Sidecars On Line 42

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 42 – September 2019

Honda Africa Twin 750 with EZS sidecar at the 2014 EGT Rally in Luxembourg

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Contents this Issue Editorial – Crazy July weather, but still out and about, plus the loss of a sidecar legend VMAX Diaries – Part 10 – A small matter of an occasional slipping clutch eventually justified attention Oscar's Odyssey – Old Iron A'Plenty – Out and about with our intrepid scribe in the thriving UK classic motorcycle scene “Whatever did MAG do for Us ?”- 8 - Further political activity by the Motorcycle Action Group, plus some insight into bike theft Sidecar Exposure – Sidecars are seen by ordinary mortals, but what exactly do they see ?

Sidelines – Choice, Experience & Advice – Part 1 – Time and experience and the effect on motorcycle clothing.

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Editorial Nothing more sums up the UK summer of 2019 more than July. Record temperature highs as well as record rainfall. Whilst acknowledging changing weather patterns in recent years with UK summer time monsoon conditions seemingly a norm, July 2019 stands out. Planning daily life, especially utdoor activity, be it chores, jobs, or leisure projects, have all been affected.

Still, out and about on the outfit has continued, plus school summer vacation duties with family. Motorcycle Action Group rallies, two enjoyable sidecar rallies, plus day meets were enjoyed. Whilst one sidecar event was damp, to put it mildly, the sun did play a positive role at the MAG events and an annual favourite, the Hobgoblin, albeit this time without our grandson. All down to his expanding social life as his high school career approached.

Some progress with the Goldwing project between the rain and jobs with the Vmax.

Notably attending to the big Yam's clutch. Signs of clutch slip at increased revs over a period warranted attention after seeking online advice and different solutions. This is featured in this issue.

Oscar recounts recent involvement with the thriving classic motorcycle scene, a particular passion alongside his obvious sidecar involvement. Very much the all round, old school motorcycle enthusiast, our lad from Sheffield. A slightly different twist on a life involved with powered two wheelers, with, or without, that “accessory” on the side, features in “SideLines”.

Much of the motorcycle experience, certainly in the UK, centres on protective clothing. Experience over five decades and a bit has been varied as different ways of keeping dry, warm, comfortable, and safe have not always corresponded to the claims of manufacturers, motorcycle journalists, and retailers. Even now it can be a puzzle.

Finally, sad to hear of the passing of Robbie Rhind Tutt of Wasp Motorcycles. A legend in off road sidecar competition for over 50 years, but also for the leading link forks made for street sidecar outfits. In addition, his road going sidecars and an impressive 1 litre parallel twin sidecar motocross engine, and the story is of an accomplished engineer. On top of this he was also a nice guy. In the time we knew him, when he produced the first Wasp leading links, firstly for our BMW airhead twin, then later the GL1100 Goldwing, Robbie impressed with his ability and knowledge.

SidecarJohn

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Vmax Diaries – Part 10 A break from the usual format, usually dominated by our Yamaha Vmax and sidecar related issues. This time because of a problem with the Vmax clutch slipping.

The kind of things normally associated with Yamaha's original power cruiser, such as tyre spinning games at traffic lights and other excessive right hand exercises, might be the norm for the usual suspects. Vmax forum dialogue suggests that clutch issues can be, sorry are, par for the course.

On the other hand, even if our 1200 vee four doesn't venture much at all into V Boost territory, in truth very rarely, there is the not too small matter of there being this “accessory” on the side. A single driven motorcycle wheel isn't merely being asked to push along a single track vehicle, but the added weight of the sidecar and whatever we care to load it with. Although aerodynamics aren't exactly the Yam's forté even as a solo, it hardly helps to have to push along the “accessory” as well. For sure, those clever engineers at Hamamatsu didn't include a sidecar in their design brief.

Signs of clutch slip had not been evident in what could be considered normal use.

Acceleration from standstill, overtaking, or for more than 99% of the time all has been satisfactory. Yet, minimal signs of clutch slip had been a rare occurrence over more than a year, predictably when really pushing things along. Shall we say near the upper end of the Yamaha's performance capabilities. A main multi-lane highway, a particular lengthy uphill section, and loaded with camping equipment became the predictable scenario.

The signs of the clutch struggling would see a sudden surge in engine revs, which eventually became more predictable. The incidence was rare, so dealt with by reprogramming the right hand to restore some sense of mechanical sympathy. For a period behaviour was amended to avoid the situation, but unfortunately the temptation to “hurry along” would return as the Vmax power can be a little addictive.

The time came when it made sense to check things out.

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Vmax clutch slip is, perhaps understandably due to its image, recognised as an issue.

Advice and solutions abound with aftermarket alternatives and solutions involving the standard set up. Amongst the basic recommendations is not to use synthetic engine oils. The manufacturer's oil specifications relate to the Vmax's original 1990s design.

Consequently, mineral oils are recommended.

Despite past personal experience with a BMW K model, with advice also against synthetic oils, these had been used in the Vmax from the outset of our ownership.

Perhaps an example of repeated ignorance, added to by being able to purchase oil at attractive prices. Before any further action was taken an oil change was done and the Vmax filled with quality mineral oil.

Soon after a ride involving a “slippage test” highlighted the problem remained. The consequent niggle was that if left alone the clutch might give us more serious problems when least welcome. Besides, online advice hinted at “normal” clutch life of 16,000 miles and the bike was a good 7,000 miles over that.

Need to say that from a personal point of view a clutch life of 16,000 miles doesn't sound great, far from it. We ran a GL1100 Goldwing for 10 years and the clutch hardly ever needed adjustment despite hauling a big heavy, and always well loaded sidecar.

The clutch options were considered, including a so called “DD” modification. The standard set up comprises 7 friction plates, plus what is described as a half friction plate. Seperating steel plates complete the assembly. The DD option involves replacing the half plate with a complete friction plate.

Varying views exist for the pros and cons of the clutch alternatives, be they standard, the DD amendment, or aftermarket stuff. The choice was to retain the standard friction plates, but replace the diaphragm spring with a stronger aftermarket one. The claims for this being that it is “60% stronger” and “as strong as they should have been made originally”.

The Vmax clutch location permits easy access and minimal dismantling of other parts, unlike most other sidecar bikes owned, which required major strip down to access the clutch. Of course, from a Yorkshireman's perspective, the cost of the required parts seemed high. However, it's recognised that this is an issue with the vast majority of motorcycles, and unfamiliarity with other models' pricing structures. The price of progress.

A friction clutch plate set, plus the stronger diaphragm spring were duly ordered and quickly delivered. It was decided to inspect the steel clutch plates when dismantled and then make a decision about the need to replace.

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The process of dismantling was easy with only very minimal removal of other parts.

Everything ready to do the job after removal of the rear brake pedal, associated springs, and connection to the brake light switch

Clutch cover retaining bolts easily accessible made removal easy.

Slight, evenly spread taps with a rubber mallet helped to free the cover.

Two dowels ensure location is kept even.

Old reliable, kitchen bowl ready to catch draining oil.

Cover removed, exposing clutch internals.

Note 6 bolts retaining diaphragm cluch spring.

Careful removal of old gasket material from mating surface of cover was required to ensure a good seal was achieved when reassembling.

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A - Clutch plates are marked to ensure correct assembly.

B – 6 Retaining bolts.

C – “Pressure plate 2” (Yamaha) D - “Spring clutch 2” (Yamaha) E - “Pressure plate 1” (Yamaha)

E - “Pressure Plate 1” (Yamaha)

Ready for the new parts and assembly.

In the event it was found that the steel clutch plates required cleaning with wire wool, and that they were still acceptable to use.

Subsequent rides confirmed that all was well with the renovated clutch.

The only difference in the clutch renovation was not to use a gasket for the housing cover. A known sealant, one successfully elsewhere on the Yamaha was used. After some miles there have been no indications of oil leaks, or other problems.

Finally, no signs of clutch slip, even when “indulging”.

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Old Iron A'Plenty My intention for this edition was for something entirely different. Well, maybe not entirely different. It’s all about motorcycles isn’t it. Instead of reminiscing about things long ago, this time something that was on my agenda a couple of weeks ago in the middle of July..

It was the occasion of the “Panther Owners Club” rally which was held in Derbyshire in the small village of Two Dales, which is near Matlock. I was intending to camp for the weekend, but my plans were altered by the fact that my friend Pete asked me to accompany him on the Sunday to a special event in Sheffield. More on this later.

The weather forecast wasn’t good, but what the heck, if you want to ride, ride. For this ride out I finally got to use my latest addition to my stable, a 1998 250 M.Z. This motorcycle was gifted to me by a good friend who knew that I was a fan of M.Zs Initially I found the M.Z. rather hard to ride. The foot pegs were far too high for me as I am rather long in the leg. If it wasn’t for my long legs, I would be classed as a short arse. Nuff said. I lowered the foot pegs by about 70 mm, nearly 3 inches in real money. Gear lever and foot brake suitably altered and all was fine. Good to go.

The shortest distance to “Two Dales” is around 25 miles, but I normally do a tour of the Peaks first, which doubles the mileage. From my home in Sheffield I prefer a route that avoids most of any town work.

Literally, as I leave home, two corners and I am on a country road. Brilliant. My route took me via the A57 to Bamford, Castleton, Chapel-en-le- Frith, then back roads to Monyash, Winster and then Two Dales. A superb scenic, mainly traffic free ride.

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All that riding takes time. So, on arrival at the “Plough”, the venue for the rally, most of the campers were making ready for the ride out. I could see that I would be kicking my heels for a good few hours till they returned, so I tagged along.

A real mixture of machines here. My little M.Z. was one of the more up to date machines.

Five combinations were in the mix. Going real well they were too. However, when we inevitably hit some traffic they were stymied. By the time that we arrived at the “Yonderman” café on the A623, a popular biker café, three of the outfits had called it a day and turned back.

Our next stop, near Hartington, was a café a little less overcrowded. Hardly had we removed our helmets than with a great roar, another bunch of riders turned up. Most of these were on “Indian” twins. I am not an expert on “Indians”, but I do appreciate diversity.

You have to admit, “Indians” come into that category. As with any group of motorcyclists, we were soon in deep conversation with these guys. They were camping somewhere near Nottingham, and were on a ride out.

Later on, back at the camp site, preparations were being made for the evening entertainment. This, as usual was to be a jazz band, but first was the ceremonial serving of the “Pimms”. Nice satisfying drink this and I had a second one.

After ringing home to report, and being told that my afternoon meal was on the table going cold, I stayed another hour or so listening to the music. Pay back time arrived on the way home, when the heavens opened, and for 2 or 3 miles it was hard to see.

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Old 'uns amongst the “Old iron” - Alf, Oscar, and Bob @@@@@@@@@@ On the Sunday, I accompanied friend Pete, who was riding his Ariel Huntmaster with V.P. sidecar to an event at the very impressive “Kelham Island” industrial museum in Sheffield. This was a 40’s nostalgia weekend and Pete was invited to go along with his combo to help the Vintage motorcycle display. My little M.Z. was relegated to a spot behind some stairs, being too late a model.

On the display of motorcycles were a Panther, a Ner-a-Car, a BSA, made up to look like George Formby’s T.T. winning bike. Taking pride of place was a “Sheffield Dunelt” This motorcycle had just been bought as a basket case from Sweden.

This small display created quite a lot of attention, and helped the day along just fine.

Along with the Dunelt was the Ner-a –Car motorcycle and a “Sheffield Simplex” roadster car. The “Rolls Royce” of it’s day. All three made in Sheffield.

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Vintage display at Kelham Island

The Dunelt awaits restoration

Sheffield Simplex roadster A “Rolls Royce” of its day made in Sheffield

The very different Ner-a-Car Innovative design for sure

For me, a very satisfying weekend with some very “Old Iron”.

The Dunelt story was reported by the local newspaper, the Sheffield Star: -

Restoring one of the world’s last surviving Sheffield motorcycles: “It’s a piece of history” “A Sheffield made Motorcycle, thought to be one of only two left in the world, will be restored to it’s full glory and put on display in the city where it was manufactured. Chris Rogers is involved in the restoration of the “Sheffield Dunelt” which was found on a farm in Northern Sweden, where it is believed to have lain since before World War Two. The project is funded by mechanical & electrical firm H.E.Bates, and is being completed by Chris Rogers and a group of volunteers. Chris who has restored many rare bikes over the years, approached both Kelham Island museum and H.E.Barnes about purchasing the bike.

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Chris went on to say ;“ I got in touch with a man in Sweden who is a world renowned motorcycle enthusiast” he said, “About ten years after I called him, out of the blue he called me and said, “Are you still looking for a Dunelt ?”. “I couldn’t believe it. We don’t know much about it, or who owned it at all. It’s unbelievable that it was even found. I remember the day it arrived from Sweden, in a large box, we opened it very carefully, and there it was”.

The bike - a 1932 V5 model with a Sturmey Archer 600c.c. sidevalve engine and gearboxis so scarce, even fanatics may never have heard of it. While a handful of models exist, there is only one other of this particular type known, and Chris’ motor is a deluxe variety, with electric Miller lights and a chrome tank with two tone paintwork. It was the largest capacity motorcycle made by “Dunelt” and was ideal for sidecar work.

Steelmakers Dunford & Elliot founded “Dunelt”, an award winning marque, in 1919. In 1931 the factory moved from Birmingham to Sheffield. Motorcycles were only produced in Sheffield for a couple of years, making this an important find. The range reduced dramatically and the last Sheffield made “Dunelt” came off the production line in 1935.

The firm went on to produce outboard motors for boats. Many “Dunelts” were exported to Sweden as Dunford & Elliot imported a lot of Swedish iron ore for their steelmaking.

Chris, who lives in Derbyshire just outside Sheffield knew the motorcycle should be displayed in the city, and made it his mission to have it returned home.

“I initially approached Kelham Island museum and told them, “You have to get this”, but sadly they didn’t have the funds. I was very happy when H.E.Bates decided to buy it. I thought it had to come back to Sheffield one way or another. Sheffield is where it should live. It’s a tangible piece of history, whether you’re a motorcycle enthusiast or not.”

“Other local businesses are getting involved in the restoration- people are offering their time as well as parts and equipment. The restoration could take up to a year. The idea is to put it on show in the state that it was found.Then bring it back to Kelham when the project is complete.”

Chris says his ultimate dream is to get the bike running, then take it back to the factory that it was made in.

The last surviving remnant of the original Attercliffe Dunelt factory, is a small section that was the assembly and machine shop.

Press release by Holly Webb - Sheffield Star newspaper- 19 th June 2019.

Oscar

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“Whatever did MAG Do for Us ?” - 8

The work of MAG continues in maintaining and defending the freedoms of UK motorcyclists. Politics in the UK is in a chaotic state at the present time, nothing new some might, so MAG representatives remain diligent and proactive in communicating with those of influence to ensure that undesirable rules, regulations, and directives don't “sneek under the radar”.

Familiar issues provide constant attention, but MAG remains vigilant to address long standing issues. A major emphasis is to maintain positive dialogue with those responsible for our public agencies and institutions, whilst not losing sight of addressing matters of concern to motorcyclists, ALL motorcyclists !!

Recent examples of MAG's regular involvement with government and other agencies in recent months; 4th July 2019 - MAG demands that TfL investigate the reasons for higher risks for London motorcyclists.

The Motorcycle Action Group (MAG) has revealed its own analysis into the “safety in numbers” concept and, in the process, uncovered some uncomfortable truths.

The Motorcycle Action Group has been working on analysis of motorcycle casualty statistics in England. The purpose of the analysis was to establish evidence for the widely accepted belief that there is a safety in numbers effect applicable to motorcyclists as much as cyclists. The theory is that higher numbers of cyclists or motorcyclists on the road actually results in reduced risk of collisions due to increased awareness of the vulnerable road users by other road users.

MAG’s Director of Campaigns & Political Engagement, Colin Brown explains: “We analysed at a regional and local authority level the proportion of total casualties in comparison with the prevalence of the two vulnerable road user groups in the transport mix, looking at varying levels of modal share in varying locations as well as changes in casualty share as modal share has changed over time

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The most startling revelation from the research turned out not to be in the safety in numbers results, which can be seen, but actually in the stark contrasts between trends in London compared to other regions. It is clear that over time the prevalence of motorcycles and pedal cycles has been very similar in all areas except London where the prevalence of pedal cycles is increasing at a faster rate than for motorcycles. The shocking thing, however, is that the proportion of casualties is similar and generally converging throughout the country except - again – for London where the proportions are very clearly diverging, with cycling becoming safer while motorcycling is becoming less safe.”

Reacting to the revelations, MAG’s Director of Communications & Public Affairs, Lembit Opik, said “Transport for London have adopted a Vision Zero aspiration to eliminate all road deaths, but this evidence shows that there is a clear imbalance between these two transport modes… and it’s getting worse. It cannot be right to continually improve safety for one road user group whilst ignoring or, as we are now seeing, increasing the risks for another group. TfL claim to want to reduce all road casualties, so why are we not seeing improvements in the statistics for motorcyclists? We need TfL to investigate and to take action to reverse this trend immediately.”

These revelations follow similar findings from widely reported analysis by Swinton Insurance, which showed that London is the most dangerous region for motorcyclists in the UK. Colin Brown remarked “The Swinton analysis shows a 5% decline in the number of collisions involving motorbikes nationally between 2016 and 2017, but an 8% rise in London. We would caution against adopting the standard approach of suggesting that it is the behaviour of London’s riders that causes this anomaly. It would seem inconceivable that if all London riders did a month long exchange visit to the West Midlands and vice versa, that the statistics would dramatically change for that month.

The riding environment being created in the capital is, undeniably, very different to that in other parts of the country. I believe that this environmental difference is the most obvious place to start looking for explanations, and would like to see TfL making this a top priority.”

Vice Chair of MAG, Andy Carrott, stated “We welcome improvements in cycle safety but fear that the impact of some policies, introduced to achieve these gains for cyclists, has not been fully considered. Other vulnerable road users, motorcyclists in particular, may have been placed at increased risk. We request that TfL provide evidence that the two trends in casualties are not causally linked but, more importantly, we urge TfL to take steps to reverse the trend in PTW casualties without restricting their use.”

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4th July 2019 - How many pre-Euro3 motorcycles need to be charged to offset Nox emissions from an Airbus A320?

The Motorcycle Action Group (MAG) has expressed anger on discovering that the proposed Heathrow Ultra Low Emission Zone (HULEZ) will include a charge on older motorcycles.

Proposals for a charge for more polluting vehicles driving to London’s Heathrow Airport terminals were announced in May this year. Despite the press reports suggesting that the HULEZ would mirror Sadiq Khan’s Ultra Low Emissions Zone, there was no readily available information to confirm whether the charge would affect motorcycles.

MAG’s Director of Communications & Public Affairs, Lembit Opik, commented: “It would seem unlikely to anyone with an ounce of common sense that a charge on road vehicles will do anything to reduce overall emissions in anything approaching a meaningful way when opening an entire new runway at Heathrow Airport. Despite this, Heathrow seem intent on virtue signalling their way through a consultation on this very idea. Imagine our disgust, therefore, when we discovered that the plan even proposes to repeat Khan’s basic error of charging a transport mode proven to help reduce emissions. How many pre-Euro3 motorcycles do they think it would take to emit the same amount of NOx as an Airbus A320?!”

Director of Campaigns & Political Engagement, Colin Brown said: “The proposal to include pre-Euro3 motorcycles in this daft scheme was hidden deep – very deep. In fact it was buried so deep that we had to specifically ask for confirmation on the subject. The response shocked me. Yes, Heathrow are proposing to exactly copy the London Mayor’s illogical policy on motorcycles. They seem somewhat embarrassed about this though, as the reference to motorcycles is hidden away in a single table of emissions standards buried on page 229 of a 444 page ‘Surface Access Proposals’ document.

“Needless to say MAG will be making a formal response to the consultation, and we encourage all bikers to follow suit. There is simply no justification for this charge to be imposed.”

The consultation can be accessed via the Heathrow consultation website https://aec.heathrowconsultation.com/.

The consultation covers an enormous amount of detail on a host of different subjects including: • a Preferred Masterplan for expansion; • plans to operate the future airport; • preliminary assessment of the effects of the airport’s growth; • plans to manage the effects of expansion.

If you only wish to respond on the proposed HULEZ, MAG recommends that you use the option by emailing your comments to feedback@heathrowconsultation.com. Closing date for consultation; 13th September 2019

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22nd July 2019 - MAG expresses deep disappointment with the DfT 2019 Road Safety Statement.

The Department for Transport (DfT) published its 2019 Road Safety Statement and 2year action plan on 19th July. The Motorcycle Action Group has been critical of what it sees as a lack of substance and ambition for motorcyclists’ safety.

Transport Secretary Chris Grayling described the action plan as “a key milestone in our road safety work”. Including seventy four action points, the DfT describe the document as a major package of measures to reduce the number of people killed and injured on roads. In the foreword to the report, Road Safety Minister Michael Ellis states that the majority of their work for the next two years and respective actions are focused on the Department's four priority road user groups – Young Road Users, Rural Road Users, Motorcyclists and Older Vulnerable Road Users.

The eight specific action points for motorcyclists are: • Continue to promote the importance of helmets and their correct usage through the DfT SHARP programme.

• In response to a consultation, DVSA will explore the possibility of developing a package of measures to improve the motorcycle training regime once Parliamentary time allows.

• Promote DVSA's Enhanced Rider Scheme and increase the uptake of post-test motorcycle training.

• Develop a training framework/syllabus to encourage riders who complete CBT but do not go on to take full test training to undertake further training.

• Work with the motorcycle industry to explore how to encourage the use of protective equipment, and furthermore explore the scope for new protective equipment for vulnerable road users that can reduce post-crash collision severity.

• Commission a review of the behaviour of drivers and riders in The Gig Economy.

• Highways England to deliver safety advice to leisure riders.

• Funding RoSPA to deliver an online guide on how to organise and conduct group motorcycle ride-outs.

Commenting on the report MAG’s Director of Campaigns & Political Engagement, Colin Brown, commented: “I have not had time to fully digest the report, but on the surface this appears to be yet another disappointing demonstration of the absence of real passion when it comes to motorcycling. The action points are simply more of the same or, worse still, promises to take action ‘when parliamentary time allows’. This is simply not good enough. Where are the fresh ideas? Where is the urgency? If the safety of motorcyclists really is a priority, make parliamentary time.”

Director of Communications & Public Affairs, Lembit Ӧpik, said “Honestly, I think a bunch of bikers spending an evening in the pub could have come up with an action plan that would have greater impact than this so-called package. We need the road safety community to take a step back and agree to really commit to motorcycle safety rather than just issuing a few more advice leaflets.”

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Colin Brown pointed out: “Just the other day the DVSA revealed the top ten reasons for car drivers to fail their test. The top two were drivers failing to look properly at junctions and not using mirrors when changing lanes. The same release admitted that 39% of accidents are the result of a driver failing to look properly. As vulnerable road users we need to see real action to raise the standards of driving; simply focusing on training and safety gear for the victim is not going to cut it.”

5th August 2019 - MAG releases first of its kind national motorcycle theft rankings

by UK police force area.

The Motorcycle Action Group has released a national police force ranking system for motorcycle theft. Following analysis of Freedom of Information responses the most complete picture of the national levels of motorcycle theft are now available for all to see.

The ranking system aims to demonstrate in a fair and balanced manner the level of motorcycle theft around the entire UK. To give a fair representation things like geographic size and population differences between police force areas have been allowed for by calculating a figure for the number of thefts per thousand registered motorcycles in each force area.

All 45 territorial police forces responded to MAG’s FOI requests, but sadly 2 failed to meet the deadline to be included in the published ranking and a further six were unable to give the theft data within the constraints of the FOI regulations.

MAG’s Director of Campaigns & Political Engagement, Colin Brown, commented: “It is disappointing that we do still have gaps in the overall picture, and we will be urging the eight forces that could not help this time round to consider ways to give us the data for future revisions. We will be running the ranking on an annual basis.

MAG is clear that the purpose of the ranking system is not to point fingers, but rather to assist all parties in better understanding the issues and opportunities to combat what is probably one of the most pressing concerns for many bikers.

For a biker, the theft of their bike is most definitely not a victimless crime. More so than for any other mode of transport, riders become very emotionally attached to their bikes.

For some loss of a bike is akin to the loss of a family member. It is unsurprising that this passion stirs up much emotion, and with motorcycles currently being seven times more likely to be stolen than any other form of vehicle, we have a massive issue that needs to be confronted head on.

We can only start to solve a problem if we first understand it. This work is only the beginning as far as we are concerned and we are already endeavouring to speak to and work with the forces that are showing the worst results.

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We are fully engaged with the Metropolitan Police Force and will be involved in discussions with the MET in September. We met the West Yorkshire Police and Crime Commissioner, Mark Burns Williamson, in August and have approached the PCCs for all forces showing above average levels of motorcycle theft.”

The rankings show that the Metropolitan Police Force area (which for the purposes of the ranking combines the Metropolitan and City of London forces) as the worst performing with 82 of every 1000 registered bikes stolen in 2018. Second place goes to West Yorkshire with 56 per 1000 stolen. Best ranked was Derbyshire with just 1 in every 1000 bikes stolen.

The full report can be found here: https://wiki.mag-uk.org/images/e/e7/Rankings_August_2019.pdf Colin Brown said “The fact that well over 60% of all thefts happen in just 6 police force territories is a clear demonstration that a concerted effort in those locations can make a vast difference to the national picture. We will be seeking to work with those forces to ensure that everything that can be done is done. We will not sit back and simply complain that more needs to be done, but hopefully a bit of healthy competition between forces will work in our favour.

Compiling this information has taught me many things already, from the differing methods of recording crime in use across the country, to the variation in performance levels when it comes to recording all crime, as well as the stark variation in levels of motorcycle theft across the country. Any analysis tends to lead to more questions, but it is only by asking those questions that we make progress.”

MAG gave opportunity for the worst performing forces to have sight of the statistics in advance of publishing the data, and asked for statements from them.

West Midlands Police issued the following statement: “As a force we are committed to tackling vehicle crime and have introduced short and long term measures to reduce the problem.

We take all reports of theft seriously and investigate proportionately.

If you see any suspicious behaviour, please let us know, no matter how small it may seem.

For more information on how to keep your car or motorcycle safe from thieves, check out our dedicated website.”

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Mark Burns-Williamson, West Yorkshire’s Police and Crime Commissioner, said: “Having been contacted by the Motorcycle Action Group, I arranged to meet them, along with West Yorkshire Police, to discuss the ongoing work to help address and reduce motorcycle thefts across West Yorkshire as well as what more we could do together in partnership. The meeting resulted in a number of actions that we will be working towards.

“Whilst these types of offences are always going to be more prevalent in larger metropolitan police force areas that does not mean we are complacent.

Robust law enforcement has a big part to play and where there are positive lines of enquiry West Yorkshire Police will investigate and seek appropriate actions and prosecutions.

We would also ask motorcycle owners to take extra precautionary steps where possible to help reduce their chances of being targeted by criminals. These can include adding an immobiliser, using a steering lock or storing your bike out of sight at night. More advice is available by visiting West Yorkshire Police’s website.

The fact that we are rated as outstanding by the HMICFRS in our crime recording will also affect our standing in MAG’s ranking. I understand this won’t bring much comfort to anyone that has unfortunately been targeted by thieves but it does mean that we have a solid base with which to understand the full extent of these incidents and work towards tackling them.

Going forward we will continue to build on our relationship with MAG in working to tackle these issues together and have agreed a number of positive stems linking in with our crime prevention leads.”

MAG looks forward to more productive engagement with West Yorkshire and all other forces where motorcycle theft is showing its ugly face.

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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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Sidecar Exposure It is some years since the motorcycle and sidecar combination was a significant means of transportation. Indeed, it probably could be viewed as the most significant form of mechanised transport for the masses in developing countries ahead of the automobile. Even in the 21st century there are parts of the planet where attaching single wheel fittments alongside a humble powerted two wheeler remains the way forward for millions. First world countries have, of course, moved on as affluence and consumerism has become dominant.

However, the sidecar still apears to have a place in developed society, but not as an accepted transport medium. Any serious acceptance is confined to a small number of enthusiasts. On the other hand the sidecar can often be seen in all manner of situations, be it movies such as the Harry Potter blockbusters, or animations such as Wallace and Gromit. Closer inspection will also find sidecars appearing in all sorts of situations, be it advertising, or other promotions.

In 2019 this sidecar exposure has recently featured in a theme park ride in Florida where the Enfield based outfit from Harry Potter is the start attraction. Essentially, the “ride” offers the opportunity to get your “thrills” sitting astride the motorcycle element, or as a passenger in the sidecar lookalike. Who would have guessed that a humble Enfield outfit could have had people queuing for hours to take a ride ?

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Another side of the coin is the BBQ outfit featuring an Indian Motorcycle. This time the deal is to present the sidcar as vehicle for practical use beyond merely carrying passengers. It might not be quite in the mould of those tradesman outfits of past decades, but it nevertheless gained some online exposure.

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Bob Spendlove Arts

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

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

If you contact Bob for information, please acknowledge Sidecars On Line 27

SideLines Choice, Experience and Advice – Part 1 From the early 1960s, novice motorcycling status had to be influenced by others as experience was notably limited. The first motorcycle was chosen on little more than chance. No serious analysis of magazines, expert rider opinions, or otherwise. More than anything it boiled down to a casual Saturday morning visit to a second hand car showroom in Ilford, Essex. The only bike in the place, the BSA C15, probably taken as part exchange for a car, struck a chord.

A provisional deal was done, but still required hire purchase documents to be signed by a father 160 miles away at the family home. Being a 17 year old, meant being too young to have a finance agreement. A 25% deposit was found by selling a cherished model train collection. The lack of capital meant initial insurance and road tax being added to that initial finance agreement, which required 36 months of payments at ÂŁ4 per month.

Paperwork sorted, the 250cc BSA was collected the following Saturday and ridden through the London's East End traffic. No riding instruction beyond what work mates had spoken of during the previous week and the stark reality that this was the first time actually riding a motorcycle. Still, I was quite accomplished riding a pedal cycle !

Initial riding clothing included hand me downs.

Father's old Corker peaked helmet (number 1 in ad) that was a bit tight, plus old waterproof leggings from his brief motorcycle exploits some 10 years before. An aunt's old suede, wool lined gloves covered the hands whilst the finishing touch was a canvas, over the head cagoule. Fine for pedal cycle commuting, but hardly protective when on a powered two wheeler. Rain was absorbed by everything save the leggings, and pneumonia was only avoided if journey lengths were based on minutes rather than too many miles. ! A Kangol jet style helmet via mother's mail order catalogue arrived some weeks later.

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SideLines The first significant ride to the family home in Yorkshire highlighted inadequacies when heavy rain struck for the last 40 miles, or so. The canvas cagoule with a normal suit jacket underneath and the old leggings proved totally unsuitable. Parents stepped in with a new Black Prince riding jacket, which whilst heavy proved superbly waterproof.

The ensemble was enhanced when father found long forgotten matching Black Prince trousers, plus some old gauntlets. Hardly the height of fashion for an emerging young “rocker”, but did provide confidence and reassurance whenever less than dry UK weather kicked in.

The first serious, bike clothing purchase, when just turned 18, was a Lewis Leather's Corsair Mk2 jacket. This even became everyday wear when not on a bike, and is still owned, although not used. The red lining has suffered somewhat, but it still fits !

Decisions about motorcycle purchases and other accessories have varied in terms of outcomes over the years. Good buys in clothing are recalled, but the general picture is that some innovation is required if you wish to keep comfortable and adequately protected. Overall, “expert” opinion has remained dubious, especially when it's come down to waterproof.

After over 40 years riding solos and sidecar outfits, that 1960s Black Prince jacket and trousers combination is still recognised as truly waterproof. Heavy and hardly suitable for hot riding days, plus clearly not stylish in modern day terms. However, it absolutely did the job.

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SideLines Significant positives on the riding gear front. Derriboots. These fashionable waterproof boots, a sort of upmarket, lightweight wellington boot, were very popular with sidecar types in the late 70s, early 80s. Hardly protective in a motorcycle boot sense, but still popular, they proved a reliable, comfortable choice for over a decade. Low cost meant being happy to replace if necessary.

Whether riding, walking, or camping in soggy fields at sidecar rallies, “Derries” were popular, trusted companions.

Best motorcycle riding boots by far were Altbergs, which served well for over 15 years. Basically, they simply wore out, which would have been redeemed if the North Yorkshire company had retained their overall renovation service. Sadly, financial expediency by the business presumably intervened, which came at the wrong time for yours truly. Certainly would have had those Altbergs renovated.

The boot saga continues and to some extent and after all the years remains something of a learning curve. When the Altbergs declined, even after attempts to salvage them, alternatives were sought. Despite the positive Altberg experience it seemed viable to seek out other options. After all the market seemed to offer plenty of choice. It was clear that sports rider styles were not on the agenda, so serious consideration was given to what are described as the “Adventure” style.

The now seen as naïve thinking was that guys who ride around on all those GS and similar models are being catered for with something that surely satisfies an all weather approach to motorcycling rather than sports bike enthusiasts with their ornate, multi coloured, poser boots. Online research followed and possibilities identified, although financial considerations were part of the deal.

Off to the nearly local motorcycle clothing emporium and choose from the limited options. Limited by cost, of course, but also because when refining the initial online search the advanced search option “waterproof” reduced a total of 85 boots down to 5, yes FIVE ! UK weather, modern materials, etc, and only 6% motorcycling boot designs available for sale were deemed “waterproof” ! Maybe this accounts for why so many UK motorcyclists either don't go out if rain is forecast, or hurry home if it threatens.

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SideLines Another factor was sizing. For years the personal UK size has been 9. Yet the salesman advice was to also try a size 10. The size 10 of the selected purchase fitted fine whilst the size 9 was clearly too tight, even though the style meant it was wide enough. The RST Adventure WP (Waterproof) boots seemed to satisfy our needs backed by reviews, plus retailer, and manufacturer advice.

Over the year following the boots lived up to expectations in varying weather conditions, although nothing severe. However, barely a year after purchase on a long journey from France in heavy rainfall, the boots seriously failed. For the first time in years the footwear filled with water with consequential discomfort and a seriously chilling outcome. Suspicions about the design rather than leaking material arose, but within days the weather was viewed as prime suspect.

Unfortunately, just over a month later whilst riding for a couple of hours in rain, the same problem arose. If there was a positive it was that alternative footwear was on hand in the sidecar to wear at our destination, Also, better weather prevailed for the return journey allowing the alternative walking boots to be worn.

As the boots had been owned for around 18 months and outside the guarantee period, a return to the retailer, basically to identify the issue by asking for the boots to be looked at for what is perceived as a fault. The outcome was not to my mind satisfactory. The RST boots may have looked the part for “adventure� riding, but certainly didn't compare in waterproof terms to the Altbergs, of crucially those old reliable, cheap Derriboots.

The current boot situation is that a pair of ex German army boots have been purchased from a military surplus company.

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