Monday, 28 February 2011

Donate your Scrap Car to Charity!

Real Road Racing Motorcycle Blog by Barbiegirl Northern Ireland
A greener, brighter future for our kids: how to make a difference, even when it comes to junking your car - if you have one, as opposed to having a bike - otherwise donate your unwanted car to

Car ownership in the UK is on the rise, and it doesn’t look like things are going to change any time soon. Many of us genuinely need cars - not that I personally have any kids, nor do I want yours either - but how else are we going to take the kids to and from school or activities, pick up the shopping and run errands all within a few short hours?

But that’s not to say we can’t all do our bit. With growing concerns for the planet, and our children’s future, we should take every decision we make when it comes to cars seriously. Do I need to take the car? Do I need a new car? Do we need two cars? Even this one – what should I do with my old car?

The choices are yours and yours alone, but if you are considering getting rid of an old car, take a second to have a think about what will happen to it once it’s gone.

Of the two million or so cars that come off our roads every year, up to half are abandoned. End-of-life vehicles are classed as ‘hazardous waste’; leaving them to rot and rust does a great deal of harm to our soil and water systems, as it’s easy for them to leach pollutants into the ground. One million cars a year: that’s a lot of waste, and a lot of pollution.

Get rid of your car through a regulated scrap yard rather than through a quick-cash-deal scrapper and it will be dealt with to the highest environmental standards, with 85% of the vehicle’s weight being recovered, reused and recycled.

And what’s more, if you decide to donate your old or scrap car to charity through an organisation like Giveacar, you can also do your bit for giving back, just by getting rid of something you don’t need.

Giveacar offers its customers a free service, and operates throughout the UK. Working with their salvage partners, they arrange the pick-up your end-of-life motor, have it taken for safe disposal and scrapping at an ATF, and donate the proceeds to charity, after minor administrative costs. At the end of it all, you’ll get a receipt for your donation from the charity of your choice.

Since it started in January last year, they’ve managed to raise over £250,000 for over 300 charities, including child-centric ones such as The Children’s Trust and Action for Brazil’s Children.

So, if you’re thinking of getting rid of a car, make a right turn. Help your kids by looking after the environment, and maybe even help out some less fortunate kids in the process. Going green and giving back, even when it comes to old bangers, can be easy. is a social enterprise that raises money for charities by accepting donations of unwanted cars.

Dinosaurs will not be accepted!

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©2010 Motorcycle RealRoadRacing Blog by Barbiegirl Northern Ireland

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Saturday, 26 February 2011

Manx Nortons, Relentless TAS Suzukis and Dinosaurs

Motorcycle Real Road Racing Blog by Barbiegirl Northern Ireland
Having now had time to carefully study Tony Harvey MCUI-UC DCAL Briefing part one, obvious questions immediately spring to mind, and all relate to the alleged mindset of the MCUI-UC Dinosaurs.

The concerns about the unacceptable safety record of real road racing as voiced by Senior Coroner Mr John Leckey are the exact same as those that have been raised by every sane motorcycle racing enthusiast for countless years. Problem was of course, probably still is, the Dinosaurs just did not listen; Richard Nesbitt for instance, he who declared during the John Donnan inquest: "I can't remember the man saying anything sensible other than nattering away in my ear. If someone is constantly coming at you it is easier just to ignore them" and Ivan Davidson who during the Norman Gordon -v- Louth Motorcycle Racing Club case in the High Court, also allegedly suffered from acute memory loss - and these people are allegedly on the road racing safety and rules committee.

What do any of the Dinosaurs really know about motorcycle racing in the 21st Century? Unlike those with the power to call time on the sport of motorcycle real road racing who have declared they find the speed of the modern day racing motorcycle almost incredible, the actions of the Dinosaurs would have one believe these incredible speeds aren't a safety issue worth a second thought. What for instance would an alleged past Manx Norton bicyclist operator know about modern motorcycle racing projectiles? Compared to a Relentless TAS Suzuki Superbike, the Manx Norton was more on a par with the legendary Penny-Farthing , or alternatively as far removed from a modern motorcycle race machine as Dinosaurs are from the human race. Perhaps what the Governing body of the Northern Ireland motorcycle racing fraternity now needs is a top calibre leader such as the clown psychopathic dictator Muammar Gaddafi. Really!!!

Senior Coroner Mr John Leckey and DCAL officials were also allegedly surprised that key groups such as the RIC and Safety Committees can change en masse after each AGM, and whilst conspiracy theorists in our midst might well believe this was merely a simple method of ensuring a fair distribution of benefits – it most certainly was not the case, nor is it – allegedly. It was however, also said that every effort must be made to ensure that persons acting on these committees should be completely detached from any gain, a point which Tony Harvey allegedly took pains to reiterate during his briefing - a damning revelation in itself, and further high octane fuel for the aforementioned conspiracy theorists who more than likely believe that rumours of alleged past misappropriations are quite possibly allegations worthy of further speculation - and exploration.

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©2010 Motorcycle RealRoadRacing Blog by Barbiegirl Northern Ireland

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Real Road Racing Motorcycle Blog by Barbiegirl Northern Ireland
Ride It Right the motorcycle safety initiative reports that it is supporting Allstate Northern Irelands “X the TXT” campaign, and we should all be supporting this campaign to save lives.

There are far to many irresponsible morons attempting to drive on our already dangerous roads whilst texting their friends - it's not cool, it's not clever, it's absolute insanity. Daivid Ford needs to waken up and change the law as a matter of urgency, first offenders should face instant disqualification, and have their vehicle seized and destroyed, plus any further offences should result in a prison term complete with daily floggings. Rant over - next is the press release as received from Trevor Baird @ Right To Ride - Pay Attention - Take Heed!

The campaign which is fully supported by the DOE Road Safety branch and the PSNI, encourages people not to text and drive, by concentrating on young drivers at Colleges to pledge not to text & drive and to take the message home to friends and family that it’s not OK to text and drive – X the TXT.

As motorcyclists we know the importance of reading the road ahead, the need to concentrate on riding and to ride without distraction, however other vehicle drivers while sitting in their vehicles can easily become distracted while driving and no more so from the use of mobile phones.

Even with the legal implications of, Driving without proper control or driving using a handheld mobile phone, which can bring drivers a fixed penalty of £60, three penalty points; with a fine of up to £1,000 (£2,500 for drivers of goods vehicles, buses and coaches) and possible disqualification if taken to court, drivers still appear to be using their mobile phones to talk and to text whilst driving.

“X the TXT”
The campaign aims to raise awareness of the dangers of texting while driving as well as the legal implications and the human cost of texting and driving.

This campaign was started in the US by Allstate Northern Ireland’s parent company, one of the largest car insurers in America because of the increasing numbers of collisions due to people texting while driving. This is also becoming a wider issue in Northern Ireland so it was decided to launch the campaign in schools locally as part of Allstate’s Community Responsibility programme.

Students taking part in the event are asked to support the campaign by stamping their thumbprint on a banner which will remain at the school as a constant reminder of not to text and drive, they also receive a pair of thumb bands that read "TXTING KLLS" to wear as a daily reminder when texting.

Research conducted on Facebook by the RAC Foundation in 2008, polled 3000 drivers and found that 48% of 18-24 year olds admitted to texting while driving. Early research by the Transport Research Laboratory for the RAC Foundation found average reaction times slowed by 35% when 17-24 years olds drove in a simulator while writing or reading texts. The texters were found to drift out of lanes more, had poorer steering control and were less able to maintain a constant distance behind a lead vehicle.

Despite legislation introduced in Northern Ireland to address the use of mobile phones was introduced in Northern Ireland on 27 June 2007 and the PSNI have reported that they issued 17,857 endorsable Fixed Penalty Notices from 31 July 2007 to 31st December 2008.

Using a mobile phone whilst driving is still obviously an ongoing problem on our roads and it is hoped this new campaign will raise awareness amongst young people as well as the wider Northern Ireland community.

You can show your support for the X the TXT – Don’t Text and Drive campaign by becoming a fan on the X the TXT Facebook site –

Full article can be viewed at Ride It Right at

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©2010 Motorcycle RealRoadRacing Blog by Barbiegirl Northern Ireland

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Friday, 25 February 2011

Relentless TAS Suzuki Gear Up for the NW200

Real Road Racing Motorcycle Blog by Barbiegirl Northern Ireland
Relentless Energy drink is backing the International North West 200 for a further two years with the announcement of a renewed brand partnership helping to cement the North West’s position as Ireland’s top outdoor sporting event.
(Click on images to enlarge)

The high profile energy drink was launched in Northern Ireland during the build up to last May’s North West 200 and developed a very successful partnership with the global event and its organisers Coleraine & District Motor Club Ltd as well as the highly successful TAS Suzuki Road Racing team.

This year’s North West 200 is set to take place on Saturday 21st May with Race Week Festival kicking off on 15th May and race technical director Mervyn Whyte MBE was ecstatic as he welcomed Relentless Energy back on board as title sponsor. “The dynamic spirit and sheer tenacity of Relentless encapsulates everything that the North West 200 stands for and I’m delighted that the Relentless Energy team will support our event until 2012. It’s been an excellent partnership to date and we look forward to working alongside the team over the next two years creating improved race programmes and drawing high calibre competitors from all over the world as well as here on the island of Ireland.”

Attending the high glamour launch at Belfast’s Merchant Hotel was Relentless Suzuki by TAS Racing team members Carrick’s Alastair Seeley and Guy Martin from Lincolnshire. Everyone is really looking forward to see what Guy can do with his new team and machinery, and I'm sure the fans will be right behind him getting that elusive first NW200 win under his belt.

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©2010 Motorcycle RealRoadRacing Blog by Barbiegirl Northern Ireland

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Thursday, 24 February 2011

BARB – Wire Rope Barriers & Roads Minister Conor Murphy

Real Road Racing Motorcycle Blog by Barbiegirl Northern Ireland
And now for a little scary safety story involving another Government body allegedly manned by eejits from another planet. In July last year BARB reported that it appeared that Northern Ireland was getting wired up with the fitting of Wirerope/Cable barriers (Vehicle Restraint Systems).

We first noticed these barriers in Belfast, situated at the junction of Tesco’s at Newtownbreda, however stretches of wirerope barriers have been and are now being fitted on the A1 Dual Carriageway between Belfast and Newry.

We also reported that A1 Beech Hill to Cloghogue dual carriageway (Newry By-pass), a 12km stretch at a cost of just over £150million which was part funded by the European Union, TEN-T (Trans-European Network Transport) Programme, seemed to have ignored the exposure to risk of motorcyclists by installing a wire rope barrier system.

On Wednesday 23rd February the Roads Minister Conor Murphy, officially opened the £45million A2 Maydown to City of Derry Airport dualling scheme.

At the launch the Minister said: "The completion of this £45million project is an important step forward for the people of the northwest. The new dual carriageway will help ease congestion, resulting in improved safety and journey times for traffic travelling on this route.”

However what is clear at Right To Right is that when the Minister says that the “project” will result in improved safety for traffic travelling on this route, he has again forgotten about one mode of transport and that is the motorcycle and their riders.

At Right To Ride our position on wire rope barriers is clear and what is considered by riders’ organisations around the world, which is that these road restraint systems are seen as the most dangerous type of crash barriers because of the exposure to the lethal upright posts.

A2 Bikers against Rope Barriers - (BARB)

Local members of the motorcycle fraternity have now been spurred into public action and they have formed into an organized group called, A2 Bikers against Rope Barriers - (BARB)

The group has unanimously agreed that a wrong and lethal decision has now been made by Roads Service, supposedly on our behalf, resulting in a 100% rejection by bikers, of this type of Vehicle Restraint System chosen for this stretch of road.

BARB continues by saying, “Either by a mistake or design, this decision has resulted in exposing a fundamental safety flaw. It is our view as lay people that instead of decreasing a greater daily risk to us motorcyclists, it has multiplied the daily risk who have to use this stretch of road in the future. This is compared to other types of safety barrier choices that were available to the engineers at the time.

Right To Ride along with the British Motorcyclists Federation (BMF) in Northern Ireland, are 100% behind BARB and are supporting BARB’s mission, "to stop DRD Roads Division from updating/upgrading our roads infrastructure with any more anti motorcycling safety rope barriers until an alternative suitable barrier has been agreed by all parties for this road and past and future development."

For further information BARB can be contacted on

And also via the Facebook page A2 Bikers against rope barriers (BARB)

Details of the scheme at Roads Service – Click Here

Read the BARB full press release and information at RightToRide

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©2010 Motorcycle RealRoadRacing Blog by Barbiegirl Northern Ireland

Tony Harvey MCUI-UC DCAL Briefing - Part Two

Motorcycle Real Road Racing Blog by Barbiegirl Northern Ireland
In Part Two of Tony Harvey allegedly briefing the MCUI-UC after his discussions with the Senior Coroner, Mr John Leckey and representatives from DCAL, including Colin Watson and Ciaran Mee regarding the video and photographic evidence from the 2007 Tandragee 100, we now move on to what could possibly be referred to as the proposed response debate. And do please read most carefully and digest, for despite the risk of stomach ulcers, probing questions will be asked.

1. The footage shown on the two DVDs illustrates that many non-competitors, including race officials and spectators, were at a very serious risk of injury or death.

This situation has been acknowledged for several years now and the implementation of improvement measures has been under continuous review.

Particular attention has been paid to two important elements:
(i) Track dimensions, run-off and the design of chicanes; and (ii) The position of officials and members of the public in the immediate vicinity of the track.

The first of these is dealt with under Point 4 below:
As to the second, a policy of wider and deeper “no-go” zones has been implemented at all circuits in 2008 & 2009 and will be pursued further. The basic principle of “no track-side personnel” has been adopted and written into Official Track Certificates.

This applies basically to Marshals, first aiders and other officials who enter these areas only in emergency to perform their duties, and always under the protection of a waved yellow flag.

In addition, considerable work has been carried out on the analysis of distances traveled by machines which have been “downed” at various speeds, and “line of fire” prohibited areas identified and enforced according to machine speeds at the particular points.

The public especially can only be present in areas at an acceptable distance from the racing surface and where additionally protected (as appropriate) by walls, fences or other barriers. The crucial point here is that they be kept at a safe distance from the action.

2. Is it sufficient for spectators to be warned that attending motor cycle road races can be dangerous? What about children who attend?

The standard system of warning of danger is by boards carrying an appropriate wording with others equally clearly positioned to identify prohibited areas.

It is acknowledged by the MCUI(UC) that whilst motorcycle racing is a very popular sport with competitors and the general public alike, it carries an element of risk which must be managed.

“Reducing Risk, Protecting People”
2008 & 2009 has seen a return to the original chicane design, with detailed plans noting layout and dimensions, and a through-speed of approximately 65mph, together with a type of construction which does not lend itself to the detachment of components even when struck by a machine.

Certainly no free-standing straw bales are used, and it is the intention that this current type of construction will be standardised in future.

5. The question must be asked whether it is acceptable in the 21st century to have motor cycle races on public roads bearing in mind: (a) the speed potential of modern racing motor cycles-, (b) the nature of public roads; (c) the unpredictable consequences of mechanical failure or a competitor losing control of his machine or a crash involving a number of competitors; and (d) the difficulty of ensuring spectator safety particularly where spectators are allowed to be positioned close to the racing.

This larger question needs to be broken down into several parts:

5(a) Speed Potential:
Undeniably, the speed of all motor sport tends to creep upward year on year and this is a concern for all racing officials. It is perhaps appropriate here to quote from the Roads Inspection Committee’s Annual Report to the MCUI (Ulster Centre) AGM in November 2009:

“Speaking on behalf of the three Committee Members who have declined to let their names go forward for re-election for 2010, I have to say that we are all agreed that unless drastic steps are taken to (1) Reduce the speeds of machines in road races especially and (2) Remove all Personnel and Spectators from within range of circuit accidents, the time will very soon come when road racing will be a thing of the past.” At the same time a lot of practical work has been carried out on all course setups to improve the safety for Competitors, Officials and Spectators, particularly since 2007, but clearly there are limits to the extent this can reach."

Much evidence of the use of safety chicanes, removable fences, and permanent removal of obstacles such as telegraph poles, trees, etc in addition to improved runoff areas on the outside of corners etc. However, to date, no speed inhibiting mechanisms have been deployed on racing motorcycles. This is a subject which needs further consideration – while it may not be achievable in practice, then the alternative of not running the higher-powered “Superbikes” might be a consideration.

5(b) The nature of public roads:
In conjunction with the Risk Assessment, the Roads Inspection Committee (in cooperation with all governing bodies) ensures that the road condition is in a suitable condition for racing. Account is taken of the width and length of the track as well as the class speed for that particular race. An approved formula is then used to determine the number of permitted starters. The risk assessments also take account of the trackside and spectator areas and appropriate mitigation stems from this.

5(c) Unpredictable consequences of mechanical failure:
Flag Marshals are positioned appropriately to provide warning of any hazard emanating from mechanical failure.

A simple reply at this point could be – if both speed of machines (5a) and the number of simultaneous starters in a group (5b) were to be reduced then the consequences of high risk from mechanical failure would arguably be less and this is what we want to achieve.

We have in place a set of simulations of the trajectories of machined becoming airborne, bouncing or sliding as a result of an accident. This is now available to the Roads Inspection Committee so that it can instruct Organising Clubs to place

Officials and Spectators at safe distances.
5(d) Spectator safety particularly where spectators are allowed to be positioned close to the racing: The Track Certificates, which are essential to the running of Road Races, clearly specify the location and dimensions of all areas, entry to which is Prohibited to the Public. Each circuit is re-assessed on an annual basis. For each Circuit, these must be reconsidered with Prohibited Areas greatly increased and enlarged – the days of watching “from behind the hedge” or, worse, “from below and through the hedge” are clearly gone.

This requires a robust policy – from the governing body and delivered by the Organising Club. Failure to meet the minimum requirements should result in stiff penalties - a bit like a football club having to pay a large fine if its supporters behave badly on the way to the match.

As mentioned recently, a renewed effort needs to go into achieving all these points otherwise we are quite certain that our days of enjoying road racing will come to an end.

So endeth 'Tony Harvey MCUI-UC DCAL Briefing - Part One & Part Two' Next will be the questions.

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©2010 Motorcycle RealRoadRacing Blog by Barbiegirl Northern Ireland

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Wednesday, 23 February 2011

Tony Harvey MCUI-UC DCAL Briefing - Part One

Motorcycle Real Road Racing Blog by Barbiegirl Northern Ireland
Interesting bedtime reading can sometimes be found in the most unlikeliest of places, MCUI-UC documents for instance where we discover that at one particular MCUI-UC meeting, Tony Harvey allegedly provided a short summary of his discussions with the Senior Coroner, Mr John Leckey and representatives from DCAL, including Colin Watson and Ciaran Mee regarding the video and photographic evidence from the 2007 Tandragee 100.

They made the following points:

Generally they wish to express their concern about the close proximity of many people to Racing Motorcycles.

They do not understand how it could have been logical to allow the speed of a safety chicane to increase from approximately 60MPH to around 100MPH.

Interested to learn that all chicanes will be built to standard format in future.

Concerned that key groups such as the RIC and Safety Committees can change en masse after each AGM.

Voiced their opinion that every effort must be made to ensure that persons acting on these committees should be completely detached from any gain.

They find the speed of the modern day Racing Motorcycle almost incredible.

After replaying the footage of the John Donnan accident in 2007, Tony asked the meeting how it would be possible to make road racing safer and suggested that this could be helped by placing spectators in safe areas and reducing the HP of the machines.

Billy Rodgers suggested that it would be impossible to reduce the HP on machines and to impose that level of control on all the spectators. Tony replied that this would be difficult but we must start now and be seen to be improving safety. Tony went on to say that DCAL are most keen to see that steps are being taken to provide an external assessor and it is likely that they (DCAL) will use him to assist them with the information they require.

Tony Harvey reminded all present that DCAL had expressed their opinion to him that persons acting on the RIC should not be perceived as having anything to gain from their position.

Part two of the aforementioned document is even more interesting although it has to be admitted most interesting, and damning, is Tony Harvey repeating the point regarding 'gain' in the foregoing paragraph which reads: 'Tony Harvey reminded all present that DCAL had expressed their opinion to him that persons acting on the RIC should not be perceived as having anything to gain from their position.' Surely it is not being inferred by DCAL that MCUI-UC officials have in the past somehow made gains from their privileged positions of trust!

Obviously Barbiegirl should not have access to such lurid documents therefore moi may not have in her possession the mentioned document, and none of the foregoing is actually true, but as indicated, a most interesting Part Two will follow tomorrow.

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©2010 Motorcycle RealRoadRacing Blog by Barbiegirl Northern Ireland

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TAS Racing Relentless Suzuki Spanish Away Days

Real Road Racing Motorcycle Blog by Barbiegirl Northern Ireland
Relentless Suzuki by TAS Racing will head to Spain for the opening test of the year at Cartagena on March 3/4/5/6, with riders flying in from Northern Ireland, England and Australia.

Alastair Seeley, now in his third full season with the team, is no stranger to Relentless Suzuki’s pre-season testing programme and Guy Martin is well settled after a pre-Christmas test on the team’s GSX-R1000 Superbike. One man who has been ploughing his own furrow ‘down under’ is 27-year-old Aussie Josh Brookes, the team’s sole representative in this season’s British Superbike Championship.

Brookes has been riding a ‘tricked up’ GSX-R1000 in Australia, sent out to him by the team in November – letting him learn the characteristics of the Suzuki before he makes the long journey to Europe next week, and he can’t wait to get started.
(Click on image to enlarge)

Josh Brookes: “After riding different machinery for so long, I’m surprised just how quick the Suzuki felt so natural to me; I did feel at home on it straight away. Yes it is technically a street bike, but it gave me the chance to set up things like footrest and handlebar positioning before Spain. I’m more driven than I have ever been for a season, after a spending time at home doing different activities every day to keep myself focussed, and I’ve never been so fit.

“I’m now looking forward to meeting all the guys in my new team and getting to know them before the season starts. I hear quite a few of them are into Mountain Biking and Motocross so that should be fun – we can have a laugh and hang out together.

“I’m in the Fox Sport studio this weekend in Sydney: I’m on the panel for the World Superbike races at Phillip Island. It gives me a chance to tell everyone what I’m doing this season and give them some information on the team before I leave for Spain on Monday.”

Philip Neill – Team Manager: “I think everyone in the team is looking forward to getting stuck in this season and it will be nice to have all the guys out in Spain together. Josh is pleased with what he’s achieved at home in Australia on the GSX-R1000. He had suspension and different bits and pieces also sent out, so it’s given him a base setting and a head start before he jumps on the Superbike proper.”

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Tuesday, 22 February 2011

Another Day, Another Real Road Race, Another Inquest

Real Road Racing Motorcycle Blog by Barbiegirl Northern Ireland
A series of recommendations to increase safety at motorcycle races were adopted by a jury at an inquest in Navan last week into the death of a 32-year-old rider in an event at the 2009 Kells Motorcycle Road Races.

Padraig Campbell, an Athlone native living in Moate, Co Westmeath, died of multiple injuries after crashing during a practice lap for the 400cc support event at the Adelaide International Kells Road Races that year.

The jury said that, among the recommendations, a qualified safety officer be appointed for all such high-risk events to ensure that a proper risk assessment has been carried out and that proper safety measures be put in place.

Pathologist Dr Muna Sabah, who carried out a post-mortem on the body of Mr Campbell, concluded that he had died from hypovolemic shock (blood loss) due to severe musculoskeletal and soft tissue injuries following a motorcycle accident.

The inquest, which was attended by Mr Campbell’s family members (who were represented by solicitor Peter Higgins of Regan McEntee & Partners, Trim), and a large number of motorcyclists and club officials, was told that files on the incident had twice been sent to the Director of Public Prosecutions (DPP) but he had recommended that there should be no prosecution.

It was also stated that Gardai had no jurisdiction in the investigation of a road accident held on a stretch of road that had been closed by the local authority under a permit issued by the relevent local authority. Their jurisdiction extends to whether a crime has been committed, the inquest heard.

At the outset, Meath County Coroner John Lacy said that the inquest was not a trial. “Nobody is on trial here. For somebody to be put on trial, that is a matter for the DPP,” he said.

He said that the deceased’s stepmother, Betty Campbell, had submitted a list of recommendations to the inquest “in an effort to ensure that this will not happen again”. He said the recommendations were “very helpful”.

Sergeant Brian Morrissey told the inquest that, at about 5.45pm on 18th July 2009, he had learned that one of the riders involved in the races had sustained injuries. He said that on a straight stretch of road, he found a large crowd gathered, and ambulance and paramedic personnel were present. A man was lying on a stretcher. He notified his superiors, Superintendents Michael Devine and Pat Collins. He spoke to two members of the organising committee and told them he was closing part of the road to take measurements.

He took possession of two motorbikes, that of Padraig Campbell and another rider. He said that a file had been sent to the DPP but that he had decided there should be no prosecution.

In reply to Mr Higgins, he said that when a permit was granted by the local authority to close a stretch of road, that stretch was not considered a public place under the terms of the Road Traffic Act.

He said that his only concern, having taken directions from his superiors, was to see that no “malpractice” had taken place, such as any possible interference with any motorbike. ]]

Lester Ferguson, secretary of Kells and District Motor Racing Club, said that, up to 2009, there had been no fatality at the races. He said a road safety committee made sure the track was safe. On the day, there had been a riders’ briefing before a practice lap.

Within minutes of the practice starting, a red flag was called due to the accident. He said that he had gone to the scene of the accident with Sean Bissett. The medical personnel had done everything they could for Padraig Campbell but “unfortunately he had died”. He told the inquest he had not witnessed the accident itself.

Asked by Mr Higgins whether any safety plans were lodged with the local authority when applying for a road closure, he replied that the health and safety statement was renewed every year. It did not really change, it just had to be updated.

He said he regarded the track as “second to none” and the club had been given a grant for the circuit by Meath Partnership in 2009. The only injury at the races prior to 2009 was a broken collarbone.

The participants had been invited to inspect the track but he did not know whether Padraig Campbell had inspected it. The riders were expected to carry out the inspection before mounting their bikes, he said.

Motorbike racer Andrew O’Brien gave evidence that he had taken part in the warm-up lap.

He said the warm-up was controlled by a 'travelling marshall’ mounted on a motorcycle. The only person allowed to overtake during a warm-up was the marshall. The purpose of a warm-up was to check if the tyres were up to temperature and the condition of the track, including whether there was any oil or substances on the road.

Northern Ireland rider Wayne Hamilton, who took part in the race, said that at a place called O’Hanlon’s Leap, he felt his back wheel locking and he assumed he had had a mechanical failure. He turned around and saw another motorcycle in the air. He said he did not see the rider. He saw two race marshalls waving flags in front of him and he pulled in to a safe part of the road 300-400 yards further along.

Joe Connolly, Clonee, said he regularly attended the Kells event. He was acting as a photographer on the day. He did not see the collision between the two bikes but had seen them joined together. He saw the “blue bike” pulling away twice and hitting a sign.

Dr John Dermot Hynes gave evidence that, following the accident, three doctors and six paramedics worked to try to resuscitate Mr Campbell but at no stage did his condition improve.

He told Mr Higgins that he could not think of any recommendation he could make to improve the course. “It is an extremely safe circuit,” he said.

The coroner said that what caused the motorcycles of Mr Campbell and Mr Hamilton to come together would never be known.

Mr Higgins said that Mrs Campbell had put it to him that, because part of the road was closed, the Gardai were not able to investigate the accident. “That is a matter of concern to her,” he said.

He said that, in fairness to the Campbell family, they were not expressing dissatisfaction with the coroner’s holding of the inquest, or with the Gardai, but with the wider matter of an investigation.

Mr Lacy said he would agree that a sporting accident of this kind seemed to fall between two stools - the Health and Safety Authority could not investigate because it was not a workplace accident, and the Gardai could not intervene because the road was not a public place. Perhaps this was something that required new legislation, he said.

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©2010 Motorcycle RealRoadRacing Blog by Barbiegirl Northern Ireland

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RealRoadRacing Norman Gordon -v- Louth Motorcycle Racing Club

Motorcycle Real Road Racing Blog by Barbiegirl Northern Ireland
Bearing in mind the unacceptable appalling safety record of the MCUI-UC and the as yet not located findings of the 2000 Task Force, what follows is an official document from the Southern Ireland High Court, published here as a reminder to the Dinosaurs of what is still to come. Unlike those riders involved in fatal incidents whilst competing at Tandragee etc, the plaintiff Norman Gordon in the case against Louth Motorcycle Racing Club suffered a serious knee injury, which resulted in him receiving a quite considerable financial award.

It would also appear that Richard Nesbitt isn't the only MCUI-UC official with memory loss problems. During the John Donnan inquest it was Richard Nesbitt who allegedly told the court: "I can't remember the man saying anything sensible other than nattering away in my ear. If someone is constantly coming at you it is easier just to ignore them" In this High Court document at 19 we find another MCUI-UC Dinosaur allegedly suffering from acute memory loss - must be an age thing: 'He expressed these concerns to Ivan Davidson just before the race began. Ivan Davidson who is on the road racing safety and rules committee of the sport had no recollection of this comment'

JUDGMENT as delivered by Ms. Justice Clark

1. This action involves a claim for damages for personal injury sustained by the plaintiff Norman Gordon while a competitor in a motorcycle road race which took place on the 27th June, 1999. The race was one of a series of races which together make up the Motor Cycling Road Race Championship of Ireland. It was organised by the defendants who are experienced road racing organisers and took place on a closed off section of the main Dublin to Belfast road just outside Dundalk in County Louth. The plaintiff suffered injury when his bike lost control and mounted the Ballymascanlan roundabout where he was thrown from the bike hitting his leg against an unguarded kerb on the opposite side of the roundabout.

2. Norman Gordon alleges that his injuries were sustained because of the negligence of the promoters who, in breach of their own rules permitted a support rider confined to riding a 750cc motorcycle to compete on a 1000cc motorcycle. He alleges that this novice road racer did not have the experience to control such a powerful motorcycle and that his lack of experience contributed to his cutting across the plaintiff’s path thus causing the plaintiff to crash. He also alleges that the organisers of the course failed to insulate or otherwise protect the kerb of the left side of the roundabout thus creating an unnecessary risk to competitors in the race at a known and anticipated danger point.

3. All matters were in dispute and the case ran over seven days during which time little was agreed between the parties. It was apparent that all witnesses were deeply and passionately involved in the sport of motorcycle road racing. This passion sometimes coloured the evidence creating confusion and discord where none was necessary. At the end of the day, the evidence of some witnesses was more credible than that of others and was more consistent with the evidence of the plaintiff than with the evidence given by some of the defence witnesses.

4. There was no issue of volenti or of the plaintiff’s entitlement to bring these proceedings and the case was presented as a simple negligence action. An enormous amount of evidence dealt with issues which ultimately were not relevant to the cause of the plaintiff’s injury which was the failure to protect an area of kerbing but dealt rather with whether a support rider should have been permitted to ride a 1000cc bike in an open road race.

The Evidence
5. Norman Gordon is a motorcycle enthusiast and has been involved in road racing motorcycles for many years. He comes from outside Ballymena and is now approaching his forty fifth birthday. He is a self employed plasterer running a successful business. He was thirty six years old on the day of the accident which occurred on the 27th June, 1999, and was a holder of a Super A licence which is the highest category of road race licence permitting the holder to compete in all international motor cycle road racing events apart from the Isle of Man TT Race.

6. Up to the date of the accident he had been involved in national road racing as a competitor and had won or been well placed in a number of races. Since his injury he has been unable to compete but has maintained his keen interest in the sport by attending road races and has been a clerk of the course in mid Antrim since 2001. It was apparent in hearing the plaintiff that he is knowledgeable and experienced in how road races are organised, how records are kept and how safety is maintained.

7. The plaintiff accepts that motorcycle road racing is a dangerous sport and accepts that in the year 2000 there were several fatalities among competitors at motorcycle racing events. Joey Dunlop the Irish hero of motor biking and Gary Dynes, both of whom competed in the race in which the plaintiff was injured, died in road races that year. It was accepted that there have been no fatalities on the Ballymascanlan course in the twelve years of its life. The plaintiff’s evidence was that as bikers take enormous risks in organised races it is up to the organisers to engage in safety measures and to identify areas where accidents are likely to occur and to minimise those risks

8. The rules of motor cycle road racing are governed by the Motorcycle Union of Ireland which covers both parts of Ireland. There is an Ulster Centre and a Southern Centre, but the rules and requirements regarding racing are uniform throughout Ireland. It was apparent that there has been a determined effort in recent years to work towards greater safety in the sport of motor bike racing on roads.

9. The plaintiff gave evidence of a joint meeting of both branches held in the Ballymascanlon Hotel in January, 1999 and convened by Ivan Davidson who gave evidence. There were four representatives from the Ulster branch and four from the Southern branch at the meeting where the Road Race Championship for 1999 was discussed. It was agreed and confirmed by minutes kept by Ivan Davidson and produced at the trial, that the limit to the size of bike to be ridden by a class of novice road racers described as “support riders” would be 750cc. This restriction was introduced in an attempt to minimise an alarming number of serious injuries and fatalities sustained by novice road race riders in the previous year. Ivan Davidson and the plaintiff who were present at the meeting believed that the newly introduced rule as to limiting support riders to 750cc applied immediately.

10. Damien Mulleady, the competitor who the plaintiff blamed for causing his accident was discussed at the meeting. He was one of a significant number of riders who were upgraded through the various levels of grades of riders. Specifically he was upgraded to the 750cc class in the clubman short circuit grade.

11. Most motor bike riders begin their competitive riding on closed tarmac circuits on courses which are purpose built and designed for racing and are not open to ordinary traffic. This racing is known as short circuit racing. A clubman is a level of rider in short circuit racing and it was clear from the minutes presented that in the clubman short circuit grade, there were several classes starting with under 200cc and working up to the 750cc class.

12. The next level of racing is on public roads which are closed off for the duration of the road race. Local committees of the Motor Cycle Union of Ireland assess and upgrade short circuit riders to road race riders. To be eligible for road racing the first requirement is a grade A licence. The first class of upgraded riders in road racing is a support class rider. There are many categories of road race confined to specific engine capacity limitations and experience of rider. There are open races where very powerful motor bikes with experienced riders compete and there are support class races. Although the defendant’s case was that Damien Mulleady was a very experienced open road racer, Mr. Mulleady himself did not make the same case and it became clear that although he owned several very powerful bikes, he had very recently commenced road racing as opposed to short circuit racing. He was therefore not an experienced road racer.

13. Much of the case was taken up with conflicting evidence as to whether the ruling at the Ballymascanlon Hotel in relation to support riders was of binding effect before its ratification at the annual congress and what exactly was meant by the term support rider. Mr. Gordon’s interpretation of a support rider is a novice rider in road races. His evidence was that experienced riders are not permitted to ride in support races and support riders are not permitted to ride in open races with bikes bigger than 750cc. In order for a support rider to compete in an open race he has first to be accepted as competent and the holder of an A certificate but because of his limited experience he is confined to the lower cc. motorbike which is still a very powerful bike. A support rider is upgraded to a full open class rider when he has successfully competed in a number of races as support rider and when assessed by the safety committee as competent. This interpretation was disputed.

14. On the day in question, the plaintiff applied to enter the fifth race where the late Gary Dynes and the late Joey Dunlop were the big names in the race. He paid the entrance fee and on the day before the race he and the other entrants engaged in a practice run. Each competitor is given a map of the course which has been prepared and approved by the safety committee before they actually compete. The competitors usually engage in a trial run on the evening or early morning before the race where they observe the straights and turns and observe danger points and also their chosen braking positions.

15. The course outside Dundalk was a long triangular circuit of over 3 miles containing a very large roundabout. On the practice run, the plaintiff observed that the kerbs along the left side of the northern left quadrant of the roundabout were not protected by sandbags or bales. He explained that the roundabout is at the end of a very long straight where the bikes achieve speeds well in excess of 150mph. All motor cycle racers who approach the very sharp bend on entering the roundabout slow down in anticipation and then take up what is known as the racing line in order to round the corner in the shortest distance while maintaining speed and balance. A rider would normally approach the bend from the right of the approaching wide straight banking/cranking or leaning heavily to the left to take the right hand curve and then bank to the right to follow the curve. As riders run close to the apex of the roundabout before taking the racing line, this area is the most dangerous part of the course where accidents are likely to occur.

16. The plaintiff’s evidence was that following the practice run, he with others including the late Gary Dynes, had a discussion with Ray Douglas, one of the clerks of the course charged with safety issues, complaining of the unprotected high kerb on the left side of the roundabout which they believed should be protected. The evidence was that it is normal practice for riders to express any concerns regarding the circuit to officials after the practice runs and that concerns expressed by riders are normally attended to.

17. It was disputed that either the plaintiff or Gary Dynes had made any comment or complaint to the course officers about the kerb. The plaintiff recalled a sharp retort to the effect that they were only complaining because the course was in the South. Mr. Douglas denied any conversation of any kind with the plaintiff before the race although he recalled a conversation with Gary Dynes regarding relocating sand bags at the apex of the roundabout.

18. One of the marshals/ crew chiefs expressed strong views as to whether it would have been appropriate to place sand bags at this kerb and believed that a decision had been taken not to do so as sandbags placed on the kerb would serve as a ramp propelling the rider into the adjacent block wall. It was accepted however that she had no authority to determine the placement of any protective measures on the course. In any event, on the day of the race, the entire left front of the roundabout was protected by sand bags and straw bales but there was no protection added to the left hand kerb.

19. On the day of the Dundalk Road Races, the plaintiff had been watching earlier races and observed Damien Mulleady competing in a support race. Being aware of the motion relating to support riders which had been passed at the meeting held at the Ballymascanlan Hotel in January, he was surprised to see that he was entered for the open race riding a 1000cc motor bike. He expressed these concerns to Ivan Davidson just before the race began. Ivan Davidson who is on the road racing safety and rules committee of the sport had no recollection of this comment although he was of the view that the rule relating to support riders should have applied.

20. The plaintiff’s evidence of the race itself is that he started on the front row of the second group and had completed approximately two thirds of the first lap of the circuit. He had been travelling at high speeds and had slowed down as he was approaching the roundabout. He was about to take up the racing line when a motor bike driven by the support rider Mulleady came up on his left going very fast and overtook him, taking his line. Mulleady was travelling too fast to control the corner and headed towards the roundabout across the plaintiff’s path causing the bikes to touch. The plaintiff was caused to “sit up” and lose his balance. Both bikes struck the kerb of the roundabout where they were thrown off their bikes onto the grass. Mr. Mulleady escaped serious injury but Norman Gordon continued moving at considerable speed across the road hitting his foot against the unprotected kerb on the opposite side, sustaining a very nasty fracture to his knee. He had braked hard to avoid the accident but could do nothing else to prevent it.

21. It was his view that if Mr. Mulleady had been driving a 750cc he might have been better at handling it as a heavy bike is more difficult to control when braking into a corner as gravity will force the bike out on a curve. He also believed that had the kerb been protected the likelihood is that the sandbags would have cushioned his injury.

22. On cross examination it was put to the plaintiff that he was the cause of his own accident as he approached the roundabout at too high a speed and lost control and crashed. His injury in being propelled across the road into the left hand kerb was simply a freak accident. It was further put to him that Damian Mulleady had nothing whatever to do with his accident; that two separate and unrelated accidents had occurred with Mulleady crashing well before the plaintiff; that Mulleady had never overtaken him and was ahead of the plaintiff at all times. It was also put to him that at no time had he made any complaint before this race about Mr. Mulleady or about sand bags although it was admitted that Gary Dynes had made a request relating to the sand bags at the front of the roundabout which were subsequently relocated closer to the racing line.

23. Mr. Michael Molloy B.E. examined the scene of the accident on the 20th November, 2000 when he took measurements and photographs. His understanding of the accident when preparing his report was that the support rider had created the emergency, but the insulation of the kerb would have protected the plaintiff from injury. He measured the height of the kerb in question at around 5 inches. He referred to a document prepared by the Health and safety Authority in the UK first published in 1999 and dealing with safety at motor sports events for employers and organisations. This document seems to apply to what in Ireland are referred to as closed circuit events and may not have had road races in mind when being prepared. Apparently no motor cycling events on the mainland UK take place on a public highway. The North of Ireland and the Isle of Man are the exceptions. The recommendations therefore had limited application to road races although Mr. Molloy’s evidence was that the same principles of safety apply and that it was foreseeable that a competitor whose bike glanced off the roundabout kerb would be thrown against the left hand kerb. Had the kerb been protected by baling or sandbags at the 7 to 10 o’clock position, then the speed of a bike or rider striking that kerb would have been minimised by the cushioning effect of the sandbags.

24. His evidence was that on this particular course with a 300 degree acute bend at the roundabout it was foreseeable that a biker could lose traction and would be drawn by centrifugal force towards the left kerb of the roundabout. He believed that had a proper risk assessment been made, that sandbags would have been placed on the left hand side of the road opposite the roundabout and he personally saw no reason why the kerb would not be protected as the area of highest risk to competitors was at the bends. The sandbagging would have reduced the risk of injury although he allowed that sandbags can have a ramping effect. No engineer was called by the defence to gainsay Mr. Molloy’s testimony.

25. There was much conflicting evidence as to how the accident occurred, where exactly and when it occurred. Photographs taken on the day of the accident show the plaintiff and Mr. Mulleady in the two places where they came to rest but do not assist as to where each party struck the roundabout. They do however place both the plaintiff and Mulleady on the roundabout at the same time.

26. Some witnesses were observers and some were competitors. I believe that competitors travelling at high speeds have their minds on their immediate space and the road in front and with the best intentions can be quite misled as to their impressions of the location of other riders. The uncontroverted evidence was that Mr. Mulleady was travelling too fast to take the corner when he crashed. Mr. Mulleady confirmed this in evidence although he denied causing Mr. Gordon’s crash.

27. I preferred the evidence of the bystander Darren Crawford to that of Nuala McLoughlin or Fergus Guerin. Darren Crawford who was standing at the roundabout observed that Norman Gordon was on the racing line when the race was in its first lap. He was leaned over to take the left hand turn when another motorbike came up on his inside causing Mr. Gordon to sit up and lose control of his bike. His impression was that the other driver was going faster than Mr. Gordon and was overtaking to get the advantage on the racing line which is the quickest way through a corner. His evidence was that there was a five second gap between the two crashes.

28. I reject the evidence of the competitor Fergus Guerin that the plaintiff crashed minutes after Mulleady when he was completing his second lap or that Mulleady was in front of the plaintiff at all times. The photographs taken seconds after the collision show Mr. Mulleady still on the ground being attended to while at the same time the plaintiff is lying on the opposite side of the road holding his leg while his bike is being moved from adjacent shrubbery.

29. I accept the evidence of the marshal/crew chief that the plaintiff was looking over his shoulder and that this caused him to crash. I find that it is very probable that the reason the plaintiff looked over his shoulder was because Mulleady was coming perilously close to him and that this contributed to the crash. I therefore reject the case made by the defence that Mr. Mulleady had nothing to do with the plaintiff’s accident or that Mulleady himself crashed first or that he was always in front of Mr. Gordon. I find that both motor bikes crashed within seconds of each other arising out of Mr. Mulleady’s miscalculations as to the safe speed to enter the roundabout.

30. The next material witnesses were Ivan Davidson and Ray Douglas. Their evidence on the meaning of a support rider and whether a motion passed a committee meeting was of binding effect differed tremendously. Mr. Davidson gave evidence that Damien Mulleady had not yet been upgraded to compete in an open race and he was therefore bound by the new rule. He was aware of Mr. Mulleady’s record from files kept in the Championship Register. It was not recorded that he had ever ridden a 1000cc bike in a road race before. He stressed that he was unaware that Mr. Mulleady was riding a 1000cc bike as he was a late entry.

31. Mr. Ray Douglas is the assistant secretary of the Southern Branch Safety Committee and was Clerk of the course on the days in question. In his view, Mr. Mulleady was perfectly entitled to race on a 1000cc motorbike as the support class rules were not adopted until 26th February, 2000. He explained that an A licence entitles a rider to ride in any race. The word “ novice” is not a term used in motorcycle racing but support rider is the usual term. In his view the concept of a support class was to allow bikers of limited means to compete on less powerful bikes. He said that some people retire as support riders and never move up to the bigger bikes. His testimony on support riders was contradictory on this point. While he agreed that the minutes of the meeting of the 9th January 1999 stated that support competitors were not permitted to enter into any open race on bikes more powerful than 750cc, he disagreed that the rule applied from that date. His view was that support riders continued to be permitted to ride in open road races between January 1999 and February 2001 when the inter centre conference approved the proposal. Other witnesses confirmed his belief that the rule did not apply to competitions unless approved at the annual conference.

32. Mr. Mulleady struck me as an honest witness and pleasant young person who although passionate about motor cycle racing was less defensive than some other witnesses. His evidence confirmed his lack of experience on big bikes and that this was his first open road race on the 1000cc bike. I have little doubt that his lack of experience contributed to his miscalculation of speed made that day. I am satisfied that the incident at the roundabout was caused or contributed by his inexperienced driving. However I was unable to conclude or infer that the fact that he was riding the 1000cc bike was the cause of the accident as his lack of experience coupled with his youth at the time could have caused him to make the very same mistakes as to speed and braking on the slightly less powerful 750cc bike he owned. In the circumstances, I cannot attribute blame to the race organisers for permitting him to enter a race with a bike which was too powerful for a support rider.

33. I was unable to come to any view on the effect of the motion passed at the Ballymascanlon Hotel meeting as there was such conflicting evidence on this point. It would be difficult to accept that an obligation to apply a recognised safety measure passed by the joint road racing committee could be ignored until formally approved in compliance with the organisation’s rules. However, I make no finding on this point.

34. I do not find that the failure to implement the limitation of support riders to 750cc motor bikes in open class races was the reason the plaintiff suffered such serious injury to his left leg. While I accept that motor bike racing is dangerous and accidents occur when even the most experienced of competitors make mistakes, I find that there are certain minimal safety measures which must be taken to protect riders at known danger points. If the high kerb on the left of the roundabout had been sand bagged or insulated in some way, the plaintiff would in all probability have suffered a far less serious injury.

35. I accept the evidence of the engineer Mr. Michael Molloy on this point and find that the kerb opposite the northern right quadrant should have been protected by sandbags or other shock absorbing material. I do not believe that safety measures on a course should be dictated or determined by observations or indeed lack of comment made by entrants following a trial run but rather by conducting a proper risk assessment of hazards and points of danger in an effort to minimise risk of serious injury at those points. I therefore find for the plaintiff.

36. Norman Gordon suffered a very painful knee injury which required several major operations and reconstruction. Mr. Richard M Nicholas consultant orthopaedic surgeon at the Royal Victoria hospital in Belfast described the injury as “a comminuted intra-articular fracture of the left knee as well as a dislocation of the left knee joint and fracture of both posterior tibial condyles”. He had an open reduction and internal fixation of both sides of the tibia with arthroscopic fixation of the anterior cruciate ligament. He remained in hospital until the 9.7.99 when he returned home in a cast brace which remained on his leg for three months. He has had several further arthroscopic procedures on his knee joint and has attended 88 sessions of intensive physiotherapy over the years. He currently has chondrial degeneration of the lateral and medial tibial plateaux with degeneration of the patello-femoral joint and can expect further degeneration.

37. He was out of work for nine months but was able to continue his plastering business with the help of his brother while he himself took on the role of administrator and manager. His knee remained very swollen for a lengthy period and he had a great deal of pain, instability and lack of movement being mobile only on crutches. With physiotherapy he has regained strength and movement and reduced the swelling but he continues to have restriction of movement and he can no longer work as a plasterer. Considering the severity of his initial injury he has made a fair recovery in that he only has pain on an occasional basis with swelling occasionally. He has greatly reduced the amount of analgesics and anti-inflammatory medication as his symptoms have improved and to minimise side affects to his stomach.

38. He still cannot confidently climb ladders or walk on scaffolding. He cannot squat or walk on uneven ground which are all necessary attributes of a plasterer. His biggest life change is that he cannot engage as a participant in water skiing or mountain biking and most of all he has been unable to continue motorcycle racing. He cannot walk any long distances and he has a more or less constant limp. The knee is frequently stiff and he feels a catching and clicking sensation in the joint. He is susceptible to developing early arthritis in the knee joint. Although his injuries prevent him from working as plasterer, his management skills have ensured that he had no loss of income as he has been able to source jobs and employ a team of plasterers.

39. He struck me as being an extremely motivated person who has done his best to minimise his loss and to make the most of his changed circumstances. He will never be able to return to significant plastering or to sport. He maintains his interest in motorcycle racing and is a member of the All Ireland Road Race organisation and is actively involved in a number of committees relating to the sport.

40. During the hearing it became obvious that there was a serious down turn in the building trade both here and in Northern Ireland. To date he had seen no loss of income although he fears such a loss should the building industry enter a recession and he is forced to seek alternative employment. He maintains a general claim of loss of job opportunity in such a situation.

41. I assess his pain and suffering in the past at €70,000 and €40,000 into the future. There is an agreed sum for special damages in the sum of £7,107.50 sterling. Assessing his loss of job opportunity is more problematic. Had he been a self employed plasterer operating on a solo basis, his damages for loss of wages may well have been large indeed. The reality is that he has been able to manage by employing a large team of plasterers in spite of his disability and has maintained his earnings. He comes from a family with connections in the plastering trade having an uncle and two brothers in the trade. It seems to me that these connections will contribute to his capacity to weather a down turn in the business better than others. He is without doubt unlikely to actually earn a living as a plasterer but his know how and skills in pricing jobs remain intact. In the circumstances, I can do no more than assess his loss of job opportunity at 2 years of earnings as a plasterer balanced against a future life time of work as a taxi driver or a motor cycle factor as suggested by the occupational therapist Ms. Susan Tolan. The evidence was that he paid his plasterers up to £85 a day which comes to just over £22,000 per annum. I will allow the sum of £100 per day which with overtime opportunities amounts to a rounded sum of £30,000 a year before deductions. I have little doubt that the plaintiff’s personality and determination will permit him to succeed at any new career should the need arise and therefore can do no more than award the sum of €50,000 as a fair sum to represent his loss of employment opportunity.

42. The award therefore will be for €160,000 together with the euro equivalent of the sterling sum of £7107.50 together with the costs of this action.

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Sunday, 20 February 2011

Real Road Racing MCUI-UC Task Force Dinosaurs

Motorcycle Real Road Racing Blog by Barbiegirl Northern Ireland

During the first year of the new millennium - 2000 - as a direct result of serious concerns being voiced by DCAL, the Department of the Environment, the Sports Council for NI (SCNI) and the Irish Sports Council (ISC) about the number of fatalities that had occurred in motorcycle road racing in recent years, the governing body of motorcycling, the Motor Cycle Union of Ireland (MCUI) in August 2000 established a Task Force to examine the safety issues within the sport of motorcycle road racing in Northern Ireland.

It can only currently thus far be surmised the driving force behind those serious concerns was the DCAL Minister Michael McGimpsey and/or DOE Minister Sam Foster, both of whom were members of the Ulster Unionist Party. Apart from examining the safety issues within the sport, what exactly did this MCUI Task Force actually do, if anything at all, and who were the members of the MCUI Task Force because they most certainly have serious questions to answer.

Luckily for the MCUI and presumably the MCUI-UC, on or about the 14 October 2002, the Northern Ireland Assembly was suspended for quite some time, so providing the Dinosaurs with the obligatory 'Get Out of Jail Free' card. In the meantime, the death toll spiralled out of control, and continued to do so even with a new, now DUP majority Government back on the hill. It wasn't until early 2010 though when Chief Coroner John Leckey raised serious concerns, that the DUP DCAL Minister Nelson McCausland decided he'd better allegedly feign shock and instruct his civil servants to discuss safety issues with the Dinosaurs. Hardly surprising, little has happened since then, so just maybe, the long running rumours and allegations of a special Dinosaurs/DUP relationship might not be so far fetched after all, allegedly.

Questions for the MCUI-UC alleged saviour DCAL Minister Nelson McCausland are of course - What were the findings of the MCUI and/or MCUI-UC Task Force back in the first year of the new millennium - 2000, and what safety measures - which obviously had no effect on safety issues anyway - were put in place as a result of those MCUI / MCUI-UC Task Force findings?

It was allegedly, Richard Nesbitt, alleged convenor of the road inspection committee for allegedly looking after competitors' and spectators' safety for the Motorcycle Union of Ireland (Ulster Centre) Limited, who in court during the John Donnan inquest, allegedly claimed there was nothing more stable available in 2007 - than straw bales that is, so can it at least be assumed the MCUI / MCUI-UC Task Force came to the same conclusion in the first year of the new millennium - 2000 - that there was nothing more stable available than straw bales, otherwise many riders would most likely still be with us, including John Donnan.

Save Our Sport From Evil

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Friday, 18 February 2011

North West 200 & MCUI-UC - NW200 Safety Record

Real Road Racing Motorcycle Blog by Barbiegirl Northern Ireland
The following statistics are taken directly from a recently procured 2 & 4 Wheel Motorsport Steering Group Limited document titled - North West 200 - Fatalities 1929 - 2009 - which details the safety record of the NW200 real road races, presumably to demonstrate to DCAL Minister Nelson McCausland and Senior Coroner John Leckey how ongoing MCUI-UC instigated safety measures are saving lives at the flagship North West 200 bottomless money pit, our alleged safest real road race event.

'1939 Norman Wainright (England), 1949 Paul Phillips (England), 1951 William Bennison (England), 1956 Lawrance ‘Bill’ Aislabie (New Zealand), 1970 Andrew Manship (England), 1973 Graham Fish (England), 1979 Brian Hamilton (Scotland), 1979 Tom Herron (Ireland), 1979 Frank Kennedy (Ireland), 1980 Mervyn Robinson (Ireland), 1982 John Newbold (England), 1986 Pat McLaughlin (Ireland), 1987 Steve Bull (England), 1999 Donny Robinson (Ireland), 2008 Robert Dunlop (Ireland), 2009 Mark Young (Ireland)

Alan Drysdale - Chair, 2 & 4 Wheel Motorsport Steering Group 6th November 2009'

What there is no mention of though, is the names of the numerous riders who have been injured, many seriously injured, many of whom have never ever recovered - nor indeed has the families been mentioned, those families that have been torn apart by the loss of a loved one, the loved one who has been so very seriously injured, a loved one who has to be cared for as they spend the rest of their lives enduring the most dreadful pains imaginable.

Since the purpose of the document is to allegedly influence DCAL officials, and allegedly persuade DCAL Minister Nelson McCausland to part with several million pounds sterling in the name of safety, it shouldn't be a surprise that such human tragedies are kept locked away in the closet with the other alleged nasty smelling skeletons of the MCUI-UC and their alleged cohorts.

Save Our Sport From Evil

©2010 Motorcycle RealRoadRacing Blog by Barbiegirl Northern Ireland

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Wednesday, 16 February 2011

Motorcycle Union of Ireland - Ulster Centre - Safety Statistics

Real Road Racing Motorcycle Blog by Barbiegirl Northern Ireland
Temporary reassignments aren't all bad, it's a chance to meet new people, not all of them friendly, sometimes you unexpectedly find what you've been unsuccessfully searching for in other places, the wrong places. Official documentation is crucial in any investigation, particularly so when the dates and the contents relate directly to what has gone before, and is currently being repeated. For those who are currently confused, the truth will out in forthcoming postings, explanations will follow, and as usual the Motorcycle Union of Ireland (Ulster Centre) Limited - MCUI-UC takes centre stage, along with the Dinosaurs, 2&4 Wheel Motorsport Steering Group Limited, DCAL, the Department of the Environment, the Sports Council for NI (SCNI), the Irish Sports Council (ISC) and the North West 200 to name but a few.

One such official document that has been recently procured contains the following damning real road racing information which begs the questions: Who else is responsible for the numerous fatalities and serious injuries since the year 2000? Who else should now face manslaughter charges?

'There are two distinct disciplines within motorcycle racing in Northern Ireland, i.e. “motorcycle circuit racing” and “motorcycle road racing”. Motorcycle circuit racing is organised on purpose built circuits on private and local authority land. At short circuits purpose built barriers and safety installations can be provided, including typical large run-off areas on the outside of curves and bends.

Motorcycle road racing is run over sections of public highway closed to other traffic users for the duration of the meeting inherently a road course is a temporary facility and its very nature prevents the provision of many safety features found on race circuits. Permission to close roads for the purposes of road racing is granted under the Road Races (Northern Ireland) Order I986 as administered by DRD.

In August 2000 the governing body of motorcycling, the Motor Cycle Union of Ireland (MCUI) established a Task Force to examine the safety issues within the sport of motorcycle road racing. This was in response to serious concerns expressed by DCAL, the Department of the Environment, the Sports Council for NI (SCNI) and the Irish Sports Council (ISC) about the number of fatalities that had occurred in motorcycle road racing in recent years. A total of 77 deaths have occurred between 1922 and 2000 making motorcycle road racing the most dangerous sport in Ireland.

The vast majority of deaths have occurred at Ulster Centre events.'

Many Dinosaurs, many officials have many questions to answer, many should have difficulty sleeping in their beds, many are those who are guilty of causing many deaths, and the simply unbelievable abject suffering of those left behind.

There is quite obviously a disgusting bunch of very sick EVIL people in our midst, in the midst of motorcycle real road racing in Northern Ireland, sick EVIL people all of whom must be held to account.

Save Our Sport From Evil

©2010 Motorcycle RealRoadRacing Blog by Barbiegirl Northern Ireland

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