Sidecars on line 26 by John Procter

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

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Issue 26 â&#x20AC;&#x201C; December 2016

Project Tiger â&#x20AC;&#x201C; An alternative rig for rural roads and built in Colorado

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• 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

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Contents this Issue Editorial – Pre Christmas mix - Busy times and protecting motorcycling in the UK Project Tiger – Not quite homebuilt, more a factory one off ? Now What MAG should do is this – Message from Ian Mutch, President of the Motorcycle Action Group (MAG) Oscar's Odyssey – “Dunt Tha Like Dogs” & “The Saga of Paddy Allen” SideLines – Sat Nav (GPS) Phobia – A useful gadget, or is it ?

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Editorial There are times when there's to much to do and little time to do it. The latter has again been the case putting this latest issue together. However, looking at things objectively, it's fair to say that much has been done in the last couple of months. Some progress with creating another sidecar outfit. Not to replace the Vmax and its sidecar, but one that addresses a number of our changing needs. We are not getting any younger, and maintaining a sidecar based life calls for being prepared. We now have a motorcycle to mate up with the already owner sidecar. More soon. The weeks leading up to Christmas have been particularly busy with trips to see friends not seen for some time; plus a professional soccer match and a day at the annual motorcycle show in Birmingham, both with the grandson. The latter, not a regular event for us, but justified as part of the young lad's education. Impressions of the 2016 NEC bike event will be in the next issue. A recurring theme, for which there are no apologies, is that relating to UK motorcyclists being (insult alert) “ignorant” of the need to be aware of matters, which affect their freedom to ride. It goes without saying that dealing with the complexities of bureaucracy, antagonism, and the ill informed is hardly something anyone can do. However, like many important things, which you cannot do yourself, it's best to pay someone to act on your behalf. In our opinion The rights of those who choose to use powered two wheelers, and by association those on three wheels are best undertaken by MAG, the Motorcycle Action Group. However, MAG can only do what its resources are capable of addressing. Generally, this means matters perceived to present the most significant threats. Not an easy scenario, but expertise and experience does help determine priorities. Rightly, or wrongly, this means for example, that efforts to justify removing the UK ban on right hand mounted sidecars cannot be seen as a priority. The question would have to be, would the effort and time spent be justified for any real benefit ? Ian Mutch, President of MAG, as well as being a founder of the organisation, has more insight into the fight for riders' rights than just about anyone. He has probably forgotten more than most know about the fights to preserve riders' rights. Like others, Mutch is also frustrated by the other struggle, i.e. getting motorcyclists to appreciate the threats to their activity and lifestyles. He has recently seen fit to write down his thoughts in “Road”, MAG's magazine, which is also in this issue. Finally, we wish everyone a Merry Christmas and hope that 2017 turns out OK for you and yours.

SidecarJohn 5

Project Tiger Issue 25 referred to a friend's recent, personal sidecar project. Using an 2005 Triumph Tiger 995i model as the basis for a personal interpretation of an off road style outfit, the outcome is impressive. Despite the diversions of a well established, and respected motorcycle business, Doyne Bruner of Apex Sports in Colorado Springs, USA, time was found to produce what has turned out to be a well engineered sidecar rig. Features have been included familiar to a guy with a long term history of producing well turned out road sidecar outfits, plus innovations gleaned from elsewhere such as a sway bar (anti roll bar in UK speak). Project Tiger has been admires from a distance as images of the build have been regularly provided as the project progressed. From the outset much has been admired in the detail and obvious quality. In contrast to the many road going sidecar outfits Doyne has created for customers, including those for personal and family use, this project was in keeping with the so “off road/ dual sport/ adventure” theme.

Two examples of well proven road going outfits built by our man in Colorado

Beyond the desire to build something a little different, other issues were likely to be addressed. The issue of sidecar access has been discussed a few times in recent years. The traditional emphasis on sporty looking sidecars with seats consequently only a few inches from the ground is seen as a factor for those with mobility, and/or body flexibility considerations. “Solutions” such as complete sidecar body sections that raise for someone to easily step in, still fail to deal with actually sitting down, or, probably the more difficult contortion of exiting the sidecar.

The effective design brief was to provide a package that could satisfy a number of needs, not least for a long time motorcycling, and sidecarring couple to continue enjoying themselves. Of course, for Doyne, it was taken as read that he wished to gain the satisfaction of doing a good job.

Project Tiger begins

Little doubt that some serious thought and expertise went into amending the front forks. A quality job from the outset.

No, it's not a factory fitting, so cannot be found in the Triumph accessories catalogue. More's the pity.

The thought put into Project Tiger was apparent throughout the build. Early images of front fork changes provided clear indication of what to expect as the work proceeded. However, there was a sense of delay for both Doyne, and the guy eagerly awaiting further images, when customer required Doyne to provide his undoubted expertise for them. Building quality sidecar rigs and trikes is what he does, so sometimes Project Tiger had to wait. 7

As with just about all contemporary motorcycles, the first consideration is how to connect the sidecar to the motorcycle. Probably the most important aspect of any build. In this case, an undoubted indicator of good engineering. The Triumph is not always a choice as a sidecar tug. However, when looking closer around the sidecar communities of the world, Triumph does have a following. The 21st century Tiger may not be quite as popular as the more retro T100 and Bonnevilles produced by the Hinkley company, but it does have some devotees.

Utilising existing points on the frame requires consideration of necessary structural integrity. The need for the resultant sidecar connection points has to be considered. Experience and forward planning creates a good outcome. Yet again the meticulous work to produce a subframe for the Triumph was exceptional.

It's understood that the tube bender was also made by Doyne. Says a lot about the man.

There's two sides to every story and every motorcycle !

Naturally, the subframe had to colour match the Tiger frame.

Remember, the subframe is not a Triumph factory part !

Early images identified benefits of using a motorcycle devoid of acres of plastic covering mechanical aspects such as the engine. Access for maintenance and repair is useful, but perhaps above all the gut feeling and delight that comes from seeing the heart of a motorcycle. A traditional view, of course, and still valid.

Nothing revolutionary. Fittings allow for those adjustments that are likely once the whole package is complete and ready to ride.

Sturdy and reflects the old adage. â&#x20AC;&#x153;If it looks right, it usually is rightâ&#x20AC;?

Subframe and the basic sidecar chassis completed, it was time to concentrate on completing the sidecar chassis and body. No off the shelf body here. Initial considerations included a higher seat for the sidecar passenger in what was designed to be a sidecar rig that would be good on the highway, but also able to venture off the beaten track on unsurfaced roads. Nothing enduro, or akin to motocross you understand, but for two experienced motorcycle enthusiasts, plus possibly their small dog, to enjoy the scenic delights of beautiful countryside. Sometimes, of course, irrespective of the planning, measurements, drawing, and sketches, other inspirations come into play. Books, magazines, personal photo collections, and the internet do provide inspiration and ideas. However, there's always a place for being a little innovative, maybe even some thinking out of the box. That's where there's a need for a willing long time assistant in the Apex store to help clarify that you are on the right track. His evaluation is all the more valuable if said assistant can be caught on camera evaluating an idea . . . . .

Is this a good seat position ?

Apparently !

Having scientifically determined the seating position, the next thing was to deal with the sidecar wheel and associated hardware, including electric tilt adjustment. This latter feature provides the rider with the facility to adjust how the rig sits on the road, usually according to the camber. Being able to fine adjust whilst on the move, via a side to side handlebar mpounted toggle switch, the side to side angle of the whole outfit makes a difference. It's a useful feature on a 100% road going sidecar outfit, so could prove invaluable when off road.

Trying out the wheel hub on the sidecar swingarm

Sidecar suspension in place, minus wheel mounting

Nothing wrong with having additional braking. As the builder considers sidecar brakes to be part of the deal, it comes as no surprise that Project Tiger includes a sidecar disc brake, and, in this particular case, with separate foot lever operation.

Sturdy, impressive stuff

Ditto

A sway, or anti roll bar, had been considered by Doyne for some time, but not actually employed on other rigs. Project Tiger permitted the concept to be incorporated, even if sway bars and electric trim are not seen as complimentary. The sway bar is contained within a chassis tube, being neat and out of harms way. Will be interesting to see how it all works out.

The sidecar end of the sway bar

. . . and at the Triumph end

The project eventually focused on the sidecar body, involving more evidence of undoubted tube bending and welding skills.

Things begin to take shape

Even more so

From the outset of seeing these images, it became obvious what the final sidecar might look like. However, there was still some curiosity about materials to be used, as well as how the whole thing would eventually look. Of course, there was now that small matter of the sidecar seating that from the outset was seen as an important consideration. It didn't take long to be made aware as fresh images were revealed.

Nearly finished

Handlebar screen does a job

Early riding impressions suggest that Project Tiger has proved to be a success. Questions about the sway bar and electric trim remain, although with suspension travel of 8.25 inches on the bike, and 7.25 inches on the sidecar, the sway bar looks a sensible feature. The chief sidecar passenger, Darlene Bruner reports, “We have never had a sidecar that rides as smooth as this one”. Additional details. The sidecar wheel is a 17” auto compact spare, whilst the hub, spindle and disc (rotor) are courtesy of a 1999 VW Beetle. The sidecar wheel has a motorcycle tubeless rear tyre. The sidecar brake function comes courtesy of a Honda GL1800 master cylinder and reservoir activated by a home made pedal. Doyne can be forgiven for identifying the sidecar brake caliper as “one I can't recall”. No doubt someone out there in armchair motorcycling land will be able to provide an answer. Project Tiger is a reflection of its creator being carefully considered, planned, and expertly crafted to do the required job. That job being to take a couple of our very good friends on gravel mountain roads in Colorado. Of course, highway trips will still see their 1800 Goldwing and Daytona sidecar provide the necessary pleasure rides. Oh, and the dog is likely to go too.

Doyne Bruner and his creation

. . . . plus the sidecar crew, Darlene and Cosmo

Apex Sports in Colorado Springs, has been family owned and operated since 1960. As the areas full service dealership, we can service and repair most makes and models. See the latest ATV, scooter, motorcycles, and utility vehicles from Honda, Yamaha, Suzuki, Kawasaki, KTM, Triumph in our online showroom. If you need any aftermarket gear, like a new jacket or helmet, save time and money with our online store. We also have a large parts section, so if you need anything for your motorcycle, atv, scooter, utv view our online parts store for blue prints, parts, and more. As always, if you have any questions, feel free to call us or email us via our website. http://www.apexsportsinc.com If you contact Apex Sports for information, or to make a purchase, please acknowledge Sidecars On Line.

Now what MAG should do is this . . . Introduction Motorcycling as a legitimate activity has been the target of bureaucrats and “experts” for decades. For those wishing to enhance their power base, professional credibility, or merely improve their generous pension, motorcycling has become a vulnerable target in the UK. Be it selective regulation from national, and European government, or narrow minded local area restrictions, the pressure on motorcycling as a chosen pursuit, or even a viable personal transport choice, has never ceased. Too often bureaucracy needs to warrant its existence, so picking soft targets is easier than dealing with the more significant which could create waves and rock too many boats. A topical case for motorcycling is the blatant, illegal, dangerous use of digital technology whilst driving. A phone call, writing a text, browsing the internet (amazing, but yes), whilst being in so called control of a vehicle is something that costs lives. Motorcyclists, cyclists, pedestrians, plus drivers and passengers in other vehicles are killed, or seriously maimed due to the use of so called smartphones. Supposedly law abiding citizens are using a gun without bullets ! Dealing with this is very much MAG territory and dedicated MAG volunteers are dealing with this. However, and it's a big HOWEVER, the threats to motorcyclists, and by definition motorcycling, are seriously disregarded by the vast majority of those for whom motorcycling is part of their life. Commuters, weekend warriors, classic bike afficiandos, et al fail to recognise the vulnerability of their chosen way of life, or freedom to use a powered two wheeler as a preferred form of transport. Investing in the efforts and expertise of others is commonplace in motorcycling be it through insurance, breakdown assistance, or significant expenditure on motorcycle equipment, so why not support those who have the organisation, experience, understanding, and skills to fight your corner ? S0, a Message from Ian Mutch, President of the Motorcycle Action Group (MAG), ( courtesy of MAG's “Road” magazine ) Read on . . . . .

Now what MAG should do is this . . . In the forty three years during which I have been a member, and latterly president of MAG, the phrase that forms the heading to this article has been one of the most persistent to ring irksomely in my ears like tinnitus. It is a close relative of the phrase: ‘I’ll join MAG when they . . . You can complete that line in a multitude of ways: • When they make all motorists pass a bike test • When they exempt all motorcycles from road tax • When they get petrol duty scrapped You might add, if in sarcastic mode (assuming the above to be credible) add, • When they buy me a new MV Augusta every year. Leaving aside the infantile optimism of these expectations, the common denominator embracing the authors of this sagacity is the conspicuous lack of a MAG membership card. This introduces another well know phrase: ‘words are cheap my tight fisted cheapskate friend.’ Thankfully a tiny fraction of the motorcycling community do care enough to put their hands in their pockets to the tune of £27 for a full MAG membership, which enables us to employ two serious and well connected full time political lobbyists, a seriously efficient brace of office staff and a hopelessly incompetent editor. (Ed, note to self – edit this before going to press). There are many more volunteers around the country of course who give up countless hours of their time for something that we all believe in, which is essentially the protection of what we like to call the freewheeling lifestyle. If there is a hierarchy of issues that warrant MAG’s attention then at the top lie those issues that attack the enjoyment of riding motorcycles. By that I don’t mean the details of road tax or parking provision. Don’t misunderstand me, these things are important to MAG which is why we put effort into them, but they are not the core of what MAG is. I mean those things that directly affect our pleasure as we purr down the road with the breeze in our face, lean into a bend and roar out of it as the landscape unfolds before us like a giant rug rolled out for our exclusive exuberant delight. It is out of the resentment of interference with that pleasure that MAG was born and it is where the organisation’s heart remains. So, it is that any kind of clothing requirement, any kind of power limit, any kind of customisation control; in short anything that diminishes that sense of self expression, of individualism, or pure physical delight in the operation of a motorcycle, will be fought by MAG with the tenacity of a terrier.

The incomprehensible and perennial tragedy of the long war for freedom lies with the fact that so many are prepared only to stand on the sidelines and make suggestions. Never reaching into their Mariana Trench deep pockets to find the cost of a round of drinks to purchase a MAG membership. I’ve never been in a boxing ring, thankfully (though my great uncle Ernie Stanton was a British champion nicknamed the pocket Hercules), but I have heard from those who have that there is one thing worse than copping a right hook on the nose. That is the advice and admonishment of the ringside ‘expert.’ Fat as a toad, brandy in one hand, he plucks a fat cigar from his bloated face, and roars advice from the spectatorial safety of his expensive front row perch: “it him boy ! it im, don’t tickle him, your a bleedin’ fighter not a fairy !” This is of course the cockney variety of specialist close proximity consultant that my great uncle Ernie doubtless had to contend with as he battered his way into the history books as one of the East End’s greats. Well it’s a bit like that in MAG, particularly for our volunteers who give up their precious time to staff stands at shows where they hear the advice and criticism of sages who’ve just spent their last fiver on a double burger and, “oh dear I haven’t got my credit card on me.’ We even get this from celebrities who have made millions as stars of the track and will “definitely join but, oh dear no cash and can you believe it, no cards either.” No I can’t believe it because it’s cobblers; who are you, The Queen ? So when people tell us what MAG should do; when they reel out their list of demands like deal-making diplomats, or high flying business negotiators, maybe they would like to consider something very simple. MAG can only do what MAG can afford to do. The Motorcycle Action Group Limited is a company that pays wages and taxes and gets income from its members and its events. The books have to balance or it’s goodnight Vienna and who are you going to turn to then with your list of wants ? There are a lot of legitimate campaigns that MAG could get involved in but we do not have the resources; not in time, not in money, not in manpower. What we do manage on the budget of a medium sized bike dealer is nothing short of miraculous. What we have achieved in terms of our penetration of the political mechanisms is the envy of pressure groups whose funds dwarf ours. What we have achieved in actually stopping bad law and promoting helpful programmes is almost surreal. This does not alter the fact that we can’t do everything; at least not until bikers start waking up and putting their hands in their pockets to the tune of just one tankful of fuel for an annual membership. Mutch

Bob Spendlove Arts

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As Christmas approaches, and time is getting tight, domestic duties keep getting in the way of being able to write anything meaningful. I remembered a couple of articles that a friend of mine put down on paper many years ago. This would be in the early 1950’s There is a fair bit of humour in both tales. Some of this narrative is in the local jargon, i.e. Sheffieldish, so read on.

“Dunt Tha Like Dogs” One Sunday during the summer of 1952, I had been for a ride on my 350 Triumph Tiger. As I returned towards home, I was travelling up Lydgate Lane towards Crookes. On the brow of the hill there was a quarry with a wall bordering the road. As I passed this wall, a Jack Russell dog jumped up from the other side of the wall, then leapt off, right in front of me. I had no chance of avoiding him. The dog crashed into my crankcase and broke off my left hand footrest. I did well to stay aboard, and as I stopped, the dogs owner came on the scene to find his dog, which was now dead. He asked if I was OK. He then gave me his name and address, and then carried his dead dog away with him. I carried on home. Then, after fitting another footrest, I gathered my licence and insurance docs’ and went down to the West Bar police station to report the incident. In the office at West Bar was a large sergeant, I told him that I wanted to report that I had hit and killed a dog. He entered the details in a large ledger. He then asked if I was in any way injured. I told him that I was OK. He then said “All right son, on thi way, and mind how tha goes.” On the following Wednesday, I was returning home, and as I passed by Winter Street Hospital ( photo right ), near the junction with Mushroom Lane. A black spaniel dashed out from the lane on my right, straight into my path. Once again I had no chance to avoid hitting it, and caught it around it’s back legs. The dog ran off , howling down Mushroom Lane.

The impact had caused me to swerve violently, I turned around and followed the dog down the lane. I came across the dog which was lying down outside a shop. It didn’t look very good. The shop owner was by it’s side. He told me that it was his wife’s dog. I told him that I would have to report this to the police station, so he gave me his details. From here I went directly to the West Bar police station to report the incident. This done, I returned home. The following Friday, which happened to be our “washday”, my father loaded up the sidecar combination, mother on the pillion, and took the family wash to the Broadfield wash-house. Father then carried on to work, which was the Queens Road bus garage. Father was a maintenance fitter and had to work overtime on Fridays. My job, was to ride to the bus garage, swap over my solo bike for father’s combination, collect washing, and mother. while father rode home on the solo once his shift had ended. All went well on the return trip, until I was nearly home. On this street was a passageway up which lived a Pomeranian type of dog. This dog was in the habit of diving out of the passageway and tearing along the road trying to bite chunks out of any motorcyclist that dared to pass by his house. This time the dog was unlucky, the sidecar wheel ran right over him. Another dead dog. After making consoling noises to it’s owner, I carried on home with the washing. After we’d had our “Tea” (the evening meal) I then went down to West Bar once again to report. The officer on duty was the sergeant that was on duty the first time I had cause to report to the previous Sunday. As he was writing the report, he paused, looked up and said, “ Have you been in earlier this week ?” Whilst saying this, he was turning back the pages of the ledger. “Aye, here it is, tha killed a dog on Lydgate Lane last Sundy” “Err, yes” I said, “I killed one on Wednesday as well”. He turned over the pages to Wednesday and said. “Oh aye, that’s reight, wot’s up, dunt tha like dogs then ?” “Well yes” I said, “ We’ve got one at home, but that’s the way it just happened.” “A know wot tha means lad, but tha wont’s to gooer steady else tha’ll be cumin a cropper. Gerroff nah, and mind ow tha guz.” @@@@@

The Saga of “Paddy Allen” In 1949, myself, Paddy Allen, Nigel Burrows and Titch Ibbotson were a quartet of motorcyclists that enjoyed the pleasures of wandering at will all over the Peak District and it’s environs. My machine was a Triumph 350 Tiger 80, and Paddy was the owner of a 1938 BSA 350 c.c. Empire Star ( right - not quite Paddy's BSA) . Nige had a 1939 Triumph 500c.c. model 5H, and Titch owned a Triumph 250 c.c. Tiger 70. All our bikes were in good nick, except Paddies, which was a disaster waiting to happen. This tale, which is as true as I can remember after more than 50 years and countless retellings, started one Sunday afternoon. We had all been to Hathersage and on our return to the Crookes area of Sheffield, where we all lived, the usual order of our convoy was, Nige, Titch, Paddy, and myself at the rear. As we climbed the hill from the Ladybower reservoir, and near to Moscar Top, Paddy came to a sudden stop, leaving a black rubber tyre mark along the road. We all stopped to find that the BSA’s chain had snapped. After hunting through our collection of spares, we recoupled the chain, but couldn’t find a spring clip. We overcame this by stripping the rubber from a piece of wiring harness, and then twisting round the connecting link pins. Paddy set off with dire warnings of what would become of him if he thrashed the bike and broke the chain again. In the late Autumn of that year, Paddy was going down Charles Street in the city centre on a dark and dismal rainy day when a woman with her head down and her collar turned up, darted out of Union Lane into Paddy's path. Paddy had to lay the bike down and ride the cobbles. Witnessing this was a police constable, who was sheltering in a shop doorway. The policeman collared the woman and told her to remain at the scene while he helped Paddy to his feet.

After ascertaining that Paddy was OK, he helped him to pick up his bike. He then gave the woman a proper dressing down. Meanwhile, Paddy was desperately trying to re-start his bike, but with no success. Part of the reason being that the kick-start return spring was broken, and had been for quite a while. The cut up part of an old inner tube which was doing the job of return spring was also broken, so every time Paddy kicked the starter, he had to do the return himself, by stooping and lifting the pedal by hand. The constable noticed this, and said “ 'As the silly bugger caused any more damage ?” “ I don’t think so”, mumbled Paddy, wishing he was anywhere but here, “ I think it’s flooded by being on it’s side.” “Right oh then” said our stalwart officer of the law. “ Gerron an I’ll gi thi a shove” Paddy remounted and the constable gave him a push down the hill. The engine fired and Paddy was away. Being a “Learner” rider Paddy had no “L” plates showing, no audible warning device. He also had no tax or insurance. The luck of the Irish. The following Spring, Paddy was having starting trouble. He asked me to have a look at it. There was a very weak spark at the plug lead and no spark at all at the plug. I removed the H.T. pick up and lead from the magdyno. The inside was soaked with black engine oil. I then removed the points cap. A trickle of oil ran out. I told Paddy that the magdyno was “ in need of renovation”.

Sheffield, at this time had more than enough motorcycle shops, all dealing in ex army spares at ridiculously low prices. For instance, a brand new magdyno for a M20 BSA could be bought for as little as 17shillings 6pennies (£0.82). I pointed out to Paddy that cleaning out the mag might not solve the problem. A new one would see him right. Magdyno – a combination producing 6 volt electricity for lights, plus power to ignite fuel via spark plugs

“ Well I can’t afford that this week, and if I can’t get to work I’ll earn nowt” was Paddy's reply. So, I cleaned out the mag for him. This gave him a healthy spark. Paddy was happy with this. Thereafter the bike was OK for some months. The summer rolled on without seeing Paddy. Eventually he came to see me. ”How much was that gadget going to cost me ?”, he said. “ What gadget is that ?”, said I. 25

“ You know, for my bike”, assuming rightly that he meant a magdyno. So, I told him where to go to get one. He then asked me to run him to the shop to get one. I asked him what was the matter with his own bike. He told me, “It oiled up again, then after fixing it, I kicked it up, there was a loud bang and a piece flew off and hit my leg. Look.” He lifted his trouser leg. There was an oval bruise just below the knee down to the top of his socks. “ Serves you bloody well right for messing around when you know nothing about engines.” When I inspected his bike, I saw that the entire end of the magneto had blown off, ripping the threads from the housing. Paddy managed to obtain a complete Magdyno assembly complete with oil seal and gasket for the princely sum of £1-2-6d ( £1.22). I earned 10 bob (£0.50) for putting it right. Halcyon days. When I see in a current copy of “Classic Bike” that same unit now costs over £120. A bit of a postscript to the tale. Paddy turned up with another gearbox, for which he had paid £7-10-0d (£7.50) He told me that his stock of rubber bands had run out.. All he needed to do was to remove outer case of gearbox and fit a new return spring. Which could have been bought for pence. That was Paddy. Happy days.

Terry Furnace was the friend that gave me these tales. He promised to tell me more such as the time he rode overland to the Eastern Med (Mediterranean). This was in pursuit of his wandering girlfriend, who became his wife. Alas, Terry suddenly died. What stories he could have told.

Oscar

SideLines Sat Nav (GPS) Phobia Love them, or hate it, satellite navigation is available for all kinds of vehicles and is now very much taken for granted. Yes, some swear by their paper maps, or even their inate powers of reasoning. Stars and sun spring to mind when navigating, or is resistance down to mere Luddite tendencies *. * Luddites - groups of English workers, named after Ned Ludd, who destroyed machinery, especially in cotton and woollen mills, which they believed threatened their jobs (1811–16). The sophistication of the technology has developed at a pace just like other devices in this electronic, digital world. As with computers, smartphones, et al, the supposed latest versions are probably out of date by the time they hit the stores. Iphone 49 anyone ? As with most digital technology chances are that sat navs offer features that will hardly, if ever, be used. That's the nature of the digital beast, it seems. There are only so many “apps” that can be personally useful, or for that matter, hours in a day to use them. However, the sat nav has been under the microscope for some features that could be seen as questionable, or at least dubious. Other than providing a route from point A to B, along with detours (vias, waypoints, etc), sat navs can warn of speed restrictions, plus, controversially, the location of speed, sorry safety cameras. The latter innovation has already brought about legislative penalties in Switzerland and Lichtenstein, and France. The exact nature of penalties are best checked before using a sat nav with active speed camera warning in these countries. Definitive advice is something of a moving target as legal precedents and regulations are amended. As this is written, French law forbids providing exact location of speed cameras, so big players such as Tom Tom only identify “danger zone warnings”. If in doubt about the chances of being pulled over, the suggestion is to switch off speed camera warning features.

SideLines Of course, sat navs cannot, at least at present, warn of mobile, or hand held speed detection equipment. This is another consideration altogether, although it probably appeals to those wishing to disregard speed limit areas. You know who you are and may already use a Snooper, or other radar detection device.

Sat navs also warn that a permanently posted speed limit is being exceeded. The old Mio sat nav featured a spoken, “You are exceeding the speed limit”. The trigger speed can be set by percentages if required, e.g. 10% over a posted limit. On the other hand, a newer Garmin Zumo, along with its GPS accuracy, is much more precise and apparently fixed. An alarm bell sounds at only 1 mile per hour over the posted limit. All things considered, and alongside a belief that speed limits are there for a purpose, especially in urban, residential areas and parts of the countryside, the warning is a useful reminder to ride, or drive reasonably. So, what about sat nav use being “put under the microscope”. It's worth recognising that the restrictions in other countries did not emerge out of the blue. Penalties, notably in respect of the speed camera warning facility, arose because speed cameras changed the mentality of drivers and riders regarding speed limit zones. In a nutshell, speed cameras changed driving culture, so that only the cameras, and the potential for being penalised, slowed people down, not the need to take heed of changing conditions. Residential, busy commercial areas, schools, hospitals, etc are now habitually disregarded. None of this should come as some great revelation, it's been obvious for years, even prior to the emergence of the evil sat nav, that care and driving are not prevalent. A first personal experience of speed cameras was in Bolton, Lancashire when, as part of a small group of solo motorcycles and sidecar outfits, we met to ride to a local vintage motorcycle hill climb event. Prior to the group departing, a friend from Bolton advised that we would be riding along one of the early stretches of urban road with several of “those speed camera things”. In the event, the speed adopted by the majority simply took us past all the devices at the posted limit of 40 mph.

SideLines However, our camera warning companion, aboard his brand new Yamaha R1 solo, saw fit to ride, shall we say, in a committed manner. His obvious awareness of the camera locations meant some significant braking where it mattered. Being the early days of the Gatso cameras, it transpired that no other vehicles hindered his vehicular gymnastics. No harm done, but it illustrated the potential for future problems. For the record, those early cameras were on that road because of its notoriety for speeding, despite houses, shops, and the normal aspects of an urban district. Now, some years later, UK “experts” are highlighting their latest research, which to be honest has been obvious for years. More and more drivers have become what we have called them for years, namely “Cameramen (and women)”. Posted, logical speed limits are irrelevant, camera locations are what matters. The consequences are now more than apparent. It really doesn't take “researchers” and “experts”, to inform us in publicly funded research that, “motorists were more likely to slow down rapidly just before speed cameras than at other locations”. Steve Gooding of the RAC (Royal Automobile Club) Foundation has added, “Perhaps it shouldn't surprise that there is some late braking going on where some sat navs tell us where the cameras are.” Talk about the ******** obvious. Wonder how much this guy gets paid ? So, blame the sat nav because that's the big assumption. What about the fact that drivers learn where speed cameras are, and have done so for some time. Goodness, what about folk flashing others to warn of mobile cameras, or police activity, even though that is deemed unacceptable ? There are other more serious considerations. More and more “street furniture” to subdue and slow; chicanes and humps to slow even those who obey the posted limits; curiously watered down penalties because of the bureaucratic worry that taking someone off the road costs the national Treasury money, e.g. tax and duty income from vehicle use; the massive vehicle dependent economy; and replacing traffic police with cameras. The latter effectively making significant road safety legislation seriously redundant.

SideLines Let's face it, what is wrong with a sat nav at least warning that you are in a speed restricted area, not simply to avoid a fine, or other penalty, but much more importantly to help riders and drivers maintain a desirable level of safety for all on, and those near to a stretch of road. After all, a fine some days later never, ever deals with the unsafe activity on the day. The priority is not about the safety of the licence, or the wallet, it's about the safety and responsibilities of all. Ultimately, of course, technology will presumably deal with the problem of vehicle operators ignoring speed limits, including the variable ones that have emerged in recent years on major highways. If a sat nav can quickly identify the point at which a speed limit changes, resulting in an alarm sounding, then it is clear that a vehicle can be controlled to reduce, or increase speed accordingly. This is hardly science fiction as this electronic control already exists in developing autonomous cars. That the latest Mercedes trucks can feature GPS (Global Positioning System) controlled gear changing, only serves to remind everyone that such developments will eventually change the culture of personalied transport dramatically. On the other hand, can our national economies survive without the income from speed cameras and other money making systems ? Of course they will, it's just a case of bureaucrats determining other subtle ways to, as the Beatles sang, â&#x20AC;&#x153;take the pennies from your eyesâ&#x20AC;? in their rendition, Taxman. Finally, speed limit signs for those using our UK roads;

Some more common and familiar than others, but what exactly is the diagonal black line all about ? Well, it's the UK national speed limit, and not necessarily 70 mph. Logical ? Origins ?