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Essex Advanced Motorcyclist Group
August 2015
Welcome to TUG Dear Members, Signs that summer is drawing to a close have appeared, the nights are drawing in & evenings are feeling cooler. At this time of year it becomes more difficult to see so check your visor for small scratches as you wouldn’t believe how replacing it makes a difference to your visiability. Summer has been good this year so let’s hope for a long warm & dry autumn so that we can continue to enjoy our riding! As you read this I should have just returned from the Eifel region in Germany, one of my favourite areas especially as it’s just 3.5 - 4 hours from Calais! Hopefully I’ll have time to write an article as it’s well worth a visit. Ride safe & remember email any articles, pictures or other stuff to cchilds@eamg.org.uk.
Chairman’s Piece
2
Test Passes
4
Membership Info
7
Observer Coordinator
8
Born again Biker
12
A Word from Eddie
15
Steam Tug Brent
17
Dates for the Diary
25
Picture Gallery
28
To Infinity & Beyond
30
Events Report
35
Destination Rated
41
Further Training
42
Colin
Editor
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Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982
Page 4
CHAIRMAN’S PIECE August 2015 Over the last couple of months, my pre -season thoughts on this year's MotoGP championship have truly come to life. Valentino Rossi came out of the blocks fighting at Qatar and at the age of 36 has shown everyone that he is still a true force to be reckoned with. After Indiannapolis he has still to finish off the podium in 2015 and leads the championship by 9 points from his team mate Jorge Lorenzo with Marc Marquez 56 points behind. As the MotoGP 'circus' returns to Europe for the Czech round at Brno the season is now in the balance and whatever the final outcome in 2015, I believe that Valentino has shown the world that he really is the GOAT - Greatest of All Time - and that I have been truly privileged to watch him and see his career in my lifetime. World Superbikes 2015 has also been astounding this year. The top four riders in the world this year all hail from the British Isles, Johnny Rea on the factory Kawasaki is just 6 points away from taking the title with a record points score, with Chaz Davies (Panagale1199R), Tom Sykes (Kawasaki ZX10R) and Leon Haslam (Aprilia RSV4R) effectively fighting for second place in the championship. Barring a disaster with injury, Johnny Rea should take the title at the next round as he has a 144 point lead but this year really has put Britain at the forefront in WSB. This years TT also threw up some surprises with Ian Hutchinson winning again and John McGuinness showing that he still has what it takes! What never stops astounding me however, is how these guys can ride around a road circuit at an average speed in excess of 130 mph - yes! Average!! To you and I, 130 mph is in itself really quick for those fleeting seconds that we achieve it on a track day, but to ride for over 90 minutes at that speed as an average on roads not dissimilar to those you and I ride every day is truly awe inspiring and really has to be seen in the flesh to understand just exactly what these guys and girls do on the true road race circuits, If you've never been to the Isle of Man, put it on your bucket list as it is just an amazing experience that everybody who loves bikes should taste at least once! This year has seen a long, prolonged summer so far - one of the driest ever and unfortunately for me, one of the busiest years for motorcycle training. The sheer volume of work this year has meant that unfortunately I have not been able to spend as much time with the group as I had envisaged and I would like to apologise for not always having been able to be available at events due to pressure of work. I'd like to thank the likes of John Tullett and Richard Parker for bearing a lot of the load and to Jill Winn for covering the August Group night for me. I do hope to be available at the September Slow Riding event and as the autumn draws near the level of interest in CBT's and DAS courses drops to more manageable levels freeing up more time for me to be at the Group. Its also finally happened and the trusty CB500 has passed the 150,000 mile mark! What a bit of kit
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Mr Honda produced ! Back in 2005 when I bought it off ebay for ÂŁ900 with 27,000 miles on the clock, I never envisaged that it would a} ever replace my old CX500 or b} that it would continue to put a smile on my face every single time I ride it .Since 2005 I have done some 300,000 miles on a wide variety of bikes both for pleasure and for work and the best part of half of them have been done on my CB. It has never had a mechanical breakdown and the only issues have been with the regulator / rectumfryer unit which failed at 105,000 miles. Still on its original clutch, brake disk and rear brake shoes, it really has been the most reliable bike I've ever owned or ridden. Sure it uses a bit of oil now - about 1 litre per 2000 miles - but given the treatment its been handed out over the years I reckon its paid for itself many times only. Next milestone 200,000 miles - lets see if it gets there! Ride safe and enjoy Chris Remember, it's not how fast you ride but how you ride fast !
Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982
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CONGRATULATIONS Recent Test Passes
Robert Urand
2nd June 2015 RoSPA Test (Gold) Examiner Mick Jones Observer Richard Parker
Ian Morton
14nd June 2015 RoSPA Re-Test (Gold) Examiner Phil Jones Observer Mark Anderson
John Tipper
20th July 2015 RoSPA Diploma Re-Test Examiner Tony Gabb
Eddie Brazier
4th July 2015 EAMG Observer Re-Test Assessor John Tullett
Michel Couque
11th July 2015 EAMG Observer Test Assessor Richard Parker
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www.ridemaster.co.uk “If you have a crash and it wasn’t your fault we can manage your claim free of charge. That means we will represent you and communicate with your insurance company, the at -fault insurance company, your repairer and, most importantly, YOU to resolve liability in your favour and manage your claim until your bike is back with you, fully repaired. In the unfortunate event that a bike is damaged, bikers may not be aware that once their insurer is notified, the insurer will arrange for their approved repairer to collect their bike. This may not be ideal for a number of reasons, that’s why Ridemaster will work with your chosen local repairer where they know you and know your bikes’ history. Call Ridemaster first and we’ll take the pain out of a bad day.”
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Membership Information Dear Members & Prospective Members, The membership form is on the website or page 22 if you wish to join or if you are renewing. If you have paid up and haven’t received your membership card please let a committee member know. Please also note the feedback form on page 18 it will be most helpful if as many members as possible can fill one in and get them to John Tullett. Also please remember to spread the word about EAMG, recommendation is such a valuable tool and current members are always the best advocates for what a good group this is.
Membership Fees for 2015
New Associate Members
...£55.00 (Includes AGT Training)
Associate Member Renewal
...£40.00 (Includes AGT Training)
Full Member Renewal
...£25.00
Social Member
...£25.00
Full Member Training
...£20.00
(For more information on Full Member Training see page 42)
Membership
Number
Full
119
Associate
43
Social
1
Total
163
Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982
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OBSERVER COORDINATOR John Tullett Observer News I am pleased to confirm that Eddy Brazier has recently returned to active observing and that Michel Couque has passed his EAMG Observer test. Additionally, Paul Reynolds is now a Trainee Observer having passed his initial assessment ride. June Slow Riding Day We had a very successful day on 20th June thanks to the 13 who participated; the 7 Observers who were on hand to provide advice; and Grahams Simpkins who arranged our access to the Ford Test Track at Dunton. Eddie took the 'slow riding' concept a little too literally with a Triumph that would not restart, despite numerous attempts at resolving the problem, including Stuart going home to collect his portable car jump starter. Eventually the guys in the Ford Fire Truck managed to connect jump leads from their van to start his bike just in time to go home! Our slowest rider race attracted 9 entrants. The three heats were won by Ibrahim (48 seconds); Gareth (30 seconds - he was able to go quicker after the other competitors both put a foot down); and Geoff (43 seconds). The final, with the heat winners and slowest second place rider (Doug at 42 seconds) was developing into a very close battle between Ibrahim and Gareth, until Gareth put a foot down and Ibrahim was able to speed up - to win the coveted EAMG 'snail' t-shirt in 45 seconds. Thanks to Jill for ordering the t-shirt. We were lucky with the weather, just experiencing one very brief shower, and
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found that the new track surface offered a significant improvement - sorry about the skid marks from the emergency stops!. This issue of TUG should, I hope, include some pictures of the event taken by our 'official' photographer (Stuart). If you missed out in June or fancy another go later in the year please remember to pencil Sunday, 20th September in your diaries. Associate Group Training (AGT) Most recent AGTs have been well attended: with 9 participating in observed rides in April [7 Associates & 2 Full members signed up for FTFM (Further Training for Full Members)]; 10 in May [7 Associates, 2 FTFM & 1 Guest]; and 11 in June [7 Associates, 3 FTFM & 1 Guest]. Disappointingly this trend was reversed in July, with only 5 attending an observed ride [4 Associates & 1 FTFM]. Not only did this mean that the majority of Associates in the Group missed an interesting talk on Machine Checks from Simon - and your opportunity to win jelly babies if you could answer his questions - but it also led to some of the 9 Observers who were available being unallocated. Hopefully a weather forecast that indicated there was a possibility of an odd shower was not a factor...... Fortunately, with my fingers firmly crossed, it appears that this was a one-off aberration as we had 10 Associates and 1 FTFM attending the August AGT. If anyone has not attended an AGT before - or if you are a Guest and want to check us out before deciding to join - please ensure that you arrive at Moulsham School, Chelmsford, post code CM2 9ES by 09:15. Please also remember to bring your driving li-
Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982
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cense, certificate of insurance and (if your bike needs one) a current MOT, if you wish to participate in an observed ride. Full Member Training Days (FMT) The FMT's held in May and July both proved popular with 6 Full members attending each event, albeit with the May ride ending up being completed over two consecutive weekends. If you wish to attend an FMT in 2015 you now only have one opportunity left - on Sunday, 18th October. If you are interested please contact John Tipper to reserve your place (details appear elsewhere in this issue of TUG). I understand that a couple of Group members have experienced some difficulties in ascertaining FMT dates and/or being able to contact John. While this information is available in paper copies of TUG, we will endeavour to take steps to alleviate this issue for 2016. In the meantime if anyone who wishes to attend on 18th October is unable to contact John I will be happy to forward your details - just get in touch with me via the e-mail address printed below. Observer Seminar
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A productive and useful Observer Seminar was held between 12th -14th June, based at the Bikers Retreat in Wales. Fourteen members of the Observer Team attended this event and at least one article relating to the seminar will be appearing in TUG soon, potentially even this issue. To give members an idea of what the seminar covered I have included a copy of the itinerary. Copdock Show EAMG will have a promotional stand at the Copdock Show on Sunday, 4th October. It sounds like it will be an interesting family friendly motorcycle show, which attracted in excess of 10,000 visitors and 60 clubs last year. If you are able to assist on our stand please let me know. The show will be held at Trinity Park, Ipswich, post code IP3 8UH. For more details see http:// www.copdockmotorcycleshow.co.uk
Should any members have any training related queries then please contact me on 01277 623860 (before 21:30 please), text 07570 992801, e-mail jtullett@eamg.org.uk or send me a PM via the Message Board. John Tullett
Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982
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THE BORN AGAIN BIKER GOES GREEN Chris Johnson Have no false expectations; the 'green' in the title refers to environmental friendliness, not the nasty skin condition which certain parties hoped for. A little while ago, on a hot and muggy afternoon, I was trudging the length of Leytonstone High Road in full motorbike gear towards Double R Motorcycles, who thoughtlessly have their premises at the Stratford end of the street. Since I had previously proved completely unable to remove a damaged exhaust collector on the Diversion 900 the machine had been entrusted to them, as they undoubtedly had resources and a professional brutality which I lacked. Although it has nothing to do with this story, it turned out that I hadn't become quite as feeble as I thought. Some over-zealous Yamaha employee had spot welded all the clamps, and it took major surgery to replace the collector. This made me feel better - until I saw the bill! Anyway, as I walked I got progressively hotter, and my humour became correspondingly worse, until I passed a cycle shop. In the window, next to the magical words 'Special Offer', they had an electric bicycle. I stopped, entranced, with all discomfort forgotten. I have always fancied an electric bicycle. I have a Sinclair C5, which my wife bought me many years ago as an unsolicited 'humour him' present (whilst the male psyche is alien to her she is very adept at anticipating its likely quirks), but it is massively impractical and has been off the road with an attack of MMFS (Multiple Major Fault Syndrome) for almost as many years. There are undoubtedly good practical and environmental arguments in favour of electrical bicycles, but I really wanted one because it was a neat gadget. I used to cycle a lot until the renaissance of an interest in motorbikes took away what little bit of sense I had. Unfortunately, after wearing out four bicycles in 20 years, my current one is rather unsuitable; having been bought for style rather than function. It is greatly admired by small boys, but any journey of more than a mile or two leaves my lower anatomy so raw that it takes several days of antiseptic cream before I can stop walking like a sailor. The
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model in the window seemed very attractive; it had sprung forks, a substantial 'old geezer' saddle on a sprung post, a hub motor, drum rear brakes, a front basket and a back rack, and even a cute little top box big enough for a full face pair of sunglasses, or several library books if you are that way inclined. It looked more like a moped than a bicycle, and the price tag was very humane. The necessity of collecting the Divvie prevented an immediate impulse buy, but I paid a deposit and picked the cycle up the next weekend. It turned out to be a delightful mode of transport, providing you left your FireBlade mentality in the garage with the Blade. It was actually more like a moped than a bicycle, with a twistgrip to control the 'power' of the motor and a stylish instrument panel with LED analogue speedo and battery ('fuel') gauge, and digital odometer. There was a horn button in the place where a horn button should be, although it was a bit superfluous since even a light application of the drum back brake emitted a piercing squeal which turned heads within a fifty metre radius. The lights were good, and there was a brake light. The pedals and motor were well integrated; the motor cuts out automatically at 22 kph (and if either brake is applied), and the pedal gear ratio is such that you cannot pedal any faster than that without moving your legs ludicrously quickly (and, because of the sprung saddle post, having your feet fly off the pedals at the first serious bump). Top speed, unless coasting downhill, is thus about 15 mph. Downhill, because of the weight of the bike and the overweight of the rider, it went like the clappers. There is no real advantage to pedalling (apart from battery conservation and the benefit of the exercise) unless you are moving off or travelling uphill. Even on a fairly steep hill with light pedalling you can maintain 10 mph. It was a delight in dense town traffic, since without the wobbling which pedalling causes on a pushbike you could weave through tiny gaps very easily. It was very, very comfortable to ride. There was a tendency to scrape a footpeg, I mean pedal, during aggressive cornering but the stability of the bike was not seriously disturbed by this. The claimed range is 60 kilometres. Personally I think this can only be achieved on an open flat road with a following wind and a naked oriental dwarf prepared to pedal like an athlete as a rider. Around town I would feel nervous about more than 20 miles without recharging. The charger is small and light so you could always carry it with you. The battery box can easily be unlocked as a unit from the bike, and carried indoors for charging, A full charge takes about 8 hours. I haven't calculated the effective cost per mile, but since I charge overnight at an 'off-peak' electricity rate it must be infinitesimal. The batteries are supposed to last for a couple of years, and a replacement set costs ÂŁ36.
Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982
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As a motorcyclist one obviously considers the possibilities for aftermarket enhancement. If you raise the gearing by fitting a larger front sprocket and re-chip the electronics to raise the motor cut-out speed then you should improve the average speed without seriously compromising your hill-climbing capability, with no visible signs of modification. A steering damper would be useful, since the steering is light at the best of times and, when the front basket is loaded with shopping, can become positively volatile. The next stage would be to fit another battery set in the top box (they actually call it a reserve battery holder) and have a 400 watt electric hub fitted to the front wheel (these are readily available from good electric bicycle tuning shops - I kid you not, it's another world out there). This would triple the power, and the two-wheel drive should give great grip on bad surfaces. It would also be illegal. Personally I intend to do none of these things. I have a motorbike with about 600 times the power of the electric bike, and it makes sense to use that if I want to go quickly. The instruction manual, translated from Chinese into exquisite 'Chinglish', is a joy to read from cover to cover. There isn't space to reproduce it here entirely, but I'll close by quoting a few of my personal favourites:"The electronic bike never mind of rain and snow but is afraid of water" "Brake forward if you meet rainy or snowy in order to keep safe" "Please pay attention to bake in rainy days in order to control engineer distance" "Charger doesn't work - (1) infix the plug (2) charge the fuse (3) weld connection" "Check carefully whether the charger's rated importing voltage is identical to the electrified wire netting voltage" Chris Johnson
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A WORD ON THE SUPER SAUSAGE RUN Eddie Brazier On Saturday 4th April I met the group of riders led by Richard Parker near birchanger services and joined in the ride over to the super sausage cafe on the A5. I enjoyed my ride to the cafe it was very brisk and very safe. Although I had not had a chance to meet my fellow riders before the ride started the riders treated me and more importantly other road users with courtesy. At the cafe I had a chance to say hello to some old friends and co riders and enjoy my lunch with good company. However my ride home was totally different it was led by Dave Iszard with whom I have ridden many times before and have high regard for. In the middle of the group there was in my opinion a lack of courtesy from some of the riders to each other to drivers of vehicles being overtaken and to approaching vehicles on overtakes with headlights being flashed on several occasions or vehicles moving over to let bikes through I was overtaken myself whilst already overtaking a vehicle. While none of this was outrageously dangerous I would like to remind everybody that we are all members of probably the best advanced motorcycling group in Essex and as such should be displaying the qualities we strive to attain. It is also worth pointing out that many car drivers have cameras fitted in their cars these days which in the event of an accident or incident can be used for or against another road user. if we are seen as an unruly bunch of bikers it is more likely to be used against us rather than for us. we train a long time to be Advanced motorcyclist so let us ride like advanced motorcyclists where riding safely (not necessarily slowly !) is our core principle. Eddy Brazier ex senior observer
NEW MEMBERS Recent New Members Alec Coleman - July 2015 Ian Watkins - July 2015 Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982
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Steam Tug Brent TID No 159 Article 3 One of 182 tugs constructed of the same design between 1942-46
Tony Seaman 2015 and work has restarted on the tug, as I stated in the last episode, the tug has in my view a rather unusual and mixed history. She was built for the Admiralty in 1945 but too late for the war effort, and launched a year later for the purpose of harbour and river work, for example, the transfer of cargo via the use of lighters between ship and shore (no container ports in those days), with everything being craned and manhandled). The Port of London Authority (PLA) took her under their command where she was used for a various dredging, mine clearing and associated tasks and later for more normal enclosed dock work. After that period, she, like all of the other PLA steam tugs was sent for scrap, in her case to The Stour Salvage Yard at Mistley in late 1960’s. The yard dates from 1884. It was while she was there that the name of the yard was changed to the “Peter Horlock’s Ship Yard” and at the present time is named the Mistley Boat Yard. In 1970 Ron and Janet Hall, (Janet, his wife is one of the current Trust Members) first saw her and decided to purchase the tug, in doing so became one of first of an army of folk that are now preserving our historical past. At first she was used as a home and then later as the family arrived it became a summer/holiday home as well as making various trips some of them to the continent. Like all boats they deteriorate over time and so in the mid 1990’s due to boiler safety concerns steam was no longer raised. In 2002 the hull was over plated so she is water tight below deck level. In 2008 Ron passed away leaving the tug to Janet. In 2011 the tug became a trust. Initially the plan was to have her moored on the Thames near Kew Bridge and the London Water and Steam Museum with a developer of a local river front site offering to donate towards the renovating of the tug. From my reading of the situation they (the developer) were only using it as part of their planning permission and local/environmental credentials but were not
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prepared to put anything in writing. This held up the work on the tug until 2013/14 when it was decided to go it alone with the aim now to get her into working order by 2019 and to sail her on the DDay anniversary and then have her moored on the Thames in London during the summer as a tourist attraction but return to her birth in Maldon during the winter months for servicing and maintenance. The construction of these tugs were different from the norm of the time as they were made in prefabricated sections by various steel engineering companies who had no previous ship build experience in fact they were more than likely to have produced steel tanks and structural steel framework. To make it as easy as possible for them to be build, all the plates are flat with the only input from shipwrights being at the point of assembly, when all the sections were lined up and welded together prior to launching. When you break this design down all it is in reality is a series of open ended boxes/ tanks welded together to form a boat shape bigger tank that floats with the addition of propulsion/steering units. The Steam Tug Brent was powered by an oil fired steam boiler (the earlier ones were coal fired) with a direct drive reciprocating engine connected directly to the prop shaft. The engine will run in both forward and reverse direction, the engine and prop shaft are currently in working order. To repair the boiler will cost ÂŁ60K as part of this operation the boiler room casing that also supports the funnel will have to be cut away and removed, so as to allow the boiler to be extracted for repair, and then reinstalled and closed up, the smoke box that is situated between the funnel and the boiler room deck head also requires repairing. The overall projected cost for the whole boat being in the region of ÂŁ250/500K depending upon which approach is adopted. While alongside the tug has a 240v electrical shore supply but while as sea she relies upon an 110v steam powered generator and therefore at the present time has two separate electrical circuits. The 240v is like many old installations that have grown over time in a piecemeal fashion and is in need of updating before in my view any seri-
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ous work can be safely carried out although there is a standalone portable powered generator that could be used for the heavier power loads such as welding operations. This has yet to be inspected and tested. The power from the steam generator to the rest of the vessel is via lead covered cables and due to their age are most likely to have failed in places, even if it has not, it is unlikely to meet current safety regulations. During her life as a sea going vessel Ron fitted various navigational aids that were not part of the original design; most of these have been removed but if she is to sail between London and Maldon a modern version of this equipment will be required. Perhaps a plug in system could be devised. Here lies the problem with restoration projects in general and particularly one of this type, where do you draw the line between restoration / repair and safety. On the one hand you have the diehards that insist that everything must be as it originally was with nothing being changed, (council conservation officers are a typical example) while on the other hand more reasonable people want to have the (tug) preserved but in good useful working order that will requires changes to be made to make her safe and prolong her life. A typical example of the above is do you replace the existing old Whitworth type damaged nuts and bolts like for like at possible three times the cost or use the modern metric equivalent that will be very close to the original size but not exactly the same? As far as I have been able to ascertain to date I am the only landlubber on board and therefore due to my general engineering background, my approach to problem solving is clearly different, so it should throw up some interesting discussions and results. I was talking to my son about this recently and he reminded me that for period while in his teens he volunteered at the Colne viaduct railway restoration site and he would go there all fired up, be allocated a task with a senior person and then spend most of the time rooting around in some shed or another looking for a bolt or drinking tea and talking so that by the end of the day he had very little to show for his effort. He did not stay long.
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I would, at this point like to thank Bob Horlock, of Mistley a local historian who kindly helped me in clarifying the change of name of the salvage yard from whom Ron and Janet purchased the Brent. Bob also turns out to be a biker and is at the later stage of restoring a Harley Davidson WLA 1942 750cc bike and sidecar
More to follow next time? Tony
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01621 828276 (Office) 07836 277223 (Mobile) Domestic and Commercial Work Undertaken Insurance Work also Welcome Member of The Federation of Civil Engineering Contractors Flagstaff Farm, Green Lane, Althorne, Essex, CM3 6BQ
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1st 6th 6th 11th 13th 13th 20th
Group Night AGT & Full Member Ride Air Ambulance Run (Departs from Ford Dunton) Goodwood Revival Richards Full Member Ride (Depart from Sainsburys, Springfield 9.30am) Slow Riding Day
October 4th 4th 6th 11th 18th 25th
Richards Full Member Ride (Depart from Sainsburys, Springfield 9.30am) Copdock Motorcycle Show Ipswich Group Night AGT & Full Member Ride Full Member Training Observer Peer to Peer Ride
Group Nights @ 19:30, AGTs @ 9:15 am
September
November 1st 3rd 8th 8th
Richards Full Member Ride (Depart from Sainsburys, Springfield 9.30am) Group Night (Hideout Leathers) AGT & Full Member Ride Moto GP Final Race
December 1st 6th 13th
Diary 2015
Group Night AGT & Full Member Ride Richards Full Member Ride (Depart from Sainsburys, Springfield 9.30am)
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Picture Gallery ■ Picture Gallery ■ Picture < Yuck!
"I cant remember what road craft said to do now "
That’s Better! >
Sam made it!
Smile?
I want one!
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Gallery ■ Picture Gallery ■ Picture Gallery
Karaoke night?
Someone’s hungry! >
Where is everyone? >
Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982
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TO INIFNITY & BEYOND (well maybe not, but the Alps at least!!!)
Jacques Deklerk â&#x20AC;&#x153;Aah but for a Mountain Pass or Hairpin Bendâ&#x20AC;? I did say and as we all bolted off the train in Calais, I was assured that once we reached Austria, many a twist and many a turn would fill our eyes! At less than two months old at the end of May, I thrust poor Kermit (my wee ZZR) in at the deep-end and we two headed off for a play in the Austrian, Swiss and Italian Alps, a bikers heaven! To get there, we first had three days of progressively more progressive riding to put under our belts and in this Kermit certainly did enjoy, France a little boring but great swathes of back roads with little traffic we found and we all had the roads to ourselves for some top end fun. On crossing into Luxemberg on day two and then Germany, we ventured and rode the entire length of the famous B500 in the legendary Black forest Schwarzwald, mile upon mile of twisty, turny, sweepy, curvy roads got all our egos flowing for the delights to come. Ahhh the Black Forest and it's seemingly endless number of sweeping trails and
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deserted roads, (not on our visit) it was a public holiday and full of traffic, from coach to car to motorcyclist. Kermit and I still found the ride a dream. Every opportunity to overtake taken, every bend enjoyed, I thoroughly enjoyed the glass smooth sweeping sections elevated above the forest with a dramatic switchback run back through the forest to Baden Baden. By the time we crossed into Austria on day three, Kermit had begun to enjoy just a little too much, his teasing the K12 and K1300s’s, as well as theVFR1200s and 2 new Multistradas on tour, on the flowing curves Kermit thoroughly reveled in chasing and on occasions passing his German, Italian and Japanese biking friends. Bikes they do like to play, like meerkats they all did zip, zag and zoomed around one another, trying to prove who was the leader of the gang, only the restrained riders such as “Moi” did keep the two wheeled hooligans to reasonable antics, Kermit was not happy at my control, but at our lunch stop, I had a stern word or two with him, as did the other riders with their steeds “Think and ride, never just ride” we told them! After lunch, the roads started to turn into some of the most twistiest roads this side of the Alps, Kermit chose to heed my words of riding with thought and controlled his progressive nature keeping to less than light speed. By the time we reached our hotel in Platz, Kermit and all his biking buddies were lost for words, they and all the riders, were worn out from the ever increasing turns, twists, hairpin bends and altitude changes experienced in the afternoon. And if the bikes were speechless due to the roads, the riders “well not me of course” were speechless at the location, the excellent Hotel Weisseespitz, our first main hotel for the trip, a superb 4 star hotel situated in a most beautiful area south of
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Innsbruck and just a few throttle twists away from some jaw dropping Austrian and Swiss scenery and breathtaking roads. Our second main hotel on the tour, was to be the Hotel Gran Paradis at Campitello di Fassa, a mere 155 mile hop over 3 flowing and undulating mountain passes over the Alps to the Dolomites. From here on in and for the remainder of the tour, the roads became rather challenging for Kermit and each dawn as I wheeled him out for the stunning variety of European mountain pass roads, he would dim his lights and reduce his idling growl to a whimper, in terror of what roads and passes I was to lead him down and anticipation of what I was going to put him through.
So what can be said about the Alps? Well here is my synopsis of just a few of the passes travelled on Kermit’s trip, 2 from Austria, 2 from Switzerland annnnnnnnnnnnd YES, you’ve guessed it, 2 in Italy and I hope I am able to give you all a flavour of the variety of roads and scenery for you all to enjoy if, or rather WHEN you choose to venture to the Alps:The Kaunertal Glacier Austria: Is the highest glacier in Tyrol, though not flowing, at a reasonable pace even Kermit could enjoy it, a GTR or grand tourer would thoroughly enjoy it. The glacier road runs from the village of Feichten in the valley of Kauner at 1273 meters above sea level up the brink of the “perennial ice” at a level of 2750 meters. 29 hairpin bends and an altitude difference of almost 1500 meters stretched over approximately 19miles, a joy for the eyes rather than the ride, but you’ll love it all the more for at less pace, the stunning glacier deserves respect. The Grossglockner Austria: I’ve done this pass 4 times previously and its 38
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miles never cease to exite me. And for Kermit, this is the perfect flowing road, panoramic with wide hairpin bends enabling Kermit to easily keep with the sports-bike brigade, the road is a toll road and concludes at the Pasterze Glacier, which you can walk on, absolutely amazing. This is the highest mountain and the largest glacier in Austria, at 3798meters. The Fluelapass Switzerland: Top gears Geremy Clarkson voted this “probably the best road in the Woooooorld” Well I can agree for sheer opportunity to open Kermit up, this is mind-blowingly fantastic, pinpoint accuracy is required for the road changes round every bend and drops and falls without much notice, if not 100% on the day or the weather is less than perfect, I’d leave this pass for another time!!! Be warned, the Swiss police are extremely strict and if caught progressing, Kermit and I may be writing this from a Swiss cell. So scan the environment and ask the locals if they’ve seen police before taking a free spirited run up this great road. The pass also takes you within a few hundred meters of the Rhone Glacier, source of the Rhone river. Here you can park up and walk up to and actually inside the glacier itself. ... The Julier Pass Route Switzerland: This pass is 64 miles of Kermit heaven and comes equal with either the Grossglochner and Fluelapass. It peaks at 2284meters and I’ve been told, is a classic “Swiss motorcycling route”. The scenery is rather barren, but in this there too is beauty, just of a diffening type, the tundra-like landscape impressed me and the summit had two leaning columns placed here by the Romans!! The Pordoi Pass Italy: What a revelation for scenic value and a mere 10 miles from our hotel, the Pordoi pass marks the border between the Province of Trento and the Province of Belluno, with 28 hairpin bends and flowing roads, it caters more
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than any other pass I have ridden, for the biker, from naked to sportsbike, to Grand or hyper tourer, this is a route that can be enjoyed at pace, or for the view and to top it off, there is a cable car to take you to the summit at over 2900 meters. The pass road itself, rises to 2239 meters and is the highest surfaced road traversing the Dolomites. The ride can be extended to take in a number of other passes for a rounded run too, what more can one want. The Stelvio Pass Italy: This pass I found second only to the Passo Pardoi in scenic value. It is great to say I have now ridden it, though I feel it is best suited to the GS, Multistrada, KTM 990 and the like brigade, rather than Kermit or any form of sports-bike. The 48 hairpin bends climbing from less than 700meters to 2501, it was the toughest and most rewarding mountain pass I have thus far ridden, climbing over1800 metres, but the road is uneven and unless on a differing bike, I feel there are greater biking mountain passes to enjoy. So there you have it, though I must admit Kermit may not have been the best choice of bike for the roads travelled on this tour, we two still did our best to show those bikes best suited to the environment (the short and upright bikes) our taillights, oh and exhausts as we past. Kermit found it damned hard work, squirming under hard braking and progressive acceleration, being flicked about over many a hundred of hairpins and having to severely curtail his wish to zip and zoom off. I found the roads, passes, scenery and countries visited truly enjoyable, though tiring. With the ZZRs power and length, like any hyper-tourer, extra thought and care must be taken especially at speed before the wrist is turned, as unlike the short light machines, accuracy and positive action is essential in order to be safe and come home safe. The many mountain pass twists and turns experienced in the differing European countries, the rare straits, numerous hairpin bends and stunning scenery, had me grinning from ear to ear & shouting in my helmet full of cheer. It really, honestly couldnâ&#x20AC;&#x2122;t have been much better, not legally anyway! Jaques Aka Jaq-Ass
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EAMG Events Report! Chris Johnson I am due to set out on a 2500 mile bike trip to Scandinavia in a week, so I had intended getting this report in early. There may be no hurry. Editor Colin sent round an email last night to say that he had precisely nothing for TUG, and even if the usual suspects submitted their pieces there would still not be enough for an issue. Since he was off on holiday (again?) next week, unless there was a massive influx of contributions in the next two days TUG would not be appearing until September! I duly dusted off an old, relatively harmless, article which was published in TUG twelve years ago and sent it off to him, and I suppose I now have to create an outstanding report for him as well. No pressure. There was a consistent theme for all the rides during this period; rain. The first of them was Ian Taylor's Richard Replacement Ride to Swaffham on 31st May. Richard was off gallivanting in France at the time. We had eight riders and, with Paula tailing, set off for a first coffee stop at Lakeside near Stowmarket. I have a vague memory of parking the bikes at a pub not far off in order to have more stable ground for them since it was, of course, raining. Fortunately they had an awning outside so we could avoid the scourge of putting our helmets back on with wet hair; something which normally defeats even the best of anti-mist sprays and pinlock inserts. We reached Swaffham without incident and there had lunch at Bridget's, an establishment which had only been open for three weeks. We were crammed into a yard at the back. It is true that there were only eight of us but it was a very small yard. The tables had umbrellas and, providing you kept tucked in over the table and avoided any expansive gestures, you stayed relatively dry. It was merely damp on the way back. I think Andy must have done something truly terrible in a previous incarnation because the poor guy
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seems to get more than his share of bad luck. On this run it was a puncture. It took a while to locate it, but he was then inundated with offers from all who had their own favourite repair outfits with them. Unaccountably passing over my clearly superior Tyre Plugger, he chose something with a name like 'Silly String'. It involved driving a bradawl deep into the tyre, something which on a KTM would result in an impossible-to-fix hole in the spoke sealing belt, and left me feeling quite faint. However the questionable technology did seem to fix the puncture and Andy reported that there was no loss of pressure during the rest of the journey. Various people peeled off at various points as we got closer to Chelmsford, but the official distance of 190 miles for the run was about right. I was just too busy to be able to attend the AGT on 7th June, so the next social ride for me was Richard's run to Melton Mowbray on 28th June. This was the destination which had been postponed from the previous month because it was a long run which really needed dry weather. I was looking forward to this because it was a new destination which promised new roads. Seventeen bikes started, including Richard's day-old BMW S1000XR and Spider's new Versys which, as we waited to set out, was having its tank decorated with bits of colour-clash insulating tape because the connections for the heated grips were scratching it at full lock. By the coffee stop at St Neots we were pretty soaked, and Richard checked to see if we wanted to continue. Five decided to call it a day but the remainder felt that they were not going to get any wetter. This resolute attitude was rewarded by the rain abating as we rode interesting new roads to Melton Mowbray. Lunch there was at a Witherspoons, and I resisted the temptation to have pie and contented myself with a simple Sunday roast. The sun came out with a vengeance for the journey back and the stop at St Neots contrasted markedly with the journey out. We were sprawled out in the open working on our tans whereas in the morning we had been huddled under awnings. I left at Royston to
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get a shorter journey home, but the total distance must have been close to 250 miles. Geoff acted as back marker and, since he had been unable to get a replacement yellow helmet in time for his recent trip to France, being left as a marker meant you were back to counting bikes and anxiously trying to spot him when the number got critical. A week later on 7th July we had another of Richard's rides; this time to another new destination at Harleston, midway between Bury St Edmunds and Great Yarmouth. This was closer and less radical than Melton. but still a welcome addition to Richard's repertoire. It was actually two rides in one. At Chelmsford initially we had 20 bikes, but the band of very heavy rain which was sweeping northwards reached there before we started, and the ride kept pace with it to give everyone the benefit of a constant soaking. Some gave up at the start and some a little past Finchingfield. One effect of this was that bike-counting when left as marker went badly wrong, and on one occasion I was totally surprised when Geoff 'suddenly' appeared and waited patiently behind me. After the coffee stop at Wally's in Acton only six stout fellows (or masochistic nutters) chose to continue. The moral to be drawn from this is that you should always bring your rain gear with you. I took over as back marker, but with such a small tight group it was largely a formality. We proceeded to Harleston at a pace appropriate to the miserable conditions, but experienced no significant delays until entering the town, where the parade for a rally of female tractor drivers brought us to a standstill. At the designated cafe parking had been reserved for us in the yard. Since the small yard was on a slope and surfaced with a deep layer of very wet gravel getting the bikes in and parked securely was a bit of a challenge. I hate to think how it would have been if the group had stayed at twenty bikes. In the cafe we had a long table in the window reserved for us. It was a clean little cafe, although rather expensive, but it must have been even cleaner after we departed, since under our table we left a small lake which would have needed a lot of mopping up. Everyone joined in to help each other get the bikes back out of the gravel pit. Part two of the ride started early into the journey back, because the rain had passed
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over and the roads dried out very quickly in the sun, allowing a much better pace. By the time we were south of Sudbury it was a very fine day indeed, and some favourite twisty bits could be ridden to get some use out of the edges of the tyres. It was great fun, and the nutters definitely had the best of the day. Total distance covered was 186 miles, and we were very grateful to Richard for keeping the faith and persisting with the ride after Acton. I had an 80th birthday party to attend on 12th June (not my own - I still have a few years to go before that) so I could not attend the AGT. Apparently very few people turned up, so I doubt if there was much of a ride afterwards. That brings us up to date, and this report can be submitted, leaving me time to consider one of life's great dilemmas. Do I have enough meat left on the front tyre for 2,500 miles, or should I get it changed early before I set out? The tyre shop think it should be changed, but they would, wouldn't they? Wind forward one month. Colin did not have enough material for TUG in August, and a three-line whip has now appeared requiring me to pad out the previous submission for publication in September. This I shall dutifully try to do. I did get the tyre changed. After all the faldediddle with the rear I was a bit nervous, but the sealing belt was not disturbed and neither tyre lost any pressure in 2,500 miles. The trip itself was unremarkable; I just let the Satnav guide me on major roads, since the purpose of the visit was to help my son build his new veranda in Linkoping, a couple of hundred kilometres short of Stockholm, and not to ride any interesting roads. I took the bike because I wanted to cross the Oresund bridge between Copenhagen and Malmo. I had thought that I would be crossing in Denmark by the Rodby ferry, but the Satnav took me up through Odense and across the Storebaelt bridge, which was an even better one so the journey gave me two bridges for the price of .. two bridges (they have hefty tolls). The journey back was in appalling weather which included hailstorms and flooded motorways. Although Calais was headline news at the time, and I was delayed on the outward journey because striking port workers were making bonfires of old tyres on the main roads, it was very quiet on my return. Then I hit Operation Stack and the trip up from Folkestone took over three hours. I have become a born-again Satnav lover, and have asked mine to marry me. My wife Mary likes them too so she is OK with this. I was back in time for Richard's third 'new destination' run of the year on 2nd August. This was to Bourne in Lincolnshire, a historic market town between Peterborough and Grantham. It would be good to give the sides of the tyres a bit of exercise again, and being able to mount and dismount the bike without having to struggle over the panniers would be a relief (by the end of the trip to Sweden I had lost all shame, and used to reach back to drag my leg over them in a comical series of hops and jerks. The combination of advancing age and short legs is a pitiful thing). The weather was superb and
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we set out with sixteen bikes. Geoff 'Yellow Peril' Preston acted as back marker. The roads up to the first stop at Chatteris were reasonably familiar. A few made that into a destination and, after sampling the renowned cuisine of the Green Welly, made their own way back. The remainder forged on into territory unknown. Thanks to a major diversion around a closed bridge I think a lot of it was unknown to Richard too! We arrived in Bourne, struggled a bit to find parking, and then piled into Cafe 35 for lunch. It was a pleasant place with a menu varying from the familiar to the exotic. Resisting the temptation to try Lincolnshire specialities such as potatoes, sausage and, because of the famous Lincolnshire Poacher, possibly pheasant. I settled on a chicken and sweet chilli salad. Very good. On the return journey even the diversions had diversions, the route got long and complicated and by the time we had belatedly reached the tea stop at Walkers we had covered 195 miles. The group had managed to hold together despite having to loop-the-loop on occasions. I broke off there to be able to take the boring, but familiar, A11/M11 route home and arrive back within a couple of hours of the promised time. I went on, yet another, Bikesafe course on 6th August. Lewisham were giving out vouchers for them and I am a sucker for a freebie. The riding was good, but they are no longer allowed to do any 'teaching' so we got not even the rudiments of roadcraft. The goody bag we got pushed the IAM more strongly than previously, and I suspect they may have something to do with the absence of any formal training, about which the speakers were apologetic. A consequence of this is that when the AGT rolled around on 9th August I did not attend. I felt that, very temporarily, I had had my fill of riding.
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DESTINATION RATED Jolly Sailor - Heybridge Basin
Basin Road, Heybridge Basin, Essex CM9 4RS Mon - Thurs 11am - Midnight, Fri & Sat 9am - 1am, 9am - Midnight On a Sunny day itâ&#x20AC;&#x2122;s hard to beat Heybridge Basin which sits at the end of the Chelmer & Blackwater navigation. Sit & look out over the water and watch ships entering & leaving the lock. A fantastic spot to enjoy the sunshine. Food 4/5 Breakfast is superb, Snacks available & a decent selection of lunch offerings available. Service 3.5/5 Good basic Pub service. Price 4/5 Value for money with absolutely no complaints! Capacity 3.5/5 Not huge inside but loads of tables outside the front & along the side. Parking 5/5 Tons of room in the Pub car park.
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Further Training Opportunities for Full Members Have you ever wondered if your riding skill is still as good as it was when you passed your IAM or RoSPA Test? Is your RoSPA Retest fast approaching and you feel you’d like a refresher to check that bad habits have not crept into your riding? We are all only as good as the day we are actually riding our bikes. How good our riding was last year or even last month may not be as good as we think it is; complacency can be fatal. EAMG provide two Further Training Schemes for Full Members: Full Member Training (FMT) – One-day training courses available four times a year Further Training for Full Members (FTFM) – Assignment to an Observer for 1 to 1 training These courses are provided to check riding skills haven’t deteriorated, for those wishing to take a higher grade of test such as RoSPA or for those preparing for qualification as an EAMG Observer. Full Member Training Four FMT Courses take place during ‘summer time’ between March and October. Participation is entirely voluntary and those taking part do not have to join each ride. Training is for your benefit and enjoyment; it is not a mandatory requirement that you go on to take a RoSPA test. To ensure the highest possible standard, Observers undertaking this training will hold a current RoSPA Gold certificate. You will not be riding in one large group. Where possible you will be riding with an Observer and one other Full Member giving you the opportunity to have a 'rest' while your partner is being observed. Every effort will be made to match your riding experience, ability and aspirations with your partner, any miss matching being addressed at the first refreshment stop. The routes, approx. 200 miles, will cover a variety of roads and include several debriefing stops and two refreshment stops. Joining details will be sent by email or post a few days before the event. Events this year:
Joining Fee
29th March
24th May
£45.00
26th July
18th October
Contact John Tipper, 8 Carlton Ave, London N14 4UA. Email: jtipper@eamg.org.uk Tel : 0208 360 8590
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Further Training for Full Members You will be assigned to an Observer and rides will be arranged on a one to one basis when mutually convenient. Although not mandatory, unlike FMT, the training will be structured as preparation for a further test such as RoSPA. To apply to join this scheme: Apply to the Membership Secretary either at membership renewal or during the season. You will be asked to pay an additional Membership Fee (details below). Your Application will be passed to the Observer Co-ordinator who will assign you to the first available Observer. Where feasible, geographical location will be considered. You will be expected to pay the Observer a contribution (details below) towards fuel costs. Participation must be renewed annually.
Name: Address:
Post Code:
Tel:
Email: Riding Experience:
Aspirations:
Typical annual mileage:
Machine:
FTFM - 2015 Membership Secretary
Observer Co-ordinator
Teri Olley
John Tullett
tba
jtullett@eamg.org.uk
Additional Membership Fee
Contribution to Observer
ÂŁ20 pa
ÂŁ10 per ride
Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982
ESSEX ADVANCED MOTORCYCLISTS GROUP Colin Childs, Editor University of Essex Printing Services, contact Hannah 01206 872822 for more information. Please mention EAMG when replying to advertisers - it identifies you!
http://www.eamg.org.uk Affiliated to the British Motorcyclists Federation Registered Charity Number 1107703
Disclaimer and Copyright Notice: The articles published herein do not necessarily represent the views of the Essex Advanced Motorcyclists Group. They are the opinions of individual contributors and are published with a view that free expression promotes discussion and interest. Any spelling or grammatical errors are the responsibility of the editor and a society that pays footballers more than teachers. Inclusion of adverts is not to be construed as EAMG endorsement, although most advertisers are excellent, but seek personal recommendations.Text Š EAMG 2011. Illustrations Š EAMG 2010, except where indicated otherwise. Group material may be reproduced provided acknowledgement is given to EAMG and the original author.
Essex Advanced Motorcyclists Group Ltd, Registered Office, St Laurence House, 2 Gridiron Place, Upminster, Essex, RM14 2BE Registered in England & Wales, Registration No. 5258261
Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982