THE FOLDING SOCIETY
FOLDING SOCIETY NEWS
Issue 74 - 15 April 2001
EDITORIAL
This is a Bank Holiday Weekend in the UK, so we shall probably
have bad weather. If so, and with cycling opportunities still
rather restricted by Foot and Mouth, this bumper issue of FSN
should keep you occupied if you have to stay indoors. Expect the
next issue to be quite short though, as we have used a lot of our
stock of material in this issue.
The New Series Bromton
Our April 1st (April Fool's Day) feature on this imaginary product (note, a Bromton, NOT a Brompton!) generally met with a very positive
reaction. I think that if it did actually come into being there
would be a good market for it! The one feature of the design that was questionable was the use of 19 inch wheels - this was
only included so that I could get '42' (which I should explain, if you are not
a Hitch Hikers Guide to the Galaxy fan, is
the answer to Life, the Universe, and Everything) into the design via a
wheel size of 42(0)! Actually, the question of wheel size is now
an interesting one - a couple of years ago there would certainly
have been a case for wishing for 406 (20 inch) wheels on a higher
performance model, but we are now so well served with good
quality 349 (16 inch) tyres that I'd be inclined to prefer to
stay with these; they help to make the bike more compact when
folded, and the Primo, Brompton and Schwalbe tyres cater for
everything from fast road use to heavy touring and light off road
use. Of course, if the design stayed with the 349 wheels, it
would also make the creation of this version from the existing
one much easier; if I had the skills and resources, I'd be very
tempted to make one for my own use!
Riding
After using the Micro for two weeks, I got out the Bike Friday
New World Tourist (Newt) and took a ride out towards
Wolverhampton and back on Sunday 1st, and then used the old
Brompton T5 for the remainder of the last couple of weeks - which
has not involved much riding due to F&M and the weather. I
have to say that after using the Micro for 2 weeks, my initial
reaction was that I had been rather spoilt for the other bikes -
whatever its shortcomings, it is very light, free running and
fun. Both the Newt and Brompton felt heavy and sluggish by
comparison on the very short rides I'm doing at present (mainly
just to and from stations). However, the comparison with the
Brompton was particularly interesting, in that the two bikes gave
very different impressions of the effectiveness of the 5-speed
Sturmey-Archer hub. The Micro felt rather under geared on the
flat or downhill, but otherwise it bowled along well, and the
gaps between the gears, though a little larger than I would like,
were quite acceptable. By contrast, the Brompton, with an older,
twin-cable Sturmey-Archer 5, exactly the same internal ratios,
but slightly higher geared overall, seemed to be hard work, and
the gaps between the gears were most unpleasant - pedal like a
maniac in a low gear, then change up, and the knees were
creaking. Since this is difficult to relate to the fact that the
gear spacing in percentage terms is identical, it resulted in some
further thought being given to the matter, and then some
experiments, which are described in the article on gearing below.
The
April Origami Ride yesterday was relocated to Milton Keynes,
partly due to the Foot and Mouth outbreak. We had an excellent
ride on the quiet roads/Redways/paths locally, with the
additional benefit of very flat terrain. The weather was quite
kind, at least by recent standards - rather grey and a very light
drizzle just before the lunch stop, but no problems otherwise.
There were 10 riders, but all the local contingent were on
conventional large wheeled , non-folding machines, and it was
left to Graham McDermott (Moulton 'Pylon' Speed), Peter Evans
(New Series Moulton), Chris Dent (Bike Friday Airglide), Peter
King (SP Brompton) and myself (Brompton T5) to represent the
folders and separables. The distance was measured as about 35km,
although I had done 57km by the time I finally got home. All the
bikes performed faultlessly. Graham seems particularly enchanted
with his new Speed - despite what the rather alarming photograph
might suggest: don't worry, Shaun, he didn't let go! A more
detailed report is on the web site at http://www.foldsoc.co.uk/origamiapr01.html.
I took the Brompton for its convenience on the train, and it was
more than adequate for a short, leisurely ride like this.
Certainly it was pleasant not to be worrying during the ride
about getting the bike onto the train afterwards, though the ride
was slightly marred for me by a painful toe (even worse today,
after the ride), and the thought of having to spend much of
Sunday on producing this issue of FSN and updating the web pages.
Return of the iPAQ
The iPAQ finally came back repaired on Wednesday 4th. It was
correctly addressed this time, but there was no response to my
enquiry about how to restore the data and programs following the
ROM change (I had even sent a CD with the backup on it, which was
returned with the iPAQ). I manually reloaded all the programs and
re-synched the machine, a process which took about 2 1/2 hours as
I could not use the restore feature.
I've decided to give it
another chance, rather than abandon it and revert to one of my
other, reliable, machines, and so far it's been behaving itself.
What I find is the "killer app" (application), which
makes the iPAQ so useful, is Pocket Artist. This amazing program
not only allows pictures to be viewed on the screen, but edited
as well - cropping, brightness and contrast changes - selective
as well as the whole image - etc. It's like a miniature version of
Photoshop, running on a palmtop. The current release won't handle
the 700K JPEG files my 3M pixel digital camera produces in normal
mode, but I have a new beta version which will process these,
albeit by automatically reducing the resolution as it reads them.
It makes it practical to edit pictures to make them suitable for
web use while away from base. With a Stowaway keyboard, now just
becoming available for the iPAQ, and brilliant with the Palm
models, this makes a great portable system when away from base
for a few days on a cycling expedition. The main problem at
present is availability of FTP software to allow the images and
text to be uploaded onto the web site from the iPAQ. Of course
having to use a sleeve on the iPAQ to take the camera's
CF card, plus (when I have one) the folding keyboard does make
the iPAQ less compact, but it's still a lot more practical than
carrying a heavy, bulky, power hungry, fragile notebook computer
round, which is also something of an overkill when cycling.
Pocket Artist is available from Conduits - see their web site at http://www.conduits.com.
They also have several other good products for Pocket PCs and
other Windows CE machines, and you can download evaluation copies
of their programs, most if not all of which are fully featured
and remain usable for 3 or 4 weeks.
Next issue
The planned date for the next issue is 29th April.
Format
Following the article in the last issue, a few more people have asked to receive the formatted version
of FSN in the future, but not many. From some of the replies, it
seems that I have not made it clear what the formatted version
consists of, so here is an explanation. If you opt for this
version, you receive an email containing a couple of lines of text,
and one or more attached files (if you are behind a company
firewall which does not allow attachments, this means you can't
use this option). The attachments are meant to be stored on your
own machine, and then viewed off line using your normal web
browser. The basic text file sent is only marginally larger than
the 'normal' emailed text version (HTML formatting does not
required a lot of additional data); photographs will make the
download bigger, but if you ask for it without the photographs,
then I don't send them, so the impact on the telephone bill is
minimal. Once the file is downloaded, browsing off-line is
painless, and the formatting makes it much easier to read the
articles, especially as headings etc stand out much better.
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/fsn074.html,
and you can receive the formatted version (suitable for reading with a web
browser) just by emailing us to let us know you prefer this version.
NEWS
Please note that A to B have now changed their web address to http://www.a2b.care4free.net.
Their email address also changed recently, as reported in FSN at
the time, to atob@atob.org.uk.
We are trying to update our web pages to reflect these changes,
but we may not locate all the links, so if you have problems
accessing the A to B site from our pages, try manually entering
these addresses.
A supplement to "It's in the Bag" became available
recently in paper form, and is now supplied with the book to new
purchasers. It is also available on the web at Tony Hadland's site -
at www.hadland.net. Such is the pace of development, though, that
it is already out of date!
CARRADICE SQR BAGS
Carradice have now launched their new range of SQR bags, one
of which I had for test a few months ago, and which I have
mentioned briefly in previous issues. To recap, the new
Carradice SQR is a quick release mounting system for luggage
which fits onto the seat pillar. It can be used on any kind of
cycle, though you do need a reasonable amount of seat pillar
exposed - generally not a problem with folders of course. It can
mount on almost any diameter seat post - the standard mount
fitted everything I tried, but there is an optional larger
diameter version. One part parts on the pillar, and the other on
the bag. The system can be used with conventional saddlebags, or
the new SQR bags, which have been specifically designed for the
system. I have used both an old Karrimor bag and the test version
of the SQR bag successfully. The system is very secure, but the
bag can be very easily removed and refitted, a particular
advantage on a folder. Additional mounts can be bought, so that
the bag can be used with several different cycles. Weight is
reasonable, though as with any system of this kind it does add
about a pound compared to a conventional bag mounted direct onto
a saddle.
There are three bags in the SQR range (though as
mentioned before you can use an existing saddlebag). They are all
of a similar large wedge shape, projecting further to the back of
the bike than with normal saddlebags. Mounted highish (to allow
for lowering of the seat pillar when folded), and projecting so
far backward, the sample I used did seem to affect the handling
of the Micro (which has a very short wheelbase and rather
sensitive handling), but I didn't notice any negative effects on
the Brompton, Airnimal, Bike Friday or Marin mountain bike on
which I have used it. The three models are known as the SQR Trax
(37 x 18 x 20cm, mesh side pockets with compression springs), SQR
Slim (36 x 29 x 15cm, no side pockets, more suited to smaller
frames and extra wide to allow books and files to be carried) and
the SQR Tour (37 x 18 x 20cm, with two side pockets). In all of
them, the bag-mounting section of the SQR mount is built-in, and
they all have an internal pocket, a carry handle, reflectors and
LED straps on the (rear-facing) 'lid'. There is also a wipe-clean
mudguard surface on the underside, and a rucksack harness is
available which can be used with any of the bags. Capacity is
quoted as 14 L for all of them. I guess the version I had on test
was the Tour. I was very pleased with mine, and I now have mounts
for them on several of my bikes, both folding and non-folding.
For the Moultons I prefer the excellent Moulton Day and Weekend
Bags, due to their incredibly light weight and neat, unobtrusive
fitting, though fiddly to remove, and on the Brompton I'm
inclined to use either the standard Brompton front bag (good
capacity, but very heavy and unaerodynamic) or a Carradice bar
bag mounted on an SP bracket on the Brompton luggage block, but
the SQR is an excellent solution for other bikes less well
endowed with integrated luggage systems.
I think this is an excellent system, and as mentioned I've put
mounts on most of my bikes now to allow me to use them. The
capacity is sufficient for a day ride, and the Slim version would
also do well for commuting, with its extra width to accommodate
books etc. You can mount a larger conventional saddlebag using
the same system (you would need a separate bag section mount, as
the ones built into the SQR bags cannot easily be removed) for
weekend or longer outings. For touring, you could use the system
with panniers or other bags, keeping valuables in the SQR mounted
bag, so that it can easily be removed for security.
On my pre-production sample I could find little to suggest by
way of improvements, and the pictures suggest that at least one
of my suggestions has been incorporated in the production models.
I bought the SQR mount when it was first announced, before the
sample bag was supplied, and used it with an old Karrimor
saddlebag on the Airnimal for Portmeirion in November. The rather
loose fit that I noticed with this one had already been dealt with by the time the sample
system arrived in December, albeit rather crudely using a plastic
sleeve, but it shows that Carradice are implementing a policy of
continuous improvement (they have also announced some minor but
useful improvements in Super C rear panniers and other
saddlebags). The price of £49-95 for the Trax and Tour models,
and £44-95 for the Slim, may seem high, but it includes the
complete SQR system as well as the bag, and the SQR and bags seem
very well made, and should last many years.
Carradice also have a new section on their web site dedicated
to folding bikes. Apart from the SQR system mentioned above, and
the existing rack box which can be used on a rear rack, such as
that of the Brompton T models, there is a "Folding bike
carrying bag", which I had not seen before. The size is
given as 59 x 25 x 61cm, and it is described as being
"Suitable for Brompton & Micra type bike". This is
a bag, rather than just a cover, and has carrying handles,
shoulder straps and 3 sided zip.
THE NEW AIRFRAME
A POSTCARD IN A WINDOW!
By Robert McCann
I have for many years
been interested in small-wheeled bicycles – my initial interest
being kindled by being given (dare I mention) a folding RSW 16 by
a ‘friend’.
About twelve years ago
I saw a second hand Airframe for sale in a local cycle shop and
whilst it interested me, I was more into Moultons at the time,
and so let it go. Ever since I have regretted this and have tried
by several means to obtain an Airframe to add to my collection of
folding bicycles. [Photograph: s, right and below right: Original Airframe, unfolded and
folded.]
My wife suggested that
I put an advert in a local shop window as I had once seen a man
riding an Airframe in the area – fat chance of success I
thought!
Eventually, just before
Christmas last year, I received a telephone call from a man who
said that the advert had been brought to his attention and would
I like to speak to him – he didn’t have an Airframe to sell
but knew about them! Lo and be,hold it was Grahame Herbert, the
Architect who designed the Airframe! He kindly invited me to his
house to talk to him and see two prototypes of the new Airframe
he was designing.
What an experience –
not just meeting the man but also being allowed access to the new
machines!
I have always been
interested in design and the evolution process that new ideas go
through before becoming reality – not just because this forms
part of my job but also on a personal level it has always
fascinated me.
Grahame told me about
the mixed fortunes of the original Airframe and how repayments on
the Government guaranteed loan had to commence so rapidly that
the developmental schedule had to be concertinaed into a much
shorter period of time than was really necessary. There were (and
are) clear differences between the designer’s ideas and
aspirations and those of the manufacturer and these can arise
during the manufacturing process! Keeping the quality high during
manufacture seemed very difficult!
To avoid encountering
similar problems with the new Airframe, Grahame has turned one of
the rooms in his house over to a small workshop, where he has
fashioned all the press tools and jigs for making the new
prototype. He even had a hydraulic press for metal fabrication!
On show were two
prototypes – one in yellow and silver, the other in blue. The
yellow and silver model had been powder coated, not only to add
colour to the bicycle but also to reduce friction on the folding
parts – a double whammy if there ever was one!
Both bicycles looked spectacular and very modern! The
small diameter tubes of the original Airframe have been replaced
with a larger diameter single tube – this has greatly improved
rigidity. The handlebars still fold around but now use a new,
more rigid method of securing into place – the folding of the
main frame was as the original machine. A very interesting and
elegant folding pedal has been developed by Grahame, using
anodised aluminium and plain nylon bearings – silky smooth.
One of the most
interesting items that Grahame showed me was a wooden and
aluminium prototype of the main frame that he had produced to
enable him to check and adjust, as necessary, the main folding
action of the Airframe.
I thoroughly enjoyed my
visit to see Grahame and his new Airframe – it was one of those
rare moments in life where someone you have admired from afar,
turns out in real life to be even better!
The new Airframe is due
to go into production within the next year using a Shimano hub
gear – now that SA are (temporarily) not available. Cost –
about £600.00. Would I buy one – you bet! It’s a real design
classic – best of the old, with the best of the new!
Photographs of new Airframe by Robert McCann. Copyright (C)
Robert McCann.
THE NEUß RECUMBENT CONVERSION KIT FOR THE BROMPTON
By John Turvey
I purchased my first Brompton in June 1997. Until the previous
Christmas I had worked 200 yards from the station in Newcastle
(and I live 300 yards from the station in East Boldon) but we
moved to a new Quayside office just over a mile from the station
and I was getting fed up with the 20 minute walk. When I read
about the prototype Neuß recumbent conversion (I was already a
committed recumbent rider by this time) I though it would be
ideal, so I wrote to Juliane Neuß to enquire about the recumbent
conversion and went to my local bike shop (which happens to be
the local Brompton dealer - Norman Fay in South Shields) and
ordered a T5 Brompton. The Brompton eventually arrived, but there
was no firm date for the Neuß recumbent conversion kit, so I
started using the Brompton for cycle/train/cycle commuting,
normally covering about 3 miles a day on the Brompton, but also
using it to visit nearby clients. After a year I fitted a
mountain-drive to this Brompton to enable me to get up a very
steep hill when leaving work to go to the station to catch the
train home - this gives 10 separate gears ranging from 16 inches
to 89 inches, although the lowest gear is too low to be really
usable. Initially I had a lot of trouble with the chain coming
off the chainwheel all the time when in the low range on the
mountain-drive, but after I fitted longer chainwheel bolts to
move the chainwheel nearer the frame it worked fine and I can
cycle up really steep hills now.
In September 1998 I finally heard the Neuß recumbent
conversion was coming at last, and I decided I would have to buy
a second Brompton as I did not think the mountain drive on my
first Brompton would be compatible with the Neuß recumbent
conversion. This time I specified Primo Comet tyres and better
brake blocks from new as I had upgraded the upright Brompton with
these and found they made a great improvement, and I also
specified the lowest gearing option. The conversion kit I got was
the first into the UK as far as I am aware - it was the kit that
A to B magazine had had to do a review, and I was asked by Juliane
Neuß if I wanted to buy it after A to B had finished with it (I
suspect to get me off her back - I had been asking for progress
reports regularly), and I said yes..
By November 1998 I had the Neuß recumbent conversion kit and
the second T5 Brompton so I set out one Saturday morning to put
it together. As I was nearing completion I realised the belt
tension was far too weak, but at that very moment the post arrived
with an alternative belt tension arrangement from Julianne Neuß,
which I installed. The assembly was fairly simple - the only
other problems I had was mounting the front seat clamp too far
forward, so it interfered with the folding, and making the earth
wire for the front light too short so it snapped when folding
(twice!), despite specific warnings in the instructions about
these points. After I had adjusted the seat clamp and soldered in
the second extra extension to the earth wire, I set out for a
short test ride and found it worked - in fact it worked
surprisingly well, except that the belt still slipped when
pedaling hard.
The following weekend was Bike Right 4 at Wooler Youth Hostel,
so on Friday I caught the train to Berwick and cycled down to
Wooler. Over the weekend I covered about 120 miles and found the
recumbent Brompton to be very comfortable but that the gears were
really inadequate for a recumbent - going up any hill the belt
would slip when I started pedaling hard, so I ended up pushing up
all the hills, and going down I would soon spin out - however
this is a hidden advantage as the brakes were not up to much.
The following spring I installed a shorter tension spring, and
this worked much better - the belt would still slip, but only
when peddling really hard, and it was now possible to ride up
gentle slopes and short hills. However it was still not possible
to ride up a big hill - the lowest gear at 35 inches is really
far too high for a recumbent - so I still get off and push. On
one of my trips in 1999 I was heading from Reeth toward Tan Hill
and on a descent I let the bike run and (as I found later)
reached 38 mph just before a bend - when I put the brakes on
there was no noticeable effect - fortunately there was nothing
coming the other way and I got round the bend, but only just. On
the return journey, on a big descent crossing from Wensleydale to
Swaledale (I was still recovering from the fright I had given
myself on the descent on the way to Tan Hill two days earlier) I
set off from the top with both brakes on and both feet on the
ground, yet the recumbent Brompton was still going faster and
faster, and I eventually had to pick my feet up - I reached
almost 20 mph with both brakes still on.
These two descents were in dry conditions. The following year,
after I had put the new Brompton brakes on, I went down the same
hills on a VERY wet day, and was able to control my speed using
just one brake. The new brakes are a significant improvement to
any pre 2000 Brompton, although for the recumbent Brompton the
supplied cables were not long enough, so I used the rear cable on
the front and got my local bike shop to make me two longer rear
cables (one in use and one as a spare) as the cable end nipple on
the new Brompton brake is a non standard size.
Having by this time decided the recumbent Brompton was a
really useful bike for 'train/touring' trips I made a few basic
upgrades:
- fit a mirror (essential on a recumbent);
- fit single sided SPD pedals (SPDs or similar are essential
on most recumbents);
- fit skate wheels to the rear of the rack - makes it much
easier to push when folded;
- fit a short rear mudguard extension (have to fit the skate
wheels first, otherwise it would catch on the ground when folding
the rear wheel) - this makes riding in the rain MUCH dryer.
I then set out to improve the luggage carrying - one of the
drawbacks of the recumbent Brompton is that you lose the Brompton
bag, one of the best bits of cycle luggage I have ever came
across. I first of all fitted the smallest Caradice saddle bag to
the top of the seat - this holds a basic tool kit, a spare tube,
a waterproof, a sandwich and a couple of bananas. I was at this
time still bungee-fixing small holdalls to the rear rack (no foot
interference), but then I came across Radical recumbent luggage
and got the 30 litre top bag (not the 'Brompton' version which is
designed for the upright Brompton) which includes two pockets for
water bottles - this fits nicely under the saddle bag (after
sawing off the rear part of the seat rail) and allows me to carry
enough for short hostel/B&B trips. At a push a small bag can
be added at the rear of the carrier behind the Radical bag.
More recently I have fitted a water bottle to the rear of the
head tube (above the hinge) - it took me over two years to
realise there was enough space for a water bottle here (although
it does increase the folded size). I have also put in a slightly
longer belt tension spring after the drive belt snapped on Bike
Right 6 last November - I had believed the belt would last
indefinitely but mine lasted about 1,300 miles - it may have been
because the belt tension was too high as, with the longer spring,
it does not slip any more than it did before. I also got a spare
belt when I got the replacement, as (although I was lucky this
time - I was able to put the recumbent Brompton in a van and
borrow a mountain bike for the trip back to Wooler Youth Hostel)
without a belt the recumbent Brompton is fairly useless (unless
you are carrying the saddle and saddle stem with you, together
with the tools necessary to convert it back to an upright
Brompton).
I have hardly ever used the Recumbent Brompton to go to work -
basically it takes too long to fold compared to the upright
Brompton, as it has to be strapped together and the drive belt and
any luggage has to be removed. With the upright Brompton I can
remove the luggage and fold the bike in under 30 seconds, but
with the recumbent Brompton it probably takes 2 or 3 minutes and
it is bigger and heavier. However, I have never had any problem
taking it on any train as a piece of normal hand luggage,
something I doubt I would get away with if I had my eight foot
long Peer Gynt with me.
I have taken the recumbent Brompton to Bike Right 4, 5, 6 and
6 ½ and also use it for 'train/touring' trips - mainly going by
train to Northallerton and cycling up Wensleydale or Swaledale to
visit relatives near Kirkby Stephen for a few days. The longest
single ride I have done on it was 80 miles and it was still
comfortable at the end of the day (and this is in comparison to
my Peer Gynt, one of the most comfortable recumbents I have come
across).
The bike has to be ridden within its limitations, the main one
being the gear ratios - with the five speed Sturmey Archer hub
gears giving ratios from 35 to 80 inches the range is not wide
enough for a recumbent and I find I have to push up most steep
hills as the gearing only allows me to travel down to about 8 mph
- any slower than that and the boom starts to creak and the belt
starts jumping. I have accepted the boom creaking as a fact of life - the
front boom is just bolted on and has a joint in it, so I expect the creaking is a
feature I will have to live with. I also get squealing from the
drive belt as it passes over the tension roller - this is
intermittent, but I have not been able to work out why it comes
and goes. I also find the handlebar shape is awkward as I have to point
my knees out at the top to avoid the bend in the bars - Juliane
Neuß is about to produce a 'T' shaped handle bar so I have put
my name down for one.
MORE THOUGHTS ON (HUB) GEARS
Oh no, not another article on gears! I can imagine many
people's reaction now - it's such a well worn subject, and
although it continues to attract a lot of attention, there is not
all that much more that can be said, and all too often the views
expressed come from well entrenched positions - people who love
derailleurs and hate hubs, or vv. Nothing is perfect, there are
no magic solutions, and choice of system, ratios etc depends on
the type of use and personal preference.
What I'm going to discuss very briefly here are some
observations I've made recently, and some minor modifications
which resulted and seem to have made my cycling much more
enjoyable on one particular bike. Although I tend to prefer pure
derailleur systems for day rides, touring etc, hubs certainly
have many attractions for daily commuting in all weathers, and of
course with machines like the Brompton our choice is restricted.
What I have found a particular problem with hubs though is ratios
available. For me, the 5-speed Sturmey-Archer provided an
adequate range for most of my cycling (though not for loaded
touring), but the gaps between the gears were more of a problem. The
5-speed gives ratios of -33.3%, -21.1%,1 to 1, +26.6% and +50%.
Since the Brompton is the most common bike for members of The
Folding Society (over 60% of you own one or more), I'll relate
this and the rest of the discussion to the Brompton, which is the
machine on which I've being basing my observations and
modifications myself. So the current standard for the 5-speed
(actually unavailable now after the demise of Sturmey-Archer,
though perhaps to reappear later when production is established
by Sun Race in Taiwan) translates as 37, 44, 56, 70 and 84
inches, using the usual method of expressing gear ratios. Note
that before the Mk 3 Brompton, machines were about 14% higher
geared as standard, and what is now the standard was a 'low gear'
option. There is of course a further low gear option, lowering
the ratios by7% - this is achieved by replacing the 44 tooth
chainwheel and 13 tooth rear sprocket with a 14 tooth rear
sprocket. However, all the lowering process achieves is
to lower all the gear ratios - the percentage changes involved in
each gear change remain the same. The actual percentage change as
you change up through the gears is therefore 18.4% (1 to 2),
26.6% (2 to 3), 26.6% (3 to 4) and 18.4% (4 to 5). These are
quite big steps, especially either side of the middle gear,
though of
course on the 3-speed the steps are even greater.
My problem is that with such large steps, I find that I have
to pedal madly in one gear, and then when I change up, my knees
creak under the strain of pulling the higher gear. Changing down
is often delayed as it will give too low a gear, which is not
good for the knees either. This is not just a question of the
bike being too high geared overall - I hardly ever use gear 1
(just as well, as on my old 5-speed it feels like pedalling
through treacle), and there are times when gear 5 is too low for
me, though I'm quite happy to coast in this situation. Since you
can't do anything to change the ratios inside the hub - one of
the drawbacks compared with a derailleur system of course - this
seemed a problem which I would just have to live with, and has
always made me less inclined to use the standard Brompton for
some rides than might otherwise have been the case. When I got
the 5-speed Micro, one thing I noticed almost immediately was
that it seemed to roll along much better, and that the problem of
the gaps between the gears was much less noticeable. Although the
Micro has a later, single cable, version of the Sturmey-Archer
5-speed, and my T5 has the old twin cable system, the internal
ratios are the same, so the reason for the difference is not
obvious. I hadn't really studied the reason for this apparent
difference until after using the Micro exclusively for a two week
stint, and then going back to the Brompton. Although the hub of
the Micro is of a later design, and it has different tyres and
lacks the chain tensioning mechanism - all factors which might
affect overall efficiency - the only other difference is that the
overall gearing of the Micro is lower, which has no effect on
percentage changes between gears of course. For comparison, the
actual ratios, calculated on a theoretical wheel diameter of 16
inches, although it's actually not quite this, are as follows
(the Brompton has the lowest gearing option):
Micro (46 tooth chainring, 16 tooth rear sprocket): 30.7,
36.29, 46, 58.2, 69 inches
Brompton T5, low gear option (44 tooth chainring, 14 tooth
rear sprocket): 33.5, 39.7, 50.3, 63.7, 75.4 inches
Looking just at the top and bottom figures, the Micro is very
low geared, and in fact the gearing of the Brompton appears on
this basis far more suitable for me - many would feel that
something higher still would be better, and if it were not for
the apparent inefficiency of the bottom gear, which I avoid using
except in the most extreme emergencies, I would probably take
this view as well. However, after a good deal of thought and
investigation I came to the conclusion that the key issue here
was not the total range, but the specific positioning of the
available gears, including the intermediates. With a
closer-spaced system, as typically found on a derailleur, this is
far less critical, since one will rarely be in EXACTLY the right
gear for the conditions (since there isn't one available), but
the available ratios are near enough not to cause any discomfort.
However, with the wider gaps of the hub system, one can be a long
way from the 'optimal' ratio for particular conditions. Of course
the optimum depends on the rider (strength and cadence) and the
road conditions (gradient and wind). Although it might seem that
variations in conditions mean that there is little that can be
done once the spacing of the gears is fixed, my own experience
seemed to suggest that, at least for me and my riding style,
certain gears were much more useful than others. Notice that the
actual gears available on the Micro are almost exactly mid way
between those on the Brompton: the result seemed to be that I was
frequently labouring in a high gear, or pedalling uncomfortably
fast on the Brompton, where on the Micro I was at a comfortable
speed, and my gear changes on the latter seemed to correspond
more comfortably with changes in road conditions which required a
relatively large change in gear ratio. On the Micro, I do most of
my riding in gears 4 and 5, with 3 available for moderate hills,
and very little need to use either 1 or 2. Although under geared
by a about 1 gear at the top end, I can always coast under such
conditions. With the Brompton, on the other hand, for me many
conditions seemed to result in labouring in gear 5, or changing
down to 4 and pedalling too fast; gear 3 was needed quite often,
but was too low for many such situations.
So I changed the chainring on the Brompton from a 44 to a 40,
giving the Brompton almost identical ratios to the Micro. The
result is a big improvement - I no longer seem always to be in
the wrong gear, and the steps between the gears are much less
obvious (by lowering the gears, of course, the percentage changes
don't alter, though the number of inches between gears is
reduced). Top gear is now far too low, as on the Micro, but with
the option of coasting under conditions where a higher gear is
needed, the end result is much better for the type of riding for
which I use the Brompton.
The other option which you may be wondering why I did not try
is that of raising the gearing overall by about half a gear -
fitting a 48 tooth chainring instead of the 44. While this might
seem to have the same benefits for me, plus giving a more
suitable top gear, I think it would not be as effective: it would
result in the most used gears probably being 3 and 4, with 5 used
to a more limited extent, and that means frequently having to
make the 26% jump from 3 to 4. It would also increase the amount
of use I would need to make of gear 1, which feels particularly
inefficient. The solution of lowering the gears means that 4 and
5 suffice for most conditions, with 'only' an 18% jump, and the
26% jump down to gear 3 is used when tackling a steeper hill - or
changing up after getting to the top of such a hill.
These results depend a lot on the age, strength etc of the
rider, and the way that they ride, and it's unlikely that the
exact combination of chainring and sprocket which best met my
needs will be what will suit someone else. However, if like me
you find that the gaps between the gears on a hub system seem too
great, and you are frequently unable to get the right gear for
the conditions, it's worth looking at the gearing, and tacking
account not just of the overall top and bottom gears, but the
positioning of the intermediate gears.
BIKE RIGHT 6 ½
By Michelle Whitworth
This weekend took place on half term week of
February, and I am therefore going to claim it as the first major
cycle event of the millennium (yes, I know most people celebrated
the start of the third millennium in 2000 but I have always been
of the school which maintains they were a year early).
Bike Right is a winter gathering for all
sorts of cycle enthusiasts (particularly those who ride HPVs,
folders and the like), when there is dearth of events in the
cycling calendar, and has previously centred on the Wooler Youth
Hostel. For the first time, we had the use of Longridge Towers, a
co-educational public school just outside Berwick, which was even
more accessible by public transport. For £30, we got two nights
with breakfast and evening meals, which has to be a snip by
anyone’s reckoning. Some people complained that the showers
were on the cool side, but I thought this was a minor matter set
against the twin bedrooms with en suite facilities (!!), the
beautiful sweeping grounds set in the heart of the Northumberland
countryside, and the huge and tasty meals (for once, we
vegetarians being well catered for).
Foot and mouth was only in its incipient
phases, so the weekend wasn’t badly affected, though some people
did disinfect their wheels. We were also lucky in view of the
severe weather forecast. Travelling on the A1, in the middle of a
small blizzard, way past dark, we spotted a cyclist apparently in
difficulties at the roadside. John, having been on the road from
South Shields since 7:30 am. and forced to remove his gloves in
order to mend a puncture, was close to hypothermia. It was
fortunate that we were in a van and therefore able to accommodate
both him and his bike, a conventional tourer.
Saturday had a snow shower in mid afternoon
but things held up well on Sunday. The roads were far better than
I had thought they would be – the drive was very icy but
otherwise the minor roads were not bad at all. Not surprisingly,
small wheeled cycles were in the minority, even though several
people had come up by train. There were a few Bromptons, a
Brompton recumbent, and a Birdy. Derek and I were both on NWTs,
only because I thought I wouldn’t be able to keep up on a trike
(I had that experience at a previous Bikeright). However, I
regretted in some ways not bringing the Anthrotech, as a three
wheeler was by far the safest vehicle to be on (that said, Geoff
Apps had a mountain bike with a very high bottom bracket and
large treaded tyres which felt extremely stable and secure.)
There were a couple of rides on the Saturday
– we opted for the medium. This took in a pub with a rather
strange publican. We managed to miss most of the afternoon snow
shower, but I gather those on the longer ride were not so
fortunate. The evening consisted of a mountainous meal and videos
in the common room upstairs.
The next day, following a hearty breakfast,
we all set out together, the intention being to split halfway.
Some decided they would go via St Abb’s Head, whereas the rest
of us would go straight to the designated pub in Coldingham.
Sadly, we in the slower group had not gone far when we came upon
the faster group with one of their party lying in the road. He
had hit a patch of slush out of the blue and fallen, hitting his
head on the road. (though it was fortunate he had taken no-one
else down with him). As so often happens in the country, a
resident materialised from nowhere (somewhat mystifyingly for the
weather, clad in shorts) to offer his assistance. An ambulance
was soon on the scene to take him to Berwick hospital. Again, it
being the country, the ambulance men were very relaxed about
taking not only his bike but slinging his partner and her bike in
as well. I am happy to report that, although he was kept in
overnight with mild concussion, he was fine the next day.
Obviously, the longer ride was curtailed and
most people went straight to the pub. A small group of us decided
to continue the 11/2 miles further on to St Abbs, which is a
pretty little fishing village and one of Britain’s top diving
sites. Someone then mentioned that there was a short cut along
the cliff top to the youth hostel so we took it for its scenic
value (sorry folks, because I admit we did cycle on a foot path
but it was paved, there was no-one else on it and it was very
picturesque).
Once again, despite the weather forecast, we
had a great weekend. I consider that North Northumberland and the
Borders have some of the finest riding, because there are miles
of quiet lanes with low traffic levels, which roll sufficiently
to give long views but with not too many steep climbs. There are
also lots of nice little villages and interesting sites to visit.
It was a shame that Tom and Rachel Johnston only made a brief
appearance, because they normally do a lot to organise Bikeright.
However, we must thank Jason Patient, who always puts loads of
effort into leading rides, setting up all sorts of brain-teasing
cycling quizzes, and taking photos etc. Phil and Sue Stanbury had
also helped organise the venue (if I’ve left anyone else out,
sorry, it wasn’t deliberate).
LIFE WITH A FOLDER
By Simon Parker
I was inspired to buy a folder during a camping holiday
in France in 1996. A friend and I took our full size bikes with
us on the back of the car. I wondered as we loaded them on in the
UK before departure, whether the hassle of taking them on and off
the rack each time we wanted to pitch camp, would be outweighed
by the pleasure of having them to use throughout the holiday. It
was, but I couldn't help thinking that to still have the bikes
but without the hassle would be like having the proverbial
cake.....
On return from holiday back at home in Bristol, I started to
notice a lot of people shooting around town, at quite a pace, on
a very elegant looking small wheeled machine. Having always been
a Mini and Vespa fan, I knew the merits of small wheels. I
enquired of one of these riders, during a rare stationary moment,
what his mount was called, and my fascination with Bromptons was
born. This culminated in the same friend from the 1996 camping
trip and I packing our new Brompton T5 and Ridgeback Tailwind
machines onto the
Eurostar in London in September 1999 for a weeks tour of the
French Riviera. We arrived in Paris at the Gare de Nord and as we
'unfolded' it was obvious that quite a crowd had gathered - we
learned fast that this is par for the folding rider whenever you
do your stuff in a crowded place! One Japanese tourist even
filmed us on the station platform with his handycam! The holiday
was a breeze and having the folders with us and travelling as
light as possible meant we could find places that a car bound
tourist never sees.
I have used the Brompton in preference to my full size bike
ever since and I rarely go on a trip without it. I've recently
emigrated to the US and true to form, it was the first thing I
packed!
Comments: So I've just emigrated to Seattle and the Brompton
has come with me. If you're wondering what happened to my
friend's Ridgeback Tailwind, well he didn't catch the folding bug
quite as much as I did and it now languishes in a garage
somewhere in Oxford. I guess it's for sale if anyone's
interested?
The Seattle bike scene is very lively and I shall be using the
Brompton on the many cycle tracks that criss-cross the city and
run around Lake Washington. My interest in folding stuff
generally has been fuelled by the trip described above and by the
frequent business trips I need to make around the world.
Like your other contributor, I also recently bought a pair of
Sole Mio folding sunglasses, but they cost 16 pounds at the
Design Museum in London - somewhat more expensive than the Conran
Shop! I'm also a Psion 5MX user and have several other folding
gadgets that ease the pain of long business trips by air. I would gladly write about these if anyone's
interested? Also, would you like contributions to your site with
occasional reports on the folding scene from the Pacific North
West. Just let me know! Bye for now and happy pedalling!!
Simon's first report from the USA will be in our next
issue.
LETTERS
Roy Barrowcliffe writes:
"Congratulations on April fool joke, it made such
good sense I was taken in completely - I would love to ride it.
This has made me write to consult your readers
about a suitable folder for myself. I have had a number of
folders over the last few years, two of which I consider to
be unrideable. The other two, both Dahon derivatives, rode
well but were too heavy to carry far. I want a light folder to use on day trips a few
times a year, using trains or buses where possible. The
Brompton is one I am considering, but I would like comparisons with
others if possible."
Glad
you liked it!
You
don't mention how far you would want to ride. Bike Fridays and
the Airnimal give a most enjoyable ride, but are less than ideal
from the folding point of view - better for the sort of trip
where you fold at the beginning and end of a a few days cycling,
and can fold in an emergency. That probably makes folding sound
more troublesome than it really is, but although it is not
difficult, it is tiresome if it has to be done frequently. Both
are quite awkward to carry when folded - but more of this later.
The
Brompton is very compact when folded, but not at all light to
carry - but DON'T carry it! - see note later. It rides quite
well, though few people would rate it as the best for a long
pleasure ride. Nevertheless, they are very robust, with good
luggage capacity, and I've ridden over 50 miles in a day on a
more or less standard one with no ill effects, and some people
do this, or even higher distances, quite often. It makes a very
good, reliable choice for most purposes, though the absence of a
5-speed model while the 5-speed S-A hub is out of production is
a drawback for those wanting to use it for longer rides,
especially if it is hilly.
A modified Brompton, such as the SP, or some of the Kinetics
modifications, is well worth considering - double chainrings,
derailleurs and a stiffer, suspended stem make the bike much
more enjoyable for longer pleasure rides.
The Micro is compact, quite light, and fun to ride, but less
than ideal for larger riders and for longer rides.
That
leaves one other obvious contender - the Birdy. Its fairly light
(though accessories narrow the apparent gap between it and the
Brompton quite significantly), folds reasonably easily - not
Brompton, but quite bearable, and it rides quite well, with a
reasonable range of gears. Tyres have been a bit of a limitation
in the past - several makes available, but all rather high in
rolling resistance. I notice that Schwalbe now list a Marathon
described as an 18" by 1.5" - if this fits, it might
improve the situation; perhaps Birdy owners could comment on the
suitability/ performance of this tyre. There are several luggage
options which are quite adequate for day rides, though they all
seem afterthoughts, rather than an integrated feature of the
design, as in a Brompton or Moulton. I would go for the Red
model - the 3 x 7 of the Blue makes it heavy, and although you
get better components on teh Black, you pay for them, and those
on the Red are quite adequate.
There
are lots of other folders around, and almost anything could be
used, but I think the ones I've mentioned are the best, and
would be likely to give the most satisfaction.
The
are two points I need to come back to. First, weight when
carried. The key thing here is NOT to carry it - roll it on its
wheels until the last possible moment, then fold. This is really
only practical with a machine with a quick, easy fold, and able
to be bagged quickly and easily as well. That of course is where
the Brompton scores most strongly. The Micro is fairly easy as
well, and both it and the Brompton are sufficiently compact, and
stay locked together when folded, to make this possible. The
Birdy is rather more questionable, as the fold is more fiddly,
and it is awkward to carry when folded unless bagged, and its
appearance without the bag would be more likely to occasion
comment from the powers that be than the Brompton. Of course,
the idea of rolling it on its own wheels cannot always be
applied - changing platforms at a station, or last minute
platform changes both make carrying the folded bike necessary
sometimes. I admit to finding the Brompton beyond what I can
comfortably carry in these situations - I'm rather small,
lightly built, not very strong and no longer in my first youth.
I also found the Birdy a problem though, and only the Micro is
reasonably easy for me in this situation. The Panasonic Traincle
is lighter still, but apart from lack of availability I think we
can rule it out on other grounds.
A crucial test for me of foldability is not just theoretical fold
times, which usually ignore removal of luggage, bagging, ability to carry it when folded etc, but whether real owners
fold the bike if they can avoid it. Only Brompton owners fold
whether they need to or not, and not just to show off!
Lots of makes COULD be used for what you describe, though it would
help to know typical cycling distances and terrain. However, I
think a Birdy, or perhaps a Brompton (maybe with a few
modifications,) is what I would choose for this application.
Simon Baddeley has had an unpleasant experience with
his Brompton recently:
"Luckily my Brompton handlebar went all wobbly only just as I was leaving the
house and not at speed in traffic on a hill. The right side of the handlebar
suddenly bent forward and then with one more push broke right off next to
the stem, I think the metal fatigue was caused by me putting a pair of
stubby bar ends on the bike about 6 weeks ago. I liked them both for the
extra pull up hill and for the hand position when on the level but the price
must have been greater working of the handlebars and the eventual early and
quite alarming break. Thought this might be of interest. Has anyone had similar experiences. I
shall just not use bar ends again on a Brompton. Luckily no harm done."
Handlebar breakages are not unknown on Bromptons - or other bikes
(conventional as well as folding) come to that, though the shape of the Brompton bars probably makes it more of a potential problem. The design has changed over the years, and I believe the current design is supposed to be better than some earlier ones in this respect. Many people use bar ends without problems (SO FAR!), but certainly they do allow higher forces to be applied, and I would
discourage really vigorous pulling on
the bars, whether bar ends are fitted or not. On my own T5, I'm certainly conscious on hills that if I pull hard I shall be putting a considerable load on
the bars, and deliberately try to avoid pulling. As I say, I know of cases of bars breaking on other bikes, including completely conventional ones.
I would be inclined to replace critical aluminium alloy
components of this kind after some years - I would have done so
on my old T5 but for the fact that I have the earlier pattern
which are lower, and the last thing I want to do is fit new bars
which raise the height even further.
Simon also enquired in another email about options for
using toeclips and straps on a Brompton without having to
sacrifice the folding pedal. I wish I knew an answer to this one!
I've thought of using just a right-hand clip and strap, on the
non-folding pedal, or fitting small SPDs, which would not project
much more than the folded pedal, but they are actually quite
heavy, and for the town riding I use the Brompton for mostly, I'm
not so keen on SPDs - if I did fit them on this bike, I'd want
the SPD/plain 323 type, and they are bulky as well as heavy. If
anyone has a solution to the clips/straps problem with the
folding pedal, please let us know.
Regular readers may recall that a while back we published
an article by Drew Devereux describing the
folders/separables that he had made. Drew recently sent this
update:
"I posted some
pictures of my bikes in their 'quick-fold' mode at
photopoint.com. Basically, 2 connections I made out of square
tubes were brazed onto the bikes, allowing them to hold together
in a compact way. The task takes a minute (45 to 90 seconds
depending on if my hands are cold or not). Since this is so much
easier than bagging, I do it quite often; usually when I bring
the bike in the house.
http://albums.photopoint.com/j/AlbumIndex?u=1624411&a=12490515
I wonder if there
has been much study on the concept of a take-apart bike with a
quick fold type mode as I have been working on, other than the
Bike Friday. It seems it may be more versatile, if a bit less
convenient. It would allow a greater choice of componentry, and
provide a standard riding position."
Tim McNamara replies to Peter Arnold's request for information
about using the BOB trailer with small wheeled bicycles:
"The BOB Yak trailer can be adapted to use with small
wheeled bikes. I seem to recall seeing such as arrangement in one
of the old Open Road Encycleopedia videos, as a matter of fact.
riese und mueller have advised that using the BOB Yak trailer
with the Birdy would void the warranty because of the extra
stress the trailer would put on the rear suspension pivots. As
such, I would think that this same concern would apply to any
bike with rear suspension and that the Bike Hod type design might
be preferable."
Frank van Ruitenbeek adds:
"Yesterday, March 31st, I visited the Dutch national
bike show in the RAI and had a short talk with the Dutch importer
of both the Bob Yak and the Tactic. He had the Bob Yak on display
fixed to a Tactic. Remembering that R&M warn that the Birdy
may not be used to pull a one-wheeled trailer, I asked him if
this was a safe set up. He declared the Tactic with it's 16"
wheels perfectly suited to pull a Yak. I have no experience with
the handling of such a combination on the road."
John Dash provides another positive response:
"I have been using a Bob Yak trailer
with my SWB recumbent which has 20" wheels for the last
year or so with no problems. Clearance is not a problem. As
the wheel of the trailer is so small the clearance at the back is still less than that
near the bike. I have yet to ground it on any traffic
calming humps and bumps (of which there are a great many
in east and north London !). Any significant weight
does have an effect on the steering, but no real problems yet.
I am looking at trying it on the
Brompton but suspect the projection of the adaptor nuts will be
too great to be worthwhile."
Ian Dicken writes:
"I have had a pair of 40-406 Marathons fitted to my APB for
about 4 months now, which I use for commuting and leisure. Over this
period I have covered around 1000 miles. They fit nicely even on the
wide rims that my early model has. Inflated to 100psi (the maximum
inflation pressure shown on the sidewall) they run freely on the central
rib. My subjective judgement is that they seem to have got better with
a bit of use. The only drawback I have experienced so far is that the
grip round corners seems to be a bit marginal on cold, salted (damp)
roads. Otherwise they are great both in wet and dry conditions. There is a bit of wear now visible on the rear but hopefully
they should last for some time yet. I have not suffered any punctures so
far, despite having had to ride over broken glass on numerous occasions.
The combination of a substantial tread and the Kevlar belt built
into the carcass seem to have kept the shards at bay, so far.
Fitted at a similar time was a Busch & Muller 6 dynamo,
Oval + headlight and Dtoplight + rear. These have proved very useful for
commuting around town giving good illumination both underway and at a
standstill. The standlights are charged enough to come on after the 100 yds to
the bottom of my road and when fully charged last around 5
minutes. The front light, while good in town, would be slightly restrictive
if out in the country on a black night as it is quite a narrow beam. The
only other problem I have had is some slippage between the rubber
cap and the tyre in salty conditions. I have now fitted a metal cap
(supplied as standard with the S6) which seems to have overcome any
slippage."
Stuart Nisbet writes:
"Many people write about combining folders with cars/ trains
etc. For several years we have been using a combination of folders
and normal bikes to allow cycling on family holidays. This allows
us to take 2 mountain bikes (lying flat on a conventional roof
rack) and two Bromptons underneath (or in the boot depending on
luggage space). My son won’t be seen anywhere on a Brompton, but my daughter
and I enjoy them. For those unhappy with bike racks obscuring
number plates/ vision this gives a flexible alternative. Once we
get to the destination, if only two of us are going out for a
short ride, we can stick the Bromptons quickly in the boot."
Mixed mode transport is what it is all about, and that
doesn't preclude the use of cars. Folders allow more bikes to be
carried, and more securely, if you are using a car. Conforming,
fashion and appearance often count for more than efficiency and
effectiveness with at least some of the young, and sadly small
wheelers are perceived by some as lacking the necessary image,
though my own observations of late are that the situation is
improving.
Malcolm Clarke reports:
"I have just spent a week (mostly) working in Bologna
accompanied by 1 wife and 1 Brompton. I was reminded that one of
the unsung (collateral) virtues of the compactness of (both wife
and) the Brom is that it can be taken up and down small (Italian)
hotel lifts without getting other guests (and management) molto
pissed off. However, taking the Brom turned out (unlike the wife)
to be an unnecessary piece of baggage. The (v central) particular
had decent bikes available for guests to use. First time I have
come across this. Please post this letter in FSN to ask
subscribers: Any one else come across this facility?"
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 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. Please
note that events may be affected by the current outbreak of Foot
& Mouth Disease in the UK, so check with event organisers
before attending.
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 28th April - 2nd North Dorset Ride
Rolling Dorset countryside towards Dorchester - c 35 miles. Meet
Cavalier Cottage, Wonston, Hazelbury Bryan, nr Sturminster
Newton. Nearest station, Yetminster or Gillingham. Meet 10.00am
for 10.30am start. Further details from Mark West. Tel: 01258
817878, email markwest@4dsigns.freeserve.co.uk
Saturday 5th May - 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 12th May - Origami Ride
The April 14th
Origami ride was in Milton Keynes, a change of venue partly
influenced by the Foot & Mouth outbreak. The arrangements for
May are rather uncertain, partly as the usual leaders have other
(cycling) commitments, and the F & M situation confuses the
issue. 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.
14th July 2001 - Moulton to Bickerton and back. (Mid
Cheshire)
For those of you who enjoyed this ride a few years ago, a chance
to enjoy once again the tumbling scenery of West Cheshire, and
for those of you that missed it, a chance to come and enjoy the
legendary views, food and beer at The Pheasant. Anyone completing
the trip on a Bickerton will have their drink bought for them at
lunchtime! Around 35 miles. 10:00am meet in car park,
opposite Moulton Post Office, for 10:30 departure. Anticipated
return 3:30 - 4:00. All Moultons and any make of folder welcome.
Contact: Jem Kime, 8 Norman Road, Stockport SK4 4HJ.
Tel: 0161 432 8132. email: jem.kime@cwcom.net
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, there is the Cycling Odyssey, described as a unique cycle camping event.
The event will be held on two
separate weekends at two different venues, 18th & 19th August 2001 based on the usual campsite on the Lune estuary
at Snatchems End near Lancaster, and 25th & 26th August, at Kirk Newton near Wooler in Northumberland not far from the Scottish Border.
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. 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
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. Since
then we have heard another possible date mentioned - 29-30th
September. 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.a2bcare4free,
or you can email them at atob@atob.org.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:
15 April 2001
URL:
http://www.foldsoc.co.uk/fsn/fsn074.html