The Indiana Historian December 1996 ISSN 1071-3301 Editor Pamela J

A Magazine Exploring Indiana History IndianaThe Historian

“a marvel of ingenuity” Bicycles are a common sight today nomic impact of the bicycle is on paths and roads throughout introduced. Focus the country. People, young and On pages 6-10, the riders of old, ride for fun, health, and bicycles are the focus. The map on transportation. As the 1996 page 11 provides a statewide Olympic games in Atlanta rein- overview of some bicycle busi- forced, bicycle racing is a popular nesses and cycle clubs. amateur and professional sport. On pages 12-13, the League of As a result of all this interest, American Wheelmen is discussed. there is an industry to produce An exciting addition to the and improve bicycles. Manufactur- research and resources has been ers and entrepreneurs are adept an alliance with Steve Carter, at producing clothing and “neces- Plainfield, Indiana, who is a sities” to tempt the rider to invest. bicycle collector, restorer, and This is nothing new! As the historian. His collection of bi- nineteenth century was coming to cycles, replicas, and accessories an end, the bicycle was taking have been the basis for many America by storm and becoming illustrations in the issue. On page one of the most significant inven- 14, we share some of Carter’s tions for social change in Ameri- interesting perspectives. can history to that time. On page 15, there is the This issue focuses on the usual sampling of sources and Cover illustration: Carolyn and phenomenon of the bicycle when it suggested readings. Steve Carter, in period costume, was a short-lived “craze” in the On page 16, the photograph pose on their 1889 Columbia tandem tricycle. According to Carter, only 1890s. and the quotation of an automo- five are now known to exist. Indiana On page 3, there is a brief bile pioneer provide some perspec- Historical Bureau; Patricia A. Pollard. overview of the significance of the tive of the past and for the present bicycle. On pages 4-5, the eco- and future. The Indiana Historian December 1996 ISSN 1071-3301 Editor Pamela J. Bennett Lead Researcher Paula A. Bongen Designer Dani B. Pfaff Contributing Editors “a marvel of ingenuity” Carole M. Allen, Janine Beckley, Alan Conant, Dani B. Pfaff, The title of this issue is part of a years ago, so perfect in propelling Virginia Terpening quotation from Charles E. Pratt, power, so easy to ride, so swift of The Indiana Historian provides re- motion, so useful as a means of sources and models for the study of local The American Bicycler: conveyance, that it seems impossible history to encourage Indiana’s citizens of all ages to become engaged with the his- From 1868 until the present time for history to repeat itself with regard to tory of their communities and the state of [1879] the patented improvements the present mania” (20). Indiana. The Indiana Historian (formerly The have been numerous, and the Pratt comments: “we can pity the Indiana Junior Historian) is issued quar- mechanical details of construction have terly from September through June. man with the poor thing” that he It is a membership benefit of the Indi- been thoroughly worked out, until the ana Junior Historical Society. One compli- machine has become a marvel of was describing. mentary subscription is provided to Indi- ingenuity and of workmanship; and the The quotations help to illus- ana libraries, school media centers, and modern bicycle has been there cultural and historical organizations. trate the role of perspective in Annual subscriptions are available for developed to its present state of $5.00 plus tax. Back issues are available perfection in strength, lightness, ease history. Pratt in 1879 was describ- at individual and bulk pricing. This material is available to visually of propulsion, certainty of control, and ing the high-wheeler—or ordi- impaired patrons in audio format, cour- gracefulness of design and operation nary—as the modern bicycle. Keep tesy of the Indiana History Project of the (19). Indiana Historical Society. Tapes are avail- in mind the technology of bicycles able through the Talking Books Program of Pratt goes on to quote an 1869 the Indiana State Library; contact the Talk- of today as you learn more about ing Books Program, 317-232-3702. source on velocipedes: The Indiana Historian is copyrighted. the development of the bicycle and Educators may reproduce items for class . . . “The machines now in use are use, but no part of the publication may be attitudes toward it. reproduced in any way for profit without so radically different from those of fifty written permission of the Indiana Histori- cal Bureau.

2 The Indiana Historian, December 1996 © Copyright Indiana Historical Bureau 1996 Bicycle mania—and change

For most individuals, walking or For the first using a horse—with or without a time, more wheeled vehicle—were the stan- people could go dard transportation options on where and when land until the late nineteenth they wanted, if century, even after railroads came they had enough in the mid-1800s. money to pur- In 1876, Philadelphia held an chase a bicycle. exposition in honor of the centen- Early bicycles nial of the United States. It was were expensive, here that the English high- and, for the most wheeler, or ordinary, was first part, only the introduced to the American pub- wealthy could Toolroom of the Indiana lic. It was not long thereafter that afford them. Bicycle Company, 1896. Indiana Bicycle Company, Waverly the bicycle mania gripped con- Others, including (Indianapolis, 1896), 5. sumers. women and children, got to ride as Robert Smith, a modern mechanical improvements were historian, has written of made and prices came down. the impact of the bicycle on American Social restrictions were You be the historian! life, an influence far transcending its relaxed. Men and women met, The table of bicycle factories on this use for mere sport . . . . especially in talked, and even rode together, page provides limited information the areas of technological advances about workers in Indiana in 1895- without the watchful eye of a and alterations of the transportation 1896. system (x). chaperone. The healthful benefits • Determine the number of work- According to one contemporary of riding a bicycle were promoted. ers. What percentages were author, Maria Ward, The bicycle also set the stage women and boys? The usefulness of the bicycle begins for the coming automobile. Inno- • Which workers—in what city— had the highest and lowest where that of the railroad ceases, for it vative manufacturing and market- connects and opens districts of country wages? that the railroad has not reached (2). ing, safety accessories, insurance, • The catalogs of seven Indiana Smith asserts that service clubs, good roads move- companies in 1895 show sixteen ment, and road maps and signage, bicycle models ranging from $30 the old concepts of social morality and to $150, with an average price proper conduct were undermined by for example, were first developed just over $90. How many hours the freedom conferred upon those who with the bicycle. rode the wheel. As a result, a of work would it take a skilled General source: Smith, Social History. considerable part of American society laborer in Richmond to pay for a had to re-evaluate its old ideas (112-13). $90 bicycle? Do you think most bicycle workers were able to buy a bicycle?

Bicycle Factories 1895-1896 from Proprietors’ Statements

Location Indianapolis Plymouth Michigan City La Porte Goshen New Castle Richmond Marion

Number of Establishments 921 111 11 Employees—Men 1,063 435 100 25 150 55 25 96 Employees—Boys 129 55 10 5 5 4 Employees—Women 262 Highest Daily Wages Skilled Labor $4.12 $3.25 $3.50 $3.35 $2.75 $3.00 5.00 Highest Daily Wages Unskilled Labor $1.41 $1.37 $1.00 $1.25 $2.00 1.50 Average Daily Wages Paid Boys $.60 $.50 $.75 $.50 $.60 .75 Average Daily Wages Paid Women & Girls $.71 Indiana Department of Statistics, Biennial Report, 1895-1896, p. 42.

When the English ordinary was started on the east coast, it moved people dependent on it (43, 44). introduced at the Centennial west. Indiana citizens joined in. The total establishments reported Exposition in Philadelphia in Harry T. Hearsey was the man peaked at nineteen in 1899; only 1876, Albert A. Pope, a successful who introduced the safety bicycle two were reported in 1904. Boston industrialist, was im- to Indianapolis. As the map on page 11 pressed with the new machine. He In addition to Hearsey, there indicates, there is evidence of soon visited England to learn were many others who benefited many more Indiana establish- about the cycle industry. He later financially from the bicycle craze ments whose business had to do opened a bicycle import house in in Indiana. The standard history with bicycles. The table on page 3 Boston. of this period in Indiana notes is probably a low indication of the Pope hired a patent attorney, that there was in 1895 many people who earned a living Charles E. Pratt, to secure foreign a total of 17 establishments engaged in from those establishments. and U.S. bicycle patents so that making bicycles and bicycle parts in 8 Many related businesses took he would not have to pay royal- cities, 9 shops being located in advantage of the bicycle craze: Indianapolis itself. The value of ties. Pope hired a mechanic to products was estimated at $3,085,377 clothing and shoes, roadside construct a new bicycle based on (Phillips, 310-11). taverns, bicycle theft insurance, the English design of the ordinary. The Indiana Department of Statis- publishers of newsletters, manu- Allegedly, this—the 1878 “Colum- tics Biennial Report, 1895-1896 als, and maps, etc. bia” model ordinary—was the first notes that “This is the youngest General source: Smith, Social History. American-made bicycle. industry” and “it makes a fairly Although the bicycle craze good showing” in the number of

A pair of 1892 Columbia spring

fork light roadster safety Indiana Historical Bureau. bicycles from the Carter Collection. Note the differences between the men’s frame (left) and the women’s frame (right).

Velocipede exhibited “Makespeed” (later Draisine) ; “Pedestrian curricle” in France; “a three- invented by Baron Karl von Drais in patented in England by Denis “Hobby-horse” wheeled vehicle Germany; moved “by thrusting his Johnson; improved on the “Pedestrian curricle” improved propelled and directed feet on the ground”; illustration Draisine; called “hobby- from England introduced by Louis by both hands and feet” below is from the French patent horse”; illustration below from in New York City (Pratt, 9). Gompertz (Pratt, 5). (Pratt, 7, 8; Smith, 4). the patent (Pratt, 8). (Pratt, 10). Bicycle Timeline 1779 1816 1818 1819 1821 1789 1816 1821

March 4 December 11 The first session Indiana Indianapolis is of the United becomes platted. States Congress the convenes nineteenth (Carruth, 61). state. The Draisine Johnson’s Pedestrian Curricle Other Events in History

4 The Indiana Historian, December 1996 © Copyright Indiana Historical Bureau 1996 (Indiana Indianapolis, Vol. 1, Indianapolis, Vol. 1, No. 41, June 13, 1896, p. 7. No. 41, June 13, 1896, p. 7. The Cycle Club Bulletin, The Cycle Club Bulletin, The Official L.A.W. Road Book of Indiana Division League of American Wheelmen, 1896), n.p.

Harry T. Hearsey: an Indianapolis entrepreneur

Harry T. Hearsey was a professional bicycle racing. trained mechanic, having worked In the spring of 1889, for the Cunningham-Heath Com- Hearsey introduced Indianapolis pany, a Boston manufacturer of to the “Rudge,” a new English bicycles, and an expert rider. On safety bicycle. With great cer- an 1885 exhibition tour for his emony, he unveiled the bicycle to company, he visited Indianapolis. a packed Tomlinson Hall, the In 1886, he opened a bicycle largest assembly place in India- shop in Indianapolis at Delaware napolis. and New York streets. He then Hearsey also introduced the opened a bigger shop at 116-118 “Swift,” an English pneumatic- North Pennsylvania Street. It was tired safety, that really caught on. the first sales room and riding Hearsey publicized this model

Indiana Historical Bureau. academy in Indianapolis. He with a relay road trip to Rushville. The installed the “town pump,” a foot Sources: Jacob Piatt Dunn, Indiana manufacturer’s pump for blowing up the new and Indianans (Chicago: The Ameri- plate of a 1915 pneumatic, or air-filled rubber can Historical Society, 1919), 4:1704- safety bicycle by 6; Indianapolis Star, June 27, 1937; the H. T. Hearsey tires. His shop became the popu- Cycle Company, Indianapolis Times, October 1, 1948. Indiana from the lar “hang out” for the city’s bicy- Carter Collection. clists and the biggest names in

“Pedal-powered “Two-wheeled velocipede” “Two-wheeled velocipede” patented in November bicycle” invented demonstrated in Paris by in U.S. by Lallement (who had emigrated) and Development and use by Scottish blacksmith Pierre Lallement, French James Carrol; “two wooden wheels, with iron of bicycle expand in Kirpatrick Macmillan; mechanic instrumental in tires, of nearly equal size, one before the other, France and England illustration on page 14 creation (Pratt, 13). surmounted by a wooden perch”; illustration from and then in U.S. (Pratt, (Wilson, 21). the patent (Pratt, 13-14; Smith, 6). 18, 20). Bicycle Timeline 1839 1865 1866 1867-1869 1825 1861-1865 1867 1867 1868

Indiana The Studebaker Corporation October 26 U.S. Civil War. U.S. purchases University is formed from the Erie Canal officially Alaska from admits first Studebaker Wagon Works. opens, connecting the Russia (Carruth, woman student Located in South Bend, it is Great Lakes with the 170). (Thornbrough, the largest Indiana wagon Atlantic Ocean 507). and carriage manufacturer (Carruth, 103). Lallement’s Velocipede (Pratt, 14) (Thornbrough, 420-21). Other Events in History

In 1879, Charles Pratt noted that grandson of President Benjamin the ability to ride the bicycle easily and Harrison. gracefully on occasion is already an Bicycle riders in this time accomplishment which no gentleman freely traveled. Zig Zag Cycle Club can afford to be without (Pratt, 32). members in 1931 reminisced Although Pratt may have about Sunday trips on ordinaries been somewhat biased, riding the high-wheeler—or ordinary— to “Greenfield, Columbus, Franklin, Shelbyville, Lebanon, was extremely difficult. Perched Danville, Martinsville and other directly atop a wheel approxi- mately fifty inches high, the points within easy riding distance.” rider was always in danger of Adolph Schmuck, writing in taking a “header”—being pitched News forward up and over the handle- the Indianapolis , November 13, 1920 remembers a trip with bars. Hard rubber tires and rough the Indianapolis Bicycle Club roads added to the challenge. Even experienced riders were around 1890. Twenty-five or thirty members—on both ordinaries and not immune to falls. An India- Pratt, 126. safety bicycles—rode “to Cincin- napolis News article, February 7, 1931, with reminiscences about nati, averaging about forty miles a day, so that it took three days . . . . the Indianapolis Zig Zag Cycle on their own. During the mid- The intervening nights were spent Club (1890-1896), states, 1890s especially, many manufac- at Rushville and Brookville.” woe befell the rider who ‘skidded’ in a rut . . . . Carl G. Fisher, who afterward turers of bicycles opened riding Schmuck also notes that wise gained fame in the motor industry, academies within their shops to riders enhance a trip “when it drew for himself the nickname of Crip encourage people to buy their would be much easier and more (cripple) because he frequently, in bicycles. Private academies bursts of speed, took a spill and ended sensible to skip over a stretch of with many bruises and cuts. opened, generally for the rich. bad road . . . by taking an interur- The “safety” bicycle opened In Indianapolis, for example, ban car or a train, or possibly a the sport to many other people— Fred I. Willis, a stenographer for steamboat.” including women—because it was the H. T. Hearsey Company, also General source: Smith, Social History, easier to ride and cheaper to buy. served as a riding instructor. An 27, 28. Many riders, however, refused to Indianapolis News article, Novem- give up their ordinaries. ber 24, 1961 recounts his memory Most people learned to ride of teaching Benjamin McKee, the

“American” or “improved “Ordinary” or “high-wheeler” velocipede” also called a production begun in England; “Ordinary” “bone-shaker” brought great “The wheel is made . . . of steel introduced to U.S. enthusiasm; journal The instead of wood: the tire is of at Philadelphia Velocipedist begun (Pratt, round rubber instead of flat iron or centennial exposition 20-21). steel” (Dodge, 58-59; Pratt, 28). (Smith, 7-8). Bicycle Timeline 1869 1870 1876 1870 1874

Coal miners in Clay County, Lawn tennis, a new sport Indiana earn $1.00 for every invented in England, ton of coal. Miners furnish their appears in the U.S. own tools and blasting powder (Carruth, 182). (Thornbrough, 441). American Velocipede of 1869 (Pratt, 22) Other Events in History Modern Bicycle (Pratt, 27)

6 The Indiana Historian, December 1996 © Copyright Indiana Historical Bureau 1996 An Indiana traveler In 1894, George S. Cottman published in four issues of the Indiana Farmer (October 27, November 10, 17, 24) a description of his bicycle trip with a companion from New Albany to Wyandotte Cave in Crawford County. Selections from that description were published in Shirley S. McCord, comp., Travel Accounts of Indiana, 1679-1961 (Indianapolis: Indiana Historical Bureau, 1970), 244-48. (Indianapolis: Hay & Willits, n.d.). Cottman founded the Indiana Magazine of History in 1904 and wrote a history of the state published in 1925. He “had a sincere love for his native state and its history, and enjoyed traveling on foot, by canoe, bicycle, and other conveyance to various areas of the state” (McCord, 244). Most of Cottman’s description is of the country, but a few comments that follow provide some insight about the mode of travel. One bright morning not long since two of us boarded the train at Southport, near Indianapolis, and about four hours later wheeled westward out of New Albany, bound for that greatest natural wonder in all Hoosierdom, Wyandotte cave, some 30 miles

away. The highway connecting New Albany and Corydon is macadamized pike, and one Map of Gravel Roads in Central Indiana of the oldest in the State. . . . We trundled along easily up hill and down dale for the rest of that afternoon, secured supper at a wayside house, slept in a farmer’s hay mow, and the next morning were awheel bright and early, blithe and fresh as larks. . . . Before long we approached the ancient town of Corydon...... We reached there [Wyandotte Cave], a very weary pair of travelers, after pushing our pneumatics up a huge hill which seemed to us a veritable mountain. It has

Indiana Historical Bureau. a top, however—an airy eminence where stands the Rothrock hotel You be the historian! looking out over a magnificent prospect and Investigate the means of trans- this we reached just as portation in Indiana in the 1890s. the supper bell was • What are interurbans? Where ringing. . . . are they located? When and why did they cease operations? • Where were railroads located? As riders took to the roads in Indiana, and elsewhere, they • Where are railroads located were smart to take along essential repair tools. Items from today? What has replaced the Carter Collection (left to right) are a tire pump, a small oil can, a screw driver, a fixed wrench, an adjustable wrench, and a many railroads? spoke wrench.

Albert Pope, Boston, Pope began “Safety bicycle” of John Kemp Starley Victor Bicycle begins bicycle import producing League of American (third model Rover); two nearly equal (safety) John Dunlop patents house and riding school; the Columbia Wheelmen “organized to wheels “with chain drive, diamond patented by the pneumatic tire in commissions mechanic to model ‘promote the general frame, and low wheels, influenced A. H. Overman, England (Oliver and build “allegedly the first ordinary interests of bicycling . . .’ ” bicycle design to the present” (Oliver Massachusetts Berkebile, 20). real bicycle made in (Smith, 8). (Smith, 12). and Berkebile, 20). (Smith, 14). America” (Smith, 8). Bicycle Timeline 1877 1878 1880 1885 1887 1888 1878 1880 1883 1886

Average pay per day 70% of the school age A system of standard time is for teachers in population of Indiana adopted by railroads of the The first successful natural gas Indiana township (ages 5 to 21) are U.S. and Canada to eliminate well in Indiana is bored near schools is $1.90 for enrolled in school—an problems caused by the Portland in Jay County setting men and $1.70 for increase from less than unsystematic setting of local off a gas boom lasting almost women 50% in 1863 times (Carruth, 195). two decades (Phillips, 192-93). (Thornbrough, 505). (Thornbrough, 477). Other Events in History

Unlike the male population, the and Usages Required by Polite female of the 1890s faced many Society, there is a supplemental social and physical obstacles—in chapter “Etiquette of the Bicycle.” addition to money—before she The author, John Wesley Hanson, could comfortably experience the Jr., states, joys of the bicycle. The beneficent influence upon Andrew Ritchie, in King of women is everywhere evident. The the Road, sums up the woman’s bicycle has given, as nothing else has, the means for healthful exercise, situation at that time: combined with delightful recreation. It It was not just a question of has gone far toward emancipating whether women should have the right them from slavish conventionality in to ride or not (and this was always the both dress and conduct. It has main issue until about 1895), but what taught them the advantage of they should wear when they rode, sensible and healthful attire. It how they should ride, when they has also imparted a renewed should ride, who they should ride with, strength to the natural association whether they should race, whether it between the two sexes, so was good for their health, their morals, characteristic of American life (358). their families, their complexions, their A “self-help” book published hair and their reputations (146).

in 1896, complete with detailed American Dress Pattern Catalogs, 1873- As women fought for the illustrations, was Bicycling for right to ride the bicycle, they did Ladies, by Maria E. Ward. In (New York: Dover Publications, Inc., 1988), 76. so generally in layers of under-

addition to the expected 1909 garments, including binding chapter on “Dress,” are corsets, long, heavy skirts, and chapters on “Women and long-sleeved shirts with high, Nancy Villa Bryk, ed., Tools,” “Tools and How to tight collars. Not only social Use Them,” “Training,” attitudes had to be changed, but “Position and Power,” etc. women’s clothing as well. Ward notes that “Bicycling Etiquette was another opens a delightful future concern; books were written for to all who attempt it both men and women on the intelligently” (6). She proper bicycle etiquette. By the provided in her book the mid-1890s, the social attitude instruction to accomplish regarding women bicycle riders that goal. had changed. In the 1896 Eti- quette of To-Day: The Customs

Ward, Bicycling for Ladies, 92, 112, 116.

8 The Indiana Historian, December 1996 © Copyright Indiana Historical Bureau 1996 Indiana Historical Bureau. Carolyn Carter poses in period costume with her 1896 “Outing” by Indianapolis manufacturer, Hay & Willits. Note that the back wheel has a thin wooden fender and woven string to protect the woman’s skirt. There is also a thin, wooden frame around the chain; paint, pin striping, and nickel plating are original. The photograph below shows a fully outfitted 1897 “Crescent” model tandem, built by the Western Wheel Co., Chicago. Note the tool bag, bicycle pump, lantern, and bell. The woman rode in the front and the man in the back (note the different frames). It has dual steering. This is the Gay Nineties tandem which inspired the famous song “A Bicycle Built for Two,” by Harry Dacre.

Advertisement for L.S. Ayres, in The Indiana Woman, May 28, 1898. Indiana Historical Bureau.

George S. Cottman In Indiana, 17 In Indiana, 1 publishes in Indiana establishments Bicycle industry listed In Indiana, 19 In Indiana, 2 establishment Farmer report of his make bicycles and for first time in report Indianapolis hosts establishments establishments makes bicycles bicycle trip from New parts with a value of State of Indiana national meeting of make bicycles or make bicycles or and parts Albany to Wyandotte of $3,085,377 Department of League of American parts (Phillips, bicycle parts (federal census). Cave (McCord, 244-48). (state statistics). Statistics. Wheelmen. 311). (Phillips, 311). Bicycle Timeline 1890 1894 1895 1896 1898 1899 1904 1894 1895 1898

July 4 U.S. patent issued to April 24 Elwood Haynes’ Charles E. Duryea for a Spain declares "horseless carriage” gasoline-driven automobile. war on U.S. completes a successful Karl Benz had received a Congress passes 8 mph trial run on U.S. patent in 1894 for a declaration of Pumpkinvine Pike near German motor car (Carruth, war April 25 Kokomo (Phillips, 312). 217). (Carruth, 221).

U.S.S. Maine Other Events in History

Charles Pratt, a Boston patent attorney for bicycle entrepreneur Albert Pope, was also a bicycle enthusiast and avid promoter of the sport. In 1879, he wrote the book, The American Bicycler. In 1880, he helped to found the League of American Wheelmen and was its first president. The American Bicycler became the premiere guide for American riders, especially for the hundreds of bicycle clubs that were founded during the late 1800s. Pratt encouraged bicyclists to form riding clubs stating that the advantages are good-fellowship, companionship for spins, and social standing in the bicycling community, special stimulus to interest, and incentives to excellence in riding

Indiana Historical Bureau. (Pratt, 165-66). Another, more serious reason was to protect themselves and their rights against those who felt the bicycle was merely a hazard—for example, teamsters, riders of horses, and pedestrians. Pratt realized that there is strength in numbers: They promote . . . like all other societies and Steve Carter, 1996, wearing his club riding uniform, complete with associations, both individual and collective medals, with his 1885 “Columbia” ordinary made by the Pope enjoyment, while they mould public sentiment Manufacturing Company, Boston. The “Columbia” came with a ten- and unite forces for defence and advancement year guarantee. Compare Carter’s uniform to Pratt’s suggestions: (Pratt, 166). Short breeches, either buttoned or buckled just below the If a cycle club followed Pratt’s book, knee, or knickerbockers with elastic band, are the things for the legs; with long stockings, and either low shoes or elastic- it was paramilitary, using the Cavalry side congress boots. A short coat or jacket, with woollen shirt Tactics of the United States Army. . . . with tie to choice, complete the suit. Officers were elected, uniforms worn, The most favorite head-gear is the polo or plug cap, military formations used while riding, though the helmet is much worn; and many clubs prefer a cap bugle calls used for signals, and a code- with visor . . . (Pratt, 169). of-conduct governed members. There were many clubs in Indiana. According to Anton Scherrer, writing in the Indianapolis News, October 29, 1948, in the late 1890s, Indianapolis had around a hundred bicycle clubs. Every texture of society was represented. The clerks of the New York Store, some 40 of them, had a club . . . . And so did the ladies of the Propylaeum. The latter group denounced the wearing of bicycle There were national and local magazines available to bloomers. bicyclists which kept them informed of the latest in bicycle improvements, new models, accessories, meets, races, General source: Dodge, The Bicycle, 82. legislation, etc.

It is difficult—if not impossible—to determine all the business enterprises and cycle clubs that La Porte Steuben existed in Indiana around the turn of the twentieth century. The list presented here is a starting $ Elkhart Lagrange Lake Porter place for exploration of your own local bicycle history. $ St. Joseph $ De Kalb The Indiana Historical Bureau would like to know the results of your research and have Noble Kosciusko copies of materials that you may find. $ $ Starke We look forward to hearing from you! Marshall Allen

Pulaski $ Sources: The names of bicycle manufacturers and businesses have been compiled from records of Steve Newton Jasper Carter and the Indiana Division, Indiana State Library. The names of cycle clubs are from The Cycle Club Fulton Whitley $ Bulletin, 1:41 (June 13, 1896), 3. Miami Huntington Cass $ Wabash Wells White Adams Benton Carroll Allen County National Bicycling Co., Indianapolis Blackford Ft. Wayne Cycling Club S. A. Haines Co., Indianapolis Tippecanoe Grant Jay Howard $ Y.M.C.A. Triangle Cycling Club, Ft. Wayne Dellis Cycle Co., Indianapolis $ $ Morgan & Co., Ft. Wayne Central Cycle Manufacturing Co., Indianapolis Clinton Tipton Warren Madison Randall Cycle Co., Ft. Wayne Hay & Willits Manufacturing Co., Indianapolis $ Blackford County Eclipse Bicycle Works, Indianapolis Delaware Randolph Fountain Montgomery Hamilton $ Congress Cycle Co., Hartford City Indiana Bicycle Co., Indianapolis Boone Bartholomew County Van Camp Hardware & Iron Co., Indianapolis Henry

Columbia Brass & Iron Co., Columbus Famous Cycle Works, Indianapolis Vermillion Wayne Hendricks $ Clark County H. T. Hearsey & Co., Indianapolis Putnam $ Parke Marion $ Rodgers Clark Cycle Club, Jeffersonville V. B. Holton Manufacturing Co., Indianapolis Hancock Clay County Wheelmen’s Co., Indianapolis $ Rush $ Fayette Brazil Road Club Indianapolis Cycle Co. Johnson Union De Kalb County Mohawk Cycle Co., Indianapolis $ Morgan $ Butler Co., Butler A. M. Kleinschmidt, Indianapolis Shelby Decatur Delaware County Munger Cycle Manufacturing Co., Indianapolis Owen Franklin Vigo Brown Bartholomew Monroe Ball Cycle Co., Muncie Outing Manufacturing Co., Indianapolis Clay $ Dearborn Elkhart County Standard Manufacturing Co., Indianapolis Greene Elkhart Cycle Club W. G. Ribble Co., Indianapolis Jennings

Ariel Cycle Club, Goshen Specialty Mfg. Co., Indianapolis Jackson Ripley Sullivan Ohio Acme Cycle Co., Elkhart Vanguard Cycle Co., Indianapolis Jefferson Martin $ Soudan Manufacturing Co., Elkhart Progress Manufacturing Co., Indianapolis Switzerland Daviess Elkhart Cycle Co. Pettis Dry Goods [New York Store], Indianapolis Lawrence Washington Spark Cycle Manufacturing Co., Goshen Marshall County Scott Knox Ariel Cycle Manufacturing Co., Goshen Plymouth Cycle Club Clark Walker & Stutz Co., Goshen Plymouth Cycle Manufacturing Co. Pike Fayette County Marble Cycle Manufacturing Co., Plymouth Orange Crawford Floyd William Roberts & Son, Connersville Miami County Gibson Dubois $ Floyd County Peru Cycle Exchange Perry Posey Vander- Warrick T. S. Evans Manufacturing Co., New Albany Montgomery County burgh Grant County Tallyho Wheelmen, Crawfordsville Harrison Bicycle clubs Marion Cycle Club Noble County $ Spencer Marion Cycle Co. Albion Bicycle Club Businesses Hamilton County Perry County $ Cicero Cycle Club Triumph Cycle Club, Tell City Noblesville Racy Club Porter County Henry County Valpo Cycle Club, Valparaiso Knightstown Cycle Club St. Joseph County Speeder Cycle Mfg. Co., New Castle South Bend Cycle Club Huntington County Collmer Brothers, South Bend Huntington Cycle Club Collman Brothers, South Bend Jackson County Brown Brothers, South Bend Riding conditions Timms Manufacturing Co., Seymour Colfax Manufacturing Co., South Bend Jay County Shelby County By way of summary we will state that the Jones Cycle Co., Portland Century Cycle Manufacturing Co., Shelbyville Jefferson County Sullivan County northwestern section of the state is a Madison Cycle and Athletic Club Ledgerwood Cycling Club, Sullivan lake region, very marshy and sandy and Kosciusko County Tipton County Warsaw Cycling Club Tipton Cycle Club unfit for pleasure riding. The same can C. L. Leonard, Silver Lake Vanderburgh County La Porte County Evansville Cycle Club be said of the extreme northeastern Crown Cycle Co., La Porte Copeland Cycle Manufacturing Co., Evansville section. The central part of the state, as Great Western Manufacturing Co., La Porte Single Center Springs Co., Evansville Allen Manufacturing Co., Michigan City Evansville Cycle Works far down as Columbus, is principally fine Madison County Vermillion County gravel or macadam roads, mostly level; Alexandria Bicycle Club E. E. Harris, Perrysville Anderson Wheelmen Vigo County but with the exception of Floyd and Anderson Bicycle Wheel Co. Wabash Cycling Club, Terre Haute Marion County Terre Haute Manufacturing Co. Vanderburg[h] counties, the southern Indianapolis Cycle Club Wabash County section is wholly unfit for pleasure riding. Junior Cycle Club, Indianapolis Dragon Cycle Club, Wabash Montauk Club, Indianapolis Wayne County The southwestern part consists princi- U.S. Military Wheelmen, Indianapolis Richmond Cycle Club pally of sandy loam. Between Floyd and Waverly Bicycle Club, Indianapolis Richmond Bicycle Co. H. T. Conde Implement Co., Indianapolis Henley Bicycle Works, Richmond Dubois counties the country is almost Arrow Manufacturing Co., Indianapolis Whitley County Sensitive Governor Co., Indianapolis Churubusco Cycle Club unrideable. The southeastern section is mostly dirt and hilly roads. From “Preface,” Tour Book of Indiana (Indianapolis: Indiana Division, League of American Wheelmen, 1898).

Not everyone was happy with the bicycle and the “wheelmen” who rode them. There were many accidents—some fatal. Some insurance companies charged higher rates for bicycle travel than for other transportation methods; special coverage for bicycle accidents was available. “Victims” of the bicycle craze demanded that

there be protection. Indiana Historical Bureau; Patricia A. Pollard. In order to address such problems, regulatory laws and ordinances were passed throughout the country during the 1890s. First, warning devices such as Bicycles were quiet and often startled pedestrians and horses. Laws or ordinances bells or horns were required. were passed that required one or more of these warning devices, all made in the Lights were later required, causing mid-1890s to the early 1900s: (left to right) English horn, lever bell, ”Search Light” lantern, and “Duplex” whistle which had two tones. Carter Collection. problems since they used kero- sene. Brakes soon became standard equipment. One point on which everyone Indiana has a place in this Elkhart, Indiana was appar- agreed—bicyclists, teamsters, racing history. Marshall (Major) ently in the forefront. In 1893, pedestrians, businessmen, and Taylor, of Indianapolis, was “the Elkhart had a $2 tax on each farmers—was that roads had to be first black American athlete to bicycle, required a warning device improved. The LAW made better achieve national recognition and (bell or horn), “and required a roads a priority. The organization acclaim” (Smith, 162). Taylor’s cyclist to carry an affidavit testify- distributed pamphlets and in story is one of worldwide triumphs ing that he had ridden a bicycle at November 1891 began publication and tragedy, because of the racial least two months” (Smith, 199, 224). of Good Roads Magazine. By 1897, prejudice at the time. Bicyclists were not about to with over a million members, the In 1894, the LAW amended give up their new found freedom, LAW was having an effect its constitution to exclude blacks and they demanded the right to throughout the country. from membership. There was the roads too. In May, 1880, in Indiana Governor James much negative reaction to the Newport, Rhode Island, a group of Atwell Mount (1897-1901) pro- change, and local chapters across bicycle enthusiasts, including moted better highways: the country varied in their en- attorney Charles Pratt, formed the as a result of his efforts, the state forcement of it. According to national League of American came to have a good system of “free Smith, there were many black Wheelmen (Oliver and Berkebile, graded” roads. . . . when the LAW met cyclists and cycle clubs. in Indianapolis [in August 1898], Mount 22). was invited to address them as a The LAW changed its name in According to The Official special mark of their approval of his the twentieth century to continue L.A.W. Road Book of Indiana efforts (Smith, 210). its fight for better roads. In 1967, (1896), The LAW also emphasized the Wheelmen, a national non- racing. Races were generally part The main “planks” in the “platform” of profit organization was formed to the League are to promote the general of annual meetings, and there preserve the bicycling heritage in interests of cycling, to ascertain, were sponsored events throughout which the LAW had been so defend and protect the rights of the world. There were continuing wheelmen; to facilitate touring; to important. controversies about amateur and secure improvement in the public roads General source: Smith, Social History, and highways and to promote and professional racers, and in 1900, 193-210, 243-71. regulate cycle racing on the track ([7]). the LAW left racing.

12 The Indiana Historian, December 1996 © Copyright Indiana Historical Bureau 1996 This little booklet—2 5/8 by 4 1/4 inches—is full of interesting information about the LAW and Indianapolis in the summer of 1898. It was actually the nineteenth annual meet. Along with the program of activities and race events, it includes local accommodations, transportation, hospitals, etc.; descriptions of tours and runs, including one for wheelwomen; and “Advice from Experience,” including “Road Etiquette.” The Indiana Woman, an Indianapolis literary and family publication founded in 1895, published a “Bicycle Number” for its May 28, 1898 issue. The issue focuses on preparations for the August LAW national meeting: “There are over 100 miles of well- paved streets in the city, which make Indianapolis one of the most delightful cycling centers in the country” (6). The issues of August 13 and August 20 provide some coverage of the meeting. An item quoted from the Pittsburgh Bulletin, indicates the great success of the meeting, attended by about 25,000 wheelmen (in August 20, 1898, p. 7).

The 1896 publication advertised here was the first published by the Indiana Division of the League of American Wheelmen. It includes information about the national LAW, including other state road books, bicycle insurance, and signals to post about road conditions , accommodations, etc. available in a stencil kit. It lists Indiana League hotels in forty-four cities and repair shops in twenty cities. It is filled with informative advertisements. The five sectional maps designate gravel roads, dirt roads, and hills in red ink.

A page from the 1898 Tour Book of Indiana, the first compiled by the Indiana Division of the League of American Wheelmen. The book is 6 3/4 by 4 inches in size. It describes 155 routes throughout the state and is indexed by city name.

© Copyright Indiana Historical Bureau 1996 The Indiana Historian, December 1996 13 “Behind the Scenes” presents some aspect of how the Bureau staff produces each issue of the magazine. The focus may be, for example, the research process, an interpretation Behind the Scenes problem, etc. It also enables us to thank our partners and demonstrate that research is a collaboration with often unexpected twists and turns.

Steve Carter, a Plainfield fireman, the 1860s to 1910. The collection is are rides, seminars, bike displays, and is a man of the nineties—the always changing as better examples or social events. more rare pieces are found. I still dream Wheelmen events include demon- 1890s. His handlebar mustache of finding a high wheel in someone’s strations, displays, parades, ten mile makes him look as if he just attic or basement but I also dream of tours, a century (100 miles) ride in one stepped out of a history book. winning the lottery and have about as day, and multi-day trips. good a chance of either. That impression is more real when TIH: How did you become the National TIH: Where do you find old bicycles? Historian for The Wheelmen? he puts on his 1890s reproduction SC: Most come from other bike collectors. SC: I started researching the bicycles in bicycle uniform, climbs on his I have placed want ads in periodicals, my possession, so I could answer the “ordinary,” and rides away with sent flyers to antique dealers and have many questions at parades and dis- been contacted by people who have plays. The Wheelmen have a library expert ease. The Indiana Historian seen articles about my bicycles and my filled with information about early bikes asked Carter to share his experi- rides. and events. This work grew into becom- ences with its readers. TIH: How often do you have to restore ing the National Historian and giving bikes? talks and demonstrations locally, TIH: How does someone become so SC: Seldom is the bicycle in show or ride nationally, and even internationally. passionate about old bicycles? condition. Part of the enjoyment is TIH: How did you get into the Guinness SC: It began over ten years ago at a 500 restoring the bike to near original Book of Records? Swap meet, when I was offered a ride on condition. As the caretaker of these SC: A goal of many Wheelmen is to an original. After my first ride, I knew I pieces of history, I feel the caretaker’s recreate the first bicycle to cross the had to have one. I purchased a replica of responsibility is to pass these bicycles U.S. from San Francisco to Boston. In a high wheel bicycle and began riding on in better condition than I found them. 1884 Thomas Steves rode a 50 inch around home. Leather seats, rubber tires and wooden/ Columbia high wheel covering over TIH: Was it difficult to learn to ride? cork grips deterioate much quicker than 3,300 miles in 104 days. In 1992, I rode SC: I felt comfortable after a couple of the metal. The Wheelmen extensive the same course (as near as possible) days. The initial riding of the ordinary is library of original manufacturers’ sales on my 1885 Columbia and covered only the beginning. After which you hone catalogs help. Some parts I can make; 3,428 miles in 33 days 7 hours setting riding skills and showmanship. The other items I must get from an eager the Guinness World Record for High mounting and dismounting is an ac- machinist. Wheels Trans Continental Crossing in quired skill. TIH: Tell us about your antique bicycle club. the process. The most memorable TIH: How do you determine what period SC: The club is The Wheelmen. It was experience would have to be the great clothes to wear? incorporated in 1967 by a few men and people I met along the route. SC: Old photographs and copies of has grown to over 3,000 members in the TIH: What is the most enjoyable aspect of original manufacturers’ catalogs are U.S., Europe, Australia, and Asia. It is this hobby? used to reproduce riding outfits. based on the bicycles built between SC: I enjoy all aspects of the hobby TIH: How many items do you have in your 1816 and 1916. especially talking to people or groups collection? The Wheelmen meet annually and and showing them something, that up SC: There are thirty bicycles and tricycles re-create the bicycle craze. Most dress until then, they had only seen in history and many pieces of memorabilia from in reproduction period clothing. There books. Indiana Historical Bureau.

A reproduction of an 1839 “MacMillan” built by Steve Carter and in the Carter Collection. Note the treadle pedals.

14 The Indiana Historian, December 1996 © Copyright Indiana Historical Bureau 1996 A Note Regarding Resources: Items are listed on this page that enhance work with the topic discussed. Some older items, especially, may include dated practices and ideas that are no longer generally accepted. Resources reflecting current practices are noted whenever possible. Selected Resources

Bibliography • Smith, Robert A. A Social History of as a championship bicycle racer. • Carruth, Gorton. What Happened the Bicycle: Its Early Life and Times in • This Fabulous Century: Prelude, When: A Chronology of Life and Events America. New York: American Heritage 1870-1900. New York: Time-Life in America. New York: Harper & Row, Press, 1972. Books, 1970. Publishers, 1989. An informative, easy-to-read book Industrial development and growth A handy, abridged edition of The on the social impact of the bicycle. in U.S. are covered. Encyclopedia of American Facts & • Thornbrough, Emma Lou. Indiana • Walker, Robert H. Everyday Life in Dates. in the Civil War Era, 1850-1880. The Age of Enterprise: 1865-1900. • Dodge, Pryor. The Bicycle. Paris: Indianapolis: Indiana Historical New York: G. P. Putnam’s Sons, Flammarion, 1996. Bureau and Indiana Historical 1967. Excellent book on the history of Society, 1965. Covers America’s industrial bicycles. Beautiful photographs. The standard history for this development and growth. period. • Maxim, Hiram Percy. Horseless Selected Student Resources Carriage Days. New York: Harper & • Ward, Maria E. Bicycling for Ladies. • Davies, Eryl. Timelines Transport: Brothers Publishers, 1937. New York: Brentano’s, 1896. On Land, Road & Rail. New York: First-hand account by an inventor A delightful manual for women who Franklin Watts, 1992. about his experiments with bicycles, want to know about and ride the Surveys the development of land the earliest motorcycles, and the first bicycle. transportation in relation to needs, automobiles. • Wilson, Anthony. Visual Timeline of skills, and technologies. Illustrations • Oliver, Smith Hempstone, and Transportation. London: Dorling are very helpful. Donald H. Berkebile. Wheels and Kindersley, 1995. • Lafferty, Peter, and David Jefferis. Wheeling: The Smithsonian Cycle Beautiful photographs used to Pedal Power: The History of Bicycles. Collection. Washington, D.C.: illustrate this timeline. New York: Franklin Watts, 1990. Smithsonian Institution Press, 1974. Suggested Reading Includes use of bicycles from their Information about some of the Your local library should have many origin to the present day, with early bicycles in the museum’s books on the history of the bicycle. excellent illustrations. Intermediate collection. Good illustrations. • Beeley, Serena. A History of Bi- readers. • Palmer, Arthur Judson. Riding cycles. Secaucus, NJ: Wellfleet Press, • Pursell, Thomas F. Bicycles on High: The Story of the Bicycle. New 1992. Parade: A Brief History. Minneapolis: York: E. P. Dutton & Co., Inc., 1956. Deals extensively with the English Lerner Publications Company, 1980. Good illustrations of early bicycles. history of the bicycle, but includes Covers 1790s to modern times in • Phillips, Clifton J. Indiana in much about American bicycles. an easy-to-read style. Transition: The Emergence of an Beautiful photographs. • Woodforde, John. The Story of the Industrial Commonwealth, 1880-1920. • Levinson, Nancy Smiler. Turn of the Bicycle. New York: Universe Books, Indianapolis: Indiana Historical Century: Our Nation One Hundred 1971. Bureau and Indiana Historical Years Ago. New York: Lodestar Books, An easy-to-read history. Society, 1968. 1994. The standard history for this Special Thanks Life in America during the height of period. the bicycle craze. • To Steve and Carolyn Carter, • Pratt, Charles E. The American • Ritchie, Andrew. Major Taylor: The Plainfield, Indiana for sharing their Bicycler: A Manual for the Observer, Extraordinary Career of a Champion time, knowledge, and collections. the Learner, and the Expert. Boston: Bicycle Racer. San Francisco: Bicycle • To John Phung and William Kelly, The Author, 1880. Books, 1988. photographers with the Indiana Excellent source; considered the Excellent biography of Major Department of Transportation, for premier guide for bicylists at the time. Taylor, Indiana’s world champion their work in documenting the Carter • Pridmore, Jay, and Jim Hurd. The bicycle racer. Collection for the Indiana Historical American Bicycle. Osceola, WI: • Taylor, Marshall W. “Major.” The Bureau. Motorbooks International Publishers Fastest Bicycle Rider in the World: The & Wholesalers, 1995. Story of a Colored Boy’s Indomitable Good source on the history and Courage and Success against Great many types of bicycles. Odds. Freeport, NY: Books for Librar- • Ritchie, Andrew. King of the Road: ies Press, 1971. An Illustrated History of Cycling. Originally published in 1928, this London: Wildwood House, 1975. autobiography details Taylor’s career Excellent reference.

© Copyright Indiana Historical Bureau 1996 The Indiana Historian, December 1996 15 Indiana Historical Bureau 140 North Senate Avenue • Room 408 • Indianapolis, Indiana • 46204-2296 • 317-232-2535 • TDD 317-232-7763

The next step Hiram Percy Maxim in his 1937 book comments about the advent of the automobile in 1895: The reason why we did not build mechanical road vehicles before this . . . was because the bicycle had not yet come in numbers and had not directed men’s minds to the possibilities of independent, long-distance travel over the ordinary highway. . . . The bicycle created a new demand which it was beyond the ability of the railroad to supply. Then . . . the bicycle could not satisfy the demand which it had created. A mechanically propelled vehicle was wanted instead of a foot-propelled one, and we now know that the automobile was the answer. . . . what is likely to be the tendency from here on? The automobile demand had to come before a reliable gasoline- engine could be developed. When this engine became available the airplane appeared. The airplane . . . is one of our established systems of transportation. . . . The airplane has created a demand for something beyond the ability of the gasoline-engine to supply. This something is bound to appear. Who shall say that another fifty forward-looking men are not at work independently upon it at this moment, keeping their efforts secret just as we horseless-carriage pioneers forty years ago kept our efforts Hiram Percy Maxim’s “first horseless carriage, built in 1895” (Maxim, 81). secret, and just as blissfully ignorant of one another’s existence as we were? History has a strange way of repeating itself (Maxim, 4-5). • From your perspective over sixty years later, has Maxim’s prediction come true? What discoveries have proved his point? • Apply Maxim’s point to the present and predict what the future may hold for transportation technology.