Der "Kaatebus" Der knallrote Kaatebus des Festkomitees Kölner Karneval fungiert als zentrale Kartenvorverkaufsstelle direkt auf dem Kölner Neumarkt und steht dort vom 5.
Januar bis zum Karnevalsfreitag, 5. Februar bis So kommt es, dass die Termine oft sehr früh ausverkauft sind. Doch es gibt auch immer wieder Restkarten und Karten, die nicht mehr benötigt werden. Es treten unter anderem auf: Es spielt das Orchester Markus Quodt. Februar , von Schiffskatastrophen Maritimer Exkurs 2: Wahrheit und Aberglaube Maritimer Exkurs 4: Berühmte Seefahrer Maritimer Exkurs 5: Die Nordsee Maritimer Exkurs 6: Die Nordseeinsel Borkum Maritimer Exkurs 7: Narrensitzung des Kölner Karneval im Fernsehen Motto: Mer Kölsche danze us der Reih!
Februar , ab Et es wie et es. Artikel 2 Habe keine Angst vor der Zukunft: Et kütt wie et kütt. Artikel 3 Lerne aus der Vergangenheit: Et hätt noch immer jot jejange. Artikel 4 Jammere den Dingen nicht nach: Wat fott es es fott. Artikel 5 Sei offen für Neuerungen: Nix bliev wie et wor. Artikel 6 Seid kritisch, wenn Neuerungen überhand nehmen: Kenne mer nit, bruche mer nit, fott domet.
Artikel 7 Füge dich in dein Schicksal: Artikel 8 Achte auf deine Gesundheit: Mach et jot ävver nit ze off. Artikel 9 Stelle immer erst die Universalfrage: Wat soll dä Quatsch? Artikel 10 Komme dem Gebot der Gastfreundschaft nach: Artikel 11 Bewahre dir eine gesunde Einstellung zum Humor: Do laachste dech kapott. Das Rheinische Grundgesetz Wikipedia-Info. In wenigen Schritten zur Online-Beratung: It appeared in as model 38H in a quantity of maybe ten for testing by the Belgian military.
At pounds, this colossus was not for the inexperienced, but its two-wheel drive was a clever design that made it very usable as an all-terrain weapon. Although there had been an internal order to destroy all of these machines to keep them from German troops, who invaded Belgium in May , this order must have been undertaken half-heartedly. It is rumored that Zun ndapp—whose KS had a superior sidecar drive that even BMW had to adopt for its military R75—acquired one of the Saroleas and copied its design, which featured a differential that could be blocked for straight-through drive to the sidecar wheel.
Just like most European countries after the Second World War, Belgium 's industry lay idle for some time. Cities had been demolished, and even the rural infrastructure had been affected. So, at Sarolea there were no exciting developments the war.
Rather, the latest proven prewar models with cc and cc side-valves and some cc OHVs returned to production in The year brought a new 48BL, an OHV cc motorcycle with four-speed gearbox, aluminum head, and an fully-enclosed valve train pictured above; at left is a '48 GT with sidecar. While privateers still gained some success in post war road racing with the old Monotube, the Sarolea factory concentrated instead on Moto Cross.
They won the cc championship with Marcel Meunier onboard. The bike he used was based on a serial-production motocrosser introduced in By , this 5. Decoster, along with the legendary Auguste Mingels, raced international motocross aboard modified versions of the twin-cylinder Atlantis, a cc road bike of completely new design, introduced in pictured above.
While its engine looks a little bit like a British Triumph Speed Twin, the crank featured a plain center bearing and roller bearings at the end. From , motorcycle sales went steadily downward. For example, the Simoun pictured right , originally a development of FN, was sold also with a Sarolea badge on its tank. Still, even with the use of a modern German ILO cc twin engines, the market for the Belgian machines continued to erode.
As in many European countries, by this time the customer wanted a car. In , Sarolea even began to import Italian Moto Rumi scooters pictured left. The last "real" motorcycle Sarolea produced was the cc "Vedette," the final development of an original design created in the s pictured right.
And although it was as comfortable and dependable as customers demanded, it could not save the company. Sarolea had arrived at the end of its road. They continued to sell mopeds into , but had to close their doors permanently the same year. There were many surprises for me at the display at Berlare. For example, did you know Sarolea built an aero engine? It was a boxer twin pictured below , one of which was included in the exhibit.
And, Sarolea also built a lovely service car. Then there was the side-valve cc DT31, looking for all the world like an American dirt tracker pictured below. This is quite odd to European eyes, where speedway-style track racers are more common.
Finally, there was a stand by Jean-Michel Spies, who provided spare parts for the classic machines. I was really pleased to see that Saroleas are not forgotten, and that there is a dedicated community protecting their heritage and keeping them alive. Berlare provided the most comprehensive representation of the brand that anyone has ever seen, anywhere. There was an example of practically every type of motorcycle Sarolea ever built.
We owe a great debt to Geert Huylebroeck, Yves Campion, and their many friends and helpers who made this tribute to Sarolea possible. All photos provided by Ralf Kruger. Hard to say if such a design is serious or not, but we can tell you that it reminds us a great deal of a very serious venture undertaken by Ray Courtney pictured right on one his creations in the s. His hand-shaped body panels were beautifully executed; no fiberglass here!
These motorcycles still exist and are in the hands of private collectors in the United States. To read the Cyril Huze blog report about the Yamaha Maxam, click here. I wanted to do an accurate rendering with all the details of this slice of American history. They flew airplanes, rode motorcycles, and stayed out dancing until the morning hours. The return of the. It was almost half a century back that the motocrossing brothers, Don and Derek Rickman, created Metisse.
Their high-end race chassis operation ultimately manufactured serveral thousand frame kits, into which were fitted a variety of cc and cc engines for motocross or enduro competition. Various fine-handling road-race frames followed in the mids and, in cooperation with AP Lockheed, Metisse were the first company to introduce a production disc brake for motorcycles.
The brothers next turned their talents to the performance and cafe-racer market, producing some hundreds of Metisse chassis to suit the majority of Japanese four-cylinder engines, before moving on to a quality range of aftermarket accessories for street bikes, which were sold under the Rickman label.
In , the by now low volume Metisse frame operation was bought by Pat French, a former dirt-track competitor, based in Bristol. In fact, his timely purchase coincided with the birth of the retro motocross movement, where MkIII and MkIV Metisse frames proved ideal for the surplus of British engines then available. In , French entered into partnership with Gerry Lisi - another former racer, on two wheels and four - whereupon the whole Metisse operation was relocated 40 miles east to Lisi's Golf and Country Club, at Carswell, in the heart of the Oxfordshire countryside, an extensive site where a complete machine could be fully tested before dispatch.
Although Pat and Gerry split commercially in - as can occur when skilled artisans hold conflicting views - sole proprietor Gerry Lisi has continued producing to the same high standard, still utilizing some of the jigs and fixtures first used in the Rickman's original factory. In recent years, Gerry has supplied hand-built Metisse frame kits all over the world, to customers seeking a traditional product for track or street use and, in more than one curious instance, for static display inside the owner's residence!
It was in that one of England's best known historic auto racers - and an arch McQueen enthusiast - commissioned Gerry to build an exact replica of the cc Triumph-engined Metisse upon which Steve had so happily cow-trailed, and occasionally competed, during the s. After construction and testing, the purchaser displayed this unusual grey-liveried Metisse for several month at his wife's boutique store in Chelsea, London In production days, a MkIII Metisse was offered in either red, blue, or British Racing Green, so grey was definitely different, though no less distinctive.
It was perhaps inevitable that by showcasing such a bike in Chelsea it would generate considerable interest, along with requests for similar examples. Faced with such encouraging demand, Gerry approached the Trustees of the McQueen Estate and, following a formal negotiation, he was awarded a license agreement to manufacture similar machines, each percent identical, except of course for the frame and engine numbers. The supply of Triumph engines, fortuitously, remains secure; pre-used engines are sourced in the USA, or the UK, where stocks are plentiful, for it should be remembered that through the s Triumph sold around 25, cc models, year on year During my last visit I saw at least 40 engines, ready for fitting, on the shelf!
Upon arrival, each motor undergoes a comprehensive nut-and-bolt rebuild to a pre-determined specification, regardless of whether the parts concerned show wear or not. As an aside to the negotiation process, and an indication of just how thoroughly they operate, the McQueen Estate insisted on a physical check of the Metisse factory itself, resulting in three executives from the New York office undertaking a full inspection visit.
Given the eventual outcome, however, their observations were clearly positive! As at December , production output is around three machines per fortnight. Approximately25 machines have to date been delivered to customers.
Quite a few famous figures from the film world have enjoyed an association with motorcycles. Elvis also dabbled with bikes, though it seemed he was usually accompanied by a pack of publicists when venturing forth. Has an enlightened Hollywood finally recognized how such pursuits perhaps give said stars an edge over their rivals?
It is difficult to say. Nonetheless, the resultant photo opportunities are often still quite questionable, for how can Joe Public be percent certain if the actor concerned has genuinely sampled the machine, or was simply posed by the photographer?
At the opposite end of this spectrum, however, sits Steve McQueen! No sooner was he attracted to cars and motorcycles than that interest developed into a passion for the competition side of things. Even so, with the exception of Paul Newman, no major screen persona ever competed quite as successfully as McQueen. In , however, he discovered Metisse, thanks to close friend Bud Ekins, who was an official US distributor.
Steve purchased a cc Triumph-engined Metisse from Bud and, for personal preference, specified Ceriani forks in BSA triple clamps; a single-sided Triumph front hub, some box-section foot-pegs, plus a trials pattern front tire up front. So how could a part time American racer hope to improve his machine over something so thoroughly developed in MX Grand Prix? It is a fair question; one that I recently asked Derek Rickman. The basic attraction of Metisse was that, in stock specification, here was a ready-to-race machine; something which had never been previously available straight out of the crate with the exception, maybe, of a few European imports, but all of them being two-strokes.
But for four-stroke diehards, anxious their steeds would be reliable and competitive, the sole solution after purchase back then was for the owner himself to undertake the requisite modifications or, failing that, persuade his local shop so to do. Either way, each solution took time and both involved extra cost! He wanted to meet the Rickman brothers, who had so diligently developed, raced, and built Metisse into a winning brand.
He was clearly impressed by their experience, which had been learned the hard way. By this stage of course, the factory was fully systemised, employing plus craftsmen, yet the two owners still possessed the patience and flexibility to talk with their end users one-to-one, a factor that was impossible at BSA, Matchless, Norton, or Triumph. California , in the Sixties, was the place, and probably still is, where anything is possible, be it mechanical or cosmetic.
It was this passion that determined how his personal Triumph-Metisse machines should be finished; i. By this time, the two brothers, having already started full-scale manufacture of their Mk III frames in , were unbelievably busy; not only were they supervising production, and selling to customers worldwide, but they were both still competing at international level. The double loop nickel-plated Mk III frame deliberately used large diameter high quality tubing, which, as well as containing the engine oil, also cooled the lubricant, all in all a formidable weapon on which to race competitively.
It is one of their eternal regrets that when he visited they failed to take photographs, although the brothers confirm Steve took exceptional care to avoid this type of exposure. Indeed, his day-to-day world was a league apart from that of the two brothers, albeit they were established stars within the international motocross community. Derek remembers once collecting Steve from Peter Sellars' London apartment -- missing Sellars himself and Britt Eklund by just a few moments -- prior to journeying a deux back to Hampshire.
While en route and supposedly enjoying a quiet country pub dinner it seemed half the population of that rural village dropped by their table for autographs. McQueen, totally relaxed, acquiesced. Unsurprisingly, and to his great delight, several of the signature seekers recognized his companion! On another occasion Steve and Derek spent several days together in Italy on a mission to find an engine suitable for a projected dirt bike on behalf of the American mail order company, Montgomery Ward.
These incidents served to form an enduring friendship between the film star and the English racers. During their whistle stop visits to California , the Rickmans endeavoured to include at least one race in the Mojave Desert. Without doubt, the Metisse Desert Replica is an honest endeavour to recapture the esprit attaching to The King of Cool.
To learn more about Metisse motorcycles, click here. Photos by Kyoichi Nakamura and Nick Haskell. Steve McQueen image from the Metisse web site.
The graphs also clearly depict the seasonality of the motorcycle business in America , with valleys in the fourth quarter and peaks in the second quarter. These were not bona fide one-off customs, but limited-production cookie-cutter models with special paint jobs. I wondered if people were really paying this much for such an unremarkable vehicle, or whether the high price tags were part of the whole racket; signs of status that owners could boast about after buying at a negotiated and much-reduced price.
In fact, the greatest changes have taken place in the latter three years. In , the U. It was a year later that a contrived and overblown American economy began to implode. Housing costs—the conspicuous indicator of a credit-driven economy—peaked in , began to steadily decline in , and crashed in In August, , banks cut off consumer credit, the buying frenzy ended, and the U. Wohin mit der Kraft Hier können Sie Ihren Leserbrief bequem, schnell und einfach online verfassen.
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