Credit Governor Theodore Roosevelt with signing the first bicycle side path law into effect in 1899. It provided for the establishment of side path commissions in any NY county upon the petition of 50 residents. They could negotiate, build and contract for the maintenance of paths in their counties, funded by a license fee on users of up to $1/year. Unlicensed users were subject to a fine of $25 or even jail. The side path movement rapidly spread westward based on the NY model, largely through the strong support of the powerful League of American Wheelmen (LAW). Similar laws were passed in PA, OH and MI. Many observers expected Iowa lawmakers to approve similar legislation, but time ran out. Automobiles exploded onto the scene and the bicycle mania cooled. The roads vs. side paths-debate was settled in favor of cars and roads. Bicycles were reduced to the status of primarily a children's toy. It would be nearly 60 years before the idea of bike trails was revived.

With the physical fitness boom that started in the early 1960's and growing environmental movement, bicycles became popular again with both young and old. Bike sales doubled almost every year and voters demanded safe paths away from automobile traffic for themselves and their children. The first modern bike trail or "bikeway" was constructed in Homestead, FL in 1962. The federal government got into the act in 1966 when the Department of the Interior granted $367,000 to 12 communities to get paths started, including Omaha, Chicago and Milwaukee here in the Midwest. That same year Wisconsin created the first bikeway to span a state, connecting 65 miles of back roads and 267 miles of an abandoned railroad line. The use of unused RR right-of-ways was swiftly adopted by other states, especially after Congress deregulated the industry in 1980 and the companies started abandoning thousands of miles of unprofitable lines every year. The Iowa Legislature showed its support for trails in Apr. 1970 with passage of the Recreational Bikeways Bill, designating $10,000 for planning bikeways over scenic and backroads here. Iowa was especially well positioned to take advantage of the "Rails to Trails" movement with its almost unparalleled network of lines crisscrossing the State, but, as in the 19th century, there was strong pushback from the Ag community.

The 19th century bicycle path movement had lasting effects. The organization and lobbying efforts of Good Roads members ultimately produced our modern roads and highways, road-laws and the funding system we have today. Many of our common sense regulations originated with the wheelmen--for example, wide tire laws mandating that every vehicle be equipped with tires of a width commensurate with its weight and carrying capacity, and laws mandating the transport by trains and buses of passengers' bicycles. Next time: our newest trail: Dows-Maniti. ... See MoreSee Less

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The Drew & White Cycle Co., Marion's leading bicycle shop, was responsible for stimulating the strong local interest in bike racing and "centuries" (100-mile, 1-day rides) at the end of the 19th century, through the store's sponsorships, innovative marketing and the strength of co-owner Charley Drew's personality. The store didn't survive the cutthroat competition that came with the tremendous increase in bicycle production nationally c.a. 1896-97 and the departure of co-owner Cheney White for college and Drew himself for the Klondike gold fields shortly thereafter, but the company left a lasting legacy in its support for the Good Roads movement and local bike trails.

In the Spring of 1896 Drew & White organized a subscription among the local wheelmen and hired James Graham, the Iowa dealer for "Champion" graders, to rework the Marion Boulevard/ First Ave. bike trail to Cedar Rapids. Frost heaving, spring runoff and sabotage by bordering farmers had largely erased the original trail. Graham repeated the job on the Old Marion Road trail, completing a circuit for racing and offering up twice the fun for CR and Marion riders. Graham started his own retail bicycle business in the Spring of 1896, The Marion Bicycle Exchange. Patrons could buy or rent bicycles and get them repaired. He sold the store to James Crowner in March 1897 and moved to Iowa City where he became a salesman for the Iowa branch of the Domestic Remedy Company, purveyors of Rork's Badger Remedies. He later moved to CR and became a real estate agent. Crowner had no better luck in the bike business and moved to Springville at the end of the '97 season to work in a hardware store. See Graham at Find a Grave memorial #140967522.

In the Spring of 1897 the Marion Good Roads Club hired Samuel Smoyer (1844-1923) to grade a bicycle path from Marion to Iowa City via CR with a side road to the Upper Palisades. Smoyer operated a Marion dray line 1893-1898 hauling freight and baggage. He returned to his former occupation in 1898, hotel management, leasing the Biggs House in Marion--"The best dollar-a-day house in Iowa." Later he moved to Lemars and Sioux City where he also managed hotels. See Smoyer at Find a Grave memorial # 9787046. His daughter Fannie (1863-1890) was an early bicycle fan. Sadly, she died in Elgin, IL from injuries in a freak accident with a horse-drawn streetcar while riding her bicycle when her dress was caught in the wiffletree. Sam and Fannie are both in Oak Shade.

In June, 1897 the Good Roads Club contracted with Virgil A. Lathrop (1837-1919) to grade and maintain a trail down to Bertram. Lathrop was a leading local farmer and long-time resident, and at age 60, Marion's most senior wheelman. The old settler had considered bicycling a young man's game at first but he was induced to try it and changed his mind, pronouncing bikes, "indispensable" around the house and farm; furthermore, he would not be out-done by any Cedar Rapids bike-riding grand pops! (Marion Pilot, September 3, 1896) See Lathrop at Find a Grave memorial # 106885146. He's in Oak Shade too. Next time: Theodore Roosevelt solves the bicycle trail funding quandary. ... See MoreSee Less

4 weeks ago  ·