Useful track action was limited to the afternoon for the WorldSBK and WorldSSP classes on the second day of the first preseason test at Jerez, though it was an improvement on Wednesday, when a large part of the grid sat out the day due to a wet track. The track was cold and wet in the morning, most riders waiting until after lunch to venture out and start to pursue a decent lap time.

• Read more about 2026 WorldSBK Jerez Preseason Test Day 2 - Bulega Fastest In Tricky Conditions
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With the first MotoGP launches behind us, and a chance to speak to riders, managers, and team members, as well as the FIM and IRTA getting to work again, there is at last some real news emerging about MotoGP. The first salvos have been fired in the MotoGP silly season. And as expected, it is Marc Márquez leading the way.

Márquez stays put

At the Ducati Lenovo presentation on Monday, Marc Márquez acknowledged that he would likely be among the first riders to sign a contract beyond 2026. And that means he is almost certain to stay at Ducati, despite his coyness about an answer. "Of course 2026 will be tricky, not on track, outside the track, because 2027 is open. Nobody can promise the best bike," Márquez said.

• Read more about Wednesday MotoGP News Round Up: Marc Marquez To Renew With Ducati, Acosta To Ducati, Martin Out Of Sepang Test
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The first day of the first WorldSBK test of 2026 was a washout. It rained to start the day, and even when it stopped raining, the track never really dried out. Only one rider racked up more than 30 laps, and that was Miguel Oliveira on the BMW M1000RR, and he managed just 31 laps. 

• Read more about 2026 WorldSBK Jerez Preseason Test Day 1 A Washout - Wet Track Sees Little Action
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Foto: Sanctuary Yokohama-Yamato

Foto: vsource.org 

Foto: Heritage & Legends

Foto: Flickr (Tony Blazier) 

Foto: Heritage & Legends

 Suzuki GSX-R 1100 Base

3 pcs

Foto: Autoby, Yoshimura e Heritage & Legends

Foto: Heritage & Legends

Foto: Autoby 

Foto: Heritage & Legends 

Foto: Autoby 

Foto: Heritage & Legends 

Foto: Heritage & Legends

Foto: Instagram (@yamaha_bike) 

Foto: Heritage & Legends

I've read articles explaining "Camber thrust" theory but never seen any real world evidence of the effects of camber on a bike in a similar way that Bill Milliken did with his MX1 "Camber Car". Often wondered how to do that but couldn't think of an easy way until the 2WS Demo Bike construction was almost done. Replacing the 2WS Demo Bike forks with 30 degree cambered forks, but with only one wheel steering, was fairly easy.

Took a little time away from the new racer project and made a cheap and easy to build electric 2WS demonstration bike. I've known about the effect of 2WS on lean angle for decades, but never effectively demonstrated it. The end of the video has frame grabs that illustrate the 2WS effects on lean angle and front wheel steering angle.

• Weight with battery 62 pounds. 
• Wheelbase 53 inches. 
• Head tube angle at both ends 0 degrees. 
• Trail at both ends 1.4 inches. 
• Weight distribution with rider 60% F | 40% R. 
• RWS settings 0%, 50%, and 66%. 
• Hubmotor 48V 1000W. 
• Battery capacity 20 Ah.
• Top speed 24 MPH.

(a) evidence how—in contrast to other safer transport sectors—TfL does not place a high priority on Human Factors in how public services are contracted, managed and controlled in London, and;(b) offer evidenced-based suggestions as to how TfL's known ignorance of Human Factors that negatively impact Bus Driver Working Conditions can be mitigated. 

Episode 1: Human Factors and the Future of Bus Safety — "If a system allows you to make an error it is a bad system.  If a system induces you to make an error, it is a really bad system."
Episode 2: Londons' iBus Radio System: Fit for purpose? — Bill of Rights No. 8. ⁠"The Right to drive without being forced to answer radio messages and texts from Controllers whilst in motion"
Episode 3: Worse & Better Communication - "You can either blame—or learn—it's very hard to do both"

(a) TfL's failure to consider Human Factors in how Bus Door Controls are designed that makes Driver error inevitable, and (b) how to fix these known problems.

"killed on on by a Bus", inter alia, by "collisions on private land, noncollisions (e.g. death due to medical episodes or slips, trips and falls on a bus), incidents outside the Greater London boundary and death occurring after 30 days". 

Ezarhul Islam (73), who fell after a Go Ahead 191 Bus moved suddenly without warning in October 2015, but died while still in hospital in December 2015. Because Mr. Islam died 30 days after  his death—which resulted in the Coroner issuing a "Prevention of Future Deaths" Order in June 2016—TfL recorded his death as a "Medical" in origin and didn't include the incident in any official Road Casualty reporting, including Figure 17.  Since 1 January 2014, TfL has recorded 69 Fatalities with "Medical" serving as the cause. How many of these "Medical" deaths represent Bus Injury Victims like Mr. Islam, who died 30 days after the incident?  
Saba Mirza (31), who was critically injured on a Zebra Crossing by a Metroline Route 46 in November 2016 but, I understand, died while still in hospital in January 2021 (i.e., after 30 days). By the way, the collision incident that eventually killed Saba Mirza is not recorded in any of TfL's published Bus Safety Performance records, including "TfL Bus Drivers critically injuring pedestrians on Zebra Crossings". 
A Male Pedestrian (41) hit by a speeding Go Ahead Route 191 Bus at Edmonton Green Bus Station in February 2020. 
Melissa Burr (32) hit by a Go Ahead Route 507 Bus at Victoria Bus Station in August 2021. 
Stephen Mitchell (60), killed while trying to board a Go Ahead Route 363 Bus in Peckham in November 2022. Until London Assembly Member Keith Prince reported the fact that the Bus Driver was convicted for "causing death by driving without due care and attention" in 2025, on its website TfL previously recorded the incident as a non-fatal "Collision" Incident where the victim required "No Treatment".  Since 1 January 2014, TfL has recorded 3053 Bus Collision Incidents where the victim required "No Treatment".  How many of these incidents resulted in the death of the victim where the Bus Driver was convicted? 
Grace Mecaley (74) hit by Go Ahead Route 212 Bus at Walthamstow Bus Station in December 2023. 

'TfL does not receive ongoing updates on the status and health outcomes of people who were previously involved in bus incidents and has no information about the health status of members of the public up to eight years after an incident' 

"On 11 September 2019, a former TfL Board Director and Safety Panel Chair told the London Assembly Transport Committee and your Deputy Mayor for Transport: "We owe it to the victims of that accident [Sandilands] and we owe it to victims of accidents on the buses and on other parts of the network to get to the bottom of exactly how this organisation is run. How does it deal with this sort of situation? What happened? Why did it happen? How did they do that audit? What lessons can we learn about how to do audits? How can we make sure that we are delivering the radical transparency that is the only way to deliver Vision Zero? I am not trying to be difficult or unpleasant or cause problems, but I can tell you now that if you do not deal with that culture and if you do not have robust audit processes, you will get nowhere near to Vision Zero. Nowhere near to Vision Zero." Since (a) bus collisions remain at the same level (about 80 per day) as when you announced your Vision Zero Programme in July 2018 and (b) casualties from buses are now higher than when you took office, will you commit to a policy of "radical transparency" on bus safety?"

In your response, you stated —

"Transport for London (TfL) has no higher priority than the safety of its customers, staff, and those affected by its operations, and continues to strive to reach the ambitious Vision Zero targets."

I need not remind you that, 

• since you've been Mayor, your Vision Zero Target for Buses that "no one to be killed on or by a bus by 2030" has been going the other way.

• on 3 July 2025, your own Transport Commissioner admitted to the London Assembly that—

 "until this year...the Bus Companies would still be penalised if they curtailed or did not meet their performance requirements because of the hot weather or because they were taking action to support Driver Welfare"

• you will get nowhere near Vision Zero unless you compel TfL to deliver 'radical transparency' on Londons' failing Bus Safety Performance and unsafe Bus Driver Working Conditions.  

1) Issuing a Formal Apology to each of the families of Saba Mirza, Stephen Mitchell, Melissa Lamb and Grace Mecaley—all killed "on or by a bus" under your watch as Mayor and TfL Chair—with a full explanation as to why—since their loved ones' deaths "do not meet STATS19 criteria"—TfL did not include their incidents as part of (a) "the underpinning data source for all road safety policy and from which Transport for London (TfL) built its evidence base for the Bus Safety Standard (BSS)" (b)  "TfL's road safety targets and baseline" (c) in the determination of executives' bonuses for achieving safety targets in, respectively, 2016, 2021, 2022 and 2023, (d) Figure 17. 

2) Publishing a Consolidated Annual Figure for people "killed on or by a bus" in London. 

Your explanation as why you refuse to order TfL to perform the simple task of publishing a consolidated annual figure that shows all the people "killed on or by a bus" is, frankly, contemptuous of the families of the over 100 victims who—while you have served as Mayor and TfL chair—have been killed "on or by a bus", as well as of the at least 9698 victims who've been sent to hospital from preventable Bus-related injuries over the same period.  A truly just Vision Zero Policy would not impose on the families of victims—or on victims themselves—the obligation to interrogate TfL's dubious datasets in order to discern the actual number of how many people have been killed "on or by a bus" in London. Both you and TfL are wittingly adding insult to injury: have you no shame?

3) Instructing TfL to conduct a Independent Data Integrity Audit of all TfL's published Bus Safety Datasets

Since at least 2022, Keith Prince has been asking you instruct TfL to conduct an Independent Audit of the Integrity of TfL's published Bus Safety Performance Data. 

March 2025 - Vision Zero: Bus Safety Data Integrity Audit

November 2024- Vision Zero: Independent Data Integrity Audit of TfL Bus Safety Data

March 2022 - Independent Audit of TfL's Quarterly Bus Safety Data

"TfL will probably say 'we don't recognise this because nobody's brought this to our attention'.
"But if it has been brought to their attention and they're not doing anything about it, that's a very different thing."

Under your watch as Mayor and TfL Chair, you've presided over a Surface Transport Operation that has produced— 

• at least 100 deaths from preventable Bus Safety Incidents;
• 76 deaths of Bus Drivers from Covid-19; and, 
• 7 deaths from the 2016 Croydon Tram Crash at Sandilands.

"While Sadiq Khan has been mayor and TfL [Transport for London] chair, about every six weeks someone has been killed in a London bus safety incident. Three in four of these deaths are the result of a bus collision. In 2024 someone was killed in a preventable bus safety incident every three weeks. Except for a short period during the Covid-19 pandemic, recorded crashes have been stuck at an eerily predictable 80 bus crashes per day for the past five years."

• analyses of years of TfL's published casualty data reveal that TfL Buses—which (a) constitute about 1 percent of the vehicles on the road at any time, and (b) are solely contracted by TfL—were involved in 15 percent of all pedestrian fatalities from Road Vehicles in London in 2024, an increase from the ghastly 10 percent annual average from 2014-2023. 
• when benchmarked to its 'World City' peers by Imperial College, year-after-year London consistently appears at the bottom tercile for Bus Collisions. 

• every day over 3 people have been hospitalised from a preventable bus safety incident, 1 of which is due to a collision.
• deaths "on or by a bus" have risen from 12 in 2016 to 16 in 2024, despite at least an 8% fall in the number of bus miles driven. 
• at least 100 people have lost their lives from preventable safety incidents "on or by" TfL buses.  
• and—at least— 76 Bus Drivers lost their lives to Covid-19 and 7 passengers were killed in the Croydon Tram Crash, both safety catastrophes that, despite the many serious questions about TfL's poor oversight of these crises that remain outstanding, you are obviously desperate to close the books on

• inscribing the Bus Driver's Bill of Rights into TfL's Framework Bus Services Contract; and, 
• appointing an 'Independent Judge-Led Enquiry" to investigate TfL's Safety Culture 

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