cycle THE MAGAZINE OF CYCLING UK
On test
TANDEM TOURERS CARRADICE SEATPACK CYCLIQ CAMERA/LIGHT CHILD SEATS & MORE
OCTOBER/NOVEMBER 2020 £3 OR FREE TO MEMBERS
CYCLING FOR ALL DIVERSIFYING CYCLING’S DEMOGRAPHICS Page 49
P lu s KING ALFRED’S WAY OFF-ROAD RIDE CYCLE-FRIENDLY EMPLOYERS ARE YOUR LIGHTS LEGAL? AND MUCH MORE
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CONTENTS 40
40 Bikes mean business How employers can help the bike boom
49 Cycling for all Why it’s important to diversify cycling’s demographics
52 Down the Rhine Cycling from Switzerland to the North Sea
Products 20 Shop window Previews of new products
22 Gear up Components, accessories, and books
62 Separable tandems Thorn Raven Twin and Circe Eos touring tandems on test
69 Child seats
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Four options for preschool passengers
Regulars 04 Freewheeling Bits and pieces from the bike world
07 This is Cycling UK Changes to the Highway Code; ‘Pop up’ cycle mechanics in England and Scotland; Why Cycling UK is Pumped Up; and more
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Richard Holden, Tandem pilot for the partially sighted. And Cat Dixon and Raz Marsden, round-the-world tandem record breakers
31 Letters
On the cover
Coronavirus For updated advice regarding the Covid-19 outbreak, visit: cyclinguk.org/ coronavirus
16 You are Cycling UK
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Ellis Palmer (p4) by the River Mersey, photographed by Robby Spanring
Your feedback on Cycle and cycling
46 Weekender 40-miles through the Galloway Hills
57 Cyclopedia Questions answered, topics explained
73 Travellers’ Tales Cycling UK members’ ride reports
CYCLING UK: Parklands, Railton Road, Guildford, GU2 9JX E: cycling@cyclinguk.org W: cyclinguk.org T: 01483 238300. Cycle promotes the work of Cycling UK. Cycle’s circulation is approx. 51,000. Cycling UK is one of the UK’s largest cycling membership organisations, with approx. 68,000 members and affiliates Patron: Her Majesty the Queen President: Jon Snow Interim Chief Executive: Pete Fitzboydon. Cyclists’ Touring Club, a Company Limited by Guarantee, registered in England No 25185, registered as a charity in England and Wales Charity No 1147607 and in Scotland No SC042541. Registered office: Parklands, Railton Road, Guildford, GU2 9JX. CYCLE MAGAZINE: Editor: Dan Joyce E: cycle@jamespembrokemedia.co.uk Head of Design: Simon Goddard Designer: Katrina Ravn Advertising: Harvey Falshaw T: 020 3198 3092 E: harvey.falshaw@jamespembrokemedia.co.uk Publisher: James Houston. Cycle is published six times per year on behalf of Cycling UK by James Pembroke Media, 90 Walcot Street, Bath, BA1 5BG. T: 01225 337777. Cycle is copyright Cycling UK, James Pembroke Media, and individual contributors. Reproduction in whole or in part without permission from Cycling UK and James Pembroke Media is forbidden. Views expressed in the magazine are those of the individual contributors and do not necessarily reflect those of the editor or the policies of Cycling UK. Advertising bookings are subject to availability, the terms and conditions of James Pembroke Media, and final approval by Cycling UK. Printed by: William Gibbons & Sons Ltd, 26 Planetary Road, Willenhall, West Midlands, WV13 3XB T: 01902 730011 F: 01902 865835 Founded in 1878
Top to bottom: Joolze Dymond, Andy Catlin, pannier.cc, Sophie Gordon
Across the UK we’ve seen a surge in cycling caused by (temporarily) quieter roads and a growing awareness of the health and social distancing benefits that bikes provide. This surge has been supported by pop-up cycling infrastructure and a commitment to increased spending. That’s as it should be: national and local governments have the biggest role to play in embedding cycling into our transport culture. But there are issues for others to address. It would be useful if the UK cycle industry were bolder in importing transport bikes that normal people can comfortably ride in normal clothes. No demand? Customers won’t demand what’s invisible, which – outside of Cambridge and York – sensible bikes sadly are. It would help, given the postlockdown focus on cycle commuting as a transport solution, if employers supported cycling staff more. Cycle commuters are more punctual, more productive, and take fewer days off sick. Investing in them benefits the bottom line – especially now. So let’s have cycle parking that isn’t hidden around the back by the bins. Let’s enable staff to buy a bike at a discount through the cycle-towork scheme. Let’s have showers for those who wouldn’t commute without them. Let’s underscore something that, in the pandemic, society is finally acknowledging: bikes mean business.
Cycle Editor
34 King Alfred’s Way A 220-mile trail through historic Wessex
Welcome
DAN JOYCE
Features
this is
200%
Increase in cycling journeys during lockdown
Clockwise from this photo: The concessionary rate will be available to members of any age who meet the criteria. Your support is vital to make cycling more accessible to others. It also funds our campaigning work to make cycling safer. Dan Howard
Membership
A VOTE FOR CHANGE
The motion to amend Cycling UK’s membership structure was passed at the AGM in September. Adrian Wills outlines what’s different – and why
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Photos: Robby Spanring (except car dooring: Julie Skelton)
arlier this year, we proposed some fundamental changes to our membership, which have now been voted on and approved at our AGM. The changes will come into effect from 1 November and will have an impact on all members. It means we can offer you more for your fees, such as increased insurance and retailer discounts, provide more tailored content to suit the type of cycling you’re interested in, and it will help us increase our membership numbers. From 1 November, on renewal, our concessions will be solely based on the ability to pay rather than related to age. In other words, we will no longer be offering a senior discount. The change was essential to ensure our fee
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structure is fairer overall and our funding is sustainable for all those things you want us to carry on doing, such as our vital campaigning work to improve cycling conditions for everyone. Dan Howard, Chair of Trustees, said: “Many members supported the changes but we also very much appreciate that they caused concern for some, and we’re grateful to everyone who took the time to call and email with their feedback. Hopefully, we were able to allay many of the fears they might have had, and they went away with a better understanding of why the changes, particularly to the fees, were necessary. “We’ve received a great deal of valuable
feedback, which we’ve already used to shape how the new membership package will be implemented. And we’ll be working hard to support our senior members over the coming year because it’s important to us that you stay with us and keep supporting cycling and our important work. “The changes mean that we now have the opportunity to double down on all the good work we’ve started, whether that’s campaigning for better infrastructure and justice for cyclists, helping more people to start and continue cycling, or inspiring and encouraging more women to cycle.“ The motion for change put forward at the AGM followed a wide-scale survey of members and detailed research into membership packages provided by similar-sized charities. It also forms part of our drive to increase our membership numbers so our collective voice becomes even louder.
What happens next We’ll be contacting all members who currently fall into the senior age bracket well in advance of their renewal to explain their options. That
this is
might mean we’re able to move you onto a concessionary rate if you meet the criteria, such as being in receipt of pension credit or if your sole income is the state pension. There is also an option to move to a £75 household membership if you live with another member. Or you could take out a lifetime membership, which reduces the cost based on the number of years you’ve been a member. This option is both a great way to support the charity over the long term and great value for money, significantly reducing the lifetime rate to recognise your loyalty to the charity – and it’s something very few other organisations currently offer. Finally, there is an option for older members to take out our new supporter offer, which is perfect for people who no longer cycle but who wish to stay involved and support us. For a minimum £2 monthly donation, you’ll still receive your Cycle magazine, a benefit we know is highly valued by members, but you won’t be paying for insurance cover. Furthermore, we’re freezing the adult rate this year to support those people transitioning from the previous senior rate.
How the changes will help These changes mean we can build on our membership foundations and become a more
Concessions will be solely based on the ability to pay rather than related to age. We will no longer offer a senior discount
powerful voice for cycling with a greater influence over governments and key decision makers. It will allow us to lobby for more funding for cycling, to push for improvements to highway laws, to work with police on driver education, to support more women to cycle, and to fight injustices in the courts. This year has been an extraordinary one in many respects, not least because of the enormous impact coronavirus has had on all our lives. It’s meant that group rides have been curtailed and limits placed on our movements, but at the same time we’ve seen a massive increase in the numbers of people cycling. Government figures reported that at one stage during the lockdown, cycle journeys were up a staggering 200%. This has presented a huge opportunity for us all in the cycling community. More people cycling means greater pressure can be brought to bear on making cycling safer, more accessible, and more accepted – at all levels. After years of lobbying by Cycling UK, the government in England this year announced its most comprehensive package of measures ever to improve walking and cycling To build on that momentum, we’re already looking ahead to next year to see how we can shape Bike Week, the Women’s Festival of Cycling, and the Challenge Ride series, as well as continuing to lobby and campaign for infrastructure improvements, Highway Code amendments, and fairer treatment of cyclists through the courts. We’re working closely with groups and volunteers to improve your cycling experience, looking at how we make CycleClips and Cycle magazine even more relevant to you. We’ll continue to build on our behaviour change programmes, helping even more people into the saddle.
Dan Howard added: “I want to say a massive thank you to everyone who took the time to vote or attend our AGM. I know how unsettling change can be but I’m pleased that the majority of members understood and appreciated our reasons for the changes. “It’s important to us that we’re able to support those members on low incomes who would struggle to pay the full rates, which is why the team will be providing lots of support not only to senior members but to all our membership, because every member is important to us and we want you to stay. “We need you to help us reach our ambitious target of 100,000 members and supporters, because this will ensure we remain financially sustainable for the future and grow in statue and in voice to represent the rights and needs of cyclists everywhere.’
What do I need to do? You don’t need to do anything now. Just wait for your normal renewal reminder letter and emails, which will set out all your options in more detail and give you plenty of time to transition to the right option for you.
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Great Rides
KING ALFRED’S WAY
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SAM JONES Sam is Cycling UK’s comms manager and a keen on and off-road tourer
When lockdown ended, Sam Jones and four companions rode 220 miles through historic Wessex to try out Cycling UK’s newest off-road trail
Details Where: Southern England Start/finish: Farnham Distance: 350km (220 miles) Photos: pannier.cc & Robby Spanring
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Feature
BIKES MEAN BUSINESS A SURGE IN CYCLE COMMUTING IS GOOD NEWS FOR EVERYONE. JOURNALIST LAURA LAKER LOOKS AT WHAT EMPLOYERS CAN DO TO HELP – AND WHY THEY SHOULD
BIKES MEAN BUSINESS
F E ATU R E
LAURA LAKER Cycling journalist Laura writes about cycling and urban transport for The Guardian. She enjoys touring as well as utility cycling
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he UK is experiencing a cycling boom, under circumstances few of us could have predicted at the beginning of 2020. Cycling levels exploded as people took up cycling en masse for exercise and then for everyday trips. According to Government data, cycling levels grew to more than three times pre-Covid levels at weekends – and, as people headed back to work, the cycling surge continued into the week. Cycling numbers doubled on many week days in June and July. This growth in active travel is a bright spot amid a global crisis that has killed three quarters of a million people and wreaked havoc on our lives. As we return to work, with public transport capacity reduced, it’s important to limit short car journeys to fend off gridlock and maintain access for emergency services. Cycling is a great way to do this – and employers have a role to play, not only in helping more staff cycle but in keeping those employees cycling as normal life resumes. Long-term, it could help reduce transport’s role in the looming climate crisis, too.
Photo by Joolze Dymond
PEDAL: THE MESSAGE The Cycle-Friendly Employer (CFE) scheme focuses on what employers can do to promote cycling among staff. Set up in 2017, its aim is to support and showcase employers doing great things for cycling to work. James Palser is Cycling UK’s Cycle-Friendly Employer accreditation project manager. Palser says interest in the scheme doubled or tripled over normal levels following the first wave of Covid restrictions, as employers looked to get as many employees back into the office safely. “It has always been a no-brainer that cycling is better for people; that they are healthier, will take fewer sick days,” he said. However, prior to the pandemic “businesses rarely looked at the way that their people commute.” Palser believes businesses can have a huge influence on the way people travel. Employers can
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Left: Andy Catlin
Feature
CYCLING FOR ALL
Cycling is open to everyone – but it’s more open to some than others. Christina Bengston spoke to several groups who are helping to change that
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ycling is an accessible activity already: all you need is a bike, right? If it were that simple, cycling’s demographic would match that of the wider UK population. It doesn’t. The following are all much less likely to cycle than ablebodied, heterosexual white men: women; people from a black, Asian, or minority ethnic background (BAME); the lesbian, gay, bisexual, and transgender communities (LGBT); and people with disabilities. How less likely? Visit cyclinguk.org/statistics. I spoke to some of our groups to ask them what they are doing to increase and encourage underrepresented groups to cycle, and to find out why it’s so important to have groups aimed at specific demographics.
Cycle Brothers Mohsin Vawda got back into cycling as an adult through the Fatima Elizabeth Phrontistery, a weekend education centre for Muslim children that was providing monthly cycle rides for parents
CHRISTINA BENGSTON Cycling UK Communications & Media Officer
whose children attended. He says: “I participated in these rides for around a year, which got me looking into more regular rides.” Mohsin looked for a group that “provided group rides at suitable times that fitted around family commitments and had members from a diverse range of backgrounds.” Not finding a group he identified with, he set about creating Cycle Brothers with the help and support of Fatima Elizabeth Phrontistery and Sarah Javaid, founder of fellow Cycling UK group, Cycle Sisters. “Sarah offered guidance and assistance with obtaining ride leader training, bike maintenance courses, council loan bikes, and invaluable experiences from her own club,” says Mohsin. Cycle Brothers formed in 2019. “Since our launch, we have three additional ride leaders and have had over 100 cyclists register and join our rides,” says Mohsin. “They come from a variety of races, cultures and backgrounds. One of my main aims is to promote cycling in our local Asian community within Waltham Forest, so we have set up an outreach programme via one of the local mosques. C YCL I NGUK . O RG
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Biketest
Separable tandems Transporting a tandem for a tour is easier when it packs smaller. Richard Hallett reviews two that do: a Circe Cycles Eos and a Thorn Raven Twin Mk3
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RICHARD HALLETT Technical Editor Richard builds bikes as well as testing them. Cycle reviewed one in 2017: cyclinguk.org/ cycle/bike-testroad-plus-bikes
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adically different in design and construction they may be, but the two tandems on test here offer surprisingly similar riding experiences: stable at speed, comfortable, equipped for serious touring duty, and fitted with brakes and gears suitable for challenging roads. They also feature frames that can be taken apart for storage or convenient transportation – in effect, addressing the primary checklist of a tandem owner’s requirements.
Frame Of the two, the Thorn is by some margin the more conventional, and will appeal to many potential buyers on this basis alone. Built with beefily TIGwelded, heat-treated, Japanese-made ‘mega-oversized’ cro-moly steel tubes, its classic ‘direct lateral’ frame has a central frame spar running from the middle of the head tube to the junction of the seat tube and ‘drainpipe’ bottom tube, offering an excellent
combination of torsional and vertical stiffness at a very acceptable weight. Size L/M gets a ‘double marathon’-style frame, with a second central spar running between the seat tubes and below the stoker’s top tube to a pair of secondary seatstays, adding useful stiffness to a large structure potentially carrying a lot of weight. All Raven Twins come with S&S frame couplers as standard. The frame design necessitates the use of three of the couplers, which are sited forward of the captain’s seat tube. The frame therefore separates within the front triangle, some way forward of the machine’s mid-point. This, according to Thorn, leaves the main section shorter than a regular bicycle with its wheels fitted. It’s not exactly ‘suitcaseready’ – it won’t fit in an S&S case or similar – but it’s small enough to be fairly manageable and to fit in a solo cycle-sized space. The other advantage of this layout is that it leaves the transmission, including the timing chain, undisturbed; there's no need to faff about with oily components. Circe’s Eos could hardly be more different, although its frame is also TIGwelded. The material is high-strength 7005 aluminium alloy, while the structural solution chosen is very large diameter tubes – two of them, as there’s no central spar. So effective are the two tubes that the frame can be exceptionally lowslung, especially at the rear, without compromising on vital torsional stiffness
BIKE TEST
S E PA R A B L E TA N D E M S
First look
One-size-fits-all touring tandem that packs into a couple of cases for transport. Takes 24in or 26in wheels
The Circe is versatile and adaptable, and its low standover heights make dismounts easier for shorter riders
Tech Spec
CIRCE CYCLES EOS or load capacity, although fork developed by Circe there’s a maximum stoker specifically for tandem use weight of 80kg. and able to take a low-rider If not as gracefully front rack. With this and a proportioned as the Thorn, rear pannier rack, carrying the Circe is highly versatile capacity is considerable, and adaptable, and its low while the load is kept low standover heights make thanks to small, 24in wheels. dismounts easier for shorter Components riders. Large-diameter Disc brake-equipped as seatposts, secured by quickstandard but with bosses on release clamps, provide the seatstays for cantilevers sufficient stiffness for or V-brakes, the Eos can be heavier riders. fitted with either 26in (ISO Incorporated into the Top: The belt drive at the front 559 ISO) or 24in (507) wheels. frame is Circe’s ‘separable is silent in use and enables disassembly without making Narrow 28mm tyres are system’, an optional extra your hands oily fitted to the 26in wheels for adding £600 to the cost of Bottom: Large diameter aluminium tubing means more athletic riding, while the machine. Removable ample frame stiffness without the 24in wheels of the test tubes replace the two main a diagonal bracing tube machine are fitted with fat spars in the stoker section 47mm tyres for the comfort and allow the Eos to be and durability required for touring. packed into a couple of bags or small While the Raven will also, in theory, cases for transport. Although it employs accept more than one wheel size, this four clamped joints, the assembled frame in practice requires Thorn’s alternative feels impressively flex-free. The system can fork for the Raven – a disc brake-specific be retro-fitted by Circe, albeit at a higher unicrown design, which has exceptionally cost than if fitted on initial purchase. rigid heavy-duty legs designed for the Where Thorn opt on this build for stresses involved with discs. If fitted with a sturdy all-steel fork with twin-plate this fork, and with discs front and rear, the crown, Reynolds tandem-spec blades, Raven can be ordered with 26in (559), 650B and cantilever brake bosses, the Eos (584) or 700C (622) wheels. Thorn's sales has a massive carbon fibre disc-only
Price: £4,200 (inc £600 separable system upgrade) Sizes: one size Weight: 17.8kg (no pedals) Frame & fork: TIG-welded 7005 aluminium alloy frame with Circe separable system. Fittings for 3 bottles, mudguards, rear rack, canti/V & disc brakes. Circe EOS carbon tandem fork for disc brake, tapered steerer. Wheels: 47-507 Schwalbe Marathon tyres, Airnimal 32h rims, Shimano Deore front hub, Shimano FH-MT400 rear hub (142×12 mm), Sapim Strong stainless steel spokes. Transmission: Shimano FC5703 105 cranksets front Dimensions in millimetres and degrees 42 600 55
& rear with 170mm cranks, Gates CDX Carbon Drive timing chainrings, 44t RaceFace Narrow/ Wide chainring, Shimano Tiagra Hollowtech II bottom brackets, Gates 250t Carbon Drive timing belt, KMC X11-93 drive chain. Shimano Apex 11-speed r/h shifter, SRAM Eagle SX rear derailleur with Jtek Shiftmate 9 adapter, SunRace MX80 11-speed cassette, 1150t. 11 ratios, 21-96in. Braking: Avid BB7 mechanical disc, 203mm rotors, SRAM Apex levers. Equipment: Racktime aluminium rack, SKS Cromoplastic mudguards. circecycles.com
700 550
510 640
73˚ 650 370 588 72˚ 170
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CYCLOPEDIA
w o h w o Kn Making sense of commonly misunderstood subjects
DAN JOYCE Cycle Editor
Lighting regulations
How do I ensure my bike is road legal at night? hite front light, red rear light: that ticks the legal boxes for riding in the dark, right? Wrong. While you’re unlikely to be stopped by the police, it’s not enough to comply with the Road Vehicles Lighting Regulations (gov.uk/government/ publications/pedal-cycles-lighting). If you were involved in an incident on the road on a non-compliant bike, you might be deemed partly at fault. To avoid that possibility, you need the right lights and reflectors. Let’s start with reflectors. Between dusk and dawn, your bike must be fitted with a red rear reflector and amber pedal reflectors, which must conform to BS6102/2. A red rear reflector is easy: new bikes come with them, and one can easily be added to a seatpost, rear rack, or mudguard. Some lights incorporate them too. Pedal reflectors can be fitted to most flat pedals and many come with them. Clipless pedals seldom have or accept reflectors. There are exceptions: trekking/commuting pedals with cleat on one side and a flat pedal surface on the other, such as Shimano’s Deore XT T800. Or you may be able to fit clipless pedal reflector adapters, such as Shimano’s SM-PD22.
Left: Andy Gollogly
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Good enough for the police, possibly not for a driver's lawyer…
Lights are more complicated. There’s a difference between lights that are legal and lights that are approved. A light is legal to use as additional illumination if it’s the right colour and doesn’t dazzle. But you must also have front and rear lights that are approved, which means conforming to BS6102/3 or “a corresponding standard of another EC country”. Oddly, it’s easier to find battery lights that meet German standards – they’ll be listed as meeting StVZO – than it is to find battery lights meeting BS6102/3. Approved dynamo lights are easy to find, since such lights generally do meet German standards. Bicycles aren’t obliged to show lights when they’re stopped, incidentally, although most modern dynamo lights do have a standlight function that keeps them shining for a while when stationary.
Shining examples A selection of battery lights with StVZO approval.
Lezyne Lite Drive Pro StVZO/Strip Drive Pair £85 lezyne.com
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Busch & Muller Eyro £50 bumm.de/en
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CatEye GVolt50 £43.99 cateye.com
Busch & Muller Line Permanent 50mm £34 bumm.de/en
Sigma Cubic £9.95 sigmasports.com
Flashing lights Flashing lights are permitted on cycles so long as they’re the right colour. Some flashing lights are okay to use as your only lights even if they don’t meet BS6102/3 or StVZO. Firstly, they must only flash. If there’s a steady mode, even if you don’t use it, the light must meet BS6102/3 or StVZO. (Note that most flashing lights do have a steady mode.) Secondly, they must flash one-tofour times per second. Thirdly, they must emit at least four candela. One candela is about 12.5 lumens, so that’s 50 lumens. Many flashing front lights will meet this stipulation but that’s unusually bright for a flashing rear light.
See the light More on lights and regulations at: cyclinguk.org/cycle/ lighting-uptime
TRAVELLERS’ TALES
(
Share your story We’d love to hear your Travellers’ Tales! Email: cycle@ jamespembrokemedia.co.uk
(
Llyn Clywedog: 11,000 million gallons of water
Wales Over half the route is on greenways
France
L’Avenue Verte Ruth Hill and husband David sampled the London-Paris route last September
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nother ‘Route Barrée’! I just don’t believe it!” Cycle path closures were a common problem on our way to Paris. In the end we mostly ignored the signs; a bike can usually get through. The Avenue Verte is a largely trafficfree route between the two capitals. Yet it proved more of a challenge than we had anticipated. The terrain was varied, from fabulous smooth cycle paths on old railways to considerable climbs on country roads. Some of the off-road sections took us along the edge of arable fields. We followed the Epte and Oise valleys through the rolling landscape of northern France. There’s a choice of approach routes to Paris; we took the longer, eastern way, which offered great riding along a new cycle path to the cathedral city of Beauvais. Another 60km took us to Senlis and its cobbled, narrow streets. That was an eventful day. We were flagged down in the forested section by a ranger: there was a tree blocking the road ahead. We couldn’t get through even if we carried the bikes, we were
told. A hastily-found rough track took us round the obstacle. We arrived in Paris via a fantastic ride alongside the River Seine, and continued along the Canal St-Denis. It was all flat easy riding. For our return journey, we retraced our route to the split at Neuville-surOise, following the shorter western route back via Gisors to Gournay-enBray. Then we rode to Dieppe along well-signed cycle paths. We didn’t start from London, choosing instead to cycle from home in Kent. Mostly the sun shone on us. We cycled 668km there and back over ten days. It was a great, accessible, cycling adventure.
There’s also a map. Visit avenueverte londonparis.co.uk
Llanidloes loops A five-mile limit in lockdown didn’t stop Barbara Grantham from exploring by bike TRAVELLING IN WALES was very different during lockdown. Government guidelines limited us to a five-mile radius of home. Fortunately I live in Mid Wales on Sustrans NCN Route 8, close to the source of the River Severn. I discovered many amazing circular routes right on my doorstep. I’ve particularly enjoyed cycling to the spectacular Llyn Clywedog which, as the crow flies, is only a mile away. Various possible routes use parts of Route 8 and 81, as well as the Severn Way and Glyndwr’s Way, and vary from eight to 25 miles, the longer ones taking in the full sweep of the six-mile reservoir. My regular ride starts with a steep climb, but once at the top there is an impressive view of the dam in the distance. The route goes through gated farmland, down a steep descent and four gates, and back onto a minor road. I usually visit the ‘Look Out’, high above the dam. It has a superb panoramic view of the lake. The ruins of the Bryntail lead mines are laid out below at the foot of the dam. So far I have been lucky enough to have the place to myself. It’s been quiet apart the sound of the birds and the river. The return route takes in a short bridleway and a little-used road that wends its way through a shady oak forest, finally emerging at Llanidloes.
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