THE FOLDING SOCIETY
FOLDING SOCIETY NEWS
Issue 72 - 20 March 2001
EDITORIAL
Apologies for the late appearance of this issue of FSN - I
have been, and continue to be, extremely busy at present.
Not only am I short of time, but I'm deeply engrossed in
programming, and I find it difficult to concentrate properly on
this while also producing web pages, manipulating digital images
etc.
The main news in this issue concerns a new Continental tyre
for AM Moultons in the 17 inch - 369 - size. For details, see the
Moulton section below.
Many thanks to the contributors who are keeping us well
supplied with articles at the moment - keep up the good work.
Riding
Due to the Foot and Mouth outbreak, my own cycling over the
last couple of weeks has been limited to rides to and from
stations. In view of the limited distances, and the ease of
storage, I've been using the Brompton T5 and Micro. The cycling
has been pretty uneventful - probably a good thing, if you bear
in mind that to "live in interesting times" is reputed
to be a Chinese curse. While I was using the Micro again I took
the opportunity of trying the new Carradice SQR luggage system,
still with the trial large wedge bag. Fitting the mounting on the
Micro was easy enough, and the bag clipped onto the mount very
conveniently. However, I did find that the extra weight at the
top of the seat tube and hanging well out to the back apparently
had an adverse effect on the Micros handling. The Micro is always
noticeably twitchy, although you get more used to it after a
couple of days use, but the bag position seemed to accentuate
this, so I have reverted to a small Topeak wedge for tools etc
and a small bum bag for other odds and ends. Though the Micro has
a number of disadvantages compared to the Brompton (notably the
handling, less robust build, less suited for longer rides, and
limited luggage capacity), it is easier to wheel around stations
in its folded state, lighter to carry and is fun to ride - I seem
to need less effort for the commuting rides, and one does get
more used to the handling, apart from at a low speeds.
A tale of three computers
Shortly after our last issue appeared, we heard by email from
John Prince that a replacement power supply for the Tiny had
finally been received in the UK, but had not yet reached him on
his desert island - we hope that when it gets there it will solve
the problem he referred to in the Letters page.
I received a phone call from Graham McDermott earlier in the
week, asking for help with a phone number - he was away from home
for a few days, and when he turned on his iPAQ pocket computer to
get his phone list, it had refused to respond. The wonders of
modern technology! The very next day, I turned on my own iPAQ and
was confronted with a screen broken up by flickering vertical
bars, which then changed to a mirror imaged screed (mirrored left
to right). The machine had been used quite a lot the previous
day, and had only been carried upstairs and placed carefully on a
table in the meantime - no drops, knocks etc then or earlier.
Pressing the case would change the display between flickering
vertical bars, normal, and mirrored display. Microwarehouse, from
whom I purchased it, told me to contact Compaq, who quickly
confirmed they would need it back, and arranged its collection:
as I would be out the next day (Friday) and the following Monday,
I asked that this should be on Tuesday. Much to my surprise I
received a phone call a couple of hours later from DHL, asking if
they could collect later that day, and a van arrived only an hour
later. Even more remarkably, the van driver remarked on having
called here before for a package for Japan - and that was back in
September (photographs of the Bridgestone Moulton with Dr
Moulton at The Hall). I hope to see the iPAQ back in about a
week, but in the meantime I have switched back to the Handspring,
which I am using with the excellent Targus portable keyboard to
type this on a train on the way to Bradford on Avon. As I don't
yet have an external keyboard for the iPAQ, I'm probably better
off with the Handspring for this, though I do miss the audio
player and the higher resolution, backlit colour display of the
iPAQ.
Next issue
The planned date for the next issue is 1st April, though it might be put back a
week (pressure of work, and I don't want the effort of trying to
think of 'amusing' articles to write to suit the date).
Many thanks to our contributors who have sent articles and
letters to fill the gap.
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/fsn072.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.
MOULTON
Apologies for the fact that the promised photographs by Graham
McDermott of the Streetbikes APBs (which it has been pointed out
to me are fx8 models, and therefore not separable) have still not
been put on the web pages - this should be done Real Soon Now.
The photographs from Colin Martin's ride to Australia have now
been put there (http://www.whooper.demon.co.uk/moulton/gallmarathon.html).
Both the Sales and Wants List and Events sections of the web
pages have been updated to include what is in the excellent new
edition of The Moultoneer.
New Continental 17 inch (369) tyres for the AM range
The AM series of Moultons was introduced in 1983, and from the
start its use of the unique 17 inch wheel (369) has been a source
of concern for owners. The AM Wolber tyre was the only tyre
available in this size until late last year, and while many
people, including myself, found it a perfectly reasonable tyre,
it has come in for some criticism from some people. Although
batches seemed to vary, much of the criticism seems to have been
based on hearsay, and to be as relevant to tyres of other sizes
and other makes of similar characteristics (high pressure, low
rolling resistance road tyres). In 2000, Michelin, who had taken
over Wolber, ceased manufacturing the AM Wolber tyre, but at the
same time Bridgestone introduced a tyre of the same size,
coinciding with the launch in Japan of their new Bridgestone
Moulton - a bike which visually at least is quite similar to the
1960's Moultons, but using the 369 wheel format. So far there
have not been many reports about the new Bridgestone tyre, though
some early users have claimed it is a huge improvement, while
others have detected little difference. At the time of the launch
of the Bridgestone Moulton, I confidently predicted that the
increased market for tyres of this size would result in other
makes of tyres becoming available. Now I am proved right with the
launch of a new Continental tyre in the 32-369 size - at last AM
Moulton owners have a choice of tyre. Perhaps I should admit at
this point that this was not entirely an inspired prediction, as
I had been told in confidence that Continental were working on
this tyre back in the middle of 2000.
While the moulding on the new Bridgestone tyre only carries
Bridgestone's name, and the 'Moulton' name is only a transfer,
the Continentals, at least the pre-production ones I have seen
and been using carries the legend 'Exclusively for Alex Moulton
Bradford on Avon' moulded onto
the side wall. The side wall also carries the size information -
32-369, like the Bridgestone and the Wolber - and the maximum
pressure rating - 120 psi, which is higher than that shown on
either of the other tyres, although some owners reported running
the Wolbers at this pressure on a regular basis without problems.
More noticeable is the tyre tread pattern, which appears
identical to that of the old Wolbers. Don't be fooled by this,
though, the design of the tyre under the tread is completely new,
and the rubber compound is almost certainly different too, so
this really is a new tyre. The Bridgestone, like many other
recent tyres, has a rather minimal tread, and personally I'm
pleased to see that the Conti has the more substantial tread, as
this is likely to give more grip under muddy conditions at least.
The Conti is described as having a 60 threads per inch carcass,
with double puncture resistant breaker.
Bad news, if there is any, seems to be limited to the price,
which is about £21.95 - though to put this in perspective, you
can easily pay this much or more for, admittedly larger, high
quality tyres in 26 inch and 700C sizes. In view of the smaller
production volumes for the Conti, and the fact that size is only
going to affect material costs, which represent a fairly small
part of the final cost of the tyre, this is not too unreasonable
for a high quality tyre.
Though reports of the Bridgestones have been scarce, I was
lucky enough to be given a set of the new Contis by Shaun Moulton
just before Christmas to test. That is one of the reasons why
most of my riding in 2001 has been on AM Moultons - to give the
tyres a good test. Due to weather, and more recently the Foot and
Mouth Disease outbreak, I have only managed about 400 km so far,
when I would have expected otherwise to have done more than 600
km, but I'm very impressed with the results, which are summarised
below.
1. Fitting
Small tyres are often difficult to fit and remove, as apart
from anything else there is less tyre to stretch. The Contis went
on relatively easily, without needing levers, but nevertheless
felt tight enough not to worry about them blowing off. As I'll explain later, I moved them at one point from one AM
to another, and they also came off the rims quite easily when
required, with only light use of levers. They subsequently
re-mounted on the second bike as easily as on the first. During
inflation the tyres very quickly snapped into the rims, and
required minimal fiddling to give true running. I'd rate them as
superior to the Wolbers in all these respects. The Bridgestones,
by comparison, seem to be a very tight fit on the rims, and at
least one very experienced Moultoneer abandoned them and started
stockpiling Wolbers as he was concerned about removing and
fitting tyres if he had a puncture on the road in cold and wet
weather, when tyre removal and fitting is more difficult.
2. Grip
I never try to induce skids - I'm getting too old to relish
the prospect of a fall, but at all times the Contis have inspired
confidence. On wet roads they certainly seem to have good grip,
and there has been no sign of locking a wheel under braking (not
a reflection on the brakes, as I find the dual pivot Shimano 105s
excellent, unlike the CLBs originally fitted on my AM7). In
slightly muddy conditions (country lanes in winter, before Foot
and Mouth) the tyres also inspired confidence. I wouldn't say
that I could rate them as better than the Wolbers in this
respect, as I don't set out to break the grip, but they are
certainly at least as good. Personally I would rate them as
probably better than the Bridgestones in this respect - somehow
these felt a bit more twitchy, a view which seems to be supported
by Arthur Smith's comments in The Moultoneer (Arthur is the
Moulton Bicycle Club's Technical Adviser). On frosty and icy
roads almost any tyre on a cycle is going to have problems - the
Contis are no worse than anything else under these conditions.
3. Rolling resistance
Immediately before fitting the Contis, I used the AM on
Wolbers exclusively for a week, to make sure that I could make a
reasonable comparison. After fitting the Contis, subjectively
the bike did feel slightly more lively, though I would not
describe this as a huge improvement. A subsequent period of
riding on the Bridgestones for a while gave the impression that
these were not quite as good as the Contis, and perhaps not any
better than the Wolbers. These are subjective views, but I was
also able to carry out some slightly more scientific tests in
January, and these were reported in FSN issue 68 - at the time I
was not able to name the Contis, but referred to them as 'Brand
X'. As a reminder, these tests produced the following results:
Bike Friday NWT on Schwalbe City
Marathons (406): Shortest distance
AM Moulton on Wolbers (369): +10 metres
New Series Moulton on Continental GP (406): +22 metres
AM Moulton on Continentals (369) +42 metres.
Airnimal on Kendas (520): +45 metres
Clearly these tests show the Conti as performing better than
the old Wolber, and not far behind the Kendas on the
larger-wheeled Airnimal (520, 24 inch). Though the IRC Roadlite
/451 (20 inch) wheeled Bike Friday Pocket Rocket was not tested
at the same time, results of this against the Wolber-tyred AM
suggest that this too would have the edge on the Contis, but none
of the other tyres I have tested in various sizes, 349 to 520,
are as good. Since I'm inclined to think that EVERYTHING ELSE
BEING EQUAL, and with EQUAL QUALITY TYRES, a good big 'un will
beat an equally good small 'un, these are very good results.
Unfortunately I have not tried the Bridgestones on this
particular test yet, so I only have the subjective assessment
that they are not as good as the Contis in this respect.
4. Wear
It's far too early to judge on this, but after 400 km there is
no sign whatsoever of wear. Actually with the Wolbers I found
that tyre life was sometimes affected by deterioration of the
rubber (crazing), though again it is too early to assess the
Contis in this respect. Another important factor in life of tyres
is susceptibility to cuts - I have had to scrap a number of tyres
(eg Primo Comet 349 and Schwable City Jet 406) due to serious
cuts in the tread, probably caused by glass. I've never had to do that with the old Wolbers, and so far
there are no signs of cuts in the Contis either - I think the
tread pattern helps in this respects, especially compared with
the very light tread of the Primos, City Jets and other tyres of
that type (the Bridgestones look as they may fall into this
category).
5. Punctures
As I've said before, I regard punctures as having a lot to do
with luck. In 15 years of riding Wolbers, I have never found them
particularly puncture prone - certainly no worse than anything
else I have used. So far I have not had a puncture with the
Contis, though I would not read any great significance in this. I
ran the Bridgestones briefly (about 10 days) and had one puncture
- but again, I would not read much into this: in such a short
test, it's probably just down to luck.
6. Cost
Not to be confused with price - the Contis are certainly more
expensive than the Wolbers or Bridgestones, but life (including susceptibility
to cuts etc) comes into the equation as well, and
on an expensive, high quality bicycle there is no point in
spoiling the ship for a ha'pworth of tar (or rubber). The price
is not unreasonable for a good quality tyre of this kind, and if
the life is acceptable (and with no measurable wear so far there
is no sign that this will not be the case) then many owners may
not consider this a problem.
Overall I rate the new Continental tyre very highly, and it
will be my tyre of choice for the AM. My initial tests were
carried out on my old AM7, but part of the way through them an AM
Jubilee L became available, fitted with Bridgestones. When I had
a puncture on the Bridgestones after 10 days, I took the
opportunity to move the Contis to the Jubilee L in place of the
Bridgestones - an indication of my rating of the Contis.
Although I was quite happy with the Wolbers, the Contis are a
definite improvement so far, and it is really reassuring for AM
owners to now have a choice of tyres in the 369 size. How ironic,
though, that after 15 years users of AMs, with their unusual 369
sized wheels, should have a tyre choice, while owners of the New
Series Moulton, with its standard 406 sized wheels, only have one
tyre available at present, due to the limited clearances.
THE THORNY ISSUE OF PUNCTURES
By Jeff Cain
Many areas in
the US are blessed with a peculiar thorn known colloquially as a
"goat head thorn". These little buggers produce a very long (~1/4 inch or
0.5 cm) thin, and sharp thorn. They grow curbside, and are invisible to the
rider, hence impossible to avoid picking up. The following is the synthesis of my fifteen years of
attempting to battle the thorn, drawn from my riding
(approximately 1500-2500
miles/year) and our local bicycle shops.
Kevlar tires have proven pointless (pun intended), as the
thorn easily works its way through the weave. Thicker "thorn
resistant" tubes are not. Thorn resistant that is, though they are certainly
thicker and hence heavier. Local riders that wish the lightest, most
freely running tires simply put up with frequent flat repairs. Most racers
and triathletes fall into this category, and I admit to having
gone "bare" on some long distance rides when my bike of choice was a large
wheel, delicate, "cumbersome".
Those willing to sacrifice a little rolling resistance for
protection have two choices, tire liners and tube fillers. Tire liners
come in two types, each varying in weight and expense. The standard brand of tire liner is known as "Mr. Tuffy
Strips" and consists of a plastic strip that one inserts between the tire
and tube. Mr. Tuffy quite effectively blocks punctures of all types
(glass, nails, and thorns) but is heavy enough to notice an increase in
rolling resistance to the rider. Last year brought another product
called "Slime Strips" that is slightly thinner and lighter. In over ten
years of rough riding on a mountain bike with Mr. Tuffy, I have had only two
flats (one of these being a sidewall puncture). This includes a lot of
off road riding over cactus and thorns in the desert and city riding
without paying any attention to road trash. When installing Mr. Tuffy,
be sure to trim the overlapping edges and consider a plastic tape to
avoid punctures that result from the strip wearing on the tube. I
have not tried Mr. Tuffy on a small diameter wheel but have installed
Slime Strips on my Brompton. Personally, I would recommend them on a
bike destined for rough use that requires maximum protection from
any kind of road hazard.
Another tire liner option is the newer, lighter, and more
expensive "Spinskins". These liners are made of Spectra fiber,
and are light enough to allow protection that will not appreciatively change
rolling resistance. They are not cheap, and as I recall cost over $50
US for a road bike. Again, they must be installed carefully, or they
may cause punctures, though I have had no problems in three years on a
large wheel folder (Montague Urban), with only one sidewall flat.
Unfortunately, the company discouraged their use on a small wheeled folder,
because of the nature of the Spectra fibers. The fibers are long and
potentially sharp, not easily conforming to the sharper curve of a small diameter
wheel and may in fact cause flats as the liner wears. This is a good
compromise for those wanting maximum performance with decent protection
from the thorns, but not their pocket book.
The last option for fighting the dreaded thorn is a protective
"goo" that is applied through the valve stem. Sold locally as
"Slime" or "True Goo", these thick liquids flow along the inside of the
tube and seal small diameter punctures as they occur. The thorn will happily
continue to live in the punctured/sealed tube and tire without pressure
loss. Advertisements imply that slime protects from other larger
diameter punctures, but not from complete cuts. These products are a
little messy to apply and also add weight to the outer diameter of the
wheel. Cost is low (one bottle costs around $6-8 US and treats both tires)
and it is easy to apply. Locally, my bicycle shop recommends this
product for recreational riders and commuters. My wife's bike lasted about
a year of recreational riding without a flat.
Riding with or without the thorn is not a choice. How one
chooses to experience them is. This is also a lesson in life. Personally, as I am fortunate to be the owner of a couple
bikes, each has its own solution according to its use. My cumbersome
mountain bike (on and off road riding, some commuting in poor weather) has
Mr. Tuffy strips. The Montague (fast recreational riding and traveling
with some touring) has Spin Skins. Because I often use my Brompton
(mostly traveling) without backup tools and in more remote locations
(I claimed experience, not intelligence), I actually use both the
thinnest Slime liner and their tube goo inside a Primo tire. The result is a
tire that remains relatively fun to ride, yet (so far) has remained
bulletproof.
RARO RAMBLINGS
By John Prince
Mike mentions the weather in the last FSN;
perhaps he would have fancied our selection over the past couple
of weeks. Every ten years on average - for reasons not fully
understood - the currents in the Pacific reverse and the weather
pattern changes dramatically. This year was our
"drama" year and the usual sunshine mixed with
occasional showers changed into continual downpours. The
temperature is not really affected, it stays around 27C (with
bright sunshine this would be more like 33C) but the wind gets
up, and instead of a gentle cooling trade wind we get a
hurricane.
The progress of these monsters is monitored
via satellite and the radio alerts us to the various stages of
readiness. If a hurricane is due to hit, after taking normal
precautions (roping down the roof of your house, stowing any
flat objects likes sheets etc., turning off water and
electricity) the local population meets at a storm proof refuge
to wait out the storm.
Conditions can change with lightening speed.
Unable to sleep due to the airless night, I was just checking
that all the bedroom windows were open when, announced by
violent flashing of lightening the storm struck. Instant reverse
of actions ... all windows closed...what's left outside? The bike!
Race downstairs and rush out side to see the Flevo rocking
dangerously ... get rope and rope to coconut palm tree. Motorcycle
into garage and close everything up, but not entirely to allow
for pressure equalisation. This squall was gone in a trice but
the hurricane before it was three days coming closer ... then one
whole never-to-be-forgotten-day when it passed by with the
centre about 30 miles away. Wind speeds of 100 mph, waves 40
foot high and lashing heavy rain. (see picture).
Photograph Copyright Patricia Larkham
The next day
was back to beautifully fine weather, but the roads were full of
debris, half my garden had been washed away by the sea and an
expensive trimaran (£100,000 worth) was washed onto the reef as it
ran for cover.
Photograph Copyright Patricia Larkham
About this time I noticed the gear change of
the Flevo had got worse. I must explain that nearly every cycle
I own is fitted with a hub gear of some sort and that these
units are bullet proof in everyday use. Not the Sachs 7 speed
derailleur fitted to the Flevo. It refuses to change into the
lowest gear, sort of jumps two gears at a time changing up and
sometimes I have to resort to "tricks" like changing
up two and down one to get the gear I need. OK, I know its my
fault and an hour's fiddling would probably pay dividends, but
my experience is any improvement does not last. After the
hurricane and repeated washings in heavy rain I started to feel
sorry for the poor thing, and after reading that Mike had
replaced a whole cable to get things going again, decided the
time had come to act. So I did the Prince Mark one treatment -
cover the rear wheel with newspaper and spray the whole of the
mech with WD40. A few minutes later, the surplus wiped off a
road test showed a marked improvement, but I wanted better. Time
to consult the manual.
"zet versnellingshendel in stand 7.
Schakel de handel naar stand 6, draai de pedalen in
fietsrichting.....
Zo nee, draai de stelschroef uit ...
Um ... I see ... reading between the lines and
translating the Dutch in and out of German I get the drift and
fiddle with the screw shown. I decide to go the whole hog, and
turn the cycle upside down and - what do you know - the gear
change cable runs totally unprotected along the frame and is
routed so that it rubs against one of the chain tube supports
and runs dangerously close to several other parts. I change
this by re routing. Of course every length of outer cable
has another point or two where water may enter and also dirt.
The cable going to the mech is cunningly put through the
standard tight bend with water/dirt pick up point facing forward
and the inner is the usual frayed mess after the clamp -remember
no replacements available here. The bike is showing quite a lot
of rust, not surprising given the climate, the usage and the
storage outside, so I start taking this seriously. The chain
runs are bent (they run through protective plastic tubes - but
due to the heat and the usage of a prop stand, the chain has
always sagged one way and the tubes have taken on a permanent
"set".
I finally got the whole thing working without
changing any parts - impossible here -, but fail to understand
why we cyclists accept such technical solutions. Any modern car
- often with cable gear change operation in view of front wheel
drive, front rubber mounted engine - will run all it's life say
100,000 miles/10 years plus - with no attention to the
mechanism. It is properly designed and tested, protected and
lubricated and functions as intended. Our cycles however seem to
last for a few hundred miles, before extensive fiddling and
even expensive replacements are called for. Why do we put up
with such a situation?
On the note of reliability, it has been said
that the only thing that can stop a modern well serviced
vehicle these days is ... a puncture. Although, in the car and
motorcycle fields the tubeless tyre was introduced many years
ago so that the sudden flat became a thing of the past and
things like nails and screws just resulted in pressure loss
which could be corrected by adding air and home was always
reachable. The downside was that do it yourself repairs became a
thing of the past and certain types of puncture could not
be repaired.
Now in my garage I have a bottle of gunge ... very
special gunge. I read in a newspaper that the War Office had
conducted tests on vehicles with pneumatic tyres by
firing machine guns at them as they drove by! This gunge was
inside the tyre -both tubeless and tubed - and successfully
sealed 6mm bullet holes. I saw a cycle usage here and the Agents
co-operated by sending samples and they confirmed that this
stuff has been tested in cycle tyres and the bonus is, it washes
off in water when you finally get puncture 32 which exhausts the
fluid. I intend conducting tests when I return to
the UK in July and if all goes well, all of my tyres will be
filled with this stuff.
Punctures for me are a serious matter; I have
an ear implant which results in my having constant but variable
noises in my head. Some of these sound like air escaping (no
jokes please!) and mean that the traditional water test is
required to find a puncture. That this is not always possible
lead me - in a considerable state of cycling ignorance - to fit
my Pedersen replica with solid tyres for my India trip in 1992.
These tyres had just come out, were made of a foam plastic
material and according to the makers gave a soft ride similar to
pneumatic tyres. Having read of the fierce tribes I was going to
met on the way, I did not fancy trying to fix a puncture under
those conditions ... so I fitted these solid tyres (I still have
them hanging up in the garage) and they got me there but at a
price ... Mike Burrows told me to change them and I did and have
not looked back.
On this subject, which is one close to my
heart, I see the last A to B had a legal question and answer
about thorn strewn highways which said that in Scotland the
Planning Department is responsible for maintaining the public's
right of way is kept open and free from obstruction. I wonder if
the same thing applied to England? My cycling life is turned to
hell every year when the local farmer trims his hedges. I just
have to stop cycling for about a week to allow the authorities
time to clean up. However, cars, lorries, motorcycles and cycles
all suffer punctures and pets get thorns in paws. This
normally happens in October, by which time the thorns are well
developed and reach lengths of 25mm plus (yes, the hawthorn
tree produces the sloes I use to produce sloe gin, but also
these magnificent puncture makers). Nothing I have done to date
has had any lasting effect - the Police ..., the Highways Dept ...,
The Planning Dept... - but this has dramatically changed as - fed up
with enduring a worsening situation with puncture producing
rubbish in the roads and floods caused by badly maintained
drainage ditches ... those farmers again - I wrote to the Prime
Minister, the DPM, my local MP and the Parish Council
enlisting the aid of a Parish Councillor. Suddenly, faced with
on the spot pronouncements at the height of the flooding by the
PM and DPM, they found themselves having to DO
something! The whole thing has only reached stage one, but his
has never happened before and I would encourage any cyclist or
other road user who is suffering from punctures caused by farm
rubbish - thorns & hedge clippings - being left in the
public roadway to do something about it and write to the
appropriate authorities. There is new Government money being
allocated to upgrading the roads - £2 billions I believe - and
this is your chance to grab part of the cake.
Now a correction ... several years ago I
wrote in the then Folder magazine that in the Cook Islands on
the main island of Rarotonga each Saturday a leisurely round the
island ride starts at 15.30; distance 21 miles. This is totally
wrong and I am sorry! Truth is that on most Saturdays a bunch of
fitness freaks set off on a training run around this island and
the first man home often completes the 21 miles in around 45
minutes at an average speed of approaching 30 mph. Considering
the roads are not closed for this event, that normally a head
wind is met somewhere around the island and that road works and
hills are all taken in their stride, I think says a lot for the
spirit of those taking part.
Today they have a triathlon ... starting at
Fruits of Raraotonga. Unfortunately I was given an incorrect
starting time, so arriving near the finish I decided to try
again next week! It's not often here that something starts
EARLIER than expected...there's a lot of "Island Time"
allowance for lateness and after a time it becomes second nature
to allow for it.
Anyway, my TV supplier Kevin Henderson (a
Kiwi) won and has promised to give me the correct information to
enable me to include it in my next report.
A CYPRUS HOLIDAY WITH FOLDERS
By Michelle Whitworth
We can only holiday together in the winter
because of Derek’s business. There’s no shortage of
possibilities but they mostly involve long haul and can be
expensive.
This year, all flights were booked to our
chosen destination (Sri Lanka) on our selected dates (because of
the business, it's also hard for us to plan far ahead). So, we
took an offer of a package to Cyprus, instead, as one of the few
Mediterranean destinations you can still get to at this time of
year, added to its accessibility from Newcastle.(20 minutes to
the airport on the metro with a folding bike.) With some
trepidation, I might add, when some people said disparagingly –
"you know, it could be quite cold and wet".
Not knowing anything about Cyprus, (although I
skimmed the Lonely Planet) we took it at face value when told
that Limassol was an excellent base. We soon discovered this
meant that it was very central for drivers as the presumption
nowadays is that the tourist’s first act is to hire a car. As
for the locals, they wouldn’t dream of walking more than three
yards: yellow lines, pavements – they’re all there to aid
parking. One ex-pat told us that Cypriots would park in the
supermarket if they could, because of the weather – "it's
so hot in the summer, you see." She conveniently overlooked
the fact that this conversation took place in temperatures we’d
die for - a gentle balmy 70° F.
Moreover, diesel at 40p a litre, plus the prevalence of dirt
roads, means that the vehicle of choice for most Cypriots is a
gas guzzling 4x4 (Range Rover or 4 seater pickup).
We took Bike Fridays in hard cases. In Gran
Canaria a couple of years ago, having engaged a cheap room in Las
Palmas, we took a local bus out of town each morning, (two Bike
Fs just fitted in the hold), spending the rest of the day cycling
back. It would have taken us hours to cycle uphill, and choked
our lungs in the city traffic, whereas about £1.30 each took us
to a different point of the island, from which we enjoyed a
largely downhill run home. Moreover, the bikes fitted neatly into
a taxi boot which was just as well as the only road north or
south from the airport is a motorway.
Cyprus was a different proposition. We had
anticipated using public transport but wasted a day discovering
that cheap motoring and tourism seemed to have killed this off.
There were a few buses between towns but the routes back were
along motorways or busy roads and rather too far for winter
riding. In any case, the buses are slow and unreliable and we
couldn’t get any sense out of anyone about whether they would
take our bikes in the hold (it was difficult enough tracking down
where the buses went from let alone at what times). It got dark
around 5, although light by 6.30 am, and the roads were such that
night riding was perilous -negotiating the town with its pot
holes and sunken drain covers was bad enough. The Lonely Planet
had said there was transport to the Troodos mountains but this
turned out to apply to the summer only – a winter day trip was
impossible.
So, we undertook a few days exploring the area,
sallying forth to the plentiful various archaeological sites. We
were rather horrified by the traffic at first as we had a 3 mile
cycle along a 2 lane high way to town and then another few miles
to clear it on the eastern side. Surprisingly, (since we saw
virtually no other cyclists) Cyprus too has the phenomenon of the
not very useful cycle lane which appears suddenly and then after
a few hundred yards of parked cars and service vehicles dumps you
just where you really it need it back on the unlit road by the
traffic lights (though no broken glass!). After a few days,
however, we had settled down and begun to find our way around, so
that we had some pleasant trips. Everyone told us that the
Cypriots are crazy drivers and in some ways they are. At red
traffic lights, it is an almost universal practice for cars to
edge slowly as far as they can over the lights (so that they are
right round the corner on a left turn) before accelerating away
fast as the lights change. Speeds are relatively high, we saw
several bumps and collisions and no evidence of traffic
enforcement. On the other hand, I felt that the Cypriots gave us
more room, perhaps because they found us so unusual or because we
were obviously foreign, but we only had one slight unpleasantness
when Derek was, shall we say, "assertive" with an
overtaking car which squeezed in.
One day, we took a service taxi (a 6-7 seater
car, not much more expensive than a bus) to Paphos, which we
discovered would have been a much better base for cycle touring.
As we couldn’t find out how the taxi driver would react, we
didn’t take our bikes which was just as well as they filled the
boot with all sorts of packages from various businesses. By the
time we had walked from Paphos town centre to the archaeological
sites on the seafront and back again, we wasted a lot of time.
Cycling would have been quicker and would have enabled us to
visit the Tombs of the Kings as well.
The folders did come into their own on one
occasion. I had seen a notice advertising an annual event to
celebrate the winter solstice on a famous archaeological site at
6.30 am 21st December. Bleary eyed, we pushed our
bikes up a rough track (covered in diesel fumes – all the
Cypriots drove their 4WDs) to watch 3 maidens wafting white
draperies to music as the sun rose over the sea. Afterwards, a
pleasant English couple offered to drop us and our bikes off
somewhere so we could cycle back (fortunately we were able to
cram the bikes into the tiny boot of their hired car) As I did
not think the route back would be very enjoyable, we allowed them
instead to drive the bikes back to our hotel and then accepted
their second offer of accompanying them on a day trip to Nicosia.
After about a week of pleasant day rides, we
felt we were beginning to exhaust local routes. Public transport
having failed us, we bit the bullet and hired a car. With winter
prices of £42 for four days and low petrol prices, it was hard
to resist, because it came out cheaper and more time-efficient
than service taxi, as well as enabling us to reach parts of the
island we would never have seen.
One day, we went into the Troodos where we
walked the Persephone trail which, at 5000 feet, was above the
snowline. We then took off to the west for a couple of days. We
cycled along the sea west from Paphos to a well known gorge, at
the foot of which were large numbers of 4WDs full of tourists
who’d paid lots of dosh for off-road thrills. We did the gorge
for a fraction of the price as well as managing to get further
than mechanised vehicles, though we eventually had to abandon the
bikes as it became very narrow and rocky. We then cycled along
the peninsula on a trail which I would say we travelled as fast
as the 4WDs. That night, we stopped at the eastern end of the
island in a cheap hotel in which is growing in popularity as a
destination for more eco holiday makers but is only half open at
this time of the year (the campsites and some of the smaller
accommodations don’t open till Easter) Next day, we sampled one
of the excellent day walks in the area. This is the area to come
for touring as the roads are smaller and quieter and it would be
easier to ascend the eastern flanks of the Troodos. On our fourth
hire day, we went to Larnaca, finding, as often in the older
towns with their narrow streets, that a bike is the only
comfortable way to take in all the sights. One of my the
highlights of that day was seeing and photographing flamingos
wintering on the salt lake at the edge of town.
We only had a couple of days of dodgy weather.
The first time, we were lucky enough to have made it to an
archaeological site so we took shelter under the canopies that
protect the mosaics. When we did finally decide to break for
home, we hadn’t got out of the car park before we discovered a
puncture. This proved fortunate in one respect because it started
to pour again five minutes later, so we mended it at leisure in a
workmen’s hut on site. The other bad day, we had gone up a
valley to the north of Limassol. Cyprus, like Greece, is full of
half built houses so, keeping a watchful eye on the weather, I
had earmarked one under which we took refuge just as the rain
started. We sat comfortably having our picnic lunch (our staple
of local bread, cheese, tomatoes and olives) and reading, taking
advantage of a beaten up old table and some chairs thoughtfully
left by the workmen. Mind you, we got some odd looks when the
neighbours returned from their weekend supermarket shop!
In Cyprus, it never rains but it pours. After
half an hour, the dirt road outside was liquid mud and torrents
were gushing down it. We returned to our apartment but ventured
out in the afternoon and got caught in another deluge. There were
lakes at the side of the road and huge amounts of water running
down the gutters so it was quite treacherous.
I could imagine Cyprus would be reasonable for
touring later in the year (in spring before it got too hot and
when all the flowers were out) especially in the west. The
Troodos are pretty steep from what we saw. It is not a pretty
island but there are lots of interesting historical sites. I
enjoy Mediterranean food and always feel much healthier when in
places like this with all the cheap fruit and veg. Bikes are good
because you can so easily get round the narrow lanes of the old
towns and we tended to use the local markets more than other
tourists. We were also able to find some of the cheaper eating
out deals in town used by locals because you tend to stumble
across them on a bike whereas the car tourist misses them.
The other point to note is that we have started
to pay for the bikes on the plane. I know with a folding bike one
should avoid charges. However, the problem with Bike Fs in the
case is that this takes up the whole of the 20kg luggage
allowance and there is a limit to what you can wear and stuff in
your pockets. It was on one package where the allowance was even
less (15kg) that Derek thought to ask what the bikes would cost
separately. As it was only £30 return each (far less than the
excess baggage would be), we decided it was best to book them on
like that and we have now done this a couple of times since.
Although I am sure this is not what the airline envisaged –
including the weight of the Samsonite case – it hasn’t proved
a problem yet. We avoid problems with coach transfers and the
like where they can be a little funny about taking an ordinary
bike, and keep the bikes protected (we saw what Indian luggage
handlers had done to another traveller’s derailleur hanger).
A couple of notes:
We have been glad of folding bikes on two
occasions in the last 6 months. In the Lake District one weekend,
a tyre blew out and we folded the bike (a Bike Friday) with the
intention of sending one of us back to Ambleside to buy another
tyre. Being fortunate enough to flag down a Range Rover within
ten minutes, however, we were able to get both of us and the
bikes into it and were back in Ambleside within half an hour of
the incident where we replaced the tyre.
Last Sunday, we experienced our second Brompton
rim blow-out whilst on a ride with the Tyneside Veterans group.
Having just emerged from the pedestrian/cycle tunnel under the
Tyne, we simply pushed the folded Brompton on the back of the
other to the nearest Metro station which, fortunately, is only
ten minutes walk away. Less fortunately, the recent demise of
Sturmey Archer meant that Derek could not excuse to replace his
old 5 speed (2 cables) with a newer version – he had to opt for
a 3 speed instead.
Finally, I know Mike keeps saying that the Newt
doesn’t seem very free running and he wonders whether it’s
the 3x7. I’ve had the same feeling though people have told me
that it’s my imagination and its very difficult to test
subjective feelings. I do think that hubs may have some bearing
on it (if you’ll forgive the pun). My replacement NWT (for one
that was stolen) does seem more free running, even allowing for
the fact that it has narrower Primos rather than the previous
more stodgy tyres, and I’m sure it has something to do with
better quality hubs.
LETTERS
Ken Baldwin writes:
"I have recently posted a web page on my modified Brompton T5
which might interest some of your readers: http://www.proaxis.com/~hboright/Brompton/"
Marten Gerritsen responds to John Prince's remarks
in the last issue regarding rolling resistance and number of
wheels ('... as far as rolling resistance is concerned, the
number of wheels/tyres fitted to a machine is immaterial?
It is the all up weight of the machine that determines
rolling resistance, and whether unicycle or three or four
wheeled, the rolling resistance STAYS THE SAME!'):
"While this is correct in principle, it might be
pointed out that with tracked vehicles it will be difficult to
achieve perfect alignment. Such vehicles will scrub their tyres,
which increases rolling resistance. The air resistance (on a
bicycle the rear wheel drafts the front will be increased as
well. PS: I enjoy reading FSN, thank you for your efforts."
There must be other losses introduced by more wheels as
well, in bearings etc, and possibly more complex transmission
systems.
Chas Smith responds to Dennis Duggan's comments on
riding on towpaths:
"Dennis Duggan makes some interesting statements about canal
towpaths, and also invites more readers to contribute, so here
goes:
May I dare suggest that responsible cyclists should NOT be
inhibited in using canal towpaths, except where there is a notice
specifically prohibiting cycling. The fact that 'the hooligan element' rides along
towpaths using mountain bikes or any other vehicle is irrelevant.
If we did not ride where mountain bikers go, we would not go
anywhere. On my little Brompton I recently explored some
canal-side ways in the Paddington area of London, and found that
cycling appears to be permitted (or at least not specifically
prohibited) in certain places. Where it is not permitted, it
seems to me that there is a serious loss not only of major
tourist potential, but also possible alternative commuting
corridors, which London can hardly afford to do without. If I
should technically have had a permit, then I am sorry, and I'll
try to obtain one, but insistence on a bit of paper seems a
little daft to me, since the hooligan element won't get one
anyway.
Anything which enables cyclists (or 'organ donors' as they are
known to London motorists) off the city streets should be
actively encouraged, rather than discouraged with petty
paperwork."
David Hansen also responds on the same topic:
"A greater proportion of motorists break the law. I don't
notice this has given them all a bad name. Indeed the police go out of
their way to accommodate these criminals. Therefore I think there are other factors at work in giving
cyclists a bad name. ... Regarding the damage caused by tyres to
the path, people have cycled along towpaths for at
least 100 years. The name Lock Wheeler was used to describe someone
who cycled ahead of the boat to set locks. The damage to the
path was minimal, about as much as caused by feet and much less
than caused by a horse. Excessive use, especially with knobbly tyres, will cause more
damage. In particular "stunt" riding involving skids
and the like. Waterways interests claim that cyclists expect to use these
paths for free, paid for by boaters. However, reality is rather
different. BWB had largely abandoned tow paths, they certainly aren't
suitable for towing in places, some are missing altogether. Improvements to
these paths are being funded outwith BWB, by people like
utility companies, councils and Sustrans. In fact if anything it's
boaters who are not paying for these paths, their fees go to
maintaining navigation.
Advance notice: Sometime in late spring/early summer I will be
trying to arrange the third and final leg of the folder ride
along the Settle and Carlisle line. The first two stages were a couple
of years ago. Since then the line has often been closed at the weekends
in the winter and I have had other things to organise. This final
stage will be from Dent to Settle and Skipton. After a dramatic
downhill and equally dramatic uphill the run is generally downhill all the
way."
Paul Evans offers the following observations on the
subject:
"Re towpaths, I have similar views to yourself. I do not have a
licence, but expect to cycle anywhere
on the canal system. My K&A anecdote is that whilst cycling
the towpath at, I think, Aldermaston, there was a BWB gang
repairing a lock gate, which meant the
towpath was blocked. The foreman, did two things:
1. Jokingly (very) suggested that I show
him my licence, otherwise I'd be arrested
and 2. Ran forward to help me over the obstruction.
I have never had any less than helpful and
courteous responses from BWB workers 'on the ground'.
I too think its 'how' we cycle : I give way to walkers,
anglers (although some can be grumpy s*ds),
etc and thank them if they stop for me. However, I have been
knocked over when walking the Staffs and Worcs by a couple of
kids on bikes who didn't slow down for a
bridge hole, and, more importantly, been intimidated
by a pack of about a dozen cyclists in Lycra, heads down, 2 or 3
across, doing 20 - 25 mph along the towpath near
Little Venice. These are the people who
will get bikes really banned from the towpaths."
Richard DeLombard writes:
"While I realize that the Raleigh folders seem to be in the minority
within the Folding Society, your banner does say ALL folders. You've
asked for folder pictures for your archives, so I offer some pictures which were taken on the Tour Of the Scioto River Valley (TOSRV)
ride in May 2000. This tour generally gets between 4000 and 7000
riders for a two-day 210 mile tour in Ohio, USA. These two pictures
of Raleigh RSWs (and one Twenty) were taken while travelling about
20 mph with a handheld Kodak camera while on a bike (there were four
of us riding together). I am the third in the row of RSW-16's."
I'm always glad to have material for FSN and the web pages,
and it's good to see venerable machines like these still getting
serious use and giving pleasure.
Dennis Duggan writes regarding punctures, and other matters:
"On the subject of punctures, I have
not suffered one for over two years (touch wood) though no doubt
something nasty will now pierce a tyre next time I go out!!
There was an item in The Moultoneer
a few issues ago by a member (Alan Kennedy?). He invented a system whereby the
tyre continually rubbed against an arm, the idea being that a
nail or thorn or whatever would get knocked away before it had a
chance to go through the rubber. His theory was that the
object might need a couple of revolutions of
the wheel before it was able to puncture the tube, so if it
could be removed in time it would avoid a puncture. I never heard any more about it, but
it certainly sounds reasonable to me.
As you say, it is all down to luck.
My last puncture was caused by a sharp piece of grit, of all
things!
Does anyone agree with my theory
that a tube pumped up really hard is more puncture-resistant
than one at a lower pressure? Or is that a figment of my
imagination?
On another subject, I have never
found a rear-view bicycle mirror actually suitable for a
bicycle. All the ones I have come across have a
ridiculously short stem, which means an excellent view of the
sky but a distinct lack of rearward vision unless I lower my
head to handlebar level - plainly not a practical proposition.
Can I finish on a philosophical note
and return to cycling on towpaths. Mike replied to my
letter with some pertinent comments on the subject, one of which
was the fairly valid one that if the rider behaved considerately
there should be no objection. That is the way I understood
it, anyway.
This gives the cyclist a moral
dilemma, especially if we expand the idea to riding on pavements
etc. Rightly or wrongly, certain everyday actions (cycling
or otherwise) have been deemed to be against the law.
These rules and regulations are in place to prevent people
having an adverse effect on their fellow citizens.
But if we start modifying these laws
to suit ourselves then surely that is the road to anarchy.
For example, a cyclist may not consider it safe to ride on a
busy urban dual carriageway. He observes an adjacent wide,
empty pavement and decides it would be better for him and the
traffic if he used it instead of the road. He is probably doing no harm, but at
the end of the day he is breaking the law. Where does it
end?"
I don't think the tyre protector wires mentioned were
actually Alan's invention, though I know he and others use them.
I've never been very keen, as I worry about something getting
caught on them. I believe the idea is that they do not actually
touch the tyre, but clearance is miniscule (otherwise they would
not do the job for which they were intended). Those who use them
certainly claim a reduction in punctures. I think it is a well
established fact that punctures are less of a problem with well
inflated tyres. I've had sharp pieces of grit cause punctures as
well. An article on mirrors is planned - indeed, it has been
part-written for months now, and I keep copying the text out of
the current issue into the next one, ready for completion! I'd
rather avoid philosophical discussion getting into FSN - perhaps
the FCOT's Fellowship News would be a more suitable place for
such debate? I would say, though, that I agree with the
difficulty of deciding when it is legitimate to ignore the law
because it is personally inconvenient, unfortunately the
motorists who break speed limits, park on yellow lines and on
the pavement, and who increasingly seem to go through traffic
lights after they have turned red, do not seem bothered, and
certainly present a more serious problem generally than cyclists
- but I guess philosophically there is something of the same
attitude behind it, even if the potential consequences are on a
different scale.
For those looking for some additional reading, Seamus
King reports:
"Issue 4 of Byke Kultuur Never is out now at http://uk.geocities.com/seamustuff/bykekultuur4.html
. There's a brief account of Bike Right 6.5, held in
Northumberland in February, with several photos, as well as the
usual sort of guff."
SALES AND WANTS
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 immediately and avoid creating
annoyance to those using the list. Take all normal precautions
when buying and selling goods - the Folding Society and its
officers are not responsible for the descriptions and products
and services contained in the Sales & Wants list.
EVENTS
The events listed below are a combination of those organised
by Folding Society members or of potential interest to members.
Remember that cycling can be dangerous (so is travelling by
car, bus, train, air or water, breathing and living!); anyone
participating in any way in any event does so at their own risk.
Saturday 7th April - Mud Dock
Although there is no official organiser, the gatherings on the
first Saturday of the month at Mud Dock in Bristol are still
taking place and receiving good support. Meet at Mud Dock from
about 10.30am onwards.
Saturday 14th April - Origami Ride
Origami Rides
are usually held on the second Saturday of each month, and the
normal meeting point is at the Tearooms at Meriden. During the
Foot and Mouth Disease outbreak, arrangements may be changed, so
please check with the organiser before attending. For
information on future/alternative events, contact John Pinkerton on 0121 350 0685, email
pinkertn@mwfree.net, or look at his web site at
http://www.users.mwfree.net/~pinkertn/origami.html.
Friday 11th - Sunday 13th May 2001 - Informal
Folder/Separable gathering in Weymouth
Early notification of the dates of our annual informal gathering
in Weymouth - no so much a Forum, more a way of life! Nothing
organised, just take things as they come. Typically meet up at
the Pavilion between 10:00 and 10.30 am for activities during the
day, and 7:00 pm in the evening. More details (if there are any -
it is informal) nearer the time.
Saturday 14th &
Sunday 15th July, Amsterdam area
European Bike Friday gathering - other folders welcome. More
details later, or contact Enno
Roosink at bikenno@xs4all.nl
.
17 - 19th August - Bike Friday Homecoming Rally 2001,
Eugene, Oregon. Contact Jennifer Hill, jenniferH@bikefriday.com
for further details
2001 A Cycling Odyssey
There is of course no CycleFest at Lancaster this year, but
for those whose year is not complete without a visit to
Lancaster, here is a notice sent to us by Seamus King of a rather
different and very informal gathering at Lancaster in August:
"Now on its third name this unique cycle camping event is back. So, even though you probably haven't bought
them yet put a note in your 2001 diary, or in your 2000 diary to remind you to put it in your new diary
when you buy it. For the first time, the event will be held on two
separate weekends at two different venues which should give more
cyclists the opportunity to attend.
The first weekend will be 18th & 19th August 2001 based on the usual campsite on the Lune estuary
at Snatchems End near Lancaster. The following week, 25th & 26th August , a
second event will be held at Kirk Newton near Wooler in Northumberland not far from the Scottish Border.
There will be the usual Socialising, Rides and Light entertainment.
The event will have the same casual atmosphere that has forged it a well deserved place in cycling
history. If you came to Not Cyclefest or Bike-Right-Lancaster Cycling Weekend then please rest assured,
it's only the name that's changed to protect the innocent. Go on Give it a whirl!
Further info from Steve Andrews - please phone 01524 824594 or email
vickya@dial.pipex.com The website is
at http://sdk.tripod.com/cyclingodyssey.html
."
August 24 - 26: Tynebikes Rising Sun cycle festival
A weekend at the Rising Sun Park,
Wallsend, Newcastle upon Tyne. Facilities: Campsite,
toilets, car parking, local shops, Y.H.A approx 3.5 (easy) miles
away, Posh Hotel 10 mins ride away. Displays: Tynebikes, Newcastle City Council, North Tyneside Council,
Sustrans, Pashley Cycles, Veteran Cycle Club and loads of other
displays nearer the time. Rides: There
will be a marshalled ride on Saturday and Sunday or you can
explore on your own. For further
information contact Ken Davison telephone 0191 296 2918 mobile 07720 916
046 or e:mail tnegus@onet.co.uk
or john.turvey@kpmg.co.uk
At the recent Dudley Cycling Forum which I attended, mention
was made of an event being organised by Dudley Canal Trust which
might be of interest to some members. On 9th September there is
the Two Tunnels Cycle Trip: "A unique way to see the local
canal network. Guided towpath cycling and boat transport through
the Netherton and Dudley Tunnels. £7.00 for adults and £5.00
for children." For details and booking, contact the Dudley
Canal Trust on 01384 236275.
Another event of interest to folder owners is being considered
for September, but dates and details aren't available yet.
Moulton Bradford on Avon Weekend (not?): Reports on the
Moulton emailing list suggest that there is not going to be a
formal, organised Bradford on Avon weekend this year, but that
there will be a totally informal gathering over the weekend of
15-16 September, with no organised activities. If/when we have
any confirmation (or otherwise) of this, we will give details in
FSN.
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.
Note: The views expressed by contributors
and correspondents are those of the writers, and are not
necessarily those of The Folding Society or its organisers.
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 JPEG
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)2001 Ferrets Anonymous
Last updated:
20 March 2001
URL:
http://www.foldsoc.co.uk/fsn/fsn072.html