One of the most peculiar was the “Xtra-ordinary,” or “Xtra,” familiarly dubbed the “Camel.” Taking the high [Ordinary], it enlarged the back wheel to 22 inches; then, as its main feature, sloped the front forks back very much in a great “rake,” so that the rider’s weight rested more on the rear, and he was thus much less liable to be pitched forward over the front in a “header,” or a “cropper,” as it was called in England. The cranks being thus out of direct reach, they were driven by a pair of long bent levers, which were hinged by a short arm to the front forks, and came back behind and below the wheel axle, bearing pedals on their ends; this contrivance was effective as to safety, but was heavy and clumsy. Other patterns used the usual “rake,” but had swinging levers attached to the cranks, the idea being that the pedals (and consequently the driving pressure) should always be behind the axle. One of these was American—the “Springfield”—and this drove by levers, bearing pedals behind the axle, but used ratchets, and had no cranks. The “Star,” also American, drove by levers and ratchets, but turned about and had the small wheel forward, being very distinctive. Others had the small wheel first, driving the other by cranks thereon, and worked by long swinging levers hinged to the extreme front of the frame, thus going back to an early contrivance nearly half a century before, and much like some children’s velocipedes of today. One of the queerest of all was the “Otto,” a true bicycle in having only two wheels, yet resembling the tricycle in having those side by side on a long axle; the rider sat between, above and a little behind the axle, swinging freely from it, driving by pedals and chains, and steering somehow with great ease.
In smaller bicycles, then called “safeties” for distinguishing them, the “Pony” was simply small sized, with secondary cranks jointed on the first, so that leg-reach could be obtained, the two cranks being out at full length at the bottom of the stroke and shut over like the blade of a knife in its handle at the top of the stroke. The “[Kangaroo]” type, which had for a time a great run, had their front forks prolonged down, so as to carry pedals and cranks, working on the axle by sprockets, and “gearing up.” The “Facile”—which was the pioneer of small-sized bicycles in America, also had its front forks prolonged, but curved well forward; to the ends of these were hinged levers which came well behind and below the axle, having pedals on the ends, and being attached by connecting-rods to very short cranks, thus working much like the tread of the common foot lathe; it was extremely safe, but was geared “level,” and therefore was not speedy, requiring rapid though short movements of the foot. It was afterward “geared up” so as to be faster, but was gradually displaced by various patterns of “[Geared Ordinary].” These used the familiar rotary action with direct cranks, but employed spur gears—not bevel-gears as stated in a recent article in a trade journal. Of this class, one distinctive pattern is the sole present survivor of the front driving type. If reversion ever does bring front driving wheels back on a general or even a comparatively large scale, this seems likely to be the one. Yet prophecy is too unsafe to be hazarded, sweeping though past changes have been.
As the illustrations in this chapter are of such a nature as to require a more detailed description than can be given in a mere line of title, the descriptive matter concerning them is placed together, as follows:
The [original Humber]—meaning by “original” merely the first bicycle of the rear-driving type produced by the Humber factory—is interesting as showing the beginnings of the “diamond” frame. The steering head was as remarkably long as it afterward became short, but if the fork had been carried forward in a curve instead of dropping straight down, the wheel base would have been longer and the general outline more like the construction of today.
The [Golden Era] is reproduced as a curiosity in frames and as suggesting—since to illustrate them all would require too much space and would not have sufficient interest—the number and variety of frame shapes which have resulted in the familiar one of the present, although it would be rash to affirm that finality in frames is reached even now.
FIRST HUMBER MODEL.
The [Victor of 1887] was the first of the type made in America. There may be some question whether a bicycle with a drop frame was not produced in Washington somewhat earlier, but it was not done commercially. The wheels of the Victor were 30-inch, with a ⅞ solid tire on the rear and a ¾ tire on the front. It was made in only one size. The gear was 54; the weight was not stated; the price was $140. It had ball bearings all over, including the steering, which was a “socket,” and was in both these particulars rather advanced at that time. Its chief peculiarity was that the entire front forks consisted of two pairs of curved springs, attached to the frame by ingenious rocking joints, which at first had cone bearings, but were changed to balls in the next year. As more elastic tires came in, this peculiar fork went out, the pattern being made in both ways for several years; but the Overman Company is entitled to the credit of having been the first American concern to make the now prevailing type of bicycle, and of having also improved upon it as they found it. The frame shown in the cut, which was a common one up to that date, was changed in the following year to a stronger one of the early “diamond” type.
The Veloce of 1888 was the first rear-driver produced at the Columbia factory, although a pattern of the [Kangaroo] had been for two years in the company’s line. The Veloce had a 30-inch front wheel and a 31-inch driver, both having ⅞ solid tires. The cranks were of the usual slotted style, giving a throw of 5 to 6½ inches. The steering was cone, 4½ inches between centres. The handlebar was hollow, 28 inches long. One size only was built, geared to 52, weighing 51 pounds, and selling at $135. A peculiarity of the construction was that a single curved cross-tube intersecting the straight “backbone” or “perch” formed the support for the crank-axle and sprockets, and then was carried up over the wheel, where it did duty as a mud-guard. The wheels had 40 and 36 spokes, which were “direct,” as against the tangent which the Victor people had been using and insisting upon for several years. Referring to the direct spoke, the Columbia catalogue of this year (1888) says: