Cycle magazine August/September 2023

STOP,

Welcome

Cycling UK’s long-distance routes are ideal for exploring off-the-beatentrack Britain. The new Traws Eryri is no exception, and it’s the one that appeals to me most. After a sneak peek of the GPX file, I thought: I know much of this! The route joins the dots between places in North Wales where I’ve already ridden.

I don’t remember the details of every North Wales trip. Fortunately I don’t have to: I’ve written about two of them in Cycle. In the June/ July 2007 issue it was a piece called ‘Rails to trails’, a tour of North Wales trail centres by bike and train. It took in Dyfi Forest, the Mawddach Trail, Coed y Brenin and Gwydir Forest.

It’s curious to see what’s changed in the intervening years (I carried a flip-phone then and navigated with paper maps) and what hasn’t (I rode a rigid 29er and still do, albeit with 3in tyres). Similarly with a CTC Holidays trip to Llanrwst a few years later that appeared as ‘More from your tour’ in the Dec 2010/Jan 2011 issue. My photos show one 29er (mine), no dropper posts and no e-bikes.

As well as Gwydir Forest again, that trip included a big-skies-andbridleways ride across the hills on the coast, where Anglesey was visible from high above Penmaenmawr.

Were I to ride the Traws Eryri this year or next, what else would be different? GPS navigation. The prescription glasses I now need for riding. But the landscape would be the same – and just as spectacular.

DAN JOYCE Editor

FEATURES

30 Traws Eryri

New 130-mile off-road route through the mountains of North Wales

36 Stop, thief!

Getting a bike thief arrested and convicted

47 Cycling champions

Cycling UK’s Going the Extra Mile

Volunteer Awards

50 Astray in Harrogate

Exploring the town and countryside where Cycling UK was founded

PRODUCTS

18 Shop Window

New products previewed

20 Gear up

Components, accessories and books

60 Electric folders

Gocycle G4 and Tern Vektron Q9 on test

66 Islabikes Luath

A scaled-down all-rounder for shorter adults

69 Cycling cameras

Four ways to shoot on-ride video footage

REGULARS

04 Freewheeling

Bits and pieces from the bike world

07 This is Cycling UK

England’s funding failure for cycling; how Access Bikes is helping people to ride in Scotland; school cycling success in Northern Ireland; and more

16 You are Cycling UK

The founder of the More Than a Cyclist campaign

27 Letters

Your feedback on Cycle and cycling

43 Weekender Britain’s ultimate pub ride

54 Cyclopedia

Questions answered, topics explained

73 Travellers’ Tales

Cycling UK members’ ride reports

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. 70,500 members and affiliates.

President: Jon Snow Chief Executive: Sarah Mitchell. 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: editor@cyclinguk.org Designer: Christina Richmond Advertising: Bevan Fawcett T: 0203 198 3092 E: bevan.fawcett@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: Acorn Web Offset Ltd, Loscoe Close, Normanton Industrial Estate, Normanton, WF6 1TW T: 01924 220633

Sam Dugon

Top to bottom: Sam Dugon, Robby Spanring, Cycling Minds CCC, John Holmes CYCLING UK:

Parklands, Railton

A SHORT TOUR AROUND THE WONDERFUL WORLD OF CYCLING

You ride Sue Coles Lifetime achievement award winner

Sue Coles, chair of Winchester CTC and its outgoing secretary after 25 years of service, was presented with a Going the Extra Mile Gold Lifetime Achievement Award during the group’s 40th anniversary celebrations. The award was in recognition of her outstanding contribution to cycling over four decades. She was also presented with certificates as runner-up in two categories of our recent Volunteer Awards (see page 49).

Nominating her for the awards, incoming secretary Sarah Lee said: “Sue has consistently acted as a focal point for cycling activities in Winchester and beyond for even longer than the 40 years of the club’s existence. As well as performing her Winchester CTC roles with passion and rigour, she continues to be an active member of committees and focus groups for cycling infrastructure in Hampshire. She is a very knowledgeable, experienced and well-informed advocate who is noted for her wise counsel.”

Sue herself said: “I am thrilled but campaigning is mostly teamwork and so this is also recognition for others. In the 1990s, the late John Edwards and I were fed up with the interests of cyclists either being ignored, or being told by the local authorities that the policy was not to encourage cycling because it was dangerous. If possible, work with a fellow campaigner as this helps to maintain your enthusiasm.”

On her role as group secretary for a quarter of a century, she said: “I have really enjoyed my time as it enabled me to do what I love doing and at the same time help the club.”

cyclinguk.org/sue-coles

GOING THE EXTRA MILE AWARDS

To nominate an outstanding volunteer for an award, go to: cyclinguk.org/article/how-thank-volunteers-what-they-do or contact the volunteering team volunteering@cyclinguk.org

Bike tech

Pinion E-Drive System

Pinion’s E-Drive, or Motor Gearbox Unit, was one of the standout products at this year’s Eurobike. Integrating a bottom bracket gearbox (9- or 12-speed) with an 85Nm motor, it’s a belt-drive transmission with everything important hidden inside. Maintenance? Pinion claims you’ll need a 10-minute oil change after 10,000km. This could be a game changer for eMTBs, e-cargo bikes, e-commuters and e-trekking bikes. pinion.eu/en/e-drive

Really?!

Sixpack Racing Millenium ICR Stem

“Headset cable routing done right” – an oxymoron for sure. Sixpack Racing’s blurb at least acknowledges that haterz gonna hate. “You can jump straight to the comment section and tell us that you hate headset cable routing, if it makes you feel any better.” Will do! €149.95, sixpack-racing.com

Classic kit

Ergon GP2

If you have a flat-bar touring, trekking or commuting bike (even a folder like a Brompton), flared grips with bar-ends can really improve hand comfort and also help when climbing. Ergon grips are the benchmark. The GP2 has the shortest barends in the range, only big enough for a couple of fingers, but it’s enough. £45.99, ergonbike.com

Bike hacks

Wheel truing guides

A wheel jig isn’t essential to true a wobbly wheel. Put your bike on a workstand or (if there’s no other option) upside down on the floor so you can spin the wheel. If your bike has rim brakes, you can use the blocks as guides. If it has discs or drums, fix a temporary guide to one or both seatstays or fork legs. Options for guides that can be adjusted so they’re close to the rim include: a pencil held in place with a looped elastic band (pictured); a cable tie fastened to the stay/fork; a matchstick embedded in Blu Tack.

Sue (third from left) receives her volunteer awards

Photo: Gerald Hoban, volunteer photographer

Try this Improve your cycling neighbourhood

Fed up with feeling like your local authority isn’t doing enough to give people alternatives to driving everywhere but don’t know what to do about it? Cycling UK is a member of Low Traffic Future, an alliance of progressive organisations, which is running a series of workshops across England that can help. These workshops are drawing together like-minded people and providing the tools and guidance to make a difference in your local area so that people feel able to drive less and cycle more. Working together we can make a positive difference. Find your nearest event: lowtrafficfuture.org.uk/events

Events

Croeso i Cymru

This late August bank holiday (not Scotland), there are Cycling UK events at either end of Wales. The Swansea and Gower Cycling Festival, organised by Swansea CTC (right), runs from Thursday 24 to Monday 28 August, offering a range of rides to suit everyone from family and novice riders to those wanting a 65-mile challenge. At the other end of the country on Sunday 27 August, the 91-mile Wild Wales Challenge, run by Merseyside CTC, takes in steep climbs and long descents in the stunning scenery of the Eryri (Snowdonia) national park. cyclinguk.org/events

Watch this

Cycling Minds, based in Hexham, Northumberland, won Most Inspiring Group at our Volunteer Awards 2023 for its innovative approach to supporting young people struggling to engage with society and the job market.

Founder Toby Price, who has experienced poor mental health himself, explains in this video how taking part in cycling helps participants find their way in life and achieve their full potential. Read more about Cycling Minds and our other award winners on p47. bit.ly/cycling-minds-youtube

On my bike

Markus Stitz

Bikepacker, author & route developer

Why do you cycle?

It’s a form of travel and enjoyment that brings me closer to people. A bike doesn’t put a cage around me like a car.

How far do you ride each week?

It differs widely. Sometimes 50 miles, sometimes 500 or more. My job involves cycling – I get to ride the routes I develop.

Which of your bikes is your favourite? My 1970s Claud Butler, beautifully restored by my friend Walter from a small independent bike shop in Edinburgh, Velow Bikeworks.

What do you always take with you when cycling?

A pump, tyre lever(s), a spare tube and a sense of humour.

Who mends your punctures? I do.

It’s raining: bike, public transport, or car? Most of the time the bike, otherwise public transport.

Lycra or normal clothes?

Both, depending on the ride.

If you had £100 to spend on cycling, what would you get?

A return ticket to Oban. I’d spend the rest on seafood and a pint in the Pierhouse in Port Appin.

What’s your favourite cycle journey?

Probably the Tour Aotearoa (New Zealand), but we have many wonderful routes close to home.

What single thing would most improve matters for UK cyclists?

That more cyclists are in positions where crucial decisions are made – in politics, transport, planning, tourism and so on.

Markus’s latest book, Bikepacking Scotland, is out now. Review next issue.

Photo: Joolze Dymond

Scarborough Railway Bridge, York – fantastic

this is

Stay in touch

Be in the know on all things cycling related. If you’d like to hear more about Cycling UK’s work – our projects, training, campaigns and fundraising, and how you can get involved – sign up to hear more: cyclinguk.org/subscribe

The buzz about e-bikes

Alongside better infrastructure and support for active travel, e-cycles can play a key role in getting more people on bikes, as Sarah Mitchell explains

My summer got off to a fantastic start with a bike relay around Manchester for Bike Week. This year Bike Week celebrated its 100th anniversary (a mere toddler compared with Cycling UK at 145 years!), and we took the opportunity to get out on our bikes and talk about our Making Cycling E-asier project and its success in introducing many more people to e-cycles.

Before the ride I chaired a fascinating panel of speakers, including Greater Manchester’s cycling commissioner and world-class athlete Dame Sarah Storey, Mayor of Greater Manchester Andy Burnham, local cycling champion and community organiser Mohammed Ali and mountain biking legend and Bosch e-cycling influencer Tracey Mosely. Together we explored the exciting benefits of e-cycles –reaching new audiences for cycling – as well as some of the barriers and the practical solutions being explored in Manchester.

In other news, we’ve just announced our volunteer award winners for 2023. Take a look further in this issue to find out more about what they’ve achieved. We’re always thankful to all of our volunteers for their time, energy and commitment.

In the broader cycling policy arena, in June we were pleased to hear that the Welsh Government announced a boost to active travel funding of more than £58m, which will help fund new and improved routes for walking and cycling. We look forward to seeing this delivered and making a fantastic difference for cycling in Wales.

Elsewhere we took a lead in tackling some disappointing news for people in Northern Ireland, as the Department for Infrastructure (DfI) proposed dramatic funding cuts to the Active School Travel Programme. We asked members to join with us to support this and were delighted to hear that our challenge has been successful: the DfI has agreed to keep enough funding to allow the programme to continue into 2024.

The National Audit Office released a report in June that concluded that the UK Government has not committed enough funding to meet its promises on active travel in England. This isn’t a surprise to us, and we worked with our

59

Number of nominees for our 2023 Volunteer Awards. (More on p47)

partners in the Walking and Cycling Alliance (WACA) to call on the government to publish its evidence on the funding needed to deliver on its commitments. It was positive to see that the report acknowledged that the set up of Active Travel England is a step in the right direction, and we look forward to continuing to work with them to get funding and support for cycling back on track.

Over recent months, I, the trustees and the entire staff team have been developing options for Cycling UK’s new strategy. Reading the feedback from all our stakeholders, it’s clear that cycling stands at a significant moment. There are so many opportunities but alongside these sit a number of risks – for us as an organisation in a changing world, and for the wider development of cycling. After the trustees discuss strategy options in the summer, we’ll set up some further opportunities to discuss our direction of travel with member focus groups and external stakeholders. It’s an exciting time and I look forward to sharing more with all our members and supporters in the autumn.

The UK Government has not committed enough funding to meet its promises on active travel in England

James Scott, Mohammed Ali, Andy Burnham, Tracy Moseley, Dame Sarah Storey and Sarah Mitchell

Photo: Joe Cotterill

England

Amount earmarked for motorways and major A-roads in the Government’s 2020-25 Roads Investment Strategy for England

GEAR CHANGE JAMMED

This magazine will be posted out to you on the third anniversary of Gear Change, the UK Government’s bold and ambitious vision for cycling and walking. Alas, that vision, without a properly resourced strategy, remains an illusion. Hope is not a strategy.

They’re not the words the National Audit Office (NAO) used in its report on active travel in England (published on 7 June), but they may as well be. Confirming that the government was not on track to meet its objectives to increase rates of cycling and walking, despite the ambition, the NAO recommended that long-term stable funding for active travel must be developed, building greater capability in local authorities to deliver schemes.

To a certain extent the NAO report told us what we already knew, as Cycling UK has been saying for years that the Department for Transport was sitting on the evidence that showed that the money invested was insufficient to deliver the targets set. That said, the NAO report is welcome, as it’s harder for the government to ignore its report, particularly when officials and ministers will now have to give evidence in response to this

to the Public Accounts Committee.

To be fair, the NAO did praise the decision to set up Active Travel England (ATE), which it said was making “good early progress”. But to maintain that momentum, ATE needs the tools to do the job, and a key one is resources. What ATE needed in March was a substantial increase in dedicated active travel funding, so it could make more money available to local authorities. Instead, the government slashed that budget from £200m in each of the last two years to £100m over the next two. That’s £50m a year, less than the £58m the Welsh Government announced in June for active travel funding this year. That’s right: more in Wales than the dedicated active travel funding pot for England!

Of course, Wales also faces problems with the delivery of active travel infrastructure and isn’t getting everything right, but a budget that goes some way towards matching the government’s ambition is a vital next step. Otherwise, you’re left, as we have been in England, with a vision that paints an inspiring portrait of more people cycling instead of a properly funded strategy that sets out the action needed to deliver those goals, and says how everything will be paid for. It’s the difference between a wish and a plan.

Access

TRAILS FOR WALES

During Bike Week we rolled out the biggest map of Wales in front of the Senedd, and talked to politicians about where people can cycle off road in their area. Our new report, ‘Trails for Wales: we can’t afford to wait’, reminds the Welsh Government of the benefits that more access to the countryside would bring, and of the need for access reform. Read the report and more about our campaign at cyclinguk.org/ trailsforwales

Governance

CYCLING UK 2023 AGM

Following the illness of our chair, Janet Atherton, and subsequent availability of trustees, the date of our 2023 AGM has been rescheduled to Friday 29 September at 11am. You can find everything you need to register and vote on the motions in the AGM insert included with this copy of the magazine. You can also find details on our website: cyclinguk.org/agm-2023. If you have any further questions, please contact agm@cyclinguk.org.

With funding for active travel in England slashed, the Government’s cycling and walking ambitions are out of reach. Duncan Dollimore reports

Cycling is only for the bold without funding

Transport

EUROSTAR BIKE CARRIAGE

For cycle-rail travellers hoping for easy access to the Continent, there are glimmers of light at the end of the (Channel) tunnel. Since Eurostar stopped carrying bikes and oversized luggage at the start of the pandemic, Cycling UK has been chivvying it along. We’re pleased to say Eurostar is now carrying fully assembled bikes to Brussels, and is looking to restart the service to Paris this summer. cyclinguk.org/eurostar

Event SCOTTISH GATHERING

Save the date for Cycling UK’s annual Scottish gathering, which this year takes place on Saturday 28 October in Dunblane. Come and hear from a range of inspiring speakers and have a blether with interesting folk from the Scottish cycling community. Entry is free and non-member guests are welcome as always. Programme and booking details will be published soon on Cycling UK’s website, social media and in CycleClips.

Community cycling

RECOVERY RIDE

Connie Rotchford was riding her teenage son’s ill-fitting and uncomfortable mountain bike to get around Edinburgh when staff at community project The Ripple put her forward for Cycling UK’s Access Bikes project. Fast forward six months and barely a day goes by when Connie doesn’t use her new hybrid bike. “I feel lost if I don’t do a bicycle ride in a day,” she says.

In addition to working with community organisations like The Ripple to provide people facing financial hardship with new bikes, in 2023-24 Access

Bikes is running two new funds: one will tackle barriers to getting active for disabled people by providing funding for non-standard cycles; the second will work with established cycle recyclers to provide high-quality secondhand bikes to people who are financially struggling.

Connie explains that one of the biggest impacts of having her bike has been on her mental health, and on supporting her recovery from drug and alcohol addiction. “My bike’s just there, and I can get out and go on it. When I’m connected to nature, I feel so free. I definitely find it

therapeutic.”

She now cycles for almost all her local journeys and is even thinking about getting rid of her car. “The cost of living is making it harder and harder to keep a car. I just want to be free from my car. Getting the new bike is teaching me that it’s possible.”

So how would Connie describe the feeling of riding along the cycle path on a sunny day, with the wind in her hair? “It’s joy and freedom… and it makes me happy.” We couldn’t put it better ourselves. cyclinguk. org/accessbikes

RUSS MANTLE 1936-2023

Obituary Cycling UK member Russ Mantle, who made history by becoming the first Briton to cycle a million miles, passed away this May. His death is a loss to the entire cycling community. His astounding achievement of cycling over a million miles, a feat unlikely to be matched again, will not be

forgotten. Russ showed us what is possible, and he will continue to be an inspiration to all who cycle. His obituary is online: cyclinguk.org/ obituary/russmantle-1936-2023

“Joy and freedom” –Connie on her new bike

Left: Andy Catlin. Far left: Sara Lincoln

Awards

BOTHY BRILLIANCE

Cycling UK’s Aberdeenshire Bothy won the ‘Excellence in Walking, Public Realm and Cycling’ category at the Scottish Transport Awards. The project, a partnership with Aberdeenshire Council, is part of a network of four bothies run by Cycling UK to support people to cycle and walk in rural areas across Scotland. The Aberdeenshire Bothy will now be shortlisted at the UK National Transport Awards in October.

cyclinguk.org/bothies

Member benefits SIZZLING SUMMER SAVINGS

Enjoy 20% off Hiplok bike locks, ensuring your cycle stays secure. Shield yourself from the sun with 25% off Pelotan high-performance suncream – perfect for sunny rides. Fancy a staycation? Escape in nature with 8% off Experience Freedom glamping breaks. Plus, Pedal Cover has you protected with 15% off home and bike insurance, protecting your belongings and bikes with an average saving of £50! Don’t miss out on your exclusive savings: cyclinguk.org/memberbenefits

Family-friendly cycle rides to try in the school holidays this summer:

cyclinguk.org/article/50-

family-friendly-cycleroutes-uk

Northern Ireland

CYCLING LESSONS RETURN

Positive change is finally afoot for people cycling in Northern Ireland. Thanks to a joint campaign from Cycling UK and Sustrans, we’ve managed to save the Active School Travel programme.

This campaign was our biggest yet in the country, and the responses from schools and individuals were key in the Department for Infrastructure (DfI) changing its mind and coming up with enough funding to continue a reduced programme for the next school year.

The upshot is that when the autumn term begins in September, nearly half of the schools in Northern Ireland will be able to continue teaching the valuable life skill of cycling, which pupils can use on their way to school. And the cost? Not much more than the installation of two pelican crossings in Belfast.

The stats behind the programme are nothing short of remarkable: a 37% increase in pupils walking and cycling to school, and an 18% reduction in parents driving their children. More than 500 people answered our call and responded to the DfI, which represented over half of all responses to their proposed budget

cuts. It’s a real indication of the strength of feeling about the importance of cycling for our children, and also active travel spending more generally.

Cycling UK believes that Northern Ireland decision-makers need to start seeing active travel in terms of long-term investment in our health, wealth and climate – and our campaign did just that.

Another way to help get the message through is the new Belfast Cycle Campaign, launching this summer. They will be organising in-person events in September, and also promise to have an active online presence.

This exciting development has been spearheaded by residents from across the city, with support from Cycling UK. The focus is to make Belfast a more cycle-friendly city, and the group is on the lookout for new members to help show decision-makers at every level that there’s an appetite for safer cycle routes and a real opportunity to make Belfast a greener more pleasant place to live if people drive less and cycle more. Find out how to get involved at: belfastcyclecampaign.com

Half of schools in NI will now continue with cycle training

Left: Alamy

Prizes

SUMMER RAFFLE

Enter online now at cyclinguk.org/raffle

Get ready for a summer filled with adventure: in our Big Summer Holiday Raffle, we are giving you the chance to win the ultimate cycling getaway and so much more.

Imagine winning a week-long cycling trip for two in France, where you can discover medieval villages, pedal along picturesque cycle routes and indulge in mouthwatering French cuisine. Play today and an unforgettable cycling holiday worth over €3,000 at Le Moulin du Chemin could be yours. With a collection of over 30 incredible prizes selected from esteemed brands like Islabikes, Garmin, Stolen Goat and Eurostar, there is something for everyone to make this summer memorable.

Support the raffle today. Not only could you win something amazing, but you can help us make a lasting impact for cyclists and encourage those who wouldn’t usually cycle to discover the joys of cycling. With your help, we

can make the world better by bike.

All the prizes will be won. You could be like Cycling UK members Julian and Tini Dodimead, who won a Raleigh e-bike in our raffle earlier this year. “It was such a wonderful surprise,” Julian told us, “especially as we had been looking for an e-bike for Tini for about a year. Raleigh’s customer service went above and beyond – they let us pay the difference for a more expensive e-bike model.”

Purchase your tickets now – they’re just £1 each – and let the countdown to an amazing summer begin.

How to play

To enter online: Please enter online if you can as it cuts our administration costs. Online entries must be made via credit or debit card by 25/09/23, before 11:59pm. Visit cyclinguk. org/raffle or scan the QR code on the right with your phone.

Due to our Gambling Commission licence only residents of Great Britain can enter the raffle. Players must be over the age of 16 to enter. For full instructions, terms and conditions see cyclinguk.org/raffle . If you didn’t receive postal tickets but would like to enter by post, please order books of tickets by emailing raffle@cyclinguk. org or phoning our membership team on 01483 238301. The draw will take place on 26/09/23. Good luck!

Enter the raffle now!

If every member bought or sold £15 worth of tickets, this would raise over £1million!

Photo: pannier.cc

this is

Prizes

Here are the prizes on offer. Don’t forget that every entry and donation goes towards Cycling UK’s charitable work and campaigning.

1 One week holiday for two at Le Moulin du Chemin in 2024, including food, drink, accommodation and bike hire (travel excluded)

2 Halfords family bundle – two Carrera Vulcan mountain bikes, a kid’s bike, and accessories

Worth €3,000

Bundle worth over £1,170

3 Islabikes Luath children’s bike for young adventurers Worth £999.99

4 Garmin Varia RCT715 radar camera taillight Worth £349.99

5 Eurostar prize: two tickets to Paris, including bikes Worth £330

6 Stolen Goat SS jersey, bib shorts, cap, mitts and socks Worth £230

7 Rab cycling jacket Worth £220

8 10 × Cycle More posters by artist Eliza Southwood, plus cyclist’s Sudocream Worth £105

9 Cotswold Outdoor voucher Worth £200

10 2 × pairs of Hindsight rear view cycling glasses Worth £199.99

11 One year supply of Pelotan sunscreen, plus bidon Worth over £120

12 Singletrack Premium subscription and a year’s supply of Bum Butter Worth £144

13 Gtechniq ultimate bike cleaning kit Worth £139.95

14 YHA bundle including £50 accommodation voucher, a year’s membership and accessories

15 3 × Komoot adventure bundles, including one year Komoot Premium plus accessories

Worth £100

Worth £60

16 2 × YHA year memberships and accessories Worth £50

17 3 × Grand Tour Coffee Prologue gift sets (includes three bags of coffee plus cup and saucer)

Worth £36.50

Campaigner

JOANNE NESS

Two shocking road incidents within a fortnight inspired Joanne to set up a campaign to humanise cyclists and keep us safe. She spoke to Fiona Duffy

Joanne Ness vividly recalls receiving the tragic news from her local cycling WhatsApp group one Saturday afternoon in November 2020. Her friend James Middleton and his cycling partner, Martyn Gall, had been involved in a collision while cycling on the A41 in Alvechurch, Worcestershire. Martyn, 41, had died in hospital, leaving behind a wife and two young daughters. James was fighting for his life in intensive care.

“They were both well-known cyclists. The whole cycling community was stunned,” recalls Joanne. “It really brought home to me just how vulnerable cyclists are. We had collections to support the families but I kept saying we need to do more.”

Joanne and fellow members of the Gorilla Cycling Club in Kings Heath, Birmingham, were still reeling from an altercation with an irate driver two weekends earlier. “I remember angrily thinking ‘these people don’t seem to realise that we are all daughters, sons, mothers, fathers, sisters and brothers – with loved ones waiting for us back home’. It was a light-bulb moment. I realised we needed to give a ‘human face’ to people riding bikes.”

Other club members rallied to help and the More Than a Cyclist movement was born. “None of us had ever done anything like this before but we all felt really strongly about making a difference. As it was still the height of Covid, we had countless meetings over Zoom, shared research and ideas, and devised an eye-catching awareness campaign to launch on social media.”

Club members and other local cyclists – including NHS workers, engineers, musicians and students – all volunteered to be the ‘faces’ of the campaign. “Each was photographed both as a cyclist – in helmet and lycra –and as a ‘real person’. Then our graphic designer combined the two faces. The result was amazing.”

Each image featured a brief summary of the person –including family status and profession – urging drivers to be patient and give room when overtaking.

“In a nutshell, we were urging drivers to remember that ‘the cyclist you are about to overtake is a real, loved, person – just like you’,” Joanne adds.

The campaign launched on social media platforms in autumn 2021, triggering a huge response from cyclists and their loved ones. Poignantly, the initiative was supported by Martyn’s widow Diane Gall – whose best friend Louise, a critical care worker for the NHS, also appears in the campaign.

As the images were shared and liked, the campaign received worldwide interest from as far afield as Australia. (More Than a Cyclist teamed up with an Australian charity to launch an Australian version of the campaign in Illawarra, in New South Wales, in September.)

More Than a Cyclist also received the backing of Cycling UK. Duncan Dollimore, Cycling UK’s head of campaigns, said: “More Than a Cyclist is a fantastic campaign which helps people think and hopefully look out for some of our most vulnerable road users. Cycling UK fully endorses their work and is currently in discussion with the people behind the campaign about how we can support and spread their message.”

Joanne, who has since handed over the MTAC reins to Robert Anderson, Bruno Brown, Neil Cocklin and Richard Todd, said: “We are all hopeful this campaign will make a difference. The team is currently photographing more ‘faces’ for the next stage. These images need to be everywhere – from national TV to the back of buses. It’s the only way to get the message across.

“It’s not a finger-pointing or blaming exercise,” she stresses. “It’s about sharing the road and asking motorists, very politely, to please consider us, give us some room when overtaking and don’t hurt or kill us.”

Find out more

To read more about and support More Than a Cyclist, follow the campaign on Facebook and Instagram. You can also find more information on the campaign website, morethanacyclist.org. Campaigners are hopeful that the message is, slowly, filtering through. According to statistics, the number of cyclists killed on British roads has dropped by 21% – with a total of 111 losing their lives in 2021 compared to 141 in 2020. (However, the number of cyclists on the roads has also dropped by 21%.)

The driver who crashed into James Middleton and Martyn Gall pleaded guilty to causing death by dangerous driving and causing serious injury by dangerous driving, and was sentenced to four-and-a-half years in prison.

The campaign challenges the ‘othering’ of cyclists by showing we’re ordinary people

Below: Joanne Ness

Right: More Than a Cyclist campaign

SHOP WINDOW

Show time

Brazin’, the Scottish Handbuilt Bicycle Show, takes place in Glasgow on 5 August. Tickets are £7.50 in advance. brazin-scotland.com

1 Knog Scout £49.99

Fitting under a bottle cage, the 22g Scout can be located by Apple’s ‘Find My’ app. It’s also an 85db motion-sensitive alarm that sends an alert to your phone. And it’s rechargeable. knog.com

2

Campagnolo Super Record

Wireless £4,499

Campag’s electronic groupset is now wireless, like SRAM’s. Out go thumb levers and rim brakes (it’s hydraulic disc only); in come a quicklink chain and 10t small sprockets. campagnolo.com

3 Nzero Bike Wet Lube 500ml €35.90

Many lubricants contain petrochemicals and PTFEs. This one is 100% plant based and organic. There are smaller bottles (100ml, €12.95) and degreasers, too, but no UK distributor as yet. nzerowax.com/en

4

Tern BYB P10 £1,500

Tern’s new BYB model, the P10, is its smallest folding bike yet. At 80×50×33cm it’s bigger than a Brompton (64.5×56.5×27cm) but it also has bigger wheels: 20in vs 16in. ternbicycles.com

5 Fjallraven S/F Expandable Hip Pack £105

This Fjallraven/Specialized bag is a 4.5L hip pack that expands to become an 11.5L backpack when you need more carrying capacity. Review next issue. fjallraven.com

6 Thule Bexey £TBC

Thule is best known for bike racks for cars but has made bike trailers for a while. At Eurobike it launched another: the Bexey – for dogs. No news on price or availability. thule.com

7

CamelBak MULE On Bike Frame

Pack £TBC

Part of its new bikepacking collection and winner of a Eurobike 2023 award, this pack combines a 2L hydration bladder with either 3L (size S) or 4.5L (L) of cargo storage. camelbak.co.uk

Eurobike happened in the middle of this issue’s schedule. Dan Joyce was busy editing so saved time and carbon and read the press releases instead

Gearup

COMPONENTS, KIT, AND MEDIA SELECTED AND REVIEWED BY

BIKE JOURNALISTS AND CYCLING UK STAFF

Growtac

Equal brakes

Expensive but very effective mechanical discs

£379/pair growtac.com, veloduo.co.uk

You may be thinking: I could buy a pair of drop-bar hydraulic disc brakes for that! A set of Shimano 105 or SRAM Rival 1 brakes costs about £550 and includes brake/shift levers, which the Growtac Equals don’t, so it’s a valid point. Yet these jewel-like callipers are about the same weight as hydraulic ones and the braking performance is equally (sic) good.

Mechanical disc brakes don’t have the best reputation, deservedly so for many cheap models. But the ‘mechanical bad, hydraulic good’ idea is simply wrong. I’ve used Avid BB7 mechanical discs for years, mostly the MTN version. I prefer the firmer lever feel and the fact that the braking force ramps up rapidly; I don’t want more lever movement for more subtly graduated braking.

These Growtac Equals are similar to BB7s in that they’re single-moving-piston callipers with independently adjustable pads. They’re short-pull brakes, like the BB7 Road, so are primarily for drop-bar bikes.

Cycle’s test promise

With the right levers, however, you could use them on an XC or trail mountain bike. There’s a lot of scope to adjust the brake leverage at the calliper. You can set them to come on hard .

As well as testing them in North Yorkshire, I used them on a cycling trip in Spain, which involved long and high-speed descents. There was no noticeable brake fade, and a sudden rainstorm only made them noisy rather than ineffective – unlike the rim brakes of a clubmate, which failed to stop him entirely at a downhill roundabout.

The Equals have required minimal attention over the three-month test period but did take a while to set up right initially because of the adjustability on offer. They come with two sets of cable outers: normal and compressionless. The idea is to use normal outer

Put to the test

Is there a product you’d like us to test? Write to: Cycle, Cycling UK, Parklands, Railton Rd, Guildford, GU2 9JX or editor@cyclinguk.org

Other options

PAUL KLAMPER (POST MOUNT)

£515/ pair

More expensive and heavier (211g/calliper) but reputedly even more powerful. Available for short-pull, long-pull and Campagnolo levers. Flatmount options, too. paulcomp.com

under the bar tape, where there are tighter-radius bends, and compressionless thereafter. You join the two with a metal connector like a ferrule that’s open at both ends. You then wrap electrical tape around the connector, which looks a bit bodged.

I was only able to use (mostly) compressionless outer for the rear brake. For the front, I used ordinary outer throughout because (long story) I was using post-mount callipers on adapters rather than flat-mount callipers. The cable run from fork to calliper was accordingly awkward. Braking was good nevertheless; it’s the rear brake that benefits more from compressionless outer due to longer distance to the calliper.

The Equal comes in various colours, plus a flat-mount option (£339/pair).

Dan Joyce

At Cycle, we are proudly independent. There’s no pressure to please advertisers as we’re funded by your membership. Our product reviews aren’t press releases; they’re written by experienced cyclists after thorough testing.

AVID BB7 ROAD S £150/ pair

I prefer BB7 MTN callipers with long-pull road levers (e.g. Tektro RL520) but for standard drop-bar levers these still work well. IS/post mount only. 190g/calliper. sram.com

Verdict

Short-pull mechanical disc brakes that are as good, overall, as any drop-bar hydraulics I’ve tried. They’re more than twice the price of Avid BB7 Road brakes and aren’t twice as good – but they are better. There’s more scope to finesse the brake feel, and the callipers are lighter and more compact.

Alpkit

Elan hooped bivvy bag

£129.99 alpkit.com A bivvy bag with tent-like weather protection

When does a bivvy bag become a tent? That’s not a question I’m willing to risk answering, but it is one posed by Alpkit’s hooped bivvy bag, which features two short poles to create more head space than a traditional bivvy. The Elan therefore offers an affordable and lightweight camping option for bikepacking weekenders where weight is key and space is tight. I tested it on two overnighters in Wales, where it endured both driving rain and clear, starry skies.

Weighing just 900g and with a packed size of 39×11cm, it’s certainly both small and light. I carried it easily in a standard bottle cage (with an extra strap to keep it stable), freeing up valuable bag space.

It’s immaculately designed by folk who have clearly spent plenty of time camping, with an array of smart little features that make a real difference. The

almost full-length zip enables easy entry and exit, and ensures you can brew a cup of tea still tucked in. Mesh sections keep the stars visible on clear nights.

The bag includes a wellpositioned loop to lift the fabric off your feet (easy to attach to your bike’s handlebar with any strap), plus pockets to store valuables. The fabric feels durable, and a three-year warranty gives peace of mind.

Once inside, although it’s obviously cosy, the raised ‘headbox’ provides just enough space to read your book with it all zipped up if the rain is hammering down. Speaking of which, the Elan did a good job of keeping the rain out on a wet and windy night.

That sadly doesn’t mean you’ll stay completely dry. On both nights, I did experience fairly significant condensation buildup, to the extent that the outside of my sleeping bag became quite

damp. But internal condensation is pretty much just a reality of bivvying in the UK’s humid climate, and if you’re not keen on that, you’d likely prefer a tent. Synthetic or hydrophobic down sleeping bags should retain their warmth when damp, although carrying wet kit, or waiting for it to dry, can still be a pain.

It’s worth noting that you can find lightweight tents with a similar pack size and weight to the Elan, albeit at about four times the cost. The Elan’s lower price makes it a perfect entry point for those keen to try bikepacking.

Keir Gallagher

Verdict

Well designed and boasting a reasonable price tag, the Elan is a fantastic option for those keen to try out bikepacking –provided you don’t mind a bit of condensation.

Other options

NX

A lightweight, compact one-person tent for those who are happy to spend a lot more for extra space. msrgear.com

BRITISH ARMY SURPLUS GORETEX BIVVY

£49.99

A traditional pole-less bivvy at a very decent price. goarmy.co.uk

MSR HUBBA

£477

Photo: Robby Spanring

CYCLING INSPIRATION WHEN YOU’RE STUCK INSIDE

Two Years on a Bike

MARTIJN DOOLAARD has created a mammoth book to chronicle his mammoth journey. Two Years on a Bike – part travelogue, part coffee table photography book – covers a squigglyline journey from Vancouver in Canada all the way south to Patagonia.

Details

By: Simon Warren

Publisher: Vertebrate

Publishing

Price: £14.95

ISBN: 9781839811968

Print queue

Cycle doesn’t feature all books received. Reviewers pick the ones they think you need to know about from the editor’s list. Send books to: Cycle, Cycling UK, Parklands, Railton Rd, Guildford, GU2 9JX

100 Greatest Cycling Climbs of Spain

SIMON WARREN TURNS his attention to Spain for his latest collection of must-do road climbs. It follows the successful formula of his other books. Each of the 100 climbs gets two pages: a full-page photo; a rating out of 10 for difficulty; mini-maps; gradient and altitude details; and a description that hovers between exultation and masochism. But then his bottom gear was only 34/28! As well as mainland Spain, Mallorca and the Canaries also feature. It’s well worth £15 if you plan to be in Spain with a road bike.

Dan Joyce

Cycling and the British

Details

By: Martijn Doolaard

Publisher: Gestalten

Price: £45

ISBN: 9783967040500

Doolaard takes you along with him. As well the abundant photos, there are some spectacular illustrations of his route, bike and kit, provided by top cartographer Alex Hotchin. The account doesn’t dial in on the miles, elevation and stats, preferring to focus more on people, locations and stories, such as coyote encounters in Yosemite and the Death Road of Bolivia.

Other highlights are the relationships made en route. Doolaard teams up with other cycle tourists at various stages, and has a potential journey-stopping romantic encounter in San Francisco. “I don’t want to, but I have to leave now,” Doolaard admits.

It’s not all open roads and freewheeling. In Mexico City, Dolaard’s bike is stolen while he is at the cinema. (Surly comes to the rescue and ships him a new one.) On leaving Mexico City, he hears news of two cyclists who look to have been “deliberately robbed and murdered” close to where he is heading. Serious decisions have to be made.

Details

By: Neil Carter

Publisher: Bloomsbury

Publishing

Price: £27.99 (paperback)

ISBN: 9781472572080

BEGINNING IN THE late 19th century, Neil Carter’s book charts the rise, fall and rebirth of cycling’s presence within society, charting its complex social and cultural interactions with gender, class, sport and the environment. Carter argues “the act of riding a bicycle is in itself a political gesture”. It’s hard to disagree. Cycling and the British is a complete work for anyone looking to appreciate cycling’s position within our social fabric and the lives of people it changes and defines. It helps us grasp the events of the past to better understand the world we live in.

Zak Viney

Cycling Cafés

Details

By: Kitty

Pemberton-Platt

Excerpts

You can read excerpts from some of the books that Cycle has reviewed at cyclinguk.org/ cycle-book-excerpts

The book is more about the journey than the destination. As Doolaard puts it: “Not only am I travelling slowly, I am choosing to stop and settle in places along the way… to take part in the same pattern of life everybody else follows.” It is some journey, and following Doolaard along it is fascinating.

Jordan Matthews

Publisher: Apres Sport (apressport.co.uk)

Price: £30

ISBN: n/a

MANY CYCLISTS BEGIN, stop mid-ride or end up at a cycling café to enjoy a coffee and a slice of cake. This book highlights 22 cycling-themed cafés in England and Wales, with a few suggested routes if you wish to give one a visit on your next ride. It includes each café owner’s story about why they opened, how they serve the cycling community in their areas and why they can be a hub for those who enjoy cycling while providing exquisite food and drinks to refuel. Literally a coffee table book for cycling enthusiasts.

Mo Halloum

THIS MONTH BARRIERS TO CYCLING, TRAINS AGAIN, FIRST AID FOR CYCLISTS, LONG COVID, SADDLE COMFORT – AND MORE

Get in touch

LETTERS are edited for space, clarity and, if necessary, legality. The editor reads and automatically acknowledges all letters but publishes only a selection. Feedback for the next issue must arrive by 31 August. Please include your membership number.

WRITE TO: Letters, Cycle, Cycling UK, Parklands, Railton Rd, Guildford, GU2 9JX or email editor@cyclinguk.org

RAILING AGAINST TRAINS

Letter of the month

REMOVING BARRIERS

At Wheels for Wellbeing, we were really pleased to see your ‘Dangerous Bollard’ response (in Cyclopedia in the June/July issue) emphasise the hazard created by unnecessary bollards and other barriers on cycle paths.

A single pinch-point can be journey ending for a disabled person. For example, in the photo published with George Wormald’s letter, the smooth tarmac widths to either side of the bollard appear to be less than 75cm wide. This is too narrow for many tricycle, handcycle, wheelchair and mobility scooter users to negotiate without risk of tipping over – and is less than half the 150cm minimum access width that is required by both the Scottish Cycling By Design (2021) guidance and the UK Government’s Cycle Infrastructure Design guidance LTN 1/20.

Win

Using the Equality Act, disabled cyclists have had chicanes, A-frames and bollards removed. Only disabled people and people indirectly affected by disability discrimination can use this option – but it’s time consuming, emotionally draining and expensive. Non-disabled people could help by:

1. Assisting with paperwork;

2. Publicly supporting barrier removal;

3. Helping fundraise to cover costs;

4. Providing practical and emotional support.

Our Guide to Inclusive Cycling has more details: wheelsforwellbeing.org. uk/campaigning/guide/.

All disabled people and non-disabled allies are welcome to join the Disabled Cycling Activists Network. Contact kate@wheelsforwellbeing.org.uk

Together, let’s #BashTheBarriers

Kate Ball

The letter of the month wins a set of Trace and Tracer Mk2 DayBright lights, courtesy of Exposure Lights. These small (35g), rechargeable lights are ideal for urban riders or any cyclist wanting to be seen easily: the front emits up to 125 lumens, the rear up to 75. Conspicuity is boosted by excellent side visibility and an optional DayBright pulse pattern. The casing is durably made from CNC’d aluminium and is waterproof to IP65. For details, or to purchase Exposure lights, visit exposure-use.com/Brands/Exposure-Lights

What a nightmare it has become taking bikes on trains! I have just completed a coast-to-coast route, and it was stressful taking the bikes on the train. Firstly, you cannot book on Northern so you do not know if you will be able to catch connections and complete your journey. If you can’t (like me), you then have the stress of getting on another train. When a train is cancelled (which also happened), it’s the same problem, plus you have to rebook the bikes.

Although one TransPennine train had good space for four bikes, the bike spaces were generally poor. Some were wheel hangers with no support for the rest of the bike. Unless things improve there is no encouragement for combining train and bike travel. What a shame.

Joanna House

PASS KEY

Grüezi! Being from mountainous Switzerland, the latest issue of Cycle was a treat. Sam Jones’s account of tackling the Wayfarer Pass satisfied the history geek in me, and Andrew Sykes climbing Swiss Alpine passes is definitely something I can relate to. However, not so much so since our offspring came and my fitness went. I am too timid to try the big passes again. Fortunately, the Cyclopedia Knowhow section has showed me a way out. After refitting my drop-bar bike, I will give the Furkas and Gotthards a go once more and gradually start climbing back into shape.

Martin Buehler

The stress begins

a set of Exposure lights worth £85

Right: Hardy Saleh. Top right: Alamy

FIRST AID FOR CYCLISTS

I was pleased to receive my June/ July magazine, and more so because it contained an article entitled ‘Crash Course’. Having recently been on a ride when one of our members was involved in an accident, I was keen to see if our post-crash actions were appropriate or could be improved. Sadly your article focused solely on the modern priority of blame, and gave no advice on how to look after our fellow rider until the ambulance arrived. Surely this is significantly more important than apportioning blame and seeking compensation? Any chance of an article which provides sound advice on how best to help/ keep alive our friends following a serious crash.

Wes Wilson

We’ve touched on first aid in the past, and there’s more online (cyclinguk. org/first-aid), but I’m wary of giving life or death advice in a relatively short magazine article. The necessary skills are best learned on a first aid course. I would, however, recommend the First Aid for Cyclists app from St John Ambulance: sja.org.uk/getadvice/free-first-aid-app/.

LONG ROAD TO RECOVERY

I read with interest the letter by former GP Stephen Taylor on long Covid (June/July issue). I agree that long Covid is essentially ME, as does Dr Charles Shepherd, Medical Adviser of the ME Association.

Stephen describes ‘many times’ his ME patients making good recovery within months. I do wish I – and many

people I have met with ME – had recovered in a few months. I became ill with ME in 1992 after a flu virus. This lead to medical retirement aged 38. It took 13 years for me to be able to cycle again at all. This was on an early throttle-drive e-bike.

The defining feature of ME (and long Covid, presumably) is post-exertional malaise. Cycling has to be within your present limits. A slow increase in duration and effort may work for you. If it doesn’t, listen to your body and cut back or rest. Doing too much, too early could cause a nasty relapse. The NICE guidelines on ME treatment were recently changed, removing ‘graded exercise’ as a treatment.

I would recommend joining the ME Association for excellent information on ME, now including long Covid. Visit meassociation.org.uk

Stephen Gray

CYCLING GLASSES

I use Bolle safety glasses from Screwfix. Mine cost £10.99 and have anti-scratch lenses, polycarbonate construction and UV protection. They also have Grade F impact protection (which is excellent). Screwfix do a multitude of different designs and prices start from £2.49.

Ian Wall

SITTING COMFORTABLY?

There’s an aspect of saddle position not mentioned in your article on comfort (cyclinguk.org/cyclemagazine/saddle-soreness-howdo-i-get-comfortable-saddle), and it fixed a long-term problem of mine. The solution came from a suggestion on the Cycling UK Forum.

I was never as comfortable on my left side as on my right while sitting down, and this had got worse, regardless of saddle type. The suggestion was to turn the nose of the saddle towards the sore side. This fixed the problem. The amount of turn was quite marked and is very noticeable when you look at it.

Humans aren’t exactly symmetrical. As another example, the natural turn of my feet on the pedals is: left foot slightly in, right foot slightly out.

Dr Garry Lee

Photo of the month

OVER THE TOP

I thoroughly enjoyed the article Wayfarer’s Wheel Tracks. I was surprised that it didn’t touch on the awful surface of parts of the route. Given that Wayfarer rode the route in 1919, shortly after he served in WWI, the condition of it today would probably give him flashbacks as some sections resemble a First World War battlefield more than a public road! The image of part of the route illustrates this. Mike Taylor

CYCLING UK FORUM

Get immediate feedback from other members at forum.cyclinguk.org. Here’s an abridged extract from a recent thread: cyclinguk.org/ touring-tyre-width

TYRE WIDTHS ON YOUR TOURING/ BIKEPACKING BIKE

Paradiddle: I’m thinking of going with 33-35mm tyres for the best balance between roads, unpaved paths, and the occasional gravel. What tyre width do you use for your main touring/ bikepacking bikes?

Cyclewala: 35-40mm. Semi slicks. Comfort for road, extra grip for mild off roading. Off roading involves gravel paths, hardpack. I find comfort is a big factor in touring.

WEBH: I used 35mm Schwalbe Marathons for the Ruta Vía de la Plata in Spain, mainly because it was what I had. Mix of off and on road, they were fine.

tatanab: 25-28mm. Cycle camping in western Europe, primarily back roads but with occasional forest tracks. I don’t have a machine that would take tyres much bigger than 30mm.

MrsHJ: Mine are 37-

622 Continentals on my hybrid/tourer. I’ve gradually gone wider as a lot of the long-distance routes now have gravel and crushed limestone sections.

pjclinch: It’s worth remembering that just about any general tour off road that’s gravel/ bikepacking territory will have been done by folks 50 years ago on Galaxies with skinny tyres we’d laugh at today.

Paradiddle: Thanks all. The takeaway so far is go with what you’ve got, people would’ve done it with skinny tyres in the past anyway. However, wider tyres provide more comfort, especially when the route has more off-road sections.

ciquta: I toured with everything from 38mm up to 70mm and I find the sweet spot for a heavyset guy like me (210lb) around 55mm. I don’t see how touring on 32mm could be a better choice vs 42mm on any of tour I’ve done.

Great Rides

TRAWS ERYRI

Cycling UK’s latest long-distance trail is a 200km epic across the mountains of North Wales. Sophie Gordon test rode it last September

Details

Where: North Wales

Start/finish: Machynlleth to Conwy

Distance: 201km

Photos: Sam Dugon Riding up Cwm Teigl from Llan Ffestiniog

Fighting for breath, I concentrated on keeping my pedals moving over the rocky terrain, trying to maintain enough momentum to keep the front wheel in a vaguely straight line. I could see the bright daylight breaking through the trees ahead of me at the top of the climb. Just a little bit further…

To my relief, the climb eased as I emerged from the forest, and I paused to take in the view. Across the valley to my left were the Rhinogydd hills. The shining expanse of Llyn Trawsfynydd reservoir lay below me, with its hulking decommissioned nuclear power station looking out of place on the far side. Ahead, the gravel track of the Sarn Helen Roman road curved around the hillside, leading down towards the water. Not far to go now. One more photo, then I let my wheels start rolling downwards to enjoy the swooping descent into the valley.

That was one of those days on a cycling trip where by the time you reach your overnight stop, the morning feels a world away. We might have ridden fewer than 40 miles but the steep climbs, challenging terrain and contrasting landscapes made it feel like we’d travelled much further.

Five of us were test riding the Traws Eryri (Trans Snowdonia) trail, created by Cycling UK in partnership with Natural Resources Wales and launching at the end of August. Starting in Machynlleth, the trail wiggles its way through the spectacular mountains and forests of North Wales

to finish at the sea beside Conwy Castle. While most of the route uses existing bridleways, forest tracks and cycle paths, a few sections required negotiating permissive access with landowners to be able to ride through amazing areas that would otherwise be unavailable to bikes.

CADAIR IDRIS AND COED Y BRENIN

We’d started the day in Machynlleth, at the southern end of Eryri (Snowdonia) National Park. A fairly gentle first few miles meandering beside the river eased us in for a steep zig-zag climb up into the forest. Then we were out into the open and it felt like the adventure had properly begun, as we headed through the hills on undulating gravel tracks skirting around the western bulk of Cadair Idris. Rounding a corner, we could see the sands of the Mawddach Estuary laid out below us. We dropped down to the beauty spot of Cregennan Lakes, where we encountered the first other people we had seen that day.

After looking down from high above, we were now gliding along the Mawddach Estuary Trail, smiling at kids wobbling along the path. The tide was low, and we lingered taking photos of the swirly patterns of silver water on sand. Eventually our rumbling stomachs prompted us to press on to Penmaenpool, where Phill from MTB Cymru was waiting with our lunch by the historic toll bridge. Normally I’m a bit of a purist about cycle trips: I like to know that I’m carrying all the gear I need – a tortoise with my house on the back. For this one I’ll admit I appreciated being supported by Phill. I’ve done several off-road trips but I’m not the most confident mountain biker, and being able to

Starting in Machynlleth, the trail wiggles through the spectacular mountains and forests of North Wales

SOPHIE GORDON Cycling UK campaigns officer

Below: Gwydir Forest Right: Mawddach Trail by the estuary

Fact file

Traws Eryri

Distance: Full route is 200km (125 miles), with 4,710m of ascent. We tested a slightly longer version.

Route: Across Eryri from south to north. Machynlleth to Conwy via Mawddach Estuary, Coed y Brenin, Betws-y-Coed and Bethesda. A mix of forest tracks, bridleways, byways and quiet roads.

Conditions: Warm and dry. Rugged terrain in places. Getting there: Machynlleth and Conwy both have train stations. There are others at Blaenau Ffestiniog, Betws-yCoed and Bangor.

Accommodation: We stayed at Treks Bunkhouse in Llan Ffestiniog and The Rocks hostel in Capel Curig.

Bikes & kit: Hardtail mountain bikes were ideal. Gravel bikes would be possible but involve more pushing. Bikepacking bags recommended to avoid pannier racks rattling loose. Pack light!

Maps/guides: OS Landrangers 135, 124 and 115. There will be a route guide on the Cycling UK website. I’m glad I had: Low gears, swimming stuff Next time I would: Include a few more detours on the MTB trails through the forest trail centres

Further info: Be the first to hear when the route launches at the end of August and get the chance to win £280 worth of Alpkit bikepacking gear: experience. cyclinguk.org/trawseryri-learn-more

tackle the steep climbs and some of the more rocky descents without a fully loaded bike made a huge difference. With our guide Polly leading the way, we knew we were in safe hands.

It was a good job we had refuelled, as immediately afterwards we were faced with a punishingly steep climb on a tiny lane up Cwm Mynach, which translates as Valley of the Monks (although we didn’t spot a monastery). Polly’s local knowledge came in handy for a few short detours to incorporate some of the mountain bike trails at Coed y Brenin.

This sparked some discussion about the different ways of riding Traws Eryri. At one end of the scale, you could do it as a fully loaded bikepacking trip, sticking to the main route along the forest tracks. At the other end, you could ride it supported and spend some more time exploring the more technical trails at the various trail centres along the route. I found myself wanting to try it both ways, for two entirely different experiences.

ICE CREAMS IN BETWS-Y-COED

That second morning, Eryri blessed us with crisp September sunshine and ever-changing patterns of light and shade on the hills as we climbed a lane curving up the valley, taking frequent opportunities for a breather to turn back and admire the view. The bit we couldn’t see, hiding behind the hill to our left, was Manod Quarry.

During WW2, the underground chambers of the quarry acted as a repository for the National Gallery, with priceless artworks evacuated from London and hidden deep in the mines, safe from German bombs, a secret arrangement that continued into the Cold War. The Llwybr Llechi Eryri (Snowdonia Slate Trail) walking route passes through the old quarry, and Cycling UK is in discussions about potential landowner permissions for the Traws Eryri trail to follow the same line. Riding through here would be an incredibly atmospheric way to appreciate the impact that slate mining has had on the landscape of this area. For now, though, we skirted around the quarry on the road to reach Penmachno.

No time for a rest on the other side: we had to push on up another bottom-gear climb into the forest. We were aiming for lunch in Betws-y-Coed, which didn’t look far, but the constant ups and downs of the forest tracks made progress slower than expected. We were relieved when Phill appeared to meet us (along with trail dog Suki), saying we didn’t have to make it that far as he had sandwiches for us around the corner.

Finally, we made it to Betws-y-Coed for a midafternoon ice cream. The square bustling with people was a bit of a shock, having seen almost no one all day. We were staying just a few miles away in Capel Curig but the straight-line option would have been too easy. We had another climb waiting

This photo: Riding through the spectacular Nant Ffrancon valley en route to Bethesda. The pass was used in the 1968 film Carry On up the Khyber

for us, up through Gwydir Forest. The forest was fairly open in places, revealing stunning views of the surrounding mountains. We were rewarded with a long descent into Capel Curig, as the afternoon light turned golden around us.

When we reached the bottom, there was one thing left to do: a quick swim in the lake to soothe tired muscles. It was one of the most scenic places I’ve ever swum, looking out across the lake to the Yr Wyddfa (Snowdon) horseshoe as the sunlight glimmered across the water.

BETHESDA, BANGOR AND A ROMAN NON-ROAD

The final day was into more familiar territory for me, as I’d ridden part of it on a previous trip, but it still took my breath away. The constantly changing light patterns playing across the formidable steep mountainsides of Tryfan and the Glyderau to the left and the Carneddau soaring away to the right were stunning.

Gliding further down the valley, the mountains became man-made: towering piles of slate surrounded us as we zig-zagged through the Penrhyn slate quarries at Bethesda. It was a visceral reminder of just how big the industry was in this area. These slate quarries used to be the largest in the world at the end of the 19th century, and now

form part of the Slate Landscape of Northwest Wales World Heritage Site.

Our gentle descent ended abruptly as we approached the coast near Bangor, and then turned inland to give the legs a rude awakening with a steep road climb. A tree-lined stream valley opened out to become a wide gravel track contouring along an open hillside, with amazing views out towards the North Sea and Ynys Môn (Anglesey).

If you looked beneath the incongruous line of pylons, this track had a timeless feel to it. It used to be a Roman road. However, despite being travelled by people for millennia, this route is bizarrely not a public right of way. Cutting across land which has open access rights for walking, it’s the kind of route which you logically ought to be able to cycle on. The Welsh Government has recognised that, and made a commitment in 2019 following Cycling UK’s Trails for Wales campaign that it would make changes to enable people to explore the countryside more easily – including allowing cycling on existing tracks and paths across open access land, such as this one. (See cyclinguk.org/ blog/trails-wales-time-reignite-campaign.) Unfortunately, that commitment has not yet translated into change on the ground, and it proved difficult to identify who owned this area of land to try and secure permissive access to include the Roman

Towering piles of slate surrounded us as we zig-zagged through the Penrhyn slate quarries at Bethesda

Clockwise from this photo: Coed y Brenin. Hill between Llyn Crafnant and Capel Curig. Three different perspectives of Gwydir Forest

road on the route. For now, we’ve had to leave out this short section and use the coastal cycle path instead.

ACCESS CONUNDRUM NEAR CONWY

The Roman road turned into a beautiful descent down the hillside, straight towards the sea. We felt triumphant as we approached the coastline and the finish. Our excitement was premature. The route swung right as we turned inland once again. Conwy Mountain stood between us and the end. One last big climb then… It was breathtaking in all senses of the word. We made our way through a landscape woven with legends, full of stone circles and burial mounds.

The trail we were following also had a somewhat mythical character to it, becoming fainter until we could no longer see where it went. Ride leader Polly checked the map, frowning in confusion. “This must be the way,” she said. “It shows the byway going straight ahead, and that track to the right is the footpath.”

A conundrum: a hike-a-bike section following an invisible path through boggy heather, or a rideable, well-surfaced path where we would have much less impact on the ground, but which didn't technically have access for cycling?

We opted to stick with the non-existent byway, hoping that it would choose to emerge at some point. It didn’t – we just got wet feet. Information about who owned this land proved equally elusive, so we haven’t been able to ask permission to use the footpath for Traws Eryri and for now have to direct cyclists along the soggy byway.

Tricky bit negotiated, this time it really was the final stretch, swooping past the dramatic Sychnant Pass and down into Conwy. A curve around the estuary cycle path, and suddenly the majestic sight of Conwy Castle came into view to mark the end of our journey. It had been a spectacular few days of journeying through epic mountain landscapes. With several thousand metres of climbing in the legs, we were ready for a rest, if reluctant to leave it all behind.

It’s not the end of the story, however. Traws Eryri is a beautiful route, but a few small changes could make it even more memorable. Cycling UK will continue working to improve it – in the short term, by hopefully agreeing those elusive permissive sections, and in the long term, by campaigning for access reform to be implemented. I’m excited to see it develop.

Trails for Wales

In the last issue of Cycle, we mentioned that we were reinvigorating our Trails for Wales campaign to increase access to the countryside. Since then, we’ve published a report outlining the benefits that increased off-road access for cycling would bring for health and wellbeing and for the rural economy. We’ve delivered it to Members of the Senedd to remind them why being able to access the outdoors is so important.

During Bike Week, we were outside the Senedd with an enormous map of Wales to launch the report, and to talk to MSs about rights of way in their constituency and how access could be improved. There were some good conversations with supportive politicians, which stands us in good stead to continue building the political will to make some progress on widening access to the countryside.

cyclinguk.org/ press-release/ finish-job-accessreform-welshgovernment-told

Clockwise from top left: On the way to Capel Curig. Nant Ffrancon valley. The finish at Conwy Castle. Hillside above Llanfairfechan

TOM M C DONOUGH Journalist & Cycling UK member

When I saw the masked man checking out a second row of bikes I knew something was up. A theft was imminent, I thought, and it was my duty to do something about it. I’d noticed the same man a little earlier that evening while I’d been running laps around a local park. He’d been leaning against a bench, staring at the bicycles locked up outside a swimming pool. On each of my first three circuits, he’d been standing in the same place, his gaze unwavering.

In the gloom of the February evening, I’d just about been able to make out his eyes and some locks of long, black hair jutting out from under his Americanlorry-driver-style baseball cap. His apparent interest in the bikes and his donning of a face mask outdoors – at a time when Covid rules only required us to wear them in confined spaces – had made me suspicious of his intentions.

When I’d completed my fourth and final lap and seen he was no longer outside the pool, relief had washed over me. I’d been telling myself I’d have to take action if he was still there. His

departure meant I could remain safely within my insular Londoner’s bubble. But now I was on my way home and here he was again, hovering around a bike rack in an alleyway behind a pub, about 800 metres away from where I’d first spotted him. My chest tightened and my head began swimming. I didn’t know what do to. I could talk to him, but what would I say? And what if it led to a fight? I could dial 999 but there was no emergency and no crime being committed yet either. Dialling 101 also felt wrong; it usually just refers you to a vreporting website.

CAUGHT RED-HANDED

In the end, I shadowed the man for some time, walking in repeated loops up the alleyway and around the surrounding streets until, finally, I spotted him working at someone’s wheel with a silver spanner. Now that a crime was actually taking place, a 999 call felt more justified. Less than two minutes after I’d dialled the number a police van came screaming past me.

Concerned they might arrest the wrong person, I doubled back again and saw my man in handcuffs. Satisfied, I ambled home, only to be called straight back to the scene by the police. If I gave a statement and showed up in court, they said, we’d have a watertight case. I’d witnessed the man starting to take the wheel off, they’d caught him with the removed wheel in his hand and, to top and tail it, the owner had shown up shortly after the arrest and confirmed he hadn’t asked anyone to dismantle his bike.

While giving my statement, I asked the police some questions that had been on my mind. Did the man have a knife on him? Should I have confronted him? Was 999 the right number to call? Might he hunt me down? No, they said, he hadn’t had a knife on him and nor was he the type who’d attack me later either; he was just looking for his next fix. And I’d done

GETTING A BIKE THIEF ARRESTED AND CONVICTED IS JUSTICE THAT MOST CYCLISTS CAN ONLY DREAM ABOUT. CYCLING UK MEMBER TOM M C DONOUGH GAVE IT A GO…

Left: iStockphoto.com

the right thing by dialling 999 and not confronting him. Why, they asked, would you want to put yourself at risk for the sake of someone else’s bike?

This advice chimes well with the official police guidance on what to do in situations like the one I found myself in.

When I was carrying out research for this article, Pete Davey, a Metropolitan Police media and communications manager, told me: “As with any crime, if someone witnesses a crime or suspects one is about to be committed, they should just call the police.”

He added: “The Met takes every incident of bicycle theft seriously and recognises the distress this crime causes its victims. When a report is received, officers will carry out every reasonable line of enquiry to recover the property and bring any suspect to justice.”

GETTING AWAY WITH IT

Unfortunately, however, bike theft victims see justice done in only the very rarest of cases. Home Office data (gov.uk/ government/statistics/police-recordedcrime-open-data-tables) shows that of the 78,619 bicycle thefts reported to the police in the year to September 2022, no suspect was identified in 83% of cases and only 1.3% resulted in someone being charged or summonsed.

If these statistics make for bleak reading, they’re not quite as shocking as those on convictions. Ministry of Justice

records (gov.uk/government/statistics/ criminal-justice-system-statisticsquarterly-june-2022) show that in the five-year period between June 2017 and June 2022, just 159 people (out of roughly 350,000 bike theft cases) were found guilty of bike thefts and only two of these were given immediate custodial sentences.

The truth is that the vast majority of bike thieves operating in England and Wales today can ply their trade with impunity. For them, their crimes are consequence free. The same cannot be said, of course, for the victims.

Keir Gallagher, Cycling UK’s campaigns manager, told me: “Bike theft is sometimes perceived as a petty crime, but it actually carries a huge social impact, putting many people off cycling altogether and deterring others from cycling as often as they’d like to if they think their bike may be at risk.”

He added: “Local authorities, workplaces and businesses can do more to ensure everyone has access to secure cycle storage, but until criminals believe there is a genuine risk of being caught, this scourge will sadly continue.”

Even in my case, the offender somehow escaped a guilty verdict for bike theft. He was, however, given a 22-month prison sentence for being in possession of a spanner within the Highbury area of north London. A prolific thief, he’d been banned from entering several postcodes with the tools he habitually used to steal bikes.

The offender appealed against this sentence, thereby obliging me to attend court again, this time to engage in a verbal sparring match with his lawyer about the type of tool he’d been using. Fortunately, my version of events was accepted by the three judges.

Lock it and/or lose it

Any lock can be broken. Some years ago Cycle ran a feature called ‘Gone in 42 seconds’. That was the time it took for us to break the toughest Sold Secure Gold lock we had. It’s nevertheless worth making your bike as secure as you can.

● Whenever possible, store your bike behind a locked door. This is easiest with a compact folder such as a Brompton, which can be carried indoors with you.

● Avoid leaving your best bike locked up on the street. Use a cheaper, tatty-looking hack bike instead, such as a secondhand one (cyclinguk. org/cycle-magazine/can-youbuy-decent-bike-ps100).

● Lock your bike through the frame to a solid piece of street furniture, in clear public view, whenever you turn your back on it. In high-crime areas, use two locks: a D-lock and a heavy-duty chain.

● Prevent the piranha theft of parts by swapping quick releases for security bolts and skewers from Pitlock (pitlock.de/en), Pinhead (pinheadlocks.com/shop/en/) or Hexlox (hexlox.com) – or at the very least use Allen bolts.

● Use good-quality, Sold Secure Gold- or Diamondrated locks from specialist lock brands such as Abus, Hiplok (members get 20% off), Kryptonite or Squire.

Short D-locks offer the best balance between portability and protection, as the smaller shackle is harder to attack, while massive chains with a ground or wall anchor are best for home use.

For more on bike security, see cyclinguk.org/blog/ guide-locking-your-bike

Lock your bike whenever you’ll turn your back on it

Right: Robert Spanring

Right: Paul Jefferies

UNFORTUNATELY, HOWEVER, BIKE THEFT VICTIMS SEE JUSTICE DONE IN ONLY THE VERY RAREST OF CASES

JUSTICE DONE – FOR ONCE

In one way my story is an exception to the rule, but in another it merely proves how difficult it is to obtain a guilty verdict in cycle theft cases. But having heard stories about victims locating their stolen bikes online or in secondhand shops, I wondered if the police could do more to identify culprits and reunite people with their lost possessions.

Keir Gallagher believes there is certainly scope for improvement. “It is entirely possible to identify and charge bike thieves,” he said, “and although we acknowledge the limitations on police resources, with more than half of stolen bikes being sold online, there is clearly scope for improved targeting of online marketplaces to identify and prosecute serial offenders and organised criminals.”

For the police, however, a key part of the solution rests with individual cyclists. Pete Davey told me: “Anyone who owns a bicycle is urged to get it registered at BikeRegister. This helps officers return stolen property to its rightful owner, and it also helps to bring prosecutions.” (Cycling UK members get 15% off BikeRegister kits – see cyclinguk. org/member-benefits .)

Meanwhile, James Brown, managing director of BikeRegister, said: “Only 5-10% of bikes in the UK are registered

and therefore thieves know they will probably get away with it if they’re caught in possession of a stolen bike.” He added that bikes labelled with a BikeRegister marking kit are 83% less likely to be stolen than unmarked bikes.

As I write this article now, I am sitting in the British Library wondering if my touring bike, which is security marked, will still be where I left it when I finish here. This is an anxiety I feel every time I leave my bike outdoors, even though I use three locks to secure it and its Brooks saddle.

By catching a bike thief in the act and reporting him, I felt I was exacting a measure of revenge on behalf of myself and all other cyclists for the angst many of us endure on a regular basis, not to mention the practical and financial problems we face when our bikes are stolen.

In court, though, I once felt a twinge of regret about my actions. It happened when an exhausted and defeatedlooking middle-aged woman, who was the only person in the visitors’ gallery, looked at me with hangdog eyes for a long 20 seconds as I strode towards the exit. Guessing the woman might be the offender’s mother, I mused that I’d just inflicted a wound on a family that may not have enjoyed huge amounts of good fortune.

Still, if the truth be told, it was only the briefest of twinges. I soon returned to feeling satisfied at having seen justice done.

Ensure you’re insured

Sadly, most stolen bikes are not recovered. As well as securing your bike with the best lock available to you, it makes sense to take out insurance. Yellow Jersey cycle insurance covers theft and accidental damage, and Cycling UK members, like Bill Clegg, save £50 on an annual policy. When Bill suffered a buckled front wheel in a minor accident, he was advised by Yellow Jersey customer service to have the fork checked too. It turned out to be damaged and was replaced the following day at his local bike shop, who were also able to rebuild his wheel. Bill was delighted to be back pedalling so quickly: “Fantastic service! Thank you to Cycling UK for securing a discount on the policy and thanks to Yellow Jersey for getting me back on the road so speedily and safely.”

For more on insurance, visit cyclinguk.org/insurance

Two locks is safer in high-crime areas

BIKES LABELLED WITH A BIKEREGISTER MARKING KIT ARE 83% LESS LIKELY TO BE STOLEN THAN UNMARKED BIKES

Right: Robert Spanring. Left: Alamy Registration helps deter thieves Right: Alamy.

Britain’s top pub ride Weekender

Rob Ainsley rides 70 miles (mostly) downhill from Britain’s highest pub in the Yorkshire Dales to its lowest on the north-east coast

Ah, the pub ride! How British. Often an easy-going summer evening jaunt with friends to a country inn and back. But Britain’s ultimate pub ride is a bit different. The top pub – in altitude, anyway; it’s in Guinness – is the Tan Hill Inn. The rugged stone tavern stands isolated, 528m (1,732 feet) up on a Yorkshire Dales moor-top, with drone-like views over the northern lowlands.

I’ve cycled there many times. It’s a grand climb up from Swaledale – and a grander freewheel down to Reeth’s picnic-perfect green.

But the lowest? Debatable. I decided on Marsden Grotto, a beachcave gastropub that's 0m (0 feet) above sea level, just north of Sunderland. It’s so low that a lift takes you and your bike down from the clifftop to the water’s edge.

Why that one? Because it makes a highest-to-lowest, ‘ultimate pub ride’ of about 70 miles. Essentially, this follows Sustrans’s Walneyto-Wear (W2W) coast-to-coast route through rough-hewn northern hillscapes – much of it car free on rail-trails or quiet roads. (If in doubt while navigating, follow W2W signs.) It follows the prevailing westerly, and – in principle – is downhill all the way.

Tan Hill’s legendary remoteness makes it a vibrant social hub, with live music, food and accommodation. But the route is also an overview of the North East, from summits to seasides, tough farmland to gritty industry, and historic honeypots to post-industrial challenges.

And it’s weekendable without a car. Train to Kirkby Stephen, cycle to Tan Hill, stay; next day cycle to Marsden Grotto, train back from Sunderland. It's a freewheeling celebration of that British icon, the

Cheers!

Rapha

Pennine Rally

300-mile bikepacking event visits Tan Hill. cyclinguk.org/blog/ great-rides-raphapennine-rally

pub.

ROB AINSLEY

Rob collects international end-to-ends and blogs about rides in Yorkshire and beyond at e2e.bike

Top to bottom: Between Tan Hill Inn and Reeth. Tan Hill Inn. Bowes Museum in Barnard Castle. Sunderland

Weekend ride

BRITAIN’S TOP PUB RIDE

Start/finish: Tan Hill Inn, North Yorkshire (NY 896 066) to Marsden Grotto, Tyne & Wear (NZ 399 649).

Maps: OS Landranger 92; 93, briefly; 88. Ride length: 111km (69 miles) – or 137km (85 miles) between Kirkby Stephen and Sunderland train stations. Climbing: 700m (2,300ft), not including the climb from Kirkby Stephen to Tan Hill, but 1,300m (4,260ft) of descending. Bike type: any. Ride level: regular in 1-2 days, beginner in 2-3 days. GPX file: cyclinguk.org/weekender-top-pub-ride

1

GRAVEL TRACK

About 4km (2 miles) after leaving Tan Hill, look out for the rusty post on the left bearing only a sign back to Tan Hill. Turn left (north) onto the gravel track. It plunges you thrillingly down from the windswept moor-top to those green plains you saw from the pub.

44 cycle AUGUST/SEPTEMBER 2023 WEEKENDER NORTHERN ENGLAND

2 Barnard Castle

If your eyesight’s up to it, admire the castle and the market cross. Tan Hill Inn breakfast worn off? Snack here. Follow signs for NCN165/ W2W east past stately Bowes Museum, a bit of Versailles in North Yorkshire. At Whorlton, follow NCN715/W2W.

3 Bishop Auckland

Still following W2W signs, the approach to the town is on patchy bridleway. Keep faith: the uneven or muddy bits don’t last long. Cross the river via the Newton Cap viaduct and join the decent rail-trail that runs almost all the way to Durham.

4 Durham

6

5 Sunderland

6

MARSDEN GROTTO

A car park and functional-looking white building are actually the entrance to the pub way below. Take the lift down and wheel your bike out to the patio, right on the beach, by smugglers’ caves and monumental, seabirdinfested rock stacks. Any lower down and your feet get wet. Maybe treat yourself to dinner and a drink. Sunderland station is five miles back the way you came.

Crown copyright 2023 Ordnance Survey. Media 021/23. Photos by Rob Ainsley

CYCLING CHAMPIONS

This summer saw the return of Cycling UK’s Going the Extra Mile Volunteer Awards. Julie Rand presents the winners

After a break of a few years due to the pandemic, this June saw the return of our annual Going the Extra Mile Volunteer Awards. The slimmed-down format had just four categories open to anyone connected with Cycling UK: most inspiring individual; most inspiring group; most inspiring campaign activity; and most engaging volunteerled event.

We wanted to celebrate the diversity of our activities and recognise those outstanding individuals and groups whose commitment to encouraging millions more people to cycle supports Cycling UK’s vision of a better world by bike.

It was difficult to single out winners from the dozens of impressive and thought-provoking submissions received. The shortlist (see ‘And our runners-up were’) consisted of those who had received the most outstanding nominations and best reflected the different ways in which our members, volunteers and supporters contribute to the charity’s mission and incorporate our values.

MOST INSPIRING INDIVIDUAL

Kim Suleman from Cycling UK-affiliated group Linskill Riders Community Cycle Club (CCC)

We were inundated with people wanting to pay tribute to Kim, who only took up cycling in March 2021 aged 61, despite having to overcome spinal injuries. “Kim worked hard to get herself out and about on her bike,” one of her nominations said. “She is an enthusiastic and supportive member of our CCC. She only qualified as a ride leader last year but hasn’t looked back. Not only does she help facilitate rides, she also now regularly leads her own. Kim is an inspiring, very motivated volunteer, and she works hard in her role as a group leader.”

Linskill Riders was set up as a Cycling UK CCC in April 2021 under the umbrella of the Linskill and North Tyneside Community Development Trust (a registered charity). It is based at a community centre in North Shields. The club delivers basic maintenance lessons, learn-to-ride sessions, regular monthly rides and takes part in our Big Bike Revival.

Kim organises several rides each week, devoting 8-10 hours to the group. It means that people have more rides to choose from, and those who live on their own have the opportunity to ride in a group and make new friends.

Kim said: “I am very humbled and surprised that people have taken the time to nominate me. I had been there with the wobbles and knew if I could do it, so could everyone else, with a little encouragement. I completed a Cycling UK ride leader’s course, which boosted my confidence.

“I love volunteering, meeting people from all walks of life. I have become a more assured cyclist and enjoy giving a little of my time to ensure the members of our group keep on cycling.”

Clockwise from top left: Kim Suleman (yellow and white top) with the Exhibition Park group; (centre) with Lucy Fenwick and Bill Goldsmith; (third from left) with the Roker team; and (third from right) with the Kirkley group

MOST INSPIRING GROUP

Cycling Minds CCC

Cycling Minds is also based in the north-east of England and part of the England-wide network of Cycling UK Community Cycle Clubs. It was funded by a grant through the Sport England Together Fund, which is supporting the running and development of the Link Community Cycle Hub in Hexham.

Cycling Minds’ slogan is: ‘Connecting, empowering and healing people and communities through cycling’. The club only started in April 2022 but has already achieved so much. It uses cycling to support young people who may be from disadvantaged backgrounds and who may struggle to engage with society and the job market.

Nominating the club for the award, its supporters said: “Cycling Minds offers great and wide-ranging services from training, e-bike hire and guided rides to workshop provision. They are lovely people doing great work and have made a significant contribution to the local community, having a very positive impact on wellbeing and mental health through encouraging more people to cycle.”

They singled out founder Toby Price for praise: “He has worked tirelessly to establish this project and is passing on his extensive cycling knowledge to young people and other volunteers… Toby is making a difference for many beneficiaries of his services, and is a beacon for cycling in Hexham.”

Toby, who has experienced mental health difficulties himself, said: “Cycling Minds is not just a cycling club. It has launched its own charitable e-bike ride and workplace training programmes, run lots of events for Cycling UK and other organisations, installed two public bike repair stations for people to use (with another two on the way), serviced hundreds of bikes and refurbished and sold many more.

“It’s great to see our work being noticed, especially as a new organisation. We have plenty to be proud of since we launched, although it has been an uphill battle with lots of challenges along the way. Knowing an established organisation like Cycling UK recognises the value of what we have started makes all the hard work worthwhile.”

MOST INSPIRING CAMPAIGN ACTIVITY

Brian Shannon, Belfast Cycling Campaign Nominating Brian for his award, Cycling UK’s engagement officer for Northern Ireland, Andrew McClean, said: “Brian has been a Cycling UK Cycle Advocacy Network (CAN) local rep for the Belfast area for around one year now. He has put hours of volunteering into supporting Cycling UK event evenings and initiatives such as Belfast bike buses. He is also a founding member of the Belfast Cycle Campaign.

“On top of this, Brian has also pioneered the ‘Share our Cars Belfast’ scheme for residents to reduce the need for car ownership and car dependency. He has leafleted residents, been featured in our national media – both in print and on radio – lobbied the council and politicians in the Assembly for support and legislative change, and managed to get several groups committed to sharing their cars.

Above: Brian Shannon at Belfast City Hall after the ‘Ride on Belfast 2023’, and receiving a Cycling UK Certificate of Appreciation from Andrew McClean Below left: Start of a Cycling Minds ride, Tyne Green, Hexham, Northumberland

“Throughout this scheme, he has maintained his core message: car sharing is not a way to give more people access to cars but a way to get more people to walk, wheel and cycle for journeys where they do not need a car.”

Brian said: “I have been interested in solutions for climate change since I was a teenager. Being from a rural background, I had initially thought that our transport problems would be solved with technology so I bought an electric car.

“Over time, it became more apparent that we also need substantial changes to our personal habits. Knowing that widespread bicycle use could be a viable solution for most trips, I decided to focus on car clubs, raising awareness of how they can work together with public transport and active travel to solve our transport problems.

“I’m delighted that my efforts to improve the livability of our cities have been recognised by Cycling UK.”

MOST ENGAGING VOLUNTEER-LED ACTIVITY

Fife and Kinross Centenary Celebrations

To celebrate Fife and Kinross CTC’s 100th year in 2022, the committee, led by chair Linda Body, planned a series of events throughout the year. Events included a family-friendly treasure hunt, several longer group rides, a celebration dinner and even a traditional Scottish ceilidh. These events brought together members new and old to celebrate the years gone by and build excitement for the years ahead. Linda said: “The award is much appreciated. We certainly did put in quite an effort for our centenary year.”

CYCLING UK’S ROLL OF HONOUR

Cycling UK supports around 8,000 direct and indirect volunteers who are helping to make the world better by bike. All our award winners’ names will be added to our Roll of Honour and they’ll receive a Going the Extra Mile certificate.

Chief executive officer Sarah Mitchell said: “I am hugely grateful to the many dedicated volunteers who support the work of Cycling UK in so many big and small ways – campaigning, running our local clubs, leading health walks in Scotland, organising events, fundraising, acting as trustees… the list goes on. Particular thanks go to our long-standing volunteers who have dedicated many years, often decades, to Cycling UK’s endeavours. All of this makes a huge difference to getting more people cycling and showing the huge benefits riding bikes can bring to society.”

More information

Find out about the other shortlisted nominees, their achievements and our volunteering opportunities at: cyclinguk.org/volunteer

AND OUR RUNNERS-UP WERE…

The following individuals and groups made the shortlist for this year’s awards.

MOST

INSPIRING INDIVIDUAL

• Ahmad Zadeh, Bradford Capital of Cycling

• Jo Maw, CTC Swale

• Kim Suleman, Linskill Riders – WINNER

• Michelle Tonge, Horwich Ride Social

• Stephen Dee, British Cycle Quest Volunteer Validator

• Sue Booth, Chester Fabulous Ladies

• Sue Coles, Winchester CTC

MOST INSPIRING GROUP OR CLUB

• Chester Cycling Campaign

• Cycling 4 All Shropshire

• Cycling Minds, Northumberland –WINNER

• Horwich Ride Social

• Ride on Sistas, Leicester

• Women on Bikes, Liverpool

• Yate Community Bike Hub

MOST INSPIRING CAMPAIGN ACTIVITY

• Brian Shannon, Belfast Cycling Campaign –WINNER

• Meg Hoyt, North Belfast Cycling Campaign

• Richard Gale, MTB Guides Keswick

• Sue Coles, Winchester CTC

• York Cycle Campaign, 42 Ways to Transform York

MOST ENGAGING VOLUNTEER-LED EVENT OF THE YEAR

• Fife and Kinross Centenary Celebrations – WINNER

• Gridiron 100, Wessex Cycling

• Kiddical Mass, Guildford

Above, top down: Fife and Kinross’s centenary cake. Meet-up at Lochore Meadows on the Founders’ Run 2022. Chair Linda Body and treasurer Ian Nicol at the centennial dinner. Sarah McIlroy, granddaughter of founder Walter Browne, cuts the centenary cake

Great Rides

ASTRAY IN HARROGATE

Opposite Harrogate’s Convention Centre there’s a small brass plaque erected in August 1953 to celebrate CTC’s 75th anniversary. Known as the Bicycle Touring Club when founded in 1878, it became the Cyclists’ Touring Club, or CTC, in 1883. Since 2016 the 145-year-old body has been known as Cycling UK.

This route starts with a multi-use rail trail, has a steep climb to a one-of-a-kind quarry sculpture, and ends at a plush hotel intimately connected with the birth of CTC. Along the way, the route skirts Brimham Rocks, a natural wonder that has attracted day-trippers for hundreds of years. Pioneer cyclists certainly visited, paying sixpence for entry. (Today it’s free for those arriving at this National Trust site by bike.)

Harrogate was catnip to these pioneers. Accessible by train, it was a health resort with plenty of what a period cycling pamphlet described as “frolics”. CTC was one of many clubs which used to muster in Harrogate for a long weekend of rides, races and tent-based accommodation. The North of England Meet and Camp ran for more than

20 years but wasn’t initially held under canvas. Instead, the first few meets were hotel based. The original event HQ hotel still exists, and this is where the inaugural CTC members stayed in 1878.

Today the West Park Hotel welcomes cyclists. Its walls are adorned with cycle art, and there’s a penthouse suite dedicated to the Tour de France’s visit to the town nearly 10 years ago. But in 1878, back when it was the Commercial Hotel, all cyclists were banished after some tussled with troops. The 2nd West York Yeomanry Cavalry was in town to parade; pioneer cyclists were there to ride – and party.

Harrogate was the perfect location for circular day rides, including short ones to Knaresborough and longer ones to York, Ripon and beyond to the Yorkshire Dales. The minor roads on this ride would have been familiar to the pioneer cyclists. More usually they would have ridden on direct routes such as today’s A59. High-wheelers (almost all of whom were men) would have had this and other such main roads primarily to themselves because the motor car was yet to be born.

CARLTON REID Journalist and author. Carlton was the founder of the cycling trade magazine, BikeBiz

Cycling UK was founded in Harrogate in 1878 – and banished from its hotels thereafter. Carlton Reid explores the spa town's history and surrounding area

Photos: Carlton and Josh Reid

INTO THE HILLS

Starting at Harrogate Convention Centre, it’s a wiggle through town to an Asda car park and the start of the traffic-free Nidderdale Greenway. This rail trail leads out to Ripley and its triangular sculpture, which was erected for the Tour de France’s visit in 2014.

There’s little traffic on the country lanes north from Ripley, and it’s undulating before a descent into the Brimham Rocks enclosure. “Cyclists are welcome on [the] main track to the visitor centre,” says the National Trust website.

Leaving the site’s weirdly shaped rocks, more undulations lead to Pateley Bridge. Stop for refreshments: you’ll benefit from an energy boost because the road onward is a lung buster. Signs at the base of the climb warn of slow cyclists for two miles. (I felt I’d been seen.)

The destination is the compelling Coldstones Cut artwork, a monumental walled structure with a contemporary streetscape, built on the high and remote Greenhow Hill in 2010 by artist Andrew Sabin as a viewing platform over Hanson Aggregates’ road-stone quarry.

Victorian cyclists had a close affinity with road stone. They wanted smooth, firm road surfaces for their new pastime. Along with the forerunner to today’s British Cycling, CTC created the Roads Improvement Association in 1885, which lobbied for better roads several years before motorists took over the organisation. The cyclists’ desire for good roads had been there from the start, with the proposed Bicycle Touring Club seeking to provide wouldbe members with national information on road surfaces.

Takeaway time in Pately Bridge

THE BICYCLE TOURING CLUB IS BORN

Better roads and the other aims of the BTC were fleshed out by three young men beneath a spreading chestnut tree in Harrogate’s Spa Gardens over the August Bank Holiday weekend of 1878. On the Monday, the club’s first rules were accepted by the 50 or so high-wheeler touring cyclists who were part of the larger gathering of the clans that spent almost half a week in Harrogate for the second annual North of England Meet.

Harrogate’s Spa Gardens – sporting two bandstands, a skating rink, terraces and rose gardens – were at the rear of the Royal Spa Concert Rooms, or Spa Rooms. This classical-style building with Doric columns was the probable location for the club’s inaugural meeting. (An early history of the club says the meeting was held in a board room but doesn’t mention the venue; a linked mention of the Spa Gardens leads me to think the board room was in the Spa Rooms.) Demolished in 1939, the building’s plot and gardens became exhibition

Fact file Astray in Harrogate

Distance: 62km (38 miles).

Route: Start and end in Harrogate, looping out to Coldstones Cut via Pateley Bridge.

Conditions: Mostly tarmac roads, suitable for yearround cycling. Gravel track to Coldstones Cut.

Maps/guides:

Route plotted on OS maps using the Outdooractive iPhone app. GPX available here: bit.ly/ harrogate-ctc-ride

I’m glad I had: A drone for the spectacular reveal of Coldstones Quarry. Video by Josh Reid: bit.ly/astrayharrogate-video

Next time I would: Pay more attention to route profiles…

Further info: thecoldstonescut. org, nationaltrust. org.uk/visit/ yorkshire/brimhamrocks, Roads Were Not Built for Cars by Carlton Reid (pub. Island Press 2015).

Clockwise from top left: Where it all began. The Commercial Inn today. The West Park Hotel is dotted with cycling art. Brimham Rocks. Tour de France sculpture near Ripley

All cyclists were banished after some tussled with troops. The 2nd West York Yeomanry Cavalry was in town to parade; pioneer cyclists were there to ride – and party

grounds as the by now jaded spa town of Harrogate reinvented itself as a conference destination.

Today the site is the entrance to Hall M of the 1990sera Harrogate Convention Centre. The building’s Doric columns are reproductions; the originals were moved in 1964 to RHS Garden Harlow Carr on the edge of Harrogate, where they still stand today.

The first two North of England Meets were held opposite the Prince of Wales Hotel, a former coaching inn overlooking the western part of the Stray, Harrogate’s expansive grassy common. No doubt some cyclists stayed at this posh hotel (which was converted into residential flats in 1960) and others along the Leeds Road, such as the Coach and Horses, the Golden Lion and the Clarendon but, according to an 1890s pamphlet, it was the Commercial Hotel which was the club’s night-time HQ.

“The North of England Bicycle Meet took place yesterday at Harrogate under favour of fine weather,” reported the Leeds Mercury, August 1878. “The clubs mustered on the Stray, opposite the Prince of Wales Hotel, at half-past twelve,” continued the newspaper.

This army of cyclists, most dressed in the military-style uniforms favoured by early cycling clubs, were in town at the same time as the real army. “The 2nd West York Yeomanry Cavalry marched into Harrogate on Monday,” reported the Mercury.

HIGH WHEELS, HIGH JINKS

According to memories published 20 years later in a souvenir booklet, many of the cyclists, and some of the Yeomanry Cavalry, stayed at the Commercial. After midnight, the two groups fought a bruising mock battle at the head of the stairs, with mattresses erected for barricades and pillows deployed as feather-filled weapons. There’s no record of who won this battle but members of the Yeomanry discovered their tall boots filled with water the following day, and at least one of the cycling combatants was found comatose, wrapped in a ripped-down Union Jack.

These high jinks were booze fuelled (a Scottish club reportedly brought a barrel of whisky), and the resulting damage led to the banishment of cyclists from all of the hotels of Harrogate in subsequent years. Meets after that were held under canvas, with attendees sleeping in large tents in a field next to the town’s cricket ground. Squint and their view of the Stray remains. Imagine the grassy tract filled with flapping flags, tents and marquees, and high-wheel riders.

A high-wheel machine of a different kind can be found adjacent to Coldstones Cut: an oversized mountain bike built to celebrate the Tour de France’s passage through Yorkshire in 2014 and shod with gargantuan earthmover tyres.

West Park Hotel

The Commercial Hotel beside the West Park part of Harrogate’s Stray was built in 1838, replacing an earlier coaching inn on the Harrogate to Leeds turnpike road. It was renamed as West Park in 1899. The hotel’s flagship suite is the £300-per-night Le Grand Depart penthouse that commemorates the 2014 Tour de France kick-off stage, which finished metres away. Even though this hotel played a starring role during the foundation of what became Cycling UK, I haven’t found it mentioned in any cycling history book. www.the westparkhotel.com

Clockwise from top left: Nidderdale Greenway. Spruisty Bridge. Coldstones Cut. Nidd Viaduct

The hotel aims to offer bike hire

CYCLOPEDIA

Questions answered, subjects explained – Cyclopedia is your bimonthly cycling reference guide

commonly it can cause muscle cramps. The answer to your question is therefore: it depends. On a non-cycling day, keep to a healthy intake. When pushing hard in hot weather, be aware you will need extra salt to avoid problems.

Dr Kate Brodie

Technical

Under pressure

&

QHealth Take with a pinch of salt?

QANowadays we're advised to reduce our salt intake. I suspect this is based on the large amounts in processed food. Yet we’re also advised to use drinks containing extra salt to replace that lost in sweat during exercise. This seems contradictory. Are we cyclists likely to be consuming too much salt or too little? I occasionally get cramp while swimming or sleeping but my blood pressure is normal.

Gideon Reade

AYou are right, Gideon, that health experts advise us to keep the amount of salt in our normal diet to around 6g, or a heaped teaspoon, daily. Modern processed food and takeaways contain extra salt for flavour, and it is easy to exceed this without realising.

Excessive salt intake can lead to high blood pressure. Read more here: nhs.uk/live-well/eatwell/food-types/salt-in-your-diet/

When we are cycling hard we sweat and lose salt as well as water from our bodies. The World UltraCycling Association suggests that on a hot, humid day we may lose 12g of salt in six hours from sweating. Clearly this needs to be replaced, and the simplest way is to drink sports (electrolyte) drinks but also to add some salty snacks. The sports drinks will replace about half the salt we need and the snacks are needed for the rest. Low sodium can cause severe problems such as bloating, reduced urination, headaches and confusion. More

Your Experts

DR KATE BRODIE

Retired GP {Health}

RICHARD HALLETT Cycle’s technical editor {Technical}

QI have a KTM e-bike, which is the heaviest bike I’ve ever owned. I’ve found that unless the tyres are maintained at their maximum pressure of 60psi, I’m likely to suffer a puncture on a ride. Is this to be expected? I’m almost 15 stone. I changed the original Continentals to Schwalbe Marathon Plus a couple of years ago, which has made a difference. The tyres are for a 29 inch wheel.

Andrew Monaghan

AYou don’t state the width of your tyres, but assuming you are riding the 47-622 version of the Marathon Plus, the maximum pressure is 70psi. Inflating them to this pressure may improve matters, although your likelihood of getting a puncture may be due to local riding conditions and the presence of sharp debris rather than tyre pressure.

Richard Hallett

Technical

SRAM/Shimano compatibility

PAUL DARLINGTON Consultant solicitor, Cycle SOS {Legal}

QI have a SRAM 10-speed groupset on a road bike and need to change the cassette soon. It's £52 for the 11-36 SRAM 1050 cassette and only £28 for the Shimano 11-36 HG50. It seems to say online that SRAM/Shimano cassettes are cross compatible. But my local bike shop says it's best to stick with a matching SRAM cassette. Are they right or can I just use the cheaper cassette?

hoogerbooger, on the Cycling UK Forum

Right and opposite: Alamy

ASRAM and Shimano 10-speed cassette sprocket spacing is the same. You will have no problems using a cassette from either manufacturer in the other’s transmission.

Richard Hallett

Legal

Respecting boundaries

QWho is responsible for making the boundaries of properties safe?

After brambles sliced my ear and (more dangerously) cut my eye on rides and walks along roads and cycle paths, I voluntarily cut back brambles and wild rose stems overhanging boundary walls and hedges. In the 1960s we were told at agricultural college that landowners were responsible for making their boundaries safe. Landowners say it is the local authority’s responsibility. Who is right?

A D French

AThere is a distinction between highway authority (HA) land and privately owned land and vegetation. A dying tree on the HA’s estate must be dealt with if it can be shown that the HA knew or reasonably ought to have known of its condition. There’s an argument to say that duty should also involve privately owned trees within falling distance of the highway.

With regards to brambles, the best one could hope for is that the HA serves a notice on the landowner under S154 Highways Act 1980, requiring action to be taken to deal with hedges, trees and shrubs that overhang the highway. The current national code (‘Wellmanaged Highway Infrastructure’) addresses restricted visibility at access points, junctions and bends, as well as obstruction of traffic signs and lighting, but leaves the level of intervention to the individual HA, invoking a risk-based approach. The current code is a lot less prescriptive than its predecessor.

Vegetation only becomes actionable if it obstructs free passage along the highway. A dying or diseased tree may be less apparent than a thorny bramble, but it is the duty of the landowner or occupier of the land adjacent to the

highway to ensure that free (and safe) passage along the highway is not compromised.

If the HA, during its safety inspections or from information received from the public, concludes that vegetation is causing a risk, then it may serve a notice, but it would be difficult to pursue a claim against the HA on the basis of its failure to serve such a notice. A court would rarely find against a public body for a failure to exercise a power vested in it.

In summary: report it to the HA and request that it serves an S154 notice upon the landowner.

Paul Darlington

Technical

Fork torque

QI have a Dawes Horizon with a carbon fork and a front disc brake. The front wheel has a hub motor with a relatively low torque of 40Nm. I’ve heard that carbon forks shouldn't be used with motorised wheels. I would like your opinion.

Andy Prideaux

AThe bending force exerted on the fork blades and fork crown by a powered front wheel are lower than those generated by hard braking from a front disc brake, so a fork that has been built to handle the latter will be fine with the former.

However, a potential problem arises with the way the wheel drives the cycle. As with a hub gear, the wheel axle will try to rotate in its dropouts in the opposite direction to wheel rotation as drive torque is applied – in this case by the motor. It must be securely

anchored, perhaps by an extended slot in a dropout, to prevent this. Most carbon forks use aluminium dropouts that are glued, or bonded, into the blade tips. They are not designed to handle the powerful rotational forces generated by a front wheel hub motor, so while your fork may be fine, keep an eye on the dropouts for any indication of failure of the bonded joint.

Richard Hallett

Technical

Sidepulls & mudguards

QI have a 2007 Salsa Casseroll that came with Tektro 521AG brakes. It supposedly has clearance for 35mm tyres with mudguards. I'm looking to fit 32mm tyres with guards and would appreciate advice on which combination of guards and dual-pivot brakes will fit. The bike now has 28mm tyres and SKS 35mm guards. I suspect SKS 45mm guards won't fit. I'm looking at Kinesis Fend Off guards in 40mm size. Will a dual-pivot brake fit around that? Other mudguards to consider?

jackt, on the Cycling UK Forum

AAs a first step, measure the gap between the insides of the fork blades under the crown. This will show the maximum width mudguard that will fit without it being modified. Mudguards that are 40mm wide will give adequate clearance for 32mm tyres. If you have a taste for the exotic, Gilles Berthoud offers a 40mm version of its excellent stainless steel mudguards. The Casseroll has clearance for 32mm tyres with mudguards, so you should have no problem with that tyre size – although you may want to measure up before forking out.

Richard Hallett

Get in touch

EMAIL your technical, health, or legal questions to editor@cyclinguk.org or write to Cyclopedia, Cycle, Cycling UK, Parklands, Railton Road, Guildford, GU2 9JX. Cycle magazine cannot answer unpublished queries. But don’t forget that Cycling UK operates a free-to-members advice line for personal injury claims, TEL: 0330 107 1789.

Bike finder

Which bike should I buy?

Ask us at cyclinguk.org/bikefinder

Lightweight step-through hybrid

For: Victoria Lloyd-Gent, age 49, from Durham. Bike needs: Commuting to work, including nursery drop-off (child seat). Trips to local shops, etc. Recreational riding, occasionally using a bike trailer. Holidays/cycle touring. Must haves: Step-through frame. Robust. Lightweight. Pannier rack. Space to attach child seat. Space to fix front panniers/basket if rear rack used for child seat. Budget: £1,000.

Matt Lamy

Because you mentioned you’re planning to load the bike up with a bit of kit – and other more precious cargo – I’ve decided to prioritise two of your requirements: rack mounts and braking performance. There are plenty of step-through frames out there, but relatively few of them have both front rack mounts and disc brakes.

In terms of global brands, the Trek website is the best place to start. If you want to use almost all your budget, there is the Dual Sport 2 Equipped Stagger Gen 5 (£925, trekbikes.com) with rear rack included, front rack mounting points, Tektro hydraulic disc brakes and a mid-range Shimano 2×9 groupset.

This bike certainly looks robust but possibly a little too much so for your needs. The Trek FX 3 Disc Stagger (£975) is another option that fulfils all the important criteria while being a little lighter and more sporty – and it comes with better Shimano Deore gears and Shimano hydraulic disc brakes, albeit for a £50 upcharge.

Marin also has a couple of interesting options. The Kentfield ST 2 (£685, marinbikes.com) is a trendy step-through with a Microshift drivetrain – which is actually not bad at all – and Clarks mechanical discs. Or there’s the Fairfax ST 2 (£665), which prioritises quiet competence rather than classy looks, and has decent Shimano gears and Tektro hydraulic discs.

Finally, GT has the Transeo Sport Step-Through (£500, gtbicycles.com), with probably the prettiest frame of our shortlist here, an entry-level Shimano Tourney drivetrain and mechanical disc brakes. Despite being only half your budget, it should actually suit your needs rather well.

Dan Joyce

Most step-through bikes seem to be made for purchasers prioritising price over weight, so they’re generally cheap and heavy – albeit robust. The Kona Coco (£849, konabikeshop. co.uk) and Cannondale Treadwell EQ Remixte (£950, cannondale.com) are two relatively lightweight town bikes that meet most of your requirements. The Cannondale even comes with a front rack.

For not much more, however, the Cube Travel (£999, cube. eu) is better equipped for everyday journeys and has a gear range more suited to a trailer, a child seat, and touring. There’s a step-through ‘trapeze’ option, as well as the diamond frame one we tested last issue (see cyclinguk.org/trekking-bikes). Its rear rack is rated for 25kg, which is enough for a child seat. The only downside is that, at over 15kg, it’s no lightweight.

If low weight is of paramount importance, I’d suggest the Islabikes Jimi (£799, islabikes.co.uk), which tips the scales at 9.9kg. Swap the knobbly tyres for a pair of 50-622 or 55-622 Schwalbe Big Apples (from £26.99). Add some SKS Bluemels Style 28" 65 mudguards (£55), a rear rack that’s capable of supporting a child seat, such as Blackburn’s EX-1 (£55), and a front basket – Topeak’s Front Basket for E-bikes (£43) is a quickrelease one that will carry up to 5kg. You could carry additional luggage in cargo cages fitted to the Jimi’s fork.

The Jimi comes with a 26t chainring and an 11-40t cassette, giving a 19-67in range. That low bottom gear will come in handy for hauling loads – or a toddler. Top gear is also low but that might not be a problem for the riding you describe. If it is, swap (or get your local shop to swap) the 26t chainring for a 32t.

Victoria Lloyd-Gent

ISLABIKES JIMI £799 TREK FX 3 DISC STAGGER £975

Knowhow

Making sense of commonly misunderstood subjects

Cycling overseas What should I do if I have an incident cycling abroad?

If you are unfortunate enough to be injured while cycling abroad as a result of the negligence of a third party, it is important to remember that, just like an incident in the UK, you will be able to pursue a claim for your injuries and losses.

However, it is very likely, depending on where the incident happened and the identity of the third party, that a foreign law will apply to your claim. So when you get home you will need to instruct a specialist international injury lawyer who is experienced in dealing with foreign accident claims. Call the Cycling UK Incident Line on 0330 107 1789 in the first instance.

Since Brexit, it has become significantly harder for UK citizens to bring claims arising from incidents abroad in the UK courts. Your specialist lawyer should be able to advise you as to whether, on the facts of your case, it will be possible. If not, then a good international injury lawyer will nevertheless be able to explore the possibility of working alongside lawyers in the country where your incident happened. The litigation can then be pursued there but you’ll still have the benefit of a British lawyer involved in your case, to help advise and guide you.

In terms of the incident itself, provided you aren’t too badly injured, you should try to obtain

Don’t leave home without it

all the usual details you would if the incident happened back home (see the Crash Course article, last issue – cyclinguk.org/crash-course). Most importantly, you should get the registration of the third party and their insurance details.

In certain European countries it is common for drivers to keep pro forma accident report forms in their vehicle. If you feel comfortable doing so, you can complete this form with the third-party driver. Only sign it if you are 100% certain that the facts of the incident have been recorded correctly, and take a photo of the completed form for your own records.

If possible, call the police to attend the scene of the incident as they will then prepare a report. A police report is normally a very important piece of evidence. If the police are not involved, it can make proving exactly what happened much more difficult. If there are any witnesses, you should also try to obtain their contact details, so your solicitor can make contact with them. Take plenty of photographs of any damage to your bike and the third-party vehicle. Try to stay calm during your dealings with the third party.

Tick these items off your to-do list before travelling.

MIKE HAGAN Head of International Injury at Fletchers Group

Your insurance

Don’t just pick the cheapest policy on a price comparison site. When selecting a policy, read the documents carefully, especially the summary of what is included and excluded, and make sure that your cycling trip doesn’t fall under one of the exclusions. If you are taking part in an event like a sportive or a race, make sure such an event is covered by your policy. Make sure there is sufficient cover, not only for your bike and any accessories you've had fitted, but also plenty of medical cover in case you are injured.

When selecting travel insurance, try to select a policy offered by a company you have previously had a good experience with. For example, if you have made an insurance claim with a company before and they handled it well, it might be worth going with them again.

Cycling UK members get 15% of Yellow Jersey travel insurance. See cyclinguk.org/memberbenefit/yellow-jerseytravel.

Pack your travel insurance policy documents so you can quickly contact your insurer to let them know about the incident and get their assistance dealing with the aftermath.

Put your GHIC card in your wallet. It entitles you to free ‘emergency and necessary medical care’ in the EU. gov.uk/global-healthinsurance-card

Pack your passport and ensure it has sufficient time remaining on it to comply with the rules of the country you are visiting.

Make sure you have completed any forms that are a prerequisite to entering the host country e.g. proof of Covid status, visa waiver forms, etc. Pack copies for inspection at the border.

Richard is a cycling journalist and author. His books include Electric Bicycles and Sustrans’ Traffic-Free Cycle Rides

First look A

nippy city bike with a quick fold, some clever features and punchy acceleration

Electric folders

Q9

The Gocycle G4 and Tern Vektron Q9 are premium-quality electric folders with distinct differences. Neither fits the ultra-portable category populated by 16-inch wheelers like the Brompton Electric and the Flit. Their 20-inch wheels are the basis for exhilarating, speedy riding (in the case of the Gocycle) or workhorse cargo-carrying capability (the Tern).

The fact that they fold is useful nevertheless. They can be stored in a studio flat or easily transported by train. And, of course, compared to an unpowered folder, they’ll take you further and with less effort over more demanding terrain.

Both are quite expensive if you consider the purchase price alone but, as with any e-bike, running costs are minimal. Long term, they’re much, much cheaper than a car. The Gocycle is an excellent commuter, while the Tern could be a car replacement like an e-cargo bike.

Frame and fold

The Gocycle uses three main frame materials: a weight-saving carbon fibre mid-frame; a hydroformed aluminium front frame; and a magnesium Cleandrive transmission casing. It also has a carbon fibre singlesided ‘fork’. The Tern is more conventional in using

hydroformed aluminium throughout: 7005 alloy for the distinctive frame and 6061 for the fork.

The Gocycle’s design prioritises low weight and a sporty ride, whereas the Tern emphasises strength and carrying capacity – its extended rear end accommodates a stretched out rear rack, and it has sturdylooking frame joints and hinges. As a result the Tern weighs 27% more than the Gocycle, at 23kg versus 18.1kg on my scales.

The Gocycle’s height-adjustable seatpost is made to fit riders from 5ft 1in to 6ft 6in, although there’s a compact option that drops that range to 4ft 10in to 5ft 9in. Tern says that the Q9 resizes in seconds to fit riders from 4ft 10in to 6ft 5in. This is thanks to a telescopic seatpost and the fore and aft adjustment of the bike’s Andros stem.

High-quality e-folders are expensive but they can transform urban and inter-urban journeys. Richard Peace tests a Gocycle G4 and a Tern Vektron

enough to do but I would have liked a stronger magnet or even a strap system like the Gocycle’s to keep the folded halves together.

Both bikes can be wheeled along when folded by extending the seatpost and/ or handlebar. It’s just as well; you wouldn’t want to run along a station platform carrying these bikes. With practice, you should be able to folder either bike in under 30 seconds. Folded sizes are broadly similar. The Gocycle rests nicely on its kickstand, while the folded Tern can also be stood up on the rear rack, which I actually found the most stable position.

Components

The Gocycle G4 had a design update a couple of years ago which, as well as new frame materials and a carbon fork, saw the introduction of an all-new G4drive front hub motor. This is quieter and has more torque than its predecessor, despite its discreet appearance. Like almost every element of the Gocycle, the hub motor is the manufacturer’s own design. It’s paired with a 300Wh battery, which is neatly hidden in the frame. When the bike is folded, you can slide the battery out to

Tech spec GOCYCLE G4

Price: £3,399.

recharge it away from the bike. The Gocycle’s battery can be used to charge other devices as there’s a 1A USB-C outlet on the handlebar.

The Tern has an efficient, reliable and superbly smooth Bosch mid-drive motor. As an Active Line Plus unit, this isn’t the most powerful in the range but then the Vektron isn’t an e-MTB or full-blown cargo bike, and the lower torque rating compared to top-end mid-drives doesn’t seem to dent its hill-climbing ability, which is excellent.

The Vektron Q9 (there’s also an S10) gets a framemounted and removable 400Wh Bosch Power Pack battery as standard. It’s compatible with 300Wh and 500Wh Power Packs as well.

Both the Gocycle and Tern come with fast (4A) chargers with estimated charging times of three and four hours respectively. The handlebar displays are very different. The Tern has an easy-to-use Purion display. Gocycle owners can choose between the minimalist Fuel Gauge display (a line of red LEDs in the handlebar that show battery capacity and the selected assistance mode) or the Gocycle app; you’ll need to attach your phone to the handlebar via the rubber

Sizes: One size with telescopic seatpost.

Folded size: 88×39×61.5cm (with kickstand up).

Weight: 18.1kg (39.9lb)

Frame and fork: Carbon fibre mid-frame, hydroformed aluminium front frame, magnesium Cleandrive transmission casing. Carbon fibre single-sided fork.

Wheels: 406-60

Gocycle tyres, 20in magnesium one-piece wheels on stub axles.

Transmission:

Folding pedals, 32t chainring, Shimano Nexus 3-speed hub gear with magnesiumenclosed Cleandrive

cover, 12t rear sprocket. Three ratios, 39-73in.

Electronics: Gocycle G4drive front hub motor with traction control. Gocycle frame-integrated, removable 300Wh battery. Fuel Gauge display.

Braking: Hydraulic disc brakes. Steering and seating: Folding handlebar stem with integrated handlebar featuring Gocycle’s LED Fuel Gauge display and 1A USB-C charging port. Telescopic seatpost, Velosport saddle.

Equipment:

Supernova LED lights front and rear, full-length mudguards, kickstand. gocycle.com

The Gocycle is superb in busy traffic… It accelerates quickly from junctions

Top: Supernova LED lights are wired in to the main battery Bottom: As well as a telescopic seatpost, the seat angle is slacker so the reach extends more for taller riders

loops provided to use that. The Gocycle app is the only way to change power levels on the fly.

The G4 retains Gocycle’s longstanding ‘Cleandrive’, a 3-speed hub-gear drivetrain that’s fully enclosed in a structural chaincase. In contrast, the Tern has a wider-range 9-speed derailleur drivetrain. Both bikes have extremely effective hydraulic disc brakes, and both come with full mudguards and goodquality, hardwired LED lights.

Accessories

The Gocycle has an optional 24-litre bespoke front bag, rated for up to 8kg and attaching via a proprietary fitting system. It costs £149.99, plus £24.99 for its rain cover. There is also an optional rear rack with a single-sided support that’s rated for 10kg. This can’t be removed quickly and so sticks out even when the bike is folded. To carry the Gocycle itself, there are two options: a slip-over lightweight cover (£29.99) for the train; and a substantial travel case (£229), which looks great for protection but isn’t really bike portable – although it does have luggage wheels for use on foot.

The Tern has a plethora of optional extras. Check out the accessories section on Tern’s website, using ‘Vektron’ as a filter. The two accessories I’d find most useful are the Stow Bag, a foldable cover and carrybag combined (£140, 1.37kg), and the Bucketload Panniers (each of which costs £85 and carries up to 24 litres/9kg). Unlike most folders, you can also fit a child seat to the Tern Vektron’s rack.

The ride

Both bikes are stable and manoeuvrable enough for busy streets, and they’re comfortable to ride. The Gocycle benefits from a small amount of rear suspension, and both bikes have shock-absorbing, large-volume tyres. The Gocycle feels the livelier of the two, making it easier to manoeuvre in tight spaces. Each bike has

an upright riding position, although the Tern’s adjustable stem gives some scope to alter this.

So far, so similar, so let’s concentrate on the two areas where they differ most: motor performance and power controls. The Gocycle’s front hub motor springs into life very shortly after you start to

Price: £3,500.

Sizes: One size with telescopic seatpost.

Folded size: 86×68.5×42cm.

Weight: 23kg (50.7lb).

Frame and fork: Tern Vektron, hydroformed 7005-AL frame with OCL+ joint and one set of bottle mounts.

Tern Tarsus aluminium fork.

Wheels: 55-406

Schwalbe Big Apple tyres, Kinetix Comp disc rims, stainless steel spokes, Shimano disc hubs.

Transmission: MKS EZY pedals, Vektron chainset, 52t chainring, 11-32t 9-speed cassette. Shimano Alivio shifter and rear derailleur. Nine

ratios, 33-95in.

Electronics: Bosch Active Line Plus mid-motor with 50Nm torque, Bosch PowerPack 400Wh battery, Bosch Purion display.

Braking: Shimano hydraulic discs. Steering and seating: Tern Physis ‘handlepost’, fore-and-aft adjustable Tern Andros stem, flat bar. Telescopic seatpost, Tern Porter saddle.

Equipment: Atlas V rear rack (27kg rating), Tern Valo front light, Hermanns H-Trace rear light, SKS Chainblade chainguard, Splashguard mudguards, kickstand. ternbicycles.com

Photography: Richard Peace

quite

Top: There’s no noticeable flex from the beefy main hinge Bottom: 1×9 gearing isn’t as neat as the GoCycle’s 3-speed hub but gives a greater range

First look Folds small enough to go by train but is also capable of loadand child-carrying duties

The Tern Vektron emphasises strength and carrying capacity

Cycle’s test promise

At Cycle, we are proudly independent. There’s no pressure to please advertisers as we’re funded by your membership. Our product reviews aren’t press releases; they’re written by experienced cyclists after thorough testing.

turn the pedals, and if you use the small red boost button by your left thumb, you get instantaneous maximum power as long as the pedals are turning. The motor may be small but it accelerates quickly, making the Gocycle a really enjoyable e-bike to ride.

On hills up to about 15%, the Gocycle is one of the best e-bikes I’ve ridden. It also managed a 20%-plus climb, where lower gearing would have helped. Gocycle’s own slick tyres are plush yet fast rolling and grippy, and the bike overall feels stiff and efficient. It’s superb for busy urban traffic, where you feel (and generally are) safer if you can get ahead of other vehicles when setting off from junctions.

The Tern Vektron isn’t as lively as the Gocycle on the flat or up moderate hills but it’s no slouch. The Bosch Active Line mid-drive and wider gear range come into their own as you add more and more weight (which is easy to do, given the load-carrying options) and as the hills get steeper. I took both bikes up my steepest local track, which I usually use only for testing electric mountain bikes. The Gocycle just managed to crest the hill, after a lot of heaving on the bars. The Tern ascended sedately and easily in bottom gear. Had I loaded the Tern with another 20 or 30 kilos, I doubt it would have made much difference.

The e-bike controls are very different. The Tern’s Bosch Purion display includes powerlevel buttons, an on/off switch, and a walkassist button. It’s intuitive and faff free. To change between power levels on the Gocycle, you need the Gocycle app – with your phone

Other options

CYTRONEX BROMPTON KIT

+£1,145

Add a bespoke Cytronex conversion kit to a (£2,355) Brompton P-Line and you get a benchmark fold plus a high-quality hub motor system in a package weighing just over 13kg. brompton.com, cytronex.com

attached to the handlebar if you want to change levels on the go. I’d be tempted to leave the Gocycle in its lively ‘City+’ ride mode and rely on the Fuel Gauge LEDs to see the charge remaining. The Fuel Gauge is wonderfully simple, although not as accurate as Bosch’s battery capacity numbers.

Both bikes returned range figures in the ballparks I expected for the foothills of the Pennines: 20-25 miles for the Gocycle; 30-35 miles for the Tern. To get these figures, I only used the Gocycle’s boost button when it was really needed. Excessive use would eat into the range considerably.

VELLO BIKE+ AUTOMATIC

£2,990

Fairly quick and compact belt-drive folder with the latest generation ‘allin-one-hub’ Zehus motor system and 2-speed Schlumpf bottom bracket gear. Folds to 79×57×29cm, weighs 16.4kg. en.vello.bike

I used Gocycle’s neat front bag for carrying personal belongings but only scratched the surface of the Tern’s huge load-carrying potential by fitting rear panniers to the capacious rear rack. Tern e-bikes with children on rear seats are not an uncommon sight in the UK’s biggest cities. You could also tow pretty much any cargo or child trailer with the Tern, whereas the Gocycle is limited to trailers with a seatpost hitch.

Verdict

There’s a clear choice here. If you want to speed through town traffic and to fold your bike quickly and easily for carriage by train, the Gocycle wins. If you’re going to be carrying significant loads or taking on really steep hills with any appreciable load at all, it has to be the Tern. The fact that the Tern folds is a bonus –and you could commute by train with it – but it’s not as easy to do so compared with the Gocycle.

Hefty but still compact

Fits riders from 4ft 10in to 6ft 5in

Tech spec ISLABIKES LUATH

Price: £899.99.

Sizes: XS, S (tested), M.

Biketest

Islabikes Luath

Like the children’s bike of the same name, the Luath is scaled down to suit shorter riders. Pip Munday tested it

The Luath is a dropbar all-rounder aimed at adult cyclists that much of the industry pays only lip service to: those under the average male height of 5ft 9in. It fits riders as short as 4ft 11in. Small frames typically come with offthe-peg components that feel oversized. Not the Luath. As well as a scaled-down frame, it has custom short-reach brake levers, a narrower handlebar, and shorter cranks.

The adaptation of components means that the bike feels in proportion. Frame geometry hasn’t been compromised to fit in 700C wheels either. While the seat angle is steep, I was happy with the resulting shorter reach and liked the nimble handling – and the lack of toe overlap. Corners and descents were where I had most fun on it; on the flat it lacked the pep of more expensive gravel bikes that I’ve ridden. It’s fine for an entry-level bike, however.

SURLY STRAGGLER 1 × 650B £2,149.99

Chrome-moly gravel bike with SRAM Rival 1×11 drivetrain and TRP Spyre brakes that’s available in a dinky 38cm size. Looking expensive these days. ison-distribution.com

With decent tyre clearances and fittings for mudguards and a rear rack, it’s a versatile bike. It’s a decent gravel bike as it is but with accessories could be just as good for commuting, touring or bikepacking. Over the test period I used the Luath to get to and from the office, gym and shops, as well as for some longer leisure rides on and off road.

With a 74cm inside leg, I’m borderline between the XS and S sizes according to the Islabikes website. I tried the XS first but couldn’t get the saddle high enough. (Usually, I have the opposite issue and cannot put the saddle low enough!) So I ended up swapping it for a size S.

The test bike arrived with some gear indexing issues, causing skipped gears during my rides. (Setup issues aren’t unique to bikes sold online but are less straightforward to remedy as you can’t just pop back to the shop.) The 11-40t 8-speed Sunrace cassette has quite large gaps

KONA ROVE AL 650 £1,099

The least expensive Rove is an all-aluminium bike with 2×8 Claris gearing, Tektro Mira CX mechanical discs and 47mm 650B tyres. Smallest size suits riders from 147cm (4ft 10in). konaworld.com

Weight: 9.68kg/21.3lb (no pedals).

Frame & fork: 6061 aluminium frame with 68mm threaded BB, 1 1/8in head tube, 135mm QR dropouts and fittings for rear rack, mudguard, and two bottles. Islabikes full-carbon fork with 100mm QR dropout and fittings for mudguard and two bottle/cargo cages.

Wheels: 35-622 Islabikes/Vee

Tire Mixte tyres, Islabikes ‘Easy Tyre Change’ disc rims, 28 ×2 stainless steel spokes, aluminium QR disc hubs.

Transmission: Resin flat pedals, 160mm Islabikes aluminium chainset with 36t

narrow-wide direct mount chainring, 30mm external bearing BB, KMC X10 10-speed chain, Sunrace 11-40t 8-speed cassette. Shimano Claris 8-speed shifter and rear derailleur. Eight ratios, 25-91in.

Brakes: Shimano Claris levers with custom short reach, Tektro MD-C510 flatmount mechanical disc brakes with 160mm front and 140mm rear rotors. Steering & seating: Ultraslim gel bar tape, 360 ×31.8mm Islabikes aluminium drops, 80mm×17º Islabikes aluminium stem, 1 1/8in integrated headset. Islabikes ergonomic saddle, 27.2×300mm aluminium inline seatpost, Allen-bolt seatpost clamp. islabikes.co.uk

between gears, and the shifting from the Shimano Claris shifter and derailleur is functional but fairly clunky compared to the higher-end groupsets I’m used to. I’d be looking to upgrade the cassette and derailleur at the first sign of wear in any case. The Luath is a bike that’s worth upgrading. Oddly, although the 1× setup is controlled by just one lever, the bike came with shifters on both sides.

Verdict

The Islabikes Luath is a well thought-out entrylevel bike that’s comfortable and capable as a commuter, gravel bike or tourer. I enjoyed riding it on road and off and had only minor issues with the gearing. It’s really refreshing to have a sensibly scaled-down small frame with components to match.

Above: Spacers in the levers bring them closer to the handlebar for smaller hands

Grouptest Cycling cameras

Video footage lets you share your favourite cycling moments, either for fun or use as evidence after a road incident. Guy Kesteven tests four cameras

GUY KESTEVEN

As well as being a prolific bike tester, Guy has created route guides and videos for Cycling UK. His own YouTube channel is GuyKesTV

Today’s action cameras produce better quality video than ever and are increasingly easy to use. So it’s no surprise that more and more cyclists are fitting them to their bikes. For some it’s a way to record ride highlights to post online (vlogging). For others it’s a way to capture the low points of the daily commute – those all-too-common occurrences of bad driving. (In any road incident, one of the first questions the police will ask is whether you have video footage.)

Wading through tech specs and marketing claims to work out what sort of camera will best suit your needs can be hard. As you’ll see from this test, some models fall well short of expectations when it comes to real-life use. To give you an insight into what to look for and what to avoid, this test features cameras from different categories: front and rear safety cameras, a classic action camera and a micro camera. It would take another article to explain how to edit and share camera footage but it’s worth noting here that video files require a lot of storage space. If there isn’t enough on your home computer (or, potentially, your phone), you’ll need to consider an external drive or cloud storage.

Cycle’s test promise

At Cycle, we are proudly independent. There’s no pressure to please advertisers as we’re funded by your membership. Our product reviews aren’t press releases; they’re written by experienced cyclists after thorough testing.

Details

WHAT TO LOOK FOR

1 Looping footage

Safety cameras need to have looping footage that automatically captures crashes or can easily be accessed/edited to see close passes and so on.

2 Extra features?

Combining a light and a camera sounds like a good idea for safety but it’s often more expensive and lower in performance than separate items.

3 Resolution

High resolution (e.g. 4k or 5k) is great

for TV/big monitor replays but 1080p is good enough for most safety incidents, where number plate visibility is the key aspect.

4 Settings

Lots of recording options sounds impressive until you get lost in endless scrolling menus or accidentally select the wrong settings. Simpler can be better.

5 Mounting options

Make sure the mount options and size/ weight of the camera enable you to put it where you want.

1 GoPro Hero 10

£349.99 gopro.com

THE HERO 10 HAS been superseded by the 11 now but it remains available and the main points haven’t changed. It’s tough, with a waterproof design, excellent image stabilisation and simple menus. Image quality is very good, and front and rear screens make composition and playback easy. The GoPro Quick app lets you edit easily on your phone. Its 80-minute ‘Enduro’ battery life is reasonable, and it uses standard Micro SD cards for storage. The three tab ‘GoPro mount’ has become an industry standard. Wind noise can be an issue, which is why my personal example has foam mufflers over the microphones. There’s no specific ‘safety mode’ for crash detection. Weight: 164g. Size: 70×50×32mm.

2 Insta360 GO 2 32GB

£294.99 insta360.com

THE BIG ADVANTAGE of the GO 2 is its small size and low weight. A reasonably secure magnetic mounting system, plus a huge range of bike options, makes it easy to stick anywhere on your bike, helmet, bags or clothing; there’s also a pendant option. Despite its size the camera’s 1080p footage is very good, with outstanding image stabilisation. The clamshell case for the camera acts as a recharge battery, basic control screen and flip-out mini tripod. Battery life is short, which rules it out as a ‘safety cam’, and wind noise is hard to muffle. There’s no way of seeing what the GO 2 sees without connecting to the Insta 360 app on your phone via built-in wi-fi. Weight: 45g (inc mount). Size: 50×20×22mm.

3 Garmin Varia RCT715

£299.99 garmin.com

GARMIN’S TOP-OF-the-range Varia RCT715 combines a warning radar, 65-lumen rear light and 1080p safety camera in a single package. The radar provides visual and audio alerts of traffic approaching behind on a Garmin head unit, and the rear light shines brighter as cars approach. Recent updates have solved some of the image stability issues so the 1080p footage will capture close number plates cleanly enough at medium speeds. Runtime is less than 90 minutes in constant mode. The footage handling is poor – finding and downloading the footage you want via the Varia phone app is awkward and slow. Its seatpostonly mount may rule out use of a saddlebag. Weight: 218g (inc mount). Size: 107×42×32mm.

Verdict

The image capture of the updated Varia is better than expected but it’s still only adequate, and sifting through its individual files and downloading them is appallingly slow. The footage from the Cycliq can only be downloaded to a PC rather than viewed through the app, and it’s at best adequate even in good conditions.

The GoPro 10 and Insta 360 GO 2 are leagues ahead in terms of app functionality, footage download, ease of use, range of mounts/mounting positions and camera/capture options. They’re reliable and weather/impact resilience so for ‘non-safety’ use, it’s just a case of picking which of those two suits your needs in terms of size, runtime and screen/no screen features.

More online

For more reviews of bikes, kit and components, as well as how-to guides, visit... cyclinguk.org/advice

4 Cycliq Fly 12 CE

£279 cycliq.com

THE FLY 12 CE is a front light/ safety camera with a 600-lumen max output, plus flash and pulse modes. (Cycliq also makes a 400lumen Fly 12 Sport, which is lighter, and a Fly 6 rear light/camera similar to the Garmin Varia.) Runtime is around two hours in the max power/constant camera setting, but the phone and desktop apps let you select lower power settings for slonger life. The 1080p camera has decent image stability for bumpier roads but it’s not as sharp as the updated Varia so you’ll be squinting and zooming to decipher number plates even five metres away. It’s not good enough for enjoyable action footage. You can only view the videos by downloading to a PC. Weight: 214g (inc mount). Size: 85×53×31mm.

Super tough,

easy-to-use

action camera benchmark

but pricy safety

camera and front light combo

ultra-compact quality but short battery life

is the weakest part of this expensive combo unit

France

TE Lawrence’s wheel tracks

England

Return to Land’s End

In his youth, John Holmes traversed the south coast of England. Fifty years later he did it again

In 1973 I set off from home near Brighton to cycle-camp down to Land’s End with my friend Brian Wattling. Last year we met up again, and it seemed like a good time for me to repeat the journey on the 50th anniversary of the ride.

In 1973 we knew nothing about cycle camping or the geography of southern England, but we had a book listing camp sites, a small map and a plan: head west. I now have an old Dawes Galaxy, plenty of maps and enough money to catch the train back from Penzance rather than cycle home.

The plan for 2023: head west again… but not along the main roads like we did in 1973. I needed no GPX files, mileage, speed or time measurements on this journey either. I took a smartphone with me, which I occasionally used to phone people in the evening. (No phone box required now.) Loaded up, my bike weighed about 50kg.

So what has changed in 50 years? Villages used to have useful shops and facilities but now some are devoid of community life. Only house names hint at

their past: the old post office, the old pub, the old police house, and so on. Towns like Fowey (Cornwall) are now full of drinking, eating and arty establishments. But if you want to buy a banana, there’s one small convenience store left in town. I did get to speak to one local with a Cornish accent in the countryside miles away from Fowey. On the upside, camp sites generally have better facilities.

I got home at midnight after a ride from Brighton station. Will I do the ride again? Perhaps in another 50 years! It’s hard work riding/walking the Isle of Wight and the coasts of Dorset, Devon and Cornwall.

INSPIRED BY A 1908 cycling tour of France by a young TE Lawrence (later Lawrence of Arabia), I went to France last year to retrace some of it. It wasn’t the first time I had followed his route, but retirement now meant I could cover more of his sevenweek, 2,000-miles-plus journey in one go. I restored the 1989 Dawes Galaxy I had used for my previous trips.

Lawrence’s letters and photographs from 1908 still survive, so I took a similar camera and tripod with me to retake his photographs. My camera and films went in one pannier and clothes went in the other. A bar bag, plus a tripod on the rear carrier, completed my luggage. Like Lawrence, I planned to stay in cheaper hotels.

I started from Le Havre in June and headed east to Compiègne, then south via Soissons, Provins and Vézelay to Le Puy. Lawrence’s route then climbs to 1,200m before a long freewheel down to the Rhône at Valence. Avignon and Arles followed, and I reached the Mediterranean at Aigues-Mortes. It was nice to have a dip in the sea and feel, as Lawrence did, the sense of achievement.

The temperatures were getting up to 40°C now, so it was pleasant to follow the Canal du Midi’s shady cycle path from Carcassonne to Toulouse. There I caught an overnight train to Paris and resumed Lawrence’s route home from Chartres to St Malo.

I averaged 41 miles per day, a bit less than Lawrence. My only mechanical problems over 1,400 miles were two punctures. Lawrence reckoned to have had 34! I found that the old camera, with a bicycle, was a real conversation piece.

Nick Lynch packed his vintage camera and tripod and retraced Lawrence’s tour of France

In 1973 they also rode home again

John was better prepared this time

The Balkans

An Aegean-toAdriatic C2C

Glorious greenways Spain

David Mytton discovered a different side to the mountainous Iberian country

IF YOU’VE BEEN to Spain, you’ll know it’s mountainous. Even on a city break in Barcelona or a costa beach holiday, the peaks are visible inland. Hills can be great when you’re cycling, especially downhill, but I’d say a change is as good as a rest.

Last

September Stephen Psallidas cycled from Thessaloniki in Greece to Dubrovnik in Croatia

My solo tour took 18 days, 13 of them riding. It was a wonderful trip, including coastal cities, pretty farmland, remote mountain passes, spectacular valleys, jagged fjords and medieval mosques and monasteries.

It encompassed a huge variety of cultures, histories and languages. I travelled from ancient monuments and resolutely anarchist backstreets in Thessaloniki to an up-and-coming North Macedonia; from crumbling Communistera statues and factories in Albania to Kosovo’s melting-pot of East and West; from Montenegro’s tiny Alpine-style villages and glitzy coastal resorts to the stone towns of Kotor and Dubrovnik.

The multiple languages and four different alphabets used increased the challenge. Few people spoke English outside of the tourist towns. My basic Russian helped… plus sign language when needed!

I travelled light, with just a single pannier. I was grateful of this when sweating over some of the highest passes, which were not far off 2,000m, and when I once inadvertently ended up riding for hours on steep, forested dirt tracks on my 28mm touring tyres.

The people I met were all kind and generous. An Albanian mountain guesthouse owner invited me to eat with

his family. A friendly restaurant owner gave me a discount after I spoke to him in broken Serbian about Newcastle United. And a farm-stay owner offered me homedistilled raki moonshine for my birthday.

I bumped into some interesting fellow travellers, ranging from a bedraggled and lost Israeli hiker to a lovely American nutritionist. I met a handful of cycle tourists, including a couple who’d towed their young kids from Holland. Unlike me, all were heading south towards the sun. Having said that, the weather was mostly good, and although chilly in the mountains (snowing over one pass!), it was warm on the coast. I got a decent cycling tan.

When, finally, after 1,150km of riding and over 16,000m of climbing, I rolled across the medieval bridge of Dubrovnik at the end of my own C2C, I was a tired but happy man.

www.tinyurl.com/balkanride-part1

www.tinyurl.com/balkanride-part2

Vías verdes (‘greenways’) enable you to escape hills and traffic. There are almost 3,000km of them around Spain. They’re on former railway lines but, unlike Sustrans routes here, they don’t seem to be linked into a network. Some are only a couple of kilometres long but I spent more than day following one.

I’d climbed for a few days from Almería, then had a further climb and a search around the city of Jaén to find the start. I was then rewarded with two days of peaceful cycling. Named the Vía Verde del Aceite, then the Vía Verde de la Subbética for the last few kilometres, it goes for an impressive 128km from Jaén to Puente Genil.

The name roughly translates as ‘the oil line’. It’s less industrial than this implies, as much of its cargo was olive oil en route to the port of Málaga. There are more embankments than cuttings and so there are many good views, often over hillsides of olive shrubs. The railway line was built in the 1880s. As well as new bridges across busy roads there are several original viaducts and old stations; the one at Doña Mencía offered cycle hire.

My hotel turned out to be only a couple of minutes from the line, but you pass close to several towns with places to stay and without too many other visitors. After Puente Genil I was back in traffic and hills, and I reached Algeciras a few days later. The vía verde was one of the highlights of the tour. These routes are well worth exploring. www.viasverdes.com/en/

More online

Fancy contributing to Cycle?

Read the guidelines here: cyclinguk.org/be-part-cyclemagazine

Church of St John the Theologian, Kaneo, North Macedonia E-65, North Macedonia

Vía Verde del Aceite, Zuheros