Sidecars On Line 37

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 37 – October 2018

A simpler, MZ approach to sidecarring at the Motorcycle Action Group's 2018 Farmyard Party.

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Contents this Issue Editorial – It's that time of year, well it always is . . . .

Vmax Diaries Part 7 - Indicator changes and a little help from a Royal Enfield owner Oscar's Odyssey – Back to the Future – A change of solo motorcycle is on the cards, but what to choose ?

Recollections 3 – Another gathering of memories. This time 8 and a bit.

“Whatever did MAG do for Us ?” - 3 – Significant updates on the ongoing work by the Motorcycle Action Group to protect UK motorcycling Sidelines – A Future Perspective Part 1 – How might it be in 2045 ?

It's anybody's guess, so here's some thoughts.

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Editorial For us Autumn brings the prospect of less camping and rallies, but hopefully not a time when the sidecar outfit is consigned to the garage until the supposed better weather of Spring. Although daylight hours reduce there can still be good days to ride, plus enjoy leaving the confines of the house. We are fortunate our sidecar buddies maintain a similar outlook. After all, the vagaries of early 21 st century weather suggest predictable hardly suits any traditional notion of seasons, so why ride on the basis pf socalled “warm summer days” ?

To illustrate the vagaries of weather. Returning from Germany at the end of August, rode from Arras in northern France to the Eurotunnel near Calais. A relatively short ride using the péage (toll road) in rain that began to overwhelm the jacket and overtrousers. Greeted in England by rain with even more capacity to test the gear.

Suffice to say that additional waterproof layers were required to partially alleviate the “drowned rat” syndrome. The “waterproof” adventure boots, however, bought 18 months previously, simply filled with water. It was August !

Reduction in some social aspects of our motorcycling life has meant addressing amendments, modifications, maintenance, and maybe repairs. The active, Vmax outfit is inevitably on the agenda, as well as the much delayed Goldwing project. The latter has been on the go much longer than was ever intended, hindered by unavoidable issues, vehicular and otherwise.

The recent sense of urgency appears to have at least provided two steps forward, and only one step back with the Goldwing. For months it has seemed the other way round with more backward steps than forward. Recent weeks have left a number of impressions, both positive and negative. More detail in a future issue.

The Vmax continues to occupy some attention, mostly cosmetic, and some relating to lighting. This issue features an account of changes to the indicators, which proved to be mildly challenging.

Amongst other items for issue 37, Oscar has recently been consdiering a change in his day to day solo motorcycle transport. In addition, more recollections from our own past, plus something rather different by indulging in some personal, speculative predictions about how things might change in the years to come. Only might.

SidecarJohn

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Vmax Diaries – Part 7 A number of electrical amendments have been made to the Yamaha Vmax lighting. An initial account of fitting LED running lights on the Yamaha featured in Sidecars On Line issue 11. An early change involved LED indicators. This modification was familiar territory from the days with our previous BMW K1 outfit, which mostly had specific LED units, plus one LED bulb in the offside front fairing. Didn't wish to spoil the line of the original BMW design.

The BMW LED indicators modification initially included resistors to eliminate the rapid flashing that came from replacing standard, relatively high wattage bulbs with lower power consuming LEDs. Later, a flasher relay specifically designed for LEDs was fitted.

The BMW exercise was not straightforward due to the nature of BMW electrics. Not for BMW a simple, standard relay, but a more complex “magic box” arrangement. The Beemer electronic box of tricks was retained for things unrelated to the indicators, however, the LED flasher relay was introduced, along with handlebar switching courtesy of Suzuki. Personally, the Beemer indicator switches – left of the left handlebar, right on t'other side always seemed over complicated.

Since fitting running lights on the Vmax, other lighting has been gradually changed.

However, unlike the straightforward, separate circuit running lights, all other amendments meant consideration of the Yamaha's circuitry. Not really problematical with side, rear, brake, and headlight, but more challenging with the indicators, plus the American “lights on” feature. For sure, to date, modifying the indicators was slightly challenging.

Standard sidecar light unit, currently fitted with LED bulbs.

Maybe looks good, but beyond legality, and in all honesty, how effective ?

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Compared to the BMW Saluki, there are more LED bulbs because it decided not to replace the existing light units in the sidecar mudguard, Thought was given to different LED light units, but it was questionable to amend the mudguard's appearance.

Time will tell if this might justify further consideration. Specific LED units were chosen for the motorcycle's rear and front, plus extra lighting on the sidecar body.

The lone, standard light on the sidecar mudguard is hardly suited to night rides, more so with a black sidecar.

It took very little effort, or time to deal with rear and front side lights. LED bulbs simply replaced those in the sidecar mudguard – stop, tail, indicators, and the usual white facing front sidelight.

The hardest thing was removing and replacing the rear lighting cover. A unit, I believe, from a Peugeot car.

The Vmax standard rear lights, two indicator stalks (right and left), plus the standard central stop/tail component were discarded, and a combined trailer LED unit mounted on a fabricated mount made from stainless steel sheet. This unit incorporates rear light, stop (brake), and right side indicator. Functionally neat and tidies up the rear of the Vmax for when a sidecar is fitted.

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Additional rear LED lights fitted to the sidecar body were easy to fit. Each with three drilled holes, two for fixing screws, one for the cable. An extra “dogbone� unit (blue arrow) was fitted later when, in daylight, it became apparent that the sidecar mudguard rear indicator was ineffective. A tinted lens, plus the typical sidecar mudguard position, ahead of the sidecar rear, hardly helps. Thanks to following buddies, who pointed out the inadequacy.

The indicators proved to be slightly challenging. Resolving the predictable increased flashing rate associated with LEDs was fine, but a more mysterious problem took some days to resolve. The Yamaha's standard indicator relay was not a big deal, although not simply a case of replacing with an LED friendly one thus stopping the fast flashing rate caused by using low wattage LEDs. The standard Yamaha indicator relay has five connections (European model), rather than a familiar 2 or 3 on regular indicator relays. The five connections being live feed, earth, two to the indicator switch, and one to a speedometer reed switch to cancel indicators after a certain distance is travelled. By fitting the LED relay the automatic cancellation feature is discarded. However, this was of little consequence compared with what followed.

Once the flasher relay had been changed it was time to try the set up. First, the left, the sidecar side. Front and rear on the mudguard working, although there were misgivings about the effectiveness of the front sidecar indicator for anyone ahead seeing them. It has to be said that the inadequacy of small lights on a sidecar mudguard, or even in the body's nose, has been a pet criticism for years. Legal maybe, but hardly effective, especially at night, for identifying a vehicle wider than a solo motorcycle.

Then flicked the indicator switch to check the right, the motorcycle side. The original front offside indicator was at the time still in place and worked OK, as did the new unit at the rear of the bike. However, the indicators on the sidecar were also working ! First thought was a silly mistake with connections, so a process of trial and error began.

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Checked, took things apart, started from scratch, but couldn't solve the mystery. All very well as a bizarre hazard light, but useless for overtaking and the small matter of turning right. The situation became frustrating and time consuming so walked away.

The next day started with a routine others might appreciate. Everything was still connected, so bizarrely I began as if nothing had been amiss, and operated the right indicators. Was I thinking that some electric witch had come in the night and cast an appropriate spell to make things work ? The trial and error routine was repeated for a couple of hours before walking away again. Another, more objective approach was required.

“Googling” various phrases can do wonders when seeking solutions via the the world's most popular internet search engine. Something like “LED indicators all flashing” led to varied results. Predictably looked at motorcycle forums, initially featuring Yamahas, then other mainstream makes. By chance, someone identifying something very close to my problem, plus a solution was found. In this case all the indicators illuminated when switching on either right, or left indicators on a solo motorcycle.

The motorcycle in question was a Royal Enfield where the owner had fitted LED indicators. The guy had quickly spotted the problem, presumably he was more clued up on the dark arts of motorcycle electrics. However, his solution and reasoning intrigued in that the Vmax has an old school electrical circuit design feature.

The Royal Enfield had a single headlamp mounted indicator warning light that flashed along with the either left, or right side indicators.

Despite the big Yamaha's late 20th century design, ours one of the original generation Vmax, yet, unlike most contemporary bikes, has a single warning lamp (white arrow) just like the classic Enfield.

The reason all the Enfield's indicators flashed was that power to illuminate the warning lamp was also sufficient to power up the opposite side LEDs. However, unlike my unknown Enfield owner, all the Vmax's LEDs only powered up when selecting the right indicators. Maybe something to do with the shorter, and possibly thinner core wiring on the bike, or other resistance issues.

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The solution was simple. Remove the bulb from the standard warning light, which was done. To resolve the deficiency of an indicator warning light, two LED button lights now serve as warning lights for each side just inside the handlebar fairing. Compared to the simple single warning bulb, a much better system as it clearly identifies that the indicators are working.

Finally, a couple of other details. First, additonal indicators on the sidecar nose to back up the sometimes less obvious standard arrangement on the front of the sidecar mudguard.

Secondly, a later addition to the bike fairing indicators. The two originals, by not facing directly forward, it became obvious that they were not as noticeable as they might have been. On the face of it acceptable, but experience showed that drivers coming towards werte not always seeing them. Somewhat resolved with a pair of small, but effective LEDs that light up with a sideways flashing effect. However, chances are that this will be addressed differently in the months ahead.

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If you contact Bob for information, please acknowledge Sidecars On Line 11

Back to the Future No doubt you good readers have read about my numerous escapades, where I have managed to have an OFF in the most ridiculous and stupid way. Most of these mishaps have occurred when I have been at a standstill, or very close to one. My excuse for this, is that as I get older, my Honda “Transalp� seems to get taller. The problem is partly due to that after retirement some 11 years ago, muscle tone tends to slacken.

This relates to getting old and doddery, you may say. You may be right.

So, in order to keep myself in an upright position, more or less. I have been thinking of a change of motorcycle. Something slightly smaller (lower). Look in any of the motorcycling magazines. What do you find? Anything over 650c.c. and likewise 125 c.c. and under. There is hardly anything in the 250 c.c. to 500 c.c. Bracket. There is a motorcycle that I really do fancy. The new Jawa 400. This is a twin cylinder 4 stroke.

A real good looker too. However, I would have to buy one new. Not an option.

So what does one do. The answer has been staring me in the face. Almost.

Lounging in the back of the garage where I keep my sidecar rig. There has been, for the last 25 years or so, my Moto Morini 3.5 I have owned this lovely little Italian motorcycle since 1985. A workmate of mine, told me that he was going to look at the Morini, as it was for sale. I was very interested.

I had read lots of articles about this model, and how good it was to ride, etc. a few weeks passed by before I saw this workmate again. ( I worked on the railway, and you could go weeks before you came into contact again .) I asked if he had managed to buy the Morini. No, was the answer. He thought that it required too much work to make it rideable. He willingly gave me the address.

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No sooner was my shift over, I rather quickly rode over to where it was supposed to be. Not expecting any joy after nearly a month of fingernail biting.

The big house at the address, looked like it had been converted into flats. No one was at home. A gennel (alley) led to the back of the house, but a security gate was locked.

I peeked through a gap in the planking. Joy! The bike was still there. It did look forlorn, but it was all there. I left a note with my phone number on it. A day later, after phone call I was there.

The owner of the Morini was a young woman. She had bought the bike new in 1978 from “Wraggs” of Chesterfield. There was just 1100 miles on the clock.

Hardly run in. But it had lain in this gennal for almost six years. Evidently, the young lady had took a tumble, breaking a clutch lever, and scraping the headlamp. This was enough to spoil the relationship. I could see that with a small outlay and a little fettling, this was a sound machine. After a few minutes haggling, the “Moto Morini” was mine. For the princely sum of £100 , with a penny change.. A few weeks later, it was on the road, with a pair of genuine “Franconi” silencers fitted. A battery and clutch lever were the only other things to buy.

What a bargain. What we all dream about. One lady owner from new, with low mileage. All for less than 100 quid. I almost believed that there was a god in heaven. I ran this bike for the next 3 years, along with my 750 Honda rig, and a Honda 70 step through. I ran the Morini in 3 “National Rallies” gaining 2 Golds and a “Special Gold”

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On the 1987 National Rally with the Morini

Towards the end of 1988, the Morini developed a fault. A tappet kept coming loose.

Or so I thought. In fact a cam follower had worn through. At this time I was using the Honda rig more than often. So, the Morini went into the back of the garage where it has stayed until now.

Why now ? As I stated earlier, I need something a little more easy to handle. Or indeed to pick up if I have an OFF. Also, what is a bike worth if it is in a state of disrepair ? My thinking is, I had better get it roadworthy, then see if it is suitable for me to ride. If not, it is in a saleable condition.

At this moment, it is in my garage at home. The engine has been refurbished, and is back in the frame, which has been repainted. The fork legs have been ground and hard chromed. Good job done by Stephen Freak of Mansfield* Once again the silencers need replacing.

Not “Franconis� this time, too expensive. Basically, just the electrics need to be fitted & checked. So not too much to do.

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While all of this was going on, while on a camping trip. A friend of mine called me over. ”Do you still want an M.Z ?”, says he. He always rides M.Zs, and he knows that I have often stated that I would like to own one of these smelly 2 strokey things. “If you still desire one, you can come over to my home and pick up the one I have spare” So, without too much thought on the subject, I along with my friend Pete, motored down to North London, where we picked up a sound 1997 251c.c. Saxon with 32000 k’s on the clock. Once again, one owner from new. It belonged to my friends father, who has since passed away. This bike started up first kick, even though it had been standing for the last 3 years.

So, now I have a kind of dilemma. Once the Morini is up and running.. Do I utilize this bike , or do I run the M.Z. As it may be noticed, the Morini is now MOT exempt. It is also eligible for being registered as a Historical vehicle, thereby road tax free.

I suppose that I could put both bikes on the road, or is that taking things over the top ? What to do with the Transalp ? This has been my faithful steed for the last 11 years. It is the most pleasant bike to ride. It’s never let me down. In fact it is the best bike I have had. Full stop.

One can understand why I have called this story “Back to the Future”. Back in the 80’s the Morini served me well. It may have a chance to do so in the near future.

Oscar

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Recollections 3 Recollections 1 and 2 appeared in Sidecars on Line issues 14 and 18. It seemed time to look at other memorable events, places, people, involving sidecars. In addition, seeing as sidecars are part of the motorcycle scene, mention of powered two wheelers is appropriate.

Hope there's something of interest, and that these recollections might stimulate readers that they probably also have things worth recalling. Much in life can disappoint, but there's always something to cherish.

Norrie's Scotland Do Over the years we have ventured as tourists to Scotland with a couple of outfits, not counting the Scottish Motorcycle Show as that's been a different, albeit pleasant experience. Shamefully, the only sidecar rally so far was near Kirriemuir some years back at Glen Clova.

Memorable for the landscapes, the variable weather of sun and rain, plus of course good company. Of note was the rally location up a gallons worth of fuel dead end. Every time we were in Kirriemuir, outward or return, it was sensible to top up the tank.

Organiser Norrie Milton & Pat

Pat and the K1 Saluki at beautiful Glen Clova

Despite a bizarrely cracked sidecar windscreen that Glen Cova rally was a joy.

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SYSC on Show The South Yorkshire Sidecar Club continues to be happy promoting sidecars at various day and weekend events in Yorkshire and elsewhere.

Members display their outfits for the general public, motorcyclists, all purpose petrol heads, and other vehicular enthusiasts.

From many images of SYSC showing off its “collection” this at a Bikesafe event in Sheffield some years back.

Into the Valley Three big Motorcycle Action Group events are organised every year by the Yorkshire section of the organisation.

The Farmyard Party, the Yorkshire Pudding and the first of the event year, Into the Valley. For us, ITV has a special place because it was our first MAG do, memorable due to very damp conditions throughout the weekend.

Despite the mud and wet, there were no tears, and we were hooked. The mixture of music from several bands, a comedy show, and acquiring new friends, who we still look forward to meeting, the May event is a great way to kick off longer, hopefully warmer days. A particular “friend” was Rocket, the famed, sadly no longer with us, four legged MAG member.

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Manchester Toy Run

The Manchester Toy Run, supporting the work of the Salvation Army, became a favourite way to spend a November Saturday with a load of motorcyclists, sidecar friends, plus a mate dressed as Father Christmas.

It could take pages to recount all the laughs, the joy, and even the pleasure gained from riding through central Manchester to the Trafford Centre shopping mall with toys for underpriviledged kids. A great variety of folk, beyond just from within the motorcycling fraternity. Good times, Good people.

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Smallwood Vintage Rally This weekend event in Cheshire was enjoyed for a few years. Big enough to be interesting, yet small enough to be welcoming and friendly.

Camping alongside our outfit was part of the attraction, both personally and for an inquisitive public. The mixture of exhibitors – classic cars and commercial vehicles, military vehicles, motorcycles, and steam tractors and trucks – guaranteed some pleasant weekends. Rain never affected our attendance, although some late May evenings were a little cool, but a pub restaurant five minutes walk away solved that problem.

Thixendale Some folk do the Elephant Rally, and/or the Dragon during the middle of winter. Braving the roads of the UK and mainland northern Europe, plus camping are well established in proving the hardiness of adventurous types. However, in changing times, snow, ice and cold are not guaranteed. Some editions have been described as almost tropical !

Note the real frost on the sidecar outfits !

The hardy souls of the South Yorkshire Sidecar Club have their own take on this winter camping lark, the notorious Thixendale weekend. Total dedication to face anything the weather can throw at them, these brave souls bravely endure untold hardship every February. The serious sacrifices of no tents, camping stoves, or other familiar comforts. Instead, the torture of a heated village hall and a warming village pub. Such courage and fortitude against all the Yorkshire Wolds can throw at them as can be seen below.

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Forgot the Tent •

Dateline – Camping overnight on a school playing field on the weekend of the Northwich Thundersprint.

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Arrive Saturday lunchtime in good time for the Sunday main event.

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OOPs, forgot the inner tent, so walk into the town to Argos and bought a small tent, a very small tent.

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Outcome ? Did not sleep too well.

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Return home, took tent back to Argos with a “problem”, so refund.

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Missus spots that if returning the “faulty” tent had been intended we could have obtained a larger tent !!!!!

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Meeting a World Superbike Champion Over the years we have enjoyed meeting first hand well known people.

Noted television and radio types such as presenters, actors, performers, and musicians. Many via connections outside motorcycling. However, the predominant contact has been with motorcycle people, especially from the varied sporting areas.

Often there are no images, but sometimes things work out. At the UK's national motorcycle show in Birmingham, the opportunity arose to chat and record meeting James Toseland, not only a World Superbike champion, but with Sheffield connections, our home town in Yorkshire. Just couldn't be missed.

Finally, sometimes recollections can inspire, especially when currently restoring a sidecar. When considering internal dĂŠcor, fittings, lighting, extras, passenger comfort, and ride, a key matter is the paint job. Seen at an “Into the Valleyâ€? rally . . . . still pondering . . . .

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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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“Whatever did MAG Do for Us ?” - 3 This is the regular account of what the Motorcycle Action Group, MAG UK, has been doing on behalf of all motorcyclists, including non members, in the constant struggle to defend UK motorcycling. The following press releases do not reflect the sum total of MAG activity. In fact they only represent part.

The fight for riders' rights is both complex and considerable. Remember, ALL users of powered two wheelers, including sidecar enthusiasts, are threatened.

Commuter, weekend warrior, fine weather poser, tourers, are all in the same boat.

It's long overdue that MAG membership more reflected the levels of powered two wheeler use, including those with the “single wheeled accessory” attached.

Two major issues concern the Motorcycle Action Group at the present time. One, that of urban Clean Air Zones and promoting powered two wheelers as part of the solution for dealing with both congestion, and air quality concerns.

The other being the scourge of criminal activity relating to motorcycles and scooters. On the one hand, the increasing use of motorcycles and scooters in criminal activity such as mugging and robbery. The other, the ever present curse of theft of two wheeled vehicles, both for the pursuance of crime, but also for financial gain. MAG's ongoing involvement with major public agencies and the industry is crucial to help deal with these social blights.

The following are further examples of MAG activity in recent months. Read on; 9th September 2018 - MAG wins charge exemption for motorcycles of all ages in Birmingham City’s Clean Air Zone The Motorcycle Action Group has won a landmark campaign to gain exemption for motorcycles of all ages from Birmingham City Council’s Clean Air Zone (CAZ).

At a special meeting of the Cabinet today, Birmingham City Council has approved its CAZ business case submission. Once approved by Government, the proposal can be implemented with the launch of the zone scheduled for January 2020.

Birmingham is the first authority outside London to propose the “class D” clean air zone model that allows for charging of all vehicles including private transport. The Motorcycle Action Group has consistently argued that motorcycles act within the transport system as net reducers of congestion and pollution, pointing to studies that demonstrate that a simple 10% modal shift from single-occupancy cars to motorcycles and scooters will yield a 40% reduction in congestion for all road users and result in a 7.5% reduction in CO2, a 5.5% reduction in NO2 and a 20% reduction in particulate matter.

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MAG’s Director of Campaigns & Political Engagement, Colin Brown, said: “We are delighted that our campaign has resulted in the proposal to exempt all motorcycles from charges in the zone. This is a decision that will impact riders not just in Birmingham, but throughout the country. Birmingham City Council has recognised and accepted our position that motorcycles are net reducers of harmful emissions and thus should be exempt from charges.

“I have found Birmingham City Council to be informed, serious about their emissions policy development and capable of understanding the science, and credit to them for taking such a mature view.

“This decision sets the precedent for all future CAZ proposals in other parts of the country, demonstrating a clear endorsement of the fact that motorcycles contribute to improving air quality.”

“The exemption from charges is a vital first step towards a policy to positively promote modal shift to motorcycles. There is pioneering work on this policy being done already in Northamptonshire, and we look forward to discussing with Birmingham City Council and Transport for West Midlands how application of this policy in the region will accelerate the journey towards compliance of legal targets for NO2 emissions. Achieving this goal will remove the threat of fines for non-compliance and benefit the entire community.”

Director of Communications & Public Affairs, Lembit Opik, said: “This excellent result in the West Midlands now has significant implications for the legitimacy of the poor decisions being made in the Capital. We will be continuing our efforts to persuade Sadiq Khan to reverse the illogical and counterproductive charging of pre-Euro 3 motorcycles in his Ultra Low Emission Zone (ULEZ) due to come into effect in April 2019.”

Chairman of the Motorcycle Action Group, Selina Lavender, said “We are thrilled with this outcome, the result of much hard work by MAG’s political unit and the support of MAG members and supporters. We thank the efforts of all those who supported our campaign, signed the petition and responded as individuals to the consultation. Working together we can see great results, not just for riders, but for the whole community.”

2nd October 2018 - West Midlands MAG develop vital lines of communication with West Midlands Police With the ever present issue of motorcycle theft and related crime in the region, West Midlands MAG is pleased to announce that it is developing a formal communications channel between West Midlands Police and the local motorcycling community.

Superintendent Rich Youds has stepped forward to act as the single point of contact between the biking community and the police. Colin Brown, Director of Campaigns & Political Engagement, said “This is an important step in the right direction for combatting motorcycle theft in the West Midlands. There is much that we, MAG, and the wider biking community in the area are doing to try to work in partnership with the force, but these small projects need some structure and co-ordination to yield the best results. It is vital that we have a single route for communications. This will not be a day-to-day replacement for 101 or reporting crime, but will enable wider issues and difficulties to be discussed openly and honestly with a view to improving outcomes. We will be able to put forward ideas and suggestions and also act as expert advisers to guide the actions of the local force initiatives.”

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West Midlands Regional Rep, Graham Wells, said “Initially we have asked Superintendent Youds to come back to us with more detailed information and statistics that will allow us to better understand the true nature and scale of the problem based on fact rather than just anecdotal evidence. There are limits to what can be established through Freedom of Information channels, so the ability to interrogate the data in a more scientific manner will help both sides. We also hope that the relationship will help with gaining closer co-operation on things like security awareness events that we are planning in the coming months. This is the beginning of a partnership that we hope will evolve to have direct impacts on the levels of detection and conviction of motorcycle thieves in the area.”

Superintendent Youds said ‘Motorcyclists are an important part of our community, and I’m pleased to be able to work with MAG to understand the needs of the community and seek out ways that we can work together to reduce the incidents of motorcycle-related crime for the benefit of all.’

For more information or to bring your questions and ideas to us, please come along to one of the West Midlands Regional Meetings, held at 8pm on the first Thursday of every month at The Hare & Hounds, Rednal. This is an initiative to help all bikers, so please feel free to get involved. The meetings are open to MAG members and non-members alike.

Footnote courtesy of MAG; It sounds like a joke, but it is true: the Finnish government urges people to ride motorcycles to reach its emission targets. New motorcycles and mopeds are needed for traffic to reach the 2030 climate goals. “A moped or motorcycle, as part of the transport chain, can offer a more environmentally friendly alternative”, says the Finnish Ministry of Transport and Communications, which is currently writing a moped and motorcycle strategy together with motorcyclists ‟ organizations.

Personal Thought; If Sadiq Khan, the current Mayor of London required emergency medical treatment in the heart of London, would the paramedic arriving on a motorcycle be appreciated, or would he rather wait for an ambulance ?

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SideLines A Future Perspective – Part 1 Imagine it's 2045, the world has changed dramatically. Robotic services dominate everyday life in much of the northern hemisphere. Most institutions that existed in the first three decades of the 21st century have declined, or disappeared as artificial intelligence is now the dominant force in planning, organisation, evaluation, and overseeing many people's lives.

Decisions are now made on predominantly accurate time scales with traditional bureaucratic hesitancy all but gone.

Completion and implementation times for projects, legislation, and procedures are almost guaranteed, and often on small time scales. “Wait a minute”, almost means just that when artificial intelligence is involved. Lengthy “lead times” such as the historical decision around 2010 to construct a UK high speed rail link called HS2, are history. HS2 was originally said to be up and running by 2026 with a second phase opening for business in 2033.

Ultimately, the whole project was questioned, mainly because the existing UK rail network, being in dire need of investment for over thirty years, was seriously failing to cope. The commuter protests of 2020, plus serious resistance to the destructive nature of HS2 construction work, caused abandonment of the HS2 project despite excessive costs already incurred.

Abandoning HS2 was recognised as the first UK example of artificial intelligence (AI) openly influencing a major social decision. The numbers had been objectively crunched

by AI and a radically amended outcome determined. A landmark event, which proved effective, some would say rational, and apparently free of apparent vested interests.

It proved a turning point for the state run railway system.

Another remnant of political undertakings had been declarations in Europe to reject fossil fuel vehicles in favour of electric. In 2017, government leaders suggested banning the sale of most petrol and diesel vehicles by 2040. Supporters and some manufacturers opted for 2030, or even earlier dates. Volvo announced it would only produce electric from 2019. When the dust settled even Volvo had to concede that pure electric was not universally practical.

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SideLines Major issues centred around air quality in urban areas and fossil fuels' effect on climate change. However, in the rush to claim the moral high ground, key issues were disregarded. One being why people travel by often uneconomic and consequently more polluting ways, plus consideration of exactly how the “electric revolution” could seamlessly replace existing vehicles in the suggested time frames.

Eventually, once the politically correct shouting had calmed, considered evaluation was undertaken with the assistance of artificial intelligence analysis. Issues emerged as new, much vaunted vehicle technologies took to the streets.

With the Toyota Prius in 1997 it was apparent that a degree of “one upmanship” was a factor in driving this hybrid (petrol/electric). Celebrity involvement and extensive spin undoubtedly helped sales, as did “green” subsidies by governments. The initial rarity hardly affected total taxation income from fossil fuel use because the Prius' petrol component still meant revenue for government Treasury departments.

Subsidies continued for some years, but it was hardly surprising that this incentive to buy couldn't last forever, especially when those gained from fossil fuels began to seriously diminish as the electric revolution gained pace.

By 2018, initially sceptical, petrol head motoring interests began to praise the merits of electric power. Speed and significantly acceleration were a key focus, even with electric motorcycles. There might still be questions about how far you could travel, but “watch this baby go !” In the mainstream running costs over a year were highlighted. At least 50% savings looked incredibly attractive.

Plugging a car into a home supply was always a great selling point and a major factor in the personal economic benefits when compared with traditional fossil fuel running costs. However, in a world dominated by private, profit conscious utility companies, plus government taxation income, it wasn't long before the cost of what came from a plug socket would have to compensate. Company profits, dividends, as well as taxation had to be maintained !

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SideLines In the UK, by the second decade of the 21st century, 60% of the cost of petrol and diesel went to the government. 47.2 billion litres of such fuel consumed in 2017 represents significant taxation income. Eliminating this from a government balance sheet was never going to work.

From the outset 100% electric cars were affected by how far they could travel without recharge. Improvements were made in the early days, but circumstances increasingly forced the issue that hybrid would be the way forward. The nature of variation in travel requirements could not always centre on some idealistic charging point at home, at work, or somewhere else. In the UK, the predisposition to cars being street parked identified obvious shortcomings.

Despite environmental concerns, the ongoing development of ever more efficient, and consequently less polluting fossil fuel vehicles, had to be recognised as crucial. As fossil fuels remained key in aviation, larger commercial vehicles, plus as back up for railway systems and emergency power generation, oil and coal production continued.

As a nation, the UK has a poor reputation of addressing its infrastructure. Dealing with power utilities, water and sewers have been major challenges, be it new installations repair, or replacement. Utilities being beneath highways dating from the 18th and 19th centuries is challenging. Well meaning past development did not keep up with the times and remained a negative legacy. The UK's poor record establishing reliable, nationwide telecommunications and broadband further illustrated the point. Such shortcomings proved to be major issues when creating an adequate network of countrywide electrical charging points. This eventually was recognised when artificial intelligence identified the folly of pursuing effecvtively impossible goals.

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SideLines Abandoning subsidised electric vehicle sales, plus concessions within increasing numbers of urban congestion zones, highlighted the changing situation. Reconciling the financial consequences of greater numbers of electric vehicles required resolution. Not an easy task. Indeed, in June 2017, Denmark, considered a pioneer in renewable energy, stopping significant, attractive subsidies at short notice, which seriously affected electric vehicle sales.

Clearly, the incentivised campaigns promoting electric vehicles were eventually highly influential. When UK motorists were encouraged to adopt diesel fuelled cars in the latter part of the 20th century, only to be told a relatively short time later that diesel was “unacceptable”, the case was seemingly flawed. It's strange how the case for electric also proved to have “unforseen” consequences.

So, what might be the outcome in 2045, approaching the middle of the 21st century ?

Not surprisingly, radical outcomes in the UK arising from a blueprint determined by an across the board appraisal of all things transport. Who would have predicted it ?

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