The meaning of reliability in the dictionary; that maybe relied upon, trust, confidence, something depended on. And the meaning of trial as written in the dictionary; putting to the test, something that tries your endurance, patience or faith. So where and when did Reliability Trials start? This is my story of how touring by bicycle has change during my lifetime, and of the Reliability Trials that I took part in during the early 1960’s. I will also include details of one of the many fundraising for charity cycle rides I did in the 1980’s; The Cyclists’ Touring Club, National 400 Km, Audax UK event. I hope my writings will inspire you to gradually build on your levels of endurance and enjoy riding some of the many Reliability Trials listed on the CTC and Audax UK websites.
I realize many of our older CTC members will share my thoughts as to how bicycles have changed for the better…now more reliable. But for me, I still carry memories of roadside repairs; the broken spokes on the gear block side of the rear wheel; the rear wheel pulling over when the axle broke in two; loosing drive when the gear block malfunctioned. There were also more serious breakdowns which sometimes caused injury to the rider and others around them; like broken brake cables; chains coming apart; alloy seat pillar snapping off; handlebar stem and bars snapping when climbing a steep hill. Doesn’t bear thinking about, but it does happen, I have seen it happen. Can you remember the bag of spares and tools we carried in our saddlebag for the roadside get-you-home repairs? For those of us that are capable of roadside repairs, we would have tools and spare parts to repair or replace; gear blocks, broken axles, chains, buckled wheels, and braking components. With the improvements in design and materials, hopefully, those days are long gone.
The improvements that I think that has helped cyclists’ the most are; cassette hubs and sealed bearings. And for the cyclists’ that use derailleur gears; index controls levers and a much wider selection of suitable gears. My first bicycle, way back in 1952, had a double sided rear hub; a single speed freewheel sprocket on one side, and a fixed sprocket on the other side. Many cyclists used fixed wheel in the winter months. Fixed wheel gearing gave the rider more control on icy roads, and if cycling up and down a few hills using the correct gear ratio, would help to improve the cyclist strength and suppleness. The double sided rear hub has another advantage; if the wheel was built correctly; with the spoke tension even on both sides, which is possible with a wheel that isn’t dished to accommodate a multiple gear block. Such a wheel is less likely to suffer broken spokes and axles. If you have suffered a broken rear axle, did you notice the break is usually on the gear block side? That is because the length of the axle from the hub bearing, on the gear block side is far longer than the other side; more unsupported weight. A modern cassette hub is designed to have hub bearings close to the fixing point of the bicycle frame.
While on the subject of bicycle frames, I now write about a concern that I have for anybody who owns a modern steel framed bicycle; myself included. If you do own a steel framed bicycle, check if it has any small holes drilled in the tubing, eg; in the down tube, close to the bottom bracket tube. The experts tell me when the frame tubing is welded or brazed together; the holes allow the oxygen pressure to balance during the high temperature change. And, wait for this one; the holes allow the rusty water to escape from within the frame, and let the tubes dry-out. What has the experts recommend that I should do as soon as possible; let the inside of the tubes completely dry before applying a rust preventing product called J P Weigle’s Frame Saver, and not to apply car engine oil, or WD40 to the inside of the tubes. Surely bicycle frame builders are responsibly for rust prevention during the manufacture process? I have been writing about many improvements, but this is now a set-back for me and many others who would like many years of service from their valuable bicycle. What is the condition of your bicycle frame at this moment? On a lighter note, I could write about many other important improvements such as being allowed to use a series of flashing LED bicycle lights, but I will step down on that subject and let our CTC Technical Officer, Chris Juden, write about that subject in CYCLE Magazine.
I am typing this story at the start of the winter weather of 2008, and I haven’t used Frame Saver, yet. The dealer who sold me the bicycle told me the frame is guaranteed for life… Are tyres and inner tubes now more reliable in 2009 than they were many years ago? Farmers and council workers who care for the thousands of miles of roadside hedges in Britain have finished cutting back until late spring, and we, hopefully have avoided having punctures by fitting expensive puncture resistant modern tyres? No, I can hear you saying, they don’t stop sharp thorns or tacks reaching the inner tube. But there has been improvement in many ways; to rim and tyre design. Providing we follow the manufactures guidelines; regarding rim/tyre compatibility, and maintain the correct maximum tyre pressure, we can avoid problems like tyres blowing off the rim and snake-bite punctures. The vast choice of tyres and rims for the out-in-all-weather Cycle Tourist can sometimes be difficult. Should we use narrow rims and narrow high pressure tyres, or choose a wider rim and tyre with a lower pressure?
We have freezing fog, snow on the hills, and sometimes clear skies causing even lower temperature and icy conditions to the roads we cycle on. Do we require good traction and safety that a wider tyre should give us, or a faster ride with less of a grip on the road surface with a narrow tyre? Some cyclists’ choose to compromise and fit 28mm wide tyres, front and rear. There are recommendations for matching tyres with rims; again it’s not for me to say, check with the CTC technical department for more detailed advice. If not the CTC Technical Department, try asking your local cycle shop repair man, he should know of a tyre that can be fitted and removed to your rim with ease. I can remember buying tyres from a shop in Manchester. The markings on the tyres matched the size of my rims, but they would not fit. When telephoning the shop, I was asked to return, bring the wheels and tyres; they employed a cycle mechanic that could force the tyres onto my rims. My answer to that was; how do I remove the tyres from the rim to repair or replace the inner tube?
Before I start to share with you more tales of long ago, let us look at the way clothes for cyclists’ have changed for the better. There have been huge improvements to materials. We now have lightweight, quick drying undergarments, jerseys, jackets, shorts and longs. I can remember wearing tight black jeans in cold weather, which being of cotton would hold water and take for ever to dry. The golden oldies of my early cycling days would wear plus-fours, perhaps tailored by Ossie Dover and his partner Mark Shock at their shop in Kensington, Liverpool 6. The footwear for the cycle tourist has also come a long way; by using clip-less peddles with matching shoes and recessed shoe plates, less damage is done to our feet. Can you remember nailing the shoe plates onto the leather soles, and if your favourite designer cycling shoes were formed by the Europeans which had a narrow pointed toe, your toe nails could blacken and fall off.
Let me share with you a tale from long ago, an example as to how plans can go seriously wrong! It was in the days of regular monthly youth hostel visits, yes, even in the winter months; hot water bottles in the bunk beds. This is the weekend of 28-10-1984. Our runs leader plans were fine, perhaps a bit ambitious for an autumn weekend in Lancashire. I will spare you most of the details. We started our ride early Saturday and headed for Mankinholes Youth Hostel. Look on your map for Halifax, and you should find Mankinholes, West of Sowerby Bridge, near to Todmorden, close to the Pennine Way long distance footpath. If I remember correctly, our leader chose a route through Bolton, Bury and Rochdale to Littleborough, then after cycling a few miles north; joined the lanes to finally reach the hostel. Cycling through the Old Mill Towns, North of what is now called Greater Manchester, is not a pleasant experience. And with not knowing the area, we couldn’t find a suitable eating establishment for a large group of hungry cyclists’. One or two riders ‘got the knock’ (low blood sugar), not a good way to start the weekend!
Now for the serious parts of this story; there are many steep hills in this part of England which can put a huge strain on both man, woman, and bike. Joan T’s rear wheel pulls over on one of the steep climbs, stopping her in her tracks. She is insight of the hostel, so the bike and luggage is carried. The repair; which is thought to be a broken rear axle, is put off to early Sunday morning. But the next day, the group is told the hub has cracked and a new wheel may be available if the local bike shop owner can be contacted. We did get a replacement wheel, and headed for Hardcastle Crags, North of Heptonstall… but it is late in the day and our leader insists on continuing with his original plan, that is; have lunch at the famous Clarion Tea Rooms (if we could find them), cross Pendle Hill and join the A59 which would take us towards Preston and home. But then, we have another major delay when riding on the A59 road. The roadside hedges had just been cut, and we are cycling in the dark by this time. We were on a long section of straight, level road by the British Aerospace Factory by Samlesbury when most of the groups tyres are punctured by thorns. We wheel the bikes a few hundred yards to a petrol station forecourt to use their light to do the repairs. It was 10pm when we reached the Fish & Chip Shop in Walton-le-Dale, and 1am on Monday morning when I eventually reached home!
Before I go the next part of my writings, I must share with you another short tale about my hostelling days with the Cyclist Touring Club. My first hostelling experience was back in 1957 with the Liverpool group of the C T C. We stayed at Lledre Valley Hostel, in the village of Dolwyddelan by Betws-y-coed, North Wales. What I remember about those early days was the discipline that the hostel manager asked for, and received, or you were out on your ear! But this tale is many years later, in the early 1980’s, when I joined the Runcorn CTC hostelling group. Thinking back about those hostel weekends, we all cycled to the hostel as a large group from near our homes, sometimes totalling nearly two hundred miles in two days. This other tale is of a cycling weekend to Wilderhope Manor Hostel. The Manor is owned by The National Trust, but leased to the YHA. It is in a wonderful part of Shropshire, ideal cycling country, mile upon mile of quiet lanes. But this tale is not about the hostel, that’s another story. This is about how the cycling group divided when the manager gave us our room numbers. The group had been hostelling together for quite some time, and had learned many lessons, but for me, I was in for a shock! The group consisted of mainly teenagers, with only a few older members. I followed an older member, and made-up my bed. Why did the others use another part of the hostel? I found-out the hard way, he snored loudly all night; I didn’t get any sleep. Does any one know where I can buy good quality ear plugs, no, Boots brand don’t work for me.
Let me explain why I was spurred into writing this story. Many cyclists’ have visited my home. It was on one of those occasions that the old "Reliability Trial" certificates came out of the cupboard draw. To prepare you for what is to come; they range from 1960 to 1962. For the Youngsters that are reading this part of my writings, I think I need to explain as to the lack of traffic, and the speed of vehicles using the main highways in those early days. This information may come as shock to even the older members reading this part of my story.
For most of my life, I worked as a heavy goods vehicle (HGV) and PSV (buses) fitter and know the maximum speeds that vehicles could sustain in those early days in Britain. My father Harry, also a keen cyclist, was a HGV driver, and between the two of us, have vast amounts of knowledge of many types of vehicles. The Maximum Speed for most HGV and PSV vehicles was about 35 miles per hour; that was with driver’s foot hard to the floor. And if the wagon was towing a draw-bar coupled trailer, the max speed was reduced to 20 mph by law because of the increase in gross weight. The next part of my story maybe hard for you to accept; my father was awarded Safe Driving Medals by British Road Services for many years of accident free driving. The police in those days were very strict with drivers; fines and penalties were given for speeding and if any of the vehicles wheels crossed over the double white lines that are in the centre of the road; that also was a traffic offence. For a wagon or bus driver to maintain a correct line on twisty roads, it would mean slowing right down, and heaving on the huge steering wheel, because in those early days there was no power steering, just strong shoulder and arm muscles for the drivers.
Now back to the rides that were done on mainly quiet, peaceful roads. Let’s look at the 1960 certificate first. This was awarded to me at the CTC’s meeting at the York Rally. As you can see, it is dated August 20 1960, I had successfully cycled 120 miles within 10 hours as a Standard Ride organised by the Liverpool District Association of the CTC. If I recall correctly, the route I used to York took me along the A59 road through Ormskirk, Preston, Clitheroe and Skipton and the climb over Blubberhouses Moor to Harrogate, on through Knaresborough, and finally York’s Knavesmire Racecourse to attend the CTC Rally. The Rally President was Peter Rowntree; most probably the Rowntree Chocolate magnet, based in York. My father was a shop delivery driver for Rowntree Chocolate Company when I was very young…but that is another story.
I now go to the two 1961 certificates. The first, dated 7th May, is a 12 Hour Reliability Trial; 12 hours being the maximum permitted time allowed for the 135 mile route which took us from the Birkenhead Ferry terminal, through Queensferry and Wrexham to Llanymynech for lunch. Back in those early days, lunch was a pot of tea, and your own sandwiches eaten inside the café or public house; the café or pub proprietors welcomed the much needed business. After having our route cards signed by the club officials, we returned through Oswestry and Chirk to have our cards signed in Llangollen. Next, was the steep climb past the Britannia Inn (bypassed because of the sharp bend) to the top of the Horseshoe Pass, over the Llandegla Moors, through Queensferry to the finish at Woodside, Birkenhead, where we joined the many cyclists’ on the frequent Mersey Ferry back to Liverpool and a much needed rest at home.
The second, dated 20th August 1961 is a 100 mile course which took us north to climb through the Trough-of-Bowland. The northerly rides usually started outside the Black Bull Public House in Walton Vale, Liverpool. When I look at the route printed on the certificate, I realize that the organizer had a difficult time planning a 100 miles of cycle friendly roads. You will notice the route goes through major towns, why do you think that is? Looking at a Tourist Trial route card of today (2008-09), which is very detailed, compare that with a 1962 route card; you will see, if you have one, that the 1962 card doesn’t give much detail. Also if I compare my 1961 Ordnance Survey (OS) One-inch scale map of Liverpool (sheet 100) with my 1988 OS map of Liverpool (sheet 108), I can see that we had more countryside to cycle in. A typical example of that is the size of modern Skelmersdale which was once only a small village. But back to the question why didn’t the route card give more detail? We have good road signs in our country, so it was practical at that time to direct cyclist from one town to the next.
Back to the 100 mile Reliability Trial. We leave Liverpool, pass Kirkby station and onto Ormskirk. We turn right at Burscough and follow the lanes through Newburgh, over Parbold Hill to Standish where we join the A49 road to Walton-le-dale. I hope some readers can remember the café here that was very popular with cyclists’? We join the A6 road at Preston and continue north through Brock and Garstang to reach Scorton, where we turn right towards Abbeystead reservoir. Now in the Forest of Bowland, we climb over the Trough-of-Bowland, through this wonderful area of Lancashire. Can you remember the detailed motorcar touring articles in the Liverpool Echo a long time ago? This area of Lancashire became a popular Sunday picnic spot because of those newspaper articles. As we freewheel towards Dunsop Bridge, we keep a lookout for people and animals at the roadside; yes, the sheep now have the taste for sandwiches. If not sandwiches, the picnickers have brought their folding chairs and Primus, cooking stoves; we can smell the sausage, egg and bacon as we head for Whitewell. Our route follows the River Hodder for a few miles, then before reaching Longridge Fell, we enter the village of Longridge and stop for a cuppa before the ride home through Goosnargh, Broughton, Woodplumpton, Preston, Ormskirk, Lydiate, and finally Liverpool. The certificate shows that I have completed the 100 miles in 7 hours 47 minutes.
Now for the final two Reliability Trial certificates which are dated 15th April and 30th June / 1st July 1962. Let’s look at the April ride first, and remarkably I have the Route Card for that ride. Although the route card shows 100 Miles in 8 Hours, the certificate reads that I completed a 105 mile course in 8 hours 45 minutes. It also shows the CTC section from Earlestown are riding a similar route, but starting and finishing in their area. Have you noticed that nearly all tourist trials include challenging climbs, and this one is no exception, it includes many by Allgreave, and to the Cat & Fiddle Inn on the Macclesfield to Buxton road?
There is a choice of starting and finishing venues; outside the Rocket Hotel on Queens Drive, Liverpool, or at Earlestown Market Square. Both groups make their way to Widnes and cross the new road bridge to Runcorn. Back in my early days, cyclists’ crossed the River Mersey and Manchester Ship Canal by using the ‘Transporter Bridge’, or the footpath at the side of the Ethelfreda Railway Bridge. Leaving Runcorn, we would climb the steep hill and pass Halton Castle to join the A533 road to Northwich. Can you remember the series of Lock Gates by the bridge in Runcorn? The Bridgewater Canal carried the barges down to the Manchester Ship Canal. Again when thinking back to when the bridge was first constructed, there was only a single lane each way, with footpaths alongside the main roads. Big changes had to be made to the bridge following the increase in road traffic, and today, more changes are needed in this area. Perhaps I should mention that I know this area well; my parents lived in Runcorn until their deaths in 1997 and 2008. And I too moved from Liverpool to live not far away; in Penketh, Warrington. I could give lots more detail of the way Runcorn (Halton) has changed, but that would take to long. Our route cards show that there are three Check Points before the Half-hour Compulsory Lunch Stop at Somerford; we need to be on the look-out for the Marshals who will be wearing Red Arm Bands (good tip for future events).
The first check-point was by Dones Green, the second beyond Northwich at the A533/A5033 junction, and the third, east of Chelford at Monk’s Heath, at the A537/A34 Traffic Lights. Preliminaries over, let us now go on the 105mile cycle ride. We have crossed the Runcorn Bridge, through the first control point and are now crossing the swing bridge over the River Weaver into the old town of Northwich. The last few miles have been full of many twists and turns, and up and downs, but we arrive in Northwich in one piece this time. I can remember riding fixed wheel in this area and coming off when one of my pedals hit the road on the bend approaching the bridge. To continue, we follow the Roman Road through Lostock Gralam, then turn right at the second check point and continue into Knutsford where we join the A537 road to Chelford. This area of Cheshire has lots of cycle friendly lanes, but we are following our Route Card and a more direct route to Marton. We turn off the A34 and join the lanes to Somerford and our lunch stop. Looking at the back of my route card I can see that I started the ride from the Jolly Miller Public House on Queen’s Drive, Liverpool at 10.10 am and I signed in for lunch at 1.05 pm. After the half hour compulsory lunch stop, we collect our route cards from the officials and head for the A54 road which takes us through Congleton to the crossing of the A523 road and the start of the long climb towards Buxton. We are now in an area which the Liverpool section of the CTC cycled to a lot when staying at Oakenclough and Rudyard Lake Youth Hostels. Sadly, those hostels closed; cyclists’ and walkers now use nearby Gradbach Mill or Meerbrook hostels.
To check the route details when typing this story, I now go from my 1985 Sheet No. 118 OS map to an old favourite from long ago; a 1963 One-Inch Colour Contoured OS Tourist Map of the Peak District. Can you remember the early Bartholomew’s Half-Inch Colour Contoured Maps? I have several; the one of the Peak District is dated March 1956. Sorry, but still on the subject of maps which I can’t do without; my ‘Bart’s’ map, sheet no.28 of Manchester & Merseyside covers all 105 miles of this Reliability Trial route.
Where are we now…climbing to the Cat & Fiddle Inn? With having the 1963 map at my side, I can give you details of heights above sea level to help make this part of my story more interesting. You can sit back and imagine the pain and sweat involved in such a climb, without even leaving your chair. We start the climb at approx 400 feet above sea level at the crossing of the Macclesfield Canal. To the right of us is ‘The Cloud’ National Trust site, sitting at the edge of the Biddulph range of hills. We drop into the small chain ring and select a larger rear sprocket before the climb, why you may ask, because the changing of gears was not as slick in those early days as it is now, unless of cause you were using a 3 or 4 Speed Hub Gear. Can you remember the mechanisms that we used for shifting the chain in those early days? The front mech., that I used was fastened to the seat tube, I would reach down and twist a rod connected to a cage which would shift the chain across. The rear mech., manufactured by Simplex is too complicated to describe, let’s just say there were two jockey wheels on a cage which guided and took up the slack of the chain. The cage was attached to a well oiled coil spring which would, with the action of a control cable and down tube mounted lever, pull or push the cage sideways to align the chain with the sprocket. OK, I’ve changed into my low gears and are back again on this arduous climb. The OS map shows a single chevron arrow marking near the start of the climb, which means a gradient of about 1 in 6. The first mile takes us to 750 feet, the next mile to 1,118 feet, then a bit of downhill to 1,016 feet, during which time we try to recover before the climb to 1,137 feet.
For the readers who are serious hill climbers, can you remember tightening the toe straps before the climb, and releasing before descending incase of a tumble? The way we would bring into play our calf muscles by using the correct pedalling technique? We re-group at the top before dropping down to negotiate the sharp bend by the Church and Inn at Allgreave. Yes, I can hear you saying, that was a very fast descent and I did remember to release my toe straps. For the readers who have cycled in this area; can you remember the ‘Eagle & Child’ lunch-stop that is close-by, but not for us to-day, let’s crack-on. It’s nearly 4 pm and we continue the struggle again, this time climbing from about 700 feet to 1,521 feet in about 4 miles. To our right is another famous climb on what is known as Axe Edge; the A53 Roman Road from Leek up to Buxton is a more gradual climb for cyclists’. We have our Route Cards signed at the A54 / A537 Check Point and continue climbing for about 1 mile to 1,690 feet to the summit of the famous Cat & Fiddle. What a relief as we free-wheel for about 7 miles into Macclesfield and continue through Henbury and Monk’s Heath to the Check Point at Chelford, and the A535 road which takes us into Holmes Chapel. To our right, we can see Jodrell Bank Radio Telescope.
From Holmes Chapel we follow the A50 road through Cranage to turn left onto the B5082 road which takes us back again to Northwich. Our route card is asking us to climb out of Northwich and continue back to Runcorn and Widnes, but our legs are now very tired, but we dig-in and make it to the top. The groups divide after crossing the Runcorn Bridge, one group to finish at Earlestown where tea will be available. My group to continue along Lowerhouse Lane in Widnes to halt sign; turn left and proceed towards Liverpool and the finish at the Log-Cabin Café in Tarbock. It is now 6.55 pm, and after a snack and a welcome cuppa, I cycle back home to Walton.
I now go the final Reliability Trial Certificate. This is for completing a 250 mile course on 30th June / 1st July 1962. Yes, cycling from Saturday afternoon, through to Sunday afternoon. I only have the route that is marked on the certificate, no Route Card. But I have lots of memories of that Endurance Cycle Ride. Thinking back, I wonder if the organiser of this 250 mile long cycle ride realised what he was taking on. If you were to organise such a ride, what do you think the criteria would be when issuing the entry forms? And if you received lots of entries from riders of different abilities and ages, young and old, what would you do? But back in 1962 there wasn’t the worry of health and safety and litigation that there is now. The event organiser would know of the rider ability and make a judgement on the day. Yes that did happen; we were regular local club riders, from Earlestown, Wirral and Liverpool, and had lots of miles in our legs in those early days. Yes, that’s the way it was be before you took to the car or motorbike and lost your fitness. I wonder how many families had motorcars in those days to help in a crisis.
Let’s start by looking at the route printed on the certificate; we will be riding first to Whitchurch and cross to Oswestry where we join the A483 road which take us south to Newtown. We leave the A483 road at Newtown and take the A489/A470 road through Llanidloes to Llangurig. Most of that section of the long ride was straightforward, cycling from one town to the next on main roads that follow river valleys. The next section which takes us to Aberystwyth via Devils Bridge and Tregaron is far more complicated because it uses the narrow B4343 road which passes through small villages. We reach the University town of Aberystwyth, and follow the A487 road to Machynlleth. We join the B4404 and A470 roads which takes us alongside the River Dovey to Mallwyd. We head for Bala, but thankfully not via the Bwlch-y-Groes; we go via Cross Foxes and avoid the town of Dolgellau by using the lane through Brithdir and then over to Bala. Final stretch now, we cross the Llandegla Moors, and relax on our way down to Queensferry, then Two Mills and the finish of a ride of a lifetime. My certificate shows that I managed to complete the ride in 21 hours and 40 minutes.
John Cull, the Reliability Trials organiser arranged with club members to provide riders with refreshments on-route. Dave Martindale was one of the helpers; he went in Jim Millar’s Morris Minor Estate car to Mallwyd to give the cyclists’ a welcome early breakfast. John and Jean Cull were also using their car to give refreshments to riders, but they moved from place to place. I can remember sitting at the road side, under street lights, eating my cheese sandwiches and drinking tea. One other memory I have; it was early morning, and we needed to cycle or walk to pass a bull that was running loose in the town of Machynlleth. Yes, that was cause for concern when feeling sleepy during this very long bike ride. If I had kept my route card I would have a record of times signed-in at Control Points.
What I do remember of those early days; being a member of a wonderful cycle touring club, we had far more active members than there are now. We had a Family Section, consisting of parents with their young children, and the popular Intermediate Section led by John Cull or Dave Martindale. Cycling without our parents watching over us was a new experience; John or Dave, our runs leaders keeping us in-check. As time went by, we joined the older riders in the Social Sections, then when "over the hill", some would prefer to cycle with the Forty-Plus Section. The increase in mileage and time of actually riding on Sundays and hostel week-ends was usually determined by what group you were a member of. The Family Section on a good day would cycle up to 50 miles. The Intermediate Section would cycle about 70 miles, and the Social Sections, sometimes 100 plus miles. The Forty-Plus age group mileage would depend on how far over-the-hill you were, and what you had for lunch, sometimes having a snooze to allow the meal and drink to digest. Yes, there were lots of active members, all willing to help in those days. When I look at the Runs List of Today, I can see that some of the old venues have survived the test of time, but what if Cycle Touring doesn’t appeal to the young people of today, what will the future hold for all the Cycle Touring groups in Britain?
My Shield of Cycling Medallions, what is that about? For me, it’s about memories; memories of completing a challenging Cycle Touring event and collecting a medallion from the event organizer. The shield displays a Bronze Medallion for completing a Reliability Trial in 1961, and a slightly larger (30 mm diameter) Silver Medallion for completing a more strenuous 1962 Reliability Trial, both have my name and year engraved on the back. Looking closer, I’m amazed at the design and fine detail of the craftsman work, wonderful keepsake. Below the above, is an unusual medallion showing a Penny Farthing and "An Old Gent" riding a modern bicycle? This was given too many cyclists’ on completion of a 20 mile Funride to Southport from Liverpool, St. Helens or Skelmersdale during the 1984 Merseybike Festival. The three Audax UK medallions remind me of the many rides I did within Audax UK Club Regulations (details later). The final medallion mounted on the shield is for completing the CTC’s Fourth National 400Km Randonnee on the 29th June 1985. The event was organised by Peter Bradford of Chippenham and Keith Matthews of Poole. Chippenham & District Wheelers were the Hosts for the 1985 event.
Before I give you the 400Km route, I need to tell you why I choose to ride this event. I was working as a bus repair fitter at Edge Lane Works in Liverpool. Graham Stead, an electrician, also based at Edge Lane Works was also a keen cyclist. We decided to ride The National 400Km together as a sponsored cycle ride, raising money for THE ROYAL SCHOOL FOR THE BLIND in Liverpool. It was an opportunity to cycle many miles on roads far from home and have the support from groups when cycling through Wiltshire, Somerset, Dorset, Hampshire, Berkshire and Gloucester. The rules were different when cycling an Audax UK event in those early days; all machines must have efficient lighting and full mudguards front and rear. Accompanying vehicles are allowed, but they must not contact riders between controls. As with other events of this kind, there are control points at intervals throughout the route. The Randonnee (Reliability Trial) is open to all riders and they are asked not to race. To regulate riders speed, the intermediate control points have opening and closing times; details on the riders brevet card. To encourage riders to use the designated Route, the organiser would add a secret control point. For this 400 Km event, the overall time limits are a minimum of 14 hours and a maximum of 27 hours.
Planning is crucial for this sort of ride. We decided to bring our wives along for the week-end; they could entertain themselves by visiting the shopping centres in the area while we were pushing hard on our pedals. We pre-booked Bed & Breakfast accommodation in the city of Bath for Friday and Saturday nights. And if all goes to plan, drive home Sunday evening after completing the long ride, and if possible, return to work Monday morning. Finishing work mid-day on Friday, we drive the 150+ miles to Bath and settle into our B&B for a much needed rest. Saturday morning, and we decide to drive the 12 miles to Chippenham Technical College. Arriving about 12.30pm, we sign-in, collect our Brevet Card and have the compulsory bike check. All riders are asked PLEASE BE ON YOUR BEST BEHAVIOUR and assemble at the college by 13.45 hours for the 14.00 hours start.
We have our photos taken before moving to the start line. The 1985 CTC National 400 Km is started by the Mayor of Chippenham and the PELOTON is ESCORTED out of the town by the POLICE. I now ask you to dig-out a map which covers an area from Cheltenham to Bournemouth; and from Bridgwater to Winchester. The two A4 size route sheets are clear and precise, a sequence of road numbers, directions at junctions, towns and villages. We are advised to STUDY THE RELAVANT MAPS IN CONDUCTION WITH THE ROUTE SHEETS. A few of my friends have copies of this 407 Km route and used it for a five day cycle touring holiday, but without the support that Graham and I received from cycling clubs based in this part of England. I don’t intend to go into every detail of the route, but I will include some of the places that may be of interest to you if you do decide to cycle tour in this part of Southern England.
We start as a large group from Chippenham through Corsham, then through the interesting town of Bradford-on-Avon. As usual, many of the riders decide on an early fast pace, but we are enjoying a more moderate pace which hopefully we can sustain throughout the many miles. We have the sun on our faces as we climb the Mendip Hills, drop through Cheddar Gorge to our first Control in the town of CHEDDAR; it is 17.33 hours and we have cycled 66 Km. Our Brevet Cards are marked with a Penny Farthing Control Stamp and we continue South through Wedmore to Glastonbury, another interesting place; but we don’t have the time to visit Glastonbury Tor, Abbey or the Museum. We pass through Street, towards Yeovil, but use only the minor road through Marston Magna to Sherborne (Castles and houses to visit in this area). On we pedal through Long Burton, Holnest, over Castle Hill to Buckland Newton, Piddletrenthide (yes, all one word) and into PUDDLETOWN where our Brevet Cards are stamped at a Secret Control at 10.23 pm. If my memory is correct, we were provided with hot drinks and large slabs of bread pudding, which we ate under their gas lanterns at the roadside. We thank our helpers and continue through Tolpuddle, made famous by the Tolpuddle Martyr’s.
The village of Bere Regis came next before reaching another Control Point; this time inside a hall in UPTON. We sign-in at 23.51 hours, having cycled 169 Km. More foods and hot drinks are provided and we close our eyes for a short time before continuing towards the seaside town of Bournemouth. It is permitted to sleep in the halls during long Audax UK events, some organizers provide camp beds and blankets to help riders to relax and recover. Audax UK ride organizers have also been known to provide a qualified masseur and first-aid assistance if needed during, or at the end of your ride. When leaving UPTON control, we have problems following the next section of the route through Poole to Bournemouth and on to Lyndhurst.
Our route sheets tell us to STAY on A35 road, but being midnight, we miss the important road number signs and cycle extra miles through Poole before finding the correct road through Christchurch and up towards the New Forest. Cadnam came next, then the crossing of the M27 to Romsey; we are North of Southampton and are leaving the built-up areas to use the minor roads through Dunbridge, past Mottisfont Abbey and Gardens to Houghton and Stockbridge. The sun is rising as we follow the lanes towards Andover, being early morning, rabbit and hare race ahead as we try hard to stay awake. The route sheet suggests we stop for breakfast at the Little Chef which is beyond Wherwell by the Andover to Basingstoke A303 road. We continue through Hurstbourne Priors and Whitchurch to our next Control point at OVERTON. Our Brevet Cards are stamped by the North Hampshire District Association of the CTC at 6.44 am; we have cycled 266 Km.
We leave Overton and continue north to the village of Kingsclere. Our route sheet mentions that a Little Chef is in this area if we require refreshments; there are many kilometres ahead before completion of this 407 Km epic cycle ride. We follow the road signs to Newbury town centre (race course and site of a battle in 1643) and join a minor road which leads us through Wickham, Lambourn and Childrey. The Kennet and Avon canal is close bye as we climb over Lambourn Downs through the county district of West Berkshire. After crossing the Ridgeway Long Distance Ancient Footpath, we can see the Vale of the White Horse below, and too our right, the township of Wantage. We realize we are close to another rest-stop, as we push-on through Faringdon, across the River Thames to Clanfield. After Carterton and Shilton, we reach the Control point at a Café in Burford where we have our Brevet cards signed before ordering our Sunday Lunch. It is now 12.35 pm, and we have cycled 349 Kms.
We drag ourselves away from the comfort of the café and continue along an A class road through Cirencester and Malmesbury to the Final Control at Chippenham College. Our Brevet cards are signed and stamped CHIPPENHAM WHEELERS NATIONAL 400 at 4.41 pm. The Final Control closed at 5.08 pm. Yes, we did cut-it very fine. Our Brevet cards read; Homologation – Certified that this event was successfully completed in a Time of 26 hours 41 minutes. We return home very tired, but full of joy. There is still much work to do…collecting the sponsor money, purchasing the goods for our chosen charity The Royal School for the Blind, Liverpool. To finish this story I would like to mention that John and Jean Cull invited the Intermediate Section of the Liverpool CTC to attend their wedding at Childwall Parish Church. When looking at the Wedding Photo, I wonder how many readers can identify those pictured, who are now our Dear Old Friends?
THE END
