Luke Parry
World Rickshaw Taxi
1 Table of Contents
Contents
1 Table of Contents
2
2 List of Figures
5
3 Acknowledgements
6
4 Author
7
5 Introduction
8
6 Report Aims
8
7 Overall Research Aims
8
8 Idea Proposition
9
9 Research Relevance
9
10 Encouraging Participation
10
10.1 Legislation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
10.2 Generosity from Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
11 Research Methodology
12
11.1 Blogging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
11.2 The Taxi Log Book . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
11.3 Photography and Video Documentary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
11.4 The Website:
worldrickshawtaxi.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
11.5 Raspberry Pi Tracking System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
11.5.1 Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
11.5.2 The Tracking Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
11.5.3 Statistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
11.5.4 Sourcecode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
11.5.5 Diculties Discovered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2
12 Preparation
20
12.1 Route Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
12.2 Medical Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
12.3 Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
12.4 Acclimatising to the rickshaw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
12.5 Sponsorship and Revenue Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
13 Expedition Equipment
24
13.1 Cycles Maximus Rickshaw Pedicab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
13.1.1 Suitability for the expedition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
13.1.2 Storage Space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
13.2 Solar Panel Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
13.3 Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
13.4 List of Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
14 Progress
28
14.1 Departure Day . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
14.2 The UK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
14.3 Holland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
14.4 Germany . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
14.5 Returning home . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
15 Thoughts on the expedition
31
15.1 The Raspberry Pi Tracking system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
15.2 The Website . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
15.3 Diculties encountered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
15.3.1 Problems with the rickshaw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
16 Scope for the future
34
17 Conclusion
35
18 Glossary
36
References
37
3
Appendices
38
A Pedicab Licensing
38
B Sponsorship Tier options oered
40
C Sponsorship publicity space oered on the rickshaw
41
D List of Equipment
42
E Expenses
44
4
2 List of Figures
List of Figures
1
Luke Parry, Author . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
The website homepage, August 2013 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3
The route page plots passengers fare, the itinerary and actual route
4
Individual passenger statistics are available once their journey has been completed . . . . 14
5
The time lapse recorded through the tracking device can be browsed by the passenger. . . 15
6
Administrating passenger fares through the website . . . . . . . . . . . . . . . . . . . . . . 15
7
Raspberry Pi Tracking System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
8
Top View: Tracking System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
9
Tracking system mounted on the canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
10
Bosch BMP085 Temperature and Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . 16
11
Vishnay AGC2 38kHz infrared sensor input . . . . . . . . . . . . . . . . . . . . . . . . . . 16
12
Raspberry Pi camera module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
13
Digital Elevation Mapping - Representation of elevation data . . . . . . . . . . . . . . . . 18
14
The initial itinerary avoiding Afghanistan entering Pakistan via the Karakorum Highway
15
Updated Itinerary for the World Rickshaw Taxi . . . . . . . . . . . . . . . . . . . . . . . . 21
16
Turbo training in Warwick University Sports Centre . . . . . . . . . . . . . . . . . . . . . 22
17
Climbing a 10% gradient hill with the rickshaw . . . . . . . . . . . . . . . . . . . . . . . . 22
18
Primary storage space available underneath the seat . . . . . . . . . . . . . . . . . . . . . 25
19
Using two bed storage boxes for providing waterproof storage . . . . . . . . . . . . . . . . 25
20
Using two bed storage boxes for providing waterproof storage . . . . . . . . . . . . . . . . 25
21
16W solar panel connected and charging the V60 Battery Pack . . . . . . . . . . . . . . . 26
22
16 W solar panel inclined using a triangular cushion on top of the canopy . . . . . . . . . 27
23
An 11% hill towards Banbry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
24
A sightseeing tour of Düsseldorf Media Harbour . . . . . . . . . . . . . . . . . . . . . . . . 30
25
The Rickshaw transported on a pallet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
26
The journey plot from the Raspberry Pi tracking system . . . . . . . . . . . . . . . . . . . 32
27
The timelapse shot taken from the Raspberry Pi tracking system . . . . . . . . . . . . . . 33
5
7
. . . . . . . . . . . . 13
20
3 Acknowledgements
The author wishes to express his thanks for the following individuals and organisations for their support
and guidance that enabled the World Rickshaw Taxi project to take place.
The Lord Rootes Memorial Committee and the University of Warwick for providing the grant to support
the major costs of the expedition and give security for the project to commence.
Susan and Andrew Parry for helping support the expedition nancially and providing logistical support
throughout the whole trip.
Adam McLean, York who sold the Cycles Maximus rickshaw pedicab in very good condition and oered
technical guidance and support throughout the trip.
Dylan - Yourspokes, York, UK, for oering guidance and advice on the Cycles Maximus and for providing
the contact for buying a secondhand Cycles Maximus.
Dr Darren. Reed, SATSU, University of York for his guidance on the research project.
Andrew Mason, who has helped with the project to involve students at Howden School.
Financial Sponsors
Bronze Sponsors
Wrens Kitchens and Ebuyer
Equipment Sponsors
Schwalbe for sponsoring the moped tyre and inner tubes for the expedition.
Voltaic Systems for helping sponsor and and oer guidance on the 16W Solar Panel and the external
charging kit.
Water-to-Go for sponsoring a water ltration bottle.
Half Baked Brand for helping sponsor a custom printed cycling jersey for the expedition.
6
4 Author
Figure 1: Luke Parry, Author
Luke Parry, 22, graduated June 2013 from the University of Warwick with 1st Class Honours in a studying Masters in Mechanical Engineering. Throughout University vacations, he has travelled throughout
Europe and engaged with other solo expeditions, in particular as a cycle tourist.
A previous list of expeditions undertaken include; climbing the 'Three Peaks' (Ben Nevis, Scafell Pike
and Snowdonia and cycling inbetween; a cycling tour through Scandanavia starting in Norway and
nishing in Denmark; a cycle expedition from London to Istanbul to raise money for the British Red Cross
(2011); a cycle expedition from London to Morocco (2012) and nally 'The Great Bathub Adventure' paddling in a bathtub from Birmingham to London for the British Red Cross (2013). Each expedition
was completed during University vacations under demanding conditions; a relatively small budget and
not exceeding 5 weeks.
Through his experiences he has encountered, he gained the knowledge and practical experience of travelling in unconventional means constrained by a limited budget and time independently whilst studying
for his degree. Al though not pertaining to have a formal academic background in Anthropology or
Geography, from young age, he has been enthusiastic about learning about humanitarian problems and
the value of the preservation of cultural tradition and how the implications of development can be both
an improvement and detriment to such values held within communities and larger societies at whole.
From his past expedition The Great Bathtub Adventure, he was enlightened by the enthusiasm and
reaction to such an unusual stunt from people passing by and wanted to discover whether this could be
applied into practical research.
7
5 Introduction
The World Rickshaw Taxi project is a research expedition to experiment on qualitative data gathering
in the scope of long term eld expeditions. The research is to attempt to circumnavigate the world by
cycling on a bicycle rickshaw. This method of transit was chosen to encourage participation from as
many people possible.
The outcome of the project was unsuccessful having prematurely nishing in October 2013. Many
diculties encountered and there was an overall poor engagement with people during the journey
which led to the decision for the project to be stopped.
The projected itinerary for the expedition was expected to take approximately 1 ½ years to complete to
give cover a minimum distance of 24000 km to enable a large geographical sample size as possible given
the constraints of resources - in particular time. The Rickshaw will circumnavigate the globe starting
from Great Britain and heading easterly with the prevailing winds through the Middle East, Central
and South East Asia and will be shipped by sea freight across to the US and Mexico, then nishing
back in Europe.
The expedition will provide a carrier for qualitative data gathering - this will be achieved by
encouraging the rickshaw passengers to share their own views and where possible getting involved
myself. Specically each passenger will be made to write their own message to the world in the taxi
logbook , providing they are capably literate. Otherwise, other mediums of capture will be used
including photography, video and audio recordings.
A custom 'Raspberry Pi' tracking system has also been developed to automatically capture and record
the journey for the whole journey and to provide individual journey statistics for each passenger which
is integrated fully with the website.
The World Rickshaw Taxi formally set o from Howden School, East Yorkshire on the 10th September,
2013.
6 Report Aims
This report will provide interested reader the background, history and development behind the project
before its scheduled departure. It will also detail the expedition methodology and some of the research
details that plan to be used.
It will also provide a brief provide an overview of the expedition and conclude with an evaluation of the
methodology used.
7 Overall Research Aims
The research has no hypothesis but will focus on the theme of social engagement with technology
because of the background and knowledge of the researcher.
This journey aims to be social experiment to attempt to provide a more novel methodology for
conducting qualitative research participants irrespective of location or even language through dierent
techniques and attempt to develop and adapt techniques and strategies to encourage engagement and
improving the quality of data that is gathered through explicit recorded data and tacit information
made through personal observations of the researcher. The research aims to implicitly capture the
thoughts, opinions of the participants openly under their own free will.
8
These will be shared through the website to provide a catalogue that will provide a progressive view of
the world to later draw interesting comparisons.
8 Idea Proposition
The idea was a result from the researcher wanting to travel following graduation from University, but
wanting to participate in a more meaningful endeavour that would benet the wider academic
community. There was a seed of motivation to travel by bicycle, but wanted to engage with people to
onset loneliness.
Originally a tandem was considered like Dominic Gill, who cycled the Americas on a tandem picking
up people along the way. Instead, a rickshaw was considered because of the physical challenge and in
particular the novelty of the unusual endeavour. Bring the dierent, quirky to the masses, in any
context will prompt curiosity even to the most reserved people. This invitation of openness to take any
passenger without constraint of cycling ability, age, language or wealth could be replicated in other
ways and project is a derivative of this.
9 Research Relevance
Encouraging openness and participation under free will is a valuable from both research and a
commercial perspective.
In the context of research, people will be less reluctant to oer their time for research because they
they will be perceive little direct benet from them unless relevant at a personal level. Quantitative
and qualitative methods of surveying have their own merits
Taking passengers would make the project sustainably viable in the long term by relying partially on
the generosity of passengers met and the greater opportunity to get good access to sponsors and
advertisement partnerships. From previous experience these can be very dicult to obtain for
traditional and even with unconventional expeditions.
Originally, the project proposal was very focused specically to the globalisation and was focused role of
modern technology driving change within small communities. Having arranged a meeting in December
2012 with a sociologist Dr. Darren Reed, SATSU, University of York, who conducts research on digital
media and social networking, the original idea was consulted. From the meeting, we concluded that it
would be better to focus the overall research aims on the actual methodology of making observations
with the participants rather than an set of conclusive hypotheses. He also commented that sociology
research in the past through cycling had been conducted by a fellow colleague Dr. Paul Rosen.
The motivation was further extended by the fact a very large geographical area was covered but within
a short time frame. It was recommended that an overall theme be pursued and the participants
attention is drawn to this, provided they understood and were interested.
Removing the constraints of a research objective would give exibility and freedom during the journey
to not specically worry about making a breakthrough discovery. It would allow any overall conclusions
or notions to be derived from observations made throughout the trip. Anthropological eld studies
often require months of preparation, resources, contacts within the communities and weeks of
observation to gain the trust of members within the community. Depending on the research conducted
both qualitative and quantitative data can be gathered. The problem that persists is that a small
sample size makes it very dicult
For centuries, exploration and expeditions ha been socially isolated from the public because of
communication barriers, resulting in a hiatus between published discoveries and the expedition.
9
Expeditions and traveller's journeys tend to be very self-centric and often are never concurrent with the
audience they tend to serve because of physical barriers of the expedition and the lack of resources
available to push communication frequent enough to retain interest by an audience.
Modern communication technology and social media has come widespread and even penetrating the
most poorest regions on Earth where water and food security remains problematic. Mobile phone's
global penetration is coming close to reaching saturation of an estimated 6.8 billion subscriptions [1].
Achieving a level of real time communication on a low budget is dicult but its accessibility is
becoming ever more attainable.
From this, the concept evolved and the overall motivation for the project focus was to focus on
participation both to make an adventure a public aair and to attract an audience through the website,
by being pro-active about documenting the journey.
10 Encouraging Participation
10.1 Legislation
Legislation in countries and the requirement for 'Working Visas' prevent the collection of payment from
passengers. For instance, the Law in the UK is very specic and to obtain a fare, a 'Hackney Cab Taxi
License' must be obtained to allow the driver is held "to ply for hire" [2].
It exposes the great diculty as the result of bureaucracy in the UK, with no consistent legislation for
each county and city council. Attached in Appendix A is the mandatory requirements for Pedicab
Hackney Carriages set by York City Council, date. The legislation exists to protect both parties
involved, but increases the barriers of entry and in some cases discriminates; Manchester City Council
will not support Pedicab licensing because they fail to meet the needs of disabled users [3].
It is very dicult subject, and to even mention the word "taxi" can result in diculties and there were
complaints given from other taxi drivers, even if this is the branding of the project.
The only loop hole that exists, is forgoing any exchange of payment. This removes the requirement for
public liability insurance and a taxi license. This potentially could place passenger(s) and driver under
a settlement case because most travel insurance companies couldn't guarantee the underwriters would
provide a settlement.
Note: This cannot be assumed for other countries, regions and cities.
10.2 Generosity from Passengers
Without any possibility of payment, participants are not obliged to make any commitment to exchange
any form of payment. From experience it was found that most people who would be interested in their
aairs would often be very generous and some individuals went go to great lengths to help.
Anything this can be from food, drink, a bed for the night or something cultural such as dancing,
music or perhaps oering a service such as acting as an interpreter or a tour guide. These cannot be
necessarily asked directly but often can be hinted or persuaded into when required. For instance, when
looking for a place to sleep, a question such as " where would be suitable to camp?" and in some cases
they will advise where to go or oer their garden or even a bed.
Not having monetary exchange encourages wider participation and provides a very interesting approach
to learn about culture openly without creating tensions inside communities. It also provides a
sustainable method of supporting partial living costs.
10
Before departure, passengers can share their interest through the website. These will hopefully serve as
reliable contacts that can oer assistance and help with translation such as 'magic letters' which can
help inform passengers more thoroughly what the project is about.
11
11 Research Methodology
No strict formal procedure will be made for documenting the experience with participants along the
way. It will involve a variety of dierent techniques to determine the feasibility of each dierent method
that later is to be established in the long term.
11.1 Blogging
The chosen method of recording the observations and experiences will be made through a dedicated
online blog which will be additionally supported by photography taken during the journey. This is
standard method for recording events during the day and requires no further explanation.
The blog used a standard Wordpress installation and is publicly accessible at the time of writing at
blog.worldrickshawtaxi.com.
11.2 The Taxi Log Book
The Taxi Log book provides a literary medium to allow passengers to share any message they want
with the project, that is similar to a guest book format. It will acts as a formal method for cataloguing
each participant.
11.3 Photography and Video Documentary
Photos of each passenger will be asked with their permission once each journey is completed to provide
a prole of each passenger on the project. This is not mandatory and they may choose to opt-out if
they feel uncomfortable exposing themselves.
Photography and video footage was taken along with video footage from a Nikon D5100 DSLR
Camera. This also provides facilities to record HD footage which will be used to interview passengers
and document anything poignant on the journey.
In expeditions, it is very unusual to use consumer DSLR cameras for video photography, however,
technological progression enables HD video recording on entry-level models further improved by
continuous auto-focus capabilities. This oers greater quality footage especially in static shots, and the
artistic freedom to produce more creative shots.
The set-up is completed using an lapel microphone for improved speech recording and
tripod with infrared remote to enable easier shooting of long shots when alone.
Tamra Star 61
Several micro SDHC cards will be used for photography and video footage which will be sent home on
a fortnightly basis to be safely stored at home and uploaded to an appropriate web server. The video
footage will be compiled to produce a short fteen minute documentary show that will be released
every few weeks. Its success depends on the practicality of safely sending footage home and having a
sucient supply of memory cards that can be used.
11.4 The Website:
worldrickshawtaxi.com
A complete custom website - 2 was built by the researcher to provide extra functionality, customisation
and integration compared to o-the-shelf Content Management Systems often used by expeditions and
12
Figure 2: The website homepage, August 2013
research projects. The website was intended as an accessible means of engaging with the project and
was given substantial priority.
The website is built using PHP as the scripting language, MariaDB for database storage and uses Zend
Framework [4] for abstraction to speed up development. The site oers a great customisability to the
researchers programming skill whilst additionally serving ordinary pages to be integrated with dynamic
content very easily.
The homepage provides an aggregates information from photo hosting site Flickr, micro-blogging site
Twitter, the blog and also fundamental statistics for the entire journey.
Tracking Passengers: A non-proprietary system was used for the cartography needs of this project.
LeaetJS [5] in conjunction with OpenStreet Map with the map tiles rendered using a cloud provider
Cloud Made [6] to provide the mapping functionality - Figure ??. This is the rst notable use of open
mapping system in charting expeditions.
Figure 3: The route page plots passengers fare, the itinerary and actual route
The mapping functionality allows presentation of GIS data which maps information spatially. The map
provides an interactive interface for displaying the route, passengers requests and completed journeys.
13
Due to the anticipated number of passengers, these are grouped according to the map's current zoom
level.
An additional interface is provided to allow the user to browse the recorded position from the Raspberry
Pi tracking system - Section 11.5; this achieved using slider widget located at the bottom of the map.
With a provided email address, a personalised report of their journey is automatically calculated upon
completion. They can view journey statistics calculated from tracking data including: total distance,
average speed, elevation gained, average temperature - Figure 4 Tracking data collected is displayed on
an interactive graph using JQuery Flot [7]. This is fully navigable and can be used to control the
recorded time lapse displayed above taken from the Raspberry-Pi Camera.
Figure 4: Individual passenger statistics are available once their journey has been completed
Using the time lapse recorded by the tracking system, the user can also navigate through the time lapse
interactively using the data plotted onto the graph - Figure 5.
If passenger request is accepted, an automated email containing contact information is dispatched to
the participant to remind that the rickshaw taxi is near. This is calculated using the latest tracking
position and checking the distance is near.
The website has an administrative interface - Figure 6 to tabulate and modify information for each
passenger request and successful journey. Each passenger fare is plotted on the route map. Upon data
entry, using OpenStreetMaps's Nominatim Service [8], geocoding is used to automatically calculate the
latitude and longitude position for the passenger request suitably anonymised, to conveniently locate
their position on the map.
Potential passengers can show their interest by making a passenger request through the website to
allow for planning. The log book provides a physical copy alongside this virtual copy to enhance the
experience for the passenger.
11.5 Raspberry Pi Tracking System
This project is one of the rst practical applications of an open source tracking system - Figure 7 used
in a practical expedition.
The tracking system was developed to explore the use of a completely open and customisable platform
for record expedition data from multiple sensors and enable straightforward integration with the
14
Figure 5: The time lapse recorded through the tracking device can be browsed by the passenger.
Figure 6: Administrating passenger fares through the website
website. This data is collected and uploaded directly to website's database, to then calculate the
overall journey and passenger journey statistics when needed.
Commercial GPS/GPRS trackers were available and were an option for potential sponsorship, but this
wouldn't provide the functionalty needed because of their proprietary nature are very dicult to
customise to the needs of the project and would limit the educational value gained.
An automated time-lapse capture was discussed at the meeting at the University of York and
potentially would be a powerful way to analyse the journey especially on large time scales. Without
using an open platform this would be very dicult to integrate and control this process such as the
interval between capturing photos and the original image quality.
The tracking system consists of a Raspberry Pi Model B [9] powered by a 7000 mAh Lithium Ion
Battery stored in a waterproof 'lunch-box' casing - see Figures 7, 8, attached to the canopy and front
handlebar bag using velcro - 9. The stated maximum power drawn from the system excluding
accessories is 700mAh or 3.5W and when idle reduces to between 300-500mAh. Practically this would
enable between 8-10 hours operation dependant on the battery eciency, which is ideal for the project.
15
Figure 7: Raspberry Pi Tracking Figure 8: Top View: Tracking Figure 9:
Tracking
System
System
mounted on the canopy
system
Raspberry Pi provides additional extensible through GPIO pins. These create a digital interface
between sensors and controller circuits which can be controlled through a high-level programming
language such as c++ or Python. Extra functionality can be obtained by the use of two USB ports,
which are only restricted by the driver availability and the device's power consumption.
11.5.1 Sensors
This section details the sensors used and their function within the tracking system.
Atmospheric Pressure and Temperature Sensor
Figure 10: Bosch BMP085 Temperature and Pressure Sensor
A Bosch BMP085 breakout board - Figure 10 was connected directly to the GPIO pins and provides a
combined reading of temperature and atmospheric pressure. The altitude above sea level can be
inferred from the pressure reading. The elevation calculation requires initial calibration from the GPS
unit or through dedicated elevation data provided by Satellite GEM because pressure is dependant on
localised weather systems.
Infrared Sensor
Figure 11: Vishnay AGC2 38kHz infrared sensor input
The Raspberry Pi system doesn't provide a physical controller except using a USB keyboard. Instead
for convenience, an 'o-the-shelf' AGC2 38kHz infrared sensor - Figure 11 was connected to other
GPIO pins to enable the system to be controlled by a standard remote control.
16
Individual buttons were assigned to trigger Python scripts to control the behaviour of the tracking
system, such as pausing or restarting the tracking system and changing the interval between captures.
Position Sensor
A USB Bluenext BN903 GPS Dongle using the SRIF III chipset provided GPS tracking allowing the
position to be recorded. GPS works using timing signals and allows the system clock to be correctly
synchronised to UTC time.
Imaging
For creating a time-lapse functionality, previous experiments using a standard web camera produced
overexposed pictures which had unsatisfactory quality.
In April 2013, a GPU accelerated camera module was announced by the Raspberry Pi Foundation to
be released later in the year [10]. The sensor provides 1080p HD Video Recording or 5MP images,
whilst only drawing an additional current of 200mAh when active.
Figure 12: Raspberry Pi camera module
Receiving the module later in July 2013, the Raspberry Pi Camera - Figure 12 provided a notable
improvement in quality and programmable control over the time-lapse taken using their provide
raspicapture utility program. An inexpensive wide-angle lens was attached to the front, to increase the
viewing area in each photo.
Internet Connectivity
An 'unlocked' Huawei E220 USB 3G mobile dongle was purchased to allow SMS message to be sent
and received between twitter provide a bridge between the tracking system and the device. This would
allow real-time live tracking capabilities.
After a given interval, an SMS message is constructed using the data formatted into CSV. This is sent
as a tweet to the national telephone number for Twitter in each country to prevent roaming charges.
An alternative to twitter is to use an Internet SMS Bridge provider, but these are not free and are not
available in every country.
Tweets are periodically checked and if they are in the correct format they will be stored into the
website database. The greatest problem is obtaining a SIM card in each country to provide this, but if
the correct data plan is found, it can be a very cost eective approach for providing real-time tracking.
This functionality is available as separate applications on modern smart phone but has the limitations
due to their proprietary nature.
This is reversible: commands from the website can be sent via Twitter and received as a SMS message
on the tracking system can be interpreted directly in Python using the Gammu Library [11] to initiate
a program sequence. For example, a user could send a tweet to initiate a photo to be taken.
17
11.5.2 The Tracking Program
A tracking program was created using the Python programming language without any prior knowledge
using this particular language although with considerable experience in other languages. A brief set
of documentation of its function is described.
The program interfaces with the BMP085 Sensor through an open source library provided by Adafruit
[12] which provides an abstraction layer for reading the temperature and pressure data from the sensor.
The GPSD Client Library was used to enable native GPS functionality [13]. The library reads serial
NMEA data from the GPS device, stores the sequence a buer and encodes this in an array easily
accessible within the programming environment.
The program operates on polling loop at a set interval changed by using the remote control.
It automatically detects when no satellite information is available and will not record any data. An
error check is performed to nd a delay between the system clock and GPS reading time. If this is
greater than two seconds, the reading is 'stale' and discarded. If this continues for a period, it is
assumed that the Operating Systems USB serial buer has overowed and then restarts the system
automatically.
To prevent this buer from overowing, a separate program thread had to be created which would
empty the buer faster that it can be lled by the device. This was dicult to diagnose at the time of
creation.
Once a satellite 'lock-on' is available, the program will continue. A moving average is used to smooth
the temperature and elevation data by using a circular queue data structure.
When a long time period has elapsed, the elevation data is re-calibrated using either the GPS
estimated elevation or preferably the elevation calculated from DEM tiles publicly available from
NASA's SRTM project and cover 99% of the globe.
Figure 13: Digital Elevation Mapping - Representation of elevation data
Tile data is stored as a 8bit grayscale bitmap, with each pixel value representing the elevation data at
each point - Figure 13. The tile data has a resolution of 90 m/px with each tile covering an area of 3
arc seconds, which becomes an appreciable size covering a large area. The elevation can be interpolated
given by the latitude and longitude providing the tile exists.
A bilinear interpolation method was used to further reduce the error because of the resolution,
although for the purpose of calibration is not necessary.
This data along with the current time, latitude and longitude is then appended as a row into Comma
Seperated Values (CSV). A sound is played to indicate data has been successfully written to the le.
The choice of format can be quickly processed line by line and reduces memory and processing overhead
on the web server when uploading a le with thousands of points. Commercial options use an XML
GPS Exchange format which increases complexity of processing and the overall le size comparatively.
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11.5.3 Statistics
A basic algorithm is used to calculate the total distance between each consecutive position recorded
and accumulates this. Due to error, the elevation gain has a threshold of 0.1 m gain before it
recognised. Further improvement is required for this, however, DEM can be later used to more
accurately provide actual elevation data for the route. Averages needless require further explanation.
11.5.4 Sourcecode
The source code for the collection of programs will be later published online.
11.5.5 Diculties Discovered
The USB GPS device doesn't contain an internal backup battery. This is needed for retaining the
ephemeris data needed for locating the exact position of one of the individual 29 geostationary satellites
[13]. This sometimes resulted in a very long lock-on times taking between a few minutes to fteen.
The only compromise for this was to start the GPS device before departing each morning. It was later
found that the dongle could use assisted GPS to reduce waiting time during launch. A program is used
to download the latest almanac and ephermis data from the internet and then upload this to the device
to prevent the need for the GPS to download this.
Commercial GPS trackers tend to not have this problem and use assisted GPS technology - radio
signals where available to improve locking speed and calibrate known localised errors in position.
The tracking system has shown to be very reliable after the initial tweaking during the development
phase. The error tolerance for the GPS device has been excellent with exception to very few occasions
with the plotted route escaping the road path. Fluctuations in the GPS position can be improved using
a Kalman Filter. However, the author doesn't possess knowledge in Systems Engineering.
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12 Preparation
This section details the planning undertaken and the preparation for the expedition.
12.1 Route Planning
The itinerary route was designed to provide a schedule for the whole journey, to enable planning and
coordinating with individuals and groups an estimate of arrival.
The route principally follows prevailing easterly winds and individual countries were chosen on interest
and how dicult it was to obtain a Visa.
Figure 14: The initial itinerary avoiding Afghanistan entering Pakistan via the Karakorum Highway
With successive research, and monitoring the current aairs in countries, the route has been adapted
accordingly. Countries such as Afghanistan, Pakistan have become increasingly unsafe in 2013 for
foreign nationals and locals due to terrorism. This was conrmed after contacted a relief worker in
Afghanistan, who worked closely with security personnel.
Attempts to nd alternative routes, included entering other Central-Asian countries: Turkmenistan,
Uzbekistan, Kyrgyzstan. From there a route travelling along the Karakorum Highway over the
Himalayas entering Gilgit-Baltistan, Pakistan - Figure 14. This has become impossible because of a
landslide earlier in 2013, and Pakistan do not issuing Visas if entering this way because of the murder
of 9 foreign nations in June [14].
Pakistan has further escalating problems dealing with national security and many provinces such as
Baluchistan remain under control of war lords with continuous reports of abductions including local
press [15].
Instead, the most convenient and safest alternative was to cross from Iran into Dubai, UAE, on the
Arabian peninsula and ship the rickshaw by sea freight directly to Mumbai, India - see Figure 15.
The other dicult was reducing the risk of hypothermia, therefore, the route was changed to go along
the southern coast of Turkey to avoid the cold winter months in the Anatolia plateau, Turkey, which is
between 1000-2000m and some mountain road are closed because of snow.
With Syrian Civil War continuing into 2013 creating the issues of mass migration of the Syrian refugees
into Kurdistan, Iraq, this was chosen to be incorporated into the itinerary [16].
The remainder of the route continues into South East Asia with an option to visit Indonesia, Malaysia
and the Philippines. Although this will be most likely subject to change when becoming near.
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Figure 15: Updated Itinerary for the World Rickshaw Taxi
12.2 Medical Preparation
Having consulted with Newland Travel Clinic, Hull. The main vaccinations that were prescribed under
recommendation were Rabies, Hepatitis and Japanese Encephalitis.
With the route in mind, there would be atleast 7 months of potential exposure to malaria and dengue
fever in India, Nepal and the whole of South-east Asia. It was advised that anti-malarials should be
used throughout this period. Doxycylin was recommended as the most cost-eective approach for long
term travel, with the only noted side eect of increased risk of burning.
Dengue Fever is most likely transmitted during the day, and can only be prevented by applying
thoroughly 50+ DEET insect repellent. Both diseases can be further prevented by ensuring mosquito
nets are used during the night and that any bites are applied with anti-septic to prevent cases of
infection.
Overall hygiene would be improved by using a sponsored Water-to-Go Filter Bottle, which is stated to
remove 99.9% of contaminants in water. In addition, the use of hand-sanitisers will prevent illness
along with appropriate travel practices for instance only eating cooked food.
12.3 Training
To adequately train for the project, during the winter period 2012 and 2013, time was spent using an
indoor turbo trainer - Figure 16 to boost overall cardiovascular endurance, improve strength at a higher
cadence. This continued successfully continued till mid February, nished with a 220 km bike ride. The
availability of time due to Finals and academic work, prevent any further substantial training.
12.4 Acclimatising to the rickshaw
After purchasing the rickshaw, best eorts were made to obtain substantial practice getting used to the
dierent riding style accustomed to riding a rickshaw. An upright position reduces back strain, but
increases the eort required to keep the hands on the handlebars and also can increase pressure on the
saddle that can cause discomfort in some cases.
It was advised from the previous owner that ensuring a higher cadence be used to prevent injury but
also to reduce wear on the gear components. The result of a higher force exerted on the chain results in
stretching which causes the gears to wear substantially quicker.
21
Figure 16: Turbo training in Warwick University Sports Centre
During the rst week, the rickshaw was taken out on public roads, steadily increasing the distance
progressively. The stock Cycles Maximus saddle was a cause for major discomfort; resulting in chang
and developing serious aches in the knees.
There was an anxious period of limbo, whether the ache in the knee continued and would become worse
and the problem persisted even with a variety of alterations to seating position and choice of footwear.
Although there was no apparent twist in the knee joint during the pedalling stroke, it was thought that
the greater width of the saddle was interfering during the pedal stroke, resulting in an inammation
around the patella. Upon changing the saddle to a second-hand spare used on a previous touring
bicycle, the problem disappeared.
Figure 17: Climbing a 10% gradient hill with the rickshaw
A particular diculty on the rickshaw was getting used to having three wheels in contact with the
road. This causes the rickshaw to tilt with the road camber and this can be felt and it was found this
was putting stress around the hip joints initially. The nal thing to get accustomed to was the width
and correctly judging a distance from the road verge.
Two long distance rides were undertaken for training and publicity purposes, covering 56 km and 70
km. On the at, without passengers and without wind, the rickshaw could achieve an average speed of
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16 km/h although 12 km/h was more likely to be achieved. The rickshaw was also tested on a steep hill
climb - Figure 17: it was found without passengers that it could tackle a 10% gradient hill with a 150
m elevation gain. This was done in the bottom most gear with a speed of around 5 km/h.
These trips reassured that 50 km per day was realistically achievable, which was the assumption used
during planning the route.
12.5 Sponsorship and Revenue Generation
The rickshaw provides advertisement and sponsorship space at approximately 1.5 m2 . The advertising
space is shown in Appendix . This allows additional revenue generation and enable more lucrative
sponsorship contracts. To allow for advertisement contracts along the way, the back panel. Other
expeditions tend to be restricted and with the nature of this project gives a greater impression numbers
to maximise the value of sponsorship and advertising contracts.
A tiered system of sponsorship packages ranging from ¿100 (Bronze) to ¿1000 (Platinum) were
provided to give standard options at a xed price with further possibility to customise to the client's
wishes see Appendix B and Appendix C. Lower costed packages provided exposure primarily through
the website whereas the expensive 'Gold' and 'Platinum' packages provided physical exposure using
vinyl stickers permanently axed to the rickshaw pedicab body.
Individual enquiries for nancial sponsorship throughout 2013 till August proved largely unsuccessful
and in July 2013, the sponsor behind the new rickshaw backed out because of nancial diculties as a
start-up. This resulted in a dicult period locating a suitable second hand rickshaw with the added
expense to the project.
I was fortunate to receive a platinum sponsorship in August 2013 which helped towards supplementing
the living costs during the expedition, however, retrospectively no payment was actually received.
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13 Expedition Equipment
The Rickshaw
Rickshaw Pedicabs are typically three wheeled vehicles capable of carrying passengers, driven primarily
by the act of pedalling, although electronic assist is available and legislation in the UK with a
permitted motor capable of delivery a maximum power of up to 250 W in the UK currently. Depending
on application and the specic design, typical payload capacity is up to 250kg equivalent to three
average sized adults.
13.1 Cycles Maximus Rickshaw Pedicab
Cycles Maximus trikes originally designed by Tom Nesbitt, were originally in production from mid 1997
in Bath, UK and ceased production in 2007. However, a relaunch of a new company under the same
name with new directors and a new model scheduled for production in late 2013 [17]. Many derivatives
have been produced based on this design but experience talking with previous owners claried that
there was substantial dierence in quality [18]
The original trike is a bespoke oversized steel box-section frame: 2.36 m in length and 1.2 m wide for
the pedicab model. Components (wheel rims, hydraulic disc brakes) are standard moped parts whilst
the transmission uses a epicyclic hub gear taken from a tandem bike. The maximum designed payload
is 250 kg, but is often exceeded by owners. Without electronic assist, they are capable of climbing hills
with 10% gradients without payload. However, this reduces with an increase in payload to the ability
and condition of the rider [19].
A second-hand Cycles Maximus pedicab was purchased from York, UK for ¿1800. It was in good
working condition with an approximate age of six years with a stated production number [681]. It was
originally used as a licensed pedicab operation oering tourist rides around the city. This was one of
the last models in production and have become very dicult to locate in excellent working condition.
13.1.1 Suitability for the expedition
Presently in the UK, except Cycles Maximus, there are no bicycle trikes or rickshaw pedicabs
manufactured here. Companies do exist that design and assemble here, but are imported from Eastern
Europe or more commonly asia.
Repeatedly it was mentioned there was many aws with their designs in order to cut costs. Many use
o-the-shelf bicycle components - wheel rims, caliper brakes not designed for the load. The frame
tubing is much smaller with a smaller gauge and are more susceptible to damage. Some even omit the
use of a dierential with one xed axle.
Under several recommendations, it was advised that a second hand Cycles Maximus be used for the
expedition, because of their reputation - notably their strength and durability.
Additionally they are easily repairable especially in poor countries because of the standard components
used and the steel frame can be welded without requiring specialist welding skills.
13.1.2 Storage Space
Unlike a touring bike, weight is not an issue, but space is. Underneath the seat, space is provided for
storage and will be used for the carriage of equipment providing an approximate volume of 70 L Figure 19. Whereas in comparison a touring bike can hold 65 L using both front and rear panniers.
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Figure 18: Primary storage space available underneath the seat
To keep equipment organised and waterproof, two underneath storage boxes were used rather than
dry-bags - Figure 19.
Figure 19: Using two bed storage boxes for providing waterproof storage
It was found that a four-season winter sleeping bag took up too much space underneath. Instead, a
long sleeve was creating using waterproof fabric which provided an additional insulated cushion for the
passengers saving a considerable amount of space - Figure 20. Additional space was made behind the
seat for tools that are not often used.
Figure 20: Using two bed storage boxes for providing waterproof storage
There are no places to attach bike panniers to because over-sized bars are used. Instead a standard
25
rucksack was attached to rail in front of the above panel using velcro underneath the straps to provide
convenient way to secure valuables when leaving the rickshaw for a short amount of time.
13.2 Solar Panel Kit
To power all the electronic devices under the possibility of not having reliable and consistent power
supply, self generation was considered. This was particularly important to ensure that the tracking
system and camera would have power at most times excluding exceptional circumstances.
One option considered was to use a wheel hub dynamo connected to a voltage regulator and buer to
charge. Stated by most manufactures, they typically provide 3 W at 15 km/h and can be up to 70%
ecient [20]. This wouldn't have been feasible, because the average speed was 11 km/h and it would
also fail to meet the charging capacity required.
A solar charging kit was opted for. A 16W Solar Panel with a V60 Laptop Charging Kit was purchased
from Voltaic Systems [21] . This allowed for the laptop, tablet and also the camera to charged which
required a higher voltage (7-19V) supply which cannot be oered by most other solutions. The V60
charging circuit allows charging directly from the solar panel but regulates and supplements this with
additional power from the battery if required, ensuring a safe and consistent power can be supplied
directly to the device - Figure 21.
Figure 21: 16W solar panel connected and charging the V60 Battery Pack
26
To maximise the solar energy collected, especially during winter period where the sun's path is lower in
the sky, the solar panel was attached to the fabric canopy of the roof.
A triangular cushion was used to have the panel at an angle and was secured to the canopy using
buttons - Figure 22
Figure 22: 16 W solar panel inclined using a triangular cushion on top of the canopy
13.3 Navigation
Originally during planning, traditional navigation was going to be conducted primarily using road
maps, however, because of the greater coverage and detail required it didn't seem a realistically feasible
option. An inexpensive second hand tablet computer was bought that would provide oine mapping
functionality using an open source Android App Osmand [22].
This provides oine navigation and mapping facilities using data produced by OpenStreet Maps. The
whole route of the journey around the world can now be navigated . It also works out to be more cost
eective than paper maps and provides greater detail.
The application allows multiple layers to be used including the itinerary route and also contour lines,
useful for planning the appropriate roads with the least steepest gradient, which are not available on
conventional road maps.
13.4 List of Equipment:
A full list of equipment taken on the expedition is attached in Appendix D.
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14 Progress
This section is a brief account of journey from start to nish. Illustrated blog entries were kept each day
and can be found at blog.worldrickshawtaxi.com
It was decided for many reasons to nish the project prematurely in Nordhausen, Germany after ve
weeks since starting.
14.1 Departure Day
The journey commenced on September 10th as planned from Howden School. A BBC lm crew
witnessed the launch, leaving from home, although it felt a very articial departure. Upon leaving the
school, bolts underneath the saddle and on the seat post had sheared away resulting in a further delay.
The rst day rained and there was a strong headwind to York - the rst city enroute made a very
ominous start. Also the Raspberry Pi tracking system also failed to start for some unknown reason at
the time.
Arriving at York, the reception from people was disappointing and no passengers were taken despite
publicity from the BBC. Despite being familiar with York, nding a place to camp was extremely
dicult. Places usually very easily accessible on a bicycle weren't possible and the only place left was
camping along a small stretch of grass along the River Ouse. The rst experience with the tent was
dicult, more so in the dark. The next day began early at 6:30AM for an interview with BBC Radio
York.
Despite further publicity that morning, nobody was interested in becoming a passenger. That morning,
spirits were low and with many things not working, an unexpected rendezvous home was required to x
several problems.
14.2 The UK
Upon returning home, most of the problems were xed and the journey began again the next day.
Arriving at Doncaster, there wasn't much interest for a ride. It was decided from the start, that the
rickshaw would not advertise 'free' so that only people genuinely interested would approach.
Most of the journey through the UK towards London was generally uneventful. Camping continued to
be dicult and was made increasingly dicult with the wet conditions. The tent was under performing
and made the morning starts tediously slow and uncomfortable.
Surprisingly, there was some interest near Leicester, however, generally riding through many city
centres in England there were few requests for rides, especially considering they were free of charge.
Heading towards University of Warwick from Leicester, the winds had become strong headwinds and
travelling a short distance of 25 miles, proved to be dicult and took several hours.
The day after the weather turned worse and all day it had rained. Even with a rain cape, the
conditions made a very uncomfortable journey. Before reaching Banbury there was a climb of 11% Figure 23 which took twenty minutes to climb with repeated stops. It soon became apparent that the
viability of this project to be completed was questionable. The diculty was increased because of the
extra luggage with an additional weight of 20kg being carried and the bottom gear didn't provide a low
enough ratio to make it a reasonable climb.
After days like this with such hardship, morale was diminishing as the perceived benet of riding a
rickshaw didn't reveal itself.
28
Figure 23: An 11% hill towards Banbry
With the poor progress, some towns originally planned on the route were omitted and getting to
London became a priority. Despite travelling on busy roads, there weren't any bad experiences with
road trac; if any queues behind formed, any opportunity was made to pull in safely.
Arriving in London, the weather was unpleasant. Having experienced another early start, morale was
very low. Thoughts were particularly negative and having no guaranteed place to stay in London was
another concern at the time. There was mixed thoughts whether to continue. There weren't many
moments that were enjoyable and cycling the rickshaw was dicult, but this was expected within the
rst two weeks.
Despite London having rickshaws, only one person wanted a ride. It further complimented the
disappointment experienced over the two weeks. There were consistent thoughts that this project was
not working and was failing to meet expectations that were devised through previous experiences of
cycle touring. Although the rickshaw was working ne, By this point, the MP3 Player had broke, the
storage boxes were cracked and crudely taped over, the solar panel had become faulty and the tablet
containing the maps couldn't be charged. These problems further dented morale.
Fortunately spending a weekend with relatives to recover helped improve optimism with the prospect of
a better response in continental Europe. The following three days were spent cycling to Harwich to
catch a Ferry to Hook of Holland. This was an attempt to gain a week by skipping Belgium and south
Holland.
14.3 Holland
Arriving in Holland, accompanied by dedicated cycle paths added ease to the cycling routine. Having
organised to stay with someone in Den Haag, helped improve spirits and was an opportunity to learn
more about Holland.
Travelling towards Amsterdam, there was again very little interest although the sand dunes along the
coast was pleasant cycling. Despite sleeping on a park bench overlooking the beach, nobody
approached. Cycling into Amsterdam against a headwind was tiresome and despite taking o the
canopy, only slightly reduced the dicult.
There were no places to stay in Amsterdam and nearly all hostels were full having arrived on a weekend.
Trying to navigate around the busy streets was very dicult and was similar to London. Other cyclists
were more hazardous than road vehicles as they tended to be impatient and inconsistently overtook on
29
both sides which with poor rear visibility was hazardous. Very little was gained travelling to
Amsterdam and it was decided that leaving that evening was the best option in those circumstances.
Travelling east through Holland was exceptionally dicult with strong headwinds. Stopping in Utrecht,
one passenger was taken but in general the response in Holland was very disappointing despite being a
country renowned for its enthusiasm for bicycles. Thoughts became increasingly more negative each
day and it wasn't helped travelling so slow along the same scenery.
In Arnhem, there was a planned opportunity to stay with a couple. It was good to recover and the
priority was being optimistic and open minded before crossing into Germany.
14.4 Germany
The wind continued to be dicult going along the Rhine into Germany. The slow progress forced a
change of route that was more direct. The response in Germany was far better than Holland, and
people showed more curiosity or looked interested at a sight of a rickshaw in their village of town.
Reaching Düsseldorf, there was another organised placed to stay to recooperate and x many problems
that had been experienced. This included a replacement solar panel and connector so the tablet could
be charged and used again making navigation more easy.
The experience cycling around with someone who knew a city and could explain the subtleties of a
place was great and made an enjoyable weekend - Figure 24. This was the only time on the trip that
generated a worthwhile experience.
Figure 24: A sightseeing tour of Düsseldorf Media Harbour
Having recovered, the next few days went smoothly and had been easier days, though despite the
curious looks on peoples faces, people didn't gather much courage and question the project.
Over the next week, there was an organised stay with a University student and a family. Both were
pleasant experiences and helped prepare for the hilly region separating east and west Germany. After
staying with the last family, the rickshaw brakes now and then squeaked. Not much was made of it.
Afterwards there was a 350 m climb up through a valley. It took atleast two hours to complete, and
apart from a few short sections wasn't impossible but dicult.
The next few days the weather worsened and each day was cold and wet and the clear skies at night
made camping cold and uncomfortable. Everything inside the plastic storage boxes remained dry, but
everything else felt wet or damp and was uncomfortable.
30
Every night the tent would be wet both on the outside and the inner ysheet, whether the problem
stemmed from condensation or leaking through the seams was not known, but the sleeping bag was
often wet each morning. This problem became worse especially during the last week.
Arriving in Holzminden, there was torrential rain and the canopy of the rickshaw was overowing with
water. The youth hostel was closed for the season and there were no hotels - there was little that could
be done and there were no oers of help. It had put many things in perspective.
The next day, there was a festival in a historic town of Einbeck and made it a reason to stop early that
evening. Fortunately, it was a great surprise to be oered a place to stay that evening - it was the
second time out of ve weeks been oered a place to stay from a stranger. A comfortable evening
improved spirits and it was pleasant to have a discussion about German issues in uent English.
Despite a comfortable stay the next two days motivation had completely disappeared. Throughout
those days, the arguments for continuing were rationalised. It soon became apparent that this method
of travel was impractical and for its diculty didn't oer any particular advantages over normal cycle
touring. The situation in poorer countries will have been arguably dierent, but the biggest problem
was that travelling from nine in the morning to four in the afternoon left little time to discover
anything new or meet people in a town. In the Nordhausen, the next major town enroute, the decision
was made and the journey would come to an end.
Coincidentally that same evening, the front wheel bearing on the rickshaw had fallen out and if
continuing would have required repair.
14.5 Returning home
Finding a method of getting the rickshaw back home was dicult. Hiring a van to Rotterdam with a
ferry would cost in excess of six hundred euros. Fortunately, an alternative was found. The rickshaw
could be delivered by truck on top of a pallet by standing the rickshaw on its back - Figure 25. This
helped made travel arrangements far easier.
15 Thoughts on the expedition
The expedition hadn't met the overall expectations. The amount of time taken for travelling was the
most substantial problem for the trip. Despite the expedition being largely unsuccessful in its outcome.
The trip proved a useful exploration of methods of capturing and documenting the experiences to date.
The blog was successfully updated each day and the quality of the writing was improved by being able
to write each entry at the end of each day without a limit of time. In addition, the ability to include
photos really helped illustrate the stories to people who view the blog during its lifetime.
The accompanying video documentary was working well. The DSLR camera setup with the tripod and
lapel microphone provided a great deal more creativity with very good quality. The footage would have
been even better had their been an assistant to help record this.
Using the oine electronic maps via the table worked especially well, although admittedly the tablet
struggled in the poor weather conditions, when the screen become wet. It was never too dicult to
charge the device except having problems with the connector.
15.1 The Raspberry Pi Tracking system
One of the positive results of the journey was that the tracking system worked much better than
expected - the route is plotted in Figure 26. The tracking system failed to work on the rst day
31
Figure 25: The Rickshaw transported on a pallet
because the Raspberry Pi lacks a real time clock causing the tracking program to malfunction. This
was solved by updating the system clock from the reading taken from the GPS unit.
The USB GPS unit worked reliably and if it was used on consecutive days, it would acquire satellites
within a minute on a cold start. On a few occasions, the tracking system failed to work for unknown
reasons.
Figure 26: The journey plot from the Raspberry Pi tracking system
The pressure sensor in combination with the DEM data provided a satisfactory measure of the
elevation. The temperature reading from the same sensor was not correct because internally the
Raspberry Pi generated heat in the enclosed space having the need to be water-tight. It would have
been better to have located this sensor separately using a longer cable.
The time lapse camera worked very well except when it rained during the day or during dusk - a photo
taken can be seen in Figure 27. When it rained the wide-angle lens often clouded up or was covered by
rain drops. Each image was approximately 100kb and therefore each day's collection of images could be
easily uploaded. Arriving in London the wide-angle lens was lost, however, this didn't aect view range
the camera could cover and actually improved image quality.
32
15.2 The Website
The website was updated to improve its performance during the trip and managed to successfully store
and process over hundred thousand tracking points inside database. The website utilised caching
techniques to improve its responsiveness and the journey stats were calculated daily without diculty.
The tracking points were reduced to show 8000 points on the map to reduce the bandwidth and
processing required to be shown on the visual map. This worked very successfully concurrently during
the trip. This is a technical feat since many other route mappers only process route tracking for short
journeys typically with a small point set.
Figure 27: The timelapse shot taken from the Raspberry Pi tracking system
15.3 Diculties encountered
There were many unexpected diculties that made the journey unfeasible in the long term. This was
the ultimate decision for not continuing. Travelling for around 7 hours per day on average rather than
the expected four left little time to stay in place giving an opportunity for people to come over.
The response in Western Europe was overall disappointing, and even if people were more engaging later
in the journey, the distances needed to be covered between towns - especially in the Middle East and
Asia would have become unjustiable. To cover such distances without meeting anyone soon became
lonely, and where the scenery was uninteresting created dull days. Travelling over short inclimbs were
slow but were achievable.
The rickshaw's size made it dicult in large cities especially with other cycle trac. There were several
points on the journey which weren't very accessible and consequently this increased the diculty of
camping. The shorter days became apparent by mid October and were creating problems amongst the
worsening weather conditions. This was expected and would have become far worse later on, but there
were diculties camping and the rickshaw failed to keep everything dry as expected from the beginning.
Had this project been exclusively a challenge, it would have likely continued. This wasn't the project's
goals and up till that point there were only few worthwhile experiences that made it desirable to
continue under the current circumstances.
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15.3.1 Problems with the rickshaw
Problems such as broken equipment along the way could be xed but became a nuisance. The rst
problem experienced with the seat bolts shearing o though it was xed relatively quickly.
The rickshaw was returned home without any problems. Once at home, the front wheel bearings could
be replaced, but the bearing had to be ordered from a website stocking exclusively industrial bearings rather than ordering from a conventional bike shop. This may have been dicult abroad.
Interestingly, the rear wheels didn't spin free anymore and soon stopped around eight rotations with
the brake calipers touching the brake discs. Both the rear wheels appear to have a noticeable camber
too and it is questionable if this is the primary reason why it had become noticeably slow going
downhill over the last week. There are now doubts if the rickshaw would have developed other faults
despite the rickshaw's good reputation for build quality.
It is questionable whether the project's failure ultimately lied on the rickshaw. The increased rolling
resistance of three wheels with thick moped tyres and the drag caused by its large frontal area reduced
speeds on average to 11 km/h. Small inclimbs were a hindrance with the increased weight of the
rickshaw. On the occasions when a passenger was carried, the rickshaw only carried one passenger. Ir
soon seemed an inecient means of getting between places atleast without an electronic assist.
The overall weight would have become problematic on any hills or mountains with gradients above 8%
which would have been a disastrous problem in some areas. Such diculties restricted the choice of
route considerably and with its speed often meant choosing a direct route which often was less
enjoyable.
The other problem experienced was that people got mixed messages what the purpose of the rickshaw
was. Some people thought it was a tourist info service, others an airport taxi due to the sponsorship
placement on the side whilst others thought it was a rickshaw taxi business that people paid for. One
of thing that may have helped the situation was carrying a British ag, because on rst introduction
they all spoke their native language despite all the branding being in English.
16 Scope for the future
The project has such great potential to learn and document journeys interactively. The tracking system
and time lapse capture worked successfully - approximately 1300km was captured, despite the later
diculties uploading these to the website. There was clear novelty in the rickshaw although people
atleast in Western Europe didn't seem to have the courage to approach and engage with the project.
The project may have been far more successful if the journey had focused on a smaller area - such as a
region or a set of countries.
The project could be attempted again using an alternative means of travelling which involves carriage
of a person. This could be a motorised vehicle or human powered such as a tandem bike. However, the
practicality of travelling between places would need to be resolved so that it become less time
consuming.
34
17 Conclusion
The journey covered 1400 km in ve weeks and took twenty recorded passenger fares. Despite the lack
of success, the overall concept and idea has potential to be a catalyst for learning and documenting
people's lives in countries. The execution under these circumstances was admittedly unsatisfactory.
The biggest issue was the slow progress and increased diculty travelling by rickshaw.
Fifty kilometers a day is certainly achievable but doesn't provide any enjoyment and enough time to
explore a location which gives a chance to meet people and learn more about an area.
Travelling around the world by rickshaw is denitely feasible but attempting to cover distances of 50
km per day under a timespan of one and a half years is infeasible defeats the objectives of the project.
35
18 Glossary
Glossary
CSV
Comma Seperated Values. 18, 36
GEM
Geographical Elevation Mapping - elevation data collected from a satellite is stored as image
tiles which can be to used to interpolate the altitude given a position. 16, 36
geocoding Conversion of literal addresses into latitude and longitude coordinates . 36
GIS Geographic Information Systems - Mapping a collection of data spatially using cartography.
36
13,
GPIO General Purpose Input Output. 16, 36
GPS Global Position System uses geostationary satellites to triangulate the current position on the
planet. 16, 36
NMEA
National Marine Electronics Association. Standard 0183 is used for encoding GPS data. 36
Python
A high-level functional programming language. 1618, 36
SRTM
Shuttle Radar Topography Mission - NASA Global Elevation Mapping Project. 36
36
References
[1]
International Telecommunication Union. ICT Facts and Figures - 2013. 2-2013. url:
www.itu.int/en/ITU-D/Statistics/Documents/.../ICTFactsFigures2013.pdf.
[2]
UK Parliament. Town Police Clauses 1847 - Online Edition. 2013. url:
http://www.legislation.gov.uk/ukpga/Vict/10-11/89.
[3]
Manchester City Council. Manchester City Pedicab Rickshaw Licensing. 2013. url:
http://www.manchester.gov.uk/info/200094/taxis_and_private_hire/5148/taxi_trade_
latest_news/8.
Zend Framework. 2013. url: http://framework.zend.com/.
[5] LeaetJS Vladimir Agafonkin. LeaetJS Project Homepage. 2013. url: http://leafletjs.com/.
[6] Cloud Made. Cloud Made Homepage. 2013. url: http://cloudmade.com/.
[7] IOLA and Ole Laursen. JQuery Flot Chart Proeject Homepage. 2013. url:
[4]
Zend Technologies Ltd.
http://http://www.flotcharts.org.
[8]
OpenStreetMap Foundation. OpenStreetMap's Nominatim Service API. 2013. url:
http://wiki.openstreetmap.org/wiki/Nominatim.
[9]
Raspberry Pi Foundation. Raspberry Pi Model B FAQ. 2013. url:
http://www.raspberrypi.org/faqs.
[10]
Raspberry Pi Foundation. Raspberry Pi Camera: Usage and setup guide. 2013. url:
http://raspberrypi.org/camera.
Gammy Library Homepage. 2013. url: http://wammu.eu/.
[12] Kevin Townsend. Using the BMP085. 18-06-2013. url:
[11]
Gammu Team.
http://learn.adafruit.com/bmp085/using-the-bmp085-api-v2.
GPSD Project. 2-09-2011. url: http://gpsd.berlios.de/gps-hacking.html.
[14] BBC News. Tourists killed at north Pakistan mountain camp. 23-06-2013. url:
[13]
Remco Trekorn.
http://www.bbc.co.uk/news/world-asia-23018706.
[15]
Yousaf Ajab Baloch. Baloch Press Review: Abductions in Balochistan; The Baloch Hal.
23-06-2013. url: http://thebalochhal.com/2011/03/10/baloch-press-review-abductionsin-balochistan/.
[16]
BBC News Middle East. Syria refugees pour into Iraqi Kurdistan in thousands. 18-08-2013. url:
http://www.bbc.co.uk/news/world-asia-23018706.
[17]
Cycles Maximus. About Cycles Maximus and their former history. 2013. url:
http://cyclesmaximus.com/about-us/.
[18]
Luke Author. personal communication.
[19]
Cycles Maximus. Cycles Maximus Original Pedicab Model Specication. 2013. url:
http://www.cyclesmaximus.com/pedicabrickshaw.htm.
[20]
Busch & Müller. Busch & Müller Bottle Dynamo. 2013. url:
http://www.bumm.de/produkte/mehr/fahrrad-dynamo/dymotec-s12.html.
[21]
Voltaic Systems. Voltaic Systems V60 External Power Supply Specication. 2013. url:
http://www.voltaicsystems.com/v60.shtml.
[22]
Osmand.
Osmand Android Mobile Mappping. 2013. url: http://http://osmand.net/.
37
A Pedicab Licensing
Annex 2
Pedicab Conditions of Licensing for the City of York Council
As with licensed taxis, pedicabs will have to comply with Conditions of Fitness. They will
have to meet a minimum standard and be maintained to that standard throughout the licensing
period.
Each pedicab will have the following conditions specific to them:
1)
The pedicab must comply with the requirements of BS EN 14766 2005 or equivalent,
the Pedal Cycle (Construction and Use) Regulations 1983 and the Pedal Cycle (Safety)
Regulations 2003.
2)
The pedicab will be so constructed that it has a minimum of three wheels, one at the
front and at least two at the rear.
3)
The pedicab must be fitted with a minimum of one front position light and a minimum
of two rear position lamps and two rear retro reflectors.
4)
The steering wheel when turned to full lock will not affect the stability of the pedicab
when turning.
5)
Tyres must comply with the following requirements:•
•
•
tread pattern clearly visible over the whole tread area
no exposed cords
the load ratings of all tyres must be suitable for a pedicab when fully loaded.
6)
Any electrical installations to the pedicab must be adequately insulated, protected from
passengers and any battery fitted must be of the type that does not leak.
7)
A pedicab will not exceed 1250mm in width (excluding rear view mirror) or 2650mm
in length.
8)
There must be at least one mirror fitted to the offside of the pedicab in order to monitor
other road users. A nearside mirror will also be permitted.
9)
The outer edge of the floor of the passenger compartment should not exceed 38cm
above ground level when the vehicle is unladen and should be fitted with non-slip high
visibility yellow markings. The floor covering of the passenger compartment must be
of a non-slip material which can be easily cleaned. Any holds or handles to aid
passenger access or egress should be clearly identified with high visibility yellow
markings.
10) Any canopy or roof, when fitted, must remain fixed in position until required to be
raised or lowered which will be achieved by means of a locking mechanism to secure
the canopy or roof when raised or lowered.
11) The rear seat dimensions must be adequate to accommodate one or two adult passengers
based on a width of 450mm per passenger and shall be forward facing.
38
12) Visibility from the passenger compartment must not be restricted by the design of the
pedicab. If the canopy or roof restricts vision then clear panels should be fitted to aid
vision.
13) Every pedicab licensed by the authority shall be fitted with seatbelts or lap belts which
will be adequate to retain the passenger in the vehicle and must bear an EC or BSI
mark.
14) The riders’ controls and the surrounding area of the controls must be so designed that
the rider has adequate room. The rider must be able to easily reach and quickly operate
the controls and give hand signals when required. The position of the rider’s seat must
not be such that it restricts access or egress to the passenger compartment.
15) Fares will be subject to a minimum charge of £3 and will be agreed with any passengers
at the commencement of the journey and drivers will not be allowed to charge or
demand more monies at the end of that journey. A written receipt will be given to each
paying passenger and a copy kept by the operator. A chart explaining the fares shall be
displayed in full view of any passengers.
16) The certificate of insurance and interior identification plate must be displayed within
the view of any passengers and should remain so when roof or canopy is lowered.
17) All pedicabs shall be required to be fitted with an audible warning instrument (bell)
complying with the Consumer Protection, Pedal Cycles (Safety) Regulations 2003.
18) Pedicabs and all their fittings must be maintained to standards that meet these
conditions of fitness throughout the validity of their licence. They must be kept clean
and in good order at all times and will be subject to tests and inspections. Any pedicab
found to be not properly maintained will have it’s licence suspended until such time as
it is re-presented for inspection having had the defect(s) rectified. All testing will be
carried out by CYTECH qualified technicians.
19) Suitable advertisements may be allowed on the exterior or interior of pedicabs subject
to the approval/guidelines of the licensing authority. In addition they may display signs
or notices which indicates professional skills or qualifications of the driver which
enhance the pedicab service to the public.
20) The materials used to form the passenger seats should be waterproof so that they will
not absorb or retain water and should be constructed of a suitable fire resistant material
to BS 5852 Part 1, 1979 or equivalent.
21) The pedicab shall be of a design which has the rider to the front and passengers seated
to the rear.
22) Pedicabs licensed by this authority will operate within the Unitary Authority boundary.
This will enable operators to include the racecourse on race days. They will adhere to
the pedestrian area entry times.
23) Pedicabs will be allowed to be pick up at the ranks on Duncombe Place and Tower
Street only and any others as directed by the licensing authority.
24) Each pedicab driver will be a full DVLA driving licence holder for at least 12 months.
25) Each pedicab driver will be at least 18 years old.
26) Each pedicab shall be licensed to carry no more than 2 passengers at any one time.
B Sponsorship Tier options oered
Specific Benefits for Financial Sponsorship:
There will be specific packages that will be offered to interested sponsors with
varying degrees of benefit. Each package receives the previous tier's benefits. These
are a guide of the exposure you may receive and I will be able to offer a tailored
experience to support the needs of your company:
Bronze: £100 (€120)
Mention on the blog and twitter
Listed on website with including link to your website
Permission to use and mention the "World Rickshaw Taxi" within your own marketing
Mention of support in any future publication (e.g. book)
Mention of support in the video documentary
Photo on the World Expedition featuring your logo.
Silver: £250 (€300)
Sponsor placement on the rickshaw (National)
Listed as Sponsor on website with website link and logo
Mention with logo in the video documentary
Mention with logo including in any future publication (e.g. book)
Your logo included in mailing list emails to followers
Gold: £500 (€600)
Sponsor placement on the rickshaw (National & International)
Sponsor placement on website front page (rotating ad)
Professional photographs with the sponsor and rickshaw (if feasible)
Prominent mention in any future publication (e.g. book)
Your logo included in any marketing articles
Platinum: £1000 (€1200)
Prominent sponsor placement on the rickshaw (National & International)
Sponsor placement on website front page
Site visit with the rickshaw (if feasible)
Sponsor placement in Press Releases
40
41
430mm x 430mm
side panel - vinyl sticker / pvc fabric
side panel
690mm x 630mm
shared ad space on rear panel - card
Rear panel
wheel cover
Vinyl stickers on concentric ring
rickshaw Advertisment Placement
World Rickshaw Taxi
400mm x 90mm
inside front panel
590mm x 290mm
sponsor space - vinyl sticker / pvc fabric
rectangular space - vinyl sticker
step x2
780mm x 165mm
below seat panel - vinyl sticker
C Sponsorship publicity space oered on the rickshaw
D List of Equipment
Camping:
Vango Banshee 200 Tent,
North West 4 Season Sleeping Bag
Sleeping bag liner
Foam sleeping mat
Mamut Inflatable Pillow
Lighter (x2)
Fire stick
Primus Self-igniting gas stove
Butane Canisters (x2)
Pan + Billy Can
Enamel Cup
Swiss-army knife
Scrubber (metal)
Head torch
Parachute Cord
Earplugs
Sleeping blindfold
Rucksack
Water-to-Go Filter Bottle
Toilet Roll
Cooking Supplies:
Creatine
Taurine
Pea protein powder
Tea and coffee
Multi-vitamins
Salt
Spices
Bike Gear:
Magura brake Pad;
Gear Cable (x2)
Shimano HG40 8speed Chain
Allen key set
Spanner set (10 mm, 13mm, 15mm, 17mm)
Chain pin remover
Chain wear tool
Adjustable wrench
Teflon Bike Oil
Puncture Repair Kit
Spare Bolts
Moped Innertube (x1)
Spokes
Airwave bicycle Pump
Bike Lock
Park Tool heavy-duty tyre lever
Documents:
Itinerary
Passport
Passport & driving License Copy
Spare wallet
Emergency details
Passport photos
Electrical:
Nikon D5100 DSLR Camera
Toshiba C850 Laptop
Expro travel charger with DC input
Phone, Charger
Sansa Clip+ MP3 player, headphones, speakers
Travel Adaptor (x2)
Threeway plug
SD card / Micro SD card
Raspberry Pi tracking system
Advent Vega Tablet
16W Solar Panel
Voltaic Systems V60 external battery
CR32 Button batteries
6 AAA Batteries
Misc:
Safety Pins
Sewing Kit
Tripod
Protein Powder/Creatine x
Electricians Tape
Clothes:
Waterproof Trousers
Leggings
Over-shoes
Cycling jacket
Cycling cape
Gloves
Hat
Scarf
Socks (Thermal)
Cycling jersey
Shorts
Underwear
Swimming Shorts
Linen trousers
Micro-fibre travel towel
Mosquito headnet
42
Toiletries:
Anti-bacterial handwash
Bar of soap (x2)
Soap Powder
Toothbrush (x2)
Toothpaste
Shaver
Vaseline (100ml)
Indigestion Tablets
Roll-on deodorant
Olbas Oil
Vicks Menthal Rub
Medicine:
Paracetemol tablets
Ibuprofen tablets
Rash cream
Anti-fungal cream
Iodine solution
Voltarol cream
Diarrhea Tablets
Anti-hestamine
Plasters / Dressing
Anti-malarial tablets (8 Months)
Insect Repellant 100ml (100+ DEET)
Handlebar Flexible Stem Mirror
Cateye Rear LED Bicycle Lights (x2 @ £7.99)
44
Rabies, Japanese Encephalitis, Hep. B
Rabies, Hep. B
Rabies, Japanese Encephalitis, Hep. B
Doxycylin – Antimalarial Tablets (8 months @ £7)
Expedition 100+ Deet Insect Repellent
Sundry Items
Lifeline Sterile Medical Kit
18 Months Backpacker insurance
Train (Gilberdyke – Hull) Return. Rail Card
Train (Gilberdyke – Hull) Return. Rail Card
Train (Gilberdyke – Hull) Return. Rail Card
Ferry: Harwich to Hook of Holland
Train (Nordhausen – Hannover)
Euroline Coach (Hannover-London Victoria)
Train (London-Goole) Single. Rail Card
27.08.13
Propane Bottle
Sundry Items
24.07.13
31.07.13
21.08.13
24.09.13
16.10.13
16.10.13
17.10.13
Travel Expenses:
09.09.13
Insurance:
24.07.13
31.07.13
21.08.13
21.08.13
31.07.13
21.08.13
4.09.13
Medical Expenses:
09.08.13
09.08.13
Safety:
02.09.13
02.07.13
31.07.13
09.07.13
27.07.13
29.06.13
Description
Raspberry Pi Computer
Rasperry Pi Camera
Bluenext USB GPS Dongle
Bosch BCM085 Sensor
Infrared Remote Receiver
Raspberry-Pi Acrylic Case
Wide angle lens
USB 3G Modem
Technet Lithium-Polymer Battery – 7300mAh
Tracking System:
Date
Those covered by Lord Rootes Memorial Fund:
Expenditure (Outgoings)
Accounting Statement: World Ricksaw Taxi
Subtotal
Subtotal
Subtotal
Subtotal
Subtotal
Subtotal
Page 1
Cost (£)
Sheet1
5.00
£5.00
6.60
6.60
6.60
42.00
30.00
65.00
34.15
£190.95
567.07
£567.07
175.00
90.00
175.00
56.00
7.65
5.53
17.99
£527.17
£20.23
4.25
15.98
30.87
25.18
16.29
3.00
1.96
2.89
1.93
10.00
16.97
£109.09
Advertisement:
0
3100
Total Income
100
100.00
3000
3000
Cost (£)
Subtotal
Subtotal
Ebuyer & Wrens Kitchens
Subtotal
Lord Rootes Memorial Fund
Description
Sponsorship:
Grants:
Date
Expenditure (Incomings)
E Expenses
2 x 8gb Micro SDHC Memory Cards
1 x 32gb Transcend Memory Card
2nd hand Advent Vega Tablet (Via Ebay)
Log Book (A5 Notebook)
Bicycle Seat Bolt – Bike Shop Arnold
Giffgaff PAYG Topup, 3G Mobile Internet
Giffgaff PAYG Topup
23.09.13
24.09.13
25.09.13
27.09.13
28.09.13
29.09.13
30.09.13
01.10.13
4.10.13
7.10.13
09.10.13
10.10.13
11.10.13
12.10.13
13.10.13
13.10.13
14.10.13
15.10.13
15.10.13
Meal – Wetherspoons Chelmsford
Shopping + Coffee + Moisturiser - Colchester
Coffee + Shopping (Lidl) – Harwich
Coffee (Mc Donalds – Wifi)
Shopping (Lidl) – Amsterdam
Shopping (Albert Heijn) – Doorn
Shopping (Albert Heijn) – Ooseterbeek
2x Coffee (Mc Donalds – Wifi) – Amsterdam, Leiden
Shopping (Rewe) – Kaiserswerth
Shopping (Aldi) – Duseldorf
Conrad – Replacement Electric Cable
Shopping(Netto) – Ulla
Shopping (Aldi) – Steinheim
Shopping (Aldi) – Einbeck
Shopping (Edeka) – Bad Lauterberg-Barbis
Meal – Felix Restaurant, Nordhausen
Hostel – Nordhausen
Hostel – Nordhausen
Shopping (Netto) – Nordhausen
Living Costs:
15.10.13 Canopy Repair – Sewing Alterations, Nottingham
17.09.13 Wetherspoons Meal
18.09.13 Breakfast with Coffee – Banbury
18.09.13 Shopping (Tesco)
09.09.13
16.10.13
Communcation
04.09.13
14.09.13
Sundry Items
Bicycle Consumables
04.09.13 Spares: Chain (x2), Gear Cables, Brake Pads - Cycle Heaven, York
Shipping
16.10.13 Nordhausen – Eastrington
Visas
20.08.13
20.08.13
Electrical Goods
Subtotal
Subtotal
Subtotal
Subtotal
Subtotal
Subtotal
Page 2
Sheet1
20.00
6.50
4.00
5.20
5.19
9.00
9.50
1.20
7.00
5.00
4.10
2.94
3.00
1.50
5.00
5.00
6.00
3
4.00
10.00
20.00
20.00
2.20
20.00
10.00
£30.00
3.99
4.99
£8.98
20
£20.00
490.00
£490.00
£0.00
9.76
17.61
37.00
£64.37
Shopping (Lidl) – Hannover Station
Cycles Maximus Pedicab Rickshaw
Airwave Motion Mini Pump
Xtools Allen Key Set
Xtools Chain Wear Indicator
Chain Pin Extractor
Cateye Strada Wireless Speedometer
Park Tools -Heavy Duty Tyre Levers
Nikon D5100
Speedlink Lapel Microphone
Hama Camera Mounting Bracket
Nikon Wireless Remote
Nikon EN-EL14 Battery Charger
Nikon EN-EL14 Spare Battery
HBB – Custom Printed Cycling Jersey
Primark Blanket for Passengers
Voltaic Systems V60 External Battery & 16 W Panel (Sponsored)
Laptop
04.09.13
31.07.13
31.07.13
31.07.13
Total Expenditure
Vango Banshee 200 Tent
North Face Sleeping Bag
Mamut Air Pillow
Camping Cutlery Set
Camping Equipment
23.08.13
21.08.13
Clothing
28.08.13
Electrical Goods
14.08.13
20.08.13
20.08.13
20.08.13
20.08.13
02.09.13
Photographic Equipment:
04.09.13
09.08.13
09.08.13
09.08.13
29.08.13
Bicycle Tools
Rickshaw
Personal Costs: (Covered by myself)
16.10.13
Total
Page 3
£5033.69
£2831.50
Subtotal
45.00
2.50
£47.50
130.00
260.00
£390.00
300.00
6.91
5.99
2.31
8.95
13.95
£324.16
85.00
30.90
10.00
1.99
£127.89
Subtotal
Subtotal
Subtotal
Subtotal
13.99
5.99
4.99
6.99
24.99
15.00
£56.95
1800.00
£1800.00
£2202.19
Total
Subtotal
£169.33
10.00
Subtotal
Sheet1