Edward Turner (motorcycle designer)

Edward Turner (24 January 1901 – 15 August 1973) was an English motorcycle designer. He was born in Camberwell in the London Borough of Southwark, on the day King Edward VII was proclaimed King.
In 1915, Turner had his first ride on a motorcycle, a Light Tourist New Imperial.
Turner Special.
On 16 April 1925 "The Motor Cycle" published drawings by Turner of an OHC single he had designed, using a series of vertically stacked gears to drive the overhead camshaft. A subsequent redesign used bevel gears to drive a vertical camshaft, operating the valves through rockers. The only shared aspects of the two designs were the bore and stroke, , with the barrel being sunk into the crankcases. The head could be removed from either design complete with undisturbed valve gear.
Turner built his first bike in 1927, using his second design, a 350 cc OHC single. "The Motor Cycle" published a photograph of Turner's patented engine, mounted in his motorcycle called the Turner Special. The Special was registered for road use with the London County Council as YP 9286. It used Webb forks, and a three-speed Sturmey-Archer gearbox.
Ariel designer.
By now, living at various addresses in Peckham and East Dulwich, in the London Borough of Southwark and running Chepstow Motors, a Peckham Road motorcycle shop with a Velocette agency, Turner conceived the Square Four engine in 1928. At this time he was looking for work, showing drawings of his engine design to motorcycle manufacturers. The engine was essentially a pair of 'across frame' OHC parallel twins joined by their geared central flywheels, with a one-piece four-cylinder block (or Monobloc) and single head. The idea for the engine was rejected by BSA, but adopted by Ariel. Thus it became the Ariel Square Four, and not the BSA Square Four. Turner was then invited by Jack Sangster to join Ariel.
By 1929, at Ariel, Jack Sangster had Edward Turner and Bert Hopwood working under Val Page in design. Turner, now 28, married Edith Webley.
Ariel Square Four.
The first Ariel Square Four 4F was shown at the Olympia Motorcycle Show in 1930 in chain-driven overhead camshaft 500 cc form. This was heavier and slower than Turner's original prototype due to production changes made necessary by the Great Depression. To make up for the extra weight, Turner increased the engine capacity to 601 cc for the 1932 Model 4F6. Ariel went bankrupt in September 1932, but was bought by Sangster, who promoted Turner to chief designer.
In 1936 Triumph decided to create separate motorcycle and car companies, and sell the motorcycle company. Ariel owner Jack Sangster bought it and changed the name to "Triumph Engineering Company". The Ariel Square Four changed from the 4F 600 cc OHC version to the 4G OHV 995 cc version that year.
Triumph general manager and chief designer.
Sangster made Turner, now 35, General Manager and Chief Designer. (In this new position Turner received a 5% commission on the company's net profits, and became a shareholder with 4.9% of the equity). The first thing he did was clear space on the production floor for an office and an adjoining drawing office. Val Page had left Triumph four months before and joined BSA. Bert Hopwood came to Triumph as Turner's Design Assistant. Ted Crabtree, who was also at Ariel before, became Chief Buyer, and Freddie Clarke was made Chief Development Engineer: both were motorcycle racers.
Turner examined the line of 250, 350 (3H) and 500 cc Mk 5 singles, and rationalised them into three sports roadsters: the Tigers 70, 80, and 90. He added single-tube frames, enclosed valve gear, upswept exhausts, polished cases, new paint designs, and chrome petrol tanks.
Triumph Speed Twin.
In July 1937, Turner introduced the 500 cc Speed Twin, selling at £75. It was smaller and weighed five pounds less than the £70 Tiger 90, and proved very successful. The 5T Speed Twin (some say based on the engine design of Turner's Riley Nine car) became the standard by which other twins were judged, and its descendants continued in production until the 1980s. The original 27 bhp parallel-twin was capable of exceeding 90 mph (145 km/h) and weighed 361 lb (166 kg).
Turner's wife Edith died in a car crash near Coventry on 8 July 1939; the same crash which killed Gillian Lynne's mother and two other friends. Turner kept in contact with Gillian Lynne thereafter.
Turner's "sprung hub" was supposed to go into production in 1941, adding 17 lb to the weight of a bike. But the war delayed its introduction until 1948.
In 1942, Turner designed a generator, using an all-alloy Triumph vertical twin engine, for the Air Ministry. After a heated disagreement with Jack Sangster, Turner quit his position at Triumph and promptly became chief designer at BSA, where he worked on a side-valve vertical twin for the War. Bert Hopwood was made Triumph's new designer and Sangster put him to work on a 500 cc side-valve twin competing for the same contract.
By 1943 Bert Hopwood completed the design, but it was never produced. Triumph's prototypes were released in February, before BSA's planned launch. The design later became the post-war TRW model. In late October, Turner went back to Triumph. Hopwood had been working on a design for a 700 cc inline four-cylinder engine that could produce 50 bhp, but Turner's return to Triumph put an end to that plan.
Turner was Managing Director once again by 1944.
The Speed Twin, Tiger 100 and 350 cc 3T models emerged in 1945. They now had telescopic forks, originally designed by Turner, but modified by Freddie Clarke after it was found that fork oil would spew out on bottoming.
Triumph T100 GP.
Ernie Lyons won the first Manx Grand Prix on a Tiger 100 built by Freddie Clarke using an alloy wartime generator engine and the unreleased sprung hub in 1946. Turner, away in America, and anti-racing, was furious when he heard, but threw Lyons a victory dinner anyway, and a small batch of replica T100 were made for sale. Clarke resigned and joined AMC as Chief Development Engineer. Bert Hopwood had an argument with Turner over racing, left Triumph, and stayed away for 14 years.
The Mark I sprung rear hub was introduced in late 1947.
In 1948, Turner was persuaded to allow the entry of three 500 cc twins in the Senior TT, but none of them finished, so the experience only added to Turner's opposition to factory racing.
Triumph Thunderbird.
The 6T 650 cc Thunderbird, as designed by Turner, and further developed by Jack Wickes, was launched on 20 September 1949, when three models covered 500 miles at 90 mph (800 km at 145 km/h) in a demonstration at Montlhery. Essentially an enlarged tourer version of the Speed Twin, the 6T was designed to satisfy the substantial American export market, and was advertised as capable of a genuine 100 mph (161 km/h). The Thunderbird became a favourite of police forces worldwide.
For 1950, Turner went for a "low-chrome" policy, and banned the use of chrome fuel tanks. A chrome tank did not reappear till the 1981 Bonneville T140LE Royal Wedding edition.
Once in production, the first performance improvements came midway through the first year when the carburettor size was increased. This was the year Turner expressed the belief that 650 cc was the practical limit for the traditional British 360° vertical twin. It was the last year for the T100 GP model, although the T100C carried on, and the Mark 2 sprung hub was released.
Turner became involved in the establishment of the US-based Triumph Corp. in Maryland, a distribution company created to serve East Coast US markets. After 1950, America became Triumph's biggest customer.
In 1951 Sangster sold Triumph to BSA for £2.5 million, having previously sold Ariel to BSA in 1939. As part of the sale agreement, he joined the BSA Group as a member of the board. Turner's holdings in Triumph gave him 10% of the sale.
A race kit for the Tiger 100 was introduced, bikes were restyled with new paint and the first dual seat appeared. The Tiger 100 race kit was dropped, and the T100C came with the kit already installed. The T100C had twin-carburettors for this year only.
Triumph Terrier and Tiger Cub unit construction singles.
The first lightweight for Triumph since 1933, a 150 cc OHV Terrier T15, four-speed unit construction single with a sloping engine, was introduced in 1953. As a result, Triumph directors Turner, Bob Fearon and Alex Masters rode from Land's End to John O'Groat's for a 1,000-mile Terrier demonstration and publicity stunt – the "Gaffers' Gallop.". .
By 1954 the sportier 200 cc version was available, and called the Tiger Cub.
In 1952, Turner married Shirley Watts. They had two daughters and a son.
Triumph T110 Tiger.
The production 650 cc Thunderbird was a low-compression tourer, and the 500 cc Tiger 100 was the performance bike. That changed in 1954, along with the change to swing arm frames and the release of the alloy head 650 cc Tiger 110, eclipsing the 500 cc Tiger 100 as the performance model.
Chief Executive of BSA Group (BSA, Ariel, Triumph, Daimler, and Carbodies).
In 1956, after a boardroom struggle over power and control, Jack Sangster became Chairman of BSA Group, succeeding Sir Bernard Docker. He appointed Turner Chief Executive of the Automotive Division (comprising BSA, Ariel, Triumph, Daimler and Carbodies – makers of London taxicabs).
Triumph 3TA unit construction twin.
The first unit construction twin-cylinder motorcycle made by Triumph, the 350 cc (21 ci) 'Twenty One' 3TA, designed by Turner and Wickes, was introduced for the 21st Anniversary of Triumph Engineering Co. Ltd in 1957. Unfortunately it also had the first "bathtub" rear enclosure, which proved to be a major styling mistake, with dealers reputedly having to remove enclosures to sell bikes. Turner's new unit Triumph Speed Twin, the 5TA, introduced in 1959 was a 500 cc version of this engine and was similarly styled. The 6T Thunderbird and T110 models also acquired the bathtub rear fairing. Although quickly mimicked by competitors, eventually Turner relented on this unpopular feature, the 'bathtub' becoming more and more abbreviated until disappearing altogether on the final 1966 versions. Sportier versions of both the 5TA (the Tiger 100) and 3TA (the Tiger 90)were produced from 1960–1974 and 1963–1969, respectively.
Triumph T120 Bonneville.
In 1958 a twin-carburettor version of the 650 engine emerged. Triumph test rider Percy Tait hit 128 mph on a prototype Bonneville T120 at the Motor Industry Research Association (MIRA) test track. The "Bonnie" was a show stopper at the 1958 Earl's Court Motorcycle Show.
Turner, wary of racing and high-performance options, thought the Bonnie was a bad design and reputedly said to Frank Baker, Triumph's experimental department manager, "This, my boy, will lead us straight into Carey Street (where the bankruptcy courts were)."
Daimler V8 engines.
For 1959 Turner designed the hemi-head Daimler 2.5 & 4.5 litre V8 engines used in the Daimler SP250 sports car and Daimler Majestic Major respectively. The valve gear was more similar to the Chrysler Hemi than the Triumph motorcycle, itself based on Riley.
In 1960 Turner went for a tour of the Honda, Suzuki and Yamaha plants in Japan and was shaken by the scale of production.
By 1961 Turner was under pressure to retire. Bert Hopwood resigned from AMC, and accepted Turner's offer to work for Triumph as Director and General Manager. It was at this time that Hopwood conceived the idea of a three-cylinder bike and engineer Doug Hele completed the drawings. Daimler was sold to Jaguar, and Edward Turner's V-8 was put into a Jaguar Mark 2 body with an upgraded interior and trademark Daimler grille, and called the Daimler 2½ litre V8.
In 1962, the last year of the "pre-unit" models, Triumph used a frame with twin front downtubes, but returned to a traditional Triumph single front downtube for the unit construction models that followed.
From 1963 all Triumph engines were of unit construction.
Triumph Scooters.
Two Turner-designed scooters were introduced, about 1958 the high-performance Triumph Tigress (also sold as the BSA Sunbeam) and in 1963 the Tina (later called the T10), a Turner-designed 100 cc automatic transmission scooter for shopping.
Retirement.
Turner retired as Chief Executive of the Automotive Division (which included motorcycles) in 1963, but retained his BSA Directorship. He was apparently by this time unhappy about the direction the company was taking. Bert Hopwood had hopes of being appointed Turner's successor, but the job went to BSA's Harry Sturgeon.
BSA management now took over Triumph policy completely. Sturgeon decided to streamline motorcycle operations after McKinsey, an international business consultant, recommended treating the two companies as one.
1966 saw Turner working on a large-displacement, four-cylinder engine design which was not built.
In 1967, Turner, at 66, retired from the BSA Board and Harry Sturgeon took his place. Unlike Turner, Sturgeon was convinced Triumph had to be involved in racing, and John Hartle won the 1967 Isle of Man TT production event on a Bonneville, just before Harry Sturgeon suddenly died, and was replaced by Lionel Jofeh.
Triumph Bandit and BSA Fury.
In November 1970 the ailing company's last major press and trade launch was held. In the lineup was an ohc 350 cc twin with twin carburettors and five-speed transmission, designed by Turner (already retired) as his last project, and further refined by Bert Hopwood and Doug Hele. It was to be sold as both the Triumph Bandit and BSA Fury, each distinguished by minor cosmetic changes and paint schemes, with 34 bhp and capable of 110 mph. Although included in that year's brochures, financial problems forced cancellation of the model before any production. Several pre-production prototypes still exist.
This model represented an attempt by BSA-Triumph to compete in the wider 350 cc category, being a large-selling engine-displacement at the time. In an early 1970s issue of Cycle Buyers Guide (a yearly listing of all available motorcycles) it was stated that in the year prior to that issue, Honda had sold more 350 cc motorcycles than Yamaha had sold motorcycles.
BSA-Triumph marketed two versions of exhaust system on the Bandit and Fury; the Street Scrambler 'SS' version had a high-mounted matt black system with both pipes on the same side, and the other version had bright-chromed exhausts conventionally mounted low on either side.
BSA-Triumph made a major media push with multi-page brochure inserts in all the major US Cycle publications, and the 350s were prominently displayed. This determined response was to challenge the Japanese by designing a competitive and aesthetically up-to-date 350.
The look was very well received and many enthusiasts were looking forward to their arrival but BSA-Triumph was in a deteriorating financial condition (labour disputes, unreliable electrical systems, oil-leaking engines, and ageing styling). With limited resources, the company made a decision not to produce any 350s, but to concentrate instead on the "proven models".
Commemoration.
When the Royal Mail issued six postage stamps on 19 July 2005 each featuring a classic British motorcycle, Turner was the only designer cited by name in the accompanying presentation packet notes. This was in relation to the 47 pence stamp featuring his 1938 Triumph Speed Twin.
In 2008, an address where Turner lived and worked in Peckham, South-East London was awarded a Blue Plaque by Southwark London Borough Council following a popular public vote in 2007. The Blue Plaque at 8 Philip Walk, where he lived whilst working for his father's bottle-brush factory itself now at 6 Philip Walk, was unveiled by his son, Edward Turner Jr on Sunday 25 October 2009 in the presence of his siblings, Jane Meadows and Charmian Hawley.


A33 road

The A33 is a major road in the counties of Berkshire and Hampshire in southern England. The road currently runs in three disjoint sections.
Route.
Reading–Basingstoke.
The first stretch of the A33 is a relatively new road, built as the A33 relief road, which starts on the Inner Distribution Road and bypasses most of suburban Reading, servicing the Kennet Island residential development, Madejski Stadium and Green Park Business Park, towards the M4, where it connects at junction 11. The first stretch of this road follows the route of the old Coley branch railway, including a passage under the railway era bridge carrying Berkeley Avenue. A two-year redevelopment scheme ran from early 2008 until late 2010, widening the northern section of the dual carriageway and significantly expanding and improving the motorway junction. The Mereoak Roundabout south of the motorway was replaced with two separate junctions with traffic lights.
The section south of the M4 is dual carriageway up to the county boundary with Hampshire, where it reverts to single carriageway towards Basingstoke.
Basingstoke–Winchester.
The second section of the A33 starts near Popham, southwest of Basingstoke at a junction with the A30. The road from here to Winchester is a scenic mix of single and dual carriageway, that was progressively improved in the late 1960s. The route runs through much of the borough of Basingstoke and Deane. At Kings Worthy, the road diverts onto part of the original Winchester Bypass, constructed in the late 1930s, up to the A34.
Southampton.
The third section of A33 starts at the Chilworth Roundabout, a junction with the M3 and A27, and runs south into the centre of Southampton and further south to Ocean Village. It then turns west and into dual carriageway at a roundabout near the Isle of Wight ferry terminal, past the docks and through Town Quay to run along West Quay Road, continuing past Leisure World and Ikea (which is partially responsible for congestion on the road and immediate surroundings due to its popularity, particularly on weekends). The A33 then bears left slightly to carry on along the Millbrook Road West dual carriageway to meet the M271 and A35 at Redbridge Flyover.
History.
The A33 originally started at a junction with what was the A32 at Riseley Common and was a continuous route to Southampton Between Basingstoke and Southampton, it mostly followed the course of the historic Roman Road between these towns. This section of the route became part of the London–Southampton Trunk Road. The road was progressively detrunked as the M3 was extended.
The Winchester Bypass was constructed in the mid-1930s. While a significant improvement at the time, as other parts of the road were improved around it, it became increasingly ineffective and dangerous. The bypass was subsequently replaced by the completion of the M3 over Twyford Down, which generated a significant road protest.


Haynes International Motor Museum

Haynes International Motor Museum at Sparkford near Yeovil in Somerset, England, contains over 400 cars and motorcycles and a collection of other automobilia.
The museum, which was established in 1985, is an Educational Charitable Trust chaired by John Haynes OBE.
The museum is divided into fifteen exhibitions:
The museum also has an outdoor children's play area, Autogame Experience including penny arcade games of the 1950s and 1960s, retro 1980s classics and 1990s favourites such as 'Sega Rally'.
In April 2014 the Museum completed an extensive £6M redevelopment and now has an entrance foyer and reception area; a large museum shop, a café, conference and hospitality facilities and Haynes Workshop Services. The Museum regularly hosts conferences for organisations outside the motor industry.


Bown Manufacturing Company

The Bown Manufacturing Company was established in 1862 in Birmingham by local machinist, William Bown, making a variety of patented mechanical parts. The name Aeolus had been used as a trademark since 1877 and especially for cycle parts. A second-cousin took over the company when the founder died in 1900 and began making powered-cycles also under the Aeolus brand. Production was interrupted by the First World War, after which motorcycles were marketed under the Bown brand until 1924. The company was subsequently acquired by the Aberdale Cycle Company in the 1930s.
History.
The company was formed in 1862 by William Bown. At first the company manufactured a variety of articles: parts for sewing machines, horse clippers, roller skate wheels and the likes. Many of these devices were
the subject of patents filed by William Bown and sometimes one or more of his colleagues. On several occasions, the company resorted to the courts to try and protect these patents; not always successfully.
One particular development was the creation of a "ball race" bearing utilising ball-bearings and applied to bicycle pedals and wheel hubs. The idea was patented and became a key product for the company acquiring the trade-mark Æolus referencing the "Greek god of the winds" Aeolus. By 1892 the company had over 1,000 employees in several workshops. Approaching his retirement, William converted the business to a limited company in 1893. With the success of Aeolus ball bearings, production was increasingly focused on bicycle parts and by 1896 the company was clearly identified as a bicycle manufacturer being listed as such in a local business directory.
After the death of William in 1900, a second-cousin, William A.R. Bown, took over the company and in 1903 took the next step in bicycle manufacture by adding an engine to produce the first Aeolus motorcycle. This early machine is renowned for having a shaft drive, possibly the first British motorcycle to do so. However, the machines were only made in very small numbers and production ceased in 1905.
Still based in Birmingham at the "Aeolus Works, Summer Lane" motorcycle production restarted in 1914, again under the Aeolus marque, using a small Villiers engine. While the war interrupted production, when it resumed in 1919, the motorcycles were now marketed under Bown's own name as the Bownian or the Bown Villiers for larger machines.
In 1924 the factory relocated to Chadwell Heath, Essex and production changed back from motorcycles to unpowered bicycles.
Midway through the thirties the company was acquired by Aberdale though William A.R. Bown retained a seat on the board in a technical capacity. The Bown name continued to be used by Aberdale and several motorcycles were produced under this marque into the 1950s .
Patent activities.
William Bown was an enthusiastic experimenter with a keen eye for marketable ideas. He is known to have registered over 14 patents. Owning a patent for the famous Aeolus ball bearing amongst other products, the company was able to earn substantial royalties in addition to sales from their own manufactured products. The company's promotional material clearly referenced these unique selling points and illustrated the range of technical innovations introduced by the company.
It has been suggested that as the 1877 patent expired (after 20 years), the "ball-race-pedal" became standard equipment used by most or all bicycle manufacturers, possibly even in current machines.
Motorcycles.
As well as manufacturing their own range of motorcycles, the company also offered equipment for other makes of bike: motorcycle hubs, rim brakes, ball-bearing clutches and the likes.
A contemporary review from the 1922 show at Olympia, London reported:
External links.
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History of the PTE bus operations

The Passenger Transport Executive (PTE) bus operations were the bus operating divisions of the passenger transport executives in the United Kingdom. In 1986 they underwent a process of deregulation and privatisation, forming some of the largest private bus companies in the UK outside London, with all being sold to their employees or management. Despite their relative size and lucrative operating areas, none of the companies survived beyond the late 1990s, with all falling into the hands of the major bus groups, who had their origins in privatised regional subsidiaries of the former National Bus Company and the Scottish Bus Group.
Background.
The first passenger transport executives (PTEs) and passenger transport authorities (PTAs) were established by the Transport Act 1968.
The PTEs were local authority bodies responsible for running transport operations in their respective regions, accountable to the PTAs. Although trams, underground trains and light rail systems were included, the majority of transport operations controlled by the PTEs were bus services.
Former municipal bus companies absorbed into passenger transport executives.
Many municipal bus companies in the largest conurbations came under the control of passenger transport executives following the Transport Act 1968. The following is a list of the seven PTEs established in either 1968 or 1974, and the municipal bus companies which became part of combined bus fleets.
Deregulation.
In 1986 as a result of deregulation of bus services all PTEs were compelled to transfer their bus operations to "arms length" public transport companies.
This meant that the PTE/PTA could no longer regulate the routes and fares of the bus operators, nor could they prevent (legal) competition from external operators. The PTEs moved to a role of maintaining common facilities and financing less profitable but socially necessary services, although these had to go to open tender.
As a result of the split, all bus operations were re-branded:
The rebranding served to underline the new separation of responsibilities between the PTEs and the bus companies. In order to promote competition, the GM Buses operation was split in two in 1993.
Privatisation.
All the arms length bus companies were privatised by 1994:
Competitive strategies.
Competition with new companies.
As a result of deregulation, all the new bus companies faced competition from both regional operators and small independents. Some of the biggest competition occurred in Liverpool, with competition with Merseybus from North Western and generally professional medium to large-sized independents like CMT Buses, Fareway, Liverbus and Liverline. When Merseybus was sold to its management and employees and transformed into MTL it acquired most of these competitors, most notably Fareway and Liverbus with Liverline acquired by British Bus and integrated into its North Western operation.
Several PTEs faced competition from operators set up by former PTE employees made redundant during deregulation and/or privatisation. Several new competitors appealed to local customers by resurrecting former municipal company liveries which had disappeared with creation of the PTEs.
Competition by the new companies.
As PTEs had historically held operating areas limited by authority boundaries, expansion into neighbouring areas was a viable strategy. Busways had looked to expand into other areas, notably Darlington. This was put on hold as the company was sold to Stagecoach Group, although the Busways company proceeded to immediately renew interest in Darlington, resulting in the events of the Darlington Bus War. Strathclyde Buses merged with the neighbouring ex Scottish Bus Group operator Kelvin Central Buses.
Some companies competed by setting up low cost units to compete for tendered services, such as Blue Bus and TWOC of Busways, and Merseyrider of Merseybus. West Midlands Travel set up an express coach service with London Regional Transport to compete with National Express, who would ironically later purchase WMT.
One of the largest pieces of competition came from competition between MTL and GM Buses South, with both operators setting up operations in each other's areas. This led to both operators losing money, and was ended in a gentleman's agreement. A similar tit for tat occurred between SYT and West Riding Buses, using investment in Compass Travel and new operation Sheffield & District respectively.
Several of the companies had difficulties in competing or upgrading their fleets due to repayments due to be made on loans made to finance the privatisations.
Stagecoach Group adopted a strategy of taking minority stakes in the new companies. At Mainline, a 20% stake was taken to assist in financing fleet upgrades, and to give Stagecoach first refusal in any event that the company was sold. Stagecoach also took a 20% stake in SB Holdings, Strathclyde's owning company, ostensibly to prevent imminent competition from Stagecoach West Scotland. Following a Monopolies & Mergers Commission inquiry investigating the Darlington Bus War, Stagecoach sold its stakes in both SBL Holdings and Mainline to FirstGroup.
Sell out to the major groups.
Despite their large fleets and high density operating areas, most of the former PTE groups were eventually surpassed by the growth of the emerging national bus groups. MTL was arguably the most successful former PTE, acquiring one of the former London Buses subsidiaries, London Northern (and expanding the operation), and securing two rail franchises (Merseyrail Electrics and Regional Railways North East), surviving the longest. However, even MTL was later declared bankrupt in 1999, and the majority of the business was acquired by Arriva.
FirstGroup was by far the most successful national group at acquiring former PTE bus companies. The former PTE companies were sold to national groups as follows:
Liveries.
As a result of the rebranding, nearly all the bus companies produces bright new liveries, to contrast with the more understated liveries of the PTE operations.
Several companies proceeded to make their services appear more local, by introducing local branding. Busways introduced different coloured stripes and location names. Yorkshire Rider branded its buses with a depot strapline. Once privatised, SYT (as Mainline) introduced local brands (later dropped). Merseybus, once privatised, introduced local branding for its services in Wirral and Southport. Privatised West Midlands Travel maintained a network wide livery.
All PTE acquisitions by Arriva, First and Stagecoach were quickly repainted into the respective corporate liveries. Busways livery survived for a few years after purchase. National Express rebranded the West Midlands Travel business as Travel West Midlands with a revised mostly white livery, latterly resurrecting a Coventry identity, Travel Coventry. The local company names persisted within the corporate schemes until the trend of regional re-grouping along geographic lines.


Buses in Swindon

Buses in Swindon have been the major method of public transport in the region since the beginning of the 20th century. Introduced in 1927 and replacing the tram system in 1929, the area is now served by numerous operators.
History.
Swindon Corporation was the local council formed by the 1901 Municipal Borough charter, and Swindon Corporation Tramways started to operate electric trams in 1904.
Motor-bus operation started in 1927 and two years later all the trams were replaced by this form of transport. In 1942 Swindon became one of the first authorities to take delivery of the "Arab" made by Guy Motors. One of these, No. 51 (DHR 192), is now preserved at RAF Wroughton near Swindon which is an Annex of the National Museum of Science and Industry and open to the public on certain days of the year.
On local government re-organisation in the early 1970s the name was changed to Thamesdown Transport. Following a sale to the Go-Ahead Group in February 2017, it was rebranded Swindon's Bus Company.
Rural and inter-urban bus services around Swindon were mainly operated by Bristol Tramways (later known as Bristol Omnibus Company), which established a branch in Swindon in 1921. Bristol became part of the National Bus Company, and in 1983 the Swindon branch was transferred to a new company, Cheltenham & Gloucester Omnibus Company, operating in Swindon under the name Swindon and District. Cheltenham & Gloucester was sold to its management in 1986, and absorbed into the Stagecoach Group as Stagecoach in Swindon in 1993.
Bus station and Fleming Way.
Original bus station.
Before 1966 Swindon had no bus station, and buses departed from street stops in and around Regent Circus. The first bus station was opened in 1966 on the site of the tram station in Corporation Street. Following expansion it eventually took up most of the land between Manchester Road and Fleming Way. The site was redeveloped in the 1980s on construction of the current facility, with the bus station replaced by office accommodation now used by Zurich Financial Services.
Existing bus station.
The current bus station was constructed in the 1980s, adjacent to the former site of Thamesdown Transport's garages. It predominantly acts as a terminus for buses serving destinations outside of the Swindon urban area or non-frequent services. It is also used as a coach station, with services by National Express, Megabus and international services leaving from here. In recent years, following increased immigration from Eastern European countries, regular services to Poland have been introduced.
Redevelopment.
In 2004, Swindon Borough Council announced the proposed redevelopment of the town centre area including the bus station. Thamesdown Transport moved from their Corporation Street home to a new facility at Barnfield in 2005, with the land earmarked for conversion to commercial properties. As well as town centre offices, the project also makes provision for housing, shops, cafes and restaurants. The plans would lead to the demolition of all buildings in this area, including the current bus station, with a replacement to be built along Fleming Way. In 2015, a multi-storey carpark adjacent to the bus station was demolished as part of this scheme. The former Stagecoach Bus Depot on Eastcott Road has been approved for development as a housing site.
Operators.
Coachstyle.
Coachstyle provides services to Royal Wootton Bassett, Malmesbury and Yate from the Bus Station. The company won the tender for these services from Andybus, who lost all their bus work in the tender exercise.
AD Rains.
AD Rains provides services to Royal Wootton Bassett, Ashton Keynes and Crudwell from the Bus Station, and also operate a service X70 from Swindon to Marlborough on College days.
APL Travel.
APL Travel provide services to Lechlade and Fairford from the Bus Station.
Hatts Coaches.
Hatts Coaches provided services to Chippenham and Cirencester from the Bus Station and also operated a service X56 from Swindon to Lackham College on College days. The company went into administration in July 2014.
Megabus.
Megabus provide low-cost bus services to Cheltenham, Gloucester and London from a stop adjacent to the Sainsbury’s Superstore at Stratton.
National Express.
National Express provide nationwide coach travel from the Bus Station.
Pulhams Coaches.
Pulhams Coaches, based in Bourton-on-the-Water, won the contract for service 64 operating from Carterton to Swindon. The contract was previously operated by Stagecoach in Oxfordshire following the failure of RH Transport in 2012. The service operated broadly every 2 hours on Mondays to Saturdays before being cancelled in 2016.
Stagecoach West.
Stagecoach West operate in West and North Swindon and in rural areas. The company also provides a Sunday service on some Swindon's Bus Company routes. Two routes are branded as Stagecoach Gold services with higher specification buses - these are the S6 to Oxford via Shrivenham and Faringdon, and the 55 to Chippenham via Calne.
Swindon's Bus Company.
Swindon's Bus Company operate the majority of Swindon's urban services and school buses. They also provide the Hospital Express (for the Great Western Hospital) and contract lunchtime link services to companies such as Thames Water. Services terminate at both the Bus Station and Fleming Way.
Salisbury Reds.
Salisbury Reds operate the X5 service to Marlborough, Pewsey, Amesbury and Salisbury which runs hourly from the Bus Station.
Fares.
The majority of tickets purchased on Swindon's Bus Company and Stagecoach West services are honoured by both operators.


Chambers Motors

Chambers Motors was the first automobile manufacturer in Ireland. The company built vehicles by hand featuring high-quality components designed and fabricated in-house. Passenger cars were made to suit doctors and wealthy businessmen, and commercial vehicles were produced for duty as delivery vans, ambulances, and hearses. A key feature of the vehicles was a unique design of epicyclic gearbox in the rear axle. Chambers Motors employed around 73 people and built approximately 500 vehicles in 25 years of operation.
Origin.
The founder, Jack Chambers, had earlier designed and constructed the first Vauxhall car in 1902-3 while Managing Director of the Vauxhall Iron Works, London. After resigning in January 1904, he filed a master patent in May 1904 for a Chambers car featuring coil springs and a twin cylinder transverse engine with chain drive.
Production.
Production was undertaken in Cuba Street, Belfast, in association with Jack's brothers Robert and Charlie who had been operating as millwrights from 1897. Their main product was an automatic bottle-wiring machine to fasten the corks of mineral-water bottles at the rate of 1200 per hour. Prior to the First World War, the company achieved notable success, particularly with its 12/16 Model, variants of which were built from 1907 to 1925. During this period of success, Chambers vehicles won several awards in IAC and SMMT reliability and hill climbing trials, while vehicles were exported as far as Australia, the British Raj and the United States. During the Great War, the company initially produced several ambulances for the military, however regulations were put in place that required a greater engine power than Chambers engines could provide and an initial supply of 6 ambulances were all that were produced. With no military orders for vehicles and massively reduced civilian demand, the company turned to munitions (such as shell cases and percussion caps for hand grenades), and aircraft components (for Avro 504 biplanes).
Closure.
The production of munitions and aircraft components, equipment that Chambers was not properly equipped to carry out, resulted in much of its factory equipment becoming worn out. In addition to these problems, two new engine prototype projects turned out to be failures, leaving the company with its ageing pre-war engine designs as its only viable products until 1925. Expensive retooling, a growing reliance on other manufacturers for components and increasing competition from mass-produced cars eventually lead to the operation being voluntarily wound up in 1929. Only four Chambers cars are known to exist today, including an 8 hp model from 1908 which is displayed in the Ulster Museum in Belfast.
Specifications of Chambers cars.
Chambers cars competed in many hill-climb, reliability, and time trials. In the Irish Reliability Trial of 1906 during non-stop runs an average petrol consumption of was achieved.


Osborn Engineering Company

Osborn Engineering Company was a British manufacturer of motorcycles, which sold its machines under the OEC brand name.
The Osborn Engineering Company and its predecessor companies were founded by Frederick John Osborn, trading in partnership with W.T. Lord until 1906 with works in Shepherd's Bush, then as Osborn & Co Ltd, and later as Osborn Engineering Company. In the 1920s they had a 2-acre factory at Lees Lane, Gosport, and were engaged in a wide range of engineering activities. They built motorcycles for Burney & Blackburne, then from 1922 produced them as OEC-Blackburne, then later just OEC. Initially they used Blackburne engines, but later used other engine manufacturers such as JAP. The Osborn Engineering Company went into receivership in 1931, and the extensive premises at Lees Lane, Gosport were auctioned by the receiver on 17 December 1931. However the motorcycle part of the business survived and by 1933 OEC motorcycles were being produced by O.E.C. Ltd of Portsmouth. During the Second World War, OEC ceased motorcycle production to concentrate on war work, but went back to motorcycle production before ceasing production in 1954.
Osborn & Co.
Osborn & Co Ltd was formed in 1906 when the partnership of Frederick John Osborn and William Thorburn Lord, agents and automobile engineers was dissolved. Osborn and Lord had been UK Agents for the Gregoire cars, and adverts of the time stated that you purchased the car and then had "bodies built by London coach-builders to your own design and colour". Osborn and Lord had their works adjoining the Empire Theatre at Shepherd's Bush. Osborn & Co Ltd continued as UK agents and exhibited the Gregoire car at the Olympia Motor Show from 1906 to 1909. The account of the 1908 Olympia show mentions that Osborn & Co were also involved with the Lynton resilient wheel and tyre.
During WW1 Osborn & Co were involved in supply of horse boxes to the RSPCA - these had Commer 3-ton chassis and Mulliner bodywork. Towards the end of WW1 F.J. Osborn patented a horse box designed to help transport injured horses (GB130774 8/8/1918), and in Dec 1918 the company advertised the Mulliner-Osborn de luxe horse box. The company address at that time was still 4 Great Marlborough Street, London.
In 1919 Osborn and Co Ltd acquired the former United AirCraft Ltd factory in Lees Lane, Gosport. In 1920 they advertised a diverse range of service from their 2-acre factory, including plating, enamelling, turning, milling, grinding, gear cutting, hardening, press work, sand blasting, smith's work and they claimed 20 years experience in automobile manufacture and also that they are the maker of the "Blackburne" motorcycle. In the advert they referred to themselves as Osborn & Co Ltd, Consulting Engineers (United Aircraft Co Ltd.) Lees Lane, Gosport.
In 1921 they advertised themselves as Electrical Engineering contractors, covering electric light, dynamos, motors, cinema plant, country house lighting installation and maintenance. Their Telegram name continued to be "Planes" Gosport. In March 1921 a similar advert stated they made the Blackburne Motorcycle, the Sirron Light Chassis, and Motor Bodies of all types for the Fiat Company.
OEC Motorcycles.
While Osborn & Co advertise in early 1921, at the November 1921 Olympia Show the Blackburne motorcycles were shown by the Osborn Engineering Company Ltd. Among the motorcycles on the stand was the 1090cc Blackburne motorcycle with a luxury sidecar designed for use as a taxi-cab. This was a conventional motorcycle except in one striking aspect, it had a steering wheel instead of handlebars (with the steering wheel connected to the forks by worm and bevel gearing). In 1922 Burney & Blackburne Ltd ceased selling the Blackburne motorcycle, and instead focussed on engine sales. The Osborn Engineering Company - who had built the Blackburne motorcycles - took over the sales of the completed motorcycles marketing them as OEC-Blackburne, and later just OEC.
The OEC-Blackburne stand at the 1922 show exhibited the same sidecar with steering wheel as in 1921 but as the OEC-Blackburne Other OEC-Blackburne motorcycles on show in 1922 included a 349cc side-valve touring solo, a 348cc overhead-valve sports solo (also available with light sidecar), a 545cc single with sidecar, and 998cc V-twin sidecar models with either single and double seat sidecars.
In 1927 OEC introduced its first bike with unusual patented duplex front fork system (e.g. US Patent No 1715246 and 1780034), and this was to be fitted to all their models. The next year they patented a novel rear swinging arm suspension design (US Patent No 1816788). At the 1929 Olympia show Osborn Engineering Company listed 350cc and 500cc motorcycles, in either side-valve or overhead-valve form, all with the unusual duplex fork arrangement. However the novel design was not a success, and the Osborn Engineering Company went into receivership in 1931, and their huge factory in Gosport was sold by the receiver and became Ashley's wallpaper factory.
The motorcycle business was resurrected by a financial tie-up with dealers Glanfield and Lawrence in 1932, as O.E.C. Ltd of Atlanta Works, Highbury Street, Portsmouth, and in 1934 in addition to motorcycles it announced a very unusual vehicle - the two wheel car. This was the brainchild of Mr Norman Frederick Wood, designer and director - and was in effect a motorcycle enclosed completely in a slender car type body with wheel steering, and tandem seating for two. By 1935 this unusual vehicle was being marketed as the Whitwood monocar, however it was not a success and was discontinued in 1936.
The most famous model produced by the firm was the OEC Commander introduced in 1938, with a 500 cc single-cylinder Matchless engine, Girling brakes, sprung frame and duplex steering plus a claimed top speed of 80 mph.
During WW2 the works changed over to manufacturing aircraft undercarriage parts, however it was also involved with the rather strange and unsuccessful secret weapon known as the Great Panjandrum which will be familiar to devotees of "Dad's Army" as an imitation of it featured in an episode in 1972. The works was bombed during the war and when production restarted it was at Stramshaw Road, Portsmouth.
In 1949 the company commenced production of the Atlanta, a lightweight machine with a choice of 122 cc or 197 cc Villiers engines, followed in 1951 by the Apollo, with a 248 cc side-valve Brockhouse engine. Neither of these postwar machines was successful and the company ceased production in 1954.
Speed Record.
In the 1920s and 1930s there were numerous attempts at gaining the motorcycle speed record by various companies, and OEC was one of them. Their first success came about by teaming up with Claude Temple, who used the unusual OEC fork arrangement which had the virtue of great straight line stability (only a virtue if you want to go in a straight line!). Using a 996cc JAP engine in the OEC frame he gained the world speed record at Arpajon in France in 1926 at 121.44 mph. The record stood until August 1928 when it was taken by a Brough Superior.
On 31 August 1930 a motorcycle with a special OEC frame - the OEC-Temple-JAP - ridden by Joe Wright gained the world speed record at Arpajon, France, at 137.32 mph. Less than a month later the record was taken by Ernste Hemme on a supercharged BMW to at Ingolstadt, Germany.
OEC and Joe Wright set to regain the record in Cork in November 1930, and while the record was broken at 150.7 mph on 6 November, and the OEC-Temple-JAP was exhibited as the record-breaker at the Olympia show - the truth turned out to be that the OEC developed an engine problem, and the record breaking ride was on a backup Zenith-JAP motorcycle. The Zenith company being in financial difficulties, and OEC paying for the record attempt, the facts got mis-reported. The truth did however come out fairly soon after the Olympia show.


GTM Cars

GTM Cars is a component kit car manufacturer located in Kingswinford, UK.
History.
The company was founded in 1967 when Bernard Cox and his friend Jack Hosker created the Cox GTM (Grand Touring Mini), a mid engined sports car based on Mini parts. It was an instant hit and they built kits as fast as they could in their garage in Hazel Grove, Stockport. In the autumn of 1968, Bernard Cox decided to stop production after 50 kits.
Production was taken over by Howard Heerey, who had raced a GTM, and his father who renamed the car to simply GTM. The design evolved over time and by 1971 about 170 kits had been made and they were up to GTM 1-3 (model 1, variation 3). But in 1972 the road outside their garage had to be widened and they were forced to close.
In 1972 a fibreglass company in Hartlepool bought the demonstrator car, moulds, jigs and spares, but never produced any cars. Instead the GTM project was bought by KMB Autosports in 1976. They made spares for existing cars, but no new kits.
In 1980 GTM entered its most successful era by far when it was bought by Peter Beck, Paddy Fitch and Dougal Cowper, the latter departing relatively soon after. The company moved to Sutton Bonington in 1982 and over the next 20 years refined the GTM Coupé, as it became known, and developed a succession of new models. The Rossa was another Mini based car with more modern styling, and was followed by the Mk2. With the introduction of the Rover 'K'-series engine, GTM were quick to fit one in their third generation Rossa which was launched as simply the 'K3', the first vehicle to be made available with a mid-mounted 'K'-series (subsequently followed by Lotus' Elise, MG's own MGF and Ariel's Atom to name but three).
In 1998, following three years in development, Beck and Fitch launched a more up-market sports model, the Richard Oakes designed Libra. This was followed up four years later with the Spyder, a more softly styled convertible bearing some of the same styling cues as the Libra but sharing few panels.
In 2003 GTM Cars was bought by RDM Group, and in 2004 the company moved to Coventry. Under RDM's management, GTM developed two new cars: the Ballista, a minor reworking of the Larini Volkswagen Golf Mk2-based kit car, and a 'skeletal' track car — the 40TR — based on the fibreglass monocoque tub of the Spyder. Neither car progressed past the development stage. GTM continued to focus on the Libra and Spyder, selling them in either kit or complete factory built forms.
In December 2007 GTM Cars Ltd. came under the ownership of new parent company Potenza Sports Cars, owners of Westfield Sportscars.
January 2008 saw GTM Cars appear at the Autosport Show with a newly redeveloped 40TR, although 40TR development has been postponed in favour of development on the Ballista project.
GTM Cars again featured on the Westfield/Potenza stand at the National Kitcar Show at Stoneleigh in Warwickshire on the May Bank Holiday weekend 2009 in the shape of a Red Spyder. For sale as an ex-demonstrator, the car was unpolished and even showed a fair amount of road debris, a far cry from some of the stunning cars shown by the company in previous years. However, Potenza also made clear that the cars would be rebranded as Westfield GTM rather than as a marque in their own right.
In late January 2010, Westfield Sportscars made the following announcement: "Unfortunately due to parts procurement issues we are no longer offering the current range of GTM models. We will however over the next 12 months be designing and manufacturing a new GTM."


Commissioners of Highland Roads and Bridges

The Commissioners of Highland Roads and Bridges (formally the Commissioners for Roads and Bridges in the Highlands of Scotland) was created in 1803 to take responsibility for the construction and maintenance of the long-distance roads in the Scottish Highlands.
The commission was created following the 1802 inspection by Thomas Telford (on behalf of the government) of the state of the roads. The Scottish Highland Roads and Bridges Act 1803 (43 Geo III c 80) established the commission. The initial commissioners, named in section 4 of the 1803 Act, were the Speaker of the House of Commons, the Chancellor of the Exchequer, and His Majesty's Advocate for Scotland, all for the Time being, the Rt Hon William Dundas, Sir William Pulteney, Bt, Isaac Hawkins Browne, Nicholas Vansittart, Charles Grant, William Smith, and Charles Dundas.
The Commission was dissolved by the Highland Roads and Bridges Act 1862 with effect from 31 December of that year, and the roads managed by the Commissioners and other property relating thereto was transferred to the Commissioners of Supply (except in the counties of Argyll and Caithness, where transfer was to the Road Trustees of those counties). Management of the roads was also transferred to the Commissioners of Supply and Road Trustees.


B roads in Zone 2 of the Great Britain numbering scheme

B roads are numbered routes in Great Britain of lesser importance than A roads. See the article Great Britain road numbering scheme for the rationale behind the numbers allocated.


William Felton (coachmaker)

William Felton was a London coachmaker from 36 Leather Lane in Holborn, and 254 Oxford Street near Grosvenor Square, and noted for his 1796 illustrated two-volume ""A Treatise on Carriages; comprehending Coaches, Chariots, Phaetons, Curricles, Gigs, Whiskies, &c Together with their Proper Harness in which the Fair Prices of Every Article are Accurately Stated." William Felton wrote in the book's introduction that he had no literary pretensions, but rather that his aim was to produce an authoritative guide to the construction, maintenance and repair of horse-drawn coaches. The "Monthly Review" agreed that it was not a literary masterpiece, but praised it for its encyclopaedic treatment of the subject. "The Sporting Magazine" in its sixth issue was equally complimentary about Felton's "Treatise".
Richard Trevithick's 1803 London Steam Carriage was the first steam-powered vehicle designed for transporting passengers around London, but was never a commercial success. The carriage was carried by ship from Falmouth to London and arrived at Felton’s carriage works in Leather Lane in April 1803. Felton constructed the body, designed to accommodate eight people. The driver steered the front wheel using a tiller, with the engineman on a low step behind the coach. In July 1803 it was driven for some ten miles to Paddington then back through Islington with 8 passengers, and as a precaution streets were closed to other vehicles. On one of the vehicle's test runs it tore down 7 yards of garden railing, causing London's first motor accident.
In the 1980s a full-size replica of the London steam carriage was constructed. It was driven on the streets of Camborne on 28 April 2001, and in July 2003 retraced some of the original route between the Felton works in Leather Lane and St Cross Street. A plaque marking the route was unveiled. "William FELTON’s carriage works was close to this spot. In 1803 he built a carriage powered by a steam engine designed and supplied by Richard TREVITHICK, the great Cornish engineer. The carriage made several trips from here with up to about 8 passengers. In July of that year, one trip was made via Greys Inn Lane, Dorset Square and Tottenham Court Road to Paddington, returning the same day via Islington. This was the first self-powered vehicle to run in the streets of London and the world’s first self-powered road people carrier. The London Steam Carriage heralded the age of the car. This plaque was unveiled by Francis Trevithick Okuno, descendant of Richard Trevithick, on July 6th 2003"”.
In the 1806 publication ""A List of Bankrupts with their Dividends and Certificates, &c. &c. for the last Twenty Years and Six Months from January 1, 1786 to June 24, 1806 inclusive", William Felton's name is entered on 3 December 1803. The 1823 edition of "Kent's Original London Directory"" lists W. J. Felton of 6 Long Acre Street as being a coachmaker.


Brynglas Tunnels

The Brynglas Tunnels carry the M4 under Brynglas Hill in Newport, Wales. The tunnels are the first and only twin–bored tunnels in the UK motorway network.
The tunnels and adjacent M4 motorway Usk bridge were originally planned by Newport Corporation in August 1959 in a plan submitted to the Ministry of Transport. Work started on the £3m tunnels project - led by engineer Sir Owen Williams on 10 September 1962. Both structures were complete and open to traffic on 5 May 1967. During the construction several houses on Brynglas Road (where the modern Newport Lodge Hotel now stands) had to be demolished due to structural weaknesses caused by the tunnelling and prompting questions in the House of Commons.
Traffic congestion.
Almost as soon as the M4 Newport bypass (junctions 24-28) had opened, the traffic levels had grown to such a degree that the road had to be widened to three lanes in each direction. This was finished in 1982 but with the exception of the tunnels and Usk bridge which remained as dual two-lane sections (Junctions 25-26).
M4 sliproads at Junction 25 (Caerleon Road) are diverted to reduce traffic through the tunnels. M4 Westbound traffic joining at Junction 25 is diverted via Junction 25A/A4042 (Heidenheim Drive)/A4051 (Malpas Road) to Junction 26. Similarly eastbound traffic wishing to exit at Junction 25 is diverted from Junction 26 via the A4051/A4042/Junction 25A. This adds to congestion on Malpas Road and other local roads near Newport city centre at peak times.
The tunnels remain a bottleneck on the motorway. Partly due to regular tailbacks at the tunnels, a variable speed limit is in place between junctions 24 and 28.
A new M4 relief road south of Newport was proposed, but on 15 July 2009 the scheme was dropped
by the National Assembly for Wales. Hence the A48 Southern Distributor Road, a two-lane dual carriageway connecting M4 junction 24 to junction 28, remains the alternative route.
In March 2012 the National Assembly for Wales published options for consultation including the option to bore further tunnels.
Fire.
On 26 July 2011, a lorry fire caused both tunnels to be completely closed.
The articulated lorry, belonging to Hingley Transport, caught fire upon entering the west-bound tunnel entrance, but due to the nature of the damage to the lorry it was unable to exit the tunnel. Attempts by the driver to disconnect the cargo-section from the lorry cab failed, as the fire intensified tyres on the vehicle started to explode and the lorry driver was driven to safety by motorist Ashley Hall who had stopped further back towards the entrance of the tunnel to block and prevent vehicles behind from entering the smoke-filled tunnel, before rapidly accelerating into the tunnel to pick up the driver and escape the blaze and subsequent explosions. There were no fatalities recorded but the closure caused a considerable amount of traffic delay in both directions of travel.


Calthorpe cars

The Calthorpe Motor Company based in Bordesley Green, Birmingham, England made a range of cars, motorcycles and bicycles from 1904 to 1932.
Formation.
The company had its origins in the 1890s as a Birmingham bicycle maker called Hands and Cake run by George W. Hands. This was renamed the Bard Cycle Manufacturing Company in 1897 changing to the Minstrel Cycle Company in 1901. The Minstrel Cycle Company evolved into the Minstrel and Rea Cycle Company, and it appears the Calthorpe Motor Co Ltd was created at about that time. It was reported that the two companies were operating out of the same premises in Barn Street, Birmingham when a serious fire occurred in June 1905. By 1909 the Calthorpe car works had moved to Cherrywood Road, Bordesley Green, Birmingham. Around November 1912 Calthorpe Motor Co (1912) Ltd was incorporated, with directors The Rt. Hon. Lord Teynham, Wilfrid Hill, Daniel Taylor, George William Hands and Harry Joyce.
Car production.
In 1904, the first motor car, a 10 hp four-cylinder model, was announced. Some, or all, of the engines for these early cars were made by Johnson, Hurley and Martin Ltd at their Alpha Works in Coventry until about 1909 (there was a dispute in 1913 over ownership of the engine block casting patterns). In an article about assembling cars from components, it was stated that the 16-20 Calthorpe, launched in 1907, had an Alpha engine. The 16-20 model was launched in summer of 1907, and appeared at the Olympics motor show, where it was described as having a 4-cylinder engine of 93mm bore and 104mm stroke (so 2825cc), with a Hele-Shaw clutch and transmission by live axle. White metal bearings are used in the engine, but ball bearings are to be found in the gearbox and back axle. There is a fifth transverse spring to aid in keeping the body steady when travelling over rough roads. This particular model did very well in reliability trials and other events in 1907 and 1908. At the Olympia show in 1908 it was announced that for the forthcoming season the 16/20 would have an increased stroke from 105mm to 120mm, this appears to coincide with the Calthorpe moving away from the Alpha engines, to another supplier.
Calthorpe briefly made some larger types, but it was in the light car field that they specialised, using proprietary White and Poppe engines. The cars were successfully raced in France in the Coupe de l'Auto series. A small car was announced in 1913 for the 1914 season with the 10 hp Minor, which proved to be a real large car in miniature, with a 3-speed gearbox and shaft drive.
After the war the large cars were dropped, but the Minor re-appeared with a slightly larger engine of 1261 cc. In 1920 a Mr J Mathews was in charge of production, and a target of making 50 cars a week was set. The cars continued to have excellent coachwork made by the Calthorpe subsidiary company of Mulliners (acquired in 1917), who had an adjacent factory. Sporting activity continued with Woolf Barnato, amongst others, racing at Brooklands. George Hands briefly left the company in 1922 to set up his own Hands make of cars in the Calthorpe motorcycle factory in Barn Street, Birmingham but returned in 1924. Whilst away he developed the six-cylinder overhead-camshaft engine that was fitted for a short time to the 12/20. The Hands cars seem to have used Dorman engines.
The days of the high-quality light car were coming to an end by the late 1920s, and sales of the fairly expensive Calthorpe were declining. A receiver had to be appointed in 1924, and the Bordesley Green factory closed, but very limited production kept going for a while. A final fling with the 1925 15/45 six-cylinder 2-litre car was really too late, and sales of the remaining stocks of cars had virtually ceased by 1928.
About 5,000 cars were made in the post-war period; pre-war production is uncertain. Fewer than ten cars are thought to have survived.
Calthorpe motorcycles.
The Minstrel Cycle Company became the Minstrel & Rea Cycle Company in 1905 and started making motorcycles in 1909. The company name changed again to the Calthorpe Motor Cycle Company, and production continued until 1938. Both cycles and motorcycles were produced in the Barn Street works, the car production moving out to Cherrywood Road.
Until production paused during WW1, Calthorpe used a wide range of engines in their motorcycles, starting with White and Poppe, then Precision, J.A.P. and in 1915 Peco 2-strokes.
In the late 1920s, the company launched a new range under the sub-brand of Ivory Calthorpe. Using a self-produced single-cylinder sloper-design engine, the engine was similar in proportions and output to contemporary BSA units. The ohv twin-port 348cc launch unit was fitted into a full-cradle duplex frame, and used a 3-speed Burman gearbox, with a tank mounted change. The engine breathed through an Amal carb, and used a BTH magneto mounted to the rear of the cylinder. By 1935 there was a 498cc option, but top speeds were similar at around . The design was sit-in as opposed to traditional bicycle sit-on design, later described by one tester as a "sack-of-potatoes slump!" With a marketing unit by no sales team, the motorcycles were exclusively sold by London-based dealer Pride & Clark in Stockwell Road, Brixton. P&C stated that the units should be sold at £52 and £54 respectively - a relatively high pricing for the time, but one which left a slim margin for Calthorpe MCC.
When the receiver sold the works in 1939, Bruce Douglas, the nephew of the founder of Douglas, bought the Calthorpe equipment and moved it to Bristol. He built new models powered by 347cc and 497cc Matchless engines, but only a few were built before production was stopped by the outbreak of World War II.
Production did not recommence after the end of the war, and the equipment was sold to DMW.


Ronart Cars

Ronart Cars is a British sports car manufacturer and constructor of unique and bespoke sports racing cars. The company was founded in 1984 by Rona and Arthur Wolstenholme, based in Peterborough. The company design and manufacture sports and racing cars for both road legal and track day use with unique designs from open wheel racing cars to modern day sports cars.
The W152 was the first car to be designed and produced by Ronart Cars. Wolstenholme initially had the idea in 1981 but the design and build of a prototype car began in 1984 and the car launched at the 1985 International Classic Car Show. Production started in early 1987. The Mk2 version of the Ronart W152 started production in 1996 which has continued until the present day.
A departure into more mainstream cars came in 1999 where the company took on new joint ownership and designed and built the carbon fibre Ronart Lightning V8, which they launched at the 1999 London Motor Show. More than twenty four direct orders were taken at the show stand on its debut. Only a limited number of cars however were built before production ceased in 2003 after the new owners closed the business following a switch of investment into another car manufacturer.
In 2004, Wolstenholme, licensed the Vanwall brand and over the following ten years created and manufactured three new Vanwall car designs, the Grand Prix Racer, the Vanwall 2S and the replica Vanwall 58.
In 2006 Iain Sanderson joined Arthur Wolstenholme with Vanwall in the production of Vanwall cars and the W152. During which time they also started the Lightning Car Company specifically to create and develop a new car called the Lightning GT. This was an ultra modern technology, electric sports car with a design style based upon the original Lightning V8. The Lightning GT was launched at the 2008 International London Motor Show.
The W152 was manufactured under licence by Vanwall for ten years, from 2004 until the factory closed in early 2014. Since then manufacturing has continued by Ronart.
The Ronart W152 is currently being produced from Ronart Cars, Peterborough.
Models.
W152.
The W152 was the first car to be designed and produced by Ronart Cars. Design began in 1981 and production started in 1986.
The W152's style is based on that of the front-engined Formula 1 cars of the 1940s and 1950s. The external exhaust system and "hump style" headrest are key design features of a car from that era. The W152 design however is not a copy but an original design with a reflection of many styles of cars from that era.
The MK1 chassis was originally designed by Spyder Engineering, who had made chassis for Lotus in the past. Like many Lotus cars, the W152 uses a backbone chassis. So, the chassis narrows in the centre, at the transmission tunnel and spreads out to all 4 corners. The MK 2 cars, produced since 1996 featured the chassis redesigned and built in-house. The chassis is normally powder coated or enameled in black.
The body comprises 11 sections/panels, the centre tub section, nose cone, bonnet, front side panels, rear section, boot lid and all four wings. The centre section is reinforced with a steel cage for safety and rigidity. There is also a roll-over hoop welded into the section which is hidden under the head rest. This section attaches to the chassis by mounting point at the rear of the cage and also at the front in the footwells. The cage also holds the seat belt mounting points. The nose cone houses the grill and is in the style of 50s and 60s racing cars. The side panels can have either nothing, 3 mesh covered holes or a large exhaust hole at the top. An S6 models would usually have 3 mesh covered holes on the intake side and a large exhaust hole on the other side. A V12 model would usually have the three mesh holes on both sides and also an exhaust hole just underneath that. Some owners have opted for mixed options, mainly because of different exhaust systems. Most earlier models also had louvers near the bottom of each side panel. The side repeaters are also positioned on the side panels. The bonnet has a large, central scoop and, on most S6 models, a bump above where the intake sits as the carburetors need clearance and would contact the bonnet otherwise. The rear section consists of the head fairing, and fuel filler cap. On later cars (Mk.II specifically), there is also a boot in the rear section. The wings are fixed to the chassis and are positioned above each wheel. The front wings have the front indicators on. The rear wings have the rear lights, brake lights, indicators and reflectors. The number plate is mounted on the right rear wing. Body panels are made out of aluminium, carbon fibre or typically fibreglass (GRP)
The W152's mechanicals are from a Jaguar XJ from 1968-1986. There are three different engine options in a W152, the Jaguar XK6, AJ6 or V12. Any appropriate gearbox can be used but normally a suitable manual gearbox from a Jaguar is used. The W152 uses the independent rear suspension (IRS) unit and front wishbones from the Jaguar donor car but instead of using the standard springs and shock absorbers, it utilises modern coil over shocks. The steering rack is sourced from an MGB and uses extenders to the track-rod ends to suit the wider track of the car. The car uses the standard Jaguar brake calipers and discs but uses a different, split system pedal box, remote fluid reservoirs and twin servos. Most cars up until about 2011 used a custom built pedal box but they now use an OBP pedal box. The front suspension arms and steering arm and track rod end extensions are usually nickel-plated.
The W152, does not have any doors (and on most cars) nor a windscreen, instead it uses two small Brooklands aero screens in the style of those classic Formula 1 cars. It has two seats which share a backrest.
The W152 has undergone certification with seatbelt certification witnessed to full EU standards that was carried out by Manchester University (STATUS). Also Ronart were one of the first specialist car manufacturer to submit and achieve an A1 pass in a vehicle hydropulse test. This series of tests on a W152 aged the chassis and suspension components for an equivalent 100,000 miles within a two-week period. Engineering structures with crack detection were examined following the tests.
Lightning V8.
The Ronart Lightning V8 was launched at the 1999 International London Motor Show on 19 October 1999, only six months after work started on the project. The successful launch of the concept car saw Ronart receiving direct twenty four orders for the Lightning sports car.
Work started in earnest in 2000 and changes were made to enhance the vehicles lines and shape as well as development of interior/chassis and exterior components. Two further concept shells were built until the road going prototype car was completed.
The Lightning V8 was powered by a Ford Mustang SVT Cobra providing 320BHP as standard with optional 500BHP supercharged version. The last two cars built were fitted with superchargers. The V8 was fitted up to a five speed manual gearbox and with a Hydralock differential for power control.
The car featured interior refinements such as electric heated operated and cooled Recaro seats, electric windscreen demist with electric windows and mirrors, leather upholstery reversing camera and sat nav.
The chassis was of a multitubular spaceframe construction which when combined with lightweight carbon fibre body was designed to be a full convertible var. Specialist Rhoddy Harvey-Bailey at H.B.Engineering worked on the handling characteristics and carried out road going testing and development of both chassis and suspension.
During the year 2000/2001 development work was carried out on a new carbon fibre process and material called SPRINT Technology. Ronart were the first to use this new low cost material and process for car body production. Pre-production started in 2002 with setting up of a build and manufacturing line at Westwood Farm.
In June 2003 the new owners changed business strategy and closed the factory after pulling out and investing in another car company. The Lightning V8 production ceased after only seven cars were built and delivered to customers, many more current active orders were cancelled at the time


A92 road

The A92 is a major highway that runs through Fife, Dundee, Angus, Aberdeenshire, and Aberdeen City in Scotland. From south to north, it runs from Dunfermline to Blackdog, just north of Aberdeen.
History.
The A92's original route in southern Fife is now numbered as the A921. It connects with the M90 junction 1 via Burntisland and Kirkcaldy and links into the Thornton bypass.
Plans were drawn up in the 1960s for a new East Fife regional dual carriageway road starting at the M90 at Masterton (Junction 2), which would have mirrored what is now the A921 and B9157 to the Mossgreen area, before heading north-eastward to Chapel Level, connecting up with the Thornton By-pass. The plans were held back until the early 1970s, and were held back further due to the Oil crisis. During the 1970s the Scottish Development Department commissioned a new traffic study which concluded that the A92 should follow the more northern route to provide a better link for Cowdenbeath and Lochgelly before connecting directly onto the Thornton Bypass, which was completed by early 1983.
The new section between Crossgates and Glenrothes began construction in 1980, and was built in four phases:
In early April 1998 the A92 was extended beyond the Crossgates junction to provide direct access with the M90 southbound, to ease congestion around the Halbeath interchange. The new section was built three months ahead of schedule, costing £8.4m.
The A92 formerly continued north from Stonehaven through Aberdeen, and terminated at Fraserburgh. The section between Stonehaven and Aberdeen was renumbered as A90 in the 1990s. Upon completion of the Aberdeen Western Peripheral Route (AWPR) in 2018, the section between Stonehaven and Blackdog was once again numbered as A92. The section between Blackdog and Fraserburgh has now been renumbered A90 and A952.
The section of the A92 between Dundee and Aberdeen was formerly part of the Euroroute system, on route E120, a closed loop connecting Inverness, Aberdeen, Dundee and Perth.
Route.
Starting at its junction with the M90 motorway near Dunfermline, it runs north east past Cowdenbeath, Lochgelly, Kirkcaldy, Glenrothes, Ladybank and Newport-on-Tay. The road is a dual carriageway from the M90 to Glenrothes town centre, changing to a single carriageway as it passes through the northern side of the town, before switching back to dual carriageway north of Glenrothes (until it meets the A912 towards Perth and the A914 towards St Andrews), it reverts to a single carriageway until a few miles short of the Tay Road Bridge at Dundee. The section through Fife is often described as the East Fife Regional Road.
Across the Tay Road Bridge, the A92 continues along the east coast past Monifieth, Carnoustie, Muirdrum, Arbroath, Montrose, Inverbervie and the Fowlsheugh Nature Reserve before reaching Stonehaven where the road once again becomes dual carriageway. From here, the A92 runs parallel with the A90 for around 2 miles. The road then continues past Stonehaven and Portlethen heading into and through the city of Aberdeen before terminating at Blackdog, where the road once again merges with the A90.
The 16-mile section of the road from Dundee to Arbroath was upgraded to dual carriageway standard in 2005 and significantly reduced the journey time between the two towns. Between Arbroath and Stonehaven the road is a single carriageway apart from a very short section of dual carriageway near Gourdon. The road returns to dual carriageway from Stonehaven heading north to Aberdeen, briefly returning to single carriageway at the Bridge of Dee, and then again returning to single carriageway between the Haudagain and Parkway roundabouts in Aberdeen. The remainder of the road from the Parkway roundabout to the termination point at Blackdog is dual carriageway.
Archaeological.
The A92 road traverses lands on which prehistorical archaeological sites are present. Examples of these features include Gourdon Hill and the Stone of Morphie, both situated slightly to the west of the A92 alignment.


Lists of roads in the United Kingdom

These are lists of roads in the United Kingdom.
Great Britain.
In Great Britain roads are numbered according to a zonal scheme:


Glasgow East End Regeneration Route

The Glasgow East End Regeneration Route (EERR) is a new road in the East End of Glasgow, Scotland. The first phase was opened in 2011 with the second phase opened in mid-2012; these two phases are officially known as the A728 Clyde Gateway. A third phase from the Parkhead Bypass to Provan (M8/M80) was scheduled for construction in 2018, but may or may not now be built.
History.
The history of the route goes back to the Glasgow Inner Ring Road (IRR) project of the 1960s. Owing largely to public opposition, only the northern and western flanks of this were ever built (what is now the central section of the M8). With the resultant chronic traffic congestion on the M8, only recently has the southern flank, the M74 Completion, finally opened after much local opposition. The construction of the EERR link will provide an 'inner circle' connecting the new section of M74 at Polmadie Road with the M8 at Provan.
Route.
The route of the EERR was planned as early as 1965 by the then Glasgow Corporation after the Glasgow Inner Ring Road proposals originating from the Bruce Report, and was originally a continuation of the "Stirling Motorway" (which would be realised as the M80) which would have run directly south beyond the interchange with the "Monkland Motorway" (the present-day M8) at Provan Gas Works. This road would have driven south towards the extended "South Link Motorway" (now the M74) and would have served as an "outer ring" for the city. As the appetite for further inner urban motorway developments waned in the 1970s following the backlash when the city centre section of the IRR was built in the late 1960s, the route evolved into an urban thoroughfare instead.
The M80, when eventually built in the early 1990s, now terminated at the Provan Gas Works interchange, whilst the Parkhead bypass, constructed in 1988 as part of the Parkhead Forge shopping development, was effectively the first section of the EERR. From Parkhead, the road would cut northward, through Hogarth Park, a former railway embankment now used as public open space. The new road would run between Haghill and Carntyne, under Edinburgh Road and Cumbernauld Road continuing along the old Caledonian Railway "Switchback" line to the M8/M80 junction at Provan.
A planning application was submitted for the southern section of the EERR, named the "Clyde Gateway", in October 2005, but the winning of Host City for the 2014 Commonwealth Games provided the necessary impetus. Phase 1, from junction 1A of the now-completed M74 extension Polmadie Road to Shawfield opened in April 2007 as part of the Oatlands development. Phase 2 was completed in April 2012 and designated as the A728. It passes Shawfield Stadium, over the River Clyde at Rutherglen Bridge and past Dalmarnock railway station (where it meets the A749), before linking up with the Parkhead bypass (A74) and the new stadia district (Celtic Park and the Sir Chris Hoy Velodrome), joining the existing road network at the "Forge Retail Park".
Progress.
Construction of phase 3, linking north from the A89 Parkhead Bypass to the M8 at Provan along a disused railway line, was planned to commence after the 2014 Commonwealth Games. In January 2016, Glasgow City Council approved the construction of this phase with works then expected to start in 2018 and to be complete in 2021, at an estimated cost of £60 million. However, as of 2020, the plan was reported to have been quietly cancelled in 2019 as funding was unlikely to be made available.


Henry Herbert Collier

Henry Herbert Collier was one of the first British motorcycle designers, inventor and founder of the Matchless Motorcycle Company.
Early life.
Collier was born in Saskatoon, Canada.
Business.
Henry Collier founded a company to make bicycles under the Matchless name in Herbert Road, Plumstead in 1878. When his two eldest sons Henry (known as Harry) and Charlie joined him in the business it became 'H Collier & Sons'. Their competitors were experimenting with adding engines to their bicycles, so the Colliers tried a small motor over the front wheel, then moved it to under the front down tube, then finally into the traditional diamond-shaped frame. Using De Dion and Puteaux engines, the Colliers added one of the first pillion seats in 1903 and chain drive in 1905.
The Colliers also decided to enter their machines in the new Isle of Man TT and the first TT race in 1907 was won by Collier's son Charles on a 432cc Matchless Charlie with an average speed of 38.21 mph and a time of 4 hours 8 minutes 8 seconds. Harry did not finish in 1907, but won in 1909, and Charlie won again in 1910, bringing Matchless motorcycles to the attention of the public.. Collier's other son Harry won the Isle of Man TT in 1909. Both brothers were also successful at Brooklands.
They produced a JAP V-twin powered bike in 1905 which boasted one of the earliest swing-arm rear suspensions, coupled with leading-link front forks. Matchless made mostly singles, but they also made V-twins from 496 cc to 998 cc. They made their own engines from 1912 on.
Matchless was not given a contract to make motorcycles for the army during the First World War. Peacetime production resumed in 1919, concentrating at first on V-twins for sidecar use, leaving singles until 1923.
When Henry Collier died in 1926 the company he started went on to become one of the most successful British motorcycle marques.


Velocette LE

The Velocette LE was a motorcycle made by Veloce Ltd from 1948 to 1971. The designation LE stood for "little engine". Used by over fifty British Police forces, the police riders became known as "Noddies" because they were required to nod to senior officers, and the LE was nicknamed "the Noddy Bike". Production ended in 1970 when the company ran into financial problems and went into voluntary liquidation.
The Mk I LE.
Velocette's Director, Eugene Goodman, planned an innovative and radical design that would appeal to a new market that needed cheap, clean and reliable transport. Designer Charles Udall developed the Velocette LE as a "conceived-as-a-whole" design, with engine, gearbox, drive shaft and bevel box in a single unit to do a specific job.
The Velocette LE was launched at the British International Motor Show at Earls Court in 1948 as the "Motorcycle for Everyman". With a 149 cc four-stroke, side-valve, water-cooled, horizontally opposed twin-cylinder engine, the LE also had a radiator and was fitted with coil ignition to help starting. The hand change three-speed gearbox, engine and clutch were contained in special castings, and final drive was by a shaft mounted in a swing frame with adjustable suspension. Aluminium leg shields were designed to keep the rain off, and footboards gave it a scooter feel.
The only instrument was a speedometer. To reduce noise and vibration the pressed aluminium frame was lined with soundproofing felt. The water-cooled engine was well silenced, and riders reported that sometimes they only knew the engine was running by checking the ignition light. Carrying capacity was boosted by quickly detachable panniers and a glove compartment in front of the petrol tank. All this made the MkI LE expensive, however, at £126 compared with the BSA Bantam at £76. The odd looks also meant that it did not appeal to the usual motorcycle buyer.
Mk II LE.
Launched in 1951 the Mk II had a engine, giving an extra , and strengthened bearings. Sales remained poor, however, and the company had to reduce the price. The clutch was upgraded, and an Amal 363 monobloc carburetor replaced the standard unit. The rear swinging arm was uprated with cast aluminium to improve rigidity, and the brakes were improved. The petrol tank capacity was also increased from .
A breakthrough for Velocette was when over fifty British Police forces decided to use the LE for patrols and ordered more than half the production. Ex-police machines can be identified by the after market fittings for the police radio. These include the manufacturers data plate being moved to the headstock, the word 'POLICE' stamped under the generator cover and a distinctive V shaped pressing riveted in front of the seat. This was designed to keep rainwater out of the battery compartment.
The Noddy name.
Metropolitan Police Officers of the time were trained to salute an Inspector or above, but when riding the Velocette LE this meant taking one hand from the handle bars, so it was agreed that instead they could nod to show respect. The police riders therefore became known as "Noddies", and the LE was nicknamed "the Noddy Bike"; this nickname does not appear to have had anything to do with Enid Blyton's eponymous character.
The Mk III LE.
In 1958, Velocette launched the Mk III LE with a foot-operated gear change and a conventional kick start. An extra gear was added, together with wheels. The instrumentation was relocated to the head lamp, and the petrol capacity was increased from a meagre .
With ten years' development, the Velocette LE was more reliable and practical, but on 3 February 1971, the company went into voluntary liquidation. The very last motorcycles made in the Veloce factory were LEs. Production of other motorcycles had been delayed or cancelled to produce the LE in various forms, and the lucrative police orders had dried up with the introduction of the "panda car" for patrol use by most forces. Kent County Constabulary purchased the remaining spare parts and were able to keep LEs running until 1974.


List of A roads in Northern Ireland

A List of A roads in Northern Ireland.


Harold Radford

Harold Radford & Co Limited of Melton Court, South Kensington, London SW7, (opposite South Kensington tube station and now Lamborghini London) were long-established retailers of Rolls-Royce and Bentley cars who, under G H Radford, developed a bespoke coach building business in the late 1940s named Harold Radford (Coachbuilders) Limited. The coachbuilding business began by making bodies for new Bentleys with amendments to suit the rural lifestyle of the landed gentry. In the "Swinging Sixties" Radfords became best known for luxury versions of the cult-car, Mini.
Bentley Countryman.
A luxurious town car, shooting brake, and Continental tourer in one vehicle. The Countryman car was available from Harold Radford with a full Radford body incorporating what was otherwise a conversion.
After the introduction of the "big boot" model in 1952 standard steel Bentleys and Rolls-Royces, usually new but already registered in their owner's name and driven to avoid extra purchase tax, would be given as much of the total conversion as the customer required. Conversions featured the following:
Mini de Ville and 1100.
The motoring correspondent of "The Times" reported in May 1963 the Mini while a popular second car in many households was no longer strictly the fashion, the Grande Luxe Mini de Ville by Radford had taken over.
On test in London, he reported, it attracted more attention than a Ferrari Berlinetta with its special colour scheme and trim, sliding sun roof, radiator grille with two more recessed lights, special sound insulation and electric windows (this was when normal Mini windows in the doors slid one half over the other).
The car tested by "The Times" also had white leather upholstery and deep lambswool carpets, tachometer, ammeter, oil gauge, clock, headlamp flasher (vital) and water temperature gauge. Further extras were: a laminated wood steering wheel to maintain firm grip (by soaking up sweat), automatic red caution lights on open doors, a reading light, cigar lighter, twin-speaker radio and an air blower to demist the rear window.
After the 1967 Earls Court Motor Show "The Times" tried to display in print why a Mini de Ville should be preferred to, say, an Alfa Giulia GTV, Porsche 912 or Lotus Elan +2. They recorded that Captains of Industry ordered them, painted them to match their Rolls and gave them to their wives. Pop Stars and West End playboys presumably invested in them as a status symbol.
The reporter tested "a typical Mini de Ville", a 1275 Mini-Cooper S with an engine performance pack providing up to about 110 m.p.h. Outwardly the only distinction was the magnesium alloy wheels, sunroof and non-standard paint. Inside absolutely everything seemed like a refugee from a Rolls-Royce. There were, in total, 63 extras advised Radford. The tester noted noise levels were typically Mini-Cooper in spite of the sound-deadening materials and that Radfords continued to have a waiting list.
Aston Martin estate cars.
Radfords converted a number of Aston Martins to estate cars under contract to Aston Martin.
Stirling Moss "dream car".
Harold Radford (Coachbuilders) were to build the Cortina-Ogle GT which was presented at the 1963 Earls Court Motor Show by Stirling Moss.
Ownership.
As a member of the H R Owen group (itself since October 1959 a member of the Swain group owned by The Provincial Traction Company Limited) from March 1961 the activities of Harold Radford (Coachbuilders) Limited were rolled in with servicing and body repair operations of H R Owen and Swain under the Harold Radford (Coachbuilders) Limited name.
In late 1963 Harold Radford (Coachbuilders), with Swain and H R Owen, was acquired by a City syndicate.
Though it continued to trade Harold Radford (Coachbuilders) Limited was placed in voluntary liquidation in September 1966 because it was unable to meet its liabilities. A new company, Harold Radford Coachbuilders (1967) Limited, was formed in October 1967 to acquire and continue and improve the car conversion business and it took control of the business on 10 October 1967.