The Folding Society
FOLDING SOCIETY NEWS
Issue 47 - 27 February 2000
Editorial
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.
Internet/web update
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.
Tyres - Part 2: Test results
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.
Bickerton
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 derek@broadstone.freeserve.co.uk.
Birdy
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.
Brompton
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.
Brompton SP
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.
Moulton
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.
Project Y
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.
A modified Dahon on a trip to Spain
By John Gaerlan
Enclosed
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.
By
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.
We
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 .
Stolen
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.
Letters
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 CarFree-subscribe@onelist.com
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!
Sales and Wants
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 (mike@foldsoc.co.uk) - 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.
Events
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),
Bright
For more information on this event, contact Margaret Day, email
mday@pickowl.com.au
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
pinkertn@mwfree.net.
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
EXETER
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 devonfolders@lemondesign.co.uk
June, 2000 - Vondelpark Amsterdam
Enno Roosink,
bikenno@xs4all.nl, 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,
2nd – 8th
August 2000
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)
email:
j.bradshaw@ucsm.ac.uk
9-10 September - Moulton Bicycle Club Bradford-on-Avon
Weekend
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
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 post@a2bmagazine.demon.co.uk, 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
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.
Contributing material for FSN
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
email: mike@foldsoc.co.uk
Web:
http://www.foldsoc.co.uk
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.
Return to FSN index | Folding Society home page
Copyright (C)2000 Ferrets Anonymous
Last updated:
27 February 2000
URL: http://www.foldsoc.co.uk/fsn/fsn047.html