Roy B

Many thanks for a brilliant interview 👍

continued from above In thanks, the captain donated the ships bell and dog to the landlord who had raised the alarm. The ship was never refloated. The wreck was bought by a local syndicate who made souvenirs from the wood. The wreck was an attraction for the locals Next time: In pictures - The TVR Daf’s, and a visit to Armadale.

continued from above The northern part of this coast in Lancashire is known for the ferocious westerly gales and storms. These concrete fence panels snapped off like carrots in the recent storm force winds Many shipwrecks along this stretch of coast have been recorded from as early as 1755. Abana was a three-masted barque weighing 1200 tons and was built at St.John’s Newfoundland in 1874. In December 1894 the ship set sail from Liverpool bound for Florida. Her cargo was 500 tons of ballast, and she was to return with timber. On the 22nd December the ship was caught in one of the worst storms recorded along this coastline. The tide rose 10ft higher than normal. Wind-speeds of 105mph, with gusts of 150mph were recorded. She was first sighted close to North Pier at 3pm with all the sails in tatters. The crew had mistaken the newly built Blackpool Tower for a lighthouse and she was now at the mercy of the storm. Within two hours she had been blown along the coast ending up running aground close to Little Bispham. The landlord of the Cleveleys Hotel raised the alarm. Owing to the terrible conditions the lifeboat could not be launched from Blackpool and had to be taken 7 miles overland by six horses. The boat was launched from as close as possible to the Abana. The rescue took place in the pitch black during this high tide. It was extremely difficult with the sea being rocked by huge waves, and the relentless pounding of the crew by the fierce gale. The Abana crew of 17 were all taken on board the lifeboat, along with its own crew of 16, plus the ships dog. On heading back to shore the combined weight of the passengers ran the lifeboat aground on a sandbank. The crew members had to push it afloat, and eventually they reached safety. The Abana crew safe on dry land. A testament to the lifeboat crew that no lives were lost. continues below:

Hi there folks, Hope you’re all doing ok. Taunton and Eastbourne pics from August are in the gallery now. Info on page 3. I live 10 mins walk from the prom so usually go along the beach as my daily allowable exercise. Close to Cleveleys there are the remains of a shipwreck that has lain there since 1894. The sands move around depending on the tides. At low tide you can see the wooden ribs sticking out. How much you can see varies with the weather conditions over the preceding weeks. With rough seas and a strong wind the sand gets scoured away. We’ve had some fierce winds the last couple of months so now was a good time to have a look at the site of the Abana. The wreck site looking south. Norbreck Castle Hotel on the left, Blackpool Tower in the distance, and North Pier just visible. All is revealed at low tide. continues below:

Carl, i think it should have been H318 Rick Lenssen

A superb interview. Thanks to all concerned 👍

Hi there folks, Great news. The gallery is back! I plan to upload all the pics since early Feb over the next few weeks. The Leeds/Liverpool canal into Wigan photos are on now. Some info for these pics is within this topic. It's Feb 15th on page three.

Make it a weekend at Skeggy. Looking like a 60 car rFactor F2 meeting on Sunday as well.

Hi there folks, A look back to the very first meeting at Nelson courtesy of Stockcar Supporter for the report, and Stock Car for the photo. Nelson - Saturday July 22nd 1967 On this day the birth of stock car racing came to this smart new track surrounding the local football pitch. An estimated crowd of some 5,000 people turned up to this opening meeting, and the start was delayed for half an hour to enable as many as possible to get in. The track is square and gave the first heat drivers some headaches. Jim Esau (244) soon mastered the circuit to take the first race. Malc Forster (192) was second, and Derek Brook (243) third. Doug Cronshaw (396) was the first casualty, losing a wheel early on, and hastily abandoning the precariously parked motor. The second heat went to Charlie Finnikin (55) despite the fact that the track was already cutting up badly. He drove well to take and keep the lead from early on. The first flip went to Keith Thompson (33) who performed a neat roll-over in front of the small stand much to the delight of the spectators. Second placeman was Ron Rogers (152), and Ken Carter (116) took a well deserved third place. Heat three: The track was now in a very bad state, and cars were becoming airborne due to the deep pot-holes which had appeared, particularly near the four corners. Nevertheless Ellis Ford (3) soon battled his way through the pack, but not without problems presented by a much improved Rodney Falding (36), and a very determined Arthur Townsend (339), and they finished in that order well down the field. The Consolation was marred because of an injury to two young spectators after a car had hit the fence rather forcefully. A track post fell into the crowd and the race was stopped. After the restart Alan Heap (88) soon took the lead and was followed home by Doug Cronshaw and Harry Holt (84). And so to the Final. The track had by now cut up really badly, but Ron Rogers and Charlie Finnikin soon fought their way to the front of the pack. Ellis Ford made a break, but was not able to make much impression until he lost patience, and amidst loud booing overtook the lead cars by chopping a large portion off one of the corners. This was not very well received by the spectators, or drivers, but nonetheless once in the lead Ford increased the distance and was given the decision. Rogers was second and Finnikin third. Promoter Mike Parker could be onto a winner with this unusual but pleasant little circuit, and once track conditions are improved things could go along nicely. Good luck! Results: Race 1: J Esau (244), M Forster (192), D Brook (243), P Farrington (77), B Wignall (102), B Shipman (297) Race 2: C Finnikin (55), R Rogers (152), K Carter (116), K Chapman (183), B Cooper (397), T Neal (100) Race 3: E Ford (3), R Falding (36), A Townsend (339), M Whittaker (44), G Eardley (58), J Scott (105) Consolation: A Heap (88), D Cronshaw (396), H Holt (84), E Testo (389), K Shackleton (240), T Gill (29) Final: E Ford (3), R Rogers (152), C Finnikin (55), E Testo (389), D Cronshaw (396), B Cooper (397) What a crowd! Charlie Finnikin, Ron Rogers and Tony Neal navigate the new Nelson circuit.

Thank you both 👍

Who saw Noddy completely clear the fence in that one?

H6 - Mika Spigt a.k.a. Baby Curls

continued from above Prior to the Lioness entering service in Jersey it was converted into the coach body with the sliding canvas roof. The work was carried out at the bodybuilding works of W.L.Thurgood. The company had been founded in 1925, using the former premises of the Phoenix Coach Works in Ware, Hertfordshire. They established themselves with a number of smaller bus and coach firms. Long gone names such as Essex County Coaches, and Hicks of Braintree were regular customers. The average output was just three bodies per month, but each was individually tailored to the specific requirements of the company concerned. A high explosive bomb hit the factory in October 1940 completely demolishing it. Within five months they were back in business manufacturing aircraft components. It was to be 1945 before bus bodywork was produced by the company again. They remained in business until June 1967 when they were taken over by Plaxtons (Scarborough) Ltd. This then formed their southern area depot. Another "as new" shot

continued from above It was a replacement for a previous shooting van, which was a class ST manufactured in 1911. When the ST was originally delivered the King was dismayed to discover it was actually a baggage van. It had a very obstructive windscreen, making it extremely difficult to get a pot-shot at anything except an unsuspecting pedestrian that the driver could not see! The windscreen had a solid timber lower panel, and the van was returned to Leyland Motors to have a glass lower panel fitted. The van as delivered with the windscreen solid timber lower panel continues below

Thank you Steve, linky, and Bas. A bit more info. I’ve found a couple of pre delivery pics taken on the 5th August 1927 of the vehicle when new from Leyland Motors. King George V had stipulated the body as shown. It was classified as a shooting brake/estate. continues below

continued from above A few of the roads are quite narrow so the route used was one that avoided the majority of them. The footbrake is only effective above 20 mph so the ratchet handbrake is of prime importance at slow speeds. On the odd occasion when an inconsiderate car driver attempted to come through a gap that was decreasing it was a two handed job on the brake to bring it to a quick stop. We even had one car that expected us to reverse out of his way even though he was on the wrong side. We stayed put of course and he had to accept defeat. Seeing the Lioness at the Tesco fuel pumps was a surreal sight. 1920’s glory surrounded by the here and now. We did a couple more laps of the town going up and down through the four speed ‘crash’ box and then back to the museum. With a fine weather forecast overnight it was tempting to have left her outside ready for the next day, but the risk of damage from the undesirable element made it too risky. That was it. The end of a perfect day.

continued from above Last year I was very fortunate to be in the right place at the right time. I had a midweek day off shift, and went to the museum as it’s a quieter time to have a look around. It was certainly that alright. Four people at the most. I got chatting to the owner of the Lioness who told me that his Royal Highness the Duke of Kent was visiting the next day. Owing to its Royal past they were going to use his vehicle as transport. He needed assistance to give it a run out and fuel it up. “Any chance of a hand?” he asked. “You bet”, I replied. I was not going to miss this opportunity that’s for sure. Owing to fire regulations the museum exhibits are not permitted to be started up inside the building. The Lioness was toward the front half of the main hall but had other vehicles blocking it in. I was thinking how were we going to manoeuvre this lot around. From a side room a really nifty bit of kit was brought into play. It was a small air driven motor with a slotted nylon drum wheel. This could move anything, even the multi ton traction engine! With a bit of teamwork and slow careful positioning the vehicle was out without the need to park any others outside. Air driven Now for the fun part! A trip through Leyland. A swing handle start and she was away ticking over like a good’un. The interior has been restored to the highest standard and has that lovely old coach smell. Restored to a very high standard. Amazing to think Nazi forces have been sat in here. continues below

Hi there folks, A work of art to look at this week. What a beauty. A 1927 Leyland Lioness PLC1 which resides in the British Commercial Vehicle Museum at Leyland She has a fascinating history. Ordered by King George V on the 22nd March 1927, and delivered to Buckingham Palace on the 18th August. She was used by the King, and Queen Mary for Royal household use and was based in the Royal Mews in London. Most of her ten years in service was involvement in the transport of the Royal servants and luggage on visits to Sandringham, and the various estates for hunting parties. In 1938 she was sold to Jersey Motor Transport who replaced the original hard roof with the folding top, fitted extra seats, and commissioned her in this livery as an island tour coach. During 1940 Jersey was invaded by Germany who put all transport under Nazi control. The vehicle was then used for transporting the German armed forces. After the war she remained in service until the late 1960’s. Upon a return to the mainland she was put into preservation by the current owner. A brief spec: Engine: 5.5 litre Leyland OHV four cylinder petrol. Gearbox/Transmission: Four speed ‘crash box’ with torque tube. Brake system: Drums, mechanical servo to the front, ratchet operated rear. Starter: Original swing handle. Performance: 50mph/10mpg. Body: Ash frame with Duralumin panels, cast alloy bulkhead. The roof folds all the way back to the rear. The headlamps can be dipped by the driver pulling a short lever located near his seat. As a result of its supply to Buckingham Palace permission was given for Leyland Motors to use the Royal Crest. The lateral rod between the headlamps used for setting the dipped beam continues below

Thank you for sharing some great memories Graham. I remember travelling back from Brands in 1977 on Graham Blundell's bus. We were leading a convoy of transporters through the centre of London with John Hillam directly behind us.

Deane was certainly entertaining and one to watch Steve. This DVD is well worth adding to the collection. It traces Deane’s career from the mid 1970’s until 1990 with loads of photographs, and explanations of his crashes and feuds from the man himself. There’s some good film of the old Aldershot as he has a walk around the track. It’s available from Martin Hunt Videos at www.mhvideos.co.uk. At the moment delivery is as normal.

Correct. Do you remember the two caravans?

continued from above A pic for the old timers Where are we at?

continued from above Saloons All three races had classic last bend finishes. Heat 1: 17 cars. In this opener Kieren Bradford (27) played a major role. Ian Govier (28) was stationary in the fence facing the wrong way as the field hurtled down the straight. The 27 car picked up Georgie Boult (57) and followed him in into the 28 car. The resulting hit saw the caution flags out and a slight delay whilst Ian gingerly exited his car. It was very fortunate that he was drivers side to the fence as there was a large hole through the left side. At the restart Bradford chased down long time leader Jack Grandon (277). Entering the last lap he made contact with Grandon who spun. This delayed the 27 car long enough for Junior Buster (902) to mount a last bend successful challenge for the win. Top 3: 902, 27, and Frank Little (10). Heat 2: 17 cars. Another hectic last lap. Aaron Totham (561) was way out in front until he got baulked by a backmarker. Bradford saw his chance for an audacious last bender but the 561 car was just out of range. As Aaron headed for victory the 27 car rebounded off the plating, and Buster once again swept past to steal the place. Top 3: 561, 902, and 27. Final: 15 cars. Grandon looked to have this in the bag. However, towards the end of the race Billy Smith (161) was gaining on him. As they both raced down the back straight on the last lap Smith had got himself in position. Entering the final turn he kept his foot down on the go pedal and made hard contact with 277 sending him into a half spin. Both cars headed towards the fence, and in a mad scramble Smith just got clear. The 161 car was slow to pick up speed and was so close to being passed by the 3rd place car but just made it over the line by 0.3 of a second. A well deserved win as Billy had been racing at the Racewall the night before. Leaving Cowdie they drove through the night arriving at Smeatharpe at 06:30 that morning. The internal damage to the 28 car It was so lucky that the car was driver side to the fence continues below

continued from above As is the tradition at Autospeed circuits a pre meeting Grand Parade opened proceedings. F2’s Heat 1: 16 cars on track for this one. On a still soaking surface Steven Gilbert (542) was so much faster than the field and he took the flag with close to a 2 sec lead. Post-race checks changed all that though. The rear axle offset was way out and resulted in a DQ for the 542 machine. Dale Moon (302) was promoted into first place. Top 3: 302, 560, and Ryan Sheahan (325). Heat 2: 19 cars. A bit of aggro in this one featuring Chevy Mills (538). In the early laps a pack of cars were entering turn 1 with Paul Moss (979) pushing. The end result was a trip to the fence for the 538 car with Jack Prosser (844) going in with him. Presumably Mills thought Prosser was the guilty party and promptly launched him fencewards next time round. Both cars were out on the spot bringing out the caution. At the restart Ben Goddard (895) caught and passed Moss for the victory. Top 3: 895, 979, and Jon Palmer (24). Consolation: 15 cars. A first win in this one for Matt Hatch (320) after a battle with Charlie Fisher (35). After rectifying the axle offset Gilbert came home in 3rd. Final: 29 cars. Much to everyone’s surprise this race went from flag to flag without a caution. The track was now dry on the straights but damp on the bends. Hatch had taken the lead early on until Moss and Paul Rice (890) arrived on the scene. These two pulled clear and swapped the lead between them. It all ended in tears for the 979 car however when they came upon a backmarker. Rice sent the lap down car into Moss who ended up going over the bonnet of the adjacent 689 car and into the turn 4 plating. The way was now clear for an untroubled run to victory for 890. Of note was a brutal fencing of Neil Hooper (676) by the 24 car, and a race long side by side battle between 24 and Ben Borthwick (418) which cost them a lap in lost time. Top 3: 890, 560, and Mark Gibbs (578). GN: 25 cars. Another good one. The track was now virtually dry so higher speeds were in order. After repairing his car all eyes were on Hooper who lined up directly behind the 24 car. Would he exact his revenge? Despite having at least three opportunities in the early stages Neil was’nt for taking Palmer on. Just as well really as Jon loves nothing better than carnage and mayhem. Gilbert set off after Mills and passed him for the win. More action from JP (24) as he snookered his car builder Wrench, and pit neighbour James Rygor (783) in one direct hit for a 2nd place finish. Top 3: 542, 24, and 560. Neil surveys the damage after Jon Palmer fenced him continues below