Sidecars on line 35 by John Procter

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

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Issue 35 â&#x20AC;&#x201C; June 2018

Adapted Yamaha/Watsonian outfit at the Motorcycle Action Group's 2018 Farmyard Party (note caravan mover providing reverse via sidecar wheel)

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Contents this Issue Editorial – Commuting madness in a car, a great weekend with the sidecar, and the fight to preserve our motorcycle life. “Whatever did MAG do for Us ?” - Episode 1 – Sidecars are still part of motorcycling, so require defending too Vmax Diaries Part 5 - Running out of fuel and providing a solution to the curse of an over enthusiastic right hand Oscar's Odyssey – My Mate Alf – Featuring Oscar's long time motorcycling friend, Mr Tindall Airhawk – Not the classic tv helicopter show, but a possible solution for the motorcycling curse of a numb rear end. Sidelines – Access All Areas ! - Restrictions on using UK public roads

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Editorial The longer days have brought the usual opportunities to get out and about, although not always with the sidecar outfit. It proved too much to fit three adults and a grandson onto the available seats for a two day trip to Chester and its renowned zoo. The car had to suffice, which was fine, but dramatically identified the madness that is everyday commuting in the UK. Our late afternoon journey unfortunately meant travelling on a mixture of urban and semi rural roads around the Greater Manchester area. Sadly, there are no avoiding routes from the congestion that some souls commit themselves to every single day. 40 miles in 3 hours requires a great deal of patience, which it is clear some fellow travellers do not possess. The serious congestion was only part of those first miles as the initial 18 miles took less than half an hour. Yes, the sidecar outfit wouldn't have been an advantage in the melée of trucks, vans and cars, but very obviously if enough of those single individuals had been on a powered two wheeler, the whole situation could have been much more efficient. It beggars belief that bureaucratic, political dumb speak is actually pushing for the demise of motorcycle and scooter use in urban areas. However, the outfit has featured in the past weeks with attendance at MAG's annual “Into the Valley” motorcycle rally, closely followed by a first time at the Fenland Sidecar Club's camping event in March, Cambridgeshire. Good weather, great company, and the town's summer festival combined to make the extended weekend a real winner. Sadly, this could have been the last due to the pressures of organising the event. Participating in each of the above has been influenced by SidecarPat's slow recovery from a broken leg, which has affected her since before Easter. Despite mobility issues, it has not prevented enthusiastic attendance and participation on her part. It has also meant some laughs stemming from the erection and dismantling of tents. All part of the joys of camping . . . . Despite the addition of a one wheeled “accessory” on the side of our fairly powerful two wheeler we are still motorcyclists. Have been consistently for over 50 years. As such we believe in the necessity to protect our particular way of life. It isn't easy and so membership of the Motorcycle Action Group (MAG) is viewed as vital in opposing repeated efforts to force us off the roads of the UK. With this in mind we are from now happy to include MAG press releases within this and future issues.

SidecarJohn

“Whatever did MAG Do for Us ?” - Episode 1 (with thanks to a Monty Python reference about the Romans) As members of MAG, the UK's Motorcycle Action Group, there's bias in what follows. Bias in that as life long motorcyclists, who are also sidecar enthusiasts, we have a deep seated feeling developed from an teenage fantasy into something viewed as rather special. Other than the satisfaction that comes from ownership, riding, maintenance, and interest in motorcycles and motorcycling, there have been other benefits. Friendships, shared experiences, holidays, socialising, and even education are certainly layers of icing on the cake. From early years of solo riding, when a variety old Brit motorcycles served as everyday transport and leisure, a passion emerged. As enthusiasm matured, it brought concern about the survival of our motorcycling activity as negative social attitudes, but mainly legislative threats were confronted. Some issues were recognised as possibly justifiable, not least on matters of safety, but much suggested bureaucrats attempting to justify their existence. As with most political arenas, those calling the shots and initiating implementation appeared to seriously “not have a clue”. Motorcycling remains an easy target for more regulation and legal change. Over the past 30 years we have witnessed wholesale undermining of motorcycling as an acknowledged mode of transport and a vehicle for a profitable industry. Significant have been changes in respect of driving/ riding licences. Making it more difficult for potential riders to progress through stages based on engine power, plus age based restrictions can be seen as meritorious with powerful motorcycles and scooters. However, riding a two wheeler means a legislated, stepping stone approach, unlike driving cars. Currently, pass a car driving test at 17 and regulation doesn't stop a novice driver taking the wheel of any car. Recent political reaction to worsening car accident figures involving young drivers suggest possible amended regulation, but doesn't change the long term disparity. It's inconsistent that age is a factor in what someone can ride, yet ways have emerged that someone younger than 17 can drive a car.

It is no longer possible in the UK to take a driving test with a sidecar outfit, unless the candidate is registered disabled, which considering the preconditions attached to age/motorcycle power restrictions is not conducive to encouraging sidecar use. Yet, if you are receiving disability living allowance at the higher rate, you can apply for a provisional car licence three months before your 16th birthday, which comes into effect on your 16th birthday. A person on the higher rate of DLA is likely to have medical conditions, which suggest a sidecar would be an unlikely choice. “Whatever did MAG Do for Us ?” stems from attending a recent motorcycle rally organised by MAG to raise funds when an interesting conversation took place. Another participant, with whom we had shared a smile or two with the previous day, interupted a conversation we were engaged in. Someone commented on how few of attending were MAG members amongst around 1,500 on site. Breaking away from packing his bike, our “friend” butted in with negative comments questioning justification for membership. Despite responses such as “attempting to protect YOUR right to ride and enjoying the freedom that motorcycling offers”, our lad only became more irate. He was allowed to have the last word, strangely apologising after his partner suggesting it was appropriate. It's accepted that the jaded, usually incorrect view of MAG, that the vast majority of motorcyclists are oblivious to the bureaucratic and legislative measures that continue to appear on the political horizon. Lack of insight may well be down to the almost universal disdain with politicians married to the view, “I simply want to get on enjoying my motorcycling life.” The same can be said for how most ordinary folk seek escapism than try to understand a confusing world. With a large selection of contemporary media to choose from – numerous television channels, streaming services, social media, and even printed alternatives – it's fairly easy to avoid the serious communication sources. All this and it doesn't include those whose lives are dominated by the obsessive religion of “gaming” ! “Grand Theft Call of Killing” anyone ?

So, what has MAG been up to in the never ending struggle to defend UK motorcycling ? The following are just a sample of MAG activity in recent months. Read on; 11th April 2018 - MAG meets West of England Regional Mayor in breakthrough summit MAG met Mayor Tim Bowles in Bristol to ask: why aren’t motorbikes in his transport strategy ? MAG’s Western Region Political Officer, Geoff Mills, teamed up with MAG’s Director of Communications & Public Affairs, Lembit Öpik, to meet the Mayor of the West of England Combined Authority, Tim Bowles. Geoff says ‘the main question we had was: “Why have motorbikes been reduced to a footnote in the latest West of England transport study? Is it a deliberate marginalisation or just an oversight?” We got our answer. It turns out that the Mayor is more than willing to include us as part of the solution to the congestion and access problems of the sub-region, and that’s very encouraging.’ Geoff is inclined to take the Mayor at his word. ‘It’s not so important why we weren’t recognised. What matters now is that we will be. I’m already on a committee which is discussing these points. With Mayor Bowles’ endorsement, we can make sure that sensible and relevant inclusion of powered two wheelers will happen. That’s why we went to engage with him; so you could say the meeting was 100% successful.’ Looking ahead, MAG has agreed to provide a summary of key facts about motorcycling, which Geoff and Lembit will be preparing. They’re also submitting a specific set of amendments to ensure inclusion of motorcycles and scooters. It seems clear that MAG will occupy an advisory role from now on, in the same way it does in many other parts of the UK. ‘This is how politics is supposed to work,’ observes Geoff. ‘To be honest, I was impressed with the Mayor and I do feel that if we do our part for bikers, he will do his.’ 24th April 2018 - Riders call for common sense regarding crime and congestion London demo calls on Mayor Khan and Government to come to their senses about motorcycle-enabled crime and unfair pollution taxes. The Motorcycle Action Group (MAG) held their biggest demonstration in years last Saturday to highlight the unfairness of a new pollution tax that London Mayor, Sadiq Khan, is threatening to introduce and which will hit some of the poorest workers in the capital.The demonstration, organised by MAG’s London Regional Representative, Tim Fawthrop, drew support from all elements of the riding community including dispatch riders, delivery riders, commuters and leisure bikers.

Selina Lavender, MAG’s Chair, said 'A big thank you to the MAG members who put in the hours to bring the demo together. It was great to see riders turn out in support of the event and I really enjoyed riding with you all. Hopefully Mr Khan will get the message !' Keith Prince, Chair of the Greater London Authority Transport Committee and a motorcyclist himself, added his voice to the call for common sense: ‘I am disappointed that the Mayor of London has chosen to punish the most vulnerable with his ULEZ tax by again not keeping his promise to work with the motorcycling community. Ironically as a socialist, he is taxing the least well off; the low-paid essential workers and night workers who need their small-capacity bikes to get to work and cannot afford to replace them. Transport for London’s "Easy Rider" report of 2015 states "powered two wheelers are part of the solution."Why, two years later, are we now part of the problem ?’ Other speakers included Peter Ramsbottom, London Deputy Regional Representative, who is equally disappointed by the actions of the Mayor: ‘We need to view motorcycles as a solution to the problem, and that’s what MAG has been campaigning for since these recent threats emerged.’ MAG’s President, Ian Mutch, summed up the campaigning commitment of MAG: ‘The Mayor really does need to think about motorcycling because he made many promises to us before being elected. Now we invite him to talk directly with MAG. Currently, his policies on motorcycling are counterproductive: they ignore the benefits that motorcycles of all kinds bring to the commuting mix.’ Colin Brown, MAG’s recently appointed Director of Campaigns & Political Engagement, said of the event ‘this was a peaceful, good natured demonstration but there is real anger amongst bikers who don’t understand how the Mayor can think it’s fair to charge riders of old mopeds £12.50 a day to enter the city, while someone with a six-litre sports car gets in for free, as far as the pollution tax is concerned, if it’s a new vehicle. We believe we have a strong legal case based on discrimination. We hope it doesn’t come to that but if the Mayor is willing to damage his own reputation to defend a tax on the poor, then MAG will take him on, all the way to court if necessary.’ 8th June 2018 - Off-road racing and riding could be banned unless YOU act MAG has backed the Motor Cycle Industry Association’s attack on a European Commission edict that could end motorcycle sport. MAG is urgently appealing to riders across the UK to contact their Member of Parliament and help prevent the effective banning of competitive, off-road riding of all kinds in the United Kingdom. ‘The threat comes from a European Union Directive' explains MAG’s Director of Communications & Public Affairs, Lembit Öpik. ‘It would require all mechanically propelled vehicles to get full third-party motor insurance to cover injury, damage and loss, on public and private roads or land. By changing what’s called the ‘Motor Insurance Directive’ (MID), it could end competitive riding in the UK and EU.’

The extreme threat arises from a single legal case regarding liability (known as the ‘Vnuk’ Judgment). Its consequences would be disastrous because insurance firms would find it economically impossible to insure competitive off-road riding activities, given the realities of damage to machines, collisions and all the elements which are the essence of competitive racing. This could more or less wipe out these sorts of events. The MCIA estimates that this could terminate activities involving over 1.7 million spectators and 55,000 riders annually, at over 4000 off-road and track events. This latest move stems from a broken commitment by the EU to resolve this issue. British Government officials have stated they oppose this unjustified measure. Tony Campbell, CEO of the MCIA said: “In the UK alone, motorcycle sport is estimated to be worth £1 billion, which rises to around £11 billion across all forms of UK motor sports. We strongly support UK Government efforts, but our message is clear – whatever the outcome of these new proposals Government must take action in order to avoid the catastrophic damage that will be inflicted on Motorsport across the board if this ruling turns into law – even if this means defying Brussels.” Lembit adds: ‘The UK Government has actively supported efforts to remove this threat to offroad riding and racing. Please contact your MP, asking them to write to Chris Grayling, Secretary of State for Transport, to ensure the UK Government will honour its pledge to ignore this draconian and virtually pointless directive from the EU Commission.’

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.

Vmax Diaries – Part 5 Sometimes recall plays havoc with any best intentions to uphold the traditional routine of keeping a diary. Sometimes a timeline cannot be followed, in this case Part 5 should follow Part 4 in terms of “what a diarist did next”. Circumstances dictate an alteration on our Vmax outfit will take time to reach a conclusion. Miles can be necessary for objective judgements, e.g. amended headlight requires riding in the dark, something that simply is, for us, an infrequent occurrence. This “diary entry” jumps the timeline queue because it's quite tidy to recount. In the last issue brief reference was made to running of of fuel on a return ride from Scotland and that “alleviation remedies” were “already implemented”. Read on.

Bike needs fuel, broken leg unrelated . . . .

Running out of fuel has been very rare for us over 40 years of sidecarring. Two incidents are easily recalled, although there was another occasion when it wasn't quite. This latter, near the end of a tiring ride on the old Honda 750 four. SidecarPat and young daughter in the Palma sidecar as the engine spluttered on a downhill slope. Fatigue and initial uncertainty of cause, but concident with a convenient layby, so pulled in. Family aboard, towing the camping trailer, plus traffic justified playing safe, and made sense as the engine stalled as we came to a halt. Fuel was imediately seen as the problem, and not seen as serious because we had a spare can of fuel. The desire to get mobile again, especially as our young daughter was approaching her meal time, saw an almost automatic response. Get fuel can, fix spout, open tank cap, and pour in the precious liquid. However, it was apparent that the fuel level in the tank was a little higher than expected considering only a gallon had been poured in. It was the lady in the sidecar, who casually said, “Didn't you turn the reserve on ?”. To which I could only respond with a somewhat embarrassed look. 12

The remaining miles were spent wondering why the most obvious response to the situation didn't trigger. No idea what the lady in the sidecar thought about it all. As for the actual, real fuel deprivation experiences, two different scenarios. Number one, early 1980s in Sweden, just us on our Goldwing outfit returning from the Swedish Jumbo Run on a beautiful, sunny Sunday. Two children in the sidecar, SidecarPat pillion. It was early in the ride and the fuel tank was around half full, plus being Sunday not much open in the way of fuel stations. Our route was very much on country roads through seemingly endless trees. Around 50 miles into the ride, and with the tap already turned to reserve, and riding with that inevitable care associated with limited fuel, the Wing cried enough. Even our much loved Honda couldn't run on forest air, however wonderful it might be. Initial thoughts of a passing good Samaritan, be it a Volvo, or another Jumbo ride participant, soon seemed like forlorn hopes. Thoughts of why we didn't carry a spare fuel led to a fairly desperate measure. For some years our camp cooking, including the important facility of boiling water for teas and coffees, but also surprisingly complex cooking, had been a Colemans petrol stove, for which we carried a 1 litre fuel container. Granted, not sufficient to get us very far, but nevertheless, full of the precious go juice. It was carefully emptied into what was clearly a very empty tank. Everyone aboard, knowing there would be no at rest ticking over, or hard acceleration, we ventured forth. With the prospect that we would at best stop at the first sign of habitation, a petrol station was certainly not on the agenda. Indeed, being Sweden, on rural Sunday, commercial saviours were not thought likely. Maybe we had pleased some divine power because round a corner was a house and bang opposite an OK fuel station surprisingly open. Ice cold drinks all round, big smiles, even bigger thanks to the store guy, and a tank filled to the brim. Happy days. Our second, and only such fuel mishap, was nearer home during the first months of owning the current Vmax outfit. It's worth stating that the iconic power cruiser Yamaha has its own idiosyncratic fuel system. The first generation Vmax retained carburettors throughout its fairly lengthy production run, right up to 2007 when ours was made. No fuel gauge and an electric reserve switch, which was initially misinterpreted meaning was already in the reserve on position. So, up to the fateful day we had been lucky.

Nice sunny day, a mere 5 miles from home and only another 8 miles to our destination, a classic car and bike show. A quick stutter, then a dead engine on an uphill slope. Fortunately, a filling station was only 100 metres (a bit over 300 feet, America) back down the hill. A quick turn around using our combined leg power then a short, gravity fed ride saved the day. Not as traumatic, but was informative. Moving on to the recent event, it was clear that even slightly higher cruising speeds on a familiar journey can affect fuel consumption. Also, considering previous rides on the identical route, suggested we had probably been fortunate in reaching our regular, traditional refuelling stop. For sure, despite being able to call for recovery, the terms of reference didn't cover running out of fuel, so paying a very premium price for a few litres at the side of the highway was painful. Dealing with the future, two possibilites sprung to mind. An additional, connected fuel tank, or a simpler spare receptacle. Either way, location on the outfit was a factor. Initially, an existing, unused 5 litre jerry can bought some years ago was considered, but where to locate. The sidecar boot(trunk) was an option, but was seen to occupy valuable space, maimly because of its shape. External locations around both the bike and the sidecar were considered, but dismissed.

Online research led to a purpose built system, the Rotopax. Whilst the price was considered high, the features and shape attracted for locating in the sidecar boot (trunk). The larger of two sizes was chosen as being the most appropriate. The Rotopax features a specific attachment system permitting easy removal and mounting. The robust plastic construction features a filling cap incorporating an ingenious filling tube. The optional fixing plate has been fitted in the sidecar boot (trunk) behind the passenger seat and holds the 6.6 litre Rotopax securely in place. The Rotopax's narrow shape means a very economic use of space and its chosen location means that the advice to release the cap to regularly release any pressure caused by petrol vapour is easy. There is no significant loss of space for our usual luggage.

Mounted on the flat surface behind the passenger seat, the ingenious pax mount is made of hardened anodized aluminum. Various mounting options are available dependent upon application.

The threaded black “T” handle is turned to retain the Rotopak fuel container in a convenient, space saving location.

Minimal loss of luggage carrying capacity and still conveniently accessible. Should circumstances dictate the robust Rotopax fuel container can still be transported in alternative situations, e.g. strapped to a bike rack.

Like all things the purchase and value of the Rotopax can only be judged over time. Certainly any email request for my satisfaction with the product, like the stupid automated ones from internet sellers just days after purchase, will meet with a negative response - “Go away !”. However, at this early stage there's no reason to suggest the Rotpax has not filled the bill, even if the application is slightly different to those suggested by advertising. Only criticism has to be the price, but then that is coloured by the now well known personal reluctance to open the wallet. 15

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My Mate Alf In an earlier Odyssey, I told of some of the workmates that I had the pleasure of riding with. This time I will tell of some of the members of the South Yorkshire Sidecar Club. I have known most of them for years. They are all characters in their own right. This is Alf Tindall’s story ( part of) I first met Alf sometime in 1963. At the time I was working at the “Sheffield Hollow Drill Company”. I told of some of these characters not so long ago. However, one of them Alan Grayson in particular, took me along to see a friend of his. This was in a part of Sheffield that was populated by the wealthier citizens of our fair city. This was “Nether Edge”. The roads here were lined with imposing houses set in their own grounds. Beautiful mature trees lined most of these roads. What I didn’t know was that nearly all of these fine houses were now bed-sits and flats, occupied by students and young professionals. Alf’s place was a ground floor flat with a shared kitchen and bathroom. A blonde lady rented the upstairs flat by the name of Gloria. Alf wasn’t at home. Well, sort of not at home. He was in a cold damp stone built shed at the bottom of the garden doing God knows what with a “Triumph” engine. Bits and pieces of engine and various pieces of tinware were everywhere. He was wearing a maniacal grin that I was to become very used to seeing whenever he was giving a motorcycle some “GBH”. He invited us in to the flat for a cuppa. What a surprise this was, my first visit into a “bachelor pad”. I must admit that I was shocked. Piles of magazines were piled up on the floor. Most of these were “National Geographic” and “World Wide” magazines, so I figured that Alf was an OK guy. I too liked to read the occasional book such as these. In his wardrobe there were a couple of wheels. A set of “Triumph” barrels sat on top, accompanied with a cylinder head. The place wasn’t dirty, nobody could ever accuse Alf of that. The place was just so very untidy. No woman you see. I was still living at home with my Mum, no doubt being rather spoiled I guess. It didn’t take me long to realise that Alf and I were going to get along just fine. We had one thing in common. Motorcycles. My mount at this time was a “Royal Enfield Crusader”. Alf had just graduated to the “Triumph” from a “Panther” 350. I believe that the “Triumph” was what we now call a “basket case”. All parts were “work in progress”. He was also working on a “Swallow” sidecar. This was to be fitted onto the “Triumph”. 17

In the following months I saw a lot of Alf. We became firm friends. (now over 55 years). My wife Ann and Gloria, the blonde from upstairs, who became Alf’s wife, also became the best of friends. However, I digress, this is about Alf, motorcycles, and the sometimes dubious pleasures of them. In June 1964, the Honda 250 I was riding at the time, was out of action due to a disastrous week in the Isle of Man. In the same year, Alf and I attempted a ride to the far North and John O'Groats, which had to be aborted before we got out of England. ( Read about this escapade in volume 6 and 7 of “Sidecars on Line”). The “Triumph” Alf put together was a mid fifties model in a sprung frame and it did Alf well for a number of years. A Swallow Jet 80 sidecar was fitted and it was a handsome machine, even if the colour scheme was rather naff. Maroon and metallic blue. Yuk. I do have memories of Alf and his younger brother Neil being in the Isle of Man. This would be in 1963 and they were camping somewhere on the Castletown Road. They were in the corner of a field, where it seemed to me with no kind of toilets, or even a water supply.

I do remember a crowd of us, actually 5, travelling over to Ramsey one evening. All of us in, or on Alf’s outfit. One of us on the pillion, one in the sidecar seat and the other two perched on the boot with feet in the sidecar. It seemed to be great fun, but not so much fun was the cool ride back to Douglas in the dark. 1965 and Alf, along with Gloria, was again in the “Island”. This time he was riding a Norton solo and for once he did not do anything out of the ordinary, except to go on about how much better the “Triumph” motorcycle was. The rest of us never got fed up of letting him know how wrong he was. We all were riding some form of Norton power. I was on a “Dominator 500”, Alan was riding a “Triton”500c.c., Brian, Carrots and Mick, all from London, were on a “Norvin” (Norton/ Vincent special), Norton 650, and Norton Dommi. Alf was never really a solo rider, he much preferred combos.

On to 1979 and the Isle of Man again. Alf this time was riding a Panther outfit, but one like you have ever seen. Standard Panther chassis with a home built body. Two days before going to the Island, Alf had just put the Panther on the road after a rebuild, nothing new there then. Barely run in, without any sidecar body, he set to with sheets of plywood. As if by magic, a sidecar was born. Pretty it wasn’t, but it did a job. By the skin of his teeth it was fitted the morning we set off for the ferry. For once Alf wasn’t camping. This trip he had brought along two of his three children. Alf and Gloria had gone and done a “George & Mildred”. They were now separated. I and my family were camping. I was riding my Norton 650 SS with Busmar, plus trailer. All was well for the first 15 miles, or so then the Panther ran out of power, so it was inspection time. Nothing seemed to be amiss. It was a puzzle. Then along comes Alf’s brother Neil and his family. They were on a Yamaha 1100 with widened Palma. This was a nice piece of kit. The sidecar had been altered with care and looked very professional. The sidecar also had been modified to carry a “Mini” suspension arm. This gave the rig a nice well sprung ride. (Watsonian suspension has not improved in all the intervening years). Neil, being a motorcycle mechanic, maybe could help. Not a bit. After a quick look around Alf’s rig, he was on his way. After all he had a boat to catch, hadn’t we ? After much scratching of heads and inspecting various things, Alf kicked the engine over. It fired up right away. It also revved quite freely, so without further ado, we were back on the road. All went well until we were halfway along the East Lancs Road, going to Liverpool. Once again the Panther lost power. Same as before and no apparent cause.

More head scratching and no kicking over the engine worked. Alf was ready for throwing in the towel. This was a daft idea as we were nearer to Liverpool than home. However, I had to leave Alf and his kids. No way could I tow him, I was pulling a trailer. I pleaded with him not to head for home. Once he got himself and his rig to the Liverpool landing stage, he could count on help from lots of people. So off we set for the boat. We weren’t long getting to Liverpool. At that time, you just turned up at the landing stage and you would be put on the next boat available. We were lucky, we were the first in the queue for sidecar outfits.

Once on the Island we sped up to Kirkmichael and our camping spot at “Glen Willan” This was a new camp site. It looked great set in a glen that led down to the sea. Surrounded on three sides by forty foot hillsides, and on the one remaining side it was an outlet to the sea. Superb for the kids.

The next day we made it to Douglas to get the latest on Alf. Much to our surprise, there was his rig parked outside of their guesthouse. It transpired that Alf had had the good fortune to get the help of a passing Land Rover. This chap towed Alf all the way to the Pier Head at Liverpool. Good fortune, or what ? That was the good news. Less of the good news was that on the boat crossing, Alf met up with a former member of the South Yorkshire Sidecar Club called Max Hermans. As Alf told him of his problems, Max offered Alf money for the outfit. Alf being fed up agreed a price, which they shook hands on. This meant that on return to the mainland, the exchange would take place. Also, would you believe it, for the rest of the week the Panther ran perfectly. The mysterious loss of power was nothing more than the exhaust valve nipping up when the engine got a little too hot. A full week running in the Isle of Man bedded in the engine just right.

Now for something not entirely different. Alf often told me about a motorcycle that he had stowed under the bench. It was a mythical beast called a “Brough Superior”. I must admit I did see the occasional part that could quite well have been “Brough”. How was I to know. I used to rib him about the none appearance of it. I reckon it must have been around 2005 when the “Brough” did appear on the road. It looked just great, it even had a “Brough” sidecar attached. A proper job. Alf had bought the “Brough” in 1966 for the massive sum of £39.50. He said that a “Brough” chair was the only sidecar that he would fit. When the “Brough” came out of the factory in 1937, it came complete with a “Brough” sidecar. So, that was Alf’s aim.

The Tindall Brough outfit is certainly no museum prima donna

Alf located a suitable sidecar from somewhere down South. Upon inspection, it was found to be the exact sidecar that had left the “Brough” works all those years ago. Alf had really hit pay dirt with this rig. The “Brough” has served him well despite Alf thrashing it unmercilessly. It has had more strip-downs than a vaudeville queen. Many times Alf has threatened to sell the rig. So far, he still has it. Alf does ride solo. He has a Panther that he has put together from spare parts. Later on this year he is off to tour Slovenia with the “Panther Owners Club”. He has recently been on a sailing trip around the Scottish Islands with a group of his ballroom dancing friends. Dancing is Alf’s new love.

Alf does not like to be reminded of his age. All I will say, is that he is slightly younger than his â&#x20AC;&#x153;Broughâ&#x20AC;?. Finally, Alf, a classic in his own right, with his two regularly used, well known classics.

Oscar

Bob Spendlove Arts

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If you contact Bob for information, please acknowledge Sidecars On Line 23

Airhawk On the face of it the Airhawk comfort seating system attempts to address the ever present issue of dealing with the possible discomfort of riding on a motorcycle, either as a rider, or pillion passenger. Maybe not a factor for the younger, “street hero” motorcyclist, but more likely of interest to those wishing to ride a little further than the regular café, pub, or some such. Thinking about it that may also include the older guy pretending to be a teenager ! Perhaps the easiest way to describe Airhawk, both claims and product description, is to quote the sales blurb; “Make every mile feel as good as the First with an Airhawk Motorcycle Seating cushion. Using scientifically proven Air Dry Floatation Technology the Airhawk seating system uses a patented network of interconnected air cells to equalise forces and distribute your weight over the whole seat. Reducing pressure ‘Hot Spots’ that can cause pain, but also relieving numbness which can accumulate on those long rides. Also, ideal for everyday use as the Airhawk gives you the sensation of riding while ‘floating on air’ as the cells dampen unpleasant vibration. Made from a Heavy-Duty Polyurethane these cushions are made to last. The Airhawk Cushion comes with a breathable outer cover which allows air flow to help reduce heat build-up and with two attachment loops either side for attaching the cushion to your bike.”

Over four decades, aboard various sidecar outfits, posterior comfort has gone through various stages, probably best summed up by saying there was a time when it didn't seem to matter. Around 950 miles from the Dutch coast to Karlskoga starting at breakfast one day, camping in Denmark that night, then arriving at our friend's home the next day, was challenging. However, the bike seating didn't apparently register as a factor in the rigours of the journey. In hindsight perhaps there was an issue, but not specifically noticed. For the record, a disciplined schedule of fuel and food stops kept our family, we two plus Melanie and James, in reasonable spirits. The kids combined sleep, games, reading, and ever present sounds of the sidecar's stereo system. Early 1980s classics such as Ultravox (“Vienna”), but also, Chuck Berry, Johnny Cash, and some group from Liverpool ! Good taste we reckoned down to a cultural upbringing. For some years we had been content, albeit tolerant of some discomfort, with the bike seats of Hondas and BMW. During the time of the second Beemer airhead we were introduced to the claimed delights of a sheepskin. “Shaun”, as he is still known served us well and was reckoned to be beneficial. Whilst it wasn't strictly about cushioned comfort, the natural wool helped with climatic change, i.e. when it got hot, or cold. Less hot in warmer weather than the standard vynil seat coverings and conversely less cold in the norms of an English climate. “Shaun” did of course get wet sometimes, but this was never a negative. We compensated by removing the sheepskin to keep it dry, either placing “him” in the sidecar, or, when camping, in the tent. On occasion “he” even served as a pillow, which coupled with our camping belief that anything carried should have at at least two purposes. For example, a washing up bowl also serves as a place to keep beer cool if kept in a sensible location. For information, “Shaun” is still in the family and currently resides in the garage ready to be recommissioned should the need arise. “His” semi retirement down to the purchase of a couple of Airhawk cushions a few years back.

First thing to say is that Airhawks are not inexpensive, at least from a Yorkshire perspective. On the other hand they are, in our opinion, “fit for purpose”, and have been used on both our departed BMW K outfit, as well as the current Vmax rig. Short journeys below about 50 miles don't justify use, but beyond that it's a different story. Whilst a lot of judgements are subjective, often influenced by that when a significant amount of money is spent and you don't wish to be seen as having got it wrong, the feeling after around 8 years is that the Airhawks do a good job. However, there is a sting in the tail, if you can excuse the pun. No doubt that neither of our rear “features” are in the well endowed category. A quirk of genetics, lifestyle, and certainly no surgical enhancement in the butt area that could make us “reality celebrities” (no names no litigation), means we have no natural “upholstery”. Consequently, Airhawk has been something of a compensation for our “inadequacies”. So, I guess we also save money on certain items of clothing and don't use beyond our fair share of the world's resources ! At the time the Airhawks were obtained, I had the benefit of having tried one riding a good friend's Goldwing outfit, so was familiar enough to justify the purchase. Not that the Golwing had a poor seating set up, but there was a noticeable benefit, at least from our point of view. The Airhawks are normally secured to the motorcycle seat by provided elastics, which on the face of it allow for easy removal, a probably sensible precaution if you have somewhere to stow them for safe keeping.

In our case, a couple of modifications to make life easier. The front pad uses the Airhawk elastics. However, the front elastic is awkward to locate, so a little ingenuity is part of the fitting routine using a plastic tie wrap.

The pillion Airhawk now has an adjustable tie down that was bought in Sweden many years ago. Not only is the pad held securely, but it allows for movement when refuelling the Vmax underseat tank.

The Airhawks are sturdy and the inflation system is both easy and convenient. No compressor, or pump required, just inflation by mouth. This entails opening the zip on the cover and using the simple “twist to open” valve. Adjustment is easy and allows setting pressure to personal taste. Experience has led to a balance between too much pressure, which can give a feeling of wobbling on top of a space hopper (other inflatable toys are available), and too little when there is insufficient cushioning effect. Recommended ? It depends on a number of factors, including the price, as well as how much your personal physical features influence ride comfort. Suffice to say, after a few years of use, we'd probably miss them if we decided to stop using them for any reason. Realistically, things might be a lot different if we didn't share the possible inadequacy of bony butts ! Finally, as this is written, online UK purchasing options suggests prices ranging from around £90 up to £120 dependent on size and application.

SideLines Access All Areas ! In the 1960s England it was possible to ride your motorcycle in just about every part of towns and cities, but no more. The growth of personal transport, predominantly automobiles, and urban design initially featuring some years back encouragement to drive everywhere, saw urban areas restyled in favour of the emerging new age. For several decades society's love affair with “the car” changed the environment without any thought as to the long term. Along with the growth of private cars there had always been a demand for car parking, be it in streets, or in purpose built locations. Small multistorey car parks emerged in the UK as early as the 1900s. However, for many years private car ownership remained limited, so hardly put too much pressure on highways and a land environment that still accommodated horse drawn transport. An early indicator of the coming social change was the introduction of the first parking meters in June, 1958 to the streets of Westminster, London. One hour of parking then cost 6 old pence, 2.5p in new money. The sign of an increasing “problem” was signalled in the 1960s when significant growth in car ownership justified the emergence of multistorey car parks to accommodate the cars of urban workers and shoppers, soon to be followed by others, even in more densely populated residential areas. Whilst public transport remained a big player in urban commuting, the writing was on the wall as the ownership of private cars was viewed as a positive, not only for a burgeoning auto industry, but also for government finances, i.e. taxes. Taxation on purchase and ongoing usage costs, notably fuel and annual vehicle licences, provided a political incentive far beyond the dream of “owing your own car”. The whole show was made possible by ever easier credit facilities enthusiastically provided by banks and finance companies. By the 1970s, most towns and cities had changed in ways that bore no resemblance to the past. Cherished buildings and communities were discarded for the “brave new world” as road layouts were changed by planners and politicians indulging in schemes and plans to build “cities for a modern age”.

SideLines Consideration for the architectural splendours of past times, which would now have cultural significance, were demolished to make way for cloned edifices of glass and concrete. Ring roads and one way systems were concocted to facilitate the car and all its supposed glories, but, as time went by, realistically couldn't keep pace. Considered grand at the time, this replacement for a treasured market area in Sheffield, England has not stood the test of time. As the car revolution took hold, and the downsides took greater hold on daily life, “solutions” to alleviate traffic congestion and consequential pollution – air quality, noise, and increased travel times – increased in frequency. The by product of all this has been a serious effect upon the quality of life for anyone involved with, or close to the road system. The most obvious is the dramatic increase in travelling times allied to an almost blind acceptance for many that its normal to spend hours every day getting to and from employment. In 2012 the average speed on London’s roads was 19.33 miles per hour, dropping to 8.98 in the streets of Central London. In 2013, London cars averaged just 16.5 miles per hour, falling to 7.4 miles per hour in the city core. The reasons were said to be improvements to the road system caused some upheaval and that things would only improve when the related construction work ends. Bizarrely, some “improvements” included eliminating road layouts once designed to solve traffic issues. It is presumed “experts” sold those 1960s “solutions”, so it's interesting to note that those closely involved with the latest schemes forecast a rosier future. Perhaps, on historical evidence, not overly reassuring.

SideLines The London situation traditionally points the way for similar thinking elsewhere in the UK, which makes developments look much more than interesting. Other cities are announcing their intention to follow the capital cities lead. Of concern is the repeated ignoring of the positive aspects of powered two wheelers in congested urban areas. Ultimately, significantly reduced road space is required compared to any sized four wheeler, and equally less demands on precious land for parking vehicles.

Air quality arguments are crucial issues. The bureacrats and politicians making all the noises about “concerns” for health completely failed to address known pollution problems for over three decades. Repeated threats of the European Union threatening heavy financial consequences for failing to address severe air quality problems were systematically ignored. When national government were pressured to take matters seriously, they responded by informing local government to “be prepared” to share the burden of fines running into billions. Big deal. Much of the air quality debate centeres upon diesel vehicles, especailly following the scandal of German manufacturers fitting cheat devices to millions of cars. Such devices concealed certain emissions during standard test procedures. Whilst diesel is not the fuel of choice for powered two wheelers, at least beyond home made conversions, PWTs have been curiously included in severe control measures now being proposed. So much is about self publicity and political ambition. The Mayor of London, Sadiq Khan, used to indicate a willingness to positively include powered two wheelers in finding solutions for the chaos that prevails in the nation's capital. The early promises and undertakings seem to have, perhaps not surprisingly, been lost.

SideLines Undoubtedly, the landscape, both real and administratively is in serious danger of being lost for the motorcycling community. Bureaucratic endeavours to illustrate those charged with running our society are actually earning their salaries, expenses, and pensions, inevitably involve a sense of convenient rationalisation. This invariably means some lose out, a bit like failing business “rescue plans” and “consolidation” where some lose jobs to “save the business”. To avoid upsetting the vast majority of road users, be they individual car owners, influential road haulage concerns, and even the politically acceptable cycling lobby, someone has to lose out. Once again, as in the past, it looks like road going motorcyclists are still the victims of unthinking, ill advised policies and legislation. Two images that could eventually be little more than memories of a time past. First, a lone step through motorcycle actually moving through London traffic.

And finally, a traditional road sign that may no longer be required because there will be no reason to inform, “No Motorcycles”.