The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On LineAvailable Bi-Monthly Issue 14 – December 2014

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Contents this Issue

Editorial – Reflections on the year past and facing 2015

Dreams, Fantasies & Realities – Part 3 – Thoughts about stopping

Hawk HID (High Intensity Discharge) Headlight – An appraisal

Recollections – Memories from photographs taken over the years

Oscar's Odyssey – A Christmassy Tale – or maybe not ?

Reading and then “The Rugged Road” – Evolving reading habits up to a book about two women riding a sidecar combination

SideLines – A Disappearing Breed ? - Are Motorcyclists ?

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Editorial

Another year draws to a close and we hope it's been a reasonable one for you and those you care for. As 2015 approaches there are inevitable resolutions about our sidecar related lives that hopefully are on the agenda for the coming year of 2015. Some are expected to happen, whilst others inevitably amount to desires, even long shot dreams. Experience tells us that despite being on “the list”, some are unlikely to be realised. Shame, but it's accepted that nothing in life can be seen as certain, so it's expected that some things may not come to fruition.

Inevitably some resolutions are maybe over ambitious for a variety of reasons, usuallybecause somethings are too ambitious, whilst unexpected diversions do arise. Priorities often dictate, but perhaps more importantly things crop up along the way that will be more important at the time and so are elevated on the priority list.

2014 has been at times a difficult year for us, as well as for people we know, includingthose we view as family because of long term acquaintance. These are often sidecar friends, plus others involved with motorcycling. Family and medical issues have been for some, life changing situations. Much has put our sidecar activity somewhat on the back burner, as it has for others. Nevertheless, interest in sidecarring has remained, even if only for a few minutes each day, as a useful diversion from life's negatives. Itseems to work for us, and, we suspect, for some of our sidecar friends, who are having to deal with particular adversity.

Irrespective, we are beginning to map out the next year and commit to hopefully getting out and about. A particular objective will be attending the Belgian Jumbo Run in August for our 30th time. A familiar weekend for us being involved with children and young adults affected by a variety of disabilities, as well as folk we have known for many years, and who we view as more family than just friends. It is pleasing to say that these connections came about primarily because of our interest and involvement with sidecars.

This issue includes a further personal view on what constitutes a component part of a sidecar outfit, this time related to brakes. Also, an appraisal of a possible, worthwhile lighting option. For what is unlikely to be a one off, some pleasure has been gained from recollecting times past by trawling through the photographs, both old school and digital, amassed over the years. Of course, no apologies for it all being about a life spent on and around two and three wheeled vehicles. It's expected that these recollections might stir a few memories for others.

Finally, best wishes for Christmas and the coming new year to you and yours from SidecarJohn and SidearPat.

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Dreams, Fantasies & Reality - Part 3

It became clear when planning this particular chapter that there was much to be said about both brakes and power trains, so this one is now confined to brakes, so a change from what was originally intended. Power trains, engines and transmisions thatis, can be dealt with adequately later.

Brakes are intrinsic components of any poweredvehicle. The ability to go applies whether the motivepower is animal, including humans, internalcombustion, electricity, or even the natural motiveforce of wind. All have merits and disadvantages,but although most considerations concern theinternal combustion option, brakes are a universalrequirement. Indeed, where there is no contributionfrom an engine's ability to slow a vehicle, brakesbecome very important.

Zero electric motorcycle

Electric is the new rock and roll, but as things stand there's some way to go before we could wholly replicate that which is offered by the use of liquid fossil fuel. Range is the big issue, so the big journeys easily achievable with conventionally fuelled vehicles due to widespread, quick refuelling facilities are likely some way off. However, brakes remain vital as this vehicle type's potential for elevated speeds.

The ability to stop is obviously essential, predominantly in maintaining predictable control ina variety of situations, but also for those occasions when a less predictable scenario arises. Emergencies and the unforseen can, and do come along. Any vehicle needs to be brought to a controlled, sometimes rapid halt, or at least have its speed significantly reduced.

Brembo caliper – long term, popular, effective

Personal road riding experience covers a variety of four stroke petrol engined single cylinder, parallel twin cylinder, vee twin cylinder, opposed twin cylinder, four cylinder inline, four cylinder boxer, and latterly, vee four cylinder. Two stroke experience involved single and twin cylinder configurations.

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Sidecars have featured with;• 750cc Harley vee twin in a side valve Harley Norton special • 250cc MZ single with MZ's own sidecar • 650cc Ural boxer twin and Watsonian Palma • 750cc Honda four, again with the Palma• 980cc BMW boxer twin alongside the Palma widened by 9 inches • 1100cc Honda boxer four with self made sidecar on Watsonian chassis,

followed by another self made sidecar on self designed, modified Charnwood chassis

• 980cc BMW boxer twin with EML sidecar • 980cc BMW four and modified Saluki sidecar • 1200cc Yamaha vee four with Squire RX4

Braking arrangements varied on our sidecaroutfits, but some things are particularlyremembered for being acceptable in theretardation department, or more memorably lessso, whilst in later times braking has becomeimproved and more than acceptable. The 250 MZsingle was the first rig with brakes that reallyworked, albeit drum braked.

MZ250 with factory sidecar (excuse Derek's “rear view !)

The MZ was a comparatively low weight outfit with features such as an anti roll, or sway bar, as standard. Controlled to both ride and when braking, probably down to featuring a standard sidecar brake. A great winter machine and saved venturing out on the then family transport Honda, which, if nothing else saved unwanted cleaning ofthe four cylinder 750, as well as fuel costs.

At the opposite extreme was the 1972 Ural and Watsonian. The bike's braking was decidedy lacking, not helped by tyres and brake shoes that were less than effective. Poor grip from the OE tyres, allied to brake shoes that seemed design to last for ever, and hardly merited any designation associated with braking !

To make matters worse, the cable operated OE sidecar brake proved equally unconvincing. Like many others did at the time, the Watsonian brake was either disconnected, discarded, or simply never purchased. Sadly, its reputation went beforeit, and for some years I disregarded the merits of all round braking.

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The Palma, suitably repainted was subsequently attached to our faithful 750 Honda Four and served us well for over 5 years. No sidecar brake still, although even the Honda's single front disc brake clearly outshone the less impressive Russian.

Our Honda 750 with simple front sidecar rack arrangement

Indeed, a sidecar brake didn't reappear for some years until building a second sidecar for our Honda GL1100. Overall loaded weight, plus memories of a couple of incidents saw the unbraked sidecar spun the Honda around as its own brakes worked effectively. Part of the associated chassis designincorporated a Mini drum brake, which was linked withthe bike's rear disc. An hydraulic master cylinder from acar was fitted, a conversion that proved economic andvery effective. Brake master cylinder

Although availability was tenuous in 1990, the master cylinder from an old Hillman Imp car proved a reliable choice. It was new and found in the store of a local motor factors. It was chosen for its suitable bore size, plus operating rod length. In later years it was possible to renovate and rebuild it.

Interestingly an initial attempt to deal with the suspected possibility that the linked braking of bike rear disc and sidecar drum might require adjustment for bias, and so not braking in a straight line. A car scrap yard bias was an option, even a new known option from an original Mini car. In the event an easily adjustable unit designed for rally cars was opted for despite an elevated price. Over the early months and miles, slight adjustments were made, but it became apparent that the best setting was withthe hydraulic bias valve wide open. Effectively highlighting that there was no need for the valve. No doubt a case of being too clever for my own good, and crucially too clever for the wallet ! Next time try it, then purchase if required.

From 1990 a sidecar brake has remained on successive outfits, and always linked, at least, with the bike rear brake. The subsequent BMW twin with EML sidecar had a sidecar disc brake, although the original EML caliper proved unreliable and a suitable one from a small Kawasaki was fitted. Linked to the bike's rear caliper, the car master cylinder previously fitted to our old Gold Wing replaced the poor quality, original EML component. It's worth noting that choosing available Japanese bike calipers should mean easily obtained brake pads.

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The BMW K1 powered outfit had a drum sidecar brake fitted when bought. The original fitted arrangement comprised all brakes – bike rear disc, twin front discs, sidecar drum – operated by the right foot. The legal requirement for a separate braking circuit was achieved by an additional caliper, courtesy of a Yamaha FZ1000, on one of the front discs operated by the handlebar brake lever.

Although there was no criticism of theavailable braking power, quite the opposite,modification and some simplification wasdeemed sensible. The result being linkingbike rear, sidecar, and one front disc. Theadditional, cumbersome Yamaha caliper wasremoved and the hand lever now operatesthe other front disc. Neater, and still veryeffective braking under all conditions.

Standard Brembo caliper plus additional Yamaha caliper

There has been no need to consider changes due to the excellence of the brakes. They show their mettle on the road, as well as at annual MOT test time. Usual attention is undertaken periodically. There is an order when bleeding the three brakes in the foot operated circuit, including a very useful bleed point in the hydraulic line between the bike and the sidecar.

Alternatives to our connected brake arrangements exist such as a friend's set up linking a single disc at the bike front with the rear bike disc. The handlebar lever operates the other front bike disc. No sidecar brake, but he's happy.

The personal ideal is discs all round, plus many options exist for the sidecar comparedwith drum brakes. Front and rear bike discs, plus sidecar linked, operated by the footlever. The secondary brake circuit requirement satisfied by the bike's second front disc operated by the handelebar mounted brake lever.

An additional, but not experienced, would possibly be a handbrake. A rear caliper from a car, or maybe quad bike to be operated by a car style handbrake lever, or suitable alternative. Not persuaded to simply place a releasable tie wrap on the front brake lever, although some swear by it !

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Hawk HID (High Intensity Discharge) Headlight

Standard lighting on motorcycles is generally lacking. Whilst fashion may well be a factor when people fit additional lighting, just take a look at the average adventure bike setup, much is to do with a look rather than for seeing the road ahead. The predominant justification, and not to be dismissed lightly, is lights helping to be seen in an ever increasing myopic world.

The possible downside to motorcyclists being more obvious by displaying all manner ofillumination to protect themselves is an apparent obsession with LED lighting, which means competing with running lights on vehicles of all shapes and sizes. The Christmastree presentations on some trucks overwhelms other vehicles lighting on unlit major roads when the sun has gone down.

We sometimes ride at night and accept that some daytime conditions demand the use of lighting. The priority is predominantly to be seen, but there are times when travelling in the dark is required. An early hours departure for a ferry, a lengthy journey, or other time dictating reason, highlights the need for decent illumination. The benefits of enhanced lighting was revealed when obtaining our BMW K outfit, which had an High Intensity Discharge (HID) headlight. Unfortunately, it failed aftera few months and replacment was reckoned at the time to be expensive to replace.

A larger than standard normal bulb was fine, but didn't compare to the HID unit. As time passed things were left with night riding adapted accordingly, i.e. reduce speed even when a road was good.

Then a chance conversation with a friend, as I looked over his classic BSA twin outfit, highlighted his fitting of an HID unit. Despite the daylight deonstration it wasclear that the light was very good, backed up by Dave's recommendation. The Hawk HID unit was identified as effectively “plug and play”, an impressive power requirement of only 35 watts, and an even more impressive price of £19.99 including free delivery !

Well presented and . . . .

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On returning home, a Hawk H4 unit was ordered, arriving less than 48 hours later, Fitting on the Vmax was straight forward with the only issue of any note being mounting the ballast element. A household plastic box with snap on lid (good old Tupperware), suitably modified, was attached to the inside of the Yamaha's handlebar fairing.

. . . . Well packaged

The HiLo HID lamp simply replaces the original H4 bulb and connects to the bike's original bulb socket. No other wiring alterations are required and the bike's dip switch controls the headlight beam. Unlike a conventional two element bulb, there is asingle light source controlled by a solenoid arrangement, which moves a mechanical arrangment in the special lamp providing high and low beams.

Impressive contents for the money

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From the outset the Yamaha's new HID headlight was obviously bright, but its effectiveness was only apparent when departing in the dark, early hours to ride to the Channel Tunnel for a trip to mainland Europe. Initial urban miles, on relatively deserted roads, before the usual midweek morning rush, showed the effectiveness ofthe Hawk's low beam, even with street lighting. However, once clear of the town, suburbs, and on winding country roads, the high beam was very impressive as it lit theroad ahead. In fact it sometimes seemed a shame to return to the dip beam when thevery occasional traffic approached towards us. We guess our presence was certainly noticed.

Schematic shows the Hawk's “plug and play” simplicity

The success of the Hawk on our Vmax has since meant recommendations to friends, which have been followed up with some purchases. Purchasing another unit for the BMW K outfit was logical and it will soon be fitted. At the price, the Hawk HID unit has proved to be probably one of the best purchases made to both enhance lighting, but also to instill some confidence when riding at night, and on those inevitable days when visibility is poor. Probably, the BMW with HID lighting will be even more valuable than that on the Vmax as this outfit sees more winter action.

Other than the clear merits of the Hawk HID unit, the effective “plug and play” means that should things did go wrong a standard bulb could fairly easily be fitted. Trouble is, could you adapt to a clearly inferior illumination of the road ?

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Recollections

There are lots of photographs filling drawers, boxes, and other receptacles around the house. Some are probably best discarded as they are likely not worth keeping. Equally, the digital stuff, more than likely a much greater number than the much older hard copy images, languish on computer hard drives, CDs, DVDs, and memory sticks. From the earliest black and white taken in teenage years to the more recent, over 50 years of gathered memories, good and possibly less so.

A significant amount, very likely the majority, have connections with motorcycling, particularly sidecar activity. How about around 20 photographs of a variety of leadinglink forks taken at one big UK sidecar rally in the early 80s ? Our son, even now, will comment on that, still puzzled I reckon about what that was all about. Considering the cost of film and developing in those pre-digital days it could be seen as strange I guess.

Still, a small number of images are real memory stirrers. Some will produce a short, favourable comment, whilst others lead to much longer accounts of where and what exactly was going on when that freezing of time occurred. This collection of images are part of those that invoke good memories of times past.

Son James ready for the off on our long running GL1100 Gold Wing outfit. Not exactly, just a bit of fun when we, along with other sidecar types, featured on a BBC television production in Birmingham. The live outdoor broadcast also “starred”, rathercuriously perhaps, pedal cyclists with amongst their numbers a certain Nick Sanders. This was before he became the long distance, ride around the world on a Yamaha R1, something of a motorcycle celebrity.

For the record, we didn't actually ride off with the lad on top !

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A reminder that sidecar outfits can be very, very distinctive. This one at a French sidecar rally combined all those features that makes folk capture the image. Interesting paint job to say the least, possibly choice of motorcycle, and certainly in this case, a very intriguing sidecar. If ever those regularly spoken words, “You don't see many of those” was appropriate, this is it !

A high road in France whilst on a family holiday with sidecar friends was seen as a regular opportunity to take in the scenery, chat, and relish the time spent with each other. Cliff Day's self made sidecar, Moby Dick, alongside his Moto Guzzi twin encapsulates happy times with other members of our irregular band, “Team Malt Loaf” (a popular English delicacy for the unconverted). This image has the capacity to bring back memories of much more than can be seen. As we repeat regularly, you haveto get out there to get your memories.

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A field in Sweden that had become a camp for participants in the Swedish Jumbo Runfor young adults and children with special needs. Our family of four took part on 5 occasions in the late 1970s, early 80s, making friendships and receiving great hospitality from many people, notably the expat Welsh family of Johnny and Margaret Jaekel, Ove and Birgitta Gustavsson, and others.

Great, long lasting memories. This particular photograph was taken because of the attractive pannier/boot arrangement, which we actually considered as a possible purchase due to its tempting price. As with many things in the sidecar community, innovative and produced by an active sidecar enthusiast. He invited to his home wherehe said he would assist in fitting the capacious boot to our Gold Wing.

The trouble was that the supplier's home was around 500 miles away and completely in the opposite direction of our journey home. Time available, with just over a week totravel around 1000 miles home, two ferry crossings, plus fuel cost unfortunately meant we couldn't take up the guy's offer not feasible within our limited budget. Such a shame.

One thing emerging from those times in Sweden and Norway was the concept of distance, not unlike when in later years visiting the USA. “Just down the road”, or “It's only X miles (sometimes with three figure distances)” reflect attitudes to distance. In vast areas where road systems permit, distant is predominantly the relevant variable. In densely populated places, so time is an additional, key factor dueto congestion and road conditions.

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In complete contrast to the efficient luggage carrying arrangement on that Swedish outfit, this was how camping stuff was carried on our old BMW/EML rig. At the time the sidecar had a passenger, but there was no pillion. Clearly lacked refinement.

On a trip into northern Spain during a family holiday, we ventured into the principalityof Andorra to do the tourist bit. Great weather and ride, even treat the family to a sit down meal. Fascinated by the commercialism with duty free shops everywhere in the diminuitive capital Andorra la Vella. Didn't buy, but the lasting impression was that some stuff, notably electrical gadgetry was the same price as back home. Another memory was motorhomes filling up with fuel due to it being cheaper than in bordering Spain and France. With our tank size it wasn't worth the bother.

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The greatest tribute to Cliff Day's creation, Moby Dick, depicted earlier, was the Martello. Produced and sold in the 1980s, the sidecar proved a popular choice for a number of enthusiasts. As with many UK sidecars, numbers sold didn't mean a commercial, long running success, but a number, possibly most Martellos, are still around. This early model aside a Honda 750 was the pride and joy of Bill and Myrna Kilkenny of the Mancunian Sidecar Club.

In complete contrast, and not the sidecar this time, the Watsonian Oxford sidecar isattached to a rare motorcycle special. Only around 70 of Shifty 900s were produced. The 4 cylinder engine and gearbox from a Fiat 127 featured along with parts from a number of Italian motorcycle and component companies. Modifications resulted in theShifty being chain driven. Memory suggests that this particular example was owned at one time by Brian Watson of the Mancuian Sidecar Club.

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This much admired homemade creation of Keith and Joan Noble attached to a Honda Gold Wing was the envy of many UK sidecar enthusiasts during the early 1980s. Stylish and functional, this fibreglass beauty carried the couple and their two sons around the vibrant rally scene of the time.

Inspired by the shape of early 1980s advanced passenger trains, the Noble family sidecar would probably still be an attractive proposition more than 30 years later. Of note was the monocoque design indicating that the design was more than simply extremely good looks and quality of finish. All aspects had been very considered and interpretered. A memorable example of form and function that is still well remembered by long term UK sidecar enthusiasts.

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A memorable weekend at the Cadwell Park racing circuit in the English county of Lincolnshire. The prologue to a Classic two day race meeting involved a group of camping sidecar folk walking the track on the Friday evening. The two Bobs, Higgs andJackson believed they could do better than walk by giving their own “racing outfit” a lap. The problem was they had forgotten their race approved riding gear. Never mind,it was still a great weekend for all those who attended. Happy days.

The Rossendale Valley Street Bike Show in Rawtenstall, Lancashire ran for 15 years. It attracted huge crowds besides the large numbers of motorcyclists. A number of sidecar outfits turned up for a number of years to support the event, which raised thousands of pounds for local charities. A number of factors brought about its demise, the most common suggestion being it destroyed itself by becoming too successful. Maybe there were specific reasons such as health and safety, or sadly even greed. However, it was enjoyed when at its peak. We always arrived early to get our favourite spot and enjoy the obligatory breakfast bacon and mushroom sandwich.

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A Christmasy Tale

Christmas being on the way got me to thinking of Christmas’ past. Not the “Dicken’s” type with ghosts and suchlike, just the motorcycling ones that stand out in my mind.

One such year was in the early 1980’s, not quite sure of the year. It was the occasion of the “Mancunian Sidecar Club” and their annual Christmas party for children. All members of the South Yorkshire Sidecar Club, were invited and the party was at a working men's club somewhere in Bury, a Lancashire town near Manchester. Being in December, it was thankfully an afternoon event, which meant the ride home wouldn’t likely be too arduous.

The rig I had at the time was the well used, and abused, Norton 650 SS with Palma sidecar. I bundled my two children, who would have been about 12 and 9 years old at the time, into the chair and off we rode.

The ride to the party wasn’t to difficult. I had received good instructions of the route to the club. No sat-nav then and maybe just a page out of a road atlas would do the job Anyhow, we arrived there without any trouble and the party was a good occasion, as all Mancunian events at that time were. Plenty of food, lots of kids, who were well entertained.

As time passed, I got to thinking about making for home, as it was getting rather gloomy outside. I did hear mention of possibile snow. My route home was via the Woodhead Pass, a major route between Lancashire and Yorkshire, which as some will know, just about tops out above the treeline. So, I said my goodbyes, and once again fastened my objecting offspring into the chair. Off we set and all was well and good.

I retraced the route that we rode earlier in the day, which was the A56 through Manchester, and then on to the A57 through Denton, Hyde, Mottram, then on to Tintwistle, and the long climb over the “Woodhead” towards our home in Sheffield.

As we climbed, I detected a tapping noise coming from the engine, but at the time I wasn’t unduly concerned. The old engine frequently made strange sounds, and then they would go away. Not this time though because as we passed the turn off for Holme Moss, the tapping noise became a definite knocking. Now I was concerned as it was dark and getting colder, and I was in charge of two children. There was nothing for it but to carry on, and hope for the best.

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The Woodhead Pass bewteen Yorkshire and Lancashire

At reduced speed, we passed the tight bend where the old Woodhead RailwayTunnel emerged, then we started the long grind up to Saltersbrook towards the highest point. About a mile further on, there was loud bang, and the engine seized. I was ready for this eventuality, so there was no histrionics. The rig rolled to a stop, just past a lay-by, and I let the rig roll back into the lay-by.

Here we were relatively safe, but what to do ? Here we were stranded on a lonely road, in total darkness, and all I had were a few tools and a small torch. A roadside repair just wasn’t going to happen today.

A swift decision was made. We would have to walk the rest of the way up to the Dunford Bridge turnoff where there was an A.A. (Automobile Association *) telephone box, a familiar roadside landmark. With a little luck someone might stop, open the box for me, and then I could ring for help. I wasn’t a member of a motoring organisation, so I didn't have a key for the members only telephone facility.

So, off we set. It was extremely dark and if any vehicle came along I was putting trust in my motorcycle jacket’s reflective strips to give warning. We had walked about a quarter of a mile when the sound of a car was heard. As it approached I herded my little flock off the road. The car came to a stop and a lady in the car asked if that was our rig parked down the road. After a very positive affirmative, we were invited into the car.

I said they could drop us off at the A.A. Box, but the chap behind the wheel thought this a bad idea, and suggested taking us all down to Stocksbridge, the first township in the valley, after the Woodhead on our route home. Streetlights, less cold, and maybe we could catch a bus. This made sense, so we had a warm ride over what wouldhave been a very cold and arduous trek.

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Not the Woodhead A.A. Box, but equally useful when in trouble

Once the kind motorists dropped us off they about turned and headed off back the way they had brought us. Clearly, they had gone out of their way to assist us, so a really kind gesture.

Now we were back in civilisation, I got to work. In my pocket I had my little black book. Telephone numbers I had plenty of, so which one could I ring ? The most likely would be a friend of mine that lived fairly local to my home. He answered the phone almost immediately and after listening to my tale of woe, he said that he would be along as soon as he could. At this point, I took my children into the local working men's club that was open. A bottle of pop and a bag of crisps each we soon put the world to rights, as far as my kids were concerned. Less than 45 minutes later my friend turned up, complete with towrope.

We backtracked all the way to my rig, which was still where I had left it. Who would want to run away with this on a filthy night like this, particularly as it was trying to snow by this time. The tow rope was soon fitted, and we were on our way home.

From breaking down to stepping into my home the time spent was just over two and a half hours. Pretty good going from what started out as a very desperate situation.Once again, I was blessed by the generous nature of strangers.

Postscript. Upon stripping the engine, as I lifted off the barrels. One of the pistons was found to be broken completely in half. Nevertheless. I was back on the road by the following weekend. I soon joined the R.A.C. (Royal Automobile Club *)

Oscar

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Footnote to “A Christmasy Tale”

* The Automobile Association and Royal Automobile Club were the UK's long term motoring organisations, the A.A. formed in 1905, although the R.A.C. had established its uniformed patrols in 1901. Both ultimately provided nationwide assistance for motorists and motorcyclists requiring breakdown assistance. Both had a comprehensive network of identifiable, locked telephone telephone boxes available to members, who were supplied with a key. On call was equally widespread fleets of vans,trucks, and the familiar A.A. and R.A.C. sidecar outfits, all manned by experienced driver/rider mechanics. A sign of perhaps less business aggressive times was that these keys would open either organisations boxes.

Whilst the A.A. And R.A.C. still exist, it is in a very different world of breakdown support. Vehicle technology with the consequences of roadside repair being feasible, plus the radically different communication systems being primarily digital and mobile, the support of drivers and riders with broken vehicles now concentrates on recovery. Some repairs are possible, but not too practical, even in a world where motorised reliability is more guaranteed than in the past.

Their famous boxes still exist in fewer locations as a tribute to a different era. It is believed that 19 A.A. Boxes still exist in roadside locations, 8 having the protection of being UK Grade 2 listed buildings. It is suggested that there are no R.A.C. boxes remaining other than in private collections and museums.

R.A.C. Box key, now simply a collectors' item

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Reading and then the “The Rugged Road”

I read a fair bit, but not many books. The preference is usually magazines, selected newspapers, and internet based sources such as websites, forums, and blogs. Even before the internet, books, especially fiction, hardly figured on the personal reading agenda.

A career in education meant required reading on professional matters, and there was a lot, as well as that more directly involved with students. The hands on material ranged from Shakespeare to pre reading schemes, plus the more technical language areas of engineering, mathematics, science, geography, and just about anything else that featured in school, or college curricula. This diversity arose because of a varied 30 plus years career working with a range of ages and abilities in several institutions.

Personal reading has been somewhat dominated by the enthusiasm for motorcycling inits many forms with sidecars the main area for around 40 years. The latter despite there not being too much on the added wheel subject.

Motorcycle stuff has included the somewhat strange Robert Pirsig book, “Zen and theArt of Motorcycle Maintenance” (it was trendy at the time and that's my excuse) to curiously a selection of 1960s fictional titles about outlaw motorcycle gangs. These followed reading the more famous, non fictional “Hells Angels: The Strange and Terrible Saga of the Outlaw Motorcycle Gangs” by Hunter S. Thompson. This short live obsession was not about a desire for involvement, more to do with a predominant aspect of motorcycle culture.

“Cycle” magazine, a favoured read for over 25 years

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As years passed, reading became focussed on magazines with regular subscriptions tosome titles, notably “Motorcyle Sport” and the US publication, “Cycle”. Confession time. Still possess all but 4 copies from the June 1967 edition of “Cycle” to unfortunate demise in the early 1990s. “Motorcycle Sport” ultimately morphed into the current “Motorcycle Sport and Leisure”, which reflects the radical shift in what motorcycling has predominantly become, specifically a leisure pursuit in so called developed countries rather than essential transport.

Most aspects of motorcycling still interest, but the emphasis is now more on touring and that which relates to our activity. This has meant some catching up on Ted Simon's “Jupiter's Travels” over 30 years after it was published. Now a book about the first motorcycle journey from the UK through Africa to its southern tip, the Cape of Good Hope, Theresa Wallach's “The Rugged Road”.

Back in 1987, when researching for a short bookrecognising the Watsonian sidecar company's 75th

anniversary, I came across brief reference in thecompany's archives to two women riding fromLondon to Cape Town in South Africa on a Panther600 RedWing with a Watsonian sidecar, plus towinga trailer. In very recent times I read a review onthe book about this epic journey and purchased itin October this year. Unlike some past book purchases, I set out to read “The Rugged Road”almost immediately.

This 2nd edition, produced with support andadditional material from American, Barry M Jonesof the Arizona State University Foundation, is thework of Theresa Wallach. She and Florence Blenkiron, both enthusiastic and accomplished motorcyclists, took on the trials and tribulations of travelling through what can only be described as hostile, sometimes unknown, unmapped territory. In ourmodern age, when apparently countless motorcyclists take on epic treks all over the globe, some even on commercially organised adventures, it is all the more astonishing that two British women were prepared to contemplate and undertake such a journey.

The book captures a time when the mystery of Africa was predominant. It also provides some historical perspective of European colonial presence in areas where native people lived just as they had done for centuries. The simplicity, often hardshipof African life, yet also the peoples' generosity towards two European white women isconveyed throughout. Their mode of transport, the previously unseen vehicle of a sidecar combination towing a trailer, only adds to the unique flavour of the epic ride.

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“The Rugged Road” is enhanced by later, additional information, particularly the women's relationship and later lives. That Theresa Wallach continued to be overtly involved with motorcycling such as rider training serves to encourage admiration for her despite a degree of cussedness.

Compared with accounts of much publicised, modern day motorcycle adventures, as interesting as they may be, they don't really compare with Theresa's and Florence's accomplishments. No back up crews, no GPS, no directed support, and no electronic communication was the order of the day. Only a few established mechanisms for rescue, such as in the vast Sahara desert, and ever helpful local people. Having a number of days to reach a prescribed destination before someone would begin a costly search for you was the most significant assistance mechanism. Hardly relevant should the worse happen.

Florence Blenkiron & Theresa Wallach at a tea plantation in Uganda

Plenty of resolve, ability, and courage was what it was all about for these two women. “The Rugged Road” makes fascinating reading, and so glad I took this journey in print with them both.

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Today's Sidecar outfit is a practical leisure vehicle, which creates interest wherever it goes. It enables you to include the family in the fun motorcycling, short trips or longer holidays while providing:

•Extra space•Stability•Greater travelling comfort•Convenience for passengers

Children and dogs LOVE sidecars!!

Decades of experience riding, selling, manufacturing, and fitting sidecars provides you with a wealth of experience that can help you join the great world of sidecars.

Sidestrider supply the famous classic European sidecars from Watsonian Squire and Velorex, as well as Unit leading link fork kits for most model motorcycles. In addition, Sidestrider also offer a bespoke sidecar service.

Sometimes there are questions you might have, so I will be happy to personally send reprints of various articles pertaining to your specific questions or just "interesting stuff" regarding sidecars.

So, if you reside in the USA, and are interested, please get in touch;

Call Doug Bingham on 818 780 5542or

Email via our website; http://www.sidestrider.com/

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SideLines

A Disappearing Breed ?

Motorcycles and the derivative vehicle, sidecar outfits, don't exist in the same numbers in the UK as they once did. In past decades the sight of motorcycles on UK roads was commonplace at any time, and not just at weekends. When society was evenmore unfavourably disposed to those people riding powered two wheelers, economics and social circumstances meant there was a place for personal transport other than a car. How times have changed.

Whilst bikes were viewed as essential family transport, even though antagonism and disrespect have always existed, motorcycling didn't probably enter a more social discomfort zone until around the late 1950s. An American movie featuring a clear set of anti heros helped kickstart a mentality that was destined to prevail for decades. Bikes became seen as being ridden by “bad guys” and were usually presented as such.

Stanley Kramer's film, “The Wild One” cast a sufficient enough dark shadow over motorcycling that British film censors wouldn't issue a certificate for its public showing for a number of years. The violence and anti establishment behaviour of two rival motorcycle gangs led by Marlon Brando and Lee Marvin characters didn't sit easily in 1953. That the film was loosely based upon a real incident in the California town of Hollister, actually involving ex World War 2 soldiers on motorcycles, served to heighten concerns, even fear, especially from sensationalist media. The emergence of so called outlaw motorcycle gangs in the USA, notably Oakland's Hells Angels didn't help. Whilst the film was banned in the UK, a then nightly BBC television current affairs programme even did a feature on what was seen as threatening. This at a time when one national BBC television channel stood alone.

Suspicions, doubts and hearsay about motorcyclists' in the UK were heightened again in the early 1960s as a result of conflict between a few motorcyclists and motor scooter riders. Several holiday weekends featured suggested organised battles at well known seaside resorts. However, it is believed some of the “action” might have been arranged by sensationalist newspapers reporting the clashes, and arranging “photo opportunities”. Contingents of photographers and reporters were not there by coincidence.

However, the damage was done, in more ways than one by those “Mod and Rocker” days. The impact of those times perhaps illustrated by my eventual father in law, who, on pulling up for fuel on his traditional British family sidecar outfit, was asked by the attendant was he a “Mod”, or a “Rocker”. As a family man with two teenage children in his mid 40s, he was somewhat mystified.

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SideLines

In the 1960s, when our early, personal motorcycle experiences were centred on weekend rides to the coast, or motorcycle race meetings, the bike served as basic transport. We became used to being refused service in many cafes and other public amenities. The comfort zones were familiar, accepting cafes, even pubs. None the less, there still remained an air of social rejection, sometimes backed up by the authorities. It wasn't necessary to do anything wrong to be targeted for a “bike check” by the police, or some such.

We were clearly a breed apart, albeit by choice. No doubt that some young motorcyclists “moved on” away from the motorcycle scene because they tired of being viewed as rebellious. Granted, some saw it as “maturing” as they abandoned the lifestyle, adopting social and family social customs. Make what you will about what that says about some of us, who have “stayed the course” !

Decades later, the motorcycle world is very different such that there appears to be some sort of acceptance. There is little doubt that previous rejection by some commercial interests have changed as the motorcycle has become more leisure than essential 21st century transport. Motorcyclists, predominantly no longer younger, cashstrapped individuals, are seen, rightly or wrongly, as having disposable income, and increasingly ambitious tastes. The “born again biker”, including those who never actually had a motorcycle in their younger days, reflect a new breed that no longer rides year round, and in some cases don't even ride on public highways. Track days and off road centres reflect the situation, as do the figures for annual mileages at the time of the UK annual road worthiness test, the MOT.

For example, a year of limited riding caused by an extended holiday and illness, embarrassingly reduced the annual mileage on our old BMW outfit to around 2500 miles. Yet, of around 360 MOTs conducted at my test facility, mine was seen as above average. Over a third failed to reach 1000 miles and of these some barely reach 100 miles in the year, including miles to and from the test place !

It's easy to think that the significant changes in UK motorcycling make no differenceto the long term survival of the activity, but is this realistic ? Viewed purely as a hobby with diminishing participants, and certainly few younger motorcyclists, surely has implications for insurance, other costs, and ultimately acceptance on public highways.

The radical changes since the 1960s are perhaps seen as some sort of progress, but is the developed situation healthy for motorcycling in the long term as a dedicated, enthusiastic few call it a day, and political/ social changes promote a gradual demise ?

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