Cycling art, energy, and locomotion

by Robert P. Scott

“UNITED STATES PATENT OFFICE.

“THOMAS RHOADS, OF FISKILWA, ILLINOIS. IMPROVEMENT IN PROPELLING VEHICLES.

“This invention relates to the propelling of vehicles for practical use, and consists of the spring and wheel-work mechanism attached thereto, as will be set forth in the following.

“The propelling power is derived from the spring S, which is affixed to a cross-rod in the frame, as indicated at g.

“The other end of the spring is attached to the shaft of the wheel H, in the usual manner.

“By this invention, vehicles may be propelled on common roads, with more or less speed, according to the level or uneven character of the road.

“Its advantage, in dispensing with the use of horses, is obvious.

“I claim as new, and desire to secure by Letters Patent,—

“1. The arrangement, with relation to the revolving shaft L, carrying the wheels A´, of the wheels G, H, J, pinion b, and spring S, as herein described, for the purpose specified.”

This is a fair sample of “deriving power from springs.” The poor horse will now have his long-needed rest.

S. F. Estell, of Richmond, Ind. Velocipede. No. 87,033. Patented February 16, 1869.

ESTELL SPECIFICATION.

“The nature of my invention relates to an improved method of constructing velocipedes, whereby the propelling-power is communicated to the hind wheel by means of cranks and shafts, or pitman-rods, the latter being connected at their forward ends with levers, that are worked with the feet.

“What I claim, and desire to secure by Letters Patent, is,—

“The velocipede, in which the brace W is secured to the front part of the reach forming part of the bearing for the vertical shaft U, and supports for the pendent levers L, L, secured to the brace, one on each side, in combination with rods P, P, connected with cranks N, and attached to the pendent levers L, L, by means of pivots, all combined as herein shown and described.

“Samuel F. Estell.”

This is almost an exact copy of the Dalzell contrivance, alleged to have been made in 1845–46. The greatest fault in this system consists in the direction of application of power, being a forward thrust instead of a downward. The machine has merit, however; and should have been heard from in the early days of cycling.

“VELOX.”
A. Christian and J. Reinhart. Velocipede. No. 87,245. Patented February 23, 1869.

REMARKS ON PATENT TO CHRISTIAN AND REINHART. VELOCIPEDE.

This drawing is a fine illustration of the practice of draughtsmen, in which they essay to impress upon the office and the public, by means of their deft pencils, the miraculous speed and easy locomotion attainable in their clients’ devices.

This drawing has always been an amusing one to me, a bright spot in the tedious work of going through the patent files. Some wag of the office, having been similarly struck with the humor of this picture, embossed beneath the principal figure, in a large bold hand, the simple word “VELOX.” Now, I never happened to have a lexicon at hand in which to look up the exact meaning of the word, but I did not, for one moment, doubt its appropriateness. There seemed to be something in the word that carried conviction with it; if it did not mean anything pertinent to the subject, there was always a feeling that it ought to. In scanning patent drawings, in this art, I always turned “Velox” down so that when wearied by the toil of research, I could turn over the papers and smile at “Velox.”

The modern drop-frame for tricycles and rear-driving bicycles would be a valuable improvement on Messrs. Christian and Reinhart’s invention; some of our ladies would object to a free exhibition of quite so much shoe-top.

T. W. Ward, of New York. Velocipede. No. 88,683. Patented April 6, 1869.

“The drawing represents a perspective view of my improved one-wheeled velocipede.

“This invention relates to a certain improvement on that class of one-wheeled velocipedes in which the driver’s seat is arranged above the wheel, it being pivoted to the axle of the same.

“The invention has for its object to provide for an easy balancing of the frame, and consists in attaching weights to the lower end of the seat-frame, whereby the same will be retained in a vertical position.

“The balance can, with this weight-attachment, not be so readily lost as without it, and the operation of the one-wheeled velocipede is made easier and more practicable.

“From the lower ends of the frame are suspended, as near to the ground as possible, weights E, E, which tend to keep the frame in a vertical position, and which are intended to balance the weight of the rider, so that the difficulty of holding the seat in the desired direction, above the axle, will be considerably reduced.

“The velocipede may be propelled by means of foot-cranks a, a, or by other suitable mechanism.

“Having thus described my invention,

“What I claim as new, and desire to secure by Letters Patent, is,—

“The weights E, E, suspended from the lower ends of the frame C of a one-wheeled velocipede, for the purpose of balancing the frame, substantially as herein shown and described.

Thomas W. Ward.”

How Mr. Ward proposed to steer is not made quite plain. The claim is strong, and the invention was really never patented before. Any one wishing to use it can do so now, however, as the patent has expired. I wish to call attention to the fact that the combined weights E, E, as arranged in drawing, need not exceed five hundred pounds in order to balance a hundred-and-sixty-pound man.

J. J. White, of Philadelphia. Velocipede. No. 88,930. Patented April 13, 1869.

WHITE SPECIFICATION.

“To all whom it may concern:

“Be it known that I, John J. White, of Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented a new and Improved Velocipede.

“This invention relates to a new velocipede, which consists entirely of two wheels and their connecting-axles, the axles supporting a frame in which the seat and driving-gear are arranged, so that they can be conveniently operated. The wheels can, with this arrangement, be made very large, to obtain great velocity, and the whole apparatus can be made light and convenient.

“The invention consists in the general arrangement of the apparatus, and, furthermore, in the special arrangement of a hinged seat which can be swung down when on going up-hill the rider desires to leave the seat and walk with the vehicle.

“The invention also consists in the application of convenient brakes, by means of which the instrument can be conveniently stopped and steered.

“The neck of the driver rests against the upper bar, b, which is hollowed for its reception, and which can be adjusted up and down on the bars a, to be adapted to the size of the rider.”

Mr. White has at least provided some way to stop, and also to “walk with the vehicle,” if he should so desire, which we think he probably would.

Sturdy & Young, of Providence, R. I. Velocipede. No. 89,700. Patented May 4, 1869.

SOME YOUNG AND STURDY “CHILDREN OF LARGER GROWTH” INVENT A WHIRLIGIG.

“This invention relates to a new and useful improvement in velocipedes, whereby they are better adapted to be employed as a medium of amusement and exercise for children and youth, as well as for ‘children of a larger growth.’ It is chiefly designed for use in play-grounds, lawns, gardens, and play-rooms; and

“The invention consists in rotating a large horizontal wheel, formed of two concentric rings, tied together by bars, and supported on vertical wheels, each of which is revolved, by means of cranks, with the feet, after the manner of the common velocipede, thus rotating the main wheel, the construction, arrangement, and operation being as hereinafter more fully described.

“The accompanying drawing is a perspective view of the combined velocipede, showing the manner of its construction and operation.

“A represents the double-rimmed wheel, which may be made of any required diameter, and of any suitable material, and in any equivalent manner.

“We do not confine ourselves to propelling by the feet exclusively. The driving-wheels may be rotated by the hands, as in some descriptions of velocipede, or by the feet and the weight of the body combined, as in the rocking-saddle kind.

“Having thus described our invention,

“What we claim as new, and desire to secure by Letters Patent, is,—

2. A velocipede formed of a horizontal wheel or rim, when supported on vertical wheels adapted to be rotated by means of cranks, substantially as set forth.

“George J. Sturdy.
“Solomon W. Young.”

B. S. Lawson. Velocipede. No. 90,563. Patented May 25, 1869.

“My invention relates to velocipedes; and it consists mainly in a seat-spring of novel construction, upon which the seat is made adjustable in a novel manner.”

This is another of the Dalzell patterns. The mechanism is not claimed in the patent, as will be noticed from the above brief.

L. B. Flanders, of Philadelphia. Velocipede. No. 91,534. Patented June 22, 1869.

“The steering of the velocipede may be readily effected by the movement of the body, or by bringing one or other of the stirrups in contact with the ground. Owing to the roller on the stirrup, its contact with the ground will not interfere with the convenience of the operator.

“Although I have shown the driving-wheel as arranged for being operated by hand, the ordinary treadle-devices used in connection with common velocipedes may be employed, so as to impart the desired movement to the wheel by the legs and feet of the operator.”

This monocycle inventor has not forgotten to provide a means of steering, which is done by the stirrups. Simply tilting the body will not answer.

F. Schmitt, of Springfield, Ill. Velocipede. No. 91,169. Patented June 8, 1869.

SCHMITT SPECIFICATION.

“The nature of my invention consists in constructing a velocipede with three wheels, one in front, for a guide, the other two in rear, connected together by a revolving axle.

“The motive-power is communicated to the velocipede by means of machinery over the revolving axle and under the seat, which machinery is put in operation by the weight of and backward or forward motion of the occupant of the seat, or rider.

“The operation of this machinery is as follows:

“The weight of the rider upon the seat o, and a slight movement backward or forward causes the seat-support g to move backward or forward, which motion is communicated to the upright lever f by the connecting-bar h, which in turn starts the revolution of the driving-wheel axle l.

“This movement of the lever f also gives a corresponding movement to the jointed levers k, k, and in such a way that one lever, k, is moving backward while the other is moving forward, and so one of the snappers, l, is always caught in the ratchet-wheel e, and assisting in the revolution of the driving-wheel axle d, and in this way the impelling force of the machine never ceases for an instant.

“This revolution of the ratchet-wheel e forces the revolution of the driving-wheel c, which, by its connection with the pinion b, forces the revolution of the axle A and wheels B.”

This patent shows a clever method of transmitting power by means of an oscillating motion of the body, and is valuable as a curiosity. The overcoat might be dispensed with, however, as it is not probable that the rider would need it even on the coldest of days.

Leftwich’s Specification, English. No. 2173. July 19, 1869.

“Specification in pursuance of the conditions of the Letters Patent, filed by the said William Leftwich in the Great Seal Patent Office on the 18th January 1870.

“To all to whom these presents shall come, I, William Leftwich, of Tufnell Park West, Holloway, in the County of Middlesex, send greeting.

“Whereas Her most Excellent Majesty Queen Victoria, by Her Letters Patent, bearing date the Nineteenth day of July, in the year of our Lord One thousand eight hundred and sixty-nine, in the thirty-third year of Her reign, did, for Herself, Her heirs and successors, give and grant unto me, the said William Leftwich, Her special licence that I, the said William Leftwich, my executors, administrators, and assigns, or such others as I, the said William Leftwich, my executors, administrators, and assigns, should at any time agree with, and no others, from time to time and at all times thereafter during the term therein expressed, should and lawfully might make, use, exercise, and vend, within the United Kingdom of Great Britain and Ireland, the Channel Islands, and Isle of Man, an Invention for ‘Improvements in Construction of Velocipedes.’

“Having thus described and ascertained the nature of my said Invention, and in what manner the same is to be performed, I would observe in conclusion that what I consider novel and original, and therefore claim as constituting the Invention secured to me by the said herein-before in part recited Letters Patent is, the combination and arrangement of parts and mechanism for lowering the saddle bars of ‘bicycles,’ substantially as herein-before described and set forth, or any mere modifications thereof.”

This is one of the earliest patents using the word bicycle. The method of raising the saddle while in motion might be used to scare off the dogs or to raise yourself up out of their way, but is of doubtful utility in other respects.

Richard C. Hemmings, of New Haven, Conn. Velocipede. No. 92,528. Patented July 13, 1869.

HEMMINGS SPECIFICATION.

“This invention relates to a new and improved method of constructing and operating velocipedes, whereby they are made more durable, and at less expense, than heretofore; and

“It consists in rotating a traction-wheel, by means of a traversing-wheel bearing on its inner surface, and revolved by the operator within the rim of the wheel, as hereinafter more fully described.

“The propelling-power is applied to the band-wheels E by means of the hand-cranks f, f, leaving the feet of the operator at all times free.

“In starting the velocipede, the first movement is given by the operator’s running or walking a short distance on the ground while astride the saddle. When a start is thus obtained, the motion is readily continued by turning the pulleys E with the hands.

“When the weight is below the centre, and the feet near the ground, and always free, very little difficulty is experienced in balancing and guiding the machine; and, as numerous experiments have proved, the ease with which it is worked and the velocity obtained render it quite equal, if not superior to any velocipede in use, while the expense of constructing them is far less.

“Having thus described my invention,

“I claim as new, and desire to secure by Letters Patent,—

“1. In combination with a single-wheeled velocipede, the reach C, with its guide-pulleys e, e, and traverse wheel B, arranged substantially as and for the purposes herein shown and described.

“2. The combination of the traction-wheel A with the traverse-wheel B, substantially as and for the purposes herein shown and described.

“Richard C. Hemmings.”

S. Wortmann, of New York. Velocipede. No. 93,030. Patented July 27, 1869.

An early tandem showing the true sociability of the same; observe the peaceful harmony of the city gentleman, with chimney-pot hat, and the sombreroed cow-boy.

WORTMANN SPECIFICATION.

“This invention relates to a new vehicle, which is to be propelled by the upper or lower extremities of the person or persons which it supports, and which is provided with a fly-wheel in such a manner that the same may at will be thrown into or out of gear. This fly-wheel will gather power in going down-hill, and will then give it up in going up-hill, thereby facilitating the ascending of hills, and preventing too great rapidity while going down-hill.

“The invention consists in the general combination of parts, whereby two persons may be accommodated on the vehicle, and also in the aforementioned arrangement of the fly-wheel.

“When the fly-wheel is thrown into gear, as aforesaid, it will serve to gather power, to facilitate the riding up-hill, and to steady the motion down-hill.

“2. The fly-wheel K, mounted on a separate shaft, J, the sliding pinion f, in combination with the lever g, substantially as herein shown and described, for the purpose specified.

“The above specification of my invention signed by me, this ninth day of June, 1869.

“Simon Wortmann.”

You will have to make that front man do some work, Simon, or you will fall behind the band-wagon in spite of your fly-wheel.

S. H. Sawhill, of Cambridge, Ohio. Velocipede. No. 93,751. Patented August 17, 1869.

SAWHILL SPECIFICATION.

“This invention relates to a new two- or three-wheeled velocipede, which is to be propelled by hand, and which is so constructed that it can be easily operated, and that the body will be sustained in the most advantageous position.

“The invention consists in several improvements of the driving-mechanism, of the foot-supports, and steering-mechanism, which, separately or combined, tend to produce a simple and convenient apparatus.

“A, in the drawing, represents the front wheel of my improved velocipede.

“The rider, holding the feet on these fixed bars I, can readily, and by an imperceptible motion, turn the post to guide the apparatus in any desired direction.

“I claim as new, and desire to secure by Letters Patent,—

“1. The steering-post C, constructed, as described, of the two parallel bars a, a, hung upon the crank-axle B, and connected by the plates b, d, between which the end of the reach D is pivoted, said post being provided at its upper end with the crank-shaft J, and near its lower end with the foot-rests I, as herein described, for the purpose specified.”

Another manumotor carriage. Had the inventor ever attempted to climb some of the hills to be seen in Maryland, I fear he would have sacrificed his ambition, let the idea go unheralded to the world, and saved his patent fee.

G. Lowden, of Brooklyn, N. Y. Velocipede. No. 96,128. Patented October 26, 1869.

“There are only a few of us left.”

“This invention relates to a new and useful improvement in velocipedes, and consists in the method in which power is applied for driving it.

“Power is applied to this ratchet by means of the pawls f and g, the former of which is pivoted to the frame h, and to which the saddle i is attached; the other pawl is pivoted to the frame J, to which the foot-pieces k are attached.

“When the weight of the rider is thrown either upon the saddle or upon the foot-pieces, the pawls act upon the ratchet-wheel, and rotate the axle.

“As before stated, motion is given the velocipede by working the pawls in the ratchet-wheel, as the weight of the rider is thrown alternately upon the saddle and upon the foot-pieces.

“This operation gives him the motion and exercise of a horseback ride.

“No crank is employed, and consequently the vehicle may be started at any point, and the operating parts being attached to and supported by the main axle, there is nothing likely to break or get out of order.

“Having thus described my invention,

“What I claim as new, and desire to secure by Letters Patent, is,—

“1. In combination with a velocipede, the ratchet-wheel E, pawls f and g, and yokes h and J, arranged and operating on the axle A, substantially as described.

“In combination with the ratchet-wheel E and weighted yokes h and J, the reach M, post O, brake S, and rods r, arranged substantially as described, for the purposes set forth.

“George Lowden.”

Only get the motion of a man on horseback, and our early cycle inventors thought the goal was reached. One would almost think that this motion was what gave power to the horse in those days.

E. A. Lewis, of Missouri. Velocipede. No. 96,124. Patented, Oct. 26, 1869.

“This invention has for its object to so construct the cranks of velocipedes that they are made longer where the greatest power is required, without increasing the diameter of the circle to be described by the foot.

“The invention consists in the use of sliding cranks, which project from both sides of the shaft.

“One end of each crank is guided by a fixed eccentric groove or track, in such manner that the crank-pin is moved away from the shaft as long as the power is applied to the same by the foot. When the power is not required, on the return stroke, the crank-pin is drawn close to the shaft, and thus, without describing a large circle, the crank-lever is made longer than usual, when required.

“Thus, a twelve-inch crank-bar can produce a nine- or ten-inch working-crank, while the crank-pin describes a circle of not more than twelve inches diameter. Heretofore, a twelve-inch circle was described by a six-inch crank. Greater leverage and power are thus obtained by my invention.

“Edwd. A. Lewis.”

This is one of the most deceptive schemes in cycle history; if it worked as the inventor implies, we should have perpetual motion in fact. A man cannot transmit power to the wheel while the crank is coming up, except the little he can get by ankle-motion. A close examination will show that, whereas the crank is longer, the man has a proportionally less number of degrees through which he can drive it. Time, as well as force, enters into the problem of driving a bicycle; the time is equal to the number of degrees the crank travels through; here a man only has one-third, or less, of the circle, through which he has any power to turn the wheel. It is of no advantage to have one-third longer leverage if you have one-third, or over, less time, or number of degrees, to transmit power. The enormous mistake of this inventor consists in the fact that it would actually be better if he transmitted his power through the arc of short, rather than that of the long, leverage. If you do not increase your vertical amplitude, or resultant, depend upon it you cannot increase your power unless, at least, you push through a comparable number of degrees at better advantage.

F. H. C. Mey, of Buffalo. Velocipede. No. 109,644. Patented November 29, 1870.

“To all whom it may concern:

“Be it known that I, F. H. C. Mey, of Buffalo, in the county of Erie and State of New York, have invented a new and improved Dog-Power Vehicle.

“This invention relates to vehicles which move from place to place on roads, pavements, etc., and consists in an improved construction thereof.

“A is the driving-wheel, which in this instance is in the front of a vehicle having three wheels, but may be in the rear, if preferred, or in any other location.

“The animals being placed in this tread-rim, as represented in Fig. 2, and caused to work, will impart motion to the wheel and to the vehicle, as will be clearly understood.

“Having thus described my invention,

“I claim as new, and desire to secure by Letters Patent,—

“The combination of wheel A B C with a pair of wheels and body to form the running-gear of a vehicle, in the manner shown and described.

“F. H. C. Mey.”

The claim could have been greatly improved by including the whip D and female E in the combination; at least, it is certain that these two elements would be needful. Two twenty-five pound dogs would hardly tread-mill a hundred-pound vehicle and a hundred-and-fifty-pound female up some of the Baltimore hills.

J. L. Hornig, of Jersey City. Velocipede. No. 191,145. Patented May 22, 1877.

HORNIG SPECIFICATION.

“The saddle I may be made adjustable longitudinally on the balance-beam E, or it may be made to slide thereon longitudinally.

“A hand-lever, K, pivoted to the reach, and connected with the crank g, serves to throw the crank off the centre in starting the vehicle.

“The saddle I may be a side-saddle for ladies’ use, and two removable saddles may be provided for a single vehicle, one of which may be a side-saddle, and in this way a single velocipede may be used either by a gentleman or lady, or by boys and girls.

“The operation of the invention is as follows: The rider throws his weight alternately on the treadle and on the seat, rising on his feet when throwing his weight on the treadle, and lowering himself upon the saddle again, as in riding a galloping horse. In this way the entire weight of the body is utilized, both in rising and falling, to propel the vehicle, the muscles being used in a far more advantageous manner, and furnishing a much more healthful exercise than in the propulsion of a velocipede by the use of first one foot and then the other in the highly-disadvantageous method of applying muscular power heretofore employed.”

Good for Mr. Hornig! But he will have to get his galloping velocipede on the market pretty soon or his patent will expire.

Scientific American, September 1, 1877.

“THE COVENTRY TRICYCLE.

“The tricycle, as it is designated, shown in the accompanying engraving, consists of a rectangular frame made of iron or steel tube, which carries a double-cranked shaft in patent parallel bearings. The driving wheel, forty-two inches in diameter, is arranged on a left-hand side of the rider; and the other side of the rectangular frame is produced, front and back, for carrying the forks of two 22-inch steering wheels. These forks are connected by a rod, fixed to the outside of one and the inside of the other, so that both wheels are turned together by the steering handle. The effect of this arrangement is that the rider is enabled to thread his way between other vehicles with the greatest ease; and it is even said that he can describe a figure 8 in a length of twelve feet. The seat is mounted on four steel springs of S form, which are attached to the frame by nuts on the screwed ends of the stays carrying the pin on which the pedals work. Rods jointed to the pedals turn the crank-shaft, as will be seen in the engraving. The second handle is merely to afford support for the left hand while the right is occupied in steering.

“The tricycle is fitted with tangent wheels, in which the spokes are crossed, and each spoke locks the other. By this arrangement greater lightness can be obtained for a given strength; and another great advantage is that in the event of a spoke being broken, another can be replaced by the rider in a few minutes. The machine can be readily taken to pieces and packed in small compass.”

This is the pattern of tricycle shown upon the Starley monument at Coventry, and is that which was afterwards changed from the lever-motion to the crank and sprocket-chain, and extensively manufactured at a great works in the Cycle City.

E. Baker, of Salem, Mass. Devices for propelling wagons. No. 200,016. Patented February 5, 1878.

“To all whom it may concern:

“Be it known that I, Elbridge Baker, of Salem, in the county of Essex and State of Massachusetts, have invented Improvements in Wagons, of which the following is a specification:

“This improvement in wagons consists in mechanism arranged, as hereinafter described, to act directly on the ground to propel the wagon.

“Each rod has a pronged foot-piece, f, and between the foot-piece f and the crank-hanging of each rod the rod is suspended by a flexible line, g, from the body of the wagon.

“Turning the crank-shaft b in any suitable manner causes the pronged foot-pieces, f of the rods d¹, d², d⁴, and d⁵ to take hold of the ground, and thereby propel the wagon, and by arranging the cranks as is shown in the drawings one rod after the other is brought into and out of action, securing a continuous action of the mechanism to propel the wagon, all as is obvious without further explanation.

“The lines g hold and keep the rods to the action of their crank-arms, and cause the rods to be properly brought, from time to time, by the cranks into operating positions on the ground.”

This device is a logical sequence of Mr. Croft’s, being a combination of shoving-bars worked by machinery instead of by hand. This patent is now expired and can be used by anybody.

E. N. Higley, of Somersworth, N. H. Velocipede. No. 201,179. Patented March 12, 1878.

“The invention consists in an arrangement of pulleys upon each side of the crank-arm, and pulleys of similar construction upon the sides or ends of the axle of the road-wheel, and connected together by chains or other suitable means, whereby the carriage may be propelled by the feet alone without turning around or otherwise operating the hand-shaft; or the hand-shaft may be employed, when desired, to aid or assist the feet, as circumstances may require; or both sets of pulleys may be used by the hands and feet to increase the speed of the carriage.”

W. Klahr, of Meyerstown, Pa. Bicycle. No. 285,821. Patented October 2, 1883.

Mr. Klahr was one of the early geniuses that appreciated the utility of the anti-vibrator. Notice the spring upon the front reach. This is a device quite similar to that used by many makers of rear-drivers in the past few years. The inventor does not claim this, however.

Bruton’s English Patent. Provisional specification. No. 208. January 18, 1879.

IMPARTING MOTION TO VELOCIPEDES, &c.

(This Invention received Provisioned Protection only.)

“Edward George Bruton, of No. 1, Park Crescent, Oxford. ‘Certain Improvements in the Form and Method of Imparting Motion to Velocipedes, Carriages, or other Vehicles.’

“This Invention consists of a new form of imparting motion to velocipedes or other vehicles having three or more wheels, which wheels shall receive their motion from a traversing platform, to which motion is imparted by walking or running thereon; the platform consisting of endless bands, of a substance offering resistance to the foot, passing over rollers suspended from the said vehicle, which rollers, by pulley-bands, chains, or other means, put in motion certain wheels of the said vehicle and thereby propel the same.”

We have heard the tricycle compared to a tread-mill by unkind and wearied riders, but it has remained for our English brother, Mr. Bruton, to make the comparison a veritable fact.

F. Langmaak and P. Streiff, of San Francisco. Velocipede. No. 228,908 Patented June 15, 1880.

A LEVER-MOTION UNICYCLE.

“... By having a pair of the levers an alternate motion is kept up and a continuous revolution of the driving-wheel maintained.

“A ratchet and pawl, ball-clutch, or eccentric friction-clutch will accomplish this object, the latter being preferable, owing to the absence of noise.

“With the large wheel, and the rider sitting below the centre of gravity, a slow motion can be maintained and the effort to propel it need not necessarily be great.”

A. C. Monnin and P. Filliez, of Canton, O. Bicycle. No. 361,310. Patented April 19, 1887.

“It will be seen that by our peculiar arrangement an operator can use his hands and feet in propelling the bicycle proper, and that great speed can be made by reason of the wheels E working on the pinions b. It will be understood that to the rear end of the arm G is attached, in the ordinary manner, a small travelling wheel, and, if desired, two wheels may be attached to the arm G. It will also be understood that a suitable saddle is to be properly attached to the arm G.”

G. B. Scuri, of Italy. Velocipede. No. 242,161. Patented May 31, 1881.

“To all whom it may concern:

“Be it known that I, G. Battista Scuri, a citizen of the Kingdom of Italy, residing at Turin, have invented new and useful Improvements in Velocipedes.

“My invention relates to improvements in that class of velocipedes called ‘monocycles,’ in which but one wheel is employed, that serves both as a propelling and steering wheel.

“The velocipedes which have heretofore been chiefly used are the bicycle and the tricycle, and to a limited extent the quadricycle, or four-wheeled velocipede, in all of which the support for the driver is so arranged as to practically throw his weight upon the front and rear wheel axles. The power required to propel these various species of conveyances increases proportionally with the number of wheels employed, and the relative diameters of the latter, as well as the mechanism employed for propelling and steering the same, together with the weight of the apparatus. It is obvious therefore that the power required to propel these conveyances diminishes proportionally with the number of the elements referred to. Consequently, to reduce this power to a minimum, it will only be necessary to correspondingly reduce the number of propelling-wheels, the propelling and steering mechanism, and the weight of the apparatus.

“To obtain these results I employ but one wheel.

“In a monocycle that is constructed to support the entire weight of its driver, it is absolutely necessary that said weight, as well as that of the supports for the same and all other mechanism, either for propelling or steering, should be thrown upon the one wheel-axle and be adapted to be equally balanced thereon.

“By means of this construction and arrangement I obtain a velocipede that can be propelled with comparatively little fatigue, and the cost of construction of which is reduced nearly one-half of that of the ordinary velocipede.”

Judging from this invention they must be expert riders in every way in Italy; it must be supposed that the inventor at least could manage it. If reducing the mechanism increases the power in such a proportion, why not do away with all mechanism and have infinite power?

B. Smith, of San Francisco. Velocipede. No. 249,207. Patented November 8, 1881.

SMITH SPECIFICATION.

“The rider is supported upon a seat or saddle, Q, directly above the stirrups, in a nearly standing position, his feet resting upon the stirrups, and he operates the clutches alternately by a walking movement, or he can operate the mechanism in a standing position without the seat or saddle. The clutch-levers alternately engage with the rims or pulleys on the axle, as their outer ends are pressed downward by the backward walking movement of the foot of the rider, and releasing them as the foot rises in stepping forward, the rope reeving through the pulleys in each direction alternately as the levers are alternately raised and depressed.

“The operation will then be as follows: When a downward pressure is applied to one lever its lower arm or prong, g′, pressing upon the face of the disk F, draws the case or frame forward, so as to press the rollers h against the face of the disk, thus clutching or gripping the disk at three points, so as to clamp the frame or case to it. The downward pressure of the lever then turns the disk and axle until the lever of the opposite clutch has gripped the other disk in the same way.

“In a four-wheeled carriage a seat or body can be placed upon the front part of the vehicle for carrying another person or parcels.

“I thus provide a vehicle that is propelled by a walking movement similar to that employed in operating the bicycle. It can be operated with very little exertion, and it enables the rider to carry another person or packages, if he desires.”

This gallant tandem inventor was at least not guilty of requiring his lady to do any work.

R. Tragardh, of Chicago. Velocipede. No. 250,607. Patented December 6, 1881.

This is a sample of many patents in which the inventors try to combine the elements of a bicycle and tricycle, thereby defeating the end of each.

J. Renetti. Velocipede. No. 96,963. Patented November 16, 1869.

A clutch-lever machine of some merit, considering the early date of the patent.

This is a rear-driver with front wheel as large as the rear, though not a single-track machine.

W. H. Hull and J. W. O’Rear. Velocipede. No. 259,853. Patented June 20, 1882.

HULL AND O’REAR SPECIFICATION.

“This invention consists of the construction and arrangement, as hereinafter described, of a vehicle to be propelled and guided by the rider, the driving-power being applied by means of hand-cranks and the guiding being effected by the foot of the operator.

“A represents the hind axle, whereon the two hind wheels, B, are fitted by means of the well-known rose-clutch device C, the frame H, and turned by hand-cranks I, to be worked by the operator, who sits upon the saddle J.

“We have also arms, Y, for the application of the feet of the operator to steer the vehicle, while the lever ranges rearward towards the operator for being conveniently worked by hand.

“The construction is very simple and cheap, and the arrangement is calculated to afford a convenient and easily-operated hand-power vehicle.”

Messrs. Hull and O’Rear find that it is better to steer with the feet and propel the machine by the arms. The rider is peering anxiously forward as though somebody was ahead of him, and he appears rather disconcerted from some cause; which makes us think the picture has been taken from real life.

C. M. Schaffer, of Louisville, Ky. No. 291,781. Patented January 8, 1884.

SCHAFFER SPECIFICATION.

“The object of my invention is to furnish a safe and convenient velocipede of the unicycle type; and to that end my invention consists in certain novel features of construction and arrangement, as hereinafter described and claimed.

“The operator may stand erect, and in order to obtain the necessary vertical space without too large a wheel the rim or felly is made of considerable width, as shown in Fig. 2. With this wide tire the wheel will stand without support, and I prefer to use a recessed tire or two smaller tires, as shown, between which is a rubber or elastic band to prevent concussion and noise.

“To allow of entering the machine, a portion, c′, of one felly is made separate, and the hub a made with a hinged segment, a², to which the spokes from the felly-segment c′ connect, so that the latter can be swung out.”

Mr. Schaffer does not seem to have provided any very ready means of escape for the bird in case the cage should run away or collide with another.

B. G. Burlinghausen, of Cleveland, O. One-wheeled Velocipede. No. 299,617. Patented June 3, 1884.

BURLINGHAUSEN SPECIFICATION.

“My invention relates to improvements in one-wheel velocipedes; and it consists in certain features of construction and in combination of parts hereinafter described, and pointed out in the claim.

“As the operator must sit some distance back of the axis of the wheel, some force is required to support or balance the seat and operate in the required position, and this is furnished by the sliding weight H secured by a set-screw on the rod G.

“What I claim is,—

“In a one-wheel velocipede, the combination, with the hubs, the hangers D, depending from said hubs, and cranks secured to the hubs for revolving the wheel, of the cross-piece E, the balance-rod provided with the adjustable foot-rest, and the seat secured to the upper surface of the cross-bar, substantially as described.

“In testimony whereof I sign this specification, in the presence of two witnesses, this sixth day of March, 1884.

“Bernerd G. Burlinghausen.”

This device works entirely as a manumotor or hand-carriage. It is questionable if any prudent rider would care to be enclosed within this structure if there were many hills to descend. To be sure, if the seat gets fast, he can kick the spokes, as in the case of a squirrel and cage-reel, thus keeping himself upright, but this would be attended with great labor and requisite skill.

R. von Malkowsky, of New York. Velocipede. No. 310,548. Patented January 6, 1885.

COMBINED BICYCLE AND ACCORDION, PATENTED BY MR. VON MALKOWSKY.

Just fills a need long felt by the cyclist. There is a certain action claimed for it, in which pressure of air is used on the treadles which helps to propel the machine; but this is only a secondary element in the mind of the wary cyclist; no sooner will he see this invention than he will grasp the idea of getting keys to it and having it play him a tune, as he speeds on his lonely way. And then, how nice to sit down, unscrew a pedal, remove his treasure, and produce sweet strains of silvery music. A new short method of instruction for playing upon this new combination may go with each cycle sold, such that any rider could soon comprehend. Below find brief of specification.

“From the lower ends of the fork C extend, in downwardly or backwardly direction, fixed brackets, C′, to which are applied closed expansible bellows, D, of oblong shape, one at each side of the driving-wheel A.

“The combination, in a velocipede, with the driving-wheel, of closed bellows supported on fixed brackets of the fork, forked pedal-rods connected at the lower end of the bottom of the bellows, and at the upper end to a transverse oscillating balance-rod.

“R. von Malkowsky.”

W. Bevan, of London, England. Safety Attachment for Bicycles. No. 319,385. Patented June 2, 1885.

“To all whom it may concern:

“Be it known that I, William Bevan, a subject of the Queen of England, residing at London, England, have invented a new and useful Improved Bicycle Safety Attachment for Learners, of which the following is a specification.

“If the wheels B be raised from the ground a short distance, considerable swaying of the machine will be possible without its quite tumbling over.

“As shown in Fig. 2, the wheels are upon the same level as the large wheel, and the machine is well supported, so that a person ignorant of the art of riding a bicycle can ride a machine fitted with this appliance.”

This is another gentleman who thinks he can balance the bicycle by means of out-riggers. However ridiculous this scheme may be, this inventor does not deserve the first prize. A machine shown at one of the London exhibitions, in which the two small wheels were replaced by iron sled-runners, should be the subject of our highest award. The inventor of our machine shown can well say that a person need not be able to ride; I recommend he make himself expert at headers, however.

J. O. Lose, of Paterson, N. J. One-wheeled vehicle. No. 325,548. Patented September 1, 1885.

“I may operate my unicycle by either clock-work or steam, instead of foot-power.

“A small boiler may be placed under the platform O, with steam-pipe to convey the steam to the inner rim of the large wheel A.”

You have all heard of the “merchant of Rotterdam, whose legs were a compound of clock-work and steam.”

“To all whom it may concern:

“Be it known that I, John Otto Lose, a subject of the Emperor of Germany, residing at Paterson, in the county of Passaic and State of New Jersey, have invented certain new and useful Improvements in One-Wheeled Vehicles.

“My invention relates to a unicycle or one-wheeled vehicle, without spokes, which will carry one or more persons, as well as a bicycle or tricycle, and which is operated from within, carries the passenger inside, and only one wheel touching the ground. I attain these objects by the means of the devices illustrated in the accompanying drawings.

“When the machine is not in operation, it will stand by itself, for the treadle and driving wheels being heavier than the idler-wheel H, H will rise and the front part of platform will drop, and the treadle-wheels will rest on the ground.”

Mr. Lose drew his unicycle in better proportions than his man; perhaps he made the rider’s limbs light to show that the machine would run easy.

H. W. Libbey. Hood attachment for bicycles. No. 339,793. Patented April 13, 1886.

“The object of my invention is to provide a means for protecting riders of bicycles and tricycles from exposure to the sun and rain.”

Leske, two-wheeled machine on the Otto principle.

This is a German patent by Herr Leske, of Berlin, dated August 4, 1887. The inventor can, at least, be said to accommodate the entire body with plenty of work. Mr. Leske may be heard from later.

H. J. Lawson. Velocipede. No. 345,851. Patented July 20, 1886.

LAWSON SPECIFICATION.

“My invention relates to that class of bicycles in which the front wheel is employed for steering and the rear wheel for driving, the pedal crank-axle being arranged between the wheels and connected with the axle of the rear wheel for driving by an endless driving-chain.

“The object in this construction is to secure the rider against being thrown forward over the front wheel by keeping his centre of gravity low and setting his seat or saddle as far back as is practicable from the centre of the front wheel. This mode of driving through the medium of sprocket-wheels and chains also allows the driving-wheel to be geared up or down to suit individual tastes.

“What I do claim is,—

“1. A bicycle having two wheels arranged tandem as shown, the rear wheel being no larger than the front wheel, and provided with a pedal crank-axle arranged between said wheels and connected to the rear wheel, for driving by an endless chain and sprocket-wheel, substantially as specified.”

The other drawing of this patent is used to illustrate the Rover rear-driver. I wish to call particular attention to the claim as given in above brief of specification, as it is somewhat extraordinary. The English patent to this same inventor would indicate that he was an early, but negligent, inventor of the modern rear-driver safety.

A. Hoak, of Pennsylvania. Velocipede. No. 341,911. Patented May 18, 1886.

A. HOAK’S VELOCIPEDE.

The important part of the specification is as follows:

“The shaft-gearing of these spur-wheels consists of impact roller motions, so that the crank centrally on the shaft, within easy reach of the operator upon the seat and between the driving-wheels, may be effectually operated by the hand, and a lever from the guide-wheel is designed to be in such a position as to be within easy reach of the operator’s feet forwardly, so that no difficulty will be encountered, all of which will now be fully set forth.

“The operation of this device is very simple. The operator seated within the machine operates the crank O of the shaft L, and the spur-wheels N, engaging with the spur-wheels I, move the vehicle forward. The steering-wheel C is operated by the feet in connection with the lever E.”

It is all right, except that it would seem cruel to have such legs as the draughtsman has given the rider, and only use them for steering purposes.

E. S. Burbank, of Iowa. Velocipede. No. 352,989. Patented November 23, 1886.

BURBANK SPECIFICATION.

“By thus providing the bicycle with a circular track engaging the driving-wheel the said track forms virtually the driving-wheel of the bicycle or velocipede, and as it is of very greatly increased diameter as compared with the driving-wheel of the velocipede, it enables the machine to be driven over rough and uneven roads without violent bumping and jolting, and without discomfort to the rider. It also prevents the velocipede from being overturned when it encounters an obstruction, and prevents the rider from ‘taking a header.’

“When the machine encounters a stone or other obstruction, the frame M is moved rearwardly against the pressure of the spring L′, and thus causing the wheel B and the rider to be moved forwardly past the centre of the circular track for a corresponding distance, thus enabling the weight of the rider to be utilized in causing the circular track to pass over the obstruction.”

This patent is a fair sample of the big-wheel idea; it has some good features, such as the spring L′, which allows the inside machine, together with the rider, to swing forward when the outer wheel strikes an obstacle, thus acting as an anti-vibrator or momentum spring. The small inner wheel with cranks would make the machine run slow, but the appearance of the thing would be, I think, rather unique.

C. A. Williamson. Seat for bicycles. No. 364,075. Patented May 31, 1887.

“The advantages of my back support or rest for a bicycle seat will be readily understood by users of the machine.

“Instead of folding the rest down upon the seat as shown, it might be arranged to be folded down behind the seat, if desired.

“I am aware that various forms of seats have been provided with hinged back-rests, and do not claim, broadly, a seat having a hinged back-rest.

“I claim as my invention—

“In combination with the frame and an ordinary seat of a bicycle, an arm secured at one end to the frame under the seat and extending upwardly at the back of the seat, and a back-rest located behind the seat and having hinge-connection with the arm above the top of the seat, whereby it is adapted to be folded down, substantially as set forth.

“Catherine A. Williamson.”

Miss Williamson is mistaken in her disclaimer. I do not think anybody ever put a back on a bicycle seat before.

It is also probable that a “dis” (before advantages) was omitted by the printer in the first line of above brief; but we must not be ungallant to the ladies, and criticise too harshly. Perhaps the invention will come in on the Rovers where the ladies may mount in front.

C. E. Duryea, of St. Louis. Bicycle. No. 364,231. Patented June 7, 1887.

DURYEA SPECIFICATION.

“The improvement relates partly to the handle-bars, partly to the pedals, and partly to the head, of the bicycle.

“The advantage of this form of handle-bars is that it enables the rider to mount from in rear of the large wheel in the usual manner, and to dismount either in the rear or in the front of the large wheel. It also permits of an upward pull upon the handle in propelling the wheel.

“The structure of the spokes, hub, and rim will not be claimed in this case, as they will form the subject of another application by me for patent thereon.

“I am aware that heretofore the handle-bar has been angled, but know of no case where it extends backwardly, outwardly, and upwardly.”

This idea for handle-bars has often occurred to riders of the old Ordinary; it would have saved many serious falls, by way of the front dismount, heads down. The weight and complication are its defects.

E. G. Latta, Friendship, N. Y. Velocipede. No. 378,253. Patented February 21, 1888.

LATTA SPECIFICATION.

“The object of this invention is to provide a machine which is safe, strong, and serviceable, and more easily steered than the machines now in use, and also to construct the machine in such manner that the same can be folded when not required for use, so as to require little storage-room and facilitate its transportation.

“In bicycles of ordinary construction, when the rider anticipates a fall it is customary to turn the steering-wheel in the direction towards which the rider is inclined to fall. When the steering-wheel of my improved velocipede is deflected, the saddle swings in an opposite direction to that in which the rider tends to fall, which enables the rider to regain his balance with very little movement of the steering-pivot, and also to maintain a direct course with greater ease than with the ordinary machines.”

This is one of Mr. Latta’s weekly patents, and is a sample of the many efforts now being made to overcome the sensitive steering qualities of the recent rear-driver. The invention is also intended to answer the purpose of the “Rothigiesser system,” spoken of in a former chapter.

Mr. Pat. Gallagher, of New York, invents a tricycle with fly-wheels.

“A tricycle designed to be easily operated and guided is illustrated herewith, and has been patented by Mr. Patrick Gallagher, of No. 145 East Forty-second Street, New York City. It has a light but strong iron frame-work, and is propelled by means of a crank-handle mounted in arms adjustably pivoted to uprights on the frame, one of the ends of the crank-handle having a sprocket-wheel connected by an endless chain with a sprocket-wheel on the axle of the driving-wheels, while the other end of the crank-handle has two fly-wheels to steady the motion of the machine, and so that but little exertion will be required to run it after a high degree of momentum has been obtained.”

R. J. Spalding. Flying-machine. No. 398,984. Patented March 5, 1889.

Cadiz and Wheeling Plank Road.

AN AMERICAN BONE-SHAKER, 1869.

As it is a common practice to present patrons with a portrait of the venturesome culprit who aspires to engage the temporary notice of the public, by works of this kind, it is possible that some readers may, perchance, procure books with such expectations in view, and feel disappointed if no such custom has prevailed. Now, therefore, the writer has overhauled his effects and brought to light a picture which, “though not as new as it was,” is a fair specimen of the photographer’s handicraft, which represents your hopeful tyro upon his original velocipede, one made by himself in 1868–69. This machine was probably the earliest single-track crank-machine made in the State of Ohio and one of the first in the United States.

Looking at the reproduction herewith annexed, I notice, with regret, that the rider has not improved as rapidly as have the machines.

Transcriber’s Notes:

• Obvious typographical errors have been silently corrected.