Bicycle troops, bicycle infantry, or, as they were called earlier, "scooters" - these are combat-ready, highly mobile units that appeared long before the First World War. Despite their seeming archaism, they not only existed in many countries, but also took an active part in hostilities during both world wars and many local conflicts. Scooter formations were created by the beginning of the twentieth century in all the leading armies of the world. The military was faced with an important task: to make the bicycle troops as effective as possible in terms of combat power and tactics of use, taking into account their advantages and disadvantages. The development of special military models of bicycles began, to which the Swiss "Militärvelo" MO-05 belongs.
Initially, in the armies of European countries, cyclists were used only as signalers. But in the future, infantry units began to be transferred to bicycles. Also, bicycles were used as an ambulance and for the delivery of provisions and ammunition. They were often used by scouts and mountain rangers. And with the development of aviation - paratroopers.
The advantages of cycling units include their ability to move faster and farther than infantry, moreover, covertly and silently. They carried more cargo than the infantrymen could carry, and were completely independent of fuel or fodder. Bicycles provided the troops with a cross-country ability comparable to the cross-country ability of motorcycle troops and even higher. Where a person could pass, a bicycle could also pass. The maintainability of the bicycles was quite high, and the repair of average difficulty in the field did not take more than 30 minutes. The bike was always close to the fighter, and he could use it at any time. If the bike could not be repaired on the spot, it could be rolled alongside you. If this could not be done, then it can be carried on oneself, which is impossible for a motorcycle or car. Riding a bicycle did not require a long special training, usually such a course was calculated for 1 month. And many soldiers already from childhood possessed riding skills. The bicycles were very convenient for landing and conducting operations behind enemy lines. The cost of the most sophisticated bicycles was not comparable to the simplest motorcycle of the time. On dry, but bad roads, military cyclists moved at a speed of 8 kilometers per hour. Patrols and individual scooters at short distances developed up to 20 kilometers per hour. With good roads, travel speed increased. That is, with normal movement, they could cover up to 80 kilometers per day, and with forced movement - up to 120 kilometers. The scooter units fought like ordinary infantry, with the difference that the strike group or reserve acted using their mobility. The main feature is the ability to pin down the enemy with a minimum of personnel and maneuver the main forces and means. Bicycle parts could suddenly appear from different directions, and if there were roads, they were quickly transferred from one combat area to another, from the center to the flank and vice versa. Scooters were especially valuable in pursuit, mobile defense, maneuvering troops, and delivering surprise strikes. In addition to the purely technical properties inherent in scooter units, their quality was also influenced by the training of personnel in sports terms. Cycling demanded and developed a good physical condition for a soldier.
The main disadvantage of the Velovoisk is its strong dependence on weather conditions and the limitation in weapons and ammunition carried with you. If strong winds and muddy roads from the rain are only a hindrance for vehicles, then for a cyclist this can be a critical factor that makes riding very difficult. Developed endurance of cyclists is also required. The marching speed of the column is determined by the speed of its slowest member. Artillery pieces cannot be transported by bicycle, although such attempts have been made. It is possible to transport only small arms, light mortars and machine guns, grenades. The transport of prisoners by bicycle troops was very difficult. Therefore, cyclists almost never took prisoners. Because of this, the foot soldiers developed a hatred of enemy cyclists, and they were often killed instead of being captured.
The beginning of the formation of bicycle units in Switzerland dates back to 1891, when the Swiss parliament passed a decree on the creation of bicycle military units as part of the cavalry. In the first phase, these were small groups of 15 people who used their own civilian bicycles. Just like the cavalrymen did with the horses. In 1905, a regular special army bicycle - "MO-05" was adopted. In 1914, the Swiss army had 6 scooter companies attached to divisional headquarters. One company was assigned to the army headquarters and another to the headquarters of the cavalry division. Each company had 117 scooters.
By the beginning of the First World War, there were already 14 scooter companies in the army. During the First World War, military cyclists were used more as signalers. They delivered field telephones and laid communication lines.
Also, cyclist units took part in combat and reconnaissance operations. World War II took place under the sign of Switzerland's complete neutrality. But this did not mean that the country's army was inactive. Swiss soldiers on bicycles, equipped with three bicycle regiments (Rdf Rgt), moved along the border to the most dangerous areas of possible violation by the belligerents. Especially in the second half of the war. Such maneuvers led to the fact that at the end of World War II the Swiss army had great problems with the supply of rubber for bicycles.
In 1961, army cyclist units were transferred from cavalry to mechanized troops. 9 cycle battalions were formed. 1993 marked a watershed in the history of the Swiss army bicycle. The reliable but outdated MO-05 was replaced by the MO-93. This model was technically more advanced. In 2012, the MO-12 bicycle with an aluminum frame was adopted by Swiss cyclists. It is equipped with 24 speeds and weighs 15 kilograms. There are more than 5 thousand cyclists under arms in Switzerland now.
MO-05
The MO-05 is a classic army bike used by the Swiss Cycling Infantry. Officially named Ordonnanzfahrrad Modell 05, also known as Militärvelo, it was introduced in 1905 and remained in service until 1993. The bike was produced between 1905 and 1989 by the firms Schwalbe, Cäsar, Cosmos, Condor and MaFaG, in total over 68,000 bicycles were produced. To date, 68,614 bicycle serial numbers have been established. The most recognizable feature of the Swiss army bikes is the large case mounted between the frame tubes. It was accessed from the right side, while on the left side there was a compartment for documents and cards. The wardrobe trunks were painted completely black, although some later models were olive green. Frames and accessories were painted black, brown or olive. Each frame had its own unique serial number.
There were many variations in the base model as it was adapted for different uses. Some of them have been adapted for use as parcel transport. The bike had one frame size (57 cm) and was designed for people from 155 cm to 195 cm tall, had 650B (26 "x 1-1 / 2") wheels and was equipped with a 20-tooth rear sprocket and a 50-link chain. … Militärvelo tires were manufactured by Maloya. There were two-wheeled trailers used to transport goods or stretchers for the wounded. The pedals are large, black, with large lugs.
The basic "MO-05" had a weight of 23.6 kg. Models after 1946 weighed less - 21.8 kg. Since there was only one transfer, and some soldiers had to carry up to 30 kilograms of equipment, and given that Switzerland is a mountainous country, the fighters had to have very good physical training.
The bike was equipped with a set of combined headlights and a bottle-type dynamo generator, which was mounted on a fork opposite the rim of the front wheel.
Other attachments included mud flaps and a rear rack. The bag, which was often fitted to the front of a bicycle, was intended to carry a combat helmet, but was also often used by soldiers to carry other items. Quite often, a rolled blanket was transported tied to the steering wheel. Cyclists usually carried a dry bag with a ration on the rear rack. It could also be removed and worn as a shoulder satchel using a separate shoulder strap. This bag had two straps that held it to the trunk, and one safety strap was attached to the bike frame. A pouch with a tool was attached behind the seat tube of the frame for performing bicycle maintenance and, if necessary, field repairs. The sprung leather saddle helped to soften the bumps in the road and make the ride more comfortable. Each saddle was numbered and stamped with a Swiss cross.
The spokes and front hub are nickel plated. Depending on how the bike was equipped, the large bike pump was either carried over the top of the case or attached to the top tube of the frame in front of the saddle.
The braking system of this bike is very interesting. The MO-05 was a single speed bicycle (single speed) with a rear drum brake and a rod brake on the front wheel. Many readers can recall the drum brake from Soviet bicycles, when it was required to press the pedals in the opposite direction to brake. From 1941 (according to other sources, from 1944), these bicycles were equipped with a rear roller brake with cable control "Böni". Some models (presumably intended for medical use) also had a front roller brake, which was installed in place of the standard rod brake.
The rod brake was probably the very first type of bicycle brake and was used with the solid rubber tire, historically predating the pneumatic tire. This type of brake was used on bicycles with one large and the second small wheel - "penny-farthing", which appeared in the 70s of the nineteenth century, and continued to be used after the appearance of a modern type bicycle - a "protected bicycle" (bicycles) with pneumatic tires in 1885. Penny Fartings can now only be seen in a museum or as a circus bike. A rod brake consists of a pad (often made of leather) or a metal shoe with a rubber pad that is pressed against the top of the front tire using a rod. The brake was activated using a cable and a lever on the steering wheel under the right hand. In developing countries, a primitive foot form of this brake was often used. It is a spring loaded pedal block attached to the back of the fork. This allows the cyclist to push down on the wheel with his foot. The rod brake is very sensitive to road conditions and significantly increases tire wear. Although it quickly became obsolete with the introduction of the "duck brake" in 1897 and then other types of brakes, the rod brake continued to be used in Western countries on adult bicycles until the 1930s, and on children's bicycles until the 1950s. years. In developing countries, it was used until recently.
A roller brake (also known as a roller or cam brake) mounted on the MO-05 rear wheel is actually a drum (but not a shoe) brake and has a slightly different principle of pressing the shoe rollers to the drum. Schematically, the mechanism is the same design as the inner (sub-shoe) cam mechanism of a drum drum brake; or the roller clutch of the freewheel clutch turned against the main direction of rotation. Roller brakes are common in road transport, but are quite rare on bicycles. They use a cable to act as a brake actuator, rather than a hydraulic line like on cars. The inner diameter of a bicycle brake drum is usually 70-120mm. Unlike traditional drum brakes, the roller brake can be easily removed from the wheel hub. Also other advantages of roller brakes are their power and complete independence from dust, mud, water and snow. They do not affect the wear of the wheel rim. Their long-term operation is possible without adjustments and settings, and it is also possible to drive with a curved wheel geometry. Drum brakes are most commonly used on utility bicycles in some countries, especially in the Netherlands. They are also often found on cargo bicycles and velomobiles.
MO-05 can still be found frequently on the roads of Switzerland. The Swiss army bike has become an icon for the Swiss themselves. This is partly due to the tradition of national service. All Swiss men have to serve in the army for many years: a young soldier's course (Rekrutenschule) for several months, followed by annual camps (Wiederholungskurs). Some of these militias continued their service as cyclists (Velofahrer). They were given bicycles, which they had the right to ride in their free time. When they retired, they could buy back their bike at a low price. Thus, over the past century, in every Swiss city you can meet people riding the "MO-05".
Many bicycles were sold to private individuals after the Swiss army replaced them with the new MO-93 model. Also, some of the MO-05s are still used by the military, for example, by pilots and ground personnel to move around the airfield. Thus, this bicycle, due to its high performance and excellent reliability, having served in the army for more than a hundred years, is still used today, even despite such an anachronism as the old rod brake, coming from the 70s of the nineteenth century. The combination of all these qualities in its design makes it a desirable acquisition for bicycle fans from all over the world.
MO-93
MO-93, officially called Militärrad 93, was the first major rework of a Swiss army bicycle carried out by Villiger and Condor between 1993 and 1995. The basic frame layout has been retained for compatibility with existing equipment and looks roughly the same as the MO-05 except for its green color (technically: RAL 6014 F9 Gelboliv - olive yellow). The MO-93 also featured a front rack fitted as standard equipment in addition to the rear rack. The front rack also serves as the basis for mounting the new headlight unit and dynamo. The bike is equipped with modern handles with derailleurs like MTB (mountain bike). New modern technologies have also been applied, such as Magura HS-33 hydraulic rim brakes, ceramic coated rims, and a Shimano XT 7-star gear system. The characteristics of the case on the frame have not changed. Condor produced 5,500 units for the Swiss army at a cost of CHF 2,200 apiece. This bike is quite heavy but sturdy, with an average weight of 25 kg on the bike. The equipment supplied with the bike includes: a trunk under the frame; saddle bag; metal basket for mortar mines; holder for 60 mm mortar, grenade launcher or machine gun; cargo trailer or stretcher.
Some of these bicycles are still in use by the 17th Reconnaissance Parachute Company at the Special Operations Forces base and paratrooper school stationed at the military base of Locarno Local Airport in southern Switzerland. According to the Swiss Army website, bicycles are currently used by cadet officers, sergeants, quartermasters, cooks, guards as a supplement to physical training and to move between barracks and shooting ranges.
A distinctive feature of the new bike was the use of Magura HS-33 hydraulic rim brakes. In these brakes, the braking force is transmitted using the generated oil pressure in the system, through the hydraulic line to the brake pads. Brakes of this type belong to the upper price category and are mainly used in such a sports discipline as trial cycling. The brakes are extremely powerful and lightweight, with little or no modulation. The special mineral oil Magura "Royal Blood" is used as a brake fluid. The brakes are manufactured in Germany and have a 5-year warranty on them.
MO-12
In 2003, the bicycle cavalry, which was part of Switzerland's "light mechanized troops", was completely abolished. Up to 3,000 soldiers served in it. The clause on the revival of the bicycle battalions did not appear in the future and in the annual "Report on the state of security in Switzerland". It would seem that one could put an end to the cycling troops of the country. But bicycles are the passion of Defense Secretary Ulrich Maurer. The minister often rides a bicycle to work, the journey takes him half an hour - a good substitute for charging. Maurer himself, while serving in the army, was listed as a "soldier-cyclist" and later commanded a battalion of bicycle infantry. In 2009, he stated in a television interview: "My secret dream is to be the federal adviser who will return the bicycle to the army." It was his predecessor, Defense Minister Samuel Schmid, who dealt the fatal blow to the bike. Nobody paid attention to Ulrich Maurer's "secret dream", but in 2012 it came true. The Swiss Ministry of Defense, Civil Defense and Sports (Eidgenössisches Departement für Verteidigung, Bevölkerungsschutz und Sport) has bought 4,100 units of a new military bicycle model, officially named "Fahrrad 12", worth 10.2 million Swiss francs (approximately 2.490 Swiss francs apiece). (including 10 year maintenance costs) from Simpel, as the original manufacturer of the Model 93, Condor, ceased production of bicycles. Ulrich Maurer personally conducted a "stress test", riding a new bike from his home in Münsingen to his place of work - the Federal Palace in Bern. Maurer's only complaint was the saddle: it absorbs water in the rain. "The soldiers can only hope that in the pouring downpour, their commanders will choose a more convenient mode of transport." As explained to the newspaper Le Matin, a member of the parliamentary security commission Christian van Singen, he was not aware of the deal. “I’ll talk about this at the Commission meeting… but there are more serious cost problems in the army than this one. In general, I am ready to state that the army continues to spend money, often not knowing why. This applies to both fighters and bicycles."
The decision of the leadership of the Swiss Ministry of Defense to return the bicycle parts is dictated by concerns that are associated with the increased incidence of unsuitability for military service due to obesity and a sedentary lifestyle. The Swiss army is composed of contract soldiers and conscripts - in this country, all healthy men must serve in the army for 260 days. According to Ulrich Maurer, at least 20% of conscripts, despite their formal fitness for military service, are completely unprepared physically to perform the assigned tasks. For this reason, he decided to return bicycles to the ground forces, which had been abolished. Thus, according to Maurer, recruits will be able to find the necessary physical shape very quickly.
The new bike model includes commercial components. MO-12 is also available for purchase by civilian customers on the company's website (https://www.simpel.ch) for 2.495 Swiss francs. The bike is offered by the manufacturer for people who attach great importance to Swiss quality and reliability, as well as appreciate the "true army bike". It is marketed as a bicycle for everyday life, long distance work trips, cycling trips, fitness.
Specifications:
Frame: A6 aluminum alloy.
Color: glossy black.
Fork: Fahrrad 12.
Gear: Shimano Alfine SG-S500 planetary hub, 8-speed.
Shifters: Shimano Alfine SL-S500 Rapidfire.
Drive Chain: Shimano CN-HG53.
Front light: Headlight B&M Lumotec IQ Cyo R senso plus.
Back light: B&M Toplight line plus.
Dynamo: Shimano Alfine DH-S501.
Brakes: Magura MT4 hydraulic disc brakes on both wheels.
Tires: Schwalbe Marahton Plus Tour 26x1.75.
Trunk: military type, front and rear.
Rims: DT Swiss EX500.
Seatpost: Gravity Gap.
Saddle: Sportourer Zoo Flow.
Stem: FSA OS-190LX.
Handlebar: Metropolis.
Handles: Velo VLG-649AD2S.
Pedals: Wellgo LU-C27G.
Kickstand: Pletscher Optima.
Optional: pouch Abus Rim Bag Onyx ST 250 incl.
Weight: 16.8 kg.
A special feature of this bike is the use of a planetary hub on the rear wheel. It is more reliable and durable than a conventional sprocket system, but the complex gear mechanism has a sufficiently high friction, which leads to a reduced efficiency. These properties became decisive for the rejection of the use of such bushings in sports competitions. The arrangement of the planetary bushings resembles that of an automobile gearbox. Inside there is a gear mechanism for changing the gear ratio. The relative position and engagement of the gears is regulated by a speed switch, which, in turn, is driven by a handle on the steering wheel.
For the first time, such bushings were used on three-wheeled motorcycles. In the 1930s, the market was full of planetary gears, almost every bicycle had such a hub, they were especially popular in Great Britain, Holland, Germany, Scandinavian countries. Then they were supplanted by the speed derailleurs and cassettes of the modern type. Recently, they have begun to regain popularity among bicycle component manufacturers. On planetary bushings it is possible to use a belt drive instead of a chain drive. Used on the Fahrrad 12, the Alfine SG-S500 hub was first introduced by Shimano at Eurobike in 2006. It has 8 gears at intervals of 22%, 16%, 14%, 18%, 22%, 16%, 14% and an overall gear ratio of 307%. This allows it to be used when climbing uphill and for high-speed travel on flat terrain. The hub is available in black and silver. Needle roller bearings improve the reliability and efficiency of the planetary gear. The labyrinth seal improves sealing, which has a positive effect on product life. There is a disc brake mount on the hub.
The advantages of planetary hubs are that the gearshift mechanism is completely hidden inside the hub housing, which protects it from dirt, which significantly increases the durability of the parts. It is possible to change gears even when the cyclist is standing still. The chain runs straight, sprockets with a high tooth profile are used. All this results in reduced wear on chains and sprockets. In addition, the internal parts work in an oil bath. Therefore, the service life of the planetary hubs is calculated in years.
The experience of the Swiss army has shown that it is too early to delete a simple bicycle from the composition of the vehicles of the modern army. A reliable army bike, created using the latest technology, is indispensable for creating and maintaining a high physical condition of military personnel. And also when performing special operations and in other cases when autonomy, secrecy and speed of movement are required.
