Sidecars on line 25

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 25 – October 2016

Seriously Restored Coachbuilt Sidecar at the 2016 Belgian Jumbo

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

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Contents this Issue Editorial – The K outfit sold and MAG membership anyone ?

Sidecar Self Build – Homebuilt sidecars are go !

Oscar's Odyssey – Manx Revisited – Celebrating a 50th wedding anniversary on the Isle of Man, but sadly no Agostini “The Tanks in Town” – A nice surprise at a Belgian stopover Destination EGT - Part 1 – First and second attendances at the European Sidecar Rally SideLines – Technology, Conscience & Control – Where is all this technology leading personal transport ?

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Editorial First things first. The BMW K Saluki outfit has gone to a new home and its new custodian is a long time sidecar friend. From the initial ad being placed, it didn't take long for a response, which soon became a deal done when Steve sold one of his existing collection of motorcycles. However, he has retained sufficient bikes to satisfy any desire to enjoy different needs. The K outfit provides a man with experience to keep on motorcycling when it's cold and the white stuff covers the ground. Hope it serves him well.

Moving the K on has provided the opportunity to proceed with another project, one considered for some time. Initial ideas have changed somewhat, so it's pointless at this time to provide details. Suffice to say that we are in the early stages of restoring a sidecar we have owned for some time. As for what will eventually be attached to provide the motive power is still being determined.

The summer holiday period saw our 31st attendance at the Belgian Jumbo Run for young people with special needs. Then it was off to Luxembourg for the other half of our current annual “pilgrimage”, the EGT, or European Sidecar Rally. The two week trip concluded with visits to Mons in Belgium and Arras in France. Some familiar aspects, some new, but probably one of our better Euro trips of recent years.

Our personal sidecar project highlights the whole thing of creating your own sidecar interpretation against the background of declining sidecar businesses in the UK. Basically, there are fewer sources of suppliers, and those still around hardly inspire with products, or prices. Thankfully, there are ideas and sources of knowledge within the sidecar community that provide encouragement for which we are grateful.

This time around it is appropriate to promote membership of the Motorcycle Action Group (MAG). As members it puzzles us that more UK motorcyclists are not members of this organisation that fights for riders' rights, and work hard to actually preserve the activity. Too many seem to be content with being “members of the motorcycling community”, yet fail to see that regulation and controls have, and continue to have, a negative effect upon what is taken for granted.

It is a constant source of frustration that the great majority of those attending popular MAG events, such as the Farmyard rally and other great events, are not members. “I'm one of the crowd/ chapter/ group” types illustrate their disdain for bureaucracy and control, yet continue to avoid supporting the constant fight to maintain motorcycle freedoms.

SidecarJohn

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Sidecar Self Build There are two distinct approaches to owning a road going sidecar outfit. One, considered the easiest is purchasing the whole vehicle, i.e. sidecar already attached to the motorcycle. This may be a pre-owned set up where the two wheeler and attached sidecar is good to go. This can be been commissioned from a dealer, other sidecar associated business, or a private purchase. Dealer type sales might involve all new components, used constituent parts, or a mixture of both.

Paying someone to attach a sidecar to a solo motorcycle would be expected to produce a reasonably sorted sidecar outfit. However, it doesn't always follow that a paid “expert” is infallible, or sadly competent, especially if the project is in some way unusual, even unique. In the diverse world of sidecars, the “expert” may have varying levels of skill and knowledge. The term, “black art” isn't so far from reality.

Some of the elements of self build came together in a personal project back in the early 1980s. Circumstances had dictated a change of motorcycle, which in turn created a desire for something different. Our previous sidecar, initially fitted to a Ural, or was it a Cossack, had moved on to a Honda 750 four, then became the basis of a BMW airhead outfit.

This latter project also saw some radical alteration, the Watsonian Palma widened by the “simple” method of sawing the body and chassis in half.

“Simple” compared with fibreglassing the body so as to produce a 7 inch wider body and fixed into the welded wilder chassis. Welding by a friend, who had already undertaken the same conversion on his Palma, and the fibreglass work done by guys who produced an AC Cobra replica.

For a variety of reasons the BMW was moved on rather quickly and a new Honda GL1100 Goldwing was purchased. The widened Palma was available, but something more radical emerged. Working alongside a guy with skills, knowledge, and willingness saw a sidecar body design to further amend the Watsonian. This time, barely a year after the first saw cut down the middle of the original Palma, another separation.

This time the upper body leaving behind the body base section.

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The new conversion meant producing a wooden plug, using the plug to make a mould, producing the raw fibreglass body, painting, and fitting out the interior.

Sounds simple, although with expert advice to hand it made a massive difference.

Time wise though, it was different story. The result served us well for around 10 years.

Alternatively, there's the tailor made Ural where the outfit is factory produced, a three wheel vehicle that has existed for decades. The major components of the ubiquitous Russian outfit are “the package”, an off the peg option that eliminates the “black art” aspects of attaching the singled wheeled accessory known as a sidecar/ hack to a powered two wheeled vehicle. No fuss, and theoretically no bother.

In past decades other manufacturers offered complete outfits such as the old East German based MZ factory. Hiostorically, motorcycles were once offered by most motorcycle companies with sidecar attachment as a normal option. Motorcycle frames had fixing points. Adaptations for gearing and changing steering properties were readily available from manufacturers to suit sidecar use. This universal off the shelf approach simplified ownership and as a result sidecars had a significant presence in everyday motorcycling. How times have changed.

As sidecar popularity has declined significantly, devotees, both old and new, have had to adapt to the changing landscape of modern motorcycles being less suited to sidecar attachment, plus a motorcycle industry that does not see sidecars as part of any business plan.

Those remaining in what might be loosely termed a “sidecar industry” are very much small scale. The prime motivator for this “industry” now seriously depends upon a possible eccentric enthusiasm for sidecars, not an easy thing against a backdrop of business viability. So, sidecar manufacturers and suppliers tend to maintain other business interests other than sidecars, which in turn can have negative effects on specialist suppliers, consistency of product quality, and ultimately enthusiasm.

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A consequence of the decline of sidecar manufacturering has been the self build movement. The reasons for self build probably arises from the suitability of commercially available products, and cost. Sidecar prices that exceed that of a new small car is hardly conducive to attracting new sales, yet economies of scale is a factor that cannot be ignored.

Insufficient orders influences labour costs, buying power in terms of component parts and sub contractors, product promotion, and all the many aspects of running a viable business operation. The self build movement, as well as used sidecars doing the rounds of the sidecar community is almost certainly keeping a diminished UK scene alive.

Coachbuilt approach with a difference

Another factor is that the design of sidecars in the UK has become somewhat stale in that most commercial offerings follow a familiar design brief, sporty looking and low.

Any comparison between the shape and layout of most available sidecars indicates passengers on seats that are low, raising questions about the ease of access and exit.

Equally, the effects of jarring and disturbance from road irregularities because the predominant small wheels and notably inadequate suspension are not conducive to a happy ride.

Self build can potentially resolve, or diminish some of the negatives of sidecar ownership, be they financial, design, or comfort. This applies even if the self build is from the ground up, or amendment and modification, which enhances riding, operation, and all round ownership.

The self build approach may not always entail amendment to a complete sidecar and/or its chassis. Often, sidecar enthusiasts realise their needs by partial amendments. Some would say this is part of the joy of sidecarring.

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An example of considered changes to a Watsonian Palma sidecar can be seen on this Swedish outfit.

Certainly not radical, but an approach that is typical of the self build aspect of sidecar activity.

Some months ago, a friend reported that he had a project in mind using an early model Triumph Tiger. The deal was to create an off road style outfit from scratch with features that would enhance the total vehicle, and be different from his very impressive road outfits. All in all, an interesting project.

Over the months, and as business time allowed, my friend has used his undoubted engineering skills and long term sidecar knowledge to produce an interesting sidecar outfit. Familiar design in terms of the contemporary semi off road scene, but a fine example of good engineering and innovation.

On that note, it's time to let you to ponder on the self builds you have undertaken, or alternatively know about. More about Project Tiger in the next issue.

In the meantime here's a sneak preview . . . .

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Manx Re-Visited The last time that I went to the Isle of Man to watch the racing was 1995. Since then I have mainly stuck to touring mainland U.K. with the occasional trip across the Channel. So, come 2016, and being the year of our 50th wedding anniversary, I asked my wife Ann if she would like to go back to Canada and visit my cousin and his family in Vancouver. We went there in 1994. I took a month off work and it was great.

Ann pulled a kind of face, suggesting the answer was going to be in the negative. So, I put “Plan-B” into operation. “Would you prefer to go to the Island for the “Festival of Motorcycling” ? Ann’s face brightened up at this suggestion, so I didn’t waste any time and was on the phone to the “Steam Racket Co.” the very next day.

I thought that I had got a rather good deal. £146.00 for the sidecar rig and two adults. 20.00 hours sailing on Friday 26 th August from Liverpool, returning to Heysham at 20.00 hours on Saturday 3rd September.

We set off at 13.00 hours giving ourselves plenty of time to get to Liverpool. Boy, didn’t we need it. Our route was over the “Woodhead Pass”, normally a decent road with a few hold ups at the junction of the A 57 and A628 at Mottram. However, once again the good old council decided that it would be a good idea to dig up the road near to Hollingworth. Don’t forget, August 26th was the Friday preceding the Bank Holiday weekend, so plenty of holiday traffic on the road.

This hold up took us 1 hour and 15 minutes to travel just 1 mile. A good job it was on a downhill section of the road with plenty of freewheeling, or the Yamaha might have had some overheating problems. My plan was to use the M56 as far as Runcorn, then run into Liverpool on the A561. This worked reasonably well with just a few more roadworks around Runcorn. We eventually arrived in Liverpool at 17.00 hours.

The “Albert Dock” has certainly changed since we were last there. Now it is like a seaside resort complete with all the things you would expect, plus larger than life effigies of the “Beatles”.

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Come 20.00 hours and we were safely aboard and under way. We had a couple of very comfortable seats in a lounge, but for me something was missing. In previous years, well before the 90’s it was easy to talk to strangers and in doing so making friends. I am still in touch with guys from the 60’s . This line up of seats seems to prohibit this kind of familiarising ones self with others, or is it just me ?

3 hours and 15 minutes later we are being disgorged at Douglas. All we had to do now was to ride the 10 miles or so to Peel. There we had booked a pitch for our tent. Ann was very fearful that we might not get a decent pitch. She never forgets in the early 80’s we arrived at Ramsey late at night to find our pitch had 4 tents on it. The site warden didn’t want to know and who can blame him. I wouldn’t fancy making a gang of bikers move camp.

However the site was great, there were no definite pitches, just put up your tent where you fancied. We picked the overflow site, a little more room was to be had here. By 02.00 hours we had the tent up and settled down.

Later that same morning we had to be up and on the move. Roads were due to close at 11.00 for the “Senior Classic” race. No time for anything other than a quick breakfast, then a dash to a suitable vantage point. I chose “Glen Helen”, a good spot for seeing cornering action. A visit to the nearby supermarket to purchase a programme, then we were on our way.

It was only when we were sitting at our chosen spot, and had the first chance to look at the programme, that I realised that we were to be stuck here for the rest of the day. Glen Helen, being on the inside of the course, meant that there was no escape route to be had.

After the “Senior Classic” race, there was to be a “Junior Classic” and “Superbike” qualifying sessions, a Vintage Motorcycle Club parade lap, followed by the “Lightweight Classic” race. A good job that there was a chuck wagon on site, otherwise we would have been mighty hungry.

John McGuinness on a Paton won the race, with Dean Harrison on an M.V Agusta replica in 2nd place. Maria Costello on a Paton finished a well earned 3rd. These multi cylinder machines sounded great, and evoked memories of some truly great racing moments.

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We eventually arrived back at the campsite at 19.00 hours. Plenty of tents had sprung up around our tent, so much so that I found it difficult to get my rig anywhere near the tent.

Sunday dawned bright & clear. Today was the “Jurby Festival” organised by the “V.M.C.C.” As the day before, we headed off from Peel using the coast road that was part of the original T.T. course. This is a great bit of road, plenty of twists and turns, if rather bumpy in places. Even now, a hundred times better than back in the day.

This coast road spews you back onto the T.T. course at Kirkmichael. Here we joined the throng of motorcyclists all heading for Jurby.

Once at Jurby, we parked up in the massive field, already filled with every conceivable make and model of two and three wheeled transport. This was going to be a good day.

Alan Millyard aborad his distinctive take on and old timer V twin at Jurby

Sure enough, the weather obliged for the whole day. I filled my boots with the sight and sound of many of the racing machines of yesteryear. Ann also had her fill of nostalgia, being photographed with the likes of Mick Grant and Graham Crosby. Not to forget John McGuinness, Ivan Linton, Maria Costello, Dave Molyneux and his passenger Dan Sayle. It was my privilege to have a couple of minutes chat to Peter Williams, who developed the “Arter” Matchless. If memory serves me right, Peter won the 1973 Formula 750 T.T. I also had a chat with 4 times World Speedway Champion Barry Briggs.

“You're going to be a T.T. Rider !”

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Other great riders on show included Steve Plater, Dave Roper, Alex George, Charlie Williams, Steve Parrish, and not to forget the last man to win 2 World Championships in the same year, Freddie Spencer. Frankie Chilli of World Superbike fame, was also spotted. The only disappointment for Ann was the none showing of Giacomo Agostini.

Ann had brought along a photo of her and Ago taken in 1967 in the hope of getting him to sign it. Maybe another time.

Before we could catch our breath, it was Monday and the “Junior Classic” race, a “Superbike Classic” race followed by the “Classic T.T. Lap of Honour”. For this day of racing we were sat at the grandstand, having bought tickets. So, once again it was a rush to get organised and get to Douglas. This days racing started at 10.15 so gave us more than enough time to stroll around the paddock at the rear of the grandstand.

For both of us, this was a magical part of the proceedings. Nowhere were we denied access. Race winning aces, and also rans, were quite willing to let us poke our noses into their garages and workspaces.

For me, viewing from the grandstand is not my favourite spot. Too far away from the action, and just pit stops to raise the excitement. Ann though, thought it was spot on.

Winner of the Junior Classic today was Michael Dunlop on a 350 M.V.Agusta 2 nd was Michael Rutter, and Alan Oversby taking 3rd, both on Hondas.

The “Classic Superbike” race followed. For me, this turned out to be a bit of a farce.

Once again Dunlop won the race, but Dean Harrison and James Hillier, who filled 2 nd and 3rd berths were disqualified for some technical reason. I think that both bikes were a couple of c.c’s over the stated formula. This meant that Michael Rutter and Jamie Coward were promoted. Confused and dismayed ? Yes we all were.

The “Classic T.T.” Lap of Honour then took place. One lap of the course with nearly 170 riders taking part. After this, there was the M.G.P. Newcomers race, two classes in one race. I’ll not bore you with the details, too complicated, except that Michael Evens 600 Suzuki won class A with Paul van der Heiden 650 Ducati winning class B. Once again, it was after 19.00 hours before we got back to base at Peel.

Since arriving in the Island, we had three full on days of motorcycles. Ann was complaining that she hadn’t had any time to spend money. I wasn’t complaining, although I could see her point. Anyhow, Tuesday was tomorrow and this would give us time to do other things.

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The Southern half of the Island was our target for Tuesday. We dropped in to Niarbyll Bay on the way down. This has always been a favourite spot for us, and once again it didn’t disappoint. From here our route was via the South Barrule, one of the highest points on the island. Sure enough, as we climbed, we were enveloped in cloud.

I noticed Ann was gesticulating to the rear of the outfit. No lights were showing and this could be dodgy, on a narrow mountain road up in the clouds. It was too dangerous to stop, so I carefully picked my way over the top and down below cloud level. It was just a fuse that had blown. Sod's law dictated that it should fail at the most inopportune moment. No harm done, so carry on to Port St. Mary and the Calf of Man. The Calf of Man itself hasn’t changed at all, as would be expected. However, the old wooden constructed café come souvenir building was now a modern structure with large viewing windows overlooking the sound. Very impressive and so were the prices. Such is progress. From the Calf, we rode back via Port Erin, Castletown, then the A3 through Foxdale, St John’s and Peel.

Wednesday was back to the racing scene. I had heard and seen lots about Gorse Lea and it wasn’t far from the camp. From St.John’s we took to the back roads, which led to the big house come farm that is opposite the house that is “Gorse Lea” A bit of a disappointment this turned out to be. The only vantage point that can be accessed is in-between two bends that are out of bounds, official cameramen and film crews excepted.

a grandstand. Top marks to the owners.

The wall that we were behind was about 2 metres below road level, meaning we had to scramble up the wall and sit on the top in order to see anything. However, the folk at the farm had supplied numerous lengths of ladders, and piles of old tyres, which helped greatly. Ann spent most of the day sunning herself in a donated chair. Viewing was free, whilst refreshments and toilet arrangements were provided. There was even an old farm cart there that doubled as

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Racing today was the Junior Manx Grand Prix and the “Supertwin/Lightweight” race.

Andrew Dudgeon won the Junior race by 3 seconds from Tom Weedon, and 3 rd place went to Joe Ackroyd. The “Supertwin”race was won by Jamie Hodson, and the lightweight race by Dan Sayle. Dan Sayle, incidentally, is the passenger for Dave Molyneux, who holds the record for most Sidecar T.T. wins. I think it is only right to mention the names of the winners of these races, names may be unknown to most of us, but these young men are the next generation of T.T. racers. Without them, the T.T. races just won’t happen.

Thursday was a dull day up at Ramsey where the sprints were to happen. Sprinting doesn’t float my boat, but the activity in the pit lane and around was very good. Some of the specials are wee works of art.

On the way back from Ramsey, we used the coast road past Laxey. So, just for old times sake, we went to look at the Laxey wheel, which looked just the same. Then we took a ride down to the harbour. This was easier said than done. Down near the harbour the bridge was out. Literally, a new bridge was in the process of being inserted.

By now it had began to rain. Apart from one night when we had a thunderstorm, the weather had been bright and sunny. From Laxey we followed the tram tracks down to Douglas, where we purchased a few essentials, like “T” shirts and things for the grand kids. You have to make the effort don’t you.

By the time Friday came around the weather had improved. Once again it was sunny. For this race we decided to view from Braddan Bridge. £7.00 for a seat in a churchyard was money well spent. We didn’t sit down by the front near the action, but at the back, high up. From here you could see the riders all the way from the entrance to the bridge, and then on the way out of the “S” bend.

Good viewing.

Just the one race today, and it was soon over. Just 4 laps for the top race of the week. Winners were Tom Weedon on a Triumph 1st, Andrew Dudgeon, Suzuki 2nd , then Joe Ackroyd on another Suzuki in 3rd.

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Some comments on the race programme. The proceedings are packed too closely together with too many races on the Saturday and the Monday. The organisers must make changes. The “Classic” races were originally run for fun, not any more. Riders being disqualified for a measly couple of cc.s means things now are deadly serious.

Saturday, the day of our departure, and what do you know, when you need a dry day to pack up your camping gear, it was tipping it down. We managed to keep dry, but it’s a real ball ache putting wet gear away, knowing that it will all have to come out once back home. The day was spent in Douglas, basically wasting time until our boat sailed at 20.00 hours.

At the dockside, we were next to last on board meaning at least we would be first off at Heysham. The last vehicle to be loaded was a giant luxury bus, so big it had to be reversed onto the ship. When the occupants emerged they were none other than John McGuinness and his family. From Heysham, it was the inevitable boring ride back down the M6 and M61 through Manchester, then over the Pennines to home.

Some observations from our 9 days in the island. Most things seem to be the same, but when looking beneath the veneer as it were, there are big changes. Big offices have been built in Douglas, while in other places, such as Port Erin, the beautiful Victorian hotels that line the bay, are in a derelict state. The “Hydro” there has been demolished. We noticed that at Glen Helen, the hotel there, is also closed down, and only opened for private bookings. It must have been a hell of a long time since the last one.

Surviving remnant of past days

The iconic horse drawn trams that clatter up and down the prom in Douglas are under threat. Some trams have been auctioned off, reason being they were in need of restoration. The “Summer Hills” stables are also up for auction.

Lastly, the “Princes Dock” in Liverpool is under threat. Unless things have changed, the Isle of Man Steam Packet Company has been given notice to quit the berth there.

However, not all is doom and gloom, There is now plenty of motorcycling related things going on. The “Festival of Motorcycling” is a big hit and will be around for the foreseeable future. The T.T. remains huge, along with the “Southern 100” races.

There are also some first class bike museums around too. I could go on, but I won’t.

Will we return? Watch this space.

Oscar 16

Motorcycling is constantly under threat. Bureaucrats have a tendency to justify their existence by imposing restrictions and legislation that undermines motorcycling activity.

Too often such moves have been made without objective evidence, or justification. The threat to motorcycling is very real.

Without coherent, organised, and experienced voices to defend, protect, and promote motorcycling, motorcyclists old and new, plus involved business interests could be denied the benefits of motorcycling.

The need to protect motorcycle riders' rights and freedom hasd never been more important.

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“The Tanks in Town” Mons in the Belgian province of Hainaut is historically connected with war, notably WW1 and WW2. Decisive battles occurred in the area during the major conflicts of the 20th century. Being close to the Belgian E42 motorway the town is one of those places many of us pass on our travels, but are not always a place to visit. Mons was eventually visited as it was a convenient stopover on returning from Germany.

With a few days holiday once left before our ferry home, a non camping stopover on the ride back to the French coast seemed appropriate. The map was inspected for options based upon a premise used since of “passed by, never visited”, plus closer to the ferry port of Calais. Mons was where the metaphorical pin came to rest.

That original ride ended with some confusion in the town centre searching for the hotel. Despite a satnav, two pairs of eyes scanning the maze of streets, plus an unforgiving one way system, led to unknowingly passing the hotel entrance twice.

Third time lucky, we spotted the arched entrance and rode into the parking area.

The Infotel hotel's proximity to the centre, was destined to see us stay for a third time in 2016, but this time around there was a welcome surprise. Familiarity with the central location had us already planned a relaxed late Sunday afternoon before our post breakfast departure on Monday. Change out of the bike gear, shower, then stroll a mere two hundred yards into the delightful Grand Place. Ignoring several options to enjoy an evening meal and drink, our target was the Royal bar restaurant. However, things were destined to be a different, very different.

The hotel receptionist asked us if we were in Mons for the “Tanks in Town”. Our confused reaction led to her indicating a poster next to the reception desk. She followed up by saying that it was advisable to be in the Grand Place no later than 5 o'clock to swecure a place. In the event we were there for 4.15 pm and very fortunately found outdoor seats at our preferred rendezvous, the Royal.

The warm sunny Sunday, still featuring clear blus skies, set the scene for something that was destined to be memorable in many ways. The Grand Place itself is quite impressive as are many such places in mainland Europe. The architecture alone sets such places apart and it is a tribute to the folk of Mons that even if war had savaged their town, someone had the good sense to retain a cultural identity by restoration rather than contemplating and building featureless concrete, glass, and steel buildings that are often emotionally cold.

Mons is attractive because its architectural features are welcoming, as are the people. The place is a perfect example of places you dismiss and appreciate because they are simply a place you pass by.

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Anyhow, we were soon settled and along with an already large crowd awaited the arrival of the main feature, the tanks. Not that there wasn't already plenty at which to gaze. Local folk were clearly into the spirit of the event and many were dressed the part.

Period military uniforms were already obvious, as were many examples of people in 1940s civvy attire. We have seen similar back home at the famous Pickering War Weekend in North Yorkshire, as well as knowing that such events have become popular in other British towns. An interesting take on rememberance, but also that the human spirit, even in war, can still shine through. Fun is not just a good idea, there are times when it would seem to be essentialbe it in the past, or present.

Of course, the warm day and pleasant atmosphere meant it was seem appropriate to maintain our liquid intake. It was equally right and proper because we were fortunate to be seated on the forecourt of our favourite hostelry, the Royal.

What exactly I was thinking about when ordering “deux Leffe Blond grand, monsieur� wasn't perhaps rational, but never mind.

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As well as the visual elements there was a big band playing 1940s music with an excellent lady singer providing an aural background to a palpable atmosphere.

Then the show really started as numerous vehicles entered the Grand Place from the street where our hotel was situated. Jeeps, personnel carriers, half track trucks, a variety of other military trucks, plus a number of motorcycles. The latter, all Harley WLA models, reminded us of five good years we had with our home brewed Norton solo motorcycle complete with a 1942 750 side valve WLA engine. Certainly all the vehicles were a credit to their owners bearing in mind vehicle ages.

After a while the vehicles, splendidly dressed “soldiers� and their female acquaintances left the Grand Place. In itself an impressive sight and enough to more than satisfy everyone present, but this was soon to be a seen as almost a mere opening act for the main performance as the clock moved towards 7 p.m.

The large crowd's attention was diverted from conversation, as well as their liquid refreshment, when an escort of local civilian police motorcycles entered the Grand Place, soon followed by the mechanical rumblings from the adjacent Rue d'HavrĂŠ. The unmistakable sight of a very large, moving gun barrel soon stood out above the heads of the crowd, and by now those sat outside bars and restaurants were on their feet.

Inevitably, many cameras and phones were recording the action.

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Using a camera, or phone can really detract from a live experience, but the whole thing justified us both recording the spectacle. Holding the camera aloft I could still absorb the all round experience in real time rather than through a tiny screen.

To be honest, I initially felt that the number of tanks would likely be a token, maybe in single figures. In the event the rumble of engines and tank tracks on cobbles continued for much longer than we expected.

Around twenty tanks, we never counted, eventually filled the heart of Mons.

The contrast between the restored Grand Place and back when tanks and troops entered Mons back in 1945 is stark, both in the buildings and the effect upon the people present in 2016. The dark days of conflict and military occupation would bear no resemblance to this late August Sunday evening in 2016.

Amongst the variety of tanks was “Fish 'n' Chips�, a Stuart tank built by Cadillac in Detroit, that entered Mons during the liberation from German forces in 1945. Very special and for some older locals, both memorable and emotional. Stuart tank number 3047787 is one of those restored by military vehicle enthusiasts, many of whom attend events throughout the year around Belgium and France, and even further afield.

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Once assembled it was possible to get closer to the now static collection of tanks. The interest of everyone, be it adults of all ages, or children was very apparent, as was the friendliness of those responsible for the impressive display.

We had a pleasant chat with a group of young Dutch guys, who were suitably dressed in military gear. However, we resisted requesting a look inside a tank, leaving it to the young children and especially young ladies, who clearly had an eye for the military attire. Nevertheless, a photo opportunity was thought appropriate.

When it came time for the convoy to leave, necessary as the sun was going down, we moved to another location at the side of the road on Rue d'HavrĂŠ. Once again the video button was hit and even in the shadows of twilight a few additional images were obtained. As the last tank escort left the scene, walking the very short distance to our hotel to reflect on what had been a great evening when the tanks came to the Belgian town of Mons.

Would we visit Mons in the future ? Who knows, although just maybe to see those tanks again.

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Destination EGT – Part 1 A year or so back, a favourable mention about a German sidecar event by long time buddy Colin Bembridge was the first we recalled of the EGT. Apparently, his son Adam, a resident in Germany, had been impressed when attending the event. Some time after, the Hacks section of the Adventure Rider internet forum highlighted the event in more detail. Interest aroused, contact with others on the forum provided invaluable information justified including the European Sidecar Rally in our next trip to mainland Europe.

The EGT (European Gespanne Treffen) is held at two alternating locations, Reddighausen in Germany, and Weiswampach in Luxembourg. Our first experience in 2010 at Weiswampach was destined to justify further visits.

The EGT fitted in well with an established attendance at the Belgian Jumbo as it usually occurs the weekend after the Belgian event. Advice received via the Hacks forum, suggested arriving early, in our case the Wednesday before the official Friday start.

We were far from being the first to arrive. Interestingly, in 2016 we arrived at Weiswampach on Tuesday when there were around 20 outfits already in attendance.

Our first EGT brought contact with several new friends. A couple we met on the Saturday, Kerstin and Kevin, featured very much in our enjoyment of that introductory rally. Kerstin, a competent English speaking German lady, and Kevin, her English other half, enhanced our experience. They were instrumental in justifying subsequent visits. They invited us to visit them the following year, if possible, at their rural home when the EGT was next held at Reddighausen.

During the weeks preceeding the 2011 EGT we agreed to visit Kerstin and Kevin's home after the rally. So, come August, we rode from Belgium to Reddighausen taking a B & B stopover along the way. That in itself was an experience with the English proprietor being a warm host, but a little too forthcoming with his tales of relationship woe, more so because we were the only guests. Howver, we did divert the verbal onslaught by accepting the offer to watch his television that was tuned to English channels. Funny what you wouldn't normally watch becomes so inviting.

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During the Reddighausen event we briefly met a couple from Tasmania as well as enjoying the German version of the EGT. Kerstin and Kevin were there, ready to escort us to Waldaubach in the Westerwald area of Germany. Come the Sunday we packed ready to leave, then following an off the cuff photoshoot followed Kerstin and Kevin to their home. The only slight regret was that our friends' sidecar outfit had failed on the way to the rally, so they were in their car.

Kevin, Kerrie, Pat, Kerstin, Paul, and Mike

On arriving at their place, it became apparent we were not to be the only guests when within half an hour the Tasmanian couple, plus an Australian guy on a solo motorcycle arrived. It seemed to be open season for a couple of Yorkies and three colonials to gather in a small German village. The visit was destined to become more memorable than we anticipated.

Our first meal together, Kerstin and Kevin, Kerrie and Paul from Tasmania, Mick from Melbourne, plus ourselves was a great start on that first evening. No sooner had we cleared the generous table, Kerstin announced we could visit a guy nearby who was a Zundapp enthusiast, much to the delight of Kerrie and Paul as their rig was a wartime Zundapp outfit. They had just purchased it in Germany to tour and then ship the outfit back to Tasmania. Were we interested ? You bet we were and with Pat, Kerrie, Kerstin and Kevin in the car, I passengered for Paul in the Zundapp sidecar.

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We soon arrived outside a large house to be greeted by a guy, who was much more than a mere enthusiast. Passion hardly describes what was in and around the place.

Zundapps galore, including his wife's comprehensive Zundapp sewing machine collection. Suffice to say that it wasn't all Zundapp, but a lot more two and four wheelers. Two hours of fascination, which so easily could have been two days plus.

Cheers !

The nature of the collection still justifies the request to retain images for personal, close contact use. Understandable in every sense to respect and honour the man's request for anonimity.

The following day was spent with Kerrie and Paul, whilst Mike moved on. We walked around Waldaubach and then rode off to shop for food and beverages.

Kerstin and Kevin were engaged in something called work, so it only seemed right to sort out the evening meal. Another delightful evening chewing the fat and the food, assisted by a few beers.

Kerstin, Paul and Zundapp

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The next day Kerstin left to drive to pick up Kevin's father back from Holmes Chapel, near Manchester in England. A joint holiday was on the agenda when they returned.

Kevin, once again, went off to work. A lengthy breakfast for we Yorkies and Tasmanians before Kerrie and Paul set off on their travels, Italy and a Moto Guzzi rally being on their tour route. Perhaps shouldn't comment when at the year end Kerrie identified the extended breakfast was much too long. Sorry, Kerrie, even the grandson tells me I talk too much.

When Kevin returned home and after a little time checking out the transmission problems that had prevented his BMW outfit taking Kerstin and himself to the EGT, we three enjoyed a meal at a traditional local restaurant.

During our time in the area we enjoyed visits to Marburg and Limburg (pictured). A mixture of old and new satisfied the tourist side of our personalities. Sunny, but not uncomfortable, and certainly well away from any beach ! We found time to enjoy such healthy food as waffles and ice cream along with a little cool beer, or coffee whilst watching the world go by. Pleasant rides through beautiful countryside were a bonus.

Our final evening with Kerstin, Kevin and his father was spent eating out at a splendid Chinese restaurant a few miles from their home. Excellent menu, equally good quality, and good value in a delightful setting. A nightcap on our return to our hosts' abode brought our memorable stay to an end. The following morning we headed west and eventually home. After hotel stays on the way back to the Channel coast.

Some footnotes. The crazy one was that back home some weeks later wondering the whereabouts of our two fleece jackets, normally worn on cooler days under our riding jackets. A thorough search of our house, plus contact with places we had stayed on our trip to see if we had left them somewhere proved fruitless. Only a casual comment in an email to Kerstin identified they were actually hung in her hallway. Oops must be an age thing. Soon, we received a parcel with a German postmark . . . .

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Kerrie and Paul's continuing tour down to Italy proved something of an adventure with their “professionally restored” Zundapp outfit. Kerrie summed it up best by suggesting that the only thing that didn't fail were the handlebars ! Very sad for our Tasmanian friends.

Please note the “Handlebars that didn't fail ! ”

Finally, Kerstin and Kevin. In due course, their airhead BMW outfit was prepared for their promised world tour. What at first seemed to ourselves maybe only a pipe dream did materialise when they left home in 2013. What an adventure and deserving of much admiration. Europe, Asia, Indonesia, Australia, Tsmania, New Zealand, and then on to South America.

Their online presence at http://www.kk-chaostours.com/ is informative, at times dramatic, sometimes amusing, and certainly an eye opener. That this intrepid couple have overcome some serious obstacles to their progress has been a revelation.

Images are excellent, both in quality and subjects. For a couple to embark on this venture is something else, but when you know them as friends, even emotional.

Fantastic.

We hope we can meet up with Kerstin and Kevin again, and who knows maybe even Kerrie and Paul. As for Mike, well he turned up again at the EGT in 2014.

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Our MAG Connection Our involvement with the Motorcycle Action Group (MAG) has not been lifelong. We didn't take much notice for a number of years. Indeed, for many years the motorcycle rights connection was via the British Motorcyclists' Federation (BMF). This didn't involve a specific role, or formalised activity, but the support was sufficient to show active interest and connect with various campaigns.

On several occasions attendance at formal BMF meetings such as the Annual General Meetings was viewed as being important. True, some of this stemmed from being active on the national committee of the Federation of Sidecar Clubs. Interests in defending and promoting motorcycling in the UK were seen, as they still are, as common ground whether or not a sidecar was attached to the motorcycle.

Over a period it became noticeable that internal politics and personality issues within the BMF, whilst not necessarily unique in such organisations, was seriously undermining the effectiveness of actually representing motorcyclists. The BMF was abandoned to its own devices and the factions that had sullied its reputation.

The decision to join the Motorcycle Action Group somewhat crept up on us, probably aided by sidecar friends we had become acquainted with as our sidecar activity changed from a family dominated pursuit to just involving the two of us. The long held, soon to be clearly incorrect views of MAG being about rebellious, leather clad, naughty guys (and gals) did not have the same effect as when two kids were in tow.

Still, it has to be conceded that the initial joint membership was taken out just prior to attending our first social event, the Into the Valley motorcycle rally at Fridaythorpe in East Yorkshire. Suffice to say that this was memorably wet, muddy, and cold, but did not detract from the pleasure and enjoyment. Of course, the formal entertainment was quite a positive eye opener, i.e. the excellent bands.

However, the real plus was the friendliness and outlook of others attending. Comradeship stemming from being motorcyclists, yet with infinitely different backgrounds, dialects, and persuasions. It was this experience that began to cultivate the thought that if motorcycling was universal the world would maybe be a little noisier, but at peace.

That first experience of a MAG rally generated an enthusiasm for further attendance at Yorkshire MAG's other large rallies as well as Into the Valley, the Farmyard, and the Yorkshire Pudding. By attending these we have been fortunate to gain and cherish even more friendships, the majority beyond our own passion of sidecars. Motorcycling is the constant, but we have a new string to our bow.

What we don't lose sight of is that the Motorcycle Action Group is first and foremost an organisation that uses its energies and professionalism to fight for riders' rights, to some extent it can be argued THE UK organisation for dealing with the complexities and protocols associated with such activities.

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The downside is that only a very small percentage of UK motorcyclists are prepared to support th work MAG does, not could do, but DOES, on behalf of all motorcyclists. It seems almost incomprehensible that even the thousands who enthusiastically, and annually attend the headline motorcycle rallies organised by MAG fail to become members. This despite MAG's obvious presence, name on banners and in adverts, plus repeated indicators of the benefits. The cost is insignificant even for the most budget conscious biker, and certainly incomparable with what some spend on their motorcycling. “How much did you spend on that . . . . . ? “ (Enter just about anything to do with a motorcycle).

Paris is in the throes of banning older bikes from entering the city. It couldn't happen here, or could it ? A cycle lane is being partitioned off, narrowing the roads in your town and making it less safe to use a motorcycle. A few crazy motorcyclists (yes they do exist) cause a nuisance, so ALL motorcyclists are banned from an area, maybe a popular watering hole for bikers.

Could you deal with these recurring issues, or would it be better to involve folk whop know the ropes ? Suggest it's your move next.........

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SideLines Technology, Conscience, and Control The pace of technology is really mind blowing at times. Trying to fully appreciate what is now commonplace, as well as where it is all leading, can be inspiring, or threatening, depending upon your point of view. In a world that treats a new iPhone as akin to the coming of a second Messiah, it's no surprise that the richest global companies are involved in creating the various examples of electronic “wunderkit”.

Apple, a company apparently in the murky past on the brink of collapse, is now touted as the richest company in the world. Hanging on this California company's metaphoric coat tails are other mega money ventures such as Facebook, Google, Amazon et al.

Where will it end, no it won't, so what next ?

A while back, the 1984 Terminator movie, when Arnie famously announced, “I'll be back !”, the premise was a future in which machines had gained control. The Terminator franchise continued with the main plot being humans fighting back against the machines although with the odds stacked against humanity. So, how does this science fiction relate to the state of play in 21 st century technological developments ?

Artificial intelligence (AI) anyone ?

A notable dichotomy is medicine where advanced treatments and procedures become selective because of cost. The puzzle of “It can be done, but is it affordable ?” This raises whether non essential procedures are offered, even if cosmetic. Should a skilled surgeon, auxiliary staff, costly resources, and time be absorbed for elective, fashionable “beauty” treatments, whilst life saving, or life enhancing procedures are constrained by bureaucratic delays, lack of surgeons, or even refusal.

Medical ethics may be seen irrelevant when considering the potential impact on motorcycles and sidecars of “technology, conscience and control”, but is it ? Not if an associated injury is involved, but also if a broader need for medical expertise is required.

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SideLines Joint replacement, broken bones, and other health problems unassociated with actual riding a powered two, or three wheeler do prevail amongst older citizens.

Such things prevent, or hinder activity, be it work, everday living, leisure, or riding a motorcycle.

Denial of treatment can mean loss of a meaningful life. Simply put, motorcycle activity can be affected by an unrelated, unresolved medical issue.

So, what about other aspects of technology affecting anyone using public roads ?

What about when control becomes more of a priority ? Little doubt that technical innovation has been intense in the last two decades with dramatic influences on the use of road going vehicles. This is destined to continue. The development of robot, or autonomous cars is only part of the equation. Technology already exists to completely change the nature of the motoring landscape and will likely be nurtured by the obsessive human desire for the latest gizmo.

It is already clear road vehicles will become more robotic, even without radical new vehicles, but by simply adapting what is currently available. Consider the much used, sometimes maligned Sat Nav, or GPS. Separate units dominate, whilst more vehicle manufacturers provide vehicle orientated GPS as standard factory fitted equipment.

Sat Navs are now more than electronic maps guiding you from point A to B. They store data and are linked to a few of the Global Positioning System's satellites at any one time. Originally developed for the United States military, GPS is universally accessible, although other nations have embarked on similar systems, for what use can only be surmised.

Locations, destinations and required deviations are easily entered enabling a GPS device to provide a route. The device has the capacity to quickly amend a route if you deviate, or miss a turn. Our original Mio satnav audio “guide” would seemingly chastise if a direction instruction was ignored. Its “Route recalculation” phrase was presented with the tone of an annoyed school teacher. Repeated attempts to get us back on track would persist, until eventually our location justified an alternative route was provided.

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SideLines The Mio, otherwise known as Milo, was sidelined, not because “Milo” wasn't providing good information, or the chastisement, but it became impossible to update maps.

Not important for many situations, but occasionally problematical when it mattered, notably new European ring roads, road renumbering, even new motorways. Even closer to home, a significant new motorway junction always saw us electronically off road. The “reprimands” became slightly tedious, but gradually the update deficiency might have caused us negative issues on new, far flung routes.

The Garmin Zumo is a different animal, not least of all because it doesn't get “annoyed”, but seriously illustrates the development of satnav capabilities, even if it wasn't the absolute latest version when purchased. Quirks of course, but indicative of the advances in the technology.

The Zumo has typical features such as speed limit warning for regular, permanent restrictions. Speed, sorry safety cameras are highlighted as individual audio and screen display warnings, plus increasing average speed camera zones. This warning feature is welcome, even if less welcome by some countries' bureaucracies. Being frequently “dinged” when exceeding by only 1 mph over the posted limit provides little excuse for excess and is appreciated as contributing to safety. The demonisation of this warning facility in some places is illogical, unless of course THEY want you speeding to rake in the fines income.

Soapbox time. If speed cameras are truly safety aids and effective, income from them should decline. A later penalty doesn't change that someone speeding was viewed as dangerous. UK income from speed cameras has increased showing little reduction in speeding offences, mainly not extreme. Cameras have influenced driving culture with speed limits frequently ignored except when passing cameras.

Interestingly, bureaucratic concerns for the potential loss of income from taxation and other vehicle expenditure justifies keeping offenders on the road. Speed awareness courses and reduced driving licence withdrawal periods now prevail. The overwhelming emphasis on cameras has seen less human road policing, so other offences are seriously ignored. Drink driving, dangerous driving, and mobile phone use whilst driving are problems because the chance of being caught is negligible. So, what's on the near horizon ?

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SideLines The signal triggering a satnav speed limit warning can control a vehicle's speed. New Mercedes trucks are semi controlled via GPS with automatic gear changing optimising fuel consumption. MotoGP motorcycles utilise GPS signals to assist with set up on racing tracks. Devices, which analyse driver behaviour and location are already active.

GPS chips already exist in many makes of vehicles, and have done for some time.

Intelligent Speed Adaptation (ISA), a UK project conducted by the University of Leeds and the Motor Industries Research Association from 1997 into the early 21 st century. GPS device evolution, plus current vehicle electronics, may mean simple conversion rather than waiting years for factory equipped vehicles. Statutory process could speed up the process. Who knows, it may even be possible for “master switches” to be flicked at any time, potentially affecting vehicles already in use.

However, parking and road use charging would be attractive as government and commercial income streams. For those suspicious of “Big Brother” technology, the tracking of criminals, or terrorists could be a major sales pitch in these torrid times.

However, such technological change and régimes may not appeal to those who view vehicles emotionally. Ownership, restoration, and caring for a vehicle is well established. It's more than being a “petrol head”, it's possibly in your DNA. The greatest questions relate to the transition from the current to a new transport future. Interaction between old and the new will inevitably present problems, some painful. Crucially, what happens if the controlling system, e.g. the GPS satellites, or the internet go offline ?

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