Sidecars On Line 40

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 40 – April 2019

Dave Levene's Rocket 3 at the South Yorkshire Sidecar Club's 2019 Easter Egg Rally

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Contents this Issue Editorial – 2018 was a year of uncertainty with the weather, amongst other things Goldwing Project – In the beginning – The start of creating a sidecar outfit based upon a GL1500 and a less than sporty sidecar Oscar's Odyssey – A Slow Lap at the T.T. – The first part of a literary lap of the famous Mountain course “Whatever did MAG do for Us ?”- 6 The Motorcycle Action Group takes on the big issues of traffic control as it affects motorcycles Sidelines – Insurance and Autonomous Vehicles – A radical approach to motor insurance is on the horizon as drivers become redundant

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4

Editorial UK weather still dominates our existence. Not just with sidecar activity, i.e. riding, maintenance, and the much delayed Goldwing project, but other aspects of life. One minute it's cold and wet, sometimes with familiar signs of winter, then complete contrast with warm, sunny days. The bizarre thing is even seemingly experiencing more than one season in a day. The situation even appears to be confusing for other species such as wild birds and plants.

The most memorable days were those over the Easter weekend. The traditional four days of our sidecar club's annual rally, from Good Friday through to the Bank holiday Monday, broke all records with clear blue skies and scorching sun, plus not so cold nights. A brief history of Easter sidecar rallies over the years, plus a report of the 2019 Easter Egg rally features in this issue.

Over the past months progress has been made on the Goldwing project, mainly with the sidecar body. The chassis has been ready for some time and it is anticipated that the body and chassis will soon be brought together for some necessary alterations.

Key is locating the seat in a better position than the original. The priority being to make access and egress easier for the passenger. The Goldwing electrics remain as the only real task to provide the usual connections with the sidecar. However, it doesn't help that Mr Honda's colour coding is, in my opinion, more complex than it could be. The project started a while back and an initial account follows.

Other stuff in this 40th issue of Sidecars On Line. SideLines takes another look at the possibly emerging future, but this time perhaps less fanciful than in Issue 37.

The question is, how exactly will insurance of vehicles be affected when control is not in the hands of a human ?

The regular article on the ongoing work of the Motorcycle Action Group features the negative motorcycling problems arising from London's Ultra Low Emission Zone.

Whilst such matters might be dismissed as a problem for London based riders of powered two wheelers, the London situation is closely followed by local authorities in the UK, even abroad. MAG's desire to get things right for London riders and commuters is absolutely vital to ensure that parity, fairness, and economic sense prevails. London today, your cities and towns tomorrow.

Last, but by no means least, Oscar begins to take us around a lap of the famous Isle of Man T.T. Course from a long time spectator's point of view. A worthy contribution just ahead of the annual event in June.

SidecarJohn

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The Easter Egg Rally History The annual Easter Egg Rally has been a feature of the UK sidecar scene for many years. In the early days of the Federation of Sidecar Clubs, it appears that the Somerset Sidecar Club organised the first Easter Rally in 1970 and for a while at Watchet in Somerset.

The first Easter Egg by name appeared in 1976 organised by the North Staffs Club at the Anchor Inn at High Offley in Staffordshire. A one off was held at the Leather Smithy Pub, near Macclesfield, Cheshire in 1983. A mixture of glorious sunshine and snow on the Sunday evening, which caused some issues leaving a very slippy camppimg field. Then North Staffs relocated to Wem in Shropshire where the Egg remained until 1993. A golden period for the event in terms of attendance and popularity.

The next location in 1994 was alongside the Rose and Crown pub, Brailsford. A one off, memorably very damp one for the North Staffs organisers following issues at the Wem location. The following year North Staffs took this now traditional aspect of the sidecar year to a sports club ground near Butterton, near Stoke where it stayed until 1997.

Unfortunately, circumstances prevented the North Staffs continuing with their long term stewardship of the Easter Egg, so the Mancunian Sidecar Club assisted and in 1998 helped put on their version at the Riverside Leisure Park, near Southport in Lancashire. This simpler event with local entertainment and amenities playing a big part of the weekend was maintained upto 2000 then transferred to Leisure Lakes, also near Southport.

In 2002 the South Yorkshire Sidecar Club adopted the Easter Egg, initially at the Silverwood Scout Camp site, Silkstone, near Barnsley in South Yorkshire. Here it remained except in 2006 (Ferryboat Farm Fisheries campsite, near Doncaster) and 2007 (Bubble Car Museum, near Sleaford). Unfortunately, cost of Silverwood became untenable.

A move to the Squirrel Wood Scout Camp, Burghwallis, near Doncaster in 2009 proved worthwhile for some years until again costs rose.

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One Easter Egg at Burghwallis bit the proverbial dust, or more specifically the place was too flooded for camping. Sea birds took the booking. As a one off the cancelled Easter event was substituted with the Hard Boiled Egg rally held in August, one week before that year's Yorkshire based annual Federation of Sidecar Clubs rally. Months late, but this Egg partially maintained the tradition.

As ever at Easter Eggs, the family emphasis proved popular for children, parents, and grandparents alike.

For 2017 and 2018 the Egg moved to the scout camp site at Wooley Edge, near Wakefield. Not fot the first time rising costs influenced the decision. The first year proved to be a good event, but 2018 was a different story altogether.

2018 was the South Yorkshire Sidecar Club's 60 th anniversary, but the early March Easter date was less than welcome weather wise. Cold and wet was constant, so the warmth and shelter of the clubhouse proved advantagous. That an already wet weekend had been an issue should have been enough, but the threat of a winter storm meant effectively abandoning the Monday. A hurried rearrangment of the rally programme ensued and by Sunday afternoon most had left for home. A few hardy souls remained to clear up on the usual Monday leaving day when snow provided its own challenges. Ah well, UK weather.

Easter Egg Rally 2019 The 2019 Easter Egg Rally was held at the Dunford Community Centre, Crow Edge, near Holmfirth in West Yorkshire. The Pennine hill top location presented something of a challenge as the weather in this part of the country can be challenging. The place isn't surrounded by wind turbines for no reason. Howver, begars can't be chooses as the Wooley Edge site has a traditional April reservation, so a return in 2019 was not possible. Rain, or shine, the die was cast.

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The weekend from Thursday through to Monday was nothing short of sensational weather wise. The UK's strange weather patterns somehow came very good for all concerned. Days hot enough to cause discomfort for those unsuited to near Mediterranean conditions, whilst for others sufficient to provide noticeable tans. All very bizarre in the light of unsettled weather either side of the weekend.

The social aspects and lengthy chat sessions provided the usual positive start to the sidecar camping season that has been a feature of Easter Egg rallies for decades. As ever, the South Yorkshire icing on the cake were the food offerings from Jackie Fenton and her team of enthusiastic assistants. A popular feature, but undoubtedly hard work.

This year there were two organised runs for those interested to enjoy the local countryside and attractions.

The Saturday run went to Standedge Canal Tunnel visitor centre. Some misunderstandings meant a few problems, but the destination was considered worthwhile. However, those who remained at the site enjoyed their day thanks to the exceptional weather and the shaded, cooler comfort of the community hall.

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The other run was to Sheffield to join the annual charity motorcycle Easter Run for Sheffield Children's Hospital.

The 20 mile ride to the start point, the Run itself, and the return proved most enjoyable.

Our involvement was all the more worthwhile as the South Yorkshire Sidecar Club was able to contribute ÂŁ261 to the charity, courtesy of proceeds from the rally raffle, plus the generosity of individuals. Since adopting the Easter Egg the South Yorkshire Sidecar Club has maintained the long time involvement with local good causes estanlished by those involved clubs in previous years. It was a pleasure to meet James Toseland, former World Superbike Champion, who has Sheffield connections, plus leads the Easter Run every year.

All in all the 2019 edition of the Easter Egg Rally was success and thoughts now move to making sure this Easter sidecar tradition continues. If you participated this time around, thank you. If you didn't, why not consider it in 2020 ?

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Goldwing Project – In the Beginning Introduction It is important to understand that our Vmax outfit is not leaving the family anytime soon. However, a Goldwing 1500 alternative has been purchased to satisfy our joint desire to continue with riding sidecar outfits for some years yet.

It has been apparent for some time that access and exiting sidecars has become less easy. This was a prime reason for selling the BMW Saluki outfit. Most sidecar seats a mere 12 inches (30 centimetres) off the ground hardly suits folks of “advancing” years, or others with mobility issues. “Sporty” sidecars with visually appealing looks has almost become impractical for us. To be honest this stereotypical design standard may have contributed to the gradual demise of sidecars overall.

Elderly car owners' requirements have been seriously addressed for some years now.

All major motor manufacturers offer popular models with higher seat positions, which don't require carefully lowering yourself onto a seat, then possibly requiring some assistance to exit.

For us a rethink was required and the solution was already in our possession in the form of an old Squire QM, the so called “ugliest” sidecar that has an old school door. This has been owned for several years along with the Kawasaki 600cc four attached by some previous owner. An unlikely combination if ever there was one. The bike has already been sold to a friend.

A secondary concern was that the decades of SidecarPat being the convenient “reverse gear” had well exceeded its sell by date. Hauling sidecar outfits around car parks, and the required push back into the garage is not as easy as in the past for either of us. A 1500 Goldwing with its electric reverse offered the solution. Fancy gizmo of course, and no longer unique to the big armchair Honda, but sensible to extend our sidecar existence. However, it wasn't a simple case of buy the motorcycle and attach the one wheeled “accessory” on the side. It never is.

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The 1500 Goldwing bodywork is, like the bike, vast, you probably knew that already, but what does it conceal ? Amongst the protection and the cosmetic appeal, potential headaches abound. For one thing, the big Honda's extensive electrics and wiring.

Finding the already fitted, defective Datatool alarm unit was the first time waster as various covers were removed before eventually revealing where the “black box” was hidden. It took far too long to solve this initial, but necessary challenge.

Seventeen, yes 17, black wires connected to various parts of the standard electrical circuitry didn't help when trying to restore normal function. It was appreciated the protection offered by a properly functional alarm no doubt reassured previous owners, but the whole thing was a pain to sort and it would unfortunately be many months before removal of the Datatool (red arrow) would be confirmed as successful, i.e. when the engine and other components functioned correctly.

Yet again, the internet identified solutions for dealing with the Datatool alarm, and also confirmed that removal was a sensible idea. Many tales of woe as Goldwing owners and others reported being stranded when the Datatool did more than simply stop bad people from doing their worst. Whilst a ride to Istanbul is not contemplated, being stranded, as one Wing rider suffered, with for him no option but to ship a dead motorcycle to his UK home is not ideal. Knowing that a system is potentially flawed could have never been completely ignored.

A number of things were essential to prepare the Goldwing for sidecar use as did sensible maintenance and replacement as the Honda was not new, i.e.

• • • • • • •

Replace the six cylinder engine's timing belts and spark plugs Amendment to the front forks to improve handling and control when a sidecar is attached Oil changes New tyres New battery Sidecar brake Electrical connections to the sidecar 12

Much was considered relatively straight forward, but appreciating that difficulties could arise. For example, corroded, or damaged nuts, bolts, and other fittings can be “uncooperative”. The guys who produce Haynes and Clymer workshop manuals undertake their dismantling and reassembly tasks with pristine, probably new motorcycles. UK miles of possible wet, dirty rides, and consequential deterioration is a factor for we mere mortals. Previous owners and dealers may have left their particular stamp on maintenance, servicing, and possible repairs. Without a doubt the Goldwing's acres of plastic can, and does cover a potential multitude of sins.

Timing Belts Replacing the engine timing belts was straight forward as long as well documented routines were followed. A downloaded workshop manual, allied to well presented, pictorial guides courtesy of two online Goldwing forums* proved invaluable. Repeated checking, and step by step guidance ensured the job was completed fairly confidently.

A little doubt remained, as a result of the warnings of potential disaster if the procedure was not strictly adhered to, until the engine was restarted some time after the job was done.

“Gates” timing belts were obtained online at a worthwhile saving compared with Honda dealers sources. The bolts holding the timing belt covers were also replaced with stainless steel alternatives as some of the originals were corroded. Despite extensive plastic protection, the front timing belt cover bolts are still clearly prone to the effects of UK weather.

Front Forks There are alternative ways of amending the Goldwing's front end for sidecar use.

Leading link forks have been the personal choice, but there is an alternative for Goldwings. The standard front forks are said to be reasonable, as some owners attest in respect of trail, a key element when it comes to steering sidecar set ups.

Riding six cylinder Goldwing outfits in the USA highlighted the merits of amended yokes, or triple trees, for sidecar friendly steering. A set was sourced from our good friends at Apex Sports in Colorado, complete with new bearings and fork tube extensions.

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Fitting the triple trees became, in our case, more complicated than necessary. The outer races in the steering head part of the frame were still in good condition and in retrospect could have been left in place. Removing the existing outer races required making a “tool”, as well as a drift to insert the new races. Time consuming and frustrating due to unfamiliarity with the bike. Fork tube extensions were also fitted to keep the bike's level stance following the angular change of the new triple trees.

An engineer friend machined a drift to insert the new outer races, plus a friendly motorcycle dealer helped with the fork tube inserts. Overcoming the internal fork springs was more than my mere facilities, perhaps even faculties, could handle. Quick, easy, and relatively cheap services from both sources for the time and effort saved.

Overall the front forks job proved time consuming and wish I'd not gone the whole hog with those steering head bearings. You live and learn.

It has to be said that the Goldwing's plastic embelishments, all designed to make it look “pretty” didn't help either. Plastic and associated brackets require removal and refitting, plus there are some additional complexities that probably means most owners are content to leave it all to dealerships. Good for the trade, good for Honda, although possibly bad for your credit card !

The work on the Honda took much longer than expected due to unavoidable, unrelated factors. Despite retirement and no longer having employment interfering with life, family matters remain factors. However, it's not all doom and gloom in the greater scheme of things. Nothing's lost when sharing time and energy with grandchildren, as well as spending time riding the Vmax outfit and sharing good times with other motorcycle friends.

The second part of the Goldwing project will appear soon. * Information and guidance for all things Honda Goldwing provided by two invaluable sources ; Steve Saunders Goldwing Forums on https://www.goldwingfacts.com/forums/1-forums/ https://goldwingdocs.com

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If you contact Bob for information, please acknowledge Sidecars On Line 15

A Slow Lap at the T.T. At the South Yorkshire Sidecar club’s annual Easter rally this year, I got into a conversation about the Isle of Man and the T.T. races in particular. The talking got round to places we had watched the races. This turned into a debate as to which vantage point was the best. To me, this is hardly debatable. In fact, impossible to quantify. What I did realise is the fact that over the years I have seen the races, including the Manx G.P. from almost all the major vantage points, and other less likely viewing spots.

So, I am now about to do a lap of the “Mountain Course”, describing all of the moments that I can remember of each one. This won’t be a fast lap, as you can imagine. It may turn out to be the slowest.

The grandstand is the obvious place to start. This has never been my favourite place to watch. Just twice here, back in 1974 and later in 2016. The 1974 event was the occasion of the Senior Manx Grand Prix. Bernard Murray won the race on a 352c.c.

Dugdale/Maxton Yamaha. The leader of the race until the a last lap retirement was Eddie Roberts, he too was aboard a Dugdale/Maxton Yamaha. All that I saw of the race was when the riders came into the pits to refuel or for any adjustments to be made. For me, definitely not enough excitement.

The sponsors /entrant for both of these riders was Hector Dugdale of Dugdale motorcycles. Both he and his wife were staying in the same hotel as we. I was intrigued by the comings and goings of many of the stars of the track involved with the Dugdale organisation. Brian Maxton, he of Maxton frames that were all the rage at the time, was there everyday. They were also doing all of the winning too. If my memory serves me right Eddie Roberts won the 250 Lightweight race too. My wife and I joined in with the champagne celebrations after each win. Dugdale machines won every race that year. The only downside of that year, was the fact that we went to the races in a car. This was a Ford Anglia estate. Howeve,r Mrs. Dugdale found the car handy. On more than a couple of occasions we were to ferry her around. Hector was much too busy. She invited us to visit them at their home in Cheshire. We never did get around to doing it.

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Then in 2016 we were at the Classic Races celebrating our Golden Wedding. My Daughter, bless her, bought us tickets to view the Monday races from the grandstand. So, what do you do? We saw the races from a seat high up in the grandstand. All we could see was a blur as the racers flew past. Being of rather short duration not many stopped for fuel, so there was not much action in the pits. We did get a view of the presentation though.

Bray Hill is always a spectacular place to watch. I along with my friend Mick were here in 1963.

We had come over for the day to watch the Senior Manx. We got a good vantage spot, right at the road junction at the bottom of the hill. Wow, what a sensation as the riders plunged down the hill, suspension bottoming out at the bottom. Real scary. How they do it these days, travelling maybe 40 mph faster, amazes me.

I think I related this story in an earlier Odyssey. The winner on that day was Griff Jenkins on a Norton. He had been lying in 3rd place for most of the race. Retirements boosted him up to the winner's berth. Peter Darvill got 2nd and J. Guthrie came home in 3rd.

Soon after Bray comes the slowish corner at Quarter Bridge. Lots of riders seem to get it wrong here. Topped up with fuel at the start of the race, many tip their bikes into the corner, and off they slide.

The only time that I have viewed from here was a T.T. practice session in 1965. We had all just disembarked from the good old “Steam Racket� ship. We knew that the practice session was on, so we raced from the docks to the nearest vantage point, Quarter Bridge.

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As we got off the bikes there, we heard what sounded like a half dozen or more bikes coming down the road. What did we see, just the one tiny Honda 125c.c.. Not just any Honda 125c.c., but a 5 cylinder model. What a sound. None of us had heard anything like it. Glorious. Here we stayed until the end of the practice. The sidecars also had a run out on this session too.

Then comes Braddan Bridge.

This “S” bend over the bridge has always been one of my favourite viewing spots. A good view can be guaranteed, You get all of the action and are able to get some great action shots with the camera. Plus, food and drink is always available from Kirk Braddan Church.

Half way between Braddan and Union Mills is Snuggborough. We got herded off the road by a Marshall (we were late) and we had to watch the race from here at the entrance to a trading estate. Not very inspiring.

Then Union Mills. This spot is very deceptive. The riders go through here really fast. If you are on the inside of the circuit, near the road junction, you are guaranteed some spectacular viewing.

All the way up Ballahutchin Hill, breasting the hill at the Glen Lough camp site. A good camp bang at the side of the T.T. Course. Here you can really get the “Dawn Chorus”, or should I say, “You could get the Dawn Chorus”. Nowadays of course they don’t do early morning practice.

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After the top at Glen Lough it is downhill past Ballagary and Crosby. Then uphill past the “Highlander” pub. This is obviously a popular spot to watch. The pub is the big attraction here. All the racers are flat out on their way to Greeba Castle were there is not much viewing to be had. Most of the places here are out of bounds. In the early 90’s I watched a 250c.c. race in the Manx. OK if you like to see riders scream past.

Not one of my favourite spots.

Then we come to Greeba Castle.

Between Union Mills and Greeba Bridge where I have not spectated. The bikes are flat out on this stretch and are just a blur as they speed past. I have watched solos and sidecars from here and it is absolutely hair raising as they pass by, all within touching distance. All that seperates you from the riders is a low stone wall about ½ metre high.

After here, en route for Ballacraine, there is Gorse Lea. This gets its name from the large house that stands on the inside of the course. Viewing is on the outside of the course, attained by going through a farm.

The farmer, quite rightly, makes a bob or two by allowing spectators into one of his fields, where you have to climb up the wall to see.

The farmer, ever helpful, has dumped huge amounts of tyres to help you make some kind of a stand to help see over the wall. There is even an old cart there with seats on it, making a kind of grandstand. All good. The racing here is very fast. Better vantage points could be had either before Gorse Lea, or just after, but these are out of bounds. Just film crews and marshals are allowed here. Shame really.

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Ballacraine comes up quickly after Gorse Lea. This is a highly popular spot. You can see and hear the bikes coming through the trees as they roar down and brake heavily for the corner here. I have seen numerous practice sessions from here. Viewing here on any race day, it is vital to get there early to get a good view.

Just after Ballacraine is Ballaspur. I haven’t viewed from here, but my friend Roger has. Remember Roger, he featured in the last “Odyssey”. He got himself ensconced in a lady’s garden to watch. As you can guess, he was fed and watered, there’s no stopping the man. Just after Ballaspur is Ballig Bridge. I have never seen any racing from here, although it can be spectacular, as as riders can get the bikes pawing the air.

Laurel Bank is very technical part of the course. Get it wrong and can be disastrous.

Riders can lose lots of time, especially in the wet, as it was when I saw the races from here in 1978. One of the riders came to grief right in front of us. I think his name was Bill Bowman. He wasn’t badl;y injured, but he was laid out under our umbrella with our blanket keeping him comfortable. Mike Hailwood was in this race riding a Yamaha.

On to Glen Helen. For me this is one of the most exciting parts of the course.

I have spent many times watching from here. You can move around to watch from various vantage spots. All good for photography. One down side of spectating here is that you are stuck her for the duration of the races, as I found out in 2016. Two races, a practice session, and a parade lap. We didn’t get back to our campsite until 7.30 in the evening.

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Then comes Creg Willys hill, Lambfell, and then the long straight of Cronk y Voddy.

Never viewed from these. At the end of Cronk y Voddy is the 11th milestone with a fast kink to the right that takes you down to Handley's Corner.

While at the 1991 Manx I pulled in at the kink, just before a practice session. The marshall that was at his post told me that this was a restricted area. Time was getting short for me to find somewhere suitable. The marshall took pity on my wife and I. He kindly said that we could stay there, but not to disrupt his view of proceedings. This is a most spectacular bend, the riders approach the kink at top speed. Just dropping one gear to negotiate the bend because at the speed they are going it is a bend and not a kink. I felt very privileged to be allowed here. Thank you Mr Marshall.

After Handley's, which is flanked by high hedgerows, so as to make viewing from anywhere around pretty impossible comes Barregarrow crossroads. I have watched from here once. You don’t see very much. You hear the bikes coming, see them for a split second then they disappear down the drop to the spectacular left hand bend at the bottom. Just the once I have seen the races from the bottom of Barregarrow. Absolutely mind blowing. The riders hurtle down the hill, and you think that they must collide with the wall of the cottage that is there. Not a chance, the riders just bob their head out of the way.

The vantage spot that my friend Mick and I had was obtained by getting there early, so as to get the best possible view. We sat on the banking on the inside of the course, our legs dangling over the edge. Our view up the hill was perfect. We could see the riders all the way down, around the cottage and away up the road. I must say, after the first bike to pass us, right underneath us, we rapidly swung our legs back over the embankment, just in case. This area is now very much out of bounds. A great pity.

Kirkmichael comes next. I have seen races here from the right hand bend at the entrance to the village, from a doorway in the village, and at Rhencullen just out of Kirkmichael.

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Rhencullen is a vicious right and left with adverse camber. Really spectacular here. I do believe that this section is now out of bounds.

This image at Rhencullen is of Florian Camathias, the Swiss rider, one of the regular contingent of Swiss and German sidecar aces, who graced the Isle of Mann TT in the 1960s.

17 miles out is Ballaugh and it’s famous bridge. This must be the most photographed vantage point on the T.T. course. Absolutely fantastic to see, if you are lucky enough to get the best seat. This happened for a bunch of us in 1964.

It was Friday, Senior day. We were sat in the front garden of a house just opposite the pub there. The lady of the house kindly said that we were very welcome to sit in her front garden to watch the races. She also fed us buns and drinks. This area is now sadly out of bounds.

Incidentally, the races that day were of the highest order. The 50cc race was won by Hugh Anderson from New Zealand riding a Suzuki. Ralph Bryans on a Honda 2 nd. with Morishita Suzuki 3rd. I do remember watching two Suzukis jumping the bridge side by side. With Hans Anscheidt on a Kreidler passing between them while in mid air.

Unforgettable. Also unforgettable was the sight of John Hartle ringing the neck off his Gilera in a forlorn attempt to keep up with Mike Hailwood. For his part in the spectacle, Mike Hailwood was having gear box problems. What a sight to see him changing gear by hand while sailing through the air on his mighty M.V. Agusta. Never to be forgotten sights. I am privileged.

I will hopefully finish off this lap in the next issue.

Oscar

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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 Insurance and Autonomous Vehicles “A Future Perspective – Part 1�, looked at an imagined scenario leading up to the year 2045. A very different world when robotic technology and artificial intelligence had superceded the so called inadequacies of everyday life in predominantly developed countries. The mid 21st century world highlighted changes in human existence far removed from anything previously witnessed.

Now, it's all very well putting some speculative, possibly unreal observations about the state of the world over 25 years in the future. In a rapidly changing world it's maybe best to confine to the here and now because at times it's impossible to know for certain what's happening today let alone tomorrow. The following will ultimately affect drivers, plus anyone who rides on public highways.

The technology to put self driving/autonomous/robotic vehicles on our roads continues apace.

Alongside the push to electrical power and allegedly drop fossil fuels, the idea that future personal transport should be radically different has widespread political support. Air pollution and other environmental factors are uppermost in persuasive headlines to abandon what has powered the world for well over a century. Fossil fuel depletion, whilst relevant, doesn't appear to be an issue.

As the hype drip feeds us with electric and self driving cars, some pertinent matters emerge, notably vehicle insurance. Risk assessment by insurance companies currently centres on drivers' age, experience, where they live, annual mileage, and employment status. These are weighed against the vehicle relative to value, cost of repairs, and performance credentials to ensure insurance companies are profitable and not lose on the deal. Of course, there are also legal requirements. Vehicle insurance also provides taxation revenue for governments for which drivers' opinions vary.

Ultimately, if things go wrong and a vehicle is involved in a damaging incident, the driver is deemed as a likely major factor. Consequently, insurance claims go against the driver and premiums reflect this. However, there is a quandry for motor insurers as they now wrestle with how to deal with claims when a vehicle owner, or operator, is not actually in control; it's the vehicle !

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SideLines Concern over accidents involving driverless cars questions a claimed virtue of autonomous vehicles, that they make roads safer.

Sophisticated sensors, radar and cameras are expected to be better detecting trouble than mortal eyes and ears.

Plus, computers never get drunk, check social media, or fall asleep !

When insurers assess new risk they charge more because they don't have enough data. For example, with relatively few Teslas on the road compared with conventional cars, current safety records are unclear. However, Tesla and other car makers collect data on their vehicles’ operation to improve their automation systems. Large amounts of complex data means underwriters won't have to wait years for data based upon accidents that happen over an extended period, as at present.

In theory insurers may be able to cut premiums for drivers the more they adopt autonomous driving. The suggestion is that insurance companies can monitor drivers’ use of autonomous features on cars, and so offer discounts based on how the feature is used. Digital connectivity already generates massive amounts of data, turning some insurer’s relationship with policyholders dynamic and interactive.

This points to a crisis for the car insurance industry. Put simply, if nobody’s driving, why traditional motor insurance ? Premiums are currently based on a driver’s likelihood of being in an accident, as well as actual accident rates. With more than 90% of accidents caused by human error, taking the driver out of the equation is going to mean big changes for insurers. Major insurers are very focused on understanding autonomous vehicle technology and what opportunities are available for them to maintain traditional profits. National treasuries will also be keeping a close eye on how to maintain lucrative taxation incomes.

A report in 2017 forecast trouble for insurers as automation becomes more widespread. Premiums could drop by 12.5 % of the total market by 2035 because the proposal is that accidents that led to increased premiums would not occur. Whilst new insurance products centered on autonomous vehicles could offset some loss, declining premium revenue will eventually outpace gains. Even this is hardly straightforward as traditional non autonomous vehicles would still be active, probably for many years.

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SideLines Estimates suggest that by 2035 only 23 million autonomous vehicles will be on USA roads; less than 10 percent of the current total. Also, autonomous vehicle technology is extremely expensive to repair, so premiums will reflect this as more cars featuring such technology become active. All the sensors and calibration means a little fender bender could be costly.

As automation reaches fully autonomous with the option for a human driver to take over, or with no human involvement, insurance will change dramatically. It's possible, even likely, that insurance will not directly involve consumers as it does today because the driver won’t be the risky part.

Liability could move from the individual to manufacturers, both actual vehicle manufacturers and those for systems and software that controls autonomous vehicles. Insurers will probably sell policies to companies and possibly fewer to drivers. Cars, communication systems, sensors, and software and are likely to be responsible for failures rather than drivers.

The nature of risk itself is going to change. With human drivers, risk is somewhat random with a touch of predictability. For example, younger drivers being prepared to push their luck, but also lacking in experience, pay higher premiums. If the risk is in faulty software or sensors, it becomes more systematic because it's suggested that technology can be improved and so reduce, even eliminate errors.

There are complex issues to consider, both for vehicle manufacturers and insurance companies. Simply assessing drivers on gender, age and driving history, allied to vehicle characteristics is the norm. However, things become more complex when inputting data from vehicles. Determining fault when things go wrong could create problems for drivers in a world where insurance companies are often already reluctant to pay out. If part of the control system becomes faulty, who is at fault, the vehicle manufacturer, or the supplier of autonomous technology ?

On the other hand did the driver, or owner fail to download the latest software update, and so be at fault ? Then there's internet reliability, or satellite connection.

If signals are lost that assist and monitor control, who then is to blame ? What if infrastructure managing traffic flow fails ? What if the car is hacked and redirected to a different, maybe dangerous destination ? Society will have to figure out liability and determine who is required to insure against what risks.

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SideLines These are opportunities for insurance companies with policies that protect products while mobility as a more widespread service will probably mean insuring our individual safety as passengers. Without a driver, there’s no driver to insure. Possibly, in the future will insurers will build deeper relationships with vehicle manufacturers even meaning mergers between the two.

Against this emerging future, there is another reality. The deeply established ever present “love affair” with self controlled vehicles of all shapes and configurations.

Not only the realities of fossil fuel powered vehicles' worldwide domination that cannot be simply switched off, but the human connection of actually being in control.

Personal powered transport is far more than simple mobility. For millions it constitutes a passion that enriches life in ways politicians, bureaucrats, and certain digital entrepreneurs routinely fail to recognise. Classic vehicles with worldwide trade and social existences that both enrich in terms of wellbeing and perhaps financially. None more so that in the world of motorcycling, plus sidecars.

In a world of automated cars, trucks, and buses what about motorcycles ? Well, the same statistics that suggest “over 90% of accidents are caused by human error” also highlight that over 70% of powered two wheeler incidents are caused by other drivers. So, from a two wheel perspective, if humans are no longer in control of mobile tin boxes, then motorcycling should become safer.

On a less positive note, the emergence of autonomous vehicles could also usher the legislative demise of personal control and any involvement with vehicles of all kinds.

The passionate connection between man and machine could be on borrowed time. For some of us the chances are we won't be affected by the significant changes ahead, but for other, younger enthusiasts, it's probably a whole new ball game.

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