Two important points for the bicyclist to study are avoidance of road traffic and consideration of the surface ridden over. The law of the road applies to all traffic passing over the road; the law of mechanics to the surface of the road as it affects the bicycle and the cycler. In cities, on much-used thoroughfares, careful work, quick eyes, experience and caution are demanded to insure safety.

The law of the road, “Keep to the right, pass on the left anything going in the same direction,” is explicit, and if always observed would render collisions almost impossible. The avoidance of careless and unobservant travellers is quite a study. Passing to the right, you can see and be seen; passing on the left, a traveller moving in the same direction does not become aware of your intention without being notified. You give notice to prevent others from changing their direction and to enable them thus to avoid crowding.

To pass a vehicle on the road, when travelling in the same direction, involves increase of speed if the vehicle in front maintains its pace; should it go slower or stop, and the roadway permits, a change of pace is neither necessary nor desirable, unless you wish to steady your machine. In nearing any vehicle or person coming from the opposite direction, keep your share of the road. Be always alert and observant; do not fail to give ample room to the approaching vehicle; but on the other hand, do not permit yourself to be crowded or inconvenienced, and keep enough of the roadway on your right in reserve in case a change of direction becomes necessary.

The importance of having your machine at all times perfectly under control cannot be over-estimated. Put faith in your pedaling, and never ride at greater speed than you can determine and check at will. Dependence on any brake, however perfect its action, is bad practice.

Vehicles approaching pass each other on the right. In case of collision, the vehicle which has maintained the proper side of the roadway has the advantage in case of legal controversy. In passing a vehicle drawn by horses, the bicycle should keep to the centre of the roadway when possible, leaving the curb for the horse-drawn vehicle. The bicycle can only draw away from the curb, and is limited to one direction. The centre of the roadway, therefore, affords the best opportunity for a change of direction.

Sit well on your saddle, observe the adjustment of the centre of gravity, but ride on the pedals, using the weight as much as possible. Trust to the pedals only for rough riding and for unexpected inequalities of surface. The study of the mechanics of balance, resistance, and friction is most interesting in this connection, as their action affects cycler or wheel or the combined mechanisms.

The law of the road is simple and very generally understood, though there are reckless and ignorant people who disregard it. The law defines where you shall ride, how you shall pass, and sets a limit to increase of speed beyond what is considered compatible with the general safety. There is, besides, the unwritten law of courtesy, more often observed than disregarded; and there is the law you make for yourself.

The traffic of a crowded thoroughfare may be analyzed, and the conduct of a wheel explained and simplified, though travel on such routes is difficult at best and had better be avoided. Given a long, straight road, with two streams of travel from opposite directions. One of these streams will consist of vehicles, quadrupeds, and pedestrians, few maintaining an even rate of progress, fewer still the same rate. The law requires that you pass on the left, and you must await the opportunity to do so. When a clear way opens, take immediate advantage of it, and increase your speed. Should there not be room enough to pass, signal, and the vehicle in advance is bound to make way for you. Should there be a free road to the right, you may take it, but only with the consent of the traveller ahead, and then at your own risk.

Never ride more than two abreast. Riding in single file, with ample room for turning, is better on a crowded street or when making time. For moderate wheeling, the cyclists being disciplined and drilled, the distance between bicycles may be shortened. But control of the wheel should be absolute before this is attempted. When travelling at even a moderate rate of speed, a certain distance between wheels should be observed. When in single file, turn on the same line, but not at the same time as the leader. Inexperienced wheelers are apt to turn at the moment the wheel ahead turns. Should you be following close, keep on your own line, unless you see good cause to change your direction. If the leader wishes to stop, let him turn out: if you are wanted, you will know soon enough. Gain all the distance you can between dismounts. A little drill and the understanding of a few signals will prove very useful.

For the public at large, the bicycle may be specialized to suit individual needs, and locomotion becomes simplified, distances are reduced, and the obliterated landscape of railroad travel takes form and substance. Cycling means travel over well-constructed highways, with telephone and telegraph, post-office and express office, usually easily accessible. To enjoy the full freedom that wheeling should give, little luggage should be carried, yet that little must include all necessaries.

When a party of six or even twelve start to wheel a given distance, what are the problems to be met? All being fairly expert cyclists, in good practice, sociability is incidental while making time. On the road attention, strict attention, to business and to the signals is necessary. Conversation is not prohibited; it is entirely dependent upon the nature of the surface you are travelling.

How to keep together is a vexed question, and a very nice adjustment of animate and inanimate mechanism would be necessary to its satisfactory settlement. The better way is, all knowing the road, to wheel along independently, with an occasional halt, not necessarily a dismount, assembling at intervals of half or three-quarters of an hour. The leader should keep back until the roller of the party is hailed, and has reported, then increase speed again until the next interval has elapsed. Another plan is to wheel with only a given number of minutes headway, this arrangement keeping the roller-up always within hailing distance.

A good leader deserves implicit confidence. He has responsibilities aside from wheeling, for the comfort and convenience of others must be intelligently studied, and consideration for each individual cyclist in the party makes constant demand on the qualities of tact and decision; in other words, the leader must possess good judgment and be as well a thorough bicyclist.

The present rate of wheeling averages ten miles an hour, and greater speed is undesirable, except for special purposes. A point to keep in mind is that every five minutes’ halt is a mile lost. The time lost in slowing and stopping should also be carefully taken, as it is of value in reckoning possible mileage.

There are grades to hesitate about, and there are grades to avoid. If a grade seems possible, try it, but dismount the instant it becomes hard work. It is better to dismount too soon than to persist too long. Without regard to the inclination, there are two principal kinds of grades—the increased grade and the decreased grade. In mounting the increased grade, more and more power is required at every stroke to push the machine upward. In mounting the decreased grade, this additional power is not necessary, and the ascent is accomplished with little fatigue. Increase of grade means application of more power in ascending, and an increase of momentum in descending. This is on the whole the most dangerous kind of bicycle travel; for over-work on the ascent, loss of pedals or dangerous coasting on the descent, are to be expected, and danger should be looked for, and observed in time to be avoided.

It is always well to walk an increasing grade, if the hill be long and steep, both in ascending and descending. The decreasing grade has many pleasant features, and on a well-known road may be ridden up or down with ease and with little danger of injury. It is interesting to watch the effect of individual adjustment to hill-work, a group of bicyclists being almost always scattered when mounting a grade.

When and where to apply power and when to make the push tell best on his own machine, each cyclist must determine by practice and experience. Sometimes a long and apparently easy down-grade is rendered dangerous by its increase of pitch; and seemingly easy roads are often difficult to travel on account of an increasing but almost imperceptible ascent. Unless power is applied to the stroke at the right place, much inconvenience from fatigue will be felt, and will soon overcome the ambitious bicyclist.

When short expeditions are to be undertaken—all trips of more than an hour’s duration being so classed—remember that lack of preparation means delay, and that ignorance entails discomfort. If the start is to be an early one, go over the bicycle carefully, see that the lamp is in order, that matches are convenient, tools and repair-kit in place, a small envelope of sewing materials with needle and thread and another of red-cross supplies in the pocket.

I have often been laughed at for taking out my lamp for a short afternoon’s ride with friends who could ride well enough for their own satisfaction; and as often have I been obliged to help with my lantern’s light belated wheels coming in close behind me. A lantern is a convenience at dusk, or even earlier, enabling others to see and avoid you; and this helps more than the uncertain light annoys.

For luncheon on a short trip, it is quite safe to depend on the road; if you carry luncheon, a couple of bread-and-butter sandwiches well wrapped in waterproof paper, and thin slices of cheese in a separate paper, or hard chocolate and water-biscuit, are as good as anything; and such a luncheon may prevent delay in swampy or foggy or damp country from becoming dangerous.

Study the country you are to travel and the road-surface, understand your map, know your route, its general direction, etc. Always observe the road you cover; keep a small note-book, and jot down everything of interest. Use the pocket-compass, even in your home locality, to fix general direction; for when detained at night, such knowledge may prove useful. Fog and rain or a moonless night are bewildering, rendering familiar roads weird and strange; and, unlike the driver or equestrian in the dark, a bicyclist must trust to himself alone. Wheeling in the dark, however, has some advantages, as you are apt to ride in a straight line, and not turn out for bad places in the road; on the other hand, a certain amount of risk is necessarily taken. There should be no close riding, and constant care should be exercised for the avoidance of collision.

Cycling offers endless opportunities for the formation of clubs, and cycling clubs there are of all ages and sizes. A simple form of club for the earlier phases of the sport may be organized in this way: Buy two bicycles, and form as small a club as can manage their purchase. Keep a register, and pass the bicycles from member to member, for say a week at a time, repairs in case of accident to be paid for by the member using the wheel at the time of the accident. The club may later be enlarged by receiving any desired number of members and purchasing additional wheels in proportion. But nothing is so satisfactory as a chosen mount of your own, adjusted to suit your individual needs and kept for your own exclusive use. A bicycle exactly adjusted to your liking should be jealously devoted to your individual use. A beautiful machine should be kept free from finger-marks. Keep a chamois and a clean piece of cheese-cloth at hand where it is kept, and use them. Nickel holds its polish if not attacked by acid or grease. Enamel should be treated differently, with cold water, sponge and chamois, after light dusting.