Chapter 549: The Bicycle Industry
East Africa's history classes were broadly divided into two categories: one focused on Far Eastern history, and the other on the Roman Empire and the Holy Roman Empire.
This wasn't intentional. World ancient history was essentially the history of Eurasia, with some mention of North Africa. East Africa had no reason to emphasize the Arab world, and Indian history was treated more like mythology.
German history was quite limited. While connections could be drawn to ancient Germanic tribes, those tribes were seen as barbarians by the Romans. In fact, nations like Britain, France, Germany, and Austria all traced some lineage to those tribes. Since the Western Roman Empire fell to them, it was more practical to blend Roman and Holy Roman history into a cohesive narrative.
But none of this was directly related to East Africa. What mattered was the experience and lessons behind the history—to guard against historical nihilism or fabricated narratives in the future.
Learning from history wasn't difficult for people from the former Far East. In daily life, historical examples often served as useful guides. But for many nations with little or no historical awareness, this was much harder.
Some countries even deliberately concealed their past, hiding their national crimes. As a result, they often repeated the same mistakes, since future generations never received proper historical education.
This was why Ernst refused to deny East Africa's colonial past. Achievements were achievements, and faults were faults—what mattered was giving future generations a sharp enough warning.
Just like the Far Eastern Empire's modern era of national humiliation—it was also the very reason it could shine so brightly in the 21st century. At the very least, it taught them the basic truth: if you're backward, you'll be beaten.
East Africa, on the other hand, developed too smoothly. Without any major setbacks, its people might be misled into overconfidence. Referencing other nations' history served as a reminder and wake-up call.
For example, Ernst believed the Soviet Union collapsed partly because its early development was too smooth. When reality didn't meet expectations later, the entire system crumbled.
Despite its shortcomings, the USSR was still ahead of most countries at the time of its collapse. Yet it was abandoned by its own people. In contrast, the Far Eastern Empire endured its own turbulent 1990s—its economy was worse than some African countries—but it survived.
...
"Your Highness, this is the latest bicycle equipped with hollow rubber tires. With the new tires, the bicycle is significantly lighter, easier to ride, and much more comfortable."
The biggest improvement hollow rubber tires brought to bicycles was comfort. Solid tires worked fine on the paved roads of First Town and Soga, but elsewhere, road conditions were rough. On East African roads, old-style bikes could practically shake the stones out of your kidneys.
To everyone's surprise, Ernst mounted the East African-manufactured heavy-frame bike and rode two laps around the fountain.
"Feels good. The performance meets basic requirements, although it's still quite bulky."
When Ernst called it "bulky," he really meant it was made with solid materials. That frame could easily carry over 100 kilograms of cargo.
Historically, the inflatable tire was invented in 1889 by Scottish engineer John Boyd Dunlop. But East Africa began researching hollow tires back in 1876.
Now, East Africa's booming rubber industry had already overtaken Brazil to become the world's largest rubber producer, prompting significant research into rubber applications.
With improvements in ball bearings, saddles, pedals, handlebars, and rear seats—all guided by Ernst—the hollow tire was the final missing piece. Now bicycles could be widely promoted.
"The bicycle industry has great potential in East Africa and plays an important global role. Its applications are vast. I plan to strongly support this industry," Ernst announced.
Hechingen Household Goods Company, under the Hechingen Consortium, was already the world's largest bicycle manufacturer. But in the past, bicycles were a luxury for the wealthy, limiting the market. Now, with improvements, they could be promoted to all—men, women, rich, or poor. Of course, the very poor still couldn't afford them, but most European working-class families could save up to buy one.
East Africans could save up vouchers to get one too. In some places, like the newly built city of Soga, bikes would even be allocated.
Of course, this scenario would require a complete supply chain, which could take a few years.
So Ernst said: "Mbeya, Harare, Bulawayo, Nairobi, Mombasa, Dar es Salaam, and Bagamoyo will build factories ahead of time. The inland cities will supply the domestic market; the port cities will focus on export."
Exports would be aimed at the Arab world, the Far Eastern Empire, and other under-industrialized countries. As for Europe, the Hechingen consortium would expand its German-based bike factories.
Ernst was making a huge investment. Seven cities meant seven new bike factories. Manufacturing parts like chains, hollow steel tubes, and tires also required dedicated facilities—so this meant building a whole new industrial ecosystem.
In his previous life, the Far Eastern Empire had only 60+ bicycle factories by the 1980s—and those were large-scale operations. East Africa planned to follow the same large-factory model.
Currently, the bicycle industry was dominated by small workshops. Demand was low, and most parts were handmade. That's why Hechingen Household Goods Company had risen to the top.
It was a huge investment, but once complete, East Africa could profit from low production costs and strong market demand. In Ernst's experience, bicycles had always been hot sellers.
"The military should consider ordering some. I believe bicycles have great military applications too."
Military use? For couriers, supply hauling, scouting?
At this time, people didn't yet understand how bicycles could be used by armies. Those ideas were possible, but horses could also fulfill those roles.
Ernst was actually envisioning a rapid-response unit—especially in rugged terrain, like Southeast Asia.
The most famous example was Japan's Silver Wheel Bicycle Units in WWII. In Southeast Asia's jungle terrain, tanks and vehicles struggled with muddy roads. Japan outfitted its troops with bicycles to chase retreating Allied forces. They played a key role in the invasion of the Malay Peninsula—earning the nickname "Oriental Blitzkrieg."
East Africa, being a tropical country with territories like the Lanfang Overseas Province, would benefit greatly from bicycle units. It aligned perfectly with the military's focus on training for tropical conditions.
"The military might need special designs. Maybe folding bikes—or tricycles with cargo compartments. Not just for the army—the civilian sector might need those too."
Ernst suddenly thought of tricycles—even reverse tricycles (cargo in front). These would be perfect for transporting goods.
Although some strongmen could haul huge loads on two-wheelers, tricycles had broader applications. Even in the 21st century, they remained common in Far Eastern cities, though many had been replaced by electric trikes.
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