The bicycle
The first known iterations of a wheeled, human-powered vehicle were created long before the bicycle became a practical form of transportation. In 1418, an Italian engineer, Giovanni Fontana (or de la Fontana), constructed a human-powered device consisting of four wheels and a loop of rope connected by gears, according to the International Bicycle Fund In 1813, about 400 years after Fontana built his wheeled contraption, a German aristocrat and inventor named Karl von Drais began work on his own version of a Laufmaschine (running machine), a four-wheeled, human-powered vehicle. Then in 1817, Drais debuted a two-wheeled vehicle, known by many names throughout Europe, including Draisienne, dandy horse and hobby horse.
Bicycles made a comeback in the early 1860s with the introduction of a wooden contraption with two steel wheels, pedals and a fixed gear system. Known as a velocipede (fast foot) or a "bone shaker," the brave users of this early contraption were in for a bumpy ride.
The question of who invented the velocipede, with its revolutionary pedals and gear system, is a bit murky. A German named Karl Kech claimed that he was the first to attach pedals to a hobby horse in 1862. But the first patent for such a device was granted not to Kech but to Pierre Lallement, a French carriage maker who obtained a U.S. patent for a two-wheeled vehicle with crank pedals in 1866, according to the NMAH.
In 1864, before obtaining a patent for his vehicle, Lallement exhibited his creation publicly, which may explain how Aime and Rene Olivier — two sons of a wealthy Parisian industrialist — learned of his invention and decided to create a velocipede of their own. Together with a classmate, Georges de la Bouglise, the young men enlisted Pierre Michaux, a blacksmith and carriage maker, to create the parts they needed for their invention.
Michaux and the Olivier brothers began marketing their velocipede with pedals in 1867, and the device was a hit. Because of disagreements over design and financial matters, the company that Michaux and the Oliviers founded together eventually dissolved, but the Olivier-owned Compagnie Parisienne lived on.
By 1870, cyclists were fed up with the lumbering bone-shaker design popularized by Michaux, and manufacturers responded with new designs. Also by 1870, metallurgy had advanced enough that bicycle frames could be made of metal, which was stronger and lighter than wood, according to the IBF.
One popular design was the high wheeler, also known as the penny farthing because of the size of the wheels. (A farthing was a British coin that was worth one-fourth of a penny.) A penny farthing featured a smoother rise than its predecessor, due to its solid rubber tires and long spokes. Front wheels became larger and larger as manufacturers realized that the larger thre wheel, the farther one could travel with one rotation of the pedals. A riding enthusiast could get a wheel as large as their legs were long.
Unfortunately, the large front-wheel design championed by thrill-seeking young men — many of whom took to racing these contraptions at newly founded bicycle clubs across Europe — was not practical for most riders. If the rider needed to stop suddenly, momentum carries the entire contraption over the front wheel and landed the rider on his head. This is where the term "taking a header" came into being, according to the IBF. Enthusiasm for penny-farthings remained tepid until an English inventor named John Kemp Starley came up with a winning idea for a "safety bicycle" in the 1870s. Starley began successfully marketing his bicycles in 1871, when he introduced the "Ariel" bicycle in Britain, kicking off that nation's role as the leader in bicycle innovation for many decades to come. Starley is perhaps best known for his invention of the tangent-spoke wheel in 1874.
This tension-absorbing front wheel was a vast improvement over the wheels found on earlier bicycles and helped make bike riding a (somewhat) comfortable, enjoyable activity for the first time in history. Starley's wheels also made for a much lighter bike, another practical improvement over previous iterations.
Then, in 1885, Starley introduced the "Rover." With its nearly equal-sized wheels, center pivot steering and differential gears that operate with a chain drive, Starley's "Rover" was the first highly practical iteration of the bicycle.
The number of bicycles in use boomed from an estimated 200,000 in 1889 to 1 million in 1899, according to the NMAH.
At first, bicycles were a relatively expensive hobby, but mass production made the bicycle a practical investment for the working man, who could then ride to his job and back home. The bicycle introduced thousands to individual and independent transportation, and provided greater flexibility in leisure. As women started riding in great numbers, dramatic changes in ladies' fashion were required. Bustles and corsets were out; bloomers were in, as they gave a woman more mobility while allowing her to keep her legs covered with long skirts.
Bicycles were also partly responsible for better road conditions. As more Americans began to ride bicycles, which needed a smoother road surface than a horse-drawn vehicle, organizations of bicyclists started calling for better roads. They were often joined by railroad companies that wanted to improve the connections between farmers and other businesses and the rail station.
The bicycle had a direct influence on the introduction of the automobile, according to the NMAH. Bicycle parts were later incorporated into automobile parts, including ball bearings, differential units, steel tubing and pneumatic tires.
Many pioneer automobile builders were first bicycle manufacturers, including Charles Duryea, Alexander Winton and Albert A. Pope. Also, Wilbur and Orville Wright were bicycle makers before turning their attention to aerodynamics. Glenn Curtiss, another aviation pioneer, also started out as a bicycle manufacturer.
As automobiles rose in popularity, though, interest in bicycles waned. Also, electric railways took over the side paths originally constructed for bicycle use, according to the NMAH. The number of manufacturers shrank in the early 1900s, and for more than 50 years, the bicycle was used largely only by children.
A reawakening of adult interest occurred during the late 1960s as many people began to see cycling as a non-polluting, non-congesting means of transportation and recreation. In 1970, nearly 5 million bicycles were manufactured in the United States, and an estimated 75 million riders shared 50 million bicycles, making cycling the nation's leading outdoor recreation, according to the NMAH.