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REVIEW^^s^
In which is incorporated ''THE WHEEL'* (New York) and the "AMERICAN CYCLIST" (Hartford)
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New York, N. Y., U. S. A., Thursday, October 3, 190L
$2.()o a Year. 10 Cents a Copj.
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REVISED EDITION OF
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MOTOCYGLES AND HoW TO MANAGE ThEM." \
BY A. J. WILSON.
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THE ONLY BOOK OF THE SORT IN EXISTENCE.
iS 126 RAGES; Al ILLUSTRATIONS.
ilv (Nearly twice as many as previous paper-covered editions.)
/k BRISTLES WITH VALUABLE INFORMATION FOR THOSE WHO RIDE AND THOSE WHO INTEND TO RIDE
f^ OR HANDLE MOTOCYGLES.
t " ""^
yjc Contains Chapters on "The Motocycle Itself: What it is and How it Works'; "Care and K«ep T
/l\ of Motocycles" ; "Motor Bicycles"; "Defects and How to Remedy Them" •■
/j\ NOW SUPPLIED BOUND ONLY IN CLOTH. PRICE, $1.00.
XHE GOOOrs/IAN CO., 123-125 TRIBUISIE: BUII-OIISIG, rMENA/ YORK CIXY.
.77762
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GET IN THE BANDWAGON
DIFFERS
r FROM A Bicycle ;
THEREFORE IT5 PRrCE IS DIFFERENT
NOCilEAPRACYCLES
-Racycle
I NEVER SOLD BY
>nAiL Order HOUSES
THE GRAVE DIGGERS
ALL DEALERS NO RACYCLES lent ,
GIVEN AWAY OR CONSIGNED
HO IMDUCEMENT EXCEPT ^
THE RACYCLE <-
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c;AN.I^Qi| [ SEPT. IQOl] Jg- JAM \G)QZ
288 BICYCLE fACTOMES 69 BICYCLE FACTORIES 35 BICYCLE FACTORIES RACYCLE ANYWAY
MIAMI CVCLE- <Sc M FQ. CO.. Ml D DLETOWN-OH I O
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Why Waste Wealth
and energy toying with makeshifts and just-as-goods when the
Mitchell Motor Bicycle
is within your reach ?
IT HAS BEEN TRIED AND PROVEN TRUE
and with the
FULL LINE OF MITCHELLS
in all models and at all prices, we maintain that the Mitchell agents are superbly equipped to meet any and all calls made on them. Are you one of them ?
(
COASTER-BRAKE
TROUBLES ELIMINATED
IN THE FINISHED
Wisconsin Wheel Works,
RACINE JUNCTION, WIS.
FORSYTH
DON'T CLOSE UNTIL YOU SEE IT.
^r\Pr\c^\ Po^fflf OC: ♦ Simplicity ( fewer parts than any .jpCClctl 1 CdLUICb* ojjjgj) Lightness, Strength, Posi- tive in Action, Fitted to either Chain or Chainless, Frictionless (coasts as easily as a cliain wheel without any chain; ) above all, our own EXCLUSIVE SPECIAL FEATURE, Regulation of the crank — throw can be adjusted without removing from the frame; no other Coaster-Brake on the market has this feature.
These few points ought to set you thinking. We have others. Better write us at once.
FORSYTH MFG. CO., BUFFALO, N.Y.
THE BICYCLING WORLD
ww^
NO JOBBER
Can Afford to "Sign Up"
before obtaining the Barwest proposition.
DON'T DO SO!
It is better to be sure than to be sorry, you know. The proposition is as good as the
BARWEST COASTER=BRAKE
itself and it is simply a
Wonder=worker and the Biggest Money=maker
ever presented to the trade.
CONTAINS
I 1 1- -i
WEIGHS
NINE ( 9 ) PIECES ONLY ! LESS THAN ANY OTHER.
APPEARANCE — Small Barrel Hub, I 3-4 inches in diameter; dust proof, any size sprocket and always in line.
COASTS ON BALLS — Valve stem balances wheel which is free in either direction.
BRAKE RING — Phosphor |Bronze against the steel hub.
NO FIBRE — Consequently oil can be freely used without impeding brak- ing ability,
NEVER STICKS— The brake ring in- stantly releases.
NO RATTLE NO SQUEAK NO SLIP
NO BACKLASH NO LOST MOTION
All Retailers
will find it profitable to get in touch with us on the " double-quick."
The Barwest Coaster=Brake Co., 99 chambers st.. New York.
THE BICYCLING WORLD
^*
m
The Year I902 Will Divide the Trade
into two classes — the Progressives and Non-progressives. ;;^The classes have always existed after a fashion, but next year the dividing line will be so clean cut and dis- tinct that all may see.
The motor bicycle will mark e division. It will be, so to speak, the badge of the Progressives — the dealers who are not content to stand still and hang their future on the flimsy peg of Kope.
Failure to possess and push a motor bicycle will dis- tinguish the Non-progressives — the wishers and waiters of the trade — the class that "hopes that something will turn up" in contradistinction to the Progressives who realize that it is " up to them " to turn up something, and who appreciate that the motor bicycle is the bicycle of promise — the bicycle of the future.
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It's for You to Decide
in which class you will take your stand, and the time to decide is now.
x\s there are great differences in men, so are there great differences in motor bicycles. There is no ques- tion, for instance, that the Royal leads them all, (If in doubt, look at the others.) As but one Progressive in each town can obtain the Royal agency, the fact should arouse you to instant action.
Why let the " other fellow " beat you in the race to obtain the agency for the bicycle that will attract atten- tion the quickest, advertise you most, sell the most read- ily and pay the handsomest profits?
Remember the story of the early bird, and prove yonr- self a real Progressive !
While postage stampsi are so cheap, you cannot use one for a better purpoes.
ROYAL MOTOR WORKS, CHICOPEE FALLS, MASS.
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The Bicycling World
AND MOTOCYCLE REVIEW.
In which is incorporated " The ^heel and Cycling Trade Review ** and the ** American Cycllit."
Volume XLIV.
New York, U. S. A., Thursday, October 3, 1901.
No. 1
ALL SALES DEPARTMENTS GO
A. B. C. Merges Them Into Three Central Departments
With New Managers in Charge — Shifts=about
in Headquarters Staff, Also — Few
Branch Stores to Remain.
RETAIL POOL UNFOLDS PLANS
Places Itself on a Substantial Basis by Buying Out=
right one of New England's Biggest Jobbing
Houses — Specific Statement of its
Objects and Offerings.
It has now developed that the American Bicycle Co.'s discontinuance of the Columbia Sales Department, as reported last week, was but one of a succession of orders that have wiped out all other sales departments as hitherto constituted.
The Columbia, Cleveland, Crescent, Ram- bler, Monarch and Featherstone departments —all that remained after the last shakedown —are no more. They have ceased to exist, and managers and office employes alike have been given their "papers."
The six departments have been merged into .-.ree, one of which will be located in iNCW York, one in Chicago and the third in San Francisco. They will probably be styled, in order, the Eastern, the Western and the Pacific sales departments, and each in their respective territories will, of course, handle the various bicycles made by the company.
The headquarters staff itself does not escape the pruning knife.
The management of the general sales de- partment, heretofore controlled by Third Vice-President Merseles, has been added to the duties of Second Vice-President Bromley, who also retains the reins of the manufact- uring department. His chief assistant and virtual purchasing agent, J. C. Matlack, goes from headquarters to Chicago to assume the management of the new Western Sales De- parment, which will probably be located in the Crescent factory. The manager of the Eastern Department will be Charles E. Walker, who will not be attached to the central office, but will have offices in War- ren sti-eet, New York, in one of the buildings now occupied by an A. B. C. branch. Which
one has not been definitely decided. The manager of the Pacific Depai-tment has not yet been selected.
]Mr. Bromley and Mr. Matlack, the latter of whom is often accused of having ice water in liis veins, are both original Feather- stone men and came to New York from the West. Mr. Walker is an old Columbia man, and served at Hartford under ex-Manager Albert L. Pope, whose recent utterance, or alleged utterance, "'Trusts are bad things for the country," is being mistakenly credited to his father. Colonel Albert A. Pope, who still retains his interests and position in the company.
While the sales departments are abolished, the factories to which they were attached and all other factories now in operation are not affected, and will be continued in opera- tion. Branch stores, however, are due to feel the knife keenly. No branch that has failed to earn a profit this year will be continued. HoAV many branches will be affected by this dictum the Bicycling World's informant could not say, "but," he added, "it's sound business policy, isn't it?"
The information as detailed is authorita- tive, and comes from an official source. It will serve to set at rest at least some of the many rumors that are afioat.
Reports of a general reorganization and that the bondholders of the A. B. C. would assume control and direction of its affairs, and that two vice-presidencies will be abol- ished, this informant stamped as idle gossip. Nothing of the sort is likely, he said; and, save the action already taken by the execu- tive committee, nothing else is possible.
The annual meeting of the company occurs on Tuesday next, and what may grow out of it no man can say; certain it is that those in position to do so do not anticipate any- thing of a sensational nature.
While many in the trade have been specu- lating as to the whys and wherefors of the Equitable Distributing Co.-^the New Eng- land retail pool — the officials of the company themselves have had important irons in the fire.
The first of these was drawn out late last week, and develops a surprise of the first magnitude: The Equitable people have pur- chased, lock, stock and barrel, the well known United Supply Co., of Boston. They came into possession of the stock and prem- ises, 55 Hanover street, on the 1st inst., the latter of which is now designated the "tem- porary warehouse" of the Equitable Co.
The United Supply Co. represented an amalgamation of George F. Kehew & Co. and the Elastic Tip Co., and was one of the three largest and best known and best stocked jobbing houses in New England; the dealers' organization is thus placed on a firm footing, with a ready stock of all that their members may require. Mr. Kehew re- tains no interest whatever in the business, and has no definite plans for the immediate future.
Simultaneously some definite and specific information regarding the aims and scope of the Equitable Distributing Co. is given out, to wit:
Objects: To secure as stockholders and associate members all legitimate bicycle dealers with ability to pay spot cash.-
To rigidly maintain list prices.
To secure for our stockholders and asso- ciate members all sundries, tires, parts, etc., etc., at such prices that the jobber's profit is entirely wiped out.
To secure for them a low priced, good bi- cycle, stripped except chain and seat post.
THE BICYCUNG WORLD
at a price within 5 per cent of the cost of such a bicycle bought in lots of 5,000.
To carry at all times a complete line of parts, tires, sundries, etc.. etc., so that we can make prompt shipments. Such goods can be secured by all members at 5 per cent above the jobber's cost.
To secure options on all job lots for the benefit of our members, only taking those that our members can handle.
Advantages: No stocking up on the part of the dealer in order to secure price. Price will be the same on one as on one thousand.
By carrying large stocks prompt shipments are assured, thus preventing loss of sales to you.
No bicycle dealer can secure one dollar's worth of goods from this company unless he is a member of the company in good standing.
It means that every member will become a jobber in his own vicinity.
Membership: Incorporated under the laws of Maine. Stock non-assessable.
A stockholder agrees with the company to take ten shares of stock and pay for same in ten monthly instalments of $25 each.
The whole amount paid in by any stock- holder is withdrawable at any time by giv- ing thirty days' notice, and the whole of the money paid in returned to him.
A stockholder can secure credit up to the amount of stock he has paid for.
On the first Tuesday in August a stock- holders' meeting will be held, when divi- dends will be declared. Stockholders to be the dealers in large cities and towns.
An applicant for associate membership must be voted in by the board of directors.
He pays an annual fee into the company of $25 per year, payable in five monthly in- stalments, beginning September 1 of each year. Any applicant being accepted after January 1 of any year must pay the $25 membership fee in full, together with such bonus as the directors may determine.
The associate members receive all advan- tages of a stockholder except credit and dividends.
Neither the Facts nor Figures Lie.
Will the British cycling press men ever permit the facts regarding the iniquitous American tariff to percolate into their cra- niums, we wonder? The duty on bicycles was never less than 35 per cent. It was 45 per cent when importations of British ma- chines reached their height, and the total extinction of the trade came without there being the slightest change from this figure.
WEST m GOOD SHAPE
A. B. C. Bonds Advance.
On Tuesday sales of 10,000 American Bi- cycle bonds were made at 65 — an advance of 5 points. The stocks, however, still sag. Pre- ferred is quoted at 8 bid, 10 asked, and com- mon at 2 bid, 3 asked.
Jobber Robey Details Some of the Favoring Causes— Sees Inch Tubing Coming.
Among the visiting tradesmen in New York last week was Fred Robey, of the Ex- celsior Supply Co., whose extensive jobbing interests, in the West particularly, keeps him in close touch with the trade. He confirms what others have stated, that the business in the West has been far better than in the Eastern half of the country. Despite weather conditions, the Excelsior business shows an increase over last year, sales dm-- ing June and July having more than made good the effects of the wet spell.
The more wholesome state of affairs in the West Mr. Robey attributes to several causes. There are now fewer dealers and jobbers in that section than is the case in the East and as a result those that remain get the busi- ness that formerly fell in small bits to a much greater number. The Western market is also remarkably clean of job lots and price cutters, in fact Mr. Robey said that job lots were practically unsalable west of Buffalo. Buffalo and New York City are practically the only places of importance that now hold any hope or comfort for the man with old goods to unload.
When his statement that there were now fewer jobbers in the West than in the East was questioned, and a number of fairly well known houses were named, Mr. Robey re- plied:
"Oh! those are what we term 'wholesalers.' We do not call any one a jobber who travels five men or less. Many of the 'wholesalers' buy of us. There are really but three big jobbing houses in the West"
Tubing is a considerable factor in the Ex- celsior stock, and being in touch with many cycle manufacturers, Robey gives it as his opinion that one-inch tubing will generally prevail next year. In tires he says that while their sales of both single and double tubes have increased, the greatest percent- age of increase is in the latter.
"The Motor: What It Is and How It Works." See "Motocycles and How to Man- age Them." $1. The Goodman Co., Box 649, New York. ***
Retiring Dealer's Troubles.
The law is a great institution. It is called on to settle many vexed and disputed ques- tions, and it is always found competent to cope Avith them, no matter how complicated they may be.
This was illustrated the other day in the (rase of Albert E. McDaniel, of Wilming- ton, Del., who, worsted by the bad weather and crther untoward circumstances, and han- dicapped by very insufficient capital, was about to give up the struggle and close his store. His stock had been reduced to a very low ebb, and consisted principally ^f a lot of sundries that had been sent to him on
consignment by a jobbing concern in Phil- adelphia.
Being perfectly honest, as are most of his class, the unfortunate dealer had gathered these consigned articles together, prepara- tory to shipping them back to the consignor. This done, he expected to wash his hands of the business and seek other employment.
Unfortunately, or fortunately, according to the viewpoint, the dealer had a landlord who was looking for some arrears of rent. Getting wind of the contemplated closing, the latter appeared on the scene and speed- ily got the hang of things. Accordingly he seized the consigned goods and made prepa- rations to have them sold to satisfy his claim. Thereupon the owner of the goods came down and tried to replevin them. Failing in this, he turned on the dealer and threatened to sue him for larceny.
It was a pretty question to decide. But, as hinted, the law was prepared, and it said that the consignor and the landlord must fight the matter out; the consignee, being innocent in both intent and act, could not be made to suffer in the matter.
So the legal battle is going on, with the chances all in favor of the landlord.
Canadians in Australia.
The Canada Cycle and Motor Co., which embarked in the export trade about a year ago, and which has apparently made Aus- tralia its chief objective, is now figuring on manufacturing out there. T^te Australian papers contain its advertisement for a build- ing in Melbourne containing at least "10,000 square feet of floor space, exclusive of stair- ways, lifts, etc., the buildings and floors to be 01 such construction as to stand the strain of heavy presses, lathes, steam drop hammers and screw machines." The Can- ada Co. already maintains two depots in the colony, one in Melbourne, the other in Syd- ney.
Caiver Gets his Discharge.
William C. Caiver, of Philadelphia, Pa., individually and as a copartner with Edward S. Allen, late trading as the Allen Indicator Glass Gauge Co. and the Verticle Bicycle Mfg. Co., was discharged as a voluntary banlvrupt in the United States District Court on Friday last.
Wilson With Rubber Goods.
J. C. Wilson, who some three months since resigned the secretaryship of tlie Hartford Rubber Works Co., to accept the general management of the Seamless Rubber Co., has relinquished the latter position for an important post in the Rubber Goods Mfg. Co. He will be located in New York.
Stratton's Store Closed.
The retail store of the Stratton Motor Bi- cycle Co., New York, has been closed after a brief existence. J. Overton Paine, the Wall Sti-eet broker, who backed the company, is in a peck of trouble, attachments having been levied upon him.
THE BICYCLING WORLD
WHY NO CANDLE LAMP
Surprising and Unexpected Obstacle That Caused Abandonment of 1902 Novelty.
Although carefully guarded for several months, it is now no longer a state secret that the Badger Brass Mfg. Co. had a bi- cycle candle lamp in prospect for next sea- son. But the prospect has vanished, and the reason for it is so unusual that it will doubt- less stagger the average American, who is prone to believe that nothing is impossible ii. this country.
R. H. Welles and L. J. Keck, of the com- pany, were in New York last week, and when the Bicycling World man inquired about the candle lamp they both smiled.
"It's all off; we couldn't get the candles," was the terse reply, and they seemed to en- joy the amazement it created.
"No, sir," they went on, "the candles can't be had in this country. It may be astonish- ing, but it's true just the same, and we ought to know. When we learned that a special candle was required we went to the Stand- ard Oil Co. and got them so worked up about it that they called in the heads of their de- pa I'tm en ts. The matter was thoroughly threshed and gone into, and it was found that the proper ingredients could not be had this side of Denmark. To import the mate- rial would make the cost of the candle pro- hibitive, and as a result we were forced to abandon the lamp."
"Then the difficulty is too great to be over- come?"
"If any one wants to try it," replied Welles, with a smile, "they're welcome to it and have our best wishes."
When the Solar people and the Standard Oil Co. acknowledge themselves outdone, the extent of the obstacle may be well imagined. To most cyclists the failure, and indeed the idea of a candle lamp, will count for little. But the idea is one that improves on con- sideration. As a "lazy man's lamp," one that gives no trouble and is quickly and cleanly made ready for a short ride, and costs but a trifle, it has merit that is not to be denied, and that would assure no small sale once its advantages were pointed out.
Passing of a Pioneer.
There died a few weeks ago, in a little New Jersey hamlet not far from Newark, a man whose name was formerly known to cyclists all over the land.
Reference is made to Howard A. Smith. In the very early days Zacharias & Smith were local dealers with more than a local reputa- tion. Oraton Hall, Newark, was their head- quarters, and in addition to doing a good retail business they "jobbed" cycle sundries and specialties all over the country.
The business was more famous than profit- able, however, and Zacharias, grown weary of waiting for the "boom," dropped out. Smith continued under the name of Howard
A. Smith & Co. In its own good time the "boom" came, and at one period it looked as if Smith might make a fortune out of it. Various causes, however, put this out of the question. In the early nineties he imported English machines on an extensive scale, and when their day passed he began the manu- facture of an American "Excelsior." The venture did not turn out well, and may be said to have laid the foundations for Smith's ultimate failure.
His business gradually dwindled away, and he quit at last quietly and almost un- noticed. For several years he had been completely forgotten. Death was caused by lung trouble.
When Cushioned Motor Bicycles Come.
"When the cushion frame motor bicycle comes along — as it is certain to do before m.any years have passed— then I shall get in line for one of them," remarked an old rider to the Bicycling World man.
"There's a chance for some designer to score a big hit," he went on enthusiastically. "Just think what it would be to ride such a machine! No jarring or jolting, no hard work to tire or heat one, no anxiety about getting either up or down the hills! Just think what all that means!
"I well remember my experience, years and years ago, on an old spring frame Ram- bler. It was at its best on hilly roads, and the rides down hill were almost perfect bliss. To strike a long, winding road, with enough drop to it to keep the machine going at a good gait, and put one's feet up on the rests and 'let her go' was an experience not soon to be forgotten.
"But this could not endure forever. The bottom of the hill was always reached too soon, and the up grade, that was always en- countered as if to act as a set-off to the decline, had to be reckoned with. It was surmounted only after a great deal of genu- ine hard work, and the spring part of the machine, which had previously appeared to be ■ a blessing, was now voted just the re- verse. It 'ate power,' as the pet phrase of the day had it, and all the pleasure of the coast was spoiled by its shortcomings.
"Now, just imagine wliat a cushion frame motor bicycle would be. It does not eat power like the old spring frames, even when applied to an ordinary bicycle, and in the case of one with a motor attached there would be plenty of power.
"Therefore, its enjoyable features alone would be felt. A perpetual coast could be had, and we all know that nothing in the world could surpass this phase of cycling.
"That's why I am waiting for some bright genius to bring out a motor bicycle with a cushion frame. It may not come for a year or two, but it will do so some time; and when it does I want to have a look at it."
AGAINST THE STRIKERS
Iver Johnson Workmen Pass Resolutions Denouncing Contract- Breakers.
It is hardly likely that after last week's action the striking polishers formerly em- ployed at the Iver Johnson Arms and Cycle Works will continue to trouble the men who took their places.
Matters were moving quietly in the fac- tory, the strikers' places having been filled and the new men being entirely satisfactory. But the latter were annoyed after working hours by the men whose places they had taken, who neither work themselves nor let any one else work— if they could help it. They finally became so obstreperous that the new men had to ask for an escort of police
to protect them on their way to and from work.
Upon this it was felt that some action should be taken. As a result, permission was obtained from the superintendent to hold a general meeting of the employes in the fac- tory, and a large attendance was obtained. The following resoltrtions were unanimously adopted:
Whereas, Certain men formerly employed by the Iver Johnson's Arms and Cycle Works, for the purpose of inducing the pres- ent employes to violate their agreement have resorted to means and methods which to us seem to be unwarranted and wholly with- out reason; therefore be it
Resolved, That the present employes of the Iver Johnson's Arms and Cycle Works, in meeting assembled, do hereby disclaim all sympathy with these former employes or thtir methods, and we tender to said com- pany our cordial ana hearty support in the present emergency;
Resolved, That we agree to give the Iver Johnson's Arms and Cycle Works our best endeavors for the proper and successful con- duct of their business;
Resolved, That a copy of the foregoing be published in the daily papers.
Judgment Against Mesingar.
Judgment for $312 against the Mesinger Bicycle Saddle Co., in favor of the City of New York, was recorded on Monday last.
Ferguson Will be Manager.
The Auto-Bi Co., of Buffalo, which has taken over the motor bicycle business of the E. R. Tliomas Motor Co., as reported in last week's Bicycling World, will, temporarily at least, occupy quarters in the Thomas fac- tory. E. L. Ferguson, who has been promi- nently identified with the Auto-Bi, will man- age the new company and have as able sec- onds George vV. Sherman and E. J. Edmond, who have been associated with him in the good work. The Thomas Co., as was pre- viously stated, will hereafter confine itself exclusively to motors and guarantee them to the user— a most important and far-reach- ing decision.
Phil B. Bekeart, the San Francisco jobber, has joined the retinue of 'Frisco buyers who are visiting New York.
THE BICYCUNG WORLD
W 6. Fenn On a National. 1
AMATEUR CHAMPION J900
THAT ''little blue wheel"
TAKES THEM TO THE FRONT
July 2Jst Fenn at Vailsbufgf, N. J., beat Gascoyne the Eng^lish champion in a five mile pursuit race in a little over 3 miles.
July 22nd, Fenn at Hartford, Conn., did it agfain on his ** little blue wheel ** in a little over 2 2-3 miles. :: :: :: ::
In commenting on the latter race the Hartford Courant of July 23rd, says : — ** Gascoyne has recently come across the water and has a high reputation for speed and endurance. He has never been defeated in an unpaced race in England.*^ a «
NATIONAL RIDERS ARE WINNERS
WRITE US ABOUT ^^the little blue wheel"
NATIONAL CYCLE MFG. CO.
BAY CITY, :: :: :: :: MICHIGAN
GET OUT YOUR WHEEL.
Perhaps you laid it away during the hot weather, but now that the fall is here, cool days and moon- light nights, much riding will be in order.
If your tires are well worn, better replace them with a pair of
FISK TIRES.
No tire made is so easy-riding, so impervious to jolt and jar, so long-wearing and so serviceable. The wheelman who rides Fisk Tires will have nothing but good to say of them, the dealer who sells them will not be greeted with complaints and disgruntled looks every time he turns around.
BRANCHES: Springfibld; New York, gg Chambers St.; Syracuse; Buffalo; Detroit; Chicago, 54 State St.; San Francisco, The Phil B. Bekeart Co., 114 Second St.
REPAIR DEPOTS:
105 Reade St., New York, N. Y.; 168 Oliver St., Boston, Mass.;
1015 Arch St., Philadelphia, Pa.
FISK RUBBER COMPANY
CHICOPEE FALLS, MA5S.
THE BICYCUNG WORLD
;the
FOUNDED^ '^^^
^rxd;vigfoCYCLE REVIEW^^®*-
In which is Incorporated _iie Wheel" and tl:e "American Cyclist."
Published Every Thursday
By
THE G0OOMHN e©MPaNY,
123=125 Tribune Building.
(154 Nassau Street)
NEW YORK, N. Y.
TELEPHONE, 2652 JOHN.
Subscription, Per Annum [Postage Paid] $2.00 Singfle Copies [Postage Paid] ... 10 Cents Foreign Subscription $3.00
Invariably in Advance.
Postage stamps will be accepted in payment for subscripiions, but !.'ot for advertisements. Checks. Drafts and Money Orders should be made payable to The Goodman C'ompany.
Entered as second-das'? matter at the New York, N. Y., Post Office, September, ii,co.
General Agents : The American News Co., New York City and its branches
^W^ Change of advertisements is not guaranteed unless copy therefor is in hand on SATURDAY preceding the date of publication.
^W^ Members of the trade are invited and are at all times welcome to make our office their headquarters while in New York; our facilities and information will be at their commavid.
To Facilitate Matters Our Patrons Should Address us at P. 0. Box 649.
New York, October 3, 1901.
This Year and Next.
As the trade talie.s account of causes and effects, the retrospection is undoubtedly making for a better and brighter view of the future. Generally speaking, the trade has recovered from its attack of "blues"; many of those whose utterances less than sixty days ago fairly dripped indigo have realized that there is a reason for everything, and with the realization they have rega.ined their spirits and are looking hopefully and cheerfully toward next season.
While the gloom was thick, few saw or cared to see that the causes that unfavorably affected the cjcle trade affected nearly all other industries. The average tradesman was prone to consider only his own condition. Having "troubles enough of his own," he thought not of those of others, and "cared not to reason why."
That the season was one of unusual prom- ise is not to be gainsaid. That it fell far short of the promise we all know, but calm
consideration proves it was Fate, not Folly, that dictated the result.
Fate in this instance assumed several guises. First caiue the weather, then fol- lowed labor strikes. The weather was, of course, the chief cause of the trade's discom- titure. It always has been; it always will be. The fact is liuown, and can not and should not be overlooked. Few industries are so greatly affected by weather conditions. The condition of the weather reflects the con- dition of the bicycle business. A week of bad weather means a week of bad business; a month of bad weather means a month of bad business; a season of bad weather means a season of bad business. Bad business means depression not only of finances, but of spirits; and when the depression is wide in extent not only the present but the future i.i colored accordingly, and both are damned witliout discrimination.
This year we had not weeks nor months of bad weather, but a season of it, and the badness was unusually and damnably bad. The rainfall was abnormal. It fairly drowned the spring trade. The rain was followed by waves of intense heat that half baked the summer business. Then came the labor troubles, and while most of them came after the damage had been done they still figure as a minor factor that rounded out the general bad result.
Such conditions are abnormal. They do not occur once in a decade. The time can- not be recalled when the cycle trade was so hard hit on every side. It is reflection of the sort that has brought many wailing and pessimistic tradesmen to their senses and dissipated the "blues" that caused them such long continued dejection.
With the clarified vision it Is now possible to obtain a glimpse of the silver that was behind the cloud. It is not within belief that two seasons of such weather will fol- low each other, and as we know that tlie year 1901 was distinguished by the number of deferred intentions— of decisions to "put off buying a bicycle until next year" — it is fair, it is reasonable, to believe that the cycle trade's collection of these mental "promissory notes" next spring will be on a large and satisfactory scale.
One thing is reasonably certain: The sea- son of 1901 was so bad that none that is to come can well be worse. Perforce, all makers and dealers who survive must now be possessed of an ability to so "trim sail" as to weather any storm that may blow. '
The shrunken and constant shrinking of "job lots" and of the trade carrion that live
articles as are placed within his grasp, his knowledge that he must not merely keep them for sale, but must bestir himself to sell them; his appreciation that "things have cliauged" and that booms are tinlikely, his realization that the bicycle is now almost a staple article, and that the bicycle business does not differ radically from all other busi- nesses— all these are factors that make and are making for a better, brighter and more substantial future which we all have right and reason to anticipate, and which are mak- ing for ripe reaping in the season just ahead.
One Way of Working.
As bearing on the contention we have so often made, viz., that country trade is espe- cially desirable, the opinion of a veteran dealer located more than fifty miles from any large city is decidedly interesting.
The presence of a very large number of machines of .a certain make in the vicinity of this town led us to malve inquiries recently regardmg the matter.
We found that the dealer in question occu- pied a peculiar position. He devoted a great deal of attention to the cultivation of rural trade, and the result spoke for itself, as stated. But in the town itself he spent very little time. What business there was there he left to his competitors, who accounted for nearly all the machines sold.
The knowledge thus acquired but whetted our desire for more. The dealer was there- fore sought, and asked for an explanation.
He had no hesitation in giving this. In former years, he said, he had fought for the town ti'ade and got his share of it. But there was not enough of it to make it profit- able on the basis on which it was conducted. More effort was required to make a sale than it was worth, or concessions had to be made to land it, and the result was that the profits shrunk alarmingly.
Having learned all this to his sorrow, he had looked about him to see if he could not better matters elsewhere.
He found his opportunity in the rural dis- tricts. There competition was not developed t3 the ruinous point, cheapness was not the chief quality desired in a bicycle, and the percentage of loss was extremely small. Buyers were cautious and wanted full value off of them, the increased and increasing discrimination of individual purchasers, the increased and increasing acumen and aggres- siveness of the dealer in reaching out for trade, in fighting the carrion and in making the most of his opportunities and of such
ifi
8
THE BICYCUNG WORLD
tor their money. But they were willing and able to pay for the best.
Asa result the dealer had gradually come to give almo.st his entire attention to this class of trade. He had nothing to complain of .-iS year, in spite of the bad weather, and had the latter not interfered he would have done unusually well.
Best of all, he looked forward with un- abated confidence to the 1902 season. His lield was still a fertile one, and with the pioper cultivation it would continue to yield g<;od returns.
Tlie soundness of this position can scarcely be questioned, and it will pay other dealers similarly situated to looli into it
Making the Mountain L^lrar.
In this country, where, were it not for coaster-bralces, there would be practically no brakes in use on bicycles, the fuss and feathers of the French brake test, as de- tailed in our Paris letter, appears not unlike a serio-comic performance.
Our Paris correspondent, a particularly sane and well informed man, makes it plain that there was a mighty straining at gnats; but, as he points out, the plastic French mind is .apt to be deeply impressed by the profound deliberations and decisions of a committee of such learned professors of science. The result may return to the hurt of the American trade in that the impression is calculated to create distrust of coaster- brakes, which are but just attaining a de- gree of favor in France.
The committee's report betrays what near- ly all such reports betray — a superabundance of labored science and a scarcity of regard for normal conditions. The number of cy- clists who traverse mountains to reach their meals is so infinitesimal as to be scarce worthy of consideration.
The Bicycling World is an advocate of brakes, and hailed the coaster-brake as a means that required cyclists to employ them despite a contrary inclination. But for the life of us we cannot understand the astound- ing predilection of foreign cyclists to litter and encumber their mounts with the unseem- ly and to us unnecessary collection of wires, rods, levers and the like that foreign brakes call into use.
We do not believe that Americans have a monopoly of either courage or foolhardiness, and yet they find the neat, compact and In- visible coaster-brake ample to meet all re- quirements, when, indeed, they employ any brake at all. We ourselves have toured in England, and have ridden from one en(i of
France to the other, and far into the more mountainous republic that adjoins. Coaster- brakes were then unknown, but we recall no mountain pass tliat was too steep or too long to be safely negotiable with even the simple hand brake then in general use. We met dozens of wheelmen of other nationalities who were but similarly equipped, and who had no thought of danger.
Can it be that the latter-day French and even British cyclists have less nerve and ax'e more fearful than the generation that pre- ceded them?
It is difficult to believe anything of the sort, but from this distance it does appear that they are slaves to "If." They seem to figure the direful results that might occur "if" this, that or the other part of their bicycles broke or went wrong, and to accord- ingly rig their mounts with all manner of preventatives. Suppose the tide did set tow- ard rim brakes! What would happen "if" a wire twisted or a rim broke? The sug- gestion bulges with dreadful possibilities. It argues that rim brakes are not enough!
If P'rench cyclists are as clearheaded as they should be, the report of the grave and learned professors who set themselves to discover faults, and, of course, found them, will prove of small effect. They will readily see that the wise men have made a mountain out of a molehill, and then made the moun- tain labor to bring forth not one mouse but a litter of mice.
To the wheelman who does not ride with the imp If perched on his bar or his bracket, his rim or his hub, the coaster-brake will prove the surest, quickest, cleanest and neat- est promoter of safety and pleasure it is pos- sible to obtain.
Effect of Motor Ouarantces.
The move of the B. R. Thomas Motor Co. in transferring its motor bicycles to others and in resolving to confine itself solely to the manufacture of motors is interesting, but relatively it is of small importance compared with the announcement that accompanies it, i. e., that henceforth the Thomas Co. will guarantee its motors to the users exactly as tires are now guaranteed.
Many months ago the Bicycling World discussed the probability of such a state of affairs coming to pass, and the Thomas Co., having now "cast the die," it is plain that the movement is fairly inaugurated and in a fair way of general adoption, since manu- facturers of competing motors can scarce refuse to do likewise.
Action of the sort should prove a distinct
impetus to the manufacture of motor bi- cycles. It is certainly calculated to decide and win over not a few bicycle makers who have been full of hesitancy and doubt— those who, while anxious to catalog a motor bi- cycle, were deterred by thoughts of "motor troubles" and who preferred not to "take the chances."
With motors guairanteed by their makers direct to users, a great load of responsibility is lifted off of the bicycle manufacturer and his way made simpler and safer. A clause in his catalog— "Motors are guaranteed by their makers, on whom all claims should be made"— and the cycle maker shifts the onus from his shoulders, and it is assumed by those whose specialty is the construction auu care of motors and who are best fitted to explain and "make good" to the user.
The Thomas announcement is thus not of localized or of individual interest, but of trade-wide and far-reaching influence. It marks the beginning of a movement of no mean importance.
Now that a high oflicial of the American Bicycle Co. has made affidavit that that con- cern "would not turn a hand to prevent the repeal of the tariff on bicycles," possibly our brethren abroad who foam at the mouth when the tariff suggests itself to them may begin to see the obnoxious imposition as it is viewed by American eyes. If Colonel George Pope had gone deeper into the sub- ject we believe he would have agreed that if the tariff serves any purpose at all it is to make harder the sale of American bicycles abroad, particularly in those countries which compete with us.
As far as outward signs go, the 1902 sea- son is almost as far15ff as it was six months ago. Does the deep silence that prevails mean that there will be no changes to speak of next year? Or have the secrets of the de- signing room been so well kept that nothing has leaked out? The curiosity that is felt on the subject must be curtailed for a while longer, however.
The New England retail pool will now compel the attention of even those skeptics who maintained that it deserved none. It has become distinctly what we term "a liv- ing factor in the trade."
It looks mightily as if the sun of the "job lot" bad set forever and aye. Amen!
THE BICYCUNG WORLD
TESTED 33 BRAKES
Seeking a <' Mountain Brake," French Sci- entiAts Reach Conclusions More Elab- orate Than Rational — Coaster- Brakes Involved.
Paris, Sept. 13.— As the free wheel is com- ing into increasing use in this country, a great deal of attention is naturally being given to the efficiency of the brakes, and in the hope of settling upon the best systems for bicycles intended for mountainous re- gions, such as we find in a good many parts of France, the Touring Club recently carried out a series of experiments.
They appointed a. committee of six experts, comprising MM. Appell, member of the In- stitute and professor of rational mechanics at the Sorbonne; Koenigs, professor of ex- perimental mechanics at the Sorbonne; For- estier, Ferrus, Perrache and Carlo Bourlet, who are all recognized authorities on me- chanical road traction and the application of brakes to road vehicles. The committee is certainly' a very strong one, and its con- clusions cannot fail to be of great technical interest; but we may suggest whether such a body is entirely qualified to decide finally upon a question of cycle mechanics, and whether it would not have been better to add one or two cycle engineers. The reason we ask this will be seen when we come to deal with the committee's report.
THIRTY-THREE CONTESTED.
The sites fixed upon for the tests were two steep mountain roads near Grenoble, one from Chambery, near the Chartreuse, to Grenoble, and the other the famous gradient from Laffrey to Vizille. Thirty-three firms entered, with thirty-six different devices, and of these thirty-three were present on the first day of the tests, as follows: Bowden (rim brake), B. S. A. (rim brake), Peugeot (rim brake), Stopp (rim brake). Excelsior (rim brake), L'Ardennais (rim brake), Cosset (band and rim brakes). Farewell (band brake), Terrot (band and rim brakes), Pe- chard (band brake), Le Merveilleux (band brake), Maquet et Debon (band brake), Le- fevre (band brake), Rasinier (band brake), L'Extensible (band brake), Morrow (huh brake), Hocquart (band brake), Praneuf (band brake), W. B. (hub brake), J. S. G. (hub brake), Automoto (hub brake), the Tour- ist (hub brake), N. S. U. (hub brake), Noel (band brake), L'Aigle (hub brake). Eadie (band brake), L'Archimede (rim brake), Le- hut (band brake) and Carloni (rim brake. L'Archimede withdrew from the competition, as the brake was not in good working order. FIFTY PER CENT. FAILED.
The first day's test consisted in the descent of the mountain road from Chambery, which could only be done safely by putting the brakes on all the way. The journey was done in three stages, from the Col de Frene to the Col du Cucheron, then to the Col de Porte, and finally to the bottom. In the
first stage twenty-nine got down without trouble out of thirty-two starters. On the second stage no fewer than eight brakes failed to act properly, and on the last descent four more were disqualified, so that only seventeen, or about half, succeeded in getting to the bottom without being put out of service. This 50 per cent of failures is enough to make any bicycle manufacturer pause and think. No one could have antici- pated such a collapse of brakes, even down ten or twelve miles of the steepest mountain
road.
ONE OF THE TESTS.
Several of the successful brakes showed signs of wear and tear, but nevertheless they were allowed to take part in the second experiment for testing their stopping effi- ciency. They were started at the top of a gradient and allowed to go down by their own weight, and when they had got up a speed of about sixteen miles an hour a sig- nal was given to stop. One of the brakes broke, and sixteen succeeded in stopping, though the Cosset (rim), L'Extensible and Carloni travelled at much beyond the limit after the signal. This limit was fixed at thirteen or fourteen yards, and if stopping Avitliin this distance no account was taken of the differences in the performances of the brakes, as the committee held that this de- pended largely upon the skill of the riders. 1'he best performances were done by com- petitors who stopped gradually, while those who blocked their wheels immediately skid- ded a considerable distance and naturally ran the risk of damaging their tires, to say nothing of the possibility of taking a head- long flight over the handle bar.
THE SIXTEEN SURVIVORS. The last descent was from Laffrey to Vizille. All the remaining sixteen competi- tors did this satisfactorily. The committee then examined the machines and had the brake mechanism taken to pieces, and after- ward decided to award diplomas to all the sixteen competitors as follows: Terrot (rim), Roudier (Excelsior), Floquart, Carloni, Brown (Bowden), Hogge (L'Ardennais), Cos- set (rim), Dunois (Stopp), Brown (B. S. A.), Peugeot (rim), Rassinier, Brankovitch (W. B.), Colle (Farewell), Leroux (Hocquart), Bochme (L'Aigle), Monte (L'Extensible).
RIM BRAKE AWARDED LAURELS.
In commenting upon the tests the commit- tee is of the opinion that the rim brake showed an unquestionable superiority over every other form, as they all acted efficiently and some of them looked as if they could have gone through the same tests ten times over without its being necessary to change the brake pieces. The larger the surface of resistance the greater, of course, is the ef- ficiency of the brake. A point in favor of wood rims is that there was very little heat- ing, while in the case of the metal rims the heating was most noticeable and increased in the case of polished or nickel plated rims, whicli are largely used on this side to avoid any destructive action of the brake on en- amel. There was nothing to show, however,
that this heating was likely to have any bad effect on the tire, though it might possibly do so in course of time, but in any event this could be avoided by placing a layer of felt between the air chamber and the rim. Two methods of fixing the rim brakes were em- ployed—in the one the two brake pieces of hard fibre, leather blocks, or other material moved vertically against the rim and there- fore it was necessary to keep them at a suf- ficient distance apart to prevent their com- ing into contact with the spokes and break- ing them in the event of the wheel slightly buckling; in the other the brake pieces turned horizontally on a pivot so that they could be brought round against the rim, their normal position being parallel to the rim. There is consequently no danger of the brake touching the spokes, and for this reason the system is preferred by the com- mittee.
RIM SHAPES MUST BE ALTERED.
The metal rims were not damaged by the brakes, which, however, cannot always be satisfactorily fitted on account of the un- suitable form of the rims, and makers are advised to change the section of their rims so as to give a better contact. The only kind of brakes that do not injure wood rims are those of leather, which have the disadvan- tage of wearing away quickly, and brakes of hard fibre cannot be employed because they result in a good deal of wear and tear on the wood.
AS TO COASTER-BRAKES.
As regards coaster brakes, all those that went safely through the three tests showed signs of heating, and the committee is there- fore of the opinion that it would result in the lubricating oil decomposing and the cups and cones "detempering" ; that is to say, they would be raised to a temperature that would destroy the effects of the annealing. In order to prevent seizing some of the com- petitors smothered their brakes in oil to such an extent that the lubricant covered the rims and tires. In the brakes in which metal acted on metal the results were better than in the others, and if there is a sufficiently large cooling surface the judges think that they Avould prove suitable for ordinary roads, though they may not be efficient for moun- tainous districts. This belief of the judges that the coaster brake "may" be suitable under ordinary conditions reads funny after the experience of America that of the thou- sands of coaster brakes in use not one has yet been known to fail. Brakes in which fibre, leather or other non-metallic substance acts on metal showed considerable wear and tear after the tests, and they are conse- quently not suitable for mountain riding un- less the fibre or leather can be easily re- placed.
BRAKE PRESSURE. Another point claiming the attention of the committee was the method of fixing the brake at any desired pressure without the rider being obliged to constantly apply the pressure by hand or foot in making long descents, and moreover it should be possible
(C«ntiBu»d an pag* i6.)
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THE BICYCUNG WORLD
M
WHY THEY WERE LATE
Being a Story of the Endurance Contest and the Thomases Odd Experience.
To tliose who knew that it had been planned to start several Thomas motor bi- cycles in the recent New York-Buffalo en- durance run, the failure of any of these to put in an appearance at the start on Monday morning was regarded as being very strange.
Four machines did start, but not on time; and thereby hangs a tale that has not yet seen the light. As told to the Bicycling World man by. the leader of the contingent, E. L. Ferguson, it is very amusing now, al- though anything but this at the time.
It appears that the astute Ferguson enter- tained some fear of his ability to have all his men and machines ready at the appointed starting time, 8 o'clock. To guard against any failure to do so he engaged quarters over- night for the fom- bicycles at a store within a few blocks of the Plaza, the starting place. He had assured himself that everything was in apple-pie order, the gasolene tanks filled and evei-y part ready to do its appointed work. With his mind set at rest on all points, therefore, he gathered the three men under his wing and proceeded to his hotel. The storekeeper meanwhile gave voluble as- surances that he would be on hand at 7 o'clock the next morning.
The quartet were up betimes, and after partaking of a hearty meal they leisurely sauntered around to the place where the ma- chines were in custody. It was only a few minutes past 7 when they reached there, but the leader believed in taking time by the forelock, and he acted accordingly.
It came as a disagreeable shock that the store was not jet open. After assuring himself of this fact Ferguson looked at his companions rather uneasily. He was of a hopeful disposition, however, so he put a good face on the matter.
"Must have overslept himself," he re- marked, to no oiie in particular. "It's only 7:] 5, however, and I guess he'll be along shortly."
The three waiting ones guessed so, too, and nodded acquiescence.
"Might have Had a little longer nap if we had known," said one of them, rubbing his eyes regretfully.
No reply was vouchsafed to this super- fluous remark. Ferguson cast anxious glances up and down the street. He wondered where the man lived, and from which direction he would come, but in the utter absence of knowledge on either point he was unable to say. Half-past 7 rang out, and automobiles were seen hurrying along in the direction of Fifty-eighth street. Their occupants wore satisfied expressions; plainly they were all ready. Matters were not yet desperate, but the time for starting was getting uncomfort- ably close.
Ferguson .approached the door and peered
in through the glass. There were the four bicycles, lined up and ready. But a stout oak and glass barrier interposed itself be- tween them and their owners, who itched to take hold of them.
Time seemed to fly. A glance at his watch showed Ferguson that it was a quarter to 8, and then— it seemed only a minute or two later-a clock began to strike 8. Still no sign of the unfaithful storekeeper.
By this time the four were in despair. They had lost the start, and if they got to the offi- cial station at all it would be after every- body had gone.
Just about that time it was an even thing whether the delinquent storekeeper would have been hailed with joy or met with male- dictions, with the chances slightly in favor of the latter. The motocyclists were feel- ing pretty bitter.
WHAT CAUSED THE TROUBLE
An Illustration of the Little Things That Should not Vex the Motocyclist.
Morgan ^cWrightTires are good tires
New York Branch: 214 '216 West 47th Street.
By the time relief came, however, they had had time to pass from this mood to one of despair again. It was close to 8:30 when Mr. Storekeeper came along. Between their anxiety to get their machines and be off, and their righteous desire to give the man a "wigging," they were in a predicament. They compromised finally on doing as much of the latter as thy could without delaying their departure. "
And that is why people at the start won- dered what had become of the Thomas ma- chines.
Cuban Tax 20 Per Cent.
Under the new Cuban tariff which went into effect on the 1st inst., "velocipedes, bi- cycles and detached parts and accessories thereto, including bicycle lamps," must pay an ad valorem duty of 20 per cent. As the Cubans themselves take the government into tlieir own hands in May next, there is no telling how long the figure may maintain.
"Motocycles and How to Manage Them"; 126 pages, 41 illustrations; cloth bound. $1. The Goodman Co.. Box 64fl New York. *♦♦
"It is nearly always the little things that give us troulile with motor bicycles," said a dealer who has had considerable experience with such machines this year.
"The big things— such as the motor itself, that is, the cylinder, the compression, etc.— take care of themselves. It's the plagued little things that cause us to gi'ow gray or baldheaded. My motto now is to look for the most trivial and least suspected ills when anything goes wrong. If you can only find them you can put the machine to rights in a jiffy. The trouble is to locate them. You've got to do this by intuition almost.
"I started home the other night," he con- tinued, "and had an illustration of this. It had been raining, but stopped just before I started. The i*oads were rather heavy in con- sequence, and after a little while the ma- chine, which had been going finely, began to drag, especially if a grade was encountered.
"Everything about the motor seemed to be all right. But I had been fooled too often to trust to first impressions in a matter like this, and I jumped at the conclusion that there was something wrong about the valves. However, it was dark, and I had but a little over a mile to go and was anxious to get home. So, after seeing that to all appear- ances the valves were working properly, I slipped the driving belt off and pedalled the machine the rest of the way.
"It was not much of a job, the distance being so short, and I did not mind it at all as far as the labor went. But it did rile me to be left in the lurch this way, and I was very anxious to see what the trouble was. Therefore I got up a little earlier than usual in order to have a look at the machine.
"It Avas just as I thought. I had no sooner put the belt on, making it good and tight, and started the motor, than I saw what was wrong, or rather what had been wrong. The machine now ran perfectly; the explo- sions came regularly, the driving was per- fect, and I took a little 'teaser' of a hill in fine style.
"Then it came to me like a flash. The dampness in the air, combined with the heavy roads, had made the belt stretch the night before, and instead of gripping the pul- leys it had been slipping. I had not noticed that it was slack when I took it off, but I saw that I had to screw the idler pulley up much higher, and the belt was consequently much tighter.
"I ought to have suspected the belt the first thing. But it does seem that the most obvious thought is the one that never comes to us. I made iip my mind then that in future I would first decide what was the most unlikely thing to be giving trouble, and then see if the fault was not there. Four times out of five I would be right, I feel sure."
a.
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THE BICYCUNG WORLL
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THE BICYCUNG WORLD
13
WILL GO IT ALONE
Motors Decline to Mix With Cycles— Dou- ble Tremblers and Water Cooling.
London, Sept. 21.— On Thursday last what was supposed to have been an Important meeting between the Cycle Trades' Protec- tion Association and some of the leading motor car manufacturers was held in Lon- don. The meeting was not a large one, not- withstanding the circular which had been sent around explaining the objects of the gathering.
Franli BoTvdAi, the president, in opening the proceedings, said that the object was to effect a strong combination between cycle maimers and motor car manufacturers, with a view to mutual protection in the matter of patents, etc. There were also many other spheres of usefulness for such an association as the proposed one. He moved "that it is desirable that the motor trade should amalgamate with the cycle manufacturers' association on the same terms as other mem- bers joining that body, and that the title itself should be altered to the Cycle and Motor Trades' Association."
It was then pointed out that the meeting was so small that it could hardly be loolied upon as a representative one, but the chair- man said that he had previously interviewed a number of the leading motor car maliers, who had all expressed opinions favorable to the scheme now set forth. A Mr. Mann, who has apparently a most unhappy linack of stroking everybody's back the wrong way, proceeded to speak against the motion, and alluded in disparaging terms to the cycle trade and to the skill of the cycle maker. He thought that the matter of supporting one show had recently been settled by the motor trade. They could not now support the Na- tional Cycle Show, nor was it advisable for them to do so. The meeting then became rather stormy. Mr. Starley came to the res- cue, and peace was restored for a short time.
Mr. Friswell wanted to know what induce- ments were offered to the motor trade, and Mr. Shippey said that if the Cycle Trades' Association wanted to take motor makers under its wing it had better confine its at- tentions to the makers of motocycles. Mr. Edge supported the motion, and said he was not aware that there was at the present time any association of motor manufacturers. This raised some rather forcible comments. Finally Mr. Mann proposed an amendment to the effect "that the Cycle Trades' Associa- tion continue, as it does, to represent the cycle industry, the Automobile Trades' Pro- tection Association representing the motor industry, and that both associations continue in their efforts to promote such interests as are common to each." This was carried by six votes to five, but was not put as a sub- stantive motion.
Stocktaking is now over at the Coventry factories, and the manufacturers are turning all their attention to the production of the new patterns for 1902. Most of the firms are seriously considering the adoption of one or other type of motor bicycle, but few, if any, are contemplating making their own motors. The same applies in cases where motor tricycles are receiving attention, but apparently the trade in these machines has not been sufficiently brisk to cause a rush on the part of the cycle making firms. This is the case in a still greater degree with quads, the general opinion being that such machines cost nearly as much as small cars, and are not quite so salable. I am not at all certain tliat this view is right, for there is the hous- ing question to be considered, and this is always a very important point with dwellers in towns, and very often for those who re- side in the more popular suburbs. The quad has a decided advantage over the smallest car in this matter.
The reduction which has recently been made in many of the parts of De Dion and similar motors will mean that the trade in these engines will increase rapidly. Every few dollars which can be saved insures more purchasers and more manufacturers willing to incur the outlay as an experiment. When the cost of the motor was so high tliat it left little or nothing in the profit line after the machine had been built and put together the average cycle manufacturer looked upon the experiment as altogether too risky. At best he thought it a gamble, but when he realized that, supposing his machine proved a success, he could barely get a living profit out of it, he not infrequently decided to leave motor "assembling"— for such the trade at the present time really is— alone until competition reduced the prices of the essen- tial parts to a figure which allows a profit to be made.
The adoption of water cooled heads is spreading very fast, and I constantly see machines on the road which have been thus altered. The increased power is very marked. A friend of mine who has had such a head fitted to a 1% horsepower De Dion tricycle tells me that this, in conjunction with the double ignition device which I recently de- scribed, has wonderfully increased the effec- tiveness of his mount, and that he can often run away from 2% horsepower machines. This must be so, for he frequently uses a trailer, and I have seen him take a passen- ger up hills of one in twelve and not be called upon to assist the motor by pedalling. It therefore follows that some bargains can be had, as 1%, horsepower tricycles can be bought very cheaply. The conversion does not cost much, and the owner thus becomes possessed of a fairly powerful and fast ma- chine at much below the usual market price.
many of them witliout meeting with much success. Some of the samples sold are simply awful. Recently while touring I had the misfortune to get some of the worst oil I have ever come across— so bad was it that I liad to take the motor to pieces to clean the parts after running less than a hundred miles. Yet the oil was sold as the best, and the price certainly was the best. A great many motor troubles are due to bad lubri- cating oil, and a great many of the oil re- finers putting up such oils are working en- tirely in the dark, and know next to nothing of the work which the oil is required to per- form, or the temperature at which it has to act as a lubricant. The heavy deposits left by some of the "specially selected" motor oils practically clog the motor in a compara- tively short time.
It seems to be the general opinion here that everything should be done to discourage attempts at establishing or beating motor records upon the road. Mr. Egerton's ride from Land's End to John o' Groat's has been quoted as an example, and I sincerely trust that nobody will attempt to beat the by no means great performance. The time was not properly checked, and there is really nothing to beat. It is quite clear that, if necessary, any fairly expert motor bicyclist could cover the 800 odd miles of by no means difficult road in about lialf the time occupied by Mr. Egerton. We are getting a bit tired of that gentleman's motor trips on various cars and cycles, the more so from the fact that noth- ing very startling is the outcome. But, any- how, motor record breaking on the public roads is decidedly to be discouraged, if only in the interests of the motor trade and the public generally.
The employment of double tremblers on motocycles is a great saving in trouble. A friend of mine has ridden his machine over a thousand miles without once interfering with either trembler, whereas before the duplicate one was fitted he had to make fre- quent adjustments. It is a curious thing that some of the motor companies do not adopt this system, but so far it is rare to see a machine thus fitted. Personally, and after a thorough trial of the arrangement, I would not think of using a high-speed motor with- out the device.
A great many people are now experiment- ing with motor oils, and most of the oil firms here are giving attention to the matter,
Keeps the Lamp Upright.
To keep the lamp always in a vertical po- sition is the object of a lamp bracket now being marketed by an English firm. It is described as being a simple affair, all that is done being to swing a vertical piece, pen- dulumwise, on a small pivot, attached to the ordinary lamp bracket, or complete, as de- sired. The lamp then slides onto the vertical swinging piece, and is held by a small pro- jection from below. Turn tlie bicycle to any angle, the lamp still remains vertical. In riding the machine it is surprising that there is no lateral swing of the lamp, as one might imagine.
lA
THE BICYCLING WORLD
Important Announcement.
President,
LUD C. HAVENER,
Worcester, Mass.
Secretary,
ARTHUR SIDWELL,
(Late Manager Record Pedal
Mfg. Co.)
Boston, Mass.
Treasurer,
GEO, H. BROWN,
(Late with Elastic Tip &
United Supply Cos.)
Boston, Mass.
WE HAVE PURCHASED
the entire business and good will of the
UNITED SUPPLY COMPANY,
The
Largest Jobbing House in New England.
Out Members and Stockholders will derive the benefits of
the purchase on and after October Jst, J 901.
All legitimate bicycle dealers in New England are eligible
for membership.
Write for partictjlars.
I
Directors :
LUD C. HAVENER,
Worcester, Mass.
HENRY CORP
(Corp Bros.), Providence, R. L
WILLARD S. ACHORN,
Lynn, Mass.
FRED E. RANDALL,
Chelsea^ Mass.
CARL P. CUBBERLY,
Boston, MasB.
A. C. POLLARD,
Nashua, N. H.
GEO. H. BROWN,
Boston, Mass.
55 Hanover St.
The Equitable Distributing Co.,
Boston, Mass.
THE ONLY FLUSH SEAT POST.
ALL
STYLES
LENGTHS OF STEMS
LENGTHS OF TOP BARS
GOOD SEAT POSTS
ARE MANUFACTURED BY US.
Send for our Catalog.
THE STANDARD WELDING CO., CLEVELAND, OHIO.
New York Office, 94 Reade Street.
THE BICYCLING WORLD
S5
'FRISCO RAISES RATES
Cycle Board of Trade Adopts a New Tar= iff — Applies to all in the Trade.
S<an Francisco has raised its rates on re- pair worlc. Action was talien by tlie pro- gressive and well-knit Cycle Board of Trade of that city, which includes evei-y cycle tradesman in 'Frisco in its membership. As a result the increase applies all along the line. The new tariff, which went into effect September 10, is as follows:
TIRE REPAIRS.
Puncture, ordinary plug or Jiffy, in
single tube tire $ .25
Vulcanizing patch on single tube tire. . 1.00 Vulcanizing patch on single tube tire,
(large) 1.25
(Above prices on vulcanizing apply
also to outer cases of double tube
tires.)
Clamp valve on single tube tire 75
Clamp on single tube tire, including
vulcanizing old valve tire 1.25
Puncture proof solution in S. T. tire,
each .50
Puncture in double tube tire 50
Puncture in Clincher tire 35
Cement patch on outer case in double
tube tire, and puncture 75
Valve and stem on laced tire 75
Valve only 35
Fitting new case or inner tube, each. . . .50 (Above prices include use of soft
cement; hard cement, 25c. extra.)
Protection strip on tire, each 1.25
Cementing protection strip on tire, each .50
CHAIN REPAIRS.
Bolt 10
Link put in 25
Link taken out 25
Nut 10
GUARDS.
Chain guard only, including plain lacing 1.50
Dress guard only, including plain lacing 1.50
Chain and dress guard, including lacing 2.75
Relacing chain guard 25
Relacing wheel guard 50
CRANK REPAIRS.
Stock keyed crank, nickelled, and put
on ^ 1.00
Crank, upset and rethreaded, not nick-
. elled (nickelled 25c. extra) 1.00
Welding tip on crank, not nickelled
(nickelled 25c. extra) 1.25
Crank key fitted 50
Sti'aightening cranks, each 25
FORK REPAIRS.
Complete 5.00
Fork sides and crown put in 4.75
One side put in 2.00
Pair put in , 3.50
Crown put in 3.50
Stem put in 3.00
One fork tip 1.25
Pair of fork tips 2.00
Straightening fork sides (2) .75
Straightening fork crown 75
Straightening fork stem , . .75
Straightening fork sides, crown and
stem 1.25
Reinforced patch in sides or stem 1.75
FRAME REPAIRS.
Air dried enamel. One new tube, upper or
lower rail, in frame $4.00
Two new tubes, upper and
lower rail 6.50
N(!w centre strut 4.50
Two new tubes, one upper or lower rail and centre
strut 7.50
Three new tubes, upper and lower rails and centre
strut 10.00
One new rear fork 3.00
forks...' 5.00
brace 8.00
braces 5.00
2.75
New head 3.50
One extra tube iu addition to any above specifica- tions 2.50
Reinforced patch 2.50
Rebrazing joints, each 1.50
Straightening frame 1.50
Straightening rear forks
only 1.00
Cutting down frame and
dropping crank hanger.. . 8.00
Cutting down frame only. . . 6.00 Putting in coaster hub and brake . .
Putting compound in brake
Two new rear One neAv rear Two new rear New head lug
Baked enamel.
$6.00
8.50 6.50
9.50
12.00 5.00 7.00 5.00 7.00 5.00 5.50
5.50
10.00 8.00
$7.50 .50
CARRIAGE TIRE REPAIRS.
Vulcanizing carriage and automobile
tires to 2% inch
Vulcanizing caiTiage and automobile
double patch up to 2i/^ inch
Vulcanizing carriage and automobile
up to 3 inch
Vulcanizing carriage and automobile
double patch up to 3 inch
Puncture, carriage and automobile
double tube tire
Puncture, carriage and automobile
single tube tire with jiffy
Puncture, carriage and automobile
single tube tires with plug
Putting in new inner tube
AXLES.
Lathe work, per hour
Front axles
Crank axles
Rear axles
Pedal shaft
Cones and cups to order, to 1 inch, $1.25; to 1% inch, $1.50: to 11/3 inch, $2; to 1% inch, $2.25; 2 inch, $2.50.
Nuts to order, small, each
Nuts to order, large, each
Rear sprocket, made to order
Front sprocket, brazed to axle, not more than 20 teeth
Bench work, per hour
Cleaning wheel, outside
Cleaning wheel, outside and washing chain
Cleaning wheel inside, all bearings and chain
Cleaning wheel, tandem, outside
Cleaning wheel, tandem, outside, all bearings and chain
Straightening pedal piu and reassem- bling pedal
RIMS.
One piece rim put in. . Laminated rim put in.
SPOKES.
Single tangent spoke put in (taking- sprocket off 20c. extra)
Two tangent spokes put in (taking sprocket off 20c. extra)
Three spokes (taking .sprocket off 20c. extra)
3.00
3.50
3.50
4.00
2.00
1.00
1.50 4.00
.75 .50
COO
.75
1.25
.35
.50
1.75
2.50 .60 .25
.50
1.50 .50
2.50
.50
2.50 3.00
.25 .50 .65
l\nn- spokes (taking sprocket off 20c.
extra) 75
Five spokes (taking sprocket off 20c.
extra) 85
Six spokes (taking sprocket off 20c.
extra) 95
Seven spokes (taking sprocket off 20c.
extra) 1.05
Eight or nine si)okos (taking sprocket
off 20c. extra) 1.15
Tim or eleven spokes (taking sprocket
oft" 20c. extra) 1.25
Twelve or fourteen spokes (taking
sprocket oft" 20c. extra) 1.35
Fifteen spokes and up (tnking sprocket
off 20c. extra), each '.' 10
Respoking Avheel complete 2.50
Respoking Avheel complete, with new
rim 3.00
Respoking wheel complete, laminated
rim 3.50
Truing wheel 50
Lacquering spolces, new, each wheel.. .50 Lacquering spokes, rusty, each wheel. .75
PRICES FOR NICKEL PLATING.
Handle bars . 1.00
Seat post 50
Nuts 10
Saddle springs 50
Lamp brackets 25
Cranks .35
Brake and lever 1.00
Frame 7.50
Forks, full nickel plate 2.50
Crowns only 1.00
Crowns and ends 1.50
Spokes, each 05
Pedals, each 50
Sprockets 50
Chains 1.25
Hub, small 35
Hub, large 50
Steel rims 1.00
ENAMELLING.
Frame and forks 4.00
Forks only 75
Tandem, including forlvs 6.00
Rims, per pair 1.00
Plain striping on frame and forks 1.00
Fancy striping 1.50
Labor Extra
Note. — The above prices for cones, nuts, axles, etc., apply to special pieces made to order. List prices o'f various machines will prevail in connection with repairs thereto.
English Exports Maintain Strength.
The English cycle trade continues to main- tain the renewal of strength which set in soine three months since. The returns for August show a substantial increase over the record for August, 1900— £50,457, as against £40,613. For the eight months ending with August the exports attained a value of £365,177, but £9,000 behind the record for the corresponding period of the previous year.
Where Improvement is Expected.
Because of the great improvement of the streets in the City of Mexico there are those who expect a considerable increase in the demand for bicycles from that direction. To date, however, export statistics have failed to give anj^ symptoms of anything of the sort.
"Defects (in uiotocycles) and How to Rem- edy Them." See "Motocycles and How to Manage Them." $1. The Goodman Co.. Box 649. New York. •••
16
THE BICYCUNG WORLD
(Continued from page 9.)
to Instantly vary the pressure according to the ohanfriug gradients. No bralve entirely fulfilled these conditions, as in most eases where an attempt was made to fix the press- ure it took some time to i*elease the brake in the event of its being necessary to stop the wheel or remove the pressm-e altogether. The system which gave the best results was that of Terrot, of Dijon. What is needed is a brake that maintains the pressure given to it by the hand and can be instantly released. The chief objection raised by the judges against the coaster brake is that it does not give such possibilities of fixing at any de- sired pressure as the rim brake and more- over it cannot be easily fitted to any wheel. WIRES AND LEVERS GALORE.
All the rim brakes were classed together as No. 1, though the judges gave a preference to them in the following order: Bowden; Cos- set, which has a close resemblance to the Bowden; Stopp, cylindrical pieces of rolled leather carried on a fork passing over the tire and operated by chains and bell .levers; Terrot, vulcanized fibre fixed on the rear fork near the crank hanger and operated by double levers, one of which allows of the brake being fixed by a toothed sector; Ex- celsior, a special composition known as "camel hair," fixed on the rear stays and operated by two systems of levers, one for varying the pressure and the other along the top tube for fixing the brake; Floquart, a leather brake on the rear stays turning hori- zontally on an axis against the rim and op- erated in a way similar to the Excelsior; L'Ardennais, leather brake sliding on the rear fork against the rim, and the Carloni, a brake of special leather on the rear fork operated by a flexible shaft which is manipu- lated by turning the handle bar grip. GREAT HEAT GENERATED.
Among the back pedaling brakes the first place was given to the Rassinier, which con- sists of a band with a number of galets or small wheels running on a drum of about five inches in diameter. This necessitates a large amount of metal, and there is conse- quently little liability of heating. On the other hand, there was a good deal of lateral play in the galets owing to the wear of the rivets. The W. B. brake, manufactured by M. Brankovitch, consists of a steel spring expanding against a bronze drum. In the tests the oil in which it was smothered boiled and smoked and the bearings became very hot. Nevertheless the judges recommend it on account of its lightness and simplicity and declare that it may be serviceable for ordinary roads if properly lubricated. The Farewell brake of M. Colle has a steel band acting on a steel grooved wheel mounted on the hub. The heating was so considerable that at the bottom of the descent the water poured on the hub evaporated in steam. The Hocquart of M. Leroux is a band brake with a composition known as "camel hair" acting on a steel drum. The composition was almost entirely destroyed. I/Aigle coaster brake is the only one of its kind inside the hub which
went through the tests, and this is attributed as much to the lubrication as to the mechan- ical accuracy of the fibrous cone, while the large amount of metal used prevented any too rapid heating. The weight of the hub is about 2y2 pounds. The judges think that it is more suitable for ordinary roads than for mountainous districts. The Extensible brake of M. Montet is of novel form. It is composed of two metallic sectors covered with leather, which act on the drum by means of a screw on the horizontal tube. The drum is flanged to facilitate cooling. This, however, did not prevent the leather from being burned during the tests and there is no means of replacing it on the road. The system is complicated and the judges could only class it last among the successful de- vices. COMMITTEE'S CONCLUSIONS UNSATISFACTORY
On the face of it the report is not a sat- isfactory one and the condemnation of the coaster brake by a committee of French ex- perts is hardly what we could have looked forward to, and the results of a three days' test under absolutely abnormal conditions may be taken for what they are worth in view of the way in which the utility and efiiciency of the coaster brake has been demonstrated by years of practical cycling experience in America and England. The value of this judgment is narrowed down considerably when it is remembered that the tests were intended to reveal the best type of "mountain brake." that is to say a brake intended to fulfil special conditions that are never once met with by the gi-eat majority of cj'clists during their whole existence. WHAT IS A MOUNTAIN BRAKE?
What does the committee mean by a "mountain brake" ? Judging from the nature of the tests they are looking for a brake which will enable a cyclist to coast down dangerous mountain roads at anything be- tween ten and fifteen miles an hour, and this, too, for an indefinite time; it may be for a whole day. But who has an opportunity of riding under these conditions? If a cyclist coasted down one mountain at break neck speed and on arriving at the bottom was immediately raised by an express elevator to the top of another mountain he would probably want such a brake as the Touring Club de France is anxious to supply him with, but under ordinary conditions we do not see how it is at all necessary.
ABSURD ASSUMPTIONS INVOLVED. Not only is the T. C. F. looking for such a brake, but they are trying to find one capable of being fitted to any type of machine, and this Avas held to be a big argu- ment against the coaster brake which was condemned on this point apart from any question of efficiency. This is absolutely ab- surd. No cyclist wants to buy a coaster wheel and fit a brake himself. If he has got an old wheel that is no longer efficient the best thing he can do is to buy a new one, I'c." fitting an exceptionally powerful brake on an old wheel is like putting a new patch on an old garment, and such a bicycle would
soon crumple up under the strain. In send- ing out a coaster wheel the maker supplies a brake which is warranted good enough for every purpose, but he certainly doesn't look to customers putting such an enormous fric- tion on their bicycles as to cause oil to boil in the bearings and water to steam, as hap- pened at the tests.
"MOUNTAIN BICYCLES" REQUIRED!
If a "mountain brake" is required to give suiucient resistance to stop a wheel in a few yards when coasting down mighty peaks it is only logical that the bicycle should be built to resist these strains. A cyclist know- ing the limitations of his brake will descend carefully and get to the bottom in safety, and in the old daj's of tire brakes we have ridden a tandem down some of the biggest mountain roads in this country without the slightest danger. There was only one spoon brake on the front wheel, which was kept at the desired pressiu'e by twisting a handker- Ci.xci, around the lever, but we didn't coast at sixteen miles an hour, or the sharp turn- ings would have sent us to the bottom by a short cut.
TROUBLE TEST MAY CAUSE.
By introducing the "mountain brake" it will do one of two things, either beget confi- dence among cyclists, who will coast on winding gradients at high speed and run tiie risk of their wheels collapsing under the strain of sudden stoppage, or result in the creation of a special type of "mountain bicy- cle," strengthened in all its parts and with large bearing surfaces well lubricated that will prevent any tendency to overheating. Whether the demand is likely to warrant the creation cf such a type is a matter that needs further inquiry.
MAY AFFECT FUTURE TRADE.
We have gone pretty fully into these tests because they may have a considerable influ- ence upon the bicycle trade over here in the future. For a long while the French looked suspiciously on the coaster brake and after objecting to it on all sorts of grounds they are now adopting it until, during the present season, quite a large proportion of the wheels in use. are of the coaster variety. The way their numbers are increasing points to their becoming very popular next year. The French makers do not go in largely for the internal brake, and therefore the tests are likely to favor their own wheels to the exclusion of American coaster brakes.
AMERICAN INTERESTS AT STAKE.
If American manufacturers are to keep their trade they must do something to de- stroy the impression that the internal brake is ineffective. Of course, the tests relate ex- clusively to mountain brakes, and if the pub- lic would keep this in mind and remember that only an infinitesimal proportion of cyclists living in mountainous regions need such fittings, no harm would be done, but the results of the tests are setting the fash- ion for rim brakes, and it is necessary that the public should be convinced that for every use, apart from scorching down dangerous mountain roads, the coaster brake is the neatest, best and most effective equipment of a bicycle.
THE BICYCUNG WORLD
J7
RAQNG
Taylor defeated Kramer in an unpaeed match race, best two out of three, one mile heats, in Madison Square Garden Septem- ber 26. In both heats Kramer had the pole and set a loafing pace. In the first Taylor begun his sprint in the eight lap, and draw- ing alongside Kramer, apparently tried to crowd that rider to the inner edge of the track. On the step eastern banlt Kramer ran off on the flat floor, and in attempting to regain the track fell. The referee decided that Taylor was not responsible for Kramer's fall and awarded him the heat. On a bor- rowed machine Kramer made a poor race in the second heat. Taylor jumped him in the sixth lap and Kramer chased him for the remainder of the distance, drawing up to his rear wheel in the home stretch. Time, first heat, 2:53 3-5; second heat, 2:36 4-5.
Michael rode against the indoor motor bi- cycle paced record for three miles. He covered two miles in 3K)5 and three in 4:37 3-5, establishing new records for those distances. The time for the third mile. 1:32 8-5, is the fastest ever accomplished be- hind single pace.
At the opening of the Trenton (N. J.) In- stitute Fair Association, September 30, 12,000 persons turned out to see the motors mote and witnessed good sport. The ten-mile motor tandem race between Stark and Newkirk and Newkirk and White was closely con- tested. Alexander and Stark were in the rear, but on entering the last lap they closed oji the leaders and won by two lengths in 20:271/2.
McF'arland had things his own way in the ten-mile motor paced race with Kramer. Kramei" was lapped at six and a half miles and McFarland won by three-quarters of a mile in 24:42. The five-mile lap race was won by Hurley in 14:25.
At Vailsburg, September 29, Michael won the motor paced five-mile match race with McFarland. The latter had trouble in both heats, and Michael won by a big margin in two straight heats. Time, first heat, 7:42 3-5; second heat, 7:55. The two-mile handicap was won by Fenn, scratch; time, 4:13 2-5. The five mile professional was won by Fisher. Kramer mighf have won had he not been forced toward the upper edge of the track on the home stretch. Time, 11:03. Albert Champion did a marvellous perform- ance and established a new world's recoi'd for the mile on a motor bicycle. Time, 1:15, previous record, 1 :22 1-5, made by Butler in Buffalo.
Kramer won the twenty-five mile lap race in Madison Square Garden September 28, beating out a big field in which were Taylor and McFarland. Time, 57:52 4-5. The race wound up the indoor cycle season in the Garden. Many of the amateurs who have been riding in the last three years jumped over the fence and joined the professional
ranks, the most prominent of these being Schrieber and Van Cott.
The match race between Hurley and Schrieber was won by Hurley. Schrieber won the one-fourth mile in 31 3-5 seconds. Second and third heats, one-half and one n)ile, was won by Hurley in 1:07 4-5 and 2:45 4-5.
Walthour won the final heat of the series of five-mile races continued from September 24 at Charles River Park ti"ack, Boston, Sep- tember 26, defeating Elkes by about 250 yards. Time, 7:49 2-5. There was a long de- lay in the riders coming together, owing to the small gate receipts, they at first refusing to appear. It was only the prospect of suspension that prevented them from break- ing their conti-acts. The final heat, which was ridden to decide the match, was won by Elkes on a fluke, Walthour's chain breaking in the last lap of the fifth mile. Elkes, los- ing his pace,, sprinted the last lap alone and finished in 7:56. This race closes the season at this track.
Michael again defeated McFarland in Madison Square Garden September 25. The race was in heats of five miles each paced by motor bicycles. Michael lead in the first heat, was one lap, and in the second heat twenty-five yards. Mc Farlaud was unable to hold his pace closely in either heat and frequently rode a lap at a time practically unpaeed. Time of first heat, 8:51 4-5; second, 8:50.
A special invitation race for amateurs was won by Hurley; Schreiber second. Time, 2:214-5.
At the Providence track September 25 Walthour defeated Elkes in the twenty-five mile motor paced race by half a lap. Time, 37:30 3-5. The men strated from opposite sides of the track, and Walthour, catching Elkes at the end of the sixth mile, simply trailed him to the finish.
At the Revere track, Boston, September 28, Elkes won the $2,000 match series against Walthour. Elkes rode 37% miles In the hour, behind motor bicycles, nearly a mile more than Walthour.
Michael and McFarland sailed on the Kron Prinz Wilhelm yesterday for a two months' invasion of Europe.
INDIANA CHAINS
EASIEST RUNNING. CONSEQUENTLY BEST.
EVERY LINK IS RIGHT. PRICE IS RIGHT.
Send 26 cents for Fob. >t.8o per doien.
INDIANA CHAIN CO., Indianapolis, ind.
Brakdbn»urg Bros. & Wallace, Salesmen. New York — Chicago.
Yei Arc
^eMOIDR
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It is published for the information of the average mortal ; no dic- tionary of mechanical terms is needed to understand it.
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Send for Catalosfue and Trade Price to
Morse Chain Co., Trumansuurg:, n. y.
THE BICYCLING WORLD
The Retail Record.
M'ilmiugton, Del.— Albert McDaniel, closed.
Daytona, Pla.— W. W. Austin, opened new store.
Tuckahoe, N. Y. — Herman Mester, opened new store.
East Douglas, Mass.— W. B. Fairfield has closed his store, but will continue repairing l)usiness at his home.
Milwaukee, Wis.— Fred Weil, 405 Grand avenue, has filed a petition in bankruptcy. He places his liabilities at $1,124.62 and as- sets at ?1,014.07. Exemption to the amount of $400 is claimed.
Not Fair- Weather Riders.
It takes more than rain to keep the cyclists of Oneida, N. Y., off the streets. Numbers of them were seen riding there recently at the tail end of a heavy shower, protecting themselves from the still falling rain by holding umbrellas over their heads. The sight did not appear to be an unusual one, for none of the natives gave these wheelmen as much as a second glance.
Crawford Chooses Officers.
The Crawford Mfg. Co., Hagerstown, Md.. the stock of which is held by the American Bicycle Co., have elected Edward M. Mealey president, Harry S. Wise secretary, L. B. Whymper. E. B. Hinsman, Sobert S. Craw- ford and George Pope directors.
"How to Drive a Motocycle." See "Moto- cycles and How to Manage Them." $1. The Goodman Co.. Box 649. New York. ••*
D. & J." HANGERS
Single,
Tandem,
Triplet,
BsoLUTELr THE BEST Quad and Motor Cycles,
Lightest, Nearest Dust Proof, and Easiest Running Hanger in the World. Park City Mfg. Co., inc., Chicago
NEVERLEAK
STOPS LARGE PUNCTURES.
This is the only fluid that can be legally used in pneumatic tires. Suits now pending.
BUFFALO SPECIALTY IVIFCk. CO., Buffalo, N. Y.
♦♦♦»»♦♦♦♦♦♦♦♦♦♦♦♦♦♦»♦»»♦»♦♦♦♦♦
i nAND AND FOOT PUMPS, t
Oilers, Repair Tools, Valves, Name-plates, etc.
Spelter Solder
Sheet Brass, Brass Wire and Rods.
SPECIALTIES to order MADE of BRASS.
SCOVILL MFG. CO.
Factories: Waterbury, Conn. Depots: 210 Lake St., Chicago. ^
421 Broome St., New York ^
►♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦
ii
PERFECT
99
OILER.
For High Grade Bicycles. The best and neatest Oiler in the jiarket DOES NOT LEAK. The "PERFECT" is the only Oiler that regulates the supply of oil to a drop. It is ab- solutely unequaled. Price, 25 cents each.
We make cheaper oilers, also.
CUSHMAN & DENISON, Mfrs., 240-242 W. 23d St., NEW YORK.
WOLFF- AMERICAN
BICYCLES.
STEARNS BICYCLE AGENCY, - Syracuse, N. Y.
LAMSON-PETERSON
LUGGAGE CARRIERS
The most serviceable made.
MEGQUIER & JONES CO., Portland, Me.
KrxV" r^ to be on [the go, get yout tires irooa -^^J-rs.-^ Kokomo.; Made and sold by
KOKOMO RUBBER CO., Kokomo. Ind.
If You Desire Complete Motor Bicycles
You cannot get a better one than
THE MARSH.
If You Desire to BiiiM Your Own Motor Bicycle
We can supply everything which you require for the purpose. Write us.
The Motor Cycle Mfg. Go., BrooMon, Mass,
THE BICYCLING WORLD
J9
(latalog Jjme
It's Almost Here
And the catalog compilers are, of course, " looking arouild " for the good things worth illus= trating and describing.
In the past, few catalogs have gone to press without men= tion of Bevin bells and sundries —
and the
year 1901
has demonstrated
that NONE can afford to do so in the future. The year has proven
Bevin Bells
to be the
Best Sellers in the Trade.
Always well known, they are better known. Always well liked, they are better liked. Always good sellers, they are better sellers and they satisfy all kinds and conditions of cyclists.
If you have an eye to busi= ness they'll be " well up in front" in your 1902 catalog — and our lamp brackets, toe clips and trouser guards won't be far be- hind them. They're sellers too. It will be a mistake to overlook them.
BEVIN BROS. MFG. GO.
East Hampton, Mass.
Business Established in 1832.
Managers of Men.
There is one class of workei's for whom a large and constant demand exists and who, therefore, need never starve for lack of em- ployment. These are the men who have the iiianaging faculty. Like the poet, the suc- cessful managers of men, as a general rule, are "born, not made." Their ability is rather intuitive than acquired. They have the fac- ulty, knack, aptitude, call it what one will, of administration and leadership, which com- mands the respect of those they control. They are necessarily men of strong will, but are not arbitrary or oppressive in the exercise of it.
Tact and good judgment are essential to the makeup of such men, says the Metal Worker. They must have a good under- standing of men and be able to discriminate between those who must be driven and those who can be led, adapting their methods of dealing with each accordingly. To do this properly requires a close study of the dispo- sitions of men, which the good manager will not fail to make. He must, moreover, so rule himself that he may pursue his course with even temper, never allowing his passions to get the better of his good judgment and strict sense of justice. Ruling by force of char- acter and showing himself fair minded, sj^m- pathetic and devoted to his duty, he will command the respect and obedience of those under him.
The domineering, passionate, arrogant slave driver may command men through fear, but he has no hold on them, and the moment they have the opportunity to do so they will rebel. He is not a good manager of men, although for a time thej^ may obey him with alacrity.
The really successful manager has his men so trained that they will do their duty as well in his absence as when he is present. A marked quality of such a manager is one that he- shares with all the great men of histciy, the faculty of picking out good assistants and inspiring them to use their best efforts. This is not the least among the qualiflcations es- sential to good managership. A loyal, en- thusiastic corps of lieutenants and a con- tented, cheerful rank and file of willing workers are secured bj^ the methods above outlined, as used by the good manager, to the profit of all concerned.
Williams is Wanted.
Considerable curiosity is felt in Selma, Ala., as to the whereabouts of E. O. Williams, a former dealer at that place. He disappeared on August 24 and has not been heard of since. It is alleged that several bicycles which had been sent to his shop to be re- paired disappeared about the same time. Williams is said to have left a number of unpaid bills beiiind also.
Lett Likes Evansville.
According to an Evansville (Ind.) paper, the Anderson Cycle and Motor Co. may lo- cate in that town. .J. B. Lrott, the president of the concern, was in Evansville last week, and expressed himself as being favorably impressed with the town as a factory site.
SOMETHING
ABOUT
CYCLE SADDLES.
Despite the thousands of saddles sold each year, how many buyers buy intelli- gently— that is, with full information re- garding leather and the items of cost ?
Everyone knows that "all is not gold that glitters," but how many know that all is not leather that looks it ? How many know the different grades of leather, the different weights "of it, the different methods of treating it ?
Do you ?
Do you know the cost of the different grades — the cost of the different weights?
If you do, then you are in a position to appreciate
OAK QUALITY.
If you do not, then inquire of the leather market and you will quickly learn some of the reasons
WHY THE 1902 OAK SADDLE
IS THE BEST VALUE EVER OFFERED the CYCLE TRADE.
The leather used is the choicest selection possible to obtain. The Oak top is three times the weight and thickness of the top used on other saddles, and leather, please remember, is sold by weight, and weight and thickness mean durability. It is one of the reasons why Oak tops hold their ten- sion and do not stretch or sag.
Every other part of the New Oak saddle is made with the same care and regard for quality, and we make each and every part of it ourselves. The Oak is not meiely an assembled saddle.
WHY NOT LET US QUOTE YOU PRICES P
NEWARK CYCLE SPECIALTY CO.,
NEWARK, N. J.
20
THE BICYCLING WORLD
The Week's Patents.
(i83,037. Driving Mechanism for Cycles. Venceslas Gourny-Wysoclvi, Brussels. Bel- gium. Filed Dec. 8, 1899. Serial No. 739,659. (No model.)
Claim.— 1. In combination in a vehicle having three or more wheels, driving pedals, a pin wheel, a pair of axles for the driving wheels having their axes coincident and ar- ranged independent of each other and tlie two pinions arranged upon the said axles to receive movement from the pin wheel, sub- stantially as described.
683,066. Electric Tube Welding Machine. Otto Parpart, Cleveland, Ohio, assignor to the Standard Welding Co., same place. Filed Sept. 1, 1900. Serial No. 28,750. (No model.) Claim.— 1. In a tube welding machine, the combination of two electric current conduct- ing devices respectively connected with op- posite electric poles and adapted to have contact respectively with the opposite edge portions of the joint of a tube, and a die located in a different plane from said con- ducting devices transvei'se to the line of movement of the tube, substantially as set forth.
683,110. Mixing and Vaporizing Device for Explosive Engines. Fred W. Pelbaum, Day- ton, Ind. Filed iMay 21, 1900. Serial No. 17,384. (No model.)
Claim.— 1. A mixing and vaporizing de- vice for explosive engines comprising an oil vaporizing cliamber having communication with Che outer air at its lower end and with the combustion cylinder at its upper end, a hollow chamber having a perforated wall providing an interior chamber and oil dis- tributing inner surface, a valve disk con- trolling communication between the vaporiz- ing chamber and the combustion cylinder, an oil feed having a feed outlet and located in the vaporizing chamber, a valve disk con- trolling the feed outlet and means for operat- ing said valve disk of the oil feed by the air pressure caused by the suction of the com- bustion cylinder.
683,125. Vaporizing Device for Explosive Engines. Leon Laurent and Eugene Cler- get, Dijon, Fi-ance. Filed March 16, 1900. Serial No. 8,977. (No model.)
Claim.— 1. In an explosion motor, the combination with a tube made of a metallic or refractory substance, of a metallic vessel, a body of fragnients of metallic or refractory substance placed within said vessel, the out- let of said tube being located within said body, and means for supplying hydrocarbon, water and air to said tube.
683,152. Explosive Gas Engine. Victor St. John, Fairmont, Minn. Piled May 8, 1899. Serial No. 716,073. (No model.)
Claim.— 1. A gas engine of the class de- scribed, comprising the cylinder, the piston working in said cylinder, its actuating crank, the pas.sage in said piston, the pipe connect- ing said passage with the source of gas supply, and the valve arranged in said piston between said passage and the interior of the cylinder, whereby upon the working stroke of said piston the rushing of the air through said passage and valve will carry the gas Into the cylinder.
083,271. Free Wheel Velocipede. Antony Gibbs, Bristol, England. Filed Feb. 4. 1901. Serial No. 46,002. (No model.)
Claim.— 1. The com))ination of an axle, a wheel thereon, a pedalling mechanism, a double acting clutch for connecting said pedalling mechanism with said wheel, a spring for holding said clutch open, and ireans for ovorcoming the tension of said spring 10 lock the clutch in back-pedalling.
()83,3S1. Bicycle. Altia Chamberlin, Fair- bury, Neb. Filed March 11, 1901. Serial No. 50,644. (No model.)
Claim.— 1. In a bicycle, a frame compris- ing a bottom run extending in a direct line with the wheel axles, a main reach bar and rear braces respectively connected with op- posite ends of tlie bottom run and united at their upper extremities to form a triangular main frame, and an upper ti-iangular exten- sion frame, the base of which is formed by a portion of the reach bar.
683,410. Collapsible Tube for Containing Semi-Liquid Substances. Oscar Mussinan, New York, N. Y., assignor to Dennison Mfg. Co., Boston, Mass. Filed July 17, 1901. Serial No. 68,680. (No model.)
Claim.-.l. A collapsible metal tube pro- vided with a flattened rigid nozzle having a discharge aperture and adapted to serve as a brush for spreading tne contents of the tube, in combination with a pin provided with a head and serving as a seal or stopper.
683,413. Street Sweeper. Andrew J. Rey- nolds, Boston, Mass. Filed Nov. 17, 1899. Serial No. 737,336. (No model.)
Claim.— 1. In a tricycle sweeper, a frame- work, the driving chain for the tricycle, the intermediate gear wheel driven by the chain, a brush carried by a rotating shaft mounted in the framework, and an elastic belt be- tween said brush shaft and the shaft of the driven gear wheel, said brush shaft being supported in pivoted arms.
Maybe This Would do.
Many attempts have been made to bring out a non-slipping belt for motor bicycles. It is scarcely necessary to say that they have so far been attended with a very small degree of success. This in spite of the fact that they have been made of all kinds of material and in many different shapes.
The suggestion is made that a nearly square belt running on a V-shaped pulley would be effective. The belt would wedge itself in the V-shaped groove and take a much stronger hold than could possibly be the case with a belt and groove of the same shape. It is not at all improbable that there is something in the idea. At least it is worth trying.
Have High Hopes.
The new vulcanized tire of the Dunlop Tire Co. is expected to put an end to the "boil" troubles that have affected British riders so grievously. These were caused by air getting between the fabric , and rubber tread of the outer cover and raising a "boil" on the latter. It is also thought that the extensive infringement of Dunlop tires will be stopped by the use of the vulcanized cover. "It will be absolutely impossible to copy the new tire, and the bogus article will disappear from the market," says one trans- Atlantic journal.
The Week's ExporU.
England was far and away the largest purchaser of American cycle stuff last week, the value of the shipments closely approach- ing $9,000. France and Holland were the only other ountries to buy in any consider- able quantities. The record in detail for the week, which closed September 24, fol- lows : , Antwerp— 3 cases bicycle material,- $40. British East Indies— 4 cases bicycles and ma- terial, $245. British possessions in Africa— 4 cases bicy- cles and material, $79. Cuba— 3 cases bicycles and material, $67. Copenhagen— 13 cases bicycles, $470; 9 cases
bicycle material, $261. Christiania— 1 case bicycle material, $13.
Dutch East Indies— 26 cases bicycles and material, $387.
Genoa — 4 cases bicycle material, $45.
Havre— 30 cases bicycle material, $2,064.
Hamburg— 14 cases bicycle material, $440.
London— 31 cases bicycles, $560; 65 cases bicycle material, $6,855.
Lisbon— 15 cases bicycles, $380.
Liverpool— 58 cases bicycles, $1,002.
Liege — 11 cases bicycles and material, $570.
Mexico— 1 case bicycle material, $10.
Milan— 1 case bicycle material, $50. ,
Philippines— 1 case bicycle material, $25.
Rotterdam— 27 cases bicycles, $980; 14 cases bicycle material, $450.
Southampton — 9 cases bicycle material, $190.
Smyrna — 1 case bicycle material, $41.
Stavanger— 5 cases bicycles, $102.
Stockholm— 1 case bicycle material, $12.
St. Petersburg— 1 case bicycle material, $30.
Uruguay— 11 cases bicycle material, $245.
Warborg— 4 cases bicycle parts, $126.
Still Adhere to English Ideas.
Two hundred Victor bicycles Avere shipped to Wellington, New Zealand, last week, by the J. Stevens Arms and Tool Co., Chicopee, ;Mass. It is interesting to note that these luachines, going to an English colony, were e(iuipp(>d with steel rims, mud guards and lijind-applied brakes.
Going West?
If 70U purchase your tickets via the Nickel Plate Road, the shortest route between Buf- falo and Chicago, you will secure the beat service at the lowest rates. Three faat thru express trains daily, in each direc- tion, between Buffalo, Erie, Cleveland, Ft Wayne and Chicago making close connec- tions at the latter city with the fast trains of the Western roads. The trains on the Nickel Plate Road consist of elegant vesti- buled day coaches, sleeping cars of the latest models, and Nickel Plate, dining cars serv- ing famous individual club meals at rate* from 35 cents to $1. Thru sleeping cars are also run from Boston, New York, Al- bany, Syracuse, Rochester, Scranton, Bing- hamton and Elmira, and many other Bastem cities.
It your ticket agent cannot give you the Information desired, address F. J. Moore, General Agent, Nickel Plate Road, 291 Main St.. Buffalo. N. Y. •"•
P^igures have been compiled by the Boston and Maine Railroad which show a falling off of 60 per cent in the number of bicycle car- ried by it during the months of July and August, as compared with the same period during 1900.
The Bicycling World
^ ^^ In.- A AND MOTOCYCLE REVIEW.
In which is Incorporated " The Wheel and Cycling Trade Review •* and the " American CycllsL"
Volume XLIV.
New York, U. S. A., Thursday, October 10, 1901.
No. 2
EXECUTIVE COMMITTEE CUT OUT
B. C. Will fQet Along Without One— Two Vice= Presidencies Left Vacant — Four New Directors, Otherwise no Changes — Financial Report Interesting if not Enlightening.
RUBBER GOODS AFTER GOODRICH
Big Company Negotiating for the Rich Akron Plant
and its Immediate Purchase is Probable- -
Other Matters Likely to Affect
Tire and Rubber Prices.
Despite tlie peremnal report and prophecy of sweeping changes in tlie official circles of the American Bicycle Co., the annual meet- ing and election occurred on Tiiesday of this week, and notliinu.' of the sort came to pass. AVliile there are fewer of them, old hands remain at the helm and, if anything, with even a fli'uier grip and direction than here- tofore.
The officers chosen are as follows:
President— R. L. Coleman.
Vice-President— J. E. Brondey.
Secretary and Treasurer — C. \V. Dickerson.
The new directors chosen were: J. W. Spalding, wlio succeeds his brother, A. G.; M. B. Johnson, Cleveland, O., who succeeds to the vacancy left by the death of K. Philip GormuUy; J. E. Bromley, who succeeds R. S.' Crawford, 'S.ud Otto Unzicker (formerly Pre- sident Coleman's partner in tlie Western Wheel Works), who succeeds E. C. Stearns. In addition to these new men the directorate is made up as follows: R. L. Coleman, Albert A. Pope, George Pope, H. A. Lozier, William Barbour, George W. Young, C. L. Ames, J. W. Kiser, Gardiner M. Lane and George F. Crane.
Ante-election rumors had it that two vice- presidencies would be vacated, and, in this respect at least, rumor proved correct. Col. George Pope and Theo. F. Merseles, first and lliird vice-presidents respectively, were not re-elected. Both ^vill, however, continue to he identified witli the company. Mr. Mer- seles has been appointed assistant to the piesident, and while Col. Pope will have no
tille, he will have his duties and incidentally devote more time to the development of the Auto-Street Sweeper Co., of which he is pre- sident, and in which the A. B. C. has large holdings.
More surprising, liowever, is the fact that tlie executive committee itself was discon- tinued. It no longer exists, thereby leaving to President Coleman practically the entire direction of affairs. Tlie offices of secretary and treasurer also were formally consoli- dated, giving Secretary Dickerson tlie posi- tion of treasurer, which he has filled for nearly a year past in addition to his otiier duties.
Like all financial statements designed for public print, tlie A. B. C.'s presentment con- veys small information. A newspaper man remarked tliis fact to an official.
'"Oh! turn it over to your expert account- ant," advised the latter with a dry smile.
On its face the report shows a net profit of $350,682.59 after paying interest on bonds. How much of this was earned by the depen- dent or auxiliary companies operating under other names is a matter for speculation, but reliable information places the amount at more than 50 per cent of the net profits. That the company itself earned more than sufficient to pay its interest charges has given rise to gossip that proves nothing, how- ever.
Incidentally the gross profits for the year figure but .?4,897 less than for the ten months of 1900— another item, weather considered, (Continued on page 30.)
Information regarding one of the develop- 11 units in the tire trade at which the Bicycl- ing World hinted three w-eeks since has finally reached the outside public; in con- seiiuence it is no longer a secret that before the close of the current week it is likely that tlie great plant of the B. F. Goodrich Co., at Akron, Ohio, will be added to the possessions of the Rubber Goods IMfg. Co.
The Rubber Goods Co. has had an option on tlie property for some time, but negotia- tions for tlie actual sale of it has been taken up only within the p:ist month. They are now Hearing a head and final consummation oi tlie deal is expected at anj' moment.
Reports of a consolidation of the crude rubber companies are also circulating; like- wise a report that the tire makers are finally luaring an agreement as to the price of cheap tires.
Hutchinson Gets 'Frisco Berth.
The organization of the American Bicycle Co.'s three new sales departments has been completed by the selection of O. C. Hutchin- son as manager of the Pacific department at San Francisco. Hitherto Mr. Hutchinson has been in charge of the Monarch depart- ment in Chicago. As stated last week, the Eastern department in New York will be managed by Chas. E. Walker and the West- ern in Chicago by J. C. Matlack. The joli bin g -and foreign bureaus, now attached to headquarters, will be placed under Mr. Walker's direction.
24
THE BICYCLING WORLD
GAINS IN EUROPE
But Despite Them August's Export Rec° ord Proves Unusually r'oor.
In the matter of exports August failed to hold tlip pace of the two previous mouths. While Juue and July developed increases, August turns out to have been about the poorest month since the export business at- tained respectable proportions. Its record was some $34,000 less than August of last year— itself a month of no magnitude.
AYhile the elimination of Hawaii and Porto Rico from the statistics is a factor, the loss, strange to r(4ate, was sustained not in Eng- land or Europe, as has been the case hereto- fore, but mainly in Japan, Australia and the Philippines. England apd Europe generally, not even excepting Germany, actually showed a substantial increase in their pur- chases, England's increase bringing its total for the eight months ending with August above the record for the corresponding period of 1900. Of the other gains only that in Mexico is worthy of remark. China, in which a sensational advance was made last mouth, failed to bear out the promise of an immediate awakening and developed trade.
The record in detail follows:
Cycling Conditions Abroad.
"They seem to use their bicycles more on 'the other side' than we do here," remarked a prominent tradesman who had just re- turned from a quiet tour of England and the Continent, and who did not care to have the fact known. "You see them everywhere and in goodly numbers. Since the days of our boom I don't think I have seen so many riders as I saw in St. Petersburg. The place seemed alive with them. In France, in Bel- gium, and even in Germany, where the cry of distress has been heard loudest, there were few visible signs of depression, while in England — well, in England bicycles never seem to grow less."
DOWN GO DUNLOPS
Menke Gets Veeders.
Ellis Menke, Frankfort on Main, Germany, has recently contracted with the Veeder Mfg. Co. to handle their cyclometers, odometers and specialties in Europe, with the exception of England. In conjunction with Markt & Co., Ltd., of London, Menke will control the entire European trade.
Takes Root in Evansville.
Press dispatches from Evansville, Ind., state that the Root Motor Cycle, Co.— who- ever they may be— have made a proposition to locate its plant there; the proposition, it is added, has been accepted.
Exported to-
— August -
190a Values.
1901. Values.
-Eight months ending August-
1899. ] 1900. I 1901.
Values. ( Values. Values.
United Kingdom
France
Germany
Other Europe
British Nortli America
Central American States and British
Honduras
Mexico
Santo Domingo
Cuba
Porto Rico*
Otlier West Indies and Bermuda
Argentina
Brazil
Colombia
Other South America
Chinese Empire
British East Indies
Hong-Kong
Japan
British Australasia
Hawaii*
Philippine Islands
Other Asia and Oceania
Africa
Other countries
§26,323
7,273
6,155
15,291
10,703
258
849
24
1,813
4,984
1.544
839
103
3,204
1,672
5,154
1,260
21.913
21,670
f 29, 173 8,393 9,490
20,903 9,347
121 2,537
248 1,767
10,715
2,136 5,501
40
4.777
200
83
75
2,425
840
1,413
460
13.345
10,662
1,338 1,033 6,260
98
$605,164 393,988 718,451 800,614 502,134
3,819
32,707
298
49,842
2,234
46.238
200,762
23,397
6,108
41,893
16,225
79,619
6,390
67,491
157.024
35,842
958
29,001
130.812
2741
$374,546 172,880 309,870 575,300 336,613
1,044
10,761
152
63,377
1,461 32,751 61,538 14,351
3,400 30,705 17,966 42,547
5,785
182,181
154,182
32,473
39,645
20,532,
33,3001
3.571
$383,369 170,684 170,356 420,104 269,393
3,734
16,636
756
8,243
84,891
4,762
4,428
575
20,105
42.831
38,720
2,812
173,932
126,292
26,230 14,743 53,040
282
Totals 1 $149.374| $125,028! I|3.951,285|$2,517,717|$1,986.919
•No longer included in statistics.
British-Made Hygienics.
It is stated by the Cyclist that hereafter the Hygienic cushion frames used in Great Britain will be made in that country. Ar- rangements to that end have been effected by the South British Trading Company, the British representatives of the Hygienic Wheel Co. The parts will be made by a well known manufacturing concern, name not mentioned.
Sundry Department Continued.
It turns out that the Columbia sundry de- partment which it was supposed would be abolished will not only be continued, but will be removed from Hartford to New York. H<M(> it will bo attached to the amalgamateii sjik's iloi);irtiiu'nt under Charles E AValker. Tlie sundry department itself will, however, remain tlie immediate charge of the present manager, C. F. Cox.
Big Company Again Reduces Prices and Embarrasses Its Competitors.
It is evident that the Dunlop Tire Co. has not given up the hope of retaining its com- manding position in the British trade even after the expiration of its patents three years hence.
Nor can it be denied that the campaign they have already inaugurated has been very ably planned and promises remarkable results. They first made great improve- ments in their tires, placed two types of de- tachable pneumatics— the wired and the beaded edge— on terms of equality in the market, and thus removed nearly all ground for criticism on this score. Then the mat- ters of guarantee and price were taken up, and the latter at least has been settled in a manner that cannot fail to materially help their cause.
The promise of a material reduction from the preposterous prices heretofore charged by the concern has been fulfilled. The new trade prices took effect on October 1, and their publication was almost coincident with this date.
Under the new list the trade prices range from $11 50 to $12 gross, the latter price be- ing for less than 5 pairs, and the former in 1,000 pair lots. These prices are for the complete tires, with rims. Prom these figures there are reductions in the shape of discounts and rebates. Taking these into account, and figuring the lowest net price obtainable by the largest buyers, it comes out at $10.16. The prices on the separaite parts have been reduced proportionately.
This is a reduction from the present sea- son's prices of a few cents under $2, or 15 per cent. This is a considerable decrease, although not a sweeping one.
Even as it is, however, it bodes ill for the competitors of the big monopoly. The logic of events is almost certain to force them to reduce their prices correspondingly. Hither- to they have obtained trade almost entirely on the strength of cheapness, and to re- linguish the advantage would be almost equivalent to throwing up their hands.
To observers in this coimtry a reduction would appear to be easy." As has been so often pointed out, British tire prices are, by comparison with American ones, excessively high. It seems scarcely possilDle that the cost of inanufacture is so much greater than that in this country that the increase is a ueces.-iity, nor can one see why the selling cost should be so different as to cause the increase.
Yet the opinion is freely advanced that a proportionate reduction by the Dunlop Com- pany's competitors is an impossibilitj'. It is intimated that this fact presages the suc- cess of the Dunlop Company, and the ac- quirement by it of practically all the tire business next year. It is pctinted out tliat tlie outside concerns are now lietween the devil and the deep sea. They caniut make the required cut, and they cauiut retain their trade unless they do.
THE BICYCLING WORLD
25
EFFECTS OF ORGANIZATION
How 'Frisco's Board of Trade Dominates Business — Regulations in Force.
11' the other memhers of the San Francisco Cycle Board of Trade are like Joseph HoUe— and necessarily most of them must be— it is easy to understand why that organization is one of the very few that not only still exist in the cycle trade, but that is a really live and dominating factor in retail affairs.
Holle, who spent two weelis in this part of the country, left for home last week. Before he left he fell to talking of the 'Frisco Board of Trade, and had he been urging the Bicycling World man to become a member he could not have talked more earnestly or convincingly. He delivered what might well be termed an "essay on organiza- tion." There was no such thing as discour- aging him by pointing out the many fail- ures of similar organizations in the East and elsewhere, or by remarking the lack of co- hesion and the fierceness of competition. He had a good answer for every argument.
"We went all through that," he said. "We had wide open competition and the usual number of dealers and repairmen who would not join with us, and who advanced all the usual objections. But Ave stuck to it, and they are all with us now, I can tell you.
"There isn't a man in the bicycle business in San Francisco who is not a member of the Board of Trade. The dealers, the job- bers, the repairmen, the enamellers and the platers, big and little— Ave've got them all. Yes, we have even the department store with us. They all did not come in at once, and in fact the last one who held aloof and fought us for years only tiled his applica- tion last month. We had ceased to solicit his membership, and he came in of his own accord, and just to teach him a lesson we laid his application over for a couple of months. No man outside our ranks can well do business in 'Frisco, and the fact is recog- nized.
"We all used to fight each other, cut prices, call names and do all that sort of thing, but organization has overcome it all, and now when we get together each member feels kindly toward the other and works for the common good. If you called our Board of Trade the 'Anti-Knocking Association' it might be slangily described, but it would describe it truthfully at that.
"Why, we even went over to Oakland and organized a Board of Trade there. Oakland is just across the bay from San Francisco. It is as Brooklyn is to New York. The trade there was all cut up, and, being so near, we of San Francisco felt the effect. When we called the first meeting in Oakland but five Oaklandites attended. We were assured that we could not succeed. But we held a second and a third meeting, and each time we gath-
ered in more of them. Now there are but four or five outside the fold, and things in Oakland are going swimmingly.
"What we have done any one can do. I can't understand why more of it is not done, if for no other reason than that it pays to do it. Our Board has existed since 1896; it is stronger to-day tlian it ever was, and I doubt if we have a single member who would elect to go back to 'the go-as-you- please plan."
"But what of price cutters and job lots?" was asked.
"They don't bother us at all," Holle re- plied. "The nearest approach to price cut- ters we have are department stores, and, as I told you, the manager of the only one selling bicycles is a member of our Board of Trade — which means that he does not cut prices."
"Job lots?"
"They've tried to auction them off on us several times, but scored a failure every time they tried it. San Francisco people are chary of unknown or doubtful bicycles; they are wise buyers."
Holle had with him copies of the San Francisco organization's constitution and by- laws and of the more important resolutions that had been passed. These threw light on the sources of the Board's strength. The main source appears to be an agreement entered into with the jobbing houses, in which the latter bind themselves as follows:
"We agree not to sell any bicycle repair or construction material at trade discounts to any one in San Francisco except members of your association, with the exception of tliose wholesale houses who, from their deal- ings with us in other lines of goods, and Avho in many cases purchase the. above men- tioned goods for their country customers, and in consequence have a just claim on us for our trade prices."
Mr. Holle states that the agreement has worked satisfactoi-ily to all concerned. The jobbing house that violated the agreement would at once lose the trade of the members of the Board. They have appreciated the fact so well and lived up to the agreement so steadfastly that dealers and repairmen who flouted the organization and who ad- vanced the argument that "no one would refuse to sell them Avhile they had the price" vv'ero quickly undeceived and brought to their knees.
Much power is vested in the directors, thus:
"The directory of the Board will consti- tute and maintain a strict surveillance of its members and will see that repair prices are regularly maintained as per schedule. Any member detected and convicted of cutting prices will be suspended from membership. His card will be withdrawn, and he can be reinstated only by vote of the Board."
Additional causes for action and the penal- ties involved are outlined as follows:
"Any member of this Cycle Board of Trade who shall purchase for or furnish in any manner at trade rates cycle material or
sundries to a repairer or dealer who is not in the Cycle Board of Trade, or who has been debarred from the privileges of this .association, or the Oakland Cycle Board of Ti-ade, or any other Cycle Board of Trade which shall be in harmonious relations with this organization, shall, upon due evidence presented to the Board of Directors of this association, be deprived of his membership card."
"Members shall be fined $10 for the first offence of cutting prices. Failure to pay fine will mean expulsion, and, for the second offence, expulsion."
The San Franciscans are not hidebound, however. They appreciate that "exceptions merely prove the rule"— that causes and con- siderations occasionally arise that require the relaxing of a rule, and they provide for it, but with the following admirable safe- guard:
"In view of possible irregularities or over- stepping of the privilege of members to fur- nish repair work or cycle material, out of considerations of friendship or other obliga- tions, at rates below those fixed by the Cycle Board of Trade, each such case shall be re- ported in writing to the secretary by the firm making the exception within one week of the transaction, specifying the article of repair, price, and to whom made. The sec- retary shall file the same in a record open to all members of the organization. The Board of Directors shall be judges whether the privilege is being abused by any mem- ber, and shall have the power to limit the same. Any failure to report shall subject member to loss of card."
Would Prove Real Stimulants.
"Motor bicycles aside," says Alex Schwal- bach, Brooklyn's veteran dealer, "if the busi- ness is to be given an immediate stimulant that will be generally felt, and be made plainly visible, I am convinced that it can be given in just one way— by a general re- duction to $50 in the price of chainless bi- cycles. That price will start a general move- ment toAvard the chainless, and, I believe, swing over the majority of riders— nothing else will. The present prices simply serve as a handicap and di-ag to the machine."
Goes From Philadelphia to London.
W. A. Richwine, for several years in charge of the Eclipse Mfg. Co.'s Philadel- phia branch, is leaving for London to be- come identified Avith Green & Houk, who control the Morrow coaster-brake in the United Kingdom. Richwine is one of the trade veterans, and his extensive knowledge and experience should stand him to good purpose in his new field.
Campbell Joins Barwest Staff.
S. A. Campbell, long identified with the Eclipse Mfg. Co., has been added to the travelling corps of the Barwest Coaster- Brake Co. He will cover his old territorj New York to Omaha.
26
THE BICYCLING WORLD
4
I City to ill
01 A NATIOML
I!
LI
♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦I
♦ This is the bicycle upon ♦
I which E. A. Payne, of Am- 1
sterdam, N. Y., established |
a new record from New York
City to Buffalo.
♦ ♦ ♦ ♦
I
A NATIONAL BICYCLE IS ALWAYS TO BE DEPEND- ED UPON FOR ANY SER- VICE.
»♦♦♦♦♦♦♦<
♦ ►»♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦
NO OTHER BICYCLE IS LIKE IT. IT'S IN A CLASS BY ITSELF.
NATIONAL CYCLE MFG. CO.,
BAY CITY, MICH.
//>
T
T W
St/
M/
i
f
I
Good Tires
More than pay for themselves in the extra service, comfort and sense of se- curity they render the rider.
FISK TIRES are the best of good tires — for bicycles, carriages, motor cycles and automobiles.
BR VNCHKS: SrKiNfiFrEi.i); Nkw York, gq Chambers St.; Syracuse; Buffalo; Detkuit: i'.HiCAcn, 54 State St.: San Francisco, The Phil \'>. liekeart Co., 1 14 Secoi'd St.
REPAIR DEPOTS: 105 Reade St , Nkw York, N. Y.; 168 Oliver St., Boston, Mass.;
1015 Arch St.. PHILADELfHIA. Pa.
FISK RUBBER COMPANY
CHICOPEE FALLS, MA5S.
THE BICYCUNG WORLD
27
FOUNDED;
•1877;*, _ ._,
»n<iJ^^tOCYCll REVIEW<«si».
In which is Incorporated -lie Wheel" and the "American Cyclist."
Published Every Thursday
By
THE GOOOMHN eOMPaNY,
123:rl25 Tribune Building.
(154 Nassau Street)
NEW YORK, N. Y.
TELEPHONE, 2652 JOHN.
Subscription, Per Annum [Postage Paid] $2.00 Singfle Copies [Postage Paid] ... 10 Cents Foreign Subscription $3.00
Invariably in Advance.
Postage stamps will be accepted in payment for subscripuons, but 7.'£?/ for advertisements. Cliecks. Drafts and Money Orders should be 'iiade payable to 1'he Goodman Company.
Entered as sccond-cia.s^ matter at tlie New York, N. Y., Post (Mce, Sc|)tcmber, i. no.
General Agents : 'I'lie American News Co., New York City and its branches
miy" Change of advertisements ii not guaranteed unless copy therefor is in li<and on .SATURDAY preceding the date of publication.
J^^ Members of the trade are invited and are at all times welcome to make our office their headquarters while in New York; our faciliiies and information will be at their command.
To Facilitate Matters Our Patrons Should Address us at P. 0. Box 649.
New York, October id, 1901.
Organizing on the Right Plan.
The story of San Francisco's Cycle Board of Trade is not only a wholesome but an inspiring one. It had preceded the tell- ing of it by Mr. Holle, which is nai-fated in another colnmn, and had always evoked admiration.
Mr. Holle, however, supplies the working plan, so to speak, and, as he says, there is no reason why, having proved effective in San Francisco, it will not prove as effective else- where.
The jobbers' agreement is, of course, the corner stone to success, but as it is an agreement that helps jobber as well as dealer and repairman, there are few of the middlemen who would refuse to become a party to such an arrangement.
The advantages of organization are beyond dispute. In past years, the dealers in many cities have recognized the fact and groped for them with assorted success or no success at all. The various associations and (boards of trade have fallen apart mainly because they rested on no substantial foundation.
The "jobbers' agreeuieut" did not occur to them.
Now that it is pointed out it must occur to all that it is a rock of great strength. It in- vites a rebuilding of structures. It points the way to a better condition of things and to lasting betterment. Wherever a dozen dealers survive it should give hope — it should iuvoke a getting together and the formation of an organization such as kept San Fran- cisco and a few other places out of the sloughs of despond.
Making for Mischl^.
The organization of the New England re- tail pool — the Equitable Distributing Co.— is already giving rise to wrong impressions tliat are calculated to implant mischievous ideas in the public mind.
Some of the New England papers have published the concern's prospectus, figures and all, and heralded it as a "co-operative bicycle company" which purposes doing all manner of things, among others, "to sell high class bicycles at $20 and less." Even the New York Sun has reprinted the twaddle and the co-operative idea being a fascinating one, the story has started on a journey that will hardly end short of the Pacific.
The damage that may be left in the train of a constantly repeated and uncontradicted tale of the sort is easily imaginable. The mail order houses, fake storage companies and other commercial gTierillas and cheap- and-nasties have already planted that noi- some seed in many minds and a tale of the kind simply appears to confirm their wildly exaggerated claims of "high class bicycles" at $19.99 and other fanciful prices.
If the Sun and the other papers desire to serve an industry that has already suffered much from misrepresentation and incident- ally to undeceive the public they might state the real facts in the case: that the "co- operative bicycle company" in question was formed primarilly because the dealers com- posing it have found profits not too great but all too slender; that to better conditions they aim by organization to lump their pur- eltases and thus obtain the benefit of "quan- toity quotations" which apply not on the really high class bicycles, but on sundries and on the nondescript bicycles known as "job lots" which are hawked under many names at many prices in as many towns. As a portion of the public, lured on by the music of the guerillas and "wild cats" will purchase doubtful bicycles of the sort, the dealers gathered into the "co-operative bi- cyle company" mean to meet the competition
and give that portion of the public such odds and ends as it wants at the fanciful prices which appear to possess such fascination— $19.99 and less.
The genuinely high class bicycles, those with a reputation and sold and guaranteed by their own manufacturers rmder their own names are further from "$20 and less" than they ever were. No manufacturer could make them and no dealer sell them within artillery distance of such figures and remain in business six months.
If the newspaper world does not know it the several hundreds of hard headed New England Yankees who comprise the "co- operative bicycle company" do know it and liuow it only too well.
Cycle Paths a Trade Factor.
Cycle paths and sidepaths were outgrowths of the "boom" of the late nineties. As they had their origin in that great movement cycleward, so when it reached its culmina- tion anil then declined, they, too, ceased to progress.
As far as cycle paths are concerned— mean- ing thereby asphalt strips on city streets and other paths in or near cities— they were gen- erally of an enduring character. If they are not so much used now as formerly, and con- sequently are not the object of solicitude on the part of the authorities, neither do they require any great amount of attention. Ten years hence, even if they do not get any- thing in the shape of repairs, the majority of them will still be ridable. Even if some- what the worse for wear, cyclists will be able to make use of them.
It is very different with sidepaths, as the system of cycle roadways in the country districts is generally termed. They are of a, much more ephemeral character, and neg- lect will inevitably result in vastly more harm— harm that will fall little short of be- ing irreparable.
At first thought the average tradesman will be inclined to ask what great difference it will make if these paths are neglected and allowed to travel the downward path to ruin. Cycling attained an unprecedented popularity without them; why should they be so necessary now that an enormous shrinkage has taken place and the very nat- ure of riding has undergone a change that falls little short of a revolution?
A little reflection, however, will convince them that it is because of this very change that the subject is so important.
Cyclists nowadays are much more easily daunted than of yore. Were the conditions
28
THE BICYCLING WORLD
under which riding must be pursued the same now as they were a dozen years ago, many would give it up. The zest for cycling no longer increases in direct ratio with the diflBculties encountered. Riders now want their paths smoothed for them, and if this is not done they are very apt to come to the conclusion that it is too hard worli.
It is a fact that it was in the districts where the roads were worst that the side- paths flourished most. Given a bad road and an enthusiastic and enterprising class of cyclists, and a sidepath was the almost cer- tain outcome. They filled a want then, do so now, and in the future will be even more important. Consequently their upkeep is a very important matter.
This class of sidepaths, being of less en- during material than those dubbed cycle paths in cities, cannot be neglected with im- punity.
Grass grows up and obstructs if it does not hide them; heavy rains make gullies in them, long dry spells cause the sm-face to loosen and wear away; unless they are sepa- rated from the wagon road by a miniature ditch or other means, careless or malicious drivers encroach on them and wreak great damage; even stray cattle play the part of vandals and help on the ruin.-
One has but to make a short study of the average sidepath, usually connecting towns or villages, to see that the present is a crucial time. Enthusiasm has died out to a very great extent, and the maintenance of the sidepaths is frequently felt to be a bur- den. The question is frequently asked. Does it pay? or. Is it worth the effort? Even if these are answered in the affirmative, it is a bad sign that they should be asked at all. It is much worse when the opposite reply is made.
On the other hand, if the present crisis is passed there is a very good prospect of the utility, even the necessity, of the sidepaths being recognized.
Whether for business or pleasure, this util- ity is undoubtedly great. Tlie sight of cy- clists by dozens and scores speeding along with scarcely an effort, free from the dust or mud of the wagon road, removed from contact with teams, is ample proof of this. They pass at all hours of the day, but the traffic is particularly heavy in the morning and evening hours. People going to and coming from work, to town for shopping or marketing, to the postofRce, or with a dozen other objects in view, make use of the paths.
It would be a great pity, viewed merely as injuriously affecting the trade, if, through
a feeling of apathy, these paths should be neglected and go to pieces. Yet there are some sections where there is grave danger of just this happening.
Is Germany «• Doctoring" Statistics?
On previous occasions the Bicycling World has remarked the several hundredweight of German bicycles which annually appear in the statistics of German exports as having been shipped to the. United States. The item is worthy of remark, because German bi- cycles in this country are as rare as white blackbirds.
The fact led us to make an effort to trace the alleged shipments to their destinations. But governmental statistics show the receipt of no such imports, and inquiry of the Treas- ury Department failed to throw any light on the subject.
The effort is recalled at this time by Ger- man statistics that indicate that Germany has passed the United States in the volume of cycle exports to Great Britain. While our trade with that country decreased to the extent of some $50,000 in the year end- ing with June last, Germany's (according to German records) has jumped from 1,910 cwts. in the fii'st seven months of 1900 to 2,506 cwts. in the corresponding period of the current year.
As the bicycles are not consigned for re- shipment, the Britons have begun asking thejnselves where they all go. So good an authority as the Cycle Trader states that a German bicycle is never seen on an Eng- lish road or in an English store, and as this exactly parallels our experience the mystery of the German exports deepens.
It seems almost inconceivable that the im- perial authorities should juggle with such figures, but the situation unmistakably makes for the plain question— Are the Germans faking?
If not, where the deuce do those German bicycles go? Is it possible that they are of the Phantom brand and that the spooks ride them?
He Gets tlie Second Ctiance.
That "chickens come home to roost" we are told by the old saw.
If wideawake dealers are to be believed, purchasers of mail order house bicycles buy in haste and repent at leisure. After a proper period of repentance, they, too, come home to roost. In other words, such buy- ers come in the second place where they should have gone in the first place— to the legitimate bicycle dealer.
It appears to be almost impossible to "head off" any one who contemplates buy- ing a mail order bicycle. Primed with the mail order house literature— poor stuff though it is— they resist all efforts made to shake their confidence in the machines put forth by such concerns.
Even the sight of bicycles priced as low, or nearly as low, as those so alluringly set forth in the mail order house's advertise- ments, and offered by the home dealer, does not avail to turn him from his purpose. He is under a spell, and either can not or will not shake it off. Only after he has acquired possession of the wheel does disillusion come.
Then it is that the dealer can make his play.
He need not come forward with "I-told- you-so's" or ill-concealed smiles of satisfac- tion. On the contrary, he should sympathize with the deluded one, point out why the machine failed to stand up or run properly, and then make it plain why the cheap bicycle is the poorest possible investment.
When this has been done the way is open for an advance all along the line. It is long odds that a second attempt to effect a sale will be more successful.
Tandem Riding Still Popular.
There is such a thing as proving too much. The talk about the decadence of the tandem is a case in point. Tandem selling long ago went to the dogs, and tandem riding has fol- lowed in its footsteps. The tandem has al- most disappeared from view. It is rarely seen on the roads, and the owners of such machines would sell them for much less than the proverbial song. Such, at least, is the story that is told.
Had we been questioned on this point we would undoubtedly have replied offhand that there was a very considerable element of truth in these assertions. But a recent run changed our viewpoint. Perhaps it was be cause we were tandem mounted, too, that we took special notice of others similarly situ- ated.
At any rate, the result was startling. More tandems were seen than we would have be- lieved possible. It is scarcely an exaggera- tion to say that out of every five cycles en- countered one of them was a tandem. In almost every case the front rider was of the fair sex and the machine of the drop frame front variety. It was, a beautiful Saturday afternoon, and there was no lack of cyclists. That the proportion of tandems should have been so great was the more surprising on that account.
THE BICYCLING WORLD
29
THE THREE OF THEM
The Trio Resposlble for Bellatnyizing the New England Trade.
It is no secret that the New England re- tail pool — officially the Equitable Distribut- ing Co.— has guessing not a few people in the trade.
This co-operative corporation of dealers bent on buying at jobbers' prices has not only placed the jobber on his mettle, but has presented a two horned dilemma to not a few manufacturers who "would be happy with either were t'other dear charmer away." Aside from this, the company is an experi- ment of far reaching interest to all trades;
gymnastics he succeeded to the business of Hill & Tolnian in 18S9, and has since been a figure in the New England trade. The busi- ness, incidentally, has been located at 507 Main street since 1877, when it was estab- lished there by its predecessors.
Arthur Sidwell, who is secretary, and shares with Mr. Brown the active manage- ment, has been identified with the trade as far bacli as most men's memories run. He was "in the game" before he left England. He was among the earliest dealers in Bos- ton, but there are few branches of the busi- ness in which he is not versed. He has been dealer, jobber, inventor, manufacturer, trav- eller and pretty much everything else. Few men in the trade are better linown. He is good natured, cordial and deservedly well liked.
Treasurer Brown is not so widely known,
DeLONG'S DEVELOPMENT
Departs From Beaten Paths and Produces Motor Bicycle of Much Originality.
G. E. De Long, the Pierce agent on West One Hundred and Twenty-fifth street. New York, has designed a motor bicycle quite out of the common, in that everything save motor and mixer is concealed within the frame.
Two-inch tubing is employed, the top tube being made to contain the gasolene and the lower one the battery and coil; this lower tube is secured to the underside of the bot- tom bracket, and the end being left open permits the easy storage of the battery and coil. The franie is thus free of all impedi-
LUD C. HAVENER.
ARTHUR SIDWELL.
GEORGE H. BROWN.
L
its success may exert influence none can say how far or how deep.
This application of the "Bellamy idea" to the cycle trade grew out of the heads of three men who have grown gray or are growing gray in the service of the same trade— the three men here pictured— Lud C. Havener, of Worcester, and Arthur Sidwell and George H. Brown, of Boston.
While many were refusing to accept as serious the idea of an organization of the sort, they refused to become discouraged, and, sticking resolutely to the task, they brought the Equitable Distributing Co. into corporate being with a dispatch that sur- prised not a few.
Havener, the president, is a long headed chap who knows the value of a dollar and is awake to an opportunity. He has made a distinct success of his retail and jobbing business in Worcester, and for several years was the member of a limited and private "pool" which co-operated on the plan of the Equitable Co. From being a professor of
but he does not lack experience or acquaint- ance. His connection with the industry dates back some ten years, and as the buyer for the Elastic Tip Co., and later for the United Supply Co., he acquired a reputa- tion as one of the best informed sundry and parts men in New England.
Beauty in Full Nickel.
In an editorial paragraph two weeks ago the Bicycling World commented on what a striking display a full-nickelled motor bicycle would be. Though unknown at the time, the idea had been anticipated by the ever- enterprising Wisconsin Wheel Works, who had under way at that time this very thing. It will be exhibited at the approaching Stan- ley Show, in England, where they will have an extensive exhibit. The Bicycling World man who saw it can attest that the Wis- consin's full-nickelled motor bicycle is in- deed a thing of beauty. Everything about it is nickelled — battery box, coil, gasolene tank, rims and all. It is bound to attract atten- tion wherever it may go.
menta, and while the large tubing appears odd at first sight, one soon grows accus- tomed to it. The motor is made to form a part of the seat post tube.
A further feature of the De Long machine is a remai-kably ingenious clutch which locks the cranks in any desired position and yet unlocks them as readily; the effect is to af- ford the rider really firm foot rests, a con- summation much to be desired on a motor bicycle, on which the rider is practically coasting at all times. De Long has had his machine in use for several months, and it has given a good account of itself.
Recent Incorporation.
^.Jersey City, N. J.— The Stein Double Cushion Tire Co., with $100,000 capital, to manufacture tires. The incorporators are K. K. McLaren, Evan J. Dudley and H. S. Gould, all of Jersey City.
Albert E. Marland, a Ware, Mass., dealer, was almost instantly killed last week by the bursting of his shotgun while out hunt- ing.
30
THE BICYCUNG WORLD
(CoiuinueJ from page 23.)
that is causing some eye lifting. Tlie great- t'st shriukagos nppoar in the items of "plant investment" and "merchandise on hand," but both are offset by the transferals during the yi'ar of six plants and their stuelis to tlie Aut(>mol)ile and Cycle Parts Co. Similarly ^4,('00,<)(H> in tlie accounts due the A. B. C. now repre.'^ent the amounts due from dealers and .iol)l)eis for bicycles only, the Parts Co. liaving talvcn over all its business -with man- ufacturers.
Tlie -n-uole report, hoAvever, is interesting if not enlightening, and with the figures for llKMi affords comparisons of at least some value. The president's report and the finan- cial statements for both years follow:
PRESIDENT'S REPORT.
Witli this second annual report of the com- pany tlie balance and profit and loss sheets sultmitted give its financial condition.
Starting witli twentj'-eight bicycle facto- ries, the manufactm-e of bicycles has been gradually concentrated in ten factories to meet the changing conditions of the busi- ness, also to reduce the cost of manufactur- ing. Each year there has been a concentra- tion of selling departments, and now we have arranged three general sales departments, in New York, Chicago and San Francisco, re- spectively, each one of which will sell all our makes of bicycles in its own territory. The manufacturing and selling of bicycles will be under the direction of one officer. With the adoption of this new policy the greatest economy will be reached and a sav- ing of not less than .');.'500,0<X) assured. The bicycle Inisiness of 1901 was disappointing from various causes, not least of wliich was the stormy weather of March, April and yi!\y. which had the distinction of being the worst recorded since the establishment of the Government "Weather Bureau.
Tlie automobile department has been grad- ually develojiing, and is now on a profit pay- ing basis. Our policy was not to offer ve- hicles for sale until we could produce them as good as or better than others.
At onr factory in Indianapolis the Waver- ley. our electric automobile, is manufactured, and tlie adoption of the Sperry battery for its motive power has placed it in the first rank )f its type. At Toledo, Ohio, we have the largest and finest automobile factory in the world, at which is manufactured our steam automobile, the Toledo, the most per- fect self-projielled vehicle of its type. These automobiles have met with favor, and our product of both types is now about fifty per week and gradually increasing. The gaso- lene tyjio of wagon upon whicli we have been working is perfected and Avill soon be ready for the market. An accepted model of the electric deliv(>i-y wagon is completed, .■ind in the next lew months will be ready for our cusloiuers. Steam trucks with a carrying capacity of four tons and over are being built on orders at the T'oledo factory.
The Automobile and Cycle Parts Co., or- ganized and taking in all our six parts fac- tories in January last, is proving a success
and is already upon a dividend paying basis.
The National Battery Co., owning the Sperry battery, is now located In one of our Buffalo factories, which had been discon- tinued as a bicycle factory, and It is sufii- < Uml to say has more orders and contracts on its books thiui it can fill in the next six months.
The American Wood Rim Co., to which we sold our wood rim plant at Plymouth, Ind., and in w'hich we are large stockholders, is in fiourishing condition, and paid on the past year's business a dividend of 10 per cent.
The Auto-Street Sweeper Co., in which we own a controlling interest, is a new enter- prise, and promises to be a profitable one; the manufacture of the machine will give our factories ■ a large amount of work. A
Boston Jobbers Elect Officers.
At the aimual meeting of tlie Boston Cycle Jobbers' Association held on Thursday last the following officers were elected: Presi- dent, D. R. Harvey, of the Iver Johnson Sporting Goods Co.; treasurer, J. W. Forbes, of Bigelow-Dowse Co., secretary, Will S. At- well, of William Read & Sons.
Of course, the recent organization of the New-England retail pool and its bearing on the trade was discussed at the meeting, but no direct expressions of opinion are avail- able for publication. The nearest approach to one is made by President Harvey.
"Despite reports to the contrary," he says, "the Boston Jobliers' Association will not only continue in business, but will meet all legitimate competition."
STATEMENT OF CONDITION, AUGUST 1, 1901. ASSETS.
Plant investment $28,546,851.30
I ASS depreciation 979,026.89
Cash 380,766.02
Accounts and notes receivable 3,934,153.23
Investments in securities .3,843,535.05
Merchandise on hand 3,948,440.91
I'liexpired insurance, etc 53.786.65
LiIABILITIES.
1 )el)entures .tHO.OOO.OOO'OO
Less retired March, 1901 500,000.00
9..500,OtX).00
Preferred stock 10,000,000.00
Less unlisted (in treasury) 705,100.00
■ 9,204,900.00
Coiiiiuon stock 20,000,000.00
Less unlisted (in treasurj-) 2.298,500.00
—— 17,701,500.00
.136,496,400.00
Accounts aud notes payable 2,245,843.97
Factory bonds and mortgages 30.000.0(j
Surplus: Balance at credit of profit and loss
.iccount July 31. 1901, after paying interest
on bonds 956,262.30
PROFIT AND LOSS ACCOUNT.
Pi'oflts. current year product -1850,682.59
Piortts, ten months to August 1, 1900 855,579.71
$1,706,262.30 Less: Paid interest on bonds, current fiscal year $500,000.00 Paid interest maturing during ten months of
fiscal year August 1, 1900 2.')O,0OO.O0
750,000.00
Snriilus. as above $956,262.30
27,567,824.41
12,160,681.86 $39,728,506.27
$39,728,506.27
perfected model is now being completed at Toledo.
This accumulation of industries will, it is expected, fill our factories with work and distribute the expenses necessary to operate them over a greater field, enabling us to produce all our manufacturing with much greater economy.
Several of the factories discontinued as bicycle factories have been utilized for the luaiiufacture of automobiles and batteries; (lie balance have been sold or rented, so that a I the present time Ave liave but one factory that is standing unoccupied and idle.
With concentration in manufacturing and selling, and with the addition of other indus- tries, we believe the business of another year Avill result in profits that will be satisfactory to the stockholders of the company.
As to Hub Sizes.
Even with the present well known aversion to making constructional changes, the latter crop up occasionally. For several years there has l)een a tendency to get away from the extremely large barrel hubs formerly so popular, and it has now gone so far that there are on the market a number of ma- chines fitted Avith the old style hubs, Avith very small centres. NotAvithstanding this, they attract little attention. Th/e difference between them and the barrel hubs is no longer so grivit as to fix attention on them.
"llow to Drive a Motocycle." See "Moto- <y(les and How to Manage Them." $1. The c.wHlman Co., Box 649, New York. •••
THE BICYCUNG WORLD
31
REACHING A DECISION
English Trade Seems Finally to be Real- izing That Motocycles are Cycles.
London, Sept. 25. — The reports which have been published regarding the meeting which was held last week between some representa- tives of tlie Cycle Trades' Protection Asso- ciation and members of the motor trade have been more or less eagerly discussed this week.
The hint thrown out to the association to the effect that that body should look after the interests of the motocycle industry, but
per se, but wish to try motoring." There is .•I great deal in this contention, and it really seems to me that the attempt of the Cycle Trades' Protection Association to enroll the general motor car trade as a pai-t of it is open to serious objection. It is just the same with those cycling papers liere which attempt to deal witli motor ear questions, in- stead of sticking to the motocycle only in their motor sections. What is the use of a cycling journal giving details of some huge racing car which is totally beyond the reach of at least 99 per cent of its readers ?
Again, there is the question of the shows. With regard to the motor show it may be pointed out that motocycles never have much
STATEMENT OF CONDITION. AUGUST 1, 1900.
QUICK CAPITAL.
ASSETS.
Cash $1,072,881.84
Accounts and notes receivable 4,432,987.03
Investments in securities, at actual value on August 1, 1900 4,004,700.00
(These investments produce an annual income of $256,475.) Merchandise on hand, including finished product, raw material and supplies. 5,815,008.07 Unexpired iusurance 44,537.70
Total quick a.ssets $1.5,370,114.64
LIABILITIES.
Accounts and notes payable .$3,280,619.64
It'actory, bonds and mortgages—
Previous to consolidation $198,457.22 " ^
Less paid since September 1, 1899 77,4.'>7.22
$121,000.00
$3,401,619.64
Net quid; assets $11,968,495.00
BALANCE SHEET. ASSETS.
Net quick assets $11,968,495.00
Plant investment —
Per statement dated October 1, 1899 $31,502,760.89
Less miscellaneous sales of factories and macliinery closed
out since October 1, 1899 334,745.61
$31,168,015.28 Less depreciation 1,108,015.28
LIABILITIES. I >ebentures— .5 per cent, due September 1, 1919, in bonds of
$1,000 each, at par $10,000,000.00
Preferred stock— Cumulative, 7 per cent, in shares of $100
each, at par. 10,000,000.00
Common stock, in shares of $100 each, at par 20,000,000.00
SURPLUS ACCOUNT.
Balance $1,362,915.29
Net profit, ten months ending July 31, 1900, after paying in- terest on bonds : 605,579.71
$30,000,000.00 .$41,968,495.00
$40,000,000.00
$1,968,495.00 .$41,968,495.00
leave the general motor trade alone, has been greatly talked over, and I gather from conversations I have had with men in both trades that this I'ecommendation is looked upon as the solution of what may prove a complete deadloclv.
As one of the principal men in the London motor trade said tliis morning: "The motor car business is conducted on totally differ- ent lines from those of the cycle trade, and it is perfectly distinct; the motocycle busi- ness follows nmch more closel.y upon the cycle trade methods of business. It appeals more directly to men who have in the past been cyclists, and Avho are even now cyclists
chance of attracting attention at such an exhibition. The larger cars entirely out- weigh the motocycles in importance, and the public who come in out of curiosity do not give the motocycles mucli of their time when the attractions of the larger cars intervene. Nor can this be wondered at. On the other liand, the motocycle as a part of a cycle show stands out well, and at once attracts attention. I cannot under.stand any moto- cycle maker exhibiting at an autocar exhibi- tion in preference to a cycle show, providing tliat lie can obtain space at the latter.
This appears to me to be the state of affairs here between the two, or perhaps I
Hiiglit almost say three, trades, and I have! only referred to it at this length because it occni's to me that just tliis same state of things may be reached in your country at any time. The cycle and the motocycle trades have much in common; but the motor trade, regarded from the point of view of the manufacturer^ of large cars, is more or less distinct.
A defect in the design of many motors, particularly of the De Dion type, is to be found in the fact tliat the passage from the combustion chamber into the cylinder pre- sents a large opening. So long as all goes well with the valves this may be no disad- vantage, but a day may come. Last week I was riding a motor tricycle, when without the slightest warning there was a crash. At first I thought that the motor axle had snapped, but I found that all the compres- sior» had gone, so I quickly located the seat of the mischief as the inlet valve. I took tliis out and found that the head had been torn ;iway from the stem and dropped into the cylinder. This meant taking out the pistcm, and this I proceeded to do, cheerily remarking to a friend that I should be on my way again in half an hour, as I had another inlet valve with me. But on taking oft" tlie cylinder I found that the valve head had fallen crosswise at tlie moment that the piston was rising, and had become nipped .between the latter and the top of the cylin- der. Tlie result was that the head of the piston was broken, a large hole having been knocked in it. As I was miles from any place wliore a new piston could be procured, I had to search for a good cycle engineer. I got him to turn off a portion of the piston head and fit on a thin plate of steel, which we riveted to the broken parts. We then brazed the piston and finally turned up the new head after some difficulty in chucking the work— English lathes and chucks are commonly built on the how-not-to-do-it style. This took some hours, as may be imagined, l)ut the work is all right, and the only thing is that should a similar accident occur again the valve will most likely knock a hole in tlie cylinder head, as I am sure the steel plate on that of the piston will stand. If a couple of thin bars to form a cage were left in the casting between the combustion cham- ber and the cylinder this danger would be entirely averted.
Longevity of Bicycles.
Talk about the short life of the bicycle! We saw one the other day that was of the 1891 vintage— just a decade old. It was a Columbia, the first diamond frame machine put out by the Hartford' firm, and had originally been fitted with either solid or cushion tires. These had long since been taken bflf, and air tires substituted, but steel rims had gone along with them, the change having evidently been made in the pre- wood rim era. The machine did not look as archaic as its age would lead one to sup- pose. To all appearances it was good for many seasons more of service.
32
THE BICYCLING WORLL
When in doubt, take the safe course
^
■S--
WHEN COASTER=BRAKES ARE CONCERNED
the safe course is the Morrow Course — the Morrow brake. It is the only one which is beyond doubt or doubtingf.
WHEN YOU ASK YOURSELF,
or are asked, ** Is it as good as a Morrow ? — and it is rare that the question does not occur — the question implies doubt. Then is the time to take the safe course. Then is the time to refuse to be persuaded off the Morrow course.
THE NEW MORROW IS READY AND TRAVELERS ARE OUT.
The one is well worth seeing; ; the others well worth listening to. They have a tale to tell that is full of dollars and sense.
ECLIPSE HANUFACTURINQ COMPANY, Elmira, N. Y.
THE ONLY FLUSH SEAT POST.
ALL
STYLES
LENGTHS OF STEMS
LENGTHS OF TOP BARS
GOOD SEAT POSTS
ARE MANUFACTURED BY US.
Send for our Catalog.
THE STANDARD WELDING CO., CLEVELAND, OHIO.
ew York Of^^ce 94 Reade Street.
THE BICYCUNG WORLD
33
BUSINESS BROADENS
How one Dealer Reaches out and Makes 5ales to new Customers.
"Oh, I can't say that I have any cause to complain of the season," said a dealer in a town of moderate size to the Bicycling World man recently.
"The rainy weather hurt me a little, of course," he continued, "but with that excep- tion I have done very well. I have sold about a hundred new wheels, and my repair- ing and sundry trade has been more than sufficient to pay my running expenses. So, you see, although I have not made enough to retire, still there has been a fair living in jt for me. That's about all a man can ex- pect nowadays in the bicycle business.
"You see, my trade has changed around a great deal. The class of people that used to buy bicycles is in a very decided minority now; indeed, with me it has almost disap- peared. My sales are made to an entirely different class, and my business relations with the latter are much more satisfactory than in former years.
"Here is a case that will illustrate my meaning. Among the score or more of New York business men who have their summer homes near here, and who are nearly all my very good customers, is one to whom I have sold two machines this season. That is not remarkable, you will say, but when I tell you that he is a man who does not ride himself and who, during the height of the cycling "boom" absolutely detested bicycles and their riders and would have nothing to do with thera, j-ou will admit that it is a little different.
"It is, indeed, a remarkable change of front, and the reason for it will explain just the point I wish to make. It is for that reason that I cite it.
"The gentleman lives two miles from here and a trifle over a mile from a village on the other side of him. His postofEce is at the latter place, his railroad station here. The marketing and shopping for the house- hold are also done here. Thus, you will see, there is necessitated a great deal of travel between the two places.
"Two or three years ago if I had sug- gested to him that the best and handiest method of covering these two points was by bicycle he would have laughed in my face — that is, if he had not become angry. But early this season I approached him diplo- matically and finally induced him to pur- chase a bicycle for his man to use. As I knew would be the case, it proved to be a great deal easier for the latter to jump on the wheel and go down to the postofflce for the mail, or to come up here and execute some of the numerous commissions found necessary, than to hitch up a horse and drive. Besides, it left the horses fresh for the use of the owner and his family.
"Well, it goft so that there was never a
clear day that the machine was not in use. Sometimes a half dozen trips would be made to the two places, and both the master and the man were highly pleased with it. To-day the former would not be without it for fourfold the money it cost.
"As this scheme worked so excellently, I determined to try another that I thought would turn out almost as well. This was nothing less than to sell my customer a sec- ond wheel, this time for the use of his guests.
"He entertained a great deal, and young people were usually in the party. Time sometimes hung heavy on their hands and they pined for something to do. Once or twice I noticed them coming to town on the machine that had been purchased for the use of the coachman. I had a little talk with the latter and found that good use was being made of the machine; in faot, on more than one occasion when he had really needed it some one of the guests had it out.
"It did not take me long after this hint to make my play. I foimd my customer in a much more favorable mood than on the former occasion. Indeed, he admitted, as soon as I suggested it, that it would be a good idea to have another wheel about the place, that he had thought of such a thing. This being so, it did not take me long to strike a bargain with him, and that after- noon I sent the new machine down.
"I'm not done with this particular cus- tomer, either," he said in conclusion. "Next season I shall try him on putting in a drop frame wheel for ladies' use. I think I can convince him of the desirability of such a purchase, too. It is by such work as this that my sales keep up. I am doing this sort of thing all over this section of the country."
TRADE DETERRENTS
How bad Streets Hurt City Trade— Boston as an Example.
Tale of a Tag.
One of the newest advertising dodges is the mailing of an addressed tag to which a string adheres. The merchant who receives it promptl3' assumes that the package to which it had been attached had become lost, and is undeceived iintil on the reverse of the tag he reads this inscription printed in fine type:
"No, there wasn't anything else sent. This is all. But it is not our fault. You should know by this time that we would like to send you something attached to a tag by mail, express or freight. Now we have at- tracted your attention, may we ask you to look over our specimen book, etc.? No time like tlie present, you know."
Biddle Makes a Change.
E. G. Biddle, formerly assistant manager of the sundry department of the Pope Mfg. Co., has joined the Post & Lester Co. staff at Hartford, Conn. ; he will be connected with their bicycle sundry department.
To Drill Hard Steel.
Use turpentine instead of oil when drilling hard steel. It wiU then drill readily, when oil would be of no effect
There are dealers and dealers, just as there are towns and towns. In some of the latter the cycle business has gone to the dogs, while in others it is still in a pros- perous condition, with but little signs of a falling off.
In conversation recently with a well known tradesman, the Bicycling World man touched upon this great dissimilarity in different places. The former had an explanation to offer. His theory was as follows:
"It nearly all depends on the laying out of the city or town," he said. "For example, there is Boston, which is one of the deadest towns as far as cycling is concerned that can be found. To my mind it is all due to the fact that the business portion is not adapted to bicycle riding. In the suburbs —and Boston's suburbs are, of course, world- famous— people still ride and will continue to do so. And why? Simply because wide streets and roads, with smooth, well kept surfaces, invite them to do so.
"But when you come to Boston proper a very different proposition confronts you. Who— except some crank— would think of riding along Washington street? That is an extreme instance, of course, but there are dozens of other streets that are only a little less suitable for the purpose.
"A business section with narrow, crooked, crowded and poorly surfaced streets form an almost impassable barrier. It was only when the bicycle was a novelty, when en- thusiasm ran high, that this natural law was set at naught. There's no fun in dodg- ing teams, in moving at a snail's pace, in being blocked by street cars, stopped by pedestrians and jolted by crossing car tracks and riding over rutty Belgian blocks. A cer- tain amoimt of this is enough for even the most ardent follower of the cycle. Sooner or later he is certain to come to the end.
"But there are cities where just the oppo- site conditions pi-evail. Why, it positively makes me turn sick with envy when I look at some of these and compare their cycle- thronged streets— right in the heart of the business section, too— with the deserted ones in Boston.
"I may be mistaken, but it always seems to me that in such places the dealers have only to reach out and take the trade that offers itself. There is no particular energy required on their part. The business is there, and it would be their fault if they did not get it. Of course, if they are no good at all, the favorable nature of their position will not do them any good. They will 'fall down' completey; almost as bad, in fact, as do the dealers in such cities as Boston.
"But it is not often that this happens. There are few dealers who can compel busi- ness, of course; but, on the other hand, mosit of them can grasp it when it is within their reach."
34
THE BICYCLING WORLD
WE ARE EXCLUSIVELY
MANUFACTURERS OF TIRES.
Our efforts are concentrated in the endeavor to produce the highest grade articles that can be produced.
The most successful types now for particular people who desire The Best are these two : —
HARTFORD
DUNLOP
SINGLE TUBE
DETACHABLE
TIRES. TIRES.
WE MANUFACTURE AND SELL THEM BOTH
AMn D|r|y|C|U||lCD We could never have built such an enormous business as we MIlU lldfldflDdl have to-day had we not made each pair of tires as if our very rep- utation depended upon their quality.
THE HARTFORD RUBBER WORKS CO., hartford, conn
BRANCHES:
Boston. New York. Philadelphia. Washington. Buffalo. Cleveland.
Detroit. Chicago. Minneapolis. Denver. San Francisco.
THE BICYCLING WORLD
35
FRIEDENSTEIN'S WAY
How the Wide-Awake Jobber Disposes of American Goods Abroad.
Times change and wise merchants change witli them.
It is not so many years ago that the bal- ance of trade with this country— in the cycle business, at least—was altogether in favor of Great Britain. Tliere was a steady stream of goods passing through the Custom House here — complete bicycles, parts and sundries of all kinds — and notwithstanding the 45 per cent duty they had to pay, buyers were found for all of them.
In the fulness of time the tide turned and began to run in the other direction. It was history repeating itself, and there is very little difference to be chronicled. The same variety of articles crossed the ocean, only this time they bore the stamp of American instead of British individuality. Buyers were found^without trouble at first, and then with some difficulty.
Among the most enterprising concerns en- gaged in the importation of British goods was the Anglo-American Iron and Metal Co. Its presiding genius was "Joe" Friedenstein, whose name was a synonyme for energy, and wlio disposed of a huge amount of goods. The changing conditions of the trade were not lost on the wideawake "Joe," and in tlie coiu'se of time he became convinced that a change of front was necessary, and lost little time in making it. Consequently he cliauged his base from New York to London, and undertook to siipply tlie British people with American made goods.
His plan of operations is very far removed from the ordinary. As explained to the Cj'cle Trader, it is as follows:
"Yes, it is quite true that we are not jet quite understood eitlier by the retailer or, for the matter of that, by some of the factors. It is equally true that Me liave eight travel- lers spending the whole of their time doing missionary work among the retailers of this countrj^ and yet we do not sell a penny- worth of goods to any of them!
"You look surprised. Then I will explain. The South British Trading Co. does an ex- clusively agency business. We represent about thirtj' American manufacturing firms, all of whom have some specialty of one sort or another, and all of whom, in our opinion, have something worth selling in this country. Look around here and see what we have got. Well, our travellers are around all the time showing samples of these various goods to possible buyers in England, Scotland, Wales and Ireland, and I am just off to the Continent to do a very thorough European tour. And yet we do not sell a pennyworth to the retailer.
"How, then, do we do it? Every order we
receive we turn over to some factor to whom
we .have sold some of our goods in bulk.
/J'he. goods our travellers have sold are at a
fixed price, always allowing a recognized discount which enables the factor to sell our principals' goods at a satisfactory profit.
"You see, it is another variation of the prices maintenance scheme. Those factors who are our clients know perfectly well that our travellers sell at prices which will en- able them to supply the goods at a reason- able profit, while, upon the other hand, the factors agree with us to sell at certain speci- fied prices and rates of discount.
"It all works like a machine, you see. A^'lien one of om- travellers has shown his
Not Lilce Other Chainlesses.
The Wadmaii Cycle Co., Utica, N. Y., wlio several months since promised a departure in chainless bicycles, have just placed their perfected product on the market— tlie Regina, it will be styled. Its construction is well shown by the accompanying illustration.
Tlie advantages claimed are best sum- marized as follows: Simplicity, but two spur gears being emploj'ed; greater power with
less exertion, the power being transmitted direct, the foot traversing the most powerful two-fifths of the circle only; less knee mo- tion, than with other wheels, owing to the oscillating- motion of the pedals; the rider is brouglit more directly over his work, wliifli. with the long cranks, gives addi- tional power and more complete control of tlie wheel.
It is further claimed tliat it is impossible to get the gears out of line, as they are both firmly ,held in a single steel forging; that all points of contact are ball bearing and easily adjusted; that there is no lost motion or back lash.
goods the retailer w'ill want perhaps to make up a sample order. So said, so done. Then our traveller produces a list of factors, and it is ten to one that the customer is in the habit of dealing with one or other of them. The next thing is for the customer to decide through what factor the goods shall be de- livered. Tlie order may go complete through one factor, or it may be distributed among two or three.
"On the order sheets which come in from our travellers provision is always made for stating the names of the factors who are to do the business. When we receive the orders every morning we always turn them over to tlie factors specified on the order sheets. Sometimes no factor is specified, in which case, I am sorry to say, the order remains upon our books waiting for the time when
either the factor will change his mind or some other factor will come along.
•" 'Very pretty,' you say, 'but where do we come in?' We come in when the accounts are made up by our principals. We will not undertake to sell any goods in this country unless we Have the exclusive agency, so that our commission is secure at the end when the books are made up, and the full extent of the British business is disclosed.
'"Yes, it works out excellently. The fac- tors are pleased; our principals are pleased, for they get their cash promptly; we are pleased, for we get our commission; the re- tailer is pleased, because he has not to open up new accounts; our travellers are pleased, because thej- have something novel to talk about, and a good talking line is half a battle, as you know,
"It is cui-ious, certainly, that every now and again a factor will refuse to execute an order, even when the customer is worth the credit. The other day I handed an order over to a firm of merchants. It was refused, for the curious reason that they did not do business in that part of the country. Queer, isn't it? I never heard of an American firm refusing orders on those grounds. However, every firm knows its own business best, al- tl.ough sometimes they liave little idiosyn- crasies wliiel) would malie you smile.
"Yes, I like doing business Avith Engiish- iiu'ii: and Englishmen liave a growing predi- hntiou for American goods. It is we Ameri- can agents who are the real ambassadors of peace. We promote goodwill and strengthen what Carlyle called tlie 'casli nexus.' "
For the Salce of Convenience.
One of tlie few points where the average American designer flouts— or semes to flout —public wishes is in the matter of conven- ience in taking wheels out of the front forks.
In all other things he' either learns for liiniself what is most desirable for conven- ience's sake, and gives it, or he yields to the wishes of riders, once thej' have ex- pressed them. But with front forks it is different. He persists in closing the ends, tlius making it necessary to spring the fork- sides to take the front wheel out.
This is neither a pleasant operation nor an entirely safe one. Damage to one's knuckles frequently results; damage to the forksides is more rare, but it does sometimes occur.
It. is very easy to mill a slot in the fork end, and thus allow the axle to be slipped througii it. There is no real objection to this nietliod of constiiiction. It used to be urged that it allowed the wheel to slip out if tlie axle nuts should become loose. But tliis could not possibly happen when the machine was being ridden, and if it did at any other time no harm could be done.
Tliere are a number of machines that have slotted front forkeuds, of course. But tliey are in the minority, and their number does not appear to be added to as the years go l)y.
"Motocycles and How to Manage Them"; 12(> pages, 41 illustrations; cloth bound. $1. The Goodman Co., Box 649, New York. *♦*
36
THE BICYCLING WORLD
COASTER-BRAKE
TROUBLES ELIMINATED
IN THE FINISHED
FORSYTH
DON^T CLOSE UNTIL YOU SEE IT.
^r\or<^l "PoctUiro^* Simplicity ( fewer parts than any DpCUdi 1 Cd.LUIC^« other,) Lightness, Strength, Posi- tive in Action, Fitted to either Chain or Chainless, Frictionless (coasts as easily as a chain wheel without any chain; ) above all, our own EXCLUSIVE SPECIAL FEATURE, Regulation of the crank — throw can be adjusted without removing from the frame ; no other Coaster-Brake on the market has this feature.
These few points ought to set you thinking. We have others. Better write us at once.
FORSYTH MFG. CO., BUFFALO, N.Y.
"Have a Look; It Costs You Nothing."
1902
YALES
NOW READY.
Cushion Frame Chainless — Racer Pace-Follower.
TRAVELERS ON THE ROAD.
The $35 Yale is the "Best Ever/'
THE KIRK MFG. CO., - TOLEDO, OHIO.
1902
SNELL BICYCLES.
NEW MODELS.
TRAVELERS STARTING OUT.
WAn FOR THEM.
1902
HUSSEY BARS.
NEW HUSSEYS.
THE SNELL CYCLE FITTINGS CO.
TOLEDO, OHIO.
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able to travelers regarding Buffalo, the Exposition, and the train service of the |
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A copy of No. 15, the "Pan-Amsrican Exposition and Express," sent free, postpaid, to any address on receipt of a postage stamp by George H. Dan- iels, General Passenger Agent, New York Central Railroad, Grand Central Station, New York. |
I
THE BICYCUNG WORLD
37
RACING
October 7, "Handicap Day," at Vailsburg, 5.000 people witnessed the races. In the quarter Fisher won, Collett second and Kramer third. Time, 0.29 4-5. In the ten mile professional sixteen men competed, Kramer winning by a length, with the next half dozen riders separated by inches only. Time, 23.12 3-5. Nelson in a five mile motor paced exhibition made the following figures by miles: 1.34 1-5, 3.09 4-5. 4.46 4-5, 6.23 2-5, 7.59 4-5 — G 4-5 seconds behind the woi-ld's amateur exhibition paced record. Champion rode a one mile exhibition on a motor bi- cycle against his own record of 1.15. Time, 1.15 3-5; second trial, 1.161-5. The .one mile amateur handicap was won by Billington (scratch) in 2.23 1-5, Dove (20 yards) second and Merkert (20 yards) third.
According to Chairman Bachelder, one of the matters that will receive attention at the next annual meeting of the National Cycling Association, and will carry with it the recommendation of the Board of Con- trol, is a plan for establishing a fund out of which will be granted an allowance to pi'ofessional riders injured in competition. It is proposed that the fines imposed on riders by the Board of Control be utilized for this purpose, since the regular revenues of the association from memberships, permits and registrations are sufficient to meet the ex- penses of operation.
In an official trial for the ten mile ama- teur paced record at Vailsbiu'g October 4 Nelson lowered every record from six to ten miles, inclusive, covering the ten miles in 16.23 3-5. Nelson's time by miles is as fol- lows: 1.44, 3.24 2-5, 5.02 3-5, 6.40 3-5, 8.17 2-5, 9.54 3-5, 11.33, 13.10 4-5, 14.48, 16.23 2-5. The former record for the distance, 20.04 4-5, was made by Nelson's brother in Chicago, 1898, while an amateur.
C. G. Fisher won two motor bicycle races at the Dallas (Texas) Fair September 30, but lost a race against a horse. Fisher is en route to the City of Mexico, where he will participate 'n a big relay race. He is an old racing man and dealer from Indi- anapolis, who lias made quite a pot of money "doing" the county fairs on his motocycle.
McEachern and Walthour have doubled up and will be a team in the six days' bicycle race to be held at Madison Square Garden December 8 to 14. McFarland and Elkes, Avinners of last year's six day race; Gougoltz and partner, who finished third, are also entered.
In a five mile motor tandem race at Wash- ington Octobei' 0 Thompson and Babcock beat out.Sherer and Marble in 7.11. Thomp- son and Babcock won the two and three mile events. Time, 2.51 and 4.28, respec- tively.
At the Coliseum track, Springfield, Octo- ber 3, Hunter, of Newark, defeated Head- speth, of Indianapolis, in a fifteen mile motor paced race. The pace was warm through- out, as the time, 27.28, indicates.
Early in November at Vailsburg Kramer and Hurley will meet to determine the cham- pionship of America. It will be the first time that the professional and amateur cham- pions have been brought together to decide the question.
Letting Well Enough Alone.
"Let well enough alone" is still a good maxim, and one that some riders would do well to bear in mind. They are continually tinkering with their machines, and the re- sult is that frequently they get into a hope- lessly bad condition.
"Don't mount your wheel at any time without first looking to see if the nuts are
Morgan aWrightTires are good tires
New York Branch: 214-216 West 47th Street.
loose at the end of the axles of both the front wheel and hind wheel, as these nuts often get loosened by vibration, and cause many an accident. See that your handle bar is not shalcy," is the advice given by a writer who poses as being practical.
Really, nothing could be much further wrong than this. The machine that re- quires such attention is a mighty poor one, and it will get better Instead of worse the longer it is used. No amount of "looking after" it will do any good. At the most it would only put oft the evil day when it would become quite worthless as a machine for pleasurable riding.
Riders should, of course, understand that tliej^ cannot go to the opposite extreme and utterly neglect their wheels. To let a bear- ing get loose, and stay that way without any attention, is not much short of criminal. So, too, a loose nut or bolt may have serious results. Avi important part may fail on ac- count of this and give the rider a bad fall.
But there is a happy mean between too nmcli attention and utter neglect. The rider wlio will go over his machine occasionally and see that it is all right, but without un- screwing nuts or taking out cups or cones just for the sake of "monkeying," will get the best results.
Effects of Rest and Neglect.
"Some people seem to think that coaster- brakes require a great deal of attention, or else they won't give good results," remarked a rider the other day. "Such, at least, was the idea I had, and it was given to me by dealers and other riders.
"Now, I h.ave found it to be just the other way. So far from being troublesome, to say nothing of unreliable, they have given me no trouble .at all. In fact, they have stood up under what I know is neglect, and long after they should have attention they go on doing their work in great shape. Further- more, they have never 'gone back' on me. Whenever I have had occasion to use the brake it responded nobly, and I have never had any uneasiness on that score.
"Here is a little incident that will bear out what I say: I have not used my tandem much of late, and it is really in need of some attention, especially the coaster-brake; that has been nearly a year without even having been lubricated. It stands to reason, therefore, that it should be oiled, and I have been Intending to do this for months.
"However, this has never been done, and one would suppose that there would be trouble in consequence. Last week I got it out and went out for a ride. I thought of the oiling then, but my can happened to be empty, and as I was in .a hurry to get off I thought I would risk it.
"I rode some thirty miles that afternoon, and I never knew the machine to run bet- ter. There was a smoothness about it that was really astonisliing. Had it been just gone over, cleaned and lubricated, it could not have have been improved.
"There was nothing particularly remark- able in this, as far as the bearings, chain, etc., were concerned. They are used to neg- lect. If they could only run well when they were looked after carefully they would not do much running. But with the coaster- brake it was different. I had been led to believe that it could not be neglected. But the one on my tandem stood even this test. The sprocket rim locked as soon as I began to pedal, the coasting was smooth and with- out noise, and the brake 'bit' the instant I brought any back pressure to bear on the pedal.
"It would be foolish, of course, to suggest that all coaster-bralies should receive such treatment, or to assert that they would work so satisfactorily under it. They wouldn't, and I was surprised myself at the way mine went. But it simply shows what the de- vice will do, and proves the fallacy of say- ing that it is more troublesome than the other narts of the machine."
To (^ase Harden Cast Iron.
Heat to a red heat, roll in a composition consisting of equal parts of prussiate of potash, sal ammoniac and saltpetre, pulver- ized and tlioroughly juixed. Plunge while yet hot into a bath containing two ounces of prussiate of potash and four ounces of sal ammoniac to each gallon of cold water.
3&
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THE BICYCLING WORLD
The Retail Record.
Nashua, N. H.— F. A. McMaster & Co. I'.ave removed to Water and Main streets.
St. Albans, Vt— The Mayhew & Wild Co. ha.s been dissolved. M. M. Wild retires and W. E. Mayhew continues tlie business under tlie name of The Swanton Cycle Fittings Co.
Red Bank, N. J.— Merigold & Chandler have bought out T. J. Emery.
Niagara Falls, N. Y.— Wentworth & Doty, burned out.
Soutli Framiugham, Mass.— W. H. St. George, removed to HoUis street.
Spring-field, Mass.— Adolph G. Gruendler has filed a petition in bankruptcy, with $1,070.58 liabilities and $295 assets.
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Oilers, Repair Tools, Valves, Name-plates, etc.
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