“The bicycle fever is at its full height; on any country
road, in any direction from town, you will meet young gentlemen in
knicker-bockers and leggings, spinning along at a comfortable pace.” The Vermont Phoenix, Nov. 15, 1878.
"The Ordinary" or high wheeler made its appearance in the early 1870s. "Taking a header" was one of the dangers of riding this high bike on rough roads. |
1950s Models: By the 1950s, many young people had bicycles such as the ones shown above. My dad, Ray Coffin sold similar ones from our Orford Bridge Street home. |
In June, 2019, The Washington Post published an article entitled "Bike Industry Worries as Fewer Kids Are Riding." Quoting the Sports and Fitness Industry Association, the article indicated that the sale and use of bikes by children has dropped over the past few years.
This column explores the bicycle’s development from its first local appearances to the 1960s when riding bikes was a major children's pastime. Information was taken from The National Bicycle History Archive, Vermont newspapers, online sources and research on Orford provided by Art Pease.
This column explores the bicycle’s development from its first local appearances to the 1960s when riding bikes was a major children's pastime. Information was taken from The National Bicycle History Archive, Vermont newspapers, online sources and research on Orford provided by Art Pease.
As with many inventions, there were a number of individuals
connected with the bicycle’s advent. In 1817, there were reports of a horseless
carriage, “two-wheeled, peddle-less device propelled by pushing your feet
against the ground.” Invented by
European Karl Von Drais, it was known as the draisine or fastwalker.
The drasine or “dandy-horse” appeared in America in 1819.
After an initial popularity, the fad rapidly subsided. Bicycles were too
expensive for most, could not be balanced on rough roads and lacked practical
usefulness. The riders who could afford them faced significant ridicule.
When metal wheels replace wooden ones and pedals were added
in the early 1860s, interest in bikes increased. A new device known as the
Velocipede or bone shaker came on the market in a craze that last just one year.
Indoor riding rinks using these opened across the nation.
In 1869, Bradford’s National Opinion reported the opening “in
full blast” of two Velocipedes, one at Waterbury and the other at Littleton.
“Fifteen cents is the price for witnessing the comical features of amateur
performers.”
The “Ordinary” or high wheeler, with its oversized front
wheel, made its appearance in the early 1870s.
It was the first all-metal bicycle and featured pedals, solid rubber
tires and a smoother ride than earlier models. But it was still very expensive
and since the rider was perched high, “taking a header” was likely when riding
on rough roads.
The first American manufacturing of cycles began in 1878 with
the Columbia Bicycle by Weed Sewing Machine Company. Advertisements for this
bicycle appeared in Vermont newspapers the following year.
Cycling began to be more organized with the creation of the
Brattleboro-based Vermont Wheel Club in 1884. It was one of the pioneer cycling
organizations in America. Its beautifully-appointed meeting rooms were an
indication of the prosperity of its members. Similar clubs were created in Rutland and
Manchester, New Hampshire, and sponsored tours for the members.
In 1886, the “Vermont
Bicycle” cycling journal was established in West Rutland and published in West
Randolph. It promoted itself as being “devoted to good roads, healthful
recreation and the wheel interest.”
Improvements in brakes, tires, spokes and gears led to the
development of the so-called “safety bike.” In appearance closer to the modern
bicycle, it was mass produced and experienced increased popularity in the
1890s.
“Bradford needs a bicycle agency.” The United
Opinion stated in its May 28, 1893
edition, “The machine now here has created a desire among the youth and
older ones to own a wheel.” Within two years, both J.M. Warden and V. A. Doty,
both of Bradford were offering the Lovell Diamond Bicycle and Doe Bros. was an
agent for Columbia.
In 1896, F. W. Bittinger open a bicycle shop in Woodsville
and in 1897, C. E. Flanders became an agent for Hudson Bicycles in Post Mills.
Willard’s of Orford began to offer “anything in bicycles you want.” During those years, every edition of the
local newspaper carried at least one large ad for one of these dealers.
The interest in cycling was noted in a number of newspaper
articles. In Orford in 1893: “Bicycles are all the rage here now.” In 1896:
“Bicycling is increasing in favor this season and more ladies are riding than
ever. Thus far it can be said to their credit, that they have adhered to
conservative costumes and therefore maintain their womanly dignity.”
Cycling had a liberating impact on many women. Women’s rights
advocate Susan B. Anthony spoke of that in 1896: “Let me tell you what I think
of bicycling. I think it has done more
to emancipate women than anything else in the world. I stand and rejoice every time I see a woman
ride by on a wheel. It gives woman a
feeling of freedom and self-reliance.”
One Vermont newspaper reported in 1896 on the bicycle’s
increased popularity. “The bicycle trade in Vermont this season is going to be
something remarkable. There never was such a demand for wheels.” That same year, Vermont made bicycle theft
punishable by a two-year sentence in the State prison, the most severe law in
the nation.
From the precarious heights of a high-wheeler to more modern
bikes, the chances of accidents were common. In 1884 Mark Twain wrote: “Get a
bicycle. You will not regret it if you
live.”
Newspaper columns often reported broken collarbones or arms.
Attacks by dogs were another cause for injury to cyclists. Collisions with
vehicles, either horse drawn or motorized usually meant more injury to the
rider than the vehicle.
Riding bicycles on local sidewalks created problems and
crashes involving pedestrians lead to restrictions. In 1893, the Bradford Village Trustees posted
notices forbidding the riding of bicycles on the sidewalks.
Bradford historian Harold Haskins confirmed, “the action was
hastened by the reckless riding of a few boys, whose only desire was to ride as
fast as possible, regardless of the safety of pedestrians.”
On July 23, 1897, the newspaper reported that Orford
selectmen had posted notice “forbidding riding bicycles on the sidewalks.” A
week later a report indicated they had changed their mind, “allowing bicycles
to be ridden on the sidewalks from sunrise to sunset by having a bell on them
which shall be rung twenty feet before meeting or passing any person.”
The sidewalks in Fairlee, however, were widened in 1898 as
“it was quite dusty for ladies to ride on the main road.”
The most noteworthy local bicycle accident occurred in September
1896 and involved David Blakely, an accomplished publisher and manager for John
Philips Sousa. Blakely was injured when
riding down Bradford’s Bank Street, resulting in a broken collar bone and
bruises.
After recuperating at his Low Mansion home for a month, he
returned to his office in New York City. On November 7, he died suddenly and
his body was returned to Bradford for burial. The family claimed his death was
the result of the bicycle accident triggering a double indemnity clause in his
life insurance policy.
Blakely’s body was exhumed and returned to the city for an autopsy.
The insurance company claimed the death was the result of apoplexy and the
coroner agreed. The body was returned to Bradford for reburial.
Both
professional and amateur cyclists participated in races. In 1895, The United
Opinion reported: “Professional racing seems to have a certain hold on cycling
enthusiasts throughout the country, and a prize race is now look for at every
fair.” Vermont races drew up to 5,000
spectators. Cash purses were awarded to
professionals and amateurs received items as prizes.
Bicycle touring in New Hampshire and Vermont became popular
in the 1890s. It was not uncommon for the newspaper to carry reports of local
residents taking extended bicycling vacations.
Tours made the Green and White Mountains a popular destination. For many, a
day-tour was enough.
The trips taken by cyclist George Trussell and Charlie Finney
of Orford included the following: In July 1894, the two rode from Orfordville
to New York City. “George rode ninety
miles in one day. They had a pleasant trip and would not object to trying it
again.”
The next year, the Topsham column reported that two men from
Barton arrived locally, having ridden 70 miles in a single day. Apparently, these cyclists subscribed to the
following 1895 Doe Bros. bicycle ad: “All you need is to get outdoors and let
the topic of rapid motion put new blood into your veins and tissues.”
In the late 1880s, cyclists became part of the “good roads”
movement. They were joined by early
automobile manufacturers in a highway improvement campaign that promoted the
construction of hard, smooth roads. Actually, some of the early automobile
producers were bicycle manufacturers and the mechanisms used in bicycles were
adapted for automobiles.
Bicycle parades became a regular part of local fairs and
holiday parades. From the 1890s to the present, children have decorated their bikes
to win ribbons.
In the new century, adult interest in bicycles was eclipsed
by the automobile. Bicycles became considered just for youngsters. Kids bikes
were introduced after World War I by several manufacturers and sold by local
dealers and major catalog companies.
In 1917, the Fisk Rubber Company sponsored a nation-wide
organization of bicycle clubs for boys. The company manufactured bicycle tires
and used illustrator Norman Rockwell to create ads depicting boys and bikes.
When one of the Fisk Bicycle Clubs was organized in Brattleboro in 1919, it was
reported that there were 20,000 similar clubs nationwide.
The St. Johnsbury Caledonian highlighted the appeal of bikes
for children: “A bicycle is the king of all a youngster’s desire and the best
of all gifts for them.”
Those who grew up in the period from 1930s to the early 1960s
provided me with interesting stores. Bicycles
were obtained by selling Grit newspapers, mowing lawns, as Christmas or
birthday gifts or as hand-me-downs from older siblings.
One senior from North
Haverhill said he received a bike in 1939 as a Christmas gift and promptly ran
it into a post. He spent the rest of
Christmas in bed.
A woman who grew up in Waits River recalled getting a Schwinn
bicycle for her birthday in 1940. Her sister and she would ride to East Corinth
to get ice cream. The kids from the Martin farm on the Fairlee-Bradford line
rode their bikes up Rte. 5 to Bonnie Brae store to get candy and then around
the mountain near the Mallary Farm.
One enterprising girl saved her pennies and, in 1957, bought
a used bicycle for $4. She rented it out
for five cents a day to others in her Vershire neighborhood. She said that one
boy rode away and promptly ended up in the nearby brook.
Very interesting to me was the story of a man who grew up on
Turkey Hill in Corinth. He worked for his dad to earn a nearly new $60 Huffman
single-speed bike. He said that it has a basket, white wall balloon tires,
mirror, mud flaps chrome attachments and a speedometer. He used it to ride to
school or just for “horsing around.”
When I asked him where he purchased it, he said from the
dealer just across the bridge in Orford.
That dealer was my Dad who offered bicycles for rent and sale from our
Bridge Street home.
A number of the seniors with whom I spoke had no bicycle
stories. They indicated they could not afford a bicycle, especially when they
came from families with many children. Almost as problematic were those who had
to share a bike with a sibling or two.
Bikes could be “souped-up” with home-made or purchased
attachments. These might be as simple as
a clothespin and card “strumming”
against the spokes, creating a motor-like sound. A horn, bell, miniature license plate, race
decals or a generator headlight provided added features.
Whatever safety these additions might have provided were
often mitigated by the dare-devil antics of youthful riders. Stories of
hair-raising, peddles-whirling rides down Dame Hill in Orford or Fairground
Road in Bradford were probably not shared with parents. Seeing who could go
fastest or how far one could go without touching the brakes was the challenge.
Youthful wipe-outs have left road scars that still appear on aging bodies.
The editors of
Bicycling magazine sum up the significance of what they call “the noblest
invention.” “The inventions that change the world are often those that carry
the most sublime versatility, a seamless transfer from one use to the next. The
bicycle is one such invention. It is
simultaneously transportation, recreation, freedom, and mobility.”
Local residents, whether they think about it or not, have
agreed, both in time past and now
.
Bicycle races at the Bradford Fair in the first years of the 20th century. |
No comments:
Post a Comment