Sidecars on line 32

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 32 – December 2017

Alf Tindall's Classic Brough outfit at Sunset (Image courtesy of Oscar)

UK Importer for Tripteq Sidecars, Parts, & Accessories

Sales, Service, Build

• Scotia Sidecars offers the complete sidecar service.

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

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

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

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

Mobile: 0773 468 3429

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

Contents this Issue Editorial – How might sidecars in the UK survive ?

Oscar's Odyssey – End of Year Thoughts - The demise of UK motorcycle dealers and a car driving test puzzles An Automatic Choice – An exclusive report on riding a Honda VFR1200X Crosstourer sidecar outfit Are You Sitting Comfortably ? – Changes to improve the seating in an RX4 sidecar Sidelines – Crime, Punishment, and Motorcycles – Dealing with the scourge of powered two wheelers having become a “weapon” of choice for criminal scum

Disclaimer The information contained in this publication is for general information only. Whilst we try to keep information up to date and correct, we make no representations of any kind, express or implied, about the completeness, accuracy, reliability, suitability, or availability with respect to the publication, or the information, products, services, or related graphics contained in the publication for any purpose.

Any reliance placed on such information is strictly at your own risk.

In no event will we be liable for any loss or damage including without limitation, indirect or consequential loss or damage, or any loss or damage whatsoever arising from loss of data or profits arising out of, or in connection with, the use of this publication.

Through this publication you may be able to link to websites. We have no control over the nature, content and availability of those sites. The inclusion of any links does not necessarily imply a recommendation or endorse the views expressed within them.

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

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Editorial Another year ends and 2018 beckons. Has 2017 been a good year depends on situation and outlook. It's likely it could have been a mixture of ups and downs. Life's like that.

However, if you have an interest, in our case sidecars and motorcycles, there are always positives. Tedious, boring, worrying sides of existence can be pushed aside.

So, how could the apparent waning UK interest in sidecars be turned around ? Sidecar manufacturers could recognise the diverse, changing needs of potential customers.

Price is an issue, but also what's on offer. Slight modifications to 60 year old classic designs have a place, but failure to address limitations is hardly good marketing.

Equally, contemporary, ultra sports designs, whilst stunning, are radical in a market place where sports bike sales are in decline. Custom, naked and adventure are the prevailing motorcycle flavours of the month.

Can established enthusiasts "promote and protect" the sidecar branch of motorcycling ? Maybe, be less inward looking and spread the message. Satisfied with your lot is a recipe for decline that may well see your activity threatened before you move on to the caravan, motorhome, or the kids put you in the care home.

"Promotion and protection of sidecars" comes by recognising that membership of the broader motorcycle community is implicit. Not only in resisting clear and constant threats from bureaucracies, but also by spreading the word amongst other motorcyclists. Key is identifying that the "bit on the side" is much more than Wallace and Gromit, On the Buses, and crucially, Urals ! No offence, but the Russian offering really is only a very small part of what sidecars can be all about.

When sidecar combinations were a major form of UK family transport, exponents were predominantly recruited from solo motorcycle riders. Now, potential customers are those in the thriving classic bike community, plus “born agains�, who might be unsure about riding solo. There are motorcyclists, and others, who might wish to continue active participation despite disability, or limitations arising from age. A sidecar is an option. A sidecar can provide an invaluable ticket to ride.

This issue has an account of riding a sidecar outfit powered by a Honda VFR1200 Crosstourer X featuring the automatic transmission DCT. Chances are that this represents a world exclusive made possible by a friendship that came about through a mutual enthusiasm for sidecars. Thanks Doyne.

The special VFR item is 8 pages long and features in the middle of this issue, so that anyone specifically interested can extract it from the complete Sidecars On Line 32.

Cont'd . . . .

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Also featured this time around is the ever present Oscar, not this time with a worthy account of his extensive past experiences on two and three wheels, but much more up to date. Primarily, Oscar's report of issues in the UK motorcycle trade that are having a detrimental effect on dealerships, including loyal businesses, which have served the industry for many years.

Changes imposed by a new top tier breed in the motorcycle industry are undermining the very people who put their brands and products on the map. The approach has become dominated by demands for exclusivity and corporate identity, all wrapped up with conditions of supply, and cloned business models. Specified floor space, carpeting and brand décor, maybe sole presence excluding other makes, and dictated servicing.

Possibly, theoretical business degree philosophies have been modelled on perceived “success” models, i.e. Harley Davidson, Ducati, and BMW. It isn't so much about motorcycles, but lifestyle. The downloadable Harley 2018 catalogues illustrate the point.

The motorcycle catalogue might be considered impressive at 68 pages, considering it's a 100% vee twin engine range. On the other hand, the Motor Parts & Accessories catalogue runs to a tasty 975 pages. Perhaps the title on page 7 of the 975 sums it up; “The tank says “Harley Davidson”. Everything Else Says You”. However, as far as could be determined, the 975 pages didn't feature any of the extensive range of clothing and other indications of exclusivity.

Also in this issue, a report on a DIY change to improve the comfort level of sidecar seating. Plus a perspective on the disturbing increase in crime involving the use of powered two wheelers in busy urban areas.

Finally, hope your sidecar year has been all you would wish, and all the best for 2018.

SidecarJohn & SidecarPat

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End of Year Thoughts For once “Oscar’s Odyssey” is not about nostalgia, but is about what is happening today in the motorcycle dealers.

You may or may not have noticed, but lots of motorcycle dealers have had to close. A lot of this seems to be that certain brands of motorcycles are demanding huge expensive improvements to be made to the dealer’s premises. According to the dealers, this company, I shall call it “Kamahonduki” wants each dealer to sell 60 bikes before getting any bonus. This is up from 25 machines.

All I know is that there is great unrest in the industry. Here is a letter, purporting to come from a motorcycle distributor/importer, written and sent anonymously by an employee of a dealership to his dealer principal. This was done with tongue very firmly embedded in cheek. It alluded to the brand of motorcycle supplied to the dealer. The name of the motorcycle company has been changed to avoid any complications.

Dear Business Partner, “Kamahonduki” Motorcycles has, with your help, and through a difficult time in the trade, enjoyed great success this year. Our new models continue to impress and gain market share.

Owing to this incredible effort by ourselves and our dealers, we are, more than ever in the public eye and we feel that our existing and future customers will expect a certain level of after sales support and showroom experience.

With this in mind,2017 will bring some changes to our dealer terms which we believe will push the “Kamahonduki” brand to the top and emphasise that owning a “Kamahonduki” is akin to owning a top of the range Aston Martin or Mercedes.

Listed below are the new terms, which we hope you will understand are the foundations of building the “Kamahonduki” to the heights we believe it can achieve.

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Exterior & Interior Signage • •

Large illuminated “Kamahonduki” signs (1 external, 2 internal) must be displayed at all times.

You will be delighted to know, we have negotiated a very special price of only £3.000 which will be invoiced to you in Jan 2018

Special Tools “Kamahonduki” customers expect their bikes to be expertly maintained and serviced.

To be able to do this, you will be required to have your workshop equipped with our new range of “Kamahonduki” special tools.. Not only will they bring an air of elegance to your workshop wall, customers will see that their machine is being looked after by an authorised “Kamahonduki” dealer.

The tools will be sent and auto invoiced as they become available, and although some of them will only need to be used once every 5 years and will cost a considerable amount of money, you will appreciate them being there when you need them.

Stock Levels “Kamahonduki” customers will arrive at your dealership expecting to see a whole range of motorcycles. We understand that some models will be “lemons”, and to some customers appear to be welded to the “Kamahonduki” monogrammed showroom floor tiles, but we feel if you are to enjoy the benefit of the other models that sell in good numbers, you have to take the rough with the smooth.

Regional Sales Managers No brand that is going places can survive without a smirking, suit wearing, two-faced rep. “Kamahonduki” will be no exception. He, or she, will be there to make sure that dealer standards are maintained, and if you did manage to sell that lemon of a motorcycle at below trade price, there will be another two on there way to your dealership at a price far greater than the initial lemon you have just got rid of.

We believe these changes will, with your effort, highlight “Kamahonduki” as the must have brand, and we look forward to your feedback on these ideas. Obviously your comments will not change what we are doing, but we hope you will feel a little better if you can have a bit of a whinge.

Yours sincerely, ROB MEE, CEO Kamahonduki Motorcycles.

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One dealer, after a 55 year spell selling these bikes, has just shut up shop, claiming that these draconian measures just cannot be maintained. Likewise another dealer in Harrogate has closed.

They believe that the company in question, needs to reduce its dealer network in order to stop losing cash. 120 dealers need to be reduced to about 80. I suppose this is just one way of achieving their goal.

And here’s something else to give learner drivers a headache. The new UK car driving test began on the 4th. Dec 2017. Take note, this relates to cars only. Not motorcycles, or trucks.

Among the changes is a sat-nav component in which a candidate will be asked to follow the directions of a TomTom, Garmin or whatever. The device will be programmed by the examiner, so no prior knowledge is likely. But, the sat-nav component may be ignored on the day, and candidates might instead be asked to simply follow traffic signs. Work that one out.

Also, an emergency stop might or might not be called for during the test. Work that one out. Headache yet ? Further to that, up to 16 minor mistakes will be allowed, but if a candidate does something really stupid, failure is instant.

Candidates will no longer have to reverse around a corner, but they may be asked to parallel park, park in a bay, or stop on the wrong side of the road followed by reversing a few car lengths and then rejoin the traffic. Try working that one out.

Additionally, a candidate will be asked to drive around at leisure for 10 minutes without any form of guidance or direction, presumably to demonstrate being capable of independent thought. This alone will most likely get a fail ticket.

And if that lot doesn’t send anyone home screaming, there is the Tell me, and Show me sessions afterwards. These are related to safety tasks and minor things like checking wipers, screen fluid, etc.

No wonder UK driving instructors are up in arms about it.

All this makes one wonder, just what will they have in store for anyone taking a bike test.

Oscar

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

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

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

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

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An Automatic Choice

A VFR1200 Crosstourer X, with a Champion Daytona sidecar attached, provides a unique, and very different opportunity to explore the merits, or otherwise, of Honda's DCT* automatic transmission

*Double Clutch Transmission

Sidecars On Line Issue 32 – December 2017

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VFR1200X Crosstourer Automatic Sidecar Outfit

The opportunity to ride a Honda VFR1200X Crosstourer, the automatic transmission model, arose on a recent trip to Colorado. Comparison with conventional motorcycle transmission was, of course, significant, but this was very different as this particular Honda has a sidecar attached !

Honda's DCT (Double Clutch Transmission) automates clutch and shift operation, leaving the rider to focus on operating throttle and brakes. It is said to “provide acceleration and shifting whilst minimizing the power gaps that occur during manual shifting”. Two clutches: one for 1st, 3rd and 5th gears, the other for 2nd, 4th and 6th gears, the DCT system offers automatic and rider controlled shifting. D Mode is for daily riding, and S Mode for “sporty” riding.

The rider selects automatic function via handlebar mounted switches.

Gear changing can be left entirely to the system in D (Drive) mode, or the three levels of S (Sport), which noticeably raises the RPM levels for upward gear changes. Gear changes are automatic as the system monitors “riding conditions based on vehicle speed, engine rpm and other factors”. In automatic modes manual gear changes are still possible by pressing one of two switches on the left handlebar. These switches can be used exclusively for manual gear changes.

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The Champion Daytona sidecar was attached by Doyne Bruner of the Apex Sports motorcycle dealership in Colorado Springs. The Bruner family continue to be active motorcyclists along with several staff. The Bruner passion for sidecars is irrefutable. A multi franchise motorcycle dealer, including Honda since 1960, Doyne has history of building quality sidecar “rigs”. Champion's Daytona sidecar is a favourite.

The new Honda fulfilled a desire to see how a modern automatic motorcycle functions with a sidecar. Images of the Honda outfit's construction had already impressed from afar in the UK. Seeing it in the flesh simply confirmed. Sidecar mountings, plus front fork changes for sidecar use, are more than mere additions. As with any Doyne Bruner adaption, the visual impression of his adaptations is “factory”.

Sidecarists rarely, if ever, ride other rigs/outfits. However, if it arises, riding like you might confidently do your own is initially inadvisable. Handling and performance characteristics vary as sidecar outfits are very individual vehicles.

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For example, a transition was required when changing from our BMW K bike outfit to a 1200 Yamaha VMax. After the BMW's familiar throttle response to a more sensitive twistgrip, noticeably influenced early rides. Achieving a comfort zone also required subtle adjustments to suspension, tyre pressures, and other aspects that influence comfort and confidence.

The VFR1200X has no clutch lever, no gear lever, but handlebar mounted switches and electronics controlling gear changes. Familiar technique, so much part of sidecar riding, had to be put aside. The experience presented issues beyond simply evaluating just another motorcycle sidecar combination.

Following Doyne's explanation of gear change switching and general familiarisation, a first ride focused on making progress without clutch and foot lever, although hand and foot sometimes went through the motions. The DCT was set in Drive (D) mode, although the left hand did operate the handlebar

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mounted thumb operated switch for manual down changes to assist engine braking as we descended a twisty, slow speed canyon road.

Right hand switch to select Drive options

Left hand (negative) switch for changing down

Left hand (positive) switch

Auto transmission, and so

for changing up

a handbrake lever

Riding switchbacks at low speed was only a taster, as first impressions were influenced by adapting to the DCT system. What became apparent was that front brake application would also initiate a downward gear change. Not used on this first ride was the left index finger to initiate upward gear changes.

However, it became apparent to remember to use the handbrake lever mounted on the left hand side of the handlebars when parked. Nearly an “Oops�.

Some days later, riding a familiar 1800 Goldwing sidecar outfit behind Doyne aboard the automatic Honda for 250 miles, provided insight into the VFR's performance and handling. On a variety of roads, at varying speeds, and in extremes of mountain weather, keeping pace, even on the good handling

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Goldwing, was sometimes challenging. Doyne is certainly no slouch. It became obvious the VFR's Sport mode needed exploring on the next riding opportunity.

The Honda's DCT system offers three Sport levels from S1 up to the most “sporty� S3, each raising the engine rpm at which gear changes occur, influencing power output for acceleration, plus assisting engine braking.

Riding 200 miles in the Colorado Rockies really helped acclimatise to the VFR Daytona outfit, especially the automatic DCT system. The basic Drive mode was rejected as upward changes occur too early, maybe not a factor for a solo VFR1200, but limiting with a sidecar. The S1 Sport setting worked well and I soon became confident using the left side touch switches, for example, downshifting to power through a corner, or upshifting on steady downhill straights, ahead of automatic activation.

Another ride, a 120 miler with five other sidecar outfits, provided opportunity to further explore acceleration, deceleration, and consistent higher speeds.

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Whilst recognising the Honda's limited overall mileage, this didn’t prevent comfortably travelling at interstate speeds.

Keeping pace and decelerating “quickly”, a familiar issue riding in convoy, saw the Honda's automatic system performing well. S1 was set for the outward journey, S2 for the return. The difference was tangible with S2 upward changes at higher speeds than S1. As with automatic cars, vigorous throttle application holds a gear, or even drops down a gear to aid acceleration.

The VFR1200 Crosstourer's suitability as a sidecar “tug”, required testing the S3 Sport setting on a final 150 mile ride, yet again in the beautiful Rockie mountains. No problems, but is helped finalise an opinion.

Honda's VFR1200X Crosstourer DCT works fine with a sidecar. However, the basic D mode upshifts too early leading to sluggish performance, whilst the maxiumum Sport mode, S3, is too aggressive for my taste. Spinning up the rear tyre at traffic lights was beyond the personal game plan, although I accept this view could change with more ride time.

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Doyne Bruner's latest creation proved very capable. His plans to make changes indicate the usual desire to improve rather than accept possible deficiencies.

Addressing the bike's lengthy rear suspension movement, plus fitting a sway (anti roll) bar connecting motorcycle and sidecar suspensions, to improve the stability of a sidecar outfit, are being considered.

Now, how much are those airline tickets to Colorado ?

Apex Sports,

Champion Sidecars,

327, South Weber Street,

11841 Monarch Street

Colorado Springs,

Garden Grove,

CO 80903

CA 92841

https://apexsportsinc.com/

http://championsidecars.com/

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Bob Spendlove Arts

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

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

If you contact Bob for information, please acknowledge Sidecars On Line 19

Are You Sitting Comfortably ?

It was all Denis Harding's fault. Denis, a sidecar friend for perhaps more years than either of us care to remember, put me in the picture about another of his considered approach to this sidecar game we mutually play. Over the years, nay decades, discussions about the finer points of our shared enthusiasm for sidecars have passed many hours. All good stuff and much better than politics, the state of the nation, and, other topics of no real importance.

This time Denis provided insight into alteration to the seat in the sidecar that sits alongside his trusty Pan European. The bottom line, was, well in every sense, the bottom. Not just any bottom, but that of the esteemed Mrs H, Christine.

The object of the exercise had been to improve the sidecar passenger's experience by addressing the issue of making the ride more comfortable for the person somewhat neglected by most sidecar designers and manufacturers.

The reality is that the most sidecar seats might appear fine for the job, but unfortunately, it isn't all about appearance. Unlike car seats (see cutaway), original equipment sidecar seating usually comprises no more that a plastic foam interior and an external vinyl cover. On the other hand, seats in cars, vans, and trucks will incorporate some sort of spring arrangement serving as an additional suspension medium to enhance passenger and driver comfort.

Automobile seating also tends to provide consistency of comfort for variable human body weights.

The consequent downside for many, if not all sidecar passengers, as they sit low down in an environment supported by a single wheel, is being subjected to shocks from less than smooth road surfaces. Worsening road conditions with potholes, speed bumps, and other irregularities assaulting every vehicle, sidecar passengers have to be hardy, resilient, and hopefully forgiving souls. Sadly, and if we're honest, this unfavourable situation hardly helps the sidecar cause.

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So, our man Denis devised a cunning plan, basically, to amend the internals of the seat squab, i.e.; the part you sit on. A memorable from Denis was his use of 2 inch “pocket springs�. The result of his work was a much better experience for sidecar passenger, Christine, enough to suggest doing something with our sidecar.

The stimulus to actually address the RX4's sidecar seating was when a Belgian trip with our grandson, his longest journey to date, was only a few weeks away.

An internet search identified a bed mattress manufacturer close to home. The company had a research and development department and was apparently something of a leader in pocket spring technology.

The project was explained to a very helpful member of staff, Adam, who accepted my enquiry was a personal undertaking. Being local was favourable and a visit to the factory provided advice, information, and, significantly, a variety of suitable offcut materials. Enthusiasm for my little project was both encouraging and friendly amongst everyone with whom I came into contact.

Within a day the existing seat squab was removed from the sidecar. Helped by the fact that the cover had a velcroed opening enabled the original foam filling to be removed and measurements taken as the basis for a reconstructed inner.

The standard seat squab sits in a recessed sidecar base, so it was determined that the bottom layer could be plastic foam, but more rigid than in the original filling. I opted for two layers of pocket springs on top of the base foam, plus a thin layer of soft plastic foam on top to prevent any steel springs either damaging the cover material. A traditional approach continues to be to use horse hair for the final layer before the cover material in mattresses, and other upholstery applications. The rigid foam for the lower layer was sourced locally, two pieces cut to size, and at a very attractive price.

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The “prototype� took shape fairly quickly. Glue was required to join the two rigid foam parts for the lower layer, and to fix the two layers of pocket springs in measured positions on thin cotton sheet. The top pocket spring layer used steel springs of 25mm diameter by 30mm long. The second layer comprises steel springs of 40 mm diameter by 35 mm long.

Initially, the plan had been to glue all the layers together in one complete assembly. However, the nature of the squab cover meant that it made more sense to insert each layer separately via the opening, which is at the base of the cover. First, the thin foam at the top, followed by the first pocket spring layer (25 mm diameter x 30mm long), and the second spring layer (40mm diameter x 35mm long). Finally, the stepped foam layer to complete the installation.

Original foam filling

Side view of foam filling The seat squab cover had the advantage of an opening secured by Velcro.

This meant the original foam filling could be removed easily, as well as ease replacement with the various layers of foam and pocket springs.

Originally, the idea of not creating a single assembly of all layers was to allow for any changes that might be identified with use.

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Top pocket springs layer

Centre pocket springs layer

Springs - 25mm diameter x 30mm long

Springs – 40mm diameter – 35mm long

25mm x 30mm pocket spring

40mm x 35mm pocket spring

Stacked layers Two layer rigid foam base layer

A – Thin foam top layer between top pocket springs and seat squab cover B - Pocket spring layer using 25mm diameter x 30mm long springs C - Pocket spring layer using 40mm diameter x 35mm long springs D - Stepped base layer of rigid foam

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Evaluation on the road was necessary, and under varying circumstances. A short ride down the road and glibly ticking off acceptability was hardly appropriate.

Besides what does the guy holding the handlebars truly appreciate about the sidecar passenger experience ? It was clear that the passenger experience was much improved, confirming that the original all plastic foam design simply collapses under the weight of whoever sits on it, and crucially provides no perceptible cushioning, let alone a desirable suspension effect.

An early change was to place a length of wood along the front of the revised seat squab to stop it slowly sliding forward. No other changes were undertaken, or considered for around a couple of thousand miles, and both passengers, the regular lady, and the grandson were happier.

However, as time progressed, and the revised seat squab settled, it has been necessary to make minor alterations. Additional pocket springs have been placed at key points, which it is hoped will make the passengers even more comfortable.

It would be good if sidecar designers and manufacturers paid more attention to the issues of passenger comfort in their products. In days past, but in living memory, most folk had little, or no experience of sitting on comfortable seats in any transport situation, i.e. buses, trains, trams, and very rarely cars. Many would not even experience the type of comfortable seating, now seen as commonplace, in their own homes. Times have changed and travel of any description is viewed very differently.

When sidecars were part of daily transport, seating varied, with some likely more comfortable than what is now on offer. Certain sidecars such as Steibs were noted for features that helped iron out the vagaries of uneven roads. Also, seveeral coachbuilt sidecars had seating that was at least on a par with the more humble cars of the day. In essence, sidecar passengers were considered.

Now style and look dominates the thinking as the expense of seating that reflects purpose and function. If sidecars are to appeal beyond the diminishing few then sidecars need to appeal to the potential passenger. In every sense, that has to be the “bottom line� !

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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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SideLines Crime, Punishment and Motorcycles OMG. What does that mean ? Firt reaction might well be from many, "Oh My God".

Then again, is that short cut verbage known universally ? Well, how about OGM and "Outlaw Motorcycle Gang" ? Apparently a reference in a national crime report by the USA's law enforcement agency, the FBI. Big difference, eh ? The OMG initialism presumably relates to Hells Angels and other alleged motorcycle gangs.

Irrespective of suggested criminality, be it racketeering, drug dealing, and gun offences, the FBI version has an undeniable, if not unfortunate link with motorcycling. Over the years this has linked motorcyclists with anti social and/or criminal activity. Motorcyclists do present a threatening persona for some, no doubt perpetuated by fictional and media representation. In the minds of many, motorcycling means undesirable individuals, who, in groups, are seen as dangerous.

Sometimes motorcyclists, even if law abiding, can upset other citizens. Forceful riding and excessive noise are issues. Operating close to the line of legality, e.g. “slightly� over the speed limit, is easily noticed if a motorcycle is involved. Of course, speed limits are always respected by car drivers, aren't they ?

A for the significant numbers of car drivers frequently communicating with mobile phones, and even exploring the wonders of the internet, no comment. Motorcycles are noticed, but daily transgressions by car, van, and truck drivers are increasingly and routinely ignored.

Yet, over a number of years, motorcyclists have managed to overcome some of the prejudice. Experiences of the past such as being refused service in restaurants, pubs, and other locations can still be recalled. Whilst accepting that some public apprehension of motorcyclists still prevails, things appear to have improved. To be fair, if I operated something like a restaurant, I could have reservations about some possible clients. However, this wouldn't be influenced by a mode of transport, after all there are dodgy folk around who travel around on foot !

Of course, all the efforts for motorcyclists to be seen as acceptable members of society can come undone by the endeavours of some nutters. Nutters, or is it scum, who just happen to be perched on a powered two wheeler.

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SideLines It is acknowledged that social problems exist that are not necessarily the fault of those affected. Poor employment prospects, declining social amenities and services probably, maybe even certainly, arise from the inadeqaucies of those “running the show”. Politicians, bureaucrats, the “captains of industry”, and bankers, are the few who make the decisions that determine the fortune of the vast majority.

However, it's all very well to be angry, disappointed, and to protest about your lot, but not in ways that inflict even more pain. If it makes matters worse for ordinary, law abiding folk, it's unacceptable. Sadly, an age of disrespect has emerged in recent times that increasingly degenerates into unacceptable criminality.

“Excuses” and “Reasons”, often voiced by people untouched and usually unaffected by the up front consequences of social change and crime, have become less accepted by a growing proportion of the population. Where you live, poor socio economic status and the like, are not so readily viewed as justification to pursue activity that puts unacceptable pressure on stretched public resources, or threatens ordinary citizens.

Over the past two years the UK has seen an escalation of criminal activity that reflects badly on motorcycling. Hoodlum rides through pedestrianised town centres, promoted via social media, has resurrected a negative public image of normal motorcyclists.

Media attention, so often disinterested in the positives of powered two wheelers, has made worrying headlines. The vehicle of choice, be it motorcycle, or scooter, has been the common “culprit”.

The scooter, or moped, has become a weapon of choice along with knives, guns, hammers, and baseball bats, as scum have brazenly terrorised shoppers and other pedestrians. As a side issue, but of equal concern, the vehicles involved are predominently stolen. In itself meaning consequential anguish and financial loss for the owners of the motorcycles and scooters.

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SideLines There are moves by law enforcement, politicians, and motorcycle organisations such as the Motorcycle Action Group to address the situation, be it the use of powered two wheelers in criminality, or the theft of these vehicles. Sadly, in a situation of significantly reduced police resources, progress may be at best slow.

In the meantime, there is a problem for motorcycling as a whole because of the consequential influence on motorcycle insurance and sales. If the chances of theft are high, why would anyone wish to become a possible victim of theft by purchasing a machine, let alone the deterence of high insurance.

Some motorcyclists, angered by blatant street robberies conducted by scooter, or motorcycle riding scum, have proposed direct action. Possibly a laudable reaction, but vigilante response is predictably unwelcome. Unpublicised retribution may have occurred somewhere, but the fear is that this could create other problems.

As with much in society the feeling is too much soft pedalling over the years on many aspects of crime and behaviour has undermined the safety and welfare of the vast majority. Too many issues fail to convey a balanced sense of what is right and wrong, and many feel the criminal justice system fails to defend society adequately.

The UK preoccupation with selective historical crimes puts significant demands on police resources, and the courts. Too often the only winners are legal professionals.

Controversially, some cases have been pursued because celebrities and others in the public eye are involved and much has depends on evidence that once might have been seen as heresay and not substantive. “Cold cases” affect police resources dealing with current crime issues, including terrorism.

Of concern is that UK prison sentencing fails to address the severity of a crime, as well as crucially providing no sense of deterence. For example, why is a sentence of 10 years, followed with “they will only serve 5” ? What is the logic in even saying 10 years ? Equally, the ludicrous “life sentence”, when it does not reflect reality.

Some will still continue to step over the line, but certainly some would be deterred by the prospect of something more punitive. Fairer sentencing is essential, so that citizens and particularly victims can respect the law more than is currently the case.

Naturally, fairer sentencing would also have to extend to the lower level lawlessness that has permeated into everyday life. Ignoring speed limits and only slowing for cameras, using a smartphone for all manner of vital communications, and driving under the influence of function affecting substances, are all examples of a scenario that is safer for everyone.

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