Intercom Autumn 2006 Number 22

Transcription

The magazine for Wey Valley Advanced Motorcyclists
Autumn 2007
number 25
Test passes
Red bikes & first bikes
Braking news
Summer BBQ
Competition
Bloodrunners
Goodbye to Linda
Weigh valley
Scandinavian and Venetian adventures
Intercom Autumn 2007
Chairman’s bits
Contents
John Webster
Test passes
2
Chairman’s bits
3
Editorial
5
I shrink, therefore I am: Gary Bullas
6
Venice and back – May 2007: Jenniann Davies
10
Missing you already Linda: Jenniann Davies
14
A new bike for a new rider: Alan Cole
18
Competition: I can’t believe it’s not Arthur
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SERV Bloodrunners at Ryka’s Boxhill: Tim Goodman
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Scandinavia tour May/June 2007 - an adventure: Thomas Gould
25
Bike Squad success on Ride to Work Day
33
From Russia with love…: Alan Goodall
36
Only a fool follows the Two Second Rule?: Rex Hawkes
44
Club BBQ
52
Test passes
Apologies if your name doesn’t appear in this list. It could be that you haven’t
notified us, so please do make sure that we know about it and we’ll include you.
So, many congratulations to the following people:
Rosario Henshall
Advanced
Adam Braidwood, Nick Hedges, Nigel Lucas
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It’s great to see some Associates coming out on many of these social rides too.
I’ve said before and I’ll say it again, these rideouts give you, the Associate, the
chance to watch and learn from other members, and to practice what you’re being
told. It’s as close to a ‘fast track’ route to becoming test ready as you can get, aside
from the mid month mentoring, and you could always arrange with your mentor to
go on one of the rides.
We’ve had some great events, well attended over the last few months. The French/
Belgian weekend was a great success, despite the wet weather. We had an open day
at Snells in Alton, for you all to try out those fabulous Ducatis (OK, so I’m biased .)
The hog roast at Tim G’s house was a great success, well attended, and had some
sunny weather too. The ROGs have even been to Wales, despite the severe weather
warning. And then there are all the day/evening rideouts. I hope you’ll agree it’s a
pretty full calendar.
We received feedback that the social runs calendar was not always correct, or
lacking information. Jenniann has therefore taken on the additional role of assisting
Graham with the social calendar, and she will specifically be concentrating on
getting details filled in for forthcoming events. Therefore, if you want to add an
event/run to the calendar, or correct details for one, please contact Jenniann.
Graham will still be chasing you all to fill the calendar though!
RoSPA Gold
http://www.wvam.org.uk
I guess last issue I spoke too soon about the Summer having
arrived, as it seemed to disappear just as quickly !
As I’m sat here writing this it is chucking it down outside.
Even so, from the reports on the Forum, the weather doesn’t
seem to have stopped you hardy bunch heading out on one
of the many social rides.
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We also have a new editor, Michael Tanousis, who took over from Peter at the AGM.
I’m pleased therefore to welcome Michael into the role, and to give a big thanks to
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Peter for all his fine efforts over the recent years. Thanks Peter.
Michael has many fresh ideas for the Intercom, but the editor cannot do his work
without submissions from you the members. If you want variety, you have to provide
it, otherwise you’ll end up reading articles by the same people, which from a club of
over 400 members hardly seems fair, does it?
We are now over four months from renewal date. If you haven’t renewed yet and
somehow managed to receive this, this is your last call, so please contact
Membership either by post, phone, or email. The clue will be that a renewal form
should be included with your Intercom if we think you have not done so already.
If you do not renew this will be the last issue you will receive, your Forum access will
be switched off, and you will not be allowed on social runs. Contact details are in
this magazine, as well as on the web site.
Talking of the web site, we also have a new Web Master since the AGM in the form of
Graham Saunders, so welcome Graham. If you have any issues or difficulties
accessing the web site or forum, please contact Graham. His contact email can be
found on the ‘Contact us’ page on the web site. A big thanks to Tim G for his fine
efforts. Tim will still be around, but is taking more time to follow his interests in
SERV (aka the Bloodrunners – more about this later in this magazine).
We also have another lady on the committee this year in the form of Rosario
Henshall. She has taken over from Alan Cole, who has stood down as he is
moving to the West Country (lucky b_gger). A big thanks for Alan for all his fine
efforts, and remember, you now need to contact Rosario regarding club specific or
supported events (e.g. Guildford show, Snells open day). Have fun Alan, and we'll
be down for a cuppa some time soon.
It’s once again been a busy year for the club, with some of the summer Observed
Sundays being packed. Your training team and Observers are doing a fine job, but
we could do with some more Observers, so if you have observed before and want to
resume observing, or would like to find out more about becoming an Observer,
please speak to Geoff Berry on the front desk, or Rex.
That’s it from me for another issue.
Ride safe everybody, and try to keep it shiny side up.
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Editorial
Michael Tanousis
“It’s all change at Intercom” as Pete Heaton said in 2005. Well it’s that time
again and once more Intercom has had a change of ownership. I want to thank
Pete for his contributions over the past two years and can only hope to live up
to his legacy.
That said it’s lovely to have such an opportunity as this. I want to say thank you
to Michael Darby for chasing me into editing this magazine and being entirely
responsible for the fantastic design and layout; particularly by doing justice to
Tom Gould’s picture on page 28/29. Just have a look at it- if you haven’t printed
it out on the office Canon, do so now!
Those that know me will already know that typing this is pretty sore as, having
fractured a wrist racing at Castle Combe at the end of July, I have missed what is
traditionally the best biking month of the year. The fact that most of it was
sodden wet filled me with a mild case of the ‘schadenfrauders’- I felt wonderful
knowing that my mates were riding after going through the hassle of fishing out
their Gore-Tex and shaking themselves off when they got home!
This issue, though running slightly behind schedule, is our biggest yet with one
spill and lots of thrills. The only things missing from this quarterly issue are the
Outside-In/Inside-Out features- rest assured that they will strike back next issue,
being my personal favourites.
It’s funny that it should be missing from my inaugural issue as one of my
favourite things about being part of this biking community is sharing the wide
range of experiences we all have. It’s these experiences which communicate our
independent sense of adventure and, although Outside/Inside are missing, you
will find an abundance of this starting on page 10 with Jenniann’s trip to Venice.
At the very least these thoughts of adventure will keep you going through the
autumn riding. Ride Safe.
I shrink,
therefore I am…
Gary Bullas
It all began in on Monday 22nd May 1995. It was a grim day as I sat at my desk
following Manchester United’s 1-0 defeat to Everton in the FA Cup final two days
earlier. I followed my usual Monday morning ritual of stopping smoking forever,
which usually lasted two hours before I caved in, but this day I knew it would be
different. It was.
I was a fit and healthy 35 year old weighing in at 13 stones(ish) and was an active
sporting type; football, cricket, tennis, badminton and golf being the main
activities. I was also fond of other out of work activities involving bars, clubs and
restaurants, but my weight rarely altered as my socialising was counter-balanced by
the physical activities.
I’d been keen to ditch the weed more than ever as my lungs weren’t quite coping as
well as they’d done in my younger years – I had begun wheezing and creaking.
It was difficult as I was a ‘real’ smoker. When I got into a vehicle my routine was;
n
n
n
n
n
n
n
Open car door & sit down
Key in ignition
Cigarette in mouth
Mirror
Signal
Light cigarette
Manoeuvre
Many people smoke after sex. I smoked during. I was addicted.
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I reckoned that if I could stop, I’d be able to continue my sporting life for many
years. Amazingly, on this day, and for the first time since I was about 12, I’d gone
through the whole working day without succumbing to the evil weed. I’d previously
arranged to go to a pool bar with friends that evening but knew that once I was in a
bar that would be the end of my non-smoking attempt, until next Monday of course.
Thankfully, just before leaving the office, one of my regular badminton partners
popped his head around the door to see if I was ‘up for a spanking’!
‘Yes indeed’ replied I. I can’t smoke whilst playing badminton and it’ll keep me out
of the pub and away from temptation.
We were 30 mins into our hour long session at the Wimbledon Squash &
Badminton Club when the second life-altering moment of the day arrived. I turned
my ankle over enough to tear ligaments, although I thought it was a fracture at first
due to the pain and almost instant club-foot. An ambulance was called and I was
carried off court by my opponent and the two lads on the next court, one of whom
was Anders Nielsen, the (then) current British Champion (the English national team
used the club as their training HQ). I didn’t ask for his autograph.
I was now in another non-smoking environment – St. George’s hospital – for an
overnight stay.
By now I could, and would, have murdered for a ciggie, but due to being totally
incapacitated, I couldn’t go and buy some.
Miraculously, I continued not to smoke throughout my six weeks of being of work
and on crutches. Unfortunately my injury didn’t prevent me from continuing my
social activities, and soon the devastating combination of physical inactivity and
non-smoking began to take its toll.
process with several life-style changes. Once I’d gone a month without nicotine,
I knew I’d cracked it – I’ve hated smoke ever since and have had no cravings at all
to this day. This is different because I still have my passion for good food and wine
(not to mention beer…) and I have no desire to give them up. Life is for living and
I intend to do just that.
‘Moderation and dedication’ is my new motto.
‘Oh f**k it I’ll have another’ was my previous one.
My new régime is based on creating a daily calorie deficit, combining a regular
exercise routine (determination…) with a healthy well-balanced diet (moderation…).
My exercise is mainly gym and swim sessions, yoga and ballet.
I began my attempted shrink in mid-June (pre–WVAM France trip) when I tipped
(and broke…) the scales at 21st. As I ramble, I’m approaching the 19st hurdle but it
feels like someone keeps raising the bar each time I’m about to leap over it. I’ll get
there soon though… you’ll see.
As those of you who access the WVAM website will know I’m attempting to raise a
few quid along the way for a good cause, this being the Cystic Fibrosis Foundation
(see http://www.cff.org for more info). I was fortunate enough to have met
someone who suffered from this terrible condition on a few occasions, her bravery
is a source of great inspiration to me.
I’m having a grand (or hopefully not so… ) weigh-in on 1st November when any
pledges based on cash per pound (lbs) will be calculated. Some people have
pledged a straight donation regardless of how much I lose. The choice is yours.
Various ways of making a pledge;
Because my weight never really changed over the previous 10/15 years (other than
a few pounds either way) I never weighed myself, but now I could feel I was
whacking it on as I began to out-grow my clothes quite quickly. I developed a ‘head
in the sand’ mentality and was confident that once I was back to full fitness, I’d
soon knock the weight back off. Twelve years on and I never did…until now.
1. Via the WVAM website at:
1. http://www.wvam.org.uk/forums/index.php?showtopic=1443
2. By email to gbullas@hotmail.com
3. By telephone to 07765 875684
4. In person if you know me, or indeed if you don’t
I always said that stopping smoking was the hardest (and best) thing I’d ever done.
Getting my weight down to 14/15 stone will be even harder as its going to be a long
Thanks to all those who’ve already made pledges, and of course to the rest of you
who will now do so!
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To Venice and
back May 2007
Italy south of Turino… Uggggggh! Lorries, lorries and more lorries, and of course
the many Italian drivers who just love to sit on your arse no matter what speed you
are doing, even though we were on the ‘B’ roads, we got fed up with the traffic,
which was almost impossible to pass on some of the single lane roads, and
decided to hack it on the autoroute. The North Italian Autoroute is not a road I
would recommend, busy, noisy and even in May was hot!
It was the Sunday of the MotoGP we were on the autoroute going towards Milan
and through to Verona. At about 11am we stopped for petrol and coffee, as I walked
into the Autogrill I noticed the 250s were on the fourth lap on the cafe TV, so of
course I persuaded my companion to stop so I could watch it, then off we went back
onto the boring autoroute.
I thought to myself well the chances of seeing MotoGP in the afternoon were more
than slim! How wrong could I be! Later in the after we stopped for lunch and as we
walked into the Autogrill I noticed a huge wide screen TV on the wall of the
Jenniann Davies
A year ago I arrived back in England after a fantastic year of traveling round France,
Spain and Italy on my bike woofing! Yes woofing, or barking mad as my mother
calls it! It means ‘Willing Workers on Organic Farms’, so basically you stay on
organic farms and work for your keep. The last part of the year I was in Tuscany in
the Mugello Valley and just west of Sienna, it was fabulous and I had a fantastic
time, the countryside was beautiful and some great biking roads. Although I visited
Rome, Siena, Firenze, Pisa, and a lot of other smaller towns I never got up to Venice
so thought I would ride back there this year.
I was prepared to go in a group or on my own, anyway it turned out only one person
was up for coming with me so I went with a Harley–riding girl I had never met
before – and I ride a Fireblade!
We semi–planned a route, then changed our minds last minute as I didn’t fancy
going through Switzerland because of the cooler weather and more hilly hairpin
bends! So we went through the French Alps passing through Gap, Barcelonette and
Cueno, this bit was great lovely roads, pretty villages and all was good, then we hit
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restaurant, no MotoGP on – just
some shopping channel in Italian,
so in my broken Italian and very
clearly saying “Valentino Rossi”,
I asked the check out lady if she
could change the channel, she
couldn’t figure out how to, (thought
I was the only one who had that
issue) so I carried on and sat down
to lunch. Next thing I know another
lady has changed the channel to
EuroSport and MotoGP is underway about sixth lap, no sound but I was happy
eating my lunch and watching the race; then another worker came and turned the
sound up (in English) great, I got to watch the race and listen to the commentary in
English! The Italians can be so accommodating – and of course they all know and
love Valentino Rossi.
Well that certainly made my autoroute journey more enjoyable, even though
Rossi didn’t win! We were so fed up with the motorway by the time we got to
around Verona we went south to Mantova and decided to stay there the night…
not the most beautiful or interesting city, but hotel was good and a shower was
incredibly inviting.
We decided to cheat and
get the train to Venice so
we didn’t have to carry
luggage and could be in
cooler clothing, it was 32º
in Venice the day we went
and that was May! (Like us
here, freak weather at the
beginning of the summer,
or so I was told.)
Venice is a lovely city, full of
tourists, pigeons, masks,
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glass jewellery, ice cream and gondolas. Glad I went, but not bothered if I go back
or not! I much preferred Rome, Firenze, Pisa and Siena.
We didn’t stay in Italy long, we were very dissappointed with the south and west
side of Lake Garda, reminded me of the Alicante coast, so decided to hack it back to
France, stayed in a lovely village on the Italian side of the Alps near Aosta called
Pont St Martin. Great ride through the Alps and the Mount Blanc tunnel was not as
long as I thought, but the roads on the other side were lovely. Stayed in a very
recommended area around Lake Annecy, a beautiful and interesting area; I would
definitely go there again.
We came back a day early as the weather forecast was all change, rain and cold and
we literally just made it back to Dover before the clouds burst – and did it pour!
Oh well! Back in England. ‘Allora’!
Pictured left, opposite: Pont St Martin, Aosta, Italy
Pictured left, below: Jenniann in Annecy, Haute–Savoie, France
“I would like to add my comments as well, what a lovely picture of Linda.
All the Associate feedback forms show that Linda was very good at her observing
and well liked and appreciated by all the Associates. The training group will miss a
most valuable member. Good luck Linda come back and see us regularly.”
Rex
Missing you
already Linda!
“Firstly, Linda will be missed as an active member of our club but also as an
excellent observer with great communication skills. The classic ‘how did you feel
about the ride?’ and before you could draw breath and start being self-critical (or
not!) she would add ‘I really enjoyed that ride’ (even if the ride took place in
monsoon weather - and you are riding through rivers rather than roads!) So when
the words of ‘Did you notice?’ and ‘…You might have thought about doing…’ and
‘You could have perhaps done…’ seemed to make sense and stick! Those of us that
did have Linda, as an Observer will understand where I’m coming from. So a big
thank you from me.
Written and compiled by Jenniann Davies
Just a few words to mark the move on of an active club member and excellent
Observer. Linda Thomas has moved to Dorset with her partner, away from the bustle
of the Surrey traffic. So now we have another venue to have a weekend ride out to!
Linda will keep in touch and remain a member, and will endeavour to meet with us
on a run-out that sweeps half-way between Ripley and her new home! So, this is
not goodbye, just, au revoir.” Rosario
Here are a few things that have been said after Linda’s departure:
So I would like to wish her well in her new environment and hope that she finds
another club down there in Dorset so that others will benefit from her amiable and
fun personality and riding skills. And I will definitely be in touch with her to
organise a Dorset run to go and visit her!
Jenniann
“I would like to
endorse the
comments made by
others. It was a
pleasure having you
as one of the Senior
Observers during
my time as Chief.
Many people have
already made
complimentary
remarks about your
ability as an
Observer and you will be a hard act to follow. No doubt another IAM group in the
West Country will now benefit from your skills. I am sure that we will meet up again
on one of our ‘runs’. Best wishes in your new home.” Dave Goodfellow
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“Goodbye and thanks to Linda Thomas, who was one of the first members I met
when I joined the club eight years ago!”
“I have heard only good reports about her role as an Observer and I know she will
be sadly missed. She has always been a cheerful and friendly member of the club,
contributing when ever she can.”
I particularly remember a time when we did the Wey Valley Girls Calendar and doing
her shoot at my friend’s house, where she pretended her bike was a horse, she was
so full of fun.
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“Yep, I enjoyed the presentations that Linda did, and always found her very
approachable and bubbly.
Looking forward to a trip to Dorset, maybe we could do a weekend trip
All the best in your new home Linda”.
John Webster
“I have kind of known Linda’s unique confidence inspiring skills as a motorcyle
instructor and observer since her days with GRS Training and some of their runs
out. Will be missed...
Have fun in Dorset (what’s happening down there anyway?)”
Martin Matthews
“Linda, you are the crème de la crème, a Goddess in the pantheon of Observers.
Seriously though, you set a superb example for others to aim for.
Respect!”
Jeremy Sigger
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A new bike for
a new rider
Alan Cole
When James, our son, was eight years old we bought him a TY80 so he could cut his
teeth off-road in the hope that by the time he was old enough to ride on-road he
wouldn’t be such a tearaway as I was as a teenage motorcyclist!
In a way our cunning plan didn’t work completely because by the time he was old
enough to ride on-road, he didn’t want to. Well at least the survival plan part
worked well. More recently, however, as a 30-year old, he decided he wanted a
road bike. We were by-the-way, very young when James was born!
Living, as we now do, in Somerset, the most obvious place to begin searching was
Fowlers, in Bristol. They cover all the Japanese franchises as well as KTM and
Triumph so if it’s not there it’s not worth considering (apart from BMW of course –
well, you know where my loyalties lie).
Have you ever tried looking for a used 125? They don’t really exist in dealers
because most are trashed so quickly refurbishment of a used example costs the
dealer so much that it’s not a worthwhile proposition. Despite the size and scope
of Fowlers stock last Saturday they had precisely 3 used 125s! Or so we thought.
James reckoned a DT 125 would do as a learner bike and I agreed as I thought we
could keep it as a green laner after his test. One of the three was this model but an
over six foot 30-year old looks pretty silly on such a tiny bike. Having also tried a
Suzuki made for someone with a 25-inch inside leg measurement and an almost
equally tiny Honda trail bike he had almost decided to go the Direct Access route
and I saw my contribution to this grand scheme about to increase by about £500
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when one of the salesmen said “but you haven’t tried the Varadero”. Little did
I then know that the Direct Access route would have been the cheaper option.
Competition!
i can’t believe it’s not Arthur
“What Varedero?” was my response, as my only experience of this model was a
familiarity with Rose Younger’s and Ray Kemp’s XL1000 Vs. I didn’t even know that
the XL 125 Varadero existed! The salesman then proceeded to point out this big
bike, which I had assumed was a 600 something or other. James sat on it, I sat on it
and I knew the salesman had done his job. OK, I know it’s still a 125, everyone has
to start somewhere, but it’s a bike anyone could live with as a commuter after their
test. After all if you had to commute 20-miles across a city every day why bother
with an R1?
The 125 Varadero is big, especially so for a 125. It’s water-cooled V-twin fuel
injected 4-stroke configuration, 150Kgs and long wheelbase proportions make it
much more comfortable than a tiny 125 2-stroke trail bike. And when you’re a
30 year old learner, image is important. James has found quite a few reviews and
even an owner’s forum for the bike with comments such as “How come you can ride
such a large bike on L plates”? Even I, who detests small capacity bikes, could
easily live with a 125 Varadero!
The only trouble with this used example was that it was so expensive presumably
because decent retailable 125s are like the proverbial hen’s teeth. My mistake,
I now realise, was suggesting we checked out the price of a new one before
committing to the only used 125 Fowlers had that was worthy of consideration.
What I didn’t know was that this year saw a major revision of the little Varadero!
You guessed it; James ended up buying a new one with a little more support from
Dad than I had originally intended. Can’t wait to get it though because I’m really
looking forward to riding it – with James’ permission of course!
A
At least one of these photographs is not of veteran,
revered ROGster and highly respected WVAM club
member, Arthur Palmer. Or both might be. Or might not.
B
Tricky, eh? Using your skill and judgement, decide
which picture (or pictures), A or B – is or is not Arthur,
and give your reasons why. (e.g. It is obvious that it’s neither A nor B as Arthur Palmer is a sober,
respected member of this club and his behaviour is always very becoming of a gentleman of his
esteemed standing… ) Please also provide an appropriate caption for your chosen photograph.
If in the event that there is more than one winning entry there will be a tie-breaker, so please
complete the following sentence: “It is always impossible to overtake Arthur Palmer because…”
WVAM Member’s ad
Please send your entries entitled “I can’t believe it’s not Arthur Competition”
to editor@wvam.org.uk or hand them in at either the September or October Observed Sundays.
Closing date for entries is October 31st (Hallowe’en) and a mystery prize will be awarded at the
November Observed Sunday for the best entry in the opinion of the judging panel.
Please note: the judges’ decision is final and phone entries have already closed. Friends and
relatives of Arthur are by no means excluded from entering and are actively encouraged to do so…
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SERV
Bloodrunners
at Ryka’s Boxhill
Exactly where do we strap the blood box ?
Tim Goodman
On the first dry and sunny Sunday since it seems Noah dropped anchor, I went with
SERV to Boxhill for a day’s recruiting and fundraising. Ryka’s at Boxhill has always
been a sort of transit point, a place to start with the Wey Valley ROGs on a
Wednesday morning, meet up, refresh, debrief the ride or say goodbye, maybe
have a cuppa and then move on. So staying and spending a few hours there on a
Sunday is a bit alien to me, but I soon get into people spotting and what an
interesting bunch we bikers are.
One such example was the guy in the open face helmet complete with Viking horns
and studs, out for a day on his cruiser, teaching his wife to ride her bike. Carrying
a blood box on the back would have been shall we say ‘a challenge’ on his custom,
so I settled for telling him how we could get blood to anywhere within our region
within two hours and that we completed over 550 calls last year alone.
The café racers argued about whether the boxes would be better on the tank for
a wheelie, or the tail for a stoppie, after I mentioned that platelets have to be kept
agitated when in storage or transit. I wasn’t sure they would be able to give us
a two nights a month commitment to be on call, as they seemed to be more intent
on partying when the sun goes down. Of course the French guy on his Voxan twin
(a kind of Gallic Ducati) which looked and sounded a lot better than most other
French automotive efforts was ‘naturellement’ unable to get to the Blood Bank in
Tooting within 30-40 minutes from home, but he did think it was bit odd that we
had to raise money to do this kind of work. A few more Euros in the pot anyway,
and his American girlfriend was amazed that this spontaneous free bike show went
on every weekend.
I realised what a great day out everyone was having, all the other SERV volunteers
with me were chatting to folks, kids sitting on our leerily marked up fluorescent
Honda Deauville soaking up the sun and burger fumes. Some old boy worried about
imperial ball bearing sizes for his BSA, said he couldn’t help us because he didn’t
have a mobile phone, so we couldn’t text him with job details. He could always join
us as a coordinator, but was likely to be in bed on double Ovaltines by eight, so
I let that go!
Remembering that my mission was to recruit more volunteers for our nightly
“Bloodrunners” service and rattle the collection box a bit, it meant I’d look at who I
was going to blunder into first, what they ride and try to judge the best approach.
What a great surprise, everyone was keen to listen to how SERV works at nights and
weekends to deliver urgently needed blood products on demand to Hospitals
across Surrey, Kent, and Sussex. Hands went into pockets dragging out the coins
when they found out we are an entirely voluntary organisation funding our own
expenses to keep the service running. The mixture of folks browsing the bikes was
enlightening, I met all sorts, born-agains, wanna-bes, café racers, Fred Dibnah’s,
kids, families and the ‘extras’ from every chopper movie.
By 4.00 in the afternoon, I was off to return the Deauville to Sussex SERV as we are
still raising the money to get our own dedicated bikes in Surrey and they would
need it in time for the phone calls to start from 7pm. The Deauville’s a far nicer bike
than I ever imagined it would be, it’s smooth, comfy, and it does what it says on the
tin. Exciting? No, except for the wooden brakes, but capable most definitely.
I respect it much more now as a good all rounder that will work for you whenever
and wherever you want it to. Hi-Viz clothes, headlights and eyeball searing
paramedic graphics meant nothing however to the dozy git on the roundabout in
Shoreham whose SAAB sailed straight in front of me in a graceful curve, utterly
oblivious to my presence. So remember this: even on a Blood Bike you’ve got to be
bloody careful out there! Ta. Ta.
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Since 1981 SERV ‘Bloodrunners’ have
been delivering blood products between
the hours of 7pm and 6am every night of
the year. The service is free to NHS
hospitals within the South East of England.
The charity is always looking for new
riders, if you would like to help please look
at our website www.serv.org.uk or email
membership@serv.org.uk
Registered Charity 284455
Scandinavia tour
May/June 2007 –
an adventure!
Tom Gould
I wanted to write about my recent experiences on what was a rather eventful trip
to Norway, Sweden and Denmark. The plan was to take the ferry from Newcastle
to Stavanger in Norway and ride through Norway, Sweden and Denmark over two
weeks and catch the ferry from Esbjerg in Denmark back to Harwich.
There was to be four of us on three bikes: my brother Adam on his 2006 Triumph
Tiger, my mate Matt on his 2003 Kawasaki ZRX1200 and my wife, Steph, and me
on a 2001 BMW R1150RT.
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Having booked the ferry with plenty of time, we received a phone call from the ferry
company telling us our ferry had been cancelled and we needed to change our
crossing. We changed from the Sunday night crossing to the Friday morning before,
departing at 09:00. This meant we needed to stay at a Travelodge the night before
or drive through the night to get there. I wasn’t keen on that – Matt was even less
keen coming from Yeovil. The plan for the trip was to go camping apart from one
B&B booked in Gothenburg.
Steph and I met Adam at Northampton services on the M1 and hacked through the
miles to the Travelodge at Sedgefield. We got there to find Matt absent. He arrived
45 minutes after the rest of us having spent two hours in Newbury trying to fix the
makeshift mounting plates he had used to adapt the second hand Givi rack and
panniers to his bike.
The following morning we headed for the ferry at 07:00. It was a good job we left
The Editor quizzes Mike Davidson
plenty of time as we needed to go through the Tyne tunnel and pay the toll. Even
at that time in the morning it was busy. We were all very grateful to be on bikes.
After a very long and boring crossing of the North Sea we awoke to a clear blue sky
and bright sunshine, just what we asked for. Stavanger beckoned - our first stop
in Norway.
We only covered about three miles from the ferry that day to the campsite and had
to wait for the office to open at 09:00 so that we could register, pitch our tents and
go back into town to explore. Here we found out exactly how expensive food and
alcohol was.
Next day on our way from Stavanger to Bergen, we encountered our first of three
Fjord ferries that day. It started with a steep down hill entrance road, fortunately
with a flat bit near the loading barriers. Once on the ferry my bike seemed to roll
over on its side. I am sure I put the side stand down, but as I leaned it over it rolled
forward a bit and lay on its side. I am sure it just wanted its belly rubbed or
something!
We had a day off in Bergen which turned out to be a national holiday. It did not
affect our day too much, just that the buses from the campsite ran a Sunday service
and the museums were closed. The larger shops were open and we found
somewhere to eat that wasn’t McDonalds.
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We had the bikes set up so that I could talk to Steph on our rider to pillion
intercom, she could then speak on a bike to bike intercom to both Adam and Matt.
This arrangement seemed to work well until I inadvertently spoke at the same time
as one of the other guys. This resulted in getting smacked from Steph and me
panicking that something was wrong.
Moving on from there we headed east to Flam, took the train up the valley to Myrdal
and walked the 21km back down. After seeing Flam we back tracked 15km to
Gudvangen in order to catch yet another ferry to Kaupanger. It was a two hour trip
through some of the highest sided Fjords in Norway – spectacular! In the middle of
the Fjord an on-coming ferry pulled along side and the post was passed across. We
got riding properly at about 14:00 that day and were making good progress along a
lovely twisty road on the edge of the Fjord with beautiful views towards Sweden.
The roads in Norway have an 80km speed limit and that was about all you wanted
to do along them. The road narrowed suddenly with an on-coming coach, so
I braked and pulled over to the side of the road in order to let him through.
Unfortunately Matt behind me didn’t. There was a screech and a sickening scraping
noise and a thump. He had ridden into the back of my bike, ripping the right
pannier off and folding the number plate up on to the top of the tyre. Matt was the
other side of the Armco rolling on the floor clutching his right leg. After a few
minutes of organising ourselves, I headed off for help and Adam gaffer-taped bits
of Matt’s bike back together. An ambulance soon arrived, they checked Matt over
and decided he needed to go to Hospital at Forde (100 miles North West).
Fortunately Steph can ride and she offered to ride his bike to the hospital, so that
at least he and his kit were together.
While Steph got used to the bike we left Adam to follow the ambulance. However at
the next village, Gaupne, we met Adam where he told us that Matt had gone to
Hospital a little faster than we could follow him, under blue lights. At this point we
decided my pannier really ought to be strapped on: that bungee strap Adam was
carrying came in handy. We carried on at our own speed. The road to Forde was
fantastic and at one point we rode right under a glacier, through a tunnel.
We met back up with Matt in the Hospital at 20:00 that night (Five hours after the
accident). He was in a bed looking quite good, until he explained he had broken his
leg and both bones in his ankle. That was the end of his trip. We stayed another
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night because they said they were going to operate the following morning to pin
the bones together. We spent the day drying things out that had got wet and
changed the B&B booking in Gothenburg to only three people and to two nights
instead of three because we were now behind schedule.
was quite well organised for Matt. We left him that night in order to continue the
trip the following day. We made sure his bike was safe, parked somewhere he could
find it, and that he had enough money and reading matter. That was a sad moment,
but not as sad as I felt the following morning when we had to set off with out him.
We returned to the Hospital at about 14:00 expecting him to have been operated
on. He hadn’t been but had started phoning round his insurance companies and
That day was a long one covering 310 miles across beautiful country roads at
50 mph! We crossed between frozen lakes and picturesque warm valleys. Towards
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the end of the day, on a mountainous stretch the bungee holding the dodgy
pannier on decided to break and it flew off the bike, unnoticed by us. Steph heard
through the intercom “Luggage away” and “Your pannier has fallen off”. I turned
the bike around to find Adam fishing in a stream on the side of the road for our
rather soaked pannier. We opened it and rang out the towel on the top and decided
we could do no more until we got to the campsite. I happened to have a couple of
bungee straps that would hold the pannier on and so used those.
Shortly after the pannier issue, we came across a car going very slow, as I went to
overtake it, it sped up. Thanks a lot! Just to find the road suddenly went twisty with
wind-blown sand and gravel strewn right across it. I gingerly touched the brakes
and looked in my mirrors to see what had happened to Adam. At that point he was,
unintentionally (so he tells us), getting his own back on the car driver by going kind
of sideways in the style of a speedway rider and covering the car in a cloud of
gravel. Steph relayed what came over the intercom, words to the effect of, “I think
I just sh1t myself!” As soon as we could we bought two spring clip straps for the
pannier and they seemed to hold fast and looked like they would last the trip.
The next day we crossed the border into Sweden and carried on the very boring
straight tree-lined roads until we arrived in Mora in Central Sweden. Nothing but
pine and birch trees – not a moose in sight. We stayed here for two nights, had a
look around the town and generally chilled out.
on the move again. Once we got to the BMW dealers they established they had the
part but it was 4pm and all the mechanics were knocking off for the day. They said
we were welcome to use their workshop to fix it and they would help if they could.
As it turned out a very nice technician stayed behind to help and we had it fixed
between us in 30 minutes.
Whilst we repaired the bike Steph made another call to the Gothenburg B&B to
explain the latest delay and that we would probably arrive at about 22:30!
The following day happened to be a bank holiday in Sweden, the 6th June is
Sweden Day. Again most of the main shops were open and lots of people were
dressed in traditional clothes taking part in parades. We took a canal tour and
visited the botanical gardens. Gothenburg also has the largest theme park in
Scandinavia which was good fun.
We travelled south to Malmo to use the bridge which becomes a tunnel: the link to
Denmark. The motorway past Copenhagen was a bit of a shock. After nearly two
weeks of lovely country roads we were back into city culture with people driving too
close and too fast. We slipped off the main track and found a lovely quiet campsite
Another long day ahead, Gothenburg was our destination and a comfortable B&B.
We had our morning coffee break at Filipstad having made pretty good time up to
that point. When I restarted my bike the battery light remained on even after
I blipped the throttle. As my alternator belt had been squealing before that point
and now wasn’t, I guessed it had gone. We continued with the journey to see how
far we would get hoping to make Gothenburg and find a dealer to repair it. It gave
up the ghost about 30 minutes later and resulted in a three hour wait on the
roadside, after contacting Carole Nash recovery services to be rescued. A very nice
‘Benni from Abba lookalike’ turned up and took us to Karlstad, about 60km and
only slightly out of our way. Unfortunately he only had one seat in his cab, so after
throwing our kit in the bunk behind the seat, Steph took the spare seat, I was
perched on the centre console. A slightly uncomfortable ride, but at least we were
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on one of the Danish islands. The following day we took a day off sight seeing and
hired some bicycles. The trip to Esbjerg from there was fairly uneventful and we
arrived in plenty of time for the ferry and with everything intact.
The crossing was again very pleasant and a calm one. We left the ferry at Harwich,
waved goodbye to Adam who was heading north and we travelled west for home.
Within 15 minutes I had Steph on the intercom saying the pannier had jumped off
the rail. I pulled over as soon as I could, eager to just get home and end the trip. I
re-mounted the pannier and tried to tighten the straps. The first one came away in
my hand because it had worn right through. The other one held until we got home.
Would I recommend a trip to Scandinavia on bikes. Definitely!
Do I want to do that trip again? Without the incidents that occurred probably and
once my bike is repaired. It is definitely a wonderful place to visit.
Bike squad success
on Ride to Work Day
Now then where to go next year?
Tom Gould
Ride to Work Day, 18th July, was a success as hundreds of motorcycle and scooter
owners across the country headed to work on two wheels as part of a national
campaign from the Motorcycle Industry Association (MCI).
Announcements: social
Pictures wanted for the 2008 calendar.
We would like to be able to give all members FOC a calendar for 2008, but we need
new photgraphs for it. Please can anyone who has taken any pictures on trips they
have been on this year (that they don't mind sharing) send me a personal message
so we can sort out getting them to me.
If I don't get any, you will all have to suffer pictures of my bike and the Nurburgring
Ideally I'd like the pictures asap, but definitely by the end of September. Please
contact me, Simon Elkins at Social_Events@wvam.org.uk or PM me via the Forum.
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Ride to Work Day, part of National Motorcycle Week, has been highlighting the
number of motorcyclists in the UK and the social, environmental and economic
benefits of two-wheeled powered vehicles since it was first launched in the UK,
by the MCI in 1999.
This year, ‘motorcycle squads’ rode to work through major cities across the country,
including Birmingham, London, Edinburgh, Glasgow, Cambridge, Middlesborough,
Preston, Bristol and others, carrying messages on their high visibility vests to
encourage their fellow commuters to join the two-wheeled revolution.
The squads were organised and supported by the Institute of Advanced Motorists
(IAM), BikeSafe, British Motorcycle Federation (BMF), Motorcycle Action Group
(MAG), RAC, City Bikes Couriers and manufacturers including Piaggio, Aprilia,
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Honda, Harley-Davidson, Kawasaki, BMW, Suzuki, Triumph, Ducati and Yamaha.
MCI’s Craig Carey-Clinch said: “We wanted to raise awareness about the
forthcoming 2DLD legislation (Second European Driving Licence Directive) and to
promote the benefits of getting on two wheels in order to motivate those who don’t
have a full motorcycle licence to get one now.
“We recently commissioned a piece of research which highlighted the amount of
time and money that people in this country waste driving to work in cars every day.
The research also revealed that a fifth of British people are jealous of the
motorcyclists who pass them in commuter traffic every day. The idea today was to
persuade them that rather than sitting in traffic feeling frustrated, they should take
their bike test and join them!”
The motorcycle squads wore high visibility vests carrying messages including Stuck
in another jam?... Fed up of traffic?... Wish you had a bike?...and I’ll be there before
you… all followed by the URL for the campaign’s website
The Second European Driving Licence Directive, or 2DLD, will come into force in
September 2008 and will introduce new elements to motorcycle testing and training.
The new manoeuvres, including the slalom, figure of eight, hazard avoidance and
cornering skills, will all be tested during the new off road test which will be held at
super test centres.
There is concern about the additional expense to take the test, the increased cost of
training and the fact that the number of test centres across the country will
significantly reduce from the current 260 to approximately 60.
With the prospect of facing longer waiting lists for tests and possibly more expensive
training, many would-be motorcyclists are likely to take their test over the next two
Summers before the new legislation comes into effect.
For more information please visit www.takeyourbiketestnow.co.uk
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From RussiH
with love...
Alan Goodall
Well not Russia exactly – more the USSR, more specifically the Ukraine. So what is
it, and why.... Well, put simply it is a 1990 built, 1930s designed BMW twin that
those pesky ruskies nicked the plans for in the post war carve up. The Brits stole the
plans to a DKW which became the Bantam, while our red friends have been
knocking out boxer engined contraptions of one shape or other ever since – and
their neighbours, the Chinese have also been at it; making these bikes which were
at the forefront of technology and design around the time the Empire State building
was being erected, and RCA introduced the Long Playing Phonograph record.
So it’s a 1930s BMW with a side car attached – the whole box of bits weighing in at
twice the weight of a Fireblade. I haven’t got it running yet, but will write this article
over the next few weeks as I labour on the beast – now christened the (Russian)
Bear. That’s right – I bought it as a non runner. Still I’ve done some research (which
it may have been wise to do before buying the thing... ) and have identified the
weak spots, so to speak:
Handling – yep it has handles. Next question?
Performance – should be good for 55mph on a good day, so 0—60 is not really
applicable.
Reliability – Well, the carburettors do apparently have a tendency to spray your
boots with petrol. Then catch fire. The electrics are of a vintage persuasion with the
precision manufacture you’d expect from a Russian machine. The ignition is a low
tech points system housed in a metal arrangement described as the ‘Mixing Bowl
of Doom’ by one of the few companies who still can supply parts. The generator is
fortunately not the slightly earlier model which is affectionately known as ‘The
grenade’, so called as it has a reputation for stopping dead with no warning. And
while it can stop dead quite happily, the collection of little spinning gears that drive
it all the way from the crank can’t stop dead. But they can shatter, and they like
everything else in close proximity to join in the fun.
Braking – state of the art twin leading shoe up front, normal single leading shoe at
the rear, and nothing on the half tonne of ballast that hangs off one side. Currently
the brakes don’t work. Not at all. Almost killed me rolling off the trailer when I got
it home....
So apart from the fuelling and the electrics are there any other weak points? Well,
yes I’m afraid – basically anything mechanical is questionable – and they seem to
have tendency to break crankshafts.
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Styling – Drop Dead Gorgeous. These things look the Dogs.... But then again
beauty is in the eye of the beholder.
So where do I start getting the Bear back on the road? Obviously a mechanical
numpty like myself will think about the cosmetic things first – and I posted a
request on our web site for some assistance in identifying how I could go about a
complete refurbishment – and still have enough change out of a tenner for a pint.
Jeremy’s suggestions of Dulux were dismissed – Alan Cole’s comment that he had
had some success using Smooth Hammerite were encouraging – he advised he had
painted a gate with this stuff and it looked quite good – for a gate... The jury is still
out on this.
Electrics – I’ve ordered a new battery – but I’m being optimistic as I can’t get a
spark at the minute. I have faith, and have discovered a nest of wiring under the
‘dashboard’ that I can’t wait to get my hands on. I’m armed with a trusty multimeter
and have a complete lack of electrical knowledge or experience, but how difficult
can it be? Surely it’s simply going to be loose connection needing tightened up.
So I expect to have this sorted out with the money left over from the paint job
(maybe the pint will need to become a half though).
Carburation – I am not sure of the flame retardant qualities of my Gaerne size tens,
so am fitting a pair of Mikunis that came off an RD400 (I think). My knowledge of
gas flows, venturis, fuel atomisation and so on is right up there with my electrical
expertise – so again I’m confident that quick wipe with an oily rag and we’ll be
in business.
breathers. So what we actually have is a nice 19mm funnel to catch any rain water.
On the basis that there is some compression, and that without fuel or electricity
reaching the combustion chamber it’ll never run, I’ve decided to do nothing
mechanical until I’ve resolved electrical and fuelling issues. It could be a long wait…
Electrics I managed to get some charge into the old battery and wired it up.
Turning on the ignition key some of the lights came on. I tried to switch the lights
off knowing the battery was bit kak and it blew a fuse. So changed the fuse and
repeated - same thing. Doh! Changed the fuse again and left the lights on this time.
Horn works by the way. Indicators, slightly less promising. So out with the spark
plugs and turned it over – expecting a lovely bright blue spark... well any sort of
spark... errr… well that’s me buggered.
So back on the Tinterweb and see what I can find out about electrics, coils,
condensers and such like. (Can’t imagine undertaking anything like this without the
internet by the way). Not a lot about Dnepr to be found, but on the basis that it
can’t be that different form an old BMW I have learned quite a lot. Chiefly, don’t buy
anything with dodgy electrics, and especially don’t buy anything old with dodgy
electrics. I also found how to make a detonator to ignite Semtex using an old coil –
who knows when this could come in useful. So now I’m thinking that I should
bypass all the wiring on the bike and simply connect up the points, coil, condenser,
and battery and see if I get a spark that way – if not then I’ll start playing with the
individual components.
A few weeks pass...
Mechanical bits – I’ve drained the oil. Not bothering with the filter (cos it doesn’t
have one – well it has a centrifugal arrangement inside somewhere – probably best
left alone). Three lots of oil to change – the engine oil that came out was black.
I’d say it was due a change. The gearbox oil was, well black I suppose, apart from
the grey sludge which formed a nice pattern like the Nile Delta on my waste oil can.
The box at the back (I don’t even know what it’s called!) where the shaft drives the
rear wheel didn’t have oil in it. It looked more like clay. The Nile Delta was
destroyed in a massive mud slide. Not promising. You see I have already discovered
a design flaw with this machine. The dip sticks are attached to 19mm nuts that you
open to put the oil in. These nuts have a concave centre, and a hole to act as
So I’ve now prised my way into the nest of cables that reside in the headlamp unit –
and guess what, all the wires are the same colour. So routing anything through is
harder than negotiating Paris’s Périphérique using nothing but SatNav (GPS isn’t so
good in the tunnels).
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Abandoning this I have tried wiring the coil directly, but still can’t produce a spark –
so maybe the coil is gaga. What I now need is a coil I know is working to test it with
– if I can at least generate a spark I could lash everything together and have a go a
starting the beast; but with no spark.... I am leaning towards buying new electronic
stuff, which at £140–ish kind of blows the budget.
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Some more time passes...
OK, so I’ve given up on the existing
coil, and not having a spare (or being
brave enough to borrow a coil off one
of my other bikes) have sought out a
complete new ignition system which
is one of these modern, new fangled
breaker-less electronic whizz bang
boxes – complete with shiny new
coil. The ones I found previously were
around the £140 mark, but I’ve found
this unit at less than half that price.
89 US Dollars to be precise – only
problem is it’s in Moscow – but the
guy has promised to send it to me. So
caution to the wind I’ve sent my
money and we’ll see what happens.
I’ve also learned some more about
the differing fuel atomisation
requirements and intake air velocities
of 2– and 4–stroke carburation and
am starting to question the wisdom of the RD400 carbs. Still, no point worrying
about this until I get a spark and see if the thing will run at all.
made up of the ubiquitous brown folding stuff. But I must say I am more than a
little bit excited.
First chance I get the ‘Mixing Bowl of Doom’ is removed and this new fangled
electronic stuff is bolted on. HT leads are cut from the old coil and connectors
fashioned to fit the new coil.
The carbs are cleaned and then filled with petrol using a syringe. The coil is
connected to a battery via a coil of wire, and the battery is earthed to the frame via
an improvised clip. The filters are sprayed with ‘Easy Start’ and then the beast is
given a kick. After a lot of swearing my foot is removed from the small gap between
the sidecar and the bike where the kick start squeezes through and then I have
another kick. Then another.
Then an amazing thing happens – the bear growls into life. I have a grin like a
Cheshire Cat as I blip the throttle as the two carbs drain before silence returns.
Big milestone reached – now I feel I can start re-wiring and preparing everything
Another two or three weeks pass....
Guess what turned up in the post? A brown paper parcel tied up with string – no
sticky tape in sight. Looks kind of like a small bag of vegetables waiting to be
placed under the arm of a peasant. Attached to the string by staples are two pages
of customs documentation in two languages – French and Ruskie. At least I guess
it’s Ruskie as that’s where the package has come from and all the letters are the
wrong way round and strange looking. This second language (Cyrillic?) is what is
used on the useful set of instructions that came with the box of bits. Still no sticky
tape inside the package – but everything is neatly wrapped up in more brown
paper. Even a few bolts and washers are wrapped together in a small envelope
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ready for going back on the road. New throttle cables are needed, as is a new
twistgrip. The Front brake lever has no brake light connection so this will need
changing for an MOT. And I guess I’ll need to investigate where the brakes are –
hopefully new cables and a bit of TLC will get them working.
Some more time passes…
I have a new front brake cable made to measure by Venhill in Dorking (thanks Rick),
the electrics are all bolted on and the beast generally starts after a few kicks. I’ve
decided to keep the existing twist grip and I’ve repaired the old throttle cables with
a lot of sticky tape and some old brake pipe. (budget blown already).
Once the engine is running I can hear it is a tad rattly. Ok sounds a bit like a chain
saw going through a Ford Cortina; so a look at the tappets is in order. The book
says they should be around 0.07mm which is pretty tight I reckon. Maybe push rod
engines run tighter tappets as they open more with heat expansion or something.
But my tappets are not set this tight – in fact all four are nearer half an inch! The
feeler gauge goes in sideways! One of them is so loose the cap on top of the valve
has fallen out and the rocker is working directly on top the valve stem. Amazing it
ran at all. Anyway soon got it all tightened up and the beast actually sounds quite
civilised now.
I’ve been back and forth over the Ranmore Common road, up to Newlands and
so on round about and have not had so much fun on a bike in ages. Where ever you
go people stare – forget an HM Plant Ducati replica, if you want attention get one
of these. Old duffers can’t wait to chew the fat. Old women look nostalgically,
remembering the days when sidecars were standard family transport, and kids all
point and scream and laugh – Wallace and Grommit – you bet.
Go to Boxhill, or Newlands Corner and it gets swamped – I park up, then get a cup
of tea and just people watch everybody from the Race Rep knee slider brigade to
the his-and-hers matching leathers tourer types examining it.
And when it’s time to go – just snick it into reverse and back it out of the space and
watch the jaws drop.
Me, I just love it.
I took it for an MOT and wey hey! It’s now legal! Insurance came in at around a fiver
– so with road tax, a crash helmet for me and my lad on pillion – and Susan in the
chair we hit the road on a fine summer’s day. Pushing the boundaries of
exploration we must have ventured almost two miles from home at one point when
the early indications of a break down first appeared. Nothing major as it turned out
– the generator wasn’t charging so eventually the coils run out of spark. We must
have looked quite funny pushing it home that first time. The second and third times
I guess the amusement of the neighbours wore off. Amusement of Susan best not
mentioned.
The trail of oil everywhere we go I guess will upset a few people too. Everywhere we
stop a pool of Halford’s finest multigrade ends up on the ground below. Oil leaks
out of every joint, gasket, seal and the odd cracks in the casings. When the bike
stops the smoke that comes off the engine and the exhaust is alarming, but it
hasn’t caught fire yet. My boots are nice and waterproof now though.
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43
Only a fool follows
the Two Second Rule?
Rex Hawkes, Chief Observer
The general guidance given to motorists for the following distance behind another
vehicle is two seconds, we have all heard the rhyme “only a fool breaks the Two
Second Rule”. The questions is, does this work for all situations, speeds and
conditions and what about the vehicles following you?
The Highway Code gives what are termed “ Typical Stopping Distances” these used
to be termed “Shortest Stopping Distances” in the previous edition, a significant
change of emphasis. In fact, typical stopping distances depend on quite a number
of factors that include, but are not limited to:
n
The type of vehicle (e.g. moped, family saloon, van, artic etc.)
n
Type of braking system (drum brakes, disc brakes, servo, ABS etc.)
n
Condition of braking system (worn pads and discs)
n
Condition of tyres
n
Type of tyre, compound, construction
n
Tyre pressures
n
Road surface friction co-efficient
n
Weather
n
Applied braking force
n
Mass of vehicle and load
n
Time of year and use of summer or winter tyres
Let us now analyse the Highway Code’s “Typical stopping distances” and these are
presented below:
Highway Code typical stopping distances
Speed
mph
Thinking
distance:
metres
Braking
distance:
metres
Overall
stopping
distance:
feet
Overall
stopping
distance:
metres
Overall
stopping
distance:
car lengths
20
6
6
40
12
3
30
9
14
75
23
6
40
12
24
120
36
9
50
15
38
175
53
13
60
18
55
240
73
18
70
21
75
315
96
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Please Note: This table was originally presented in ‘old money’, feet, and the
distances have been rounded to now be in metres.
The thinking distances relate to approximately 0.7 seconds or your reaction time.
This can obviously be quite different between a driver who is aware and good at
analysing the situation ahead to one that may be distracted by a mobile phone or
the radio. Some people seem oblivious to what is happening in front and react with
a knee jerk panic.
So the question arises is the two second rule acceptable for the best and worst
conditions and all vehicles?
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Motorcycles are a special case, having only two wheels (less braking force than four
wheels) and exhibiting most effective braking when upright. Also the most effective
braking arrangement is using the front brake just before applying the back brake
and then progressively together (for road use).
In terms of the following drivers they are faced with the vehicle in front braking so
the thinking time of that vehicle has already elapsed. In principle the following
vehicle will need to react and brake in the front vehicle’s braking distance to
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maintain a safety distance. There could also be significant differences in the
vehicle types and braking efficiency.
Vehicle
60 mph
Following
distance:
metres
at 2 secs
Thinking
distance:
metres
Braking
distance:
metres
Overall
stopping
distance:
metres
Gap
at end
of braking:
metres
Lead
vehicle
N/A
N/A
55
55
N/A
Following
vehicle
54
18
55
73
36
Most of us ride abroad and some motorways have higher speed limits. Let us now
look at the stopping distances involved:
Higher speed stopping distances
Speed
mph
Thinking
distance:
metres
Braking
distance:
metres
Overall
stopping
distance:
feet
Overall
stopping
distance:
metres
Overall
stopping
distance:
car lengths
80
24
98
400
122
31
90
27
124
495
151
38
100
30
153
600
183
46
110
34
184
715
218
55
120
37
219
840
256
64
Given that the following driver reacts in the ‘standard’ time and commences
effective braking to match the lead vehicle then when both vehicles are stopped
there should, in theory, be a 36m gap. But as the following vehicle is travelling at
27 metres per second one can see that the gap can easily be eaten up be
distraction.
Let’s now review a speed of 100mph, which vehicles frequently travel at in the UK,
albeit illegally:
Vehicle
100mph
Following
distance:
metres at
2 secs
Thinking
distance:
metres
Braking
distance:
metres
Overall
stopping
distance:
metres
Gap at end
of braking:
metres
Let us now analyse the characteristics of an emergency stop at 60 mph:
Lead
vehicle
N/A
N/A
153
153
N/A
Speed
mph
Thinking
distance:
metres
Braking
distance:
metres
Overall
stopping
distance:
feet
Overall
stopping
distance:
metres
Overall
stopping
distance:
car lengths
Following
vehicle
89
30
153
183
59
60
18
55
240
73
18
The overall stopping distances dramatically increase and also the thinking
distances become quite significant. You only need to be distracted for an instant,
at the higher speeds, for the thinking distance to be greater than the average
drivers following distance, as seen on our motorways every day.
The following vehicle is at the two second gap when the lead vehicle commences to
emergency brake. So the following vehicle has to react and brake.
46
47
Lets now review a speed of 30mph
Vehicle
100mph
Consider now the MIRA data for the Pan European and what the Highway Code
stopping distances would be at 30 and 45 mph:
Following
distance:
metres at
2 secs
Thinking
distance:
metres
Braking
distance:
metres
Overall
stopping
distance:
metres
Gap at end
of braking:
metres
Lead
vehicle
N/A
N/A
14
14
N/A
Following
vehicle
27
9
14
23
18
So the guidance seems correct and following at two seconds appears to be OK,
based on the Highway Code data.
Vehicle
speed
Thinking
distance: metres
Braking
distance: metres
Overall stopping
distance: metres
30mph
9
14
23
45mph
14
31
45
So the Pan European brakes well within the distance on a dry road going up a slight
incline. Note however, the other vehicle distances – the laden Fodden in particular.
Vehicle
30mph
Following
distance:
metres at
2 secs
Thinking
distance:
metres
Braking
distance:
metres
Overall
stopping
distance:
metres
Gap at end
of braking:
metres
Pan
European
N/A
N/A
7.69
7.69
N/A
Laden
Fodden
27
9
20.68
29.68
5.01
Vehicle
45mph
Following
distance:
metres at
2 secs
Thinking
distance:
metres
Braking
distance:
metres
Overall
stopping
distance:
metres
Gap at end
of braking:
metres
Pan
European
N/A
N/A
14.1
14.1
N/A
Laden
Fodden
40.23
14
31.3
45.3
9.03
Now look at this:
Comparative braking distances – conditions: slight incline, good repair, fine and dry, 19°C
Vehicle
Weight
Braking distance (metres)
30 mph
45 mph
DAF Crew Cab (Laden)
Picasso
Mondeo
Bomb Disposal DAF
Leyland Drops (Laden)
Leyland Drops (Unladen)
Foden (Laden)
Foden (Unladen)
Tavern (Armoured Personnel Carrier)
Saxon (Armoured Personnel Carrier)
Volvo Self Loader FL12
IVECO Dump
PINZ
Military Land Rover (TUM - LWB)
ATMP Super Cat
Honda Pan European solo M/C
11.6 Tonnes
1.3 Tonnes (ABS)
1.4 tonnes (no ABS)
10.9 tonnes
32 tonnes ABS
15.09
7.26
7.14
11.07
14.15
10.90
20.68
14.50
16.92
16.79
14.53
18.90
10.36
7.31
11.05
7.69
Iveco tractor and trailer Unladen*
Iveco tractor and trailer Laden*
Seat medium family saloon*
36 tonnes ABS
6.7 Tonnes ABS
6.9 tonnes ABS
15 Tonnes
3.85 Tonnes
42 tonnes (ABS)
34.62
18.00
25.36 (19.7 Skid)
26.19
32.18
22.80
31.30
23.80
33.30
28.14
31.95
23.11
20.85
13.37
22.50
Brakes: cold 14.1
Brakes: warm 13.58
Brakes: warm + 12.47
It can be seen that the gap behind the Pan European after the braking is fairly
minimal and only a slight distraction of the Fodden driver could have caused the
vehicle to run into the bike.
17.70
27.00
8.50
* MIRA - slight down slope, warm and dry good surface
48
49
What about wet conditions – where braking distances increase by 25 — 30%?
Vehicle
30mph:
wet
Following
distance:
metres at
2 secs
Thinking
distance:
metres
Pan
European
N/A
N/A
Laden
Fodden
27
9
Vehicle
45 mph:
wet
Following
distance:
metres at
2 secs
Thinking
distance:
metres
Braking
distance:
metres
Overall
stopping
distance:
metres
Gap at end
of braking:
metres
Pan
European
N/A
N/A
18.33
18.33
N/A
Laden
Fodden
40.23
14
Braking
distance:
metres
Overall
stopping
distance:
metres
Gap at end
of braking:
metres
10
10
N/A
26.88
35.88
1.12
40.69
54.69
3.87
Observations
The danger to riders therefore can be from tailgating following vehicles, which
although known, is not something that we riders consider when worrying about our
following distance. The braking performance of sports bikes and those such as
BMWs with servo assisted ABS braking is very efficient.
Riders therefore not only need to maintain a safe following distance, they also need
to observe the gap behind and adjust their following distance to allow more
braking distance in typical driving conditions and particularly the wet.
particularly in wet conditions where the water shedding properties need to be
maintained.
What if the brake pads and discs are worn?
What if the surface friction coefficient is reduced such as on Stone Mastic Asphalt
(SMA) surface roads? So take care, make frequent observations and think carefully
when updating your riding plan.
Next Intercom copy deadline
FRIDAY 26th OCTOBER
It is nice to see that the contributions for this issue are not all
from the usual few. This is in part due to having to ask for
contributions, and then receiving what you see here at the last
moment.
Hopefully you all enjoy reading the articles, but in order to
maintain the quality of Intercom we need more and varied
submissions.
This is your club, and Intercom is a reflection of the club’s
members and what you get up to, so please send us
contributions, no matter how large or small, with or without
pictures, or even just pictures on thier own.
If every club member wrote one page a year, we'd have 100 page
Intercoms each time!
Consideration also needs to be given to the type of following vehicle as the braking
distance can differ considerably.
What if the following driver has been drinking alcohol?
What if the tyres are worn? The minimum tyre depth recommended is 3mm and
50
51
WVAM
club
BBQ
August 2007
52
WVAM all-round good guy Tim Goodman
recently played Mein Host to the annual
WVAM club BBQ. As you will see from the
accompanying pictures, not only was it
the only sunny day in the whole of the
summer of 2007, but a jolly good time
was had by all. Well, nearly all…
53
And finally, a very big
WVAM committee members 2007/8
Chairman John Webster
THANK
YOU
Secretary Tim Robinson
Treasurer Jeremy Sigger
Chief Observer Rex Hawkes
Membership Richard Harris and Charles Hooker
Regular Riding Events Co-ordinator Graham Newton
Webmaster Graham Saunders
TO
ALAN COLE, TIM GOODMAN AND PETE HEATON
Women’s representative Jenniann Davies
…who each stood down from the Committee at the last AGM,
Branding, Design and Communications Michael Darby
having all served WVAM with great enthusiasm and commitment,
Off Bike Social Co-ordinator Simon Elkins
as well as unselfishly giving many hours of their time, patience,
good humour and considerable skills, having carried out the roles
External Communications Rosario Henshall
of External PR, Webmaster and Intercom Editor respectively.
Intercom Editor MIchael Tanousis
WVAM needs more people like these gentlemen
and what’s more, their boots will be difficult to fill.
To contact any committee member please use the Forum bulletin board
or Private messaging (PM) system. Thank you.
Cheers fellas!
Please note that the views expressed in this magazine are the views of the authors and not necessarily the views of, nor are they necessarily
endorsed by Wey Valley Advanced Motorcyclists (WVAM) or the Institute of Advanced Motorists (IAM).
54
55
0845-2510500
www.motoselect.com
The Honda Solus Dealership in the South East for all of your
motorcycling needs, from New Honda Motorcycles and Scooters
to quality Used Machines from all manufacturers, top brand
names in Clothing and Accessories.
Opening Times:
Mon – Fri 08:30~18:00,
Sat 09:00~17:00,
Sun CLOSED
With a high specification workshop and top class technicians to
cater for your All Makes Servcing and MOT needs.
A WIDE RANGE OF DEMONSTRATION MACHINES AVAILABLE INCLUDING
CBR1000RR, CBR600RR & CB600F
9A Farnham Trading Estate, Farnham, Surrey, GU9 9NN – Just off the A31
Shepherd & Flock Roundabout overlooking Sainsburys Water Lane
Superstore car park

Intercom Autumn 2006 Number 22

Transcription

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