Sidecars on line 24

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 24 – August 2016

Merlin sidecar alongside Suzuki TL1000 at the Motorcycle Action Group's 2016 Yorkshire Pudding Rally

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Contents this Issue Editorial – Summer weather, sidecar activity, and plans Oscar's Odyssey – 4 Corners Ride – Part 3 – Oscar concludes his UK riding quest Solvang – Where's That ? – Hidden treasures in “Denmark USA” SideLines – Red Flags and All That – Is progress really what it's cracked up to be ?

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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 Busy period now that it's officially summer. Trouble is the weather, not an insignificant factor in the UK, has hardly played the game. There appears to be only one certainty compared with the recognised autumn/winter period, the amount of daylight hours. Even this has been somewhat debatable with some of the cloudy days experienced this year.

Some late evenings on the road, or at home, there have been spectacular sunsets with it never seeming to get dark. Days later, even the next evening, a wholly different story. The wet stuff, even the threat of it has affected some sidercar activity. The most notable being the first weekend in May when snow and cold influenced the approach to a favourite motorcycle rally, i.e. warm clothes and blankets in the tent.

However, the social aspect, plus rides to and from, were once again enjoyed.

A month later we attended a funeral for a sidecarring friend, who had struggled with cancer for some years. We purchased our current sidecar outfit from Mick, so it was deemed fitting to ignore the morning's heavy rain to ride the Vmax in memory of it being his final sidecar endeavour. However, following a good, respectful send off by friends and family, sun and clear blue skies made the ride back over the Lancashire and Yorkshire hills very enjoyable. Thanks Mick.

Thoroughly enjoyed the events attended in the past few months. The family friendly Engine and Pushchairs weekend rally along with our grandson, then the three Motorcycle Action Groups Yorkshire rallies. In addition, day and evening events, all justified by the riding, plus the very important social aspect of spending time with friends old and new.

This issue sees the final part of the “Four Corners” ride of the British mainland, and recollections of a visit to the Solvang Motorcycle Museum in California. Truly, a hidden gem. Other items this issue include a consideration of a much heard query, specifically, “How Many Sidecars ?”, at least in the UK. Vehicle registration and other sources of data fail to provide a specific numbers. “Red Flags and All That” considers the ups and downs of vehicle restrictions and safety aspects with emphasis on autonomous, i.e. computer controlled automobiles.

Finally, and after much soul searching, consideration, and heaps of mind changing, the BMW outfit has been put up for sale, initial preparation to restore the project sidecar, and initial moves to resurrect our 1980 Goldwing. An alternative to the Vmax could just be the ticket to occupy the few hours available after all the chores and commitments. Fingers crossed.

SidecarJohn

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4 Corners Ride – Part 3 I’m sure you recall my first two objectives of the “4 Corners Ride” to the extreme four corners of the British mainland. Namely, Dunnett Head in the North, Ardnamurchan Point at the Western most point. Then it would be to Lowestoft Ness in the East, then on to Cornwall and Lizard Point at the South.

Target number three at Lowestoft

After resting up at home for a couple of days, I made an early start on a mid-week day. This would hopefully avoid any holiday traffic that was likely to infest my intended route to Yarmouth, via the A17 and the A47. This part of the ride, I was on my own. This trip was a part of my holidays. Not so for my friends.

This early start, definitely was a wise choice, as my progress along the A17 to Kings Lynn was without any incident or hinder. One hundred miles in two hours, practically unheard of on this stretch of road. Then it was the A47 via Swaffham, around Norwich, and all the way on the A47 to Great Yarmouth.

I must state that the ride to Great Yarmouth was rather boring. I suppose that I could have used any number of the meandering by-ways that are more than numerous around “The Broads”, Norfolk's inland boating holiday location, but I had the bit between my teeth at this stage.

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Why visit Gt. Yarmouth ? Just because I had never been here before, and our neighbours at home never went anywhere else. I felt that I had to check the place out. For me, the place is not very inspiring. Just another seaside town like any other.

However, I did have a good lunch stop, being lucky enough o drop on a more than decent café.

From Yarmouth, it was a 12 mile ride down the A12 to “Lowestoft Ness”, which is the Eastern most point of the British mainland. Also, my 3 rd. target on my “4 Corners” ride. Here the local council have made a great effort to impress on people the town’s geographical exclusivity. At the “Ness” there is a giant compass laid out on the ground. On it’s circumference are marked all the relevant points in Britain and elsewhere. Very impressive.

Impressive giant compass at Lowestoft Ness, the most easterly point of the British mainland

There was nothing to be gained by prolonging my visit to the “Ness” So, there being plenty of daylight hours left, I was very quickly on my way. Once again back along the A12 for something like 20 miles then on to the A1120. This took me all the way to Stowmarket. This road turned out to be the most enjoyable ride of the day, so far.

Good surfaced road with plenty of varied bends to keep the mind focussed.

Once at Stowmarket my South-East direction had to be modified somewhat. The area here is an entanglement of by-ways, enough to tie a “sat-nav” in knots. I didn’t have a “sat-nav” then (I don’t have one now), so I struck out in a North Easterly direction heading for Bury St. Edmunds. From here I took the more interesting route on the A143 via Haverhill, the A1307/ A11 for ½ mile, then on to the A505, crossing the A1M at Baldock. Here, my memory of the ride deserts me a little.

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I remember, late afternoon, in Milton Keynes, I pulled in for a spell of R & R. Also, to do a little shopping. It was obvious that very soon I would have to find somewhere to put up my tent for the night, so armed with something for breakfast next day , I was on my way again.

Into Oxfordshire now, and I was so busy looking for signs for caravan/camping sites, that for the second time this day, I had no idea where I was. The light was fading, and it was beginning to look like it was going to be a hedge bottom for the night.

At the edge of a small village, there was this man, standing leaning on his stick. I pulled in and asked, if he knew of any camp-site in the vicinity. “Sorry son, nothing like that around here” said he. ”But, if you fancy it, you can put up your tent for the night, at the other side of these trees. That is my orchard there, no one will bother you”. The trees were planted tightly together, and would give good cover. I thanked him profusely, and he refused my offer of payment. So, into the orchard, and up with the tent. A brew and a sandwich I had bought in Milton Keynes, then a sound nights sleep.

The next morning, after a bite to eat and a good mug of tea, I took stock of my surroundings. The orchard was immense, but no apples.

It was probably too early in the season. I was soon on the road, and very soon onto the A361. This took me down to Swindon. I took the ring road, which took me across the M4 motorway. Then on to Marlborough, where I cut across back to the A361. I really should have stayed in this area for a while. Around Avebury are more than a few ancient stone circles and National Trust sites just waiting to be explored.

I must admit, I was getting a little tired plotting my way along some of these roads.

My route planning had gone to the wind. I just wanted to get South as soon as I could.

After studying my map, the best course of action was to stick with the A361. So, it was Devizes, Trowbridge, Frome, Shepton Mallet, Glastonbury, all the way to Taunton.

From Taunton the A361 became the A38 for 15 or so miles.

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At Tiverton it was the A396 to Exeter. Once at Exeter, I felt that I was almost there, so deceptive. There were still over 100 miles to go before I reached Penzance, and the YHA (Youth Hostel Association) hostel there. That was my target for the night, so stick with the A30 and all of the traffic that goes with it.

I arrived at the youth hostel about 18.30. Booked in, showered, then back out again, for a good meal. A local pub I came across, seemed a good idea. A decent meal, and a couple of pints, made for a good evening. I entered and failed to win the quiz there, by just 1 point. The £20 would have come in handy.

After an early breakfast at the YHA, I made the obligatory visit to “Lands End” What a rip off this place has become. It had become some kind of “theme park” where everything has a price. I did pay to have a photograph taken at the signpost there. It is something that just has to be done.

Not strictly one of the “Four Corners”, but the picture just had to be done, even if it meant dipping into the wallet !

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Having got to “Lands End” before the sun had burned off the mist, my photo has a dull grey background. I was soon on my way. The “Lizard” was the last point on my trip. By the time I arrived there, the sun was bright in the sky, and I was feeling good. A few pictures here and I would be set for home. I asked a likely looking guy if he would mind taking a couple of pictures of me, posing with motorcycle overlooking the “Lizard”. When I checked the pics, all I could see, was my balding head. What a plonker !

I now set my sights on home. Frankly, the 2 days it took me to get from home to Lowestoft and the Lizard, had been some of the most taxing riding I had done. My route home, was to be, via the North coast of Cornwall, touching on Bude, Barnstaple, Minehead and Bridgewater, then the A39 to Glastonbury. From Glastonbury and up to Chippenham where I picked up the A429. This A road eventually leads onto the “Fosse Way”, an ancient road, which is almost arrow straight all the way to Leicester.

Then, “easy-peasy on roads that are familiar, and back home, late in the day, knackered, but elated. Not using motorways, and not having a “sat-nav” was always going to make things that little bit harder. But hey, if things had been really easy it wouldn’t be worth doing.

My total mileage was 2,520. The winner of the “Meadowhall” voucher estimated 2,501, the crafty devil. The “Bluebell Wood” children’s hospice benefited to the tune of just over £1.000. I was mighty pleased about this.

Would I do this again ? Very doubtful. Up in Scotland, there are not so many roads to confuse you. It’s a hell of a long way from Lowestoft to Penzance, constantly checking the map. It is fairly obvious as I was getting to the end of the ride, I just wanted to get back home. The M5 motorway is a great road for getting down to the West country, but for me it holds no attraction. I’d much sooner do the A & B roads.

Having said all this. It makes a great charity ride. Try it.

Oscar

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Bob Spendlove Arts

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Solvang – Where's That ?

Since a long time invite to the USA from our late friend, Doug Bingham, was eventually fulfilled in 1998, the one off “Trip of a Lifetime” has been followed up more than once. Not only because of the valuable advice and guidance of Doug and his partner Liz for we two Brit tourists, but for introductions to others, who became new, cherished friends. The memories and pleasure resulting from the initial introductions have been much more than money could buy.

That first trip to California was memorable in many ways, not least of all that when we took to our particular tourist trail up the Pacific Coast Highway, initial guidance became an invite to stay with Pete and Carmelita Bollier at their home just outside San Francisco. Not a mere petrol head motorcyclist, but another sidecar guy. Advice and guidance made that short stay in the Bay area much more than we could have possibly planned. Even now fresh in our minds.

Some years later, we again took in the famed Highway 1, this time the recommended north to south alternative to Pete and Carmelita's for another enjoyable stay. On this occasion we had already travelled from Oregon and through northern California, so it had been pastures new. Whilst in conversation about heading south to Los Angeles, Pete recommended taking a diversion inland to a place called Solvang.

Apparently the place itself had a special flavour, but was also home to an extraordinary motorcycle museum. The latter meant there was really no alternative, but to take the suggested detour.

Visiting Solvang is intriguing.

Established by Danish settlers in the early 20th century, it lies in the Santa Ynez Valley, famous for its wine. The founding fathers determined that it should feature a flavour of their mother country, Denmark. Traditional Danish style architecture created a tourist attractive environment with bakeries, restaurants, and shops. Those early pioneers' “business plan” has seemingly proved itself for over a century. Perhaps an easy description would include the word cute. On the other hand, possibly naff. Still, we liked it for a couple of days, including a single night at the Hamlet Motel.

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Our lodging for the night wasn't exactly on a par with most motels we had used. Our “room” was more abused UK boarding house, and with very limited room to move around the small double bed. The elderly TV was in an old, doorless wall cupboard, plus it was necessary to slide sideways into the small shower cubicle/toilet, even for we slim types. “Air conditioning” was courtesy of a rather noisy electric fan.

Motel rexception presented us with a half price, courtesy ticket for a local restaurant, so we opted to have our evening meal there. Sadly, our ticket, plus those of several other customers attracted by the promotion, was invalid until the next day. The meal was fine, but turned out to be extortionately priced. Maybe just like in Denmark ?

Other than the disappointing Hamlet Motel, the Solvang was fine, especially the motorcycle museum. The motorcycles in the museum are from the private collection of Virgil Elings, who has been collecting motorcycles for two decades. Virgil made many millions of dollars from a very successful Silicon Valley business that he sold.

Other than his long term motorcycle passion, he is also an acknowledged donor to charities, education, and medical research.

The Elings collection is broad based, ranging from a 1910 FN to the present day, and across all makes. There was no sidecar outfit to be seen on our visit, but doesn't mean there isn't one in the complete collection. The emphasis is tilted toward racing motorcycles since Virgil and his son Jeff have involvement with vintage motorcycle racing, both motocross and road racing. The museum rotates some of the bikes each month so that the bikes on display are constantly changing and expanding.

Our visit required a phone call to arrange. “15 minutes, if that's OK”, was the courteous reply, so we walked the short distance to the location, part of a modern building complex rather than the predominant old Danish appearance elsewhere in Solvang. With two other people, who were waiting outside, both of whom had just been walking by, we entered the single floor of the Solvang Vintage Motorcycle Museum, http://www.motosolvang.com/ .

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Without doubt, a very impressive collection in both each motorcycle's condition, but also what was on display. Quite stunning, especially some very famous racing motorcycles that had been ridden by equally famous racing heros.

Despite the shortcomings of our motel and a restaurant deal that wasn't, our visit to Solvang proved to be a feature of what to date was our most recent trip to California. Thanks Pete B, you came up good, once again.

Our shared passion for motorcycles and sidecars brought us our long term friendship with the late Doug Bingham, who thankfully introduced us to others, who have become cherished friends in Los Angeles, San Francisco and Colorado. Resulting from all this have been some significant memories of which the visit to the Solvang Vintage Motorcycle Museum is one.

Two of the oldest motorcycles in the collection. The Belgian FN, at the time this photograph taken, the oldest, and the Thor from a US manufacturer that only produced motorcycles for a few years.

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European motorcycle manufacturers flourished in the 1920s. Some names continue to the present day whilst others have long since disappeared from the scene. However, innovation prevailed as companies strived to find an identity. Distinctive engineering prowess came to the fore, as with Moto Guzzi. On the other hand, it might all be in the name – DOT = “Devoid Of Trouble�, that followed a typical approach of buying in component parts such as engines.

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Sometimes the desire to be different in a competitive market could lead to some strange designs as with the OEC, although compared with others the company survived for some years. On the other hand, the relatively short lived Brough Superiors made their mark due to exclusivity. On the other hand, BMW, enough said.

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Motorcycle design took a back seat in the 1940s, along with much of life due to a global conflict. Manufacturing industries, notably within those countries seriously involved concentrated on respective war efforts, which might include producing bikes for the military. However, it didn't take long for some to get back into the swing of designing their own particular interpretations of the powered two wheeler. Sadly for some, the revival didn't last too long.

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The 1950s became a landmark period for motorcycling, especially in sport with famous Italian racing teams vying to be top dog in the newly inaugurated world championships. Three notable examples here with a four cylinder Gilera, an early example of the very successful three cylinder MV Agusta, plus a working replica of the sensational eight cylinder Moto Guzzi.

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Of course, the 1950s were not just about road racing and other competition. The recent wartime past was no longer so dominant and desires for personal transport, particularly two wheeled was on the up. European manufacturers responded with different designs, some of which were destined to become iconic. Generally, European designs were derived from established pre war concepts. However, competition from Japan was destined to radically change things as the 1960s began.

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A golden age of motorcycling began with the 1960s and 1970s Japanese assault in motorcycle sport. The stimulation for European manufacturers to fight back had various levels of success, but much of it destined to fail. Whilst British bike competitors had to continue with aged machinery, famous Italian, and Czech factories did respond, including Aermacchi, by now a division of Harley Davidson owners, AMF. The notable European success story was MV Agusta.

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Following on from their dominant four cylinder machines, MV provided serious opposition for the Japanese with their 3 cylinder variants in the 350 and 500 classes of grand prix racing. The two stroke Italian Aermacchi 250s and 350s also provided stern opposition with championship titles won in the mid 1970s.

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The 1970s was a time of competition on and off the track with some crossover from racetrack to public roads, the most sifnificant example of which was perhaps the two stroke Yamaha 250 and 350 twins. Yet development existed elsewhere with Harley Davidson continuing its notable annual assault on the AMA “Number One� plate with the major emphasis in dirt track racing. Still, road bike design had its own memorable developments using rotary engines (Wankel). Sales failures, but still landmarks.

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The most recently produced motorcycles viewed at Solvang each featured vee twin engines. A factory Harley superbike that never hit the big time; Erik Buell's innovative sport derived street bike that originally set out to prove road racing success could be achieved using a Harley engine; and the late John Britten's totally unique, self designed, successful Britten V1000. Certainly, an interesting trio in the amazing Solvang collection.

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SideLines Red Flags and All That History informas us that the first person in the world to be killed in an automobile accident was Mary Ward in Ireland. On 31st August 1869, she was thrown from an experimental steam car built by cousins. She fell under its wheel and killed instantly.

The first UK death resulting from being hit by an automobile was Bridget Driscoll on 17th August 1896. The first such death in the USA was on 14 th September 1899 following Henry Bliss being struck by and electric taxi as he was getting off a streetcar on the previous day.

The first recorded UK non pedestrian deaths were driver Edwin Sewell and passenger Major Richer, both thrown from their vehicle in Harrow on the Hill, near London on 25th February 1899. Records highlight “firsts� around the world at the beginning of the 20th century, as well as notable individuals and multi person tragedies. However, vehicle fatalities and serious injury numbers were inevitably destined to rise as powered vehicles of all descriptions became the world wide norm.

As a footnote it is worth considering that those early deaths came in times when restrictions were in place, certainly in the UK. The 1865 Red Flag Act required all powered road vehicles to travel at a maximum of 4 mph (6.4 km/h) in the country and 2 mph (3.2 km/h) in the city - as well as requiring a man carrying a red flag to walk in front of road vehicles hauling multiple wagons. Clearly, it took time for folk to tune in to the horseless carriage, although it must be remembered that injuries and fatalities were part of the centuries old horse culture.

Available historical records that could be found did not to identify early motorcycle injuries, or fatalities, although there now exists extensive data on motorcycle accidents and incidents throughout the world.

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SideLines

The 1965 Red Flag Act, a short lived “solution� to problems arising from the merging of horse power, horseless carriages, and pedestrians

So, where are we now in the second decade of the 21st century ? More vehicles with corresponding increases in tragic incidents, although proportionally less considering traffic volumes. Nevertheless, speed, vehicle performance, and human attitudes persist despite efforts to offset the consequences of incidents, which can still maim and kill. Safety features incorporated into the design of vehicles have been a feature for half a century.

However, it can be argued that safety belts, air bags, anti lock brakes, car body crumple zones, and protective clothing for users of powered two wheelers, have for some created a sense of immortality. Driving and riding standards, as well as attitude seriously influence road safety.

Maybe a past suggestion to remove established vehicle safety systems and put a large spike in the centre of a car steering wheel might produce a very different, mortality conscious approach to driving. Sadly, the genie is out of the bottle and the belief that all will be well regardless has pervaded the psyche of vehicle operators to a potentially deadly degree.

One thing is clear from all studies, statistics, and data. Human error is the predominant factor in the majority of driving and riding incidents. This has become more significant as technology has gradually eliminated some negative technical outcomes. Within current lifetimes when the chance of breakdown for predictable reasons was a fact of a motoring, or motorcycling existence, ultra reliability is the accepted norm. In turn this has bred a sense that nothing can go wrong.

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SideLines Mechanical failure, electrical gremlins (electrical component manufacturer Joseph Lucas was not called the “Prince of Darkness” for nothing), tyre punctures, even nuts and bolts vibrating loose were once almost expected. Constant maintenance was required if inconvenience, or worse was to be avoided. On board tools and a selection of spares were as important as fuel and lubricants. Vehicle technology, whilst more complex and hardly user friendly, is significantly more reliable. More cars do not even have a spare wheel anymore, whilst electronics are far beyond repair out on the road.

Most motorcycles are no longer fitted with quickly detachable wheels, a feature of many designs upto 1960.

Technology and vehicle features, now more in tune with other aspects of modern life, are the order of the day. An electrical socket to charge the smartphone, and maybe cup holders are essential. Knowing where the oil filler is located, for example, doesn't feature on the desirable list.

So, how does all this relate to the opening of this particular “SideLines” ? Well, it's the merging of two factors. First, that human error is the major cause of vehicle accidents/ incidents, plus techology being able to offset the negative consequences.

The human factor is a significant proposal in the development of autonomous, or self drive cars. At the forefront of this crusade have been technical entrepreuners, notably the USA based Google empire and Elon Musk's Tesla company.

A setback for Google's project has been the California state direction that the latest Google car be installed with manual controls. A new version had no such controls, but minor collisions had highlighted inadequacies that meant interaction with other vehicles on public roads required a fail safe alternative control rather than just sensors and cameras, i.e. traditional controls for a driver.

The ultimate self driving car ?

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SideLines The most serious setback for the autonmous vehicle pioneers is that on May 7 th 2016 a Tesla Model S car was in a fatal collision with a truck trailer. The car's Autopilot system sensors apparently failed to distinguish the white trailer from the bright sky.

The driver victim, Joshua Brown, a 40 year old business man and ex US Navy seal became the first person to die at the wheel of an autonomous car.

The tragedy is perhaps compounded by the fact that Joshua Brown had previously posted YouTube videos of Autopilot “tests”, including one where the system was said to have saved his life. With numerous Tesla Model S cars sold, including 2,000 in the UK, concerns have been expressed by owners and agencies. Sensor design may well be a factor, although the view of the Tesla company is that drivers should keep their hands on the wheel at all times. Considering how millions of drivers of ordinary cars are quite happy to remove hands for other “essential” tasks such as using mobile cell phones, Elon Musk's company may be slightly naive with this suggestion.

A major problem is that all examples of autonomous vehicles are effectively in “development mode”, so that use is identifying problems and hopefully producing improvements. In the meantime, and from any perspective, if sensors cannot differentiate between a large truck and the sky, then what chance for a motorcycle, a pedal cycle, a small car, or a pedestrian ?

The challenge for legislators, manufacturers, and ultimately road users is how best to overcome the mixing of various modes of vehicular transport, be it two, three, four, and more wheels. Driven, or self driven, plus a world of varying transport cultures, behaviour, and habits, it will require a little more than a Red Flag.

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