Manufacturing Process of a Bicycle

Manufacturing Process of a Bicycle

Manufacturing Process of the Bicycle

In the past few decades, emerging new technologies have threatened the existence of the traditional bicycle. However, even with such threats, the bicycle has survived and has even grown in numbers, sales and use. Many poorer countries whose citizens do not have widespread access to cars or buses utilize the bicycle for travel, work and entertainment. In richer countries such as the United States, the bicycle still maintains its common popularity; there are 85 million bicycle riders in the United States alone. According to statistics released by the U.S. & Foreign Commercial Service and U.S. Department of State (2001), bicycle sales of $850 million in 1999 amounted to 1.5% of total retail sales. Recent statistics indicate that consumer spending in the bicycle industry has amounted to over one billion U.S. dollars, and of this amount, approximately 60% (a total of more than $600 million) was spent on 1,445,000 new bicycles, which sold at an average price of $425 (U.S. & Foreign Commercial Service and U.S. Department of State, 2001). The remaining $491 million was spent on second-hand bikes, accessories (15%), maintenance (10%) and purchases of rain and cycling garments (15%).

The use of the bicycle has increased steadily throughout the world. Research indicates that spending in the bicycle industry has increased by 27% since 1995 (U.S. & Foreign Commercial Service and U.S. Department of State, 2001). In 2000, sales of bicycles peaked at an all-time high of 1,517,000 units, or an increase of five percent over 1999. In addition, retail sales continue to grow, and department stores and mail order companies report 10% increases over the past few years. Sales were valued at more than $650 million in 2000; 50% of sales were of city bikes, while 29% of bicycles sold were leisure/hobby bicycles (U.S. & Foreign Commercial Service and U.S. Department of State, 2001). Marketing reports indicate that the average prices for bikes are as follows: City bikes - $484; Tour/Mountain bikes - $645; and Children's bikes - $190. Even with inflation and increasing costs, the bicycle is apparently available to consumers everywhere at a reasonable cost. Thus, the statistics presented above indicate that the bicycle industry appears to be a viable industry despite of the competition presented by technology. This paper will discuss the manufacturing process of the bicycle, taking into account the history of the bicycle and the manner in which this process developed. It will examine the present impact of the manufacturing process and will conclude with a projection of the future usage of the bicycle.

History of the Bicycle

Although there have been historical disagreements as to the exact identity of the first manufactured bicycle, a review of the literature credits Baron von Drais as inventing a walking machine that would help him get around the royal gardens faster in 1817. This first model of the bicycle consisted of two same-size in-line wheels, the front one steerable, mounted in a frame which the rider straddled. The device was propelled by pushing one's feet against the ground, thus rolling oneself and the device forward in a sort of gliding walk (Bicycle Museum, 2007). This bicycle was made of wood and was called a hobby horse. This early model was not long-lasting as a result of its impracticability for transportation in any other place than a well maintained and clear pathway. The next appearance of a two-wheeled riding machine was in 1865, when pedals were applied directly to the front wheel (Bicycle Museum, 2007). This machine was known as the velocipede ("fast foot"), but was popularly known as the bone shaker, since it was also made entirely of wood, then later with metal tires, and the combination of these with the cobblestone roads of the day made for an extremely uncomfortable ride. A photo of this early bicycle is included at the end for reference.

Bicycles manufactured out of metal did not emerge until 1870. In this model, the pedals were still attached directly to the front wheel with no freewheeling mechanism. Solid rubber tires and the long spokes of the large front wheel provided a much smoother ride than its predecessor (Bicycle Museum, 2007). The front wheels became larger and larger as makers realized that the larger the wheel, the farther one could travel with a single pedal rotation. This bicycle was costly, and only the well off members of society could afford the model. In the following years, design improvements were implemented, changing the beginning design of the bicycle. An example of one of these changes was the placement of the small wheel in the front to eliminate the tipping-forward problem. These designs became known as high-wheel safety bicycles. Since the older high-wheel designs had been known simply as bicycles, they were now referred to as "ordinary bicycles" in comparison with the new-fangled designs, and then simply as "ordinaries (Bicycle Museum, 2007)." As the manufacturing process of metal improved, bicycles began implementing smaller and lighter chains and sprockets. This led to the manufacture of bicycles with two of the same-size wheels, and provided for a speed that was the same as the huge high-wheel.

These early bicycles featured hard rubber tires without shock-absorbing spokes. The models that followed had front and/or rear suspensions, and various designs competed with one another. The primary companies that introduced models with two same-size tires included Sears Roebuck, Montgomery Ward, and later, Schwinn. The early models manufactured by these companies featured automobile and motorcycle elements to appeal to children. They were built into the middle '50s, by which time they had taken on design elements of jet aircraft and even rockets (Bicycle Museum, 2007). The Schwinn company is noted as the earliest company to implement a cost-efficient manufacturing process of these early bicycles.

Early Manufacturing Process of the Bicycle

In its early models, Schwinn manufactured bicycles through means of fillet-brazing and welding joints by hand, then grinding and polishing them until the frame appeared as though it was carved from a block of steel. Called the E/F frame, these models sought to imitate a handbuilt, fillet-brazed frame while dramatically reducing manufacturing costs. To achieve this look Schwinn engineers actually moved the "joints" from their typical locations at the ends of the mitered tubes to a circumferential butt joint around the tube about 1 1/2" from the typical joint locations: the "head tube" actually extends out to the joint on the top tube and down tube (Muller, 2007). To produce a typical E/F frame joint, the ends of two tubular frame components were held nearly together and clamped in copper jaws, which acted as anodes and cathodes (Muller, 2007). The edges of the adjacent parts served as electrodes and filler material, and the edges had to be closely aligned to assure a strong joint and to avoid undercutting when they were polished afterward. Next, a high electric current was applied across the two parts, jumping the small gap between them. The relatively thin edges of the tubes became molten and the two parts were pushed together by hydraulic rams.

In the early manufacturing process, the actual welding took only a few seconds compared to several minutes to weld or braze each conventional joint. In this manner the Schwinn company was able to manufacture bicycles at decreasing prices. Schwinn also used coil strips of steel to produce its own tubing. The strips were fed through a series of rollers which shaped and sized them and prepared them for the final rollers, which passed an electric current to the edges (Muller, 2007). This was a continuous process, so immediately after welding, the bulk tubing was cut to the appropriate lengths (Muller, 2007). After all these processes, the head tube, other tubes and rear end subassemblies were ready to be joined into an E/F frame. The processes just described produced the building blocks and potential cost savings for the frames, but just as important to the ultimate success was the sequence of joints produced (Muller, 2007). Joining the top or down tubes to the head tube was the most dramatic operation; these tubes were clamped nearly together in copper jaws, and once the electric arc was struck the down tube was pushed into the head tube. The seat mast and bottom bracket were likewise joined and cleaned up on a lathe, and the parts were aligned. A review of the research indicates that many of the processes involved in the early manufacture of the bicycle were very fast, requiring the stroke of a punch press or a rapid electric jolt.

Early Placement in the Market & Present Impact of the Manufacturing Process

These early bicycle models were placed into the market as early as the 1900's. In the late sixties Schwinn invested heavily in the E/F machinery, and during the bike boom years Schwinn was building more than a million E/F frames and bicycles every year. At the same time, though, Schwinn revived one of their old trade names and began to import the "World" line of lugged frame bicycles from National and Bridgestone of Japan rather than build them in their own Chicago plant (Muller, 2007). Between 1971 and 1979, Bridgestone built almost 1 million bikes for Schwinn, or roughly about 4.5 times the number of bikes Bridgestone-Japan built in during the Bridgestone years of 1984-1994. Bicycle manufacturers such as Schwinn did not begin manufacturing their own frames until the late seventies. Bridgestone had been producing its handbuilt Paramount line of racing and touring machines, with elegantly carved and hand brazed joints, since 1938, and these frames were regarded as among the best built anywhere in the world (Muller, 2007). However, this type of early manufacturing process never evolved into mass production.

The present manufacturing process greatly differs from the early processes utilized by companies such as Schwinn. In the present, frame manufacturers buy tubing from one source, frame fittings from others, and then fabricates a frame. Some companies outsource frame subassemblies and bicycle painting to other countries where the labor is cheaper. This differs greatly from the manufacturing process where all of the operations to produce a frame were manufactured in-house. The early manufacturing process consisted of making the tubing, the frame fittings, and joining the tubes and fittings into a frame and painting it. The only products the early manufacturers bought were coils of 1010 steel strip, as compared to buying separate pieces for each segment of the bicycle. This present manufacturing process will bring additional jobs to poorer countries, that will benefit from the domestic manufacture of bicycles. This outsourcing is positive because many of these poorer countries rely on bicycles as their primary means of transportation.

Projections of the Future Usage of the Bicycle

To date, the bicycle manufacturing industry remains an extremely competitive industry, and one in which larger countries such as the United States are the primary contenders. However, the market is changing, and there are other areas of the bicycle industry in that have become the focus. For example, there are markets in less-developed areas that would benefit from the manufacture of bicycles. Research in the industry indicates that other growing countries, such as Latin American countries, are becoming more dependant on reliable, less-costly means of transportation. Since most of these countries are small, there is not a great need for huge recreational vehicles or trucks. In fact, since many people in these countries are only commuting short distances, a bicycle is a perfect solution. Thus, it is in bicycle companies' best interest to begin working toward creating a new market share in these countries. Since the majority of people in developing countries do not have the funds required to spend on a luxury-type of motor bike or bicycle, a basic model that offers all the necessities is ideal.

The future of the bicycle will evolve into models with small motors, such as mopeds, scooters, small motorcycles, which are most often seen in urban areas and developing countries. Other motorized models, such as motorcycles, and large street bikes, most often seen in North America and Europe have already emerged, based on the early models of the bicycle. Standard bicycles that are most often used as a means of low-cost transportation will continue to exist, along with slightly varied updated versions. Performance bikes, most often used for responsive handling, rapid acceleration and high top-end speeds will also evolve. Touring bikes, most often known for their comfort features and accessories, are most often seen in the United States with baby boomers. Finally, the traditional bicycle will turn into the custom motorcycle designs, most often seen in the United States, among the wealthier classes and less popular outside the United States.