“a marvel of ingenuity” of some bicycle busi-nesses and cycle clubs. On pages 12-13, ......

Indiana HistorianTheA Magazine Exploring Indiana History

“a marvel of ingenuity”

2 The Indiana Historian, December 1996 © Copyright Indiana Historical Bureau 1996

Focus Bicycles are a common sight todayon paths and roads throughoutthe country. People, young andold, ride for fun, health, andtransportation. As the 1996Olympic games in Atlanta rein-forced, bicycle racing is a popularamateur and professional sport.As a result of all this interest,there is an industry to produceand improve bicycles. Manufactur-ers and entrepreneurs are adeptat producing clothing and “neces-sities” to tempt the rider to invest.

This is nothing new! As thenineteenth century was coming toan end, the bicycle was takingAmerica by storm and becomingone of the most significant inven-tions for social change in Ameri-can history to that time.

This issue focuses on thephenomenon of the bicycle when itwas a short-lived “craze” in the1890s.

On page 3, there is a briefoverview of the significance of thebicycle. On pages 4-5, the eco-

nomic impact of the bicycle isintroduced.

On pages 6-10, the riders ofbicycles are the focus. The map onpage 11 provides a statewideoverview of some bicycle busi-nesses and cycle clubs.

On pages 12-13, the League ofAmerican Wheelmen is discussed.

An exciting addition to theresearch and resources has beenan alliance with Steve Carter,Plainfield, Indiana, who is abicycle collector, restorer, andhistorian. His collection of bi-cycles, replicas, and accessorieshave been the basis for manyillustrations in the issue. On page14, we share some of Carter’sinteresting perspectives.

On page 15, there is theusual sampling of sources andsuggested readings.

On page 16, the photographand the quotation of an automo-bile pioneer provide some perspec-tive of the past and for the presentand future.

The Indiana HistorianDecember 1996ISSN 1071-3301

EditorPamela J. Bennett

Lead ResearcherPaula A. Bongen

DesignerDani B. Pfaff

Contributing EditorsCarole M. Allen, Janine Beckley,

Alan Conant, Dani B. Pfaff,Virginia Terpening

The Indiana Historian provides re-sources and models for the study of localhistory to encourage Indiana’s citizens ofall ages to become engaged with the his-tory of their communities and the state ofIndiana.

The Indiana Historian (formerly TheIndiana Junior Historian) is issued quar-terly from September through June.

It is a membership benefit of the Indi-ana Junior Historical Society. One compli-mentary subscription is provided to Indi-ana libraries, school media centers, andcultural and historical organizations.

Annual subscriptions are available for$5.00 plus tax. Back issues are availableat individual and bulk pricing.

This material is available to visuallyimpaired patrons in audio format, cour-tesy of the Indiana History Project of theIndiana Historical Society. Tapes are avail-able through the Talking Books Program ofthe Indiana State Library; contact the Talk-ing Books Program, 317-232-3702.

The Indiana Historian is copyrighted.Educators may reproduce items for classuse, but no part of the publication may bereproduced in any way for profit withoutwritten permission of the Indiana Histori-cal Bureau.

“a marvel of ingenuity”The title of this issue is part of aquotation from Charles E. Pratt,The American Bicycler:

From 1868 until the present time[1879] the patented improvementshave been numerous, and themechanical details of construction havebeen thoroughly worked out, until themachine has become a marvel ofingenuity and of workmanship; and themodern bicycle has been theredeveloped to its present state ofperfection in strength, lightness, easeof propulsion, certainty of control, andgracefulness of design and operation(19).

Pratt goes on to quote an 1869source on velocipedes:

. . . “The machines now in use areso radically different from those of fifty

years ago, so perfect in propellingpower, so easy to ride, so swift ofmotion, so useful as a means ofconveyance, that it seems impossiblefor history to repeat itself with regard tothe present mania” (20).

Pratt comments: “we can pity theman with the poor thing” that hewas describing.

The quotations help to illus-trate the role of perspective inhistory. Pratt in 1879 was describ-ing the high-wheeler—or ordi-nary—as the modern bicycle. Keepin mind the technology of bicyclesof today as you learn more aboutthe development of the bicycle andattitudes toward it.

Cover illustration: Carolyn andSteve Carter, in period costume,pose on their 1889 Columbia tandemtricycle. According to Carter, onlyfive are now known to exist. IndianaHistorical Bureau; Patricia A. Pollard.

© Copyright Indiana Historical Bureau 1996 3The Indiana Historian, December 1996

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

Number of Establishments 9 2 1 1 1 1 1 1

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.

Bicycle Factories 1895-1896 from Proprietors’ Statements

Bicycle mania—and changeFor most individuals, walking orusing a horse—with or without awheeled vehicle—were the stan-dard transportation options onland until the late nineteenthcentury, even after railroads camein the mid-1800s.

In 1876, Philadelphia held anexposition in honor of the centen-nial of the United States. It washere that the English high-wheeler, or ordinary, was firstintroduced to the American pub-lic. It was not long thereafter thatthe bicycle mania gripped con-sumers.

Robert Smith, a modernhistorian, has written of

the impact of the bicycle on Americanlife, an influence far transcending itsuse for mere sport . . . . especially inthe areas of technological advancesand alterations of the transportationsystem (x).

According to one contemporaryauthor, Maria Ward,

The usefulness of the bicycle beginswhere that of the railroad ceases, for itconnects and opens districts of countrythat the railroad has not reached (2).

Smith asserts thatthe old concepts of social morality andproper conduct were undermined bythe freedom conferred upon those whorode the wheel. As a result, aconsiderable part of American societyhad to re-evaluate its old ideas (112-13).

For the firsttime, morepeople could gowhere and whenthey wanted, ifthey had enoughmoney to pur-chase a bicycle.Early bicycleswere expensive,and, for the mostpart, only thewealthy couldafford them.Others, includingwomen and children, got to ride asmechanical improvements weremade and prices came down.

Social restrictions wererelaxed. Men and women met,talked, and even rode together,without the watchful eye of achaperone. The healthful benefitsof riding a bicycle were promoted.

The bicycle also set the stagefor the coming automobile. Inno-vative manufacturing and market-ing, safety accessories, insurance,service clubs, good roads move-ment, and road maps and signage,for example, were first developedwith the bicycle.General source: Smith, Social History.

You be the historian!The table of bicycle factories on thispage provides limited informationabout workers in Indiana in 1895-1896.• Determine the number of work-

ers. What percentages werewomen and boys?

• Which workers—in what city—had the highest and lowestwages?

• The catalogs of seven Indianacompanies in 1895 show sixteenbicycle models ranging from $30to $150, with an average pricejust over $90. How many hoursof work would it take a skilledlaborer in Richmond to pay for a$90 bicycle? Do you think mostbicycle workers were able to buya bicycle?

Toolroom of the IndianaBicycle Company, 1896.

Indiana Bicycle Company, Waverly(Indianapolis, 1896), 5.


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“Pedestrian curricle”from England introducedin New York City (Pratt, 9).

18191818

“Pedestrian curricle”patented in England by DenisJohnson; improved on theDraisine; called “hobby-horse”; illustration below fromthe patent (Pratt, 8).

Velocipede exhibitedin France; “a three-wheeled vehiclepropelled and directedby both hands and feet”(Pratt, 5).

1779

“Makespeed” (later Draisine ) ;invented by Baron Karl von Drais inGermany; moved “by thrusting hisfeet on the ground”; illustrationbelow is from the French patent(Pratt, 7, 8; Smith, 4).

1816

Johnson’s Pedestrian Curricle

When the English ordinary wasintroduced at the CentennialExposition in Philadelphia in1876, Albert A. Pope, a successfulBoston industrialist, was im-pressed with the new machine. Hesoon visited England to learnabout the cycle industry. He lateropened a bicycle import house inBoston.

Pope hired a patent attorney,Charles E. Pratt, to secure foreignand U.S. bicycle patents so thathe would not have to pay royal-ties. Pope hired a mechanic toconstruct a new bicycle based onthe English design of the ordinary.Allegedly, this—the 1878 “Colum-bia” model ordinary—was the firstAmerican-made bicycle.

Although the bicycle craze

The business of bicyclesstarted on the east coast, it movedwest. Indiana citizens joined in.Harry T. Hearsey was the manwho introduced the safety bicycleto Indianapolis.

In addition to Hearsey, therewere many others who benefitedfinancially from the bicycle crazein Indiana. The standard historyof this period in Indiana notesthat there was in 1895

a total of 17 establishments engaged inmaking bicycles and bicycle parts in 8cities, 9 shops being located inIndianapolis itself. The value ofproducts was estimated at $3,085,377(Phillips, 310-11).

The Indiana Department of Statis-tics Biennial Report, 1895-1896notes that “This is the youngestindustry” and “it makes a fairlygood showing” in the number of

people dependent on it (43, 44).The total establishments reportedpeaked at nineteen in 1899; onlytwo were reported in 1904.

As the map on page 11indicates, there is evidence ofmany more Indiana establish-ments whose business had to dowith bicycles. The table on page 3is probably a low indication of themany people who earned a livingfrom those establishments.

Many related businesses tookadvantage of the bicycle craze:clothing and shoes, roadsidetaverns, bicycle theft insurance,publishers of newsletters, manu-als, and maps, etc.General source: Smith, Social History.

A pair of 1892 Columbia springfork light roadster safety

bicycles from the CarterCollection. Note the

differences between themen’s frame (left) and the

women’s frame (right).

1789 1816

March 4The first sessionof the UnitedStates Congressconvenes(Carruth, 61).

December 11Indianabecomesthenineteenthstate. The Draisine

“Hobby-horse”improvedby LouisGompertz(Pratt, 10).

1821

1821

Indianapolis isplatted.

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1867-1869

“Two-wheeled velocipede” patented in Novemberin U.S. by Lallement (who had emigrated) andJames Carrol; “two wooden wheels, with irontires, of nearly equal size, one before the other,surmounted by a wooden perch”; illustration fromthe patent (Pratt, 13-14; Smith, 6).

1866

1867

Harry T. Hearsey: an Indianapolis entrepreneur

professional bicycle racing.In the spring of 1889,

Hearsey introduced Indianapolisto the “Rudge,” a new Englishsafety bicycle. With great cer-emony, he unveiled the bicycle toa packed Tomlinson Hall, thelargest assembly place in India-napolis.

Hearsey also introduced the“Swift,” an English pneumatic-tired safety, that really caught on.Hearsey publicized this modelwith a relay road trip to Rushville.Sources: Jacob Piatt Dunn, Indianaand Indianans (Chicago: The Ameri-can Historical Society, 1919), 4:1704-6; Indianapolis Star, June 27, 1937;Indianapolis Times, October 1, 1948.

Harry T. Hearsey was atrained mechanic, having workedfor the Cunningham-Heath Com-pany, a Boston manufacturer ofbicycles, and an expert rider. Onan 1885 exhibition tour for hiscompany, he visited Indianapolis.

In 1886, he opened a bicycleshop in Indianapolis at Delawareand New York streets. He thenopened a bigger shop at 116-118North Pennsylvania Street. It wasthe first sales room and ridingacademy in Indianapolis. Heinstalled the “town pump,” a footpump for blowing up the newpneumatic, or air-filled rubbertires. His shop became the popu-lar “hang out” for the city’s bicy-clists and the biggest names in

1867

IndianaUniversityadmits firstwoman student(Thornbrough,507).

U.S. purchasesAlaska fromRussia (Carruth,170).

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1825

October 26Erie Canal officiallyopens, connecting theGreat Lakes with theAtlantic Ocean(Carruth, 103).

1839

“Pedal-poweredbicycle” inventedby Scottish blacksmithKirpatrick Macmillan;illustration on page 14(Wilson, 21).

1861-1865

U.S. Civil War.

“Two-wheeled velocipede”demonstrated in Paris byPierre Lallement, Frenchmechanic instrumental increation (Pratt, 13).

1865

Lallement’s Velocipede (Pratt, 14)

Development and useof bicycle expand inFrance and Englandand then in U.S. (Pratt,18, 20).

1868

The Studebaker Corporationis formed from theStudebaker Wagon Works.Located in South Bend, it isthe largest Indiana wagonand carriage manufacturer(Thornbrough, 420-21).

Themanufacturer’splate of a 1915

safety bicycle bythe H. T. HearseyCycle Company,Indiana from the

Carter Collection.

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1874

Lawn tennis, a new sportinvented in England,appears in the U.S.(Carruth, 182).

1870

Coal miners in Clay County,Indiana earn $1.00 for everyton of coal. Miners furnish theirown tools and blasting powder(Thornbrough, 441).

The accomplished rider

on their own. During the mid-1890s especially, many manufac-turers of bicycles opened ridingacademies within their shops toencourage people to buy theirbicycles. Private academiesopened, generally for the rich.

In Indianapolis, for example,Fred I. Willis, a stenographer forthe H. T. Hearsey Company, alsoserved as a riding instructor. AnIndianapolis News article, Novem-ber 24, 1961 recounts his memoryof teaching Benjamin McKee, the

In 1879, Charles Pratt noted thatthe ability to ride the bicycle easily andgracefully on occasion is already anaccomplishment which no gentlemancan afford to be without (Pratt, 32).

Although Pratt may havebeen somewhat biased, ridingthe high-wheeler—or ordinary—was extremely difficult. Percheddirectly atop a wheel approxi-mately fifty inches high, therider was always in danger oftaking a “header”—being pitchedforward up and over the handle-bars. Hard rubber tires and roughroads added to the challenge.

Even experienced riders werenot immune to falls. An India-napolis News article, February 7,1931, with reminiscences aboutthe Indianapolis Zig Zag CycleClub (1890-1896), states,

woe befell the rider who ‘skidded’ in arut . . . . Carl G. Fisher, who afterwardgained fame in the motor industry,drew for himself the nickname of Crip(cripple) because he frequently, inbursts of speed, took a spill and endedwith many bruises and cuts.

The “safety” bicycle openedthe sport to many other people—including women—because it waseasier to ride and cheaper to buy.Many riders, however, refused togive up their ordinaries.

Most people learned to ride

grandson of President BenjaminHarrison.

Bicycle riders in this timefreely traveled. Zig Zag Cycle Clubmembers in 1931 reminiscedabout Sunday trips on ordinariesto “Greenfield, Columbus,Franklin, Shelbyville, Lebanon,Danville, Martinsville and otherpoints within easy riding dis-tance.”

Adolph Schmuck, writing inthe Indianapolis News, November

13, 1920 remembers a trip withthe Indianapolis Bicycle Clubaround 1890. Twenty-five or thirtymembers—on both ordinaries andsafety bicycles—rode “to Cincin-nati, averaging about forty miles aday, so that it took three days . . . .The intervening nights were spentat Rushville and Brookville.”Schmuck also notes that wiseriders enhance a trip “when itwould be much easier and moresensible to skip over a stretch ofbad road . . . by taking an interur-ban car or a train, or possibly asteamboat.”General source: Smith, Social History,27, 28.

1869

American Velocipede of 1869 (Pratt, 22)

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Modern Bicycle (Pratt, 27)

“Ordinary”introduced to U.S.at Philadelphiacentennial exposition(Smith, 7-8).

1876

“Ordinary” or “high-wheeler”production begun in England;“The wheel is made . . . of steelinstead of wood: the tire is ofround rubber instead of flat iron orsteel” (Dodge, 58-59; Pratt, 28).

1870

Prat

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6.

“American” or “improvedvelocipede” also called a“bone-shaker” brought greatenthusiasm; journal TheVelocipedist begun (Pratt,20-21).


18831880

A system of standard time isadopted by railroads of theU.S. and Canada to eliminateproblems caused by theunsystematic setting of localtimes (Carruth, 195).

An Indiana travelerIn 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 acompanion 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: IndianaHistorical Bureau, 1970), 244-48.

Cottman founded the Indiana Magazine of History in 1904 and wrotea history of the state published in 1925. He “had a sincere love for his nativestate and its history, and enjoyed traveling on foot, by canoe, bicycle, andother conveyance to various areas of the state” (McCord, 244).

Most of Cottman’s description is of the country, but a few commentsthat follow provide some insight about the mode of travel.

One bright morning not long since two of us boarded the train at Southport, nearIndianapolis, and about four hours later wheeled westward out of New Albany, boundfor that greatest natural wonder in all Hoosierdom, Wyandotte cave, some 30 milesaway. The highway connecting New Albany and Corydon is macadamized pike, and oneof the oldest in the State. . . .

We trundled along easily up hill and down dale for the rest of that afternoon, securedsupper at a wayside house, slept in a farmer’s hay mow, and the next morning wereawheel bright and early, blithe and fresh as larks. . . . Before long we approached theancient town of Corydon. . . .

You be the historian!Investigate the means of trans-portation in Indiana in the 1890s.• What are interurbans? Where

are they located? When andwhy did they cease operations?

• Where were railroads located?• Where are railroads located

today? What has replacedmany railroads?

Albert Pope, Boston,begins bicycle importhouse and riding school;commissions mechanic tobuild “allegedly the firstreal bicycle made inAmerica” (Smith, 8).

1877

Pope beganproducingthe Columbiamodelordinary(Smith, 8).

1878

1878

Average pay per dayfor teachers inIndiana townshipschools is $1.90 formen and $1.70 forwomen(Thornbrough, 505).

70% of the school agepopulation of Indiana(ages 5 to 21) areenrolled in school—anincrease from less than50% in 1863(Thornbrough, 477).

League of AmericanWheelmen “organized to‘promote the generalinterests of bicycling . . .’ ”(Smith, 12).

1880

“Safety bicycle” of John Kemp Starley(third model Rover); two nearly equalwheels “with chain drive, diamondframe, and low wheels, influencedbicycle design to the present” (Oliverand Berkebile, 20).

1885

1886

The first successful natural gaswell in Indiana is bored nearPortland in Jay County settingoff a gas boom lasting almosttwo decades (Phillips, 192-93).

Victor Bicycle(safety)patented byA. H. Overman,Massachusetts(Smith, 14).

1887

John Dunlop patentsthe pneumatic tire inEngland (Oliver andBerkebile, 20).

1888

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. . . . . . . . . . . . . . . . . . . .

. . . We reached there[Wyandotte Cave], a veryweary pair of travelers,after pushing ourpneumatics up a huge hillwhich seemed to us averitable mountain. It hasa top, however—an airyeminence where standsthe Rothrock hotellooking out over amagnificent prospect andthis we reached just asthe supper bell wasringing. . . .

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As riders took to the roads in Indiana, and elsewhere, theywere smart to take along essential repair tools. Items fromthe Carter Collection (left to right) are a tire pump, a small oilcan, a screw driver, a fixed wrench, an adjustable wrench, and aspoke wrench.


Unlike the male population, thefemale of the 1890s faced manysocial and physical obstacles—inaddition to money—before shecould comfortably experience thejoys of the bicycle.

Andrew Ritchie, in King ofthe Road, sums up the woman’ssituation at that time:

It was not just a question ofwhether women should have the rightto ride or not (and this was always themain issue until about 1895), but whatthey should wear when they rode,how they should ride, when theyshould ride, who they should ride with,whether they should race, whether itwas good for their health, their morals,their families, their complexions, theirhair and their reputations (146).

As women fought for theright to ride the bicycle, they didso generally in layers of under-garments, including bindingcorsets, long, heavy skirts, andlong-sleeved shirts with high,tight collars. Not only socialattitudes had to be changed, butwomen’s clothing as well.

Etiquette was anotherconcern; books were written forboth men and women on theproper bicycle etiquette. By themid-1890s, the social attituderegarding women bicycle ridershad changed. In the 1896 Eti-quette of To-Day: The Customs

Bicycling for womenand Usages Required by PoliteSociety, there is a supplementalchapter “Etiquette of the Bicycle.”The author, John Wesley Hanson,Jr., states,

The beneficent influence uponwomen is everywhere evident. Thebicycle has given, as nothing else has,the means for healthful exercise,combined with delightful recreation. Ithas gone far toward emancipatingthem from slavish conventionality inboth dress and conduct. It hastaught them the advantage ofsensible and healthful attire. Ithas also imparted a renewedstrength to the natural associationbetween the two sexes, socharacteristic of American life (358).

A “self-help” book publishedin 1896, complete with detailedillustrations, was Bicycling forLadies, by Maria E. Ward. Inaddition to the expectedchapter on “Dress,” arechapters on “Women andTools,” “Tools and How toUse Them,” “Training,”“Position and Power,” etc.Ward notes that “Bicyclingopens a delightful futureto all who attempt itintelligently” (6). Sheprovided in her book theinstruction to accomplishthat goal.

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

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Indianapolis hostsnational meeting ofLeague of AmericanWheelmen.

18981896

Bicycle industry listedfor first time in reportof State of IndianaDepartment ofStatistics.

In Indiana, 17establishmentsmake bicycles andparts with a valueof $3,085,377(state statistics).

1895

George S. Cottmanpublishes in IndianaFarmer report of hisbicycle trip from NewAlbany to WyandotteCave (McCord, 244-48).

1894

In Indiana, 1establishmentmakes bicyclesand parts(federal census).

1890

In Indiana, 19establishmentsmake bicycles orparts (Phillips,311).

1899

In Indiana, 2establishmentsmake bicycles orbicycle parts(Phillips, 311).

1904

1898

U.S.S. Maine

Advertisement Advertisement Advertisement Advertisement Advertisement for L.S. Ayres, in The IndianaWoman, May 28, 1898.

1894

July 4Elwood Haynes’"horseless carriage”completes a successful8 mph trial run onPumpkinvine Pike nearKokomo (Phillips, 312).

April 24Spain declareswar on U.S.Congress passesdeclaration ofwar April 25(Carruth, 221).

1895

U.S. patent issued toCharles E. Duryea for agasoline-driven automobile.Karl Benz had received aU.S. patent in 1894 for aGerman motor car (Carruth,217).

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Carolyn Carter poses in period costume with her 1896 “Outing” byIndianapolis manufacturer, Hay & Willits. Note that the back wheel has athin wooden fender and woven string to protect the woman’s skirt. Thereis also a thin, wooden frame around the chain; paint, pin striping, and nickelplating are original.

The photograph below shows a fully outfitted 1897 “Crescent” modeltandem, 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 inthe back (note the different frames). It has dual steering. This is the GayNineties tandem which inspired the famous song “A Bicycle Built for Two,”by Harry Dacre.

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Charles Pratt, a Boston patent attorneyfor bicycle entrepreneur Albert Pope,was also a bicycle enthusiast and avidpromoter of the sport. In 1879, hewrote the book, The American Bicycler.In 1880, he helped to found the Leagueof American Wheelmen and was its firstpresident.

The American Bicycler became thepremiere guide for American riders,especially for the hundreds of bicycleclubs that were founded during the late1800s. Pratt encouraged bicyclists toform riding clubs stating that the

advantages are good-fellowship,companionship for spins, and social standingin the bicycling community, special stimulus tointerest, and incentives to excellence in riding(Pratt, 165-66).

Another, more serious reason wasto protect themselves and their rightsagainst those who felt the bicycle wasmerely a hazard—for example, team-sters, riders of horses, and pedestrians.

Pratt realized that there is strengthin numbers:

They promote . . . like all other societies andassociations, both individual and collectiveenjoyment, while they mould public sentimentand unite forces for defence and advancement(Pratt, 166).

If a cycle club followed Pratt’s book,it was paramilitary, using the CavalryTactics of the United States Army.Officers were elected, uniforms worn,military formations used while riding,bugle calls used for signals, and a code-of-conduct governed members.

There were many clubs in Indiana.According to Anton Scherrer, writing inthe Indianapolis News, October 29,1948, in the late 1890s,

Indianapolis had around a hundred bicycleclubs. Every texture of society wasrepresented. The clerks of the New YorkStore, some 40 of them, had a club . . . . Andso did the ladies of the Propylaeum. The lattergroup denounced the wearing of bicyclebloomers.

General source: Dodge, The Bicycle, 82.

Bicyclists join together

There were national and local magazines available tobicyclists which kept them informed of the latest in bicycleimprovements, new models, accessories, meets, races,legislation, etc.

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Steve Carter, 1996, wearing his club riding uniform, complete withmedals, with his 1885 “Columbia” ordinary made by the PopeManufacturing Company, Boston. The “Columbia” came with a ten-year guarantee. Compare Carter’s uniform to Pratt’s suggestions:

Short breeches, either buttoned or buckled just below theknee, or knickerbockers with elastic band, are the things forthe legs; with long stockings, and either low shoes or elastic-side congress boots. A short coat or jacket, with woollen shirt. . . with tie to choice, complete the suit.

The most favorite head-gear is the polo or plug cap,though the helmet is much worn; and many clubs prefer a capwith visor . . . (Pratt, 169).


Bicycles in IndianaIt is difficult—if not impossible—to determine all the business enterprises and cycle clubs thatexisted in Indiana around the turn of the twentieth century. The list presented here is a startingplace for exploration of your own local bicycle history.

The Indiana Historical Bureau would like to know the results of your research and havecopies of materials that you may find.

We look forward to hearing from you!Sources: The names of bicycle manufacturers and businesses have been compiled from records of SteveCarter and the Indiana Division, Indiana State Library. The names of cycle clubs are from The Cycle ClubBulletin, 1:41 (June 13, 1896), 3.

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Cass

Miami

Wabash

Huntington

Wells

Adams

JayBlackfordHoward

Carroll

Clinton

Tippecanoe Grant

Warren

Fountain Montgomery

Boone

Tipton

Hamilton

Madison

Delaware Randolph

Wayne

Henry

Hancock

Marion

HendricksPutnam

Parke

Ver

mill

ion

Vigo

Clay

Owen

MorganJohnson

Shelby

Rush

FayetteUnion

FranklinDecatur

BartholomewBrownMonroe

Greene

Sullivan

Knox

Daviess

Martin

Lawrence

Jackson

Jennings

Ripley

Dearborn

Ohio

SwitzerlandJefferson

Scott

Clark

Washington

Orange

Floyd

Harrison

Crawford

Perry

Spencer

Dubois

Pike

Gibson

WarrickVander-burgh

Posey

Allen CountyFt. Wayne Cycling ClubY.M.C.A. Triangle Cycling Club, Ft. WayneMorgan & Co., Ft. WayneRandall Cycle Co., Ft. Wayne

Blackford CountyCongress Cycle Co., Hartford City

Bartholomew CountyColumbia Brass & Iron Co., Columbus

Clark CountyRodgers Clark Cycle Club, Jeffersonville

Clay CountyBrazil Road Club

De Kalb CountyButler Co., Butler

Delaware CountyBall Cycle Co., Muncie

Elkhart CountyElkhart Cycle ClubAriel Cycle Club, GoshenAcme Cycle Co., ElkhartSoudan Manufacturing Co., ElkhartElkhart Cycle Co.Spark Cycle Manufacturing Co., GoshenAriel Cycle Manufacturing Co., GoshenWalker & Stutz Co., Goshen

Fayette CountyWilliam Roberts & Son, Connersville

Floyd CountyT. S. Evans Manufacturing Co., New Albany

Grant CountyMarion Cycle ClubMarion Cycle Co.

Hamilton CountyCicero Cycle ClubNoblesville Racy Club

Henry CountyKnightstown Cycle ClubSpeeder Cycle Mfg. Co., New Castle

Huntington CountyHuntington Cycle Club

Jackson CountyTimms Manufacturing Co., Seymour

Jay CountyJones Cycle Co., Portland

Jefferson CountyMadison Cycle and Athletic Club

Kosciusko CountyWarsaw Cycling ClubC. L. Leonard, Silver Lake

La Porte CountyCrown Cycle Co., La PorteGreat Western Manufacturing Co., La PorteAllen Manufacturing Co., Michigan City

Madison CountyAlexandria Bicycle ClubAnderson WheelmenAnderson Bicycle Wheel Co.

Marion CountyIndianapolis Cycle ClubJunior Cycle Club, IndianapolisMontauk Club, IndianapolisU.S. Military Wheelmen, IndianapolisWaverly Bicycle Club, IndianapolisH. T. Conde Implement Co., IndianapolisArrow Manufacturing Co., IndianapolisSensitive Governor Co., Indianapolis

National Bicycling Co., IndianapolisS. A. Haines Co., IndianapolisDellis Cycle Co., IndianapolisCentral Cycle Manufacturing Co., IndianapolisHay & Willits Manufacturing Co., IndianapolisEclipse Bicycle Works, IndianapolisIndiana Bicycle Co., IndianapolisVan Camp Hardware & Iron Co., IndianapolisFamous Cycle Works, IndianapolisH. T. Hearsey & Co., IndianapolisV. B. Holton Manufacturing Co., IndianapolisWheelmen’s Co., IndianapolisIndianapolis Cycle Co.Mohawk Cycle Co., IndianapolisA. M. Kleinschmidt, IndianapolisMunger Cycle Manufacturing Co., IndianapolisOuting Manufacturing Co., IndianapolisStandard Manufacturing Co., IndianapolisW. G. Ribble Co., IndianapolisSpecialty Mfg. Co., IndianapolisVanguard Cycle Co., IndianapolisProgress Manufacturing Co., IndianapolisPettis Dry Goods [New York Store], Indianapolis

Marshall CountyPlymouth Cycle ClubPlymouth Cycle Manufacturing Co.Marble Cycle Manufacturing Co., Plymouth

Miami CountyPeru Cycle Exchange

Montgomery CountyTallyho Wheelmen, Crawfordsville

Noble CountyAlbion Bicycle Club

Perry CountyTriumph Cycle Club, Tell City

Porter CountyValpo Cycle Club, Valparaiso

St. Joseph CountySouth Bend Cycle ClubCollmer Brothers, South BendCollman Brothers, South BendBrown Brothers, South BendColfax Manufacturing Co., South Bend

Shelby CountyCentury Cycle Manufacturing Co., Shelbyville

Sullivan CountyLedgerwood Cycling Club, Sullivan

Tipton CountyTipton Cycle Club

Vanderburgh CountyEvansville Cycle ClubCopeland Cycle Manufacturing Co., EvansvilleSingle Center Springs Co., EvansvilleEvansville Cycle Works

Vermillion CountyE. E. Harris, Perrysville

Vigo CountyWabash Cycling Club, Terre HauteTerre Haute Manufacturing Co.

Wabash CountyDragon Cycle Club, Wabash

Wayne CountyRichmond Cycle ClubRichmond Bicycle Co.Henley Bicycle Works, Richmond

Whitley CountyChurubusco Cycle Club

Riding conditionsBy way of summary we will state that thenorthwestern section of the state is alake region, very marshy and sandy andunfit for pleasure riding. The same canbe said of the extreme northeasternsection. The central part of the state, asfar down as Columbus, is principally finegravel or macadam roads, mostly level;but with the exception of Floyd andVanderburg[h] counties, the southernsection is wholly unfit for pleasure riding.The southwestern part consists princi-pally of sandy loam. Between Floyd andDubois counties the country is almostunrideable. The southeastern section ismostly dirt and hilly roads.From “Preface,” Tour Book of Indiana (Indianapolis: IndianaDivision, League of American Wheelmen, 1898).

Bicycle clubs

Businesses $


Not everyone was happy with thebicycle and the “wheelmen” whorode them. There were manyaccidents—some fatal. Someinsurance companies chargedhigher rates for bicycle travel thanfor other transportation methods;special coverage for bicycle acci-dents was available. “Victims” ofthe bicycle craze demanded thatthere be protection.

In order to address suchproblems, regulatory laws andordinances were passed through-out the country during the 1890s.First, warning devices such asbells or horns were required.Lights were later required, causingproblems since they used kero-sene. Brakes soon became stan-dard equipment.

Elkhart, Indiana was appar-ently in the forefront. In 1893,Elkhart had a $2 tax on eachbicycle, required a warning device(bell or horn), “and required acyclist to carry an affidavit testify-ing that he had ridden a bicycle atleast two months” (Smith, 199, 224).

Bicyclists were not about togive up their new found freedom,and they demanded the right tothe roads too. In May, 1880, inNewport, Rhode Island, a group ofbicycle enthusiasts, includingattorney Charles Pratt, formed thenational League of AmericanWheelmen (Oliver and Berkebile,22).

According to The OfficialL.A.W. Road Book of Indiana(1896),

The main “planks” in the “platform” ofthe League are to promote the generalinterests of cycling, to ascertain,defend and protect the rights ofwheelmen; to facilitate touring; tosecure improvement in the public roadsand highways and to promote andregulate cycle racing on the track ([7]).

Wheelmen united

Bicycles were quiet and often startled pedestrians and horses. Laws or ordinanceswere passed that required one or more of these warning devices, all made in themid-1890s to the early 1900s: (left to right) English horn, lever bell, ”Search Light”lantern, and “Duplex” whistle which had two tones. Carter Collection.

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Indiana has a place in thisracing history. Marshall (Major)Taylor, of Indianapolis, was “thefirst black American athlete toachieve national recognition andacclaim” (Smith, 162). Taylor’sstory is one of worldwide triumphsand tragedy, because of the racialprejudice at the time.

In 1894, the LAW amendedits constitution to exclude blacksfrom membership. There wasmuch negative reaction to thechange, and local chapters acrossthe country varied in their en-forcement of it. According toSmith, there were many blackcyclists and cycle clubs.

The LAW changed its name inthe twentieth century to continueits fight for better roads. In 1967,the Wheelmen, a national non-profit organization was formed topreserve the bicycling heritage inwhich the LAW had been soimportant.General source: Smith, Social History,193-210, 243-71.

One point on which everyoneagreed—bicyclists, teamsters,pedestrians, businessmen, andfarmers—was that roads had to beimproved. The LAW made betterroads a priority. The organizationdistributed pamphlets and inNovember 1891 began publicationof Good Roads Magazine. By 1897,with over a million members, theLAW was having an effectthroughout the country.

Indiana Governor JamesAtwell Mount (1897-1901) pro-moted better highways:

as a result of his efforts, the statecame to have a good system of “freegraded” roads. . . . when the LAW metin Indianapolis [in August 1898], Mountwas invited to address them as aspecial mark of their approval of hisefforts (Smith, 210).

The LAW also emphasizedracing. Races were generally partof annual meetings, and therewere sponsored events throughoutthe world. There were continuingcontroversies about amateur andprofessional racers, and in 1900,the LAW left racing.


This little booklet—2 5/8 by 4 1/4 inches—is full of interestinginformation about the LAW and Indianapolis in the summer of 1898.It was actually the nineteenth annual meet. Along with theprogram of activities and race events, it includes localaccommodations, transportation, hospitals, etc.; descriptions oftours and runs, including one for wheelwomen; and “Advice fromExperience,” including “Road Etiquette.”

The Indiana Woman, an Indianapolis literary and familypublication founded in 1895, published a “Bicycle Number” for itsMay 28, 1898 issue. The issue focuses on preparations for theAugust LAW national meeting: “There are over 100 miles of well-paved streets in the city, which make Indianapolis one of the mostdelightful cycling centers in the country” (6). The issues of August13 and August 20 provide some coverage of the meeting. An itemquoted from the Pittsburgh Bulletin, indicates the great successof the meeting, attended by about 25,000 wheelmen (in August20, 1898, p. 7).

The 1896 publication advertised here was the firstpublished by the Indiana Division of the League of

American Wheelmen. It includes information aboutthe national LAW, including other state road books,

bicycle insurance, and signals to post about roadconditions , accommodations, etc. available in a

stencil kit. It lists Indiana League hotels in forty-fourcities and repair shops in twenty cities. It is filled

with informative advertisements. The five sectionalmaps designate gravel roads, dirt roads, and hills in

red ink.

A page from the 1898 TourBook of Indiana, the firstcompiled by the Indiana Divisionof the League of AmericanWheelmen. The book is 6 3/4 by4 inches in size. It describes 155routes throughout the stateand is indexed by city name.


Behind the Scenes “Behind the Scenes”“Behind the Scenes”“Behind the Scenes”“Behind the Scenes”“Behind the Scenes” presents some aspect of how the Bureau staff produces each issueof the magazine. The focus may be, for example, the research process, an interpretationproblem, etc. It also enables us to thank our partners and demonstrate that research is acollaboration with often unexpected twists and turns.

Steve Carter, a Plainfield fireman,is a man of the nineties—the1890s. His handlebar mustachemakes him look as if he juststepped out of a history book.That impression is more real whenhe puts on his 1890s reproductionbicycle uniform, climbs on his“ordinary,” and rides away withexpert ease. The Indiana Historianasked Carter to share his experi-ences with its readers.

TIH: How does someone become sopassionate about old bicycles?

SC: It began over ten years ago at a 500Swap meet, when I was offered a ride onan original. After my first ride, I knew Ihad to have one. I purchased a replica ofa high wheel bicycle and began ridingaround home.

TIH: Was it difficult to learn to ride?SC: I felt comfortable after a couple of

days. The initial riding of the ordinary isonly the beginning. After which you honeriding skills and showmanship. Themounting and dismounting is an ac-quired skill.

TIH: How do you determine what periodclothes to wear?

SC: Old photographs and copies oforiginal manufacturers’ catalogs areused to reproduce riding outfits.

TIH: How many items do you have in yourcollection?

SC: There are thirty bicycles and tricyclesand many pieces of memorabilia from

the 1860s to 1910. The collection isalways changing as better examples ormore rare pieces are found. I still dreamof finding a high wheel in someone’sattic or basement but I also dream ofwinning the lottery and have about asgood a chance of either.

TIH: Where do you find old bicycles?SC: Most come from other bike collectors.

I have placed want ads in periodicals,sent flyers to antique dealers and havebeen contacted by people who haveseen articles about my bicycles and myrides.

TIH: How often do you have to restorebikes?

SC: Seldom is the bicycle in show or ridecondition. Part of the enjoyment isrestoring the bike to near originalcondition. As the caretaker of thesepieces of history, I feel the caretaker’sresponsibility is to pass these bicycleson in better condition than I found them.Leather seats, rubber tires and wooden/cork grips deterioate much quicker thanthe metal. The Wheelmen extensivelibrary of original manufacturers’ salescatalogs help. Some parts I can make;other items I must get from an eagermachinist.

TIH: Tell us about your antique bicycle club.SC: The club is The Wheelmen. It was

incorporated in 1967 by a few men andhas grown to over 3,000 members in theU.S., Europe, Australia, and Asia. It isbased on the bicycles built between1816 and 1916.

The Wheelmen meet annually andre-create the bicycle craze. Most dressin reproduction period clothing. There

are rides, seminars, bike displays, andsocial events.

Wheelmen events include demon-strations, displays, parades, ten miletours, a century (100 miles) ride in oneday, and multi-day trips.

TIH: How did you become the NationalHistorian for The Wheelmen?

SC: I started researching the bicycles inmy possession, so I could answer themany questions at parades and dis-plays. The Wheelmen have a libraryfilled with information about early bikesand events. This work grew into becom-ing the National Historian and givingtalks and demonstrations locally,nationally, and even internationally.

TIH: How did you get into the GuinnessBook of Records?

SC: A goal of many Wheelmen is torecreate the first bicycle to cross theU.S. from San Francisco to Boston. In1884 Thomas Steves rode a 50 inchColumbia high wheel covering over3,300 miles in 104 days. In 1992, I rodethe same course (as near as possible)on my 1885 Columbia and covered3,428 miles in 33 days 7 hours settingthe Guinness World Record for HighWheels Trans Continental Crossing inthe process. The most memorableexperience would have to be the greatpeople I met along the route.

TIH: What is the most enjoyable aspect ofthis hobby?

SC: I enjoy all aspects of the hobbyespecially talking to people or groupsand showing them something, that upuntil then, they had only seen in historybooks.

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A reproduction of an1839 “MacMillan” built by

Steve Carter and in theCarter Collection. Note

the treadle pedals.


Selected ResourcesA Note Regarding Resources:A Note Regarding Resources:A Note Regarding Resources:A Note Regarding Resources:A Note Regarding Resources: Items are listed on this page that enhancework with the topic discussed. Some older items, especially, may includedated practices and ideas that are no longer generally accepted.Resources reflecting current practices are noted whenever possible.

Bibliography

• Carruth, Gorton. What HappenedWhen: A Chronology of Life and Eventsin America. New York: Harper & Row,Publishers, 1989.

A handy, abridged edition of TheEncyclopedia of American Facts &Dates.• Dodge, Pryor. The Bicycle. Paris:Flammarion, 1996.

Excellent book on the history ofbicycles. Beautiful photographs.• Maxim, Hiram Percy. HorselessCarriage Days. New York: Harper &Brothers Publishers, 1937.

First-hand account by an inventorabout his experiments with bicycles,the earliest motorcycles, and the firstautomobiles.• Oliver, Smith Hempstone, andDonald H. Berkebile. Wheels andWheeling: The Smithsonian CycleCollection. Washington, D.C.:Smithsonian Institution Press, 1974.

Information about some of theearly bicycles in the museum’scollection. Good illustrations.• Palmer, Arthur Judson. RidingHigh: The Story of the Bicycle. NewYork: E. P. Dutton & Co., Inc., 1956.

Good illustrations of early bicycles.• Phillips, Clifton J. Indiana inTransition: The Emergence of anIndustrial Commonwealth, 1880-1920.Indianapolis: Indiana HistoricalBureau and Indiana HistoricalSociety, 1968.

The standard history for thisperiod.• Pratt, Charles E. The AmericanBicycler: A Manual for the Observer,the Learner, and the Expert. Boston:The Author, 1880.

Excellent source; considered thepremier guide for bicylists at the time.• Pridmore, Jay, and Jim Hurd. TheAmerican Bicycle. Osceola, WI:Motorbooks International Publishers& Wholesalers, 1995.

Good source on the history andmany types of bicycles.• Ritchie, Andrew. King of the Road:An Illustrated History of Cycling.London: Wildwood House, 1975.

Excellent reference.

as a championship bicycle racer.• This Fabulous Century: Prelude,1870-1900. New York: Time-LifeBooks, 1970.

Industrial development and growthin U.S. are covered.• Walker, Robert H. Everyday Life inThe Age of Enterprise: 1865-1900.New York: G. P. Putnam’s Sons,1967.

Covers America’s industrialdevelopment and growth.

Selected Student Resources

• Davies, Eryl. Timelines Transport:On Land, Road & Rail. New York:Franklin Watts, 1992.

Surveys the development of landtransportation in relation to needs,skills, and technologies. Illustrationsare very helpful.• Lafferty, Peter, and David Jefferis.Pedal Power: The History of Bicycles.New York: Franklin Watts, 1990.

Includes use of bicycles from theirorigin to the present day, withexcellent illustrations. Intermediatereaders.• Pursell, Thomas F. Bicycles onParade: A Brief History. Minneapolis:Lerner Publications Company, 1980.

Covers 1790s to modern times inan easy-to-read style.• Woodforde, John. The Story of theBicycle. New York: Universe Books,1971.

An easy-to-read history.

Special Thanks

• To Steve and Carolyn Carter,Plainfield, Indiana for sharing theirtime, knowledge, and collections.• To John Phung and William Kelly,photographers with the IndianaDepartment of Transportation, fortheir work in documenting the CarterCollection for the Indiana HistoricalBureau.

• Smith, Robert A. A Social History ofthe Bicycle: Its Early Life and Times inAmerica. New York: American HeritagePress, 1972.

An informative, easy-to-read bookon the social impact of the bicycle.• Thornbrough, Emma Lou. Indianain the Civil War Era, 1850-1880.Indianapolis: Indiana HistoricalBureau and Indiana HistoricalSociety, 1965.

The standard history for thisperiod.• Ward, Maria E. Bicycling for Ladies.New York: Brentano’s, 1896.

A delightful manual for women whowant to know about and ride thebicycle.• Wilson, Anthony. Visual Timeline ofTransportation. London: DorlingKindersley, 1995.

Beautiful photographs used toillustrate this timeline.

Suggested Reading

Your local library should have manybooks on the history of the bicycle.• Beeley, Serena. A History of Bi-cycles. Secaucus, NJ: Wellfleet Press,1992.

Deals extensively with the Englishhistory of the bicycle, but includesmuch about American bicycles.Beautiful photographs.• Levinson, Nancy Smiler. Turn of theCentury: Our Nation One HundredYears Ago. New York: Lodestar Books,1994.

Life in America during the height ofthe bicycle craze.• Ritchie, Andrew. Major Taylor: TheExtraordinary Career of a ChampionBicycle Racer. San Francisco: BicycleBooks, 1988.

Excellent biography of MajorTaylor, Indiana’s world championbicycle racer.• Taylor, Marshall W. “Major.” TheFastest Bicycle Rider in the World: TheStory of a Colored Boy’s IndomitableCourage and Success against GreatOdds. Freeport, NY: Books for Librar-ies Press, 1971.

Originally published in 1928, thisautobiography details Taylor’s career


Indiana Historical Bureau140 North Senate Avenue • Room 408 • Indianapolis, Indiana • 46204-2296 • 317-232-2535 • TDD 317-232-7763

The next stepHiram Percy Maxim in his 1937 book commentsabout the advent of the automobile in 1895:

The reason why we did not build mechanical road vehiclesbefore this . . . was because the bicycle had not yet come innumbers and had not directed men’s minds to the possibilities ofindependent, long-distance travel over the ordinary highway. . . .The bicycle created a new demand which it was beyond theability of the railroad to supply. Then . . . the bicycle could notsatisfy the demand which it had created. A mechanicallypropelled 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? Theautomobile demand had to come before a reliable gasoline-engine could be developed. When this engine became availablethe airplane appeared. The airplane . . . is one of our establishedsystems of transportation. . . . The airplane has created ademand for something beyond the ability of the gasoline-engineto supply. This something is bound to appear. Who shall say thatanother fifty forward-looking men are not at work independentlyupon it at this moment, keeping their efforts secret just as wehorseless-carriage pioneers forty years ago kept our effortssecret, and just as blissfully ignorant of one another’s existenceas 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? Whatdiscoveries have proved his point?

• Apply Maxim’s point to the present and predictwhat the future may hold for transportationtechnology.

Hiram Percy Maxim’s “first horseless carriage, built in 1895” (Maxim, 81).

“a marvel of ingenuity” of some bicycle busi-nesses and cycle clubs. On pages 12-13, ......

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