BMF RIDER - Autumn 2021

Motorcycle

rider no. 95 AUTUMN 2021 £4.95

KIDS GO ELECTRIC | Wheels to Work | Round the World

by Bantam

PLUS

| Boots tested | Mark Williams | Buying a Bullet www.britishmotorcyclists.co.uk

Motorcycle Funerals Ltd

M

otorcycle Funerals we create an alternative send off for your Special Someone. Our fleet serves England, Scotland, Wales, Northern Ireland includes Isle of Man, Isle of Wight, regardless of weather, we will be there in rain or snow, with our weatherproof sidecar hearses. Even during the current pandemic, we have strived for funeral service excellence and travelled across the UK to make sure everyone has a safe, celebrated and dignified final journey.

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RIDER E MOTORCYCL

Motorcycle

rider

5 MN 2021 £4.9 NO. 95 AUTU

KIDS GO ELECTRIC

CONTENTS

rk | Wheels to Wo rld | Round the Wo

by Bantam

PLUS

| Boots tested

| Mark Williams

| Buying a Bullet

Cover Picture: Archer Tripconey age 5yrs (photo: Louise Hillier)

NEWS 04 BMF News

Curveballs and the Silly Season

MOTORCYCLE RIDER IS PUBLISHED BY THE BRITISH MOTORCYCLISTS FEDERATION (ENTERPRISES) LIMITED

07 NRR

Motorcycle Rider Editor | Peter Henshaw - editor@bmf.co.uk Designer | Louise Hillier - design@bmf.co.uk Advertising | Sheonagh Ravensdale sheonagh.ravensdale@bmf.co.uk

17 Events

All BMF correspondence to: Helen Hancock, Administrator BMF, PO Box 9036, Enderby, Leicester, LE19 9BE Tel: 01162 795112 Mob: 07918 903 500 Email: admin@bmf.co.uk COPYRIGHT: All material published in motorcycle rider is the copyright of the BMF. Use may be freely made of it without permission on condition that any material used is credited “reproduced by permission of motorcycle rider, the BMF magazine”.

The views of any contribution contained in motorcycle rider are not necessarily those of the editorial team or of the BMF. Chair | Jim Freeman Finance Director | Howard Anderson Member Services Director | Peter Laidlaw Political and Technical Services Director | Anna Zee Communications Director | Sheonagh Ravensdale National and One-Make Club Forum Chair | Stephen Davenport Administrator | Helen Hancock

www.britishmotorcyclists.co.uk

Breakfasts, Belle Vue,

Dambuster…we’ve been everywhere

FEATURES 10 Member Profile:

Ron Common

“I was 15 and thought bikes were the coolest thing ever…”

20

14 Start ‘Em Young

How to get kids on bikes (age 4)

20 Mary Motorcycle

Doing the big trip by Bantam, circa 1970

23 Bantam Rebirth

The same bike, reborn 45 years on

27 Affordable Classic

A classic bike which doesn’t cost the earth - what’s yours?

28 Day Ride

Forest of Bowland, rocky road, enormous scones

30 Bikes for Good

Wheels to Work - getting youngsters on bikes for good reason

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OPINION Unreliable Sauce

www.britishmotorcyclists.co.uk

National Road Rally 2021

Is noise regulation a racket?

RESOURCES 13 Altberg Boots tested

Three long-term users give their verdict

25 Thorneycroft

How to avoid contributory negligence

26 Bikesure

Tips from Foggy and Username Kate

33 Club Feature

Moto Guzzi Club GB

34 Club Renewals

It’s time to renew your club’s affiliation to the BMF!

35 AGM Report

Chairman Jim gives the key facts from our AGM

36 Down Your Way

BMF contacts for your area

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From the Chair

MAKING PROGRESS D

ear Fellow Rider reader, Welcome to the season of ‘mists, and mellow fruitfulness’, which has been astonishingly mild in these parts, making up for a wet summer. We've had weeks of settled weather, perfect for riding in. However, with Jack Frost around the corner, we’d best make the most of it. Time to think about those winter projects and any tasks that we’ve been putting off during the summer. In case you’re wondering whether you’ve dropped into Gardeners' Question Time by mistake, I’m referring to prepping the bike for next year, for those who don’t ride through the winter, and getting ready for winter, for those who do.

Either way, your first call will be routine oil and filter servicing, along with tyres and brakes, not forgetting chains, for those who have them. In my opinion (preparing to be corrected, naturally) anybody can do this stuff, with suitable advice and application. I speak with confidence when I say that everyone on the BMF’s Management Team can perform these tasks if they need to.

I can remember, for example, helping our newly confirmed Communications director, Sheonagh

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Ravensdale, to discover the intricacies of decoking her Suzuki T500; definitely a case of, ‘If I can do that, you can do that’. I should add, this would have been some time ago… Incidentally, for those under the age of about 40, the T500 was a two-stroke, one of the ICE types that we probably don’t talk about in 2021, or only in very hushed tones.

Which brings me on to the BMF’s AGM, reported inside. A key theme, which we’ll be living with for years, is the future of bike design and ‘fuel’ types. The elephant in the room is, just in case we have any Rip Van Winkles among us, that climate change is moving to the centre of every human activity, whether having children or using private transport. Pretending that, if we all stick our fingers in our ears firmly enough it’ll go away, isn’t an option. Like Covid, we’re going to have to learn to live with it.

To that end, the BMF is committed to two basic things. Letting riders of internal combustion engined (ICE) bikes use them for as long as possible, practically. As many have pointed out, of the entire ICE vehicle parc, motorcycles are the least resource hungry. Compared to many four-wheelers, by an astonishing margin. How many 125cc bikes does it take to make an SUV? Never mind run it. The other aspect is to make sure, as far as possible, that alternatives, whether electric, hydrogen or whatever, are available, with a supporting infrastructure, so that our ordinary members can afford to use them on a daily rider basis. Despite all the talk of disenfranchising private transport of any type with WCPT (walking, cycling, public transport), the ordinary person’s right to private powered transport is something that the BMF believes in, with PTWs (powered two-wheelers) as the most efficient form.

On that cheery note!

Stay safe, ride safe,

www.britishmotorcyclists.co.uk

Biker Friendly Accommodation, Cafes, Camping, Clothing, Events, Meeting Places, Parts, Pubs, Rallies, Shows, Touring

The website is free and easy to use, packed full of up to date information, with lots of events, news and free to enter competitions, along with an extensive business directory aimed at motorcyclists, with a wide range of businesses included.

Bringing The Biking Community Together

info@thebikerguide.co.uk

www.thebikerguide.co.uk www.britishmotorcyclists.co.uk

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News Cycles and Curveballs

Craig Carey-Clinch – Executive Director, National Motorcyclists Council (NMC)

W

e sometimes hear about the political ‘cycle’, which refers to a period when a party is in power, the time between general elections or between Queen’s Speeches. But there’s yet another one, a period when lobbying and campaigning is more active, particularly as public policy affects motorcycling.

This tends to be between New Year and Easter, with things starting to tail off a little towards the summer, enlivened with major campaign events in Parliament in June and July before the summer recess. Summer is the ‘silly season’ where Parliament shuts down and the civil service goes off on holiday. It’s a slow period where the lobbyist catches up with all sorts of background work left over from the earlier part of the year and prepares for the autumn.

Politics takes off again after the party conference season, with a spurt of activity culminating in campaigning events in November and December, before all goes quiet again over the Christmas recess.

Better This Way Planning a year and deciding when ‘headline’ activities should take place used to be fairly predictable, but Covid has wrought changes. For example, with no external events taking place in Parliament for such a long period, lobbying has become more fluid.

Departmental officials are wary of leaving their Zoom screens and the backdrops of their spare bedrooms, while MPs and ministers have also settled into a routine of on-line working.

On one level this has led to much more dynamic working. The 4

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yearly cycle of busy and quiet periods has been replaced with a much more even level of activity through the year, as both officials and MPs have become more accessible than the strictures of a pandemic and lockdowns would suggest.

Personal face to face interactions (much missed) have been replaced by more dynamic working and in many cases better day to day dialogue. Physical meetings with their long lead times, and time/cost consuming travel, have given way to regular phone conversations and, “shall we hop into a Zoom for a few minutes.”

With this more stable way of working and campaigning becoming established, the summer recess this year has been more active than during pre-pandemic times. No talk of silly season in the media nowadays, as officials in particular are unable to hide behind the hinted departmental summer shutdown, despite no such thing ever existing.

So although the summer is inevitably quieter due to holidays, the NMC has been able to consolidate several areas of policy work and maintain regular contact with MPs and officials on a range of issues where initial Council successes need to be translated into policy results.

Vision Zero NMC work on a new motorcycling strategy is moving on, and the Department for Transport DfT has been initially receptive to our ideas, but there is some debate about whether new policies should be expressed as a strategy, or via some other means.

The NMC view is that as long as we see headline policy parity for motorcycling alongside other non-car alternative forms of transport, the semantics of how this is presented are less important than getting the policies right.

To a great extent, our policy calls have needed to run alongside the work the Government has started on a new road safety strategy. That’s because the initial ideas put forward by DfT reached beyond safety into wider areas of transport policy under other objectives such as levelling up. The NMC sees this as an opportunity to make the case for motorcycling beyond safety in itself, particularly as better investment in motorcycle safety relies on motorcycling itself being viewed positively in public policy.

As part of this, the NMC is promoting an evolution of the Vision Zero narrative. Vision Zero has many laudable aims, but its promotion has become conflated with active travel (walking and cycling). The result is that most safety investment goes into walking and cycling, while motorcycle safety remains poorly funded. It’s hardly a strategy which will lead to the zero deaths and serious injuries desired by the Vision Zero philosophy. The NMC feels that Vision Zero should be expressed via a ‘welcoming roads’ message which does not discriminate between road user types, so leading to a more even and positive result for safety.

Licensing The UK’s departure from the EU has created an opportunity to reform our motorcycle licensing laws, and the NMC has published a series of proposals. www.britishmotorcyclists.co.uk

NEWS We’ve suggested that new riders should be allowed to take theory and hazard perception tests before taking the CBT and that the A2 licence be removed (ie returning to just A1 and A licences, as it was before the Third Driving Licence Directive). Also that upgrading from A1 to A licence could be done by additional training after holding the A1 licence for a year.

Secondary legislation is now in the parliamentary programme which will change the minimum test vehicle requirements for the A2 licence – you will be able to use a smaller capacity bike to take the test. This parallels a similar change in the EU.

We were surprised to discover that deaths and serious injuries have notably risen since the introduction of the two-part test and the Third Driving Licence Directive. This is in very marked contrast to the period before the licensing and testing laws started to change in 2009, so the rise does appear to be linked to these changes. The primary reason to introduce the change was to improve motorcycle safety. Given that the opposite has occurred the NMC is calling on the government to think again.

Watch those Curveballs Although the old seasonal ‘cycles’ have changed under the pandemic, the ability for policy makers to throw serious curveballs into motorcycling out of the blue remains a constant.

Anti-tampering (see the news story on these pages) currently looks like it could be one of these and the NMC will be working with its members to protect motorcyclists’ rights and freedoms to modify their bikes. Plus continuing to develop its work in wider policy areas. Busy times lie ahead.

Lobby News Round Up

from Anna Zee, BMF’s Political and Technical Services Director Anti-tampering Department for Transport officials have reassured representatives of the NMC, including the BMF's Anna Zee, that motorcyclists have nothing to fear from the recent anti-tampering consultation.

The original wording of the consultation – a maze of legal language – implied that any modification of a machine could be outlawed, and classed as 'tampering,' although the spirit of the wording was aimed at items which increase noise or emissions, such as aftermarket exhausts without a catalyser.

Anna Zee said: “We were invited to a meeting with DfT officials on 27th October to discuss this section of the consultation. They were quick to admit this could have been worded better; it is NOT intended to prevent customisation of bikes or the fitting of aftermarket products which do the same job, or better, as the original equipment. It IS intended to apply to anything which affects emissions, the computerised systems which are installed and such devices as the dongles advertised for increasing the speed on e.g. e-scooters.”

She added that any legislation is likely to be retrospective, so if a bike was fitted with a catalyst when new, but a replacement exhaust doesn't have one, this would count as tampering. “The DfT has agreed to send us details of where they think there are gaps in existing legislation,” she said, “and that they will further consult with us in the process of drafting the future legislation, which is unlikely to come into effect until 2024.” www.britishmotorcyclists.co.uk

So, we can all rest easy for the time being – fitting a hugger, different seat or topbox, or building a custom bike – won't count as tampering, so long as it remains true to the emissions limits which were in place when the bike was new.

Some areas of the proposed legislation still need to be clarified, such as possible exemptions for competition and off-road bikes, plus classic machines. The NMC argues that modifications to classic bikes can improve running without increasing performance.

Jim Freeman, BMF Chair, applauded the work of the NMC in obtaining swift clarification from the DfT. “The BMF feels vindicated in its support of the NMC, from its earliest stages, as the united voice of motorcyclists when talking to government.

There is little doubt that had this consultation been made before the creation of the NMC, that the various motorcyclists' groups would have been much easier to ignore.”

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News Third Party Shipping Work on the issue of third-party shipping of motorcycles into the EU for tourism continues. The NMC has had discussions with civil servants in the Cabinet Office on the issue, and it is agreed that accompanied bikes, ie with owner present, are not a problem, and I understand this has been proved so by TRF members. We are still awaiting updated advice on gov.uk.

Progress on the issue of shipping bikes via third parties has stalled because while the Cabinet Office agrees that it is a real difficulty it is not regarded as high priority.

A petition has been started about shipping via third parties here: https://petition.parliament.uk/petitions/598889

Roads & Bridges Changes to the Design Manual for Roads and Bridges seem to be taking account of motorcyclists. This snappily-titled book is the design bible used by National Highways. Incidentally, National Highways was formerly known as Highways England, which was formerly known as the Highways Agency. It doesn’t seem very long since the last rebranding, or have I been doing this job a tad too long?

Some years ago Highways England set up a Motorcycle Working Group.

A subgroup was later formed to discuss infrastructure and I am happy to say that the Manual revisions show signs of being influenced by its work.

The section on vehicle restraint systems, (ie barriers) CD377, now specifically says that motorcyclists must be considered when specifying barriers. Generally National Highways now install concrete barriers on central reservations, certainly on motorways, but it is not yet clear to me whether wire rope barriers are allowed anywhere else. There should have been changes also to National Highways inspection and maintenance procedures but those do not form part of the Manual.

Good news on Euro NCAP Fve years ago the Dutch research body RDW (at the behest of motorcyclists' groups including FEMA) did some research into whether automated systems in cars could see and react to motorcycles. The answer then was a depressing ‘not very well,’ particularly when the motorcycle was being ridden to the side of a lane rather than right in the middle.

This will now have to change. The EuroNCAP system 6

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(NCAP = New Car Assessment Programme) will include testing for this from 2023.

It will be included in the testing of systems such as autonomous emergency braking and lane keeping assist.

And while on news from Europe, you might have noticed reports that MEPs support installation of ISA (Intelligent Speed Assistance) on motorcycles. However the EU Commission is actually aware that ISA in its current form is not suitable for bikes. FEMA will continue to oppose systems which take control away from the rider. ISA is part of the General Safety Regulation proposals to be adopted in the EU but it does not apply to motorcycles.

New Faces at the BMF We’d like to welcome two new faces to the BMF office – Cheryl McMonnies (Membership Secretary) and Emily Rochester (Government Relations Executive Trainee).

“I fell in love with bikes when I was introduced to the world of rallies in the mid ‘90s,” says Cheryl. “There’s nothing better than getting together with like-minded people, listening to music and the sound of Above: Cheryl McMonnies motorbikes.

Below: Emily Rochester “To me, the biking world is about freedom, community and acceptance. It’s also an environmentally considerate way to travel that doesn’t cost the earth.

“My first bike was a 250 Superdream before I moved on to a Ducati 620 Dark, though I am now looking for something else! I’m looking forward to becoming an integral part of the BMF family.”

Emily adds: “I have helped out in the BMF office for a couple of years, whilst studying for my Law degree, so I am really excited to begin my new role. I look forward to learning all I can from Anna and colleagues and working with her to continue protecting and promoting riders’ rights. I have recently moved into my own house with my boyfriend and we have recently taken on a rescue cat and kittens, so life is never dull.” www.britishmotorcyclists.co.uk

NRR and Events

National Road Rally 2021 Or National Monsoon Rally? Helen Hancock reports

O

nce again, the NRR committee managed to arrange a pandemiccompliant event that had well over 560 riders, plus plenty of pillions. The 2020 format of unattended controls and codes to be collected was used again, this time with a second day added to enable a longer weekend trip if preferred. The added day meant the return to a longer ride for those who wanted to push for a platinum award.

Day One started at 9am with the heaviest rain we had encountered for a while…then developed into monsoon levels!

Some had a drier ride than others, who might have appreciated an outboard motor. Still everyone was safely finished by 10pm, some carrying on for the shorter Sunday ride as well.

No one wanted to be deterred by the horrendous weather, spirits were high and support for others out on the matrix was second to none. All riders followed their pre-planned ride around the 100-control matrix, collecting codes to eventually complete their chosen award.

There were many newbies, accompanied by more established riders. Thirty-three teams of three (bike clubs, mates, most with fabulous team names) rode for a coveted team certificate. Some did it for fun, some in fancy dress, some rode in remembrance of loved ones, some for charity. Some rode to better their award from previous years, while others rode because their friends told them to!

Some rode having no idea what they were doing, others (faced with the monsoon) had second thoughts and took a shorter backup route. But all had a great event and the social media pages pinged all day with photos and stories galore. www.britishmotorcyclists.co.uk

Above left: Scooters too Above: Bet you didn't know the Knievel twins rode an Africa Twin and a Varadero Left: Bikes, NRR hats...what else does a couple need?

Below: Yes it rained, but were we downhearted?

To find out more about the National Road Rally, and the exciting new plans for 2022 go to www.nationalroadrally.co.uk or find us on the usual social media channels.

Save the date for next year – July 2nd & 3rd 2022.

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National Road Rally NRR is one of the longest-lived motorcycle events in the country – Ian Baxter knows all about it

W

hat we now know as the National Road Rally started life in 1933 as the All England Rally, renamed the National Rally the following year and moving to Donington as a start point. Apart from a few breaks for world wars, fuel crises and cattle disease, it's been running annually ever since.

“The original idea was that it was a test of man and machine,” says Ian Baxter, who has ridden 25 of the rallies and has served on the committee for 12 years. “Modern bikes can just gobble up 600 miles but back then it was a real challenge. The manufacturers would put up awards for the best BSA, best Triumph etc.”

Winner of the solo category in 1934 was Mr KB Norris while one JH Colver bagged the best sidecar/three-wheeler award.

Unfortunately, the programme doesn't record what they were riding, but they beat another 5-600 entrants to the top awards and would have visited a selection of 127 controls.

“It has seen a few changes over the years,” adds Ian. “It's now down to 540 miles with fewer controls but still has the platinum, gold, silver and bronze to go for, with special tests for the platinum. I've always thought it should stick to that format, which works well.” One thing that has changed is the move from manned controls – already in decline before Covid – to unmanned, where riders just need to take a picture of their bike next to the sign. And it looks like the overnight stages will be dropped, thanks to safety concerns.

Entrant numbers hit a high in the mid-1990s when 1400-1500 people would take part, but now it's back down to between 6-700, still a respectable number. Ian reckons 400 is the minimum to make it viable – although the NRR is all run by volunteers, there are still costs which have to be covered.

Still, the National Road Rally carries on into 2022 and in fact the reach of the committee has grown, now organising the Welsh and Scottish Rallies as well. The Welsh will be in May 2022, the NRR the first weekend in July and the Scottish in early September.

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Top: Rallyists line up for the start, circa 1960 Above: FJ Tanner won a medal at the 1935 National Rally

Above: 1967, and Stoke is the venue Left: 2016, and the National – now the National Road Rally – forges on

www.britishmotorcyclists.co.uk

Unreliable Sauce / Mark Williams

D

LOUD AND UNCLEAR

uring these past two decades it’s clear that we bikists have been confronting, if not fighting, a steady onslaught of legislative and other less obvious barriers to the enjoyment of our transport lifestyle. These have included emission and so-called safety issues handed down from the EU bureaucrats, Ultra Low Emission Zones in London and soon elsewhere and for those of us mudpluggers who once enjoyed a heady network of green lanes, the dreaded NERC bill. And now we’re about to face perhaps the biggest barrier of all: acoustic cameras.

In case you haven’t been paying attention, one of the last official pronouncements by now ex-Transport Minister, the egregious Chris ‘Failing’ Grayling, was to authorise trials of ‘noise cameras’ which operate in much the same way as speed cameras but record a vehicle’s exhaust decibel level as well as its number plate. Drivers, or in our case riders, will then be fined if they exceed a legal limit of 74 decibels, and notwithstanding the dreaded Brexit, this could eventually come down to 68dB by 2026 if the Dept for Transport (DfT) decides to mirror EU legislation, which it invariably does.

Now of course all new motorbicycles sold in the UK already meet the 74dB limit and owners of brand spankers have little to fear from acoustic cameras… or do they? I ask this because the noise levels emitted by OEM exhausts are generally set at midrange engine revs, but if one is screaming along past one of these new cameras in a low-ish gear or, perish the thought, a high-ish speed, can we expect to quite literally sneak under the radar?

Be that as it may, I think we should be more worried about aftermarket ‘zorst systems and end-cans, for the sale of such relatively big-ticket items is not at all insignificant and those who like a bit of a racket to orchestrate their A to B-ness will have to abandon their freedom to enjoy it. And simply returning original mufflers to get their bikes through the MoT – hello Harley owners – will thus become a thing of the past.

According to the DfT, the deployment of these new cameras, ‘… comes after pressure from campaigners in rural communities who complain of motorists modifying vehicles to increase sound.’

Note that’s ‘motorists’, not motorcyclists but once again we are being tarred with the same metaphorical brush. However, MCIA boss Tony Campbell said that his members will ‘play their part’ in adapting to new measures adding that, ‘With growing pressure on the environment, including noise pollution, illegal exhausts fitted by some riders attract unwanted attention to the motorcycle community and do nothing to promote the many benefits motorcycles can offer… (and) we welcome these trials as a potential way of detecting excessive noise in our community.’

Thanks Tony. www.britishmotorcyclists.co.uk

Now I live in a part of rural mid-Wales where sportsbike riders from the Midlands arrive most weekends to enjoy the relatively low-trafficked and scenically impressive A-roads, usually at high speeds and often wearing aftermarket exhausts which do indeed make a bit of a din if you happen to live near the action. But I’ve yet to see any evidence of any ‘campaigners’ complaining to the DfT about these brief aural intrusions. And in any case two of my bikes are fitted with aftermarket and/or modified exhausts which are, shall we say, a bit on the raucous side and no one’s ever moaned to me about any rumpus I make whilst bimbling along the lanes and B-roads hereabouts.

However, I should point out that both of these bikes are customs that I’ve built myself based on bikes from the early 1980s which had far higher decibel levels than today’s machines when they were new. Which raises another worry, for I know that the customising business is that rare thing, a two-wheeled trade that is both healthy and growing, but is one that almost exclusively depends on being able to build and sell machines that are substantially louder than stock.

I also know that the MCIA and certainly the DfT aren’t really concerned about the fate of niche commerce in the bike trade.

But I am, and so should we all be if we care about our freedom to ride, and ride in a manner that matters to us.

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Member Profile

Two-Wheeled Discovery Clubs, runs, charities and surviving off-road – is Ron Common a typical BMF member?

“I

was 15 and thought motorbikes were the coolest thing ever, but couldn't afford much and bought a Raleigh Wisp, which was more like a pushbike. But it was affordable and got me on the road. I grew up in Retford, a small town with a market square, the perfect place for teenagers to hang out. The richer 16-year-olds had FS1-Es and the older guys had bigger bikes – a few British but mostly Japanese as this was the late 1970s. I acquired a love of bikes which has never gone away.

“The Raleigh was soon replaced by a Puch Maxi, but my first proper motorbike was a CB175, which I had at 17. We didn't ride far, but our thing was going to race meetings, watching Ron Haslam, Barry Sheene. Eventually I bought a Suzuki GS750ES, which I loved. I was a bit reckless then....

“My brother Nigel has had a small shop – Bike Depot – in Worksop for 40 years. It's a traditional, independent bike shop and I've helped out there a few times. That gave me an insight into how hard you have to work, six days a week, but all the customers are really friendly. You get people who rely on their bikes to get to work, those who just use them weekends, but they all like to spend ages talking to you. I think Nigel doesn't realise just how good he is at this job and that's why he has such loyal customers. I've loved helping out but I don't think I would like to do it full-time – I'm enjoying my retirement too much.”

Off-Roading

“Nigel got me into off-roading. He had a DRZ400 in the shop and encouraged me to take it out one Christmas.

A friend has a TS125, so we put the bikes on a trailer and took them down to Monks Trodd, which is an 1110

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mile byway in mid-Wales. We didn't know that it was very boggy, which doesn't suit a DRZ. But we loved it, and this became a regular thing – it's great, being able to ride across country on a bike and see the uninterrupted landscape.

“Later I bought a KTM 400 and was riding the Strata Florida.

Repeating a bit of fun enjoyed the previous year I blasted up a steep hill alongside the trail and took off at the top only to discover (in mid-air) that since my last visit a huge dyke had been built just over the brow of the hill. I nose-dived into it and was high-ended over the bars. Amazingly, a group of Mountain Rescue guys were at the same spot, (on a jolly in their Land Rover) so I was quickly sorted and taken to hospital. A separated clavical means my shot-putting days are over, but otherwise I made a full recovery.”

Overlanding and MoR

“Off-roading opened up a whole new world of motorcycling for me, and not just in the obvious way. We were out once and had a puncture. Three women riders stopped to help us and told me Above: Tiger 800 owners enjoyed their Lake District weekends Left: His perfect all rounder and favourite riding backdrop www.britishmotorcyclists.co.uk

about the Horizons Unlimited rally. So I went along, met Craig Carey-Clinch, people like that, and learnt all about Motorcycle Outreach (MoR). I was very impressed by the realisation that my hobby of motorcycles could do some good in the world. I was ready to do something useful at that point in my life, so I joined MoR and started raising money for them.

"MoR concentrates on one project in Indonesia which was set up by the late Simon Millward. Their bikes have enabled health workers to reach 50 isolated villages which wouldn't otherwise have access to medical care. One of the crucial points has been to keep the bikes maintained – the original fleet lasted for 13 years, and they were only 125s. Over time, the overall health of the population of East Flores, where they work, has improved, and MoR has won awards for its work.

“I became a Trustee of MoR, organising fund-raising. As well as attending events, I organised an annual photo competition for the international Tiger 800 community, producing calendars which I sold to Tiger owners. Over three years, we raised enough money to replace half the bike fleet for the Flores project.

“I was involved with MoR for five years but I've kept in contact with the overlanding scene, because although I haven't done any myself, I'm drawn to the people who have. They're fascinating characters and it's great to see the world through them.

“It's opened my eyes to other parts of the world, how people are and how they treat travellers. I remember hearing Norman and Maggie McGowan talk about very poor villagers happily sharing their food and accommodation with them, while people like Sam Manicom and Austin Vince are quite inspiring. The only difficulty for travellers seems to be that fitting back into our society can be quite unsettling.

“Another project I've been involved in aims to improve womens' health in Tanzania. To raise money we got 100 student midwives to help organise a scroll which was transported around the UK by the Blood Bikers. Partly as a result of that, Claire Elsdon went out to Tanzania and set up the Piklilli organisation which encourages women riders through training and proper gear to become economically independent and spread the road safety message to schools. It's a fantastic project. Claire is another overlander, riding solo London to Cape Town several years ago.

“All of these projects have been very rewarding for me. I've got so much out of motorcycling over the years, so it's wonderful to be able to put something back. I'm currently project managing www.britishmotorcyclists.co.uk

Above: The Highlands are a favourite destination Below: Motorcycle Outreach has mobilised medical staff in Indonesia

Below: Fundraising is fun – MoR team at an event, Ron third from right Bottom: Precious Cargo Scroll at Hampton Court Palace

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Far left: At Lands End with one of the Tigers, 2012 Left: Why use tarmac when there's a handy snowdrift?

the restoration of Aqueduct Cottage, a listed building next to the Cromford Canal in Derbyshire – it's another good example of what can be achieved when members of the community pull together.”

Touring & Tigers

“I've never been big on touring, though I have done some longer trips which I've enjoyed but mostly UK based. The west coast of Scotland is my favourite patch and I did a solo ride up there several years ago – just did all the usual places like Applecross, the Isle of Skye and Glencoe. It just blew me away.

"When Nigel got remarried, he wanted a bike tour instead of a boozy stag night, so that's what we did, rode up to the west coast with a couple of friends – we had the best time ever. My wife Vicky had never been there, so later I took her up on the bike and had the same result.

“For me Scotland is closely followed by Wales, which isn't quite so spectacular but because it's smaller everything is closer together. There's a lot of variety, all connected by some fabulous riding roads, which you can get to in a single day. Snowdonia's great and the Elan Valley is an absolute delight – you don't have to ride far in Wales to get away from people.

“My Tiger 800 is perfect for this sort of trip. Finding a bike that will do everything is just about impossible, but I think that the Tiger is the closest anyone has got. I wanted a dual purpose bike and this had Triumph's sporty triple engine, it could tour and could even do non-serious green laning, though it's too heavy for real off-road. I'd had a GS1200 and the downside of that is that BMWs have got heavier and I'm 5'7”, so it was getting a bit much.

“I got involved in the Tiger 800 Forum and organised two riding weekends for them in the Lake District. There's been one every year since. It worked well and we had a few members flying over from Europe and the USA to do it! It makes for a good weekend, with plenty of riding and time for a social, plus we raise a bit of money for a charity. And after ten years, what started as a oneoff has become regular, and we've all become friends.

“I mostly do day rides now. I'm very fortunate to live in Derby which is close to the Peak District. I've lived here for 30 years and 12

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have never tired of getting out locally. My passion is just to go out for a day and explore the B roads and lanes. It's very different from being in a car because there's that edge of vulnerability, but you're also out in the fresh air, immersed in it. I enjoy walking too, and I have an e-bike, but a motorcycle is the only way to see so much scenery in a day and get that sensory experience.

“I ride all year round and make a photo record of each trip.

After 25 years, I know many places, but there's still plenty more to explore. There's nothing better than to find an unexplored lane and seeing where it leads – getting off the beaten track often delivers the most enjoyable riding experience. By learning more about the local landscape and history, it's amazing what you can learn. As they say, 'the more we read, the more we understand, the more we understand, the more we care.' In my experience, that makes the joy of local riding even better.”

Ron's Vital Stats

Age: 62 year old with a life-long interest in motorcycles.

Riding For: Over 40 years since 16th birthday.

Total bikes owned: 28 (cronky old Raleigh Wisp to Triumph Tiger).

Current stable: 3 Triumphs – 2015 Street Triple RX, 2020 Bonneville Speed Twin, 2020 Tiger 900 GTPRO. Most reckless moment: buying two new Triumphs in a week (last year when I retired).

Most fun on a bike: Touring on my Tigers - I've had three.

Favourite bike: Bonneville Speed Twin – it feels, looks and sounds like a 'proper' motorcycle.

Best contact: My younger brother who owns a small independent bike shop.

Most inspiring: Overland riders who make huge commitments to follow their passion for motorcycle adventure.

Scariest moment: Cold, wet and exhausted, stuck in a bog with a DRZ400 on an exposed Welsh mountain, mid-winter with no map.

Worst accident: Off-roading on the Strata Florida on my KTM400 (see text).

Favourite rides: Peak District back lanes, villages and dales.

www.britishmotorcyclists.co.uk

The Altberg Experience Three BMF bods – Sheonagh Ravensdale, Louise Hillier and Peter Henshaw – share their experience of Altberg boots Sheonagh

My Altberg Hogg All Weather boots are still going strong after 16 years and they're the most comfortable bike boots I've ever owned in my 49 years of riding.

We originally bought them for our six-month ride round South America and we’ve used them ever since, including a 16-month trip from Panama to Cambodia and all over Europe, Madagascar and India over the years. Well over 60,000 miles in all weathers.

We decided against the waterproof membrane in case they would be too hot in South America and have never regretted it. We use the recommended Leder Gris and they’re pretty waterproof. We don’t ride fast and we’ve ridden over sand and rocks and fallen off awkwardly on several occasions – the boots have always protected our ankle and lower calf.

Perhaps the ultimate test in comfort was when we spent 12 hours clambering around on Macchu Piccu in Peru. They’re on their third resole and reheel from the factory and are as comfy after each renovation as before. We love them!

Peter

I can't compete with Sheonagh or Louise on exotic locations or epic trips, but my Altbergs have covered a lot of miles in the UK, and some on mainland Europe. I like the fact that they're based on a walking boot and very comfy – I've never really got on with wearing conventional motorcycle boots to walk about in, and 20-odd years after receiving them, they're still my go-to boot.

Two incidents underline how useful they've been. I was knocked off my bike a few years ago – bike written off, several serious injuries, but my feet and ankles didn't get a scratch. And with the membrane, they're certainly waterproof. One dark night I hit a deep flood, and the bow wave came over the top of the screen...but my feet stayed dry.

Another real bonus is that they're made in Britain (not often you can say that now) and that the factory will refurbish them for you, so they never get thrown away.

Louise

Motorcycle boots are sometimes hard to choose as there are so many types from road to motocross but what if you want an all round boot you can walk in as well as ride in?

When I first set off motorcycle travelling I was recommended some Altberg Hoggs, which have the benefit of having great protection, being waterproof, durable and comfortable. This gives them great versatility and as every motorcycle traveller knows, anything you pack has to be justified.

Mine have certainly done that, covering around 70,000km through all sorts of conditions, riding, setting up camp or exploring – the boots stood up. Twenty years later these boots are still waterproof and comfortable, and I still use them. For overland or day to day riding I can’t recommend them highly enough. www.britishmotorcyclists.co.uk

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Start 'em Young

Louise Hillier looks at how to get the young (very young) into motorcycling – electric off-road bikes

Photos: Louise Hillier, Gary Prisk and Julia Atkins

I

n these days of screens and mindfulness, it is great to think that children can still get out in the fresh air and learn new skills in a safe, friendly environment.

I first started riding a motorcycle when I was 16, and at that time you pretty much bought a bike and were let loose on the road. Maybe if I had learnt some off-road skills from an earlier age, I would have avoided quite a lot of scrapes...

Back in June I was invited to a Camborne and Redruth Motorcycle Club Electric Oset Trial. This is a championship for kids on electric trials bikes, starting from age 4 and going right up to 14. Now coming into its tenth year, Oset Trials have grown in popularity, providing kids with a safe environment to learn motorcycle trials skills.

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www.britishmotorcyclists.co.uk

Opposite page : All sizes, all ages, Oset trials help kids develop their off-road skills and confidence Above: Gently does it, throttle control is a useful skill Above right: Very young ones can make a start...

Below: The electric bikes have enough power to tackle slopes Bottom: Picking a way through rocks and roots

What I found was around 40 kids and their parents in a field, all the kids zipping around on these quiet little bikes, all very well organised. The nice thing about these events is that the parents are encouraged to be part of the event, not just spectate. Many can be seen walking the course with their child and a lot of them volunteer to help, observe (score) and encourage all the children, not just their own. It's great, creating a real family atmosphere.

Feet Up

Three separate courses (easy, medium and hard) were set up in a grassy-banked, wooded area. The kids would line up one at a time and on the observer's command have to ride feet up between flags. In normal trials you are penalized each time you put your foot down (one or two points for dabs, three if you paddle your way through and a five if you stop or don’t complete the section).

Oset trials add a four-point penalty if the competitor has outside assistance to complete the section, but basically you have to try and get around the course without putting any feet down – the fewer points the better and a 'Clean' (no dabs) is the ultimate.

I walked round the course and watched several sections. At each one the kids dutifully lined up and waited their turn while an observer made sure the course was clear – several volunteers waited by the harder bits of the section ready to catch and help any riders who got into difficulties.

Called through, the riders picked their way over roots, round rocks and up banks, all fun to see but quite odd not to hear a twoor four-stroke soundtrack. When one of the riders did well all the parents clapped, getting a gleeful smile from a very proud child who had might have pushed themselves, gaining confidence. It's a good atmosphere, all about encouragement with no sign of any ugly competitiveness.

I think the Oset trials are amazing, and if you get a chance to go and watch, or you want your children to take part, I would more than recommend it. Encouraging kids to learn to ride at such a young age shows real foresight. After all, these are our riders of the future, and learning off-road skills will equip them well for any motorcycling discipline they choose in the future. www.britishmotorcyclists.co.uk

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Howard Stevens – South West Oset Organiser When did you start riding?

Aged 12 on friends’ farms – basically we rode until the bike broke.

By the early 1970s I was competing in MCC distance road trials – one of my first bikes was a Greeves, and later a Yamaha TY. I worked as a police motorcyclist, later a Detective Inspector – now retired and am an ACU Trials Coach and a National ACU Trials Assessor.

How did the Oset Trials get going?

My grandson started riding a petrol-powered PW50, but then the Oset electric bikes came out in 2011 and Camborne and Redruth club began organizing trials to encourage kids to ride – Oset supported us from the beginning. It started with six entries but grew to over 40.

When can kids start?

They have to be aged four to start and then up to 14 years, all within ACU rules.

What kit do they need?

Lanyard kill switch, helmet, gloves, arms and legs covered, boots. The Oset bike has telescopic forks, disc brakes and fold-up footrests and comes in four wheel sizes (up to 20-inch wheels) for different ages.

How much does it cost? Prizes?

SPECIFICATIONS

Oset 12.5 (aged 3-5) Run time – 1-2 hours 12.5-inch wheels Lanyard ignition Key ignition Disc brakes 24v system, 600w motor Speed/response adjustable by parent Full chain guard, chin guard Price - £1149

Oset 16.0 Racing (ages 5-7) 16-inch wheels 800w motor 1-2 hours run time Hydraulic disc brakes Adjustable speed and response Lanyard cut-out switch Price - £1769

For more information go to: osetbikes.com/gb

The Parent's View

Phil Atkins (pictured left), father of Harrison (9) and Perran (7), started riding aged 11 and has ridden motocross and trials.

How did Harrison start riding?

He had a balance bike from an early age, showed an interest so we bought him his first Oset at 2½. At first I fitted a handle to the bike so I could hold on and restrict his speed.

Then we took him to an Oset trial and he wanted to have a go.

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£10 per event. Oset bikes start at £1149. All kids get a certificate and a bag of sweets, with medals and cups for the winners.

Can anyone volunteer to help?

Normally it's the parents but anyone can help.

What’s the boy/girl ratio?

It's 95% boys, but girls are more than welcome.

What's after Oset?

Kids can move on to petrol bikes after progressing through Oset trials, which gives them a great grounding for adult trials, allowing us to develop the sport.

How do Osets compare to mini petrol bikes?

Can you recharge at an event?

Not usually.

There are no hot engine parts that can burn a child, and the electric bikes are easy to use – no clutch or gears. You can also restrict the speed and acceleration if needed.

Do you have to buy new?

What's the battery range?

Yes, Oset trails are great for kids they are out in the woods, exercising, learning disciplines and new skills.

The standard batteries do not last very long and most people upgrade to Lipo (lithium-polymer) batteries which last for hours and are lighter but do cost around £775 extra.

No, there is a big secondhand market as the kids outgrow their bikes.

Overall, worth doing?

www.britishmotorcyclists.co.uk

OUT & ABOUT

BMF staff and volunteers have been flying the flag at biking events recently Words and Pics: Pete and Janet Laidlaw

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run was organised by NW Biking club to our friends at Altberg Boots, writes Peter Laidlaw. It was good to see and chat to Mike, Joe and Paul, with whom we have had a long relationship. Tours of the workshops have been suspended for now but may start again when it is safe to do so. These are fascinating and give a real insight into the history of boot making in general and Altberg in particular.

On the Wednesday night before the Dambuster Rally we had the chance to have a promotions stand at Lincolnshire Bike Night where some 1500 bikes turned up and the Lancaster did its taxi runs. No wonder the night is so popular – looking forward to the next one.

www.britishmotorcyclists.co.uk

Top: We all love a bacon butty...

Staffordshire Biker Breakfast Left: Whatever the event, the BMF stand was there Below Left: Adventure Travel Film Festival (13th15th August in the Cotswolds) included a singsong round the camp fire Below: About to head out on the Leighton Hall Hill Climb

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A small event at The Square and Compass pub venue near Matlock was the Mentell turn your bike blue. Mentell is a charity promoting mental health and encouraging men to talk about their feelings. A good initiative guys.

Ever popular, the Staffordshire Biker Breakfasts are organised

by Staffordshire Road Safety and run on the basis that those who attend get a free bacon or sausage roll if they visit a few trader stands. I was mobbed all day on the BMF stand which was tiring but good for our exposure, and we did sign up some new members.

On a similar theme there was a Thorneycroft pop-up event at the Cat and Fiddle and Ladybower Reservoir, one of a series of safety awareness events at popular bike meeting places run

by Thorneycroft in partnership with Biker Down Derbyshire. We turned up on bikes and some good contacts were made.

And finally, Belle Vue Speedway is very interested in getting more of the biking community attending their speedway races.

The races are exciting and enjoyable, the only downside being that they are all on weekday nights. Still, recommended – they're different yet bike based.

Above left: Peter Laidlaw recommends Belle Vue speedway nights Above: Lancaster at Lincs Bike Night was a big attraction Below left: Happy faces at the Women in Motorcycling exhibition Below: Our stand attracted new and renewing members

Women in Motorcycling Exhibition

August saw Sheonagh and Helen off to Staffordshire to host the BMF stand at the inaugural Women in Motorcycling Exhibition, where trade and club stands rubbed shoulders with demonstrations, workshops and many great, inspirational speakers, all set in the backdrop of the fabulous Tutbury Castle.

The weather was not kind. In fact it poured down for the whole day but that didn’t seem to put off the 1200 ticket holders from turning up and having a great time. There were also options to camp on site the nights before and after, so again great evenings of music, food and drink meant that the event had a real friendly buzz. We felt Women in Motorcycling was a great way to spread a positive image of the biking community and we had a good take up of new BMF members, which we really appreciated. We'll be there next year.

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www.britishmotorcyclists.co.uk

Dambuster Rally 2021

– We’re Back!

BMF stalwart makes a return

Rear gunner at 12 o'clock

Words: Peter Laidlaw Pics: Rob Waddingham – ShutterUp Photography www.facebook.com/shutterupphotographyuk

Below: Tourers and sports tourers predominated Bottom: Two-up on a pink Daytona to Dambuster

Dambuster from above

W

e all know what happened to 2020 and to some extent this year. It was with a little trepidation that we decided to run the Dambuster Rally – it needed to be within safety guidelines and we had a duty of care to everyone. Having said that, restrictions were being lifted slowly and if we all took care it would be possible to have a safe event.

A sighting visit to Thorpe Camp confirmed that we could arrange camping, bar, food and entertainment to create more space for everyone. Tickets were limited and apologies are due to those who could not attend – all being well we should have full capacity in 2022.

As usual we had a ‘Dambuster Ale,' as a tasty draft, brewed

by Dan’s own microbrewery. I certainly enjoyed a sample or two.

Catering was by a new vendor, found at the last minute, and he did well considering the short set up time. Marshals were amply fed from the catering van and thanks go to the team of volunteers who made everything run smoothly from gate checks to cleaning and security. Well done and thanks go to all those vital volunteers, including Sefton who arrived with his dog Finn on the back of his scooter, the top box converted as a rear gunner complete with canopy and set of plastic guns. That must have been the most photographed dog over the weekend.

Music was arranged by Gary Wilkes and included his band the Gypsies who had a farewell to their long-standing bass guitarist Rob Kennedy, who played with Prefab Sprout and Geordie before spending 11 years with the Gypsies. The band has a long connection with the BMF, appearing twice at the Peterborough Show. Rob has had to retire for health reasons and his last hurrah was with the band playing just one song before a rousing farewell

www.britishmotorcyclists.co.uk

Above: Vikings mellow with age Below: It's fun being a banana

applause from all of us. 'Rob was great, he never missed a beat,' Gary told me afterwards.

Dambuster is a relaxed affair with a theme around the aircraft museum, and the highlight for some was homemade cake in the NAAFI, lemon drizzle topping the bill. I missed out – by the time I got there the others had devoured the lot.

We don’t know exactly what next year will bring but we are determined to have Dambuster 6 on the calendar – we’re back this year and will be again. Look out for announcements on the BMF website – dates are 19th-21st August 2022. Other BMF event dates and the other shows/events that we attend next year will be listed on the website and mentioned in social media. Come and see us.

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TRAVEL

Left: We're guessing this was a posed picture for the press Top: The seasoned traveller – 1973 in NZ Above: 1976 and back home, 40,000+ miles after setting off

Mary Motorcycle

Below: Afghan stable hand

Rediscovered Round the world on a BSA Bantam, from 1967, aged 26

Y

ou know how some people achieve overnight fame? Or, having done something extraordinary early in life, get rediscovered by a new generation? That is Mary Sievier all over.

Her story sounds like something out of a novel. Back in 1967, aged 26, she decided to travel to Russia on a motorcycle (despite the fact she couldn't ride one). Buys a Bantam, gets rejected by the Soviets so sets off for India instead, with just £80 in her pocket.

Works for six months in Istanbul to raise travelling funds before riding through Iran to Afghanistan, where she works for another two years. Back on the Bantam, Mary makes it to India, ships the bike to Mombasa and rides down to South Africa, then around Australia, NZ and south-east Asia. Finally (prior to deciding to get married in Hong Kong) she rides across the USA, and eventually makes it back to her mother's house near Chichester in 1976, eight years after leaving. The Bantam is rolled into a shed and isn't touched for 45 years.

“The thing is,” says Mary, now a very upright eighty, “the press at the time always had the same questions. How often was my money and passport stolen? And how often was I raped? None 20

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of that happened to me. Yes, there were situations, but I handled them. Having a posh English accent and being six-foot tall helped – men don't like being looked down on!”

After that first flurry of press attention, Mary faded into obscurity. Ted Simon finished his big trip and wrote an acclaimed book about it, while countless other overlanders followed in his footsteps, but no one appeared to have heard of Mary Sievier.

That's all changed this year. A chance encounter on Facebook saw her invited to speak at the Overland Travel Festival and the Bantam was restored – once again, she was 'Mary Motorcycle.'

Wobbly Start

“I was in my early 20s and worked as a court shorthand reporter. I had to cover a lot of the domestic abuse cases so I heard the four letter word a lot, but had never seen it on paper. The Chief Clerk asked me to come into his office one day. 'Miss Sievier,' he said, 'we don't spell the four letter word with a 'ph'!'

“The Daily Telegraph was running a holiday competition where you had to write about a trip. I'd already hitchhiked across Europe and through Tunisia and Libya but didn't want to do that again, www.britishmotorcyclists.co.uk

Top left: Blue Mosque, Istanbul – Mary and bike in foreground Top: Ready for the road – note Helly Hansen sailing outfit Above Left: Early days on the Greek/Turkish border Above: Coast road (track) in Yugoslavia Left: Attending a public dog fight, Afghanistan Right: All the optimism and determination of youth

certainly didn't want to cycle and didn't know how to drive a car, so decided on a motorbike. I would ride to the USSR, which was just starting to open to tourists. Two police motorcycle mechanics advised me to get a Bantam, because it was simple and light enough to load into a van if it broke down. CMW Motorcycles in Chichester (still going strong as a Royal Enfield dealer) sold me a Bantam D7, taught me the basics of riding, and I was off. Then I did the RAC/ACU training scheme, which was fantastic. I had crashbars and legshields fitted, with panniers from Millets, and wore a Helly Hansen sailing outfit which was waterproof, turned out to be accident proof and also very strong.

“The Russians refused me a visa so I decided to ride to India instead. I remember catching the ferry in Portsmouth and staying with a friend in Paris, but the first day was awful. My red leather handbag fell off the back and was run over by a truck, then all the other luggage fell off as I was circulating the Arc de Triomphe, with a gendarme shouting at me. All I wanted to do was go home, and I had the wild idea of just getting a job in France and pretending to friends and family that I was still on the road. But there is such a thing as pride. Many people had said I would never manage it, so I was determined to carry on.

“I think the RAC worked out a route for me, which got me www.britishmotorcyclists.co.uk

through Eastern Europe and eventually to Istanbul. I knew I'd have to work, and an American family got me a job at the American military dependants' school.

“After six months I'd earned $600 – not enough to get to India, but it helped a lot. I wasn't able to ride through Lebanon and Syria because of fighing, so took a more northerly route to Tehran. I arrived at the British embassy at about 9pm and the official on duty said, 'Hello Mary, welcome to Tehran.' They were expecting me, and I don't really know how.

“I kept going to Kabul. I'd been on the road nearly a year by now and had got over my travel nerves. I'd met other travellers and was determined to get to India. But again I had to work and earn some money, and ended up staying in Kabul for two years. Getting a job wasn't difficult though. Word got round that the English girl who had arrived on a motorbike wasn't a hippy smashed on hash, and I had three job offers. The social life in Kabul was fantastic – all the ex-pats wanted to meet the English girl on the bike.

Nullabor Rain

“But I was always intending to get back on the road and eventually got to India. I'd been warned off travelling around the country by bike so put it in store for a bit while I travelled around. I had saved Motorcycle R I D E R

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I'd been told would be hotter than hell, it was raining and so cold I had to put all my clothes on. There were filling stations every 200 miles, so that was all right.

Bull Dust

Above Left: The whole family came out at a remote filling station in Northern Territory Above: Some Australian tracks were a challenge Left: Shropshire? Nope, Northern Tasmania Left: Mary sent this picture to Playboy – they didn't respond

quite a lot of money by this time, and wanted to see the world, so shipped the Bantam to Mombasa and went all through Kenya, Tanzania and Uganda, where Idi Amin had just come to power. Everyone said that I musn't go to Uganda, that Amin is shooting people and kicking all the foreigners out – I thought I would be fine because I was only passing through, and I had no problems whatsoever.

“There were some difficult moments though. Crossing Lake Kivu by boat, at one overnight stop ashore there was some sort of party going on – the captain locked me in his cabin and told me to keep my head down. In the Belgian Congo one mayor insisted I put the bike on a train rather than ride. 'There are people up in the hills,' he said, 'who don't know that we are no longer shooting white Belgians.'

“After Zambia and Rhodesia I got to South Africa where it was the apartheid era and not much fun, but the South Africans had been brought up with it and knew nothing else. I was warned not to ride through the Transkei as a white woman on her own but felt perfectly safe. I did run out of fuel once – a lot of white people drove past, but a black father and son stopped and syphoned some petrol from their own car to get me going.

“From Durban I shipped the bike on a cargo ship with three passengers to Melbourne, but didn't have to pay for it as passengers were allowed 40 cu ft of luggage in the hold, and with the front wheel and luggage rack removed the Bantam just qualified. When I got there the editor of one newspaper told me I'd never get round Australia in a clockwise direction – I would either give up or die. But a motorcycle shop in Adelaide put sleeves inside the tyres, which stopped me getting punctures – I only had two on the entire world trip – and when I got to the Nullabor, which 22

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“The Bantam was brilliant, though it was serviced along the way and BSA helped by sending out parts. For some reason speedometers kept failing (I had three).

About halfway between Perth and Darwin the bike just stopped.

It was quite late in the afternoon. I kicked it over, got a good spark and knew I had petrol but didn't know what else to do. I had no food or water with me, which was very silly, and was starting to dehydrate. Just as it was getting dark a Land Rover came along.

The driver was monosyllabic but agreed to take me and the bike to the next town, dropping me at a petrol station and driving off before I could say thank you. He probably saved my life.

“I did fall off in Australia – got complacent as I was only 30km from the end of a dirt road section. The difficulty was in telling normal sand from bull dust, and I hit some of that, falling quite heavily. I can't remember much except that my leg hurt and I had to take the mudguard off to make the bike rideable. I managed to ride to the next police post, and on from there. When I stopped for fuel, because of my leg injury I wasn't able to get off for them to add oil – they had to lift me off the bike, fill it up, and lift me back on. The hospital in Darwin said I'd be fine, but I was in agony.

“Eventually I got to Hong Kong, was there for three years and met David, the man I was going to marry. I had no intention of riding any more but it was he who said I should ship the bike to North America, cross the States and ship it home. Then in my old age I could say that I had ridden around the world on my Bantam.

I hadn't set off to ride around the world, but he insisted.

“So that's what I did, shipping the bike to Los Angeles then riding in a straight line eastwards to Savannah. I was having to get the battery charged every third morning or so because the alternator was only charging intermittently. Anyway, it got me to Savannah, was put in a crate and shipped to Harwich. My sister and I picked it up, took it to our mother's house in Selsey, Sussex, I flew back to Hong Kong and never rode it again until 2021.

“There wasn't that much interest in what I'd done – The Telegraph (the reason I'd bought the bike in the first place), said they had lots of stories about people going round the world on motorcycles so didn't want another one. One motorcycle magazine, MCN I think it was, did interview me, but that was about it.

“Am I pleased that I persevered and carried on to ride around the world? From what has happened in the last six months, yes.

I have met so many nice people, it's been very interesting and totally overwhelming.”

Mary is planning to write a book about her round the world trip – watch this space. www.britishmotorcyclists.co.uk

Bantam Rebirth Mary's Bantam was untouched between 1976 and 2021 – Craig Carey-Clinch and Max Jowett recommissioned it

J

ust a straightforward refurbishment I was told, when sent a photograph of a complete but tired looking 1965 BSA Bantam D7. Sadly, the photo did not resemble reality, which was several boxes of dismembered scrap. The restored Bantam’s debut at this year’s Overland Event was only a matter of months away, so Max and I had a job on our hands.

After Mary completed her trip, the bike went into storage for several decades, but in a damp shed. She had got on with her life and had disappeared from the motorcycling world’s view. More recently she tried to have the Bantam restored, and a business which shall remain anonymous agreed to do the job. Unfortunately, they brutally ripped the bike apart, creating enormous damage in the process, wrecking the fork legs and smashing the barrel.

They did get the chassis painted, but these parts were carelessly stored, gathering scratches and scrapes. Quite a lot of other bits had gone missing.

Max and I quickly agreed that I would focus on the mechanics while he would preserve the bike’s unique identity in its tinware and the all-important stickers. This was a challenge as extensive corrosion had set in on the mudguards, the treatment of which would be likely to destroy the stickers. A creative solution was required.

A list of parts and work required quickly grew, but Mary took it all in her stride and authorised the work. Not everything could be returned to the bike's 1976 condition – the tank had rusted beyond recovery but an identical one was sourced at Kempton www.britishmotorcyclists.co.uk

Autojumble. With a tired finish from years of use, and the correct colour, it was perfect for the bike. Another set of D7 forks from Kempton replaced the originals, which were beyond saving.

The original rims were rotted right through, so these were replaced with rims in ‘trade stainless’ which come in a slightly dull finish and look the part. New bearings were fitted, plus new chain and sprockets, while Dunlop sponsored the project by kindly donating new tyres in the correct tread pattern for the era. The basic rolling chassis came together quite well with new swinging arm bushes and headstock bearings – it was great to see the Bantam once again supporting its own weight on the workshop ramp.

Top left: As arrived, a collection of parts, some damaged, some missing Top right: Speaking at the Overland Festival Right: Reunited after 45 years, and the smile made it all worthwhile

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Sourcing Parts

The trickier aspects of the job involved sourcing lost parts from various suppliers and private sales, plus machining new spacers and certain other parts. The online BSA Bantam Forum proved an invaluable source of advice and encouragement.

Meanwhile Max was bringing the mudguards and panels back to life, aiming at brightening up the corroded parts while cleaning and protecting the valuable stickers. Refitting the tinware was a major challenge, and at this point our suspicion that the frame was bent proved correct. It was a mild one, but had forced the rear subframe over to the right by about half an inch, though the chain and sprocket alignment remained unaffected. I was able to modify the chainguard to get some clearance between that and the rear tyre, without the mod being obvious to the eye.

The front mudguard was subtly bent out of shape in several ways, making it difficult to set up without it interfering with the front tyre. After a great deal of work, Max managed to get it straight.

The engine was a different matter as it had been badly damaged during a partial disassembly, so internally needed a full restoration. A local engineering firm was able to save the broken barrel by fitting a bespoke sleeve, which was married to a standard-size piston with a new rod and big-end. The gearbox was in pretty good shape given that it had been around the world, needing no real work.

Bearings were another matter. I always change engine bearings as a matter of course when restoring and on most Brit bike restorations, modern good quality imperial-sized bearings from reputable brands do the job just fine. These tend to be metric equivalents even though they are marked with imperial measures. But on the Bantam, machining seems to have been done in the factory to a higher standard of tolerance than on many bikes of the day. Modern equivalent bearings would only slip in if the engine cases were heated to a very high temperature, plus the mains would be a strong interference fit on the crankshaft.

I’d be able to get the engine back together, but it would likely never come apart again. Proper-sized imperial bearings are still available from one or two places, but at a premium price.

Assessing the original bearings after they’d been thoroughly cleaned, we discovered that they spun up well when mounted in a lathe, with no worrying noises, and wear tolerances were well within specification. The Bantam had several major services during the world trip, and it seems that new bearings had likely been fitted not long before Mary’s final ride across the USA, so these perhaps had under 10,000 miles on them. Given the very low mileage that the Bantam is likely to cover going forward, we decided to reuse the originals. The clutch plates were similarly in good shape, so with new gaskets and seals, the motor was quickly back together.

The original exhaust was de-coked and cleaned and the carburettor, though worn, was refurbished with new parts.

The generator was another challenge. The original lighting and charging coils had packed up long before, having come loose 24

Motorcycle R I D E R

and rubbed on the flywheel – hence Mary's resorting to regular battery charging while travelling the USA. The problem is that in ‘normal’ use, these Wipac coils never go wrong, so are now completely unavailable new. Thanks to the Bantam Forum, I was able to rewire a new set of coils from an earlier Bantam as a stop gap, though this type has a lower charging capacity. We have since been donated a correct set of old but working D7 coils by a member of the Forum.

Final Build

With new wiring and electrical components in place the Bantam had its final build up. We now had less than two weeks to go before the Overland Event, where Mary planned to ride the bike, and a nervous gathering took place in the workshop to witness me tickle the carb, close the choke, turn the ignition on and swing the kickstart. Second kick and the Bantam fired up for the first time in several decades!

The engine soon warmed up and ran evenly with no mechanical noise, while a test ride revealed that everything worked, with handling as it should be, despite the slight subframe bend. Brakes and suspension did their job as they should.

A fortnight later at Overland the whole project was vindicated by the joy on Mary’s face as she took her first ride on the Bantam since the end of her trip, 45 years earlier.

Max and I were able to recreate the bike to a finish that was as close as possible to how it ended the world ride. Not only that but it looks good, runs and rides well. If the Bantam was going to be pressed into regular use, it would need a new carburettor, but aside from that it’s in great shape and preserved for the future as a historically important motorcycle in the lexicon of round the world travel.

And Max’s creative solution for the painted parts? Well, if you see either Max or I at a motorcycle event next year, ask us about it then!

Max and Craig did the Bantam business

www.britishmotorcyclists.co.uk

NOT YOUR FAULT Thorneycroft – the BMF's Legal Line Solicitors – explain contributory negligence, and how to avoid it

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Words: Mary Lomas Pics: Thorneycroft Solicitors

f you are involved in an accident and suffer loss including injury as a result of someone else's negligence then you can pursue a claim for damages. We recommend using a specialist motorcycle solicitor such as ourselves. This is not necessarily the solicitor appointed by your insurers, who may not be a specialist. Read on to see why, much of it comes down to contributory negligence.

If you are involved in an accident you will be looking for an admission of liability from the defendant – you want them to state that they were responsible for the accident. Once you have this you should be home and dry and able to obtain 100% of the compensation you are awarded, right? Not necessarily. You may receive an admission of primary liability, so the defendant accepts that they caused the accident, but there may be allegations of 'contributory negligence.' This means that there is an allegation that you as the claimant contributed somehow to the accident circumstances or to the effects of the accident. To establish contributory negligence it has to be proven that the claimant failed to take such care as a reasonable person would for their own safety. Let's take a look at a few examples.

Incorrect safety clothing

Will wearing inadequate or incorrect clothing affect your claim?

Potentially there could be a reduction in the damages that you receive if you were wearing incorrect clothing. In the case of O'Connell v Jackson, it was held on appeal that, 'a person was guilty of contributory negligence if he ought to have foreseen that if he did not act as a reasonably prudent man he might be hurt himself and in his reckonings he must take into account the possibility of others being careless.' In this case the claimant was not wearing a helmet, and the defendant pulled out of a side road into the path of the claimant. The claimant sustained a brain injury. It was held that as he was not wearing a helmet his damages would be reduced by 15%. www.britishmotorcyclists.co.uk

So, if you don’t wear the correct clothing and safety equipment, apart from the fact that your injuries will be a lot worse, you may not recover the full amount of damages, even if the accident wasn’t your fault. There are always exceptions and arguments around the basic principle, but it really isn’t worth putting yourself in the position where you need a creative lawyer to try and reduce your contributory negligence.

Riding inappropriately

Another area of confusion and argument relates to those situations when a car pulls out of a side road into the path of your bike, which is on the main road. Quite often the defendant will argue that you were travelling too fast for the circumstances, and if you had been travelling at a more reasonable speed then the collision would not have occurred. On these occasions you firstly need your lawyer to fight your corner as everyone wants to blame a biker. However, it is important to be realistic. If you were travelling too fast, and by this I mean for the road conditions and not just for the speed limit, then you may be held to be contributory negligent. There is established case law in relation to this area, one such case being Hardy v Walder in which the claimant was held to be 15% contributory negligent as he was overtaking and travelling at speed in the approach to the junction.

Conclusion

This is just a whistle stop tour of a complex issue. There are many more examples and exceptions to the rules, but it is worth bearing this in mind and if nothing else hopefully it will encourage you to take the extra precautions in terms of what you wear and how you ride. The most important message is to try and stay safe and protect yourself, and ensure that all of the arguments are explored if you find yourself in a situation where contributory negligence is alleged.

Motorcycle R I D E R

25

Advertising Feature

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The company’s brand ambassadors Carl Fogarty, a four-time world superbike champion, and motorbike vlogger Kate Ralph - more commonly known as UsernameKate - have offered their expertise to help protect you when you’re on two wheels.

Foggy’s motorcycle safety advice • Always make sure your bike is safe and roadworthy, check the tread on your tyres, especially in damp conditions • You know what you’re doing but expect the unexpected from everyone around you • Be seen – leave your lights on and wear hi vis clothing • Wear the best protective equipment that you can afford – it might just save your life • Stick within the speed limits – they are there for a reason

Motorbike vlogger UsernameKate’s tips on staying safe • Ride defensively, and don’t get complacent. Drivers can be unpredictable but if you’re switched on and alert you stand half a chance • Consider extra bike training courses. There’s always something to learn and the more knowledge you have, the safer you will be • Choose your company wisely. If you like to ride in groups, try to ride with sensible people. If you have crazy friends who want to cross double white lines and ride at stupid speeds, don’t ride to please them, ride for yourself.

If it’s too much, find a more sensible group to ride with

The pair will be providing more opinion, insight and no doubt laughs when they team up again at Motorcycle Live 2021, in association with Bikesure. Foggy and Kate will be present across the opening weekend (December 4-5) and can’t wait to meet you.

More ways to look after yourself on two wheels Many of Bikesure’s staff are riders themselves and they also have some guidance on how to protect yourself while riding.

• So many of the accidents we see occur at junctions, so approach these with care • Plan your moves ahead. If you’re riding well, you shouldn’t need to be performing hard braking, keep it smooth • Tired, stiff or stressed? Take a break, have a stretch and a coffee and reflect on the ride before resuming your journey • Clean your visor regularly, this stops streaking from headlights especially at night. You need to be able to see after all • Always wear your protective gear, even for those really short trips or city riding. Road rash isn’t worth it, even if it’s hot • Watch the weather. Always check the weather forecast before going out for a ride. It might save you from being out in weather you really shouldn’t try to ride in

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26

Motorcycle R I D E R

www.britishmotorcyclists.co.uk

AFFORDABLE CLASSIC

Royal Enfield Bullet

T

Classics for less than £3000 - carburettor Bullets qualify

he Royal Enfield Bullet is motorcycling's very own VW Beetle. In production continuously since 1949, it's actually outlasted the Bug and must be the longest-lived single-model bike of all time (answers on a postcard please). OK, so it has changed a lot over the years but the 2021 Bullet 350 you can still buy in India remains true to the concept of a long-stroke air-cooled ohv 350 single. It's got a few mod cons now, but the link to those original Redditch-made Royal Enfields is thumpingly clear.

The good news is that if you fancy one of these as an affordable classic, there are plenty available An estimated four million or so have been built, and Britain was the Indian factory's biggest export market so you shouldn't have to look far to find one. All the comments below relate to the iron-barrel Bullets, not the later all-alloy or unit construction bikes.

Let's get the bad news out of the way first. If your idea of an affordable classic is a modernish multi-cylinder machine from the 1980s or early '90s, then the Bullet isn't for you. These are lowpowered, low-revving singles which really are true to their 1950s roots – a Bullet is about as close as you can get to a BSA or Matchless circa 1955, without actually buying one. The original ironbarrel 350 has a top speed of about 70mph, and will cruise at 50-55 – the 500 is slightly faster, www.britishmotorcyclists.co.uk

with more torque and more relaxed cruising.

They're not happy being pushed along at speed, and nor will you be. Apart from some of the later 500s, they have to be kickstarted. Maintenance, while not complicated, is an ongoing process, so you have to keep a weather eye out for problems.

Of course, for some, that's one of the attractions of owning a bike like this – you develop a relationship with it that you don't with a modern bike which starts on the button and never goes wrong.

In any case, there are plenty of upsides to Bullet ownership. The bikes are relatively lightweight, easy to manoeuvre and have a low seat. They even handle quite well, and bowling along a twisty B road at an unruffled 50mph is one of the joys of Bullet ownership. Cheap to run too – spares aren't expensive (and everything's available) and you should see 90-100mpg, given a bit of care.

And despite the 1950s roots, even the early ironbarrel Indian Bullets have indicators, electronic ignition and 12-volt electrics.

If you can cope with a kickstart, four-speed gearbox and 1950s ancestry, there's a lot to be said for a Bullet as an Affordable Classic.

Top: Bullet gives a classic experience Above: Later fuel-injected Bullets are usually over our £3000 limit

What’s your Affordable Classic?

Do you own a bike more than 25 years old and generally available used for less than £3000? Tell us about it in 500 words (with a few high resolution pictures) and send to: editor@bmf.co.uk

Motorcycle R I D E R

27

DAY RIDE

THE ROCKY ROADS OF BOWLAND Alternative routes through a corner of Lancashire Words & Pics: Sharon Oliver

D

Top: Salter Fell Green Lane Above: Sharon knows her way round these parts Below: On the tops above Skipton Bottom: Slaidburn and the cafe

espite living just 20 miles away I discovered the Forest of Bowland only recently. I’ve travelled all over the world but this little corner of Lancashire bordering on my home county of Yorkshire affords some great riding routes. And if you go during the week you’ll hardly encounter any traffic at all.

This ride begins in my home town of Hebden Bridge, a not so typical Yorkshire town full of alternative shops and great little cafes. From the town centre I head north along the A6033 towards Oxenhope and take the left fork just before the village centre onto the Lancashire Moor Road towards Colne. This is a stunning road over the moorlands and past the reservoirs. I then head towards the A682 Gisburn Road and take a right at Gisburn Auction Mart. From here on in, the roads are mostly narrow with the occasional pothole and uneven gravelly patches.

This is where the Forest of Bowland proper begins and the scenery is stunning. I pass through a few villages before my first stop at Slaidburn and Riverbank Tearooms. The food here is all homemade and the cakes in particular are outstanding, especially the very generous slices of rocky road or enormous scones. My Royal Enfield Himalayan always attracts a lot of attention and I’m happy to chat with people, usually about Itchy Boots (another overland

rider, who also rides a Himmy - Ed) and how do I find reliability of the bike. (In case you were wondering, it's spot on!)

Time and weather permitting, there are various options from here. My two favourites are from the centre of the village onto the spectacular and twisty Lythe Fell Road towards Bentham and over to Skipton, or alternatively head towards Dunsop Bridge and take the right hand fork through the Trough of Bowland. If you fancy something more adventurous and have the capabilities and the bottle to do it, I’d recommend the green lane over Salter Fell – head towards Wood House Lane from the centre of the village and the road runs out... I’ve ridden it once on a lighter off-road bike, which was great fun and a real personal achievement which certainly got the adrenalin going!

Heading towards home from Slaidburn village, I’ll often double back and take an alternative route lasting about an hour and a half via Pendle Hill and through the villages of Downham and Barley, notorious in the 1600s for the Pendle Witch Trials. This is a great ride and can be as long or as short as you want it to be.

If you ever meet me on this ride, you won’t forget me – I’m usually the one stopped at the side of the road brewing up with my portable stove. I never go anywhere without a good supply of Yorkshire Tea bags....

This is an outline route only. If using it, you'll need to work out your own detailed route. And do check with the TRF on the legality of any off-road sections. (Ed).

What’s your favourite day ride? Tell us about it in 500 words with a few pictures (high resolution please). You could see it later in Motorcycle Rider and receive a BMF gift! Send to: editor@bmf.co.uk 28

Motorcycle R I D E R

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Motorcycle R I D E R

29

Bikes for Good

Wheels to Work Everyone agrees we need to get more young people onto bikes – Wheels to Work already does it

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otorcyclists are getting older – it's become a truism over the last 20 years that fewer and fewer under 25s, or even 30s, are getting into biking. Whatever the cause – sky-high insurance premiums, busier roads, pay-as-you-go cars – the typical British motorcyclist is now in his or her fifties.

But in the background, a scattering of non-profit making groups has been working hard to enable younger people to get onto two wheels, especially those on low incomes. Welcome to Wheels to Work (W2W).

There are currently 22 Wheels to Work groups across the UK – that's down from 35 a decade ago, which is partly down to cut backs in local authority spending, as most W2W schemes are part-funded by local Councils. Most of them are CICs (Community Interest Companies) which seek to cover their costs and reinvest any profit. Their aim isn't profits for shareholders, but to provide a social service.

The people they are trying to help are under 30s on a low income who don't have their own transport and struggle to get to work or college – it's no coincidence that many Wheels to Work schemes are based in the more rural counties, where commutes are typically longer and public transport almost non-existent. To fill the gap, W2W groups hire 50 or 125cc scooters or geared bikes to anyone who needs one, on a monthly package which includes insurance and servicing – Council funding and the non-profit 30

Motorcycle R I D E R

ethos help keep costs to a minimum. Hiring a moped through a W2W can cost as little as £80 a month, which can be a godsend for cash-strapped teenagers who need their own transport.

Wheels to Work Southwest is a perfect example. It was started in 2006 when Devon motorcyclist Max Jowett (the same Max who helped restore Mary's Bantam, see page 23) amalgamated three smaller W2Ws to form Devon Wheels to Work. Since then, it's been through several ups and downs. At one point it was one of the most successful W2W schemes in the country, with about 140 50cc and 125cc scooters and bikes on the fleet, expanding into a dealership with bike and kit sales to supplement income.

Unfortunately, a contentious insurance claim saw their premium leap from £350 per bike to over £1000. To afford that, the fleet had to be cut back to 70 bikes, then 50. Then in a cruel double whammy the premises were flooded, destroying a lot of stock and making staff redundant.

Undeterred, Max Jowett kept Devon W2W ticking over, servicing his existing riders on a mobile basis while gradually building the business back up again. Now, renamed W2W Southwest and with newly awarded charitable status, the group is growing, with 40 scooters on the fleet and a roll call of satisfied customers – over 5000 young riders have benefited in the last ten years.

One of them is Max's daughter Annie, who looks after the office and when she was 16 had the use of a moped to get to the nearest bus route – there are buses in rural Devon, but not everyone lives close to one. One thing has changed in the people who make use of W2W, and that's the demographic. “It's quite varied,” Annie told me. “Most of Devon W2W riders used to be www.britishmotorcyclists.co.uk

Opposite page: W2W has been looking at electrics such as the Super Soco – Katie is an existing W2W rider Left: Max and Annie Jowett run W2W Southwest Right: Wheels to Work mobilises the young

under 25 but now many are 25-35, needing transport to get Suzuki Address or Honda Vision 125 comes in at £220 a month to work. One change since Covid is that about 85% of them are – it will typically be a year or two old, and the bikes are sold on at key workers – shop workers, warehousing, farming – who can't around 25,000 miles. That sounds quite mileagey for a 125 but afford to run a car. One thing that we've had is a new wave of with a complete service history and Honda/Suzuki badges they people who lost their jobs in the first lockdown, and with it their tend to have a decent resale value. Older Suzukis are available at liftshare or whatever – they've been able to get other jobs, but £175 a month – they'll do the same job but might be a bit worn still need transport.” Interestingly, about 20% of W2W Southwest around the edges. riders are women, or about double the national average for PTW Devon County Council has been a stalwart supporter of W2W users. (“they've been amazing,” says Annie) and still provides around The 125s are all very well, but do any of these people go on to 30% of the group's income – the rest comes from those monthly buy a bigger bike? “Some do,” says Annie, “and we do encourage payments and selling ex-hire bikes. Perhaps the amazing thing them to take their A2 when they're ready, but that's their choice. is that the group manages to cover all its costs – running a fleet We also encourage riders to buy their hire bike from us when of 40 scooters, paying insurances, buying new bikes – all within they're ready and can afford to. It's nice when that happens budget, mobilising people who couldn't otherwise afford their because they then have a sense of ownership.” own transport and even turning a few of them into motorcyclists.

Although most W2W schemes offer mopeds as well as 125s, Local heroes? Absolutely. this one is now concentrating on the A1 class, finding that the www.wheels2worksouthwest.org demand for mopeds has tailed off. It's Satisfied also decided to focus on scooters rather Electric Change Customers... than geared bikes, using a mix of Hondas W2W Southwest has been wary of going electric “I would like to thank Devon and Suzukis with a few older Yamahas. until recently, with smaller-batteried scooters Wheels to Work for putting “We found that the geared bikes were unable to cope with longer commutes. But with me on their scheme and it more likely to get neglected,” adds Annie, electric scooter sales rising fast (they now make up was very sad to have to give “and in any case the scooters are easier to nearly half of new moped sales) and more choice, my motorbike back. I can ride.” Talking of neglect, all W2W riders are the group is planning to have a 25% electric fleet highly recommend them trained to make basic checks – oil and tyres within three years. to anyone, male or female.

– themselves, but for everything else, Max They're also diversifying into e-bikes (electric Many thanks.” or the group's mechanic comes out in the bicycles) having just landed a contract with Kim van to do it. It's worth reiterating that all Cornwall County Council to supply these to users of this is covered by the monthly fee – the on the same monthly fee basis as the 125s, as “I have never had so many only cost to the rider is fuel, though they do well as running roadshows to demonstrate them opportunities. I can get to have to buy their own helmet and gloves. A to employers, individuals, the police, NHS etc. Get work easily, have a good loaned jacket is also part of the deal, and more people out of their cars and onto two wheels? social life and see my for a generation raised on monthly phone It's got to be good. girlfriend whenever I want.” contracts and all-inclusive deals, you can Anon see the attraction.

So, how much does it cost? A typical www.britishmotorcyclists.co.uk

Motorcycle R I D E R

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summer.

Moto Guzzi Club GB

SUE NOCK of the Moto Guzzi club, celebrating 100 years of the marque oto Guzzi was founded in 1921

M

Top left: Guzzi Club GB is thriving Top right: The legendary Le Mans (pic: Victory Motorcycles, London) Above: Iconic V-twin has come to symbolise the marque

Contact: www.motoguzziclub.co.uk

Promote your Club!

Want your club to be profiled on these pages?

Email us: editor@bmf.co.uk

by two recently de-mobbed members of the Italian Air Force.

Carlo Guzzi (hence the name) was the engineer and designer, whilst Giorgio Parodi provided the financial backing. A third man was to have joined them, but he died in a flying accident.

A factory was built in Mandello del Lario, a small town in Northern Italy, on the eastern shore of the beautiful Lake Lecco. In 1964 Moto Guzzi developed its first prototype shaft-drive V-twin, which would become the very symbol of the marque, used as the basis for probably the most popular range, the V7. In fact, the V7 is still produced today and is offered in a series of models including the 100th Anniversary Special.

The bigger V9 Bobber and the V85TT Sports Tourer are proving popular too.

The Moto Guzzi Club GB was formed back in 1976 when the release of the S3, Convert, Le Mans and California boosted Guzzi sales in Britain. Club activities originally revolved around a group of friends who enjoyed camping weekends but as the marque grew so did the Club and it wasn’t long before local branches began to spring up.

The durability of the V-twin engine and the opening up of Europe found members embarking on some amazing adventures which were always appreciated by the readership of the Club magazine 'Gambalunga.'

Originally a newsletter, it later became a black

www.britishmotorcyclists.co.uk

and white A5 magazine and now it is printed bimonthly on A4 in full colour, still containing all things Guzzi..

Despite being built on the popularity of the 1970s V-twin the Club welcomes enthusiasts of all models. We have a thriving following of the single-cylinder bikes such as the Falcone, Galletto, Lodola and Airone, and our members share a wealth of knowledge and advice.

To support owners of Moto Guzzis over 25 years old the Club has a machine dating service which assists them to register their machines with the DVLA. We've built up a large archive over the years and now hold information on over 1000 motorcycles.

Both the marque and the Club are thriving.

One hundred years on and Moto Guzzi is the oldest European manufacturer in continuous motorcycle production, continuing to produce popular motorcycles which attract new folk to the marque.

Forty-five years on and the Moto Guzzi Club GB has over 30 branches across the country and over 2000 members.

The camping weekends have evolved into a full calendar of great rallies, branch activities, touring trips in the UK and on the Continent. The Moto Guzzi Club GB is one of many Guzzi clubs across the world whose members will now be planning their travels for 2022, touring far and wide and looking forward to a warm welcome from Moto Guzzi friends old and new.

The 100th Anniversary celebrations have been re-scheduled for September 2022 and will attract thousands of enthusiasts from all over the world to 'Giornate Mondiali Moto Guzzi.' It will be a holiday like no other as Mandello del Lario is swamped, the factory gates are flung open, bands play and fireworks pop over the lake. The Moto Guzzi Club GB always has a good turnout for this event, and it would be great if you could join us.

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Club Renewals It’s that time of year! Helen Hancock on why your club should

C

lub affiliation is extremely important to us at the BMF, and unlike our individual memberships, our club affiliations run from 1st January to 31st December each year. We send out renewal reminders in November and accept fees being paid from then onwards. So, the renewal elves (Cheryl and Helen) are busy, busy, busy!

This year, it is no surprise that the BMF has struggled with membership levels – both individuals and clubs. With clubs restricted on meets, members and rallies in 2021, some have let their BMF affiliation lapse. We would LOVE to see those clubs come back to us in 2022.

Affiliated clubs really benefit from being part of the BMF. They gain representation at a government level. We welcome clubs at all our meetings, and they are welcome to have their say in the governance of the BMF. Affiliated clubs also benefit from a special public liability insurance package and their members enjoy many of the advantages offered to individual BMF members.

Clubs receive, dependent on their size, a set number of subscriptions to the BMF magazine Motorcycle Rider which are mailed to members nominated by the club. You will also receive regular information and BMF press releases, plus a monthly motorcycle news round up, free to include in your club magazine.

Not only that, but we provide a list of hints and tips on organising ride-outs, a benefit that’s exclusive to BMF clubs.

We have kept the affiliation fees the same again this year, as we feel this is one small way in these strange times, to help our clubs. Your re-affiliation fees will be on your renewal notices.

Affiliated clubs are broken into two categories: local clubs and national or one-make (NAOMC) clubs.

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New Clubs Welcome

Any club, group or organisation that would like to show support for the BMF will be welcomed with open arms. We will be happy to discuss fees and the affiliation process – please just call the office on 0116 279 5112 or email membership@bmf.co.uk

Contact Details

Please do make sure your up-to-date details are with us – you can call or email any time to check. We send out most communications by email but have been informed that a few clubs have been missing out on these either by having old or no email addresses or over enthusiastic spam filters! Please check and let us know. www.britishmotorcyclists.co.uk

Annual General Meeting 2021 T he BMF AGM took place on 9th October 2021, at 11am.

Held on Zoom for the second time, it was a great success with members taking part from both clubs and as individuals.

Regular business was dealt with briskly before moving on to wide-ranging discussions on a number of topics. The meeting heard reports from the Chair, Jim Freeman, and fellow Directors: Howard Anderson, Finance Peter Laidlaw, Membership Services Sheonagh Ravensdale, Communications Anna Zee, Political & Technical Services

The meeting was hosted by Helen Hancock, the BMF’s Administrator, who managed the polls and voting.

Jim Freeman was re-elected as Chair with 100% of the votes cast on a Zoom poll. Sheonagh Ravensdale was confirmed as the Communications Director, also with 100% of the poll.

BMF Councillors and Regional Chairs and the Chair of the National and One Make Clubs (NaOMC) forum were carried forward to 2022, the meeting ratifying en bloc, as at the 2020 AGM, due to the pandemic.

The meeting also approved the accounts for BMF (Enterprises) Ltd for 2020.

Key Topics Discussed •

•

• • • •

Government Consultations, including ‘The Future of Transport’ programme, ‘Regulatory Sandboxes’ and ‘Zero Emission Vehicles’.

National Motorcyclists Council (NMC), building relations with government, with the overall objective of full motorcyclist inclusion in the Government Transport Strategy, involving the Department for Transport (DfT), Home Office and Cabinet Office. The review of Testing and Training, with the objective of streamlining the process, making it easier to access licences, for riders.

De-carbonising transport; its effects on motorcycling, both with new and existing vehicles, to 2035 and beyond.

Changes in BMF Communications strategy and their implementation.

BMF’s financial situation and future.

Successful renewal of the BMF’s events programme, both attended externally, and the BMF’s own. After a difficult 18 months (excepting the successful organisation of the National Road Rally in 2020 and 2021) it was a pleasure to run the Dambuster event for the first time since 2019.

www.britishmotorcyclists.co.uk

• •

• •

The maximum turnout reflected the pent-up demand after the pandemic lock-downs, with a carefully managed event, socially distanced with all attending testing negative beforehand.

Successful ongoing partnership with Bikesure.

Expanding partnership with Thorneycroft Solicitors, who provide the BMF Legal Line, also supporting road safety organisations.

Introduction of the BMF Breakdown recovery scheme as a significant member benefit.

Continued growth of the BMF Blue Riband training scheme, with over 27 centres across the country, now a part of the DVSA Enhanced Rider scheme. The Blue Riband scheme is also starting to be approved by the National Association of Blood Bikes in some regions, ie, NWBB, Lincoln BB, with other centres, such as NI’s Steve Mills, still seeking accreditation with their local NABB branch.

BMF Objectives

The Chair, Jim Freeman, stressed that the BMF was committed to two long-term objectives for the membership: •

•

To enable riders of ICE bikes to be able to use them for as long as possible, recognising that they represent the lowest carbon input of any powered vehicle type currently registered for road use, particularly in regard to ‘sunk cost’ at the manufacturing stage.

That the future needs to be embraced, that alternative, zero tailpipe emission bikes are here to stay. That the infrastructure and vehicle cost issues also need addressing. And that however much talk of WCPT (Walking, Cycling, Public Transport) was bandied about by politicians and enthusiasts, the BMF supports and will defend its members' right to use PTWs.

The meeting closed with a vote of thanks to the BMF Management Team and the BMF’s Administrator, proposed by the Vincent-HRD Owner’s Club’s Tim Kirker, carried unanimously.

The Chair closed the meeting at 2.30pm, after announcing the 8th October 2022 as the next AGM, venue to be confirmed.

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Down YOUR WAY ALL THE BMF CONTACTS YOU NEED REGION 1 – SCOTLAND

Regional Chair - Tom Duncan, 01506 842131, 07887 835321, tom@tomduncan.co.uk DUMFRIES AND GALLOWAY Frank Dickinson, 01556 612102, dickietriker@googlemail.com Neil Hunter, 01556 610524, linda-hunter@sky.com AYRSHIRE - Pauline Speirs, 01560 321791, fastrakscotland@aol.com GLASGOW - Nick Elliott, 01416 379305, drnickelliott@gmail.com PERTHSHIRE John Gauld, 07803 622317, jag1969@o2.co.uk REGION 2 – NORTH EAST

BINGLEY - John Lancaster, 01274 560174, john-lancaster@sky.com Tina Walker, 01377 217242 REGION 3 – MIDLANDS

REGION 4 – EAST ENGLAND

CAMBRIDGESHIRE Tim Flinders, 01223 212721 NORFOLK - Richard Pike, 07754 104377 REGION 5 – LONDON

Contact - Anna Zee, anna.zee@bmf.co.uk

Councillor - Jim Freeman, jim.freeman@bmf.co.uk REGION 6 – SOUTH EAST

BERKSHIRE - John Ward, 01344 428667, 07880 645970, john.c.ward@hotmail.co.uk HAMPSHIRE - Ian Hammond, 07989 531121 iphamonda@googlemail.com KENT - Mike Gallafent, 01322 400775, 07503 165035, michaelgallafent@yahoo.co.uk OXFORDSHIRE - Hugh Jaeger, 01865 554814, 07762 093310, hugh_jaeger@hotmail.com REGION 7 – SOUTH WEST

COVENTRY AND WEST MIDLANDS - John Nelson, jsnlsn@btinternet.com

Regional Chair - Jim Peel-Cross, 01672 563450, 07470 899546, jimpcross@hotmail.co.uk

DERBYSHIRE - Rod Nuth, 01283 810166, rod@nuth.me.uk

BATH - Carenza Ellery, 01225 835599, 07962 076370 (text preferred) cbx550mini@gmail.com

LINCOLNSHIRE - Mitch Elliott, 07982 802588, elliott.mitch@gmail.com WARWICKSHIRE - Mark Lunt, 07767 870117, mark.a.lunt@gmail.com NOTTINGHAMSHIRE Jerry Hough, 07825 997969, jerry.hough@mail.com HEREFORD AND WORCESTER Frank Whittaker, 01531 635843, frankwhittaker62@gmail.com SHROPSHIRE -James Ellerby, jamesellerby@btinternet.com

CORNWALL - Tiffany Coates, 07805 078062, tiffanycoates@hotmail.com WEST SOMERSET - Brian Cox, 07498 300504, briancox1965@gmail.com WEST WILTSHIRE Les Simper, 07789 354371, les.simper@btinternet.com SOUTH WILTSHIRE Roger Stone, 01264 398134 07928 822671, r.stone703@ntlworld.com

MORE BMF REPS NEEDED! If your county is not listed and you would like to be a BMF rep, we would love to hear from you - please email admin@bmf.co.uk 36

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Numbered Regions REGION 8 – WALES

Central Wales Area Representative - Phil Harries, 07968 168486, dpharries1@aol.com REGION 9 – NORTH WEST

Regional Chair - Peter Laidlaw, 01282 776336, 07939 260524, peter.laidlaw@bmf.co.uk Rep/Councillor - Dave Barton, 01772 455018, 07971 519004, bmf_r9@notrab.co.uk Councillor - Mick Gibbons, 07940 816492, mick.gibbonsindarwen@ googlemail.com CENTRAL LANCASHIRE Derek Gustard, 07763 412859 derekgustardmagic@hotmail.co.uk

Simon Birchall, 01254 708893 Ste Bartley, 01254 278187 ste.bartley@googlemail.com REGION 10 - NORTHERN IRELAND

Regional Chair Howard Anderson, 07918 903497, howand@hotmail.co.uk

CO. ANTRIM Davy Gillespie (club liaison) 02893 350495, 07882 525777 gwocni@hotmail.com CO. DERRY/LONDONDERRY Alex Selfridge, 07842 424422 gi1jhq@hotmail.com NATIONAL AND ONE-MAKE CLUBS FORUM (NAOMC)

CHESHIRE - Jim Bradburn, 01606 836782 jimbradburn@hotmail.co.uk

Chair Stephen Davenport stephendavenport98@me.com

Cumbria David Kershaw david.kershaw@bmf.co.uk 01697 742 201

Deputy Chair Jacqueline Bickerstaff, 01327 705258 jacqueline.bickerstaff@ btinternet.com

EAST LANCASHIRE Mick Gibbons, 07940 816492, mick.gibbonsindarwen@ googlemail.com

RIDER TRAINING ADVICE Are you looking for training at any level?

Ring our membership office on 01162 795112

Secretary - John Gardner, 01695 622792, john.gardner119@gmail.com

WRONG NUMBER? If these aren’t the right contact details, let us know at admin@bmf.co.uk and we’ll put it right. www.britishmotorcyclists.co.uk

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