ment did not really get underway until about 1890 when the organized bicyclists launched a national public relations campaign to whip up sentiment favorable to more and better roadbuilding.
As a result of the Mecklenburg Road Law, loads such as this could be hauled by two mules on a macadamized road in any weather where formerly only two bales of cotton could be hauled on an earth road in fairly good weather.
The Wheelmen and The Roads
Bicycles became practical vehicles for personal transportation with the introduction of the “safety” design[N 1] in 1884 and the pneumatic tire in 1888. Almost overnight cycling became a national craze in the United States. “A frenzy seized upon the people and men and women of all stations were riding wheels; ardent cyclists were found in every city, village and hamlet.”[1]
The wheelmen were not content to do their riding on the relatively smooth city streets, but fanned out into the country in all directions. They organized cross-country rallies, road races, weekend excursions. These activities brought the wheelmen into intimate contact with the miserable country roads, and they became vociferous advocates of road improvement.
- ↑ They were called “safety” bicycles because, unlike the “ordinary” bicycle with its high front wheel, the rider was less apt to be propelled over the handlebars if he hit an obstacle.
A leisure bicycle trip into the country about the turn of the century.
All over the country, the bicyclists formed social organizations, or “wheel clubs,” to promote cycling as a sport. Leading this movement nationally was the League of American Wheelmen, which had been organized in 1880 by consolidating a number of local “ordinary” bicycle clubs. Very early in its life the League perceived that cycling as a sport depended on good roads, and it transformed itself into a powerful propaganda and pressure group for promoting them. “Newspaper space was freely utilized; many papers making special and regular features of ‘good roads’; pamphlets were published and distributed broadly, and a magazine was established.”[2] Appropriately, this magazine was titled Good Roads, and it was launched in 1892 under the energetic editorship of I. B. Potter, a New York City civil engineer and lawyer. Good Roads circulated far beyond the ranks of the wheelmen and was very influential in molding public opinion to accept the inevitable taxes that would be required to create good roads. Potter heaped ridicule on American roads by contrasting their sad condition with the fine roads of Europe, particularly those of France. He ran testimonials, praising good roads where they existed in the United States. He
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