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Brand new set of proform wireless scales. Comes with carry case and all batterys are new. Only used twice on my brisca F1. They weigh up exactly the same percentages and weights as the much more expensive longacre type Contact Lee Fairhurst

Hi there folks. Welcome to episode 2. In this one: Section 1: South-west, and Scottish F2 miscellany Section 2: Out and About – The DAF Museum Section 3: Odds and Ends: Lancaster Canal, Furness Railway Trust, Blackpool Transport Spot Section 1: Bristol – Sunday March 31st 2024 – Final winner Jamie Avery (126) Here are some pics from the day: Jon Palmer tried it without the wing for this meeting but could only manage an 8th place in the Consolation. After spinning Gordon Moodie out in the Final multiple cautions bunched the field up and left 7 and 647 behind the 24 car. At the restart a combined hit from the Scottish pair saw the Plymouth man cannoned into the turn 1 fence and out for the day. Team Burgoyne The mud is from the Skegness pits on Good Friday Charlie Doe was taking part in just her 3rd meeting. She had not raced any other formula before this. A pit scene under a blue sky for a change Lined up for practice Charlie Lobb hit the fence in practice which put him out for the meeting Aaron Vaight on the grid before he had an abrupt end to his meeting A turn 2 pile up ended his day Ben Bate was one of those involved. He was able to fix his car though and is at the ‘level’ area for set up. Aaron drives his battered car back Right side damage Bonnet and wing Guinchy and Tim (Aaron’s dad) look on as the car is winched into the transporter. They headed back to Ormskirk straightaway to get the car repaired for the Crimond/Cowdie weekend coming up. In the Consolation Stu Moss Jnr was another to suffer damage As was Ben Bate in this turn 3 crash Back in the pits repair work for the second time today on 161 The Jack Bunter car took a hit to the side The damaged 876 car is carried back The team start the repairs Engine problems meant that the 461 car was unable to race 390 got damage all around Phil Mann decided to miss the Final knowing there was likely to be a lot of damage. He changed the gearing ready for Taunton the next day. The GN saw Guinchy forced off-line in turn 3 and hit a stationary car Dan Baker was that unlucky stationary car The Matt Stoneman car needed a lift back as well Crimond – Saturday April 6th 2024 – Final winner Gordon Moodie (7) The annual WCQR drew a larger than normal turnout with the visiting drivers boosting the numbers. The memorial stone at the entrance You will not see this sign at any other track! The grandstand roof came adrift in the winter storms The grandstand itself was also blown over twice Wartime remains: The David Smith Welfare Unit! A first visit for the Smiths. Owing to damage from the previous weekend’s Bristol meeting Jess was on mechanic duties for Rebecca. A rare chance to see Robbie Dawson as he tends to stay local these days Jason McDonald 387 Jon Hodgson Lana Middler’s Micro F2 wing Half shaft trouble for Jack Bunter Prop out for Steven Burgoyne Luke dives in with the magnet to remove shredded half shaft splines from the diff with Tom Bennett (213) in attendance The back straight spectators getting a birds-eye view of the blue top grid draw for the Final The top three in the Final. The 100 car’s rear tyre let go on the slow down lap fortunately On the podium and the pace truck Section 2 The Daf Museum The DAF Museum is housed in an old brewery dating from 1884. The museum illustrates the history of Van Doorne's Automobile Factory (DAF). The permanent exhibition consists mainly of DAF vehicles including prototypes and produced sports cars. Furthermore, the museum houses a large collection of trucks. The pics: Nearby is the very smart Eindhoven Centraal Railway Station The VIRM One of the most iconic trains on Dutch rails. The VIRM is a double decked train that was first ordered in the 90s to run between different regions, called the "Regiorunner". The series 186 is an electric locomotive of the Bombardier TRAXX F140 MS2 type, intended for the passenger trains of NS Hi-speed and later NS Reizigersand & NS International. In 2008 a number of leased locomotives came to the Netherlands. This fleet was reinforced from 2014 with new locomotives of the same type that were purchased directly by the Dutch Railways through an urgent order. A Volvo FM 500hp 10x4 tipper working opposite What treasures await us within? The ground floor is the commercial vehicle section and focuses on old trucks, including lorries, buses and special vehicles. DAF B 1500 C-533 The production of truck and bus chassis started almost simultaneously. When a chassis was delivered, it was sent to a coach builder for a custom-built coach body, in this case BOVA. AKU, a manufacturer of artificial silks bought the coach in 1956 and used it to take its staff to and from the production plant. In 1969 the coach went to Vredenstein, the tyre manufacturers where it was once again used to transport staff. It was also used to accompany cycle racing teams. Finally, BOVA bought the coach in 1997 and sent it to Switzerland for a complete restoration. On 6 August 2003 it was donated to the DAF Museum. A 1966 DAF T 1600 DA This tractor was handed over to a haulage contractor south of Eindhoven and remained in active use as late as 1986. The company started operating in 1890. By the time lorries appeared the company used various makes of truck. Since 1966 they have been using DAF products exclusively. The cab was stretched by an outside supplier supported by the local DAF dealer. This was welcomed by the drivers on long hauls who were able to use it as a sleeper cab. In 2013 the owner decided to donate it to the museum where the volunteer staff restored it to perfection. A 1968 DAF A 1900 DS In 1962 the A 1900 series was the new top model in the medium weight range. The higher output of its turbocharged engine made the trucks suitable for use with drawbar trailers. This truck was restored in the DAF dealer’s workshop at Bergen-op-Zoom. It was nicknamed after Mr Cyriel van Putte the salesman that accepted the truck in part exchange after 20 years. A 1968 DAF A 1900 DD This rigid of 1968 vintage was one of the first in a long line of DAF trucks that saw service with the company. The front PTO powers the Faun rotating drum waste disposal body. Mr Leo van Gansewinkel started his company in 1964 in a small town not far from Eindhoven. Nowadays it is a multinational company that employs 7,500 staff and operates 1,000 trucks that collect waste from 120,000 companies. Waste is no longer waste, but a source of new materials and energy. A 1968 DAF A 1902 DS The A 1902 concrete mixer chassis first appeared in 1962 and could take a 4m drum. The drum was powered by means of a front PTO connected to the front of the crankshaft. The truck was used for stationary work during the construction of a pier on the North Sea coast. When the truck was donated to the museum it had only covered 400 miles! A 1969 DAF A 2400 DK The 2400 series with its modified cab and receding roofline for greater comfort and a better view of the road appeared in 1965. From 1968 DAF fitted the new 11.6 litre DK engine. Loven Trucks of Heerlen is one of the oldest Dutch DAF dealers and to celebrate its 100th anniversary in 2020 Leo Loven decided to buy this 2400. Originally it was a Belgian tractor chassis which was later converted to a rigid truck to carry flour. Its livery is reminiscent of the DAF tipper lorries used by a local quartz sand quarry run by relatives of grandmother Loven. A 1978 DAF FT2800 DKS This tractor unit was number 54 in a limited edition of 500 trucks produced in 1978 to celebrate the 50th anniversary of DAF trucks. The owners used the tractor unit in combination with a livestock trailer for the domestic haulage of pigs. International transport to Germany and Belgium followed later. When new DAF Trucks used it to carry out tests on the rear axle air suspension system. It clocked up 754,178 kilometres in service. A 1978 DAF FA 700 DE In 1971 DAF, Magirus-Deutz, Saviem and Volvo agreed to share the development of components for a new series of lightweight trucks. The official name for this cooperation was ETD, European Truck Design, unofficially it was referred to as the ‘Club of Four’. The partners were to sell the trucks under their own brand names and through their own dealer networks. DAF introduced its F700-900 series at the end of 1974. This FA 700 used to be a municipal tipper truck. A 1979 DAF FT 2800 DKS For the F2800 series the existing tilt cab was widened to 241cm and placed higher on the chassis to restrict the intrusion of the engine in the interior. The large front screen with its three wipers was characteristic for the series. The new DKS engine made it possible for DAF to comply with the demand for 7bhp/tonne. DAF was the first manufacturer of truck engines to make use of turbo charging in combination with inlet air cooling, which has since 1973 become the industry standard. Inlet air cooling (intercooling) lowers the temperature of the combustion air so that a higher weight of air can be fed into the cylinders for more power and a lower fuel consumption. This 2800 was operated by a company in Minden, Germany. A 1980 DAF FT 2300 DHU From 1976 the F2300 series filled a gap between the F2200 and 2800 series. For the first time air suspension on the rear axles became available. Air suspension guarantees a constant chassis height and a greater degree of stability. It also facilitates as the chassis height can be lowered by means of a control valve – on the left in front of the rear axle. This tractor unit belonged to Campina, a large dairy group. A 1984 DAF FT 3300 DKX The 3300 DKX was designed for high payloads, high average speeds and lots of pulling power. Visar, the electronic instrument that measures the actual fuel consumption and indicates the optimal gear selection was a standard fitment. The ‘Space Cab’ set new standards for interior space, for the first time drivers had ample room to stand upright and change. Between 1984 and 1994 this tractor unit covered 1,000,000 kilometres on journeys to and from Italy. Then, from 1994 until 2007, it covered another 1,000,000 kilometres on domestic trips. A 1987 DAF FTG 95 During the development stage, customers, drivers and mechanics were interviewed to find out what the market needed. Therefore, the F95 series was a new development in which DAF applied electronics for the first time. Various cab versions were offered, ranging from day cabs to Super Space Cab. The new series was introduced in August 1987 during a show in which dancers pieced together a wire model of the new star truck under ‘black light’. The music for the show was specially composed for the occasion. The DAF F 95 was ‘Truck of the Year’ in 1988. A DAF 95 380 ATi A 1992 DAF FA 75 The 75-85 series made its first appearance at the IAA in Frankfurt in 1992. In order to find out what the market wanted, customers and drivers had been extensively interviewed. The cab with its low Cw-coefficient was specially designed for this series. The difference in width between the front wheels and cab was compensated for by the cab door ‘wings’ so that there was no need for protruding mudguards. A 1993 DAF VD 400 EN The crew cab model first appeared in 1988 and could accommodate 6 -7 persons. This VD 400 was bought new in 1993 by an Eindhoven company that later sold it on to a firm at Rijen. A 1997 DAF FT 95.430 XF Low Deck The new 95XF proved to be a huge success for DAF with 10,000 chassis sold before the end of 1997. To comply with the demand for more power the all new 12.6 litre XF was developed with power outputs up to 483 bhp. The new DAF Engine Brake with its braking power of 394 bhp made for fast, yet safe descents. ‘Low deck’ tractor units are meant to pull semi-trailers with a maximum interior height of 3 metres. The fifth wheels are mounted at heights of 93 or 95 cm. A 2004 DAF FT 85.430 CF Space Cab In the early ‘80s DAF conceived the idea to develop three series of vehicles with three different cab shapes: LF (Light Forte) for urban distribution, CF (Compact Forte) for national transport and XF (Extra Forte) for long distance haulage. The chassis of the CF series is identical to that of the XF, but the cab sits lower as drivers on national haulage have to get in and out more frequently. The CF series is built lighter for more payload. The Space Cab allows a standing height of 1.85 metres on the engine tunnel so that the driver can change comfortably at the end of a working day. This truck was retired together with its regular driver after more than 1,260,000 kms. The 95.500 was available as a 4x2 tractor or drawbar rigid, with LHD only, though the Super Spacecab was available on 11.6-litre engined models. The 95.500 is now a very rare truck. In September 2010, DAF introduced a hybrid LF45 at the IAA 2010 in Hannover. The LF Hybrid has a 118 kilowatt diesel engine combined with a 44 kW brushless electric motor, which has a permanent magnet and is placed in line between the clutch and the automatic transmission. The electric motor is powered by 96 lithium-ion batteries of 3.4 Volt each, weighing a total of 100 kg. The battery pack allows the truck to drive for about 2 kilometres with the diesel engine turned off and to store energy from braking for future use. Something smaller: A 1959 DAF 600 De Luxe The Variomatic system: A 1960 version was exported to South Africa A 1968 DAF Shelette In the 60s beach cars were extremely popular, especially along the Riviera. Giovannai Michelotti worked not only for DAF, but also for other manufacturers, such as Ferrari, Lancia, Maserati, Fiat, BMW and Triumph. He built a number of beach cars for Fiat (Spiagettas). When the wealthy Greek shipowner, Aristotle Onassis, and his wife Jackie Kennedy Onassis learned about this type of car they decided they wanted one but it had to have a fully automatic transmission. They did not hesitate and opted for the Variomatic transmission and this Shelette based on a Daffodil was delivered in 1968. The car travelled the seven seas aboard the Onassis’ luxury yacht. On arrival in a harbour the car was lifted off the yacht to serve as a runaround car. All in all approximately 80 cars of this type were produced on DAF or Fiat platforms. A 1968 DAF Siluro The DAF Siluro is a prototype that Giovanni Michelotti developed on the basis of a DAF 55 Coupe. The Siluro (Italian for ‘torpedo’) was one of the first cars with a so-called wedge-shape. This two-seater has the four cylinder 1,108cc Renault engine in combination with the Variomatic transmission. After the car was shown at the Geneva Car Show in March 1968 it was forgotten until shown on the stand at Club Nederland in 2005. A 1969 DAF 44 De Luxe Combi 167,902 were built up to 1974 A 1971 DAF 55 De Luxe A 1972 DAF 44 De Luxe A 1970 Yellow Racing Team Camel/DF 2 Litre Proto A 1974 DAF 33 van One for the Postal Service A 1974 DAF 66 1300 Coupe A 1980 Volvo 66 1300 GL version Volvo had purchased one third of Daf Car in 1972 A 1946 DAF single-axle trailer bus After World War 2 large numbers of buses were needed to restore public transport. As trailer buses could be made available much sooner than foreign bus chassis the Dutch Railways placed an order with DAF for 270 trailer buses in 1946. The tractor units were ordered from Crossley in Manchester. After three years the semi-trailers were replaced by ordinary buses. Philips, Daf and various other firms in the Eindhoven region made use of these trailer buses to take staff to and from work. A number of trailers ended up in Eastern Germany. A 1967 DAF YA 616 Fitted with a 204 hp Continental R6602 gasoline engine this became the standard heavy artillery tractor of the Dutch armed forces. Between 1959 and 1968 1,270 trucks were produced in various versions. The trucks had two 200-litre petrol tanks sufficient for a range of 400 kms. The one in the museum supplied the field artillery and was originally fitted with a Hulo crane used for loading and unloading ammunition. The standard “civil” Hulo crane now fitted was used to load and unload bricks. A 1952 DAF A 10 Van The DAF A 10 van first appeared in 1950. It could also be supplied as a chassis-cowl. Customers were not only large retail organisations, the Dutch Post Office, and police forces, but also small firms. This van was in use with the Eindhoven police force. A DAF A 16 BB 475 This petrol-engined truck was built in 1962 and remained stationed in Groningen until 1979. Its ladder reaches a working height of 39 metres which makes it still one of the tallest in the country. On retirement the truck was bought by a company that used it for tree pruning and building cleaning purposes. A 1963 DAF TB 160 DD In 1958 DAF started the production of the tram-bus chassis (TB) with the entrance in front of the set-back front axle. This type of bus was laid out for a one-man operation. A 1964 Formula Junior fitted with a 4 cyl Ford Cosworth 998cc and Variomatic transmission. A 1965 Brabham BT 15 A 1967 DAF Pony truck A DAF 55 This car was entered in the 1993 London-Sydney Marathon A 1972 Moretti-DAF A 1992 Williams FW 15 C CVT A 1965 DAF 32 De Luxe A 1963 DAF 30 Daffodil A 1972 DAF 33 De Luxe A 1974 DAF 66 1300 Marathon A 1965 DAF P-40 GT The P-40 GT is one of several prototypes. This beautiful coupe, faintly reminiscent of Porsches, Alfa Romeos and BMWs of the day was a 1965 design by Giovanni Michelotti. Regrettably his design never made it to the production stage as a study had shown that the numbers would be too low and consequently the financial risks too big. A 1968 P500 In 1967 Studio Michelotti was asked to design a ‘large’ DAF. The project was dubbed P500. Meanwhile DAF had started negotiations with Renault for the supply of the 1,289cc engine for the new car. This engine was a larger version of the 1,108 cc engine that was used in 1958. Within a year Michelotti presented a design that was in perfect harmony with the spirit of the times. It was a spacious 4-door car with a length of 4.3 metres. The first 4-door DAF ever! As the negotiations with Renault had stagnated it was decided to use a Simca engine for the time being. Initially a 5-speed gearbox was used. Before long it was decided to make use of a De Dion rear axle in combination with a Variomatic transmission to which a differential had been added. A configuration that was to be used on the later DAF 66. Michelotti made several designs for the interior of the car. It was mainly based on the (serious) financial risks that introducing a completely new model would entail. However, a lot of experience was gained that would prove to be useful when working on later models. The De Dion rear axle for instance was used on the later DAF 66 and the work on the styling contributed to the development of the later DAF 77 (Volvo 343) A Paccar MX 13 Euro 6 6-cylinder diesel engine with drive line This engine complies with the Euro 6 standard because of its Unit Pump Electronically Controlled (UPEC) fuel injection system. Fuel is supplied to the cylinders via separate electronically controlled fuel pumps that work at a pressure of 1,500 bar. A ZF Intarder is mounted between gearbox and rear axle to slow the truck down on long descents without the use of the service brakes which stay cool. The model displays are magnificent: The board room The original workshop and tooling has survived: I can highly recommend this superb collection of all things DAF 👍 Odds and Ends A stroll around the Northern Reaches of the Lancaster Canal and surrounding area The Lancaster Canal was originally built to connect the Leeds & Liverpool Canal to Preston, Lancaster and Kendal. The southern section later became part of the Leeds & Liverpool Canal and the tramway connection over the Ribble valley was abandoned in 1864. The northern reaches of the canal were closed when the M6 was built across it in three places. The canal now runs from Preston to Tewitfield. This section we are on close to Tewitfield is non-navigational. 200 years ago this would have been busy with boats plying coal and limestone up and down the ‘Black and White Canal’ A dry overflow channel Part of the sluice gear remains The exit tunnel for the overflow This overflow has been blocked to prevent sheep entering The lock wall is still in good shape A set of lock gates. This type were used between 1819-1942. At Saltmire Bridge. This is a listed structure and was constructed in the very early 1800s. We leave the canal now and head over the nearby fields: This one contains a superb iron water pump. It remains from the medieval village of Dalton which had been abandoned in around 1830. The magnificent 145 yard long Capenwray Viaduct comes into view It was constructed in 1867 by the Furness and Midland Joint Railway. It is situated between Carnforth and Borwick on the line from Carnforth to Wennington and Hellifield. Well reinforced How about this gem of a medieval packhorse bridge? It spans the River Keer A wonderful scene We are close to the canal again and here is the remains of a crane which loaded stone from the Wegber Quarry onto the canal boats On an 1814 map In the village of Borwick is Beck House Farm. It actually dates from the early 1800s. The rear wing has some re-used rebated and chamfered window surrounds dating from the 1600s. The 1681 RB above the door has also been re-used from an earlier property. Furness Railway Trust Welcome to the Furness Railway Trust where I spend most Fridays. The FRT owns Britain's oldest working standard gauge steam locomotive, Furness Railway Number 20, 20's younger sister BHSCo Number 17, GWR duo 0-6-2T 5643 and 4979 'Wootton Hall', Austerity 'Cumbria', and Barrow steelworks shunter 'Fluff'. The engineering base in Preston is at the Ribble Steam Railway but the locomotives and carriages are found at heritage railway sites nationwide. Let’s have a look at what has been happening this past few weeks. 5643 is under its ten year overhaul at present: Cylinder liners removed New ones ready for machining One of the pistons Reassembly of the radial truck A view of 5643’s newly cleaned and painted chassis, now lowered onto the wheels. We are just awaiting a shed shunt to get the frames over the pit before fitting the remaining two springs. New axle pad oilers have arrived for the driving wheels Applying some red oxide to 5643’s cab roof. Followed by green undercoat Grinding off the stay heads on the firebox in preparation for the stays to be replaced. Tapping out the main steam pipe flanges More pics from here next time. Blackpool Transport Spot Blackpool has been named the second-best place in the UK to visit for a winter break. The study put Blackpool just behind Edinburgh, but ahead of places like Liverpool, Manchester and York. Blackpool's Christmas By The Sea is running daily, barring Christmas Day, until 5 January. With the Illuminations continuing once again until January the town is busy at weekends. The lights switch on drew a large crowd Christmas By The Sea (Pic credits to Gregg Wolstenholme) Following the opening of the tramway extension to Blackpool North Railway Station (more on that next time) the Western Train made an early morning test run to gauge clearances: As well as an evening run: The tram's history Introduced in 1962 and modelled on a train from a western film, the Illuminated Western Train Tram attracted long queues in its heyday as seaside visitors waited for a ride. It was withdrawn from service due to old age in 1999 and for some time was under threat of being broken up for scrap. Thanks to the Lottery Heritage Fund, between 2007 and 2009, this national icon was completely rebuilt and fully restored to its authentic 1962 condition externally, whilst internally, the carriage was returned to its 1928 appearance. It is also the very first Blackpool tram to be fitted with wheelchair access, which has been incorporated into the rebuilt locomotive without altering the external appearance of this historic vehicle. A ride on the tram is a trip down memory lane for Blackpool’s locals and visitors alike. From the very outset of the project, Blackpool Transport Services received over a thousand letters from the public through a Gazette appeal, hoping to carry on the tradition of a ride on the Western Train Tram. Sir Cliff Richard travelled on the tram to the ABC Theatre in Church Street to reopen the theatre and launch the first summer show there in 1963. He said at the time of the Lottery Grant announcement in 2007: “It’s hard to imagine Blackpool without its historic trams and, without initiatives such as this, they could one day be lost for ever. Like thousands of others, I have fond memories of my trip on this famous tram and think it’s fantastic that a whole new generation will be able to share the experience.” The date of these two photographs is 31st May 1963. The famous occasion when Sir Cliff featured in the opening ceremony of the ABC. From an idea to a reality At the time, television, albeit black and white and poor definition, was still the latest wonder, with many people still aspiring to TV ownership, or at least TV rental. One of the most charismatic children’s programmes was Casey Jones, which took the then highly popular Western genre and built a series of weekly railway-based dramas set in the Old West around the eponymous train driver and his young son. The new tram took the Casey Jones train as its popular template whilst as its starting point it used a 1928 Pantograph Class tramcar, newly withdrawn, which with its high clerestory roof looked very like a late 19th century American railway coach. The cabs at either ends of the tram were replaced by open balconies and half of the Western Train’s structure was complete. At this time, Blackpool Transport had just introduced its fleet of Twin Car trams, having purchased a dozen sets of electrical and air control couplings, permitting the use of unpowered trailers. A spare set of couplings were used to link the Pantograph-derived coach to an all-new railway locomotive body which was constructed from the remains of a withdrawn 1934 single deck tram. Other than the chassis and rear saloon, little survived of the 1934 tram but the essential outline of an American 4-4-0 locomotive and tender was created to tow the coach, with passengers riding in both the coach, and the loco tender. How the illuminated tram came to life All of the Blackpool Illuminated Feature Cars have been built on the frames and chassis of earlier trams and the Western Train is no exception. The motor unit or “Locomotive” towing car is built on the chassis of a 1934 English Electric Railcoach ,which has retained many original interior design features from window level down. The trailer or “Carriage” was little altered from its original appearance save for the removal of the driving cabs. It is one of only two remaining vehicles of its type out of an original fleet of ten and is now the only remaining one in Blackpool. Internally, even more of the original survives and the interior fabric was restored to “as built” condition. In 1962 Seen here in daylight during the 1963 Summer Season on the Promenade on a limited-stop service. ABC Weekend Television were the first to sponsor an illuminated tram. You can see logs on top of the tender from where springs the trolley pole. Here it is seen on a Circular Tour along the Golden Mile. The brass bell would ring out as it travelled along - clang, clang, clang! A great pic outside Rigby Road depot showing this largest and most memorable illuminated tram. The smoke-stack, cow-catcher and brass bell can be seen in good detail. The driver sits in the glass-fronted ‘smoke-box’ and uses the traditional controller and air-brakes. The train can be driven in reverse from the trailer when returning to the depot. 95 passengers in total can be carried, 35 in the tender and 60 in the carriage. In Rigby Road depot in 1974 The current conservation work has included bodywork repairs, a full repaint, and a rewire. These pics are from 2020: In the paintshop at Rigby Road. This is due to be demolished to make way for electric bus charging points! Millenium 718, Balloon 723 & Brush 631 having at wash at Rigby Road. The tram service suffered disruption on Monday 21st October when Flexity 018 suffered a pantograph failure whilst heading southbound at Stanley Road, Fleetwood: The oldest Flexity 001 being made ready to tow the newest Flexity 018 back to Starr Gate. Balloon 723 at North Pier siding F736, 723 & 717 at Starr Gate 723 & 717 head to head Some pics to show just how stunning the feature trams look: The Western Train at the North Station terminus of the new extension. On a rare trip into Fleetwood. The location is on Lord Street. Late at night – The deserted Fleetwood Ferry stop Ready to head back to Blackpool At the Pleasure Beach loop alongside the stylish F736 HMS Blackpool. The tram is modelled on the Royal Navy warship of the same name and is based on a 1928 Pantograph tram chassis. It first ran in 1965. A duo of brilliance! A superb reflective shot by Gregg Wolstenholme It is farewell as we say goodbye to Blackpool’s last Atlantean. It left Rigby road this week onto pastures new and into preservation. LATE NEWS: This bombshell was announced last night from the Heritage Operations: Following a thorough review, we have made the difficult decision to suspend our Heritage Tram Tours. Operating the Heritage Trams alongside our modern fleet has become increasingly challenging, with issues such as depot space, tram movements, general safety and maintenance conflicts making it difficult to continue running the service effectively. This decision was not taken lightly, but we believe it is the most practical step to support the evolving needs of our business and maintain the overall efficiency of our operations. As part of our efforts to future-proof and safely grow our core tram network following the North Station extension, we are introducing advanced safety systems, including the Obstacle Detection Assistance System (ODAS) and the Collision and Overspeed Monitoring and Prevention Assistance System (COMPASS). These technologies are essential to maintaining safety, especially during busy times such as the summer, illuminations and festive seasons. The systems also allow us to improve operational efficiency and ensure the sustainability of the network. The Heritage Trams are a cherished part of Blackpool’s history, and we fully recognise their importance to the community, however, ensuring the ongoing safety and sustainability of the service has become increasingly complex. This pause provides an opportunity to reflect on the role of Heritage trams within a modernised and safe tramway network. By reassessing their operation, we aim to explore new ways to honour Blackpool’s rich transport heritage while maintaining our commitment to a safe, efficient, and future-focused service. We are dedicated to finding innovative opportunities to honour and showcase Blackpool’s iconic tramway history, and we thank you for your understanding as we work towards this. What a kick in the teeth for all of us involved! This will negatively impact the town’s tourist trade for sure. With the exception of the Flexitys all of those pictured above (and the fleet within Rigby Road) are at great risk of heading for the breakers yard irrespective of the statement's hollow words regarding their future. The outcome of the survey on the Rigby Road depot roof has still not been publicised over a year after it was closed and now we know why. Next time: Join me on an underground odyssey

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Welcome to the 2024/25 Off Season Write Ups folks. In this first one we have: Section 1: South-west F2 miscellany Section 2: Out and About – The search for Churn station. Section 3: Odds and Ends - Barking Bus Garage Open Day - Blackpool Transport Spot Section 1: Taunton – Sunday March 24th 2024 – 46 cars An explosive start to the Taunton season saw Josh Weare (736) and Adam Pearce (460) engaged in a hard-hitting feud which was a legacy of a 2023 incident at Mendips: The 736 car came off worse in this exchange Josh contemplates the incident whilst his dad and brother start the repair Josh carried it on in the GN by ramming Pearce on the infield which incurred the wrath of the officials. That man Pearce again. In turn 2 on top of the Luke Johnson (194) car. Weston-super-Mare’s David Rudall (507) alongside. Others to get in bother with race officials were Ben Borthwick (418) and Dale Moon (302) who took to some post-race shenanigans in the pit bend taking it in turns to ram each other numerous times. A good meeting for Charlie Guinchard (183) saw him claim the Final win, and 2nd in the GN from the lap handicap. Young Kasey Jones (286) continued his winning ways with victory in Ht. 1. He had made his debut at St Day the previous week where he claimed Heat and Final wins. This promoted him straight up to yellow for this meeting. He also won the GN by retaking the lead from non-other than Jon Palmer (24) on the last bend. However, Kasey was docked ten places for not starting at the back of his grade. St Day – Good Friday March 29th 2024 An early season WCQR here at United Downs saw 49 cars in the pits. This was the best car count in Cornwall since the World Semi Finals day in 2019. Gordon Moodie in attendance Saloons also on the bill - Fellow Scot Stuart Shevill Jnr A new car from NI visitor Matty Stirling The traditional grand parade Guinchy was driven around by Stuart Shevill Jnr Ant Jenkins captures the scene The man on the mic does a double take An amusing conversation by the look of it Ollie Hertzog had travelled down from Salford The 7 car was plagued with a drive-train issue which saw Gordon fail to score any race points Orange and Silver line up A clutch-start Final came to an early halt with this back straight incident. Paul Rice (890) finds Sam Weston (468) a bit close for comfort but still manages a smile. Bryan Lindsay and Jessica Smith also involved Now to disentangle them A webbing strap and plenty of manpower does the trick Interlocked wheels on the 390 and 663 cars Back in the pits work commences on the 468 car Kasey Jones (286) was on a charge again leading his heat comfortably until being held up by a back-marker which allowed Charlie Lobb (980) to spin him out for the win. Charlie also took the Final win after diving between Jones and Avery in a turn four sort out near race end. Section 2: Out and About: Churn Station: This was one of the most challenging to locate owing to the dense undergrowth and very few remains. It was 30C+ which made for an arduous day coupled with swarms of flies feeding off the blood seeping from my thorn slashed arms! Churn is located just south of Didcot on the old Didcot, Newbury and Southampton line. The Didcot, Newbury & Southampton Railway (DNSR) received its Act for construction on 5th August 1873. The Didcot-Newbury section came into use on 13th April 1882, followed by the Newbury-Winchester part on 1st May 1885. Churn Station was a small and very isolated single platform halt with access only via an unmetalled downland sheep track. It was built as a temporary stop to accommodate a competition held by the National Rifle Association in June 1888 who had a rifle range nearby, and it was used subsequently by many annual military camps. There was no road access, and trains did not call after dark. The timetables stated "Stops to take up, or set down on previous notice being given to the Station Master at Didcot. Evening trains call during daylight only." Trains were timetabled to take 14 minutes to arrive after departing Didcot. It also served Churn Down, a remote part of the Berkshire Downs. The nearest village was Blewbury, two miles north, which was already served by the Upton and Blewbury Railway Station. The station buildings consisted of no more than a simple wooden shelter and basic lavatories. In order to provide deliveries of goods for the camps a small siding was built at the southern end of the station. A brick shelter replaced the wooden one in later years. Churn Farm is under Churn Hill so that is where the Churn ranges, and halt get their name. There is a photo of George V there reviewing the troops. It is bleak in summer too! Financial difficulties prevented the planned route to Southampton being completed and the company had to use existing lines from Winchester. The DNSR was absorbed into the Great Western Railway (GWR) in 1923, but heavy freight traffic was sent by less steeply graded routes. During World War II these routes were congested on many occasions, and it was decided to double much of the DNSR. The line was closed to through traffic during the daytime from 4th August 1942 to 8th March 1943 to speed up the work. Provision had already been made in all the structures for double track at the time of building. The line became an essential link between the armament and military equipment suppliers of the Midlands and the South Coast ports before and after the invasion of Europe. Prior to D-Day 16,000 military trains were operated over the line. On the way up Boham's Road from Blewbury there is a considerable gradient. This was the reason why double-headed giant American locos were required to pull the massive military trains up the 1 in 106 gradient from Upton & Blewbury Station. The section south of Newbury was closed to passengers on 7th March 1960. The station closed in 1962, and the entire line was closed to passenger traffic. Freight operations ceased in 1966. The pics: Not another human being or property to be seen. A stunning blue sky though. The first bridge over the track bed No access at this point as the undergrowth was over head-height A lot easier decades ago The same view a little closer to the dogleg in the fence line It is even worse in the other direction! This second bridge gives better access The bridge code Our search begins A platform edge comes into view The remains of the brick shelter can be seen The shelter visible in this view from the past Southwater bricks remain from the shelter Listed as the Southwater Brick, Tile, Terra Cotta, Pipe & Clay Co. Ltd at 52, North Street, Horsham in 1915. In the early 19th century Southwater was predominately a collection of large estates divided into leased farms. Whilst mixed agriculture provided a lucrative industry for centuries, much of the population of Southwater originated from the workforce of the brick industry and the arrival of the railway, which opened in 1866. The site was located on land originally named Andrews Farm which dates to medieval times. The farm was sold in 1890 and became the Southwater brickyard owned by CJ Mills. The site was taken over by Sussex Bricks and Estates Co. in 1907 who changed their name to Redlands Bricks Ltd in 1958. At the peak of production, the brickworks manufactured 18 million bricks a year and employed 100 men. It was reported that Southwater bricks were used in the building of Christ’s Hospital, Victoria Station, RAAF Woomera Range Complex, London sewers, and many London air raid shelters in World War Two. The railway yard in Southwater served the brickyard and was closed in 1966 as part of the Beeching cuts. The brickworks closed in 1981 after producing 1,000 million red engineering bricks from Southwater clay. The brickworks chimney was blown up by a lucky resident who won a fund-raising draw. The site is now a country park. The site is very overgrown as the remains of the platform edge show The brickwork of the platform is more prominent here A winter view some years ago of the platform edge As it was in 1967 There was not a lot remaining but it was still a worthwhile day. Section 3: Barking Bus Garage Open Day Stagecoach London held an Open Day at Barking Garage on 23rd March 2024 to celebrate the garage's centenary. The garage building was open between 1100 & 1600 with visiting vehicles on display. In addition, there was a running day on routes 62 and 145 which both pass the garage. Barking Garage was one of two opened by the London General Omnibus Company in January 1924. This was to serve a local population increase created by the building of large housing estates at Becontree and Dagenham by the London County Council. The garage is currently operated by the East London subsidiary of Stagecoach. It stands prominently at Fair Cross on the corner of South Park Drive and Longbridge Road and is a relic of the days when bus garages occupied prime sites in the towns they served. Its original entrance was on the corner of South Park Drive and Longbridge Road. The garage was extended in 1931, and again more recently. Two adjoining bungalows were purchased and demolished and the land used as a parking area. Barking had the dubious honour of operating the last of the RT type buses on route 62 on 7 April 1979. The garage operates on routes 62, 145, 167, 169, 179, 362, 366, 462 and N238. The bus allocation is 68 ADL Enviro 400s including MMC (Major Model Change) & 41 ADL Enviro 200s including MMC Barking Garage - Jan 1925 March 2024 Barking garage exterior with an NS-type bus emerging on route 126. 1926 - This corner entrance/exit was eventually closed off and the side access brought into use Interior of LT Barking garage in 1936. A number of buses (seen in three-quarter rear offside view) are parked in the docking area; they are, left to right, three LT-types, registrations GX5210, GX5346, GX5216, a single deck DA-type, EV5909, another LT, GW5384, and an unidentified vehicle. M-type bus, GP3480, stands apart from the others, midground left. The interior of LT Barking bus garage in October 1936. A large number of double and single deck buses are parked in the docking area, principally ST, LT and T-types. A tiled inspection pit can be seen in the left foreground. 1947 - The garage gardens Here is a shot of RM7 at the end of March 1979 in Barking Garage. In March 1979 surplus standard length Routemasters were drafted to Barking in readiness for the conversion of London's last RT route 62 over to Routemaster operation. The evening before the conversion newly arrived RM7 was seen inside the garage having just been transferred from Norbiton garage following service reviews on their routes 65 and 71 that had come into effect the previous day. It is being prepared for its new role on Barking's routes 62 and 87 and awaits fitting of the appropriate blinds but still bears its Norbiton NB allocation code. (Thanks to Bob Hoskins for the use of his photo and his words) Another shot of RM7 A very busy scene at a previous Open Day many years ago A wonderful line-up inside the garage I came across this superb photo of a line-up of Routemasters in an unidentified garage. The lone figure shows there used to be pride in doing the job right. The pics from the day: Not far from the garage is this 800-year-old church which was built in the grounds of the existing Barking Abbey. While the Abbey has long since vanished, the church still remains. The name Barking came from the Anglo-Saxon Berecingas, meaning "the settlement by the birch trees". In AD 735 the area was Berecingum and was known to mean "dwellers among the birch trees". The Abbey itself was founded even earlier, in AD 666 by the Saxon Lord Erkenwald, but then demolished in the 1540s during the reign of King Henry VIII. Today only the Curfew Tower remains standing alone at one end of the Abbey grounds, although an outline of some of the buildings is visible. It is difficult to believe that this “country church” is surrounded by major roads and sits next to one of the most depressing high streets. On the way to the garage you pass Barking Railway Station which has a reputation at night with locals for theft, harassment and stabbings. Police data reveals there was a total of 267 crimes reported in April 2023, and 2,636 in the last 12 months. Barking Town Hall built in 1958 Scenes within the garage: EGO 426 ventured out at the end of the day The bus wash In the servicing bays All electric AEC Routemaster / Park Royal - New to London Transport in March 1966 as RML2440 22/12/72 delivered new to Aldenham Works. DMS 550 is a remarkable survivor. An old London bus that spent her short service life in London's East End. In fact she only spent about seven years in service, the rest of the time being spent parked up in various depot's yards. Dennis Dart SLF with Plaxton Pointer 2 bodywork. This vehicle was originally based at Bromley Common Garage before transferring to Catford Garage. L/h - LT Leyland Titan T21. Centre - Blue Triangle Leyland Titan / Park Royal T22, WYV 22T. R/h - The LT Gold Jubilee livery Leyland Titan OHV747Y originally T747 featuring "Leyland Bus Builders of London's Buses for over 50 Years" London Transport RF539 (NLE539) is an AEC Regal IV with Metro-Cammell 41 seat bodywork that was new in April 1953 for Country Area services. It passed to London Country Bus Services in January 1970 and after withdrawal in 1972 it was sold to a Scout Group before being acquired for preservation. Tucked away all day was ADL Enviro400MMC 12400 (YX16 OHS) freshly attired in 1930s-style livery. AEC Regent 3RT8 Park Royal new into service at Cricklewood garage RT2177 - A 75 year old 1949 AEC Regent III Green on red! PF Collection (former Ensignbus Vintage Fleet) Green Line RT3232 (KYY 961) had operated route 62 after the ending of RTs in 1979, so it was good to see on route 145. Star turn! Utility Guy G351 (HGC 130) bringing a Guy back to route 145 for the first time since 1949. This vehicle was a 1946 Guy Arab II. As a highly original utility bus G351 was saved after its second life with Burton-on-Trent Corporation Transport, by which time utility buses were very few in number and mostly rebuilt to some degree. AEC Routemaster / Park Royal - New to London Transport in June 1959 as RM5 A 2017 Electric/Diesel Wright Routemaster passes 397 CLT which was new to London Transport in January 1963 as RM1397 RM 1397 was withdrawn from London service in 1987. After operating for Magicbus Glasgow, and Mansfield and District, it entered preservation in 1993. Blackpool Transport Spot Flexity 016 with its new advert for Coral Island - Mar 30th 2024 A great line up at Bispham Flexity 009 at a flooded Harrowside early 2024 Rigby Road depot looking forlorn April 2024 Bolton 66 and 717 at Starr Gate depot ready for the 2024 season At Rigby Road A wet day in Fleetwood! Standard 143 in the fitting shop The disused tracks led to Blundell Street Depot This atmospheric photo from days long ago shows Works Car 2 at Rigby Road, with Blundell Street Depot in the background Next time: A close look at all things:

Skegness, 16th November 2024 Driver Of The Day - 220 Will Hunter

Photos of Peter Penny, Chris Cowley, Warwick Ellis, Gaz Bott, Adam Bamford, Nigel Harrhy, Dylan Williams-Maynard, Mo Smith, Craig Haworth. (Thanks Andy J) Photos of Cecil Laurie at Northampton in 1959. Photos from Scunthorpe 19th November 1988. Photos of Alan Scothern, Nigel Harrhy, Jack Toon, Simon Gill, Lee Mellor, Andrew Bowler. Action shot from Boston 10th October 1993. Programme from Long Eaton 9th November 1974.

Pics in the gallery. Many thanks to all who contributed photos this season 👍

Full results and programme from Long Eaton 26th December 1958. Photo of Mac Mackinnon at Oxford in 1955. Updated results and programme from Oxford 23rd October 1958. Photo of Lofty West at Oxford in 1955. Info and photos of Barry van den Oetelaar. Updated results and full programme from Oxford 9th October 1958.

Results Summary BriSCA F1 StockCars Under 25’s Championship Winner - 526 Finn Sargent Second - 8 Catherine Harris Third - 151 Joelean Maynard 20 5 147 287 453 124 523 - 269 399 559 British Touring Car Championship Drivers Race Winner - 19 Bobby Thompson Second - 259 Paul O’Neil Third - 132 Mike Doble 16 113 nof Heat 1 Winner - 1 Tom Harris 20 220 124 452 151 147 19 524 H248 - 559 312 Heat 2 Winner - 1 Tom Harris 259 220 19 150 132 147 92 408 27 - 355 151 Heat 3 Winner - 8 Catherine Harris 408 368 452 526 H248 269 150 124 392 - 312 113 Gala Night Final Winner - 1 Tom Harris Second - 408 Ant Whorton- Eales Third - 8 Catherine Harris 132 151 H248 312 150 559 92 - 520 421 V8 HotStox StockCars Heat 1 Winner - 328 228 307 176 329 17 355 184 227 296 Heat 2 Winner - 329 Thomas Brighton Final Winner - 329 Thomas Brighton Second - 439 Jay Kellet Third - 262 Cammy Dorrell 307 72 176 228 282 159 477 Grand National Winner - 307 Tom Lloyd 262 184 72 296 176 439 269 355 329 National MiniStox Heat 1 Winner - 172 929 17 185 204 5 102 88 411 115 Heat 2 Winner - 172 496 81 ? 174 611 105 202 220 929 Heat 3 Winner - 185 17 848 642 174 496 91 102 220 105 Heat 4 Winner - 496 Tom Holcroft Final Winner - 288 Second - 29 Josh Third - 131 Josh 204 118 244 612 369 103 242

Gala Night Final Result 1 408 8 132 151 H248 312 150 559 92 - 520 421 That’s all Folks A Big Thank You to Roy for his race and pit reports tonight and all season. Let me be the first to wish you all A Merry Christmas and a Happy New everyone.

Final Focus: 151 leads away. As the bumpers go flying in throughout the field 392 spins on the home straight. 220 scatters the pack as he cannons his way forwards. 1 and 408 are blasting through from the back. A stationary 205 on the back straight is collected by 540. Caution to remove the two damaged cars. 151 heads the restart. 408 is behind 220. Is payback imminent? At the drop of the green 408 makes his move into turn 3 but the pack of cars ahead prevents a big'un. 220 ends up being sent wide instead. 1 takes advantage and takes the place. Into turn 1 and 220 fires 408 wide. Ant makes the next one stick though with a barnstormer of a hit into turn 3 which also takes the 19 car in hard. Next up is a monster hit from 368 on 27 into turn 3. Callum continues the aggro down the home straight. Caution for the 27 car stopped in turn 1. 151, 132 and 1 head this restart which remains yellow. Try again. No, failed again. Third time lucky. 408 fires 8 wide in turn 1. 517 stops on the outside of turn 2. 220 bounces off the turn 2 fence in a shower of sparks. 1 is not pulling a gap on 408 easily. H248 clouts the back of the stationary 517. 147 is sent into a spin in turn 1 as 124 fires 19 in. Caution for the stranded cars. 1, 408 and 8 head this restart with 2 laps to go. The top 3 positions remain static to the flag as the World Champ is able to keep clear of the 408 front end. Four victories for Team Harris tonight 👍 That's it for 2024 folks. Many thanks to Nic for the great partnership throughout the season once again. I hope you all winter well, and let us meet back here in 2025 👍👍

It’s a “Five Times” clean sweep Second - 408 Ant Whorton- Eales Third - 8 Catherine Harris

Final on track for the last race of 2024 Whites 46 113 151 505 540 Yellows 132 170 269 312 452 559 Blues 8 147 368 392 526 Reds 19 20 92 124 150 220 H248 Superstars 408 1 Novices 27 205 355 421 517 520 523

Heat Three Happenings: 46 leads away. An early caution for a stranded 520 against the home straight infield tyres. 132 heads the restart. 8 fires 269 into turn 1. Caution for a stranded 154 in turn 3. 132 & 8 head this restart. 8 takes over up front immediately. 392 gets out of shape exiting turn 4 giving the following cars a 'which line do we take' moment. 132 hits the turn 2 fence. As Catherine takes the win 452 tries for a last bender on 368 but it does not come off.

Heat 3 Result 8 408 368 452 526 248 269 150 124 392 - 312 113

Another race won by a Harris! 8 Catherine Harris wins Heat 3

Heat 3 on Track - 22 cars Whites 46 113 Yellows 312 452 132 269 170 Blues 392 526 368 8 Reds 124 150 H248 92 Shooters 408 Novices 154 205 421 426 517 520

Heat Two Happenings: 151 leads away. 540 & 517 clatter the turn 1 fence on the opener. 1 is rapidly moving through from the back. 19 and 150 race in close quarters for a couple of laps. Caution for the stranded 540 car in turn 2. 524 heads the restart from 20. 559 spins in turn 4. 408 slides wide through turn 3 which sends the 8 car into 132 who bounces off the fence. 524 half spins in turn 3. 147 collides with the car and loses time. The race leading 20 car is sent wide by 1 into turn 3. Liam has to thread the needle between the fence and the stranded 540 car. Caution to remove 540. 1, 20 and 408 head the restart. 1 is away and gone at the drop of the green. 408 takes 20 to the turn 1 fence which lets 8 through up the inside. Shortly after at the opposite end 220 spins 408 out. The World Champ takes his second win of the evening with a large gap to 259. His sister tries a move on 20 coming through turn 4 but the move delays both.

Heat 2 Result 1 259 220 19 150 132 147 92 408 27 - 355 151

“Five Times” cruises to a Heat 2 victory

Heat 2 on track - 26 cars Whites 151 524 113 520 505 540 399 Yellows 559 287 132 517 Blues 147 526 8 Reds 20 259 220 150 19 92 Superstars 1 408 Novices 27 355 426 421

Pit News: 170 - Front offside corner bent back following the turn 2 hit to the fence. 269 - Likewise for Thomas after the demolition job from 399 into turn 3. Dylan Williams-Maynard assisting with new bumper end fit. 287 - Working on the r/h half shaft/end cap.

Heat One Happenings: 151 leads away. 170 hits the turn 2 fence with great force. 22 is also caught up in it. 205 climbs high over 392 down the back straight. 287 and 368 hit the stationary 170 car in turn 2. Caution to remove stranded cars. 151 heads the restart. 368 and 27 whack the turn 3 fence coming to the green. Callum stops on the home straight. Caution to move 368 to safety. 151 heads this restart. 46 spins in turn 2. 1 gives 124 a hit into turn 1 which sends 399 fencewards. Entering turn three 399 then fires 269 hard into the fence. 20 is now leading in the closing stages. A last bender from 1 coming to the flag seals the win for the World Champ.