Sidecars on line 23

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 23 – June 2016

South Yorkshire Sidecar Club at the Swaton Village Show

UK Importer for Tripteq Sidecars, Parts, & Accessories

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Contents this Issue Editorial – Focus on sidecar manufacture ups and downs, plus a disappointment at the Isle of Man TT How Many Sidecars ? - Familiar question, but how to answer ?

Oscar's Odyssey – 4 Corners Ride – Part 2 – Oscar completes the first half of the journey in Scotland New Sidecar – A follow up to the Finnish Speeding and this time with a left hand option The TT and Electric Motorcycles – Is the brave new world of electric losing momentum ?

SideLines – Driverless/Autonomous Cars – Update Again – The latest developments in the driverless vehicle revolution

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Editorial Information that a new sidecar was to appear later in 2016 recently appeared in the email inbox. Not from a UK based manufacturer, or a new model from one of the European manufacturers that have been around for some time.

On this rare occasion there is some history because the designer is Jukka Riekkinen, the Finnish designer of the Speeding 2WS that briefly appeared in the 1990s. This particular sports sidecar certainly caught the eye when first seen at a Belgian sidecar event when it was new. Not only a good design, but also with attractive and interesting features.

Access on the original Speeding was good, as was the quality finish, but the main feature was the proportional steering of the sidecar wheel. A connection to the bike's front fork arrangement provided a few degrees of steer of the sidecar wheel.

From the outset it was a sidecar seriously admired, but alas no left hand version. The same sidecar is still seen each year and looks as good as ever.

Now a reborn Speeding, the Enecmo, is promised, and this time with the possibility of a right hand version. Something to look forward to and maybe tempted to consider.

The information appears in this issue. However, this announcement from Finland does again highlight the sorry state of sidecar manufacture in the UK. Not only with the lack of technical progress over the years, but also knowing whether, or not, we Brits actually have a sidecar industry.

In this issue there remains an advertisement for Unit Sidecars, manufacturer of Hedingham sidecars, plus Unit leading link forks. The trouble is there are repeated questions about whether, or not, the sidecar related business is still operational.

Over some years now the question has been posed by UK enthusiasts and notably the USA, where folk have enquired about the leading link fork availability. One way, or the other, it would be useful to know. In the meantime, and trying to be optimistic, the ad for Unit/Hedingham will remain.

Having watched the excellent television presentation of this years TT races on the Isle of Man, and once again astonished by what riders, and sidecar passengers are capable of at such high speeds, there were downsides. The sad loss of four lives contrasted heavily with the optimism of good weather conditions, but as ever participants are choosing to take on the challenge of the TT. It's called freedom.

A disappointment was the electric bike TT. With only seven entrants starting, the event was an embarrassment. Despite all the hype and support since starting in 2010, it wouldn't be surprising to see this removed from the schedule next year.

SidecarJohn 5

How Many Sidecars ?

Over many years, in various situations, and involving all sorts of people, the question has been posed, “So, how many sidecar outfits (combinations, rigs) are there ?” These queries have usually, and predictably been about the numbers of sidecars in the UK. The standard response has been an honest, “I don't know.”, with the additional observation, “Not as many as back in the 1950s”. When UK registration documents specifically identified motorcycle sidecar “combinations” it was not an issue. For example, in the latter half of 1952, there were 130,229 sidecar outfits registered in Britain. In those days the regstration document, the log book, identified the vehicle type, for example as a “Sidecar Cycle”, “Sidecar & Bicycle”, or similar.

Old style log book indicating vehicle as a “Sidecar Bicycle”

From a personal stand point of not avoiding, or hiding some dark secret, it's been a relief to further respond, “Nobody knows, unless, of course someone, somehow, somewhere really does know.” Certainly in the UK, the circumstances surrounding the feasibility of providing a reasonably accurate figure are now complicated, maybe because of the legal status of a motorcycle with a sidecar attached. The resultant vehicle is specifically referred to in various statutory documents, but it is really now a grey area.

It can be argued that anything regarding sidecars has become an after thought whenever bureaucrats have been fiddling around with legislation. Even the motorcycle community and industry generally ignore the existence of sidecars.

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The most recent changes to rider testing arrangments illustrate the view that sidecars cropped after the regulations were thought to be finalised. As things stand in the UK, a driving test can only be taken using a sidecar, if the rider is registered as disabled. Bizarre. This apparent ignorance is compounded by issues with insurance companies and brokers not being very clued up. As for the motorcycle media there's almost a conscious effort to disregard sidecars exist. As for the mainstream media world, no comment.

Firstly, in terms of legally required road taxation and insurance in the UK, the waters can be quite muddy. The UK road tax fee remains the same for a solo, or sidecar outfit, and registration documents make no reference to the fact that a sidecar is fitted. This inbuilt aspect, maybe even a fault, of the UK registration and licencing system has been an anachronism for years.

Then there's the ignorance factor surrounding the annual road worthiness test, in the UK the MOT. A solo motorcycle with a valid MOT, strictly speaking requires a specific MOT when a sidecar is fitted, but does everyone realise this ?

This raises all sorts of issues, especially if a quickly detachable sidecar is fitted, not an unusual habit in the heyday of many thousands of sidecars on British roads.

Attaching a sidecar to a solo for the UK winter months was, for some, not an unusual practice. Equally, a year round, commuting solo might be converted for summer time family holidays by attaching a sidecar. The private car was not yet dominant for ordinary working class citizens.

Typical late 1950s early 1960s family sidecar outfit (courtesy RealClassic magazine)

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I recall some years back a friend using his solo 1100 Yamaha for a week of dispatch work, returning home on a Friday, to attach the sidecar to embark on weekend trips to sidecar rallies throughout England with wife and kids. This almost weekly operation, enhanced by a much modified supermarket trolley for rapid location alongside the big Yam, took minutes for either attachment, or detachment. The bike was always ready for dispatch work on a Monday morning.

When sidecar combinations were commonplace, family transport

Legalities were different a couple, or so decades back, but are any 2016 UK sidecar enthusiasts, who switch from solo to sidecar and back again, now guilty of acting illegally ? Ignoring the legal bit, and assuming everything is mechanically sound, maybe not a serious problem, but what would the situation if someone was careless, and things went wrong ? Considering some of the badly put together bikes and sidecars seen over the years, there might be cause for concern.

However, back to the point of how many UK sidecars are around in the second decade of the 21st century. Some involvement and interest in the classic motorcycle scene, the general motorcycle world, and sidecar clubs, it is apparent that there is little in the way of a reliable database on what exists as far as numbers of sidecar outfits exist. How might it be possible to correct this ?

As aleady stated, vehicle registration documents fail to identify that a sidecar is fitted. There appears no provision within the current system. Membership of sidecar clubs is not representative because not all enthusiasts, active, or otherwise are members. Just like other national motorcycle rider organisations, whose memberships are a fraction of actual motorcyclists, be they commuters, weekend warriors, or the posers who attend bike events and hangouts to “display” their “membership”, but have no interest in subscribing to those working hard to preserve all motorcyclists' freedoms and ability to ride.

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Maybe the UK database that could indicate road legal vehicles is the annual MOT, but it isn't foolproof. There are aspects of the test that specifically relate to a fitted sidecar. For example, an MOT is not currently required until three years after a motorcycle's initial registration. The numbers of sidecars attached to new solo motorcycles is hardly significant, but would represent a discrepancy in any figures.

A motorcycle could have valid MOT certification as a solo, then a sidecar fitted retrospectively. Not strictly legal according to the letter of the MOT regulations, but feasible. Potentially a sidecar could be removed after an MOT with no affect on the validity of the MOT, but even that appears to lack consistency.

However, it certainly is not beyond the realms of possibility for a sidecar to be removed, the motorcycle submitted for the MOT test as a solo, then, having passed the test, have the sidecar reinstalled. Of course, not so practical if major amendments had been made such as leading link forks and car wheels. This is when matters start to get complicated as questions over the years about sidecar legalities have produced varying responses. As Yoda would say, “Complicated it is�.

Old timer with easily removed sidecar – Which MOT ?

The way motor insurance underwriters operate, failure to have an accurate MOT indicating that a sidecar was attached, or not, could be an issue if an incident occurred and a claim was made. Insurance companies are, after all, out to make money, so not paying out might be viewed as the default position. The small print is, as ever, crucial. For peace of mind, a UK sidecar operator should ensure their insurance company is formally informed that a sidecar is, or isn't attached.

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To illustrate the insurance issue, each year, when renewal comes around for one sidecar outfit, the latest insurance documents are scrutinised and almost without fail states under, “Is a sidecar fitted ?”, it predominantly is printed, “No”. Part of the routine that has become almost automatic involves a phone call to clarify. The verbal reassurance is that the records show that the sidecar is acknowledged. Puzzling.

The other flaw in using the UK MOT as an accurate picture of sidecar numbers is that some outfits may be unused, or exempt. Cars and motorcycles made before 1960 do not require an MOT, and some sidecar outfits are known, which fall into this category such as two in our sidecar club. In addition, later registered vehicles, which are not used on UK roads are required to be declared annually to the DVLA as such with a Statutory Off Road Notification, or SORN. The glaring omission of sidecars not being identified on registration documents does not help determine how many sidecars actually exist in the UK. However, as recently as 2013, the UK agency responsible for vehicle matters, the Driver and Vehicle Licensing Agency (DVLA) indicated that there were 1896 sidecar outfits in the UK. It is surmised that the only possible way this could be provided stems from specific MOTs in that year. The one item within the test recording the weight on all three wheels would likely be the giveaway. However, this still ignores sidecar outfits that are registered on a SORN, and potential sidecar outfits that have been “created” without the specific sidecar MOT test.

So, how does the figure of 1896 sidecar outfits relate ? It does pose questions about the classic, pre 1960 outfits that are ridden to shows, of which there are certainly two in our sidecar club ? Plus, how about those outfits that may for a period be in the process of rebuild, renovation, or repair, which means they are not being used, so are registered on a SORN, or not at all ? Certainly, there are sidecar outfits out there that may have been dormant for some time and are not on the SORN radar. All these, examples, of course, irrespective of age ?

Realistically, how does that figure of 1896 relate to any gut feeling, or what is seen around ? Well, it's hard to tell, but without anything more definite it will have to do.

From now on if anyone asks, “How many sidecars in the UK ?”, it will likely be a rounded figure of , “Maybe two thousand, but nobody really seems to know ?”

In conclusion, it would seem that the only way an accurate picture of sidecar numbers can be achieved is for the V5C Registration Certificate section 4 “Vehicle details” to be amended thus reflecting the actual vehicle configuration. Not ideal for some considerations including the changes needed to restore the motorcycle back to a solo configuration. Retaining the status quo is all very well, but fails to recognise the sidecar outfit as a distinctive vehicle, as well as the numbers.

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4 Corners Ride – Part 2 If you remember, Alf and I had just reached our first target on the “4 Corners Ride”. There was still plenty of daylight hours left, so we could roll plenty of miles beneath our wheels. As we rode down the narrow road from Dunnet Head towards the main road, it was noticeable the amount of travellers that were on this short stretch of road. Motor homes and caravans with tall chimneys poking out of them, plus lines of washing. It was plain to see that they were here for all of the Summer, if not longer. Through the huddle of houses that go by the name of Brough, we were soon back on the A836, heading for Thurso.

Thurso didn’t give us any desire to stay awhile, so keep right on. About 10 miles beyond Thurso is the nuclear powerplant of Dounreay. This was a place we had no intention of visiting, even though there is a visitor centre. Places like this give me the creeps. I can imagine the sea at night giving off an eerie yellow glow. Just my imagination ? Maybe.

Strathnaver Museum at Bettyhill

I must say that the A836 at this point is a good motorcycling road. Fast stretches with some interesting twisty bits. At Bettyhill we turned off the A836 and took the B 871 through Strathnaver, following the Naver river all the way down, past the hamlet of Crask to Loch Naver, where it meets up again with the A836.

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Incidentally, the Crask Inn is the most remote pub in the U.K. We took this route because it looked a wild stretch of road. Also, we needed to get plenty of miles in before we had to look for a bed for the night. Although, both of us were quite prepared for camping.

The B871 road is very narrow with passing places. It is also very lonely and isolated.

It is 20 miles of not very well surfaced road. A mishap here, could mean real trouble.

Another 20 miles on, and we came to Lairg. This place, we realised, is just 15 miles from Carbisdale Castle, where we stayed on the way up. This was a no brainer. It was another night with the suits of armour and stained glass windows.

The next day, it was back through Ardgay, onto the A9 via the B9176. Dingwall, Muir of Ord, Beauly and join the A82 at Urquhart Castle. From here it was a straight run down to Fort William stopping at the Commando Memorial at Spean Bridge, which stands facing the hills where the Commandos did their training. Really impressive.

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Once at Fort William, it was top up the tank, have a good meal, and then we could set out on the long road to Ardnamurchan, via the A830, the Road to the Isles. Suitably prepared, off we set to the “Furthest West” point of the British mainland. It didn’t take long to arrive at Glenfinnon. Everyone has to stop at this place, it has so much history. The “Glenfinnon Monument” commemorates the raising of the standard of Bonnie Prince Charlie, on his return to Scotland. Then there is the railway viaduct, which skirts the side of three mountains. Magnificent indeed.

Onwards to the village of Lochailort where we turned onto the A861. This took us 20 or so miles by the shore of Loch Ailort, when the road got narrow, then narrower.

Then, it got very twisty, then more twisty. Then it seemed as if for every twist and turn, there was a rise and a drop in the road. This was fine for the next 30 miles, but as you can imagine, things got a little tiresome with the sameness of it all. We persevered, however, and after riding over a hundred miles, we arrived at “The Point of Ardnamurchan”.

Road end at Ardnamurchan

It was late in the day, so the first thing was to find a suitable pitch for our tents.

Out in the open was not an option, as a strong gale was blowing. The lighthouse at the point has a wall running around it. The inside of the wall would be ideal, so off the bikes with our camping gear and proceeded to the other side of wall. It was then that we noticed another tent was pitched there. Out of the tent peered a face, then another, then another. Two youths and a girl were no doubt hoping for an evening of fun. We sure put a stop to that idea. They packed up and disappeared. They had no vehicle, so they must have hiked it. Shame.

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Despite the roaring of the wind and the crashing waves, I slept soundly in the knowledge of the fact that two of the targets had been reached. Next morning, I took the obligatory photos, and had a good look around the place. I got to thinking it was a good thing that there was no fog that night, as the size of the foghorns at the lighthouse there were huge. They would have kept us well awake.

As we packed up our gear, a thought came to me. The petrol tank of my Honda NTV holds enough fuel for 200 miles. We had done over 100 miles on the ride in and I hadn’t seen anything resembling a filling station, so I had a problem. As we were not going back exactly the same way, I was hoping the place called Strontian may have some place for fuel. So off we set.

All the way along Loch Sunart for the next 35 miles then there it was, “Salvation” a sole petrol pump at the side of a small building that doubled as a post office and petrol station. It was open too, so I filled the tank, paid what was highway robbery for the privilege, and went happily on my way. A further 12 miles and we were at the Corran Ferry.

A short crossing and we were back on the mainland, as it were.

On the A82, it wasn’t long before we reached Glen Coe. A stop here would have been good, but we were now on the way back home, so no stopping here. I must comment on Glen Coe. The place always seems to have a heavy and brooding atmosphere, as though something bad has happened here. This may be because something very bad did happen here. I have passed through this area 4 or 5 times, and it always feels the same.

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We carried on, all the way down the A82 to Glasgow, passing through Bridge of Orchy, Tyndrum, Crianlarich and Greenock, before stopping for fuel and food at Paisley. After Paisley, not being able to use the M74, the A76 via Kilmarnock and Dumfries was the chosen route. This dropped us nicely into Carlisle via Gretna.

We had made really good time from Glasgow, so it was decided that as we were now back in England, we were nearly home. Once again, no motorways, so it was to be the old A6. This road is a cracking good road, and hardly any traffic to contend with. The M6 motorway runs parallel with the A6 for mile after mile of rolling road. You can see the heavy traffic thundering along nose to tail on the M6. Hardly relaxing motoring.

The only problem encountered by using this route is that many stretches of the A6 have been downgraded, and the road signage always directs traffic to the M6. Not having sat-nav made this frustrating at times.

The A6 was left at Kendal for a B road to Kirby Lonsdale, then the A65 to take us back into Yorkshire. Skipton, then Keighley where we took the A629 through Halifax and Huddersfield. Arriving home in Sheffield late in the evening. Wow, a weeks riding, and I was only half way to doing the 4 Corners trip. I rested up for a couple of days. A spot of maintenance and a little more planning for the trek to the Eastern most point, “Lowestoft Ness”, then on to the Furthest South, “Lizard Point”.

Summarising the North & Western part of the trip.

Superb scenery and great biking roads, with not a lot of traffic. There are places, due mainly to time restrictions, that we did not visit, which I fully intended to put right the next time I was up North of the border. Places like, the extreme North West corner at Durness, Applecross, and the climb up Bealach Na Ba, better known as the Pass of the Cattle. In fact, just take more time to see and absorb things.

More next time, when I journey East and South.

Oscar

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New Sidecar New sidecar models are rare, very rare indeed. Discounting some of the remarkable home built specials that arise every now and then around the world, the prevailing feel is that the market is dominated by traditional designs that first saw the light of day some years back. Closer analysis suggests that the time scale for “new designs” is more like a few decades back. What could be regarded as popular styling, epitomised by the low, sportier, European look, has been around for some time.

Of course, the “Ural” style sidecar is the current darling of many, be it the original out of the Russian Irbit factory, or several lookalikes. For some time now the mainstream media world of non sidecar types predictably promotes the Ural to the extent that mere mortals have little perception that anything else exists. Even with very few sidecar outfits around, this is hardly the true picture. Sidecars and the motorcycles hauling them along are much more diverse.

Over the years there have been sidecars to grab our attention beyond the normal interest in anything with the familiar third wheel attached to a motorcycle.

Admiration for something stunning in appearance, concept, well engineered, or just something to raise a smile, continue to be part of the approach. However, every now and then something can be specifically attractive to the extent that the idea of possible ownership arises. As the Beach Boys memorably sang, “Wouldn't it be nice.”

Almost guaranteed is that what is stirring the sidecar soul is a sidecar exclusively made to mount on the right hand side of a motorcycle, basically a “no no” for UK consumption. Equally, the lust factor also takes a hit due to price, if said sidecar is new. That there has been no such stirrings of desire for those of us UK based, probably stems from a home market that lacks any of the innovation and business approach with sidecars so familiar in mainland Europe.

The original, 1990s Speeding 2WS

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One such desirable sidecar came to our attention some years back, in the last century would you credit. The Speeding 2WS came out of Finland and featured a stylish, well constructed sidecar, plus innovative linkage from motorcycle to sidecar wheel, which provided proportional steering of that wheel. The original we saw in Belgium in the 1990s is still seen every year. The Speeding was seriously admired and has remained on the lady wife's preferred list ever since despite it only being available for right side attachment.

Jumping forward to the present day, an email has been received highlighting the fact that a descendant of the original Speeding is to be launched. The email read;

“My name is Jukka Riekkinen, designer of the Speeding 2WS sidecar at 90´s, but now I have designed completely new sidecar.

This Enecmo sidecar is only full 3D-designed sidecar in the world.

The first prototype will be ready within 3 months and we will show it in Intermot 2016 motorcycle exhibition in Kologne starting 5. of october.

We are also looking for dealers and importers all over the world.

The new Enecmo sidecar is designed so that it is easy to make left side version too.

Best regards: Jukka Riekkinen QD-Mobiles Oy Ltd, www.qdmobiles.fi tel: +358 44 33 99 811�

Other than the extensive information provided, the most significant was that Jukka Riekkinen is also offering a left hand version. Hmm. As the new sidecar is in its formative stage with a prototype currently in preparation, some details and ther finished are understandably open to amendment. However, a significant amount of information and images have been provided, which are worth a look, even if only for interest.

New Enecmo alongside a Honda GL1500

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Or maybe attached to a BMW of some description ?

Linkage for proportional steering of sidecar wheel

Chassis and steering linkage

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Single passenger comfort

Style and protection from the elements

A targeted market for popular touring motorcycles

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Interior variations

Construction details This sidecar is no doubt aimed at a discerning customer base that is prepared to spend relatively big for something special. Choosing a target market with a preference for BMW and Honda touring motorcycles is not new as other European manufacturers have enjoyed success in past years by following this route. At the outset, assuming production gets off the ground, this would probably be sensible.

However, as has been shown by other sidecar makers, there's nothing wrong with eventually pursuing wider markets. No sense in turning good business away, if enthusiasts for other suitable machinery come along. Custom, sports, and adventure bike enthusiasts can be drawn to low, sporty sidecars and just might have the money to indulge.

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If you contact Hedingham Sidecars for information, or to make a purchase, please acknowledge Sidecars On Line 24

The TT and Electric Motorcycles The past decade has witnessed moves in the motorcycle world towards the acceptance of electric motorcycles. Following on from the electric crusade within the automobile world, there has been something of a mini revolution extolling the virtues, albeit on somewhat a lesser scale.

Toyota Prius Hybrid – Original darling of the “Green” celebrity circuit

Both the four wheel and two wheel pioneers have approached this revolution in similar ways by concentrating on clear virtues, whilst at the same time skipping over the negatives. For manufacturers in the auto world it has been required to promote the “green” virtues and suggested economies. Proposed environmental benefits have featured sufficiently strongly to gain the support of organisations, politicians, and inevitably publicity hungry celebrities. A politically correct bandwagon has emerged with influential people seeking credibility by association with “saving the planet”.

To a degree the electric motorcycle promotion has tagged onto the PC crusade, whilst probably accepting that the economic argument isn't quite the same. In developed countries, motorcycles are more about lifestyle and leisure than personal transportation. Consequently, performance has been addressed more prominently.

True, perfomance does feature with electric car exotica such as with Tesla, but overall the emphasis has been about day to day transport. As a result, the big players such as Toyota have concentrated on promoting hybrids (fossil fuel and electric combined) in all classes from the Prius to upmarket 4x4s. Nissan's Leaf is another approach and is pure electric. A bold step that along with other manufacturers' efforts may only be truly judged in the long term.

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All electric Nissan Leaf – topping up, but for how long ?

With motorcycles the idea of an hybrid approach has understandably not emerged presumably due to physical limitations of accommodating a fossil fuel and electric power unit. So, the emphasis is pure electric with the aim of selling performance and the ever present limitation of range. The design brief for electric motorcycles is aimed at an alternative fun machine rather than something that could be subjected to lengthy journeys with a capacity to quickly “top up” with widely available liquid fuel.

Possibly the most significant promotional platform for the electric motorcycle revolution has been the Isle of Man TT races held in June each year. The inaugural one lap race in 2010 was won at an average race speed of 96.820 miles per hour.

Times have significantly increased with the 2016 one lap event won at an average race speed of 118.416 mph. It is worth remembering that TT races are time based with competitors starting at intervals. The nature of the world famous Mountain road circuit, it is not a purpose built track, does not lend itself to mass starts.

Bruce Anstey, winner of the 2016 SES Electric TT on the Mugen

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However, despite the enthusiasm of the few involved, plus the support of the TT organisers, the event has hardly blossomed in terms of widespread interest. Whilst a limited entry in the inaugural 2010 event, there has been no increase in competitors.

The largest number of starters was in 2013 with 10 electric race bikes.

William Dunlop – 2nd in the 2016 SES Electric TT on the Victory RR

In 2016 there were only 7 starters with another two, the Belgian Saroleas, failing to do any qualification laps, or starting the race. Race commentatots described the situation as “embarrassing�, which may prompt a rethink on the part of the organisers when the traditional TT race programme is basically full. Certainly, as things stand some may further question whether a winning ride in the electric TT should be recognised alongside those in the traditional classes.

There is no denying the technical strides that have been made, especially in terms of the speed and acceleration of the electric racing bikes that attend the TT. Riders speak favourably with additional weights, compared to traditional race bikes, helping smooth out some notorious road bumps, as well as the ride characteristics. However, maybe the ride would not be quite the same if the more elevated speeds of the petrol fuelled race bikes were achieved.

One thing that remains an issue is that of range before an electric motorcycle will literally stop. Whilst electric proponents constantly go on about improvements in battery life and performance, this has enabled speeds and times to improve. Therein lies the dilemma with increases in battery performance enabling greater speeds, but also meaning the bikes still only capable of one lap. In itself this highlights the major negative factor for the electric motorcycle, its range. In the greater scheme of things something of a conundrum.

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On the other hand, the TT showcase could still provide a worthwhile challenge for enthusiastic developers that would benefit development of all the many facets of the electric vehicle technology. However, for the inclusion of electric race bikes into the TT programme, following the “embarrassment� of 2016, it would probably be good to have more entries.

It was unfortunate that the Sarolea entry of two race machines failed to actually get on the track to practice, or race. Disappointed professional riders, the bike developers, sponsors, and the TT organisers. As with the other entries, who in 2016 managed to be involved in some way, it is to be hoped that Sarolea can come good.

Equally, it is probably the case that everyone involved, including spectators can be rewarded with more entrants, other wise the attractive showcase and development arena of the Isle of Man TT could be lost.

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Bob Spendlove Arts

Bob's Commission Paintings Bob paints a wide variety of commission pieces, including vehicles, houses, landscapes and monuments. If you're interested in having your own personalised original painting.

Contact Bob for more details go to - http://www.bobspendlovearts.co.uk/ Examples of his work;

If you contact Bob for information, please acknowledge Sidecars On Line 29

SideLines Driverless / Autonomous Cars – Update Again The hype driverless car hype continues unabated, even though it rarely features in the headlines. It has to be a slow news day with no crises, referendums, elections, financial collapse, or insurrection for autonomous vehicles to get on the media agenda.

Just because we don't hear anything doesn't mean things are not progressing apace.

The latest hype stems from various bodies, who provide vehicle insurance. The opening gambit is that as over 80% of accidents result from “driver error�. It is fair to assume this percentage includes riders of two and three wheelers, whilst not forgetting that a significant proportion of motorcycling accidents are down to the poor driving performance of car drivers.

The proposition from representative voices in the UK vehicle insurance business is that a driverless, or autonomous vehicle is less likely to be involved in an incident, so insurance premiums would be correspondingly less. At the risk of being yet again branded a Luddite, those evil machine destroyers, also from Yorkshire, somebody seems to be missing what might be described as the bl****ing obvious.

Mercedes E class now features autonomous braking on top of established driver aids

Quite clearly the technology involved means more complex components incorporated into a car than what is the norm, even though current vehicles have become complex already. Sensors, cameras, relays, control solenoids and motors, plus some embelished master ECU (Electronic Control Unit) are all additional components in what might otherwise be ultimately described as the robotic car. Yes, all this on top of what has already become a far more complex vehicle than even a decade ago. Whilst the designers and manufacturers are at it they will be incorporating even more elaborate electronic communication systems with satellites, etc.

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SideLines Automatic control of a vehicle in its operating environment is just part of the deal.

The ability to slow in designated zones; residential areas, near schools, at complex junctions, and parking areas will necessitate electronic communication with short distance microwave signals and satellites. For example, the autonomous vehicle will feature gear changing facilities for inclines, a GPS controlled system already utilised in a Mercedes truck for a few years now.

Mercedes Actros truck is equipped with a gear change linked to GPS satellites to optimise gearing for inclines, and so be more economic of fuel

The bottom line is that all this will undoubtedly increase the cost of such vehicles, negating any suggestion that insurance premiums would reduce in the short term. A carrot is currently being dangled that is unlikely to become reality for some considerable time, if at all.

Another insurance representative's proposition is the comparison of autonomous cars with passenger aircraft and their use of autopilots. An interesting comparison, but omitted to consider the requirement for the ever vigilant thousands of air traffic controllers around the world. Whilst it is true that a pilot can let go of the main controls in passenger airliners that each carry hundreds of people, there is still some required input, as well as a capacity to deal with the unusual, or unexpected. New systems that fully depend upon established systems, most notably GPS satellites, cannot be viewed as eternally foolproof. What would be the situation if GPS failed, or became less reliable ?

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SideLines As with electric vehicle developments over the past years, autonomous vehicles will at some point have to join the mix of traditional, human operated, established traffic initially in so called developed countries. The many millions of vehicles, over 30 million is the UK alone, are not going to disappear overnight, and there will be instances of resistance, particularly when, not if, there are incidents involving autonomous vehicles.

System failures, and yes, human error will still be a contributory reality. Resistance will stem from mistrust of the technology, but will probably arise from two key issues.

Firstly, the driving enthusiasts, who, despite all the negatives of modern day traffic and the like, still wishe to actually be in control. Secondly, and certainly not to be disregarded, the connection that people have with their vehicle, be it performance, look, or the pleasure of ownership. After all, much of what sells vehicles of all sorts, and has done for generations, are the suggested and real attributes bestowed by a chosen vehicle as “your” personal transport. Connections with a vehicle are very important and will take some shifting.

On the broader front, in developing countries and the third world there will remain a requirement for plain, person controlled vehicles for years, even decades. As things stand, all the specific controlling mechanisms of autonomous vehicles are being attuned to developed environments where road systems are more predictable, so that the necessary sensors and cameras can function reliably.

The point that “road systems are more predictable” in developed countries does raise an issue. The deterioration of UK roads are very different to the smooth, organised roads apparently used so far to test autonomous vehicles, be they in northern California, Nevada, or private test areas. Are the potholes, bumps, cracks, and other hazards now so much a factor on roads in an austerity affected UK conducive to the challenge of permitting the smooth operation of autonomous vehicles ?

A final thought. In the various utterances by UK insurers, one stuck out as illustrating the thinking of the “experts”. Apparently, the claim is that by 2017, yes, next year, cars will be available with the facility for a driver to release the steering wheel for “up to 3 minutes before an alarm sounds”, so that a driver can deal with “that important phone call, or adjust the sat nav”.

Really ? An “important phone call” ? Too many already do that without the car being suitably equipped, although it's nice to know that “an alarm sounds” will alert the driver!

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