Chapter II: Part 2

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

VARIETIES OF THE BICYCLE.

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

WOOD BROTHERS’ VELOCIPEDE.

The Wood Brothers, of 596 Broadway, New York, decided at the commencement of the _furore_ in this country, to make the manufacture of velocipedes an important branch of their business. They made thorough and personal investigation of the many styles used abroad, and selected the patents of Messrs. Michaux & Co., as being the one most in favor with experts there.

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

This bicycle has a brake, rests for the feet in front, and a handsomely finished saddle, supported by steel springs. It will ascend a grade of one foot in twenty. The price is $135.

The Wood Brothers have in their possession the first velocipede ever brought into this country. When first exhibited on the sidewalk in front of their warerooms, it attracted such attention that the police requested them to remove it. They have just completed for a New York gentleman, at a price of $300, one of the most completely finished velocipedes yet manufactured in America.

THE MONOD VELOCIPEDE.

Messrs. Mercer & Monod, of 54 William Street, New York, manufacture their velocipedes after a model of their own, which has its advantages, and embraces many of the best points of the French machine.

The steering post is inclined backward, which brings the handle within easy reach of the body, and the whole machine under perfect control; and gives it a particularly rakish and natty appearance upon the road. The saddle can be adjusted backward or forward, according to the length of limb of the rider.

Messrs. Mercer & Monod use the triangular beveled treadle and an improved brake. The defect of this machine is its weight, which is about seventy pounds. Some riders, however, prefer a heavier machine than others, and recommend the Monod velocipede on this account.

A good rider on this machine can obtain a speed of ten or twelve miles an hour. It varies in price from $110 to $150, according to finish.

These gentlemen have lately manufactured some very complete machines for country use, with shawl rack, mud dasher, etc.

WITTY’S VELOCIPEDE.

Calvin Witty, of 638 Broadway, New York, models his velocipedes almost entirely after those of Messrs. Michaux & Co. When he commenced their manufacture, he tried by various experiments to improve upon the original patent. Most of his attempts proved unsuccessful. Among other proposed improvements, he endeavored to apply the brake to the front wheel, but found that it would stop the machine on the instant, and throw the rider headlong; and that such a brake, though suitable for a steam-engine, could not be rendered practicable upon a velocipede.

These machines are made of wrought iron, with brakes, springs, improved saddle, and gun-metal bearings. As Mr. Witty has the exclusive right of M. Lallement’s patent upon the two-wheeled velocipede, he can afford to manufacture at a somewhat cheaper rate than those who are obliged to pay a royalty. His bicycles range in price from $90 to $130.

Mr. Witty’s first machines were not so good as some of other manufacturers, but he has lately improved upon them. They are a little heavier than those of Messrs. Sargent & Co., Pickering & Davis, and Wood Brothers, but equal to any in durability and finish.

Mr. Witty is at present constructing a velocipede which he anticipates will run a mile in one minute and twenty seconds, or faster than any trotting-horse can ever be expected to go; the driving wheel is to be so constructed that it will revolve three times while the treadles are once making their circuit.

PICKERING’S AMERICAN VELOCIPEDE.

As will be seen from the accompanying engraving, “Pickering’s American Velocipede,” manufactured by Messrs. Pickering & Davis, 144 Greene Street, New York, differs very materially from the French model, so generally used by other manufacturers. It is claimed that it is more simple and durable, lighter and stronger.

The reach or frame of this velocipede is made of hydraulic tubing. The gun-metal bearings are so attached that, when worn, they may be replaced by others, which are interchangeable like the parts of sewing-machines and fire-arms. The axle is so constructed as to constitute, in itself, an oil box. It is made tubular, and closed at either end with a screw, on the removal of which it is filled with lard oil. Cotton lamp-wick is placed loosely in the tubular axle and the oil is by this means fed to the bearing, as fast as required, through the small holes made for the purpose in the centre of the axle. The saddle is supported on a spiral spring, giving an elastic seat; it is brought well back, so that the rider maintains an erect position, and is adjustable to suit the length of limb of the rider. The tiller or steering handle is constructed with a spring, so that the hands are relieved from the jolting that they would otherwise receive while running over rough ground. The stirrups or crank pedals, are three-sided, with circular flanges at each end, fitted to turn on the crank pins, so that the pressure of the foot will always bring one of the three sides into proper position. They are so shaped as to allow of the use of the fore part of the foot, bringing the ankle joint into play, relieving the knee, and rendering propulsion easier than when the shank of the foot alone is used. The connecting apparatus differs from that of the French vehicle in that the saddle bar serves only as a seat and brake, and is not attached to the rear wheel. By a simple pressure forward against the tiller, and a backward pressure against the tail of the saddle, the saddle spring is compressed, and the brake attached to it brought firmly down against the wheel.

Messrs. Pickering & Davis have a large manufactory, and are the constant recipients of orders from all parts of the country. Mr. Pickering has always been a practical machinist, and personally superintends the structure of each machine turned out.

A rider upon the Pickering velocipede can average ten or twelve miles an hour. On good roads they have been ridden, for short distances, at the rate of eighteen miles an hour. It is claimed that they will easily ascend a grade of from one foot in twenty to one in fifteen.

The price varies from $110 to $155. A very complete, finely finished one, can be bought for $150. This is an expensive machine; but many _connoisseurs_ think its advantages over other bicycles fully merit the small difference in price. Many experts use it altogether for fancy riding, and many who have tried all kinds upon the road, think this much to be preferred.

SARGENT VELOCIPEDE.

Wm. P. Sargent & Co., of 155 Tremont Street, Boston, have many excellent facilities, in connection with their extensive works for the construction of pleasure carriages, for the manufacture of velocipedes. They foresaw the _furore_ that would arise in this country before its commencement, and made early preparations to engage largely in the manufacture of the Parisian novelty.

Their machines are made upon the French plan, with all the American improvements, in form, material, and thoroughness of construction. They are very similar to those made by the Wood Brothers, but have important merits of their own. The hind wheel turns on the axle bar, preventing the friction upon the bearing, as in other machines in which the axle turns with the wheel. The neck of the machine is wrought in one piece, and the head of the swivel in the neck is of wrought iron, square in shape. The fork of the steering bar is of wrought iron also, instead of the cast brass usually used. This makes a delicate part of the machine very durable, for it is a rule in mechanics that one metal will act upon itself with less friction than upon another kind of metal. The best workmen are employed and the best material used. The tires and axles are of the finest steel, and the bearings of the finest gun-metal. The saddle is adjustable and can be readily moved backward or forward.

Messrs. Sargent & Co. use both the three-sided beveled and the swing treadle, either of which always present a surface to the foot, so that after mounting or removing the foot temporarily, no time is lost in replacing it.

They have made every effort to construct a light, noiseless, steady-running, completely-finished, and perfect machine. Their price is from $110 to $150.

Messrs. Sargent & Co. also manufacture a cheaper machine, without springs, much like those manufactured by Mr. Brownell of New Bedford. This machine is sold for $55, and is used with satisfaction in halls and rinks.

Mr. Sargent has on hand in his warerooms a large assortment of machines of other manufacturers, including those of Wood Brothers, Mercer & Monod, and Pickering & Davis.

KIMBALL’S VELOCIPEDE.

Messrs. Kimball Brothers & Co., of 110, 112, and 114 Sudbury Street, Boston, secured the first license granted in this country under the Lallement patent, giving them the exclusive right to manufacture in Maine, and the liberty of selling throughout the United States. They have long enjoyed a high reputation for elegant sleighs and carriages, and at their commencement of the manufacture of velocipedes, determined to maintain their reputation in this new and important branch of their business. Their velocipedes are also patterned from those of Messrs. Michaux & Co., with such improvements as are in use with the best manufacturers.

The frames of these machines are of wrought iron and steel, with composition and gun-metal bearings, steel levers, and axles, and superior saddles. Even into the lowest priced machines, they put the best stock in every part. Messrs. Kimball Brothers’ velocipedes vary in price from $75 to $175, according to style and finish. The most expensive are furnished with mud fenders, lamps, and silver-plated brakes. A very fine one can be obtained for $135. Their cheaper bicycles are, without doubt, as good as any in the market. They are light, durable, built of wrought iron, and _furnished with springs_.

The New England manufacturers of two-wheeled velocipedes, next in prominence to Messrs. Sargent & Kimball, are William H. Brownell & Co., of New Bedford, George E. Elliott, of Providence, and Messrs. Dalzell & Sons, of South Egremont.

William H. Brownell & Co., of New Bedford, manufacture only the cheaper kind of velocipedes. The frame or reach, which curves over the rear wheel, is built of wrought iron. The machine is without springs or metal gearings. This is used almost exclusively in the New England schools and rinks; and for the use of the beginner, or on smooth floors, gives merited satisfaction. It is not as suitable for the road, or as easy for the rider, as the more expensive machines, which are furnished with springs, brakes, and rests for the feet. But for those who wish to have a bicycle, with as small an expenditure as possible, this machine will answer as well as any that we know. It is firm and durable, moderately light, and does not get easily out of repair.

Messrs. Brownell & Co. have sold $40,000 worth of machines in the last three months, and the demand is far greater than the supply. They are as heavily engaged in the business as any manufacturers in the country. The price varies from $70 to $90. A good machine of Mr. Brownell’s make can be obtained for $75.

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George C. Elliott, of Providence, has purchased a license under the Lallement patent, for the exclusive manufacture of the two-wheeled velocipede in Rhode Island. He combines the French machine with the usual American improvements. The prices are the same as are demanded for other good machines.

Those who have used Mr. Elliott’s bicycles claim that they are the equal of any manufactured.

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Messrs. Dalzell & Sons, of South Egremont, Massachusetts, manufacture a velocipede which has many of the merits of that of the Wood Brothers. Their velocipede works are at Hudson, N. Y., and there is a steadily increasing demand for their machines. The prices vary from $125 to $150.

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G. F. Perkins & Co., of Haydenville, Mass., advertise to furnish a velocipede with steel springs for $40. We do not know that their machine has been fairly tested. We have never seen it in use, and are unable to speak of its merits. Among the latest improved machines, is one manufactured by Messrs. Tomlinson, Demarest, & Co., No. 620 Broadway, New York. It is called the “Improved American Velocipede,” and differs from styles best known to the public in important respects. It is the recipient of many encomiums from those who have learned to ride it.

The iron arms, between which the front wheel is held, are inclined back at an angle of forty-five degrees from the perpendicular, which inclination brings the seat in such a relative position to the fore wheel, that a man of medium height can, with his feet, reach the treadles of one of these velocipedes, the front wheel of which is forty-five inches in diameter, with as much ease as he can those of the ordinary velocipede, the fore wheel of which is of a diameter seven or eight inches smaller. This peculiarity gives likewise great facility in describing sharp curves and circles of small diameter, the body being inclined in the direction in which the rider wishes to propel himself, and in the direction in which the driving wheel is inclined. Those who have become expert in the use of this new machine, claim that the movement of the body in propelling and guiding it, is more nearly analogous to that of skating, than is employed in controlling the ordinary bicycle. Indeed, they claim that it can be guided by the mere inclination of the body without perceptibly varying the pressure upon the handles to the one side or the other.

The peculiar rakish arrangement of the standard, prevents the usual jar to the guiding arms in going over rough ground and pavements, and allows the wheel to turn without soiling the pantaloons. It is claimed that this machine can be driven at great speed, and up steep grades.

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Messrs. Pearsall Brothers, of New York, have patented a bicycle which is so constructed that the rear wheel is used as a guiding wheel. This machine will turn a quick corner, and can be ridden rapidly. Its price is $125.

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Stephen W. Smith, of 90 William Street, New York, manufactures a velocipede for boys, with a guiding wheel twenty inches in diameter, for $25. The saddle of this machine is so wide that but little balancing power is requisite, and any child can easily learn to ride it.

THE DEXTER BICYCLE.

The Dexter bicycle only differs from other two-wheeled machines in one respect. This, however, is quite important. By a simple and effective device, it admits of an instantaneous connection and disconnection of the crank with the axle of the driving wheel, keeping the treadles stationary or in motion, at the will of the rider, while the wheel continues to revolve. Ordinarily, in obtaining a high rate of speed on a velocipede, the rapidity of the revolution of the crank becomes too great to be followed by the movement of the feet, except at the expenditure of too much exertion. This difficulty is wholly obviated by Mr. Dexter. A continuous and uniform rate of speed may be kept up with his machine without fatiguing the rider.

THE CHICAGO VELOCIPEDE.

This velocipede is manufactured by Messrs. Loring & Keene, of Chicago, Illinois, and has become very popular in that city and throughout the West. It is a light machine, somewhat similar to that of Pickering & Davis. The saddle is upon a spiral spring, is not connected with the rear wheel, and serves as a seat and brake. The manufacturers claim that it will ascend a grade of one foot in eighteen, and that it can be driven at great speed. Its price is $130. D. W. Gosling, of Cincinnati, Ohio, has been engaged for some months in the manufacture of a velocipede upon the Franco-American plan. He claims that his bicycle is equal to any other, both in durability and fine workmanship.

There is another manufactory in Cincinnati, which turns out sixteen hundred velocipedes per week, that are sold at $35 each. These machines are of the poorest possible workmanship and material.

There are large numbers of bicycles in the market which are both unsafe and dangerous, and which the makers push into unsuspecting hands by offering them at much reduced rates. Many portions of these which should be of wrought iron, are made of cast iron, of course attractively painted. Nothing should be cast about the metal works of a velocipede except the brasses.

A bad machine carefully kept, may, perhaps, last longer than a good machine very badly managed. It should be the ambition of a good rider, however, to have a good machine, kept in good order. There is danger to the velocipedist in pushing ahead with speed, when the slightest collision, or the giving way of some minute portion of the machine, may smash the whole affair.

FOUR-WHEELED VELOCIPEDES.

BRADFORD’S VELOCIPEDE.

If any of our readers desire the luxury of a ride on a velocipede without the necessity of taking lessons, or the danger of getting a fall, they will find “Bradford’s Four-Wheeled Velocipede” ready and able to afford them the pleasure.

The inventor of this vehicle, Mr. C. K. Bradford, has devoted the greater part of the last five years to experiments upon the velocipede, and took out his first patent three years and a half ago. The machine, as now constructed and improved, obtained its American patent October 13th, 1868. It has since been patented in England, France, and Belgium. It is made of the best material, and finished like a gentleman’s trotting wagon. It weighs but sixty-five pounds, and combines in a high degree both lightness and strength. Any man, woman or child, can learn to guide it easily with but a few moments practice.

The inventor claims that it is able to maintain a speed of a mile in three minutes, and that the extraordinary time of a half mile in one minute and forty-five seconds, has been made upon a country road. It can be driven by almost any man, at the rate of a mile in four minutes, on almost any road, without greater exertion than is ordinarily used in walking. This velocipede, unlike all others, is seen to best advantage on the street. In Mr. Bradford’s tasteful little curricle, the rider can sit at ease as carelessly as in a carriage, giving himself up wholly to the exhilaration of the rapid movement, and the pleasurable exercise of the muscles, which is just enough to make the machine skim over the ground, and give an enjoyable sense of power. The increase of friction, which would naturally result from the additional number of wheels, is prevented by an application of anti-friction rollers, which reduce the labor of propelling the machine to a minimum, a requisite of the highest importance to a person seeking either recreation or utility.

This velocipede has an adjustable seat, which may be placed nearer or further from the pedal crank, to suit the rider’s length of limb. The seat is furnished with a high, strong back, which, besides adding materially to the rider’s comfort, serves him as a _point d’appui_, a firm base from which he can exert a powerful force in propelling.

The steering device is simple and complete, and is the same principle upon which one guides the horse. It is guided by the hands, and the large rear wheels are operated upon by means of a wheel and cord arrangement, conveniently placed beside the seat. It is claimed that the machine can be steered almost to a hair’s breadth. It is used by many city firms for the purpose of carrying messages and parcels, and can be seen upon Broadway in the thickest part of the travel. It does not hesitate at curb-stones, and will run over most roads as easily as any light wagon. It can be ridden up almost any hill without a fatiguing expenditure of force. It offers excellent advantages for carrying refreshments and various articles of light baggage, necessary in a flying trip or excursion.

Though this machine requires more room for its accommodation than the bicycle, and cannot be stored against any wall; and though it does not give the peculiar and fascinating kind of exhilaration which balancing upon the bicycle affords, it will be seen to have many advantages over the two-wheeled vehicle.

This velocipede is especially adapted to ladies, and allows the rider to sit as becomingly and gracefully as she would in her carriage or her parlor chair. The proprietors have a very ingenious device which can be attached to the machine for ladies, which completely conceals all points of motion.

The Bradford Brothers have a large manufactory in Newark, N. J. Mr. J. W. Thorp is their agent, and is rapidly selling State and county rights. This velocipede is sold at $150.

The Messrs. Bradford also manufacture a smaller size for boys, complete in every particular, for $75.

CALLAHAN’S VELOCIPEDE.

This velocipede was patented January 5th, 1869, and is on exhibition at 17 State Street, Boston. It has been thoroughly tested and is pronounced a complete success. It will be seen that it is very different from Bradford’s machine. The front wheels are used as guiding wheels, the rear as the driving ones. It is propelled by both hands and feet, acting together or separately. The propelling power is almost unlimited, and is furnished by cranks in the hind axles, with lever attachments. It has three different steering arrangements, either of which can be applied, according to the taste of the purchaser. In all these, the forward wheel and axle are turned with a lever arrangement, operated upon by the hand.

The machine develops both chest and limbs, and can be readily used by ladies and children. A little girl of six years has ridden it for an hour without fatigue. It is so constructed, that scruples of delicacy need prevent no lady from driving it. It can be driven either backwards or forwards, will run upon the road, at the rate of fifteen miles an hour, and will ascend any ordinary hill with ease. It is claimed, that it is the only machine made that can be checked in going down hill, or that can be stopped instantly. The machine varies in size and weight. That most in favor, has a wheel of three feet and a half in diameter, and a weight of about one hundred pounds. It is constructed of the best material, and is neat and nobby in appearance. Its price is $125.

THE TRICYCLE.

The generic tricycle, or three-wheeled velocipede, as used abroad, is not likely to meet with general favor in this country.

In its steering arrangements and mode of propulsion, its construction is similar to that of the bicycle. The rear wheels are large and light; the fore wheel is smaller, and serves to guide the machine, being acted upon by means of the steering bar or handle, which causes it to bend in the direction indicated by the rider. The pedals are attached to the front wheel, and are shaped like slippers, which facilitates the movement of the legs, and at the same time admits of the feet being disengaged simultaneously. The movement required to propel this machine is a natural one, does not produce unusual fatigue, and is analogous to that of walking.

The larger three-wheeled velocipedes have a lever which follows the line of the eccentrics attached to the pedals, and fits on to the axles. By assisting the movement of this lever, the speed of the vehicle is considerably increased, and a simple pressure against it checks the rotary motion of the wheel, and stops the progress of the machine. This lever is, in fact, both a means of impulsion and a brake. As this vehicle is chiefly patronized by the fair sex, the seat is more commodious than that of the bicycle; having sides and back of wicker, and a horse-hair cushion.

The tricycle is simply a hack, while the bicycle is a blooded horse that fully demonstrates the “poetry of motion.” The tricycle is easier to guide, and safer to ride than the two-wheeled machine; there is however more friction, and its speed is much less rapid. It has, thus far, been found impossible to construct a three-wheeler with the pedal method of propulsion, that could compete with the bicycle in speed or pleasure of driving. Large wheels are necessary for speed. If a guiding wheel be applied to a tricycle of this kind large enough to run rapidly on the road, and to counterbalance the size of the other wheels, it would be unsteady of motion; the rider would be apt to be thrown headlong at any jar, and the whole machine would be rendered unsafe.

Many of the larger manufacturers have built the tricycle to some extent. Most of them have discontinued their make, finding it unprofitable, and that the machine gave but little satisfaction.

The Bradford Brothers of New York City obtained a patent, and entered largely into the business, at considerable expense. They, however, soon stopped the manufacture, and gave exclusive attention to their four-wheeled machines. The three-wheeled velocipedes of Messrs. Kimball Brothers, Boston, seem to be as popular as any in the market; but the sale is mostly local, and but few of them are manufactured.

Various inventors have endeavored to obtain power, by additions to the gearings, in the shape of spring wheels and levers, but with little success. Others have applied the principle of the crank to be turned by the hand, using the hand for steering purposes.

Mr. Wm. H. Hall, of Boston, Mass., has invented a tricycle, which is impelled by a crank, acting upon a small wheel, connected to another by an endless pulley. Every revolution of the crank turns the wheels of the machine once. This machine has not yet been fairly tested.

A mechanic in Indiana also claims to have invented a machine very similar in construction to this of Mr. Hall’s.

Messrs. Forbes & Sears of New Bedford, Mass., have invented a machine with two hind wheels running only about five inches apart. It is claimed that the hind wheels are so near together as to run practically as one wheel; and yet the rider can stop the vehicle and maintain his equilibrium.

Messrs. Topliff & Ely of Eleria, Ohio, patented February 23d, 1869, a tricycle, in which, by a simple movement of a lever, the rear wheels can be run into one, and the vehicle instantaneously changed into a bicycle.

A gentleman of Poughkeepsie, N. Y., has invented a machine, in which both the hind wheels are drivers instead of the forward one. They are fastened on independent axles meeting in the centre, connected by a novel arrangement of gearing, so that either wheel can stand as a pivotal point, and the other be driven round it very swiftly. The inventor states that it will turn in less space than any other velocipede.

Mr. John Tremper, of Wilmington, Del., has designed and patented a tricycle in which the front wheel is the driver as usual; but placed so closely to the axle of the hind wheels, as to give almost as complete command over the motions of the machine, in turning corners, as the two-wheeled velocipede.

“The Bennet Velocipede” is characterized by a driving wheel four feet in diameter, and two guiding wheels behind, each about a foot in diameter.

“Samuels’ Velocipede” has also a large driving wheel, with small guiding wheels behind. This machine is propelled by hand cranks, connected with corresponding cranks in the driving wheel shaft. The feet are used for steering. The inventor claims that this machine will run twenty-five miles an hour on a level road. A New Yorker has invented a machine for ladies, which he has placed on exhibition at Pearsall Riding School. The pedals are applied to the rear wheels, and the small wheel in front is guided by a rod, passing back to the hand of the lady occupying the seat.

One or two of the novel tricycles, modeled upon new principles, have proved decided successes.

A gentleman of Ypsilanti, Mich., has invented one that he claims to have ridden from that place to Detroit, a distance of twenty-eight miles, in two hours and forty-eight minutes; and to have made a mile in Ypsilanti in two minutes and thirty seconds. The wheels of this machine are forty-two inches in diameter, and are propelled by means of a double hand crank, no treadles being used. On each side of the hub of the forward wheel, is a grooved pulley; and attached to the straight portion of the crank are two more pulleys, the four being connected by belts. At each revolution of the pulleys, the vehicle is propelled a distance of sixteen and a half feet; and when an ordinary rate of speed is attained, it runs quite easily. Its weight is forty-nine pounds, and the inventor claims that it will sustain two hundred pounds without danger of collapsing. It can be run on ordinary carriage roads, with comparative ease.

Samuel Marden of Newton Corner, Mass., has lately commenced the manufacture of a three-wheeled velocipede for which he obtained a patent in February, 1868. He calls his machine “a mechanical horse;” it is propelled _by the weight of the rider_, and by friction. It has neither treadles, cranks, or guiding arms. The rider rises in his stirrups as on a trotting horse. The saddle is so arranged that the pressure upon it revolves a gearing wheel, which acts upon a small one connected with the axle of the rear wheel; these wheels are thus made to turn very rapidly. It will be seen that this velocipede is constructed upon an entirely new principle. It is claimed that it can be driven upon the road, at the rate of from ten to fifteen miles an hour. This machine can be used by ladies, with a side-saddle arrangement. Its price is $125. Mr. Marden’s velocipede has been tested, and we think he has a fortune in his invention. He has more orders than he can fill, and is prepared to sell State, county, and town rights.

HEMMING’S UNICYCLE, OR “FLYING YANKEE VELOCIPEDE.”

The single-wheeled velocipede has at length received a palpable body, and “a local habitation and a name.”

Richard C. Hemming of New Haven, Conn., invented the machine herewith represented, two years ago; but has only recently brought it into the market and applied it to practical purposes. The main wheel has a double rim, or has two concentric rims, the inner face of the inner one having a projecting lip for keeping the friction rollers and the friction driver in place; each of these being correspondingly grooved on their peripheries. The frame on which the rider sits, sustains these friction wheels in double parallel arms, on the front one of which is mounted a double pulley, with belts passing to small pulleys on the axis of the driving wheel. This double wheel is driven, as seen, by cranks turned by the hands. The friction of the lower wheel on the surface of the inner rim of the main wheel, is the immediate means of propulsion. A small binding wheel, seen between the rider’s legs, serves to keep the bands or belts tight. The steering is effected either by inclining the body to one side or the other, or by the foot impinging on the ground, the stirrups being hung low for this purpose. By throwing the weight on these stirrups, the binding wheel may be brought more powerfully down on the belts. Over the rider’s head is an awning, and there is also a shield in front of his body to keep the clothes from being soiled by mud and wet. When going forward, the driving wheel is kept slightly forward of the centre of gravity by the position of the rider. By this means the power exerted is comparatively small. Every turn of the crank is equivalent to a rotation of the great wheel.

Mr. Hemming says that this machine can be manufactured for fifty dollars, of a weight of only thirty pounds; that it will ascend steep grades, and that it can be driven on the roads with but little exertion, at the rate of twenty or even twenty-five miles an hour. This wheel is of a diameter of from six to eight feet.

Mr. Hemming’s boy of thirteen has one five feet in diameter, the first manufactured, crude in construction, and heavier than necessary, which he propels at the rate of a mile in three minutes.

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A mechanic of Dubuque, Iowa, has invented a one-wheeled machine, which he calls a velocycle or velocyde. This velocipede is not ridden upon, but transports its rider into the position of “walkist.” It is a large wheel or double wheel, made a unit by a light rim of five feet one inch in diameter. The operator steps upon the rim and commences to ascend an endless ladder. It being movable, of course he does not ascend but sets the wheel in motion. The inventor claims that the effort is not greater than the force of muscle required in ordinary locomotion, and that by his arrangement of pulleys, each step gives a complete revolution of the wheel and is equivalent to a stride of eighteen feet. He claims that it will ascend steep grades, will run at the rate of twenty miles an hour, will not weigh over twenty pounds, and that it can be manufactured for $40.

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The single wheeled velocipede was perhaps predicted in Ezekiel i. 15-21. A gentleman in Pittsburg, Pa., claims to have invented one, which can be propelled by the combined force of five men, who occupy comfortable seats in the automatic horse. This wheel is ten feet in diameter, and the inventor thinks it can be driven at the rate of twenty miles an hour.

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A New York mechanic has devised a monocycle or single machine, which consists of a wheel eight feet in diameter, with a tire six inches wide, or two narrow tires on its outer edges, with two sets of spokes connecting with a double centre, which fills the place of a hub, the two sides of which are two feet and a half apart. The operator is in the middle, and propels the wheel by an apparatus, in which both his weight and his muscles are brought into play.

We present an engraving of an English one-wheeled velocipede. The feet are placed on short stilts, connected with the cranks, one on either side of the rim, while the rider sits upon a steel spring saddle over the whole wheel. The inventor modestly limits the diameter of the wheel to twelve feet, and the number of revolutions to fifty per minute. Twenty-five miles per hour is the speed expected to be reached. The riders of this machine, without the ability to overcome the laws of gravity, would be very likely to get broken bones and noses. It is not likely to come into general use.

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Captain Du Boisson, a Frenchman and captain of Prince Napoleon’s yacht, “Jerome Napoleon,” has invented a velocipede which runs upon water with great facility. It is composed of two parallel tubes of cast iron, cigar-shaped, connected by iron cross-pieces. In the centre is a propelling wheel, covered by a house or drum, on the top of which the person using the vessel sits comfortably in a sort of saddle, with stirrups. By means of these stirrups and a hand crank upon each side, he gives the wheel its motion, precisely as it is given to a velocipede on shore. The novel craft is easily propelled at the rate of six miles an hour.

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A gentleman of Poughkeepsie, N. Y., has invented and uses an Ice Velocipede, which he propels with astonishing rapidity. The frame of this velocipede is built like those which are commonly used in this city. It has but one wheel, steered with a bar as in the land machine, but armed with sharp points to prevent its slipping. Instead of the wheel behind are two sharp runners, like those attached to the ice boats.

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A Steam Velocipede has also been invented, from which great speed is expected. The cylinders and their attachments to the two driving wheels are not shown. They are placed vertically in front of the boiler, between it and the seat, and connect with cranks on the shaft of the driving wheels. The engraving shows the position of the boiler relatively to the other parts of the machine. The engine is a direct acting compound engine of two cylinders, each cylinder two and a half inches diameter, and five inches stroke. The steering gear consists of an endless chain over a grooved wheel on the engine shaft, and passing over a corresponding wheel fixed between the forked shaft just over the front. The latter grooved wheel is a wide one, and over it passes another chain. This latter chain works round the boss of the front wheel. This arrangement gives power to the front wheel, so that in turning a corner, this wheel takes a wider sweep than the two driving wheels, which go first. In travelling on a straight road (backwards) the machine is turned to either side by turning the steering wheel to the opposite side. The boiler is a vertical one, with four tubes, one and a half inches internal diameter, hanging down by the side of the fire-box. The fire-grate is cast with four holes in it to receive the bottom ends of the tubes so as to hold them firmly. Height of boiler, two feet six inches; height of fire-box, fifteen inches; diameter of fire-box, eleven inches; diameter of boiler, fourteen inches. The fire-box and tubes are copper, pressure two hundred pounds; but twenty-five pounds of steam will be equal to a velocipede propelled by the feet.

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Philadelphia has recently produced a velocipede of an entirely new style. There are but two wheels, the seat sitting quite low between them. The novelty consists in a cog attached to the guiding-post, by means of which the rear wheel is made to follow directly in the track of the forward wheel. No matter how short the turn, both wheels make it at the same time, and the seat always remains parallel with the driving wheel. In other machines there is no guide to the rear wheel, and consequently the machine cannot be turned so readily when a collision is threatened. The new machine, which is called the “Keystone,” in honor of its native State, is substantially built, and so far as it has been tested in the riding school, is pronounced a success.

There is an ingenious gentleman in Cincinnati, who is at work constructing a velocipede to be propelled by a spring, on the principle of a watch. After winding it up, he calculates that it will move two miles before it will require winding.

A gentleman in Albany has arranged a velocipede to run on railroad tracks. The wheels have flanges to them, so that they cannot leave the rails. The flanges are so arranged as to be removed when occasion requires, so as to make the machine available on ordinary roads. The inventor claims fifty miles an hour.

An expert velocipedestrian in the West, has had rubber tires put upon the wheels of his vehicle; and finds by their use, he can ride in winter over snow and ice without slipping, and that in summer he is much relieved of the jar from roughnesses of roads.

The vast majority of the new velocipedes of which we hear daily, prove total failures on trial. Most of their inventors proceed upon abstract principles, and fall into absurdities, from which previous practical knowledge would have saved them.

VELOCIPEDES FOR LADIES.

We present a bicycle for ladies, lately invented and patented by Messrs. Pickering & Davis of New York City. It will be seen that the reach or frame, instead of forming a nearly straight line from the front swivel to the hind axle, follows the curve of the front wheel until it reaches a line nearly as low as the hind axle, when it runs horizontally to that point of the hind wheel. The two wheels being separated three or four inches, allow of an upright rod being secured to the reach; around this is a spiral spring, on which a comfortable, cane-seated, willow-backed chair is placed. This machine, with a moderate sized wheel (of thirty to thirty-three inches), will allow being driven with a great deal of comfort and all the advantages of the two-wheel _veloce_. In mounting, a lady has to step over the reach, at a point only twelve inches from the floor, the height of an ordinary step in a flight of stairs.

A machine for ladies has also been invented by S. T. Derry of Boston, and patented by Messrs. Sargent and Derry, which in construction and appearance is very similar to the one just described. Its saddle is of velvet on springs, giving a perfectly elastic seat; it is furnished with mud fenders in front and behind, and is complete in every respect.

Both these machines have been examined by experts and pronounced satisfactory. It will be readily seen that they obviate many of the difficulties, embarrassments, and objectionable features of the bicycle. They will, doubtless, become popular. While young men have been dashing about on velocipedes, many young women have looked on with envy and emulation. They have not been satisfied with the tricycle designed for their especial use; and have felt it hard that they should be denied the exercise, amusement, risk, dash, and delightful independence, which the bicycle so abundantly affords.

It is possible that our young ladies will rush into velocipeding as they have into skating, and other athletic amusements. It would be a substitute, in many cases, for the expensive luxury of horseback exercise, and has the advantages over it, of convenience and pleasure as well as cost. Velocipeding will be particularly nice for suburban ladies, who have smooth roads around them, over which they may bowl to their hearts’ content, and drive themselves from house to house on morning calls. It will not be necessary to keep an ostler, nor to have an attendant to assist in mounting and to accompany the rider. When ready for her ride, a lady may take her horse from the front hall, clean and fresh, mount, and be off. It would be a bright and beautiful day for our land, should a laudable and reasonable ambition once fairly get possession of our young women, to cultivate and develop their physical natures, and to become strong, healthy, robust, and enduring.

A short time since, “The Revolution” published an able article recommending the use of the bicycle to ladies. It has been used by them for some time in a quiet way, and to a much greater extent than is generally supposed. There are classes for ladies in almost every large city; and many are waiting for fine weather, to enjoy the art in the open air, instead of a closely confined room; and to “Witch the world with noble horsemanship.”

The idea has been conceived from seeing experts ride side-saddle fashion, and drive the machine with one foot, that ladies might begin by learning the art in that way. This would be well nigh impossible, though it is easy enough after one is proficient. But with a proper teacher of their own sex, and with suitable dresses for preliminary practice, ladies can soon obtain such a command over the vehicle, that they can ride side-saddle wise with perfect ease.

A lady must begin with great moderation, and train her muscles to the work of propulsion, or they will cry out vehemently at first. Above all, she must avoid getting cold, rheumatism, and neuralgia, after being heated by the exercise.

The best school for ladies is established in Boston, and is conducted in a properly private and exclusive manner. It is supplied with a number of lady teachers and assistants, all under the direction of the best “velocipedagogue” in the city. It is in a large hall in a good locality, and is provided with the best French machines, dressing-rooms, and other conveniences. Many good old Boston names are to be found upon the list of pupils. The lessons are twenty-five dollars for a course of instruction, with a guarantee of proficiency.

There is also a school especially designed for ladies, at the corner of Fifth Avenue and Fourteenth Street, New York, at what is known as the Somerville Art Gallery. This has two halls of an area of 3,000 square feet. One of the halls is set apart for beginners, and the other for those more advanced.

Ladies, in riding the bicycle, commonly use the modest and appropriate costume worn by them in calisthenic exercises and in the gymnasium. Another very suitable dress for the _velocipedestrienne_ has been thus described:--

“Let the outer dress skirt be made so as to button its entire length in front; the back part should be made to button from the bottom, to a point about three-eighths of a yard up the skirt. This arrangement does not detract at all from the appearance of an ordinary walking costume. When the wearer wishes to prepare for a drive, she simply loosens two or three of the lower buttons at the front and back and bringing together the two ends of each side, separately, buttons them in this way around each ankle. This gives a full skirt around each ankle, and, when mounted, the dress falls gracefully at each side of the front wheel.”

Miss Carrie Augusta Moore, well-known in amusement circles as “The Skatorial Queen,” has been riding the bicycle in public in Washington, Boston, and the Western cities, with much success. Her riding is described as finished and graceful, and her costume as neat and modest.

VELOCIPEDE SCHOOLS AND RINKS.

Those who have thought the rage for velocipedes would be fleeting and evanescent, have found themselves much mistaken. Velocipede “Schools,” “Halls,” “Rinks,” “Institutes,” and “Academies,” have sprung into existence with mushroom rapidity. There are scores in our large cities, and one or more in almost every country town. They secure a patronage which is not only surprising, as indicating the extent to which the enthusiasm prevails; but also as showing that the desire to ride is not confined to any particular age, or to any class of persons. We have seen astride the bicycle in the same rink, the old and the young, the fat man and the lean, the doctor, who does not believe that the fashionable exercise develops one set of muscles to the detriment of others; the clergyman, a regular muscular Christian; and the newsboy who has sold his papers in the cold and rain to accumulate the funds to make him as much the privileged character as any nabob. We have witnessed the lawyer, the tradesman, and the mechanic, spinning with ease and grace. We have watched the lounger who fringes the edge of society with his delicate moustache, making his languid attempt; we have seen the artist mount his Pegasus, and the professor of literature, striving with noble persistency to emulate his much envied tutor. There is a marked fascination in the exercise which affects alike the spectators and the participants. Those who come to look, remain to ride; and those, who once bestride “the wheeled Rosinante,” refuse to quit until they have tamed the unaccustomed steed.

It is very amusing to watch the eager pupils, going through their novitiate. The beginners mount, struggle, perspire, and tumble in all directions and shapes; and blunders, awkward movements, collisions, and shipwrecks follow each other in constant succession. The more advanced ride with “This one thing I do,” manifest upon every feature; and one would suppose, from looking at their compressed lips, knit brows, and fixed eyes, that they felt they were guiding, like Phaëton, the horses of the Sun. The graduates and proficients ride with charming ease, carelessness, and control.

“The early bird catches the worm,” is a proverb particularly applicable to those who first started velocipede schools. All the rinks, schools, academies, and “velocipedagogues,” do a large business; and their machines pay for themselves in a short time.

The fever is not confined to the Eastern and Middle States, but rages throughout the South and West. In some of the velocipede riding halls, a charge is made for a series of ten lessons; at others, there is an admittance fee, and a certain price per hour for using the machine. In our cities, we have them to suit all classes and conditions of people. They range from the rinks in common localities, with their sawdust floors, cheap machines, and nominal admission fees, where the “timid toddlers” go it alone, to the schools in the marble blocks, with their French machines and experienced teachers.

As our knowledge increases, our tastes become more luxurious. The plebeian is content with his wagon, but the patrician must have his _coupé_. The beginner asks no better accommodation than is afforded by the New Bedford machine; but one of the “do it gracefuls,” or one of the “fancy few” must have spring work, ornamental mountings, bright varnish, and no sawdust under him; else he fails to experience the acme of bicycular enjoyment.