Cycle magazine April/May 2024 FULL

cycle

TRAFFIC-FREE TOURING

FAMILY CYCLING ON AUSTRIAN CYCLE PATHS

Page 50

OFF ROAD ACROSS SE ENGLAND BIKEPACKING THE PRESELI HILLS CYCLING WITH BABIES & TODDLERS AND MUCH MORE

CARRADICE BAR RACK BIKEPACKING SEATPACKS

£30 VAN RYSEL GILET CLEAT ADAPTERS & MORE

APRIL/MAY 2024

KIDICAL MASS

RIDING FOR CHILD- AND CYCLE-FRIENDLY CITIES

STEEL TOURERS

Sonder Santiago Surly Disc Trucker

LEAD THE WAY

How to organise great group rides

Welcome

Closed. Ah! Not the best café stop, then. We’d arrived with great expectations of warmth and hot drinks. It was a cold, grey Sunday in February, with a breeze that bit and roads awash with muddy puddles. The café, we knew, had good coffee and a great selection of home-made cakes. When it was open. Which it wasn’t.

As ride leader, this was my fault.

You’re supposed to know. The rides I’ve led over the years have generally gone pretty well. People have been happy. I’ve never lost anyone. I’m a decent roadside mechanic, an outdoor first aider (lapsed, come to think of it) and a qualified Trail Leader. My local route knowledge is good enough. If I need to improvise, I’ve got navigation apps on my phone.

Improvisation was called for. “Sorry. There’s another café five miles away. We’ll go there.” Only that wasn’t merely closed: it had shut down some time over the winter. For good.

“There’s another just over a mile away,” I said, less confidently. But it was open. It was warm. We could relax.

The moral of the story? Don’t assume. That goes for everyone on a group ride, of course, because we depend on each other to have good time. Don’t carelessly assume you brought your phone/water bottle/energy bar/rain jacket/correct shoes. All this is simply more important if you’re the ride leader.

I don’t want to make ride leading sound like a military campaign. It’s not. It’s good fun. But it’s definitely worth knowing not just where the café is but whether it will, in fact, be open…

CONTENTS

32

38

FEATURES

32 Bikepacking beginners

An easygoing off-road tour of southern England

38 Lead the way

The role of the leader in running great group rides

46 Kidical Mass

Demonstrating demand for childfriendly, cycle-friendly cities

50 Traffic-free touring

A family holiday on Austria’s Drau Cycle Path

PRODUCTS

18 Shop Window

A cross-section of new products

20 Gear up

Components, accessories, and books

62 Steel tourers

Sonder Santiago and Surly Disc Trucker on test

69 Bikepacking seatpacks

DAN JOYCE

Editor

Four big bags you can strap to your saddle

REGULARS

04 Freewheeling

Bits and pieces from the bike world

07 This is Cycling UK

73

Cycling UK’s new strategy; nominations time for 100 Women in Cycling 2024; new think-tank report on cycling; and more

16 You are Cycling UK

Cycling UK member John Bedford

29 Letters

Your feedback on Cycle and cycling

44 Weekender

Bikepacking in Pembrokeshire’s Preseli Hills

56 Cyclopedia

Questions answered, topics explained

73 Travellers’ Tales

Cycling UK members’ ride reports

Top to bottom: Steve Behr, Robert Tomlin, Beatrice Searle, Andy Taylor

CYCLING UK: Parklands, Railton Road, Guildford, GU2 9JX E: cycling@cyclinguk.org W: cyclinguk.org T: 01483 238300. Cycle promotes the work of Cycling UK. Cycle’s circulation is approx. 51,000. Cycling UK is one of the UK’s largest cycling membership organisations, with approx. 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

A SHORT TOUR AROUND THE WONDERFUL WORLD OF CYCLING

You ride John Violet Cycle campaigner

JBike tech

ohn Violet is a Cycle Advocacy Network (CAN) representative who has for years been on the committee for Chester & North Wales CTC (CTC Caer a Gogledd Cymru) as a campaigning representative. John has been involved with so many different projects that it is difficult to know where to start.

He encouraged the police in Cheshire to realise, and deal with, the problem of drivers passing cyclists too closely. He has been involved in ‘mini-Holland’ schemes and plans looking at cycling provision in five local parishes. He has campaigned successfully on getting safe crossing points installed on several major roads. In 2023 he was instrumental in getting Chester & North Wales CTC to have a stand at the Chester Active Travel Festival to promote cycling.

“Working with Chester Cycling Campaign group has been very fruitful,” John says. He is on various consultation groups with the local council. Due to John’s long career in highways he understands how councils and companies work. His knowledge of the engineering aspects of routes and of their regulations is invaluable, and his comments on proposed schemes have often enabled him to influence their outcomes.

In addition, John rides with Watson’s Wanderers, one of Chester & North Wales CTC’s groups. He takes part in events when he can and regularly cycles as a means of transport.

“I have found the campaigning very rewarding,” John says, adding that he also enjoys his rides with Watsons Wanderers: “The camaraderie of the group is really good for me.”

YOU CAN TOO

12-speed Brompton

Struggling on hills with your iconic folder? Brompton has added a 12-speed option to its P Line, T Line, Electric C Line and Electric P Line models. Like the 6-speed drivetrain, the 12-speed combines hub and derailleur gears. This time it’s a 3-speed Sturmey Archer hub and a 4-speed Brompton derailleur (11-13-15-18 cassette) for an overall range of 402%. There are overlap gears but the same is true of a triple chainset, which the SA hub can be used like. £2,560+, brompton.com

Classic kit

Topeak Mini Morph

Topeak led the way with user-friendly mini-pumps that work like little track pumps. The larger Road Morph and Mountain Morph models inflate tyres particularly well but even the Mini Morph gets the job done for road or off-road tyres. Just 240g and 26cm long, it’s small enough to fit alongside a bottle cage in its compact bracket. £32.99, topeak.com

5-minute fixes

Check your chain

Really?!

Rapha Pro Team

Aero Jersey

Rapha makes some really nice clothing, like its touring-friendly Technical Shorts. It also makes this £185 jersey which, even though it might “save 7.8 Watts” (according to Rapha’s tests at 32, 46 and 58km/h), strikes me as very expensive indeed. A Nopinz Pro-1 jersey is half the price. Or you could get fairly aero by wearing a cheap jersey that’s one size too small… rapha.cc

Do you want to help get more people cycling? Do you want to see real change, with separated cycle lanes, safer roads, and shops, offices and homes accessible by bike? Join the Cycle Advocacy Network: cyclinguk.org/can

As any experienced cyclist knows, chains wear and eventually won’t mesh properly with the teeth on chainrings and sprockets. As the rollers in the chain wear thinner, the gaps in each link become longer. The chain then slips, especially when shifting. If you leave a worn chain on your bike, it will accelerate the wear of chainrings and sprockets so you’ll have to replace those as well. By replacing the chain when it’s worn by 0.75%, you’ll save money and enjoy smoother shifting. A £10 chain checker (pictured) is all you need.

John Violet (left) receives C&NW CTC’s President’s Trophy

Above: Sue Booth

Help us pedal towards a more sustainable future by encouraging your friends to join Cycling UK today. From exclusive discounts, group rides, and invaluable third-party insurance, our community offers something for every rider and supporter. We strive for a world where the streets are free of congestion and the air is clean to breathe, but this is only made possible by our members. Refer your friends and they’ll save 20% on the price of membership – that’s got to be worth a coffee on them on your next café stop! cyclinguk.org/refer-friend

Watch this

Cycling UK has put together a series of resources aimed at encouraging greater equality, diversity and inclusion within cycling groups (cyclinguk.org/ webinars-groups-andvolunteers). The latest is a webinar led by expert Alex Alexander from Inclusive Employers called: ‘An introduction to inclusion for cycling groups’. Topics covered include: how you can make everyone feel safe and welcome; what we mean by inclusive language; how to challenge exclusion; allyship; why inclusion matters; and more. We urge all our groups to watch the webinar and implement its advice to help make the joy of cycling accessible to all. bit.ly/youtube-inclusion-cycling

Events

Bespoked 2024

On my bike

Jaz Morse

Cycling UK’s senior acquisition officer & one of our 100 Women in Cycling 2023

Why do you cycle?

For fun, adventure and my mental health.

How far do you ride each week?

It varies wildly depending on if I get out on the trails. Not much office commuting now!

Which of your bikes is your favourite?

I’ve updated the fleet recently and sold my 26in Santa Cruz V10 and Cove G-Spot, so I think it’s over to the dark side of gravel with my On-One Pickenflick. Or maybe it’s my Commencal Meta? Do I have to choose?

What do you always take with you when cycling?

A Ginsters pasty and a multi-tool.

Who mends your punctures?

Peaty’s biofibre sealant usually does the job.

It’s raining: bike, public transport, or car? Bike with decent waterproofs.

Lycra or normal clothes?

After a visit to Dresden in Germany for 2023, Bespoked, the handmade bicycle show, returns to the UK this year. It takes place at the old Victoria Baths building in Manchester from 28-30 June. Bespoked is the best show bar none for bike nerds. It’s worth going whether you’re interested in buying a custom bike or just want to admire fine brazing, niche components and left-field ideas. We’ll have more information about tickets next issue. bespoked.cc

MTB kit as standard, but I’ve been known to race in snuggly jumpers. Normal clothes when commuting just to prove a point!

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

It should be coaching, but bike park uplift tickets would win for me.

What’s your favourite cycle journey?

Not a journey as such, but you can’t beat the sense of community found at women’s rides anywhere in the country.

What single thing would most improve matters for UK cyclists?

Safe and accessible infrastructure. I’m sure many more people would immediately use their bikes for everyday journeys if it felt less intimidating.

Right: Paul Campbell

Below:

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

ACycleways and means

Active travel investment doesn’t just improve health, road safety and the environment. It also benefits the economy, as Sarah Mitchell explains

s the spring days get gradually longer and the winter chill disappears, lots of us will have more cycling on our minds. I’m certainly looking forward to ditching my cold weather gear and enjoying some warmer days in the saddle.

At Cycling UK it’s always a dynamic time of year as we prepare to relaunch our community-based programmes that enable more people to experience the wonders of cycling, and gear up for a busy summer of cycling activity. This year feels particularly significant as we work on some major priorities for the organisation, including getting ready for a general election and launching our new five-year strategy.

In February I joined MPs, parliamentary candidates, councillors and colleagues at the House of Commons for the launch of new research showing the benefits of investing in cycling and walking. Thanks to your support, we were able to commission a new independent report by the Institute for Public Policy Research (cyclinguk.org/ippr-report). It sets out the cost of delivering world-class cycling, walking and wheeling infrastructure, and the huge value this would bring for health, road safety, the environment and economy. It makes a strong case that if the next government wants a value-for-money solution that addresses lots of key issues, investing in cycling and walking is a no-brainer. This is part

of our work to ensure parties and candidates have cycling on their radar in the run-up to the general election. There’s lots more to come, including ways that you can get involved.

10%

Recommended share of the transport budget in England for cycling and walking

I’m really excited that we’re almost ready to share with you the full details of our new strategy, which will shape the focus and direction of our charity for the next five years. We’ll be launching it publicly in June, but you’ll hear about it first with a full feature in the next edition of Cycle. Look out too for an online event, which we’ll advertise in CycleClips. An important element of the new strategy will be working to make every experience of cycling a positive one – which will encompass priority areas including making our roads safer, securing more high-quality cycling infrastructure and empowering people to overcome barriers to cycling. Whether you’re a seasoned road cyclist, a family cycling to school or someone seeking off-road adventures, we want to make the UK a better place for you to ride your bike.

We will also be tackling public perceptions of cycling. It’s a significant challenge but one we are determined to take on, as we know it will be crucial to winning the increased investment in cycling that will play a key role in enabling many more people to start cycling.

I’d like to take this opportunity to thank all our members who have taken part in our surveys and focus groups over the past year. Your input has played an important role in shaping our new strategy.

Later in 2024 we will once again be showcasing extraordinary women in the cycling world with our annual 100 Women in Cycling list, which is now in its eighth year. By celebrating inspiring individuals, we aim to show that cycling can be for everyone – no matter your gender, background or ability. One of the most rewarding things about the awards is that the quality and number of nominations seems to be ever increasing. We’re counting on your input to keep that trend going, so please nominate the remarkable women in your cycling life for recognition this year at cyclinguk.org/100women

(source: IPPR report)

If the next government wants a valuefor-money solution… investing in cycling is a no-brainer

Cycling facilities are a great investment

Photo: Adrian Wills

£5.62

Return on investment for every £1 spent on active travel. For roads it’s £2.50 per £1. (source: IPPR report)

Governance

OUR CYCLING JOURNEY

Cycling UK’s new five-year strategy launches this summer. Sam Waller outlines its objectives

We’re just two months away from launching Cycling UK’s new five-year strategy. This sets out the change in society that we want to see, and the key things we are going to do to make that happen. It directs how, as a charity focused on cycling, we can be the biggest possible force for positive change. As a member of Cycling UK, your support enables us to have this impact.

We’re proud of the achievements you have helped us to make during the current five-year strategy – securing vital changes to the Highway Code, helping many thousands more people to discover cycling through our life-changing community-based programmes and creating breathtaking new off-road cycling routes, to name just a few.

A great deal has changed in the external environment since that strategy commenced in early 2019, making now an ideal moment to refocus our efforts to build on those successes and make the UK an even better place for us all to cycle. You, our members, have played an important role in helping us to do that through your inputs into surveys and focus groups.

Cycling has vast potential to improve our health and wellbeing, tackle climate change and create more pleasant places to live and spend time. Our ambitious new strategy will seek to ensure this potential is fully realised. It’s an exciting plan that focuses on many of the issues we know our members care about – from making our roads safer to securing increased funding for cycling infrastructure. It will all work towards enabling more people to ride a bike and ensuring that every cycling experience is a positive one.

We also want to make being a member of Cycling UK an ever more positive experience. We know we can’t achieve everything we want to by working alone, so we’ll forge new partnerships and collaborations to help achieve our goals. This will also allow us to offer you new and enhanced member benefits.

Keep an eye out in the next edition of Cycle, where we’ll bring you a first-look at all the details of our new strategy before it is launched publicly.

We’re really excited about what the future holds for Cycling UK and we’re so glad you’ll be joining us on the journey. Together we can make a real difference for everyone who cycles or will do in the future.

Road safety

FILL THAT HOLE

Since we relaunched Fill That Hole in January, more than 1,500 potholes and road defects have been reported through our website. The new tool was made possible by funding and support from Cycle-SOS, part of Fletchers Solicitors. It replaces the old app with a mobile-friendly website. Reports go directly to the relevant highway authority, which then can’t claim it wasn’t aware of the problem if someone else hits the pothole. Report holes near you using fillthathole.org.uk

Road safety 20MPH IN WALES

Last September the Welsh Government made 20mph the default speed limit on restricted roads. Recent data shows that this has resulted in an average 4mph drop in speed. This may not seem a lot but even a 1mph fall in average speed cuts the frequency of crashes by about 6%. Slower speeds not only save lives and reduce the severity of injuries, they make cycling feel much safer. We welcome the news that the default 20mph limit is working in Wales.

Our last strategy secured Highway Code changes

Left: Robert Spanring

Northern Ireland

TRANSPORT FUNDING BOOST

In February the Department for Infrastructure announced that it had been allocated £16m of additional capital funding. This is welcome news. Northern Ireland is currently experiencing what has been termed an infrastructure deficit, leaving the region lagging behind its neighbours. Investment in active travel has been particularly neglected and should be a top priority for Minister for Infrastructure John O’Dowd. Delivering on the long overdue Belfast Cycling Network, for example, would be a significant step forward for Northern Ireland.

Governance

CYCLING UK AGM

The 2024 Cycling UK AGM will take place on Friday 27 September. We are now launching the call for motions. For details on the process for proposing motions, as well as the criteria against which motions will be reviewed, visit cyclinguk.org/agm2024. The deadline for motions is 9am on 17 April 2024. Voting papers will be released in the August/ September issue of Cycle.

3.2kg

Carbon saving from swapping one 10km car journey for the same trip by bike (source: science direct.com)

Awards

100 WOMEN IN CYCLING 2024

It’s that time of year again when we ask who you would like to see on our 100 Women in Cycling list. Nominations for this year’s list celebrating exceptional women inspiring others to cycle opened on International Women’s Day, Friday 8 March.

The awards have been running for seven years, and have included women from all walks of life and cycling disciplines. Once again, we invite nominations in four broad categories: community champion, cycling influencer, industry mogul and sporting hero. We’ve had adventurers,

Events

bike mechanics, journalists, grassroots campaigners, local politicians, community ride leaders, school-run mums, social media stars, refugee bike scheme founders, business owners, designers of cycling fashion, cycling poets and filmmakers.

Last year’s list included Eileen Sheridan, the recordbreaking ‘Mighty Atom’ who sadly passed away in 2023. We also had Dr Fiona Spotswood (pictured), a researcher who has focused her academic career on understanding and illuminating inequalities in sport. Her current work

VOLUNTEERS’ WEEK

Volunteers’ Week is an annual national event which celebrates all those amazing people who help keep the wheels of group rides turning, fix bikes, organise events, support our campaigning and so much more. This year it runs from 3-9 June, with a focus on the Big Help Out weekend on 7-9 June. We’ll be highlighting the achievements of some of our

is about understanding the persistent gender inequalities in the mountain biking scene.

Founder of Evolve Cycling Network, Iffat Tejani, also featured for her work in breaking cultural barriers. Iffat has overcome illness to become a British Cycling coach. She founded her cycling club for Muslim women, trained countless women to cycle, designed modest cycling clothes and organised the first Muslim women’s sportive.

Nominate now. Visit cyclinguk.org/100women/ nominations

most outstanding volunteers during the week so email volunteering@cyclinguk.org with any nominations for a Going the Extra Mile award. cyclinguk.org/article/howthank-volunteers-what-they-do

Fiona Spotswood (rear), one of 2023’s Women in Cycling

(Left) Volunteer Brian Shannon

Far left: Paula Funnell, FlickrCC

Groups It’s AGM season for Cycling UK groups, who will be holding their annual meetings throughout April and May. Our member groups are a massive part of the charity, promoting a healthy and active lifestyle for all riders. For more details on how to attend your nearest AGM or get involved in your local group, contact your local group secretary. If you’re not sure who that is, there’s an interactive map on our website where you can select your nearest group and find the contact details. cyclinguk.org/ group-listing

LOCAL GROUP AGMS Governance

TRUSTEE ELECTIONS

This year the Cycling UK trustee application process will be launched in the June/ July edition of Cycle magazine. For information on the role of trustees at Cycling UK, visit cyclinguk. org/about/cycling-ukboard/how-to-become-atrustee. Voting for prospective Cycling UK trustees will be launched in the October/November magazine.

£17bn

Saving to the NHS over 20 years if UK cycling levels matched Denmark’s (source: IPPR report)

Campaigning

CYCLING DELIVERS

New report makes an economic case for cycling investment. Duncan Dollimore elaborates

Telling our members about the benefits of cycling feels like preaching to the converted. Yet despite this seeming obvious to us, not everybody knows. One politician I won’t name told me that he knew all about the benefits of cycling, but he’d clearly not heard before that investing in active travel was also good for local businesses and superb value for both the local and national economy.

The economic case for investing in cycling takes into account the cost and consequences of inaction, including the public health costs of inactivity and a less healthy population. In the run up to a general election, many politicians are focused on how much things will cost, when they should be thinking about the benefits and the return on investment.

That’s why we commissioned independent think tank IPPR (Institute for Public Policy Research) to undertake a report setting out how much investment is needed to deliver the type of cycling infrastructure which would enable many more people to cycle across England. The report focused on funding

in, and data from, England. However, the principles and recommendations are relevant throughout the UK.

IPPR’s ‘Stride and ride’ report doesn’t just focus on costs. It majors on the benefits, including the huge savings to the NHS. Highlighting the disparity in funding across the UK, with Scotland and Wales investing much more per head in active travel than England, the IPPR report points to the continuous underfunding of walking and cycling in England. It recommends that spending should increase to at least 10% of the total transport budget, instead of the 2% it is now.

We already knew about the benefits, and we’ve pushed for that level of funding before, but we’ve never had an independent think tank report so clearly setting out the compelling case to politicians, and explaining why spending more to get more people cycling is such a fantastic long-term investment. That’s the message we’ll be taking to politicians and candidates as the election draws nearer.

cyclinguk.org/ippr-report

Enabling people to cycle improves the nation’s health

Left and far left: Joolze Dymond

Member benefit

TAKE A LOAD OFF

Gear up for your next family adventure with a discount offer from Bike Trailer Hire. Cycling UK members can enjoy 10% off a selection of Bike Trailer Hire trailers – perfect for safely transporting your little ones or furry friends on your upcoming cycling holidays, whether you’re planning to explore scenic trails or simply running errands around picture-postcard villages. cyclinguk.org/ member-benefits/biketrailer-hire

Membership benefit PERFORM YOUR BEST OUTDOORS

Adventure awaits with Snow+Rock clothing and accessories. Enjoy an exclusive 12.5% discount on a selection of gear designed to elevate your outdoor experiences, ranging from durable outerwear to essential accessories. Whether you’re cycling rugged trails, camping or simply enjoying the great outdoors, don’t miss this opportunity to stock up before your next holiday. cyclinguk.org/memberbenefits/snow-and-rock

Cycling UK members enjoy 10% off kids’ bikes from Frog. cyclinguk.org/ frogbikes

YHA discounts

EASTER GETAWAYS FOR FAMILIES

As spring blooms, many parents are eager to escape the indoors and make the most of family time during the upcoming school breaks. What better way to bond and explore together than a family-friendly cycling holiday?

Cycling holidays are an ideal choice for families seeking an active getaway. Whether pedalling through picturesque countryside, along scenic coastal routes or amidst tranquil forests, families can enjoy the beauty of the great outdoors while exploring new destinations and creating lasting memories together.

The UK is blessed with a multitude of cycle routes that are suitable for families, regardless of age or fitness level. Cycling UK’s ‘50 family-friendly cycle routes’ page is a great resource for those looking for inspiration – visit cyclinguk.org/article/50family-friendly-cycle-routes-uk

Cornwall is a particularly popular spring destination as it boasts charming and wellequipped YHA hostels along well-travelled cycle routes that allow intrepid adventurers the chance to relax and recharge. The Camel Trail in Cornwall is a beautiful, largely trafficfree route through woodland and coastal

scenery. You can follow as much as you want: Padstow to Wadebridge is 5.5 miles, Wadebridge to Bodmin is 5.75 miles and Bodmin to Wenfordbridge is 6.25 miles.

Younger children can enjoy shorter rides or tag along in trailers or child seats, while older kids and teens can tackle longer distances and more adventurous terrain. Families can explore at their own pace, stopping to admire breathtaking views, explore charming villages, or indulge in delicious local cuisine along the way.

Cycling holidays can also be a more cost-effective alternative to traditional halfterm holidays, and this is especially true for Cycling UK members who receive a 50% discount on YHA membership. Membership also entitles you to a 10% discount off accommodation and any pre-booked meals. If there are any under 26-year-olds included in the booking, you’ll receive an additional 5% discount.

A cycling holiday promises an unforgettable journey filled with joy, discovery and togetherness for the whole family. Saddle up, pedal away, and embark on a springtime adventure like no other. cyclinguk.org/member-benefits/yha

Hebden Bridge: YHA Haworth is just 7 miles away

Left: Joolze Dymond

you are

Legacy leaver

JOHN BEDFORD

Now in his late 80s, John is still busy repairing bikes at his shop. He spoke to Emma Morris about his cycling life and the legacy he’s leaving Cycling UK

At 87 years old, John Bedford has no plans to stop riding or fixing bikes anytime soon. Cycling has been a central part of his life since he was 13, when he bought his first bike from Curries. More than seven decades later he is still busy with bikes, spending six days a week fixing them at his shop, Park Cycles.

John joined CTC, now Cycling UK, back in 1952. At the age of 14 he embarked on his first tour abroad, cycling 200 miles overnight from Loughborough to Dover to catch the ferry to tour in Europe. He remembers he didn’t know anybody who had been abroad, and he was caught riding down a Belgian motorway as he hadn’t seen one before! That first trip through France, Belgium and the Netherlands sparked a passion for touring adventures.

Alongside becoming a trained engineer and working in education, John began fixing bikes from home as a side business, using his passion for cycling and his engineering mind. He moved around for work but always joined the local CTC group, where he enjoyed making new cycling friends. He led rides and walking tours for YHA, too.

When John settled in the Midlands, he met his late wife, Beryl. John taught Beryl to ride a bike, and she quickly caught the cycling bug. The couple immersed themselves in North

Birmingham CTC – John as secretary for 21 years and Beryl as treasurer. John said: “We threw ourselves into the club and cycling. Every weekend we’d be exploring somewhere new. Beryl just loved it.”

John would ensure a welcoming cuppa was waiting for Beryl at the top of difficult, hilly climbs. He prided himself on riding ahead to pop the camping kettle on, ready for Beryl’s breather.

They took more than 90 cycling holidays abroad together, including trips to Czechoslovakia while under communist rule and 20 trips to the USA, where they were very fond of the bike racks on the front of buses, which made it easy to get around.

When John was made redundant at 55, he and Beryl turned their bike shop into a full-time venture – John fixing and Beryl running retail. Park Cycles became even more of a beloved community hub, and their new lifestyle meant they could shut up shop when it suited them for cycling adventures.

At 87, John is still at the shop six days a week, inspiring newcomers to explore local trails and eager to keep learning new skills. He has seen cycling change a lot over the years, and he’s had to learn new things to keep up – for example, how to fix new BMX models and the latest e-bikes, which he really enjoys.

Now John wants to give back after a lifetime of riding. On seeing an advert for legacy giving in Cycle magazine, John realised it was the perfect way to help and inspire the next generation of cyclists and to protect cycling for the future.

After providing for his family, John wanted to continue encouraging riders just as he has always tried to do as a ride leader, club secretary and at Park Cycles. He said: “Cycling has always been a big part of my life. It has given me so many friends, new experiences and great tales to tell. This is my way to continue inspiring people to cycle.”

Your cycling legacy

Will you join John in kindly leaving a legacy? Over a lifetime of riding, you’ve seen the joy, freedom and friendships cycling can bring. Now is your chance to be remembered as you inspire the next generation to discover the joy of cycling. To learn more on how to leave Cycling UK a gift in your will, please visit cyclinguk.org/ giftinwills. Or for a confidential chat speak to Emma Morris on 07584 345489 or email legacy@cyclinguk.org

Below: Touring in the Rocky Mountains with Beryl. They made 20 trips to the USA

John still spends six days a week at his shop, Park Cycles

Below left: Late wife Beryl during one of their winter tours

SHOP WINDOW

Cycle industry trade shows at the tail end of winter show what will be in the shops come spring.

Dan Joyce saw most of these items at Core Bike

Save money

As a member, you can save up to 50% on a wide range of cycling products and services. Visit cyclinguk.org/ member-benefits

1 Eovolt Afternoon 20in Pro £2,999.99

Neater than most e-folders save the Gocycle, this beltdrive Eovolt has a 45Nm Bafang hub motor with an automatic two-speed gearbox and a 360Wh seatpost battery. Hinges self-lock. eovolt.co.uk

2 Zéfal Bike Taxi

£49.99

It’s a retractable tow rope that straps under your saddle, ready to be fastened around the steerer tube of your child’s bike so you can tow them up a hill. Max load: 95kg. zefal.com

3 DMR Flat4 Pedals

£60

Smaller than DMR’s MTB flats, these fully-serviceable pedals have screw-in polypropylene treads that can be swapped out for more pins or kept for urban/ touring/gravel/road use. dmrbikes.com

4 Vaela 002 Jeans

Indigo £160

These straight-leg women’s cycling jeans are 97% organic cotton and 3% elastane, giving a pedalling-friendly fit. Sizes 6-18. Cycling UK members get 15% off at VeloVixen. velovixen.com

5 Abus Granit Super Extreme 2500

£279.99

Abus joins Hiplok and Litelok in offering an anglegrinder resistant D-lock. The tungsten carbide coating blunts multiple cutting discs, so theft is costly and time consuming. abus.com

6 Kids Ride Shotgun Dirt Hero £290+

An ‘enduro’ balance bike for 2-5 year olds! Using dropout extenders, the same frame takes 12in and 14in wheels. Its Magura MT4 rear disc brake has a rotor guard. kidsrideshotgun.co.uk

7 Altura Vortex QR Seatpack £100

waterproof 7-litre pack fits to a quick-release bracket doesn’t sway and is dropper compatible.

Released too late for our grouptest (p69), this cyclinguk.org/cycling-advice

4

Gearup

COMPONENTS, KIT, AND MEDIA SELECTED AND REVIEWED BY BIKE JOURNALISTS AND CYCLING UK STAFF

Carradice

Pros & cons

+ Lightweight, elegant support

- Won’t work for all loads

- Expensive for what it is

Bagman Universal Bar Rack

Saddlebag support that’s been redesigned to carry luggage up front

£65 carradice.co.uk

Carradice has long sold metal saddle racks to give extra support to their range of saddlebags. Its latest rack – the Bagman Universal – takes things to the front of the bike. The target audience is people who want to run a top-opening bag on their handlebar; or people who want to carry a dry-bag or bikepacking roll but either don’t have a harness or have a harness that sags or compresses their cables.

You still strap your load to the handlebar, but the rack stops it gradually sinking or slipping, the bane of a tourist’s life. It

Cycle’s test promise

also leaves plenty of space for your cables between the bag and the frame, and avoids the need to run stabilising straps from the bag round the head tube, which can rub. The rack has a 13×18cm platform, a load limit of 6kg and can be secured either above or below the handlebar, giving a 16cm or 22cm drop.

Whether it’s right for you depends on your bike, your loads and your preferences. I found both pros and cons.

On the positive side, at 378g it was a largely stable, elegant and lightweight way of supporting a medium-sized top-

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

opening bag – particularly one of Carradice’s own models with a base flap for sliding onto the rack. And the rack also gave the reassurance that the load was never going to slip or bounce onto the front wheel.

Downsides? Fitting was more of a faff than it needed to be, particularly because the positioning of the bolts made small adjustments a headache. And while mediumsized loads were fine I found the 26L Odyssey XL bag that Carradice kindly lent me more challenging to keep from moving on the rack or on the handlebar when full.

I didn’t have much luck with using the rack to carry a dry-bag on my MTB, but your experience may be different. While I could make quite a wide, bulky 4kg dry-bag really stable even with ordinary bungees by cinching them around the rack and up to the handlebar, this pressed the load right against the vulnerable point where my hydraulic cables joined the brake levers. Strapping the load only to the rack instead and not the handlebar gave too much bounce.

Sean Fishpool

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.

Other options

REVELATE DESIGNS HANDLEBAR HARNESS

£92

A masterpiece of superstable, durable design. Very fast to load, unload and tighten, with neat features like cam-locking straps. revelatedesigns.com

JACK THE BIKE RACK

£79.99

Ingeniously simple barmounted rack with tool-free fitting. Larger and more stable than the Bagman Universal, but heavier at 730g. wholegraincycles.com

Verdict

The Bagman Universal is a tidy way to keep handlebar loads stable and off your front wheel. For bikepacking bar rolls, you may still be better off with a harness-style support, while bigger loads may feel more stable behind the saddle.

Pros & cons

+ Allows MTB cleats on road shoes

- Poor adjustability

- MTB cleats cost extra

Shimano

Cleat Adapter SM-SH41

A way to use three-bolt shoes with two-bolt pedals

£20.99 shimano.com

Here we have a great idea in theory – an adapter plate that allows the fitting of two-bolt MTB-type cleats to road cycling shoes with the standard three-bolt fitting – let down in execution by an obvious and severe flaw.

Why bother using otherwise incompatible shoes and pedals in the first place? Lacking the deep rubber tread seen on MTB shoes, road shoes tend to be lighter and stiffer at a similar price point. They also tend to put the cleat median position further forward than MTB shoes, which may (or may not) offer a better cleat position for the rider.

Shimano’s Cleat Adapter SM-SH41 comprises, for each shoe: a triangular plate with a hole at each apex spaced to match the standard road threebolt fitting; three countersunk hex bolts to fix the plate to the road shoe sole; a moulded plastic block that fits over the plate; and a further two countersunk bolts to attach the two-bolt cleat (not provided) to the plate. The block, which also functions as a pair of pontoons to stabilise the shoe, covers the shoe’s rear two apex bolts and is fixed in place by the front apex and two cleat bolts.

It’s easy enough to assemble, and the plate is flexible enough to conform to the curvature of most

road shoe soles. The position of the plate is, however, determined by the position of the road cleat fittings, which are non-adjustable. Any positional adjustment in fore-and-aft, lateral and rotational planes would be provided by the road cleat rather than the shoe.

The Shimano adapter only offers limited lateral movement, this thanks to the few millimetres of sideways movement in the MTB cleat itself. Rotational movement, if any, is thanks to the cleat fitting loosely in the pedal, while the adapter allows for no fore-and-aft movement whatsoever. The centre line of the MTB cleat sits 8mm in front of the rear two road cleat bolt centres. Compare this to the position of your road pedal axle relative to the two rear bolts to see if your foot would be correctly positioned. Even then, it might not be at a comfortable angle.

Richard Hallett

Verdict

Potentially useful adapter system let down by the impossibility of making often vital adjustments. It’s a matter of luck whether the MTB cleat ends up exactly where the rider wants it.

WELLGO RC8 CLEAT ADAPTER £35

All-metal adapter with some positional adjustment. Designed to work with Wellgo MTB pedals. en.wellgopedal.com Other options

AMONIDA BIKE PEDAL ADAPTER £18.76

Copy of Shimano Cleat Adapter SM-SH41 –with the same failing. amazon.co.uk

Van Rysel

Men’s Sleeveless Ultra-Light Road Cycling Windbreaker Racer

Lightweight, packable wind protection at a bargain price

£29.99 decathlon.co.uk

There’s one thing I’d change about this gilet from Decathlon: the name. ‘Lightweight gilet’ would suffice. ‘Road cycling’ and ‘Racer’ are no doubt dropped into the description because of the close cut, which Decathlon calls Pro Fit. But it also works fine as an off-road windproof.

I bought this nearly two years ago and have, I think, worn it every month since – over a jersey on cooler summer days, with arm warmers in autumn and spring, and over thermal long-sleeve

jerseys in winter. At 88g (size M), it’s one of the least bulky gilets I’ve used. It doesn’t even fill a jersey pocket, so you don’t regret taking this just-in-case layer even when you don’t use it.

The sizing is on the small side because of the racy fit. With a 37in chest and 31in waist, I’m often size S. The size chart for this gilet said M. It fits fine, with enough stretch in the part-elastane side panels and mesh back to accommodate a thick winter jersey with stuffed pockets.

CASTELLI ARIA VEST £110

Castelli’s “lightest and most packable wind shell” is 13g lighter than the Van Rysel but nearly four times the price and only comes in brown, grey or silver. Hmm. castelli-cycling.com

Other options but it doesn’t flap and crack

The front and dropped tail are lightweight, non-stretchy polyester. I can hear the wind ruffling the fabric at speed but it doesn’t flap and crack like a looser-fit gilet. It keeps the wind off your torso well but won’t stop anything other than the lightest drizzle; ‘water repellent’ is how it’s described.

Elastic at the arm holes and hem keeps draughts out there, while the collar (faced with a softer fabric) is high and close cut to prevent it scooping air. The decent-quality YKK zip is backed by a flap for better wind blocking, and covered at the neck so the pull-tag doesn’t tickle your throat.

There’s some reflective detailing for nighttime visibility. During the day this ‘fluo lime yellow’ colour makes me stand out like a canary among crows alongside my almost exclusively black-clad clubmates. (This gilet is also available in ninja black.) A slot across the back of the gilet gives access to jersey pockets. There’s a small internal pocket that’s no good for storage while riding but ideal for packing the gilet into.

It’s machine washable at 30º. Sizes: S-XXL. The women’s version seems to be available only in black but is £5 cheaper. Don’t forget your 10% Cycling UK discount at Decathlon!

Dan Joyce

LUSSO SKYLON GILET FLO YELLOW £45

On offer for £31 at time of writing, Lusso’s goodvalue gilet has a wind- and showerproof front, a breathable back and a rear pocket. It’s made in the UK. lusso.bike

Verdict A lightweight, tailored-fit windproof that offers comparable performance to gilets costing two or three times the price. Mine is fine after nearly two years of regular use. If I lost it or tore it, I’d buy the same again.

Outdoor photo: Kathy Davis/Scarborough Coast Cycle Club

Books

CYCLING INSPIRATION WHEN YOU’RE STUCK INSIDE

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

Raleigh

Details

By: Tony Hadland

Publisher: Veteran-

Cycle Publications

Price: £55 + £6.50 p&p (free p&p for V-CC members).

Order at v-cc.org.uk

ISBN: 9781999342968

SUBTITLED ‘PAST AND PRESENCE OF AN ICONIC BICYCLE BRAND’, this hefty hardback is the expanded second edition (now 660 pages!) of Tony Hadland’s detailed profile of Raleigh. As soon as you pick it up, you can tell it’s going to be a comprehensive history of the Heron head badge.

There’s more to it than mere grammage, however. Right from the introduction and acknowledgments, you quickly become aware that this is a seriously well-researched and puttogether history of the Raleigh brand. It chronicles the early days of the Nottingham company, made famous by Sir Frank Bowden, through the many iterations and ownership of the company to the current status.

As a reader born in the 1970s, raised in the ’80s and buying his first MTB (yes, a Raleigh) in 1989, I was most engaged by the chapters and imagery covering the last few decades of the 20th century. There are the iconic models most of us immediately think of when hearing the Raleigh name: Chopper, Grifter, Burner and Shopper. There’s also a nod to the early days of Raleigh’s domination of the UK and international mountain biking race scene. As well as provoking some good memories it taught me many things I didn’t know.

For me, it’s overly detailed in some areas. That’s not really a criticism: it’s not hard to skip over sections you’re less interested in, and there’s plenty here that I’d have missed if it were omitted. Overall, this is an excellent book.

Ross Adams

Excerpts

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

Details

By: Hannah Grant

Publisher: Musette

Publishing

Price: £32.99

ISBN: 9788794190206

The New Grand Tour Cookbook

IF YOU’VE EVER wondered what a pro cyclist eats during the Tour de France, look no further. You can create and enjoy meals that the likes of Mads Pedersen and Hugo Houle have experienced over the three-week period of Le Tour. The recipes use natural and unprocessed ingredients to ensure your body gets the nutrition and energy it needs to support hard training or racing. With simplicity in mind, each dish will leave you feeling like a professional chef!

Mo Halloum

Details

By: Mike Callow

Publisher: selfpublished

Price: £3 (covers p&p) from mikecallow@ icloud.com

ISBN: n/a

Cycling The Alps Adventures Then & Now

THIS ENDEARINGLY CHATTY book covers the author’s 20 years of cycle touring in the Alps with his wife. It flits between different trips, shares nuggets of advice, and balances the 21st century view with fascinating stories and photos of the early days of alpine cycle touring. It’s a self-published book, and after a while the friendly postmistresses, B&Bs that go the extra mile and dramatic changes in the weather blur together, especially as there are photos but no maps, but it’s little the worse for it.

Sean Fishpool

Details

By: Lexie Williamson

Publisher:

Bloomsbury Sport

Price: £20

ISBN: 9781399405997

Yoga for Cyclists

THIS IS AN aesthetically pleasing, well laid out and easy to use guide for any cyclists wanting to improve their flexibility and look after their musculoskeletal health. As well as yoga the book covers a wide range of general holistic topics from training, endurance and recovery through to mental focus, breathing and even sleep health. The cycling theme is strong throughout, with direct links to how each technique benefits time spent on a bike. There’s particular focus on common ailments experienced by cyclists. I found it really useful.

Ellen Holmes

Letters

THIS MONTH DRIVERS GETTING THE MESSAGE, FIXED-WHEEL WORRIES, DELIVERY RIDERS, BIKES ON TRAINS, AND MORE

Letter of the month

PEDESTRIANS CROSSING

PGet 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 30 April. Please include your membership number.

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

CLOSE CALL

Just before New Year, as I pedalled up one of Pudsey’s many hills, three cars closepassed me, one after another. I thought I needed to do more than my usual yell of “Too close”. I decided to put an A3-size poster on the back of the bike for the month of January, with the message “Don’t drive so close to me! 5 feet please ;-) (Highway Code, rule 163)”.

aul Darlington’s answer to the question “Should groups of cyclist now shout ‘pedestrian!’ and hit the brakes if they spot someone at a junction who looks like they want to cross the road” referenced many appropriate Highway Code rules. I can offer further advice as somebody who delivers the Cycling Scotland Cycle Ride Leader and Cycle Trainer courses.

If you are approaching a junction into which you want to turn, do so at a speed that you and your group can safely stop if there are road users who have priority. Ride leaders will be experienced at managing this if turning right and there are oncoming vehicles; we must also do this if we are turning right or left and there are pedestrians waiting to cross the road into which we are turning. Calls such as “easy/slowing” on approach and “stopping” when we can see we don’t have priority should avoid any sudden chain reactions.

If you are not sure your group members are aware of the new rules, some practice in a quiet playground or car park before trying it on less busy roads can be helpful. Highway Code rule H1 refers to the new hierarchy of road users and makes it clear that we all have to look after pedestrians. We now teach children the new junction priorities during their on-road Bikeability lessons.

Andrew Abbess

Win a Passport Saddle Pack worth £69.99

The letter of the month wins a Passport Saddle Pack, courtesy of Ison Distribution. This 9.8-litre roll-top bikepacking bag has a waterproof liner to keep your kit dry and a wipe-clean tarpaulin base to shield you from mud. There are two external pockets for keys or tools, and the seatpost strap is rubberised to keep the bag stable. For more about the whole range of Passport bikepacking luggage, visit passportcycles.co.uk

I contacted the local online news website, West Leeds Dispatch, and they published an article and Facebook post. The latter attracted more than 1,500 comments. There was enough whataboutery to complete a full house of anti-cyclist bingo –red lights, ‘road tax’ and so on – but also plenty of positive responses. A journalist from the Yorkshire Evening Post published a nice write up, too.

Tim Devereux

POLITICAL CAMPAIGNING

Duncan Dollimore’s article, ‘Our Electoral Role’, is a useful reminder that improvements to cycling infrastructure do not ‘just happen’. It can take years of dedicated lobbying and pressure to get the changes that we need.

With a general election coming this year, it was also a reminder that we need to engage in the political process.

However, as a charity, Cycling UK needs to be careful that we don’t ask people to vote for – or promote – any particular people or parties. The Charity Commission guidance is clear. I’ve seen some charities shy away from getting involved in political campaigning for this reason but that’s not necessary.

Simon Saville

Easy does it

Left: Joolze Dymond

FIXED-WHEEL WORRIES

I can’t agree with your recent article on fixed-wheel bicycles. I have no problem with singlespeed bikes with a freewheel but in my view fixed-wheel arrangements have no place on the public highway, and should stick to the track or at least away from traffic. If fitness training is the primary aim, as opposed to safe travel on the public highway, the public highway is no place to indulge. Their presence only reinforces the general public’s view that cyclists are ill disciplined and do not abide by the Highway Code.

Basil Hollington

If we were talking about brakeless fixed-wheel bikes on the road (i.e. track bikes), I would agree with you. Road-legal fixed-wheel bikes are different – a touch of the brake(s) is all that’s required to bring one’s cadence under control, while prompt stopping is straightforward. Being ill disciplined and not abiding by the Highway Code is unrelated to the presence or absence of a freewheel.

TAKEAWAY TROUBLE

I am writing to express my deep concern regarding the behaviour of some e-bike delivery riders. Is this something that Cycling UK lobbies governments and delivery companies about?

Over recent weeks, I have observed numerous instances of e-bike delivery riders in Brighton without lights, cycling on pavements at speed, as well as blatantly disregarding traffic signals (including running red lights).

I believe that the e-bikes being used by these delivery riders have been illegally modified to travel at speeds exceeding the legal limit of 15mph, and that they may not require the rider to pedal. This raises serious concerns about the safety implications of such modifications, as well as their

compliance with existing regulations governing the use of electric bicycles on public roads.

Michael Twine

FILL THOSE HOLES

Potholes are the scourge of cyclists and motorists alike. Reporting them via Fill That Hole will certainly make people feel that they have a quick and easy place to report the potholes.

My issue is that as responsible road users (cyclists and motorists), we all have a moral and legal duty to keep our vehicles in roadworthy state of repair to keep everybody safe on our roads and cycle routes. Is there not a legal duty for the authorities to maintain our roads in the same manner?

Stephen Pearce

There is a legal duty, yes, but highway authorities essentially just have to show that they have a regular (note: not necessarily frequent) inspection routine and that they fix holes they’re aware of. That’s why Fill That Hole is important: they can’t deny they were unaware of a reported pothole.

BIKE-RAIL BLUES

I was interested to read ‘Our Electoral Role’, looking at what Cycling UK is doing. But it did not touch on the main issue of concern to me: bikes on trains.

It’s easy sometimes – buy a ticket on my phone and jump on a Southeastern train to get out of London. But so often it’s impossible or lots of work. There are so few places available on many longdistance trains (such as Great Western and Avanti). Going abroad, it’s very difficult on Eurostar. Bus replacement services refuse to take bikes. Websites sometimes say bike spaces are unavailable when a trip to the station confirms that they are. There are outdated restrictions. And so on and on. It’s often extremely stressful.

Simon Holmes

OFF-SEASON CYCLING

CYCLING UK FORUM

Get immediate feedback from other members at forum.cyclinguk.org. Here’s an abridged extract from a recent thread: cyclinguk.org/ bike-tyres-expensive

WHY ARE BIKE TYRES SO EXPENSIVE?

TrevA: I recently bought a new tyre for my car: £55 and it will last 30,000 miles. Bike tyres can cost as much. Even Conti Gatorskins are now nearly £40 each and typically last 2-3,000 miles. Why are bike tyres so expensive?

rareposter: Smaller production runs, specialist equipment, completely different engineering – bike tyres are built for light weight, car tyres don’t really need to consider that.

PH: Are you making a fair comparison?

Halfords sells bike tyres from around £15, Wilco’s used to have some from £8. While the sort of sporty car tyre that might be comparable to Gatorskins seem to start from around £130.

axel_knutt: I saw a video of bike tyres being made just recently, and

was surprised how labour intensive it was. Laying up layer upon layer, bunging it through various machines, trimming with a knife etc. I can’t imagine car tyres aren’t automated more than that.

simonhill: I’ve seen bike tyres in Asia for under two quid. Rather heavy, rather knobbly, but cheap.

Jon in Sweden: You can quite easily get decent road/gravel tyres for £15-20 if you’re prepared to snap up special offers. If you’re set on running Conti GP5000s, then it’s going to be fairly expensive.

mattheus: The starter question is comparing apples for cars with pears for bikes. The tyres we are mostly talking about here are closer to the equivalent of racing car tyres. Somebody call Pirelli and ask how much they sell F1 tyres for!

Road legal

Beats hooks…

Photo of the month

I took this shot of a road cyclist on Leith Hill in Surrey back in December. Dudley Hubbard

Top: Above Alum Bay on the Isle of Wight, near the Needles

Bottom: flooded trail, New Forest

STEVE BEHR

Steve is best known as a mountain biking photographer.

His website is stockfile.co.uk

Great Rides

BIKEPACKING BEGINNERS

Bivvying under a tarp isn’t the only bikepacking option. Steve Behr and his friend Troy took a more easygoing off-road tour of southern England

Something interesting in the south of England. That was the request of my old friend Troy, visiting from California, when I asked if he wanted to go riding. I’ve done many bike trips over the years but somehow a selfsupported, multi-day adventure hasn’t been among them. So we settled on a ride from my sister’s house near Hindhead to the Isle of Wight and back via a more or less circular and mostly traffic-free route.

I had a vague idea where I wanted to go. I’d done the Shipwrights Way a few years back, a 50-mile route stretching from Alice Holt Forest near Farnham, over the South Downs and on to Portsmouth. That would get us to the ferry where we’d cross to Ryde on the eastern side of the Isle of Wight. After a couple of days there, we’d head back from Yarmouth on the western side of the island to Lymington, where we’d explore the New Forest. Then we’d follow the Test Valley up towards Winchester and pick up the South Downs Way to the other side of Petersfield. From there, King Alfred’s Way would take us back across to our starting point.

ACCOMMODATION RESERVATIONS

To keep it comfortable, I figured we’d need to split the route into chunks of about 40 miles a day. That would let us do side trips to explore en route, take

We chose not to camp as it would mean carrying extra gear

proper lunch breaks and still have time to relax. We weren’t looking to break records; it was about having a fun trip. Although Troy was amendable to the idea, and despite both us having done so in the past, we chose not to camp. It would mean carrying extra gear, which would be harder. We’d rather spend money on B&Bs or hotels, and pub and restaurant meals where necessary.

Aside from working out the route, the hardest part was finding suitable accommodation with secure bike storage. The attraction of doing an established multi-day adventure like King Alfred’s Way is that the B&Bs on such routes are set up to cater to cyclists. We were doing our own thing, so I made a bunch of phone calls checking on bike storage until we found the right combination of location, price and storage facilities. Be warned: what some people consider a safe place to leave bikes overnight isn’t necessarily what you or I would consider safe!

Route planned, accommodation booked and luggage sorted, Troy and I did a test ride with the bikes fully laden. That confirmed that we’d chosen the right bikes and daily distance.

Keeping a nervous eye on the weather forecast, we waited for our mid-September departure day.

TICKETS TO RYDE

We met up with a friend of mine, Mike, for part of the first day’s ride down the

Fact file Bikepacking beginners

Distance: 370km (230 miles).

Route: Hindhead to Portsmouth via the Shipwrights Way, ferry to Ryde, across the Isle of Wight to Yarmouth, then ferry over to Lymington. Through the New Forest to Cadnam, then up the Test Valley and across to Winchester, where we picked up the South Downs Way/ King Alfred’s Way back to Hindhead.

Conditions: We had several days of warm sunshine and only one day where it threatened to rain but didn’t. The route was a mix of off-road/trafficfree trails, bridleways and smaller roads and byways. After a dry summer all were in good condition.

Bikes used: We both used Giant Anthem cross country mountain bikes.

Maps/guides: Phones and a Garmin 800 for route guidance, using a mix of gpx files, the Komoot app and Google Maps.

I’m glad I had… My Ortlieb QR seatpack and bar bag, which went on and off the bike really easily.

Next time I would… Question B&B owners more carefully about safe storage for the bikes before booking.

Further info:

Shipwrights Way: bit.ly/cycleshipwrights-way

Isle of Wight: visitisleofwight.co.uk/ things-to-do/cycling

The New Forest: thenewforest.co.uk/ things-to-do/cycling

King Alfred’s Way: cyclinguk.org/kingalfreds-way

Shipwrights Way. He lived near the route and rode it regularly, which made navigation easier on day one. We stopped to eat our packed lunch outside the scenic St Hubert’s church in the South Downs National Park – Troy with a tin of sardines and a chunk of bread, me with a pack of biltong and a bag of crisps. That fuelled us to Hayling Island, our first overnight stop. We had enough time to check out the beach and the route to the ferry for the next morning. Then it was back to the B&B.

We made the Isle of Wight ferry in good time, after catching the small ferry across from Hayling to Portsmouth. On the island we headed towards Cowes on a relatively flat northern route using part of the established Red Squirrel Trail. I’d visited the south and the centre of the island before and knew how steep and long the hills were. The idea was to get to the other side and spend two nights in a self-catering flat so that we could explore the western end of the island at our leisure.

The weather was cooperating. We had deep blue skies, warm sunshine and amazing sunsets for both of our island days. It was good to have time messing about on the bikes without the luggage, just exploring with no agenda or

destination other than to get back to base by the end of the day.

We cycled up to look at the Needles, then tried to find a bridleway to take us up to the Tennyson Monument where the views across the island are amazing. It was a steep push up, then mostly footpaths, so we headed back down to Freshwater and up the chalky bridleway of the Tennyson Trail, alongside a golf course that seemed to go on forever, up and up until it suddenly went steeply (and sketchily) down again. Glad of the stable mountain bikes, we then returned to Yarmouth for a bit more sightseeing.

FOREST FAUNA

Day four was a New Forest day. We caught the ferry across to Lymington, where we met another friend, Paul, who joined us for a wiggly off-road ride as far as Lyndhurst. We had lunch there, and stopped to thank Tom at the marvellous Woods We had blue skies,

warm sunshine and amazing sunsets for both of our island days

Clockwise from top left: Loaded Anthems on Hayling Island. Freshwater Bay on the Isle of Wight. Tennyson Monument, Isle of Wight. Near Minstead –ponies roam free in the New Forest, along with pigs, cows, horses and donkeys

Below: Near Binfield on the Medina Greenway, Isle of Wight

The climb up to Butser Hill is long and technically challenging – we appreciated being on mountain bikes

Cyclery for the route he’d suggested we take to Winchester the following day. The Komoot app was a big help for a lot of the trip but, as we’d found out that morning when it took us through a bog, it wasn’t a substitute for proper local knowledge.

The New Forest is chock full of routes both on and off road. Ponies, horses, cows, pigs and donkeys roam around on those routes. It’s wise to bear that in mind when going round a corner on one of the narrow lanes where you’d never expect a pig or donkey to be standing. We passed several of each along the way on day five. The weather had deteriorated, but not as severely as the forecast had predicted. It was misty and damp rather than rainy as had been forecast, much to our relief. It improved through the day as we made our way towards our lunch stop in Winchester.

After the bumpy flatness of the north New Forest, we soon hit the bigger hills of Hampshire. We had to get into the rhythm of longer climbs after leaving the Test Valley and hanging a right to Winchester. Days five and six were the hilliest, and by the afternoon of the last day we were definitely ready for the end. We even made a few adjustments to the route on the fly to get us back without any extra climbs or unnecessary miles.

The South Downs Way between Winchester and Petersfield is lumpy and bumpy, and while we were glad to be going down the grassy slope of the infamous Butser Hill, the climb up to it is long and technically challenging in parts, so we again appreciated being on mountain bikes. It also provided our final animal encounter. At one point our route was completely blocked by a friendly herd of cows, which had to be gently encouraged to let us pass.

After six dry days, it started raining five minutes after we finished. Would we do it again? Definitely. As long as we could book the same weather!

Pack it in

Troy and I had different approaches to luggage. I went for luxury with a set of Ortlieb bags: waterproof, quick-release bar (11 litres) and seat (13 litres) packs. Troy took a budget approach with a basic REI seatpack (which needed extra stabilising) and a Podsacs bar bag in similar sizes. Both setups did the job, but Troy’s required a lot more fiddling to attach and detach, and were best left on the bike overnight. I also had a small frame bag and top tube bag, and Troy borrowed a top tube bag from a friend. Clothing went in the seatpacks, with jackets, trail food and a camera in the bar bags. The smaller bags had tools and chargers, and we each had a small waistpack for extra bits and pieces.

South Downs Way congestion

Clockwise from top left: Taking a breather before descending to Winchester. Salt Hill on the South Downs Way. Selfie, somewhere between Mottisfont and Winchester. Winchester Cathedral

LEAD

THE WAY

WHEN IT’S A GROUP RIDE, CYCLING IS A SOCIAL EVENT. JULIE RAND LOOKS AT THE ROLE OF THE RIDE LEADER AND GETS TIPS FROM SEVERAL OF CYCLING UK’S FINEST

JULIE RAND Cycling UK’s volunteer communications officer

You’re sitting in a really nice café, one that welcomes cyclists, and chatting with your fellow riders while you sip a well-deserved coffee. You might be discussing the route, the scenery or the latest hack for keeping your bike on the road. But there’s more than likely someone there a bit less animated than the rest, someone who’s only half-listening because they’re also thinking about the route home, the amount of daylight left, those looming clouds on the horizon and the possible bailout options if what was forecast as light drizzle turns into a torrential downpour – as well as whether or not that new rider is having a good time.

That person is somebody many of us who take part in group rides take for granted: the ride leader. Without them there’d quite possibly be no quiet, interesting route to follow, no cycle-friendly coffee stop and nobody else to share the joys of a great ride with.

Nowadays it’s possible to download routes from an app and go out on your own without getting lost. Yet it’s so much more motivating if somebody else has taken the time to plan a ride, so that all you have to do is turn up at the meeting point at the allotted time with a functional bike and kit.

Although you alone are responsible for making sure you’re prepared for a group ride, many leaders will have a wealth of experience in keeping groups together to make sure everyone enjoys themselves and gets home safely. Some may also be able to help with things like minor mechanicals or spare clothing. At the very least, you will have someone to ride with who wants you to enjoy cycling in the local area as much as they do.

LEADING LIGHTS

Group rides have always been a central part of Cycling UK’s history, offering members the opportunity to cycle in

Left: Robert Tomlin

like-minded company while benefiting from the moral and technical support offered by fellow riders. We don’t require our member or affiliate group ride leaders to have formal qualifications, although we strongly recommend they take both ride leader and first aid training courses (see ‘Ride leader resources’, right).

Ride leaders come from all disciplines and walks of life. They may or may not have great mechanical skills. They may prefer a slow pootle to a head-down blast. Good ones will all be able to put together a pleasant route and tailor the ride to suit the ability and interests of the majority of their riders so that everyone comes back wanting more. Other useful attributes are humour, patience, kindness, confidence and empathy.

Different leaders can bring different things to their rides. Off-road ride leader Gus Cairns, who volunteers at Cycling UK’s Dunoon Bothy project in Argyll and Bute, makes a point to find out about the local flora and fauna or historical points of interest. He says this “helps with keeping people engaged and is also a way of allowing everyone to have a breather, particularly after a tough climb.” His rides encourage folk to come out in most weathers, with some attending from as far away as Glasgow to explore the stunning terrain and views of the Firth of Clyde.

REAPING THE REWARDS

So what’s in it for the ride leaders? Why would anyone go to the effort of voluntarily organising bike rides for others and take on the responsibility that this involves? Gus likes the excuse to be outdoors. He usually leads one ride a week, depending on his work commitments.

CeCe Balfour has recently become a ride leader for Cycling UK-affiliated New Forest Off-Road Club, which was founded in 2020 with “ambitions to set the blueprint for the most inclusive, accessible and diverse, community-led group rides”.

CeCe, who rides an ICE Adventure recumbent trike with Enviolo automatic gears and pedal assist, says: “I like seeing people enjoying riding their bikes. I also love meeting new people and catching up with friends. Sometimes I feel nervous when I meet new people, but when I am riding, meeting new people is easier. It’s just amazing!”

There are other perks, such as being able to decide where you ride, for how long and at a pace that suits you. You call the shots. Not happy with your group’s current offerings? Why not organise your own

You will have someone to ride with who wants you to enjoy cycling in the local area as much as they do

rides and see if others feel the same?

However, providing pleasure to the participants is mainly what makes the role so rewarding, along with the sense of giving something back to the community. Gus’s rides, which take in the many miles of fire roads in the Dunoon area and attract people from all walks of life and of all ability levels, focus on improving the riders’ mental and physical wellbeing. A recent rider said: “Thank you for allowing me to participate in your led ride today. Although I found the ride challenging, I did enjoy it. I thought that you were very encouraging and I therefore felt safe.”

Another participant added: “I’ve been on several rides with Gus Cairns. He’s brimming full of energy and enthusiasm for off-road cycling, really knows his stuff, sets a standard for fun riding, is equally mindful of keeping us safe, as well as encouraging folks with less experience. And he really does know the routes around Dunoon. On top of that, he has a good

grasp of bike mechanics – he saved my bacon on a wintery day, helping out when my fingers couldn’t cope with changing a punctured tube. And he can give advice on bike setup as well as riding skills.”

WHEELS OF CHANGE

It’s not just the physical benefits of being out in the fresh air and enjoying the scenery that make led rides so valuable. Steve Potter runs New Routes Bike project, which has received support from Cycling UK’s Vanessa Morris. It is located in Ladywood and Winson Green, a very deprived and diverse area of Birmingham. New Routes is an off-shoot of the Newbigin Community Trust, an organisation that aims to provide a place of “welcome, inclusion and social cohesion for neighbours in the area.”

He and fellow ride leaders Jack, Andy and Alex from New Routes organise a led ride for beginners along the extensive canal network in the city every Thursday, with a coffee stop often included. The aim is to give people who struggle with issues such as drug and alcohol addiction not only the confidence to cycle but also the chance to be part of a group and benefit from the camaraderie and sense of belonging this brings.

Steve says: “Many of them have only ever done their own thing, so it can be challenging to keep their focus on the needs of the group, rather than their own immediate priorities. For example, they might suddenly decide they want to stop for a cigarette break. The way to deal

Photos: Gus Cairns, Steve Potter, CeCe Balfour, Lowri Evans

with this is to be firm so that the group stays together.”

The project also provides participants with refurbished bikes and has been very successful at getting people from the surrounding area out in the open air, enjoying the chance for some companionship and learning a new skill. One recent ride attracted 13 people.

The goal is to encourage the riders to go further along the 250-mile canal network and eventually take in some sections of road, with a view to using the bikes they have been donated as day-to-day transport.

TEAMWORK MAKES THE DREAM WORK

Lowri Evans is a long-standing ride leader and secretary of Chester & North Wales CTC member group (also known as CTC Caer a Gogledd Cymru). Her way of keeping the group together is to focus on teamwork.

She says: “Everyone on the ride should be coming along ready to have fun – even though this might be type two fun – and with the expectation that they have a part to play in ensuring that all have a safe and enjoyable ride, with great company, an interesting route, friendly cafés and good weather as a bonus.”

Many people might not feel confident enough in their navigation skills to offer their services as a ride leader. Lowri uses various methods to plan her rides. She says: “If it is an unfamiliar route, I tend to look at an Ordnance Survey map and may try to plan it on Ride With GPS. For a very

RIDE LEADERS FEATURE

local route, it is usually local knowledge, with variations according to weather, time and mechanicals.”

Sometimes rides are planned around a particular theme, such as to take in routes with lots of daffodils on St David’s Day. Her most recent ride was only five miles, almost all on cycle paths: “We ended up doing some ‘forest bathing’, which was a new term to me.”

Lowri doesn’t claim that things never go awry and, despite 25 years of ride leading, says she is always learning. “There is always scope to learn and improve. I have done both the one-day Cycling UK Club Leader training course and the much newer online course for members. It’s helpful to try to keep up to date and get new ideas.”

She’ll also always listen to others if their local knowledge is better at, for example, predicting when it’s going to rain, and she recommends appointing “a really good back marker to assist, or even leading from the back yourself, so you can keep an eye on riders who may need some extra support.”

TIPS AND TACTICS

Lowri’s other top tips for making sure nobody gets lost or discouraged include “encouraging riders to look back to see if everyone is there. There are times on rides when it can help to let faster riders go ahead, with an arranged point for regrouping. Stronger riders can also shelter others if riding into a strong headwind. On most rides there isn’t a GPX route sent out

Ride leader resources

Cycling UK supports groups and ride leaders with a wide range of resources such as our Ride Leader’s Toolkit. This includes the Ride Leader Standards Handbook, which has advice to increase your confidence and proficiency in leading rides and groups. We also provide training, such as our free online course for Cycling UK members and member groups, as well as tailored in-person, paid-for training for small groups from cycling clubs or other organisations such as police, prisons and recovery houses.

In the current financial year, we’re delivering 90-plus courses across the UK in on and off-road ride leading, bike maintenance and first aid.

Our website has more on:

• Local groups and cycling clubs: cyclinguk.org/localgroups

• What to do if there’s an incident on a group ride: cyclinguk.org/group-rideincident

• Free online training course for member group ride leaders: cyclinguk.org/ ride-leader-training

• Other courses and training: cyclinguk.org/coursesand-training/coursesavailable

Clockwise from bottom left: The New Routes group explores Birmingham’s canal towpaths. Gus Cairns (leading) of the Dunoon Bothy project. CeCe Balfour (left) and mum Vicky from the New Forest Off-Road Club. Lowri Evans (second right) of Chester & North Wales CTC

in advance, so people are more likely to wait at the top of a hill or junction to check where to go.”

Gus’s Dunoon Bothy rides are free and open to anyone, whatever their skill level. Some take part on traditional bikes and some are on e-bikes, so Gus always asks the group to cycle at the pace of the slowest. He finds loops on fire roads are easiest for everyone as the gravel surface is perfectly rideable and, as someone with a Level 2 Mountain Bike Leadership certificate, he is only qualified to lead on trails of a non-technical nature within a half-hour walk of a road.

On CeCe’s rides, “miles are not as important as smiles”, she says. For her, the ideal group ride would have “lots of familiar friends, along with new people. I’d make sure new people were happy and felt welcomed to the group and there would be lots of chat and laughter. Everyone will support each other and there will be cake!”

Cycling UK’s own recommendations include:

• Finding out the names of everyone on your ride – not just for insurance purposes but because it’s friendlier.

• Giving a short briefing at the start to include likely distance, terrain, planned stops and time of return. This will give everyone an idea of what to expect and prevent grumbles later on.

• Explaining how you will lead the ride and any jargon and hand signals you might use; when and where you will wait for stragglers; how you will deal with traffic and so on. But also reminding each rider they are responsible for their own safety.

• Pointing out any likely hazards in advance.

• Avoiding blocking roads and trails by choosing stopping points carefully.

• Keeping the ride flowing smoothly but stopping occasionally and giving stragglers a rest before restarting.

• You have a duty of care to the riders and the public, so if you think someone may endanger themselves or others, have a quiet word with them. If their behaviour persists, you are entitled to ask them to leave the ride.

• You should lead by example and remain courteous and considerate to all road or trail users and fellow riders.

• Ensuring anyone who wishes to leave the ride is happy to make their own way home.

• At the end of the ride, thanking people for coming and letting them know details of the next one, if you have them.

Before

TAKING THE LEAD

Khalda Begum from Share Calthorpe community cycle club in Birmingham recommends volunteering as a ride leader to everyone. She explains: “It’s a way of giving back to the community, as well as a way of making new relationships and building confidence on a bike. You have the perfect excuse to get exercise out in the fresh air and challenge yourself – sometimes being a ride leader means learning to be patient! But you’ll also surprise yourself with how much you can achieve. It’s very worthwhile.”

If you would like to give ride leading a go, speak to your group’s secretary or rides coordinator. The group may provide an induction and even a mentor. Cycling UK strongly recommends that our member and affiliate group ride leaders undertake training in ride leading and first aid but doesn’t insist on them. (Other organisations may do so, however, especially if a payment for the ride is involved.)

For member groups, we ask that ride leaders are proposed and seconded by at least two committee members who can vouch for their suitability to have duty of care for others as well as plan and lead safe and congenial rides. All member group ride leaders should be registered with us for insurance purposes. Affiliate groups are strongly encouraged to submit names to us as well.

If you are delivering skills training as part of the role, either on or off road, you will likely need a professional qualification such as National Standard instructor training or Technical Mountain Bike Leader. You may also need to undertake a first aid and/or bike mechanic course. In this case, you should also think about Cycling UK’s Cycle Activity Provider insurance policy (see ‘You’re covered’). This provides indemnity for individuals rather than groups.

As a registered ride leader for one of our groups, you will be covered for up to £10m

You’re covered

Many people think they don’t need to worry about insurance if they are ‘just a group of friends’ going out together. Yet there is usually someone who has planned a route and is at the front of the group showing the way. If what you’re doing could be construed as a ‘led ride’ or formally arranged, it’s well worth your group being affiliated to Cycling UK (assuming you’re not already a Cycling UK member group). As a registered ride leader for one of our groups, you can have peace of mind that you will be covered for up to £10m should anything occur during a ride that could lead to a claim against you or the group. Cycling UK’s insurance guidance makes it clear that ride leaders should be aware of who is on their rides in order to be covered by our organisers’ liability cover. Such cover is valid as long as the ride is led in accordance with our policies. Our online guidance and FAQs set out what is and isn’t covered: cyclinguk.org/insurance

you set off, let riders know the likely distance, terrain, pace, planned stops and time of return

Above: Peter Cornish

More trails in Wales

Weekender

Bikepacking the Preseli Hills

Emma Kingston guides you around Wales’s most westerly county for an on/off road weekend in search of pubs, panoramas and prehistory

Mynydd Preseli is often overlooked by cyclists coming to Pembrokeshire (Sir Benfro), but these atmospheric hills are well worth the trip west. They are not particularly tall – Foel Cwmcerwyn is just 536m high – but what they lack in elevation they more than make up for with panoramic views and sheer drama.

There’s a sense of the wild and ancient as you ride across these treeless, open hills with their hill forts, wooded valleys, rocky tors and megalithic monuments. Some of the rocks found here even supplied the bluestones that now form the inner circle of Stonehenge.

This route takes in some extremely varied riding, including Welsh Water’s new MTB trails around Llys-y-frân

Reservoir, secretive bridleways in the Gwaun Valley and mossy singletrack in Ty Canol National Nature Reserve. The highlight of the route, though, is the historic Golden Road – a fabulous 11km bridleway that undulates along the main ridge of the Preseli Hills. Its slower, boggy sections won’t be to everyone’s taste, but riders who persevere will be rewarded with highlevel grassy singletrack and panoramic views as far as the Wicklow Mountains in Ireland.

There are a number of campsites to choose from along the route, and a lovely swimming spot at Rosebush Quarry to discover on the way home. It is best ridden either in the spring to enjoy the swathes of bluebells and wild garlic, or in summer to allow the main ridge to dry out as much as possible.

Emma’s book, Bikepacking Wales, has 18 off-road routes. adventurebooks. com

Top to bottom: The Golden Road on the ridge. The coast near Newport. Ty Canol Nature Reserve. Rosebush Quarry

Weekend ride

BIKEPACKING THE PRESILI HILLS

• Start/finish: Clarbeston Road railway station, Pembrokeshire, SA63 4UH • Maps: OS Explorer OL35, North Pembrokeshire (1:25,000) • Ride length: 91km/56 miles • Climbing: 1,630m • Bike type: Best ridden on a mountain bike or a gravel bike with wide tyres for the boggier sections of the Golden Road • Ride level: Experienced riders used to remote and, at times, challenging terrain • GPX file: cyclinguk.org/weekender-preseli-hills

1

Llys-y-frân

MTB trails

The man-made singletrack around the reservoir serves as a great warm-up. The trails on the eastern side are straightforward but can be missed out by staying on the gravel track around the reservoir. This route avoids the trails on the western side as they are more technical. There’s a café and bike hub on site.

2

THE GOLDEN ROA D

The route follows a bridleway almost the entire way along the ridge, past fractured piles of rock that jut up like huge fins. The indistinct ‘road’ may have once been used to transport gold mined in Ireland’s Wicklow Mountains as far as Wessex in south-east England.

3 Foel Drygarn hill fort

The Golden Road is bookended by two dramatic peaks: Foel Eryr (‘Place of the Eagle’) and Foel Drygarn (‘Bare Hill of the Three Cairns’). It is well worth the short walk up to the latter’s summit to explore the defensive hilltop enclosure, with its three huge cairns, double ramparts and panoramic views.

4 TY CANOL AND PENTRE IFAN

Ty Canol is part of the largest block of ancient woodland in West Wales. The route uses a permissive bridleway through the woods. It ’s waymarked but not shown on OS maps. Make sure to visit Pentre Ifan, an enormous megalithic structure that predates Egypt’s pyramids.

6

THE GWAUN VALLE Y

The locals uphold a unique tradition here, celebrating New Year’s Day (Hen Galan) on 13 January according to the old Julian calendar. No trip to the valley is complete without a visit to the legendary Dyffryn Arms, fondly known as ‘Bessie’s’ (bring cash). Make sure to visit Tafarn Sinc, too – a community-owned pub in Rosebush.

5 Never n

The Nevern Valley contains the ruins of Nevern Castle, St Brynach’s Church, and the Pilgrims’ Cross. Walk up through the avenue of ancient yews (including the famous ‘bleeding yew’) to see the huge 10th-century Celtic cross just outside the entrance to the church, as well as the even older Vitalianus Stone nearby.

2

6

3

KIDICAL MASS

MONTHLY MASS RIDES BY CHILDREN AND THEIR PARENTS SHOW THE DEMAND FOR CHILDFRIENDLY, CYCLE-FRIENDLY TOWNS AND CITIES. HILARY SMART IS ONE OF THE ORGANISERS

HILARY SMART

Hilary is one of the organisers of Kidical Mass Reading (kidicalmass reading.co.uk). She rides a Tern GSD

Climate change is something I remember learning about in school. This, we were told, would be our generation’s problem to solve. At the time, this felt very unfair. I was 10, hadn’t caused this problem and had no clue where to start. Where were all the adults in the room?

Thirty years later, it’s now my generation doing the teaching – and the messaging hasn’t changed. Many children are acutely aware that the future of the earth hangs by an ever-thinning thread. They know it’s ‘their problem’ to address. Yet they are given no power to cause meaningful change.

In September 2023, families across the world took part in Kidical Mass action rides and bike buses. More than 30 rides

took place here in the UK, involving over 3,000 riders – double the number from the previous event in May. These rides enable children and families to send a clear message to decision makers: we want to be able to cycle safely around our cities.

FREEDOM TO RIDE

Transport makes up about a quarter of UK emissions. Cycling is a very low emission form of transport and is also very child friendly. Given the right infrastructure a child on a bike can have the freedom of their city as soon as they are mature enough to handle it. How many of our towns and cities have the right infrastructure?

Here in Reading, we don’t, although things are improving. We moved here when I was pregnant with our eldest

child. My husband grew up in Cambridge and a bike had been his primary form of transport since he was a teenager. There was no way he was going to let that change. So he kept cycling, taking time to scope out the least forbidding routes between the places he needed to go, and making sure he positioned himself defensively on the road.

In time we had another child and got another bike: my Tern GSD, an electric longtail cargo bike, on which I can take both children around the town. My husband now uses a triplet as his ‘family car’. The boys love being on the bikes. I (and most of Reading) can tell when they’re particularly happy as the oldest starts blasting ‘Into the Unknown’ from Disney’s Frozen 2 at the top of his voice.

Cute as they are now, I am conscious

that in not too many years the boys are going to be wanting their freedom. A large junction with no specific cycling provision is annoying and sometimes intimidating for an adult. It can make an entire route impassable for a child. Reading is littered with such junctions. I knew we needed change but I didn’t know how to help make it happen. Again, I felt responsible but powerless.

BETTER TOGETHER

When I saw a message early in 2022 inviting interested parties to come to a café and discuss setting up Kidical Mass rides in Reading, we showed up. The idea sounded great: a chance for kids and families to ride together, with marshals to keep the kids safe from traffic and other dangers. My husband agreed to put his years of finding ways around the town to good use by becoming Kidical Mass Reading’s official route planner. Our oldest was very excited by the conversation; despite being confident riding his bike he had never yet been allowed to ride on the road.

The lady who had put out the summons was Kat Heath. She and her one-year-old son had just moved down from Inverness. Kat had played a key part in setting up the rides there, so she had experience. She became our official spokesperson and publicity planner. She managed to get funding in our first year for public liability insurance for Kidical Mass rides all across the country. She was later named as one of Cycling UK’s 100 Women in Cycling for 2022.

We’ve seen many successes since that first meeting. Firstly, the rides have been joyous. We and the kids have made so many friends. They love riding with the crowd and look forward to them each

Cycling UK’s view

Jim Densham, policy manager for Cycling UK, says: “Sadly, too few children cycle to school or for fun because the roads are so busy and perceived as dangerous. Like food banks, Kidical Mass rides and bike buses shouldn’t need to exist and must not be seen as a long-term solution. But they are meeting a need in the current circumstances. We should praise the kids who are claiming their space on the road. All of us adults should respect children’s voices and find alternatives to driving kids to school, or drive with extra caution around children. Our children need better transport options and safer road space for their health, their freedom and for the planet.”

A LARGE JUNCTION WITHOUT CYCLING PROVISION CAN MAKE AN ENTIRE ROUTE IMPASSABLE FOR A CHILD

Rides take place across the UK. This is Inverness

This is Hilary’s group: Kidical Mass Reading

Main photo: Katie Noble, Kidical Mass Inverness

month. We’ve been able to share local tips and bike setup advice with other families. One family test rode another family’s cargo bike after the ride and went on to buy one. We have volunteer bakers who make the most amazing cakes – and kids who run round passing them out as we socialise after the rides.

The rides aren’t only attended by children. We love our marshals, who choose to turn up every month with a smile to make sure the children can navigate the route safely. There are a couple of slightly older gentlemen with recumbent tricycles who join us regularly, too; a city with infrastructure that’s safe for children is good for everyone. At Christmas, Father Christmas somehow always manages to fit our ride into his busy schedule.

THE ROAD AHEAD

We have been featured in local newspapers, and after the previous action weekend we were invited onto the local radio. I was able to talk about changes that we need to see so that children can cycle safely to a new local secondary school. Habits set in childhood can last a lifetime, so this could be a high-impact change.

The local council is engaging with us. They clearly want the town to be more cycling friendly, and they are interested to learn more about what that means for children. We have been invited to participate in cycling forums, and several councillors (including the mayor) have come to see the rides.

Nevertheless, change can seem very slow. I look at Reading and I know it is the right size for bicycles and public transport to be the default way to get around. (I know from personal experience that an e-bike

HABITS SET IN CHILDHOOD CAN LAST A LIFETIME, SO THIS COULD BE A HIGH-IMPACT CHANGE

flattens all hills.) Can you imagine the difference this would make to Reading’s carbon emissions and air quality? It would, of course, also clear space on the roads for those few people who have no choice but to drive. But that future is a long, long way from where we are now. Sometimes it seems impossible to find the route between here and there.

As I mentioned earlier, my older son’s favourite song from Frozen 2 is ‘Into the Unknown’. I personally prefer the quieter but resolute ‘Do the Next Right Thing’ from the same film. I love the message that we don’t have to know all the steps to where we’re going, we just have to find and take the next one.

For me, that next step is helping to organise the next Kidical Mass ride, and leveraging it to push for better cycling access to the new secondary school. While I’m here, working for change in my town, I know that there are groups in towns and cities across the UK doing the exact same thing. I’m grateful for every one of you.

We’re the adults in the room now. Our generation is coming into the decades where we will hold the economic and political power. It’s time to stop kicking the can down the road for children to have to deal with. We have to do the next right thing.

kidsonbike.org

School run solution

A bicycle bus is when a lead cyclist picks up children and parents along a planned route at predetermined points and the group cycles to school together. Simon Storey founded of the Warwick Gates Bicycle Bus in 2020.

“I took my daughter Elise out for a ride during our daily exercise in lockdown and she asked why we didn’t ride to school two miles away. I couldn’t give her a reasonable answer: ‘I’ve got work, the roads aren’t safe, the weather…’ They all sound quite lame now.

“So I decided to set up the Bicycle Bus. Initially, I contacted two schools, which are on the same site, and had their support,” he says. “I also contacted local councillors, including the then council leader, and had their support.

“The ride now officially starts at Heathcote Park in Warwick. It runs through three estates and takes in four schools: Briar Hill Infant School, St Margaret’s C of E Junior School, St Joseph’s Catholic primary school and Little Willows pre-school.” thebicyclebus.co.uk

Creating a cycle-friendly environment in Reading

The Bicycle Bus runs through three estates and visits four schools. There are regularly 10-15 riders

Simon Storey with some of his ‘passengers’

Great Rides

TRAFFIC-FREE TOURING

The Drau Cycle Path through Austria is ideal for family cyclists, as Beatrice Searle discovered on a week-long, multi-generational tour

Beatrice

“

Keep right!” I shout to my nine-year-old daughter cycling up ahead. “I am right!”, she insists. “Your other right!” I yell. She and her bike veer over to the right of the cycle path as we encounter a group of extremely athletic looking people roller-skiing uphill towards us.

The path we’re cycling on is part of the Drauradweg (Drau Cycle Path). Like the river it’s named after, it starts in the Italian Dolomites near the border with Austria, crosses the border to run through southern Austria, then eventually heads into Slovenia and ends in northern Croatia.

We – my husband and I, and our kids aged nine and 11 – are cycling a 100-mile section of this route, starting near the River Drau’s source in Toblach, Italy (Dobbiaco in Italian) and ending in Villach, Austria’s most southern city. On the way, we’re picking up my parents, aged 74 and 75, ditching the bikes in a hotel’s bike storage room for a few days for a detour to do a three-day Alpine hut-to-hut hike. And we’ll be adding in plenty of rest time for lake swimming, castle visiting, highropes courses, roller coasters and good food and drink.

FAMILY PLANNING

We have planned our tour so that we’re riding only 20-35km per day. This means that the kids don’t

complain at all about the riding (in fact they usually want more), and that we have lots of time to enjoy all the other entertainments that the mountains in Austria have to offer. We are surrounded by majestic mountains on this bike tour, although you wouldn’t know it from the riding because the bike path takes us gently downhill as we follow the river on its winding course along the valley floor.

This makes riding this route with kids, or even with babies or toddlers in a bike seat or a trailer, very achievable. The other thing that makes this cycle route so accessible for families is that the vast majority of the route is segregated from traffic, and the bits that do have traffic are extremely sparsely used. There is usually a bigger road on the other side of the valley that all the through-traffic uses, so the roads the cycle route takes are only used for access (and by bike riders!). As a result, there are few motor vehicles, and most are slow moving and accustomed to cyclists. These small roads link tiny Austrian villages, full of wooden farmhouses with geraniums on every balcony, old barns and the occasional gasthaus (a traditional bar/ restaurant).

We rent bikes in Toblach and plan to drop them off at the end of our journey. Italian company Papin Sports offers this service, and also has

No racks on the children’s bikes

BEATRICE SEARLE

is a Cycling UK member who blogs intermittently about her trips at wildbeeoutdoors. co.uk

Left to right: Three generations riding near Pobersach. The cycle path is never far from the train line and in some places runs alongside. Further down the valley it runs through woodland and then pastureland

Fact File: Traffic-free touring

Distance: 165km

Route: We cycled from Toblach (Dobbiaco) in the Italian Dolomites, over the border into Austria, through the medieval town of Lienz and finished in Villach, following the River Drau.

Conditions: We had a mix of weather, from drenching rain and massive thunderstorms to 33°C sunshine! The cycle path itself is excellent – mostly tarmac, mostly traffic free and well signed.

Bikes used: We hired adult trekking bikes and children’s mountain bikes from Papin Sports (bit.ly/ cycle-papinsportbikehire) in Toblach, and dropped them at the end in Villach.

Maps/guides: I used the Drau-Radweg Bikeline guidebook published by Verlag Esterbauer. This is in German but the maps are excellent (and indicate riding surfaces and traffic levels). It also highlights excursions and swimming pools and lakes. In addition, I used the Drauradweg collection on Komoot and customised the days and distances to suit our group (bit.ly/ cycle-drauradwegkomoot).

I’m glad I had… Straps and dry-bags so we could attach extra carrying capacity to the adult bikes. Rain coats. Our own helmets.

Next time I would… Be more ambitious with daily distances

Further info: drauradweg.com/en/ drauradwegwirte.at/ en/the-drau-cyclepath

various shops and affiliated drop-off points all along the route, so you can be really flexible with where you start and end. The bikes are fine for our use – fairly standard trekking bikes for the adults and 24in-wheel mountain bikes for the kids. We’re able to rent bike locks and panniers, too. We have our own helmets, although you could rent these as well.

Unfortunately (for us adults) the kids’ bikes are not equipped with pannier racks, so we have to carry the luggage for all four of us on two adult bikes. We knew this in advance, so had spent many hours planning what we needed and making sure we packed light. In reality you don’t need much, as long as you don’t mind doing a bit of hand-washing every now and then. We have brought a few extra dry-bags and straps, so we add a handlebar bag to each of our bikes and also manage to strap a drybag to the top of each pannier rack. The panniers hold about 40 litres per pair so, with the extra bags we’ve brought, we have plenty of space for everyone’s stuff.

DOWNHILL ALL THE WAY

The first section of the cycle path, from Toblach to Lienz, is incredibly scenic. It sets the tone for the entire route, with the granite-topped Dolomites towering over us as we ride next to the small train line and the River Drau,

and between meadows of wildflowers. The path at this point is well used by pedestrians and cyclists (the vast majority on e-bikes), as well as roller-skiers clearly training for the winter.

Aside from getting used to riding on the right (and plenty of left/right confusion from the children) it’s a lovely ride. It’s always fun to cycle over a border between two countries, even if the border crossing is less exciting than the kids were hoping for. We stop in the Austrian town of Sillian along the route to enjoy an adventure playground and high-ropes course, and then continue the ride to Lienz. We freewheel most of this section, dropping almost 600 metres in elevation by the time we reach Austria’s ‘Sunshine City’. Ironically it’s raining.

Here we meet my mum and dad, who arrive on the train in the middle of a very impressive thunderstorm. We leave our bikes to undertake a three-day, two-night hut-to-hut hike in the Gaital Alps. On our return, and after an exciting ride on “one of the longest and most spectacular roller coasters of the Alps”, my parents pick up their bikes from the well-organised Lienz outpost of Papin Sports, and we continue our Drauradweg journey.

The route is really well signposted. It is very rare that I need to get the map or my guidebook

We ride by pastures full of cows with their bells, by fields of wildflowers and crops and through small villages, each with a traditional church

out to check where we’re going, and it is cleverly developed to take us over or under busy roads by bridge or tunnel so we don’t ever have to encounter heavy traffic. The River Drau increases in size next to us as we ride – there has been a lot of rain this year so it’s flowing fast – and it’s our constant companion on the route, along with the single train line. This also means there’s a get-out clause for any member of the party who doesn’t want to cycle one day: they can always take the train for a section if they fancy it.

REAL, RURAL AUSTRIA

We overnight at a selection of different hostelries – some hotels, a very random B&B, classic Austrian guesthouses, a farm, a youth hostel. No one is surprised by our arrival by bike, and each place has a secure place to leave our bikes undercover. For the four of us, we are almost always able to find a family room with four beds, though we had booked these in advance. Our hosts are local Austrian people, many of whom speak excellent English. We get a real insight into how people live in this valley: we

see their farming methods, stumble upon their village celebrations, and hear about how they make a living.

As we ride through the Drau valley, the cycle path is mostly surfaced with tarmac, with occasional stretches of hard-packed gravel. We ride by pastures full of cows with their cow bells, by fields of wildflowers and corn crops and through small villages, each with a striking, traditional church. Although we’ve left the Dolomites behind, we’ve had a succession of Alpine ranges take their place, with an ever-changing impressive skyline.

There are occasional inclines to ride up but none lasts for long. The weather warms up and we find ourselves detouring off the route most days to find an outdoor swimming location. Austria does a great line in outdoor pools and swimming lakes with grassy surroundings and a little café. These provide a handy place to cool off, eat our packed lunch and buy a drink before heading onwards.

After 165km of cycling, we reach our final destination of Villach, which has a distinctly Mediterranean feel. The weather is truly hot, and the River Drau is wide, turquoise and magnificent in the sun as we cross over it on a foot- and bikebridge to reach our youth hostel. We admire the beautiful pedestrian- and bike-friendly old town as we ride through it on the way to drop off our hire bikes, which we part from reluctantly.

We have left the last 342 kilometres of the hugely tempting Drau Cycle Path unridden. To paraphrase Austria’s most famous ex-pat: we’ll be back!

There and back again

We took the Eurostar to Amsterdam and then the OEBB overnight Nightjet train from there to Innsbruck. From here there’s an easy train to Toblach, necessitating a short change at Franzensfeste. You could also fly to Innsbruck, Klagenfurt, Salzburg or Vienna and then take the train to Toblach.

At the end, you can take a train from Villach back to any of these locations, though you may need to change. In general the Austrian railway system works well, though can get busy. We recommend making seat reservations where you can and booking early for the best fares.

Clockwise from top left: The Drauradweg is surrounded by spectacular scenery but follows the valley floor so the cycling is easy. Leaving Möllbrücke and heading back into the countryside; not all the Drauradweg is tarmacked but it’s all well surfaced. Crossing the river to Villach, where the hire bikes would be handed back, on a cycle and foot bridge. The widening, turquoise River Drau at Feffernitz. Pobersach again

CYCLOPEDIA

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

QA &

Technical Which bike would be a rinko star?

QA friend is planning on travelling to the Pyrenees by taking his bike on Eurostar and other trains. After cycling there for some days, he’ll be travelling to the south of France and then Italy for similar rides. He wants to pack his Ribble Alu or Genesis Croix de Fer rinko style for this. (He's read your Dec 2018/Jan 2019 article on this.) Would either of these bikes be suitable for conversion? He knows he needs to install bar-end or downtube shifters but what else does he need to change? He will be using panniers also.

Dennis Dwyer

A‘Asking for a friend’, eh? Almost any nonsuspension bicycle is suitable for rinko, which is in essence about dismantling the bike and strapping the parts together to make a smaller, rail-travel-regulations-compliant package. The chief obstacles are: the need to remove the fork and front wheel from the frame, which means taking off the handlebar and stem; and the presence of gear and brake cables. The former is easier if the cycle has a threadless headset, which can be taken apart using a hex key or two. A threaded headset, used with a quill stem, will need a spanner –such as the one I made (right) for a friend.

Your Experts

DR

Control cables linking the handlebar and frame are a nuisance, since they limit ease of disassembly and can get tangled when the two are apart. Dedicated rinko bikes have brakes and gear systems designed to ease handlebar removal. Otherwise the rear rim brake calliper can be removed from the frame if the cable guides are slotted to allow the cable to be freed. If not, it should be possible to unfasten the cable from the calliper in the absence of an inner wire end-cap.

frame and handlebar. One option is to the rinko ideal since gear

Bar-end gear shifters are no better than dual control levers for rinko, since both involve one or two cables connecting the frame and handlebar. One option is to fit cable splitters, although this will require slotted cable stops on the frame. Down-tube shifters are the rinko ideal since gear cables remain undisturbed.

A front mudguard can stay

A front mudguard can stay on the fork, but the rear, at least aft of the brake bridge, will need to be taken off and draped around the back wheel for transport. Some form of separation device is provided on a true rinko bike. Panniers may be carried together with their rack as an assembly, if the latter is removed from the frame. Left in place, it will add to the silhouette of the packaged bike, so check dimensions.

It’s also worth timing the rinko breakdown process to ensure you have plenty of time to do it on reaching your departure point.

Richard Hallett

Health Sciatica from cycling

QI have recently developed sciatica. My GP thinks it may have been triggered by cycling. The first twinge in my back came after a three-day bike ride of about 45 miles each day. It then returned a couple of weeks later after a 25-mile bike ride, and then got worse day by day. My GP advises me to stop cycling for a while, but otherwise

RICHARD HALLETT Cycle’s technical editor {Technical}

PAUL DARLINGTON Consultant solicitor, Cycle SOS {Legal}

KATE BRODIE Retired GP {Health}

Right: Richard Hallett

keep up my usual activities, as well as some specific exercises to relieve back pain. Is there a known link between cycling and sciatica? Would changing the saddle on my bike help? Would an electric bike help? I am a generally very healthy and active 73 year old.

Caroline Starkey

ASciatica is due to irritation of the sciatic nerve to the leg somewhere along its course from the spine downwards. Your long bike ride may have bruised the nerve. This is more likely if you are riding with a long reach forward on drop bars. A more upright position will help, and the saddle might indeed be a factor here. If altering this doesn’t help then you may need to consult a physiotherapist for diagnosis. You may have some arthritis in your lower back, or other cause of nerve pinching.

Exercises to strengthen and mobilise your lower back and pelvis should help, as should anti-inflammatory painkillers if you can take them. As ever, once the pain has settled, start cycling again gently and increase cautiously while continuing the core exercises. If this doesn’t work you may need to seek further help.

An e-bike might allow you to cycle without as much effort but getting the right riding position is most important. Keep cycling to stay healthy and active!

Dr Kate Brodie

Technical

Stuck seatpost

QOur son’s carbon frame road bike, a Moda Molto, had sat unused in our garage for a while. When he came to use it again, we found it impossible to move the alloy seatpost as it had somehow bonded to the carbon frame. We’ve tried to remedy the problem –freezing the seatpost with a proprietary spray, taking the bike to an experienced mechanic, and riding it with the clamp loosened in the hope that vibration may work things loose. But we've had no joy. Is there any remedy out there that can leave us with an intact frame?

Phil Keynes

AUnfortunately aluminium is, when used in contact with carbon fibre,

case of an aluminium seatpost in

highly susceptible to galvanic corrosion in the presence of water. The resulting aluminium hydroxide – the white powdery substance that forms– takes up much more space than the original aluminium. This material expansion has the same effect as tightening a clamp bolt and, in the case of an aluminium seatpost in a carbon fibre frame, or vice versa, jams the post in the seat tube. There’s no ‘bonding’ effect as the powder has no mechanical strength.

If severe enough, the formation of aluminium hydroxide can split the seat tube, but in any case there’s no easy way to relieve the pressure, which is why a stuck post is so hard to remove. You don’t have the option with a carbon fibre frame of melting the post out, nor is it wise to risk damage to the carbon fibre matrix by attempting to cut a slot in the post. There are numerous videos online showing techniques such as using a slide hammer to jolt the post out. If you don’t feel confident trying this, try a professional service such as theseatpostman.com

In future, use a suitable mounting paste (above right) to prevent corrosion.

Richard Hallett

Legal

Temporary traffic lights

QI was cycling to Llandeilo recently when I stopped at some temporary traffic lights, setting off when the lights turned green. The coned section was lengthy and uphill, which meant I had not reached the far end before a car came towards me. The driver was as shocked to see me as I was him. I returned to the contractors (Openreach) to point out the red-light timing was insufficient to allow a slow-

moving bicycle to get through.

They were polite and said they were just following Welsh Government guidelines. My question is: had I been injured, who would have been held responsible – the Welsh Government, the contractors, the motorist or myself?

Brian Parry

AThe old code of practice (‘Safety at Street Works and Road Works') concludes with the sentence: “Remember to allow for cyclists and horse riders who travel slower than motor vehicles.” It refers users to another publication for detail (The Pink Book), but that was withdrawn in October 2023 with immediate effect. It was replaced with ‘Guidance on the Use of Portable Signals', including considerations of active travel and appropriate timing adjustments (Section 19) for cyclists, factoring in gradients. It appears likely that the new revisions hadn’t filtered down to the contractor at the time of your episode.

In answer to your specific question: a green light means “you may go on if the way is clear”, so the signal did not give the driver carte blanche to proceed. We’re talking of speed appropriate to the circumstances and causative potency (the bigger you are, the more damage you will cause), so had a collision occurred the driver’s speed and actions would have been scrutinised.

There would also have been a detailed review of the programming of the lights to ascertain if the Section 19 guidance had been applied correctly. If it had not, then the contractor responsible would have been answerable – with the possibility of a contribution from the driver’s insurers if there had been inappropriate speed or a standard of driving below that of a reasonably competent motorist (the test for careless).

I cannot see that you would attract any blame, nor should you.

Paul Darlington

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.

Left: Alamy

the

Bike finder

Which bike should I buy? Ask us at cyclinguk.org/bikefinder

Lightweight winter trainer

For: David Skirrow, aged 72, from Bamford, Derbyshire. Bike needs: A road bike with up-to-date features to act as a winter trainer on road or smooth trails. Must have: Hydraulic disc brakes, a drivetrain with integrated shifters (10, 11 or 12-speed), a good top gear (50/11) and low bottom (34/32). Take mudguards with tyres of up to 28 or 32mm. No more than 10kg bike weight. A degree of comfort. Must not have: Geometry that is too relaxed and unresponsive. Electronic gears. Wheels and tyres that are more heavy duty than I need; I’m only 65kg. Budget: £2,000-£3,000.

Guy Kesteven

Bikes like this, that are practical in all weathers and seasons but still enjoyable to ride fast, aren’t as common as you’d hope. I’ve picked two options that tick your boxes in very different ways.

My first is Boardman’s ADV 9.0 R , which sits right at the start of your budget at £2,000 (not including your Halfords discount as a Cycling UK member). The 71.5º head angle might make it a bit slower handling than a ‘pure race bike’. However, it’s the same geometry that Nicole Cooke won an Olympic Gold with in Beijing in 2008 in absolutely atrocious conditions, so don’t judge everything just on the numbers. The carbon frame weighs under a kilo and the whole bike is less than 9kg so it’ll be a rocket on your Derbyshire climbs. It has clearance for 42mm tyres (it comes with Vittoria Corsa N.EXT 32mm all weather tyres as standard) and has hidden mudguard mounts. A 12-speed Shimano 105 groupset with a 50-34 chainset and 11-36 cassette gives you plenty of Peak-District-friendly gear ratios.

My second pick is from Mason Cycles (masoncycles.cc), a tiny company based in the South Downs and famed for bending over backwards to deliver exactly the bike you desire. Its latest Definition V3 defies any claims that alloy bikes have no soul, and the beautifully-detailed, Italian-made frame comes in three colour options. The Shimano 105 version is close to the top of your budget at £2,900, but you can pick from a range of wheels, tyres up to 35mm, optional mudguards and even Supernova/Sinewave dynamos pre-installed. An Ultegra bottom bracket upgrade as standard and stainless steel bolts throughout are nice touches.

BOARDMAN

ADV 9.0 R

£2,000

Dan Joyce

Now that disc brakes are the norm and tyre and mudguard room isn’t limited by the reach of a sidepull calliper, you’d think mudguard mounts (perhaps concealed) would be a no-brainer for road bikes. As it is, only endurance road bikes tend to have them. Luckily that’s just what you’re describing.

The Cannondale Synapse Carbon 4 (£2,400, cannondale. com) isn’t as keenly priced as the Boardman but meets all your requirements. The carbon frame and fork are mudguard ready, and there’s room for them above the bike’s 30mm tyres. It's 9.5kg and has the steeper frame angles you want: 73º+ head and seat tubes in all but the two smallest sizes. I don’t know how much you'll notice the “discreet flex zones in the rear triangle, seat tube and seatpost”, but even the aluminium Synapses we’ve tested have been comfortable enough. This model has Shimano Tiagra with the gear ratios and hydraulic discs you've specified.

Or there’s the Sonder Colibri Ti 105 (£2,599, alpkit.com). I tested and subsequently bought a Colibri Al Tiagra two years ago. This is the titanium version, equipped with nicer components. Sonder doesn’t quote a weight for the whole bike but my Al version was under 10kg (as originally specced) so this will be as well. There are mounts and space for mudguards over its 32mm tyres, hydraulic brakes and the gear ratios you want. With a 72º head angle and 73.5º seat angle, the handling should be sufficiently sharp for you but the head tube is tall enough for longer-ride comfort. Its titanium frame is winter-proof and should shrug off accidental knocks better than carbon. SONDER

David Skirrow

Knowhow

Making sense of commonly misunderstood subjects

Family cycling

How and when can I transport my baby or toddler by bike?

‘

When’ depends more on your child’s development than their age. How and where you’ll be riding are also important factors – smooth cycle path or busy, potholed road? Then there’s parental discretion: when do you think your child is ready? In places where cycling has been normalised, such as the Netherlands, you see younger children being transported by bike than in the UK. What follows is a rough guide.

FROM 3-4 MONTHS

At this age babies can’t sit up so need to be well supported. A good car seat, such as one by Maxi-Cosi (maxi-cosi.co.uk), will provide that support. Some cargo cycles with front boxes have adapters for car seats.

The Steco Baby-Mee (Dutch, of course) works well bolted into any cargo box, providing a sprung frame for a car seat to attach to. The Baby-Mee can also be fitted to a rear rack. A longtail cargo bike like a Tern GSD would provide greater stability than a solo bike for this application.

Some child trailers come with seat inserts for smaller passengers. Burley’s Baby Snuggler is one such, accommodating

BURLEY BABY SNUGGLER £79.99

months. burley.com

babies as young as three months. It’s recommended for strolling only but could work for cycling in the right circumstances.

FROM 9-12 MONTHS

When your son or daughter can sit up, they’re ready for a child seat or trailer. Secure straps – shoulder, waist and (for seats) feet – are important for safety and to stop your little one slumping uncomfortably when they drift off. Better quality rear seats can be reclined, while the Weeride front seat (weeride.co.uk) has a sort of padded lectern to rest on.

Child trailers are more expensive and bulkier but offer much better weather protection and plenty of luggage/toy space. Most seat two and can fold for storage.

FROM 18 MONTHS

The bench seats in the front box of cargo cycles offer less wraparound support so

STECO BABY-MEE £84

Attaches an infant car seat to a rear rack or cargo cycle box. steco.nl, reallyusefulbikes.com

HAMAX RAIN

PONCHO £40

Weather protection for your child

suit slightly older children better. Your child is ready when they're secure and stable on the seat.

FROM 2 YEARS

Try a trailer Members get 10% off bike trailer hire from kidsbiketrailers.co.uk

There’s another kind of front seat where your child sits on a saddle, surrounded by your arms but strapped in only by their feet. They hold onto your handlebar or a bolt-on mini handlebar. Mac Ride (eu-mac-ride.com) and Kids Ride Shotgun ( kidsrideshotgun.co.uk) are good examples. They're both capable of careful off-road usage but do require that your son or daughter can and will hold on.

Older children (from 3-4 years) can sit on longtail passenger seats with safety bars but no harness, but we’re beyond toddlerhood now. The same goes for childback tandems and trailer cycles.

PLETSCHER TWIN LEG KICKSTAND £44.99

Very helpful for pre/postride child seat wrangling. chickencyclekit.co.uk

CIRCE HELIOS

£2,199+

DAN JOYCE Author of the CTC Guide to Family Cycling

Photo: Julie Skelton

Trailer seat adapter for passengers aged 3-12

seat passenger. hamax.com

Modular tandem/cargo bike for infant-to-adult passengers. circecycles.com

Bike test

SIMON WITHERS

Simon has been a cycling journalist for over 25 years

Steel tourers

Today’s touring bikes combine traditional materials and styling with modern standards. Simon Withers tests a Sonder

Santiago and a Surly Disc Trucker

There’s more than one way to build a drop-bar steel tourer, as our two test bikes demonstrate. While disc brakes are now almost ubiquitous, the lack of a touring-specific groupset means that drivetrains often differ. Tyre widths vary, too – and sometimes so do diameters: tourers are one bike type where the 26in wheel isn’t dead.

The Surly Disc Trucker, which evolved from the now-discontinued Long Haul Trucker, comes with either 26in wheels (sizes 42-56cm) or 700C (sizes 56-64cm). Since the test bike is a 54 it has the smaller wheels, which are shod with super-wide rubber for comfort on tarmac and grip and control off road. Its triple chainset provides wide-range gearing, while its maximum load capacity is a massive 136kg (300lb).

The Sonder Santiago has a 2×11 SRAM Rival drivetrain with a sub-compact double chainset (48-32). All frame sizes come with 700C wheels fitted with tyres in a narrower, more traditional touring bike width: 35mm. They’re tubeless

ready, as are those of the Surly, and Sonder will set them up tubeless for an extra £44.99. Both bikes come with rear racks. The Sonder also gets bottle cages and SKS mudguards.

Frame and fork

It’s steel for both bikes, of course. Why wouldn't it be? The Surly Disc Trucker uses 4130 chrome-moly for its frame and fork, while the Sonder Santiago’s frame is made from Reynolds 631, which Reynolds says is 10 per cent stronger than its 531 predecessor. Both framesets are neatly TIG-welded and tidily finished, with the Surly having a rich powdercoated paint job. Cable routing is external, which may make for a slightly cable-heavy look but also makes DIY maintenance easier –a win for me.

Since the framesets are steel, you have the added bonus that, if looked after, these two should last you a lifetime. Steel production also has much less of an environmental impact than titanium, aluminium or carbon and is far

First look Quite sporty for a steel tourer. Well

easier to recycle than those three materials, boosting both long-term value and the bikes’ eco credentials.

As tourers, both bikes come with a wide array of fittings, with bottle and luggage bosses everywhere. Down tube and seat tube bosses are complemented by bosses under the down tube, while each has a fork festooned with fittings for racks, bottles or cargo cages for touring and bikepacking. Top tube ‘bento box’ bosses are the only absentee.

Components

Touring kit can come in different forms, and there are as many similarities as there are differences with our pair. The Surly has 26in wheels, a triple chainset – the cycle-tourist's friend – and a drivetrain that mixes an FSA chainset with Shimano's 9-speed Sora and Alivio.

The Sonder comes with 700C wheels, with a lower spoke count than the Surly’s, and an 11-speed SRAM Rival setup with an FSA sub-compact chainset. While Rival nominally sits above Sora and Alivio, my experience is that you'll still

get a lot of mileage out of the more budget-oriented Shimano components.

SRAM's Double Tap levers take a little getting used to after Shimano's STI but after a couple of rides they become second nature: you press the right inner lever to change down, and tap it to change up. Simple, effective and the shifting was crisp and accurate. But while the 11-speed cassette means there are few big gaps on the cassette, I'd have liked a significantly lower bottom gear than 32/32 (27in). A more compact 46-30 chainset and/or an 11-34 cassette would help. Wolf Tooth's nifty derailleur hanger extender would allow for an even bigger cassette.

The Surly's 26t inner chainring pairs with a 34t sprocket for a much lower and more touring-friendly bottom gear. Old school, yes, but thanks to its 20-113in range it would be my choice for any extended tour or even a regular hilly commute.

Braking on both bikes is by cableactuated disc brakes from the Tektro/TRP empire. The Surly gets the higher-level

While the 11-speed cassette means few big gaps on the cassette, I'd have liked a significantly lower bottom gear

Tech spec SONDER SANTIAGO RIVAL 22 GRAND TOURER

Price: £1,799.

Sizes: S, M (tested), L, XL.

Weight: 12.8kg (28.2lb).

Frame & fork: Reynolds 631 steel with thru-axle, rack and mudguard mounts, three pairs of bottle bosses. Straight steel fork with thru-axle, mudguard mounts and triple bosses.

Wheels: 35-622

Goodyear County tubeless-ready tyres, Sonder Nova 700C rims, 28 14g spokes front and rear, Sonder front hub, Sonder Nova rear hub.

Transmission: FSA Vero Pro 48-32 chainset, FSA MegaEvo bottom

bracket, SRAM PC1170 chain, SRAM PG-1130 11-32 cassette. SRAM Rival 22 shifters and front and rear derailleurs. 22 ratios, 27-119in.

Braking: SRAM Rival 22 levers, Tektro MD-C500 cable discs, 160mm rotors. Steering & seating: Grepp bar tape, 400 ×31.8mm

Sonder Spitfire bar, 100mm Sonder Storc stem, FSA Orbit MX headset 1 1/8in. Brooks B17 Standard saddle, 27.2×400mm

Sonder seatpost

Equipment: 45mm SKS mudguards, Sonder Mool 18kg capacity rear rack, two bottle cages. alpkit.com

Top: Budget dual-piston cable disc brakes work fine

Bottom: Brooks B17 saddle looks classy but will divide opinions as to comfort

First look

Bombproof tourer with wide-tyred 26in wheels and touringready gears. Fairly expensive

TRP Spyre-C and the Sonder the more entry-level Tektro MD-C500. Both are dualpiston designs that work well. I think mechanical disc brakes are a good call for a tourer, possibly more than for any other bike. They lack the superlight, all-powerful action of hydraulics, but they are consistent in all weathers, and I'd be more confident fettling them far off the beaten track. And as with any disc brake, if you ding or dent your rim you can carry on riding, which is a huge and often overlooked touring benefit. After all, it could be a bit of a schlep to your next bike shop…

Both bikes have good quality bar tapes and handlebars, though the bars are very different. The Surly already has a longer head tube – a mighty 205mm – but the steerer comes with 6cm of spacers and the riser bar adds another 25mm or so. The bar’s flare takes the drops out to 50cm from 44cm lever to lever. I found it offered excellent comfort and control.

The Sonder’s bar flares out from 40cm across the levers to 46cm at the drops.

I had no issues with the Surly's WTB saddle. While I know a lot of people

swear by Brooks leather saddles, such as the B17 fitted to the Sonder, I don’t (although I do like Brooks's non-leather Cambium). If I were buying a Santiago, I'd probably pick the standard (non-Grand Tourer) model that costs £1,599, then add a Sonder saddle, guards, rack and cages. The Brooks saddle pushes up the price, as well as adding some weight.

Both the Surly and Sonder racks felt rock solid with the Altura and Vaude panniers I used. Surly's adjustable chromemoly rack has a mighty 36kg (80lb) capacity that I got nowhere near approaching. The Sonder's lighter aluminium rack has a more modest 18kg maximum load, which is more realistic these days for my legs and touring ambitions.

Ride

The combination of touring geometry, steel frames and wide – or superwide – tyres means that both bikes are very comfortable.

The Surly's ride is a regal affair. I rode it in the position it arrived in, with its half dozen spacers, though you could

Tech Spec

SURLY DISC TRUCKER

Price: £2,400.

Sizes: 42, 46, 50, 52, 54 (tested), 56cm (26in wheels); 56, 58, 60, 62, 64cm (700C wheels).

Weight: 14.1kg (31lb).

Frame & fork: 4130

chrome-moly steel with open capture thru-axle, rack and mudguard mounts, three pairs of bottle bosses, spoke holder. 4130 chrome-moly steel lugged and brazed fork with open capture thru-axle, mudguard mounts and four bosses.

Wheels: 46-559

Surly Extraterrestrial tubeless-ready tyres, Alex Adventurer 2 26in rims, Novatec 6-bolt disc hubs, 36 14g spokes.

Transmission: FSA

Alpha Drive 48-36-26 chainset, Shimano BB-RS500 bottom bracket, KMC X9 chain, Shimano Alivio 11-34 cassette. Shimano Sora levers, Shimano Sora front mech, Alivio rear mech. 27 rations, 20-113in.

Braking: Shimano Sora levers, TRP Spyre C cable discs, 160mm rotors.

Steering & seating: Black cork tape, Surly Truckstop bar, Promax stem, Cane Creek 40 1 1/8in headset. WTB Volt Sport saddle, 27.2×350mm Promax offset seatpost.

Equipment: Surly rear rack, Surly kickstand plate, two spare spokes surlybikes.com

The Surly's 26t inner chainring pairs with a 34t sprocket for a much lower and more touringfriendly bottom gear 73˚

Top: Surly's slightly pricier cable discs are also decent

Bottom: More spokes and wider tyres make off-tarmac touring more practical

Photos: Simon & Shirley Withers

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.

easily lower it. But this position puts no stress on your lower back and your upright posture is great for traffic, where you can both see and be seen, and for enjoying the wide open spaces on those long, long days in the saddle. Its flared bar is a real boon in a lot of situations, offering that much more control over more challenging surfaces. I like the fact that while the drops are shallow they come back a long way towards you.

The Sonder, though still very much a tourer, is a little livelier. That isn’t surprising considering its lower weight, narrower tyres and steeper head angle. Once the bike is loaded with panniers, of course, any weight difference becomes pretty much negligible. The Sonder has an absolutely lovely ride on the road, where the tyres have enough volume to soften so-so surfaces without stealing too much of your speed. A long wheelbase ensures stable handling at all times. The only thing I missed was a bottom gear as low as the Surly's 26/34, which I think a full-on tourer needs, both for carrying heavy loads and for climbing – and especially for both at the same time!

The Surly's super-wide Extra Terrestrial tyres, which Surly describes as ‘heavy-duty off-road touring tyres’, are comfortable over even the roughest surfaces. I found they worked well over both smooth and rough surfaces, gripping on grit and light gravel and not feeling too sluggish on tarmac. For road commutes or touring entirely on surfaced roads, I'd go for slicker and slimmer

Other options

KONA SUTRA SE

£1,899

Chrome-moly tourer with abundant braze-ons, a 3×10 Shimano Deore drivetrain controlled by bar-end shifters, TRP Spyre brakes and 700×40C Schwalbe Marathon Mondial tyres. konaworld.com

GENESIS

TOUR DE FER 10

£1,499.99

A chrome-moly tourer that’s equipped with essentials like mudguards and a rack but whose 3×9 Shimano Sora drivetrain has a too-high (30/32) bottom gear. Cable discs, 700×37C Marathon tyres. genesisbikes.co.uk

1.5in or 1.35in tyres, but I'd happily stick with these for the towpaths, tracks and poorly surfaced roads I do a lot of my riding on.

The Surly is a little heavier than the Sonder but it was a decent, albeit sedate, climber. Its 20in bottom gear keeps you in the saddle and spinning where you'd be grunting and out of the saddle on the higher-geared Sonder. The brakes on both bikes performed well in all weathers, though they do require more effort on your part than hydraulics.

One final point: while the Sonder is virtually silent when you're pedalling, start freewheeling and it's like you've unleashed a hive full of bees! It was loud enough to turn the heads of walkers on the Bristol and Bath Railway Path.

Verdict

Both these bikes tick the usual touring boxes – long-distance comfort, rear racks, solid components – plus some less common ones, such as tubeless-ready tyres. Yet there are differences.

The Sonder’s geometry makes it a little livelier to ride, but although its SRAM gears work very well, they’re too high for extended, loaded tours, especially a tour that takes in hilly or mountainous terrain. Despite costing a good deal less, it’s equipped better than the Surly, featuring mudguards and bottle cages.

The Surly can’t match the Sonder for value but, out of the box, is the one I’d pick for heavilyloaded, expedition-type tours. It’s tough, practical and comes with a more suitable gear range.

Upright and relaxed

48-36-26 chainset

Grouptest Bikepacking seatpacks

Designed for off-road touring on gravel or mountain bikes, seatpacks can add luggage capacity to almost any bike.

Hannah Collingridge tests four

HANNAH COLLINGRIDGE

Hannah is a keen bikepacker – she’s the author of the Pennine Bridleway guidebook

One big advantage of seatpacks over backpacks is that they take weight off your shoulders, relieving stresses and strains, and also leaving you less sweaty. Compared to panniers, the capacity is lower but they don’t bounce around (or off) as much, and they protrude less. If you and your handlebar will fit through a gap, so will your seatpack-equipped bike.

The most important thing to consider is the clearance between the bag and rear wheel. This is easy to measure if you take your bike to the shop. Smaller frames with big wheels can be a problem, as can fullsuspension bikes with more rear wheel travel. Some seatpacks will fit a bike with a dropper seatpost, but remember to check the space with saddle lowered.

How big a bag? Most have ways of compressing the load and adjusting the volume so err on the larger size. Compressing a bag also improves its stability. Most seatpacks will move at least a little even when everything is as cinched up tight. It’s whether you notice that movement on the bike that’s crucial.

In the UK, waterproofing of some kind is vital. Some bags are waterproof with welded seams. Some rely on dry-bags within the sack to keep the weather out.

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 Capacity Bikepacking

seatpacks range from about 3L to 17L or more. How much room do you need? Try packing your kit into a shoe box – men’s are usually about 11L, women’s 6-7L.

2 Attachment

Most have two large straps for the seatpost and another for the saddle rails. Dropper-compatible seatpacks typical use a saddle rail bracket and a clamp around the top of the post, which limits but doesn’t prevent dropper travel.

3 Harness or all in one?

All-in-one, direct-strap designs are the most weight/bulk efficient.

A separate harness/ holster can be left on the bike while the bag goes walkies with you, however.

4 Weather resistance

A seatpack is likely to be sprayed with water and mud so look very closely at what the waterproof/water resistant descriptions actually mean. If in doubt, double bag. Having soggy spare clothes isn’t fun.

5 Durability

Seatpacks are subject to a lot of wear and tear, so abrasion resistance and build quality count for a lot. A manufacturer’s warranty terms are a good indicator of expected use life.

1 Decathlon

Riverside Saddle Bag Harness & Saddle Bag

£55 & £20 decathlon.co.uk

A SLIGHTLY DIFFERENT setup here in that you get a large waterproof bag and then a separate harness to fit it to the bike. This means it’s straightforward to take your drybag on and off. The dry-bag is robust and can fit between 7 and 15 litres of stuff, plus there is an air valve so compression is very easy. The harness fits to the bike securely, and the whole thing straps together and cinches up to make a solid package. There’s a bit of extra storage on top of the harness. The straps are all nicely designed to be neat and secure when cinched. (Don’t forget that Cycling UK members get 10% off from Decathlon.)

Very solid feel, a high-capacity dry-bag and a pretty good price

2 Passport Bikepacking Saddle Pack Large

£70 passportcycles.co.uk

A MORE TRADITIONAL waterresistant outer bag that comes with an internal dry-bag for packing stuff into. You will need this unless it’s bone dry. The pack can be rolled down and compressed to fit your luggage. There’s a nice addition of two zipped side pockets, which are great for small things that don’t need to be kept dry, and there’s a bungee cord on top for extra storage. Attachment is by two straps on the seatpost and straps under the seat; it’s a pretty stable set up whilst riding. Capacity is 9.8L for this Large version. There’s also a 7L Medium bag that’s a fiver less but otherwise the same.

A good basic setup at an entry-level price. Don’t forget the dry-bag!

Verdict

Both the Passport and Decathlon bags are good entry-level systems that will suit most people in most circumstances. They’ll cope fine for a wide variety of riding applications.

With the Apidura and Ortlieb bags you are getting higher quality, and their waterproofness is impressive, especially given the relatively low weights. If you can afford the extra, it’s worth splashing out on them. But I’d also be happy touring with either of the two cheaper bags.

All of the bags tested had good stability while riding. The Ortlieb – as you’d expect, given the design – was the most stable on really rough stuff. Whether you need that depends on what sort of terrain you plan to ride and if you have a dropper post.

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3 Apidura Expedition Saddlepack 14L

£133 apidura.com

THIS BAG IS made from Apidura’s three-layer laminate fabric with welded seams, which makes it impressively waterproof even in grim winter conditions. Attachment straps are robust and rubberised, ensuring a stable riding feel plus a degree of frame protection. It comes in three sizes, although compression of the bag is nice and easy and allows good load security however much you’ve packed. A bungee cord on top provides extra storage. There’s a handy compatibility guide on the website to ensure the seatpack will fit before purchasing. For those with droppers, Apidura also does a bag with dropper attachment.

Not cheap but very well made, with great waterproofing

4 Ortlieb Seat-pack QR

£168.50 ortlieb.com

THIS IS A robust 13L waterproof sack, which clips onto the saddle rails with a sturdy plastic bracket. Once you’ve got the knack, it’s quick to take the bag on and off – check the compatibility of your saddle on the website before you buy. (Ortlieb also makes a version without the QR system.) The plastic bracket makes it incredibly stable while riding, plus it comes with an adapter enabling it to be used on dropper as well as standard seatposts. The adapter takes away about 4cm of travel from the dropper. There is an air valve in the bag, making compression very easy. It’s expensive but should last a long time. The non-QR version is £150 (11L) or £159 (16.5L).

Very well designed and made, and typically Ortlieb tough and waterproof

Europe

Upriver to the Alps

The Rhine Cycle Route is downhill all the way – unless like Andy Taylor you do it in reverse, which is why he travelled light

As a solo cyclist in the 1990s, I had been a keen long-distance, lightweight tourist, taking trips around Europe and further afield. After getting married, my wife and I purchased a tandem. It was during our many trips to the Netherlands over the last 25 years that I developed a desire to cycle up the River Rhine.

At around 855 miles it’s beyond what would be enjoyable for one of us, however. So when it was suggested that I go on my own, I took that as an open invitation to start planning, first purchasing The Rhine Cycle Route by Mike Wells. Following EuroVelo 15, the route starts in the Swiss Alps and then follows quiet roads and cycle paths, weaving through six countries and two UNESCO World Heritage sites down to the sea at the Hook of Holland. I decided to do it in reverse for an ‘uphill’ route with a mountain top finish.

Windmills in the Netherlands gave way to fertile floodplains interspersed with huge petrochemical sites in Germany, before the river cut through rolling hills with castles, churches and riverside villages in Switzerland. There were brief excursions into France, Austria and Lichtenstein.

The quality of the cycle paths was very good, ranging from smooth tarmac to block paving, cobbles and some gravel surfaces, all navigated

successfully on a Cannondale CAAD5 road bike fitted with Schwalbe Marathon Plus tyres. Travelling light, I used a combination of fame bags, a small rucksack and a handlebar ‘wrap’ made from surplus pond liner (which should be, and was, waterproof).

After 900 miles in 10 days, I arrived at the summit of the Oberalp Pass at 2,046m. I savoured the moment before descending to Zurich for a flight home; a free bike box was provided by Swiss Air.

A full account of the ride can be found at: Andystravels6.wordpress.com

France

Travels with Bromptons

Sue and David Birley have spent decades visiting France with folding bikes

FOR 30 YEARS my husband David and I have taken annual Brompton trips to France. Our first real encounter with the problem of taking full-sized bikes on trains was in 1980. We put them on a train from Venice to Tours and waited a day and a half for them to arrive.

So when in 1993 we read about the Brompton, we bought one each. We’ve travelled with ease by train from our home station, using taxis, the tube, Eurostar, TGVs and other French trains. Our vintage Bromptons might be slower than our touring bikes but we simply aim to go less far. Our trips have not been without problems and adventures, which are chronicled in my book, ‘Travels with a Brompton in the Cévennes and other regions’.

The title alludes to RL Stevenson’s ‘Travels with a Donkey in the Cévennes’. On one of our early holidays we crossed the path he’d taken in Florac. In July 2022 we returned to the Cévennes and the pleasant town of Le Monastier-surGazeille, where the author bought his donkey, Modestine, and they started their journey.

We also visited Le Chambonsur-Lignon, location of the book ‘Village of Secrets’ by Caroline Moorhead. Courageous French people in this historically Protestant region hid Jewish children from the Nazis. They were helped by the area’s isolation and heavy winter snow which kept out unwelcome visitors. We were glad of the altitude as it was 40°C on the plains, and at 3,000-5,000 feet we were quite comfortable.

The RhôneRhine canal

Leaving Vaduz, en route to Sedrun

Alongside Lake Lucerne

France

100k on the Canal du Midi

To mark his 80th year, Geoffrey Hunt rode a metric century alongside the French canal

We were staying in Cailhau in southern France, close to the Canal du Midi. It seemed an ideal starting point for a cycle challenge to mark my 80th year. Having had a heart by pass 13 years ago, I was thankful for the support of my cardiologist, my partner Hazel and some good friends.

I set off at dawn on 23 July to avoid the later heat. I’d packed plenty of food and water, as well as a copy of the Canal des Deux Mers guidebook. Riding my trusted Ridgeback tourer, I felt well prepared to have an enjoyable if difficult ride.

From Cailhau I rode to Bram, accompanied by the rising sun. It revealed the typical French countryside of sunflowers and grapevines. From Bram, I took the towpath towards Carcassonne, 40km from where I started.

I exchanged friendly words with boat people, walkers and other cyclists. The canal and Carcassonne are both World Heritage sites, Carcassonne being the second-most visited city in the south of France.

Reaching Trebes at the 50km point, a cycling friend appeared on the towpath and gave me an encouraging pat on the back. A tough 25km followed to Le Redort, with some walking due to bridges, cobbles and 15 locks to negotiate. Then it was a final push to La Somail at 95km, followed by my finishing point, Sallèles-d’Aude. Hazel was waiting there to take a photo and give me lots of congratulations. We then headed to the nearest cafe.

My favourite parts of the ride were pedalling through Carcassonne, reaching Trebes at halfway, toughing it out in the 35°C heat, and covering 108km in six hours and 52 minutes. It was a memorable experience and, at 80 years old, my first 100km ride in a day.

Barrie Bentley recalls a 1957 journey to

and from England’s south-western tip Land’s End and back again England

JOHN HOLMES’S ARTICLE about his 1973 tour to and from Land’s End (Sep/Oct issue) brought back fond memories of my own tour with a close pal, David Walker. Why did we make the trip? Well, in 1957 it was affordable and exotic.

If you asked anybody in Selby where they were holidaying it would likely be Filey, Brid(lington) or, if posh, Scarborough. People of a more adventurous turn would say Devon and Cornwall.

We obtained much advice on essential items to carry from members of Selby CC. We didn’t take any advice about gearing. As can be seen from the photo, we did it on 66-inch fixed. There was much walking and cursing. I shudder at the thought now, even though we took only a saddlebag for essential clothes and spares for breakdowns. We stayed at youth hostels and B&Bs.

Our route down from Selby (and back) was on A-roads as traffic density was light in those pre-motorway days. I suppose we must have covered over 800 miles in 14 days. One incident that stands out was a crack developing in my headset. A gentleman at a garage in Salcombe repaired the crack by brazing it and only charged a shilling. He saved my holiday.

I now enjoy my e-cycling in relatively flat East Anglia with a delightful bunch of guys and gals from Diss CTC.

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Right: Carcassonne, by Getty Images