CYCLING.

New Zealand Illustrated Sporting & Dramatic Review, Volume XII, Issue 750, 21 July 1904, Page 13

CYCLING.

THE TIMARU TO CHRISTCHURCH ROAD RACE.

The big road race from Timaru to Christchurch, promoted by the Dunlop Company, took place on Saturday, and it is estimated that quite ten thousand people turned out to witness the finish. This fact, in a large measure, spoilt the race, for despite the most strenuous efforts of the officials, the crowd blocked up the road, which became hopelessly congested. It is said that H. P. Arnst, of Ashburton, would have won, but got blocked by a cart at a critical moment. This allowed C. G. Smith, of Hastings, to get by, and he won by one second, the pair having paced each other all the way. W. McKenzie. Oamaru, was third, just beating W. Walsh (Springston), 11. Henderson (Palmerston North), O. Neilson (Dannevirke), and W. T. Snowden (Timaru), were fifth, sixth, and seventh, finishing very close together, and then followed another bunch, of whom C. F. Baker (Ashburton) and J. Arnst (Christchurch) were most prominent. Smith put up the fastest time, covering the distance in 6hrs ihmin 2sec, H. P. Arnst being next, in 6hrs I9min Ssec, and Baker third, in 6hrs 24min 52sec. McKenzie’s time was 6hrs 29min 54sec. The Aucklander, Twiss, finished eighteenth. About fifty riders finished.

C. G. Smith, H. P. Arnst, and Baker will compete in the Goulbourn-Sydney race on August’ 6, and the Warrnam-bool-Melbourne race on August 20. It is also probable that J. and R. Arnst (Ashburton), S. Barrow, R. Jones, 11. Henderson (Palmerston North), G. Bradley (Wellington), and W. Cameron (Hastings), will also compete.

R. H. Walne, who, two seasons ago hurt his knee in Adelaide, and who has been living at his home in Queensland for the greater part of the time since, has decided to again try for further honours on the track, his long rest having effected a cure.

During the last few months many serious and, in some cases, fatal accidents to cyclists have been* recorded through the front forks of cycles breaking. The prevalence of this most dangerous breakage is probably the outcome of so many cheap grade cycles being placed on the market during the past few years, and also to the fact that many cyclists use light racing machines on the roads. One seldom hears of first-grade roadster cycles failing in this direction, the forks being well strengthened by the use of liners. W’hy not make matters certain by reinforcing the fork on the cantilever principle? (asks Melbourne “Punch”). The weight of a pair of light tube stays from front wheel axle to top head lug, bridged at the crown, would not exceed

two pounds, and would absolutely prevent all possibility of a dangerous fall in the unlikely event of the forks breaking. Such a fitment would only cost a few shillings, and in the case of the heavy-weight cyclist would relieve the rider of all worry and dread of an accident through the snapping of the fron + forks.

We are extremely sorry to notice the increasing number of cyclists who utilise the horn in place of a bell, for giving warning of their approach. W’e do not wish to brand the whole body of wheelmen, as the older and steady-going cyclists for their own sakes ccnfir.L* themselves to the bell, but it is more especially the younger members of the pastime who, anxious to aP e the motorist, indulge in the practice. In one of the European cities it is an offence for a cyclist to use a horn anid a motorist a bell ; but although we, in this country, may look upon such measures as an infringement upon our liberty, there is, notwithstanding, many redeeming features in the enactment. When a horn is blown a pedestrian naturally turns round expecting to find a motor, ai d with this in his mind he is liable, in the rapid glance, to overko the cyclist.

Referring again to 24 hours’ path races, more particularly to the methods of pacing, I am convinced (writes “Fortis” in the “Australasian”) that human pace in single machines is as fair for one man as the other, while motorpacing only benefits the man immediately behind the motor. Single pace was adopted in 1894 ; indeed, we had no other, unless an old tandem or two. The object of those in charge of the pacing arrangements was to see that no man rode a'one. Whatever pace.the competitor desired he could have, and, as was generally the case, one pacer sufficed for several contestants. In races of this description the riders had their gocd and bad times, and when one felt the spirit move in him, he came away from the crowd and was accommodated with a faster pacer. Much has; been said in regard to the advisability of such long rides as an all-day race, or even a 1c ng toad race, such as that from Warrnambool to Melbourne. Provided a man is physically sound, and is adapted to long-distance work, as opposed to sprint races, lengthy competisions of the above-mentioned types are not injurious if the man* has prepared himself for the ride. That is the whole case in a nutshell. Writing of personal experiences of 16 years of path and road racin' l :, the contests I most dreaded were half-mile track races and 25 miles road races. In the case of other riders, tne above distances, or under, suited them best. The inter-club association and the inter-club premiershin road contests have done and are still doing th thing for which they were instituted. They are bring the clubs and the individual members into closer contact,

and furthering the interest of club life in a very thorough manner. The annual road races, and the genuine, healthy rivalry which they engender, stimulates the interest in the clubs as cycling institutions, and the strong abiding enthusiasm in the doings of their representatives in the competitions is an effective check against their degeneration into mere social clubs, of which the name is most suggestive of the v, heel.

Many have been the devices which enthusiasts have produced with the object of increasing the power of the rider of the bicycle (remarks a London exchange). Almost annually something new is

brought out, tried, and thrown aside as a failure, and the latest “ invention ” in that line is by a Mr Trainor, of this city. His device consists of two chains, the one engaging with the ordinary chain wheel being carried up to engage with a light hub which is attached to the frame underneath the saddle. A second chain then connects a sprocket on the axle of the back wheel. It is claimed that a rider can propel a g-ear of 90 with the expenditure of the same power as when riding only 70 in the old style. Two machines fitted with the new gearing started in a road run the other day, but the experiment was not a success. The chains tightened and snapped, but that may be a defect which will eventually be overcome. Speaking mechanically, the increased friction is a serious item in its disfavour, while the difficulty of keeping the two chains adjusted is also a bar, at the present time, to its general adoption. While the invention is decidedlv novel, we are not convinced that it, will ever come to any practical use.

One of the best-known among European middle-distance riders, Emile Bouhours, has retired from the track. Bouhours had been racing for fourteen consecutive years.

A writer in the “ Scottish Cyclist ” recommends a novel way of dealing with troublesome dogs. He points out that dogs are peculiarly susceptible to ridicule, and if the rider or riders start laughing at a troublesome animal, it will immediately slink away. Perhaps so (remarks a contemporary) ; but we shall still rely on our foot. If that fails, it will be the dog’s turn to laugh.