ing in Minnea Bicycl polis

n 2010, Bicycling maga- zine named Minneapolis the top bike-friendly city in the U.S., displacing Portland, Oregon, for the first time. On June 10, the Nice Ride bike-sharing program Idebuted, and within 20 days, more than 10,000 trips had been taken on its 450 bikes-for-rent. Earlier in the year, bicyclists were allowed to resume weekday daytime use of the pedestrian-bus mall on Nicollet Avenue, a historically significant cy- cling location, after a 12-year hiatus. These accomplishments built on the 2008 silver-level Friendly Community Award from the League of American Bicyclists and the 2009 estimate by experts that the city operated about 120 miles of bike paths and lanes. Minneapolis Mayor R. T. Rybak traced this enthusiasm for the bicycle back to the 1970s when the first on-street bike lanes appeared. In fact, the city’s love affair with the bicycle began much earlier.1

Well after the end of the 1890s’ “bicycle boom,” Twin Citians continued to ride; Mrs. John P. Upham, about 1917. ing in Minnea Bicycl polis

in the Early 20th Century

Ross D. Petty

In 1916 the Minneapolis Tribune “this city”—presumably New York. seemed to fade from crowed that its hometown was once In early 1869 the Tribune predicted local interest, at least as reported in considered one of the greatest bi- that even though no mechanics in the Tribune. It appears that Min- cycle centers in the United States.2 Minneapolis were yet producing neapolitans were still using , Minneapolis also has the apparently , some dozen probably however, because an 1873 ordinance unique distinction of being the only would be imported into the city by banned sidewalk riding. The paper city near the turn of the twentieth spring. Sure enough, by February occasionally reported snippets of century to conduct traffic counts that a handful were being exhibited in bicycle news from other locations; included bicycles. Contrary to the Minneapolis (often for an admission for example, in 1878 a velocipede common belief that the end of the fee), and the “scientific velocipedist,” raced against a horse and buggy “bicycle boom” of the 1890s meant Prof. Sexton, was giving demonstra- in Sauk Rapids and won. This was a virtual end to cycling generally, tions at the Opera House on his probably a high-wheel, or “ordi- these tallies indicate that significant 50-pound machine. In April the nary,” model. By 1880 bicycle races bicycle use continued in Minneapolis Tribune reported that velocipedes were reportedly occurring in Indian­ into the early 1900s. But automo- were becoming quite common on apolis and Milwaukee, and one was biles, perhaps with some assistance the streets of Minneapolis, but riders planned for Red Wing.4 from expanded electric trolley ser- were discovering that street cycling A roller-skating fad gripped Min- vice, would soon lead to a precipi- was more challenging than riding neapolitans beginning in 1877, but tous decline in cycling. on sidewalks or in a hall. Some early residents again became excited about The first pedal bicycle, called a enthusiasts were “now willing to sell bicycling in the early 1880s. An 1887 velocipede or boneshaker, took their machines cheap.” 3 Minneapolis Tribune retrospective by storm in 1867–68. It was a heavy, After this early enthusiasm, the discussed a dozen pioneer wheelmen, two-wheeled hobbyhorse propelled by pedals on cranks attached to the front wheel (like a modern ) Ross Petty, professor of marketing law and holder of the Zwerling Family Term Chair instead of the rider’s feet pushing at Babson College, Babson Park, Massachusetts, has written extensively on market- on the ground. The Minneapolis ing law. His work has been recognized for excellence by the Journal of Public Policy & Tribune first informed readers about Marketing, the Journal of Product and Brand Management, and the Academy of Legal this fad in September 1868 by re- Studies in Business. An avid bicycle commuter, he developed and taught an under- graduate half-course on the social impact of the bicycle, has presented papers at seven printing a story from the New York Cycle History conferences, and published bicycle-related articles in academic journals Times noting that the new sporting and other outlets. machine might soon be expected in

Fall 2010 85 noting that some started cycling as ship of America” in what appears to roughly equal-sized wheels and a early as 1881–82. In 1883 bicycling be the nation’s first Six-Day bicycle ) expanded bicycle popu- became a regular newspaper sub- race. These grueling contests took larity beyond athletic young people— ject. Articles in that year document place on monotonous indoor tracks mostly men—to include more men that bicycle races (along with horse and often included riding both day and women. With the exception of races) occurred in front of crowds and night with what little sleep a few professionals, women gener- estimated at 20,000 spectators and competitors felt they could manage. ally did not ride ordinary bicycles; that both Minneapolis and St. Paul Schock again triumphed in March, instead, they sometimes rode heavier, had formed high-wheel bicycle clubs, then lost in May to John S. Prince in less wieldy . The safety which went on “runs” and paraded front of 3,000 to 4,000 spectators in bicycle was readily adapted for in uniform during “drills.” 5 The ordi- Minneapolis, but was victorious in an- women with the “drop” frame that nary bicycle had arrived! other Minneapolis Six-Day in Decem- is still common today. By 1892 a visi- The Twin Cities also hosted ber. Louise Armaindo, a well-known tor to Minneapolis reported that the high-profile races and racers. At the female high-wheel racer, appeared city had more than 1,000 “wheel- end of 1885, William Woodside, the at some of these events, as well. Ten Irish Champion, set a record, riding years later, “ladies” Six-Day races were Men and women of the Flour City Bicycle 266 miles in 26 hours in St. Paul. In being held in Minneapolis.6 Club posed on Park Avenue, Minneapolis, January 1886 he was beaten by Albert By 1890 the pneumatic tire and 1890s; one ordinary (far right) among Schock in St. Paul for the “champion- the modern (with two the safety cycles.

86 Minnesota History In 1916 the Minneapolis Tribune crowed that its hometown was once considered one of the greatest bicycle centers in the United States.

men,” including many female riders. . Around this time two other The men had multiple clubs and the Minneapolitans were making names women had the Ladies League Club.7 for themselves: Amelia Sells became Minneapolis’s interest in racing a professional bicycle racer, and continued with the safety bicycle; a A. A. Hanson a nationally known contest in May 1890 included sepa- distance rider. In August 1894, he rate heats for ordinaries and safeties. rode more than 376 miles in 24 hours About this time, one of the most and totaled 21,053 miles for the famous Minneapolis bicycle racers of year—the best record in the country.8 the era, John S. Johnson, began his career. He and his family had moved to the city from in 1881 when n addition to these cycling ce- he was ten years old. Enamored with lebrities, many Minneapolitans both cycling and speed skating, he Irode bicycles for local recre- won the national championship ice- ation, distance touring, and daily skating races in New Jersey in 1893. transportation. Between about 1895 Champion racer John S. Johnson of Minneapolis In August of that same year, he set and 1900 ridership mushroomed— a three-mile bicycle-track record as it did nationally—producing what of riders to ten miles per hour. In in Minneapolis a little more than a has come to be called the bicycle July 1897 the city council agreed to week after being the first cyclist to boom of the 1890s. By 1896 at least extend the asphalt paving on Nicol- beat the famed Arthur A. Zimmer- one Minneapolis church was offering let from Tenth to Thirteenth streets man in a League of American for attendees. While because the cedar-block paving there Wheelmen-sanctioned five-mile racing and touring were common- was the worst in the city and a “bete race from scratch (no head start). place, the city excluded cyclists from noir” to every cyclist.10 This race reportedly inspired Ignaz its many parks, fearing for the safety Bicyclists had to contend not only Schwinn to pursue his dream of of other park users. When a down- with horse-drawn vehicles of varying starting his own bicycle company and town portion of Nicollet Avenue was sizes but also with trolley and racing team. By 1896 “Johnny” John- paved in asphalt in 1895, however, tracks. Like other U.S. cities, Minne- son had purchased a $7,000 house the Tribune reported that the street apolis began experimenting with in Minneapolis with his winnings became a “solid mass of cyclists” horse-drawn trolleys in the 1870s. and sailed to Europe to race with enjoying the new surface every The trolley system then tried cable the Schwinn World Team. In France evening.9 Bicycle traffic became so cars, steam-locomotive cars, and, by Johnson set French records for the intense that the first traffic-control December 1889, electric cars. While half-mile and kilometer and a world police officer was assigned to the electric cars were faster and smoother record for the half-kilometer. In Eng- corner of Nicollet and Sixth Street in than horse-drawn vehicles, many in land he set a new European record 1895 and 1896. The latter year also Minneapolis wondered what might for the quarter-mile and half-mile saw a petition, signed by business happen in the first big snow or elec- and a world record for the kilometer. people who cycled, encouraging the trical storm. Nevertheless, by fall Upon returning to the U.S., he set a police chief and mayor to enforce 1892 the entire system had been record for the mile on a new track in the city ordinance limiting the speed electrified.11

Fall 2010 87 A bicyclist visitor that year de- count of horse-drawn vehicles on remained roughly constant regard- scribed the city as having “perfectly Nicollet had found the busiest times less of weather. level, large wide streets with lines of to be between 10 a.m. and noon and At Bridge Square and Hennepin electric railways running in all di- again from 5 to 6 p.m.14 The 1895 Avenue, the 1895 counts included rections.” By 1894 the Minneapolis count did not report data by time of electric trolleys, both motor cars and Tribune commented that the way day, but it seems likely there were the trailer cars attached to about 25 cyclists zipped along the narrow but level path between trolley tracks, their handlebars almost grazing the In 1895, the city assessor estimated side of the , would make one’s hair that there were 25,000 bicycles in stand erect like the “quills of the fret- Minneapolis. ful porcupine.” Indeed, that Decem- ber a cyclist collided with an electric trolley and broke several bones in his similar morning and evening peaks percent of them—but not the number right hand. This accident was suffi- in bicycle usage with a lull during of passengers on each. The average ciently newsworthy to be reported in working hours. daily bicycle count at Bridge Square the New York Times.12 At Nicollet and Fifth, observa- (426) was about two-thirds that of tions averaged 1,063 bicycle riders all streetcars (638); on Hennepin per day, ranging from a high of 1,475 Avenue, the average bicycle count n December 1895, the Minne- on the warm and dry Friday, Decem- (447) was only one-third of streetcars apolis city engineer decided to ber 20, to a low of 536 on Sunday, (1,352). Given that trolleys usually Iconduct traffic counts in down- December 22 (the Sabbath). Monday, carried multiple passengers, they town locations: Nicollet Avenue at December 16, had the fewest cyclists were clearly a more popular mode of Fifth Street (December 16 through of the work week—675—perhaps transportation than the bicycle, even December 22), Hennepin Avenue at because of that day’s rain. While at the onset of the bicycle boom. Third Street (December 7 through these numbers appear large on their In retrospect, the 1895 traffic December 13), and Bridge Square own, they are even more significant count was timely because it provides (December 17 through December in context of the entire traffic count: a snapshot of urban transportation 23). Civil engineers across the nation bicycles were roughly one-quarter of at the beginning of the bicycle boom. had begun taking traffic counts about all road vehicles. Although there were no traffic counts ten years earlier to judge the strain The 1895 traffic count tallied from 1896 to 1905, other sources that the weight of vehicles exerted on bicycle use in winter only. Not until yield a general view of cycling in roadways and also to keep track of 1907 were counts taken one or two those years. In 1895, the city assessor accidents (including falling horses).13 days each month, allowing later estimated that there were 25,000 Given the interest in traffic weight, historians to estimate seasonal fluc- bicycles in Minneapolis, most of them it is more surprising that bicycles tuations. At that time, it was not un- owned by individuals. The follow- were included in the Minneapolis usual for summer months to have ten ing year, the Tribune reported that counts than that they were omitted times the number of cyclists in Janu- the “generally popular estimate” was elsewhere. Since Nicollet Avenue, the ary and February. This data, applied 30,000. It further noted that about busiest location, would be the site of to 1895, suggests that summertime 2,000 of these belonged to students future traffic counts, it offers the best bicycle use may have been as much and teachers: one out of eight pu- available glimpse of urban cycling in as five times the December count, pils in the upper-elementary grades Minneapolis over time. and the average over the full year through high school and 30 percent The 1895 Nicollet traffic counts may have been three-to-four times as of their teachers rode bicycles. And occurred between 6 a.m. and 7 p.m. large. If so, the average bicycle count then there was the “big battalion of and, therefore, should have avoided on Nicollet Avenue in 1895 might riders at the State University.” 15 most, if not all, of the evening bicy- have been around 4,000 per day— cling frenzy—if it continued into De- close to half of all traffic, assuming Cyclists aplenty on Nicollet Avenue, look- cember. In 1891 a privately sponsored the number of horse-drawn vehicles ing north from Seventh Street, about 1895

88 Minnesota History

With the bicycle boom came the feet wide. By the following year, as that about one in five bicycles dis- cycle-path movement, which worked the national was ending, played a tag. This finding suggests to establish riding lanes, most of there were 28 miles of bike paths that many utilitarian cyclists did not them along suburban thoroughfares within city limits, and “during the obtain tags or use the paths. In the with little traffic. Such paths not season,” at least 25,000 bicycles were end, only 26,000 were sold that year only allowed city dwellers to cycle to in daily use. In addition, cyclists were (about 15 percent of the city popula- popular recreational destinations but given permission to ride on sidewalks tion). The number rose to 30,300 in probably also allowed suburbanites in wet weather in North Minneapolis 1901.18 to commute to downtown. Given the where the road quality was poor. In From the peak in 1901, tag sales proximity of Minneapolis to St. Paul, 1900, when the city took over most declined significantly: slightly more one of the cyclists’ first projects was functions of the MCPA, the bicycle than 24,000 in 1902; just below the construction of paths from each inspector noted there were about 20,000 in 1903, when cyclists pro- city that connected in the middle, cre- 35 miles of paths, and the MCPA tested allowing to use ating the first intercity bicycle path.16 was selling bicycle tags as part of its paths; and then down to 5,376 in In 1896, thanks to members of one-dollar membership dues to raise 1905, when riders objected to plans the privately organized and funded funds for future path construction.17 to tear out the Blaisdell Avenue path. Minneapolis Cycle Path Association By the summer of 1900, tags were By 1909 only 701 tags were sold.19 It (MCPA), the first two bikeways were mandatory for cyclists using these seems likely that there were more cy- created to provide access to Lake paths. Riders found on them without clists than bicycle-tag owners in the Harriet and Lake Minnetonka. By a current tag would be ticketed by later years. Cyclists were, perhaps, 1898, the Report of the City Engineer police and fined one dollar. Officials more interested in transportation noted that Minneapolis had made believed that most of the estimated progress on constructing paths, with 40,000-plus bicyclists in Minneapolis Bridge Square, about 1895: Horse-drawn about 13 miles within the city limits would purchase a 50-cent tag, but by vehicles outnumber the trolleys and lone and 9 miles to Lake Minnetonka. June 15 only 16,000 to 17,000 had cyclist (far right), but two banners adver- Most of these paths were about seven been sold. A street count indicated tise a “Ladies Cycle Race.” Above: Tags, probably displayed on a cycle’s front fork Right: Postcard, about 1905, of the bucolic Minnehaha Creek cycle path

than recreation and less interested in master than the standard model. ceased to be counted as one of the riding on deteriorating bicycle paths, Experimental use, however, seemed pastimes. . . . Many of the outlying while authorities were less interested sufficient to interest many Min- bicycle paths . . . have grown up with in enforcing the bicycle-tag law. neapolitans in skating. By fall 1898 weeds.” 21 Those Minneapolis cyclists the Tribune accurately predicted the who remained were still somewhat coming revival.20 High society would active. Indeed, in 1905 the Tribune icycling generally fell out skate for recreation, abandoning noted: of fashion in the U.S. about the bicycle to the middle and lower B1899 and seemed to all but classes. Just because bicycle riding as a disappear within a few years. Na- Anecdotal evidence confirms craze died out long ago it does not tionally, membership in the League that fashionable pleasure riding follow that there are not thou- of American Wheelmen dropped was declining but utilitarian cycling sands of riders still in Minneapo- from a peak of 103,000 in 1898 to continued. In his 1901 report, the lis and many of them enthusiastic 50,000 in 1900 and 3,000 in 1905. city engineer of neighboring St. Paul ones. . . . Thousands of laboring In Minneapolis, the 1897 introduc- noted: “While the bicycle as a fad men now use their wheels as a tion of the large-wheeled “bicycle” and vehicle for pleasure riding only, means of getting to and from their skate foreshadowed another roller- has passed by, it has come to be the work and this class of people is skating boom. So named because its means of transportation to and from growing every year.22 wheels extended in front and back business for thousands to whom the of each foot—it looked like the feet saving of time and carfare are im- Traffic counts from 1906 to were riding miniature bicycles—the portant items.” The Minneapolis city 1911 also show a steady decline in skate was, ultimately, not success- engineer, in his 1904 report, agreed: cycling—at least on Nicollet Avenue. ful because it was more difficult to “Bicycling in Minneapolis has In 1906 counts were taken there

Fall 2010 91 twice a month from August through and then 16 percent of all traffic. In count dropped from 670 to 250, or a December. Horse-drawn vehicles ac- those two years, the automobile’s modest 7 percent of all traffic.25 The counted for nearly 75 percent of all share increased from 15 to 20 per- fact that bicycles were not counted traffic (daily average: 2,722), while cent. In fact, the automobile count in 1912 suggests that this drop-off bicycles made up more than 20 per- roughly doubled from 1906 to 1908 was perceived as permanent. Bicycles cent (785). Automobiles were the and almost doubled again from 1908 were no longer a significant factor in remaining 5 percent (183). By 1911, to 1910, the year it reached second downtown Minneapolis traffic. when traffic counts occurred once a place. This expanding interest in The ascendancy of automobiles month throughout the entire year, automobiles was foreshadowed in appears to have resulted more from horse-drawn vehicles had decreased 1902, when former distance-cycling increased use than increased vehi- slightly to nearly 70 percent (2,320), record holder A. A. Hanson became cles. Minneapolis had 533 registered but automobiles, at almost 25 per- the world record holder for dis- automobiles in 1907. While registra- cent (800), had overtaken bicycles tance covered on a in 24 tions grew by 30 percent from 1908 for second place.23 hours—634.75 miles.24 to 1910, car travel on Nicollet Avenue The average daily bicycle count Of greater interest to bicycle peaked in 1907 at 823 and then history, however, is the precipitous Automobiles and trolleys on bustling declined into the 600s in 1909 and decline of bicycling from 1910 to Hennepin Avenue near Sixth Street, 1910, when cycles accounted for 17 1911: in one year, the average daily about 1913

92 Minnesota History Minneapolis policeman, about 1905 mushroomed by 95 percent dur- ing those three years. At the same time, the number of bicycles prob- ably did not decline as dramatically as either the sales of cycle-path tags or the drop in cycle traffic on Nicol- let Avenue between 1910 and 1911 suggest. There were an estimated 25,000 to 30,000 bicycles in the city in 1895–96, at the beginning of the boom, and about 40,000 in 1900–01 at its end. By 1919, according to local industry estimates, there were almost 10,000 bicycles—a substantial drop, but still a sizable number.26 Since the bicycle boom began after the transit system was electrified in 1892, it seems that trolley riding was not a substitute for cycling. Bicycles were primarily used for recreation at that time, and streetcars for trans- increase more than 8 percent from ing class. Given the sharper increase portation. Indeed, in 1897 the Min- 1912 to 1913 but then only 4.8 per- in automobile trips, it seems that, in neapolis trolley system was highly cent from 1913 to 1914.28 These fluc- Minneapolis, the car played a greater rated compared to service in 22 other tuations do not seem to coincide with role than the electric trolley in replac- cites, both because of the distance changed bicycle use and are probably ing the bicycle in the 1910s. passengers could travel on the nickel explained by transit-related events, Minneapolitans did not wholly fare and its low per-mile transporta- such as the opening of new lines. abandon the bicycle after 1911. Six- tion cost.27 In the first decade of the As the system expanded to new lo- Day races continued there through at 1900s, however, bicycling appeared to cations, trolleys became more conve- least the 1930s. The police chief first become more oriented to transporta- nient. At the same time, automobiles wanted to put officers on bicycles in tion, and so it is worth asking whether transit improvements played a role in the decline in bicycle use. Increased trolley and automobile Unfortunately, there are no traffic made cycling relatively less counts of daily trolley passenger trips convenient, pleasant, and safe. or ridership during this period, but data from Twin Cities Rapid Transit Company’s annual reports can be could take a traveler to a precise des- 1899 and probably did so, at least used to arrive at estimates. Passen- tination with little effort. Increased experimentally. Newspaper reports ger trips increased from a humble trolley and automobile traffic made confirm that police were riding by 1.3 million in 1878 to more than 56 cycling relatively less convenient, 1906, and cycles were still in active million in 1900 and over 185 million pleasant, and safe. Cycling’s loss of service in 1912. We do not know how in 1915. Since annual growth was a status as recreational high fashion in long this trend continued in Min- steady 5 percent from 1908 through the early 1900s, however, likely did neapolis, but most cities disbanded 1912, trolley riding does not appear not contribute to an increase in trol- their bicycle-police units in the 1920s to account for the precipitous drop ley riders. The trolley never became and 1930s. In addition, other services in bicycle use in 1911. Passengers did high fashion; it was used by the work- in Minneapolis continued to rely on

Fall 2010 93 bicycle transportation in the early inneapolis came back As we celebrate these bicycle- twentieth century, including mail to the bicycle. The city’s related accomplishments, we should and telegram delivery, as period pho- Public Works Depart- also remember Minneapolis’s place 29 M tographs show. ment resumed surveying modes of in history. Its detailed records pro- City residents also continued to travel in the downtown area in 1961 vide important insight not only enjoy the bicycle for everyday use, as when cycling was essentially 0 per- into the end of the bicycle boom the 1919 estimate of almost 10,000 cent of such trips. Its share rose to of the 1890s but also the continu- bicycles indicates. In 1922 some 500 .2 percent in 1974 and .5 percent in ing interest in cycle paths and rid- people, including “old time” racers 1975, peaked at .8 percent in 1981, ing bicycles in the early twentieth Johnny Johnson and A. A. Hanson, and has fluctuated between this and century. As in other U.S. cities, this participated in a bicycle pageant and .9 percent since 1987. The Minneapo- interest was eventually stymied by parade on Nicollet Avenue. By this lis police resumed bicycle patrols in automobile use, streetcar expansion, time, however, Minneapolis was well the early 1990s. A 2005 U.S. census and automobile-centric city plan- on its way to becoming a city whose survey of major cities showed that the ning. However, Minneapolis also transportation system was dominated percentage of trips made by bicycle in shows that with proper enthusiasm by automobiles. The 1917 city plan Minneapolis continued to increase; and leadership, a bicycle revival is was designed to encourage auto­ it had the nation’s second-highest possible in the twenty-first century. mobile commuting from suburbs, percentage of commutes to work by Once again, Minneapolis is setting a leaving inner-city housing for work- bicycle—2.4 percent—exceeded only high standard of bicycle use for other men who could not afford cars.30 by Portland, Oregon, at 3.5 percent.31 cities to follow. a

Notes The author thanks Thomas Burr, Diana Tribune, Jan. 16, 1886, p. 5, Jan. 25, 1886, was not unusual behavior during the bicycle Petty, staff at the University of Minnesota, p. 3, and New York Times, Dec. 25, 1886, boom. A summer evening traffic count in Twin Cities, library, and the Babson College p. 3 (Armaindo); Minneapolis Tribune, Toronto noted 395 cyclists passing an inter- interlibrary loan office for research assis- July 18, 1896, p. 7 (“ladies” races). Peter section between 6:00 and 6:30 p.m.; Chris- tance. Nye, The Six-Day Bicycle Races (San Fran- topher Armstrong and H. V. Nelles, The 1. Star Tribune, Mar. 19, 2010, p. B4; cisco: Van der Plas Publications/Cycle Revenge of the Methodist Bicycle Company, www.wired.com/autopia/2010/04/ Publishing 2006), 24, also credits Minne- Sunday Streetcars and Municipal Reform in bicycling-magazine-50-bike-friendliest- apolis with the first such race that included Toronto (Toronto: Peter Martin, 1977), 169. cities and www.niceridemn.org (accessed both day and night cycling, but he dates it 10. Minneapolis Tribune, Apr. 22, 1896, July 19, 2010); Dylan Thomas, “Minneapo- to summer 1887. p. 2, July 10, 1897, p. 7, Feb. 22, 1916, p. C8. lis’ Pedal Power,” Southwest Journal (Min- 7. Herlihy, Bicycle, 224; Frank G. Lenz, 11. Russell L. Olson, The Electric Rail- neapolis, May 4, 2009), www.swjournal. “Around the World with Wheel and Cam- ways of Minnesota (Hopkins, MN: Minne- com/index.php?publication=southwest era,” Outing, Nov. 2, 1892, p. 149. sota Transportation Museum, 1976), 18. &page=152&story=13652 (accessed 8. Minneapolis Tribune, May 4, 1890, 12. Lenz, “Around the World with Wheel June 23, 2010). p. 16, Mar. 14, 1896, p. 4; New York Times, and Camera,” 149; Minneapolis Tribune, 2. Minneapolis Tribune, Feb. 27, 1916, Feb. 17, 1893, p. 3, Aug. 10, 1893, p. 3, Aug. June 3, 1894, quoted in Smith, Social His- p. C8. 19, 1893, p. 3, Aug. 11, 1894, p. 6, Feb. 4, tory of the Bicycle, 197; New York Times, 3. David V. Herlihy, Bicycle: The History 1895, p. 6, 9, and May 10, 1896, p. 13; Jay Dec. 3, 1894, p. 7. (New Haven: Yale University Press, 2004), Pridmore and Jim Hurd, Schwinn Bicycles 13. City of Minneapolis, Annual Report 93–100; Minneapolis Tribune, Sept. 9, (Osceola, WI: Motorbooks International, of the City Engineer for year ending Dec. 31, 1868, p. 2, Feb. 13, 17, 18, 19, and Apr. 13— 1996), 19, 28–30; Frank W. Schwinn, Fifty 1895 (Minneapolis, 1896), 22–25 (all subse- all 1869, p. 4. Years of Schwinn-Built Bicycles: The Story quent references to 1895 data are from this 4. Minneapolis Tribune, Apr. 30, 1873, of the Bicycle and Its Contributions to Our report); Francis V. Greene, “An Account of p. 3, Oct. 2, 1878, p. 3, June 8, Aug. 15, and Way of Life (Chicago: Arnold, Schwinn & Some Observations of Street Traffic,”Ameri - Sept. 25—all 1880, p. 2. Co., 1989) 47–48. can Society of Civil Engineers 15 (Feb. 1886): 5. Minneapolis Tribune, Apr. 16, 1877, 9. Minneapolis Tribune, May 2, 1896, 123–38. p. 1, Apr. 19, 1877, p. 1, Oct. 2, 1887, p. 11, p. 9, May 11, 1895, quoted in Robert A. 14. An asphalt company conducted this May 22, 1883, p. 4, July 21, 1883, p. 6, Smith, A Social : Its tally; Minneapolis Tribune, Nov. 1, 1891, p. 6. Aug. 7, 1883, p. 6, Aug. 31, 1883, p. 7. Early Life and Times in America (New 15. Minneapolis Tribune, July 19, 1895, 6. New York Times, Jan. 1, 1886, p. 1, York: American Heritage Press, 1972), 184. p. 8, May 31, 1896, p. 9. Mar. 14, 1886, p. 7, May 13, 1886, p. 2, and Smith, 212, relates that the “solid mass” 16. Minneapolis Tribune, May 12, 1896, Minneapolis Tribune, Jan. 21, 1886, p. 3, lasted from 8 p.m. to midnight; a year later, p. 1; Evan Friss, “The Path Not Taken: The Jan. 31, 1886, p. 4, Dec. 26, 1886, p. 6 the May 2 Tribune article reported heavy Rise of America’s Cycle Paths and the Fall of (Woodside and Schock); Minneapolis use from 7:30 to 10 p.m. Apparently, this Urban Cycling,” Cycle History 20: Proceed-

94 Minnesota History Velocipede, or “boneshaker,” about 1865: a novelty warranting a studio photograph by William H. Jacoby.

ings of the 20th International Cycle History 22. Minneapolis Tribune, Apr. 26, 1903, Swett et al., Electric Railways of Minneapo- Conference (Derbyshire: John Pinkerton p. A9, Oct. 26, 1905, p. 9 (quote). lis & St. Paul, Interurbans Special 14 (Dec. Memorial Publishing Fund, 2010), 67–72. 23. Figures here and one paragraph 1953): 17. 17. City of Minneapolis, Annual Report below are from Thomas Burr to Ross Petty, 29. Minneapolis Tribune, Nov. 25, 1931, of the City Engineer . . . 1898 (Minneapolis, Oct. 14, 2005, e-mail with attached notes p. 30, Nov. 22, 1932, p. 29, May 21, 1899, 1899), 67, and Annual Report . . . 1899 from Minneapolis traffic counts. p. 7, Aug. 27, 1899, p. 7, Feb. 22, 1906, p. 6, (Minneapolis, 1900), 27; Minneapolis 24. On Hanson, see New York Times, Jan. 3, 1909, p. 10, Sept. 30, 1912, p. 1; Tribune, June 17, 1899, p. 9, Jan. 14, 1900, Aug. 31, 1902, p. 9. Ross D. Petty, The Rise, Fall and Rebirth of p. A10. 25. Calculations based on Burr to Petty, Bicycle Police (2006), www.ipmba.org/ 18. Minneapolis Tribune, Feb. 20, 1900, Oct. 14, 2005, and Minneapolis, Annual newsletters/ABriefHistoryofPoliceCycling. p. 6, June 15, 1900, p. 5; Isaac Houlgate, Report of the City Engineer . . . 1910 (Min- pdf (accessed June 23, 2010). For a national Guide to Minneapolis Bike Paths (Minne- neapolis, 1911), 11e–14e, 1911 (Minneapolis, analysis, see Ross D. Petty, “The Bicycle as a apolis: Byron & Willard, 1902). Minneapo- 1912), 12e–15e. Average daily counts of au- Communications Medium: A Comparison lis Tribune, Aug. 22, 1903, p. 4, states that tomobiles were 568 in 1909 and 806 in of Bicycle Use by the U.S. Postal Service and 30,300 tags were sold in 1901; a similar 1910. Western Union Telegraph Company,” Cycle story, Mar. 31, 1910, p. 10, reports the total 26. Eric Monkkonen, America Becomes History 16 (2006), 147–59. as 35,000. Urban: The Development of U.S. Cities and 30. Minneapolis Tribune, May 4, 1919, 19. Minneapolis Tribune, Aug. 22, 1903, Towns (Berkeley: University of California p. C7, July 14, 1922, p. 4; July 16, 1922, p. A1; p. 4, Apr. 15, 1906, p. 19, Mar. 31, 1910, p. 10. Press, 1988), 174–75; Minneapolis Tribune, Clay McShane, Down the Asphalt Path: 20. Frank J. Berto, “The Electric Street- May 4, 1919, p. C7. The Automobile and the American City car and the End of the First American Bicy- 27. Minneapolis Tribune, Apr. 11, 1897, (New York: Columbia University Press, cle Boom,” Cycle History 17: Proceedings of p. 39. 1994), 226. the 17th International Cycling History Con- 28. Minneapolis Tribune, Feb. 27, 1906, 31. City of Minneapolis Dept. of Public ference (San Francisco: Van der Plas, 2007), p. 7, Feb. 1, 1912, p. 8, Jan. 28, 1916, p. 10— Works, Report on Bicycle & Pedestrian 91–100; Minneapolis Tribune, Oct. 11, 1897, all figures derived from Twin City Rapid Counts (Minneapolis, Oct. 22, 2007), p. 3, Oct. 17, 1898, p. 3. Transit Company’s annual reports; Ira L. 12–13; Star Tribune, June 12, 1992, p. 1B. 21. City of St. Paul, Report of the City Engineer for 1901 (St. Paul, 1902), 29; Thomas Burr, “French Expansion, Ameri- can Collapse, 1890–1910,” Cycle History 16: The photo on p. 87 (and contents page) is from Frank W. Schwinn’s Fifty Years Proceedings of the 16th International Cycling History Conference (San Francisco: of Schwinn-Built Bicycles. All other images and the cycle-path tags, photographed Van der Plas, 2006), 130. by Eric Mortenson/MHS, are in MHS collections.

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