Described by many as the “Rolls Royce of Motorcycles” in its hey-day, Brough Superior was the pinnacle of luxury motorcycles; appealing to nobility, aristocracy, and even royalty. Starting around 1914, George Brough began developing his brand as a way to branch out from under the shadow of his father’s flat track success. George wanted a motorcycle unlike any other he had encountered before. He wanted to create a motorcycle that fit all of his personal ideals. While still doing War work, Brough took his share of his inheritance and spent his days developing the now iconic brand in a small shop in Nottingham. By 1920 the first advertisement was released. George was an innovator in motorcycles, developing the first prop stand, twin headlamps, crash bars, and interconnected silencers. Although there were four primary models during Brough’s popularity, the SS100, S880, SS680 O.H.V., and the Model 11.50, each Brough motorcycle was customizable, made to each rider’s specifications and needs. This is partially where the exclusivity of the brand comes from, but also, by manufacturing standards, only around 3000 were ever made. Unfortunately, production came to an end during the close of the Second World War, with a recent revival of the brand beginning in 2017. However, our story doesn’t end there.

Part of Brough Superior’s renown and success came from the prestigious people who owned a Brough. One of the most famous owners and riders of Brough Superiors was T. E. Lawrence, otherwise known as Lawrence of Arabia. Lawrence was a British soldier, scholar, and writer. During the First World War his sympathies with the Arab people brought him to mobilize an Arab revolt in which he led a small force against Turkey that attacked communication and supply routes. Sensationalization of his time in the East led to his fame upon his return to England.

Lawrence was a proud owner of Brough Superior, having owned eight in his lifetime, describing one of his bikes as, “… a skittish motorcycle with a touch of blood in it.” He even gave his favorite, a 998cc, the nickname of “Boa” which was a shortened version of the Aramaic word meaning “son of thunder.” It was on this 998cc that Lawrence met his tragic end. The story goes that while riding near his Dorset home in England, a small dip in the road blocked his view of a couple of boys on bicycles ahead. Maneuvering to avoid the boys, Lawrence went flying off his bike and hit his uncovered head. Sadly, it was common to ride without a helmet at that time. On May 19^{th, 1935}, six days after the accident, T. E. Lawrence passed away at the age of 46. His death was hailed a “tragic waste” by the New York Times.

One of the attending medics at the hospital was Hugh Cairns; one of Britain’s first neurosurgeons. Cairns’ post-mortem found that Lawrence had passed away from severe lacerations and damage to the brain. Had he survived, the brain damage would have left him blind and unable to speak. It is speculated, through examination of his diaries, that it was Lawrence’s death that first led Cairns to begin to formulate his thoughts on crash helmets. It wasn’t until six years after Lawrence’s death that Cairn’s, now a consulting neurosurgeon to the Army, published an article in the British Medical Journal on the importance of the crash helmet. His findings showed that in the 21 months leading up to the Second World War, of all the motorcycle deaths in England, 2/3 of those deaths were from head injuries. His conclusion was that crash helmets should be examined more closely, not as an ultimate solution, but as a way to mitigate the amount of motorcycle deaths. In November 1941, the same year as the articles publication, the British Army having been convinced by Cairns, ordered all dispatch riders to wear helmets. It was the coming together of a legendary motorcycle and a legendary man that led to Cairn’s research, and eventually to the widespread use, for both military personnel and civilians, of the crash helmet.

Motorcycles have become increasingly more visible on the roadways in the last ten years as more people have discovered how fun and economical riding can be. Motorcycles are much easier to handle on the roads than larger vehicles and they are also easier to transport when you need to relocate a far distance from home and can’t take the time to ride, or when you may need to travel overseas and want to have your bike accompany you.

Just as when you need to find motorcycle services to keep your bike well-maintained, you also need to hire a dependable motorcycle shipping company to move your bike . Whether you need to have it shipped locally, nationwide or even overseas, you need to know every detail of the shipping process to make sure your bike is properly prepared. The first thing you need to do is speak to the agent at the company to find out what they require specifically.

Some companies will require that the bike has the fuel and all other fluids drained while others will allow them to remain. This is something that will be important, especially if you need to ship overseas because regulations for sea shipments will usually demand that fluids are removed for safety purposes. Local and even state-to-state transport will typically allow the owner to keep the gas and other fluids either filled or at least with a quarter to half tank of gas and all other fluids filled appropriately. The reason that some companies require fluids to be drained is due to fluid leaks that are flammable or could cause damage to other bikes that may be shipped on the same carrier.

When you begin your motorcycle transport preparation, keep in mind that one of the most important aspects of fully preparing the bike is going to be choosing a reliable company. Making a decision on this can often be a big challenge as there are so many companies listed that say they provide safe motorcycle shipping when in reality their standards are sub-par. Something to watch out for are companies that offer cheap rates because sometimes, these companies will offer a price that is far below everyone else but once you have scheduled services they will add extra costs to your final bill. It is also very important to choose quality and safety over price when you are entrusting someone else to handle your bike while you are not with it. A cheap price often means low quality and fewer restrictions on safety during transport.

When you need to hire a company you can trust, you should really get no less than three price quotes before you decide on the one to hire. This way, you can hear how professional the agent is, learn about their services and also check into their company history and driving and transport records, licensing and insurance coverage. On average, it will cost anywhere from $200 to $500 to ship a bike locally while pricing can range from $300 to more than $1000 shipping nationwide. Overseas shipping can usually be handled for $2000 to $3500 depending on the country you are shipping to as well as the mode of transport used for the bike. The company you hire will usually take care of getting the bike to the port if necessary for overseas transport and will pick up and deliver with door to door services when you ship within the country.

Once you have hired a company, you then need to make sure that it is ready to be loaded for delivery when the company driver arrives to pick it up. A personal inspection of the bike to check for any signs of damage, even small cosmetic blemishes, paint chips, or small dents should be noted in writing with time and date stamped pictures or video. In order to appropriately check for damage, keep the following in mind:

• The motorcycle should be clean.
• Pictures should be taken from all angles of the bike.
• Make a copy of the notes to give to the driver when he picks the bike up.

Once you have completed a personal inspection of the motorcycle, you need to take some time to get other important issues taken care of to fully prepare it for shipment. If the bike will be crated or shipped overseas, you need to drain the fuel and other fluids. If not, then the fuel and fluids should be fine to remain at the levels you have them unless the company has a specific requirement. To ship a motorcycle locally or via the interstate you need to:

• Make sure the tires are properly inflated
• Make sure the battery is fully charged
• Make sure the brakes are in good working condition
• Remove saddlebags or other loose accessories from the bike.

Unless otherwise stated by the transport company, your motorcycle needs to be in good running condition. It will not be driven except to load and unload into the trailer or onto the flatbed and even then, the driver may just need to push it instead of riding it. Depending on the company and the driver, you need to let them know ahead of time if the motorcycle is inoperable or has anything quirky with starting or even pushing that they will need to know about in order to properly load or unload it for transport.

For international relocation there are a few other things that need to be taken care of for shipping:

• The fuel needs to be drained.
• The battery should be removed.
• All fluids should be drained if shipping inside a crate.
• Any loose accessories or bike parts need to be secured by rope or shipping tape.
• Saddlebags and other accessories should be removed before shipping.
• The tire pressure should be lowered.
• Detailed pictures should be taken of the motorcycle as well as the crate or container if possible.

When the bike arrives at the new destination, be sure to walk through the inspection with the transport driver and complete a careful inspection to check for signs of damage. Most often, as long as the bike has been carefully prepared and is shipped in the hands of a professional, it will be just fine when it arrives at the new location and you will be able to hop on and take it for a ride as quickly as possible.

Guest article written by Jason Mueller.

True to the form of his riding predecessors, Avtar Singh Dhillon took a stand for his beliefs and transformed British Columbia laws in the process.

Dhillon emigrated to Canada in 1970 and, as a baptized Sikh, stood out in crowds thanks to his traditional turban and beard – signs of the Sikh faithful. Throughout his early tenure in Canada, Dhillon was challenged many times, bouncing from job to job due to his inability to adhere to safety codes. As a practicing Sikh, Dhillon is forbidden to remove his turban and thus could not wear hardhats at construction sites, limiting his ability to work to only low paying jobs while trying to provide for his family.

Dhillon could also not ride since a motorcycle helmet cannot fit over a turban either. After feeling the freedom and thrilling exhilaration of riding in his home state of Punjab, Dhillon attempted numerous times over the 1970’s, 80’s and 90’s to obtain a BC motorcycle license but was turned away each time for a lack of a helmet. During this time, Dhillon petitioned to the government but was ultimately unsuccessful.

Finally, in 1995 Dhillon filed a complaint with the BC Human Right’s Commission and, backed by the support of the Sikh community and the British government (who had allowed turbaned Sikh riders to enjoy the open road since 1976), Dhillon challenged the BC Ministry of Transportation and Highways.

The hearing took place March 18-20, 1997 at the Vancouver Art Gallery and generated a lot of interest from the community in general, the Sikh community specifically and members of the Vancouver and Surrey Senior Centers. In the end, the Human Rights Tribunal ordered the Government of BC to amend the motorcycle helmet law to accommodate for Sikh’s wearing a turban. This significant victory lead to the amendment of the Motor Vehicle Act by the Provincial Government, accepted on July 19, 1999.

Due to his tireless efforts, determination and Sikh faith, Mr. Dhillon not only changed the laws of our land but also changed the way we see riders today. Members of the BC Chapter of the Sikh Motorcycle Club can be seen on the streets today proudly riding the streets, with their faith intact. After 30 years of perseverance and dedication Avtar Singh Dhillon stands as a great example of one man making a change because of what he believes in.