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Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right end top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent dtre filmds d des taux de reduction diffdrents. Lorsque le document est trop grand pour dtre reproduit en un seul clichd, il est filmd d partir de I'angle sup6rieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images n6cessaire. Les diagrammes suivants illustrent la mdthode. 1 2 3 1 2 3 4 5 6 Entered according to Act of the Parliament of Canada, in the Year One Thousand Eight Hundred and Ninety-Four, bjr William Norrie Robertson, at the Department of Agriculture. ^YGIxING ! — BY- W. N. ROBERTSON. Gold that buys health can never be ill spent— Buy a cycle, use it with discretion, and secure health, happiness and long life^ STRATFORD t Printed bt F. Pratt & Co. Book and Job PriH'TBRIi 18M. riA'w*' • *■* "^ f'f ^(^^B .k ^^Hb . , s^m ^ f Si " I " ' « ' "" ' i « I ' ' ■ ' ' ' ' ' ' 1 1 i I ' Fac-slmile of handsome 28 x 42 photogravure of Canada's Racing Men, published by W. H. Miln, 6 Jordan Street, Toronto. ^^ M ■i* in. 3* [Jill PREFACE .^^r The origin of this book, which will account for some of its peculiarities of style, is as follows : — In the year 1890 the writer penned for the Stratford newspapers a series of articles on the subject here treated, after the publication of which a considerable number of persons in different parts of the county expressed a wish that they should be gathered to- gether into a volume. This led to their re\ ision, and the addition of nearly twice as much new mat* ter,the whole forming the work which is now offered to the public. That the book has many imperfections, the writer is well aware ; they are due partly to the fact that it has been written by economizing moments of leisure snatched from professional labors. Upon a subject which so many pens have dis- cussed it is, of course, hardly possible to say any- thing absolutely new ; the most a writer can hope to do is to recombine and present in simple and attractive forms, with fresh illustrations, so as to impress persons who have not been impressed be- fore, thoughts which have substantially been re- peated from the days of Dr. Doolittle to those of Hyslop and Carman. The writer has received valuable information from the literature of R. J. Mecredy, Dublin j and G. Lacy Hillier, London, than whom none are better authorities, both being past-masters in the art, both being ex-British champions on the path, and both having the confidence of their fellow cyclists. So far as known to the writer this is the first book on " Cycling " published in Canada. Indeed, *The Canadian Wheelman " and "Cycling," the former '9 Racing onto. 4 PREFACE. published in Simcoe, the latter in Toronto, give all the latest and most important news on cycleism. Every cycler and prospective rider should sub- scribe for, and read, a Cycling journal. It is just as easy for a grain dealer to buy and sell successfully without reading market reports, as it is for a cycler to obtain " pleasure and profit** from a cycle without reading cycling literature. A cycler without a Cycling journal is like a mari- ner without a compass. Doubtless there are many persons who are better qualified by their great knowledge to discuss the subject here considered ; but, unhappily, the most successful men do not reveal the secret of their suc- cesses ; and if we do not reject criticisms from men who have never handled a brush, nor refuse to fol- low the directions of a guide-post though it has never hopped off upon its one leg and travelled the road to which it points, a young man who is begin- ning cycling may accept the hints of a well-wisher whose knowledge of his needs has been derived from observation and experience. Stratford, Ont. ,' ^ THE PLEASURES OF CYCLING. Yes, I have it, too. What's that? . Cyolinj?. < ■Well, how lonjr do you expect it to last! I don't think I'll ever get over it. This echo from the wheel world represents the tone of the great majority of novitiates who happily taste the Jays of rolling around some part of this merry earth, turning hither and thither as chance or inclination direct, and always finding some new charm in nature, some noble perfection in art, some more enduring kindness toward their fellowmen. The love of activity, of genuine hygienic sport for its life-giving effect, for the realization of intense enjoyment of mind and muscle, is characteristic of our race, and flowers in many forms. The writer practices this text, and knows each kind has its spe- cial attractiveness to varied natures, but it is doubt- ful if there is any sport which has taken so firm a hold upon the Canadian public and bids fair so rapidly to increase in usefulness and popularity as the art of cycling, even despite the great and gene- ral impediment of inadequate highways. Cycling gives both physical and mora) pleasure. Physically, it enables us to remove ourselves for the moment from pain. Morally, it furnishes a satis- faction for our self-love, which is remarked espe- cially in play and in our struggles against the forces ■of nature. Before being a source of positive pleasure, our physical activity is stimulated by pain. Those movements, called spontaneous, which are the first signs of vitality in the child or animal, are 6 CYCLING. explained by supposing them to be a reflex of some indefinite discomfort. Our organism is not a ma- chine, as some say, in any of its parts, but is living and animated throughout. Even the organs thai perform without the intervention of tlw; will, and the play of which seems to be mechanical because it is not accompanied witi; a recognizable sensation may have the rhythm of their movements determ- ined by some local sensibility. When we feel any suffering, we have only to exe- cute some motion to feel it less. Cycling is the best ot anaesthetics that accompany even the nor- mal working of our organs, and which we experience when we are occupied only with feeling ourselves live. When we make an energetic effort, we are nearly insensible to pain as long as it lasts. When we are at rest, a blow on the shoulder will hurt uJ;. In the ardor of sport, in the excitement of a cycling contest, the roughest shock will hardly be felt. Every very intetise sen.sation, we also know, pro- vokes convulsive movements, sudden and violent muscular contractions. These movements are not mechanically determined by the sensation, they are produced voluntarily, although they will not remove the cause of the pain, they, at least, tend to mitigate its effect. The howling of the wounded dog, the squirming of the worm that is cut in two, are a vol- untary effort to escape suffering. In the recent twenty-four hour ride at the Veledrome, Buffalo, Paris, Lumsden, the Scottish crack fell, but imme- diately mounted again and rode fifty-six miles when he was forced to dismount because of the pain. It was found upon examination that hh collar bone was broken, and a gaping thigh wound inflicted. The French journals say, the force of will, the stoic- ism displayed by him were " simply frightful," — the cycling motion for over two hours prevented his feeling pain, he having ridden fifty-six miles in this condition in two hours. If the same pain recurs frequently, the animal THE PLEASURES OF CYCLING. f soon remarks that some among these vague move- ments will contribute more directly than others to assuage it, and will give the preference to them. The habit of resisting a particular suffering by a special movement, becoming hereditary, forms a veritable inst'nct. In conformity with the general laws of evolution, there is established a selection between injurious and useful reflex- actions, and the latter will gradually predominate. Ev2n when we are suffering from any accidental uneasiness provocative of special muscular reaction, we are impelled to move by the simple need of mo- tion. Every animal has to expend daily a moie or less considerable sum of energy to procure food for itself. The oyster, fixed on its rock, imbibes, with- out efTort and almost passively, the vegetable mat- ter which the waves bring to it. A snail drawing itself slowly along on its belly, easily reaches the leaves which are in its way The ox marches, step by step, in the field for hours, feeding upon the grass-leaves with which its lips come in contact. A well has to make journeys of leagues every day in search of its prey. The swallow has to keep in in- cessant motion to procure enough msects to satisfy its appetite. To the necessity of eating is added that of escaping enemies, and this exacts an increase of activity from the animal. Thus each one, ac- cording to its kind, is obliged to be in motion more or less every day, and is organized for it. If, through accidental circumstances, its activity ceases to be useful, it is, nevertheless, obligatory upon it, for its physical constitution, having become adapted by heredity to the normal life of the species, cannot abruptly bend itself to other conditions of existence. Its organism continues to furnish it the same quan- tity of energy, which it has to expend in some way. Hence the movements of the captive animals — of the lion which paces its cage, and of the canary-bird that leaps from bar to bar. Hence the physical ex- ercises with which persons whose occupation con- 8 CYCLING. demns them to a too sedentary life relax themselves. This necessity for cycling is especially great in youth, because the young person must train himself in all the movements he will have to perform at a later age, and must also exercise his muscles and joints to develop them. Thus every animal has a tendency daily to ex- pend a certain quantity of force, which is determin- ed, not by the accidental wants of the individual, but by the general wants of the species. How is this expenditure regulated ? By what criterion do we know when we need exercise ? A matter so indispensable to the good working of our organization cannot be the product of reflex action. It is evident that animals cannot take exercise by rule, after the manner of a gentleman who imposes upon himself the obligation of takmg " a constitu- tional " every evening. Even man can do this only exceptionally. Our intelligence permits us to sat- isfy these physiological exigencies in a more ra- tional manner ; but it does not give us notice of them. What would becomft of the most reasonable being in the world if he had to depend upon his reason to teU him what he needed ? A real neces- sity exists for us to be warned by special sensations. We sometimes dispose of this explanation cheaply by speaking as if we had direct knowledge of our strength. Nothing could be more simple were this the case. Strength accumulates in us while we are inactive, ending by giving us a painful sense of ner- vous tension, which prompts us to expend our ex- cessive energy in certain exercises. We go through these first as a relief; then, our reserve force having been exhausted, we feel our strength failing, and our need of repose comes upon us. There would be no considerable objection to speaking in this way if our purpose was simply to indicate a corres- pondence between our muscular sensations and the dynamical state of our muscles. But we must take care not to believe that there is the shadow of an THE PLEASURES OF CYCLING. '' ^ explanation in it. What is it that takes place in us during that per* iod of repose when we say that energy is accumu- lating in us ? Our muscles are undergoing restora- tion, are getting into a condition to form new chem- ical combinations. But we have no knowledge how much force they can expend at a given moment ; it exists in them in a purely virtual condition. We do not feel it any more than we feel the expansive force of the powder contained in a certain flask, or the heat that may be disengaged from a particular piece of charcoal. We have not, therefore, any de- gree of consciousness of »ur disposable energy. The anticipatory sensation which we feel just as we are about to make a movement, and which we take for a consciousness of the force we are going to expend, is only a preconceived imagination of the sensation of effort that will accompany the contrac- tion. Even at the instant when the contraction is effected our sensation of effort only indicates to us the extent of the actual tension of our muscles. It answers so little to the real expenditure of our en- ergy, that it would be exactly the same if we should stretch them in that way without performing any work. We shall, therefore, have to give up these conventional explanations and regard matters more closely. When we have continued still for a long time, we feel, first, a great desire to move. Like all our appetites, the inclination to move is recognized, even before any sensation can give us cognizance of it, by the effort which it produces on the imagin- ation. In unconscious hunger or thirst, we think, not precisely that it would be agreeable to drink or eat, but that some broiled chicken or a cup of co- coa would be very nice. So the young man who has been confined too long dreams of cycling and horse-back riding, before thinking that those exer- cises will do him good, he pleases himself with re- presenting them to himself. This desire, as it de- 10 CYCLING. fines itself, becomes more intense ; and, if it is op- posed, intolerable. At the same time physiological phenomena become apparent, augmenting the un- easiness. A process of nutrition and reintegration is carried on in the muscles during rest. The pro- ducts of combustion, or the molecules that form stable compounds, are elimmated and replaced by fresh combustible matter, or unstable compounds. The muscle is then in the sensitive condition. The most minute spark will bring on an explo- sion ; the slightest impression will provoke violent reflexes. In such a state we feel nervous as it is called ; or cannot keep still. The expression is ex- act. Our sensitive condition requires the spontan- eous movements which the mere idea of motion provokes. A typical example of such suffering from forced rest is afforded by the pupil waitmg for school to be dismissed. He feels as if his back was break- ing and his legs were growing stifif. When will the bell ring ? He wishes with a frantic inclination that he could jump over his seat, shout and run. He wriggles and drags his feet on the floor, A hard look from the teacher fastens him to his place, and he quiets himself; but what a punishment it is to endure it ! Cycling also procures a positive physical pleasure for us. When we give ourselves up to an exercise, or go at anything with great energy, all the func- tions are accelerated, the heart beats more rapidly, breathing becomes more frequent and deeper, and we experience a general feeling of comfort. We livj more and are happy in living. Rapid and boisterous movements produce also a kind of intox- ication and giddinesf 'hat have a. peculiar charm. Let us imagine, what are the feelings of a bird as it opens its wings and glides through the air like an arrow ; let us recollect what we ourselves have ex- perienced in being carried by a horsj at a gallop or upon a boat dipping into the hollow of the waves, or in the whirl of a waltz, or in the coasting on a THE PLEASURES OF CYCLING. II cycle down a long, steep grade ; all these motions evoke in us the undefined idea of the infinite, of unbounded longing, or superabundant and careless life, a vague reflection of individuality, a craving to go without restraint — to be lost in immensity ; and such vague ideas enter as an essential element in the impression which a great number of movements cause us. The observation is correct ; but we be- lieve that this kind of pantheistic intoxication is at bottom only a cerebral congestion. A horse plunging into a rapid gallop, and seeitig a large void space opening out in front of him, will never fail, as the saying is, "to do himself up " The mere rapidity of his actions give him vertigo ; be loses sight of danger, and when an obstacle sud- denly rises against him, if he does not jump over it he breaks himself against it. So all rapid move- ments deprive us of complete possession of our- selves ; we go on, we follow our impulse. It may be a foolish one ; as much the better. Go on ! up I quicker ! What is such behavioi but sheer intoxi- cation. To the physical pleasures of cycling is added a moral and emotional pleasure. In like manner as it helps us to escape from physical suffering, mus- cular activity may serve as a remedy for disappoint- ments — for moral pains. We weep and struggle when we have a great grief, as well as when we are suffering from a physical wound. The most afflict- ed man forgets his trouble when he is performing a cycling contest. Byron had his boxing gloves brought to him, and went through his accustomed practice with a servant, while his mother was being buried ; but the servant felt his touch was stronger than usual, and all at once he threw down his gloves and filed to his room. Who has not felt the neces- sity of what is called throwing off his grief? When we remain quiet our mind is, as it were, bent back upon itself, and al! the pains that can affect us are augmented, as it were, by the very attention which 12 CYCLING. we give them. In action we forget ourselves, direct- ing our thoughts to the attainment of the purpose upon which we are fixed. Physical exercises also give us positive mental pleasures, the chief among which is the satisfaction of our self-love. When we execute any movement or devote ourselves to an exercise, we try to get as much as possible out of it. We want particularly to acquit ourselves better than any one , Ise, and have a silent feeling of pride when we have succeeded. This leads to a real increase of ardor, and a luxury of physical activity. Observe youth who are indulging themselves in any sport together ; is not emulation the essential principle of their activity, which ena- bles them to expend all they have of available en- ergy ? Tell a child to run as long as he can ; he will stop in a short time out of breath. Give him rivals, and the fear of being left behind will prevent his feeling fatigue and provide him with unaccus- tomed nervous resources, and he will go till his strength is exhausted. It is a recognized rule with all gymnasts, cyclists, etc., that one should not train himself alone in exercises of speed ; there should be at least two, to excite one another by competition. Probably Windle's wonderful speed was developed by the opportunities he had of riding with Rowe in the latter's practice spins. Some persons have tried to show that the pleasure of play is disinterested. They are speaking without knowledge. When we are playing, we are entirely occupied with the result of our activity. We may not be very particular in the choice of the end we shall seek ; we may not care whether that end is worth the trouble we are taking; but, for all that, we may not be willing to have our faculties at work for nothing. We fix upon some end that we shall reach. If we take a walk, we say that we are going here or there, or will walk so many miles. If we play a game of skill, we want to win, to make so many points, to accom- plish something ; we are not, then, seeking merely THE PLEASURES OF CYCLING. I| the pleasure of acting, before we try to reach a re- sult agreeable in itself. Games of chance have no attraction if one is not interested in the play. Sometimes this interest is conferred by the hope of a material or pecuniary profit ; most frequently in the pursuit of the honor of having won. But is working for glory disinterestedness? Pascal's analy- sis was more complete. The hunter loves to hunt, not only for the pleasure of walking in the fields in pursuit of a hare, not only for the pleasure of bring- ing his game home, but chiefly for the proud joy of exhibiting it. It may be said that this is all vanity ; that the object is not worth the pains it has cost. But that matters not to the argument. We do not say that play is an affair of well-defined in- terest, but that we are excited in it by considera- tions of interest. At the moment when we are striving to arrive at that end we do not measure its importance, we do not think of the reasons that first started us ; there is the goal we have proposed to ourselves, and we run for it, If the thought occur- red to us for an instant that this was all futile, only a pretext, our ardor would be cooled down at once. It is also easily seen that, when we engage in any exercise or game, we, by a mental effort, exaggerate the importance of the end sought. If we play bil- liards with a strong adversary we call it a match, and hire a hall ; and the players please themselves by imagining that they are placing their reputation on each shot. A game of chess becomes very dra- matic, and the player's hand trembles when he makes a decisive movement. When we start on a cycling tour it pleases us to imagine for the moment that we are going to travel into distant regions. Walk- ing in the forest, we say that we are exploring the country, and are going to make discoveries. In this way we try to satisfy the spirit of adventure that the usages of our too well regulated society have not wholly stifled. It is, therefore, an essential quality of play that, H CYCLING. to take pleasure in it, we must mount the imagina- tion, and fancy that what we are doing on a small scale is done on a grand one ; must substitute men- tally, for the futile activity in which we desire to be absorbed, some mode of superior and more fasci- nating activity. Tell us that we are wilfully fooling ourselves if you please. Tell us, even, that we have a secret consciousness that it is an illusion, and that we are more than half a dupe to the pretext that we have given ourselves. It is nevertheless true that the pleasure of action for the sake of action is not enough, and that we take interest in the game only so far as our self- love is seriously interested in it. It is still necess- ary for us to have a difficulty to overcome, a rival to surpass, an advance to make. In dismounting from a horse, in taking off our skates, in putting away our cycles, we congratulate ourselves that we have become stronger, and we feel an impulsive necess- ity for telling of our prowess. We should take less pleasure in a game of skill if we could not convince ourselves after each essay, and convince some one else, that we had become more adroit in it. Every exercise in which one is decidedly a past-master inspires a vague distaste. We are able also to determine, in every physical exercise, a particular kind of pride. Very simple or childish, if you please, but all the deeper and more instructive — that which one feels in conquering the forces of nature. We delight to refuse what they solicit us to do. and to accomplish what they seem to forbid. Hence the pleasure felt in cHmbing a hill, putting down an obstacle, leaping a ditch, and walking against wind and rain. In canoe sailing we would rather stand close to the wind than be carried with it, and prefer running over the waves to flying before them. Of all these forces we strug- gle most earnestly again.st and most delight to over- come that of gravitation. It binds us to the earth by fetters which we are anxious to unloose, and in- THE PLEASURES OF CYCLING. 15 flicts disabilities upon us and exposes us to dangers that we are glad to escape. Motions of speedy transport are pleasant, because they relieve us for the moment from the burden of the feeling of iner- tia. Hence the agreeableness of riding, driving, cycling, spring-board jumping, vaulting and riding in an express train. There is a charm in dreaming that we are leaping immense distances and pro- longing the bound by the force of the will alone. In the struggle against height, falling is defeat, equilibrium is the defensive ; motion of simple translation is the beginning of enfranchisement ; and movement upward is triumph. HISTORICAL. " Now Heaven, in all her glory, Rhone, and rolled Her motione, as the great flrBt Maker's hand First wheeled her courae." -Milton. Bicycle, [l. prefix bi, two, and Gr, kyklos, a wheel] A vehicle consisting of two wheels, one behind the other, connected by metal bars carrying a seat, the machine being propelled by the feet of the rider. Many enthusiastic cyclists imagine that they can find traces of the entity of the cycle at a very early period. A few believe they can recognize it in the cartouches of Egyptian hieroj 'yphics, and even find allusions to their fascinating pastime in the Latin poets. Again, Shakespeare probably anticipated the mil- itary cycle when he saw in imagination, Achilles mounted on a cycle as he shouts : " Come here abotit me, you my Myrmld-cycllsts ; Mark what I say.— Attend me where I wheel It is decreed— Hector the great must die." , Although we have record of vehicles somewhat similar to our cycles of the present time, having been in use some hundreds of years ago ; it is only during the past twenty-three years that they have attained a state of perfection equal to that of any other department of mechanical science. In 1808 a machine having two wheels connected by a bar carved like unto a horse, made its appear- ance in Paris " Hobby-horse." In 1818 a German named Baron von Drais, of Saverbrun, near Frank- fort on the main, invented the first machine any- HISTORICAL. ^xy thing like our '94 cycle. It was chilled the " Drais- nene " after him. It was simple in construction. Two wheels connected by a curved bar of wood. There were no driving cranks upon this machine, but the driver progressed by striking the ground al- ternately with his feet, taking long strides, and maintaining the balance. Down hill this vehicle ran at a great pace, which is clearly indicated in the caricatures of the period, wherein the artist is never tired of showing the unfortunate riders of these con- trivances plunging down hill at top speed and smashing up at the bottom. McMillan of Dumfrieshire, Scotland, first adapt- ed crank driving to the " Hobby-horse" about the year 1840, and it is said he frequently rode it 14 miles to market, keeping pace with farmers in gigs. Within its wooden body (being hollow) he stored an extra suit of clothes, as the Grecian leaders stored their warriors in the wooden horse at the siege of Troy. Lallement, a mechanic in a shop of a Parisian perambulator-maker first applied cranks to the front wheel of a "Hobby-horse" and produced the vehicle known as boneshaker. He came to America and intiod'iced it here about 1865, returnmg to France he set up in business for himself. These machines soon appeard in many forms in different countries and were the observed of all observers. The first American-Indian who saw a cycle said, " See lazy man walk sitting down." The "Phantom" was the next cycle to appear, having wooden rims and rubber tires (yet un- like '94 patterns) nailed on, and wir^ spokes. Star- ley next invented the " Ariel," having a large front and small rear-wheel and backbone something like the ordinary of 1876. In 1873 the Coventry ma- chinists' Co. produced the " Gentleman's Bicycle " and Sparrow of London, was the first to make a road record, going from London to John O'Groat's in 15 days. The Singer firm of Coventry produced the iS CYCLING. •' Challenge" ordinary in 1876, well known to this day. Then was popularized the " Kangaroo " made by Messrs. Hillman, Herbert & Cooper in 1884, famous for a time, then it gave way to the Rover type brought out by Messrs. Starley & Co. This machine had a large wheel in front and somewhat resembled the ordinary in appearance. In 1885 the Humber Co. built a safety, with small steeriug wheel in front ; minus the upright stay (the Raleigh Cycle Co. claim to have devised the upright stay for diamond frames,) otherwise it was the nearest ap- proach to the modern safety. However, it remain- ed for Messrs. Starley & Co. to produce ihe model of the Rover type of safety in use at the present day, and Mr. J. K. Starley has been presented with a memorial plate — an honor co*^ferred for having set the pattern of safety cycles to the world. Solid rubber tires were then fitted to it. In 1889 the Pneumatic tire was invented. Mecredy of Dub- lin, was among the first to bring it before the pub- lic, and that year won the English championship. The original "Dunlap " secured a start of all others, and ever since nearly all the best men have bidden it. A. A. Zimmerman, world's champion, uses it. Last year the Dunlap Tire Co. bought the Comet patent, hence the Comet tire and Dunlap tire amal- gamated, therefore the product now is better than ever. The l^aforce tire is an excellent all round article. The Palmer came like a meteor to the front rank last year. The G. ^ J. corrugated non-slipping tread adopt- ed by the enterprising Goold Bicycle Co., Brant- ford, are favorites with all who have tried them. The perfect Penumatic tire is not yet. The ordinary is without question the expert's cycle, as the combined driving and steering with the front wheel, causes it to be primarily difficult to learn ; but when fairly mastered, it is much more under control, as the feet and hands jointly share HISTORICAL. 19 he front rank the steering, and the machine being driven by the front wheel, the rear wheel becomes actually a " trailer " which ot necessity ensures straight run- ning if the steering be reasonably good, and jiist as it is easier to drag than to push a wheel under such conditions, so it becomes more easy to steer a front I driven one. As soon as the complication introduc- ed through propulsion by the feet, direct on the Isteerer is overcome. All these remarks, also, apply to the geared ordi- Inary when built, as it should be, on conventional ordinary lines, as it then behaves exactly in the same I way as the ordinary, and is as steady and as handy las that type of machine. In the ordinary and geared {ordinary the rider is lifted somewhat higher above ground and out of the mud, and if the machine be properly fitted with saddle-flaps and a rear wheel mud guard, it is cleaner than any other type of cy- jcle, and if a geared machine is not geared too hi^h jit may safely be said to be the best form of cycle for iall round use. The safety,indeed, offers great attractionstobegin- Jners, and is likely to always hold its place amongst [that class, as it will always be the most popular type [of cycle for it is safe, wljilst presenting as it does, a Jrelatively small surface, windage is less apparent jwhen riding than in higher wheeled types. Pro- jbably the greatest objection to the present diamond Iframe safety is its mud and dust throwing capacity, jhowever, as the years roll by there will be lighter md more efficient protection in this direction. A HUNDRED YEARS HENCE. A writer in a daily paper says : — " The cycle of 1993 will be built on much the same lines as the safety of 1893 — i. e., with two small wheels nearly the same size, the front wheel )eing slightly smaller. This was the plan of the irst machine built in 181 7, and, now, after a lapse )f 76 years, we have come back to the original de- 20 CYCLING. sign. A machine on this plan can be built stronger and lighter than on any other mode. With the weight between the two wheels there is less vibra- tion than when it is over either one of them, as in passing over an obstruction the weight is lifted one half the distance in the former case than it is in the latter. Then by the use of some alloy of greater tensile strength, weight for weight, than steel, and by fill- ing the tires and the tubes in the framing with hy- drogen instead of air, the weight of a road machine will be reduced to ten pounds or less, while racing machines will not weigh half that much. The ma- chine will also be made so that it can be folded up and carried about or stowed away in a trunk. By improvements in the construction of the bearings of moving parts, friction will be almost wholly elimi- nated, and the method of applying power will be so perfected that there will be absolutely no such thing as lost power. The roads will be p'^epared especially for cycles, the grades being very slight,and,in fact, sufficient to provide proper drainage. The surface will be hard and smooth, the outer edge of all curves being rais- ed as on a track. The roads will be kept clean, as by that time the horse will be found only in zoologi- cal gardens. The improvement in the rider will be equally marked. From the continued and increas- ing use of the wheel a race of people will be evolved that will take to cycling as readily as a foreign immi- grant does to politics. Taking all these things into consideration we may expect an average speed of 30 miles an hour on the road and 60 miles on the track. The use of the machine will be universal. Children will be taught to rid as they are now taught to walk. The suburbs of our great cities will extend from 60 to 1 00 miles in every direction. All patents will have expired, and such large quantities of bicycles will be manufactured that the cost will he nominal and within the reach of all. There will HISTORICAL. SI be no more crowded tenement houses. The arti- san, who will work only four hours a day, will live with his family in a cosy little home in the suburbs, where he can see the sunshine and breathe the fresh air. The use of the wheel will have so improved tho stamina and physique of the race that the only cause of death will be old age and accidents. Railroads will be used for the transportation of freight only. Every individual will own a bicycle. Those intended for long-distance travel will be run by small but'powerful storage batteries, which may be charged at automatic electric stations by con- necting the battery to a dynamo and dropping a coin of small value in a slot. With machines of this character it will be possible to attain a speed of 150 miles an hour, and to overcome the wind pressure they will be fitted with wedge-shaped wind shields, made of some tough yet transparent substance. The bicycle will not be used in war for the simple reason that as dyspepsia will be unknown everybody will feel so well and be so good-humored and disin- clined to quarrel that there will be no one to go to war." -i: -. • I- M ■M LEARNINO TO RIDE. The knowledge which a man can use is the only real knowledge, ihe knowledge which has life and growth in il, and con vert h itself into practical power. The rest hangs like dust about the brain, or diies like rain-drops off the stone*. Skill to do comes by doing, knowledge comes by eyes always open, and working hands; and there is no knowledge that is not power. If men only re- membered how much depends upon themselves they would often be more active than they are. The excellence they would attain they would try for, and that is indeed the only way by which it can be acquired. Skill to do comes by doing. Success is often the child of many failures. There is won- derful power in the little child's song, " Try, try, again." The German proverb, " Roast partridge does not fall into a man's mouth," is a true one. No cyclists, you must load the gun, and shoot the bird, and light the fire, and twist the bird about be- fore it, before the roast partridge finds its way into your mouth. Let me entreat you to hold fast to that determin- ation that means success — doing, remembering al- ways that there is no royal road to learning in the science and art of cycling, any more than there is in the acquiring a knowledge of the classics without judicious application, and that no human being can become an expert in any department of skill without a due amount of physico-mental culture. Why is it that Wells can " ride rings round " Riv- ers, and a long day's ride has little effect on him ? Wells has acquired good form, Rivers a bad form, I i LEARNING TO RIDE. a3 and knows not what the real " poetry of motion " is like. For the greatest pleasures in riding, for the greatest ease in long distance riding, and, for the greatest pace in race riding "form" (excepting judg> ment,) is the most important factor, and every be- ginner should strive to attain this accomplishment. Acquire the feeling give way to, or work with the wheel, never against it, i.e., the rider and cycle should act and feel as if they were one piece of smooth working machinery. EASY METHOD. With care the knack of riding a cycle can be ac- complished without any occasion for falls, or dan- ger of injury to wheel. By this method we have frequently taught men, in half an hour to ride fairly well, who had no previous knowledge of the art. Lower saddle, remove pedals, select a smooth, wide surface or road having a slight incline. When on saddle, feet should touch the ground, propel with toes alternately touching the ground, keeping feet off the ground as long as possible. Having gone to bottom of incline, walk back, pushing cycle to top ; again repeating the performance, until the entire distance can be ridden without once touching the ground. Confidence in ability to do, as in learning to swim, is of paramount importance. The embryo cyclist should learn from a "trainer," or in one or other of the many private schools, in which experienced riders undertake to instruct be- ginners for a moderate fee. HELPS. If the intending rider should have an opportuni- ty to practice a few minutes on a tandem, or say 15 minutes on a home trainer daily for a fortnight " learning to ride " would prove to be an easy task. ANIMALS. Dogs are a constant source of danger to the cy- I m\ 24 CYCLING. clist. They should never be allowed to accompa- ny a cyclist or cycling party. Dogs rushing out from sidewalks or suburban gardens frequently bring the passer to grief, and we have known them run straight at an advancing cyclist after dark, though his lamp was brightly burning. Pigs, goats, cattle, and horses resting on the road at night are dangerous, being almost sure to move when the cyclist thinks they should not. By going at a very slow pace the cyclist can easily pass safely durmg the day, however, if riding fast when it is dark he will frequently find himself in very awkward positions, if not dangerous. BALANCE. To balance a cycle the rule is, turn the steering wheel toward the side to which it appears to be fall- ing, generally the opposite to what the beginner does do ; if the wheel be too much turned a fall is the result. Progress is soon manifest, though not rapid, and the rider gradually acquires, in a greater or less degree, the capability of maintaining auto- matic or unconscious balance. We have observed cyclists riding with a look of painful concentration, watching stones, gripping the handles firmly, and apparently ill at ease ; such are generally beginners. These individuals never properly ride a cycle; they propel it, and stay on it, but its " poetry of motion" and greatest merit is to them unknown, and from lack of self-confidence, undue nervousness, caused by improper instructions whilst beginning, or abso- lute incapacity, has prevented them from acquiring that automatic balance which is the highest devel- opment of cycling. During the rapid dashes of the trained racer around the track, the thought of balance aever -oc- curs to his mind, although it keeps him steady and upright on his wheel, however, he is unconsciously adjusting and arranging his weight so that the cycle pursiies a straight and even course. When the be- LEARNING TO RIDE. - a| ginner has mastered the arm steering of the cycle, he should devote some pains towards trying to ad- vance to what may be termed the body balance, that is, he should make every effort to balance and steady it as much by the adjustment of his bodily weight, as by the use of the handles. In later stages riding without touching the handles is excellent practice, and to the eccentric and now discarded fancy for riding long distances " without hands/' i.e., not holding the handles, may be ascribed the accurate steering and balancing which characterized some of the champions of the past, upon road and path. The balance bemg acquired, remember, *' achievement is command." BELL. The best type are those which ring both vv^hen the lever is pulled and when it is let go ; the noise they make is characteristic of the cycle, and the persons rung to, know exactly what to expect. In case of collisions, being without a bell tells against the rider. BRAKK. Brakes in our opinion should never be appliecjl to a gentleman's cycle, for many reasons. They may not work when wanted, they may break whilst in use, they are unsightly, they are an extra weight to carry. Back-pedalling should take their place. With practice it is easily acquired. Should the beginner not be able to control his wheel going down steep hills, he had better walk them until he can do so, and in this w^ay avoid serious accidents. Should a pedal pin break whilst back-pedalling, and the cycle get beyond control, place one foot on steering wheel close behind forks and apply pressure. For ladies use, many consider the brake an es- sential part of the cycle, it should be properly fitte4 and thoroughly effective, as the rider's safety and s6 CYCLfNG. comfort depends upon it. The lever should be well within the reach of the smallest hand, and the brake spoon should be brought into effective con- tact with the tire surface. The most effective break yet upon the market is the front wheel spoon break, the objections are the dirt throwing qualities. COASTING. Xt you would have your machine last long, do rot coast each rough hill at full speed. Nothing subjects a machine to strains and twists as does this- CONTROL. When a rider is moving in good form upon his cycle he feels that he is acting in unison with his steed —as though they were one piece of smooth Working machinery. When the rider feeis as though the wheel was not running smoothly there is some- thing not right, and in nine cases out of ten the fault is in the rider. A skilful rider can take a light safety, over almost any obstacle, whereas, under the same circumstances, a clumsy rider would collapse on a heavy cycle. It is effected by slightly raising the front wheel as the obstacle is touched, and then immediately putting weight on the pedals and throw- ing it forward as the front wheel passes over, thus easing the rear wheel. The writer has frequently succeeded in crossing culverts from 2 to 5 inches in height at a good racing pace without the slightest injury. No thoughtful cyclist would attempt such feats, unless under unavoidable circumstances. DARK. It is very difficult to estimate the distance of a cycle lamp light, therefore, if the rider goes at all fast he will surely run into objects whatever they may be in his way. In Stratford we never see drunken men, which in some parts of the world are said to be a source of danger. Hacks and horses LEARNING TO RIDE. ,, -37 frequently stand at the roadside and often are not easily observed until the rider is close up. With- out lamps there is great danger of cyclists running into each other. Hence the cyclist's lamp should be carefully fitted as one constantly going out is sadly annoying. A good one, well cleaned, and trimmed should remain reliable for years, ELBOWS. When the rider is sitting upright the arms should be bent slightly, the elbows fairly close to the side; the handles coming well back. FORM, Form, style or action is one of the most import- ant factors in cycle locomotion. The embryo cy- clist should ever study his own form of propulsion, even every joint and limb. The head, neck, shoul- ders and arms, should act freely as stiffness tires the rider and unsteadies the steering, this must be care- fully guarded against. Of course, in sprinting these parts may all become tense. Gripping the handles like a vice soon fatigues the rider, and in order to break the habit it is sometimes necessary to change the handles, Clumsy methods of holding handles, a futile source of constraint and stiffening may often be remedied by moving the handle-bars upwards or downwards. The body, therefore, should always be maintained in an easy, slight of motion sort of style. Observe the action of the thighs, legs and ankles of the men one sees on the road or path, and note how few there are who use their power to good or the best advantage. Many pump with knees too wide apart, others with the in-kneed action, this is preferable to the throvving-wide habit. Straight driving is the ideal to be aimed at by all. The be- ginner can, whilst practising, cast his eye, glance down his leg and see that all the joints are moving in line ; the heel may be turned very slightly in as II 111 i8 CYCLING. III! llN H! it is in walking, following the natural construction of the individual. The thigh, knee, leg and foot should move in exact line. When riding behind another cyclist notice how few there are that follow this rule. The " screw " action wastes power and develops parts of muscles not required at all in straight form. Bent pedal or crank often accounts for the formation of this very bad habit. Good thigh and leg action is soor acquired, whilst the good ankle form, can always be improved ; we learn more of it every year. Ankle-form, is that "push and pull " action which keeps the cycle's momentum between the points where the effective power can be applied, and the more it is practised the more accomplished the rider becomes. The faculty of developing ankle-form is greater in some men than others, however, all men can be- come fairly proficient, by practice, at half pace. The most powerful position of a muscle is midway between extension and retraciion, hence the most effective action of the ankle muscles is imparted when the foot is at about right angles with the leg. This ankle-form is the bridge which conveys the powerful thigh thrust into the "rotary " action, and which by little effort applied at the proper time, keeps alive the momentum of the wheel. More practice and experience are necessary to manifest a good ankle-form on the pneumatic tire than the now obsolete solid or cushion tire. A satisfactory ankle action cannot be secured without the use of special shoes, as the rider must have some firmer grip of the pedal than is afforded by the plain sole, or by the use of the toe- clip, which is only effective in connection with the forward thrust. (For shoes see Under-dress.) The beginner having secured a pair of proper shoes commences to study "form" under the most favorable surroundings, and though, at first, the results may not appear to be commensur- ate with the exertions undergone, he should bear in LEAKNING TO RIDE. ^ mind that he has not only to educate his muscles but to develop them, a process which takes time, and can only be accomplished by steady and per- sistent exercise, even at the cost of some ennui, stiffness and tendency to crump, which gradually disappear as proficiency obtains. The novice will bear "these few precepts in thy memory," through all his riding in the earlier stages, will, most assuredly, profit thereby. The method of obtaining the best results, always supposing that 1 coaching by a competent riend is out of the ques- tion, is to select a smooth and level piece of road, oi racing path, and ride thereon, if possible, daily, studying all the details, always stopping short of fa- tigue ; this careful, slow work is of untold value. Adjustment should be made over and over again until a comfortable position is obtained. , FEET. The path racer rides with the pedals set well to- wards the toe. This gives him great sprinting' powers, and a much longer ankle-throw. The road [rider's pedal is fitted well toward the middle of the I foot, giving him greater power; most of the work being done by the thigh, and body weight. The h?el should be turned' very slightly inward, — na- Iture's position, (cycles are now being made narrow- across the sprocket,) and maintain a firm grip of the [pedal without any side movement. HILL CLIMBING. Short hills may be rushed, as the impetus will [carry the rider up without much effort. The rider [will find rest in change of position, when not very Isteep, bending forward and using ankles well, when [steep pull on handles and sit up. The beginner may find it easier to walk very steep hills, and he will be astonished to find how easy hill climbing becomes with practice. To climb a hill is an easy matter when one Ill I i I ! i liliW l\ il 30 CYCLING. knows how, and it :s equally easy to know how, al- though to climb steep grades son?e practice is ne- cessary. Many riders make the mistake of tackling every hill with a burst of speed and pedalling as fast as possible as far as they can stand it. The result is that they soon become winded and tired and are obliged to dismount. A slow, regular pace is much better adapted to the work, and after one or two efforts the rider will get the knack of keeping both pedals moving, not allowing one foot to stop till the other has started. The breathing will be equalized and the rider will find his staying powers increasing. To get the most power out of the wheel the cycler should sit well over his work and lean forward, not lifting too hard on the handle bars. On very diffi- cult hills it may be necessary to get a firm grip on the handle bars, but ordinarily this is not necessary. These few directions to the novice in hill climb- ing are not set down for *' hard and fast " observ- ance under all conditions. The common sense of the rider must be brought into play as circumstances arise. The rider facing a long, hard hill must brace himself for a more difficult task than a shorter in- cline and save his strength as far as possible. It is unquestionably advisable to occasionally dismount and walk a while when the rider is on a long jour- ney or out for a day's ride, when the route is dotted with numerous steep inclines. Many riders can progress easier at hill climbing or in short sprints by breathing quickly and shal- low rather than holding the breath, and are not troubled with that distressed feeling "air hunger." KNEES. I The knees should move upward, forward and downward, like the piston-rod in a steam engine, without the slightest lateral motion. MOUNT. If cycle be not built too high, sit on saddle with LEARNING TO RIDE. 5I right foot on right pedal, lift foot on ground, give slight movement forward, catch left pedal as it rises. Another metho 1 is, place left pedal just forward )f the vertical, place left foot upon it, springing quickly into the saddle, right foot will catch right )edal as it rises. Beginners usually begin with the ungraceful me- thod, — placing left foot on step and hopping along antil the cycle is balancing nicely and then spring- ing into saddle. In mounting, when going up a hill, do so with rheel almost crosswise on the road. t on saddle with , DISMOUNT. Active riders may dismount by allowing wheel to ilmost stop, then bring right leg forward and up- rard over frame to the left to the ground, or vice i^ersa. An easy method is — place left foot back on step, )eing careful not to get it between spokes when jeling for step, and step backward to the ground landing on right foot. Another method is — place weight on pedal at its fowest point, and bring the other leg backward to the ground, watching not to touch mud-guard or pear wheel. In emergencies, hold handles, spring ')ack on feet, providing you are tall enough not to ^ouch mud-guard. MOUTH. Every person, cyclist or no cyclist, should always )reathe through the nose, sleeping with the mouth Dpen is perhaps the most frequent cause of throat catarrh, and the dry parched throot feeling, when riding. To moisten mouth and throat, water and glycerine, in the proportion of five parts to one, ind lemon-juice may be added to make the mix- ture more palatable. Some cyclists find linseed tea ind glycerine better. Nitre, compressed into small 3* CYCLING. lozenges or pillules containing 5 grains each allowed to dissolve in the mouth at any time will cause a free flow of saliva. The athlete in good condition, who breathes through his nose, will not require any- thing to keep his mouth ujoist. If every rider would breathe through his mouth " fly traps " would soon become extant. NOSE. The inner surface of the nose is increased by the irregular shape of the peculiar bones and gristle. The mucous lining of this mcreased surface is filled with small blood vessels, for the purpose of warm- ing the air before it readies the lungs. Cold air irritates or congests the lining mucous membrane of the breathing tubes as much as dust, hence the necessity of always breathing through the nose. PACE. On starting out to ride on a cycle, go slow for a few minutes, gradually increasing until the pace most comfortable to ride is reached, no figures can be given. Some men can propel with as much ease and comfort at a pace of 15 miles per hour, as can others at 7 miles an hour. Whatever pace is taken keep it steady ; fast bursts very soon tire, " it's the pace that kills." PEDALLING. " What is worth doing at all well." is worth doing The above maxim should be kept in mind by every cyclist in respect to pedalling. One of the most important differences between a gOvjd and a bad rider lies in their respective acts of pedalling. The action of a novice, or of a badly taught rider, usually consists of a succession of downward "plun- ges" applied to each pedal alternately, and only ex- erting effective pressure for, at most, one-third of LEARNING TO RIDE. 33 worth doing its total revolution. The expert, on the other hand, maintains the effective impulse during the whole of each revolution. This is partly achieved by me- chanical aid, in the shape of a grooved shoe sole, (see shoes,) and partly by a peculiar movement of the foot and ankle, only to be acquired in perfection by long and careful practice, A reasonable amount of proficiency, however, is within the reach of every cyclist. Thus the one foot will begin to work before the other leaves off, and both feet will carry the cranks over the dead-centres. The manner in which this is achieved is by dropping the heel as the pedal rises near its highest point, and endeavoring to make the toe describe as large a circle, and the heel as small a circle, as possible. When the crank is vertical the heel is dropped that the rider can begin to push the pedal over the dead centre. The toes then begin to move downward faster than the heel. When the crank is horizontal the pressure is directly downward, little further down, the crank having descended be- yond the horizontal position, the toes become lower than the heel, and the pressure (or claw) is exerted in a backward direction until the effective point is passed at which the pedal can be no longer drawn backward and upward. As the pedal rises it should not carry the weight of the leg upward, each leg should raise itself alternately, otherwise the rider would be trying to elevate himself. Effective " ankle-action or " push and pull " will increase one's speed twenty-five per cent Ankle- action may be termed that " push and pull " action which keeps the cycle running between the points when the greatest power can be applied, and the more it is practised the better the results attained, of course some individuals have greater capacity for development than others. It is the connecting link which transforms th^ heavy thigh-thrust into the " all-round" action, and which by small exertion, at the right moment, keeps i ill H hil. I !! I III 34 CYCLING. " alive" the running of the cycle. American racing men sit more nearly over their work than the English. The advantage claimed are : — the rider's weight is utilised — it is more nat- ural to bring foot forward fast and thrust down- ward, than to pull fast backward. As to which method should be chosen by the beginner will de- pend entirely upon the conformation of his lower limbs. Let him experiment for a few days and he will readily perceive to which he is better adapted. BACK-PEDALLING. A rider's mastery of his wheel is incomplete unless he has acquired fair skill in back-pedalling. The term is sometimes used as meaning simply resisting with the feet the action of the pedals, and in this shape it is very useful, in descending a hill, to act as a " brake." Back-pedalling, however, means, more than this. There are occasions, say, when the rider finds a restive horse in front, or finds that he has slightly overpassed the road down which he should have turned — when the power of running backward for a short distance becomes extremely valuable, and this is effected by back-pedalling — i. e., working the pedals in the reverse of the ordin- ary direction. To do this gracefully requires some practice, however when once fairly acquired, it b comes, comparatively speaking almost as easy as ordinary pedalling, and is used instinctively when the occasion arises. The time in acquiring it is well spent. PEDAL SLIPPING. Pedal slipping, generally occurs at high speed in going up or down a hill without toe-clips. Causes are too long cranks, deficient ankle-action, (lost-head) and misplaced saddle. If saddle be placed too far forward, or tilted too much downward, the weight of the body is too much on handles and -^edals, and instead of the light persuasive movement of the foot LEARNING TO RIDE. 35 that drives the pedal round swiftly and safely, the motion becomes jerky and irregular, and the foot [slips off the pedal, often with serious results. Many riders when about to make an effort partly lose their self-control — make a monster impulsive movement of the flexors of the thigh, thereby lifting I the foot completely away from the pedal. Our ex- perience has bsen that pressure applied too forcibly ! and sudden with a long crank was the most frequent I cause. PNEUMATIC. Deep dusty ruts should be avoided, and crossed at [a good angle. The horse track is, as a rule, the best part of the road, for although the surface may be a little gritty and loose, it is fairly level, whereas the side oi the road, though the surface may be better, lis wavy, which causes a pneumatic tired machine jto bound, and effects the rider's speed and comfort. |Of course, there are exceptions, and on some roads the edge is like a racing path. A good easy spring md comfortable saddle are essential. On a pneu- Imatic, one's pedalling is all important, and that is [why the change from solid tires to pneumatics lakes so much more difference to some men than to others. A solid-tired cycle has a distinct ten- lency to stop between each stroke, and a heavy, )lodding rider can get fairly good results. A pneu- latic, on the other hand, flows on ; the momentum |asts much longer, and consequently if a man does lot pedal lightly, and use his ankles well, he is counteracting to some extent the natural movement )f the cycle, and although he may travel faster and jasier on it than on a solid tire, the difference to lim will not be nearly so great as to the light ped- iller. Patches of stones are not dangerous ; they [arely damage air tires, but single stones should be ivoided. Some men are always puncturing their [ires ; others do so rarely ; the cause of this differ- ence will be found in their comparative aptitude for S6 CYCLING. saving their mounts, under such circumstances as above described, as well as in their skill in steering clear of obstacles altogethei. A cycle canno*; run well with a dead weight on it ; the rider should strive to be supple and sympathising ; he should sit on hi? machine as though it were part and parcel of himself; with feet and hands and body he should respond to every movement intuitively ; his move- ments on the machine should be imperceptible to the spectator, but yet effectual in easing his mount over bumps and stones, ruts and ridges ; a kind of grip on the pedals with the feet — an imperceptible transference of the weight back and forward from saddle, handles and pedals — a sympathetic merging of one's identity with that of one's mount. Some of our readers may think the game is not worth the candle ; that the trouble and attention constantly required to thus humor one's mount would be in- tolerable. This is not so ; with practice it becomes an additional sense, and involuntarily and intuitive- ly one does what is necessary while chatting easily with a companion, or while flying down a mountain pass and enjoying the scenery ; once acquired one is able to go faster and easier with less labor and to ride a light machine with safety. A pneumatic should almost steer itself; the handles should be grasped lightly but firmly, and the rider should learn to travel in a bee line. 1 1 POSITION. Position is an important factor in the proper ac- quirement of the art of cycling, and demands stu- dious attention from the beginner at the present age, when attitudes abnormal in the extreme are advocated by those who should know better. The saddle is placed too far back, the handles too far forward, and too low. Most beginners want a cycle exactly like that of some prominent rider, forgetting that most men are different in physique, and that what suits one man will not suit another. Again, instances as LEARNING TO RIDE. 37 the racing man only assumes that (semi-circle) po- sition for a brief concentrated effort on a smooih track, whereas the rider who desires to ride for a long time on ordinary roads at a steady pace would be ill at ease in that attitude. The position then, on the cycle should be easy, the saddle at a proper distance from handle-bars and pedals, and the han- dles within easy reach, with arms slightly bent, when the rider is sitting upright. If the leg position be too short it may cause cramps, if too long strains of the pelvic muscles. The rider should be able to easily touch the pedal, at the lowest point, with his heel when sitting in the saddle; this places the pedal well within his reach and is a safeguard against dan- ger, though it may happen that long experience may enable a rider to shorten or lengthen the reach to suit his own individual fancies to good advantage. In this, as in many other concerns in connection with cycling, the experience of the individual mod- ify and altar, in a marked manner, those arrange- ments which are found suitable to the majority, so that it becomes obvious that to attempt to lay down any hard and fast rules as applicable to all would be preposterous in the extreme. POSITION. The thigh position, which depends upon the rel- ative positions of the saddle and pedals, is the most important, as the lower limbs produce the motive power, and every effort should be made to find out the most suitable position for each individual ; keep- ing in mind the fact that the arms act as an impor- tant factor in the driving. So many cyclists find it difficult to ride by reason of the preposterous posi- tion of the handle-bars. As indicated above, a po- sition found suitable by a racing man on the track may not answer at all to a road rider, and the be- ginner should be encouraged to ride with a straight back and nearly upright, the handles being so placed, that, when sitting up, the arms are just bent in !i i'Hl 'II lii i ! I I!! I, 38 CYCLING. and no more, — arms fully extended power is lost. RESPONSIBILITIES. A cycle is a vehicle, and a rider has about the same rights and responsibilities as drivers of carria- ges. The cyclist is responsible for damage caused by negligence, recklessness, carelessness or fast rid- ing. The cyclist must observe the recognized cus- toms of the road in the country in which he is rid- ing. Crowding in on the road immediately on passing a horse is a bad and dangerous practice, also' ringing the bell when close to a person, many ladies have been seriously injured by this mischiev- ous habit. Every cyclist should carry both lamp and bell, for his own protection as well as that of the public. Accidents caused by the defective con- dition of the roads can be recovered for, although, probably, it would be very hard to get a conviction. In towns where cycHsts are allowed to ride on the sidewalks, it is every rider's interest to go slowly, and when meeting a lady to ride off, or dismount and lift his wheel off. To ride at a fast pace on the sidewalk is barberous in the extreme and needs no refutation. Imagine a rider almost flying along the walk and unnoticed a child runs out from a gate. The rider would probably be convicted for man- slaughter. It never pays to abuse privileges. SLIP. When riding over slippery places, keep a firm and steady hold on the handles, steer a straight course, don't try to turn quickly, and, maintam a constant even pressure on the pedals. Generally speaking it is not the wheel that slips, it is the sub- s'.ance that gives way, the wheel follows it if not | kept in an upright position, and in motion. STONES. Newly laid metal if at all even on the surface may be ridden over with safety, — in this country LEARNING TO RIDE. 39 there are generally paths at the side. Steer straight land keep power applied to pedals, holding handles Ifirmly. Loose stones are much more troublesome, md apt to cause injury to tire or rim. The novice |will make better progress in passing where there are loose stones if he practices looking at the ground (over which he is about to pass) between the stones, the moment he commences to watch the stones he jls sure to run upon them. SUCCESS. To the man who is aspiring to championship jonors on the cycling path, we cannot do better ^han quote to him the words of the late Sir Andrew Harke, M. D., who rose from the ranks to the head his profession, (President Royal College Phy- sicians, England,) by force of character, and un- irearied industry, with a record unsullied in thought )r act by a tinge of self-seeking. In his early ca- reer in a contest for an appointment on the staff of [he London hospital, his rival whom he had defeat- ed remarked " Poor Scotch beggar, let him have it, le cannot by any possibility have six months to jive." At that time his life was not deemed v^'orth year's purchase, yet with strict attention to physi- il^ulture he attained a singularly successful career ind died at the age of 67. He attributed his suc- cess as summed up in the following lines, and al- though iutendod for medical students, is equally as mplicable to cj'cling students who have ambitious propensities. " Firstly, I believe that every man's success is Mthin himself, and must come out of himself. No [rue, abiding and just success can come to any man j\ any other way. Secondly, a man must be serious- in earnest. He must act with singleness of heart id purpose j he must do with all his rriight and nth all his concentration of thought the one thing jit the one time which he is called upon to do. And If some of my young friends should say here, * I 'Ml 40 CYCLING. i 'i iiiii I hi i ! ;i,ii I !''-l|! cannot do that — I cannot love work/ then I answer that there is a certain remedy, and it is work. Work in spite of yourself, and make the habit of work, and when the habit of work is formed it will be trans- figured into the love of work; and at last you will not only abhor idleness, but you will have no hap- piness out of work which then you are constrained from love to do. Thirdly, the man must be char- itable, not censorious — self-effacing, not self-seek- ing ; and he must try at once to think and to do the best he can for his rivals and antagonists that can be done. Fourthly, the man must beliove that labor is life, that successful labor is life and glad- ness, and that successful labor, with high aims and jusi objects, will bring to him the fullest, truest and happiest life that can be lived upon the earth." " Man never is, but always to be blest," says the | poet. That is, his true happiness consists in the | means, and not in the end ; in acquisition and not | in possession. The principle and source of it is| not the gratification of the desires, nor does its * amount depend on the frequency of such gratifica- ^ tion. He who cultivates a tree derives far more satisfaction from the care he bestows upon it than from the fruit. The pleasure lies in the race, not ' in the prize. CHOICE. Ill lerms of choice I am not solely led By nine directions of <«n agent's) eyes. In the present advanced stag« of cycling, tV)tt types af wheels are too numerous, and the public mowledge of their respective advantages too gene- ral to make it easy or necessary to suggest in detail the special patterns most appropriate for particular :ases. The choice of a wheelman's mount is like the jlection of a horse, in so far at least as it involves judgment as to the kind or style best adapted to lis or her special use ; as to the quality of the stock from which it comes, the care and skill with which |t has been brought to a marketable condition, and i consequent soundness and durability ; but first all as to the character and business standing o( le party selling it. Every manufacturer presents his own statements \s to the particular features and merits of the cycles ; offers. We suggest that the most judicious buyer he who pins his faith to a well equipped house of Inquestioned standing ; one which has every capa* jity and every inducement to produce only the best, Ind which cannot afford to reflect upon its record, |r jeopardise its reputation by making one misrep* isentation of facts. The choice of a cycle is a matter of the highest iportance. The pleasure of riding depends upon [aving a suitable mount. " A good workman always has a good tool." Be* inners may find it to their interest not to purchase cycle until they have learned to ride. In the M '4 ;;|l||8,l!l! ill! 4^ CYCLmC, course of your novitiate you will probably hare ridden a considerable variety of cycles, und the greater the number the better. You will have dis- covered their good points and their bad ones, and will by degrees get a clear idea of what suits you best. For, be it remembered, there is no absolute best about cycles, and the very point which is a re- commendation to one person may even be an ob- jection to another. Prior to the past two years there were remarkable and radical changes in the construction of cycles. Change is not always improvement, but when, as in this case, the change is adopted by a whole trade, we may be pretty sure that there is some substantial benefit in the alterations, and the experience of riders fully confirms this opinion. In any case, it IS hardly to be expected that a new invention should, mfnerva-like, spring perfect from the brain of its originator. BEARINGS. " I know him by his bearing." Bearings are to the cycle what the heart is to the rider. Without good bearings you cannot have an easv running wheel. Easy running means, —httle friction. Little friction means, — little wear. CHAINS. Block chain is the best for path or road cycles, as It slips around the cogs easier, creates less friction, is lighter, wears better and will not stretch. On no consideration accept any but the best. 1894 chains show vast improvement. CRANKS. " AirthlnRB h\ turns and nothinnr long." Applied to cycles, cranks have given'the besti satisfaction as the means of appyling power. Their ^ simpli city and the rotary motion seem to]please the CHOICE. 43 ist. T894 chains I mbllc better than the many levers, stirrups, etc., )ffered by various inventors in the past. While the 2ver motion seems more powerful, has a direct stroke and in some cases no dead centre, yet few )eople seem to find it as much to their liking as the rank, although there is an occasional man who can io better with the lever j the difference being proba- )ly in the conformation of the rider. The verdict being in favor of cranks, the next luestion is, what shall their shape and length be ? fntil two years ago a rectangular section fluted on >ne side, perhaps was considered all right, and ano* ler section, was seldom seen. But one day some rank discovered that twisting a piece of steel great- stiffened it and we had Southward's twisted crank, \( very light weight and very rigid. A twisted crank |f rectangular section would have looked like a [ghtning rod, so it was necessary to make them )und, and hence the evolution of our present round tyle. Many round cranks spring too much. Not that our present cranks are twisted, for they not. They are of a higher grade steel than has jen commonly used in the past, and so obtain leir stiffness. The main point, and one on which the attain- Jent of best results depends largely, is the length crank. This has been largely discussed and dis* jreed upon and still the discussion goes on. The bason of this is plain. No two riders are just alike in leir action, therefore as they require different length cranks. This is just as true as that they have ifferent steps when walking. One can lift his feet Igh with little effort, another cannot, but can push fith vigor within his range. Their requirements Iffer. They will get the best results from cranks different lengths. Cranks, therefore, should be made adjustable in igths so as to meet all requirements, or else they io\i\d be made to order. It would seem just as il III! iiiinlilii lill! HI 111 Mriilllil 44 CYCLrNa i li II il 1 j i 1 1 1 1 iti.i; r II !l! iliiiiii necessary to have the stroke fit the rider as to hare the reach do so. What proportion the length of crank should bear to the rider varies largely with the build of the rider, but, roughly, we would say that one-sixth the leg length, or one-fifth the step length, or one-tenth the geared size of the wheel, Would be about correct. Each n^ust determine for himself by trial, and even then a change of condi- tion, as from road to track, would probably vary the result. Adjustable or different length cranks are certainly as necessary as adjustable handle-bars or changeable gears. Few riders in Canada know what length crank they douse, less know what length suits them best. True, a rider can educate his muscles in time to fairly well manage any length from 4 to 8 inches, and perhaps accomplish fair speed. Nevertheless, consider how much easier it would be, and how much more speed he would possess, had he select- ed the length most suitable to his physique. Most Canadians use too long cranks and gear too high — certainly long cranks facilitates ankle-motion. Long cranks is the chief factor in this wobbling or serpentine course so common amongst our riders to day. Fach lateral motion creates friction and friction retards speed. Similarly in walking with high heeled shoes many manifest this lateral un- steady motion, — straining muscles; if our Creator had intended that man should when walking have his heel so much above the level of the ball of the foot, he most surely would have created a knob upon that heel the exact length required. AVe can- not improve on the mechanism of man. Riders should determine what length of crank suits them best before selecting their gear, the former being determined, the latter is easy. Let the rider ex- periment with various lengths and observe how much steadier he can ride with a short crank than a long one, even with power applied in as great a part of the revolution, how much more comfortable CHOICE. 45 le can rest upon the saddle with increased ability jto place weight on pedals suddenly in emergencies [or dismount if danger be nigh. Again, observe how much more force one can use Ion a short crank than on a long one, how much [more control you have over your wheel. Another advantage is the appearance is more [graceful. Start two riders off together one having la 6in. crank, the other a 6}4m., and note the dif- Iference in appearance, — the former will appear to [be pedalling much easier than the latter, as in real- [ity he is having less friction to overcome from the fact that he sit!> steadier on his wheel. Six inches )ught to be long enough for any one, except a very ligh stepper. How often have we observed a lady going down street with a long, slow pedalling motion, her knee, fith each elevation of the pedal moving almost up the handle-bars, — such attitudes are fanatically- juphuistically-ridiculous, — having, perchance a 6)4 Inch crank and a 56 inch gear — instead of, say, a inch crank and a 44 mch gear. Women are in- tuitively more adept m the art of pedalling than len. Much of the ease of riding depends upon the iccurate adjustment of little details which the nov- ice passes by as matters of indifference. One of these points — the most important — is length of :rank throw. Slight and active persons are usually found to do betterwork with the shorter crank-throw. jlVhen the exact length is found to suit the rider's idi- )syncracies strictly adhere to it. Even the muscles levelope to suit that particular length. Carman, Hyslop and Wells, we are informed, use ^2 inch cranks. If the rider will give a little [bought to this subject, and apply it, the gain in his Speed capabilities will be marked. FRAMK. "But of thia frame, the bearings and the ti(r)e8." Open diamond — rigid — fairly lar^^e sized tubing. 46 CYCLING. The shorter the crank-shaft is the better. The shorter it is the more power the rider can utihze and vice versa. We would prefer to have one two inches only across the sprocket — and believe the time is not far distant when they will be cut down to that length. The Beeston Humber frame is ad- mired all the world over as a model. ' i III Hi GEAR. "Thug go they both (wheels) together to their gears. Other considerations apart, and supposing the crank-throw to remain the same and the pedals to revolve at the same rate in each case, there is no disputing that the lower the gear the easier will be the work and the slower the rate of progress, and the higher the gear the harder will be the work and the faster the rate of progress. If the crank-throw be lengthened more leverage will be obtained, and the power will be used to better advantage, so that a higher gear may be used than with a shorter crank- throw ; but this theory only applies within certain limits, and the r'der will find that he cannot work to greater advantage with a crank-throw of more than a certain length One rule is that the length of crank used should equal the distance from the centie of the ankle joint to a point on the sole of the shoe immediately under the ball of the great toe measuring on the inner side of the foot. We have observed m actual trials that with a short-crank we can propel a wheel in a straighter course (thereby reducing friction) than witli a long crank, although pressure is maintained in as great a part of the revo- lution of the long crank as the short one. From this experiment, our rule is, use as long a crank as you can comfortably without producing the slightest lateral body motion. Length of crank must be de- termined prior to ascertaining what gear is suitable. Length and conformation of thigh must also be taken into consideration, in order to arrive at a proper conclusion. CHOICE. 47 better. The ler can utilize have one two id believe the 1 be cut down er frame is ad- ;o their gears, supposing the i the pedals to se, there is no : easier will be f progress, and •e the work and :he crank-throw I obtained, and irantage, so that a shorter crank- within certain le cannot work hrow of more that the length :ance from the on the sole of of the great toe oot. We have short-crank we ;ourse (thereby :rank, although 3art of the revo- one. From this a crank as you g the slightest ink must bede- ;ear is suitable. I must also be to arrive at a When the rider has found out the rate of pedal- ling and the longest crank-throw that suits him, he will be in a very good position to ascertain the gear [which will enable him to go at the greatest pace Iwith the least exertion. As riding on a heavy, weak ycle over rough, muddy, hilly roads, and against jthe wind, means harder work than riding on a light but rigid one over smooth, dry, level roads with the ind. A lower or higher gear should be selected n proportion as the former or latter conditions are xpected to predominate. If a slow motion of the edals is preferred, a high gear should be chosen ; [fa fast motion is found more suitable, a lower gear hould be selected. Beginners and weak riders hould gear low, practised, strong riders usually pre- "er, or profess to prefer, a rather high gear. But as n the old ordinary days there vvas a craze for riding he highest wheel one could stretch, so, unfortu- ately there is at the present time a tendency to ear too high. One may get accustomed to almost ny gear, but a high gear strains the system much ore severely than a low one, and should, there- re be adopted with caution. More real enjoy- ent is to be had out of a low gear than a high ne, as a rule. A wheel should not be geared dou- le, owing to the strain all coming on one point, e do not think a rider should gear higher than he therwise would do in order to escape this evil, but ihould rather gear lower, or accept the double gear nd counteract its effects by occ-isionally altering e relative positions of the sprocket-wheel and ub-chain-wheel by shifting the chain a link or two long the cogs. If this be done regularly and sys- matically, the damage done by the double gear in well built machine will probably be inappreci- |ble. To ascertain the gearing of a given machine, mul- ply the diameter in inches of the driving-wheel by e number of cogs on the sprocket-wheel, and di- de by the number of cogs on the driving-wheel -;S^1^ ii'ifiii i : Jl llli ! ■ ill'' iiliilll ! ill li lill in I Ij i II'! li;!! Illilil' !l ii 48 CYCLING. hub, thus: If the diameter of the driving-wheel be 28 inches, the number of cogs on the sprocket- wheel 17, and the number of cogs. on the driving- wheel hub 9, then ^^ ^ ^^ In other words, the cycle y above described would be spoken of as 28in. geared to 53 inches nearly, a very good working proportion. Cycles fitted for changeable sprocket-wheels has many advantages. 60 inch was the fashionable gear in London, Eng., last year. — Too high for general use. The general tendency is to gear too high, to exaggerate and to make a toil. At the Stanley shew last autumn the most notable feature of improvement was the detachable chain- wheels made so that a wheel with less or more teeth may be quickly substituted when it is desired to change the gear. To the Raleigh Tycle Co. must be given the credit for the introduction of this im- provement, and it is the Raleigh pnnciple, varied by " crossing " with Renouf s expired patent, which is generally impressed into the service of the many makers of this useful feature, although there were almost as many such detachable chain wheels made after the plan familiarized last season upon the Humber, the chain-wheel and crank being made in one piece, bolting on to the spindle. The number of revolutions of the pedal per min- ute on any gear at any pace varies directly as the pace and inversely as the gear; and if the proportion of pace to gear is kept the same, the rate of pedal- ^ ling is the same. That is, you have to pedal at the same speed on an 80 inch gear to travel at 24 miles ' an hour as you do on a 50 inch gear to reach 1 5 miles an hour, or on a 60 irxh gear for i8 miles an hour, or a 70 inch gear for 22 miles an hour, this rate being a fraction over 100 revolutions per min- ute. This is rather faster than an average rider or- dinarily pedals, unless racing or putting forth some extra force. About 80 a minute is a comfortable average pedalling pace, and anythmg over no is I difficult. CHOICE. 49 In order to serve as a guide to a choice of gear re print a table of the number of revolutions per linute for a few of the commoner gears, and possi- ble speeds. It \\\\\ be seen that the road scorcher diose usual pace is i8 miles an hour, and who gears [o 63 inches, has to drive his pedal round 96 times minute. The average road rider {)edalling as fast ^s with a 54 inch gear, would travel 15 miles an jour, or if, as is most likely, he is content with 1 2 [niles an hour, his feet will only revolve 74 times in minute. Hence these figures are all in favor of )w gear for the average rider. Apart from this, of bourse, the agile rider, with plenty of knack, with- out an enormous muscular strength, will be able to k'dal far-t, and he will choose a moderately low [ear, while the possessor of lion's strength without luch skill in getting his feet round fast will be bet- ;r served with a tolerably high gear. ABLE OF NUMBER OF RKVOLUTIOXS PER MINUTE. HEIGHT OF GEAR IN INCHES. iles 50 54 57 60 63 66 70 80 mr. KEVOI.UTIONS. 10 67 62 58 56 53 50 48 42 ^5 100 93 88 84 80 76 72 63 [8 121 112 106 1 00 96 9t 86 75 II 141 130 123 117 :i2 106 100 88 !4 i6i 149 141 134 128 122 115 100 201 186 176 168 160 152 144 126 To go into figures, we should say that 5oin. is a gear, 54in. a good average, and 5 7 in. a high gear the road. For ladies ,5in. less, i.e., 45, 49 and respectively. For racing mfen 64, 66 & 68, On kard or cement tracks even higher can be used to [od advantage. We have ridden a mile 2 seconds ^ter with a 72in. than with a 64in. gear against ligh wind in each case with a 6in. crank. How- II :' • 1 if 1 11 ,,„„, ! 1 11 I ! m i! I illi ■'iiii '1 i: fi III ili li[ |l!f 50 CYCLING. ever, high gears cause great strain on the system anil snould l)e avoided. Shorland, the Enghsh road or long distance champion of the world rides a cycle geared to 63. A. A. /inimerman, winner of the Eng- lisii championship jiath races in '92 and now cham- pion of the world rode a cycle geared to 64in. at Herne-Hill, in America, where the tracks are larger he ha.; used 68. Sanger won the one mile champion- ship last year at Herne-Hill Eng. with a 72in. gear, on a V)oard track. The Canadian Champions gear as follows,— C'arman 68; Hyslop 68; Wells 68. American path men gear as follows'— Zimmerman 68; Windle 69 ; Tyler 68 ; Sanger 72 ; Taylor 72. English path men preferred in 1892 as follows, — Mecredy 66 ; Edwards 66 , Osmond 68 , Schofield 68 , Harris 68 , Adams 68 , last year, '93, many of these preferred higher gears. IMr Meintjes of South Africa — 50 mile world's champir sed aWhitworth geared to Soin., when he rode les and 50 yds. at Springlield in the hour, in 1893. M.^KER. "The universal (safety) maker we may praise." It would he an invidious task to recommend any one particular machine ; indeed it is impossible to make any absolute comparison between the cycles of rival makes. Some excel in one particular, some in another. The only safe advice that can be given to a purchaser, is to go to one or other of | those firms (and there are many such) who have an established reputation for turning out high-class cycles. Good material, good workmanship, and careful finish are very expensive, and to get all these at a very low figure is impossible. No firm will make cycles and sell them for less than cost. Good workmon never quarrel with their xoc.6 ', Beoaii.sc they alwayw jrood ones have, I've got new mythological machinery. And very handsome fiupornatural gcenery. • Cheap cycles are made of inferior material, are I CHOICE. 5« he system anil iglish road or rides a cycle ler oftbe Eng- iid now chaiTi' d to 64in. at •acks are larger lilechampunv h a 72in. gear, n Champions J 68; Wells 68. —Zimmerman 2 ; Taylor 72. 2 as follows, — 1 68 , Schofteld , '93, many of iintjes of South edaWhitworth les and 50 yds. may praise, commend any impossible to een the cycles one particular, dvice that can 3ne or other ol 1) who have an out high-class ip, and careful all these at n firm will make] )St. r toc.g; neiy. or material, are] rouj.;hly put together, and unfinislied in appairance. A good cycle will last longer, cost less for repairs, sell for more, second-hand, than an inferior one. If you buy a cycle from a firm that has a reputation jto lose, you may de{)ei;d on getting a good one. PED.M.S. Rubber for general use ; rat-tra[) for racing. If (possible get them exact width of shoe or vice versa |— it will add greatly to comfort and power in riding [or racing— dust proof. RIMS. Wooden rims have been tried during the past Iseason and have given good satisfaction. 'l"he ad- Ivantages claimed are that they are o; ly about half the weight of metal rims, stronger, more elastic — lence more durable, resist greater shock, absorbs ^ar more vibration, has more inherent life and go, md will not buckle— notwithstanding, nevertheless, )er-adventure, considering all these good (jualities, it is possible to break them crosswise or lengthwise. Second growth white ash is much lighter than lickory, whilst it is equally as strong and much iiore rigid. One essential is, wood must be pro- )erly dried or it will prove to be very brittle ; and Iso it must be well protected from moisture by waterproof paint or enamel. We are inclined to the opinion that a combina- [ion of metal and wood will produce a better mater- ial for use in cycle wheels, than either separately — lust as rubber and fabric are better than either ^lone in the construction of tires. For instance, fe find in our experience in the use of conveyances ^rawn by horses, that a wheel having say }{in. steel ire and ^in. wooden felloe, will in time flatten be- [ween the points supported by the spokes; whereas a wheel having, say i/i6in. steel tire and i^^^in. irooden rim with the same banging over stones will iy its greater inherent life and go, or elasticity, 11111 III i'l ill I ■||i li iiiiiii ffil;:!!: M liiiil i I' 'iliUlWI il I i i nil !li 52 CYCLING. retain its rotundity and wear much longer, although only ^4 the weight. Most men will choose a heavy rim, thinking that in it they have strength and durability, whereas the very opposite obtains as verified by practical ex- perience. The proportions of each required will vary according to weight of rider, weight of wheel, and smoothness of surface upon which it is to bo used. TIKES. (See Historical chapter, fol, 18, or cycling litera- ture for latest improvements, etc., — latest does not necessarily imply — best.) SECOND-HAND. Splendid bargains are often to be picked up, but, on the other hand, there is much danger of an old, defective, or maimed cycle being palmed off on one. See thee, that the name of a good maker is upon it. Better far to purchase a second-hand cycle bearing a good maker's name, providing it has not been misused too severely, than a new one having a name but bearing no reputation, however cheap — depend upon it, the cheap wheel will prove to be an expensive one before it is worn out or what is most likely, disposed off. WEIGHT. " Ho throws his flight in many an niiy wheel." Light wheels are a delusion and a snare, looked at from the rider's standpoint. They are costly and do not wear long, for general purpose use. During the past year nearly all road-racers, and path racers were built too light — of course a cycle cannot be built too light providing it be quite rigid, and mere lightness, though it were only five pounds, will] never compensate for lack of rigidity. CHOICE. WHKELS. 53 The gasping charioteer beneath the wheel. 28 inch equal wheels for good road or path ; 30 bch wheels for rough road or path. The objec- fons to large size are — extra weight — not so strong, ^e prefer a cycle having steering-wheel i inch Imaller than the driver — as in a buggy we fancy it ins easier. Jilso that weight of steering-wheel be [bout ^ that of the driving wheel. Suppose the novice wants to purchase a cycle es- pecially adapted for touring, let him consult say iree veteran tourists, independent of each other — will probably not be given the same advice from ly two. He will thus be left between Scylla and Sharybdis, and he wonders why matters are thusly ! Tevertheless. after digesting these opinions his own )od judgment will enable him to steer between le shark and the deep sea. Regular perusal of cycling literature will give the ^ader all the knowledge he requires as to the ques- )n of securing the most suitable and best cycle on ke market for his particular purpose. CARE. I ilM :!l! !!|li A thinj-T of beauty and a ioy •'o: ' It.s loviilinoss iiici'Oitsos, ic will Pass into nothingiic«9. n fever, never The life of a cycle, not less than its satisfactory performance, depends materially on its being kept in good order. Very little time and attention are necessary if it be, but applied at the proper mom- ent. We have observed that the careful, thought- ful, and experienced rider rarely ever, has any mis- haps on the road. The reason is apparent,in clean- ing his cycle, he will notice any part that is defective. Of course, in the particular care of a cycle a rider's good sense, and a general knowledge in regard to fine machinery, ought to be sufficient ; but sugges- tions arising from experience will save the reader much time and labor. Treat your wheel as your best friend, and it will always be ready to serve you faithfully. B?:A RINGS. If you would have your machine run easily, last long, and be generally satisfactory, keep the bear- ings in good order. At least twice a year clean thoroughly, removing shaft and cones, and the bearings of both wheels Invert the cycle, allow- ing it to rest upon the handle-bars and saddle, being careful to !)rotect these parts with a covering, and injecting kerosene or benzine into the bear- ings, revolve the wheels until the grit has worked out. We advise this method for cleaning the crank-shaft bearings, the removal of which would be a matter of some little trouble, hut apart from this we advise the removal of cones and balls and a thorough rinsing of same in kerosene oil. It is quite important that the crank-shaft bearings be not allowed to become so loose that the cones are sep- arated, causing the balls to ride upon the €dges of the cones, or worse still, upon the crankshaft. When the bearings are removed and cleaned, an inspection is in order, and if uneven grooves, with small soft spots, can be detected on the cones in the line of travel of the balls, they should not be used again ; also if any of the balls are un- even or nicked it will only in the end destroy all other parts of the bearing if again used. When properly adjusted there should be no side play, neither should the balls click or grit. A thoroughly satisfactory adjustment of the crank- shaft bearings can only be secured by removing the chain. Vaseline and graphite, or plumbago, have both been used to advantage as a lubricant, and a mix- [ture of both is recommended for bearings wtien the Irider is troubleci by the rattling of the balls, and cannot obviate this by proper adjustment or other- wise. The bearings of a safety cycle are liable to weai" unevenly by the pull of the chain. The crank bear- |ings cannot be helped, however, keep them well adjusted ; but the irregular wear of the driving- [wheel spindle may be corrected by turning the spin- dle a quarter or half round every five hundred miles ridden. Ball bearings generally are adjusted by a I cap screwed in and thus tightening on the balls. jIn these cases the rule is, turn the screw cap until it is tight, and then turn back a (juarter, and in most cases it is just right. The wheel when sus- pended should revolve quite freely, and when let run down should stop slowly and gradually, and not with a sudden jerk; and should oscillate back land forward, and yet, when the top of the wheel if} jshaken to and fro in the forks there should be no Iperceptible amount of side play. Care should be ■ ilii 56 CYCUNG. ill|i|i8;||'lili iilllliii ':i!i \". iJ! '1 h ii 1! ■; •:'! Hl.!!lli r-iiiiii iii ):■ ■:■; iiiiiii ii i nil nil! J :.* 'II ■ ■ !' ill taken not to over-tighten the bearings, or the wheel will run stiff, and there will be extra friction, and increased wear on the bearings. When the steering wheel is removed, from the forks for any cause, be careful to insert it again with bearing-screw-cap on same side as it is on the driving wheel, or there is danger of it becoming so tight as the wheel revolves in the same direction, that it will injure the parts. Pedal bearings are adjusted in the same way, — loosen nut, screw up cone, and then screw up nut again. CHAIN. The value of no other portion of any cycle is so dependent upon good care as the chain. If it be too tight the links will crackle, wear, make the wheel run hard, and wear the chain wheels. If too slack there is a loss of power, it may mount the cogs and a sudden application of pressure as in climbing a hill, is apt to stretch or break the links. A little loose is preferable, provided the rider uses his an- kles well. At intervals according to necessity the chain should be soaked in coal oil for some hours, and then equally as long in sperm oil, or any good machine oil. When not very dirty it may be wiped clean, then oil each rivet end, and thence smeared with plumbago or tallow, afterwards it should be wiped dry or brushed. A chain so kept will not pick up dust, will run freely and not subject the rider to any inconvenience. When adjusting it, mark that the wheels are straight in position or the sides of the links will grind against the cogs. To remove it place lock-nut-rivet on top of the sproc- ket-wheel to facilitate manipulations. In replacing it, do not attempt to screw nut too tight on end of riv3t, when fairly tight, a slight tap on the end of rivet, so as to form a burr, will make it more secure. Frequent examinations of this nut may avert seri- ous accidents. CARE. CLEANING. 57 This is of much importance, both in maintaining [he appearance, and establishing the commercial |ralue of a cycle. " An ounce of prevention saves jeaps of elbow grease." There is no better time to :lean your cycle than upon your return from a ride. We use open mesh cotton, cheese-cloth, being joft and pliable it is both pleasant to use and effec- ^ve in its action. Chamois skin being used to inish. The rims about the heads of the spokes Ihould be painted with enamel whenever there is Iny sign of rust. Parts not nickeled can be cleaned mm rust with emery paper, being careful not to [llow any to drop into the bearings. Vaseline rub- ied over nickelled or bright parts in shipment, or men not in use for some time will prevent rust, |id is easily removed. Riding m a rain storm will lot injure a cycle, providing it be wiped dry after- wards. The best way to keep nickel in condition is to )lish with a chamois skin ; and when ; as a result neglect, a slight deposit of rust has attacked it, [little fine whiting, or any one of the best metal )lishes on the market, not containing grit or acid, by be used to advantage. No coating for pro- [cting nickel from the atmosphere when stored, IS been found to be entirely satisfactory. Nearly contain more or less oil in their composition, id this, as already said, is injurious if it remains )on the nickel long enough to penetrate it. Enamel is a favorite finish on account of its re- stance to the rust, and the ease with which it is janed. It is not, however, proof against every |ing, for the rubber in its composition is affected oil if it remains in contact with it, and salt water, any acid in solution, or in the atmosphere, will lure it as they would nickel. [To clean the bearings, inject coal-oil freely, keep \vheel spinning, being careful not to allow any to come in contact with rubber tires, as it will $S CYCLm€. penetrate the rubber and cause the canvas to sep- arate, and then the so-called goose eggs will make! their appearance on the tire. When the oil flows out clear, inject machine oil freely. If however. | this fails, the balls mas; be removed and cleaned separately. If not accustomed to do this take it toj a competent repairer. Wash chamois skin with soap and water, andj don't rinse the soap out of it. A chamois skinj thus treated will dry as soft and supple as when itj first left the currier's hands. m'^ :1 ill: I ■A i CRANKS. Do not try to Hghten a crank key by only turn-j ing the nut, strike the key a few sharp blows firsti to settle it firmly, then turn the nut, being carefulj fiot to turn after it is settled against the crankf Keep cranks tight or adjusting-key will soon be-j come worn. To tighten, place a solid block of! wood under crank-bars and a few smart blows on| the pin with a hammer will suffice, thence tighteii| tip the net. GENERAL. When riding always carry oil-can with oil in ill adjustable wrench, inflater and rubber repair kit| It will relieve the rider of much anxiety. In receiving a new wheel already adjusted, e\| amine it carefully, the carrier may have damagef some part. Again, some dealer's clerks do no:^ know how to adjust a cycle properly. Verily I how many riders know ? HEAD. Be particularly careful in adjusting the steerinfij head bearing, for upon it depends that nicety steering, so essential to an easy running cycle, the head seems to tighten as the steering-wheel moved from side to side, the cones are worn, arj they must be ground down and rehardened. CARE. LAMPS. 59 "'It will be light that you may see it." Lamps cause heaps of trouble, unless well cared jor. Sometimes the wick is too tight, if so, pull a tew threads out. The wick should be changed at Intervals if not used constantly. Should the wick jecome chared and the blaze gO'Out,the oil is too thick. If it should smoke add a little piece of gum- :am,3hor. Lamps are a great help to riders by let- ting drivers see there are cyclers on the thoroughfare* LENDING TO "FRIENDS^ If you value your machine, never lend it to any )ne, "and many penitential tears thou wilt be spar- ed." Every cycle demands a certain amount of |idjustment to suit the idiosyncrasies of the rider, md the perfection of such adjustment is only at- tained after repeated experiments. If the borrower tannot ride a cycle— remember, Polonius' advice to '"lamlet — *' Neither a borrower nor a lender Ijo, For loan eft loscth both itself and friend." Prov. xxii-y, says — ** The borrower is servant to Ihe lender." But in this case the very opposite at- lins— therefore it is wisdom not to do so. If it iras Cato's request " lend me for a while thy pa- [ience,^' — it might be granted, NUTS, A forearm movement when using the wrench on Imall bolts and on most large ones is advisable. It makes less likely the twisting and breakage of le bolts. Should the pedal nut work loose — re- love it, clean thoroughly and replace. It may re ^uire leather washer or powdered resin, OILING. Don't use oil kvishly ; enough is as good as a xst. Ball bearings require oil every one hundred ■iiiiii 60 CYCLING. ,'Hir||iii ili!|iiii HI I ■'"III I! m /ii Mi 11 II 1 1 M miles ridden, pedals and crank-shaft oftener. If| dusty or muddy they may require it every ten miles. Rememember on the safety as built in 1894 there] are seven parts to oil. Wheels two ; head two ; crank axle one; pedals two. If oil is applied in centre of axle see that it reaches bearings — many oil at end as well. Sometimes saddle spring may require oil. Many riders neglect to oil the head. As to oil, any good machine oil will answer the! purpose, all reliable cycle dealers will have the proper oil. After oiling, wipe carefully, any that may be spilt on any part as it causes dust to accura-! ulate. Be especially careful not to allow any toj touch the rubber tires or remain on the enamel. PEDALS. Pedals frequently become choked, — loosen slight- ly, oil can then be worked in. Clean and adjust! the pedals as often as they seem to require it. It is a matter of but a few minutes, and the extra workj is fully repaid. STAND, OR AXLE-SUPPORTER. For a few cents any rider can purchase the ma- terial, and himself make a cycle stand, or axle-sup- port which is invaluable for cleaning upon ; or inj keeping the tire from being creased when there isj litth or no air in it ; or for winter use. Given a piece of plank 56in. long; i2in. wideij and 2in. thick. Scoop it out in the middle, on itsl edges, so that when it lays flat on the floor it hasi the appearance of a figure 8, only not quite soj small in the middle. Given four pieces of ash }( X 4in- and lyinJ long. Put two of these through each end of plank,! say Sin. apart on 1 slight angle, so that at the top! they will be 4in. apart ; almost like legs in a stoolj upside down, and the stand is complete. Placel the cycle upon it. The reason we state to makel the upright posts 4in. wide is, because cycles vary! CART&. 6! in theit length and the stand will then suit any wheel. As to the distance apart at the top of posts that may be more or less than 4in., to suit the length of axle in wheel. WINTER CARE. A simple way for storing a wheel for the winter^ is— cover with a cotton sheet, ahd suspend it with I a strap. Tover the metal portions, both emanelled [and plated parts with vaseline— a thin coat. The bearings should be filled with warm olive-oil, in which a small quantity of vaseline has been dis- solved. All nuts, screws, etc, should be anointed in like manner. TIRE INFLATION. "In posture to explode their second tira Of thunder," There is much diversity of opinion as to the de» I gree of hardness which it is desirable to develope in pneumatic tires by means of the inflater. The condition in which different riders maintain their [tires shows that popular ideas on the subject vary considerably, for whilst some keep them soft and readily compressed by the fingers, others inflate them to such an extent that it requires a great effort to indent them appreciably by the same means* It has been satisfactorily established by practical experience that a hard pumped tire is less liable to puncture than one that is only partially inflated. It is difficult to account for the more yielding ma- terial getting pierced with greater readiness than that which offers an increased resistance to pene* trating substances. As might be expected, the cor- rect degree of inflation will be found to be some- [where between the extremes of softness and hard- ness mentioned above. An unduly soft tire is liable to be compressed when meeting an obstacle, to an I extent which causes the material of which it is composed to become impinged between the road 62 CYCLING. (''■'li' 'iii'ii and the rim, when it is very liable to sustain injury. On the other hand, the advantage of the air tier is greatly reduced by excessive inflation, its elasticity being thereby diminished. For instance, given suf- licient strength in the canvas linings, a degree of hardness could be obtained by a powerful inflater, that would make the tire as hard as a board and only in the smallest degree susceptible to the pres- sure of the rider's weight in riding. The advantage of the pneumatic tire would thus be lost, and the inequalities of the ground severely felt. For track racing purposes^ tires may obviously be pumped up harder than is desirable for road work ; but the limit is often exceeded by those who do not reflect that the usual racing tire cannot re- sist the same pressure as one designed for use on the road. On good roads very hard tires are more speedy but less comfortable than those which yield appreciably to the rider's weight. . sustain injury. the air tier is 1, its elasticity nee, given suf- ^s, a degree of verful inflater, s a board and )le to the pres-^ The advantage lost, and the ;lt. may obviously rable for road 1 by those who tire cannot re- ed for use on tires are more )se which yield > .^ iffi'jjfj ■<■■■ .. ■ .1 ' .V ■, .■ ...,■,. ••. MR. H. B. DONLY, SIMCOE, OiN^TARIO, SKCRETARY-TREASURIiR C. W. A. EDITOR OF "the CANADIAN WHEELMAN," Official organ of tho C. W. A. flllll I 1 u! 1 I'll! UM ■' '1 !|i| a;>|i; 1)11:1 il III;! rt mm li m I'ili III! iliiiiuiii I 111" ' ill ^'iill|!ilil|iiil| il I 'I'lj !■ REPAIR. My wheel is out of joint I O cursed spite f Now, vvhure to Und the man to sot it riglit? Under this heading, while in a few cases the sug- gestions may be of value to the ordinary machinist, we merely endeavor to point out to cyclers, some accidents which have happened to our knowledge, and the means best adapted to their temporary re- pair — they are mainly intended to cover the slight repairs which can be done by persons of no great mechanical skill, or serve to make possible the con- tinuance of a ride until better facilities are at hand. BEARINGS. Should a ball break, the pieces must be removed as soon as possible. Two balls removed from a bearing will have no apparent ill effect. Should the adjusting cone become loose, drill a small hole through the case and just mark the bearing, and insert a screw. However, unless very far from a reputable repairer better not attempt this operation. Novices will probably find some difficulty in re- placing balls in the bearings. By placing them in position imbedded in tallow, it will tend to expedite operations. In some cycles a pasteboard washer will hold the balls in position whilst the bearings are being tightened. In tightening lock-nut on the bearings — be exceedingly careful or you will crack the cone or bearing-cup. This is T. B. McCarthy's method. CHAIN. When the chain breaks, if it be a rivet, replace REPAIR. 65 jy iron wire, if the side of a link, make a new one jut of sheet iron. Be careful to properly head the fivets again, and do not ride very fast until you get I new chain. This is a practical example as to low a cheap chain (in a cheap wheel) may cause krouble or a serious accident. Every rider that 5oes any fast work at all, should always ride a high :lass wheel, from a firm having a good reputation. CRANKS, If only slightly bent, leave alone, if so much that |t will not work, probably you may find a plow or ^ome other implement that you can insert it into md cautiously straighten. When you complete jour trip, if it be detachable take off, and straighten |n a vice after having heated it. Should a crank become loose, place a solid piece )f wood beneath the crank-bars and give it smart )lows with a hammer. See that it is not tight on [he edges ; it should only bear on the flat sides. *ut a piece of thin sheet steel between the key and Ihe crank, before driving in the key. Whilst doing pis, place a weighty substance against the other »nd of axle. a rivet, replace DENTS. Dents in tubing cannot be entirely removed, al- |hough the condition may sometimes be improved. In the whole it is better, unless the dents are such lis to effect the strength, not to attempt to take Ihem out. A neat plan is to fill up a dent with |older, file smooth, and touch up with paint or Enamel. FRAME. When the frame is broken, apply splints and [>andage ; or use wire or cord in place of cotton ^andage. Another method is if tube be hollow ^lace splint inside, and use cord or bandage be* feen either extremity to hold them together. 66 CYCUNG. h'J When the frame is merely bent as I's trsuafly the case, we have straightened them by placing wooden supports beneath (after laying the cycle on its side) and applying pressure above with our hands. Bet- ter send it to the factory, for should it be the slight- est out of true there will be undue friction on some part, KANDLES. Rubber, cork, horn or tvooden handles, may come off. Warm the bar, apply tire-cement and replace. If bent slightly leave alone unti' you arrive home. Heat at a forge, being careful not to crush the tube in straightening it. Steel tube is easily bent one way, but to bend it back again will pro- l^ably crack it. Should it be broken off— splice with stick and copper wire. KEY. If the crank-key slot in axle becomes worn, and you possess some mechanical skill, file new slots opposite the worn ones. There is little danger of | weakening the shaft to a harmful extent. PEDALS Sometimes pedal pins are bent so much that they will not revolve. Straighten by inserting pedal through a gate or farm implement remembering it is possible to break it. Another method is remove the pedal, and ride with pin alone. If the distance I be not very great, pedal home, using one only. Remember the pin is hardened in places to form bearing surfaces. RKFINISH. To refinish as Originally sent out is an expensive is an expensive ERPAIR. 67 loperation. The entire cycle must be taken apart, lincluding taking down the wheels, and the finish of leach part carefully renewed. An operation that we jean hardly recommend having done, unless, the (owner is prepared to pay what it is necessary to :harge. A frame or any of the detachable parts :an easily be refinished at a fair rate, RIMS. A solid rim badly l)€nt can be straightened so as to give fair satisfaction, but all the spokes must first )e removed, and the rim hammered on an anvil. laturally this can only be done with considerable [abor, and proportionate expense, and it is a ques* tion whether it does not pay in the end to get a lew rim. SPOKES, Should two be broken, leave alone, if more remove )ne or more from the opposite side and insert into jroken side, that is, should the spokes be easily letachable. However, if road should be rough or listance great, it might be more profitable to pur- chase a railway ticket, or hire a farmer's horse, than jo do permanent damage to the rim, or break more ^pokes. Be very careful about tampering with ;)roken spoke end in hub. If at rim end wire lay be used looped in centre to broken spoke, jhen put a stick through this loop and tighten, I'ing this stick to adjacent spokes. SPRINGS. When the spring breaks, fill the centre of saddle rith wood or cloth and bandage firmly all around. TIRES. Always get maker's pamphlet with cycle, having [irections how to repair. WHEEL, (buckled.) Place on its side, pull up on those parts which 6S CYCLING. I! < i! 'iihi' ilff are bent down, and press down on those that are I bent upwards. It will generally suddenly fly into place again, Should it not come back to place, don't ride it, but send it to the factory to be turned WHEEL, (cog.) Sometimes the cog-wheels get out of line. Send I to repairer. WHEELS. If on spinning a wheel it is seen to wobble "iti is not true.'' Revolve the whee', at the same timei hold a piece of chalk steadily close to rim, thej marked parts, are the projecting parts. The remedy! consists in loosening and then tightening spokes,! and finally seeing that all have the same tension] Should the end of a spoke bear against bottom ofj hole in hub, it will break. Better send wheel to a| repairer having a good reputation. At the manuf factory, setting up and trueing wheels is assigned to^ mechanics of more than ordinary skill, therefore anj attempt by a rider to do so, is unwise, to sav thej least, and apt to do considerable injury. 'A •'ill! [ those that are iddenly fly into back to place,] jry to be turned. It of line. Send em to wobble *' it j at the same time; lose to rim, the| rts. The remedyi ghtening spokes,' he same tension,! gainst bottom o(j ' send wheel to al . Al the manuf eels is assigned tol skill, therefore an! nwise, to sav the] injury. ||.^ V ^/J p JH Ly/ /^^ 1 / t \ 1 W. M. CARMAN, I Canadian Campion 1891; Road Champion of Canada, 1892 and 1893; Holder of all Canadians records from 6 to 25 miles inclusive. hi ill :i ! I ir iiisii iilil ■■li ■ ' III ill f^ I Ml Nil llili!! iil i! RACING PHYSIOLOGY. Physiology teaches that in cycle-racing breath- lessness is caused by the formation of an excess of j carbonic acid in the blood and tissues, which car- bonic acid is derived from the combustions necess- ary to produce and continue muscular movement : that the amount of carbonic acid formed is in direct ratio to the amount of muscular work done ; that the intensity of the breathlessness is in direct j ratio to the am'junt of carbonic acid in excess in the system ; that the amount of carbonic acid j necessary to cause breathlessness differs in each individual, according to the power of elimination I he possesses — those persons having a large elim-j ination power, and being able to get quit of a lar- ger quantity in a given time, than those having a | smaller capacity, are consequently able to do morej work with less distress ; that when production and j elimination are balanced during any exercise, an extra effort, especially one affecting the respiratory muscles, will quickly cause a greater accumulation! of carbonic acid, and resultant breathlessness; that '* brain worry" during ccrtion causes a great and [ rapid increase of carbonic acid; that breathlessness! once established, the cause producing it act and re-act on each other, so that the only method of j relief is cessation from, or diminution of the ex- citing exertion; that carbonic acid being so volatile,! a very short relaxation of excessive exertion is sufficient to restore the balance of production and elimination, and allow the individual to continue | his work. The other waste products, such as uric acid, lactic! RACING PHYSIOLOGY. 71 iny exercise, s uric acid, lactic cid, etc., which are found in the muscle substance uring exercise, are excited very slowly. They do ot begin to appear until about three hours after the lessation of the exercise which produced them, and ontinue being eliminated for about 18 or 24 hours. s long as they remain the muscles are impaired by ason of the coagulation of the muscle plasma uid) by the various acids formed in it. Hence it wise for a trained man to take a day's rest before n important race in order that he may start with lis motor organs unaffected by the products of leir own decomposition. Young men should also |e careful not to do too much work. Their tissues re less stable than those of a fulUmatured adult, id the energetic combustions that take place there- leave "cinders" which may easily effect the whole i^stem. When a man is trained his reserves ot fat re burnt up, and the material necessary for the MTibustions that maintain his vital heat and permit Is energetic exercises a''e derived mainly from his ►od. Hence a man "trained fine" must feed well id generously, or else his essential tissues will be sed as freely and he will rapidly loose weight and jcome ''stale." The acquisition of "style" is an iportant factor in any athletic exercise. A man 10 practices any muscular action soon gets the mack " of accomplishing it with the least expen- jture of force, and consequently with the least pro- iction of waste material. This " knack " in all jhletic sports is known as "good style," and the jan who runs or rides in the best style is generally ider equal physical conditions, the best performer -a good example of this fact is "ankle-action " in [cle racing. I The man who has compassed the distance of a :e in good style has expended less effort, and, jerefore, commences his final spurt with his sys- less intoxicated by its own waste, and conse* lently wins .easily. In the brain, in which the stimulus is generated, 72 CYCLING. 4 m as in the muscle which is stimulated, work is ac- conipaniefl by evolution of heat, and to a working brain, as to a working muscle, more blood is con- veyed. This has actually been seen in the human subject when the brain has been exposed by acci- dental injury of the skull. The blood-vessels of the or^an have been seen to fill up and become congested while the person was making some men- tal effort, and to empty themselves when it was over. The same kind of combustions also are necessary to carry on mental work as muscular. Hard brain work will cause an increased quantity of waste ma- terial to be formed, and this waste is taken up by I the blood and excreted by the kidney and other organs in the same manner as the muscular waste we have already made mention of. Brain work! does not cause breathlessness, and its work is pro- bably carried on by the combustion of nitro genousl dements. We do not lose wind by hard study or| intense worry unaccompanied by muscular exertion, but we find an excess of urates, uric acid, and I phosphoric acid excreted. Gout is caused by an excess of uric acid in the blood. (Did you everl know a cyclist to have gout?) A gouty person, apparently in health has some mental worry, or does some hard intellectual work. The combus- tions necessary for this brain work throw an excess of waste uric acid into the blood, and the next day he is in bed with an inflamed toe. Thus there is| a great resemblance between the work of the brain|[ and the v;ork of the muscles, and between their| effects on the general economy. The brain generates the impulse which excitesl the muscles to contraction. The activity of the[ brain depends on the quality of its blood supply.! Overheated blood laden with carbonic acid, dullsl the brain and blood to full of the products of wastel can cause insensibility or convulsions. Any organ,[ or part of organ, that is not used "atrophies" or dil minishes in size. If the grey cells in the brainj RACING PHYSIOLOGY. 73 ?hlch control the work of the mind rather than that )f the body be injured or diseased, mental weakness -insanity — is the result. The spinal cord is, so to say, the go-between the brain and the nerves. Its )rincipal function is to convey the command of the will from the brain, where it originated, to the ^articular nerve whose office it is to deliver it to the muscle which performs it. These grey cells are Kirely motor. They have no intellectual functions, ind cannot originate impulses, but they can '*re- lect" sensations. If you gently tickle the foot of a sleeping person, he will draw it away without awak- ening. The brain does not direct this movement, lor it is dormant. What hap[)ens is that the sense )f irritation from the tickling was carried up a sen- sory nerve to the grey matter of the spinal cord, and [hen the grey cells changea the sensory impression ito a motor impulse, and "reflected" it down the jerves supplying the muscles of the leg, causing Ihem to contract and withdraw the foot from the ir- itating influence. This is called ^'reflex" action, ^nd is accomplished entirely without the interven- ion of the will and in many instances quite uncon- sciously. An exercise frequently repeated leaves a irrtianent impression. A man learning to use his inkles in pedalling a cycle at first has to remember [nd exercise his brain each time he wishes to drop iis heel at the top and raise it at the bottom of the [troke ; when after long practice, he does it uncon- jciously, urtaided by brain influences at all. The [ontact of his foot w'ith the pedal causes the whole iries of muscular movements ; they are governed [y the automatic centres of the spinal cord, and not \y the voluntary action of the brain. Emperor "pommddus in ancient Rome experimented for the lification of the populace. He let loose ostriches the circus, and when they were at full speed their leads were cut off. They did not fall at once, but )ntinued running until they reached the end of ie areola. He thus exhibited to them the auto- 'lillilii 74 CYCLING. i III! Ml V i lii ll ill ..mm I'^l !l ■':-iiii ilHll ^ilfilillllllf iiiilil! matic and reflex actions of the spinal cord. The brain originates and determines the rhytlirnj of a movement, and after a time delegates its powerl to the spinal cord ; it little by little loses its intercut* in the performance o( the action, and only conicsj into play when some new and peculiar circumstancel demands a change in the direction, the energy, orl the movement. Hence actions thus performedl cause less fatigue than those when brain activity i$| required. RUNNING. The first and most obvious difl^erencc betweenl cycling and walking in Canada, to-day, is that toi run, say, one mile involves a very much greater! muscular effort than to cycle the same distance.[ The reason for this is apparent. In running, atl each stride, the whole weight of the body has to bej lifted from the ground and projected forward sevenl feet or more by the energetic contraction of thel large muscles of the legs and thighs. In riding al cycle the whole body is supported on the saddle! and pedals, and though the poundage of the cyclel ridden has to be added to that of the rider in order! that we may calculate with accuracy the total! weight to be propelled. Still both are driven at a! much faster pace with a much smaller expenditure! of muscular effort. A very simple experiment will convince anyone of this fact. Let him take a man! on his back and carry him 440 yards against the! watch, and the next day mount him on a cycle,! with his feet on the pedals, and push him the samel distance comparing afterwards the times accoiiiT plished and his own sensations on the two occal sions. The leg muscles notice the same difTerencei if they have to carry their owner a mile on foot 01 propel him a mile on a cycle. We have often ex[ perienced in the days when we used to run footj races, for a few days after we would " feel it in ouf arms " sooner than in our legs, and were stoppel RACING PHYSIOLOGY. 75 |n our early runs more by muscular fatigue in our ipper than in our lower extremities. The amount )f waste produced after running a mile is greatest. )ne mile ridden on cycle 640 grains ur^a were ex- creted. One mile on foot 680 grains urea were ex- jreted. After the ride we were fairly fresh, after (he run we were quite exhausted. The second difference is: a cyclist can win cham- pionships at all distances. The same man may be Ihampion at ^ mile and also at 50 miles. In inning this is impossible, and there are several [ood reasons why it should be so. The actual phy- Ical conformation differs. The sprinter's move- lents are quick and sharp. His muscles of loco- lotion, therefore, act on short levers. The muscles |f the front of thigh, and the calf of a 100 yard inner, are developed to a much greater extent than le same muscles in a mile runner. The shorter le lever the greater the power necessary to work I, and, therefore, the greater the bulk of the mus- ics which act on it. In a distance runner the strides are not so fre- lent, and the movement is more deliberate, there- ^re the muscles, acting on longer levers, which do )t move so rapidly, are, in consequence, more Mider. In the sprinter the heel bone is short, id projects hut a small distance behind the ankle )ne. They act at a great disadvantage through the [lort heel bone, and, therefore, are very powerful, le same obtains with the great extensor muscle front of the thigh. It has to bring the whole leg bry quickly forward at each stride, so it is inserted jto the shin bone very close to the knee joint, and |r the reason stated above, is largely developed, le leg of a distance runner is exactly the opposite this. The levers are longer, as the movements more deliberate, and consequently the power or iscular development is less. Men, like horses, in all shapes, and the above is the general rule, |d, of course, exceptions are to be found, but they 76 CYCLING. ':l!!lili i ^';li ^^iillillt p"' ilMil i, , l.i,;'', ^.,|i! I i are not numerous. In addition to this, the chest capacity of the distance runner has to exceed thall of the sprinter, because the long continuance of thel great exertion throws an enormous amount of carf bonic acid into the system which has to be ehm-j inated during the race itself. The sprinter during the lo seconds in which hel runs his loo yds. forms much more carbonic acidl than the miler covering his 66 yds. in the samel time, but his work is over at once, and he can ref gain his "wind" at his leisure while the other has! to go on for 25 times as long, and get quit of airj poison as he goes. Therefore the heart and lungsj of the miler are stronger. If a sprinter ran a longl distance slowly several times he would soon bef come slow ; and conversely, a miler who practised! nothing but sprinting would never " stay" homel over any distance beyond 440 yds. An expert rani distinguish at once by their tnovements. Thel sprinter's arms and legs are much more energeticj ease is sacrificed to speed. The miler *' keeps! himself together." In cycle racing the action isl the same for one mile or for fifty, and the differf ence in pace is not so marked In foot racing airj resistance IS less, there is smaller surface presented! and the pace is slower. The brain is occupiedj merely by giving energetic stimuli to the physical process of muscular contraction and less waste prol ducts are thrown into the system. The practical result is that the " pacemaker" and the " waiterf commence their final efforts under more equal conj ditions than those 'vhich obtain in a cycle race,! aOd a much smallti- degree of superiority in thel leading man enables him to "run the sprint out" of his opponent, and win, even though that opponenlj be the speedier at a short distance. WALKING. Almost every one has at some time or other ob served when walking beside a fence just about thel RACING PHYSIOLOGY. 77 height of the eye how everything on the other side of the fence appeared to be bobbing up and down, land, of course, every one who has so observed is jwell aware that the apparent bobbing up and down of the landscape is caused by the actual bobbing up and down, the rising and falling of the eye of I the observer. To illustrate, take a man whose legs are three Ifeet long and whose stride is two feet, six inches, jlf these dimensions are laid out with a scale of jparts it will be seen that the eye and consequently [the body of the man is three inches lower when the {stride is taken, than when the feet are passing each jother m the act of walking. Owing, however, to Ithe elasticity and physiological construction of the Ihuman frame probably the rise and fall in reality is Inot anything like so much as three inches. Let us jthen (to be on the safe side) take a rise and fall of lone inch as the basis of our calculation. Now, let [us suppose that our man is walking at the rate of [four miles an hour he consequently does one mile [in fifteen minutes, and therefore, the fifteenth part [of one mile (352 feet) in one minute, and as he [covers two feet, six inches at each stride, he there- jfore takes, when walking at the above-mentioned Irate, nearly (41 strides per minute) as he has to (raise his body one inch for each stride that he [takes, he will, therefore, in one minute raise his [body up a perpendicular height (one inch at a time) jof 141 inches, which is nearly twelve feet. Let the |weight of his body be, say 150 lbs., he has, there- fore, to do 150 X 12 = 1,800 foot pounds of work [per minute ; and it must be remembered that this [work does not cause him to progress in the least, it lis simply work which has to be done to make our lode of progression possible. In all calculations of whatever kind we hav^ standard to calculate by. In calculating con- jcerning power the standard is what is called a foQt [pound, or rather the unit of the standard is called h ' 78 CYCLING. 'Mil !!! a foot pound — that is, the power necessary to raise one pound one foot high in one minute. A horse is supposed to be equal to or capable of doing 33,- 000 foot pounds of work — that is, he is supposed to be able to raise 33,000 pounds one foot high in one minute. Now, if the 1,800 foot pounds of work our man does is divided by the 33,000 of the horse we gf.t the part of the horse power which the man is doii.g in raising the weight of his body each minute, this in round numbers is the 1/20 of a horsepower. Now, if the strength of say ten men is equal to that of one horse, it follows that a • e- destrian when walking at the rate of four miles per hour, expends half of his whole power in the mere effort of elevating his weight, which effort, as we have already remarked, in no way helps him to progress. This great but necessary expenditure of power in walking, or, at least, the greater part of it, is avoided in riding a bicycle, and, therefore, the whole, or nearly the whole, strength of the rider can be utilized in causing the bicycle to progress. PNEUMATIC vs. SOLID TIRES. Many have been the attempts to explain the rea- son of the high pace of pneumatic tires upon the track, where there is little or no roughness, and the improvement cannot be set down entirely to the absorption of vibration. A point which has not been commented upon in any of the notes and paragraphs dealing wifh the subject, is the *' draw" of the driving wheel tire in front of the point of contact. In order that this draw may be appre- ciated to the full, let anyone interested in the sub- ject make an experiment somewhat after this fash- ion. Get a friend to ride a solid (or cushion) tired safety, without fastening the driving wheel tire into the rim with cement, or wire, or in any way what- ever. Then notice his tire as he rides, cautioning him to take care to steer well, and ride steadily, so as not to dislodge the tire from the rim. When RACING PHYSIOLOGY. 79 he rides slowly, on the level, with a minimum of exertion, or when the machine is running freely, you will observe that the portion of the tire for a quarter of the circumference of the wheel in front of the point of contact is hangmg looseily, away from the rim. When he begins to drive, whether for speed or for hill work, that portion of the tire will b2 drawn tight to the rim, and be as firm as if glued to it. The driving strain stretches this part of the tire. Now, this stretch is counteracted in a solid tire when cemented, or otherwise fixed into a rim, because the tire is held at all points, and there is no opportunity for it to stretch lengthwise in the rim. But it is not so in a pneumatic. The outer cover is, as it were, loose on the air space, it has Ifacilities for stretching fore and aft, so that when jdriving force is put through a pneumatic tired Irim the same action goes on as is observed in a lloose solid. The outer cover of the tire is drawn {tight for the quarter of the circle that is about to touch the ground, so that each portion of the tire is jthinned out, as it in turn comes to be the part in :ontact, which practically amounts to withdrawing Iresistance. Instead of the wheel climbing over a swelling, it runs down to a compression at the point )f contact. A careful observer will notice that a )neumatic tire, when plenty of driving force is go- ing through it, is actually drawn tight as described ibove. The matter is not one ot pure theory, but )f observation first, and of theory afterwards. )neumatic pace is observed to be high ; this "draw" is observed to exist; and the theory is an attempt to show that the two observed are related and the facts remain if the theory be right or wrong. In a cushion jwhere the proportion of air space to rubber is less than in the pneumatic, the stretch to draw seems to ;ollect the rubber into a lump in front of the con- tact point, the rubber not giving way so readily as iocs air in the pneumatic. m .::i:|. m m u lif' iillil jl! Wiiiiliil Ji '"'ii,,,™,,, DR. P. E. DOOLITTLE, CANADIAN CHAMPION TO 1882, OtMCIAL IIMER C. W. A. HOW TO GET WIND FOR CYCLING. ^E, IIMER C. W. A. It is said that some athletes are, to use a com- mon phrase, "blowers" by inheritance ; whilst many I are blowers from insufficient development of the organs of the chest. As to the former class we do not pay any attention ; as to the latter we shall very briefly prescribe a remedy. There are few circum- I stances in life that tend to make a man so thor- ioughly dissatisfied with himself as to perceive after la brisk spin on his wheel that he is pufifing and blowing like an artisan's bellows, and almost breath- less, while his lower limbs are as strong as a lion's. What adds to his chagrin is the fact that his com- Ipanions though of a thin and wiry build they do not manifest any marked distress, but on the contrary, [apparently enjoy the exercise of cycling. What [then is distress for want of wind? From informa- Ition gathered from the current literature of the day, jwe would almost be persuaded to credit the asser- Ition that small lungs and poorly developed chest [were the causes, — this is incorrect. The causes are easy to find. The lungs from in- sufficient expansion (for most individuals, unless [when undergoing some exertion, breathe shallow,) lever acquire their highest point of power, which joint can be easily attained by long continued prac- tice in regular daily inflation as hereinafter describ- sd. When any organ is duly exercised it increases in size ; and small men with daily cultivation of proper ')reathing and chest exercise can become just as |ong winded as large men. Just as catarrh of the throat would be almost un- cnown if every one would acquire the habit of pro- liiiji''! Ill *'*"'" ill '''■litiilliill! f;!|iilli!|;{: S2 CYCLING. per breathing, and take sufficient cycling exercise daily to bring about a gentle perspiration. This would tend to keep the skin active and in health, thereby relieving congestions and catarrh. Under moderate, sensible use the respirations is not increas- ed (as many teach), but simply deepened; the heart beat is slightly increased, and, the blood by these means and the alterna*^e contractions of the muscles receives a larger proportion of oxygen, and is more evenly distributed over the body, preventing r-atarrh, congestions, and all such kindred diseases. Once for all let me here entreat ! keep mouth closed, and breathe through the nostrils — nature s [ channel, when riding, and at all times as well. If I not you may inhale flies, dust, germs, etc., which often descend into the air cells and cause irritation j of the passages, and sometimes serious complaints, By th*^ term '* How to get wind for cycling " is meant the capacity of pedalling without becoming distressed on account of lack of breath. This does not depend on a large lung capacity as shown by the s-^irometer, for frequently men who can make] only a'v'craf e or even small records on this instru- ment, have ihe greatest ability in this we are del scribing. In lack of breath it seems ve cannot getj air enough into the lungs ; however, that is not the real difficulty — there is nothing to hinder us froraj breathing as deeply and frequently as we wish. Consider the internal picture of a man pedallingl rapidly. The large and powerful muscles of the legsj and thighs are contracting with great force and fre[ quency; revolutions are made 96 times a minute. This is the scorcher's usual pace who uses a 63in.j gear and pedals 96 times a minute and completes i8j miles per hour. About 96 a minute is comfortablel average pedalling pace and anything over 1 20 is diffif cult. This active pedalling forces a large amountj of blood up toward the heart ; this organ almosll immediately commences to work rapidly and forces! the blood into the lungs. This is not done at first| WIND. ?3 as rapidly as the blood is brought by the veins from the muscles, so that the blood is backed up some- what in the great veins. The capillaries in the lungs all dilate to accommodate the extra blood that is being thrown in by the heart. These capil- laries as they dilate, take up room that is usually occupied by the air in the air cells. Thus, at first there is actually a litUe less roc i in the lungs for air than usual. The blood is commencing to go through the capillaries more rapidly than usual, and not quite so finely divided, as the capillaries are larger than usual. All these factors assist in the general condition of lack of oxygen. At first more blood is sent from the muscles to the heart than is sent from the hcaii, to the muscles. After a varying length of time, depending on the vigor of the heart and lungs, these organs recover their balance. The temporary congestion of the lungs is relieved. The heart gets to working rapidly and forcibly enough to meet the need. The capillaries in the lungs are enabled to contract a little, so that the blood is more thoroughly oxygenated. And now second wind is e.stablished,and all goes smoothly un- til the muscles are exhausted. It will be observed that soon after commencing to pedal the legs or thighs seem to become exhausted, but when '* sec* ond wind " is established they are quite fresh and good for a long run — owing to the causes mentioned. Until the heart and lungs become equal to this work, the legs will not have the kind and quantity of blood needed ; hence the products of muscular work will accumulate in the muscle, and it will be tired. As soon a', the blood supply is perfected these materials arf, washed away, and the sense of fatigue goes with them. " Second wind," then, is attained when heart and lungs get to working even- ly and regularly, oxygenating and regulating the blood supply. When either the heart or lungs or blood vessels are in poor shape this will be impos- iible, and the first thing to be done for such a per- 'n good " fit." This is of paramount iihportance. (See Chapter on Training.) He must give his whole attention to the matter* cycler can never do his best work physically, without giving every thought to it. Many times ithletes make poor jumps because they are dis' I, i l . if : ill uscle as should luive been. In order to accomplish this, he must also [)ay studious at lention to "' h:ibit." Few cyclers can do th^ir best e.\cej)i when comparatively fresh ; generally speak- ing every cycler should approach a contest after two or three days of rest. Soroe cyclers must prac- tice every day to kef^p in good " fit." Muscular tissue refers to the muscle itself. To build u[> large and powerful muscles attention must be paid to exercise and food. In general it may he stated that muscles are best trained by exercise similar to those lor which they are being prepared. Tiius, if one were training the muscles of the fin- gers that they might have more agility, it would be worse than useless to do so by giving the hand heavy weights to grasp and lift. This would make them strong to be sure, but it would make them so slow that they would be almost useless for the purpose intended. It would be better to train them to some exercise that demanded agility and control as well as speed. A man could develop large muscles in the front of his legs by heavy lift- ing, but, although these are the very muscles that are used in jumping, if developed in that way they would not bo of t)ie greatest service. They would have the extremely bad habit of con- tracting slowly. In training for cycling, it is best to develop the necessary muscle by careful system- atic practice on the cycle, unless there is some spe- cially weak part in the cycler which needs particular attention, besides the general practice. Generally, however, it will be found that those who take cycling systemAtically will become fairly well de- velo ed all around. In the past there has been a great deal of dispute on the question of food. The following summary (for full explanation see chapter I on Food,) however, appears to be both clear and | reasonable, and to bear the test of experience. "MUSCLF.. ^« Meat builds up the muscle but docs not usually furnish energy, sugars and fats furnish energy but ■do not build up muscle. Sim[)le foods, including iiome vegetables, no tobacco or wines, and regular habits, about sum up what is to be said on this side of the subject. From all athletes withhold all forms of alcoholic stimulants, however, this does not necessarily include tlie aged and infirm ; yet to pass legislatfon treating a thing a crime \vhi(.:h is •ii(;t a crime will lower respect for law, a-nd will not •carry the conscience of the voter with it. 'J'he best medical authorities state that alcoiioh'c liquors have their use. The Swedish [)lan, where the man who se'ls has no interest in the sale would be a step in advance. To make men right by legiskition pre- vents the action of charity, and is not advisal)le. If a man is too fat and the exercise does not reduce his weight as it should, he can go down rapidly by [cutting down his supply of liquids, at the same time doing regular work that will make him sweat. En- durance de[)ends in a large degree on the thorough- ness and rapidity of the circulation. (See chaptet [on How to get i' ind for Cycling.) Cycling or muscular exercise increases the num- Iber of respirations, and consequently the quantity lofair going into and thence out of the lungs, caus- ling an increased absorption of oxygen and giving lout of carbonic acid. On an averasie an adult in ■easy circumstances takes in 480 cubic inches of air jper minute in inspiration ; if he wheel twelve miles ui hour, he inhales about five times the quantity, )r 2,400 cubic inches ; if he wheel, eighteen mdes ui hour, he inhales al)Out seven times as much, or 5,260 cubic inches. The extra absorption of oxygen md formation of carbonic acid is effected in the muscles. Ammonia and deleterious matters are ilso eliminated from the lungs during ex!)iration. lir containing .08 per cent, of carbonic acid, with Its accompaniment of ammonia and deleterious matter is not fit for breathing purposes, and air con- ^> IMAGE EVALUATION TEST TARGET (MT-3) 1.0 III 1.1 go i"^" mWii 56 s«.l ^ 12.2 18. 1.25 ||.4 1.6 < 6" ► ^% Photographic Sciences Corporation 33 WIST MAIN STRUT WUBSTIR.N.Y. 14S80 (716) 873-4S03 ^. ts 9 9^ CYCLWG^ ctuai ''••?'V'j! 1 taming . i per cent, is positively dangerous, the above we can comprehend how injurious it is to breathe air contaminated with these effete gases, and the necessity of breathing air that is pure in order to get the best possible results from the hu- ^an organization. Muscles undergoing relaxation and contraction create an increased action on the part of the heart to maintain their blood supply. During cycling at say 1 8 miles an hour the increase of the heart's beats are generally from 5 to 35 beats per minute. When the rider dismounts, the heart's action grad- ually becomes slower. Prolonged, severe exercise may cause the walls of the left chamber of the heart to grow thicker than natural and constitute the dis- ease called hypertrophy. When cycling the small arteries of the skin dilate, the perspiration oozes out, more acids, salts and water pass away from the body. The normal amount may be doubled or trebled. The natural amount is about i^ ounces per hour. The exer- cise generates heat and consequently rise of temper- ature, however the evaporations tend to keep this nearly normal. If the skin is allowed to ren?uin wet after the heart's beats descend to natural there is danger of a chill. The muscles themselves enlarge and become more dense in substance. Of course with over ex- ercise the muscles will waste. With muscular exercise the desire for food in- creases mostly for meat and fats ; caused by the wear and tear of the muscles and the carbon given off. Food is better assimilated, and what is usually termed sluggish liver is unknown. During cycling exercise the water and urea of the urine is less, more passing by perspiration. How- ever, in the period of rest that follows more than a normal proportion of urea is eliminated. On an average an adult passes about 50 ounces of urine MUSCLES. 93 and 500 grains of urea in 24 hours. DEVELOPMENT OF BACK, CHEST, LUNGS. Vital force and health are largely dependent on the activity and development of the lungs. Proper inflation of the lungs develop them — not by pant- ing like a dog and only partially filling them, but by filling them as full as possible at every breath. Stand in an erect position, either in the open air or in a well ventilated room, with the head erect and the shoulders thrown back. Slowly inflate the lungs to their fullest capacity, retaining the air in them as long as possible, at the same time gently slapping the chest with the hands. This will en- large the air cells of the lungs and increase the cir- culation of the blood to the chest, and assist in its growth and enlargement. This course persevered in for two weeks will produce a marked improve- ment in the breathing capacity, and also in the voice. ABDOMINAL. Suspend the body by the hands and raising the legs above the head, and repeat. Or lay on the floor on your back, raise your legs straight till the feet come over the chest, arms to the full extent, trying to make the fingers touch the toes, legs straight, or any similar motion. CALF. Stand with hands on side of hips, feet 1 2 inches apart, raise on toes, now bend knees as far as poss- ible, thence, rise to first position, repeat this, never once allowing your heals to touch the floor. Con- tinue this for ten minutes, as soon as you are ab)e to do so without effort. LOINS AND HIPS. Stand with the feet about twenty-five inches 94 CYCLING. :Jt" apart. Take two dumb-bells, from twelve to thirty pounds, according to strength, and bend from right to- left, (the same motion which is performed in lifting a pail of water,) bend over as far as possible and let the bells nearly touch the ground on either side, keep the body well back, and continue the movement until you experience fatigue in the sides, when you may rest and commence again. Do not continue so long as to produce soreness of the muscles. THIGHS. Any position which requires you to bend the knees. The best motions are, with the legs as far apart as possible, turn the body from right to left ; when to the right, bend the right knee, and vice versa. The arms should be out to the full extent, and the back of the hands turned upward. Also jumping, running, lifting or skipping in moderaticn. MUSCLKS USED IN CYCLING. The principal muscles developed on a crank cy- cle are the extensors of the legs ; on a star machine the extensors of the leg and thigh. On a smooth road the arms are exercised very little ; on rough iOads but little more, if any ; fore-arm and grip more and upper arm least. Some claim that cy- cling developes the upper extremities and trunk. But how can it be sc when the arms remain nearly straight when grasping the handle-bar. The arms should flex and extend to their full capacity, and repeatedly and with an effort according to the arm, to thoroughly contract and exercise the mus- cle. The back muscles below the shoulders are exercised to maintain the body erect. The prin- cipal muscles not developed are numerous, the chest, upper-back, the neck, abdomen, upper arm, pronators and supinators of the forearm; the flexors of the thighs and their abductors and adductors, and the deltoid of the shoulders, etc. The stoop- ;,;ii!fc,ii-ill! MUSCLE. 95 ing position and the elbows out from the side, has an inclination to round shoulders. The advan- tages are open air, sunshine, pleasant riding, with good cycle, slight expense to maintain. It is a summer exercise and has started many on the road to health. The disadvantages are that hut few of the 600 muscles are developed by it, inclemency of the weather and having to ride a long time to get much exercise, (this is really an advantage.) The danger of falling. With but few exceptions, if any, every rider has had a fall. In long distance races, as twelve hours a day for six days for instance, the ankles usually fail first. With some the back or digestion are frequently deranged. GENERAL. Professional athletes or prizefighters who die at an early age from over training, injuries received or especially dissipation, are comparatively few to the masses of people. Their prominence before the people gives their physical failure a widespread no- tice which unjustly reflects upon exercises in gene- ral. We are made to work both mentally and phy- sically. If we do but one it is at the expense of the other. Those who take only physical training are considered ignorant. On the other hand, too close application to mental work will, in the end, produce mental wrecks. As a proof of this look at the overworked clergymen, professional business men and students, .'jee how many of them are compelled to leave business in the midst of success, go away or languish at home for months and even years on beds of sickness and pain. The old adage " all work and no play makes Jack a dull boy," ap- plies very aptly here. Thus we find ourselvesf from neglect to take >^xercise. It is but the end of na- ture in our tired, exhausted bodies, yet we heed it not. Do not hunger until you disqover yourself on the downward side of the balance with no chance of recovery; .but enter the. best conducted and \:'\v^'. "J*; .TV ■u\ 96 crcuNO. equipped institution of physical culture. Place yourself under the instruction and guidance of a careful and experienced instructor, who will give you a regular systematic course of exercises during the cold season. In the warmer season devote your leisure time to cycling in the open air. Observe this daily practice of physical recreation for a half to one and a half hours three times a week, — every day if possible, and see what a transformation will be effected. It will give you harder, stronger, bet- ter developed muscles, and at the end of the first six months a fa-rly symmetrical, well proportioned body. w ; .:.i "i!, ■;, >' '■ {•<<' T. ARTHUR BEAMENT, EX*VICE-PkB8IDBIfT C. W. A. J:l:^. '::^ DRESS. Costly thy habit as thy purse can buy, But not expressed in fancy ; rich, not gaudy .^ Beauty is said to carry a letter of recommendation in itself; and indeed the influence the eye has on the mind cannot be denied. Now it is not in our power to bestow this good gift on ourselves ; though we can, by the cultivation of good temper and intelligence, win a charm of countenance even superior to it. But we can sof- ten many defects, improve an ordinary appearance, and add a grace to beauty itself by the aid of dress ; and as to please is one of the minor morals of life which it is our duty not to neglect, we should en- deavor to understand what good dress is, and to practice what we have learnt with regard to it. Do not imagine that to be expensively or extrav- agantly dressed is to ae well dressed. Simplicity is always elegant, and good taste can lend a grace to dress which no outlay of money on its materials can purchase. The creed of some persons in respect to dress may be expressed as consisting in a conviction of the necessity of " following the fashion." But this is not the gentleman's view of the question. He, indeed, " follows the fashion" to an extent, because it is an affectation and a vulgarism to outrage it ; but he follows it " with a difference." That is to say, he does not hasten to seize on every caprice, and to identity himself with every extravagance. He concedes only to the limits of good taste, and always with an eye to his age, position, and indi- vidual peculiarities. * '•I I:-, lilt .ill *i m ■ 1. ;' ! III r-,:: •j-ii ill "III: ij'lij iliiliiiliii"''' 98 CYCLING. To look like an animated figure out of a tailor's show card is the ambition of a shop-boy, not of a gentleman. It is often remarked that a man must have been well-dressed when, after spending an hour in his society, you cannot recall how he was dressed. In such a case the eye will neither have been caught by what is showy nor offended by what is mean. No shock will have been given to the sense of pro- priety, which is, after all, the great point to attain. Do not require your dress so much to fit as to adorn you. Nature is not to be copied, but to be exalted by art. Apelles blamed Protogenes for being too natural. Never in your dress altogether desert that taste which is general. The world considers eccentricity in great things genius, in small things, folly. Al- ways remember that you dress to fascinate others, not yourself. In dress, as in most other affairs in life, the mis- takes more particularly to be avoided are extremes. In accordance with the prevailing customs of so- ciety at the present day, the question of dress demands studious attention on the part of every citizen of Canada, for it may be considered an obligation we owe to our fellow citizens as well as to ourselves to make the best of our personal appearance. It is possible to manifest as much pretention in being habitually regardless of neat- ness as in the extreme adornment of person. It is no mark of wisdom for a person to appear clad in shoddy, who has the means to purchase better, neither is it a mark of genius to wear a shapeless coat, but more probable the owner is too penurious to employ a first-class tailor. Doubtless, extravagance in adornment of person in the form of dress is a sin and a shame, but so is intemperance in comestibles ; and as you do not leave off the habit of moderately indulging in the pleasures of the table because many individuals DRESS. 9^ take too much food, there is no valid reason why you should appear slovenly because the ultra fash- ionable dress outlandishly. To make personal adornment the chief holder of your thoughts would be as foolish as to make the existence of your tailor indispensable to your being. It is said a man's dress is a guide to his character. A. T. LANE, Montreal. As to style, the garment worn should be cut in conformity with the prevailing mode of the place in which the cycler resides. MATERIAL SHOULD BE WOOL AND WOOL ONLY. The dress of every cyclist or cyclienne must be made of wool or flannel, not a single thread of cot- toa CYCLING. I' :,::;.. .:'!;■ :i ■'i1: ton or linen fibre to be intermixed — wool and wool only. The garments being made of such a thickness as will protect the wearer from injurious effects of the surrounding atmosphere ; while at the same time its density being such that free access for ventila- tion may go on. The substance should be light, strong, and durable. All articles of clothing should fit comfortably loose on the body,^ — corsetSj garters, etc., should be dispensed with. We have frequent- ly been called upon to treat severe cases of con- gestion of the throat and loins, which were caused by a cotton material having absorbed perspiration to the extent of saturation and thence allowed to remain closely applied to the parts, whilst the temper- ature ofthe body had fallen below normal. Every rider should see that maker's names, and all pieces of cotton or linen, as collar bands on shirt, or pieces sewed about the seams or axilla be torn off, and replacedwith woolen material, even the leather hat linings should be replaced with woolen ma- terial. There are exceptional individuals of peculiar idiosyncrasies, who cannot, or profess they cannot, bear woolen material next the skin. To these we always prescribe a fine cotton under-garment with woolen ones over them, this in a measure tends to counteract the injurious effects ofthe cotton, more- over, there are few persons who cannot wear Cana- dian lamb's wool, finely woven, next the skin, if persevered in for a few days. A rider clad in all wool, may ride through a Canadian thunder shower, (though there is very great danger of being struck by the elongated elec- trical spark — better seek refuge in some edifice having close doors and windows — thereby avoiding air currents,) if in any kind of good condition with impunity and allow his clothing to dry upon his person, providing he keeps up a vigorous circula- tion within. DRESS. lOI If unavoidably caught in a rain storm, and get- ting soaked, on entering an hotel it is far better to imbibe some warm stimulant and go to bed in your wet clothes and cover up warm, than to exchange them for damp ones in a cold room. Vou will be- come dry in a short time and arise as fresh as in the morning without a sign of stiffness, pain or ache. G. H. ORR, OFFICIAL TIMER C. W. A. A brilliant cycling light. ! fir ' ¥ 11 Ii II FOOD. ''The art of feeding, you understand* Ih but a fraction of the worli in hand ; Wi. nobler half ih thut ethereal meat The papor»fan 'The intellectual Treat.'— SonKH. Hpccchcs, toaHtH, around th" fontivo hoot At Drowned In the Juice the city's taps afford ; For only water nanks our knives and forks, So sink or float, we swim without the corks." , — OuvER W. Holmes. Man does not eat food simply to satisfy the pal- ate, but rather to supply the actual bodily need. Was it the palate that caused the first temptation ? "The tree was good for food." Adam gave ear to Eve, and they ate the fruit. Since then the ills of dyspepsia began. Man's destiny is not to live to eat, yet he must eat to live. In this, the last de- cade of the nineteenth century, it is the irresistible- fascinating-method by which the cook prepares the succulent vegetables, the luscious fruits, and sapid flesh for* the repast, that lures man into epicurean- ism. A majority of people over 40 years of age take more food than is required to maintaim the equi- librium of health. The sensation which we term hunger prompts the individual to take food to replenish the stom- ach ; the palate enables him to make a judicious selection ; if the food is simple, as milk, nature's food for the new-born, in itself or with vegetable matter, which is ever suitable, there is little fear of indulgence to an extent beyond nature's demand. PECtJLIARITlES OK DIKT. Prior to the days of Chemistry and Liebig, food FOOIX 105 was chiefly a question of the palate. Organic ch^'-mistry teaches us the use of food and, the ele^ ments necessary to nourish the organs of man. The ancient Romans deemed it necessary to partake of five meals a day ; and at their great feasts when the sense of hunger had been appeased, the stomach was emptied in order that the pleasure of filling it might be enjoyed again. Charles V". could make his way through roast beef, roast mutton, baked hare, and finish with a capon, and drink at once a quart of Rhine wine. Of course, in old age gout took him as a victim of in* temperance. In those days the opinions of men regarding food diverged a ! far apart as the east* is from the west. The English athlete lived on rare beef and raw eggs ; and the Hindoo wrestlers on sweet meats. The English servants and horses were fed meat and corn respectively, when they were put to hard labor. The hama of Stamboul carried enormous weights on less nourishment than would sustain life in a British subject. Before being slaughtered, animals were hunted in order to make the flesh tender and more palat- able than those not thusly treated, and one writer even went so far as to direct " How to roast and eat a goose alive.*' It is a well known fact that the Burmese place their fish in the earth until it is putrid to suit their palates ; whilst on the other hand the natives of the Sandwich Islands eat theif fish alive. Hence the truism " What is one man's food is another man's poison." The Gauchas of the South American pampas subsists on water and lean beef and are noted for their strength and en* durance. The comestibles selected by man in i different parts of the world varies in the widest manner, e. g., in some parts of China the natives I prefer to use eggs " high ;" the Israelites lived on " corn and wine" and " oil and honey ;" the Arabs, [dates; the Egyptians, lentiles ; the Hindoo, Chinese and Japanese, rice ; the Brahmin, bananas ; the i ffv- •' '^ii 104 CYCLING. '■ '-■,;:!,: Kafifir, milk ; the Spaniard, onions, bread and oil ; the Italian, maize aud macaroni ; the Sikhs of the I'unjaub, pulse-plant seeds ; the negro, rice and butter ; the Eskimo, fat and oil — as much as 2olbs. daily ; the chamois hunter wanders over the moun- tains with a piece of beef suet only tied upon his body, — his wise selection of the largest amount of fuel in the smallest compass. The North American Indian who used to pitch his tent and build his camp fire, and hunt and ftsh on the banks of the river Avon, where the Classic City of Stratford now stands, went forth from his wig- wam as Lucifer was rising on the tree tops and usher- ing in the day, with no provision to supply his bodily wants during the day of wandering, save a small piece of venison suet, being the most compact and sustaining form of nourishment at that time to him available. Has not instinct, the gift of the Great Spirit, guided him right ? The writer has learned by experiments and In- dian precept that beef suet wrapped in oiled silk. Also (elixir-quintessence.) ' ' RECIPE. Tea infusion, seven drams. Glycerine, one dram. Oil of Lemon, one drop, carried in a flask are the ^nost practical, economi- cal, efficient and delicious comestibles available in the Canadian Pharmacophceia of Dietery at the present day, for nutritive sustenance on a day's fast cycling, or for a 100 mile continuous run. The assertion *' fat and bilous," is incorrect, and where there is a tendency to tubercle, the individ- ual should learn to eat fat, just as a cycler learns to pedal. Canadians have probably a wider range of edibles from which to select their diet than any other coun- try on this planet. (As to any other planet — deci- sion reserved.) *' ' ''■ >f-r^ "'. -e'rt-y^.u, A Doubtless this, in a measure, is a great aid in the FOOD. »0S nlmost phenomenal national prcsperity of Canada. It is one of the many factors that make Canada for health, happiness and prosperity pre-2minently the most desirable place of all countries in which to dwell. MIXEl> DIET. Many people seem to look upon meat almost as ihouyh it formed the only food that really nourish^ ed and supplied what is wanted for work. Physi* cians are constantly coming across ?m expression of this view. Undoubtedly, a {greater feeling of satiety is produced by meat than by other food. It forms a greater stay to the stomach, but this arises from the stomach constituting the seat of its digestion ; iind a longer time being occunied before it passes on and leaves llie organ in an empty condition. From the {^receding statement we can easily comprehend why man requires a diet consisting of animal and vegetable matter. Should man confine himself to a diet of meat alone the stomach would he called upon to do almo.st all the work of digestion and the appetite would soon fail ; on the other hand should he use veget- able diet only the salivary glands and those of the intestinal canal would perform mainly the functions of digestion; and soon alter a meal the stomach would be craving for food, although the intestines might contain more than is essential to nourish the body. Farinaceous food or bread is the staff of life : moreover, milk, fat, especially in the form of butter and a little fluid is all that is necessary to consti- tute a complete food for mankind. In these we have starch for body fuel ; in these albumen in the gluten, for tissue repair ; in these we have earthy salts, for the blood ; in these we have fat, for body fuel and body-tissue. DIGESTION. Following the transformation of a portion of "S ' n '■:i?p m ^ io6 CYCLING. bread and fat during the process of digestion. The saliva comes in contact with some of the starch granules, while it is being masticated and a meta- morphosis of insoluble starch into soluble sugar ii> begun. When it is swallowed, a new action com- mences. The soluble grape sugar of the converted starch passes through the walls of the stomach, thence entering the gastric vesicles of the portal vein ; leaving the undissolved .v'bstance in the stomach. Then the acid gastric juice of the stom- ach acts upon the gluten, the albuminous stroma, or framework of the substance, and by dissolving it sets free the remainder of the starch granules, which had escaped the contact of the saliva. When the pulpy mass passes through the pyloric ring, the exit from the stomach, it is then mixed with the bile, and the secretion of the pancreas, and here the most active part of the digestive process begins. The starch granules set free by the gastric juice come into contact with the diastase of the pancrea- tic secretion, and are by its action transformed into soluble grape sugar; the pancreatic ferment-trypsin carries on further the digestion of the albuminous substances ; and the fat is emulsionised. This is digestion. The sugar, the dissolved albuminoids, the earthy salts, are conveyed by the portal vein to the liver ; while the fat globules are conveyed by the lacteals into the lymphatics. Herein is the di- gestion of a typical portion of food ; here are carbo- hydrates (starch and sugar,) albuminoids, fat and earthy salts — these are all the necessary constitu- ents of the food of man. The lympatics begin as very small vessels in al- most every tissue of the body, and after passing through one or more of the lymph-glands empty themselves either in the thoracic or right-lymphatic duct. That portion of the lymphatic system which originates in the mucous lining of the intestines, takes up the chyle from the intestine during diges- tion, while it conveys lymph when digestion is not ■■■,'iiij FOOD. 107 going on. All the lymphatics of the intestines empty into the thoracic duct. The thoracic duct com- mences low down in the body by a dilated portion called the receptaculum chyli, it extends upwards close to the spinal column and terminates in the subclavian in the neck near its junction with the juglar ; and those lymphatics of right side of head, neck, right thorax, right upper extremity, right side of heart enter the right lymphatic duct. Thus we have traced the bread and fat from the mouth into the blood vessels. What then about body waste ? In the form of urine 52 ounces passes every 24 hours containing 4 per cent, of solids — (of course in hot climates less passes by the kidneys and more by the skin.) In perspiration about 30 ounces (containing 2 per cent of solids) passes in 24 hours, of a clear, colorless fluid, with a peculiar odor, acid from the sebaceous glands and alkaline from the sweat glands, in the normal state it is acid, (of course in exceptional circumstances the same quan- tity may be lost in one hour.) In watery vapor from the lungs it loses 7 per cent, per volume besides ammonia and some other deleterious substances. The amount of carbonic acid given off in 24 hours is 12,300 grains. Oxygen. Nitrogen. Carbonic acid. Inspired air contains : 20.81 79. 1 5 .04 expired " " 16.03 79.55 4.38 The expired air is completely saturated with aqueous vapor. The amount of blood in the human body is esti- mated at 1/13 of the body weight. THE DESTINY OF FOOD. The food is act-d upon by the secretions of the alimentary passages before it can enter the vessels or lacteals imbedded in the walls of the stomach and intestines. >":-»y*-*" ':--u ivi 'ii,.i.f\i.n / •• ,,. ■■; .-AurjA^ f*l 1. 1,; "* il: t I ■ : i' 108 CYCLING. The albuminous foods are reduced to pulp in the mouth thence swallowed and transformed into the peptones by the action of the gastric, pancrea- tic, and intestinal secretions, \fost of the pep- tones thus formed enter the small blood- vessels of the stomach and villi. They pass through the ^Ma ■■iS^:rM'i' -M )^ #-K-tii:.' ,:- "^ 1^1 'Ift^f I, ■ ■> .. ' ■ ^iC'-'-' ' ■ ' ' ''(•(;■ ",:' ,'■■; *^ ',~' If'/ '*<^#:'«. ^s^ „f*' R. A. ROBERTSON, CHAIRMAN RACING BOARD. OFFICIAL TIMER C. W. A, small blood-vessels by osmosis and are conveyed to the liver by the portal vein. In the liver they form oxidized bodies or are re-converted into albumen to aid in the nutrition of the body. FOOD. 109 The starches are changed into dextrin and sugar by the action of the saliva, pancreatic, and intesti- nal fluids, and in this form enter the portal vein by osmosis, and thence conveyed to the liver, and there it is stored till required to be oxidized for the production of heat and muscular energy. The fats are reduced to pulp in the mouth, and their fibrous stroma or frame dissolved in the stom- ach, so that the fat is liberated. When the fats pass into the intestine they come into contact, with its secretions and are reduced into fine particles, small enough to easily enter the lacteals— this is emulsion. They are also saponified. Some of the fatty matter enter the portal vein, but the larger portion enters the lacteals, commencing in the villus. Tiie walls of these vessels when wetted with bile easily allow fatty matter to pass through them. Lastly, the fatty matter forming the chyle pass through the mesenteric glands and into the recep- taculum chyli and thoracic duct. The food that enters the body in the form of meat, starch, sugar, fat, after being digested passes into the blood vessels as peptones, fatty matters, and sugar. The effects of the albumen, sugars, and fats absorbed from the alimentary passages, pnss from the body by the kidneys and lungs in the form of urea, salts and carbonic acid. ER C. W. A. TRANSFORMATION OF CO^MKSTIBLES The great processes of the acts of digestion are brought about by a singular group of substances termed ferments. These substances are an ex ceedingly important factor in the transformation of the food. The comestibles are reduced to pulp, and mixed with saliva in the mouth ; some of the starch is converted into maltose and becomes alkaliiie, and the fats and proteids pass unchanged. In the stomach the mass is rendered acid, the fibrous stro- :: M ■■-..r im HO CYCLING. ma of the fats are dissolved, and the fats set free, and the starch and sugar remain unchanged. The albuminous and proteid foods are mostly dissolved and a thick mixture of peptones, liquid fats, and starches are formed, these are called chyme, and are slowly passed through the pyloric ring into the intestines. In the intestines the chyme is mixed with the bile pancreatic and intestinal fluids, and becomes alkaline and again conversion of starch into sugar commences, fats begin to be emulsified, and the remaining proteids are transformed into peptones. The peptones and salts which are diffusible pass into the portal vein, in a fine state of division the fat enters the lacteals. In the large intestines the liquid chyme gradually becomes solid, and by fer- mentative changes becomes acid, and the odor of feces is here acquired. croicE. Beef should be of goc d quality : the fat should be firm, not yellow, and free from blood, and should not be in too groat proportion relatively ; the mus- cle should be firm without being tough, not too pale, nor dark colored, and should not present any marbling or lividity on cross-section. The most es- teemed parts of the beef are the thigh and hip (round, sirloin, fillet,) the loin and certain parts of the shoulder (rib-roast, porter-house steak, etc.) Mutton, although possessing a lower degree of nutritive value than beef, is one of the most useful of the animal foods, as it is easily digested. Venison is more easily and quickly digested than beef, but does not possess the same nutritive value. Chicken has an agreeable taste, the tissues soft and easy of mastication and digestion. Next to the chicken in point of digestibility is the domes- tic turkey, then goose and dnck. Certain " game birds," e. g., the prairie-chicken, wild-ducks, wood- FOOD. Ill cock and snipe all possess a high degree of nutri- tive value. Eggs usually weigh about two ounces. Eggs raw, or better, whipped, are the most digestible of alimentary substances, and, as their composition indicates, possess a very high degree of nutritive value. Milk can be temporaly preserved in summer time by adding a little bicarbonate of soda and sugar. It is highly nutritive and should contain from lo to 15% of cream by volume. Boiling insures its proof against germs. Buttermilk contains the casein, lactin and salts, and is therefore very nutritious. Fish, fresh, properly cooked, is easy of digestion, white fish, shad, bass, and fresh mackerel, are bet- ter than cod, salmon or eels. They should soon after being taken from the water be either broiled or boiled. At the time of spawning, and immediate- ly pfter the flesh of fish is watery and simi-gelatin- ous and not good for food. Oysters rank among the most digestible of food, easiest digested raw, or broiled in sickness, stewed is the form in gener- al use. For irritable stomach, the most easily borne oyster-soup is prepared by the addition of the liquor to boiling milk. Wheat-bread made from superfine flour is easy of digestion; owing to its lightness and sponginess permitting a rapid eff"usion of the gastric juices through every part of it. Most of it is also avail- able for nutrition ; there is little residuum ; hence the constipation which attends its use in large pro- portion relatively to the other constituents of the diet. When flour in unbolted (bran not separated, an increase of nutritive value is obtained, at the expense, however, of digestibility. A large part of the bran, probably, resists the action of the gastric juice, and hence, irritating the mucous membrane, increase.s by reflex action the secretions and vermi- cular movements. Bread requires from 3)^ to 4 hours for complete digestion. Brown bread longer. *., . ■ ./I : n^ hi'- i.^ J.**^ s-^- ^ . T^'?" n .'tv -^- >!«*,: *:t<'l , 1 .1.. ,'. .,N |: 1 1 ■'" 1 )■■ ■ J i: i ■ iiiii i :lliPtS W. HYSLOP, ToKONTO, CANADIAN CHAMPION, 1893. FOOD. 113 :mWT'- ■K':.# 0^' ■-^ ^^^''' 4^ S^^ .■" V, ^^m fn 'v^H^ . V'm, *£^^M, »'^1t 1893. Rice is one of the most digestible of vegetable foods requiring when boiled, about one hour, corn and oatmeal about 3 hours. Potatoes, next to wheat, is the most important food derived from the vegetable kingdom. When cooked the tuber should be mealy and dry. The sweet potatoe is the most nutritive. Starch, sago, arrowroot, and tapioca, differ from the preceding vegetable foods, in that they contain no nitrogen. They are digested in from one to two hours. Turnips, parsnips, carrots, onions, asparagus, beets, cauliflower and cabbage, all require from 3 to 5 hours for digestion. Ripe fruits, as grapes, apples, pears, peaches, oranges, bananas, lemons, etc., possess but little nutritive value, as they contain only about 10 to 15 per cent, of solid matters. Dried fruits, as dates, figs, and raisins, are relatively much more nutritive, because they contain a larger percentage of sugar. IDIOSYNCRASIES, Individuals of square abdomen and large inter- nal organs require a full meal at considerable inter- vals, while individuals of thin flank generally want a spare meal, and that frequently repeated. A wife having small digestive organs who takes her meals with her husband, who has internal or- gans of large capacity soon begins to fail ; and finds it necessary to take a meal between those of her husband. Her conformation of body is different from her husband and therefore she cannot do as he does. Every one knows from personal experi- ence that digestion is much quicker with some per- sons than others ; and tb.at som? articles of food are more comfortably digested than others. A farmer cannot run a thrashing machine with- out horse, steam or some other kind of power. Power he must have. Neither can man perform 114 CYCUNG. m labor without food to supply the full requisite for the production of that power ; nor can he perform labor or take exercise before breakfast without in- jury to his system. It would be just as rational for an engineer to think he could generate steam with fire alone without water; or a coachman to think he could get power out of his horses by using his whip without giving them food j or a cycler to run his wheel without oil — it would very soon wear out. These so-called " constitutionals" indulged in by so many people before they break the fast of the night are a delusion and a snare. The food requirements of adult human beings vary according to climate and temperature, and according to the activity of their organs ; they also vary according to individual peculiarities. Some persons, even in health, digest rapidly and imper- fectly the food which they consume. With them a considerable amount of it passes away undigested through the intestinal canal, and escapes with the feces. With persons so constituted, hunger soon re- turns owing to the demands of the economy having been imperfectly supplied, and a supply of food is required; it is as if half the coal placed on a fire had fallen through the grate. With others, on the contrary, the process of digestion is slow and the ela- boration of the nutritive materials contained in the food is complete. Such persons both require less food, and that food less frequently, ina?rnuch as they extract more nourishment from what they take. And such individual idiosyncrasies is by no means confined to human beings. All who have had much experience with horses, know that some can do a great deal of work on moderate supplies of food, while others " eat their heads off in no time " in stable language, and yet a^ 3 not capable of much work. Where the constitution is of a mixed nature, or a compound of two or more temperaments, a diet composed of animal and vegetable aliment in near- FCOD. "S ly equal proportions is under ordinary circumstan- ces the best. But where any one temperament predominates, the diet ought to be modified ac- cordingly. Where, for example, the sanguine con- stitution prevails, and is characterized by the florid comple.\ion, great activity, strong action of the heart and blood-vessels, and a consequent liability to diseases of excitement and inflammation, the food ought to be habitually of a kind calculated rather to soothe than to stimulate. Red meats, spices, wines, and fermented liquors ought to be used sparingly, and the principal support to be de- rived from refreshing soups, fish, mucilaginous, vegetables, acidulous fruits, and diluting drinks. In the case of lymphatic persons, on the other hand, where the circulation is weak and slow, and all the functions are feeble, the system is benefitted by the stimulus of a larger proportion of animal food, especially red meat and game; while vegetable soups, and fluids of all kinds prove relaxing and hurtful. Aromatics and spices, however, are useful,, as is also wine in moderation and conjoined with ade- quate exercise. If again the individual presents a highly nervous temperament, characterized by deli- cacy, unusual sensibility to impressions, and great excitability, without proportionate strength, such as is often seen in females and in men of genius, care ought to be taken not to make use of a heating or stimulating regimen. White meat, such as fish or fowl, are more suitable than the kinds in ordinary use. Spices are also hurtful, but farinaceous and mucilaginous. Aliment and ripe fruits are gene- rally admissible, — always supposing that modera- tion in quantity is attended to, and that the mode of life is in other respects r'^jular and rational. When the dark, bilious tempei iment predominates, and much bodily exercise in the open air is enjoyed more latitude in the choice of food is admissible, than in any other constitution. * t' An individual who has been accustomed until r" '' 'v '•'' 116 CYCLING. middle age to eat often, may not with comfort and advantage be able to supply the wants of his system by two meals only ; and yet this system of feeding may perfectly agree with his neighbor early inured to it. Thus it is that the German, the Frenchman, the Englishman and the Canadian become habit- uated to the food and food hours which obtain in their respective countries, and that their digestive powers often give way when they change their resi- dence, and endeavor to conform to the novel habits of their new place of abode. ■,,'. ;;:;■, I ■'t>' fi «'j:l|,i;. W. PAYNE, London, Ont. SUBSISTENCE DIET. Nitrogenous matter (meat) 2.33 ozs. Fat 0.84 " Carbo-hydrates (starch-sugar). 11.69 " '.Wr ,;i;'»-:"''Mi||l!|| FOOD. 117 ACTIVE cycler's DIET. Nitrogenous m atter 5.41 ozs. Fat (force-food) 3.41 " Carbo-hydrates 1 7-29 " Carpenter " states that about two pounds of bread and three-quarters of a pound of meat are amply sufficient to compensate the daily losses or the sys- tem in a healthy man," in tropical climates less ; in arctic climates more. Nitrogenised matter is necessary to produce and maintain muscles in good condition for cycling. Generally speaking meat produces — muscle ; sugar —energy. COOKERY. " We may llvo without poetrr, music, and art ; We may live without oonacience and live without heart ; We may live without friends ; we may live without books ; But Civiliaed man cannot live without cookH. He may lire without books— what is knowledge but grievicR. He may live without hope-- what is hope but deceiving. He may live without love— what is passion but pining ; But where is the man that can lire without dining t" (Meredith.) Cooking is both an art and a science, and good cooking implies both knowledge and skill. A cook need not be a chemist, physiologist or philos- opher ; but he must have skill, acquired by prac- tice and experience. His skill must be applied according to the teachings of science, to obtain the best results. Neither bad air nor bad food are compatible with either sound mind or body. In cooking '* know- ledge is power" indeed. In cooking meat heat coagulates the fibrine and albumen, and softens the gelatinous constituents, the connective tissue, by which the fibres are held together, and thus allows of their ready separation. Other things being equal, warm food is more easily digested than cold. ij : : ii8 . l, i ■ J •?' . S ' :,li i|j:,l'i i» .■ ■ i^i: 1:111 :|-> i.ri CYCLING. BOILING. Meat boiled retains more nutritious properties, and is easier of digestion, than when cooked in any other way, but it is less palatable. To boil properly place in boiling water, to induce speedy coagulation of the albumen of the outer portion and thus form an impervious envelope that will prevent the escape of the juices from the interior. After boiling five minutes reduce the temperature to i6o degrees Fahr., and continue until cooked. ROASTING. Roasting, next to boiling, is the best form of cooking. The same principles apply as in boiling, i. e., the heat should be stronger at first, till a layer of consolidated tissue has been formed on the out- side, and then the temperature reduced, so as grad- ually to coagulate the albumen of the interior with- out shrivelling and hardening the fibre. By this process some Osmazome is lost. Meat cannot l)e cooked as evenly to the centre by this process as in boiling. Broiling has much the same effect as roasting, and is the best mode of cooking fresh water fish, and all small fish. Liebeg was the first to demonstrate that beef tea is devoid of albumen, therefore a vital restorative rather than a nutriment, unless albumen, such as beans or peas be taken with it. EGGS. To boil eggs properly, place in water at i&o to 190 degrees Fahr. for five minutes, and when taken from the water crack the shell at top to allow the heat to escape, it will then be like a jelly from shell to centre. [Mr, Harris, baker.] FISH. Fish is much firmer and loses less of its flavor by being boiled in hard water. FOOD. 119 POIATOKS. Potatoes are best cooked by steaming,and in their skins rather than peeled, as the object is to retain, as far as possible, those constituents, which, being soluable, would be lost in the water in which they are boiled. In either case the heat should be con- tinued till the starch cells have all been disrupted, so as to allow their contents to escape, and thus render the potatoe mealy. BEVERAGES. " The cup that cheers but not inebriates," con- duces not a little to the contentment of the poor and the comfort of the rich. The amount of fluid required daily is stated to be about five pints, to meet the water loss by the kidneys, the skin and the lungs. The fluids most serviceable to the cyclist are tea, coffee, cocoa, water and milk. Coffee has a some- what laxative action on most persons ; on the other hand, tea has astringent properties— especially that variety known as green tea. If used to excess as beverages, they derange the organs of digestion and excite functional disturbances of the nervous system — on the part of the digestive organs : acidity, flat- ulence, eructations ; on the part of the nervous sys- tem : headache and confusion of mind. Cocoa is more directly nutricious than coffee or tea, and, as it is rich in fatty matters, is much more difficult of digestion. In Turkey, where much coffee is used, gout and rheumatism are almost unknown. It acts as a diuretic, and is restorative in ordinary condi- tions of fatigue. In the Antartic expedition the men all preferred it to spirits. As an article of diet for soldiers, tea is most useful. The hot infusion, like that of coffee, is potent against both heat and cold, it is most useful in great fatigue, especially in hot climates, and also has a great purifying effect on water. Personally, we prefer coffee or cocoa. %|i'.| 1 ..\ 1 ?' distc lets is in will FOOD. 121 Cyclists may choose the one most suitable to their taste. The best effects will be obtained by drink- ing them warm, and in every case only after the meal is completed, — not whilst masticating. To quench thirst cold tea may be preferable. Racing men, travelling from place to place, should never drink liquids, (including milk) that has not been boiled. LIQUID. Milk is a complete and perfect food, containing tat (in an emulsionized form,) albumen, (in the form of casine,) carbonates, (as milk-sugar,) with salts, (phosphates and others,) all properly diluted. On this, life can be sustained for an indefinite period. Boiling water poured upon milk and drunk whilst wirm, is an excellent mixture, and may be taken at any time by those with whom it agrees. We know of none better. The warm water destroys germs and prevents the milk curdling during digestion. Towards the close of a long race, or when a race meet is unduly prolonged, an excellent mixture is prepared as follows : — The white of two eggs is strained through a cloth, an equal quantity of water is added, and to this if desired a quantity of bran- dy, whiskey, rye or malt, suitable to the idiosyn- crasies of the individual. Fresh butter-milk is an excellent nutritive fluid, having medicinal properties. It is recommended for dyspepsia, heart, kidney and lung diseases. Water taken as hot as possible L an excellent alleviator of thirst — cold water creates thirst. We have always found that from a pint to a quart of hot water drank immediately after "riding all out" in a long distance run, that the distressed feeling would dis- appear and strength return as if by magic. Water undergoes no change in the body. Citric acid tab- lets are useful to quench thirst. The athlete who is in good "fit" and at all times breathes properly, will not be troubled with the sensation of " thirst." M 122 CVCLING. i:. An egg beaten up in milk is always a safe re- source, —masticated, not quaffed. If in the even- ing and not going out again an ounce of sherry or half an ounce of brandy may be added. Any reliable preparation of Fluid beef, taken as beef tea, preferably warm. It may also be had in the form of lozenges, one being allowed to dissolve in the mouth as needed. Our favorite prescription in all circumstances, cycling or otherwise, is — Infusion of tea (black variety — weak) 7 drams, Glycerine i " Oil of lemon ... t drop. Dose, ad libitun?. As to alcoholic stimulants and tobacco, we have never used them, (except when as a child on mo- ther's knee, doubtless on occasions we received the ancient dram) although prescribing it largely daily in our professional work. In our opinion, the strong, robust athlete does not require them ; but the individual who has pass- ed the age of sixty and feels that the infirmities of old age are creeping on, that variety of liquor most compatible with his own idiosyncrasies, of the best brands only, taken after dinner, or better in the evening, when not going out again, will not only enable him to accomplish more work, and exhiliar- ate while at his work, but even may, in a slight de- gree, prolong his lease of life. COCA. The generic term *" Theobroma," or food of the gods, was given to it by Linnaeus, by whom it was highly esteemed. The leaves of the coca plant (erythroxylon coca) are often chewed by racing men, particularly in long distance contests, and, undoubtedly, for the time being increase the motor power, besides giv- FOOD. 123 ing greater freedom in respiration, and enabling the user to fast for considerably more than the ordinary period without feeling exhaustion. Weston, having learned this fact, was detected in the use of coca during one of his extraordinary feats in London. Coca leaves resemble tea leaves, but have a sliglitly visible curved line on each side of the mid- rib. They are chewed by the natives of Bolivia to sustain them during the day, that they may defer eating until the evening. When the road slugger feels '' baked " he may chew a few leaves, or take twenty drops of the es- sence of coca in an ounce of water, when his fat- igue will disappear as if by magic. The leaves have a strong, tea-like odor, and an infusion resembles ordinary tea in taste. Its action on the system causes a feeling of contentment and of well-being takes possession of the mind, the sense of fatigue is removed, drowsiness is experi- enced for a brief period, but it is soon succeeded by wakefulness, and increased mental activity. But valuable as coca is within due limits, it is dangerous when taken in excess, ruining the diges tion, and, like opium, making a miserable wreck of body and mind. Use coca wine, or better take it only under the directions of a cycling physician. F. W. Shorland, the English long distance cham- pion, uses cuca-cocoa whilst training, and cuca chocolate during the race. Manufactured by Root & Co., London, W. C, '■V:'i TRAINING FOR CYCLING. .:? • '' kM. '^\ " His joy is not that he has got his crown. But that the power to win the crown is liis." The Greek public games were instituted in honor of gods or of deified heroes, and the victors, espec- ially in the olympian games, received the highest honors. On their return home they rode in a triumphal chariot into the city, a portion of the Wall being thrown down to give them admittance; they were honored with the first places at all shows and games, were maintained at the public charge, and great honor descended to their relations. The games were running, throwing the discus or spear, leaping, boxing and wrestling. Wrestling was the most ancient exercise and vva« performed by two naked men anointed with oil, and sprinkled with dust, folded themselves in one another's arms, and endeavored to throw each other to the ground. The Olympic games, were celebrated in honor of zeus olympius, and were held at Olympia, a town in Elis, whence they received the name Olympian Their institution is assigned to Hercules by some, but it is impossible to say with am- accuracy who was the real founder. They svere for some period neglected, until the time of Iphitus, who re-insti- tuted the solemnity; but it was not till B. C. 776, when Coroebus won the foot-race, that the Olym- piads were employed as a chronological era. The games were celebrated every fifth year, in the attic month Hecatombaeon, and continued five days, from the nth to the 15th inclusive, the interval ot four years between each celebration of the festival being called an Olympiad. The Eleans had the TRAINING. 12! management of the games, and appointed the jud- ges, who were '^hosen by lot from their number. Women were not allowed to be present. Those who intended to contend were obliged to swear that they were freemen, not guilty of any sacriligious act, and had spent the proper period — ten months — in preparatory exercises. The wrest- lers were chosen by lot, and the exercises, in addi- W. B. CLARK, Jr., PRESIDENT S. D. C, SARNIA. tion to those mentioned in the la.st section were horse and chariot races, in which, as in several of the other exercises; boys contended. There were also contests in which musicians, poets, and artists, strovi; for the victory. The victors in these games were rewarded with wreaths of wild olive, and statues in the grove of 126 CYCLING. iVi Altisj and still more substantially on their return to their own cities, as mentioned before. The object of training is t\vo-t'old. To produce perfect general health, the " men's sana corpore sano," (Horace) and, to develop special powers in individual organs. The Rev. T. De Witt Talmage, in a sermon, "Wholesome Recreation" says — -"physical develop- ment which merely shows itself in fabulous lifting, or in perilous rope-walking, or in pugilistic encoun- ter, excites only our contempt ; but we confess to great admiration for the mat' who has a great soul in an athletic body, every nerve, muscle and bone of which is consecrated to right uses. Oh, it seems to me outrageous that men, through neglect, should allow their physical health to go down be- yond repair. A ship which ought with all sail set and every man at his post, to be carrying a rich cargo for eternity, employing all its men in stop- ping up leakages ! When you may, through the gymnasium, work off your spleen and your queru- lousness and one half of your physical and mental ailments, do not turn your back on such a grand medicament." It is said that the Duke of Wellington, when once looking on at the boys engaged in their sports in the play ground at Etun, made the remark, " It was there that the Battle of Waterloo was won." Training is the process of taking a man from a state of racing incapability, into a perfect state of health, which is shewn by the great increase of strength, activity, wind, and power to continue great exertion and pace to the extent of bis endow- ment. More briefly, — Teaching and forming by practice. An oarsman would not expect to win a race by fast use of his oars, without some attention to steer- ing. The cyclist, who does not habitually use his brain, as well as his muscles, will never be an ac- TRAINING. 127 complished and successful rider. Success depends more on head work, than leg work. That man who can acquire and use instantane- ously, if needed, practical racing knowledge will stand head and shoulders above his fellow cyclists, as does the skilled mechanic above the ordinary laborer. Physical strength profiteth nothing without the active and clear brain to guide. The individual who studiously observes the in- structions hereinafter given, will gradually improve in form and in the control of his cycle, this will enable him to ride very fast, and to take long jour- nies without experiencing ennui — in other words he will then be able to obtain the maximum of plea- sure with the minimum of labor. This acquirement is in itself invaluable, and though he may never devote the time and attention necessary ^o become a champion of the path, yet, easy form and speed are obtained, and these are the most desirable accomplishments of any cycler. The pleasure seeker sitting on the grand stand does not really enjoy a cycling contest, until he understands the game and observes or follows each rider's movements or tactics in striving for posi- tion. "To tell our own secrets is often folly ; To communicate those of others is treachery." — Rambler. The Canadian athlete, of all forms, seems to have erroneous ideas as to training for contests requir- ing skill and endurance. You will observe that he will, a few weeks before his event, be it a lacrosse match, a boat race, a cycle meet, etc., it is just the same, he is going into what he calls "active train- ing," with much enthusiasm and hopefulness, it might rather be termed " passive training," as his enthusiasm soon grows cold, and he quite likely leaves the sport entirely. This is only nature after all, for there was not much real pleasure in it for '.^1 '" '1 CYCLING. .Uv savin, he was injuring his system, him, as generally saying " , j^g vigor. . instead of renewmg and mcrea. b ^^^^^^ ,^ Every athlete ^^n^^*^' -on thit the blood flows ,,ough[ into active e-r - ^ ^ Zi muscle, that T. H. COOK. V,CE.PKKSmKNT S. B. C, S.RN.A. ,V>e acUvUy . i-- than a -U^^^^^^^^^^^^ L^ ing TRAINING, 129 applies to all the organs of the body. This is what occurs in the present system of training. The athlete also knows that when a muscle is brought into moderate activity the blood flows through the arteries in greater than the r^ormal quantity to that muscle, that the veins have time to take up and carry away the waste products and excrete it from the body in the breath, urine, or by the skin m the form of watery vapor, that the mus- cle is now being well nourished and is slowly grow- ing larger, that the quality of the muscle is in- creasing. This is the secret of training. This is the pro- cess of obtaining quantity and quality in a muscle, or organ, this is the method of acquiring stamina and agility, this is the nucleus, — or in other words, the best pill in the book. The Canadian famous oarsmen, Hanhn and O'Connor, were defeated by the Australians who, though inferior men, educated themselves by the slow, continuous process, and, of course, won easily. A muscle, or organ, then, cannot grow in a week, a month, or a year to its greatest capacity. It re- quires many years to attain this greatest capacity. Well, then ! the athlete says that is only a pre- scription for the professional. Is it ? No, cer- tainly not, if the pure amateur cannot devote the time necessary. (He can if he tries — where there is a will to do, there will be found a way) he should follow this method so far as his time will allow, and when he does enter the contest he will feel he is not in per- fect " fit " yet he will be much more successful in the contest than if he had tried to do in a month what nature says many months are required so to do. Besides, this hastening process, which is a char- acteristic of the Canadian people to-day in almost every calling, as in athletic games ; it is the most y- 130 CYCUNG. > !5l Je, should be, not a, a usU.^^^ en.ighten.ng, tas- oTed according to the d,ct»te ^_^. y of K^^" earthy tabernacle »« " ^„ (or the signal to h . career, and when he .» wa>t ng ^^^ " rll \nn of an event, he m^y j^^, ^je s:rtr *e po^«;o - •: ^n'hu ,... >''"'="' tX«g*-'-'''= I" r brrod^raS do not take regu ^^^^ ^^^^ air oy tr<;i^T%lver be written, by which jder. ^aTtSftb-^ir- -,-a^rx. r^,^: The'constitution oM^-„;"^:ff' c on a""*'' „ Je'al one man would have °"',* .u? ,ider 0"'V ''""/.oCobsJ^v^d. -d thus let ^^^,;'^: tSr Xttbe. for h -K. „iV W-° ■ ■f} ,fte"a three weeks rest ^ ^^^ said. ^' one of *= *'"' "=""T„«t the body, muscles ..4he object of trainmg -s » f ^,^j, „f health and on cycles,— anu f ji\> TRAINING. "31 records they desired, with the result that one did the mile under 2.10, and the other did twenty-five miles in the hour, breaking up nine pairs of pace- makers on a tandem, and this on a windy after- noon. How^ widely different were the ends aimed at by these riders, and, yet, with the same amount of work, they were both successful. During their three months' training they lived on beef, mutton and chicken, and no aromatics, or indeed, any condiment, was placed on the table. Their trainer never knew what amount of work he would give them until he saw them on their cycles, when he could easily detect whether they required rest or hard work. It is said that the first point in oratory is action, the second, action, and the third, action. So with cycling, the action is most important, and no one need expect to become a great rider without an easy style. This holds good in any athletic game ; the man with the easiest style usually getting over the ground the fastest. Referring to the loafing question, a writer on horse-racing says : " A worse ridden mare we never saw than she was in the Stratford meet when Jehu rode her in the lead all the way, throwing to the dogs whatever chance she may have had." Here is a case where " waiting tactics " would, presumably, have won an important race on the outcome of which many hundreds of dollars were wagered. No one disputes the assertion that the duty of every racing man is to win when he can, and, as the practical racing men all know, that to make pace means to lessen their chances of winning. It may be taken for granted that they will not lead unless they have to. In that case they will feel as one of the most consistent "waiters" in Stratford did when he found himself, (according to agreement amongst the riders) in front . 132 CYCLING. He remarked, "This is very awkward," as it un doubtly was, to a man who wanted his field before him where he could see them. When a rider knows that an antagonist has a won- derful sprint and feels sure that he cannot beat him at that game, he might try to run him off his legs for pace. If he takes him all the way through he may find a weak spot, but the sprinters of the DR. A. N. HAYES, PRESIDENT S. B. C, SARNIA. present day will stand a lot of this " running out " before they cry enough. While there are racing contests the men who mean to win will wait if they know that they im- prove their chances of winning by doing so, and eVery practical racing man knows that they do, as sportsmen they are, above all things, bound to win. TRAINING. t33 Synyer says • " Is mere pace forcing preferable to tactics ? Certainly not, and even as Osmond has tried the pace-forcing system, so have I, and I have come to the conclusion that for a man to be able t'» run another man off his legs he must be, at least, a hundred yards the better man in a mile, espe- cially when there is any wind about." Howell says : " I have won mostly all my cham- pionship races at the waiting game. I used to go all the way, but found out that I could win much more easily by waiting, and sprinting my men down at the finish." A gamer man than Dick Howell never crossed a wheel. The famous American racing professionals, W. A. Rowe and H Wheeler in almost all the events in which they were competitors played the waiting game, and (nearly) always won. The following rules of the track, are posted up, and in force at the famous Heme Hill track, London, Eng. 1. All riders must be suitably attired. 2. Riders overtaking others must pass on the outside only. 3. The path may only be ridden left hand inside. 4. A rider, whether riding in a string or alone, should never slow suddenly or cross the track. 5. A rider, before dismounting, should hold up his hand, and ride off on to the grass on inside of track. _ , 6. No rider is permitted, undev any considera- tion to dismount on the track. 7. In all cases a rider must keep as close as pos- sible to the inside of the path. < 134 CYCLING. AGE. m " When all the world is young, lad, And all the trees are green, And every goose a swan, lad. And every lass a queen ; Then hey ! for pedal and wheel, lad, And round the world away, Young blood must have its course, lad. And every dog his day." — Irish Cyclist. Many young men are as fully developed both physically and mentally at 17 as are others at 21 years of age ; and until they are 21 they should re- strict themselves to very short distances. With a light, rigid wheel, a very low gear and short dis- tance events, it is perfectly safe for every youth in good health, to compete in cycling events, provided he be "fit" for racing by the "slow, continuous process," and have a mentor to curb him when at- tempting to do too much cycling. The principal objection is if a youth be allowed to compete in race events, his very mind fastens unto the word speed, instead of making form or correct motion the object sought for, and this may prevent him in after years in ever attaining to championship honors. It is well for him to be pre- sent and observe how model riders economize their strength. BATH. After the rider has had a good rubbing from a few minutes to half an hour. A towel soaked in cold water is rubbed quickly over the head, neck, spine and the whole body. This does not produce any injurious shock. The rubbing process is again applied. He is then dressed in woolen clothes, being careful to protect base of neck and feet from cold winds. This form of bath or, pore contractor, can be given at any place or season and is perfectly safe, and can also be used by the rider in his own room after each run. i'' ^^4! f TRAINING. 135 The shower and plunge baths will answer in some cases, but generally speaking they are not practical nor safe in Canada After such treatment following a brisk ride, the skin will be found nearly as soft and lissom as after a Turkish bath, without the tediousness or dangers of the latter process. Warm water is occasionally necessary, for some people, for the purpose of removing the mucilagi- nous and oily secretions which exude from the pores of the skin. In cold weather, however, these ex- cretions form a protection to the body and if remov- ed too frequently by the use of warm baths, or ar- tificial sweating ; there is great danger of taking cold, and contracting infectious disease through the pores of the skin. This bath, however, is not used in the dressing room but only before the per- son retires to bed. A bath judiciously taken increases appetite, im- proves digestion and the assimilation of food. The bath, then, is a tonic in the strictest sense of the word. Again, many who are unable to bathe in simple water without suffering great depression, can bathe in sea-water with great benefit. Injudicious bathing often seriously injures and even endangers the lives of weakly persons. The skin should be kept active : if the patient is robust, by the morning cold bath and friction after it ; but if weak or debilitated, the evening warm bath should be substituted. An occasional Turk- ish bath with active shampooing is advantageous. The skin does not absorb the water of a bath be it hot or cold. The good effect is produced by di- rect action on the skin. "Goose-skin " is caused by the contraction of the skin and the consequent protrusion of the hair roots and toUicles. Artificial sweating is thus produced : the rider, stripped is rolled in a sheet wet with cold water, I-- J* ... :i«o /anrl fioo V TRAINING, 137 then rolled in a thick wool blanket anH placed be- neath a feather bed covering all up to mouth. In fifteen minutes reaction comes on. Allow him to remain for an hour, then rub body all over with towel out of cold water, thence rub dry and clothe in flannel. For those having strong vitality, an easy and practical method, is, — when the rider comes in warm, in a warm room, immediately (do not wait to cool off) step into a bath from 60 to 70 degrees, applying water with friction over the body, then lay down quickly in the tub for not longer than two or three seconds, and then dry yourself by means of as course a towel as your skin will allow and plenty of ruobing with the bare hands after- wards. He or she that tries this once will try it often. The Increased power and refreshing influ- ence of the bath amply repays for the trouble. In ancient times the Romans at first used baths but seldom, and only for health and cleanliness ; but afterwards as a luxury. They were taken after exercise, and previous to the principal meal, and sometimes after eating to promote digestion. As time went on they took various kinds o( exercise before bathitig. BREATH. "My breath came gaspingly and thick."— Byron. Many athletes do not habitually breathe deep enough to maintain the lungs in good working order. Every person at each inspiration, (except it he in a close stuffy, ill-ventilated room) should inhale a full breath at each inspiration, in this way the vital. capacity of the individual will be greatly increiased. Prior to any severe physical or mental feat breathing very deeply for a few moments elimin- ates all effete matters from the lungs, and starts the heart into good working order, even before the event begins ; this is worth seconds in a race. mh V ♦J ■ *.; ij % 138 CYCLING. Some riders go " all through " with their teeth very firmly set. It is \cty easy to remember: "Keep your mouth shut.'' Habitual deep breathing strengthens and im- proves the tone of the voice. CONSTITUTION. " I did think by the excellent constitution of thy leg. It was formed under the star of a galliard."— Shakespeare. The embryo racing man should consult a ration- al medical practitioner, who is an active cycler, prior to entering the racing arena, and should he prove to be physically sound, and have a heart like a lion and a good head, it only remains for him to use that animated mass of protoplasm, without abusing it to become a shining light on the path. Given a sound physique, bull-dog courage, good form, good head, and attention to detail, these are the potent factors from which champions are evolved. On the other hand should some flaw be discov- ered in his physique, he may be debarred from racing, yet, the greatest pleasure is his— by riding slowly and always stopping short of fatigue, and never allowing himself to make an effort, no harm can possibly occur from its use ; on the other hand much good must result. Cycle racing to be a success means light regular work, and very much of it. However, a man's training days should be as happy as any in his life time. The robust man, full of life and vigor, only basks, and delights in light regular work ; be that but honorable and profitable. No man can do himself justice on the path, if he has business-worry, mental-worry of any kmd, fits of ill-temper, sorrow, afflection or mental disturb- ance whatever. Where the mind is filled with hope and sunshine, so to speak, the body is capable of doing just three times the amount of work without injury. ^»'8;^"',: TRAINING, 139 Public opinion is fickle and no matter how cred- itable a preformance may be, generally it is not appreciated unless it is victory, public sympathy invariably goes with the winner. The chicken-hearted man has slim chances on the racing path. The large hearted man, both mentally and physically is the admired of all ad- mirers. The public have no sympathy for that class of riders who will contest in every event when they are sure of winning, but cannot start in races when they know that chances are against them. These are not true sportsmen. The true sportsman will ride in a fair proportion of the events, be the chances for or against him, and oftentimes unex- pectedly wins. And w^hen the event is over, he does not boast nor envy, but accepts the results as a matter of course, and when he is defeated, silently resolves to prepare more carefully and win the next time. The rider that cannot take the true sports- man's part had better select an easy seat under an umbrella, or a shady place on the grand stand, and look at others racing. Some riders even consider it a disgrace to be defeated. There are times when this would be true, on the other hand, many a rider has finished considerably in the rear, yet considering the facili- ties he has had for "getting into form" his per- formance may have been much better than the winners. If at all " fit" a rider will learn more, and feel better (if he puts his false pride in his pocket) in the race though last to cross the tape, than sit- ting on tliC grand stand. We have frequently been asked, " Why is it that A. A. Zimmerman is the fleetest racing cyclist liv- ing ?" The cause is easy to explain. Did you ever examine a greyhound ? Did you ever examine an English thoroughbred horse ? The analogy is ap- parent. A pug dog (lymphatic temperament) or a Clyde horse are not built for speed. ■» v^ ■ «>• ' r ' i ■' 11;,. 1! -wii ■:-m v>,.:,t,. :* '^i'''Lr'''K 140 CYCLING, H' M W. K. McNAUGHT, Toronto, Ont., PRESIDENT ATHENAEUM CLUB. Ex-Pres. National Lacrosse Association. Author ** Lacrosse, and How to Play It." 141 CAUTION. "In way of caution I must tell you."— Shakespeare. The fact that riders not " fit " must not compete in races or exert themselves cannot be too strongly emphasized. Permanent injury, or even death may result. Again, racing men, when going out of condition at the close of the season, should do so very gradu- ally and lessen the quantity of food taken. If it is not possible to use a cycle they should take plenty of exercise, walking, skating, snow-shoe- ing, snow shovelling and wood sawing can be ad- vantageously followed, during the winter season. What must become of the athlete whose whole and sole object is training. The athlete or cyclist whose whole career is given up to training that knows no cessation to feats that are calculated to keep the bow always bent is simply laying the foundation of his physical ruin. It is a repetition of the fruit so lovely to the eye, yet with a canker at its core. By all means let us have the widest possible diffusion of physical education ; let the cul- ture of the body be as sacred and as serious as the training of the mind. But the ideal of mens sana in oorpere sans is not achieved by this inane rush after records ; quite the reverse, physical condition overdone is providing the unhealthy body. Only too soon nature will give some premonitory symp- tom to tell the enthusiast that he has overstepped the mark, has forgotten where healthy exercise leaves off and a ruined constitution begins, ^vfod- eration is needed in all things, in athleticism and cycling as in everything else. The racing man must take every care of himself. It is a mistake for a ma*^ to exhaust more energy than nature can supply. Long life does not con- sist quite so much in robust colors as it does in healthy respiration. A racer is prone to stand ex- posed to currents of air while in racing attire, and ♦. ■'^gi'- ■I- 1 > li t t T42 CYCLING. thus cause the pores of the skin to close up and force the lungs to do the elimination work of both organs. Over exertion brings on a functional dis- order, and if persisted in will soon become organic. If a rider has sufficient stamina to ride fast for three miles, he may with impunity race for two miles -, but when a rider whose abilities are measured by three miles undertakes to race for three miles he is calling upon his physical force on promissory notes, payable often after death. Unless some care is manifested cycle racing will be classed with other brute sports, and many a gentleman's individuality will be lost in the fact that he has become the toy of the public. The same applies to hill climbing, which is done in bravado, often, when enjoyment and good sense prompt one to walk up hill. In the actual contest never look behind you, many a rider has been seriously injured in so do- ing. If you cannot resist the habit, — insure your life for a large sum. DEPORTMENT. The gravity of his deportment carried him safe through many difflculties.— Swift " Prepare yourselves for the world as the athletes used to do for their exercises ; oil your mind and manners to give them the necessary suppleness and flexibility ; strength alone will not do." '• The courtesies of a small and trivial character are the ones which strike deepest to the grateful and appreciating heart. It is the picayune compli- rrtents which are the most appreciated ; far more than the double ones which we sometimes pay." " Honor and fame from no condition rise ; ' Act well thy part : there all the honor lies." Quit yourselves like men. — i Sam. i, 9. We cannot suggest anything better than the lady's answer, who, on being asked for her definition of a gentlemen pointed to the fifteenth Psalm of David. Quod vide. TRAINING. 143 There are times in every man's life when to be even coldly courteous makes an exhausting draught on one's patience ; but silently to devour many of the chagrins of life, and to maintain a respectful bearing towards others, even under circumstances of vexation and trial, is not only a Christian duty, but worldly policy. " Never to blend our policy or our pride With sorrow to the meanest thing that feels." What can give more happiness to a cyclist than the inward consciousness that he has on each and every occasion spoken truly and acted rightly to all riders with whom he has come in contact ? It is equally as great an honor to any cyclist to act the part of a gentleman at all times as it is to ride a mile in two minutes. "Who steals my purse steals trash, 'Tis something, nothing, 'Twas mine — 'tis his, And has been slave to thousands. But he who filches from me my good name Robs me of that which not enriches him And makes me poor indeed." — Shakspeare. " Let no man hope your soul enslave ; Be independent generous, brave ! Your father— such example gave, And such revere ; But be admonished by his grace And think and fear." DISCRETION. " The KKAteat parts without discretion may be fatal to their owner."— Hume. The art of race riding can be acquired by carefu) attention to details, and studious observance of the tactics resorted to by the " electric stars " of the path ; and many engage in contests for years with- out success, not because they have not speed, but 144 CYCLING. :i because their effort wavS not made at the proper mo- ment they ave said to lack head. Head power is of more value to a racing tnan than leg power. As Goldsmith says, "And those that think must govern those that toil." The rider must first master the science of racing. ^1 .*::f':rt^i F. IVtItCHELL, CAPTAIN S. B. C, SARNIA. He can learn this from books, and then he knows what to do and how to do it. Aftei: this he will very soon be able to master the art or apply that science by close observation and practice in the conipany of old and accomplished flyers dif the path. .; DRESS. ,,, _ ', , "Prove that ever T dress handsome till thy return." .j •T-Shakspenrp. ,^n touting or cycling befor^ or a,fter sunset;, pr when the atmosphere is cold the rider should wear TRAINING. 145 heavy all-wnol garments, covering the neck, wrists, and an! full of confidence at the time of shooting, history will tell you his score is almost invariably a fine one, depending of course upon his possibilities as a marksman. The same with cycling. The mind exercises some wonderful effects over the body in this sport. "Frame your mind to mirth and merriment, Which bais a thousand harms and lengthens life."— Shakespeare. A few rponths ago a man was riding a "Raleigh" and as that, "wheelman homeward plods his weary way," his cycle kept up a continued squeaking. Runs hard, thought the rider. He oiled the bear- ings yet it continued just the same. The conse- quence was, that he expended so much nervous force in thinking that squeak was caused by a tight bearing, that upon arriving at his destination he was completely tired out. ' 1 ''!\ I .-1 M J J ^^S^-^ > ^'\-.-: '■;r-'x-''?i^j*i''-^ -i 1 ■. '. ::\t< 'ii"-<. ', . TRAINING. 153 "Jog on, jog on, the footpath way, And uierrlly hint the still— a ; A merry heart goes all the way, Your sad tires in a mile— a."— Winter's tale. Give a man a cycle, that he has not confid- ence in, and he will never amount to much as a rider. When a rider hears " only two laps more" how he brightens and strengthens, the mind cheers him on, and the body pulls itself together, and he races in fresh as at the start. The reaction however, soon comes. A rider starting in any event with the idea that he will not win, nine chances out of ten he will not, although, the power was his to do. LINIMENT. " A goodly medicine for mine aching bones."- Shakespeare. 16 ounces vinegar, 4 ounces oil turpentine, 4 raw eggs (whites only,) well beaten. To be well rubbed in, a warm bath taken before it is applied will increase its action. Sprains, bruises, and stiffness disappear as if by magic under an energetic application of this remedy. Before race events many riders are troubled with sympathetic diarrhoea — consult a cycling medical practitioner. For slight cuts, abrasions, etc., wash out all for- eign substances with water that has been boiled (to free it from germs) or water having a few drops of creoline in it. Then dress with cotton-wool (anti- septic) saturated with creoline and water and ban- dage over all. If at all serious, and you wish a The subject of the preceding cut is H. P. DAVIES, Toronto, Ont, I MILE CANADIAN CHAMPION, 1 887. Won 134 out of 138 events during his racing career. MANAGER JOHN GRIFFITH CO. m : f -■■:■, 'I m 'mm m ■':Mr^ii!;;! 154 CYCLING. speedy recovery and to avoid scars after healings consult a surgeon, preferably one that is a cycler. The addition of a little chloroform to any alka- line liniment will greatly increase its action For aches, pains, etc., see a cycling medical prac- titioner, or apply the following : " Press me closer, all my own. Warms my heart for thee alone, Every sense responsive thrills, Each caress my being fills ; Rest and peace in vain I crave. In ecstasy I live thy slave ; Dowered with hope, with promise blest, Thou dost reign upon my breast ; Closer still, for I am thine. Burns my heart, for thou art mine ; Thou the message, I the wire, I the furnace, thou the fire, I the servant, thou the master — Roaring, red-hot " Mustard Plaster." LOAFING. You cannot remove a disease by discovering the cause, but it is the first and most necessary step towards treatment. Starting with the fact (which is acknowledged by all racing men,) that one man cannot possibly lead at a pace and retain any chance of winning, and bearing in mind the physi- ological fact that carbonic acid gas is exceedingly volatile, and that a very short rest is sufificient to restore the balance of formation and exhalation, we consider that if riders of equal calibre starting in a scratch race, in which there are no pace-makers, going for time medals or lap prizes, were to make a mutual agreement to share the pacing at a fair gait, and honorably carry out their compact, the diffi- culty would be half solved. For instance, four men starting in a mile scratch race would draw for posi- tions^ and the one taking " No. i " would lead at a good pace for the first 300 yards. " No. 2" for the TRAINING. 155 second 300 yards, and so on, until the end of 1,200 yards, they each would have done an equal share of the pacing, and the man who led the last 300 yards and therefore would be at a slight disadvantage, would find compensation for that disadvantage in having the inside position. Then there would be 560 yards left for the fishing for position, and the final spurt. The result would probably be a mile in 2.30 instead of 3.00 minutes, and none of the riders would be the worse for his share in lead- ing. In longer contests pacing could be arranged lap by lap. That the plan be a success, each con- testant would require to act his part honorably. This, above all. to tbino own self be true. And it must follow, as the night the day. Thou canst not then be false to any man —Shakespeare. The concensus of opinion is " fast runs" attract the public, and therefore it stands to reason that fast racing means more of the sinews of war to the promoters. We understand this is the method fol- lowed by Messrs. Robertson, Orr and Doolittle, official timers. (By the renowned writer, R. J, Mecredy, in Irish Cyclist.) To ride, or not to ride — that is the question — Whether 'twere nobler in the mind to suffer The taunts and jeers of some outrageous duifer, Or to go plugging through a sea of loafers. And having caught them, lead them — to lead, to pace. To pace ! perchance to lose — ah ! there's the rub ; For in that losing what reports may rise. That we have shuffled, swindled — sold the race, First taking odds against our noble selves. Then waltzing in a miserable third ; Whilst in our inmost heart of hearts we know We lost the race through magnanimity. , ■. • > ' IV- ;■ (0; 11 » \ 156 CYCLING. Who would records break, And groan and sweat around a cinder track, If to uphold the records one has made, One has to go " all through " in every race, And be out-sprinted in the final rush ? Oh ! mindless dolts, who preach but practice not, Denouncing those who play a waiting game. And doubly blaming those who go "all through," Say, what's a wretched racing man to do ? C. MACKENZIE, 1ST LIEUTENANT S. B. C, SARNIA, MASSAGE. The term " massage " is derived from the Arab word "mass," which signifies " to knead." The arteries in man convey the blood from the heart to the tissues. The veins in man convey the blood from the tissues to the heart. The former in !"t TRAINING. 157 cases of wounds as regards loss of blood are most dangerous, hence they are generally speaking placed deep in the bodyj whilst the veins are generally speaking placed much nearer the surface. There- fore the direction of all veins being towards the heart, the process of rubbing should be the same, i. e., from toes toward heart — from fingers to shoul- der — from head to heart. Hence the process, gen- erallv speaking, is practically rubbing up — not rub- bing down, as many writers term it. The rubbing towards heart process is one of the most important factors in training, and it is the one often overlook- ed or performed in a half-hearted manner. The need of better dressing-rooms in connection with our Canadian tracks is here manifest. Many train- ers consider that when the rider dismounts, and hastens out of draughts into the dressing-room that they should encourage the perspiration to flow as long as possible. Now this is when the trainer's judgment is needed. Some men require, or are better for losing much ; most riders cannot bear the loss, at least not in any great quantity. The rider sits or reclines, some prefer to stand, immediately on his coming into the dressing-room, he is covered lightly or warmly with woolen material as occasion requires for a few moments, the skin soon becomes moist. The trainer then begins a gentle friction with a fairly rough towel to dry the skin. To has- tily dry a rider and hurry him into his clothing and send him off at once, would be dangerous from the fact that his skin v^ould again become moist, and hence it would be very easy to contract a chill. This massage may be continued from 1 o minutes to an hour according to circumstances. Massage by friction consists in rubbing, rolling under the fingers, and gently pinching the skin, and rubbing, tapping, kneading, and exercising the muscles and joints. Beginning at an extremity, the foot for example, the skin is taken up between the thumb and fingers and rolled and pressed; then iS8 CYCLING. m ) k. It 1^ 1 ifS^, \ pOE 1 j^ wIfJ' H «'tT "*fA -Ml » ^^ '1 1 faff >' j J^ ■ wm^^. •| -, ^ ^, the muscular masses are well grasped, rolled and pressed and kneaded, and rapidly tapped a quick succession of light blows ; and then each articula- tion is in turn put through all of its motions. Even the muscles of the neck and the small mus- cles between the ribs may be subjected to the same treatment. In fact no part of the body should be omitted except the face. The good effects of massage are popularly as- cribed to electrical or supernatural agency. That electrical currents are induced by massage is true, but the curative effects in case of diseases are attributable to other agencies. The masseur or rubber puts forth more or less muscular power, which at the points of contact or friction developes or is transformed into another mode of motion — heat. The vessels dilate and an increased quantity of blood enters them, and the motion of the blood current is accelerated. The immediate effect of these changes is to promote the nutritive energy of the tissues subjected to fric- tion. The result is seen in the improved color, warmth, and volume of the parts. The masseur or trainer, should b» a healthy and cheerful tempered person, he will then have much magic influence over the rider. The temperature generally rises one degree. The body increases in weight; all the organic func- tions are performed with more energy, and power is gained in every way. Massage in its several forms exercises peculiar effects on the nervous sys- tem, which should not be overlooked. When an inflamed part which can be manipulated, a joint for example, is rubbed with excessive gentleness, the sensibility which was at first so acute that every touch gave pain, rapidly subsides, until, after an hour of friction, it may be handled with some rough- ness, without evoking painful sensations. When the local condition is that of pain merely, it is re- markable how the acutest suffering is alleviated by TRAINING. 159 persistent friction of a gentle kind. Again, the state of spasm of a muscle is relieved and relaxa- tion induced by persevering rubbing of the affected muscle. Results such as these are explicable only on the theory that the gentle titillation of the end organs of the branches of the nerves has so far low- ered their irritability that they cease to receive and transmit painful impressions. The rapid and long continued transference to the centres of conscious impressions of the gentle titillations of the end-or gans allays the irritability of the centre, so that, if pain be transmitted, it excites no reaction and there- fore is not realized. A person returning from a residence in a hot cli- mate, where his skin has habitually acted very freely, finds on his return to a colder climate, that under slight exertion he still continues to perspire very readily. Massage is a popular remedy for spinal irritation or nervous weakness. J. C. CLARK, TREASURER S. B. C, SARNIA. i6o CYCLING ^. . ; \ . '•I I PRACTICE — ANTI. " These I call original, or prirpary qualities of body." — Locke. " Know ye not that they which run in a race run all, but one receiveth the prize ? So run that ye may obtain, and every man that s^riveth for the mastery is temperate in all things." The individual who strives to become an ac- compl'shed and expert cyclist, must cultivate the habit of using his mind as well as trairiing his body. Without good head work, action and stamina are void of their very essence. The object aimed at is not so much the acquiring of strength, endurance and agility, (these will come imperceptibh ) as it is to be able, when the occasion demands it to use what strength one has to the best advantage. Hence it is that after years of careful practice some men can use almost all their power to the best ad- vantage, whilst others cannot apply one half they possess, thciefore the victory is not always to the strong. This explains why it is that one rider who is physically inferior to another is so much the bet- ter athlete. Apart from the honors and trophies won, it is at times a very valuable accomph'shment to be able to mount a cycle and propel it at a very rapid pace. We experienced the practical utility of the cycle a few months ago. One morning three messengers arrived at our office at ti.e same time, they were all emergency cases. What could we do ? While they were considering, we did a flying visit to each, and within a few hours attended each during the crisis — all did well. Without a cycle we would have been forced to drop at least one case out of the three. Ability to ride is not without value. That eminent divine, Martin Luther, had a mus- cular development which would have enabled him to thrash any five of his persecutors, if it had been christian so to do. TRAINING. l6l Rev. T. De Witt Talmage goes to the park wher- ever he may be, when at ali practicable, and runs his quarter and half mile on the day previous to his preaching. Many may think this is foolish. What does he do it for ? It exercises his air cells, and strengthens his voice, and the superabundance of fresh air inhaled renews his whole being. Alcoholic stimulants, tobacco, venery, excessive imbibition of liquids, cotton garments, and unwhole- some edibles must all be discarded. Many a man has, by injudicious use of self when not "fit," ruined his health. Again, many who were weak, feeble and emaciated, by long continu- ed, careful and systematic use of the cycle, have developed into strong, robust, and well-nourished individuals. The rider selects a road racing wheel of the same pattern, crank and frame as he will afterwards use on the path, and commences to practice for five or six days during the week. He may ride the first day one mile, the second day two miles, and so on until he rides twenty-five miles, more or less, to suit his strength. Personally, we prefer beginning and continuing always on the racer. We cannot perceive any ad- vantage by commencing on a road racer or road- ster. Every change one makes requires new edu- cation for the muscles. On the seventh day rest, the fact has been dem- onstrated time and again, that a man can do more labor, mental or physical, in working only six days per week for a year, than if he worked seven days per week. The reason is easy to explain. When God created man His command was to rest on the seventh day. This law cannot be broken without injury to the vital forces of the individual. Be- sides the inward feeling of guilt for having dese- crated the sacred day has a depressing effect, which in turn is transmitted to the muscles, thereby re- tarding the training process. ^ l62 CYCLING. I- . f : ri ;'iis '■:m ■ S'.^'V.. i '■''•Si W\ if iiiil! |n|i| II "ill |m[(I f 4 jpw R '^'I'liii K He may practice on road or track as he chooses? we recommend the track. The Enghsh road rac- ers practice on the road. Should this task be too much for him, he does less ; if not enough he does more work, meanwhile paying the strictest attention to attain the very best style, and to do his riding with the least exertion possible, and always stop riding prior to feeling fatigued. In fact this work is for the very purpose of ac- quiring good form, of course some improvement in stamina also takes place, nevertheless, during the winter the thoughtful cyclist keeps up his strength by long walks, skating, snow shoeing, etc. Punching the bag, the pugilistic style of chest development is in a way helpful as is the home trainer, but the disadvantages are lack of fresh air. If these exercises were performed away from habi- tations, out in the field where the air is pure, their value would be inconceivably enhanced. Stamina and speed will be increased in propor- tion as the form or style improves. PRACTICE, A. M. Assuming that the cyclist can afford the time to go to the park ; he proceeds thither at that hour during the forenoon most suitable to him, and after a brief rub, dons his heavy, or light (according to his weight) all-wool training suit, which has been washed or well aired, during the interval, a damp or dirty attire is very injurious. If the atmosphere is chilly cover ankles, wrists and base of neck lightly. He rides at half pace as many laps or miles as his time and stamina will permit. He should always stop short of fatigue. What is the half pace practice for? Is it to de- velop speed ? No, certainly not. Is it to acquire stamina? No! emphatically, no! It is solely to acquire " form," i. e., he should never ride in a careless or indifferent manner. At every revolution of the pedal he should see that there is no lateral TRAINING. 163 play, no waste of power, and that his ankles are moving freely. He sits loosely yet steadily on his saddle, or his steering will be defective. His whole concentration of mind must be to attain " form," to pedal with the least possible expenditure of strength. This may prove very trying at first, yet persevered in, it will become second nature, and he can ride in the very best " form " without ever a thought of his actions, he may even briefly sleep and dream of honors not yet won. Most riders will require much practice before they arrive at this state of " fit," but when once acquired the rider feels fully repaid, though he should never once com- pete in a race. The morning practice being com- pleted the bath and massage is now in order. PRACTICE, p. M, " In church they are taught to love God ; after church they are practiced to love their neighbor." — Laudor. When the sun is in the west, nervous persons work the best. Again at the hour most suitable to him he goes to the track, has brief rub, dons his racing attire, mounts his wheel and his practice be- gins — after a few laps have been ridden and the internal machinery is working well, he will spurt, say, 100 yards the first day and increase it very gradually up to that point consistent with his own idiosyncrasies in any case not exceeding j^ mile — indeed in practice from 200 to 300 yards is usually quite enough, this may be repeated as often as the rider can bear. This must not exceed seven times with rest between. He must never leave the track feeling fatigued. He should always leave feeling that he could easily have ridden more. Just the same as in driving horses, if one usually brings his horse home fresh he will bear plenty of driv- ing, but, should he bring a horse home baked he will not bear much driving and what he does do is $64 CYCLING. r, R fci I it' n with apparent effort. What are these afternoon lessons for ? They are solely to acquire pace, and pace only, Just two points to bear in mind — "get pace," " stop short of fatigue." The aids are — riding before the wind, — down grade and with faster companions. Then bath and massage. The athlete who is aspiring to championship honors will do well to bear in mind that, — " He who ascends the mountain top shall find The loftiest peaks most wrapt in clouds of snow; He who surpasses or subdues mankind Must look down on the hate of those below. Though high above the sea of glory glow, And far beneath the earth and ocean spread, Round him are icy rocks, and loudly blow Contending trumpets on his naked head, And thus reward the toil that to those summits led. — Childe Harold's Pilgrimage. RACE. "I wield the gauntlet, and I lun the race."— Pope. The signal being given to start, the most import- ant point for the rider to bear in mind is to have the lead (or inside position if he be able to hold it) on entering the last straight, unless he be yards better than any of his competitors. Next, he must never spurt until he is prepared to cross the tape without slackening. No man living can spurt his best twice in the same heat unless he be allowed to ride at half pace for some minutes in the interval. It is said that A. A. Zimmerman can spurt several times in the same heat at almost his best. Of course every rider knows the exact distance that he can hold his burst of speed before he enters a sharp contest, and, also that it is impossible for a man to mike the pace all the way and win, unless he be a very much faster rider than his rivals. As to the advisability of dropping back and coming 'il. TRAINING. 165 with a bird like rush to pass a leader will depend on circumstances, should the leader detect your game and have the same speed, the moment you slackened he would go and you would never be able to regain what was lost, should the leader not observe your game you will probably get consider- able lead on him before he got speed on and by going at such a pace that they could not play the same game on you your chances of winning would be good. Many a race is won in the last five feet by the leader slackening on the tape, or worse, looking around and endangering himself and those near him. Should you be leading and a competitor draw even on the last straight, do not imagine you are beaten ; he is probrbly more fatigued than you are — the best head will win, " For oftentimes when Pegasus seems winning The race, he sprains a wing, and down we tend. Like Lucifer, when hurled from heaven for sinning." —Don Juan. The rider having the qead that can observe at a glance how the garpe is progressing, and can deter- mine instantaneously what to do, and can put his thoughts into action, and when he gets moving to continue it without slackening, or looking around, until the tape is crossed, has at least, some quali- ties to his credit. Such tactics as diverting a rival's mind when about to make his effort, or doing acts to cause mental worry, cutting in close before a rider, poc- keting , or joining in any conspiracy to defeat a fas- ter man are all beneath a well-bred man, and should be stamped out by every rider. It lowers the dig- nity of the sport, and cannot do any lasting good to any one. 'W"! ^'V-^^i^ -^^^"^ "■ 1 '"' J'' - !, [ T ■m '■■f . :5 Hi' II ii ■^■•'■'^' i mi '■m 166 CYCLING. THE CYCLER AT OLYMPIA. Speeds he not well, you cycler in the race, As noiselessly he cleaves the air in twain ? Bears he not courage on his manly face ? The flower, the glory ofOlympia's plains. The assembled|multitude with loud acclaim Declare him victory's choice, the hero of the game. See now, he loses ground, anon he gains, Each tensioned muscle yields a ready play, And yet again a weariness he feigns. God ! give him strength at last to win the day ; Send fire from heaven to aid the waning light, And prove your favored son a hero in his might. Re-echoed cheers go up from that vast throng, Archons, and senators, and judges vie To sv;ell the tumult as he pedals along To where the victory and the trophies lie. Hope, trembling in the last extreme of fate. Scarce shows her buoyant form, or dares to stand elate. Exultant moment ! See, the goal is won ; His friends salute him, bear him from the field. Bocotia, reverently embrace thy son. Unto his name a ready homage yield ;, In his province honor him with power. And bless his future life with fame's perpetual dower. [A. L. Henderson.] RACK— LONG. Things won arc done, joys soul lies in the doing.— Shaksperc. A very ancient proverb says it is the pace that kills, and pace unwisely used in such a race will wipe the man out early in the contest; but a wise use of pace is quite another thing, and the capacity to ride 24 or 25 miles an hour need not be regarded as a drawback when entering upon a preparation for a 24 hours' race, always providing, of course, that the TRAINING. 167 possessor of this gift is prepared to use it wisely. There are men who if rattled along at the rate of 23 miles an hour would soon drop out ; equally there are men good for 25 miles in the hour. A pace of 20 miles an hour, then, would be a trifle for the one and not a too tremendous task for the W. R. PAUL, SECRETARY, S. B. C, SARNIA. Other, yet 10 miles an hour, allowing one hour's rest means nearly 500 miles in the 24 hours. Hol- bein's average is a trifle over 15 an hour under disadvantageous circumstances as regards matters. What the prospective competitor has to accomplish in this : He has to (i) learn to control his pace, (2) to develop his staying powers, (3) to dress comfort- ably, (4) to be shod comfortably, (i) The control of pace can only be got with the aid of a coach with a watch, and frequent trials and tests. (2) i68 CYCLING .-.'«' r H I I'' fit/ <♦ ! '■ if 7i* '■-■'"■'* ,.; it:*,*! Staying form may be gained by steady track work, (3) Comfort in dress is a sine qua non in distance journeys. Many men ride in short path races in garments which would drive them crazy if worn in a long race. Every seam and every loose edge be- comes an intolerable worry — tightness here, loose- ness there, heretofore unnoticed, develop the ter- rible worries ; more especially is anything tight on the knee a worry. Every seam and rib and rough joint should be rubbed down with a piece of yellow soap and vase- line, and Fuller's earth should be handy. Need- less to say, the saddle should be mounted on springs, and should be an old friend, not a new ac- quaintance. (4) As to foot-gear, it is absolutely imperative that this should be fully and carefully tested before the race. To make sure of a successful distance shoe, the rider must get one a fraction too big all over ; it should have a Jaeger sock at the bottom — have a very stiff sole with smallish blocks, }i inch inside the pedal plate, to allow of slight shifting, a great luxury. They should be cut low, and a knitted or very light cashmere garter or strap should be worn to exclude grit. A thick, soft woolen sock should be worn, and be well soaped or vaselined before being put on. If properly experimented with all these points may be settled upon the road except dress and saddle, and in case of these latter careful and exhaustive trials should be made. All distance men know well the importance of keeping the an- kles and wrists warm, and care on this point also may mean all the difference between success and failure. One great point remains to be urged on all possible competitors — do not. be in a hurry, be- gin your work at once, and ride steadily, study economy in your action and the saving of your en- ergies, try and detect — or get a competent observer to point out to you — any awkward or ineffective action you may have acquired, but the. object in St TRAINING, 169 this case is not to get rid of so much weight in a hurry, but rather to nurse the superfluous weight so as to get the greatest amount of steady work with- out gettmg too fine and then " going stale." It is only by constant practice and hard training that the road scorcher can ride for the space of fourteen to twenty-four hours practically without stoppages, and even then he must first be possess- ed of thorough good staying powers. The ordin- ary cyclist, who thinks it somewhat of a feat to sit in the saddle for ten hours a day, with frequent stops, wonders how the famous long-distance riders stand the strain. Training, practice, and the light but strong cycle is the secret. What do long-distance riders eat and drink ? is a question which is constantly being asked. Very little. Holbein, the holder of the twenty-four hours' record, prior to Frank Shorland's day, takes hardly anything more than beef tea. This is meat and drink to him. Very few riders eat solids after the first fifty miles of a long ride, simply because they cannot digest them. The stomach refuses such substantial food. Eggs and milk, eggs and tea, milk pudding, calves-foot jelly, beef-tea, beef suet, grapes, fruit of various kinds, are all favorite articles of consumption. They are sufficient to re- plenish the inner fire and "keep up steam." Pace-makers are a great help to the record-break- er. These are simply friendly riders who meet the would-be record-breaker at various points in the road, and ride in front of him to keep the wind off, pick the road for him, etc., so that he has little or no anxiety. Each pacemaker rides a certain dis- tance ; then another is in waiting. The man in waiting generally has some food prepared, which he hands to the cyclist as he rides through, and thus no time is lost. Imagine everything to be ready for an attempt at record. An official timekeeper starts the man off; away goes the ambitious one, carrying only 170 CYCLING. '♦.' i,^ti some food in a little bag attached to his handle- bar. He rides almost at top speed, and in the first hour of a fourteen hours' ride would perhaps cover within half a mile of what he could do were he to ride his best for the full hour. He depends upon his condition to pull him through. After the first hour his speed grows a little slower, the edge of his energy being worn off, and he settles down to steady work, his various pacemakers giving him a lead. In a hundred miles' run the majority of men be- gin to feel the effects at about seventy miles — per- haps before. The rirler has taken little food and has a faintness, but he must keep plodding on. If he does this the faintness generally goes away, and especially if he is able to partake of some susten- ance. Manv times he feels so exhausted that he can scarcely sit on his machine, but the only reme- dy is to keep going, even if it is but slowly. It is here where so many riders give way. They will not persevere until they get rid of the faintnes." A man has to be a thorough stayer to do it, but all riders, even the best of stayers — Holbein, G. P. Mills and others — are subject to 'bad times.' When once this is overcome the rider goes quite easily again. He may have been unable to ride fifteen miles an hour, say, at one portion of the journey, but shortly afterwards he plucks up and rides almost as fast as ever. In the last few miles a man can gen- erally squeeze out of himself a final effort, and many times even after a hard ruu of 100 miles the best of riders are only just able to keep with him at the finish. Usually, when in the best condition, after the rider has finished, a couple of minutes' rest makes him feel quite fresh again. It is not until an hour afterwards that he feels he has been putting himself to some big exertion. The stiffness gets hold of him then. When in his best form he should be all right the next day, and towards even- VJfiv' ,ji(t ^•r;).;; TRAINING. 171 indle- the erhaps were pends ter the edge ; down c him ing he will have the appetite of a horse. The day qfter that he will feel quite right for another long journey, though it is advisable to take four or five days' rest before anything else is attempted. I have mentioned only 100 miles' rides, but the same rule applies to twenty-four hours' contests, with this exception, that whereas a man in good forn? only has one ' bad time' in 100 miles, and sometimes not even that, during a twenty-fours' ride he will have several. About twelve o'clock in the day is usually a crisis, i. e., twelve hours from the start. A rider may have previously been cov- ering fifteen or sixteen miles an hour, and then he finds he goes to pieces atid can't ride thirteen. If he eats anything his stomach rejects it, and for a couple of hours he may be in a bad plight, but he must go on. To stop is fatal. Time is lost and strength is not regained any quicker. I^t him keep on, even though sic'c and fatigued. He will recover and be able to ride his old pace again and feel quite right. Do such severe strains on the system jnjure men ? My opinion, based on a wide enquiry from men who have taken part in long-distance races of all descriptions, walking, running and cycling, is that they don't, provided one thing is observed, namely, never to attempt such feats except when thoroughly trained. I have felt more after effects from a ride of 10 miles when out of condition than from 100 when thoroughly trained. It is the man who rides long journeys without preparation who injures himself, not the trained rider. When you are driving at a fair speed on the pub- lic road and are overtaken by an individual who is keeping his horse moving at almost racing speed, and drives past you , then you may rationally con- clude that he is driving a livery horse, or that he is drunk, or that he is arfool. It matters not ! The prevention of cruelty to animals " laws " arre too elastic. It is anything but gentlemanly conduct to 1J2 CYCLING. |V' ■.;. I race on the public road. What are race courses for ? However, we do not see any impropriety in the acts of a cycler propelling his wheel at a 15 or 20 mile an hour gait on the rood, providing he has the ability, without making an effort, so to do. Verily ! Messrs. Midgley and Webber noted Amer- ican racers, both succumbed to typhoid fever brought on by over-exertion after they had gone stale. Yet to the athlete who is in good fit, and circum- stances being favorable, we cannot conceive how any injury to health can follow fast pedaling. SHOES. " Your hose should be ungartered, your shoe un- tied." — Shakspere. The shoes are the most important article of dress of the cyclist. They should be made somewhat like a running shoe. The material used should be the very best French calf-skin for uppers, and slaughtered sole leather for the soles. Made nei- ther so tight as to cause pressure, nor so loose as to cause friction ; consequently thfy will never in- duce corns nor discomfort. They should fit the heel like a glove and the toes like a mitt, — tight about the heel and loose around the toes. Toes cut square for toe clips. The laces should be flat (not round,) and extend to within an inch of the toe, and well up on the ankle. If round laces are used then hooks in place of eyelets should be used, as pressure on the sensitive muscles of the front of the foot retard their action. The tongue should be broad, thick, and extend an inch or more above the shoe upon the ankle to exclude grit, etc. The sole of the shoe from the centre of the foot forward should be as broad as the foot and made of two layers of leather, and between them should be placed a flat steel stiffner similar to those used in a lady's corsets. This prevents the sole from bend- ing down when wet. The outer layer of the sole notched to fit the rm ' r."r, T f^"; TRAINING. 173 pedal, extending across the sole. The sole from centre to heel should be as thin as the upper parts of the shoe. Some writers recommend a single layer tacked on to the heel to prevent stone bruises — this adds to the weight and prevents, to a slight extent, the glove-like fit of the shoe upon the heel. If the rider sits well over his work and depends mainly on the thigh downward thrust he may dis- pense with the slots and use toe-clips — this will allow him to move his feet fore and aft, say, half an inch during a long race and thus receive rest in the change. Should he sit well back and pin his faith on the " push and pull" action the slots are essential, and many of this class dispense with toe- clips. A steel band over foot like a stirrup is pre- ferable to either, only in case of a fall it would probably be very dangerous. We venture to pre- dict that better contrivances for foot to pedal attachments will e'er long be upon the market, than there are at the present day. The shoes when first worn, if saturated in water and allowed to dry upon the feet will then fit more comfortably. Never lend them — reasons — shape — disease. (James Bryant, Market St., Stratford, makes cycling shoes as above described at a reasonable price.) SLEEP. *' How sweet the moonlight sleeps upon this bank." Shakspere. Sleep is attended by a relaxation of the muscles, and the absence of voluntary activity for any ration- al object or purpose, — complete relaxation of the entire muscular system is essential to sound and healthful sleep. ... Sleep is tired nature's sweet restorer. Oh, how common, but oh, how sweet is sleep ! 9.30 p. m. is a good hour at which to retire to rest, reclining on right side favors digestion. The ^■m 'M'- i. fii* m M iisiin"! 9< d ■ii i w I n ya-m I ■'■■ ■ilf'^k^ ■ I t?^., 174 CYCLING. natural elevation to which the head should be raised in sleep is about the thickness of the wrist, which constitutes the pillow as designed by nature, in resting on the I^ack ; whilst on the side the dis- tance between point of shoulder and neck will be the proper height of pillow. A mattress should always be used to sleep on, — a feather bed never. Cover chest lightly and mod- erately warm, and the lirnbs quite warm, keeping them very slightly flexed. The bed-room should be thoroughly ventilated during the day, and void of all dampness, at night the window .should be kept open at top and bot- tom, very slightly in winter, and wider in summer. Night air does not injure the lower animals, (brutes) nor will it injure the higher animals — (men.) It is bad air, not night air that is injurious. However, bear in mind that in the recumbent position the circulation is not so vigorous as in the perpendicu- lar, therefore, more covering is necessary to mai!,- tain warmth. Rise whenever enough sleep has been taken, never take more than one sleep after awakening in the morning. Suppose one awakens at 5 o'clock and soon after sleeps again, on awakening this second time rise at once. If the individual lives on plain properly cooked food, keeps the skin active by baths and rubbing and takes plenty of exercise, and lives in peace with his fellow-beings, Insomnia will be a stranger to him. It is a good habit to stretch one's self for a few moments before rising. Of course these are only general principles, and each individual must modify them to meet his own idiosyncrasies. Was not the first medical operation performed during sleep ? It pleased God to surgery that rib from Adam's side whilst he slept and made it the maternal ancestor of a race of beings only a little lower than the angels ! TRAINING. 175 There were surgeons long before the days of an Aikins or a Grasett. No one should retire to sleep soon after a meal, nor when feeling an hungered, in the latter con- dition take a single biscuit or an ounce of milk and water, or a banana, or twelve seedless raisins, etc, A good method to induce sleep is, if not suffer- ing from the effects of too little or too much work, close eyes and imagine you see your breath flowing out of your nostrils, at the same time breathing slightly deeper, continue this process until Mor- pheus presides over thee. All must sleep. '"Twas always so ; when but a child I laid On mother's breast My weary little head ; e'en then I prayed An now, for rest." (From Sir John Maodonald's favorite poem.) THE SPRINTER. The sprinter's chief aim is to acquire pace. Pace he must get. To be able to command electric ex- plosions of nerve force, and to maintain a clear, level head is all that is essential to gain honors on the path. From four to six days a week he should practice sprinting in distance say one hundred yards gradually increasing it up to the capabilities of the rider, not exceeding half a mile. Most men are content with 400 yds. If he can hold out 500 yards it is quite an advantage as he can commence his spurt before the bell for the last quarter. Indeed many cannot sprint over 200 yds. To get pace sprinting with the wind down hill or with faster com- panions are all excellent aids. Some riders can only bear one or two sprints a day, whilst others can gather pace better by five or six. The riders '^wn idiosyncrasies alone can determine this point, and as to the distance riden his own feelings must be the guide. Hir. trainer will determine these de- tails. The trainer will vary his programme, some days he may find it beneficial not to ride at all, another day he may be sent for a fairly long spin at a fair pace or even for a run to the country. 176 CYCLING if.;' ^* ^* II \ ■: r'- v', ■.■'il-V'","! m ■ If 'M t V TRAINER. " My train are men of choice and rarest parts."— Shakspcre. A trainer having the following qualifications is a desirable one, — robust, health, known integrity, cheerful, hopeful disposition, and a superabund- ance of animal magnetism to drive into his pupil. " He knew what's what and that's as hiph As metaphysic wit can fly.— Butler's Hudibras. The trainer has almost a motherly influence over his student, and many riders who cannot win a sin- gle event, are almost always successful when they place themselves in the hands of a competent train- er and have confidence in him and obey him. In short he is indispensable to the successful athlete. The trainer will for his care,— " Find tongufcj in trees, books in the runninK brooks, Sermons in stones and good in every thing. "-Shakspcre. and turns every circumstance to the best account for his chirge. Generally speaking the trainer does not give his pupil rules to follow but simply acts or instructs at all times to suit the circumstan- ces of occasions as they arise. Competent trainers do not receive the compen- sation which they merit, nor are their effoits appre- ciated to the extent that they deserve by the aver- age rider. This rebounds to the rider's own loss. Riders have been "dubbed '" failures, yet '.vhen tauen in hand by a good trainer they have astonished their rivals and proved themselves eminently successful. In exceptional cases, the trainer has little control over his student, their temperaments being incom- patible. In this case it would be like keeping a dog and a cat in the satne cage. Unless the trainer and athlete work in unison the results will not be satisfactory to either the mentor or the pupil. WEIGHT. The majority of riders training for racing reduce their weight too much. True, every cycler going TKAlNINCx, '77 into active training will lose considerable fat, how- ever, his muscles will increase in size and weight, not sufficient, perhaps, to restore the loss. Light, thin and wiry men should try to keep all the weight they havp. Loose, fleshy men require to be reduced considerably. In the normal state the body has fuel stored up for a rainy day, so to say, in the form of fat, and v'hen occasion demands, the irjc'vidual can go with- out a meal or two without injury. In the racing man in good *' fit" there is very little fat stored up, hence, the care he must take, he must always feed generously, and should he lose ap[)etite from any cause, he must rest or better remain in bed until recovered or he vvill l>ecome " '^tale" and it may take weeks to get in good fit again. WHEEL. "Then wUeiling down the steep of heaven he flies.— "Popci, " A good workman always has a good tool." The individual who will not pay the price and get a high price wheel h.ad better go to an insurance agent and take out a policy on his life for as large an amount as he can afford to pay for. The l)est men invari- al)Iy secure the best grade wheels irrespective of cost. The rider should give his whe.l as much cnre as his watch, and whenever it is injured or out of true, he should see that it is in proper hands for repair. Many men profess to do this sort of work, who really know nothing about it, and they mav in- jure a valuable wheel rather than repair it. The lighter the racing wheel is the better, consistent with ri;^idity. The slightest swerving causes friction and retards speed, "."here are no two men exactly alike, therefore, every rider must .select and adjust his wheel to suit his own idiosyncrasies ; generally speaking, men having short heels and muscles in front of thigh and calf of leg well developed and lift their feet high when walking may use a 6^ or 6}j inch crank, whilst light, active, lithe men with '!f I7S CYCLrNG, long, ribbon shaped muscles and heel projecting will do better with a 6 inch crank. They are fast pedalers. If the rider depends mainly on the down ward thrust, he places the saddle well forward and uses toe-clips. If he pins his faith on push and pull he may place saddle further back and use shoes having slots. A light steel band or stirrup across top of foot from pin or end piece is an excellent contrivance, but in case of a fall it would probably prove to be very dangerous. This will be remedied at no distan.t day. 1-HYSICAL CULTURE. This chapter consists of extracts from various sources, hereinafter stated. (the bearings.) The subject of training the body for any given Vind of physical exercise has probably caused more diffeiences of opinion than any other mat- ter connected with athletics, more especially at the present time, when all kinds of bodily exercises and sports are practised, in Canada and America chiefly, to an extent unprecedented in any country in the previous history of the world. In this arti- cle it is not my intention to give my own particular views of training so much as to trace, to the best of my ability, the different modes of achieving perfect bodily condition that have been in voguefrom ancient times down to the present day. The present mania for athletic sports and contests of all kinds only dates from the early ** sixties," as most readers are no doubt aware, and, with the addition of cycling contests a few years later, the present enormous popularity and quantity of athletic meetings has been gradually reached — but, with the exception of cycling — these same sports that were revived nearly thirty years ago had been practiced thou- sands of years ago by the Greeks, and we read how they dieted themselves on figs, cheese, milk, and such like food — not touching meat or strong drinks of any kind — and when taking their exercise would run about shouting at the top of their voices, pre- sumably to improve their wind ! Rubbing of the body was generally believed in, and we find "flesh- ,i4 Vi- " -:*; n ! ' iSa CYCI-rNG. U": ■4. i- ■■'■]• ,^SS 'im. 'I ■ ■rf scrapers" offered as prizes. They were also fn ihe habit of besmearing their bodies from head to foot with unguents — but this was probably to avoid their opponent's clutches when wrestling, and not with any idea of conducing to their bodily strength. * ■ >r,^Es^^^l Hl^'''~ «6^^H ^^■H r'/ Mn '^^1 ^HR'''^^ jnBV j^^^^M MH^aMH' ' mrJBM Ik% '' ' Jf' 'm^SHM Hh^;;"^ ■P^'w^tt 'u flmfl ^^^H^ i .„■ '''^-- HC I^B '■''■■' ^.J> .X ^ffifl ^■B : - ^ -" < S^^B ^K^Hi i MtfjM ^HRSttlH m ^'--^" Ifl^H ^^^. *v ...<«' 7 T| '^l!.:,^'-**^ i;- ^ i* .">,'. I f^.^W mi*/ fl •■■.-. /:tt|> i»|^.r. ntffi --x'.? sdctj 5-L+rA ,.M ■ a)-;-?:. ■. .; ■ ••; .■',:■.!>■ ' •/-*■' J^'a'v ♦/..I- ' ■ ^.'nicy and on every Saturday he went on club runs with the Ohne Hast Cycling Club, riding indifferently a tandem tricycle with a lady on the front seat, and a single safety. In the latter case, he would always be in the front rank of the low-rank brigade, and the hard work doubtless aided in building up that firm muscle, which subsequently, when dry roads brought easier riding, transformed his limbs into lissom members with unusual staying powers. Thus far, hrs habits were not contrary to accept- ed tenets of training, although some path sprinters do say that winter riding "slows a man." Where the unusual feature came in was when he recom- menced actual path practice. After his victories on grass, at the College races and the D. U. B. C. meeting on grass, he did not relinquish hi«f road riding, but down to the present date he keeps up his regular habit of cycling into and out of town daily rides his roadster to the path when going to train, and even ride to the city, and thence to the path, when about to race, thus running quite contrary to the regulation path man's habit of never cycling, except on the path during training or before a race. Only when he went to London for his holiday did he relinquish his invariable rides over the street, and there can be no question that in this respect the Pneumatic tyre helped him greatly, the absence of vibration over the rough granite streets of Dublin making all the difierence between such street rides being harmful and beneficial to his path form. Mecredv does not keep a cycling diary, but from tny own observation I doubt whether he has missed riding on a dozen days this year, half that number being when he was at the Stanley Show without a machine. The results are confirmatory of my own long-standing opinion as to the advantage of regu- lar and persistent cycling, my own experiences of being out on the wheel 365 days in the year (when PirrSlCAL CULTURE. 18, R. H. Mc BRIDE, Toronto, Ont. FIRST PRESIDENT C. W. A., 1883. Mr. McBride and Mr. Harry Goulding, the pio- neer cyclist of Canada, founded the Toronto Bicy- cle Club, 188 1, and he was the first president after its incorporation in 1891. He has toured on the good old ordinary cycle through most of Canada, Scotland, England, France, Switzerland, and Ger- many, and has ridden over 117 miles over rough roads in a day on this type of cycle. Mr. McBride is still very fond of wheeling and believes it to be the finest exercise in the world. |88 CYCLING. !»1JI I was a young man) being that I enjoyed such health as I never had either before or since that Spartan regime. The dietetic side of Mecredy's training is such as (again) few racing men will follow. Like all Irishmen, he likes a cup of tea, and his usual diet consists of tea, a little eggs and bacon, toast, bread and butter, for breakfast ; luncheon of plain meat fowl (of which latter he is very fond,) and either some light pudding or jam ; a cup of tea and mor- sel of cake at four o'clock, and a meat tea with plenty of sv/eets upon reaching home about 6 p. m. Nothing afterwards, and seldom any beer. In the winter he smokes a. pipe now and then; but the habit does not dominate him, and he easily "knocks it off' when actually training for a race. As is necessary for riding on the mountainous roads near Dublin, he sits rather vertically over his cranks, and puts bis saddle rather high ; but unlike the regulation scorcher, he loves to coast downhill with his feet on the footrests, and does not spurt on the road at all. J. W. STOCKS. ? ^ (AMERICAN WHEELMAN.) " ^ ''Whilst training I rise every morning at 7.30, and take an egg beaten up in a glass of port, after which I go for half an hour's walk before breakfast, which consists principally of porridge. " After breakfast I read for half an hour, and then go for a sharp spin at three quarter speed over the track for fifteen minutes, after which I have a cold shower bath while still hot, and a rub down with a coarse towel, besides a little massage treat- ment from an attendant. " For lunch I have an underdone beefsteak, a little bread, and some rice pudding or stewed fruit — never any pastry. I invariably have an hour's sleep after lunch, and then take a stroll in the park PHYSICAL CULTURE. 1 8$ till tea time. This meal usually consists of tea, bread and butter, and cold tongue, and is always taken at five o'clock. " After tea, an hour's rest, another spin on the track, and a rub down, followed by a light dinner as soon as possible, complete the day's work, and I am invariably in bed before eleven. " On the day of the race I had to wait until sun- set, owing to the high wind. I started off at seven sharp, attended by fifteen pace-makers. '">" " The worst part was the first seven miles after which I worked hard, only heeding the rapid cry of the timekeeper as I flew past him, three-fifths of a second late on my twelfth mile. " No, I never get excited ; though, of course, the strain is simply terrific while it lasts, and the mo- ment the race is over I am covered with towels, which absorb the perspiration, and my knees are anointed with a special preparation. " Yes, it is indeed a fearful speed— 2 minutes '2^ seconds for every mile, and the actual performance was 25 miles 360 yards in 59^ minutes." Mr. Stocks has accomplished 25 miles 690 yards within the hour. I J. S. JOHNSON. (IRISH CYCLIST.) My method of training is one which I can re- commend to every racing man. I advise a trip to riot Springs in early spring, and remain there for six weeks or so. It does a fellow a lot of good. This last beason I spent six weeks there. Then I went to Savannah, where there is an excellent quarter mile cement track. My preliminary work consists of five miles in the morning and five miles in the afternoon at a 4 minute gait. This I con- tinue for a week. The next week I do ten miles in the morning at a 4 minute clip, and five miles in the afternoon at a 3 minute to 3.10 gait. The I90 CYCLING. week following I do a quarter mile in 34 to 40 sec onds, say four times a week. After that I cut down the long work, doing five miles in the morning, and in the afternoon sprint 200 yards four times a week and ride a fast quarter in 33 seconds. Then I con- sider myself ready for a " fast repeat." By that I mean I ride a mile against time in 2ms. 28c., and after half an hour's rest go on the track again and ride a mile in 2ms. 27s. Three days later I repeat again, riding a mile in 2ms. 24s,, and ride another in 2m. 20s. The mile and repeat work I continue twice a week until the season opens. My plan is on the same system that a trainer pursues v^hen handling a fast trotter. In the meantime I sand- wich in 200 yard sprints. I do not drink, smoke or chew. When in training I always retire at 9.30 at night. I believe in getting a good rest. I con- sider a good rest one of the principal things in train- ing. If a man does not rest he loses flesh. He worries, and is generally unfit for trials where en- durance and speed are called for. I also believe in good eating, and am very careful in what I eat. My favourite dishes, and those that I recommend to all athletes, are beefsteak, mutton chops, chicken, lots of vegetables and light pudding. Oatmeal I always take at breakfast because of its strengthen- ing and invigorating qualities. Cucumbers and ** sich" are barred. L. S. MEINTJES, (IRISH CYCLIST.) To be successful you must train and train well. It is of no use to train for a short time, as some do, and then stop. You must train till perfect, and it must be done regularly. In training regularity is everything. That is a good point about the Amer- ican cyclists. They train and do it well. If America put her best men in the field against the riders of every nation, the other riders would not PHYSIC \L CULTURE. rgi be one, two, three, four, five. I have ridden with the best in America and England, therefore, I think, I am fully qualified to make that staternent. My system of training is nearly the same as Zim- merman's. In spring I begin to prepare for the racing season. My preliminary work consists of a ten mile spin on the track about lo o'clock a. m. I ride at a slow, but steady pace, and, after I have finished, I get a good rub-down and rest quietly for a couple of hours, when I enjoy a two mile walk at an ordinary gait. Coming back to my training quarters, I again mount my machine and reel off about twenty miles, going free and easy. This sort of exercise I continue for about a month, until I find my muscles are working free, and that the stiffness which appears when I began has en- tirely disappeared. Walking, I think, makes the muscles active and makes the wind good. Having followed the schedule mentioned above for a per- iod of one month, I then begin to sprint. T ride about five miles in the morning and ten in the afternoon. The early part of my ride is confined to slow pace, which I gradually increase and finish with a sprint at top speed. This work I continue for another month, when I begin to sprint quarters and halves. Having satisfied myself that I am thoroughly fit, that my wind is good and I am able to wind up with a strong spring, I start out for the race meets. After that the work you get in your race will be quite enough to keep you on edge, provided you diet yourself. I eat everythfng and anything I like except pastry. I never use liquors, but am an inveterate smoker. In training a man should be careful to wear a sweater. It helps to reduce the superfluous flesh and absorbs the per- spiration. Draughts should also be avoided. A slight cold is liable to put a man out of training for an entire season. In a race a rider should never over-exert himself. As soon as he feels that he is not doing well he should stop riding and not pun- 192 CYCLING ish himself. Over exertion is apt to result in per- manent injury to one of the organs, and cripple a man for life. Only when a man is thoroughly well should he ride himself out. , W. C. SANGER. (IRISH CYCLIST.) I commence to prepare for the racing season by training with the dumb-bells and Indian clubs early in the spring to harden the muscles and develop the lungs. I take long rides every morning, say 20 or 30 miles, for a month or two on the road, then I go on the track and Arork there about five miles in the morning and afternoon. As soon as I feel good and strong, muscles supple, lungs good I begin to do fast work, keeping on until I develop a sprint, usually in the last half-mile. The early, long rides have strengthened my staying qualities, and the short rides enable me to do good work in short races. I try and sprint a mile in about 2min. i5sec. If I can do it'in the time I know I am in good fettle, and enter a race meet. I always re- ceive a good rub-down on leaving the track. The rub-down, by the way, is one of the principal things in training. In my opinion a rider knows better than his trainer what he can do. If a man feels well he should work well. Of course, if a man is in condition, but is lazy, then the case is different. He, in such a case, should be made work. In re- gard to what a rider should eat, I leave that to the man himself. I eat what I please, only barring greasy dishes. Roast beef, I think, helps a man and it does one good if eaten before a race. I' don't believe there is any harm in drinking a little beer once in a while. Speaking of myself, I have not drank anything in a year. ,• >?*> PHYSICAL CULTURE. »93 F. J. OSMOND. (new YORK wheel) -■' }\ Naturally everyone is curious to ascertain how one of the best liders, in the world prepares himself to meet his engagements. Like most men who have studied the subject, he considers no two men should train exactly alike j as are the faces of men different, so are the methods by which man is brought to that perfection in bodily health known amongst racing men as being " lit." Thought there is one broad system to go upon, the details differ- ently employed by every rider. Osmond at first rides twice a day, mostly going five or six fast miles For those who know anything about training will tell you that such work would kill most men, but he has the physique to stand a great deal of real hard work. After his first few weeks' preliminary train- ing, he varies his work by practicing speed or sprint- ing. In private at Heme Hill this season he has beaten the best quarter-mile time, so that it will be seen he has not neglected cultivating his "speed qualities." I have spoken to many men during the last* few years on the subject of training, and I find that all our modern champions have discarded the old system of dieting. Osmond is no exception to the rule. There is nothing particularly striking in his method of "getting fit.'* He is a man who can stand a lot of hard work, and he does it. No subject has caused more controversy than the correct position to sit upon a safety cycle. Mecredy last year was a believer in sitting much more over his work than had been the habit of our English "cracks;" Osmond favors the English position, and his VVhitworth machine is built with the peak of the saddle frem 8 to 9 inches behind the centre of the crank bracket. , You must get behind your work to pedal correctly, he argues ; it enables you to drop your heel more and claw back ; in a word, your an- kles are of much more use to you. He i$ not .m t-/-! 194 CYCLmC. a convert to sitting between the two wheels of tiie safety. He sits forward an inch or two only over the center of the back wheel. There are many good riders who may think eight or nine inches be- hind the crank bracket is a way back, and so it would be for a rider of small stature ; but it must be re- membered that Osmond is very tall, so that it will not do for small men to adopt his position. Osmond's method of sitting upon his machine naturally bring us to the question as to the length of wheel base. Now, if he sits an inch over the centre of the front wheel, with the crank axle nine inches forward from the peak of the saddle, it is not necessary to say that the "Whitworth" he rides has a long wheel base. He pins his faith in the lengthy safety, which, he says, on the path, is faster, also better for the negotiating of corners. The position of the front wheel of his safety is such that his feet, when on the pedals, clear, whichever way the wheel is turned. From the above it can be gleaned that the tall rider requires a maci ine with a longer wheel base than the small rider. Osmond holds this opinion. The safety upon which Osmond rode was geared to 68 inches. He is a convert in favor of a high gear, but to get the best results from it practice is required. High gears want a deal of training for, but after you gain the necessary amount of physical strength to push them, he thinks men can ride fas- ter. It must be remembered, however, that Os- mond speaks only of the path, and the fastest of paths, so that provincial racing cyclists who ride on all classes of tracks should read between the lines. Then, again, what suits Osmond may not afford the best results to other riders, for he admits himself that he is suited by hard plugging, and thinks that if tricycle racing were more popular than it is he would demonstrate that the three-wheeler was the machine which he could shine on more than any other cycle. PHYSICAL CULTURE. >95 A subject which has not received the attention from riders which it deserves is length of crank. So thinks Osmond. His idea is that a tall man, even on a safety, has an advantage over a small rider, because he can use a longer crank, and thus obtain more power. If a man be possessed of short legs he cannot use long cranks ; the tall rider can. A longer throw naturally obtains more power, con- sequently a higher gear can be propelled. JOHN C. MONTEITH, MAYOR, CITY OF STRATFORD, ONT., HON. PRESIDENT, STRATFORD BICYCLE CLUB. 196 CYCLING. fiji.' ■3>: W. W. WINDLE, (world's RECOKD HOLDER.) (daily mail.) . '' " To get the best results in bicycle racing, or in any sport or profession, ««trict attention should be paid to every detail. To achieve success in racing a man must be well trained and in good condition, A few riders can dissipate more or less and ride well, but in the end they generally have their con- stitutions undermined. Training should not be looked upon as a drudgery but as a pleasure. My training experience has been one of the most en- joyable of my life. Vou should be in perfect health when you race, feeling when you are on the scratch that there is nothing to hinder you from winning. One should study the effect of the food he eats ; the effect of riding at different times and distances, and the effect of riding his wheel, as he may have it altered, then when he gets it all right in his own mind, stick to it. Easy pedaling and position, are attributes of success and should be cultivated. You very seldom see an awkward pedaler, or one who tides in poor form, that is successful. "In regard to food, dieting, etc., I believe in ris- ing at about 7 o'clock in the morning and taking a short walk or some light exercise before breakfast, the latter to consist of rolled oats, eggs in any plain style, broiled steak and weak tea. Don't ride until about 1 1 o'clock, or until your food is thoroughly digested. Take dinner after you are over the effects of riding. This sh-^uld be of plain soup, roast meats, plain dessert, etc. Then ride again about 4 o'clock in the afternoon. For supper partake of light, plain food, but no meat. In the morning ride from two to ten miles easily, varying the speed and distance according to your feeling and the weather. In the afternoon try shorter distances, say quarter of a mile spurts two or three times a week, and when you get a fine day and feel all right have a good fast ride against the watch, but not over oncg PHYSICAL CULTURE. 197 a week. I always get the time whether slow or fast, as it breaks the monotony. " Everyone should use their judgment regarding the distance they ride and the food they eat. One thing may be good for one and not for another. Don't believe what the professional trainer tells you regarding riding. Very few of them know how to carry a wheel, much more adjust it thoroughly, and in my opinion are not capable of telling you how long and how fast to ride. Don't ride indifferent- ly. Go a distance and then come immediately in. Roll yourself m a blanket until you sweat freely, and then have sdme one rub you diy, gently, with a towel. After you are thoroughly dry you may have your attendant to rub on some liniment. I sometimes do this, using arnica and witch hazel in equal quantities. I am not opposed to anyone rub- bing you hard. There is no necessity of running, walking hard, or taking any violent execise outside of your riding, as it only tends to bind up your muscles; the muscles should be soft when in good form. Road riding has the same tendency to bind up the muscles. "The proper weight for a racing wheel varies from 25 to 27 pounds. Whatever you get be sat- isfied that you have no cause to lay defeat to it. Fit it to yourself thoroughly. Narrow the handle bars so you can get all your strength utilised. My bars measure 24 inches from handle to handle. Narrow across the sprocket and six-inch cranks are my standard. The proper position for your seat can be determined by moving the seat back from the axle centre and riding in different positions. I believe in riding more over the centre than the majority, the ptak of my saddle being about three inches from the axle centre. I have tried it always, but it seemed to me to be more sensible to push directly down than in front of you, and I could ride without wasting any strength." Hi I if 198 CYCLING A. A. ZIMMERMAN, (WORLD'S CHAMPION.) (DAILY MAIL.) In early spring I begin to ride on the road with a road wheel, doing from ten to thirty miles a day. I take it easy, and do not attempt to do any fast work whatever at this time. I continue this for about three weeks, or until I find that my muscles are working all right, and all the feeling of stiffness which always come to me when I first begin to train has entirely left me. Then I take a racing wheel and begin working on a track. During my trip to England I generally worked on the Heme Hill, and usually did about ten miles in the forenoon, and the same in the afternoon. Sometimes I worked five miles after supper, but this was the exception. I work at about a three minute gait for several days after taking up track work. When I find I am go- ing all right I try to spurt a hundred yards or so, and keep on increasing the distance each day until it reaches a quarter of a mile. After each ride I am rubbed thoroughly dry with towels ; then my whole body undergoes a sort of massage treatment from the bare hands of an attendant, and then some liniment is plentifully applied and rubbed in. I consider rubbing with the bare hands by 1 strong, healthy person one of the most valuable adjuncts to good training. Regularity in work is a very important element in making a success in training. The morning ex- ercises should be taken from one and a half to two hours after br'^akfast. I do not believe in taking any exercise before breakfast. If exercise can be taken in the afternoon it should b'^ about two hours after the dinner hour. To ride immediately or soon after a hearty meal, whether it is breakfast, dinner, or supper, is of no value to a person training. I have followed no particular line of dieting. I do not eat potatoes except in very limited quantities, neither do I drink coffee, but nearly all other table PHYSICAL CULTURE. 199 luxuries I indulge in and enjoy. I drink tea in pre- ference to all other beverages. Some men have the power to stay long distances at a moderate pace but cannot spurt at all, while others can do just the opposite. A very few can do both. Frank Shorland is a wonderful example of a man who can both stay and spurt. I have not met another man in whom both these qualities were so well developed. If you have found out the distance you can ride best, try that distance about once a week, and have some one to hold a watch on you and clock each quarter of a mile. At each attempt try to improve each quarter a little, but hold enough power in re- serve to do the last quarter faster than any of the others. If one has trained for short distances, say five miles and under, it is certainly very hurtful to try very much longer distances In England I had trained for the short distances, and without any proper preparatory work entered and rode in the fifty mile championship. During the latter part of that race my legs began to feel numb, and while they kept at work, yet the life seemed all gone out of them, and for several miles before the end of that race I thought they would not last the race out. They did not reach a normal condition for about three weeks after this effort. Taking a little exercise to keep from getting en- tirely out of practice is very often called training. That is not my experience, however. I am often asked if I had a pleasant time during my English trip. I always answer " yes," because there were a great many pleasant things connected with it, and I met a number of very agreeable people who tried to assist me in every way. But I don't think raosst people would have called it a pleasure excursion to be obliged for five months to follow a strict routine, e?ch day exactly like the other. It got to be very monotonous, and at times I fell like quitting. I keep a record of the miles I ride while in training, p PI r A': . Mi i I. '• n m % H ■v-l !1 I I 200 CYCLING. and I find that I had ridden over twelve hundred miles this year before I was able to win a race. I know that I am one of the hard men to get " fit," but I have very little trouble after I once reach per- fect condition. . I have met nearly all of the piominant racing men of Germany, England, Ireland, and Wales, be- sides those of America, and I do not think there is any branch of sport that contains more men with good education, with brains, and more thorough gentlemen than cycling. RALPH TEMPLE. (THE WHEEL.) A man cannot race on the path and ride on the road at the same time. Road work stiffens the muscles and prevents the attainment of a high-speed rate. Hill-climbing is also very bad practice for path racing. In fact the path racer must put in all his v\ork on the path. The object to be gained by path practice is the development of a well-sustained fast spurt, as the man who has command Of the best spurt will almost always win on the homestretch. A man should never leave the path tired. He should never strain himself or ride in bnd form. It is not necessary to lean over the handles to get the most speed out of the wheel and the rider. Temple sits up all the way. The rider, in his daily afternoon practice, should ride two or three miles at a good pace, and finish off with some practice at spurting. He should spurt 100 yards at first, and gradually increase the length of the spurt until he has reached a point when he can ride at top speed 200 or 300 yards or more. Do not try often against the watch. It is a wrong idea that the more work one does the stronger one gets. As a fact, every trial takes something out of a man, and the racing man should never attempt to ride himself out except in a race. PHYSICAL CULTURE. 201 The most important thing for a man to learn is his own system, and the effect of exercise and food on it. After each day's exercise, dry the body thorough- ly with a towel and then rub the muscles with the hands, to make them pliable. The final touch is a rub down with whiskey. Cold bath, or much of the shower path, weakens the system and slows the muscles. A sponge l^ath is quite sufficient In dieting, stick to simple foods and tea or ale as a drink. In the selection of machines, the position of the saddle, etc., one must study the thing out and decide for one's self. . ! GEORGE HKXDEE. i (the wheel.) ! Cycling has opened up a new branch of athletics which is becoming more and more popular each year, and the questions are often asked, "Who is the champion, and v.hat is the record ? " That " record " which has steadily been battled with from the early days of cycling until the present time, is a marvelous piece of human endurance and pluck. Each year some one from out the host of cyclers has been fleeter of foot than his predecessors and has hammered the record lower and lower, until now the rate of speed attained seems almost in- credible. This has not been achieved all at once, however, but has been reached, not only by the manufactur- ers building lighter and better wheels, and the con- struction of tracks, but by study and careful train- ing on the part of the riders themselves. Whenever a great feat has been accomplished, not only in cycling but in all athletic sports, " con- dition " was the starting point. Little does one think while watching a race, of the many weary hours that have been spent, and the self-denial gone through to bring the man into the perfect shape in which we see him, .♦ m 11 !'■ '-r li ■:t m m .4': i; !■ It ill 202 CYCLING. L. L. LEWIS, Toronto, Ont., UNDER GRADUATE lORONTO UNIVliRSlTY- PHYSICAL CULTURE. ao3 L. L. Lewis, whose genial face is given on the page opposite, began life as a pedagogue He was for some years principal of the I'uhlic Schools in the town of IJleiiheini, during which time he did much to foster bicycling in South Western Ontario. He is an undergraduate of three year^' standing Toronto University in Honor Modern Languages, and a living exponent of what cycling can do for the health. In his present capacity as city travel- ler for the GooUl Bicycle Co. of Brantford, his sue cess is pheriomenal, as at present date, January ist, his sales for 1894 amount to nearly thirty thousand dollars. His courtesy and fair dealing have gained for him many friends among bicyclists. En Training for cycle racing has most certainly opened a new branch of the art, and although no two men can be trriined alike, still there are many fundamental rules v hich can be followed with the best of results. One of the leading points to be considered is the distance to be raced. Many athletes claim to be good at any and all distances, and, to a certain extent, this is true ; but at some point they excel ; so in entering upon a course of training lay out your work, and leave no stone unturned to get yourself in the best condition possible. We train to bring ourselves into that condition from which we can obtain the greatest amount of speed from the least exertion. To gain that end all unnecessary flesh must be re- moved and the muscles left to act freely and easily. The flesh can be removed m many different ways ; most common of which are the shower-bath and the use of a " sweater." Some persons cannot stand the rigor of the for- mer, and many find the " sweater " a very uncom- fortable thing to wear. Therefore some experimental work must be done. 204 CYCLING. The "sweater" is most generally used, however. The reducing of the flesh should be conducted slowly, as there are chances of weakness following a too sudden falling away of superfluous flesh. Your weight may not decrease, however, in pursu- ing a course of training, and strange as it may seem, some increase in weight. The flesh that is displaced is more than equalled by the muscle developed. This does not apply except in rare cases, and many reduce themselves several pounds. The wri- ter has found that one of the best ways to begin a course of training is by taking a good dose of physic and following it up, in the course of a day or two, with another. This gets your system into good working order for the hard work of actual training to follow. There is one point that has been sadly overlook- ed thus far in the preparation for racing, and that is the development of the upper body. There is no reason why the arms should not be as well de- veloped as the legs. True, the legs aie really the moti\e power, but the arms and chest impart their share of the power through the means of the handle-bar. Many times the writer has been questioned re- garding training for cycle racing, and when discuss- ing the really small amount of work actually done in comparison with the tremendous preparation of the college student for foot races and other college sports, many have remarked that there was not enough work done. Certainly the cyclist under- goes an entirely different method, as far as exercise IS concerned, from any other branch of athletics, the idea being not simply to obtain the greatest amount of strength and endurance, but to combine with these the elasticity and ease of action of the muscles in the quick pedaling necessary to rapid riding. The muscles have to be brought into that state which is at one moment hard as iron, and the next soft and pliable. This action has to take place PHYSICAL CULTURE. 205 very rapidly when travelling at a high speed. For example, a man with short and knotty muscles, ei- ther above or below the knee, never makes a fast rider, simply because his muscles are not capable of the rapid relaxation necessary. The art of spurting is a study in itself, and much might be written which would be of practical use to the beginner, but space forbids. A few points alone can be mentioned. The body should be held as still as possible, thus enabling the rider to hold his wheel steady. If this point could be prac- ticed, many a bad spill could be avoided and a greater rate of speed attained. The daily routine of training ought to be such that no fatigue should be felt and you should feel at all times ambitious and confident that you are capable of doing a little more than you ever have done ; ambitious to such an extent that when walking quietly along you feel like breaking into a run. This is the point to which training is supposed to bring one. From all facts gathered it is certainly ill-advised to take any other exercise than riding. For example, walking or running to any extent tends to make one " slow." Exercise in the shape of dumb-bells or Indian clubs is certainly a splendid thing before breakfast, but the track should be the main point of preparation. The spins should be taken regular- ly and vary according to the distance in view. For sliort distance riding, say from one to five miles, the spins should vary from one to three miles, with short sprints now and then. The full distance never should be run but once a v/eek. This should be in the shape of a trail. Thus from week to week you can see the results of your training. It would be wise to keep a complete list of the miles run in practice . This might be valuable for future reference. Practicing riding at full speed each time you mount will soon bring you into that condition culled ** stale." This is a point to be avoided by all i ] \ 2o6 CYCLING. n »•';•.. means. Once "stale," training might as well be given up for a month and you should confine your- self to road riding. Care and judgment should be used at each mount, considering at each time the weather, condition of the track, and rider. Should -the wind be high it would be policy simply to con- fine yourself to spurting with the wind, thus be- coming accustomed to quick pedaling. At each regular spin it would be well to finish strongly, each time increasing the length of the spurt until you have reached your limit. Hy the limit is meant the exact point from which you can hold your spurt to the very end. This you will find to be of great benefit, and it will give you confidence, when, with- out knowing, you might become hopeless of hold- ing out to the finish. Human endurance has a limit, but many and many a race has been won by the sheer grit and determination of the rider. The daily routine of the athlete while in training must necessarily be about the same from day to day. His hours must be regular, not only in his exercise but in his hours of repose. Let us sup- pose, for instance, one i^j training for short distance work. He rises at six, has a dry nih-down, a short walk and is ready for breakfast, which might con- sist of soft boiled eggs, a couple of good wholesome mutton chops, and dry toast. After breakfast he is at his leisure until the hour of exercise, which may vary from ten until half-past. He now has another rub-down and dons his practice suit. The spin consists this morning of three miles at a good swinging gait with a rapid finish, which starts the blood into good circulation. Now comes the liard and laborious rubdown. This is accomplished with a rough towel, which is freely used until the flesh is brought to a rosy tint and all the pores are wide open. . . ^ Following this comes the manipulation of the muscles and the application of witch hazel, alcohol, PHYSICAL CULTURE. 207 or other like substances, which prevents the mus- cles from becoming stiff. When the rub-down is completed it is nearly din- ner time. This meal may consist of a great variety of food, as the old idea of beef and mutton alone has long since been dropped. However, there is nothing better than good mutton, especially if the wind needs improving. In following a diet, mply drop all food that is fattening or that does not agree with you. The writer would suggest for dinner light soup, beef or mutton, very little vegetables and a small amount of pudding. A cup of weak tea for breakfast and supper would do no harm, but for dinner it should be dropped. The afternoon exer- cise should be confined to spurting different dis- tances increasing to a run of two miles or so, if you are in need of more exercise. This is followed by a rub-down similar to that of the morning. The supper should consist of cold meats, dropped eggs, etc. The evening should be passed quietly, and the rider be in bed by ten or half-past. Many rules might be written, but one of the best guidances is good common sense, and with a little judgment and experimental work, together with ob- servances of all the regular rules of training, one ought to .soon discover the best method to obtain the best results. W. W. CARMAN, CANADIAN CHAMPION. Mr. Carman's time is almost all devoted to com- mercial pursuits, as he finds it more remunerative than racing, when he cannot give all his energies to training, therefore, his mode of preparation diverges somewhat from the orthodox. He believes that for the purpose of acquiring speed, that track work is the best, and commences by doing t4iree or four miles each, during the first eight or ten days at about a 3.20 pace per mile, un- 208 CYCLING 'JV- j ,tv til he feels strong and can bear the pace easily, and finishes with a smart sprint. He increases the pace and distance in proportion as speed and stamina obtains. A week or so before a race meet he prac- tices mostly short sprinting, always having a tho- rough rub and applying liniments after riding. This practice method keeps him in good condi- tion of health and " fit " for fast work. He practices regular and temperate habits of life, going to bed early, eating regularly without overtaxing the digestive organs, thus keeping them always in good working order. He uses plain, nourishing and always well-cooked food, eschewing evil associations, stimulants, and late hours as tend- ing to destroy the vitality of any athlete. Most Canadian riders know that his cycling per- formances during his racing career, considering his opportunities for getting " fit " have equalled those of a world's champion cycler, and those who know him well consider that (in racing parlance,) a bet- ter piece of stuff, or a gamer mun, never propelled a cycle than W. M. Carman. We advise every reader who wishes to become well versed iu the Science and Art of Cycling to read " Amateur Cycling," with hints on training by G. Lacy Hillier, and W. G. H. Bramson ; published by Dean & Son, (ltd) i6ox'\, Fleet street, E. C, London, England. American agent, F. P. Prial, 21 Park Row, New York. ;.u-^': ■'■■ J ' ''i ' '-"'^ -'^,il <'J» f>;' ; ; at) v^v , ■".■■; CYCLING FOR LADIES. I In this last decade of the 19th century the inter- est manifested on all sides in the physical culture of women, materializing lu gymnasiums, fencing classes, bowling clubs, riding schools, dress reform, etc., we do not iiear as much as we ought to in favor of the cycle for her. Yet the steel horse does take position also in this grand contest for health and strength. This increasing agitation among women on the subject of physical development is a healthful sign of the times, for the establishment of the gymnasium — the "temple of health" — means, if generously supported, the departure of the drug store. Let us hail the coming and speed tne part- ing guest. It is no longer a novelty to see women riding on cycles on the streets of American cities, but we would like to see more of them in Stratford. An external mechanical remedy inspires every thoughtful person with more confidence than a mys- terious medicine with which, taken into the stom- ach unites with the acrid acid gastric juice, flows with it perhaps through the whole body, or per- chance is wholly or partially expelled by the kid- neys, intestines, saliva or skin. -. u It is quite otherwise with our mechanical reme- dies, and the mechanical cures which have come of late into such prominence, especially for all chronic diseases or weaknesses. These have, with reason, inspired the people with confidence. The cures of Oertel and Schwaninger (famous Germans), Ter- rain, iianitariums, active, passive and resistant gym- nastics, mechanical gymnastics, with steam as a partial impelling power, nerve vibration, massage, 2IO CYCLING ■ 1' lis the Ergostat (a wheel weighted according to the capacity of the patient, to be turned several hund- red times daily, with the object of strengthening the muscles), turnen, cycling, etc., are general sub- jects of discussion. These mechanical remedies were based originally on purely practical observa- tions. Fifty years ago, Pleufer, and Henle, in advance of their time, recommended the slow ascent of a tower for invalids. They had in view solely the practical benefit of the expansion of the chest by deep breathing ; and experience taught that tuber- culosis, peculiar to narrow-chestedness, was prevent- ed by it. But what was accomplished coincidently in the muscles, that there is the source of nutrition; how this nutrition was increased and diminished was not then known. That a person inhales nine thousand litres of air every 24 hours, what becomes of it, and the consequent nourishment, how much albumen is necessary for the system, and that it is furnished in bread as well as in meat. For all this important knowledge we are indebted to the pion- eer researches of a Pettenkipfer and Voit, by which the first light was thrown on the workings and value of our mechanical cures. Great value should he placed on all such influences as diminish fat and lessen the quantity of water in the body. Not only is it especially desirable to free the muscles of the heart from threatening fatness, since muscles burdened with such no longer do their work ; but the de-fatening of the rest of the body is also of great importance. The blood of fleshy people, generally, is not as good as that of the slen- der, and with poor blood one is more easily fatigu- ed, less capacitated for labor and much more sus- ceptible to disease than one whose blood is rich ; in such the composition of the blood with regard to proportionate mixture is not normal, there is an ex- cess of water in it. A superfluit of water in the blood is easily discovered j this is the case when, by LADIES. fXt .r 's and value the least effort, a person breaks out into a perspira- tion ; such are less able to resist cold also. Sweat- ing baths drain the tissues and give immediate strength. Many think that old age has robbed them of their strength, whereas it is only an abnormal watery condition of the blood, to correct which, exercise sufficient to induce a free perspiration should be taken, and care exercised against a too sudden cooling off. As a good coachman cools his heated horses by slow driving, so, after profuse perspiration, exercise should be gradually relaxed, which is the best way also of toughening the system. As indi- cated, superfluity of water in the blood is coincident with impurity of blood, and poor blood with an ex- cess of fat. Of course there ar fat people who are strong and healthy, but they are exceptions — cases where the flesh is unusually solid, of normal watery compositiou, not flabby nor bloated. The circula- tion of blood in fleshy people is not free, as a rule, especially in the lower extremities from which the return of blood to the heart is labored. Every or- gan in action demands 80 per cent, more blood than in repose, the laboring organs by fat deposits. Again, the lungs of thin people as compared with fleshy, take in three times the quantity of air and blood, which in active exercise should be abundant- ly supplied them. Now, if all the organs are sur- rounded with fat, circulation is obstructed, breath- ing becomes labored and clogging, everywhere is the result, hemorrhoids, warix, etc. The aim of all mechanical remedies is the same — the strengthening of the muscles of the heart, ac- tivity in the nutrition agents and defatening. This is accomplished, as subsequently staled in chapter on training. If Guadaur, the famous oars- man, would train by the gradual, continuous pro- cess, in a suitable climate, we venture to predict that he will defeajt the Australians, otherwise prob- ably he wiU meet defeat. w* !' •), 1 ( if! im. *J ::» 212 CYCLING. Is cycling healthful, and what does it acconi- plioh ? First, we would assert that it is an excellent remedial agent, that it rests on correct principles, and by activity of body and mind, effects what no other cure is capable of } but that its province is only to reduce the weight of the body is an entirely erroneous idea. This is not its work at all. While efficacious r.s a curative agent of many conditions, it is not at all suited to suiiferers from acute disease and heart palpitation t indeed, in such cases it may be very injurious. Persons with confirmed pulmon- ary complaints, easy succeptible to attacks of cough- ing, are not subjects for the cycle. True, it is poss- ible that such a one may derive benefit by a slow and discrete use of it, but to keep up the same pace as his or her companions. They must breathe through the mouth, with mo'^t injurious effects from the enforced inhalation ol cold and dusty air. Cycle riding is most efficacious as a strength re- storer to the weak and delicate. It is suited espe- cially to organizations born hea'^hy but enfeebled from lack of attention and exercise, and for the slight outlay of effort demanded, an unlooked for degree of health and strength is the reward. For weak chests, inactive bowels, labored breathing, a tendency to fatiness and impurity of blood, cycling is especially beneficial. Brain, chest and abdom- inal organs, derive great benefit from 't as well as the mental faculties, in which this advantage is to be recognized, that it is not obtained in close rooms or dusty gymnasiums, but in the open air, or airy heights, through woods rich in balsamic odors, un- der God's glorious firmament. The typical specimens of women of our modern civilization are not to be compared to the magnifi- cent conformations of the Olynpian days, whi i the eye of the anatomist could find pleasure for ever in gazing on inddiviuals whose muscular phy- sique, were beautifully grand in its almost perfect development. Ladies. 213 The North American Indian, whom many writers term the " child of nature " during centuries gone by, had an eye keen in its vision, an arm of power- ful strength, lissom in his movements, and in form anatomically illustrious ; and in whose features were reflected that glow of life, that inate joy and respon- siveness that alone are the manifestations of inher- ent and nurtured physical vigor. To-day man does not endeavor to cultivate the powerful physique as he ought, forgetting in the pursuit of gain the truism — no muscle, feeble brain. Nevertheless, that in- dividual has much to wonder at who attempts to measure the abyss which separates the refined citizen of the empire from the partially naked and almost savage barbarian. The intellectual achieve- ment has been phenomenal, moreover, not wi'hout some sacrifice. We have in our midst the inventive genius, the wily craftsman, but vve also have the delicate, the feeble, and that latest model of all, the manikin of the city. This withered, sallow, distin- guished being, is the representative product of con- siderable expenditure ; he is an outcome of civiliza- tion, and SLi) unintentional conglomeration or char- acteristic manifestation of the lack of physico-men- tal-education. The current literature of the day on the subject of "woman's rights" in existence is quite unneces- sary. You cannot compare man with woman. God has fitted each man and each woman for his and for her specific sphere. Man to be sovereign in his empire, woman to be governess in hers. The line of demarkation between man's kingdom and woman's kingdom is just as distinct as the boundary mark between Ontario and Quebec. A physician can weigh a grain of morphia on his scales, yet you cannot balance a man's opinion with a woman s opinion. Man is not necessarily more intelligent than woman. Woman is not ne- cessarily more affectionate than man. Intuition teaches us to discern, easier than describe, when am m -6] N l.-^ >J t M! t'' i Si. H I IK- liV 214 CYCLING. man is in his adapted sphere and when woman is in hers, and so long as an individual performs acts that are consistent with God's laws we have no right to interfere. If a woman wants to vote let her vote. If a man wants to do embroidery work let him do embroidery work. The majority of women in business to-day are there simply fnim force of circumstances. Verily, the abilities of women differ as widely as the abili- ties of men • one may be by nature adapted for commercial life, for teaching, for music, for writing, etc. A small proportion are almost void of all motherly or home-making qualifications, neverthe- less, the prevailing opinion of man is that the am- bitious aspirations of the larger proportion of maid- ens should be to become an M. A. (ma,) and a very practical cyclienne admits that cycling is the exer- cise (par excellence) for bringing about that highest state of de /elopment. The entity of man differs widely from that of woman : — " Man's love is of man's life a thing apart, 'Tis woman's whole existence ; man may range. The court, camp, church, the vessel and the mart ; Sword, gown, gain, glory, offer in exchange Pride, fame, ambition, to fill up his heart. And few there are whom these cannot estrange ; Men have all these resources, we but one, To love again, and be again undone." — Don Juan. The rider sits quietly on her sieel horse not bent forward like the runner, working mostly the lower limbs, which act like the driving rod of a locomotive. But the repose of the upper part of thebody is only apparent ; slight steering movements are necessary, and the muscles of the back come into play to pre- serve the equilibrium ; while over rough roads the whole back is brought into action, and the muscles of neck and head are also fellow-laborers. With the cycle, by the firm hand-grasp of the steering LADIES. 215 rod, the arms are in constant action, but there is no danger of shoulder contraction, as in desk work, because the hands are held far apart. The effort of propulsion necessitates deep breathing, by which the dead air of the lungs is repelled, and the chest, without any loss of elasticity, is greatly expanded with a consequent increase, from month 10 month, of chest capacity ; so it is good advice to account- ants and sedentary workers to take to the cycle and learn how to breathe. Except in very short, slow runs, the exertion in- duces almost always a gentle perspiration, by which deleterious matter is removed from the system, but the cyclist seldom perspires violently even in severe long " runs" and races, which from a medical stand- point is not advised. There is no violent over- heating, no precipitated pulse, nor reeking perspi- rations, neither are the reins of the riders' neck distended — a frequent condition in most severe physical exercises. The greatest efficiency of cycling, then, is the strengthening tone given the muscles, the nutritive source as we have seen, and the conformable nou- rishment of the entire body. The increased mus- cular activity, aided by a gentle perspiration, de- stroys fat, while the defatening of the heart and large veins is of inestimable value from the freer circulation of the blood. As we have seen, the whole organism is brought into brisk activity, v.'hen it is not to be wondered at that capacity for work is greater, jleep and appe- tite splendid. Really, cyclers digest meals as no other healthy women do, with this change of stim- ulus, this feeling of the inner organs, and the oppo- site in regard to the exterior of the body, an effect is produced on the nerves which no other remedy is capable of. The excitement of modern life, which no class nor age can withstand, nervous prostrations in all its manifestations, are not compatible with cycling. f m M ;' i ifl* .t : iilr 1 1 .?♦ iil'lfi m mm m 216 CYCLING. i,h It i ■ |!^;.M. i :l After a few weeks of this exercise, one manifestation of this disease after another disappears. We know of people who cannot enter a company of more than ten persons without suffering an unendurable dizziness, the glaring hght of a chandelier pro- duces in others outbursts of tears, others still are unable to read three pages of a book unin- terruptedly. We know^ of individuals wlio cannot take a brush in their hands, of women in whom the ringing of bells superinduces stillness and melan- choly. To these and many others, not only is this sensibility a real torture, but the risk of losing their daily bread is bound up with it. At the present day mediocritygoes for nothing. Superiority only reaches the desired goal, and for this effort are for the most part necessary, demanding extreme tension of the nerves which cannot be other than injur- ious. But such an over-strained existence is not intend- ed by the Creator. If so He would have construct- ed the brain so as to bear without injury this, drive, this over excitement, just as He has protected by a strong thread the heart of a horse from bursting — the horse. His own creation for speed, 'rhe present mental strain cannot be withstood by child nor adult. To such sufferers cycling comes as a redeeming aid, provided a halt is called at the same time on the nerve drive. The clearing up of the dull head, the sweating activity of the pores of 'ihe skin, blood- distended muscles, increased nutrition, better blood composition, deep breathing of pure air, freeing the system of superfluous fat and water, better nourish- ment. These make a healthy body, and a healthy body brings the healthy mind. Energy returns. It is a pleasure to live. The impulse to work returns, and with it happy temper and contentment. In a few weeks the torturing, irritating sensibility of the nervous system disappears. It is then apparent that a discreet and proper use of the cycle is of great LADIES. 217 efficiency as a remedial agent. And they to whom the pleasures of wheeling are unknown are void of one of the greatest enjoyments of life. In the great draughts on the nervous systems of the women of the present day, what better coun- teracting influence than an hour or two of daily us^ of the bicycle ? which is not the passive enjoyment of a carriage drive, but an enforced activity of body and mind which cannot be other than beneficial, to say nothing of the pleasures to tiie senses of this exhilarating locomotion. Those women who do ride are pioneers in a good moveipent, whicH should take its place among others for woman's advancement. Surely, naught can be greater than the physical well-being of the coming generation. We believe in the gospel of " physico-mental- talent in the beatitude of comradeship," of gener- osity and happiness. Whoever is useful is happy, and whoever is happy is a success. Whoever plucks the fruit of his own good works is a good fellow. Kj4 mm MOUNT. Beginnet-s may mount from the curb-ston(e. Standing on the left of the cycle, holding handle- bars, thie right foot is placed on the right hand pedal which is slightly in front of the vertical, meanwhile leaning the cycle slightly to the left, as the rider rises into the saddle, the weight placed on right pedal will start the cycle, a slight forward movement will allow the dress to fall evenly into position. This is an easy and graceful method. DISMOUNT. Just before left pedal reaches its lowest point, bring the right foot rapidly to the left, and step from the left foot. Let the cycle come almost to a stop before attempting to dismount, tn emergen- cies swerve to the sidfe that you are about to dis- mount, v, ^t;;-,.U«. i^.;-' -v K^- aW »,. i .•«-*- !^::,: H' ■mi' ill 1.' ;■■ ill l;:'ll 2l8 CYCLING The front wheel spoon brake is the best form now in use for ladies cycles, however, if the rider can thoroughly master the art of backpedaling, bet- ter dispense with the brake. A bell is essential. A lady's cycle, should be very light, strong, rigid, well braced, and fitted with a gear case or a proper- ly adjusted dress guard. There is hardly a Royal court in Europe into which the silent wheel has not found its way. There is no reason why a fairly active woman of fifty or more should not learn to ride a safety if she chooses, and in many cases the swift two- wheeler would be found a renewer of youth, worth all the cosmetics of Madame Rachel, ten times more. To prevent sun burn, rub glycerine or vaseline well into face before starting on o ride. To remove sun burn, apply lemon juice and milk. HINTS WRITTEN BY AN ACCOMPLISHED CVCLIKNNE AT OUR REQUEST. Light woven wool under ware. No corsets. A skirt of hard finish, serge, not over tinee yds. wide slightly gored at top, length just to the ankles. I think weights are better to keep the skirt down than any other way, about 2 ounces of shot in little chamois bags to fall directly over each foot other- wise they would dangle and be. inconvenient to the ridei. Any kind of loose waist that can be worn without a belt. Belts keep a person very warm and are apt to be worn too tight. A cap with a peak to shade the eyes I find better than a hat as it does not catch the wind. I like loose cotton gloves better than any others. Shoes are better than boots. Sun burn, I have never given it any consideration, but I would suggest wearing while cycling, M. M. E. Pinault face mask for those who are afraid of the sun or do their cycling in a cellar. To remove sun burn my advice would be. LADIES. 219 jst form he rider ing, bet- essential. ig. rigid, a proper- ope into ay. Oman of safety if wift two- th, worth en times vaseh'ne uice and VCLIKNNE irsets. A yds. wide inkles. I :irt down )t in little )ot other- enient to t can be rson very , A cap er than a like loose Shoes are ver given t wearing for those :ling in a vould be, leave it to nature. Collars are not comfortable to wear. I do not think it well to ride after a full meal — take something light. I do not think it ad- visable to drink much while on the road. As to hill climbing I really do not know how I got in the knack of it, it seemed to come as a matter of course and back pedaling the same. I think if a person is nervous and feels disinclined to ride, the best remedy is to go and you will soon overcome it and not feel that way. 1 do not like the side- walk to ride on, it makes me very nervous. I feel that I could go any place on the road. ESSAY BY AN M. L. A. WHO IS A PRACTICAL CYCLIST. Some one has said that " the women who has never been on a cycle has missed half her life." One of the most pleasing sights of Chicago, during the past summer was to be seen on the Boulevard at the hour of sunset. The " Ladies' Cycle Clubs" of the city were out in full force and in their be- coming costumes presented a pleasant picture to the observing visitor. Their happy faces testified to the enjoyment and benefit derived from this ex- ercise. The mere motion of the wheel in itself produces a most exhilarating sensation on the rider and is conducive to both physical and mental health. Add to tiiis the variety of scenery, the entire change from the monotony of the office, the school-room or the worry and care of domestic life and the charm is complete and we feel every fibre of our bodies tingling with delight. The question is often asked " is cycling health- ful exercise for women?" Some physicians say it is not "and that a woman might as well run a sewing machine as ride a cycle for the motion is exactlv the same." This is, of course, usually given by tfie persons who have no experi- ence of either running a machine or cycle. In using a machine the work is done largely by a for- ■'^!*'' i 11 C^y I h r,» '-V:^^. T.'. fc lii! 220 CYCI.ING. ward and downward motion of the extensor mus- cles of the leg toward the ball of the foot, and the muscles act simultaneously in both feet. These motions are strained and unnatural. In cycling fhe motions are upward, downward, forward and backward as in walking. Also changes of level DUNLAP PNEUMATIC TIR^:, 1894. brings one set of muscles into vigorous use while it rests others. In cycling ihe hands, arms and shoulders are brought into constant and varied ihotion. The position is erect, or ought to be ; the lungs freely expanded, the action of the heart accelerated aud the circulation stimulated, oxygen take the place of poison di-oxide. life responds to the healthful impetus. Contrast this exhilarating exercise in the air with bending over a sewing machine iri perhaps ^ close atmosphere and the difference is at oncjie apparent. If any one is not convinced just try the two experiments and, methinks, your convictions wWl become settled forever. As in skating and horseback riding so in cycling Pure New oper ■'^-) LADIES. 221 there is a psycological as well as physiological effect of exercise and the former enhances or modifies the latter to the degree that is impossible to accurately estimate the value of the one without including th6 other. Walking gives too little occupation to the mind, DUNLAP PNEUMATIC TIRE, 1894. and ought not to be indulged in by any person wearied either mentally or physically. But benefit is derived by a canter on horseback or a spin on a cycle, no matter how tired one feels. Any \voman who can walk, can ride if sho wiU. Those vfho find a short walk exhausting ought not to attempt at once the speed or distance that those more strong can accomplish without difficulty. For restless sleeplessness riding is an excellent remedy and you will sleep as you, perhaps, have not done for years. Many of our beloved Queen's grand-daughters are enchusiastic cyclists. In many notices of wed- dings we see among other items " A p^rt of thie wedding trip will be made a — wheel." ^ "' m '11 rSK ri 222 CYCLING. A lady suitably dressed for riding is not nearly so conspicuous upon a cycle as she is on horse- back, or even in walking. No modest woman likes to do anything to attract attention to herself. This debars many from the healthy exercise of riding. The most suitable dress for riding therefore for ladies is that which is least conspicuous. The mounting the wheel requires a little practise, women, quick to grasp the intricacies of all sorts of work, soon discovers the secret of graceful riding and graceful mounting after a very short siege of awkwardness. One of America's greatest writers says, " What the world wants or needs to day is healthier women, not women fairer or plumper but healthier. Women with more vital resistance, women who can perform the duties devolving upon them without these ever recurring break downs, this everlasting war between the enfeebled and would-be healthy organs." Woman can attain to this healthier condition by proper dressing and proper exercise. Exercises which they enjoy and which, therefore, attract them are the ones which succeed. If only women would realize the value and ster- ling qualities the cycle possesses. If they would appreciate whit a tonic it is for listless energies and worn-out brains, they would throw away the medi- cine chest and drink in the pure air of the country, and take exercise daily. The cycle, certainly, offers one of the best and also one of the most attractive means, for receiving this much needed air and much needed exercise. It can be indulged in by the most timid as well as the self-confident. How comparatively few ladies would think of giving up skating because of timidity or nervousness. They know too well that this ex- ercise benefits them, taking away the feeling of weakness and dependence. .■>) LADIES. 223 Shall not then the women of Canada take up this later, less fatiguing, more exhilarating and more beneficial exercise. Take it up quietly but persist- ently, till to ride a cycle will in no wise be looked upon as a novel or immodest pastime, and there- fore will cease to attract notice, criticism or com- ment. Now, when it is feared by the pessimistic that the higher education of women will interfere with their maternal functions, no kind of exercise can be as beneficial to them as cycling. My attention has been called to this fact by a letter I have just re- ceived from a woman doctor of Chicago, who has been practising medicine successfully for the last seventeen years, and can therefore speak from ex- perience. She is an enthusiastic cyclist. She writes: " So many of our women of to-day are com- plete failures in child-bearing, that in looking for a sound, natural reason I find it, or I think I do, in the fact that they take very little exercise which developes pelvic and thigh muscles. Women and girls are pushed into this quiet by dress. Those who think all forms of sport unwomanly should lay this to heart. The fact is that women are physi- cally in need of as good sound exercise as men, and it may be, by emancipating themselves from the old conventions and sharing manly sports as well as manly studies, they will do much to counteract the physical weakness which is their inheritance from their mothers and grandmothers, whose noblest ideal was to stay at home in ladylike repose of mind and body." We advise every reader who wishes to become well versed in the Science and Art of Cycling to read " The Art and Pastime of Cycling," by R. J. Mecredy and A. J. Wilson ; published by Mecredy & Kyle, 49, Middle Abbey St., Dublin, Ireland. .'.'■J i,.^ ,■:-[:■ •/I ' I: J I 1.^:?' :;!. :: H' w TOURING. " To him who In the love of nature holds Communion with her viaiblo forms." Touring on a 7cle, in Canada in the summer season, with a fair companion, who is well versed in nature, is the most pleasant, profitable, heathful, and instructive enjoyment known to cyclers. Al- though, as the German would state it, our climate surpasses that of the fatherland — Britian — Cana- dians enjoy touring in Great Britain and Ireland almost as much as in their native Canada. "When men unto their noblest rise, Alike forever see their eyes ; Trust us, errand England, we are true, And, in your noblest, one with you." W. D. LlOHTFOOT. Doubtless foreigners touring through Canada will find it the most interesting country in the world and it is only in justice to our country to state that for a salubrious climate and a productive soil Ontario stands pre-eminent, as those who have cycled through it always express, and nearly all its inhabitants bear that patriotic spirit within their breasts, and claim that we stand for such a national development as will make this country a great country, a united country, and a nationality in itself, and that the judicious application of a pro- tective tariff has knit together the sinews of our nationality in the great bond of mutual trade inter- course, as well as in ties of sympathy and alle- giance ; and it may be reasonably expected that this union of our people on the basis of Canada for the Canadians will continue to grow stronger and more vigorous as time rolls on, and the cycle TOURING. 225 jlOHTFOOT. is adopted by every people, kindred and national- ity throiiijfhout the wide world, within the verye of the immensity of s[)ace. Prior to going on a touring expedition the indi- vidual should get somewhat into condition, unless he has been recently riding, even a ten mile's run may make him feel uncomfortable. He should prepare by a fortnight's steady practice, beginning with 5 or lo miles, and increasing from day to day, until he feels that be can travel with ease a con- siderably longer distance than he actually proposes as his maximum. For the last day or two his rides sliould be in full marching order — i. e., carrying the full amount of weight, in the way of luggage, etc., that he proposes to take on his tour, by this means he can practically prearrange every article to be taken as luggage. The wheel selected should be of the be.st, and as light as possible, consistent with strength. It would not be very pleasant for the tourist to have his wheel collapse perhaps miles away from any repair shop, F. Bryers^ Cycling Road Guide and Map are indispensable essentials whilst touring in Canada. Many cyclers tour without deriving much benefit from it. — "Festina Lente." The greatest study of mankind is man. . Converse with the natives, ob- serve their manners, habits, endeavor to get a drift of their minds, and perceive what a vast difference of opinion there is in mankind, and as you proceed practically demonstrate to all those with whom you are brought, that your dignity is as much with you now as when sitting in your own church pew. ** Say, should the philosophic mind disdain That good which makes each humbler bosom vain ? Let school-taught pride dissemble all it can, These little things are great to little man ; And wiser he whose sympathetic mind Exults in all the good of all mankind." — Goldsmith. KH. '' im '*. ^'«:.' r J' ■ »l Ill jr« ]| UA'tH ■ ii 226 CYCLING It is impossible to state what should or what should not be taken, as dress, luggage, tools, etc., one person would take a musical instrument, ano- ther a chess board, microscope, camera, revolver, fish hooks and line, or a book of poetry, much will depend oi\ the condition of the roads and season of the year. The tourist had better seek amusement in his immediate surroundings rather than burden THE LaFORCE pneumatic TIRE, TORONTO, ONT. 1-' .. '. i-- 1 TOURING. 227 himself with articles that are at his hand when at home. Some form of eye protector is a necessity against insects and the sun. Never allow yourself to become faint for want of food, it will take more strength and energy out of you than you can replace in a day. As to food and dress see folio 102 and 97. Nature's calls must always be attended promptly. Men do nothing excellent but by imitation of na- ture. Aristotle taught the doctrine " Art must imitate Nature." then the artist may cycle to the woods to perfect his art. "Who never knew misfortune, lived but half; Who never wept, ne'er heartily did laugh ; Who never failed, could scarce have striven and wrought. Who never doubted, hardly could have thought." — Schiller. As to the happiness enjoyed, profit received, etc., it will depend almost entirely on the choice you make of a companion. If it be to obtain a know- ledge of the inhabitants of a country select one who is versed in the history, etc., of that people; the same applies to the country itself, or to natural curiosities, etc. He had travel'd 'mongst the Arabs, Turks and Franks, And knew the self-loves of the different nations ; And having lived with people of all ranks. Had something ready upon most occasions — Which got him a few presents and some thanks. He varied with some skill his adulations ; To " do at Rome as Romans do," a piece Of conduct was which he observed in Greece. — Dor Juan. When you approach a shady wood, and lock your cycle by the wayside, and ramble among the ■}■'■•■■' lYn ■J-"' ft '''■'■■ ■ ■'.<;,: ^^;i kt4 i mi '\.\ ^'^■' f.i-- 1% 228 CYCLING. trees, if there be any love for nature inherent with- in thy bosom, though it may have lain dormant in all the years gone by, and as you sit thee down upon the leaves and behold the ethereal firmament above and the verdant landscape below, and con- template the scene, you may begin to think that after all man does not fully appreciate the beauties in his surroundings, how indiscribably ex- cellent the works of an all wise providence are, and now you will begin to realize, that,— "There is a pleasure in the pathless woods, There is a rapture on the lonely shore, There is society, where none intrudes. By the deep sea, and music in its roar : I love not man the less, but Nature more, From these our interviews, in which I steal (wheel) From all I may be, or have been before. To mingle with the Universe, and feel What I can ne'er express, yet cannot all conceal." — Byron, To maintain physico-mental vigor, and long life, rest in the form of diversion must be obtained. There was once a road leading out ot a large city on which more horses died than on any other, and investigations revealed the fact that it was per- fectly level. Consequently the animals in travell- ing over it used only one set of muscles. Continuous employment of the same physical powers on the same lines involves exhaustion and deterioration. It is varied and symmetrical exer- cise of all the muscles that is the base of any sound system of physical training. The same principle is rightly applied to the mental functions. It is not the work that breaks down the men of our time, altough it is the busiest of all ages, what is destructive to nervous force and intellectual vigor is continuous concentration of purpose upon the same object. What the great majority of workers need is not the rest that comes from complete TOURING. 229 cessation of activity, but rather the rest that is in- volved in change of employment and thought. If thou art worn and hard beset With sorrows, that thou wouldst forget, If thou wouldst read a lesson, that will keep Thy heart from fainting and thy soul from sleep, Go (cycle) to the woods and hills I — No tears Dim the sweet look that Nature wears. — Longfellow. Enforced activity in many instances is an excel- lent remedy for hypochondriacs. '* Work and be well," is a better axiom than " Laugh and be well." The savage ^sculapius of the North American Indi- ans orders such individuals to be beaten into health. Good health is sought by all ; too often vainly. The cyclist feels better, stronger and more active after each ride, and those who neglect this exercise feel that their health suffers. They have only to stop riding to learn the answer to the question and, finding that riding exhilarates and that in ceasing to ride they loose this cheerful feeling, they become enthusiasts. It has ever been so, my friend, and will ever re- main so : Weakness has rules for itself, — vigor is crowned with success. — Schiller's law of nature. Let the man who is stripping for the race of life account no time or money as wasted that contrib- utes in any way to his physical health, — that gives tone to the stomach, or development to the muscles. The letter m, indicates masculine ; f, feminine; n, neuter ; pi, plural. Mm'h FRENCH. GERMAN. Alarm-bell Tim" re, m. Alarmgloke, f. Axle Essieu, m. Achse, f. Bearing Coussinet, m. Lager, n. Plain- uni, m. (( Cone- a cone, m. Konuslager, n 2SO CYCLING. \:ri\t 1 W- Ball- Bicycle Brake Cement Chain Driving- Safety- Crank Cycle Cyclist Enamel Enamelled Felloe Footrest Fork Handle Handle-bar Hub Keyed Knapsack Lamp Lever Link [rier Luggage car Machine Mud-guard Nickelled Nut Oil Oil-can Padlock Pedal Rubber Saddle Screw " to Screw-driver Spanner Spoke FRENCH. a billes, m. Bicycle, m. Frein, m. Ciment, m. Chaine, f. de transmission, f. de surete, f. Manivelle, f. Cycle, m. [man, m. Cycliste, m;Veloce- Email, m. Eniaille Jante, f. Repose-pieds, m. Fourche, f. Poignee, f. Barre du gouver- Moyeu, m. [nail, f. Clavete Valise, f.; Sac, m. Lanterne, f. Levier, m. Maille, f. Porte charge, m. Machine,f.;Cycle,m Paracrotte, m. Nickele Ecrou, m. Huile, f. Burette, f Cadenas, m. Pedale, f. Caoutchouc, m. Sellc, f. Vis, m. Visser Tournevis, m. Cle a ecrou, f. Rayon, m. [ons f. GERMAN. Kugellager, n. Zweirad, n. Bremse, f. Kitt, m. Kette, f Triebkette, f. Sicherheitskette, f. Kurbel, f. Fahrrad, n. Radfahrer, m. Email, m. Emaillirt Felge, f. Fuss-stutze, f. (iabel, f. Grifif, m. Lenkstange, f. Nabe, f. Gekeilt 'I'ornister, m. Laterne, f. Rebel, f. Ring, m. Gepackhalter, m. Maschine, f. Kothflugel, m. Vernickelt Mutter, f. Gel, n. Oelkanne, f. Vorhangeschloss, in Pedal, n. Gummi, m. Sattel, m. Schraube, f. Schrauben Schraubenzieher, m Mutterschlussel, m Speiche, f. Spoke-tight- Spring [ener Step Strap Tools Tool-bag Tricycle Unscrew, to Wheel Whistle Wrench (see TOURING. FRENCIT Cle a visser les ray- Ressort, m. Marchepied, m. Courroie, f. Outils, pi, Sacoche a outils, f. Tricycle, m. Devisser Roue, f. Sifflet, m. Spanner) LEGAL 231 GERMAN. Speichenspanner,m Feder, f. Aufsteigetritt, m, Riemen, m. Werkzeuge, pi. Werkzeugtasche, f. Dreirad, n. Losschrauben Rad, n. Pfeife, f. ■WM BY T. M. HARRISON, BARRISTER, STRATFORD, ONT. The ordinary cyclist is, perhaps, the most law abiding, and at the same time, the most generally abused wayfarer that has been known to our high- ways during the last decade. He sets out for a run over some road, in not very extensive use by the wheel, and some unfortunate individual, whose ed- ucation has been entirely bucolic, and whose horse, harness and wagon is sca^^cely of the market value of the cyclist's wheel, undertakes to run him down, in much the same spirit that he would hunt a black squirrel or a ground-hog, " just for the fun of the thing," and if the cyclist is hurt, it seems to take the rural brain of the pursuer some time to realize that he has run over a human being. If, however, he is informed, that he will be obliged to pay for the wheel he has damaged, he thinks it as absurd as asking him to repair the wing of a butterfly that he may have caught or crushed. I am very sorry to be obliged to state that some of our learned County Judges have concurred in this view of the case, and have considered the cyclists as not de- serving the same protection that those who ride on other vehicles receive. Fortunately, however, the great majority of the judiciary take another view of the case, and hold, that under ordinary circumstan- ; Q-aii 232 CYCLING. ces, a wheelman has a right to the right half of the road, when meeting other vehicles, and to the left half when passing them. If it should be found impossible for 3 vehicle to turn out, on account of it being heavily incumber- ed, or for other reasonable cause, it is the duty of its driver to stop when meeting or being passed by other vehicles. In spite of all this legislation there are collisions and accidents, without number, on our highways. When a collision occurs, it must necessarily be by design, or accident. If by design, those who brought it about are criminally guilty of either ma- licious injury to property, or assault, or both. They are o;eneraIly guilty of both. To constitute the malicious injury to property, it is necessary to prove that the injury occurred, and that it was done intentionally and knowingly ; and to prove assault, the effort or threat to injure the person of some one must be proved, while if such effort be successful it constitutes assault causing bodily harm, or something worse, according to the magnitude of the injury. Where the collision occurs by accident, the law is rather more complicated. If the accident is dup to the carelessness of both parties, neither can col- lect damages from the other. What constitutes carelessness is a question for juries to decide. If a man drives his vehicle on the wrong side of the road without special cause, it is undoubtedly a careless act. Yet the party who runs into him, under such circumstances, is also guilty of carelessness, if he could have avoided the collision by exercising reasonable circumspection. When, however, the collision takes place through the carelessness of one party only, while the other, or others, have taken due precaution, the careless individual is responsible for all damage occasioned those, who exercised reasonable care. If again, the wayfarer, after exercising reasonable TOURING. 233 precautions, is injured through some fault of the highway, of which he is probably unaware, the cor- poration, whose duty it is to keep the highway in repair, is tn blame, and is consequently responsible, in damages, to the extent of his injury. And now for the last and most ignominious of the annoyances, the unfortunate cyclist usually meets with in his rides. I mean, the dog that rushes from the gate beside the way, and comes at him, the very essence of insult, as though to give expression to the pent up ill will of its owner, who, too often unseen, can yet be heard urging it on. For strange to say, the cyclist, by merely daring to adopt an improved method of locomotion, seems to constitute himself, the enemy of many of his less progressive fellow creatures, and many of them, who have not the courage to express their ill-will openly, covertly set their dogs on him with the greatest gusto. It the owner of a dog know^s, that it has ever nttacked any person, — and he is presumed to know it, if it can be proved, that the dog has ever been guilty of such an act — he is responsible in damages for every injury the dog commits. Yet if one kills such a dog, for other reason than self-defence, he is responsible therefor in damages to its owner. Of course, when a man sets his dog on another man, he is guilty of assault, and criminally respon- sible for all the injury that may result therefrom. I am however very sorry to say, that if, without apparent prompting, a dog contents himself by merely barking and snapping his teeth in most un- comfortable proximity to the cyclist's calfs, unless the cyclist di.scovers, that he is in immediate dan- ger, from which he cannot otherwise escape, and then and there slays the animal, he has no other re- course. I may state in conclusion, that neither the driver nor owner of horses, is responsible for the injury he may do while running away, and beyond ron- :i!Sl i."-.l m^m mir '!•' l|fl|g^, Bl 1 m| ,:!; ill 1 I'l* ■ ' 1 ; ■ : , ■ ''''411 i 1 1 III '-mm liw i iiMjm *''■'■ ■ 'l\>, lljld 1 234 CYCLING. trol ; and that the law will scarcely hold a man guiltless, who persists in riding his machine, after it is evident to him, that if he does so, he is sure to cause a runaway. REV. I. H. VVALLVVIN, i.. A. STRATKORD, ONT. The Rev. T. B. Wallwin, B. A., pastor o Water- loo Street Methodist Church, Stratford, i an en- thusiast, and a graceful and skillful rider. He rides a Brantford, and makes hfs wheel stand for lOth use and pleasure, doing most of his pastoral work there- on, besides making it a means of phy.sicaJ culture and enjoyment. In a recent address on "hysical Culture he said, "To me one of the '> jects of '■^! Water- an en- He rides 'Oth use rk there- i culture "hysical j'ects of TOUuiNG. 235 greatest interest at tiie World's Fair was the bicycle. Alongside of our modern polished belt-bearing, pneua^atic cycles was the first one constructed, which had no nickel, no spring seat, but only a sin- gle wooden bar stretched between the wheels, no gearinj/, and no saddle, but built of wood and just high enough for the rider with his toes to touch the ground and so propel it. Then cycling was like ' riding on a rail,' but now like riding on the wings of the wind, or floating in the illinntable ether. Whatever the means used to attain it, physical culture is the first principle of manhood, the first in time and scarcely second in importance. One may make a very good angel without a body, but lacking a robust physique in this work-a-day world he will not make a very good man. Health of body ministers to vigor of mind, and both to vigorous moral excellence. The most intellectual of ancient races, the Greeks, in their national games and earn- est physical discipline laid the foundation of their greatness. A morbid body also will make to its possessor everything dark and blue, both the ways of God and man, and induces garrulous pessimism and unbelief." Good morning, fellow Wheelman ! here's a warm, fraternal hand, As with a rush of victory we sweep across the land ! If sohie may be dissatisfied to view the way wo ride, We only wish their majesties could wander by our side ! For we are good philanthropists — Unqualified philanthropists — And would not have our happiness to any one de- nied. We claim a great utility that daily must increase ; We claim for inactivity a bright and grand release ; A constant mental, physical, and moral help we feel. Which bids us turn enthusiasts, and bless the silent wheel I — Col. Pope's Columbia Calendar. t ■ • :; IIM ■ !• ;3: ; 4 236 CYCLING. CYCLING ROAD GUIDE. -F. Bryers, Toronto Hamilton to Windsor. MILEAGE. TOWNS HOTEI.H. Hamilton Royal 7 Ancaster Henderson's 5-5 Alberton 4 Langford Maple Leaf. 4 Cainsville 3 23.5 Brantford Kerby. 7 Mt. Vernon 1.75 Burford Barnea. 4.5 Cathcart 8 Eastwood Cornish's. 4 48.75 Woodstock Commercial. 4.25 Beachville Fuller's. 4.5 Ingersoll Atlantic. 6 Thameslord McCartney's. 8 Crumlin 5 76.5 London Grigg 6.5 Lambeth T1.5 94.5 St. Thomas Grand Central 7.5 Fingal , 3.5 Burwell's Corner.. 2.5 lona 5.5 Wallacetown ..... Drumgold's 4.75 New Glasgow Eagle 6 Clearville 12 136.25 Ridgetown Grand Central 9 Blenheim Nestor 4 Buckhorn 9 Dealtown 10.5 Romney 6.25 Wheatley 7.25 i82.25Leamington Scott 3.5 Ruthven 7.5 Cottam ,. i 5.25 Essex ....Royal 4 Maidstone ' 4 Oldcastle 8 214.5 Windsor British American 237 CYCLING. Leave Hamilton by King street west, until Ham- ilton and Dundas R. R. is passed, then south to Ancaster over good stone road, rather hilly ; thence west to Brantford, road fair. From Brantford to Woodstock is fairly level, mostly good gravel with some sand, and Ai after rain. Leave Woodstock by Dundas street to Woodburn Mills, then west to Ingersoll and London, over good gravel roads. Leave London by York street bridge and along WharnclifTe road to Lambeth and south to St. Thomas, good gravel. Thence via Talbot road to Burwell's corner and north to lona and west to Wallacetown, the latter part of the road being hilly. Very heavy sand between Wallacetown and Ridge- town, with many hills, then road improves in sur- face and hills disappear, becoming finally a regular race track. At Brantford the tourist can turn south to Lake Erie shore at Port Dover (24 miles), where a pleasant day might be spent, though portions of the route are sandy. Secretary Donly, of the C W. A., is only eight miles distant from Port Dover and would welcome any stray member of the flock to Simcoe. By continuing straight south from St. Thomas 9 miles. Port Stanley, another summer resort, is reached. The road is good. Kingsville, eight miles due wesf from Leaming- ton, is a pleasant resort and the rider may again join the main road near Cottam, or in fine v/eather continue straight on to the Detroit river at Am- herstburg, riding along the river bank to Windsor. This road is not very good, but the scenery will amply repay the rider for any small inconveniences. Information received from J. G Gauld, Hamil- ton, A. D. Bowlby, of Windsor, R. H. McConnel, St. Thomasj and the late Chas. Duncan, of Brant- ford. »i.' • v: '■■ V > '■/'i if. P'!f'''*!^l ii 238 CYCLING Toronto to Gravenhurst. MILCAOE. TOWNS. HOTEL& Toronto Walker. 5 Eglington Oulcott's. 7 Thornhili Steele's. 4 Richmond Hill . . 4 Bond's Lake .... 4 24 Aurora Lemon's. 4 Newmarket . . . (a)Forsyth. 4 Holland Landing .Sheppard's. 3 Bradford Bingham. 9 Churchill 8 Painswick ...... 3 55 Barrie Queen's. 6 Shanty Bay 8 Hawkestone 2-5 Oro 8 79-5 Orillia Orillia Housf 3-5 Ardtrea 6 Washago 2 Severn Bridge .... 10 101 Gravenhurst .... La Frena. \3l) — Right hand . . Newmarket Forsyth. 3-75 Sharon 2-5 Queensville 7-5 Keswick 2-25 Belhaven 6 Sutton Mansion. 16 Beaverton Hamilton. 9-75 Brechin Overend's. 9 Uptergrove 3-25 Atherley Gaudaur's. 2-5 62-5 Orillia , Orillia. Leave Toronto via Yonge street, over good ra- vel roads (better after rain), to Thornhili, from which point to Holland Landing the (two miles may be saved by not entering Newmarket) roads are much finer. At Holland Landing turn off Yonge street to tho west over rough macadam to i Ti ':'"'4 ' TOURING. 339 Bradford, then over good gravel (with some sand) into Barrie. The hills on this road are numerous but all rideable, the worst being near Toronto. At Oak Ridges, between Bowd I .ake and Aurora is the height of land between the waters of Lakes Erie and Simcoe. From Barrie take the Ridge Road along the shore of Lake Simcoe, good gravel as far as Hawkestone, thence over sand roads into Orillla. Leave Orillia by the Muskoka road, which is rather poor and sandy most of the way, though there is a fair stretch between Ardtrea and Severn Bridge. If instead of going via Bradford, the tourist wish- es to take th(; eastern shore of Lake Simcoe, he may proceed east from Newmarket, i^ miles then north to Keswick. This is a splendid rcte, the roads being first-class gravel nearly all the way, with a patch of sand near Newmarket and another beyond Uptergrove. The road is nearly all the way in sight of Lake Simcoe. Information concerning routes received from Bert S. Cane, Newmarket, and Dan Cashman, Orillia. Toronto to Montreal. - MILBAQE. TOWNB. HOTELS. Toronto Walker 4.5 Norway Warren's 6 Scarboro 3 Highland Creek . .Kellar's 2.5 Rouge -';; 2 Dunbarton 1' Liverpool Market .Seeker's 2.5 Pickering Gordon 6.5 Whitby Royal : ' 4.5 Oshawa ^.. ....Queen's 10.5 Bowmanville Bennett 5.25 Newcastle ......Royal 6.25 Newtonville 9. 5 Welcome 3.25 Port Hope Queen's 8.75 Cobourg Dunham I ■ I i !l ! I 4 '%^*-^.|-;'^^:p^- . y ■ :--:i-i J. K. McCUI-LOCK, WINNIPEG, Manitoba. MANITOBV CHAMPION, 1 89O, I892 AND 1893. A 50 Ih. spccia] staroarrirrt him to flmmpionship honors In 1890. The Kaloiph Ih now his favorite mount. Mi*. MoOUUock is al80 ono ot! the fadtest sknterH in Anieriea. 25 75 5 25 25 9 3 5-5 9-5 II.5 II 9 1-5 5 7- II, 5- 3- 3- 12 6 «.75 9 8.75 5-5 4-5 7 6. 5- 7- 9 2-5 4-25 5 5-5 4- 4 6, 8 9 I [ 7 7-5 9 5 •5 •25 TOURITTO, 241 Grafton Wicklow Colborne 103 Brighton Trenton .... — . Grand Central Belleville Queen's Shan nonvi lie Milltown Tyendenag*. Napanee , . Paisley Odessa Westbrook Cataraqui 172 Kingston . . Fronteiiac, British America Pitt's Ferry Gananoque , Lansdowne Mallorytown .... Lyn Brockville .,,... Grand Central Maitiand ,,,... Prescott Daniel's Cardinal Iroquois Morrisburg Aultsville Farran's Point .... Dickenson's land'g. Milles Roches .... Cornwall Rossmore Glen Walter Summerstown .... Lancaster Curr/s Hill Coteau Vaudreuil St. Anne's Ft. Claire Upper Lachine . . 346 Montreal Windsor ■■,.'>■■ it if-' I i. '■l-i^v;> .. ' 11'; 242 CYCLING. Leave Toronto by Queen Street East to Wood- bine Racecourse, then north-east over fair macad- am and gravel, road somewhat hilly to Whitby, very rough at Dunbarton. Thence east to Port Hope, roads very much improving (some hills). From Port Hope to Kingston (104 miles,) roads are ex- cellent (gravel or macadam) with one or two easy hills. East of Kingston roads are not so good, but very fair wheeling to Cornwall, with some stretches of beautiful riding. Take Canal tow-path at Corn- wall. From Cornwall to St. Anne's is soft clay loam, almost impassable after rain. Thence good riding into Montreal HILEAOE. 5 3 4 4.25 9.5 25.75 7 35 5-75 4.5 10.5 5-5 5-25 4-75 4 7 5 4 6.5 7-5 I04-5 6.25 6.25 13 62.5 Toronto to Saknia, TOWNS. HOTELS. Toronto Walker. Toronto Junction. Lambton Mills. . .Scott's. Summerville Cooksville King's Brampton Queen's Norval Georgetown ..... Clarke House Ballinafad Brisbane Eremosa Guelph Royal Mosboro' Breslau Berlin Walper Petersburg Baden Hamburg Commercial Shakespeare ...... '■ Stratford. .Albion, Commercial Conroy St. Mary's Windsor Thorndale ;> ;- * IB ii HOTELS, TOTJRING, 243 12.5 T42.5 London Grigg 6 Hyde Park 5.5 Lobo 4.5 Poplar Hill 9 Strathroy Queen's 7 Adelaide 11.75 Warwick Restorick 9.75 Reede's Corner... 14.5 210.5 Sarnia Belchamber Leave Toronto via Bloor street west and St. Cla- rens street into Toronto Junction, thence via Dun- das (macadam) Road to Cooksville. Here turn north over clay road to Brampton and west over fair gravel and clay road to Georgetown, thence north to Brisbane and west over excellent gravel roads to Guelph. (The route from Georgetown via Acton and Rock wood in Route IV is five miles shorter but not nearly so good). Leave Guelph by Elora road, then west to Mosboro' and Berlin — a fine road — thence due west to Stratford, Leave Stratford via Erie street to St. Mary's — a beautiful stretch — Oct. 12 — 1888. VV. N Robertson pushed a 50 in. Springfield Roadster hard tire (lever mo- tion) from Stratford to St. Marys in forty one minutes. Aug. 1891. W. N. Robertson rode a 52 in. hard tire, Eagle ordinary over 10 miles of this Road with turn, in 35.30. These are records for this road. Proceeding south from St. Marys along the coun- ty line and west to Thorndale, again south and west into London, the road being excellent. From London to Sarnia the road is beautiful — level as a billiard table and gravelled all the dis- tance. Six miles may be saved by not entering Strathroy, but as that is a fine town and there is very little hotel accomodation on the remainder of the route, it is advisable to run down there. There are no hills of any size in this whole route and the country passed over is some of the best in ^' h'um ,', i i' M M Mi ''*„1 'I M 744 CYCLfNG Canada. Those who participated in Dr. Doolfttle s C. W. A. toirr, July 1893, from Stratford to Sarnia were delighted with it. ToKonTo TO Owen Sound MILEAGE^ TOWNS HOTEI«w Toronto Walker. 5 Toronto Junction . 3; Lambt on Mills ..Scott's. 4 SummerviHe .... 4.25 Cooksville King's. 9.5 25.75 Brampton(a) Queen's, 4.75 Edmonton 3.5 Victoria 8 Caledon 6.25 48.250rangeville . . . Paisley, 13.5 Shelhurne •• 11.5 Dundalk 5 Proton* 5 Flesherton nesherton. 6.5 Markdale 5 E. Berkeley j 4 Williamsford 7.5 Chatworth 4 Ashley ■ I Rockford 3 114.25 Owen Sound Paterson. (a) — Left hanJ,wesi Brampton Queen's. 7 Nerval 3.5 Georgetown Clark. 8 Acton 7.5 Rockwood 6 32 Guelph Royal. Leave Toronto by Bloor street west toJSt. Clar- ens St., thence into Toronto Junction and via Dundas Road (good macadam) to Cooksville, where turn north over fair clay road to Bfampton, to which point roads are level or slightly undulating From Brampton to Orangeville the road is fair clay TOURING. 245 for some distance, but near Caledon becomes sandy and very hilly too ; going into Orangeville is a good gravel road. From Orangeville to Owen Sound the road is fairly good most of the distance and very fine towards the end An alternative route is to proceed west from Brampton over fair gravel road to Georgetown with poor sandy road, thence to Roclvwood and good gravel into Guelph, where Route II is joined, which oflFers first-class wheeling to Owen Sound. Particulars of routes received from Mr. James Wright, Toronto. Hamilton to Goderich. MILBAQE. TOWNS. HOTELS. Hamilton .... . . Royal St. Nicholas 5 Dundas 3.25 W. Flamboro .... 6 Rockton 3.75 Sheffield 6 Gait Baker House 3.5 Preston . . . .North American 3.5 Freeport 4.5 35-5 Berlin American 7 Petersburg 3 Baden 4 New Hamburg ..Commercial 6.5 Shakespeare 7-5 63.5 Stratford Albion 4 Sebringville 8.75 Mitchell Hicks 5 Dublin 6.25 87.5 Seaforth Commercial 1.5 Egmondville .... 5.75 Brucefield 10 Bayfield 12 116.75 Goderich British Exchange 8.5 Clinton Rattenburys 3.75 Holmesdale >! 9 108.75 Goderich British Exchange ?' u ::; m t ■■; '« in : 246 CYCLING. (Stratford riders going out by Brucefield and re- turning by Clinton cover 98^ miles.) (There are several little deviations between Stratford and Goderich not included in the above sufficient easily to make }4 mile.) Leave Hamilton by King street, west following main road to Dundas, thence through main street of town, under (1. T. R. tracks to Greensville on top of the mountain, thence to West Flamboro, turning north on Waterloo Road to Berlin. The road thus far is somewhat hilly, but with fair sur- face and fine scenery. Turn west at Berlin to Stratford, thence N. W. along fine gravel road to Seaforth. At Seaforth alternative routes are offered, the Brucefield route being probably the better and more picturesque though a little longer than via Clinton. The fine surface of this route will tempt riders to coast, but they should not do so unless the foot of the hill is in plain view from the top. We are indebted to A. T. Neill, Hamilton, for report of route. N1AGAR.4 Falls to Toronto. MILEAGE. TOWNS. HOTELS. Falls of Niagara . . Parkside Inn 2 Niagara Falls Town American 3 St. David's (a) ... 9 Thorold T.5 Merriton 2.5 15 St. Catherines . . . .Grand Central 7 Jordan 6 Beamsville 5.5 Grimsby 5 Winona 5 Stoney Creek .... 8 51.5 Hamilton Royal 7 Burlington 6.25 Bronte 5 69.75 Oakville (b) Oakville House 5. 5 Lome Park Hotel Louise TOURING, 247 2.5 Port Credit 8 Humber Duck's 5.5 91.25 Toronto Walker A Right hand — East St. Davids ...... 3.5 Queenston 6.5 Niagara (on the lake) Queen's Royal 3-5 Virgil 5 Homer : 3 St. Catherines .... Grand Central B Left hand— North. Cakville Oakville House 4 Trafalgar 5 Springfield 2.75 Cooksville King's 4.25 Summerville . • . 4 Lambton Mills . . Scott's 3 Toronto Junction 5 Toronto Walker The tourist who has the time at his disposal should leave the Falls by the River Road to Niagara Falls town, thence to St. David's, branching east from that village to Queenston and along the River Road to Niagara-on-the-Lake. By taking this route the traveller will be in sight of the River nearly the whole distance and see the grand show sights, including the Falls, Suspension and Cantilever bridges, Whirlpool, Queenston Heights and Brock's monument. The road is fairly good and all down hill, but do not coast. From Niagara-on-the-Lake take the westerly stone road direct to St. Catharines. A more direct route to St. Catharines from the Falls is via St. David's and Thorold, branching west at St. David's. Leave St, Catharines by cross- ing canal and climbing western hill, thence direct to Hamilton, the whole road being good gravel and macadam. Leave Hamilton by York street and Lake Shore Road to Oakville, where choice of routes is offered to Toronto, the northerly route via Trafalgar and Dundas street being the better, i " V ' f 1 ]4 248 CYCLING. :'» fei:-; ^*i; A. J. KNOW LES— You all know him. Artie is well known as one of the Cioold Bicycle Co's. travellers in the west — an enthusiastic wheel- man and a hustler, par excellence. He hac the fac- ulty of always securing the best agents and riders to represent his wheel in all towns. His great fort is talking up the Brantford wheel, and his genial disposition has secured him many friends. We do not hesitate in saying that in addi- tion to being a capital salesman, he is one of the best advertisers in the cycle business. TOURING, 249 though the Lake Shore Road via Port Credit is not bad unless after rain, and is certainly more pic- turesque. The hotels mentioned all cater to the cyclists. aiiLEAaE. 5 2-5 3-75 3 2.25 4-5 2-5 4 3-5 3 5-5 4 5 6.75 56.5 4 3 32.25 25 75 70-5 5 5 25 25 5 5 4 85-5 112.5 Hamilton to Owen Sound. TOWNS. HOTELS. Hamilton Royal Dundas Collins' Hotel Greensville Haveland Strabane Freelton Duffy's Hotel Puslinch Morriston Aberfoyle Farnham (iuelph Royal Hotel Marden Barnett Fergus Dominion Cumnock Arthur Petherton Kenilworth Riverston Mount Forest . . . .Coyne House Egremont . . Orchard Murdock Varney Durham Middaugh Latona Sullivan Chatsworth Ashley Rockford Owen Sound .... Patterson House m \ m m MS v;- K ■ '-1 i I; ii'- 1 : '. »' nil H ! r i S' 'I 250 CYCLING. Leave Hamilton by King st. w., following stone road through Main street of Dundas under G.T.R. tracks to Greensville, continuing north to Freelton. ^The latter part of the road is somewhat heavy after rain, as it passes through a swamp.) A good gravel road runs from Freelton to Guelph. Leave Guelph by Woolwich street proceeding to Marden, where take the right fork of road going north-east to Fergus, thence to Mouut Forest, the whole dis- tance being over fine gravel roads. Leave Mount Forest by the Garafraxa road which leads straight into Owen Sound. These roads are somewhiit hilly, but the surface generally is good, with some perfect stretches. RUBBER FOR TIRES. The annual exportation of India rubber from Pnra is said to be upward of twenty million pounds, worth from six to nine million dollars. The rubber tree of Brazil (siphonia elastica, a near relative of the ficus elastica of the East Indies, and the urceola elastica of Asia), is really a giant species of milk weed. It begins to yield when about fifteen years old, and the Government has repeatedly suggested plans for cultivating it, by planting large areas with trees and conducting the business like that of cofiee and sugar plantations. But the Brazilians seem to be peculiarly devoid of the power to take " a long look ahead," and so fa'- nobody has been found willing to wait fifteen years for the first returns on an investment. Th<; hunter as ho goes his daily rounds, makes a number of fresh cuts around the trunk of each tree which he has previously marked as his own especial property, pro tem, and sets his little clay cups to catch the valuable sap that will ooze from the in cision. Later in the day, he repeats the round, TOURING. 25« carrying a queer sort of bucket made from a big gourd, which has a cover and handle of braided pahn fiber, and into it he empties the collected contents of all the little cups. When he gets back to camp, he pours the juice from the calabash pail into the mammoth shell of a torturugo, or Amazon turtle. In that state the yellowish-white fluid re- sembles good, rich Jersey cream more nearly than anything else to which I can compare it. Different ways of coagulating it into the article known to commerce are practiced in various parts of the world. Here it is held on a wooden paddle over a fire of palm nuts which has been built under a clay pot shaped like a huge lamp chimney. The dense, white smoke issuing from the top of the pot, hardens it into a leathery substance, and at the same time changes its color from pale yellow to black. As fast as it hardens, more sap is poured on, until the mass of rubber on the paddle is as heavy as a man can handle : when it is sliced off with a huge knife. In Central America, the fluid is coagulated with the sap of a wild vine somewhat resembling the grape, which overgrows all these tangled forests, and acts the part of rennet to cheese curd, or "mo- ther" pulque, to crude maguey juice, for after its addition, the milk soon hardens into hard cakes of India rubber, all ready for transportation. In other places it is solidified by evaporation of the liquid part in the sun, and is then completely dried in kettles suspended over a wood fire. In the great warehouses of Manaos and Para, you may see enormous masses of dried caoutchouc sap, resembling cheeses, awaiting shipment. By the way, the native word for India rubber (caout- chouc) sounds much like a sneeze and is pronounc- ed as it spelled kee-chook, with the accent strong on the first syllable. The milky juice, which now plays so important a part among the world's pro- ductions, was first made use of by the Indians of 252 CYCIJNG. :■ H.' , ;.t:.- li:! Costa Rica, and by them made known to their con querors. Early as 1513, the Spaniards in Mexico had learned its use. PNEUSTATIC TIRES IN GENERAL, AND THE DUNLOP DETACHABLE IN PARTICULAR. TO DETACH TIIEM. the valve- 1. Deflate the tire by unscrewing stem, laying the wheel flat. 2. Take hold of the tire on the side farthest away from the valve, and press one wired edge down into the bed of the rim with the thumbs ; then run the thumbs in opposite directions, round the wire,, pressing it firmly into the bed of the rim until they approach each other near the valve, where the wire will then loosen and form a loop above the edge of the rim. Slip the finger-tips under this loop at valve, lifting the wire over the edge of the rim, and pass them around until the whole edge of the cor- ner comes otf. Then draw out the air-tube. 3. Remove the valve-stem, push the valve into the rim and thus remove the air-tube and valve bodily. Replace the valve stem. 4. Slip the remaining wire edge off the rim. 5. To replace a spoke, remove the tape which covers them by peeling apart the two ends where they are fastened together with solution TO REPLACE TIKE, 1. Refit the tape by stretching it over the spoke heads and uniting the ends as before, with solu- tion. 2. Slip one edge of the cover on to the rim. ■ 3. Replace the air-tube and valve as before. 4. Slightly inflate the air-tube so that it will become circular and lie in bed of the rim. This in order not to nip it under the wired edge of the cover, when replacing the remaining *ide. ,,^,, ,, »nj *. 't i ' TOURING. 253 their con- in Mexico ID THE JLAR. the valve- le farthest ;dge down J then run the wire^ until they e the wire he edge of is loop at e rim, and ?f the cor- I be. valve into and valve le rim. ipe which r»ds where the spoke with solu- le rim. before, hat it will I. This in dge of the 5. Slip the remaining edge of the cover over the rim, commencing opposite valve and pressing the wire into the bed of the rim with thumbs, moving them in opposite direction until they meet directly over valve, when wire will spring into place. 6. Inflate the tire a little more, then examine the wired edges and see that they are resting prop- erly in the shoulders of the rim. Should the tire bulge out at one place, and appear thin at another, pull the cover out at the thin place until the wires rest properly on the shoulders, and where the cover bulges, press the wire down to the shoulder, adjust- ing them thus until an even tire is produced. 7. Inflate the tire hard, and see that the valve- cap is firmly screwed up. Use no tool whatever in any of the above operations. The maker should see that spoke heads do not project over surface of rim. That rims should be enameled on both sides be- fore tire is attached ; of course, tires must not be put into enameling stoves. That tire should not be manipulated with greasy hands, as it does not improve appearance of ma- chine when finished and is injurious to the rubber. Keep your tire inflated hard. Never ride them when at all deflated if you wish your tires to give perfect service and last for years. Do not inflate the inner tube when unprotected by the outer cover any more than is necessary to just fill it, or the rub- ber will rupture. TO REPAIR PUNCTURES. A puncture can be repaired in from two to five minutes. It is always possible to repair punctures without removing wheel from frame. Remove outer cover as already described. If the puncture cannot be located, the whole tube ■ i 1 [ '• ' ! > ■' i i'i ■ > * t^ . ■ '!! ■U ' 1 - ' i^!: 'A'^ ili '3f v.-^'^n •54 CYCLING ' I ■: hm i! ^y l!li[ must be withdrawn in the manner already explained, in which case, having taken the tube and valve out of the wheel, replace valve stem, slightly inflate tube, and find the leakage by immersing the tube in water. If necessary, stretch the tube a little at a time under water, until bubbles rising reveal the location of the puncture. Clean all the gray deposit off the tube by rub- bing with sand-paper or scraping with the blade of a pen knife for a sufficient space around the punc- ture for the patch to be put on. When clean rub so'ution on this space, and let it stand to dry. Rub solution on a patch of rubber cut to a suitable .size and let it also dry ; then apply a second coat of ,o- lution to each, and when it has become " tacky " like half dried varnish, apply the patch, pressing the edges down firmly ; rub chalk over to prevent the sticky so'ution from adhering to the canvas- backed cover. If the puncture in the canvas-back- ed cover is at all large, it should be covered by a patch to keep the wet out. Solution will not stick to the gray-powdered sur- face of the tube, but only to clean rubber. Replace tube and cover on rim as before ex- plained. DUNLOP VALVE FOk 1 894. To inflate tire attach pump, loosen air stem by slight turn. To deflate, entirely remove air stem and press down the check valve in bottom of main stem with a pin. " The Cyclist's Road Guide " is an indispensable adjunct to the tourist in Canada. ■V!< s explained, valve out itly inflate the tube in little at a uveal the be by rub- e blade of the punc- clean rub dry. Rub jitable size coat of .0- e " tacky " , pressing to prevent he canvas- ^nvas-back- vered by a wdered sur- er, before ex- ir stem by 'e air stem )m of main dispensable " 1 I m 256 CYCLING. 'ttt .1 t I The preceding are members of the Perth County Council — all earnest advocates of improved high- ways. REPRESENTATIVES. MUNICIPALITY. POST OFFICE. Berry, R Blanshard St. Marys Campbell, P Hibbert Cromarty Corrie, J Stratford Stratford Coveney, T Logan Mitcheil Davidson, W Stratford Stratford Dent, A Mitchell Mitchell Dougherty, J Mitchell " Falk, A N. E. Hope Lisbon Francis, J Logan Sillsburg Freeborn, W. B . . . Mornington . , . . Millbank Goetz, G Ellice Sebringville Grosch, J. G Milverton Milverton Hammond, T. E . . Elma Monkton Hay, J . . . N. E. Hope Amulree Jackson, J Fullarton Mitchell Johnson, D Blanshard Granton Kennedy, A Wallace Listowel Kuhry, A Ellice Rostock Leversage, G Fullarton Carlingford Monteith, A Stratford Stratford Monteith, Nelson. . Downie . " Nicklin, D. J Mornington Morningdale Poole, G. V Wallace Wallace Ryan, T Hibbert Dublin Schaefer, J S. E. Hope ... Tavistock Smith, Oliver .... Downie Avonton Tughan, W. J. . . Elma Trowbridge Yousie, A S. E. Hope Tavi.stock Zoeger, P Mornington Newton :.^ <:<-i ..i^.:'.:.^ ST OFFICE. 2^4 CYCLING. Table of Pace per hour and per second, computed by W. D. Smith, N. C. U. in the Cyclist Annual. } Mile in Sec. 25 26 27 28 29 30 35 1 Mile in Min. Sec. 40 44 48 52 56 00 8 20 Per hour. Miles, yds. 36 o 34 1083 33 587 31 251 31 61 30 o 28 220 25 1257 Per second' Feet. ins. 52 50 48 47 45 44 42 37 10 9 II 2 6 o 3 9 rwii ^if ::^' CENTURY ROAD CLUB OF CANADA. RULES AND REGULATION. 1. All amateur wheelmen are eligible to mem- bership. 2. Wheelmen must qualify for membership by riding too miles according to the rules of the Club. 3. Actual elapsed time allowed 14 hours. La- dies shall be allowed 16 hours. 4. No track or asphalt allowed. 5. Entire distance must be made awheel or on foot ; no taking of trains between points. 6. Centuries must be made in company when possible. If made alone satisfactory pi;oof must be furnished of time of start, finish, etc. 7. No centuries allowed unless application is made within 30 days. 8. Upon application for Badge and Bar, and payment of initiation fee ($3 00), the applicant is presented with Club Badge and Bar, with date of making century engraved on bar. 9. Q^her ^ars ppst 75c. each. F! Jj, W^IATlylOUGH, Chief Centurion. m ri i '"9' i. .1 MISCELLANEOUS, 263 BEST TRACK RECORDS AGAINST TIME OR IN COMPETITION, ACCEPTED BY THE L. A. W, RACING BOARD. NAME. DISTANCE, S. Johnson 100 yards " 100 yards }i m A. A. Zimmerman H ^ H. C. Tyler % m A. A. Zimmerman /4^ "' J. S. Johnson A- ^ A. A. Zimmerman }i vn T. S. Johnson ^ m ^ m W. W. Windle fA m J. S. Johnson ^ m % m ^ m ^ m W. W. Windle i m H. C. Tyler i m W. W Windle 3 m le le le le le le le le le le le le le le le le le TIME, H, M, I I I 2 6 s, 09 17 12 26 29 26 28 35 34 39 56 59 55 21 16 56 00 43 AMERICAN ROAD RECORDS IN COMPETITION. NAME. DISTANCE. TIME, H, M. S. James Willis 10 miles 27 26 W. H. Hurlburt 15 miles ...... 43 18 " 20 miles 57 46 Frank Waller 25 miles 1 06 10 F. A. Foell 50 miles 2 32 20 J. W. Linneman 100 miles 5 48 45 W. Van Wagoner rode 25 miles in ih, 14m, los, in the Martin Road Race, Buffalo, on May 27th, 1893— U. S. A. Road Record. 263 )R IN VRD. TIME, i, M, s, 09 05 17 12 26 29 26 28 35 34 39 56 59 55 I 21 I 16 I 56 2 00 6 43 ION. TIME, i, M. s. 27 26 43 18 57 46 I 06 10 2 32 20 5 48 45 4m, I OS, ay 27th, ^ 262 CYCLING. J. W. Stocks, the English 25-mile champion, suc- ceeded on Monday, August 28th, 1893, in first cov- ering 25 miles within the hour. The first 5 miles were covered in iim, 41s, lo miles in 23m, 30s, 15 miles in 35m, 28s, 20 miles m 47m, 27s, 25 Humber Safety. miles in 59m, 31s, on a Beeston U. S. A, RECORDS UP TO DATE— 1 894. NAME, DISTANCE, TIME, H. C. Tyler }{ mile.. George C. Smith j^ mile . . A. A. Zimmerman ^ mile . . H. C. Tyler }^ mile, H, M, s, 25 3' 30 00 George F. Taylor ^ mile i 41 W. C. Sanger i mile 2 08 A. A. Zimmerman 2 mile 451 W. C. Sanger 2 mile 4 31 L. D. Munger 3 mile 7 38 Frank Walker 3 mile 731 John S. Johnson 3 mile 7 15 L. D. Munger 4 mile 10 13 C. T. Knisley 4 mile 10 12 A. E. Lumsden 5 mile 12 36 H. G Wheeler 5 mile 12 04 J. W. Linneman 6 mile '5 ^5 7 mile 17 43 8 mile 20 24 L. S. Meintjes 9 mile 22 52 J. W. Linneman 10 mile 25 32 15 ni'le 38 05 20 mile. 51 18 • 25 mile I 04 34 .30 mile I 17 56 .35 mile I 31 02 .40 mile I 44 II 45 n^'le i 57 33 50 mile 2 II 06 « L. S. Meintjes « tt 'mm :i :.! US MISCELLANEOUS. 4i I hi ! ^' /it- 1885 — 50 — safety, W. Travers 1890— 50— " 1 891— 50— " 1890— 50— " 1892 — 194 — " 1892—359— " 1892— 413:1215yds, 1 893 — 428:440yds, M. A. Holbein R. L. Ede... T. A. Edge . F. W. Shorland W. A. Holbein F. W. Shorland (cuca cup race) F. W. Shorland 24 (World's Record) 3 2 2 5 12 24 24 261 15 39 38 57 24 44 27 38 00 00 60 00 00 00 00 00 TRACK. « BICYCLE RECORDS OF IRELAND, 1 893. (IRISH CYCLIST.) PATH. HOLDER. H. M. S. A. A. Zimmerman, 30 4-5 Ball's Bridge R. J. Mecredy . . . . i 74-5 • •■• I 55 2-5 J. H, Taylor 2 23 4-5 A. L. Joynt 5 10 2-5 B. B. Tuke. 7 40 15 E. O'Callaghan ..10 15 1-5 " ..12 48 4-5 Greatest distance in i hour : — 23 Miles 859 Yards, E. O'Callaghan, Waterford. « (I « it DISTANCE. 20 Miles . . . 25 " . 30 " 40 " 50 " . • • 100 " 183;^" 264 " ROAD. HOLDER. TIME H, M, S, W. L. Martin i 2 45 . J. Baird i 14 40 . H. Matthews i 43 8 . R. J. Mecredy i 36 27 , W; L. Martin i 47 30 . " " 6 IS 25 . A. G. Joyce 12 00 00 . L. Fletcher 24 00 00 3 15 39 2 38 57 2 24 44 5 27 38 2 00 00 4 00 00 !4 00 00 4 00 00 *6o CYCLfNG. (the cyclist's year book.) Results of the Amateur championships of the N. C. U. »- F YEAR. MILES. NAME. TIME. H. M. S. 1878— 2— bicycle, Hon. J. K. Falconer 6 20 T879— I— " H. L. Cortis 2^0 ,880— I— " c. E. Liles 2 ^? , 881—1— " G. Lacy Hillier .... ,66 ,882—1— " F. Moore 2 47 18S3— I— « H. W. Geskell .... 2 «;i ,884—1— " H. A. Speechly . . . . , ^o 1885-1- " S. Sellers 24c: ,886—1— *' p. Furnivai 2 46 1886-25— tricycle, R. J. Meci-edy ... i cc 40 ^°^7 5 17 22 ,887— I— bic>'cle. VV. A. Illston 24? 1888-1- " H. Synyfcr 2 3! 1889—1— " August Lehr ^00 1889— I— safety, F. T. Fletcher 316 1890—1— « R. J. Mecredy 248 1890—1 —bicycle, F. J. Osmond 321 1891—1— " J. H. Adams 2 54 i89i_i_ safety, P. W. Scheltema-Beduih 3 00 1892—1— '« A. A. Zimmerman . . 1 ey 1892-5- « " » .. 2^09 1892-50- " « « .2 3^ 2^ 1892— 1— ordinary,). H. Adams 257 ,893—1— safety, W. C. Sanger 3 49 till ■ i if ■ • .'.(« i.v, ■■ « if • '.: .;,! ■ '' **:' I "■i'i M''il iirM IP VEAU, MILES NAME. TIME H. M. S. 1891 — 50 — bicycle, S. C. Houghton ... 2 45 55 1891—100— " J.F.Walsh 6 22 15 1891—175— « J.F.Walsh 120000 1885—259— « G.P.Mills 240000 1891—312— " J.F.Walsh 240000 MISCELLA'NEOUS. 259 CANADIAN RECORDS, TO SEPT- 1 7, 1 893. COMPETITION, (flying) (standing) (flying) (standing) s 3 4 5 I 2 3 4 5 tt it u (mile) 30 2/5 C. C. Harbottle. 33 1/5 J- S. Johnson. 1.05 3/5 A. A. Zimmerman. 1.07 2/5 ..,.., F, J. Osmond. i. 24 1/5 W. Hyslop. 5.03 2/5 A. A. Zimmerman. 7.38 W. M. Carman. 1 1. 15 .....G. M. Wells. 13033/5 ^V. Hyslop. AGAINST TIME. 2.i5 4/5 J. S. Johnson. 4.50 VV. A. Rhodes, 7.27 .. do 10.07 1/5 do 12.331/5 do Champion W. M. Carman's great ride on a ** New Rapid." Considering the wretched track, the cold atmosphere and the insufficient attire, we are of the opinion that it was one of the best cycling performances of the year 1893. [IliRS. CARUAN'S TIME. PHEVIOUS BEST. RIDER. I 2 39 3-S 2 16 4-5 J. S. Johnson. 10 27 26 28 20 2-5 VV. R. Hensel. 15 41 38 4 5 44 01 3-5 D. Nasmith. 20 55 44 58 00 3-5 do. 25 I " 13 1-5 [ 13 06 3-5 do. The distance he covered in one hour was 21 miles, 2,570^ feet Dr. P. E. Doolittle held the watch. At London, Sept. 1893, T. B. McCarthy of Strat- ford, won the 2 mile championship of Western Ontario. Mr. McCarthy is therefore the acknow- ledged Champion of Western Ontario, 1893. Ml^CELLANEOaS. ■*'5 f U.! Up to 1882 Dr. Doolittle was the acknowledged Canadian Champion. 1883, I mile, ord 5 1884, 1 " 5 1885, I " 5 1886, I " 5 1887, I " 5 1888^ I " 5 1889, t " 5 1890, I " 5 1891, I 3 I 5 1892, I " 3 " 1 lit ti a (« (( a (( ^t (* (( (* (« (( <( << «i (( « (« (f if H n (( ti W. G. Ross, 4:17, London 22:56, Lavender, 3:09* Toronto W. G. Ross, 17:14, H. VV. Clarke, 3*00, Woodsk 16:55, 3:09, Montral 11 F. Foster. H. P. Da vies, F. Foster, (» t( It 1893, H to 5. W. Hyslop, 3:03. Brantfd 32:32, 2.47, Bellev'ie 15-55, E. O. Rassicoe, 3:11, St. Kits. B. Brown 16:57, W. Carman, 2:45, Ottawa 15:13, 3:07, 2:42,Hamilt'n 8:58. 2:42, defaulted 2:32, Kings'n 8:08, T13, 13:58, safety, P. F. Ross, " A. W. Palmer, (( (( (( (( ord., W Carman, safety, W. Hyslop, W. Carman, M. Wells, «( M/ -1-3-5—35-1:10' 2:33 4/5-9:08 2/5-13:41. is' «« '.jl. ft'.' '^''r* TOURING. 257 ROADS. BY N. MON lElTH, B. S. A., REEVE TP. DOWNIE. The great awakening at this time throughout the country on the subject of roads is most auspicious. Men are practically agreed that a good road is a good thing to have ; but as to the best means of obtaining a good road men are not agreed. The present system of working out the road tax is far from satisfactory in the older settled portions of America, it tends toward a lack of uniformity in construction. What is needed in road commiss- ioners is good practical judgment to first grade the road in under construction, in width in accordance with the requirements of the tr^iffic ; then the height of grade should be largely influenced by the soil, clay soil requiring a higher grade to secure their drainage. Then as to the material for the road bed, Nature has kindly supplied many locali- ties with gravel beds of limestone and gneiss which if intelligently applied to properly graded roads will make an excellent road for ordinary rural traffic. Road masters should remember that loose colible stones are a positive danger to horses and vehicles, the bicycle not excepted. Space will not permit going into the details of road construction ; but let the road be straight and of uniform grade, remembering that a thing of beauty is a joy for- ever and that the public roads of a community are almost a sure indication of its civilization. " The Cyclist's Road Guide " is an indispensable adjunct to the tourist in Canada, published by \y. H. MiLN, 5 Jordan Street, Torotjto. MISCELLANEOUS. •?l The following is a complete list of all " Centu- ries" passed by the Club since January ist, 1893: — Anglin, Dr. W, G,, Kingston — i, Atkinson, P. W., Ix)ndon — i, Burnside, Thrift, Deer Park — 3, Burton, F. C, Barrie — i, Balfour, Dr. J. D., Toronto — i, Bickford, O. L , Toronto — i, Brebner, John, Sarnia — 4, Ball, Wm., Blenheim — i. Ball, A. W., Blenheim— I, Brock, W. A., London — i, Booth, Walter, Shelburnc — i, Crosby, A, B., Toronto — i, Collar, G. W., Blenheim — i, Duncan, W, J., Toronto — 2, Dewer, W. F., Milton — i, Eaton, W. F., Toronto — i, Fullar, A. S., Stratford,— 1, Fisher, Geo. L., St. Thomas — i, Flemming, N., Toronto — i, Glynn, M. E. Sarnia — 10,4-11 = 21. Green, A, H. Toronto — i, Graydon, W. J. Streetsville — i, Greenwood, W., Toronto — i, Gemmell, W. M., Toronto — i, Gibbs, G. M., Sarnia — i, Hamilton, J. R. Collingwood — r, Herbner, C. F., Toronto — i, Herbner, W. J., Lee, Mass — i, Holt, Bruce, London — i, Jackson, J. H., Georgetown — 3, Jones, Chas. L., Toronto— 2, Lloyd, W. E., Owen Sound — 4. Laschinger, A., Sarnia — 4, Lovejoy, Wm. H., Montreal — i, Lillie, L. R., Lodi, California — 7, Millar, E. B., Owen Sound-— 13, .f '- '.m4 ^ii m 'm 266 CYCLING. Minsball, Philip, St. Thomas — i, jManninj.', E., Tororito — i, McLeod, .Angus, Sarnia — i, McDowall, R., Owen Sound — 3, Norman, (1. E., Sbeddei> — 1, Rogers, Alf., Deer Park — i, Robinson, J. R., Toronto — 1, Robinson, Fred C, Toronto — i, Robertson, Dr. W. N., Stratford — : Reid, George R., Toronto — 2, Roth well, H. L., Sarnia — 1, Shaw, A. B., Toronto — i. Shannon, W. J., Watford — 1, Smith, H. B., Toronto — i, Simpson, A. A., Montreal — i, Shand, Clifford J., Windsor, N. S- Taylor, F. B., Waterford— 1, Tliompson, A. R., Toronto — 1, Wallace, E. S., CoUingwing — i, Whitaker, George A., Toronto — i, Whatmough, F. }., Toronto^ — 2, At the beginning of the season, Messrs. Davis Bros., jewellers, of Toronto, offered a handsome medal to the Club, to be presented ta the rider who should make the greatest nunnrber of "^ centur- ies" during the season ending December 31st, 1893. Following is the score of the five highest ai this- date, (November 7.) ; .iiL E. Bruce Millar, Owen SoundT. M. E. Glynn, Sarnia . , L. R. Lillie, Lodi, California. . . W. E. Lloyd, Owen Sound. . . . Jno. Brebner, Sarnia 13 10 7 4 4. MISCELIJVNEOUS. 267 F. J. Pope, XT. A., Science Master S. C. I., »-ode 14 centuries during 1893,— on a Huniljer Road Racer. Unfortunately Mr. Pope was not u mem- ber of the Century Road Club, Shortly after Nov. 7, we were informed that Mr. Millar was Canadian Centurion Champion, 1893. It is now (Jan. r, 1894,) manifest that Mr. M. E. Cilynn of .Sarnia, began to score in earnest and + 11 more to his credit. Therefore M. E. Glynn, Sarnia, is the Canadian Centurion Champion of 1893. No. 21. THE DON BRIDGE, TORONTO, TO WHITBY, ROAD RECORDS. Year. 1885. 1886. 1887. 1888. Record. 2h, 45m... 2 h, 30m . . . 2 h, 25m. . . 2 h, 17m . . 1890 2 h, lira 1892 I h, 48m 1892 I h, 44ra Holder. ...G. H. Orr, . . C. F. Lavender, . . . F. J. Brimer, ...J. H. Gerrie, . . D. Nasmith, . . . D. Nasmith, C. McQuillan, J. F. Deeks the 100 mile road record, (cycling.) On June the 2nd, 1892, G. F. Stephenson rode from Toronto to Trenton, a full hundred miles with some to spare, in 8 hours 8 minutes, once more securing the record. This was considered good time for the Trenton road, and has not since been beaten. ' U" I- , L| "^H |i UW& 1 1 V. 268 CYCLING. D. Nasmith's (reported) too miles ride on Kose- dale track, 1892. MILES 10 . 20. . TIME . O .0 28 26 56 9 30 1 25 55 40 50 5» 40 22 22 MILES 60.. 70.. 80.. 90.. ICO- . TIME 53 3' 26 8 59 26 33 25 04 18 The first Queen City Handicap Road Race June 15th, 1892 — an unqualified success under the man- agement of Mr. John H. Gerrie. A. W. Palmer, Hamilton, won time 1 20.— Distance 25 miles. 61 entries, 45 started. Palmer Doll McQjillan Parr Riggs Robertson Gibbons Harvey Jaffray I.ovve 1 Duni? Decks H, M. S. 20 05 20 15 20 20 22 20 22 45 25 40 26 05 27 00 28 15 29 35 30 5» 32 45 (CtNADIAN WHEELMAN.) C. W. A. Road Race — Kingston to Odessa and return— 1892. The day was an ideal one for road race, the sky was cloudless, the temperature hot and the wind only a gentle breeze quartering the course, (a little lesG than) 25 miles. ie on Kose- TIME . . 2 53 31 3 26 8 3 59 26 .. 4 33 25 • 5 04 18 Race Ji line er the man- le 1 20 , ;d. H, M. s. 20 05 20 15 20 20 22 20 22 45 25 40 26 05 27 CO 28 15 29 35 30 5» 32 45 'dessa and MISCELLANEOUS. ORDER OF FINISH. Carman, Toronto Palmer, Hamilton Smith, Torontos Nasmith, Torontos Hyslop, Torontos Doll, Wanderers Wells, Wanderers McQuillan, Wanderers Nash, Wanderers Jeffray, Wanderers McClelland, Torontos Gauld, Hamiltons Sliter, Kingstons 2($9 I. M. S. T ID 6 I 10 30 I 10 45 I II 00 I II 30 I 14 52 I 15 21 I 15 22 I 15 24 I 16 40 I 17 25 I 17 50 I 19 00 The first Annual Bowman Road Race, Hamil- ton, May 27th, 1895 — 15 miles. (Managed by the enterprising Mr. J. W. Bowman.) , ' . M. S. 1 C. McQuillan, Wanderers ...... . . 54 32 2 J. F. Decks, Wanderers . . 52 53 3 VV. R. Hensal, R. C, Toronto 51 25 4 Harry Tolton, Gait 54 16 5 1,. D. Robertson, Athenaeums 51 46 6 Mcllroy, Hamilton 58 01 7 W. Hyslop, Toronto 51 17 8 J. Bain, Ramblers 55 21 9 S. Bully, Toronto 55 9* 10 VV. J. Young, Athenaeums 5^ 59 11 S. AiKens, Hamilton 5^ 30 12 M. Campbell, Wonderers 59 47 13 F. W. Young, Wanderers 60 38 14 W. Lee, Toronto 56 38 15 A. W. Palmer, Hamilton 52 57 M til m, n ii I If M 11 270 CYCLING The Athengeums Road Race — 20 miles — Octo- ber 1 6th, 1893. The following were the best times made : H. M. s. 1 W. M. Carman, A, C, C i 00 20 2 W. Hensel, R, C, B, C i 00 41 3 J. F. Decks, W, B, C i 02 48 4 W. Hyslop, T. B, C, i 03 1 7 5 C. McQuillan, W, B, C i 04 3^ 6 C. C. Harbottle, T, B, C, i 04 40 7 T. W. Carlyle, A, C, C i 04 44 .11' t. b. c. handicap series — 1 893. (cycling.) Following ir> the score : I St 2nd 3rd Riders Race Race Race Total 1 M. R. Gooderham . . . . 12 11 12 35 2 H.Greenwood 9 12 11 32 3 A. Burgoyne 8 10 10 28 4 W.H. Miln 6 9 * 15 5 J. Msln II t * II 6 V\ J. Fraser to * * 10 7 C. O. Brimer J 8 * 8 8 S. Bully 7 * * 7 9 R. Brimer * 7 * 7 10 W. Robins * 6 * 6 11 H. Bible t 5 * 5 12 W. G. McClelland.... 5**5 13 S. J, Schulte * 4 ''■• 4 14 F. H. McDonald .... 4 * ^ 4 - Failed to start, t Fell. I Did not finish. Best time of series, 32 minutes, made by M. R. Gooderham. I lies — Octo- ide H, M. S. OO 2o OO 4i 02 48 03 17 04 32 04 4o 04 44 MISCELLANEOUS. 27 1 The following are the best times of the interest- ing series of Road Races held by the S. B. C. dur- ing 1 89 1. All rode ordinaries, solid tires, except Robertson who rode 352 inch eagle, and Litt and Hyslop who rode safeties. to miles, with a turn, on the famous St. Marys Road HANDICAP, ■ M, S, R. R. McFarlane s 37 29 '". B. McCarthy 3^ 38 45 J. H. Kenner . 4^ 39 1 1 J- Hy.slop 5 39 57 E. Litt /^Vi 41 31 W. N. Robertson s 35 3° J. Pequegnat 7>^ 44 3^ H. G. Shaver and W. Jeffrey, Timers. 3rd Race Total 12 35 II 32 10 28 * 15 * II * 10 # 8 'k 7 * 7 * 6 'k 5 * 5 '1' 4 5}; 4 >t finish. by M. R. THE GREAT CANADIAN RELAY RACE. Distance 205 miles. Time, 14.20 — 1891. (daily mail.) Dist. Time. Couriers. Hamilton 6:00 5 . . Appleby 6:30 . . Griffith and James, 7 2.. Port Credit .... 7:40 . . Gauld and Powis, 13 . Mail Office, Tor.. 8:45 . . Palmer and Skerritt, 14 Norway 8:55 . . Foster and Brown, II.. Highland Creek.9:5o. . Hyslop and McBride, 15.. Whitby 1 0:44 McClelland, 13 . . Bowmanville . . 1 1:50 Doherty and Kent, 22 . . Port Hope .... 1:21 . . Miln and Wood, 31 . . Brighton 3-55 • • Lennox and Lowes, 22. .Belleville 5:12 . .Nash and Roy, 25 . . Napanee 6:45 Smith and Notwell, 22.. Kingston 8:20 . . Nasmith and Sliter. The above was about ihe first great bicycle Relay Race in history and was promoted and managed by ■4 I 272 CYCLING. that enthusiastic cyclist John H. Gerrie, of Toron- to, who was also the organizer of the Century Road Club of Canada, of the first Canadian National Road Race, (Queen City), and some years ago a noted racer on road and track, ex-Captain of the Wanderers, and last winner of the Canadian Tvicy- cle Championship. (G. Mothersill, Ottawa, and F. Foster, Toronto, also earned championship hon- ors on the tricycle.) Mr. Gerrie has an inherent athletic physique with ribbon-shaped muscles, therefore naturally an elec- tric pedal ler, than whom few, if any, have done more to foster the interests of cycling in Ontario. He is best known probable by his reliable articles on cycling affairs in the daily and weekly press, his writings over the pen name of " Jan Geri " be- ing most notable. Thomas Lalor, the well known (Wanderer) cycle reconstructor was the first man in Canada to own and ride a rear driven safety " Lalor's Hearse." A wise original suggestion . — C. W. A. Time- keeper G. H. Orr, in the current number of the Canadian Wheelman, wisely suggests that riders in track races be compelled to wear a distinctive suit, or color of their own in place of the numbering system now in vogue. Certificates of colors to be filed with the Racing Board to prevent duplication. We have to acknowledge our indebtedness to Mr. Hal. B. Donly, editor of Canadian Wheelman, (oflficial organ C. W. A.) for the MSS. of Canadian Championships, Records, names of Canadian Rid- ers, Classified List of Canadian Riders, Track mea- surements, etc. He kindly favored us with it at no little inconvenience to himself. /if MISCELLANEOUS. 273 , of Toron- ntury Road n National 'ears ago a tain of the dian Tvicy- ttawa, and )nship hon- ysique with lly an elec- hdve done n Ontario, ble articles ekly press, Geri" be- erer) cycle ida to own earse." A. Time- aer of the t riders in ctive suit, lumbering lors to be iplication. edness to Wheelman, Canadian dian Rid- rack mea- th it at no LIST OF RIDERS AND NUMBER OF FIRST PLACES WON BY EACH DURING SEASON 1893. MAMt. NO. OF 1ST PLACES. RESIDENCE. Ardagh, A. W Montreal Aikins, S Hamilton . . . Bald, E. C Muffclo Baldwin, G. M Seaf'orth Bender, VV. G Toronto Birthel, C Detroit 3 Blanev, R. O Simcoe 6 Bourne, A VVallacehurg 4 Brand, F Beamsville r Brock, W L-ondon i Hrowning, VV. E Fxeter i Broomfield Brantford 1 Burton, F Barrie, i Carman, W. M Toronto 2 Carman, H Morrisburg i Corey, B. P Petrolia i Cummings, B. E Sterling 4 Dinford, P. K Montreal i Daville, H. L Aurora 2 Deeks, J. F . Toronto 7 Dirnherger, M. F Buffalo i Devine, VV St. Thomas 3 Deyell, G " i Farrell, P Woodstock i Fenneinore, M Picton 3 Gil)bon, H Toronto i vlibbons, S. H " i (iibson, VV Beamsville i Glover, B. VV London i Gooderham, M. R . . . Toronto i Gordon, F. S Hamilton ..... i lil i 111 ;-:i*,.: 274 CYCLING. NO. or rsr NAME. RESIDENCE. PLACES, GuUett, F. B Toronto 2 Hanes, W Morrisburg i Harbottle, C. C Toronto 14 Hardy, W. G Brantford i Harvey, T Ottawa i Harvey, G " . 3 Hensall, VV. R Toronto 4 Hitchcock, F Sarnia i Hockaday, J Detroit i Holborn, W New Market 1 Hurst, W. H Alliston 2 Hyslop, A Stratford i Hyslop, W Toronto 28 Johnson^ J. S ...... . Syracuse 7 Laing, J . . . Brantford i Little, G New Market i Livingstone, J. W .... Seaforth 1 Longford, J. VV Goderich i i .ouson, 1). S Montreal i Lutz, W. A Buffalo i Lyman, C. P Montreal 2 Lyman, F. D " 1 Lyon, A. M Toronto 1 Mackie, W Beamsville 1 Manville, C London i Martineau, A Montreal 2 Mann, F. W . Toronto i McCauce, W St. Thomas i McCarthy, T. B Stratford 7 McCauley, W Beamsville 3 McClelland, W. G . . . . Toronto 1 McCray, A Alliston . - . - , i McCray, R ... '• 1 McDowell, R Owen Sound i McFarlane, R. R Stratford 1 McFarland, J. S Buffalo i Mcllroy, R Hamilton i McKae, E Kingston i McKellar, H. Toronto 4 MISCELLANEOUS. 275 _ . NO. OF 1ST NAME RESIDENCE. PLACES. McLaren, Dr Barrie 3 McLean, \V Seaforth i Miller, R Hamilton i Miln, J Toronto i ^ inchall, P St. Thomas i Mitchellton, — London . i Nichols, W . . Hamilton i Patterson, P. P Detroit i Phillips, H Brantford i I roctor, T I'oronto i Reid, A. W Windsor i Reid, J. A Aurora 3 Reid, W " I Robertson, L. D Toronto 8 Robertson W. N Stratford i Rhodes, W. A Boston 2 Rovven, L Guelph i Sackett, N. B Marine City i Sapt, H. P " " 3 Schmidt, A. E Waterloo 4 Schultz, C. A Essex i Sherriff, E. W Picton 2 S to his business ability and pleasant manner, are due> in a great measure, the success of his paper "Cycling." Mr. Fred. T. Bryers, editor of " Cycling " is a native Canadian, who was born in the Province of Quebec, but has passed most of his days in western Ontario. He had little fancy for the old high style of cycle but on the evolution of the safety he at once per- ceived its advantages. The exhiliarating effect of cycle locomotion in- creased into the stage of enthusiasm, and ever since he has practically demonstrated to the world the utility of the silent steed in every day business, as well as in holiday touring expeditions. He manifests an inherent calm, far-seeing and cautiou«i disposition, one who can magnetize his fellow-cyclists and readers more by his modest in- M^ 278 CYCLING. dependent, instructive, orthodox selections and statements than by the extreme fiery orations or personal illusions by which so many writers tend to create factions or dissentions in associations or par- ties. Nevertheless, when war-clouds do appear, he always rises to the occasion. "Cycling" though young in years, is one of the best illustrated and one of the most popular wheel- men's journals published in America ; chiefly be- cause it gives reliable news that is new, and of in- terest to Ontarionians. "Tl.ti Cyclist's Road Guide," is an indispensable adjunct to the tourist in Canada, published by W. H. Miln, 5 Jordan Street, Toronto, Ont. Mm J'. : tj. ! MISCELLANEOUS. 279 a 00 o H H M 05 ?v-! ir> to 10 »^ ^ !>. ^^ 10 »o to 60 O N M S.N Ov »o 10 ^ M 0\ MM ^ 10^ VO N *^ NO VO m m >o u^vo VO 10 u^ N ^ N »o N o ^ to M ^ O 00 O rf 10 rf •«♦• M O N N N to f/1 ^.N On to »o ^ 6. S5 O X! SiD V U .(-> ^ V V 3 J, 0, g TJ 2 u *" 111 c -^ a; c to 10 to >0 CO >o 10 to SO >^ o O e^-o^ii-Soo a J- ex: =2 a t«i,^0 fKj; « S (/) 04 r ■ < > -§ 2 "s: ?^ » c fc (U 4> T3 C C ^-^B > 13 bO* O O fe (x^ K ^ . IMAGE EVALUATION TEST TARGET (MT-3) :/. 1.0 I.I 1.25 l^|28 |2.5 ^ lii II2.C 1.4 H 1.6 w >^ % ^"^ '> ..«. *-^ '/ Photographic Sciences Corporation 33 WEST MAIN STRUT WEBSTBR.N.Y. 14580 (716) S73-4S03 ^5 «^. '^ ■^ t 280 v> CYCLING m "to to O to to »o to O N 00 Ov 00 O >0 10 vo o 10 >o 10 O ^ 'i- »o »>. M Tf rf tJ- m t^ 10 »o »o 10 SO 10 N 00 N 10 10 10 to fO 10 ^ fO t>» 10 to T^ o to »-< N N M vo N CO 10 IT) 00^00 NOCOi^t^,^ NCOn tONtONtO^ "to »o to •"if l^ ^ = c ^ 4^ 9 o £ c o c 2 X) to to _ J= "7= S S c 2 ■£ .Si S > o i: £ .0 lu ■t: g L_ o '— i-i == o ffi o C/3 00 CQ _ c « '^ f^ Ch S o O >i w" W oT'rt O T3 "^ "* ,0 .0 rt * *•• •■■-••• a. o 3 >•.> o 5 rt rt o ffi DC J hJ hJ S ^ ^ 03 a U o MISCELLANEOUS. 281 VO IT) CO r>. «^ - 10 O N ro PI f^ o o to ro <-0 ro W to 00 o »o ^0 (50 ON to to pT »o to 00 "^ to O "^ N in 'O to Nr»j •HN 1^ M\ M\ mS, MX wX v« \f « ^xjtVM NrJ-\^ ^!r> X^ \N wX «^^*-X ►-( X •--X, >-"X wx i^X H oj 1) jj ^ w v— ■*. '— u- <■>_ V- <^ r^sO vO O '^ c>r ^^ cT w' rf -^ .5 .?: - JZ ro 'C o O < a p ^ __ Q ^ tci: Q, a "^ o ^ -r "^ = 1^; to '1' ,.■' rt O x; rt .« C3 rt .S D 'o o 3 X I Jr to '1' ,.-' rt O x; 4_^ _ , c o c o o _ r- "5 e '.^ r/> fVN ^^ ,j X?) ro f^ *^ \. r; i-is,^\-*N ^ ^ mX rtx i-i\ niv, MS — ^~^-~-~~~ M I-} C/J ^ • k^ M tort . ■ • • • N • • • ■ . . • -^ ^^• t/! ^ OS — — ^._ ^~- — -*• .— <— ^- (^ ,_^_^ — — — o 1> -a c T3 'V C C rt rt c3 rt WV'^^UUU 'o o in tn < C 2 o < ii « .i:i Lh ,- £^ •^r fe rt U ;5 1^ r- !/] > b. 3 H < <_> (U • — _ ci !£ x: X i; q X > O c CS uu ^ ^ a- »- o a-. C a o t/5 c 73 C 3 O C/3 to (D ^ c oo .2 '5 c o ■5 2 « I 1) o C/l .3 a C3 b< ha 4-> o o o 3 C o o k. I-I o o c o £? : 3 ja o (U O J3 4) o in C ■;t MISCELLANEOUS. 285 RECORDS. ^N^ N > O c c3 CS CJU J^ a- o o c a O t/j c We contend that the present system of obtaining a rider's capacity by allowing him to follow some kind of fast moving contrivance is not the test of a man's ability at all. It may be some test of the capabilities of his lower limbs, but this never, in our opinion, consti- tutes either a man or an athlete. A rider, according to the present system, without a head, so to say, might, with an excellent pacing machine before him, make phenomenal records. It is very well to know what can be done in that way, as a sort of animo-chemical-experiment, else- wise it is preposterously absurd. We fail to see any great honor to the rider, or attractions to the public in this kind of perform- ance. But the rider that can go from the tape unaided in any way whatever save, of course his cycle; and use his brain to guage the pace, and his limbs to propel, this and this only, in our mind, is the true lest of an athlete's physico-m<;ntal-talent. If one such event was on the programme at each meet, we are quite sure the gate receipts would be increased. And every rider in Canada would have a fair chance under the C. W. A. official timers to make new records. With the present system only those who can com- mand those costly pace-making men and construc- tions can ever hope to accomplish record marks. To make the sport popular and a success the C. W. A. should make it (as we believe they have al- ways tried to make it,) fair play to all — favors to none. It is said that the largest room in the world is the room for improvement. li m Ih c86 CYCLING All new measures are not perfect, neither are all old ones. Canada's fastest cyclers have never made their best marks under the present irrational system of record making, for they have not had the contriv- ances or men necessary for drav.ing them out. «> * D. H. LEWIS, New York. EDITOR AMERICAN WHEELMAN. Since the days of the famous Fred Foster and the ordinary high cycle, the Canadian championship events have not been at all v»ell contested, being in almost every case a foregone conclusion. We al- ways thought they were easy within our grasp, had we but a cycle track and a light wheel, but alas ! the medical practitioner having many patients who have a mortgage on his services cannot obtain the ther are all nade their system of le contriv- n out. oster and npionship being in We al- rasp, had but alas ! ents who btain the MISCELLANEOUS. 287 time necessary to prepare for such feats. Irregular sleep and irregular diet unfit the strongest men. There are many riders in Canada that have better speed abili'.ies than those now at the top of the hill, yet this profiteth them nothing without a track, ra- tional light wheel and training. The athlete only that does give attention and time to training deserves to win. It is to be hoped that greater quality and quan- tity in years to come will contest these events and interest the public. Pleasure-seekers do not care to see championship contests which are tame, they go away feeling that they have not received a just equivalent for their time and n?oney. It is very in- teresting indeed to see men of inherent ability — fit- ride. The new union Rat Trap Pedal, with detachable rub- ber foot pieces, original, light, strong, sini})le, no clamp nut, used by W indie, Tyler, Sanger, and Zimmerman. (Those that argue a rider's legs are spread by sitting on a cycle saddle, overlook the fact tliat a good one will not force them apart. We will give ^60 more for A tread 2 inches, other parts being equal, than for a tread 4 in :;he8. — Wuitek.) Bro«>ks, Sager, Karr study nature, — Saddle should tit rider, not rider saddle. -:■ % 4^ ■ 47' 283 CYCLING. prM CAUSE OF FAILURE. What are the most common causes of failure of athletes to win honors ? BATH. Omission, or injudicious use of the bath. It keeps the skin active, thus relieving the lungs and kidneys, and invigorates the nervous system. A rider without capable nerve is like a cartridge loaded without metal. COLORS AND NUMBERS. By always wearing colors and numbers in racing events, the rider will find it much easier to prove hi'^ position in close finishes, besides his admirers can the better keep him in view during the event. COURAGE. The chicken-hearted man or the pseudo-sports- man who cannot get up in a race unless he imagines he is going to win, it is needless to say, don't win. Without a previous clear conception in the mind in method, execution will be incomplete. FOOD. Improper, or improperly cooked food too hastily masticated. HASTE. Having an idea that fast riding and much of it is good training, whereas the very opposite obtains — by this process mdscle will deteriorate, instead of in- creasing in quality and quantity, e. g., exercising a healthy muscle moderately for four hours will devel- ope it, again, if the same work be done by that muscle in half an hour, it will injure it. It requires many (5 to 20) years to attain that very highest f failure of ; bath. It i lungs and system. A idge loaded s in racnig er to prove is admirers the event. udo-sports- e imagines don't win. le mind in too hastily ich of it is obtains — tead of in- ercising a will devel- by that t requires y highest MISCELLANEOUS. 289 state of development which the individual is capable of without injury to his system. " All things come round to him who will but wait." — Longfellow. IDLENESS. Man is so constituted that he cannot maintain that highest state of physical vigor without a due amount of physico-mental culture and this must be taken every day — better three times daily. Man cannot sleep enough in one week to satisfy the bodily wants for a month, nor can he develop athletic muscles by long relaxation. Think for yourself. To allow another to think out your destiny is unmanly and lazy. We have failed to find any proviso for idleness in God's law, henceforth, " In the sweat of thy face thou shalt eat bread." Be independent, generous, brave ; your father such example gave, and think and fear. ID10CR.\SY. Observe the difference in physical conformation between the greyhound and the pug dog. An athlete may be a champion cycler and yet only a fifth rate swimmer, and vice-versa. Capable heart and elastic blood vessels are the primary essentials of a cycle racer. Where the curling fibres of elastic tissue are wanting, vibra- tions and concussions are apt to pass into shock. We have found by experimenting with the sphyg- mogragh on a cycler, in about half fit condition, that the heart beat rose from the natural 72 (Foster) to over 175 beats per minute, with a sudden fall to under 105 on ceasing the exertion, and by great effort too long continued that the beats would in- termit. The circulatoiy apparatus, then, must have elas- ticity to withstand these fluctuations and enormous pressure. 1^. ' ;l 290 CYCLING. These, with action, stamina, health, and the phy- sico-mento-moral effect acquired by proper train in;^ are, to say the least, desirable accomplishments to- wards attaining honors on the path. 1.' - 1. W. J. MORGAN, New York. EDITOR AMERICAN WHEELMAN. IRREGULARITY. Exercise should be taken at the same hour daily (Sabbath only excepted.) RUBBING. Inefficient electrifying rubbing by the clean bare, healthy hands of a trainer having a superabundance of animal magnetism. MISCELLANEOUS. 291 ishments to- SLEEP. Sleeping at improper hours. Day was made for work ; night was made for rest. Indulging too late in the morning. RISE EARLY. If more sleep is required retire sooner, say 6 p. m., or sun-set if necessary. To habitually sleep late in the morning is as sinful against the body as it is to build an op- era house without a foundation — one day — collapse. The athlete will renew vigor speedily by reclining with the head of his bed turned towards the north, having the electric currents of the body and the earth parallel. THE HARRIS COMBINATION WRENCH. STIMULANTS. Robust cyclers do not require them. Many have been injured by them. Feeble and aged persons are, generally saying, strengthened by a rational use of them. TOBACCO. Tobacco spoils the appetite and digestion and unstrings the nerves and irritates the heart. TRAINING. Improper training, or training one's self. Finally, having attained sound training and ath- letic build for some contest, athletes should, of all things, avoid falling suddenly back from strict rules of training into the wanton luxuries of existence — ||.(;S 41 1 if, m if';. ill vt iiri 292 CYCLING. passing rapidly from the lean and hungry look of Cassius into that of the sleek-headed men, and them that sleep o'nights — a transition that undoes all that training has effected, and lets down the vital clock, well wound up and strong, into a machine with a damaged spring, or with works suddenly loaded with devitilized rust and dust. VENERY. Athletes cannot bear these iudul.e;ences even the lustful mental without positive injury. Many of the best of men have allowed world's honors to pass from their grasp by this cause. WORRY. Worry exhausts the nervous system. Nerves are the batteries that drive the muscles or the engines that " push and pull the coaches. Improper or impure habits of life shorten one's career on earth from 25 to 75 per cent., and creates darkness and skepticism where sunshine and real happiness should predominate. With good habits of life a cycler should be abls to keen his best pace until at least fifty years of age. Whac is more to be wished for by man, woman or child than "mens Sana in corpore sano " (Horace.) Cycling — It assuages pain, Cures all disease, and gives again To age the swift delights of youth. — Longfellow, AN OPPOR I UNITY. Need is the primo-geni'tureship of inventive ge- nius. The need is felt among Canadian Wheelmen for some source of protection for their v/heels against fire and theft. We are of the opinion that a joint stock company (limited,) could be formed by cyclers who are want- MISCELLANEOUS. 293 ing to invest surplus cash, or by a private individ- ual, upon a basis that would yield them a handsome dividend, and on the other hand protect the cycle owner at a very small cost. Doubtless there is an opportunity in this Cana- dian field for a capable man, by judicious manipu- lations, to build up a profitable business. As regards the rider's own risk : we advise every wheelman to take out an accident policy in one or other of the reliable Canadian Accident companies, viz., Canada Accident, Manufacturer's Accident. Western Clubs or riders will get special rates from Aid. John O'Donoghue, of Stratford, who is the I^istrict Manager of the latter company, and who always fosters the interests of wheelmen. ATHLETICS. lan "mens An athlete should exercise in such a way as to devote all his efforts to strengthening one part, going thence to another, and so on, is in much the same condition that a factory would be whose engines were calculated to run only a few machines at a time. In case it should be necessary to use all the machines it would be found that the engines could not develop force enough, and that the amount of work done would be limited to their capacity. Therefore, a sufficient number of mus- cles should be called into action at one time to stimulate the action of the heart and lungs and increase the circulation and respiration. What is commonly called endurance or staying power de- pends not so much upon the strength and size of the muscles as upon the ability of the heart and lungs to eliminate waste material and keep up a fresh supply of oxygenated blood. The possibility of injury following the practice of violent physical exercise must always be borne in mind. Perhaps ■ il i.V,' '.' ' ' Ft ^i ^:^ fi "t 294 cvcLmo. the most alarming result of overtraining or over- exertion is its supposed effect upon the vital organs. There is a prevalent opinion that men who perform athletic exercise in some way weaken their hearts and lungs, rendering them less likely to withstand a severe strain from accident or disease. No phy- sician who has had any experience in examining men who make violent physicial efforts can doubt that such efforts ofien repeated not infrequently cause considerable cardiac excitement, which, if long continued, will lead to serious results. The normal pumping capacity of the heart is, say^ 70 strokes a minute. This is ioo,8co strokes in 24 hours, by whicn it sends 40,000 pounds of blood through the lungs and body. Now, in times of mental excitement or violent physical exertion the heart's pulsations frequently run up to 150 or 180 times a minute. After this increased amount of work, the heart, like any other muscle, needs an increased amount of rest, but inasmuch as it has to keep up pumping to sustain the life, the only rest it gets is in the relative decrease of the number and power of its strokes. If the heart does not get a sufficient amount of rest its tissues would gradually lo.se tone and become relaxed, just as the muscles of the body do when subject to long-continued strain, in which case the chambers of the heart or large blood vessels will become permanently dilated. If the over-exertion be still continued, then one of the valves of the heart may be ruptured, or some of the large arteries become enlarged, producing aneu- rism. The most severe exercises are the quarter and half mile run, also swimming matches and jump- ing, and the three mile boat race. It is estimated that a person weighing 158 pounds who jumps six feet four inches high, expends force enough to raise 1,000 pounds one foot from the ground. Now let us inquire how large a percentage of athletes are injured while taking those violent exercises. During my profe>sional career I have MISCELLANEOUS, 295 examining M. ^ CLAY. D. MANVILLE, London's favorite racer. Three years champion of London, and holder of the championship of Elgin and Middlesex, mounted on a Quadrant. ■im fc'll iii. 1 ' 1 m I'M'' ,.':? '^ '.g6 CYCLING examined over io,ooo men of different ages, from all classes and conditions of life. I think probably over i,ooo were amateur athletes. Out of this num- ber of athletes I have not found over one per cent, affected with the slightest cardiac disturbances, and in only two of these cases did I feel positive that the trouble was due to athletics alone. Now, when it is considered that the average age at death is only 33 years, that nearly 40 per cent, of the total num- ber of deaths result from either lung or heart dis- ease, and that the great majority of these cases are constitutionally weak in these organs, it will be seen that the average man is not likely to possess the vital material from which athletes are made. Dis- sipation in early life, excessive use of alcohol and tobacco, Czc, vitiated air, poor food, want of regu- lar exercise, insufificient clothing, cramped position.s, overstudy, loss of sleep, all impair the heart's abil- ity for great efforts. It is not best to engage in athletic exercises until one is at least 18 years of age, and in most cases it would be better for him to postpone his athletic attempts even until he is 20. The heart and lungs do not get their full de- velopment until after this age, and if there is any spot liable to be impaired before this age the sys- tem will have time to accumulate some little re- serve against such deficiency. Another source of cardiac disturbance in connection with exercises is the wearing of tight clothing. A great deal of the fatiguing experience of new soldiers, (and ladies) can be traced to the physical exertion while wear- ing a close fitting uniform. The action of the heart is also much relieved by perspiration. I question the advisability of taking a cold bath when very warm from exercise. The shower bath or sj)unge is, in my opinion, not safe for the aver- age athlete, to say nothing of the average man. As I have previously intimated, it is not athletics alone that are likely to injure our young men, but athletics plus dissipation in some cases, plus over- MISCELLANEOUS. 297 ages, from k probably if this nuni- le per cent. )ances, and Dsitive that Now, when ;ath is only total num- heart dis- e cases are v'ill be seen )Ossess the lade. Dis- Icohol and It of regu- 1 positions, eart's abil- engage in 8 years of r for him mtil he is ir full de- ere is any e the sys- little re- source of xercises is eal of the nd ladies) lile wear- )n of the ration. I :old bath iwer bath the aver- age man. athletics men, but lus over. application in others. It is not overstudy alone nor exercise alone that causes so much feebleness of health, but too much study, plus too much society and too much amusements. So it is also in business life. It is not the hard work of the day alone that is increasing the amount of heart and nervous diseases ; it is the hard day, plus the wearing night, burning the candle at both ends, which proves so speedily exhaustive. RICHARD GAR I -AND, Manager American Dunlap Tire Company, '■»:■'. "I? '' m ■: Urn ¥m mm l:W mi^^ m. 1 pH 1 If 1 t pi 1 p^, F •"' V \ v 'i iil^l -n ) W' w 298 CYCLING. — >— ~rr"'T'-"-^ • .■,^»._M^. .,.„,,., ■ " ■ ■■ I i, ; ■ ■'/■''' ^^ ; .;•■-. !■■> dH H^Jilki. ■! ...^.^ BP IP^-^,^ RICHARD F. KELSEY, Mwnairer Buffiilr) Branoii The Ameuican WheeimaN/ fK ^ til ,.V i MISCELLANEOUS. 299 The American Wheelman, since the first issue in Buffalo, N. Y., the city of its birth, on March 5th. 1892, has been a pronounced factor in cycling journaHsm in the United States, and has had a re- markably successful career. The ist of January of this year the publication office was removed to New York city, and branches are continued in Buffalo, and have been established in Chicago, with a foreign bureau in London. It has a large circulation, and is read by thousands of wheelmen all over the country. Its advertising clientele is of the best character, and its rank and influence are universally recognized by the trade. The Buffalo bureau, which includes in its terri- tory Western New York, the state of Ohio, and On- tario, is conducted by Richard F. Kelsey, with offi- ces in Buffalo. Mr. Kelsey has long been promi- nent in cycling circles in that city, having been connected with the leading clubs there, and fore- most among the promoters of cycling interests. He has been associated with The American Wheel- man almost from its first issue, and is widely known to the trade. He is an untiring worker and suc- cessful newspaper man. "The Cyclist's Road Guide," is an indispensable adjunct to the tourist in Canada, published by W, H. Miln, 5 Jordan Street, Toronto, Ont. 300 CYCLING. UNCYCLINO. It was Macaulay, we believe, who said that the Puritans objected to bear-baiting, not so much be- cause it gave pain to the bear as because it gave pleasure to the spectators. We have long sus- pected that the rooted Yankee prejudice against bullfights was due simply to an envious desire to deprive Spaniards and Mexicans of their cherished and legitimate amusement. The description of a Yale-Princeton football match, given by the corres- pondent of ' El Norte', a journal of Chihuahua, serves to show that we ourselves indulge in forms of amusement as horrid as the slaughter of a worried bull in a public abattoir. ' The athletes grapple one another with fury,' writes the correspondent. 'The beautiful women, the very mothers and sisters of those heroes who are going to water the ground with streams of blood and strew it with pieces of their flesh in their dispute over a rubber bladder, cheer them on with hurrahs and applause. And the handsome youths attack one another, tread upon one another, they break each other's noses, they kill one another. From beneath a pyramid of sprained members, broken collar bones, and bruised heads they drag out a gladiator, his face red with blood, his hip sprained, his hair matted, and his clothing soik-d with mud made of dust and blood. Princeton has beaten Yale. ' Be still ! You can say nothing of the barbarity of the Spaniards. In the bull-fights they disem- bowel brute beasts ; in football they destroy men — respectable and studious youths, as if they were mad dogs or rapid asses. It is only two weeks since a mother was with her own bauds helping to array her only son in the dress of a gladiator and giving him the Spartan's kiss to nerve him for vie- MISCELLANEOUS. 301 d that the much be- se it gave long sus- ce against desire to cherished ption of a the corres- Ihihuahua, : in forms fa worried vith fury/ thers and water the w it with a rubber applause. ler, tread r's noses. yramid of d bruised red with and his id blood. barbarity jy disem- )y men — ley were weeks el ping to ator and 1 for vic- tory ; and a few hours later they brought him to her on a stretcher, a corpse.' Readers of Victor Hugo's "The Man Who Laughs," will remember his description of an Eng- lish prize-fight. How revolting these things seem when viewed through eyes not dimmed t; custom to their disgusting side. But then every race has its peculiar idiom of bru- tality, as for other things. Perhaps it is the ances- tral prejudice again that makes us prefer football and prize-fighting with all their barbarity, to the darts and swords of the arena. R. R. MACFARLANE, Stratford. R. R. Macfarlane, of Stratford, at present a stu- dent at Trinity Medical College, Toronto, but who graduates in March of this year, (1894,) is the old- est Canadian rider that took part on the track in 1893, having won his first event in 1884, and has taken part in racing almost every year since, winning many valuable prizes, and local championships. Macfarlane is an amateur in the strictest sense of the word, never having spent a moment in what might be called training. In the year 1885 he rode on a hard tire ordinary from Stratford to London, via Prospect Hill, from London to Goderich and from there to Stratford, a distance of 162 miles making the trip inside the twenty-four hours, but actually riding it in sixteen hours and a half. In 1887 at the London Jubilee meet he won the only event in which he finished, falling in the next race, unfitting himself for the rest of the day. Then in 1888 at Stratford, on July ist, in a one mile open, he defeated Carman, Knowles, and Mc- Kay, showing that at that time he was undoubtedly the fastest rider in Western Ontario, and making it evident that if he had been taken up as was one of IW i 1- p. $ s?- 302 CYCLING ^iif.ll'^ SF'' these men just mentioned, by a club, and trained, he would have had his turn at holding the cham- pionship. After this year he did not ride till 1892, when after having a Comet but a month, he entered and won the two-mile 2.40 class (as then classed,) at the Wanderers* meet. In 1893 he rode the Stratford lo-mile road course in 32.23 from scratch, winning the race. Next he rode in the Queen City 20-mile road race, and was placed by the handicappers only thirty seconds ahead of Smith, one minute ahead of Car- man, a minute and a half ahead of Hyslop, show- ing that the handicappers considered him dan- gerous. On the track in 1893 although showing up fairly well on several occasions, taking two firsts, four seconds, a few thirds, besides taking a place in several trial heats ; yet owing to certain inconven- iences not necessary to mention here he did not do himself justice, but is determined to redeem him- self as far as possible in '94, as he will train on Stratford's new track. The foregoing is only a partial recapitulation of Mr. Macfarlane's wheeling career, but is sufificient to show that he had and has still as good racing ability as any man in Canada, and the fact that this will he his tenth year goes to show that he must consider wheeling the finest of sports. FINAL. We have nothing, now, further to add, save a gen- eral note of thanksgiving to readers, purchasers, and publishers. And if this hook shall be the means of leading even one faltering fellow-cyclist from the verge of the abyss of vice, idleness and wrecked body, to the path of glory, honor and vigorous health, by the use of the cycle, we shall feel amply repaid for our labor. 'I , IJsIDEX. t>AG£. Age 134 A Hundred Years Hence 19 Animals 23 Ankle 28 Athletics . . . » 293 Back Pedaling . . 34 Balance 24 Bath 134 Bearing 42, 54, 64 Bell 25 Beverages 129 Brake .... 25 Breath 137 Care 54, 6t Carman, W. M 207, 259 Caution .... 141 Centuries 165 Century Road Club 264 Chain 42, 56, 64 Championships 258 Choice 41 Cleaning 57 Coasting 26 Coca 122 Constitutio. 138 Control . . 26 Cookery 117 Cranks 42, 49, 58, 65 Cycler at Olympia 166 Cycling 15 Cyclienne Hints 218 II 304 INDEX. PAGE. Cyclienne Essay 219 Darkness 26 Dents 65 Deportment 142 Discretion 143 Dismount 31, 217 Dress 97. 99. i44 Drink 145 Elbows 27 Failure 288 Feet 29 Fit 146 Food 102, 1 10, 147 Form 27, 149 Frame 45. 65 French 229 Gear 46, 48 German 229 Handicap 150 Handlebar 66 Handles 66 Head 58 Helps 23 Hendee 201 Hill-Climbing 29 Historical 16 Hobby-Horse 16 Index 303 Influence 151 Insurance 292 Johnson : 189 Key 66 Knees 30 Knowledge 22 PAGE. . . 219 26 .. 65 . . 142 II, 217 »9. 144 • 145 • 27 . 288 • 29 . 146 o, 147 7. 149 45»65 . 229 150 66 66 58 23 201 29 16 16 303 292 189 66 30 22 INDEX. PAGE. I^adies 209 I^inps 59 Learitirig 22, 23 Legal 231 Lending 59 Liniment.,. ,,....., 153 Liquid 121 Loafing 154 Macfarlane 30 1 Maker 50 Massage 156 McCarthy 259 Mecredy . . . 185 Meintjes 1 96 Miscellaneous 258 Mount 30, 217 Mouth 31 Muscle 89, 93, 94 Nose 32 Nuts 59 Oiling 59 Osmond 1 93 Pace 32, 264 Pedals 51, 60, 66 Pedaling 32 Pedal-Slipping 34 Perth County Council 256 Physical Culture 179' Pneumatic 35» 7^ Position 36 Practice 160, 162, 163 feace . 164, 166 feacing Physiology 70 jLecords 258, 285 Records, Canadian 259 Records, Don Bridge to Whitby. . . . 267 305 If I I 3C6 INDEX. PAGE. Records, English 260 Records, Irish 261 Records, U. S. A 262, 263 Records, 100 Miles, Road 267 Records, 100 Miles, Path (Nasmith) 26S Refinish 66 Relay Race 271 Repair 64 Responsibilities .... 38 Revolutions ........ ^ ........ . 49 Riders 273 Riders, classified 279 Rims 51, 67 Road Guide * • • • . . 236 Road, Laws of 38, 231 Road Making 257 Road Race, Athenaeum , , 270 Rond Race, Bowman .... 269 Road Race, Kingston , . . . 268 Road Race, Queen City 268 Road Race, Stratford 271 Road Race, T. B. C. ■ . 270 Rubber 250- Running 74 Sanger 19? Second-hiind 52 Shoes , 172' Skill 22' Sleep T73 Slippery Places. 38 Spokes 67 Springs 67 Sprinter ,. 175 Stand 60 Stocks 18S Stones 38 Success 39 Stimulants, Alcoholic 91,. loi, 122 if'* INDEX. 307 PAGE. Tetiiple 200 Thirst 31 Tires 18, 52, 67, 78 Tires, Inflation 61 Tires, Repair 252 Touring 224 Tracks 133, 283 Trainer 176 Training 124 Un-cycling , . - 300 Walking 76 Wallwin 234 Weight 52, 1 76 Wheels 53> 6*» 67, 68, 177 Wind 81 Windle 196 Wobbling 44 Zimmerman 50, 198 ILLUSTRATIONS Beainent, T, A. 96 Beyers, F 277 Canada's Racing Men (22) 2 Carman, W. M 69 Clark, J. C 159 Clark, W. B 125 Cook, T. H 128 Davies, H. P 152 Donly, Hal. B 63 Doolittle, Dr. P, E 80 DuCros, A 136 Hayes, Dr. A, N 132 Hunter, W. A 148 Hyslop, W 1X2 jo8 T]SfD£X. u v:. PAGET, . 24S Knowles, A. J Lancy A. T 99 Lewis, 1). H 286 Lewis, L L. 203: Mackenzie, C 156 Manville, Clay. D 295 Mcl^ride, R, H 1 87 McCuUoch, J. K.. McNaught, VV. K . . Miller, E. B Miln, W, H Mitchell, F . . . . Monteith, John C 240 i4<> I So 277 144 195 Morgan . , . , , ci^<> Orr, O. H....^..,,, ,,,,.,. loi Paul, W. K i6r Payne, W , 11& Pedal,— union 287 Perth County CoutKil 255 Robertson, R. A , . . . loS Stocks, J. \V i^G. Wallwin, J. B 234 Wells, G. M 88. Vyrench, (Harris) 291 Tire, Dunlop 220, 221 Tire, LaForce ?26» Wainderer Chainless Safety ........ tap B^ Wl^o are in th6 Canadiaq Cycle Trade ? Adams & Sons Co., Tutti-Frutti Gum, Toronto, Recommended by Dr. P. E. Doolittle. Allan A. A. & Co., 51 Bay St., Toronto. [ronto. American Dunlap Tire Co., 36 38 Lombard St., To- Bostwick, G. I'., 24 Front St. W. Toronto, E. C. Hill Manager Cycle Dept. Bowman Hardware and Sporting Goods Co., (I't'd) Hamilton. Boyd & Son, T. W,, 1683 Notre Dame St., Mon^ treal. Canadian Wheelman, Hal. B. Donly, Simcoe. Comet Cycle Co., 24 Adelaide St., W., Toronta Carroll, McKenzie & Co., 237 Dundas St., London. Cycling, W. H. Miln, 5 Jordan St., Toronto. Davies, H. P, & Co., 81 Yonge St., Toronto. Day, T. J, Guelph. Deeks, C. A. & Bro., 137 Yonge St., Toronto, Eaton, T. ^ Co., 190 Yonge St., Toronto. Engraving Cp., Grip, Toronto. Engraving Co., Toronto, 53 King St., W., Toronto. Fisljer, A. D., 22 Yonge St, Arcade, Toronto. Goold Bicycle Co, (Lt'd,) Brantford. Hammond, — Caps — 129 Yonge St Toronto. Hibner, D, Berlin. [ronto. Hyslop, Caulfieie & Co, 13 & 17 Iront S% W, To^ Jones, Express Cycle Works, 284 Parliament St., Toronto Karr, 0.3-— Saddle — 168 Beaconsfield ave, Toronto Kenner, J. H. (City Book Store) Stratford LaForce Pneumatic Bicycle Tire Co, Ltd, 52 Wellington St, W Toronto McLean & Bulley, 69 Queen St, E Toronto. Payne, Wm, London. Pawpst, C W. Sea forth, Riqhes, Cbas H, Patents, 57 King St, W Toronto Wanderes' Cycle Co, 22-24 Lombard St, Toronto. Shaver, H. G., (stationer) Stratford. ■I Ml i^: II If •m: ^i^IxEIGH ^IGYGLES HAVE PROVED THEMSELVES ^^Ti m — •••-^•^■4 — ►^•^ TheiF Record Stands Withoat a Blemish. * > ♦ < * WKITE FOR CATALOGUES. *>» < * THE Bowman Hardwape & Sporting Goods Go. (L'TD.) SOLE CANADIAN AGENTS, HAMILTON, ONT. TO 1^EEI> $>OSTED —SUBSCRIBE FOR— t^ES I "CTffijB* A Journal which is of great benefit to both new beginners and old wheelmen. Every issue contains— ARTICLES ON WHEELING, And all Matters of Interest to Wheelmen. SENT TO ANY ADDRESS AT $l-00 J^ "yiE^A^H. Published twice a Month. Sample copies Free. ^W. H- IsiSLXXjlsr, 5 Jordan St., Toronto. PUBLISHER. tmim ^S^^Mi^' K t [?» -^ .-■' ■m< i\. Modele D^ L^xe. The World's Standard, Highest Grade. — o— —BY- LONDON, ONT. xe. ard, e. ALHliRr A. I'Ol'E. PRESIDKNI POPE MANUI' ACTUKINO CO., American Cycle and Roads Improvement King. "Col. I'ope may certainly claim to have done more to popularize cycling generally than any other tnaker living. He seems never tired of publishing pamph- lets on road repair, on the hygienic effects of cycl- ing, and kindred subjects, calculated to spread the .sport."- — Irish Cyclist. The present roads improvement agitation indi- cate great awakening interest in the subject, and in colleges road-making should become a branch of instruction. A political issue should be made in every com- munity, and the battle-cry should be : "GOOD ROADS." ■ I , •** ,y;^^ INSURANCE t I ,'.n 5*1 Tbe Mannfactnreps' Aeeident Ins. Co'y. WILL GIVE SPECIAL CLUB RATES FOR THE SEASON, -TO ALL- WHEELMEN, Or Trip Tickets to iqclividual N1enr|bers or] presentatioq of Certificate cour|ter- signed by the Secretary. JOIZ2T O'DOXTOGSTTS, DISTRICT MANAGER, STRATFORD. NEW YORK. BUFFALO, CHICAGO. JHA^IX OFFICiS:.- 28, PARK ROW, - NEW YORK. WEEKLY NEWSPAPER. 4 !• SUBSCRIPTION PRICE, 6 MONTHS, $i.oo. I YEAR, - $2.oo. w- ' '>'' 5: , !; > MARSHALL WELl.S, (wanderers' bicycle club,) - TOKONTO, ONT. Canada's Zimmerman — mounted on a Raleigh. Wheelmen --AND {^LUBS — CAN ALWAYS OBTAIN — REFRESHMENTS -AT- SPECIAL RATES — AT— D. McE WEN'S. — — o- Best brands of Oysters, and a full line of Con- fectionery always on hand. o- DOWNIE STREET, OPPOSITE CIT\ HALL. jfcl t W'-. ' L i, tlEslii mm'' life: b'.' ' i ' —DEALER IN- igfi ®r(ade ie^ekg, — AND — 1*. O. BOX 48t$, STRATFORD, - - - ONTARIO. xVUTHORIZEJ) CAPITAL llOOOOOO. Iqsure iq tl^e Manufacturers' Accident Co. (STRATFOUn BEACON.) Eugene Sandow, the strongest man in the world, tells the weak how strength is got. " Fat men and women should avoid— or rathef decrease by degrees — ales, porters, liquors, starchy cereals oi fattemng substances of any kind. Lean people should partake of these in moderation. Both can partake of juicy joints, be they from the sheep or from the ox, only let them avoid too much seasoning in the way of salt, pepper or sauces. These create an unnatural thirst which nothing but copious draughts of liquor of some kind can quench. Too much liquid overworks the kidneys and liver, and indirectly affects the heart. Never sleep more than eight hours a day. Eat regularly and at stated intervals in the manner al- ready described. Walk a mile or more ofter each meal before attempting any labor, physical or men- tal. A jaunt of two, three or five miles in the after- noon, when nature is at her best, will not harm you a particle. You are to be governed entirely by your powers, and nature will tell you when you have had enough. Then go to a gymnasium and exercise with light dumb-bells for an hour or two every day with frequent intermissions for rest. Any athlci-ic pro- fessor can teach you all the curves. In this way you will develop the muscles of every portion of the body and surprise yourself at the end of a twelvemonth by the improvement in your condition. Of course a quick bath — a shower is the best — and a vigorous rub down should be taken after exercise. Eugene Sandow. ^-t:.. KYPHOSIS BICYCLI^TARUM. (STKATFORD HERALD ) The London Lancet discovered the microbe-bacil lus kyphosis bicyclistarum, and the cycle, being ;i household necessity for men, women and children, and a factor in modern novels of practical origin— hence comment, and even the Germans — the most thrifty people in the world, are adopting it at a phe- nomenal rate. Ascertain distance from saddle centre to pedal at lowest point that fits, ride none other, — position is then a soldier's modified— a position of command, grace, and perfect muscular control. The current impression, that " every cycler's spine is cu:ved and chest cramped" is not so, as the bend is mostly at hip joint. When a person sits down at ease, or reclines to rest the spine assumes naturally a slight curvature — this is the natural position of rest. High handlebar too near the saddle is the chief cause of stooping. To expedite locomotion — assume that position which is most easy, in other words, so sit upon wheel that body weight alone will proj)el — therein is attained proper position and *he rider can per- form fast and a long time without effort. To obtain this place, or bend handlebar down and forward, so, that to reach handles, the rider must straighten out his spine and extent his arms and allow his chest to drop forward, pulling on handles if necessary, and supporting upper part of body on handles. Herein is the remedy. The following articles ** Sunday Cycling," by Rev. D. Williams, M. A., and, "A trip from King- ston to Cliicapo," by F. J. Pope, M. A,, were received after the book was in the hands of the binder. SUNDAY CYCLING. The following is a summnry of an address deliv- ered to the students of Huron College on the sub- ject of Sunday recreations, more especially .Sunday cycling, by the Rev. D. Williams, M. A , formerly Professor at Huron College, London, Ont., now Rector of St. James' Church, Stratford. SUNDAY CYCLING " We are not among those who would place Pha- risaic restrictions upon the institution of Sunday— who would forbid the execution of most necessary and often most merciful works under a mistaken idea of the character of the day. But, then, neither are we among their oppositive modern extremes — those who would allow and encourage on the Sun- day every kind of work almost which men are not engaged in on the week days. The extremes of Pharisaism and Puritanism with all their unlovely conceptions of life, and the extremes of modern unbelief with all its solicitude for man as an animal, are alike to be avoided. With the former, not only cycling, but all kinds of locomotion whatsoever, even walking, when not undertaken in obedience to the stern call of duty, would be, and has been, prescribed ; with the latter, the Sunday would be de- vot'd entirely to walking, cycling, driving, or some other amusement. The " golden mean " between these two extremes was enunciated by the "Lord of the Sabbath " nineteen hundred years ago : " The Sabbath was made for man, not man for the Sab- bath." The rescue of the seventh part of our time from the demands of continuous labor was thus des- tined for the health and happiness and moral well- being of man — " it was made for man." It was i m 1..^:.- made for man— for the whole man, not for one part only of his complex being. Let it be remembered, then, that this weekly rest is of divine origin, has a divine sanction and a divine purpose. This needs no insisting. Moreover, human experience has amply proved the wisdom and the necessity of this periodical rest. Once indeed at the end of the last century, the Sunday was done away with by the atheistic revolutionaries of France, But the neces- sities of the laboring and other classes soon com- pelled its restoration, or at least its equivalent. Re- membering this two-fold warrant for the weekly rest — the Divine commandment and the human neces- sity, — it ought not to be difficult for any perscii to know how to rightly apportion his Sunday. The first demand of it is, of course, the worship of God 'vho founded it. Aiiything, be it ever so innocent, which makes it impossible to worship God must at once be avoided. This first. Then the second claim is for man's rest, and health, and hap[)iness ; and anything that interferes with this must likewise be excluded from the day's contents. Thus the two leading ideas connected with the Christian weekly rest, regarded from the point of view of Christian practice, are worship and health. Re- membering these, we can easily graduate Sunday recreations, including cycling, in accordance with the best interests of man morally as well as physi cally. We shall always endeavor to maintain a right proportion between the two claims. It wouM ob- viously be wrong to ignore utterly either the one or the other. However much enamored we might be to cycling, it would clearly be as wrong to devote the whole of Sunday to it and ignore the claims of God, as it would be to devote all our work days to it and ignore the claims of work. " The space of time left over from the necessities of worship, we may devote to cycling if we so choose, provided it is undertaken with a view to maintaining a high degree of health and promoting the general well- being of the man. Whenever any other object is substituted, such us racing, or practising for racing, or the laborious exertion of accomplishing a certain distance in a g,iven time, merely by way of idle ex- periment or of boastmg, then the cyclist uses his Sunday with a totally wrong purpose ; and in that case cycling on Sunday, as walking, driving, running or boating with a like purpose would be, is to be condemned. But when cycling is undertaken from necessity as the cheapest and most expeditious means of locomotion to the discharge of a duty, or when it is undertaken merely as exercise instead of walking, there is not, in our opinion, any harm in that method of taking needful exercise or of doing necessary work. Nevertheless, inasmuch as all who can cycle can also walk, it were better. — less offen- sive to public. sentiment, and less liable to miscon- struction — if cycling merely for exercise on Sunday were greatly curtailed, if not entirely di.scontinued, and the more sober and inoffensive form of walking be retained — especially as we have six days in which to cycle without any objection from any quar- ter. *' All things are lawful to me, but all things are not expedient." There is one form of Sunday cycling, however, against which we emphatically protest, i. e. the or- ganizing of large cycling parties for all day tours. This at once ignores the first claim upon our Sun- day leisure and irritates and annoys a large major- ity of christian people and certainly tends to de- grade the Sunday. There is not from the nature of thing.s, as we nave already allowed above, any harm in taking a ride on the bicycle on Sunday. In fact there cannot be, for if it is wrong to ride a bicycle, then it is far more so to drive a horse and carriage, and infinitely more so to ride in a railroad train. But we do not think it is wrong to travel in any of these ways when necessity requires it even on a Sunday. Locomotion is locomotion by whatever means it is accomplished, whether on a railroad train or by a man's own feet. It is ignorant preju- dice, therefore, to oppose cycling on Sundays merely fi' !•■ 'I: in because it is cycling. Nevertheless to organize large walking expeditions, or driving parties, or railroad excursions on Sundays — that the Christian public- opinion of the country rightly condemns. It is un- necessary for man, it is the perveis on of a (iod-given institution to bring about a forgetiuhiess of God and make it impossible to worship Him. It is the sac- rificing of the moral aspects of an institution merely to gratify vanity and to secure a certain amount of gregarious animal pleasure, without an adequate physical benefit to counterbalance the moral loss. For precisely the same reasons we object to all-day cycling tours on the Sunday. They are utterly un- necessary for the physical benefit derived from cy- cling Often the exertion of all-day tours, when only occasionally undertaken, as all Sunday tours must be, is productive of even more harm than good. The sober and reasonable as well as the dis- tinctively Christian public opinion of the country is decidedly opposed to them nut from prejudice but from principle, because it is the sacrifice of the mo- ral well-being of man without any clear gain to him physically And it is to be sincerely hoped that cy- clists will not lower themselves not only in the es- timation of the reasonable and Christian public, but actually by such a sacrifice of the moral to the physi- cal, and that they will thus refrain from bringing dircredit upon an innocent pastime for all days and a great convenience even on Sundays. Let them remember the Sunday's two-fold claim — worship and health. As they would rightly frown down and ridicule the person who insisted upon spending the whole day in worship alone, at the expense of health ; so let it be on the other side — frown down the man who, by all-day tours on Sunday, insists upon sacrificing his moral well-being for the sake nominally of what is only a dubious means of health, but really for the sake of mere amusement — oblivi- ous of the fact that his needs as a moral being are no less real than his needs as an animal, fir more so than his needs as a pleasure-seeking animal. EXTRACTS FROM A DIARY KEPT DURING A TRIP ON A BICYCLE FROM KINGSTON TO THE WORLD'S FAIR. BY F. J. POPE, M. A., STRATFORD, Modern science explains everything contagious by reference to germs, and if this appHes as well to cases psychical as physical we may have an expla- nation for the rapid spread of the World's Fair fever which I caught early in July, and a few days medi- tation brought the resolve to go the way of the world. Having a considerable holiday the idea was conceived of going, at least a part of the way, on a bicycle. Accordingly on July i8th, after getting a custom house permit for taking wheel out of country, also letters of introduction from Mr. S. R. Baillie, the worthy president of the Kingston Bicycle Club, to the Bike fraternity in general, a start was made from Kingston about 4 p. m. The same evening Belleville was reached at 9 15, after a delightful ride over the old York road than which there is no bet- ter road-bed for the same distance between Kings- ton and Chicago. Thus fifty miles only wert' ridden the first day, thinking that a full day's ride would be tiresome until the muscles had become a little more hardened to the work, and it is always well to begin a long ride cautiously. Next morning having obtained the Power House signature to a Century certificate, Helleville hill was surmounted and I was fairly on my way. From Belleville to Trenton there is a lovely stretch of li.t t'. V- i.' ■' ^^^ ■?i; ' \: rt; nearly level road-bed with a slight incline towards Trenton. Thus with a good road beneath the wheel, a strong, invigorating morning breeze against the back, and perfectly refreshed by a night's rest for what could one wish more ? And the sense oi moving so swiftly and with so slight an effort was something akin to what, perhaps, we may yet live to experience in flying machines. On leaving Trenton the road raises a long, tire- some hill, but the top once reached you are amply repaid by the magnificent view of bay, river, island and town, over which you are tempted to linger while indulging on your well-earned summit, min- ute, breathing spell. From Trenton to Brighton the distance is ten miles, and once the Trenton hill is surmounted the remainder of the road is fairly level, following here, as it does for miles further westward, one of the shelves of Lake Ontario's North Shore tenaces. By means of these tenaces from the lake inland the country raises itself by giant-like steps, each indicating the successive re- cessions of Ontario's waters during post-glacial pe- riods. From Brighton westward the country, and likewise road, has a surprising sameness and Col- borne, Grafton and Cobourg are quickly passed and unexpectedly one drops down on Port Hope, with its business part in a deeT> valley and residential portion on the western hill. Soon after leaving I'ort Hope the country becomes more undulating as you pass successively Newcastle, Bowmanville, Whitby, Pickering, and there are a good many hard pushes up hill, but also as many jolly spins down, and if music had been set to the pace it would have been a repetition of dead marches and galops. Hut to-day the worst was kept until the last, viz., the hills at Highland creek ; bad enough at any time, but appalling to a rider who had been in the saddle all day. These hills were very tiring and, l)arring the mountain at Hamilton, the worst be- tween Kingston and Chicago. Shortly after leaving Highland Creek it grew dark and it was a relief after riding alone all day to meet near the Half-way House a numbei" of Toronto riders, out for their evening spin, who with that cor- diality so characteristic of wheelmen, kindly piloted me over the Norway hill and into Toronto. Next morning was occupied with getting road di- rections through Western Ontario, and fortunate it was for me when I was directed to the genial editor of " Cycling," a veritable bicyclist enthusiast, who gave me the desired information as to best roads, but what was far better, a share of his enthusiasm for wheeling, and I left him more delighted with what I had already experienced and my anticipa- tions for remainder of trip greatly magnified. Leaving Toronto by Dundas street early in the afternoon, Hamilton was reached at twi-light after a very pleasant run. Next morning out of Hamil- ton, the roads were very dusty, not a breath of air moving, and the sun scorching. To the left you see the famous mountain and you shudder as you think of climbing it this hot morning, but presently the road turns to the left and in a moment you are at the foot of it and begin the long sinuous, fairly steep, two-mile climb to Ancaster. It is push, push, push, every inch, and there is no spare time or en- ergy to enjoy the beautiful landscape spread out at your right, Happy you are to keep your machine in motion, and it is quite in order to stop and stea- dy yourself by the rail of the embankment on the right while you wonder how much further it is to the top. The summit once reached your troubles are fairly ended and now you find an excellent road and few hills, and after a mile of easy riding to wear off the wearisome effects of climbing the mountain you fall into your regulation road pace, and thus you glide on through Brantford, Woodstock and Ingersoll. From Ingersoll the road chart indicated to go to hf London by way of Thamesford, and then south to St. Thomas. But recalhng the fact that two sides of a triangle are together greater than the third I resolved to find my way across concession roads to St. Thomas and thus save a few miles. It is dur- ing the wheat season, and this afternoon and even- ing I pass thousands of acres of the golden cereals, the abundance of which no less than the comfort- able farm buildings, speak well for the thrift of Ox- ford and South Middlesex farmers. Dusk finds me North of St. Thomas and enjoying the hospitality of an old college chum, who during the summer months on the end of a fork-handle is laying by a store of physical potential energy to be transformed into menial kinetic energy next session. A little persuasion induced me to rest the next day (Sun- day), but five o'clock Monday morning found me once more on the road and a brief run led me into St. Thomas. I struck the Talbot Street Road and fiom here to Windsor, barring nine miles of sand east of Palmyra, the ro'^.d-bed is splendid and with few exceptions a dead level. Mile after mile slips away, the road being so smooth that the wheel guides itself and full opportunity is given for view- ing the magnificent farms and sleek- herds I am passing. Shortly after leaving Blenheim you find the road leading along a ridge, about thirty feet higher than the level farm country on the right and forty above the waters of Lake Erie some 400 yards to the left. This ridge, evidently the work of pre- vious wave action, follows the north shore of Lake Erie for miles; winding through magnificent orch- ards of apple and peach, while here and there for short distances it is o'erarched by old fashioned walnuts and sleepy elms, and you ride as it were through the aisle of a cathedral. The road is so smooth and the fresh breeze off Lake Erie so exhilarating that one can scarce re- frain sprinting and unconsciously you find yourself maintaining a pace which induces the different per- iilli': Is It were -DEALER IN— HIGH GRADE BICYCLES, On Easy Terms. -o BICYCLES REPAIRED AND ALL ACCESSORIES, o- FOOT BALL, LACROSSE, HOCKEY, CKICKET AND TENNIS SUPPLIES. H. G. SHAVER, THE LEADING STRATFORD, - - - ONTARIO, I::- lili; III' M jrcftTs you catcfi and pass fa ask iT you are riditr^; a race. But there is an ei>d to everything — suddenly a Whi|>like crack, am} I find my rear wheel n»niiint^ oil the rim. The morning had been cool, the road smooth and I had L'iven the rear wheel an extra in- flating, and now the heat of the road, caused hy the hot July sun, has produced an expansion of air in the inner tube the cover could not resist. Sk> loud and sharp was the report, that a farmer's boy fur- rowing corn near by, rushed to the fence and was on the point of upbraiding me for trying revolver practice on his dog. A word, however, explained everything and secured his help in repairing tire, and in little over an hour I was again in the saddle and shortly after dark rode into Leamington. The following morning, being certain of the road, I neglected enquiry, and in consequence missed the road at Cottam, and in an hour or less found my- self at Harrow, away down in the south-west corner of Essex county, and twenty miles off the right route. North from Harrow I passed through Macgregor, a French settlement, and if my dinner had depend- ed upon my knowledge of French, or the good French people's knowledge of English, a protracted fast would have been in order ; but a hungry cyclist generally has a decidedly suggestive manner for in- dicating his wants and soon I was regaling myself with beans, onions, antiquated pork and new pota- toes. No after-dinner chat to-day, a simple '*mer- ci " and a " portez vous bien " and I continue the ror.d to Windsor. The day is the warmest yet — 92 degrees in the shade. Shut in between the tall walls of primeval Essex elms, that nearly everywhere line the roads, and without a breath of air the ashy clay-dust rises in clouds about me, and it is like a plunge into the rear end of a threshing machine to pass a vehicle — because keeping of the eyes open ts impossible, and the best one can do is to grip ire riding, jfldenly ly i\ n.)niiin!4. I, the roadl n extra in- sed by the i of air it> So loud . boy fiir- e and was i revolver explained liring tire, the saddle 5ton. f the road, missed the bund my- est corner the right lacgregor, rl depend- the good )rotracted ;;ry cyclist ler for in- 12 mvself lew pota- ple **mer- inue the st yet — the tall erywhere the ashy is like a chine to ^es open s to grip lighter, struggle for a hreatli and trust you wTll come through all right. Consequently it is with a sigh of relief that I discern the spires of Windsor and the smoke of Detroit across the river, and a good bath an the Windsor Y. M. C A. A change of swea- ters is quite refreshing and I take the ferry for De- troit, — this mile across the river being the only por- tion of route not whei.'led during the whole tri[). On landing at Detroit, and presenting myself to the Customs Department I am informed that since I am going to be in the country more than two days I shall likely have to pay duty on my wheel, and I am sent up town to see the Collector of Customs, ray wheel meanwhile being left with landing waiter. On the second floor of the post of^ce, in an easy chair, surrounded by legal documents, and volumes I found the sparely built, dirk complexioned Cus- toms ofificial. The telephone from the landing had advised him as to my commg and nature of my bu- siness, so that only a word was necessary for me to state ray case — when the following conversation ensued : — Coll. — "If you are coming into the city for a few days bring your wheel and it is all right." P. — " But I wish to push on to Chicago." Coll. — "As I said before, if you are coming into the country for a few days take your wheel and it is all right, but if you are going on you wiU have to pay 40 per cent, duty." H. — "May I not put up a deposit and get it when I bring the wheel back on my return trip?" Coll. — " The only deposit you can make is the 40 per cent, and the Customs keeps it." P. — " Does this mean then that I have to pay 40 per cent, or else turn homewards." Coll. — " Look here, young man 1 If you are coming into our city for a few days you can bring your wheel in and it is all right." The true state of affairs began to dawn on me by !!■■• n^ i::- ifiis tune, an J I iiilGrmetl triecoJreclOT I wcjuTcI sfiA in the city a few days. Coll. — "All rigiit. Vou can gel youF wheel." Thus the obliging otiicial, although he adhered to> the letter of the law, was a little lax in the spirit, hut all to iTiy great coiivcn fence, as I tjuvckly secured my wheel without further delay. This evening and following day I spent with old Kingston friends, the time heing mostly occupied in seeing the sights of the river city, 'I he residen- tial portic^n is particularly beautiful and characteris- tic, not only as regards whole avenues lined with palatial resideuce-. — as Woodward Avenue — but more especially on account of the great number of home-like dwellings of the middle and lower classes, Detroit is essentially a city of homes nd tene- ments, flats and even tenacies are in tl inority. But Detroit's pride is Belle Isle Park, capitally sit- uated midway between the American and Canadian .shores, being linked to the city by a stupendous steel-bridge, about one half-mile in length. Some ten years ago the island, five miles long and two in width, was a marshy elm swamp, the harbinger of mosquitoes and malaria. But all this is changed. Magnificent roads and walks have been built, lawns and fields for various sports have been levelled, while miles of canals sufficiently wide and deep for the navigation of a skiff cross the island in all di- rections. In many places the canals are o'erarched by lofty primeval elms, and margined with gigantic ferns, while many of the trees are festooned with ivy, the w-hole suggesting the idea we have at some time conceived of tropical scenery. Before the days of railroads Detroit was connect- ed with Chicago by a line of stages, over a route which is yet called die Chicago turnpike, just as in by gone days Kingston was with Toronto over the York Road. The turnpike leads out of Detroit by way of Michigan avenue, and like the main road running rouTd sfif\ hcd." tillered tcp spirit, hill y secured with old occupied e residen- laracteris ined with :nue — but umber of er classes, nd tene- itiority, filially sit- Canadian [upendous Some id two in )inger of hanged. t, lawns evelled, deep for in all di- erarched gigantic led with at some connect- a route ist as in ver the way of running out of any city passes many minor suburbs and vil- lages before it reaches the open country. For miles the road is perfectly straight, and h'ncd on ei- ther side Ijy magnificent mai)les, so that although the sun is scorching I ride in a delightful shade, keeping well in mind the one direction that is to l)e my guide across the states of Michigan, Indiana, and a part of Illinois. The direction is brief: — " Follow the turnpike." Wayne, a small town, and many villages are rap- idly passed and after twenty-two miles the smoke from Ypsilanti, a fairly sized manufacturing town appears. Ypsilanti is built on two hilly facing each other, while between runs a river which supplies the motive power for the various foundries and mills of which there appears to be a goodly number. Leav- ing the town, after a spin around a few of the prin- cipal streets, nine miles brings me to Ann Arbor, renowned for its State University and medical schools. The various college buildings are large and elegantly designed, but as they are closed, I have to content myself with their outward beauty, and a wander around the well-kept lawns. The country in the vicinity of Ann Arbor is the best be- tween Detroit aud Chicago, and has a considerable undulation, in marked contrast to the dead level leading out of Detroit. Out of Ann Arbor the road crosses a small stream and then raises a long, tiresome, winding grade from the summit of which the country before you appears a succession of giant-like billows. Deep-valleyed meadow land surrounds you, in places marked by Clowning clumps of silver maples, in others by spruce, while here and there lines of trees climbing over the hill tops cut the turnpike at all angles and indicate cross country roads. Just as T mounted the brow of one of the largest hills I met a young cycler who passed like a flash, his coat and a small bun- dle strapped to his handle-bar, his cap set back, his hair like that of a spaniel coming out of a pond, ^. If,. It' ,;'«!•> t and his face as red as a piece of raw beef. With distended eyes, fastened upon the road-bed, and head and body bent low, he was apparently after the bubble record, and had no time to waste on scen- ery or people. Nine miles out of Ann Arbor the road runs through Saline and fifteen further on Clinton. A few hundred yards past Clinton the gravel road ceases, and the turnpike with its pretentious name, is here, as for miles further on, a mere track over sand hills The first hour's pushing through this shifting mass is very trying and makes me long for a good macadam. On enquiring as to the distance the sand extends I am informed that the road is firmer some fifteen miles further on, hut at the end of the fifteen miles I find it worse than ever, and again I anxiously en- quire and obtain a similar reply, and thus I ride and enquire for a day and a half, covering in all about one hundred miles, but always obtaining the same reply and finishing with little faith in American ru- ral veracity. In the centre of this wilderness I run across a small lake, elliptical in form, about three miles in circumference, and set in a basin whose sloping rim of sun-burnt green is relieved by great gashes of exposed white sand. The lake is a considerable summer resort for a certain denomination of Indi- ana folk, who gather here in crowds, during the warm weather, to enjoy fishing, religion and flirta- tion. Enquiry of some of the resorters sauntering along the road, finds that in their estimation, the fishing is good. Catfish and yellow bass, with an occasional pike, make up the list, and with such rare sport in a small lake you can shout across, filled with rushes and water lilies, the shore a sand bank, the surrounding shade scrub oak these people revel in the beauties of the place, with all the enthusiasm of a Muskoka or Thousand Islands camper after his summer outing. Here in western Michigan 1 find a number of German and Bohemian farmers, all a[)parently thriv- ing, but terribly ignorant of everything, except price of butter and how to work according to the most laborious methods. However, without exception, they are very hospitable, and I sample the contents of their dairies while they walk around my wheel, rub the tires and enquire if Ontario is near To- ronto. Hour after hour it is the same unhomely and un- kempt region about the onward path ; tumbled sand-hills with charred stumps that drearily imitate the shape of monuments with never a good shade tree, only scrub oaks and sumach, while instead of grass a few horse tails push their way up through the sand. The shifting road-bed slips from beneath my ma- chine, I cannot steer, and every few hnndred yards come to a standstill with wheels embedded so deep- ly that the pedals are down on the sand, and I come to the conclusion that there are drawbacks in cycling amid these interminable sandhills of Michi- gan during a hot wave in July. Even the cows are disgusted with the road-bed and have made for themselves meandering paths in and out of fence corners, around telegraph poles and across ditches. These cow-paths in many cases are a great boon, and along them I run for miles thinking that the roads are not so bad after all, but suddenly the wheel stops, a gentle header is in order, and I find that a bicycle with handle-bars two feet in length cannot go between a telegraph pole and a rail fence distant from each other only half a yard. But the paths fail for miles in a place and I am compelled to plough through the sand. It is on the wheel and off, twenty times to the mile, now riding in the mid- dle of the road or along a short cow-path, now pre- ferring the ditch to either, and thus I plod on sand- \viching one hundred yards to a half mile walks in between, by way of change. Some say that a change li;j ifr i'lv VX' 1^1 is as good as a rest, but I am sure not of this kind, and as night comes and the town or Bristol I am ready for a bath and bed. I'his ends my second day out of Detroit, and I have been riding, walking and pushing steadily from 6.30 in the morning un- til 9 p m., and fir;d I have barely covered 55 miles, but the last six were fairly good and the landlord informsmethe roads are betterfor rest of the journey. Here and there through this sand wilderness I pass- ed little villages, which, in marked cont'"ast with the barren country along the road present charming pictures of rural life,— -Quincy, Sturgis, Indepen- dence, and others, but all with names remindful of the early days of the Republic. Each is a marvel of neatness, every house has its well-kept lawn, giv- ing it a setting of exceeding grace, and although qnaintness and homelikeness are striven for, yet, on the whole, it is rather too consciously artistic; it has a fixed stagey appearance, and air of sitting for its picture. Next morning, a few minutes after an early break- fast with a garrulous apple-tree pedlar, and a tall, strapping, long-limbed, small-headed, curly-haired Michigan Dutchman, finds me again on the road, but not before the Indiana sunrise had ushered in a noble summer's day. There is not a cloud, and in the woody valleys among which the road winds its way the atmosphere preserves a sparkling freshness till near mid day. Just out of Bristol T cross a wooden bridge, which spans the St. Joseph's river, here a meagre brook, and I flash by the parson of the town German church — tall, slender, clean shaven, except under his chin, broad, black hatted with still darker locks thrusting down wnder it, and around his neck. He walks dreamily, with his hands clasped behind his back, but the chrr, chrr of the chain causes him to pause and look with startled sadness, as it seems, for this rude intrusion of 19th century progress upon 1 8th century meditations. PUBLISHED EVEBY FBIDAY S-3r 21 Park Row, New York. -o- Copies Free to Bicycle Agents. SarY|ples to Bicycle Riders. o- Subscription Prioe, - $2,00 a Year. , 1 -0- Guaranteed Circulation. 10,000 Copies Weekly. The influential organ of the American Cycling Trade, the authority of the Rider, and the most interesting to the General Clyclist. Drop postal for sample copy. li'; » Better Than Iw ! r ','-(■■ i t.* (SEE FOLIO 226.) 'lit Tt[Eilk. B^OR 1804- -o — 5 To be had fro\j\ any Dealer iq Bicycles. -0 — We will be pleased to give any information that is desired. Address — The LaForce FDenmatlc Bicycle Tire Co. OF TORONTO, (I.'td.) m ! 5 3icLjcles. formation 'ire Co. (l/TD.) ^^Beeston Humber/' "New Howe, 99 and "Rudge," Are the acknowledged Standards of Perfection in the Bicycle World. Catalopes Fpee on Applieation. — o- A 7eT^ More Zleliable Dealers : — Address " Wholesale Department," Sole Canailiaii Importers TheLPJaviesCo., 8 1 YONGE STREET, TORONTO. J. H. KENNER, Agent Stratford. M if"- BY THE AID OF Kapp's Patent Pneumatic Saddle THE BICVCLE HAS AT LAST REACHED PEf^FECTIO]^. -o- ilgeii'fs Wqij^ed iq e^Gi ♦ < « Until further notice subscriptions will be received at $2.00 per year. THE BEARINGS PUB. CO., CHICAGO, ILU 185Q- 1894=. R. GLYNN ^ SON, LEADING SPORTING GOODS HOUSE OF THE WEST. O FIRE ARMS, AMMUNITION, FISHING TACKLE, CUTLERY, AND BICYCLES. -o- 4( 44 AGENTS FOR THE FAMOUS o COMPLETE STOCK OF BICYCLE SUNDRIES. Repairing :— Special attention to Bicycle Repair- ing and Gunsmithing. R. FLYNN & SON, FRONT STREET, - - - SARNIA, ONT. Ren^arkable Record. r Sarnia, Ontario, January 5»;h, 1894. American Dunlop Tire Co., New York. if. m^-f ■ K^i^il' l:|| H) "'!'■';?" ;Pp W : m i ?;V ^2;v •' ".!.' 3i^''' Sk- m.& n M m: »y^} '■^M or hard )f about ;stablish- s a place s is the :at quan- carriage- from the he head is in the ittended es the arming. X miles I strike itute of y circu- )unded im and uctive- han I Jestem Car- Ifor in- IWhen rmers, but I found their knowledge rarely extended for more than twelve or fifteen miles, and at the best was very confusing. Next I tried the hotels, but they were worse than the firmers, l)ecause, at them I usually found three or four Rip V^an Winkles sit- ting around, each of whom knew all about the road l>ut no two who could give the same directions, and 1 generally ended by gaining no information, and at the same time getting Ijadly muddled as to what I had previously learned. IJut livery proprietors and their drivers I (ind have, in most cases, been over the various roads for a considerable distance, and on the whole their information is the most re- liable I get. Out of New Carlyle, for four or five miles, the . turnpike is fairly straight and easily kept, but pre- sently a halt is necessitated on coming to where the road forks — this forking is an adaptation in road surveying for which American surveyors apparently have the patent, liefore there is time for a mo- ment's puzzling as to which road to follow, simple directions are obtained from two v.omen, who ap- pear through a gate, the one carrying a hoe over her shoulder, the other, and elder, pushing a fat, dirty, young American in a rude perambulator. ^' Poller t?he telergraph loine." Thus instructed, sight of the wire — this best of all road charts to a bicyclist in an unknown district — is intently kept track of as it leads through a maze of cross roads. In general, througi this portion of Indiana, the roadway is narrow and close set with hedges — great solid banks of green which cut the country up into a sort of gigantic checker board. In between these hedges the sunlight is scorching, and the atmos- phere very oppressive, besides the road-bed is blan- keted an inch deep with a dry dazzling dust, which at times completely clouds one ; while now and then, through gate openings and every space be- tween hedges, come furnace-like whiffs from burn- ing meadow stubble and parched pasture. li ^i f ''ito' Sixteen mites past New Carlyfe I come to La- porta. It is Farmers' Day, and the main street along which I ride, is lined on either side with wagons, buggies, etc^ the whole constituting a kind of market, hut unlike in our Canadian markets, the horses are hitched to posts m the sidewalk while the rear end of the wagon points to the centre of the street, . This arrangement is, I presume, a survival of the custom of hitching horses to posts as practised in the days when the roads, if possible, were even worse than now, and marketing as well as locomo- tion was accomplished on horseback. West of Laporte the road leads through severa* heavily wooded belts. In the midst of one of these belts a fair-sized stream crosses the road beneath an iron bridge, where I come across a middle-aged man comfortably seated and fishing, in semi-police outfit. Ke is a tall, raw-boned, red-headed Yankee with a gleam of shrewdness and importance peering through the mask of Uncle Sam officialism. After the preliminary salutes, re weather, bicycles, roads^ etc., and learning where I am from, the sergeant, (for so I learned his rank to be), intimated that he had a brother in Manitoba, v Sich fact he thought would greatly interest me coming from Eastern On- tario — a far-fetched conclusion, but to his mind, as to that of the average American, these two distant Canadian pomts are associated as at a day's driving distance. Riding day after day, through farming districts, you come to the conclusio.i that the country has a surprising sameness in its appearance, and at times the route would have been monotonous but for the fact that the fences, buildings, and even stumps and stones along these American roads are frescoed with signs, the artistic devices and wording of which are decidedly amusing. To-day I observe that Beech- am's pills and Johny-cake chewing tobacco take the re to La- n street de with g a kind kets, the vliilethe e of the a} of the :tised in ;re even locomo- 1 severa' of these neath an die-aged ni-police Yankee peering After , roadsr ergeant, that he thought ern On- ind, as distant driving fstricts, has a times Ifor the |ips and pd with are Jeech- iike the lead with Quaker oats and Kickapoo Indian Cure close seconds. I am now about fifty miles from Chicago and the nearer I get the wilder I find the country becom- ing. It is more sandy, more tumbled, and the art of road making is confined to always driving in the deep, sandy ruts made by preceding travellers. My patience is well nigh exhausted, and I am contem- plating taking the train at the next station for the rest of the journey when, as I take a glance at the Michigan Central R. R., which here runs close to and parallel with the turnpike, I observe that it has two tracks with an apparently smooth path between them. I get over the fence to further investigate, and to my great surprise and delight I find it ride- able. It is only the work of a minute to lift wheel over the fence, and I start down the track quite ea* sily maintaining twelve miles an hour, and barring having to dismount about every twenty minutes to allow a train to pass, I find it as easy riding as on a macadam. At first 1 thought I should be troubled with cattle guards, but they are scarce, in some places being ten miles apart. The country on either side of track is nothing but sand hills ; there are no farms, no houses, and thus no occasion for roads, consequently the scarcity of cattle guards. I pas^ several small stations, but their use is more for switching and passing trains than for accommo' dation of local traffic. Since riding on the track, I have passed and met a number of the knights of the road, taking the great shoe line via M. C. R. R. to and from Chicago, and now I find the cause of the smoothness of the cinders between the tracks, viz., the great number of tramps passing into, and out of Chicago over the M. C R., have ground and packed the cinders mto a fairly good path. I had thought this morning to reach Chicago by nij^ht, but at twi-light the mile posts along the rail- road indicate that I am twenty-one miles from Dear- born station in the centre of the city. Just as the I m h": f. darkness deepens, so that I can hardly see where I am riding, the h'ghts of ToUeston junction — where Pittsburg and P'ort Wayne R. R. crosses the Mich- igan Central — appears. The village consists of four or five houses, the homes of section men, two beer saloons and the signal station. One saloon con- sists of but a single room ; has a bar, a few chairs, two pool tables, and is filled with uproarious section men, having their usual Saturday night outing. No stopping here. I cross the track to the other and find it only slightly better. But it 1"= Hobson's choice, and the Clerman landlady who is behind the bar, informs me she can give good accommoda- tion. Being somewhat fatigued, and expressing a wish to retire at once, a little yellow-haired, dirty- faced, bare-footed Katrine of some eleven summers, with the light of a dirty tin lamp, leads the way up a narrow sta'rs to a low, stuffy, small room which contains two beds. As my eyes grow accustomed to the dim light cast by the smoky lamp, I find T am to have a room-mate, as a young man of about twenty-five ''"es sleeping in one of the beds. But more is in sa e for me. Turning down the sheets I learn I am to have not only a room-mate but bed- fellows as well, since lifting of the sheets exposes between the coverings, under the pillows, in the tick, in fact all over the bed myriads of those mid- night wanderers scientifically known as Cimex Lec- tularia, alias bed-bugs. No bed to-night. I shake my coat, hustle out of the room and hotel to wan- der about the junction feeling very miserable as I prospect over spending the night on the railroad bank. But the light from the signal station appears cheerful, and I make my way up the long flight of steps into a little room, with windows for walls, nearly filled with levers, and occupied by an elderly man who nods me welcome. Through the early part of the evening he is kept busy with his differ- ent levers, as he gives the lights and switches to the various trains, but towards morning the trains are where I — where e Mich- s of four wo beer on coii- V chairs, > section ng. No ;her and lobson's behind mmoda- sssing a d, dirty- immers, way up n which ustomed find I f about s. But sheets ut bed- xposes I, in the se mid- ex Lec- shake wan- e as I Iroad ppears ight of walls, ilderly early differ- 1 to the IS are not so numerous and he explains to me the block system of crossing, Just as I begin to feel sleepy the urst rays of day appear over the eastern sand- hills and presently it is sufficiently light for riding. In about an hour I come to Hammond, a small town, whose buildings belong mostly to either of two classes, — saloons or pork-packing establish- ments. As I leave Hammond to the N. W., di- rectly in front of me, I observe a dark cloud which enlarges as I advance and I fear it portends rain ; but nearer approach shows it to be a monstrous pall of dark smoke, over-hanging the goal of my journey — Chicago. It has been said that all roads lead to Rome, but 1 veritably believe ;hat all American roads lead to Chicago. The great sand plain just south of the city is overspead by a regular network of rails. Trains are running in every direction and I have to dismount frequently where various roads cross the M. C. R. It is related that a certain celebrity of American lineage could not find a certain city " there were so many houses," but I am having trouble finding Chicago, there are so many small towns- — Kensing- ton, Pullman, etc. At Pullman I leave my good friend the Michigan Central and ride through the town, then along dusty sand and clay roads to South Chicago and breakfast. After breakfast, through South Chicago, up Cottage Grove avenue, pass the Fair and dismount where my lodging has been, pre-arranged on 35th street. It is now nine and a half days since I left Kingston, but I have only been riding seven, and I find I have covered in all about 825 miles. This distance may appear a little exaggerated when compared with railroad mileage, but when it is remembered that the road for miles twisted around sandhills, zig-zagged first to one town then to another, I think I am keeping within the limit." On the whole the pleasures of the trip have great- I Mi' i m ': f! r^^ ]y exceeded my expectations. At times the sand and heat were aUnost intolerable but now it is over and they are forgotten as I recall the pleasanter aspects. Besides, I think I have been more than repaid for my troubles by what I have learned of the nature of the states of Michigan and Indiana and their people — knowledge which can never be gained from a car window, but only by living and moving among the people as only bicyclists can. GEO. K. BARRETT, (( EDITOR " THE BEARINGS," CHICAGO, ILL 0. ' X the sand it is over leasanter ore than arned of Indiana never be ^ing and s can. .vy*:- > T-' ^] X'i