Sidecars On Line 48

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line Available Bi-Monthly

Issue 48 – August 2020

A Case of Social Distancing The South Yorkshire Sidecar Club at the Elsecar Heritage Centre July 2020

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Contents this Issue Editorial – Lockdown, escape and trying to look forward Tools, Spares and the Kitchen Sink ? – Sometimes things can go wrong Oscar's Odyssey – The S.Y.S.C. Caravan Club & Others – Not content with a “bit on the side”, some take something in tow “What MAG Does for Us – 13”- The Motorcycle Action Group maintains its pro-active stance in defence of motorcycling United Sidecar Rally 1979 – Visual reminders of a sidecar rally in the United States over 40 years ago Sidelines – Responding to Government – Sometimes it’s necessary to do more than mumble about bureaucratic mutterings Disclaimer

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Editorial First and foremost, apologies for the odd typo (spelling ?) in any issues of this little endeavour. Despite the efforts to proof read and be seen as a master of perfection (cough), being shut away trying to be creative has its downsides. On this time around I’ll skip the eggskewces !

Here in the UK it doesn’t help that the summer heat at the outset of lockdown restrictions, in itself not always comfortable, has recently turned into endless damp with what seem almost winter temperatures. All this affecting the dark moods of cherished motorcycle and sidecar events being written off. Still, there can be positives, which have made a difference.

Problems with the family car (stupid electric windows) have meant using the sidecar outfit for basic errands such as shopping. Not so bad with reduced urban traffic and an excuse to make “slight” detours to return home. Even on poor weather days something of a highlight.

However, another ride out to one again meet up with other members of our sidecar club proved a positive experience. No great mileage and sensible social distancing at the chosen destination, plus good weather proved enjoyable. However, the day also tended to highlight that we are all some way off returning to normality with the pandemic situation.

Whilst it is true that there is some easing of restrictions, the coronavirus shows no signs of abating its influence on health services and everyday life. Our local MAG group has resumed its weekly social nights, but with strict controls. A sense of vulnerability tends to make this a possibility for the future, not now. Our sidecar club night facility will not be available until September, and even then it could be some time after that before we are able to resume our twice monthly meetings.

Despite everything this issue has been prepared in good time. Hardly any excuses with not much else to occupy oneself. This time around a piece on what tools to carry when blessed with space beyond a solo motorcycle. Trouble is you can overdo it if you’re not careful.

Talking of what to carry, as in the last issue, and tools, how about towing ? Oscar shares some of the variations employed by his fellow club members and others. Who needs a Volvo estate car and a caravan ? There are times when politicians and associated bureaucrats seem to know about motorcycling, but then again there are times when they are completely oblivious of its existence. The Motorcycle Action Group works very hard to keep an eye on the ignorance, bias, and daft proposals displayed too frequently. The theme of Sidelines this issue is also about responding to yet another example of government’s narrow thinking.

Finally, a pleasant look back at a cherished memory of the 1979 sidecar rally held at the small town of Bland, Missouri in the United States. Thanks to our good friend, Doyne Bruner for the contribution. Wonder if there are any more examples of someone’s sidecar history ?

SidecarJohn

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Tools, Spares & the Kitchen Sink ?

There was a time when motorcycles were sold with a basic tool kit.

Usually in a canvas, or other pliant material roll. In turn this tool roll usually had a specific location on the bike. The supplied tools were generally for simple, owner adjustments, not for complex dismantling and repairs.

Manufacturers varied in respect of tool quality and what exactly was considered useful. Owners would probably supplement the collection as experience highlighted shortcomings both in the tools supplied and the bike’s particular quirks.

In times past, manufacturers could assume that motorcyclists would spend time on simple maintenance and servicing, thereby justifying provision of a few tools. The culture of returning the bike to dealers even for simple maintenance jobs is something of a recent phenomena. Inevitably, the technology of modern machinery has mostly eliminated owner maintenance and so the token toolkit. Do expensive, limited production exotics have any ?

Yet, there are good reasons to carry tools if something simple occurs out on the road. Being able to remove a panel to access fuses, or lights; adjust a cable, or drive chain; maybe tighten a loose nut, or bolt. So, simple issues can be dealt with in minutes and ensure a ride can be completed safely and in good time.

In extreme cases, say a tyre problem, being able to remove a wheel may mean a positive outcome, even if someone else is providing assistance. Obviously, mobile phones and recovery services have changed the view of breakdown issues, unless of course a journey involves remote, or strange areas. Then there is a need to be prepared for extreme eventualities.

During the early years of our joint motorcycling life, before marriage and associated responsibilities kicked in that is, we had summer Sunday rides with an older couple with their Triumph sidecar outfit. The BSA 250 C15 solo was our ride at the time, which caused a slight complication because Pat’s folks were not keen on her riding pillion. Their family transport was a BSA 650 outfit, so whilst they were happy for Pat riding on the Triumph pillion, they were not keen on the alternative. Let’s say we “agreed” to comply, at least when near to home.

In due course they seemed to trust this young “rocker” with their daughter’s fate.

In due course our older companions invited another young couple, who had a Panther 600 with sidecar. Nice couple and they suited our little “gang” quite well. However, there was an edge to the relationship as the Panther was temperamental and could require some attention during the da

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On our first ride together was to a grass track race meeting. As we indulged in the usual cuppa before the racing began, our young companion produced a full size suitcase from the sidecar filled with numerous tools and several spares, including a clutch assembly. Apparently the Panther’s clutch needed checking !

Thankfully, the check didn’t involve actual replacement, although adjustments were made.

Being unfamiliar with the big Panther single meant I could avoid involvement. Besides in those days I did my “just in case” maintenance chores, usually on Saturday in preparation for any Sunday jaunts. Hopefully, Sundays could avoid dirty hands. In the couple of months following, before other acquaintances and activities came our way, our intrepid Panther man always found time to open the suitcase and indulge in some “fettling”. Slightly amusing, although how his girlfriend viewed it ultimately we’ll never know.

Now, there’s no doubt that a motorcycle and sidecar outfit has many merits (Oh yes it has !), particularly carrying capacity. How much capacity varies, as does satisfying user requirements. Horses for courses, and all that. Clearly, there’s a difference between the guy who simply needs a mobile kennel for day rides with a beloved canine, against a couple traveling across a continent with tent and essentials. Again, different scenarios.

Besides actual passenger requirements and luggage, there is a likely need for appropriate tools, spares and other equipment that may prove useful should maintenance, or repairs be required. The addition of the “bit on the side”, plus other potential vehicle amendments beyond the base motorcycle, will likely require additional tools, plus spares and other useful items. A small roll of minimal tools for the bike cannot be expected to address anything to do with the sidecar, be it fittings, electrics, or the associated bodywork. After all, the operator now has a completely different road vehicle.

So, what to carry ? When we acquired a brand new Ural motorcycle in 1972 (Russian sidecar not then part of the deal), but with an equally new Watsonian Palma attached, a tool kit was supplied. The array of items included spanners and screwdrivers in a roll housed in a lidded section atop the fuel tank. However, accompanying factory tools could hardly be carried on the solo machine. Truck size tyre levers, large spanners, an old style stirrup pump, plus air pressure gauge were left in the garage. More compact alternatives were carried initially in the sidecar and later in a pannier/ top box arrangement Pat produced at evening class.

Returning to the question of what to carry does depend on the individual based upon personal capabilities, potential issues with the vehicle, and, as is now the case, personal limitations based upon age. We don’t quite function as we once did, so the demands of undertaking some tasks is affected.

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The current tools carried has evolved based upon experience, advice, and inevitably times when things didn’t go to plan. Over the years a mixture of issues have cropped up and resolved. Sometimes resolution has been long winded, even requiring a degree of trial and error. The ultra reliable Goldwing did once play up in France. For no apparent reason, thankfully at slow speeds, the electrics simply cut out. Fuses, electrical connections were repeatedly checked, but then out of the blue all seemed well again.

However, the aftermarket voltage gauge mounted in the fairing, would suddenly register zero. What now seems incredulous, and did so when the culprit was dealt with, is failing to check the voltmeter connections. A nut for one of the two connections had come loose making the circuit unreliable. At speed, attendant vibration of the fairing, helped maintain the electrical circuit. Much head scratching over a couple of days, coupled with repeated inspection of possible causes, but a failure to remove two panel screws and inspect the voltmeter. It again confirmed to the kids and missus that perfection is hard to come by.

So, carried on our Vmax outfit, mostly in the bottom of the sidecar boot.

First the tools;

Some tools came with the bike, others relate more to other aspects of the outfit, as well as extras to make some possible tasks easier. The scissor jack is a given with any of our outfits.

Have tried stubby hydraulic jacks in the past, but not quite as versatile. Note the stubby socket wrench, stubby adjustable spanner, and stubby hammer. Naturally, the hammer is for delicate, precision jobs !

Choice of tools such as spanners involves working round the vehicle and assessing what could be required. This isn’t about general maintenance and servicing, but for those “just in case” situations. These tools are not about those jobs best done at home. Indeed, predominantly these tools are not required for home based work. It makes sense to have additional tools permanently in the garage, or workshop.

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Then, the additional items;

Some may be visually obvious, but lists might assist; TOOLS

ADDITIONAL ITEMS

Spanners, including Yamaha specific

Electric tyre pump, plus pressure gauge

Adjustable spanner

Aerosol tyre sealant & Repair plug set

Sockets, T bar, mini ratchet

Jiggle Siphon

Screwdrivers

Tow rope

Hammer

Emergency triangle

Plug spanner

Nuts, bolts and washers

Scissor jack & crank handle

Electric wire, fuses, varied connectors

Pliers

Tie wraps

Allen Keys

Varied hose clips (Jubilee) Duct tape, Sealant & Spares 500 ml engine oil, plus 5 litres petrol

Some explanations; 

Yamaha specific – Three closed end spanners are supplied in the standard tool kit for larger nuts such as on wheel axles. A simple, slip on extension is included.



Jiggle siphon – No more mouthful of petrol, or similar noxious liquids. Shaking of the pipe end produces the desired effect. In our case can relate to the bike, but also if need petrol for the camping stove. (Current price – July 2020) £5.99 at Screwfix.

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

Tie wraps – Reusable tie wraps are a good option for many uses. For example, if the front wheel of our Vmax is removed, the brake calipers have to be unbolted. They can be supported using reusable tie wraps rather than risk damaging the hydraulic hoses.

Clearly no suitable as a substitute for a failed weld, but the versatility of tie wraps should not be dismissed.



Hose clips – Normally, Jubilee, or hose clips are unlikely to simply fail, but carrying a few different sizes doesn’t go amiss. By joining two, or more together it has been possible to retain, or secure things as an interim measure until a proper repair, or replacement is undertaken.



“Sealant and Spares” – Early in the Vmax ownership a leak was noted at the base of the fuel tank. A small plate accessed the bike’s fuel reserve plumbing. Problem solved with OE rubber gasket, plus a smear of suitable sealant. However, bike service notes stated check at a meagre 4,000 miles intervals. The suspected “likelihood” of a leak has meant carrying a spare gasket and sealant ever since. 4,000 miles ? Blimey !



“5 litres petrol” – Following the fuel tank running dry a few years back, the need for a reserve supply was seriously addressed. In times past spare cans and plastic containers had been used for a time and then abandoned. Thoughts about specific carriers, even adding an extra tank had come and gone. The solution chosen (see Sidecars On Line 35 ) was to fit a Rotopax fuel container in the sidecar boot. This is emptied at intervals to deal with any potential problems with stale fuel.

Finally, the lists are not written in stone. Circumstances and experience can always justify a rethink on what to carry, or what to discard. To date never seen the justification to carry a spare clutch like our Panther outfit riding companion back in the mid 1960s !

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If you contact Bob for information, please acknowledge Sidecars On Line 12

The S.Y.S.C. Caravan Club & Others I suppose that towing a camping trailer behind a motorcycle combo is nothing new. However, some members of the South Yorkshire Sidecar Club have elaborated on this and made small caravans to haul around.

Back in the late 90’s Chris Wilson converted a 6 foot x 4 foot trailer into his idea of the caravan theme, and the first one to do so from the S.Y.S.C.. This had canvas sides held up by aluminium tent poles. To me it looked just like a covered wagon from the “Wild West”, but it did a job. Such a good job, it won the prize for the most original design at the 1997 “Easter Egg rally”, which was at the time organised by the North Staffs Sidecar Club.

Chris, later obtained a “Sleeper” pod trailer, which he now uses on a regular basis. He also has a motor home. This is used whenever his wife Lorraine accompanies him.

This was soon followed by Phil Cheswick’s creation. This was once again a standard trailer body, 6 foot x 4 foot. This had wooden walls which were hinged to the trailer body. The four walls folded down, one on top of the other. These fitted nicely on top of the trailer. The roof was simply the trailer cover. This design (?) was so successful that Phil still uses his camper to this day. Everyone on the camping scene knows of him. At one camping event, someone commented that Phil’s “sky-blue” camper looked like a “hen hut”. Since then it became known as “The Flying Hen-hut”. Phil doesn’t care.

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Phil’s “Flying Pig Hen hut”, a familiar sight for some years on the UK sidecar rally scene.

Pete Ellis is also a convert to the “camper” idea. He has used the Phil format by utilising a trailer chassis and body. Pete complements the idea by fitting a canopy to the front. This gives him plenty of room for the better things in life. Such as a cooker on a stand, cooler box, etc. Not to forget plenty of room for a fold up chair, or two. Many a time I have been glad of the protection of the canopy not to mention the great stews that he conjures up when at camp.

Earlier I mentioned the “Sleeper” pod. This commercial trailer (tear drop) remains very popular on the sidecar scene. Quite a few SYSC members have got, or had one. John and Pat Procter had one. I am not sure if they still have it (the POD that is). These days some of their camping now includes grandson Cameron, so sleeping space is limited. Even just two bodies in there means you have to be on good terms with your partner.

(Editor note: John and Pat do indeed still have the “Sleeper” pod. It stands very obviously where Oscar can see it when he visits. Sometimes he has parked his bike next to it, so how come he’s “not sure if they still have it” ?)

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The height of SYSC luxury – double bed, stereo system, 3 ducks on the wall !

John and Pat also once had a “Dandy” trailer tent. They tell me that this was great for camping.

There was plenty of room once it was opened out. The great drawback with this camper was it’s weight. John’s old BMW could hardly drag it up some of the hills they encountered. I suppose it had to go.

Mark Fowler also had a “Sleeper”. He spent plenty of time devising a weatherproof awning to fit it. I suppose if you are going to use any “Pod”, or trailer tent your choice of tug means you need plenty of c.c.’s Then comes the ubiquitous “Comanche Petit”. This is a small commercially produced trailer tent, ideally suited to being towed by a sidecar rig. Sleeps 2, with plenty of room for equipment.

Plenty of these have been used by our club members and other sidecar owners. I once had one of these. I bought it along with a BMW rig. I eventually sold it, as I had nowhere secure to keep it. I thought it was OK. One of our club members bought it from me. He eventually sold it to another sidecar owner. I imagine that it is still doing service somewhere.

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Some imagination was at large when Paul Money brought along his “camper” to a rally. This was a sidecar with another wheel added, to make a trailer. This was a double adult body fitted out with chintzy curtains and complete with an awning. This looked great and caught plenty of attention wherever it was pitched. Later on he made a stove out of an old gas container. The chimney arrangement snaked it’s way through the upper windows of the trailer and out the other side. This was his central heating system.

Dave Fairhead, a regular visitor to SYSC events, used this theme for one of his camping trailers. I think that this was a “Rankin” sidecar body. This eventually gave way to a smaller home made trailer tent. This was a car roof box cleverly designed to open up with all canvas attached. Very clever, practical and light.

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Over the years, lots of sidecarists have had the pleasure of owning a camper of some kind. It is so easy to overload a trailer with extra camping gear. Especially if family is involved. We all know how much room that extra pair of shoes for the wife will take up. Not to forget a bicycle for each of the kids. Oh yes, I nearly forgot to mention the family pet, usually a dog, sometimes of a large variety.

On a couple of occasions cats have been seen at camp. I remember a “Siamese” that used to come along. This was a right old thief, no tent was safe from being raided. Dogs or cats, they also need their food and toys. One year there was a craze for having a potted plant outside of the tent flap. We have all seen it, and we never cease to be amazed at how on earth did anyone get all of that into a space as small as that.

Last year 2019, an outfit came along to our annual rally. He had a “Kompactcamp Mini Mate”.

Made in the USA, this was incredibly compact. I was really impressed. The trouble was, he only stayed one night, and I didn’t see him arrive or leave. So I never got to pick his brains.

As we all get older, it gets to be a struggle sometimes crawling in and out of a small tent. The trailer way, may just be the job. Anybody fancying trying out or building a trailer, can find any amount of information on the old “t’internet” Give it a go, you may be glad that you did.

Oscar

“Stranded in the Highlands”

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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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“What Will MAG Do for Us ?” - 13 A significant part of the Motorcycle Action Group’s income comes from the events organised by members all around the UK. Notable amongst the events are the “big three” promoted by MAG’s Yorkshire region, namely “Into the Valley”, “The Farmyard Party”, and the “Yorkshire Pudding Rally”. These popular events amongst the motorcycling fraternity are significant in the numbers they attract. Equally significant is the fact that the majority attending are not members of MAG, so they do have broad appeal.

Sadly, the Covid19 pandemic lockdown measures have resulted in events being unavoidably cancelled, or postponed. Whilst the upfront costs incurred in organising and setting up these events have been mostly saved, it does not change the fact that income for MAG is being lost, plus more broadly, associated traders, caterers and bands will have lost income. The extensive nature of lockdown measures will probably see some of these cease business.

Without the financial support from the “big three” in 2020 due to the coronavirus pandemic, the organisation is severely depleted in its ongoing efforts to fight for motorcycle riders’ rights, be they members, or not. An uneasy time as issues that have been on the agenda for some time are joined by additional threats and concerns. Some of newer challenges have arisen as consequences arising from potential, radical changes in the way life has changed due to Covid19. Vigilance and adequate responses from MAG have probably never been as important as they are in the current climate.

Motorcycling is under serious threat and needs to be taken seriously. Whilst it may be the view that the juggernaut of bureaucracy cannot be overcome, there is always a justification for resistance, especially if it is considered and objective. Emotions and feelings do govern any debate, but that does not mean that a positive approach cannot achieve positive outcomes.

3rd June 2020 - New paper shows the Carbon cost of anti-motorcycle transport policy The Motorcycle Action Group has published a new paper examining the Carbon cost of poor motorcycle transport policy. As pressure increases on the Government to properly address the role of motorcycles in the future of transport, MAG demonstrates the huge own-goal scored by transport policy makers over recent years.

The paper “Motorcycle Carbon Emissions” examines the tailpipe emissions from motorcycle commuter trips. Noting that embedded emissions savings from manufacture of vehicles will be highly relevant, and again favour motorcycles over cars, the paper covers direct tailpipe emissions.

The paper analyses statistics from the National Atmospheric Emissions Inventory and The Department for Transport.

The conclusion of the analysis is that had policies been put in place to halt the decline of motorcycle commuters, and to mildly promote the mode as an effective commuter choice, the nation could have reduced its Carbon emissions by a staggering 294.3 Kilotonnes over the 15-year period from 2002 to 2017.

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Based on a modest 1% modal shift of commuters from cars to motorcycles over 15 years, the estimate is far from exaggerated.

MAG often quotes the findings of the TM Leuven study of 2011, which showed that a 10% modal shift from cars to motorcycles would reduce congestion by 40% and reduce transport Carbon emissions by 7.5%. A modal shift of this magnitude would have equated to a saving of 8.85 million tonnes of Carbon in 2017 alone.

Author of the report, MAG‟s Director of Campaigns & Political Engagement, Colin Brown, said: “The numbers shocked even me. Bear in mind that my analysis only covers the emissions savings from commuter trips. The savings if the same analysis is applied across the whole range of trip purposes, would be colossal. MAG has long promoted motorcycling as an environmentally friendly transport mode. This analysis shows that our claims are not fantasy. We urge Government and local transport authorities to wake up to the idea that motorcycles are a valid part of future transport solutions. This answer has been under their noses for long enough: now is the time to act.”

The Motorcycle Action Group is working with other motorcycling organisations on the “Ride COVID Safe” initiative and is promoting International Ride To Work Day, which falls on 15th June this year.

MAG Chair, Selina Lavender, said: “Government may not yet actively promote motorcycles, but MAG will continue to rigorously and enthusiastically do so. We can only do what we do with the support of the riding public. There are over one and a quarter million regular riders in the UK, so it would really help for all those riders to join MAG and help us to help them. Together we can protect our passion and save the planet too.”

17th June 2020 - The Motorcycle Action Group demands immediate three-point Government action.

The Motorcycle Action Group are demanding immediate action by Government to include motorcycles in the COVID lockdown exit plan. Amid press reports of rocketing demand for motorcycles and scooters, MAG is demanding that Government support this common-sense approach to commuting challenges. MAG claims that three demands will cost not one penny of additional spending to implement yet will have a significant impact.

The demands are as follows: 1. Specifically recognise and encourage the role of motorcycles and scooters as a socially distanced, congestion busting and sustainable transport mode for post-COVID transport in all Government transport messaging.

2. Mandate all local authorities to immediately allow motorcycle and scooter access in all combined bus and cycle routes.

3. Mandate all local authorities to immediately provide emergency secure two-wheeler parking facilities that can be used by both motorcyclists and cyclists.

MAG’s Director of Campaigns & Political Engagement, Colin Brown, said: “The time has come to forget about asking politely, and start demanding. None of these proposed measures will cost Government a penny more than they have already committed to spending, yet could provide a meaningful level of support for those who recognise the benefits of commuting by motorcycle. I would defy any Government Minister to come up with a logical reason not to support these proposals to spend public money more wisely. The time for procrastination is over We have an economy to rebuild and a transport solution whose time has come.”

MAG’s Chair, Selina Lavender, said “We have waited for engagement and polite debate for far too long. These three simple proposals must be acted on now.”

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2nd July 2020 - The Coalition of Motorcycling Organisations thanks motorcyclists for their responsible actions The members of the Coalition of Motorcycling Organisations have issued a statement thanking motorcyclists for their restraint and responsible actions so far. Ahead of further and more complex changes to the lockdown regulations in England, Scotland, Wales and Northern Ireland this weekend, the Coalition points out that the guidelines on meeting in public are not changing to any significant degree. The Coalition’s existing COVID-safe guidelines will be kept under review.

The statement reads: “The Coalition of Motorcycling Organisations is pleased that the vast majority of motorcyclists have adhered to Government Coronavirus guidelines. We appreciate that the restrictions have had a significant impact on motorcyclists in terms of the sport, social and utility aspects of riding. We are pleased that the ACU are able to begin scheduling motorcycle sporting events, but much of the social side of motorcycling is still severely restricted. We hope that riders will continue to follow Government advice with the assistance of our tailored motorcycling guidelines, and look forward to motorcycling returning fully to normal when the virus is defeated. We are confident that motorcycling will continue to be a vital part of our lives after the pandemic and, indeed, will be so for greatly increased numbers in the new normal that emerges.”

With detailed aspects of the Government's COVID-19 rules and guidance changing on 4th July, the Coalition urges all motorcyclists to think carefully about how these impact aspects of motorcycling.

The Coalition urges all riders to follow its guidance (https://bit.ly/COVIDRideV2 ). Riders should also use their good judgement in relation to the way upcoming changes to legislation now apply to their riding plans.

Camping and use of hotels and hostels will be allowed in England, provided social distancing and hygiene standards are maintained; pillions from within larger family 'bubbles' will be allowed too.

Ferries are opening but quarantine for returners to the UK will apply; organised motorsport at private venues controlled by clubs will be allowed but the limit of people gathering outside in public space will still be six and social distancing must be maintained.

Although there are also expected to be some relaxations in Wales and in Scotland, the different restrictions that apply in these parts of the UK will continue. There may also be local lockdowns, as seen this week in Leicester. The Coalition asks all motorcyclists to remain COVID aware and COVID secure at all times and not to try to 'stretch the envelope' of what the new arrangements now allow. The pandemic is still far from over and the public image of motorcycling is still very much on the line. If riders have any uncertainties they should consult the Government's guidance, which is accessible at https://www.gov.uk/government/publications/coronavirus-outbreak-faqs-what-you-can-and-cant-do/ coronavirus-outbreak-faqs-what-you-can-and-cant-do

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As the areas full service dealership, we can service and repair most makes and models. See the latest ATV, scooter, motorcycles, and utility vehicles from Honda, Yamaha, Suzuki, Kawasaki, KTM, Triumph in our online showroom.

If you need any aftermarket gear, like a new jacket or helmet, save time and money with our online store. We also have a large parts section, so if you need anything for your motorcycle, atv, scooter, utv view our online parts store for blue prints, parts, and more.

As always, if you have any questions, feel free to call us or email us via our website. http://www.apexsportsinc.com If you contact Apex Sports for information, or to make a purchase, please acknowledge Sidecars On Line.

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United Sidecar Rally 1979 Bland, Missouri The United Sidecar Association was founded in 1976 in the Chicago area. Membership is mainly based in the USA and Canada, although it has attracted others from around the world. From its early beginnings it has evolved with a presence on the internet that includes information, plus a forum https://sidecar.com/ . The “USA” has representation in most of the United States, either as regional directors, or state representatives. A reasonable number of dealers, importers, and sidecar manufacturers have connections with the organisation.

Personal experience and knowledge of the “USA” started with our late friend, Doug Bingham. Otherwise dubbed as “Mr Sidecar” through his sidecar business in Los Angeles and his history of sidecar sport, Doug was instrumental in raising an awareness of the north American scene, He eventually introduced to other sidecar enthusiasts, including our good friends Doyne and Darlene Bruner in Colorado.

An early memory of Doug’s approach to promoting sidecars was when he provided a letter of introduction, or as he put it, a press pass. Something that perhaps I could use to gain favourable treatment in various situations. The deal was that at the time our esteemed buddy was President of the “USA”, on the organisation’s committee that is, so he suggested that his signature and “press pass” could exploit our connection. We will never know because I forget to carry this precious thing. Sorry Doug.

No longer with us, Doug is likely riding endlessly with his long time buddy, Doug Ekins, and possibly even Bud’s more renowned associate, Steve McQueen – Mr Cool, full time motorcyclist and part time actor.

So, what a joy to receive a short while back a reminder of the very early days in the history of the United Sidecar Association. Probably a discovery by Doyne Bruner whilst in Covid19 lockdown, booklet images recording those who attended the sidecar organisation’s annual rally in 1979. Certainly an interesting take on the year books that seem from a UK perspective to be a feature of American college life. It is fair to assume that these images from over 40 years ago could conjure up some memories for anyone, who might have been present in the Missouri town of Bland. For the rest of us maybe stimulating memories of our own sidecar histories.

For information, according to Wikileaks, “Bland is a city in Gasconade and Osage counties in the state of Missouri. The population was 539 at the 2010 census. A post office has been in operation since 1877.

The town is named in after U.S. Congressman Richard Parks Bland, a United States Representative from various districts in south central Missouri. Bland was a practising attorney in Rolla in neighbouring Phelps County.”

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PAGE 3 features Doyne and Darlene Bruner, Colorado Springs, Colorado

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At the time of writing it is clear that normal activities in the United States have been, and continue to be severely affected by the worldwide pandemic. Rallies, camping and other events that enhance our sense of community have been cancelled, or postponed. Other than at the beginning of the year, when some activity was still feasible, 2020 has been something of a write off. Perhaps the only consolation is that it hasn’t been a case of not turning up and reflecting on a good time missed. No folks, there’s nothing missed, or to be missed as no one else was, or will be there.

All the more reason then to make sure that when the opportunities eventually come along you take them.

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SideLines Responding to Government “On 4 February 2020, the Prime Minister announced that government is consulting on bringing forward the end to the sale of new petrol and diesel cars and vans from 2040 to 2035, or earlier if a faster transition appears feasible, as well as including hybrids for the first time.

This reflects the Independent Committee on Climate Change’s advice on what is needed in order for the UK to end its contribution to climate change by 2050. The proposals relate to new cars and vans - owners of existing petrol, diesel and hybrid cars and vans will still be able to use these vehicles and buy and sell them on the used market.”

The above statement led to a public consultation by the UK government. A familiar process to maintain a sense of democracy at work. Scepticism and mistrust perhaps justifies no action, but the feeling to respond. Enough has already been written in these pages to illustrate this is a topic that justifies a response.

The personal submission covered five areas, some of which already written in previous SideLines. The following part of the submission is extra commentary and specific; Measures required by Government and Others to Achieve the Earlier Phase Out Date The UK’s track record for implementing change of any description is appalling, even compared to some third world countries, let alone developed ones. Targets for major infrastructure projects already in the pipeline clearly illustrate the point. Financial projections are always completely unrealistic, whilst getting past desktop planning and preparation stages is a constant challenge.

From the outset the proposals to eliminate fossil fuel driven vehicles were initiated by knee jerk, politically correct reaction. That this consultation, appears so early in the debate, could indicate that those in charge haven’t got a clue. Lack of awareness and a predictable disconnect with reality is all too apparent with the request for commentary on five key areas.

The background to the main proposal centres upon the serious consequences for our planet if we do not address the protection of the living environment. The focus is firmly placed upon the “evil internal combustion engine and all its works”. The “final solution” is more about headlines than actually addressing the problem in a rational, relevant and realistic manner. No other approaches are tabled, which could achieve desirable results far quicker than is implicit within speculative dates.

Earlier incremental stages to address the negatives of internal combustion engines are key, especially if we are to accept the gravity of the situation. Specifically, engine capacity, power output, and fuel consumption limitations are currently possible for all categories of motor vehicles. For decades the negatives of motor vehicles have been omnipresent, yet measures to address these have been piecemeal and sometimes ultimately questioned. The most significant being changes to vehicle licencing that created a massive adoption of diesel engined cars. We all know the shortcomings there.

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SideLines Meanwhile, in the UK private cars have become longer, wider and taller. One person in a “truck” has reaffirmed the mantra of “more status than sense”. Along with other “obese” cars and SUVs, “trucks” cannot fit conventional parking space and yet rarely carry anything beyond family shopping. Curiously, even the “electric messiah” (Elon Musk), suggests such a truck is a good idea as long as its electric !

There are unanswered questions of how a population of pure electric road vehicles would place on the UK’s electricity generation capacity. In a world already affected by climate change, the requirement for increasing generation capacity is clear. It would be wise to encourage hybrid vehicles, so that more efficient, less polluting use could be made of fossil fuels, or substitutes. No issues of vehicle range, yet retaining the benefit of reduced pollution in urban areas. The greatest benefit, a significant reduction for a vast network of charging stations. Undoubtedly a factor that could seriously influence implementation dates.

Summary Much of government activity is disjointed. Policies and proposed schemes fail to inspire due to contradictions. These deliberations regarding the future of road transport need to consider broader issues such as the mega white elephant in the room, HS2. Irrelevant today and even more so in the future. It is incomprehensible that when the existing rail network is unfit for purpose, funds and resources are devoted to a questionable scheme. Before Covid19 illustrated potential for reduced business travel by changing work practices Improving the current rail system would be more beneficial. A viable, more attractive service would also have positive effect on the living environment.

The consequential benefits of infrastructure construction work as envisaged for HS2 would remain, as well as potentially at much reduced costs. To pursue HS2 means denying the drastic need to improve the existing rail system. Also, HS2 hardly correlates with much vaunted political aspirations for the regions, e.g. the Northern Powerhouse. HS2 simply reinforces the traditional primacy of south east England. Besides, the projected emergence of a functional HS2 in 2035 (more likely later) would still only put the UK a couple of decades behind the high speed networks in France, Germany, China, and Morocco ! @@@@@ There is no expectation of a reply beyond an all embracing acknowledgment. Equally, it may be that in these strange times some other matters may overtake, or undermine the situation. As ever it’s a case of “don’t hold your breath” when it comes to politics and bureaucracy.

Certainly no expectation of being summoned to Number 10, or some public honour. On the other hand, if someone could arrange for the lottery numbers to come up . . . . .

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