Different people use their cycles in different ways, and have
different riding styles and equipment preferences. However,
despite these differences, there is no doubt in my mind that a
product that is designed and produced by people who actually use
it on a regular basis has a much better chance of being developed
to eliminate weaknesses. It would be inappropriate to be too
specific in mentioning names, but, just as an example, both
Brompton and Bike Friday products, while not necessarily perfect,
do show that they are regularly used by the designers and
manufacturers, and undergo subtle improvements - often so minor
that less discerning owners do not notice them.
New developments: If you have been wondering where the latest issue of A to B has got to, their web site offers some explanation. Apparently the next issue will have details of a new Brompton model (and perhaps changes to the existing models??) and a new Airframe. Can't wait to get my copy!
Coming soon: I still have a number of articles from members which I will be including in the next few issues of FSN - many thanks to those of you who have written in, and my apologies that recent pressure of work has delayed use of the articles - please keep sending in material.
Format: If you receive this issue of FSN in a plain text form, please remember that a formatted version is available on our web pages at http://www.foldsoc.co.uk/fsn/fsn047.html, and you can receive the formatted version (suitable for reading with a web browser) just be emailing us to let us know you prefer this version.
The picture shows the Project Y Micro amongst the spring flowers. More about the latest modifications to Project Y can be found later in this issue of FSN. Nature note: I took great care in placing the Micro and in taking the photograph not to tread on any of the flowers.
Don't forget that The Folding Society web pages have now moved to http://www.foldsoc.co.uk. All new material is being put at that new address, but the old address still holds the old material, just in case of any problems. If all goes well, the old site will be modified in a few weeks time so that it just provides a link to the new location. The most likely areas in which you may have problems are if you go out to one of the special interest groups - Moulton, Birdy or Bike Friday - as it is quite possible that links on those pages which are intended to take you back to the Folding Society pages may not do that. You can of course always use the BACK button of your browser to recover. The registration page is also presenting something of a challenge, as the method of handling forms has to be changed. Please email me if you find any links of this kind that I have not changed, so that I can fix them.
Since the report in the last issue of FSN, I have done some more tests on several of the tyres mentioned. The tests were carried out simply by determining how far the bike would roll down a gentle incline followed by a flat stretch of road. The tests were all carried out at the same time; there was very little wind, but on one slightly exposed part of the downhill part there did seem to b a slight wind blowing against the direction of travel. In most cases, each bike had only one run. A more rigorous test system would really have been preferable, involving several runs by each bike, and experiments with tyre pressures, but my enthusiasm on a rather cold day was not up to this. The results were as follows, listing the bike which ran furthest first:
Bike Friday Pocket Rocket, 451 wheels, IRC tyres
Thorn Audax, 700C wheels, Panaracer Pasella tyres
Brompton SP, 349 wheels, Primo Comet tyres
Moulton APB, 406 wheels, Schwalbe City Jet tyres
Brilliant Micro, 349 wheels, Primo Comet tyres
Brompton T5, 349 wheels, Schwalbe Marathon tyres
Moulton AM7, 369 wheels, Wolber-AM tyres
Birdy Red, 355 wheels, Birdy 80psi tyres
Cross Micro, 349 wheels, Raleigh Record tyres
The Pocket Rocket outran the other bikes by a margin of several metres, but the next group of four finished almost exactly nose to tail. The T5 and AM finished just about equal, about 3 metres behind, and then there was a gap of about 5 metres to the Birdy and the old Cross Micro, which were more or less equal.
The nature of the test and experimental errors means that differences of one or two bike lengths should not be considered significant, so I would not try to read much into the differences within the 3 groups above. However, the Rocket on IRCs was clearly the best performer, and the Birdy, on the older 80 psi tyres, and the elderly Cross on the Raleigh Records, were clearly inferior to the others. The Birdy had reverted to the older tyres after my disappointment with the latest Birdy tyre, and tests immediately before and after changing back to the older tyres confirmed that the older tyre is worth about 4 metres on this test - which suggests that the new tyre would have given the worst performance if it had been included in the main test above. Unfortunately the New Series Moulton on Continental Grand Prix (406) tyres was not available for these tests - we hope to have some comparative figures for it soon.
These results are broadly in line with what I was expecting,
although it was surprising just how big the margin in favour of
the Pocket Rocket and IRC tyres was, and I expected the Brompton
on Schwable Marathons and the AM to be right behind the main
group, rather than separated from it by a few metres. Since the
tyres were all fitted to different bikes, the bike itself could
contribute significantly to the results, so it's worth commenting
on this. The bikes with dropped bars were all ridden 'on the
brake levers', with a minimum crouch position, while the others
were all ridden with a very slightly hunched riding position -
enough I think to minimise wind resistance differences. The
Thorn, and more particularly the Brilliant Micro, are relatively
new, and the bearings may not yet be running as freely as some of
the others, while on the other hand the Brompton T5 is doing
winter duty, and might benefit from an overhaul of the bearings.
I made no effort to compensate for the different weights of the
bikes - on this downhill rolling test, the heavier machines were
at an advantage, so the performance of the lightest, the
Brilliant Micro, was particularly commendable, while the
heaviest, the APB, received help in this respect. One other
factor which might contribute to the outstanding performance of
the Pocket Rocket is that this is equipped with Campagnolo gears
(not a Sachs 3 x 7), and it was the only bike with Campagnolo hubs.
See the sections below for news of another tyre to suit the Birdy, and some comments on the New Series Moulton and its Continental Grand Prix tyres.
Recently we have had enquiries from a number of members regarding tyres in the 14 inch size (sorry, I don't know the metric reference!) used by Moulton Minis and on the front of Bickertons. If any readers can provide more information on this subject, we would be glad to add it to our tyre report - we hope to find time to put the contents of the tyre reports onto the web site in their own right soon.
We seem to have been receiving more correspondence regarding Bickertons recently. Martin Donnelly reports a problem he experienced recently.
I found a fatigue crack in my Bickerton hinge. As there are probably a lot of Bickertons still in use, it might be worthwhile mentioning this in Folding Society News as it is potentially dangerous.
My Birdy was stolen two weeks ago, so I resurrected my Bickerton (unused for two years). It creaked at the frame hinge, so I took the hinge to pieces to see if I could do anything to reduce the amount of play in the hinge. The angle plate on the left side of the frame, which engages in the slot in the clamping handle, was found to have a fatigue crack extending upwards about one third of the way along the line of the bend in the plate. The crack initiated at a stress-concentration point at lower end of the inside of the bend.
I don't think this is normally a life-threatening condition. If the plate breaks off, the effect is the same as if the handle is opened: the frame starts to fold, but it doesn't collapse and the bike can still be ridden and braked to a standstill (preferably using the back brake). I found that out when my handle once came loose while riding; since then I used a hook to hold it in the locked position.
I recommend that heavy or strong Bickerton users should occasionally check the angle plate for cracks. I don't expect problems for light users as the stresses on the plate will probably be below the fatigue limit. I believe the cyclic stress in the bend on the angle plate arises mainly from the sideways component of the pedalling force from the right leg, although there is also some road shock contribution and I haven't done the stress calculations for either of these.
From information received (!) we understand that Martin is quite a hard rider. Do remember that Bickertons are going to be quite elderly bikes, and aluminium, used for the frame and many other components, is more inclined to deteriorate with age than steel. In any case, the Bickerton was intended as a portable bike for relatively short rides in a reasonably sedate fashion, and treating it harshly is risking damage and perhaps consequent injury to the rider.
As mentioned a few issues ago, Derek Baker is in the process of forming a Bickerton support group - you can contact Derek at email@example.com.
As mentioned earlier, my Birdy has now been converted back to the earlier high pressure tyre. Doing this brought another problem with the new tyre to light - I had the greatest difficulty in removing the front tyre, and I'm sure that if I had had a puncture on a cold day, I could not have got it off by the roadside with my more limited toolkit and with numb hands. If anyone would like this set of the new Birdy tyres, very lightly used, they can have them for free - just let me know and arrange to collect them - I'd suggest at the next Origami ride on 11th March - the first person to apply can have them for a price of what they are worth (ie free).
We hear that Avon Valley Cyclery have, or are getting, some tyres which fit the Birdy and which may improve performance. They are said to be Vredesteins - I have some on order, and as soon as they arrive and I have had a chance to test them, a report will appear in FSN.
Some new releases are imminent (as mentioned in the Editorial of this issue, and predicted some months ago) - see A to B for the first details. If or when we know any more, we will have a report in FSN.
Reports (from Steve Parry himself!) that development of the Brompton SP was coming to an end seem to have been greatly exaggerated. Another new, and even more interesting, version is now available, fitted with a double chainwheel and front changer and a 6 sprocket rear derailleur. Folder enthusiast Chris Dent is now in possession of one of these very interesting machines, and we hope to see it and photograph it in time for the next issue of FSN.
You may have noticed in the report on tyres that my NS Moulton is currently away from home. The reason is that, following the news that paintwork on later models has been improved compared with that which I criticised on my early ex-demonstrator, I have decided it deserves the latest paint. A report on the results will follow soon.
I am hoping to have the NS back before the next issue of FSN, and I should then be able to subject it to the tyre test described above. I think the results should be interesting, and not just in terms of the tyres. As reported, the bike which performed best in the rolling tests was equipped with Campagnolo hubs, which raises the distinct possibility that these contributed to the exceptional performance of the bike. Some NS owners have expressed less than enthusiasm for the Goldtec hubs, so it will be interesting to see how the combination of these and the Continental GP tyres perform compared with the other combinations.
The 'Project Y' bike - a modified Micro, has at last had some further improvements made - pressure of work meant that nothing was done on it during January and the first half of February. For those who don't know, or have forgotten, the project was sparked by looking at the Panasonic Traincle, and the idea is to produce a very simple, light and reasonably cheap folder. The original (349) tyres were replaced with Primos, and the seat stem, saddle and pedals have been replaced with lighter and better quality components. The bike is, however, a bit of a compromise, in that this version will have a fairly high specification which will prevent the lowest possible weight being achieved - another version which really will be as light as possible will then follow. The 5-speed Sturmey-Archer hub does not help from a weight point of view, but certainly makes riding a bit easier, while the fitting of Alhonga dual pivot brakes in place of the original Saccon units has actually increased the weight slightly, though the braking performance is very good. The bike retains its mudguards, and lights, mirror, a computer and bell have been fitted, all adding to the weight. The original Micro handlebar stem was far too high - well above saddle height even with the saddle as high as it could safely go, and this increased the amount of flex in the stem. The loose fit of the folding-stem pivot bolt also resulted in an unacceptable rocking of the bars during riding.
The latest modification have all concerned the handlebars and stem. The stem has now been reduced in height by some 11cm, and a conventional stem with light bars are bar-end extensions has been inserted into it (see photographs) - most fortunately it is the right diameter to be able to do this. The net result is a much better riding position, although again the new components actually marginally increase the weight over the very simple, if rather crude, original arrangement. The photographs actually show the bike with the bars about 1cm lower than I now have them - in this lower position (which was as low as the bars would go after shortening the stem), it was not quite comfortable, but there was plenty of stem quill available for raising the bars again, though the appearance is not quite as tidy with some of the quill section showing. When photographed, the bike also had the original folding stem, with the loose fitting pivot joint which seems to be common to many or perhaps all Micros. A couple of days ago my friend John Pinkerton supplied another folding stem assembly which he had modified to make the pivot joint a proper fit, and this has now eliminated the unacceptable rocking of the bars.
After all the various modifications carried out so far - some increasing and some reducing weight - the weight in its current form is about 9.5Kg. The weight could very easily be reduced considerably below this by reducing the specification - for example, a Sturmey 3 is lighter than a 5, and a single speed is lighter still - but I'm probably going to keep this bike in this reasonably highly specified form. The second Project Y will be built as a super lightweight, but with a correspondingly reduced specification as well, and the target weight will be 8.5 Kg.
In terms of performance, this first version of Project Y certainly feels very light and responsive on the road, and it is light and very easy to carry. The compact size also means that there are situations where one does not fold at all, or can at least delay folding. It certainly occupies very little storage space in the house in its unfolded form. The changes to the handlebar stem have given a much lower, longer reach riding position, which suits me well - I have actually got the bars in a position now where the height is about the same as on the Birdy, and the reach is almost as long; many people find the Birdy position too low and too long a reach (at least with the normal, as opposed to the Comfort, stem), but that is the way I like it. However, larger riders would still probably not be very happy with this bike, due to the fact that the saddle height would be on the low side - it is very nearly at the maximum even for me, and I am very short. The reduction of handlebar height is not only more comfortable, but, as mentioned earlier, it reduces flexing of the stem, and it also improves stability - with such a short wheelbase, it is rather easy to lift the front wheel, and the pre-Cresswell Micros had a much lower handlebar to help to overcome this problem (they had an even shorter wheelbase, so it really was a problem with these models). The combination of the improved riding position and the elimination of rocking of the handlebars has vastly improved the bike, but on a longer ride (57 Km) I did find the ride very harsh with the completely unsuspended small wheels and Primo tyres running at full pressure.
The cost of the modifications so far (excluding extras like computer, lights and mirror) is about £200 - but this includes going rather over the top on the handlebar and stem modifications. The Micro is quite a cheap bike, and clearly this is quite a lot to spend on it, but in comparing the result with other folders, it is worth bearing in mind that the original Micro components were of similar quality to those fitted on most folders, and the new components make it better equipped than some other more expensive folders. Apart from cost, the one disadvantage over a standard Micro is that the width when folded has been increased by several centimetres, due to the increased handlebar reach and bar-end extensions.
The Project Y is intended as a simple, very light and relatively cheap folder for shorter journeys. I think the project has so far succeeded in its aims, though there are a few more improvements still to be made. For a smaller riders such as myself, and for shorter journeys I think it works very well - the light weight, compact dimensions and simple folding make it very effective, and it is fun to ride. However, it certainly doesn't match a Brompton, for example, in terms of versatility, luggage carrying, size when folded, and suitability for longer rides.
By John Gaerlan
are pictures from our latest trip to Spain on the Camino De
Santiago. On this trip, we took with us a modified
Dahon Impulse. Dahon sent us a sample frame which we customized.
First was to fabricate and put a front derailleur clamp. It allowed us to put on a triple chainring. We built our own wheels using regular hubs with quick release allowing for disassembly without too many tools. We modified the front stem mounting an adjustable stem for a more customized fit.
removing the wheels, bar, pedals and seatpost, the whole frame
goes into a 28" suitcase. With an expandable
side, you can fit frame and wheels into one suitcase.
We were so happy with this test, that we are working with Dahon to sell limited quantities of an aluminum version of this frame. Pricing is not set yet at this moment till we get the frames in maybe end of March. A rough estimate for a complete bike kit is about mid $600 for the frame, rigid fork, seatpost with suspension adaptor, folding stem, hand-built wheel set, V brakes and 24 speed (3 front, 8 rear) drive train, etc.
How did the bike perform ? Exceptionally well. Using a standard rack, my girlfriend was able to carry panniers. With a triple front crankset, we were able to gear it down for the long and steep hills of Leon.
also have a short web story on our Spain trip. There's a link on
the top of our web site at http://www.gaerlan.com .
We are sorry to hear of another Brompton being stolen - please remember that we keep a list of stolen bikes on our web site at http://www.foldsoc.co.uk/stolen.html . This one was taken on 21 February from Shoreditch. It was a black T5, with two chain rings, black Brookes saddle and the luggage rack wheels had been replaced by in-line skate wheels. The serial number is 38092. If you have any information on this machine, please contact Anthony Lamb on 0795 8443371.
Rob Cope writes on the subject of tyres and other things:
Just a couple of thoughts:
Tyres: I note James Greig had similar problems to me with rear sidewall bulge. I have no verifiable proof, but suspect the problem is weight plus thin sidewalls on a rear-heavy design (which many small wheelers especially Brompton tend to be) equals trouble. This would explain why enough Brompton-riding Portlies have ended up with Primo front, Record rear compromises for it to be a minor phenomenon. It was also probably the cause of me blowing several Records run over-pressure: the rim design stopped blow-off, so the side went instead.
The new Schwalbe seems (touch wood) to answer this: it is like a Record brought up to date. It offers excellent grip and looks brilliant. From memory, I don't think it's quite as fleet as when I first put Primos on the rear, but it's certainly no slacker. I must again defend the Primo on punctures though: it has a very tough tread. All the ones I had to chuck due sidewall failure showed little tread wear (apart from the tread pattern having gone, but that's little more than cosmetic). My front Primo has innumerable small cuts: after New Year in central London I pulled 8 shards of glass out of it. I expected to have to buy a new one, but it runs fine so far. I still think tread patterns increase puncture risk by gripping windscreen (etc) fragments that smoother treads quickly shed. Be interesting to see how the Schwalbe gets on, though it does have built in Kevlar. The Primo has a Protec lining which works well: can only recall punctures from failed patches (those glueless ones have to be applied v carefully) or (again) sidewall.
Schwalbe rubber seems very grippy: I went over a damp (oily?) drain cover yesterday when the Primo nearly lost contact and the Schwalbe hardly noticed. Obviously it's not fair to compare a worn Primo front with a new Schwalbe back, but is something I'll watch. Other big plus of the Schwalbe is you can restore the dyno (haven't yet) & it has that very visible Reflexlite band. You can tell I'm a convert!
David Henshaw's quite rude about the Schwalbe responsiveness: I wonder if this is a weight issue again (though you seem pretty happy on them)? The fun starts of course with Primo Plus or whatever we call the new Brompton tyre. Goodness, 3 high-performance tyres: we 16" (sorry, 349) users must be doing something right.
Re perceived 'nervousness' of sub-20" bikes - maybe, but the flip side is how quickly and accurately you can steer. A real boon against potholes or narrow cycle gaps. Bigger wheels feel positively agricultural afterwards.
Finally, you might want to mention the newish Carfree mailing list: American, but with a fair European leavening now. Interesting hearing Americans working to reduce car-dependence: Little (non-air) public transport outside cities, makes even mad Britain look fairly enlightened. Subscribe CarFreefirstname.lastname@example.org
David Edge has also written concerning tyres - referring to some problems he has experienced with Raleigh Record tyres on Bromptons. David usually willingly classes himself as one of the Portlies:
Two Records have been cut through by the rim bead this year, one writing off a holiday. One was 300 miles old, the other 25.
John Prince adds to the debate on tyres:
James Greig's letter interests me because I was faced with an epidemic of tyre wall fractures and my thoughts are that riding style can contribute - climbing in high gear, at very low cadence, using a lot of leg strength, for example, puts a large, fluctuating, load into the driving (back) wheel which has to be transmitted via the side walls. Perhaps this explains why the rear fails, not the front, which normally only has cornering and braking forces to absorb.
I think differences in gear ratios could have an effect as well, but in my case it was laziness, allowing tyre pressures to drop and the side wall take on a permanent "set" which readily cracks - the solution is either keep the pressures up, or hang the cycle up off the ground. The latter solution I am trying out on several cycles during my time here in the South Pacific. I will report on results later.
I also had tyre problems which turned out to be caused by incorrect storage. Putting tyres in the shop window on small diameter display pegs does nothing for the life of a tyre, and I have kept tyres hung up like this in my garage, which seems to cause localised side wall damage or weakness, not always obvious to the eye.
Mark Henley writes concerning his Daewoo Shuttle - a bike we don't usually hear very much about:
I thought I would drop you a line as you mention you are interested in other folders not listed on the site.
Well, I took delivery of a 3-speed Daewoo Shuttle over Christmas, and I love it! I believe that Daewoo have now stopped making them, but I have seen web site that sells them. Having done some reading I can see that the Daewoo does not fold as small as the Brompton, and is less well equipped for luggage carrying etc. However, I don't really use that way (yet!). I like its simplicity, ease of folding and lively handling. Bar ends have made hills and low gear starts more controllable, and upgrading from the plastic VP folding pedals has helped. I also like to look of the bike. I guess my use of the bike is what it was intended for - reasonably short trips, where a cumbersome might not even get there - I take the Daewoo to work and go out at lunchtime for example. Also, it fits into my stable of other bikes, filling a particular niche - I also have a full suspension off roader, a SWB recumbent, and a general winter hack bike.
So, whilst I am new to the folder scene, the Daewoo suits me very well, is great fun to ride, turns heads wherever I go, cost me 150 and seemed, with experience, to be underrated in folding circles!
The S&W list is still quite active - if you have a folder, separable, or accessories to dispose of, or you want to buy, you can use the Sales and Wants page (http://www.foldsoc.co.uk/sandw.html). If you want to have something put on the list, just email us the details (email@example.com) - there is no charge, but please let us know when it is sold so that we can take it off the list. As I strongly suspect that I am not being told when items are sold, I intend to introduce some changes to the Sales and Wants section. In future all entries will be dated, and will be deleted after 3 months unless a request is received to retain the entry on the list. However, please do still tell us as soon as anything is sold, so that we can remove it and avoid creating annoyance to those using the list.
Saturday 4th March - Mud Dock
As usual, meet from about 10.30 at the Mud Dock Cafe in Bristol. Contact Gary Lovell, Tel: 0117 932 4633.
10 - 12 March 2000 - Australian Bike Friday Club (ABFC),
For more information on this event, contact Margaret Day, email firstname.lastname@example.org
Saturday 11th March - Origami Ride
The March Origami Ride will be at its usual location, the Tearooms at Meriden; arrive from 10.30 for an 11.00 start. For more information please see the web pages at http://www.whooper.demon.co.uk/origami, or contact John Pinkerton on 0121 350 0685, email email@example.com. We still hope to be able to move the Origami web page to John's site soon, but the existing site will provide a link to there - we'll keep you posted on developments, which have been delayed by pressure of work.
Saturday 11th March - Devon Folders meeting at Mud Dock
Tim Pestridge is organising the first event of the millennium for DEVON FOLDERS, meeting at the Mud Dock, Exeter on Saturday March 11th. Mud Dock is only a 5 minute cycle ride from the main station. Starting at 11am with plenty of 'future transport' banter, the day will be much the same format as the Bristol meet, with a pleasant ride out around Exeter and a hearty lunch somewhere select. Call Tim for details on 01626 873800 or email at firstname.lastname@example.org
June, 2000 - Vondelpark Amsterdam
Enno Roosink, email@example.com, tells us that the party is going to be like a fair with lots of activities and exhibitors of special bicycles, recumbents, folders and the like. Please have a look at www.velomondial2000.nl for details. All participants of our annual Bike Friday Meeting will be attending the Bicycle Party/Fair; the general idea is to ride mixed with the Moultons and the Bike Fridays. The BF meeting will be stretched over the weekends 17-18 June and 24 - 25 June.
CycleFest 2000 - Lancaster,
The bi-annual cycling feast will soon be coming around again, and it'll all be up and running from Wednesday 2nd to Tuesday 8th August at St Martins College, Lancaster, UK. Quite a bit has been planned already of course, and as usual there's a theme for the sessions - this year it's "Transmissions", and we already have some great speakers booked for this (Tony Hadland, Florian Schlumfp, Izzi Ureili et al) and some interesting new activities planned (50m sprints, midnight torchlight parade and BBQ etc). However, further ideas are always welcome. There will be announcements in Folding Society News, The Moultoneer and other publications in due course. The Cyclefest web pages are currently available at http://www.whooper.demon.co.uk/cyclefest/index.html, but will move to a new and more memorable address soon, and will be regularly updated as the event approaches. We hope there will be a major folder/separable presence at Cyclefest 2000 - the very provisional program already includes one event specifically for folders. We also understand that Alex Moulton will have a stand there this year. If you have any queries concerning CycleFest, contact: John Bradshaw, Tel/Fax: 01524 384474 (day) or Tel: 01524 66658 (eve)
9-10 September - Moulton Bicycle Club Bradford-on-Avon
The annual Moulton Bicycle Club weekend is scheduled for 9-10th September this year, and preliminary information suggests that it should be better than ever this year.
A to B Magazine remains the ultimate source of authoritative information on folding cycles. In the unlikely event that you aren't aware of A to B and/or don't read this magazine, then we would urge you to take out a subscription without delay. A to B can be found on the web pages at http://www.a2bmagazine.demon.co.uk, or you can email them at firstname.lastname@example.org, or they can be reached by telephone or fax on 01963 351649, address 19 West Park, Castle Cary, Somerset BA7 7DB, England. A subscription to A to B is only £10 per year in the UK, or $24, and the magazine is published ever two months and is packed with news, reviews and other interesting information on effective integrated transport systems in general, and folding cycles in particular.
Back numbers of all issues of Folding Society News are available on our web site - go to http://www.foldsoc.co.uk/fsn/fsn.html for the full list.
We would very much welcome articles, photographs or any other material for inclusion in future issues of FSN, or on our web pages. Please send any material to The Folding Society at the address given below. However, if you are planning to send pictures by email, please send them at an appropriate resolution to avoid high telephone bills - a picture of 50K or less is ample for use in FSN or on the web pages.
The Folding Society
If you have any news or other information of interest to other members of the Folding Society, please email us at the above address.
If for some reason you wish to be removed from this mailing list, please send a message to this effect to the same email address.
All information given here is provided in good faith, but no responsibility can be taken for errors or for any consequences arising from the publication of this information.
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Last updated: 27 February 2000