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
National and One-Make Club Forum Chair | Stephen davenport
Administrator | Helen Hancock
C O N T E N T S
Paul Morgan and Craig CareyClinch on the campaigns for
...In all its forms, debated in Colorado Springs (nice work if...etc)
WH at ’S i N a N a ME?
Dear Fellow Rider reader, I hope you’re settling into the new year, despite seemingly endless rain, and probably the ‘same old, same old’ for many of us. This year is going to be unusual in one respect – we will have a General Election, and almost certainly in the Autumn, not May. The odds-on choice at the moment seems to be November. I suspect that for many of us it’s a big yawn, and about the only obvious thing about it is that we’re very likely to have a change of governing party. Indeed, I heard Alistair Campbell commenting recently about the recent by-elections, that if the result was applied to a General Election, the Tories would have precisely six seats. He also said that this wouldn’t happen, but it was an interesting way of looking at the results.
a six-page ‘Manifesto’ aimed at potential ministers is what we need to motivate our members and reach out to local constituents and candidates. So, we’re writing something simpler and more digestible, say a couple of sides of A4 and 800 words.
"Please join us as an individual member if you aren't already! Just point your phone at the QR code to go to the right spot on our website!"
The coming election will be important for riders as we have many issues to address, starting with de-carb and moving along. I’m not going to address that here but will mention a couple of related matters. The first is that we need a coherent set of ‘asks’ to address to potential governments and the top candidates in each constituency. The BMF and its partners have been hard at work on this for some time already. The lobbying team, along with those in other organisations partnered in the NMC, including the industry (the MCIA), have created a ‘Manifesto’ (their term), aimed at a ‘leadership’ audience i.e. potential government ministers, from whichever party.
Which sounds a bit remote from the rider in the street, even if it talks to politicians in terms that they will understand. Here at the BMF, we don’t think that
Part of this is terminology. Some of the lobbying geeks have started referring to ‘Private Light Vehicles’ (PLVs), instead of motorcycles, let alone bikes. This has been the cause of intense discussion, believe it or not, with the BMF and its fellow NMC members coming down very firmly on the choice of calling a bike, a bike. This has happened before, about 20 years back, when the lobbying geeks started referring to PTWs or ‘Powered Two Wheelers’ a term which was almost universally derided, and often still is. PLVs are even more confusing, as they deliberately include lightweight three- and fourwheelers, electric bikes, and all sorts, which don’t really relate to motorcycles at all, in the eyes of any normal motorcycle rider. Why the rebranding exercise? That’s a long story but has to do with trying to get away from the associations that bikes have for many – noisy, dangerous and a bit suspect.
Whoever said, “on Sunday morning I went for a ride on my PLV/PTW”? Nobody, ever.
Rest assured, the BMF love bikes (who could love a PLV?) however they may be regarded by the ignorant. We will be referring to Motorcycles, Motorbikes, and bikes, without an acronym in sight.
Let’s keep it real, never mind the political newspeak!
Stay safe, ride safe,
Paul Morgan, Government Relations Exec paul.morgan@bmf.co.uk 07918 903 499
Alex Parsons-Hulse, Reps Liaison Officer bmfregion2rep@bmf.co.uk 07702 229311
Helen Hancock, Admin & Anything! admin@bmf.co.uk 07918 903 500 Net Hopkinson , Membership Secretary membership@bmf.co.uk 0116 2795 112
Why are we printing a picture of Dominique Aegerter testing his World Superbike R1 at Philip Island? Because Yamaha has announced that it won’t be updating the road going R1 to Euro5+ emissions standards, so it won’t be available as a road bike in the future. But on track, it carries on. (Photo: Yamaha Motor)
N EWS
L OBBY N EWS R OUND U P
Paul Morgan (BMF) and Craig Carey-Clinch (NMC) outline the campaigning year ahead – and how you can take part
Hitting The Ground Running
January can be strange kind of month, writes Craig Carey-Clinch It’s mostly too damp and chilly to do much motorcycling, so thoughts turn to planning for the summer ahead, fettling bikes for the forthcoming riding season and counting the days until winter’s bite is replaced with spring sunshine – or if not that, at least more clement riding weather. But overall it’s a quiet month as Christmas disappears and focus returns to the day to day.
Not so with public policy. I wrote some issues ago about the political cycle and how this waxes and wanes according to the annual parliamentary seasons, with spurts of activity at the start of the season, tailing off a little as whichever recess of the year approaches – the busiest periods tend to be from New Year to Easter and the period immediately after the autumn party conferences.
This year has seen the NMC and BMF hit the lobbying and campaigning agenda full force. In what is likely to be an election year, January has seen an unusually high level of activity. We were invited at short notice to meet DfT Decarbonisation Minister Anthony Browne MP to participate in an industry round table to discuss the consultation on decarbonising L-category vehicles. Although the consultation closed well over a year ago, the Government has yet to make its position clear and this meeting was a further opportunity to make our views known to the new Minister.
What struck me at the round table was how close manufacturer policy is to that of the riders’ organisations. That is, technological neutrality; e-fuels for clean ICE and to protect existing and heritage riding; not just battery-electric; a need to move in step with developments internationally; and the vital need for future products to meet market demands and needs. We were told there would be an announcement ‘soon,’ but having heard this for about a year now, we will need to wait and see whether this government will make proposals, or whether, like several other issues such as e-scooters, the matter will be kicked over to the post-election administration.
Potholes & Campaigning
Also during January the urgent issue of potholes and other road maintenance came to the fore as the NMC and its members joined an industry and road users ‘Pothole Partnership.’ January 15th was National Pothole Day and the Partnership launched a media campaign around the launch of the Pothole Pledge – a five-point plan which calls for proper funding and standards for road repairs, with multi-year funding already announced by the Government ‘front loaded’ so that adequate funding comes in the early years to help address the urgent backlog of repairs.
Pothole Day saw the BMF's Paul Morgan out in the freezing early hours with industry partner JCB, doing TV interviews on site where potholes were being repaired. The AA’s Edmund King and I took care of the broadcast media elsewhere with numerous radio and TV slots, meaning a long day for us and exposure to audiences in both national and regional media totalling tens of millions. Not bad exposure for the NMC and BMF.
Looking ahead, election planning is now in full swing. We are working on a wide-ranging initiative which will give all riders an opportunity to make a difference at the forthcoming General Election. We will soon be launching a campaign aimed at targeting parliamentary candidates locally, via local riders writing to them from within their prospective constituencies. Full details will be published soon and we urge everyone to take part and make a difference for riders locally.
With this and numerous other public policy issues which need resolution, or at least a pathway ahead set out by Government and riders, 2024 is set to be a pivotal year for motorcycling and opportunities to make a real difference in the next Parliament through actively engaging those seeking election. Let the campaigning commence!
Achievements in 2023
Last year saw the NMC and BMF accelerate our joint lobbying activity, writes Paul Morgan. There were several events in Parliament, an increase in ministerial engagement and close working with various government departments and officials. We emphasised in particular the pressing need to improve the motorcycle licensing and training regimes, for the Government to urgently provide funding to improve the condition of UK roads, and the need for a strategy of technological neutrality in Net Zero planning rather than a focus on battery-electric only.
The delay in government making any final proposals on motorcycle decarbonisation is due in part to effective lobbying by the motorcycle sector – we will have to see if an announcement is forthcoming this year. During 2023 we did see, in response to an effective campaign, the announcement of an extra £8.3 billion in government funding to address the scourge of potholes across the UK road network and as Craig outlines, we have now
established a partnership between road users and the road repair industry to ensure that the promised repairs are fully funded and completed in a timely fashion.
We have also seen positive outcomes on several key motorcycling issues where we have played a full part in debates: road safety policy, green roads riding, motorcycle parking charges, new technologies, infrastructure policy and other areas related to motorcycle sport and heritage.
In particular, we have submitted proposals to government for enhancing motorcycling safety via new roads infrastructure design guidelines for highway engineers – we will shortly be giving a presentation on these to senior cross-government officials. Our lobbying on green roads riding, alongside key partners including the Trail Riders Federation (TRF) and the Land Access & Recreation Association (LARA), resulted in DEFRA dropping proposals under its Landscapes Review to further legislate against motorcycle rights of access to green lanes, though this is an area where we still need to be vigilant. And following our strong representations in response to proposals to amend the current MOT testing regime, Roads Minister Guy Opperman confirmed earlier this year that, “(having) listened to drivers and industry,” there would be no change to the current testing period for cars, motorcycles and vans.
Motorcycling as Mainstream
Our lobbying, directly to government and officials, and indirectly through close co-operation with wider motorcycling, industry and road safety organisations will remain a key part of our strategy to bring motorcycling into the mainstream of government policy and make Britain the global leader for domestic transport solutions in support of a Net Zero future. We will continue working closely and collaboratively with government, with the aim of fully unleashing the potential for mopeds, motorcycles and other light vehicles as a greener and more efficient alternative to other modes of transportation. And we will argue for safer roads for riding, whilst safeguarding a cherished pastime and lifestyle choice for riders.
In what is likely to be a General Election year, the NMC and BMF are now gearing up to build on the successful achievements of 2023. We will shortly be launching a manifesto as part of our General Election campaign in which all motorcyclists can take part. This will see us lobbying both current Ministers and Shadow Ministers on our key ‘asks’ of government, including the need for a firm commitment to develop a robust, overarching policy framework that ensures and secures the future of British motorcycling.
Photo: Mike Andrew
This year is going to be an important one for UK motorcycling – the General Election will lead to change, in one form or another, to be delivered over the next five years. Political decisions will need to be made for our sector in terms of decarbonisation and the move towards electrification and zero emissions in the run up to 2050.
Decisions taken by government must take into account the economic, industrial, social and ecological costs of transition, whilst ensuring that the £7 billion/year motorcycling sector continues to thrive in a market demanding more than solely battery-electric solutions. Lower polluting internal combustion engines of the motorcycle and wider light vehicles sector have an important role to play in delivering a sustainable and more efficient future for UK transportation. There also remains a pressing need to review and improve training and licensing for motorcyclists and to urgently bring the UK’s road network back up to a standard that ensures the safety and effective mobility of all road users.
With politicians of all parties now in full electioneering mode and keen to secure votes, there is an opportunity for the motorcycling community to come together to make our voice heard and to push for change in the areas we care most about. The BMF, the NMC and industry body the MCIA are currently working hard to put together a Joint Manifesto calling on politicians for their support and endorsement for our sector, and for the incoming Government to fully champion a safe and sustainable future for mopeds, motorcycles and other light vehicles.
To assist us with this work, it would be helpful if BMF members and readers of Motorcycle RIDER could complete a short survey
Joint Manifesto Survey 2024
Make your voice heard at Election time, and be part of motorcycling’s Joint Manifesto
– what are the important issues on your mind, and what do you hope will change?
Question 1:
What is your UK postcode area?
Question 2:
Which moped or motorcycle (or three/four-wheeled light vehicle) do you ride? (Please list your principal bike and any second/third bikes).
Question 3:
What are the most important issues currently on your mind regarding motorcycling?
Question 4:
What is the most important change for the motorcycling sector that you would like to see delivered by a future government?
Question 5:
If issues relating to price, range and charging times for electric motorcycles were resolved, how would you feel about owning one?
Thank you for your support – your answers will help form our lobbying priorities over the coming months.
Send your views to the BMF | By post: BMF, PO Box 9036, Enderby, Leicester LE19 9BE | By email:admin@bmf.co.uk Closing Date: 12th April 2024
Photo: Oliver Thachwray
o U r F i ENDS
E l EC tri C
Rider’s resurrection of the Eco-Bike strand it ran in the 1990s prompted some thoughts on how emissions and so-called noise pollution have informed, if not forced, bike manufacturers to produce machines that limit the egress of both but unlike car makers, they have not really used such features as marketing tools. I rather fancy that this is because we, the prospective punters, are still more interested in performance, although for my money the commonality of multi-level traction and torque controls, multiple riding modes, clutchless gearchanging, lean-angled ABS and the like, all courtesy of increasingly complicated and home maintenance-unfriendly electronics, take away the visceral satisfaction that once was the inherent allure of our little game. And for me anyway, the ubiquitous, massive, and unsightly silencers further detract from the modern motorcycle’s appeal.
That is of course an old fart speaking and I fully accept that tastes, if not needs, change just as the biker constituency does but I nonetheless am not exactly surprised that allelectric motorcycles have not really caught on as their fourwheeled equivalents have done with drivers… not yet anyway. Notwithstanding the remaining appeal of the ever more sanitized, electronically governed internal combustion engine (ICE), and the bald fact that modern bikes pollute far less than their fourwheeled equivalents, this could possibly be down to a number of drawbacks leccy bikes have compared to their ICE-powered brethren. In what I’ll claim as ascending order of shortcomings these are: home (and indeed public) charging facilities, mileage range and, above all, cost.
Take for example Harley-Davidson’s Livewire-branded Del Mar at £16,990 which has a (claimed) range of 86 miles and can apparently reach an 80% battery charge in 78mins. Marketed as a ‘light’ tourer when you can get something similar but IC-engined with longer range and no need for plug-ins from, say, Honda (NC750X) or Yamaha (Tracer 7) at half the price, and it’s no wonder that electric bikes haven’t taken off. Same goes for Kawasaki’s upcoming Ze-1, marketed as a small-ish city-bike with a range of 45 miles, a 61mph top whack and a whopping £7799 price tag. Which, by the way, is at least twice the price of a decent ICE scooter and well over three times that of the increasingly fattyred, properly suspended and disc-braked pedelecs beloved of Uber-Eats and Deliveroo riders, and probably small-time drug dealers, who don’t even need a licence to crack around our cities on them.
(There’s probably another whole column to be written about how pedelecs are undermining the scooter market and putting
city bike dealers out of business, but let’s save that for another rant… or preferably not).
When you get to electric-only brands, the price differential is even more marked. Take the Energica Eva Esse Esse9 – there’s a name to fire-up the imagination – which even after a recent price drop retails at an eye-watering £24,590 – and Zero’s £19,850 SR/F Premium. Both these machines have decent ranges when fully charged, which in the Zero’s case takes 2.2 hours to get to 95%... always assuming you can connect it to the right charging point, but precisely because they need substantially larger batteries they are also heavier and to my eye, uglier than ICE equivalents.
So I’m guessing that chuckability and aesthetics are additional reasons why the biking public has not taken to electric bikes in the same way that timid housewives on the school run or welloff eco-enthusiasts have embraced electric cars which, by the way, much more closely resemble their ICE equivalents in terms of looks and ergonomic input. So that must in part account for the fact that just 3617 electric bikes and scooters were sold last year, compared to 110,008 ICE-engined machines, and I therefore can smugly rest my case.
All that said, if our servant/masters in governments around the world have their say, and as opined in my last column they take little or no account of motorcycles and the people who love and ride them, electric bikes will eventually become the only bikes… But whether or not we will want or be able to afford to buy them is an altogether different matter.
The BMF Photo Comp
W IN a year's FrEE BMF membership
Another nice crop of pictures this time and, as ever, thanks to everyone who sent something in. Apologies to those we didn’t have room for, but do keep sending them, as we’ve got another Photo Comp coming up in the Summer 2024 issue of Motorcycle RIDER and the winner receives a free year’s membership of the BMF.
The subject could be anything motorcycle-related. A holiday snap, twisty tarmac, beautiful scenery, your local bike night, a classic meet, racing or track day – anything with a motorcycle theme. Bikes are important, but we like people too, not to mention scenic backgrounds – the bike’s the star, but context really makes it. Enjoy looking for photo opportunities, it’s all part of the fun.
The winner of the Summer ’24 Photo Comp, plus the best of the runners-up, will be printed in the next issue of Motorcycle RIDER.
Send your photos to: editor@bmf.co.uk
✶ WINNER ✶
Left: Last minute entry from Katarina Standley-Form, and very nice too. “Taken from a ride-out at last year's WIMA GB national rally,” she writes. “Fab bunch of ladies (first time meeting, for some) having a fab time on bikes.”
Above: Ally Cornish took a trip with Spanish Enduro Trials, and we’d say she was enjoying it...
Below: Writing these captions in mid-February, a beautiful day for a ride in the Ohio Valley, USA seems like a lifetime away, but thanks for Glenys Snyder for reminding us that the sun will be back.
Left: You can read all about David Bramwell and friends’ trip to the Outer Hebrides on page 22 of this issue – mounted on three very different Honda 125s, they raised £1500 for BloodBikes.
writes:
“On our way to Lyme Regis we stopped off at the old filling station where it is said that T.E. Lawrence regularly filled his Brough Superior. The gang are Richard, me, Jacky and Steve.”
Above: Here’s Steve Warrin’s Mk2 Guzzi Le Mans, snapped in Scotland in July 1986. The occasion? He and the new Mrs Warrin were on honeymoon.
Above: Ian Randall spotted this old BSA sandwiched by slightly more modern machinery at Whitby station. “The guy getting off the BSA was in his 80s – you're never too old.”
Right: Old and new at Steeple Ashton, Wiltshire, by Joe McDonagh Below: Steph Cross
AA Conference... and a Tattoo
We’re talking a conference on motorcycle culture
warm and sunny Colorado Springs welcomed us to last year’s International Journal of Motorcycle Studies (IJMS) annual conference. The IJMS, in case you didn’t know, is dedicated to the study and discussion of motorcycling and motorcycle culture in all its forms, based on solid research, all peer-reviewed – just what we need to counter ‘anti-expert’ propaganda.
Anyway, I was due to give a paper at this, the 10th annual IJMS conference, which involved travelling from the UK to the milehigh city of Denver where we found ourselves seven hours behind GMT and in the land of Bigfoot, racoons and Pike’s Peak.
To be very English about it, I was ‘a bit concerned’ at the thought of delivering my research paper at an international conference. But this was America, land of the extrovert, and despite being a serial introvert I love that positive energy. Better still, the welcome at the University of Colorado was as warm as the weather, with dinner that night at Ivywild School. In the midst of its grandiose backdrop introductions were made to some of the other conference speakers.
Next morning my wife Amanda and I took the free bus downtown to meet everyone else. Amongst the sea of American and Canadian accents we detected a few more familiar tones. Matthew Humphrey, a professor of political theory at the University of Nottingham, was a fellow Brit, along with Jason Wragg (University of Central Lancashire) and Jane Cameron, a curator at University of London. Such esteemed academic company did little to calm my nerves or quell my imposter syndrome.
Angels & Academics
The first day’s keynote speaker was Kelly Lindauer, president of the Hardly Angels Women’s Motorcycle Team. Kelly, appropriately dressed in a pink denim waistcoat sporting a big black ‘K’, gave an inspiring talk on the history of the team. The struggles, overcoming tragedy, friendship, and camaraderie. She screened film extracts from Hardly Angel performances, which could be described as somewhere between a moto gymkhana event and a MOD1 motorcycle test, performed to music whilst sitting
Opposite page top: Conference speakers were a mixed bunch
Opposite page inset Alex now sports a peerreviewed IJMS tattoo
Above: They did get time for a run out – this is the road snaking up Pike’s Peak
Left: IJMS is an annual event – it’s coming to Nottingham this year
Right: Colorado is Bigfoot country, though they never saw one Below left: Jason Wragg on the art of falling off correctly
(sometimes standing, often with arms outstretched, not always alone) on a Harley Davidson Heritage Softail.
Next up was the first of the multi-speaker themed panel sessions, in this case ‘Two-wheeled Trouble.’ Suzanne Ferriss, (Nova Southeastern University, Florida) discussed awardwinning French writer Brigitte Giraud and her outrageous memoir ‘Vivre Vite’ (Live Fast). In a nutshell, Giraud argues the futility of ‘what ifs’ when attempting to predict or avoid death, with one exception, motorcycles. She goes on to blame a Honda Fireblade, its designer Tadao Baba and Honda itself for the death of her husband in a motorcycle accident, which she suggests could have been inspired by the words of Lou Reed (“live fast, die young") in a book her husband was reading at the time. Suzanne quite rightly condemned the nonsense of this book for its cliches and demonisation of rock music and motorcycles. The fact that Giraud won the Prix Goncourt, France’s most prestigious literary award, only perpetuates a discriminatory and false view of motorcycling.
Having worked ourselves into a frenzy of outrage, we were brought gently back to earth by Amy Muckerman, a fashion
designer and archivist from New York, with her talk on the ‘Clothing of Female Motorcyclists of the Early 20th Century.’ With some fabulous slides from early magazines, she discussed the vital role the invention of the motorcycle played in the development of women’s clothing. Take the Van Buren sisters who in 1916 made an epic journey from New York to Los Angeles on their early Indian V-twins. Despite being arrested a number of times for wearing leathers (‘men’s clothing’) they pressed on, overcoming multiple obstacles in their determination to prove that women could become dispatch riders in preparation for the forthcoming war.
The final speaker that first morning was Mahdi Tourage, an Iranian-born academic from King’s University College in London, Ontario. If I’m honest, his talk on ‘The Motorcycle as a Catalyst for Social Transformation and Political Commentary in the Iranian Film, Reza the Biker,’ went a bit over my head. Maybe you needed to have seen the film, or perhaps it was too close to lunch.
Working Bikes
Professor Wendy Pojmann kicked off the first afternoon session, describing how motorcycle racing in 1950s Italy contributed to the growth and popularity of the industry over there. Heroic riders raced through spectator-lined streets in famous races like the Motogiro d’Italia. Although street racing was banned in Italy by the late ‘50s, the Motogiro survives as a timed, points-based rally and is still a popular event. Wendy rode it in 2021, her first taste of motorcycle competition, and it sounded like she thoroughly enjoyed the experience despite being knocked off at one point by a flying Vespa.
Jane Cameron from London was next, and given my interest in ‘working’ motorcycles, I found her presentation on the courier industry from the 1970s to the early 2000s especially fascinating. Personal accounts collected from riders backed up Jane’s growing collection of courier artefacts, and to top it off she had brought along her partner, a lifelong motorcycle courier. Although he didn’t speak during the presentation, we had a good chat later on the art
of shortening Honda Crossrunner handlebars to make it easier to filter through London traffic.
After a short break (they didn’t stint on coffee stops) Bruce Giles, an assistant professor from California, presented on ‘The Lure of Motorcycling.’ This related motorcycling to Maslow’s pyramid, a well-known psychological theory which gives a sort of pecking order to human needs – Bruce’s version placed motorcycling at the base of the triangle, just ahead of basic needs. After Professor Matthew Humphrey talked about ‘Two-wheeled Authenticity: Narratives of ‘Being’ on a Motorcycle,’ we had two film showings. I have a total ignorance of film, especially anything arty. So, you can imagine my reaction to the first, a Christmas special featuring an Evel Knievel doll and his reflection of the human struggle – it barely made sense to me at all and was mercifully short. Perhaps I was thinking about dinner.
Call of the Wild
Day two of the conference would see my own big moment, but that would have to wait until the afternoon. First we had Jason Wragg on ‘Myths, Maps and Motorcycles.’ Jason is the embodiment of a true adventurer – beard and all. His study was based on a 32-day solo trip to remote areas of Iceland on a Yamaha Tenere 700, carrying barely enough to survive and definitely short of the required number of underpants. Next an adventure of a different kind from Barbie Stanford as she told of her experience as a nonriding female, “who gained entrance and acceptance into the motorcyclists’ social world through participation in a four-day
Above: Kelly from the Hardly Angels motorcycle display team
Above right: Mat Humphreys was a man with a message, on two-wheel authenticity
Right: Suzanne Ferriss condemned cliches about bikes and rock music
motorcycle boot camp.” Not just any boot camp by the way. No, this was run by fellow Texan, ex-MotoGP, and Superbike rider Colin Edwards.
The mood of the room shifted again as Dr Lisa Garber, a clinical psychologist of over 40 years began ‘The Call of the Wild,’ in which she took a “retrospective look at the way the sound of certain motorcycles have come to spark and catalyse a train of memory and feeling within me.” It contained heartfelt feelings for her late husband and memories of their time together, reignited through the sound of his Harley on the day she finally had to sell it following his passing.
The rollercoaster of emotion swung once again as Emeritus Professor Steven E. Alford took to the podium wearing his ‘Buda loves Motorcycles’ T-shirt to deliver a somewhat comedic look at supposed ‘Authenticity in Motorcycling.’ Things became even more surreal as Tom Goodmann, an academic from Miami, took us on a journey to explore the links between motorcycling and medieval knights. This reached a crescendo of insanity with a look at George Romero’s 1981 film, Knightriders, which, with its mix of motorcycles and dodgy medieval costumes, is a movie that frankly no one should be exposed to in this day and age.
The Big Moment
What is the IJMS?
Then out of nowhere, my big moment had arrived. I played it cool, standing at the podium with barely a visible shake and delivered what I had come all that way to do: ‘Motorcycle Commuting into the Future: identifying the barriers to a wider uptake of motorcycles as a primary mode of transport for commuting in the UK.’ Not the snappiest of titles, I know, but such is the nature of academic work and by the time I had read the extended title I had settled enough to make a reasonable job of the rest of the presentation. It had taken a lot of effort to get there and a lot of support from Amanda to make it through, but I had achieved my goal of presenting my research work at an international conference. I was elated, but still a little uneasy with the applause.
I was followed by Associate Professor Eddy White from Arizona, a man fortunate to be able to teach a university course on motorcycle culture, and then Dr. Joe Leondike, a Lt Colonel in the US Air Force and a psychiatric nurse practitioner who discussed his take on the evidence and therapeutic benefits of riding bikes. Finally, it was down to Ciaus Tenche, founder of the Toronto Motorcycle Film Festival and our final keynote speaker, to tell us about the origins and development of the festival and the role it plays in building culture in and outside of the motorcycling community. Such a talk would not be complete without showing a selection of short films from previous festivals, some of which I was able to understand and enjoy. So, it all ended well.
And the tattoo in the title? A controversial memento and permanent reminder of a milestone achievement in my life. May the happy memories and friendships last as long as it does.
So why is the IJMS so important? Despite the current trend of dismissing science and facts in the UK through anti-expert propaganda, research is still a vital element in supporting any argument. Government and local authorities are more likely to listen to a position supported by evidence-backed research. The validity of this research is greatly increased if it has gone through a peer review process and been published in an academic journal – and that’s what the IJMS is for bikes.
Dedicated to the study and discussion of motorcycling and motorcycle culture, it’s published twice a year as a peerreviewed journal, overseen by an editorial board of published scholars from a variety of academic disciplines in the USA, Canada, and Europe. So, any article has passed through a rigorous review and editorial process to ensure that the arguments made are valid and supported by proper evidence and source material.
Access the IJMS (including all back issues) at: motorcyclestudies.org
IJMS Conference 2024
This year’s IJMS conference will be in the UK – 19th-21st July at Nottingham University. So, if you are an academic or freelance researcher, or an enthusiast, or interested in the field of motorcycles or motorcycle culture, then why not submit a paper or a presentation for consideration. Or simply come along and listen to the presenters, engage, and ask questions. It’s a friendly and welcoming experience where everyone wants to talk about motorcycling.
Above: This is Colorado, so it was worth taking time to have a look round
Remember the 1990s? John Major was Prime Minister (until Tony Blair took over), few people had ever heard of climate change and beer cost thruppence a pint, though I may have got one of those wrong. If you can recall those far off days and you were a BMF member, you might also remember a series called ‘Eco-Bike’.
At the time, there was a general debate about the sustainability of modern bikes, especially the big ‘uns. If motorcycles used as much fuel as a medium-sized car and got through a rear tyre every 4000 miles, could they really be justified as practical transport? Or were they becoming expensive playthings which cost a bomb to run and could be easily sidelined by policy makers as an irrelevant minority?
BMF member Stephen Kearney obviously thought this needed talking about and wrote to Motorcycle RIDER suggesting a set of ten criteria by which any bike could be judged on its ecocredentials. Much argument and debate in the RIDER letters pages followed, as did reports from other members on their own bikes. With marks out of ten for each category, they could come up with a final percentage; eco-heroes scored a theoretical 100% and the villains a lot less.
ECO BIKE: H ONDA NC750S
We’re resurrecting a riDEr feature from the past – Eco-Bike.
PEtEr HENSHaW kicks the series off with his 50,000-mile Honda NC
Above: Trundling along back roads like this has reduced mpg
Left: Honda 750 twin has proved itself to be a true Eco-Bike
Inevitably, there was self-selection going on – in other words, riders interested enough to measure their bikes against ecocriteria tended to own ‘sensible’ (in its broadest sense) bikes; Hondas often featured (Transalp, CX500, C90) as well as several MZs and the odd BMW, plus a few older British bikes. Still, would the average Fireblade or Yamaha LC owner be that interested in justifying their bike on its sustainability? Probably not.
The point is, does Eco-Bike still have relevance today? I would argue that it does, more than ever. The UK motorcycle market has become increasingly dominated by big bikes, adventure tourers, sports bikes and big nakeds, which are for the most part bought as leisure transport. And yet the future we face, decarbonisation and all that, will put extra pressure on motorcycling (just like flying, all-year-round strawberries and other carbon-heavy behaviour) to justify its carbon footprint.
And how do Stephen Kearney’s original ten criteria stack up, 30 years on? The fuel consumption target (80mpg at 70mph) sounds ambitious, but it’s something to aim for. Twenty-five thousand miles from a rear tyre is more problematic, and the engine life criteria (100,000 miles before lifting the head) is arguably irrelevant when most bikes cover so few miles. Otherwise, they all seem just as relevant as they were in the 1990s.
Anyway, we’re giving Eco-Bike a reboot for the 21st Century, and kicking the series off with my Honda NC750S, which has just clicked up 50,000 miles, so seems like a suitable candidate. But to make this a series, we will need your help; write and tell us about your bike and how it matches up to the ten Eco-Bike criteria, and we’ll feature it in a future issue of RIDER.
Bought to Work
I didn’t buy the Honda new but have ridden it since it was. In a previous life I was a contributor to Motorcycle Sport & Leisure magazine, and one of the few perks was access to the odd longterm test bike. At the time I was riding about 15,000 miles a year and needed something big and comfy enough for distance (lots of it two-up) which didn’t guzzle a lot of fuel. The Honda fitted the bill, especially as I also wanted to try the DCT transmission which was an option.
Seven years on, it’s still in the garage. So well did the NC tick my boxes that when the six-month loan from Honda UK came to an
Above left: 50,055 miles, and counting Above: Small underseat tank takes 12 litres –enough for well over 200 miles at 90mpg
Above right: NC750 engine is basically half a Honda Jazz power unit, but you knew that Right: Eco-Bike series started in the 1990s
end, I bought it. Since then, it’s been used for work trips, holidays, and shopping. It has a less intensive life now that my freelance work has changed from roving reporter to desk-bound editor, and another bike has joined it in the garage, so it’s amassing the miles more slowly these days. But overall, at 50,000 miles, it’s still the same dead reliable, easy-going, all-round motorcycle it’s always been. I’m not sure I’d bother with DCT next time, but I love the power delivery (the characteristics of a big, lazy engine in a smaller package) and the 20 litres of luggage space, large enough for a full-face helmet, where you’d normally find a fuel tank. Anyway, enough of this, how does a 2016 Honda NC750 DCT measure up as an Eco-Bike?
1 Fuel Consumption: 9/10
Can the Honda manage 80mpg at 70mph? Well, I’ve never measured it, but as it regularly averages 85-95mpg (and over 100mpg given a little more effort) it can’t be far off. I rarely use motorways (let alone the outside lane), nor trouble the redline, which explains a lot. We keep up with the traffic though.
6 Ancillary Life: 10/10
I’ve never had to replace a bulb and the front pads have managed 17-20,000 miles a set and the rears more than that. What I can’t claim is no failures at all. The rear shock was replaced with a Hagon at 42,000, which I think is OK given the amount of two-up riding we do. Then just as I thought we’d get to 50k with no more issues, a front wheel bearing gave up at 48,000, which resulted in a six-hour wait for the AA (another story).
7 Engine Life: 7/10
2 Oil Consumption: 10/10
It’s never used any oil between services and as those are every 8000 miles, sounds like pretty minimal consumption, so I think deserves a ‘10’ here.
3 Oil Changes: 10/10
Oil life of 1000 miles per litre was one of the original Eco-Bike targets, and the Honda easily exceeds it, needing 3.2 litres at every 8000-mile oil change (or 3.4 when doing the filter as well at 16,000).
4 Tyre Life: 5/10
This is where it falls down against the original Eco-Bike targets of 10,000 miles for front tyre and 25,000 rear. I’ve had 7-10,000 miles from Avon Trailriders, though the current Avon Spirits are looking good at 5000. Is it me? The tyres? Either way, no more than half marks here.
5 Chain Life: 6/10
Now if I’d kept better records I could give a definitive answer, but the Honda had a new chain at 14,500, one at 42,000 and another somewhere in between, so say an average of 14,000 miles. Yes, I did have a Scottoiler for a while, but it kept blocking up.
Eco Bike Criteria
Some Previous Eco Bike Scores
Honda C90 – 80%
Triumph Thunderbird TR65 – 71%
Honda CX500 – 77%
BMW R80 RT – 90%
Yamaha XJ900F – 88.5-90.5%
Honda Transalp – 69%
MZ TS250 – 71%
MZ ETZ250 – 84%
Yamaha XT350 – 76%
BSA B50 – 75%
Honda XBR500 – 86%
10. Production life: 10 years It’s been popular with the pillion
1. Fuel Consumption: 80mpg at 70mph
2. oil Consumption: 2000 miles/litre
3. oil Changes: 1000 miles/litre equivalent
4. tyre life: 10,000 miles front, 25,000 miles rear
5. Chain life: 25,000 miles (and fully enclosed)
6. ancillary life (bulbs, cables, pads): 10,000 miles
7. Engine life before head removal: 100,000 miles
8. Max Weight: 180kg
9. repair and Maintenance: easy DIY
As mentioned above, I’m not sure that an expected 100,000-mile engine life before overhaul is very relevant to how most bikes are used these days. But still, the Honda has reached 50,000 with no issues whatsoever, let alone having needed to remove the cylinder head. I can’t guarantee it’ll reach six figures though, so let’s say 7/10.
8 Max Weight: 7/10
At 217kg, the NC is 17% heavier than Eco-Bike’s 180kg target. At least the mass is low down, thanks to the parallel twin being canted well forward. I only notice the weight when parking, never when on the move.
9 Repair and Maintenance: 7/10
Like a lot of riders, I don’t tackle much more than oil, filters, and pads these days (plus the inevitable chain maintenance) but all of that is very straightforward, conventional stuff. Otherwise, it’s an unknown quantity.
10 Production Life: 10/10
Eco-Bike called for a production life of 10 years, and if you count the original NC700 as basically the same machine, then the 750 marks its 10th year in 2024. The S model has been dropped but you can still buy the adventure style 750X .
Verdict
That all adds up to 81%, which is respectable enough for a motorcycle with a low carbon footprint. In terms of the original series, it’s not as eco as an R80 BMW, but about on par with a Honda C90.
The point is, what do you think? Is Eco-Bike still worth doing? Should the criteria be updated? Write and let us know.
Tell us about your Eco-Bike
Would you like your bike featured in the Eco-Bike series? It’ll help if you’ve owned it for some time and covered quite a few miles. Just write an article along the same lines as this one, using the same ten criteria and including a bit about what you like and/or dislike about the machine in question. We will need pictures of the bike (and yourself) in high resolution (at least 1Mb each). And if you have a story to tell but would rather be interviewed than write it yourself, contact us and we’ll sort something out.
Email: editor@bmf.co.uk
5 OF THE BEST MOTORCYCLE DISC LOCKS
Whether you bought it new or second-hand, your motorcycle is a significant investment – maybe an essential item, certainly a sentimental one. This is why it’s so important you are able to walk away from your parked bike knowing it’s safe from would-be thieves.
Motorcycle disc locks are just one way of securing your bike –immobilising the vehicle or at least making it very hard to move.
A motorcycle disc lock works by passing a pin through the brake disc and securing it in place with a lock and key. They are sometimes referred to as a motorcycle wheel lock, as the wheel is prevented from moving forward or backwards.
OXFORD MONSTER DISC LOCK
When asked to think of brands related to motorbike security, it’s likely that Oxford is one that comes to mind. The shackle on the Monster Disc Lock comes in at 11mm and is made from Ni-Cr-Mo (nickelchromium molybdenum) steel, known for being hard-wearing.
Altogether the disc lock weighs just over 900g, making it one of the heaviest options on our list. However, this also works to its advantage, as it’s a clear sign of the lock’s fortress-like design.
OXFORD ALPHA XA14 ALARMED DISC LOCK
A lot of motorcycle disc locks now are rather heavy and chunky, so much so that they’re becoming hard to carry around. The Oxford Alpha XA14 though is easily portable due to its weight and size. It is superbly compact, whilst maintaining top-level protection for your bike.
The lock has a pin of 14mm, these compact dimensions mean it’s easy to slide into place even if you own a sports bike that has limited distance between the brake discs and the wheel rim.
TRIUMPH-ARTAGO 30XBT14 DISC LOCK
You may not think of Triumph when discussing disc locks, but the 30XBT14 is one of the best on the market. It comes with a double locking system and a slightly smaller 10mm hardened steel axle, which makes it perfect for protecting scooters.
ABUS 68 VICTORY DISC LOCK
The ABUS 68 Victory is one of the most secure disc locks for protecting your bike against wouldbe thieves, and it all starts with the design. Its rounded form makes it difficult to cut through and near-on impossible for it to be stolen.
The 14mm locking bolt is made from extra-hardened steel and ABUS’ rather handy XPlus cylinder offers protection against lock picking attacks.
ABUS 77 SLEDG DISC LOCK
The GRANIT™ Sledg 77 embodies the quintessential essence of ABUS security expertise. Once attached, no one is getting away with your bike without permission. It comes with a 13mm locking bolt, a sliding mechanism in the Sledg 77 locks the brake disc in a way that’s as easy as it is effective.
MOTORCYCLE INSURANCE YOU CAN TRUST
Whichever retro motorcycle disk lock you buy, Bikesure has a custom motorbike insurance policy to match your style. Call them on 0800 503 3275 for a fast, noobligation quote.
Zeros at Sub Zero
Can electric bikes do long distance in sub-zero temperatures? Here’s the answer
Regular RIDER readers will need no introduction to Craig Carey-Clinch. A full-time lobbyist for the NMC, he spends his working hours convincing Government, civil service, and local authorities that motorcycles should be taken account of in transport policy. Despite being a self-confessed petrolhead, he’s also open-minded about alternatives to the ICE, including electric bikes. Just the right person to take part in a 21st Century attempt on the Maudes Trophy, using a pair of Zeros.
“It was the ACU’s idea,” he said. “They wanted some sort of event to mark the FIM Conference in Liverpool. The Maudes Trophy has been a bit dormant but as it’s always been about new technology and new ideas, it seemed logical to ask Zero to get involved.”
Craig was nominated joint lead rider with Kurt Langham, a racer in the 1980s/90s now better known for his adventure motorcycling and cycling trips. Four other riders made up the team. “They were all petrol heads,” said Craig, “but open to the idea of new technology, with a pragmatic and sensible viewpoint of it all. I found that very refreshing because I think we’re in danger of splitting into pro- and anti-camps.”
The original plan was to ride two Zero DSRXs Lands End to John O’ Groats, but co-ordinating everyone to be free for the same five
Top: Zeros proved themselves for long distance, but you need to plan in the charging
Above: Travel stained DSRX at a BP Pulse charge points – actual charging proved straightforward
days proved a step too far. Instead, they settled on doing Lands End-Edinburgh-Holyhead-Liverpool continuously, stopping only to eat, swap riders and recharge. It was more of a challenge than the original idea, but doable, especially with a back-up van for the resting riders.
Sub Zero
What they hadn’t reckoned on was the weather; early December saw a cold snap with snow and temperatures to suit. “When we started at Lands End it was well above freezing,” said Craig, “but once it got dark the temperature plummeted and when Kurt and I reached Lowestoft at about 1am, it was down to -4!”
“The second day went well, and we stopped at Sunderland for food and more charging, then again at Annan for dinner, but we came out to find that the temperature was down to -9. We found out later that the official advice from Zero is to not charge in below freezing temps and not ride at all when it’s below -4, but we had no problems, so the bikes clearly exceeded their specification. Apparently they completely shut down at -25, but it didn’t get that cold! The charge times did go up, but still would have been around 120 miles on a full battery – given that everything was frozen, that was pretty reasonable. We were riding at 50-60mph on A roads, so the average speed wasn’t that much different to a petrol bike. The bikes themselves were just great and I didn’t really miss not having a petrol engine. Electrics have their own way of giving feedback and a sense of progress so they’re not just silent.”
“We were sticking to the A1 near the coast so we thought we’d avoid the snow but then we were hit by a blizzard. I’ve ridden all over the world in all sorts of conditions and have never seen anything like this, snow right across the road. I slowed down to about 35-40mph and was just starting to think we should stop, when the bike started fish tailing. I was high sided off, and meanwhile the same thing had happened to Kurt.”
Fortunately, no one was hurt, and the Zeros were just a bit scuffed, but it was clearly time to make use of the support van. Bikes and riders were loaded in, and they did the last 10 miles to Edinburgh like that. An open McDonalds gave the chance to warm up and reassess, where a couple of friendly police told them they were mad to be riding in the conditions. But that wasn’t the end
of the Maudes attempt – a phone call to the ACU confirmed that, given the conditions, 10 miles in a support van wasn’t enough to disqualify them.
“It was still bitterly cold, but we carried on overnight and when we got down to North Wales it was still cold, but the sun came out. We rode out to Holyhead, took suitable photos, then back to Liverpool for a well-deserved kip before heading to the FIM Conference the next day. That was it – we had won the Maudes Trophy.”
Charging...
All well and good, but what did Craig learn from the whole thing? “We wanted to see whether a premium electric bike could do a long ride of over 1000 miles in a short, set time. And they did – we covered 1200 miles in 52 hours, and it would have taken less time in easier conditions, so I think we busted a few myths.
“Charging was obviously a big issue and Kurt had designed the route with the help of the Zap Map app, a brilliant piece of software which shows every UK charge point. Apart from one instance all the chargers we used worked fine.”
But it wasn’t all good news. “The charge points are run by a plethora of different companies, with different apps, RFID cards and systems. Some of the newer points are just tap and charge but many others aren’t,” said Craig. “My view is that you don’t need an app to buy petrol, so you shouldn’t need one to recharge an EV.”
What did surprise him was that there are plenty of places to charge – in fact, more than there are petrol stations. The problem for motorcyclists is that often there’s no shelter nearby, so if it’s cold and wet you just have to suffer while the bike charges. And although there were were plenty of Type 2 points suitable for the Zeros, for most you have to take your own lead, which takes up valuable space on a bike.
Generally, there were no queues, and they were able to plug
Left: Balmy sunshine in this shot, but it didn’t stay like that for long
Right: Charging sessions were a good excuse for coffee, fag and general blether
the bikes in straight away, but Craig warns against complacency. “If the Government wants to meet its ambitions re batteryelectric cars, then there needs to be an exponential increase in the numbers of charge points, including at existing filling stations. On the other hand, I think range anxiety will reduce as the batteries continue to improve, and of course it’s possible to have range anxiety on a petrol bike as well – that’s something we could see more of as the number of filling stations continues to decline.”
And what’s the verdict on electrics? “I’m a petrol head, but it’s clear that the premium end of the electric bike market has potential and companies like Zero and Energica are making bikes which are good to ride with a good range and brilliant handling. And viable for long trips, as we discovered – that myth is busted. I wouldn’t say electric is better or worse than petrol, just different. I think the key thing is that riders of the future have a choice of electric and e-fuels, and the NMC will continue to press for that.”
The Maudes Trophy
Left: Made it! Tom Lightfoot (ACU Chair) hands the Maudes Trophy to Dale Robinson, Zero UK Manager. Damiano Zamana (FIM Deputy CEO and Operations Director) and the rider team look on
It’s 101 years since George Pettyt, owner of Maudes Motor Mart in London, put up a silver trophy to be awarded by the ACU for feats of motorcycle endurance. The idea was that it would encourage manufacturers come up with ingenious means of proving just how tough their motorcycles were, and through the 1920s and ‘30s they did just that.
Norton won the first Maudes Trophy, lapping Brooklands for 12 hours on a 500cc single, averaging 64mph and followed that up with 4000-mile Lands End to John o’ Groats and back by sidecar outfit. Then it got interesting as British motorcycle manufacturers tried to outdo each other in Maudes endurance stunts. BSA nabbed the award in 1926 by riding a bike up the infamous Bwlch y Groes hill in Wales...60 times. Then Ariel rode a 557cc Model B over 5000 miles without switching off the engine and in 1931 entered seven bikes, all performing a different feat (seven hours round Brooklands, 700 miles on seven shillings worth of petrol and oil...etc).
The war put a stop to it, until 1952 when BSA regained the Trophy by entering three 500cc Star Twins in the ISDT, then riding them home, taking in performance testing on the way. But then, the Maudes Trophy seemed fade into obscurity, with just the occasional attempt every decade or so. The last Maudes was awarded nearly 30 years ago, when a team of riders rode standard Yamaha Fazer 600s around the TT course at an average 100mph.
That all changed in December 2023, which is where we came in.
Left: Maudes Trophy has a near-100-year history. In 1952 BSA bagged it with Norman Vanhouse, Fred Rist and Brian Martin riding the ISDT in Austria, then riding home with special tests on the way. Result: three ISDT Golds, 4958 miles through 10 countries and an 82mph flying quarter-mile on the way home (Image: Mortons Archive)
R IDING FOR H EALTH
riding bikes is good for your mental health, but StEVE PrEStoN thinks that’s not enough on its own
When it comes to our mental health, all of us who ride know how our favourite past time can positively affect our mood and outlook. But how far can twisty roads and bike meets go in actually helping us keep it all together?
Psychologist Carol Ryff has put forward a six-point model of wellbeing:
Self-acceptance – being OK with who we are, with all our faults and weaknesses as well as strengths and talents. Personal growth – feeling like we’re progressing and becoming a better person.
Autonomy – becoming freer from social pressure and living according to our own sense of right and wrong.
Mastery – feeling like we’re able to cope with the challenges life throws at us.
Satisfying relationships – being connected to others in a healthy way, sharing in care, empathy and trust. Life purpose – having goals, dreams and ideas that give us a reason to get up in the morning.
More than Riding
Riding a motorcycle, especially with others, can definitely help with some things on this list, but sadly I think many of us end up using biking as a temporary distraction from our anxieties or unhappiness. Yes, riding can provide an almost Zen-like experience because ultimately (unless you have a death wish) we have to be ‘in the moment’ when we ride. But when we sit together in a café, or after a ride when we’re home, ‘reality’ resumes and it can be easy to slump back into negative thoughts.
A key issue for our mental wellbeing is being able to talk to someone without fear of judgement, ridicule, or belittling. I think it’s wonderful that we have charities like Mental Health Motorbike which are dedicated to providing support to the biking community. If you find yourself really struggling, I can thoroughly recommend them. However, in the day-to-day struggles we face, developing trusted relationships where we feel we can open up to others is essential if we are to take our own wellbeing seriously. So often, most of us (particularly blokes) would rather put on a brave face and talk about shock absorbers and cornering when we get together than share with someone if we are struggling, or listen to their problems. Sadly, this daft and self-defeating attitude lies behind too many suicides, as well as alcohol/drug abuse and relationship breakdowns.
As 2024 gets going and we look forward to getting out regularly, I’d like to suggest that if we’re brave enough, our bike meets, club nights and even random chats with other bikers we meet can become meaningful opportunities to build relationships,
find a sense of community and purpose, and as a result grow as people.
As a BMF rep, I see our work not just as a kind of war of attrition with governments and local authorities, keeping the pressure on them to ensure our safety and right to ride. I see it as attempting to ensure we continue to have opportunities to share our lives with like-minded people and build a community of support and encouragement as we try to negotiate the twists and turns of life.
Where to Find Help
If you need immediate help
Call 999
Go to your local A&E department Knock on someone’s door and ask them to call 999 for you
If you’re in crisis and need to speak to someone: Call NHS 111 (for when you need help but are not in immediate danger) Contact your GP and ask for an emergency appointment
Mental Health Motorbike
Abundance of help and information on www.mhmotorbike.com
The Samaritans
Available 24 hours a day to provide confidential emotional support for people who are experiencing feelings of distress, despair or suicidal thoughts. www.samaritans.org
Phone: 116 123 (free to call from within the UK and Ireland), 24 hours Email: jo@samaritans.org
Mentell
Providing circles for men aged 18+ to talk in a safe and confidential space - www.mentell.org.uk
‘Shout’ crisis text line: text SHOUT to 85258
‘CALM’ helpline free (5pm till midnight) – 0800 585858
W HIS k Y G ALORE !
DaViD BraMWEll and friends did a 1000-mile charity ride to the Hebrides... on a trio of 125s
David Bramwell isn’t what you’d call a zealot for small bikes – until recently he rode a Hornet 900 –but he did like the idea of raising money for Blood Bikes by riding to the Western Isles of Scotland on a tiddler. Better still, this BMF member was joined by friends Keith Arscott and John Clarke, who were also keen to take 125s.
The destination would be familiar territory for David and Keith as since 2004 they’ve made a regular pilgrimage to Islay, where David owned three barrels of whisky at a distillery. They enjoyed these trips so much that they went on making them long after the whisky had been bottled (and no doubt enjoyed), both of them on big Hornets. But it was Keith who came up with the idea of doing the whole thing on little ‘uns.
David takes up the story. “Keith said, ‘I want to ride to the Hebrides on a Monkey bike and take it along Barra Beach!’ When we’d all finished laughing we thought it was quite a good idea. I’m a bit too big for a Monkey bike so I bought a PCX 125 and John already had his son’s CG125, though to be honest that was a bit of a wreck.”
Above: Not all island roads are single-track (North Uist)
Left: L to R: John (Forza 125), David (PCX) and Keith (Monkey)
They’re obviously a decisive lot, as all the hotels and ferries were soon booked, though when John turned up at the setting-off point in Whitchurch he was on a brand-new Forza 125 – perhaps wisely, he’d decided against the CG.
Paying Homage
“It turned out to be an interesting ride, as we clearly couldn’t use motorways. Although we could keep up 60mph on the flat, any slight incline would see our speed knocked back to less than that of the 44-tonners. We stuck to the A49 and A6 through Warrington, Preston and Lancaster – that was a bit post-industrial but once you get past Lancaster it opens out.” They stopped at Annan that first night after about 200 miles, “which is about as much as you want to do on a 125.” All three bikes were happy to cruise in the 50s, though the more powerful Forza was quite a bit quicker and would do seventy. In fact, the Monkey could also show a surprising turn of speed downhill. “We were going down the other side of Shap on the A6 when I was saw an indicated 62mph on the PCX – then Keith on the Monkey bike swept past!’
Next day they carried on, heading north for Oban, then Ullapool before catching a ferry to Stornoway. On the Isles now, they rode down through Lewis and across Harris to stay at Leverburgh.
“That was an interesting stop. The B&B hadn’t told us that they were a vegan establishment, so no bacon rolls for breakfast...”
Surviving a bacon-free breakfast, they stopped off at Eriskay to visit the scene of Whisky Galore, the book by Compton McKenzie and (more famously) the classic Ealing comedy of the same name. Worth a watch if you’ve never seen it and based on real events during WWII when a ship laden with cases of whisky
Left: The three little Hondas proved well up to 200-mile days
Left mid: Beautiful – this is a North Harris sunset
Left bottom: First ferry crossing, one of several
ran aground just offshore, allowing locals to swipe the precious cargo overnight. There’s now a pub nearby, named The Politician (after the ship) complete with some of the original looted bottles, where our boys drank a toast.
Disappointment loomed at Barra, where all three riders wanted to ride the sandy beach which the island-hopping planes famously use as a landing strip. When they got there, it was already late afternoon and the tide was in – next morning they had to catch a 7am ferry, when it was still dark. Maybe next time...
After catching the ferry to Oban, they rode down the Kintyre peninsula and caught another boat to Arran, staying an extra day there to enjoy the quiet roads, before catching the mainland ferry back to Ardrossan. It rained all day, so by the time they reached Penrith the boys were soaked. “Still, it doesn’t matter so much on the way home.” Philosophical, eh?
£1500 Raised
Rain apart, it sounds like riding 125s to the Hebrides was a success. The three rode 1111 miles and raised over £1500 for Blood Bikes Shropshire, Cheshire and Staffordshire, thanks to Shrewsbury Honda Centre, which sponsored them, as did various friends and colleagues.
But did the Honda 125s work out as long-distance tools? David gave the PCX a thumbs up, with one exception. “It certainly was comfy and as it’s a small machine, very light and easy to handle, which is a bonus when you’re in your 70s. All it needs is a slightly bigger engine.” So, he did the logical thing and replaced it an ADV350, “which is brilliant, I love it. It’s comfy, fast enough for motorways and has 48 litres of space under the seat. Having all the weight low down ticks a box for me as well. I think it’s a shame that people in Britain are quite anti big scooters – it’s different in Europe where the ADV750 was Honda’s bestselling bike last year.”
And what’s next? David is also a serious cyclist and was pedalling Lands End to John O’Groats last year when he had to duck out at Carlisle, thanks to a bleed at the back of one eye. “I’m going to finish that ride on the ADV – at least I’ll have done it on two wheels!”
Fir S t t i ME to U ri
S t S
there’s a first time for everything. iaN SkoYlES and partner tracy had never ridden outside the Uk before
Fancy a tour to Ireland, on a classic bike? That's what we did recently on our 43-year-old BMW R100RS after months of planning. For Tracy and myself it was a first; having never ventured outside England before and not knowing what to expect. Back in April last year we began planning the trip, the idea being to start in Northern Ireland before travelling south into the Republic. Our first thought was, do we need a passport, which would have been a problem as neither of us have one! Thankfully
it’s not required when crossing the Irish border, though you do need some form of identification. The next question was currency, Northern Ireland using sterling and the Republic, the euro. Again, it wasn’t a problem. We mostly used a credit or debit card and took some cash for things like bars, small shops or catching a bus. Bike documents. The UK government website advised taking the bike’s V5 as this would have to be produced at border crossings, but in practice it was never needed. However, my
Opposite page main: Ian’s 43-year-old R100RS coped well with what turned into a 2700-mile epic
Opposite page insert: First time abroad for Ian and Tracy, and it went well
insurance company then threw a spanner in the works when I rang them, saying that we would not be covered and would have to take out separate insurance! This was completely untrue and after reading through the small print on my policy, it appeared we would be covered after all. To clarify, I rang back and spoke to a different person who seemed to know more about it; no problem, we could stay for up to 90 days and be covered. And to ignore the previous advisor's comments!
As for the ferry, the Stena Line has regular sailings to Belfast from Cairnryan in Scotland or Birkenhead, Liverpool, which fitted the bill. We can reach Birkenhead in an hour and a half, and the eight-hour crossing wouldn’t bother us as we live on a canal boat; it would be an interesting experience anyway. Booking hotels was quite alarming as the prices were much higher in some areas, and we also wanted somewhere with safe, secure parking – many hotels could only offer street parking. I don't think my insurance company would have been pleased as they wanted the bike secured in the strongest way possible, certainly after 10pm, with enough tackle to secure a Chieftain tank!
Anyway, we found a Premier Inn at Lisburn just outside Belfast. About an hour's ride from the ferry port, it seemed a good place to use as a base for exploring Northern Ireland's Antrim and Causeway coast, which has some stunning scenery. For the south, we settled on a hotel in Ennis close to more spectacular coastline (the Wild Atlantic Coastal route in this case) which we could use as our second base for a few days.
Beware the Beast
The ferry at Birkenhead is easy to find as the port is well signposted from the A41 onto the M53, and when you get there you can’t miss the ferry; big, beautiful and painted a brilliant white. After checking in, a staff member beckoned us forward to enter the ship, which initially was up a slight incline until we came face to face with a steep ramp that resembled a ski jump! I immediately nicknamed it ‘The Beast.’
Left: Kelly’s Cottage was a key find in downtown Belfast Right: This wouldn’t be an Irish travel article with a foaming Guinness pic, so here it is Below: Loop Head lighthouse is worth a stop
There was only one thing for it, to have a run at it, but the severity of the incline lifted our fully laden bike's front wheel off the surface, leaving poor Tracy gripping me like a vice as we climbed up. Still, we made it, but there was more to come, with a crew member stationed at the top to warn us of the slippery surface followed by a 180-degree turn. All in all, I was pretty relieved when we parked up and another crew member strapped the bike down.
These ships are really big and well fitted out inside with plenty of comfortable seating plus space for our bike gear. It wasn't
long after boarding that we felt the boat begin to vibrate a little and Liverpool's skyline began to move away as we headed out into the Irish Sea. We loved it, and better still, the galley started serving breakfast.
Belfast Port is about eight hours sailing from Birkenhead, but even though the sea was getting a bit choppy, the big ferry took it all in its stride, unfazed by the waves. The only time we noticed movement was seeing people staggering along the corridors apparently drunk, actually caused by the subtle movement of the ship. And the toilets were something else, complete with piped soft music, perfumed surroundings, and everything scrupulously clean. I think I could have stayed in there for the whole journey.
Belfast Port came into view and down we went to the car
deck to see the BMW still intact on its tie-downs. A crew member unstrapped it for us before we were waved out of the bowels of the ship to face ‘The Beast’ once again, this time down the ski jump, which although not quite as scary, still gave us the jitters!
Signing out of the docks was good and we were soon on the M1 and M2 motorways heading south for Lisburn. These roads were extremely busy and the Irish drivers a bit reckless – it seems it is normal to drive at 75mph very close to the vehicle in front. But never mind, because the Premier Inn in Lisburn was great –big car park and plenty of safe places to park the bike and, best of all, brilliant staff, especially Mags on reception and Elana the duty manager, who showed great interest in our trip and offered us advice on where to visit.
We spent three nights there and used some of the time to explore the Antrim coast and coastal towns. We caught the bus into Belfast, and this is where you need cash as they don’t accept cards. For us, the highlight was finding Kelly's Cottage pub which is hidden down a back street in the city centre. Around 300 years old and full of character, it serves Guinness in the traditional manner, meaning you have to wait a bit while your pint settles, but this does give you time to take in the many features including the fiddle playing, which is live on most nights.
Wild & Woolly Atlantic
After our few days in Lisburn, we rode south west, and our first port of call in the Republic was to visit Loop Head with its stunning lighthouse and magnificent views of this rugged coastline, the massive Atlantic ocean crashing onto the rocks below. To see this coastline in all its glory we followed the cycle route, which is marked with blue and white Atlantic Coastal route signs, but caution is needed as as tractors use these narrow lanes and the surface is often covered in gravel and manure. The BMW performed really well, since fitting a better aftermarket ignition kit and a Pulse Jet spark plug adaptor it uses far less fuel than before, needing fewer fill-ups.
We had a good few days based in Ennis and exploring Ireland’s wild west coast before heading north again, back to Lisburn and another few days to see more of the Causeway Coast and of course back to Belfast for Kelly's Cottage.
The BMW had been faultless. At least, it was until we rode off the ship and were heading along the A41 for Chester. A series of loud bangs coming from the transmission forced a hasty stop at the side of the road. I always carry a small tool kit and was able find the problem, inside the driveshaft gaiter. Two of the four retaining bolts had worked loose and disappeared into the swinging arm... The two remaining ones had started to come loose but fortunately they were still in place, so I repositioned them opposite one another to spread the load on the coupling, and that enabled us to get back home safely. Once back, it was no time before the drive shaft had its requisite four nuts and bolts, and we then set off for Norfolk to explore that region too. When we came back, we had clocked up 2700 miles in just over one month – not bad for a 43-year-old motorcycle.
Left: Quiet roads, fantastic views, that was the west coast of Ireland
Above: They were never far from the sea
Above right: Sea Cloud Spirit training tall ship was a lucky find at the docks
TA k E THE B LUE R IBAND
iaN SPEiGHt (National lead, BMF Blue riband rider award) on why you should take the BMF’s advanced riding course
What is it?
The Blue Riband Advanced Rider Award is a Driver and Vehicle Standards Agency (DVSA) approved and insurance industry recognised post-test training course.
Why should I take a course?
The Blue Riband Advanced Rider Award training uses Motorcycle Roadcraft,
The Police Riders Handbook, as its reference and is the same system of motorcycle control used by all Police Forces and other emergency services. It provides a recognised approach to riding, which puts you in the right place on the road, at the right time, at the correct speed and in the right gear, to deal with all hazards, and used correctly will make you a smoother, more confident and safer rider.
The Blue Riband Advanced Rider Award is supported by the Police BikeSafe initiative and the Nationwide Association of Blood Bikes (NABB), who both acknowledge the quality of the course and support it as an advanced riding qualification for those seeking to volunteer as a Blood Biker.
How can I complete it?
The great thing about the Blue Riband Advanced Rider Award is that you can decide when you train.
You can complete your training over a period of consecutive days, or spread it over a period of time, which you can easily arrange with your course Instructor. Either way, the course content is the same.
The first day will commence with a short period of theory and discussion about the various techniques you will practice, followed by on the road training. Each day is broken down into sections with stops along the way for roadside debriefs and discussions. You will be advised by your instructor when you have reached the required standard, and then be given the opportunity to take the Blue Riband assessment.
The assessment (conducted by an independent instructor) will take about an hour, at the end of which you will receive your result, along with a verbal debrief.
Pre-Course Requirements
To get the best from your course, we recommend you purchase a copy of Motorcycle Roadcraft and spend some time studying it prior to your course. The course can be quite intensive; however, you won’t be pushed beyond your means. Motorcycle wise, we advise that you and your machine must be capable of coping with both the speed and distances involved – motorcycles should be able to maintain progress within the national speed limit both on A roads and motorways and be able to overtake quickly when required. You should be familiar with your machine as some of the techniques may be new to you. Ideally you should have held a full motorcycle licence for at least six months and have an appropriate level of experience.
Course summary
• Riders are given a suggested reading list (i.e Current Highway Code and Roadcraft for better preparation of course).
• An Instructor will call you to discuss the course in detail.
• Pre-course knowledge checker papers to help prepare you mentally for the course.
• Start opening day with discussion of answers as part of the theory session.
• Move on to ridden sections.
• There will be adequate stops allowing for feedback and discussions throughout the road ride.
• Day ends with a final debriefing.
• If required standards are constantly being met, the assessment session is arranged.
On completing the course
• You will receive a written assessment, containing advice on the subject areas of forward planning, positioning on bends, following, overtaking, hazard awareness and judgement, observations, use of The System, use of speed and any other comments.
• All Blue Riband Instructors/Assessors are trained to the highest level, having been trained and ratified by the BMF Blue Riband National Lead or the BMF Regional Chief Instructor Team.
• All our professional Instructors use comms, which enhances your training, reduces the need for as many roadside debriefs, and will optimise your training experience
• On passing the assessment you will receive a certificate, badge and membership to the BMF for 12 months.
How much does it cost?
Course costs are subject to a rider’s individual requirements and how they wish to structure their training. As such, please contact your nearest Instructor, who will be happy to discuss your requirements and supply you with a quote.
Already at the required standard?
For an assessment only, the cost is £80 and takes approximately two hours to complete.
More information and location of instructors please see our website www.britishmotorcyclists.co.uk/bmf-blue-riband-rider-award
N EW PA STURES
We are now well into the new year and I am sure most of you are thinking about getting your bikes out again for the Spring. Of course, some of you don’t put them away in the first place, and I have definitely seen more bikes on the roads during the milder winter days.
Having been an active member of the motorcycle community for a number of years now I am looking forward to getting out and about to events, shows, club meetings, bike nights and race meets.
When you see me this year it will be under a different banner as I moved to Fletchers Solicitors on 1st March. This is a really exciting opportunity for me as Fletchers are a renowned serious injury firm and have a specialist two-wheel department – the company has a long history of helping motorcyclists. The BMF Legal Line will remain and the number will be the same, so you will still be able to get help for all of your legal needs from that line.
Fletchers are also taking over the support of the motorcycle community that I have nurtured at Thorneycrofts. The firm supports community, young people and bike safety.
As a serious injury specialist, I see the very worst of injuries. For that reason, I have always been passionate about encouraging bikers to take extra steps when it comes to their own safety. For example, an advanced riding course such as BMF Blue Riband could save your life, but also make your riding experience more enjoyable. Even simple steps like carrying a first aid kit or having a medical data carrier on your helmet can make a huge difference if the worst happens.
solicitors your insurer tells you to use – you can go to the solicitor of your choice. With the BMF Legal Line you are getting a solicitor who understands bikers as well as serious injury.
Fletchers are in Legal 500 (a ranking of the top law firms across the world – Ed) and have an incredible team of highly experienced lawyers who help people with all injuries from fractures to the most severe brain injury, spinal cord injuries and fatalities. Fletchers are also able to help with all other types of accidents –at work, public liability, occupiers’ liability, accidents abroad, and medical negligence.
I also recommend that you take a look at the Fletchers Foundation which is a charitable trust the company has set up to help accident victims who are not able to claim against a third party.
So, I will be out and about with the team from Fletchers at events throughout the year. Come and say hello and have a chat with us about the organisations and athletes we are supporting this year. It’s also a good thing to be armed with knowledge as to what you should do if you do have an accident. I genuinely hope that you never need to use the information, but you will be glad of it if the worst does happen.
Remember, if you are involved in a collision that you do not believe is your fault, call the legal line. You do not have to use the
Enjoy your bikes this year and make that extra effort to take an advanced riding or first aid course. You’ll enjoy it! Our legal correspondent MARY LOMAS has moved to Fletchers Solicitors – BMF Legal Line, and access to good legal advice, remains key
O N T HE L EVEL
65 miles across the Somerset levels – PEtEr HENSHaW is your guide
TWhat’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
he Podimore roundabout might seem like an odd place to start a day ride. Just off the A303 with the usual cluster of roadside services, it’s not exactly glamorous. However, it is on the edge of the Somerset Levels, and a handy start/finish point. We head off west on the A372 (ignore the 303, unless of course you actually like busy, straight, boring dual-carriageways) signed for Langport and with a nice series of sweeping bends, though much of it 50 limit with a couple of villages thrown in. On the edge of Langport turn right for Somerton (B3153) then take the first left signed Low and High Ham. But where are these Levels? There’s no sign as we swoop across high ground until suddenly we get a glimpse of a view before heading downhill through High Ham. Then just as we leave the village, there they are, the road heading dead straight and level across Somerset’s flatlands. I say straight and level but be ready for lumps, bumps and hollows as road sinks into the soft, squishy soil – some are best tackled up on the pegs.
We emerge on the A361 at Pedwell, turn right then immediately left to climb up away from Levels and at the top cross the A39 by turning left then immediately right to drop down the
other side of what is really a wide ridge dividing the flat lands. Eventually we’re back on the Levels on another dead straight (and lumpy) road now signed for Westhay and Wedmore. It’s quite touristy round here, popular with birders, and of course just 5 metres above sea level. The floods here can be devastating and though the Levels are painstakingly drained and pumped, every so often nature reclaims them.
We’re heading straight for the Mendips, a massive ridge on the skyline, but first we’ve got a false summit to get over and down the other side to the compact little town of Wedmore. Follow the signs through town and out the other side for Cheddar and the B3151, which gives a flat approach to this real honeypot of a tourist trap. Even on a weekday in early February it’s pretty busy but alas, we can’t ride the famous twisty up through Cheddar Gorge as it’s closed, while the Council gets rock falls under control. If we could, the road would have taken us right over the Mendips, where we’d have turned east before heading down to Wells. As it is, the A371 meanders along the base of the hills, though still higher than the Levels and giving good views here and there. At Wells, stay on the A371 signed Shepton Mallet which starts as sweepers then gets more and more twisty.
In Shepton it’s through a could-be-anywhere retail park to follow signs for Yeovil A37. Up to roundabouts at top of hill, right at both of these for A37 which takes us straight back to Podimore via the mostly dead straight Fosse Way. Nice half-day, allowing for coffee, icecream and photo stops.
O NE S IZE F ITS A LL ?
JoHN BroaD thinks the media are lumping all electrics together... and confusing everyone as a result
The media are making a meal of the electrically powered two-wheel communities, lumping everything together to wage a campaign against ‘E-Bikes’, without clearly defining what the problem is.
As usual, they love to have neat buzz words to describe technically important issues, as it makes their lives easy. But technicalities are lost as reporters cannot be bothered to
fully explain what each type of machine is, as they consider the public too dumb to want to be told. This is now creating a real problem for motorcyclists as we get lumped in with the idiots. Wouldn’t it be good if the media had got hold of the NMC or BMF before they went public?
Obviously, as motorcyclists we enjoy all the freedom and fun of riding a proper powered two-wheeler, whatever source of energy it uses. The young people featured in one BBC news story, riding illegal ‘e-motorbikes,’ wanted to enjoy the move to real motorcycles but with e-motorcycles being available without question, they aren’t interested in learning how to ride or deal with all the bureaucracy involved. Somehow, we need to capture them and bring them into the fold.
But the closer you look at the very loose category of ‘e-bikes’ the more complicated it gets. Take e-scooters – tiny wheels, usually no seat and very convenient, with lots of people seeing them as a great way to get around without parking issues. The law attempted to catch up a bit by trialling them in certain areas, but of course the Government didn’t ban private sales, so people just bought
them and use them everywhere.
Electric bicycles I find interesting, as I am a member of the National Autocycle & Cyclemotor Club Ltd (NACC) which caters for tiny bolt-on engines of the 1950s such as the Trojan Mini-Motor and BSA Winged Wheel. These early versions of added power to a bicycle came under motorbike regulations, but I reckon they are nearer to the electric-assist bicycles of today; if these are allowed without too many regulations, so should an early cyclemotor. Or perhaps electric-assist cycles should have similar regulations to cyclemotors – tax, MOT, helmet, insurance? My own view is that they should, but others may disagree.
The moped (Motorised Pedal Cycles) category came later, though 50cc scooters and the like have long since shed their pedals and in fact any small-engined scooter (including 125s) now gets lumped into the same category. So that confuses things still further.
Trying to get young people to move from a bicycle to an electric-assist cycle and then a real motorcycle (with all the rules and bureaucracy) is a real battle. In attempting to make motorcycling safer the Government added real disincentives to getting a licence, and that was bad enough. But now e-motorcycles are available, along with all the other electrically powered devices, that youngsters can ride immediately, with pure freedom.
Basically, the motorcycling organisations may need to step up to see when these youngsters are caught that they should be offered training courses rather than being convicted. With the right encouragement and facilities there just might be a new cadre of future motorcyclists waiting to join us.
Photo: David Ingram
Photo: Joe Haupt
My 1st Bike
1977, and an FS1-E – what
more could a young man want?
Mian Shaw – yamaha FS1-E
y passion for motorcycles began when I was 13 years old. My brother had bought himself a Gilera 50 Touring moped – he let me have a go on a private road and I was hooked. That was in 1974, but fast forward to May 1977, I’m sixteen and have left school. I was living in The Potteries and my first job was, like most people in the area, in the ceramic industry. My dad reluctantly acted as guarantor, the paperwork was signed, and I rode away from my local bike shop on a very nice second-hand Yamaha FS1-E. Metallic red/bronze with Kenny Roberts speed block paintwork, and I loved it!
From home in Stoke-on-Trent, I’d ride one of my favourite roads to Llangollen every Saturday. Bike gear consisted of a Belstaff Trialmaster jacket (cheap back then and actually made in Stoke-on-Trent), big white fisherman’s socks, Derriboots and Wrangler jeans. All standard apparel at the time for a young, almost penniless apprentice on £25 a week take home pay.
I looked after that ‘ped, cleaning it almost every day and I never thrashed it! But, come February 1978 and my 17th birthday my thoughts were drawn to something a bit bigger. I had changed jobs and become an apprentice upholsterer, where my wages dropped to £22.50. I wanted a 250cc bike, but I also wanted brand new. So, another trip to my local dealer and after more document signing a blue Honda CB125J was gracing my shed in place of the little Fizzer. This was my first proper motorcycle, and I went just about everywhere on it, covering 13,000 miles in the first nine
1978, and the CB125J – 13,000 mile in nine months!
months. I passed my test first time (laughably easy compared to today) in June 1978, tore my L-plates up and immediately went for a 10-mile ride on the M6 just for the hell of it!
At the end of that month, I rode nearly 300 miles to Falmouth for the family holiday. Setting out early, I was soon overtaken on the M5 by my parents (in the car) followed by my brother (nice blue 400/4). I cruised the little CB125 at 50mph/7000rpm and it never missed a beat on that 11-hour journey. Back then, the A30 was all single carriageway from Exeter and still went through towns such as Okehampton, so it was a long old ride, but we made it.
Over the years I continued to ride to Llangollen most Saturdays, even today on my CB1100. It’s a bit quicker now but not as much fun somehow with more cars on the road while driving standards have, I feel, definitely dropped as vehicles have got faster. I still have a CB125J, not the one I had back then but a 1976 model. I wouldn’t dare ride that to Wales in modern traffic, which is a shame ‘cos otherwise I really enjoy it.
What’s your First Bike?
Do you remember your first bike? Of course you do – tell us the story (in about 500 words, preferably with a picture) and we’ll print it in Motorcycle RIDER. Send your My First Bike story to editor@bmf.co.uk
kEEP i NG a HE a D i N aF ri C a
– t ra NS ai D
World road traffic deaths fell slightly to 1.19 million in 2021, a 5% fall since 2018, according to the latest Global Road Safety Status Report (WHO, 2023). However, this is far short of the 50% reduction by 2030 expected from the UN’s Second Decade of Action for Road Safety (20212030). Sadly, there has actually been an increase in road traffic deaths in the African region, which has a death rate of 19 per 100,000 – three times that of Europe (the best performer). This makes African roads some of the deadliest in the world.
An increasing proportion of these deaths in sub-Saharan Africa are motorcycle related. In Kenya, the last two decades have seen a rapid growth in the number of motorcycles on the roads, largely for commercial use as taxis, or ‘boda bodas.’ While this means of transport has transformed mobility in rural and urban areas, improving affordable access to healthcare, education and employment, it has come at a cost, with motorcycle fatalities making up an increasing share of the total number of deaths on Kenya's roads.
Kenya’s National Transport and Safety Authority (NTSA) figures
Transaid works to improve motorcycle safety in Africa – Head of Programmes SAM CLARkE explains how it works
Photos: Toby Madden/Transaid
Above:
recorded 2.3 million registered motorcycle taxi riders nationwide last year, up from 1.9 million in 2021 – 15,000 extra bikes on the road every month, in other words. Most of these riders are unlicensed and lack formal training, all of this in a context where despite relatively robust legislation making helmets mandatory, helmet prevalence is low amongst boda boda operators (50-60%) and even lower amongst pillion passengers (10-15%).
Between January and the end of September 2023 there were 3228 road traffic fatalities in Kenya (National Police figures),
Top: Geared 125s and 150s are ubiquitous transport in Kenya, and becoming more so
Boda boda passengers don’t always observe the helmet law...
35% (1139) of which were motorcycle related. Eighty per cent of motorcycle deaths are linked to head injuries, so a good quality helmet is critical to riders’ ability to return home safely at the end of every day.
The Helmet Issue
Transaid, with the support of the FIA Foundation, has been working to improve motorcycle safety in Kenya since 2021. We have established a National Helmet Wearing Coalition which comprises 17 different organisations and agencies from multiple sectors to promote a collaborative approach to addressing motorcycle safety.
With Transaid’s support, the Coalition has developed improved rider training materials and delivered training of trainers to ensure that there is more of a focus on rider safety in all future training. We’ve also implemented a series of pilot projects including an information campaign to raise awareness amongst riders about the importance of helmet safety including the training of 100 riders as helmet safety champions to educate their peers. We’ve trained enforcement officers in Nakuru County to ensure that
they understand the importance of prioritizing enforcement of the Kenyan helmet standard. We’ve also helped a motorcycle taxi association set itself up as a retail outlet for quality helmets, providing helmets to its rider members at a discount.
The helmet market in Kenya is currently dominated by imported counterfeit lids which do not comply with the helmet standard and can be purchased for just $3-$5, and they’re able to enter the market thanks to a lack of testing. Despite having a national helmet standard since 2012, there is actually no helmet testing lab in Kenya, making it difficult to keep tabs on substandard items finding their way in.
Quality Begins at Home
However, the Kenyan government has agreed (encouraged by the National Helmet Wearing Coalition) to establish a helmet testing lab as part of the forthcoming National Road Safety Action Plan. Transaid’s primary objective in 2024 is to support the Coalition to work with the NTSA and the Kenyan Bureau of Standards (KEBS) to secure $300,000 in funding to procure the equipment needed to set up a testing lab, to provide training to KEBS to ensure that it works well, and to monitor its impact. Research into the health costs of motorcycle crashes, the first of its kind in Kenya, was launched in March 2024, and the results will be used to support our case to donors such as the EU, World Bank and the African Development Bank.
For a relatively small amount of funding, a functioning helmet testing lab will reduce the number of substandard, counterfeit helmets being imported into Kenya. Not only that, but it will support local helmet manufacturing capacity which will keep helmets affordable, lead to more jobs for Kenyans and contribute in a positive way to economic growth.
Ultimately by ensuring that affordable quality helmets are widely available, this project will protect the lives of the millions of Kenyan citizens who ride motorcycles every day.
The research will be available on Transaid’s Knowledge Centre (transaid.org/knowledge-centre) and you can find out more by contacting me (samclark@transaid.org) about this initiative, which will ensure motorcycles are safer for future generations in East Africa.
Above: Transaid is supporting domestic helmet manufacturers
Below: Improving rider safety through training and basic kit
– it’s all good stuff.
Above: A shout out goes to, not just to Paul Thomas and his colleagues, who rode these donated paramedic bikes to Ukraine, but to Peter James Insurance, who were willing to cover them. The group rode the bikes to Lviv, where they handed the machines over to the MotoHelp charities in Kyiv, Odessa and Dnipro where they are now
M AYFLOWER MCC
At the end of last September, around 100 former and current members gathered in Hereford to celebrate the Mayflower MCC’s 50th Anniversary. Started in Billericay, Essex in 1973, the club name was inspired in part by Billericay man Christopher Martin (the treasurer) from the Mayflower ship, and other local connections.
Top: Tents, bikes – the picture says it all about Mayflower
Right: Mayflower, the club singlehandedly supporting Britain’s drinks industry
Within a few years, the club became well established on the rally scene and before long had members scattered all over the UK and Europe. Now a national club with a local club feel, it has 180 members and meets up at least once a month in a field somewhere. Many members enjoy camping, and we organise at least one event per month, all year round. A monthly newsletter keeps everybody up to date as we do not have a clubhouse or regular meeting place.
In 2023, we organised two Rallies – the Force Ten in January and the Pilgrims in August – plus two hotel breaks, a camping week on the Isle of Wight and 13 camping weekends from Cornwall to Cumbria – over 60% of the membership attended at least one event.
If there is a rally somewhere in the UK or Europe, you will normally find a Mayflower member there. Many are old traditional rallies hosted by clubs that we have been partying with for years.
We have always been staunch BMF supporters and have a number of retired BMF officials within our ranks; FIM Touring & Leisure Official Keith Freak is also a long serving member, still attending our events at 80 years old.
Every year, a Tour T-shirt is designed with a theme and a list of the year's venues on the back, and the ’23 edition included “Saving Britain's Pubs, one weekend at a time.” Plenty of pub landlords will testify to our patronage and always welcome us back. If you own a country pub with space for camping nearby, send us an invite.
If you would like to find out more about us, go to the website and maybe join us one weekend to see if it is for you. You could start with the Pilgrims Rally this summer, held in a quiet Wiltshire village, with real ale and ciders, hot showers, clean toilets, and WI cake. Booking essential
email secretary@mayflowermcc.co.uk.
As for bikes, the mandate of the club is that we are not bothered what you ride, as long as you ride it! Current bikes stretch from Brough Superiors, Can-Ams, and sidecar outfits to 100cc step-throughs and 250cc Hondas, a lot of Triumphs and BMWs plus Moto Guzzis, KTMs, Ducatis, Harleys, Indians and even a Victory. A typical field will display almost every brand on sale today and a couple of old ones. The club has always had a good number of women riders as well, some covering big distances each year.
Do WN Yo U r WaY
SCOTLAND – REGION 1
regional Chair - Tom Duncan 01506 842131, 07887 835321 tom@tomduncan.co.uk
Jacqueline Bickerstaff - Vincent HRD jacqueline.bickerstaff@btinternet.com
John Nelson - TOMCC jsnlsn@btinternet.com
John Nicholas - Ducati bmfrep@docgb.net
Pete Wilson - BSA Bantam secretary@bsabantamclub.org.uk
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 WRONG NUMBER?
If these aren’t the right contact details, let us know at admin@bmf.co.uk and we’ll put it right.
Ideal for removing traffic film and road muck along with, grease, lubricants, brake dust and oils, Clean MyRide’s non-streak formula delivers superb results without damaging surface finishes, paint, plastics or metals including aluminium, alloys, chromed and anodised components. Simply mist onto surfaces, leave for a few minutes, agitate if necessary and wash off.
Check out our 5* reviews on our website, Facebook and Google and discover the effortless way to keep your bike spotless and gleaming with just one product!
CLEAR
MYVISION
Anti-Fog & Rain Repellant coatings for • visors • goggles • screens See website for details!
• NO HARMFuL SOLVENTS • EcO FRiENDLY 5*Reviews
3690 MILES WORTH OF EUROPEAN ROAd GRIME, bUG SPLATS, TAR SPOTS ANd OFF-ROAd GUNK GONE, THANKS TO CLEAN MYRIdE CLEANER & dEGREASER. SUPERb PROdUCT…MORE EFFECTIVE THAN OTHER bRANdS ANd MUCH CHEAPER TOO. THE RESULTS SPEAK FOR THEMSELVES!
CLEAN MY RIdE dOES WHAT IT SAYS. NO bEFORE PHOTOS bUT THIS IS THE FIRST WASH SINCE THE WINTER STARTEd ANd SHE LOOKS LIKE NEW AGAIN.VERY GOOd PROdUCT!
