tug october 2015

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Welcome to TUG

October 2015

Chairman’s Piece 2

Test Passes 4

Membership Info 7

Observer Coordinator 8

Ed Brazier 12

Anatomy of an Accident 15

The Pace 17

Dates for the Diary 25

Picture Gallery 28

Bikers Retreat 30

Events Report 35

Destination Rated 41

Further Training 42

Dear Members,

Everything comes to an end, and so it passes that I announce my retirement as TUG Editor.

Work commitments and the constant challenge of trying to put a TUG together have forced my hand.

My last issue will be the December edition so volunteers to assume the mantel are required.

Please let the committee know if you are inter-ested. If you would like to know what’s entailed, please feel free to ask!

Ride safe & remember email any articles (with pictures please), pictures or other stuff to [email protected].

Colin Editor

What’s happening next?

Log into www.eamg.org.uk, then Runs and Rides Forum

And follow us on Twitter.


Promoting Excellence in Motorcycling Since 1982

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CHAIRMAN’S PIECE October 2015

Those members that know me well will also know that Septem-ber and October are two of my

favourite riding months. The weather is often settled and

temperatures during daylight hours are often in the late teens Centigrade - perfect riding weather with enough warmth to give good grip. The undergrowth is starting to die back and thin out allowing improved views across bends and fields. It is just lovely to ride at this time of year so get out there and enjoy it before winter arrives.

This year's Essex Air Ambulance run from Dunton to Harwich was extremely well attended with over 5.000 bikes in attendance. Whilst Jill Winn, Mike Hamilton and I were manning the stand at Harwich in the morning ( ably helped at various times throughout the day by visiting Group members) it was quite obvious that fewer stands were on display than previous years. apparently due to the costs of physi-cally transporting and manning the stands out-weighing any income generated from the event (unless you were a food vendor sited anywhere near the EAMG stand). This didn't bode well for interest in the various training stands and I began to fear the worst and that we would be on a hiding to nothing! However, nothing could have been farther from the truth. By the time I left at around 3 pm, we had already exhausted the supply of membership application forms carried for the event and Jill and Mike were fervently writing down details and email addresses of those who were interested in joining. By the end of the event, a total of 44 people has ex-pressed an interest in the Group - an astounding number and my thanks go out to Mike and Jill especially for their efforts on the day. Jill subsequently e-mailed each of the prospective members and we hope to see them at the October Group night and hopefully at the AGT on 11th October. I'd like to pass on my congratulations to Michel Couque on passing the EAMG Ob-server Test - not too shabby for a Frenchy !! - and to his Senior Observer, Simon

Entiknap for his efforts during Michel's training. Also, a little belatedly, I'd like to welcome Paul Reynolds into the Training Team as a Trainee Observer. Paul has been allocated to Senior Observer, Phil Jones to carry out his Observer training.



At the AGM in February 2016, Colin Childs, editor of this newsletter will be relin-

quishing the post. If there is anyone who might be interested in taking over the publication of the newsletter, then please let either Colin, John Tullett or myself know and we can try to ensure the continued publication of this important item. Remember, Ride safely and enjoy your motorcycling. Chris

Remember, it's not how fast you ride but how you ride fast!

www.eamg.org.uk

CONGRATULATIONS Recent Test Passes

Richard Evans 20th August 2015

RoSPA Test (Silver)

Examiner Mick Jones

Observer Peter Richbell

Graham Cooper 3rd September 2015

RoSPA Re-Test (Gold)

Examiner Mick Jones

Tony Seaman 3rd September 2015

RoSPA Test (Silver)

Examiner Mick Jones

Observer Graham Cooper

Eddy Brazier 3rd September 2015


Examiner Mick Jones

Mick Hewitt 20th August 2015


Examiner Mick Jones

MOTORCYCLE TYRES AND TUBES RIDE IN RIDE OUT FITTED FREE

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“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.

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Membership Information

Membership Number

Full 119

Associate 43

Social 1

Total 163

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)

www.eamg.org.uk

OBSERVER COORDINATOR John Tullett

Associate Group Training (AGT)

A disappointing number of trainees attended Sep-tember's AGT, with just 2 Associates, 1 Guest and 1 Full member signed up for FTFM (Further Training for Full Members).

It is possible that the clashing Air Ambulance Run could have been a factor but it was unfortunate, be-cause those not attending missed out on a thought provoking presentation on Overtaking provided by Geoff Preston. Geoff had dusted off his abacus to work out how long it would take to complete an overtake at 60 mph when passing a vehicle travelling at 50 mph. The answer was a somewhat surprising 5 sec-onds, after allowing for following distance, the length of the vehicle, the correct return position and 10% contingency. If you then factor in the potential for a vehicle travelling in the opposite direction to appear, it quickly becomes clear that the number of opportunities to complete a legal overtake on a country lane when taking a test are likely to be relatively limited.

Certainly the van driver who recently decided to overtake a BT van on a left hand bend as I was approaching in my Discovery would have benefited from such an awareness, always assuming he had ever passed a basic driving test and read the highway code in the first place...

Anyway, returning to AGTs, there is no charge for Associates - including those who are allocated for 1-to-1 training - to attend AGTs so I am hoping that we will see more trainees attending the next AGT on Sunday, 11th October @ Moulsham High School, Brian Close, off Gloucester Avenue, Chelmsford, post code CM2 9ES.

Full members signed up for FTFM will also be able to participate in an Observed ride if they wish (subject to there being spare Observer capacity).



If you have been thinking about taking some additional training but have not yet got round to joining a group, why not come along as a Guest for a free - no commitment - Observed ride to check us out?

Anyone wishing to participate in an Observed ride should:

ensure that they arrive by 09:15, to get signed in before the Roadcraft talk

commences at 09:30.

remember to bring along their valid and current driving license; certificate

of insurance; and MOT (if your bike needs one); and

ensure their bike has a full tank of fuel.

September Slow Riding Day

We were very fortunate with the weather for our Slow Riding Day on Sunday, 20th September with the 10 participants - including two new members who signed up at the recent Air Ambulance Event - enjoying a warm and sunny morning and a very good level of at-tention from the 6 Observers/Trainers on hand.

The Special Surfaces Track was booked for us by Gra-ham Simpkins and offered an extensive area for our use. Activities on offer included: straight and offset slaloms; figures of eight; u-turns; emergency braking and a swerve manoeuvre - based on the one included

in the DSA test.

Our slowest rider race attracted 13 entrants and was run over 4 heats which were won by: Neale (37 seconds); Vince (44 seconds); Geoff (35 sec-onds) and Mick (49 seconds). The final, was won by Mick (in 46.5 seconds) but, with Observers ineligible, the slowest rider t-shirt was awarded to second placed finisher Vince (in 42 seconds).

www.eamg.org.uk

This should be available for presentation at the next Group Night meeting on 6th October.

Associate Social Rides

Mick Hewitt has recently reintroduced monthly social rides for Associate mem-bers. The rides will depart from Boreham McDonalds, meeting at 09:00 am for a 09:15 departure. Distances will typically be around 100-120 miles. Rides will be run using the marker system (which means that you can ride at your pace and do not have to worry if you cannot see the rider in front of you) with an observer leading and tail ending. These rides offer a great opportunity for you to get to meet and talk to other Associates, whilst getting the chance to ride on some roads and visit some cafes that you do not know!

Forthcoming dates are:

Sunday, October 18th

Sunday, November 29th

Sunday, December 20th

For more information, including planned destinations please see the 'Runs, Rides & Routes' section of the EAMG Forum - http://www.eamg.org.uk/forum

Full Member Training Days (FMT)

Just a brief reminder that the date of the final FMT of 2015 - Sunday, 18th Oc-tober - is fast approaching, so if you are interested in attending please contact John Tipper to reserve your place (details appear elsewhere in this issue of TUG).

http://www.eamg.org.uk/forum



Mystery Bike

I spotted this machine at my local gym a few weeks ago. I have no idea what it is as there were no identification marks on the engine, but it was a two stroke and, after taking account of how briskly it nipped past me as I was walking along Radford Way, almost certainly too much fun to be road legal.

This Year's Fireblade Breakdown

There seems to be something about August! Last year my Fireblade was recov-ered from Norfolk during an Observer peer-to-peer ride, the day before I was due to attend the BMW Club track day at Snetterton, after an electrical problem (necessitating a new stator, regulator/rectifier & battery). This year, the Fire-blade took the track day in its stride, but suffered from a stone through the ra-diator during my next trip out - a Senior Observer Assessor/Senior Observer peer-to-peer assessment ride. Luckily, I had just pulled in to Adam's Cafe at Stradishall on the A143 as the coolant was spotted squirting on to my front tyre and brakes - so I was able to grab a bite to eat and drink numerous cups of tea in comfort while waiting to be recovered. Hopefully this was a one-off problem, now fixed after sourcing a replacement radiator via eBay, but I am not taking any chances and have now also fitted a fender extender.

Should any members have any training related queries then please contact me on 01277 623860 (before 21:30 please), text 07570 992801, e-mail [email protected] or send me a PM via the Message Board.

John Tullett



www.eamg.org.uk

Wales Trip Ed Brazier

Hi my name is Ed Brazier I would like to tell you a little about myself and my trip to Wales with the observer team.

I cannot remember exactly when I joined the E A M G but I do remember Duncan hill was the senior observer who was assigned to train me and after sev-eral rides with Duncan and attending several A G Ts with other observers I

passed my I A M test in September 1997.

After several years wondering if I might be good enough to be an observer myself I finally bit the bullet and asked if I could be assessed. Thankfully I was told that with the correct training I had the potential to become a group observer.

George Brown was the senior observer allocated to train me this proved to be a very lengthy but thorough process and also helped me to learn more about my own riding skills and capabilities. All this training time, motorcycle use etc is purely at the trainee observers expense eventually I passed my observer test in August 2003.In my opinion the training, testing and 2 yearly re-testing in this group is sec-ond to none. In August 2006 I took and passed at gold level my ROSPA test.

After several more years I applied to become a senior observer and was assessed by 3 senior observer assessors with 2 other would be senior observers on a very hard full days riding I passed the test in August 2008. This allowed me to train would be observers. At some point ( I cannot remember when ) I resigned as senior observer and also stopped observing for about 6 months I think I was trying to do too much and I could not manage it. After about 6 months I asked to carry on observing and was given associates again. In November 2012 I became a tutor in the Chelmsford ROSPA group



As observers we can claim small expenses plus the contribution the trainee makes this does help with petrol but in no way covers time, machine wear and tear etc but I have never heard any complaints from the observer group concerning this. In January 2014 my wife was taken seriously ill and was in hospital till September 2014. Upon discharge she needed care around the house so I did no observing at all in 2014. I did ask to stay in the observer group which I was allowed to do and in

2015 I started to attend peer to peer rides and tried to ride with other observers when possible. When the Wales seminar was first mooted I immediately asked to be included. The weekend was exactly what I needed to be able to ride a lot of miles each day with other very skilled riders who are always willing to offer advice and encouragement to anyone who needs it and to get me back up to speed. On the Friday we rode up

initially as small groups as we do in peer to peer rides offering critique to each other but finished the last 60 odd miles as one group. On Saturday I rode with a group who were practicing their use of radios, although I am not using the radio myself yet. This proved to be very interesting as there seemed to be a whole lot of confusion about their use. On the Sunday we rode home as one complete group using the marker system still offering critique where required.

The weekend also gave all the observers a chance to get to know each other so-cially as we rarely get to spend time together so this was a good chance for team building. Friday and Saturday evenings were spent discussing aspects of observing skills such as ride reports, debriefing, future use of radios and interpersonal skill when talking to associates. Since going to Wales I have successfully passed my observer reassessment on 4th August and just passed my 3 yearly ROSPA test with gold grade again on 3rd Sep-tember I am convinced the Wales seminar helped with this. Since becoming an observer in 2003 I have assisted 12 riders to pass either IAM or ROSPA tests and another 13 to be test ready but who did not want to take a test plus numerous others who have undertaken training only to stop without giving

reasons. Ed Brazier

www.eamg.org.uk

The Anatomy of an Accident Steve Enright Having spent all my working life dealing with how things go wrong (at sixteen on my first

day of work I was putting fires out at the Chorley training grounds of the Lancashire Fire

Brigade and getting scalded by the steam) I thought it may be interesting to share some

thoughts with my biking chums.

There are only three things involved in any ‘cock up’ in my experience.

The people, the equipment (machinery/tools) and the environment (Place and conditions).

So far so simple and we all share stories of what we did on our bikes that involve these fac-

tors.

The equipment will sometimes let you down (6 volt electric systems anyone?) and sometimes

the weather or the conditions can be beyond our control, its just ten years since hurricane

Katrina and I remember to this day when battling in a Hurricane off the coast of Mexico

hearing the distress calls of a rig supply ship and watching the radar image disappear and we

couldn’t so a damn thing to help as we were having our own issues staying head to weather

and afloat.

The people tend to be the constant factors. Even if the other factors crop up I can usually

find something somewhere in an investigation that will show that a decision about the equip-

ment contributed to the failure, maybe even just not checking the tyres and brakes…..I once

encountered an issue with a UK airline who left Dublin after the pilot had done a ‘walk round’

and then wondered why the aircraft wouldn’t pressurise. The hole in the fuselage was six

feet long and a foot wide….so much for the check.

Sometimes it is communication….when I was learning to fly my flying instructor told me to

‘set the attitude of the aircraft as though I would be landing on the numbers at the start of

the runway but don’t’. So about thirty feet off the ground I went into a ‘go around’ and we

climbed away from the airfield with me feeling smug about the practice drill. Until the CFO

said…’why didn’t you land?’. I said ‘you told me not to’. He replied ‘I meant land but don’t



land on the numbers’……..its not what we understand it what we think was meant. Even by

those voices in yer head!

Usually when someone ‘gets it wrong’ it can be classified as an error, a lapse or a violation.

(The Health and Safety Executive guide on human factors, it’s a good read zzzzzzz).

So sometimes we make the wrong decision thinking it is the right one (I used to be married),

or we forget what it was we should do (brake, Brake, BRAKE, BRAKE! ) or do the things in

the wrong order ( so its IPSGA not SGAP…I).

Its not often ( almost never) do I interview someone and find out that they didn’t know what

to do or how to do it so they are almost always ‘competent’ in the eyes of the test of the

courts. They have been trained, have the knowledge, have the information they need and

the skills to implement them. Its just that they were human and were influenced by some-

thing I call ‘Performance Shaping Factors’. (PSF).

PSF’s have a habit of being undetectable unless someone who has the skills to analyse what

we do and find our ‘WHY’ comes to help us. Some we can think about, am I rested, what’s

my state of mind, have I hydrated and eaten, has my team lost again (Man City fans, re-

member when it was fun?). Others are buried from our minds eye and that’s where my Ob-

server comes in for me.

My Observer doesn’t just ask me about my ride, they ask about me and challenge me to

think about what made me ride the way I did beyond the things I found along the road and

the way my bike handles. This assisted reflection is something a close friend can do in other

parts of our lives, when dealing with life’s challenges. The only difference between my close

friends and my Observer is, they haven’t bought me a drink yet…..

Steve Enright

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The Pace Advanced Riding American Style

Nick Ienatsch Courtesy of Geoff Preston ....Racing involves speed, concentration and commit-ment: the results of a mistake are usually catastrophic because there’s little room for error riding at 100 per cent. Performance street riding is less intense and fur-ther from the absolute limit, but because circumstances are less controlled, mistakes and over aggressiveness can be equally catastrophic. Plenty of road racers have sworn off street riding, “Too dangerous, too many vari-ables and too easy to get carried away with too much speed,” track specialists claim. Adrenaline addled racers find themselves treating the street like the track, and not surprisingly, they get burned by the police, the laws of physics and the cold. harsh realities of an environment not groomed for ten-tenths riding. ....But as many of us know, a swift ride down a favourite road may be the finest way to spend a few free hours with a bike we love. And these few hours are best en-joyed riding at The Pace. ....The Pace is a street riding technique that not only keeps street riders alive, but thoroughly entertained as well. The Pace focuses on bike control and de-emphasises outright speed. Full-throttle accelera-tion and last minute braking aren’t part of the programme, effectively eliminating the two most common single-bike accident scenarios in sport riding. Cornering momentum is the name of the game, stressing strong, forceful inputs at the handlebar to place the bike cor-rectly at the entrance of the turn and get it flicked in with little wasted time and distance. Since the throttle wasn’t slammed open at the exit of the last corner, the next corner doesn’t require much. If any, braking. It isn’t uncommon to ride with our group and not see a brake light flash all morning. If the brakes are required, the front lever gets squeezed smoothly, quickly and with a good deal of force to set entrance speed with minimum time. Running in on the brakes is tanta-mount to running off the road, a confession that you’re pushing too hard and not getting your entrance speed set early enough because you stayed on the gas too long. Running The Pace decreases your reliance on the throttle and brakes, the two easiest controls to abuse, and hones your ability to judge cornering speed, which is the most thrilling aspect of per-

https://www.google.co.uk/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&cad=rja&uact=8&ved=0CAcQjRxqFQoTCLjDypaXnsgCFQu4GgodSRAIkQ&url=http%3A%2F%2Fwww.motorcyclistonline.com%2Fpace&bvm=bv.103627116,d.d2s&psig=AFQjCNHF1X_IK2jd13gJI4-TD9aoNx1jbQ&ust=144368264

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formance street riding. YOUR LANE IS YOUR LIMIT. Crossing the centre line at any time ex-cept during a passing manoeuvre is intol-erable, another sign that you’re pushing too hard to keep up, Even when you have a clean line of sight through a left-hand kink, stay to the left of the centre line. Staying on the left side of the centreline is much more challenging than simply straightening every slight corner, and when the whole group is committed to this intelligent practice, the temptation to cheat is eliminated through peer pressure and logic. Though street riding shouldn’t be described in racing terms, you can think of your lane as the racetrack. Leaving your lane is tantamount to a crash. Exact bike control has you using every inch of your lane if the circumstances permit it. In corners with a clear line of sight and no oncoming traffic, enter at the far outside of the cor-ner, turn the bike relatively late in the corner to get a late apex at the far inside of your lane and accelerate out, just brushing the far outside of your lane as your bike stands up. Steer your bike forcefully but smoothly to minimise the transition time: don’t hammer it down be-cause the chassis will bobble slightly as it settles, possibly carrying you off line. Since you haven’t charged in on the brakes, you can get the throttle on early, before the apex, which balance and settles your bike for the drive out. More often than not, circumstances do not permit the full use of your lane from white line to white line and back again. Blind corners, oncoming traffic and gravel on the road are a few criteria that dictate a more conservative approach, so leave yourself a metre or so margin for error, especially at the right side of the lane where errant oncoming traffic could prove fatal. Simply narrow your entrance on a blind right-hander and move your apex into your lane about a metre on blind right turns in order to stay free of unseen oncoming traffic hogging the centreline. Because your running at The Pace and not flat out, your controlled entrances offer additional time to deal with unexpected gravel or other debris in your lane: the outside wheel track is usually the cleanest through a dirty corner since a car weights outside tyre most, scrubbing more dirt off the road in the process, so aim for that line. A GOOD LEADER, WILLING FOLLOWERS. The street is not a racing environment, and it takes humility, self assurance and self control to keep it that way. The leader sets the pace and monitors his mirrors for signs of ragged-



ness in the ranks that follow, such as tucking in on straights, crossing over the white line and hanging off the motorcycle in corners, If the leader pulls away, he simply slows his straight line speed slightly but continues to enjoy the corners, thus closing the ranks but missing none of the fun. The small group of three or four riders I ride with is so harmonious that the pace is identical no matter who’s leading. The lead shifts occasionally with a quick hand sign, but there’s never a pass for the lead with an ego on the sleeve. Make no mistake, the riding is spirited and quick—in the corners. Anyone with a right arm can hammer down the straights: it’s the proficiency in the corners that makes The Pace come alive. Following distances are relatively lengthy, with the straights taken at more moderate speeds—the perfect opportunity to adjust the gaps. Keeping a good distance serves several purposes, besides being safer. The Pace’s style of not hanging off in corners also reduces the appearance of pushing too hard and adds a degree of maturity and sensibility in the eyes of the public and the law. There’s a definite challenge to cornering quickly while sitting sedately on your bike. New rider indoctrination takes some time because The Pace develops very high cornering speeds and newcomers want to hammer the throttle on exits to make up for what they lose at the entrances. Our group slows drastically when a new rider joins the ranks because our technique of moderate straight line speeds and no brakes can suck the unwary into a corner too fast, creating the most common single-bike accident. With a new rider Learning The Pace behind you, tap your brake lightly well before the turn to alert them and make sure they understand there’s no pressure to stay with the group. There’s plenty of on-going communication during The Pace. A foot off the peg indicates de-bris on the road, and all slowing or turning intentions are signalled in advance with the right hand and arm. Turn signals are used for direction changes and passing with a wave of the right hand to thank the cars that move left and make it easy for the motorcyclists to get past. Since you don’t have a death grip on the handlebar . your right hand is also free to wave to oncoming riders, a fading courtesy that we’d like to see return. If you’re getting the idea The Pace is a relaxing non-competitive way to ride with a group, you are right. RELAX AND FLICK IT. I’d rather spend a Sunday in the mountains riding at The Pace than a Sunday at the race-track, it is that enjoyable. Counter steering is the name of the game, a smooth forceful steer-ing input at the handlebar relayed to the tyres contact patches through a rigid-sport bike frame. Riding at The Pace is certainly what the bike manufacturers had in mind when sport bikes evolved to the street. But the machine isn’t the most important aspect of running The Pace because you can do it on anything capable of getting through a corner. Attitude is The Pace’s most important as-pect: realising the friend ahead of you isn’t a competitor, respecting their right to lead the group occasionally and giving them credit for their riding skills. You must have the maturity

www.eamg.org.uk

to limit your straight line speeds to allow the group to stay in touch and the sense to realise that racetrack tactics such as late braking and full throttle runs to redline will alienate the public and police and some of your fellow riders and possibly introduce you to the unforgiv-ing laws of gravity. When the group arrives at the destination after running The Pace, no one feels out gunned or is left with the feeling they must prove themselves on the return run. If you’ve got something to prove, get on a racetrack. The racetrack measures your speed with a stopwatch and direct competition, welcoming your aggression and gritty resolve to be the best. Performance street riding’s only yardstick is the amount of enjoyment gained. Not lap times, finishing position or competition beaten. The differences are huge but not always remembered by riders who haven’t discovered The Pace’s cornering pureness and group involvement. Hammer on the racetrack, Pace yourself on the street. PACE YOURSELF. The street is not the track – It’s a place to Pace. Two weeks ago a rider died when he and his bike tumbled off a cliff paralleling our favourite road. No gravel in the lane, no oncoming car pushing him wide, no ice. The guy screwed up. Rider error. Too much enthusiasm with too little skill, and this fatality wasn’t the first on this road this year. As with most single-bike accidents, the rider entered the corner at a speed his brain told him was too fast, stood the bike up and nailed the rear brake. Goodbye. On the racetrack the rider would have tumbled into the hay bales, visited the ambulance for a strip of gauze and headed back to the pits to straighten his handlebars and think about his mistake. But let’s get one thing perfectly clear; the street is not the racetrack. Using it as such will shorten your riding career and keep you from discovering the Pace. The Pace is far from street racing – and a lot more fun. The Pace places the motorcycle in it’s proper role as the controlled vehicle, not the control-ling vehicle. Too many riders of sport bikes become baggage when the throttle gets twisted – the ensuing speed is so overwhelming they are carried along in the rush, The Pace ignores outright speed and can be as much fun on a Ninja 250 as on a ZX-11,emphasising rider skill over right-wrist bravado. A fool can twist the grip, but a fool has no idea how to stop or turn. Learning to stop will save your life; learning to turn will enrich it. What feels better than banking a motorcycle over into a corner? Author. Nick Ienatsch. The Author is one of our American cousins, I’ve altered the appropriate left/right hand refer-ences but if I’ve missed something, apologies. Geoff Preston.

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October 4th Richards Full Member Ride (Depart from Sainsburys, Springfield 9.30am) 4th Copdock Motorcycle Show Ipswich 6th Group Night (Mike Jones - Rospa Test Talk) 11th AGT & Full Member Ride 18th Full Member Training Associate Member Ride 25th Observer Peer to Peer Ride

November

1st Richards Full Member Ride (Depart from Sainsburys, Springfield 9.30am) 3rd Group Night (Hideout Leathers) 8th AGT & Full Member Ride 8th Moto GP Final Race 29th Associate Member Ride (Depart from Boreham McDonalds 9.15am)

December

1st Group Night 6th AGT & Full Member Ride 13th Richards Full Member Ride (Depart from Sainsburys, Springfield 9.30am) 20th Associate Member Ride (Depart from Boreham McDonalds 9.15am)

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Bourton Water

AGT & Harwich

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Riders Rest

Hunstanton

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OBSERVERS GO TO BIKERS RETREAT Simon Enticknap

As some of you will be aware, a number of the Observ-ers travelled to the Bikers retreat in Wales over the weekend of 12th to 14th June to participate in a semi-nar aimed at improving their collective skills. The

Group covered the cost of two night’s accommodation with the observers covering all other associated costs. I am sure that a number of you will be interested to understand what we got up to, and so I thought it might be helpful if I set down my own experiences in a short article so here goes.

Those who know me will already be aware, I like to know where I am going – the trouble is, in order to achieve this I need my trusty Sat Nav programmed with the route. Therefore you will no doubt appreciate

my anxiety when Chris promised that he would let us all have the route when we met up at Birchanger services on Friday morning. Great to know that I would have a route, unfortunately as my age advances my eyesight deteriorates further. If I have a paper route stuck to my tank to follow, I simply can’t see it without reading glasses – fortunately Michel Couque (who was my Trainee Observer at the time) had been to Bikers before, so despite not having seen the route that Chris was planning very kindly plotted a route in Tyre (all 241 miles of it) and sent it to me. Now being the caring individual that I am (cough, cough), I immediately shared the

route with the other Observers. Fortunately John Tipper checked Michel’s route and then corrected it (maybe that’s why the French don’t have a great reputation for exploring?) so I apologized and re-circulated to everyone. Friday morning arrived and I had agreed with Mark Birchall (who is similarly chal-lenged without a Sat Nav) that we would travel to Birchanger together (even I know how to get there without a route!). At Birchanger we split into groups of three

to run peer to peer rides over the first 75 miles. My party consisted of me, John Tipper and Michel Couque, but as we had already agreed that we would meet them at Buntingford my powers of riding without a route were again challenged. I am pleased to say that I came through with flying colours!



To be honest I had forgotten just how much it ups the ante when you are making

progress in the company of quality riders. Mr Tipper rode to his usual very high standard but I am afraid that both Michel and I suffered small lapses, nothing really bad just “could have handled better” as John put it diplomatically. After the initial 75 miles we all met up again at the first fuel stop at Chipping Norton, and the groups were mixed up. This time I was paired with Richard Parker and Jill Winn. The next hundred or so miles were again run as Peer to Peer with us all taking turns at the lead. This time I was much more focused, and I believe that my riding

level moved up a notch. We stopped for lunch (sorry I have no idea where, other than it was a supermarket somewhere near Evesham – I think Sainsbury’s?) and we recharged our batteries with a much need big breakfast and tea break. Once back on the road Jill took the lead, but pretty soon my trusty Sat Nav showed that we were going the wrong way. We pulled into a lay by and started to consult the map – needless to say Jill soon worked out almost to the inch where we were,

and a quick chat to some locals confirmed we were actually going the right way (bloody Sat Nav) although to be fair not on the expected route and we carried on. A quick diversion along the M5 got us back on the proper route and we rejoined the rest of the group at Crossgates with about 70 odd miles left to go. A quick pee break (again something that seems to be more necessary the older I get) and then Chris Reed led us all like ducklings at a brisk pace to Bikers Retreat using the marker system. The last leg went without a hitch which I guess shows that despite

popular belief, the Observers are able to successfully use the system without the oft seen “Starburst effect”. It was a long days riding (I left home at about 7.30 and we rolled into Bikers at around 17.30) so was very happy to get checked in, have a quick shower and relax before dinner.

After dinner Geoff Preston and Chris Reed had put together an Agenda that included discussion around how to detect use of gears by associates and how to write consistent ride reports led by Jill Winn; how to analyze rides and how to re-member and then debrief them led by Michel Couque, and finally a discussion session led by Geoff Preston on Group riding. It is not often

that the Observers get together as a group in such a relaxed atmosphere, and in my opinion

the quality of debate and discussion was very high and “lively” and helped re-enforce a level of consistency across the team.

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Next morning we arose to typical Welsh drizzle, and after a good breakfast the first

hour was spent getting to grips with the new radios that have recently been issued. It really isn’t as simple as you might think, and there was again a lot of debate about the do’s and don’ts. After about an hour ensuring that we all understood how to set them up, the basics of radio etiquette, word patterns to use, and those to avoid, we split into pairs to practice using them in anger. For this session I matched up with Michel Couque partly so we could practice using the radios, but also to take advantage of the opportunity to run some scenarios to help Michel pre-

pare for his upcoming Observer test. After some initial problems hearing and being heard we developed a technique that meant we could really focus on the scenarios. I must admit to being a little skeptical about how effective the radios might be, however having now experienced their use first hand, there is no question in my mind that the speed with which you are able to identify, communicate and correct issues will have a dramatic impact on the time it takes to get an associate test ready. It significantly reduces the need to try and remember every element of the

ride, and allows immediate comment both positive re-enforcement as well as the ability to address safety issues contemporaneously (check out my verbosity!).

Unfortunately most of the riding on Saturday was done in a mix of welsh drizzle and outright rain which made it doubly difficult riding unfamiliar roads. I am sure that it could have been more

challenging although I am not quite sure how. Over the radio Michel in true Observer mode ad-vised me (as the quasi pupil) to be careful of the conditions on these types of roads, as some local will be coming round the bends like they are the only vehicle around. Right on cue we rounded a

corner to find a local had indeed decided that it was all too much, and launched his little blue hatchback into one of the dry stone walls. Needless to say dry stone wall one, hatchback nil! Although we had been making (ahem) decent progress, as the good book advises we had been able to stop on our side of the road in the distance that we could see to be clear – it was also a great example of how our new radios helped to keep everyone alert and safe. Fortunately none of the locals were injured and we were soon on our way again. From about three we had some free time and

so Michel and I rode along the infamous A4212 – a stunning piece of road that I would have loved if only it hadn’t been pi..ing down with rain. As it was we came upon a GS rider crawling along at about 35 mph with a very annoyed car driver right up his chuff – admittedly visibility was not great however I am sure that the rider was doing little to help better car/bike relations (bloody BMW riders!).

We regrouped at bikers in the evening and after dinner, our host Nigel chaired a round table dis-cussion about what he described as “open mind-edness”. As you may know we are continually looking for ways to attract new young riders, and Nigel made some very interesting observations drawn from first-hand experience of clients at-tending Bikers. Needless to say not all guests are

quite so well versed in shall we say “advanced riding” and he provided some really interesting insights into their perceptions of advanced groups. Having undertaken advanced training Nigel is a very capable rider himself, and so I believe is pretty well placed to provide relatively unbiased opinions. I am sure that at least some of these will find their way back to the committee, and may hopefully enable us to target poten-tial associates more effectively in the future.

Sunday morning arrived and thankfully the wind and rain had disappeared. It was agreed that we would meet up at the local petrol station at 9.30 to allow refueling before commencing the ride back. Most of us managed the short half mile without any problem but one of our number who

shall remain nameless, (clue is he had previously been identified as needing a Sat Nav to guide him most places) found this a challenge. After a short wait, and a couple of phone calls, we were

eventually together again and commenced the long ride home. It had been decided that we would again use the marker system, the whole way this time, and from my perspective I was genuinely impressed. At one point we came upon a group of kit

cars that were clearly out for some sport, but having soon realised that although their cars accelerate well bikes were better suited to the narrow twisty roads, they very gentlemanly waved us through. I am sure it won’t surprise you to hear that I have no clue of the route we used to get home (although it is now saved on my Garmin), but I do remember that at one

point we passed through the Malvern hills – accompanied with a very strong smell of wild garlic (at least I think that’s what it was, and not just me getting too close to Michel!) So 240 odd miles back, without losing anyone, proved once again that the marker



system, when executed properly, is a very effective way to travel in a big group.

Do I believe that the Group got value for money out of the exercise – well you wouldn’t expect me to say no would you? However, let me just explain why from my perspective:-

A number of the observers had to take leave from their day to day jobs and indeed family and loved ones, for me that is a very precious com-modity.

I rode approximately 1,000 miles over a three day period, so you work out the petrol cost and wear and tear on my bike.

I rode on roads that were completely unfamiliar, and therefore really tested my ability in unknown territory with unusual hazards.

I would like to believe that I am a reasonably competent rider; however I am under no illusion that there are far better riders in the observer

group, and that riding with them helps me to improve. I spent a great deal of time with the other observers getting to know

them better (believe me some of their habits leave a lot to be desired!), but more importantly we discussed elements of training and approaches towards the more knotty issues that will mean a much greater level of consistency across the group.

Studies have shown that shared experiences are a significant factor in helping develop and bond high performing teams.

Could we have done it all on local roads without going away? – possibly, however I genuinely believe that we would not have achieved the same level of turnout and engagement – this is regularly demonstrated by the relatively poor attendance at peer to peer rides. As a group the observer team gives up a great deal of their per-sonal time for little reward. I have been a member of the team for approximately five years, and this is the first time that we have done anything like this during my tenure. I believe that EAMG deservedly have a reputation for being one of the foremost training teams in the region, in my opinion it is exactly this sort of event that helps us to maintain the quality and level of engagement and support for our Group. On top of this, two weeks after the seminar I was delighted to see Michel successfully take and pass his test to become a fully-fledged Observer with flying colours. I am sure if you ask him he would confirm that the weekend undoubtedly helped him achieve this.



EAMG Events Report! Chris Johnson

The first run since the last run, if you see what I mean, was the Tippers' annual pilgrimage to Bour-ton-on-the-Water on Sunday 23rd August. The

weather was really not too bad at the Birchanger Services assembly point, but the forecast was truly dire, so in the event only 11 bikes turned up for the ride. There was a similar sized group from Hertford-shire assembled for a daring ride eastwards in an-other part of the car park. Because of the low num-bers the two planned groups were combined into

one, the designated back markers Stephen Green & Geoff were kindly but firmly told that they were now superfluous to requirements, and Audrey took over at the rear; a role she fulfilled very well, both

by having an HID headlight which stood out against the rest of the rump, and by sitting up and waving enthusiastically as she approached a marker. The rain held off as we travelled through Woburn Park (no deer; there might have been one in

the extreme distance, but then again it might just have been a speck on my visor) to the Buckingham Garden Centre for coffee. There we were joined almost immedi-ately by Ian and Spider, who had somehow confused the Birchanger Services with the M11/A414 interchange McDonalds; not an easy thing to do. The promised rain manifested itself between there and Bourton, but it was just ordinary rain and not the torrents ex-perienced by those back home. By our dedica-tion to biking we probably got the best of the day. It had pretty much eased off by the time we reached Bourton, and most found parking at the designated M/C bays on the main drag. Those who failed clustered opposite around a 'Private Parking' sign outside an estate agents; reasoning that retribution on a Sunday was unlikely. I think everyone then decided to go to the nearby Fish'n'Chip shop, which had plenty of seating outside under umbrellas. I moderately ordered fish and a small

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portion of chips. A small portion turned out to be

very large indeed, and I doubt I could even have managed to get a large one out of the shop without a wheelbarrow, much less eat it. John sensibly ordered two portions of fish and a single one of chips for Audrey and himself. He was un-derstandably bemused when Audrey took lively exception to not having her own tray of chips.

She was slightly mollified when I offered her half of mine, and others who were similarly stunned

by the portion size quickly followed suit. In the event an awful lot of chips remained uneaten when, sandbagged into satiety, we finally admitted defeat. It is a tribute to the attractions of Bourton that, despite the bad weather, it was humming with visi-tors. I am not a fan, but I have to admire the ingenuity of the residents in devising attractions to part those visitors from their cash. The ride back was sunny and the

roads were for the most part dry. We could enjoy our return through the Charlbury loop. There was a petrol / gossip break at the usual petrol station near Bucking-ham. We finally arrived back at Birchanger at 18:30 after about 230 miles, and a most enjoyable run. You may remember that I enthused about my Satnav in the last events report, and declared

that I was going to marry it. Alas, the honey-moon proved all too short. Recently I had to get to a restaurant near Clapham Common before 7pm after an appointment at the doctors, and the only way of doing it in time was to use the bike to get through evening traffic. I rashly de-cided to let the Satnav guide me. This it duly did by choosing every miserable little residential road with speed bumps, a 20 mph limit, and lined with parked cars such that one way traffic alone was possible, that it could find. The only deviation from this master plan was if it could find an even narrower alley to send me down so that I had ab-solutely no chance of filtering. The journey was six miles and I must have made sixty turns in the fifty minutes which it took. I am sure it felt proud that it had

'saved' me a hundred yards. On the way back, by contrast, I left it in the top box and took a quick glance at an A to Z. I had to make four turns and the journey time, including a stop for petrol, was less than twenty minutes. I am petitioning for a divorce!

Back to the ostensible subject matter for this

report. The next 'ride' was after the AGT on 6th September, which was the day of the Essex Air Ambulance bash in Harwich. I had not attended an AGT for a few months. I was impressed that we could no longer drive in to park reasonably close to the school building, but were instead led into a one-way system with a maze of rows of

parking bays. Geoff Preston gave a talk in which he illustrated with ingenious mathematics that, if

you obeyed the speed limits (something which fascinates Geoff) an overtake of a car doing 40 mph in a 50 limit required clear road the length of five football pitches. Personally I think he was being optimistic, since the probability of an oncoming car holding to a 50 limit is not very high. After the talk I proposed a ride to Harwich. Virtually everyone declared that they had not the slightest desire to go to Harwich,

but by promising a refreshment stop at the Black Horse I persuaded two to tag along. The route involved the Boreham Bends, then a stretch on main road to get round Braintree (except that I went wrong and we had to U-turn out of it), but turned off to get to Earls Colne. and then it was Bures, Stoke by Nayland, and Stratford St Mary.

The Black Horse was not open yet, and had stopped serving food even when it was, so I guess I got the guys to accompany me under false pretences. Trying to be clever leaving there got us into Dedham and we then floundered our way to Manningtree (more U-turns), where the B1352 took us to Ramsay, There we rejoined the main run for a couple of miles of waving to onlookers and pretending to be minor celebrities. The parking place we were directed to was not exactly close to The Green, and we had

a tedious trudge along rather more seafront than I had any desire to see in order to reach the show. However. the EAMG tent looked neater and more professional than the others, and was busy. By offering free membership until year end

they had got around 50 enrolments. After a 7 centigrade start in the morning it was 20 by mid-afternoon when I left. Run distance just under 70 miles.



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The final ride covered by this report was Rich-

ard's run to Hunstanton on 13th September. I remember his first ride there nine years ago. There were three of us trapped under cover on the seafront for an hour by a downpour so heavy that you couldn't see the sea. On this occasion, by contrast, the weather was unexpectedly fine and we had 16 bikes. The fine detail of the route

I did not know, and would have forgotten it promptly even if I did, but we headed up in a sort of arc bowed eastward. The coffee stop was at the Hillcrest Cafe, at Stanton on B111 near Bury St Edmunds. It was. once again, at a garden centre, and was a very pleasant, friendly place. The toilet arrangements consisted of a small hut with one cubicle for gentlemen and one for ladies. Judging by the rate at which the queue shortened I think some of the guys decided they were honorary ladies. The

lunch stop was actually at the Deepdale Cafe on the A149, about 10 miles east of Hunstanton. No sea view, but the sea always looks much the same wherever you are. We ate outside after ordering our meals in the cafe, and the table service was entertainingly disorganised. There was a small orgy of visor cleaning. Complaints

were voiced about insects nowadays apparently living on a diet of glue. My own approach to cleaning a visor consists of laying a folded wet J-cloth over the visor for a few minutes, covering it

with the plastic bag it lives in to prevent it drying out, and then removing even the most adhesive of insects with a single wipe. The only downside to this is if you for-get to take the cloth out to rinse and dry when you get home. For your next outing you then discover that you have a malodorous, slimy hor-ror to deal with, and need a new bag and cloth. I was rather struck by Mike's kit of a range of soft cloths and what appeared to be a small bot-tle of Alberto VO5 shampoo, which was not

really what I would have expected from a rug-ged-looking guy like Mike. It transpired that he had forgotten his cleaning materials and had borrowed Audrey's.

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General entertainment on the run was obligingly provided by Ron, whose Aprilia had developed an ailing generator which failed to charge his bat-tery, and after any stop he needed the tender ministrations of the Tippers in order to get going again. John earned my considerable respect by having a pair of jump leads in his tailpack. On one occasion hearts were in boots when the

Aprilia failed to turn over even with the leads in place, but when Ron tried to move his bike a little closer to John's he discovered he had left it in gear with the side stand down! We tanked up at the Murco by the cafe, with only a few preferring to start their bikes up rather than pushing them the fifteen yards needed. Our return journey took us into Old Hunstanton, and then down through Swaffham to Barton Mills, so it was an arc bowed slightly to the west. At Walkers I carried straight on without

stopping in the hope of getting to my sister's birthday party in Woodford before everything had been eaten (I succeeded) so I know nothing of the final leg of the ride, but I think the total distance must have been close to the predicted 250 miles. It was a most enjoyable run and, apart from Ron's little problem, without mishap. As usual Geoff did sterling work as back marker. A final word on the Satnav. Last weekend I went out on a run to the South Coast. I

decided that I might as well try a few new dull roads, and accordingly headed east shortly before Eastbourne, and carried on for twenty miles or so, guided by the sun and whimsy, before heading north-west. The roads were still as boring as I had expected, but at least I had not ridden them before. To get round Tunbridge Wells, having missed my B-road of choice, I ventured onto unclassifieds, still guided by the sun. These were miserable little narrow lanes which tended to divide; each way not really in the direction I wanted. The signposts, featuring destinations like Frogs-bottom and Newtwiddle, were of little help. I eventually got nervous and stopped to resurrect the Satnav from the top box. It gave a little chirrup of delight when I turned it on. I gave it Westerham as a destination (if I had said home it would have taken me onto motorway) and as soon as possible it directed me off into a maze of overgrown cart tracks which made me realise what an attractive option even a mis-erable little narrow lane can be. It did get me to Westerham. Admittedly it was the

wrong side of Westerham, and straight into a traffic jam, but since I had not been specific I cannot blame it for that. Nevertheless, the romance has definitely died and our relations from now on will be strictly business.





DESTINATION RATED Café Knead - Blue Egg - Great Bardfield

Braintree Road, Great Bardfield, Essex CM7 4PY 9am to 5pm Monday - Friday, 10am to 5pm Saturday, 10am to 4pm Sunday

Situated just before you enter Great Bardfield if heading from Chelmsford, this su-perb café offers home cooked food & cakes. For those with a Gluten intolerance it also offers gluten free food & cakes. Our visit recently had on offer pulled pork bur-

gers that simply looked incredible though they had sold out by the time we got to the counter! Food 5/5 The quality of food is very high, breakfast bacon & sausages are WOW!

Service 4.5/5

Service is excellent.

Price 3/5 The food is on the expensive side, but you do get what you pay for.

Capacity 5/5

Lots of room inside & outside though if the weather is poor inside does get very busy.

Parking 5/5 Tons of parking out the front but we park at the rear usually just motorcyclists & cy-clists.

https://www.google.co.uk/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&cad=rja&uact=8&ved=0CAcQjRxqFQoTCL6G-vnDmsgCFYVdGgodoQ8EtQ&url=http%3A%2F%2Fwww.tripadvisor.co.uk%2FRestaurant_Review-g499096-d1051703-Reviews-The_Blue_Egg-Great_Bardfield_Braintree_Esse

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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 Ob-

server.

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 bene-

fit 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 be-

ing 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:

Further Training Opportunities for Full Members

Joining Fee

29th March 24th May

£45.00 26th July 18th October

Contact John Tipper, 8 Carlton Ave, London N14 4UA. Email: [email protected] Tel : 0208 360 8590



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 avail-able 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 Additional Mem-

bership Fee

Contribution to

Observer

Teri Olley John Tullett

tba [email protected] £20 pa £10 per ride

EEE S S E XS S E XS S E X AAA D V A N C E DD V A N C E DD V A N C E D

MMM O T O R C Y C L I S T SO T O R C Y C L I S T SO T O R C Y C L I S T S GGG R O U PR O U PR O U P

Colin Childs, Editor

University of Essex Printing Services, contact Han-

nah 01206 872822 for more information.

Please mention EAMG when replying to advertisers - it identifies you!

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Affiliated to the

British Motorcyclists Federation

Registered Charity Number 1107703 Essex Advanced Motorcyclists Group Ltd, Registered

Office, St Laurence House,

2 Gridiron Place, Upminster, Essex, RM14 2BE

Registered in England & Wales, Registration No. 5258261

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 pro-motes discussion and interest. Any spelling or gram-matical 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 excel-

lent, but seek personal recommendations.Text © EAMG 2011. Illustrations © EAMG 2010, except

where indicated otherwise. Group material may be

reproduced provided acknowledgement is given to

EAMG and the original author.



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