Issue 62 BHPC Newsletter - Issue 62

The British Human B H P C Power Club

If he says “Eh- oh” once Again, more, I swear Eh-oh! Again!! I’ll strangle Me, him! Me!!

Demand For The New Make-Or-Break Rover 66 Had Reached Unprecedented Levels... Autumn 2000 Issue 62 BHPC Newsletter - Issue 62

Front Cover: Now we know who started this scooter craze... Back Cover: But somehow I always thought Dilbert would have a recumbent

Contents Events 3 News And Stuff That Bloke With The Tatty[1] Kingcycle 3 Correspondence 6 Hill Climbing Mike Burrows 7 More Rules Mike Burrows 8 An Experimental Water Cycle George R. Stevenson 10 Brandy Wharf Ride Eric “Cyclone” Coles 14 Races & Points Dave Larrington, Jonathan Woolrich 15 World Championships 2000 Rob English / Dave Larrington 27 World Championships 2001 Jonathan Woolrich 37 Late-Breaking News 41 Suppliers And Wants 43 Back Page Scott Adams 48

1 - now with functional front suspension! Read all about it in issue 63. Maybe.

Objectives: The British Human Power Club was formed to foster all aspects of human-powered vehicles - air, land & water - for competitive, recreational and utility activities, to stimulate innovation in design and development in all spheres of HPV's, and to promote and to advertise the use of HPV's in a wide range of activities. Good luck, Rob! OFFICERS Chairman & Press Officer Membership & Distribution Dave Cormie Dennis Turner 143 East Trinity Road 7 West Bank, Edinburgh, EH5 3PP Abbot's Park ! Home 0131 552 3148 Chester, CH1 4BD e-mail: [email protected] ! Home 01244 376665 Secretary & Touring Secretary e-mail: [email protected] Steve & Sherri Donaldson Librarian 15 Station Road Pete Cox Dyce, Aberdeen 11a Lorne St AB21 7BA Chester, CH1 4AE ! Home 01224 772164 ! Home 01244 376776 e-mail: [email protected] e-mail: broken... Competition Secretary Newsletter Manglers gNick Green Dave & Tina Larrington ...no fixed abode 166 Higham Hill Road e-mail: [email protected] London E17 6EJ Treasurer ! Home 0208 531 4496 Fiona Grove (after 19:00 weekdays...) 7 Salmon Close e-mail: [email protected] Bloxham, Banbury, or: [email protected] Oxon, OX15 4PJ ! Home 01295 721860 BHPC on the Web: e-mail: [email protected] http://www.bhpc.org.uk/

Issue 63 closes: 1st Dec 2000 Letters, articles, pictures, Shiny Things, etc. are always welcome - please send to the Editor at the address opposite. Technology being what it is these days, we can cope with most file formats readable by a PC (text in ASCII, Lotus WordPro/AmiPro or MS Word easiest to cope with), but if you haven't got one, items on paper are just as acceptable. To reduce cheesiness, electronically- transmitted photos should be at a resolution of 300 dpi (or greater if you can afford the bandwidth).

A Day At The Races

BHPC Race Events

October 8th Eastway circuit, London E15 (AGM)

Notes: 1. The AGM meeting will again be a points event

Specially-Selected Other People’s Events

December 1st -3rd HPRA/HPVA North American Championships, Disneyworld, Orlando, Florida. Contact: Garrie Hill, 220 Vill-Edge Drive, Granville, Ohio 43023, USA. Web: http://www.recumbents.com/hpra/ The Editor Crosses The Andes By Frog

World Championships

Not long back from the Worlds in Belgium. A good time seems to have been had by all, in spite of the ‘orrible weather, and there was an excellent turn-out of Brits. Good show, boys and girls! We’ve got a lot of work to do if we’re going to come up to this standard in Brighton, and various of the great, the good and the unsung have been plotting hard in this direction - see separate article elsewhere in this issue.

Meanwhile, Dries Callebaut writes to say: “After the champs we found a blue Adidas training jacket with in its pockets; some pounds, a pair of glasses and some bike-slot keys. Does anybody know from whom it could be?” The general sus- picion is that it’s Tim Elsdale’s - is it so, Tim? If anyone else thinks it’s theirs, please contact Dries, either directly or via the Editor.

Baccura Type R

From the United States Of Abroad comes news of the in- triguing Baccura Type R racing trike. Much carbon, tita- nium and aluminium go into the makeup of this front drive / rear steer beastie, and the The elegant Baccura Type R

3 mono-stay front wheel is also noteworthy. The resultant device is said to weigh in well under twenty pounds, though how much you’ll have to pay for this lightness and simplicity I know not. More details from:

Baccura trikes, 3660 Se Henderson, Portland, Oregon 97202, USA, +1 503-775-3603, e-mail: [email protected], web: http://www.baccura.com (is this OK, Jamie :-)

New Tyres

Also from the US comes news of some new Primo tyres. These are wider versions of the Primo Comet already much beloved of many HPV’ers, and are available in 47-406 and 40-559 sizes, rated at 100 psi. The narrower 406 Primo Comet had, according to Ian Sims’ testing, almost as good a rolling resistance as the semi-legendary Tioga Comp Pool, so all else being equal, the wider Comets should turn out to be better in this regard than the Comp Pool. The snag is that I have absolutely no idea if they’re available in this country at all, but if all else fails, they can be had from Zach Kaplan Cycles, 1518 Buena Vista Ave., Alameda, CA 94501, tel: +1 510-522-2368, e-mail: [email protected], web: http://www.bikeroute.com/ zach/

Closer to home, good news for the beleagured Kingcyclist is that St John Street Cycles now offer a Swallow Amberwall 18 x 1 3/8 (37-390) tyre. This has a similar pressure rating to the late and rather unlamented Hutchinson, and a tread pattern which appears similar to a Michelin World Tour, according to the picture I squinted at on SJSC’s web site, anyway. They’ve also got a couple of alternative 540/541 tyres, though neither appear to have as high a pressure rating as the Schwalbe 25-540 which is still doing sterling service on the back of the Editor’s bolide. Though I did blow one off the rim the other day :-(

To this end, Ian Prince tells me that:

“There was a recent piece about a new cycle warehouse called Decathlon in London. Useful for tyres and bits. They have now spread their wings and opened at Giltbrook, Nottingham (next to IKEA) should anyone wish to investigate...there are even cyclepaths and cycle parking, together with a small cafe. Not bad for other sports and camping.

The Boy Done Good

Imagine that you are a young graduate engineer, amateur cycle racer and HPV enthusiast. Then someone offers you a job at a salary which, were I to mention the amount, I dare say would make much of the Club’s membership postively chartreuse with envy, designing recumbent bicycles. The “someone” in question being RevoBike, a Massachussetts bike shop who, amongst other enterprises, import the Dutch Optima range of recumbents into the USA. The person in question being Rob English, who in only a year or so has comprehensively re-written BHPC notions of what speed is all about. By the time I write this, Rob should be settling down Over There, but hopes to be back for the AGM and if all goes according to plan, to make an attempt on the Hour Record next spring. My spies tell me that he’s trying to persuade Cap’n Kingsbury to send some form of K2 over to the States towards the end of this year so as to give him something useful to race at the HPRA Championships at Disneyworld. All the best, Rob, and try to acquire a taste for Beer while you’re there! In America? Where the beer tastes like yellow water? - Mrs. Ed.

Bike To The Future?

Roy MacDonald sent the following item, from CNN.com, July 3rd, with the comment: “Thought you might find this interesting. Also Classic Motorbike (July) has a big article on the Quasar. Take a look at the full faired 1983 version, very nice.”

“Despite its name, the Hydrocycle doesn't run on tap water. But it's quiet, odorless and creates no pollution. All this, and it's motorized, a shining application of fuel-cell technology.

4 The Hydrocycle is a prototype fuel cell-powered bicycle developed by Manhattan Scientifics Inc. of New York City. Riders have the option of using their own power to get around or switching to a small motor powered by Manhattan Scientifics' proprietary mid-range fuel-cell technology.

Jack Harrod, chief operating officer at Manhattan Scientifics, had the opportunity recently to take a spin on the Hydrocycle, an adaptation of a standard mountain bike.

"It is really a wonderful experience," said Harrod. "You can actually get on the thing and ride through the forest in silence, with no pollution and no odor. It's an exciting thing."

Fuel cells use only hydrogen and oxygen to create electricity. Water vapor is the only byproduct of the process, making it pollution-free.

This zero-emission technology places the Hydrocycle above even standard electric bikes now on the market. "Electric bikes are battery powered," said Harrod, "and so are still using an electric power gen- eration station."

The cylindrical fuel cell weighs 780 grams and fits under the handlebars of the Hydrocycle

Although alternative energy technologies are on the rise, the majority of electricity is still generated from polluting processes such as coal combustion or problematic methods such as hydroelectric dams. The Hydrocycle technology precludes the need to be plugged in.

Furthermore, with a top speed of 20 miles per hour and a range of up to 70 miles along a flat surface, the bicycle offers better performance level than electric bikes. Plug-in two-wheelers only go about 15 miles per hour with a maximum distance of 15 miles, according to Ebicycles.com.

Manhattan Scientifics is not planning to develop a product line. "We are in the fuel-cell business, not the bike business," said Harrod. "What we are trying to do come up with is a way to show fuel performance — an application for fuels cells."

The hope is that the Hydrocycle concept will get the attention of another company that will partner with Manhattan Scientifics to manufacture a fuel cell-powered bike using the New York firm's technology.

"The Hydrocycle is not a product but a demonstration vehicle to excite people to people to build a product," Harrod said.”

In a previous commincation, Roy has been making noises about the possible purchase of one of those BMW roofed scooter devices. I am pleased to report that, whereas at the time of Roy’s original announcement, the only one I had seen was on the back of a lorry in Germany, I have now seen now fewer than two on the streets of London!

Tenuous Connection Part 47

Paul London writes:

Here are some pics of the Quad bike made for the family of Luke Bignall; he is a teenager with cerebral palsy who they wanted to get be able to take some exercise in a fun and constructive way. The bike is a variation of a Brox and has 2 independent drivetrains.

I'm told Luke really looks forward to going out on the bike either as a passenger (as shown) or as co-pilot/ stoker. (I've yet to see the bike myself - the pictures

5 were provided by Douglas Bush, a friend of the family, who was on the Car Free Day in Calais last year and who put the Bignalls in touch with the Brox people)

A postscript to the quadbike stuff I sent you this morning; I met Brian and Lynn who own the quad at the Green Fair in Thanet this afternoon. I was able to have a go on it, it rides very well - 21 gears on the pilot’s side with a 7 speed hub on the co-pilot’s side (with a triple chainring that can be manually changed for steep hills). Apparently some others have been built and are being used as pedicabs in London - quite popular with people coming out of clubs (tenuous Streets Of London Connection - Ed).

It's also very strong, it caused a real sensation with the kids at the Fair,and it left with about ten on the back!!

Does Anyone Know...

...what Richard is talking about? I had an e-mail from Richard Childress the other day, saying:

When I was a kid I had a ride-on toy/vehicle that you pumped with your hands/arms and steered with your feet. The action was like a rowing machine (except that the seat was fixed). My mother tells me it was called an "English Mail". Have you ever seen or heard of such a thing? Do you know where or how I might get one?

Sincerely, Richard H. Childress, Boise, ID USA

I have to confess that I don’t, but if anyone does have any ideas, please let me know, and I will contact Richard.

The AGM Cometh

‘tis the time of year when the Club’s annual ear-bending fest approacheth rapidly. ‘tis also my intention to get this issue out before it happens, but the best-laid plans of mice and men may yet be scuppered by the fact that the Editorial Household is about to go on holiday in the middle of the scheduled production process. However, if there’s anything you feel worthy of discussion, please let our Hon. Sec. know sooner rather than later. And now I’m going out to the shed to adapt the bike carrier for Continental Use (i.e. put a “GB” sticker on it). See y’all at Eastway! It’s Your Letters, It’s Your Letters!

Hello!

You may not realize it, but the Steam Boat Willy (BHPC Newsletter Issue 61, pp 14) is, if I remember correctly, uncannily similar to the successful Dragonfly HP hovercraft of ~10-15 years ago. It competed at an early watercraft event in a reservoir in the late 1980's.

One reference can be found here: (-2 & -4 are other articles of mine)

I'm sure that other references and maybe a picture can be found if someone has a back set of HPV News and/or Human Power.

6 The pilot for the hovercraft, Richard Bryne, designed (and I think still owns) the company that makes Speedplay clipless pedals (lollypop pedals). I suggest that you (the UCL gang - Ed) contact Richard at Speedplay and ask for a free set of his lightweight pedals!

Steve Ball was the builder. Before he made the hovercraft, he built a beautiful land vehicle (trike) that had arm and leg linear drive, with the rider prone, facing head first. The motion was kind of like climbing a horizontal ladder. I remember watching this run at Indy in 1983, 1984 and/or 1985.

Best Wishes,

Doug Milliken 245 Brompton Rd. Buffalo, NY 14221 USA Hello

I am investigating a system that would allow comparison of aerodynamic drag and rolling resistance between bikes attending a race event, irrespective of rider performance. The system would produce two coefficients per machine, which could be published in the newsletter. It could allow readers to see variations of machine efficiency over a whole range of designs. The system is briefly described below.

1. Use an indoor velodrome (the club currently holds one meeting a year at such a location). 2. Set up a speed trap that can measure velocity over a distance of say 5 metres.(2% accuracy?) 3. Participants accelerate to a high velocity and then stop pedalling before going through the speed trap. 4. Note initial velocity 5. Participants coast down (following a prescribed path) for one lap and go through the speed trap again. 6. Note the lap time and the finish velocity. 7. Measure the mass of the machine/rider combination 8. Perform two or three such test per machine. 9. Use the results to produce two coefficients. One related to rolling resistance and one related to aerodynamic drag. 10. Publish a table of results showing the two coefficients in the club newsletter.

It may or may not work. In order to try it, I would need to hire an indoor velodrome for an hour and get some speed traps. Do you think the club would be interested and could it provide any help?

Regards,

Richard Brooks, [email protected] Any ideas, suggestion, etc. will be forwarded if necessary - Ed. Also on a performance-related tangent, I had the following from ex-Chairman Mike recently. Going Up A little bit of Science By M. Burrows, age 57 1/4

There is a condition which affects not us laid-back types but those who choose to ride the historic cycles, probably to do with the head being so far above the feet or something. Anyway, this condition causes them to criticise constantly any cycle not exactly like theirs, thus BMX are toys, mountain bikes will never catch on, and recumbents don't climb hills. The appropriate response to this being: a. What's wrong with toys? b. They've already been with us for twice as long as the penny-farthing was, and c. Oh, er, well, actually I live in a fairly flat area.

Yes, we have a problem, and it is no good simply getting in first with "I don't know how you can ride one of those things, they descend so badly". It may be true but it's not enough, no, they've got us because we 7 don't really know if we climb well or not. And many of us, myself included, suspect they may be right. Which may explain the lack of hard facts.

Having agreed to give a talk on recumbents at the Open Road Escrick holiday thing, I decided that the time had come to do something, so this is it. More Galileo than Feinman, but it's a start.

Hill Climb Tests, carried out on Thunder Lane, Norwich. 0.35 miles long, 1:8 to 10 ish, asphalt surface, built up residential area, 14 deg. C, fresh gusty crosswind. All rides "seated", no gear changing, ratios not synchronised (just what seemed comfortable), speedo covered up, stop watch around neck, heart monitor on wrist, rode at target rate of 150 bpm (in practice started at around 110 and see-sawed over and under target ). Final run flat-out.

Machines:

1. Ratcatcher 9 SWB recumbent, 12 kg, wheels 26x1.3 & 16x1 3/8, both tyres good semi-slick. 2. Giant Coldrock ATB (rigid), 12 kg, wheels 26x1.3, tyres good semi-slick. 3. Giant TCR road bike, 7 kg, wheels 700x23c, tyres Hutchinson folders.

All runs in sequence: Ratcatcher - ATB - TCR Ratcatcher ATB TCR 2:22 2:35 2:21 2:28 2:38 2:24 2:31 2:42 2:25 2:27 2:38 2:24 2:25 2:35 2:22 Average: 2:26.2 Average: 2:36.6 Average: 2:23.2 2:07 @173 bpm 2:07 @177 bpm 1:50 @179 bpm

Conclusions

Recumbents do seem to make more efficient use of energy but maybe less efficient use of our bodies? I always felt I was trying harder on Ratty even though the heart rate was, if anything, lower [A lot of people on the hpv mailing list have also reported they found it harder to get their heart rate up while riding recumbent - Ed]. The final flat-out run especially, it took the whole climb to get the rate up, but only 2/3 for the regular bikes. There is some conflict here, as my earlier experience of racing and training in the faired Speedy 7 was that I could easily hold my rate at near-maximum for long periods, but that was in a warm shell.

So there you have it, an answer to suit everyone, and more to be done. But it's a start.

Mike Burrows Our ex-Chairman has been a busy fellow with his pencil lately. Shortly before the above came in, I received the following missive. Personally, I think it’s an excellent idea, and not just, perish the thort, because I am the owner and everyday rider of a machine that would fit very nicely into Mike’s pro- posed new class... More Rules

Having got this really nice job with Giant that involves lots of money, trips around the world and very little real work, just making a funny-looking bike once in a while, which was what I was doing before they started paying me… Anyway, the urge to be creative in the recumbent arena sort of slipped away, my body was kept in shape by a few time-trials and the occasional ATB race; the latter, doing as much re-shaping as shaping, has been discontinued.

Of late, though, the inspiration has been wearing a bit thin and as some of you will have noticed, I have been popping up at the occasional race. Which has given me an interesting perspective. Firstly I am older and stiffer than ever, but even worse I find myself pitted against

8 a group of fit, young, and dare I say it, almost athletic riders. This is not how I remember HPV racing, So as a counter to this unfortunate trend, and in a desperate attempt to get back on the podium, I thought a new class is needed, for the over 50’s who are married to a Finn and riding a machine named after a pest control officer. It was pointed out, though, that as I am lacking Mr. Blair’s good looks and spin machine, I would lose out in any remotely democratic process (so would he…).

So to broaden the appeal I am proposing a new class for the married or otherwise (to be discussed at the AGM), of “Unfaired Sports”. My idea is that we split the unfaired class into “race” which would be under the current rules, and “sports”, which would be defined by a minimum eyeline of 1050 mm (Ratty is 1170 and Speedy 840). Also, any tail fairing would be a functioning luggage boot as before, plus a chainguard for the front rings. In addition, and to save lots of silly measurements, a moral imperative - that would those setting out to design a “sports class” machine please do so with the idea of it being primarily a roadgoing machine that happens to be raced.

The thinking behind this is that there are a lot of machines like this out there - Kingcycle, Street Machine, etc. - which are no longer competitive due to the evolution of the low racer. This evolution is exactly what the Club was set up for, of course, and is fine, but as was recognised very early on, things change in many ways and it would be nice if people could race and shop on the same machine without being pressured to use a vehicle that was not really at home in the Sainsbury’s car park. It’s not that I want to tell anyone what they can use on the road, I just don’t want to be pressured into following them…

I would hope that this new class would not involve any extra work for the already stressed-out race organisers, to which end could I also suggest borrowing an idea from the ATB world, of using different number series, e.g. 100=faired, 200=race, 300=multi-track, 400=sports, etc.? [HPRA, the American mid-West race organisation, also do this - Ed].

To help get the ball rolling I, as Burrows Engineering Global Inc. (who, it should be noted, have a slightly more than passing interest in the matter, as I may well be going back to working for a living and producing Ratcatchers), will therefore offer a prize to the winner of any series.

P.S. Could you get your current system working properly - you put me in 9th place behind two Speedies Tailboxed Ratcatcher. Photo: James Murphy

9 in the Eastway results! (Correction duly noted and will appear the next time I re-massage the season’s results - Ed.)I finally beat Richard and lapped Alan, which is odd as Alan and I also race in the RTTC historic bike races, where despite me cheating like mad and not using any sticks in my bike I usually come around 27th and Alan likely as not walks off with the silver- ware!

Mike Burrows An Experimental Water-Cycle By George R. Stevenson, L.G.O.C

Several different water-cycles have made their appearance during the past few years, but the machine described in this article is the only one built on the three-float principle and driven by a propeller, all others having been supported on two long floats, the power being applied via some sort of paddle wheel, usually a set of vanes fixed to the rear cycle wheel rim.

As will be seen from the photograph and from Figs. 1 and 2, the general design takes the form of a tricycle, there being two long floats in rear, and a shorter one in front. The rear floats, supporting the most weight, are 5 ft. long, 12 ins. beam and 8 ins. draught, whilst the front float is 4 ft. 6 ins. in length; beam and draught the same as the rear floats.

Each is fitted with a 3/4 in. keel, as shown, those on the rear floats acting as lateral stabilisers, whilst that on the front float also performs the duties of a leading rudder. In the latter respect it is extremely sensitive. The water-line is shown dotted in Fig. 1.

The cycle frame is mounted unaltered and may be of any size, ladies’ or gents’ pattern. Referring to Figs. 1 and 2 it is supported over the rear floats by a main bridge J, made of 1 1/4 in. M.S. half round, the outer ends of which are secured to the decks by screws, and the centre portion clamped to the bottom bars of the cycle at H by means of a forged plate fullered to take the two tubular stays and two 3/8 in. B.S.F. bolts.

Further support is given by the two stays N, which are of “D” section cycle tube, flattened at each end, being screwed to the stern end of each rear float deck, and bolted to the cycle by means of a long 3/ 8 in. B.S.F. bolt at the saddle pillar clamp, substi- tuting the usual short bolt which belongs there.

A further bridge between the floats at K preserves parallelism and carries the propeller shaft (L). The sprag M may be fitted or not as required, but is designed to keep the screw free from weeds where such exists.

The front float is not a rigid fixture to the cycle, for two very good reasons, and is pivoted at A. Firstly, The Builder on his Experimental Water-Cycle

10 this enables the float to “ride” over waves instead of ploughing through them and overhanging wave crests; and, secondly as the steering head of the cycle is not vertical, the float always maintains an even keel throughout the entire steering arc. Fig. 3 explains the fitting in detail. The spindle of 5/8 in. M.S. is turned down, leaving flanges at E, with a smaller diameter at F. These flanges grip the insides of the fork ends C, whilst the bushes B grip the outside when the nuts shown are tightened up. The two float bridges are of half round 1/2 in. M.S., screwed to the deck, whilst the eyes are a loose fit over the bushes B, the length of which latter are purposely left slightly longer than the width of the bridge eyes. In use the front float behaves itself very well, lifting to the slightest swell, whilst the steering qualities are superb.

Fig. 1 - General Arrangement Drawing of the Experimental Water-Cycle

The driving mechanism consists of a heavy pattern handdrill, shown at E (Fig. 1). This is suspended below the cycle frame by two arms. An ordinary fixed-wheel from the rear cycle wheel is bolted to the main driver of the handdrill, and the propeller shaft is suitably fixed to the driven end of the drill, being fixed at the position normally occupied by the chuck. A short length of standard cycle chain connected the pedal wheel of the cycle to the fixed wheel of the drill, and so by means of operating the cycle pedals power is transmitted to the shaft and forward or reverse gearing is obtained.

In the present instance the pedal wheel has 65 teeth, the fixed wheel on the drill driver had 15, and the ratio of the drill itself (top gear only being utilised) was 5:1. Therefore, pedalling along at the normal speed at 30 r.p.m. (pedal speed), the propeller was turning at 600 r.p.m.

Fig. 4 illustrates the transmission more clearly. The breast plate is removed and the end sawn off, and a hole is drilled at E to take the pivot bolt securing the arm A to the sloping tube of the cycle. The main arm D is of 1 in., by 1/4 in. M.S., to the top of which is welded a piece of 5/8 in. round M.S.; this portion is screwed Whitworth for about 4 ins., and is clamped fast to the two bottom tubes of the cycle by means of the two fullered plates C and the nuts and spring washers shown.

The first arm fitted was provided with flats corresponding with similar holes in the fullered plates, designed to prevent the transmission getting out of line, but it was found to be superfluous, as the rigidity of the fitting without the flats was more than sufficient.

The main driver of the drill is shown cut away, allowing the position of the fixed-wheel to be seen at M, and this latter is secured by three 1/4 in. coach bolts having large mushroom heads and square countersinks, at G. This wheel has to be set off from the drill wheel by about 1/2 in. in order to bring it into

11 Fig. 1 - Plan or Deck View of Water-Cycle line with the main pedal wheel, and this is done by means of brass bushes between the two wheels. Two sets of ball bearings are fitted at H (Fig. 4).

Chain adjustment is secured by slacking off the nut E on the forward arm, and raising or lowering the transmission, as the case might be, by means of the nuts above and below plate C.

The chuck proper is not required, and with the drill shown when the chuck casing was removed and the double jaws with internal spring taken away there was left a circular revolving end provided with a slot about 3/8 in. The forward end of the propeller shaft was fitted with a simple universal joint shown, consisting of a 1/4 in. B.S.F. bolt fitted into the end of the drill at J, a fork-end L attached to the propeller shaft, and a steel disc K with a central hole through which the bolt passes, and fitted with two studs which pass through the fork-ends.

This universal joint is very necessary, because when altering the adjustment of the chain the transmission is thrown out of line at the same time.

The main arm D is fitted to the drill by the stud F, which is screwed into the hole normally occupied by the shank of the left-hand grip.

The propeller shaft is of 3/8 in. M.S., and the bracket L (Figs. 1 and 2) is a light forging having a loose- fitting brass bush to take the shaft, and is fitted to the centre of the rear bridge K (Figs. 1 and 2) by two 3/8 in. B.S.F. bolts.

About a dozen different propellers were tried, the most successful being 10 in. diameter, two-bladed, pitch 40 degrees, and built up of duralumin. Need- less to say, irrespective of tides or wind, the load on the pedals is always constant.

Fig. 3 - Detail of Mounting of the Leading or Bow Float It is essential that lock-nuts be fitted to all bolts. Pedalling backwards is foreign to cycles on the road, but often employed on the water. The first time I tried it afloat the spindle of the left-hand pedal promptly unscrewed and I was left hopelessly stranded in mid-stream with the said pedal three fathoms below me!

12 Thereafter, in such places as these, where lock-nuts cannot be added, the threads were slightly, but nonetheless thoroughly, burred over.

Perhaps the finest point about the three-float cycle is its great manoeu- vrability, for, with the combination of the front rudder and the reverse gear, it is easily possible to turn completely round in a narrow passage not exceeding two feet more than the total length of the machine.

It behaves itself admirably in the sea, and on one occasion was ridden Fig. 4 - Detail of the Main Drive to Propeller Shaft from Southdown Bridge, Great Yarmouth, out to sea, being helped (?) down the harbour by a ten knot tide running out. When halfway down a large paddle steamer, laden with trippers and followed by a heavy wash, was eyed askance, but did not prove to be a “fatal” enemy. The bar, as usual, was extremely choppy, but the cycle rode like a cork, and endured a comparatively rough sea outside with ease.

The speed obtained is about normal rowing speed, but with well designed floats would be much more. The floats used in this case were of bad design, being flat top and bottom, and with parallel sides. It must be understood that they were purely experimental, and were originally built to decide the cubic capacity required to support the weight required, with a large safety margin. In this they served their purpose admirably, the machine often carrying two full-grown persons, the second standing on the floats behind the rider.

The ideal floats, in my opinion, would be suitably strengthened ones of either light-section steel, zinc, or duralumin, but floats built up to a good design in the same way as lots of sailing models are would be first- class.

The fact that a lot of available power for speed was wasted is proved by the fact hat this machine would, without effort, tow a 16 ft. dinghy carrying six or eight persons at the same speed as it ran light, and also when riding solo much more power could be applied at any time, the addition only caused the floats to “fuss” and attempt to bury themselves.

It might be thought that the front float, being fixed so high above its centre of gravity, would at all times attempt to bury, but in practice just the opposite was noticed.

If any reader contemplates building such a machine as this, or is otherwise interested, and would like any points further explained, I should be pleased to answer any queries addressed c/o the Editor.

Alas, I doubt whether Mr. Stevenson will be able to answer any queries at this juncture, as the above article appeared originally in “The Model Engineer and Electrician” on May 29th 1924! The article was forwarded by Richard Middleton, who notes that he is “…keeping up-to-date with my reading, as you see” and further adds that “it doesn’t come out well in the photocopy, but the rider is wearing a suit complete with Oxford shoes, and even more pleasingly has a pipe firmly clamped in his teeth”.

13 Brandy Wharf 9 April

The patter of rain awoke me at 04:30. “Drat,” I said to Prim, “It’s p****** down!”. Well, I was always told “it’s never as wet as it looks from your bedroom window”.

09:45 Ken Newby arrives, and with him fine weather! The clouds gave way to clear skies, will it stay fine? Soon Jon and Anne Coulson arrived from York, with them came Adrian Setter and Claire King, also from York.

Soon all the machines were unloaded and much coffee consumed. I had said that the ride would leave the house at 10:00, but this turned out to be 10:30. Brigg is 10 miles away! Off we set uphill, but soon we were coasting down towards Appleby. Trying to keep up with Anne was a job - fairings make all the difference downhill! After a brief stop for Jon to re-arrange his bag that had come adrift on the downhill we were off again, only to be stopped on the level crossing. Away again through the woodland road when a hopeful young mountain biker decided to try to overtake and make a name for himself. Away he went - this prompted Jon and Adrian to take up the challenge and the chase was on! Soon after he was caught he (the mountain biker) turned off (was he buggered? YES!).

11:05 Arrived in Brigg to find 4 more waiting for us - Alan and Steve from Scunthorpe, Wallis from Spalding and Jim from Boston. As we set off, some local children tagged on until one of them decided to do some “dirt riding”. Off he went over this pile of earth, never to be seen again…

Quiet lanes by the River Ancholme were a pleasure to be on, on such a good day. A look at the church clock at South Kelsey (11:55) showed that we were on time and the cider tavern was not far away.

We arrived at Brandy Wharf at 12:02 (that meant we’d lost only two minutes drinking time); we were not alone in the tavern as Brigg Rowing Club was also there. It was their Captains’ Day, I had already been in contact with their President and it was decided that we could make it a joint function - well, a rowing boat is an HPV! More riders arrived from Notts & Lincoln, and Barton Wheelers made a point of turning up, much cider and food was consumed and the weather kept fine.

Sadly the lunchtime was soon over and it was time to make tracks homeward. We said our goodbyes and our little band of six made its way back to Dragonby.

14 Riders: Steve Bullas Mk.3 Moulton recumbent Alan Flevo Jon Coulson Windcheetah Anne Coulson Kingcycle Adrian Setter Challenge Hurricane Claire King Moulton Land-Rover APB Ken Newby Moulton Jubilee Jim Sullivan Windcheetah Wallis Mike Dixie home-built Pete Gifford Greenspeed trike A guy Hand-powered trike Cyclone Burrows Limited Edition Windcheetah

Keep April 15th 2001 free, as there will be a repeat run

See you there

Cyclone Racing News Darley Moor - July 1st

Was it only seven weeks ago? Well, obviously not by the time you read this, but at the time of writing, yes, it was. So what happened? The weather was dull, damp and gloomy, and it was therefore easy to play Spot The Southerner, as they were the jacket- and- jumperless ones shivering in shorts in the paddock. Alas no photos, as I suspect mine have not yet been developed. I further suspect that they never will be, as I further further suspect that there wasn’t actually any film in the camera. Anyway, 30 minutes plus two laps of the 2.35 km circuit, with the less-rapid (relative term) off first. Your Editor is astonished to find himself leading for a fair time, but then swine English, borrowing Dave Richards’ Kestrel, went past at a dangerously high speed. Bob Knight went after him, with a cry of “Let’s ‘ave ‘im!!”. “You can ******* ‘ave ‘im”, I gasped, between gritted teeth. Which left Derrick Tweddle and I disputing third, while Bob and Rob cruised around half a lap ahead, discussing current affairs, the weather and doubtless that evening’s Tour de France Prologue. Towards the end, Twed and I succeeded in towing Fiona Grove back onto Susan Laughton’s tail, the two ladies then hanging in behind us for half a lap until just before the hairpin, at which point wretch Tweddle launches a killer sprint. I almost got back on his wheel, but by then the world was starting to go fuzzy round the edges… Bob unsurprisingly lifted the multi-track honours, a fact possibly not unconnected with the fact that his was the only leg-powered trike there, though Jonathan Woolrich repeated his Hayes triumph in the arm-powered class " First lady home was Jill Jones, just under a minute ahead of Susan, who got the better of Fiona in the final reckoning.

Over to the bikes in boxes, with a few unfaireds thrown in for good measure. Young Master English rapidly steams away from the field, pursued by Ian Chattington and Steve Slade, until… disaster! Pete Cox passes the assembled timers with a cry of “Rob’s decked it at the hairpin, but he’s OK!”. This contretemps dropped Rob to third place, while almost at the same time gNick Green stacked the Wooden Fish at a different corner. He too was personally unpunctured, though he was obliged to continue sans roof, thereby laying himself open to

Position

vrl aeVhceCasRc o asMnScK/ P oiinPoints Position MPH Km/h Sec Min Laps Pos Race Class Vehicle Name Overall

0Jnta olihVraAmAUM11 44 58982 216 22 2 3 1 21 9.8 15.8 40 44 5 17 1 A/U/M VarnaArm JonathanWoolrich 30

9Sur ld igyl 654 31. 032 2 20 10.3 16.5 43 42 5 16 1 U Kingcycle StuartSlade 29

8SeHysPrl ei / 574 92. 461 10 2 6 19 14.6 23.5 59 41 7 15 1 U/L Peril Purple Hayes Sue 28

7RbnHysMa’’re 474 42. 461 2 18 14.6 23.6 54 41 7 14 1 U Mean’n’Green RobinHayes 27

6LraWa olo P / 374 92. 471 12 2 5 17 14.7 23.6 49 41 7 13 1 U/L APB Moulton LornaWray 26

5Jf lmnsYlo ei 283 52. 791 2 16 17.9 28.7 15 39 8 12 1 U Peril Yellow JeffClements 25

4JnCusnWncethUM11 10 081. 52218 2 2 15 19.2 30.8 09 41 9 11 1 U/M Windcheetah JonCoulson 24

3An olo King Coulson Anne 23

2Pi ryKncceF21 04 111. 5 9 19.3 31.1 46 40 9 13 2 F Kingcycle PhilWray 22

1FoaGoeVldnmc / 94 191. 33216 2 3 13 19.8 31.9 48 39 9 9 1 U/L Velodynamics Grove Fiona 21

0SsnLuho cakvk / 94 191. 22218 2 2 12 19.8 31.9 46 39 9 8 1 U/L Tchaikovski Laughton Susan 20

9Dni dokPgF21 85 272. 6 8 20.3 32.7 51 38 9 12 2 F Pig Adcock Dennis 19

8Jl oe E:h eunUL1793 93. 031 22 2 1 11 20.3 32.7 49 38 9 7 1 U/L Return QE3:The Jones Jill 18

7GofBr eoyaisU1693 63. 051 4 10 20.5 33.0 26 38 9 6 1 U Velodynamics GeoffBird 17

16 Richard Middleton Green Bi Green Middleton Richard 16

5DnRni h aaaBk 04 53. 1295 9 21.2 34.2 15 41 10 5 1 U TheBike Banana DonRankin 15

4Dv arntnKncceU141 93 562. 6 8 22.1 35.6 36 39 10 4 1 U Kingcycle DaveLarrington 14

3DrikTedeVldnmc 03 33. 2278 7 22.2 35.6 33 39 10 3 1 U Velodynamics Tweddle Derrick 13

2BbKih idhea / 03 23. 27611 22 10 1 6 22.7 36.6 32 38 10 2 1 U/M Windcheetah Knight Bob 12

1RbEgihKsrlU111 82 672. 12 5 22.8 36.7 25 38 10 1 1 U Kestrel RobEnglish 11

0gikGenAWoe ihO hesF21 14 23. 37610 6 23.7 38.1 42 40 11 10 2 F Wheels On Fish Wooden A Green gNick 10

elJnsLwBakBk 14 03. 37414 4 23.7 38.1 40 40 11 9 2 U Bike LowBlack Jones Neil 9

i ldl rn 13 03. 44316 3 24.4 39.3 30 39 11 8 2 U Prone Elsdale Tim 8

i ae osLwF271 91 952. 12 5 24.6 39.5 15 39 11 7 2 F Low Ross Hayes Tim 7

eeCxLn IU261 12 092. 18 2 25.4 40.9 24 41 12 6 2 U Lune II Cox Pete 6

aeRcad ete 23 24. 69122 1 26.9 43.3 02 39 12 5 2 U Kestrel DaveRichards 5

alDve ardBk 23 04. 72414 4 27.2 43.8 40 38 12 4 2 F Bike Faired Davies Paul 4

tv ld apI 33 44. 90316 3 29.0 46.7 14 39 13 3 2 F II Wasp SteveSlade 3

o nls apF221 91 682. 18 2 29.1 46.8 11 39 13 2 2 F Wasp RobEnglish 2

a htigo rmtsSdcrF211 80 812. 22 1 29.9 48.1 07 38 13 1 2 F Sidecar Gromit’s IanChattington 1

Darley Moor - 30 minutes + 2 laps - 2.35 km/lap - 2.35 laps + 2 minutes 30 - Moor Darley

yl / 094 83. 921 14 2 4 14 19.2 30.8 08 41 9 10 1 U/L cycle

yl 11 15 372. 8 7 21.0 33.7 50 41 10 11 2 F cycle UA AM L U FULAM F

16 protest and disqualifi- cation as his protec- tive headgear no longer met the regula- tions. Happily no-one did. Anyway, Rob was soon going like the clappers, and eventually overhauled Steve, but Ian was too far ahead and won at a highly respectable average speed, given the conditions, with over a minute in hand. Pete Cox’s Lune in 2000 guise. Photo: Jonathan Woolrich Steve rallied at the end, and failed to de- prive Rob of second by a scant few seconds. Fourth was Paul Davies, while fifth was Dave Richards, unfaired winner once again. Six out of six, but can it continue?

After that we mooched around for a bit waiting for the weather to improve and watching Tim Elsdales Prone in 2000 guise. Photo: Jonathan Woolrich the baby weasels[1] playing in the grass next to the track. But the weather didn’t improve, and the baby weasels went home for their tea, so we did too.

P.S. Geoff Bird would like it to be known that he actually led at the end of lap 1 of race 1 in his first event after having had major surgery to remove all the ironmongery from his leg. Thereby proving that he is well hard "

1 - unless they were stoats

Lancaster - August 6th - Photos by Nigel Sleigh

After a long pause necessitated by the presence of the World Championships, the racers reconvened at Salt Ayre, and once again we got lucky with the weather i.e. it never quite rained properly " And for the first time in more years than he cares to remember, your Editor was: 1. there, and 2. in a fit state to ride

17 A certain amount of rider-juggling ensues to try to spread the large field out more evenly than my rough- and-ready assess- ment of abilities, and then race one is underway, 30 minutes + 3 laps, 1.33 km/lap. The leading group quickly crystallised into Fiona Grove on the Velodynamics, Nick Martin’s Ross and Dutch visitor Jaap Stolk on the new 16"- wheeled Trice Micro. Until three laps from New Trice Micro, next to Rob Hague’s Greenspeed the end, when Jaap stood on it, coming in forty seconds ahead of Fiona and Nick. Jaap also netted multi-track honours as only Stewart Bennett ran a three-wheeler in race 2, while Fiona, to her considerable surprise (“Jill’s going

Trice Micro rear suspension detail

18 to murder me!”) was the first of the six ladies home, natch. Jonathan Woolrich lost his unbeaten record in the arm- powered division, finishing almost four laps behind Terry Chard’s Varna. New bike next, JW!

Race 2 - or did the arm-powered boys have theirs first? I can’t remember. Any- way, once again your Editor is surprised to find himself in the lead after the first lap, but Start of Race 2 - L-R Dave Richards, Richard Everett then Messrs, and Geoff Bird on the front row Chattington, Davies, Green, Richards, Lon- don and Hayes (in a Davies-faired Trice!) went past. Some of them more than once. At the head of the People-Not-Called- Dave-Richards-Class we had quite a nice little bunch going - your Editor, Richard Everett (on his Kingcycle for a change), American Dave Moreno on the very tasty HP- Velotechnik Speed Machine (full suspension, seat height 40 Race 2 - Jon Coulson (left) and Aarn Tate get underway cm, pretty laid back, insanely comfortable, drool drool) and race debutante Adrian Setter on a shiny green Chal- lenge Hurricane, together with faired interloper Clive Sleath, on the front-faired Screech. We cruised around quite happily for a while, taking special care to make Clive do most of the work " and occasionally getting scared out of our wits when the fast boys came flying past - the track is quite narrow, and in places it can be difficult to spot someone charging up behind at 100 mph because there’s a tree in the way. Perhaps with a field this size - 35 riders - we might consider running three heats next year, before there’s another accident. Another?

19 Yes, sadly; as the race was reaching its cre- scendo, there was a coming together in the group, resulting in Ri- chard and Adrian crashing into retirement. The latter was not badly damaged, but Richard was a gruesome sight, and I can only hope it was less serious than it appeared. Three laps to go… two laps to go… almost… oh look, there goes Ian, getting the bell. Launch mighty sprint Tim Hayes’ faired Trice on the slightly uphill bit, zoom over line for second unfaired and first in the unbearded-riders-not-on-low-racers subdivision. Admittedly, I thought Dave[2] and Clive had failed to notice the bell… Up at the front the order was Ian,

L-R, Peter Ross, Jean Seay, Rob Hague (under hat) and Bob Dixon, with Bob’s latest creation 20 Paul Davies, gNick then Dave Richards in fourth. Seven out of seven. No Pete Cox today, surprisingly, and Pete had occasionally been keeping Dave honest in Belgium. And no Team Kingsbury either, as Mr. Slade, I’m told, was “skint”. Excellent turn-out of racers, though, and even better turn-out of spectating CycleFesterers and others. Good day all round, I reckon…

2- Dave subsequently confessed that he had heard the bell, but hadn’t been able to keep up, Position Points FULAMFULAM Race Pos Laps Min Lancaster - 30 minutes + + 3 laps - 1.33 km/lap Lancaster - 30 minutes Name Vehicle Class Sec Km/h MPH 12 Chattington Ian 3 Paul Davies4 gNick Green5 Richards Dave Gromit’s6 Sidecar Paul London7 A Wooden Fish On Wheels Hayes Tim 8 Larrington F Dave 9 Bike Faired F Moreno Dave Sleath 2 Clive Kestrel 2 3 Falcon 1 Kingcycle FTrike Faired 22Machine Speed 23 37 2 36 U 13 02 Screech 47.2 2 U F 50.9 U 29.3 F 2 31.7 3 22 1 2 2 4 2 36 2 03 20 8 7 6 F 48.7 5 36 30.3 18 18 19 2 19 11 2 36 16 36 37 44.1 37 22 34 27.4 30 54 15 9 39.3 39.4 40.0 40.7 24.4 24.5 24.9 18 25.3 1 5 4 36 18 3 2 34 39.3 24.4 6 22 12 14 16 18 10 1011 Adcock Dennis 12 Coulson Jon 13 Bird Geoff 14 Stolk Jaap 15 Grove Fiona 16 ZRToxy Quantum Nick Martin17 Pig Coulson Anne 18 Mark Titchener Velodynamics19 U Susan Laughton20 Velodynamics King Claire Micro Trice 21 2 Jones Jill 22 Kingcycle Tate Aarn U F 1323 Ross Tchaikovski Jones Neil U/L 16 Aarn U/M24 Hague Rob 2 2 3625 1 Stewart Bennett 1 14 Windcheetah 14 1226 Clements U/L Jeff 35.2 2 U/L Return QE3:The 27 16 17 1 Marcus Hunt 21.9 128Daw U 16 Marjorie 36 The 37 Keith Rogers 1 16 U/L/M Low ARC U29 GTS Greenspeed 15 43 Chapman 37 Chris 4 4 U/L 36 130 35.2 36.0 1 5 08 Sue Hayes Trice 28 21.9 22.3 2 U 1631 Peril Yellow 34.4 1 Hayes Robin 7 U/M 35.0 16 6 3 21.432 37 21.8 Chard 15 Terry 38 5 Hurricane 233 7 22 1 15 U 16 Sleigh Nigel 16 18 Kingcycle 7 34.2 36 6 Woolrich Jonathan 17 37 Trice? 15 14 33.3 21.2 37 8 U 1 U/M 33 2 20.7 08 36 15 46 32.7 Peril Purple 15 Mean’n’Green 34.4 50 33.8 16 2 9 37 20.4 1 8 21.4 U 11 1 21.0 37 32.5 Arm Varna 37 2 15 12 3 F 18 WobblyGoblin 20.2 55 31.8 12 9 Varna 8 U/M 10 8 37 1 10 31.6 22 19.8 15 4 U U/L 19.6 31 13 14 2 1 10 37 5 31.9 2 A/U/M U/M 15 36 1 57 19 19.8 1 5 16 14 2 22 11 33 18 1 16 31.5 1 14 A/U/M 12 2 37 30.6 13 14 19.6 14 14 16 19.0 05 37 1 12 15 4 37 12 6 3 2 30.1 12 17 18 7 24 12 37 38 18.7 14 18 9 30.0 29.9 08 2 48 2 38 18.7 11 18.6 37 8 25.8 24.7 19 33 4 16.0 38 26 15.3 14.5 2 20 50 19.2 9.0 16 11.9 2 21 22.6 22 6 14.1 2 25 5 24 23 2 6 14 2 2 8 1 7 2 6 10 2 2 2 12 2 18 6 22 10 8 DNFDNF Adrian Setter Richard Everett Hurricane Kingcycle U U 2 2 DNF DNF DNF DNF 34 34 03 24 DNF DNF DNF DNF DNF DNF 1 1 Overall Position

21 thereby giving me my revenge for his defeat of me in the crit. in Lelystad in 1995 " Or perhaps he was just being polite…

And now over to Jonathan, for the Handcycle event…

Lancaster Cyclefest and Nationals Weekend

This was a return visit for me to Lancaster. For those of you who think it’s the grim industrial North, you are completely wrong. Lancaster is a fascinating stone built town, stacked up the hillside from the old warehouses on the river Lune, past the castle and the canal, culminating in the dome of the eccentric Williamson Memorial, with terrific views over Morecambe Bay to the Lake District mountains.

We met from about 1 o’clock at the Salt Ayre Sports Centre, just of the Morecambe road. We rode the short distance over to Morecambe, to watch and take part in the drag races on the prom. The group were Tom Doughty, Eric Bowman, Vincent Ross, Peter Carruthers & Sheila, Jon Hughes & , Ray Arnie, Terry Chard & Sharon, Dave ? and me. It was a good opportunity to show ourselves and mix with a wide variety of cycling eccentrics.

The race was the following day. The BHPC gradually creaked into action and ran the fist race at about 12.00. With the large numbers at Cyclefest, organising the races was harder than usual. Fiona Grove, the BHPC treasurer won the race [er, no, she didn’t - Ed]. Terry Chard and I joined in. He lapped me several times.

Starting the hand cycle race, Vince Ross and Ian Thompson went away, followed by Mike Thomas and Eric. Terry made a slow start, but caught up as Mike and Eric caught Ian. Vince dropped back and was caught by Peter. About half the way through, Terry charged off the front and stayed away, with an increasing lead. Eric’s face was a picture of concentra- tion as he hung on to Mike and Ian. Vince and Peter stayed together until Peter got a slow puncture near the end and Vince got away. The 1st 3 are newcomers to the sport, so there is plenty more to come.

Start of the handcycle race

22 Lancaster Arm-Powered - 30 minutes + 1 lap Points Pos. Name Vehicle ClassLapsMinSecKm/hMPHAll T A 1 Terry Chard Varna Speed Cycle P 10 33 22 23.9 14.9 22 - - 2 Ian Thompson Chevron P 10 33 57 23.5 14.6 18 - - 3 Mike Thomas Varna Speed Cycle P 10 34 02 23.4 14.6 16 - - 4 Eric Bowman Varna Speed Cycle P 10 34 55 22.9 14.2 14 - - 5 Vincent Ross Chevron A/P 9 34 16 21.0 13.0 12 - 22 6 Peter Carruthers Varna Speed Cycle T 9 35 28 20.3 12.6 10 22 - 7 Jon Hughes Varna II T 8 33 30 19.1 11.8 8 18 - 8 Mathew Linley Varna II T 8 33 49 18.9 11.7 6 16 - 9 Tom Doughty Strap on II A/T 7 36 18 15.4 9.6 4 14 18

P = Para T = Tet ra A = Add on Brighton - 15th & 16th July

While I was investigating Goodwood as a possible venue for the Worlds next year, I got an invite from Norman Wright to participate in his BCF event on the 16th July. In line with our discussions at the AGM, and the Isle of Wight course last year, I decided to go and have a look before I committed to it. When I saw how good the Hove Park Circuit was and also the Preston Park Velodrome, I felt that Brighton could be a venue for the Worlds.

It was unfortunate that this year’s event was at the same time as the Worlds in Belgium. I managed to get some time at the Velodrome on the Saturday and spent a lot of time ringing people up to browbeat them in the week before. I wanted to make an interesting showing and for us to build some experience of the venues. My efforts did persuade Ian Sheen and his Speedy out of retirement.

On Saturday, we had a very small showing consisting of the Hayeses, Dennis Turner and me. Mike Burrows and Andy Pegg turned up and put in the odd lap in Ian’s Speedy. Our time was cut short by an extremely rude cricket club, who were clearly in the habit of using the pitch at the centre of the track outside their booked times.

Due to a dance festival in Brighton, the Hayeses and I ended up camping some distance away. There was some reward for this with a display of The Aurora that night!

Sunday’s weather was breezy with sun and clouds. We were due on at 12.30, but I got there very early and helped setting up barriers and sweeping. The course is 2km long. It’s quite hilly, though less steep than Eastway. The surface is good and the park setting is very attrac- tive.

Phil Wray, Tim Costen, Dave Redknap and Mike Burrows duly turned up, though Andy Pegg would not ride the Speedy Mike had brought for him. Ian Sheen, turned up with his shiny red monster, ready to get into his shiny red Speedy. The race went much as expected. Ian was soon leading, dodging dogs and trying to avoid the wood posts when he got airborne on the fast part of the course. Tim Hayes kept a steady 2nd place, with Tim Costen riding very smoothly in 3rd. The spectators were few, but the event helpers from the Brighton Mitre CC were very

23 impressed with the fun and good humour of our racing and how fast the Speedy went. After the race we wandered off to Mike’s favourite Café which is at the end of the sprint course.

Overall it was an enjoyable weekend and we learned quite a lot about racing at Hove Park and Preston Park.

Position Name Bike Class Laps Time 1 Ian Sheen Windcheetah F 9 25:32.6 2 Tim Hayes Ross Lo F 9 3 Tim Costen Hurricane U 9 4 Mike Burrows Ratcatcher 9 U 8 5 Phil Wray Kingcycle F 7 6 Dave Redknap Quadras U 7 7 Dennis Turner Aerobike Sprint U 7 8 Robin Hayes Mean’n’green U/J 6 9 Sue Hayes Purple Peril U/L 5

Multi-Track l s e

Nam e Vehi cle(s) Total Hayes Position Eastway Ingliston Kirkliston Lancaster Manchester Curborough Worst Three Darley Moor Meadowbank Eastway AGM Milton Keyne Castle Comb Adjusted Tota 1 Bob Knight Windcheetah 22 22 22 22 0 22 0 0 0 0 0 0 110 0 110 2 Jonathan Woolrich Varna Arm 0 0 0 18 0 16 6 0 0 0 0 0 40 0 40 3 Rob Hague Greenspeed GTS 0 0 0 0 22 0 16 0 0 0 0 0 38 0 38 4 Jon Coulson Windcheetah 0 0 18 0 0 18 0 0 0 0 0 0 36 0 36 5 Nigel Sleigh Wobbly Goblin 18 0 0 0 0 0 8 0 0 0 0 0 26 0 26 6 Jaap Stolk Trice Micro 0 0 0 0 0 0 22 0 0 0 0 0 22 0 22 7 Richard Everett Windcheetah 0 18 0 0 0 0 0 0 0 0 0 0 18 0 18 7 Claire King Windcheetah 0 0 0 0 0 0 18 0 0 0 0 0 18 0 18 9 Alan Newark Windcheetah 0 16 0 0 0 0 0 0 0 0 0 0 16 0 16 10 Brian Dalton Trice 0 14 0 0 0 0 0 0 0 0 0 0 14 0 14 10 Stewart Bennett Trice 0 0 0 0 0 0 14 0 0 0 0 0 14 0 14 12 Chris Chapman Trice? 0 0 0 0 0 0 12 0 0 0 0 0 12 0 12 13 Terry Chard Varna 0 0 0 0 0 0 10 0 0 0 0 0 10 0 10 14 Harry Fullagar Trike 0 0 0 0 1 0 0 0 0 0 0 0 1 0 1 14Mark Hunter UMIST I 100000000000 1 0 1 Ladies l s e

Nam e Vehi cle(s) Total Hayes Position Eastway Ingliston Kirkliston Lancaster Manchester Curborough Worst Three Darley Moor Meadowbank Eastway AGM Milton Keyne Castle Comb Adjusted Tota 1 Fiona Grove Velodynamics 0 22 18 22 22 16 22 0 0 0 0 0 122 0 122 Aerobike Sprint 2 Sue Hayes 0 1410161610100 0 0 0 0 760 76 Purple Peril 3 Jill Jones QE3:The Return 22 0 14 0 0 22 12 0 0 0 0 0 70 0 70 4 Sherri Donalds on Kestrel 0 18 0 18 18 0 0 0 0 0 0 0 54 0 54 5 Susan Laughton Tchaikovski 18 0 0 0 0 18 16 0 0 0 0 0 52 0 52 6 Anne Coulson Kingc ycle 0 0 16 0 0 14 18 0 0 0 0 0 48 0 48 7 Lorna Wray Moulton APB 0 16 12 0 0 12 0 0 0 0 0 0 40 0 40 8 Anna Jenkins Kingc ycle 0 0 22 0 0 0 0 0 0 0 0 0 22 0 22 9 Claire King Windcheetah 0 0 0 0 0 0 14 0 0 0 0 0 14 0 14 9Judith Hembrow Flevo Oke-Ja 0001400000000140 14

24 Faired l s e

Nam e Vehi cle(s) Total Hayes Position Eastway Ingliston Kirkliston Lancaster Manchester Curborough Worst Three Darley Moor Meadowbank Eastway AGM Milton Keyne Castle Comb Adjusted Tota 1 Ian Chattington Gromit’s Sidec ar 18 18 22 16 22 22 22 0 0 0 0 0 140 0 140 2 gNick Green A Wooden Fis h On Wheels 22 12 12 14 18 10 16 0 0 0 0 0 104 0 104 3 Paul Davies Faired Bike 16 0 16 10 14 14 18 0 0 0 0 0 88 0 88 4Steve Slade Wasp II 0 16181816160 0 0 0 0 0 840 84 Ross Low 5Tim Hayes 12 10 14 8 8 12 12 0 0 0 0 0 76 0 76 Faired Trike 6 Rob English Wasp 0 22 0 22 0 18 0 0 0 0 0 0 62 0 62 7 Steve Donalds on Wasp II 0 14 0 12 14 0 0 0 0 0 0 0 40 0 40 8 Paul London Falcon 6 8 10 0 0 0 14 0 0 0 0 0 38 0 38 9Dennis Adcock Pig 066606800000320 32 3 Seasons 10 Clive Sleath 10000601000000260 26 Screech 11Phil Wray Kingcycle 058005000000180 18 12 Nigel Leaper Trilow Faired 14 0 0 0 0 0 0 0 0 0 0 0 14 0 14 13 Chris Cox Faired Windcheetah 1 0 0 0 10 0 0 0 0 0 0 0 11 0 11 14 Andrew Alexander Tour Easy 0 4 0 4 0 0 0 0 0 0 0 0 8 0 8 14 Nigel Sleigh Leaper NotSo 8 0 0 0 0 0 0 0 0 0 0 0 8 0 8 14 Richard Middleton Green Bicycle 0 0 0 0 0 8 0 0 0 0 0 0 8 0 8 17 Keith Rogers Kingc ycle 0 0 0 0 0 0 6 0 0 0 0 0 6 0 6 18 Phil Skoyles Mean'n'Yellow'n'White? 0 0 0 5 0 0 0 0 0 0 0 0 5 0 5 18 Team Holy Cheat Holy Cheat Alleweder 0 0 5 0 0 0 0 0 0 0 0 0 5 0 5 Arm-Powered l s e

Nam e Vehi cle(s) Total Hayes Position Eastway Ingliston Kirkliston Lancaster Manchester Curborough Worst Three Darley Moor Meadowbank Eastway AGM Milton Keyne Castle Comb Adjusted Tota 1 Dave Richards Kestrel 22 22 22 22 22 22 22 0 0 0 0 0 154 0 154 2 Pete Cox Lune II 14 2 12 16 18 18 0 0 0 0 0 0 80 0 80 3 Tim Elsdale Prone 18 16 2 14 2 16 0 0 0 0 0 0 68 0 68 4 Bob Knight Windcheetah 16 12 14 8 0 10 0 0 0 0 0 0 60 0 60 K2 Wasp 5 Rob English 0180182120 0 0 0 0 0 500 50 UCI B ike Kestrel 6 Iain James Project X 8 14 18 0 0 0 0 0 0 0 0 0 40 0 40 7 Dave Larrington Kingc ycle 0 0 0 5 6 6 18 0 0 0 0 0 35 0 35 8Tim Costen Hurricane 010012120000000340 34 Low Black Bik e 9 Neil Jones 10060014200000320 32 The Marjorie Daw 10 Derric k Tweddle Velodynamics 0 0 16 0 0 8 0 0 0 0 0 0 24 0 24 10 John Lafford Arrow 99 0 0 0 10 14 0 0 0 0 0 0 0 24 0 24 10Mike Burrows Ratcatcher 9 0800160000000240 24 13 Fiona Grove Velodynamics 0 2 2 2 4 2 8 0 0 0 0 0 20 0 20 13 Geoff Bird Velodynamics 0 4 0 0 0 4 12 0 0 0 0 0 20 0 20 25 Unfaired l s e

Nam e Vehi cle(s) Total Hayes Position Eastway Ingliston Kirkliston Lancaster Manchester Curborough Worst Three Darley Moor Meadowbank Eastway AGM Milton Keyne Castle Comb Adjusted Tota 15 Ian Willett Ironing Board 4 2 8 4 0 0 0 0 0 0 0 0 18 0 18 Windcheetah 15 Jon Coulson 0020021400000180 18 Quan tum Toxy ZR 17 Dave Moreno Speed Machine 0 0 0 0 0 0 16 0 0 0 0 0 16 0 16 18 Robin Hayes Mean’n’Green 2 2 2 2 2 2 2 0 0 0 0 0 14 0 14 19 Don Rankin The Banana Bike 0 0 2 6 0 5 0 0 0 0 0 0 13 0 13 20David Hembrow Ross 0010200000000120 12 20 Mike Weaver Mikew 2 12 0 0 0 0 0 0 0 0 0 0 0 12 0 12 Aerobike Sprint 20 Sue Hayes 022222200000120 12 Purple Peril 20 Vaughn Read Orbit Crystal 0 2 0 0 10 0 0 0 0 0 0 0 12 0 12 24Jeff Clements Yellow Peril 005022200000110 11 24 Jill Jones QE3:The Return 5 0 2 0 0 2 2 0 0 0 0 0 11 0 11 26 Jaap Stolk Trice Micro 0 0 0 0 0 0 10 0 0 0 0 0 10 0 10 27 Anne Coulson Kingc ycle 0 0 2 0 0 2 5 0 0 0 0 0 9 0 9 28 Dennis Turner Aerobike Sprint 0 2 2 2 0 0 2 0 0 0 0 0 8 0 8 28 Robin Mather Unfaired Bike 0 0 0 0 8 0 0 0 0 0 0 0 8 0 8 UCI B ike 28 Sam Knight 222200000000 8 0 8 Ordinary 31 Dave Redknap Quadras 0 2 0 0 5 0 0 0 0 0 0 0 7 0 7 Windcheetah 31 Richard Everett 060000100000 7 0 7 Kingc ycle 33 Jonathan Woolrich Varna Arm 0 0 0 2 0 2 2 0 0 0 0 0 6 0 6 33 Lorna Wray Moulton APB 0 2 2 0 0 2 0 0 0 0 0 0 6 0 6 33 Marc us Hunt Hurric ane 6 0 0 0 0 0 0 0 0 0 0 0 6 0 6 33Nick Martin Ross 000000600000 6 0 6 33 Sherri Donalds on Kestrel 0 2 0 2 2 0 0 0 0 0 0 0 6 0 6 33 Susan Laughton Tchaikovski 2 0 0 0 0 2 2 0 0 0 0 0 6 0 6 39 Alan Newark Windcheetah 0 5 0 0 0 0 0 0 0 0 0 0 5 0 5 39 Stuart Slade Kingc ycle 0 0 2 0 1 2 0 0 0 0 0 0 5 0 5 41 Anna Jenkins Kingc ycle 0 0 4 0 0 0 0 0 0 0 0 0 4 0 4 41 Mark Titchener Aarn 0 0 0 0 0 0 4 0 0 0 0 0 4 0 4 41 Nigel Sleigh Wobbly Goblin 2 0 0 0 0 0 2 0 0 0 0 0 4 0 4 41 Rob Hague Greenspeed GTS 0 0 0 0 2 0 2 0 0 0 0 0 4 0 4 45Aarn Tate ARC Low 000000200000 2 0 2 45 Alan Lawrence Pashley PDQ 0 0 2 0 0 0 0 0 0 0 0 0 2 0 2 45 Bob Johnson High Bike 0 0 2 0 0 0 0 0 0 0 0 0 2 0 2 45Brian Dalton Trice 020000000000 2 0 2 45 Chris Chapman Trice? 0 0 0 0 0 0 2 0 0 0 0 0 2 0 2 45 Claire King Windcheetah 0 0 0 0 0 0 2 0 0 0 0 0 2 0 2 45 Judith Hembrow Flevo Oke-Ja 0 0 0 2 0 0 0 0 0 0 0 0 2 0 2 45 Matt Norman Prone 0 0 2 0 0 0 0 0 0 0 0 0 2 0 2 45 Stewart Bennett Trice 0 0 0 0 0 0 2 0 0 0 0 0 2 0 2 45 Terry Chard Varna 0 0 0 0 0 0 2 0 0 0 0 0 2 0 2 45Terry Clark Pashley PDQ 000200000000 2 0 2 56Adrian Setter Hurricane 000000100000 1 0 1 56 Harry Fullagar Trike 0 0 0 0 1 0 0 0 0 0 0 0 1 0 1 56Mark Hunter UMIST I 100000000000 1 0 1

26 We Went To Belgium And It Rained or Stop! … No, Carry On… or The 2000 World HPV Championships (a personal view by Rob English– I’m sure someone will provide the full results later?) with additional additions by Dave Larrington, in this typeface and pictures by Wim van Goethuysen, unless otherwise stated

The Prologue

Flog down to Paul Lon- don’s abode in Ramsgate, there to meet with Dave Richards, arriving by ferry and train from the Isle of Wight, and Paul, who lives there… The following morning saw a Ghentle potter down to Dover, enlivened by a front puncture on your Editor’s machine, and into the ferry ter- minal, where we met… Messrs. London, Larrington and Richards depart for Dover. Monday 10th July Note pathetic amount of luggage carried by Dave R. at the back. Photo by Paul’s mate Raith Team Kingcycle, being the evergreen Slash, myself and head honcho JK, gathered at Kingcycle HQ at early o’clock before playing with the traffic in the loaded Voyager en route to Dover. Steve again proved his uncanny ability for sleeping by dozing off fairly rapidly. We arrived somewhat early, followed shortly by Susan Laughton (coach), Ian Chattington (van), Paul London (Kingcycle and trailer), Dave Richards (Kestrel ‘tourer’) and Dave Larrington (Kingcycle and Cartman). We watched the hovercraft do its gliding up the ramp and deflating trick before boarding the SeaCat for an uneventful crossing to Ostend. Those riding piled luggage into Ian’s van, and we headed off in our separate ways to Ghent. Well anyway, the navigating/ driving dream team of me and Slash found our hotel first time, then we headed round to the base for the week’s activities, the Blaarmeersen – some sort of general sports park, in this case boasting a partially covered wooden 250m velodrome – or piste to slip into the local lingo.

Found lurking at the campsite café were Pete Cox and Barbara Goode, and shortly along came Geoff Bird and Fiona Grove, and the Donaldson Clan. Pete had managed to deck his bike on the ride over, but JK came to the rescue with a bit of ply Dries Callebaut, and a hack saw to have him up and running again. The track when we first met him... 27 was open for practice at 8pm, so we had some food and hung around until we could try the boards. Quite a nice little track – grippier than Manchester, similar Miles Kingsbury shape. Having done plenty of track, but none on a recumbent, I found it rather un-nerving to start with, but after a few laps on the Wasp started to settle in. I was rather more nervous about taking the faired K2 up – having only ridden it once very briefly, but it Author Rob English takes the K2 for a spin wasn’t too bad, except needing at Photo: Geoff Bird least three laps to get up to speed. After everyone had had a few spins round, we packed up and trundled back to the hotel.

Meanwhile, Messrs. Larrington, Richards and London have made a mostly trouble-free, mainly wind-assisted and entirely flat trip along the canalside paths, via Bruges. With Dave’s day being made by finding a roadie to chase, though when we caught him up, Dave was a bit downcast. “He didn’t want to play!”, said an unhappy Mr. Richards. The trouble being your Editor’s hamfisted attempts at navigating out of Ostend, and Cartman the BoB’s mudguard losing one of its fixing bolts in Bruges. The café on the campsite has a vast bowl of spaghetti for three quid and Hoegaarden for a pound. I love this country!

Tuesday 11th July

Dawned very wet. Nothing doing at the races until the afternoon, so Slash and I went for a damp look around the city before chilling out at the hotel. The week following the Worlds was a big festival in Ghent, and there was lots being set up already – including what was apparently the biggest ever hanging basket; fairly impressive, it had a viewing gantry built into the structure holding it for looking over the city. Arrived at the track to see all sorts of strange machinery being un- packed and generally fettled – and many of the British continGhent creating chainguards out of various bits of ply and plastic, and in Susan’s case, Cartman’s mudguard. The Belgians had decided to have the machines Jürg Birkenstock’s VEB’s checked – the only Note controversial tail fairing on unfaired bike... Photo: Rob English

28 requirements seeming to be vaguely functional brakes and some sort of front chainguard. Much discussion ensured about Steve Donaldson’s K-drive and the flailing chains, with it eventually being allowed unfaired with the addition of a number board on the end of the strut. Much grumbling at the Swiss Birk bikes (also known as VEB – very expensive bikes, all shiny carbon), as the huge tail boxes extended round the rider’s bum, sides and shoulders – rather stretching the unfaired allowance.

Some time after 4pm the drag race kicked off. Now trying to sprint on a front wheel drive bike on wet roads just doesn’t happen, so that didn’t last long. Strangely the women were run with the men, and there was some old bloke on a single freewheel UCI bike (with only one brake too), who I think made it through to the final. Gen- eral swiz – if I’d had my road bike…… Retirement to the warm indoors followed for most of the Brits. At some point later we headed back into town, finding a Your Editor & Fiona Grove in the drags very nice restaurant and some N.B. Heat winner Lars Schröder has already gone past... large steaks before beers (well for Slash and John anyway) and bed. So day one, Team Kingcycle nil, the rest of the world everything so far.

Not much to add to this except the excitement of “losing an engine” (i.e. pulling a foot out of the pedal) at 165 rpm. Winners were Ellen van der Horst (Netherlands) and Lars Schröder (Ger- many). Highlight of the event was perhaps the match race between a lad on a low-slung Challenge of some variety and a small white dog on foot. The dog won, handsomely.

Wednesday 12th July

Early start to get to the track for 8am, for general setting up and practice before the 1km started at 9am. Or rather half nine as it turned out. Tim Elsdale and gNick had arrived, and Dave the Den- tist turned up from somewhere, bikeless and with only one pair of shorts which could be cunningly extended into trousers….. The women were off first, so much cheering of Sherri, Fiona, Susan and Barbara. I foolishly elected to use the K2, and not only wasn’t Assorted unfaireds - Lars Schröder at the back, up to speed by the end, but had Walter Berger next up. Susan Laughton spectates

29 Team Snapper’s machine, from Switzerland Also known as The Bus, by naughty English types Photo: Rob English trouble holding the bike down the bottom of the track too – the bagged Wasp would have been substantially quicker, but c’est la vie. The rest of the boys did their stuff, Slash making the top ten, and Ian and Steve and me (just!) the top twenty. The Belgium champion Frederik Van De Walle showed a fine turn of speed to win overall – riding unfaired, with Jürg Birkenstock (Swiss, riding a fully faired VEB) a fraction of a second back.

Next up was the team time trial – four riders (unfaired) working together in a pursuit over 10km. Slash and I arrived back after lunch to find that the ‘GB All Stars’ of us with Steve Donaldson and Dave Richards was up first against the Swiss on their VEBs. Everything was going nicely with some good teamwork until we caught the Swiss boys. The team being overtaken is meant to stay down the track, but they didn’t see the flag warning that we were coming, and their front rider pulled up the banking, then back down right across my path. Somehow I managed to go from doing 30mph on the banking down to the bottom of the track without falling off, but unfortunately the chain came off in the process. I lost a lap putting it back on, then dived back in (strictly speaking I wasn’t allowed back in, but it wasn’t my fault!), and we pushed on to finish together, in a time eventually good enough for fifth. The four laideez worked well together in their heat, and the second Dries Callebaut,in 1999 Brit team of Pete Cox, Dave the Dentist, gNick and Dave Larrington (on Dave’s Kestrel) had a good go too. By the time all the teams had run, it was getting on, so we headed back to the campsite café for dinner (from the snack menu – laaaarge portions), managing to disrupt most of one end of the place in the process. Day two, hmm, still no glory for us…

Much more excitement today, from the scary speed of young Frederik van de Walle, Francesco Russo’s huge red streamliner scraping its tailfin on the track as its rear suspension compressed with the “g” loading, Arnt Leo Broska doing an endo in his Leitra, a Belgian unfaired rider decking his machine a foot in front of a speeding “Iron Chatterton” and the mismatch of the decade - Jürg

30 Birkenstock’s streamliner versus your Editor’s old heap in the 1km… The Team Time Trial was great fun, even for the “GB Also-Rans”, who hadn’t firmed up their line-up until twenty minutes before the off. We might have done better had not gNick’s mighty thighs proved too wide for the bars on Steve Donaldson’s Wasp and Dave The Dentist misrouting the chain on Rob’s Wasp, causing it to mill great chunks out of Rob’s nice shiny new derailleur.

That evening’s dinner was hysterical, largely as a result of Fiona Grove’s having drunk proper coffee for the first time in two years and going on some kind of caffeine trip. Sadly, much of what was said must remain secret in order to protect the guilty and innocent alike, but it did produce the Ex- change Of The Week, when the subject of Autoclaves came up. Sherri Donaldson was under the misapprehension that an autoclave is an item commonly found in hairdressers’ establishments, rather than a great big pressure cooker for steaming your composites. Not so, said the assembled masses.

Sherri: So what are those big purple things with combs in them that y’get at the hairdressers? Geoff Bird (not known for the length of his locks): You’re asking meme!?!?!?!

Thursday 13th July

The day’s racing at the velodrome kicked off with the 4km. To save time, this was run with multiple riders on the track for the unfaired, although just two for the faired for safety. Since there was no announcement of times as the racing went on, a couple of the BHPC stopwatches appeared, which meant we could keep a track on our times and splits as we went. I had decided to use the K2 for this, after a nice spin in it first thing. Vinz Burgherr’s Birk sneaks up on Sergei Dashevski in Kuban Sun After which I pumped the tyres up a bit harder….. mistake – when I went to roll it out to race it, the rear wheel wouldn’t go round. So I reverted to the bagged Wasp and hurtled round in 4:15 for fourth place, closely followed by Dave the Dentist, Ian and Slash. Meanwhile, like a F1 pit team, the BHPC lads descended on the K2, and a short while later it was back ready for action after being filed, fettled and with new tyres fitted. Thanks guys! The timing system being used was very effective – each rider was presented with a complete set of stats for their rides, with lap or half lap times and speeds and other information. Dead good for the post-race analysis!

When the BHPC descended en masse on the K2, armed with hammers, saws, files, screwdrivers, spanners and big grins, Fiona was, as usual, equal to the situation. “Look at them!” she said. “They’re as happy as pigs in ****!”

The afternoon had the flying 250m (1 lap). The unfaired folk had five laps to do their stuff, all being timed, whilst us faired lads had eight – fortunate as I didn’t think I would get up to speed in five in the K2! Finally we had some feedback from the commentators, with the speeds

31 being called out as they were achieved. I was one of the later faired bikes, and unfortunately had to sit through watching two of the Swiss boys deck it big style whilst trying to use the banking to accelerate – these tracks aren’t really made for 70km/h…… So I stayed down the bottom of the track – the bike seemed to be handling quite a bit better since the tyre change, but the g-forces on the banking really slow you down. I was told I was third faired with 65km/ h– but didn’t get on the podium as the categories were unfaired and open, and Frederik had apparently gone quicker than me unfaired, so got the third place in the open. Doh! Two fourth places in one day! So a rather despondent rider and designer (JK was trying to work out why the bike wasn’t going as quick as it should) at the end of the day – although good old Stephan Slade (as labelled for the week) tried his best to cheer us up. So day three, getting better, but still Team Kingcycle nowt, the rest of the world everything.

That evening, most of us went into Ghent for a dinner worthy of the late lamented Sid The Surrealist at his finest. We never did get Pete to explain fully his contention that “Ghent is Shrewsbury upside down”, nor can I quite recall what type of narcotics Geoff had been ingesting when he started talking about the most economically viable ways of extracting steel from watercress. Slightly more explicable was the Amazing Tale Of The Vibrating Hotel Room: On their return from the track, Fiona finds their room vibrating mysteriously. The manager is summoned. He checks the rooms either side, but to no avail, and confesses that he has never encountered anything like this before. Then he checks the room above. Shortly afterwards, he returns, with an Explanation. The room upstairs is occupied by a professional racing cyclist, who has been busy training on rollers "

Friday 14th July

Finally out of the track and on the road! I think we had all had enough of racing round in very small circles. The flying 200m sprint was first up – the course was alongside the rowing lake, so dead flat, and pretty smooth apart from a rough bumpy bit 100m before the start of the timed section. The wind was perfect, almost a straight tailwind, although a little gusty. It was raining on and off, but fortunately stayed off for the faired bikes, otherwise I wouldn’t have been able to see…… The standard run up was 600m, not enough for the K2, so I started a bit further back, and got just over 70km/h on the first go, although I was still accelerating through the trap. So on the next go I actually started on the other side of the lake, and got up to 73km/ h, good enough for third behind Jürg Birkenstock and Sergei Dashevski on his dodgy looking- between-your-knees machine. Slash did well, getting the trusty bagged Wasp up to 69km/h, just pipping Ian and Gromit’s Sidecar – who had to abort his first run when the bumpy bit caused his wheel to turn independently from the handlebars – interesting at 40mph…… Lunch, and I introduced Slash to the idea of eating muesli to fuel up before a road race, in this case the 60km, consisting of 12 pan flat laps around the lake, including a cobbled corner, a chicane and lots of wind. Can you imagine getting closed roads and a police escort for a recumbent race on a Friday afternoon back home? No problem in Belgium!

Back in the Wasp for this one, and starting from the second row, I did my usual trick of blasting off the line into the lead (And there was me thinking Rob’s usual trick was collapsing in an untidy heap on the floor - Ed.). I kept expecting someone to come past, but they didn’t so I kept going. Being at the front I had a personal motorbike escort, but that didn’t help that much with getting passed lapped riders – I have never shouted so much in a race before. Fortunately, although there were a few close encounters, I never actually hit anybody. A few laps in it started to rain – which was fine by me, as it meant that those behind a windscreen couldn’t see, whereas I could. But I had learnt my lesson from Darley Moor, and took it very easy on the corners,

32 since I had a nice lead by then. The great thing about the circuit was that I could look across the lake and see second, third and fourth going up the other side. And when Sergei decked it in the rain, I saw the familiar yellow brick of Slash motoring into second. Which is how we finished – Slash was almost four minutes down on me, and unbeknown to him, only thirty seconds up on third place, some tall bloke in a very pretty Quest trike. So finally a result! Talk about typical British race The Author, winning the 60 km road race (git) though – a flat circuit with rain and blowing a gale – nice. So things rather more upbeat at Team Kingcycle now – the scores; everything to us, the rest of the world nowhere!

The day finished with the ‘Human Power Feest’ at the velodrome – free beer and food laid on by the organisators. There was a big table of baguettes laid out, but no one seemed to be prepared to make a start on it. So ducking the usual British reserve (I was hun- gry!), I dived in, and eventually the rest followed. The evening con- Steve Slade and yellow brick, not winning the 60 km road race... tinued with much letching by Sherri and Fiona at the legs of the youngest member of the Brit team, but the less said about that probably the better…

My notes at this point say “Wet as ****”. I did not do the sprints, because I am lazy and incompetent, but was on site to witness Frederik van de Walle going through the traps at >71 km/h on a tail-faired bike. Pos- sibly aided by a fortuitous increase in wind speed. Shortly after Rob’s 200 m attempt, Fiona and I are ap- proached by a thoughtful-looking John Kingsbury. “Oh, no, no” he said. In revenge for his choice of clothing, Dave Richards fills Pete Cox’ “Won’t do at all. Aerodynamics are nose with spray. Joke only works properly when viewed in colour... 33 all wrong!” When questioned as to the machine to which he was referring, I was staggered to hear that for the first time in the seventeen years I’ve known him, JK was not dissing someone else’s machine, but his own! I stagger off, clutching my head…

Not much to add to Young Master Robert’s description of the road race, save that it was definitely a day for riding faired, but head-out. Ian C and Arnt Leo Broska were the only head-in machines not to crash, as Sergei Dashevski, Charley Jochums and gNick went down. Charley’s bike has no foot flaps, but he was fortunate enough to fall over in front of Paul, who generously stopped to offer assistance, ignored the torrent of Flemish issuing from within the fairing and told the rider to “get on with it” or similar. Meanwhile Sergei had got going again, and could quite frequently be spotted opening the zipper at the top of his fairing and sticking his head out to spot the approaching corners. Several unfaired riders also went down - Geoff, Fiona, Jorg Wendebourg’s home-built prone and the Richard Blom / Jan Limburg back-to-back tandem, whose front tyre exploded at 30 mph. How the following pack of unfaired low racers avoided the wreckage was a mystery, especially as a fully-recumbent Richard Blom is well over six and a half feet long, and is lying across the circuit going “Ow!” in Dutch. The quicker unfaired people seemed to be charging around in packs, which in that kind of weather must be a similar experience to going over the Niagara Falls in a gas stove.

Saturday 15th July

Back on the track today, fortunate since it was pretty wet. Not so fortunate was the strong wind blowing the rain onto the track – they had to keep stopping events and drying it out with a giant hairdryer. I slipped over discov- ering just how little grip wet wood provides, but the worst crash was in the first half hour criterium (scratch race) heat – I didn’t see it, but heard a big thump of bodies hitting the deck. The good news was being told that a mistake had been made and I was Sherri Donaldson proves how hard she is. actually third in the flying 250m on “Iron Chatterton” doesn’t... Photo Rob English Thursday. So although I missed the podium appearance, I still got a prize. There was much dispute about how to run the heats for the faired bikes. The organisators were basically a bit scared about having multiple fast bikes hurtling round at the same time, particularly when one of them is Sergei and his erratic riding style. Eventually they decided to have three half hour qualifiers based on distance, with five going through to the final for an hour – in other words turning it into a time trial, which seemed to rather defeat the object of calling it a criterium. But never mind. The first heat had the three Wasps of SD, Dave the Dentist and Slash. The two Steves did a nice team time trial effort for the first fifteen minutes, before Slash headed off alone. Meanwhile Dave seemed to get faster and faster as the race went on, eventually overtaking SD.

34 The second heat had Ian, Sergei and me, riding the K2. Having the lightest bike, Ian went into the lead at the start, and it took me several laps getting up to speed to overhaul him. I had the bike going round at over 40mph for a while, managing to lap Sergei twice and Ian a few times, before I really started to get hot. We hadn’t sorted the ventilation on the bike yet, so there were only a couple of holes in the screen to let air in. The soap I had put on the inside of the windscreen stopped it misting, but I was getting incredibly hot, and slowing as I got hotter. Sergei had just come back past me, and we had both just gone past Ian when there was a loud bang and suddenly I was sliding round the track – a front tyre blow-out at 38mph on the banking doesn’t leave you with many options! I came to a halt on the tarmac at the bottom, and Ian was fortunately able to avoid me as I slid down the track. If you are going to crash, then I can highly recommend doing it in a full double skin carbon-Kevlar fairing – just wait until you come to a stop and climb out, nice. Unfortunately the mounting fixing the fairing to the bike broke, putting the K2 out of service – not that I could have survived an hour in it anyway. Because the race had to be stopped after twenty minutes, the half hour distances were calculated from this, putting me in the top five along with the three Swiss from the final heat, and Sergei. Slash was in sixth and Ian seventh.

In the unfaired, the Brits were rather depleted with Dave and Dave and Paul departed in the morning. I think just Pete competed, finishing seventh (?) in his heat, from which the top five (from three heats) went through to the final. The laideez went straight into the final, with Sherri gamely riding around with a nice smile. The unfaired men’s final was a very tactical race, with a popular winner in Walter Berger who timed it to perfection at the end. In the Vinz Burgherr, Rob English and Charles Henry line up faired final, I lined up in the Wasp Steve Slade, behind Rob, is clearly distracted... against all the big bikes. I was in the lead for a few laps before being caught, and I managed to lap one of the Swiss (riding the ‘Bus’, a huge great thing with clouds on the side) to hold fourth, then temporarily moved into third when the Swiss cheese (Jürg Birkenstock’s yellow VEB) had to stop. But eventually the Bus got going and unlapped me before coming round again to lap me after half an hour. At which point I decided it wasn’t worth wasting myself since there was another day of racing yet, so changed down a gear and settled into cruise mode. The other four came past fairly regularly, but I thought I would finish with a flourish and wound it up with three minutes to go. For that short time I was the fastest thing on the track, which felt kinda good, catching and taking a lap back off the Bus in the process. Not that it made any difference to the overall result. But the hour on the track had really hurt my backside – the g-forces in doing 199 laps are quite a lot! Back in Ghent things were kicking off for the start of the festival, loads of people and lots of noise. Too tired to join in and party, particularly with the four hour ahead of us…

Dave, Paul and I did not witness any of this, no, because we went home instead. The ride back to Ostend was like the ride in, only the wind was in the wrong direction and we had more stuff to carry. I fell off on a muddy section of cycle path, lying trapped beneath a burning bike with one foot still 35 locked into the pedal. Dave found a roadie or two to chase again, so was happy. Then the ferry was late, the crossing was vomit-inducingly rough and the Sea-Cat lost an engine in mid-Channel. Dave did a runner to the station to try (and fail) to get home that evening, while Paul and I had a hair- raising trip back to Ramsgate in the dark with utterly inadequate lights. But I did manage to get up the hill next to Dover Castle without walking "

Sunday 16th July Final day, and with the cancellation of the 200m finals, just the four hour to contend with. Team Kingcycle was wishing for rain – not normal before a race, but a useful advantage for Wasp riders against those in full fairings. But the weather was reasonable at the start, and although there were a couple of light showers during the race, nothing very bad. I had stuffed my camelback in the boot of the bike, which should have been fine….. but unfortunately the mudguard within the box isn’t held rigidly at the bottom, and the extra weight caused it to pull across. I didn’t know this at the start, and tried to take off into the lead as before, only to find not only did the faired bikes come past me, but a lot of unfaired too! I was rather distressed, thinking my legs had gone, until Slash came up behind me and said he could smell burning! When I stopped I could hardly turn the rear wheel. Limped round to the van and used cable ties to rectify the problem, before diving back in, now two laps down – not a good start. At this point Sergei and the incredibly tall Ymte Sijbrandij (Dutch, in a faired Quest trike) were shar- ing the lead, and when they caught me I was able to ride with them quite comfortably, doing some turns and generally thinking I might be able to pull myself back up the field. Then after a few laps it all went pear-shaped again when I was forced to freewheel on the cobbles because of a slower rider, and the chain came off. I had just caught up with Slash again at this point too. Anyway, got going again, and was just about to overhaul Ian and Slash when they inexplicably started going away again – the wheel was rub- bing again. At this point it seemed futile to continue, so I dropped out, having done two hours of the four. Very frustrating, as from the way I was riding I think I would have been top three, which would have put me third overall. Oh well. I resorted to helping SD and Slash, handing up food and drink from my bike along the straight. Slash did a blinding ride for fourth, which also leap-frogged him over me to fourth in the overall too. Sergei Dashevski takes the Hard Muthas’ race... So once everyone had finished and warmed up, we headed back to the velodrome for the final presentations and packing up. Slash and I finally got our moment of glory on the podium, and the organisators took the opportunity of having our attention to stretch out thanking the sponsors and each other profusely (not that they didn’t deserve it). Tim Elsdale got more prizes for being the oldest competitor than I did for winning something, and in typical ‘The Late Tim’ style wasn’t there to go up and collect them…… But after many goodbyes and farewells, we trundled back to Ostend, with Ian and gNick in convoy, for the ferry home. Uneventful trip back, besides seeing two blokes on Ordinaries (one with a rear pannier!) getting on the boat.

36 During all of which I was riding back to London, but at least it didn’t rain, the sun even came out by the time I reached Dartford, and I was able make use of the Woolwich Ferry (too early on the way down), to knock some 10 km off the distance.

So a good trip, lots learnt and new friends made. Many thanks to all the Brits for making it such fun and providing so much enthusiastic support, and especially to JK for taking me along, Dries Callebaut, even if he couldn’t bring himself to watch when I took the K2 after the Championships... on the track! And well done to the Belgians for putting on a good event at short notice – see you all in Brighton next year!

Best gag of the event: Paul, Dave and I had just cleared the city limits when Dave noticed a cow in a nearby field. Adopting his “Wise Country Dweller” persona, he opined that it would shortly be raining, as the cow was lying down. “Nonsense” retorted Mr. London, “it’s standing up, but it’s sunk three feet into the mud…”

Kudos to the HPV-Belgium gang for organisating the whole lot, the sizable Brit posse for turning up and not taking things too seriously and Frederik Van De Walle, Rosmarie Bühler and Jürg Birkenstock, for being World Champions. Stevie D says that as HPV-Belgium are somehow affiliated with their UCI-affiliated national body, this means that Frederik, Rosmarie and Jürg are entitled to wear UCI- affiliated Rainbow Jerseys… And major thanks from the Editor to Dave Richards, who sportingly lent me both his precious Racing Bicycle and his SPD shoes for the 4 km, the 250 m Flying Lap and the Team Time Trial. 2001 World Championships - The Big One...

Provisional Programme The dates we propose are the 2nd to the 5th August. The events we hope to run are: 2nd August: Pursuit races at Preston Park Track, followed by a ‘Devil Take the Hindmost’ race. 3rd August: A day of racing around Hove Park circuit. Heats, semis and a final. 4th August: 200m flying start sprints on Hove Prom, then 50 metre drag races. Also trade stands and show on the grass area along Kingsway. 5th August Racing at Goodwood, then return to Brighton for prize giving. There will also be a ‘photo rally’ event run alongside, encouraging the riders to explore Brighton. We have arranged camping accommodation at Brighton Racecourse and University of Brighton rooms, from the 1st to the 5th. Editor’s note: Jonathan has put in a colossal amount of work to get us to this stage, so I’m sure that any assistance any of our members may be able to offer will be most gratefully received. Herewith the current version of the Big List Of Things To Make And Do, which will almost certainly be out of date by the time this Newsletter is published…

Race Organisation

We need volunteer race organisators for the sprints, drags and crits; Steve & Sherri Donaldson have already offered to do the velodrome and photo rally, while gNick Green will be running the Goodwood racing.

37 This is the most urgent as we need to present the event to Brighton by October, with a good idea of all the events. If you can organise the sprints/drags or crits, please let me know ASAP and put your ideas up for discussion.

On-site Registration/Greeting

For competitors - number issuing and vehicle/helmet inspection. Best to get the latter out of the way at this stage (we have said no head fairings in unfaired class at present). Also greeting and selling programmes and goods to spectators and talking to media.

I suggest we look for an obvious looking stand or trailer for this, at the Racecourse on the Wednesday night, then at the event sites on subsequent days. Fiona Grove and Annie Tweddle are prepared to organise this. The rest of the committee & volunteers will need to be rostered to cover.

Web Page

John Olson and I are working on the subscription list. I would like to see a page for each event and for the accommodation (out of the IHPSC page) with course plans and descrip- tions. Anyone who ‘golfs’ the web can contribute by finding suitable plans and maps. John suggests doing the site in other languages. I think we should translate the rules at least. The event will be renamed the World Open Championships and the much-debated rule changes added.

Accommodation Contact

I have already arranged for 50 camping pitches and 60 university rooms. I hope to make an initial visit, but we need someone to take responsibility for co-ordination etc.

We need an effective portable PA system, remembering that Hove Park is quite an area to make announcements over. The Kingsburys are willing to lend a generator. Transporting and setting up will also be a responsibility. We will need a pool of commentators. I’m happy to do some and I hope Ian Sheen will be there too. Come back Mr. Higgs, we need you!

Phone

We need an event mobile phone, that functions well in hilly Brighton and at Goodwood, with a number we can publish before the event. It appears we can get a prepaid phone quite cheaply, suitable for short term use. Anyone with any specialist knowledge? [Cryptic note on the original document says “Paul London to look into?” - Ed]

Radios

We need communications radios. They are quite cheap to hire, but the club may consider buying some as they are now available at reasonable prices. I booked the ones at Leicester over the phone. Dave Richards and Ian Chattington have both mentioned they have radios at work we might be able to borrow.

38 Barriers

I got a horrifying estimate for barriers. They used 400m at Hove Park, which was about the minimum. The Prom is just over 1Km long, so we have at least 1400m, perhaps 1500. We pay per day, £1 + VAT per meter. - That’s at least £1,645. It makes Goodwood and the timing system look cheap! If we want them to install them they charge £1.50 per 2.5m barrier (no thanks). This was the contractor Brighton uses. Only a month’s notice is needed for booking them. Brighton Council has about 50 or 60 barriers which we can use. We will need bales, tape and posts at Hove Park. It could be that a local merchant might like to lend us Rockwool bales. We need someone to look into this. And if there’s any members in the fencing business…

Photo Rally

We need someone closer to Brighton to negotiate cameras & development and to help Sherri develop the event. Volunteers?

T shirts

We have to decide who is going to do the design and how we are going to do them - free on entry? To buy? Do we sell more? Organisators’ T shirts, as per Roubaix and Ghent, are needed too.

Transport to Goodwood

I have an initial estimate but we need someone to negotiate and book the transport - coaches and trucks for the bikes. It has been suggested we talk to John Potter (London - Brighton) and/or Pat Field (Dunwich Dynamo). Again, any volunteers and/or people who Know About This Kind Of Stuff please get in touch.

Communications/Publicity/PR

We need posters for local distribution, contact with the local papers (we need to warn the populace when Hove Park and The Prom will be in use). Contact with Brighton Events publicity. Also other media publicity. I would like us to have a program with details of bikes and events. Bikefix have agreed to sponsor some of this aspect. When we decide what is needed we need to negotiate with them. Brighton Events will provide us with local info packs for riders. More than 1 person will be needed for these tasks.

Trade Show

We can use the grass area beside the sprint course to set up a public show for vendors. We need someone to talk to them and make that part run - manufacturers world-wide!

Warning/Direction Notices

Correx boards for Hove Park and The Prom. Also direction boards to events. Big banners for start and end of sprints and big clear count down boards. Brighton has big banners but they are made for Madeira Drive and are unsuitable for Hove Prom. Will need someone to figure

39 out where we need them and put them there! Ian Chattington said use of 5, 4, 3, 2, 1 cones for sprint run worked well in Ghent.

Dog Repellent

I’m not joking. I think we could do well to go round the Hove Park circuit with a citronella spray before the races. There are lots of dogs walked there and anything to keep them at bay would help.

Marshalling

If riders will help we should have no problem, but Brighton Mitre CC are keen to help, so we need to decide what we want, where and when and what we pay them. We talked about offering a token reward to riders who are prepared to help. We may need to provide whistles. Could we have a siren over the PA for 200m runs?

Finance

Fiona has agreed to oversee the costs and accept bribes [I trust these will be shared amongst the Organisators - Ed].

Sponsorship

We are restricted to raising costs and prizes. Otherwise Brighton will charge us for their facilities. Peter Ross is looking into some possibilities, but if anybody else can help with any funding, however little, it will help us to offer a low entry price and a near break even for the club. With the barrier price, the event is likely to cost £6,000 to £7,000. Fiona is looking at raising some prize money. I will try to drum up some local publicity when we visit the track on 7th Oct. Possibly Brighton & Hove Evening Argus - Meridian TV? Everyone welcome. Public- ity may help raise local sponsors in kind or cash.

Prizes

See above. Mike Burrows mentioned he would be prepared to provide pottery. Someone needs to establish what we need, if this source is what we want and to make sure we have enough for a good female rider who has ‘trained and trained’ for the events - unlike Leicester #. Token prizes for heats would be good too (more rock?) [Editor’s note - among the items being organised by Jonathan is special commerative Brighton Rock!]

St John’s Ambulance

The area office number is 01903 235599. Brighton say they would expect us to have them. That will be an extra cost too. If anyone wants to investigate the alternative (Red Cross?) please do. JW will ring and start process.

Workshop

An area at each event to help with those tech glitches. I gather there are club members in the business. Any offers?

40 Event Programme

We would like to produce an event program with as many competitors’ pictures as possible, in at least 2 languages, with advertising space.

Event Plan gNick says ‘We need to put together a full plan, probably in the form of a Gantt Chart to ensure all of those involved know what is to be done and by when to ensure we don’t miss anything out. gNG can do this if required’. As co-ordinator - JW says ‘does that mean I need to know what a Gantt Chart is?’ As someone who has suffered grievously from Gantt Charts in the past, the Editor advises having nothing whatsoever to do with them, and routinely removes MS Project from all PC’s he uses as a matter of policy.

If there is anything else we have forgotten, please let me know and I will add it. I would like this to become a checklist where items can be crossed off and more tasks issued.

Additional

Our initial submission to Brighton Council needs to be in by the 16th Oct, but it only needs to be a side of A4. I will do it and send copies out for review. The decision will be made on Dec 5th. Ian Taylor foresaw no problems with this.

The Brighton Events brochure will not be done until early January, so we have time to get our glossy submission ready for that.

Jonathan Woolrich Event Co-Ordinator 31 Hummer Road Egham Surrey TW20 9BW Home phone / Fax: +44 (0) 1784 436796 Work phone: +44 (0) 20 8513 7392 Email: [email protected] This Just In... Unfaired HPV Hour Record?

It seems that while the IHPVA Rules Committee have been busy determining what constitutes an unfaired HPV, the boys at the UCI have already decided who the record holder should be. This from VeloNews Interactive Wire Services:

“The former Belgian cycling champion Eddy Merckx said he was "amused" Friday by the decision of the International Cycling Union (UCI) to again regard him as title holder of the world hour record, which he set at 49.432km on October 25, 1972, in Mexico City.

"To give me back the hour record 28 years afterwards? That makes me smile a little," Merckcx said to Belgian television network RTL-TVi.

41 "The significant thing is to have established the record in 1972, not to recover it today," he added.

"When Francesco Moser beat my record [in 1984 in Mexico City, at 50.808km] on a nontraditional bicycle [with a sloping frame and disc wheels], everyone found it normal that racers benefited from technological developments. But, since Moser, the escalation (in technology) was too great and beating the record lost all its interest. So the UCI has returned to where it was because a record must be beaten under similar conditions [to the previous record]," explained Merckx.

The man regarded as the greatest champion in the history of cycling predicts that Englishman Chris Boardman, who plans to attack the record during the track world's in October on a traditional bicycle "should easily beat the record established in 1972, [in particular] thanks to faster wheels [than 28 years ago]."

Boardman, who was the world hour record holder until the recent decision of the UCI to reinstate Merckx's performance, set his mark at 56.375km on September 6, 1996, in Manchester, England, using the now- banned Superman position on a monocoque-framed bike that bore decals from Boardman's team Gan's bike sponsor, Eddy Merckx.

Following the recommendations of its technical commission, the UCI announced Friday that for the hour record it would recognize henceforth only performances established on traditional bicycles, and to regard Merckx as the current holder of the record. Boardman's "record" will be listed as the world's best performance.”

More Brighton

Jonathan says to tell y’all that we have Preston Park from 13:00 to 14:00 on the day before the AGM (i.e. October 7th). Anyone at all interested is invited to turn up, especially since JW is trying to drum up some interest from the local meejah.

Stolen Recumbent

Mr. Membership Secretary Recumbent Dennis Turner sends the following rather bad news:

“At approximately 0530 on Sunday 3 September 2000, I was relieved of a blue Aerobike Sprint by thieves - "may they rot in hell" - who also broke into a motor vehicle and stole about ten quid in loose change. The bike is/was quite a rare beast being one of only four machines which were built and three of which were known to be in regular use in the UK. Any information as to the wherea- bouts of the bike will be most gratefully received by myself or by Chester Police on 01244-350222. The crime has not yet been allocated a crime number but the officers on the case are WPC Walker and PC Simmons.”

Sturmey-No-Mor

A note from Tim Hayes yesterday (September 18th) said, rather crypti- cally, “Sturmey Archer closed down as of today”. A little “investigative jour- nalism” revealed that this is indeed the case. According to the “Independent Dennis’ bike before its untimely removal from circulation

42 On Sunday”, the company, once part of the Raleigh group, which has also suffered big job losses, has been on the same site in Triumph Road, Radford, for 98 years. Bosses said they were trying to find a new buyer, but blamed the announcement on the failure of the parent company, Lenark, to relocate them to a new site.

Colin Bateman, the company's managing director, said: "This is a sad day for bicycle manufacturing in Nottingham, not to mention for all the staff that work here. We feel very let down. It is a devastating blow."

A skeleton staff only will work from Monday on a voluntary basis to complete final orders.

Raleigh, the most famous British marque, still employs 1,000 staff, turning out 500,000 bicycles a year at its Nottingham factory. But last year it shut its specialist frame-making plant, switching production over- seas and selling off the manufacturing tools. In its heyday, Raleigh employed 7,000 people.

So it appears that the question asked by many trike builders - "should I use Sachs or Sturmey Archer drum brakes on my new machine?" - has now been answered. Permanently :-(

Suppliers & Wants

Advertising rates for the body of this magazine: Full page: £30.00 Half page: £15.00

Approximately 350 copies of each issue are printed. Entries in the “Suppliers and Wants” section are free to BHPC members, and should not be liable for inclusion in a political party manifesto. We’ll gladly do you a nice glittery one if you get it in early enough and don’t mind some of the glitz coming off in the wash; please take out an advert at the above rates and send the money to the Treasurer. If your address, phone number, prices or products change, please tell me...

1999 HPV CD-ROM

Crammed full of all manner of Good Things pertaining to the Human-Powered Vehicle in all its many forms. I’d tell you more if I could remember where I put it… Available for only £10 from: Richard Loke, 61 Mulberry Close, Cambridge, CB4 2AS Phone: 01954 261557 e-mail: [email protected]

John Lafford, Arrow Bicycle Company, ‘Leonidas’, Manor Lane, Baydon, Marlborough, Wilts, SN8 2JD Phone/Fax: 01672 540384 e-mail: [email protected]

Custom CAD design and manufacture of all types of bicycles and tricycles, including recumbents, time trial, fast tourer, and power assisted vehicles. Cromoly tubing in round, aero and oval sections. Net-type seat fabric to suit tubular seat frames. Narrow bottom bracket assemblies. Composite wheels in 650c and 20” sizes, with narrow hubs. Tyre rolling resistance testing. Aerodynamic drag testing.

Avon Valley Cyclery, Bath Spa Railway Station, Bath, BA1 1SX Phone: 01225 461880/442442 Fax: 01225 446267 e-mail: [email protected] WWW: http://www.bikeshop.uk.com http://www/foldingbikes.co.uk

AVC-designed Road, Mountain and Bath bikes. The UK’s 1st TCR Road Bike Centre and the UK’s top Folding Bike Specialist. Family bikes, mountain bikes, comprehensive hire fleet and full workshop facilities. [Plus their web site even mentions the word “recumbent” - Ed]

43 BikeFix, 48 Lambs Conduit Street, London WC1N 3LJ Phone: 0171 405 4639 Fax: 0171 242 6931 e-mail: [email protected] WWW: http://www.bikefix.co.uk/bikefix.html

Recumbent-friendly shop in central London. HP Velotechnik Street Machine & Wavey, BikeE, Pashley PDQ, Flevo Oke-Ja, Trice, Leitra, Anthrotech, plus folders / transportables from Brompton, Birdy, Bernds, Airnimal & Moulton APB. Alesa rims in 406, 507, 559 and 622 sizes; Continental, Primo and Vredestein tyres in 305, 406, 451 and all the big sizes. Recumbent luggage, fairings and everything else you can fit on a recumbent. Test rides and social weekends. Get on the mailing list...

Paul Davies, 2 Fowlswick Cottages, Allington, Chippenham, Wilts, SN14 6LU (2 miles from Castle Combe) Phone: 01249 782554

Recumbent bike frames: from £350 No. 1, short wheelbase, will fit Mk. 5 shell No. 2, designed to fit Mk. 5 shell Both come as unpainted steel framesets with forks and handlebars, to accept standard bike parts and 406/559 wheels. Both suitable for faired or unfaired use by experienced recumbent riders. Race wins in both classes!

Composite products for HPV’s: Mk. 5 bike shell, in 6 separate mouldings, fits SWB bike from £350 Mk. 4 trike shell, in 5 separate mouldings, fits trike approx. 60 cm track, 100 cm wheelbase from £250 Bike front fairing from £35 Bike rear fairing from £35 Seat from £35 Mudguards (20”, MTB, 700c) from £10 Etc. etc.

Future Cycles, Friends Yard, London Road, Forest Row, East Sussex, RH18 5EE Phone: 01342 822847 Fax: 01342 826726 e-mail: [email protected] WWW: http://www.there.is/futurecycles

Trice from: £1650 Flevo Oke-Ja: £450 Windcheetah: £2795 Vision VR40 long and short wheelbase. SWB from: £995 Front suspension add: £175 Rear suspension add: £245 Pashley PDQ from: £850 Spirit LWB. Frame by Chas. Roberts! From: £1700 Speed Ross: £875 Fateba Long Bike – Swiss LWB. Available with S&S couplings Other Vision models, including tandems, available to order. Plus used machines – please get in touch for details.

We also handle European subscriptions for “Recumbent Cyclist News” (RCN). RCN is 100% dedicated to promoting recumbent bicycles and providing and encouraging communications between HPV enthusiasts, home-builders, dealers and commercial recumbent manufacturers. Annual subscription £25.95 (six issues).

Greenspeed, 69 Mountain Gate Drive, Ferntree Gully, VIC 3156, Australia Phone: +61 3 9758 5541 Fax: +61 3 9752 4115 e-mail: info@ greenspeed.com.au WWW: http://www.greenspeed.com.au

Greenspeed trikes are designed for touring, commuting, racing, or just having fun. They have been well tested on Outback Australia Tours, are world renowned for their handling qualities, and have been successful in HPV racing.

44 GB 16/20 Commuter Bike, SWB, 7-speed A$2,100 GBR 20/26 Touring Bike, SWB, 21-speed, Cro Mo 4130 tubing A$3,700 GT 16/20 Child’s Trike, 7-speed, 10 years - 5' (152 cm) A$2,200 GT 20/20 Adult Commuter Trike, 21-speed A$3,400 GTR 20/20 Touring Trike, 63-speed, Cro Mo 4130 frame tubing A$4,400 GTS 20/20 Sports Tourer, 42-speed , Cro-Mo 4130 frame tubing A$5,200 GTT 20/20 Tandem Trike, 63-speed, Cro Mo 4130 frame tubing A$7,400 GTH 20/20 Hand Trike, 42-speed, Reynolds 531 frame tubing A$4,400 Coming soon - the new GTO Touring Trike… Frame kits, plans and parts (e.g. kingpins) available. Write, fax, e-mail, phone or visit for free information package.

Hockerton Housing Project Trading Ltd., The Watershed, Gables Drive, Hockerton, Notts, NG25 OQU Phone: 01636 816902 Fax: 01636 816902 e-mail: [email protected]

Hire/Demos/Sales of Flevo Bike, Ross, Anthrotech, Brox plus any others we obtain in the meantime! Also, Site Tours (on foot) of the infamous Hockerton Housing Project- earth sheltered, zero heating, zero CO2 autonomous housing (as seen on or in every conceivable form of news media in the known Universe!). Full details from Nick Martin at the above address.

HPV-HEAVEN.COM

WWW: http://www.hpv-heaven.com/ Phone: 01295 721860

Parts for recumbent and HPV home-builders. From the people who bought you Velodynamics Bicycles. Will be up and running Octoberish. GRP front fairings, seats and tail-boxes designed to fit a wide range of bike configurations. 20” front forks. Handlebar stems to fit almost any recumbent. Tubing and frame-building components. Free small ads section. On-line advice files. Much more to follow – watch this space. Also, CAD based design and prototype service.

Inspired Cycle Engineering Ltd, Unit 9B Spencer Carter Works, Tregoniggie Industrial Estate, Falmouth, Cornwall, TR11 4SN Phone / Fax: 01326 378848 e-mail: [email protected] WWW: http://www.ice.hpv.co.uk/

ICE manufacture and supply the new much improved range of TRICE recumbent tricycles including the EXPLORER, XL and CLASSIC. X2 and EXPEDITION TANDEM versions of the Trice also now being produced. A comprehensive range of options and accessories is also available direct from ICE.

Kinetics, 15 Rannoch Drive, Bearsden, Glasgow, G61 2JS Phone / Fax: 0141 942 2552 e-mail: [email protected] WWW: http://users.aol.com/UKKinetics/

Wavey: nippy SWB, 20" wheels, ASS £600 Suspension Wavey: as above with Ballistic suspension forks £650 StreetMachine: excellent full-suspension SWB, USS fast tourer £1300 Culty: front-drive, rear-steer leaning suspended trike £1500 TrailerBent: mounts behind almost any bike. Sachs Super 7 version £400

We also import the S&S Torque Couplings which braze into any steel frame to split it in half - now available for 50mm tubing - £200. We’re also specialising in custom framebuilding, especially the unusual, and have stocks of seamless 50mm cromoly for recumbents, etc. As well as this, we’re also agents for ICE Ltd - making the Trice, Ross, Festina, etc., and for Brompton.

Tina Larrington, 166 Higham Hill Road, London E17 6EJ Phone: 020 8531 4496 (eves / weekends) e-mail: [email protected]

Arty stuff - cartoons, business cards, logos, badges, T-shirts, etc., etc., for builders, dealers and end-users of recumbent cycles. Customers include “Recumbent UK”, Animal Bikes, Westcountry Recumbents, Ian Hague and the BHPC!

45 Tiptree Designs (incorporating Els Tees), Ian Hague, 24 Cedar Avenue, Tiptree, Colchester, Essex, CO5 0NR Phone: 01621 0815476

“Hand Painted T-shirts to the Nobility and Richard in Blackpool”

Rob Hague, Westcountry Recumbents, 23 Hamber Lea, Bishops Lydeard, Taunton, Somerset, TA4 3NJ Phone: 0870 7401227 (national rate) Fax: 07050 695561 (‘K’ Rate) e-mail: [email protected] WWW: http://www.wrhpv.com/

Greenspeed, ICE Trice, AnthroTech and BikeE. Demo models currently include Greenspeed GTS, GTO and GTT, Trice XL and Explorer, AnthroTech and BikeE. Phone or email to book a test ride appointment or to find out which demo models we have in. Ride Exmoor and the Quantocks! Local B&B available.

Tioga Comp Pool 20x1.75 (47-406) tyres available: £13 + p&p

Small Adz...

Ian Prince Tel: 01777 700504 or: 0796 893 2099

Cannondale Twin Child Cycle Trailer. Lightweight yet sturdy solid plastic construction. Suit Children Age 0 - 5 years. Takes either two children or one child + luggage. Waterproof Winter and Summer canopies included. Attaches to seat post of adult bike with safety clip. Rear facing child seats avoids stones/ flies in children’s eyes and allows them a view of accompanying adults. Offers invited c. £200 ono.

Richard Carter, 8 Hawthorn Road, Lincoln, LN2 4QX Tel: 01522 877177 (H) 01522 877578 (Work/Fax)

Ross Recumbent bicycle - ex. Mike Weaver. Red, 18-speed, fibreglass seat, 700c rear / 20" front wheels. Adjustable to fit most sizes of rider. Reasonable condition, though front gear change a bit stiff. Ex-Mike Weaver tail fairing also available. £250 ono.

Peter Ross, Crystal Engineering, Falmouth UK TR11 4HZ Tel & FAX: 01326 317789 e-mail: [email protected]

BUSINESS FOR SALE

Opportunity to become a recumbent manufacturer. We are selling the production side of our business which deals with the Speed Ross, Festina and Gem. These are available as a combined lot or may be split.

Each vehicle is currently made by an outside frame builder and all that is required (in addition to sales and marketing) is to arrange for a supply of materials and components, for the frames to be powder coated and assembled into framesets or complete bikes and dispatched.

The capital cost may be spread over several year’s production, with an additional royalty payment per vehicle.

46 Aarn Tate, 16 Hazel Lane, Skelmersdale, Lancs, WN8 6UN Tel / Fax: 01695 729094 e-mail: [email protected]

For sale: Two Moulton 17" front wheels with new tyres, £25 each. Front forks for above; 1 chrome £15, 1 painted £10. Postage extra.

Phil Mulligan, 63 Bonchurch Road, Brighton, East Sussex, BN2 3PJ Tel: 01273 689505

Doppler SWB: aluminium adjustable frame, 21-speed, Sachs gripshifts, Rival 7000 derailleurs, new cranks and chainrings, V-brakes. 16" front wheel, Sachs hub, Sun rim, new Primo tyre. 26" back wheel, Sun Tour hub, Saturae rim, new Avocet tyre. £700

Kingcycle copy SWB: adjustable aluminium boom. New respray, 21-speed, Deore XT derailleurs, Sun Tour XC Pro shifters, Kona levers, Deore XTR and Dia-Compe brakes. Curve cranks, SPDs, 20" front, 700c rear. All parts brand new. Both excellent, with lights, computers, mudguards, mirrors, bells, racks and spares. Accept £1500 for both - new baby forces reluctant sale.

Ron Beams, Coral Gables, Park Lawn Road, Weybridge, Surrey, KT13 9EU Tel: 01932 844038

Windcheetah 3a Series 2. No. 100 of limited edition no. 8, March 1992, built by Mike himself. 10,750 miles. Full service record. Includes new 17" rims, brake shoes, rear spindle & front mudguards. Reluc- tant sale offered, hopefully to collector / member of BHPC or VCC who will maintain original condition and provide TLC. £1200

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