Old-tech Fights Back

Thanks for the review of LED lamps in A to B 33.The case design of the new Cateye lamps certainly appears to be a bit of a let down. Given the slightest opportunity, moisture will always creep into the electrics of poorly sealed cycle lamps and terminals will need occasional treatment with switch cleaner.

I use an Ever Ready Night Vision front lamp on my Brompton. I replaced the mounting bracket with a sawn-off section from the Ever Ready Night Rider bracket, enabling the lamp to be mounted near the centre of the handlebars, with a thick piece of rubber inside the clamp to avoid over-stressing the bars.

Rechargeable NiMH ‘C’ cells and a Reflectalite GH155 halogen bulb give excellent performance in a virtually waterproof lamp.The Night Vision was given a 5-star rating in issue 3 of The Folder – February 1994.

Up until about 18 months ago, Night Vision lamps were available in Woolworths, but Energizer UK may be able to advise if they are still available.

Jack Anderson
London

We did indeed give five stars to the Night Vision lamp. Ours, modified in much the same way as Jack’s (but permanently bolted in place of the front reflector, and fitted with a socket for recharging), is still in use nine years later – powerful, moisture-free and running with the same halogen bulb…The downside is a weight of 260g, plus an equally chunky bracket, but that’s still lighter than today’s Cateye EL300, so perhaps things haven’t advanced all that far. (Eds)

On the Right Wavelength

I’m a Canadian working on a PhD here in the UK, and was delighted to discover (in short order) the Brompton folding bike and your magazine! Regarding the discussion on lights in the current issue, it seems the human eye is sensitive to light which tends to the blue side of the spectrum (including ‘white’ LEDs) in such a way that, while the light from such devices is visible from a great distance, in many cases the lights actually do not provide great visibility.There is, of course, a great deal of dispute and debate on the topic, but a good source of information can be had at http://lighting.mbz.org/tech/bulbs/blue/bad/bad.html. A brief quote: ‘Blue is the shortest wavelength/highest frequency colour of visible light, and, as such, scatters the most readily.This is why the sky is blue rather than any other colour from the sun’s white output spectrum.’ And it explains why yellow light is so often chosen for use in foggy conditions, as it scatters less.While the better LEDs produce quite white light, this still scatters somewhat compared to the output of yellow incandescent bulbs.

Waldemar Kowalski-Daher
London

Yum, yum

Since writing to you (Letters, A to B 34), I have found a better rain cover for the Cateye EL200. Ferrero Rocher hazelnut chocolates come in a clear plastic box measuring 14cm x 7.5cm x 7cm, which is ample. I clamped the lid to the bracket, fitted the lamp and put the box over the top, secured by two elastic bands – completely rain-proof, even in driving rain.

A G Bannister
Padstow, Cornwall

The Angle of Dangle

I bought Cateye LD600 and EL300 lights before your article arrived, and I have no complaints about them. I have used both in flashing mode and the Police have not shown any interest so far! But why sell lights that are not yet approved? Is Cateye planning to get these LED lights approved retrospectively? Or are they going to give us a trade-in on the approved lights?

The trouble with LEDs is that most have a 20 degree wide beam and the regulations call for 80 degree beam width inwards and outwards horizontally. So without a clever lens, an approved lamp would need a minimum of 8 LEDs, angled accordingly. Maybe the Cateye lenses are to spread, rather than concentrate the beams, which might explain why they are less satisfactory for lighting the road.

Incidentally, ‘white’ LEDs are really blue ones with white phosphor in front, reducing efficiency and increasing cost. As our eyes are more sensitive to the green/red end of the spectrum, perhaps LED lights should be comprised of a mixture of colours for maximum brightness and minimum cost/power consumption.

Mike Hargaden
London

No Pump?

Your reviews of the Giant Lafree Twist in issues 27 and 31 convinced me that this was the electric bike to go for.The chap at the Solex Centre (King’s Road, London, for those interested) was extremely helpful and informative, allowing me several test rides on adjacent roads. Collecting a new machine a week later (and ordering a spare battery), I tried its performance on the 7-mile run home to north-west London – your review in issue 27 was right on the mark!

As I had dreaded a puncture, I’d taken with me a can of Finilec (similar to Tyreweld). Luckily, this wasn’t needed, but on arriving home it occurred to me that this expensive bike carried no essential extras: no puncture kit, no spanners, or Allen keys. Surely these could be included as goodwill? They were supplied with the Raleigh Boulevard Tourist (of whose weight and handling the Lafree now reminds me) that I purchased in 1965.

As I read Giant’s comprehensive owner’s manual, the light dawned: ‘Every 50 hours of riding: take your bike to the dealer for a check-up’. Are they serious? I know this is a power-assisted cycle, but is it really so precious? With anticipated daily commuting use, I’d be bringing it in every month! Anyway, Giant may be stingy, but I do like the Lafree Twist.

Chris Gielgud
London

With any bike, we’d suggest a thorough service after the first 50 hours (600 miles) or three months use, whichever comes first – a good shop should provide this as part of their after-sales back-up. At the first service, parts such as spokes, wheel bearings, brakes and chain will have ‘bedded down’ and may need adjustment and/or lubrication.Thereafter, if you make your own regular safety checks and adjustments, a bike may not need to see the inside of a shop for years. But for the non-mechanical, a professional check of brakes, tyres (including pressures) and bearings every 600 miles sounds a worthwhile investment.

Good point about tools and pumps.The Lafree rear wheel is quite difficult to remove, but that’s more to do with the Nexus 4-speed hub than the electric-assist. Don’t worry too much though – we’ve only had one puncture in 1,500 miles.

According to John Kawecki of Giant: ‘In these modern times there are more pumps sold by bike dealers than bikes themselves! We stopped supplying pumps with bikes many years ago as it became apparent that the customer wanted to choose a pump that suited their specific needs. If we supplied the pumps with the bikes then this would have to be reflected in the retail price of the bike and would not give a customer any choice. Sorry, but that’s the way of the modern cycling industry.’ (Eds)

My Car Costs Less!

I value all the technical information in A to B, particularly reports of tyre performance, electric bikes, batteries and real costs per mile. But I would appreciate a more detailed breakdown to show depreciation and maintenance costs.After all, there’s a lot of difference between 5p per mile and 10p per mile, which compares unfavourably with running my car (7.5p per mile, petrol only).And I suspect that a cycle-motor might cost less than 3p per mile.

The latter seems more promising than electric power for someone old and feeble like me for long distance touring, especially with a crank-mounted motor driving through a derailleur, giving the ability to climb anything.The thought of persuading the average B&B landlady that charging a battery overnight will not break the bank or catch fire while she sleeps is something I do not wish to tackle! In this context, fuel cells (using bottled gas) seem more promising, but I can’t see it happening before I ‘jump into the box’. Roll on the petrol-assisted semi-recumbent that does 200mpg.

Ian Taylor
Leominster, Herefordshire

Our electric bike running costs are calculated according to a simple fixed formula, assuming 2,500 miles per year, making no allowance for non-compulsory extras, such as insurance, 2p per mile for consumables such as tyres and chains, plus:

1. Purchase price fully depreciated over ten years. 2. Battery depreciated over 700 charge cycles (NiMH or NiCD) or 350 charge cycles (lead-acid) 3. Electricity consumed at 6p per kWh 4. Mileage per full charge based on the A to B test.

The resulting figure – generally 6p to 9p per mile – should really be compared to full motoring costs – currently averaging 30p-80p according to the Automobile Association. Against your 7.5p fuel cost, a typical electric bike costs around 0.1p per mile! As for cycle-motors, the AA puts the running cost of a moped (assuming 4,000 miles a year) at a scary 25p per mile.You could probably halve that, but clearly even a cycle-motor would cost more than an electric bicycle.

As for landladies, we’ve recharged electric bikes at a number of strange places, including a railway ticket office and an ice-cream kiosk – slightly bemused looks, but no problems. A payment of 5p would easily cover the fuel cost. (Eds)

Rightful Place…

I was delighted to see the letters by Michelle Whitworth and Patrick James (A to B 34), stressing the importance of cycling on the road with other vehicles. In North America, we too have those with a fantasy of a segregated system for cycles, free from competition with motor vehicles.The more that we can persuade people to get out of their cars and walk, cycle or take public transport the better, but realistically, we’ll be sharing the road with motor vehicles for the indefinite future.

The existing road system was designed to make it efficient to get from A to B, with an almost infinite number of origins and destinations. As cyclists, the less distance we have to go out of our way between A and B, the better.This usually means taking the existing road.

I’m grateful for the pioneering work of John Forester, in his Effective Cycling (first edition 1975), for outlining that cyclists fare best if they behave like a car, obeying traffic rules, signalling their intentions and taking their rightful place on the road. I rode for nearly fifty years before encountering this material, and it has really focused my attention on the hazards and how to avoid them. For example, most urban accidents occur at intersections, not from being hit from behind. Special paths or lanes for cyclists just compound the dangers of this mix. Forester’s book is now published by MIT Press.

Bob McInnes
Victoria, B.C. Canada

The 1993 reprint of ‘Effective Cycling’ is available in the UK – about £20 for the paperback (Eds).

D.I.Y. Cycle Routes

Urban cycling without recourse to Sustrans paths (Letters, A to B 34) is easier than you might think. Simply note your start and finish points on a street map and draw a line between the two.You can then choose a route linking up all the side streets running parallel to main roads – these are surfaced, reasonably direct, lit, safe, virtually traffic-free and don’t usually involve gyratories and junctions from hell.

As for low-mounted lights, I was very nearly flattened by a lady motorist who didn’t see my Brompton front light on an unlit street, so it’s now at handlebar height, without folding problems. I also use a secondary rear light at saddle height.

Charlie Hall
Whitley Bay,Tyne & Wear

In Sustrans’ defence, the organisation has always recommended the Dutch cycle path model (see page 36), where road traffic usually gives way to cyclists. It is not Sustrans’ fault that UK local authorities and the DfT have generally refused to adopt this approach, leaving most urban cycle paths difficult and dangerous to use. As for lights, we would suggest keeping the battery/dynamo lights where they are, but fitting secondary high-mounted LEDs front and rear.The LEDs illuminate signs and alert motorists, while the low-mounted conventional battery or dynamo light provides warning of pot-holes and other nasties. (Eds)

Load Carriers Rumble On

In support of Professor Pivot (A to B 34, page 14), I tried the Cargo Bike when on holiday with our two children of 17 months and nearly five.There is plenty of room for them plus luggage, and in addition to the features mentioned by Steven Brandist (Letters, A to B 34), there is also a frame lock.

On a flat clear road with a following wind, it performs well. But when you start to climb, the handlebars flex and you soon run out of gears, so you resort to pushing.There is little point in fitting lower gears because at low speeds handling becomes challenging.The brakes are weak too, so emergency stops and steep descents are a bit risky.

Catherine Girvan
Worcester

And From The Trade…

In reply to the debate over child and/or load-carriers, by far the most important thing in parents’ minds when purchasing a vehicle to carry children is safety. Front-loading tricycles, such as the Christiania, offer a number of advantages:They are more stable than two- wheeled vehicles; they have a sturdy box that protects its passengers; they have a more assertive presence on the road; the children are always in view of the rider; it is safe to carry babies in their cots. Note too that the Christiania Light has 24-inch wheels all round.

Andrea Casalotti
ZERO, London

Sleeping Centurions

Richard Dunn has missed out on a couple of points (Letters, A to B 34). First, unlike our ‘free’ press, A to B’s policy of not being pro-car isn’t anti-car. If I were looking to buy a financial product, my advisers would have to declare an interest – our national press claims to be unbiased, but the contrary is often the case.

Secondly, while ancient Rome had traffic problems, it also had traffic laws which make Ken Livingston’s £5 charge seem very reasonable.You could only use two-wheeled vehicles at certain times, and it wasn’t advisable to charge at a pedestrian crossing, as they were basically a set of stepping stones across the street. Early traffic-calming perhaps – drive carefully or wreck your chariot! An idea that might be worth copying.

Bill Houlder
Pontefract

Rules Of The Road!

I commute to work by bike/train, and every day I see the same thing – cyclists flagrantly breaking the law in ways they would never dream if they were driving a car. And this is everywhere, not just London: running red lights (the favourite), going the wrong way on one-way streets, cycling on pavements, cycling at night without lights, ignoring pedestrian crossings when in use… the list goes on.These ignoramuses don’t seem to realise that when a cyclist gets away with breaking the road traffic laws, the motorists who witness this get p***ed off.The more annoyed they get, the less respect they show to all cyclists. I’m not saying motorists are innocent in this, but I can understand their irritation with cyclists.

Jason Collins-Webb, Reading

Load of Rubbish

I think the principle of electric vehicles is great, it’s just that I haven’t had any luck. I bought a Citybug e2 scooter, and the throttle/drive mechanism malfunctioned twice after only a few miles. I also bought the Bikit electric-assist kit, unfortunately before reading your review.The kit won’t install on either of my bicycles because the frame tubes are too thick and I can’t get the proper clearance between the pedal crank and sensor.

Since I don’t live in a hilly area, and I’m not faced with the prospect of carting heavy loads, I don’t really need electric-assist, but if I do want to have an electric bike in the future, should I invest in something like a Giant LaFree or Heinzmann?

Steve Wirzylo,Toledo, USA

We don’t think luck comes into it! Cheaper powered vehicles are designed for occasional leisure use. If you want something that will give good service, it’s best to choose a proper bicycle and a reputable drive system.The Lafree and Heinzmann are probably the best around at present. (Eds)

Nuts in May

Your picture of the nudists and a Brompton in A to B 31 brought to mind a claim made to me some time ago by my friend Julian of ‘Bona Bicycles’, Balham. He swears that Andrew Ritchie originally intended to call his splendid machine the Hampton – and was only dissuaded by a colleague observing that the folding process might entail some small risk of getting his Hampton caught.

Edgar Newton,York

The Final Word

In which you get your say… briefly

Much appreciated . An enjoyable and encouraging read . Devoured within minutes of arrival Like the honest down-to-earth style . Look forward to it immensely . Well written from start to finish . A different outlook on the cycling world . A breath of sanity in an insane world A haven of common sense . Read from cover to cover… the wife dreads its arrival I do not own a car, so regard A to B as perfect . Brompton and A to B have improved my mobility Essential reading for someone who chooses not to own a car . Keep up the anti-car bias A pity your advertisers don’t update their copy more often! Small, but beautifully done Refreshing – A to B gives an infusion of optimism that all is not lost! Better every year! My primary small-wheeled bike info source . A good practical magazine – humourous too! More on electric scooters please, and support for making them legal . Keep up the trials of power-assisted bikes . More electric bikes, please . Could you test the new CCM Evox semi-recumbent? More info on rail bargains . Less politics and transport, more bikes Confine politics to transport! Please give addresses and phone numbers – not everyone has email The best cottage industry on wheels . The only bike mag I read . Love you to bitsWIFE: ‘Excellent cycling coverage’ HUSBAND: ‘Top birds’ .As the late, great Eddie Cochran sang: ‘Hallelujah, I just love you so