David Emmett's blog
The ongoing success of MotoMatters.com means we have to expand. Monday 31st March and Tuesday 1st April, we will be moving from one server to a new one, with more processing power, more memory, and better able to handle the demands of growing traffic.
While this is good news in the long term, it is likely to cause some disruption to our service. Over the next couple of days, the website could become unavailable for short periods of time. As we are moving to another server, it may take a few hours for this change to register with the DNS system, the worldwide system which ensures that your computer can locate any website on the internet. The website move may also impact email, so any emails being sent to MotoMatters.com may be delayed for a few hours.
Once the move is complete, the website should be more responsive, and ready for the challenge of the next year or two. Thank you in advance for your patience, and thank you especially for reading and supporting the website over the past seven years. If you'd like to make a financial contribution towards the move - and the continuing success and existence of the site - you can take out a subscription and become a MotoMatters.com Supporter, send us a donation, buy a MotoMatters.com calendar, or just Paypal money to email@example.com.
As the final few moments of 2013 tick away (in this part of the world; for some readers, it is already 2014), we would just like to take a moment and say a big thank you to all our readers for your support and contributions this year. Thanks to everyone for reading the site, to the people who post such well-informed and well-thought out comments, and to everyone who has supported us. A special thanks goes out to everyone who has either donated or become an official site supporter by taking out a subscription. A special thanks also to everyone who bought a calendar, as that also helps keep the site running.
Thanks also to everyone who has helped the site in other ways, with suggestions, technical support, information and many other things. Thanks to everyone in the paddock for talking to us and putting up with our questions, however impertinent or stupid they may seem. Thanks most of all to everyone in the world of motorcycle racing, for feeding our passion, and providing a fantastic year of racing in so many classes, in MotoGP, Moto2, Moto3, World Superbike, World Supersport and the many national and support championships around the world.
In 1952, Doris Lessing, a Nobel prize-winning author, was one of a group of writers and prominent intellectuals who visited the Soviet Union, then in the iron grip of Joseph Stalin, one of history's greatest criminals and murderers. She was introduced to the political leaders of the country, and escorted around the nation by the Russian secret police. Lessing, along with the others on the trip, returned home to write gushing praise of the Soviet Union, describing it as 'a land of hope.'
In her later years, Lessing wrote a damning condemnation of her own naivety during the visit. "I was taken around and shown things as a ‘useful idiot’... that’s what my role was. I can’t understand why I was so gullible." She had seen only what had been shown to her, believed what her guides - all of whom worked for the secret police - told her, and accepted the testimony of the workers she spoke to, workers who had been carefully selected and briefed to project the right message, or sufficiently intimidated to not let any of the real truth slip.
A 'useful idiot' is exactly how I feel all too often working in the MotoGP paddock. With no formal training in journalism, and only my gut instinct to follow, it is hard to sift out the underlying facts from the fiction being projected all around me. Most of motorcycle racing journalism - in fact, most of sports journalism - relies almost entirely on the word of others. A journalist will speak to a rider, or a team manager, or an engineer, or a press officer, and write a news story based on what they have just been told. If they are a good journalist, they will try and verify what they have been told by checking with other sources. If they want to sell newspapers, they will write what suits them, and checking be damned.
This vacancy has now been filled. We are NOT currently hiring at the moment. Thanks to everyone for their applications.
MotoMatters.com has won the MotoGP Blogger of the Year awared in Silverstone's annual media awards for the second consecutive year. After more than 3,500 votes had been counted, we were voted best MotoGP blogger for the second year running.
Firstly, we'd like to thank everyone who voted for us. It is a truly humbling experience to have so many people make the effort to show their appreciation with their votes. And thanks to the people who help to make the site what it is: Scott Jones, one of the very, very best photographers in the MotoGP paddock, Jared Earle, who has taken on coverage of World Superbikes and made it far better than I could ever have hoped to on my own, Venancio Luis Nieto for adding so much insight into the Moto2 class, and the other contributors who help to make the site what it is, Andrew Gosling, Ben Davies, Jules Cisek, and Russ, Joe, Dave, Len and many others for help behind the scenes. The encouragement we receive is what keeps us going, through both hard times and good times.
After Casey Stoner announced his retirement on Thursday at Le Mans, it was obvious that I would choose that subject to write about for that day's round up of events. Stoner's retirement had befuddled me - I was not alone in my befuddlement, it was shared by almost everyone involved in MotoGP - and I discussed the source of the story published by the Spanish magazine Solo Moto in the week between the Jerez and Estoril rounds of MotoGP, which splashed news of Stoner's retirement on its front page, citing an anonymous source.
In my story on Stoner's retirement, I reported on the rumors I had heard at Estoril identifying Livio Suppo as the source of Solo Moto's story. On the Friday, I received two emails, one from Livio Suppo himself, and the other from Borja Gonzales, an editor at Solo Moto, the magazine that broke the story of Stoner's retirement. Neither was pleased, and rightly so.
As you have surely noticed by now, the site has a new design and layout. The old layout, with light text on a dark background, has been dropped, and the new site has switched to follow the golden rule set by every website designer, usability expert and ergonomics consultant on the planet: dark text on a light background. Readers from around the world had asked for the change for a couple of years now, and I finally caved in to their requests. The readability is now vastly improved, but the framing layout with orange links on a dark background has been retained, to preserve something of the feel of the old site. Photo stories will continue to use a dark background, as we feel that the darker layout does more justice to Scott Jones' beautiful photos.
The change has not been completely finalized - there are still one or two points of the site that need to be tweaked, and all comments and suggestions for improvement are more than welcome. Some tables, in particular, could still appear with either the wrong background or the wrong text color; if you spot any errors, please feel free to drop us a line at firstname.lastname@example.org. Site supporters have a wider choice of page layouts, including the option of reverting to the previous layout with the light text on a dark background.
MotoMatters.com continues to grow in popularity - a massively heartening phenomena, for which we are all grateful - but that popularity comes with a downside: at peak times, the site can become very slow, and provide a frustrating user experience. In response to this - and in anticipation of the further growth of the site - we are switching MotoMatters.com to a different server, with more powerful hardware and much more memory. The end result, once the changeover has been made, should be a much zippier site which loads and responds faster, especially around the busiest times on race weekends.
The switch has been a little more complicated than expected, but it looks like we have everything under control, thanks to the outstanding support from our hosting company Rimuhosting.com. who we really cannot recommend highly enough (and no, we are not being paid to make that statement). The actual switchover will take place some time today (Wednesday, February 8th 2012), once the new server has been fully tested and all of the data has been transferred. In the meantime, the site may go offline for a brief period to facilitate the switch. We are working hard to make the changeover as painless as possible.
Colorful, controversial, but above all, fast. That was Marco Simoncelli in a nutshell. No tribute to the man here, so many others have done it, and far better than I ever could. I recommend reading Kevin Schwantz' thoughts on Simoncelli over on the excellent Superbikeplanet site, and in Spanish, a touching story by Spanish TV editor and one of the nicest people in the paddock, Ruben Fernandez.
And now Marco Simoncelli is dead, killed in a tragic accident at Sepang, struck from behind by Colin Edwards and Valentino Rossi after losing control of his Honda. The crash was all too reminiscent of the crash that proved fatal to Shoya Tomizawa at Misano in September 2010, another incident that left the paddock stunned and lost for words. There, too, a rider lost control of their bike, crashing directly in front of other riders who had neither the time nor the space to avoid hitting him.
So similar are the two incidents that it is worth going back to the Tomizawa crash at Misano and comparing it with Simoncelli's accident at Sepang. Though Tomizawa's death hit the paddock hard, along with many hardcore motorcycle racing fans, it largely went unnoticed among the general public, as Tomizawa was killed in the Moto2 race, a support class and not the main show. Simoncelli was already a global star, racing in the biggest motorcycle racing show on earth, so naturally, his death generated a lot more coverage and raised many more questions. But the responses to Tomizawa's crash may prove instructive for both the mindset of the people involved and the direction that racing should take after Simoncelli's tragic accident.
Over the past few days, I have been asked by a number of people - either directly or via Twitter - whether I will be going to Motegi for the Japanese MotoGP round this weekend. The short answer is I won't, but I felt I owed my readers an explanation of just why not.
It all started at the Sachsenring. Well I suppose it started earlier, at Barcelona, when the first rumblings of a rider rebellion over the Motegi MotoGP round appeared, and debate erupted in the paddock over whether it would be safe to travel to Japan for the race. The paddock is split roughly into two camps separated mainly by nationality, a fact that the amateur anthropologist in me finds rather intriguing. The Spaniards and Italians - and for some reason, the majority of the Australians too - were and are dead set against the Motegi race going ahead, saying the situation at the track and at the damaged Fukushima Daiichi nuclear plant made staging the event far too dangerous. Those hailing from the UK and the US disagreed, saying that all of the science showed that the situation was safe at the track, and that the nuclear plant was being brought back under control. Arguments were frequent, and though still respectful, there was a complete lack of understanding and empathy on either side. The participants were starting to look at each other as if the others were completely insane.
As you may have noticed, MotoMatters.com was offline yesterday for quite a long time. The problem lay not with our hosting company, but with the data center where our hosting company houses the servers we rent from them. A fault in the power supply infrastructure meant that the building where our servers are housed went down completely.
The situation has now been rectified and we are up and running again. I am very sorry for being offline for such a long time (over half a day), but this was an unforeseen situation, and the infrastructure to protect against such a freak event is so costly that the expense is hard to justify. That is a decision that means that you, our readers, suffer, and for this, you have my sincere apologies. If you'd like to support the site and allow us to make that kind of investment, then consider taking out a subscription.
The good news is that it happened on Wednesday, rather than on Sunday. And the even better news is that we have a lot to look forward to this weekend! So again, our apologies for the outage, and we hope our coverage of the event (I am reporting live from Brno this weekend) makes up for the site being offline.
France is a wonderful country, famed for its food, its pace of life and its warm, passionate people. The Sarthe region, where the Le Mans circuit (or Circuit de la Sarthe, to give it its official name) is situated, is beautiful; rich, green, rolling hills, close woodlands, tight green valleys filled with charming towns and villages. The city of Le Mans itself has its attractions, a stately square and some grand 18th and 19th century architecture. The people in the city and the surrounding villages are warm, friendly and helpful, especially if you are prepared to make an effort to speak at least some French.
All that ends once you arrive at the circuit. It starts at the gate with the security guards, who, to be fair, are no worse than security guards at most of the other races, it being their job to be professionally unpleasant. But it gets worse as you go further in. The facility itself is ramshackle and crumbling, a patched-up shade of what was perhaps once its former glory. Once inside the building, having to deal with the circuit staff makes things worse. Specially bussed-in from Paris, they combine the miserable temperament of the curmudgeon with the professional obstructionism of the jobsworth, appearing to be selected on their disposition towards discouraging people from asking questions in the first place, and then abiding by such an arcane set of regulations with almost Teutonic efficiency that honoring requests for assistance take the entire duration of the weekend, getting the requested job done long after it has become irrelevant.
Yesterday, I made a minor change to the website (technical details below), and since then, a few people have reported having problems logging into the website. The problem is caused by the cookies (the small files which tell your browser you are logged in to MotoMatters.com), and the way some web browsers interpret them and the change I made.
Running MotoMatters.com is the second most rewarding thing I do as a person, second only to my marriage with my wife. It is a source of intense pleasure, pride and satisfaction, of the response and appreciation we receive, as well as the support from both inside and outside the racing community.
The thing that I am most proud of, however, has very little to do with me. Though I do my best to provide intelligent, thoughtful articles, I am all too often put to shame by the quality of the comments. So many people who contribute comments to the stories do so with such wit, intelligence and clarity of thought that it is truly humbling to read the comments and see the gaps in my own thinking and reporting. The comments are a constant reminder that I will have to up my game if I am to be anywhere near the 50th percentile in terms of knowledge and intelligence. They are also a rich source of inspiration, and I steal freely from the ideas discussed when researching stories.
I am not alone in my assessment. I have had several of the biggest names in the paddock compliment me on the intelligence of the comments, and the extraordinarily high level of the debate on the site. Compliments have come from riders, journalists, team managers, race officials, people are impressed most of all not by what I write, but what you write.
(Editor's note: I made a photo lap of the Aragon circuit last year, to give readers an idea of just how steep and tricky the circuit is. I've reposted this photo lap as a reminder for anyone who has forgotten.)
Motorland Aragon is a brand new track on the MotoGP calendar, and if it has a defining feature, it's the elevation around the track. The track winds uphill, drops down a little, then climbs back up again before plummeting down the back straight towards the final corner. I went for a walk around the track to explore, and took some photos.