0000 JULY 1994 HPV NEWS Table of contents Submitted by bill.coyne@opowd.com (Bill Coyne) Delivery-Date: Thu, 23 Jun 1994 03:36:41 -0700 Organization: The OPOWD Crowd BBS 708-885-8865 +-------------------------------------------------+ | +----------------------------------------------+--+ | | +----------------------------------------------+--+ | | | HPV NEWS | | | | | | | | OFFICIAL NEWSLETTER OF THE | | | | INTERNATIONAL HUMAN POWERED VEHICLE ASSOCIATION | | | | | +--+ | JULY 1994 | +--+ | +-------------------------------------------------+ INDEX 0001 MASTHEAD 0002 FROM THE PRESIDENT 0003 FROM REPHPV: 20TH ANNUAL IHPSC UPDATE 0004 FOR YOUR INFORMATION 0005 HPV RACING IN EUROPE 0006 My HPV! 0007 1994 ARGUS / PICK 'n PAY CYCLE TOUR 0011 FROM THE EDITORS 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, Leonard Brunkalla Dave Kennedy, Marti Daily, Chet Kyle Peter Ernst, Gardner Martin, Bill Gaines, Dennis Taves, 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 317 - 876 - 9478 Fax 317 - 876 - 9470 (***New voice & fax 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 317 - 876 - 9478 Fax 317 - 876 - 9470 -------------------------------------------------------------- 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. 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/artwork. Clean and sharp, well identified photographs, numbered, with captions and credits listed on a separate sheet of paper. BBS. 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 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 FROM THE PRESIDENT Marti Daily Another deadline, here and past - I guess some things never change, regardless of how convenient technology makes things. When the Mac first was introduced, I was sure my limited artistic talents would be significantly enhanced just because the Mac had a nifty draw/paint program - and was just as swiftly reminded then, as now, that it takes good ideas and talent to be able to utilize the technology. So many of the questions that fly through the IHPVA phone, fax and mail are what would be classified on the Internet as "FAQ" - Frequently Asked Questions. Thankfully, we have a good cadre of volunteers who can handle them. When is the next event in my area? Where can I buy a recumbent? Where can I SEE a recumbent? How should I build a recumbent? Rob Storms is adept at fielding these and many other "typical" questions, and saves me countless hours of trivia. The DuPont Water Prize, which ran from 1987-1992, continues to spawn questions regarding availability and design of water vehicles. Doug Milliken, most recent VP of the Watercraft division and chair of the DuPont Water Prize committee, has ably responded to many, many requests for more information over the years. Nancy Sanford, who initially volunteered to handle classified and display advertising in HPVNews, has also helped immensely in continuing to network people whose main interest lies in the waterways of the world. Many of the incoming requests are from the media, seeking sources of photos and/or video shots they can use. Michael Lewis, Thomas Forsythe, Steve Iles, and Mark Hack are but a few of the reliable sources to whom I can hand off such requests. And of course, the editors of this newsletter: Len Brunkalla, who jumped in to fill a need (which I hadn't even perceived at the time) as managing editor; Bill Coyne, who has considered learning the ins and outs of page layout as some of the challenges he has gained from in his own expertise; Andrew Letton, whose years of experience in nearly every arena of utilization of human power far exceed many of us who have FAR more years experience on the planet itself; Bill Gaines, one of the early champions of human power whose involvement has spanned nearly the entire twenty years of the IHPVA's existence. All these folks have spent countless hours of their own time, unpaid except for the ephemeral benefits of knowing they are helping to further a worthwhile cause. This August will mark the 20th running of what has come to be the premiere gathering of HPV enthusiasts from around the world. Most of the people I've listed above will be there, in addition to IHPVA co-founders Allan Abbott and Chet Kyle, and board members and enthusiasts Gardner Martin, Gaylord Hill, and Dennis Taves. Perhaps having seen their names in print, from international press or even just in our own publications, one might consider them icons in the world of human power, and thus unapproachable. Far from it! Each of them is truly a "human" as well, and I encourage you to seek them out and thank them for their contributions to this effort. Without their support, you wouldn't be reading these words today, nor any other day, and the idea of a fast, comfortable, ecologically sound mode of transport might still be a pipe dream. As we launch the IHPVA into its next 20 years, take a minute to acknowledge the past 20! -------------------------------------------------------------------- 0003 FROM REPHPV: 20TH ANNUAL IHPSC UPDATE by Mark Mueller E-mail Internet Communications: I am publishing an updated entry form on Internet through Brian Wilson's HPV server (see FYI in April issue of HPV News) along with other info regarding the speed championships. My Internet address is muellerm@aol.com and my America On Line address is MuellerM For most E-mail regarding the speed championships I will probably respond through the HPV server since many people will want responses to the same questions. 100 Mile Team Relay: The 100 Mile Team Relay will be similar to an ASME Collegiate Road Race. Teams of 4-6 riders will compete on the same vehicle. At least one women rider will be required for each team. The women must start the race and ride at least 1/6 of the total race. Water Competition: The water competition will include 2 days of 100 meter sprints. There will also be slalom races. We are planning a longer race, probably 500 meters as an "endurance event" more similar to collegiate rowing. There will be some teams in rowing shells competing with all the rest of human powered watercraft. Tractor Pull Contest? It looks like we will have a sled for HPV sized tractor pulls. I am considering adding this as part of the venue for Utility Vehicle dynamic competition. A tractor pull contest is a contest to see how much weight a vehicle can drag. The sled is a trailer-like device that carries lots of weight. As the sled is pulled farther, more of the weight is shifted to the end of the sled that drags on the ground. The Friendly Symposium: At The Friendly Symposium there will speakers covering a broad interest in HPVs. Most topics will be of interest to those not familiar with technical details. There will also be some speakers covering more technical interests such as composite construction lay-up. The Friendly Symposium has been moved to Friday night 7:00 PM coinciding with second IHPVA the board meeting of that week. Solar Energy Expo & Rally: The IHPVA will be sanctioning 1hr. land races at the Solar Energy Expo & Rally (SEER) this year courtesy of SEER and Redwood Empire Human Powered Vehicles. The days will be July 15, 16, and 17. The "HPV Challenge" will be held on Ukia, CA's 1/4 mile oval at 1:30 PM on Friday, 11:00 AM on Saturday, and 1:00 PM Sunday. This will be our chance to show up the Electrathon people with a better 1 hour time than their micro-electric vehicles. So far I believe their "current" record is 36 miles in 1 hour. Camping Info: Sites listed in order of closeness to Speed Championships Campground #RV sites # tent sites # Cabins cooking Misc /fee /fee /fee Phone # Redwood Acres 10+ 8 T,W WC,ND Fairground $12 $12 NB in 707/445-3037 Eureka Eureka KOA 144 26 4 G,W P,C,WC Kampground $22-24 $15 $30 T G,PR 800/462-KAMP, 707/822-4243 Samoa Boat 30 30 F,W D, near Ramp, County Pk $10 $10 water 707/445-7651 comp. Mad River 92 YES G,W,T L,WC,G, Rapids RV Park $18-25 $10 C,P,R 707/822-7275 Clam Beach 20 20 F,W D,V County Park $10 $10 707/445-7651 LEGEND: Cooking Misc. F = Fire Rings D = developed facility G = Grills WC = Wheel Chair Accessible T = Tables C = Cable W = Water L = Laundry P = Phones G = Groceries PR = Propane V = Vault Toilets (portable?) ND = Dogs inside vehicle all times NB = Bikes must be walked no riding The rates for Eureka KOA Campground are special for us. Talk to Sandy at KOA for more information. Also it looks like 2 tents can be pitched at each site at KOA. Be sure to call ahead to confirm site availability. Some camp areas are first come first served. Detailed information will be sent with registration packets.These are the photo notes for the June '94 issue of HPV News. -------------------------------------------------------------------- 0004 For Your Information Bill Gaines, Editor Nikolas Hein compared some hill climb/desent simulations of a few popular recumbent configurations. To compare the effect of weight on hill climbing times. The "hill" for this case has a 6% grade for 4 miles (1300 foot climb) Bike Weight Eff. Area* Vclimb Tclimb Vlevel Tcatchup (lb) (sq ft) (mph) (mm:sec) (mph) (mm:sec) Upright 22 4.7 9.5 25:18 20.7 P-38 25 4.1 9.3 25:48 21.4 4:00 F-40 40 2.7 9.0 26:42 24.5 2:20 F-86 28 2.5 9.5 25:18 25.1 0:00 Rainbike 90 2.4 6.7 35:48 23.4 10:30 Hypo* 60 1.0 7.8 30:48 30.8 :55 Notes: - Upright - 22 pound upright road bike, - P-38 - 25 pound unfaired recumbent - F40 - faired recumbent - F86 - carbon-fibre frame, suspension, partially-faired - Rainbike - a commute bike, partially-faired - Hypo - Hypothetical fully-faired commuter vehicle - Power input is .3 HP for all cases - Effective area is equivalent flat plate area, or the size of flat plate that would have the same wind resistance. Effective area is usually less than the actual frontal area. - Frontal areas were calculated on the basis of coast-down tests done by Dr. Chester Kyle at the 1992 IHPSC practical vehicle contest. I hope that this test will be repeated this year and some of the hotter streamliners will volunteer to be included. The bottom line is that if you climb slower on an F-40 for 1/2 hour you can make up the lost time in 2.5 minutes of level-ground riding. At a weight of 90 lbs the Rainbike takes as long to catch up as it did to fall behind. At all lower weights you catch up faster than you fall behind. Thanks to Ken Lee and Zach Kaplan for setting the conditions and suggesting some representative vehicles. ---------- Asme Race Results The Results from the ASME races 5,6,7 May. This event drew 35 teams from as far away as Hawaii and Lousiana. This year the Road Race was a team event. The practicle vehicle road race was 15 min long, with a minimum of one rider change. In the 1.5 hour single rider event, each vehicle must start with a female rider, and a female rider must complete at least 8 laps during the event. No rider may complete more than 25 laps. The tandem event was for one hour, and required that at least one female rider start the race, for a minimum of 5 laps. No rider may complete more than 15 laps in the vehicle. With a very tight course, the top 4 finishers were unfaired. The Berkley team dropped out after destroying their fairing in a crash. Fortunately, no one was injured in the many crashes. This is the second year for the Practicle Vehicle catagory. Design: * Practicle Vehicle 1 U of Arizona 2 CSU Fresnio * Single 1 San Francisco State 2 Cal Poly SLO "Blackbird" 3 N Arizona U #25 * Tandem 1 UC Davis "Dual Quads" 2 N Arizona U #2 3 UC Irvine "Me Hammer" Sprints, Men: (200m speed in Mph) * Practicle Vehicle 1 U of Arizona (17.2) * Single 1 UC Berkley "Z Record" (43.4) 2 UC Davis "Flxible" (39.8) 3 UC Los Angles (38.5) * Tandem 1 UC Irvine "Me Hammer" (28.0) 2 UC Davis "Dual Quads" (27.9) 3 N Arizona U #2 (24.3) Sprints, Women * Single 1 CSU Fullerton (24.5) 2 SDSU "Reality Check" (24.3) 3 CSU Las Vegas (19.7) * Tandem 1 UC Davis (22.8) Team Road Race: * Practicle Vehicle 15min event(Laps @ .9mile) 1 U of Arizona (5) 2 CSU Fresnio (4) * Single (1.5 hour event) 1 UC Davis "Flxible" (36) 2 U of Utah (35) 3 CSU Long Beach "Xtasy" (35) * Tandem (1 hour event) 1 UC Davis #88 (25) 2 UC Davis "Dual Quads" (25) 3 N Arizona U #2 (25) Over all winner: * Practicle Vehicle 1 U of Arizona 2 CSU Fresnio * Single 1 UC Davis "Flxible" 2 Cal Poly SLO "Blackbird" 3 U of Utah * Tandem 1 UC Irvine "Me Hammer" 2 UC Davis "Dual Quads" 3 N Arizona U #2 -------------------------------------------------------------------- 0005 HPV RACING IN EUROPE by Jonathan Woolrich I have been racing HPVs in Britain for the last six years and have been to the last five European championships as well as the last three American championships. I think this puts me in a fair position to give non European members an idea of what goes on here. In Britain, things started with quite a sprint orientated scene, back in the Vector days. The first few events were large sponsored gatherings. This pattern was not sustained, partly because sponsorship evaporated. Our current scene has evolved out of our small race meetings. The BHPC is a national club that organises about 7 events per year. Most of these are circuit races either on road circuits which are about a mile round, hilly and twisty, or concrete velodromes. The exception is the British championships which usually involves both types of circuit plus sprints. We do not usually run 'practical' tests, which seem to be impossible to agree rules for. Many of us use our machines as everyday transport, which is the real test of practicality. We run two classes, described as faired and unfaired. Faired allows anything. Unfaired allows wheel discs and luggage compartments. The guideline for the latter is that about 80 per cent of the volume should be usable and that it should not extend to parts that have only aerodynamic purpose, around the seat for example. We do not have enough competitors for three classes. There is an annual points championship for faired, for unfaired and also for 'multitrack' unfaired vehicles. We have the third competition because trikes are not usually as fast as the bikes. There is a class for arm power, but no competitors. Multi rider vehicles can compete but there are no prizes at present. The rules at the Europeans In Denmark were a little different. Unfaired allowed anything as long as nothing aerodynamic obstructed a view of the rider from the front, both sides and the top. In other words any kind of tail or wheel fairing was allowed. There was also a partially faired class which allowed front fairings. We do not have any out and out record machines that compete regularly. The likes of 'The Bean' are kept for record use only. They are not really suitable for tight twisty circuits. The faired class this year consisted mainly of Speedies (with Mike Burrows to the fore) and 'Bags' - fabric faired short wheel base bikes. The unfaired were mostly short wheel base bikes, with a large number of Kingcycles, some 'Low Racers' (of which more later) and some unfaired trikes. No long wheel base bikes have been raced for some years. Mike B. tried his prototype LWB bike in a fun race at the end of the season. He found it rather slow. This year and next we expect to see more solid faired bikes (including mine.) In continental Europe, things are quite similar, with compact road usable bikes to the fore, but there have been a few different trends. A few years ago several people started using large wheeled SWB bikes, with up to 26 inch front wheels. At the same time competition got very intense in the unfaired class. Another trend has been towards practical solid body shells. These usually leave the head exposed, which makes control easier in windy conditions and vision better in traffic. The first I saw was by Mertens from Germany in '90. A further trend has been the use of front suspension. Walter Zorn showed us the amazing cornering power of a suspended bike, particularly on rough surfaces, when the European championships were in Britain in '91. Several British bikes have had this feature this year and last. The other main trend has been to the aforementioned 'Low Racers'. When we saw pictures of Matt Weavers 'Cutting Edge', we were all a little surprised. The commonly held belief was that low bikes were uncontrollable. This belief originated with the 'Flying Birdcage' in the early days. A bike with 27 inch wheels with the rider fully supine between them, it was never able to dispense with its' outrigger wheels. However, Richard .......... .... built 'The Plough', with a shorter wheel base and fairly upright seat back. We all had a try and found it handled fine. Several other have followed this line including Peter Ross and Bram Moens, who makes a production bike. This year, low bikes have reached their extreme. Andy Jaggs 'Deck Chair' and Nigel Leapers solid faired bike are about as low as possible. One machine in Denmark this year had a chain that passed directly from the chainring, over the riders shoulder to the rear hub. These three appear to have stretched the limits a bit far. While they are easy to ride slowly, they get tricky at speed. My conjecture is that when the lever between contact point and C of G gets so short, corrections need to be very fine and very rapid. As speed rises this can get beyond the capability of normal mortals, though anything short of this limit is easy to ride.. There is now a counter trend. The 'Low Racers' all have the chain crossing the front wheel, which causes problems with steering lock. The lower ones also place the body close enough to the ground to increase air resistance due to the ground interference effect. Miles Kingsburys' 'Wasp' and the new French 'Magic' are lower than conventional, but less extreme, and both have front wheel drive, with a twisting final drive chain. Wimpie Van Der Murwe (pronounced Murver, not Murvie) had a similar drive last year in America. If built right these have a reasonable steering lock. Another type of front wheel drive quite common in Europe is the 'Flevo' style, like Sean Costin and Tom Traylor, in which the pedal assembly moves with the steering. Most race meetings in Britain consist of a half hour scratch race, which is sometimes split by speed if numbers are high. This is usually followed by some sort of handicap event, a 'Devil' or a 'Madison' where the fastest rider is paired with the slowest and they do alternate laps. The events at the Europeans vary but this year consisted of sprints, a short twisty crit with heats and a final, velodrome pursuits for the faster riders and a 60 kilometre mass start road race. Despite riding my slower unfaired bike, the road race was the most enjoyable race I have ever taken part in. Denmark will be hard to follow. Switzerland looks a bit odd, with no classes (so less prizes?)Munich in '92 was disappointing but Emmen in. Holland in '90 was a very good event which bodes well for the IHPSC in '95. In general we have fewer of the very fast machines but more fast mid range machines, with good riders. There are always a variety of machines and riders so there is usually someone to compete against. Events in Holland or Germany are likely to attract 100 competitors. Most of Europe (except Britain) has good rail services which allow bikes to be transported. International flights allow bikes to be carried free as normal baggage, though you may have to make special arrangements for faired machines. Language is not a major problem in Northern Europe as many people speak English. There are always camping facilities at European events. -------------------------------------------------------------------- 0006 MY HPV! Wow! This month we've gotten a heap of mail, and an especially diverse and interesting crop of `My HPV' stories. Best of all, everyone sent piles of photos. This month's builders' stories come from across the U.S., and Europe. We also have John Stegmann's coverage of the '94 Argus Cycle Tour, and the HPV cause, from South Africa. Jonathan Woolrich, of Great Britain, describes the European HPV racing scene. I hope that all of you enjoy this month's HPV "grass roots" stories and photos. This is a good look at what our members are really doing. (Sure wish we could do these photos in color...) MY HPV Henry Riedel Box 98 S.51121 Kinna, Sweden The HPV with the glass-fibre nose and Lycra (photo 1), was built in 1991, with parts from a racing bicycle. It has a Moulton front wheel, Magura hydraulic brakes, and a rubber suspension front and rear. Total weight is about 19kg, lights included. The bike has a total of 28 gears, with an intermediate gear under the seat. This bike handles very well, and really holds the road. The CdA is about 1.2 (coast down comparisons). Bike no.2 was built in 1993. It is lower, and faster with a more open seat angle. Construction is the same as my other bike, with frame built of steel tube (50 x 1mm). It has a drum brake front hub joined to a moulton rim and tire. The fairing is built from 10mm foam, glassed inside and out. The weight is about 20kg. So far, the bike is fitted with 18 gears, but it will be changed to 21. With this bike, I can average about 3mph faster than on bike no.1. The CdA is about 0.9. Thank you very much for your publications which are very inspiring. ------- MY HPV The AquaFlyer by Charlie Ollinger 9830 Hialeah Pl. Beaverton, OR 97005 The AquaFlyer is a human powered hydrofoil watercraft designed and built to conquer the world record. The rider sits in a recumbent position pedalling conventional bicycle cranks, in turn driving an underwater propeller. Beneath the hull it has hydrofoil wings which, as speed builds, lift the hull out of the water. The handlebars not only turn to steer the boat, but also tilt to control pitch attitude. The configuration was developed using a computer spreadsheet which included lift and drag calculations for all components. Power was plotted against speed so that the effects of changes to the configuration could be compared to performance. Many different configurations were studied before finding one with an acceptable power curve. All design work, from basic layout to detail design, was done in CAD. A "solid" model was used to study bouyancy and stability. Every part made for the AquaFlyer was based on the CAD model. As a result, all of these parts assembled perfectly the first time, and all mechanisms worked as expected. The propeller was designed using a FORTRAN program to minimize induced drag, which produced a design with a theoretical 93% efficiency. The output from the FORTRAN program was used to model the prop in CAD, and for stress analysis. This same program and method was used to design the propeller which Battelle's `Subjugator' used with great success at the West Coast Invitational Human Powered Submarine Race, this year. The hull is constructed primarily of Allied Signal's Spectra Fiber, with graphite fiber reinforcements. The skin has foam inserts which act as stiffening ribs. The center beam is a riveted aluminum box-beam, with attachments for the cranks, handlebars, and seat. The resulting structure is lightweight and very strong. All panels for the hull, as well as for the fixture and layup tool, were cut to templates plotted from the CAD file. The rudder head, rudder/elevator unit, main wing, and propshaft housing, are CNC machined from 6061-T6 aluminum. The propeller was CNC machined from 4340 steel, by Polster Tools, in St. Louis. The booster wing has a CNC machined core of REN, and is wrapped with 2 plies of graphite cloth. All remaining parts were either cut to CAD templates, or machined using drawings generated from the CAD model. The AquaFlyer has been tested in the water twice so far. The first test session was restrained by a chain adjustment problem, but bouyancy, stability and low speed maneuvering were observed and conformed with predictions. For the second test session, because we still weren't using a strong enough rider, consisted of tow testing. While our test apparatus needs to be improved, initial observations of lift and drag seem to agree with predictions. This summer, we have scheduled more testing and evaluations, and if all goes to plan, competition. We are lining up a stronger rider for our local test runs, and better test equipment to further evaluate performance. We look forward to competing in this year's IHPSC in Eureka, California. ------- MY HPV Izzi Urieli 81 Central Ave. Athens, OH 45701 I have enclosed some pictures of my experimental FWD collapsible. It was great until I broke my leg on it, a year back. Anyway, the redesign is complete and I'm back in the saddle again, about to cut metal. How do you like my new logo? I'm at, urieli@bobcat.ent.ohiou.edu ------- MY HPV Oscar (The Egg) Jonathan Woolrich 31 Burway Crescent Penton Park Chertsey Surrey KT16 8QE U.K. Oscar is a new GT Class hard shell fairing. It is 84 inches long and 21 inches wide. The material is fibreglass/Nomex honeycomb sandwich. I designed it on a PC design program to fit my existing bike, which I have raced as the `Lazy B' for the last few years. I made the original plug from Styrofoam, covered in epoxy and glass cloth, then smoothed with glass micro balloon filler. The mould and fairing were made by a local canoe builder, then I fitted it out. It was just finished in time for our first race of the season at Herne Hill track. I lead for part of the race, eventually finishing third. I was slowed a bit by mechanical problems and am looking at fairing the back wheel, fitting better wheel disks and possibly making a head fairing bubble. I have now cut foot holes with retractable doors. The all up weight is about 40 pounds, but I hope to make a lighter version for next year. The frame is mostly the same as last year. It is of bolted and glued aluminum alloy sections. I do not use welding because you need to be sure exactly what alloy you have, and the weld needs heat treating afterwards. This makes it unsuitable for one-off construction. The new shell feels very stable and easy to ride. ------- MY (our) HPV The Lean Machine by Robert Dunlap P.O. Box 812 415 Washington St. Columbus, IN 47202 For the past two years, my three sons and I have watched the HPV races in Columbus, Indiana. After last year's race, my oldest son Chris commented that we should build a vehicle and enter next year's race. Never having worked on such a project, I just filed the idea away and didn't give it any more thought until I saw an article in our local paper in February, announcing the April 30th event. I asked Chris if he was interested in building a bike... and he said that he was. We determined that we wanted to build a tandem bike, and talked about the different styles that we had seen. I wanted to have a bike where two riders of different strength and endurance, such as my son and myself, could each pedal at their own speed, but both add to the forward motion of the vehicle. From this concept, I felt that we wanted to have each rider have his own "drive wheel", so we developed the side-by-side style. I suggested that it might be interesting if both sides were tied together, but would lean as the bike turned a corner. I wasn't sure if the concept would work, but Chris said,"Sure it will work Dad, it's a parallelogram." He disappeared into the basement, and in about 45 minutes, came back with a model constructed out of Lego building blocks to demonstrate to me that the "Lean Machine" would work. We drew some rough plans and called the High School welding teacher, Malcolm Stalcup, and asked how we could get some help with our welding for the vehicle. He said that he had a night class that we could join and he would show us how to use the equipment, and "turn us loose!" We met every Tuesday evening over a 9 week period of time and pieced together the vehicle. After five weeks, the other people in the class took an interest in our project, and volunteered to help with some of the welding when we couldn't get it quite right. We found that we had to re-engineer many of our ideas as we were building the bike. The steering was the most difficult. The bike wanted to dip to the right or left when making a turn, and did not want to return to level after a turn. We corrected this problem by adding springs to the front, on turnbuckles so that different tension could be applied to each side of the bike. My wife had to laugh at our painting job. I painted the bike in the backyard on a windy night. When the painting was completed, I noticed that not only did I paint the HPV, but I also had a pair of red tennis shoes! (My wife Barb said that they really turned out pink.) Saturday, April 30th, was the day before the Columbus HPV Race. The weather was terrible...rain and cold. My son Chris, asked his friend, Brian Hart, to be his co-rider for the race. They had one day of practice before the Saturday morning race. They started in the wrong gear and at the start of the race, were dead last. By the end of the race they had moved into second place. The race in Mooresville was a different story. The hills were a real challenge for the heavy `Lean Machine'. After six laps, one of the cables came out of the bracket as they worked to get to the top of the hill. We later learned that we did not have the rear wheels tightened enough, and they ended up rubbing against the frame of the bike. Chris has already started talking about "next year's bike". He did mention that he thought we should build a single rider vehicle, instead of the tandem concept. Do you think that he might be tired of pulling old Dad up those Mooresville hills? See you next year. ------- HIS HPV by Len Brunkalla for Owen Deike c/o Custom Machinery Inc. 3910 Wesley Terrace Schiller Park, IL 60176 USA Owen Deike has been riding and racing, cutting and torching his recumbent tricycle for two seasons now. What began life as a stock Land Speeder, has evolved into...an even harder to define vehicle. Owen has been actively participating in the Great Lakes HPV Race Series, usually spending the week before each race date adding another modification, and tweeking just a tad more speed out of the trike. Although the main frame tube and seat are still recognizable as Land Speeder parts, the track has been widened, the front geometry was made completely adjustable, and a new lighter suspended rear end was fabricated. The most noteworthy modification however, is the addition of hydraulic steering. By utilizing two small matched air cylinders, Owen has designed a steering system that is not only compact, but can be placed nearly anywhere by virtue of small flexible tubing. This steering arrangement also allowed Owen to remove the long, heavy and entry-restricting steering column that was originally on the trike. Once the old steering column was out of the way, it was possible to build a nearly full body around the trike and still meet the requirements of the Modified class in the race series. Owen might be persuaded to write an article on hydraulic steering for publication in Human Power. ------- MY HPD (Human Powered Device) The Human Powered Mower by Richard Ehrlich RR 3 Caledon East Ontario L0N 1E0 Several recent studies have shown that small gasoline engines are great contributors to air pollution. In one study, by the California Air Resources Board, it was found that mowing a lawn for half an hour can generate as much smog as driving a well tuned new car 170 miles. With the upcoming California regulations on engines under 25hp, I thought you might be interested in a project of mine. I have found manual push mowers to be clean and relatively trouble free, but they are only appropriate for very small lawns. The inefficient transmission of human leg power, through the weaker arms, to the mower, places serious limits on this method. As an avid cyclist and recumbent builder, I decided that an alternative was in order. FIRST VERSION: In 1988, I thought that a pedal powered lawn mower would be a workable concept. It would provide exercise for the operator, be quiet and reliable, and if used on a large scale, would make a significant contribution to air quality improvement by reducing the use of a class of small but very dirty gas engines. I had seen one design in Bicycling Science, in 1984, but wanted to try a simpler version. My initial concept was to modify a mountain bike to accept a manual mower in place of a front wheel (see photos). The result was quite functional, and cut the lawn in about the same time as a small gas mower. To build this mower, several modifications were necessary for the basic mountain bike: 1. The freewheel was welded in place to allow reverse gears and pedal-braking. 2. The crank spindle arms were cut short. A 20 tooth rear gear was then bolted onto the shortened arms. This gave a gear range from 18-29 inches. 3. I spread the crank arms, reinforced them and added extensions to attach the mower. 4. The frame geometry had to be altered to make the head tube vertical as to allow the mower to turn without tilting the entire machine towards the OUTSIDE of the turn. 5. The roller at the rear of the mower was removed and bypassed. This mower worked fairly well for several years. I used it to cut approximately 1/4 acre of grass. During this time, several drawbacks became evident. Because of the nature of a tricycle with a solid front axle and front steering, stability gets progressively less as the handlebars are turned more. Eventually the axle is parallel to the bicycle frame, and there is effectively no stability. This mower did require considerable skill and balance to operate, and the limited maneuverability required lots of forward-reverse maneuvering, i.e. 3,5, & 7 point turns. The mower proved to be surprisingly quick, travelling considerably faster than a person would push a power mower. However, since the largest manual mower I could find only cut an 18" wide swath, it involved a lot of travel over the lawn. SECOND VERSION: The second generation pedal mower, was designed with these drawbacks in mind when I moved to a house with over 1/2 acre of grass. Eventually, I located an ancient motorized reel mower almost 36" wide, with a 26" cut. With the help of a local machinist, John Alonso, I combined this with parts from a bicycle and some arc welded square tubing, and constructed a front wheel drive, rear steering recumbent pedal mower. The rear steering gives excellent maneuverability, a feature very important on a lawn mower. At full steering lock, the mower will almost pivot on one of the front wheels, giving a turning diameter of approximately 7 feet. The mower is extremely stable, and requires much less skill to operate than the first version. The original power mower weighed over 150 pounds, and although I removed the gas motor and many other heavy but now unnecessary parts, I also added almost 30 more pounds of frame and machinery. As a result, the gearing had to be extremely low, from 6 to 15 inches. However, the cut is so wide that the overall time to mow the lawn is well decreased from the previous mower. I retained the differential from the original mower but replaced the various drive belts and shafts with one main drive shaft, which runs the front axle and cutter by more efficient chain drives. This required some arc welding and machining. The cranks turn a bicycle gear cluster attached to the drive shaft. There is no ratchet, to allow for reverse travel. There is a brake on the drive shaft. Once again, I eliminated the trailing roller on the cutter, a huge source of friction when loaded. Cutting height is set by adjusting the chain suspending the cutter. For transport or long term storage, the bicycle section can be removed from the mower. FUTURE CONSIDERATIONS: Steep hills remain a problem. With the high weight of the mower, very low gears simply spin the wheels through the differential on a steep uphill. Transferring more weight to the front wheels increases the risk of nose-diving while going downhill. A spring loaded front roller would prevent this. Replacing the mower wheels with knobbier tractor wheels in the smallest size available, would help hill performance. Replacing the differential with ratchets on each drive wheel would prevent single wheel spin, and simplify and lighten the whole apparatus. Eliminating the drive shaft would then be possible, using the front axle to drive the cutter, saving even more complexity and weight. However, these modifications would eliminate the reverse gears, which can be useful for ultra-tight maneuvering. Rear wheel drive and front steering could be a consideration, as Michael Shakespeare used in his 1973 riding mower, but I feel that there would be a loss of maneuverability and visibility of the cutting area. The mower now weighs about 110 pounds. If built using aluminum parts, and a space-frame type design for the mower, I am sure the weight could be halved. The second generation mower has provided considerable exercise, and is fun to ride. It is very quiet, turns on a dime, and gives quite a good cut. As a bonus, every time I cut the grass I avoid the equivalent air pollution of driving up to 340 miles! P.S. Is there a new edition of Bicycling Science? I have heard rumors it is now called Cycling Science, but have been unable to find it. -------------------------------------------------------------------- 0007 13 MARCH 1994 1994 ARGUS / PICK 'n PAY CYCLE TOUR (17,289 participants individually timed and ranked) by John Stegmann The 1993 Argus was one of the best - it was won by Wimpie van der Merwe in a sensational record time [2H16:40], young David George riding another of Mike Kramer's FWD creations was second and co-sponsoring chainstore Pick-'n-Pay brought Chet Kyle out to speak at the symposium. I went bright purple with indignation and made myself very unpopular when the organisers cold-bloodedly overlooked vd Merwe and George and flew the first ORDINARY cyclist, Wayne Burgess, by helicopter to the crowded Waterfront (Cape Town's Fishermans Wharf) to parade him as the winner. I subsequently spent many long hours arguing with the organisers and sponsors and wrote a detailed account for HPV News, complete with passionate pleas to HPVers anywhere to participate in the 1994 Argus. For whatever reason, my story never got to HPV News. Marti Daily was an embarrassed and baffled go-between who was, I believe, just as mystified as I when edition after edition failed to mention the Argus Tour! This year the HPVs were beaten and I have (at last!) had so much architectural work to do that I've been a little hesitant to take time off to write another story for HPV News. However, the inauguration of our new President has inspired me to forgive and forget... If I might digress a little further, it is difficult to adequately describe the measure of South Africa's good fortune in having produced de Klerk and Mandela to turn the country around. Back to the battle of minority rights. Background in brief: As founding chairman of WPPPA (an organisation fostering commuter and recreational cycling) I wrote the IHPVA-style rules for the first Argus Cycle Tour (1978). The SACF (UCI-rules) accepted our invitation to them to participate. They agreed to ride the same course, starting half an hour later, on the understanding that every participant would be timed individually and that the eventual winner would be the rider with the fastest time. The SACF produced the first winner, Lawrence Whittaker, who gladly accepted the main trophy, the WPPPA/ARGUS floating trophy. The SACF riders were happy until 1983 when Lloyd Wright, a young ameteur on a partially faired LWB recumbent, rode a solo race from start to finish and almost beat their hero. There followed attempts to sideline recumbents and switch the focus to a new trophy for the fastest rider registered with the SACF. Lawrence Whittaker is now WPPPA chairman and is doing an excellent job. However, his leaning is clearly towards the SACF / UCI camp. Of course HPVs have not won every year, but when one did win, the rider was somehow ignored and attention was directed instead to the fastest SACF rider. Once the media reports had gone out there was little to gain from an objection. However, the 1993 injustice was so extreme that I tackled everyone of the organisers and the MD's of the main sponsors. All except Lawrence could easily side-step my attack, and so he and I corresponded for a while until we agreed to differ. He does not see that any of the new machines have a practical or sporting advantage over the universally accepted form of competition cycling. He points to their insignificance in numbers (1994 ratio 12:20,964) and believes that HPVs are simply part of the colorful diversity of a wonderful event which has something for everyone. Back in '78 I thought that the Argus Tour would satisfy two of my greatest cycling passions - HPV development and bikepath construction. The degrading of HPVs in the Argus Tour, and the desire to get a bikepath built around Table Mountain led me to stand for the WPPPA Board in the elections last year. Being on the Board was essential for the bikepath project. However, only some of the Board members (not me) also serve on the committee which runs the Argus Tour. There is not a lot that I can do for HPVs, but I do feel closer to the action and there are opportunities to present a point of view which has been largely ignored. By November '93 I had cooled enough to write a piece advocating a return to the concept of an overall winner of the Argus Tour - irrespective of the machine ridden. The article, "Who's the Winner?", was necessarily critical of WPPPA and one of the ACT sponsors, so I doubted that it would make it to the pages of the WPPPA magazine LIFE CYCLE. To my utter amazement it found its way into the official Argus Tour brochure - which, of course, is where it belonged! Lawrence, too, was taken by surprise. He was furious! He immediately called me, believing me guilty of some underhanded dealings. He wanted to tell me how bad it was to have the WPPPA and main sponsors criticised in the official brochure. Fortunately he was able to put his point of view in the promotional supplement produced by the Argus Newspaper, prior to the event. The open debate has been good. Argus Tour participants have gained insight and there is good support for the HPV cause. For the first time in years the Argus Newspaper gave credit to riders of recumbents when speculating how each would perform in the event. WPPPA's LIFE CYCLE is still prejudiced, but they do seem to be proud of the fact that a SACF rider was the overall winner this year, which is progress. Top of their selection of the 15 most important category winners is `Fastest Time' (original trophy), followed by `First Registered' (=registered with the SACF). Hopefully they will be consistent when a streamliner next wins. Bottom of the list is `First unconventional' (that's us). However, I must also tell you that while the WPPPA's Argus Tour is South Africa's premier annual cycling event, the issue of LIFE CYCLE which reviews the `94 event has on its cover a rider in the Giro del Capo. The Giro: Three years ago Lawrence Whittaker devised the UCI-style Giro del Capo for an invited or selected group of about 150 to 200 top riders. It is a 4-stage event over 4 days, where the Argus Tour is the fourth and final stage. Because the Argus Tour has never offered money prizes, the Giro device draws sponsors and allows professionals to win money (even on the 4th stage) and thus enables the Argus Tour to attract foreign riders. The Giro has worked well for three years and seems set to stay. The up-side of the Giro is that HPVs in the ACT now compete against world-class UCI professionals. One serious downside is that the Giro perpetuates the notion that HPVs are not part of the sport. Mike Kramer and Wimpie van der Merwe asked for HPVs to be included in the Giro and were refused - even if HPV riders were not eligible for prize money. We will try a slightly different approach for `95. We'll try to use the identical TT and hillclimb courses for HPV events of our own. I still haven't reviewed the 1994 event!! Well, the weather is always an important factor. This year it was excellent for cycling and the performances were correspondingly excellent. For the first time in his career, South Africa's top professional, Willie Engelbrecht, was overall winner in the fastest time for uprights. He has won the Argus Tour Registered Rider trophy four times, but each time a recumbent or tandem was faster. This was a popular win considering the presence of foreigners, and the patriots were doubly pleased that Johannesburg rider Andrew McLean, won the Giro. Wimpie van der Merwe was undoubtedly the number one contender from the HPV field, riding a new version of the successful '93 FWD Kramer machine. Wimpie was in top condition and wanted to lower the course record to around 2H10. He needed the right weather and a faultless run. The unpredictable weather was right, but...a crash 20km out, a fogged windscreen, wheels which rubbed against the fairing, mechanical problems and a puncture with no spare wheel left him more than 1000 places down the list. Despite those little incidents he finished a respectable 2H55. Lloyd Wright was refused entry to the Giro because he had not participated in qualifying events. He decided to ride a diamond frame and within meters of the finish missed the award for the fastest amateur. His placing as second-fastest amateur [2H40] gave him place 145 overall - some 40 places ahead of the celebrated Greme Obree who was one of several well known foreign riders here this year. (There was an amateur USA team) Lloyd said he was frustrated at times by being obliged to dawdle with the bunch. He had longed for the freedom of a fast recumbent. Tim Brummer may let him ride an R-84 next year! David George was second overall last year (Kramer FWD) and got very little credit for the great performance. Cycling is David's #1 obsession, and he goes about his sport with intelligence and determination. This year he qualified for the Giro and took 20th place overall in a very fast 2H23. Excellent! (We have to get him back in the HPV camp.) Nicolas George, David's elder brother was my '94 hero. Nicolas likes cycling but has other interests in life. This year he took the opportunity to ride David's streamliner. On the start line I chatted to their psycologist father, Chris, who because of a back injury, was riding the Argus for the first time on a recumbent. Chris told me that Nicolas is stronger than David and ought to do quite well. And he did! He won the HPV class [2H26/74th], was a minute faster than the winning tandem and only three minutes slower than Engelbrecht and the pack of Giro professionals. Great! Suppose HPVs were to take the first ten places in 1995? Would that not impress thousands of young cyclists? Please, plan now to be in Cape Town around March 12, 1995. Come and ride the biggest and most spectacular integrated bicycle event in the world. -------------------------------------------------------------------- 0011 FROM THE EDITORS by Len Brunkalla Trying Harder I have to stop and remind myself from time to time, that I live in the Midwestern United States where there is a definite Winter and Summer. Some of you lucky folks live where snow and ice will never be a factor in your regular weather patterns. The fortunate few that live in more tropical climes, need only worry that rain or an occasional typhoon may dampen their HP activities. Here in the midwest (U.S.), most of us fair weather advocates tend to squeeze all of our outdoor activities into a narrow time frame starting in April, and tapering to nearly nil by the 1st of November. Some HPVers in my neck of the woods, travel to warm winter retreats to stretch their active outdoor season and get another HPV fix. I on the other hand, rely on monthly meetings of our local HPV chapter to keep the juices flowing. I realize how fortunate I am, to be located in an area where it's not difficult to get 20 or 30 people together once a month, for a meeting and socializing. Group gatherings tend to promote growth and comradery. Then too, my wife is somewhat tired of my gift of gab, and encourages me to inflict it on someone else from time to time. There are those of you whose home turf may be, as of yet, uncharted territory for the HPV movement. There are even someof you who may not even have a neighbor within ten miles, let alone one who may share similar interests. I guess I'm on the soapbox again. Well, let me say that, if you never look for another HPVer, you'll never find one. This month, I have to do some apologizing to John Stegmann. John has been a major driving force for the HPV cause in South Africa. For several years now, he has contributed articles on PVs and activities in his part of the world, in particular, the annual Argus Cycling Tour. The Argus Cycling Tour, or ACT, is the premier cycling event in South Africa, and possibly the entire continent, attracting as many as 20,000 participants. As noted in his article, elsewhere in this issue of HPV News, John's story on the '93 ACT failed to make it into the pages of HPV News. I don't know why. I wasn't even aware that a story had been sent. Perhaps in our scrambling to organize our page editors last summer, a file may have taken a wrong turn. I don't know. As managing editor, however, it is my job to track our paper trails and channel information to the appropriate destinations. To John Stegmann, and to those readers and riders for whom the story was intended yet not delivered, I offer my humble apology and sincere promise to increase my efforts to make HPV News your number one source for Human Powered Vehicle News. -------------------------------------------------------------------- 0012 CALENDER OF EVENTS JULY 1994 15-17: SEER, Solar Energy Expo and Rally: New location: Redwood Empire State Fairgrounds in Ukiah, CA, USA. Alternative energy expo and vehicle races which include a class for Hybrid Pedal/Electrics, and for the first time, there will be three days of HPV 1-hour races on the Fairground's 1/4 mile oval track. Contact: Chris Coveleski at SEER office: (707) 459-1256, FAX: -0366 15-18: CycleFest'94 / British Human Power Club National Championships -- A large-scale gathering of enthusiasts for alternatives to the pervasive diamond-frame cycle -- for HPV's in its widest sense. CycleFest aims to be "an information exchange and a meeting place for people of ideas: campaigners, bike designers, inventors, open-minded connoisseurs, die-hard traditionalists, and off-the-wall visionaries." To include HPV races, Moulton-only and Pedersen-only races, tours, lectures, "Spares Fair" (parts swap meet) , and social events. "...and remember: diamonds aren't forever!" Contact: John Bradshaw, CycleFest'94 Organiser, S.Martin's College, Lancaster. LA1 3JD ENGLAND Tel: 0524 63446 Ext. 474 day, 280 eve, FAX: 0524 68943 16-17: Wisconsin HPV Classic and WISIL Challenge. Part of the Midwest HPV Racing Series. Milwaukee and Kenosha, WI, USA. Contact: Dennis Northey at (414) 671-4560 or Len Brunkalla at (708) 742-5818 evenings 22-24: DaVinci Days: The 6th annual celebration of science, art, and technology, including Human Power events, Kid Power design contest, and Kinetic Sculpture Race. Corvallis, OR, USA. HPV contacts: Paul Atwood (503) 752-6410 (h) or Raan Young (503) 750-2506 (work) . General festival info: (503) 757-6363 28-29: The 1st World Solar Bicycle Race in Akita Pref., Japan. Held on a 31km long, 7m wide closed course (no intersections with public roads) . To include sprints and a 100km marathon. The rules are written such that a fully faired HPV with the addition of a minimal solar/battery/motor system could do quite well. Held in conjunction with the '94 World Solar-Car Rallye (Jul.30-Aug.1) which last year drew 55 teams and over 150,000 spectators! Contact: W.S.R. in Akita, 1-1 Chuo Ogata-mura, Akita 010-04, JAPAN. Tel: 81-185-45-2111, FAX: -2162. 30: Third Annual Reedley River Rampage Krazy Kraft races and Fish Fry held on the Kings River. Open to all unique H.P. boats; normal row boats not allowed. Everything else from hydrofoils to kinetic sculptures welcome. Single and Multiple rider categories. Contact: Chuck Carson, Reedley District Chamber of Commerce, 1613-12th St., Reedley CA 93654 USA. Phone: (209) 638-3548 30: 18th Japan International Birdman Rally. Lake Biwa, Matsubara swimming area, Hikone, Shiga-pref. Competition for Human Powered Aircraft and Gliders. Aircraft take off from 10-meter platform! Contact: Secretariat of Birdman Rally, YOMIURI TELECASTING CORPORATION, 2-2-33 Shiromi, Chuo-ku, Osaka, 540 Japan. Phone: 06-947-2311 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: Jurg Holzle, 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 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 HELP! HELP! HELP! Please...URGENT **TEAM OSCAR** I hope to be coming to the IHPSC in Eureka. I have a new, very fast GT class hard shell for my machine, which I raced with a fabric fairing at the last two IHPSCs. It would be fun to compete in the team race, but I will need 3 other team members, including at least one female. The shell is quite small and the seat does not move, so they would have to be about the same size as me. They would also need to fit the following conditions: 1) About 5'-9" with long legs and arms in proportion. 2) Slim...the shell is only 18 inches across at the shoulders and the handlebars are 14 inches apart at either side of the thighs. So...no body builders or fatties need apply. 3) Able to ride a short wheelbase recumbent bike with a fair degree of confidence. My bike handles well, but I only have one shell, and don't want it broken! 4) SNELL crash hat and SPD fit racing shoes (not mountain bike shoes, there isn't room) or able to share mine which are European size 42. 5) Fairly Fit. I can do 10 miles in 25 minutes on a conventional bike. I would prefer team members of similar ability. I realize this is a bit like trying the glass slipper. The machine isn't built for team racing, but it is fast and fun to ride. We should stand a chance of a high placing within class. If anyone is interested, give me a call. See you in California! Phone: 44-81-562-4989 work or 44-93-256-9836 home Hey Jonathan! I have to say this. It looks almost like something out of "the personals" here in the U.S. (nudge, nudge, know what I mean?) Just kidding. Well girls, get in line for Team Oscar. Jon is really an English gentleman, and Team Oscar is bound to have a blast. Len -------------------------------------------------------------------- 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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