Sidecars on line 15

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 15 – February 2015

A bit of black magic featuring a Hedingham II and Honda CB1300

UK Importer for Tripteq Sidecars, Parts, & Accessories

Sales, Service, Build

• Scotia Sidecars offers the complete sidecar service.

• The Tripteq Heeler range can be supplied in DIY kit form with comprehensive build manual, complete, or partial build.

• The 'Heeler' has been developed and manufactured by Tripteq in the Netherlands with over 250 units sold throughout Europe since 2005.

• The left hand version was developed in conjunction with Scotia Sidecars to bring affordable technical innovation qualities of European sidecars and conversion parts to the UK sidecar market.

• Options on bodies, screens, & accessories • Chassis option for BMW 'K' and Guzzi motorcycles Telephone: 01333 429451

Mobile: 0773 468 3429

email: info@scotiasidecars.com http://scotiasidecars.com/index If you contact Scotia Sidecars for information, or to make a purchase, please acknowledge Sidecars On Line 2

Contents this Issue Editorial – Motorcycles, sidecars and retirement Dreams, Fantasies & Realities – Part 4 – Making the outfit go Oscar's Odyssey – The 6.05 Special coming down the track . . .

Top 10 UK Sidecars – A Personal Perspective – Part 1 being number 10 to number 6 Sidecar Smile 9 – This time with a Swedish flavour !

SideLines – Motorcycling, Repression & Representation The Malt Loaf Chronicles – Introduction to random tales of sidecar folk

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If you contact Anson Classic for information, or to make a purchase, please acknowledge Sidecars On Line

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Editorial 2015 started offering the usual opportunities to rewind those resolutions of things to do, friendships to rekindle, and places to go, but by now some will have been shelved.

Life can be about dealing with stuff in good time; rarely a personal trait my better half would suggest rather just in time; later; and possibly never. Inevitably some things never get done, either as intended, or in a more realistic, modified form. The reason, or is it an excuse, that “priorities change”, although bring honest some things were never realistic options.

Life is often very much about the mundane, the routine and the required, the latter being something that cannot be put to one side. Employment, both self, or working for someone else, presents demands on time, energy, skill, enthusiasm, qualifications, and attitude. Time demands are significant, although doesn't necessarily diminish when no longer in formalised employment, i.e. retired.

The maxim that retired folk “don't know how they found time to work” is repeated like many other descriptions of modern life. The nature of contemporary society means that many retired people find their existence dominated by care duties and support, be it for aged parents, adult children, and grandchildren. Freedom from the rigours and restrictions of the world of work does not always turn into a long holiday.

Grandparents, and older parents would view modern life described as “fast” and “pressurised” is a bit over the top. Longer working hours in noisy, dirty factories allied to home life devoid of labour saving gadgetry, and little time for relaxation was genuinely very hard, even if faced with good humour and even satisfaction.

So, what's this to do with being a sidecar enthusiast, or a motorcyclist ? The clear changes in motorcycling, as it has moved from being predominantly simple transport to a leisure activity, means that riding, maintaining, or generally messing with your pride and joy, still serves as an escape from life's more mundane aspects.

Planning another trip, maintenance, amendments and improvements to the outfit, even considering another “dream” pairing of motorcycle and sidecar, all represent something to stimulate the enthusiasm. Equally, the social contact and friendships that can derive from being involved in a shared, hands on interest should be cherished in a world where “friendships” relate to social media and how many “followers” a person can claim. Face to face dialogue has been substituted by smartphone to smartphone, and interaction with others requires electricity.

However, we are grateful and honoured to have friendly contact with sidecar types around the world as a result of modern communication technology, but ultimately it cannot totally replace the joy of being with people, especially sidecar and motorcycling people.

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Apex Sports in Colorado Springs, has been family owned and operated since 1960.

As the areas full service dealership, we can service and repair most makes and models. See the latest ATV, scooter, motorcycles, and utility vehicles from Honda, Yamaha, Suzuki, Kawasaki, KTM, Triumph in our online showroom.

If you need any aftermarket gear, like a new jacket or helmet, save time and money with our online store. We also have a large parts section, so if you need anything for your motorcycle, atv, scooter, utv view our online parts store for blue prints, parts, and more.

As always, if you have any questions, feel free to call us or email us via our website. http://www.apexsportsinc.com If you contact Apex Sports for information, or to make a purchase, please acknowledge Sidecars On Line.

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Dreams, Fantasies & Reality - Part 4 “Power trains, engines and transmisions that is, can be dealt with adequately later”, a comment in Part 3 of this particular personal take on sidecars. A tall order perhaps, if ever there was one. Deciding what arrangement is (might be ?) best for hauling a motorcycle sidecar combination along is affected by a number of factors.

Requirements and need should possibly be the determining factors. For example, do you want to travel along sedately, just rider and a little luggage, a passenger, possibly a canine for company, and only for day trips, or near home rides ? On the other hand, there might be family involvement, significant transcontinental journeys, or less than sedate progress on the agenda. Horses for courses, one might say, in the somewhat ultra diverse petrol head world of sidecars.

However, when it comes to most aspects of motorcycling, manufacturer and model preferences are influential. Some only ever consider a model from a particular manufacturer, so brand loyalty is key, even if alternatives have attractions that literally can almost never be acknowledged. Known shortcomings, even faults in the preferred breed, are often ignored, even denied by the ardent brand fan. Extreme denigration of the “opposition” further justify personal preferences. Often, probably regularly, the afficianado will openly pass judgement on machinery they have neither owned, ridden, or actually know nothing about. One of the “preferences” is well known, the iconic Harley Davidson. No worries, I think I'm insured !

So, perhaps it requires an open mind to contemplate any suggestion of “ideal” in a world of choices, maybe more so when it comes to this strange affection for sidecar outfit propulsion. A starting point might be to accept that merits and faults exist with every mechanical device, even without personal experience of such things.

Power trains comprise the elements of engine, gearbox, clutch, and method of transferring rotational drive to the driving wheel, or very rarely, in the case of a sidecar outfit, wheels. Most engine choices, whilst offering widely different power characteristics, are usually very reliable. However, they do differ in respect of design, specifically capacity, number of cylinders, engine configuration (inline, vee, opposed) maximum power, and torque.

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The torque factor, or pulling power through the rev range, is considered a desirable quality for sidecar applications. Engines with narrow, upper limit power bands are, in my humble, hardly a great choice for most sidecar hauling. Reasonable power at lower revs is much preferred for mid range RPM cruising. Nice to sometimes have the ability to, shall we say, “make progress”, but a balance of economy, comfort, and relaxed riding is surely ideal. Our current rides, a BMW K100, and Yamaha Vmax, go some way to fulfilling these criteria, at least for us.

Over the years the “dream” side of what might best do sidecar duty has varied, no doubt influenced a little by the fashions of the day. We're talking late 1960s onwards as better financial ability, and slight maturity (haha) kicked in. No, not talking about a new bike every 18 months folks, being neither accountant, banker, solicitor, hedge fund manager, or some other “essential” occupation ! Debate and discussion with like minded souls has speculated on all manner of engine configurations, including car power plants, which have and do feature in some sidecar bikes. However, the latter have always predominantly demanded a degree of extra thought and implementation.

Frank & Pauline LaMoon's renowned Reliant special

Car engine thoughts have centred on units already used by some enthusiasts. At the relatively simple end, the small Reliant 700/850cc four cylinder unit from the now defunct UK three wheeler car, which provided family transport during the latter half of the 20th century despite ridicule and comedic reputation. This low powered engine, offer no more power than many classic British bike engines, but reliability, economy, ease of maintenance, and low cost proved attractive. Some are still around usually powering trikes.

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Also, the Hillman Imp 850cc four cylinder unit based upon a well developed Coventry Climax engine featured in sidecar road racing during the 1960s and 70s, and still appears in classic racing. Road sidecar outfits, plus a few solo specials have appeared.

BSA/Imp outfit courtesy Adventure Rider website

Tasty Norton Imp powered solo special courtesy “Bomber”

Over the years engine designs changed dramatically in both motorcycles and cars, so it has become difficult to consider some engines. Bike design, which has seen material and layout change such as aluminium frames, and engines increasingly used as an integral part of the chassis, options have reduced. Modern motorcycle and car technologies have seriously reduced sidecar outfit construction possibilities.

As most motorcycle manufacturers disapprove of attaching a sidecar to their machines, plus uncooperative politics and insurance issues, some still strive to overcome the obstructions for sidecar outfit development. Creative and innovative spirit can still be found, even if it flies in the face of “conventional” wisdom.

Sidebike's Peugeot powered Zeus

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At the extreme, the French Zeus “outfit� produced by SideBike is a serious example of utilising a modern car power train from a 2 litre Peugeot. However, it is a complete three wheel vehicle, not a motorcycle with a sidecar attached. The Zeus has a near traditional appearance, but there the similarity ends, notably with the power unit in the sidecar rear. Nevertheless, it can be seen as a brave and worthy approach.

What is there to consider when choosing an appropriate power train ? Sidecar attachment cannot be disregarded, so an old school, substantial, tubular steel motorcycle frame has clear merit, even if not as common as in decades past. Recently, motorcycle choice has been as much dictated by the chassis and maybe accounts for the popularity of some Suzuki models and cruiser style machines. The power train possibly has been a secondary influence.

Sidecar popular BMW K100 power train

Sidecar K100 with electronic shift mechanism

As mentioned in an earlier article, the absence of a full tubular steel frame can be resolved by using an appropriate subframe to make sidecar attachment viable. The popular BMW K series motorcycles require a subframe due to not having a full cradle frame as standard.

Within the constraints of motorcycle choice, power requirements are presumed influenced by intended usage. Cross continent travel within time constraints may well justify a more powerful vehicle that can cover distances easily and quickly. However, the question of fuel efficiency becomes a potentially limiting factor.

A consideration in the power train conundrum is the engine transmission of power to the rear wheel, assuming of we are not into radical such as two wheel drive. Shaft, chain, or toothed belt are the options. Am unable to comment on belt drive due to no personal experience, plus no specific information on any sidecar applications.

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Chain was basically “rejected” when moving on from our Honda 750 four, although to be fair it presented no chain issues other than more frequent maintenance, helped in its last two years by a totally enclosed, aftermarket chain enclosure (Peter Furlong Products). Well made and worthwhile, even if not quite “cafe racer”. Shaft has been the preference since, but latterly would not disregard chain drive as the technology has clearly improved over the years. Some argue chain's advantages when making gearing amendments, a common consideration with sidecar use.

Finally, what would personal, clearly subjective choices be ? Although not unhappy with 100 and 148 BHP figures with our current outfits of 1 litre and 1.2 litre capacities respectively, maximum power is not as important as torque, i.e. pulling power. Opening the throttle and comfortably accelerating without the need to play tunes with the gearbox is a desirable feature. Nothing wrong with a bit of fun now and again, but good torque tends to be more relaxing. However, torque is mainly associated with larger capacity engines, maybe 750 cc upwards.

Universally popular Suzuki 4 cylinder and chain driven

Number of cylinders is not so easily chosen because of variable “states of tune”.

Some engines are designed for top end power with maximum power (BHP or PS) and maximum torque (lb/ft or Nm) often close together in RPM terms. On the other hand, variations of Suzuki's larger four cylinder Bandit engines have significantly low torque RPM compared with maximum power, and may explain the popularity amongst some sidecar enthusiasts. Good, solid torque figures are also apparent amongst several vee twin cruiser motorcycles, again hinting at their emerging third wheel popularity.

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When considering something the more radical such as a car engine, a three cylinder turbo diesel has been personally enthused about, even considered. Usable power and fuel economy are distinctive features confirmed by running a car with such a power unit. Equally, some folk have explored the application through personal creations, both solo and sidecar, whilst a few have made attempts to enter the market. The most intriguing diesel bike utilising a three cylinder, car sourced engine has been the Track T800CDI from Holland, although as the designation suggests, this power unit capacity is 800cc, and taken from a Smart car variation.

Speaking to a very pleased owner of a solo Track, and following an enthusiastic inspection, it appears to be a well made quality product. Sadly, despite interest in many motorcycle quarters, and receiving some worldwide publicity, it appears that the manufacturer, E.V.A. Products of Holland, may no longer produce the machine.

However, whatever power unit might be chosen from what is both suitable and available for an out and out, built from the ground up “Dream Outfit”, there remains the small matter of a chassis, suspension, legalities, insurance, time, and the cost to produce. Such a sidecar orientated vehicle isn't exactly sitting in showroom somewhere. Maybe we could consider one of those rare solo motorcycles that feature such an “ideal” engine, then contemplate all the other changes to realise the “Dream”.

Then again, maybe not................

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“6.05 Special” Some of you out there, may remember the B.B.C. pop music T.V. show called the “6.05 Special”. D.J. Pete Murray compered the show. This is a tale about my personal 6.05 Special. This was way back in 1988. I was at that time in the employ of good old “British Rail”. I was a guard, on the freight side of operations.

Alongside my Honda F2/Palma, and Moto Morini, my transport for work at the time was a Honda 70 step through. This allowed me to ride up the access road at the side of the marshalling yard, where I was based. Anything larger, and I wouldn’t be able to negotiate the two lengths of rail that protruded vertically from the access road.

These were there to stop illegal riding etc.

Honda step through overcomes barriers . . . . usually !

On the 6th December 1988, I had just finished my shift at work, when Clive, a workmate asked me if I could help him to repair a puncture in the rear tyre of his Honda 90. Yes, I could help, but not until later in the day, when I would be returning from another workmate's house where I was to administer some much needed T.L.C. to his gas fire (at this period of my life I could fix anything. Almost).

So, later in the day, having fixed said fire. I proceeded back to the rail depot, complete with new inner tube for the Honda. I thought it prudent to fit a new tube as, in my experience, every time my tyre punctured, the tube inevitably ripped.

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So, tools out, tube replaced, and one more satisfied customer. Tools back away, strapped on bike, and off I set for home and my well earned evening meal. The time significantly was just turned 1800, or 6.00 pm.

Back along the access road, which as I stated earlier ran at the side of the marshalling yard. About half way down the ¾ mile road, a single line rail track crosses the road at an angle of about 45 degrees. Normally, this access road is clearly lit, but as is usual these days, vandals had struck. Lots of the lights were out, so the crossing was in total darkness. Plus, the crossing, which is made up of railway sleepers, had some sleepers were loose. This meant that they were likely to jump up as you rode over them. The loose sleepers also had spikes sticking up in the air. All of this meant that great care had to be taken when using the crossing.

So, here was I bearing down onto the crossing. Check both ways for the lights of an oncoming loco, or train. Clear. Then, pick my path steadily over crossing. As I was partly over, a buffer of a wagon appeared in the light from my feeble headlight. All I thought was, “This one is going to hurt”. I then twisted the throttle in the forlorn hope that I could reach the other side of the track before I got clobbered.

No such luck. The buffer struck me firmly on the side of my helmet. Then I remember seeing a million stars. I also heard the little Honda being ripped apart under the wheels of the wagon. This led me to believe that I had been thrown clear in the collision. My only thought was to stop myself rolling back under the train wheels.

If I could grab hold of the wire fence, I would be safe. For some reason I could not move a muscle. This was very fortuitous. What I didn’t know, was that I was completely under the train, in the middle of the track.

The noise of the loco was getting louder. Then, as six wagons rolled over me, the loco was next. The train suddenly stopped. I was directly under the buffer beam of the loco. If the loco had gone over me I would have gone the same way as my little Honda. Seconds later, I heard someone calling my name. If I replied, I do not know. The voice said, “Don’t move until we get the loco off you”. As if I could.

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For once, the first thing I thought about, was not my motorcycle, but my leg. There was no feeling in it. I was convinced that it had been torn off. I remember reading about similar cases, where victims had lost limbs, but some kind of inner calmness sets in to render them insensitive to pain.

I do remember that I kept hold of my specs, which had been torn off. My finger was in one of the spaces a lens should have been. The lens was found and put in one of my pockets.

Eventually, an ambulance came. As the paramedic was attending to me, I told him that I couldn’t feel my leg. “You’ll be OK, as soon as we get a blow up splint in place”, he said. At this news I could have cried. Maybe I did. I don’t remember the trip to the hospital, except that my throat was full of blood, which had to be sucked out at intervals.

People that know me, know that I have had one or two offs. They kept telling me that when shock reaction sets in it really lets you know. I had never suffered this until now. I was shaking so violently on the examination couch that I had to be kept pulled back into position. Not good. When my family eventually came to see me, my son in law promptly fainted.

It was very traumatic for my wife and family. Reason being, the area where the accident happened was mid- way between Sheffield and Rotherham, The ambulance that attended me was from Sheffield. My family was told that I had been taken to the hospital in Rotherham. Naturally, at the Rotherham hospital nobody had a clue who, or where I was. While they were making enquiries as to my whereabouts, my wife was told to wait in a side room. This room was decorated with an alter with cross and a few chairs. This convinced my wife that I was dead. She was in a rare old state.

Later, that same evening, I was back on my feet. I felt as though I’d been run over by a train. Cuts and bruises all over my body. Jaw broken in three places. Right eye socket smashed. ( the plate is still in there) When I looked in the mirror, I scared myself half to death. The right side of my face was rather concave. The next day I had surgery to my face, jaw and eye socket. I was then allowed home.

The week after, I attempted work, but the cartilage behind my knee had been ripped apart and kept getting stuck behind the kneecap. So, until I had more surgery I was off work, which lasted a full 6 months.

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A few post scripts to the tale.

Why did the train stop ?

This was because the driver of the train saw my headlight beam coming down the road. He asked his second man if he could still see me. With the answer in the negative, he stopped the train. Simple as that.

What became of my specs ?

A cousin of mine worked at the hospital. He came to visit me, took the specs to his workshop and fixed them.

I got a get well card from a friend. It said “Oscar, the 6.05 Special appears not to like you”.

My union fought the case for me, eventually calling things a draw. I got the right Royal sum of £8000 for my suffering. Since then, I have had a knee replacement, plus a hip replacement. I get floaters in my damaged right eye. All these are legacies of the accident.

Any plus factors. Not really. Although the locomotive involved has gone to that “great marshalling yard in the sky” There is one plus factor. I get to bore people on regular occasions with this tale.

Since the accident, I have had a totally different approach to life. I am now living on borrowed time, so every day is precious. I don’t have any time for bemoaning how unlucky I am, or even feeling down for any length of time.

As is said in the film “ You Only Live Twice”, this is my twice and I mean to take full advantage. Thanks for reading this.

Oscar

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If you contact Hedingham Sidecars for information, or to make a purchase, please acknowledge Sidecars On Line 17

Top 10 UK Sidecars – A Personal Perspective – Part 1 There have been many laudable sidecars produced over the decades, some remain attractive due to innovative, well engineered designs. There are some exceptional sidecars that have been produced around the world, some of which are known, seen, and often envied. However, this personal appraisal relates to sidecars produced in the UK during my sidecar years. For the record, I have no experience of having owned all of the 10 highlighted. This is a personal view and as such clearly is subjective. So, here goes in reverse order for numbers 10 to 6, my Top 5 next time around.

10th – Saluki Siderider – Produced in Suffolk by Touchstone Productions, the Siderider was an interesting departure from UK sidecar norms. All aspects of its shape, overall design, and features were quite unique. The significant lifting canopy and double skinned, fibreglass construction.

Unlike some other short production run sidecars that have dipped toes in the third wheel water from time to time, a number of Sideriders were produced in the 1980s with a number still on the road, and not just in the UK. Big, heavy, of course, but undoubtedly different.

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Some Saluki Sideriders have been significantly modified and we currently own one such example.

9th – Squire QM – An ambitious product that for various reasons didn't quite succeed as its manufacturer, Squire might have hoped. The QM was an attempt to mirror the comfort and passenger carrying attractions of traditional coachbuilt sidecars, but using fibreglass instead of wood, cladded aluminium sheets, or some mixture of metal, vynil and wood for the bodywork.

Like other Squire models the QM featured a tubular steel, surround chassis. A few automobile style refinements such as adjustable ventilation, car seat, and a simple sunroof provided an air of fresh design, which initially proved attractive. However, after the initial flush of enthusiasm from some enthusiasts, who are often front of any queue when something new came along, customers of the QM then dried up.

Added to likely high manufacturing costs, which in turn affected the selling price, the QM was not destined to be listed for years like other models in the Squire range.

The QM had faults, which subsequently didn't endear it to original owners, or those who bought it second hand. It retained the convenient, but maligned “rubber in torture” trailer style suspension and, despite the sturdy door, less than easy passenger access due to the encroaching sidecar wheel arch. Of course, most sportier sidecars leave much to be desired when it comes to access and egress, but as the QM was pitched at a different market it was probably expected to offer something more. A brave try that didn't quite succeed, although there are several still doing the rounds in the UK and Europe.

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The Distinctive lines of Squire's QM

8th – Watsonian GP – The octagonal nosed style was a feature of several earlier sidecars from various manufacturers, notably the German Steib. Perhaps more than any other sidecar style this has retained popularity over many decades, justifying continued production by Watsonian. Like other Watsonian models that emerged in the mid 1950s, the body is fibreglass, whilst the Silk chassis also harks back to the 50s.

Ultimately, the original design led to an alternative wider bodied version, the GP700.

Popular with traditional classic style enthusiasts, both the Grand Prix and its wider offspring can still be seen attached to many different motorcycles.

Fairly traditional Watsonian GP outfit

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GP sibling, the wide bodied GP700

7th – Briggs – The Briggs sidecar range provided traditional coachbuilt designs, predominantly for owners requiring comfort and carrying capacity that sportier designs might not. In the 1970s particularly, when many coachbuilt sidecar manufacturers had disappeared, H & L Briggs satisfied a need with a number of designs. Their craftsman approach permitted a degree of bespoke amendments for those with particular requirements. A simple flat steel tube chassis, and bodywork of aluminium clad plywood finished off with brush applied coach enamel provided an attractive example of the coachbuilder's art. Production has long since ceased, but Briggs sidecars can, on rare occasions, still be seen.

Briggs Swift – a compact coachbuilt sidecar

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6th – Watsonian Monaco MK II / Monza – The fibreglass revolution at Watsonian Sidecars began in earnest in the mid 1950s with two single seat sidecars. The Monza and the Monaco both addressed a need for stylish, single seat, sports chairs suitable for motorcycles that were beginning to feature less mundane pre-war styling, colours, and performance. At the time there was probably nothing to compare, especially as the new Silk chassis was part of the package. The Monza with its sloping boot, whilst the Monaco featured flat top hinged access to the luggae boot. The latter body also served as the basis for the child adult Palma.

Classic Monaco on an equally classic Ariel Square Four

. . . and the Monza alongside custom Harley D

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Sidecar Smile 9 Most of the things that have made us smile have been when spending time around the UK with fellow sidecar folk. However, humour is universal if in the right situations.

Lets face it some people don't always get the joke, or simply don't want to. No doubt in our minds that the motorcycling fraternity is a more amenable bunch than many, so it's possible to share the humorous, even if there might be language issues. Not that this particular tale was influenced by language hurdles, quite the opposite.

As with several parts of Europe, it can be difficult to justify being serious about learning other languages. In early encounters with folk in Belgium, those we met were intent on developing their English, so much so that personal endeavours to learn Flemish were thwarted by a mixture of good English speakers amongst the young, plus our eventual long term friends desire to improve their linguistic skills. Equally, where there was no common spoken language, the amicable nature that prevails around our sidecar activity would see us through.

However, when in Sweden attending our third Swedish Jumbo Run, and as previously, the predominance of English speaking natives made life easy. Can't recall dealing with anyone who couldn't speak, or understand, except perhaps for our much missed Welsh sidecar buddy, Johnny Jaekel. This larger than life guy sometimes indulged in his own version of Welsh, English and Swedish, i.e. Swinglish. This would take over during a session of trying the various types of “falling down water” !

Lou, Margret, Pet, & “Swinglish Johnny Jaekel

So, the memorable bit amongst many good memories. The Jumbo base and campsite was a centre for young adults with various degrees of special needs and, as happens on these sidecar events, the gathered sidecarists took a number of “special” passengers for a ride around the Swedish countryside.

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The run itself made several refreshment stops through the day at welcoming, beautiful locations, all blessed by great midsummer weather. A joy for all concerned, including our UK contingent's children. Happy days.

First Swedish Jumbo for us with the Honda 750 Palma outfit (centre)

On returning to Jumbo base, staff and parents provided a barbecue and suitable liquid refreshments. Despite Swedish government restrictions on alcohol sales, thanks to “personalised brewing” of a wonderful fruit drink called Aurora (hic).

A feature of this particular year's location was the presence of a sauna. The normal practice was for a unisex approach to using this facility, but the organisers decided it was better to address “foreign” sensitivities by operating a change over system of one hour for the ladies, one hour for the men (gentlemen ?).

Around seven in the evening, the ladies entered for their final Saturday opportunity.

Some mischievous UK participants, including the Swedish Welsh guy mixed up and hid the ladies clothing. The consequence was predictable mayhem when the ladies session.

Ended. Understandable comments were forthcoming as can be appreciated, all in imperfect English !

Then it was the final session for the male contingent. The extra hour of “falling down water”, including the precious Aurora, had these males in a very relaxed mood.

However, there was an attempt for security by getting our, sorry their, children to keep an eye on the clothing.

Suffice to say that on exit some things were missing. To be precise, the only remaining garments were socks and footwear ! Undeterred and uncaring, the motley crew of males put on their trainers and sandals, plus one sock in order that they could leave and get back to the social activities. Hot cans of beer in hand (it's what happens when taking such things into a sauna) they casually sauntered through the collection of tents back to their respective families.

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The “security guard” children, God bless 'em, had been bribed to turn a blind eye to the garment removal perpetrators, and probably even helped to do the deed.

However, the most memorable comment was heard as the less than half dressed passed Hans Hallström's tent. Somewhat worse for wear, Hans uttered, “Now I know it's time to go to bed !” For the record, the second sock was used to wrap around the hot beer cans !

Those years attending the Swedish event, meeting some great people, and enjoying time with family and friends, are fondly remembered. Sidecars, yet again, had been instrumental in providing us with many fond memories. The plan is to hopefully acquire even more memories, enough to make us smile.

Swedish Jumbo Rest Stop

Pat, Margret (sat), Chris, and Johnny brewing up “building site” fashion

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SideLines Motorcycling, Repression, and Representation Motorcycles are unpopular and some people would rather see them go the way of the dinosaurs. The trouble is that many of those who like motorcycles, even if they don't ride, or own one, live in developed countries and are usually electoral voters. Their vote, even if only used infrequently, has got a modicum of value to those wishing to be in power. Promises and undertakings made when the political classes seek the electorates' support tend to be watered down, changed, or disappear once an election is out of the way. If the UK's Trade Description Act applied to political manifestos, the courts would be very busy indeed dealing with political parties, their agents, and supporters.

Of course, modern day politics is unrecognisable compared with the past, not that things were ever any more honest, or straight forward. As the UK is currently (early 2015) in the throes of of a general election, it is again clear that policies and promises are overwhelmed by image. Driven by a predictably biased media, ultimately it comes down to what can be best described as “Pretty Boy Politics”. Appearance, perception, and celebrity are the key factors. Democracy is the convenient catchword, but is not the dominant battleground. The electorate becomes suitably manipulated by headlines, double speak, and not a little deceit.

How does this affect motorcycling, both as a mode of transport, or as is predominant in 2015, a leisure activity ? It's highly unlikely any politician would seriously reliably broach issues either positive, or negative through risk of alienating minorities, including motorcyclists. The debates of the day become the battleground, so people usually disregard what truly affects them. Injustice, ignorance and contempt for motorcycling might be underlying long term concerns that have clearly diminished participation in the past three decades, but this will not be on the agenda in the drive to secure the governance of the UK. Not that a political “shooting from the hip” decision to banish motorcycles, is going to happen beyond the election, whoever wins, because of the usual political double speak on so called freedom and democracy. However, as bureaucrats and elected politicians know, there are more ways to skin the metaphorical cat. Since the 1960s political decisions, laws and regulation have chipped away at motorcycling. Alongside a mixture of media sensationalism, misguided public perceptions, plus a failure on the part of those involved with motorcycling to take on the naysayers, the negative impact has been significant. Drawn out of course, but no less significant.

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SideLines Positive changes that are to be welcomed. Equally, there can be no denial that much has changed that affect motorcycling such as greater congestion, increased speeds of all traffic, and consequent safety risks. A Luddite approach is not a default way to react. However, what can individuals do about ill conceived regulations and “guidelines” when motorcycling is specifically affected by ill conceived propositions ?

Realistically, not a lot, so that's where organisational representation comes into play.

Two organisations representing UK road riding motorcyclists endeavour to be focal points when interacting with government, other public authorities, involved interests, and the media. The British Motorcyclists' Federation (BMF) and the Motorcycle Action Group (MAG) are the main players representing riders, the latter founded in 1973 with an initial aim to oppose the compulsory helmet law. MAG has grown such that it, "campaigns to protect and promote motorcycling and the interests and rights of all riders, from learner to advanced. We celebrate biking and the freedoms and independence it provides, through our support of parties and rallies, sport and competition, touring and travel".

MAG probably developed through a perception that the BMF was a “cosy” organisation, unprepared to take direct action, a notable feature of the MAG philosophy. On the other hand, MAG had, maybe still has, an image of attracting the more rebellious type, and therefore created some antipathy amongst mainstream motorcyclists. Looking closer, MAG membership in 2015 highlights a broad church of motorcycle enthusiasts, whilst its record of campaigning for riders' rights is positive.

Crucially, motorcycling remains under attack on many fronts. Perceptions and views amongst the uninitiated and ill informed remain as concerns in a world of political correctness, bureaucracy, health and safety, plus social rejection.

However, the greatest obstacle in protecting motorcycling is the apparent disregard of the threats by motorcyclists themselves. Thousands of so called enthusiasts, happy to pose Ewan like on their round the world trip to Sainsburys, ride like Valentino to the familiar biker gathering point, or in recreating an image of Grandsons of Anarchy, fail to recognise that their way of life is in jeopardy unless someone takes on those determined to undermine motorcycling as a whole.

The opportunity for that pleasurable Sunday ride, touring holiday, a world adventure, or simply riding to work is not guaranteed, or an untouchable universal right.

Politicians and bureaucrats need to justify their existence, so may voice support, but in the final analysis will they actually be there when it counts. Will they represent you, or do you need more specific representation ? Ignore the reality and be prepared for a dubious two, and three wheeled future.

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If you contact these folk for information, please acknowledge Sidecars On Line

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The Malt Loaf Chronicles – An Introduction One of motorcycling's great attractions is the sense of community, or put another way, you meet a lot of folk. Obviously, “meet” is open to interpretation because this basic social skill requires that individuals actually want to interact with others. Being anything other than an absolute loner is not a prerequisite for being involved with motorcycles whether it's on two, or three wheels. A lone wolf, or non gragarious person is not guilty of a crime. Everyone to their own should be respected.

Our personal motorcycling lives has been very much about involvemrnt with people and almost certainly has kept us enthusiastically involved for more than fifty years with the motorcycle scene. Blimey, that's a long time when put like that.

First motorcycle – 1960 BSA C15 - 250cc

Following what was probably a typical UK motorcycling “apprenticeship” of the mid 20th century with British machinery, started with a 250cc BSA in 1963, and adopting the coffee bar culture of the time, the villain of this piece met his ideal pillion passenger. She already had a longer history with motorcycles than he due to her sidecar riding father, so the scene was somehow set for a shared life, first on two and then three wheels. Her father's 650 BSA and Busmar sidecar outfit was family transport for herself, older brother, and parents. Workaday transport and a passport to weekend days out, plus family holidays.

Fast forward to the time, when wanting a family this married pairing settled on a new sidecar outfit that was more than simply a winter time alternative to a solo machine.

Initially the existence was somewhat confined, the outfit being family transport, supplemented by commuting solos. Then an exploratory visit to a sidecar rally highlighted another world that seemed to offer something worthwhile. What followed was membership of the UK Federation of Sidecar Clubs and when our first child was born attendance at sidecar rallies and camping events.

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Contact with other sidecar couples and their families became a whole new way of life providing benefits of an extended “family”, and a positive social existence for ourselves, plus undoubtedly for our two children. A new world opened up for the four of us with good times spent near and far in the UK and Europe. Camping was the norm, which meant affordability for what became an all embracing leisure lifestyle.

A major feature of our sidecar world was developing signficant friendships that enhanced our lives dramatically. As our children grew alongside other couples' children, this developed their social skills and senses of respect. A consequence was even now, many years later, our adult kids still relate to “Aunts” and “Uncles” within the sidecar community. Truly, an extended family.

Out of the friendships formed we spent time holidaying with other families. Our early forays into Europe had us spending time with Chrissie and Derek and their children from Birmingham, then Lou and Pet from near Southend with their two children. Another period with Paul and Chris from Nottingham, particularly on our Swedish ventures, All fondly remembered decades later.

A constant for some years, both in terms of time spent and trips has been our involvement with sidecar stalwart Colin Bembridge, his better half Anita, plus their children, Adam and Anita Sue. Great times, appreciated across the board support.

Our sidecarring experience, knowledge, and enthusiasm stems from being fortunate enough to become friends with the Bembridge family.

Different work and living locations have influenced contact with many of our friends and acquaintances, but generally contact has been maintained one way, or another.

Sometimes moving around the UK has restored friendships, so that these days our primary connections are with the South Yorkshire Sidecar Club, notably our good friends, John and Ann Askham. This down to earth couple have become quite special to us, all as a result of motorcycling and an affinity with sidecars.

So, why the title to this article ? What exactly are the “Malt Loaf Chronicles” ? Well, chance, or circumstance, it's now lost in the mists of time, led us to be friends with a number of sidecar types, most similar to ourselves with children, and others who were folk we got on with. It's hard to determine a starting point, but maybe it's when we agreed to spend time together beginning with a French sidecar rally.

This first “venture” worked well and as a result subsequent trips followed. This cobbled together soon adopted a name, based upon a shared liking of a particular type of fruit bread, Malt Loaf. “Team Malt Loaf” was born. A tale, or two, in due course.

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