seven day cyclist - issue 3

A Roadster on the

Western Front

The Trossachs

for Kids of All Ages

Eighty pages to pass a cold night or two…

Products • L’Eroica Britannia – Heoric! & Much More!

Issue 3 • 2015£2.95

SAFE AND WARM AND ON A HAPPY BIKE:

WINTER WONDERLAND SPECIAL

issue 3 / 20152

WELCOME

Happy New Year to you all

Seven Day Cyclist is now getting established and it is our resolution to

continue to develop the magazines content as we go.

As for cycling, my resolution is to try and do more this year than last.

That should do.

In the middle of winter we have aimed to provide some good reading.

There’s a special focus on riding in winter, with some hints and tips from

Michael Stenning. Much of this is, unfortunately of course, relevant all

year round. Other articles take in rides ridden. The editor is always on

the look-out for tours or day rides or commutes that will encourage,

inspire, warn or give everyone a bit of a laugh, quite likely all in one ride.

I am getting a bit grumpy about my commute to the day job. It isn’t the

cold or the rain or the distance. None of those really daunt me. It is the

muck. As an alternative to a busy dual-carriageway or a narrow rat run,

I use the canal towpath. Much has a good surface, but there are a few

patches that are pure mud. Their number slowly increases month by

month. The outcome is that on arrival my bike is dirty; by the time I am

home it is dirtier. A mixture of dry and wet mud with a packing of rotting

leaves. The chain is gritty, the wheels caked and the frame spattered.

We all have to clean our bikes. Everyday? Every commuting journey?

Roll on drier weather. Maybe I should just take the main drag.

So, the resolution for 2015 is to cycle more than I did last year; as for

cleaning the bike more frequently; I’m already doing that and I hope to

do it a good deal less!

May 2015 be your best cycling year ever or, at least, since your last one.

Steve

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.

sevendaycyclist.co.uk 3

WELCOME

Contents4 South Circular – Part 212 The Trossachs for kids of all ages22 Flight of the Phoenix28 Wheeling Down the Western Front – Part 136 Winter Wonderland – Part 142 Peak Heroics48 There’s More to Cycling

52 Andrew Hutchings Interview56 The Brompton Goes Wild 60 Products and Tested64 Tour de Jour70 Winter Wonderland – Part 278 The Good Old Days80 Rear Rack

CONTRIBUTORS

John CampbellCharlie FaringdonMark JacobsonMark SheltonPaul Wagner PRODUCT TESTS AND

TECHNICAL

Michael Stenning

EDITOR

Stephen Dyster

DESIGNER

Colin Halliday

CONTACTS

See details on www.sevendaycyclist.co .uk

issue 3 / 20154

SOUTH CIRCULAR

South Circular, part two

Charlie Faringdon starts his ride over Hindhead from Haslemere on the second part of his trip to the south of London


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STORM IN A PUNCH BOWLThe old motor roads over Hindhead that were once such a byword for delays have been landscaped away – the A3 now roaring under the hill. Hindhead and the famous Devil’s Punch Bowl were a place to be feared in the days of highwaymen. William Cobbett, the nineteenth century journalist and political radical, who travelled this way – often refused to pay his guide when he found himself on the summit of Gibbet Hill, the highest point on Hindhead, in a rainstorm, at night and having instructed him to avoid the place.

When the road that climbs the hill gave out, I walked and then rode over stony heathland, scattered with patches of mire, up to the trig point and Celtic cross that stand in the vicinity of the old gibbet. The clouds were darkening and one could imagine following the Old Portsmouth Road – just a little way to the west – and glimpsing the tarred bodies of criminals swinging in the whistling wind. It would have given me the heebie-jeebies; Cobbett didn’t like Hindhead because the land was unproductive.

Looking into the Devi’s Punch Bowl (courtesy

of the editor)

Chiddingfold, near Haslemere

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The Old Portsmouth Road still has a decent surface. I stood on it and looked into the Devil’s Punch Bowl. Had I looked up I might have spotted the strong brew Old Nick had been mixing. As I set off northward, the rain was suddenly flung down with violence in a squall of wind that ripped around me as I ran down the old road. A true soaking in the time it takes to pull on waterproof jacket, let alone overshoes.

I can see why Cobbett, usually a generous man, refused to pay up.

TOO MANY CARS SPOIL THE TOWNEven when the sun shone with a dazzling brilliance that made the road appear as a sheet of light, the rain did not abate. When it did, spray from the road maintained the sogginess of my shoes. Fester under the cover of overshoes or admit defeat and dry out later?

The oppression of wet feet was lightened as I turned north and lost the headwind, gaining what was nearly a tailwind, of all things. Even more rare than a tailwind is running over a batsman as he crosses the road on his way to the wicket. At Tilford this is a real possibility. The pitch is in a dip, opposite the pub, and the pavilion and scoreboard on the other side of the road.

The road to Farnham rolls. Getting overtaken by some power-assisted mountain bikers was not embarrassing, though one of them felt the need to apologise for

passing me. As uncompetitive as ever, I got past them on the descent into the town centre. Farnham has a busy one-way system and a busy by-pass. It seems to me to be a pretty good example of a town spoiled by too many cars. It actually has plenty to offer, including the burial place of Cobbett.

TOAD WINS THE DAYThe Downs north of Farnham do not have the height, though the climb is noticeable, of their namesakes in Kent and Surrey. Likewise the run down the other side to Crondall is long but not steep. I was on more familiar ground now. As I headed north to Hartley Wintney the fertile farms give way to lowland heath with its woods, sandy soils and black bogs. Rising and falling gently, this is home to nature reserves, country parks and the army.

Once again the cyclist is between large towns – Aldershot, Camberley and Reading - not to mention the M3 and M4, so expect some fast moving traffic on the roads that link them. The country lanes around here don’t quite link up so busy roads are inevitable, so I was pleased to leave the B road to Reading at Hazeley and head across the heathland to Barkham and Wokingham, via the delightful ford at Low Common. A friend provided dinner and bed, and newspaper to dry my soggy shoes. A longer route would actually have been practical and pleasanter, but toad in the hole was cooking and one does not wish to miss out on a feast after a hearty day’s ride.

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sevendaycyclist.co.uk

PARK AND RIDEBerkshire folk do not seem to leap into action too early on a Sunday morning. Chilly and damp as this morning was, it was a bare handful of cyclist that I met on my way to Windsor Great Park. Once again sections of main road were unavoidable, though the early hour meant that the usual heavy-weight of cars and coaches heading to Legoland and some other well-known regal attractions did not have to be battled with.

My aim was to pick up NCR4 in Windsor Great Park and then follow it into London. It looked to be an attractive route. Though far from the most direct, it passes so many places of interest and avoids most of the busy town centres along the way (there were notable exceptions).

Sadly Crown Estates regulations do not allow signing, other than their own, in the Great Park. My aim was to enter at Forest Lodge on the A332, pick up NCR4 near The Village and leave the park on NCR4 at the Bishopsgate. The Sustrans NCR4 map (my copy is quite possibly out of date) advises following the estate signs. Trouble was that none of them, initially, mention “Bishopsgate.” It isn’t difficult to get to, though by following surfaced roads past The Village, the Royal School and Cumberland Lodge.

This is far from a tour of the park and does not really visit its most picturesque places. This did not seem to worry the mass of joggers, walkers, cyclists and

equestrians, who were passing through or enjoying the “peace and quiet.”

After Bishopsgate the NCR signs come thick and fast, eventually leading past the RAF memorial and college at Cooper’s Hill. Police were stopping vehicles and “ladies in hats” and “men in uniforms” were walking along the road. Though my Dad was in the RAF, I felt as if I was intruding. Cars needed security checking, bicycles did not, so when the police officer waved me through I happily moved on, restraining both my speed and the urge to salute as I passed the airmen lining the road.

ROUGH WITH THE SMOOTH“Take the rough with the smooth” could be the motto of the National Cycle Network. There are some grand bits and some poor sections. The pomp and state of Cooper’s Hill soon gave way to a rough track with ruts scoured out by rain. I get fed-up with tracks like this; they are clearly not good for less-experienced cyclists and frustrate the experienced.

On rare occasions one is grateful to reach a main road. A cycle track, two-way and narrow in places, first as a shared pavement and then, with traffic direction, on the road, helps link the road past Egham and into the busy centre of newly renamed Staines-on-Thames. NCR4 takes a bit of care here, but after negotiating some busy junctions in rapid succession, the

Not the best, near Cooper’s Hill

The Celtic Cross on Gibbett Hill, Hindhead

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issue 3 / 2015

riverside path is picked up. Here begins a lengthy ride next to the Thames.

HISTORY IN THE SUBURBSSadly, the day was a dull one. Sun, at least a little of it, is a requirement for a perfect day by a river. Equally, the locks, boatyards, scullers, rowers and cruisers hold the attention. As the river meandered – NCR4 is not a bee-line – so the wind cut across me or pushed me along. The odd drizzly shower rushed by. The rowers on the choppy water were having a hard time into the wind.

Surfaces varied a good deal, but steady progress could be made with little rattling of the nuts and bolts.

Despite the often uninspiring suburban landscape, recently the sad scene of so much flooding, this is an area steeped in our national history. Runnymede, where Magna Carta was sealed, had been left behind. The

next river crossing was at Chertsey, once the site of an important abbey. The dilemma of this area is summed up, for me, by the approach to the graceful Chertsey Bridge. Its white arches spanning the grey river were backed by some flats, probably expensive, but of a design so unusual that you could marvel at either their novelty and beauty or the mind-set of the planning authority that thought them suitable.

THE GREAT AND THE SMALLIt must be said that the route flowed nicely, though it twisted and turned a good deal and there was nothing especially to attract my eye. At the time I was more than happy to have a peaceful, signed

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Village cricket, just don’t run over the next man in

route through an increasingly urban area. Skirting Weybridge, where the Wey joins the Thames, one reaches a junction with the pillars of a stately gateway to a once stately park of a once stately home; those aristocrats certainly new how to make the most of their real estate during the housing booms of the past. Numerous “parks” are marked on the map, all of them covered in houses.

Just to the south of Weybridge is St. George’s Hill, now developed with housing, but once the ‘waste’ where Gerrard Winstanley set up one of the colonies of Diggers or True Levellers in the mid-seventeenth century. Believing that the earth was a treasury for all people, not just the wealthy landowners and yeomen, he and his followers built shacks and attempted to live communally.

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BROOKLANDS AIRFIELD IS NEARBY, TOOBefore long, the cyclist can pick up the Thames again. Sections of NCR4 around Walton-on-Thames were fairly rough and care was needed amongst the families cycling or walking or playing. This is not a problem.

Though the area has plenty of green spaces, one is never far away from a sizable town. Yet, a quick look at the map showed how close I was to where I had been the day before. The North Downs were just an hour or so south.

I considered ringing the bell at the Hampton Ferry, but continued to Hampton Court Bridge to cross the river again. There were crowds, as one would expect, visiting this famous site. Nearby, is Bushy Park, which would be more famous were it not next to one of Henry VIII’s favourite haunts. It was here, too, that in 1642 Charles I was defeated at the Battle of Brentford and lost his only chance to recapture his capital from the supporters of Parliament.

The going was good, though the crowds around Kingston Bridge and the need to zip through Kingston-on-Thames town centre took care. NCR4 re-joins the Thames path as far as Teddington Lock, where the Thames ceases to be tidal. It then cuts a corner, a big

corner. Heading into Ham, a village with its own identity, to cut across Ham common and enter Richmond Park.

Richmond Park is an oasis of countryside in the suburbs. In reality it is a burst of the sort of heath that has been preserved from development. Deer roam within its walls, cyclists pedal its metalled tracks, walkers stroll, families play; cars are not absent, but they are very much second-class citizens. On a dull afternoon, some of the vistas appeared ominous, until one looked up and spotted the rim of urbanisation that lines each horizon. The impression left on me was that I had been somewhere remote in a crowd of people and, on leaving the park, was surprised by how busy it seemed when the cars reappeared.

One could have gone via the Royal botanical Gardens, at Kew.

Short sections of road through Barnes, brought me to the London Wetlands Centre. That such a place existed was a revelation to me. A short stretch along the Thames path, passing Fulham FC’s Craven Cottage ground, eventually brought me to a halt amongst the crowds heading for the match.

PUTNEY DEBATETo ride on into London or to get the train? A brief

Ring for service, Hampton

issue 3 / 2015


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InformationMaps used were OS 1:50 000 sheet 175 and the old NCR4 route map produced by Sustrans. More up to date maps of NCR4 and other relevant routes could be found at www.sustrans.org.uk/shop and other specialist map sellers.

Grand entrance

Bikes at Waterloo Station

debate took place, silently in my head. Time was pressing on and I did need to get a train home.

NCR4 goes into central London, passes many famous sites and I don’t mind cycling in London. Lots of people enjoy it, though as a stranger I find that it helps if you have a pretty good idea of what lane one should get into. On the other hand, I wanted to take a quick look at look at the church of St. Mary the Virgin, where the army generals, including Oliver Cromwell, debated with the Levellers in the days after the defeat of King Charles I. How far should political change go?

The result of my debate was more easily arrived at, though of less lasting significance. Before long I was loading my bike onto the train, along with a number of other cyclists. Seems that Putney is something of a start and finish point for inner-city cyclists heading out into the country.

SUMMARY … OF BOTH PARTSHaving cycled in many places and with a preference for the countryside, the final day of my tour, taking me into London, was always likely to receive a mixed reaction from me. There’s no doubt that several days could have been spent visiting the numerous places of interest on, or close to, my route. Equally, had a bit of sunshine deigned to poke through the cloud, the scenery would have taken on a very different look. I enjoyed it, but may not rush back. On the other hand, if I lived in the area, I’d know things better and would, no doubt, leap at the chance to link up green spaces on a route that offers

good continuity.As for the previous couple of days, I have to say that

Kent, Surrey and Berkshire had done themselves proud. Large towns and proximity to London makes for a different landscape and road conditions compared to more remote areas. Different, not worse; I look forward to the next time I crest the North Downs and look across the Weald. SDC

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Fed up with cycling with the kids and getting little to look at other than the scrubby banks of a railway cutting? I know what you mean. There are, however, great traffic free cycle routes

in spectacular situations all over Great Britain. Add in some there are sections of quiet road, a few mountains, forest tracks, deep lochs; the Trossachs possesses some of the best family cycling to be had … and for such a mountainous area it has something to offer those of all ages and strengths. There genuinely is something for everyone.

BLETHERSo, we started with a two family ride. The youngest child was five and stoked the kiddie-back tandem. This was a functional, but enjoyable ride for our campsite at Cobleland, just south of Aberfoyle, to Kinlochard. A

but especially for those who want some spectacular cycling for all the family. Stephen Dyster, family and friends explored the most southerly of the Highlands.

The Trossachs for KidsOf all ages

Kenilworth, the Abbey Fields

On the Kelty Bridge near Barbadoes

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round trip of about thirteen miles of which some nine were on-road, to check out a watersports centre and see if the highly recommended Wee Blether Tea Room was as legendary as we had been told.

A well-surfaced rail path runs from Cobleland to Aberfoyle. Traffic free, the only likely problem is encountering pedestrians, sightseers on coach trips staying overnight at a large hotel. Wandering down to Aberfoyle, give them a cheery greeting and take care of them; they may not be completely awake.

The rail path emerges in a car park with touristy wool shops. This was, presumably, the station yard. Aberfoyle is a functional village with butchers, supermarket and post office as well as a tourist centre with full-range of cafes and gift shops. Expect traffic during the day, though in the evenings there seemed to be very little about.

A right and left at the end of the car park took us onto the B829. This is a long cul-de-sac, but its two dead-ends

for cars are at Stronachlachar, on Loch Katrine, and inversnaid, on Loch Lomond. Both attract motorised and pedal-powered visitors. Though the traffic was never heavy by the standards of almost anywhere else, the road twists and turns, narrows and widens, so it is one for a confident and skilful child on a solo. There is only one real climb on the way to Kinlochard, just after the magic starts.

Loch Ard proper is prefaced by a narrow inlet surrounded by forested slopes. A short climb over a spur brings a descent to the loch-side. From here the ride is largely flat, though a strong south-westerly would prove a challenge. The magic for a young cyclist new to this kind of cycling is the expanse of a highland loch whipped by the wind, or glinting in the sunshine. Distant peaks appear, though some might find the conifer coated hillsides of Loch Ard Forest rather unattractive.

Not too heavily loaded, but the barriers

Cobleland

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BEYOND BLETHERWhilst we returned the way we had come on this occasion – having found that the Wee Blether was worthy of its legendary status - it would be easy enough for a moderately fit family, probably with keen children over ten (this is always the parents call dependent on their knowledge of the child), to cycle over to Stronachlachar. There’s a lengthy climb past Loch Chen to the summit of the road – one passes Teapot on the way, but don’t get over-excited – though the total climb is only 130 metres or so. The road is typical highland single-track, so a bit of care is needed. However, the reward is a taste of wilderness as the forest is left. On a half-decent day the views from the head of Loch Arklet are superb and wild enough to make a young rider marvel at where a bicycle can take you. Turning right at the junction takes one to Stronachlachar, where there is a tea room at the pier. This was a thirteen mile trip from Cobleland campsite.

ALONG LOCH KATRINEAs a there and back of twenty-six miles, this would be enough for my son - an energetic nine-year old and a proficient, enthusiastic cyclist – for a moderate trip. The options from Stronachlachar would have been to get a lift back or to continue round Loch Katrine on the Water board road and get a lift at Trossachs Pier. The general public cannot take their cars along here, but residents and the waterways workers can. Don’t expect to get a

Damp ride at Kinlochard

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ferry to Trossachs Pier; bicycles are only carried on the outward journeys, probably to avoid the overcrowding made likely given the number of people who hire bicycles at the Pier only to find that riding all the way to Stronachlachar and back is a bit more of a mouthful than they can chew.

Stronachlachar to Trossachs Pier on the road is some twelve and a half miles, not of the easiest. There are some steep hills especially in the middle section of the loch. This would make a challenging there and back ride for a fit youngster. An enthusiastic teenager would cope well, but the expressions of surprise from some of the families out cycling from Trossachs Pier on hire bikes suggested that they were finding parts quite tough. Loch-side riding, as the experienced know, is rarely flat and easy.

Rob Roy McGregor was born at Glengyle on the north-western shore of Loch Katrine and there is an atmospheric burial ground nearby. Much of the area has associations with Rob Roy, whom is buried at Balquihidder a little way off NCR7.

ROAD, TRACK; TRACK, ROADNCR7 provides a route, much of it traffic free from Cobleland campsite to Killin, via Callander. It is also possible to use a spur route to reach Trossachs Pier. The route through Achray Forest (part of the Queen Elizabeth Forest Park) on the face of it offers a good alternative to the A821 Duke’s Pass. Undoubtedly it proved to be an entertaining and interesting ride. Typical forest cycling – especially if you drive up to the car park with the kids.

Older, more experienced, children and teenagers may well prefer the Duke’s Pass from Aberfoyle. There can be significant traffic, though I never saw much, and sections are steep – the climb immediately out of Aberfoyle on-road on NCR7, for example. However, those with strong legs and good road awareness should not be put off. It is not as if the ride through the forest on NCR7 does not require strong legs. Good handling is necessary, too, due to loose surfaces. Nor is the latter route totally traffic free, sharing some sections with a forest drive. The views form both are good, with mountain tops and lochs featuring as much as one would expect. The choice is yours, if you wish to head that way. Though traffic was generally light on the A821, there were wandering pedestrians - probably on coach trips based at the Loch Achray Hotel - all over it at times. I have to admit to finding it rather charming that people can wander round marvelling at the scenery in such a relaxed way despite being on a main road. I am happy to share it with them, but remember most are not paying attention to the cars, let alone you. The coaches that bring them can un-nerve even experienced adult cyclists when they emerge around a sharp bend on the Duke’s Pass.

NCR7 enters Queen Elizabeth Forest Park, above Aberfoyle

NCR7 in Glenogle

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CHOICESBetween Loch Achray and Callander a similar dilemma presents itself. The A821 is far from a bad road, along which I saw a large number of cyclists. Less experienced and less confident riders are better off following NCR7 along the south shore of Loch Venacahar. The views are better, though the track is, in places, rougher than one would wish. It does not have any major climbs and is certainly the way I would take the kids. It can be accessed by following NCR7 or from the A821 as it descends to Loch Achray or along a surfaced road near Brig o’ Turk that becomes a track after crossing the Black Water. There’s a good café at Brig o’ Turk. Incidentally, the road north at Brig o’ Turk is the starting point for a fabulously energetic MTB ride around challenging Glen Finglas.

NCR7 joins the main road to cross the River Teith at Callander – a town with all facilities – and a friendly campsite – before turning away from the town centre and becoming traffic free. There’s a large family friendly inn near the crossing of the A821 near Kilmahog.

CALLANDER BOYThe section of NCR7 north of Kilmahog is especially suited to young children. Amongst our party was a five year-old. Wanting to cycle on his solo, the traffic free

route that runs past the Falls of Leny and along the shores of Loch Lubnaig suited perfectly. The route has a gentle gradient amidst spectacular scenery, giving little legs the feeling of wild cycling. He comfortably made the café at Strathyre and back, returning to camp tired but having experienced the wonders of Highland cycling.

For the more ambitious youngster, NCR7 up Glenogle provides a fine ride. Descending to Killin and returning the same way offers a different challenge. We started from Kingshouse, on the A84, with a cuppa in the Mhor84 Motel – formerly the Kingshouse Hotel. There were several Kingshouses in the Highlands, state sponsored inns providing accommodation in wild places, easing the movement of government officials and other travellers about the country.

OGLEWe could easily have started from Strathyre without adding too much effort to the journey. A good deal of money has been spent on opening a traffic free route alongside the main road from Strathyre. This negates the longer original NCR7 route via Balquhidder. Even so, I would consider the latter the preferred route for scenery and interest; a ride through the pine-scented woods, Rob Roy’s grave, a glance at Loch Voil and a cuppa at the Carnegie Reading Room and Library Tea Room. Andrew Carnegie, a millionaire endowed

A busy main road by Loch Achray


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Drymen green

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numerous Scottish libraries, but not this one; it was paid for by David Carnegie, a local landowner.

Whichever way you go, the traffic free ride north runs through a mixture of landscapes. One especially entertaining section wiggles through mixed woodland, but the glory of the ride begins after a steep zig-zag that links two former railway lines. A continuously easy gradient then runs all the way to the summit of the pass, ever more inspiring views on three sides.

For a young rider this makes an inspiring first mountain pass, though the truth is that the climb is neither difficult nor high, compared with many. Riding down the forest tracks to Killin offers a different challenge with typical forest track surfaces. After picnicing at the Falls of Dochart, visiting a café and

the visitors centre, the climb back over the pass is yet another learning opportunity. In this case a lesson in climbing on loose surfaces on a road bike and the benefits of steady cadence and low gears rather than raw power.

The ride back is just as good. Once again, the sense of achievement for the youngest rider was especially rewarding, though Mum was pretty pleased, too.

ACROSS FLANDERSTo the south of the campsite at Cobleland were two signed cycle routes; NCR7 heading to Drymen via Gartmore and an alternative route that gives some traffic free riding to Gartmore – a rather long way round with some rough, rutted surfaces – or towards


THE TROSSACHS

Buchlyvie across Flanders Moss. The old railway line to Buchlyvie has the full gamut

of surfaces generally encountered on such traffic-free routes. Younger children will need to be careful in places, but be prepared to persevere as the long views ahead are excellent, the Fintry and Gargunnock hills rise sharply and have a continuous scar. In England they would be regarded with far more respect than their proximity to the Highlands generally allows them here. Well worth exploring on another long weekend.

Having spent a few moments in the role of “swineboy”, cycling behind a herd of pigs, driving them to their new pasture, whilst I hummed the theme to The Big Country, my way ahead was empty and straight. The contrast between Flanders Moss and the hills that

lie fore and aft is remarkable. Many of the roads around here are straight, too. There isn’t much traffic but some drivers like to treat them rather like Pendine Sands.

DRYMEN AND GARTMOREThe turn to Gartmore, on the traffic -free route, is to the north of the bridge across the Kelty Water, near Barbadoes. The track is rough and gets worse until a sudden improvement brings riders to the road to Gartmore.

The name “Gartmore” derives from the village’s role in the livestock trade between the Highlands and the lands to the south. The “Great Fold” was developed by the local landowner as a market and meeting place with services and security thrown

NCR junction at Gartmore

National cycling hero, James Starley’s monument, Coventry

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in. It is an attractive village with inn and shop at its centre and on the days I passed through shone in that blinding sunshine that follows a hefty shower of rain. The view east took in the Wallace Monument near Stirling.

Cobleland is down a short, steep hill from Gartmore. Drymen is further away along a narrow road with sweeping climbs and magnificent views to both sides. From Drymen NCR7 heads on to Balloch, but turning onto the B387 and following it for about four miles brings one to Balmaha, an altogether quieter

resort on Loch Lomond, where the banks genuinely are bonnie. From Cobleland to Balmaha, by road, and back was about twenty-four miles.

Thus, amongst spectacular scenery, we found plenty of routes suitable for an enthusiastic cycling family. There was also plenty of cycling for a family with a much younger child willing to mix solo and tandem. With lots of non-cycling activities and a vast array of cafes, the Trossachs definitely can be for kids. Parents might even get away for a longer ride, but that’s another tale.

NCR7 north from Drymen to Gartmore

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notes:We stayed at Cobleland campsite. This is a Caravan and Camping Club site that operates under the Camping in the Forest banner. It is beautifully situated on the banks of the Forth – watch out for footballs going in unless your spouse enjoys a swim which, fortunately, mine does; earned us a bottle of wine from the grateful parents of an upset child. Rangers provided activities at the weekends, mainly for children but not exclusively. The site was generally very quiet, even when busy, though one morning saw a large number of Duke of Edinburgh’s Award participants getting up rather noisily. Despite that the site can be thoroughly recommended.

www.campingintheforest.co.uk/scotland/cobleland

www.campingandcaravanningclub.co.uk/ukcampsites/camping

There are numerous other accommodation options to suit all pockets and preferences.

Bike hire is available at Loch Katrine http://www.katrinewheelz.co.uk/

Callander http://www.wheelscyclingcentre.com/ and http://www.cyclehirecallander.co.uk/

The Wee Blether Tea Room, Kinlochard, has the potential to disrupt any attempt at a personal best not involving the most cake eaten by a cyclist or party thereof. There are numerous others, some of which are mentioned in the text. You will not have a problem finding refreshment, especially in season. Out of season may be harder. There are too many cafes for even the most leisurely of cyclists to sample in a few days. Apart from the aforementioned, there are good cafes in Drymen, Aberfoyle, Stronachlachar, Trossachs Pier, Callander, Brig o’ Turk, Strathyre, Queen Elizabeth Forest Park Centre, Balquhidder, Kingshouse, Killin, Lochearnhead,

The routes we followed can easily be found on the 1:50000 OS maps 51, 56 and 57. You might like to get a bespoke map from www.ordnancesurvey.co.uk/shop/custom-made-maps.html However, even putting Callander at the centre of the map does not get everything on. In any case, you’ll want to go back.

Maps of NCR7 and other cycle routes are available from www.sustrans.org.uk/shop

Information on forest cycle routes is available in a number of places, for example http://scotland.forestry.gov.uk/forest-parks/queen-elizabeth-forest-park/loch-ard

Issue 3 / 201522

FLIGHT OF THE PHOENIX

PhoenixA

fter fifteen months of sunny days, a hairline crack appeared in my beloved, though distinctly unoriginal, 1955 Holdsworth Zephyr’s bottom bracket shell. Initially manifested

as an oily stain that vanished given a quick furniture polish blow-over, said scourge returned on successive outings, confirming the need for structural surgery. Hardly the greatest trial in life perhaps, nonetheless time and disposable income were in pitifully short supply, so he hung patiently in my workshop for three whole years while I weathered some difficult storms.

Flight of the

Serendipity struck in the guise of an email from Ryton based Lee Cooper, generously offering to take a closer look. I didn’t need asking twice. That weekend components were stripped and the frame’s grimy, moth-balled patina spirited away using a particularly concentrate, yet surprisingly gentle foaming bike wash. Forty eight hours and 120 odd miles hence, we’d arrived at Lee’s workshop.

Welcoming us with a warm handshake Lee is immediately likeable, extruding genuine humility, earthy eloquence and wry wit typical of those who served traditional craft based apprenticeships. Surveying the damage, Lee suggested his approach would depend

Oldie but Goodie: Lee Cooper and friends bring Michael Stenning’s 1955 road path frame back from the brink.



on how frequently I was planning upon riding it. Sunny days plaything or otherwise, it quickly became apparent that shell replacement was the most cost effective solution - filling the crack with brass might suffice but should problems reoccur; time, money and new paint would’ve gone for a burton.

Having established my intentions toward serious mileage with competitive time trialling thrown into the mix, he deftly conjured a seemingly identical unit from thin air, apologising that it wasn’t absolutely authentic! This was in stark contrast to my delight - while having a phenomenally strong emotional bond with said frame; life has taught me that period sensitive is often the healthier side of perfectionism. Peering inside the damaged shell confirmed those plain gauge 531 tubes formed an almost interference fit, introducing further complication but nothing fiendishly problematic.

STAGE 1: EXTRACTING THE ORIGINAL SHELLThe first step requires placing the frame on his jig so as to hold everything correctly when brazing the new shell in. Lee cut the damaged tube into sections using a hacksaw, whereupon it can be removed in one of

two ways. Cold is arguably the purist’s choice since there’s absolutely no risk of compromising a frameset’s metallurgical integrity. Introducing bottle bosses, chain/pump pips and similarly modern touches has always been tempting but resisted on these structural, rather than aesthetic grounds. However, Lee opts for the faster “hot” technique, which involves greater skill;

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judiciously softening the brass using a consistent, torch temperature throughout. Knowing the precise moment to extract the scrap shell from its adjoining tubes is crucial.

STAGE 2: CLEAN UP & REUNION Liberation successful, residual brass slag is filed from the adjoining tubes and subsequently smoothed flat using 60/80 grit emery papers. Lee turns his attentions to reaming the new shell’s seat and down tube sockets before reintroducing corresponding tubes. This process and alignment are considerably easier using his jig. Satisfied everything iss bang on, he dresses the joins in flux to prevent oxidisation (corrosion) of parent metals during brazing/silver soldering.

Once checked, tubes are tacked in situ to counteract potential heat-induced misalignment before brazed proper and left to assume room/air temperature naturally. Artificially accelerating this latter process would weaken the joint, potentially inducing failure.

STAGE 3: GRAND FINALEReinstating the mudguard bridge, Lee confirms absolute accuracy on his jig once more and cleans the surrounding area and threaded sections ready for refinishing. Cost implications for a traditional steel frame are around £110, though unusually he’s willing to tackle contemporary TIG welded chassis, which are by nature more labour intensive. Even with Lee’s finely honed skills, extracting the wounded shell commanded an hour, with subsequent clean-up/reunion taking labour to the six hour mark. Sentiment aside, arguably such work is only viable on framesets with a retail value of £250 upward when the price of refinishing’s taken into account…

PAINTObviously, introducing heat of this intensity has

catastrophic, localised effect upon the existing paintwork, leaving the frame unsightly and vulnerable to corrosion. While an extremely competent enameller, these days Lee prefers to concentrate on fabrication so I sought the expertise of Maldon Shot blasting and Powder Coating who undertook the initial RAL5012 reinvention some five years previously. Technically, I could’ve asked them to blast the scorched region before retouching it myself using several coats of marine primer followed by matching hobby type enamel. However, this would always look second rate and I wanted a different shade to signify a new, positive chapter in our lives.

PREPARATIONWhen properly applied, powder coating’s justly revered durability means the frame must first marinate in an alkaline stripping solution. This is particularly important when tackling aluminium framesets that would otherwise be wrecked, even by sympathetic media. Speaking of which, having rescued the Holdsworth from their sinister looking Methyl Chloride tank (diluted with water to prevent evaporation and said ingredient’s nastier, carcinogenic persona breaking free); Chris heads for the gentler iron oxide cabinet and focuses first upon tidying the bottom bracket/chainstay region before progressing methodically to remove all trace of pre-existing finish and filler.

Thinner stove enamel and acrylic finishes can be dismissed in around three minutes but to achieve the slightly dimpled, gleaming effect necessitated ten. Pre-existing, superficial denting can either be addressed using brass, or in this instance Metafil, which smoothes flatter than thermal putties but still demands thirty minutes oven curing at 200 degrees. Perhaps unsurprisingly given its age, there’s some tell-tale pitting caused by previous corrosion, many years before

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entering my ownership. This is too fiddly for filling but Chris takes it on another tour of the ultra-fine glass bead cabinet to remove anything that might bleed through the topcoat.

Many job-lot (as distinct from project finishers) cut corners, attempting to disguise dents under heavier, localised applications of powder but such practice usually has the opposite effect and is responsible for the misconception that powder has an ‘orange peel’ effect. Traditional fillers are intended for cooler ovens, thus will explode ruinously through the lovely new livery during curing (often ruining others in close proximity) so mustn’t be used. Finally, the bottom bracket shell and mudguard eyelets are masked/ plugged to ensure effortless refitting of components.

PRIMERChris starts applying the zinc phosphate primer, which offers similar levels of protection as old fashioned chromates but without the potentially hazardous implications for sprayer and wider environment. While properly applied powder coating will resist a hammer blow, forgoing primer leaves the metal beneath vulnerable to moisture damage, say from a stone chip,

which can cause corrosion to wreak havoc unnoticed, until the topcoat begins peeling away…

Satisfied of even coverage it enters their “tunnel of love” for ten minutes whereupon it’s ready for the main colour coat. These days, we’re pretty much limited only by our imaginations and to some extent budgets. Contrary to popular lore, it’s always been possible to achieve tricolour effects by spraying two-pack atop but these days; the same is possible with two powder colours e.g. chrome effect rear triangle and ‘Rosso’ red main.

COLOURWith this in mind, Chris invites me to select something decidedly flamboyant but while frames of this calibre are certainly worth the outlay, I was eager to avoid specialist cost implications, let alone anything too alluring to the light fingered. Another helping of RAL 5012 (sky blue) was my default, though further reflection prompted a subtle change in favour of RAL5024 (pastel, sometimes known as “French” blue). Being an electrostatic process, there’s no wastage and five minutes later it’s ready for another ten minutes oven curing.

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At this juncture decals can be added and sealed under a two pack lacquer. I’ve toyed with the idea of having my name emblazoned along the down tube but experience suggests concours restorations attract the wrong sort of admiring glances.

Even without a top coat, the fresh livery is incredibly hardy and will remain beautiful for many years but Chris humours me, agreeing to an acrylic. Unlike polyester blends, these cannot be applied to hot surfaces, though won’t craze or discolour so the Holdsworth is left standing for twenty minutes. Propelled from the gun as a white solid to ensure even coverage, it oven cures to a clear state given ten minutes at 200 degrees.

COST IMPLICATIONSGenerally very sound, the Holdsworth also needed its steerer tube facing, which adds another £15 or so to proceedings while additional preparation and lacquer brings the paint bill to approximately £70 plus VAT.

AFTERCARE, MODIFICATIONS & A FEW WORDS ABOUT OLDER FRAMES GENERALLYHeadsets and head tubes are vulnerable to improper installation and since being permanently deprived of my rather nice Czech made workshop press, it’s a task I outsource to trusted shop mechanics. Lee was kind enough to reset the rear spacing to 120mm, thus modern road/track hubs slot straight in and thankfully 27.2mm seat tubes are one of two industry standards, thus there’s no shortage of high quality aluminium, carbon or even titanium models to choose from.

Popular misconception suggests all 531 frames sport this diameter, when in truth it varies and simply

reaming to suit can cause catastrophic structural failure, especially on 531c. Therefore, consult a reputable frame builder and never try cajoling them into doing something they feel uncomfortable with. A helpful machine shop may be willing to reduce an aluminium post’s diameter, though irrespective of their skill, this will invalidate any warranty. I’ve opted for carbon but some riders want to retain original fork blades while taking advantage of stiffer modern cockpits.

Quill to Ahead adaptors are cheap but can funnel rainwater inside head tubes resulting in component seizure. Another option is to replace the original threaded steerer for thread-less. This only applies to ferrous forks and isn’t without complications. Crowns can obliterate and obviously its curtains for the existing finish. That said, Lee can conduct such from £35. Older frames designed for 27inch wheels can also present challenges.

Running a single stopper and 700c fork overcame this by default but someone looking to modernise an older touring/cyclo cross frame may need to factor cost of moving cantilever posts and cold setting the rear triangle into the equation. If frame(s) in question



are unknown quantities, it may be prudent to have the livery blasted and a good shop/frame builder assess its overall structural state/alignment before commencing any reconstructive work/alterations. Some tubing is particularly susceptible to hydrogen embritlement and it’s been known for electroplated sections to disintegrate upon immersion in methyl chloride tanks on account of residual acids originating from the chroming process, eating said tubing inside out.

Just as smoking isn’t guaranteed to induce cancer, metal frames whether thin walled manganese molybdenum, magnesium or aluminium benefit from some corrosion inhibiting potion sloshing around their inner sanctums. ‘Framesaver’ and similarly sophisticated aerospace formulas that supposedly cling to their host on contact are very efficient and used sparingly will treat 4-5 frames. My preference is for old school wax based types popular in automotive contexts, although admittedly these are somewhat medieval, messy not to mention extremely flammable, so should only be introduced outside in garages/outbuildings away from naked flames/sources of ignition.

Having stored the frame at room temperature for several days, I pop it outside in my work stand, leaving the prep’s container in a bucket for five minutes or so contents assume a liquefied state. Warm, summer weather makes this process so much faster-simply pour a little inside the seat tube (using a funnel prevents waste) before slowly rotating the frame for comprehensive coverage.

However, being November things are more reticent, so I judiciously warm the bottom bracket shell, head and down tubes using a hair drier to aid circulation. (Two capfuls of 10w/40 motor oil chased through with WD40/GT85 or similar makes a very reasonable substitute).

While not essential, touring and training frames might benefit from having a drain hole drilled into the shell’s underside, allowing moisture to escape. Ideally

this should be performed by a frame builder during other work, or a competent shop mechanic. Some people advocate plugging drain holes with plumber’s mastic/similar but such is counterproductive and could induce precisely the internal corrosion it was intended to prevent.

Seized components are another common problem and require careful exorcism-some people advocate melting aluminium seatposts/stems out but temperatures involved threaten their host’s integrity. High power release sprays (Plus Gas etc) are a much better bet, caustic soda sounds drastic but is cheap and won’t eat ferrous tubesets. SDC

Sincerest thanks go to Lee Cooper (leecoopercycles.webs.com) and Maldon Shot Blasting & Powder Coating (http://ctc-powder-coating.co.uk/) for their phenomenal skill and generosity of spirit employed in the restoration of my treasured frame.

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THE WESTERN FRONT

Embarking on a tour of the Western Front in aid of the ABF The Soldiers’ Charity, in the company of serving soldiers,

territorials and retired military men and women of all ranks may be bizarre behaviour for an anarcho-cyclist, but, off went

Stephen Dyster and fifty-four others – under the command of Colonel Richard Hackett (retired) and Charlie Bladon (not

retired), of Green Jersey French Cycle Tours

Wheeling Down the Western Front

Organised cycling? Whilst perfectly capable of obeying rules, sticking to someone else’s route – with the exception of Audaxes – presents a problem for me as I have a distinct urge

to go where I wish. In any case, the research before a major tour is a healthy portion of the fun. Thus it was with some trepidation that I decided to join

Part One: from the start to the beginning

a ride from London to Compiegne via Calais and Nieuwpoort.

From a personal viewpoint riding three hundred and fifty miles in five days did not seem an especially tough challenge, though I acknowledge that it was a great challenge to others. Being a moral sort, it struck me that raising money should require a challenge, so my chosen mount was a Pashley Roadster Sovereign with

The noble Pashley Roadster Sovereign, out training in Staffordshire

viciously sprung saddle and a three speed hub. Just the sort of thing my Grandfather, who was injured near Ieper (Ypres) would have recognised as a bike.

My training had been a bit limited, however, and arriving for the appointed start time (06.00 at Wellington Barracks) did little to allay concerns that the Pashley would struggle to keep up. Fortunately, even those on flying machines were keen to downplay their likely performance. There were a few names I knew

form pre-ride Facebooking; Simon Ward, John Jones and Mal Jones. They had stayed the night at St. Paul’s YHA, as had I. Other accommodation ran from nearby budget hotels - if there is such a thing in London - to the United Services Club and the Barracks itself.

Amongst the Heavy Brigade – bicycles that is – (one retired officer - with lightweight bicycle - a very good cyclist, who enjoyed lunch immensely, did proclaim at the end of one day that, “The legs are fine, it’s

The Guard’s Memorial, 05.30 on the first day

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sevendaycyclis t.co.uk

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this bloody big belly that’s a disgrace.”) – was Andy Zurowski, one of a clutch of riders from Banbury. Ex-Royal Electrical and Mechanical Engineer, his bike, as one might expect had been modified to suit his love of steady touring. Twin headlights flanked his bar bag and one just knew that he was the chap to have around for a roadside repair that would last.

Setting off in waves, with a view to escaping London without having to battle the traffic, the route was a joy and the cycling remarkably unhindered by other road users. Heading round the Albert Memorial, past Trafalgar Square and down the Old Kent Road was a breeze. Whilst it was a while before countryside was reached it was gained with only the occasional busy junction.

The transformation was sudden. The B258 from St. Paul’s Cray to Crockenhill has not gone down in legend so far; but on it was a tractor; lining its unkempt verges were hedgerows; and there was barely a dwelling until the village was reached. So, it was into Kent and on to Dover.

Easier said than done; the beauty of Kent’s countryside comes from its wooded valleys lined sporadically with pretty villages. Going against the grain is not easy and the grain is not easy to follow. The first

example of the coquettish Kentish hills was a speedy descent to Eynsford on the river Darent, where lay the first feeding station.

This was something I was looking forward to. Eynsford as an introduction to Kent can hardly be bettered. The clear Darent runs by the roadside past clapperboarded houses to a ford. Feeding stations are a novelty to the anarcho-cyclist. This was a level of organisation met before at intervals on rare sportives and on rides organised by charities. The signing-in and out, the chatter about how people are “finding it” does not fill me with glee, usually. However, with a slice or two of Mrs. Bladon’s cake to aid socialisation I began to feel less curmudgeonly. “How’s the three speed?” “Good route out of London, wasn’t it?” “Nice cake!”

Well the cake and the route had clearly passed the test with flying colours. On the other hand, the Pashley was about to get its first real challenge. Would three speeds, when pushed by a middle-aged man with a good store of brawn and a fragment of technique, be sufficient to deal with the gradients which would be a frequent landscape feature all the way to the coast?

Well, it was not easy, but typical initial steepness gave

Helen crests Basted Hill

Eynsford, quintessential Kent

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way to a gentler crest and a rooftop ride along a narrow lane with distant views over golden fields and summer-green copses. On the way up some of the Light Brigade went past, but I did manage to overtake one cyclist; a polka-dot-jerseyed lady. This turned out to be Helen McMahon, retired from the army and on her first long-distance bike ride.

Meeting a little further down the lane during a brief and rare disagreement with the route card, we pedalled on together towards the next feeding stop at West Malling. Helen said that she was confident of completing the distance; “I have the attitude and mental strength from running, as well as good basic fitness. I think it might be tough, but I’ll see how it goes.” She added that she was pleased that there was someone who had maps and knew a bit about cycling and might be able to do the odd repair. Apparently she meant me.

There is no doubt that finding the way would not have posed a serious problem, though people new to cycling often feel that getting off the beaten track means getting lost. Truth is, unless one has a pressing deadline or is tiring, getting lost rarely matters. As for repairs, well, if you are on the route on this kind of event, there’ll be a wagon with a mechanic about. If you get lost, then there’s the mobile phone – signal permitting.

In any case, the sun was shining as the route wound up and down the contours through woods and hidden hamlets sitting by streams overlooked by aged churches. There were jokes about Basted Hill, after we had ascended. This was highly enjoyable touring. Trouble was that, at the back of the mind, was the

thought that there was a ferry to catch. Along the way we passed within a few hundred yards of a Roman Villa, ruined abbeys and towers with names written on the map in enticing gothic script. Getting the mileage done was important today, so stops were kept to a minimum.

West Malling is a busy little market town. On a normal touring day it would have been explored; St. Leonard’s Tower (Norman keep built by Bishop Gundulf, who also built Rochester Castle); the ruins of St. Mary’s Abbey, associations with Charles Dickens and Guy Gibson and a few cafes. On this trip, West Malling was a feed stop and little more. That is until Colonel Hackett (retired, but still every inch the leader) enquired “how are you going” and invited me to have a banana.

I suspect that the ability to assess people and inveigle them into doing things is an essential quality for Colonels, especially those who, in the absence of Queen’s Regulations, have only flattery and bananas as inducements. In fact, he introduced me to Andrea, who was joining the ride here and cited my experience of cycling as a good qualification for ensuring she got the hang of things. Needless to say, Andrea, who had done some charity rides before, soon got the hang of the route card and finding the right way, being perfectly capable without my input. However, on the second day of the ride, Andrea, Helen, Andy and I fell in together and rode much of the rest of the trip in that formation; mutually supportive, checking navigation, offering advice on food and stopping to look. Yes, we got a reputation for being last home, but we made the most of the day, stopped and looked, and never missed dinner

En route from Calais

Saints and sinners, Mevagissey

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completely, whilst often being the last out of the bar in the evening. Apparently, we formed a “brick”.

On we went, over the Weald, before crossing the Stour and climbing into the folds of the Downs. A deluge made the going unpleasant for a while, and the air cooled as the sea-breeze pushed the showers inland. By now, we were all looking forward to getting to Dover. There is a long descent to the port, but first we had to climb Creteway Down.

The road up is deceptive. It appears to be long and steep. It is not long. A division of the Light Brigade, assembled waiting to cross the busy A260, were debating whether the ascent was the right one. It was, so the Pashley advanced, soon rising to the trot and then to the gallop. The Light Brigade followed and many soon took the lead. However, I was immensely impressed by how well the good old Roadster had handled the hills all day long; relieved, too, that there would be barely a hill until the little climb to Wijtschate the other side of Ieper.

There was only time for a quick look at the Battle of Britain memorial before the long descent began. This could be done on the B2011. However, the route card made a short diversion closer to the cliff top. The view was fine as the shower-clouds passed close overhead. There were the ferries heading to France. Much as our ancestors had done in 1914. Fortunately for us we could

look forward to a few days cycling.The approach to Dover Port is busy, unpleasantly so

for the cyclist. There is a segregated cycle-path, but it is easy to miss and its destination unclear. All riders made it safely, apart from a couple who were directed by locals to Folkestone. Realising their mistake and that the long climb over to Dover would prohibit arrival in time for the ferry, they travelled on the shuttle through the Chunnel and were at the hotel in Calais shortly before us. They asked to remain nameless, but neither of them was Simon Ward. Getting lost rarely matters on this sort of ride – especially when the locals are to blame.

The second day was destined to be one of glorious sunshine. Rolling away after the morning briefing, our primary objective was to get to Nieuwpoort at the mouth of the River IJzer. There, amongst the holiday-makers of the North Sea Riviera, stands the demarcation stone marking the limit of the German advance; there, where the goose-foot locks, now overlooked by the King Albert memorial, were opened to flood the land and halt the German advance, began the Western Front.

We were all eager to get to the beginning! The pancake flatness of the land encouraged good progress, twisting and turning to cross ditches, dykes and canals. At one time running alongside a soup of algae that looked as if it had been stagnant since

Bikes in Bergues

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No further; demarcation stone in Nieuwpoort

King Albert looks over the end of the Western Front

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issue 3 / 2015

time began, at another by clear water shaded by willows, the Roadster turned out to be a tremendous vehicle for covering the miles on this sort of terrain. Get those twenty-eight inch wheels rolling and away you go in comfort and style.

Though undistinguished, this flat landscape dissected by waterways is certainly distinctive. And there was a big surprise for the morning feed station. I had never heard of Bergues before, but it is a gem. Clearly of strategic importance in the days of cannon, it has

low bastions hidden behind deep ditches and water defences, too. The feed station was next to a narrow canal or, maybe, it was a tree-lined river, just around the corner from the town centre. More cake; just another slice before the end of the start.

Much of the rest of the route was along fabulous segregated cycle-paths with traffic-light controlled crossings or small country lanes. The number of cyclists increased; all ages. Then, quite suddenly, the border was crossed (in best style, the first or last building was a bar)


THE WESTERN FRONT

and the outskirts of Nieuwpoort reached seemingly a little further on. Heading for the beach and lunch on a beautiful seaside day, we glided through the crowds enjoying the sand and sunshine. A little away from the feed station stood a grey stone pillar. The glaring sun and the buzz of the happy crowd felt incongruous despite the glorious sunshine of August 1914.

Next time the ‘brick’ rolls into Ieper and Arras, beer is consumed and the Pashley has a sprint. SDC

Andrea and camera on the border

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Winter riding is incredibly rewarding so long as you strike the right balance between comfort, cost and style. Clothing needs to keep you warm, protected from the rain,

wind, sleet and possibly snow but without feeling “boiled in the bag”.

Once upon a time, winter riding attire consisted of cap, wind/showerproof jacket, long sleeve jersey, base layer, gloves, fleece lined trade longs and race over/shoes. Indeed, I am commonly spotted in said guise. However, I’ve also fully embraced the more casual “socially appropriate” flavours that mountain biking and messenger sub culture have popularised this past decade or so.

HEAD, FACE & NECK30% of all heat escapes through our head, thus some form of headwear is imperative. Merino wool garments that wick wetness almost seamlessly, thus preventing nasty niffs are ideal.

Polyesters react to body heat; though only commence moisture eviction having reached a certain temperature. That said, more sophisticated blends are efficient, low maintenance and offer plenty of bangs for relatively modest buck. When the mercury plummets to single or minus figures, thermal types with waterproof membranes can be an absolute godsend but decidedly uncomfortable in milder conditions-especially if you’re blessed with a decent thatch.

In these contexts, I find waterproof trade-style caps such as these handmade by Gary Rothera brilliant for three season’s riding, offering excellent defence from rain, wind, chill and airbourne particles-without turning uncomfortably clammy like basic cotton can.

Gore Tex helmet covers are another extremely effective option on account of their impervious, yet breathable natures. Cheaper nylon fare is fine for occasional use-say in unexpectedly heavy showers but

Winter Wonderland: Destination SpringMichael Stenning looks forward fromthe depth of winter


TESTING TIMES

fit tends to be hit ’n’ miss, resulting in annoying flutter at speed, especially when a few helter-skelter descents are thrown in for good measure.

The “Buff” has spawned legions of imitators and is available in a bewildering array of colours. These are made from a seamless polyester microfibre material that protects against the elements and can be worn in a multitude of ways. There are also winter specific versions made from a heavier “Polartec” fleece fabric, although personally, I find these a little too toasty.

EYEWEARWe only get one set of eyes; hence it pays to look after them. My preference is for glasses with interchangeable (smoke, clear and amber) lenses, which cater for all conditions. Cheap but very cheerful models give change from £20. Amber are primarily to improve vision in low light but they can also boost mood on dull days – a definite plus, even if we wouldn’t consider ourselves seasonally affected in the medical sense.

Improved materials and UV protection tend to come with each price increment but never overlook fit. I’ve had budget pairs that have caressed my nose and ears faultlessly on day rides/weekend tours, whereas some £100 plus designs haven’t so try a few before making financial commitment. Prescription wearers are increasingly well served but obviously, these command something of a premium.

While availability of wallet-friendly children’s versions has improved quite considerably in recent years, machinist goggles can be bought for the proverbial song and arguably a better bet for younger protégé’s, especially those on tandems/tagalongs where windblast and flying particles can ruin an otherwise pleasant outing.

HANDS & FEETOur brain shuts blood supply to these regions first once cold really strikes and keeping these temperate can mean the difference between enjoying and enduring a near freezing cross town commute or longer outing with the chain gang.

GLOVESNow, there’s no definitive here – each design has their advantages and limitations – sometimes this is down to materials, others construction methods and individual preference. Price is a good indicator – cheaper offerings with acres of visible stitching usually aren’t waterproof.

Neoprene retains water and uses this to insulate the wearer against chill, which is really helpful when battling biblical rains in temperatures below 6 degrees. However, their clammy internal climate won’t suit everyone.

Similarly, belt ’n’ braces wind and water impervious versions with TPU linings capable of resisting full-blown (to the-cuff-line) immersion sound ideal but breathability can be decidedly pedestrian. Speaking of linings, check these are tethered to fingertips; else you’ll bring them along during every removal.

Aside from the obvious need for comfortable inner climates, command of the controls is paramount when things turn wet and slippery. Gender specific cuts aren’t simply gimmick. Women find men’s gloves too long in the fingers and broad around the cuffs. Gear changing/braking and indeed pocket rummaging dexterity are compromised, Mother Nature positively welcomed inside.

Old school leather palms have been superseded by low maintenance faux/Amara with silicone detailing for optimal purchase/control. Some are better suited to contemporary road Sti/ergo systems than others, which is another consideration for those who alternate between flat and drop bars.

Ulnar defending blobs have been derigueur for the past eight years or so but in practice some can

Winter Wonderland: Destination Spring

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TESTING TIMES

instigate precisely the discomfort they’re supposed to alleviate. Check inside for flat seams-ridges can also put/accentuate pressure on the ulnar region. Thicker padding insulates against vibration, though sometimes impedes dexterity.

Other features to look for include machine-washable, terry panel for dignified wiping of runny noses, reflective detailing which accentuates hand signals (especially since manufacturers have realised day-glow yellow doesn’t necessarily float everyone’s boat).

Prices range from £20 to £100 plus. In common with component groups these days, more money buys greater sophistication and improved longevity. Nonetheless, experience suggests making a shortlist and physically trying a few before committing cash.

Particular favourites of mine include Seal Skinz performance leather cycling gloves (£45) or for more budget conscious/loss prone general riding Pro-Viz winter.

A penny shy of £27 buys a laminated exterior with medium density padding. Mid layer fleece lining avoids direct skin contact and prevents hands getting sweaty in temperatures ranging between 3 and 12 degrees. These Optimum interbrite waterproof winter gloves are another soft shell design with phenomenal bang-for buck (£17.99)

and impervious in the fully submerged sense. Gore-Tex over mitts are another useful addition for

riders who favour something wind/chill blocking but want the option of remaining fully dry when it’s raining dogs. That said; in common with other “lobster mitt” designs, they’re not the most convenient choice with drop bar Sti/ bar cons.

SOCKS/OVERSHOES & BOOTIESFor the most part, standard cool-max weaves and run of the mill road/trail shoes are pretty much fine through to mid-November whereupon overshoes start becoming a regular sight. Cold, wet feet are a needless morale sapper, leading to illness and related misery. Longer MTB socks offer greater defence but my preference leans toward those with waterproof membranes, which allow feet to breathe, while keeping them dry-to the cuff-lines. Mid-lightweight weaves shouldn’t present any compatibility woes with sportier audax/mtb slippers, trainer type commu-tour or indeed street shoes for those hustling to the office.

Faux leather uppers have become increasingly commonplace and require little more than periodic

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TESTING TIMES


damp cloth wipe-overs. However, avoid anything with extensive mesh, since these will literally slurp water.

Rather akin Cinderella Cro-moly frames, composite rubberised/glass fibre soles are better choices than higher end carbon fibre fare during the darker season. Booties are still relatively expensive (expect to part with £150) but ensure feet stay seriously comfy in bitter cold. Overshoes offer expensive footwear excellent protection from winter’s slimy, corrosive cocktail and can be had for as little as £10. Zippers are a weak-spot on cheaper models and those with beefy tags make wrestling them on/off a lot easier. Albeit a fashion faux pas, in emergencies, rolling plastic bags (with holes cut to accommodate cleats where appropriate) will work.

Keep an eye on shoe-cleats too, ensuring mounting screws are installed with a healthy slathering of stiff grease- replenish if in any doubt and replace cleats once they show signs of wear.

LEGWEAR £10-£100+This will depend on your style of riding and destination. Frequently, I am spotted riding in Lycra bib longs/three

quarter lengths-great for training and general road riding. Designs with elasticated waists are fine, though bibs improve protection to the kidneys and lower back. However, some can make answering nature’s call by the roadside an undignified affair. Water repellent coatings really make a difference in foul weather. Look for models with a minimum of six panels and good quality insert. Competent examples sporting Coolmax pad impregnated with additional anti-bacterial (usually silver) for odour control start at around £20.

Ironically, my derriere regards some gel patterns less agreeable than lowlier, standard types. However, while I might drop by a close friend’s en route home, second-skin aesthetics hardly constitute appropriate attire for Sunday lunch, running errands, let alone more relaxed office contexts.

Mountain biking’s less conservative flavour has given rise to a wealth of technically advanced, looser cut trousers boasting copious pockets and tapered legs, which can be drawn tight for riding and relaxed when mooching around. Expect to pay £40 and pop shorts/inserts beneath. While these are bang-on for smart casual scenarios, they might not foil the anti-bike contingent…

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Shorter scoots, maybe a couple of miles are reasonable in civvies but even mudguards can’t eliminate all spray/spatter, so invest in a set of waterproof over trousers to keep smart trews and image intact. Some firms including Bontrager, Showers Pass and union 34 have responded by making office friendly trousers with a cycling cut (shirts and jackets too) for longer (five mile plus) scoots that allow one to lock up and head more or less straight for the front desk/boardroom.

These also fare better than standard street clothes when it comes to repelling soggy stuff but again, over trousers are a shrewd move on wet runs since diesel, oil, salt and other contaminant lurking in puddles takes its toll after a season or two.

BASE LAYERS £10-80Short sleeve suit me fine in all bar the coolest weather. However, when the air temperature tumbles to 2, 3 or even lower, Merino wool is by far the most efficient option that feels deliciously tactile against the wearer’s skin. Prices have fallen steadily too, narrowing the gap between polyamide and better polyester weaves. These do require a little extra care during machine washes and banish any thoughts of tumble drying unless you were passing it on to the family pet!

Synthetics are generally pretty good these days, with basic store brands starting at £10. However, their technical properties are guided by body heat and there’s always a minor “glow” beforehand. Whatever your preference, look for a figure hugging, though unrestrictive fit, gender specific cut and flat seams.

MID LAYERS/JERSEYS £25 UPWARDSLayering is pivotal to comfort and if in doubt, riding a little warm is preferable. Trade jerseys have long been

the default for club, touring, training and competitive riding. Better designs feature a raglan cut (one piece shoulders) for optimum mobility. Full/three quarter length zippers allow superior climate control and many now feature a waterproof “valuables” pocket in addition to the time honoured elasticated triple. Merino wool “retro” flavours have regained popularity in recent years and with good reason, they’re temperate, tactile and the most reciprocal mix paired to a competent base layer.

“Racing snakes” second-skin cuts don’t flatter everyone; (looser also aesthetically superior pairings with technical trousers). Long sleeves are a bonus, though summer fare is easily extended with a long sleeve base model beneath. Jersey cum jacket designs work really well in cold, dry conditions, although it’s advisable to pack a showerproof/breathable micro jacket in case wintry stuff should strike.

Smart-street style hoodies with water repellent soft shell fabrics and cycling friendly cut are another option for shorter, moderately paced commutes/utility hops/pub meets, although expect to part with the lion’s share of £70.

A few marques have introduced formal shirts with discrete reflectives to match trousers-I’ve used Bontrager and Union 34 to very good effect, on shorter (ten mile loops) to prospective clients and not once were we rumbled during several weeks’ temping. However, while the fabrics breathe and dry reasonably quickly following sharp showers, you’ll still want decent base and jacket.


TESTING TIMES

JACKETS £35-200+Traditional race capes will do as contingencies but not what’s required of an everyday staple. Basic polyester designs sometimes have a curious, rubbery texture but fold remarkably small, offering decent protection from the elements when required.

However, Altura’s long-running Night Vision (Also available in red or black) sports superior refinements (fleece lined collars, breast and poacher’s pockets, drop tail) not to mention pit zips for climate control/weather resistance. With basic care (washing with proofing agents and drip drying) last several years, recouping their modest investment many times over.

Electroluminescent models are nice for commuting although often budget versions cannot be machine washed on account of integrated electrics. Better designs can, though the fabrics err on the more sophisticated too- expect to part with £95 plus.

Gore-Tex was once the holy-grail and remains justly popular at the top end, although Event and other fabrics have challenged its hegemony, providing almost seamless wicking. Prices are also slightly lower at around £150. Both types need to remain generally clean- blocked pores restricts their technical prowess, though perhaps surprisingly, periodic tumble drying actually reinvigorates the fibres.

Those needing to avoid the “technical” label are similarly well catered for at this end of the market. Showers Pass and Union 34 offering civvie street models- indeed, the women’s more flowing cut is particularly striking on and sans bike. Fabrics wise, expect nylon/polyester/polyurethane with pit zips for improved ventilation, fleece lining and multiple pockets-perfect for stashing stuff or just parking the hands when mooching round town.

GARMENT CAREAside from observing care labels, avoid temptation to leave soiled and feted clothing festering in a laundry basket. Lycra jerseys, tights, shorts et al can be machine washed at a low temperature programme. Mild detergents are fine but steer clear of any containing integral softeners since these will destroy their technical properties. Avoid tumble drying at all costs.

Synthetic chamois pads are virtually maintenance free but genuine hides will need regular post wash applications of chamois cream to moisturise and prevent cracking. Similarly, nourish leather accessories (Shoes, gloves etc) using a good quality preserve every six weeks to keep them in rude health.

Wash polyester jackets in soap flakes at (30/40 degrees) before leaving to drip dry. Add some proofing agent approximately every fourth tour de Zanussi to retain the water repelling, breathable nature.

Gore Tex and Event requires similar TLC but wash individually, not with other soiled garments. Conversely, once line dry; rejuvenate their technical prowess with a quick twenty minute tour de tumble drier. Even so, these eventually lose their magic, demanding re-proofing. Thankfully, dedicated additives are readily available online or decent outdoor/camping shops. SDC

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PEAK HEROICS

Peak Heroics

Mark Shelton took his place in L’Eroica, swapping the sausages of Tuscany for the tarts of Bakewell


PEAK HEROICS

The Eroica had been on my list for some years. At first reading, I was immediately hooked by the idea of a long-distance ride evoking the feats of old-time bike racing. Vintage bikes,

unmetalled roads, period costume, and the whole thing taking place in Tuscany, with refreshment stops offering local wine and sausages – how could anyone resist?

Well I resisted, actually, for a few years. Much as I was attracted, I was also daunted by the prospect of over 100 miles of riding made tougher by a route which wilfully sought out long stretches of strade bianchi, or white roads – the rough unmetalled tracks which link farms and villages in the region. It was not until 2008 that I decided it was my year, and acquired via eBay a restored 1935 Sun Manxman for the purpose.

Registering at the festival surrounding the Eroica the day before the ride, it became obvious that while many people had brought along bikes of a similar age to show, most were intending to ride on something of rather more recent vintage. Italians wandered past murmuring ‘che bella’ at the Manxman, and a couple of entrants staying at my hotel tried a ride around the car park, grinning broadly.

On the day, it was rapidly obvious that I was not going to manage the full distance. The climbs were a real struggle with the limited gearing, and after some early descents on the strade bianchi, my hands were locked into a death-grip on the brake levers. The only way to maintain any kind of control over the speed on the descents was to put a foot down, and I was rapidly wearing through the soles of my bike shoes. I decided that it was kinder to a 70-year old machine to retire it. I took an early departure from the planned route, and made a 25-mile ride of it. My DNF was done with some regret, as I’d been enjoying the regular ‘bravo’ and ‘chapeau’ from those overtaking me on less challenging bikes.

Between then and now, I’d acquired a 1983 Claud Butler Sovereign frame. My first decent quality touring bike had been a secondhand Claud Butler Dalesman back in the early 80s, and it was a pure nostalgia trip for me to build up the frame with centre-pull brakes, down-tube shifters, and all the trimmings. So when it was announced that the Eroica was coming to the Peak District I already had a bike which qualified, and which was a much more realistic prospect than the Manxman. I had to enter.

The Eroica in Bakewell had a very different character in some ways from the Tuscan event. As well as a

music stage, bars, catering concessions and bike jumble, the festival site had a number of stalls, which hinted pretty strongly that we were in the territory of the style-conscious young male rider; all grooming products and manbags. Many had moustaches, whiskers or full beards for the event, and were walking around the festival site in Edwardian garb, looking like something from ‘Three Men In A Boat’.

That said the entrants were certainly not all of a type. There were skinny teenagers, solid middle-aged gentlemen such as myself, and wiry, fit pensioners. There were married couples, bike clubs, and face-painted children. I spotted Germans, Italians, French, Dutch, American, Australian and Japanese. The uniting factor was that they were all bikies. Any overheard snatch of conversation, from among this wide sample of mankind, could be guaranteed to be along the lines of “I couldn’t believe the average speed …” or “Since I put the other block on…”

Morning dawned. Knowing that I’d need plenty of time, I turned up for a 6.00 am start. We were set off in batches of half-a-dozen or so, riding over a Union Jack on the start line. (Was that respectfully patriotic or the exact opposite? I decided not to ...worry).

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Out of town, it was a quick, flattish three miles or so until the first strade bianchi, the Monsal trail. The trail was as flat as you’d expect from a disused railway, and the surface was an excellent, gritty hard-pack. Low cloud and mist were draping the hills, in the early morning, so scenic splendour was put on hold for the time being. For lovers of civil engineering this trail section was a great early treat, as it passed through the Headstone, Cressbrook and Litton tunnels, and over the Headstone viaduct.

Back on tarmac at Miller’s Dale, it was a haul up the valley to Tideswell, for the first feed-station. This was only 12 miles in, but excellent bacon butties made it well worth the stop. Setting off, I noticed that one of my toe-clips was at an odd angle, and found I was missing one of the nuts-and-bolts holding it on, and was on the verge of losing the other. I tightened the remaining one, reflecting that bikes can always come up with a problem that’s new to you.

From Tideswell we headed north via Bradwell to Hope, and so into Edale. The terrain now had lots of sudden swoops and ramps, which came as a sharp practical reminder of the demands of down-tube, non-indexed gear shifting. I couldn’t remember the last time I’d had to get off and do a stationary gear-change.

We ran westwards through Edale, and as we turned south to climb out of the valley, the climb of Mam Nick reared up in front of us. A lot of riders, it seemed, had taken the organisers’ stipulation of “pre-1987 race bike” very literally. In contrast to my tourer, many people had mouth-watering Italian race steeds, fully equipped with

totally unsuitable gearing. As we hit the initial 16% ramp at the bottom of Mam Nick, they began to struggle. Some heaved up the climb with much difficulty, but most got off and walked. I received a fair number of gasped comments along the lines of “Hah – a triple!” in which envy mingled, I thought, with a suggestion that perhaps using a triple chainring wasn’t quite cricket. As the day wore one, though, envy was the dominant mood. At one point a young lad said “Oh, look at his low gear! Man!” I pointed out that gears like that are reserved for fat old gits like me, and it would be another 25 years before he could have one.

What should have been a wide-ranging view at the top of Mam Nick was obscured by mist and low cloud, but we got a different reward anyway, in the form of a fast, flowing descent westwards to Chapel-en-le-Frith. Turning south again up the Goyt Valley, we negotiated the only really rough off-road section, leading past two reservoirs. The mist had pretty much burned off by now, and things were heating up as we climbed. The Goyt Valley was a new treat for me: a deserted bracken-clad V, with a peaty stream gushing down it.

At the top was the second feed-station, at Derbyshire Bridge. After all the climbing it was a welcome sight. A lone barista in a van with a coffee machine was doing his best to cope with the demand, but it was a long queue for hot drinks, and as I was getting bitten to death by midges I decided I could manage with a bite to eat and a refill of the water bottle.

We emerged from the valley into proper upland, with the famous Cat and Fiddle pub visible on the horizon,

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and descended in the direction of Earl Sterndale. I rode for a while with a genial German, bemoaning the fact that all the riding round Hamburg was flat. Though worrying that he didn’t have the legs for the ride, he was still enjoying his day. “It is amazing, zis landscape. It is extremely peaceful. I was in Wales six months, and Wales is beautiful, but zis…”

Shortly we picked up another trail section, following the Pennine Bridleway for a long stretch to Hartington, where the route of the 55-mile ride rejoined ours. There was a village fete atmosphere on the green, around a classic English duck-pond, and if that was not enough for our overseas visitors, there was also Morris-dancing. This was the obvious point for a reasonably substantial lunchtime feed, and there were cheese and pickle rolls, scones and home-cooked oat biscuits to keep the wolf from the door. As Hartington is, counter-intuitively, the home of Stilton cheese, there were also pork and stilton sausages. A small tumbler of beer was an extra treat – possibly unwise, under the midday sun, but having arrived at the halfway point deserved some sort of celebration.

Out of Hartington we picked up the Tissington trail, for another long trail section to Tissington itself to get the route-card stamped. The routes diverged again here, and we 100-milers headed off for a further three miles to Ilam, where tea and scones were served in front of Ilam Hall. The legs were groaning now, and there were still another 35 miles to go. I obliged by taking a photo of a chap with his bike “to convince my wife I really did do this”, and we ended up riding together and

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swapping stories of the Italian Eroica for the next few miles.

It was 14 miles to the next feed-station at Cromford, passing through Ashbourne, the southernmost point of the route. The High Peak trail, another disused railway, provided the last bit of real off-road. It sits high in the landscape, giving some great views over towards Matlock, and features a number of inclines where trucks used to be hauled up to the railway line. We descended two of these; they were long, steep and rough, and as I prised my cramped fingers off the brake levers, I wished for the only time that I’d had my mountain bike. I texted my wife: “This is double hard”. Exiting the Cromford stop, I walked my bike as requested in the route-sheet down a short steep pedestrian path, earning the thanks of the marshall at the bottom, who’d been standing there all day watching people ignoring the instruction. As I said to him: “I had nothing else to read at the feed-station, so I read the instructions”.

I was largely riding on my own from this point. There were fewer hard gradients on this stretch, and the 17 miles to the next stop flew by, on quiet lanes through a succession of pretty villages, until we entered the grounds of Chatsworth for the final stamp and feed-station. Pimm’s and champagne were available, no less, as well as a pile of potted-meat sarnies. As I tucked in, the guy on the stall said “Remember to like us on Facebook”. I said I would, though it has to be said that potted-meat in white sliced bread was a bit of a push for a ‘like’. I was hungry enough not to be fussy, and

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I was enjoying the sarnies, also I appreciated them supporting the event; but still.

Just the final four miles to Bakewell remained: a final climb, a twisty descent, followed by a slightly roundabout ride through the festival site, designed to enable someone to take our numbers and pass them on to the announcer by walkie-talkie, so that each finisher was individually announced and congratulated as they approached the finish-line. I was greeted and given my finishing stamp on the line by a genial soul who said “Complimente”. It was a nice touch to have someone from the Italian event there.

Either event, Italian or English, is a tough challenge for anyone. 2,500m of climbing over 100 miles on a vintage machine tells you all you need to know about the strides made in the last 25 years in the design of gears and brakes. The Peak District’s strade bianchi provide welcome stretches of flat ground, though, whereas those of the Italian event are the essence of the challenge. Both rides showcase local delicacies and drink at feed-stations. As regards scenery the Peak District more than holds its own. A fine day in Derbyshire, with no wind, can only mean that the cycling gods were pleased. Of course the ride’s available to do any time you want (apart from the mile or so through the grounds of Chatsworth), but the company, vintage bikes and period clothes made for a special event, and one which looks likely to grow and prosper. SDC

issue 3 / 201548

MORE TO CYCLING...

Needless to say, in the intervening years changes have occurred at the field. Bill Sharpe is no longer secretary to the flying club although he is still a member, and while the catering

arrangements have passed through several pairs of hands, the cafe is now even more welcoming to visitors than before. By popular request our annual circuit rides have continued, and we are approaching our tenth mission. Bill still acts as our mentor on these occasions, and he has become a firm friend in the process.

There’s More to Cyclin g than Riding a Bike A few years ago Paul Wagner and the

Shrewsbury Informals cycled to Sleap airfield , and they keep cycling back. for some perimeter track cycling, but it doesn’t end there

In fact in 2014 we celebrated his eightieth birthday with a really special circuit ride and he promised that this time he would not be in his car; “I’m going to borrow a bike and ride it”. It’s only three and a bit miles round so we thought he should make it - he’s as fit as a butcher’s dog!During those in-between years, all sorts of things have happened. The promise of a flight on that first visit was won by Ann Guy, who has travelled the world on big planes but never been up in a little tub, and the club flying instructor took her down to her home area and showed her round her back garden from a low level, which converted her to this kind of seat-of-the-pants flying. One of our riders in those days, Dave Bramwell, decided that he’d learn to fly here himself and there was a wonderful moment when, as he was being presented with his private pilot’s licence (PPL) and wings in the club lounge, Paz came out from behind the cafe counter and gave him a celebration cuppa. “Oh look,’’ Dave said, ever alert to a bargain, “A free cup of tea. ‘’ We reminded him that, if he cared to think about it, this particular cup of tea had actually cost him about £8000. It was his first lesson in the comparative costs of flying and cycling. Our tea was eighty pence!

We were once shadowed round the circuit by a car-load of Special Branch heavies a couple of months after a drugs bust on the airfield when hundreds of thousands of pounds-worth of illegal substances were recovered from a light aircraft. It was a bit daunting, but what they thought a bunch of cyclists accompanied by a club official were likely to be up to in such

Angela telling Fiona how to grow wings


MORE TO CYCLING...

circumstances continues to baffle me to this day.Fortunately, there are more routine aspects to

cycling round the perimeter than being hassled by the Keystone Cops. You can ride out from home in a soft gentle breeze, only to find that here, where there is so much open space that you can barely see the horizon, the wind is blowing and roaring mightily - so much so that it brings you to a halt. We’ve seen planes coming in with so much side-slip on them that you’d wonder whether they were coming or going, and on one occasion I witnessed a brilliantly skilful pilot take off-and almost hover a little Cessna, before putting it down again in the same place, such was the strength of the wind - it was a master class in balancing engine power against wind speed. We’ve had Services helicopters buzz us as they practice their as yet unskilled, low level wobbly-hovering, (the Joint Services Helicopter Flying School is just a couple of miles away, as the crow flies, at RAF Shawbury and they come here for a change of scenery and a bacon butty, and some of the Informals have enjoyed flying with Dave,

once he was licensed to take us up.l know it’s: a bad habit of mine, but as l have a will-o-

the wisp mind, would you indulge me while I embark on an aside? Since Dave gained his wings he has flown all over the place, and he takes passengers willingly. He was having a poke about on the inner Hebridean island of Islay when, finding that he had a few quid spare in his back pocket, he purchased a barrel of whisky at the Bruichcladdich distillery, to lie in bond until mature (the whisky that is, not Dave - he’ll never mature). Now, he goes up there every now and again to make sure it’s coming on all right and one barrel has, I believe, become two. The first one should be ripe for general testing soon, and I reckon I know a likely bunch of cycling test pilots.

Prince Charles was less fortunate. He crashed his plane on lslay en route to the Ardbeg (or was it the adjacent Laphroig’?) distillery, where he was due to present the Royal Warrant. I happened to be cycling there with a couple of close friends, Chris and Mac, shortly before it happened, and we only found out

Up the back straight – Bill in the middle

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accidentally that Charlie was coming because, hell-bent on sampling the produce, we were refused entry to the premises on security grounds - but fair enough, they gave us a quantity of miniature bottles as a consolation prize. In the event, HRH made a heavy job of his landing. Local information has it that he burst three tyres, overshot the runway and buried his nosewheel in the peat. Clumsy chap. l wonder if he had to pay for it? On another occasion, I cycled alone to Islay via Arran, Oban, Colonsay and a variety of Cal-Mac Ferries, enjoying a fascinating distillery visit to Lagavulin with Mr Carmichael, then the manager, and Donnie, his head distiller. This was followed by a desperately disappointing village sports day in Port Ellen, memorable because many of the competitors were so far under the influence that in the Tossing the Caber event some of them couldn’t even pick the caber up, while a bowling competition was so easy that you

couldn’t lose. The prizes were miniature bottles of local single malt, there were literally dozens of empties just cast around on the ground, and the competitors who had won them were also lying around, wasted.

That evening an even more drunken ceilidh followed, where most of the guests were so numbed by the contents of their glasses that they ignored the excellent band, so I retired to the local pub, only to find people passed out on the floor, with others simply stepping over them and carrying on. This day out was a bad experience and to be honest I was deeply, deeply saddened by it. I know without a shadow of a doubt that it isn’t representative of Scotland as a whole – l have cycled there extensively and never come across it before or since – but it wasn’t pretty, and I’d be wrong to pretend it didn’t happen, because it did. I like a drink myself, but this was something way beyond my comprehension.

Bill with Rebecca, Chloe and Pauline; three almost new lady riders

That evening an even more drunken CEILIDH followed, where most of the guests were so numbed by the contents of their glasses that they ignored the excellent band, so I

retired to the local pub , only to find people passed out on the floor, with others simply stepping over them and carrying on

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I’d rather change my brake blocks anyday

issue 3 / 201552

COTSWOLD CYCLES

From Cotswolds to Concrete Jungle:T

here’s more to running a flourishing cycle business than great kit and skilled staff alone, especially in these austere times. After a long career in bookselling, Andrew Hutchings ploughed his

phenomenal work ethic and business acumen into developing Costwold Cycles, a shop that not only features the right stock, services and technical support but one with its own beurgoning club. Keenly observed by Trek, his successful formula led to the giant inviting him to open a second concept store on the outskirts of Coventry. Michael Stenning decides it’s high time he dropped by for a chat.

MS I was the lad in the back of geography classes secretly reading tales of faraway lands explored on high end mountain bike exotica (well it was the late 1980s) before said journals were confiscated by exasperated teachers! Tell us something about your

An Interview with Andrew Hutchings – Proprietor, Cotswold Cycles By Michael Stenning

background and how you came to work I the retail end of cycling? AH I rediscovered cycling in my late thirties after knee injuries ended my career as a basketball player, although I rode ten years through my teens and twenties for fun. My business background was in book selling and after many years as UK/US chief executive, twenty-four months prior to my departure I decided upon a bike-based venture.

Cotswold didn’t have a good–sized community focused bike shop. We have since cultivated a thriving club with 125 members and regular turnouts of forty plus on our Sunday runs. Named North Cotswold Cycling Club in honour of the original hailing from the 1930s, surviving members have been located and gifted honorary membership.

MS Cycling is often described as a recession product. Do you believe this is the case and indeed has this had any bearing on your merchandise-are you selling


COTSWOLD CYCLES

more commuter orientated mounts?AH No, people tend to be buying machines for the love of riding/developing/maintaining fitness, spurred on by Olympic and Tour de France success rather than utilitarian transport- the £500-£1000 road market being particularly buoyant. Cycling here in the UK has a long way to go before it becomes integral to transport policy, mirroring nations such as the Netherlands, Denmark and indeed Portland (Oregon) where I lived for a few years.

MS With it’s organised group rides, sponsorship etc your Cotswold store appears to sell a lifestyle rather than bikes and accessories. Which brands do you stock and why? (b) Rumours within the industry suggest the rising cost of imports may well herald the return of high quality, volume-produced frames produced on these shores. Do you feel there is any truth to this statement and would you consider supporting such?AH We stocked Trek because of all the bikes I have ever ridden, I love riding theirs most. They liked our business model and were eager to come on board. Cervelo’ give us another top end marquee brand. Ridgeback have been producing ranges of well, specced, wallet friendly commuter bikes and traditional tourers for some time whereas Genesis boast some extremely exciting concept bikes.

While there’s obvious appeal in homegrown manufacturing, experience suggests this crosses borders as one nation’s living standards improve and manufacturers look for lower costs without compromised quality. Talking with our customers reveals a desire for British products and some tolerance of higher pricing but such loyalties only stretch so far. First and foremost, people are still looking for good value.

MS Do you think a main dealer business model will permeate cycling in the same fashion and extent it has within the motor industry? (b) How pivotal do you think the plush showroom flavour is in challenging traditional public perceptions of cycling both as a leisure pursuit and as personal transport- has this improved female footfall? AH Trek certainly caters for most tastes and applications but has passionate commitment to independent retailers. Their training and support ensured we could rapidly offer specialist knowledge when it comes to bikes and accessories but crucially, fitting too. We have strived to provide a comfortable environment for everyone, where people regardless of

experience can feel free to explore concepts without feeling remotely intimidated, which is still a problem for many traditional shops. (b) High retail standards and accessibility coupled with my wife’s considerable input within the business has meant we introduced a broad range of women specific equipment and clothing from day one. Thirty per cent of our club members are women, which is a very promising sign.

MS What do you predict will be the biggest growth areas in cycling over the next twelve months?AH The women’s and youth markets (right through to those in their early twenties) have been particularly buoyant, although obviously there’s difference depending on demographics and location. Road bikes remain the main attraction for those visiting our Cotswold store. Coventry needs more time for purchasing patterns to become clear.

MS Expansion is pivotal to any business but wouldn’t the Peak district be a more obvious choice than a trading estate just outside the once proud (and in my view, unjustly maligned) former motor city? Has this influenced your choice of stock/services offered?AH To be honest we weren’t looking to expand when Trek approached us, we floated a few ideas, they approved and so it took flight. We were eager to reach new markets with a new concept in cycle retailing. Placing Trek Bicycle Coventry inside the new Leekes store right next to a large Costwold Outdoors department creates a very strong and unique experience. There are some minor limitations that we’ve had to overcome such as accessibility for customers bringing their bikes for servicing etc but its been a very exciting journey nonetheless.

Refinement and tweaking is a natural and

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continuous process, the next 12-18 months will better define our Coventry branch but I’m eager to retain a broad spectrum from commuters and crossers through to mountain bikes.

MS Test rides are justly regarded as an integral part of the buying process. How do you facilitate this and what sort of security would you accept/expect a customer to leave behind? AH Quick saunters around the car park are fine in as far as they go but we recognise customers are looking to part with substantial amounts of money and consequently run a demo fleet that are loaned for a few hours to allow customers to truly experience the quality of the bikes.

MS Trek has enjoyed enormous presence thanks to sponsorship of professional teams. Do you think the association with Lance Armstrong and the subsequent doping scandal have tarnished the

brands image?AH The vast majority of people see a clear separation between machines and the actions of individual riders- a very different worldview to the pro peleton. On a personal note, this continued spectre of doping and Armstrong’s fall from grace is extremely sad for cycling.

MS How many people do you employ and do you have a policy of recruiting from the immediate community? (b) How easy is finding the right calibre of staff? AH Between the two shops we currently employ 5 full time and 3 part time staff. We look to attract people who have a passion for cycling and moreover, want to support others in getting the most from their riding. We’ve not needed to cast our nets very far-most live within the immediate locale’.

MS With youth unemployment particularly high, would you consider school/college leavers and what

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qualities/qualifications would you look for in return? AH We have a mixture of experienced staff and those joining the bike trade for the first time. Our experience of taking on school leavers and training them up has been very positive to date.

MS Describe a typical day in your life (if there is one) AH The day starts with a 12-mile commute through the Cotswolds to our shop, Cotswold Cycles, in Moreton-in-Marsh. Once I have had a quick shower we review the workshop jobs lists with the team. After that it is varied, some days are dominated by bike fitting in our fit studio, others by spending time with customers advising them on bike choices or custom builds. Buying tends to take up a couple of hours each week reviewing the next seasons offerings with supplier representatives. The day finishes well with another 12mile ride home. During the summer (weather permitting) the return leg often creeps closer to thirty.

MS I’ve also done a stint behind the counter and could dine out on some very surreal anecdotal stuff. What, or indeed who was your most memorable customer and why? AH We’ve managed to attract and retain a wealth of great customers. In our second week of opening, a gentleman dropped by on a mountain bike that was clearly too small for him. After breaking the news that no amount of tweaking would correct this, he proceeded to talk in terms of flat bar road bikes. This resulted in him purchasing a very nice, correctly fitted Trek FX7.6 and I remarked at the time he’d be back within the year, hankering for a drop bar road mount. Having fallen in love with his new steed and ridden it extensively, within three months he’d lost a lot of weight and settled on a Cervelo RS build, which is doing some serious miles. Knowing you’ve helped someone discover the joys of cycling is rewarding.

MS All work and no play makes Jack (or indeed Andy) a dull boy. What do you ride, where and indeed how often? (b) Have you a favourite route? AH Being fortune enough to live and work in the Cotswolds means I’m spoilt for choice and ride at least five days in any given week. Right now, a Trek ION CX Pro cyclo crosser takes care of commuting duties and having spent some time putting the demo fleet through its paces, a Team Edition Trek Domane, complete with bespoke wheelset is next season’s steed. SDC With Thanks to Andrew HutchingsCotswold Cycles: www.costswoldcycles.co.uk

Issue 3 / 201556

THE BROMPTON GOES WILD

Every three years the CTC groups organise a 100 mile ride for Veterans, i.e. cyclists of fifty years of age or more. I try to do different ones each time, although this does not always work. In 2013, I chose

the Swansea event, as this was advertised as a flat route. I had already decided on taking the Brompton, as train travel is usually easier with a folder, coupled with camping gear. The journey to Swansea would involve either three or four trains, depending. As it happened, delays caused me to take four trains and arrived more than an hour late: any bicycle booking would have been lost for my intercity trains.

Previous Brompton for rides of around 100 miles had been done alone, not in a group, so this would be a first for me.

Arriving late, I found my route to the nearest camp site, which is at the top of a steep hill, off the Mumbles

The BromptonGoes Wild

The Brompton goes wild and takes Mark Jacobson out for the day

Worms Head from Llangennith dunes

Mumbles Pier Cafe



road. Next day was taken up exploring the Gower Peninsular, a hilly and windy place, going to the western end at Llangennith, and to take in the view of the Worms Head. I experienced the hatred of cyclists held by some Swansea motorists. I was on the road and not using the off-road cycleways (but where are they?). This attitude did not extend outside the city, where care and consideration were the norm.

IT’S OFFICIALSunday dawned and I arrived at the Tri-Vets start a bit early, at the Sail Bridge. The wind was fierce, so the organiser offered a choice of routes: the flat route, 50 miles into the wind before retracing, or a different 100 mile route over the Black Mountain and along secluded valleys to reach the return section of the other. Seven of us chose this hilly route, rather than face the unrelenting gale for half the day. Once climbing, the summit of the Black Mountain comes after some nine miles. As it happened, I was able to ride my Brompton in the middle of our spread out group, despite the ascent and wind. Near the top we were passed by members of the Swansea Wheelers, one of whom posted the following comment about this climb:

The Brompton

100 MILE NUT CASES“After regrouping just before the climb, Trevor and John F turned off at the base of Black Mountain, heading towards the Swansea valley road. The rest of us tried to work out whether we were going to get a benefit from the strong wind up the Black. At the cattle grid we had a side/tail wind. Unfortunately that quickly turned into a raging headwind through the middle of the climb before we snaked our way back to more of a side/tail towards the top. We passed a number of touring cyclists going up the Black, including one nutcase on a folding bike with the tiny wheels! He seemed pretty happy – it takes all sorts I suppose!”

The descent was another story: small wheels on roughish tarmac find it hard going, and the others had to wait at the foot for me as my free-wheeling speed was considerably lower.

DELAY AT THE PUBWe had another long wait at our lunch pub, the Black Lion at Abergorlech: prior to arriving, one cycle punctured, and we went on as it was only a mile further. After a long wait, our errant rider arrived, still with a flat tyre: he had several new tubes, those nice light

Sunday dawned and I arrived at the Tri-Vets start a bit early, at the Sail Bridge. The wind was fierce, so the organiser offered a choice of routes: the flat route, 50 miles into the

wind before retracing, or a different 100 mile route over the Black Mountain and along secluded valleys to reach the return section of the other. Seven of us chose this hilly route, rather than face the unrelenting gale for half the day.

Swansea Sail Bridge, the start.

Issue 3 / 201558


weight road tubes, each of which had faulty valves! Consequently we were delayed about an hour longer than expected for this stop. The tea stop came a short while later, at the National Botanic Gardens, prior to continuing eastwards as far as Ferryside. Wind aided from here, we met up with the other group, awaiting the arrival of their slowest riders!

PACINGOnce on the Millennium Cycle Route we could take advantage of our tail wind and two of us led for some distance at a steady 18 mph. The finish at the Sail Bridge was eventually reached after some eleven and a half hours; my average speed came out at 11.7 mph. I had slowed for the last few miles to stay with our leader who was suffering from an extended holiday abroad, sans bike! Finding a meal in town gave me rest before slowly returning to my tent, pushing up the final steep hill to my tent. The event had been good, little rain, plenty of wind, and bags of pleasant company.

I now know that there is no real difficulty in using my Brompton for similar 100 mile rides, provided they are not exceptionally hilly. SDC

Swansea Sail Bridge, still there at the finish

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Swansea BayVery Long Distance Day Ride?

Over the Black Mountain Summit

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Topeak Modula XL Bottle cage 132g £10.99

Topeak Modula XL cage is the largest in the brand’s range of adjustable bidon bearers, which even includes one tailor made for that last minute latte en route to work. In stark contrast, the XL is aimed primarily at tourists or, indeed day riders looking to cart 1.5 litre soft drinks/mineral water bottles safely and over long distances.

Measuring a prodigious10.7x9.1x37.8cm and nudging 133g, the cage is fashioned from 6061 anodised aluminium, shaped into T profile, which resists lateral twisting forces without precluding smooth, intentional entry/release. Thankfully it’s drilled to accommodate standard braze-on bosses, though with the notable exception of some very large/custom built framesets, size dictates down tube mounting.

Compatibility clashes arose with 17 inch mountain bike and smaller semi/compact geometry solos where it eclipsed, or indeed prohibited a standard counterpart from riding shotgun on the seat tube. This is somewhat endemic to the breed, so measure carefully before purchasing.

Arguably, designs with hinged clamp metal closures hold the trump card for back of blue yonder reliability but the adjustable neck’s tool-free “engineering grade” plastics

and rubberised strap system seem intuitive and very reliable. Simply slacken the top mounted thumb wheel, slide along the cage rails to mirror your chosen receptacle before nipping finger tight.

Earlier versions suffered from some unexpected/premature failures but these issues have long since been addressed – I’ve a seven year old unit in very rude health. While extremely secure, ruling out mortar-esque ejection (even when scorching through sweeping singletrack); the rubberised strap also dampens low-level vibration that often manifests as annoying chatter.

Not that you’d attempt swigging from the saddle but un/tethering is virtually impossible wearing duvet type winter gloves. Having sustained lasting damage to my index finger, I also found this drill difficult for several weeks until the strap bedded in – a consideration for riders with mild arthritis or similarly limited dexterity.

Ours has proven an excellent host to most shapes and sizes, although a superior fit with the square profile mineral waters and cooking oil bottles – handy for supermarket overspill. 1.5 litres is the manufacturer limit, in a pinch it tolerates two litre types and lead acid/li-on batteries but doing so will naturally invalidate the warranty. Michael StenningVerdict: Versatile and surprisingly rugged cage for hauling soft drinks bottles but riders of smaller frames should check compatibility first.www.extrauk.co.uk


TESTING TIMES

Revolution Select Track pump £44.99

Reckoned capable of delivering a tyre shattering 240psi and weighting a reassuringly solid 1528g, Revolution select

track pump is an ultra- refined workshop ready inflator whose beautifully chic lines won’t give the game away when holidaying in the lounge or spare bedroom.

Arguably steel is the most, rugged, dependable material but mirror polished aluminium alloy comes a very close second and Edinburgh bicycle are so confident, they’re offering a lifetime warrantee (against material/manufacturing defect). Detailing is generally excellent throughout; easily commensurate with some household names almost twice the price.

At 83cm, its statuesque persona is a blessing for the most part and explains its efficiency per stroke. This will also appeal to taller riders/club mechanics fettling larger fleets, since there’s less stooping. A surprisingly tactile handle and smooth, progressive piston proved equally popular with juniors/smaller riders too. Stability can be

an issue with this loftier genre, though broad feet keep irksome wibble in check.

The anaconda-esque 127cm hose is another boon, enabling bikes elevated on work stands or boot racks to be inflated in situ. “Clever” valves that morph to assimilate Schrader or Presta hardly raise a flicker these days. Sprung press-fit types eventually suffer from catastrophic implosions, thus the select features a screw on model for optimal reliability.

Simply pop the chuck’s dust cover; select P or S, speed onto the valve and inflate- at least that’s the theory… In practice ours was friend and foe, requiring several dry runs before becoming intuitive.

Faultless with car types, care was needed to avoid unwanted bleeding of Presta units during uncoupling and said attachment isn’t the most convenient on smaller 16/20 inch hoops common to folders, BMX, trailers and children’s bikes. On the plus side, it’s more agreeable with tricky, short stems/deep section aero rim combos.

Inflation is blisteringly efficient, raising flaccid 700x35, 700x25, 26x1.75 and 20x1.75 sections to 90, 110, 75 and 45psi in 27, 21, 44 and 26 progressive, even strokes respectively. Only the most distracted will exceed optimal pressures thanks to that voluptuous gauge, which seems accurate to within 3psi (cross referenced with a standalone digital model). Michael StenningVerdict: Seductive, sturdy and super-efficient workshop inflator with an enticing price tag, though not completely sold on its connector.www.edinburghbicycle.com

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issue 1 / 2014

Pro gold steel frame protector is a preserve designed for ferrous framesets, whose increasingly thin walls are particularly

vulnerable to rust. In common with a long established competitor, it’s supplied in a relatively small 6oz aerosol but capable of protecting several

frames when used judiciously. Careful is definitely the word here since the

ingredients aren’t particularly friendly to organic life. Without turning this into a chemistry lesson, it’s essentially a very refined, flammable cocktail of solvents and chemical agents that etch into the host metal on a molecular level, thus offering superior levels of defence compared with medieval, waxy automotive brews or capfuls of syrupy 10w40 engine oil.

Before getting started, don old clothes, cover exposed areas of skin. Ensure you’ve a well-ventilated area away from any sources of ignition – this includes kitchens, since a stray spark from the gas cooker, or combi boiler’s pilot light is enough to blow you into another dimension!

Arguably this potion works best on bare frames, stripped of all components – perfect for a new build or an old favourite that’s just returned from the enamellers. Hang these in a workstand, or place on a workbench with acres of old newspaper beneath to catch any overspill – it’ll come in handy later on in any case. Gloves in place; shake the aerosol for thirty seconds or so. Starting at the seat tube, introduce in short blasts, rotating gently to ensure comprehensive coverage, remembering to agitate the aerosol at each new point.

Personally, thin wall tubing and electroplating are a recipe for disaster – residual acids linger eventually inducing pin holes or more serious fractures, so I always insert the straw and fire a little extra through their drain holes. First coat complete, plug head, seat, bottom bracket shell and those holes with old newspaper and leave curing somewhere safe and dry – ideally in a garage/outbuilding for eight hours or thereabouts.

From here, further light coats can be added. Daily drivers, winter or mountain bikes in hard service benefit from a quick blast of the honey coloured formula down their seat tubes every six months or so. We’ve treated a total of five machines, though I reckon six isn’t unrealistic so long as they’ve got carbon/composite forks.

Talking of which, provocative squirts atop pre-existing turns preps of different parentage slightly runny but otherwise plays nicely. Crucially, there’s been no hint of Joe and Joanna rot thus far and given replacing a frame tube starts at around £110 less paint; £6.95 seems ridiculously good value for money. Michael StenningVerdict: Not the nicest stuff to work with but a great way of ensuring lightweight steel framesets have very long, happy lives. www.extrauk.co.uk

Pro Gold Steel Frame Protector £6.95 6ozs 170ml

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Cliff bars are worlds away from the super chewy types that kept us going, though also gave jaws and colons unexpected workouts. We were sent three, all of which were exceedingly tasty but for the purposes of review, Chocolate Almond Fudge was my favourite.

Ours were the standard 50g but there’s 68g versions offering a little more ride fuel without encumbering jersey pockets, or expanding waistlines. Ripping open the wrapper’s papery texture is surprisingly easy-even on the fly and reveals a soft, slightly moist but not soggy cake-like morsel.

Ingredients wise, riders suffering from nut, milk and wheat allergies will want to steer clear. 70% organic, these include brown rice syrup, roast soya beans, rolled oats, cane syrup, chocolate chips, unsweetened chocolate and coca butter. Much better for us than sugar laden, convenience shop favourites. Fewer calories too – 195 per 50g bar whereas the 68g versions top 230.

Nutritionally this reads as 7.5g protein, 33g carbohydrate (sugars 15g), 3.5g fat (1.5 g saturates) and 2g of fibre, which translates as 15% protein, 66% carbohydrate (sugars 30%) 7% fat (saturates

3%) and 4% fibre. A lot of energy bars are literally all carbohydrate, designed for around two hours’ training/racing. Much beyond this and a little protein assists the carbohydrate’s efficiency – a ratio of 1 to 4 is reckoned optimal and found here.

Taste is an extremely subjective matter but I’m pleased to report these are faithful to their flavours and just the right side of stodgy, meaning they’re easily digested without one’s mouth feeling like a cement mixer, or perpetually supping from hydration packs/ depleting bottle reserves. I alternated ours with bananas, flapjacks and electrolyte supplements on longer runs, though found their release conducive to hammering along at race pace for two unrelenting hours.

Superficially, they seem quite expensive at approximately £1.30 per pop or £18 (per fifteen bar box) compared with those corner shop staples. However, reduced saturated fat and refined sugars equate to a more efficient, slow burning source of nutrients, while being better health-wise. Michael StenningVerdict: Tasty snacks well suited to day rides and touring when mixed with bananas and other fruit.www.extrauk.co.uk

Cliff Bars (Various Flavours) 50/68g £17.88 (box)

issue 3 / 201564

TOUR DE JOUR

It is a curiosity to those who enquire, once they know where I live and work, why I traverse such a seemingly random path.

If judgement is made solely on getting from home to work and vice versa, they are justified

in claiming it involves additional, unnecessary miles to reach my place of employment. However “life is not a race it is a journey’”and these additional miles provide immense value, if only to me.

My part of the world is Renfrewshire, a county not far from Glasgow. My journey begins in the town of my birth Johnstone, a place which owes much of its existence to the booming cotton trade which started in the early 1780’s. Indeed, by 1795 there were no fewer than six cotton mills dotted along the Black Cart Water, a river which ambles its way between and behind the town, and Renfrewshire, as a whole, had half of all the cotton mills in Scotland.

The man behind much of this booming cotton trade around Johnstone was George Houston. Later, his son, George Ludovic Houston, gifted the town its focal points; Ludovic and Houston Squares, later adding a fountain and a bandstand to Houston Square. Both the fountain (sadly no longer functional) and the bandstand are still there, the bandstand in stunning condition following a recent sympathetic restoration

From here I make my way along the High Street heading down Mill Brae, towards the only remaining cotton mill of the aforementioned six, now the oldest remains of any cotton mill in Scotland. Built in 1782 and known as Patons Mill, it has unfortunately been the subject of two large scale fires in recent years which have greatly diminished its remains. However, it is still worthy of my attention as I cycle over the Black Cart Water, veering left onto the National Cycle Path Route 7, pedalling towards Kilbarchan for a mile or so, after

which I leave the leafy confines of the path, making my way up Kilbarchan main street, gently climbing towards the National Trust for Scotland’s four star attraction; the Weavers Cottage.

For those, like me, on the commute trail, when the cottage is not yet opened, its doors a stop can still provide you with not only a look at a classic property but a much needed breather, prior to attacking the gradient that takes you into the countryside past the Bridge of Weir Tannery, and into Bridge of Weir village itself.

Next is Houston, grown significantly in recent years. A short way down South Street sits the Mercat Cross built in 1731. It is topped by a sundial, a quirky addition I have never witnessed on any similar crosses. For this reason it’s one of my favourites.

Incidentally, just round the corner from the cross is something else legendary – The Houston Brewery Company. The brewery, situated in a building built in 1780, produces superb hand crafted beers

Beyond I ride along one of the flattest roads in Renfrewshire. Flat it maybe, but Georgetown Road, being on an open plain can, depending on the wind direction, subjects you to the feeling of euphoria and delusions of a place in the pro peloton, or reduces you to a wreck, the experience akin to pedalling through treacle with square wheels.

Running parallel to Georgetown Road, for a time, is a large security fence, where within its confines housed the enormous Bishopton Ordnance Factory (ROF) which in the Second World War employed no fewer than 22,000 operatives. After the war a few thousand were retained to manufacture explosives and rocket fuels. The site is now in the midst of decommissioning.

Not all my memories though are cheery ones on Georgetown. Recently a driver not content with his easterly tailwind felt the need to overtake the car in

tour de jourFourteen

miles ofhistory and heritage .. such is John Campbell’s tour de jour

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The case of the snail – and the Coats Memorial Church

Bit narrow, NCR7 alongside the Black Cart Water

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front of him, his manoeuvre taking him right into the face of oncoming traffic – that’ll be me! Taking avoiding action saw me bouncing along the road, into the ditch, into the hedge and back into the ditch. I emerged looking like I’d been away on a five day cyclocross race, caked in mud as I was, but like all true cyclists my first concern was for my bike. Except for some shredded bar tape it was unscathed. I came off a lot worse, but the adrenalin got me to work and the discomfort from the road rash, sore hip and shoulder were short term.

While we are on the subject of rubbish driving, let me tell you I have been commuting four days a week all year round (weather permitting) for many years and this is the first time I have been involved in a crash, so please don’t let this incident discourage you if you are contemplating leaving the car or public Transport

behind. There has never been a better time to get out there and cycle to work. Drivers are now accustomed to seeing cyclists on the road, resulting in improved road sense round bikes, many drivers approaching roundabouts and junctions anticipating that you’ll need more room and driving accordingly.

Of course the idiot element remain, both drivers and passengers shouting out of car windows at you for no reason, cars apparently sold without indicators etc., but to be fair these scenarios are getting much rarer and in this world of equality, let’s not pretend it is all one way, far from it.

The number of people on a bike I see jumping red lights, circumventing lights or junctions by going on and off footways, weaving in and out of traffic or/and not demonstrating hand signals is disappointing.


TOUR DE JOUR

Airport runway.Pedalling away from Inchinnan it is not long till I come

to the unique structure of the Bascule Bridge which straddles the White Cart River. The Bridge is a Scherzer Rolling Lift Bascule Bridge and is the only remaining rolling lift bridge in Scotland. It was built by Sir William Arrol and Co, and opened in March 1923, allowing shipping to travel up the White Cart Water to the docks in Paisley

Beyond the bridge, the road alongside Glasgow Airport awaits. For those not familiar with the airport its worth mentioning it’s on the outskirts of Paisley and as such is situated some eight miles from Glasgow City Centre. I view it as an advantage, sad as I am, that the area where executive jets and private planes park within the airport, lays mere metres away adjacent to the road, behind suitably high fencing, of course. Despite having a fleeting interest, at best, of planes I took to trying to memorise each country’s unique registration pre-fix, but still frequently come a cropper, when some exotic country’s plane meets my sweaty gaze. Incidentally, Sir Alan Sugar’s plane, easily identifiable by the logo and registration, is a frequent visitor. Sir Alan is an avid cyclist, Pinarello his bike of choice, but as yet I haven’t seen him on the road.

Now in Paisley proper, most famous, depending on

Admittedly, most of these people have a bike but are not cyclists; regardless we all get tarred with the one brush. To help redress their actions we can ensure we behave responsibly and by cycling assertively, but not aggressively, you will get along just fine and find most motorists are perfectly decent.

Beyond Georgetown, round the delightfully named but often manic, Red Smiddy Roundabout, it is but a very short, and once more flat, detour to Inchinnan where three recumbent cross slabs are situated adjacent to the Inchinnan Parish Church. Although behind a locked enclosure, you can get up close to them for a good view. They are believed to date from the 10th to 12th Century and were moved to their current location when the old Parish church was demolished in 1965 as it sat at the end of the Glasgow

Patton’s Mill, Joihnstone, in 2009

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your generation and opinion, for Alexander Wilson the world renowned ornithologist (and often known as the father of American ornithology), Thomas Coats and his Paisley Mills (at one time one of the major suppliers of thread worldwide), the Paisley Pattern which adorns garments worldwide or perhaps pop star Paolo Nuttini, I head up Love Street, past what remains of the site of where the stadium of the town’s football team St. Mirren (not St. Mirren 0 as some believe it’s called) used to sit. From here you can either join the Paisley Inner Ring Road, with its inherent string of traffic signals and cars swapping lanes like a demented magician’s card shuffling trick, or do as I do, and veer off Love Street into Paisley’s oldest public park – Fountain Gardens.

Leaving the park, from the opposite end to which I arrived, deposits me into Caledonia Street where I take a right into Underwood Road, a left up Well Street and a further left onto Paisley’s High Street, where I take comfort my glacial sluggishness is not the only thing associated with a snail in the street. There is a plaque on the site of a former cafe, the scene of an event that was the basis of a landmark law case where legal history was made.

On 26 August 1928 a Mrs Donoghue met a friend at the Wellmeadow Cafe. Her friend bought her a bottle of ginger beer. As she enjoyed her drink, part of a decomposing snail fell out of the bottle. As she had not bought the drink, Mrs Donoghue had no legal contract with the cafe owner. The case made on Mrs Donoghue’s behalf therefore focused on whether the manufacturer and bottler of the drink, David Stevenson, should be held responsible. Amazingly, the law had previously declared there was no legal connection between consumer and manufacturer.

Although the case itself never came to trial and

Bascule bridge, Inchinnan

Houston’s quirky mercat cross


TOUR DE JOUR

was finally settled out of court there had been much legal debate on whether there was a case to hear. In May 1932 the House of Lords ruled there was. Lord Atkin found that just as neighbours should care for each other so should manufacturers care about the consumers of their products. The Donoghue v Stevenson case established the precedent of negligence based on the ‘neighbour principle’ and has been followed internationally by courts since.

Diagonally across from the snail site is the stunning Coats memorial church. Built as a memorial to Thomas Coats (of thread mills and Fountains Garden fame) the intricate detail of the decorative work is stunning.

Continuing down the High Street I soon pass both

the town’s museum and Town Hall and then within yards of Castle Grey Skull (that’ll be my work just in case you try and find it!) sits the splendour of Paisley Abbey. In 1163 Walter Fitzalan Baron founded a priory in Paisley. He brought 13 monks from the Cluanic priory of Much Wenlock in Shropshire where he also held land. Paisley Priory was raised to the status of Abbey in 1219. It continues to this day to be a place of worship on a Sunday. More importantly, it is open for guided tours on a Tuesday and Thursday. Besides that, the café sells the most wonderful Orkney ice cream, sadly not at the hour I pass by.

And next time they’ll be a few characters that have crossed John’s path along the way. SDC

Johnstone Bandstand, since 1891

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It’s tempting to pop the bike and indeed, ourselves into hibernation between November and February. However, with some forethought

and simple preparation, winter can bring yield the right sort of excitement.

DEDICATED WINTER BIKE?Most enthusiasts have at least two bikes; one their pride and joy, the other a daily driver cum workhorse. I am fortunate enough to have a varied fleet including a couple used year round, though these are suitably dressed for December’s murky depths without falling into traditional winter hack territory.

Regardless of genre, winter builds need to be exciting enough to tempt you outside, yet rugged enough to resist the season’s varied wrath. Older framesets with slightly battle-scarred hand-me-down groupsets are the norm – excellent recycling that prevents spares mountains spiralling out of control. However, this breed are a topic all of their own and not everyone, (younger riders in particular) has the money or storage space for multiple machines.

PREVENTATIVE PREP-KIT N’ KABOODLE Prevention is always more convenient (not to mention cheaper) than cure. Many of us will do this throughout the year, so some stages can skipped. However, going the whole hog shouldn’t consume more than 2, possibly 3 hours tops.

Even the best maintained bikes can succumb to

Winter Wonderland Part 2aka a practical guide to keeping your bikes cheerful all-year round. Michael Stenning suggests some ways to keep them jolly …


TESTING TIMES

failure but the likelihood of having to walk several miles home in the freezing cold; or finding brightwork ravaged by the salt monster are dramatically reduced with forethought and a little elbow grease.

WHAT YOU’LL NEED:• Full set of Allen keys/ ring spanners to fit components

on your bike (Pocket tools work fine)• Bike Wash, Bucket, Clean Tepid water, sponge/bike

brushes & Polymer based wax or beeswax furniture polish

• Old/Redundant Inner tube (1.95 section mtb butyl is ideal)

• Degreaser• Super Glue• Nail Varnish/touch up paint stick• Cable Ties• Semi synthetic Grease• Internal Frame Preserve or 10w/40 motor oil• Maintenance Spray• Chain lube(s)

METHODTake bike(s) outside and starting at the handlebars, give them a thorough blow-over with bike wash. While they’re marinating under said sudsy blanket for three minutes or so, add a little neat degreaser to the chain rings, derailleur jockey wheels etc and agitate with a small stiff brush. (Bike specific types generally work best but retired tooth and nail scrubbers make worthy substitutes).

Rinse everything thoroughly using a soft brush and dip/ dunk routine before drying with an old, clean towel.

FRAMESETInspect frame and forks for hairline cracks, dents or ripples-all indicative of fatigue that can lead to

potentially catastrophic failure.

STEEL/ALUMINIUM ALLOY/MAGNESIUM Minor chips and scratches can be retouched using hobby enamels or nail varnish. Tiny dents are similarly annoying but pose little structural concern. More extensive damage/suspected misalignment needs checking on a jig by competent shop mechanics or frame builders.

Apply protective patches/electrical tape/stickers to regions where cables make contact to prevent abrasion. Mummifying top tubes and chainstays under some redundant inner tube is another useful trick-defending against accidental damage, while disguising true identity. Aluminium alloys may not rust but still corrode and magnesium does alarmingly quickly.

Therefore (assuming you haven’t already done so); introduce some frame preserve via drain holes or seat tube. Waxy automotive formulas are medieval and messy to use but relatively cheap (stodgier 10w/40 motor oil, flushed through with WD40/Teflon based maintenance spray works fairly convincingly too). Plugging those drain-holes with match sticks or blue

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tack prevents unwanted escape during the curing process but remove afterwards; otherwise moisture can become trapped inside.

Electroplating is very susceptible to tarnish, so apply a thin layer externally or wax regularly. Alternatively skilled “project” finishers can apply a durable lacquer atop, which will look resplendent for many years.

DIY clear coats are superficially cheaper but time consuming to apply and invariably yellow, craze and/or peel.

TITANIUM Can be left in its raw state with scant worries where corrosion is concerned. I still wax frames and components to prevent dirt/grime and indeed finger marks sticking. Introduce other metals with Ti-prep/similar to avoid permanent unions developing unnoticed!

CARBON FIBREBoutique formulas are nice, though regular bike washes and beeswax furniture polishes work fine. That said; only use dedicated release/assembly pastes (not

grease!) on contact points. Minor paint or lacquer damage isn’t worth losing sleep over. However, the raw weave is susceptible to subsequent injury. Crashes/brute force aside, failure tends to afflict mech hangers and bottle mounts. These are repairable by experienced dealers but anything more serious, including refinishing demands specialist expertise.

SUSPENSION FORKSMany, mountain bikers in particular, swap over to rigid blades during winter since softer trails don’t merit the added complication. However, not everyone wants the hassle, so ensure bouncers sport rubber boots to prevent grit scratching stanctions and blowing seals. Aftermarket Neoprene versions secured by Velcro are convenient but retain wet/abrasive stuff-remove and wash regularly.

BRAKES/CABLESCast a critical eye over cables, replacing anything kinked, split or frayed, adding cuffs/doughnuts to protect lacquers or livery from being chewed through. Glue, crimp or solder freshly cut inner wires. Hydraulic

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hoses are generally impervious but pension off anything remotely suspect. Strip disc brake rotors, treat centre locked splines and bolts to a blast of anti-seize.

Cantilevers and V brakes should be removed from their posts and re greased annually-six monthly on bikes in hard service. Despite running disc mounts, many framesets still sport these. Cap anything unused to prevent ingress channelling ruinously inside. Pluck embedded grit and other nasties from pads so they don’t cannibalise rim sidewalls.

Drums are powerful and extremely low maintenance. However, Sturmey Archer units can turn spiteful if not occasionally stripped and purged of brake dust-poor modulation or disconcerting on-off stopping being contra indicators. Otherwise, just maintain as per other cable operated systems and grease, never oil hub bearings (doing so risks pad contamination).

Pads and cables aside, dual pivot callipers like their mounting hardware greased twice yearly, springs appreciate fortnightly squirt of PTFE based spray.

TRANSMISSIONInspect chains, rings and cassettes for wear, tight spots,

worn, hooked or indeed missing teeth. While you’re down there… give crank arms and pedals a tug, testing for sloppy bearings. Traditional cup n’ cones are decidedly rare nowadays but adjustable; modern cartridges are designed as fit n’ forget- replacement is their only cure.

Remove pedals-either with a dedicated 15mm wrench or 8mm Allen key, grease their threads and reinstate. This dissuades galvanic corrosion since most cranks are aluminium alloy, pedal axles, Cro-moly steel. Step in systems can turn temperamental, so check and replace cleats as required. Blast release mechanisms with some PTFE lube fortnightly-more often in muddy, slushy conditions.

Hub gears are pretty well sealed; especially Shimano Alfine, Rohloff and similarly high end models though do require annual servicing and oil changes. Conversely derailleurs are exposed to everything Mother Nature fancies hurling their way.

Remove mounting bolts; apply a little grease annually to rule out galvanic corrosion. Sealed ceramic jockey wheels are good investments on higher end mechs. Add a quick drop of chain lube to their mounting hardware to prevent corrosion taking hold, wiping

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TESTING TIMES

away the excess. That aside, good, little n’ often housekeeping is the only medicine.

Fixed and single speed freewheels are in many respects perfect for winter service in moderate gradients-fun, strong, light and low maintenance, though contrary to editorial belief, I like to alternate between these and variable gears.

Galvanised chains are prudent options for winter, though corrosion can still bite deep once the zinc plating relents on the inner pins, so don’t run ‘em thirsty. I prefer cleaner petrochemical or “self-cleansing” emulsion type lubricants that shed contaminant as it gathers. Wet formulas will certainly stay put and arguably return more miles per application-wipe the chain’s side plates every week mind, or risk it becoming a component gobbling sludge-especially on triples .

Draw the front brake lever fully home and rock the bike back and forth, checking for any slop in the headset bearings. Then turn the bars left to right-this should be smooth and glitch free. Strip, inspect, repack with grease and if you must forgo mudguards, remove the forks, cut a section of that old inner tube and slide it over the bottom race.

CONTACT POINTSStarting at the stem, loosen mounting bolts one at a time, introduce some fresh grease to threads and tighten to their recommended torque settings. Quill/

converters have become rarer but vulnerable to seizure. Remove and slather grease to expander wedge and sections hidden within the steerer tube.

Stuck seatposts are one of the most common (though easily avoidable) dramas. Whip a cable tie where the post enters the frame for easy reference, slacken the binder bolt and slide it free.

Carbon posts need specialist grip and mustn’t be greased whereas metal on metal pairings require a light but even helping. Squirt some corrosion busting brew inside the frame while opportunity presents. Next, cut a 2.5 inch section of scrap inner tube, smear a little grease around the seat collar; roll that rubber into a grot cheating boot before repatriating post and nipping pinch bolt tight.

Saddles, especially traditional leather types get a serious spanking, so feed these using Proofide or similarly every six weeks and cover if left in the open air for any period of time e.g. locking in the street for several hours. Undersides were once left raw, though usually sport some form of woven synthetic layer defending the hide from damaging slurry.

Raw versions should be gently cleansed using leather specific product and soft toothbrush before given a liberal helping of suede protector (reapplied six weekly, more in harsh weather).

Cast a critical eye over handlebar wrap/grips and replace with something suitable as required


TESTING TIMES

WHEELS/TYRESThese get a battering thanks to holes and other surface imperfections that breed prolifically during cold, wet spells. Spin wheels, checking for truth-within 3mm is acceptable, though some tyre tread patterns can give a very misleading impression. Pay close attention to walls, which can wear perilously thin especially at the joins-sudden puncture plagues can also indicate trouble here.

Work around the spokes, squeezing them in pairs to determine even tension, replace any that are bent or damaged, judiciously tighten any rogues (or have a competent wheel builder work their magic if you’re unsure-spoke keys in the wrong hands can be incredibly destructive). Drop a little (preferably middleweight) chain lube into each eyelet, wiping away any excess-this will preserve brass types, stopping nipples seizing solid. Using some car wax here also inhibits corrosion/grime.

Hubs should be smooth and free of play. Even lowlier groupsets use sealed bearings these days but these benefit from a quick precautionary lick of synthetic polymer grease behind their rubber cups. Old school cup n’ cones can be bolstered with makeshift seals made by binding string around a grease base.

Quick release skewers are often overlooked, so remove and give their internals/ cam closure a light lick of ceramic/Teflon prep-stodgy wet chain lubes will do in a pinch. Tyres are our first point of contact with terra firma. I tend to run 700x32/35c and 26x1.5 or 1.75, though 25mm is pretty much the limit on many contemporary road bikes, especially when mudguard clearance is considered.

Spiked winter tyres are quite pricy and all a fair bit of rolling resistance but are truly liberating in snow/ice- the last few seasons have seen them a regular feature on my Univega rough stuff tourer, inspiring

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TESTING TIMES

confidence even in several inches of snow. Whatever your preference, look for something with

decent puncture repellent casings since flints, glass and other sharps often work in unnoticed Check every few rides, purge any foreign objects with tweasers and fill small lesions with superglue. Tyre sidewalls mustn’t sport extensive cracks, fraying or bulges-replace immediately.

Tubes are another component so often overlooked until they give trouble. Thicker butyl might add a little extra resistance but tend to last longer. Kenda’s thorn- resistant make good options for broader 700c and 26inch and my preference over goo-filled types. In fairness, these seem very effective when tyre pressures are correctly observed, sealing small holes automatically. No surprise to learn they curry considerable favour with commuters. Alas, blow outs usually mean big sticky messes…

ACCESSORIESShort haul, utility builds aside, fit two, possibly three bottle cages, since you should still be consuming fluids at summer levels. 1.5 litre PET models are a real boon but can present compatibility woes, especially on smaller framesets. Thermos type systems are another boon-a favourite beverage can do wonders for comfort and morale. Prices are upwards of £15 but latte’ partial commuters will recoup this in no time.

Ensure racks, mudguard stays etc. are correctly installed-add a little threadlock if you’re carrying heavy loads. Touring/utility trailer frames should be cleaned and given liberal helpings of that polymer wax to repel

the salt monster. Whip quick release skewers from low slung Bob Yak homages, grease liberally and reinstate to counter corrosion/seizure. Check bearings too, since these are another weak spot on the OEM wheels.

Budget chrome plastic mudguards are generally pretty good these days, although stays and mounting hardware can rapidly turn furry. Adding clear coat lacquer or marine primer to cheaper galvanised models preserves their integrity without need for subsequent intervention. Stop lock mechanisms turning arthritic (or seizing completely) by squirting heavier duty PTFE-fortnightly on bikes parked outside for longer periods. Lighter chain lubes make excellent substitutes and last a little longer but steer clear of greases since these are too stodgy, causing mechanisms to gum up.

By contrast, computers (head units & transponders) and battery lighting love a lick of silicone grease on their contacts to optimise connectivity, banishing corroded switches and intermittent faults before they arise. Retro-reflective sticker sets are another boon in winter-apply creatively to mudguards for optimal, eye catching effect. Mudflaps improve protection – especially front mechs, bottom bracket and chainstay regions, not to mention feet.

Commercially available units come in all manner of funky styles but DIY versions are easily made from scrap tyres. Luggage also suffers. Elasticated water repelling covers defend Cordura nylons from salty blasts while impervious types with welded seams, still benefit from regular wipe-overs/ garden hose rinses.


TESTING TIMES

FASTENERSGenerally speaking, these remain submissive when greased properly. However, stainless steel versions can be a blessing, especially in coastal climes. Titanium might earn bragging rights but are expensive and prone to permanent seizure.

SCHOOL OF THE STREETS-KEEPING THINGS SWEETWinter can take us by surprise and there’s no substitute for experience. Sometimes things can turn unexpectedly furry, or seize solid. We’ll take a look at releasing seized contact points and more invasive repair in the next issue or two. However, in the meantime, here’s a few tips.

*Chewing through chains and cassettes at an alarming rate? Winter is just hard on stuff, full-stop. There’s sound argument for buying lower end consumables and replacing them more frequently-shifting performance isn’t usually impaired and you’ll save a packet in the longer run.

*Rinse bikes with cold, fresh water following salty, slushy rides. Hot sudsy stuff simply accelerates the corrosive process. Dry with an old towel and take this opportunity to give everything a hard paste waxing. Good quality

automotive preps will also remove light oxidisation/tarnish while leaving a protective barrier behind.

*More advanced damage can be removed using an old toothbrush and bargain basement washing powder. Dip the brush into a bucket of hot water, then work some detergent onto the bristles and apply to the affected areas, whipping into a lather. Rinse thoroughly once you’re happy with the results. Now add some wax.

If you forgot to treat steel frames internally with rust busting preserve, blast some heavier duty mineral oil/PTFE spray through the breathe holes, rotating slowly to ensure comprehensive penetration. This will chase any existing moisture out, leaving behind a protective, oily film. These blends are perfect for cleat/mechanisms, brass rim eyelets and plated fasteners on stems, seat posts, brakesets, derailleurs etc. GT85 and other, thin formulas are better cures for sticky cables and corroded battery trays on lights/computers.

Now, on you go-enjoy! SDC

A favourite tea-room at Audlem

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THE GOOD OLD DAYS

Issue 3 / 2015

Even before cyclists have exhausted conversation about bicycles and routes, food and drink will butt in. All cyclists eat and drink well, they have to. The racing lads may have a special diet – though a

large quantity of good food attractive enough to whet the appetite is just as important – and few people have the canny knack of rooting out a cup of tea and a piece of cake as the touring cyclist.

Hotels in the Scottish Highlands seem to respond to most cycling requirements, though Charles Edward Reade, who wrote under the nom-de-plume Nauticus, got a bit of a surprise when seeking out the Loch Laggan Inn in the early 1880’s,

“…. I saw a house on an eminence and, knowing an inn to be near, I took this to be it. To make sure, I asked a boy, who confirmed my supposition.Putting my tricycle in the yard, I calmly walked into the parlour and rang the bell. When the maid appeared I ordered tea, and asked her how long she would be about it. On her replying, “Half-an-hour”, I said, “Oh come on, I can’t wait so long as that. Look alive, I’m in a hurry.”Promising to bring it as soon as possible, she disappeared, but the next minute a very dignified matron came in saying, “This is not an hotel, sir; it is a private house.”Moved by apologies, she took compassion on my disappointed look, and brought in a jug of milk. I

The Good Old Daysdon’t know whether it was cream or what, but a more delicious draught I have never taken. It seemed fairly to melt away in my mouth.Thus fortified, I did not stop at Loch Laggan Inn, attractive though it was, but pushed on for Moy.”(Nauticus in Scotland, undated)

Nauticus was one of the first, if not the first, tricycle tourist in the Highlands, but we are told that milk – especially skimmed or semi-skimmed – is still an excellent hydrator, just as the record of his trip is an excellent read for those interested in the early days of cycle touring.

Almost fifty years later in 1931, Charlie Chadwick, on a tight budget, was rough-stuffing it in the Cairngorms. The prospect from the tent door was distinctly less rosy than that accidentally faced by Nauticus.

“The Geldie Burn chattered past; the northerly wind brought the endless drizzle, and only bog and spears of coarse grass lay to the near limit of our vision. Over a breakfast of stewed raspberries and custard we studied our Ordnance Survey and found we had over-run the path we wanted.”(Charlie Chadwick, Rough Stuff, the pre-war cycling diaries of Charlie Chadwick, edited by David Warner, published in2012 by the John Pinkerton Memorial Publishing Fund and the Veteran-Cycle Club)

This time a brief look back at those subjects beloved by touring cyclists, food and drink

Yorkshire, lemon tart

with lemon rather than milk, or mineral water with lemon. A pint of beer on a long day did not meet with approval, nor, indeed, did any liquor.

What about those who did not, or could not stop, for a refreshing cuppa? The bike bottles in use by some of the riders in the 1885 Rover Road Race, described by H.W. Bartleet, sound unfamiliar, but there is a hint of modern hydration systems.“Some of the feeding arrangements were unique; one man had a tin bottle, with two straws, protruding from the cork, tied to his handlebar. Smith (the winner) had, perhaps, the most original arrangement, his liquid

refreshment (cold tea) being carried in an indiarubber (sic) cushion, with a long rubber tube for suction purposes.”(HW Bartleet, Bartleet’s Bicycle Book, originally published in 1931 and reprinted by John Pinkerton in 1983.)

Cheeky cyclists blagging a freebie? Tea, chocolate, biscuits and touring on a budget? No change there.

Fitzwater Wray (Kuklos), wrote extensively on motoring, cycling and wayfaring. There was even a Kuklos annual. Most recenty The Modern Cyclist, 1923, has been reprinted in facsimile by Old House www.oldhousebooks.co.uk). It is a jolly good read, most entertaining and surprisingly relevant.

Nauticus in Scotland is no longer in print as far as I am aware. As with Sachtleben and Allen’s book,it is a ride log describing adventures outside the experience of most of us. Nauticus, in particular, has a wry sense of humour and responds to challenges just as one would expect of a Victorian naval officer. HW Bartleet could clearly be just as pugnacious, if the cartoon drawing of him included in his book is anything to go by. His “Bicycle Book” is a true miscellany covering almost all aspects of cycling, including his own bicycle collection. It is not an easy volume to find, but if you are interested in the formative years of cycling culture it is well-worth seeking out. SDC


THE GOOD OLD DAYS

How they might have looked forward to a tea-room. William Sachtleben and Thomas Allen Jnr, found one in Urumchi especially friendly, whilst cycling across Asia in 1892.

“We were immediately invited to take tea with this one, a morning dish of tung-posas, or nut and sugar dumplings, with another, whilst a third came over with his can of sojeu, or Chinese gin, with an invitation “to join him.”

Whether cyclists were welcome or not is a matter of conjecture. The two Americans were probably the first that had passed that way and there was a downside for the proprietor.

“, for the crowd would swarm in after us, knocking over the table, stools and crockery as they went, and gather around us in a circle to see the “foreigners” eat, and to add their opium and tobacco smoke to the suffocating atmosphere.”(Thomas Allen and William Sachtleben, Across Asia on a Bicycle, edited by Michael W. Perry, published by Inkling Books in 2003, originally published in 1894)

And some of us find chintzy wall-paper and lacy napkins a challenge.

The modern cyclist has an array of energy boosting drinks, bars, gels and powders. Whilst some still prefer a good old jam sandwich or a café stop, Fitzwater Wray, who wrote under the pen-name “Kuklos”, advised cyclists not to go more than around twenty miles or a couple of hours without food. He recommended raisins, chocolate or biscuits carried in an easily accessible pocket or in a bag. Whilst these were to be eaten whilst on the move, he advised against constant grazing, suggesting that it was best to chew these and let them disappear in the mouth. Of course, dried fruit and chocolate still have their devotees in this more scientific age.

As for drinks, Wray recommended apples and oranges in preference to any. Hydration is one of the modern day’s greatest watchwords, but Wray thought it best to drink as little as possible. China tea was best,

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REAR RACK

What’s coming in Seven Day

Cyclist issue 4 out on February 16th 2015Well, look forward to those summer days and Michael Stenning will help you find the

one that you want, the one you need, oh yes, indeed.

There’ll be some reflections as the roadster continues on its journey down the Western Front, through areas that saw much fighting in 1915.

And Peter Eland tells us about goings on in York.

There’s also more than one Ribble in the world and we have a report on riding it.

And there will, of course, be much more...

Steve

seven day cyclist - issue 3

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