Chapter 28

Richard C. Hemmings, of New Haven, Conn. Velocipede. No. 92,528. Patented July 13, 1869.

“This invention relates to a new and improved method of constructing and operating velocipedes, whereby they are made more durable, and at less expense, than heretofore; and

“It consists in rotating a traction-wheel, by means of a traversing-wheel bearing on its inner surface, and revolved by the operator within the rim of the wheel, as hereinafter more fully described.

“The propelling-power is applied to the band-wheelsEby means of the hand-cranksf,f, leaving the feet of the operator at all times free.

“In starting the velocipede, the first movement is given by the operator’s running or walking a short distance on the ground while astride the saddle. When a start is thus obtained, the motion is readily continued by turning the pulleysEwith the hands.

“When the weight is below the centre, and the feet near the ground, and always free, very little difficulty is experienced in balancing and guiding the machine; and, as numerous experiments have proved, the ease with which it is worked and the velocity obtained render it quite equal, if not superior to any velocipede in use, while the expense of constructing them is far less.

“Having thus described my invention,

“I claim as new, and desire to secure by Letters Patent,—

“1. In combination with a single-wheeled velocipede, the reachC, with its guide-pulleyse,e, and traverse wheelB, arranged substantially as and for the purposes herein shown and described.

“2. The combination of the traction-wheelAwith the traverse-wheelB, substantially as and for the purposes herein shown and described.

“Richard C. Hemmings.”

S. Wortmann, of New York. Velocipede. No. 93,030. Patented July 27, 1869.

An early tandem showing the true sociability of the same; observe the peaceful harmony of the city gentleman, with chimney-pot hat, and the sombreroed cow-boy.

“This invention relates to a new vehicle, which is to be propelled by the upper or lower extremities of the person or persons which it supports, and which is provided with a fly-wheel in such a manner that the same may at will be thrown into or out of gear. This fly-wheel will gather power in going down-hill, and will then give it up in going up-hill, thereby facilitating the ascending of hills, and preventing too great rapidity while going down-hill.

“The invention consists in the general combination of parts, whereby two persons may be accommodated on the vehicle, and also in the aforementioned arrangement of the fly-wheel.

“When the fly-wheel is thrown into gear, as aforesaid, it will serve to gather power, to facilitate the riding up-hill, and to steady the motion down-hill.

“2. The fly-wheelK, mounted on a separate shaft,J, the sliding pinionf, in combination with the leverg, substantially as herein shown and described, for the purpose specified.

“The above specification of my invention signed by me, this ninth day of June, 1869.

“Simon Wortmann.”

You will have to make that front man do some work, Simon, or you will fall behind the band-wagon in spite of your fly-wheel.

S. H. Sawhill, of Cambridge, Ohio. Velocipede. No. 93,751. Patented August 17, 1869.

“This invention relates to a new two- or three-wheeled velocipede, which is to be propelled by hand, and which is so constructed that it can be easily operated, and that the body will be sustained in the most advantageous position.

“The invention consists in several improvements of the driving-mechanism, of the foot-supports, and steering-mechanism, which, separately or combined, tend to produce a simple and convenient apparatus.

“A, in the drawing, represents the front wheel of my improved velocipede.

“The rider, holding the feet on these fixed barsI, can readily, and by an imperceptible motion, turn the post to guide the apparatus in any desired direction.

“I claim as new, and desire to secure by Letters Patent,—

“1. The steering-postC, constructed, as described, of the two parallel barsa,a, hung upon the crank-axleB, and connected by the platesb,d, between which the end of the reachDis pivoted, said post being provided at its upper end with the crank-shaftJ, and near its lower end with the foot-restsI, as herein described, for the purpose specified.”

Another manumotor carriage. Had the inventor ever attempted to climb some of the hills to be seen in Maryland, I fear he would have sacrificed his ambition, let the idea go unheralded to the world, and saved his patent fee.

G. Lowden, of Brooklyn, N. Y. Velocipede. No. 96,128. Patented October 26, 1869.

“There are only a few of us left.”

“This invention relates to a new and useful improvement in velocipedes, and consists in the method in which power is applied for driving it.

“Power is applied to this ratchet by means of the pawlsfandg, the former of which is pivoted to the frameh, and to which the saddleiis attached; the other pawl is pivoted to the frame J, to which the foot-pieceskare attached.

“When the weight of the rider is thrown either upon the saddle or upon the foot-pieces, the pawls act upon the ratchet-wheel, and rotate the axle.

“As before stated, motion is given the velocipede by working the pawls in the ratchet-wheel, as the weight of the rider is thrown alternately upon the saddle and upon the foot-pieces.

“This operation gives him the motion and exercise of ahorsebackride.

“No crank is employed, and consequently the vehicle may be started at any point, and the operating parts being attached to and supported by the main axle, there is nothing likely to break or get out of order.

“Having thus described my invention,

“What I claim as new, and desire to secure by Letters Patent, is,—

“1. In combination with a velocipede, the ratchet-wheelE, pawlsfandg, and yokeshandJ, arranged and operating on the axleA, substantially as described.

“In combination with the ratchet-wheelEand weighted yokeshandJ, the reachM, postO, brakeS, and rodsr, arranged substantially as described, for the purposes set forth.

“George Lowden.”

Only get the motion of a man on horseback, and our early cycle inventors thought the goal was reached. One would almost think that this motion was what gave power to the horse in those days.

E. A. Lewis, of Missouri. Velocipede. No. 96,124. Patented, Oct. 26, 1869.

“This invention has for its object to so construct the cranks of velocipedes that they are made longer where the greatest power is required, without increasing the diameter of the circle to be described by the foot.

“The invention consists in the use of sliding cranks, which project from both sides of the shaft.

“One end of each crank is guided by a fixed eccentricgroove or track, in such manner that the crank-pin is moved away from the shaft as long as the power is applied to the same by the foot. When the power is not required, on the return stroke, the crank-pin is drawn close to the shaft, and thus, without describing a large circle, the crank-lever is made longer than usual, when required.

“Thus, a twelve-inch crank-bar can produce a nine- or ten-inch working-crank, while the crank-pin describes a circle of not more than twelve inches diameter. Heretofore, a twelve-inch circle was described by a six-inch crank. Greater leverage and power are thus obtained by my invention.

“Edwd. A. Lewis.”

This is one of the most deceptive schemes in cycle history; if it worked as the inventor implies, we should have perpetual motion in fact. A man cannot transmit power to the wheel while the crank is coming up, except the little he can get by ankle-motion. A close examination will show that, whereas the crank is longer, the man has a proportionally less number of degrees through which he can drive it. Time, as well as force, enters into the problem of driving a bicycle; the time is equal to the number of degrees the crank travels through; here a man only has one-third, or less, of the circle, through which he has any power to turn the wheel. It is of no advantage to have one-third longer leverage if you have one-third, or over, less time, or number of degrees, to transmit power. The enormous mistake of this inventor consists in the fact that it would actually be better if he transmitted his power through the arc of short, rather than that of the long, leverage. If you do not increase your vertical amplitude, or resultant, depend upon it you cannot increase your power unless, at least, you push through a comparable number of degrees at better advantage.

F. H. C. Mey, of Buffalo. Velocipede. No. 109,644. Patented November 29, 1870.

“To all whom it may concern:

“Be it known that I,F. H. C. Mey, of Buffalo, in the county of Erie and State of New York, have invented a new and improved Dog-Power Vehicle.

“This invention relates to vehicles which move from place to place on roads, pavements, etc., and consists in an improved construction thereof.

“Ais the driving-wheel, which in this instance is in the front of a vehicle having three wheels, but may be in the rear, if preferred, or in any other location.

“The animals being placed in this tread-rim, as represented in Fig. 2, and caused to work, will impart motion to the wheel and to the vehicle, as will be clearly understood.

“Having thus described my invention,

“I claim as new, and desire to secure by Letters Patent,—

“The combination of wheelA B Cwith a pair of wheels and body to form the running-gear of a vehicle, in the manner shown and described.

“F. H. C. Mey.”

The claim could have been greatly improved by including the whipDand femaleEin the combination; at least, it is certain that these two elements would be needful. Two twenty-five pound dogs would hardly tread-mill a hundred-pound vehicle and a hundred-and-fifty-pound female up some of the Baltimore hills.

J. L. Hornig, of Jersey City. Velocipede. No. 191,145. Patented May 22, 1877.

“The saddleImay be made adjustable longitudinally on the balance-beamE, or it may be made to slide thereon longitudinally.

“A hand-lever,K, pivoted to the reach, and connected with the crankg, serves to throw the crank off the centre in starting the vehicle.

“The saddleImay be a side-saddle for ladies’ use, and two removable saddles may be provided for a single vehicle, one of which may be a side-saddle, and in this way a single velocipede may be used either by a gentleman or lady, or by boys and girls.

“The operation of the invention is as follows: The rider throws his weight alternately on the treadle and on the seat, rising on his feet when throwing his weight on the treadle, and lowering himself upon the saddle again,as in riding a galloping horse. In this way the entire weight of the body is utilized, both in rising and falling, to propel the vehicle, the muscles being used in a far more advantageous manner, and furnishing a much more healthful exercise than in the propulsion of a velocipede by the use of first one foot and then the other in the highly-disadvantageous method of applying muscular power heretofore employed.”

Good for Mr. Hornig! But he will have to get his galloping velocipede on the market pretty soon or his patent will expire.

Scientific American, September 1, 1877.

“The tricycle, as it is designated, shown in the accompanying engraving, consists of a rectangular frame made of iron or steel tube, which carries a double-cranked shaft in patent parallel bearings. The driving wheel, forty-two inches in diameter, is arranged on a left-hand side of the rider; and the other side of the rectangular frame is produced, front and back, for carrying the forks of two 22-inch steering wheels. These forks are connected by a rod, fixed to the outside of one and the inside of the other, so that both wheels are turned together by the steering handle. The effect of this arrangement is that the rider is enabled to thread his way between other vehicles with the greatest ease; and it is even said that he can describe a figure 8 in a length of twelve feet. The seat is mounted on four steel springs of S form, which are attached to the frame by nuts on the screwed ends of the stays carrying the pin on which the pedals work. Rods jointed to the pedals turn the crank-shaft, as will be seen in the engraving. The second handle is merely to afford support for the left hand while the right is occupied in steering.

“The tricycle is fitted with tangent wheels, in which the spokes are crossed, and each spoke locks the other. By this arrangement greater lightness can be obtained for a given strength; and another great advantage is that in the event of a spoke being broken, another can be replaced by the rider in a few minutes. The machine can be readily taken to pieces and packed in small compass.”

This is the pattern of tricycle shown upon the Starley monument at Coventry, and is that which was afterwards changed from the lever-motion to the crank and sprocket-chain, and extensively manufactured at a great works in the Cycle City.

E. Baker, of Salem, Mass. Devices for propelling wagons. No. 200,016. Patented February 5, 1878.

“To all whom it may concern:

“Be it known that I,Elbridge Baker, of Salem, in the county of Essex and State of Massachusetts, have invented Improvements in Wagons, of which the following is a specification:

“This improvement in wagons consists in mechanism arranged, as hereinafter described, to act directly on the ground to propel the wagon.

“Each rod has a pronged foot-piece,f, and between the foot-piecefand the crank-hanging of each rod the rod is suspended by a flexible line,g, from the body of the wagon.

“Turning the crank-shaftbin any suitable manner causes the pronged foot-pieces,fof the rodsd1,d2,d4, andd5to take hold of the ground, and thereby propel the wagon, and by arranging the cranks as is shown in the drawings one rod after the other is brought into and out of action, securing a continuous action of the mechanism to propel the wagon, all as is obvious without further explanation.

“The linesghold and keep the rods to the action of their crank-arms, and cause the rods to be properly brought, from time to time, by the cranks into operating positions on the ground.”

This device is a logical sequence of Mr. Croft’s, being a combination of shoving-bars worked by machinery instead of by hand. This patent is now expired and can be used by anybody.

E. N. Higley, of Somersworth, N. H. Velocipede. No. 201,179. Patented March 12, 1878.

“The invention consists in an arrangement of pulleys upon each side of the crank-arm, and pulleys of similar construction upon the sides or ends of the axle of the road-wheel, and connected together by chains or other suitable means, whereby the carriage may be propelled by the feet alone without turning around or otherwise operating the hand-shaft; or the hand-shaft may be employed, when desired, to aid or assist the feet, as circumstances may require; or both sets of pulleys may be used by the hands and feet to increase the speed of the carriage.”

W. Klahr, of Meyerstown, Pa. Bicycle. No. 285,821. Patented October 2, 1883.

Mr. Klahr was one of the early geniuses that appreciated the utility of the anti-vibrator. Notice the spring upon the front reach. This is a device quite similar to that used by many makers of rear-drivers in the past few years. The inventor does not claim this, however.

Bruton’s English Patent. Provisional specification. No. 208. January 18, 1879.

(This Invention received Provisioned Protection only.)

“Edward George Bruton, of No. 1, Park Crescent, Oxford. ‘Certain Improvements in the Form and Method of Imparting Motion to Velocipedes, Carriages, or other Vehicles.’

“This Invention consists of a new form of imparting motion to velocipedes or other vehicles having three or more wheels, which wheels shall receive their motion from a traversing platform, to which motion is imparted by walking or running thereon; the platform consisting of endless bands, of a substance offering resistance to the foot, passing over rollers suspended from the said vehicle, which rollers, by pulley-bands, chains, or other means, put in motion certain wheels of the said vehicle and thereby propel the same.”

We have heard the tricycle compared to a tread-mill by unkind and wearied riders, but it has remained for our English brother, Mr. Bruton, to make the comparison a veritable fact.

F. Langmaak and P. Streiff, of San Francisco. Velocipede. No. 228,908 Patented June 15, 1880.

“... By having a pair of the levers an alternate motion is kept up and a continuous revolution of the driving-wheel maintained.

“A ratchet and pawl, ball-clutch, or eccentric friction-clutch will accomplish this object, the latter being preferable, owing to the absence of noise.

“With the large wheel, and the rider sitting below the centre of gravity, a slow motion can be maintained and the effort to propel it need not necessarily be great.”

A. C. Monnin and P. Filliez, of Canton, O. Bicycle. No. 361,310. Patented April 19, 1887.

“It will be seen that by our peculiar arrangement an operator can use his hands and feet in propelling the bicycle proper, and that great speed can be made by reason of the wheelsEworking on the pinionsb. It will be understood that to the rear end of the armGis attached, in the ordinary manner, a small travelling wheel, and, if desired, two wheels may be attached to the armG. It will also be understood that a suitable saddle is to be properly attached to the armG.”

G. B. Scuri, of Italy. Velocipede. No. 242,161. Patented May 31, 1881.

“To all whom it may concern:

“Be it known that I,G. Battista Scuri, a citizen of the Kingdom of Italy, residing at Turin, have invented new and useful Improvements in Velocipedes.

“My invention relates to improvements in that class of velocipedes called ‘monocycles,’ in which but onewheel is employed, that serves both as a propelling and steering wheel.

“The velocipedes which have heretofore been chiefly used are the bicycle and the tricycle, and to a limited extent the quadricycle, or four-wheeled velocipede, in all of which the support for the driver is so arranged as to practically throw his weight upon the front and rear wheel axles. The power required to propel these various species of conveyances increases proportionally with the number of wheels employed, and the relative diameters of the latter, as well as the mechanism employed for propelling and steering the same, together with the weight of the apparatus. It is obvious therefore that the power required to propel these conveyances diminishes proportionally with the number of the elements referred to. Consequently, to reduce this power to a minimum, it will only be necessary to correspondingly reduce the number of propelling-wheels, the propelling and steering mechanism, and the weight of the apparatus.

“To obtain these results I employ but one wheel.

“In a monocycle that is constructed to support the entire weight of its driver, it is absolutely necessary that said weight, as well as that of the supports for the same and all other mechanism, either for propelling or steering, should be thrown upon the one wheel-axle and be adapted to be equally balanced thereon.

“By means of this construction and arrangement I obtain a velocipede that can be propelled with comparatively little fatigue, and the cost of construction of which is reduced nearly one-half of that of the ordinary velocipede.”

Judging from this invention they must be expert riders in every way in Italy; it must be supposed that the inventor at least could manage it. If reducing the mechanism increases the power in such a proportion, why not do away with all mechanism and have infinite power?

B. Smith, of San Francisco. Velocipede. No. 249,207. Patented November 8, 1881.

“The rider is supported upon a seat or saddle,Q, directly above the stirrups, in a nearly standing position, his feet resting upon the stirrups, and he operates the clutches alternately by a walking movement, or he can operate the mechanism in a standing position without the seat or saddle. The clutch-levers alternately engage with the rims or pulleys on the axle, as their outer ends are pressed downward by the backward walking movement of the foot of the rider, and releasing them as the foot rises in stepping forward, the rope reeving through the pulleys in each direction alternately as the levers are alternately raised and depressed.

“The operation will then be as follows: When a downward pressure is applied to one lever its lower arm or prong,g′, pressing upon the face of the diskF, draws the case or frame forward, so as to press the rollershagainst the face of the disk, thus clutching or gripping the disk at three points, so as to clamp the frame or case to it. The downward pressure of the lever then turns the disk and axle until the lever of the opposite clutch has gripped the other disk in the same way.

“In a four-wheeled carriage a seat or body can be placed upon the front part of the vehicle for carrying another person or parcels.

“I thus provide a vehicle that is propelled by a walking movement similar to that employed in operating the bicycle. It can be operated with very little exertion, and it enables the rider to carry another person or packages, if he desires.”

This gallant tandem inventor was at least not guilty of requiring his lady to do any work.

R. Tragardh, of Chicago. Velocipede. No. 250,607. Patented December 6, 1881.

This is a sample of many patents in which the inventors try to combine the elements of a bicycle and tricycle, thereby defeating the end of each.

J. Renetti. Velocipede. No. 96,963. Patented November 16, 1869.

A clutch-lever machine of some merit, considering the early date of the patent.

This is a rear-driver with front wheel as large as the rear, though not a single-track machine.

W. H. Hull and J. W. O’Rear. Velocipede. No. 259,853. Patented June 20, 1882.

“This invention consists of the construction and arrangement, as hereinafter described, of a vehicle to be propelled and guided by the rider, the driving-power being applied by means of hand-cranks and the guiding being effected by the foot of the operator.

“Arepresents the hind axle, whereon the two hind wheels,B, are fitted by means of the well-known rose-clutch deviceC, the frameH, and turned by hand-cranksI, to be worked by the operator, who sits upon the saddleJ.

“We have also arms,Y, for the application of the feet of the operator to steer the vehicle, while the lever ranges rearward towards the operator for being conveniently worked by hand.

“The construction is very simple and cheap, and the arrangement is calculated to afford a convenient and easily-operated hand-power vehicle.”

Messrs. Hull and O’Rear find that it is better to steer with the feet and propel the machine by the arms. The rider is peering anxiously forward as though somebody was ahead of him, and he appears rather disconcerted from some cause; which makes us think the picture has been taken from real life.

C. M. Schaffer, of Louisville, Ky. No. 291,781. Patented January 8, 1884.

“The object of my invention is to furnish a safe and convenient velocipede of the unicycle type; and to that end my invention consists in certain novel features of construction and arrangement, as hereinafter described and claimed.

“The operator may stand erect, and in order to obtain the necessary vertical space without too large a wheel the rim or felly is made of considerable width, as shown in Fig. 2. With this wide tire the wheel will stand without support, and I prefer to use a recessed tire or two smaller tires, as shown, between which is a rubber or elastic band to prevent concussion and noise.

“To allow of entering the machine, a portion,c′, of one felly is made separate, and the hubamade with a hinged segment,a2, to which the spokes from the felly-segmentc′connect, so that the latter can be swung out.”

Mr. Schaffer does not seem to have provided any very ready means of escape for the bird in case the cage should run away or collide with another.

B. G. Burlinghausen, of Cleveland, O. One-wheeled Velocipede. No. 299,617. Patented June 3, 1884.

“My invention relates to improvements in one-wheel velocipedes; and it consists in certain features of construction and in combination of parts hereinafter described, and pointed out in the claim.

“As the operator must sit some distance back of the axis of the wheel, some force is required to support or balance the seat and operate in the required position, and this is furnished by the sliding weightHsecured by a set-screw on the rodG.

“What I claim is,—

“In a one-wheel velocipede, the combination, with the hubs, the hangersD, depending from said hubs, and cranks secured to the hubs for revolving the wheel, of the cross-pieceE, the balance-rod provided with the adjustable foot-rest, and the seat secured to the upper surface of the cross-bar, substantially as described.

“In testimony whereof I sign this specification, in the presence of two witnesses, this sixth day of March, 1884.

“Bernerd G. Burlinghausen.”

This device works entirely as a manumotor or hand-carriage. It is questionable if any prudent rider would care to be enclosed within this structure if there were many hills to descend. To be sure, if the seat gets fast, he can kick the spokes, as in the case of a squirrel and cage-reel, thus keeping himself upright, but this would be attended with great labor and requisite skill.

R. von Malkowsky, of New York. Velocipede. No. 310,548. Patented January 6, 1885.

Just fills a need long felt by the cyclist. There is a certain action claimed for it, in which pressure of air is used on the treadles which helps to propel the machine; but this is only a secondary element in the mind of the wary cyclist; no sooner will he see this invention than he will grasp the idea of getting keys to it and having it play him a tune, as he speeds on his lonely way. And then, how nice to sit down, unscrew a pedal, remove his treasure, and produce sweet strains of silvery music. A new short method of instruction for playing upon this new combination may go with each cycle sold, such that any rider could soon comprehend. Below find brief of specification.

“From the lower ends of the forkCextend, in downwardly or backwardly direction, fixed brackets,C′, to which are applied closed expansible bellows,D, of oblong shape, one at each side of the driving-wheelA.

“The combination, in a velocipede, with the driving-wheel, of closed bellows supported on fixed brackets of the fork, forked pedal-rods connected at the lower end of the bottom of the bellows, and at the upper end to a transverse oscillating balance-rod.

“R. von Malkowsky.”

W. Bevan, of London, England. Safety Attachment for Bicycles. No. 319,385. Patented June 2, 1885.

“To all whom it may concern:

“Be it known that I,William Bevan, a subject of the Queen of England, residing at London, England, have invented a new and useful Improved Bicycle Safety Attachment for Learners, of which the following is a specification.

“If the wheelsBbe raised from the ground a short distance, considerable swaying of the machine will be possible without its quite tumbling over.

“As shown in Fig. 2, the wheels are upon the same level as the large wheel, and the machine is well supported, so that a person ignorant of the art of riding a bicycle can ride a machine fitted with this appliance.”

This is another gentleman who thinks he can balance the bicycle by means of out-riggers. However ridiculous this scheme may be, this inventor does not deserve the first prize. A machine shown at one of the London exhibitions, in which the two small wheels were replaced by iron sled-runners, should be the subject of our highest award. The inventor of our machine shown can well say that a person need not be able to ride; I recommend he make himself expert at headers, however.

J. O. Lose, of Paterson, N. J. One-wheeled vehicle. No. 325,548. Patented September 1, 1885.

“I may operate my unicycle by either clock-work or steam, instead of foot-power.

“A small boiler may be placed under the platformO, with steam-pipe to convey the steam to the inner rim of the large wheelA.”

You have all heard of the “merchant of Rotterdam, whose legs were a compound of clock-work and steam.”

“To all whom it may concern:

“Be it known that I,John Otto Lose, a subject of the Emperor of Germany, residing at Paterson, in the county of Passaic and State of New Jersey, have invented certain new and useful Improvements in One-Wheeled Vehicles.

“My invention relates to a unicycle or one-wheeled vehicle, without spokes, which will carry one or more persons, as well as a bicycle or tricycle, and which is operated from within, carries the passenger inside, and only one wheel touching the ground. I attain these objects by the means of the devices illustrated in the accompanying drawings.

“When the machine is not in operation, it will stand by itself, for the treadle and driving wheels being heavier than the idler-wheelH,Hwill rise and the front part of platform will drop, and the treadle-wheels will rest on the ground.”

Mr. Lose drew his unicycle in better proportions than his man; perhaps he made the rider’s limbs light to show that the machine would run easy.

H. W. Libbey. Hood attachment for bicycles. No. 339,793. Patented April 13, 1886.

“The object of my invention is to provide a means for protecting riders of bicycles and tricycles from exposure to the sun and rain.”

Leske, two-wheeled machine on the Otto principle.

This is a German patent by Herr Leske, of Berlin, dated August 4, 1887. The inventor can, at least, be said to accommodate the entire body with plenty of work. Mr. Leske may be heard from later.

H. J. Lawson. Velocipede. No. 345,851. Patented July 20, 1886.

“My invention relates to that class of bicycles in which the front wheel is employed for steering and the rear wheel for driving, the pedal crank-axle being arranged between the wheels and connected with the axle of the rear wheel for driving by an endless driving-chain.

“The object in this construction is to secure the rider against being thrown forward over the front wheel by keeping his centre of gravity low and setting his seat or saddle as far back as is practicable from the centre of the front wheel. This mode of driving through the medium of sprocket-wheels and chains also allows the driving-wheel to be geared up or down to suit individual tastes.

“What I do claim is,—

“1. A bicycle having two wheels arranged tandem as shown, the rear wheel being no larger than the front wheel, and provided with a pedal crank-axle arranged between said wheels and connected to the rear wheel, for driving by an endless chain and sprocket-wheel, substantially as specified.”

The other drawing of this patent is used to illustrate the Rover rear-driver. I wish to call particular attention to the claim as given in above brief of specification, as it is somewhat extraordinary. The English patent to this same inventor would indicate that he was an early, but negligent, inventor of the modern rear-driver safety.

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