Sidecars On Line 41

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 41 – July 2019

1912 Douglas flat twin plus sidecar at Belgian First World War event in 2007

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Contents this Issue Editorial – Reflecting on events and friends in a time of change Scene in a Field 2 – The South Yorkshire Sidecar Club spends a lot of time in fields and not a farmer among them Oscar's Odyssey – A Slow Lap at the TT – Part 2 – Concluding a personal view of a lap of the famous Mountain course “Whatever did MAG do for Us ?”- 7 - More political activity from the Motorcycle Action Group, plus remembering a MAG stalwart VMAX Diaries – Part 9 – What exactly influenced opting for a motorcycle not usually associated with sidecars ?

Sidelines – SMIDSY - “Sorry Mate I Didn't See You” has become a standard, accepted excuse for maiming, or killing a motorcyclist

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Editorial Rallies and events are now very much back on the agenda following the usual starter for us with our club's Easter event, reported on in the last issue. The traditional camping follow up was the first of the big three Yorkshire region motorcycle rallies staged by the Motorcycle Action Group.

The May Day weekend at Sledmere House in North Yorkshire was what we now refer to as one of our “getaway breaks”. Getaway that is from our established routines that affect many thousands of UK pensioners, namely attending to grandchildren. At times challenging, yet influenced love for the kids, even if it consumes plenty of physical and emotional energy. However, age and a sense of losing out on our own existences has led to some rethinking about the situation, Nuff said.

Sledmere hosts MAG's “Into the Valley” rally, now a regular on out calendar, even if the weather can dramatically vary. The 2019 vintage will be remembered as a very cold one, but still enjoyed again in the company of familiar acquaintances, a few friends, and new faces. As the oldest grandson says, “Grandad will talk with anyone”, but thankfully it usually does lead to happy memories.

Although not the whole story, our current rethink on existing child care arrangements stems from unwelcome circumstances. Long term friends with serious health issues and sadly the loss of others. Concern for others' situations have been tangible. Equally, our own health issues, whilst certainly not comparable with other folks' difficulties, add to the mix.

Having many friends and acquaintances gained over years involved with motorcycles has downsides. Geographical distances precludes regular contact, plus not seeing some folk for years. However, very positive memories, predominantly through sidecars, as well as motorcycling generally, means concern, sadness and sense of loss is overcome.

Although the bad news has been a little too frequent of late, we will continue to cherish what has been, and is still positive about our sidecar passion.

Finally, this issue has Oscar's conclusion to his personal guide to the Isle of Man's TT Mountain circuit. “Whatever did MAG Do for US ?” includes a tribute to Justine Travis, a Motorcycle Action Group stalwart, who tragically passed away following a short illness. “Sidelines” addresses those who choose to endanger motorcyclists' rightful presence on the road. The excuse of not seeing someone is unacceptble.

Vmax Diary number 9 considers what possibly influenced purchase of the big Yamaha sidecar outfit.

SidecarJohn

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Scene in a Field 2 This second “Scene” is a location that has been, and continues to be, very popular with members of the South Yorkshire Sidecar Club. Ackworth, near Doncaster in South Yorkshire has become something of an annual pilgrimage.

Proximity to most members' homes, the attraction of being a weekend event with the opportunity to enjoy the social aspects, plus the undeniable feature of being good value. Yorkshire folk have a natural disposition to “good value” and SYSC members are noted for possessing honours degrees in “Yorkshire Economics.”

A classic sidecar display that reflects upon a past time. An dose of nostalgia, so much part of the Ackworth experience.

An “old timer” BSA twin with a familiar classic coachbuilt sidecar to stir the memory banks of many visitors.

The Ackworth Steam event continues to be a favourite for enthusiasts, participants, and ordinary families.

Classic truck from the post World War 2 period. Probably, never looked so good when it was in its heyday.

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However, there's another side to the two annual events at Ackworth. They provide the opportunity to mix with other mechanically minded, vehicle enthusiasts of what might be describe as representing “old school� values and enthusiasm. Internal combustion and steam power are definitely the prevailing flavours at Ackworth.

1963 Ford Mark 1 Cortina deluxe estate in immaculate condition.

A rare Edsel. Named after Henry Ford's son, but an unfortunate sales disaster despite extensive hype.

The classic commercial vehicle is alive and kicking and a feature of the Ackworth events

Mustn't forget the enthusiasm for vintage buses and coaches amongst dedicated petrol heads.

Of course, this aspect of SYSC activity is not not confined to Ackworth's two annual events. Others have featured over many years, likely too numerous to mention. Some organisations responsible with planning and promoting have reached the end of their viable existence. However, other events are either no longer attractive, or clash with new opportunities that gain favour such as the Harley village fĂŞte.

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No, nothing to do with that well known US motorcycle, but in a location convenient to members, and importantly a one day event that could be described as “old school�.

Nothing fancy, just a good day out afew miles from Rotherham in South Yorkshire.

Amongst the kids' games, food stalls, ice cream seller, barbecue, dog show, and charity fund raising activities, there's a well balanced show of vehicular transport.

The South Yorkshire Sidecar Club has become a seemingly regular feature amongst a varied motorcycle section, even having a designated position.

A mixture of SYSC sidecar outfits creates much interest in the familiar location

Varied motorcycles from across the decades provide plenty of interest for enthusiasts and public alike

Superb example of a rare Heinkel Tourist proving the scooter craze of the late 1950s, early 1960s was not just about Italian manufacturers

Velocette 350cc MAC struck a chord for a couple of SYSC members as the best British bike they owned

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1930s SS100 two seater sports car amongst the later iconic Jaguars

The classic Chevy Corvette is probably identifiable by petrol heads worldwide

60 year old Standard Pennant looking factory fresh, or maybe even better

Certainly not a police pursuit car, or was it originally a Mini Cooper ?

What is a 1957 Chevy Bel Air doing in South Yorkshire ?

Nash/Hudson “sub compact� Metropolitan was first US designed car to be built in UK under licence by Austin

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Motorhome based upon the legendary Morris Minor 1000

British Dormobile Debonair motorhome based upon the popular Bedford van

1950s Trojan diesel powered breakdown truck

Always room for the eccentric. Modern VW van variant towing a military tank ?

Tank with a place to sleep . . .

. . . and a place to cook !

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A Slow Lap at the TT - Part 2 After pausing at Ballaugh. It’s onwards towards Ramsey.

After the bend at Ballacrye, a place that I have never viewed from, comes “Quarry Bends”. I have seen the races from here just once. This was in 1991 for the Senior Manx in September. Over the years the “Quarry Bends” have had a certain notoriety attached to them, being very bumpy and hard to get a good run through. However, by 1991 the road had been smoothed out and maybe some of the bends had been eased.

Nevertheless, the racing here was and still is really good to watch. I believe the bends have been eased considerably more since then.

Selwyn Griffiths at Quarry Bends – 350 Cowles AJS – 1990 Junior Classic Race Now, half way round the course at this point, which is on “Sulby Straight”. I watched a practice session at the crossroads. Extremely fast, as you can imagine. Not one of my favourite places to view. As you may have guessed by now, I like medium to fast bends where you can get very good photos of the action. My camera at this time was a Praktika made in the old East Germany. A good camera, if a little heavy, and with no light meter to help with settings. I do remember, when the shutter release was pressed, the shutter came crashing down. Not good for any wildlife photography, it scared everything off. I called it my “Kalashnikov” after the Russian rifle. My earlier, and first camera was a Halina. All the settings were guess work, and all of my film was Agfa colour slide 50 ASA. Not the best for high speed action shots. Taking all things in consideration I think some of the action shots that I took were pretty good.

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Where was I ? Oh yes, Sulby Crossroads. The reason that I viewed from here was the fact that my family and I were camping near to here on the “Sulby Claddagh” This was a free campsite between Sulby and Ginger Hall, so I took advantage of this fact to try all of the different vantage points in the area. At the end of Sulby Straight is Sulby Bridge. This is rather spectacular due to the fact that Sulby Bridge is a right angled bend over the bridge. Riders had to get their speed down from flat out down to around 40mph, or so, in order to negotiate the bridge.

Once again this was a place that I only viewed in a practice session. I do recall seeing a couple of riders having to take to the slip road here, having misjudged their braking. At that time, a gate had to be kept open on race days for this eventuality.

Even then, if going too far there was a danger of finishing up in the Sulby River.

Immediately after the bridge is Ginger Hall where here Greg Broughton (347 Yamaha) leads Mick Robinson (320 Yamaha)

Lots of folk gather here to have a pint while watching the races. Here we watched Monday's racing, which meant sidecars and 250’s. Some really good action here. You can see well back along the course to Sulby Bridge. After Ginger Hall the racers head off into the darkness of the trees and on to the 3.5 miles to Ramsey. This is one stretch that I have never viewed from. This part of the course includes Kerrowmoar, Glen Duff, Glentrammon, and Milntown.

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At 23.5 miles comes Ramsey. Once again, hard braking to negotiate the turn into Parliament Square. Then a left hand kink that takes the riders towards May Hill and Cruikshank's corner. I have seen races from Parliament Square and the left hand kink. I have some decent photos from the kink. If my memory serves me correctly, there was a bus garage where I viewed from. Google Earth now shows a supermarket on the site. Once upon a time my wife had an opportunity to stay at someone's home on May Hill for the races. Why on earth didn’t we take up the offer? I suppose stranger things have happened.

After Cruikshanks comes the Ramsey Hairpin. Hard to get to, with restricted viewing, but well worth the effort. I have just one photo worthy of the effort, but a great one nonetheless. None other than Mike Hailwood on the mighty M.V.

Then comes Waterworks, a fast climbing right hand turn, but very hard to get to.

Here’s one way to get there. Along the main Douglas to Ramsey road and when dropping down into Ramsey at the Electric Railway crossing, turn left up a narrow road running alongside the railway line. Leave your motorcycle on the roadside and walk up through the woods to the course. I saw just the one race from here, and have just the one photo to show for it. I was the only one watching there.

Barry Dungworth and Neil Caddow negotiate the famous “Gooseneck” 14

Just half of a mile later, there is another great vantage point, the “Gooseneck”. As one of my favourite spots to watch, I have been here quite a few times. Well worth the effort and footslog to get here. The rough track to get here had to be kept clear in order to give access for emergency vehicles. Leaving the “Gooseneck” behind you are well and truly on the mountain road, with the view ahead being unrestricted. No matter what bike you are on, you feel you have to go for it.

You are soon at the “Guthrie Memorial. If the weather is good and clear, this spot is hard to beat. Looking back to the left hand bend that leads into Guthrie’s there is a glorious view of the whole of the Northern part of the island spread out before you.

Once again I have some decent photos from here.

Leaving Guthrie’s behind, there comes the “Mountain Mile”, the “Mountain Box”, the “Stonebreakers Hut”, the “Verandah”, and the “Les Graham” memorial. The only way to be able to spectate at any of these points is to be a “Track Marshall”. Now, that’s a good idea.

At 31 miles is the “Bungalow”, another very popular place to view. Plenty of space for everyone. No need to fight for the best photo angle. Once again, I have some great photos from here, including this one of the 1993 Classic Senior race.

From the “Bungalow” it is a short fast climb up to the highest point on the T.T.course.

“Hailwoods Heights” it is now called. I know it better as “Brandywell”. At this point I might add that at Brandywell and at the Bungalow, access can be gained from inside the course. From Brandywell other points can be gained, such as Ballaugh Bridge, Baaregarroo crossroads and the end of the Cronk y Voddy crossroads.

From the Bungalow, other points on the course, such as Sulby crossroads and Ginger Hall can be reached. On a race day these roads give you access to different vantage points whilst the circuit road is closed.

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Stuart Graham, 125cc Suzuki at Windy Corner From “Hailwoods Heights” it is downhill, all the way to the finish, but there are still many exciting places to view from. “Windy Corner” is first up. This is a fast right hand bend, sometimes made tricky by the wind that blows up the valley between two of the hills that predominate here. It was here that Giacomo Agostini lost his chain in the great Battle with Mike Hailwood in the Senior race of 1967.

The 33rd Milestone comes next. This is a series of 3 bends that can be taken as one. Spectacular. Then “Keppel Gate”, “Kate’s Cottage” and the long drop down to the “Creg”.

“Creg Ny Baa” is probably the most famous place on the T.T. course. The place is crowded on race day. It is at this very spot that I got my first taste of motorcycling on holiday with my parents at Whitsuntide in 1958. I was at the “Creg” watching a practice session and saw the great Geoff Duke overtake a slower rider on the bend. I was sold. As they say, “The rest is history”.

Looking up towards Kate's Cottage from the popular Creg ny Baa

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I think it may have been 1995, the last time that I visited the island for the Manx. I went to watch the Senior race from the “Creg”. As expected, there was a rare old crowd there. Good vantage points were hard to get. The verandah on the “Creg ny Baa” hotel was packed with ticket holders only allowed up there. However, by the end of the 2nd lap, the beer was flowing and security was very lax. I got myself a drink from the bar, and just drifted up the stairs and onto the balcony. Very satisfactory, and plenty of good pictures. Sometimes you just have to work at things.

After the “Creg” comes “Brandish”, now a very fast wide open left hand bend. When I was there viewing in 1979 the bend was rather tight with white railings on the inside of the bend. “Hillberry”, is now as it always has been, a very fast right handed bend and good for spectators. Lastly, for no reasons whatever, I have never watched from “Cronk ny Mona”, “Signpost Corner”, “Bedstead Corner”, or “Governor's Bridge”.

So there it is. A very slow lap of the T.T. course. I have really enjoyed re-living some of the times spent at these places. Sometimes getting a grilling under the sun, other times in the damp waiting for a break in the weather so racing can be resumed.

Where I have stated preferences, these are entirely my own. Most of the times I have had the company of my long suffering wife, other times with mates. Very rarely on my own. Great memories and never to be forgotten.

Oscar Editorial postscript – Sidecars are very much part of Oscar's Isle of Man history . . .

Four times World Champion Eric Oliver on the Millenium TT lap of honour

Helmut Fath and John Blanchard inspect the FRS in 1967

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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 ?” - 7 Significant in the Motorcycle Action Group's activity to protect and represent the interests of ALL motorcyclists is the work undertaken by dedicated, able volunteers. Although the organisation has a necessary staff structure, it would be impossible to operate without enthusiastic volunteers.

It's easy to ignore the contribution of volunteers if your contact is either limited, or non existent. Many MAG members will be unaware if they do not attend meetings, social events, or the motorcycle rallies that MAG organises throughout the year. Without doubt said rallies would be impossible without the unpaid folk, who give up so much time and energy to prepare rally locations, undertake duties during a rally, and the inevitable clear up afterwards.

Thousands of non MAG members attend rallies such as the popular Farmyard Party, but do they fully appreciate the voluntary input ? They appear content to accept the efforts of MAG defending their rights as motorcyclists, and provide popular, iconic gatherings for bikers, but curiously aren't prepared to pay for 12 months membership.

Motorcycling isn't merely wearing a “Loud Pipes Save Lives” patch, it requires somebody speaking for motorcyclists and their lifestyle with national and local government. MAG does just that.

Since we joined MAG it has been our priviledge to meet and spend time with numerous volunteers at rallies, as well as when attending meetings and events involving Huddersfield MAG. For sure, a broad church, just like the rest of the motorcycling community, but for us that's part of the joy of it all. Part of this has been our contact with Justine and Steve Travis of Wakefield MAG. Nothing big time, or frequent, but a welcome, regular facet of our weekends at the three big Yorkshire MAG events – Into the Valley, the Farmyard Party, and the Yorkshire Pudding.

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Along with many other stalwarts, Justine and Steve have given time and energy to marshalling, and notably organising the popular Custom Bike shows at each of these Yorkshire region events.

Friendly banter and a degree of Justine's “persuasion” has even seen us sometimes entering our sidecar outfit into the harsh arena of custom “pot hunting”, if only to represent our particular “bit on the side” branch of motorcycling. Little polish, chrome, or expectation from us to win (well, only a little bit !), but happy to join in.

However, at the first of rally of our MAG season, the very cold Into the Valley, only Steve was present because Justine was ill. Despite our concern there was no intimation of anything serious. Steve even asked if we could possibly attend the May Day event Wakefield MAG support each year. Sad to say, other things diverted our possible commitment.

A few days later a MAG message informed us that Justine's illness was serious, closely followed by the shattering news that Justine had passed away. Such a short time made the situation seem almost incomprehensible.

On 17th June, the funeral of Justine Travis took place attended by a large contingent of fellow motorcyclists. Her last ride was taken in a motorcycle sidecar hearse accompanied by approaching 100 motorcycles, which was efficiently marshalled through the busy Leeds ring road traffic by Leeds MAG. At the head of the impressive convoy rode Steve on his wife's beloved scooter featuring images and symbols from “Star Wars”, Justine's favourite, absorbing movie passion. All in all a day to provide a fitting tribute, gratitude, and affection for an exceptional, dedicated MAG volunteer.

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Only days later, Steve still attended the 33rd edition of MAG's Farmyard Party, predictably involved again with the Bike show. Justine would probably have expected nothing less.

Justine Travis will be remembered for the excellent work she did over many years with her husband Steve, in promoting and defending UK motorcycling alongside the small band of Motorcycle Action Group volunteers.

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The work of MAG continues in maintaining and defending the freedoms of UK motorcyclists. Although politics in the UK is in something of a chaotic state at the present time, nothing new some might say, MAG representatives remain diligent and proactive in communicating with those of influence. It is probably more important to be vigilant in respect of ensuring that undesirable rules, regulations, and directions don't “sneek under the radar”.

Here are two further examples of MAG's regular involvement with government and other agencies in recent months; 23rd May 2019 - MAG meets Secretary of State for Transport Chris Grayling, Secretary of State for Transport, met the Motorcycle Action Group to discuss transport policy, the environment and the role of motorcycles in reducing emissions.

Mr Grayling and MAG met to discuss his position on transport and the environment; and to establish the extent to which he has considered powered two and three wheelers as part of the transport solution, especially in urban areas.

His primary environmental focus is CO2 and its impact on climate change. Lembit Öpik, MAG’s Director of Communications & Public Affairs, explains: ‘MAG has spent much time and effort on the environmental agenda and the Minister seemed impressed with this. We explored the technical aspects and we agreed to send him further information.

We also spoke about how motorbikes are part of the micro-mobility option, to encourage travel with the smallest feasible vehicles.’

The Minister also understands the need to innovate in the sector. He said: ‘the British motorcycle industry failed to respond to the competitive environment in the 1960s. As a consequence, it was side-lined for decades – until it reinvented itself with a good new long-term strategy. That’s what seems to be driving the success of Triumph and others now.’ Clearly, he approves of that success and of the vision it took to reinvent British motorcycle manufacturing.

MAG believes Mr Grayling will give powered two wheelers their rightful space on Britain’s roads as long as he is presented with the right evidence. This should also lead to a further dialogue with his team. There are clear benefits in terms of road space and environmental footprint and these could play a key role in the Minister’s thinking on motorbikes and scooters.

‘At a time when British politics is generally in flux, it’s a refreshing change to meet someone in power who puts doing the right thing first,’ adds Lembit. ‘MAG can do business with him and that’s definitely a very encouraging outcome of this meeting.’

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19th June 2019 - MAG welcomes New DVSA videos to help learner drivers improve motorcyclist awareness (Note: DVSA = Driver and Vehicle Standards Agency) The Motorcycle Action Group (MAG) has welcomed news of an initiative to help learner drivers be more aware of motorcycles on the road.

A new set of training aids in the form of videos has been launched by the Driver and Vehicle Standards Agency (DVSA). The realistic computer-generated videos aim to encourage learner drivers to be more aware of motorcyclists, and have been made with the help of road safety campaigner and keen biker Ria Brisland. Ria’s 19-year-old son, Nick, died in April 2015 after being involved in a collision with a car while riding his motorcycle.

The videos will become part of DVSA’s official learning materials and education products.

Michael Ellis, Road Safety Minister, said: “After reading Ria’s story and her concerns for fellow bikers, I was determined to help her and I am delighted that these clips will now be seen by millions of learners, helping improve road safety.”

MAG’s Director of Campaigns & Political Engagement, Colin Brown said: “The MAIDS research project showed that about 70% of the main causes of collisions involving a motorcycle and another vehicle are attributable to the driver of the other vehicle failing to spot the motorcycle. There is only so much that a motorcyclist can do to raise his or her visibility; we are always reliant on other road users taking the time and remembering to consciously look for motorcycles. Hopefully these new training videos will help new drivers to learn this important habit. ‘Sorry mate, I didn’t see you’ is a phrase that deserves to go out of common use as soon as possible.”

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If you contact Bob for information, please acknowledge Sidecars On Line 24

Vmax Diaries – Part 9 A break from the usual “Diary” format, although there are still things to be revealed, as well as stuff that has yet to be considered in the constant desire to improve, change, service, and repair. All this carry on is very familiar to many in the off beat world of sidecars. It must be said that on occasion, some amendments have raised personal questions of, “Is this going to improve things, or create a problem ?”

Generally though, the feeling is that most projects have been adopted for the long term, usually by a little trial and error. Again, very much what sidecars are all about because each sidecar package predominantly doesn't compare with much else. Every sidecar outfit is probably unique.

No, this particular “Diary” it's about what brought us to acquire the outfit that now keeps us active in our joint obsession with just about anything to do with being part of a specific motorcycling minority. It can be voiced, and often is by unbelievers, that a first generation Yamaha Vmax, with its 1200cc V4 full power (149 BHP), is hardly suitable for attaching a sidecar alongside. After all, the iconic hot rod power cruiser was surely made for other needs.

Some have been overheard saying that there's something inappropriate about such a vehicle. Alright, not so much inappropriate, more daft, stupid, crazy, sacriligious, unholy, and, if in Yorkshire, barmy. The sting is taken out of forthright critiques with the simple response of, “I agree !”

The Vmax image is one of tyre smoking power credentials; large fat tyre; the V Boost feature with its fuel drinking qualities; plus design hinting at blasting short distances from bar to bar ! The relatively small capacity fuel tank hardly hints at cross continental trips. Besides, Yamaha and others made products for such minded folks. As for sidecars, well hardly. This example highlights how some customise the Vmax, very much a feature of this acknowledged classic.

However, evidence of some admiration, or curiosity is evident. Photographs taken in Belgian were well before any idea of the future acquisition. The four images were prints, not digitally stored.

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No recalled significance that three out of four significantly featured yellow !

The actual purchase of our Vmax outfit came somewhat out of the blue. For some time, about 18 months, we had considered acquiring another outfit, one more “sportier” than our BMW Saluki “beast”. Whilst appreciated, and despite some mechanical issues – great engine, perhaps predictable rear transmission breakages – the big, heavy (don't ask) lump was enjoyed. UK and European trips, no problem.

However, sidecar access, plus dealing with the weight of the BMW outfit, when pulling and pushing it around, was influencing our enthusiasm. For us the term “sporty” meant addressing the vehicle's obesity and the athleticism required to get in, but notably exiting the Saluki sidecar.

After deliberation we settled on an outfit with a big, proven engine, specifically Suzuki, a choice influenced by examples highlighted in the Hacks section of the Adventure Rider online forum. In fact, a deal was nearly done and only cancelled at the eleventh hour due to the considered inadeqaucy of the sidecar. An offer to sell the very tasty 1250 Suzuki, complete with adapted suspension and forks, was resisted as the idea of then seeking a sidecar and all the other associated stuff of attachment was not on the agenda.

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Basically, we needed a “plug and play” deal. Fate stepped hours the Suzuki was abandoned Suzuki. A member of our sidecar club was selling his Yamaha Vmax outfit.

The rest is history. We had admired the outfit, although not with thoughts it would ultimately be considered as a potential purchase.

The desire for something new was uppermost in our thinking, so usual considerations and caution employed with significant purchases of any type didn't arise. The acquisition was very much a case of “what the heck”. Is it thirsty ? – “so what”. How about tyre wear ? “Ditto”, and so on. After all, money in the bank, what's the fun in that ? Besides, leaving money to our kids would only settle their debts !

Owning the Vmax has meant being more aware of this motorcycle, be it technically, or looking at them more. The Vmax's cult status is very apparent at motorcycle events we attend, and online. It has proved extremely valuable to join the enthusiasts on https://www.vmaxforum.net/ . Sidecars aren't strictly common amongst the inmates of this source of information, but has proved useful and friendly. Highly recommended.

Vmax ownership has meant spotting other outfits featuring the Yamaha when they crop up. Rare, yes, but still out there in all shapes and configurations. Here's a few.

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SideLines SMIDSY - “Sorry Mate I Didn't See You” Sorry Mate I Didn't See You ! A common cry from those responsible for not quite killing a motorcyclist. Assuming of course, that it's just prior to the rider becoming unconsciousness, or worse. Motorcycle lights blazing, reflective clothing, and the “defensive” riding style fail to highlight the presence of another legitimate road user on their powered two wheeler.

Could it be that this familiar response seriously questions the suggested benefits of bureaucratic survival demands placed on riders ? Equally, does it dramatically illustrate that it's bizarre to ask motorcyclists to be responsible to constantly compensate for the inadequacies of others ?

The officially sanctioned approach to motorcycle safety of making the victim totally responsible for their survival has prevailed for decades. However, when comparing with more recent, high profile emphasis that all road users have implicit responsibility for the safety of cyclists appears seriously discriminatory.

The underlying message is that road going cyclists are top of the metaphorical food chain when it comes to being heard by legislators and vote hungry politicians. Cycling has in recent years become the everlasting “flavour of the month” with the probably inevitable consequence that significant quarters of other road users are less than happy with the situation, and not just within the motorcycle fraternity.

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SideLines Personal experience highlights that uncaring, dozing, or plain arrogant drivers don't even notice when a sidecar is attached. A bright red full fairing and matching large red sidecar with LED running lights, all in broad daylight, somehow failed to stop the approaching Citroen “people carrier” approaching ahead that overtaking a big truck was less than wise. On that occasion our in helmet whispered thanks were due to said truck driver for braking hard enough to allow the car driving idiot from commiting highway murder. Looks of disgust and consternation from everyone else around caught up in this brief, near disaster mayem, said it all.

Whilst the dangers of myopic, unfocussed driver are very real and dangerous, it is conceded that unfortunate circumstances can combine to initiate an equally unfortunate outcomes. In every sense, an actual accident rather than the all too common potentially avoidable incident.

However, the trouble with SMIDSY, and its involvement in motorcycle incidents is that it has become an accepted justification for driver error, not merely a verbal excuse response.

Effectively, using the “didn't see” utterance is accepted as a get out of jail card.

Of course, it does have its variations on the blameless spectrum. “”Going too fast”; “Didn't have any lights on”; “Was racing”; and “Wasn't looking”. Convenient, stereotypical, predictable, and sadly, acceptable statements for having caused pain, damage, injury, financial consequences, and potentially death when powered two wheelers are involved. Not being observant enough, or some tangible distraction – bright sun, visual obstruction, or similar – can be factors, but sadly it is about other factors.

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SideLines

As better weather and longer daylight hours approach every Spring we witness SMIDSY being institutionalised. Police, other agencies and media annually, usually as seasonally better weather kicks in, point out that “there are motor motorcycles on the road, so watch out”. Somehow, by implication, this “publicity” accepts that drivers require this message to make them aware of the “bleeping” obvious.

Does this mean that authority and others believe that all motorcycles migrate, or hibernate during the winter, only appearing like certain wild animals in the mating season ? It's a bit like emphasising the dangers of drink driving at Christmas when evidence indicates the problem of driving under the influence is a year round blight.

In the UK driving standards have declined for a number of reasons. Some are obvious such as little road and traffic human policing. Dependence on technology, specifically speed, sorry safety cameras, has meant that all manner of traffic transgressions, even severe violations are no longer addressed. Whilst much remains on the statute book, the chances are falling foul of laws supposedly intended to maintain a safe environment for all road users and pedestrians, have been dramatically reduced.

Notable is the curse of communication technology dominating many with addiction to their “unlimited talk, text and data packages”. Statistics for time spent by people on so called “social media” and “important” electronic tasks are truly frightening. Parents might fret about their offsprings' potential and real contact with the drug culture, yet still go along with the acceptable “norms” of social interaction being a screen held in one hand that effectively dominates daily existence. Real trouble when this means DUI (Driving Under the Influence).

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SideLines

Yet, the curse of the smartphone (smart ?) is but one factor. Severe declines in traffic police officers, and that there isn't a possible cop around the next corner to deal with violations is crucial. Also, vehicle technology providing protection that falsely hints that drivers are immortal. Whilst risk of injury, or worse is reduced by seat belts, numerous air bags, bodywork crumple zones, antilock braking, and some electronic sensor systems, things still unfortunately go seriously wrong.

The requirement to drive, or ride, with some sense of awareness remains. For example, whilst modern braking technology provides some assistance in avoiding once familiar negative outcomes, driving too close to the vehicle in front can potentially prove disasterous. Trouble is that too many have no real idea of what can go wrong maybe until an air bag inflates, when it literally smacks them in the face. Serious outcomes might luckily be avoided, yet even actual air bags can leave their mark. For sure, there will still be consequences, if only financial.

Then we might well move into another familiar scenario to SMIDSY for the moron driving very close behind with no time to deal with your braking for a hazard ahead and ploughs into your rear. Pain for all concerned, be it physical, mental, and certainly financial, when all of this was unavoidable.

Inevitably there's money to be made, and hopefully saved from the downsides of any road accident. Legal professionals consequently provide their services, some specialising with motorcyclists. One such, although neither recommended, nor sued personally is;

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SideLines Footnote – An interesting, possibly relevant case in the UK regarding two parties, which has recently been newsworthy. Simply; •

Cyclist proceeding along on a green light at a junction. Pedestrian steps into his path whils absorbed on her smartphone. Collision producing injury to both and hospital treatment.

•

Two initial issues. Pedestrian clearly addicted to smartphone's vital role in her existence. Cyclist operating legitimately in so far as abiding by rules of the road, but somewhat injured by the collision.

•

Pedestrian successfully sues cyclist for damages and injuries sustained.

Uninsured cyclist takes no civil action against pedestrian and subsequently represents himself in legal proceedings and loses despite pedestrian's considered reponsibility.

•

UK law dictates that cyclist failed to counter sue, plus it's legally decreed too late to do so, resulting in costs for him of £100K.

•

Online crowd funding to date partially assists financially stressed cyclist in remaining solvent.

•

•

Time for compulsory insurance for cyclists for their own protection, but also in event of being counter sued ?

Time for more stringent measures to deal with smartphone use that endangers others on and around public highways ?

On the other hand;

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