Sidecars On Line 49 by John Procter

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Issue 49 â&#x20AC;&#x201C; October 2020

Colin & Mary Price from Platts Common, Barnsley of the South Yorkshire Sidecar Club at Sherwood Forest circa 1960

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Contents this Issue Editorial – Lockdown, escape and trying to look forward Motorcycle Sport – A Personal Tale – Reflections of the early interest in motorcycle sport Oscar's Odyssey – History of the South Yorkshire Sidecar Club – 1 - The early days of a long established UK sidecar club “What MAG Does for Us – 14”- The Motorcycle Action Group still working despite the pandemic and lost income. “Race of the Year” – Mallory Park - 1968 – A generous slice of UK motorcycle racing history Sidelines – Speeding Up the Electric Revolution – The virus is affecting more than health and the economy Disclaimer

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Editorial Life has changed, hasn’t it just. By now months of events far and wide should have provided sufficient memories and material for the pages of this issue, and probably beyond. Sadly, circumstances dictate that 2020 would not work out as expected. Some head scratching has been required to compensate and provide what magazine editors refer to as “copy”. With few new adventures, the search for “copy” has looked to the past. Something of a virtual ride down memory lane, which it is hoped will still provide something of interest. So, no apologies for a lengthy piece about UK short circuit road racing, a particular favourite of ours in the 1960s and 70s. Specifically, the 1968 Race of the Year at Mallory Park. Much more than guys racing around a track just over a mile long, but more a slice of history featuring legends of world motorcycle racing competing in a scenario far removed from the mega bucks environment of MotoGP and World Superbikes. Even more “historical” perspective as Oscar writes about the formative years of the South Yorkshire Sidecar Club. Again, different times, but perhaps with a flavour that current sidecar enthusiasts can appreciate. It’s also a tribute to our regular scribe that he is such a dedicated custodian of images showing one club’s life for over 60 years. Beyond the disappointment of lost events and trips around the UK and Europe, there have still been opportunities to ride. Even with Covid restrictions these have helped maintain some sense of equilibrium. No doubt that a sidecar outfit, or solo motorcycle, can be seen as therapeutic when normal life is restricted. For sure, absolutely conducive to social distancing. However, as we would observe, traveling anywhere requires toilets ! Unfortunately, a particular low point when our sidecar friend, Pete Kemp, sadly passed away. Beyond the simple bonds of friendship, Pet was the “go to man” when it came to attaching a sidecar to a motorcycle, or the other practical aspects of our strange vehicles. Not that the rest of us are sidecar incompetent, but Pete was suitably equipped with a workshop that he had nurtured for over 40 years. Simply put, the lad had the facilities, but above all the enthusiasm and abilities to produce. That he also had the support of his missus, Eileen was the icing on the cake. It was appropriate that Pete Kemp should be celebrated with an appropriate send off. Despite Covid, Eileem, his family, friends, plus a significant number of sidecar outfits and motorcycles followed Pete from his workshop through the local town for “Pete’s Ride” on a warm, sunny September day. In every sense a memorable day for everyone concerned and a fitting tribute for this enthusiastic motorcyclist and sidecar man.

SidecarJohn

Motorcycle Sport – A Personal Tale Motorcycle sport is noticeably diverse and has been from the early days of the 20 th century. Competing on public highways, purpose built tracks, and various off road terrain has enticed many enthusiasts from all over the world. Participation was the early incentive for the pioneers, but motorcycle competition soon evolved into also becoming a spectator sport. Speed is the component of the more popular branches of motorcycle sport, but other variations emerged to test other riding skills and abilities. A less speed conscious genre is trials riding, be it the original form over natural obstacles, or in later years negotiating man made obstacles. The emphasis is balance and control. Time to complete “sections” is a factor, but not falling, placing a foot on the ground, or stopping is the major challenge. The first personal experience of two wheeled sport was speedway, although being quite young any specific memory is marginal for a pre 5 year old. After World War 2 speedway was very popular in the UK, and attracted large crowds. Sheffield speedway was typical and my parents briefly took an interest. Infant memories would be more about the noise and lights, nothing more. Distant half memories. However, this early introduction probably helped ignite interest around 14 years of age. Thursday evenings at Owlerton stadium supporting the “Sheffield Tigers” became a regular diversion from school stuff. Recall a Saturday trip to Manchester with like minded mates to watch “our team” take on the “Belle Vue Aces” including world champion Peter Craven. Happy days. In 1963, now a new motorcyclist, interest in all things motorcycling took off. Contact with two wheel sport was renewed with a September Saturday night at the old Wembley Stadium in London for the World Speedway Final. Swede Ove Fundin, complete with broken leg in a metal support, became champion for the fourth time. Part of the adopted motorcycle culture was the weekly “Motor Cycle News”, which stimulated further interests in grass track, with its speedway connections, and road racing. Interest grew and by the late 60s many weekends from Spring to early Autumn included attending race meetings. In 1967, Pat and I took an overnight boat trip to the Isle of Man for the 125cc and Senior TT races. The Senior race when Giacomo Agostini’s MV Agusta chain broke and Hailwood took the victory on the insane handling Honda 500. Around this time the idea of having a go at racing led to a day at Cadwell Park with the Charles Mortimer Racing School, and riding to the Lincolnshire track on the old BSA 500 twin with Pat on pillion. In hindsight, riding a cheap old road bike should have highlighted that the racing lark required finance than mere enthusiasm. Oh, the naivety of youth.

Still recall the first “lesson” in hired leathers (young Charles Mortimer and his dad, Charles Snr. knew how to squeeze a few bob out of a dozen or so wannabes), pushing a Greeves Silverstone racer to simulate a push start. The “one on one” sprints might have indicated the potential to get off the starting line, but hardly illustrated what was required to pilot a lightweight 250cc two stroke around a track. The few laps riding around the club circuit, which avoided trickier woodland sections, still meant negotiating Cadwell’s other ups, downs, and diverse bends. The long top straight presented a brief opportunity to go faster, but the following bends highlighted that road racing was not my destiny. Perhaps it wasn’t possible to dismiss the notion that we still had a ride back to Sheffield, or more likely, that personal mortality was recognised. Around 1970 a friend’s involvement in trials riding led to spectating at trials meets. Helping my friend adapt his 120cc Suzuki motorcycle for trials stimulated more interest. Shortly afterwards, his progress in the sport blossomed and a new bike arrived. He offered me first refusal on the old Suzuki. In short order, a small van was purchased, a local trials orientated bike club was joined, and trials entered. Nothing big time, no great distances to travel (finances limited), and no notable success, i.e. none. The big moment in this brief competitive career was just before an event started, and being informed by the club’s professional works rider that I was in the club’s three man team. The usual rider had not arrived. Sadly, a mixture of getting lost, missed sections, and not finishing the course didn’t help the cause despite good performances by my “team mates”. The short trials riding career was summed up in results sheets that usually found me languishing at the bottom. However, at one event a competitor’s bike broke and somehow the course was completed. On this occasion the result sheet suggested a slight improvement. No doubt, more finance, a better bike, sponsorship, maybe a works contract, and things could have been very different (cough). Still, watching motorcycle sport, particularly road racing, remained popular. Whilst never attending world championship events beyond the Isle of Man TT, spectating at UK short circuits continued. Cadwell Park and Mallory Park in Leicestershire were favourites through the late 1960s, especially if world class racers were involved.

Soon, Darley Moor in Derbyshire, a new race venue for national level riders, became popular. That a motorcycling friend had taken to the tracks was an added attraction at the circuit just outside the town of Ashbourne. Despite wholesale changes in the UK road racing scene, and varied threats to their existence, as this is written, all three of these racing circuits still feature motorcycle racing. A particular memory from race meetings at Mallory Park was a money saving ruse. This came from a suggestion by a ticket booth guy. The deal was to buy one adult ticket plus a little extra for a child ticket for the then girl friend, who was hardly a child. The deal was to place the child ticket underneath the adult one at the follow up ticket check. We were not alone in what was clearly a nice little earner for the guys involved. This became a regular part of the entry ritual, which continued even when we were married. For sure, a scam deep seated amongst ticket sellers and checkers. UK road racing had a golden period throughout the 60s and 70s. Stars of world championship racing at a famous track somewhere in the world one weekend, and the next racing around Mallory Park, Cadwell Park, Oulton Park, or Snetterton. A complete contrast to today. No motorhomes, no large trucks, and world champions changing into leathers in the back of a Transit van. Another time, another world. Equally attractive, and significant when contrasted with todayâ&#x20AC;&#x2122;s MotoGP/ World Superbike circus, was the multi class involvement of riders. Unlike todayâ&#x20AC;&#x2122;s riders racing in a single class, the stars of yesteryear usually rode different machinery across capacity classes. Different bikes on a single day was the norm in at least two categories, including qualifying heats, and practice ! The varied bike involvement for the Isle of Man TT races was, and still is fairly normal. However, practice and races are usually spread over several days. The personal interest in motorcycle road racing has continued over the years, albeit at arms length. Raising a family, pursuing a career, and greater involvement with sidecars, means the sporting interest rarely includes actual race meetings. Yet, despite lifeâ&#x20AC;&#x2122;s distractions there have still been some motorcycle sport memories, maybe to be recalled another time. No doubt key in maintaining the ongoing interest is television world class racing. The technical presentation of motorcycle racing is spectacular. Multi trackside cameras covering all angles; video technology such as ultra slow motion analysis of riders and machinery; plus astounding images provided by on bike cameras. Coupled with integrated on screen graphics the whole production is outstanding. Alongside the technology that provides televised sporting entertainment is the internet. Specialist websites and extended streaming enhance motorcycle racing unimaginable just a few years ago. In the 1960s, when the only mention of motorcycle racing might have been a news item of a sad fatality and no mention of sporting success, televised race meetings were not on the agenda. How times have changed.

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History of the South Yorkshire Sidecar Club – One I would think that the sidecar has been around for as long as there has been motorcycles. This is not about the history of the sidecar, but of the “South Yorkshire Sidecar Club”. Motorcycling in the 50’s was the working man’s transport and was mainly used for getting to work. Yet lots of men with families felt a need to indulge the wife and family in trips to the countryside and beyond. All the way to the seaside. A sidecar was a must. So, there were lots of sidecar outfits on the road. Inevitably, some like-minded owners got together and decided to form a club. Six people met on 11th February 1958 at 25, Stanhope Avenue, Cawthorne, near Barnsley. They were, Mr. & Mrs. R. Bagshaw, Mr. & Mrs. P. Hepworth, R. Edmunds, and W. Kerfoot. Three of these pioneers lived on Stanhope Avenue. William Kerfoot lived in Darton. The aim was to form a sidecar club. Temporary officials were nominated - Chairman, Robert Edmunds; Secretary, Philip Hepworth. The first job was a name, the “Happy Wanderers Combination Club”. The object of the club was to cater for the sidecar man, with or without a family. It would endeavour to cover such aspects as social life, touring, camping and the like. Also to promote goodwill to other road users. Very much as we in the South Yorkshire Sidecar Club do today. It was proposed that a meeting be held in the Spencer Arms Hotel, Cawthorne on 25th February. In the meantime 60 leaflets was printed and handed out to sidecar owners and an announcement placed in the “Motorcycling” magazine. Later, on May 6th at a General Meeting at the Spencer Arms, the “South Yorkshire Sidecar Club” came into being. Robert Edmunds being voted on as the First Chairman. The Secretary/Treasurer was Philip Hepworth.

At this meeting rules and regulations were discussed and set down. Too numerous to mention here, but a couple come to mind. One years subscription to be 10 shillings (50 pence). Only sidecar owners, their wives and children to be allowed in the club. The inaugural club run was arranged for 11th May to Spalding Tulip fields. The week after to Naburn, near York, and then Sunday 25th May to Brimham Rocks.

It seems that the SYSC took Sunday runs very seriously indeed. The leader of a day’s run was responsible for arranging picnic and social events, plus adhering to a standard time of departure from Barnsley and Doncaster. Also, ensuring that no one was left behind, and should anyone have trouble on the run, someone had to stay with them, or go back to find them. Phew!! Some more runs in June of that inaugural year were, Mablethorpe, Castleton, Malham and Coxwold. A pretty impressive calendar of events. Come the middle of June, and it seems the SYSC had so many members, 46 according to the first membership register, that new members should represent different postal districts. Roy King represented Cantley district; Colin Price for Platts Common; Mick Gallery for Tickhill. All these places were around the Doncaster and Barnsley area. A good idea at the time was members having a knitted cap with a distinctive pattern enabling members to pinpoint one another more easily. A knitted black cap with white rings and a pompom was chosen. These days we call them “beanie hats”. Whether this idea worked is never mentioned, but I have noticed many members wearing such caps photos I have in my care. Around that time it was the occasion of the Norwich rally where various club secretaries mooted the idea of a “Federation of Sidecar Clubs”. This was put to SYSC members and all were in favour. So, come October 18th 1958 at the Fox Inn in Burwell, Cambridegeshire, the Federation of Sidecar Clubs was born. Along with the SYSC, founder members were, Eastern Sidecar Touring Club (the hosts); Harlow New Town Club; Leeds & District Sidecar Club; Leicester Combination Club; Norwich Sidecar Club; Panther Owners (Home Counties) Club; Peterborough Combination Club. Last, but not the least, the Surrey & District Sidecar Club. Philip Hepworth and Roy King were the SYSC representatives.

This inaugural Federation meeting was not without it’s problems. Plenty of objections arose to allowing solo motorcycles to be a part of the FED, but a compromise was reached. Interestingly, every FED AGM I have attended has had objections for one thing or another. Great stuff. In 1959, the SYSC hosted a FoSC committee meeting at Cawthorne on May 2 nd. Here are some bits from the AGM of the South Yorkshire Sidecar Club in March 1959; “In the previous year the club had gained temporary premises and had quite a few successful club nights. We had been entertained by the Leeds Sidecar club to a Pie and Pea supper. 6 outfits attended. Over the year we had gained a few members, and lost a few. Balance sheet showed that at the end of December the club had a balance of £6.10 shillings. In A.O.B the job of repairing the roof, offered us by Mr. T. Robinson, was voted to be left until the clocks were altered so as to make use of the extra daylight.” Looking at the minutes of the 1960 AGM it seems that all of the club were on the committee. There was a Chairman.; Secretary/Treasurer; FED rep; Social Secretary; Captain; Vice captain. Then a committee of 8, plus a Social committee of 6. That amounts to 20. Mind you the SYSC had a committee meeting every 2 weeks. It’s a wonder they had time for anything else. On alternate weeks there was a general club social night.

By the early 60’s only Philip Hepworth of the original start up crew was still in the SYSC. It is hard to judge, but I guess maybe this had something to do with a certain small car which had recently appeared on the market, the Austin Mini. Along with the Ford Anglia, considered a hammer blow to the sidecar scene. Cheap motoring and it was hard to resist the charms. However, along with P. Hepworth there was a strong core of members. Jim Cook, Ron Wrigglesworth, Roy King, Bob Lofthouse and Ron Coulson to name a few. In May 1962 the SYSC now met at Anchorage Lane in Sprotborough, near Doncaster, and was to be headquarters for the next 20 or so years. Many long time FED members know of this venue, and have pleasant memories of events held there. The clubroom was an old wartime searchlight battery unit barracks. Squatters at one time lived in the hut before the SYSC moved in.

On taking over the ex-army hut, the club members knocked out a wall to make one big room, built extra toilets, a fireplace and made room for a parking area out front with ashes from Doncaster power station. A high wire fence surrounded the parking area until 1970 giving security, which wasn’t really necessary at that time. Again in July of 1962, a member enquired into the possibility of having a South Yorkshire Rally. When it was pointed out to him that the club finances stood at £16 the suggestion was amended to read “Sports Meeting”. At the next committee meeting this was put off until the next year, as this was not as popular as previously thought. Into 1963, things were very much as you were. In the clubroom in July there was a “Tramps Supper”. A couple of photos of the occasion shows it to be much fun. Later in July the club organised an Orphans outing to Cleethorpes. This was a big success, even getting a mention in the local press. The first Rally organised by the SYSC was on the first weekend of July 1964. Most surprisingly there was no mention of it in the following committee meeting. Here are some committee decisions made later on in the year; “A run to see the Sheffield Illuminations, was suggested. All members on the run to call at a café en route and be bought a cup of tea to be paid for out of club funds. This motion was carried. Little wonder that club subs were raised at the end of the year to £1.00 Also, that a new tea-pot should be purchased as the old one was cracked and could be dangerous. Carried unanimously. Ken Martin was awarded a box of 5 cigars, for services rendered. Also, the lady of the house adjacent to the clubroom was bought a bunch of flowers for being a key holder for meter reading etc.” I do believe this courtesy was performed until the end of the club’s stay at Anchorage Lane. Some of these committee decisions really made me smile. On a more serious note. “A decision was made to put an advert into the “Doncaster Free Press” to try and boost membership as quite a few members had bought cars during the year. Remember, No combo, no membership !”

By the mid 60’s the SYSC boasted around 60 members and held numerous outdoor and social activities. These included the rallies, which at first were held at Doncaster (1965) and then at Laughton en le Morthern (1966). Price per outfit was 5 shillings (25pence) .This included rally fees and social evenings in the “Hatfield Arms”. In those days the “Ovaltine” van would come for the day, selling Ovaltine & biscuits, which was hugely popular. Also noted in the club’s minutes book. It was noted that the FED was in a pretty dire financial state. So, the club handed over all of the profit made from that years annual FED rally. Well done the SYSC committee. Wonderful gesture. The SYSC hosted 2 “FED” rallies at Thorpe on Baine near Doncaster. These were very successful. Inter club treasure hunts were run between SYSC, Lincoln, and Gainsborough clubs. Average road miles were 60-80, but in 1966, restrictions on road events were introduced, so these were abandoned. At the end of 1967, at a General Club Meeting, it was decided that solos could join the club, and 2 solo members could be on the committee after 12 months. At the AGM for Feb 1968 the club finances were £61.00. Officers voted onto the committee were L. Burrell – Chairman; K. Rose – Secretary; with 8 on the committee. It was also stated that 15 members had renewed their subs, so once again over half of membership on the committee. Heady stuff. It was noticed that the SYSC did not affiliate to the FED in the late 60’s. I am not sure on this point, but I did get a little information off a long standing FED member, who told me that it was to do with North /South disagreements. However things carried on. The club seemed to carry on in it’s own sweet way. Lots of events for members such as Cricket matches, film shows, table top rally, visits to Scarborough, Newby Hall, Monsal Dale, Tattersall Castle, and a camping weekend at Scarborough in July. Here are the members that carried the club through those formative years up to the end of the 1960’s - Philip Hepworth, Robert Bagshaw, Jim Cook, Ron Wrigglesworth, Roy King, Ken Martin, Ron Coulson, and Bob Lofthouse. Not to forget the ladies of the club, who must have had some influence. Interesting to note that there had to be at least 2 woman on the committee. Next time, into the 1970’s Things were on the change.

Oscar 14

Ken Martin - Long time stalwart of the club

Albert & Ceridwen Ineson

John Busfield tackling the obstacles

Foster childrenâ&#x20AC;&#x2122;s outing to Cleethorpes

Baring it all at Macclesfield

Visit by East Yorks Sidecar Club

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.

“What Will MAG Do for Us ?” - 14 Over the months each issue has featured the work that the Motorcycle Action Group undertakes for all UK motorcyclists, not just members. It’s unfortunate that MAG’s paying membership is only a very small percentage of those who ride the various styles of road going motorcycles. Many may be oblivious to MAG’s existence, but equally there are many who are well aware, for example those who happily attend MAG organised events such as the Farmyard Party. Clearly, what MAG does defending UK motorcycling seems to be of little interest to the majority of motorcyclists. No doubt a predominant attitude is to steer clear of political and bureaucratic issues is a factor. To be honest, absolutely no surprise at any time, but seriously reinforced by the political handling of the pandemic. So, on this occasion, it’s appropriate to headline the broad issues on MAG’s agenda; Political Connection – “MAG has accepted an invitation from the Department for Transport (DfT) to join the Road Safety Delivery Group (RSDG). Officials offered the invitation at a meeting between MAG and the DfT. MAG quote; 'This is significant progress, not just for MAG, but the whole riding community. We now have the direct line to the heart of the DfT. Becoming a member of the RSDG is not an end in itself, but a beginning. We can move forward with renewed vigour and more influence.' Road Closures - “MAG has researched the legal situation in regard to these restrictions. We conclude that the Government has enabled local authorities to make these road closures without the usual 3 consultation process. This is possible because of the ‘emergency’ we are currently living in – namely the Covid-19 pandemic. As a result, there’s not been any public opportunity to submit objections to these schemes, even though MAG members have repeatedly reported to us that their lives are being heavily disrupted by the measures.” Highway Code Review - “MAG has challenged the decision to limit the scope of the review in such a way that motorcyclists are the only vulnerable road user group not given specific consideration. We believe that the Department of Transport should be mindful of its duty of care to all road users, and that ignoring the group that they themselves point to as having the worst safety record is unacceptable. As a result of the exclusive focus on cycling, walking and horse riding, we find that aspects of the proposals look set to increase risks specifically for motorcyclists. Further, we believe that the overarching principle of the Hierarchy of Road Users will actually lead to increased casualties for all vulnerable road user groups.”

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The “Race of the Year” – Mallory Park - 1968 Feature international race meetings of the early autumn became a must. Amongst these was the “Race of the Year” at Mallory Park. British national level riders and world championship regulars would compete against the undoubted stars of road racing. These meetings also featured various capacity classes and sidecars. It must be said that future involvement with road going sidecars was not envisaged at this time. 1968 was the year after Honda withdrew from world championship road racing. Honda’s star rider, Mike Hailwood, continued racing in non championship events with machinery he had enjoyed success in grand prix racing – the 297cc six cylinder bike, plus his commissioned Reynolds framed 500cc four cylinder machine.

Hailwood’s freelance year saw him competing at international events throughout Europe without the pressure of championship racing and delighting many thousands with his exceptional riding abilities. Not that there wasn’t still competition as he was still racing with works riders such as Agostini (MV Agusta), the Yamaha pair of Read and Ivy, plus other combatants keen to beat the stars of the day.

Sunday 22nd September 1968 at Mallory Park provided the large crowd with entertaining racing from beginning to end. Mike Hailwood (297 and 500 Honda), Giacomo Agostini (350 and 500 MV), Bill Ivy (125 and 250 Yamaha), and Phil Read (250 and 251 Yamaha) were the star attractions, plus accomplished racers on the varied, competitive machinery of the day. In addition to the solo classes was a typically strong entry in the sidecar/ threewheeler field.

The feature race was won by Mike Hailwood. His record was extraordinary. He won the third version of the annual event in 1960 on a Norton 500cc single; 1963 and 1964 on the MV Agusta 500cc four; plus in 1967 and 1968 on the Honda 297cc six cylinder bike. Whilst much has changed in motorcycle sport, Mallory Park still continues as a popular race venue.

The attraction of 1960s UK short circuit racing is conveyed in the following entry lists for the 1968 Race of the Year meeting. A piece of motorcycle sport history.

John Cooper (number 5) from Derby won the Race of the Year three times. In 1965 riding a 500cc Norton single; 1970 on a 350cc Yamsel, which featured a Yamaha two stroke twin in a Seeley frame; and 1971 on a 750cc BSA triple. The final victory featured an epic battle with Giacomo Agostini, the reigning world champion, riding his 500cc MV Agusta. Percy Tait (number 11) was also a Triumph works test rider. Battling against pukka racing machinery on a modified road bike made him a very popular racer.

Giacomo Agostini (number 2) raced MV Agusta bikes at Mallory a number of times and was popular with UK fans throughout his racing career that concluded as a Yamaha works rider. He continues to be an ambassador for the sport. He won the Race of the Year in 1966 and 1969, both times on the 500cc MV Agusta. A number of riders went on to greater things in subsequent years. Rod Gould (number 12) eventually became a Yamaha works rider and won the world 250cc championship in 1970. Peter Williams (number 18) raced a variety of bikes at various levels of the sport. His most notable time was in developing and racing a special Norton, gaining some memorable victories. Kel Carruthers (number 21) won the 1969 world 250cc championship on a Benelli. He went on to manage several race teams, including Yamahaâ&#x20AC;&#x2122;s American team featuring Kenny Roberts.

Sidecar racing was a major feature of every motorcycle race meeting in the 1960s and well into the 1970s. Whilst not universally popular with all fans, it offered exciting racing. Historically it was listed as for â&#x20AC;&#x153;Threewheelersâ&#x20AC;? as in pre WW2 days it allowed access for such vehicles as Morgan threewheelers. Perhaps its greatest attraction was that the class permitted a chance for diversification in terms of chassis and engine choices. The entry list featured has several of the stars of the UK sidecar scene. Some as individuals such as Chris Vincent (number 1), who was also a competent solo racer, and Pip Harris (number 4). Some were members of racing families such as Bill Boddice (number 5) and Roy Hanks (number 8). The class also featured its fair share of women competitors. The one obvious threewheeler in this list was the Reserve, Jon Worthington (number 38) with his Scitsu.

Phil Read was a ;long term works rider for Yamaha, competing in the 125cc and 250cc world championships. A 251cc engined machine was also used in non championship events such as the Race of the Year. He was 250cc world champion in 1964, 1965, 1968, and 1971 on Yamahas. The latter on a privately entered bike. He was also 125cc world champion on a Yamaha in 1968. He was 500cc world champion on an MV Agusta in 1973 and 1974. Subsequently he raced four strokes Hondas at the TT, plus two stroke Suzukis.

Several noted UK racers in the “Junior” 350cc class, but perhaps the key feature is the machinery. Predominantly, four stroke singles, some dating from earlier times, e.g. Norton and A.J.S. Later four stroke designs in the shape of Aermacchis. Certainly not many two strokes, but some already capable of beating the old school Brit singles. A sign of things to come. Also, famous supporters of UK road racing – Colin Seeley, Reg Kirby, Tom Kirby, Quaife, Paul Dunstall, Tom Arter, Frank Higley, Gus Kuhn, Hector Dugdale, Padgett’s, and Eddie Crooks.

This is the class where the two strokes dominated in 1968. Beyond the works machinery with their high tech features, the â&#x20AC;&#x153;Lightweightâ&#x20AC;? class was well provided for by off the shelf, race ready models. Top of the pile was Yamaha, although other Japanese manufacturers had their supporters. Of note are the odd Spanish sourced machines, Bultaco and Ossa. Whilst more associated and successful with off road trials riding, in the right hands and under the right conditions Spanish machines could surprise. In 1972 a 360cc Bultaco beat much larger bikes in the 24 hour endurance race at Montjuich Park in Barcelona. Unexpected, history making, and a surprise, but still a racing success.

Bill Ivy, the diminutive Yamaha works rider was very popular with fans. The idea of the little guy beating the others guaranteed his almost legendary status. He was world champion in the 125cc class in 1967 and was scheduled to win the 250cc class in 1968. Whilst team orders might have been frowned upon the gesture by Yamaha seemed fitting and fair reward. Phil Read had other ideas and defied the factory instruction and secured the championship. Read lost his works ride as a result. This meeting at Mallory Park was one of the last times Bill Ivy rode a Yamaha before leaving the motorcycle racing scene to race cars. He returned to race a 350cc development Jawa to help fund his car racing. Sadly, an engine seizure during practice for the 1969 East German grand prix and he died from his injuries.

Probably the most significant entry in this “Threewheeler” race was Helmut Fath (number 3). The German sidecar ace was world champion on a BMW powered racing outfit in 1960. In the same year he also won the Sidecar TT on the Isle of Man. However, Fath was more renowned when in 1968 he again became world champion on an outfit powered by a four cylinder engine designed and constructed by himself. The URS engine, named after Fath’s home town of Ursenbach in Germany, also featured in solo competition, plus in the 1971 sidecar world championship winning machine of Horst Owesle. Roy Hanks (number 8) featured in Race 3, the first heat for qualification to the end of meeting sidecar final. In this, the second heat, Fred Hanks (number 7) and Norman Hanks (number 9) continued the family tradition of sidecar racing. Fred was the senior member of the Hanks racing dynasty and owned a motorcycle shop in Birmingham. Sons Roy and Norman followed in his footsteps. Other members of the Hanks family continued to maintain the family connection with the sport for many years.

A memorable list of entrants on varied machinery. Bill Ivy on a works Yamaha before his departing the team. Stuart Graham (number 22), son of 1949 500cc world champion, Les Graham, rode Honda and Suzuki works bikes. His Honda rides were the sensational 125cc five cylinder bikes, and 250cc six. His Suzuki was the 125cc twin. Tommy Robb (number 30), one of the first non-Japanese Honda works riders, finished second in the 350cc world championship of 1962 behind Jim Redman. A five time winner of the North West 200 in Northern Ireland, he later won the 125cc race at the Isle of Man.

Originally a grass track circuit, the original short circuit was constructed in 1956. The Shaw’s Corner hairpin loop was added later. Of note is that after an initial motorcycle race meeting the first big event in May 1956 saw 248 riders entertain a crowd of 20,000 spectators. Mallory hosted many famous motorcycle riders over the years from John Surtees, who won the inaugural “Race of the Year” in 1958. Other notables over the years; Bob McIntyre, Gary Hocking, Derek Minter, Jarno Saarinen, Barry Sheene, Steve Baker, Pat Hennen, Kenny Roberts, Cal Rayborn, Yvon Duhamel, Graeme Crosby, and many other UK racers. Over the years the sidecar class saw entries from Fritz Scheidegger, Florian Camathias, Max Deubel, Otto Kolle, Colin Seeley, Jock Taylor, and Steve Webster. Sadly, Swiss rider Scheidegger suffered fatal injuries at Mallory in 1967.

@@@@@@@@@@@@@@@@ In 1972 moving job and home to Leicestershire meant that for three years from 1973 it was possible to have season tickets at Mallory Park. From March onwards many weekends were enjoyed at the circuit. The 22 mile ride from our new home was hardly a chore. No excessive early rising, even for the big meetings, and the bonus of being happy to wait for the homebound traffic to clear at the end of a days racing. Great value, great racing, great memories.

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SideLines Speeding Up the Electric Revolution ? The Covid19 pandemic has caused more than a worldwide health crisis. Dramatic economic and social change also dominates, some obvious, others less so. Amongst the chaos of politicians dealing, or not dealing with the crisis, intriguing “initiatives” have emerged. Lives significantly affected by lockdown measures, have been complicated by constant rethinks on policy. Beyond Covid, some dialogue has notably connected with the “Green agenda”. The early UK lockdown saw economic and social activity either ceasing, or slowing. Dramatic decline in vehicular movement; closure of businesses, leisure locations, and education brought the nation to a near standstill. Workers, pupils, and students were no longer traveling to their usual daily locations leading to near deserted roads and barely used fuel stations. Fuel prices way below the norm of £1.30 a litre to £0.99. With no where to go for millions, the attractive fuel cost was of little consequence with little commuting, or social trips. Closure of social attractions and public toilets, staying at home became the new norm. Restrictions and a perceived health threat were initially very powerful.

Over time restrictions eased to get the economy partially going and counter fears of unemployment. Most significant was closure of schools from March to September. The most obvious downside of the pandemic, beyond a dominant health issue, has been economic. The full impacts remain unclear, as does the long term effects of the virus. Interestingly, beyond concerns of social discord, ravaged businesses, and mixed messages of how to deal with Covid19, there have been other developments that could change how society operates in the future. As most cars have stood idle and public transport buses have operated with few passengers, there has been a widespread emphasis on pedal cycling. Familiar benefits of pedal power have been heavily promoted by politicians and traditional advocates. The pro cycle lobby has been seriously invigorated by this opportunity to promote cycling.

SideLines A key government announcement was a £250 million emergency fund for councils to provide “pop-up cycle lanes, wider pavements, safer junctions, and cycle and bus-only corridors” in response to the pandemic crisis. Following noticeable levels of walking and cycling across the UK during the early period of the pandemic, a stated attempt to encourage people to make healthier travel choices, plus choose alternatives to public transport as they returned to work. This emergency fund was said to be the first stage of a £2billiom investment to boost greener, active travel. The cycling lobby saw this undertaking very favourably. However, maybe they should have looked a little closer at what the Transport Secretary, Grant Shapps said at the time. “With public transport’s capacity severely restricted at this time, our trains and buses could become overcrowded and our roads gridlocked – holding up emergency services, critical workers and vital supplies. We know cars will continue to remain vital for many, but as we look to the future we must build a better country with greener travel habits, cleaner air and healthier communities.” All in all, familiar language, especially from a member of Boris Johnson’s administration, Johnson having gained valuable personal publicity for his pro cycling stance when Mayor of London. However, the measures were “emergency” and the emphasis was on the pandemic situation at the time rather than something permanent - “….holding up emergency services, critical workers and vital supplies.” UK cycling interests saw an opportunity and joined forces under the banner, “#BIKEISBEST”, a group of 54 companies and organisations. The purpose - “We have joined together with leading brands, retailers and organisations to create one powerful voice, with the single mission of helping more people discover why there has never been a better time to ride a bike.”

SideLines #BIKEISBEST headline statements are not new, but probably no less valid from the avid enthusiasts perspective;     

“There’s Never Been a Better Time to Ride a Bike” “For Your Health” “For Your Community” “For Your Family” “For the Environment”

There’s little doubt the pandemic lockdown witnessed interest in cycling, but mainly as pure leisure. Certain factors cannot be ignored, especially the initial, very obvious lack of normal traffic. In reality the greatest human movement in most localities was walking. Another major factor was the good weather during the early weeks of lockdown measures. As summer waned the familiar sights of people walking around residential areas reduced. Walking had been a positive rather than remaining indoors. There was a cycling “push” when the Tour de France came to the UK and the pandemic presented another “business opportunity” for cycling advocates and publicity seeking politicians alike. The cultural reality of the UK suggests that there is no desire to adopt bicycles for personal, daily transport. No surprise then that normal daily life allied to less inviting weather deters those other than for fundamentalist preaching cycle fans. However, potentially more significant are other left overs from the “pandemic effect”. Despite any real indicators that cars and buses are being abandoned for pedal power, pressure remains to amend roads to favour cycles. Interestingly, this now incorporates encouraging electric cycles and scooters. UK Members of Parliament of the Transport Committee have very recently (October 2020) proposed acceptance of electric scooters for use on roads - “The committee argues the vehicles, which usually travel 9-15mph, could offer a green alternative to the car.” No mention of age limits, lights, licence requirements, or protective clothing other than “ . . .encouraging users to wear helmets.”

SideLines Maybe we can look forward to UK youth emulating their contemporaries in Rome, Italy. Apparently, rental scooter racing is causing chaos on Friday nights around the historic Colosseum. When in Rome . . . or Tees Valley, Milton Keynes, Coventry, London, et al. The consequential reduction in vehicular traffic and commercial aviation, has increased dialogue on matters such as air pollution, plus the other “evils” of operating internal combustion engines. Prior to 2020 the demonisation of traditional engines led to calls for no new petrol and diesel engined cars beyond certain dates. In the UK 2035 had been the earliest suggested, although the chance of this being achievable remains open to debate. Now, there it’s suggested that new cars powered by internal combustion engines should be banned by 2030. This radical idea appears to lack realism in terms of achievable, even though intentions are no doubt worthy. Much of the argument depends upon speculative predictions relating to electric vehicle technology, infrastructure, sustainability, and economics. Despite the rhetoric, the UK has a bad record for meaningful, timely change on many fronts, let alone on the radical measures being proposed. Finally, a simple challenge. If the situation regarding pollution and the environment is so crucial, why not take more achievable action around current widespread technologies ? It’s all very well established automobile manufacturers pampering legislators by producing electric and hybrid cars, but what of their established products ? Not the fuel efficient tiddlers, but the larger gas guzzlers, predominantly those known as SUVs, i.e. Sports Utility Vehicles. A strange acronym, unless of course it now means “School, or Supermarket Utility Vehicle. There’s something illogical about a large four wheeler that consumes more resources to produce and operate than other more efficient petrol alternatives.