Bicycle Manufacturing: History, Process, and Future Trends

Introduction: The Bicycle Industry Today

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 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 broad 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, an increase of five percent over 1999. In addition, retail sales continued to grow, with department stores and mail-order companies reporting 10% increases over the preceding few years. Sales were valued at more than $650 million in 2000; 50% of sales were city bikes, while 29% of bicycles sold were leisure and hobby bicycles (U.S. & Foreign Commercial Service and U.S. Department of State, 2001). Marketing reports indicate that average prices for bikes were as follows: city bikes — $484; tour/mountain bikes — $645; and children's bikes — $190. Even with inflation and increasing costs, the bicycle is available to consumers everywhere at a reasonable price. These statistics indicate that the bicycle industry remains a viable industry despite the competition presented by advancing technology. This paper discusses the manufacturing process of the bicycle, taking into account the history of the bicycle and the manner in which this process developed. It examines the present impact of the manufacturing process and concludes 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 intended to help him get around the royal gardens faster in 1817. This first model 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, thereby rolling oneself and the device forward in a gliding walk (Bicycle Museum, 2007). This bicycle was made of wood and was called a hobby horse. This early model was not long-lasting due to its impracticability for transportation anywhere other than a well-maintained, clear pathway.

The next appearance of a two-wheeled riding machine came 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 called the "bone shaker," since it was also made entirely of wood and later fitted with metal tires. The combination of metal tires with the cobblestone roads of the day made for an extremely uncomfortable ride.

Bicycles manufactured from 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). 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 more affluent members of society could afford it. In the years that followed, design improvements were implemented. One notable change was the placement of the small wheel at 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 newer designs, and then simply as "ordinaries" (Bicycle Museum, 2007).

As the manufacturing process for metal improved, bicycles began to incorporate smaller and lighter chains and sprockets. This led to the manufacture of bicycles with two same-size wheels that could achieve speeds equivalent to 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 mid-1950s, 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 for these early bicycles.

Early Manufacturing Process of the Bicycle

In its early models, Schwinn manufactured bicycles by means of fillet-brazing and welding joints by hand, then grinding and polishing them until the frame appeared as though it had been 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 moved the "joints" from their typical locations at the ends of the mitered tubes to a circumferential butt joint around the tube approximately 1½ inches from the typical joint locations: the "head tube" actually extended 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 ensure a strong joint and to avoid undercutting when they were later polished. 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 then pushed together by hydraulic rams.

In the early manufacturing process, the actual welding took only a few seconds, compared with several minutes to weld or braze each conventional joint. In this way, Schwinn 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 that 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; immediately after welding, the bulk tubing was cut to the appropriate lengths. 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 described above produced the building blocks and potential cost savings for the frames, but the sequence of joints produced was equally important to the ultimate success of the frame (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, cleaned up on a lathe, and aligned. A review of the research indicates that many of the processes involved in the early manufacture of the bicycle were very fast, requiring only the stroke of a punch press or a rapid electric jolt.

Conclusion

Any bicycle company competing in the manufacturing process must broaden its horizons if it is to remain competitive. New focus must be directed toward innovative products that can be manufactured using current and emerging technologies. Competitive categories for newly manufactured bicycles will center on performance, styling, breadth of product line, image and reputation, quality of after-sale service, and price. New products must also be researched and developed, and bicycle companies would benefit by expanding beyond their traditional target populations, as competitors will attempt to gain advantage by securing those same consumers. With the combination of new technologies and refined manufacturing processes, the bicycle industry will continue to operate with considerable potential.

In summary, the financial performance of the bicycle industry is strong. This industry has consistently experienced increasing revenues and bicycle sales, maintaining a consistent growth rate, whereas the growth rates of other manufacturing industries fluctuate on a yearly basis. The number of bicycle users has grown steadily each year, with only very infrequent exceptions. The long-term success of the industry, its reputation, and the brand recognition held by several major bicycle manufacturers will ensure strong financial performance, regardless of new technological developments.

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