Sidecars On Line 50 by John Procter

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Issue 50 â&#x20AC;&#x201C; December 2020

The late Keith Hague (centre), long time Chairman of the South Yorkshire Sidecar Club taking control at the clubâ&#x20AC;&#x2122;s Easter Egg Rally in 2004

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Contents this Issue Editorial – A difficult year remembered with lockdowns and the loss of two sidecar friends Motorcycle Road Tests – Useful, or Not – Should motorcycle road tests be believed and do they influence buyers ? Oscar's Odyssey – History of the South Yorkshire Sidecar Club – 2 - the latter years of a UK sidecar club still alive and nearly kicking “What MAG Does for Us – 15”- The Motorcycle Action Group still working despite the pandemic and lost income. Sidecar Wordsearch – A possible brain exercising interlude Sidelines – Consistent Inconsistency – UK vehicle operator licencing and the regulatory approach to motorcycling Disclaimer

The information contained in this publication is for general information only. Whilst we try to keep information up to date and correct, we make no representations of any kind, express or implied, about the completeness, accuracy, reliability, suitability, or availability with respect to the publication, or the information, products, services, or related graphics contained in the publication for any purpose. Any reliance placed on such information is strictly at your own risk. In no event will we be liable for any loss or damage including without limitation, indirect or consequential loss or damage, or any loss or damage whatsoever arising from loss of data or profits arising out of, or in connection with, the use of this publication. Through this publication you may be able to link to websites. We have no control over the nature, content and availability of those sites. The inclusion of any links does not necessarily imply a recommendation or endorse the views expressed within them.

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Editorial Well, the 50th issue of Sidecars On Line. A little landmark for we few involved, or should that be “Phew”. A few miles have passed under our respective wheels since October 2012 and thankfully plenty of positive memories and experiences. As ever the view is that you have to seek out the good stuff, it won’t come looking for you. We like to think that we have also tried to make our “good stuff” equally beneficial for those folk we have been fortunate enough to be involved with along the way. Trouble is that life also provides another side, which has to be addressed. A world ravaged by a pandemic has created its own set of downsides and what have to be seen as the small senses of loss. Favourite events – the 50 th Belgian Jumbo, the three big Yorkshire rallies organised by MAG, camping weekends with other sidecar types, notably our own South Yorkshire Sidecar Club, plus the regular contact with family. Being denied the usual contact with grandkids has been particularly trying. The big losses have been two of our sidecar buddies, Pete Kemp and Keith Hague. Keith sadly had not been well for some time and at 84 our club President probably decided it was time to move on. Pete’s passing was more a shock as to the end he was still active on the road and in his second home, his workshop. His latest project based on a Honda ST1300 had just been set up with Pete’s own leading link forks. As it is the send off for Pete back in September was very memorable. Sunny, blue skies, warm, plus over 100 solos and sidecar outfits joining Eileen and the family on “Pete’s Ride”. Although the December weather didn’t help, there was still a reasonable turn out of family, friends and a suitable sidecar presence to say goodbye to Keith and remember this larger than life, Yorkshire character. RIP. The lack of motorcycle and sidecar events has impacted the content of the last four issues, but we endeavour to provide something of interest. Absolutely no apologies for including a Sidecar Wordsearch. After all it is Christmas. Oscar concludes his updated History of the South Yorkshire Sidecar Club, although he is actively seeking additional material. There does appear to be the potential to produce some sort of compilation of such material, plus selected Oscar’s Odysseys. Also, an item on motorcycle road tests, something of a staple diet for decades of motorcycle publications, and latterly online. Thing is, how much do we motorcycle types take notice, or even act on journalistic recommendations. Really, why are Ducatis frequently described as “sexy” ? Sidelines considers the inconsistent approach to motorcycles in the rules and regulations that govern driver/ rider licencing in the UK. Finally, all the very best to you and yours for Christmas and 2021. Stay healthy and stay safe.

SidecarJohn

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Motorcycle Road Tests - Useful, or Not ? Motorcycle road tests. What are they all about ? Who reads them ? Who trusts them ? Who are the people who write them, and who publishes them ? Do they actually influence anyone to buy a particular motorcycle ? Questions, questions, but whatâ&#x20AC;&#x2122;s your reaction to these lomg standing features of the motorcycle media, and sometimes even mainstream publications ? When did you read your first motorcycle road test ? Silly question really for most of us considering it could in some cases have been around half a century ago. However, personal recollection is that the first motorcycle purchased came before any reference to some motorcycle scribeâ&#x20AC;&#x2122;s efforts. Once again, the impulsive nature of youth. At the outset no reference was made to anything written about road motorcycles, let alone that first buy. The first interest in anything written about the BSA came from necessity. Somewhat fortunately the engine had stopped within a short distance of the lodgings. Furious attempts to kick start the single cylinder into life were futile. Beyond operatimg levers, switches, plus where to put fuel, the rest was a mystery. Years of helping father and grandfather with car maintenance, e.g. bleeding brakes, and gaining a very basic idea of car function, this powered two wheeler was altogether a different ball game. Fortunately, a fellow apprentice offered to assist and came round to take a look. Although his ride was nothing like the BSA, would you believe a mid 1950s 250cc Benelli, he soon spotted the problem. The C15 ignition distributor looked like a mushroom on top of the crankcase. The retaining clamp had loosened and the unit had disengaged from the internal drive gear. Lessons were learned from this experience - How to time the ignition; if the unit disengaged it was possible to engage it 180 degrees out of sync; and to keep the retaining screw tight. The latter a weakness with a Philips head screw that had turned to mush. Replace ! The major lesson was that basic maintenance was essential. A trip to the local BSA dealer provided the first of a later collection of manuals that still reside somewhere in the loft. Soon, familiarity with the bike and its needs saw the service manual come into its own. A few months down the line a weekly routine of checks and adjustments was established. A routine that was destined to become very much part of the motorcycling experience with various, predominantly British bikes.

Exposure to motorcycle culture soon became infectious. Bike riding work mates were a major influence, as was reading motorcycle publications. Motor Cycle News became a weekly regular, in the early days read from front to back. All aspects of motorcycling were absorbed – motorcycle sport; news reports about new bikes and associated products; plus road tests. Classified sales pages featuring bikes and spares, both new and used, had a particular fascination. MCN’s advertising content provided weekly material for lengthy discussion with other enthusiasts as we mulled over what were considered good deals.

Another publication was the monthly magazine

Motorcycle Mechanics, which had features on servicing, as well as photo guides on dismantling and rebuilding bikes engines and gearboxes. Something of a precursor to the later Haynes manuals. Two other features are recalled with some fondness. One, “Guinea Gimmicks” was for readers to submit their ideas about repairs and maintenance for which they would be paid one Guinea (one old pound and one shilling). A recalled favourite – using mole grips as a get you home gear lever ! Typical regulars were specialities; “50 Winter Riding Tips”, “Getting Your Bike Ready for Summer”, “Preparing Your Motorcycle for the MOT Test”, and “How to Ride a Motorcycle Combination”, i.e. bike and sidecar outfit. It seemed that two years copies of “Mechanics” could likely cover most of these regular hints and tips features. Both “MCN” and “Mechanics” featured road tests of new motorcycles. Sidecars could feature occasionally, bearing in mind there was still a market for the third wheel brigade in the early 60s, even if by then it was in decline. Certainly, in the early 1960s road tests predominantly featured British machinery. The odd Italian bike might crop up, but the Japanese onslaught was yet to emerge, so road tests of oriental exotica was infrequent. In 1964 it was rare to see a Honda of any size outside a few showrooms. It’s worth remembering that the “big” Honda CB450 “Black Bomber” didn’t appear in Britain until late 1965. By the mid 60s reading road tests had become a definite part of motorcycle related reading. One thing that stands out when making comparison with road tests in later decades is the that motorcycling was also about self maintenance. The expectation was that the rider was likely to undertake at least some basic servicing, or even be prepared to take things apart. The on bike tools were there for a purpose. At the time, hardly anything else beyond motorcycles qualified as essential reading unless it was for work, or in connection with college and engineering qualifications.

First page of a road test of the Triumph Tiger 100 in the “Motor Cycle” of 14 th August 1952;

Detailed information of the same bike;

In those early days road tests were taken at face value and likely influenced opinions. After all, the guys conducting tests surely knew far more than we mere mortals. Their experience and comparative knowledge, having ridden many other bikes, had to be respected. Didn’t it ? The style for many years was predictable and uniform in presentation, but at least presented with emphasis on day to day road riding. Some detail could be considered superfluous, but at least could have be seen as objective rather than mere opinion. Of course, there was a bottom line. Despite insight into a motorcycle’s qualities, most readers would never experience the bike in question, let alone buy it. Road tests are usually a mere snapshot, far removed from ownership and riding over extended periods. Of course, involvement with real world ownership and riding influenced the personal perception of road tests, as did mixing with more experienced motorcyclists and their varied machinery. In time the thought emerged that motorcycle journalists have factors to consider. Firstly, to ensure balance in mentioning “pros” and the “cons”, so that a manufacturer continues to provide bikes for road tests and reviews. Secondly, to maintain advertising income. “He who pays the piper” and all that. Thirdly, and probably more relevant today, the attraction of product launches in various parts of the world. It’s common for new models to be launched onto the world stage in attractive locations paid for by manufacturers. Who wouldn’t want to be part of this particular “gravy train” ? “Faults” with a motorcycle might be identified, but never seemingly sufficient to justify anyone being kicked out of the journalistic club. It’s fair to assume that a motorcycle’s “positives” must rise to the top.

There are times when something less favourable can arise, but is usually covered by describing motorcycles as “pre production” models, plus journalists joining together in any “criticism”. No one wants to stand out as some sort of leper whilst the manufacturer reconciles by being grateful for a negative observation that “will be put right”. Very rarely something cannot be ignored and journalists have to come clean. In 1981, test rides by journalists of a new British motorcycle, the Hesketh vee twin 1000, identified several serious problems, notably with the gearbox. Limited production and development continued for some years, but the Hesketh never recovered from the initial bad publicity. However, Hesketh were not a big, established player in the motorcycling world, so not really vital to keep on side. Hesketh’s fame came from a Formula One connection with celebrity driver, James Hunt. Over the years road tests retained a sense of objectivity with the mixture of opinion and detail. The emphasis within text still focussed on riding, whilst the detail was comparable with that in past decades. By retaining a common format, magazines presented readers with easy ways to compare features and performance. Perhaps the most significant change in road tests of the last 40 years has been the use of images, more and more in colour. Personal experience of road test evolution really began in June 1967 when purchasing a copy of the US publication, “Cycle”. At the time a one off buy, but one that was to see collecting all but four copies up to this magazine’s demise in the early 1990s. Apparent from the word go was “Cycle” magazine’s thoroughness in evaluation and testing of motorcycles. What is now very apparent is that the next three decades were probably the most significant in terms of change in the whole motorcycling scene. Historical change was literally taking place as the years passed. Technological changes were dramatic. In June 1967 we had yet to see a current motorcycle produced with more than two cylinders, yet there was notable innovation, particularly coming out of Japan. Four stroke engines were much more than clones of what had gone before. Two stroke motorcycles now provided reliable and impressive performance beyond that of most European models. The selling line “You Meet the Nicest People on a Honda”, even if it was primarily about small, efficient models, redefined motorcycling. Road tests and reviews now had to be more specific. It wasn’t simply about long in the tooth twin cylinder machines. It was much more than that. For example, the “Cycle” road test and review of the Honda GL1000 (April 1975) was spread over a total of 14 pages, much of it detailed text.

“Cycle” magazine’s details of Honda’s very first GoldWing, the GL1000;

That particular “Cycle” was its 25th anniversary issue. Whilst the once mighty British motorcycle industry managed to still have a presence in the 1970s, the writing was not just on the wall, the wall had almost fallen. Yet, a full, page colour ad for the Norton Commando 850, plus another full page for the Triumph T160 Trident, appeared in “Cycle’s” anniversary issue. The Triumph heading, “Evolution of a classic” had a 1917 Triumph Model H illustrated. Even as the last rites were being read for Brit manufacturers, the emphasis remained on a somewhat ancient history. As well as the big new Honda flagship, two other tests featured. One on the Honda XL125, and the other, described as a “weapon for Fifty Five MPH America” – the Yamaha RD125B. A decade later saw changes in the road test approach. Elements of past formats continued, notably detailed descriptions of motorcycle specifications and performance figures. The latter were seen as crucial, especially with a contest between manufacturers to produce the fastest and quickest in any given category. The term “superbike” had been around for a little while, and there was now an intensity in the competition for customers. The battle for sales was reflected in road tests. Testing one machine in isolation continued, but now the emphasis was to compare motorcycles head to head. Inevitably, journalists found good and bad points for the bikes involved. Indeed, observations could go as far to pick a favourite. How sales were affected is open to conjecture as brand loyalty could ignore the concept of a “Winner”. Back in September 1983, the UK magazine, “Motor Cycle Weekly” featured a comparison test titled, “Fun by Three !”. The bikes under the journalistic microscope were the Honda CB1100F, Kawasaki’s GPz1100, and Suzuki’s GSX1100ES. The tests appeared thorough as the riding had been undertaken over a month and apparently independent of manufacturer involvement, still a feature of those days, and the focus on “constantly swapping from one bike to the other to compare performance in every area.” In addition to test rider input there was a technical appraisal of the motorcycles four cylinder engines, suspension, and brakes. Similar “conventional twin loop frames” were no surprise, but Kawasaki’s “Uni Trak” rear suspension singled it out against the traditional twin shock approach of Honda and Suzuki. Differences in approach to the anti dive front forks were also mentioned. The “Motor Cycle Weekly” feature closed with, “So for 1083 the Kawasaki is king of the superbikes. Next year could be different though with Honda set to unleash a big V four while Suzuki should be ready to get away from what is basically a three year old, unchanged design. But you can never tell – Kawasaki might just squeeze a few more bhp out of that monstrously fast motor and beat them all again.”

As an example, the summary specifications and performance of the Honda CB1100F;

Towards the end of the 1960s and early 70s, road tests began to identify issues with the negatives of increased engine power outputs. Outside the traditional arenas for such problems, i.e. motorcycle racing, we now had road bikes displaying tyre, suspension, and chassis (frames and forks) problems. The early “solutions” were to use after market parts, even complete “specials” such as Bimota and Rickman, which were complete motorcycles with improved components such as frames, suspension, and brakes. As competition for sales heated up, major manufacturers eventually created their own inhouse solutions, starting a developmental ball rolling that continues to this day. Aspects of the technical revolution are now taken for granted within contemporary road tests. Motorcycle technologies have changed the powered two wheeler landscape. Much has evolved from the baseline of engine power output. As power outputs have increased the rest of the motorcycle has had to evolve to keep up with the consequences in terms of handling, stability, braking, and control.

Contemporary motorcycle road tests tend to be different from the approach of the mid 20 th century. The one man and bike approach leans more to a menu of pre ordained activities deemed to show a motorcycle in its best light. Road testing of new models, notably exclusives, are likely conducted in circumstances overseen by motorcycle manufacturers. The jury is out as to how jetting off to some sunny destination abroad might influence a road test report. Motorcycling has changed in developed countries as bikes are primarily considered a leisure vehicle rather than basic transport. Fashion and lifestyle are key components of the culture. Yet, yardsticks prevail, usually with regard to performance. Many motorcycles straight from the showroom can exceed double national maximum speed limits. Some see this is relevant to a bike’s status, and by default says something about its rider. That most riders are incapable of, or even desire to ride at anything much over national limits is not the issue in an image conscious world.

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History of the South Yorkshire Sidecar Club – Two

At the AGM of 1970 the club was £41 & 1 shilling (£41.05) in the black. Ken Martin received the cup for the most points scored for club outings. On the committee were Les Burrell (Chairman); Allan Vollans (Secretary); Ken Martin (Treasurer); Deryck & Audrey Sunderland (Public Relations Officers); Mrs. Emmerson (Minutes Sec); plus W.Blundell, P. Dawson, & H Emmerson (P.R.Os). Still a considerable committee. It was agreed to get information to rejoin the Federation of Sidecar Clubs, i.e.the FED. It was also reported that collecting waste paper and cardboard would fetch £6.00 per ton. (When I joined the SYSC, the back room of the old clubhouse was packed to the rafters with paper. A bit of a fire risk I should think. However, this helped pay the bills.) By 1973, the SYSC was again a member club of the Federation of Sidecar Clubs. A camping weekend was held at Woodhall Spa in July, which was publicised in “Outlook”, the FED newsletter, and was open to all FED members. Once again this was a great success. Here a run-down of club night events for November and December of that year;  Bingo  Table Tennis  Beetle Drive  Dominoes  Darts  Christmas Party  Pin Table to finish the year off. These activities may seem pretty mundane by today’s standards, but back in the 1960s and into the 70s this was big stuff.

Fancy Dress Night circa 1975- “King” Deryk Sunderland & “Lollipop Man” Ken Martin Come 1975, it was noted that the club had a camping weekend near Pickering, just outside the village of Newton upon Rawcliffe. Once again the club had come up trumps. A great campsite, “Bank Top Farm” was used well into the 80’s. The club still goes up to Newton, but these days we camp at the “White Swan” in the middle of the village. At the 1976 AGM it was decided to have a smaller committee. This was reduced to 6, including P.R.O’s. Maybe shrinking membership forced this move. What didn’t change was the events calendar. Just look at May and June of 1976. May 15th Donington Park road races nd May 22 Bramham Park club run. th th May 27 - 28 Camping at Hartsolme Park near Lincoln. June 4th. 7th Spring Bank Holiday weekend at Pickering. th th June 10 - 12 West Midlands Club camping. June 19th Club run to Brimham Rocks. th th June 24 26 Welland Valley rally. A really impressive list of events you must agree. In the late 70’s club membership declined to around 12, and then for some strange reason began to grow again. It was around this time that I joined the SYSC. Not that this had any great bearing on the re-growth, that was down to a change of policy. “Get out and recruit new members. Don’t wait for them to come to us”.

In 1978 and 1979 he club held two camping weekends at Elkesley, just off the A1 on the Spring Bank Holiday weekend. These were well attended and gave the club renewed confidence in the ability of members to stage good events. I didn’t get to either of these events as I was in the Isle of Man celebrating Mike Hailwood’s TT comeback.

A popular part of many rallies, the Tug of War This at the annual FED Rally in 1978 Into the 80’s a fresh wind was blowing. The old brigade in the club were beginning to thin out. Younger members had different ideas on how the club should be run. Here some of the club stalwarts up to the 80’s, well remembered and deserving a mention; Deryck and Audrey Sunderland; Allan and Jean Vollans; Les and Doreen Burrell; Geoff and Joan Bennett; Kevin and Janet Rose; and Alan and Betty Blanchard. Not to forget Ken Martin. After his death the club donated a trophy to the Federation of Sidecar Clubs to be awarded to the club with the best attendance at the FED’s annual rally, and this is still awarded to this day. At the AGM in 1982 the new committee was a completely new team except for Mark Fowler. It read - John Askham (Chairman); Alf Tindall (Secretary); Mark Fowler (Treasurer); Roy Hansford and Paul Frere (PROs). Amongst the promotional activities of the SYSC were displays at the “Classic Bike” show at Belle Vue, Manchester. These continued until the show moved to Stafford where it became a FED organised event. The SYSC also put on displays at most local transport extravaganzas, which helped the club increase membership.

Conclusive evidence that sidecar folk are crazy, but can still smile. 1983 Easter Rally on a cold, soon to become a snow covered Cheshire hillside In 1983 was a “Social Evening” with a difference held aboard the “Wyre Lady”, a pleasure boat that ploughed up and down the river Don through Doncaster. 70 souls turned up for this adventure, including members of the “Mancunian Sidecar Club” and the “Panther Club”. It was in the depths of winter and very foggy, so curtains were drawn and heaters were going full blast. Apart from running aground when turning round for the return trip, all thought this was a really grand occasion. By this time club funds were on the rise and a Financial report showed over £200 in the bank, with interest of £3.22. Much better than today’s rates. A Spring Fayre raised almost £62 towards the “Silver Jubilee Rally” for 1983. The camping weekend at Newton-upon- Rawcliffe was also a success with 23 outfits present.

South Yorkshire Sidecar Club has a long standing record of attending events to publicise the club, plus sidecars in general. This 1983 display in Graves Park, Sheffield featuring on the left Geoff Bennett’s Honda 750 and Palma, plus, third from the left, Deryk Sunderland’s classic Norvin 1000 and Palma

In 1983 a club re-union held on the 7 thMay at the clubroom on Anchorage Lane was a great success with well over 80 people filling the clubroom. Some ex members hadn’t seen each other for years and it was wonderful to be a part of it. Later, at the “Hacienda” near Askern, on the Spring Bank Holiday, the club held the “Silver Jubilee Rally”, although the weather was foul and did its best to ruin things. There had been 2 weeks of constant rain leading up to the rally weekend and this continued throughout the rally

To help make a success of this landmark event the club hired a giant marquee. This arrived on a lorry with just the driver to oversee club members erect it. This went remarkably smoothly. One of the club members, Roy Hansford, kindly donated 4 sets of toilets that we installed in a caravan. This even had water on tap to facilitate flushing. Entertainment was also catered for with a Saturday evening “Ho-Down” and a “Disco” on Sunday. All this was delivered with liberal coatings of mud. Plenty of straw was put down for the Saturday, then after a clean up, more was laid for the Sunday “Disco”. I can tell you, mud was flying in all directions. For our efforts in this our “Jubilee” year, the SYSC won the “Best Rally” award for 1983. It was hard earned and well deserved. Mention the “Mud Rally” even now and people immediately know what you mean.

At the Federation rally at Corse Lawn, near Tewksbury in 1984 the SYSC had a great turn out of members. If there had been a trophy for Best Club turnout the club would have won. From 1985 to 1988 Dinnington Rugby Club was the venue for our annual club rally. Another successful and popular event. In 1986 several participants joined the local “Run the World” charity event. Certainly another day to remember. Sadly, one year a tent was stolen from the edge of the campsite. Then later, the club’s mobile toilet caravan was broken into and trashed, plus a large army tent was stolen. It was time to move on, which was a shame as the rugby club valued our attendance. Towards the end of the 80s came the end of an era. The Doncaster Council gave us notice to quit the clubroom. This was on the pretext that only 2 of our club members actually lived in the Sprotborough area of Doncaster. More likely was that the peppercorn rent that we were paying (£12.50 per year) just wasn’t in line with “Thatcher’s Britain”. So, it came to pass that on Saturday 17th Sept 1988 the club held a grand jumble sale. Talk about everything must go ! All of the club’s assets were up for sale. Kitchen equipment, cooker, crockery, tables, chairs, sofas, sideboards, carpets, the lot. Even the piano was sold for £15, which we had previously tried to give away. The snooker table raised £50. At the end of the day the clubroom was just a shell. A sad day indeed.

Once again the fortunes of the SYSC took a downward turn. Club membership fell to an all time low of just 5 active members. But, yet again, after drifting from place to place, the SYSC settled at Moorhouse Equestrian Centre at Hampole, near Doncaster. From this point on, club membership swelled to well over the 50 mark. From 1989 until 1998 the club had just 3 annual camps. One at Top farm, near Wakefield. Then two up in North Yorkshire.

Pete Ellis,Chris Wilson, Oscar, Phil Cheswick at the 1997 BMF Rally In 1998 the club just couldn’t let this year pass without having a 40 th year celebration. This was held at “Scout Dyke” an outward bound centre. Situated on the outskirts of Penistone, this was again a success despite not having many club members to make things happen.

In addition to the celebratory camping event, a well,attended 40th anniversary day meet was held at the new Scout HQ back at our previous home on Anchorage Lane, Sprotborough.

Into the year 2001. Now with enough willing members, Silverwood Scout Camp near Barnsley was the venue for our “Spring Bank” weekend. This was to prove a very popular site. The year after the SYSC hosted the “Easter Egg Rally” for the first time, which it continues to do. In 2008, circumstances meant moving from Hampole to our current club nights home at the 9 th Scout Group headquarters, behind the “Sun Inn”, Scawsby, near Doncaster. It’s close to the junction of the A635 Barnsley road and the A638 Wakefield road, minutes away from the A1(M) For information, club nights are on the 1st and 3rd Sundays of the month, starting at 19.00. Tea & cakes with a small raffle are the norm for most club nights. Here we arrange any forthcoming events, such as day runs, and camping weekends, but the emphasis is social. In 2008 the SYSC was 50 years old and celebrated with a special “Easter Egg Rally”, as well as a very successful 50 Year re-union in May. The FED also had it’s 50 th in 2008 and the “South Yorkshire Sidecar Club” is proud to be a founder member of the Federation of Sidecar Clubs. The year 2018 was the club’s “Diamond Jubilee”. Not bad when you think back to the late 50’s when lots of things were against such a club surviving. Nevertheless, the club still enrols new members. I nearly said fresh members. I must admit that the majority of our clan are not in the first flush of youth. Quite a few have rediscovered the joy of owning a sidecar outfit and are glad to be in the company of like-minded individuals. In 2019, for the second time in the club’s existence, the club won the Federation of Sidecar Clubs’ “Best Rally” award. Ample reward for the effort put in by lots of club members. Not only was this Easter event blessed with good weather, the club was able to make a donation to the Sheffield Children’s Hospital. As ever, thanks to the generosity of those attending.

James Toseland receiving SYSC donation of behalf of Sheffield Children’s Hospital We are all looking forward to the days when we can once again be Covid free and meet up once again with old friends. I hope that you have enjoyed reading about the SYSC and that a few happy memories may have been revived.

For me, this has been a great trip down â&#x20AC;&#x153;Memory Laneâ&#x20AC;?. Researching all of the old club records, while challenging on occasions, has been extremely rewarding. Some of the old photographs are of such high quality. I do think that club member from the early days, Jim Cook was largely responsible for these. I do wish that I could have thanked him personally. If you have relatives that once were in the SYSC, you may have photographs of the period. I would very much like to have copies. These would help to pursue and enhance the pictorial history of the club. If this has rekindled your enthusiasm for sidecarring, or you are new to the sidecar scene, get in touch, by email, or telephone, and join in the fun. My email is :- whatafiasko@googlemail.com or 07547 791539.

Oscar

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 ?” - 15 Throughout the pandemic period the Motorcycle Action Group has continued to camaign on behalf of all UK motorcyclists. Short term (we hope) issues that relate to Covid19 have been addressed in a businesslike manner and crucially in partnership with other interested agencies and organisations. Yet, this has not inhibited the ever present vigilance and response to those long term issues which affect motorcyclists. As 2020 draws to a close, the latest developments are as follows; 12th November 2020 - New casualty analysis for vulnerable road users gives fresh perspective. The Motorcycle Action Group (MAG) has published new analysis of vulnerable road user (VRU) casualties. The report opens the way for a fresh perspective on VRU road safety. Motorcyclists, pedal cyclists, horse riders or handlers and pedestrians are defined as vulnerable road users. This is because they are not protected by a vehicle body. They can also be harder for other drivers to see on the road. MAG starts from the premise that motorcyclists - like all other road users - do not set out to cause injury, nor to be injured. Collisions happen when errors are made. Reducing errors and opportunity for errors will reduce casualties. The work carried out by MAG looks at trends in the statistics over the five years 2015 – 2019. Colin Brown, the report author, said: “MAG is keen to look at whether the safety of VRUs is improving or getting worse. This analysis looks at regional and local authority levels and we found that national figures hide wide differences across the country. We will go on to look at road safety approaches and campaigns on the ground. By finding any differences at local level, we hope to identify what works and what doesn’t.” The British Horse Society (BHS) gave valuable support to establish data for horse riders. Alan Hiscox, Director of Safety for the BHS, said “The whole ‘official’ reporting system for equestrians does not give a realistic picture of what happens on the roads, and injuries and fatalities to horses are very rarely reported by the police. Therefore, it is so important that equestrians report any incident - but especially incidents that have resulted in injury to the horse - to the British Horse Society, so we can present a ‘real life’ picture.” Some of the key revelations of the analysis show that:

• • • •

Motorcyclist KSI (killed, or Seriously Injured) numbers are reducing in all GB region KSIs for motorcyclists, cyclists and pedestrians significantly reduced in Lancashire Pedestrians fare worst in Lincolnshire The KSI rate per billion vehicle miles flipped in London in 2019. The cycle KSI rate became slightly higher than that for motorcycles. The full report can be found at https://bit.ly/VRUtrends.

Colin Brown states: “Commentary on motorcycling tends to be negative. I have shown in this analysis that there is cause to challenge that attitude. We all want to see more work done to improve the safety of riders; however, motorcycling policy and safety needs fresh perspective. MAG is working to promote the many benefits of motorcycling, but the critics habitually position safety as a blocker. In reality, motorcycling is getting safer. Therefore, long standing prejudices are not legitimate and must be challenged.” Alan Hiscox commented "I know horse riders don’t compare to other VRUs in casualty numbers, but I am convinced that we have more near misses per mile ridden. We are creating a stronger voice by supporting each other and bringing attention to all VRU’s." Rachel Lee, Policy & Research Manager for Living Streets, said: “Increases in pedestrian KSIs have occurred across rural counties and metropolitan areas. The positive trends in absolute KSIs for London boroughs (including City of London) are in contrast to the significant reduction evident in the City of Glasgow and City of Edinburgh. Scotland as a whole shows an overall reduction in KSIs for all vulnerable road users, perhaps attributable to having a clearer vision for road safety through the Scottish Government’s adoption of Vision Zero.” Nick Chamberlin, Policy Manager for British Cycling, commented: “We welcome this new analysis from MAG and thank them for throwing more light on this subject. Groups representing vulnerable road users must work together to highlight the dangers faced by our members. We must also seek to understand where progress is being made and encourage the Government to accelerate investment in our local road network, so that it is safe for everyone.” 18th November 2020 - MAG receives confirmation that motorcycles are ‘not in scope’ for 2030 end of sale of petrol and diesel vehicles. The Government has announced that the UK will end the sale of petrol and diesel cars and vans by 2030. The Motorcycle Action Group (MAG) has received confirmation from the Department for Transport (DfT) that the sale of petrol motorcycles is not in scope of today’s announcement. The Government today (18th November 2020) formally announced a Ten Point Plan for a Green Industrial Revolution. Included in the plan is the announcement that the sale of new petrol and diesel cars and vans in the UK will end by 2030. This is ten years earlier than planned. The position on motorcycles is not mentioned in the announcement. MAG therefore contacted the DfT for clarification. We received confirmation that motorcycles are not in scope of today’s announcement regarding the ending of sale of petrol and diesel cars and vans. The Department contact went on to say that there are no time frames for ending the sale of petrol/ diesel motorcycles. Further, should the department wish to make such an announcement, they will consult first with the Motorcycle Action Group and its members.

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SideLines Consistent Inconsistency Back in the day. Sorry, slipped into another of those “meaningful” phrases that seems to be popular with folk for a time. A bit like people wearing sunglasses on top of their head even in the sunshine. As our grown up kids are fond of saying, “It’s what people do”, when asked by their elderly dad what it’s all about. Never mind, they also respond, “things have changed”. Hmm, you’re telling me (oops, another one). So, to be more precise, back when first let loose on a powered two wheeler in 1962 (that just for a few days though), and then more often in 1963. All this in a large urban area, and during what was referred to as the “rush hour”, on UK roads that were less busy than what probably became the norm around thirty years ago. For sure, different times. Recall in 1963 riding the motorcycle into central London on a Sunday from the East End with little traffic to contend with, including around Trafalgar Square and even up The Mall. Soon, riding north up the A10, the Great North Road (A1), and on the old A616 to the home town of Sheffield. Notable traffic near London, but minimal going north. Of note was once making that journey on a Saturday morning on major national roads with hardly any traffic at all. A noticeable change by the mid 1980s with a journey north to Scotland from our Yorkshire home with an early Saturday morning start. Joining the nearby M62 motorway it was clear that, beyond the odd truck, traffic was light. All the way up to my destination near Edinburgh traffic was at times scarce. No congestion anywhere. Less than 10 years later, another early Saturday start, this time to head south to Birmingham, with the first 20 miles on the same stretch of the M62, but a very different story. Significant traffic this time and congestion around Manchester and all the way south down the M6 motorway. No question that times had by then indeed changed. Let’s not even consider the situation on UK roads today. Throughout the near 60 years in question some things have been constant when it comes to traffic and that is the need to control it. In particular, those measures used by highways departments to warn, advise, and guide road users. The basic aims are presented as promoting safety and maintaining traffic flow. The underlying guidance and enforcement is contained within regulations, statute, and information. Much of which is contained within the Highway Code. The Highway Code was introduced as a provision of the Road Traffic Act 1930. The first edition was published in April 1931. It originally contained 18 pages of advice, including arm and hand signals to be given by drivers, as well as police officers controlling traffic. At the time just 2.3 million motor vehicles in Great Britain, yet over 7,000 people were killed in road accidents each year.

SideLines The Highway Code provides information for a broad UK audience - Vehicle drivers, riders of powered two wheelers, cyclists, horse riders, and pedestrians. The Highway Code plays an integral part in assessing people’s suitability for a licence to operate various categories of powered vehicles. Different régimes exist for each category, so requirements differ according to the nature of a vehicle. The car licence is the most common. Generally speaking, licencing for larger, usually commercial vehicles, requires different testing régimes. The most obvious being when acquiring a licence to operate an heavy goods vehicles (HGV) , or public service vehile (PSV). The basic car licence covers a wide interpretation of possibilities, some perhaps puzzling. Recent changes may differ, but the personal driving licence was valid in its entirety until reaching 70 years of age. From 70 years it has to be renewed every 3 years when undertakings are required regarding health and fitness to drive. The categories of vehicles on the now defunct licence were listed as follows; Category AM  2-wheeled or 3-wheeled vehicles with a maximum design speed of over 25km/h (15.5mph) but not more than 45km/h (28mph). This category also includes light quad bikes with:  unladen mass of not more than 350kg (not including batteries if it’s an electric vehicle)  maximum design speed of over 25km/h (15.5mph) but not more than 45km/h (28mph) Category A  Motorbikes with a power output more than 35kW or a power to weight ratio more than 0.2kW/kg  Motor tricycles with a power output more than 15kW Category B  You can drive vehicles up to 3,500kg with up to 8 passenger seats (with a trailer up to 750kg).  You can also tow heavier trailers if the total of the vehicle and trailer is not more than 3,500kg.  You can drive motor tricycles with a power output higher than 15kW if you are over 21 years old.  Physically disabled drivers with provisional category B entitlement will also have provisional entitlement to ride category A1 or A motor tricycles. Category B1  You can drive motor vehicles with 4 wheels up to 400kg unladen or 550kg if they’re designed for carrying goods. Category BE  You can drive a vehicle of 3,500kg with any size trailer.

SideLines Changes to driving licences have changed over the years, particularly in recent times to some European requirements. How these might be affected by the UK leaving the European Union is indeterminate, but significant changes are unlikely. The ordinary UK driving licence can be hard to fathom. Whilst differences between some cars and vans may be marginal, there can be notable variations in external dimensions and engine power. That a person can prove ability in a small car such as a Ford Fiesta, but also be deemed capable of driving a long wheelbase commercial van does seem inconsistent with other licencing rules. Engine Output

Length

Width

Height

Weight

Top Speed

Ford Fiesta Trend

75 PS

4068mm

1735mm

1469mm

924 kg

103 mph

Ford Ranger 4x4 Double Cab

213 PS

5359mm

2163mm

1848mm

3200 Kg

112 mph

Ford Transit L4H3 Van

130 PS

6704mm

2474mm

2778mm

2360 Kg

102 mph

The vehicles above represent common examples of what are now regular sights on UK roads. Whilst the Fiesta has been the most successful car in terms of sales for many years it doesn’t dominate the UK traffic landscape. Larger passenger cars have become more obvious in how they fill road space and parking areas such as adjacent to supermarkets. Human obesity may be a social issue, but so is the emergence of oversize vehicles. Standard size integral garages in houses have become “sheds”, or even additional living areas, because cars don’t fit anymore. “Vehicular obesity” has arrived, which, for the UK with its urban streets and country lanes designed for the horse and cart, is a major problem.

SideLines In complete contrast the rules for a motorcycle licence are notably different and could be seen as inconsistent. Those of us, who gained UK bike licences in the past, were subject to a different régime. In the early 1960s the specific restriction was only being able to ride up to a 250cc bike whilst on “L” (learner) plates. However, and in hindsight rather curious, engine size and power did not apply at the time if a sidecar was fitted. No mandatory training for any motorcycle and the all clear to ride any size bike once the test was passed and “L” plates discarded. Prospective motorcyclists had to have reached their 16 th birthday. Rules were changed as Japanese motorcycles emerged with power characteristics that blew away the concept that engine size equated to limited performance. Further restrictions introduced over the years have led to the current arrangements, which are more complex.

UK motorcycle categories, ages and licence requirements Licence category Mopeds with speed range of 25 km/h to 45 km/h Small 3-wheelers (up to 50 cc and below 4 kW) Light quadricycles (weighing under 350 kg, top speed 45 km/h) Same as AM plus 2 or 3-wheeled mopeds with top speed of 25 km/h

CBT, theory test, practical test

Granted with AM

CBT, theory test, practical test

0.1 kW per kg) and 125 cc Motor tricycles with a power output not more than 15 kW

Direct access route - theory and practical

Standard motorcycle up to 35 kW (and a power-to-weight ratio not more than 0.2 kW per kg), bike must not be derived

from vehicle more than twice its power

Progressive access route - 2 years experience on A1 motorbike and a further practical test Direct access route - CBT theory and practical (you must be at least 24)

Unrestricted motorcycles in size/power, with or without a sidecar, and motor

Minimum age

Compulsory basic training (CBT), theory test, practical test on all powered 2wheeled moped

Light motorcycle up to 11 kW (and a power-to-weight ratio not more than

Requirements for licence

Progressive access route held an A2 licence for a minimum of 2 years practical test (21 or over)

tricycles with power output over 15 kW

24 (direct) or 21 (progressive access)

SideLines As licensing regulations and requirements have been amended over the years motorcycles have been subject to more changes than other road vehicles. Some based upon the advances in technology that have significantly influenced performance. Motorcycles with capabilities that just a few years ago would have been confined to the professional race track have appeared on the retail showroom floor. Realistically, some measures have probably been necessary. However, the bureaucratic attention given to powered two wheelers has not been reflected with four wheeled vehicles. The restrictive dialogue in the UK applied to motorcycles has reduced the numbers on the road, whilst the car population has increased dramatically. At the same time “vulnerable” novice road users, who once were much publicised with negative motorcycle statistics, are now at the wheel of cars with power characteristics far beyond those of the mid 20th century. The carefree kid on the bike, who once was a single victim of his own misadventure, now takes the lives of several passengers. The silent campaign against powered two wheelers arose recently when proposals for a new, revised Highway Code failed to make references to motorcyclists as legitimate road users. Key issues of safety and potential vulnerability completely missing. The feeling has to be that politicians are quite happy to have dialogue with representative motorcycle organisations as long as it benefits them politically. Whilst accepting politics and society at large does have periodic “pet” topics, and some things can become “flavour of the month”, there is still a need for treating other matters with equanimity. The only certainty experienced by motorcyclists is inconsistency.