See also:

• BICYCLE (from prefix bi = twice, and Gr. KuKXOr, a circle, wheel)

BICYCLE (from prefix bi = twice, and Gr. KuKXOr, a circle, See also:

• WHEEL (0. Eng. hweol, hweohl, &c., cognate with Icel. hjol, Dan. hiul, the Indo-European root is seen in Sanskrit chakra, Gr. r in Aos, circle, whence " cycle ")
• WHEEL, BREAKING ON THE

wheel)  . The See also:

• MODERN

modern See also:

• BICYCLE (from prefix bi = twice, and Gr. KuKXOr, a circle, wheel)

bicycle, as See also:

• DEVELOPED

developed from the old velocipede (see See also:

• CYCLING

CYCLING), consists essentially of two wheels placed one behind the other and mounted on a See also:

• FRAME

frame which carries a See also:

• SADDLE (a word common to Teutonic languages, cf. Ger. Sattel, Dut. zadel, also in Russ. siedlo and Lat. sella, for sedla; it is not derived directly from Lat. sedile, which means a chair, but all the words are to be referred to the root sad-, which gives

saddle for the rider . Between the wheels is a See also:

• CRANK

crank-See also:

• AXLE (in Mid. Eng. axel-tre, from O. Norweg. oxull-tre, cognate with the O. Eng. exe or eaxe, and connected with Sansk. dksha, Gr. a wv, and Lat. axis)

axle which the rider drives by means of the cranks and pedals, and its See also:

• MOTION (Lat. motio, from movere, to move)
• MOTION, LAWS OF

motion is transmitted to the See also:

• REAR

rear or See also:

• DRIVING (from " to drive," i.e. generally to propel, force along or in, a word common in various forms to the Teutonic languages)

driving See also:

• WHEEL (0. Eng. hweol, hweohl, &c., cognate with Icel. hjol, Dan. hiul, the Indo-European root is seen in Sanskrit chakra, Gr. r in Aos, circle, whence " cycle ")
• WHEEL, BREAKING ON THE

wheel either by a See also:

• CHAIN (through the O. Fr. citable, chcene, &c., from Lat. catena)

chain which passes over two chain wheels, one fixed on the crank-axle and the other on the hub of the rear wheel, or, in the chainless bicycle, by a tubular See also:

• SHAFT
• SHAFT (O. Eng., sceaft, from scafan, to shave; the word is common to Teutonic languages)

shaft and two pairs of See also:

• BEVEL (from an O. Fr. word, cf. mod. biveau, a joiner's instrument)

bevel-wheels . The rear wheel is usually so arranged that it can turn, when the bicycle is See also:

• RUNNING

running by its own momentum, independently of the chain and pedals (" See also:

• FREE

free-wheel "), and a variable See also:

• SPEED, JOHN (1552–1629)

speed See also:

• GEAR (connected with " garb," properly elegance, fashion, especially of dress, and with " gar," to cause to do, only found in Scottish and northern dialects; the root of the word is seen in the Old Tent. garwjan, to make ready)

gear is often provided so that the rider may at will alter the ratio between the See also:

• RATE

rate of revolution of the crank-axle and the driving wheel . The front, or steering wheel, is mounted in a See also:

• FORK (Lat. furca)

fork having its two upper ends brazed into the " See also:

• CROWN

crown," to which also the See also:

• LOWER

lower end of the steering See also:

• TUBE (Lat. tuba)

tube is brazed . The steering tube is mounted by See also:

• BALL (in Mid. Eng. bal; the word is probably cognate with " bale," Teutonic in origin, cf. also Lat. falls, and Gr. 7raXXa)
• BALL, JOHN (1585-1640)
• BALL, JOHN (1818-1889)
• BALL, JOHN (d. 1381)
• BALL, SIR ALEXANDER JOHN, BART
• BALL, THOMAS (1819- )

ball See also:

• BEARINGS

bearings in the socket tube, which forms the forward portion of the rear-frame . The highest quality of materials and the most accurate workmanship are required to produce a first-class bicycle . See also:

• STEEL, FLORA ANNIE (1847– )

Steel of 75 to 100 tons per sq. in. tensile strength is used in chains, spokes, &c . In balls and ball-races, hardness without brittleness, and homogeneity are of See also:

• PRIMARY

primary importance . Broken balls, or even traces of See also:

• WEAR

wear in bearings, are now seldom heard of in a first-class bicycle . The See also:

• PROCESS

process of See also:

• CASE
• CASE, JOHN (d. 1600)

case-hardening, whereby an extremely hard See also:

• OUTER

outer skin is combined with a tough interior, has been brought to a high degree of perfection, and is applied to many parts of the bicycle, particularly chains, free-wheels and toothed-wheel variable speed gears . Interchangeability of parts is secured by working to the smallest possible limits of See also:

• ERROR (Lat. error, from errare, to wander, to err)

error of workmanship .

Frames.—Fig . 1 represents a road-racer . A full roadster would have the handles a little higher relatively to the saddle, and would be provided with mud-See also:

• GUARDS, AND HOUSEHOLD TROOPS

guards, free-wheel and sometimes a gear-case \e and variable speed gear . Fig . 2 shows a See also:

• LADY (0. Eng. hlaefdige, Mid. Eng. ldfdi, lavedi; the first part of the word is hldf, loaf, bread, as in the corresponding hldford, lord; the second part is usually taken to be from the root dig-, to knead, seen also in " dough "; the sense development fr

lady's bicycle with gear-case and See also:

• DRESS (from the Fr. dresser, to set out, arrange, formed from Lat. directus, arranged, dirigere, to direct, arrange)

dress-guard . The rear frame of the " See also:

• DIAMOND

diamond " type(fig . I) is subjected to very small stresses due to See also:

• VERTICAL (from Lat. vertex, highest point)

vertical load . The front fork and steering See also:

• POST

post are subject to bending moment due to the reaction from the ground in the direction deb . A slight amount of See also:

• ELASTICITY

elasticity in the front fork adds considerably to the comfort in See also:

• RIDING

riding over rough roads . When the See also:

• BRAKE

brake is applied lightly to the front wheel, the reaction from the ground falls more closely along the See also:

• AXIS (Lat. for " axle ")

axis of the front fork, and the bending moment at the crown is diminished . If the front brake is applied harder the reaction from the ground at d may pass through the crown, in which case the bending moment at the crown is zero . Still harder application of the brake causes a bending moment in the opposite direction .

In fig . I the axes of the See also:

• TOP (cf. Dan. top, Ger. Topf, also meaning pot)

top and bottom tubes of the rear frame are produced to meet at a . See also:

• POUND
• POUND (2)—(a)

pound:—H20,.CrOs (H . See also:

• MOISSAN, HENRI (1852-1907)

Moissan, Comptes rendus, 1883, 97, p . 96); H202•2HCrO4 (M . See also:

• BERTHELOT, MARCELLIN PIERRE EUGENE (1827–1907)

Berthelot, Comptes rendus, 1889, 1o8, p . 25); Cr207.xH20 (L . C . A . Barreswil, See also:

• ANN

Ann. chim. et phys .. 1847 [3], 20, 914 If the reaction from the ground is in the direction da, the top and bottom tubes are subjected to pure compressive and tensile stresses respectively . When no brake pressure is applied a bending moment due to the overhang ab is superimposed on these tubes .

Thus a See also:

• SHORT, FRANCIS JOB (1857– )

short socket See also:

• HEAD (in 0. Eng. heafad; the word is common to Teutonic languages; cf. Dutch hoofd, Ger. Haupt, generally taken to be in origin connected with Lat. caput, Gr. KerbOvi7)
• HEAD, SIR EDMUND WALKER, BART
• HEAD, SIR FRANCIS BOND, BART

head with top tube sloping downwards towards the head gives a stronger frame than a See also:

• HORIZONTAL

horizontal top tube . The steering axis ef is arranged so as to cut the ground at f, a little in front of the point of contact d of the wheel with the ground, giving a slight See also:

• CASTOR

castor See also:

• ACTION

action, and making steering possible without use of the handle-See also:

• BAR
• BAR (0. Fr. barre, Late Lat. barra, origin unknown)
• BAR, CONFEDERATION OF
• BAR, FRANCOIS DE (1538-1606)
• BAR, THE

bar . The See also:

• RAKE (O.E. rata, cognate with Du. raak, Ger. Rechen, from a root meaning to scrape together, heap up)

rake of the steering head (that is the See also:

• ANGLE (from the Lat. angulus, a corner, a diminutive, of which the primitive form, angus, does not occur in Latin; cognate are the Lat. angere, to compress into a bend or to strangle, and the Gr. ayKOS, a bend; both connected with the Aryan root ank-, to

angle between ef and bd) and the set of the fork (that is the displacement of the wheel centre c from the axis ef) may be varied within tolerably large limits without much affecting the easy steering properties of the bicycle . The transverse stresses on the rear frame due to the action of pedalling are more severe than those due to the vertical load . The pedal pressure is applied at a considerable distance from the central See also:

• PLANE

plane of the bicycle, and the pedal See also:

• PIN (a doublet with " pen " from Lat. pinna, feather, pinnacle, which is said to contain the same root as irirvs, pine tree, and properly to mean a sharp point or end)

pin, cranks and crank-axle are subjected to a bending moment which is transmitted by the ball bearings to the frame . The down-tube from the seat See also:

• LUG

lug to the crank-See also:

• BRACKET

bracket and the bottom tube from the See also:

• FOOT

foot of the steering socket tube to the crank-bracket are made fairly stout to resist this bending moment . Further, the pull of the chain causes a transverse bending moment in the plane of the chain-stays, which must be stiff enough under heavy pedal pressure . The tubular portions of the frame are made of weldless See also:

• COLD (in O. Eng. cald and ceald, a word coming ultimately from a root cognate with the Lat. gelu, gelidus, and common in the Teutonic languages, which usually have two distinct forms for the substantive and the adjective, cf. Ger. Kolte, kalt, Dutch koude

cold-See also:

• DRAWN

drawn steel tube . The junctions or lugs are usually of malleable See also:

• CAST (from the verb meaning " to throw "; the word is Scand. in origin, cf. Dan. kaste, and Swed. kasta; " cast " in Middle Eng. took the place of the A.S. weor pan, cf. Ger. werf en)

cast See also:

• IRON [symbol Fe, atomic weight 55.85 (0=16)]

iron, bored to See also:

• FIT

fit the outside of the tube, the final See also:

• UNION
• UNION (known locally as Union Hill and officially as Town of Union)

union being effected by brazing . In very See also:

• LIGHT

light bicycles the tubes are kept thin, 22 or 24 W.G . (.028 in. or •022 in. thickness) at the See also:

• MIDDLE

middle, and are strengthened at the ends by See also:

• INTERNAL

internal liners . Or See also:

• BUTT
• BUTT, ISAAC (1813-1879)

butt-ended tubes are employed, the tubes being drawn thicker at the ends than in the middle .

The steering post and fork sides especially should be thus strengthened at their junction with the crown . Some of the best makers use See also:

• SHEET

sheet steel stampings instead of cast lugs, greater lightness and strength being secured, and in some cases the sheet steel lugs are inside the tubes, so that the See also:

• JOINTS

joints are all flush on the outside . The front fork See also:

• BLADES, WILLIAM (1824-1890)

blades are best made of sheet steel stamped to shape and with the edges brazed together to See also:

• FORM (Lat. forma)

form a hollow tube . The sheet steel that can be thus employed has a much higher elastic limit than a weldless steel tube . Bearings.—Ball bearings are universally used . Each See also:

• ROW, JOHN (c. 1525—1580)

row of balls runs between two ball-races of hardened steel, one on the stationary member, the other on the rotating member . The outer is called the " See also:

• CUP (in O.E. cuppe; generally taken to be from Late Lat. cuppa, a variant of Lat. cupa, a cask, cf. Gr. KuaeXXov)

cup," and the inner the " See also:

• CONE (Gr. Kwvos)

cone." One of the four ball-races is R adjustable axially so that the bearing may run without any shake . The ball-races are often made of See also:

• SEPARATE

separate pieces of steel, but the crank-axle usually has the cones formed integral with it, the necessary hardness being obtained by case-hardening . According as the two cups See also:

• FACE (from Lat. fades, derived either from facere, to make, or from a root fa-, meaning " appear "; cf. Gr. cbatvstv)

face outwards or inwards the bearing is said to have out-See also:

• WARD
• WARD, ADOLPHUS WILLIAM (1837- )
• WARD, ARTEMUS
• WARD, EDWARD MATTHEW (1816-1879)
• WARD, ELIZABETH STUART PHELPS (1844-1911)
• WARD, JAMES (1769--1859)
• WARD, JAMES (1843– )
• WARD, JOHN QUINCY ADAMS (1830-1910)
• WARD, LESTER FRANK (1841– )
• WARD, MARY AUGUSTA [MRS HUMPHRY WARD]
• WARD, WILLIAM (1766-1826)
• WARD, WILLIAM GEORGE (1812-1882)

ward or inward cups, and according as the adjustable ball See also:

• RACE

race is the cone or cup, the bearing is said to be cone-adjusting or cup- adjusting . Fig . 3 shows a ball-bearing hub with outward cups . The hub-See also:

• SHELL
• SHELL (O. Eng. scell, scyll, cf. Du. sceel, shell, Goth. skalja, tile; the word means originally a thin flake,. cf. Swed. skalja, to peel off; it is allied to " scale " and " skill," from a root meaning to cleave, divide, separate)

shell H is turned out of mild steel, and the cups C are forced into the ends of the hub-shell and soldered thereto, A thin washer W is then spun into the end, for the purpose of retaining oil, and a thin internal tube T unites the two cups, and guides the oil fed in at the middle of the hub to the balls .

The projecting flanges S are for the See also:

• ATTACHMENT

attachment of the tangent spokes used to build the hub into the wheel . The spindle A has the two cones screwed on it, one C, against a See also:

• SHOULDER (in O.E. sculder, cognate with Ger. Schulter, Dutch schouder, Swed. skuldra, &c; the root is unknown)

shoulder, the other C2 adjustable . The spindle ends are passed through the back-fork ends and are there adjusted in position by the chain-tension adjusters . After See also:

• ADJUSTMENT (from late Lat. ad juxtare, derived from juxta, near, but early confounded with a supposed derivation from justus, right)

adjustment the nuts N clamp the spindle securely between the fork-ends . The chain-wheel or free-wheel clutch is screwed on the end of the hub-shell, with a right-See also:

• HAND
• HAND (a word common to Teutonic languages; cf. Ger. Hand, Goth. handus)
• HAND, FERDINAND GOTTHELF (1786-185r)

hand See also:

• THREAD (0. Eng. praed, literally, that which is twisted, prawan, to twist, to throw, cf. " throwster," a silk-winder, Ger. drehen, to twist, turn, Du. draad, Ger. Draht, thread, wire)

thread . The chain being at the right-hand See also:

• SIDE
• SIDE (mod. Eski Adalia)

side of the bicycle (as the rider is seated) the driving pull of the chain tends to See also:

• SCREW (O.E. scrue, from O. Fr. escroue, mod. ecrou; ultimate origin uncertain; the word, or a similar one, appears in Teutonic languages, cf. Ger. Schraube, Dan. skrue, but Skeat, following Diaz, finds the origin in Lat. scrobs, a ditch, hole, particularl

screw the chain-wheel tight against the shoulder . A locking-See also:

• RING (O.E. hring; a word common to Teutonic languages; and probably cognate with the Lat. circus, Gr. KtpKOS or KpLKOS, Skt'. chakra, wheel, circle, cf. also " harangue "); in art, a band of circular shape of varying sizes, made of any material and used f

ring R with a See also:

• LEFT

left-hand thread, screwed tight against the chain-wheel, prevents the latter from being unscrewed by back-pedalling . With a free-wheel clutch screwed on the hub, the locking-ring may be omitted . Fig . 4 shows one end of the cup-adjusting hub, with inward bearings . The cones are formed of one piece with the spindles, and the adjusting cup C is screwed in the end of the hub shell, and locked in position by the screwed locking-ring R . The figure also illustrates a divided spindle for facilitating the removal of the See also:

• TIRE

tire for repair when required without disturbing the wheel, bearings, chain or gear- See also:

• IIII

IIII~'See also:

• IIIIII, 2IIII, 221I, 222, 3111, 321, 33

IIIIII!!IIIIIIIII ItII IIIIIIIINNII IIiIN ~I~`ppenyr~i~mnnnun~~~ ~~~~~ ~~~~ 11 IIIIu~III IIII ~I II IIIIIII IIIIi III umutioll R 8 \W 1 case .

The chain side of the hub-spindle, not shown in the figure, is secured to the frame in the usual way; on the left side the spindle S projects very little beyond the adjusting cup . A distance washer W is placed between the end of the spindle S and the fork-end F . A detachable screw-pin, or the footstep, P, passes through the ck}See also:

• AIN

ain-adjusting draw-See also:

• BOLT

bolt B, the fork-end F, and the distance washer W, and is screwed into the end of the spindle S, the hexagon head of the detachable pin See also:

• DRAWING

drawing all the parts securely together . On unscrewing the detachable pin, the distance washer W drops out of See also:

• PLACE (through Fr. from Lat. platea, street; Gr. IrAar6s, wide)

place, leaving a clear space for removing the tire without disturbing any other See also:

• PART

part . The inward-cups bearing retains more oil than the other form . The pressure on a ball being normal to the See also:

• SURFACE

surface of contact with the ball race, and each ball touching two ball races, the two points of contact must be in See also:

• LINE

line with the centre of the ball . All the lines of pressure on the balls of a row meet at a point f on the axis of the spindle . The distance between the two points f (fig . 5) may be called the virtual length of the bearing . Other things being equal, the outward-cups bearing has a greater virtual length than the inward-cups bearing . In hubs and pedals where the actual distance between the two rows of balls is sufficient, this point is of little importance . At the crank-axle bearing, however, where the pedal pressure which produces pressure on the axle bearings is applied at a considerable overhang beyond the ball-races, the greater virtual length of the outward-cups is an See also:

• ADVANTAGE

advantage .

Fig . 5 shows diagrammatically the usual form of crank-axle bearing which has in- ward-cups and is cup-adjusting . The end of the bracket is split and the cup after adjustment is clamped in position by the clamping screw S . The usual mode of fastening the cranks to the axle is by See also:

• ROUND (O. Fr. rond, Lat. rotundus, the Fr. is the source also of Du. rond; Ger., Swed., Dan. and Nor. rond)

round cotters C with a See also:

• FLAT (a modification of O. Eng. flet, an obsolete word of Teutonic origin, meaning the ground beneath the feet)

flat surface at a slight angle to the axis, thus forming a See also:

• WEDGE (O. Eng. wecg, a mass of metal, cognate with Dutch wig, wigge, Dan. vaegge, &c.; in Lith. the cognate form outside Teut. is found in wagis, a peg, spigot; there is no connexion with " weigh," " weight," which must be referred to the root wegh, to li

wedge, which is driven in tight . The small end of the See also:

• COTTER, COTTAR, or COTTIER

cotter projects through the crank, and is screwed and held in place by a See also:

• NUT
• NUT (0. Eng. knutu, cf. Dutch noot, Ger. Nuss; allied with Gael. cno; it is not of the same form as Lat. nux)

nut . The chain-wheel at the crank-axle is usually detachably fastened to the right-hand crank . The Rudge-See also:

• WHITWORTH
• WHITWORTH, SIR JOSEPH

Whitworth crank-bracket has outward cups and is cup-adjusting . The cranks are cotterless . Fig . 6 is a sectional view . The left crank and axle are forged in one piece . The fastening of ,.® the right crank and chain- wheel is by multiple grooves and See also:

• TEETH (O.E. Eel); plural of tooth, O.E. top)

teeth, this fastening being better mechanically than the cotter type .

Pedals.—The pedal consists of a pedal See also:

• BODY

body, on which the foot of the rider rests, mounted by ball-bearings on a pedal-pin, which is secured to the end of the crank and turns with it . The pedal body is made in many forms, but usually the bearing-cups are contained in a tube from the ends of which project plates, carrying See also:

• RUBBER, INDIARUBBER

rubber blocks, or serrated plates (See also:

• RAT (a word common to Teut. and Rom. languages; probably first adopted in Teut.; the ultimate origin is not known; Skeat suggests the root rad-, to scratch; cf. Ger. Ratte, Dan. rotte, Fr. rat, &c.)

rat-See also:

• TRAP (0. Eng. treppe or traepee, properly a step, as that or which an animal places its foot and is caught, cf. Ger. Treppe flight of stairs)

trap pedals), on which the foot of the rider rests . Cone adjustment is most used . The fastening of the pedal pin to the crank is best effected by screwing it up against a shoulder, the right and left crank eyes being tapped with right and left hand screws respectively . With this arrangement, if the pedal pin screw is a slack fit in the crank See also:

• EYE
• EYE (O. Eng. edge, Ger. Auge; derived from an Indo-European root also seen in Lat. oc-ulus, the organ of vision (q.v.)

eye, the pressure on the pedal tends to screw it up against the shoulder . Wheels.—Bicycle and See also:

• TRICYCLE (from prefix tri, three, and Gr. 1cbaos, circle, wheel)

tricycle wheels are made on the " See also:

• SUS

sus-See also:

• PENSION (Lat. pensio, a payment, from pendere, to weigh, to pay)

pension " principle, the spokes being of high-tenacity steel See also:

• WIRE (A.S. wir, a wire; cf. Swed. vire, to twist, M.H.G. wiere, a gold ornament, Lat. viriae, armlets, ultimately from the root wi, to twist, bind)

wire, screwed up to a certain initial tension, thus putting a circumferential See also:

• COMPRESSION

compression on the rim . In the " See also:

• ARTILLERY (the O. Fr. artiller, to equip with engines of war, probably comes from Late Lat. articulum, dim. of ars, art, cf. " engine " from ingenium, or of artus, joint)

artillery " wheel, the wooden spokes are in compression, and the rim is under tension . The rims, which are made to a See also:

• SECTION
• SECTION (Lat. sectio, cutting, secare, to cut)

section suitable for pneumatic tires (see TIRE), may be of sheet steel or See also:

• ALUMINIUM (symbol Al; atomic weight 27.0)

aluminium alloy rolled to the required section, either without See also:

• JOINT (through Fr. from Lat. junctum, jungere, to join)

joint or jointed by brazing or riveting . See also:

• WOOD, ANTHONY A2 (1632-1695)
• WOOD, JOHN GEORGE (1827—1889)
• WOOD, MRS HENRY [ELLEN] (1814—1887)
• WOOD, SEARLES VALENTINE (1798—188o)

Wood rims are used on racing bicycles, but in See also:

• ENGLAND
• ENGLAND, THE CHURCH OF

England are not popular for roadster bicycles . Holes are drilled at or near the central plane of the rim for the spoke nipples, which have shoulders resting on the outer surface of the rim and shanks projecting through the rim towards the hub . The spoke ends are screwed to fit the nipples . The shank of the nipple has a square cut on its outside surface by which it can be screwed up .

The spoke flanges on the hub are placed far apart arid the spread of the spokes gives the wheel lateral stability . Tangential rigidity under driving and braking is obtained by fastening the spokes to the hub tangentially (See also:

• FIGS

figs . 1 and 2) . The hub fastening of the spoke is simply obtained by forming a See also:

• HOOK, JAMES CLARKE (1819-1907)
• HOOK, THEODORE EDWARD (1788-1841)
• HOOK, WALTER FARQUHAR (1798-1875)

hook and head on the spoke end, and passing it through a hole in the hub flange . The best spokes are butted at the ends, i.e. made of larger See also:

• DIAMETER (from the Cr. &a, through, µErpov, measure)

diameter than at the middle, to allow for screwing at one end and the hook See also:

• BEND

bend at the other . Chains.—T here are two widely used types of chains . The " See also:

• BLOCK
• BLOCK (from the Fr. bloc, and possibly connected with an Old Ger. Block, obstruction, cf. " baulk ")
• BLOCK, MAURICE (1816–19or)

block " chain (fig . 7) consists of a See also:

• SERIES (a Latin word from serere, to join)

series of central blocks connected by side plates . The " See also:

• ROLLER

roller " chain (fig . 8) consists of a series of outside and inside links . The outside See also:

• LINK

link A is made up of two steel side plates P See also:

• UNITED

united by two shouldered rivets R . The inside link B consists of two side plates P united by two tubular pieces T, which form bushes for the rivets R and pivots for the rollers L .

The rivets, bushes and rollers are case-hardened . Roller chains for cycles are made in two pitches, z in. and in., and in widths from s in. to in. between the side plates of the inside links . The See also:

• WEIGHT

weight of 4 ft. length (96 links) of a z in. See also:

• PITCH
• PITCH, MUSICAL

pitch 8 in. wide roller chain is about 124 oz., and its breaking load is about 2000 lb . In a block chain the ends of the blocks engage with the teeth of the chain-wheels, and the same surfaces continually coming into contact, the wear may become excessive, especially when exposed to mud and grit . In the roller chain the outer surfaces of the rollers engage with the teeth of the chain-wheels, and during the engagement and disengagement may See also:

• ROLL (O. Fr. rolle, roulle, mod. role, Lat. rotulus, dim. of rota, wheel)
• ROLL, ALFRED PHILIPPE (1846– )

roll slightly on the tubular rivets . The surface of contact of the roller and tubular See also:

• RIVET (0. Fr. rivet, from river, to fix, fasten together, of unknown origin; Skeat compares Icel. rifa, to stitch together)

rivet is not directly exposed to the dust and grit from the road . The rollers therefore serve the See also:

• DOUBLE
• DOUBLE (from the Mid. Eng. duble, the form which gives the present pronunciation, through the Old Er. duble, from Lat. duplus, twice as much)

double purpose of (I) transferring the relative motion of the 8. the parts to a pair of surfaces under better conditions as regards See also:

• LUBRICATION

lubrication, and (2) presenting a new part of the outside surface of the roller for the :See also:

• TEXT (Lat. textum, woven fabric, from texere, to weave)

Text engagement with the chain-wheel . The durability of rollerchains is thus much greater than that of block chains, under the usual conditions of cycling . Chain-wheels.—The pitch line of the chain-wheel is polygonal (fig . 9), a, b, c, d being centres of adjacent joints of the chain when lying in contact with the wheel . The path of the joint a of the chain, relative to the chain-wheel as it enters on to and leaves the chain-wheel, is evi dently the See also:

• CURVE (Lat. curvus, bent)

curve See also:

• A2(z)

a2 a2 al a a'1 a'2, made up of a series of circular arcs having centres d, c, b, b', c', respectively . Similarly for the path of the adjacent joint b .

The fullest possible form of the tooth is that between the two parallel curves, of radii less by an amount equal to the See also:

• RADIUS

radius of the roller, as indicated in fig . 9 . But since it is neither necessary nor desirable that the roller should roll along the whole length of the tooth, the radii of curvature of the tooth outline may be less than shown in fig . 9 . A See also:

• GOOD, JOHN MASON (1764-1827)

good arrangement of tooth form is shown in fig. to . Owing to the polygonal pitch surfaces of the chain-wheels a chain does not transmit motion with See also:

• CONSTANT, BENJAMIN (1845-1902)

constant speed-ratio of the shafts . The variation of speed-ratio in a chain _ with links of equal pitch is approximately inversely proportional to the square of the number of teeth in the smaller chain-wheel, as shown in the table annexed, in which the percentage variation is maximum speed-ratio-minimum speed-ratio x See also:

• LOO (formerly called " Lanterloo," Fr. lanturlu, the refrain of a popular 17th-century song)

loo . See also:

• AVERAGE

average speed-ratio Number of teeth on hub to 12 14 16 18 20 24 28 chain-wheel Percentage variation 5.1 , 3'5 2'7 2.1 1.6 1'3 0.9 0'7 The rollers as they come in contact with the chain-wheel strike it with a speed proportional to the angular speed of the chain-wheel and to the' pitch of the chain, causing a certain amount of See also:

• NOISE (a word of doubtful origin; O. Fr. nogse or nose; Prov. nausa, which points to Lat. nausea, sickness, as the origin; others take Lat. noxia, harm, as the source)

noise . Chain Adjustment.—To keep the chain running at correct tension, it is necessary to have some adjustment of the distance between the crank-axle and hub . This is obtained either by an See also:

• ECCENTRIC (from Gr. F,c, out of, and Kivrpov, centre)

eccentric ad- justment at the crank-bracket, an eccentric adjustment at the hub-spindle or by draw-bolts at the fork-ends, the last method being most See also:

• COMMON

common . Gear-case.—The modern roller chain by makers of repute is so durable that the See also:

• NECESSITY (Lat. necessitas)

necessity for a gear-case is not so See also:

• GREAT

great as when chains were of inferior quality . But if the bicycle is to require the minimum amount of care and See also:

• ATTENTION (from Lat. ad-tendo, await, expect; the condition of being " stretched " or " tense ")

attention a gear-case should be fitted .

The Sunbeam gear-case is built into the frame and is oil-retaining, and the chain, chain-wheels, free-wheel and two-speed gear are continually lubricated by an oil-See also:

• BATH
• BATH, THOMAS THYNNE
• BATH, WILLIAM

bath . A detachable gear-case is not usually oil-retaining, but serves to exclude grit and mud from the chain . Gear and Crank-length.—The " gear " of a bicycle is given by the See also:

• FORMULA
• FORMULA (Lat. diminutive of forma, shape, pattern, &c., especially used of rules of judicial procedure)

formula Dn1/n2 where D is the diameter of the driving wheel in inches, nl and n2 the See also:

• NUMBERS, BOOK OF
• NUMBERS, PARTITION OF

numbers of teeth on the crank-axle and hub chain-wheels respectively . At each revolution of the crank-axle, the bicycle is moved forward a distance equal to the circumference of the circle of diameter equal to the gear . Thus with a 28 in. diameter driving-wheel, 18 teeth on the hub chain-wheel, 45 teeth on the crank-axle chain-wheel, the bicycle is geared to 70 in . The usual crank-length is 62 to 7 in . Cranks of 72, 8 and 9 in. length can be had, but require a bicycle frame of See also:

• SPECIAL

special See also:

• DESIGN (Fr. desiin, drawing; Lat. designare, to mark out)

design . The gear should be roughly proportional to the crank-length . The gear to times the crank-length is a good proportion for an average rider . Free-wheels.—A free-wheel clutch transmits the drive in one direction only, allowing the pedals to remain at See also:

• REST (O. Eng. rest, reste, bed, cognate with other Teutonic forms, e.g. Ger. Rast, Riiste, rest, and probably Gothic Rasta, league, i.e. resting or stopping place)

rest at the will of the rider, while the bicycle runs on . With a free-wheel, chain breakages are reduced or nearly eliminated, as should the chain get accidentally caught the free-wheel comes into See also:

• PLAY

play . There are three See also:

• PRINCIPAL

principal types of free-wheel clutches—roller, ratchet and See also:

• FRICTION (from Lat. fricare, to rub)

friction cone .

The roller type was the earliest in use, but has fallen into disfavour . A sectional view of a ball-bearing ratchet free-wheel, with outer See also:

• COVER (from the Fr. convert, from couvrir, to cover, Lat. cooperire)

cover removed, is shown in fig. ti . The ring on which the three pawls and springs are carried is screwed on the end of the hub; the chain-wheel is combined with an inner ratchet wheel and is mounted by two rows of ball bearings on the pawl ring . The friction cone type of free-wheel clutch is usually combined with a brake 9• 916 inside the hub, the whole See also:

• COMBINATION (Lat. combinare, to combine)

combination being termed a coaster hub . Fig . 12 shows a sectional view of the See also:

• EADIE, JOHN (1810-1876)

Eadie two-speed coaster, in which the free-wheel clutch and brake are combined with a two- speed gear . The free-wheel clutch action is as follows: A forward pres- sure of the pedals turns the externally threaded driving cone H in the in- ternally threaded cone F, the latter being thus forced to the right into engagement with the cup J which is screwed to the hub-shell, thus forming a friction driving clutch . The pedals being held stationary the driving cone H is stationary, and the hub running on the ball bearings G, the cone F travels towards the left until released from the cup J, when it also remains at rest . In this type of free-wheel clutch it is essential that there be little or no friction between the screwed surfaces of H and F, else on beginning to pedal, the cone F may remain stationary relative to the driving cone H, and no engagement between F and J may take place . If F be prevented from turning faster than the hub-shell, as is sometimes done by a light See also:

• SPRING (from " to spring," " to leap or jump up," " burst out," O. Eng., springau, a common Teut. word, cf. Ger. springer, possibly allied to Gr. QnrFpxecOac, to move rapidly)

spring between the two, the engagement of the friction clutch must take place as soon as F, . It~ FI the pedals tend to move faster than the speed corresponding to that of the hub-shell . Brakes of many types are used, differing in the place and mode of application .

The tire brake has fallen into disuse, rim brakes and internal hub brakes being usual . The retarding force that can be applied by a brake is limited by the possibility of skidding the wheel . In riding at See also:

• UNIFORM

uniform speed, without See also:

• ACCELERATION (from Lat. accelerare, to hasten, celer, quick)

acceleration, the greater part of the load is on the rear-wheel; but as soon as the brake is applied to cause retardation the wheel load See also:

• DISTRIBUTION (Lat. distribuere, to deal out)

distribution is altered, more load being thrown on the front wheel . Thus the most powerful brake is one applied to the front wheel . On the other hand, a front-wheel brake often sets up an unpleasant vibration of the front fork . On a greasy road too powerful pressure on the front-wheel brake may cause a side-slip with no See also:

• CHANCE (through the O. Fr. cheance, from the Late Lat. cadentia, things happening, from cadere, to fall out, happen; cf. " case ")

chance of recovery; while with the back-wheel brake recovery is possible . The Bowden See also:

• SYSTEM

system of transmission, which is largely used for See also:

• CYCLE
• CYCLE (Gr. KUK)^os, a circle)

cycle brake See also:

• WORK

work, consists of a steel stranded See also:

• CABLE (from Late Lat. capulum, a halter, from capere, to take hold of)
• CABLE, GEORGE WASHINGTON (1844– )

cable inside a flexible tube formed by a closely See also:

• WOUND (O. Eng. wund,connected with a Teutonic verb, meaning to strive, fight, suffer, seen in O. Eng. winnan, whence Eng. " win ")

wound See also:

• SPIRAL

spiral of steel wire, the cable being practically in-extensible and the spiral tube practically incompressible; if the ends of the latter be fastened it forms a See also:

• GUIDE (in Mid. Eng. gyde, from the Fr. guide; the earlier French form was guie, English " guy," the d was due to the Italian form guida; the ultimate origin is probably Teutonic, the word being connected with the base seen in O. Eng. witan, to know)

guide tube for the cable, any See also:

• MOVEMENT

movement given to one end of the cable being transmitted to the other end . The spiral tube may be led round any corners, but the frictional resistance of the cable inside the spiral tube increases with the See also:

• TOTAL

total angle of curvature of the guide tube; the See also:

• LAWS

laws of friction of a rope passing over a See also:

• DRUM (early forms drome or dromme, a word common to many Teut. languages, cf. Dan. tromme, Ger. Trommel: the word is ultimately the same as " trumpet," and is probably onomatopoeic in origin; it appears late in Eng. about the middle of the 16th century)

drum apply . In fitting the Bowden system the total curvature should therefore be kept as small as possible . With a back-pedalling rim brake the cycle cannot be wheeled back-wards unless a special See also:

• DEVICE

device is used to throw the operating clutch out of action . A back-pedalling brake is most conveniently applied inside the hub, as in the coaster hub . In the Eadie two-speed coaster (fig .

12) the braking action is obtained by the expansion of the steel See also:

• BAND

band I against a phosphor See also:

• BRONZE

bronze ring L carried by the rotating hub-shell . The steel band I is mounted on a disk with a projecting See also:

• ARM (a common Teutonic word; the Indo-European root is ar, to join or fit; cf. the Lat. armus, shoulder, and the plural word arma, weapons, Gr. apphs, joint, and the reduplicated apapilKSV, to join)

arm, the end of which is clipped to the frame tube . The expansion of the steel band is effected by the movement of the See also:

• LEVER (through O. Fr. leveour, levere, mod. levier, from Lat. levare, to lift, raise)
• LEVER, CHARLES JAMES (1806-1872)

lever K fixed to the cone E . On moving the pedals back*ard the screw drive-ring H forces the cone nut F with which it engages to the left into contact with the cone E . The backward movement of the pedals being continued sets up the required movement of the lever K, and applies the brake . Variable Speed Gears.—The effort required to propel a bicycle varies greatly, according to the conditions of road surface, gradient up or down See also:

• HILL
• HILL (0. Eng. hyll; cf. Low Ger. hull, Mid. Dutch hul, allied to Lat. celsus, high, collis, hill, &c.)
• HILL, A
• HILL, AARON (1685-175o)
• HILL, AMBROSE POWELL
• HILL, DANIEL HARVEY (1821-1889)
• HILL, DAVID BENNETT (1843–1910)
• HILL, GEORGE BIRKBECK NORMAN (1835-1903)
• HILL, JAMES J
• HILL, JOHN (c. 1716-1775)
• HILL, MATTHEW DAVENPORT (1792-1872)
• HILL, OCTAVIA (1838– )
• HILL, ROWLAND (1744–1833)
• HILL, SIR ROWLAND (1795-1879)

hill, See also:

• WIND
• WIND (a common Teut. word, cognate with Skt. vats, Lat. ventus, cf. " weather," to be of course distinguished from to " wind," to coil or twist, O.Eng. windan, cf. "wander," "wend," &c.)

wind against or behind . To meet these variable conditions, a variable speed-gear is an advantage . The action of the human motor is, however, so entirely different from that of a See also:

• MECHANICAL

mechanical motor that it is easy, without See also:

• PRACTICAL

practical experience, to over-estimate the value of a variable speed gear . Probably from 50 in. to 8o in. represents the greatest useful range of gear for an average rider . With a gear lower than 50 in., the speed of climbing a steep gradient is so slow that balancing difficulties begin, and it is better to walk up . With 8o in. gear and 7 in. cranks, the speed of pedalling, even at 25 See also:

• MILES, NELSON APPLETON (1839— )

miles an See also:

• HOUR

hour, is not irksome, provided the conditions are favourable . For those who have not cultivated the See also:

• ART

art of See also:

• QUICK

quick pedalling the useful range of gear under favourable conditions may be extended to say 90 in. or Too in .

The gear-ratio of a two-speed gear is the ratio of the high to the See also:

• LOW, SETH (1850- )
• LOW, WILL HICOK (1853- )

low gear . The most suitable gear-ratio for any rider will depend upon his See also:

• PERSONAL

personal physique and the nature of the See also:

• COUNTRY (from the Mid. Eng. contre or contrie, and O. Fr. cuntree; Late Lat. contrata, showing the derivation from contra, opposite, over against, thus the tract of land which fronts the sight, cf. Ger. Gegend, neighbourhood)

country in which he rides . For a middle-aged rider of average physique a gear-ratio of 125: 100 is suit-able, for those of weaker physique the gear-ratio may with advantage be greater, say 137.5: 100; while for road racing it may be smaller, say 117 : Too . With a three-speed gear the low and high gears should be chosen respectively below and above the single gear which suits the rider, the middle gear being about the same as the rider's usual single gear . All the variable speed gears at See also:

• PRESENT

present made consist of toothed wheel mechanism either at the hub or crank-bracket, and nearly all are based on the same epicyclic See also:

• TRAIN (M. Eng. trayn or trayne, derived through Fr. from Late Lat. trahinare, to drag, draw, Lat. trahere, cf. trail, trace, ultimately from the same source)

train of toothed wheels . At one speed there is no relative motion of the toothed wheels, the whole mechanism revolving as one solid piece; this is called the " normal " speed . At the other speed one part of the mechanism is held stationary and the driven part revolves faster or slower than the See also:

• DRIVER, SAMUEL ROLLES (1846– )

driver, according as the gearing is up or down . In some two-speed gears the normal is the high speed, in others the low . In expressing the gear-ratio, the normal speed will be denoted by moo . At the normal gear there is of course no additional friction . The type of two-speed gear used practically settles whether the normal gear is at high or low speed; but it seems best, other things being equal, to have the low speed the normal gear, as then the conditions are worst . If the high speed is at normal gear, then at low speed the chain gears up and the two-speed gear gears down; which is, to say the least, a roundabout transmission .

Fig . 13 is a sectional view of the Sunbeam two-speed gear which is arranged at the crank-axle, and clearly shows the relative disposition of the toothed wheel mechanism common to nearly all cycle speed gears . The chain-wheel is fixed to the See also:

• ANNULAR, ANNULATE

annular wheel A; the See also:

• PLANET (Gr. ssXavirrns, a wanderer)

planet See also:

• CARRIER
• CARRIER, JEAN BAPTISTE (1956-1794)

carrier C is fixed to the crank; and when the See also:

• SUN
• SUN (0. Eng. sonne, Ger. sonne. Fr. soleil, Lat. sol, Gr. ijXior, from which comes helio- in various English compounds)

sun-wheel D is held stationary, the chain-wheel is driven faster than the cranks . When the sun-wheel D is released, the planet carrier C drives the annular wheel A by the ratchet free-wheel clutch; the part thus revolves as a solid piece, - and gives the normal or low speed . The gear-ratio is 133.3 : 100 . Fig . 14 is a sectional view of the " Hub " two-speed gear, the chain-wheel or free-wheel clutch being omitted . In this the annular wheel is the driver, and the planet carrier is part of the hub-shell . When the central pinion is held stationary the hub is driven at a less speed than the chain-wheel; the gear-ratio is 100 : 76.2 . In the Fagan two-speed gear, shown combined with the Eadie coaster hub in fig . 12, the sun-wheel B can be moved laterally by the striking gear, so as to engage with the chain-wheel centre C, giving normal gear, or with an internally toothed wheel A fixed to the spindle . The chain-wheel centre C carries the annular wheel, and the four planet pinions D are mounted on the driving cone H .

Thus the gear gives a reduction of speed, the gear-ratio being loo: 75 . The Sturmey-See also:

• ARCHER, WILLIAM (1856— )

Archer three-speed hub (fig . 15) has gear-ratios 125: loo : 80 . In the high gear position the epicyclic toothed wheels are to the extreme left position . The chain-wheel is mounted by a free-wheel on a drive-ring, with which the ends of the spindles of the planet wheels engage at high gear . The sun-wheel, not shown in the figure, is held stationary, and the annular wheel engages with a ring screwed to the hub-shell, by means of keys engaging in notches . The hub is thus driven at a higher speed than the chain-wheel . For normal gear, the striking gear draws the internal mechanism of the hub towards a central position, compressing a spring, disengaging the sun-wheel and locking the drive-ring hub and annular wheel together . At low gear, the internal mechanism is drawn to the right-hand side, where the planet carrier engages with the end See also:

• PLATE

plate of the hub by means of claw-clutches . The annular wheel is still engaged with the drive-ring, and the sun-wheel is again locked to the spindle . The hub is thus driven at a lower speed . Tandem Bicycles.—The weight of a roadster tandem is about the same as, or a trifle less than, that of two single roadster bicycles, but the frictional resistance of the mechanism, the See also:

• ROLLING

rolling resistance of the tires, and the See also:

• AIR (from an Indo-European root meaning " breathe," " blow ")
• AIR, or ASBEN

air resistance at a given speed are much less than twice the values for a single bicycle .

Consequently, much higher speeds are attained on the level, and free-See also:

• WHEELING

wheeling down hill is much faster . On the other hand for riding up hill on a moderate gradient, the effort required is about the same as on a single, while on very steep gradients the tandem is at a slight disadvantage . For the full enjoyment of tandem riding, therefore, a two-speed gear is a necessity, while a three-speed gear is better . In the See also:

• RALEIGH
• RALEIGH, SIR WALTER (c. 1552-1618)

Raleigh tandem (fig . 16) the frame design is such that it can be ridden. by two ladies, and the strength and rigidity is sufficient for two heavy-weight riders . The steering and See also:

• CONTROL (Fr. contrdle, older form contre rolle, from Med. Lat. contra-rotulus, a counter roll or copy of a document used to check the original; there is no instance in English of the use of " control " in this, its literal, meaning)

control of the brakes is done by the front rider . Connected steering is employed in some tandems, allowing the rear rider to See also:

• STEER, PAUL WILSON (186o– )

steer if necessary . For two See also:

• EXPERT (Lat. expertus, from experiri, to try)

expert tandem riders, connected steering is slightly more pleasurable than fixed handle grips for the rear rider, but on the other hand, divided control may See also:

• LEAD
• LEAD (pronounced iced)

lead to disaster at a See also:

• CRITICAL (in alphabetical order of authors)

critical moment . Most passengers on a tandem with connected steering unconsciously give the steering a See also:

• BIAS
• BIAS (from the Fr. biais, of unknown origin; the derivation from Lat. bifax, two-faced, is wrong)

bias in one direction or the other, putting a See also:

• NERVOUS

nervous See also:

• STRAIN (through O. Fr. straindre, estraindre, mod. i treindre, from Lat. stringere, to draw tight, related to stress, stretch, string, &c.)

strain on the steersman which becomes almost intolerable towards the end of a See also:

• LONG, GEORGE (1800-1879)
• LONG, JOHN DAVIS (1838– )

long ride . Motor Bicycles.—Fig . 17 shows a touring motor bicycle, fitted with luggage carrier and stand, the latter for supporting the bicycle while at rest . The average speed of a motor bicycle being much greater than that of a pedal bicycle the stresses on the frame due to moving over rough roads are greater .

This necessitates greater strength and weight in all parts—frame, wheels and tires . To take this increased weight up steep gradients requires increased See also:

• ENGINE
• ENGINE (Lat. ingenium)

engine See also:

• POWER [WILLIAM GRATTAN] TYRONE (1797-1841)

power . The weight of a touring motor bicycle may be from 15o to 200 lb . The drive is usually by a V See also:

• BELT (a word common to Teutonic languages, the Old Ger. form being bale, from which the Lat. balteus probably derived)
• BELT, THOMAS (1832-1878)

belt of See also:

• LEATHER (a word which appears in all Teutonic languages; cf. Ger. Leder, Dutch leer or leder, Swed. leder, and in such Celtic forms as Welsh llader)
• LEATHER, ARTIFICIAL

leather, or of See also:

• CANVAS

canvas and rubber, the angle of the V being 28° . The engine speed at maxi-mum power is from 1500 to 2000 revolutions a See also:

• MINUTE
• MINUTE (Lat. minutes, small; minuere, to make less)

minute, and the belt gears down in a ratio varying between a and e according to the See also:

• CYLINDER (Gr. KvAwSpos, from KvXivaety, to roll)

cylinder capacity of the engine . The possibility of the belt slipping slightly is conducive to smoothness of drive; chain-driving, except in combination with a slipping clutch, is too harsh . The principal defect of the belt drive is that the belt stretches, and on coming to a steep hill may have to be tightened before the bicycle can be driven up . The control of the speed and power of the engine is effected by the throttle, extra air See also:

• VALVE (Lat. valva, a leaf of a double or folding door, allied to volvere, to roll, as of a door on its hinges)

valve and spark advance, thelevers for which are all placed within convenient reach of the driver . As the engine is almost invariably air-cooled, the skilful manipulation of these three levers is essential for satisfactory results . On a good level road when the engine may be working at a small fraction of its maximum power, the proportion of air. mixed with the petrol vapour from the carburettor may be great, giving a " weak " mixture, yet one See also:

• RICH, BARNABE (c. 1540-1617)
• RICH, CLAUDIUS JAMES (1787-1821)
• RICH, JOHN (1692-1761)
• RICH, PENELOPE, LADY (c. 1562–1607)
• RICH, RICHARD, 1ST BARON RICH (1490?-1567)

rich enough to be ignited in the cylinder . The throttle valve may be fully open and the spark advanced for high speed; the throttle partially closed and spark retarded for slow speed . Under these conditions the engine will run for an indefinite See also:

• PERIOD
• PERIOD (Gr. irepioSos, a going or way round, circuit, aepi, round, and &Sis, way, road)

period without overheating .

Up a steep gradient, the mixture may have to be made " richer " by partial closing of the extra air opening, and as more See also:

• HEAT (0. E. haktu, which like " hot," Old Eng. hat, is from the Teutonic type haita, hit, to be hot; cf. Ger. hitze, heiss; Dutch, hitte, heet, &c.)

heat is evolved, the cylinder walls may become over-heated, unless the engine power is sufficient to keep the bicycle moving through the air at a good speed . As the engine cannot run steadily at low speed, pedalling is resorted to for starting and for riding slowly through See also:

• TRAFFIC

traffic . For this purpose, an " exhaust valve lifter " is usually fitted, by means of which the exhaust can be kept permanently open, in See also:

• ORDER
• ORDER (through Fr. ordre, for earlier ordene, from Lat. ordo, ordinis, rank, service, arrangement; the ultimate source is generally taken to be the root seen in Lat. oriri, rise, arise, begin; cf. " origin ")
• ORDER, HOLY

order to relieve the resistance to pedalling which the compression stroke would otherwise offer . The nominal rating of the See also:

• HORSE (a word common to Teutonic languages in such forms as hors, hros, ros; cf. the Ger. ross)

horse-power of a motor cycle engine is rather vague and indefinite . A 3-H.P. engine may have a cylinder of 76–8o mm. diameter and 76--8o mm. stroke . Twin-cylinder engines, with one crank, are largely used, and some excellent ccylinder motor bicycles are made with bevel gear transmission. he See also:

• CHIEF (from Fr. chef, head, Lat. caput)

chief advantage of the multicylinder engine is the smoother drive obtained . A " trailer " with two wheels for carrying a passenger can be attached to a motor bicycle, but the See also:

• ELEMENT (Lat. elementum)

element of See also:

• RISK

risk is increased . A side-See also:

• CAR (Late Lat. carra)

car, with one additional wheel, forms a safer passenger carrier . (A .