Seven Day Cyclist - Issue 6

Issue 6 • 2015 £2.95

Border Crossing : C2C nearly CROIX DE FER: BIKE TEST

HAPPY TWENTIETH: INTERVIEW WITH MARTYN BRUNT

Rides close to railways

Flatlanding in the Fen Country

Products & Tech • Planning a tour and much more

W E LC O M E

Welcome to Seven Day Cyclist for April 2015 Well, as ever, April brings lighter evenings and the pleasure of longer midweek rides. The daffs are doing well and the bluebells will soon be here; there’s some welcome warmth in the air and the prospect of the scent of May blossom on the way. Anticipation fills the air in all aspects of cycling; physical, spiritual, aesthetic.

In this edition, Mark Shelton gives a few tips on planning that long continental tour with friends. I have already been told of the plans of some readers to head for Orkney, Scandinavia, Eastern Europe and France. Won’t get abroad for long this year, though the glens they are a-calling and I anticipate a couple of Highland tours. Even so, it is all springtime anticipation.

This year marks the twentieth anniversary of the government grant that allowed Sustrans to develop the National cycle Network. Whilst the NCN is not held dear by every cyclist, it has changed the way many people think of cycling and much of it demonstrates what can be achieved even with sporadic funding.

Wherever you go, may you tour outstrip the pleasure of anticipation

Steve

cover image courtesy of Mark Shelton Seven Day Cyclist Copyright Statement: all material contained in Seven Day Cyclist magazine and on this website, www.sevendaycyclist.co.uk , is protected by copyright. No material may be copied, reproduced or used in any format or medium without express prior written permission from the publishers.

2

issue 6 / 2015

W E LC O M E

CONTRIBUTORS

Mark Jacobson Paul Wagner Jill Phillip Mark Shelton PRODUCT TESTS AND TECHNICAL

Michael Stenning EDITOR

Stephen Dyster DESIGN

Colin Halliday CONTACTS

See details on www.sevendaycyclist.co .uk

Contents 4 Flatlanding 12 The Joy of Lists 22 Products 28 There’s More to Cycling 32 Inter City 38 The Brompton Goes Wild

42 42 52 58 64 68

Ten Minute Tune-up Tested: Genesis Croix de Fer 2.0 Happy Twentieth Border Crossing The Good Old Days Rear Rack

sevendaycyclist.co.uk

3

FLAT LANDING

flatlanding Charlie Faringdon heads far from the hills.

4

issue 6 / 2015

FLAT LANDING

The River Great Ouse at Ely (courtesy of Stephen Dyster)

O

n the whole I like hills. New views, freewheeling, working up an appetite, craggy hillsides, open moor and rushing streams, all make the hill a desirable part of cycle touring. So, let’s go for a ride on the flat. Having touched on the Fenland of Cambridgeshire, Lincolnshire and Norfolk once or twice, but never seriously, it had to be done.

Ely is a good place to start. The little city has good railway connections, apart from being a very attractive spot on the River Great Ouse and possessing one of our most spectacular cathedrals.

I longed with anticipation to arrive on the early morning train and find the springtime mist lying over surrounding fields with the great lantern of the cathedral soaring above the foggy sea. As it was, I made do with bright sunshine.

OVER WARDY HILL AND FAR AWAY Planning wise, I’d decided to ride a clockwise circuit along the southern fen edge and then curve north and see where I got to. The first port of call though was the intriguingly named Wardy Hill. Cycling through a city and finding the correct road out often is the major challenge of any tour, even with a GPS I often get it wrong. So the presence of sign for the Hereward Way walking route helped. Hereward the Wake, was, “as every skoolboy know”, the rebellious Saxon who frustrated the Norman invader from his base amidst the marshes and mosses in the Isle of Ely. By the church of St. Peter ad Vincula at Coveney, I took a look at the GPS and noted that it said 10m of elevation above sea level. Wardy Hill, in the same parish, turned out to be 8m above sea level. Ha, thought I, see the fens are not completely flat. The centre of Ely had topped the twenty metre mark. At sevendaycyclist.co.uk

5

FLAT LANDING

Cromwell’s House, Ely (courtesy of Stephen Dyster)

6

issue 6 / 2015

FLAT LANDING

this point I turned off the GPS to avoid obsessive behaviour. When used in the Pennines I rarely paid attention to elevation, but here it would be easy to look more at elevation than the road.

Crowning glory, Ely Cathedral’s famous lantern

IMPROVEMENT Wiggling south through Witcham to Sutton the road runs alongside the New Bedford River or Hundred Foot Drain. This was built shortly after the Old Bedford River, which runs parallel to it. Between lies the Hundred Foot Washes. Both channels were constructed in the mid-seventeenth century and are nothing to do with the town of Bedford. The Dukes of Bedford wanted to improve the land hereabouts. They owned most of it and found frequent inundation kept their income lower than it could be. The famous Dutch engineer Vermuyden was employed and an army of workers, including Scottish and Dutch prisoners of war, was set to work.

That they radically altered the landscape is obvious. It was a process that had gone on for many years before and continues today. This is a manmade landscape. In it those little hills amount to very little, but were once a refuge from the winter floods. Cycling along to Earith, where the two Bedford Rivers leave the Great Ouse, I realised this.

By the way, off to the left was a mast on North Hill thirty-three metres above sea level. I promise that this is the last time elevation will be mentioned.

However, Earith is nearly on the fen edge. Earith has a “bulwark” or small Civil War fort marked by a series of lumps, built to defend the crossing of the Great The former Abbey Church, Ramsey (Copyright Stephen McKay http:// creativecommons. org/licenses/bysa/2.0/ )

Distant Errigal

Ouse. It was brought back into use in the Second World War as a machine gun post.

THE ROAD TO RAMSEY Picking up the road through Warboys, skirting Pidley Fen and then Bury Fen brought me to Ramsey. The Fens are full of small towns or big villages with shops and cafes and pubs. Ramsey is exceptional in that it was once the site of one of England’s great medieval abbeys. Here, and at nearby Medehamstede (Peterborough), great religious communities fulfilled their function of prayer and lived off the wealth of a prosperous local economy. It seems that even before the “improvements” of the seventeenth century, this was a land where fattening stock in rich summer pastures, the sale of fish and fowl and other mainly agricultural activities could sevendaycyclist.co.uk

7

FLAT LANDING

Welney Washes awash (Courtesy of shutterstock.com/Erni)

provide a healthy living. No wonder that boatmen and locals sometimes broke down the works of the improving landowners which threatened to destroy their traditional way of life.

It seemed to be time for a break. What is left of Ramsey Abbey did not occupy me for long. As ever the locals used the building materials after the Dissolution of the Monasteries and the local High School occupies what is left. There is a museum of Fenland Life which sounded interesting. Sadly I was few days too early. It had limited opening times anyway, but if I were going back that way I’d take a look. So, coffee and cake at the Wild Frost Café; jolly good cake, too.

NO LONGER THERE Sitting in the café and chatting, it turned out that Great Whyte, the street on which the café stands, was once the line of a river. Before 1850 almost all the business to and from the town was conducted by boat. With the draining of Holme Fen, Ramsey ceased to be an island and life changed when the railways arrived. The river was covered and the only sign of it was the water8

issue 6 / 2015

powered town clock. Even that is now electronic, so the river – still there – is totally hidden, if not forgotten.

The fascination of this area, it seemed to me, was what one could not see rather than what one could.

On this basis, I did not head for Ramsey Mereside as what was once a very large lake was drained over two hundred years ago.

So, it was off towards Whittlesey, a functional town identifiable from a distance by its brickworks. The town stands on the old Fen Causeway, a Roman Road running west to east across the fens from Peterborough to Denver. The roads are often dead straight on the fens. Planning can do that; winding roads on the fens often indicate a more higgledypiggledy period of fen drainage or war with the incoming tide, or even polders.

On the long straight to Whittlesey, I decided to crouch over the drops and go for it. I find this quite exhilarating, though it clearly wasn’t up to much for the two guys who pulled past and called me to get on the back. I gave up at that point. Much as I enjoyed it, I think I cycle in a more higgledy-piggledy style than those chaps.

FLAT LANDING

DOG-IN-A-DOUBLET Whittlesey is a busy little town, but easily navigated and I soon arrived at the beautifully named Dog-in-aDoublet sluice. I assumed I’d crossed the River Nene, however there are so many watercourses, great and small, that it is hard to tell what is river and what is dyke.

In fact, the Nene is much pushed about and channelled by man. Actually, it is the river at the sluice, which is the point at which the Nene ceases to be tidal.

Turning left at Dog-in-a-Doublet, another arrowlike fenland road alongside the Nene. At the neatly named Shanks Milennium Bridge a couple of cycle routes were available to head into Peterborough. I declined the offer and followed the road to Flag Fen. I’d planned to spend a good deal of time here. The flag Fen Archaeology Park is based around a Bronze Age settlement, with recreated roundhouses and a “ritual causeway” – “ritual” often seems to be a euphemism for “the archaeologists are not really sure”. Yet hundreds of valuable finds have been made and the wet fen has done much to preserve wooden structures which would elsewhere have been lost.

Heading off towards the Travel Lodge at Eye, just outside Peterborough, I ignored the signed cycle route and took the direct road. This didn’t seem too daft a decision. After checking in, I decided to add an early evening circuit to the day’s mileage.

in a new channel to the west. If this is not a unique structure, I have not seen the like elsewhere. Sitting by it is a statue, believed to be of King Ethelbald of Mercia, taken from the decaying walls of the abbey. Presumably he was a patron, though other sources suggest that Ethelbald though remarkably long-lived failed to act like a very good Christian. You almost want to sit next to him and have a chat.

It was time to look for some food. So, I rolled out of town, though I could have eaten there and headed for the pub at Newborough. This involved a ride along the bank of the wash that allows the Welland to flood at will without inundating the village. A pretty tree-line road led to it and then I bumped along a very bucolic stretch of NCR12. The sun was getting lower and all was peace and quiet. What a lovely way to travel.

After the pub stop in Newborough, I decided to ignore the traffic free cycle route and opted for a road route. I assumed that traffic on the A47 would have died down. It had not. Finding myself between joining the main road between its junctions with the A15 and A16, it was a thoroughly unpleasant ride back to Eye, though thankfully short.

SAINTS AND KINGS A few miles directly north of Eye, just in Lincolnshire, is Crowland. There was little in the way of rush hour traffic, though it took a little patience to get across the A16, which by-passes the village. To say that Crowland was quiet is an understatement. This did not really bother me. I’d not come for gaiety, rather to see the remains of the abbey.

Yes, another prosperous fenland abbey, one which features as a ruin in LP Hartley’s “The Go-Between.”

St. Guthlac came to the fens to escape from a life of violence as befitted a Mercian nobleman. Finding himself a spot above water, he lived as a hermit doing battle with the monsters and evil spirits who lived in the marshes. When the abbey was constructed it became a popular destination for pilgrims and the village grew up around it on the profits. Despite a gift of fish to Thomas Cromwell in 1537, it went the same way as the other monasteries a couple of years later.

Crowland has another sight to see; the Trinity Bridge, three arches that crossed the Welland and a tributary, but now stand high and dry as the Welland flows

Bridge over the old Nene at Outwell (Copyright Evelyn Simak http:// creativecommons.org/ licenses/by-sa/2.0/ ) sevendaycyclist.co.uk

9

FLAT LANDING

FARMS AND FARMS Next morning, the flat lands were weighed-down with a leaden sky that looked as if it would crash down to earth. Strangely it did not rain at all. Hedge-less, with little woodland, flat fileds ran off in all directions.

Heading towards Crowland, I cut away to wiggle onto a long straight road running by the side of the New South Eau, passing farm after farm; Blue Bell, French, Gothic Hall, Sycamore, Malice.

Startling and startled herons rose from below the bank, each time making me leap out of my skin.

Approaching Throckenholt, a sign pointed to Gedney Hill. Some of the previous days “hills” had been ambitious, but this was bizarre. There was no rise. A check on the GPs suggested that all day the road had run at two metres above sea level and that a diversion to Gedney Hill would not have required a climb of even a metre.

Eventually, crossing over the North Level Main Drain an increasing amount of market gardening signalled that Wisbech was getting near. Taking a wiggling route in to the town avoided the worst of the traffic and landed me right on the riverside. The Nene runs in a narrow channel right through the town, girded-round by walls and banks. Impressive houses stand along one bank, including the National Trust owned Peckover House. The house and gardens were the home of the Peckover family, devout Quakers and successful bankers, symbolic of the town’s prosperity in the nineteenth century. Today, it is a busy place with light industry and acts as the centre for local food producers, often the province of low-paid gang-workers. The tide was out, too. Even so, I had a bit of a break and ate a couple of freshly cooked doughnuts as I sat by the riverside. I’d like to see the place in the sunshine.

Great Ouse, on a finer day, Ten Mile Bank (copyright Mick Watson http:// creativecommons.org/licenses/by-sa/2.0/ )

10

issue 6 / 2015

Crowland Abbey (Courtesy of shutterstock.com/ David Evison)

CYCLING IN THE BOX It seems to me that very hilly or very flat landscapes are much more prone to the influence of the weather than those between. Cycling the day before had seen the sun leaping off the water courses, a huge blue sky overhead and the fertility of the fields greening the earth. Today was like riding in a box that extended as one moved forward. Even so, the going remained dead easy, becoming more interesting as NCR 83 took me out of town to the suburb of Elm, where I left it to head for Friday Bridge. There is probably a story behind the name, but the main feature is a clock tower that doubles as a war memorial.

From Friday Bridge, I headed east to Outwell and Upwell. These attractive adjoining settlements lie on the tree-lined banks of the twisting course of the Old

FLAT LANDING

River Nene. In the heart of Outwell the Old Nene is no longer able to flow north as it once must have done, does a sharp right to become Well Creek, crosses the Middle Level Main Drain on a aqueduct, joins with Popham’s Eau and ends up, a few miles later, along with the Old Bedford River in the Great Ouse at Salter’s Lode. Crikey, this is a complicated place. At least in the hills, you can find a river and follow it down. In the fens the rivers do not go where they wish or you expect.

Having no knowledge of how busy the A1101 might be, I took a winding, longer way to Welney. It was the wrong time of day and the year to be at Welney. As it turned out there was barely any traffic on the main road as I crossed the Old Bedford River, the Delph River, the hundred Foot Washes and the New Bedford River, in rapid succession. In winter these washes become home to huge flocks of migrating birds.

There is a visitor centre, which I was going to ride past, until I noticed a café. Though I did not explore, I was told to come back around dusk on a winter’s day.

BEAUTY AND THE OPTIMISTIC CYCLIST As I rode away I wondered what cycling on the fens would be like in winter. With little shelter and a strong “beast from the east”, it could be mightily cold, I thought. My ride had been easy, but a fellow cyclist having a day out from King’s Lynn with whom I rode for a while, confirmed that a strong wind made all the difference. He pointed out that the fens had produced some fine cycle racers in the past, strengthened and toughened by bitter winter miles.

Hilgay Fen, across which the road led towards the banks of the Great Ouse is at or just above sea level.

Arriving at Ten Mile Bank the river runs between high embankments with the road below. At least you could get some shelter from the wind if it were from the east.

Ten Mile Bank is a hamlet that straggles along the roads across Hilgay Fen and along the river bank. My temporary companion had pointed out that Station

Farm was named because it had once been close to Hilgay Fen station – long since gone, though trains still run by between King’s Lynn and London. One feels that even in its hey-day this was an out of the way spot, cutoff despite its road bridge from almost anywhere else.

My friend said that on anything but a dull day it was a beautiful spot. Over winter, with snow on the ground and the sun lighting up the sky and the river, he had had a grand ride despite sliding off on the icy roads half a dozen times. I thought he was potty, but he was probably right. It was just that with leaden skies and spitting drizzle “beautiful” was not the word; “intriguing” perhaps. The whole notion of land below the river and living with flood and an embankment and the constant pumps keeping home and livelihood dry, left me with a notion of pedalling along with a wave of flood water in pursuit. I’d like to go back when the sky is blue.

The optimistic cyclist turned north whilst I headed south. Following the river, changing banks just north of Littleport, and entering Ely via Queen Adelaide, gave time to look around the cathedral and admire the Cromwell family home, before catching the train.

It had been a good two day tour. It seemed to me that fenland cycling was a very unusual experience. There is no façade to the fens. It is working countryside with no frills and little tourist infrastructure. Yet, the more one looks, one becomes aware that the whole watery lot makes the land a magical creation of hard graft and clever engineering. There aren’t many places in England to cycle that are quite like this, so I’ll be going back in summer… once I’ve had a fix of a hill or two.

Information

www.ramseyruralmuseum.co.uk for the museum of fenland life at Rasmsey.

For Flag Fen www.vivacity-peterborough.com/ museums-and-heritage/flag-fen For Peckover House www.nationaltrust.org.uk/ peckover-house Ely Cathedral is one of the glories of England www.elycathedral.org but don’t underestimate the rest of the city, especially the riverside.

Ely is a significant rail junction and there are other useful stations at Littleport, Downham Market, March and, of course, Peterborough.

The tourist infrastructure of the fens is not well-developed. It is well-worth arranging accommodation in advance.

I used pre-prepared routes on my GPS. OS 1:50000 sheets 142 and 143 cover the whole route sevendaycyclist.co.uk

11

THEJOYOF THE JOY OF LISTS

12

issue 6 / 2015

LISTS

THE JOY OF LISTS

Make Shelton is independent and electronic – and loves getting organised

Lightweight

sevendaycyclist.co.uk

13

THE JOY OF LISTS

I

know, it isn’t rational of me. No reasonable person wants to make life harder for themselves, especially as regards a holiday.

When planning a cycling tour, any rational person would first look at a supported cycle tour, where someone else carries your luggage, sorts out all the accommodation, devises the route, offers back-up mechanical assistance when required, and even accompanies you in the capacity of on-road guide. I have to admit, all that support sounds increasingly seductive as the years roll by, but it simply wasn’t on offer when I began cycle-touring in the 1980s, so as a result, not only do I have lots of experience of planning and organising for tours, but it also seems to me a big part of the fun.

There’s a lot of satisfaction when, at the end of the trip, people say “Great route, thanks for putting it all together”; if it hasn’t all gone well but you dealt with it, perhaps because you’d thought through contingencies or ad hoc intervention, that’s also rewarding. This frame of mind means, needless to say, that my riding companions have always allowed me to ‘volunteer’ to further develop my experience by doing the planning.

What does planning a tour involve? Well, here are my thoughts.

There are more formats for touring holidays than there are French cheeses, so rather than try to cover them all, I’ll concentrate on what is ‘mature Cheddar’

At the Col du Glandon

Sort of climbing the Col d’Izoard

14

issue 6 / 2015

THE JOY OF LISTS

for me; touring with your own bike, carrying your own luggage, and going somewhere which involves air travel.

ROUND TRIP OR A TO B? Great tours are often “from A to B”, for example from west coast to the east; the length of the Pyrenees; or along the course of a river. That means flying into one airport and returning from another. It doubles the chore of identifying airports and flights which won’t be too inconvenient for all riders. If everyone lives in more or less the same place, this isn’t too difficult. However with some cycling friends in Scotland, some in London, others in the Midlands and as far afield as Holland and Spain, it isn’t easy to make life easy for everyone.

Just to throw in a bigger spanner, not all of the riders always go along for all of the tour. Some want a fortnight tour, while others can only spare a week. A

good option in that case is a figure-of-eight route, in which you make a loop out to the east in week one, and a loop to the west during week two.

The other hurdle an A to B route sticks across the road is to do with bike bags. When doing a round trip, it is almost always possible to get your first-night hotel to keep the bike bags while you’re on tour (especially if you’ll be spending the last night in the same hotel), and that’s what I usually rely on. It may be possible to leave bike bags in left luggage at the airport, but concerns over terrorism have prompted withdrawal this facility at a number of airports, and many smaller airports never had them. There may be other places where luggage can be left, such as railway stations. However, it can be difficult to find out about these in advance, and the hotel is usually the most reliable.

An A to B route requires a different solution, namely taking a small risk on your pride and joy, by packing sevendaycyclis t.co.uk

15

THE JOY OF LISTS Well-packed

it into a simple canvas bike bag rather than a more elaborately padded affair. A plain canvas bag, once emptied, can be rolled up to the dimensions of a tent, and either bungeed to the bike or posted ahead to your last-night hotel to await you. What if it doesn’t get there? It’s a reasonable bet your ultimate destination will be a large town, and there must be a good chance of being able to buy a new bike bag, in the last resort.

Whatever you do, check with airline or other carrier regarding their exact requirements for carrying a bike.

water easily available and an appreciative audience of touring companions, who may even buy you a cold beer. All this seems much better than sweating through the job in some dimly-lit corner of baggage reclaim, though you do lose the romantic business of simply pedalling away from the airport. Timing all this so that bike can be secured and beer swallowed in time to head off in search of dinner, means getting the flights right; not always possible.

THE ROUTE - DETAIL

Will you be moving on to a new location every single day? It’s natural to want to maximise road time, but a schedule which has you riding all day every day leaves no margin of error. There are plenty of things that can disrupt your timetable, an obvious one being damage to bikes by baggage-manglers. Bent forks or frame will need bike-shop attention, and bent cranks, chain-rings or derailleur requires purchase and fitting of replacements. Other than that, the kind of things that cost serious time might include: roads have been blocked, perhaps by a rock-fall, and the only possible detour will add a day; one of the party has lost the key to his D-lock and freeing the bike takes several hours; or maybe one of the party has a violent 24-

You’re now in a position to get down to the detail.

First, will you be doing any riding on the days of arrival/departure? It’s definitely less hassle not to, and particularly if you have people arriving from different parts of the world on different flights, at a variety of times. Of course you may need to ride on those days.

In any event, you need to know at the outset, to know how many days actually ‘on the road’ are available to you.

For preference, I like to plan on touching down, reclaiming baggage and bike, and getting into a large taxi to the first night’s hotel. That offers the added advantage bike-reassembly at leisure, with soap and 16

issue 6 / 2015

MOVING ON

THE JOY OF LISTS No doubt where this is

sevendaycyclist.co.uk

17

THE JOY OF LISTS hour stomach bug, and has to hole up for a day.

Whatever it might be, it’s handy to have some slack built into the schedule. Even on a one-week tour, I’ll usually have at least one day when we are based in the same place, so there’s a chance of catching up if needed. If no problems have cropped up, then either it can be taken as a rest day, or those who want to can enjoy a day of pack-free cycling. You may even be lucky, and find that this day happens to be the one when it sheets with rain the entire time, and you decide to sit inside and read all day.

It goes without saying that in planning each day’s ride the mileage and height gain must be tailored to the abilities of the least strong rider. That means having reliable information; I made the mistake of devising a route through the Italian lakes on the basis of maps with spot heights instead of contours, and the result was – ahem - considerably more challenging than I’d led everyone to believe. I’m still apologising.

Now, on-line mapping systems such as MemoryMap can be relied upon to a great degree, though for overseas routes the electronic maps may lack altitude data. Obtain good maps early, either hard copy or electronic.

… and don’t forget the lunchstop!

18

issue 6 / 2015

ACCOMMODATION With the route roughed out, the next thing is to check availability of accommodation in places identified as overnight stops. Is there any at all? If you’re a cyclocamper, you probably began by identifying sites anyway, but if you didn’t now’s the time. Softies like me who want to stay in hotels and B&Bs need to start making bookings. It’s an obvious point, but begin at the start of the route and do it sequentially, to avoid any cancellations if the route has to change.

Sometimes it will be necessary to tweak the route, simply because there’s no room at the inn where you’d initially planned to stay. It all depends: if my wife Sarah and I are touring, then we only need one double/ twin room, and can usually be confident of finding something as we go along, without booking in advance.

On the other hand, I regularly tour as one of a party of seven males, each of whom requires a single room, and that can be a bit of push in the pretty, mountain village where you’d ideally like to stay.

In the days before on-line booking this was the most hellish part of the process, as I’d sweat over sending letters, faxes and e-mails in some execrable attempt at the language, and often wait for weeks for

THE JOY OF LISTS

THE JOY OF ELECTRONIC LISTS

estinations and Garmin

the poor hotelier to interpret it and reply. Sometimes payment of a booking deposit meant further effort, linguistic invention and delay before confirmation of the booking. I’ve also had the odd instance of some villainous individual denying all knowledge of a booking at the last minute, causing a scramble for alternative arrangements.

It’s for these reasons that I appreciate the ease of using sites like booking.com. Hoteliers will often suggest using such sites to see if we have a vacancy, but then make the booking with directly with the hotel. They can then get away without paying a cut to the booking site, and may pass some of the saving on to you in the room rate. You may want to take that up, but for me the simplicity and reliability of the booking.com process is worth paying a little extra for. Plus, if you download the app on your smart phone, all the information and confirmations you need pop up daily as you want them. Gone are the days when I travelled with a sheaf of dog-eared print-outs of hotel booking confirmations.

Once the flights and accommodation are booked, then you know it’s all actually going to happen, and you can start getting excited about it. The planning, though, does not stop there.

Smart phones simplify things a lot, if you trust them to work reliably. I’m not what you’d call an early adopter, but I’m very happy now to have all hotel bookings on my phone, as well as flight information. With the relevant airline app you can check in online using your phone and have the boarding pass stored on your phone. I’ll still have some paper back-up, but it’s pretty minimal: a typed sheet with details of hotel bookings, and maybe a hard copy boarding passes. I use the notepad function on the phone to keep details of insurance, card cancellation procedures, etc., and I have a first aid app as well. The phone is probably going to act as camera too, so it does become something you need to take very good care of. At least it can easily be slipped into a pocket. I haven’t gone so far as to rely on the phone for mapping and navigation as well, but that may be the future.

The usefulness of all this was demonstrated on my latest tour, although I’d happily have done without the demonstration. Sarah and I were tandeming in the French Alps, and what had been a brilliant tour for a week and a half was brought to an abrupt end by a front tyre blow-out while descending the Col de Vars at speed. During the two days I languished in hospital, Sarah needed only my phone to cancel hotel bookings, contact insurers, and generally get all the repatriation arrangements in order.

Straying off the topic slightly; EHIC cards. If you are not aware, the EHIC card is what you need if travelling in the EU to be able to access emergency healthcare in those countries. It can be obtained online, at about a week’s notice, and in my experience it will get you through the hospital doors and into treatment like magic. Wave medical or travel insurance instead, and you may have a hold-up while they seek confirmation of the scope and level of cover. Sarah applied just in time before our French Alps experience, receiving the precious piece of plastic in the post on the morning before departure. We were very grateful for it.

Getting back to information, the other important element is where you’re going: the information needed to navigate. Mr Garmin does most of the work for me these days, but of course you need back-up in the form of good old paper maps. First of all, it’s not unknown for the Garmin to get confused. I’ll happily admit that I’m probably not the most expert at plotting a route using my favourite MemoryMap, or at operating the Garmin once the route has been uploaded to it, but even allowing for my faux pas, the Garmin does from time to time just get a bee in its bonnet about a turning it sevendaycyclist.co.uk

19

THE JOY OF LISTS

“Does SATNAV say yes?”

thinks you should have taken, and spends the next 60 km recalculating the route so as to take you back there. Even when this isn’t happening, the screen is occasionally hard to interpret when approaching road junctions. With experience it all becomes easier to deal with, but the lesson is that as with all satnav systems, it’s just a tool, and how useful it is depends on how well and intelligently you use it. Secondly, the Garmin may run out of charge at the end of a long day, or perhaps there may be difficulties in charging it. Preparing for our latest tour I emerged from the attic triumphantly clutching the Garmin charger with French plug which I knew was there, only to discover at the end of the first day of the tour that it was kaput. After a couple of days I found a suitable replacement in an electrical store, but in the meantime I was reliant upon maps. Having a map to refer to as back-up is invaluable.

can be very amusing once you start talking about lists.

However, packing for touring is something you need to be organised about, whether with a list or not. It’s usually a good idea to start getting everything together a couple of weeks before you go, and to do a trial pack.

You’ll probably discover you can cut some of the bulk.

Packing for air travel has got more complicated, and I find you need to plan specifically (marking up the packing list, perhaps) for which items you will be wearing to travel in, which items will be in carry-on, which items will be in checked baggage, and which

PACKING You either find packing lists useful or you don’t. One of my friends once gave me a curious look and asked, “If while you’re packing you remember something that should have been on the list, do you just pack it, or do you add it to the list, pack it then cross it off?” People 20

issue 6 / 2015

… and don’t forget the lunch-stop!

THE JOY OF LISTS items will travel in the bike bags. However, there are different considerations for when you’re actually on tour, so I might well have another marked-up version of the packing list, to indicate what goes where at that stage.

The main issue is making sure that you can easily access the stuff that you need to. If you’ll be riding on the right-hand side of the road, the odds are that when you’re stopped you’ll be leaning your bike on its right-hand side, and therefore it will be easier to access things in the left-hand pannier. That’s where you need to have weatherproof clothing, sun-block, first-aid kit, and tools and spares (if not in a separate saddle-pack).

Stuff like money, cards, passport, EHIC card, maps and phone will probably also be there, if they’re not either on your person somewhere, or in a handlebar bag. I usually keep that sort of item in a separate ‘office bag’, which goes into the easy-access pannier. Again, you prove how useful that is when your Alpine wipe-out leaves one of you unconscious, and the other has to access all the important stuff straightaway.

PRIDE AND JOY The final bit of prep is getting the machine fettled and cleaned for the tour, and packed away in its bag ready for transport. You’ll already have bought (in plenty of time) the spares you might need, like brake-blocks or pads, and inner-tubes; and anything new you were planning to fit for the tour will already have been fitted and road-tested. Yes? So you can set aside a whole relaxed weekend shortly before departure to pack up your sparklingly clean machine in suitably reverent fashion, offering a prayer to St Miguel to deliver it safe and sound.

Job done. Sit back, crack a beer, and anticipate the great tour you organised.

The good news: following his Alpine crash, Mark is back in the saddle and, as far as I am aware, back to his old self. He’d be the first to say that his love of lists comes from the way he and his friends like to tour. As the best publications say, these opinions are not necessarily those of the magazine; the herd of cats which cycle-tourists sometimes form before heading off along their own merry way will have their own top-tips.

It would be great to hear them at a time when more people are getting into cycle touring and, no doubt, discovering how they want to do it.

Contact the editor for contributor notes. Contact details are on the website.

“Is that where we should be?”

Information

Booking .com is just one website. Anyone who watches TV will know many others and any on-line search for accommodation will throw up so many that an article on which one works best may not be out of the question. Then there are official tourist information sites with phone numbers. Despite the digital revolution, the latter can still be useful when local knowledge is required.

Memory Map provides digital mapping and satellite navigation hardware. www.memorymap.co.uk Whilst you can use a smart phone for navigation, you may also wish to carry a specific SATNAV device, such as a Memory Map Adventurer, one of the many Garmin devices or Active 10 or 12. The Ordnance Survey also proved on-line mapping services – Get a Map – as do other suppliers.

Information on the EHIC is at http://www.nhs. uk/NHSEngland/Healthcareabroad/EHIC/ Pages/about-the-ehic.aspx or through local NHS services.

There is a huge amount of travel insurance available, but check out the detail with regard to cycle touring – which many insurers have never considered as an activity. The CTC has links to specific cycling insurance and discounts are available to members. www.ctc.org.uk sevendaycyclist.co.uk

21

T ES T I N G T I M ES

Burls Bib Shorts £49.99 Mid Term Test (3 months)

B

urls bib shorts are the Harwich based frame builder’s first forays into clothing and I’m suitably impressed. However, gender specific versions would make them better still and sizing bares only passing affinity with everyone else’s.

Fifty quid is pretty much mid-range these days and in this instance buys a six panel design. Eight are theoretically optimal but freedom of movement isn’t far behind. Flat lock seams are another given, sitting tactile against the skin, so no risk of discomfort on long rides, or unsightly tell-tale branding afterwards.

Bib models have long been the pro’s default for two major reasons. There’s no elastic constricting the wearer’s stomach, seamless overlap between base and mid layers affords the lower back and vital organs better protection from chill.

A subtle, satin texture also prevents these garments’ incremental creep - say when alternating from hoods to drops on longer rides. Most effective with waffle weave polyesters and merino wool, the slightly thinner blend also proves particularly harmonious beneath Lycra longs-a real boon through late autumn and winter.

Regular forest frolics on my ‘cross and mountain bikes coupled with perpetual 30 degree machine washing

22

Issue 6 / 2015

suggests there’s no trade off in terms of durability either.

Talking of sizing, my 33 inseam and 32 usually dictates a medium (European 4) in trews but required the XL versions, so check with Justin if you’re in any doubt.

Inserts are another crucial, dare I say contentious area. Typical of this price point, we’ve a sensibly proportioned Coolmax model made from a high quality polyester, impregnated with gel and silver lining. The latter has long been recognised for its odour taming, anti-bacterial properties and expected at this end of the market.

Debate rages as to whether cut outs and grooves improve airflow over and above anyone else’s but I’ve found little to complain about in twelve weeks and 1600 mixed terrain miles. Sure enough, things turn clammy around the crotch during the first twenty minutes, whereupon the fibres catch up, spiriting rider generated coolant away pretty convincingly then onward.

Michael Stenning Verdict: Well executed and extremely comfortable bib shorts, although sizes much smaller than other brands.

Sizes: S-XXL www.burls.co.uk

T ES T I N G T I M ES

Viking 3m PolyurethaneTape Long Term Test (6months) £9.52 (25mmx3metres)

V Delta Hublox Security Skewers £16.99 76g

D

elta Hublox security skewers are designed to replace standard quick releases, thus deterring opportunist wheel theft. However, modest weight and keen pricing suggests thrifty club folk have most to gain.

Prizing open the packaging reveals a set of two skewers and an oversized aluminium alloy key that mimics a quick release lever on steroids. Thankfully its pre drilled for key-fob convenience, although slips fairly unobtrusively inside traditional patch kits too.

Despite the satin silver finish, skewers are fashioned from sturdy Cro-moly steel with domed aluminium headspretty much what we’d expect at this end of the market.

Fitting is simply a question of removing the existing quick release(s), introducing a slither of PTFE/polymer grease to the Hublox skewers before sliding inside hub shells and snugging tight. (Tip - a shot of heavy duty maintenance spray where the serrated cams bite into paintwork helps prevent damage without impairing purchase) Talking of which, there’s sufficient length for classic road and contemporary MTB locknut diameters.

Tenure is best on stocky vertical ends, horizontal types synonymous with pencil thin 80’s road frames demanded an extra turn. Being a softer metal, care is needed to avoid rounding off, although replacements are readily available.

Unfortunately, this is a double edged sword. Since they’re not batch specific, let alone unique, savvy tea-leaves can acquire one and pilfer freely. Ours were easily opened within ten seconds using vice grip pliers –

iking 3m polyurethane tape is a very sturdy clear adhesive designed to protect expensive finishes from chips, abrasion and other everyday carelessness. Overall performance justifies the asking price but getting the very best from it requires careful preparation and good technique.

Often dubbed “helicopter tape” given its military origins, quantities tend to favour workshop, rather than home user, although a three metre, 25m roll will cover three, maybe four bikes convincingly.

The main problem with conventional protective sticker sets is their tendency to peel, warp or wear through when regularly exposed to lubes, solvents and washing. Cyclo cross and mountain bike riders can expect even shorter lifespans - weeks, rather

another tool popular among the light fingered.

Frankly, those seeking to forgo a second lock and leaving their bikes unattended in town/city centres will need to spend a whole heap more. Conversely, if you only leave bike(s) for short periods, say during café’ or comfort stops, then the Hublox are worth closer scrutiny. Michael Stenning Verdict: Inexpensive lightweight skewers that might deter casual opportunists but are easily thwarted using common tools.

www.extrauk.co.uk sevendaycyclist.co.uk

23

T ES T I N G T I M ES

MKS Urban Pedals & Steel Half Clips £49.99/£19.99 465g (pair)

M

KS urban pedals and half clips are a delightful reworking of a classic design with bombproof Cro-moly axles and triple sealed cartridge bearings. Suffice to say ours haven’t missed a beat these past six months.

Far from a simple homage to Lyotard M23, their 70x80mm platforms are extremely accommodating of street/inspired footwear and boast an equally

prodigious “flip tab”; designed for effortless engagement and swift, dignified getaways.

Generally speaking, I prefer anodized, or powder coated over polished finishes but the aluminium alloy bodies are of a high grade. These have remained largely taint free despite regularly negotiating wet, gritty roads – nothing a quick lick of Autosol couldn’t sort.

Large surface areas offer excellent support, negating hot-spots and other painful sensations on longer journeys. Dimpled platforms inspire confidence with all types, even on wet rides in leather soles.

Engagements were intuitive too thanks to the tab, making quick getaways and split second dab downs a cinch. Cornering prowess is good relative to their dimensions – we’ve had a few close calls when paired to

M-Part Torque Wrench (g) £49.99

M

odern components operate to phenomenally close tolerances. Get it wrong and you’ll run very real risk of ruining expensive parts and potentially serious injury.

M-Part Torque wrench is a competitively priced, simple to use and seemingly accurate version perfect for home mechanics. It’s a “click” model, meaning it emits an audible clicking sound once desired tension’s achieved.

These are by far the most common design and what you’d expect for £50. Factory calibrated, they do go out of tune over time but unless dropped or forced, most enthusiasts will only need theirs recalibrated yearly.

Measuring 22cm (9inches) long it looks almost identical to a host of competitors, right down to the pretty nickel plated chrome vanadium shaft and carbon steel head. Nonetheless, it feels really solid and the moulded plastic handle offers excellent, knuckle friendly purchase and ample leverage for most applications.

Talking of which, seven bits (3, 4, 5, 6, 8,10mm Allen and T25 torx) are included in the kit and sit in their own dedicated recesses for safe keeping. Thankfully the standard ¼ inch head also accommodates any compatible sockets.

Pros will want something capable of delivering a much broader range but 3-15nms caters for most bike fasteners, save for Hollowtech II bottom brackets, Octalink and square taper cranksets.

Getting started couldn’t be simpler. Flick the ratchet 24

Issue 6 / 2015

so it turns anti/clockwise. Then set desired tension by turning the knurled base-a clear window and red marker makes this easy to spot.

Plug in the bit and tighten fasteners until it clicks-once.

Exceeding risks damaging tool and component, though remember those figures etched on a part denotes maximum force, so aim for 15/20 per cent less-using a specialist assembly paste helps.

So long as you’ve remembered to reset to zero after each session to prevent unnecessary loading (which stresses the spring, causing it to deform over time, registering inaccurate values) it’s a joy to use and will recoup its modest investment countless times over, even if replaced, rather than recalibrated every twelve months. Michael Stenning Verdict: Wallet friendly workshop essential, perfect for most home mechanics-highly recommended.

www.madison.co.uk

T ES T I N G T I M ES

a fixed gear conversion with 172mm cranks and lower slung bottom bracket shell.

Cartridge bearings are vastly superior to balls in my experience and these are equally refined. Bitten by curiosity, I opened ours upon receipt and four months (1000miles) later. On both occasions both were well nourished by grease and completely free of contaminant; suggesting those seals are impenetrable in the everyday sense.

Arguably honking on a tourer isn’t cool but sometimes necessary with a trailer and 25 kilos of supermarket shop en-tow. Even with my full weight dancing atop, there’s been no hint of flex, or unsettling noises.

Longer, club typical rides dictate full clips n’ straps.

Nonetheless, the stocky mirror polished stainless steel still foster efficient cadences in sub/urban contexts.

Better still, MTB profiles and generous toe boxes proved compatible with most of my size 9 street footwearincluding steel toes.

Shallower dimensions also avoid that ghoulish scrape when punting along – at least with standard arms and bottom bracket heights. Japanese cowhide sleeves are another luxurious, yet practical touch, protecting expensive formal shoes from unsightly scuff damage.

Fed Proofide/similar dressings, ours remain in good

than months in some cases. Viking asserts theirs will not discolour, or collect dirt around the edges.

Quick cat-licks using an alcohol wipe are fine for framesets bearing a little road grime/spatter. Anything muckier, or recently treated with hard paste wax polishes, dictates tepid, sudsy bucket and brush washing.

Dry thoroughly, removing any residue and then start measuring and cutting shapes/sections to suit.

Supple and easily pruned using household scissors, we’ve trimmed ours to fit tricky areas such as the head, seat and adjoining tubes commonly rubbed by cable housing, pumps and even battery packs.

Pattern created, peel the backing and smooth down-a hairdryer works wonders during the latter phase.

Skipping this procedure has probably accounted for some minor lift around the chainstays and joins are quite apparent when inspected closely. Therefore, professionally applied clear coat lacquers represent better value on metal frames with unsealed powder coated, enamel or two pack finishes.

Six months in and there’s no tell-tale yellowing, surfaces remain completely unblemished, even with the constant abrasion from STI shifters. Wet, silty roads, stony trails interspersed with intensive bucket washing and polishes of various origins have made negligible impression.

I had a sneaking suspicion edges would cultivate a faintly grimy patina-they have but nothing unsightly, or likely to threaten their adhesion. Michael Stenning Verdict: High quality protective tape that will stand the test of time.

3.5 stars out of 5)

shape, albeit darker and they may alienate strict vegetarian/vegans.

Bottom line, there are plenty of dual sided SPD/flats going for £15 – arguably better choices for basic town hacks and an 8mm Allen key fitting would’ve been preferable since we needed an extra slim 15mm wrench.

That aside; these are a superbly made and extremely versatile option for commuting and utility duties.

Michael Stenning Verdict: High quality pairing for shorter distance commuting and everyday riding.

www.zyro.co.uk sevendaycyclist.co.uk

25

T ES T I N G T I M ES

Muc Off X3 Dirty Chain Machine

M

easuring 100x80x40mm and nudging 200g, Muc-off X3 dirty chain machine is a really industrial looking piece of kit and rather pricey too. Conversely, it’s by far the nicest and most convenient chain bath I’ve ever used.

The casing features a plug in handle and is made from a high grade thermoplastic polymer resin capable of resisting accidental knocks, petrochemical based lubricants and not-so-friendly solvents.

Segregating fresh and spent degreaser avoids cross contamination- a major advantage over conventional designs. Ditto the massive wheel of bristles boasting 120 contact points for precision purging of all chain widths and genres.

Thankfully deployment doesn’t require an engineering degree. Release the retaining catch, separate and sandwich recipient chains in between.

Now snap the catch shut before steadily pouring your favourite grime gobbling agent into the top reservoir.

Muc-off thoughtfully includes 75ml of their drivetrain cleaner to get started with but it works a treat with others too. Depressing a sprung pink “control button” injects short bursts of cleaning fluid within chain and revolving bristle plot, theoretically minimising wastage.

Sludge to shine transformation complete, release the top and carefully dispose of spent solvent.

Overall performance is impressive. Their degreaser

proved most effective on standard PTFE fortified formulas and old school 10w40 motor oil, stripping links bare within 90 seconds. Tenacious brews; specifically complex wet ceramics or those blended from ISO/ mineral oils proved more challenging, consuming said anti-lube quite rapidly.

In fairness, we treated five moderate to heavily soiled chains before switching to citrus stripper, though these proved approximately 30% faster and more frugal. Aside from fixed transmissions (where one deft pedal rotation sees the chain revolve independently); engaging that control button while gripping the sculpted handle and turning the cranks proved an acquired art.

Nothing serious, but merits improvement in my book.

Mess is generally minimal too, though best performed outside and rinse the device thoroughly with neat degreaser afterwards to dismiss any residual grime.

Bottom line. £30 isn’t cheap and yes; with perseverance, pleasing results are possible using two old nail brushes dipped in white spirit. However, the X3 is neat, efficient and a wise investment for those owning several bikes.

Michael Stenning Verdict: Not perfect but an extremely user-friendly model that will extend the life of expensive drivetrains when used regularly.

www.muc-off.com

26

Issue 6 / 2015

T ES T I N G T I M ES

Revolution Velocity 20 function wireless Computer £15.99 68g

R

evolution Velocity 20-function wireless computer is user friendly - easy to calibrate, read and use. However, weight weenies or those looking to scrutinise their riding performance in minute, scientific detail will need to look elsewhere.

Measuring 55x45x20mm, the head unit looks slightly slab sided and its bracket less precise compared with some household names. Nonetheless, that two tier screen is extremely clear and positive mode/set buttons are intuitive to command-even in thick winter gloves.

Twenty functions include current, average and maximum speed, speed comparator (indicating above/ below average speed), odometer, stopwatch, trip time, clock; rapid scan and thermometer. This also logs highest/lowest temperatures.

Critics would dismiss the calorie count/fat burned and maintenance indicator functions as gimmick, although regular chain replacement is imperative with modern 10 and 11 speed groupsets.

Most computers are extremely accurate and straightforward to install these days - this ranks amongst the easiest. Pre-calculated charts and zip tie fittings make set up a cinch but even calibrating wheel circumference manually, we were ready to ride in fifteen minutes flat.

Religiously observing that 3mm sensor/magnet rule, the velocity starts registering data from first click and three revolutions. Calling Edinburgh Bicycle Cooperative’s bluff; I attached another “universal” magnet to the test bike’s rear wheel and relocated the Velocity’s

sensor on the chainstay to test claims it would work on a turbo trainer.

Given the distance between head and transponder, I wasn’t surprised by some initial lag, though readings seemed credible during a couple of indoor sessions.

Staying on this note, heart-rate monitors and wi-fi enabled gizmos haven’t interfered.

Riding in close proximity to a supposedly decommissioned nuclear reactor recorded 61.4mph (actual speed 19.9 according to my riding companion’s wired unit).

However, this was the exception to a reliable rule. + / – symbols lacked the nagging tenacity of flashing pacer arrows and stopwatch functions are decidedly old school but give easy visual cues to performance useful during TTs or group rides.

Build/materials are reassuringly good too. Water resistant is a highly generic term, ours laughed at heavy rain, sleet and even a provocative drenching from my garden hose couldn’t creative mischief. That said; giving battery contacts a precautionary blob of silicone grease when installing the Cr2032 cells certainly helps.

Thermometers are becoming increasingly commonplace and stir mixed emotions in me. On the one hand, climate is a British institution (the velocity also records highest and lowest) but I’d sooner a backlight given we know whether it’s hot, cold or middling and a really long alpine-esque descent can induce misleading figures.

Michael Stenning Verdict: Minor niggles aside; a comprehensive and user-friendly computer for general riding that represents amazing value for money.

www.edinburghbicycle.com sevendaycyclist.co.uk

27

MORE TO CYCLING...

There’s More to Cycling than Riding a Bike Paul Wagner travels sixty miles to a different world of cycling

I

read a quote from the famous travel writer Paul Theroux some years ago that suggested that, “To be a proper traveller, you have to stop in places for a while.

Just to pass through is to reduce yourself to the level of a tourist.” Jean and I have been stopping and getting under the skin of places for many years so I’m delighted to find that our Outside the paper shop.

28

issue 6 / 2015

apparently pedantic way of doing things has such an illustrious sponsor. When we come across an attractive location we return, and cycle round it gently, in an attempt to find out just what makes it tick. We can’t simply go somewhere, take its picture, cross it off the list and move on.

GETTING AWAY FROM IT ALL The area surrounding Dolgellau and the Mawddach Estuary in mid Wales is our current, and probably last ever, such long-term bolthole. It’s only sixty miles from Shrewsbury but it feels like the other side of the planet, so here, in all probability, we have reached our final frontier - could it be Custer’s last stand?

At home, we are busy people. Once we get away, there are few distractions. ln Dairy Cottage, Penmaenpool, no-one knocks on the door wanting something, unless it’s Pat the landlady up for a bit of a chinwag, no postman delivers stuff you have to respond to, I check my mobile for panic calls every now and again then it goes back in the drawer - none of the trappings of everyday life are allowed to disturb our equilibrium. We sit outside the cottage in the gloaming, supping a glass of something mellowing and listening to the owls that constitute nightlife in the conifer woodland that rises steeply behind the farm, and shush - there it is - peace at last.

Once in this euphoric state, I find that here I don’t get any older, and my health is robust whatever I may do to upset it. Eating too much good food seems to be positively beneficial, drink has no apparent effect,

MORE TO CYCLING...

An impromptu gathering outside The Royal Ship, Jean, with visiting friends Chris, Mac and Bill, who were on a ‘’Trail’ day out.

and suddenly I’m Mr Cool again, even when the mirror reminds me that I’m seventy-six. Here, I walk tall and straight, wearing good clothes with a swagger, riding a bike is a freewheeling thing, the wind is always on our backs, the years recede and I’m ageless. This is restful country, and it makes both of us feel very good indeed!

This year we enjoyed six weeks of it, in bits and pieces. On breaks like this, we rarely decide what to do on any given day until we’ve had lots of tea and sussed out the weather, and that works for us. We’ve always got a list of things we’d like to do, but doing them is in the lap of the Gods. There’s always next time. We come here to relax, for Heaven’s sake!

REASONS TO BE CHEERFUL A month before we were due to go away for the first time in the year, I spent a couple of hours in hospital having tests. I was a bit worried about the results but as I heard nothing for a week and a half and as no news is supposed to be good news, I made an appointment at my doctor’s surgery to get what I assumed would be the all clear. Calm down, All is well. Good times are a’comin. The following morning the phone rang. “It’s the hospital here. Can you come in tomorrow – something’s not quite right.” Suddenly everything went flat. I can only describe what followed as a roller coaster of a day!

I was to be subjected to an internal examination. The doctor operating the camera had a couple of young students with him. “Do you mind if these student

doctors observe the procedure,” he asked. Student doctors? Good God, I thought he was child minding for someone. “No, of course not, they’ve got to learn somehow,’’ I said casually. Having insinuated his skinny little camera into my most intimate confines (I didn’t watch but I sure could feel it), he wiggled it around a bit, (it was every bit as uncomfortable as it sounds), then after about ten minutes he uttered those magic words; “There’s no sign of anything untoward. You are all clear.”

I was so elated that I even smiled at the students. “I’ll just feel your prostate,’’ he said, rolling me on my side and going through the necessary motions. Who cares - I’d run out of dignity by now, with these two watching.

“Hmmmm, there’s some enlargement,’’ he said, “Do you mind if the girls familiarise themselves with the condition?” Eh? What did he say? “OK,’’ I said, stupefied, and before I knew it I was being used as a dartboard, or so it seemed. You never think of it until after the event but I should have called out “one hundred and eighty” following the third intrusion. Nevertheless, to be declared clear of major problems was a massive relief so I wrote it off as yet another facet of life’s rich tapestry - but now, I really needed a holiday.

A week later, Jean and I put the bikes on the back of the car and we were off.

DOLGELLAU When we tell people that we go just down the road for our holidays nowadays, some of them laugh. Not all of sevendaycyclist.co.uk

29

MORE TO CYCLING...

Your wait is soon to be over. . .

Paul’s aerodynamically calculated accessory array.

The jolly busker.

them - an increasing number know where we go and think it’s a good choice - but it has to be admitted that it’s a heck of a change from our once-normal Mediterranean haunts. I was a bit iffy about Dolgellau at first, but as soon as I recognised that this grey, sleepy Welsh town, surrounded by wonderful countryside, was built on history and likely to prove interesting long-term, I felt happier. Paul Theroux’s words apply no less to Dolgellau than they do to Barcelona. OK, Barca takes a bit more getting to know, and it tends to be hotter there, but the principle’s the same, so we are currently giving Town, as the locals call it, our best shot at friendship and it seems to be reciprocating. “Dolly”, and the hills and valleys that surround it, are giving up their secrets, bit by bit.

Would you like to come for a pedal round? The Royal Ship Hotel lies right at the heart of the town. It’s civilised and relaxed, as a small hotel should be, with a bit of a buzz on special evenings, but it isn’t slick. Slick would ruin it. It does a good job for both local people and visitors alike, the food is excellent and constantly available, and it’s an easy going place all round. Here we sat next to a riotous ‘Ladies that Lunch’ session in the dining room, conducted enthusiastically and with 30

Issue 6 / 2015

increasing gusto, in full-on Welsh. The debris left on the table when they had gone was witness to the amount of stuff they’d put away. It was quite a party!

Over the road from the Ship’s front entrance you’ll find T H Roberts, ironmongers, now transformed into a coffee shop but retaining much of its original atmosphere, and very welcoming it is too.

Just down from the Ship there’s a pretty good newsagents, Wilkins. It’s the only place in town where you can buy publications like The Spectator off the shelf (Farmers Weekly is more natural fare) and cycling mags.

Mike, the local bike shop proprietor, spotted a copy of one sticking out of my saddle-bag. He read it too, he said, though by the very nature of the local terrain and the proximity of Coed y Brenin, his shop is stronger on mountain biking than touring. Mike is a really pleasant chap, and endlessly helpful, but promise not to tell anyone and I’ll let you into a secret. Every now and again he does a runner to our town, Shrewsbury and stays at The Prince Rupert, one of our better hotels.

Apparently, if you live in his town, a touch of the bigtime is called for occasionally.

I enjoy other individualistic shops, too. You know

MORE TO CYCLING... you’re getting old when on rainy days, you cycle into Dolgellau and shuffle round the charity outlets looking for things you don’t need. In one such shop the lady assistant was five feet nothing, and wideish. Her blonde grey hair poked out of the top of a scrunch like a bunch of rampant wild flowers, her chunky cardigan was, I guess, ex-stock, a grey short froufrou skirt that had once had pleats, stuck out at forty-five degrees over thick black leggings which covered, mostly, shapely white legs, and black suede boots sealed the bottom end of the ensemble. It was a sweet charity outfit all right anything more and she’d have been overdressed. Don’t you just love people? They truly light my life.

During the year, we watched a new bakery open up, but it was a slow, month-by-month process. Its refurbishment included the posting of hand-written notices in the windows telling people what to expect.

Early on, we had “Watch this space” in one window and “Pethau da I Ddod”, which I presume is the Welsh version, in the other. Later a bold “Your wait is soon to be over! ! ! The Bakery is nearly done. I am sure you can’t wait for that Honeybun!” (sic) graced the premises - tantalising stuff. I wonder if “Honeybun” is a lucky person or whether the word was used just because it rhymes with “done”? I much prefer to think it’s a person. The shop, located in Upper Smithfield Street, is a cyclist’s delight. It’s full of all those naughty things you like to stoke up on when you are on tour, and the

smell of fresh baking, and the sight of their first-rate assortment of cakes and buns, is compelling enough to have you reaching for your wallets even when you don’t need anything. No wonder I’m fat.

Until recently, a jewellers shop occupied a prime spot at the top end of Dolgellau’s daytime social hub, Eldon Square. It had been established for so long that on the fascia, Dolgellau was spelled the English way - Dolgelley.

Sadly, it is no more. It was undoubtedly due for refurbishment, but in its old guise it enjoyed a look of faded glory. It was a relic of how things once were, and I reckon its shadow should have been retained in some way, but it’s too late - LouLou Purple, craft suppliers, has taken over, and the shop is now irretrievably modern.

Lower down the square, back in March, I met a jolly girl busker playing the cello. All of sudden she burst out laughing, bunged her cello into its case, and jumped on a bus, as if it had suddenly dawned on her that she’d collected enough money to pay for her fare.

Jean and I have become very fond indeed, of “Town”.

It is slowly tiptoeing into the twenty-first century, and it’s all the better for taking its time. But for easy-going cyclists like us, having the Mawddach Trail start here, then run along the very edge of the most beautiful estuary imaginable to the seaside pearl that is Badmouth, is the real wow. “Seaside pearl” - did I really write that? How the heck can I justify it?

Well, next month Paul gets pedaling and starts justifying.

Penmaenpool toll bridge. It’s not sunny all the time!

sevendaycyclist.co.uk

31

INTER CITY

inter

city

B

irmingham: England’s second city, the first workshop of the world, brutalised first by the Luftwaffe and then by its town planners in the 1960s (whose flyovers and underpasses continue to carve their way right through the city centre) is not generally regarded as the most cycle-friendly place in the country. However, Birmingham is a city of surprises, not least the ease of cycling from its 32

issue 6 / 2014

Jill Phillip follows another route near a railway, this time between two contrasting midland cities

centre, through its suburbs to the quintessential English countryside of its green belt.

Along with their historic expertise in engineering, many Brummies also have an equal aptitude for downplaying the attributes of †heir home city; their self-deprecative dismissal of Birmingham’s history and attractions contrasts starkly with the civic pride of Liverpudlians or Glaswegians.

However, over the last two decades the

INTER CITY

Brindleyplace

transformation of the city has been every bit as impressive as that of Manchester, or Leeds and, with the dazzling new library - the biggest lending library in Europe - now joining Birmingham Royal Ballet, the City of Birmingham Symphony Orchestra and the worldfamous Pre-Raphaelite collection, to say nothing of the Jewellery Quarter and the Georgian elegance of Soho House, the city’s attractions compare favourably with anywhere in the country.

Even New Street Station has been rejuvenated and, with separate lifts for each pair of platforms and a level concourse all the way through to the new entrance in Navigation Street, much more bike-friendly. From there head to the new library and admire the futuristic building from its impressive piazza. You’re almost at Brindleyplace and this redeveloped canalside cluster of bars and cafes makes an obvious starting point.

The eighteenth century canal system provided sevendaycyclist.co.uk

33

INTER CITY Birmingham Library

Maer

the essential transport artery for Birmingham’s development as epicentre of the country’s burgeoning metal industries and this development, named after the great canal engineer James Brindley, kickstarted the rejuvenation of the city in the late twentieth century.

Brindleyplace should mark an appropriate start the route but, unfortunately the next stretch, north east along the Grand Union Canal, is not, at present, really suitable for safe family cycling: lots of cyclists use it, but the walkways are narrow, there are numerous steep ramps and the path, squeezed between the walls of old The resilience of nature - even beside Spaghetti Junction!

34

issue 5 / 2015

factories and warehouses, takes you far too close to the dank canal water for comfort.

Instead, enjoy the fascinating industrial archaeology as you wheel your bike along the mile to the next junction at Mill Street - alternatively it’s a pleasant cycle along the quiet streets around the cathedral through the grounds of Aston University adjacent to the canal bridge and, if you want to begin the ride here, it is less than a mile from New Street Station. Here, the Grand Union veers off to the east, while we follow the NCN 535 along the Birmingham and Fazeley Canal towards Salford Bridge. The path is much better, but care must still be taken while negotiating the ramps beside bridges and locks.

Three canals, plus a turning basin and a river converge at Salford Bridge. Clearly, in the heyday of the early industrial revolution, this must have been a key cog in the Midlands’ canal system, but this point has remained an important transport intersection, because the canal junction is almost immediately underneath Spaghetti Junction and two rail lines also pass under the tentacles of this monument to 1970s brutalist architecture.

There are prettier places, for sure, but Birmingham’s (and Britain’s) industrial predominance was not based on aesthetic beauty and it’s interesting to stop for a

INTER CITY few moments and take in how important this spot has been, from the canal age, through the railway era into the dominant period of road transport in the twentieth century.

The route then follows the Tame Valley Canal, for a few hundred metres, before leaving the towpath.

A traffic-free path leads from here and in no time, miraculously, the landscape transforms as you pass a pleasant sports ground into Brookvale Park The sea-change is quite startling: 10 minutes ago you were negotiating the pillars beneath Spaghetti Junction, now you find yourself in what could be an attractive English village, with a boating lake to your right where swaying weeping willows frame a row of attractive timberfronted villas.

In truth, this contrast has always been one of the highlights of this route for me. I find it fascinating to chart the geographical and social development of the city and its surroundings as I head out from the centre, through the suburbs and on into the green belt.

The route now takes you through the equally pleasant Witton Lakes, before heading through a recreation ground into Perry Common. Here, it is interesting to witness how ancient rights of way have

been preserved to create a green artery in the middle of an area of high-density housing.

Cycle lanes take you across the busy Chester Road and it’s staggering to realise you have now reached Sutton Park, a good seven miles from the city centre, completely on traffic-free paths.

The 2,000 acre Sutton Park, an area of ancient woodland, marshes, lakes and grazing land, encircled by the well-heeled suburbs of Sutton Coldfield and Little Aston, is almost incongruous, situated as it is near such a major conurbation. Cycle a few hundred metres from the busy perimeter gates and you are quite likely to meet some inquisitive cattle wandering across the road in front of you. Understandably popular with locals and day-trippers, it can be busy at holidays and weekends, but it’s easy to lose the crowds in the interior and the cycle routes that cross the park are well-surfaced and signposted.

Refreshments, shops and Sutton Coldfield train station are reached by cycling straight on from your entry point at Banners Gate. If you are cycling on to Lichfield, turn left at the first path junction (just north of Boldmere Gate) and continue northwards across the park to Streetly Gate.

Brookvale Park

sevendaycyclist.co.uk

35

INTER CITY Witton Lakes

Immediately out of the gate, take care crossing the main road, then head right to the roundabout - this is the only section of the route where you have to negotiate busy traffic, but it’s only a few metres, so it’s perfectly possible to wheel your bike to the second exit, Roman Road.

This quiet, tree-lined road accesses a private, gated estate and is one of the most prestigious addresses in the West Midlands. Take care with the road humps and around the entrance to Aston Wood Golf Club, otherwise it’s a pleasant, relaxing ride among some seriously impressive real estate.

Stop at the end, carefully cross Little Aston Lane and head straight across to Forge Lane. Considering you

are still in the West Midlands conurbation, the final part of the route is remarkably rural and from here to Shenstone, you are much more likely to meet an agricultural vehicle than a car. However, this brings its own dangers, so stay aware, as the lanes are narrow and be prepared for surface water and mud if there has been a period of rain.

Follow Forge Lane round, before bearing right on to Wood Lane at the T junction. From here continue along these attractive rural lanes and follow the signs into the village of Shenstone. On the suburban rail line, today it is popular with commuters, but the village has roots stretching back to the Anglo-Saxons. The elevated position of St John the Baptist Church makes

Perry Common

Roman Road

36

issue 6 / 2014

INTER CITY an attractive landmark and it is well worth a visit for its historic associations.

From the church, make for the railway station, cross the railway bridge on Lynn Lane - taking a peep at the delightfully rustic station platform on the way across - before turning right into Ashcroft Lane. This nicely undulating road takes you under the M6 Toll and into the hamlet of Wall. The tiny village sits on the site of the Roman settlement of Letocetum, once an important staging post for soldiers en route to Wales along Watling Street. Some foundations are still visible and there are a few excavations on display in the small museum.

Just out of Wall there is a lovely vantage point where the three-spired 12th century Lichfield Cathedral can be seen, framed by some lovely farmland that surrounds the city. There is much to see in this attractive birthplace of Samuel Johnson. Lichfield enjoyed its heyday in the coaching age of the 18th century, when it was home to the Lunar Society, a group of the leading intellectual and industrial minds of the age.

And, although you enter the city through one of its many modern estates, dedicated bike lanes keep you away from the traffic and give direct access to City Station where the cross-city line will take you back into Birmingham in a little over 30 minutes. SDC The delightfully rustic Shenstone Station

Information

Trains: London Midland http://www. londonmidland.com/download/79989/lichfieldsutton-coldfield-birmingham-longbridgeredditch/ runs several services each hour from Birmingham New Street to Lichfield City and Trent Valley Stations (the latter is also on the West Coast Main Line, with direct services south to London Euston and north to Crewe and beyond). Cycles are carried free, but check www.londonmidland. com/your-journey/more/bicycle-policy/ for full details and restrictions.

Stations: most of the route is within one and a half miles of the cross city line and no part is more than two and a half miles away from a station.

The Route: some sections of the route may not be suitable for families and/or inexperienced cyclists, particularly the first stretch of the canal towpath.

However, the route is ideal for dividing into specific sections, using the appropriate suburban stations for access - for example, Brookvale Park is only half a mile from Gravelly Hill Station.

From the city centre to Sutton Park the route is almost entirely traffic-free, with crossings at the only two road intersections en route.

Directions: from Brindleyplace, follow the signs for Fazeley. From Mill Street to Sutton Park, the route is very well signposted as Sustrans NCN 535.

There are various maps on display throughout Sutton Park showing paths across the park. OS Landrangers 139 and 128 cover the sections from Streetly Gate to Lichfield.

Services: there are numerous cafes, bars and restaurants in Birmingham city centre, around Sutton Park and in Lichfield, plus several pubs en route.

sevendaycyclist.co.uk

37

THE BROMPTON GOES WILD

Poldhu Bay

The Brompton Goes Wild

Mark Jacobson folded his Brommie and went west: Penzance, after twenty-one years!

IN THE CIVILISED WEST

W

hen last alighting at the railway station, I was about to begin my LEJoG ride; this time it was different as I would be cycling solely within Cornwall. Brompton unfolded and loaded, some shopping for supplies,and off along the B3311 I went, eventually - the traffic was so dense that it was virtually at a standstill.

My immediate destination, a camp site at Lower Penderleath Farm, lies on a very narrow lane, not far from St Ives. Accessing this showed me how inaccurate the newer OS Tour map can be. However, this proved to be a very good choice of site, as there was only one other camper pitched on the other side of the large field, An evening ride to Zennor gave pleasure after the extended time travelling by train from home. It was a 38

Issue 6 / 2015

beautiful sunset, too.

Next day I set off towards the south-east, finding a quiet cross-country route through St Erth Praze, where I joined the B3302 for Helston. Although somewhat busier, the traffic presented no problems. There is a long descent into Helston: travelling at about 30 mph, a motor-cyclist passed, making a point of pointing out that he had an engine, and that I should get one. Why would I want an engine? I would need to acquire a motorcycle, all the appropriate protective clothing, pass a driver’s test, and then lose the absolute pleasure that cycling gives. No thanks!

The A3083 leaving Helston has a really good offroad cycle path, at least as far as Culdrose, where the main road narrows just as the cyclist is deposited on it. Busy traffic for a short distance, then I could leave it

THE BROMPTON GOES WILD

in favour of a lane through Cury, until views of Poldhu Bay entranced me; blue sky over a blue sea, large white building on the headland, blackberries in the hedgerow.

The latter were very refreshing. Behind that large white building sits a wooden museum, the Marconi Museum.

Regrettably for today, this would only be open that evening, after I would be back at my tent. Higher up on the headland is a memorial to commemorate some early events in radio-telegraphy, in the shape of an obelisk with plaques on each of the four sides.

I returned to St Ives in time for a late lunch, the Brompton proving its value in being such a small folded package: the old town was heaving, the narrow pavements giving no room to leave a cycle outside.

Brompton by the table, fresh crab cakes and salad, real ale; what more could one want?

Moving on next day, again taking my route to the B3302 as before, but turning off at Leedstown on the B3280, travelling eastward for Veryan. At some point in a narrow lane an approaching van driver reversed to a wider place to allow me to pass. I kept on to Carnon Downs and Trelissick for the King Harry Ferry, in reality, a chain bridge. Cyclists and pedestrians go free but the operator asks for a donation in the charity tin. On board is a ‘Bike Station’, tools and puncture outfit for repairs, if needed - help yourself. Leaving the ferry is one long, hard push. Roseland is lumpy. Philleigh has an inn-cumbrewery, good fare for lunch.

NCR3 passes through this part, but the signs do not often show in both directions. I decided to follow this to

Veryan, for my next camp site, not too good a decision: the descent to Pendower Bay came to a road closed - washed away; it was necessary to drag the laden bicycle through and across the beach to the car park on the other side, from which a lane headed upward, steep enough to be a hard push, even unladen. That is Cornwall for you, and I had expected this. For that reason I wanted to stay two nights at each site, allowing an unladen day between, and also not going to far between sites when moviong on. In this case, by the time I reached the Veryan site, I had done a mere 36 miles. Veryan village is very picturesque, with a pair of round houses straddling the road at each end.

Next day I rode to St Anthony’s Head, as I thought he might help me to get a phone signal. Vodaphone has a very weak presence in Cornwall. Not only did he oblige, but the views across the Fal Estuary are fabulous. The remains of the castle are there to be walked on, together with later gun emplacements, but the lighthouse is private and fenced off. Other defensive structures lie across at St Mawes and Pendennis Point, the estuary having been well defended as important haven in times of trouble. I had missed the ferry across to St Mawes but did not mind as the route around the peninsular is pleasant, and has a lot of blackberries to delay one.

St Mawes is a place where much time can be spent.

The harbour is an attraction, as are the cream tea offers.

I had to oblige.

From Veryan next day, I turned northwards, some

Lower Penderleath Farm camping

sevendaycyclist.co.uk

39

THE BROMPTON GOES WILD Falmouth from St Anthony’s Head

St Mawes from St Anthony’s Head Camel Trail

busy roads, some very quiet lanes, through lush valleys and passed quarries and crushers, to lunch in Bodmin. Now, here is a place that could do without the dreaded motor vehicle: tail-backs for miles, the town centre at standstill, and this out of the holiday season! It was a pleasure to eventually find the spur of the Camel Trail which comes to the edge of the town. Once on this, I was amused by the sign showing Camelford as 9 miles, and Wenfordbridge as 6 miles: by road, at least 7 miles separate these two; by cycleway they are even further apart.

The camp site in Valley Truckle, alongside a noisy, busy road, only had one price, too high for a solo cycle camper. I continued further to Tintagel where the pitch was quiet and the cost less than half the other. Now here is a place worth spending time: the castle, part on the island and part on the mainland, is spectacular.

There are gorgeous coastal walks to indulge in and good cycling along the coast. The town is for tourists, 40

Issue 6 / 2015

so full of eateries and plenty of tourist tat on offer. It buzzes during the day, until the coaches are gone. The castle is not too heavily visited as it lies down a half-mile long track which gives a steep return to the town, and the public transport consists of a Land Rover taxi which cannot take many at a time.

From here I made a visit to Boscastle, first making a foray into the hills in search of the St Nectan’s waterfall.

I did not quite reach this but enjoyed the walk through the Glen. It would have been better to leave the bicycle and walk unencumbered! The approach to Boscastle is from high: the road skirts the edge of a deep ravine before a rapid descent to the village below, trapped between steep headlands, the river bounding gently beside the buildings. It is easy to see why the sudden deluge created so much flooding around the small, constricted village, either side of the then raging river.

Back at Tintagel I made a walk to the headland castle ruins, from where granite steps descend to the bridge

THE BROMPTON GOES WILD

East Looe

Tintagel Castle steps

Boscastle

linking the island and mainland. This is a place of magic; one can imagine tales of King Arthur or Merlin with ease, or just enjoy the superb scenery. One thing which rapidly became clear to me was that SPD cleats are not good on granite, even when dry: not only the steps, but also the paving slabs in town caused my feet to slip suddenly, so walking on heels became necessary, now that the soles had worn below the level of the steel cleat. A change of shoe would be a good thing!

Leaving early one morning, from Bossiney the road climbs, and climbs, the first 30 minutes achieving just 3 miles. However, once on higher ground, it became easier. Approaching the former airfield site at Davidstow one passes the Cheese factory, then travels through the remains of concrete runways, the grassy places between these now used as pasture. The road eventually drops to Altarnun, a small picturesque hamlet. I proceeded to Callington for lunch, then on to Tideford. My intention was to camp at Trerulefoot but

had to cross the A38, with its stream of endless traffic out this Sunday: eventually a motorist stopped to let me cross over to the opposite lane.

From the camp site next morning, I first rode to St Germans to check on my route for the train home, the on to East Looe. I don’t remember much of my first visit here, although I have some photographs to prove it; that was in 1959! The main fishing village has barely changed, though, lanes almost too narrow for any modern car. Walking is the best option! The river port is still in use by fishing boats, although some take seaanglers out to the fishing grounds with their individual rods. I continued to Liskeard for lunch prior to returning to Trerulefoot for my last night in Cornwall.

Yes, Cornwall has tough cycling conditions, especially near the coastal areas, with serious slopes, but I have to say that I found little difficulty with the traffic: most of the drivers, whether on lanes or busier A or B roads, were usually considerate and careful. SDC sevendaycyclist.co.uk

41

TEN MINUTE TUNE-UP

Ten Minute Tune Up:

Servicing Hydraulic Disc Brakes Michael Stenning feels the power: Case Study accentuates a piston in the main system. Once engaged, a volume of fluid in the master cylinder is pushed into the brake line. In turn this reaches the calliper, which contains the slave cylinders. Having filled with fluid, these force the pistons out, pads bite the disc and you stop.

MINERAL & DOT FLUIDS

H

ope’s Tec 3 is a trail-typical hydraulic model using DOT, rather than mineral fluids. ‘Open’ designs are pretty much universal now. These are less susceptible to moisture contamination and require minimal maintenance when correctly set up. However, they should be bled every other year for optimal performance. Shimano and Magura models run mineral fluid but are otherwise identical procedure-wise.

BEFORE YOU BEGIN We believe ‘mechanics by numbers’ is a very dangerous formula - sure it might get you out of a jam but it’s vital the basic principles of any component or system are fully understood. Vague notions of pressing, pulling, tugging and turning are at best ineffectual and likely to result in unnecessary damage.

Before heading out on a tour or similar endurance ride be sure to carry spares, correct tooling and be confident about performing repair. LEAVE SERVICING/ REPAIR TO A QUALIFIED DEALER/ MECHANIC IF IN ANY DOUBT.

HOW HYDRAULICS WORK IN PRINCIPLE Everything begins at the lever, which when pulled 42

Issue 6 / 2015

These ultimately do the same job but are very different and must never be mixed. Mineral fluids are unaffected by moisture, kinder to the environment, paintwork and other surfaces. DOT (Department of Transport) common to cars, motorcycles and other vehicles is caustic and relatively toxic. DOT3 and DOT4 are interchangeable. 5.1 is not. Wherever possible, stick to bicycle specific blends. Deviating from manufacturer guidelines will not only void the warrantee but could result in serious injury.

TOOLS REQUIRED 8mm open wrench, Torx or Philips driver (common to most contemporary multi-tools) DOT 4 fluid, syringe, latex inspection gloves, clean rag and steel receptacle.

Time Required: Approximately 10 minutes. Shop service c. £10 (per brake).

STAGE 1 Organise tools and fluids within easy reach and place a metal receptacle (redundant saucepans make ideal

TEN MINUTE TUNE-UP drip trays) beneath the bike to catch any overspill.

DOT fluids aren’t particularly pleasant. Store carefully, away from children and animals. Wear latex inspection gloves, avoid contact with eyes/ingestion and wipe up spillages immediately.

Inspect hoses, callipers, discs and pads for any signs of damage. Replace anything defective or suspect before progressing. Discs should be free from scoring and run true. Cleanliness is a hotly debated topic; general consensus suggests a little grit/grime helps with braking prowess. Too much munches pads and scores discs. Superficial spruce-ups are best achieved with a quick blast of disc specific solvent and clean, lint-free rag. Braking generates considerable heat. Only touch when cold.

Now remove the master cylinder top cap, which is held in situ with two T10 screws and place with the bleed cap.

Start by removing the bleed cap and pop in a tool tray or breast pocket for safe keeping.

There is no risk of air entering the system during this phase, although be mindful so that dirt, dust and other airbourne contaminants don’t.

sevendaycyclist.co.uk

43

TEN MINUTE TUNE-UP

STAGE 2 Now it’s time to introduce some fresh fluid. Slacken the brake bleed calliper using the 8mm wrench and plug in the syringe hose. Squeeze very gently initially to induce delivery, whereupon gravity takes over.

bubbling isn’t cause for concern - so long as it vanishes when prodded.

STAGE 4 Replace the cap and bleed valve, snugging both down gently.

STAGE 3 Any bubbles developing in the hose must be expelled.

Simply continue to flush fresh through until everything runs clear. Failure to do so will impair braking performance in any hydraulic type. Some tiny, sudsy

44

Issue 6 / 2015

Dry everything carefully, removing any displaced fluid. Finally, dial in the levers until modulation and feel is correct - take a quick trip round the block and you’re sorted. *With thanks to Alan at Riverside Cycle Centre http:// www.riversidecyclecentre.co.uk/*

G E N ES I S C R O I X D E F E R 2 . 0

Jackofall trades,master ofmost MICHAEL STENNING TESTED OUT THE GENESIS CROIX DE FER 2.0 (£1,199)

F

or several decades, cyclo-cross bikes were a seasons’ specific niche. Then around 2008 some influential brands began recognising their wider potential, tweaking geometry, adding rack and mudguard mounts, bottle bosses, triple chainsets and similar practicalities for weekday commuting, training and even weekend touring. Long smitten by skinny knobblies and this particular evolution, Michael Stenning spent several weeks alternating between boggy woodland trails, gravel roads and concrete jungle.

FRAME At £1,199.99, the 2.0 shares its Reynolds 725 frameset

with the 3.0. 725 is a relatively modern, heat treated, seamless cro-moly tubeset designed to withstand TIG welding and traditional brazed construction methods.

Heat treating increases overall strength, which in turn allows thinner diameters for a lighter, more responsive ride.

While it’s misleading to suggest smaller numbers mean lower rent tubing, 725 is noticeably livelier than Reynolds 525 and 520 (which are essentially equivalent to 531 but can be TIG welded. 531 must only be brazed or soft soldered, which is of no use for volume producers). At the other extreme, Genesis offers a stainless steel version, loosely equivalent to Reynolds 853 with superior corrosion resistance. Not that this is problematic for Cro-molys per se but they still sevendaycyclist.co.uk

45

G E N ES I S C R O I X D E F E R 2 . 0

require decent paintwork and a thin layer of internal preserve never hurts.

Talking of livery, most production bikes are well finished these days and the Croix de Fer’s tasteful twotone white/black is actually old-school wet spray enamel with thick clear lacquer top coat. Ours remains all but perfect despite attack from stones, flints, exposure to salty roads and occasional locking to street furniture.

Geometry is a definite nod towards cross, though a steep 74 degree seat tube is tempered by a 72 degree head, offering decent off road control or when hauling moderate loads, or both.

There’s nothing touriste about the 101.3cm (39.8 inch) wheelbase either, although 42.5cm chainstays ensure decent heel clearance between size 9 feet and 20 litre panniers. A moderate 7cm bottom bracket drop provides enough height off road without presenting centre of gravity hassles when punting through slothlike town centre traffic with a trailer/tagalong or bulging panniers en tow.

Genesis have listened to feedback and redesigned the disc mounts for easier carrier and mudguard fitment.

Talking of which, the rear guard dials into a threaded recess beneath the seat stay bridge – a more secure arrangement but one that demands careful drilling of chrome plastics, which not everyone will appreciate.

Aside from the purer aesthetic; disc only frames offer additional tyre clearance. The Croix de Fer has room for 46

Issue 6 / 2015

700x38c slicks, or 35mm winter spikes with full length guards.

Genesis have also improved the cable run and made the frame di2 (Electronic) shifter compatible for 2015, which might not completely future-proof things but means it will certainly keep pace as electronic groupset technology becomes more mainstream and ultimately, trickles down to mid-range groupsets.

Given its off-road credentials, I expected to see gusseting where head/down tubes meet, rear facing collar slot to prevent dirt/ingress being funnelled into the seat tube.

By contrast, the top tube isn’t sculpted to sit nicely between the shoulders for comfortable carrying but then, it’s only intended to give an authentic taste; Riders looking to specialise in ‘cross will want something lighter and faster.

Detailing is of the standard we’d expect from this price point. Two sets of bottle bosses are better than

G E N ES I S C R O I X D E F E R 2 . 0

three in my experience, since that beneath the down tube only gets pasted with crap when these bikes are used to their true potential. All threaded fasteners sped in and out effortlessly, confirming the paint shop had been equally attentive.

FORK: WOT NO CARBON?!

In these carbon-centric times, I wasn’t surprised to discover some folks wrinkling their noses at the double butted 4130 Cro-moly blades but I think steel is sensible on a genuine all-rounder. Low rider mounts are a definite plus, welds and overall finish are generally very neat too. Look closely at the ends and you’ll notice they’re front facing. This prevents the wheel escaping should a quick release be forced open mid ride. Again, these lack the outright sex appeal of cast versions but seem very reliable and relatively easy on the eye.

TRANSMISSION Shimano’s venerable Tiagra features throughout and is another very sensible choice. Gun to my head; the workhorse performance group is starting to show its age - don’t be fooled into thinking that extra cog means its level pegging with older 105. However, given you can get a complete groupset for £200 online, it represents superb value for money, isn’t too nice to commute on and bent/ broken components won’t require re-mortgaging.

I’ve had Tiagra brifters on my purebred ‘cross bike for august / 2014

several years with little complaint. Shifts are a little more pedestrian under load and the paddles require a more definite prod but otherwise, I’ve never come unstuck.

Cruising atop the hoods for long periods is extremely comfortable thanks to their profile and supple nature.

Some riders take almost pathological offence at their integral gear selector windows citing “dorky” and “novice” connotations. Personally, they didn’t offend my eye line but can see the point - it’s nowhere to be seen on 105 upward and experienced riders don’t need telling where they are along the block.

Both front and rear mechs look more expensive than they really are and despite some very minor niggles cope extremely well with the wide (though not outlandish) ratios. The front will play nicely across new (50/39/30) and decidedly old school (52/39) double setups, although as I hinted earlier, responses weren’t razor sharp.

By contrast, the rear hasn’t missed a beat, which had surprised me given commentators suggested they’d been perpetually stopping to re-tune theirs - often in

sevendaycyclist.co.uk

47

G E N ES I S C R O I X D E F E R 2 . 0

minute detail.

Compact double chainsets and widely spaced cassettes are lighter and less temperamental than the classic triple. Genesis has opted for a 50/34 FCR 65 crankset and 11-32 nickel plated HG62 (Deore) block, which translates as a range between 28.9 and 124 inches; ample for most riding conditions and rider fitness/experience whether winching up a 1 in 4 and tugging a trailer or bombing down an Alpine pass.

The FCR65 is an improvement over its Tiagra relation, blessed with better rings and aesthetic allure. There’s a very minor 80g weight differential in its favour too. The silver finish looks classy and comparatively tough with only some very faint, localised scuffing on the drive side after three hundred mixed terrain miles.

Not so sure about the bottom bracket’s longevity but everything certainly spun with remarkably rigid finesse. Immersing ours in a delicious cocktail of boggy bridle path, dodgy water, equine dung and similar casual neglect hasn’t made any impression. I’d be inclined to get my money’s worth before trading up to something better.

48

Issue 6 / 2015

BRAKES TRP HYRD are eye-poppingly good and a definite highlight. They’re actually a very clever hybrid design combining an open hydraulic calliper with all the joys of self-adjusting pads and phenomenal, seamless power.

Better still, they are designed to be commanded by standard cables and yes, road levers – including Sti/ergo types without complex adaptors.

Outright stopping prowess with minimal maintenance/fettling; their appeal over mechanicals is immediately obvious. Open systems mean the pads automatically realign, running the proverbial hair’s breadth from the disc - a real boon on a long, mucky tour, or indeed competitive cross meet where contaminated gloop can chomp pads with alarming haste. Mechanical types can demand intensive TLC to perform consistently well in these contexts.

It was possible to induce some very minor, yet predictable fade on a really long, laden descent but this is a moot point for someone around the 7080kilo mark. Put into context, it’s only apparent if you’re relying exclusively on one stopper and at 70 odd kilos, I needed an extra 25kilos bounding around in my trusty Yak pattern trailer and some 1 in 4 hills to induce said quirk.

Engaging the front for nigh on a mile and then demanding it stop around the next corner saw some power loss but nothing scary and says more about my fixed-centric reliance on the right lever. Alternating between front and rear on several occasions confirmed this will be a non-issue for most riders.

Another surprise was how cool the cylinders remained under this sort of provocation. Even with the disc roasting hot, the cylinders never hit lukewarm. We can only conclude this is the Bakelite piston doing its job!

I managed to lock the rear wheel once and that was sevendaycyclist.co.uk

G E N ES I S C R O I X D E F E R 2 . 0

purely down to unfamiliarity and spotting a fallen tree branch at the last possible moment. I liked the slightly industrial look, not everyone did but their low profiles also contribute to the improved heel/pannier clearance variable, or when just dismounting quickly.

WHEELS These are stout and reliable rather than super sprightly, which makes sense given the design brief. In fairness, they’re not difficult to coax up to speed but I’d be inclined to run them as daily drivers and invest in a second set for touring/expedition/day riding or ‘cross.

Alex XD elite disc specific rims are well finished and should enjoy good, long lives, even at the hands of relatively heavy or abusive riders. The fact they’re not subjected to braking induced wear certainly helps.

These are laced to Shimano’s workhorse M525 (Deore) hubs via 14g double butted Sapim race spokes, which have an enviable reputation for strength, thus an obvious choice for more demanding riding.

Deore hubs are refreshingly simple, relatively smooth cup and cone affairs with decent spares back up. Judging by my cross and cross inspired MTB builds, they’re capable of amassing big mileages and withstanding surprising amounts of abuse when

serviced annually using stout grease.

Regularly immersing the Genesis past the hub shells and using a garden hose at close range hasn’t even touched the clear grease that oozed outside.

Continental Cross Speed tyres are another sensible choice. Designed primarily for dry, hard courses, their supple, compliant nature accelerates quicker than expected, while offering magic carpet ride over washboard surfaces.

Cross (or MTB) knobblies aren’t the default option for road duties given their tendency to squirm when cornering hard but even when pushed the Continental’s grippy shoulders just bit deeper.

They also boosted confidence along some very slippery B roads, too, and traction through badly churned bridle path was much better than expected blockier treads have the edge until they ultimately clog and become slicks. Puncture resistance is good rather than great. The tread hasn’t enticed shards of glass and similar man made sharps but supple sidewalls proved vulnerable to hedge clippings and thorns. On balance, I’d be inclined towards something with an Aramid belt for everyday service, saving the ‘Cross speed for playtime.

FINISHING KIT This won’t set pulses racing or tongues wagging; yet is more than competent. Dun finishes aren’t really my thing and the fasteners were prone to surface corrosion but overall everything performs well enough and certainly won’t break.

The +/-7 degree 10cm stem holds the bars

sevendaycyclist.co.uk

49

G E N ES I S C R O I X D E F E R 2 . 0

in a vice like grip, can be flipped for a more aggressive stance and is proportionally correct. Alas, I’m disproportionately short in the torso, so found things very slightly stretched-easily addressed with a shorter extension.

Conversely, the Genesis branded saddle was among the most comfortable in-house perches my derriere has ever graced. Mind you, on paper it should be 270x144mm mirrors my own body map. Medium density padding provided just the right amount of support and the embossed faux leather cover allows easily shuffling seems generally hardy.

Aluminium alloy posts save manufacturers a few quid and the dun finish had begun collecting a few superficial scratches. However, there’s no worries about lashing a post mounted rack, SQR bag or trailer hitch to it. Being 27.2 in diameter I’d be inclined to keep this stock for less glamourous everyday work and have a carbon unit when letting your hair down.

Gel impregnated microfibre bar tape too follows this dependable theme with excellent all weather grip, even through prolonged wintry showers - it’s also a doddle to keep clean. The FSA orbit cartridge bearing headset was another definite plus and seemed to handle the additional stresses of trail and weekend touring very convincingly. Extend its life by fashioning a protective rubber boot from older inner tube if you’re determined to shun mudguards or exploit the bike’s true off-road potential on a regular basis, mind.

RIDE/HANDLING The Croix de Fer is the perfect party host. Lively and engaging, it knows how to diffuse trouble and keep challenging situations from getting out of control.

Turn the pedals in anger and the relatively tight back end responds slower than a true ‘crosser or road 50

Issue 6 / 2015

bike; especially on the climbs but much easier to bring to and moreover, keep on the boil compared with a light tourer.

This responsive zing also converts washboard surfaces into gentle ripples, which makes a huge difference to rider freshness on intense stop-start commutes or after 50 miles of open road.

Despite feeling slightly stretched by the stock 10cm stem, steering could never be described as barge-like and having swapped said extension for a 7 degree 9cm; I revelled in the ability to flick the front end around holes, ruts, roots and broken glass at a moment’s notice, confident in the knowledge I could just haul in the brakes and change course.

Descending was equally exciting – for all the right reasons. Winding up and letting rip in stock guise, we’ve dented a few egos, although contemporary road bikes have a definite edge on the up!

It’s no less enchanting in commu-tourer guise with rear rack and two 20litre panniers. Successive 25mile round trip commutes lugging fifteen kilos, the Croix de fer tracked beautifully whether sweeping round S

G E N ES I S C R O I X D E F E R 2 . 0

as nimble as a true ‘cross bike but still an absolute joy through moderately technical stuff and had me questioning why I still kept a traditional ‘cross country mountain bike. Despite my best efforts, we’ve failed to ground a (broad platform dual purpose) pedal during some extreme cornering. Provocatively shaking the front end when fully laden and tackling those 1-in-4s couldn’t induce the faintest of shimmies-even across iced bovine dung.

Talking of trouble, more upright positioning improves hazard perception without adding unnecessary air resistance and those 42cm bars felt closer to 44, which provided plenty of control without presenting too much air resistance when hunkered low on the drops.

bends, or snaking through lines of stationary traffic.

The song remained unchanged on 70mile day rides with similar loads, its predictable steering providing a welcome antidote to rider weariness and in my view; makes a delightful club or weekend tourer.

Admittedly, I’d feel decidedly uncomfortable about leaving it unattended in the street for hours on end but these characteristics and those brakes are brilliant for utilitarian “bike as car” donkey work.

Those gear ratios mean honking is totally unnecessary but climbing in a taller than appropriate gear, or belting away from the lights couldn’t induce any annoying wibble around the bottom bracket shell.

As I said earlier, weight and wheelbase mean it’s not Size as Tested: 54cm Weight (minus pedals) 11.4 kilos (*our scales)

VERDICT: Bottom line, I really liked the Croix De Fer. A contemporary road bike will blow it into the weeds and a dedicated cross/expedition tourer will do their respective jobs better. Nonetheless, it’s a remarkably competent and engaging allrounder with very minor compromises - perfect for returnees or space-strapped enthusiasts wanting three bikes in one.

Brakes aside, components won’t win bragging rights down the club house but complement the design brief handsomely and the high quality frameset is worthy of considerable upgrading in due course. There’s nothing Cinderella about the wheelset either, although I would be inclined to have a second, specialist pair built for best.

Freewheel

Shimano CS-HG62 11-32T

FRAME AND FORK Frame Reynolds 725 Seamless

Heat-Treated Chromoly Fork Double-Butted Cr-Mo Unicrown Disc Headset FSA Orbit Equipe Sealed Cartridge Colour White Weight 11.38kg (56cm w/o pedals) Sizes 50/52/54/56/58/60cm

WHEELS AND BRAKING Hubs Shimano Deore HB/FH-M525 Rims Alex Rims XD-Elite, 32H Spokes Sapim Race Butted w/ Brass Nipples Tyres Continental Cyclocross Speed, 700x35c Brakes TRP HyRd w/ 160/140mm Rotors &

Jagwire KEB-SL Compressionless Outer Brake Levers w/ Shifters

TRANSMISSION Shifters Rear Derailleu Front Derailleur Chainset Bottom Bracket Chain

CONTACT ZONES Handlebars Genesis Road Compact (D125/R70mm) Stem Genesis Road (+/-7 Grips Microfiber Anti-Slip w/ VexGel Saddle Genesis CX Seatpost Genesis, 27.2x350mm Seat Clamp 29.8mm

Issue 6 / 2015

Shimano Tiagra ST-4600 Shimano Tiagra RD-4601 Shimano Tiagra FD-4600 Shimano FC-R565 50/34T Shimano SM-BB4600, 68mm KMC X10

sevendaycyclist.co.uk

51

HAPPY TWENTIETH

Martyn Brunt on his Brommie

Happy Twentieth The National Cycle Network is twenty years old this year.

Stephen Dyster accompanied National Cycle Network manager, Martyn Brunt, along a short stretch of his domain – between Stafford and Newport (Shropshire).

52

issue 6 / 2014

HAPPY TWENTIETH

The Bad

A

few years ago, Martyn Brunt decided to ride his bike to work. A weekend rider, training and participating in triathlons at a very high level, he was amazed and disappointed. What amazed him was the different experience of riding at weekends and commuting. What disappointed him was how unpleasant his commute by bike turned out to be. Today he is manager of the National Cycle Network, a post he has held for five years.

The National Cycle Network really grew out of Sustrans’ first major project – the Bristol-Bath Rail Path. Still one of the most used pieces of cycling infrastructure in the UK, it, at least in part, was aimed to show that cycling was possible along urban corridors and that building cycling infrastructure was vital in changing travel behaviour. The route rapidly became immensely popular with commuters and the communities which took ownership of it. John Grimshaw, then Sustrans’ CEO, felt that every city deserved one. Why not link them up? And twenty years ago this year, Sustrans was given a grant to develop a National Cycle Network.

The Very Good

The section of NCR55 from Stafford to Newport was a good choice for our ride. Martyn suggested it, I agreed; it is a section of route along which some of the best features of the NCN can be found, but one that faces some major problems as well. However sceptical some cyclists might be about the National Cycle Network, Martyn knows more than anyone that there is still plenty to do.

We picked the route up a few hundred metres from Stafford station. Initially along a short traffic free section, it then uses a quiet housing estate access road to get straight out of town and onto that NCN staple - the disused railway line, in this case from Stafford all the way to the edge of Newport. Immediately confronted by large puddles and a long section of track-bed flooded by an inch or two of water it felt reassuring to have a rough surface beneath the tyres to easily differentiate terra firma from the mire amongst the scrubby tree on either side.

Inevitably the poor state of the route brings genteel conversation round to one of the big bug-bears of NCN users; turns out to be one of Martyn’s, too. The StaffordNewport Greenway has been around for a long time. sevendaycyclist.co.uk

53

HAPPY TWENTIETH

Barriers that work

Immensely popular with a wide-range of cyclists and walkers, it is part of the Way for the Millennium, a walking route across Staffordshire. It links the villages between the two towns, avoiding a nasty rural A-road and runs right into Stafford town centre. It is used for the dog-walk, the trip to the pub, the excursion to icecream parlour, the commute, the cut through and the long-distance link.

The big problem with maintaining well-used sections of the NCR? Martyn’s answer is simple, “Money. It is very difficult to persuade funders – government, local authorities – to provide funding for the maintenance of existing paths. It is a lot less sexy than opening new ones.”

Taking a look back along the section we have just ridden, Martyn points out that, “It has been surfaced at some time in its life, but it’s worn out, the surface has gone as a result of it holding water – old railway lines 54

issue6 / 2015

have a habit of doing that, especially in cuttings. If you put a surface down that is not a sealed surface it can wear out quite quickly.” I point out that it is also very heavily used.

So why aren’t sealed surfaces the norm? “Sustrans always pushes for sealed surfaces wherever possible,” says Martyn. However, getting agreement from myriad organisations and individuals with an interest, greater or smaller, can be, it turns out, a headache. “We push for maintenance agreements on the routes we have been involved with – sometime successfully, sometimes not. Some agreements have lapsed, but often local authorities just say they have not got any money and we all know how much their budgets have been squeezed. This route is evidence of that.” It seems that getting grants to build new routes is easy; getting money for maintenance that is not on or adjacent to the highway is much, much harder.

HAPPY TWENTIETH

I pressed Martyn on the issue of sealed surfaces.

Should that not be the least cyclists should expect?

“There are quite a number of different sealed surfaces in the guidance that Sustrans publishes. The idea that it is a traditional black-top tarmac is no longer the case.

There’s still – despite this - a perception that sealed surface equals tarmac. In some locations landowners and other groups don’t want that, sometime understandably. The challenge that we are urbanising the countryside is not always misplaced; in some places it can look unsightly and unsympathetic.”

Martyn is fully in favour of sealed surfaces of one type or another; “It is easier and cheaper to maintain, provides a better riding experience and is the least cyclists deserve, but we don’t have power to enforce it.

When we grant-manage or are funding it, we insist that a sealed surface is built. There are plenty of examples where schemes have not gone ahead because we

have not been willing to support the use of an unsealed surface.”

This leads to the thorny topic of partnership working. I suggest to Martyn that partnership working is a pain in the neck. He responds; “The National Cycle Network is one of the biggest partnership projects in the UK; 14000 miles and there are hundreds of partners – pretty much every local authority, big landowners like the National Trust, Network Rail, the Canal and River Trust, MoD, to private landowners and conservation groups. They have different agendas and different views.”

“Partnership is both strength and weakness,” says Martyn when I put him on the spot. “It is fantastic to have a wider group of people being aware and supporting what we are trying to do. Certainly, community partnerships are fantastic.” He cites the Connect2 programme which was based on ideas for links to the NCN derived from the people living near to and using those routes Partnership funding turned the £50 million Big Lottery grant into around £175 million of capital investment.”

On the other hand? “Some partners have different agendas. Take Network Rail, for example. Their focus is on the safe operation of railways. So, let’s say we want to do something on their land; they have a whole load of processes they have to work through on an issue which is not at the heart of their business. It is easy to be critical, but we have to remember what their key function is.”

“Sustrans physically own about 500 miles of the NCN. That is largely former railway estate which we’ve acquired over the years, including around 1100 structures – bridges, tunnels and so on. We don’t own more, but we do have some agreements where we are responsible for maintenance. Yet, we do own the concept. If it weren’t for Sustrans there would not be a National Cycle Network. There’d be lots of cycle routes, but no national network.”

Further on the surface is much better, firm, generally smooth surface of mud and stone. As we went we stopped to chat with other users of the route. Two wellladen tourers heading toward Stafford, several people walking their dogs, runners and joggers and cyclists heading for a bit of exercise; it was well-used for a cold January mid-morning.

This pleases, Martyn. Miles of network may be significant, but for Sustrans it is usage that is important; it is making a difference to people. As NCN manager, Martyn is heavily involved in promoting the network. sevendaycyclist.co.uk

55

HAPPY TWENTIETH

As well as building it. “We’ve stepped up our efforts to promote the network. We want people to understand that there are these great routes close to where they live, going to places they want to go to as well as being nice places to ride.”

“Sponsor a mile? I also sponsored a mile for a friend who likes to run his dog along part of the Kenilworth Greenway. The perfect gift for the man who has everything.” Martyn, continues to promote the NCN. There’s a working party, cutting-back some vegetation and installing some benches. Whilst there is a council van on site, the majority of people are volunteers.

Sustrans’ volunteer Rangers have a crucial role in keeping the network open and signed, doing some work themselves and reporting problems to those who, hopefully, can do something. This brings home the fact that the NCN, as with much in leisure cycling; it depends on volunteers and Sustrans is a charity.

The new section of route is in great condition. Though the surface material varies, its pristine condition belies the fact that it has already had a much use. At first lined by trees that cast shade across the way, the track runs into open country, before emerging on the A41. There’s a crossing place, though there’s no traffic control.

Despite this we crossed with ease and followed the signs to the centre of the town.

This is a pretty well-designed route. Despite lorrydrivers parking across the drop kerb near a tea stop, the route uses quite back roads, passing through obstructions that stop through motor traffic.

I ask about future priorities on the NCN; major new routes, filling in gaps, maintenance? “All of those,” replies Martyn. “We have some major new routes opening, such as the Oban to Fort William section of the Caledonian Way – which promises to be spectacular.

We have also had a couple of significant gaps on existing routes filled-in quite recently in Scotland and in Devon and we soon hope to fill the missing-link on the Colliers Way near Frome.”

“We also recognise how many car journeys there are on roads which are of less than five miles. Sustrans believes that we need to focus on these journeys.

People will only change the way they travel if they are provided with infrastructure that makes them feel safe.

So, an equal focus is on places where people live and where they want to get to and how we can encourage them to cycle or walk for short, everyday journeys.” No shortage of things to think about, though not all directly of use to the long-distance tourer.

56

issue 6 / 2014

Destination, Newport

Martyn explained, “one of the original goals of the NCN was to inspire local authorities to create networks in their local areas, which is precisely what has happened – and is still happening – in London, in Edinburgh, Aylesbury – places big and small.”

In Newport, Martyn asks me the distance to Telford along NCR55. Cycling sections of route each week is something he tries to prioritise. So, we part. Martyn rides on to Telford for the train back to Birmingham, following the next section of his “nursery” for cyclists.

Before he rides away on the network he manages, or rather loves I ask him what his personal feelings are on the twentieth anniversary of the NCN? “I constantly look back in amazement at what has been achieved in such a relatively short time. When you compare it to other transport networks, so much has already been done. There are some fantastic sections

HAPPY TWENTIETH

and I constantly meet people who love it. What I like most about my job, is the fact that I get to got to parts of the country that aren’t on the tourist trail but are fantastic and the NCN can takes you there. You cans see the best of Britain from the NCN.” He beams a huge smile. “It has inspired individuals and organisations. We have just had a chat with a couple of ladies who wanted to lose a bit of weight. They’d chosen cycling because there was a stretch of the NCN nearby. Who knows how far they might cycle in the future. I like to think that the NCN is a nursery for cycling.”

“For the twenty-fifth anniversary, I’d like to come and say that everywhere has a safe cycling and walking environment in which the NCN can play a big part.

Anyone can use it for free.”

Pedalling home gave time for reflection. The National Cycle Network has probably been the biggest influence

on the development of leisure and commuting cycling in the last twenty years, especially for those new to cycling. Even if I rarely follow a whole one, using sections of route caan enhance urban cycling. Equally, I have followed the traffic free cycle track next to the A9 over the Pass of Drumochter. Would I have has such a pleasant tour along the A9 itself?. Then again, I have cussed vigorously on a stone bestrewn Devon bridleway and wished I’d kept to the road.

The NCN is not perfect, but it is important. I found it reassuring that Martyn knows this much better than I. SDC

Information Only one place to look, really: www.sustrans.org.uk

sevendaycyclist.co.uk

57

BORDER CROSSING

border

crossing Finding himself on the wrong side of the island, but with a day before the bike was booked on the train at Carl isle, Stephen Dyster nearly went from coast to coast

I

’d caution against it. I really would. Rushing through the Scottish Borders is a very bad idea. It is too good an area for that. History, geography, flora and fauna, gastronomy, scenery, culture in the midst of wild moors and towns industrial and historical sitting by great rivers. Few tourist authorities have done so much in the last few years to promote cycling, as well. It is too good to rush and if you haven’t been, go. The only thing lacking is a railway line from Carlisle to Edinburgh. When this was closed – much opposed – it left the Borders as the largest region of the UK with no railway station. Now re-opened between Edinburgh and Tweedbank, near Galashiels, the short-sightedness of closing such strategic routes is being exposed. Sadly, the rest of the line is unlikely to open – viaducts have been destroyed – and the wild junction at Whitrope where a line headed off to Newcastle-upon-Tyne will remain a heritage centre.

DECISIONS, DECISIONS There was my problem. Having had a tour of the Borders, starting in Carlisle and having not got as far as I expected by the end of the penultimate day, I had a choice. The bike was booked on the 17.10 train at Carlisle, should I take it easy or push it; a gentle ride from Eyemouth to Berwick for a train to Newcastle and then to Carlisle or a jolly hundred-miler – nearly a sea-to-sea – on what was forecast to be a fine day but with a south-westerly wind.

58

issue 6 / 2014

Swinton, gentle cycling

THERE WAS NO DOUBT. I’d stayed in a smashing little B&B over a chip shop in Eyemouth. This is a charming spot where the seaside fun of a small resort and the functioning of a working fishing port combine almost seamlessly. Setting off at around eight o’clock it was very much the fishing business that was prominent on the road and in the nostrils.

It was only when the climb to Ayton was complete, and the Eye Water crossed, that the brisk westerly made an appearance. Wondering, for a mere moment, if Berwick-on-Tweed would be a better option, the gentle undulations drew me on. This is the easy end of the Borders when it comes to hill climbing; there’d be some proper climbs latter on, but this landscape is pasture and meadow, grand for cattle that want to feed and cyclists who want to make good-going.

CHESHIRE HACK AND BACK

Farewell west coast

There are always surprises; a little steep-sided zig-zag takes the cyclist over the Whiteadder Water. Then even gentler riding brings the great valley of the lower Tweed into view. Pleasant as it is to try and follow the course of a great river, it rarely makes for a spritely cycle to catch

the train. On the other hand, the fine and, generally, very quiet B roads of the Borders do. The B6461 would take me all the way across The Merse to Kelso, for a crossing of the Tweed.

Passing through Swinton, where a broad green with a market cross at its centre, called for a short-stop and a visit to the shop for a bag of mints, this was very easy going. Even the brisk wind gusting with little hindrance from the west was easily overcome by a steady cadence. The short section of A road that interrupts the long B6461 at Swinton hardly made any difference to the highly sporadic flow of vehicles. The green at Swinton was once a market place – hence the cross – dating from around 1769, when the Swinton family remodelled the village, presumably in the spirit of profitmaking and social altruism. sevendaycyclist.co.uk

59

BORDER CROSSING The centre of Kelso

Maer

KELSO COBBLES Running steadily into the breeze, barely noticing minor changes in altitude, through Leitholm and Eccles and Ednam – out-of-the-way villages with little that leaps to notice; the bread and butter of cycle touring. Yet, Eccles was the site of a significant abbey and Ednam has religious and poetic associations. “Praise my soul the King of Heaven”, “Abide with me”? Written by Henry Francis Lyte, born in Ednam. “Rule Britannia! Britannia, rule the waves”? James Thomson, born in Ednam.

Despite all this, my real aim now was to abide in a Nothing eyewatering so far

café in Kelso and have a second breakfast. Kelso has cobbles, so be ready. At least they act as quaint traffic calming. Emerging in the grand market place, with the fine town hall surrounded by parked cars and the shops doing steady trade, there is a grand choice of places to refresh. An all-day breakfast seemed in order and was duly washed down with a couple of coffees.

Bumping over more cobbles to leave the grand town passing its once great abbey, crossing the swirling Tweed and turning onto the A699, I was entering more familiar territory. Holidaying in Hawick in the past and cycling over to Kelso, I knew what to expect. Whilst the hills had imperceptibly been getting higher the further west I’d ridden, it seemed that it was around here that it became obvious that the going was, eventually, going to get tougher.

A LOST BURGH Away over the Tweed, sitting back across acres of grass stands Floors Castle. Vast, semi-castellated country house, home of the Duke of Roxburghe, cannot be missed, even at this distance. The estate is even bigger.

The remnants of Roxburgh are remarkable in themselves. The little village is a short diatnce southwest of the original Royal Burgh, which lost its importance when Berwick-upon-Tweed fell firmly into 60

issue 6 / 2015

BORDER CROSSING English hands preventing exports from the town which lay at the heart of some of Scotland’s most fertile land; a decline which can genuinely be blamed on the English.

Tiny though modern the village is, there are the remains of the railway age. You’ll have passed the undistinguished remains of Roxburgh Castle soon after leaving Kelso; lumps of masonry in a field above the A699. Thus has the former county town disappeared from human sight.

Railway remains, Roxburgh

TEVIOTDALE The roads all the way to Hawick are grand. So long as you stick to the north of the River Teviot, you’ll be treated to quietly rolling narrow lanes, except for a stretch of the B6400 between Nisbet and Ancrum which was wider and less rolling but no busier. Along this stretch Harestanes visitor centre has a jolly good café …. but the Kelso all-day breakfast was still sufficing.

The Teviot, like the Tweed, is a sporting river and has attracted anglers – no doubt poachers, too – for many years. The grand buildings that line its banks tend to be estate farms or fishing lodges for parties of sporting gentlemen. However, the eye-catching feature is perched on crags away from the riverbank. Fatlips Castle has had several other names. Restored in 1890 as a shooting lodge, it has a long history associated with the Turnbull and Elliot families. You can get the key if you pop across the river into Denholm and cycle back. Denholm is a village worth a visit. Firstly there’s a shop and places to eat, but there’s an attractive village green with monument to John Leyden, orientalist, and the rather mysterious “text house”. On a day when I was in a rush, the first half was particularly relevant; TAK TENT IN TIME ~ ERE TIME BE TINT ALL WAS OTHERS ~ ALL WILL BE OTHERS A visit to Denholm can be recommended, but the main road to Hawick is not good for cycling, being fast and narrow and twisting. Re-cross the river and follow close to the river as the hills start to rise higher around you.

The old railway south of Hawick

NOSTALGIA Hawick greeted me with an industrial estate reached by an unlikely looking cycle route that emerged onto an industrial road that passed the old Hawick rugby ground. In my mind the voice of the late Bill McLaren revived those long gone days of Rugby Special when every week seemed to feature a ferocious local derby between Hawick and Gala, or Selkirk, Jedburgh, Kelso or Melrose.

Then the old mill-town is reached and its grand high street lined with cafes greets the cyclist. Hawick has had hard

Looking back from near Whitrope

sevendaycyclist.co.uk

61

BORDER CROSSING

Coming up the Roughley Burn

times, but it remains a grand place to cycle to. Gourmet coffee and cakes; Scotland does do pastries well. Should I stop for a second? Third? No, after Hawick the real leg-work began and, from previous experience, I knew it.

Almost all the route from Hawick to Newcastleton is on the B6399. A long climb, most of the time close to the abandoned borders railway line and the Slitrig Water and a magnificent descent with the Roughley Burn and the Hermitage Water. There is little in the way of human habitation between Hawick and Newcastleton, though there are plenty of cottages and farms amidst the fields and the railway heritage centre No way onward

62

issue 6 / 2014

atop the bleak expanse of moor and forest.

As ever there’s the odd section that make you puff more than others. On one such, as the valley twisted narrowly about, there was a hiss. Puncture in peaceful spot. Not welcome, but no more than a pest. I was ahead of time, so sat by the roadside and smiled at the three drivers who came past. Actually, a pleasant little rest. The summit was reached rapidly, being barely round the corner.

ROUGHLEY DOWN THE BURN The descent comes quickly. Rapid as far as the union of the Roughley Burn and the Hermitage Water, the route passes close by to the magically atmospheric and rather stark Hermitage Castle. Standing a little way up a minor little lane, it would be a must stop for the average tourer, but I had little time to spare for diversion and visit.

My road went very gently downward, following a gushing river in deep green pastures, all the way to Newcastleton. A planned village with an attractive central square, I’d eaten at the Grapes and the Liddesdale Hotel in the past, in any case it was time for tea which was drunk with enthusiasm in the Copshaw Kitchen (Newcastleton is often known, especially locally,

BORDER CROSSING

Douglas Square, Copshaw Holm or Newcstleton

as Copshaw Holm).

The village has done much to promote itself as a tourist centre. There’s an emphasis on mountain-biking (proximity to all sort of trails; it is one of the 7stanes trail centres and is within easy reach of Kershope and Kielder Forests (a new signed, off-road route link, the CrossBorder Trail, links Newcastleton and Kielder Water. However, the village makes a good base for road cycling, too; plenty of potential routes for the rider willing to face a few ups-and-downs, several places to eat and lots of accommodation. Try the Southern Borders Loop – I can vouch or this as a challenging day ride or a beautiful two-dayer – or devise your own way to go. Newcastleton even has its own cycling festival.

THE POWER OF TEA Fortified by tea and bun and determined not to allow the brisker head-wind on the west side of the hills to thwart my attempt to catch the correct train, the ride out of Newcastle to the bridge across the Liddel River near Penton House was an ally of easy-undualtion and no navigation. Whilst the minor road to Longtown carried several lorries, it was generally declining towards the end of my ride.

I’d often ridden out of Carlisle to cross the border at

Information

Few regions have done more to promote cycle tourism of all kinds than Scottish Borders.

They have delivered signed routes of all kinds of lengths and challenges, produced leaflet guides, recognised cycle friendly amenities and accommodation and promoted festivals of cycling.

There are numerous websites available, but first of all consult www.cyclescottishborders.com www.visitnewcastleton.com is a very good example of a comprehensive village website for visitors to the area.

Gretna and I’d often cycled via Longtown on the A7 to avoid the worst of the traffic! Now there is no break in the M6/A74(M)/M74. NCR7 offered an alternative, and having made good time, I followed the circuitous route, added a bit of my own corner-cutting and, wellI-never-did, turned-up at the Eden Bridge right near Carlisle Castle.

Half-an-hour early at Carlisle Station; a bit of a rush, but at least I could take my place ready to load the bike on and travel home.

Idling about 2 Total distance: 162km (c. 101 miles) Total ascent: 2013 m (6604 feet) SDC sevendaycyclist.co.uk

63

THE GOOD OLD DAYS

The Good Old Days “Twenty is Plenty?”

Familiar formation to us, but a deathtrap in the eyes of Nauticus(Courtesy of Morphart/ Shutterstock)

C

olonel Henry Daniell, Chief Constable of Hertfordshire, was, in 1901, getting quite exercised about motor cars. A respectable gentleman, approaching old-age, he stuck to his guns that the horse was the only respectable mode of transport.

A circular sent to the county’s motorists in 1901 – and there were very few recipients – reminded them that whilst they might legally travel at twelve miles per hour, they should not expect to maintain such a speed in proximity to other vehicles or when passing through towns and villages.

Eventually persuaded to ride in a motor car at a special event in Hertford aimed at familiarising the public with the new phenomenon, he apparently looked as if he were about to shoot Niagara Falls. When the car braked safely at a speed of 28 mph it must have come as a relief.

Whether Colonel Daniell, evidently a fair-minded man, ever became reconciled to the noisy monsters that were now loose on the roads is not recorded. He would have been comforted that there were very few of them.

The same could not be said about cyclists.

In 1896 it was cyclists that had been giving the Colonel headaches. In 1896 “scorchers” were causing trouble on the Great North Road. Setting a poacher to catch a poacher, he issued bicycles to some of his constables and set them to save the citizens of the county from the peril of speeding cyclists. The lucky constables not only got to ride a bicycle, but received 3d an hour danger money.

ROAD RAGE Of course, at that time, a fit cyclist could probably out run many of the cars on the road. Cycling and motoring organisations combined to campaign for better road surfaces. Cyclists, motorists and motorcyclists had much in common. They were often adventurers; pioneers challenging the kingdom of the horse.

However, as early as the late 1870s, there were occasions when the “horse” or rather “driver” hit back.

Leaving Taunton one September afternoon, Charles Edward Reade, mounted on his trusty tricycle was a victim of road rage. Events unfolded after he passed a man driving a tandem waggon; This must have riled him, for a minute afterwards I heard the rumbling of the vehicle and the slashing 64

Issue 6 / 2015

of the whip. As he was overhauling me, I went a little faster and ran him out of sight; some way further on, when leisurely walking up a hill, I saw my friend (who was half-seas over) coming up hand over fist, with his horses in a hand gallop; to escape him I essayed to remount and spurt ahead, but in my hurry I got up with the crank at the perpendicular, which rendered me, for the moment, helpless; one revolution and I should have been safe; as it was, although there was plenty of room to pass, the drunken fellow ran stem on into us, sending poor Chummy and myself flying into the ditch.

Uninjured and with slight damage to the steering and the “tire” of the small wheel, he was quickly on his way, overtook the aggressor and left him far astern.

Reade remarked later that having the small wheel at the rear was to be preferred. He felt that if the small wheel were at the front, the rider was boxed-in. This put him in fear of greater injury if an incident like this was repeated or, when he had tumbles on poor roads and steep hills.

TORTURE IN TIVERTON That very evening Reade was running up the hill into Tiverton when a group of boys decided to aid him by pushing from the stern. Soon getting bored, the youths commenced to push him in all directions until the drove him into a female passer-by. Needless to say, the lads scattered into the alleys and left Reade to sort out the problem.

Reade did not like to be “run after”, but felt that as cycling became a more normal mode of travel this kind of incident would decline and disappear; an early version of “Safety in Numbers” philosophy, which some expect to make cycling safer on our modern roads.

THE GOOD OLD DAYS

DEVILMENT The story of Kirkpatrick Macmillan riding his bicycle to Glasgow, causing panic in some villages and culminating in his prosecution for dangerous cycling in the Sheriff’s Court, is a familiar one. The novelty of cycling was nothing new by the 1890s!

In other parts of the world cycling also received mixed initial reactions. Sachtleben and Allen, riding through Asia on their way round the world on safety bicycles, found themselves beneficiaries of Kirghiz hospitality; By the light of the fire curling its smoke upward through the central opening in the roof, it was interesting to note the faces of our hosts. We have never met a people of more peaceful temperament, and, on the other hand, none more easily frightened. A dread of the evil eye is one of their characteristics.

We had not been settled long when the ishan, or itinerant dervish, was called in to drive away the evil spirits, which the “Devil’s Carts might have brought.

However, the ishan had come across America before, having, apparently, heard of someone who

had been there. So instead of driving away evil spirits, he commenced a lecture on the “Amerikon” whilst every happily drank tea together.

Which would be an admirable way to solve everything. SDC

References “Hertfordshire Headlines” by Richard Whitmore (Countryside Books 1987) gives the background behind news stories in that county which illustrate significant national events during the late Victorian and Edwardian periods.

“Nauticus on His Hobby Horse” by Charles Edward Reade (originally published by William Ridgway 1880 and reprinted by Kessinger Publishing www.kessinger.net, no date), recounts the adventures of the pioneering tricycle-tourer in England during a tour of 1427 miles.

“Across Asia by Bicycle” by William Sachtleben and Thomas Allen Jnr (originally published by The Century Co. in 1890, and more recently, Edited by Michael Perry, by Inkling Books 2003), is full of observations regarding interactions between two western cycling adventurers and people who had not seen bicycles before.

Sachtleben and Allen (Courtesy of Oleg Golovnev/ Shutterstock)

sevendaycyclist.co.uk

65

R E A R R AC K

So 7DC 6 rounds the bend of time, here’s a look forward to the next edition. due out on May 15th 2015 We talk rubber

And have a trip down Frog Lane With a little wayfaring

And a quick refresher

Hope to see you then, Steve, Michael and Colin Check out: www.sevendaycyclist.co.uk and https://www.facebook.com/Sevendaycyclistmagazine 66

Issue 6 / 2015