Overseas Cycle Manufacturer's Articles

BSA    Dunlop    Dursley Pedersen    Eagle    Lefèbvre Vélocipède    Magneet    Raleigh    Sunbeam    Tri-ang Toys

Back to cycle manufacturers

BSA: The Birmingham Small Arms Co Ltd
from the BSA Handbook 3rd Australasian Edition, 1915

" The great pile of buildings known as the Birmingham Small Arms Works, which forms one of the principal features of the Small Heath District of Birmingham, possesses a history which has for over 50 years run parallel with the National History of the British Empire, and which, in its later years, has closely reflected the changes and developments of the bicycle industry.

Originally formed at the time of the Crimean War, the B.S.A. Company was, for many years, entirely occupied in the manufacture of military rifles and munitions of war, and it was not until the year 1880 that it turned its attention to the cycle trade for which its resources and plant were particularly suited.

With the widened sphere of activities the B.S.A. reputation for fine workmanship and finish rapidly advanced and the names of many of the machines then produced are still remembered as representing the finest examples of cycle construction in their day. Some years later the B.S.A. Company recognised the growing demand for bicycle components, and very shortly afterwards the B.S.A. Works had to be largely extended to enable it to cope with the rapidly-growing demand for B.S.A. cycle fittings, which quickly achieved a great reputation for accuracy and durability. The Inspection Department for cycle fittings was organised on the system so successfully used in the manufacture of military small arms, and the careful viewing and testing inaugurated in those days and still retained and improved has been responsible to a great degree for keeping up the very high standard of quality and interchangeability which have made B.S.A. manufactures famous throughout the world.

In no part of the world did B.S.A. Cycle Fittings become more popular than in Australasia, where it was quickly found that the local cycle builders could, by using B.S.A. fittings, produce a bicycle far more suitable in every way for the peculiar needs of the country than the English and American bicycles hitherto imported. It can be safely said that B.S.A. Fittings completely revolutionised the bicycle industry of Australia; many competent mechanics started in business building B.S.A. machines, which they were able to do successfully owing to the perfect standardisation of the components employed. As a result, the importation of complete bicycles gradually dwindled down, until it finally disappeared altogether, and, in reversed ratio, the name B.S.A. and the trade mark of the Three Piled Rifles became recognised as the hallmark of quality, as applied to bicycles. Nothing better was wanted, nothing so good was obtainable, and to-day the locally-built B.S.A. machine stands supreme as the only bicycle really worth having for Australian conditions.

It was only to be expected that the great success of the B.S.A. Cycle Fittings in Australia would be followed by the usual crop of imitators, and of recent years the market has, at different times, been flooded with so-called " pattern" fittings of doubtful quality and origin.

These have been purposely designed to follow as closely as possible the genuine B.S.A. Fittings, but the conditions under which they are manufactured, and the low price at which they are sold make it impossible for them to approach B.S.A. quality and durability. It therefore is very necessary that every intending purchaser of a bicycle should read carefully pages 10 and I I in this Handbook, which give full particulars of the B.S.A. Trade Marks, and where to look for them. One inferior "pattern" part in a bicycle may destroy the value of the whole machine, but the information given in the pages referred to should enable every purchaser to guard against substitution or imposition, and to satisfy himself that his machine is from stem to stern genuine B.S.A.

In this connection it may be noted that the Commonwealth Postal and Defense Departments, the New Zealand Postal Department, and the various Police Forces throughout .Australasia invariably specify "B.S.A. throughout" in all their contracts for bicycles, which are, as may be imagined, required for constant and severe service. Experience has proved to them that the purchase of cheap bicycles is but false economy, and they now rigidly exclude any part that does not carry the B.S.A. Trade Mark. In the same way do the leaders of the pastime of cycling, the men who know, make a point of requiring their machines to be B.S.A. throughout. For many years past practically every important success on road or path has been won on a B.S.A., in fact, it would be very difficult indeed to induce any racing man. tourist, or overlander to risk his chances of success, or his limbs, by riding a "pattern" machine.

In considering the purchase of a bicycle, one should not be guided entirely by the first cost. The price of a genuine B.S.A. machine, the best the world produces, is Only a few pounds more than that of the cheapest " pattern" machine, and is within the reach of almost every man or woman in Australia. The purchaser of a B.S.A. bicycle has the satisfaction of knowing that no one in the land possesses a better machine; he is ensured many years of perfect service, complete security and comfort, and a good selling value at any time he wishes to dispose of it.

A secondhand B.S.A. machine will always fetch a good price, even after. many years' of service, whereas the secondhand "pattern" bicycle is only saleable at "scrap" prices.

The intending cyclist who is unable to pay the price of a NEW B.S.A., and is therefore thinking of putting up with a " pattern" machine, would make a far better investment by purchasing a good secondhand B.S.A. from a reliable dealer. Apart from the difference in the quality of the fittings, it is only natural that any cycle maker would put far better work into the job of building a B.S.A. bicycle. It is his best machine, and he takes a pride in turning it out in the best style. It is usually fitted with the best accessories, and generally finished and equipped in a manner which would be quite impossible with the cheap "pattern" bicycle.

In the following pages will be found illustrations and details of the principal B.S.A. components and specialties which should be carefully noted by all intending cyclists. Every part shown in this book is made entirely at the B.S.A. Works, of British material, and by the highest skilled British labour, under the supervision of a large staff of trained experts using gauges whose limit of error is one-thousandth part of an inch. This ensures the easy and perfect replacement of any part that may get damaged, which is a matter of great importance in a country like Australia, where bicycles are used often at great distances from the business centres.

Attention is called to the range of Free Wheels, Coaster Hubs, Two and Three-Speed Hubs, Chains, and other Accessories manufactured by the B.S.A. Company, all of which will be found fully described in this handbook.

The Eadie Coaster Hub is undoubtedly the most popular fitment that has ever been attached to a bicycle, having proved itself to be the most perfect combination of free wheel and brake ever introduced. The output of these hubs is now enormous, and is likely to be still further increased as a result of the new positive drive (described on page 39) which effectually prevents all possibility of slipping, even under the greatest driving pressure.

For those readers who prefer the hand-applied rim brakes, we would recommend the B.S.A. or Hyde Free Wheel, which can be fitted to any standard hub at a very moderate cost;

It is rather strange that Australian cyclists have not yet generally realised the great advantage of change speed gears which have become very popular in other parts of the World. Well known cyclists like Messrs. George Broadbent, E. A. Pearson, Francis Birtles, and others have satisfied themselves as to the merits of Two or Three-Speed Hubs, but the great rank and file of cyclists in Australia have yet to discover the great boon that a change of gear undoubtedly is. The B.S.A. Three-Speed Hub, the Eadie Two-Speed Hub, and Eadie Two-Speed Coaster Hub, give ample range of choice, and it is safe to say that the average cyclist would find his mileage and comfort greatly increased by the addition of any of these devices. They have now been on the market a great many years, are well proven, and thoroughly reliable, and the additional cost is now extremely moderate. For ladies there can be no doubt that a change of gear is an absolute necessity.

B.S.A. Motor Bicycles and B.S.A. Rifles can only be briefly referred to in this handbook, but both have become very popular throughout Australia, and special catalogues of each can be obtained from agents, or from our Australian representative.

Particular attention is called to the B.S.A. Transfers, which are supplied free to all bicycle builders for affixing to bicycles built of B.S.A. Fittings. This Transfer is illustrated on page 12 and on same page particulars are given of the conditions under which these Transfers are supplied.

A reference to the position of the B.S.A. Company in connection with the great world's conflict now raging will not be without interest. On the outbreak of war the B.S.A. Company immediately placed their Works and Plant at the service of the British Government, and did not hesitate to sacrifice their private trade in order to more fully cope with the demand for munitions of war. They realised that their first duty lay in the greatest possible production of material that will help to bring about a decisive victory and an enduring peace, and while it is not desirable to publish in detail particulars of the war material produced at the B.S.A. Works, it is safe to say that, after the war is over, everyone connected with the B.S.A. Company—Directors, Staff, workmen, and customers alike—will feel proud at their connection with a concern that has accomplished so much.

Since the outbreak of war, immense factories have been added to the B.S.A. Works, filled with the very pick of the world's machinery, which must, in happier days to come, add tremendously to the B.S.A. trade and reputation throughout the World.

THE widespread popularity of B.S.A. manufactures has tempted unscrupulous persons to offer worthless imitations as genuine B.S.A. Fittings. As these fraudulent substitutes are frequently described as "Pattern" B.S.A., it is necessary to caution intending purchasers of B.S.A. Fittings that none are genuine unless they bear our Trade Marks—the Three Piled Rifles or letters B.S.A. —as illustrated above, stamped on each part as enumerated on the following page.

It should be noted that immediate proceedings will be taken against any person, persons, or firms infringing our patents, name, or Trade Marks, or describing as "B.S.A." or as "B S.A. Pattern &c. any cycle, or part of a cycle, or accessory thereto, which is not of our manufacture.

THE BIRMINGHAM SMALL ARMS CO. LTD.,

B.S.A. Transfers

The Official Transfer issued by the Birmingham Small Arms Co. Ltd.

This Transfer not only marks the product of the B.S.A. Company, but it safeguards the public against substitution.

The B.S.A. Transfer is printed in blue and gold, and can only be fixed legitimately to a bicycle which embodies in its construction a complete set of B.S.A. Fittings, consisting of the following parts:—

STEERING HEAD COMPLETE, CRANK BRACKET WITH CHAIN WHEEL AND CRANKS, PEDALS, HUBS, SEAT LUG, BACK FORK AND STAY ENDS WITH PATENT CHAIN ADJUSTMENT, BACK FORK AND STAY BRIDGES. Each of these parts, if genuine, bears the B.S.A. Trade Mark in the position indicated on the previous page.

Every purchaser of a genuine B.S.A. Fittings Bicycle should see that the B.S.A. Transfer is affixed to the machine. It is not only a guarantee of genuineness, but it increases the second-hand selling value of the bicycle.

Our Australasian Representative will be pleased to inform any Cycle Agent in Australia upon what conditions these transfers are supplied. "

The Canberra Bicycle Museum is not able to advise re the dating of particular machines, this is a very complex business. However, you can write to John Gleave, 24 Muirpark Way, Bremen, Glasgow G63 0DX. Scotland UK tel 00 44 1360 660475 fax 00 44 1360 660751. He will require a photograph and details on the rear drop outs, seat stay mudguard bridge, chain wheel and crank patterns, head badge, fork crown shape, etc. There is no known code for the serial numbers.

Try the web site at http://www.sheldonbrown.com/english 3 speeds.html 

Back to top of overseas cycle manufacturers

John Boyd Dunlop 

1840-1921

Submitted by K.Ward

John Boyd Dunlop revolutionised transportation by his presentation of his pneumatic tyre which he developed through experiments to make a more comfortable ride for his son with his Boneshaker tricycle. He was born in Dreghorn Ayrshire Scotland and was a veterinary surgeon in Belfast. In 1887 starting with water filled hose-pipe he progressed till he made a canvas wrapped inflated rubber tube, with canvas reinforcement, a one way valve to inflate and a tread for wear. The tyre was covered with rubber solution to attach to the wheel rim. The tyre was initially too bulky so a special bike had to be built with wide forks. It is recorded that the tyres were fitted to an Edlin Quadrant Bicycle. on the 28 February 1888. The tyre was then presented after he had taken out a patent. The first reaction was of mockery. "Pudding" " Wind bag" "Bladder" tyres. Then the Patents Office rejected his patent application as it was found that a patent had been taken out by R.W.Thompson in 1845 for a leather covered Pneumatic tube, for horse drawn carriages wheels. Dunlop won the case arguing that his was only one application of the Pneumatic principle. In the next few years the trade went mad. Tyre manufacturers sprung up everywhere with unbelievable claims of their tyre's ability and superiority to their opposition. The speed and comfort of the safety bicycle fitted with Pneumatic tyres made cycling available to everybody. In 1891 Edouard Michelin of France produced the removable tubeless tyre and other manufacturers followed. By 1895 all bicycles sold were fitted with Pneumatic tyres.

 The 1892 Trade Journal carried advertising by some 10 tyre manufacturers:

Duplex Rim & Tyres.

James Pneumatic Tyres

Heales Pneumatic Tyres.

Birts Pneumatic Tyres Bates Pneumatic Tyres

Silvertown Pneumatic Tyres Parkin & Wright Pneumatic Tyres.

Seddens Pneumatic Tyres Olympic Pneumatic Tyres.

Preston Davies Pneumatic Tyres.

 The long battle between the Penny Farthing and the Safety Bike ( Bone Shaker) was resolved when the Safety Bike was fitted with Pneumatic Tyres and was converted from a Bone Shaker to a comfort machine. The popularity of the Penny Farthing waned due to the huge demand for these new comfort machines. Between 1892 and 1900 220,000 bikes were sold in W.A. with 180 different brands They were mainly imported from England and Canada due to their advanced mass production facilities. Massey Harris (todays farming machinery manufacturer) were the Canadian suppliers and Percy W. Armstrong (the originator of the Beverley to Perth Cycling Classic) was the first to import the English New Rapid Bicycle in 1895. Advertising claims were made that the West Australian firm of Davis Frankfin had been manufacturing bicycles exclusively for twenty years.

Back to top of overseas cycle manufacturers

Dursley Pedersen

From "The Ingenious Mr. Pedersen” by David E. Evans

Mikael Pedersen's account of how he came to create his unusual cycle. It is taken from an early undated catalogue, perhaps the first issued

 I have been a cyclist for more than twenty years, and have done much hard riding, sometimes 5,000 miles in one season. I soon found there was much room for improvements in the construction of cycles, although it was only when I got my, first "safety" that I saw how much yet remained to be done in this direction.

 The part of the machine in general use, which I found especially imperfect, was the seat. There have, it is true, been many attempts to make better seats, but none were what I thought completely successful. I made several experiments before I could get exactly what I wanted, but finally, my efforts were crowned with success. The seat which I have devised is, as you will observe, made of strings of different degrees of tension, running from a point in front to a cross steel bar giving the requisite width behind. In order to give the right width and form, cross strings are interwoven. The seat is suspended between two, supporting points about two feet from each other; and running from the cross steel bar to the rear supporting point are several spiral springs, which afford the requisite elasticity. It will be seen that this seat called by some the "hammock", and by others the "network seat) can never become hard or too wide at any point, although it gives the rider more space than do other seats. As, moreover, it "gives" in ever direction; the weight is always evenly distributed. You may take my word for it that all cyclists and especially ladies after once trying this seat will refuse to ride on any, other. Its weight is not more than four ounces, as against the (about) 3 lb. of an ordinary saddle.

 Seeing that I should want so much room between the two points for suspending the seat, I found it almost impossible to make a new seat frame which would not be too heavy, and which would have an elegant appearance. I resolved to make a cycle frame, which would carry the seat without the necessity of having a special seat frame at all. In the ordinary safety I found the frames were so far from perfection that I had to abandon that system entirely, with the exception of the two tubes running from the bottom bracket to the real wheel spindle. Now, in order to have a strong support in front for the suspension of the seat, and at the same time to hold the top pivot for the front fork, I let one tube from each end of the bottom bracket tube run to the supporting point, where they are joined. Two other tubes run from the supporting point to the rear ends of the hind wheel fork, forming two perfect triangles, Joined at the top angle, where they carry the seat from the front fork pivot, and are held apart in the two other angles by the bottom bracket barrel and spindle from the rear wheel, This is the real body of the frame, and the great strength of it will be easily understood.

 To form a strong support behind, from which the seat is suspended to its support in front, I build another tube from each end of the bottom bracket barrel running to the required point, where they; are joined; and from there a wire runs down on either side, where they are connected to the rear ends of the hind wheel fork, forming two other perfect triangles. Joined at the top, and held apart beneath in the same way, as the above mentioned triangles: the tubes running from the bottom bracket to the hind wheel spindle form the basis of the triangles in both cases. It will be seen that in no other way could equally strong supports for the suspension of the seat be made, unless at the sacrifice of lightness. Nothing like the common front fork could be fixed to this frame. I may say that I never approved of the manner in which these forks were built, inasmuch as they were weakest where they ought to be strongest, and heaviest where they ought to be lightest.

 I build my front fork of four tubes, which I join at the top, where they carry a pivot spindle. About midway there is a crown plate, which carries the bearing for the pivot bolt, and keeps them apart so that, from there to the top the fork consists of four perfect triangles. On each side two tubes are joined at the lower end, thus forming a fork for the front wiled, each side Consisting of a perfect triangle. Made in this way, the front fork 'is so strong that, although weighing only rather more than half a pound, it will carry a rider of sixteen stone over a rough road. To transmit the steering power to the front wheel the handle bar drops, to allow room for the knees, thus enabling the bar to be built into the strongest part of the forks connecting all four tubes. The pivot spindle at the top of the fork is fitted into the bearing at the top part of the frame from which the saddle is suspended. At this point the centre lines of all the eight tubes meet. To hold the front fork at the right distance below, a tube is built out from each end of the bottom bracket, the tubes running towards the middle of the front fork, where they are joined, and carry a seat for a pivot bolt, by which it is pivoted to the crown plate in the front fork. The bottom bracket barrel, which has to stand the heaviest strain of all parts of the frame, is, as I have shown, held by four tubes at each end; and this accounts for the immense strength of the frame."

Editor's note:

The New Copenhagen Pedersen Cycle

 Until recently Pedersen cycles in Denmark were almost unknown. Then a young blacksmith, Jesper Solling, living with his family in a commune set up in a disused army barracks in Copenhagen, saw a book picture of one and made a crude replica. From this chance beginning in 1978, and with the advice of cycle historian, Finn Wodschow, a small but thriving, Pedersen style cycle frame building business sprang into being, These Copenhagen Pedersen frames, made with modem techniques and capable of taking current standard cycle fittings, are exported to many parts of the world. There is one in the Bicycle Museum's collection. It was assembled in Adelaide before coming to Canberra. It is red in colour and rides very nicely.

Back to top of overseas cycle manufacturers

Eagle: And How To Learn To Ride It

published by the Eagle Bicycle Mfg Co, Stamford, Conn, U.S.A. 1891

The Mount: Standing on the left side of the wheel he will take the left handle in his left hand and rest his right upon the rear of the saddle, then, running the machine forward quickly, place his foot on the pedal just as it reaches its lowest point and step lightly to the saddle. He should keep a steady hand meanwhile upon the handle, for upon his steering, even while mounting, depends his balance. It will be well to have an assistant walk on the right-hand side while the beginner is making his first attempts. Some riders prefer to hold both handles while mounting, claiming to thus keep a better control, but as we have seen as many learn well and quickly one way as the other, it is considered, therefore, only a matter of preference. The standing mount is perhaps the hardest to learn, but when once familiar with, it is the quickest and easiest way in which a cycle was ever mounted. The left pedal should be forward, a little below the height of the axle, the rider grasping both handles, places his left foot upon it and steps quickly to the saddle, taking care to lean well forward and keep the little wheel firmly on the ground. The moment the weight is upon the pedal, the machine will start forward and give sufficient motion to guide it until the other foot reaches the right pedal, which will then be forward ready to push. No forward motion whatever should be given from the ground when starting to make this "mount", as that would bring the left pedal to its lowest point, and the weight of the rider would impart no motion; thus, on reaching the saddle, the machine would be at a standstill, and the cranks directly on centre.

After once getting a seat on the saddle "stick to it". Do not on any account leave the saddle to jump or step backwards over the rear of the wheel.

Dismounting: The dismount is made by simply stepping from the pedal when it is at its lowest point, and may be made form either side, taking care to lift the opposite leg high enough to avoid striking the rear of the wheel. As there is no danger of a header, this dismount is very easy and does not need any further explanation. To dismount from the rear a rider should pull up quickly on the handles, at the same time throwing his weight backward, the wheel will then shoot out from under him, leaving him standing behind it still holding the handles, the little wheel in the air.

Learning How To Fall: There are of course only two directions in which he can fall, that is, either to the right or the left. If he loses his balance to the right he should not attempt to jump from the machine or try to slide off, but the moment he finds himself going he should throw his left leg forward and around the steering rod and reach his right foot out sideways as far as possible, he will then land on both feet astride the handlebars and holding them to prevent the machine striking the ground. Of course if he falls to the left, his right leg should be thrown around the steering rod.

The Art of Pedalling: He should first learn to keep a firm foothold during the entire revolution, and not allow his feet to slip form his pedals. He then should practice putting as much of his weight entirely form the saddle. It is this ability to depend solely on his pedals for support at any time, which gives him perfect control and steady position, while his machine is bounding over obstacles and imperfections of the road.

Back to top of overseas cycle manufacturers

The Lefèbvre Vélocipède

 Research on a Pedal-Driven Velocipede Created by Alexandre Lefèbvre in 1842.

                             ~By~

                       Jacques Graber

                                                    Excerpts from a Paper January 2000

 Physical Features of the Lefèbvre Velocipede

The Lefèbvre velocipede is constructed in a manner similar to the modern bicycle. Two nearly equally sized wheels, arranged in tandem, are attached by a connecting frame that supports the rider at its mid point. The rear wheel is suspended in a paired, fixed iron triangular frame with stays, one on each side, as with modern bicycles. Nearly all the elements of the modern “diamond frame” are incorporated in the Lefèbvre design. A pivoting handlebar/column of iron and steering system and fork is mounted at the front end of the frame, passing through at a pivot just as in modern bicycles. A power transmission system using paired pedals, levers and power linkage to the rear wheel hub enables continual propulsion of the velocipede forward. The rods and levers automatically cycle the pedals back for use in a succeeding power stroke, without the rider having to raise his legs to re-set the levers. The center frame members, wheel hubs, spokes and felloes, and the handlebar cross member are all constructed of wood. The wood appears to be oak or another similar open grain hardwood. All of the other components are made of hand-forged steel or iron.

Overall Dimensions

The Lefèbvre Velocipede is 74 inches in total length (front of front wheel, to back of rear wheel). The wheelbase is 41 ½ inches long at the hub centers. The bicycle stands approximately 48 inches tall from the ground to the top of the handlebar. The wooden handlebar is 18 ¼ inches wide at the grip ends. The set width (“Q factor”) of the pedals and levers is approximately 10 inches on centerline, narrowing from 12 ½ inches where the lever pivot yoke supports the levers below the rider.

 The Wheels

The rear wheel is 36 inches in diameter. The front wheel is 30 inches outer diameter. The felloes are constructed from a single piece of steam bent wood, which are warped into a closed circle. The ends are joined with a doubled “V” joint. Each joint is reinforced with a small elliptical metal plate attached at the inside face of the felloe.  There are sixteen wooden spokes in the rear wheel and fourteen wooden spokes in the front wheel. The hubs are turned with a modified hourglass shape. The spokes connect at the wider shoulders of the hubs, angled to converge at the felloe. The “spoke dish” is TWICE that of other velocipedes. The front axle is fixed, with the hub rotating freely about it. The ends of the hubs are faced flat to facilitate insertion and alignment with the front fork ends and the rear drive mechanism.

 The rear hub is constructed identically to the front hub, and the spokes are mated to the hub same as the front wheel. The rear axle passes through the hub and is attached to the rear hub by two four-point metal splines that are screwed to the adjoining spokes at either side of the hub. This ingenious system allows for power to be transferred from the cranks and axle through to the rear wheel while distributing the pedaling torque evenly over the delicate wooden wheel components.

 Wood Frame and Iron Triangles

The frame, or perch, is composed of wooden and iron components. Wood comprises the main portion that supports the saddle, suspension and rider, the wheel-supporting front fork and steering mechanism, rear wheel triangles and drive lever undercarriage. The main part of the perch is fabricated from two pieces of wood. The upper part runs from the decorative snake head back to form the upper perch beam, under the saddle. The upper beam supports the upper ends of the metal frame triangle at its rearmost end. It also supports the spring suspension holding the saddle. A second heavy wood beam is joined to the upper beam just behind the iron steering supports. This beam deflects downward from the line of the upper member. The second beam continues from the midpoint of the upper beam. The lower ends of the iron rear triangles are supported at the back end of this second beam. A pair of hand-forged iron triangles attached to the wood frame holds the rear wheel in position, one on each side of the rear wheel. Each triangle is attached to either side of the bottom frame beam by a flattened bracket surface.  At the upper end, the left and right sides are welded as one piece by a box-type arrangement that allows the pieces to wrap under the upper wood frame beam. The drive train is anchored at the low part of the triangles As on modern bicycles, the rear frame stays are set widest apart at the rear hub and come closer together at the frame under the seat. The lower stays remain moderately wide to accommodate the pedal levers and the necessary ‘Q’ factor for the rider’s hip width. The narrowing also accommodates clearance for the tie rods and crank arms at the rear hub.

 Drive levers and Pedals

The two drive levers and pedals are constructed with hand-forged iron to form a stylized ‘E’ shape. The levers are designed so as to form a 90^o angle allowing the downward leg force of the rider to be converted into a horizontal pulling force when applied to the tie rods connected at the rear wheel crank-arms. A pivot point is located approximately 1/3 the length of the levers from the rear connection points. A stirrup supports each pedal platform. The stirrups and lower lever arms form a horizontal plane when the lever is in its lowest position. The arm clears the rider’s heel in this position. At the high point of the lever’s stroke arc, the lever is positioned vertically under the rider’s foot. Two tie rods attach the pedal levers at the vertical connecting point to a pair of opposed crank-arms attached to the extended axle of the rear wheel.

 The Mechanics of the Lefèbvre Drive System

The Lefèbvre driving mechanism allows the rider to exert a vertical force, far more efficient than the horizontal or downward kicking forces of the McMillan and Dalzell velocipedes. Next, three different lever arms come into play. The force of the rider pushes down on the distal portion of the pedal arm forcing it down and the upper portion of that arm to move forward about a fixed point. Here a vertical “pushing” force is converted to a horizontal pulling force. In addition, this vertical pivot lever is set with a fulcrum, so that the lever arm length of the lower arm is exactly TWICE the length of the upper segment giving the rider twice the force at the upper pivoting  (pulling) point. This vertical-to horizontal force is then further translated by the connecting rods and converted to a rotary motion via these connecting rods, to the third lever arms fixed at the rear wheel axle. This second lever arm is 50 percent longer than the crank arms’ third lever with a ratio from pedal to axle, approximately 2:1, 1.5:1. THREE levers per pedal amplify the rider’s force to the rear wheel versus two for the McMillan etc, velocipedes. This is in effect “gearing”. With this lever system, 1 ft/lb of force at the pedal generates 3 ft/lb of torque at the hub.

Back to top of overseas cycle manufacturers

Magneet  

Submitted by Ryan Mischkulnig

This bicycle was found in Australia by Ryan ... who believes that it was made in Holland or Germany, possibly in the 1920's. The bicycle appears to have been very upmarket at the time judging by the quality of the components.

If you are able to provide more information please contact the museum.

Back to top of overseas cycle manufacturers

Raleigh

Raleigh was founded in 1888 when a gentleman by the name of Sir Frank Bowden bought an interest in a small bicycle company on Raleigh Street in Nottingham, England. Its early commercial success was based on quality machines raced by international cycling champions. By 1892 Raleigh led the world in bicycle racing success, winning over 2,300 prizes worldwide.  The Raleigh Bicycle Company was formed in 1890 and in 1896 the largest cycle factory in the world was built. Today, Raleigh bicycles are manufactured and distributed across the globe.             

 TRACK LEGEND  Raleigh rider Reg Harris dominated track-racing during the 1940s and '50s, when the sport was in its heyday. Before riding for Raleigh, Reg would regularly snap frames with his legendary leg strength. Raleigh's design engineers worked tirelessly to produce a frame strong enough to resist the buckling influence of Reg's thighs, yet nimble enough to let him win. And win he did, with an astounding four World Track Championships to his name, in 1949, 1950, 1951 & 1954.

 ON THE ROAD  The focus in the 1960s and '70s shifted away from the circus atmosphere of the track to the gruelling European road race scene. The high mountains of Europe's big tours - Tour de France, Giro d'Italia and Spanish Vuelta - provide a unique insight into the human condition at the margins of endurance. Raleigh's road race pedigree includes dozens of Tour de France stage victories behind the heron head-crest, including overall victory in 1980 by Joop Zoetmelk of Holland riding for TI Raleigh Creda in a time of 109 hours 19 minutes and 14 seconds, beating countryman Hennie Kuiper and Raymond Martin of France.                

OFF THE ROAD Since the mid 1980s, mountain bike competitions have captured the public imagination. Raleigh is again at the forefront of developing the technology that keeps the sport advancing. David Baker won the MTB World Cup with Raleigh; his baton has now been taken up by Barrie Clarke, three times National Champion. And as more and more women enter the start gates, Raleigh champions like Isla Rowntree (cyclo-cross) are busy writing another chapter in the story.

Raleigh Recent History

 By Otto Beaujon, Netherlands

 The history of the Raleigh bicycle is well described in Gregory Houston-Bowden's monography Raleigh Cycle: how Frank Bowden bought a small bicycle shop in Raleigh Street, Nottingham and made it the greatest bicycle company of the world, which it remained for 50 years. The book was published in 1975. But what happened in the 25 years thereafter?

 In 1975, Raleigh owned bicycle factories worldwide, plus Sturmey-Archer (which had been started in 1903 with Raleigh support), the Brooks saddle factory and numerous other supplier companies. The company name was TI Raleigh, with TI standing for Tube Investments, the holding that owned, among others, Reynolds steel, makers of the famous Reynolds butted tubes. TI had come in when Raleigh had bought the second big bicycle holding in Britain TI Phillips (Norman, Sun, Hercules, etc.).

When the bigger TI fell apart in 1987, all bicycle assets were acquired by two gentlemen who had previously earned their money in pottery and chinaware. Richard Gottesman and Alan Finden-Crofts  founded Derby Cycle Ltd., holding company for Raleigh Nottingham, Sturmey-Archer, Brooks, Gazelle bicycles in Holland, Raleigh South-Africa, Raleigh Germany, Raleigh USA and Raleigh Canada. Finden-Crofts became the chairman.

Reynolds tubing, a name strongly tied with bicycle racing, became part of a newly-formed TI and continued a history on its own, overtaken later by American investors in sports goods (Coyote Inc.), diversifying its products to carbon bicycle parts and butted steel golf shafts (Apollo), but shortly after Reynolds' 100th anniversary in 1997 Coyote went bankrupt and the management bought Reynolds bicycle tubing, which still exists.

In the meantime, Derby grew and Raleigh UK shrunk. The proud annual 4 million bicycles made in Nottingham went down over the years to an actual production of just 407.000 in 2000. Main acquisitions for Derby during the first reign of Alan Finden-Crofts were the brands Diamond Back and GT, and the former Kalkhoff works in Cloppenburg, Germany with a host of local brands. (First German Raleigh production facility had been Heidemann Werke Einbeck, bought during the TI period). A brand new 400.000 capacity plant was built in Rostock after the fall of the communist regime in eastern Germany. This Rostock plant will be closed at the end of 2001 or beginning of 2002.

Retooling

Just 5 years ago, in 1996, Raleigh Nottingham was going to re-organize in a big way, and push its slumping sales up with a completely new production line in the old premises in Raleigh Street, Nottingham and a modern marketing approach. Marketing included the full-time services of a colour psychologist who'd have to update the Raleigh designs on an almost day-to-day basis. The production process was matching, with only 20 minutes between raw material and the first paint treatment of the frame. The one mile paint street could switch colours in a matter of minutes, and youth models could be adapted to, say, instant popularity of a cup-winning soccer team. But Raleigh had to cope with the British psychological price barrier of £100 between 'cheap' and 'expensive' bicycles, and produce decent bicycles for a very low cost price. To streamline production and cut labour cost, the CAD design was fed directly to the computer of the tube and sheet metal cutters. Tubes were cut and mitered with laser, faster than one can draw the curves by hand with a pencil. The various parts were then put in a welding jig, where the receptors manoeuvered the piece in the exact position for welding. Welding itself was by robot, and logistics in the new factory were such that a frame could always immediately get the first rust prevention treatment prior to painting and decorating. The production rose to 800.000 bicycles a year. Unfortunately, two years later a new American management decided that it would still be cheaper to outsource the frames from the Far East, and so the frame building in Nottingham was lost and the £8 million investment sold at scrap price to a producer of garden furniture.

America

In 1997, Finden-Crofts was looking for succession, and American investors Thayer Capital Partners and Perseus Capital were looking for promising portfolios. Selling Derby to the Americans took more than a year, and Gottesman and Finden-Crofts got, what they stated afterwards, a very good price indeed for their bicycle holding. Stock prices in the USA were skyrocketing in 1997, and there was a kind of universal optimism that any share bought would double in price within months or years so the new owners considered Derby a very promising investment. But before the British Limited had been transformed into a holding in American law (Derby Cycle Corp.), a total in legal fees, assessments, consultancy and legal proceedings of 13 million dollars had been paid. A new President and Chief executive officer was appointed, Gary Matthews, 39, coming from Pepsi Cola. Where Finden-Crofts had run the holding with a 5-man staff, Matthews started with 22, and spent a fortune on consultancy. Apparently Matthews has never realized that trade margins and profits in the bicycle industry are smaller than in the food industry, and that only a frugal management can run a bicycle holding. New headquarters were built in Stamford, Conn., and staff grew when Matthews started on new projects like bicycle sales by internet. The Derby internet adventure, when it ended last october, had cost a total of $18,490,000 with virtually no profits. Another change by the new management was an increasing central commitment. That meant that the previously nearly-independent companies in the holding had to submit every decision to the central management, and that for instance sourcing of materials was a central task. Unlike common use in bicycle land, Matthews broke with the habit of fixing exchange rates at the date of ordering parts from abroad. At the time of delivery, his reasoning was, the rate could also have changed in favour of the buyer. In the first year, Derby Corp. made a loss of $11 million in exchange rates alone. The next year the situation was so poor that Derby didn’t get bank support to prefinance its materials. Cash flow for Derby Corp. was poor, and in May 2000 Matthews got a $30 million loan from George Soros, a loan shark with a reputation, at the astonishing rate of 28% interest per year. Debts only increased.

The beginning of the end

In July 2000, Matthews sold Sturmey-Archer and Brooks to a company called Lenark Enterprises, Ltd. Nobody in the bicycle world had ever heard about Lenark (said to have "a wide portfolio in light engineering, security and internet”), but the new financiers and owners promised to invest in the total renewal of the outdated machine park of Sturmey-Archer, and in the process remove Sturmey from Triumph Street to a new industrial area in the outskirts of Nottingham. Matthews had already arranged the swop of the grounds with a net profit for Derby Corp. of £10 million. Lenark took a loan on Brooks, cashed in on the subsidies for the new premises, and left England within 6 weeks without a trace. Later it was discovered that one of the Lenark owners, a lawyer, had lost his bar accreditation in both South Africa and in Canada. The other had a criminal record. Sturmey-Archer and Brooks were left penniless (both companies had filed positive figures in the 6-month Derby Cycle overview ending July 1st, which are an obligatory publication at the US Securities & Exchange commission for all public owned companies in the USA). Brooks made a restart by management buyout. Four management members raised £1 million for all assets, and resumed production in november 2000. Sturmey-Archer went bankrupt, 350 people were laid off without money for social provisions and the machine park was sold to SunRace in Taiwan, who are now again producing 120.000 Sturmey-Archer hub gears per month.

Matthews got the flak from the whole bicycle world, and the new American owners asked board member Alan Finden-Crofts as interim chief executive manager in december 2000. Gary Matthews was relieved of his tasks, and left in silence with a contractual $500,000 cash bonus in case he had to leave before the end of his term. Maybe the Derby Cycle Corp. will get in the management literature as the fastest way to ruin a sound holding by mismanagement. 

Cycle Bid Ltd.

Finden-Crofts could get cheaper loans than Matthews, but not enough. Long-term debts had risen to $171 million with another revolving credit facility for Derby Germany of DEM 209.4 million. In 1999, an estimated $25 million interest had been paid. Production had remained the same during 1998, 1999 and 2000 at 2.4 million units, but the loss of $5.2 million in 1999 increased to $51.3 million in 2000 and the net loss doubled again during the first quarter of 2001 alone. It was decided that the best company in the holding, Gazelle bicycles of Holland, would be sold. A Dutch medium-term investment fund bought the Gazelle assets for euro 142,5 million ($130 million). Derby made a voluntary file for bankruptcy in the USA. Finden-Crofts assembled all those who were willing to buy the remains of Derby as a whole in a new temporary company, Cycle Bid Ltd. Cycle Bid ultimately bought all remaining assets and debts, after Trek Bicycle, Pacific Cycle, Huffy (all USA) and Dutch Accell group had made bids for Derby as a whole or in parts. In the final deal on 28 October 2001 Finden-Crofts' Cycle Bid paid $23 million, which made the total purchase cost including remaining debts around $80 million. All suppliers whom Derby owed money were paid by Cycle Bid, and a new company, Raleigh Bicycle Ltd, was founded without debts and with Alan Finden-Crofts as its chairman. The Derby Cycle Corp. shares were depreciated to zero, including the 5% stock owned by Finden-Crofts himself. Thayer and Perseus got obligations without votes in the new company (42%), Alan Finden-Crofts holds 42% (with votes) and the local management of the remaining companies each have 2% (with votes). Shortly after the new Raleigh company was founded, the German brands Winora and Staiger (made at the Cloppenburg factory) were sold to Accell. Raleigh South Africa was bought by its management. Remaining, at the start of 2002, are: Raleigh UK, Raleigh Germany, Raleigh Canada and Raleigh USA. Total production will be in the region of 1,2 million bicycles a year, for a start. A new Raleigh chapter has begun.          

             --------------------------------------------------

Reported in "The Guardian" by Geoff Gibbs on Saturday March 16, 2002

British manufacturing's decline accelerates with closure of famous cycle plant.

More than a century of bicycle assembly will come to the end of the road in Nottingham this year following the decision of one of the most famous names in British light manufacturing to bow to the effects of cheap far eastern competition.

Raleigh, which at its peak employed 8,000 people in the city, said it was finding it increasingly difficult to compete against imported finished bicycles from countries such as China and Taiwan.

"Advances in the quality and cost of cycles from the far east over the past two years, and the likelihood that this region will become even more competitive, mean that reinvestment in a new assembly plant in the UK cannot now be financially justified."

The European industry's position has been further weakened by the collapse of anti-dumping duties against several far eastern countries. Even with high tariffs in place, Chinese imports surged last year.

Mr Darnton said Raleigh remained committed to supplying quality cycles built to its own standards by partner suppliers overseas. He said the company would seek different suppliers for different types of bikes but refused to identify the countries from which they were likely to be sourced.

Back to top of overseas cycle manufacturers

Sunbeam

from Sunbeam Cycles. The Story of the Catalogues. Volume 1, 2 3. 1887-1928, by John Pinkerton and Derek Roberts.

Sunbeam Cycles were manufactured by John Marston from his workshop at Sunbeamland, Wolverhampton, U.K.

     Each new model brought with it some differences. the most notable difference was in 1893 the addition of the chain case and the following year the little oil bath. From the catalogues we note the following description -

    This invention, as great in its way though not so showy as the pneumatic tyre, has materially assisted the Sunbeam in becoming the cycle of the day "par excellence" for road riding. Its advantages are:

(1) The chain and chain wheels are actually rendered dust-proof.

(2) the chain and chain wheels lap through a little oil bath of oil, which removes all grind or friction.

(3) The motion of the chain automatically sprays the oil into the back hub and crank-axle bearings, which 'take three-quarters of the weight and friction of the whole machine', and therefore need this perfect form of lubrication as well as the chain.

    The Sunbeam Gear Case thus diminishes friction, and so increases speed. Further, by cleanliness and perfect lubrication, the parts of the cycle - the chain and chain wheels - that receive the most wear, suffer the least, and the life of the machine is doubled. Detachable chain cases are never fitted by us owing to their liability to rattle and leak.

Instructions for Use

1. To charge the Case with Oil. At the lower end of the case on the left side is a large screw, remove this and pour into the case one-eighth pint of sperm or prepared cycle lubricating oil. When enough is put in, if the machine is held upright in its usual position, the oil will commence to run out of the screw hole; then replace the screw.

2. Chain adjustment. The freedom from dirt and perfect lubrication will prevent stretch in the chain. Should adjustment, however, be necessary, the case is so constructed as to allow our usual method at the back fork-ends.

3. To examine or remove the parts enclosed. the upper end of the chian case telescopes into the main portion, being held in place by a screw. When this is removed this cap can be pulled off and the back wheel taken out if necessary, Should anything occur necessitate an examination of the lower chain wheel, the case is constructed with a circular oil tight disc, which can be easily levered out of its socket with a penny or large coin and removed, leaving space to take out the crank wheel and axle.

From his catalogues we note the various models that he sold

Dating your Sunbeam

A helpful guide to dating your Sunbeam. This is a list of frame numbers which have been authenticated by bills of sale.

1901 41925 

1902 51649 

1909 97441 

1911 102798 

1913 110438 

1914 120470 

1914 122691 

1914 129820 

1915 130148

1916 131021

1919 137788

1923 150153

1924 152422

1924 153081

1925 155944

Back to top of overseas cycle manufacturers

Tri-ang Toys

From Pedal Talk (issue No. 5), the official journal of the Australian Pedal Car Club

Tri-ang toys is a name that most of us remember from our childhood but most probably relate the name to Tri-ang Railways or Tri-ang/Homby however they also had a large range of other toys throughout the world, this month we share a little history about Tri-ang and the company that started it all, Lines Bros. Tri-ang toys were aimed at the working class children as they always tried to keep their prices competitive this was achieved through large scale and efficient manufacturing, with factories all over the world The founders were brothers George and Joseph Lines and the company was first named G & J Lines Ltd. George Lines later went into farming leaving Joseph to be the most active in the company, three of Joseph's four sons William, Waiter and Arthur Edwin formed Lines Bros. Ltd. soon after WW I. The name "Tri-ang" simply derived from the brothers’ last names, Lines, as we all know three lines make a triangle! The surviving member of the family, who had worked within the toy empire is the son of Arthur, Richard Lines and he keeps in contact with the U.K. Tri-ang association giving them regular support and comments. The massive British toy company began showing an interest shortly before the war to buy the Cyclops Company to manufacture their range of toys. Since the foundation of Cyclops, Peerless and other smaller wheeled toy manufacturers had, and were, eating away their dominance in the Australian market, they realised the need to re‑establish themselves in Australia, their aim was to either buy Cyclops or set up their own manufacturing workshops. Import restrictions in the 1950's saw their interest in Cyclops increase even greater and by 1951 had acquired 49% interest in Cyclops although strong attempts were made to fight off any amalgamation to merge with Lines by 1955 Lines Bros. had acquired the remaining 59% in the company to become Cyclops & Lines Bros. (Aust.) Ltd. As Cyclops was primarily a pressed steel and wheeled toy factory, the Lines company sought to buy an established plastic manufacturer to produce their British ­made products such as Tri-ang Railways and Scalextrics etc. by the late fifties they had achieved this through the purchase of the Melbourne based company Moldex Ltd. now Lines Bros. wore ready for their assault on the Australian market, and by the start of the sixties there were twelve varieties of pedal cars available alone! At their peak Lines Bros. was claimed to be the largest toy maker in the world, product ranges included: rocking horses, doll houses tinplate, die cast and plastic road vehicles, Pennybrix, Pedigree Prams and dolls, Minic vehicles, Minix cars, Mininmodels, Model land, Sindy, Wrenn Railways etc. etc. the list is just phenomenal (oh and Pedal Cars) there were associated companies world wide selling Tri-ang under their own brand names. The middle of 1971 came the news of the financial collapse of Lines Bros. Fortunately for the Australian operation of Cyclops Tri-ang, as it was then known, Tube investments (T. I. Ltd.) purchased the group and so Cyclops could continue business as usual.

Back to top of overseas cycle manufacturers

Back to cycle manufacturers