The year 2012 has arrived. This year is regarded as the one in which China fully entered the automobile society, with private car ownership expected to reach 86.5 million in the first quarter. According to international standards, an automobile society is defined as one where there are more than 20 cars per 100 households, so Beijing, Tianjin, and Zhejiang had already entered this stage ahead of time. On January 1, 2011, Beijing’s car “purchase restriction policy” unexpectedly led to a boom in the bicycle market, with basic model bikes from Giant seeing an 80% surge in sales during the first month after the policy took effect. Unlike the days when people envied those riding four wheels over two, nowadays I can glide effortlessly through gridlocked roads on my bicycle—something you all must envy.
However, this wave of bicycle enthusiasm comes after the automobile era, so wealthier individuals are now more focused on the technological content, sporty performance, and fashionable design of bicycles, while becoming less sensitive to price. A cycling enthusiast website, based on a survey of its members, found that in 2011, 35% of car owners used bicycles for commutes within 15 kilometers—up from less than 1% in 2010—while the average price of the bicycles purchased was around 4,500 yuan.
This wave of bicycle popularity, driven by traffic congestion and environmental pollution, has been embraced by the public for its health benefits, low carbon footprint, and eco-friendliness, especially in a world where the struggling Durban Conference in South Africa failed to bring meaningful change to climate issues. Every year, over 70% of Dutch people choose bicycles for their holidays, and famous Dutch attractions have specially arranged bicycle rental services and sightseeing programs for tourists. During the 2008 financial crisis, while Taiwan’s economy declined, the bicycle craze led to a counter-cyclical growth in manufacturing and boosted related R&D capabilities. In Taiwan, weekend island cycling trips among family and friends remain a highly attractive new trend. To support this, Taiwan has established a “Bicycle Day,” declared May as “Bicycle Month,” and created dedicated bike lanes on both the north and south sections of Dunhua Road in Taipei.
In the “automobile kingdom” of the United States, the number of cyclists in New York City has also grown significantly over the past two years, prompting the city government to build numerous bike lanes. Data released by the transportation bureau shows that in 2011, the number of New Yorkers using bicycles as a mode of transport increased by 14% compared to the previous year, maintaining a strong upward trend. The busiest day saw 18,809 cyclists, setting a historical record. The most heavily used route was the Williamsburg Bridge in Brooklyn, with an average of 4,450 cyclists crossing daily, 500 more than the previous year.
On the Manhattan Bridge, an average of 3,790 cyclists crossed daily, 1,000 more than last year. One interesting fact is that the rise in bicycle ridership coincides with the lowest traffic fatality rate in New York over the past four years and the recent large-scale development of dedicated bike lanes. Since 2002, New York City has added over 390 miles of bike lanes, while the annual risk of serious accidents among cyclists has dropped by 72% on average.
In 2011, bicycles made a comeback in our country, once known as the kingdom of bicycles. Public bicycle systems initiated by Beijing have been established across the nation, but for various reasons, the most successful implementation has been in the small city of Zhuzhou. Zhuzhou set up a system with 10,000 public bicycles, installing 368 rental and return stations in high-traffic areas such as the city center and residential neighborhoods. Cycling has become a lifestyle, and events like the “Around Taihu Lake” and “Around Xiangjiang River” races have attracted numerous cycling enthusiasts. The growing passion and involvement in cycling have nurtured more cycling aficionados, sparking competition in the Chinese market among mid- to high-end bicycle brands.
On December 20, the Solomon F7 bicycle, priced at 260,000 yuan, was launched in Beijing. In fact, in recent years, luxury brands have all released bicycles with a “vintage” style. In 2008, fashion icon Karl Lagerfeld designed an all-black Chanel bicycle, “handcrafted” and priced at about 120,000 yuan; Gucci also launched a limited-edition red leather-decorated bicycle series priced over 20,000 yuan during the Beijing Olympics; in 2009, Hermès collaborated with the Dutch brand Batavus to produce a calfskin bicycle priced above 25,000 yuan. Brands like Fendi, Martin Margiela, and Emporio Armani have also introduced bicycles with their own unique styles.
If high-end and personalized bicycles were once considered toys for the wealthy, that perception has now changed. These glamorous bikes have transformed from mere playthings into practical tools. In this transition, a range of sport and leisure bicycles have emerged that are in no way inferior in price to luxury brands. Brands like Specialized, TIME, Colnago, BMC, Trek, Mongoose, Obrea, and Cannondale, made famous through events like the Tour de France and Giro d’Italia, offer great value through technology and craftsmanship.
The Spanish bicycle brand Obrea is known for its industry-changing designs. Unlike the familiar triangular bicycle frame, Obrea’s frame features a fourth corner at the rear. A slight curve enhances strength, improves shock absorption, and increases the efficiency of force transmission. As an industry pioneer in technologies like SSN (Size Specific Nerve) and Gold Carbon Fiber, Obrea consistently integrates riders with art, technology, manufacturing methods, and trends.
In the design of full-suspension bicycles, most approaches are currently based on planar kinematics analysis. Obrea, however, uses advanced dynamics, employing computer-based virtual modeling and simulation programs to study the performance of full-suspension bikes. With this virtual analysis system, designers can take into account all factors affecting full-suspension performance, simulating different users and terrains to consider all relevant data: forces on the pedals, saddle, handlebars, and more. Typically, the more streamlined and aerodynamic a frame is made, the more its rigidity tends to decrease, reducing power transmission efficiency. Conversely, maximizing strength doesn’t necessarily ensure optimal aerodynamics. Therefore, using technology to strike a balance between the two has become the core design goal.
To this end, since 2007, Obrea has established a wind tunnel laboratory in San Diego, USA, applying cutting-edge automotive aerodynamics research to bicycle design.