0000 HPV NEWS Table of Contents Submitted by: bill.coyne@mwbbs.com (Bill Coyne) OFFICIAL NEWSLETTER OF THE INTERNATIONAL HUMAN POWERED VEHICLE ASSOCIATION AUGUST 1994 0001 MASTHEAD 0002 PRESIDENTS CORNER 0003 FOR YOUR INFORMATION 0004 FROM THE EDITORS 0005 ANATOMY OF AN HPV AND AN HPVER 0006 BOOK REVIEW 0007 WHAT'S UP IN EUROPE? 0008 "HOUSE" BIKE!!!??? 0009 COWICHAN BAY BOAT FESTIVAL 0010 BICYCLE COMPUTER SOFTWARE 0011 MY HPV 0012 CALENDAR 0013 READERS' FORUM 0014 CLASSIFIED ADS 0015 MEMBERSHIP (If you downloaded this file: To find your way around, use the search [or find] function on your word processor with the codes supplied to the left of each item.) -------------------------------------------------------------------- 0001 Masthead The IHPVA is a non-profit organization dedicated to promoting improvement, innovation and creativity in the design and development of human powered vehicles. INTERNATIONAL PRESIDENT Paul MacCready PRESIDENT Marti Daily BOARD OF DIRECTORS Allan Abbott, Gaylord Hill, Dennis Taves, Marti Daily, Dave Kennedy, Bill Gaines, Peter Ernst, Gardner Martin, Chet Kyle CORPORATE SECRETARY Adam Englund TREASURERS Joe Brooks and Tess Machlan APPOINTED VICE PRESIDENTS AIR...................Chris Roper ALL TERRAIN...........Matteo Martignoni LAND..................Stephen Delaire HYBRID POWER..........Theodor Schmidt WATER.................Doug Milliken IHPVA P.O. Box 51255 Indianapolis, IN 46251 USA Telephone & Fax 317 - 876 - 9478 (***New number as of Nov 95: 708-742-4933) HPVNEWS NEWSLETTER MANAGING EDITOR Leonard Brunkalla ASSOCIATE EDITORS Bill Gaines...... (For Your Information) Marti Daily...... (President's Corner) Nancy Sanford.... (Advertising) Andrew Letton.... (Calendar) HPV News, a publication for human powered vehicle enthusiasts (ISSN 0898-6894) is distributed to members of the International Human Powered Vehicle Association, 1993, International Human Powered Vehicle Association, Incorporated. All rights reserved. HPV News is published 12 times a year by the International Human Powered Vehicle Association, P.O. Box 51255, Indianapolis, IN 46251 USA. Membership: U.S., Canada, Mexico, $25; all other countries, $30 (U.S. funds only) . Material in this publication must not be stored in or reproduced in any form without written permission. Request for permission should be directed to: Permissions Manager, HPV News P.O. Box 51255 Indianapolis, IN 46251 USA. DISPLAY ADVERTISING RATES Full page $125.00 8" w x 10 1/2" 2/3 page $100.00 1/2 page $ 75.00 8"w x 5 1/2" 1/3 page $ 65.00 1/4 page $ 45.00 4"w x 5 1/2" CLASSIFIED RATES For members, personal ads, $5 per insertion; commercial ads, $10 per insertion. For non-members, $20 per insertion. All payments must be made in U.S funds, with check or money orders made out to the IHPVA. The issue date shown is the final one paid for. (month numbers) Make all arrangements for display and classified ads with: IHPVA P.O. Box 51255 Indianapolis, IN 46251 USA Telephone & Fax 317 - 876 - 9478 WRITE TO HPV NEWS! Submit clear, short material with your name, address, and phone/fax numbers. ARTICLES. 700-1400 words that describe an event, an experience, a machine, or a process. FYI. 100 words that describe an item of interest to all members. CALENDAR ITEMS. Who (to contact), what, where, and when with address, phone/fax numbers. Include a short description, or a flyer with map, logo, etc. LETTERS TO THE EDITOR. 200 words expressing a comment, reaction or inquiry. Letters are subject to editing. MY HPV! Send a photo of your HPV, and describe it to us! LANGUAGE. English is preferred. Others will be translated as well as possible. FORMS OF SUBMISSIONS. Computer disks: 3 1/2 or 5 1/4 High or Low Density, IBM, MS-DOS, highly recommended. Text in plain ASCII. Graphics in .pcx, .tif, .wmf, .cgm, .gem, .bmp, .sld formats. Hard Copy. Include a printout of everthing on clean, white bond paper for editing and proofreading. Photos and artwork. Clean and sharp, well identified photographs, numbered, with captions and credits listed on a separate sheet of paper. Electronic Bulletin Boards. Send short (100 lines) pieces to Leonard Brunkalla through the RIME E-Mail network at 1383, or call 1-708-307-9097 (Digital Systems 8N1 9600) and leave a message on the BBS for Leonard Brunkalla. Those on FIDONET, send your articles to Tim Leier at 1:250/238. Tim will e-mail your contributions to Leonard. Those on INTERNET, e-mail your articles to martid@aol.com or gainesw@aol.com or lenhpv@aol.com Deadlines --------- Hardcopy: 15th of each month for each upcoming issue. Computer text file copy: 15th of each month for each upcoming issue. SEND MATERIAL VIA U.S. POST TO: Leonard Brunkalla Managing Editor, HPV News 260 S. Channing St. #1 Elgin, IL 60120 U.S.A. Place a backing material in the envelope to prevent bending, and mark the envelope ``DO NOT FOLD.'' Add all required customs declarations to the envelope before mailing. ------------------------------------------------------------------- 0002 THE PRESIDENTS CORNER We're rapidly approaching the "1 year trial" period for which the volunteer editors of HPVNews committed to bringing you a monthly communication. By the time you read this, the IHPVA board of directors will have reviewed the costs and the feedback related to such an ambitious schedule, and worked out a plan for the next twelve months. We've received comments from several of you about the new format, but I suspect there are a lot of thoughts out there that have NOT been voiced. If you have strong feelings one way or another, now is the time to let them be heard! I'm sure this will be an ongoing discussion for months to come. Another form of input that is needed this fall is in the form of volunteers who would like to become more involved in the organizational structure of the IHPVA: the board of directors. A ballot will come out with your October newsletter, which will need to be returned by November 15 so that it can be tallied. The board consists of 9 seats, 3 of which are filled each year for a 3-year term, Jan-Dec. (The 3 people elected this fall will take office January 1, 1995 and serve through December 31, 1997.) My term, and those of Allan Abbott and Gaylord Hill, will be complete this year. (Chet Kyle, Gardner Martin, and Bill Gaines were elected in the fall of 1992, and their terms extend through 1995; Len Brunkalla, Andrew Letton, and Dennis Taves were elected in the fall of 1993 and will serve through 1996.) If you are interested in running for a board position, now is the time to let us know! In the past, usually because of a time crunch, I've written up a short spiel on each candidate to used on the ballot. This time I would prefer that each candidate write their own, and provide a good, clear picture to go on the ballot as well. Please keep your "campaign speech" to about 50 words or less and send it to the IHPVA post office box no later than September 15, 1994. A board candidate must be a current IHPVA member but no other restrictions apply. An ongoing project that has proven to be a major headache from time to time is the production of a new roster. We have a volunteer who has offered to produce the layout for the next edition, but we've recently added a new feature to our records that indicates that perhaps a few more weeks of delay will pay off. We now have the capability to keep track of not only street addresses and home/business telephone numbers, but also fax numbers and e-mail addresses as well. Many of you have expressed a desire to have some combination of the above available. If you would like to have your home phone, business phone, fax number, or e-mail address included with the IHPVA records, which will be published in for all current IHPVA members use only sometime this next winter, be sure that those items are to me by November 1st. Please indicate a preference as to business or home phone if you are willing to share both, or which one you're including if you only wish to share one. (yes, I know the membership application has room for both, but our database did not have the capability of including both prior to now. Sometimes progress is measured in small steps!) Also by the time you read this, the 20th annual International Human Powered Speed Championships will be history, and we'll be moving full steam ahead (not exactly the right cliche - has anyone come up with a human-powered version?!) into our next twenty years, and hopefully many more. Look for an announcement this fall of a retrospective yearbook, perhaps even with color photos - something you'll definitely want to add to your collection! ------------------------------------------------------------------ 0003 FOR YOUR INFORMATION To promote the use of bikes for fitness, the Exeter And North Devon Health Authority, and the Royal Devon And Hospital Trust pay more for mileage expenses to their Doctors, Nurses and Managers who cycle instead of drive. The rate 50p per mile for bikes vs. 34p if they drive. (Paul Stokes, "Daily Telegraph", U.K.) Batavus, one of the biggest Dutch bike firms, has produced a prototype of a bike for city users. It has no chain but a drive axel. Tires are filed not with air but foam. Frame and seat are fully adjustible, and everything sits on spring suspension. The back wheel does not rest on a fork, but is attached to one side of the frame only. (De Volkskrant 19 Feb 1994 Summary David Sogge) Their has been a lot of talk lately of the new high pressure tires for the 16" wheels. Getting quality rubber for the vehicles that we build has always been a challenge. Arthur Dillon, a house painter from Inglewood, Ca, USA has had to solve an even more difficult problem. His uses 134" wheels. That's not a missprint, His recumbent trike has 11 foot diameter wheels in the rear and a 70-incher in the front. Arthur's first big bike used two "bone shaker" drive wheels. Arthur rides his trike in parades with his 7 year old son Christopher aboard. (L.A. Times Magazine) Havana, Cuba, population 2 million, has switched from cars to bikes. Two years ago there were about 30,000 bicycles in Havana, today their are 700,000 cyclists. Prior to the fall of the Soviet Union, Cuba swaped sugar for Soviet oil. The Cubans, having to cut their petroleum use by two-thirds, bought 1.1 million Chinese bikes. In converting Gasoline stations to bike stations, they have coined a new word: The person who fixes flat tires is called the "ponchero" (from the Spanish "ponche" for a flat) the cuban industry is converting fartories to produce components and bikes. Due to the lack of chrome (and the fact that cuba is the second-largest producer of nickel) nickel plating is used. Officials indicated that the bike will have a permanant role, even if oil should return. ("Velorution" by Nicholas Peck) Tech Tip for Cable ends: When shortening or refitting a brake cable & the ferrule used to stop the end from fraying is lost or damaged, try using a "pop" rivet - Just tap out the pin, leaving the hollow rivet. Slide it onto the cable. Squeeze with pliers. (Malcom Lyon of Bedfordshire, U.K. in "The Moultoneer" ) Bill Gaines, HPV FYI 0\-o :) gainesw@aol.com ------------------------------------------------------------------- 0004 FROM THE EDITORS by Len Brunkalla Right now, it's really the second week of July, from my viewpoint. Deadline of the 15th is in sight, and this HPV editor's life is under a virtual barrage from the very hobby that I enjoy. In my neck of the woods, July is THE most action packed month of the year. It's the 13th, and I've already been in a parade, was a guest speaker at a local club, and I'll be directing one half of a double-race HPV weekend in three days. Sometime before that, I need to complete work on the August issue of HPV News, and get the local newsletter wrapped up as well. Fortunately, there are four days after this weekend in which to prepare for the Camp-N-Ride, followed by a five day break before the monthly WISIL meeting, followed immediately by my departure for Eureka, where I hope to survive the rigors of the IHPSC without the use of a motor vehicle (rental car is not in the budget). I picture myself on some deserted road, near Eureka, wishing I had remembered to pack the other size inner tube. I will have to wait and see how well I survive the "Wild Goose Chase" route that my "free" frequent flyer tickets have in store for my trip. At about the same time, this issue will be ready to go to press. I promise to take notes on as many activities as possible at our shindig in Eureka, so that perhaps our September issue can include stories on the IHPSC. Now that most HPV outings and events for 1994 have been scheduled, planned, or may even have already happened, I would like to plant a thought in your minds (you know, something you can file in your brain just ahead of all that dusty stuff that you've already forgotten) that you can mull over before '95 activities begin. This organization is run by volunteer effort. As is usual, the volunteers are greatly and grossly outnumbered by the members that benefit from their efforts. When an organization of our size depends on less than 5% of its own, to get things done, make things happen, or come up with ideas, the usual outcome is that nobody is satisfied. Volunteers usually get abusively overworked, go unrewarded, and are generally unappreciated. Furthermore, and by all rights, the non-volunteers have no room to complain or criticize the end results, the speed at which activities are carried out, or the progress on duties at the management level. What we really need are more members willing to help things get done. I was never one to volunteer for anything...besides, having a surname that is near the beginning of the alphabet usually meant being one of the first to get drafted into doing whatever it was that needed doing, in school, in scouts, and anywhere else that had access to an alphabetized roster. Volunteering shouldn't be intimidating...it should be intriguing. Although some of the day to day volunteer work of the IHPVA may require a particular know-how in some tasks, many jobs are very simple and don't require a degree or heavy lifting. At the chapter level, if you expect to participate, you should expect to reciprocate and volunteer to help in that or another event/outing. Volunteer organizations only give back what people are willing to put into them. If you give little or nothing in effort, then you can expect very little in return. If you remember seeing the same small group of diligent volunteers time and time again, event after event, remember this-- You can never afford to fire volunteers...but they can always QUIT! To all of our brow-beaten, unsung, heroic volunteers, a heartfelt THANK YOU. For all of you non-volunteer types, nobody wants to hear another complaint from you unless you're willing to get off your butt and lend a hand. So...I'll be looking forward to working with more and more of you in the future. Sincerely, Len Brunkalla managing editor HPV News IHPVA Board of Dir. co-editor Alternative Cycling pres. WISIL HPVers Liason to the Midwest Bike Dealers' Assoc. WISIL HPV Challenge Race Dir. IHPVA 3359... --------------------------------------------------------------------- 0005 ANATOMY OF AN HPV AND AN HPVer by Steve Iles 839 Nimrod Lane Bolivar, OH 44612 USA In 1979, I traded in my backpacks for bike packs. Five years and around 10,000 fully loaded touring miles later, after having punished my body in numerous ways, I'd finally decided that riding an upright was a real pain in the butt, literally. I now had to look for a better way or give up bicycling. The turning point for me was after having just crossed Death Valley, I very sorely peddled my way to Lone Pine, California, where I was relieved to find an emergency room which I immediately visited. Then I limped over to a local motel for a two week sabbatical and recovery before resuming my tour. During my stay, to pass the time, I gingerly shuffled down to the drug store and picked up the latest issue (May '82) of BICYCLING Magazine. Back at the motel, unable to lay any way but face first, I began to read an extensive bunch of articles on Human powered vehicles. This was the answer!! These bikes were going fast I could see, but they were also going comfortable. I immediately sent for a set of Gardner Martin's Easy Racer plans and, upon arriving home in Ohio, I started to work on my homebuilt Easy. After having logged around 4,000 fun filled and truly comfortable touring miles on my new long wheelbase recumbent, I began to long for a shorter wheelbase ride; a smaller package with direct steering. In 1984, I went to my first IHPSC and took one of Tim Brummer's Lightning P-38s for a test ride and was instantly sold on the short wheelbase idea. Before my next summer's tour, I had put together my own short wheelbase design, basically formed around the Lightning design. I raised my bottom bracket a bit from 22" to 24" so as not to heel-kick the front wheel while turning sharply; I hate that when that happens. I also moved the 16" front wheel out away from the rider so as to achieve not only a longer more comfortable wheelbase of 49", but to also get more weight off of the wheel, and at the same time producing what I feel is a more comfortable arm extension to the handlebars. >From my homebuilt Easy, to my third generation compact long wheelbase, one thing that I have not changed is the seat height of 18" to 20". The key word here is seat, not seatback. In that category I've gone from solid Cobra-style seatbacks, to wider fabric mesh seatbacks with the bottom seat pad remaining just that, a solid seat pad, not a mesh extension of the sling seatback. For many short wheelbase designers and owners out there, especially those preferring a 20" front wheel, who are having trouble or awkwardness when trying to place your feet sqarely back down on the ground, consider trying this seat arrangement versus the more restrictive sling design. No matter what your seat height, I guarantee the tip-toe trouble will be alleviated. As an ex-hemorrhoid owner, I also find it a kinder gentler relationship, allowing the cheeks to be forced apart, not forced together. By the way, it's also been my observation that many of the sling/mesh seats out there are ending up with a nice thick piece of padding on the seat pad section, which leads me to believe that there may be some attempt going on here at making this arrangement more comfortable. I have also found it convenient, with this two-piece seat design, that the seperate mesh seatback is easily removed for storage or transportation and shipping. This seat arrangement has also simplified for me, this matter of making shock absorption available on recumbents. In an article published in the September 1983 IHPVA newsletter, I tried for the first time to shed some light on this subject, but met with much opposition, all during a time when I was riding a very comfortable long wheelbase machine. Most of us I would assume, by now, are in agreement that when you're stuck in the saddle and the bump approaches, some means of shock absorption is definitely in order? How much and how elaborate will no doubt remain a topic of considerable debate for many years to come. Being a self-taught builder/designer with a very limited budget, I find it essential to "keep it simple". By hinging my seat pads and installing some form of dampening material underneath, I have achieved all the shock absorption necessary for my needs (1" to 1 1/2"). It would no doubt give more and more road hugging ability to have actual wheel shocks, but when compared to how much more elaborate it becomes to build, maintain and replace these systems, I believe the simpler approach certainly has its merits and is worth considering as a viable alternative. The other evolution that I have enjoyed in my vehicles, is smaller and smaller wheels. Having started with the Lightning type "takeoff", I used the 16" front, 27" rear combination. One of my main reasons for bicycling is touring with large loads. Therefore, to provide a more well balanced, expanded cargo space , my second design used a 16" front and 20" rear. Not only did smaller wheels provide more desireable load hauling space, but has also made the vehicles very compact. I find gearing the smaller wheels no major obstacle, in fact I have achieved wider gear ranges with higher "highs" then when using a 27" drive wheel, but then, that's a whole other article. My only complaint is that 16: tires are still not available in good high quality, high pressure styles. My reason for not using 20" front wheels has to do with inheriting even higher bottom bracket-to-seat height ratios and/or and/or front wheel rider load to handlebar closeness relationships. I realize that there are numerous idiosyncracies on many recumbent designs that can easily be overcome with a little practice, such as under-the-seat steering, tiller steering, direct steering, low bottom brackets, high bottom brackets, ease of getting your feet in and out of either, or heel or toe kicking your steered wheel, etc... I can't help but believe though, that the designs that require the least amount of practice will be the most likely to succeed. Having started my designs on the ever popular and well balanced Brummer Lightnings, I've retained good handling throughout my different machines, and the wheel sizes have made very little difference aside from the added cargo carrying capabilities of which I feel all recumbents just plain win that category over conventional uprights, hands down, no question. I'm not selling bikes as yet, just trying to sell a few ideas that have worked well for me over my ten years of recumbent building and riding. I can't say enough about how helpful, in my earlier days of designing, the IHPVA newsletters have been to me, so I leave you with..."Here are the things that exist- now what can I do with them?" -------------------------------------------------------------------- 0006 BOOK REVIEW by Dennis Kathrens d.kathrens@genie.geis.com "Bicycling Fuel" written by Richard Rafoth MD Many cyclists spend a lot of time and money on their machines maintaining, tuning and upgrading components, looking for the best performance they can can get. Most cyclists understand the need for physical conditioning to increase strength and stamina, but how many of us take time to study what "fuels" work best in our "motors"? Simply eating and drinking whatever is handy keeps us moving, but what foods really enhance our performance? What foods do nothing or actually hinder optimum performance? When is the best time to "fuel up"? Now in one book we have the condensed knowledge and research of a physician who is also a bicyclist to answer these questions about care and feeding of the "organic powerplant". This book discusses (from the cyclist's perspective) the cyclist's nutritional needs and how, as well as when to supply them. The introductory chapters review basic physiology and nutritional theory, while other chapters explain the nutritional requirements of casual riders, commuters and century riders, as well as the needs of serious bicycle racers. There is a chapter providing practical advice on selecting, packaging and carrying cycling food. Finally there are a variety of recipes for meals and snacks designed with the cyclist's special nutritional needs in mind. The third and latest edition has been updated to include the newest advances in the world of sports nutrition. It gives a more unbiased viewpoint on the effectiveness of commercially prepared sports foods and beverages than will be found in advertising claims for these products. And at the back is a detailed bibliography for those who wish to read further on the technical studies of sports physiology and nutrition referenced in this book. In my opinion, this book should be read by all cyclists looking for simple and effective ways to improve their physical performance. ---------------------------------------------------------------------- 0007 WHAT'S UP IN EUROPE? by Steve Iles 839 Nimrod Lane Bolivar, Ohio 44612 USA Having made video tapes of the last three speed championships, and sold them to a small group of mostly IHPVA members, both here and abroad. I've made some interesting contacts in doing so. One such member is `The Senior's' Daniel Bullart, from Herenthout, Belgium. This past year, Daniel and I bartered tape for tape. He sent me a very interesting tape of various European "goings-on", in exchange for a copy of my 19th IHPSC proceedings. With Daniel's permission, I have made copies of his tape, which I am willing to sell at cost. Whether you are planning on attending next year's contest in the Netherlands or not, this is a very informative tape, that will give you some insight into how our european friends view the world of HPVs. I cannot vouch for the quality of some sections, you work with what you've got, but, hey for $6.00...come on you can't lose. The tape is just under 2 hours long, and you can send requests to the same address as the tapes that I sell in the back of each HPV News. You won't be disappointed! --------------------------------------------------------------------- 0008 "HOUSE" BIKE!!!??? ============================================================ BBS: The OPOWD Crowd Date: 06-20-94 (13:21) Number: 2833 From: ERIC HOUSE Refer#: NONE To: ALL Recvd: NO Subj: Recumbent diary day 410: Conf: (22) RECBICYCLE ------------------------------------------------------------ From: ehouse@apple.com (Eric House) Newsgroups: rec.bicycles.rides Date: 20 Jun 1994 19:21:41 GMT Message-ID: Organization: Apple Computer, Inc. Wednesday: Gardner Martin meets me at my office with a new "Gold Rush Replica," his name for the aluminum-framed version of his Tour Easy recumbent. He's offered to loan it to me for the Terrible Two, thinking that the lighter frame will help with all those hills. He's probably right, but I'm not thrilled to be getting a new bike two days before a 300-mile weekend. Still, the steel bike goes off to Watsonville in his van. I have the old rear wheel and my Speedplay pedals on the new frame. All else is new, including the seat: Gardner's made a new, lighter version still using the "thermoplastic" (?) wheelchair padding that's been so wonderful. He leaves me the old seat, though, just in case. The ride home goes well, as does my commute on Thursday. In there somewhere I center the front brake and move the bar-end shifters to a more comfortable angle. Index shifting, which I've used rarely before, works well for the rear, which has a DX derailleur and 7-speed Sachs freewheel. Friday: A single pannier hanging from the left seat support, I leave Palo Alto for Santa Rosa. As my commute has no steep hills, it isn't until San Francisco that I test my new granny gear for the first time, and the second, on which I manage to shift beyond the granny and drop the chain. So I stop in Sausalito hoping, vainly, that a shop will carry N-Gear's "Jump Stop." None does. Then on some long granny-geared hills in Marin I notice a creak with every power stroke. Releasing the rear brake's QR fixes this, and after testing my brakes at the top of the hill I decide to leave it open. I'll figure out what's wrong after I get home. Aren't new bikes great! After 3 Great Cakes, 103 miles and 6:27, I pull into Steve Delaire's driveway in Santa Rosa. Steve builds the Gold Rush Replica frames for Gardner, but where I first heard his name was early in the year when Gardner and I were talking about my doing a 24-hour race in a fully streamlined 'bent. Gardner's Gold Rush was built around 5'7" Freddy Markham, and I'm 6'0". So, it seems, is Steve, who has recently adapted Gardner's McDonald-Douglas (sp?)-designed fairing for his own frames, with results that Gardner says are world-class. They're certainly worth a side-trip; and besides, I have a video-tape of Steve's to return. Steve is working on his "Super 7" bike's fairing when I arrive, so we chat as the epoxy cures. Soon his friend Dean shows up in the bike Steve says shows the most promise. This bike, which looks like a bullet with wheels, took 2nd in the 1-hour race at Bakersfield in April, with 36.? miles. (This is from Dean, who's quoting the official results. Later, Steve tells me that according to the videos made of the race, Dean actually completed more laps. The official winner, while clearly faster, crashed and was unable to make up the time.) Dean is wearing a huge grin, and explains why: he'd caught some snyde remark from a couple of racers on uprights as he was getting out of his driveway, and shortly after had managed to blow by them with a 20 mph advantage. When the Super 7 is ready to roll, we ride to the top of a gentle slope nearby. When all traffic is clear, we push off together to see who can coast fastest. After maybe 50 yards the race is over, with Dean out front and me way OTB. When the grade drops to maybe 2%, I'm forced to begin pedaling, but the other two coast another 1/4 mile to the local junior high. Later I ask Steve how much of the 25% (or more) speed advantage his bikes had was due to their 50-something weight. He says it's all aerodynamic, and shows me a 100-lb. unfaired bike that he says is slower on the same hill than my bike with its tiny Zzipper front fairing. At the school I get to try Steve's bike. After changing into a borrowed pair of shoes, I squeeze myself in. Steve walks me along for a few yards and lets me go, at which point I crash. The bike's body protects all of mine but my hip, which protrudes like lead out of a pencil. At least I was going slowly. The problem is that the Super 7 (which, BTW, Steve sells for something like $4000) is steered via cables connecting the bars to the forks. For some reason the mechanism feels different and takes getting used to -- and not just for me :-). Pretty soon I'm riding in circles around the basketball court, slaloming between the poles. But when I turn around, having decided I need practice going counter-clockwise, I crash again, this time going faster. Since I don't want to start the next day's ride too banged up, we head back to Steve's house. After a bag of chips and maybe an hour talking 'bout 'bents, stream- lining, the IHPVA's problems and whatever else, I get ready to leave. Steve notices that the drive-side flange of my rear hub is cracked. Given the amount of climbing in the Terrible Two, and the quality of some of the roads, this is not good. Shit! And I can't even blame this on having an untested bike. Ten or so miles later I reach Lou Salz's house, where I've been offered shelter for the night. Lou, as it turns out, also has a spare 126mm rear wheel, and is foolish enough to trust me with it. After I've showered, we swap wheels; then I eat half his month's supply of pasta, and we chat and watch some Scarface from the LAPD pat himself on the back for arresting O.J. Simpson. I have a real bed in Lou's spare room, and an alarm set for 4:00. Still, I sleep far better than usual before such events, particularly given the rash on one hip. Thanks, Lou!! Saturday: The alarm sends me packing, sunscreening, and banana- chomping. I'm on the road by 4:40, and reach Willowside school at about 5:00. There I check in, chat with a few folks, and hang out waiting for Don Gray and Luke, who are crewing for the other 'bent rider in the event. Luke works for Gardner, and is bringing a little frame pack that I *really* want to trade for the 10+ lbs. my pannier must weigh. They show a bit late for my taste, and I'm fiddling with my bike through Bill Oetinger's directions to the riders. That's ok: I've heard them twice before. At 5:30 we leave, over a hundred strong thanks to the ride's having been added to the California Triple Crown list for the first time. We string through town, and as the front begins to get out of sight Victor Czech rides up alongside me. I finished second to Victor last year, when he failed by under 15 minutes to set a new course record. Though he dropped me hard on the second long climb, we chatted long enough at the finish that he recognized me -- or maybe it was just my white shirt -- in spite of my being on a 'bent. This year Victor's rumored to be determined to break the record, and has been training for the purpose. He's also riding a 15-lb. bike, with neato features like 24-spoke wheels. After all that, he managed to oversleep and start a few minutes late, which is why he was passing me back in the middle of the pack. But we didn't talk too long, and soon he was as out of sight as the rest of the early leaders. Soon we were headed up Trinity Grade. I did fine, passing a few people, but was already using my lowest gear (reduced to a 26x26 by Lou's smaller freewheel). On uprights I've managed this hill in far higher gears than I'd need later, and so worried a bit. After Trinity I dropped down Oakville Grade into Napa Valley. Ahead two riders worked together along the flat valley floor, and soon were out of sight. After a while a large paceline caught me, and Bill Oetinger (doing the ride for the first time after years of enabling others to do it) suggested I hop on. Having convinced myself that I can't draft with my wheel so far out front and out of sight, I just hung out 5 yards back enjoying the psychological pull -- and in this way reached Calistoga and the first rest stop. Handling rest stops when you're in a hurry is an art, and one in which a recumbent helps by allowing me to ride with one hand. At every stop I filled my bottles, stuffed a small amount of food in my front pocket, and then headed out with a handful of fig newtons in one hand. For the next 5 minutes I may only ride at 90%, but it's a lot faster than standing still. And surprisingly, riding on the 'bent is a lot more relaxing than standing at a rest stop in cleated cycling shoes. So, I was halfway to the Geysers climb before the same paceline caught me again. This time I took my place in the rotation, and did seem to be getting some advantage from the bike in front of me. It took more concentration, though, to maintain distance; perhaps this would change if I had enough experience to know without thinking how long my bike is and where its front wheel ends, as of course I do after thousands of miles drafting on an upright. Once we hit the climb and shifted down, I began to pull ahead. The first time I tried to shift into my smallest gear I managed to shift into the spokes instead (sorry, Lou!), but recovered before much damage was done and kept going. For the remainder of the ride, every time I shifted onto the largest cog *or* onto the granny ring I'd grit my teeth and pray that nothing went wrong. Nothing did -- but there were many short hills I grunted up in gears too big because I didn't want to risk the shift. Though I did leave all but one of the paceline behind on the hill, I otherwise held my position to the rest stop at the top: I could see riders ahead and behind, but neither passed nor was passed. After the stop, though, I never saw as many people again, both because there were no more places from which to see that much road and because people get more strung after the Geysers. On the back- side, then, I caught one rider -- and nearly went down in the deep gravel on that always-under-construction road. Another caught me just after we emerged onto the valley floor -- but I sped up, and wound up towing him and another rider to lunch. I left the lunch stop maybe four minutes after reaching it with full bottles and pocket and left hand -- perhaps to the disappoint- ment of the people checking out my bike (the guy who guessed aluminum was right.) Just as the road began to climb I was joined by two other riders, both of whom had been on Mr. Bill's Nightmare two weeks before. One was the guy with whom I'd climbed Bohlman/On Orbit, and the other the T2 vet who doesn't like my shirt, and who dropped me on Alba. This time, though, I was having the better day. By the second of the three major climbs I was alone, and didn't see either of them until sometime after I finished. Maybe I should have tried harder to find a real jersey without back pocket seams -- but the guy probably doesn't like getting dropped by 'bents either :-). I reached the Annapolis stop to find two riders talking with the support guy, and two others disappearing across the bridge. The conversation suggested we were among the first 10 to reach this point. I asked how Victor was doing, and was told that he and a friend were out in front, but that Paul Solon was gaining on them. Solon was supporting himself in full RAAM style, with a van and four bikes that he traded off for climbs, downhills, flat stretches and whatever. He was gaining primarily by blowing through rest stops without stopping, so that when I got to the finish and looked at the chart on which they track each rider's progress there were only "?"-marks instead of times entered in Solon's row. One could, of course, blame staff negligance for this, since Solon's van has his name on the side in 8" letters; if they'd bothered to read they could have figured out who it was and reported the time correctly :-). (When I arrived the finish area was still buzzing with the aftermath of some sort of argument Solon had started. He'd accused Victor of cheating by drafting a Winebego on Hwy 1. At first I was amused at the notion that someone who fields a full crew at a non-race whose organizers request that riders not bring crews would protest anything, particularly after refusing even to check-in at stops. Then it seemed funny that someone could be taking what is in effect just a long century ride seriously enough to file a protest. After a while, though, I began to wonder what Solon had seen to make him think Victor had cheated -- he'd never been within sight of him, after all. And I finally realized that Solon must have had a second vehicle out there keeping tabs on the frontrunner. "Spying," as it's called, is a pretty common tactic among RAAM racers with money to burn, but to use it on a century is a bit hard to comprehend. Maybe when you've won RAAM once only to DNF a bunch of times afterwards you start to lose perspective. Or maybe he was just training his crew. Whatever it was, it kept the ride organizers and riders plenty amused -- and very happy with the outcome.) I tottered in in 12:56 (unofficial), good for 6th place by my uninformed count. Thanks perhaps to being on a 'bent, and certainly in part to the weather, I felt far better than after either previous ride. Lou was there, and soon after Steve pulled up in his yellow Super 7 -- from which he'd removed the scratches I'd contributed yesterday. After washing my face I settled down to eating everything I could find, pausing on occasion to talk to one of them or to answer questions about the bike. A lot of people, however, had no questions; they wanted only to remark that they'd now have to lose their old notion that, somehow, recumbents can't climb. The other 'bent rider, Ron Bobb, finished just 15 minutes outside the time limit after a very fast final 20 miles. He won't get an "I did it" T-shirt this year, but still did far better than many others on their first try, and damned well for a "48-year-old bassoonist," as he described himself. I got my cracked wheel back from Lou at the finish, and then hitched back home with Ron and Luke and Don rather than risk having the flange break on the ride south. So I got fewer miles in than last year, and didn't place as well -- but I had at least as much fun. The Terrible Two is a great ride ride no matter how you do it. **************************************************************** Eric House "My employer doesn't share its opinions with BMB in '94? me, so I can share only mine with you" ============================================================= BBS: MidWest BBS Date: 06-29-94 (20:43) Number: 54 From: ERIC HOUSE Refer#: NONE To: BILL COYNE Recvd: NO (PVT) Subj: Terrible Two article Conf: (133) INTERNETMA ------------------------------------------------------------- @SUBJECT :Terrible Two article @FROM :ehouse@apple.com Date : Wed, 29 Jun 94 15:30:03 -0700 >From : Eric House To : bill.coyne@mwbbs.com Subject : Terrible Two article I faxed the story to Gardner, and his lack of response means either that it's ok to print it or that the phone system is dead. Probably the former. There are, however, a couple of things that I'm not sure people will "get" if they haven't been reading rec.bicycles.* for a while. The first is the jokes about my white shirts. I get stopped on the street by people who can guess who I am because of this, but HPV News readers aren't among them. Second is about the guys drafting me on Hwy 1 without permission. There was a thread in *.racing a few weeks ago in which a number of self-styled racers complained about "freds" (ie guys in white shirts) drafting without asking permission first. One poster even bragged about having run a wheelsucker into a ditch for his unsocial behavior (and was universally condemned for it, I'm happy to note.) Please don't leave me exposed to naive accusations that I'd run someone off a cliff. I'm also a bit concerned that my comments about Simpson's arrest make it sound as if I'm sympathizing with him, which is neither true nor PC. If it strikes you that way and you can think of a way to change it, please do so; I'm drawing a blank right now. And of course, please feel free to edit as fits an audience rather different from the one I envisioned as I wrote. --Eric House --------------------------------------------------------------------- 0009 Cowichan Bay Boat Festival June 18, 1994 Friday was a beautiful day here in the Pacific NW. Big puffy clouds separated by large expanses of blue sky, light breezes and temperatures in the low 70's. It made for a delightful trip on the newly refurbished Victoria Line ferry from the Seattle waterfront through Puget Sound, past the islands and on to Victoria, BC. The decor, food at the buffet, seating and ticket price ($66 for car, canoe and 2.5 people) made this mode of travel to Vancouver Island the* best way to travel. Much better than even the Princess Marguerite in the old days. Too bad the only departure time to Victoria was 1:00 pm. Reached Victoria at 5:30 and, being last in line, went through Customs by 6:30 pm. After driving through Victoria (it's wonderful how the lights are timed so that you stop at each and every one :-(), we made it out of town and along the winding semi-freeway over Malahat Summit (some 300+ meters elev.) with stunning views of Saltspring Island and the Canadian Gulf Islands between the tall Douglas Fir trees. The town of Cowichan Bay was found several miles from the main highway hugging the coastline. The "downtown" was a short strip of buildings (restaurants, a grocery store, a hotel, a boat building company, a couple of "lounges"/ taverns, and an assortment of boating-related shops and facilities. Towards the west end of town is the Maritime Center. It consists of a string of buildings joined by a high pier extending into the bay, with an aquarium building near the end at water level, with the whole area somewhat reminiscent of the waterfront in the movie "Popeye" (the one with Robin Williams). Each of the small buildings along the pier contained displays of historical maritime stuff: canoes from long ago to the present, outboard motors from day 1 to present, etc. Very nicely done and quite extraordinary for a town of this size. The Maritime Center also offers wooden boat and ultra light canoe construction classes, producing some very nice boats. We checked into The Inn At The Water, located at the east end of town and adjacent to a gravel beach and a marina. Dinner was found at the restaurant at the top of the hotel, where we enjoyed an excellent view of the bay and a gorgeous 9:30 pm sunset. Saturday morning greated us with a light drizzle, the kind you expect to last for days. After breakfast I walked over to the Maritime Center and found Bob Simons and his lovely wife Catherine setting up a table, TV, VCR and other HPV-related displays. Turns out that Bob and his wife also made up some beautiful T-shirts (free for the participants, $10 and up for everyone else), using (with permission) the pedal/propellor logo that Phil Thiel came up with a few years ago for the now-defunct Pedal Powered Potlatch. Bob offered to help me unload my canoe from the top of my minivan. To get there we walked past about 15 pairs of costumed people engaged in a "Fast and Furious" boat building contest between the restaurants, where they were required to only use non-power hand tools and the materials provided by the contest organizers, while wearing costumes. These included "Paradux" (a pair of duck-costumed men), "Sinbad Sailors", "Elvis", "Cows" (two women wearing black-spotted white shirts, bike shorts and udders), "Flaming Cocoanuts" (two guys in grass skirts wearing cocoanut brassieres and claiming to not be in drag), etc. We drove back to the parking area joining the beach by the hotel. Upon arriving, we found several other HPB people and their boats, including Greg Holloway (with a Kawak), and a couple who own De.Bru Sales who now sell Aqua*cycles and brought along a couple of them. The Aqua Cycles look like upright bikes supported by twin pontoons with a flat platform between the bike frame and the pontoons. The handlebars connect to a front steering rudder, and the pedals connect to a vertical propellor unit. The drizzle was stopping and starting from time to time, and began to look like it might eventually end. After unloading the canoe and walking/rolling it to the beach, Bob took some HPV videos I brought and headed back to the Maritime Center. I completed assembling the paddle wheels and fenders, and launched for my first salt water canoe trip. The water in the bay was pretty smooth, interrupted only by some slight ripples and waves from the rain drops. It was pretty quiet, too, with only the occasional muttering from an outboard motor, or the ruckus from the boat building contest on shore. Dakanu (the name my wife gave to our canoe) performed very well as I headed into the outer section of the marina, with an immense wooden breakwater wall on my right and 20 to 30 foot sailboats docked on my left. As I approached the west end of the marina I was left with two choices. Either I had to back up about 200 yards of narrow (8 feet wide) channel, or head between the pilings supporting a high pier and try to exit to open water. Considering that the pilings were about 7 feet apart, I decided to chance it! Luckily there was no wind or wave action to fight against, otherwise I'd have probably been in trouble. As it was, the canoe barely made the turn at the end, which was otherwise blocked by a tug boat. I headed over to the Maritime Center, and tooled around the area waiting for some other HPB'ers to arrive. Bob Simons already had his Kawak in the water, but no one else was there yet. Figuring that this was a good time to explore, I headed west towards a scattered set of pilings and log rafts. The poncho I was wearing was absolutely perfect in keeping me dry during the drizzle. There are two grommets in the front lower corners which I stuck on the support shafts for the fenders, thus keeping it out of the way and keeping my legs dry while pedaling (recumbently, of course). After cruising around the pilings I started back, taking a route further out into the bay. As I approached a cluster of wooden pilings about 20 feet high I noticed that one of the logs was taller than the others by a couple of feet, and that the top was white. As I got within a couple of hundred feet I recognized that it wasn't a log after all - especially when it spread its wings and majestically took off in long sweeping arc towards the shore! Seeing a bald eagle in the wild can certainly bring a thrill to one's soul. Meanwhile, Werner and Jeanette Vogel (sp?) arrived with their large inflatable catamaran, the Aire Ocelot, and Bob Stuart with his Kawak (a Current Designs hull with Bob Stuart's beautiful drop in drive unit), and the couple with their Aqua Cycles were now cruising about. The group started giving rides to interested people, and my wife and I took pictures of the vehicles. BTW, I'll be placing some pictures from this event in the HPV archives, either tonight or tomorrow, modem connection permitting. Everyone was having loads of fun just cruising around the docks, around the anchored boats, etc. Steve Roberts (of BEHEMOTH and TechNomads fame) arrived with his newly purchased trimaran (3 hulled) Fulmar 19. About as nice a boat as they come, his combination sail and pedal-powered two person "super kayak" appears to be reasonably fast under pedal power and easy to control under sail power. While it doesn't have a cabin, Steve said he intends to sleep across the hulls on longer trips on the stretchable fabric skirts covering about half the open space between the central hull and the two outriggers. Being that he just picked it up the previous day, the only "tech stuff" that Steve had on the boat was a hand-held GPS that he used to compute speed. From his measurements later that day, he found that he could get over 5 knots just pedaling. I took a break for lunch with my family, and we watched as the "Fast and Furious" teams put the finishing touches on their crafts and posed for pictures. At this time the rain took one last dump and the sky began to clear up. My wife and son headed for the Kids' Boat Building area and I went back to the HPB dock area where I found the "Brown Bag Dinghy" races in full swing. This race consists of a person with a brown paper bag over their head rowing a small dinghy under the direction of another person at the stern (rear) of the dinghy around a course of a couple hundred yards and back to the dock. It was loads of fun for the spectators to watch, especially at the start (total mayhem) and at the end, at least for everyone but Bob Stuart, whose Kawak was at the edge of the dinghy docking area and subject to several direct hits by misdirected high speed dinghies attempting to reach the dock. After the dinghy races was a parade of Fast & Furious teams and audience tothe beach by the Inn. The HPB contingent went by way of the water for a better view of the events, along with about 20 other pleasure craft. By this time the sun was making a decisive appearance, and a moderate breeze had come up. When we arrived at the beach area it was kind of a fun struggle trying to maintain a fixed position relative to the course markers without colliding with someone else. Anyway, the F & F boats all made it to the first marker before disaster struck the first contestants. Their boat capsized, and they were fished out of the water by one of the watching pleasure craft. Another boat lost its mast and sail, but managed to complete the race under paddle power. The last boat to finish was the Elvis one, where their sail was pushing them one way while their paddling efforts were going the other. The HPB's headed back to the Maritime Center for more demo rides, and I traded Dakanu for Bob Stuart's Kawak for a test run. The Kawak is a stiletto-shaped kayak with a floor mounted seat and a drop-in pedal propellor unit. With the hull not much wider than the seat, it uses two small outriggers for excellent stability in the water. I found the drive unit to be extremely smooth, and the craft to be very quiet (compared to my noisy paddle wheel) and quite fast and responsive. I had a good time skimming along the water, around the anchored sailboats, etc., even through the breezy afternoon. On the other hand, Bob had a little trouble with the rudder on Dakanu and, while he was attempting to fix it, a freak gust of wind hit the canoe, caught the fenders and caused the canoe to capsize! Luckily Bob was quite close to a boat at the dock, and by the time I arrived the people on that boat had fished Bob out of the water and were trying to tow the canoe back to the dock. We fished the fenders out of the water as they had been floating away, and turned the canoe back upright. As luck would have it, most of the items that were loose in the bottom of the canoe were still there - including a pretty heavy pedal unit I was nearly finished building! However, I did lose a set of tools and the pedal cranks for that unit, and attempts to fish them out of the 20 or 30 foot deep dark water with a magnet produced only barnacle encrusted garbage. Oh, well. Accidents happen, and I think that I'll put more thought into adding outriggers to my canoe, too. Everyone agreed that the Cowichan Bay Boat Festival was an excellent event at which to have a Human Powered Boat gathering. This was the first time that propellor pedal boats were at Cowichan Bay, and everyone was fascinated by them. All in all, an excellent affair. Thank you, Bob Simons, for putting it all together. Michael Lampi MDL Corporation lampi@mdlcorp.com 15301 NE 90th Street (800) 800-3766 Redmond, WA 98052 (206) 861-6700 USA (206) 861-6767 FAX -------------------------------------------------------------------- 0010 Bike Shareware ========================================================== BBS: MidWest BBS Date: 06-16-94 (17:12) Number: 6798 From: KEVIN JARRETT Refer#: NONE To: ALL Recvd: NO Subj: BIKE SHAREWARE FOR YOU!!! Conf: (131) Bicycling Hello, everyone! I have a collection of nearly 70 cycling-related shareware programs available to ANYONE who sends me three 3.5" DOS- formatted diskettes and a postage paid return mailer. I have personally tested every one of these programs, they are certified VIRUS FREE and are NOT junk. Well worth the few stamps you'll need to get them... Interested? Send me the diskettes: Kevin Jarrett 2 Hampshire Court Sicklerville, NJ 08081-3049 ALL of these files are available on THE CASINO BBS, 609/485-2380, and some are on COMPUDATA, 609/232-1245. The descriptions are truncated to get all of them listed in one message. 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BIKEBBS.ZIP 2064 03-21-92 Listing of bicycle-related BBSe BIKEBOOK.ZIP 17162 02-20-89 Books on cycling BIKEFIX.ZIP 137323 02-19-93 From Rick Duncan Bicycle Tune-U BIKEGEAR.ZIP 14450 02-07-93 BIKEGEAR gearing calculator wit BIKENET.ZIP 2990 02-07-93 List of FIDOnet BBSes that carr BIKEORGS.ZIP 4805 10-19-89 Listing of cycling-related orga BIKEPCX1.ZIP 321887 01-31-93 Cycling PCX images, file 1 of 3 BIKEPCX2.ZIP 290768 01-10-93 Cycling PCX images, file 2 of 3 BIKEPCX3.ZIP 239385 01-10-93 Cycling PCX images, file 3 of 3 BIKEPRO.ZIP 348834 02-07-93 Interesting Bike Log program, a BIKEWAYS.ZIP 3693 02-07-93 John Forester article on bikewa BIKE-CAT.ZIP 17892 02-07-93 Catalog of bicycle books from S BIKE.ZIP 139192 02-19-91 Interesting program that illust BIKE_BBS.ZIP 50467 02-07-93 The introduction material of tw BIKE_ORG.ZIP 4960 02-07-93 Listing of bicycling organizati BIKSTORY.ZIP 4093 02-07-93 Fictional story of a bike race. BIKVIDEO.ZIP 2460 02-07-93 Video offer: Mountain Bike Ana BODYFAT.ZIP 12258 03-21-92 A simple program that estimates CANADA.ZIP 1592 02-07-93 Book catalog, West coast, Canad CAN_MAP.ZIP 1490 02-07-93 Bicycle touring maps list, Cana CATEYFIX.ZIP 2284 02-07-93 Text file with instructions on COLDGEAR.ZIP 15543 01-29-93 Echo mail thread on cold-weathe COMPETE.ZIP 5365 03-21-92 Information helpful to anyone w CONTACT.TXT 6074 02-19-93 Useful contacts for bicyclists. CYCLELOG.ZIP 94548 02-07-93 A very BASIC and SIMPLE bike lo CYCLTERM.ZIP 2865 02-07-93 Text file with cycling terms. ENVIRON.ZIP 6260 02-07-93 John Forester on: Cyclists and FMATE105.ZIP 198939 08-25-92 ????????? AVOCATION TECHNOLOGI FMATE21.ZIP 200320 02-21-93 ??? 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QNet3 ILink: Compu-Data * Turnersville, NJ * (609) 232-1245 -------------------------------------------------------------------- 0011 MY HPV This is my first recumbent. It has been my obsession for the past three years, one for its design & construction, two for its evolution to its present form. Its final specs are: Construction: frame- steel tube space frame, 1/2 & 3/8 x .035 wall thickness, brazed joints. Fairing- 6 mil polyester attached to aluminum bar frame with double-sided tape (fairing doesn't turn with handlebars) Weight:37 lbs with fairing (33 without) Wheelbase: 65" Wheels/tires: front- 24" x 1" (actual diameter 22") rear- 700c X 28mm Most of the changes involved the steering. The bike started out life with under-seat handlebars & 72 degree head tube angle. I found that starting out & low speed control was difficult because of the slowness of the steering; the long handlebars needed to clear the seat made for exagerated arm motions to keep the bike balanced. I changed to 59 degree head angle & fork mounted handlebars ,lowering the pedals 3" in the process. The lowered pedals helped for hill climbing, but the steering was still too slow & required large side motions like a sailboat tiller, which I found unnatural. I now use a universal joint clamped in the fork to bend the steering column back 28 degrees & an additional bushing to support the column near the handlebars.This gave me short (13") bars & quick steering, & also allowed me to lean the seat back further (it's now 33 degrees, against its original 15) for lower frontal area. The bearing support superstructure proved a handy place for the rear fairing mount, & the steering system made a frame-mounted fairing much easier to do, as all handlebar motion happens behind rather than under the fairing. It also provided a close-at- hand spot for water bottles & shift levers. Coast test on a 8% grade, 40 foot vertical drop hill show a 2mph increase in maximum velocity over my Cannondale touring bike ridden in a full tuck. I continue to fool around with the fairing shape but have enough confidence in the rest of the design to spring for a paint job, after two years of trying to keep the rust at bay with WD-40! I'm dying to hook up with local HPV owners & builders to compare notes & swap rides; please call or write: Rich Sadler 1173 Doylestown Pike Quakertown,Pa 18951 (215) 536-7529 -------------------------------------------------------------------- 0012 CALENDAR AUGUST 1994 1-7: 20th International Human Powered Speed Championships, to be held in Eureka , California, USA. All venues within 6.5 mi / 10km of host hotel! Events to include a Relay Race similar to that at the ASME Collegiate Races (but 100 mi / 161km long!) and a Trade Show/Expo -- reserve your booth space soon. Contact: Al and Alice Krause, Redwood Empire HPV, 2338 18th Street, Eureka, CA 95501 USA. Phone: (707) 443-8261, FAX: 444-2579 20-21: Great Lakes HPV Racing Series events in Windsor and Delaware, ONT., CANADA. Contacts: Gaylord Hill (517) 263-5803, Don Barry (317) 831-8798, or (?) Dennis Taves (416) 601-1124. 25: Second European Seminary on Velomobiles. Main subject: Safety and Design. Invitation and call for papers (title and summary due by Mar. 31, 1994) . Seminar language: English (contributions in German accepted with second summary in English) . Need not be present to submit article to proceedings. Held in conjunction with Euro Championships in Laupen, Switzerland. Organizers: Future Bike - see below. Specific questions: Theo Schmidt, Phone: +41-33-37-19-12 26-28: European HPV Championships. In addition to the standard races, the event will include long distance (50 km and 100 km) races and the first ever HP Rail championships. To be held in Laupen, Switzerland, 30 km WSW of Bern. Contact: J.rg H.lzle, Future Bike Spitzackerstrasse 9, CH-4410 Liestal, Switzerland. FAX: 33-28-30-39 26-28: International Human-Powered Vehicle Symposium 1994: The Museum of Flight and Flight Research Institute with the American Institute of Aeronautics and Astronautics invites all aviation engineers, enthusiasts, and students to "To Fly Like a Bird", an exhibition at the Museum of Flight. To include presentation of Technical Papers, Demonstrations of HPVs of all kinds, and Exhibits on the progress of human-powered flight. Those interested in participating or attending should contact: Museum of Flight, 9404 East Marginal Way S., Seattle, WA, 98108 USA. Phone: (206) 764-5700, FAX: -5707 27-28: NOTE: New date, name, and contact person! '94 Lake Hamana Solar & Human Powered Boat Race. Hamanako-kyoteijyo (Lake Hamana Boat Race Stadium) , Arai-machi, Hamana, Shizuoka-pref. SPB: 30 min. and 1 hour endurance, 200m sprint. HPB: 200m standing start sprint race. Contact: Marine Sports Foundation, 3380-67 Mukojima, Arai, Hamana, Shisuoka, 431-03 Japan. Phone: 053-594-1813, FAX: 053-594-6510 28: 9th Annual Kinetic Kontraption Race for Special Olympics to be held in Ozark City Park, MO, USA. A one-day race similar to Kinetic Sculpture races; vehicles must be amphibious, human powered, and fun -- awards for speed, engineering, spirit, and more. Contact: Special Olympics (800) 334-7607, Ozark Chamber of Commerce (417) 485-6139 or -2328, or Ozark Jaycees, P.O.Box 241, OZARK MO 65721, USA SEPTEMBER 1994 2-4: 5th International Cycle History Conference covering all aspects of cycle and cycling history, including, but not limited to: design, innovation, and manufacture, collecting and studying of old cycles, toys or transport?, the place of sport leisure, work, health, and economy, individual and industrial biographies, and more. Contact: David Patton, Chairman F.I.C.H.C. Organizing Committee, Department of Geography, University of Cambridge, Downing Place, Cambridge CB2 3EN ENGLAND. Tel: (0223) 333399, FAX: -333392, [International: access code-44-223-333...] 6-10: Pro Bike * Pro Walk '94, Portland, OR, USA. The Eighth International Symposium on Bicycling and Walking. Sponsored in part by Cycle Oregon. Contact: Bicycle Federation of America, 1506 - 21st St. NW, Washington DC 20036 USA. Phone: (202) 463-6622, FAX: -6625, e-mail: bfa@igc.org or bikefed@aol.com 9-12: INTERBIKE - Bicycle industry trade show. Held at the Anaheim (California, USA) Convention Center (and also on the east coast; see October) Contact: Interbike at (714) 722-0990 10: The Great Kinetic Sculpture Race: Omaha. This event was canceled in 1993, but will rise from the ashes better than ever in 1994. Contact: Evan Mills (402) 496-1371, POB 3770, Omaha, NE 68103 USA 17: The Annual Newark Day Parade last year had 180 entries and over 75K spectators, making it one of the largest parades in Northern CA. Greg Clark organizes a Unique Bicycle Entry and welcomes all HPVs. BBQ for all riders to follow parade. Contact: Greg Clark 37420-B Cedar Blvd., Newark CA 94560 USA. Phone: (510) 791-1811 25: Great Lakes HPV Racing Series event somewhere in Ohio, USA (exact location TBA) . Contacts: Gaylord Hill (517) 263-5803 or Don Barry (317) 831-8798. OCTOBER 1994 3-5: Sustainable Transportation and S/EV '94 Symposium and Trade Show at Rhode Island Convention Center. Keynote speakers: Amory Lovins, David Freeman, and Robert Stempel. Contact: NESEA, 23 Ames Street, Greenfield, MA 01301 USA. Phone: (413) 774-6051 TBA: Port Townsend Bay Kinetic Sculpture Race. Contact: Lyn Hersey, P.O. Box 451, Port Townsend, WA 98368 USA. Kinetic Hotline: (206) 385-7740 9-11: INTERBIKE - Bicycle industry trade show. Held at the Pennsylvania Convention Center. Contact: Interbike at (714) 722-0990 NOVEMBER 1994 12-13: The ACT HPV Challenge at the Sutton Driver Training Centre, with the following events: Slalom, hill climb, Jr. criterium, shopping event, sprint, practical judging, dual sprint, hill descent, open crit., relay, and road race! Contact: ACT HPV Challenge, c/o Wayne Kotzur, 7 French St., Hackett, ACT 2602 Australia or dclarke@canberra.fred.edu August/September 1995 25 Aug.-3 Sept. (tentative) : 21st World HPV Championships, to be held in Eindhoven, The Netherlands. Visualize an entire shipping container of vehicles from North America or your continent. Start planning now, and we can make it happen! Contact: Simon Stevin, t.a.v. WKHPV, W-hoog 1.07a, P/O BOX 513, 5600 MB Eindhoven, NETHERLANDS. Tel: 0031-40-473313, FAX: 0031-40-437175 Additions? Comments? (Criticism?) , please call me, or better yet, drop me a post card with all the details so I can include it in next month's issue. I need information on events in other parts -- in particular, details on The Swiss Tour de Sol, Australian Pedal Prix, and other events outside the USA. My deadline is now the 10th. of each month, so items received after that will be in the issue two months following. Andrew M. Letton HPV News - Calendar P.O. Box 294, Whitethorn, CA 95589-0294 USA (707) 986-7315 (home) , (510) 449-0426 (work, message) ----------------------------------------------------------------- 0013 READER'S FORUM Friends: Has there been any good articles about HPVs in use as tourist vehicles in attractive places? A friend here wants to make a two-seater that looks like a famous british car, a Morris Minor, to rent out to visitors. Has this been done? I hope to build a trike, and I'm looking for simple plans. Robert Stowell R.D.1 Kerikeri New Zealand There was someone here in the USA that made a fiberglass copy of a 1969 Cadillac, and made a four-man HPV. I also received a picture from a Michigan correspondent, that came off the AP Wire. The photo was of a two-man Mini Cooper HPV, cruising down the streets of Beijing, China. Unfortunately, the price for permission to run the picture, was greater than the thousand words to write about it. Send for a copy of our source guide if your looking for plans for a trike, but keep in mind that simple is a relative term. Len Dear IHPVA, I am very glad to now be a member of an organization which promotes the study and practice of human-powered technologies. I recently received a letter from another member who'd read my first letter to your organization. In this letter, he inquired as to how I incorporate the human-powered element into my small-sized food production business, also indicating that he had been working with various commonly available parts and equipment to develop similar applications. I was really delighted to receive such a letter and took this same letter on a short road trip recently, with the intent of answering while enroute to my destination. In the process of travel, I misplaced the letter, and would still very much like to write to this individual. The fellow who wrote to me, is an IHPVA member in Kansas. Perhaps if this letter is published in the letters section of Human Power, or HPV News, we can re-establish contact, and I can answer his questions in earnest. Thanks so much. Keep up the good work! Sincerely, Michael Harte 716 N. Briarwood Ct. Ft. Collins, CO 80521 (303) 495-1902 Messengers of the IHPVA, Great news from Italian connection. In April, in Florence, we have organized two exhibitions of human-powered vehicles. One was in the Palazzo Vecchio, on April 23, the second on April 30, in the Palazzo Medici Riccardi- the most beautiful Palace in Florence. The exhibition had a big resonance in national television and newspapers. Present in the exhibition were two HPVs of Eucinetica Group, the recumbent bicycle designed by Giovanni Cirnigllaro and Lorenzo Grassi, and the folding bicycle of A. Belli. Another vehicle was the product of the Scuola di Specialisation in Disegno Industriale (the School of Specialisation in Industrial Design) of the University of Florence. During this exhibition, we presented the activities of the IHPVA to the public, television and newspapers. These first exhibitions have created a big interest in IHPVA activity. For better diffusion of the IHPVA idea, we are promoting an Italian magazine on HPVs, because in Italy, American HPVs are not so well known. Can we translate and issue some articles for HPV News and Human Power? So...now we need some materials like posters, or postcards for advertising the IHPVA... Sincerely, Giovanni Cirnigllaro pres. Eucinetica v. Roccettini, 20 50014 Fiesole (FI) ITALY tel 011 39 55 59126 fax 011 39 55 2011704 Congratulations! We would be glad to get articles submitted from "the Italian Connection". Just be sure that articles are original, or that you get written permission for reprinting for articles from other sources. We wish you the best of luck with Eucinetica, and Italian HPV. Looking forward to hearing more soon. Len DEAR IHPVA I purchased this recumbent second hand. All I know is that it was made in Columbus, Ohio. Do you have any information on this kind of recumbent? I would also like to replace the strap-on seat with something more durable. Your address was in the May issue of Electronics Now magazine. At this time, I know of no other source on the subject. Thank you, John Brawley P.O.Box 57-280-518 Marion, OH 43301 Dear John, Judging by the drawing that you sent with your short description, my guess is that you may have an Infinity. If that is the case, then your r-bent may have come from Columbus, Ohio, or Columbus, Indiana, but, if it is an Infinity, it was made in Mooresville, Indiana. You may want to give Don Barry a call at Ace Tool & Engineering ( phone (317) 831-8798 ) to verify your r-bent's pedigree. Len to Bill Gaines, c/o HPV News When some record is broken, I would like to see more details than "just the plain facts", such as was given in the June issue regarding Pete Penseyer's 601.6 miles in 24 hours. I would like to know MORE details, such as what kind of vehicle, background of the rider, where it took place (what track, road, location, etc.) and especially pictures..several! which would be most helpful in understanding and appreciating what the event was all about. Recumbently yours, Melvin Wenzel 11141 W. Mallory Ave. Hales Corners, WI 53130-1235 Melvin, Look foward to a complete report on this record after the Records commitee has received and approved Pete's new record. I would like to thank the event organizers, volunteers and IHPVA observers for working hard to put on a great event. Bill Gaines FYI Editor to Len Brunkalla HPV News The arrival of your April News reminds me of some thinking I've done recently, that you may find of interest. By the way, while I'm thinking about it, hope you are either getting paid handsomely for your work on the News or have other income. You're doing a good enough job that you'll be stuck with it for a long time to come. Although I never shot anybody nor was I shot at, I am technically a World War II veteran. Uncle Sam bought me a new green suit and sent me thither and yon. For all sorts of reasons I haven't done much traveling since, until recently when I've made trips to Alabama, Florida and Mississippi, mostly down expressways. Last fall, while bowling down an E-way, I remember thinking one reason there isn't much bicycle riding is that there isn't any place to ride them. E-ways certainly aren't the place. I've already stated my feelings about staring at the grill of an eighteen-wheeler while astride my trusty 12-speed. I just got back from southern Mississippi and, sometime during that trip, I don't remember where, I heard on the radio a discussion of the possibility of providing bike paths in some city for the use of commuters. The general tone of the talk was that the whole idea was sort of pie in the sky. You know, "There's no room and nobody would use them anyway." Having been around the communication business all of my working life, I suspect maybe we could do some good by gathering notions like this and expanding on them and publishing them. The campus of Michigan State University has sidewalks and seperate bike paths winding all over it and might serve as a starting place for discussions of this sort. There are probably other examples of bike paths as well. My other news is that I'm still trying to get a plan for a wood framed recumbent out of Charles Brown of Ann Arbor, Michigan. I don't know where he gets his expertise, but he's built several and ridden them for years. And-- let me say in closing-- my original interest in HPVs was watercraft. I'm working right now, on the cutest little example of human-powered watercraft you could imagine. I'll send you a picture when it gets itself together. Ron Laviolette P.O.Box79 St. Ignace, MI 49781 USA Dear Bill (Coyne) I read your letter in the HPV NEWS about your REVEILLE. I do have a couple questions about your experience with the bike. First of all I have heard cheap recumbents don't work. All I think that means is they're not as fast as the more expensive ones. My two main concerns about the bike are - is it possible to achieve, let's say, 5 - 10 mile per hour more with the same work load as on an upright bike? Secondly, how comfortable is it? Also, anything else of interest you might want to add about the bike. Up till this year I belonged to the U.S.C.F., and I still belong to the Buffalo Bicycle Club, but due to a car accident two years ago, I've had to give up serious competition as I have a bad leg. But I still ride, just not as hard or as long. That's why I thought maybe a recumbent might be the answer to get up a little more speed and stay comfortable longer. Sincerely, Greg Young 60 Woodrow St. St. Catharines, Ont. Canada, L2P - 2A3 "Cheap recumbents don't work." Yes and no. Yes, because they do not offer the refinements that expensive models provide, such as lightweight frames, high pressure tires, high tech components, etc., which contribute to easier propulsion. In short, cheap recumbents generally are slower, heavier, and primitive in their technology relative to expensive recumbents. No, because cheap recumbents, generally, are just as comfortable as expensive recumbents, easier to find replacement parts for, e.g., wheels, tires, break assemblies, etc. It all depends on what you are looking for in a recumbent and what you are willing to sacrifice. My interest in the Reveille is the frame. I plan to make revisions to the rest of the bike to suit my needs. "...is it possible to achieve, let's say, 5 - 10 miles per hour more with the same work load as on an upright bike?" Not up hill. Otherwise, I would say yes. However, I am not aware of all the variables that may come into play. It would be best to consult published analysis. On my trip across the U. S. in 1990, I carried a 40 lb load in addition to my 185 lb body weight on a 45 lb recumbent. I easily maintained a 15 to 20 mph pace 10 hours a day for 22 days in 90+ degree heat. Once up to speed, weight is not as much a factor as is wind resistance. I used a thin rubber children's watersled as a front fairing. "...how comfortable is it." Very nice. A 9 on the 10 scale. ----------------------------------------------------------------- 0014 CLASSIFIED ADS WHEEL COVERS for Alex Moulton 17-inch wheels. Vacuum formed plastic; different types to fit symmetrical front and dished rear wheels. U.S. $25.00/wheel (two disks). For more information, SASE (or two international reply coupons to: Doug Milliken, 245 Brompton Road, Buffalo, NY 14221 U.S.A. IHPSC VIDEOS 19TH NOW AVAILABLE Great 2 hour tapes Excellent price also available, 17th and/or 18th NTSC-VHS or 8MM $20US each $5US extra overseas Send to: Steve Iles 5419 Crestlawn Dr. E. Canton, OH 44730 HPV SPECIALIST EXPERIENCE THE FINEST IN EUROPEAN HPV'S. TEST RIDE THE WINDCHEETAH, KING CYCLE, RADIUS PEER GYNT, BROMPTON OR LINEAR WITH PERSONALIZED SERVICE GUARANTEED. MAIL ORDER SALES ARE ALSO AVAILABLE. HAL'S CUSTOM BIKES 801 MEYER LANE REDONDO BEACH, CALIF. 90278 310) 376-5882 20" WHEEL SETS 20" x 1 3/8" Alloy rims, radially laced with 36 spokes. Alloy wheelchair hubs that use a 1/2" axle. Includes tires and tubes. BIKE WORKS INC. 1725 S. College Ave. Fort Collins, CO 80525 303) 224-3013 ----------------------------------------------------------------- 0015 MEMBERSHIP The International Human Powered Vehicle Association is a non-profit organization dedicated to promoting the improvement, innovation and creativity in the design and development of human powered transportation. We encourage public interest in physical fitness and good health through well-balanced exercise. Make it one of your goals to help develop and promote alternate forms of non-polluting transportation that conserve energy. Join the IHPVA and keep abreast of the latest developments in human powered vehicles. MEMBERSHIP ENTITLES YOU TO: 12 issues a year of HPV News. HPV News informs you of the latest developments and dates of upcoming events. 4 issues a year of Human Power, a quarterly technical journal. Discounts on books, papers and other items of interest to HPV enthusiasts. Dues - $25 per year in the U.S.A., Canada, and Mexico; $30 a year elsewhere. Send check or money order (U.S. funds only.) to: IHPVA, P.O. Box 51255, Indianapolis, IN. 46251-0255, USA Payments to the IHPVA. To keep membership dues down, we would appreciate foreign payments be made by Postal Money Order, Foreign Draft drawn on a U.S. bank with identification numbers, or charged to Visa or MasterCard accounts. All payments must be in U.S. currency. 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