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Rethinking at last
Recycling raw materials, avoiding toxic substances, avoiding transport: Examples from the bicycle industry show how the ecological footprint could be reduced. Felix Jahn is Head of Corporate Social Responsibility at tyre manufacturer Schwalbe and manages the processes relating to sustainability.
Interview Matthias Borchers
TOUR: Schwalbe is known for recycling tyres and tubes. Where did the idea come from?
Jahn: Throwing things away is not part of our DNA. We don't see used tyres as waste, but as valuable raw materials. In 1993, we started turning used tyres into workshop mats for the two-wheeler trade. This is equivalent to downcycling tyres; real recycling was not yet technically possible at the time. We started recycling inner tubes in 2015.
TOUR: Schwalbe was the first bicycle tyre manufacturer to introduce the recycling of used inner tubes. How many inner tubes were recycled in the first year and what was made from them?
Jahn: In the first year, we collected just under 100,000 tubes. Last year there were already 1.9 million, since 2015 there have been 9 million in total, and we are already collecting in six countries. We have used the used inner tubes for the production of new ones from the very beginning. Every Schwalbe standard inner tube contains 20 per cent recycled content.
TOUR: This saves a lot of energy in tyre production. What is the potential for tyre recycling?
Jahn: Exactly, the recycling process for inner tubes saves 80 per cent energy compared to the production of new butyl. With a current recycling rate of 20 percent, this corresponds to 16 percent less CO2 per tyre - without any loss of quality! In the case of tyres, the recycling process alone generates 80 percent less CO2 compared to the production of conventional carbon black.
TOUR: What is the vision? Could inner tubes and tyres be made from 100 percent recycled material?
Jahn: With the Green Marathon, we have achieved a proportion of 70 per cent recycled and renewable raw materials - this is currently the benchmark. The recyclate from our tyre recycling already replaces 100 percent of the previously necessary carbon black produced using fossil fuels. We firmly believe that we can increase this 70 per cent even further and thus make our products even more environmentally friendly. To achieve this, we are in very close dialogue with all our partners to research and develop new materials and new production processes. Of course, our goal is always to maximise what is technically possible - without compromising on quality and safety.
Sympatex: Always in a circle
In an animated film about sustainability by Sympatex, the company describes itself as part of a less sustainable industry. The female voice from the background literally says: "Behind the dazzling façade of the textile industry lies the second most polluting industry in the world." For example, it is responsible for eight per cent of global CO2 emissions, and the trend is rising rapidly. Since 2016, laminate specialist Sympatex has been working on its own turnaround under the leadership of Managing Director Dr Rüdiger Fox.
Sustainability has been declared a corporate strategy and set out in clear guidelines in the Agenda 2020. The aim is to use only recycled materials for production by 2030 at the latest. Sympatex has already banned perfluorinated alkyl substances (PFAS), which are found in various functional materials and are considered harmful to health and the environment. Clothing manufacturers such as Vaude, MAAP and Pedal Mafia use Sympatex.
Made in Europe - local and sustainable
The bicycle industry traditionally manufactures in Asia. However, there is a growing interest from manufacturers to produce at least parts of their range in Europe. The absolute quantities are manageable, but the trend is robust. Our examples show that there is no alternative to shipping bikes and their parts halfway around the world.
The two centres of European frame production are currently in Italy and Portugal. In Italy, a number of manufacturers - the best known are Basso, Colnago and 3T. According to TOUR, 3T has the most innovative, partially automated manufacturing process. 3T head designer Gerard Vroomen told us that there is a lively demand for their winding and injection process and that he is in talks with some of the largest manufacturers with regard to production cooperations in Italy. "Growth could then be very fast, we could soon reach six-figure unit numbers," says Vroomen.
3T itself is planning additional in-house production in the USA and possibly in Asia in order to get closer to these markets. The production strategy has also been changed for 2024: "Dealers can reserve one of 5,000 production slots in Italy and only have to confirm the frame model, size and paint colour six weeks before the deadline," says Vroomen, explaining his approach. This on-demand production helps dealers to order suitable models for their customers.
In Portugal, Christian Gemperlein is driving forward the industrial production of high-quality frames at the manufacturer Carbon-Team and is also working on high-end carbon products with his Bike Ahead factory in Würzburg. The number of frames produced in Portugal is set to grow from 10,000 in 2023 to up to 55,000 in 2026. Like Vroomen, Gemperlein is experiencing increasing demand from manufacturers, despite currently subdued demand from customers. "We have grown as hoped," says Gemperlein and is optimistic that this will continue.
The latest addition to the Portuguese product portfolio is the new edition of the Simplon Pavo. The bike will be the first well-known racing bike from this manufacturer. Another prominent newcomer is Liteville (Syntace). The Bavarians will have their first carbon fibre fully manufactured in Portugal. On a global scale - around one million carbon bikes are produced each year - this is still a small amount, but it proves that European production works. Anyone who wants to favour domestic CFRP products today can find high-quality manufactured products from small parts to frames from a large number of suppliers. Complemented by shifting components from Campagnolo or Rotor and tyres from Continental or Pirelli, a purely European bike can be built.
Simply made
The technology is becoming more complicated, and there are always new variants of the racing bike. The result: an unmanageable variety is becoming a challenge for customers. Some manufacturers are now trying to make the world of racing bikes simpler again.
Allroad bikes: New niche
One for all: that is the claim of the new category of so-called all-road bikes. This new type of racing bike aims to combine the advantages of a marathon bike suitable for long distances with an all-terrain gravel bike. In practice, this means that manufacturers are giving their endurance models ever greater tyre clearance. Current models can accommodate tyres between 35 and 45 millimetres wide. The all-road bike should therefore be able to change surfaces with ease: from the road to the forest track to the gravel track. The invention is not entirely new: Specialized and Trek are regarded as pioneers of the category with their Roubaix and Domane suspension marathon bikes, which the industry hopes will be new bestsellers after the gravel boom.
New Shimano strategy: one for many
With the Cues groupset, component giant Shimano is pursuing a new strategy for entry and mid-range components. The background to this is a radical streamlining of the product portfolio. Similar to a modular system, the ensemble replaces a whole series of previous complete groupsets. The Cues components can be combined with components of different quality levels with nine, ten or eleven sprockets and up to three chainrings. Many parts have been standardised and are suitable for different gear ratios. The technical advantages are said to be particularly long durability and easy adjustment, with the initial focus on mountain bikes, everyday bikes and e-bikes. The range is soon to be expanded to include parts for road bikes and gravel bikes and would then replace all road bike groupsets below the 105, i.e. Claris, Sora and Tiagra.
"Oldschool means carefree for us!"
Hendrik Großer and Jost Litzen are the founders of Basic Bikes in Berlin. They advertise by building simple and affordable carbon bikes.
Interview Matthias Borchers
TOUR: When did the idea of founding Basic Bikes come about and why?
Grosser: The idea was born before Corona, when Jost rode the Atlas Mountain Race on a self-built carbon bike. The company was founded during the coronavirus pandemic. The idea: to create a bike brand that shines through simplicity and simplicity. That's why we focus on frame construction with old open-mould frames at a fair price.
TOUR: Why do you build your racing bikes with carbon frames from Asian production and not from aluminium or steel in Germany or Europe?
Grosser: In our opinion, carbon frames are easier to repair than steel or aluminium frames. They can be repaired directly at the point of damage, whereas steel or aluminium frames have to be taken apart. We work together with our partner Nijo Components in Cottbus. It works wonderfully.
TOUR: A continuing trend is the system integration of cockpits or seat posts with a manufacturer-specific design and the fitting of e-gears. Which components do you use and why?
Grosser: We use BSA bearings, for example, because they can be bought almost anywhere in the world. This means flexibility and your own racer can be easily repaired.
TOUR: Classic BSA bearings on new racing bikes are rare. What else do you look out for?
Grosser: Round seat posts fit into our bikes and normal tapered headset bearings, which are available everywhere, fit into the head tube. Although the shift and brake cables run through the frame, they do not enter the head tube from above, which is why any headset cap will fit. We want "oldschool" to become the new "I have no worries with".
TOUR: And if something does break on a basic bike?
Grosser: As already mentioned, carbon is generally a very easy material to repair. In most cases, the bike only needs to be disassembled slightly or not at all. In addition, all our frames are black so that they do not have to be repainted. And the carbon mats from our manufacturer are processed relatively consistently across the frame. This doesn't result in the lightest frame, but that's not what we want. Our frames should be stable, reliable and yet relatively light. If a frame can no longer be repaired, we provide a new frame at the purchase price plus tax.
Single drives on road bikes: Only one in future?
Road bike transmissions with just one chainring have not been a big issue on road bikes until now, but they have long been in the majority on gravel bikes. The Jumbo-Visma pros Jonas Vingegaard and Wout van Aert show that single-speed drivetrains may also have a future in road racing.
If you're not heading into the high mountains, they both do without the second chainring and the front derailleur. Their successes show that the choice is apparently not a disadvantage: the range offered by modern drivetrains with twelve sprockets is apparently sufficient for hilly terrain at least. For the pros, the weight savings are the most important factor, while the impressively simple operation of the drivetrain, fewer parts and easier adjustment are extremely attractive for manufacturers and customers.
New assembly standard: Simple and robust
With the concept of the "Universal Derailleur Hanger" (UDH), component manufacturer SRAM has declared war on the proliferation of derailleur hangers. Instead of hanging on the frame, the derailleur is attached to the thru-axle, thereby standardising the interface.
With the recently introduced transmission rear derailleurs, the US company is going one step further: the suspension is integrated directly into the rear derailleur, making the connection much more robust and defined, and even eliminating the need for various adjustment screws. The first gravel bikes with the UDH standard are already available; according to patents filed, competitor Shimano is also working on a comparable solution.
Looking at the stars
What does the future of road cycling look like? We show small and large ideas on how companies want to offer better products with modern technologies and new approaches. Tim Blankers is responsible for public relations at Dutch bike manufacturer Pilot Cycles, which produces titanium frames using a 3D printing process.
TOUR: When was the project launched?
Blankers: Three years ago - when we started to install the first 3D-printed parts in a frame.
TOUR: Who does the design and programming?
Blankers: Everything is done at our headquarters in Nuenen, where we work with engineers to design the frame and optimise the printing.
Our titanium frame is 100 per cent recyclable.
TOUR: How long does the printing process take?
Blankers: For a frame between 8 and 16 hours.
TOUR: Is a lot of reworking and sanding necessary afterwards?
Blankers: Some manual labour is required to finish the frame. The support structures for the print must be removed and the frame is heat treated to remove all stresses from the frame and give it the strength and rigidity typical of titanium. The three parts of the frame are then joined together and the frame is given its final finish by sandblasting, tumbling or brushing.
TOUR: Is it your own printer?
Blankers: The printer is not our own. We work with an experienced service provider in Germany.
TOUR: What are the technical advantages?
Blankers: Most of the bicycle industry is still on the other side of the world, where bicycles are made from carbon fibre in a very environmentally damaging production process. Our titanium frame is 100 per cent recyclable and produces zero waste during manufacturing. By producing locally, transport is avoided and Pilot can better monitor working conditions. At the same time, it supports the local economy. The product is made to order according to the specific requirements of a customer order. This opens the doors to customised mass production, allowing for quick adjustments to personalise the customer journey. Pilot uses 3D printing to create shapes that previously seemed impossible. These complex geometries and shapes help us to develop the ideal road bike, combining the traditional benefits of a titanium bike with the characteristics of a Tour de France winning bike. By developing a fully 3D-printed titanium frame, Pilot can add material where stiffness is required to optimise power transfer. In the same way, the wall thicknesses of the frame have been significantly reduced, resulting in a frame weight of just over one kilogramme.
Seat cushion from Elastic Interface: Pressure zones
Elastic Interface supplies seat pads for many trouser manufacturers. These include well-known manufacturers such as Gore Wear, Rapha and Assos, the latter of which has an exclusive production area with the Italians. The N3X is a new addition to the upholstery market leader's range. Its highlight: the cushioning element is not made of moulded padding foam, but is built up layer by layer using a 3D printer, which according to Elastic Interface offers a number of advantages: For example, there is no offcut, i.e. waste. In addition, the structure is extremely vapour-permeable and quick-drying due to its porous structure made of water-repellent material, which should significantly improve wearer comfort. Based on a print analysis, even trousers with customised padding could be possible in the future.
GPS computer: Hey, Garmin!
The Garmin Edge 1040 makes training suggestions based on recorded training and vital data. These become more precise the more data the computer knows about the user. For example, by combining it with a smartwatch that records heart rate and sleep times. Fabian Danner, Category Manager at Garmin, gives an example: if you meet up with friends in the evening and the night turns out to be longer than planned, the training suggestion for the next day is not a hard tempo session, but rather regenerative training. Sounds like AI, but it's not - yet.
New frame concept for more comfort? Strikingly different
Does the new Rondo Ruut point the way to the future? Or does the Polish manufacturer want to emphasise its out-of-the-box thinking with the gravel bike? So far, Rondo has only presented the new bike at Eurobike. The frame concept is certainly spectacular: Rondo dispenses with a classic diamond frame and pulls the seat tube far forwards. Instead of the bottom bracket, this is connected to the down tube just below the bottle cage. The development department of the Gdansk-based bike manufacturer hopes that this will result in more suspension comfort at the rear. So that the Ruut can be ridden with double drivetrains, there are mounting points for the front derailleur on the bent seat tube. Specialized had already presented a similar concept in spring with the Sirrus, a fitness bike with flat handlebars.
3D printed saddles: soon to be cheaper
The range of saddles from the 3D printer is growing steadily, with the best-known suppliers being Specialized and Fizik. One advantage of the technology is the precisely customised firmness zones of the padding. When asked whether there could also be customised saddles from the 3D printer in the future, James Read, Product Manager at Specialized, replies that this is a realistic option for the future of the Body Geometry range. The printing technology would make this much easier than saddles with conventional foam padding. He was not yet able to give a time horizon for this. What is certain, however, is that 3D saddles are now also available in the mid-priced "Expert" series and not just as a top version, reducing the price from 370 to 180 euros.
Electronics on the bike: Under power
Electronic components are becoming increasingly present on road bikes: Buttons and motors are increasingly becoming a thing of the past for derailleur gears, while new attempts are being made at drives for e-road bikes.
Switching by radio signal: Ciao, Bowden cable!
Small motors: Compact
Until now, electric drives have had a hard time on road racers. Either the graceful appearance suffered under the motors and batteries, or the range was too short to provide meaningful support for longer tours. Smaller, more efficient motors are now set to give the e-road bike a new boost. Mavic recently presented the X-Tend project together with BMC, a mid-motor with a diameter of just 86 millimetres that disappears into a slightly larger bottom bracket shell. The battery is located in the down tube, making the additional drive invisible at first glance. This should make e-road bikes weighing less than ten kilograms possible. The German supplier TQ offers a system that is not quite as light, but similarly compact; it is already used in the Trek Domane+, Pinarello Nytro and Scott Solace eRide models.
Motorised off-road: at the touch of a button
After tentative attempts with e-road bikes, the industry has recently turned its attention to gravel bikes. More and more manufacturers are equipping off-road vehicles with powerful mini-motors (see above) in the hope of increasing sales opportunities compared to road bikes, which are by definition sports equipment. On gravel bikes, however, pedal assistance seems to make more sense. For one thing, the speeds are lower off-road, so a subtle power boost can be practical. On the other hand, the gravel bike can be used in a variety of ways, for example as a commuter bike, which, as an e-version, spices up the journey to the office and after work - and perhaps even replaces the car.
Interview
The mechanical circuit is a niche.
Brad Menna, Product Manager Road at component manufacturer SRAM, is a fan of electronic shifting on road and gravel bikes. In the TOUR interview, he explains why he thinks they work better than any mechanical drivetrain.
Interview Matthias Borchers
TOUR: SRAM was the first component manufacturer to concentrate mainly on standard electronic shifting systems for road bikes. What was the consequence for SRAM?
Menna: The eTap technology enabled more precise shifting, faster adjustment and less maintenance. This combination paved the way for the further development of the AXS system, which combines electronic bike components and software. This allows riders to control, adjust and monitor their equipment, improves the integration of power meters and makes it possible to combine components from different price categories. Thanks to these innovations, SRAM has been able to grow rapidly in the road segment.
TOUR: The Apex, once the cheapest road bike groupset from SRAM, is the last one that is still available mechanically. However, with its range of gear ratios, it is only suitable for gravel bikes. Does this mean that SRAM is not losing classic road riders who swear by mechanical shifting? Is this market segment not important for SRAM?
Menna: Traditional racing cyclists prefer bikes in the higher price segment. And the majority of them extend their radius of action beyond the tarmac. This makes road cyclists who like affordable mechanical groupsets a niche group. We believe that the market for mechanical drivetrains lies predominantly in the gravel bike segment. At the same time, we would also like to extend the advantages of electronic shifting to road riders, as we have done with the Rival.
TOUR: Where does SRAM see the technical advantages of electric shifting over mechanical?
Menna: The overall performance of the electronic system is higher than that of mechanical shifting: shifting is more precise and faster. The shifting processes always work consistently, regardless of external factors such as cable tension, load, weather or terrain. Changing gears is effortless at the touch of a button.
TOUR: What's in it for cyclists?
Menna: We have found that riders with an e-gear shift more frequently and therefore shift more and ride the better gears, which increases riding enjoyment. Individual adjustment of the shifting behaviour and additional shift buttons make shifting easier in many situations. In addition, the gears can be fitted, set up and adjusted more quickly.
TOUR: Are there any advantages for the Group's production in terms of suppliers or costs?
Menna: Some material costs are naturally higher for electronic parts than for purely mechanical ones: Batteries, chargers and circuit boards. However, there are many parts in mechanical and electronic drive systems that have the same manufacturing methods.
