CYCLING NOTES.

Otago Witness, Issue 2362, 1 June 1899, Page 41

CYCLING NOTES.

BY DEMON.

The Otago Cycling Club's annual road lace, postponed from 24th May, was run off last Saturday and won by Neil Ralston. Particulars of the race are given below.

The members of the Otago Cycling Club held a smoke concert on Wednesday evening last, when a most enjoyable couple of hours was spent.

Andrew Ral&ton has left for Melbourne, where he intends to try hia fortunes on the track.

'The Otago Cycling Club's first-class billiard tournament, now being played off at the clubrooms in the Octagon, is exciting interest among club members, who nightly turn up to watch the proceedings. A feature of the tournament is the defeat in many cases of the crack players. At the conclusion of this tournament a second-olass event is to take place, and while this is in progress a championship will be played on. the second billiard table. It is anticipated that during the next few weeks there will bo an exceptionally good muster of members who are taking a keen interest in the fortunes of their fellow clubmen.

The road race was run off on Saturday afternoon over the Riccai'ton-Hen-ley course". A strong southerly wind faced the riders on the journey out, but the roads proved to be in excellent condition and good times were registered, the winner's (N. Ralston) performance of 56mir> being exceptionally good, the distance being 20 miles.

Wall and D. Johnston (smin*oosec) were the firbt to sfcarl and made the pace so merry that the hack-markers gained very little on them on the outward journey. Wall unfortunately punctured after rounding the turning post. Higgins (4min 30sec) and Smith (4min) were soon together, and rounded for home slightly ahead of the back bunch. Gibson (3min 30sec) went after tire others, closely followed by S. Sutherland and Hill (3min), and Coullon (2min SOspo). N. and P. .Ralston (lmin) set out at a great pace and soon caught up the others, and rounded the post altogether (with the exception of Hill who had dropped out) 3min after the limit men. A. Ralston (scratch) had a task set him to catch the others, and after going a short distance gave up and had afternoon tea with some friends on the wayside. When nearing home the bock bunch caught Johnston, and the finish proved to be remarkably good, as 50yds from the post the Ralstons shot out from the others, Neil ju&t beating Peter by a wheel, Johnston a machine length away third. Then followed Higgins, Gibson, Smith, Sutherland, and Caullon in the above order.

All the placed men are members of the Olago CC. The capabilities of the Jtalstons are well known on the roada, but the performance of Johnston, who is quite a young rider, calls for special mention, this being his first appearance in competition. The officials and timekeepers were Messrs J. Baker, W. Begg, and F. P. Jago, who carried out their respective duties in a very efficient manner.

The Melbourne Bicycle Club will attain its majority on the 13th of July, 1899. At the annual meeting of the club, held last month, there were fully 200 members present who must have been well pleased with the statement of' liabilities and assets presented by the treasurer. The document read as follows : — •

£5,345 33 11 The report stated that there were now 473 members on the roll. The club-houee is more than self-supporting, and the Austral profits all go to swell the reserve funds. This profit last December was £134-4 — the largest ever made over an Austral meeting, notwithstanding that the prizehst was increased to £854. The following office-bearers have been elected for the ensuing season : — Patron, Lord Brassey; President, Mr M. D. M'Eacharn ; vicepresidents, — Me3*rs R. C. Anderson, James Gregg, Professor Kernot, M.A., C.E., Dr Springthorpe, and Mr R. W. Best, M.L.A. ; secretary, Mr R. M'Cullagh ; treasurer, Mr F. Burston ; captain, Mr C. L. Rees ; vice-cap-tain, Mr J. M'Neill; committee — Messrs IS. M'Lean, A. Berry, D. Robertson, A. L. Pryde, R. H. Dodds, G. S. Geddes. A motion to appoint a paid secretary was on the proposal of Mr M'Cullagh, the hon. secretary, held over for 12 months.

The CiyFlal Palace track, London, on Eapter Monday saw the first English bicycle race paced by motor tondems, driven by petroleum. Over 30,000 peoDle attended the

gLcvmcb. A paced match took place between R. Palmer and A. A. Chase in the first heat of the Century Cup race, which is now only 33 1-3 miles in distance, or 100 laps on the Crystal Palace track. Palmer displayed great form, and before a quarter of the distance had been covered, he succeeded in lapping Chase, and he again did so in the nineteenth mile. Palmer won easily, riding the whole distance in 63min 1 l-ssec.

J. Platt-Betts is without a doubt riding as well as eve>, and the faultless style in which he rode behind the motors at the Palace reminded us (Cyclist) of Betts at his best. When the weather is warmer, several records are sure to go once again to the Catford crack's credit. Betts will, in all probability, meet Bouhours, the French crack, in tho second lwat for the Century Cup on Whit Monday.

An. Australian writer nays : - -There is an American cyclist named Allan N. Jones, now racing with success in New Zealand. In a recent interview with a Christchurch paper representative the newcomer stated that he had met W. Martin three times, beating " Plugger Bill " on each occasion. If this is a fact (and there seems to be no reason to doubt i*,), then Jones should take up his abode in Victoria, the land of big prizes, where his capabilities as a racing crack would stand a better chance of being recognised and rewarded, besides giving him a chance of distinguishing himself against the Australian stars. If Jones could only arrange to Day Australia a visit wliile Martin is in our midst, a match could probably be arranged to decide which is the better of thu tvvo Yankee riders.

The appeal of L. Corbett against the disqualification of cne month, imposed upon him by the stewards of the Eigh Hours' Sports meeting, has been decided by the Appeal Board. The Appeal Board's decision states that the stewards appeal to have found Corbett guilty of an offence with which he was not charged, and the board considers that his appeal should be allowed. 'It appears that Corbett was charged under Rule 82 with foul riding, but he was disqualified for negligent riding undec Rule 93, or, in other words, he was found guilty of an offence of whicli he was not charged, and therefore had not offered

any defence.

By cable we learn that the Perth Cycling carnival was continued on the 13th hist., and, as on the previous Saturday, the majority of events were captured by the Victorian contingent now on circuit in Western Australia. The Western Australian Wheel Race (£SO) was won by " Newhaven " Jackson (on Dunlops) from scratch, with two Perth riders in the places. The Federal Plate, a seiies of contests over one, three, and five miles, resulted in a win for F. JBoauchamp with 22 points, W. M'Doa-nld running close up with 21 points, and F. Hunt, 17 points, third. R. Walne is still suffering from the effects of the operation on one of his eyes, and after riding disappointingly in one heat, the Australian champion found it necessary to scratch for all remaining events.

The mo.?t patent defect of the ordinary slock machine is the imperfect plunger appli•anee dignified by the name of a brake. When this has been superseded, as it is now being done, by the rim brake, everyone will express surprise that such an imperfect instrument as the present tyre brake could have been so long tolerated. It possesses nearly every defect that is possible in a contrivance not expressly designed with the object of inefficiency in m'cw. Although the ordinary plunger brake is usually coated with indiarubbor or provided with blocks of that material, which diminishes to some extent the wear upon the tyre, it is necessarily very destructive to the latter. The grit and dirt brought up by the wheel get between the two surfaces, with the result that tho thin coating of rubber on the tread of the tyre js strained and lacerated. In proportion to theii cost of production, the tyres are by far the most expensive part of a modern bicycle, and a well-made machine will outlast several pairs of tyres. It is highly desirable, therefore, that no more wear and tear than is absolutely necessary shall be 'inflicted on the tyres, and the majority of cyclists who use tyre brakes, recognising this fact, resort to their brakes as little aE possible, and expend no inconsiderable part of their energy upon holding in the machine by back-pedalling. This, on the face of it, is a most unsatisfactory arrangement, for. if it is worth while carrying a brake at all, it is obvious that the appliance should be one that can be resorted to freely and without objection upon every occasion. The most satisfactory brake is that which acts on the nnv of the back wheel, thus taking all the strain off the front forks and tyre. This style of brake is now being adopted by the majority of the large English makers, who now see the wisdom of applying the brake power on a part capable of standing the strain. One important feature with the new style of brake is that it is imperative that the rim, be capable of withstanding the extra strain, and in this direction the most satisfactory rim has been found to be tho Dunlop-Welch rim, made and guaranteed by the Dunlop Tyre Company.

The cablegram from America announcing that a bicycle trust "had been formed with a capital of £16,000,000 no doubt refers to the pioposed combination of about a dozen of the biggest cycle concerns in the United States. Makers have been suffering keenly for months past from the terrible price-cutting which has been going on, and it would be scarcely possible for renowned firm? to do business in anything like a satisfactory manner if some

mutual Tjasis of protection to the t. »de wer4 not assured. The following concerns will mos{ likely be found connected . with the trust : -« Pope, Lozier, Crawford, Steams, Gormullj; and Jeffery, Iver, Johnson, Orient, Eclipse/ Armes and Just, and Fetherstone. The fori mation of the trust will doubtless steady the price of reliable bicycles and help to prevent auction sales, which act so disastrously on legitimate trade. — Australasian. — : — The easy defeat of Chase by Tom Lit;. ton in a 10 miles paced race at Wood Grees on Good Friday was, says the Cyclist, the surprise of the Gamage meeting, and although' Chase was a strong favourite for the event with the outside public, Linton was greatly fancied in the competitors' room, as, said a well-known champion, one is a racer and the other a record-breaker. That the match was run on its merits, each man having all the pace he desired, could well be seen, although Chase did not ride up to his training trials. Linton rode a 104 in gear, and Chase 120 in gear, the latter being much too high for the wind. Time, 18min 53 2-ssec.

Au average man requires 590z of food per diem. He needs 370z of water for drinking, and in breathing he absorbs 30oz of oxygen. He eats as much water as he drinks, so much of that fluid being contained in various foods. In order to supply fuel for running the body machine and to make up for waste tissue, he ought to swallow daily the equivalent of 20oz of bread, 3oz of potatoes, loz of butter and one quart of water. The body h mostly water. The body of a man weighing -15411) contains 961b, or 46 quarts, of water. Even with mud-guards affixed, the averago cycle throws up a considerable amount of mud from the front wheel, and in wet weather the feet of the unfortunate rider are plascerecl with the dirt that cannot percolate through his lace holes and stockings.. Generally it will be found this mud is caught by the foot and about oin of the lower portions of the leg. Hero is a method by which dry feet and anklec may be endured iv the most unfavourable wenther. Purchase two strips of ordinary pliabl« leather. They should be about 4in in width and 12in in length. Force a couple of pieces of stout copper wire through the centre of each, and turn down the ends, making a hook of about .half an inch in length. Before mounting the bicycle pass these hooks over and beneath the lace of each shoe. One end will then cover the eyelet holes, the remainder will then run up the shin, and it will take all road matter thrown up by the wheel. The present state of the trade (says a Home paper) is accurately shown by the condition of the Dunlop Company's order book. This firm is something like 32,000 pairs of tyres behind their deliveries, a most unusual thing for this company, for during the height of the boom in 1896 anyone who had £3 in hia pocket could go down to Alma street and bring a pair of Dunlops away with him. It will take them some time to catcli up their orders, owing to the fact that they employ nearly all female labour in making tyres, and ihey cannot be worked overtime. It at least shows a very healthy state of the evele trado, especially when it is remembered that the company had 40,000 pairs of tyre 3in stock a month ago. — — Writing after the Easter holidays, fchs Field says there is no reason to suppose that' the bicycle has reached anything like the popularity it is destined ultimately to attain. , The manufacturers have had one of the busiest time 3 'known during the past month or. two.. Few people,, have any idea of the extent to which r the country roads~are used by cyclists at holiday times. We have certainly never seen' the highways and byways so thronged as they. Ave're at Easter time. At some villages a continual stream was passing in each direction, from morning till night. Good and extensive as hotel accommodation is in English towns-, the Field considers that even now it is insuffi. cient. and many private houses take in tha overflow. The production of maps and guides has caused hundreds of wheelmen to leave tha main roads ,and to wander along the lanes and hitherto little-explored country. Mr J. Foster Fraser, who recently, eyelet! round the world, i 3 now cycling editor of the Sketch. St. Petersburg has a population of 1.269.623, out of which 15,380 are cyclists, 137, of these being women. So many thousands of people have become cyclists since the Dunlop tyre came on the scene and revolutionised the pastime that there must be many riders who have never seen one of the original Dunlops, and would lika to know what they were like Well, they were very crude, as any new invention necessarily must be. To remove a portion of tha air-tube for repair was half a day's work; even then this required more skill than most nn ateurs possess, besides being a most messy bitpiness. The outer cover consisted of rubber ?.\od with a solution on to canvas, which was in turn fixed in a similar manner on to the nm. The air-tube was contained in a canvas 'bag. This had to be cut before the rider-could get at a puncture, whilo the joint of the airtube had to be taken apart before it could ba got out for repairs. This process had to bo reversed, and .a long' time spent while tho cement was setting before the rider could resume his journey. Considering the amount of work it performs, and its importance in the economy oE the bicycle, the steering head is a part little heard of. When properly constructed, as i# is in most cases, it gives no trouble whatever. The application of the ball-bearing principle to steering hpads marked a new epoch" in their history. In the "ordinaries" or high bicycles the- heads were cone bearing — the r.eck being forged into }he shape of a cone at the top and bottom, and fitting into corresponding shaped recesses in the head proper, all the bearing surfaces being hardened. They had many faults and gave constant trouble; consequently the advent of tho ball head (about 1885 or 1886) was hailed with joy, and was soon Generally adopted. When tho safety came in some makers reverted to the use of the cone heads, but they soon passed out of sight. While the ball steering head is universally used everywhere, there is a marked difference between; th methods used in its construction in England and America. There makers are almost a unit in making the cups and cones separate,, while English makers use the head lugs for the wurpose of carrying the balls — hardening the ball races, of course. The following is given as a good method of fastening cork handles: — Obtain some patent knotting, as is used commonly by house painters. About two or three inches ■ of the handle bar should be well smeared with the knotting, and the handle then pushed home with a. screwing motion, and allowed to stand for a little while before being used. To .be done successfully the whole operation must be done very quickly. The first cycling paper appeared in 1876. The high bicycle reached perfection about 1880. , The first Rover bicycles had bndle •' or " link " f-teoring. . The late James Starley introduced chain driving for tricycles. , - , . Roller bearings were adopted for bicy^ eles about the year 1878. j Thp first bicvele built by th© Ooventijt

Machinists Company was copied from one, imported from Paris. The first bicycle championship was won by Mr H. P. Whiting. For several years he was invincible.

it was in 1895 that cycling first secured the recognition of Society — spelt with a big, Us S.

The first chains used for cycles were those used for lawn mowers, and were consequently very crude. ■ The general public did not appreciate Jhe value of cycling until it had been in daily JUse for over 20 years. The luxury of easy riding is almost entirely dependent upon the tyres. The strength of a chain is in its weakest link, and ».lthough bearings may run easily, a tyre that is continually going wrong in some little detail or other robs the whole of its fascination. A pood tyre is a thing to be prized, a fact that is not always recognised at its true value. Care in looking after the outer covers will make a tyre last, if not for ever, for season piter season. It is impossible to ride upon toads, no jnatter how good they may be, witlicut getting slight cuts and grazes upon the outer cover. A flint may become embedded almost out of 6ight. Little by little it works its way in with every revolution of the wheel, and at length comes the puncture. Slighb cuts get deeper and deeper, dirt and wet penetrate the rubber, destroying the canvas backing, and before anyone is aware of it, the whole is ruined beyond redemption. Tyres ehould be carefully examined every few days. 'The cycle should be turned upside down, being allowed to rest upon the handle bars and the saddle, and each wheel should be slowly reevolved, every inch of the tyre being looked jover. In order to extract a small flint stone anything with a sharp cutting edge should be 'tabooed. The use of such simply render the'matter worse. A pair of small tweezers or the jblade of a small ivory paper knife is all that is necessary to remove anything that may have become embedded. Outs should be carefully cleaned out, every particle of dust and dirt ibeing removed first of all. Then, in the case jV>f a small cut or hole left by a thorn or nail, 'a drop of solution should be dropped into the ['orifice and allowed to harden. This keeps all "damp out. If a bigger cut is found, such as 'is frequently caused by a small fragment of 'glass or iron, just a wee bit of cotton wool should be saturated with solution and pressed £rmly into position with the end of a match or the paper knife already "mentioned . The Romans built in the British Isles jind elsewhere throughout their vast empire roads of remarkable smoothness and durability. Theii method of construction was usually as follows : — Two parrallel furrows were (dug to mark the width, and all loose earth ,tvas removed down to the rock. The first 'layer of the road was called the "parimentum," and upon it was laid a bed of small squared stones called "statumen." The next dyer consisted of a mass of small stones broken to pieces and mixed with lime. The third jlayer was a mixture of lime, chalk, and broken jtiles, all beaten together. Upon this was laid .the pavement of stones, sometimes like our paving stones, but oftener of square flagstones. At proper intervals there were stations for changing horses. The mile-stones .were perfect stone cylinders about three and one-half feet high and mounted on brass, feo carefully was this work done that remains of Roman roads are often in better condition to-day than the patchwork of last year's pathpiaster. |

Liabilities nil. Assets. Club pivperty Bar ftock M B.W. debenti re Account outstanding Balance at bankers' , £1,135 19 31 (54 3 7 3,405 0 0 6 5 0 734 5 5