Seven Day Cyclist - Issue 7

Issue 7 • 2015 £2.95

One Morning In May: peace beside the A55 Get a Grip On Your Rubber: Tyres

Cycling, COAST AND Coffee, CASTLES: PEMBROKESHIRE Community, DAY OUT Colchester : ColVelo Products & Tech • The Good Old Days • and much more

W E LC O M E

Welcome to 7DC 7, May 2015 By the time this is published the General Election results will be known and we may well have a new government in place. There has never been a General Election campaign during which more effort was put into making cycling a political issue. Political in the sense of whether it was being addressed by candidates individually and parties in general.

The proof of the pudding will, as ever, be in the eating. In any case, local cycling campaign groups are often the source of all that is best in improving cycling infrastructure or “softer measures” such as supporting new cyclists. More often than not, well-informed cyclists can have a major impact on how money is spent, especially as a corrective to the assumptions of car-bound engineers and in cases where the needs of cyclists – and others with wheeled vehicles – are being ignored or threatened.

So continue to write to your MP, to support social media campaigns and to quiz your local councillor. It can be an informative and rewarding experience – though neither is guaranteed.

Whatever the complexion of the new government, I expect most of us will ride on much the same as we did before. There’s a stronger guarantee of enjoyment, too.

May many sunny miles be yours,

Steve

We apologise for the late publication of this edition of Seven Day Cyclist and for any disappointment or inconvenience this has caused.

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.

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W E LC O M E

CONTRIBUTORS

Mark Jacobson Paul Wagner Marie Madigan Tim Bird Charlie Faringdon PRODUCT TESTS AND TECHNICAL

Michael Stenning EDITOR

Stephen Dyster DESIGN

Colin Halliday CONTACTS

See details on www.sevendaycyclist.co .uk

Contents 4 May Day Ride 10 Tour Bar None Begun 18 Products 24 There’s More to Cycling 28 On The Fairmile 34 The Brompton Goes Wild 38 Rubber Fetish: Tyres

41 46 52 58 62 68

Tested: Frog Bike Chat With Col Velo Going For Pembroke The Good Old Days Haste To The Wedding Rear Rack

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ONE MORNING IN MAY

AsIRodeOut OneMorning inMay

MARIE MADIGAN RODE OUT IN THE MERRY MONTH – one year ago.

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ONE MORNING IN MAY

Crossing the straits

R

iding beside a large dual carriageway wouldn’t be my first choice of bike ride, however, one chilly May Day, I ended up cycling beside the A55, the main trunk road into north Wales. I was in one of those moods: a free(ish) day, it’s not actually blowing a gale or sheeting down with rain, so I could go out for a ride, but I was feeling lazy. I’d not been on my road bike for a few months and and didn’t want to think. I needed a signed cycle route. ‘I’m going on a plod to Conwy for an icecream,’ I told the man of the house.‘Can you pick me up if I cry for help?’

Reassured by his response, and with additional reassurances to myself that I could turn back if I got too irritated, or it hadn’t become enjoyable, I set off towards the Menai Bridge.

When you live on a headland every ride that you do has to start off with the same few miles. You don’t feel as if you’ve started until you get through them. It wasn’t until I’d ridden eleven miles, when I departed from my normal commuting/shopping expedition route into Bangor and rode down past the university, that something in my head clicked and I finally felt as if I was out for a bike ride. Even better, I was out for a plodding, exploring ride along roads I’d hardly ever ridden. I felt like an explorer.

National Cycle Network Route 5 follows the north Wales coast, eventually leading all the way to Guildford. I had joined it on Thomas Telford’s Menai Bridge, that lovely and much photographed suspension bridge spanning one of the narrowest parts of this notoriously treacherous strait, but I left it to ride downhill behind the university towards the sevendaycyclist.co.uk

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Sea front, Beaumaris

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ONE MORNING IN MAY tip of the headland guarding the entrance to the narrowest stretch of water. This road has lovely views back over the wooded shore of Anglesey - incidentally, by far the most wooded stretch of the island if you discount coniferous plantations. The view vanished behind trees as I followed a cycle lane marked off at the side of the one-way road. The road winds past Bangor pier (there is a café at the end of it), at the foot of the hill, around the back of a terrace of houses and onto the sea front. From Anglesey, there’s very little of Bangor that can be seen and here the reason is obvious: most of the town lies in a narrow valley between two parallel ridges, so only the town’s northern extremity peeks out to the sea front.

A cycle track goes onto the pavement here, up over the eastern ridge that protects Bangor - less of a ridge now, more of a hummock, but still requiring changes of gear. I followed a side road down to Porth Penrhyn, which once belonged to Penrhyn Castle, out of sight behind the woods backing the small port’s buildings.

This is a lovely spot, busy with walkers, where the tiny Afon Cegin reaches the sea. Under a brick archway, the well-surfaced off-road cycle track follows the river for some way, and from under the trees there are glimpses of unexpectedly pretty meadows, just beginning to look spring-like. This track is often busy, popular with locals and visitors alike: it is part of the long-distance North Wales Path, and the cycle track continues into the mountains at Llyn Ogwen, following the Ogwen river all the way to Cwm Idwal. But today it was quiet, and I soon turned off and followed the NCN5 signs up a pretty, narrow road.

Across the roundabout behind Penrhyn Castle and I was out onto little lanes, parallel to the coast but

Bangor Pier Distant Errigal

Useful cycle route, Bangor

high above the sea. Already I’d left the cold murk that was clinging to Bangor. A sea fret blocked my view of Anglesey, but it began to look as if the sun might come out on this side. A dog, optimistically bathing in the not-quite-sun, got to his feet as I approached and hid behind a car, from where he watched me shiftily. Alarm bells rang - is he a chaser? A nipper? - but I needn’t have worried. As I drew level he whirled on the spot three times and ran manically into a garden with his tail between his legs. For some reason this cheered me up immensely. There was no question of turning back now: I was going to have that ice-cream.

The cycle route crosses over the expressway and climbs up before turning to continue parallel to the coast on a gently rolling lane. This section of road, high up and west of Abergwyngregyn is magical. Walking up here some years ago I saw my first Welsh roe deer.

The lanes are narrow and hedged, and north facing verges were still full of bluebells and stitchwort, a carpet of blue and white.

Magnificent standard trees punctuate the low hedged blackthorn and hazel; one venerable oak was clasping a rock, the trunk having lifted it up of the ground who knows how many years ago.

Another is apparently eating a slate fence.

It was a cheerful descent to Abergwyngregyn, where a bright mural decorates a toilet block sited, sevendaycyclist.co.uk

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ONE MORNING IN MAY

Peace by the A55

conveniently, next to the cycle track. A little further along, and I was riding beside the A55. Literally beside it: for a couple of hundred metres, the cycle track runs on a wide pavement immediately next to the west-bound carriageway. Not wide enough, I couldn’t help but feel.

Though with traffic going at that speed, half a mile feels too close. But it works, linking the two quiet roads in a spot where the expressway had eaten up all the other options, and it doesn’t last long. Soon I was pedalling through the middle of Llanfairfechan and out the other side.

Bike and bluebells

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This was one of my favourite parts of the ride. Having a magnificent mountain range coming right down to the sea poses interesting engineering problems. The railway got there first, gripping the cliffs and tunnelling through, while the oldest original roads took the paths over the passes. Road tunnels were eventually blasted through the headlands. The old roads between the small coastal towns linked up and became bigger. The A55 absorbed some sections of the old roads and left others to get quieter and quieter.

As I was riding eastward I could see the lowland buffer between the sea and the mountains tightening.

Penmaenmawr, a heavily quarried mountain, stretches out northward before falling steeply into the sea, squeezing the westbound road and the railway into tunnels. I have friends who used to cycle this section in the bad old days when there was no option but to ride on the road. Horrible. Now, up a small hill to the east of the town, a cycle bridge on stilts crosses the westbound carriageway and continues above and between the carriageways of speeding cars. It’s an utterly surreal experience. As the cars below speed westward out of the tunnel through the headland, the cycle-track on stilts (bridge sounds way too prosaic a description for the structure) joins a pathway cut out of the rock. This

ONE MORNING IN MAY

is a spectacular and rarely used carriageway built by Thomas Telford. I paused halfway along for a moment and experienced an insane urge to climb out onto the tangle of bramble and shrubs to look down on the traffic I could hear but not see. Insane urge quashed, I rode on down to a matching bridge on the far side of the road tunnel, scarily light and bouncy.

At road level the track turns down past a terrace at Penmaenmawr’s western end. Instead of over the cars, I was under them. Below the expressway it looks like a skate park: aerosol graffiti on the slabs of the supporting pillars, in how-on-earth-did-they-get-up-there niches and corners. Down the zigzag track, out from under the hum of vehicles and I was suddenly, wonderfully, right on the sea; a high blue tide gleaming under a sun that had finally decided to come out.

Speeding along next to piled-high breakwater boulders, I was soon riding easily along Penmaenmawr’s promenade. I was tempted by the Beach Café but decided to wait for the ice-cream I’d promised myself in Conwy. Up ahead was the second squeeze point, the Penmaenbach headland, and on the approach all three tracks run side by side: from the sea inwards, railway, cycle track and road. Somewhere - I couldn’t work out where - the railway disappeared below. The cycle track split away from the road, past a stack of rock that sticks up like a finger, visible for miles when you’re driving either west or east. For a moment I was riding beside the cars and lorries, separated by a barrier but uncomfortably loud and close, until a bridge angled out over the railway. The track slid down to the dunes backing onto the beach, and it was suddenly silent, away from the traffic, into the cool easterly breeze.

I met the first cyclists I’d seen all day now. The first ones didn’t say hello, speeding along with flinty-eyed focus, but I met more sociable types as NCR5 reached Conwy’s outskirts.

Along a minor road on the seafront and through a housing estate, the route finally met up with a shared-use path skirting the shore in the shadow of Bodlondeb Woods, throwing me out into the sun on the quay at Conwy.

After the apple and ice-cream - which was delicious - it was straight home again, with the pleasure of seeing everything in reverse. This time the At Conwy harbour wind was behind me and the sun was properly out. On the couple of

miles of track through the dunes, I met lots of people walking with dogs. Despite all the real antagonism and misunderstandings between pedestrians, cyclists and motorists, when I go for a ride I’m reminded how nice most people are. Through the dunes it was all greetings, excuse-me and thank-you, that’s-alright and smiles, slowing down and moving aside for each other. Gives me hope.

The best bit of the day happened just past Penmaenbach headland on the way home. I took a little turn I noticed on the way out, just west of the Penmaenbach tunnel. A blue sign points to a low-roofed tunnel under the railway: ‘Beach’. With bike perched at the end of the tiny stone passage, I sat on a groyne in the sunny, chilly breeze, on the deserted beach by the falling blue tide. Just off the busiest road in north Wales, a road that I’ve driven thousands of times, there was nothing but me and bike and the sea, and it was beautiful.

Information

For NCR5 see www.sustrans.org.uk Though this section of the route is often alongside or close to the A55, it does provide a relatively flat option for cyclists wishing to avoid Snowdonia. The scenery is grand and there are more ice-cream kiosks along the coast than in the mountains.

OS 1:50000 sheets 114 and 115 show the route between Anglesey and Conwy.

There are useful railway stations along or close to the route; Llanfairpwllgwyngyllgogerychwyrndrobwllllantysiliogogogoch (not actually on the route, but close), Bangor, Llanfairfechan, Penmaenmawr, and Conwy.

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TOUR BAR NONE BEGUN

On new lanes, near Coppenhall

TourBar None;Begun Stephen Dyster aims to raise the bar in 2015 10

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TOUR BAR NONE BEGUN

G

oal setting is a key element in improving cycling performance being a key part of mental preparation and physical development. That’s the gist, I am told. So, what goals could I set for 2015? There’s no doubt that my cycling performance could do with improvement.

Whether the odd evening session riding on a watt-bike in the company of members of Newcastle Triathlon club has helped I could not say. Riding a static bike does not really get the merest ting from my bike bell, but it is a good bit of exercise in friendly company. There is little chat during the “intensive” intervals of training so I revert to looking at how even my pedal strokes are and the try to get the onscreen graph to show lovely symmetrical circles for left and right. Generally, this is achieved for a fleeting moment; regaining it takes more attention, so it isn’t long before the voice of

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A real landmark, Little Sarendon

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TOUR BAR NONE BEGUN Coach Ken brings the agony to a temporary halt. Actually, even pedalling is undoubtedly an aid to efficient cycling, so my easy flippancy may be undeservedly rewarded by something useful.

Attending the occasional training evening does not constitute a goal, of course. What is needed is a concrete aim to achieve which can then be broken down into objectives to be checked off along the way. I came up with several goals, turned them over in my mind, and decided that this one was realistic, measurable and would offer its own reward.

Objective one, The Manor Arms, Rushall

INSPIRATION Sitting in the Cooper’s Tavern in Burton-on-Trent, a friend pointed out a section of the CAMRA website covering historic pubs and that amongst these were nine, one of which was where we sat, that had no bar from behind which drinks were served. Fascinating?

Looking up the locations my goal was set. Cycle to them all in 2015; Somerset, Gloucestershire, Oxfordshire, Suffolk, County Durham and Staffordshire – not all in one go, but a series of longer or shorter tours.

So, nine pubs, nine pints, many miles to go and on the first truly spring-like day of 2105 – good fortune, rather than fair-weather cycling – and the Tour Bar None began. The aim was to visit the two Staffordshire pubs on the list; the Cooper’s Tavern, Burton-on-Trent and, first of all, the Manor Arms, Daw End, Rushall, Walsall.

When riding through pleasant countryside and, stopping for a brief chat with a cyclist from Wolverhampton who enquires whither one wanders, one is not expected to say Walsall. There’s rivalry between many of the Black Country towns, but that isn’t the cause of consternation. Walsall just is not on many folks cycling-destination-of-the-day list upon a sunny morning. Well, it hadn’t until recently been on mine.

WHERE?

Cycle route, Lichfield

My aim was to cycle round to the west of Stafford and Cannock Chase to Penkridge, then towards Cannock, keeping to country lanes as far as possible. Pleasantly surprised by how far one could penetrate the urban by rural roads, it was clear that after Bloxwich it would be hard to find a quiet way.

The Wolverhampton cyclist said he liked the sound of the tour and had he not a meeting with friends arranged he’d turn round and come with me. That was just north of Penkridge. Whilst still on familiar territory, a couple of lanes never ridden by me before had run past Coppenhall and Levesdale. All was sevendaycyclist.co.uk

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Watling Street, Wall

very peaceful; one cyclist from Wolverhampton, one lady walking her dog, and not much else on the lanes, other than on the very western edge of Stafford during a flirtation with a modern housing estate.

Snowdrops massed at a crossroads, the wooded flanks of Cannock Chase emerging from a grey horizon as the sun burned off the haze, all very promising for cycling. All contributing to a brisk pace and a steady cadence; the achievement of a goal was a mile away, though it cannot be doubted that, somewhere, beneath the surface, I felt every turn of the pedal move me inexorably towards the first objective of the day and that moment when I’d reach my far-off goal.

DISTRACTIONS Without the slightest sign of tension I pulled up in Penkridge’s functional market square and queued up outside the bakery door to have a morning dough-nut or two; jam. The length of the queue was an accurate indicator of the quality of the produce and gave an opportunity to stretch the legs. As any experienced athlete on a quest knows, it does not do to rush at the long-haul like a bull at the farmyard gate, but sensible pacing, without idling, is the best approach. Leave something in the locker for later. Thus I ate both doughnuts but ignored the prospect of coffee in the café across the road and stuck to water.

After Penkridge the territory was new, despite the proximity of familiar names, such as Moseley Old Hall, on the map. Rarely do I turn the handlebars towards towns. The quiet lanes continued, with more horses to pass than cars to avoid. More cyclists passed me as I stopped to take a photo of my first daffodil in full bloom for 2015. This was on the A5 at Four Crosses. A sadly dilapidated building advertised in faint letters that it once offered bed and breakfast for £20 a night. The traffic that used to bring its trade now passing along the M54 leaving the redundant stop-over for travellers in a sorry way.

DISTRACTIONS, DISTRACTIONS Get off it.

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I was shortly after climbing over the M6 that I rounded a corner in Little Saredon and squeezed the brake-levers

TOUR BAR NONE BEGUN tightly. The sun was now bathing everything in spring warmth making the white wall of the house by the junction shine. Even brighter, standing behind it, a bright pink windmill rose. Momentarily my concentration was distracted and I just had to go and look.

Sail-less, surrounded by a garden with numerous humorous and grotesque figurines, ponds and springflowers, this windmill was clearly the abode of someone with a story. Fortunately for the continued march towards my objective, the owner was not in the garden and I would not be cheeky enough to knock at the door. Thus was the purity of my quest was preserved.

A little further on, passing Hilton Park, crossing the M6 near the eponymous service station, and taking a short trip along the surprisingly quiet A462, it was away on the B4210, a road that goes straight as an arrow to the heart of Bloxwich. It is the sort of road that often induces a speed-frenzy amongst car drivers. This Saturday morning, despite being totally unaware of my long-term goal, they behave with admirable restraint and drove with eminent good sense.

Finding quite ways through urban areas can be tricky, so I resorted to the GPS. Ease of knowing exactly which turning one is at without wondering if it is the correct one was very helpful. Using a mixture of main drags and residential roads would take me to and beyond the Manor Arms. As it was main junctions were controlled by lights and progress was easy.

that one should be able to control one’s vehicle safely.

One is used to chatting to a publican or barperson as they prop chin on elbow on bar or go about their bottling-up half-hidden. Here, backed by an array of gleaming bar pumps, the bar staff stand unconcealed in the room where their customers sit. They, of course, are used to it. It is merely the occasional visitor to whom it looks or feels oddly uncomfortable.

Refreshed, it was time to renew my acquaintance with the road to my goal.

NO REAL DISTRACTIONS The GPS worked a treat. Barely touching more than a short stretch of non-residential roads I whisked myself at a steady cadence out into the countryside beyond Aldridge. Aiming for Lichfield, a stretch of gentle countryside lay ahead, with some narrow lanes to enjoy.

Unremarkable countryside in many ways, but a staple of Midlands cycling pleasure, the most notable feature is the Roman settlement at Letocetum, modern Wall. Even this is unspectacular, though no doubt interesting. Its place on Watling Street, now close by the M6 Toll road, signifies the continued local importance of main roads.

Fortunately, quiet roads and some useful cycle infrastructure lead into Lichfield – although I lost the signs at one point and joined the slow-moving traffic. A small, but distinctive city, NCR54 leads the way north.

Leaving Dr. Johnson, the Cathedral and Close,

OBJECTIVE ONE REACHED In fact, so easy had the progress that I arrived at the Manor Arms half an hour before mid-day opening.

The pub sits by the Rushall Canal. At the northern end of a tract of countryside including former industrial sites, farmland and nature reserves, reaching a height of 227 metres at Barr Beacon. This is typical of the area. Towns tended to grow higgledy-piggledy leaving numerous areas of green between them; industries disappeared and nature took over, sometimes with the help of man. The Black Country has large green spots on it coat.

The landlord opened the doors early and pulled me a pint of shandy made of Banks’s Mild and lemonade. A tasty pint that slakes the thirst with little chance of much in the way of inebriation, the pub interior was a dark as the beer, with an entrance passage with a room off to the right. A multi-room pub, I admired the old fittings before relaxing on a stool in the passageway. To be honest, much as I like a pint, I find that much in the way of lunchtime alcohol does my afternoon cycling little good … and it is just common sense, as well as being law,

Coopers Tavern, Burton-on-Trent

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Stowe-byChartley in the evening sun

Stowe Pool and the high-life of cafes to keep on track is never easy. There’s a CTC recommended café close to the Cathedral and the city has a good deal of the Barchester about it, even today.

Having cycled in this area many times, I kept a good speed to Alrewas – a large village with a small-town range of shops. The best way north form there seemed to be along NCR54. This runs alongside the very busy, 16

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very fast A38. The country lane alternative is much longer. Despite being of varying width and decorated in places with the detritus flung from the windows of some road vehicles, it is the best option.

However, at Wychenor Bridges, an attractive, though noisy spot, it is either the A38 or a less than ideal section of the NCN. For me there is only one choice; the NCR54. I’d not recommend cycling on the A38 at all ….

TOUR BAR NONE BEGUN Christmas Day in the morning might be ok.

At Wychnor, a country lane is left for a cart track – not too rough and recently repaired. After rain this is mucky, and, heading north gets worse. A sign advises cyclists to dismount, beyond that the surface becomes rougher and muckier, before metal is reached once more. At least the route is away from the racket of traffic. Trouble is that there is no obvious alternative route for the NCR hereabouts.

BARTON, BURTON ….

Barton-under-Needwood has a very good café. A pleasant small town, the road towards Tatenhill runs under the edge of Needwood Forest. With the wide Trent Valley to the east, the land on the west springs up in a series of spurs and short valleys. NCR54 goes traffic free again before Burton-on-Trent. Not having cycled this section and wanting to get on I stuck to the road and picked up a series of shared pedestriancycle paths that lead virtually, but not quite to the town centre. Next time, I’ll try NCR54.

Breweries still dominate Burton-on-Trent, though not as much as they once did. There’s a brewing museum, the Coors mega-brewery, Marston’s independent and micro-breweries. Hidden away, not far from the centre of town, is Coopers Tavern. A pale ale shandy and a pork pie, seemed in order. The serving area is at the end of a corridor reached by a side-door or by walking through the main seating areas. There stands the landlady in front of a rack of barrels. Refreshment served and consumed, time to go.

OVER THE HILLS HOMEWARD A preference for country lanes does not trump the B road bee-line. Along the B5017, passing Marston’s brewery and climbing steadily into Needwood Forest.

Steady traffic decreased in quantity as Burton’s suburbs were left behind. Rolling over the hills and twiddling out of the valleys, onto the B5234, light aircraft landed into the same headwind that caused annoyance to cyclists heading in my direction. A couple wobbled worryingly above the road. Headwind and blinding sun dipping ahead required concentration and effort.

Newborough has a striking church and a coffee shop.

The latter was closed. The former did not help answer my prayers that the rumble at my rear wheel was not a puncture. Sitting on broad verge in the setting sun, fixing a puncture was not really a problem. Note, check rim tape and relocate if necessary – this puncture was just where the rim tape had shifted to one side.

The next village along is Abbots Bromley. This is really

the spiritual heart of Needwood Forest. The ancient Horn Dance (pop into the church to see the collection of horns that are danced around the village each year) and the Bagot family home make it the capital village of the old Forest. Had time allowed, a snack in any of the pubs would have gone down a treat. As it was, I checked the map whilst sitting on a bench and had a chat with a fellow cyclist who was pleased with the tailwind on his way home to Burton-on-Trent.

Now back on very familiar territory, I once again, enjoyed riding the twisting route down to the Trent Valley and on to home. Stowe-by-Chartley church was caught in the sunset as the pub opposite fell into the evening shadow. I could have sat by the gate until dark fell.

Familiar views along the winding lane between the pastures from Salt to Enson and towards home were welcome. As evening drew darkness down, I rode the final yards home. Objectives one and two fulfilled.

Grand, but they had, after all, really been an excuse for a day out on the bike.

Note

Please note that neither Seven Day Cyclist nor Stephen Dyster suggest riding a bicycle under the influence of alcohol. A pint and a snack is one thing ….. be sensible. It is against the law to cycle under the influence of alcohol or other drugs and a hefty fine can be imposed should one be successfully prosecuted. This really amounts to the ability to control a bicycle properly and not to cycle erratically. These are the things police are likely to pick up on. Equally, there is the moral consideration of the impact on others and self of not being able to control a bike properly, on either road or cycle track. The law on alcohol and cycling is different to the law on drink driving, but common sense and the law dictate that it is best to exercise a strict limit. The tea shop and coffee stop are cycling traditions for a reason.

As this series of mini-tours progresses to other areas there would be the chance to stay nearer to an objective and make more of the local hospitality.

Information OS 1:50000 maps 127, 128 and 139 cover the route. Using the 1:25000 OS maps do not make navigation away from the main roads easy in urban areas. The GPS was very useful in the urban areas.

For Coopers Tavern see www.heritagepubs. org.uk/pubs/national-inventory-entry. asp?PubID=10021 For The Manor Arms see www.heritagepubs.org. uk/pubs/national-inventory-entry.asp?PubID=181 sevendaycyclist.co.uk

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T ES T I N G T I M ES

Crankbrothers Speedier Lever 26g £5.99

C

rankbrothers speedier lever is a replacement for their long-running speed lever and in my view, much better suited to removing/ repatriating stubborn tyres. Sometimes this can really feel like a street brawl, hence the knuckle duster profile is very apt. However, it also serves a genuinely useful purpose - namely saving yours from being ripped to shreds when exerting serious pressure.

Like its predecessor, the speedier lever is made from stocky nylon composites - no steel inserts here, so perfectly safe on carbon or painted rims. Both are clearly engraved to eliminate confusion.

The “removal” end is less aggressive than some but evictions are fairly swift - even when tackling tyres that have been seated for many months.

It’s hooked “install” counterpart clips between rim and tyre sidewalls, so you can literally steamroller them into submission.

Well, at least that’s the theory...

Most 28-35mm sections submitted with modest persuasion but some particularly stubborn combinations such as these Miche/ Specialized and those Mavic XM317/ Vittoria street runner required backup. Keep a couple of bread n’ 18

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butter composites bounding around the wedge packjust in case.

During the formative runs, I was fastidious to the point of neurosis, checking tyre and tube were properly seated every 20psi until correct pressures were reached. A distinctly cavalier approach took hold, four or five later - with no ill effect; so you’d need to be extremely careless/unlucky to nip tubes or scratch rims.

Obviously, it’s not intended as a workshop tool but durability seems good, rather than great. Eight tyre swaps in and the lipped end was sporting some obvious, though superficial battle-scaring. This won’t be an issue for those who puncture infrequently but a hardier composite would be welcomed.

Michael Stenning Innovative tyre tool that’s generally nice to use but stubborn beads still demand additional support.

www.extrauk.co.uk

T ES T I N G T I M ES

Long Term (six months) Test:

Schwalbe Marathon plus tyres £31.99 *750g each

S

chwalbe Marathon plus have been a long running favourite amongst tourists and commuters prioritising durability and puncture resistance over outright speed. They’re not completely invulnerable and can prove stubborn customers to install but wear gracefully and offer an extremely dependable, majestic, though not overly sluggish ride.

Even the relatively narrow 28mm sections add 750 odd grams per wheel, which has a considerable effect upon acceleration. Much of this is down to their “Smart Guard” system, which is essentially a sturdy rubber subsection designed to push tacks, thorns and other sharps out sumo fashion. Traditional Kevlar belted models can actually draw the enemy inside, especially towards the end of their lives.

67tpi casings, reflective sidewalls and dynamo track continue the ruggedly practical theme. Talking of sizes, those seeking to blast along will be delighted to find a racier 25mm section. Refreshingly, they also cater for other genres including 24, 20, 18 and 16 inches - perfect for junior bikes, folders and even tagalongs/trailers – right up to the genuine 28” required by the Pashley Roadster.

Marathon Plus have a slightly unenviable reputation for fighting back, prompting Michael to invest in a

colossal workshop “wand type” unit and Spa Cycles to release a YouTube demonstration using old toe-straps.

I’ve had few problems persuading ours on and off using standard metal tyre levers, strong thumbs and Herculean grunts.

Run at 85psi, this additional girth is quickly forgotten and club typical tempos of around 17mph are easily maintained. Fast, fully laden descents haven’t given a moment’s concern, even when it’s raining dogs and they’ve coped surprisingly well along poorly surfaced roads and green lane.

Raised ironworks such as cattle grids and level crossings still require a liberal sprinkling of caution though. Generally impenetrable from the usual culprits, they are best described as highly puncture repellent blackthorn spikes have struck with frightening efficiency on occasions.

Ultimately, there is a bewildering array of capable tyres promising similar performance and smaller price-tags.

However, the fact I’ve two sets on my bikes and will be buying another for my son’s new bike should tell you something.

Steve Dyster Verdict: Reliable and durable

www.schwalbe.com sevendaycyclist.co.uk

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T ES T I N G T I M ES

Vittoria Voyager Hyper Tyre 428g

V

ittoria Voyager Hyper tyre is what you’d get if pedigree road and buxom touring rubber “Got it on”. Inheriting most of the pro series technology, it performs beautifully in most contexts but think traffic light grand-prix, not globetrotter.

It comes in three diameters; 32, 35 and 38mm.

According to my Vernier, our 35mm were genuinely so, which is particularly helpful when clearances are at a premium. My fixed gear winter/trainer’s rear triangle is a prime example. Thankfully, I was able to shoe-horn the 35s in without tickling anything, though we’re talking tighter than a hipster’s trousers.

428g is pretty competitive. Kevlar beads and 120tpi casings certainly help and they’ll fold nigh on pancake flat. However, this means they’re initially shapeless, requiring a “kneading dough” technique and tyre lever backup before seating properly. Given a hundred miles, they’d cultivated graceful curves and were effortlessly re/mounted by hand.

Being a premium model, the hyper are packed with puncture repelling technology. Soft 3d aramid compounds with “aqua flow” water dispersing channels are reinforced by a “double shielding” membrane. Predictably there’s no dynamo track, though reflective sidewalls are very effective. In any case, these aren’t intended for Hammerite and P-clip town hacks, or beasts of burden.

The first hundred miles were ridden with a 60tpi 20

Issue 7 / 2015

£31.99each

favourite on the rear. I’d wanted a comparator and heard rumours the hyper were so-so in the wet. Maybe this strikes in their old age but proved unfounded.

When run at 65, 75 and their 90psi maximum; those supple compounds just hugged tighter.

Greasy backwaters littered with dung couldn’t fox them either. Weaving through sedentary traffic, cones, around opening car doors etc was intoxicating and I’ve grounded a pedal long before they threatened to lose traction at roundabouts.

Shards of glass/flints found shelter into the tread, although localised pock marking is as close as we’ve come to puncturing in 450 miles. Dry trail and towpath is doable, dropping pressures to 60 offered the best balance of traction and comfort.

Their compliant nature makes a big difference to rider fatigue over longer distances, gliding over the bumps, while a playful, engaging persona keeps the tempo and morale high. £30 odd quid isn’t outlandish for this level of specification but ultimately, emphasis is on speed. Excellent choices for tarmac bound crossers - look elsewhere if you’re going beyond Audax or weekend touring.

Michael Stenning Disarmingly fast, big section tyre with considerable everyday charm but some may baulk at the price.

www.chickencycles.co.uk

T ES T I N G T I M ES

Vittoria Street Runner tyres 26x1.6 620g £14.99 each

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vailable in 1.2 or 1.6, Vittoria Street Runner are fast rolling slicks for asphalt - going mountain bike/derivatives. Ours were the broader section, which actually measured 1.53 inches when checked with a digital Vernier. This is pretty academic in performance terms, though significant when accurately calibrating bar mounted computers.

They proved a surprisingly tight fit with fairly standard Mavic rims; not the most difficult pairing by any means but wrestling the final 30% home still required the combined efforts of crank brothers’ speedier lever, two standard resin types and nimble digits.

Detailing is something of a mixed bag too. Following the hard centre-strip and soft shoulder narrative, their surprisingly coarse 26tpi casings are fairly minimalist.

No dynamo track or reflective sidewalls here. Thankfully, Kevlar belts redeem this slightly low-rent flavour.

On the plus side, the street runner delivers an extremely swift, compliant ride over smooth and neglected roads alike when run between 50 and 75psi.

Narrower semi/slick rubber usually dictates a more closely spaced cassette.

Even with a 12-21, I spent proportionally more on the big ring and found it noticeably easier to keep pace with, and surprise a few riders on light tourers, Audax and training bikes. This theme continued through town, accelerating away from danger, or just stealing a

march at the lights.

Their shallow tread pattern initially struck me as decorative/psychologically reassuring but seems to have some practical merit, judging by their wet weather performance, which encouraged spirited cornering/ descending; 30mph with trailer en tow anyone?

Percy pot hole and friends were easily bunny-hopped without incident, although unavoidable encounters with ramps and other hazards weren’t unduly harsh. Raised ironworks, cellar doors and similar surfaces were a bit tricky, especially after fresh rains and/or contaminated with oil/diesel but well within acceptable limits.

Extended meanders along open roads and country lanes littered with slimy dung haven’t blunted their charms.

Off road potential is limited to dry towpath cut-throughsrun them at 60psi if these feature in your commute.

However, embedded thorns and similar sharps found it much easier to infiltrate the centre strip, cutting quite deep on one occasion. This led me to brush down and inspect following wet, gritty rides. In fairness, we’ve only had two flats in 400 miles and the aforementioned cut was easily repaired with a dollop of super glue.

Michael Stenning Affordable, quick rolling and comfortable commuter tyres but a tight fit and less puncture resistant than some.

www.chickencyclekit.co.uk

sevendaycyclist.co.uk

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T ES T I N G T I M ES

Topeak Shuttle 1.2 Tyre Lever Set £5.99 45g

T

opeak shuttle 1.2 tyre levers are a clever tag team designed to make short work of tighter combinations and they’ve not disappointed us yet thanks to their combination of length and cleverly contoured ends.

They’re made from “engineering grade” plastic, which should last a good while given their ticket price and ensures compatibility with most rim types, including powder coated hoops. Extra; their UK importer advises they’ve been used very successfully with carbon, too, but stressed the Shuttle levers aren’t carbon specific, so proceed cautiously.

Arguably neon colours are the easiest to spot but so long as these are mated together, their blue and yellow livery spells an end to frantic scrabbling through tool boxes, panniers or worse still, verges when tending roadside flats.

The smaller, yellow one features a sharper tip to burrow beneath the tyre bead before hooking to the nearest spoke, splaying it wide enough for its black counterpart to sweep away the remainder. At a willowy fifteen centimetres long; its sculpted profile renders third levers redundant and is more convenient for longer fingers. They might call your wedge pack’s capacity into question mind, so double-check before adding to cart.

Despite a few pensive moments, they’ve remained undefeated despite some seriously challenging opponents, including Schwalbe Marathon plus, sixteen inch OEM Brompton and twelve inchers beloved of kids’ balance bikes. Sometimes this necessitated a role swap, introducing the longer partner first - slightly inconvenient but effective.

Reversing the levers also helped persuade them back aboard - where necessary. Ultimately, these aren’t cheap but well worth the money if you struggle with standard types, or just want a more efficient set.

Steve Dyster Unique, comfortable and ultra-efficient tyre levers-well worth the money. www.extrauk.co.uk

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Issue 7 / 2015

Long Term (12 months) Test:

Cyclo Workshop Tyre Removal and Fitting tool 388g £13.99

A

t 65cm long, Cyclo workshop tyre removal and fitting tool almost defeats the most stubborn rubber on looks alone.

Thankfully, it’s a very gentle giant that’s kind to all rims and genres of wire-on tyre. Better still, there’s a lifetime warrantee for added peace of mind-just remember to keep the receipt somewhere safe.

Essentially it’s a sturdy tag team working on the principle of enormous leverage. The 18.5x5cm resin composite is basically a wedge pack staple on steroids that slides along a box section aluminium pole to accommodate wheels between

T ES T I N G T I M ES

12 and 29 inches.

One side has a lip for removing, the other a hook cum shovel that literally steamrollers tyres on.

Some caution’s required, especially with carbon fibre but Weldtite say they’ve had no problems with composites. Brute force will bust pretty much anything and a close friend managed to snap the original head while wrestling some particularly nasty12x1.75 free. However, our replacement shows minimal wear despite twelve months’ persistent use.

To remove tyres, first slide the head up and outward. Then align with the tyre and slip beneath its bead. Pivot the pole downwards until it sits flat, slip one of the tool’s axle mounts over the hub’s and lock finger tight with their quick release or track nuts.

When properly engaged you’ll hear an audible click. Ease the pole downwards while rotating the rim until the tyre peels adrift. Remounting is essentially the same process but in reverse. Start by Introducing the first few centimetres of tyre and where appropriate, tube by hand.

Flip the resin head, clip it aboard the rim and push downwards with

consistent, even effort until the tyre pops into position. Risk of pinching is minimal but checking things are properly seated at 30, 50 and 70% of desired pressure avoids any potential drama.

Putting this all into context, Schwalbe Marathon plus were ensconced in 45 seconds flat, adversarial 700x23 and Vittoria Street runner complied in under thirty without primal grunting.

Steel beaded winter/light touring 28-32mm sections such as these Kenda Kwicker Bitumen literally roll

on and off in ten. We’ve yet to find anything it couldn’t tame-even the coarsest 12 and 16 inchers have yielded with only modest resistance.

Bottom line, it ranks amongst the most useful tools I’ve come across and has become virtually indispensable - a must for every home mechanic.

Michael Stenning Affordable workshop tool that makes tyre fitting and removal effortless - Genius!

www.weldtite.co.uk sevendaycyclist.co.uk

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MORE TO CYCLING...

There’s More to Cycling than Riding a Bike But having spent some time in Dolgellau, Paul Wagner asks for little more than a pedal along the Mawddach Trail

T

he Mawddach Trail is quite remarkable.

It starts so unpretentiously in Dolgellau’s main car park, bumbles alongside the River Wnion and through a lot of trees, then just after you reach the toll bridge in Penmaenpool the vista suddenly opens up. Thereafter, things get better and better.

You’ve got to be in a rush, or blind to nature’s beauty, to want to hurry here, but actually riding across the estuary bridge is surely the cherry on anyone’s cake.

WEATHERING Mind you, the weather’s got to be right. The bridge is extremely exposed, and it can be an awfully uninviting place to be when the elements flex their muscles. l’ve been soaked, boiled alive, and when the wind is high and blowing off Fairbourne’s inner flats, sandblasted.

On two separate occasions in winter months Jean and I have failed to complete the crossing, knocked back by a combination of relentlessly high wind and bitter cold that rendered the passage quite out of the question.

Apart from that, it’s lovely!

Why l would think of Barmouth as pearl, defeats me.

It’s more nearly a bit of well-worn costume jewelled - a pasty coastal sparkler, perhaps. l’ve established in my own mind that the best bit is down towards the harbour, where it, like Dolgellau, is quietly improving.

There are some good individual shops, and last time I was there I purchased a shirt in The Fat Buddha, which sells ethnic style Indian cotton garments. It’s a great 24

issue 7 / 2015

shirt, perfect for my kind of cycling in the sun - long sleeved, colourful, and loose. lt makes me look like an ancient hippie and I couldn’t care less - what’s wrong with that? We hate to admit it, but Barmouth is growing on us, too.

DYSINNI LAND Dolgellau is vastly underrated as a centre for cycle touring. There’s everything here, from mountains to the

MORE TO CYCLING...

Barmouth Bridge, conditions A - OK

shoreline, but one special piece of countryside that we re-visited this year is the Dysynni Valley, just a few miles down the coast. If you are fit, and up for it, NCR 8 takes a spectacular route from Dolgellau, up and along the heights at the foot of Cadair ldris, then down into the Dysynni valley near Llanegryn. l can’t manage it there and back in a day any more, and as I have developed a

Going up the Dysynni valley

cycling aversion to the A493, (the traffic is too fast and too impatient, and the restricting stone walls on either side do my head in), we car-assist.

When the air is still and the sun burns in the sky, the valley is indescribably beautiful. The topography is surprisingly flat and wide along the middle and lower stretches of the river, and the undisturbed atmosphere is tranquil. The central section of the valley is dominated

by Bird Rock. You’ll know it when you see it - it’s a truly daunting, glim, lump of a crag that rises steeply from the roadside - so called, apparently, because it’s the only place in Europe where cormorants nest inland.

Otherwise, the surrounding mountains present a glorious backdrop to this gentle slice of the Principality.

I have never seen much in the way of traffic here but that might just be luck, as there are a couple of caravan sites in the valley. There are no other amenities that I know of, so this is sandwiches-and-flask country if you are going to while away the whole day here. I have always enjoyed going a step further; riding out of the top end of valley and going on towards Abergynolwyn.

When you reach the junction high above the village, bear left. Don’t waste altitude by dropping downhill unless you want to visit the Tal-y-llyn railway (which actually deserves a full day, not just a brief stop - give it your complete attention) or eat at the cafes - go onwards to the un-commercialised Tal-y-llyn Lake, where the Tynycornel Hotel can provide food and drink for anyone who doesn’t like the sandwich routine. sevendaycyclist.co.uk

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MORE TO CYCLING...

Paul’s aerodynamically calculated accessory array.

Tal-y-llyn Lake

Bird Rock, Dysynni Valley.

DISCERNING CYCLISTS Last September, we were pootling down from the lake when Jean said, “Who’s that on the Brompton?’’ Well spotted! As large as life, Roger Taylor, an ever-present member of the Informalistas, was speeding down the road, out on a day’s train-assisted ride from Shrewsbury, and he was as surprised to see us, as we were to see him. He had de-trained in Machynlleth and come across country through Corris. We stopped in a layby and exchanged news, and then we went our separate ways - Roger to Towyn station, and us, back to the cottage.

We are always pleasantly surprised when we meet Shrewsbury cyclists in the area, but we really should be used to it by now. We rarely have a break here without encountering someone we know, sure proof that our cycling friends are more discerning than we give them credit for.

On the penultimate day, before we packed up to go home, I wandered down to have a last look along the trail. I only went a few hundred yards, just far enough to see that a carpet of pale yellow silver birch leaves had fallen overnight, and more were drifting down. Autumn was soon to be upon us and in a couple of weeks it was going to look absolutely beautiful. Never mind - next year we will be back when we can once again celebrate 26

Issue 7 / 2015

the delights of spring in the bosom of this welcoming corner of Wales.

I’ve found that Wales can come up with hidden surprises all the time, if you are patient enough to seek them out. The Dysynni Valley is a yet another of its riches, and if like us, you have a mind for pottering, you couldn’t be anywhere better. There’s much more to tell about this, our new retreat, but I’ll save it for another time.

View from Barmouth Bridge

MORE TO CYCLING...

Information

I can only recommend places that we have used.

Dolgellau Accommodation. The RoyalShip. www. royalshiphotel.co.uk Tel: 01341 422209. The food’s pretty good, there’s a decent little bar, and the staff are very helpful.

Cafes. Yr Hen Efail, down by the main car park, is a good all-round bet if you want cyclists’ grub.

Their sandwiches are the real deal, unless you prefer the out-and-out greasy spoon variety.

TH Roberts, by The Ship; A rather pleasant teashop with an interesting interior and gallery.

Penmaenpool lies two miles out of Dolgellau on the A493 Tywyn rood, alongside the Mawddcch Trail and the estuary.

Abergynolwyn; the Afon Dysinni flows through the gorge beyond the village

Penmaenucha Cottages. Pat and Richard Owen, www.penmaenuchafarm.co.uk Email penmaenuehafarm@vahoo.co.uk Tel: 01341 423937. As well as the usual cottages etc., well used by some of our cycling friends, Pat has a new property available - The Helm. It’s a beautifully converted barn with 2 bedrooms sleeping four, and it would suit even the most discerning!

The George III Hotel, www.georgethethird. co.uk Email hotel@georgethethird.co.uk Tel: 01341 422525. The George gets an unreserved recommendation from Jean and I on all levels we’ve had some tremendous times here.

The Mawddach Trail and NCR 82 NCR 82 avoids the A493 by climbing over the hills on tarmacked road and cart track, emerging in the Dysinni Valley. This is a spectacular and energetic ride and suited to those who like a bit of rough stuff mixed into a tour. A train could be caught at Morfa Mawddach to Tywyn or one of the intermediate stations, should you wish to avoid both main road and rough stuff.

Beyond the Dysinni Valley NCR82 continues to Tywyn and Machynlleth. North of Dolgellau it runs past the ruins of Cymer Abbey and through Coed y Brenin and on to Trawsfynydd, amidst beautiful mountain scenery offering some rough stuff touring.

The Dysinni Valley is lovely and Paul promises to say more about it.

The Mawddach estuary from Cadair Idris; NCR 82 is out of sight

The Mawddach Trail has recently been chosen

by Sustrans’ volunteers as one of the best places to cycle in Wales. Traffic free, it forms part of NCR 8. On a good day the scenery is truly magnificent, whilst crossing Barmouth Bridge at the same time as a train is a grand experience for those of a childlike disposition. sevendaycyclist.co.uk

27

ON THE FAIRMILE

Roman guide at the dig

Roman bathhouse revealed

Four Lane Ends in winter

Onthe Fairmile T

Tim Bird reflects on his comparatively short acquaintance with a road he savours

he final yards of glacial till were liquefied by the intense rain and the muddy slurry, thousands of tons of it, clattering with rocks, was devoured by the river’s swollen headwaters. The resulting void was instantly filled with a roaring torrent eager to try a different route to the sea. It was the day, ten thousand years ago, the river Lune “captured” its 28

issue 7 / 2015

neighbour to the north and together they began to carve out, in earnest, the gorge that now separates the Lake District and Howgill Fells. Well, that’s how I like to imagine the event.

In mountainous Northwest England the Lune Gorge provides the best access north toward Scotland and mankind has made good use of it. In the past the gorge formed a prehistoric trade route, an important Roman

ON THE FAIRMILE

road and a route for drovers and pack horses. More recently the west coast railway line and the M6 have carved a way through. Of the three existing roads the oldest and quietest, the Fairmile Road, has come to play a starring role in my brief existence on the planet.

PART ONE It was as a teenager, growing up in Kendal that I first

cycled the few miles east with my school chums, and from the shoulder of Greyrigg Hause feasted my eyes upon the steep sheep-nibbled slopes of the Howgill Fells, above the deep-set river Lune and Fairmile Road.

A school friend, Brian, came from a local farming family and we cycled to their farmhouse perched along the Fairmile. Indoors, Brian’s young sister played with her favourite soft toy... could it be a cuddly otter sevendaycyclist.co.uk

29

ON THE FAIRMILE

The “Fair Mile” – M6 & Railway

perhaps? “No” she exclaimed, “It’s my rat!” His mother generously served us boys a second breakfast before we left our bicycles and struck out on foot for the fell-tops. We spent many happy hours tramping the steep slopes in search of large stones which were then set rolling downhill. Boulder trundling, as we called it, produced some very spectacular mid-descent disintegrations and truly satisfying beck-bottom splashes. It was not the best behaviour on our part but we were teenage boys loose in the empty hills (apart from a few sheep) and little damage was done. The fells were our playground.

Not long after, we scattered to the Four Winds and more serious matters got in the way: work, romance, and marriage to name a few. Meantime my bike, an indestructible Hercules Balmoral complete with rod brakes and chain guard, passed on to me by my dad and nicknamed the “Mean Machine” by my school pals, languished in my parent’s cellar. At some point it disappeared altogether whilst I adventured overseas in tropical climes. On the few occasions I came home, often feverish and malarial, for a brief holiday, I hastened to revisit the scene of our youthful escapades.

There, among the black fell ponies and wind-whipped grass, I gulped down the quiet sanity and shivered.

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PART TWO Ten years ago, whilst living abroad, my life got in a bit of a mess. Marriage on the rocks and myself in free-fall I landed on the English shore. It was late winter and the approach to Manchester airport revealed a leaden grey sky, plentiful drizzle and yellowing grass. It was a sour welcome and heralded a few weeks washing dishes in a Lakeland hotel. Luckily I found a more suitable job, living and working, by chance, not far from the Fairmile Road.

My sister Izzy helped move me, my two suitcases, a chair and assorted pots and pans into my new dwelling. Jim, my brother, gave me an old bicycle. Feeling, as you might expect, emotionally delicate, I started to cycle again, taking in the Fairmile en route to visit my aged parents who had retired to a remote farmhouse not far from Shap summit. I could hardly believe it, thirty-five years on and I was back and in the saddle, too. My legs strengthened and becoming altogether more robust in myself, there followed a decade of glorious cycling back and forth, in all seasons and weathers, along the Fairmile, to attend family get-togethers, holidays and help-the-aged work parties. Sometimes I raced south to beat winter storms, riding studded tyres on thick ice, my body wrapped in woollens against the bitter gorge-funnelled wind. Other rides found me baked in summer sunshine, woozy with

ON THE FAIRMILE

Dentdale beer, a stalk of grass in my mouth and dressed in cotton shirt and shorts. Then there were those muggy moth-thronged evenings and chill starlit nights, skittering along chasing the beam of my headlight and dodging the sheep warming on the tarmac. Ah, what a pleasure it was to cycle the Fairmile again!

PART THREE Returning from my parent’s house one summer afternoon I was passing Low Borrowbridge Farm near the mouth of Borrowdale, located just beyond the M6 motorway bridge. I noticed a number of cars parked on the verge and a simple notice tacked to a wooden stake indicating an archaeological excavation open day. My luck was in for I’d chanced on the only day when a brief exploration of the Roman fort situated adjacent the Fairmile was open to visitors. Better still was the tour of the site (on private farmland) conducted by a Roman officer no less! I lingered for an hour and learnt of the nearby Roman cemetery, admired the partially excavated bathhouse (soon to be covered up again) and inspected the aqueduct whose stonework and waters still linger close to the fort. Adding to this memorable tour was the sudden appearance of a thundering, tooting steam train that interrupted

A character from Tolstoy

At the end of the Fairmile – A gnome? sevendaycyclist.co.uk

31

ON THE FAIRMILE

Hedge laying on Howgill Lane

the Roman officer mid-tour and roared past us, in vain, usually defeated by rain and low cloud. In later squeezing between the fort, where we stood, and the years I’d scan the fell sides if I was in what I thought was thrumming M6 motorway. the vicinity. I was always disappointed, not so much as I recall one evening heading north on Fairmile, not far a glimpse of anything remotely horse-like. It seemed I from Carlingill where I chanced upon a fellow who had was doomed never to see the horse, perhaps it didn’t just completed a session para-gliding, almost stationary, exist? I put it out of my mind until one day, a few years above the Lune Gorge. The prevailing winds and local ago, cycling along the Fairmile, I stopped to scratch my topography are well disposed to this sort of activity. head or something random like that and happened He was folding up his “wing” and I stopped to enquire to glance up to the rising slopes of the fell. My jaw hit how far he might go if conditions were very favourable. the floor! I nearly fell off my bike! There it was, high He said on some occasions he flew south to land near on the hillside, no mistaking it, the craziest horse you Sedbergh or northwards beyond Tebay. How did he get ever saw. Depending on your imagination the horse back to his parked car I enquired? “Oh no problems” he shaped patch of dark scree once served as a signpost replied, “I just flourish my home-made sign to ask for for smugglers on the Kent estuary or was perhaps a lift, it always works!” Sceptical, I asked to see the sign the representation of a Celtic horse spirit. In truth the but since this occasion was local flying elusive Horse of Busha looks more like only, he hadn’t brought it. A few weeks a broken-backed camel. Rooted to the later another para-gliding aficionado spot and lest it romp away or the mist produced the same item on request and descend, I snapped a few pictures. True agreed it never failed. to form, I’ve never spotted it since.

The fell sides overlooking Fairmile It was late winter some years ago, a are often dotted with hardy fell ponies cold rain washed day with a splash of grazing the wiry grass but one beast had sun when I met the two farming brothers always eluded me since my first travels busy with a spot of hedge-laying. These along the road. It was the fabled Black hardy fellows made it look so easy to Horse of Busha which I’d first learnt of in fashion an orderly, living stock proof How do para-gliders Wainwright’s walking guide to the Howgill hitch-hike back? barrier from an unpromising tangle. They Fells. As schoolboys we searched for it were happy for me to watch and seemed 32

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ON THE FAIRMILE

to communicate wordlessly with one another whilst wielding the most minimal and primitive of tools. It was a lesson in craftsmanship. I admired the tattered leather jerkin worn by the field-side brother who told me it had been his father’s before him. As I waved goodbye, he seemed to me to have walked straight out of a novel by Leo Tolstoy.

The Crook of Lune Bridge (near Lowgill – not to be confused with the Crook o’ Lune, near Lancaster) is always a fine detour whose proximity is announced by the drunken signpost bearing Sustrans colours, at Four Lane Ends. I’ve often cycled this narrow lane scoured by winter floods and piled with flood borne gravel or heaped high with ploughed winter snows. Other times I’ve breezed along its swirling verges white with Queen Anne’s Lace and speckled yellow with Hawkbits. Nearby a fine 16th century bridge of the slimmest proportions vaults the Lune and while the water murmurs below the parapet, I always linger and remember John.

One of my schoolboy chums, John was a true renegade and country boy, and led us townies on our first long cycle rides beyond the edge of our known Kendalian world. Sadly, dead before his twenties were out, John knew all the quiet, hidden and haunted places and it was he who first led us across Crook of Lune Bridge. Beyond the bridge and past the former mill at Pool House, the road climbs steeply allowing the cyclist to glimpse the mighty red sandstone piers of Lowgill viaduct which support the former railway line from Ingleton. Higher and a little further on there are fine views to be had from the lofty coign of vantage at Fox’s Pulpit, where the Quaker, George Fox, spoke to an assembled crowd. From here the Howgill Fells are revealed as sensuous curves draped above the fertile Lune valley. Further inspiration for the visitor may be had from the plaque bolted to a nearby crag.

PART FOUR Of course my good fortune couldn’t last forever and recently, unwittingly, I found I had made, via Fairmile, the final ride to my parents’ crag-bound perch before they moved to easier living in the Eden Valley. Shortly after, I too began to pack my bags in anticipation of a new life with Scamp, my fiancée, in West Yorkshire.

I hope I’ll cycle the Fairmile Road a few more times before I hang up my wheels for good but in my mind it seems to be receding already, fading back into the memory it once was for over thirty years.

Who knows when a cherished lane, taken for granted, will be ridden and savoured by you for the very last time?

Help the aged work party (with Ma)

Plaque near Fox’s Pulpit

Notes

In spite of the intrusion of the M6, the LondonGlasgow mainline railway and two other lesser roads, the Fairmile remains very pleasing on the eye. It is perhaps best viewed cycling on a warm summer’s evening from the highest vantage just beyond Fairmile Bridge. Looking north toward Gibbet Hill and Carlingill reveals the quintessential “Fair Mile” as marked on the OS map.

The Black Horse of Busha can be discerned, only just, on the OS map below the Height of Bush Howe.

For the purposes of this article I have treated the Fairmile Road as beginning just north of Sedbergh and terminating just short of the M6 at Low Borrowbridge. Strictly speaking the Fairmile Road commences after Howgill Lane terminates at Fairmile Bridge and extends north one mile to end at Carlingill Bridge. The entire route is delightful and, sans detours, follows the former Chester – Carlisle Roman Road northwards.

Sometimes the Lune Gorge is referred to as the Tebay Gorge.

Maps; OS Explorer Map 1: 25000 OL19 – Howgill Fells & Upper Eden Valley sevendaycyclist.co.uk

33

THE BROMPTON GOES WILD

Cycle path by Llyn Tegid

The Brompton Goes Wild IN WALES

A

mild October, what better than a late camping trip? I thought of making a brief tour of North Wales, and accordingly booked a return ticket to Llandudno Junction. From here I could cycle the Conwy Valley, visit Llyn Tegid and then continue to Llangollen before returning by train from Prestatyn.

After passing through Rhyl in heavy rain, it was a delight to find blue sky over Conwy. The B5106 is generally quiet and provides a gentle route climbing the Vale of Conwy; gentle, that is, until making my diversion to Llyn Crafnant from Trefriw The road stands on end within Trefriw and then eases somewhat but still climbs most of the way, a short 3 miles or less, taking a good 30 minutes to push and ride. Needless to say that the 34

Issue 7 / 2015

An autumn camping trip for the folder – Mark Jacobson on the saddle and in the tent

return took a mere 10 minutes!

Lunch was taken in Llanrwst, avoiding a passing shower, and, food purchases made for the evening allowing me to bypass Betwys y Coed by taking the A470/5/494 to my first camp site at Cefn-ddwysarn (a short distance from Bala). Again, traffic was generally light, the strong breeze out of the north-east, so sideon rather than heading, and only one or two very light patchy showers, not much more than misting, making for a comfortable journey. Once over the watershed I could clearly see ahead the edge of the really heavy rain covering the Midlands and Welsh Marches, the line of dark cloud and driving rain following the western edge of the Berwyn Range, happily beyond my day’s scope.

Rain during the night did not incommode me and,

THE BROMPTON GOES WILD

next morning I found a cafe in Bala open early, so refuelled on a second breakfast. From here I continued southwards, finding the cycle path alongside Llyn Tegid until the turn for Parc, after which I had to join the A494.

When I say cycle path, I really mean the re-designated footpath! In places this was well under a yard in width.

However, beyond the turn for Parc it is clear that a super off-road cycle path is under construction, fenced on one side and a hedge between it and the road. A bridge still has to be built over the stream, and the top surface put over the hard core, but it looks to be a properly made useful type of cycle path, which will give visitors a route around the lake for families to enjoy.

The flowers at Llanuwchllyn station were faded and wilting. the season now being over, trains only due to run during the half-term holiday at the month end.

I hope they had a busy season. I also hoped not to puncture, as the hedge-cutting along the narrowest part of the B4403 had left cuttings strewn right across the roadway. The hedge seemed to be mainly of beech and bracken, with small amounts of bramble and briar rose, and I came through unscathed.

Along the B4401, the Dee Valley is particularly beautiful, the road undulating to give changing glimpses of the river and pastures between the trees.

I stopped in Corwen for tea, finding the same cafe which I used in 2002 when crossing the Wayfarer’s Pass in March, and, having been through first sleet and then snow, was rather cold and wet and grateful for a warm cuppa. Having squeezed a pint or two of water

out of my gloves, I had to warm my hands on a mug of tea prior to drying my glasses so that I could read the menu! This time the tea was just as good and the buttered scone just as welcome, even though I was dry.

From Carrog I crossed the Dee to take the lumpy lane on the northern side. This does have a very sharp climb and descent, so some pushing of the laden Brompton was required, but the view over the Dee is unrivalled, much more spectacular than from the A5, especially when above the Horseshoe Falls, designed to feed the Llangollen Canal with millions of gallons of water daily.

A late lunch was found in Llangollen before I went in search of my camp site. I then took a ride along the canal tow path, returning to my tent as light rain set in.

Waking to a damp, grey and misty morning, I set off southwards through Llangollen and immediately upwards over the Berwyns. This became a long push, even though unladen, for at least two miles.

Halfway up a local stopped his truck to offer me a lift, which I declined as it was actually quite pleasant taking my time ever upward, despite the effort. The descent proved no easier, being a steep, gravel-strew switch-back to Glyn Ceiriog. By then it had ceased raining beneath the grey layer of cloud. I proceeded to Llanarmon Dyffryn Ceiriog and took the lane into the Berwyns towards Nant Rhydwilym Pass, or the Wayfarer’s Pass. Taking a look at the unpaved section, its rough surface leading into the very low grey cloud touching the tree tops, and the sign indicating 5 miles to Cynwyd, I had second thoughts about a second

Horseshoe Falls

Dee Valley near Llandrillo

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THE BROMPTON GOES WILD

Dee diversion for Llangollen Canal

Pontcysyllte Aqueduct

crossing of the Pass. It had been a struggle up from Llangollen and, if proceeding, I would have a damp, chilly four-mile walk, pushing the Brompton over the very rough bedrock. I turned back with a vision of hot tea and cake in Glyn Ceiriog, a far better idea! I can recommend the home baked cakes at the Post Office cum shop cum café.

Taking a narrow but high lane above the Ceiriog Valley brought me to Chirk, which I bypassed, on to the A5, then found a lane to take me to the canal tow path. Along this, I walked across the Pontcysyllte Aqueduct (the wardens do not appreciate cycling on the bridge) and found late lunch at the Telford Inn. The canal tow path then makes for a fabulous return to Llangollen. One could enjoy using this quite regularly, in both directions, just for pleasure. From Llangollen it continues to the Horseshoe Falls, going beyond the navigable stretch, cut through the rock face to allow the flow of water into the canal, obviating the necessity 36

Issue 7 / 2015

Horseshoe Pass A542 summit

of a dam. The bicycle was in a rather dire condition so I first gave it a good clean. It started raining soon after that, becoming a torrential downpour which lasted some three hours, deafening in its intensity, the water flowing off the flysheet like a waterfall. I was snug inside, quite dry, and fortunately had a sandwich supper, as there was no chance of using the stove under those conditions.

By the time I started to pack for moving on next morning, the rain had ceased. Heading northwards, near Valle Crucis the road works was being controlled by a convoy system, the escort on a quad-bike. Seeing me in the queue, he kept the speed of our convoy to 9 mph, and I stayed with this until the final upward slope for the last 50 yards. The Horseshoe Pass, which I had previously ridden unladen, became the next obstacle.

Fully laden now, I was amazed to find cycling quite easy despite the sign indicating “20% for Half a Mile.” It must be a lesser gradient. Once on the A525 for Rhuthun the

THE BROMPTON GOES WILD

Llangollen Arm Canal

road enters a twisting gorge, giving a winding descent at speed, as it is quite a narrow main road. Coming towards road works, I drew aside to allow the backed up traffic to pass, then followed them through the lights at around 20 mph, until the front tyre flattened. Drawing behind the cones, I had a traffic-free area of smooth tarmac to utilize for the repair, which proved to be a bramble thorn, requiring the use of tweezers to extract.

Rhuthun provided a welcome tea break. From there I turned westward along a gorgeous valley to Cyffylliog, well worth the diversion. My OS Tour map shows a lane heading directly north from here to Prion, so after a long push I gained the top and headed northwards, sun behind me. However, the sun moved across, indicating I was heading west! I had to guess my next lane and finally, after cycling through more hedge cuttings (but no puncture, thank you), I came to the B4501 at Prion, taking me into Denbigh for lunch. All that lane dirt had clogged the Brompton derailleur,

Awaiting the train at Prestatyn

losing me the lower gearing, so I proceeded along the main roads thereafter to Rhuddlan and Trelogan for Prestatyn, where I camped for my final night, erecting the tent just before another torrential downpour, this lasting thirty minutes only.

Next morning, packing up in bright sunshine, I spent a while in Prestatyn until catching my train home after a really enjoyable late autumn break. Since my return home I have devised a shield to protect the derailleur from accumulating dirt thrown up by the front wheel, and this simple addition works pretty well. SDC sevendaycyclist.co.uk

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RUBBER FETISH

Rubber Fetish Michael Stenning gets a grip on tyres for commuting and everyday cycling

J

ust as the best bike is that which performs its intended purpose with no, or minimal compromise; tyre choice isn’t an exact science. At one extreme, riders combining training and commuting may prioritise fast over puncture resistance. Others may want bombproof sidewalls/casings and shrug at the thought of adding 2,000g to their wheels.

Obviously, there are several shades in between, although certain characteristics are particularly desirable when choosing everyday tyres.

TREAD PATTERNS Treads might be psychologically reassuring. However, they won’t bite into the road’s surface. MTB knobblies are prime examples, squirming and losing contact when cornering hard - especially over wet manhole covers and similar ironworks.

Cars and larger vehicles need tread because their tyres sit square and the leading edge runs in a straight line, trapping water and impairing traction, especially at speed. Bicycles have curved road contact, requiring a rounded contact area. This combined with much higher pressures tends to force water aside.

Therefore, completely slick, soft compounds such as Schwalbe’s aptly named Kojak and Freedom thick slick offer maximum contact over metalled roads. However, they are more susceptible to cuts/sharps and will wear quicker than harder compounds.

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RUBBER FETISH Weekly inspections and a quick drop of super glue into superficial wounds keeps anything nasty in check.

Manufacturers responded to this aversion with dual compound models such as Vittoria Street Runner, which combine a harder centre strip and softer shoulders. Theoretically, these improve durability without impairing efficiency. Just as slicks should never be confused with a bald tyre, dual compounds are entirely different from dire “dual purpose” designs that swept in with mountain biking’s first wave.

Immaterial on a genuine slick, obviously but contemporary tyres are sometimes front/rear specific and sidewalls usually feature directional arrows.

Ignoring the latter commonly results in skittish, unpredictable and potentially dangerous handlingespecially in wet, slippery conditions.

nylon strands and ranges from 20 to a whopping 330.

Most manufacturers provide this data on their websites and often the sales tag. Loosely speaking, bigger numbers denote a lighter, more compliant ride thanks to more thread and less casing.

That said; popping a 300tpi tyre on a single brake fixer build and expecting it to withstand skid-stopping is asking for serious trouble! Not so long ago, 120 Tpi was the preserve of race rubber but is becoming increasingly typical on higher end commu-touring models. 60 tpi indicates a tough winter/commuter tyre that will handle inclement roads and moderate loads, while still delivering a fairly zippy, responsive ride.

SIDEWALLS These define a tyre’s structural integrity and come in two basic varieties. “Skin Walls” are characterised by a rubber layer thin enough so the threads are clearly visible. Ride quality is rewarding but these are more susceptible to cuts and similar structural woes-not ideal for crashing through potholes or hopping kerbs.

ROLLING RESISTANCE Simply put, the less rolling resistance, the more efficiently a tyre will convert rider effort into forward motion. Aside from choice of rubber compound and minimal tread, thin sidewalls, high TPI (Threads per Inch) width and indeed diameter are significant factors.

Smaller tyres accelerate quicker and wider tyres can be more efficient at lower pressures. It was once believed narrower tyres were faster by default. However, if a broader tyre is made of identical materials and thickness, it will roll more quickly.

This is due to lower internal friction and surface imperfections are more easily absorbed by the tyre.

Therefore, 23mm will roll faster than a comparable 20mm and explains 23mm’s dominance over narrower section in competitive road riding/racing contexts.

THREADS PER INCH (TPI) Tyres are not constructed from rubber, but from nylon or cotton covered in rubber. Tpi refers to the number of

“Gum walls” are much thicker and often feature practicalities like Scotchlite reflectives and dynamo tracks for good connectivity with bottle units; an obvious choice for heavy touring and slogging through winter’s worst.

CHOOSING THE CORRECT WIDTH Despite increasing standardisation, some come up smaller than others. Not overly problematic for a standard XC mountain bike rim but measure the width carefully if you’re experimenting. This harks back to the 1980s when cut throat competition between manufacturers led to some marketing theirs as a 23/25/28mm when they were in fact 21.5, 24, 27mm etc.

Sneaky practice which enabled rival brands to claim advantage on the scales and another good reason for sevendaycyclist.co.uk

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RUBBER FETISH

measuring wheel size and circumference manually (rather than relying on pre-sets) when calibrating bar mounted computers.

Rule of thumb suggests that a tyre should not exceed 220% of a rim’s total width. So, one measuring 17mm will safely entertain anything between 23 and 37mm.

Go narrower and expect harsh ride/potential rim damage, bigger invites the tyre to squirm form the rim, calliper or V brake pads may rub the sidewalls, causing unnecessary heat build-up when descending.

Handling can turn seriously hairy too should a blowout strike. I can attest to this first hand having popped a 2.3 inch rear tyre on my trail hack. This was back in 1990 when mountain bike rims were beginning to get thinner; derailleur cages hung a hairs breadth from terra firma and 1.75-2inch section knobblies were fairly mainstream.

Determined to crack 30mph along two miles of almost deserted dirt road, I’d just clicked up to the big ring when the sidewall exploded, blowing me sideways, bush bound and interrupting an amorous couple. To this day, I’m not sure who was more surprised.

Along with frame clearances, mudguards should also be factored into the equation.

These black chrome plastics are reckoned big enough for 45mm section tyres. In practice, anything larger than a 37mm slick (or deep tread 35mm) tickles the sides. Sometimes, localised contact can be cured by judiciously flattening that section of mudguard but proceed cautiously….

PUNCTURE RESISTANCE Kevlar, synonymous with bulletproof vests remains the standard by which all puncture repelling strips were judged. Be wary of confusing bead with belt. Kevlar beads are designed for convenient folding and low weight. Belts protect against flats.

I use a colossal wand-type workshop lever at home, which makes short work of the most difficult customers.

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That said; it’s not something you’d want bounding round in a pannier, or taped beneath your top tube.

Consider ease of removal/fitting using those short, stubby resin types.

Talking of which no tyre (aside from “solid” designs) is completely puncture proof so give some consideration to fitting, invest in a track pump (Integral units have become much better but a standalone gauge is a wise investment) and run at the pressures denoted on their sidewalls.

Frequent flats in belted tyres indicate something is very wrong. Often these strike once the casing has worn beyond a certain point, though inspect rims for splits in their sidewalls, protruding spokes and/or wandering rim tapes (Those with adhesive backings are best - there’s no risk of them slipping and exposing spoke heads).

There was a misguided trend for alternating front/ rear tyres for even/optimal wear. Worn rubber on the front end is begging for a blowout and potentially very serious, if not fatal injury. We can all appreciate the lure of saving a few quid. Therefore, if your rear’s seen better days, swap it for the front and replace that one for something factory fresh.

Often regarded as outclassed by Aramid and similar yarns (although these are both of the same polyamide family) the quest for alternatives boils down to cost.

Kevlar is both expensive and dangerous to manufacture.

Many tyres simply feature a centre-strip, which is pretty effective, though leaves shoulders and sidewalls vulnerable to glass, thorns, flints and similar damage.

Bead to bead is more dependable. Some brands engineer their casings with a thicker rubber which actively deflects sharps.

Schwalbe Smart Guard employs a 5mm inner barrier, which is designed so a really sharp tack cannot penetrate, causing a puncture. This has some implications for weight and rolling resistance but I’ve found theirs extremely reliable.

F R O G R OA D 7 0

quantam leap FROG ROAD 70 CHILDREN’S ROAD BIKE £450 9.63 KILOS

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F R O G R OA D 7 0

T

ipping the scales at a very respectable 9.6 kilos, Frog’s R70 is a cross inspired road bike aimed at older children/young teenagers who want a lightweight yet versatile bike with some off road potential and scope for upgrading. Ed Dyster and Frog did a-testing go and he seems generally impressed.

FRAMESET Frog employs a refreshingly unique approach to sizing, focusing on inside leg lengths, rather than vague age related banding and attractive, gender neutral colours.

Ours was black but there’s also red or white.

Beneath these rich, glossy wet-spray finishes lies a nicely executed 17 inch plain gauge 6061 frameset with semi-compact geometry, for sensible stand-over height, and matching fork.

This keeps the overall build to a manageable 9.6kilos and is a much better option than budget Cro-moly at this price point. Sizing isn’t an exact science and being relatively tall for his age and proportionately longer 42

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in the torso, Ed found the top tube and handlebar stem a little on the short side. Therefore, we’d suggest supplementing virtual guides with a visit to your local Frog dealer – actually sitting on a bike is always the best test of fit.

TIG welding is characteristically neat, with raw, industrial good looks and the frameset carries a reassuringly five year warrantee against defective workmanship; although judging by our test bike, this should be in blue moon territory. Highly stressed areas such as the head tube are reinforced with additional welds and the drive side features a replaceable dropout and derailleur hanger too. We’d invest in during purchase and squirrel it away in the spares drawer just in case….

Oversized, ovalised top and down tubes continue the ‘competitive feel without making shouldering uncomfortable. Trafficking the rear brake internally continues this sleek theme, though seems well sealed from water and ingress. Detailing elsewhere intentionally or otherwise - is classic ‘cross. Gear cables run parallel beneath the down tube for crisp shifts and this features a solitary set of bosses so as not to hinder carrying.

A buddy can always run shotgun on the down tube via one of the many nice, paint friendly clip-on adaptors, although if you’re going this route, a side entry design would be most convenient.

Alternatively, there’s enough room for a 1.5 litre PET cage. 27.2mm diameter seat and 1/ 1/8 steerer tubes enable easy upgrades stem and post wise, should young protégé’s find themselves consumed by carbon lust. Arguably we’d sooner a front facing collar slot, especially on bikes that are likely to forgo mudguards.

However, it’s neatly reamed so posts fit and move serenely.

F R O G R OA D 7 0

Talking of mudguards, we were surprised to discover carrier mounts along the seatstays but only one set of eyelets. In practice fitting full length guards isn’t a drama thanks to generous clearances-even factoring 1.4 inch tyres into the equation.

WHEELS Getting the balance between strength and weight is particularly tricky on kid’s bikes and these should remain true in between services. 26inch, 24hole unbranded double walled anodized hoops feature machined sidewalls for improved braking and are laced two cross to oversized Quando hubs. For the uninitiated, Quando are an emergent Chinese brand and although basic; factory (press fit & forget) bearings, they are at least sealed from the elements.

We’d boost these with a generous dollop of silicone grease to prevent deep puddles and other malevolent gloop getting inside but otherwise they’re surprisingly smooth. Cassette bodies contribute to a stronger wheel and make finding replacement or changing ratios for different events or rider strength that bit easier, too.

However, ours emitted a decidedly audible tick, which will be quite alarming to those of us raised on Shimano’s silent clutch system. Hollow axles continue the sturdy yet convenient theme and the shapely quick release cams are easily operated by smaller fingers.

For this very reason, we’d swap the skewers for better quality locking types to prevent opportunist theft - for commutes to school.

Rather refreshingly, the R70 comes supplied with two sets of tyres - narrow 25mm slicks for blasting along well-surfaced tarmac. Ed liked their responsive nature, although found them a little unpredictable, at first, when tackling wet, greasy back roads. He reckons the 1.38 cross tyres are a better bet all round initially, offering a nice cushion of air across washboard surfaces, not to mention the occasional hole, Being closer to a semi-slick, tread patterns cope surprisingly well in dry hard pack and forest trails but introduce gloop and it’s a different story. Despite their fairly basic casings, he’s not punctured throughout, which may indicate a sympathetic riding style, or good fortune!

TRANSMISSION This follows the maximum bang for modest buck narrative. Microshift’s imaginatively named FDR32 and RD42 derailleurs are a popular choice on junior bikes of this calibre and seem broadly comparable with Shimano’s Tourney, albeit with more aluminium alloy

and general refinement.

Short cages keep shifts snappy and in this instance, we’re talking gear ratios between 33 and 125 inches when run with road tyres. Again, opinion is divided.

Michael and others consider this a little steep for vulnerable joints. Ed suggests it was a little undergeared for road cruising.

Microshift also makes a variety of Brifters catering for various budgets and in smaller sizes. Little surprise then, that their SBR49S brifters are popular choices amongst the competition.

Ed found their hoods really comfortable for cruising and reach was perfect. Paddles quickly became intuitive – he had used a different model of changer before - and he’s been suitably impressed with their light, slick action - even wearing winter gloves and shifting under load.

A relatively obscure “Pro wheel” square taper crankset comprising of 140mm alloy arms and riveted steel 34/52 rings continue the proportional theme and Ed felt these whispered “enthusiast” more convincingly than a single. Said crankset will be bin fodder once rings start showing signs of hooking/similar wear, although this is relatively pedestrian compared with softer alloys especially in mucky weather.

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terms by external cup designs for a good decade or so, though riders hovering around the 30 kilo mark are unlikely to tax, or indeed detect much powersapping whip, even with powering up a steep climb.

Better quality sealed cartridge bottom brackets are still relatively plentiful, not to mention cheap.

an offcut of scrap mountain bike inner tube will protect the lower race if shunning mudguards. Wellgo R90 pedals won’t set anyone’s Lycra ablaze and Ed much prefers step-in systems. That said; the resin clips and straps offer decent power input and are compatible with most types of shoe, so sensible starter choices.

BRAKING

RIDE/HANDLING

Low profile Tektro Onyx cantilevers lack the modulation and feel of better models but will stop 70 odd kilos of rider fairly convincingly and are less prone to clogging than V brakes. They’ll also work with standard levers, whereas linear pulls require “travel agents” and similar adaptors. Top mounted Tektro RL570 auxiliary/ interceptor levers are another nice touch, providing better control when tackling tricky descents or junctions. Though Ed did not set out to use these, their presence was reassuring.

The Frog has a lively, though forgiving nature that delivers excitement and confidence in equal measure - much like an adult ‘cross bike. Sporty geometry and rear triangle respond to increased tempos and Ed says he really noticed the difference compared with his everyday road bike.

However, successive long, steady rides confirm a surprisingly compliant nature too – even with the narrow road rubber. Talking of which, this was Ed’s first experience with “proper” road tyres and while they contributed to excellent high speed cornering and earto-ear grins, he recommends starting out with the ‘cross jobbies first.

These combine a surprising turn of speed and are more forgiving of mistakes over asphalt. Off road potential should be reasonably good given the generous clearances, moderate bottom bracket height and short cranks. Sure enough it tackles forest trails/ towpath with equal charm and we reckon its good enough for entry level junior cross racing but those riding competitively will need something specialist.

Narrow road tyres obviously have an effect upon gearing and in this instance, Ed found them a little on the low side, erring on the big ring and the cassettes final 3 (13, 12 and 11) to maintain an efficient cadence.

Then again; he’s never needed to dismount on longer climbs and bombing along long, winding descents

FINISHING KIT This is refreshingly well thought out. Narrow (36cm) shallow drops and 60mm four bolt stem bring everything close, offering ample leverage and are reassuringly stiff for sprints. They’re narrow enough for cheating tight gaps and blustery winds too. Ed was also rather impressed with the tape’s grippy, tactile and shock absorbing nature.

The single bolt 350mm micro-adjust post does an excellent job of holding the Frog branded saddle up and certainly won’t break. Saddles are extremely personal choices but Ed considers the dimensions and padding density right for his derriere’.

Headsets are another area where manufacturers save cash but this one seems reasonably smooth and should remain so, serviced regularly. A boot made from

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F R O G R OA D 7 0

hasn’t revealed any unpleasant quirks.

Strong brakes and good lever modulation certainly help, scrubbing off unnecessary speed without judder or squeal. Slow speed handling in technical sections is bang on too and we were delighted by the lack of toe-clip overlap.

VERDICT 4/5 Ultimately the Road 70 is a strong and versatile bike capable of wearing various hats and performing most roles very well.

Most of the money has been ploughed into the frame and wheelset - as it should be, allowing modest amounts of upgrading as experience grows.

Mudguard and carrier mounts extend its horizons to lightweight touring and day rides, although we’d be inclined towards tweaking the gear ratios. Components aren’t going to set anyone’s pulses racing.

However, they perform very well and are inexpensive to replace, or upgrade should need arise.

Fork

26” Aluminium Alloy 6061 Frog Fork

Frame

432mm (17”) Aluminium Alloy 6061 Frog Frame

Chain Wheel

Prowheel 3/32”*34T. 140 mm Aluminium Alloy Crank with double chain guard

Brakes

Tektro Oryx (992AG) Aluminium Alloy Cantilever, black

Stem

60mm

Handlebar

Frog Bikes L:360mm Aluminium Alloy Drop bar, black

Grip/tape

Racing tape with caps (supplied in box)

Saddle

Frog Bikes racing saddle

Seat Post

Aluminium 350mm, black

Pedal

Wellgo R090 Medium

Front wheel

DA-30, Aluminium Alloy double wall brushed silver, CNC, 26*1.5,14G,24H,H:30,F/V ETRTO:559MM

Rear wheel

DA-30, Aluminium Alloy double wall brushed silver, CNC, 26*1.5,14G,24H,H:30,F/V ETRTO:559MM

Hubs

Quando Aluminium Alloy, black

Road tyres

Kenda K196 25*1 Black ETRTO: 559mm

Cyclocross tyres

Kenda K803A 26” x 1.38

Auxillary brake lever

Tektro RL570

Left shifter

Microshift SBR492S 2 speed Jnr Rapidfire Plus, Alloy for canti/roller-brake, black

Right shifter

Microshift SBR492S 9 speed Jnr Rapidfire Plus, Alloy for canti/roller-brake, black

Front derailleur

Microshift 2 speed FD-R32S

Rear derailleur

Microshift short cage RD-R42s, black

Casette

Shimano 9 speed, 12-27T

Reflectors

Wheels (yellow and white both supplied), front, rear

Bell

L/R handed

Paint pot

Touch up paint pot

Sticker

Stay protection sticker 45

COL VELO

Cycling,Coffee, Community, Colchester

C

olVelo is a partnership between Rob Harwood (right) and Will Morgan (left), who formed their own club focusing upon riding, not racing and all that it encompasses. Their tag line suggests leaving one’s ego at the door, partaking in some coffee and joining like-minded folk for a group ride.

A no-drop policy affirms this inclusive ride with, rather than compete against ethos; so Michael Stenning dropped by for a chat.

We meet at The Three Wise moneys, which I later learn is another regular rendezvous owned by friends 46

Issue 7 / 2015

of theirs. Having attempted entry via the ‘out’ door, I recognise them sat by the window and make my way over. Firm handshakes complete, I offer to replenish their drinks; Rob requests a pint of curiously-named house ale “Fish Bone Dog DNA”, which has me tongue tied and the barmaid wearing a mask of tolerant amusement.

Back at our table, I break the already thawed ice with a bit of my background and that of Seven Day Cyclist.

From the collective nodding it’s clear we share broadly similar riding philosophies and have quite a lot to say for ourselves!

COL VELO

MS: “So gents, how did ColVelo come into being, what was your driving force?”

RH: “Fundamentally, we came to cycling slightly later in life than many and wanted something different from the traditional club scene. These tend to have their focus rooted in racing and rides are geared towards chain gangs and hushed, almost monastic reverence.”

WM: “That’s not to suggest we’ve anything against racing - we enjoy the traditions and the spectacle.

Both Rob and I are seriously into cycle/racing history and can gabble on for hours. However, we yearned to form a collaboration of like-minded people who wanted to combine long, scenic rides, a passion for all genres of machine and technology”.

RH: “We were seeking camaraderie, bonding through coffee, cake and those other classic gelling agents which explains the symbiotic association with Velo café tucked away along Church Street.”

MS: “Hmm, yes I’ve passed by and that’s how I happened upon yourselves. Some very enticing machines in the window but with a slightly enigmatic flavour to opening hours; I’m guessing it’s not a full time venture?”

RH: “It’s run by Rich, a very experienced mechanic who wields spanners for “Recycle” Monday to Thursday, Velo Friday and Saturday.

Bikes have been a life-long passion and it shows in the speed and skill of his workmanship.

Velo serves as a central hub/meeting point for our rides. Being a core member of the collective, Rich also joins us on the Sunday runs.

I dare say he’d like to open five days a week but we all have to be pragmatic these days. It’ll come as little surprise that he’s also our official mechanic for the big rides, which extend to North Wales and increasingly we’re edging into the continental stuff.”

MS: (Nodding) “So; what sort of turn out are you seeing numbers, gender and age wise?”

RH: “Bearing in mind we only became a live, tangible entity in October 2014; we’ve ranged from 14, dropping to 3 during very bitter days. Presently, it tends to be seasoned male riders, although we’ve had a fair few enquiries from women of various ages keen to come along when things turn milder. We are also exploring the viability of running a women’s group ride in parallel, possibly with shorter distances.”

MS: “Social media presence has become imperative in the promotion and indeed success of any contemporary venture these days. How influential has this been in developing and attracting folk to ColVelo?”

RH: (Nods in agreement) “Definitely and in the context of my last remarks, Facebook is the springboard. We get most of our approaches from women via private and public messages - when are we riding, where are we going that sort of thing.

Having a website alone isn’t enough, though linking it via Facebook brings surprising volumes of traffic.

The other unique feature is our route planning.

Strava is another useful tool in that regard but it’s a platform for further research. I tend to be extremely meticulous here and look for those less-travelled bits that might have something to offer.

Brand development might sound a bit cringe-worthy in some respects but we’re gaining BCF affiliation and our own club jerseys produced with local sponsorship emblazoned across the rear.

Obviously, we have to cover costs on one level but our primary focus is spreading the word and building a following of like-minded people”.

MS: “However informal, groups of all denominations have rules; if only to satisfy conditions set out in their public liability insurance.”

WM: “This has been a delicate tightrope for us to walk and quite sevendaycyclist.co.uk

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COL VELO

a sharp learning curve. During the formative runs, we ran on the basis of being controlled and ultracareful. Thankfully, people have been extremely wellbehaved, in every sense of the word. However, we live in litigious times and there are several amongst the group who are self-employed.

Obviously, if they take a tumble, their public liability insurance won’t cover them for lost earnings arising from a sporting/recreational context. Taken to its logical conclusion; no matter how good willed people are, loss of income could result in someone making claim against the group with potentially disastrous consequences.”

MS: “There’s often a fine line between banter/ bullying, perceptions of which will vary between people….”

RH: “Our main focus is on inclusivity. We certainly wouldn’t exclude someone on the basis of their machine, or riding attire - so long as it was roadworthy. That said; we’d raise a few eyebrows if 48

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someone arrived expecting to manage 60km on a BMX...

We are exploring some rules regarding etiquette and having followed behind riders without mudguards, I can fully appreciate why many organised rides demand them on entry. Mercifully, the group dynamic is very even-tempered and has a less rigid mindset to these matters.”

WM: “If anyone succumbs to a mechanical, we hang back to help and will pass energy bars, spare bottles around to someone who’s flagging. We all operate the traditions of taking regular turns at the front, especially when battling potent headwinds. There has been the odd occasion where someone has literally “blown up” and can barely sustain 8mph with a further 40 to go. In these instances, we’ll always shepherd them to a point of safety, say catching a train home.”

Conversation turns almost seamlessly to frame materials and classic marques. Rob is curious about my machines, though in particular my beloved

COL VELO

Holdsworth and Univega (two polar opposites) and the significance of frame building practice. Its friendly, convivial discussion interwoven with some social and brand history.

Even though ColVelo is a very new school model of group riding, it retains the tradition of riders arriving on an eclectic mix of machines. ‘Old faithfuls’ built around cherished framesets and ‘a la carte’ components are familiar sights, especially during the darker months, prompting conversation and intrigue.

RH: “I’m delighted by the resurgence in bespoke frame building. I know it’s never completely vanished but thanks to “Instagram” and other social media platforms, we’re treated to a steady stream of beautifully crafted and usual machines from builders who weren’t blessed with sizeable advertising budgets. I love this new level playing field.”

MS: reflects for a moment before suggesting that many volume-produced steel framesets from the like of Holdsworthy, Raleigh RSP and Dawes were delightfully made, rode beautifully and represented superb value for money. MS continues, pointing out that several highly respected craftspeople also “ghost” built for small/shop brands.

RH: “Yes, I think it’s very easy to get swept up in this crest of artisan euphoria but the quality of product emerging from the far east cannot be ignored either”.

MS: “There’s an old saying amongst experienced frame builders that anyone can blast metal together.

Making a bike look, behave and perform in excellent proportion, relative to its design criteria requires considerable skill and a solid understanding of metallurgy”.

Having bonded around a passion for steel, there’s a clear fascination and appreciation for other frame materials with Titanium and carbon fibre leading the charge.

Conversation turns to winter specific riding and avoiding turbo trainer slavery.

MS begins by advocating the use of spiked “snow” tyres where frame clearances allow.

Citing disc-braked cross builds as obvious candidates sparks a slightly different direction.

RH: “Yes, we’ve been desperate to avoid being “hamsters on the wheel”; though this can be the reality during the week given other personal/professional commitments. Cyclo-cross is an obvious outlet and frankly, one genre of competitive riding we’d be interested in

organising/pursuing. It’s readily accessible, fun. Still quite tough, a tumble in a forest or field can be a lot kinder than going “rubber up” across black ice 50 miles from home”.

This last remark prompts MS to extoll the virtues of riding fixed through the winter months and a precautionary tale…

MS: “I was riding my cyclo-cross inspired fixer around Surrey’s Leith Hill area. Very much in the zone, my mind drifted straight back to a friends’ father’s remark about fixed being dangerous. What utter nonsense I mused, winching myself up the climb while questioning the wisdom of attempting this route on an 81 inch gear.

Just as I reached the summit, my right shoe cleat chose the moment to breathe its last and I was bowling down the other side, desperately trying to reunite cleat with mechanism and of course, regain composure! Expletives tumbled from my open mouth as I approached a well-heeled primary school at closing time.”

RH: (interjects) “Nothing like a loose-lipped cyclist to lower the tone!”

Laughing, MS continues “Having incurred the nonverbal wrath of the head, assorted non/teaching staff and by-standing grand/parents, I’d reclaimed my grip on the situation. Thankfully, I’d used transmission braking to regain composure and was able to windmill graciously into the flow of mid-afternoon town centre traffic!”

Will reflects upon his best and worst riding experiences to date…

WM: “Best to date… Well, midway through last year, we found ourselves riding with none other than Sean Yates. Quite aside from the fact he’s still a tremendous

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COL VELO

rider at 50 plus; he had some wonderful stories about life in the Peloton. He even gave us a bit of insight into the likes of Bernard Hinault and Sean Kelly. We had a wonderful day and despite his fame, Yates is delightfully down-to-earth”.

WM: “Worst has to be the first time I met the infamous bonk head on. I’d just bought a bike and was struggling for a training partner. A good friend of mine put me in touch with one of his work colleagues who “loved to ride”. So; I met Max at the designated spot but without a drop of water on a 100km outing.

Being in my early twenties at the time and fit off the back of a season’s rugby, I bargained on a long but relatively easy day. Despite being three decades my senior, Max tore the legs off me.

30km from home I had to be helped from my bike at the nearest shop. Blurred vision, hallucinations; the works - it was really scary. Thankfully Max is a genuinely nice guy - he produced a crumpled fiver, told me to spend the lot and that he’d be back…

Some time passed - I spent a good while sitting head in hands before finally summoning the energy to enter the shop, stocking up on cookies and coke and then sitting in the parking area feeling seriously sorry for myself.

Next thing I knew, Max returned with his huge works van and told me to hop in with my bike (which I duly did) and he drove us the remaining 30km home.

A very humbling lesson learned the hard way.”

RH: “I’ve had some great times but the odd bad day too. Pushed, I’d say my best were between days 7 and 9 of LEJoG 2014. I’d never been riding in Scotland before, so it was a truly fantastic experience; beautiful scenery, big climbs and very rapid descents.

My blog post here gives a bigger flavour: https:// toliveandrideinea.wordpress.com/2014/09/06/ninedays-in-august/

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My first trip to the Alps in 2013 has to be another career highlight. My first col was Aravis, near Megeve, topping out on a big climb is a great feeling and I’m looking forward to heading back this summer.

Yes, there were some bad times too. Day 6 of LEJoG had all the ingredients of a rough ride - save for falling off! Bone-jarring roads alongside the A74(M)/ M74, just horrid. Add a grumbling right knee, seven hours of driving rain, headwinds and a missed coffee shop - soul destroying. Anyhow, you get through it and even the bad days can have positives. If you can ride through that, anything less is a breeze!”

Having established that MS’s eclectic fleet expands

COL VELO

to fill available storage space, Will and Rob discuss their own.

WM: “ I currently have two road bikes; a Fuji Team Pro with full 10 speed 105 groupset and an aluminium winter hack branded “Tri and Run”; though it’s a road, not triathlon machine. This one wears 9 speed Sora, mudguards and 25mm (Continental) “Gatorskins”.

Ironically, I blew big bucks on the Fuji but actually love riding the winter hack, which I bought secondhand for £200.

I think I was wowed by the Fuji’s full carbon frameset, which is undeniably light but not overly pleasant to ride. The Tri and Run is super comfy - get it up to speed and it’ll cruise along with the chain gang all day. With this in mind, I’m flogging the Fuji in favour of a Genesis Equilibrium - already placed the order and chomping at the bit. Still undecided about the exact finishing kit; though know it will be something timeless and classic-not ‘tarts handbag’.

RH: “I own a few different bikes. My pride and joy, the one I’d save from a burning building, is based around a 2015 Condor Fratello frameset built from Columbus Spirit tubing. I bought it in 2014 specifically for LEJoG (myself and four friends were raising money for “Recycle”; bikes to Africa).

Condor hadn’t released the 2015 Columbus range then, so I managed to get the brand new tubeset (but in the old slate livery to avoid detection!).

Other noteworthy spec includes a full 11spd Ultegra groupset, Hplus Sons 32 hole T14 box section rims laced to Shimano 105 hubs (Built by Rich at Velo!

Cycling and Coffee);3T finishing kit. Not forgetting Rotundo classic bend bars and Brooks B17 Carved; the cambium rubber version.

I wanted something ultra-versatile; it needed to be comfortable over very long distances, carry a load if required and be quick enough that I wasn’t hanging off the back on summer group rides. I also have a thing for very pretty bikes, so form was equally important and it’s delighted me on every level - my pride and Joy. By my own admission, it’s not the lightest, quickest or stiffest bike but this is exactly what ColVelo’s about - in bike form!”

MS: “So, if people want to know more, or meet up for a ride. How do they go about it?”

RH: “We’d like to think we’ve covered all bases on-line.

So if anybody fancies getting out for a ride or finding out more about ColVelo, see www.colvelo.co.uk/ - our home in cyber space. Info about us, ride reports, events, routes, blogs, contact us option etc.

Email: colvelo@outlook.com – For all enquiries.

Facebook: https://www. facebook.com/colvelocc - Active page with regular postings and links.

Strava: https://www.strava.com/ clubs/ColVelo - For up to the minute group ride info and future big ride info.

Twitter: @colVeloCC – For condensed content and links to the above outlets. sevendaycyclist.co.uk

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GOING FOR PEMBROKE

Goingfor Pembroke The Tour of Pembroke has become very popular amongst sportive riders. With stunning coastlines offering masses of challenge and a festival of local food and culture en route, too, it is based at St. David’s. Charlie Faringdon recalls a day out which was definitely not the Tour of Pembrokeshire.

Newgale Sands, popular even on a dull day

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GOING FOR PEMBROKE

I

t was a water-sports day. On holidays we have these. My water-sport of preference is cycling. The others go and get wet and, sometimes, cold, in the water and I sometimes get wet and cold on my bicycle.

We’d had a short group pedal round St. David’s – very pleasant country for a short ride; cathedral, coast and a walk up a hill (exactly how the latter came to be part of a bike ride I cannot remember, but these things happen), but that had not satiated the desire to pedal.

NEWGALE Overnight rain had cleared away, so there was the distinct possibility that the cycling section – me – would avoid “cold and wet” completely. So, we had breakfast in the café at Newgale, and went our

Pembroke Castle imposes itself on the town

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White towered church, Manorbier

separate ways.

Though cloud covered the sun, the beautiful Newgale beach was filling up. Keeping an eye on wandering folk only occasionally took attention from the sea view as I kept to the minor road that avoids the big climb out on the A487. Level sea-side cycling rarely lasts long.

The headland brings the climb and a then a descent, new panoramas or glimpses into deep, cliff-girt coves.

This section – like much of Pembrokeshire’s long and twisting coast – exercises the lungs vigorously on three occasions, either gasping over the next headland or at the views. Coves bring beaches and offers of refreshment or ice-cream. Too early for me.

Broad Haven, is a busy little place, catering, in the main, for tourists. At this point my road led inland to Broadway. Famously, the place-names in this part of West Wales are entirely Anglo-Saxon, with a clear break from the Welsh names on the other side of the Landsker – a dividing line tangible only in place-name origin.

There’s even a Landsker Borderlands walking route.

AWAY FROM THE COAST Leaving the B4341 at Broadway Walwyn’s Castle was the next destination, once the centre of a 54

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major barony, there remains only few earthworks of the castle. These are hidden behind the Church.

Strangely, I had hoped for a quick downpour so that shelter could be found in the Church porch. Why? Well, the local history society websites says that Thomas Wogan, one of the signatories of the death warrant of King Charles I, not only hid in the porch, but “lived” there for a while.

The clouds produced not a single drop.

Pedalling on through Tiers Cross and skirting along the northern edge of Milford Haven (interesting, no doubt, but I prefer country scenes to oil refineries – were I seeking employment I might have a very different view) to cross the Daugleddau Bridge near Neyland. A spectacular structure sweeping over the river formed of its “two swords” in the heart of the Pembrokeshire and bridged nowhere else, it is not only useful but beautiful. The view takes in Pembroke Dock and the great stretch of the deep water harbour of Milford Haven and keeps the oil refineries in view but at a suitable distance. Exploring the Daugleddau shore would make a fine day out.

NCR 4 would take you away from the main road on a diversion through Pembroke Dock, I followed it and

GOING FOR PEMBROKE decided that if the a A477 were not too busy when the time came to return home, I’d stick to it and cut the corner.

TO ELIDOR Pembroke and Pembroke Dock are separated by a low ridge but could barely be more different. No doubt Pembroke was a purely functional place in the past, but today, dominated by the castle set on a headland above the Pembroke River. This is medieval architecture on the grand scale, with a history of siege and treachery to match, though it was never taken by the Welsh from its Norman founders and their successors – although it was the birthplace of Henry Tudor, who became Henry VII. A base for conquest in Wales and Ireland, improved and developed over the years, it is full of staircases to climb and even has a cave to explore.

I’d visited the castle in the past, so it was straight up the long drag of country lane to Maiden Wells, Yerbeston and, eventually St. Petrox, emerging by the church. Had I been visiting anew, I’d probably have headed for the tourist delights of Bosherton Lily Ponds and Stackpole Quay. Deciding to eschew the tourist traps, beautiful though they are, I kept inland via Stackpole Elidor. Sounding like a place out of the Hobbit the deeply-wooded valley has a touch of mystery about it. The tiny village is also known as Cheriton, but Elidor befits it.

THE PLEASANTEST PLACE Returning to the ups and downs of coastal cycling, neither was too taxing, though the climb up to Freshwater East gave the lungs a decent workout.

Proximity to the beach is the great attraction of Freshwater East. I recalled wandering across the broad sands late one evening many years ago, and decided to press on. Much of the housing at Freshwater east is made up of big holiday apartment developments.

Keeping off the main roads was easy as I approached the half-way point of the day-trip.

It is possible to approach Manorbier by an inland route, but a coastal road that crests above Manorbier Bay and then plunges to the sea below the village is much to be preferred, in my opinion. Whist the cloud was grey as the sea the white tower of Manorbier Church stood out clearly. Ascending to the village, the castle stands high on the left. In private hands, the gardens are lovely and the castle remains are extensive.

I enjoyed both, as well as refreshments.

Manorbier has been described as “The pleasantest place in Wales.” A grand claim indeed, with many willing to challenge it no doubt. Renowned twelfth century scholar, traveller, Churchman and a bit of a gossip, Gerald of Wales came up with the description based on interesting logic. Unsurprisingly, Manorbier was his birthplace. His brothers built sandcastles on the

Manorbier Castle

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NCR 4 beneath the Daugleddau Bridge

beach; Gerald built cathedrals, or so he says. His brothers took a leading role in the Norman assault on Ireland, whilst Gerald fought to become Bishop of Saint David’s (failed) and defend the rights of the See of St. David’s (partial success).

ALONG THE RIDGEWAY Idling about in Manorbier is easy, so the short climb up to The Ridgeway (at 108 metres above sea level) felt rather more strenuous than it was. Yet this is a ridgeway with fine views in both directions, lasting nearly all the way to Lamphey where the Bishop’s Palace is the main attraction, though there are places to eat and drink, too. I made short stop, but all that sitting about earlier on had left me eager for a bit of prolonged pedalling.

NCR 4 runs along a country lane parallel to the main road and railway, emerging close to the centre of Pembroke and running along quiet roads to the base of the castle. Resisting tea-temptation I kept on turning, before long crossing the Daugleddau Bridge.

Shortly after crossing I dropped to the excellent traffic free cycle route that uses the old rail line from Neyland 56

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to Johnston. At the time of writing, the surface was pretty good allowing a jaunty pace without too much discomfort.

Between Johnston and Havefordwest, the railway is still in use, so NCR 4 runs over bridleways and tracks, of which I am always a little wary. The design and surface were actually very good. On the edge of Haverfordwest, ignoring the cycle routes, I turned up into the town centre to take a quick peek at the castle. Time was getting on, and finding a place to buy a re-energising bar of chocolate required searching out a supermarket.

These seem to be situated down by the ring-road and are connected by useful shared cycle paths – if there is such a thing.

LAST LEG Heading home took me out of town along the quiet B4330 which uses the valley of the Western Cleddau for the first few miles. Shortly after Cuttybridge, a left turn took me along the valley of the Camrose Brook, to the pretty village of Camrose. Church and castle earthworks sit on opposite sides of the valley and my road climbed past the latter through the village.

GOING FOR PEMBROKE

From the Daugleddau Bridge

Information Then it was back to Pembrokeshire lumpiness.

Deciding to ride past Roch Castle rather than the extensive earthworks of Keeston castle, took me along a delightful lane that rolled up the gentle flank of Cuffern Mountain, before skirting the steepest section and running away to Roch.

From there, the sun now being out, I diverted from the direct route to get a handful of extra miles in. The scenery was charming, especially around the top of Crow Cwm. The sea came into view again at Penycwm, with Newgale and its Sands a mere, though speedy, freewheel away.

As the sun set I reflected that this had been a very good days ride amongst the gentle hills and the strenuous coast. How many castle sites had I passed? I didn’t bother to count, though it did occur to me that if one were seeking to break the world record for the most castle sites passed in an afternoons ride, this would definitely be worth considering as the location for the attempt. Welsh, Normans, English and Flemish had fought over an area that now offers excellent water-sports and excellent cycling or, even, both.

Distance cycled 110km (66 miles) Ascent 1945m (6381 ft) OS 1:50000 sheets 157 and 158 cover the route described.

For Manorbier Castle visit www.manorbiercastle. co.uk For Lamphey Palace visit www.cadw.wales.gov. uk/daysout/lampheybishopspalace For Pembroke Castle visit http://pembrokecastle.co.uk/ There are railway stations at Manorbier, Lamphey, Pembroke and Pembroke Dock. On another line there are stations at Milford Haven, Johnston and Haverfordwest. On neither line are trains frequent and connection times can be lengthy. The junction for the two lines is at Whitland, though some trains may require additional changes. On the whole, cycling is shorter and may be quicker!

In season, refreshment stops are unlikely to be hard to find, though the situation can be very different out of season.

The Tour of Pembrokeshire is an ever more popular sportive, with 50, 70 and 100 mile options. Take a look at www.tourofpembrokeshire.co.uk sevendaycyclist.co.uk

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THE GOOD OLD DAYS

TheGoodOldDays Well-repaired surface on one of Mallorca’s roads most popular with cyclists – no wonder we flock there.

Paris-Roubaix riders may have had 52.7 kilometres of cobbles but it isn’t just racers that have to make the best of the surface that lies ahead.

W

here e’er we pedal these days we will find pot-holes and poor surfaces. City centre roads with chasms that trouble the bus-drivers, let alone the cyclists; country lanes

Good touring surface; Ypres

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which the local highways authority seems to wish would fall so badly out of repair that they can be abandoned and left to nature and intrepid ramblers and off-roaders; otherwise smooth B roads where there are sudden outbreaks of ridge and furrow, where the road edge is melting away like a cornice in the summer sun. Even our cycling infrastructure is being uplifted by tree-roots and hollowed out by high usage.

Anyone cycle tour in Ireland a in the nineteeneighties? In places we are getting to that stage. “Your bicycle will be wrecked entirely,” said the road-sweeper to the cyclist, “and you’ll understand not one word if you go out to Kerry.” Actually, the pot-holes at Dublin ferry port had made a pretty smart attack on the bike already, and though Kerry turned out to provide much more on-road technical sections than the Wicklow Mountains did, it was really a matter of proportion.

Admiring the scenery was done at the risk of missing the safe way between the craters. On the rare dull sections it was possible to play the game of guesswhich-bit’s-the-original-surface.

There were good road surfaces in the Republic, but even some of the most popular had their foibles. The road up the Gap of Dunloe – fantastically popular as a

THE GOOD OLD DAYS day out for tourists using pony-carts – was described in a guide as “at first, unpromising to the cyclist.” What made it “unpromising” was the strata of horse dung that lay across the road awaiting an archaeologist of the future to investigate why there was apparently a farmyard on the highway. One unpublished journal states that, “Happily I rode through the Gap from the south. Had I not, I would barely have wasted time turning in to it from the north, so filthy was the way.”

An extract from a diary following a cycle tour of Lazio in the nineteen-nineties indicate that the game of guess-which-bit-is-the-original-surface had international potential; Speeding towards the valley floor, it came as a surprise to find a sort of asymmetrical crazy-tarmac pattern. If the hot material had been fired from a blunderbuss it could hardly have had a wilder effect.

The remains of an Ancient Roman aqueduct sat quietly in the field opposite. Whether it would laugh or cry at more modern contructions one could only guess. (Unpublished cycling diary) Roads go back a long way and, as the title of Carlton Reid’s book states, were not built for cars. However, cyclists led the campaign for better surfaces, with the CTC going as far as asking that cycle lanes be built along major roads.

Marcel Drisse recalled his first experiences of cycling in the early nineteen-thirties. French, but born in Belgium and living close to the Oval cricket ground, he bought a racing bike at the age of twelve and

began to set out on longer and longer journeys. The road surfaces were, he stated emphatically, pretty good and motorised vehicles were, compared to the modern day, rare. As he entered his teenage years he cycled longer and longer distances – even doing London-Paris in a day on a visit to an aunt and cousins.

However, speed and distance was not everything, he would search out “rough stuff”. The difference was, he guessed, that cyclists in the nineteen-nineties were confronted by poor surfaces wherever they went.

What would he have made of it were he around in the two-thousand-and-tens?

Good though many of the roads Marcel followed in the nineteen-thirties in the south of England and in northern France, good road surfaces were far from uniform. In the Western Isles in the nineteen-sixties and seventies, many roads were still unsurfaced so visitors could re-live the “good old days” that were fast disappearing in the rest of the UK. As one touring cyclist said, I took my bike when my parents when the family went on holiday to South Uist back in the nineteensixty something. What an adventure. The car, with my bike strapped to it was hoisted onto the ferry by crane and riding the rough roads of sand and stone and packed dirt was something I’d not experienced at home, except when we set-out to do some rough stuff. (Unpublished conversation, 1999) Following rough tracks has been a cycling tradition for many years and would feature in most club

Perfect English country road, North Yorkshire.

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THE GOOD OLD DAYS Canal towpath on the grand scale, Ieper-IJser canal, near Boezinge

touring section itineraries on most rides. It was as important a feature of a day-out cycling as the tea-stop.

Of course, expectations of what a good road surface should be vary with time, place and opinion. The Russian CTC run long tours where lengthy sections of forest road and gravel track are unavoidable – indeed, they have run tours in more remote areas where they are so far off the beaten track that a gravel road would be a blessed relief. Mixed surfaces would, however, have been the norm for a tricyclist like Nauticus in the eighteen-seventies and eighties. Having stated that the Scottish Highlander’s generally kept their roads well, he relates; I found the decent to Gairloch to steep for safe riding. On nearing the hotel, I argued with myself that, being very wet, I might just as well stick to the programme of sleeping at the Loch Maree Hotel, so I gave Gairloch the go-by. I had to plough my way 60

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through such deep mire that I am sure that potatoes might have been planted in the tracks of my wheels, between the village of Gairloch and Kerrie waterfall, where mud gave place to sand. (Charles Edward Reade, Nauticus In Scotland, undated) Likewise, Harold Biercliffe, in his 1947 touring guide to Northern England barely batted an eye-lid at the routes over Lakeland passes; The Black Sail Pass can be used in conjunction with the Scarth Gap Pass (its continuation northwards) to provide a direct route between Wasdale and Buttermere. It is, however, a strenuous journey that might take the greater part of the day. (Harold Briercliffe, Cycling Touring Guides: Northern England, 1947) In September 1927 Charlie Chadwick and friends did raise their eye-brows whils crossing the Berwyn Mountains. Having travelled along a road that was “rutty

THE GOOD OLD DAYS

References

Charles Edward Reade, Nauticus in Scotland, undated but originally published in the 1880s, and republished by Forest Publishing, undated) is just a superb read full-stop.

Harold Briercliffe, Cycling Touring Guides, Northern England, 1947, has been republished in 2012 by Batsford, with updates by Mark Jarman and additions by Sustrans. www.anovabooks. com Briercliffe has been compared to Alfred Wainwright. Whilst there is a similarity in searching out the interesting route and beautiful scene, they had very different purposes.

Wainwright sought to cover a limited area in great detail; Briercliffe’s guides were by their nature more general. There are recommended routes, but he sought to give an introduction to an area and suggestions on how best to explore it by bicycle. As a practical modern guide it has been overwhelmed by the development of trunk roads and the growth in motor traffic. Even so, it gives an insight into cycling at the time and continues to provide much sound guidance to the cyclist who likes to seek out the best of “Britain by Bike”.

Charlie Chadwick, Rough Stuff: The Pre-War Cycling Diaries of Charlie Chadwick, edited

by David Warner and Published by the John Pinkerton Memorial Publishing Fund, 2012. It, along with volume 2 – Further Adventures – is available from the Veteran-Cycle Club www.v-cc. org.uk Carlton Reid, Roads Were Not Built For Cars, is a fascinating read exploding with a series of well-aimed volleys the spurious arguments of the anti-cyclist fraternity. Relentlessly it points out how cycling and cyclists were ahead of the motorists in the road game and that roads were built for all users. www. roadswerenotbuiltforcars.com It is available in a variety of formats, both digital and paperback.

Take a look at the website for options.

Decent surface on the NCN in the Forest of Dean

and disused” to reach the high moorland, the descent commenced on a surface that left much to be desired, “the closest approach to an actual riverbed I have seen.” Even so, reaching the road around Lake Vyrnwy – a reservoir supplying water to Liverpool – and its remarkably level road, things did not improve; As we rode down to Vyrnwy village we decided that, having made the road, Liverpool had left its repair to the gods and the gods had forgotten the steam

roller.” (Charlie Chadwick, Rough Stuff, edited by David Warner, 2012) Were they down-hearted? No, a little further on they found a sign to Cwm Eunant stating that it was unsuitable for motor vehicles. Needless to say, they “went that way.”

Which all goes to show, that seeking out rough stuff is great but being confronted with dangerous surfaces on the road today is just not reasonable or safe. By the way, it is easy enough to seek out rough stuff even in one’s own backyard. The 1:25000 OS maps or similar scale digital mapping is perfect. Be prepared to take your time and carry your bike. Why not check out www. rsf.org.uk/ the Rough Stuff Fellowship’s website. sevendaycyclist.co.uk

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HASTE TO THE WEDDING

Hastetothe

Wedding The wedding of old friends provided a good excuse for the Editor and Stoker to go tandeming in Angus.

Idle tandem in Coupar Angus

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HASTE TO THE WEDDING

T

he trouble with having a separable tandem, such as the Hase Pino, is that whilst bolts are fastened and the seat adjusted and the boom lengthened and the chain tensioned, the stoker is bored and at liberty so wanders off to do things that hold up the ride; discovering a craft shop is a common one, but there are others. Today it was a café-cumbakery with a loo and coffee and bacon butties.

Having got the machine set up, it was too late to prevent the purchase of brunch. There followed the usual meek acceptance that we will not be on the road for fifteen minutes. To give the stoker credit, she does find some good places for refreshments and she always seems to turn up some interesting folk to talk to.

Having ordered coffee, it was too late to stop the chat. There followed the meek acceptance that we will not be on the road for a further half-an-hour. The stoker’s record for casual conversation was set at Dunseverrick on the Antrim coast when we ate our way through three packets of biscuits, including an eight pack of Penguins, and drank four mugs of tea during a fascinating two and a half hour chinwag with a local resident. I did warn the host, but he was as garrulous and generous as Ulster folk are wont to and did not seem to mind that he’d need a trip to the shop to

replenish his stash of cookies.

This morning the tandem was waiting outside a café in the quietly beating heart of Coupar Angus. At first the possibility of getting pedalling seemed pretty good. The three gentlemen with whom the stoker was engaged in conversation spoke with a thick accent, so thick that at first I barely understood a word. The stoker – who rates her linguistic skills much lower than mine – seemed quite at home. The penny dropped when it became clear that they were discussing Dundee; stoker – who has two degrees – got one of them from the University in that rapidly rejuvenating city.

After a few sentences, I picked up their speech and we had a fascinating chat on subjects as wide ranging as the decline of the jute industry, gender roles past and present in Dundee, drug and alcohol abuse, the Tay Bridge and whether anyone who did not support independence should be forcibly moved south of the border. When football reared its head, stoker finished coffee and our friends gave us clear directions on how to circumvent the barriers to getting onto our desired road.

Such is cycling with the stoker, even on solos.

Dundee is only just the other side of the Sidlaw Hills, but is another world to rural Angus. Were the Sidlaws not merely a few miles across Strathmore from the

Loch of Lintrathen

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Perth rooftops

Posing tandem, Glamis Castle

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Highland Line, they’d be much more frequented in their own right. For the stoker they had been an escape from grim student accommodation.

Heading out of town on the A493, we rattled along past the site of the Cistercian Abbey established in 1154, destroyed by a mob during the Reformation and formally dissolved when the last monk died in 1606, it became the quarry for local builders, including those who built Coupar Angus’ impressive tollbooth tower.

Despite the steep scarp of the Sidlaws ahead, this is grand farming country and Coupar made its fortune in from agriculture and textiles, prospering more from the arrival of the railway. It is now a quiet place that has seen better days – like most small market towns it has the odd boarded up pub or shop - but will recover and adapt. An off the beaten track place is Coupar Angus – right up my street. Still, no time to search for the abbey gate – mustn’t be late for the pre-wedding reception that evening.

So we turned for Kittins and Keillor, down a long country lane that would take us all the way to Glamis.

The Pictish symbol stone near Keillor went the way of the abbey gate. How could we sell heritage for a bacon butty and a chat about Dundee? Well, we all

HASTE TO THE WEDDING have different reasons for travelling; some to see things, others to meet people, or the exercise or because there is little else to do.

There were a handful of cyclists on the road; a couple of colourfully-clothed speedsters cruising rapidly with seemingly little effort and a mixed group of casually attired riders cruising much more slowly, some with obvious effort. With close views of the Sidlaw slopes with Kinpurney Hill prominent and distant ones of the Braes of Angus that mark the edge of the Highlands, split by Glen Isla, Glen Prosen, Glen Clova – familiar names to growers of soft fruit. Plentiful water, plentiful sunshine; we got spells of both, but it keeps Angus green and fertile. This is tandeming in Scotland as rewarding as it gets, little effort, wonderful views and a peaceful road.

Passing through Newtyle, the pedalling paradise accompanied us all the way to Glamis, where we sought out a BCQ clue at the gateway, passed through and ran down the long drive – curious on-lookers always look at tandems and our arrival took their minds off the castle’s association with the late Queen Mother and the general grandeur of the place for a moment or two. Regal we weren’t but there is stately repose for the stoker on a semi-recumbent which adds elegance on gentle freewheels.

We had intended to grab a bridie and a mug of tea, but this was politely forbidden by the amiable attendants at the entrance to the car park and café. The tour of the castle it seems was compulsory – or paying for it was – were one to get at the grub. Fortunately, the attendant told us, there was no test to pass at the end of the tour. He showed us a good spot to park the tandem and said he’d keep an eye-out for it … as well as suggesting that there were places we might like to cycle in the grounds before we headed off.

Cleated shoes on the floors of stately homes are not popular with the owners, so we slipped ours off and took the tour. Time flew. Many Scottish stately homes were not new-builds. Glamis is built around the core of a medieval castle, extended and extended and made more comfortable over the centuries, each stage revealing something of the fashions and the fortunes of the owners. The tour guide showed admirable selfcontrol in avoiding in-depth detail of every piece of china and every favourite tale. Tea and bridie followed.

Even so, we happily ate and pushed on to another clue, at the Loch of Lintrathen, leaving Glamis in slightly less stately style as the drive climbed gently to the gates.

Picking up quite lanes to the none-too-busy A926

the country became more crinkly and we began a bumpy ride against the grain of the land. Not, ideal tandem country, especially for a bike built for comfort rather than speed. Yet, having a stoker holding a map, we quickly realised that though A926 junction was at Craigton, we were clearly in Airlie.

Having the 1:50000 map we noted, to our right, Littleton of Airlie, on our route, Airlie, along the lane north, Grange of Airlie, Kirkton of Airlie, Barns of Airlie, Brae of Airlie, and away to the west, Mains of Airlie and Airlie Castle. For those unlucky folk who do not come this way often, the place-names write the history large: though we looked for a Milton of Airlie in vain, and struggled with the Slug of Auchrannie and the Loups of Kenny.

The hills passed by moderately quickly and with only minor dispute about gearing.

The Loch of Lintrathen has a Highland feel. Backed by the rough braes that disappeared into the gathering cloud, the surface was ruffled by a strengthening breeze. Sadly the rain began to fall, becoming torrential.

Clue found, we made for Alyth. Time was passing, evening party approaching, time needed to dry-out and change clothes, we weighed up the options. Deciding to neglect the BCQ clue begging to be bagged nearby, we chose a direct route to Coupar Angus. Making good speed as the wind blew from the hills to the north,

Coupar Angus, off the square

sevendaycyclist.co.uk

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HASTE TO THE WEDDING

Alyth in sunnyland

the sun burst through as the tandem crested the summit of the road and Strathmore was again laid out below us.

The Alyth Burn accompanies the main street in Alyth town, with small shops colourfully lining the way on one side of the road; a place to pause, though today only briefly. From there it was a beeline for the car, a quickly discrete change of clothes and the ritual of splitting the tandem. Remarkably, only our cycling shoes were still wet, so strong was the late afternoon sun.

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Next day was the wedding, well a traditional Celtic ceremony – the wedding had already taken place in the USA. The venue was one well-worth putting on your itinerary. Fingask Castle defies easy description. Hidden in the forested folds of the hills between Dundee and Perth, close by the village of Rait, is the idiosyncratically exuberant world of the Threiplands. Wonderfully skewed topiary, tale-telling sculptures based on Burns, Scott and Wilson – but, peculiarly, including an isolated William Pitt the Younger- , and a house that wears its

HASTE TO THE WEDDING

Information

www.fingaskcastle.co.uk is the place to find out about Fingask Castle. The tone of the site is a useful introduction to the style of the place.

For Glamis Castle www.glamis-castle.co.uk Angus Tourist Information http://www. visitscotland.com/destinations-maps/dundeeangus/ OS Landranger 1:50000 sheets 53 and 54 cover this area.

resilient history merrily and declares its happy present through delightful murals and a discrete, amiable informality. The wedding celebration and the setting could not be better. Exploring the grounds in the dark, the gentle breeze dappling the pure moonlight onto the sculptures, bringing them to life, was an eerie experience. What a wonderful night it would be for a pedal back over the hills to home.

The oldest part of the castle was built by a Bruce in the late sixteenth century, but the Threiplands have

owned it on or off for four hundred years. The have had to buy it back four times having backed the wrong side in two Jacobite Risings, amongst other mistakes. It merely demonstrates how loved Fingask is.

The castle, which is rarely open to the public, is a way up a rough track, but don’t lose faith. Self-catering accommodation available on the estate. Short of getting invited to an event, this is the best way of getting a good look at this magical place. There are occasional public events, celebrating snowdrops for example, and wedding fairs.

There are good quiet ways to get there, though you’ll wander around a bit to avoid the A90 if you are coming from the south along the Carse of Gowrie (NCR 77 is very useful – head north a little east of Errol), whilst you’ll puff and pant over the Sidlaws if coming from the north. If you happen to be in the area when the public are admitted, then it really is a must-bike-to destination.

Heading for the Highlands offers, in my book, the finest cycling on the island of Great Britain, but the more I cycle in Scotland, the more aware I am that running straight there is a mistake.

We stayed at Scone Palace Camping and Caravanning Club site, near Perth Racecourse. Perth is pleasant for cycling and the city makes a fine base for exploring varied country. Good rail links north and south enhance this. sevendaycyclist.co.uk

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R E A R R AC K

In the next edition: 7DC8 due out on June 16th we have for your delectation ‌ ...places like this

...how to do this

...whilst we are all enjoying plenty of these days

...riding along lots of these

And a quick refresher

‘til then, be safe and may your bike go with you 68

Issue 7 / 2015