Seven Day Cyclist - Issue 1

Andrew Brandon sets out on a pilgrimage in the footsteps of the Apostle Paul. Part one

John Campbell cycles over the Highland Line

THE JUNKIES’ JOY RIDE

A Rose Between Two Roses

C2Cers cross it though few stop to admire – Stephen Dyster discovered what

many cyclists miss when they rush…

There’s More to Cycling than

Riding a Bike

THE ROAD TO CONTENTMENT

Products • Pigs In Heather • Foffa Urban Test & Much More!

Issue 1 • 2014£2.95

issue 1 / 20142

WELCOME

Here’s the first edition of Seven Day Cyclist, a magazine stuffed full of rides ridden and reports on thorough tests of the products that might make cycling easier, cheaper or just more interesting.

At Seven Day Cyclist we understand that cycling is good for our

health, our environment and almost everything else, but we

know that all this altruism comes at the price of enjoying oneself.

Cycling is fun and takes you on journeys of discovery with every

turn of the pedals. We believe that cycling should be what you

want it to be and that there is nothing to match miles in the sad-

dle for cycle fitness or lengthy stops in the tea-room to go with it.

As for gear, we like to have what we need. So items tested this

time include a chain and cassette at a budget price and a saddle

which would make the bank manager – or non-cycling spouse

– explode. It was suggested that surgical modification to the

buttocks might be cheaper, but we would not recommend an

operation as it may render cycling rather uncomfortable for a

prolonged period.

All the rides described have been ridden by cyclists; people who

have travelled to see and enjoy rather than to race. We aim to

expand the range of rides covered. Tour de Jour will feature

interesting, nightmarish or heavenly commutes; we’ll have more

interviews with people who are involved with cycling at its grass-

roots; more rides to challenge the tourer in far-away places; day

rides to explore; family trips; advice and support; stories to show

how cycling is for everyone.

We’ll have a letters page, too, so please get in touch.

We don’t have a news page, so keep an eye on the website for

updates and follow us on social media.

May you have many happy miles.

Steve

sevendaycyclist.co.uk 3

WELCOME

Contents4 Tour De Yorkshire10 Junkie’s Joy18 Bump on the Road20 Yorshire28 Talk of the Town: Foffa Urban34 There’s more to Cycling38 Pigs in Heather42 Choosing a Folder

44 Products50 Dove Glides54 Bike Eye60 Bearing Up64 The Road to Contentment72 Bolton Wakes Week74 On and Off the Road with JT76 Rear Rack

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TOUR DE YORKSHIRE

ISSue 1 / 2014

With the exception of Cambridgeshire and the northern home-counties, a few yards of Lancashire and large parts of France, the casual observer might get the impression that the

Tour de France took place in Yorkshire this year. They’d be right, of course; the honour of the Grand Depart was Yorkshire’s.

Cafes and pubs adorned with yellow bicycles dangling from the walls, banners welcoming the Tour, festivals running in conjunction – on and off the route - and signs advertising camper van parking and campsites by the route have been decorating the West and North Ridings since spring. Even the most puritanical non-racer seems to have wanted to be part of the event, as the riders flashed by. Even so, for peace and quiet you might prefer to go now.

There will continue to be streams of cyclists rolling along the roads that their heroes hurtled along earlier in the year, sampling or following the route. How often is the bike storage at a Youth Hostel so full that an

Stephen Dyster ambled along some of the roads on the route of Yorkshire’s Tour

Tour de Yorkshire

auxiliary park is brought into service? Well, it was at Hawes. Truth is that the West and North Ridings of Yorkshire provide spectacular and challenging cycling all year, every year. Anyone who comes to speed through will miss as lot.

TRUE GRITThe gritstone country to the west of Halifax provided a grand start to my ride. The notion was not to follow either of the stage routes, but to sample a little of each, to wander away from the main conurbations and off along tempting lanes rather than main roads.

Mytholmroyd station; the drizzle started. As several cyclists spun past the sweet shop where I stocked up with midget gems and other energy foods, the drizzle became heavier, passing the indefinable point where it became rain. Still, loafing about done, it was away up Cragg Vale. A sign, on the edge of the village, states that the next eight kilometres up the B6138 are a single gradient, the longest continuous road gradient in England, rising 272 metres. It is not steep, though there

Signs of the times Mytholmroyd

Hawes

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sevendaycyclist.co.uk

Tour de Yorkshire

are sections where progress is likely to be laborious.Cragg Vale was, in the eighteenth century, the base

of a notorious gang of coin counterfeiters. Far from the forces of law and order, clipping coins and melting down the shavings to make new ones supplemented earned income. When the clouds hang low about the steep vale sides, it is easy to feel isolated, despite the massive expansion of the towns in the nineteenth and twentieth centuries.

As the gradient crests the peaty bogs beyond the rough pasture and houses, the valley slowly becomes

little more than a wrinkle on the weather beaten face of the moor. Had there been a clear sky or clouds gusting across the blue the feeling of the landscape would be entirely different. The weather defines these open moors.

To entertain myself as the road seemed to level out, I attempted periodic freewheeling. Surely, there must be a slight dip? At one point, my bicycle undoubtedly gained speed and there was a distinct, split-second depression. No, I’ll not dispute the gradient – it was merely half a yard of uneven surface. Even so, the end of the climb came on quickly.

LANCASHIRE CORNEROn reaching Blacktone Edge Reservoir – the continuous gradient has ended before doing so – the Tour of Yorkshire, becomes the Tour of Lancashire. Was there a mighty banner when the race came through? There’s not much to hang one from at this bleak road junction.

Turning left to descend the A58, Le Tour re-entered Yorkshire and Lancashire was left behind after a total of some 580 metres. The A58 descends to Ripponden. Though there was little traffic, in true touring style, ignoring the beeline, I headed off on the minor roads which twist and turn around the heads of the

Colour in Haworth

At the foot of Buttertubs Pass

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side-valleys. For much of the way I followed a signed cycle route, before experiencing the effects of wet roads, wet rims and extremely steep roads, down to the main road to Sowerby Bridge.

PLODDING ALONG IN THE PUDDLESThe rain continued. At least, I was now heading in the right direction, though cutting across the grain of the country meant there’d be another big climb over to the Worth Valley. Study of the map had shown that the two obvious routes were along the busy A629 or, following a ride back through Mytholmroyd using NCR66, to Hebden Bridge, a long climb on the A6033 via Peckett’s Well and Cock Hill. A closer look had revealed a direct route through Warley, Mount Tabor and Wainstalls, and a section of track over Oxenhope Moor.

A plodding climb into the wind and clouds ensued. The pubs along the way were tempting, but I could not face returning to the rain and the strengthening easterly breeze after a warm by the fire. The huge wind-farm could not be seen, though a gentle hum could be heard. The track turned out to be a section of road with no top surface, good enough for easy riding and for the occasional four-by-four and white-van to take a short cut.

This was the approach to Bronte country. With suitably gothic weather and the whistle of the wind lilting across moor, it was reassuring to discover that the sound drifting across the wilderness was the hoot of a steam engine at Oxenhope Station on the Keighley and Worth Valley Railway. Heard well before it was seen, it signalled a return to civilization.

CAFÉ OR CULTUREEven on a pretty unpleasant day Haworth was busy. It is picturesque. Winding streets and cobbles would make it pretty even without the literary connection. For the cyclist on this day – and apart from going up and down Cragg Vale there had been narry another – the cafes beat the Brontes as the prime attraction. There’s a wide choice, but Emma’s hit the spot.

What does one do on a wet afternoon in Haworth? Look at steam engines was one option: very busy

little railway, the Keighley and Worth Valley. Or “do” the Bronte trail. After a bit of both I rode up the long hill to YHA Haworth, a rather grand building with convenient porch, once for carriages but nicely suited to bicycles during unloading and booking in.

The clientele of the hostel contrasted with the following night’s hostellers at Hawes. The latter were largely walkers and cyclists; at Haworth there were more families and fewer there purely for the outdoors.

Saturday morning was as wet as Friday afternoon, so the route over the hills to Skipton was pointless; there would be no views. The alternative involved cycling through Keighley.

LOW ROADFor those soft southerners who were introduced to “the north” through Eddie Waring’s commentary on rugby league matches, Keighley might seem to be an unpromising place. Yet, it isn’t. Cycling through the centre was easy, an interesting mix of old and new

Emma’s, top of the High Street, Haworth

Grassington, one café amongst many

Still in Cragg Vale

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TOUR DE YORKSHIRE


buildings caught the eye, and, above all on this dull day, the wonderful floral displays lightened the heart.

As a Saturday morning low level route, the B6265 was admirable. Away to the north the dual-carriageway hummed with traffic, but the B6265 was broad and quiet. At Glusburn, a minor road took me through Cononley. Pausing outside the village shop and chatting to a fellow cyclist, it became apparent that the rain had stopped.

Skipton was next – full of a market stalls and cafes. It may still be in Airedale and only a few miles from Keighley, but it feels like a different world. Skipton is dominated by castle and church, Keighley by its industrial heritage. A stream of cyclists were seeking refreshments or heading onward; a strong current of yellow jackets was heading up Grassington Road. I followed.

DALESWhereas the previous day’s ride had been against the grain of the land, the B6265 undulates over to Wharfedale without much to tax moderately fit legs. Wharfedale, Airedale and Ribblesdale (and, to a lesser extent, Nidderdale) give access into the heart of the Yorkshire Dales from the south. The first three and their side valleys eventually run up against the east-west barrier of hills that form the southern side of Wensleydale. However, you can go a long way without having to tackle the big climbs over to the northern Dales.

A major outdoor event at Grassington may well have accounted for the heavier than expected traffic, though as a honey-pot tourist trap, Grassington may be busy at any time. I hid away in a café, before picking up the minor road that runs as far as Kettlewell on the east side of the Wharfe. The B6160 Wharfedale Expressway was barely busy, but the road on the east side is charming, often closer to the river and gives longer views of Kilnsey Crag. The minor road is currently part

of NCR 688.You could head for Hawes by turning up

Langstrothdale, as Le Tour did, a little way after Buckden. However, back on the B6160 there was almost no traffic and the sun had come out. Besides, riding some of the roads to be ridden in the tour, there were other places to go. So, the dramatic climb to Kidstones Scar and Bishopdale began at Cray. A group of cyclists advised me, unnecessarily, to take it “easy and steady.”

EASY AND STEADYOn the climb there is much to admire that would be missed on the rapid descent – or even on a rapid ascent, if you can manage such a thing. A babbling stream bounds down in series of cascades and waterfalls, as if the energy of the sagging ascender is somehow transferred to the water. As the top is approached a miniature Malham Cove comes into view and, shortly after, Kidstones Scar appears. It all kept me happy, so I kept it “easy and steady.”

Bishopdale is one of the lesser known of the Dales. The run down it was tremendous as the valley slowly splayed and a short nip over to Aysgarth brought me to Wensleydale and a return of the tourist honey-pot at

In Cragg Vale

West Riding, North Yorkshire

TOUR DE YORKSHIRE

8 issue 1 / 2014

the famous falls. The time had come for a decision. Was it to be the main

road along Wensleydale or the minor road to the north or the river, to Hawes. A short chat during a pause in Bishopdale helped me decide. A gentleman had crossed the road from the house where he was working in the garden. It turned out that he had worked for many tears at Arthur Caygill Cycles, the renowned Richmond-based company. He said that he’d be semi-retired soon and planned to live on his bike. So, sunny late afternoon, the decision was easy. Head away from Hawes and head away over the moors to Swaledale, landing at Grinton – the kind man recommended a café at the Dales Cycle Centre.

REAL SWALEMy way over to Swaledale – there is a shorter way - climbed under the striking Redmire Scar, passed firing ranges and tank training areas with signs carrying dire warnings and bizarre instructions about not parking in the area reserved for tanks. Thence over sunlit moorland – what would Cragg Vale have been in this weather – and a twisting descent with a zig-zag around a tumbling stream with grassy banks calling out to be snoozed upon. So ecstatic was my mood that I indulged in that most annoying activity of calling out to ascending riders that they are nearly atop the worst of it. Well, it hadn’t taken me long to get down that far!

The Dales Bike Centre has a cycle shop and a café and a place to wash your bike and some

accommodation. The Chocolate Brownie cakes were especially sweet. Most cyclists there were MTBers. One pointed out that I had a road bike. “Tourer,” I said, “But I have heard there are other types of bicycle.” A slightly older MTBer pointed out that “tourer” of this type been used for “rough-stuff” for many years before the advent of the MTB. Equally, I pointed out that there were places an MTBer could go where I would be carrying. Fortunately, we all enjoy riding our bikes, whatever they might be and they all need to be pedalled. There are numerous tracks and bridleways close by, often associated with former mines and trade routes, making this ideal territory for those who want to explore off-road and have the energy to do it.

Of all the Dales, Swaledale is my favourite. To cycle in such a place, nearly as far as Thwaite, on a fine day is simply sublime. Grinton was crowded, especially with mountain-bikers; Reeth with bikers and tourists. Away from those was peace and quiet, though the café and shop in Muker, higher up the valley, has had a fine day’s business according to the lady who sold me a tasty ice-cream.

Muker was once a prosperous mining community. It still has a reading room and a tradition of silver bands. Muker, Thwaite and Keld are pure Norse names. The laithes that dot the fields, the evidence of mineral extraction and the narrowness of the Dale give the impression that anyone who has made a life here has deserved their living.

Falls of Dochart - bring a towel!

Looking back down Buttertubs, part two

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HIGH ROADFor the Hawes-bound cyclist the hardship is the Buttertubs Pass. This was the cost of a sunny afternoon by the Swale. It has three especially steep sections and one immensely beautiful run high on the valley side before the Buttertubs are reached. I struggled manfully up the one-in-four sections and admire the potholes – proper ones, not deficiencies in the road surface. On the final climb I attempted to employ mind (by considering the origins of “Buttertubs”) over matter (tired legs on a steep gradient at the end of the day).

The generally accepted theory is that Swaledale farmers stored unsold butter in the potholes as they returned from Hawes market, thus saving effort on the steep descents. Others have suggested that the deep pots look like immense tubs of the type used for storing butter. I preferred the former; having acquainted myself with the gradients I could understand a tried farmer not relishing heaving anything anywhere – even down the hill. A third, less valid but very appropriate, derivation occurred to me; my legs felt like butter and the rest of me felt like a tub.

I rode speedily down to the River Ure, crossing it and winding up the cobbled one-way system that helps Hawes manage the crowds. These were thinning out, though the pubs were still full and there wasn’t a table to be had. The chip shop is excellent.

At the hostel a garage was opened up to house yet another bike. I dormed with two cyclists who had come over from Leeds. We all slept well that night. Hats off to the Tour de France riders who will have made mincemeat of roads I rumble along. Hats off to Yorkshire and its towns and villages that welcomed thousands of cyclists and will no doubt continue to do so. Yet let’s remember that this is grand, sometimes challenging, cycle-touring country and there’s a lot that can be missed as well as lots to see and it will be there this year and next. Then there’s half a kilometre in Lancashire. SDC

“Nearly atop the worst, honest”

Gravity defeated, above Cray

Patchwork of fields and laithes

InformationThere are almost too many websites to mention. Try:

www.letour.yorkshire.com

www.yorkshire.com/what-to-do/outdoors/onwheels/leisure-and-road-cycling

Many communities have their own events, for example Muker has a King of the Mountains festival www.kingofthemountainsfestival.com

The route I followed used OS 1 : 50 000 sheets 98. 103, 104 and small sections on 109 and 110.

Cicerone have recently published a guide to “Cycling in the Yorkshire Dales” written by Harry Dowdell.

In the interests of balance, it should be pointed out that there are other parts of Yorkshire.

Mark skids and slides the gravel road to Iznik.

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A PILGRIMAGE BEGINS

THE JUNKIES’ JOY RIDE

Andrew Brandon sets out on a pilgrimage in the footsteps of the Apostle Paul. part one

Villagers share their food with us in Uregil. We were often overwhelmed by the generosity and friendliness of the Turkish people.


A PILGRIMAGE BEGINS

If you’re approaching retirement age and want to repel advancing decrepitude, take three athletes all under thirty, throw in a super fit forty year old for good measure, and then cycle across mountain ranges on

heavily loaded touring bikes. If this isn’t enough to test the age to fitness ratio, turn up the thermostat to forty degrees. The experience is rather like cycling in a sauna. Heat and cycling have a surreal and hallucinatory effect on the brain. After an hour of this excruciating torture, the cyclist begins to hanker for unnatural things: to sleep in a freezer; to swim in icy Coca Cola with ice cubes as big as London buses; to be permanently incarcerated in a block of ice; to walk naked to the South Pole. Don’t be alarmed. I have no intention of adding naturism to my other eccentricities. These, you must understand, are merely the delirious yearnings of a heat deranged mind. My suffering is exacerbated by the knowledge that four other cyclists had streaked up the mountain pass ahead of me and probably reposing under an aromatic pine sipping chilled water from a roadside spring.

My friends wait for me on the mountain’s summit: Mark (41yrs), Anmol (27 yrs), Jon (26yrs) and Chris (23), the baby of the bunch and a talented triathlete. I’ve known Anmol, Jon and Chris since they were children and regard them more as family than friends. Mark, the MD of a successful company, is the high tech team member. He wears a heart monitor, designer label lycra, and rides the sort of cycle that only owners of Lamborghinis can afford. I’m the quaint relic of a bygone bicycle era; Mark is cycling guru, our Getafix, and his panniers are crammed with performance enhancing potions. Stop! Before you reach for your mobile and dial Scotland Yard and then cancel your

subscription, Mark’s potions are all legal and can be obtained over the counter at any good cycle shop. And anyway this is a pilgrimage and it’s sacrilegious to mix illegal chemicals with the Holy Ghost. We’re in Turkey, cycling in the footsteps of that great missionary adventurer, the Apostle Paul.

Our journey begins in Istanbul. We assemble our bicycles and take the ferry to Topcular. After ten kilometres, we leave the main road and take short cut across the mountains to Iznik (ancient Nicea). Detailed maps are impossible to obtain in Turkey. On our map, the short cut forms a straight line connecting highway 575 and the lake on which Iznik is situated. But this is a Turkish map and Turkish maps are notoriously devious.

The road begins steeply and does not relent. My front wheel rears up like a stallion’s forelegs and I have to zig-zag to maintain contact with the road. Soon tarmac is replaced by dust, loose gravel and craters; the map’s straight line turns out to be as convoluted as a ball

Team photo (from left to right: Jon Jackson, Chris Ellis, Mark Cawthorn, Anmol Bhatt, Andrew Brandon)

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of string. The scenery is breathtaking but I’m puffing like a decrepit steam locomotive. Mark sees my plight and pulls a little sachet from beneath the leg of his lycra shorts. I examine it dubiously. “It’s okay,” he reassures me. “It’s a little pick-me-up for the tired cyclist.”

The road climbs and climbs, a dead ringer for the ‘steep and narrow way’ in Pilgrim’s Progress, but there’s no comforting crucifix at its summit to deliver from my heavy load. This decides me. I rip off the sachet’s top, gulp it down with a half a litre of water, and SLAM, it delivers a caffeine hit equivalent to twenty-five tins of Red Bull! The rush is almost revelatory. The heart-rate accelerates to warp speed, tired muscles rejuvenate, and body and soul are engulfed in an insane joy. The downside is that my mind becomes delusional. I bounce on my pedals and race my loaded touring cycle up the steep ascent like Wiggo in a mountain stage of the Tour de France. I feel indestructible, omnipotent, and then the cramp hits and I’m writhing in the dust. So much for Mark’s magic potion!

The sun is setting as we ride wearily into a village called Uregil. We are lost and disorientated. The sight of other human beings has a cheering effect on all of us. For hours we’ve struggled upwards, ever upwards,

yearning for a village, a tea house, a sign post and some indication of our whereabouts. Our straight line has more twists, turns, detours and dead ends than the Hampton Court Maze. Only Chris, our map reader, has kept the faith and believes that he knows exactly where we are. His confidence is rewarded with scepticism. How is it possible to match the map’s straight line with this helter-skelter travesty of a road? Relieved and weary, we cycle into the village. As we pass the community’s only tea house, every male inhabitant in the village rises in raucous welcome and gestures to us to enter their sacred preserve. We’re the first tourists they have ever seen. I’m not surprised. That road would deter David Livingstone.

Men crowd round us like fanatical ornithologists viewing a flock of rare birds. Armed with our Turkish

After hours of strenuous cycling, we chew earnestly, single-

mindedly, but once appetites are satiated, merry chatter and repartee bursts from the company and we barter stories like merchants.

Mark stirs the curry in Iznik.

A PILGRIMAGE BEGINS

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phrase book and Anmol’s aptitude for mime, we begin the pantomime of international communication. Our performance must be convincing because cups of steaming tea appear and gifts of food are brought to our table. We are overwhelmed by their kindness. That night we are escorted to a municipal building and permitted to sleep there free of charge. Next day, two elderly villagers lead us through a labyrinth of roads and tracks and direct us to Iznik. Remarkably, Chris has been right all the time. He has brought us almost to the end of the road. Only twelve kilometres and a steep ridge of mountains separate us from the long lake on whose easternmost tip perches the town of Iznik.

Throughout our cycle tour we are treated with the same kindness and generosity. At Iznik we camp next to the lake. Our campsite is overlooked by a long row of residential houses. From one of these, emerges a confident, dark haired woman. She crosses the road to our campsite and greets us in excellent English. She introduces herself as a neurologist from the local hospital. Later she and her neighbours join us for a meal and bring with them delicious Turkish dishes. As we feast at a long picnic table, the sun dips down behind the Golu Iznik and a bright moon shines on our table. The

stars are candle-boats that float in the night and bob on the lake’s dark surface. After hours of strenuous cycling, we chew earnestly, single-mindedly, but once appetites are satiated, merry chatter and repartee bursts from the company and we barter stories like merchants. In the morning, we bath in the lake, mount our cycles and leave Iznik through its encircling Byzantine walls. Uregil and Iznik give us a legacy of memories that endear the Turkish people to us.

From Iznik we cycle to Eskisehir, and then climb more mountains en route to Engirdir, a picturesque town in the Turkish Lake District. After years of cynicism, I am slowly becoming a believer in energy enhancing chemicals. For five hours I’ve eaten nothing but fruit and a few almonds. Strength is ebbing from my limbs with every revolution of the pedals; then Mark rides to my salvation again on his super-cycle and hands me a bottle filled with a strange, glowing pink substance. “Have a shot of carbs,” he says, “This will put some life in your limbs.” Mark has the English penchant for understatement. Too tired to argue, I down the bottle in long, thirsty gulps. WHAM! The beast is unleashed; I morph into the Incredible Hulk and hurtle forward trailing the younger men behind me. For forty

Andy and Anmol perform a brief stretch routine after seven hours of climbing.

Local people join us for a meal by the lakeside in Iznik.

Marks leaves us at Suhut. He was a brilliant team member: tenacious, uncomplaining, humorous and generous. He has become a fixture on our tours.

Evel and friends

View through an Iznik tyre.

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The Eden at Appleby

The team prepare to depart through Iznik’s Byzantine walls.

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or so kilometres, I am a super-hero, invincible and impervious to fatigue and other human foibles. Night falls and I send my cycle streaking through the darkness like a meteorite. Dark, racing figures are silhouetted against the dying light, dragging huge shadows behind them, and leading them all, a beast man with sweat gleaming on his bald pate. And I always thought that pink was a sissy colour. How wrong I was! Pink stands for ‘carb’ power; pink is the elixir of life; pink rewinds the clock three decades and makes me a race winner. I need a triple dose of Mark’s chocolate sleep inducing recuperative to settle me down. Indeed, of all Mark’s magic potions this is my favourite.

I won’t beat around the bush. A sleep inducing drink is about as useful to the touring cyclist as snow shoes in the Sahara. So what is the appeal of this potion? After a day in cycling hell, I want to assist my body’s recovery in any way I can. Consequently, I triple the recommended dose and pour the sachets into my

water bottle, shake violently until the water turns a muddy brown, and then gulp it down. The triple whammy doesn’t help me fall asleep, but it certainly stops me waking up. My eyelids are stuck together with superglue; the waking world is inaccessible, a pin prick of light seen from the bottom of a deep well; I luxuriate in sleep. The purgatory of hard, rocky ground on which I lay becomes a feather mattress. I do not hear the snarling dogs that scare my companions witless; I sleep through the cacophonous wail of a Mullah’s prayer in the holy month of Ramadan. I ride my bike like a somnambulist, gripped in a drowsy haze of euphoria. I am doped up to the eyeballs and happy. The hills float beneath my wheels like clouds and I am anesthetised to pain.

Originally I’d planned for Mark to leave us at Engedir but I had miscalculated the distance. Our final dash leaves us ninety kilometres short of the town. At nine pm, we cycle into Suhut and eat together for one last

Asleep at Stanstead Airport before the

flight to IstanbulCamping in a derelict

play park.

Turkey is the graveyard of ancient civilisations. This Byzantine fort was one of

the surprises of the tour.

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A PILGRIMAGE BEGINS

time in small kebab house. Next day Mark leaves us for Istanbul and London’s flesh pots. We have only been together for five days but all of us are saddened by his departure. Cycle touring intensifies experience and speeds up the process of friendship. Mark began the tour a stranger to most of the team but leaves a friend. We miss both Mark and his magic potions. Indeed, after a week of chemical supplements we’re in that twitchy, hyper active state that denotes the early stages of drug addiction. Our ‘pusher’ has flown back to London and we have to face the Turkish mountains without chemical incentives. Not a happy thought, We ‘fix’ on Turkish coffee, as black and syrupy as molasses, with a caffeine whack like a sledgehammer.

Anmol is in severe discomfort with a knee injury and, after battling bravely on to Karadilli, he hitches a lift in an estate car and goes ahead of us to Engirdir. We struggle on over yet more mountains until, topping the final summit, we gaze down on the seventy kilometre expanse of the Golu Engirdir, a slash of brilliant blue garlanded with apple orchards and surrounded by sentinel mountains. Whooping with the exhilaration of descent, we drop like birds of prey towards the lake, the buffeting wind drying the sweat on our faces. The ride to Engirdir is one of the most scenic and satisfying of the tour. At this altitude, the sun repents and throws away its stinging whip. A cool breeze tufts the waves with foam and fans us. There is a deep silence in this hollow in the mountains. These are the high moments of cycle touring. Rider and cycle are in harmony; machine and man constitute one organism. Gorged and glutted on sensory stimuli, we cycle through a landscape of heart-aching beauty. I whisper a Native American incantation:

Beauty all around me I see.Beauty above me;Beauty beneath me;Beauty all around me I see.

The words are evocative yet simple; such moments should not be cluttered with adjectives. I can hear Jon singing praises to the Lord.

And in that exalted state we leave the pilgrims, until part two arrives. SDC

A PILGRIMAGE BEGINS

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BUMP ON THE ROAD

Bump on the Road

Finance manager Lisa Lai, 37, from Theale, just west of Reading, Berkshire, talks to Juliet England about how she coped with cycling after she learned she and husband of 10 years John Seto, a 41-year-old web developer, were expecting their son Alex, now a toddler, and how she got back into her fitness regime after the birth.

I wasn’t especially sporty at university and it’s really only in the last five years or so that I’ve started to get into cycling

and fitness, and began running half marathons and doing triathlons. I did have a bike but just used it for work or running errands or little Sunday morning rides.

“Then I got into swimming and running as well as cycling more seriously. I trained for a half-marathon, ran a number of these races and 10km events and climbed Mt Kilimanjaro, which was an incredible experience. I went to Ghana and Northern Cyprus on short work postings. In Ghana it wasn’t really safe to ride or exercise outside, and in Northern Cyprus if the locals saw you running they would stop and ask why!”

“But I was back in the UK by 2010, running, swimming, and lifting weights regularly and cycling to work in Reading. In January 2011, my husband John and I found out we were expecting our first child.”

“Naturally we were both thrilled. But mixed in with those feelings of elation was trepidation as well – would I be able to carry on with the fitness activities like cycling, that I’d really come to love?”

“I spoke to my midwife and a couple of gym instructors, who put my mind at rest. Essentially, only you can decide what level of exercise you want to stick to while you are expecting. But being pregnant is not an excuse for not exercising at all, it’s a condition not an illness, and you shouldn’t spend your nine months on the sofa. In fact, staying fit not only means a faster


BUMP ON THE ROAD

labour, it can mean your body recovers from the delivery far more quickly. There’s no real reason not to stick to whatever you are used to.”

“That said, you have to stay safe and continue exercise with caution. Pregnancy is probably not the time to take up a new activity, increase your regime, or start training to cycle from London to Brighton if you’ve always been a leisure cyclist. or for taking unnecessary risks. I decided to carry on pedalling along with my other activities, but to take things very steadily, and, crucially, to listen to my body. I would stop the second I felt too exhausted, or experienced any sickness or pain.”

“The NHS and some health organisations don’t recommend cycling during pregnancy because of the risk of injury if you fall off your bike. In fact, as your pregnancy progresses, you tend to lose your balance more easily.”

“Equally, during the early stages, blood pressure drops. But if you are already super fit, this will be low anyway, and so there’s a risk of dizziness and feeling faint. That’s why it’s important to take things steadily, be sensible and stay aware of your surroundings and listen to what your body is telling you.”

“I decided I would stick to a sensible 140bpm heart rate using a heart monitor, which I always wore to measure how hard my body was working. If you become excessively out of breath, in the worst scenario cases, the baby can become starved of oxygen.”

“At three months pregnant I ran a half marathon and did it within two hours while sticking to the 140bpm.”

“With the cycling, I made sure I stuck to only moderate hills. I bought myself a lighter bike as I couldn’t lift the one I had over the canal bridge near where we live. At five months pregnant, keen to try it out, I went to Swinley Forest to try out my brand new Kona Fire Mountain bike on the tracks.”

“For those who know Swinley Forest, there are some rather scary uphill and downhill tracks. It was really tempting to go full pelt down the slopes, then pedal like a lunatic at the bottom to go back up the top. Instead, I would get off the bike and walk down the steep slope and

push the bike back up to the top. I still had an extremely enjoyable afternoon, making the most of where the terrain was flat and the gentle slopes – while ensuring I stuck to my 140bpm heart rate.”

“Like Kate Middleton, I had quite bad morning sickness, but I felt well the whole time I was expecting. For the last two or three months of the pregnancy, I stopped cycling at weekends and carrying heavy loads of shopping back on the bike, but stuck to the lighter weights in my body pump class and did yoga and spinning instead. I was quite heavily pregnant by then, so people at the gym would do a double take when they saw me. And it’s about going with how you feel, so sometimes I would leave the class early if I felt I needed to. But I was glad to keep up the fitness and stamina at this important time of my life.”

“Just 18 hours before my contractions started, I was in my body pump class (using weights). I had packed my gym bag ready to go to my spinning class the following morning but headed to hospital instead of the class that morning!”

“The delivery itself took around 11 hours, which isn’t bad for a first birth. I firmly believe a combination of cycling, running, and general exercise helped with the birth, and with my recovery. Because I was a lot fitter

than many women would have been, especially at that stage of a pregnancy, I coped much better with the birth and post birth processes. My recovery was faster because my body was fitter.”

“You’re not meant to exercise for six weeks after giving birth – and I was counting down the days! But when I could, I got straight back into cycling. I have to say I lost my fitness pretty quickly, although I got it back again more swiftly because of having previously been fit.”

“Alex is now two and “bike” was one of his first words! I cycle eight miles to work every day and drop off and collect Alex every day at the nursery, a couple of miles from home. It’s a great ride, and we do the journey whatever the weather - I’ve even pedalled in the snow. Alex loves riding to nursery this way, and when we arrive he always has a smile on his face.” SDC

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The Lake District stands to the west; bold peaks mirrored in deep lakes, cliffs pouring rivers of scree into the ever changing waters; eastward mass the ranks of the Pennines, Cross Fell

standing above the others, but all barring the way like a great castle wall. The Lake District is well-known and many know the wilderness of the northern Pennines; two of the great barriers on the various routes that lead from sea to sea across

the north of England. C2Cing has become genuinely iconic with a variety

of routes available and sponsored riders or those enjoying a challenge or seeking for pure pleasure make their way between the coastal termini. Two such cyclists pulled into the, increasingly famous cycling café at Greystoke, brothers from different ends of England who were spending three days on the way to Sunderland, as I ordered cake and tea. As we ate our cakes and drank our tea, a dozen MTBs zipped past,

A Rose Between Two RosesC2Cers cross it though few stop to admire – Stephen Dyster discovered what many cyclists miss when they rush…

Cyclists come up the lane into Great Strickland


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knobbly tyres buzzing on the tarmac. And this was a quiet lunchtime at the end of “the season”.

Exiting the Lakes, the Pennines become the next target, usually via the Hartside road. Yet lying in between is a Vale – and not a flat one – that would merit at least a long weekend of exploration.

EDENThe Eden Valley stretches south from Carlisle, dividing Pennines from Lake District, until it fizzles out amongst

the hills beyond Kirby Stephen. The A6 and the M6, are barely noticeable. The Settle to Carlisle line has several stations in the valley and positively enhances the cycling experience, though read the timetable carefully.

Cycling is benefitting from the Nurture Eden project, promoting sustainable tourism, especially cycling and walking, in the area. Greg Stephenson, from Nurture Eden told me, as we had an evening spin on the lanes around Great Strickland, “There are a few things a business can do to make cyclists feel welcome; a

Great Salkeld Church

Strickland Arms, cycling pub … more next time

Penrith town centre

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secure place to store the bicycle, somewhere to dry gear, a cup of tea and some cake when they arrive, local information. The basics are easy.” The project aims to attract cyclists, but puts as much time into persuading those involved in tourism that hungry, tired, though hopefully not wet cyclists, are good for business.

TEMPTED BY …. PIESI dined and slept at The Strickland Arms in Great Strickland, on the evening after meeting Greg. This is one business that is really taking Greg’s message to heart. Some cyclists feel the need for a roaring fire and a warm welcome, a pint of ale, a hearty feed and a relaxing place to chat. Suffice it to say that The Strickland Arms was comfortable, cycle storage secure and dry, the owners amiable and knowledgeable and the pies …. well, the good news is that you won’t be turfed out of this Eden for giving into temptation.

Slow-burn fuel from one of Penny’s pies, Anton, the landlord, provided a hearty Saturday morning breakfast just to top me up. Away went my bike into a chilly sun-filled dawn; red squirrels on NCR71, and views of Cross Fell, narrow lanes and the feeling one gets that this could be the last day of an Indian summer and you should take full adavantage. I made out the road Greg had recommended I ride up at some time. At the start of the day it looked inviting; away across the valley, curving up the broad flanks of Great Dun Fell, to reach the radar station on the summit.

PENRITHNCR71 crosses the River Eamont near Brougham Castle, English Heritage owned and not to be confused with Brougham Hall – also a castle, but a more domestic affair owned by a community group and equally worth

a visit. A left turn will take you there. Penrith is a busy little town, so it is worth following the

cycle route to avoid the main junctions en route to the town centre - the almost inevitable muddy underpass along the way is located under the A66. Penrith is a grand town with a helpful bike shop and narrow side streets to explore. In its streets you’ll find a confusing choice of cafes and shops that will satisfyall the needs of a touring cyclist – and a good deal else.

Penrith is not in the Eden valley so it is over the hill and away we go on NCR71, there are magnificent views back over the town, so pull over for a moment or two. On the way down to the valley a wise rider will take care on a rattling descent as the surface is poor in places.

What else could one ask for?Here was the Eden Valley. Amongst the settlements

is Lazonby, reached by the gentle B6412, a road bereft of traffic that morning. This was my first objective. Cross Fell held my eye, simply because it was so many years since I had stood atop it. I reminded myself that this was a road and that there might be other traffic.

Lazonby is small but fully functional for most wants. A resident assured me that there was little I could not get there. If my needs could not be satisfied in this mini-metropolis, he said, “There is always the train to

Kirkoswald

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Carlisle.” His tone suggested that he would consider this rather extravagant or even degenerate. “We even have an outdoor swimming pool,” he said, convincing me that Lazonby was the hub of the Universe. There is an unlikely rash of outdoor swimming pools in Cumbria. Some cyclists might even do a tour based on them.

I WENT NORTH AND I WENT SOUTHThis whole area was new to me. It revealed its charms willingly, but I had officially come to ride two routes. Both are based on Armathwaite. The South Loop reaches Lazonby along the east side of the river before heading back up the west side to return to Armathwaite; the North Loop explores the west side of the valley to the north of Armathwaite.

As ever, I didn’t follow the official route, doing the second half of the first loop first and so on. To begin with, the second half of the South Loop, from Lazonby to Armathwaite which undulates to challenge irregular cyclists but should not bother those who are moderately fit. The river is hidden at the base of steep, wooded slopes, but the going is good amidst lovely countryside with undeservedly distant views.

Arriving near Armathwaite, I took in the first section of the North Loop. This is delightful. The road through

Aiketgate opens-up fine views all round. Turning for Blackmoss Pool brings a different aspect as the road to Cotehill runs through boggy woodland

Returning to Armathwaite, on the North Loop, largely downhill, you’ll realise how far you have climbed as you speed through woods and pasture. Take care at the level-crossing before reaching Drybeck – the likelihood is that the gate will be open as trains are few and far between. However, moderate speed, a straight front wheel and preparedness for the bumps is necessary. Ponder just how easily you climbed to deserve the glass that never runs dry – a descent that never ends. It does, of course, in Armathwaite. Those who have pushed hard to reach Armathwaite’s fleshpots will find shop, pubs and places to rest and refresh. Railway enthusiast may have screeched to a halt to admire the Drybeck Viaduct. The will arrive shortly after those who do not have the age of steam in their blood. Don’t worry, Aramthwaite may be small but there will be plenty to go round.

A SUSTAINED INCLINEThe shops and pubs are not Armathwaite’s only attractions. It has a beautiful bridge over the Eden; one of those places where sitting and watching

View from the South Loop The Eden near Armathwaite

The Eden at Appleby

Evel and friends

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issue 1 / 2014

the world dawdle past is likely to interfere with your training programme. I should love to spend an evening in such a place, at the end of a long day’s ride of course. Whatever time of day, this is the spot to gird up your loins.

The pamphlet describes the “Coombs Hill climb” immediately apparent after turning for Kirkoswald, as

a “sustained incline”. Incline it is and sustained it is. It jolly-well sustained itself a lot better than I sustained my attempt to get up it at speed. This was not one for middle-ring or, possibly, middle-age. Beyond it the route beyond undulates vigorously, but the scenery invites a stop and good look over the deep gorge of the invisible river.

Kirkoswald offers several refreshment stops if you put your brakes on quickly enough. The proximity of the two pubs suggests good business. There is also a shop. Take your choice. On this sunny day the outdoor seats were taken and, in any case I was rolling happily for a few miles. Or so I thought.

At Kirkoswald, I left the loop to Lazonby, and headed up the hill for Glassonby and down the dale to Little Salkeld, where there is an excellent café at the mill. This was excellent cycling on quiet roads, though a full range of gears was used.

The little green at Glassonby would have been a rest stop on a warmer day. It wasn’t especially easy to withstand the temptation of the shade beneath the

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broad boughs as it was, but so pleasant was the cycling that the wheels were kept on turning.

ELVIS HAS LEFT THE VILLAGE GREENIn a the few miles to Langwathby, I was passed by numerous C2Cers pedalling their way up into the Pennines. They waved and smiled as best they could whilst turning stoically up hill, while I shot down to Langwathby. This was another surprisingly long descent. I habitually find that the amount of ascent seems to be totally out of kilter with the descent. This was one of the idle thoughts I pondered as I sat outside the Shepherd’s Inn, watching cyclists passing by more or less rapidly.

Morland’s hidden cascade remains hidden

Looking to the hills

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Then Elvis Presley and Evel Knevel turned up on 50cc scooters totally unfit for leaping anything and so weighed down that even I on my steel touring bike may have given them a run for their money over a short distance. They, though in all likelihood it was probably fancy dress, were accompanied by a teddy bear and a selection of super-heroes. These C2Cers were on mopeds and such like. Evel and his mates came from Teeside, members of a motorcycle club. This was their annual charity ride - a double crossing from sea to sea.

WESTMORELAND, APPLEBY INSkirwith, Blencarn, Milburn, Long Marton, are out of the way villages along the way to Appleby in Westmoreland. The way offered delightfully effort-free cycling. A left turn here would have led to Greg’s jolly jaunt up the one-in-fours to Great Dun Fell. As it was, the sunshine was turning hazy and the view would have been limited – honestly. Instead, I soon had tea and cake in front of me in a café in the former county town of Appleby.

General strolling about made a sortie to Kirby Stephen out of the question. I had initially planned this. I’ll blame my failure to fulfil my plan on chatting over breakfast with Anton, though it would have, in truth been a long day and there were hills aplenty on the way back to base.

For me it was over the hills to Great Strickland. The Eden has several tributaries hereabouts that have created deep valleys of their own across the grain of which lay my way; energetic but glorious cycling. A stop at the White Horse in King’s Meaburn and at the hidden waterfall under the bridge at Morland; there were too many stops to admire either nature or the works of man. It is just that kind of region. It certainly gave the impression that it was well off the beaten cycle track; there was not one other cyclist for the entire section. There should be cries of “Shame, shame!”

This was one the most interesting runs in a fascinating and beautiful area. Route finding is simple with good signage, but take your time to pick your way. Occasional


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Informationwww.thestricklandarms.co.uk Staying, eating, drinking and chatting here were all a pleasure. My bike enjoyed it, too.

www.nurtureeden.co.uk Visit this website for just information on almost any topic to do with tourism in the Eden Valley. There are a variety of downloadable materials to support your visit. Hard copy can also be obtained through the contact details. There are themed leaflets which would make the basis for some interesting cycling or walking tours.

Rather frustratingly, my Eden Valley ride took in OS 1:50000 sheets 85, 86, 91 and 92. Get organised and have one specially printed! https://www.ordnancesurvey.co.uk/shop/custom-made-maps.html or print your own https://www.ordnancesurvey.co.uk/shop/os-getamap.html

Welcome relief at King’s Meaburn

cheeky ascents are frequent in corrugated landscapes such as this. Shortest distance is not, hereabouts, equal to quickest, easiest or most scenic. However, as in the old song, wherever you wander there’s no route too long – so long as the sun shines. – and you will not find the scenery or the villages disappointing. You might even find yourself breathing more heavily and seeking more excuses to stop and look. Some of the villages have pubs, but do not bank on them being open at lunchtimes.

At the Strickland Arms, as the sun began to drop, there was Anton to lock my bike away, Penny ready with the pastry, several very large teddy bears (Bradley Bear Wiggins, Cavendish Bear and Bear Froome), one of Sir Bradley’s yellow jerseys, a bunch of friendly locals and preparations for the morrow. But, as I sup my pint, and think of the marvellous day out I had had in “the bit in between”, I’ll leave you to decide when you’d like a taste of Eden.

Ask Anton about the bears and Sir Bradley. It is all part of the Strickland Arms cycling phenomenon. SDC

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FOFFA URBAN

Foffa are a small scale marque hailing from London’s now distinctly fashionable East-End and specialising in classic looking, steel framed fixer/single-speeds. The urban isn’t their first

foray into variable gears, though they reckon it’s the “ultimate multi-purpose geared bicycle, perfect for leisurely rides as well as fast and long commutes around the city”. Cynics have suggest it’s for hipsters who don’t know any better but £500 is pretty tempting given the spiralling cost of bus and rail fares. Mile munching ex Londoner, Michael Stenning put one through its paces for several weeks…

FRAMEGetting the balance right between nice to ride and thief magnet is incredibly tricky on street builds and overall, Foffa have interpreted this brief very well. Essentially the urban is a street fixer frameset with sporty 73 degree head and seat angles, whose rear triangle is spread

town?Talk of the

Foffa Urban £499.95

to entertain Shimano’s venerable 7speed Nexus hub gear. Foffa’s sizing guide takes the guesswork out of virtual purposes and I found our medium fitted like the proverbial despite being blessed with long (33 inch) inseam and short torso. Decals serve little purpose other than suggesting to a thief that your steed is


FOFFA URBAN

worth stealing, so thankfully these are restricted to head and down tubes. Gloss black stove enamel livery is reassuringly well applied and should retain its splendour several years down the line and couldn’t be simpler to touch up

Some will turn their nose up at unbranded Cro-moly tubesets but once again, these are particularly suited to less glamorous, everyday riding, delivering sufficient zing while resisting accidental denting/similar damage better than double butted, thin wall exotica. Lateral stiffness is another advantage of plain gauge, which becomes most apparent during trailer/tagalong tugging and is further accentuated by TIG welded construction. One inch head tubes and steerer components have made something of a niche comeback in recent years, which has certainly improved access to good quality replacements for older bikes. However, I’m not sure how future-proof said configuration is for contemporary builds.

Often manufacturers cut corners where they’re not immediately obvious. Loosening the seat collar bolt saw the 27.2 Kalloy post slide effortlessly with removal confirming a cleanly reamed seat tube, while bottle and other screws were refreshingly free of residual paint. That said; I’m not overly taken with rear facing seat collar slots since, sans mudguards, water/ingress thrown up by the rear wheel can sneak malevolently inside the frame inducing seized seatposts and internal corrosion.

A little wax based inhibitor (10w/40 motor oil makes a good substitute) sloshing around inside the tubeset, coupled with a protective “boot” improvised from a section of cannibalised inner tube should render such nastiness academic. Routing its rear brake cable inside the top tube certainly accentuates those uncluttered lines and avoids unsightly paint rub. However, experience suggests this arrangement can also channel wet, gritty stuff inside and attention to detail in other

areas was sloppier than I’ve come to expect, even from budget builds. Despite sporting a neatly finished, threaded chainstay bridge and seat stay carrier bosses, the ends were bereft of fender eyelets, although Foffa confirm this was a factory error and has been corrected on production models. Similarly, the straight blade forks sported eyelets but full length chrome plastics ran uncomfortably close to the down tube. In fairness, these didn’t present any major hassles, thanks to some rubber coated P clips and very careful installation, although it took me back to the late 1980s when small scale builders would add eyelets to their race frame, marketing them as winter trainers, only for consumers to discover even the narrowest section models wouldn’t fit satisfactorily (if at all!).

COMPONENTSThese are an eclectic, yet crucially reciprocal mix. Hub gears have come along leaps n’ bounds since those inefficient 2/3spd Sturmey Archer units of our childhoods and Shimano’s Nexus commuter groupset continue to flourish since its initial inception in the mid1990s. 7 and 8 speed hubs have been on the menu since the millennium, lacking the outright refinement of their eight-speed Alfine cousin, which boasts roller-clutches and overall range of 307%.

That said; the Nexus as fitted still manages a range of 245% which is easily superior to old fashioned ten speed derailleur configurations and without the encumbrance of a front mech. Weather sealing is generally excellent too, although low shouldn’t be confused with no maintenance, so avoid total immersion, jet washing and annual strips/servicing will ensure rude health. Wheel removal isn’t particularly arduous but familiarise yourself with said procedure since there’s nothing worse than falling victim to

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the dreaded hiss and feeling helpless at 8.50am on a Monday morning.

Not only is every gear useable since chainline isn’t an issue but even spacing ensures steady, efficient cadences, whether stealing a march on other traffic as the lights change or winching along climbs. Being able to change while stationary is another boon, especially for newbies, although in common with derailleur transmissions, it responds best to mechanically sensitive shifts, so avoid doing so with your full weight dancing on the pedals. Talking of which, shifts needn’t be sequential and the revoshift allows fingers to hover over and indeed, engage the brakes at a seconds’ notice.

Good stoppers are another must and the imaginatively monikered, surprisingly fetching, Promax BL42 levers and RC469 dual pivot callipers are an incredibly competent, happy marriage, delivering surprisingly refined modulation, feel and most importantly stopping prowess.

Even with the OEM pads and towing a Yak pattern trailer, they’ve still kept speed in check, allowing last minute changes in direction, whether scorching along a 1 in 4 descent at 26mph with a combined rider/cargo weight nudging 100 kilos, or negotiating opening car doors, errant canines, jaywalking pedestrians and other joys of slow moving rush hour traffic. Being critical, their raw finish seems slightly more susceptible to

the salt monster than higher end fare; ditto plated hardware, though nothing a periodic wipe over with an oily rag wouldn’t fix

Cranks invariably get a spanking on working bikes and black components lose their looks much faster than silver anodised or polished fare, hence I was a little sceptical about these undeniably fetching Lasco units. On the plus side, ours still look factory fresh several weeks and five hundred miles later. 165mm arms sound uncharacteristically short, though eliminates any risk of grounding when cornering hard at roundabouts, junctions or sweeping coastal roads. A 46 tooth 6061 detachable ring is another nice touch, entertaining later experimentation gearing wise to suit locale’ while its smart, colour coordinated chain guard gives trouser bottoms a sporting chance. However, I was disappointed by our sample’s poorly machined pedal threads that made their installation unnecessarily difficult. Talk of the devil; I substituted the OEM rat-traps in favour of Time Atac and Shimano SPD/flat homages, which combine the best of both worlds-perfect for longer rides in stiffer soled, cycling specific shoes or running quick errands in trainers.

Fit n’ forget cartridge bearing bottom brackets have been standard issue for donkey’s years and this Shimano pattern, square taper VP unit should remain dependable for several thousand miles, so long as

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jet washing/similar cruelty’s avoided and is cheaply upgraded once it finally gets the grumbles.

KMC seemingly make chains for everyone and though a little noisier than some, the Z410 proved both refreshingly quiet and resistant to the dreaded orange taint when fed a light drizzling of ceramic wet lube.

FINISHING KITThis is one area where manufacturers frequently look to save a bit of cash. I wasn’t remotely impressed by the cheap, unsealed chrome plated headset, which required repeated adjustment following our formative rides but was smooth enough to merit running for a season or two before upgrading to something infinitely nicer. A combination of high quality marine grease and covering its lower race in a boot fashioned from scraps of redundant inner tube would improve service intervals and optimise longevity. Contact points are another potentially contentious point but one shouldn’t infer that the Urban has been thrown together with whatever fell to hand.

Admittedly, the Foffa branded, Turbo-esque perch proved distinctly uncomfortable after seven miles or so in pro quality bib shorts, considerably less in casual clothes, thus I’d negotiate an upgrade at the time of purchase. By contrast, the Zoom alloy post is nicely finished and certainly hardy enough for trailer/tagalong donkeywork. Back in the 80’s, messengers were pruning mountain bike bars down to squeeze through implausible gaps in traffic and when combined with a moderate 80mm stem this colour coordinated 21.5 inch 25.4 combination translates into a twitchy,

yet predictable front end, perfect for flicking around hazards, slipping between busses and weaving through lines of stationary traffic while still giving an excellent view of conditions ahead.

A fairly aggressive, low slung stance places greater pressure on the hands, so while initially sceptical, the leather effect ergonomic grips proved another welcome surprise, offering the perfect balance of support, damping and purchase-even in torrential rains, though regular “white knuckle” riders might benefit from removing them and applying some regenerative hairspray inside to prevent slippage. Slender cockpits have other advantages when manoeuvring the bike up stairs, into lifts, hallways and indeed closets-apartment dwellers rejoice!

Quill stems usually feel a little whippy in comparison with their Ahead counterparts but ours counteracted the harsher, direct nature of those straight fork blades. That said; wider bars make trailer tugging less tiring and more readily accommodate extensions, offering alternative hand positions- counteracting fatigue that can set in after around ten miles or so.

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FOFFA URBAN

WHEELSNexus hub and style points aside, there’s nothing technically remarkable about the Urban’s wheelset but they’re properly built and have withstood poorly surfaced roads without spoke breakage or losing truth. Keeping things in house ensures competitive pricing without sacrificing quality. Colour coordinated, deep section 32hole Foffa hoops and large flange hubs contribute to the responsive feel, albeit requiring giraffe length valves-a consideration when packing spares. Painted sidewalls are usually the preserve of track builds but cultivated a neat braking surface within two hundred miles without flaking, peeling or similar scabbiness.

Contrary to popular misconception, spokes have greater effect upon wheel performance/longevity than hubs per se and these black 14g offerings laced two-cross will resist grotty winters and soldier on until you can find replacement or a wheel builder in the event of breakage. Solid axles might lose a point in terms of convenience but discourage opportunist theft (15mm wrenches are always lighter than second locks). Despite being unsealed, the bargain basement large flange front hub has spun with unexpected finesse’ and should remain thus if overhauled annually with liberal helpings

of stout/ marine grease. 28mm section Kenda tires complete the package and

deliver a much plusher ride than 62tpi casings imply-even at their maximum (85psi). Puncture resistant belts are something we almost take for granted nowadays, yet some are more effective than others. While never skittish when pushed hard over wet asphalt; manhole covers and similar raised ironworks saw some unsettling squirm, catching me by surprise but without culminating in a spill. Shards of glass made little impact either, although thorns had burrowed deep into the casings over two consecutive rides and would be another prudent time- of- purchase upgrade for those particularly prone to punctures.

RIDE/HANDLINGPerhaps unsurprisingly given its 41inch wheelbase, 16.5inch chainstays and aero wheelset, the Urban enjoys a very punchy, responsive persona, requiring little effort to cajole into a spirited canter. Turning those 165mm cranks an you can feel the tight rear triangle converting every pedal stroke into forward motion, inducing ear to ear grins. Plain gauge tubing and deep section hoops means a less compliant ride than double butted Cro-moly steels, which became apparent on

Perhaps unsurprisingly given its 41inch wheelbase, 16.5inch chainstays and aero wheelset, the Urban enjoys a very punchy, responsive persona, requiring little effort to

cajole into a spirited canter. Turning those 165mm cranks an you can feel the tight rear triangle converting every pedal stroke into forward motion, inducing ear to ear grins.


FOFFA URBAN

runs exceeding twenty miles but then, it was conceived as a commuter scoot, rather than Audax or tourer and could never be considered unforgiving in the same fashion as 7005 series aluminium.

Seven sensible ratios negate need for out-of-the-saddle exertion-even on more challenging terrain but with my full 70 odd kilos dancing on the pedals, there was only trace flex from the bottom bracket area. Much of this is attributable to that otherwise likeable square taper cartridge bearing, although to be honest, upgrading to an external system would only be something I’d consider several units down the line when the crankset had finally cashed in its chips. That loftier cockpit, narrow bars and straight blades translates into a really frisky front end, enabling last minute changes of course, which for the most part remains predictable and inspires confidence when swerving round (or bunny-hopping) gaping holes, trash, spilt diesel and similar urban hazards.

These attributes were similarly welcome on secluded rural backwaters characterised by kamikaze rabbits, although I was able to cajole repeated shimmy during spirited 38mph descents (solo) and at slower speeds with trailer and 15kilos of supermarket shop en tow, so those doing school/utility runs may also want to trade some manoeuvrability in favour of wider bars. Short cranks are another serious boon in both contexts, enabling more extreme angles of lean without grounding pedals and with a tire swap, just about extends this bike’s horizons to dry trail/scenic shortcuts.

VERDICTArguably experienced riders with well-stocked spares bins could whip something bespoke together for considerably less than the Foffa’s asking price. Nonetheless, the Urban has plenty to offer those seeking a versatile road inspired workhorse that’s fun to

ride over short to medium distances without inducing palpitations when chained to street furniture for several hours in succession. Mudguard clearance issues need addressing, as does the headset but aside from some specific upgrades - tyres to 32mm sections with aramid casings and dynamo tracks, pedals in favour of dual sided SPD/flats and Michael friendly perch; I’d be inclined to get my money’s worth from the original spec, replacing worn components such as cranks with hand-me-downs or ebay specials. SDC

*56cm as tested independent weigh in =13.2 kilos*

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MORE TO CYCLING...

Most cyclists carry a basic set of tools in case of emergency. l’ve toted allsorts at one time or another but you can’t cover all eventualities - there’s always something that you’ve missed out

- so exactly what should be in you tool roll will always be a vexed question. Different people carry different things, and your choice usually depends on past experience.

l once cycled to Cape Wrath, in the very far north of Scotland, with some friends, one of whom had never toured in remote places before. He was riding a brand new George Longstaff lightweight, the very best that money could buy, and he was well aware that if something went wrong when you were miles from anywhere, you had to be able to deal with it. By the time

he’d filled his bags with essentials you could hardly get the bike off-the ground. He took the kitchen sink with him, including, we discovered later, a large pair of industrial wire cutters that were just the ticket if you needed heavy ballast but useless from a cycling point of view.

The Saints be praised. When we got back home we had had no mechanical failures or punctures whatsoever, and our greenhorn set aside a host of tools and spares, saying he’d never take them on tour again because he hadn’t needed them. He was certainly right about the wire cutters but l noticed a puncture outfit and tyre levers among the debris, and l asked him why they were there.

“We didn’t have any punctures, did we,” he asked, as if that was the matter settled. He took some convincing that because he hadn’t punctured this time, there was

There’s More to Cycling than Riding a Bike

Paul R happens to have a spare tyre with him on top of Lyth Hill: God only knows why.


MORE TO CYCLING...

There’s More to Cycling than Riding a Bike Paul Wagner and

the Shrewsbury Irregu lars always find their way home

no guarantee that he wouldn’t puncture in the future. But is there an absolute minimum kit to be taken?

A LIFE FULL OF INCIDENTSI have loads of experience of component failure while on the road, and 1 hope you don’t mind if I tell you about some of them. The Wednesday Lot were ambling gently along near Longdon-on-Tern when the adjuster bolt on Mike Green’s micro seat pin snapped, dropping the saddle onto the road (I nearly ran over it) and dropping Mike into the zone of unwanted pain. (See footnote). We padded the stump of the pin as best we could and a subdued Michael pedalled carefully homewards, having rung his wife to come and meet him halfway in the car. Believe me - if ever there was a mercy mission this was it.

On holiday in north Wales last year when the nose bolt on a my new Brooks saddle snapped. The bike shop in Dolgellau couldn’t fix it but to be fair, it’s not the sort of spare that they could be expected to carry, so I had to buy a new saddle to get me about. lt cost me £34.00 and I was a bit miffed, as the selection available was more suited to mountain bikes and not comfortable on my tourer. Still, it did the job, and when I got home to Shrewsbury Stan’s Bikes repaired the Brooks free of charge, they being the outfit that sold it to me. The Dolgellau purchase became redundant and reluctantly, (because of its kind, it was a fair piece of kit) I have just given it away.

Years ago, a group of us were touring in central Wales, and, as we were dashing down a hill behind Newquay, John Carter mentioned that his steering felt wobbly. He stopped at the bottom to investigate the problem and when he lifted the front of the bike up, the front wheel, complete with fork blades, parted company with the bike and hung in disarray from the brake cable, the blades having fractured just below the fork crown. He was a really lucky bunny and in the fullness of time, his wife had to come and collect him; too.

Stay with me! One weekend a pal of mine, Alan Freeman, and I went to Cynwyd YH - that unforgettable cyclist’s hostel in the Welsh Dee valley, so beloved of the Liverpool hard riders but sadly, now closed. Coming home, we were descending fast down the Milltir Gerrig when I heard an insistent tap-tap-tapping noise coming from the front end. I stopped at the bottom, in Llangynog, to investigate, only to find that at least a foot-and-a-half of the front tyre tread had parted company from the casing and it was slapping sharply against the mudguard, like a loose elastic band, on every revolution of the wheel. At that speed had it decided to hook Itself over any projection on the bike, it would have been disastrous.

We taped it on with some handlebar tape (what was I doing carrying handlebar tape, that’s not a sensible spare!) and we made our way some twenty-five mites home, with the bike lumping along with a horrible, lurching limp. Purely incidentally, Alan was the only person I have ever known who was strong enough to cycle up the infamous 1 in 2 hill, now sensibly turned into a footpath, from low town to high town in Harlech, wrecking his freewheel in the process.

More recently, in August 2013, and with tyres still in mind, Paul Roberts (who rides a variety of big black sit-up-and-beg classic bikes), was crossing the A53 at Astley, north of Shrewsbury, when there was a hell of a bang and his rear tyre blew out like a shot from

The blow-out on Paul R’s

back wheel

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Issue 1 / 2014

a gun. The tyre casing had parted company from both beads along about a third of its circumference, and it was a write-off. The bike concerned, a Sunbeam, is equipped with an oil-bath chain-case which had previously proved to be all but irremovable “in the field”, so Paul had got the bike shop to fit 28’’ Schwalbe Marathon tyres in an attempt to avoid problems while drifting round the Shropshire outback. Marathons are usually nigh on impregnable but this one had done less than 100 mites, so what caused it to fail is anyone’s guess. A saddlebag raid followed and the gathered company collected enough tape and plastic ties to bind the deflated tyre onto the rim, after which Paul rode it, flat, about ten miles into Shrewsbury, where he left it at Stan’s Bikes. A Schwalbe rep later said that as they manufacture millions of tyres it was inevitable that one or two would fail, which is fair comment. What a pity it had to be this one. The deflated tyre acted as a useful cushion on the ride back in to town, and it says something for old-fashioned heavy metal that the rim survived virtually untouched! At that time, Paul experienced a kindness that renewed our faith in humankind . While he was standing outside the bike shop wondering how to get the five miles home with nothing available in the way of public transport (this being a Sunday), a chap called Tim, a mobile cycle mechanic who trades under the name of Go Cycling, came up to him and took a look at the bike. For obvious reasons he was unable to repair it so by way of compensation he drove Paul home, refusing payment of any kind. Later, he returned Paul’s pump to him, which he had inadvertently left in the van, again refusing payment. You don’t often find people who are prepared to help strangers so freely, and one good turn deserves another.

So, if you live, or are cycling in or around Shrewsbury and you need mobile mechanical assistance, ring 07950 397335, or try enquiries@gocycling-shropshire-com or www.gocyclingshropshire-com. Tim’s a good man.

A TRULY CAUTIONARY TALE Riding with an embryo CTC group called The Easyriders, Alan Rumble was going down the Drum and Monkey bank, a steep hill south of Shrewsbury so called because it passes a pub of that name, when we all smelled burning rubber - it was enough to make your eyes water, it was that pungent. The pong came from Alan’s bike and when we called a halt his front tyre almost fell off, the brake blocks being so badly adjusted that they had overridden the edge of the rim and cut clean through the tyre walls. At the time carrying a spare tyre was considered to be dead cool, so we were able to replace it and carry on, but not before our young riders of the day had been shown how to position their brake blocks properly. Read and learn, as the saying goes!

I’ll close with a story that has gone down in local cycling folklore as the “Effin” incident. One sunny Sunday we had a young newcomer out on the ride. His father, a friend of ours, had been going to come along as well, but for some reason he decided not to bother. However, he said that his lad, by all accounts a thoroughly decent young man, could come with us anyway.

All went well until, as we started down from the top of the Yell Bank (another local hill of some renown, and aptly named, in the event). First one of the lad’s brake cables snapped with an ominously audible crack, then the other one did the same, and he hurtled past us all, in panic mode, screeching repeatedly, “Effin’ Hell, Effin’ Hell, Effin’ Hell’’ - only coming to a halt when he hit the grassy bank square on at full tilt. He was rather shaken but being young, not badly so - but his bike was well bent. His dad had to come and collect him, too. The incident ended with dad and lad wreathed in smiles, especially when we told dad of his supposedly genteel son’s agricultural language when stressed, and really - who could ever forget that? Incidentally, we had several spare brake cables with us, but they wouldn’t have helped one jot. He needed a new frame.

There have been many such experiences in my life so

Paul G fixes Pam’s MercianMany hands fail to make brakes work - rod brakes can be a problem

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MORE TO CYCLING...


knowing that almost anything can go wrong, am I in a position to suggest a minimum list of tools and spares that everyone should carry? Should we include spare saddle bolts, seat pin bolts, forks, rear axles and brake cables, together with all the rest of the bits and pieces that I have seen fail over the years? Of course not, but the best disaster prevention tactic known to humankind is to inspect your bike frequently. Do it while you are cleaning it. lf you are new to cycling, by handling your bike you’ll become familiar with its parts, and you’ll soon and out whether something is coming loose, or wearing out. Once everything is maintained properly, you can be fairly certain that nothing serious is going to go wrong.

In the end, only you can decide what tools and spares you should carry, depending on your technical ability and where you are going to go, but if you are in the habit of travelling away from home, you really should carry a puncture outfit and tyre levers one, or better still two, inner tubes, a spare brake cable, a head torch (see below) and a small selection of suitable tools. You may not initially know how to use them, but if something goes wrong, a passing cyclist or some other kind soul may be willing to help you, if you have the necessary bits and pieces on board. It is common to assume that a mobile phone is all you need, but if you find yourself in an extensive “no signal” area you will be in the mire. I know. Been there, done that, used the Tee-shirt to wipe my hands on.

From a purely personal point of view, there are two items that l would never leave home without. I carry a 4” adjustable spanner, almost insignificantly small when you see it, but capable of fitting pretty well all the nuts and bolts on any bike, but as a bonus it can also act as a surprisingly strong lever. Twice l used it to bend other people’s gear hangers out of their wheels after disastrous gear-changing mishaps, and it has proved to be an absolute boon.

The other thing is a CO2 inflator. You may consider

this to be an indulgence, nothing more, and it’s undoubtedly an expensive way of pumping your tyres up, but if you have a puncture when it’s pouring with rain, or it’s late in the day, or you are unfortunate enough to have painfully arthritic joints in your fingers, as I have, it is almost indispensable. Apply it to the valve and whoosh - the tyre’s up. No huffing and puffing, no difficulty in getting up to pressure - brilliant. The convenience is wonderful, and the speed is an additional benefit.

One final thought. Even now, when the mobile phone can apparently cure all ills, you’d be well advised to learn basic “get you home” mechanical

skills, particularly if you ride alone. l learned of the following incident just as I finished writing this article. lt could have been fabricated to make my point, but it’s absolutely true, I promise.

A young man of my acquaintance has been riding for a while, now. He is very enthusiastic, but that said, he has very little mechanical knowledge but lots of optimism. He cycled to a town some ten miles from where he lives, and when he started for home, he punctured. He was unable to fix it and he doesn’t carry a mobile phone, so he simply had to walk. lt got dark.

His bike lights lasted a couple of hours then went out, leaving him walking down an A class road in the pitch dark, pushing a bike with a flat tyre. lt took him in the region of four hours to get back to base, by which time he was shaking with exhaustion and out on his feet. l’m so glad that he’s OK, but 1 wouldn’t wish that experience on anybody.

Footnote. The October 2013 CTC magazine says that the problem of saddle bolts breaking is common. They are plated for appearances sake, and made of an inferior grade material. They recommend that you go to your local industrial fastener supplier (most towns have one) and obtain a plain black, high tensile (12.9 grade) bolt as a replacement. lt won’t look as pretty but it won’t dump you on the deck, either. SDC

Cliff H’s has a malfunction in the shoe area

issue 1 / 201438

PRETTY PIGS IN HEATHER

Prior to arrival of offspring it was not uncommon for me to set off on an audax ride, a hundred or two hundred kilometre event was the norm. If you have not come across Audax UK, then

you really should take a look and find out more. The basics of Audax are that you enter an event

We can choose to ride with a club where we can select our companions; we can’t choose our relatives, but riding with

the family is the perfect way to spend quality time. Stephen Dyster and family rode out from Tamworth.

Pretty Pigsin Heather

advertised in their calendar. There is a small fee and insurance is required. Members of Audax UK are covered, as are CTC members, otherwise it is an additional small cost. You receive a route card (or download it for your GPS). Turn up at the start, sign in, receive your brevet card and, at the appropriate time, off you go.

would give Aristotle a pleasant evening of mental activity, the rides are amiable, with a strong social element, café stops and no timing chips.

That does not mean that they cannot be truly tough. “Audax” derives from the French for “audacious”. There is a good deal of French in Audax-speak, the origins of the club being Parisian. As ever, a challenge is a personal thing, so when fifty kilometre events were spotted on the calendar it seemed an ideal family challenge.

USE YOUR JUDGEMENTNote, please; riders need to be competent cyclists and such events are not for the first family ride. As ever, judgement is required. When my son could ride around thirty-five miles, ride responsibly with me on road and not be utterly minced at the end of the day, the time seemed right. It is completely reasonable to ride on a tandem. In fact, when we take on his first one hundred kilometre audax, it will be by tandem.

Planning your own routes is fun, but an audax gives you a detailed route prepared by someone who knows the area like the back of their hand. For our first family audax we decided to drive the thirty or so miles to the Pretty Pigs pub, Shuttington, just outside Tamworth, for the Just a Chuffing Fifty, organised by Geoff Cleaver. It is worth pointing out that all events are organised by volunteers.

Setting off from the pub car park, Ed (aged 8) the youngest rider wanted to rush off. Taking advice, he made a steadier pace after a short burst of speed. Accompanied by a slightly older friend, Chloe (aged 11), and her father, we try to allow the children to set the pace. They generally do it very well, once they get the idea. On the way back we dropped this principle because of the wind. It was also ignored on the few short sections of busy road.

WHEN THE GOING GETS LESS TOUGH …This patch of the Midlands rolls gently. This is news to the children who can see any hill as an alpine pass. This is a good opportunity to teach them how to use momentum safely. Riding the same route for the second time, Ed was stunned at how much easier the “big” hill was this time compared to last year. For the older riders there’ll soon come a time when the reverse will be true.

Talking is important. Ed says, “The best thing is doing it with other children and people because when it gets a bit boring there is someone else to help you.” As



Food is important

Inspiration for future ventures, Shackerstone Station

Riders are expected to be totally independent – there is no sag wagon. If you drop out, then you should inform the organiser, but don’t expect anyone to come and fetch you. Equally, it is a requirement that you are a person of goodwill, so offer to help any rider who is stuck. Bear this in mind if taking the family.

Goodwill also means that you should show the moral fortitude to stick to the rules and their spirit when out in the pouring rain with a short-cut beckoning. It is not a race and checkpoints are only “open” between specific times set according to a minimum and maximum average speed. The ride is a challenge akin to the reliability trial.

The mention of rules should not put anyone off. Though reading through the rules or understanding the acquisition of points for the member awards, let alone the qualifying procedures for the biggest audax rides (London-Edinburgh-London and Paris-Brest-Paris)

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issue 1 / 2014

a parent, I have to remember not to keep nagging him about every little hazard that approaches, to trust his ability and expand his riding experience. Chatting about what can be seen, where we’ll go for our next ride and so on is better than constant reminders about how far the mid-way point is or how rapid his cadence should be.

The route flattened out for the six miles to the café stop. Passing through Sutton Cheney and Congerstone, crossing and re-crossing the Ashby-de-la-Zouch Canal along narrow country lanes. Fortunately, the children are both good at controlling their speed, so occasional manoeuvring past on-coming vehicles and through patches of debris caused no problems.

STOKING UPAudax rides always have good café stops, usually one of the control points. At Shackerstone Station Tea-rooms a sticker for the brevet card awaited cyclists as they queued for tea and cake. “There are always good cafes,” says Emma, my wife, when asked to explain the attraction of audax. She adds that, “Getting to ride good routes in areas where you might not think of going and socialising with other riders,” as other factors.

This year we were joined by a newcomer to audax rides. Gerald had travelled from Somerset to take part. He was using the ride as part of a programme to increase the distance he cycles, with a view to taking on some lengthy tours. There are some who like to ride alone, but it is not uncommon for bonds of friendship to be established whilst pedalling along the lanes on an audax ride.

Steam was up at the northern terminus of the Battlefield Line – the battle being Bosworth – so tea and cake were consumed, along with sandwiches and crisps with the air filled with the scent of steam, smoke and oil that so many touring cyclists seem to like.

Food is crucial, especially to children out cycling. A snack stop is generally taken every ten kilometres or so, unless we are running along nicely and don’t want to disturb the rhythm whilst the going is good. Non-cyclists are often amazed at how much hungry adult cyclists can be, but even a hungry adult would be stunned by the amount the children put away at lunchtime.

Kirkoswald

Main road!

Middle English cycling

Pretty Pigs, Arrivee

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NEVER!One glance at the map shows clearly that a short cut through Newton Burgoland would cut a couple of miles off the total distance. Get Thee behind me, Satan! What a thought. Even if we were the sorts to let such a thing caste more than a fleeting shadow across our souls, the cunning Mr. Cleaver had put an information control in the little village of Heather.

We had already noted the required information at one control and the answers are always obvious. Heather posed no problems. Though Heather was only a short distance after the lunch stop at Shackerstone, a sweetie stop would have been usual. However, the chilly wind was in our faces so the party continued, with an adult taking the lead, until turning out of the wind at Swepstone.

This area is part of the growing National Forest. At present, the trees are still quite small and offer little shelter.

Beyond Appleby Parva a return is made to the rolling hills. Ed was delighted at how well he ascended, only once getting out of his saddle to honk round the inside of a bend. A few spins of the pedals and the road plunges down to Austrey, the kind of plunge that brings a squeal of delight from a child but puts the parental breath go on hold. Soon it is a gentle trundle into the wind to Shuttington, where one last plunge drops down to the Arivee at the Pretty Pigs.

BEWARE THE LAST MILEAs one nears towns, of course, traffic gets heavier, not that there is much. Yet most accidents happen at the end of rides, especially for children. Combined elation, tiredness and a desire to emulate Mark Cavendish, are understandable, but close supervision is important in the last mile or so.

As we negotiate a narrow bridge with traffic light control. I ride well out to the right to protect the children. Out of the four drivers who went past as the road widened one was annoyed at the thirty seconds of his day that had been wasted. This was unusual. When children are riding, we find that motorists are usually most considerate.

Finishing the route, it is time for the remarkably cheap Pretty Pigs carvery for a late lunch and for Dad to load the bikes onto the car; signing in, too. Some refreshment is usually available at the end of an audax ride – but finishing at a pub or café is always a particular pleasure. The pre-ride information usually offers an outline of what can be expected.

THANKS GEOFFGeoff Cleaver sits at a table by the door, welcomes us

all, records completion and we buy cloth badges for the children. Geoff has also managed to negotiate an additional pound-per-person off the standard price at the carvery. To support this we all have a full roast dinner – the children, needless to say, go for adult portions. As Ed reminds me, “Don’t you know that little children need feeding every forty-five minutes when they are cycling?”

We’ll stick to fifties on the solos for a while. The tandem will take him on his first hundred later this year. Audax is definitely for our family. SDC

For more information about Audax UK visit www.aukweb.net

The road ahead, Shenton

Would have made a good information control, but just off the route.

Moulton line-up

Pashley Moulton

issue 1 / 201442

A FOLDER FOR TOURING

A plethora of folding cycles are available today, not all suited to touring. The best are still the benchmark choice of Bike Friday, Birdy or Brompton. The fold in half type are mainly made by Dahon,

whatever the badge shows, or Tern. While these were available with steel or aluminium frames, most are now just aluminium. In itself, this should not be a problem, except for two factors: lower priced aluminium framed cycles are strengthened by being ‘beefed’ up, making them far heavier than steel frames, and the mixture of metals used in the main frame hinges has led to reports of seized joints, only moved by breaking – not desirable if far from your dealer.

CHOICES, CHOICES... SOME GENERAL POINTSBike Friday: rides very well on 20” wheels. Only half folds, so for compactness, needs some dismantling; not a problem if there is time for infrequent bagging. Can take two or four panniers bags.Birdy: has suspension, but front end has to be uncoupled for folding. Gives a good ride and can take small panniers only. The 18” wheel is a continental size.

Brompton: steel frame, or with titanium sections, if required, at a cost. The 16” wheel rides well except in soft going. Good choice of tyres available. The smallest, neatest fold of all good running bicycles.Dahon type: folds in half, about 50% longer than the Brompton. Uses 20” tyres. Some models take large rear panniers, some have a front mounting block for small bags. Often heavier than the Brompton, despite being made in aluminium.Airnimal: excellent riding experience for larger models, which use a 24” continental tyre size. Requires dismantling for compact bagging, as per the Bike Friday. Also make models running on 20” wheels with more upright sitting position.Moulton: these are not really folding bicycles but some models can be split in two. They use 20” or 17” wheels, depending on model. Excellent riding quality. The Pashley built versions are fairly heavy but considerably less pricey than the very light weight Bradford-on-Avon built Moulton Bicycle Company models.

It is worth remembering that, when folded, you have many bags to carry, and the weight then becomes an issue, especially as there is a strange phenomenon by which the apparent bicycle weight increases when folded.

A Folder for Touring?

MARK JACOBSON OFFERS SOME ADVICE ON THINGS TO THINK ABOUT IF YOU ARE THINKING OF FOLLOWING IN HIS TYRE-TRACKS …

Folded Brompton & Dahon

Laden Brompton


A FOLDER FOR TOURING

WHEEL SIZESThere are two 16” sizes, Continental and English. The first fits a 305 mm rim and is a poor-rolling fat tyre, the second fits the 349 mm rim with a good choice of easy rolling tyres, as fitted to the Brompton.

The Moulton with a 17” wheel is sized at 369 mm, but that with the 20” wheel uses a 405 mm rim

The 20” general wheel size for many folders will only measure 20” with a 2” wide tyre. With a road tyre of approximately 1”, the wheel measures about 18”, so this size is hardly any larger than the 16” Brompton wheel, giving only a slight advantage is use. This is the BMX standard size.

HANDLEBAR CHOICESSome have drop bars, some straight or flat. Brompton gives the widest choice in this aspect, offering for each model a choice of the high-rise bar noticeable on most, a taller version of the same bar, a straight or T bar and a ‘butterfly’ type bar. Usually there is only one frame size, so the different bar can make the allowance for your height. A variety of seat post lengths are available, too.

LUGGAGE SYSTEMSWhen the front luggage is mounted on the bicycle frame rather than the bars or wheel, this provides a deal of stability as it does not turn with the wheel. Small wheels are much more responsive to swinging, so this can be a big factor. The rear luggage can be mounted on a rack as a bag, or as a pair of panniers. The latter need a high rear rack to be well clear of the road and your heels. My preference here lies with the Brompton, which has a block mounted, non-swinging front touring pannier and a very low rear rack on which a tall bag can be stood, secured to the saddle. Having used various types of bag for this, I now have an Ortlieb one with shoulder-straps that mimic a rucksack when carrying on the back. It is waterproof and secure when standing on the rear rack, provided it is well packed at its base. When packed for transport, I have only three bags to carry.

Of course, if only intending to tour with a light load, staying in hotels or hostels, then the choice can be much wider, as far less luggage will be taken. SDC

DahonBagged Brompton & kit

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TESTING TIMES

Axiom Journey DLX Suspension & Disc Low Rider Rack mightn’t be the first of its kind but is by far the best I’ve used to date and all the

more remarkable given its priced on par with the tsunami of unbranded fare churning out in their millions from Taiwan. Once again, the Canadian marque favours hollow section 10.2mm T6 6061 rod. TIG welds are neat and uniform throughout and the satin black, powder coated finish similarly well executed.

Many of the bolt-on breed feel distinctly ‘heath-Robinson’ characterised by a bewildering array of sprung washers, nuts and bolts that are invariably scattered (often irretrievably) beneath washing machines, tumble driers etc. In stark contrast, the journey is refreshingly minimalist and comprises of paint friendly plastic coated horseshoe clamps (entertaining fork leg diameters legs up to 42mm), plastic coated shims, spacers, a pair of10mm capped nuts and an extra-long quick release skewer.

Universal fitting is a term begging for contradiction but I had ours in situ within ten minutes. Start by removing your front wheel’s existing quick release. Lightly grease the aftermarket unit before introducing through the left and then right sides, snugging tight, allowing some fore/aft adjustment while tethering the upper plates. By now you will have noticed two little pips located along the top rail - these prevent unwanted pannier surfing all too common when navigating poorly/unsurfaced roads. Loftier positioning continues this theme, theoretically improving ground/cornering clearance without having detrimental effect upon handling.

Maiden voyages with ten, evenly dispersed kilos served to illustrate the superiority of high end headsets with needle roller bearings, so I’d be inclined to upgrade middle aged budget/OEM fare before embarking on serious haulage. Navigating

Axiom Journey DLX Suspension & Disc Low Rider Rack 583g £25

potholed streets and backwaters demanded greater focus, though quickly became second nature. Kamikaze descending couldn’t cajole any shimmy/similarly frightening characteristics, despite payloads increasing in five kilo increments and we’ve managed surprising angles of lean while tackling twisty singletrack - helped in no small part by my tubby tourers voluptuous drops.

Twenty kilos plus induces some minor flex but nowhere near rider-sapping blancmange territory, even after fifty miles or so. Front wheel removal-when tending punctures/spoke breakage etc. is a little more involved, especially on night rides since the skewer has to be fully extracted and care’s needed to avoid losing its spring. However, the closure action is relatively smooth, so only likely to prove problematic for those particularly prone to roadside mechanicals. Michael StenningVerdict: Cleverly designed, wallet-friendly low-rider mount for tricky configurations www.paligap.cc


TESTING TIMES

Don’t be put off by the ‘comfort orientated city tyre’ tag, 548g, 60tpi and 85psi vital statistics; Kenda Kwicker Bitumen are a rugged, yet

surprisingly sprightly tour cum street rubber, well suited to winter/club bikes. Some will cite dynamo tracks as a missed opportunity, though in practice slippage proved a moot point with better quality bottle systems and those stout reflective sidewalls really increase presence when entering the flow of traffic on dark nights.

Full length mudguards restrict my cyclo cross inspired fixed gear trainer to 32mm but there’s 35, 38, 40 and 45mm in 700c and 26x1.5 or 1.75 sections should clearances allow. Compliant wire beads with directional arrows won’t set pulses racing and can make packing spares trickier on tour but were effortlessly swapped between most road/cross rims between 13.5 and 15mm diameters without recourse to tyre levers or agricultural outbursts.

Puncture resistant systems are another pretty standard feature these days, though some are decidedly better than others. Try as I might, Kenda have been pretty tight lipped about the exact composition of their ‘Iron Cap’ belt but confirmed it’s a protective lining that in this

Kenda Kwicker Bitumen 700x32c £20.99 ea

instance, encompasses both tread and sidewalls. Suffice to say the dreaded hiss has been conspicuous by its absence despite frequent encounter with prickly hedge clippings, shards of broken glass, tacks and similarly malevolent sharps.

Centre ridges have dire connotations thanks to those cheap and nasty ‘dual use’ mountain bike designs popular during the late 1980s but this is very subtle, flanked by pronounced water channelling grooves. Even at their maximum recommended pressure, initial impressions suggested a ponderous persona, especially ascending long stretches of dimpled tarmac but this improved markedly given twenty five miles or so. Alternating between fixer and similarly configured Audax build ruled out acclimatisation, leading me to conclude the Bitumen benefit from a short running in period.

Being something of a night owl, our first two hundred miles were spent whizzing along rural backwaters characterised by a witches’ brew of wet leaves, flooding and stretches of iced equine dung. Carving into corners at 20mph, marginally increased rolling resistance was tempered by leach like prowess, those grooves dispersing water with commendable aplomb. Phenomenal lumens aside, dead of night demon descending requires a healthy respect for terra firma but wet, greasy asphalt and exaggerated steering hasn’t revealed any spitefulness.

Passage through concrete jungle is similarly joyful, affording a magic carpet ride across inclement surfaces, while offering sufficient zip for sweeping around

errant pedestrians, opening car doors and similar hazards. Experience suggests deeper tread patterns are more susceptible to puncturing since sharps can lodge in between, burrowing inside and inducing a flat. However, this flushing action clearly works, since aside from very superficial nicks, their compounds remain unscathed. Traction remained genuinely impressive with commendable feedback as temperatures plummeted but thicker ice and raised ironworks brought about pregnant pauses. Michael StenningVerdict: Surprisingly versatile tyre for commuting, training and weekend touringwww.todayscyclist.co.uk

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TESTING TIMES

issue 1 / 2014

Selle SMP Stratos Saddle 260g rrp £209

Having run the marques’ strike plus for donkey’s years, I was rather excited about getting some serious miles in on SMP

Stratos saddle and for the most part, its never ceased to delight my discerning derriere…

Available in a host of colours and weighing a relatively feathery 260g it’s a long, narrow perch designed with uncompromising road and audax customers in mind. Strange then to discover both gender specific models are listed as 266mm long and 131mm at their widest point, since women tend to require shorter noses and broader bases. Stranger still, their choice of livery seems restricted to black or white.

Only the former is genuine cowhide, the others an extremely convincing micro matrix that is almost indistinguishable from the real McCoy but requires negligible attention and likely to meet with approval from strict vegetarian/vegan audiences. Sandwiched between this and its space age composite base lies an equally sophisticated low density elastomer padding, while highly polished AISI (American Iron & Steel Institute) 304 stainless steel rails with obligatory lazer etched detailing complete the rugged, yet compliant theme.

The latter’s springy characteristic is less pronounced than ti but still makes shiffling them

Axiom Journey Uni-fit MK3 Aluminium Rear Carrier £45

Contrary to popular misconception, 6061 aluminium can resist phenomenal abuse without failure and Axiom Journey uni-fit MK3

aluminium rear rack is no exception, marrying high quality materials with ingenious design. However, its ferrous sibling is more easily repaired by a roadside garage/blacksmith should the unthinkable happen miles from civilisation.

Nudging 990g, the journey is hand crafted from hollow T6 rod dressed in ‘old boots tough’ satin black or silver epoxy powder coating. TIG Welds are neat and uninform, ditto the finish which shows no hint of wear despite several weeks’ continuous mixed terrain service with assorted luggage systems. It’s another, justly

popular two-tier design segregating panniers and trunk bags, improving access while simultaneously lowering centres of gravity. These also help overcome heel clearance problems associated with smaller/compact geometry framesets and expedition panniers.

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TESTING TIMES


aboard twin bolt cradles a doddle. With the notable exception of staples (something I associate with low rent models) build quality and materials are every bit what you’d expect for two hundred quid.

Wedded to a very beautiful 3AL 2.5V titanium post, I’ll confess to some initial trepidation given its twelve millimetres narrower than my biometrically assessed default. Pronounced cutaways can look a touch daunting but have always worked for me, keeping pleasure zones cool, chafe and dysfunction free and this one’s no exception. That said, expect a soggy crotch if shunning mudguards on wet rides!

Any theoretical reservations evaporated within twenty miles. The sculpted profile is particularly conducive to high cadences, while purchase entertains moderate shuffling-say when alternating between tops/

drops or winching up longer climbs. Thankfully this hasn’t given rise to irksome surfing that can transpire wearing super shiny Lycra.

Rails and clever elastomer technology have ensured majestic passage across washboard tarmac, subsequent swapping between my classic road and purebred cyclo cross bikes confirming these qualities are attributable to the Stratos as distinct from composite hosts.

When all’s said and done, I really like the design but struggle with the full asking price-similar patterns from revered marques boast titanium/carbon rails for a lot less. Michael StenningVerdict: Undeniably classy saddle ideally suited to Audax but at a price. www.dillglove.co.uk

Achieving comparable rigidity with fusion welded Cro-moly steels necessitates using oversized 10.2mm rod, so adjust klick-fix couplings before embarking on a major tour or dashing to work. This portly persona works handsomely with others, ruling out irksome

slippage, although I’d be inclined to bind electrical tape around contact points and avoid resting the bike down on its luggage wherever possible to minimise risk of premature fatigue.

Speaking of which, fitting won’t induce a sweat

Sun Race R80 9speed Cassette & KMC X893 chain

Typically cruising through two, sometimes three cassettes per year and with the BBB and KMC Z1 nearing pensionable age, timely then this Sun Race CR80 cassette and KMC X93

chain should arrive on my desk. For the uninitiated, Sun Race is an emergent Taiwanese marque owning Sturmey Archer amongst others, giving the lower to mid range establishment a seriously good run for our hard-earned in recent years. As its name implies, the R80 is a lowlier eight-speed Shimano compatible offering, broadly on terms with the Japanese giant’s venerable Sora group.

Choice of ratios is becoming a little prescriptive, dare we say problematic with every passing season, increasingly restricted to widely spaced mega-range patterns, offering oodles of novice friendly torque but hardly conducive to steady road-typical cadencies. Thankfully, the R80 comes in three frisky clusters 11-23, 12-24 or 12-25. This sounds a

issue 1 / 201448

TESTING TIMES

thanks to a selection of adjustable feet and attachment arms catering for everything from minimalist road/cyclo cross builds to cross country mountain bikes blessed with discs but bereft of fender/carrier eyelets. Suffice to say I’ve transplanted ours between bikes of various genres/configurations in under fifteen minutes using pocket, rather than workshop tooling. In keeping with several other marques, Axiom offers a lifetime warrantee against defects in materials/workmanship, which certainly adds peace of mind but cold comfort should breakage occur while trundling through central Asia, only applies to original purchasers and doesn’t cover generic wear ‘n’ tear.

In the real world, lateral stiffness seems vastly superior to most non-ferrous models, accentuating my tubby tourer’s steadfast, yet engaging persona, whether trickling through rush hour traffic with a weeks’ grocery shopping en tow, or thundering along icy rural descents at 30 mph lugging 43 kilos. Arguably low-slung Yak pattern trailers reduce rider fatigue over longer distances, albeit with some trade off in terms of turning circles/agility (especially crossing rough/unmade roads/farm tracks). That said; I’ve felt noticeably fresher over fifty miles or so, compared with similarly priced fare.

My one, minor gripe concerns the top plate that would benefit from being wider, giving better support to bulkier trunk bags, or when attempting to wrestle footballs, giant melons and other ‘inspired’ roadside purchases in situ with cargo nets/bungee cords.Michael StenningVerdict: Competent, rugged rack but its ferrous sibling remains a better bet for wild frontier expedition touring.www.paligap.cc

touch over-geared for touring but paired with the Univega’s 43/32/22 crankset translates into 22-91 inches-sufficient wallop for riding up, down and along the Great Wall of China, let alone hauling the week’s supermarket shop, or winching weary tag along stokers those final miles home.

Nickel plated sprockets boast an interesting, sand blasted satin finish, which might lack the outright allure of mirror polished electroplate but should prove more durable in the long run. Similarly, high tensile steel could never be described as exotic and explains why ours hovered around 309g. Time trialists might come out in hives, though shouldn’t raise a flicker amongst most owners of club, cross and daily drivers.

As for ‘fluid drive’; this simply refers to a system of ramps designed for smooth, expedient shifts in identical fashion to Shimano’s Hyperglide. Pattern parts once enjoyed unenviable repute for sloppy fit but the neatly machined body docked perfectly with freshly greased Deore freehub splines. Cassettes are subject to

considerable forces, so even with the locknut snugged to a recommended 40nm, I wasn’t surprised to find ours loosening within the first seventy miles, manifest in faint tinkling over inclement surfaces with intermittent, phantom shifts. Nipped tight, there’s been no recurrence but serves to illustrate the logic to running in new builds before embarking on anything adventurous.

So then to KMC’s imaginatively monikered X893 chain. Nudging 323g by my scales, it’s narrow enough for eight; yet still compatible with 6/7 speed set ups and with wallet-friendly price tag, another obvious contender for older but worthy transmissions that cannot be parted with, whether on account of sentiment or economics. One hundred and sixteen links cater for most configurations road or otherwise while bushing less design traffics lubricant efficiently to its most intricate regions, simultaneously flushing contaminant out, thus minimising the grinding paste effect orchestrated by aluminium oxide, wet lubes and grit. Curiously, this one sports a hybrid brown/nickel finish; keeping costs competitive without diminishing protection to those regions subjected to greatest wear.

Mushroom pins and X plate construction continue this theme, optimising strength and lateral stiffness, ensuring swift canter across cassettes - even under provocation. Not everything met with my approval though- suggestion that the above minimises stretch is marketing puff of the highest order since chains don’t stretch; they wear. Similarly ‘magic links’ are consigned straight in the bin as, with notable exception; most have the uncanny ability to self destruct some fifteen miles from the nearest chain tool. Minor grumbles aside, ours has proved an extremely happy, harmonious union with a wider rag-tag family of Microshift brifters and LX/STX mechs, cruising serenely for three weeks on the factory drizzle before being upgraded to a superior synthetic.

Cantering gazelle fashion along the climbs with my full seventy kilos dancing an impatient tune in tandem with provocative last minute, clumsy shifts couldn’t detract from its crisp, serenity and to date it’s wearing at a very conservative pace. On balance, I’d pay a bit extra for its full nickel sibling since I’m fussy and these tend to be less susceptible wintry roads but otherwise there’s plenty of cheer here. Michael StenningVerdict: Great staples for budget conscious riders wanting enthusiast friendly ratios.Info (Sun race) www.ison-distribution.comKMC: www.todayscyclist.co.uk SDC


TESTING TIMES

issue 1 / 201450

AS THE DOVE GLIDES

The Staffordshire-Derbyshire border straddles the Peak District on its southern margin, following the course of the River Dove as it carves its way through the classic steep sided

limestone rocks of the White Peak. Although universally associated with the beautiful three mile stretch between Milldale and Throrpe Cloud, whose dramatic scenery was likened to that of Switzerland by Lord Byron, the Dove Valley quickly levels out as the river winds its leisurely way to the confluence with the Trent.

Indeed, by the time it reaches the western edge of Uttoxeter, the contrast in the landscape from here, eastwards towards the villages of Marston and Egginton, is so great, the flat vistas now more accurately resemble the Low Countries rather than the Alps. This

12 mile stretch forms the basis of Sustrans NCN 549, presently linking Uttoxeter with the NCN 54 at Egginton, from where it continues, virtually traffic-free, into Derby city centre. The level gradients make for a pleasant, easy ride, suitable for families and inexperienced riders, and the route is ideal for short days with little daylight. In addition, railway stations in Uttoxeter and Hatton allow easy access as well as the opportunity to divide the route into stages.

Plans are in place to extend the 549 from Uttoxeter north to Waterhouses where would link to the Manifold Valley, thereby providing a direct route into the heart of the Peak District. But although the lower Dove Valley may not have quite the immediate impact of its upper course, this part of central England is not without its attractions.

This is quintessential Middle England; a land of ancient churches, feuding families and their historic manors, attractive pubs and timbered houses. Most of the settlements date back to before the Norman Conquest when the Dove Valley was colonised by the Anglo-Saxons as they travelled into the heart of the country along the Trent and its tributaries.

The Domesday Book records Uttoxeter as ‘Wotocheshede’, meaning ‘Wot’s homestead on the Heath’ and its origins are estimated to go back to around AD 600. However, despite its name, there is apparently no concrete evidence of Roman occupation, although remains of a fort have been found a few miles away in Rocester

Today, this pleasant market town makes an ideal

As the Dove Glides

Jill Phillip begins an occasional series of rides near RAILWAYS with a journey along the valley of the River Dove from Uttoxeter to Derby

Sudbury Hall, National Trust owned, housing the Museum of Childhood

Uttoxeter town centre

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AS THE DOVE GLIDES


FurtherInformation:East Midlands Trains run services between Crewe and Derby that call at Uttoxeter and Tutbury/Hatton www.eastmidlandstrains.co.uk/Global/Timetable_5_1905_0712.pdf

Their trains can carry bikes, but have a look at their cycle policy before setting out www.eastmidlandstrains.co.uk/travelling-with-us/luggage-cycles-pets/

There are bike shops in Uttoxeter and Tutbury and both these towns have a good range of shops, cafes and pubs, as does Mickleover.

Village shops and pubs can be found along the route, with tearooms at Sudbury and Etwall - but do check opening hours, especially out of season.

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AS THE DOVE GLIDES

issue 1 / 2014

starting point, with convenient transport links, several traditional pubs, plenty of shops and cafes and, of course, its famous racecourse, which also serves as a campsite. From the station, follow the NCN 549 signs east (to Sudbury and Derby). They lead to a cycle path along the course of a disused railway. Before you leave, do try to take a closer look at the fourteenth century tower of St Mary’s Church that dominates the skyline. If you are here during the afternoon, the hourly carillon of bells adds an attractive tone to the atmosphere.

The path of the old railway runs parallel (close but completely separate) to the busy A50 and provides a good illustration of how the Dove Valley has been such an important transport link over the centuries.

The path ends a couple of miles further on in the village of Doveridge, an attractive little place with another historic church. St Cuthbert’s is over 900 years old and is also noted for its distinctive peal of bells, but a greater claim to fame is the old yew tree in the churchyard where, according to legend, Robin Hood married Maid Marion.

From here the route follows a level, well-surfaced road, wide enough for vehicles to overtake with plenty of room and with good general visibility. It used to be the major east-west route until the A50 was built and retains the advantages of a main road, but now without the density of traffic. This, for me, is the highlight of the ride; it’s pleasant, it’s level and, although there is traffic, it tends to be light and mostly local. Do, however, watch out for the roundabout where the A515 heads off to Ashbourne. This can be busy and would be greatly improved by a cycle path to segregate cyclists from traffic at the three exits.

However, carry on with care. You don’t have to wait long for your reward. Within half a mile you pass right in front of one of the finest Restoration buildings in the country, Sudbury Hall. Now owned by the National Trust and containing the captivating Museum of

Childhood, the mansion was home to the Vernon family and is noted for its Great Staircase and mix of architectural styles. Jane Austin fans will know that the house was used as a location for some internal scenes (although not the infamous ‘wet shirt’ incident) in the 1995 BBC adaptation of Pride and Prejudice. There is a handy tearoom too, with no admission fee.

From Sudbury to the next settlement, Scropton, is just over a mile, but this stretch contains one potential danger point where extreme care needs to be taken. The route crosses the southern section of the A515 at an offset junction. This road is very busy with traffic heading for the A50, a few hundred metres away, and it may be safer for children and inexperienced cyclists to dismount and walk across the road.

Tutbury town

Tutbury castle Where the route leaves the railway, near Egginton Junction

Right for refreshment, left for the way ahead

NCR54 has a good surface from Derby to Egginton Junction

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AS THE DOVE GLIDES


Scropton, although only a hamlet, also possesses a fine church whose origins go back to the fifteenth century, though its distinctive gothic revivalist tower, clearly visible on your approach, was rebuilt in the 1850s. If you are passing through the village on a Friday or Saturday afternoon, there is a small tearoom next door.

As you cycle the next mile into Hatton, the ruins of medieval Tutbury Castle come into view on your right. Its position, on the top of Owen’s Bank, gave it an unrivalled strategic advantage over the floodplain of the Dove. Although little of building now remains, it was an important Norman stronghold, now perhaps best known as one of the many castles where Mary Queen of Scots was imprisoned on her road to the scaffold.

Tutbury, is well worth the half mile detour from Hatton. The eleventh century St Mary’s Priory Church was begun by the feudal lord, Henry de Ferrers and is now the oldest usable building in Staffordshire (although the first church on the site was almost certainly founded in Anglo Saxon times). Today the village contains an interesting mix of architecture and, although now largely residential, has a good range of shops and tearooms. Dominating the High Street is the fifteenth century half-timbered edifice the Dog and Partridge Hotel, well worth a visit to view its historic,

beamed interior.Retracing your route back to Hatton, as you cross

the River Dove, you pass back from Staffordshire into Derbyshire, and you certainly will smell the coffee, whether or not you have fully woken up. The Nestle factory is just off the Main Street and its aroma permeates the atmosphere just as distinctly as the whiff of Marmite characterises nearby Burton on Trent.

The village station offers the option of returning to Uttoxeter, should conditions dictate, but if continuing on the route, head along the Main Street before turning right at the Post Office - Sustrans blue signs are noticeably absent at this point. Continue past the houses where a new, dedicated path leads to a road into Marston on Dove. This low-lying hamlet contains a few scattered buildings and yet another historic church, this one containing the oldest bell still in operation in Derbyshire - cast in Leicester in 1366, it is inscribed with the words ‘Hail Mary’.

From Marston follow the signs to Hilton and then round a ring road at the side of a new estate on the edge of the village. This is well signposted but the route is on a shared path, so watch out for pedestrians and take care at the numerous small roundabouts.

The route then leads to the first of several disused railway paths that will take you into the centre of Derby virtually traffic-free, should you wish to go that far. You soon reach Egginton Bridge where NCN 549 joins with NCN 54 and continues a mile or so into Etwall. Here NCN 68 branches off towards Ashbourne and, eventually the Pennines, while the 54 continues to Mickleover and then Derby, using the route of the old western extension of the Great Northern Railway.

These are level, traffic-free paths with reasonable surfaces (although muddy in wet weather) that provide ideal conditions for children, inexperienced and occasional cyclists, commuters and anyone out for a leisurely ride. There is an interesting diversion to the Tara Kadampa Buddhist Meditation Centre - containing their restful World Peace Cafe - in Etwall, and a full range of services from Mickleover onwards.

This route travels across an understated, and underrated, stretch of England. It possesses its own gentle beauty and its extensive vistas over a characteristically English landscape make it attractive at any time of the year. Easily accessible from several conurbations, it also provides an excellent introduction to road cycling, as well as a hands-on history lesson on how important this swathe of central England has been over centuries of change. SDC

issue 1 / 201454

BIKE EYE INTERVIEW

After taking voluntary redundancy from a career in printing, Tony McGuinness turned his attentions to developing a revolutionary mirror that would allow unrivalled view of conditions behind

while hunkered low on the aero bars during the cycling sections. Several prototypes and tireless research lead to his backyard special evolve into a high tech commercial success.

MS: So Tony, rumour has it Bike Eye was conceived while time trialing around your hometown of Milton Keynes. Care to elaborate further about your cycling/professional backgrounds and why you focused upon the humble bike mirror as distinct from say, aero bars or carbon fibre go-faster widgets? TMG: Actually, it was Triathlons - I came from a running background (Achieving 2.39 in the London Marathon, Silver medal in the European Veterans 25km road race amongst others). Enticed by friends, triathlons were something of a natural evolution. Glancing behind while hunkered low on the aero bars proved awkward at best, leading me to contemplate the practicalities of a frame mounted mirror. Later that day, I fashioned something very rough, just to see if it worked in principle-with promising results. However, at the time, I was working within the print industry with family and household to support, so put the concept into hibernation for several years until taking voluntary redundancy aged 57. This prompted me to revisit the concept, helped by the increasing affordability of computers/similar technology since there was twelve months research before we were able to evolve and begin the patenting process.

Markets for other technology, including aero bars had already been captured and carbon fibre was still a niche product in its infancy.

MS: How long was bike-eye in the making. What were your early prototypes made from and how did you settle on the design/materials deployed now?TMG: At least three years. My initial prototype consisted of a bent tent peg and a piece of wood with mirror glued atop, which affixed to my bicycle frame via a Jubilee clip. Having affirmed viability, the second generation’s mirror body was fashioned from milled aluminium before we moved to Selective Laser Sintering (SLS) for third, fourth and fifth generations. Demand grew and so dictated incorporation of a larger mirror. At this juncture we hired a design company to fine-tune its profile. Two subsequent pre-production versions later brought about the current MK2. Growing popularity is always positive, though forced us to seek more efficient production methods. Luckily we found a Taiwanese firm able to produce a new plastic moulding tool and the subsequent generations.

MS: I notice Bike Eye’s been endorsed by legendary commentator Phil Ligget, how did this come about and has his adoption of the system affected sales/growth consequently? TMG: Phil Liggett happened to be visiting a friend on the Rapha Condor stand during the Cycle Show’s trade day seven years ago. I approached him, asking if he’d be prepared to trial our mirror and provide some feedback. Sure enough, the following month I received an email approving our mirror with the following comments

Meditation Centre

MIRROR MIRROR: MICHAEL STENNING AND TONY MCGUINNESS REFLECT ON THE BIKE EYE VISION


BIKE EYE INTERVIEW

“I don’t think I would leave home without it now and I can keep an eye on Pat (his wife) when she’s behind me, but I found the drawback is she can see me when I am chasing her!

I am sure they will be a great success and very worthwhile in modern-day cycling. Good look, Phil.”

He graciously confirmed we could use his comments as endorsements and sent a photo of it in situ aboard his Serotta road bike. This certainly boosted sales and the mirror’s credibility amongst seasoned riders.

MS: Playing devil’s advocate, this might deter traditional tourists, commuters or utility riders. What are bike-eye’s main advantages over more conventional models, especially for these latter

audiences since there are potential compatibility hassles with some luggage/accessories?TMG: The benefits over other mirrors are numerous. The unique frame mounting location virtually eliminates vibration, the long undistorted view enables the rider to see and react to other road users before they can hear them, minimises breakage in the event of an accident or snagging when riding through narrow gaps, reduces the problem of headlight or sunlight flash, not to mention handlebar clutter. Panniers won’t pose any problems either so long as the mirrors’ located slightly higher than the tops (Something I can attest to MS) mounting atop or beneath the top tube is another solution without spoiling a bike’s clean lines or looking Geeky. That said; full touring ensemble,

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issue 1 / 2014

some rack bags and child seats could render it useless. In these instances, conventional bar mounted models present a better solution.

MS: Are there any designs of machine it doesn’t work with, recumbents perhaps?TMG: Definitely not for recumbents in its present form although riders have adapted the mirror part to be used on them. Its not deal for some folding bikes either since Bike Eye’s location can interfere when folding. Similarly, its location can also make adjustments tricky.

MS: Mirrors can induce howls of derision from dyed in the wool club folk with some suggesting the day they can’t glance over their shoulders, they’ll give up riding. Others argue mirrors; helmets and similar ‘safety’ products cement public perception of cycling as an inherently risky activity. How prevalent have you found these attitudes and how have you been able to counter them? TMG: Yes we regularly hear the remarks especially from younger riders: “What would my mates say” / “I don’t need one I can turn to see behind” / “I don’t want to know or care what’s behind me”. Then of course, we’ve the classic “You should turn round and make eye contact with the driver behind to confirm your intentions”. This might work, travelling at 5/6mph but

rather assumes the approaching driver will reciprocate and would be particularly ill advised in heavy traffic or at speed.

Most cycling safety products such as LED lights and HI-Viz clothing are designed to make the rider more visible to other traffic but mirrors place some of this duty of care upon riders themselves. For example, slowing traffic flow due to sometimes elephantine ignorance of conditions behind can lend itself to driver frustration and in some instances, shocking displays of aggression towards cyclists. Increased rider awareness enables better-informed decision-making and when used correctly, greatly reduces the risk of passively riding into dangerous situations.

MS: In terms of demographic, has there been a pronounced spike in sales in urban areas or indeed

Tutbury town

Britain may be a hotbed of invention but my experience illustrates

there is very little serious help for entrepreneurs. Those aged between 25 and 35 looking to open a swish café’ or similar hospitality enterprise are well supported. By contrast those of us 50+ looking to invent and/or manufacture are beset with indifference and often brick walls.

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BIKE EYE INTERVIEW


by age/gender?TMG: Strangely enough we had a good review in an Australian Cycling magazine, which gave Bike-Eye a 94% rating this in turn boosted sales in Australia significantly. Demographics are trickier. Middle-aged riders tend to be more concerned with their own safety rather than other people’s perceptions/opinions, though figures suggest most consumers (85%) are male, with the influx of female riders I can see the percentage tumbling significantly over the next few years

MS: Has the product gained commercial appeal globally and if so, which is your largest export market to date?TMG: We have a distributor in the USA and sales are gaining ground significantly. We also sell direct to Australia, where figures have outperformed our expectations and is our best Web Site performer internationally.

MS: Its often said, the best decisions are made in hindsight, what, if anything would you have done differently?TMG: This is a tough one... With us it was all about finances and organic growth, therefore I needed to keep development under control. Quality and price of some UK manufactured components were abysmal- to put it mildly. Armed with this knowledge, I would’ve skipped straight to Asian manufacturers from day 1.

MS: Britain remains a hotbed of invention and entrepreneurial innovation despite industrial decline. Were you ever approached by any household names offering to buy the design, or inviting you to work for them on a consultancy basis?TMG: Britain may be a hotbed of invention but my experience illustrates there is very little serious help for entrepreneurs. Those aged between 25 and 35 looking to open a swish café’ or similar hospitality enterprise are well supported. By contrast those of us 50+ looking to invent and/or manufacture are beset with indifference and often brick walls. I had originally planned to design, prove the concept worked and then licence/sell. Alas, this seemed something of a dead-end, forcing us to crave our own niche.

MS: What in your opinion are (a) the greatest opportunities to enhancing cycling’s popularity

both in sporting and everyday contexts (b) Conversely the greatest threats?TMG: Greatest Opportunities: Sportives- everybody with a bit of willpower can get involved, even the ride to work can stimulate weekend warriors and also support some worthy causes along the way.

Threats: Tribalism-by this I mean the attitudes of some cyclists towards other road users and vice versa. Then of course, we’ve a terrible infrastructure-what might be classed as acceptable to structural engineers is anything but aboard a lightweight bicycle. I’m staggered given health and safety legislation is painstakingly applied to every other facet of our

issue 1 / 201458

BIKE EYE INTERVIEW

lives, yet road conditions remain so poor and especially dangerous for cyclist.

MS: Are you tempted to expand into other areas-helmet mirrors perhaps or unrelated accessories such as handlebar tidies given even the most minimalist of TT racers usually has a computer/HRM and contingency blinky adorning their bars these days?TMG: I’m keen to pursue other ideas; understanding the best routes to market will help in propelling them but also knowing the costs to get an Idea off the ground may thwart these.

MS: Social Media has become an increasingly powerful, some would say invaluable marketing tool. How influential have the likes of facebook, Plaxo et al and indeed the Internet generally been in promoting bike eye? TMG: The Internet has obviously been pivotal in Bike Eye’s development, though we have a facebook page; I’m not overly endeared to social media per se.

MS: Taking a different tack, grass roots cycle racing lacks the glamour of pro events but can be all the more interesting as a consequence. What’s the most innovative machine or home brewed solution you’ve come across to date? TMG: In my opinion Ergo / STI Changers have been the most significant advancement in cycling innovation.

MS: A local builder, an Aupair and Richard Ballantine’s legendary bicycle book rank amongst my earliest cycling influences. Who, or indeed what were yours?TMG: I didn’t really have early cycle related influences; I just messed about on old bikes with my friends then bought a new racing bike out of my wages from a newspaper round. Looking back I did have disappointments, both my parents, though especially my father where good cyclists who cycle toured extensively pre War but regrettably found themselves too constrained by long hours and heavy workloads for family rides.

MS: Given your racing heritage, did you ever hear the professional calling- who are/ were your cycling heroes and why?TMG: All my racing was done on two legs and unfortunately I have no pedalling pedigree whatsoever. That said; I met up with Bob Maitland at the Welsh festival of cycling some five years back. I had no idea initially who he was, he sat alone in a small caravan, we just happened to invite him to our tent for a cuppa. Other than hinting he used to race, little reference was made of his background. Having returned home, I did some research and was amazed

I didn’t really have early cycle related influences; I just messed about on old bikes with my friends then bought a new racing bike out of my wages from a newspaper round. Looking

back I did have disappointments, both my parents, though especially my father where good cyclists who cycle toured extensively pre War but regrettably found themselves too constrained by long hours and heavy workloads for family rides.


BIKE EYE INTERVIEW

by his achievements, especially since riders of this era had to fit their training and racing strategies around a full time ‘day’ job. Sadly, I was also attending the same Cycling rally (Semain Federale) in Verdun, France when he passed away.

MS: What have been your most amusing experiences in the saddle to date and conversely, your most frightening?TMG: Amusing: Can’t really put a finger on an amusing event that’s worth of comment. I have been extremely fortunate throughout my cycling career, never to have been in an accident involving a motor vehicle. Maybe Bike Eye’s inception has made me more attune to potential dangers, thus avoiding dangerous liaisons – long may it continue! A rider once clipped my rear wheel while ascending, taking a tumble and six other riders with him. One rode over a stricken member of the group, slicing through their

helmet with the big chain ring. To my astonishment, the recipient escaped otherwise unscathed.

MS: It was once said of Mark Silver that he had so many bikes his cat, Sedis moved out and I’m firmly of the opinion people’s working/winter bikes are speak volumes about their owners. How many machines do you own, Care to tell us more about a cherished mount and what makes it so special to you?TMG: Well that took a bit of research, never heard of Mad Mark Silver before thank God for the Internet! No pampered pets, just four for riding. I’ve an old Gary Fisher Hoo Koo E Koo, which served me very well sans asphalt, though in great shape spends much of its time resting in my garage these days. At the other extreme, there’s my Colnago CLX 3.0- a sunny day’s plaything flanked by a Ribble, configured for wet, winter service and Trek blessed with go anywhere triple ring that has served me very well for seven years. SDC

Issue 1 / 201460

BEARING UP

Despite the prevalence of external cup designs, fit n’ forget sealed bearing, square taper and ISIS bottom brackets remain very popular. Higher end examples can return 8,000 miles

before finally turning sloppy-so long as jet washing and similarly destructive compulsions are avoided. Michael Stenning takes us through the op…

TOOLSThese will vary depending upon your crankset - several follow the Shimano pattern - FSA, Stronglight, VP etc – so require the same tooling. However, the principle is broadly identical for Campagnolo. Pro-grade workshop fare is delightful to use and will repay its investment countless times over but even with a fleet of bikes, most of us will tackle said duty, once possibly twice annually.

I have opted for a T handled 8mm Allen key (c£8), splined tool with integral handle (£10), my trusty 25 year old Sugino puller (with old fashioned 14mm hex bolt socket) and a high quality synthetic polymer grease, which overcomes any fear of non/ferrous

bearing up:marriages resulting in galvanic seizure over time. Workstands place bikes at a convenient height and make maintenance/servicing considerably easier but aren’t essential. Torque wrenches are another boon and increasingly mandatory given the relentless quest for lighter materials and ever tighter tolerances but methodical approach and mechanical sympathy will usually suffice.

GETTING STARTEDAssuming you don’t already know, measure the spindle length-this needs to be exact otherwise chainline and therefore gearing will be thrown into disarray. Manufacturers sometimes quote these on their datasheets but removing the cranks and physically checking is the only failsafe.

STEP 1: CRANK REMOVALContemporary models held in situ via self-capturing 8mm Allen bolts that simultaneously draw them from their tapers, are by far the most convenient-simply insert the Allen key and turn counter clockwise.

Cartridge Bottom Bracket Replacement Surgery for Beginners


BEARING UP

Others such as my Univega still require a puller. With bolts removed, drop a little grease on the tool bit and speed into the corresponding crank threads, snugging tight with the integral handle (or in this instance, 13mm/15mm adjustable wrenches) rotating until the arms slide off.

In a pinch, less weathered examples can often be persuaded free by squirting penetrant/release sprays

into the crank before tapping them adrift using a rubber ‘engineers’ mallet. Shimano’s later ISIS splined systems are broadly similar but necessitate pullers with a floating pin. Really old fashioned examples from the 1970s and 80s utilise a 14mm socket hidden behind a threaded dust cap. Take this opportunity to give the rings a cursory once-over, inspecting for worn, bent or missing teeth.

Acor ABB2110 bottom bracket is an excellent

alternative to Shimano’s venerable UN series that

remain justly popular despite being superseded in

performance terms by external cup designs.

Available in a variety of widths ranging from 107

to 127.5mm, it boasts hollow Cro-moly axles turning

on sealed fit n’ forget cartridge bearings. This

configuration saves a few grams without sacrificing

strength and while lacking the outright refinement

of big S’s UN 55; there’s little discernable difference-

especially aboard the bike.

Aluminium cups are another plus, offering greater

support to the non-drive side compared with cheaper

plastics, though avoid lithium pastes if pairing with

steel frame shells, or risk them fusing together after a

few season’s service. Ours was 3mm longer than the

107 typical of fixed/single speed builds since additional

clearance comes in handy on a cyclo cross inspired

frameset without affecting chainline.

The cartridge’s recessed interface sees Shimano

compatible tooling mesh convincingly and without

any fear of slippage. With its left cup removed and

threaded sections wearing stout marine or PTFE

prep, speed into the frame counter clockwise before

introducing its flangeless counterpart clockwise,

snugging fully home.

Cranks reinstated, formative impressions were of a

smooth, silent unit, which haven’t altered over the past

few weeks and there’s been no hint of creaking during

this period either. While lacking the outright rigidity

of external cup systems, power sapping flex was

surprisingly minimal, even while ascending with my full

seventy odd kilos dancing on the pedals.

ACOR ABB2110 Cartridge Bearing Bottom Bracket £12.95

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BEARING UP

Issue 1 / 2014

STEP 2: EXTRACTING THE CARTRIDGENow engage the splined tool within the left hand (non-drive side) cup and assuming it’s a British thread, turn counter clockwise until it releases. Ours does with nominal effort given threads were liberally basted with high quality grease during installation, complimented by an ocean of home brewed preserve sloshing around the frame tubes. More stubborn examples often benefit from Plus Gas/similar penetrant, so remove the seatpost, blast some inside the seat tube and leave marinating for a minute or two before trying again. With this removed, we can turn our attentions to the drive side, which loosens clockwise. Sometimes grit, water and similar ingress follows; especially on hard used bikes without mudguards, hence if said surgery is being performed from the comfort of one’s kitchen, ensure you can wipe floors afterward, or at least lay dustsheets/plenty of newspaper down beforehand. Often spindle length and

shell diameter are inscribed within the body. Failing that, it’s out with the measuring tape or a trip to a friendly local bike shop.

STEP 3: INSTALLING FRESH UNITThoroughly degrease the frame’s bottom bracket shell using an old toothbrush dipped in strong solvent. Inspect and dry threads before introducing a thin layer of grease (or plumbers PTFE tape) here and more liberally to the new cartridge. Doing so not only reduces the likelihood of seizure but also improves union and eliminates creaking. Deliver the drive side first, turning anti clockwise by hand until everything meshes smoothly. Snug fully home with your splined tool before repeating with the left cup, remembering this one’s clockwise.

STEP 4: REFITTING THE CRANKSOrder isn’t particularly important but I always start with the drive side. Baste some grease to the threaded bolt,

ACOR Hollowtech II bottom bracket and crank tool £12.95 Acor Hollowtech II bottom bracket and crank tool is

an excellent choice for the home enthusiast who may

replace/service their two piece bottom bracket two

or three times a year and thus need good, rather than

pro grade. Tipping the scales at a reassuringly stout

238g, it’s fashioned from high quality heat treated Cro-

moly steel dressed in a pretty satin-effect nickel plated

finish, which develops that authentic workshop patina

and should resist wear and tarnish for many years.

CNC (Computer Numeric Counting) machining is

synonymous with accuracy and while some will argue that

circular/socket models offer the most secure tenure, ours

has proved an extremely precise fit across a diverse group

from budget steels to space age titanium. Alfresco fettlers

will be delighted to learn that the colour-coordinated

preload wheel (for setting bearing tension on Shimano’s

series) incorporates a reassuringly powerful homing

magnet, so is unlikely to vanish from the tool board or

irretrievably in long grass.

For the uninitiated, these cranks work in broadly

similar principle to Aheadsets. A centre mounted slot

sets the initial tension with any remaining slack taken up

by two 5mm Allen bolts running parallel to each other.

Removal is performed by slackening these completely

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BEARING UP


scoop the chain adrift and slide crank aboard the tapers. Debate rages as to the rights and wrongs of lubrication but general consensus says these should be dry, or wearing a slither of anti-seize prep-not grease. Snug tight and reintroduce its counterpart. Check everything is correctly aligned and that all gears shift cleanly.

TROUBLE SHOOTINGDamaged or partially stripped frame threads adds another layer of complication, though aren’t insurmountable. British patterns are often be re-cut to Italian by a frame builder or better equipped shop and there are pressure fit units for threadbare shells.Right royally stuck units can often be persuaded free with a combination of release sprays and leverage-sliding scrap tubing over handles works a treat but be sure you’re turning in the correct direction.

Riding the same course on a friend’s 80’s road bike

sporting an identical unit saw lateral flex amplified

slightly but is seemingly attributable to lugged and

brazed (rather than TIG welded) frame construction and

unlikely to prove problematic for riders under 85 kilos.

Weather seals also seem on par with household

names I’ve used-more than capable of shrugging at

relentless muddy singletrack or waterlogged winter

roads. However, received wisdom suggests regular jet

washing shortens their life expectancy to 2,000 miles,

whereas my aforementioned friend’s remains in rude

health after 6,000.

Verdict: Nicely made, wallet friendly bottom bracket

well suited to older bikes in hard service.

Michael Stenning

www.Greyville.com

and sliding the arms adrift; giving unhampered access

to the bearing cups.

At 26cm long, the Acor is less giraffe-like than some yet

still gives knuckles a sporting chance when exorcising

stubborn/badly weathered examples. Indeed, the handle

seems more accommodating of leverage boasting

extension poles should circumstances dictate.

Owners of Truvativ’s older GXP cranksets should

note the open jaw enables relatively straightforward

extraction. Ours had been untouched in six years, save

for occasional tightening of its 8mm retaining bolt; so

was particularly reticent.

Rather than recourse to rubber mallets/similar

controlled force that run the risk of irreparably damaging

internal composite sleeves, open designs can free the

left cup allowing effortless removal of drive side crank

arms. Aside from occasional chemical assistance, ours

has removed and repatriated various models extremely

competently with only the faintest calling cards on black

finishes.

Verdict: Surprisingly versatile workshop staple for

home enthusiasts.

Michael Stenning

www.Greyville.com

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John Campbell cycles over the Highland Line


Ben Lomond


ROAD TO CONTENTMENT

My departure, one day in early May, in the opening hour of daylight, came amidst a steady

downpour of rain. No matter, the rain exhausted its supplies before breakfast time, happily coinciding with my completion of the necessary wanderings through urban conurbations to reach Balloch, the resplendent beauty of Ben Lomond, overlooking Loch Lomond, now set out before me; a signal for my adventure proper could begin in earnest.

Passing over the River Endrick, the turn off to Drymen deposited me into a village where, for a time, Billy Connolly lived. Proof that Glasgow’s tenements where he grew up may only be 40 minutes distant by car, but frequent a world away from Drymen is best illustrated by Billy’s tale of how his Drymen neighbour authored, as you do, a cook book full of handy

tips on how best to utilise your left over venison.

From adjacent to the village green and the Clachan Inn, the delightful road north forms both my way ahead and part of the NCR7 cycle route. I descended steadily out of the village, up the hillside, the gain in height sufficient to furnish me a vista of the valley below, prior to dissecting Garadhba forest and intersecting the West Highland Way, Scotland’s most famous long distance walk, before plunging down the next valley, initially into Gartmore, then onwards to Aberfoyle. I rewarded myself for my escape from the city with a sumptuous breakfast.

CALLANDER BOYBack on the bike, a magnificent diversity of scenery met me head on as I switched from tarmac to trail, traversing the Achray Forest trails, cycled beside the wonderfully named Loch Drunkie, then connected with the


Fabulously named Loch Drunkie

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issue 1 / 2014

remote single track road tracing its way along Loch Vennacher’s south shore towards Callander.

Callander, situated as it is, on the main tourist trail from Stirling to the West Highlands, is in the usual throes of tourist bedlam as I pedal onto the main street. The rows of empty coaches in the extended car park a direct correlation with the packed tea rooms and craft shops I pass on the way out of town. Busier than a pound shop in Glasgow, I was glad to move on without pause.

To rejoin the NCR7 shortly after, in preference to continuing along the A84, was an inspired decision, perseverance negotiating unrewarding animate and inanimate objects forgotten, as I outstrip the claustrophobic tree lined path to join an elevated stretch of track. Terrific views from the west shore of Loch Lubnaig, its waters dark and broody herded between surrounding hills, were the prize. Such was the transformation and contrast so complete, that I find it hard to comprehend I’d only travelled but a handful of miles from over-crowded Callander.

A CAMPBELL IN MCGREGOR COUNTRYBeyond Loch Lubnaig, the diminutive road lazily accompanies the contours of the land until till you reach Strathyre, shortly followed by the tiny village of Balquiddher, the final resting place of Rob Roy McGregor. His grave situated behind the ruined church. Rob Roy was a bit of a lad, perhaps worthy of a quick career resume. Rob Roy (meaning Red Robert in Gaelic) was born in 1671 in Glengyle not far from Balquiddher and for some time lived as a respectable cattle farmer and trader, supported by the powerful Duke of Montrose. In 1712, finding himself in a tight spot he absconded with £1,000, some of it belonging to the Duke. He took to the hills to live as a brigand; his feud with the

Duke escalating after the Duke repossessed Rob Roy’s land and drove his wife from their house. Eventually captured and initially sentenced to transportation, then subsequently pardoned, he returned to Balquiddher where he remained until his death.

Rob Roy’s status as a local hero, in the mould of Robin Hood, stems most likely from Walter Scott’s novel Rob Roy and the romanticised film of the same name, starring Liam Neeson. However, any judgement should be tempered with the fact tht he was without doubt a rogue and a blackmailer. Standing at his graveside, my thoughts on Rob Roy were simple: he must have turned in his grave when he heard Liam’s Scottish accent.

OGLINGBeyond Balquiddher, travelling as I was towards Killin, at my disposal were two options, both of which take you through the picturesque Glen Ogle, once described by Queen Victoria as Scotland’s very own Khyber Pass. I could continue on the relatively circuitous, but peaceful NCR7 cycle route or take to the A85, which skirts Lochearnhead and combines a testing climb with scores of traffic. Logic normally would dictate the former, but I chose the latter, as it would furnish me the opportunity to view the impressive spectacle of the twelve arch Glen Ogle viaduct against the mountain side, as opposed to cycling over the top of the viaduct. Built as part of the Callander to Oban train line, the first train crossed the viaduct as it trundled up the glen in 1870, the last train in 1965 when the decision was made to close this section of the line.

Reaching Killin, I placed my bike against the stone dyke adjacent to the mesmeric Falls of Dochart. The falls and I have history. I had promised myself to keep my shoes and socks on. I failed miserably, again. It’s a bit

Kirkoswald

Loch Lubnaig, all dark and broody

Glen Ogle Viaduct

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of a tradition of mine to take to the falls any time I come this way. One of the great attractions of the falls is their accessibility. A quick swing over the dyke and my toes are dangling in the cold, very cold, water of the falls, which are never fierce, but no less dramatic for that, as the water tumbles over the rocks till it reaches the grand waters of Loch Tay. Come and visit but be sure to bring a towel in case you too are tempted by the mesmerising Falls of Dochart.

GETTING OUT OF GLEN LOCHAYBarring disaster, the final destination for the day was never in doubt, how I got there was. Although the large road map I use initially to get ideas for trips didn’t show the route I finally decided upon, my more detailed ordnance survey map indicated there was indeed a road linking the valleys of Glen Lochay and Lyon. Time had come to seek it out.

Glen Lochay is peace personified, the only interruption the sound of the River Lochay, the river playing host at one point to a particularly vibrant and colourful garden beside a cottage. Near the end of the glen, my eyes were drawn to the dominant peaks of Meall Ghaordie and Beinn Cheathaich, not solely for their undoubted good looks and charms. I knew the

road I sought wound its way up the hillside between the two hills, but I still almost missed the turn off. It could have been mistaken for a road, I suppose. Ruts small cars could have been lost in, and craters Neil Armstrong would have felt at home playing in par for the course.

No matter, my lack of speed on the ponderous ascent up the 15% gradient coupled with a lack of any other insane users of the road, provided ample opportunity to bob and weave around the afore mentioned obstacles as I made my way towards the col of the hill, where the road improved, flattened out and offered me a lovely little lochan to cast my eyes upon as I stopped and tried to get my heart beat and lungs back under control.

Suitably revitalised I climbed back on the bike and with a flourish tore down the opposite side of the hillside towards one of the finest glens I have ever had the pleasure of cycling through.

LONGEST AND FINEST?Descending to the valley floor, the views of the choppy waters of the vast Loch Lyon disappear from sight, admirably held back by an enormous dam wall, built in the 1950’s as part of a hydro electric scheme. I stop to gaze awhile at the colossal structure, prior to commencing my journey along the secluded, and

Start of the Achray Forest Trail

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only, single track road of Glen Lyon, Scotland’s largest enclosed glen at 34 miles long. The striking natural beauty of the snow capped hills, the intimate River Lyon running parallel to the road for almost the entirety of the way and the well behaved gradients making for a sublime whole-glen experience.

In spite of warning signs for red squirrels, I sadly was not to be graced with their attendance, nor despite it being a Saturday afternoon, did I come across a single living soul in the small clusters of cottages, nor on road, or by the river, in the whole glen, though I did meet a interesting fellow, albeit posthumously.

Positioned on a small hillside beside the road, a memorial sits dedicated to Robert Campbell, Hudson Bay trader, explorer and son of Glen Lyon. Born in 1808, Robert went on to be a remarkable explorer of North

Western Canada who proved the Yukon River was navigable from Fort Selkirk to the sea. He was obviously a man of great strength, endurance and determination as he undertook a journey in the winter of 1852 of 3,000 miles in 104 days from Fort Simpson on the McKenzie River to Crow Wing, the railhead in Montana. These days the ‘hardship’ our celebrities endure in “I’m a celebrity get me out of here” is lauded instead of real achievement. Evolution is not always the resounding success it is made out to be.

OLD YEWA mere quarter of a mile beyond the glen, heading north eastwards, I rolled into Fortingall, looking forward to seeing what is reputedly the oldest living thing in Europe, and possibly even the world, a tree understood

Falls of Dochart - bring a towel!

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to be 5,000 years old, which dates it around the same age as the pyramids of Giza, give or take a generation or two. Beneath the dark veil of needles are two relic trunks of a once huge ancient yew tree. Back in the day, 1769 to be precise, it was apparently measured with a girth of 56 feet. Sadly, souvenir hunters and the brainless, setting fires inside the trunk amongst other dubious activities, has greatly diminished what’s left. Never the less, ancient history rarely involves a living organism more than worth the stop.

Departing Fortingall, I am immediately confronted with a vigorous climb and the heavens opened – torrential rain a constant companion as I turned off the B846 beside a loch, disappointed but unsurprised when only the lower slopes were visible of the grand mountain Schieallion as I went passed, squelching and braking my way down the substantial and sustained hill, going through Tay Forest Park before rolling into Kinloch Rannoch, a wet boy indeed.

HIGHLAND HOSPITALITYHighland hospitality is often found in extremes,

The force of Loch Lyon held at bay

River Lochay garden

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either strong quiet types who communicate in grunts and offer little in conversation or those who have you wondering if you’ve forgotten family, such is their enthusiasm for your company. Entering the shop in search of water, ironic considering I had water pouring off me, I feared the former response such was my bedraggled state. Instead I was greeted to a warm smile, humour and the offer of a warm brew with a flat refusal of recompense. I left in the knowledge there are still plenty of good people out there, willing to help without an angle or motive for doing so. Chapeau!

Over the lovely old stone bridge spanning the River Tummel, then onto the north shore road of Loch Rannoch, the sign proclaimed Rannoch Station to

be 18 miles distant. The loch is vast and fearsome in stature, enclosed by rugged and beautiful terrain, forests and mountains a plenty, the topography screaming out that the road ahead would, in all probability, be a tough and undulating one. Not a bit of it.

Flat as a Dutch bulb field in bloom, and just as pretty, the road behaved impeccably, clinging religiously to the loch’s shoreline, the complete lack of gradient and traffic offering me ample opportunity to savour the panoramic views across the loch. Some way down the loch side, the cessation of the rain further enhanced the views and my already buoyant mood. As an added bonus I began drying out nicely.

As the expansive waters of the loch ended,

End of the road to contentment Rannoch; a station with a view

Memorial to explorer Robert Campbell


ROAD TO CONTENTMENT

giving way to the incoming River Gaur, the road, seemingly in mourning at the loss of its companion for the best part of 16 miles, curved its way inland and upwards, my thoughts turned towards finding a becoming spot to pitch the tent, easily, and almost instantly achieved, the vast open countryside on either side of the road offering unending opportunity. Suitably situated on a grassy plateau, the tent went up, bringing closure to a magical day on the bike.

With little more to do in the morning than cycle the few miles to the road’s end at Rannoch Station, I soon dropped into a deep sleep, my spirit cleansed, the journey on the road to contentment fulfilled. SDC

5 star accommodation in the Scottish Highlands

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BOLTON WAKES WEEK

In late June 1924, during Bolton Wakes Week, Charlie Chadwick set out for Scarborough. His Father accompanied him on his motorcycle and his Mother and Brother, Norman, went by train. Unable to go on his

In the Good Old Days: Bolton Wakes Week

usual cycle tour, he used Scarborough as a centre for exploring the coast and the moors.

TUESDAY, JULY 1 GOATHLAND MOORS, WHITBY AND ROBIN HOOD’S BAY

After a morning at a moderate pace, accompanied by Norman on the motorcycle, spent chatting to other Lancastrians on a tandem, Charlie sought lunch. Soon we started dropping into Thornton-le-Dale, a really pretty, rural village. It is acknowledged by most to be the prettiest Yorkshire village, and as far as I can see, I believe it. We stopped for lunch here, at a cottage with creepers climbing all over the house, and beautiful roses framing the doorway. A stream ran down the street in front of the houses, over which – the stream I mean – are bridges, i.e. lengthy paving stones, which gave access to the flowery sidewalk and the dwellings. Lunch was had in a cool clean, neat little room. At 1pm we left Thornton-le-Dale for Pickering, three miles distant. The main road was like a winding, undulating byway, the hedges were ablaze with wild roses, and the air was heavy with the scent of honeysuckle.

At Pickering, a dwindled market town with an old historical castle, we joined the Whitby road. At first we rode through some glorious woodland glens, in one of which we stopped whilst my brother shortened the m/c driving belt. He did not seem to bother much about the scenery, attaching far more importance to his machine. When I congratulated him on stopping in such a gorgeous spot, he grunted, and said that he had never thought of that! Soon after restarting, the trees thinned out, and the moors came into being. Before long we had the road to ourselves, and better still, my brother took off in front, and soon the noisesome chug-chugging died away leaving me in a happy state of lonesome bliss. The road climbed erratically, but the broad, open, free moors seemed all my own, and I revelled in it.

Among the wilds of these moors, one seems to be far away from the rest of the world, and for miles on end, not a sign of a building can be seen. Goathland, for wild desolation, excels all the others. Came another swift drop to Brocka Beck and another long walk uphill, over

packed red roofs. They came into being so suddenly that we were quite taken by surprise. Came a terribly steep descent into the quaint main street, where a notice told us the way to the ‘Mariner’s Tavern’. Pushing our machines in and out of the quaint, very narrow alleys, we reached the said place for tea. We had a wash on a rocky verandah overlooking the sea, and tea in a neat, sailor-like room. After tea we threaded the steps and alleys to the beach, where we spent over an hour.

The brothers left reluctantly...What a job we had to get that motor bike up that hill! All the village came out to watch, but no one proffered to help! But we managed it, and I saw it off – he was

going the easiest way back, and I had arranged to meet him on the Whitby – Scarborough main road. I forced my way through Fylingthorpe and uphill along a doubtful looking track for two miles, onto the main road. Here I waited half an hour, but no signs of the m/c were to be seen, so, in the gathering dusk, I started back alone. The next sixteen and a half miles over glorious, darkening moorlands, were very fine.

I reached Scarborough just inside lighting up time, 10.30pm. I discovered that the motor bike had been home an hour before me. Well, this has been another sample of the Yorkshire coast and moors, but that getting back every night is palling a little. SDC


BOLTON WAKES WEEK

FurtherInformation:‘Rough Stuff’ volume one of the pre-war cycling diaries of Charlie Chadwick” and “Further Adventures”, the second volume are published by the Veteran Cycle Club and the John Pinkerton Memorial Publishing Fund. Charlie Chadwick’s diaries were rescued by David Warner who has also edited and promoted them. Seven Day Cytclist is grateful for permission to publish extracts. Additional editing by Stephen Dyster.

The books can be bought from V-CC Sales at www.v-cc.org.uk

Sleights Moor, where we reached the highest point, 930 ft. On the left was a fine view of the green valley of Littlebeck, like an oasis in the wilderness, so to speak, and when I at length reached the edge of the moors – where my brother was waiting, a fine panoramic view of Eskdale awaited me, with the gleaming sunlit sea, away to the east. Then came a long descent of three and a half miles, steep, stony, and dangerous in places, to Sleights, and down to the Esk, which I crossed. Here I waited some time for the motorcyclist. The ride that followed through Glen Esk to Ruswarp, was very fine, but I suspect that we only got the tail-end of a beautiful dale. From here, we suddenly swerved up a terribly steep and dangerous hill, then right, and we dropped easily into the very narrow streets of Whitby.

Our road ended at a flight of steps, at the summit of which was our objective, the Abbey. The motorcycle had to go round by the road to get to the Abbey, and the crowds of staring natives, who had gathered when we had reached the end of the road, told me determinedly that I should have to go round too! One old chap got quite wild. “You can’t get that way! It’s no use standing there”, he cried loudly. Could I not? A mule track led by the steps, but that was no use. What was wrong with the steps?

Charlie was used to doing rough-stuff and found no difficulty.The natives had, apparently, not seen anything like this before, by the way they stared and gasped in amazement! It made me laugh! Walking through the churchyard, I reached the Abbey entrance, where I bought some picture postcards and waited until my brother turned up.

After a look around the Abbey – impressive, though damaged by German shells during the “recent war” – Charlie rode on...The road to Hawsker was rather hard and uninteresting, and then we joined a rutty byway for Robin Hood’s Bay. About two rather dull miles, then we started dropping swiftly downhill, until we came in sight of a rugged, cliff-bound bay, and immediately after, a crowd of closely

with John Traynor

issue 1 / 201474

ON & OFF THE ROAD

Think of cycling and camping and my mind turns to bike panniers and little tents. Odd, really, as I’ve enjoyed some great holidays pedalling off from a cosy tented base camp that would

have bent the frame if it could have been loaded onto a bicycle. Some of those breaks have been self-contained, albeit in a car, and others with the pre-pitched tents of a holiday company in Brittany, Denmark, Italy and Austria.

Cycling hasn’t always been linked with camping. Walking holidays, family beach hols and canal trips have all featured bicycles. Sometimes taken with us, often hired. One memorable trip along the Canal du Midi in southern France saw a friend catch the handlebar of one of our hire bikes against a bridge wall as we cruised underneath it, neatly halving the bike’s length.

When we went to arrange a replacement, he asked, “Do you have any folding bikes?”

“Non.”“Hmmm. Well, you’ve got one now!”Other experiences of hire bikes leads me to urge

potential hirers to go for a spin for a few minutes

rather than give the machine a cursory glance before just pedalling off and risking dodgy wheels and faulty brakes. Plus, insist on a simple tool kit and puncture repair outfit.

On hire bikes in Denmark, the saddle on my wife’s bike kept rising to the vertical. With no tools to tighten it up, it was, literally, a pain. Spotting a little general store, I dived in hoping to find something suitable to tackle the problem. Using the universal language of the desperate, I managed to mime the situation to the little old lady behind the counter. Taking me gently by the hand, she led me from the shop, past my puzzled looking wife, and down a nearby alley. Unlocking a shed door, she revealed a bike workshop , covered in a thick layer of dust. I worked out that her husband had died thirty years previously.

At her urging, I picked a couple of spanners and had the saddle pinched up tight in seconds as she looked on smiling. With profuse thanks, I handed the tools back. She hugged me, kissed my wife and gave me one of the spanners to keep as a souvenir. I have it still.

Pure magic. SDC

On & Off the Road

Lightweight camping with a car; plenty of scope to rack up the miles exploring on two wheels each day without hauling camping gear around


ON & OFF THE ROAD

A deep porch or extension on a family tent is useful shelter for bike maintenance as well as cooking

issue 1 / 201476

REAR RACK

Hope you enjoyed the first edition of Seven Day Cyclist and will keep in touch with the blog and the 7DC page on Facebook, contribute to the Flickr stream and follow us on Twitter. If

you aren’t into social media, then watch out for the next edition on October 29th.

And what will you find?Now, how could Olivia Newton John be linked to our technical column: easy one that, really?

Lots of rigorous product tests, too.

Looking forward to 7DC for

issue 2, 2014

We also hope to add, with your assistance, The Tour de Jour - otherwise known as the commute. Be it, a beauty, full of interest, a nightmare journey requiring nerves of steel, a therapeutic excursion from the stress of the day

or a dalliance, mail your tale to [email protected] or [email protected]

We can also look forward to more new features, occasional or regular, as Seven Day Cyclist pedals onward and upward.

Until next time and may your bike go with youSteve, Michael and Colin

PS News, reviews and occasional freebies will appear on the website, competitions, too

And where is this bicycle?

The folder will be going really wild, as Mark

Jacobson has a monster ride to a famous turning

point.

There’s the second part of Andrew Brandon’s

Junkies’ Joy Ride, a trip to the south-west and a short

tour of the NCR in the Midlands.

Music that goes beyond the bicycle bell, a brief trip

back in time and much more are on the menu.

Seven Day Cyclist - Issue 1

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Transcript of Seven Day Cyclist - Issue 1