handles, and the -wheel ridden by balance.</p> - -<p>A hill should be coasted with the weight all on the -saddle, the feet supported, and the handles held firmly -and lightly, a proper average position for continuous -work being, however, maintained. To carry -weight forward, the weight should be forward of the -centre of gravity, and the hands dropped.</p> - -<p>The question of handle-bars, with the reason of -their many varying curves, may pertinently be discussed -here. The bar is a pair of levers finding a -common fulcrum in the head or centre bar, and the -difference in curve has to do with the distribution of<span class="pagenum" id="Page168">[168]</span> -weight and the touch best suited to control the bicycle -according to position and individual balance -and lever power. A distribution of weight and -leverage may be made without altering the wheel -base by the use of a different pattern of bar that -seems to suit the individual touch.</p> - -<p>To analyze the curves in a handle-bar, and their -different lever values, would be difficult. Preference -has much to do with it, and this may be accounted -for by the different steering touch of the -differently adjusted bars. The forward drop should -never be so great that the face cannot be lifted easily -and the eyes always able to see up and ahead.</p> - -<p>In the tire we look for elasticity, and the amount -of air it contains has much to do with the comfort of -the rider and the speed of the wheel. Soft tires are -adapted for a rough or stony road. The soft tire may -wear out a little sooner, but the extra wear is fully -compensated by the gain in lessened shock and apparent -improvement of wheeling surface. A very -hard tire is not necessarily made of rubber. The -advantage of the rubber tire is its elasticity, which -should come between the fulcrum and the power.</p> - -<p>To attain a proper position and its equivalent adjustment, -first have the saddle as nearly right as -possible so that you can work comfortably; then have -the handles and the height of the bar tested, working -on these until you can determine if the saddle is too -far forward or too far back. Then change the height -of the bars to suit the saddle.</p> - -<p>Next attend to gear. Find if with comfort you -could exert more pressure on the pedals. If so, have<span class="pagenum" id="Page169">[169]</span> -the gear increased. If there is cramp in the foot, or -the foot feels strained, have the length of crank -changed. If the foot is long in proportion to the -other lever lengths, lengthen the crank to permit of -freer instep play; or have it shortened to relieve a -strained feeling in the foot. The crank length may -be changed to relieve either cramp or strain in the -leg and thigh until the pressure and length are arranged -to suit the natural step or pace.</p> - -<p>While these adjustments are in progress—and it -may take months to determine them—the shoe may -cause discomfort. The slightest pressure, a shoe too -tight or ill-fitting, would be responsible for much -more discomfort than could possibly be caused by -either crank or gear. Waist-bands, or any pressure -on the trunk, will cause numbness of the foot; and -a saddle of imperfect construction or wrong adjustment -would be responsible for the same evils—unequal -pressure and unequal strains and overcharged -blood-vessels, with their accompanying discomforts -of cramp, fatigue, numbness, and more permanent -disorders.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page170">[170]</span></p> - -<h2><span class="nr"><i>CHAPTER XX.</i></span><br /> -<span class="name"><i>Exercise.</i></span></h2> - -<p>How shall be determined the proper amount of -exercise for any individual? The human body is -constructed for use, and will suffer from want of use, -rust out, as it were; and it will suffer from over-use -if any one set of muscles or any one supply of nerve -power is overtaxed.</p> - -<p>Exercise, in some form, is necessary for every -one; work is necessary; recreation is necessary. -Rest is to recreate, to renew. The food that we eat -is digested and made into blood; the blood flows -through the system of tissues, depositing building -material and taking up waste matter. The arterial -system, physiologists tell us, supplies the new material; -the venous system takes up the waste material, -returning the blood to the heart, after which the -fresh air comes in contact with the blood in the lungs, -and is aerated and oxygenated, and waste material -given off. The heart pumps the blood through the -arterial and venous systems. When we move or -work, more blood is needed, and the heart pumps -harder. When little or no exercise is taken, the heart -loses its vigor from want of use; and it may be -strained if overtaxed.</p> - -<p><span class="pagenum" id="Page171">[171]</span></p> - -<p>Brain power and nerve power depend on the blood -supply for renewal of their tissue. Any organ or -any combination of organs and muscles, when exercised, -give off their accumulated material, and then, -after a limit of assimilation is reached, the products -are reabsorbed. The materials properly accumulate -only when needed.</p> - -<p>These facts bring to our notice three conditions—a -condition of atrophy, or too little use; a perfect -condition of equilibrium of forces; and a condition -of strain from over-work. In the condition of equilibrium -or perfect health, the brain is active and the -muscular tissue under perfect control. The mind -can receive impressions, and can convey them at -will; and the muscles obey without difficulty and -without fatigue, because of the great existing power -of resistance. On the power to resist fatigue depends -the power of prolonging exertion.</p> - -<p>In exercising we exert our powers, and if from -lack of use or other cause our amount of stored -energy is small, exercise for even a very short period -will produce a condition which makes rest absolutely -necessary. Muscles must be gradually accustomed -to work; and if work is prolonged beyond the point -where exercise is beneficial, a state of tension and -exhaustion ensues which can be remedied only by -rest prolonged enough to allow the system to recuperate. -Where the tissues, from disuse, have come -to have little resistance value, a very gradual and -persistent course of exercise must be determined -upon, for unaccustomed muscles are quickly -fatigued, and the subsequent rest they require may<span class="pagenum" id="Page172">[172]</span> -seem out of proportion to the work done. This condition -of affairs is discouraging when not understood; -yet there can be no different result except -in degree; and in degree must the condition be -changed and the tissues gradually renewed. If -there is but little power stored, only little may be -used until the power of assimilation is established.</p> - -<p>The thin woman is benefited by bicycling; the -liver works better, the food digests better. The -stout woman is benefited, for the exercise hardens -and condenses the flesh. The average healthy woman -is kept in the best of health by the exercise and -plenty of pure, fresh air. For the sedentary, the -undeveloped, and the insufficiently nourished, the -bicycle seems to work wonders. All the powers -are accelerated and a general renewing of tissues -takes place. The organs of digestion are stimulated -and do better work, the appetite improves, the complexion -brightens, and the mind responds readily. -But people of either of these classes should be careful -not to prolong exercise until loss of appetite is -brought about; for the exercise should tend to increase, -not to decrease, the desire for food and -power of assimilation.</p> - -<p>Baths should be taken in moderation, the skin being -kept in free, healthy condition by dry rubs and -tepid baths until the system is brought to the state -where the cold bath can be used beneficially. The -diet should be generous and wholesome, and care -should be taken to avoid food that does not digest -easily. Sufficient clothing should be worn but not -too much, and all exercise should be avoided that<span class="pagenum" id="Page173">[173]</span> -might produce very copious perspiration. Only a -healthy activity of the skin should be induced, and -plenty of water drunk.</p> - -<p>Do not work nervously. Go to work gently, and -save your energies to make the wheels go around. -A thin person can remain thin and a fat person remain -fat while exercising assiduously if the exercise -is not properly directed.</p> - -<p>To overcome fat, persistent, systematic, and regular -exercise is needed, and attention to diet must be -considered essential. For the food consumed produces -certain results; and if the system selects and -digests most readily the fat-producing elements, -their amount should be curtailed, and a diet of good -working quality chosen. Fat is burned in producing -heat; but if the same amount of fat-producing elements -are again taken into the system, the same -amount of fat results. The fat-producing tendency -must be overcome, and the fat already accumulated -consumed, until a good healthy average of tissue is -produced and maintained.</p> - -<p>Tea and coffee are not foods; they retard the assimilation -of tissue, and must be eliminated from -the diet of the weight-reducer. Sugar and starch—the -latter when eaten is converted into sugar—are -heat-producing foods, first forming fats which are -used as energy-producing material. Persons wishing -to reduce weight, therefore, must manufacture, not -so much fat, but bone and sinew. To produce these, -nitrogenous foods must be eaten. Fat consists -largely of water; and heavy work, like hill-climbing, -which induces free perspiration, is desirable. But<span class="pagenum" id="Page174">[174]</span> -any one wishing to seriously undertake weight-reduction -should learn to enjoy bicycling for itself before -attempting this application of the exercise.</p> - -<p>Excess of fat produces physical laziness, which is -hard to overcome; and stout persons, after exercise, -crave fat-producing elements of food to reduce the -tissue consumed. A taste seems to develop for sweet -stuff and mild stimulants, and it is difficult to refrain -from indulging it. Stout people are apt to believe, -also, that they cannot endure exercise. They cannot -comfortably, and must work with care until they are -in a fair state of balance, where exercise ceases to -fatigue, before attempting anything like scientific -weight-reducing. Sufficient exercise regularly taken, -proper diet persistently selected, will finally -have the desired effect.</p> - -<p>Exercise sufficiently to produce good, thorough -perspiration; take a bath and rub down, and put on -fresh clothing; avoid tea and coffee, sugar and ice -cream, dessert and pastry.</p> - -<p>For those in health and in the habit of exercising -regularly, there are only the dangers of the sport to -avoid while enjoying its pleasures and benefits.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page175">[175]</span></p> - -<h2><span class="nr"><i>CHAPTER XXI.</i></span><br /> -<span class="name"><i>Training.</i></span></h2> - -<p>If you intend a fifty-mile or a week’s trip awheel, -it will be very necessary to accustom yourself to the -work before attempting a distance you have not yet -covered. Suppose, though your muscles are unaccustomed -to long-continued exercise, that you know -how to wheel a bicycle and are anxious to go with -your friends. They perhaps wheel for an hour or -two hours daily, or for several hours twice a week. -They are afraid to take you with them; and you feel -sure that you can go as far as they do, and at the -same rate of speed.</p> - -<p>You must make your opportunity and prove your -ability. Suppose you can wheel for half an hour -without fatigue. Wheel that half-hour every day -the weather permits; know your distance and your -road; and then practise increasing speed, that is, do -your distance in less than the half-hour without -hurry. Start slowly, and keep the pace until you -get your breathing apparatus steady; then ride faster, -and maintain that pace; and so on, in increasing -ratio. If you have been in the habit of covering -your distance in five minutes under the half-hour, -next time add that distance to your spin, and do it<span class="pagenum" id="Page176">[176]</span> -in your limit time. When you easily do five miles -in half an hour on the road, add a mile or more for -the next two or three spins; then do not wheel for -one day; the next day wheel twice the distance, -wheel eight miles, and rest a day. Then double -your distance again. If you cannot do this without -feeling the effects seriously, go back to where you -made your greatest distance with ease, and start -from that point again.</p> - -<p>Keep a careful record of your outings, dates, wind, -sun, time of day, and humidity. The latter is very -important, for on a hot, dry day, greater distance -can be done with safety than when evaporation is -slow. Consider all the conditions when you find -that you are fatigued, and decide if the trouble is -with yourself or with the weather. Do not start for -at least an hour after eating, and always rest after -exercise before taking a meal. Observing these directions, -you will soon find that you are making very -fair progress, that your confidence is assured, and -that you have acquired a certain amount of endurance, -and can attempt any reasonable distance.</p> - -<p>Exercise transforms, making the inactive capable -of performing work and of enjoying opportunities -for using their newly discovered powers. The weak -are strengthened; the strong retain and renew their -stores of strength; the young are symmetrically developed, -and the older remain supple and active. -Exercise preserves and develops all parts of the organism -that are capable of performing work. Exercise -is work, muscular work; and in working the -muscles, all the tissues become readjusted, and all<span class="pagenum" id="Page177">[177]</span> -materials and accumulations tending to hinder -movement are diminished in quantity and equalized -in distribution.</p> - -<p>Ease of movement and a state of muscular inactivity -are incompatible. To be active, one must work; -and the whole organism will respond, and adjust itself -to the conditions imposed by occupation and -manner of living. The complicated mechanisms -and intricate processes of the human body adapt -themselves to required conditions; it is only necessary -to determine what those conditions shall be to -produce certain results.</p> - -<p>It is difficult for some to overcome the tendency -to a state of inactivity; and there are others to whom -even the contemplation of repose is distasteful. -The physiological effects produced by exercise differ -in different individuals, active persons and those -not in the habit of doing muscular work being very -differently affected. For exercise, of whatever kind, -is muscular work, and “muscular work tends to modify -the nutrition of all motor organs and to give them -a structure favorable for the performance of work.”</p> - -<p>All muscular work is done through the contractile -power of the muscles. By use the fibres become -freed from fat and other accumulations, the muscles -increase in size, the contractile power becomes greater, -and the impedimenta of fat, etc., are removed by -the processes that are accelerated by movement. -“Repose causes atrophy of muscular tissue,” and the -necessary discernment and powers of discrimination -must be cultivated to avoid a tendency either in the -direction of over-doing or of insufficient exercise.</p> - -<p><span class="pagenum" id="Page178">[178]</span></p> - -<p>“The effect of muscular exercise is to render vital -combustion more active; it causes more active processes -of assimilation.” “Muscular education leads -to an economy of forces. Practice leads to a diminution -of muscular expenditure”—more work done for -power expended. For the power to perform work -depends on knowing how to do it properly. Real -strength lies, not so much in the mass of muscular -tissue as in the ability to use it.</p> - -<p>“Exercise of strength demands the simultaneous -action of a great number of muscles.” “Exercise -of speed involves repetition of movement and the -application of nervous energy.” “Exercises of endurance -permit of economy of fatigue,” and are -characterized by the necessity of perfect equilibrium -between muscular effort and the powers of assimilation -of the system.</p> - -<p>In exercise of strength, every muscle should bring -its whole force into play, and the bony structure is -united by pressure to make a rigid whole. “Exercises -of speed are accompanied by fatigue out of -proportion to the mechanical work represented.” -“Every movement needs the intervention of a great -number of muscles; each muscle must contract with -definite force in order that the whole work may lead -to definite movement.”</p> - -<p>Co-ordination is the operation of choosing the -muscles which shall participate in a certain movement -and of regulating the exact quantity of nervous -energy necessary to produce the right amount of -contraction. Automatism is acquired by practice; -and the muscles must be exercised regularly to enable<span class="pagenum" id="Page179">[179]</span> -them to respond intuitively. A complicated -series of movement can only be acquired gradually, -unless the mind has a large number of muscular -combinations at command.</p> - -<p>“Exhaustion will result from overwork even when -well fed.” “Exercises of endurance do not disturb -the working of the organs; while increasing their -activity, it gives to the system the power to repair -wasted tissue, even during work.” Carbonic acid is -not formed in excess, and is eliminated without producing -noticeable results.</p> - -<p>The bicyclist, even though indulging moderately -in the pastime, must consider these things, and determine -the course to be pursued; otherwise the -exercise will prove a bane instead of a blessing. -There are principles capable of general or special -application; and there are special laws that may be -generalized; and all may be made to accord with -the exercise of bicycling, but each individual must -accept a certain responsibility in the matter. The -bicycle having been accepted as a means, the end -sought for can be attained only by its intelligent use -and application.</p> - -<p>One of the many advantages of cycling is that the -exercise involved is not limited to the use of any one -set of muscles. The legs propel the machine, the -muscles of the trunk engage in balancing the body, -and the arms are employed in steering and controlling -the front wheel. All the larger joints are active, -and are made supple as well as strengthened and developed. -Muscles, unless directed by mental effort, -are useless. The bones give stiffness, and act as<span class="pagenum" id="Page180">[180]</span> -levers and fulcrums; the muscles are tools of the -mind, levers wherewith to pull and push the bones -into position.</p> - -<p>Precision of movement means economy of expenditure -of force, no more effort being expended than -is necessary for the act of the moment. People who -hunt for the pedal, and try for the saddle two or -three times, and fall off because the bicycle fails to -start, work hard enough to have mounted a number -of times; that is, they have lifted or supported their -own weight in different directions a number of times -without attaining their object. They appear to be -awkward; they are really unaccustomed to their -work. Practice will accustom the muscles to the -work they have to do.</p> - -<p>Try to do one thing only at a time. If it is mounting, -for instance, memorize each thing that must be -done; how, when, and where to do it. Do not think, -because the mind does not at once grasp all that is -forced upon its attention, that your brain is of inferior -quality; it may not be able to adapt itself to that -particular mental process at that minute. But the -effort made will result in added tissue, and next time -there will be more hope of success. Increase by a -little at a time the amount of exercise undertaken. -You can gauge the practice you need only by the -amount of attention you give to the subject. After -muscles are once trained to an exercise, the mind -will not readily lose power to reproduce the combination, -and experience begins to help.</p> - -<p>Endurance means well-directed strength as well as -capacity of power stored in reserve; and the aim of<span class="pagenum" id="Page181">[181]</span> -all athletic work is to give an increased store of -strength, vitality, and power to draw upon, not -merely to expend the stock already on hand.</p> - -<p>The muscular development that comes with bicycle -exercise will often cause surprise. In persons -unaccustomed to active exercise, the increase is most -noticeable on the chest and forearms, the chest development -increasing two and three inches, the -arm and forearm in proportion, and the whole muscular -system gaining in firmness and tone. Persistent -bicycling, prolonged exercise on the wheel, speed -work on the track, develop disproportionately the -muscle of the leg. The track-man, therefore, prepares -for his season of work, not by exercising and -developing his legs, but by general exercise and -special work that will develop the arms and back and -other sets of muscles not called upon for heavy work -during the season when he is to do his best. Getting -up speed, increasing speed, and hill-climbing -all tend to develop the muscles of the leg, which in -such exercise are called upon for the heavy work of -push and thrust, using a concentrated power to propel. -Light dumbbell work is recommended as a -good alternate for bicycle work and a means of keeping -the muscular system in balance.</p> - -<p>Leisure and the weather limit bicycling; other -causes are incidental. The weather, indeed, affects bicycling -more than any other sport. One of the most -imperative needs of bicycling is rapid evaporation, -and conditions that do not permit of that are unfavorable. -Observe atmospheric conditions, therefore, and -avoid severe work when the dew point is approached.</p> - -<p><span class="pagenum" id="Page182">[182]</span></p> - -<p>All the hard work wanted can be accomplished in -half an hour after the wheel has been taken out; or -it may be used as a vehicle for travelling steadily -hour after hour for days consecutively; or an invigorating -spin of two or three hours may be taken, -regulating the pace and the work. One of the things -to know about a bicycle is that you can get almost -any kind of work you want out of it. To realize -that you are doing the work you have been accustomed -to have a horse do for you, and in a similar -way, and to know that many of a horseman’s -rules for the care of their working animals may be -equally well applied to human beings who do the -same work, is apt, perhaps, to cause a sensation of -unpleasant surprise. It is a fact, however, that -there is much information about the care of horses -that the cyclist may study and apply with advantage.</p> - -<p>The bicycle is not an iron horse; it is more like -skates; is in some things like a boat; in some like -a coasting sled; and in many ways is different from -anything else. It seems alive at times, as does a -boat; but it is the power propelling it that causes -the delusion. The only thing alive about bicycles -is the persons who propel them; and if they are only -half alive before attempting to mount, they will become -very alert and keenly appreciative of all that -concerns them long before the sport has ceased to be -a novelty.</p> - -<p>“Exercise is important as a regulator of nutrition.” -“The best athletic exercise for increasing -the size of the chest is that which compels the deepest<span class="pagenum" id="Page183">[183]</span> -inspiration.” The lower limbs, with their masses -of muscular tissue, are most capable of awakening -the respiratory need which is proportioned to the -expenditure of force. Exercise induces change of -shape as well as change of size; and too much exercise -of any one kind will produce a local effect.</p> - -<p>Breathlessness is not the only form of fatigue, -and fats are not the only reserve material. Nitrogenous -products of combustion, which cannot be -derived from fatty substances, are produced by -work; and these are stored among the reserve material, -and produce stiffness, as fat produces breathlessness.</p> - -<p>In no other sport is the blood sent coursing -through the veins in the same way as in bicycling; -and as there is not a very great quantity of that -wonderful fluid passing and repassing through the -circulatory system, any obstruction or pressure is -instantly felt and provided for. To avoid giving -nature unnecessary trouble in providing for interrupted -or unequal circulation, not even a glove that -is the least tight should be worn; indeed, the covering -of head, hands, and feet should be carefully selected. -And the same precaution should be exercised -with regard to all clothing. No tight underwear -should be worn, and nothing like equestrian tights, -which interfere with surface circulation. The waist -and lower ribs must be kept free. You should never -ride so hard as to allow the air to force the ribs out -and in, so that you cannot control them. It is a -good rule not to ride so hard that you cannot hold -your breath at pleasure.</p> - -<p><span class="pagenum" id="Page184">[184]</span></p> - -<p>It is important always to remove perspiration before -cooling; therefore, take a bath at once on coming -in from a ride; if you cannot do that, rub off with -a dry towel, or sponge with tepid water, and rub dry -gently; then put on dry underclothing. The cold -bath is most invigorating and refreshing, and never -more refreshing than after bicycle exercise; but all -cannot use it with good results. Provide for your -change of underclothing before starting out, and if -you do not intend to return, take it with you.</p> - -<p>Remember always that it is essential to provide -an entire covering for the body that will admit of -free exhalations, and warm enough to prevent chilling -under all circumstances. While riding, provided -the condensing moisture is allowed to escape, it is -quite possible to feel overheated, yet the skin must -be protected from chill resulting from rapid motion -through the air. Air pressure and evaporation nearly -balance each other, and the extra heat caused by -exertion is tempered by moisture and the constant -fanning of rapid locomotion. These effects are most -appreciably felt upon halting. If the covering is -thin, of light weight, and of too hard a texture to -admit of quick passage of air and steam, the garments -at once become saturated with moisture, and a serious -chilling follows. Even if the halt be but short, -it will be found that an appreciable time passes after -remounting before one becomes warm, and the distaste -for work that follows is a sure indication that -something is amiss. If energy were preserved, instead -of wasted in warming up after halting, the -benefit of the rest would be felt.</p> - -<p><span class="pagenum" id="Page185">[185]</span></p> - -<p>A proper porous material should be always worn. -With a flannel shirt-waist and woollen sweater, even -in quite warm weather, riding is not at all uncomfortable; -but substitute a Holland linen coat for the -sweater, and the rider will be first very warm, and -then very damp indeed and most uncomfortable. -Nature provides various means for keeping the body -at an even temperature, and it is most essential not -to disturb this balance. While working, heat is -generated, the skin becomes moist, and a normal -temperature is maintained by the rapid evaporation. -Too little covering means too great evaporation and -lowering of temperature; and even if no chill is -experienced, the too rapid cooling prevents good -working results, and stiffness is apt to set in with -fatigue after the day’s work, and a languid, sleepy -feeling on the day following.</p> - -<p>Too much stress cannot be laid on the necessity -of being able easily and expeditiously to adjust or -redistribute the clothing. Flannel is a good non-conductor -of heat, but the bicyclist must use discrimination -in selection. Too heavy flannel will -induce a copious and weakening perspiration; insufficient -clothing will allow the body to be chilled -by too rapid evaporation.</p> - -<p>One of the greatest benefits to be derived from -bicycle exercise is the free, healthy action of the -skin that is induced. If this activity is retarded by -pressure, much injury may be done by the holding -and reabsorbing of waste matter. This reabsorbed -matter, which is a direct poison and must be worked -off again in the complexities of the system, causes<span class="pagenum" id="Page186">[186]</span> -languor and headache and a feeling that exercise is -of no benefit, as indeed it is not if proper hygienic -laws are not complied with.</p> - -<p>While in the open air, there is little danger to be -apprehended from damp clothing, as oxidation is -going on freely. It is under shelter that danger -lurks, where the air does not circulate freely. The -underwear should be changed before eating, or the -food will do little good. Where you can get shelter, -you can usually find conveniences for making the -change; otherwise, it is better to eat in the open air.</p> - -<p>Digestion involves muscular action as well as -chemical processes. Wherever in the system muscular -work is being done, the blood is needed in large -quantity to enable the muscular processes to continue. -In the process of digestion important chemical -work is accomplished by the action of certain -juices or secretions of the stomach, and rhythmical -muscular work in the walls and coatings of the -stomach is required to regulate their supply. It may -be easily understood, therefore, that digestion should -be properly or rather uninterruptedly accomplished, -and it cannot be thus properly accomplished if too -much of the blood supply is called away in the earlier -stages of assimilation.</p> - -<p>Active muscular work should never be undertaken -immediately after a full meal. The more food -there is to be digested, the more work there is to be -done, the less capable is the rest of the system for -severe work. Such work, after eating heavily, -would involve an interruption, almost a suspension, -of digestive processes, and a consequent difficulty<span class="pagenum" id="Page187">[187]</span> -in the adjustment of the processes involved in muscular -work. It would mean a much longer time to -get the second wind, inability to do hard or heavy -work, as well as inability to prolong the work without -discomfort. Such a course of action must lead -to serious complications and derangements of the -digestive functions and eventually induce liability -to disease.</p> - -<p>It is very injurious, also, to attempt to perform -heavy work fasting, or to prolong the period of exercise -when food or rest is required. The human -machine requires a certain amount of fuel, and the -supply must be taken at regular intervals, or reserved -material, which is too valuable to be recklessly -expended, will be consumed.</p> - -<p>A mixed diet, with plenty of variety, is the best -to work on, everything to be thoroughly cooked. -Three good meals a day, and no eating between -meals; though, when tired, it is not well to work on -an empty stomach, and if you are delayed it is better -to eat something while waiting than to go too long -without eating. Beef and mutton are always good -food; and fresh vegetables, fruit, milk and eggs, -and cereals either with cream and sugar or milk and -sugar. Simple desserts are not harmful, neither are -they necessary.</p> - -<p>The so-called sustaining power of stimulants -merely enables one to burn up reserve tissue, to use -up more fuel, to produce more power. Work done -under such conditions is forced work, like the forced -draught of a steam-engine using power to force the -air into the furnace. In both cases, intense heat<span class="pagenum" id="Page188">[188]</span> -and great power can be produced, and corresponding -radiation and depression occur while the system is -undergoing its processes of restoration. Tea, coffee, -bouillon, are stimulating, and good as food accessories; -but they are not good to work on.</p> - -<hr class="chap" /> - -<p><span class="pagenum" id="Page189">[189]</span></p> - -<h2><span class="nr"><i>CHAPTER XXII.</i></span><br /> -<span class="name"><i>Breathlessness; The Limit Mechanical.</i></span></h2> - -<p>Seated awheel, the bicyclist feels master of the -situation. The bicycle obeys the slightest impulse, -moving at will, almost without conscious effort, virtually -as much a part of the rider, and as easily -under control, as hand or foot. It is because weight -is supported and friction overcome that the bicyclist -loses consciousness of effort as he moves, with -seemingly no limit to endurance.</p> - -<p>A trouble often experienced is breathlessness. -For this there are several causes. Sometimes the -machine is started too hurriedly and before the processes -of the body have had time to adjust themselves. -To work easily, the muscles must be heated gradually, -until they are brought to the proper point of tension. -Again, the easy movement of the wheel often -causes the cyclist to become oblivious of the fact that -the muscles are working quickly while doing easy -work, that the power applied is being converted into -speed with little appreciable effort, until suddenly -his breath becomes labored, and a halt must be made -for rest. We need not attempt here to give the -figures for power expended and work done, though -both factors may be estimated.</p> - -<p><span class="pagenum" id="Page190">[190]</span></p> - -<p>Technically, effort is a physiological condition involving -complicated chemical changes and concentration -of power. The work of the lungs is done -mechanically, automatically, is muscular work, involving -chemical changes and giving chemical results. -We breathe in air full of oxygen; we exhale -air loaded with carbonic acid. Muscular effort produces -carbonic acid through chemical changes in the -tissues of the body. The oxygen of the air, taken -into the lungs to purify the blood, is absorbed and -stored. Easy muscular movements give off a limited -quantity of carbonic acid and other products, but not -more than can be eliminated without readjustment -of processes. When a succession of efforts is made, -involving the manufacture of larger quantities of -carbonic acid, the eliminating capacity is correspondingly -taxed.</p> - -<p>In making an effort, the lungs become momentarily -fixed, and their regular respiratory movement -is suspended. Carbonic acid is held, not given off, -and a feeling of suffocation is observed. Unless respiration -is restored by a pause, poisoning by the -waste products ensues, they being reabsorbed, and -inducing discomfort and fatigue. Working with -effort, the lungs should be free to expand and -contract. To this end it is all-important to exhale, -expelling the air from the lungs by compression -of the chest after severe exertion. Air rushes -naturally into the chest cavity; attention, therefore, -should be directed, not to getting in air, -but to expelling the air already in the lungs. This -successfully done assists materially in bringing<span class="pagenum" id="Page191">[191]</span> -about that desirable condition known as “second -wind,” and gives control over the muscles of the -chest, which enables waste products to be readily -eliminated.</p> - -<p>“The intensity of breathlessness during exercise -is in direct proportion to the expenditure of force -demanded by the exercise in a given time.” Breathlessness -is due to power expended in a limited time. -This, at least, is one of the inducing causes. On -the bicycle, power is converted into speed. In hill-climbing, -shortness of wind is due not so much to -position on the wheel as to the amount of power expended -in doing the work. If power is wasted, the -work attempted is usually not accomplished; if intelligently -expended, the work is done easily and well, -leaving the bicyclist in condition to renew the effort -when necessary.</p> - -<p>Hill-climbing is like stair-climbing; power is expended -in a succession of efforts made in raising the -weight on an ascending plane. The weight must -be lifted, either pushed up or pulled up, and the respiratory -need is increased. The hill-climber must -aim to mount with as little effort as possible and to -make the ascent with the minimum expenditure of -power.</p> - -<p>Rapidly increased heart-beat is accompanied by -deeply inflated lungs and a tendency the bicyclist -should guard against to work open-mouthed. Here -the question of tight clothing comes prominently -forward. Sitting erect and holding by the handle-bars, -the bicyclist’s upper chest muscles are held -comparatively fixed or rigid; the arms, being used<span class="pagenum" id="Page192">[192]</span> -for support, act as levers holding down the upward -expansion of the chest. The air, being compressed, -is forced laterally and downward. The downward -expansion of the chest is checked by the movement -of pedaling, there being a constant upward pressure -in the ascending stroke and an increased muscular -compression in the descending stroke. With a tight -belt, the breathing is chiefly upward, and downward -when sitting or walking, the lateral expansion depending -on the width and compression of the belt.</p> - -<p>When working on a bicycle, with the hands fixed -and holding hard, the upper chest is comparatively -rigid, the muscles below the diaphragm hard at -work; and muscles at work do not admit of compression, -which prevents the diaphragm from moving -downward. The diaphragm is a muscular wall, -stretched across the trunk below the lung cavity and -near the waist-line. If the lower muscles of the -trunk are actively at work, the diaphragm can be -distended but a little way in a downward direction -by lung pressure. The air in the lungs, which are -hard at work, and over-full, presses against the heart, -and makes harder work for that organ. When the -lungs are distended, any clothing that can be felt -about the waist exerts more or less pressure. The -lungs of a bicyclist at work are constantly distended, -seldom deflated, and an equal pressure is exerted in -all directions. The diaphragm is forced downward, -pressure comes on the large blood-vessels, and the -legs feel tired as one of the results of the constriction. -Pressure on the heart and the large blood -vessels of the lung cavity causes rush of blood to the<span class="pagenum" id="Page193">[193]</span> -head and gives a heated look to the face and a feeling -of faintness and headache.</p> - -<p>The muscles of the waist are elastic, but lose their -elasticity when not in use. Fat accumulates, and is -pressed down, usually below the belt, causing the -muscles of the figure to sag and the trunk to lose its -proper lines. Compression of the waist while cycling -is dangerous, and will cause enlargement of -the hips and distort the lines of the figure below and -above the waist. If tight clothing must be worn, -do not wear it while exercising any more than while -sleeping.</p> - -<p>Bicycling is a great equalizer of tissue. The system, -when this exercise is moderately indulged, is -freshened as is a city by a heavy rain, all accumulations -and deposits being swept away.</p> - -<p>There is a difference, a very great difference, -between muscular fatigue and breathlessness, and -the two conditions should not be confused. Breathlessness -is general fatigue; muscular fatigue is -fatigue localized. When you are breathless, all your -muscles are tired; they do not want to work and are -indeed incapable of performing work. Work performed -by the lower limbs causes breathlessness -more quickly than any other kind of exertion, and -the bicyclist must bear this fact in mind. The respiratory -need is increased in proportion to the -amount of carbonic acid in the blood. The lower -limbs can perform a great deal of work in a few -seconds, the large masses of muscle in the legs at -work throwing large quantities of carbonic acid into -the blood to be given off or eliminated by the lungs.</p> - -<p><span class="pagenum" id="Page194">[194]</span></p> - -<p>Each individual has his own limit or pace, at -which he can do work most easily. If this pace is -exceeded, effort follows and increased expenditure -of power; a greater quantity of carbonic acid is produced -to be given off; and fatigue is induced sooner -than when working at the pace which can be kept -without extraordinary exertion. Every bicyclist -knows his own natural pace, and when departing -from that must expect to be winded sooner or later.</p> - -<p>Rapid work on the bicycle is similar, as muscular -exertion, to running, racing, speeding, and sprinting. -Here we have the time limit,—great speed produced -in a short time; tissue consumed, and carbonic -acid produced in large quantities to be quickly -eliminated. Increased effort means more power expended. -The fixed lung cavity means lessened -capacity for increased air-consumption and greatly -lessened means of inhaling and expelling air. One -of the effects produced by carbonic acid in the blood -is a stimulation to increased effort, which causes a -desire to prolong work after reasonable limits have -been exceeded, a feeling that more must be done, -rather than a desire to stop and rest.</p> - -<p>Second wind is the condition produced by the adjustment -of the processes of the body to the new -state of exertion, where the heart and lungs balance -and work according to the demands of the new condition. -A pendulum, slipped on its spindle and let -go, swings irregularly until it finds its new rhythm. -The rhythm that corresponds with its weight, momentum -and length of spindle, leverage, is the -rhythm of the work. All repeated work has a<span class="pagenum" id="Page195">[195]</span> -rhythm, and the movement disturbed requires a -little time for readjustment. The heart and lungs -work automatically and rhythmically, and any new -movement disturbs their rhythm, which must be adjusted -for change of occupation or exercise until the -balance of the working functions is established.</p> - -<p>The second wind usually comes after the first -fifteen minutes of work. Quickly acquired, it means -rapid and easy adjustment of processes, a quick response -to effort, and little power wasted. Though -individuals differ in this respect, a difficulty in getting -the second wind, when exercise has been suspended -for a time, will sometimes be experienced, -and care should be taken not to overwork when taking -up an exercise that has been for some time discontinued.</p> - -<p>When you have had exercise enough, stop and rest. -Change of occupation, turning from active mental -work to active muscular work, has been said to give -rest to the mental faculties. Though they perhaps -do, in a sense, experience rest, it might be unwise to -assert that this rest is really recuperative. Repeated -alternation from active mental exercise to active -physical exercise would inevitably result in a state -of exhaustion, in which the reserve fund of energy -or strength would be completely consumed. It is a -more accurate statement that a certain amount of -muscular work, which will restore the balance of the -system, is a good preparation for rest after active -mental exertion.</p> - -<p>During mental work of any kind, muscular work -must be performed; for breathing, seeing, moving<span class="pagenum" id="Page196">[196]</span> -the hands, require muscular movement. The question, -therefore, resolves itself into one of degree of -work done and equilibrium of forces to be maintained, -rather than one of restoration of one set of -faculties by the overtaxing of another set. Good -muscular work cannot be accomplished without the -exercise of brain and will; therefore, when the mind -is actively employed, a certain amount of muscular -tissue is consumed, though not enough to maintain -the system in a state of bodily activity. For body -and mind, to be in a state of perfect health or equilibrium, -should be equally active.</p> - -<p>The tissues of the body are constantly renewed, -and the amount of work, mental or muscular, that -can be accomplished is determined by these constantly -renewing processes. The amount of material -taken up and stored for use depends upon the amount -of material needed; and this is gauged by the amount -of work already done, and restricted by the amount -of work the material is capable of performing. The -balance of work and rest, quantity and quality, -varies with different temperaments.</p> - -<p>Training means nothing more than preparation. -For those engaged in active mental occupation it is -well to consider if they are giving themselves the -best preparation for resisting the fatigue consequent -upon their occupation. Cycling is a pastime and -sport, and may be a relaxation and the alternate of -other athletic exercises. After the machine is under -control, the muscular work becomes virtually automatic; -and for this reason cycling, in its various -forms, has proved so beneficial as a relaxation.</p> - -<p><span class="pagenum" id="Page197">[197]</span></p> - -<p>Overwork produces the effect of poisoning of the -system, and reduces its power of resistance. This -poisoning is produced by the waste products of the -system, which accumulate during work, as the forces -for eliminating them are overtaxed; and before -work can be properly resumed, the poison must be -eliminated from the system, and the power-producing -materials again stored for use.</p> - -<p>Stiffness is a form of fatigue due to an accumulation -of deposits in the tissues, which are best removed -by exercising after a period of rest. With their removal, -stiffness disappears, to return with fresh deposits -if exercise is again prolonged. The amount -of material not taken up by the system lessens with -regular exercise, and the tendency to stiffness gradually -disappears. The only remedy for stiffness is -work, then rest, then work again. Sleep does not -always come to the over-tired, and we may therefore -conclude that it is better to be rested before attempting -to sleep.</p> - -<p>A pause, to be recuperative, need not be prolonged; -fifteen minutes’ rest after exertion should be sufficient; -and during a day’s work, this fifteen minutes’ -rest between changes of occupation, not including -the quiet necessary for digestion, will keep one fresh. -A pause longer than fifteen minutes prepares or readjusts -the processes. Do no work, mental or muscular, -for at least an hour after a meal; and sleep in -a cool—not cold—well-ventilated room.</p> - -<p>Low tension power usually accomplishes its object -without waste. Work done at high pressure, that -might be done at low pressure, indicates waste of<span class="pagenum" id="Page198">[198]</span> -effort under strain. The intense concentration of -effort when the beginner is struggling with a bicycle -is made at high pressure. The excitement of the -unexpected probably has something to do with this, -as well as the novelty of the situation. If all bicycle -work required the same state of tension, however, it -could not be long endured; the strain would be too -great.</p> - -<p>There is a certain amount you can do, or think you -can do; this is one measure of your capacity. The -work you do is done by stored energy. How may -that energy be applied to give the best results? -The intricate workings of the mind we may not attempt -to analyze: what we do, we do because we -wish to, or because we ought, or because we must. -Concentrated effort, persistent effort, continuous -effort, all consume force. When you dread anything -you have undertaken as too difficult of accomplishment, -just so much more force is required -to overcome that idea. If, mounted on your bicycle, -you wheel along in a state of apprehension, you induce -a high nervous tension that requires a great -reserve of power to resist and supply. Fear, or a -sense of insecurity, or a lack of confidence, produces -the same result. A bicycle is run by the direct -application of power; and power diverted is power -wasted.</p> - -<p>In wheeling, after the invigorating freshness of the -exercise has reached a certain point, the benefit derived -lessens with the amount of power drawn from -the reserve. Bicycle exercise, moreover, to be really -beneficial, should be alternated with other exercise.<span class="pagenum" id="Page199">[199]</span> -The bicycle freshens and brings into good condition -muscles already developed, but it is an exercise that -must be taken with judgment. It is not a panacea -for all human ills; it can be generally beneficial, or, -immoderately indulged, may become most harmful.</p> - -<p>Wheeling for long distances should not be undertaken -without proper training. For the sedentary, -and for all others tempted by the fascinations of the -sport to over-exertion, caution is most necessary. -Reaction from over-exertion will bring about a physical -condition as detrimental as that caused by lack -of exercise—general lassitude and unfitness for work, -if nothing more serious.</p> - -<p>Persons who are naturally timid cannot accomplish -in the same time as much as the more courageous, -for their powers are actively at work overcoming -their dread of collision and fear of falling; and the -distance covered, for power expended, must consequently -be less than when no other exertion is required -than is needed for propelling the bicycle.</p> - -<p>Learn to work without strain or effort; practise -where fear is not likely to be aroused, for fear induces -a state of tension, and bicycling cannot be enjoyed -or prolonged if this drain of the power-supply -is allowed. Confidence will come with the knowledge -that you are no longer at the mercy of the machine, -that it is in your power.</p> - -<p>No one make of bicycle is acknowledged the best, -and no one is absolutely perfect. The selection of a -bicycle, therefore, is a matter of knowledge and nice -discrimination, and its use opens a wide field of opportunity -before you—touring and cruising, and<span class="pagenum" id="Page200">[200]</span> -expeditions of all kinds; travel and sight-seeing; -means for study and investigation.</p> - -<p>The possible cost of cycling may be quite appalling -to consider; but in cycling, as in other things, -you may choose between the demands of necessity -and the suggestions of luxury. One—almost the -chief—fascination of the sport is its simplicity as a -mode of travel; the possibility of doing away with -all impedimenta. The bicyclist soon learns to dispense -with every accessory not positively necessary -and to know every possible use of indispensable -articles.</p> - -<p>The bicycle bestows and restores health; it has -its limit, though it does so much that more seems -always possible. Take the bicycle as it is, use it intelligently, -enjoy it, and become an enthusiast.</p> - -<hr class="chap" /> - -<div class="tnbot" id="TN"> - -<h2>Transcriber’s Note</h2> - -<p>Inconsistencies in spelling, hyphenation, etc. and unusual spelling have been retained.</p> - -<p>Page 162 and 163, tables: as printed in the source document, although they obviously contain several errors.</p> - -<p class="blankbefore75">Changes made</p> - -<p>Illustrations have been moved out of text paragraphs.</p> - -<p>Some minor typographical and punctuation errors have been corrected silently.</p> - -<p>The illustration numbers in the List of Illustrations have been added by the transcriber.</p> - -</div><!--tnbot--> - -<p> </p> -<p> </p> -<hr class="pgx" /> -<p>***END OF THE PROJECT GUTENBERG EBOOK BICYCLING FOR LADIES***</p> -<p>******* This file should be named 62227-h.htm or 62227-h.zip *******</p> -<p>This and all associated files of various formats will be found in:<br /> -<a href="http://www.gutenberg.org/dirs/6/2/2/2/62227">http://www.gutenberg.org/6/2/2/2/62227</a></p> -<p> -Updated editions will replace the previous one--the old editions will -be renamed.</p> - -<p>Creating the works from print editions not protected by U.S. copyright -law means that no one owns a United States copyright in these works, -so the Foundation (and you!) can copy and distribute it in the United -States without permission and without paying copyright -royalties. 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