AJR (motorcycle)

The AJR was one of the few motorcycles built in Scotland. AJ Robertson of Edinburgh built 346cc and 490cc Villiers powered single cylinder engine machines between 1925 and 1926. Robertson rode them in many sporting events.


List of car manufacturers of the United Kingdom

As of 2018 there are approximately 35 active British car manufacturers and over 500 defunct British car manufacturers. This page lists car manufacturers that build or built cars in the United Kingdom.


Panther Model 75

The Model 75 Panther motorcycle had a 348cc, 6.5:1 (later 6.7:1) compression ratio, 71 x 88 mm, ohv vertical engine in a relatively standard frame. It was developed from the 1948 Model 70. In many respects it was similar to the 248cc Model 65. The Model 75 had Lucas K1F magneto ignition. The gearbox was Burman CP four speed unit with a ratio of 5.25:1. The frame was a heavy duty cradle with a single saddle down tube. A swinging arm model was introduced in 1953. The Dowty forks that initially provided front suspension were later replaced with the P&M telescopic forks. Wheels were 26" x 3.25" front and rear initially with 6" half width hubs and later optional alloy hubs were offered.
Development.
This model was largely a development of the Model 70.
Technical Information.
Engine Numbers.
Engine Numbers are of the following format
yyKxxxz where:
Detailed Technical Specifications.
From "Modern Motorcycle Maintenance"


Allen Norton (motorcycle)

Allen Norton is a defunct British company that supplied replicas of 350 and 500 cc Norton Manx road racing motorcycles. The company was run by "Bernie Allen" in Great Bedwyn, Marlborough, Wiltshire.
The company started to build replicas of the famous Norton Manx racers in 1990, based on the final 1961 Manx. Allen had been given the rights in 1989 after the death of Norton tuner Ray Petty and had received special permission to use the name "Norton" in England.
Except for the magnetos, all the components used were of new manufacture. The engines were supplied by Summerfield Engineering of Derbyshire, the frames came from Goodman Engineering and were made from Reynolds 531 tubing. The machines were fitted with a 5 speed gearbox and a belt primary drive. (The originals used a 4 speed gearbox and chain primary drive.) Although the original Manx machines were pure racers, Allen fitted a speedo, horn and brake light so the machines could be ridden on the road.
The machines were renown for their quality. Former Norton race engineer and designer Doug Hele commented on the Allen machines "They are better than when we made them".
Production numbers were low. Allen delivered the first machine in 1992, but was only able to build 1 every 2 weeks. He was 61 years old at the time. In 1994, the manufacturing rights passed to Preston, Lancashire engineer, Andy Molnar.


Norton ES2

The Norton ES2 is a Norton motorcycle produced from 1927 until 1964. From 1965, a different machine was produced for a short time by parent manufacturer AMC, based on a Matchless but badged as Norton ES2 Mk2.
Development.
It was a long stroke single, always 79mm x 100mm bore and stroke, originally launched as a sports motorcycle but throughout its long life it was gradually overtaken by more powerful models.
It remained popular due to its reliability and ease of maintenance, as well as the traditional design. From 1947 the ES2 had an innovative hydraulically damped telescopic front fork and race developed rear plunger suspension. From 1953 it had a single downtube swinging-arm frame.
Featherbed frame.
From 1959 it used the Rex McCandless designed Featherbed frame, with upgrades featuring an improved AMC gearbox, revised cylinder head, crankshaft-mounted Lucas RM15 60-watt alternator with coil ignition and an 8-inch front brake with full width hubs front and rear. The wideline Featherbed-framed bike was road tested in "The Motor Cycle" 4 June 1959 issue and was reported to have a mean top speed of 82 mph with petrol consumption of 56 mpg at 60 mph.
Slimline featherbed frame.
For 1961, in common with other large-engined Nortons, the bike was further improved with the "Slimline" frame with upper frame rails narrowed and a restyled slimmer fuel tank.
Finale.
The last ES2 was introduced in late 1964. A Matchless-based machine with Norton badges, it was produced for two years before final discontinuation, coincident with the commercial failure of the AMC Group.
A report in a 1980 UK magazine stated:The slow but immensely likeable Featherbed-framed 350 Model 50 and 500 ES2 Norton ohv singles were dropped and in their place appeared the Model 50 MkII and ES2 MkII, or, with Norton badges hastily tacked on the side, the Matchless G3 and G80. They failed to fool anyone, let alone the buying public. In 1966 the heavyweight singles were all but a memory...


JC Midge

JC Midge is a hand built car i.e. a "plan and pattern" car designed by John Cowperthwaite. Like the Locust the body is made of aluminium skinned plywood or MDF and using a purpose made grille or one from a donor, such as a Wolseley 1500 (but many other have been used). Unlike a Kit car only a few parts were available, the rest being from the donor car or hand made by the builder by sticking paper patterns on plywood or aluminium and cutting round them with a jigsaw. The starting point was a set of patterns and instructions costing £35 and the designer claimed it was possible to put a car on the road for £800.
The design is inspired of British 1930s cars like the MG J2 Midget and similar to the Burlington in both design and construction. Originally it was essentially a re-body of the Triumph Herald, Vitesse or Spitfire.
It was first presented in 1985 by J.C. Sports Cars in Sheffield, England run by John Cowperthwaite and founded after his earlier company called Moss had its factory destroyed in a fire in 1985. Later marketing and development of the Midge was taken over by T&J of Rotherham and they continued into the mid 1990s. It was then taken over by White Rose Vehicles in Gillingham, Kent. WRV also constructed their own chassis that took Ford Escort (with Ford Cortina or Ford Taunus (1976–1982) front suspension) parts instead using a Triumph chassis. When White Rose Vehicles ceased trading some club members raised the money to buy the rights to market the car. As it is plan-based the Midge has also been built using various donors including the Citroën 2CV.
An updated version, the Midge Mk2, for which the donor car is the Suzuki SJ is now available (2014) with the original principle of plans and pattern and a minimum of 'kit' elements. Being a re-body it is in the United Kingdom exempt from IVA (Individual Vehicle Approval).
It is not known how many have been built.


Matthew Hoyle

Matthew Hoyle (born 26 April 1991) is a British motorcycle racer who has competed in the Red Bull MotoGP Rookies Cup and the 125cc World Championship. He won the British 125cc Championship in 2008.


A379 road

The A379 is a road in the English county of Devon. It links points on the edges of that county's two principal cities, Exeter and Plymouth, by an indirect and largely coastal route.
The A38 provides a faster and more direct inland route between Exeter and Plymouth, whilst the A380 provides a similarly faster route between Exeter and the Torbay area. However the A379 serves many small coastal communities and ports along the coast. The indented nature of the South Devon coast means that the road is usually out of sight of the sea, but the many rivers and estuaries are crossed by bridges and, in one case, a cable ferry.
Route.
At its northeastern end, the A379 has two branches and two starting points. One branch starts with a junction with the M5 motorway at Clyst St Mary (J30), whilst the other branch starts with a junction with the A38 at Kennford. Both these branches were historically part of the A38, and the first crosses the Countess Wear bridges over the River Exe and the Exeter Canal, once infamous for the delays caused on what was then the principal route to the holiday resorts of Devon and Cornwall.
From the junction of the two branches, some south of Exeter city centre, the A379 heads south parallel to the estuary of the River Exe. At Starcross the road runs close alongside both the Exeter to Plymouth railway line and the estuary, and the Exmouth to Starcross passenger ferry provides a connection to Exmouth on the other side of the estuary. Beyond Starcross, the road continues through the coastal resorts of Dawlish and Teignmouth.
Leaving Teignmouth, the A379 crosses the estuary of the River Teign on the historic Shaldon Bridge. The road then continues into the large resort of Torquay, where it meets the A3022 road. The two road designations share the same physical road through the Torbay area, although only the A3022 is signed. At Paignton the two roads diverge, and the A379 follows a route through Goodrington before briefly rejoining the A3022 at Churston.
From Churston, the A379 bypasses Kingswear before crossing the Paignton and Dartmouth Steam Railway on a level crossing and reaching the Dartmouth Higher Ferry on the banks of the River Dart. This tolled vehicular ferry carries the road across the river and into the picturesque harbour town of Dartmouth. From here the A379 continues via Stoke Fleming and then along the coast at Slapton. Here the road runs behind the beach, between the sea and the Slapton Ley lagoon. Turning inland, it then proceeds to the town of Kingsbridge at the head of the Kingsbridge Estuary.
From Kingsbridge, the A379 passes through the villages of Aveton Gifford, where it crosses the River Avon, and Modbury, shortly after which it crosses the River Erme. The villages of Yealmpton, on the River Yealm, and Brixton follow. The road then runs into the suburbs of Plymouth, bypassing Plymstock before crossing the estuary of the River Plym on the Laira Bridge. The A379 ends on the west side of the Plym, joining the A374 just over east of Plymouth city centre.
Trafficability.
Apart from short stretches of dual carriageway at either end and in Torquay, the A379 is a single carriageway road, and is often narrow and twisting. Like all roads in England of any significance, it is sealed throughout.
The A379 crosses the River Dart using the Higher Ferry, a car ferry that until 2009 had a capacity of just 18 cars, which caused congestion at busy times. A new ferryboat with a capacity of 32 cars came into service in June 2009. The alternative Lower Ferry can also be used, although this involves negotiating the narrow streets of Kingswear village.
External links.
<BR>


Noble Automotive

Noble Automotive Ltd, more commonly known simply as Noble, is a British sports car manufacturer based in Leicester. Noble Automotive Ltd. was established in 1999 by Lee Noble in Leeds, West Yorkshire, for producing high-speed sports cars with a rear mid-engine, rear-wheel drive layout. Lee Noble was the chief designer and part owner of Noble. The company was sold in August 2006. He left the company in February 2008 and shortly after announced his new venture, Fenix Automotive in 2009.
Noble is a low-production British sports car company, its past products include the M12 GTO, M12 GTO-3, M12 GTO-3R and Noble M400. The M12 GTO-3R and M400 share chassis and body, but have minor differences in engines and suspensions. The M15 has a new space frame chassis. The body and chassis of the Noble is built by Hi-Tech Automotive in Port Elizabeth, South Africa alongside Superformance cars. Once the body shell is completed, it is sent to the Noble factory where the engines, transmissions, etc. are added.
In 2009 Noble released the M600, a car which takes Noble into Hyper Car territory. With available from its purpose built 4.4-litre V8 Volvo derived twin turbocharged engine with a Graziano 6 speed manual gearbox, the carbon fibre, light weight bodied car is aimed firmly at the established Ferrari/Porsche brands. Deliveries to customers are expected mid-2010. The retail price is GBP 200,000.
Only 220 Noble GTO-3Rs and M400s were exported to the US. They are the only Nobles available to the American market. The US distribution rights to the M12s and M400s were sold in February 2007 to 1G Racing from Ohio. Due to high demand of these cars, 1G released its own copy, named Rossion Q1.
Noble M10 (1999–2000).
The "Noble M10" is a two-door, two seater model built in convertible form only. It is powered by a naturally aspirated (i.e., no forced induction) 2.5-litre engine. It was introduced in 1999, but is no longer in production, having been replaced by the M12. Only a few were ever made, as customers moved deposits onto the M12 as soon as its credentials were announced.
Noble M12 (2000–2008).
Like the "Noble M10", the "Noble M12" is a two-door, two-seater model, originally planned both as a coupe and as a convertible. All M12s have been powered by specially tuned turbocharged Ford Duratec V6 engines.
The M12 has a full steel roll cage, steel frame, and fibre glass composite clam shell body parts. These cars are extremely lightweight and stiff. Although track derived, the M12 performs well on both road and track. The coupe evolved through four variants, with the M400 being the ultimate version of the M12, followed by the GTO-3R.
0–60 mph (0–97 km/h) in 3.7 seconds was published in the official brochure of the M12 GTO-3R, Road and Track indicated a 0–60 mph performance of 3.3 seconds, but subsequently listed it as 3.5 seconds. Its top speed is listed as 170 mph. Lateral Gs are reported in excess of 1.2. Noble enthusiasts often modify their cars for even greater performance. It is widely believed that just 165 M12 GTO 3-R models were made in the UK upon the owners findings on such sites as pistonheads.com and even fewer were made for the GTO-3 and GTO versions.
Noble M400 (2004-2007).
The M400 is the track variant of the M12. Its power-to-weight ratio is over per ton, and is the figure from which its model name derives. It has and has been reported to do 0–60 mph (0–97 km/h) in as little as 2.97 seconds. "Car and Driver" (March 2007) achieved a 0–60 mph time of 3.3 seconds and a 0–100 mph time of 7.52 seconds. Although often listed as 0-60 mph in 3.5 seconds, the M400 generally comes in at 3.2 seconds according to various publications and generally listed amongst the fastest accelerating cars. Noble indicates only that the car is capable of achieving 0–60 mph in under 4 seconds. Its top speed is listed as 185 mph (300 km/h). A top speed of has been achieved by Noble's former press officer. Lateral Gs are reported in excess of 1.2. It has both a 3-point seatbelt and a 5-point harness.
The most notable differences from the M12 are the use of forged pistons, T28 turbos, a front anti-roll bar, stiffer springs, different shocks, Pirelli P Zero tyres, a smoother gear shifter, and a slightly narrower central tunnel as the driver now sits a bit more central than previous models. Exterior differences remain subtle. The colour scheme tends to incorporate anthracite (Gris) wheels, rear wing supports and wing ends but some examples maintain silver wheels and supports. The front splitter is now removed (Although many owners opt to have this put on). The main change is the addition of side pods to enhance air into the system and to create a visual impact. Air conditioning is now an £1,995 option and adds to the weight. The interior has an added oil gauge that resides next to the boost one. Additionally the Sparco Alcantara seats and finishings differ to the other Noble's (Alcantara is one third the weight of leather). The Noble M400 won the car of the year award in 2005 for one publication. The M400 is designed to be an outstanding track car that is also pleasant to drive on the road. With just 75 examples made (UK/Europe) this version is sought after and rare.
Noble M14 (Prototype).
The Noble M14 debuted at the 2004 British Motor Show and generated significant interest in the motoring press. It was planned to compete with the Porsche 911 Turbo and Ferrari F430. It was based on the chassis of the M12, with only minor modifications. It had a new body and a more up market interior. Following the debut of the car Lee Noble decided that the car was insufficiently different from the M12/M400 to justify the price increase despite having taken a number of deposits. Noble instead developed a brand new car, the M15, developing further from the M12 and M14, although the cars have few common components.
Noble M15 (2006-2011).
Production of the M15 was planned to begin in early 2006, but has not taken place. The Noble M15 was intended to appeal to a far broader market and compete directly with the Porsche 911 Turbo and Ferrari F430. As a result, the Noble M15 was expected to have a number of features not previously found on Nobles such as satnav, traction control, electric windows and ABS. The company issued a press release about the M15, stating that the M15 will be produced after the introduction of the M600. The M15 of the future will be different than the car shown in 2006.
Despite increased comfort and usability compared to previous Noble cars press releases stated that Noble expected the M15 to be significantly quicker than the M400 around a race track. It is able to accelerate from 0–60 mph (0–97 km/h) in 3.3 seconds and has a top speed of 185 mph (298 km/h).
The car was based on a brand new platform with a longitudinally mounted engine connected to a bespoke gearbox created by Graziano. The double wishbone suspension is a development of the system mounted on the M400. Mounting the engine longitudinally allowed the designer to increase cooling flow to the engine which allows the 3.0L twin turbo V6 to produce . The engine was designed to meet emissions regulations and the new steel/aluminium space frame was designed with a view to passing crash test regulations around the world. The M15 was planned to be the first Noble to gain European and US Type Approval.
According to founder Lee Noble, "I wanted to produce a supercar people could use every day. It was time for Noble to take a big step up in terms of refinement, practicality and style."
The M15 appeared in "Top Gear" and presenter Richard Hammond was very impressed. It was a lot quicker around the Top Gear track than the old Noble. According to Richard this has to do with the new, stronger gearbox which enables Noble to allow more boost and let the same engine produce more power. The Stig managed a lap time of 1:22.5 which is currently 50th on the power lap board.
Noble M600 (2010-present).
In 2010, Noble began sales production of the M600. It has a Volvo twin-turbocharged V8 engine (producing 650 bhp, 485 kW, 659 PS), a carbon fibre body shell, and a 6-speed Graziano gear box. It competes in the same category as the Ferrari F430. The M600 can accelerate from 0–62 mph (100 km/h) in 3.5 seconds and requires only another 4 seconds to achieve . It has over 1G of grip on the skid pad. The brake discs in the Noble M600 are steel. The Noble comes with no ABS or ASM. It does have TC as standard, although this can be totally disable via a fighter jet style missile switch. The Noble M600 has a high reputation as a pure driver's car.
Noble publicly tested an M600 prototype 2 in the US, comparing its performance with a Porsche Carrera GT and Ferrari Enzo. This prototype was detuned to 500 bhp (373 kW; 507 PS).
According to UK enthusiast website ATFULLCHAT Noble Automotive have not ignored the possibility of building an M600 roadster. On 21 June 2012 the website published a rendering of an M600 drophead that was commissioned internally by Noble Automotive, although company MD Peter Boutwood is quoted as stating there are no plans at present to produce such a machine. However, in 2016 Matt Prior of Autocar tested the cabriolet version now called the M600 Speedster. Giving it 4 stars even though it was still in the development stages. Evo also reviewed the Speedster claiming “Whereas the Lamborghini Huracán and Aventador feels compromised by having its roof sliced away, the Speedster is close to undamaged.”


Manulectric

Manulectrics was a British marque of milk floats and other battery electric road vehicles. The vehicles were made by Sidney Holes Electric Vehicles, of Brighton, Sussex. They were designed out of Holes' experience of doorstep milk delivery, through Holes and Davigdor Dairies. Both pedestrian controlled vehicles (PCVs) and ride-on models were produced, and entered the market around 1947. The company was bought by Stanley Engineering in the 1960s, and sold to Crompton Electricars in 1972. Some Manulectric models were subsequently manufactured by Harbilt Electric Trucks.
History.
Manulectrics were made by Sidney Holes Electric Vehicles, who were based in Brighton, Sussex. The vehicles were designed out of Holes' own experience of milk delivery in the South Downs area, through the retailing business of Holes and Davigdor Dairies.
In 1947, Sidney Holes were selling 3-wheeled PCVs, fitted with a motor and a 24-volt battery. The bodywork was fabricated from steel, and the vehicle could carry 24 milk crates, 16 in the body and 8 on the roof. Those in the body were mounted on runners, so that they could slide out to access the bottles. It had a range of .
The 1-ton version of their PCV was given a 2-day road test by L J Cotton for Commercial Motor in August 1951. By this time, steel had been replaced by extrusions and sheets of light alloy, to reduce the weight of the vehicle. The battery was mounted in the centre of the vehicle, to maintain stability, and the electric motor was mounted above the rear axle, powering both rear wheels through helical gears, to provide good traction in icy conditions. The single front wheel was steered by a tiller, and because it was mounted in front of the load compartment, could be turned through 90 degrees to left or right, making the vehicle highly manoeuvrable. No reverse gear was provided, but this was achieved by lifting a safety catch and turning the tiller through 180 degrees in relation to the wheel. All controls were mounted on the tiller, and the model tested was called the "Marathon".
They offered a lightweight alloy refuse-collecting body on their standard 3-wheeled PCV chassis in 1952. The chassis had the battery, electric motor and gearbox located near the centre of the rear axle. Smooth starting was obtained by fitting a centrifugal clutch and two stage control, using a switch and resistance. Transition between the stages was controlled by an automatic hydraulic dashpot, and helical gearing and a differential in the rear axle ensured that the vehicle was very manoeuvrable. The 24-volt battery, manufactured by Kathanode, gave it a range of with a full load. The load space was , and the refuse collector could be tipped to either side or to the rear.
At the 1953 Dairy Show, Sidney Holes showcased the new Standon model, developed from their 4-wheeled PCV. It included a platform at the front, on which the controls were mounted, and which provided standing space for the roundsman. A vertical steering column and wheel were mounted in the centre of the platform, and the automatic controller was activated by a foot-operated switch. Construction was of light alloy, to reduce the weight, and top speed was . The vehicle had a range of , and was aimed at rounds in densely populated areas, where the task would be too strenuous for a roundsman with a PCV, but the extra cost of a heavier vehicle could not be justified.
Job's Dairies of Hanworth, Middlesex, bought several Standon 25 cwt vehicles in 1955. The cab was not fitted with doors, providing quick access to the driving position by the roundsman. The vehicle could carry 110 gallons of milk, with crates stacked three high, and had a range of about , based on 200 stops and hilly terrain. Maximum speed was and this was achieved by fitting a 48-volt, 160 Amp-hour battery and a motor. The specification also included a double-reduction hypoid gearbox and hydraulically operated brakes on all four wheels.
The Metropolitan borough of Wandsworth bought a Manulectric Standon model in 1957, to assist in the maintenance of electric street lamps, as they replaced gas lamps. The 160 Amp-hour battery gave a range of per day, enabling the operator to service between 35 and 45 lamp standards.
Manulectric displayed a pedestrian controlled vehicle and a conventional driven vehicle at the 1958 Dairy Show.
The fleet of Windsor and Eton Dairies included 4 Manulectric 13 cwt standing driver vehicles with solid tyres in 1963.
The Model 730, current in 1965, could cover with a road speed of . It included a dry grocery compartment, as well as a 21-crate load space. As a result of using a system of flow-line building for the vehicles, the price had not been increased for 5 years, despite rising labour costs.
In 1967, the Model 730 Mark III was shown at a public cleansing exhibition. It came with a tipping body, and could cover per day at a top speed of . By this time, Manulectrics were built with Pulsomatic thyristor controls, bought in from Cableform Ltd of Romily, Cheshire. Tests had revealed that this increased the range by some 25 per cent.
Acquisition.
By 1965, Manulectrics were being manufactured by Stanley Engineering Co Ltd, who were based at Exeter Airport. At some point ownership passed to L & P Engineering Co, who were also based in Exeter, as this was the company that sold the manufacturing rights for Manulectric PCVs to Crompton Electricars (formerly Morrison-Electricar) in 1972. Electricars had been built at Tredegar since 1968, and literature at the time stated that Manulectrics were suitable for use in hospitals and by municipal, commercial and industrial customers, as well as for the delivery of milk.
At some point soon afterwards, and certainly prior to 1974, Harbilt Electric Trucks and Morrison-Electricar reached an agreement for a product exchange and rationalisation. Under the agreement, production of Harbilt milk floats would transfer from Market Harborough to Tredegar, and Morrison trucks would be handed over to Harbilt. This included some Manulectric trolley trucks, but details of the deal and the precise dates are a little sketchy, as a copy of the agreement has not been found.
Preservation.
At least one Manulectric vehicle has been preserved. This is a 1961 Standon model, formerly owned by Jobs Dairies, and now owned by Paul Laurence. It carries the registration number 219 TPC, and according to the caption on the Classic Commercial Motor Vehicles website, was built by the Stanley Engineering Co Ltd, who were based at Egham, Surrey at the time.


Project Kimber

Project Kimber was the industry group which intended to restart production of the discontinued Smart Roadster car in the United Kingdom in 2006, following their unsuccessful bid for MG Rover Group in 2005.
MG Cars.
Following the demise of MG Rover Group in 2005, Project Kimber submitted an unsuccessful bid to buy the company out of administration. Project Kimber was named after Cecil Kimber, MG's founder.
During the bid process, David James was quoted as saying: "This is the last chance to save Britain's largest independent carmaker from falling into overseas ownership."
Smart Roadster/AC Ace.
In 2006, David James entered talks with MG Rover's new owners the Nanjing Automobile Group to buy the MG brand in order to produce a number of sports cars based on the out of production Smart Roadster design following discussions with DaimlerChrysler to buy the Roadster's design, technology and equipment for approximately £13 million. The equipment would then be transferred from the Smart factory to a former Dunlop tyre factory in Coventry where the Roadster would be built under the MG brand. It was understood that Project Kimber was being funded by Grant Gazdig's Access-Capital firm, as well as a private equity firm called European American Securities. Barrie Wills, another key member of Project Kimber, formerly of Jaguar, Reliant Scimitar and DeLorean, and founder of de Montfort Resources which held the Agreements with Smart.
On 20 July 2006 motoring website "4car" reported rumours that David James was in talks with Alan Lubinsky, the owner of AC Cars, to use the famous British name on his sports cars. In a press release dated 31 August 2006 it was stated that agreement had been reached with Acedes Holdings, the current owners of the AC brand, to use the AC name on the new car.
On 4 September 2006, "AutoWired" reported that engineer Gordon Murray, who created the McLaren F1, was to lead the Project Kimber engineering team. Also joining was John Piper, formerly of the Williams Formula One team who recently worked on the JCB Dieselmax car which in August 2006 set a new diesel land speed record. The revised car was to use a 1.0 litre, three-cylinder Mitsubishi Motors engine in both normally aspirated (71bhp) and turbocharged (84bhp) forms as used in the Mitsubishi i. Also the original Smart clutchless transmission was to be replaced by a Getrag-supplied manual gearbox.
Though remaining similar to the Smart original, the Roadster was planned to have minor makeover. Former Jaguar designer Keith Helfet was signed up to restyle its front and tail ends to freshen it up, and to distinguish it from the original Smart Roadster. Artists impressions of the new car, now referred to as the AC Ace, were released in December 2006, and while delays to the project were acknowledged at the end of 2006, production was scheduled for 2007 despite a £65m investment not being formalised.
The tooling brought from the Smart factory at Hambach was planned to be installed at Project Kimber's factory in South Wales and production was expected to start in the summer of 2007, but by June 2007, Barrie Wills, chief executive of the Project Kimber consortium admitted they were "still soldiering on with funding Project Kimber" but with no sign of prototypes or production vehicles.
Prices for the new AC were expected to start at £13,000 with 8,000 Roadsters planned to be built in the first year of production. By December 2008 Project Kimber's official site appeared to have been closed down and in April 2009 a new AC Ace V8 project was announced in Auto Express suggesting that the Kimber Project deal had fallen through.


Kingsway Tunnel

The Kingsway Tunnel (or Wallasey Tunnel) is a toll road tunnel under the River Mersey between Liverpool and Wallasey. The tunnel carries the A59. It was built because the Queensway Tunnel – which was built in the 1930s to carry vehicles between Birkenhead and Liverpool – was unable to cope with the rise in postwar traffic.
Construction.
The project was authorised by the Mersey Tunnel (Liverpool/Wallasey) etc. Act 1965. Edmund Nuttall Limited began work in 1966. Construction took five years to complete. The approach to the tunnel on the Wirral side uses the former railway cutting that carried the Seacombe branch line. It was officially opened by Queen Elizabeth II on 24 June 1971. At first, only the southernmost tube was open for traffic, one lane in each direction. The northernmost tube was completed in 1974 and opened to traffic on 13 February 1974.
Operations.
Kingsway comprises identical twin tubes. Each has two lanes. They carry on average 45,000 vehicles a day (almost 16.4million per year). , a single car journey through the tunnel currently costs £1.80. Staffed and automatic tollbooths are located on the Wallasey side. Of the two tunnels crossing the River Mersey, Kingsway is the only one able to take heavy goods vehicles (HGVs).
In a study following the fire in the Mont Blanc Tunnel in 1999, inspectors from the European Union rated the Kingsway Tunnel as "good", one of fourteen to receive that rating in Europe.
Over of wiring was installed in the tunnel as part of a 2016 upgrade to the lighting, which saw the tunnel fitted with more energy efficient and longer-lasting LED lights.


List of the highest roads in Scotland

This is a list of the highest paved public roads in Scotland.


A428 road

The A428 road is a major road in central and eastern England. It runs between the cities of Coventry and Cambridge by way of the county towns of Northampton and Bedford. Together with the A421, (and the A43, M40 and the A34), the eastern section (Cambridge to the A1) of the A428 forms the route between Cambridge and Oxford. The A428 was formerly part of the main route from Birmingham to Felixstowe before the A14 was fully opened in 1993.
Route.
Coventry – Northampton.
The road starts on the A4600 Sky Blue Way in Coventry, heading eastbound out of the city and meeting the A444 and A4082 roads before crossing the A46 Eastern Bypass and into Warwickshire. The road then passes through the village of Binley Woods before becoming more rural in nature, meeting the Fosse Way and crossing the River Avon at Bretford. further along, the road enters Rugby where it meets the A4071 and A426 and passes Rugby School. It then continues out of the town to the east through the suburb of Hillmorton and crosses the A5 near Daventry International Railfreight Terminal (DIRFT). It meets the M1 at its original terminus, junction 18, and bypasses the towns of Crick and West Haddon. The road passes the Althorp family estate, then enters Northampton.
Northampton – Cambridge.
East of Northampton, the road passes Little Houghton, Brafield-on-the-Green and Yardley Hastings. After here it enters the Borough of Milton Keynes (and Buckinghamshire) where it meets the A509 at Warrington roundabout. Continuing towards Bedford, the road passes Lavendon and Cold Brayfield. Crossing the Great Ouse it enters Bedfordshire at Turvey, on to Bromham. It meets the A422 at a roundabout outside Bromham. The road bypasses Bromham and, leaving behind its former route east-bound through Bedford (which has become the A4280), swings southwards on a new alignment then, via a new bridge over the Great Ouse, merges with the A421 south of Kempston.
The A428 loses its identity here: the route continues as the A421 as it bypasses Bedford, Great Barford and Roxton and goes on to become the dual-carriageway A1 at the Black Cat Roundabout. Heading north, the route leaves the A1 via a grade separated junction just south of St Neots and regains its identity. Crossed by the East Coast Main Line, it leaves Bedfordshire for Cambridgeshire. The A428 from here to Cambridge follows the former A45, which became the A428 when the A14 opened. It meets the A1198 (former A14) at Caxton Gibbet roundabout near Papworth Everard. From here the road is dual carriageway, bypassing the existing single carriageway section near Hardwick. The route terminates, merging into the A14 at Girton interchange, where traffic joins first from the M11 junction 14 and then from the trunk A14 road junction 31.
Proposed developments.
Oxford to Cambridge Expressway.
In the "Road investment strategy" announced to Parliament by the Department for Transport and Secretary of State for Transport on 1 December 2014, planning will begin to dual the section between the A1 and the A1198 at Caxton Gibbet. The announcement said that the A1/A421 Black Cat Roundabout would be replaced with a grade-separated junction, just a few years after this roundabout was expensively upgraded. The link would provide an uninterrupted dual carriageway route between the M1 at Junction 13 and the A14 near Cambridge, part of a longer-term proposal to establish an "Oxford to Cambridge Expressway", via (or near) Milton Keynes.
On 18 February 2019, Highways England announced final route selection for the new road between Caxton Gibbet and the Black Cat junction (which will cease to be a roundabout and become a three-level GSJ).
In September 2019, geological survey work began on the route.
In March 2021, Highways England awarded contracts for construction of the Black CatCaxton Gibbet link.
History.
The section between Cambridge and the A1 was originally part of the A45.


List of roads zones in Great Britain

A roads.
A roads are numbered routes in Great Britain. See the article "Great Britain road numbering scheme" for the rationale behind the numbers allocated.
Depending on the first digit of the road's number see:
B roads.
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.
Depending on the first digit of the road's number see:


Briton Motor Company

The Briton Motor Company was a Wolverhampton-based car manufacturer that produced cars from 1909 to 1919 then from 1922 to 1929. The company produced a number of models ranging from 7 to 16 horsepower and played an important role in the Wolverhampton motor industry.
History.
Foundation.
The Briton Motor Company was formed in 1909 after the Star Engineering Company took over the Star Cycle Company and manufacture of the 'Starling' and 'Stuart' cars was ended. They were replaced by Briton cars produced by the Briton Car Company, managed by Edward Lisle Junior, son of Star's founder. Briton continued to work out of Star's Stewart Street Works using the same workforce as had been there previously. The first model produced was the two-cylinder, 7 hp, 'Little Briton' which sold for 175 guineas, increasing to 10 and 12 hp. These were followed by four-cylinder models ranging from 12 to 16 hp.
In 1912 the Briton Motor Company (1912) Limited was formed and moved to a new site on lower Walsall street, previously occupied by Shrubbery Iron Works, in 1913. The company took part in many trials across 1912–1913, winning gold and silver medals in the trials at Brooklands, Saltburn and Manchester.
The First World War.
Car production continued during the war although Briton did contribute to the war effort by making shell cases. The company also became UK agent for the American Scripps-Booth car, but the venture failed. 1914 and 1915 saw the introduction of new two- and four-seater models with a new deluxe chassis.
In 1917 and 18 only small commercial vehicles and ambulances were produced. However, the company found itself in trouble with the government for failing to meet its contractual obligations. The government demanded compensation which resulted in a call for shares of £50,000.
The end of the company.
Production resumed in 1919 with the release of 10/12 hp. car, powered by a four-cylinder engine which sold for 420 guineas. They produced 106 of this model, along with 549 of the 14/16 hp cars. The company was able to raise £50,000 through the sale of shares, and in 1920 three new models were designed, including a Chapuis Dornier-engined sports car although none ever went into production.
Briton produced 170 cars during 1920, 163 of the 10/12 hp. model and 7 of the 10 hp. model. However, the car industry was changing as companies such as Austin and Morris adopted mass-production techniques, meaning they were able to produce and sell cars at a cost that Briton could not match, putting the company in deep financial trouble.
In December 1920 the Midland Bank took £50,000 worth of Briton's stock as repayment of debts owed to them, and the company produced only 65 cars in 1921. In December 1921 the bank appointed receivers for the company, and a month later the company entered liquidation, assessed at a value of £30,500. Britons's works were sold to fellow Wolverhampton company AJS in October 1923 for £7,000.
The Briton Motor Company name was carried on by Charles A. Weight, who took over what remained of the company. Weight moved the machine shop and components that had been left behind to a new site at Chillington Fields, also taking on a number of Briton's old workforce. Car production continued on this site until 1929, when production costs became too great, with around 600 cars having been made in total. The Briton Motor Company continued, becoming Tractor Spares Limited in 1940, a company which still exists today.


BSA Hornet

The BSA Hornet is a British motorcycle made by BSA at their factory in Birmingham for export to the US between 1964 and 1965.
Development.
The BSA Spitfire Hornet ('64-'65) and Hornet ('66-'67) (and the 500cc BSA Wasp) were developed by BSA in 1964 as purpose built off road and desert racer motorcycles in response to demand from the US market for a 'stripped down' BSA Lightning with more power. Although they could be used on public roads, BSA Spitfire Hornets and Hornets were supplied without headlights or taillights, with 'straight through' exhaust pipes; high pipes (east coast model) and low TT pipes (west coast model) and twin carburettors. The 6 volt coil 'ET' (energy transfer) ignition system was designed to include easy conversion to add lights for road use but the exhaust pipes needed to be fitted with mufflers to become road legal. The 'Mandarin Red' Spitfire Hornet ('64-'65) was further upgraded in 1965 with a more positive gear selector and a quick change gearbox sprocket. Ignition was also improved, as was the lubrication system but customers complained of vibration. In '66 the name was changed to Hornet but still retained the Mandarin Red (looked like orange) color. In '67 the color was changed to a darker red 'Cherokee Red' and was the last production year for the Hornet.
Spitfire Hornet.
The BSA Spitfire Hornet was a true racing motorcycle, with the A65 engine upgraded with high compression pistons and a performance cam. The gear ratios were altered for sprint acceleration and the brakes (the 8 inch model from the BSA Gold Star) were improved with special cooling fins. The BSA Spitfire Hornet was popular in the US, but was not marketed in the UK. (The name 'Spitfire' was later used for the top-selling BSA Spitfire road bike). For 1966 and 1967 the Spitfire Hornet's name was changed to Hornet.
Steve McQueen BSA Hornet road test.
Actor Steve McQueen tested the BSA Hornet and described it as "a keen bike - but I found it awfully heavy". McQueen suggested that a lot more weight would have to be stripped off to make the bike competitive. He also noted that the Hornet also had a tendency to want to go its own way but had what he called a 'good-functioning' power train. He also suggested that if the front forks were raked on a more forward angle the BSA would have "a more stable ride in the rough and would be generally a smoother performer".


A442 road

The A442 is a main road which passes through the counties of Worcestershire and Shropshire, in the West Midlands region of England.
Route.
From Droitwich in Worcestershire it runs towards Kidderminster where it meets the A449 from Worcester. This section of road used to be the B4192 until the late 1970s when it was upgraded to A road status.
At Kidderminster, it starts again and then runs north-north-west into Shropshire, via Bridgnorth and Telford (where it crosses the M54 motorway). Through Telford it is known as "Queensway", and the "Eastern Primary" (EP). It ends where it meets the A53 just outside the village of Hodnet. Before the A53 bypass around the village was built, the A442 continued through Hodnet and joined the A41 near Darliston, south of Whitchurch. This section of road however has now been downgraded: most of it is declassified, but part has been reclassified as part of B5065. However Googlemaps.com is currently still mistakenly listing the now declassified route as still being the A442.
History.
From Droitwich to Low Hill (south of Kidderminster) the road is probably ancient, as it is referred to in the Saxon charter for Whitlinge (in Hartlebury) dated AD 980 as a "stræte". This road was maintained by a Droitwich turnpike trust established in 1755.
North of Kidderminster it was a 'way' in the Saxon bounds of Wolverley before being joined by the great street at Shatterford. At Shatterford, the Prior of Worcester was authorised to assart (ie to clear) of wood and heath "for the greater security of persons going through the said pass". From Shatterford the old course of the road goes through Romsley and Allum Bridge, to rejoin the present road at Quatt. The old survives as lane and tracks. The present road began life as a new turnpike built in the late 1820s by the Kidderminster turnpike trust, which had been responsible for the road as far as Quatford since 1760. Bridgnorth only became the northern end of the road in 1821. The trust remained responsible for the road until 1873.
North of Bridgnorth, the road formed part of the Stafford and Newport turnpikes. The Trust was established in 1763, becoming their third district, when their Act was renewed in 1783. Beyond Sutton Cross in Sutton Maddock the turnpike continued through Shifnal to Woodcote, where it joined another turnpike (now the A41 road). This continuation is now classified as the B4379 and the A4169 road.
The stretch immediately beyond Sutton Cross was part of the Madeley turnpike district, going to the Bucks Head on Watling Street. This was turnpiked in 1764, continuing southeast to the New Inn on Rudge Heath, but that stretch of road was evidently not improved until the 1960s, when it was upgraded to become the B4176. The northern terminus was altered in 1827 when the road from Balls Hill in Dawley to Bucks Head was discontinued in favour of an alternative route to Watling Street. The course of the road was altered again when a new major road was built to take traffic through the built up area of Telford New Town in the 1970s. Some of the old routes have completely disappeared.
The next section of the old route is from Watling Street to the smithy at Crudgington. The first part of this is now the A5223 road, but the new course of A442 then rejoins the old one. This was turnpiked in 1725 with the Shrewsbury to Crackley Bank section of Watling Street.
Further sections of the road are also former turnpikes.


Bert Greeves

Bert Greeves MBE (born Oscar Bertram Greeves, 5 June 1906 – 15 July 1993) was a British engineer who founded Invacar Ltd in 1942 and Greeves motor cycles in 1953. Twice married with one daughter, he was appointed MBE in 1972.
Early life.
Bert Greeves was born in Lyons, France in 1906 to English parents. His first job was as an engineering apprentice with the Austin Motor Company at their factory in at Longbridge, near Birmingham before setting up his own garage business in London. It was there that he built his first powered wheelchair for his disabled cousin, Derry Preston-Cobb, using an engine from a lawnmower. He developed it into a commercially viable vehicle and founded the Invacar Ltd in 1946 and won a major contract with the Ministry of Pensions for national supply of transport for the physically disabled throughout the 1950s and 1960s.
Encouraged by this success, Greeves decided to diversify into motorcycle manufacture and set up Greeves motor cycles in 1953. A keen trials rider in his spare time, he had started collecting veteran and vintage motorcycles, including a 1912 Triumph with the registration 'OLD 1'. Preston-Cobb also encouraged him to start the motorcycle business. Working together they developed a prototype using a 2-stroke 197cc single-cylinder engine sourced from Villiers Engineering - and a Greeves badge on the fuel tank. The motorcycles were really a sideline for the main business of producing the three-wheeled invalid cars, so development of the prototypes had to be fitted in when the production schedule allowed. The first Greeves motorcycle was developed in 1951 and featured a massive front down member combined in a large 'I-section' cast alloy beam, cast in a new light-alloy foundry that had been added to the Greeves factory. The tubular frame member was inserted into a mould and the main frame was cast around it, making for a very strong frame. Made from LM6 silicon-aluminium alloy, it was claimed to be stronger than tubular steel and proved capable of standing up to the rough treatment of international off-road trials competition. Protection was finished off with reinforced engine cradle plates which were also light alloy castings.
Later life.
The Greeves range of motorbikes, with small but powerful engines and light strong frames proved very successful in competition, beating the bigger factories heavier and larger capacity motorcycles. Greeves was successful in winning an important order to supply the Royal Artillery Motorcycle Display Team with motorcycles and developed the "Greeves Griffon".
A change in the safety legislation meant the end of the Invacar, which had been the mainstay of the company (even at the peak of motorcycle production. Greeves still answered the telephone as "Invacar Limited") Greeves decided that it was time to retire from the business and he was soon followed by his cousin Derry Preston-Cobb. The company floundered in 1976 and after a fire at the factory were unable to resume production and went into receivership. Married twice with one daughter, Bert Greeves died on 15 July 1993.
Honours.
Bert Greeves was appointed Member of the Order of the British Empire (MBE) in the 1972 New Year Honours, in recognition of the work he had done for the disabled through Invacar.


Buses in Portsmouth

Buses in Portsmouth are a form of public transport in the city of Portsmouth, England. Motor bus services in Portsmouth began in 1919, and were expanded in the 1930s following the closure of the Portsmouth Corporation Transport tram network. Trolleybuses were also operated between 1934 and 1963. Until 1988 the majority of services were provided by Portsmouth Corporation Transport, a municipal bus company owned by Portsmouth City Council. Other services into the city were operated by Southdown Motor Services, latterly as a subsidiary of the National Bus Company.
Prior to bus deregulation and the privatisation of National Bus Company in 1986, the Gosport & Fareham Omnibus Company was merged with the western part of Hants & Dorset in April 1983 to form the Provincial Bus Company which was sold to its employees in 1987 and renamed People's Provincial which then expanded into Portsmouth in the early 1990s. Southdown was sold to its management at privatisation. The municipal operation was sold to a consortium consisting of its employees and Southampton Citybus in 1988, and was rebranded as Portsmouth Citybus. In 1989 both Southdown and Portsmouth Citybus were sold to the Stagecoach Group, but the group was forced to divest most of the Portsmouth services and they were sold to Transit Holdings in 1991. The expanding FirstGroup acquired People's Provincial in 1995 and the Transit Holdings operation, by now trading as Red Admiral and Blue Admiral in 1996. The group's later acquisition of Southampton Citybus and Southern National saw the companies combined to form First Hampshire & Dorset, which provides the majority of services in the city today. Stagecoach in the South Downs, the name under which Southdown now trades, operates longer-distance services.
Coach services into Portsmouth are operated by National Express, which runs several routes to the city, and Stagecoach's Megabus coach division, which operates services to London in competition with National Express. Greyhound UK, a division of FirstGroup, served the city between 2009 and 2012. A coach service to Southampton operated by Solent Blue Line was withdrawn in 2009.
Urban services.
Beginnings (pre-1919).
The first horse-drawn bus service in Portsmouth began in 1840, and by the late 1850s such services had expanded to cover several different route. Horse-drawn trams were introduced in 1865, and progressively expanded over the following three decades. By the 1890s most of the horse trams and many of the horse bus routes were operated by the Portsmouth Street Tramways Company which was a subsidiary of The Provincial Tramways Company. In 1904, the last horse bus service was withdrawn. The tram system was purchased by Portsmouth Town Council and converted to electric operation in 1901, by which time it was operated as Portsmouth Corporation Transport (PCT).
Early attempts to introduce motorised buses to the city, including in 1906 by the Isle of Wight Motor Bus Company, proved unsuccessful. In 1906 and again in 1911, the council turned down proposals to supplement the tram network with buses. However, in 1919 ten vehicles were introduced on a single route, beginning an operation that would last for almost 70 years.
Council operations (1919–1986).
PCT soon faced competition from two private operators, Portsmouth & District Motor Services Ltd and the Southsea Tourist Company, who ran bus services over routes covered by the tram network. Twelve vehicles were added to the fleet in 1924 and two new routes introduced. One of the new routes, which originally terminated at Cosham, was extended to Drayton in 1925 in competition with a route provided by Southdown Motor Services, which retaliated by running more journeys into Portsmouth. A change in legislation in 1927 saw the routes return to their original form. The corporation's livery, previously scarlet and ochre, was changed to red and white in 1931 in response to Portsmouth gaining city status four years earlier.
The tram system began to decline in the 1930s. Trolleybus services replaced trams on one route in 1934, and by November 1936, all tram services in Portsmouth had been withdrawn. Bus and trolleybus services were reduced during World War II, when the city's dockyards were a target for bombing and its population depleted by evacuation and military service. Unusually, at this time there were two numbers (or letters for trolleybuses) for each route, depending on the direction. In 1946 an agreement was reached between PCT and Southdown to operate jointly on some routes. Leigh Park, which expanded rapidly after the war, was served for the first time in 1949; although this was intended to be a short-term measure prior to the introduction of trolleybus services, the route was never served by trolleybuses.
A number of new vehicles were added to the bus fleet in the late 1940s and 1950s, and in 1958 one-person operation was introduced. Trolleybus operation in Portsmouth ended in July 1963. From 1963 until the late 1970s PCT standardised on the double-deck Leyland Atlantean for new purchases, retaining much older vehicles for open-top services. In 1971 the company took the unusual step of purchasing twelve Atlanteans with single-deck bodywork.
Passenger numbers declined in the following decades, and services were reduced. PCT began private hire operation in 1980, and purchased its first coach in 1986. In October 1986, to coincide with bus deregulation and the privatisation of National Bus Company (NBC), Portsmouth Corporation Transport was reformed as Portsmouth City Transport, a limited company wholly owned by the city council.
Deregulation and changes of operator (1986–1991).
In 1987, a new operator began competing with Portsmouth City Transport. Trading as Red Admiral, it was jointly owned by newly privatised Southampton Citybus and the rapidly expanding Badgerline group. Badgerline sold its share in the venture to Southampton Citybus after less than a year.
In June 1988, Portsmouth City Transport was privatised. It was sold to a joint venture consisting of its employees and Southampton Citybus. The company was rebranded as Portsmouth Citybus and Red Admiral became a subsidiary of the company, operating largely with minibuses. While the main operation continued to use a variant of the red and ivory livery introduced in 1986, Red Admiral vehicles were painted into a red and black colour scheme. However, Citybus still faced strong competition from Southdown and People's Provincial, two former NBC subsidiaries which were now independent, and its finances were never entirely secure during its year of operation in this form.
In October 1989, the Stagecoach Group bought Portsmouth Citybus. The group already owned Southdown, which it had bought earlier in the same year, and merged the Portsmouth-area operations of that company with its new acquisition to form Southdown Portsmouth, operating from the former council depot in Eastney. Southdown's depot in Hilsea was closed and its operations transferred to Eastney. As part of the purchase, Stagecoach agreed that two routes operated by its Hampshire Bus subsidiary in Southampton would be given up to Southampton Citybus. Vehicles began to be repainted into Stagecoach's corporate livery of white with red, blue and orange stripes.
An inquiry by the Monopolies and Mergers Commission (MMC) into Stagecoach's acquisition of Portsmouth Citybus concluded in July 1990 that the takeover was against the public interest but had not caused any adverse effects, and that Stagecoach should not be made to sell the operation. Both Portsmouth City Council and Hampshire County Council, together with a number of bus user groups in the area and the employees' trade unions, had supported the takeover, as it was felt that Citybus could not have continued to trade in the long term. However, the decision by the MMC was over-ruled by Nicholas Ridley, then the Secretary of State for Trade and Industry and credited as the architect of bus deregulation.
Transit Holdings and FirstGroup (1991–present).
On 20 January 1991, Stagecoach's operations in Portsmouth were sold to Transit Holdings, a group formed from the privatisation of Devon General. The company's lease on the depot in Eastney expired in May, so the former Southdown depot at Hilsea West was reopened and used by Transit Holdings. Stagecoach retained a small number of services into the city which had been operated by Southdown prior to 1989, but others, including the route to Fareham, transferred to the new operation.
Under Transit Holdings ownership, bus operation in Portsmouth was completely remodelled. The Red Admiral name was revived as a trading name for services running to areas outside the city boundary, while Blue Admiral was introduced for routes entirely within the city. The entire fleet was replaced with minibuses, initially Ford Transits and later Iveco Daily vehicles for Blue Admiral and Mercedes-Benz 811D vehicles for Red Admiral services. Service frequencies rose to retain capacity, and Transit Holdings claimed that ridership had risen dramatically. However, some groups criticised the use of minibuses as having poor accessibility and giving uncomfortable ride quality.
Transit Holdings began to contract in the mid-1990s, and in April 1996 the Portsmouth operation was sold to FirstGroup. A month later it was merged with People's Provincial, which First also owned, and a new livery of red and cream was introduced to the enlarged company. Larger vehicles were restored to replace minibuses on most routes. In 2003 Provincial was further merged with Southampton Citybus and the eastern part of Southern National, both earlier acquired by First, to form First Hampshire & Dorset, officially based at the former Southampton Citybus depot in Portswood.
In December 2006 First Hampshire & Dorset was fined by the Traffic Commissioner for poor punctuality on its services in Portsmouth. The company stated that it had rerouted some services through the city to improve their performance. The provision of evening services in the city has been criticised by some local groups. In May 2011, some contracted journeys were cut after the city council was forced to implement spending cuts.
One route entirely within the city is provided by Stagecoach in the South Downs. Branded as Hoverbus, it is operated in conjunction with Hovertravel and connects the Southsea Hoverport with Portsmouth Harbour and the railway station at . This was previously run by Tellings-Golden Miller as their only bus service in the city, however on the loss of their National Express contracts to Lucketts Travel their Portsmouth depot was closed in January 2009 and the bus and operation of the route transferred to Stagecoach.
An inter-site bus service is operated by the University of Portsmouth to transport staff and students between different parts of the university. In summer 2012, Xelabus introduced an open-top service between The Hard and Eastney, restoring a form of service which had previously been common in the city but had ceased in 2002; however, the service was withdrawn in August 2012.
Long-distance services.
Early years and nationalisation (1920–1987).
Services originating outside the city were established in the 1920s by Southdown Motor Services and Hants & Dorset. The first was a joint route between Portsmouth and Southampton, introduced in 1922; this was followed a year later by a route linking the city to Winchester. In 1924 the routes were split at Fareham, with only Southdown continuing to serve Portsmouth. Two smaller operators in the area, Yellow Motor Service and Enterprise, were taken over by Hants & Dorset in 1924, returning their vehicles to Portsmouth.
Some Southdown routes did not initially reach Portsmouth city centre, but stopped short in nearby suburbs, an early example being a route between Cosham and Drayton. In 1925, PCT extended one of its routes to cover this section. In response, Southdown extended its route to serve Portsmouth city centre. The routes reverted to their original form in 1927. During the 1930s, Southdown maintained a bus station in Portsmouth. In 1946 the company arranged an agreement with PCT to enable joint running on routes in Portsmouth.
Both Southdown and Hants & Dorset became part of the newly formed National Bus Company in 1968. A new route along the coast from Portsmouth to Brighton was introduced by Southdown in 1975.
In 1983 Hants & Dorset was split to form four new companies. The eastern end of its former operating area, which included its few services into Portsmouth, were merged with the former Gosport & Fareham Omnibus Company to form the Provincial Bus Co. When NBC was privatised in the mid-1980s, Provincial was the only company to be sold under an Employee Share Ownership Plan, becoming independent in May 1987. Southdown was sold to its management in October 1987, and both companies quickly made changes.
Deregulation and ownership changes (1987–present).
Following privatisation, Southdown reintroduced its pre-1968 colours of light green and cream. It was taken over by the Stagecoach Group in August 1989. Two months later the same group acquired Portsmouth Citybus and merged the latter with the majority of Southdown's operations in the city to form Southdown Portsmouth. Southdown's depot at Hilsea was closed and operations moved to the former Portsmouth Citybus depot at Eastney. Stagecoach was forced to sell its Portsmouth operations, which passed to Transit Holdings in January 1991, together with the Hilsea site, which was reopened. Southdown retained a small number of services in the city, but its presence was reduced from that prior to 1989. Southdown's legal name was changed to South Coast Buses in April 1992, and its western operations were rebranded to Coastline Buses.
Provincial, meanwhile, rebranded itself as People's Provincial, using a dark green and cream livery. It substantially expanded its operations in Portsmouth after Transit Holdings acquired Portsmouth Citybus, believing that its use of minibuses had left a gap in demand for services using larger vehicles. Former NBC vehicles such as the double-deck Bristol VR and single-deck Leyland National were used on most routes. The company was taken over by FirstGroup in October 1995. First acquired Portsmouth Citybus from Transit in April 1996 and merged the two under the Provincial name, giving the company complete dominance over routes within Portsmouth. Like PCT, it is now part of First Hampshire & Dorset.
Coastline Buses continued to be used as a trading name by Stagecoach until 2003, when its depot in Eastbourne was closed and the surviving operations rebranded to Stagecoach in the South Downs. The name Stagecoach in Portsmouth was adopted for its services around the city.
Stagecoach introduced 21 new buses to route 700, the Brighton-Portsmouth service introduced in 1975, after its passenger numbers doubled in five years up to 2010. The route is branded as "Coastliner", and has its own website.
Countryliner, an independent operator, also served Portsmouth during the early 21st century. One journey per week in each direction ran on route X92, a Saturday-only service originating in Midhurst operated under contract to West Sussex County Council. The route was withdrawn in October 2011 following cuts to council funding.
Coaches.
Portsmouth is served by National Express, which operates a number of routes to the city and currently provides twelve journeys per day between London and Portsmouth, offering journey times of around two hours. A competing service between the two cities was introduced by Megabus, a division of the Stagecoach Group, in February 2004. Further competition on the corridor appeared in September 2009, when Portsmouth and Southampton became the first destinations to be served by Greyhound UK, owned by FirstGroup; this service ceased in November 2012.
Solent Blue Line operated a service linking Portsmouth to Southampton for four years from 2005. Prior to Blue Line's involvement, the route had been funded by both cities' council, but this did not continue. Latterly branded as the Solent Shuttle, the route was reduced in frequency in 2007 and finally withdrawn as loss-making in February 2009.
Park and ride.
Portsmouth is served by a park and ride service from a site at Tipner, close to the M275 motorway. The site opened in April 2014 at a cost of £28 million, providing 650 car parking spaces and including a new junction on the motorway and bus priority measures. The service was reported to have attracted over 7,000 passengers in the first week of operation.
A park and ride site at Tipner had earlier been proposed in 2007 as part of Portsmouth F.C.'s proposal to construct a new stadium. The site had previously been earmarked by the city council for a 2,000-space car park with a bus link to the city. The stadium project was later postponed.
Another park and ride bus service is operated in Portsmouth on Saturdays and some bank holidays. It runs from a site in North Harbour to the city centre and Portsmouth Harbour.
Infrastructure.
The Hard Interchange is the main bus station in Portsmouth. Portsmouth City Council stated its intention to improve the site in August 2008. Work commenced in autumn 2015, with some revision to roads in the vicinity together with temporary bus stop provision on The Hard itself. The work was completed in June 2017.
The city has several bus lanes, and two routes are the subject of quality bus partnership schemes between operators, the city council and Hampshire County Council. First Hampshire & Dorset's route 41, which used to run between Clanfield and Portsmouth and was marketed as Zip, was the subject of a quality bus partnership between First and three councils which utilises several features including bus priority measures. It has now been replaced by The Star service, running today as route 7.
In 2004 the city became one of the first in the world to introduce real-time information to all of its bus stops and buses. The system was designed and developed by the city council and USA-based firm MeshNetworks.


Antrim Road

The Antrim Road is a major arterial route and area of housing and commerce that runs from inner city north Belfast to Dunadry, passing through Newtownabbey and Templepatrick. It forms part of the A6 road, a traffic route which links Belfast to Derry. It passes through the New Lodge, Newington and Glengormley areas of Northern Ireland amongst others.
History.
The Antrim Road was initially a much shorter road than it is now and this smaller exit from the city centre was originally known as Duncairn Street. It took its present name from the fact that it links to Antrim town, a role that was previously filled by what is now the Shankill Road, which lies west of the Antrim Road.
The road was one of the areas of the city to suffer sustained bombardment by the Luftwaffe as part of the Belfast Blitz of April and May 1941 and was amongst those hit the hardest resulting in a high number of casualties. The Waterworks on Antrim Road, Belfast's principal source of water, was one of the Luftwaffe's targets. On the night of 15/16 April 1941 German bombers launched their deadliest attack on Belfast. Shortly after the air raid sirens sounded at 10.40 pm, the Luftwaffe bombers began dropping incendiaries, powerful explosive bombs and parachute mines. North Belfast was first to be attacked and bore the brunt of the bombardment with entire swaths of terraced houses levelled. The Antrim Road in particular took the full force of the air raid which resulted in an inferno that engulfed the street. The Auxiliary Fire Brigade was unable to put out the conflagration as the water mains had been broken in 20 places. Victoria Barracks, in the New Lodge area, had been destroyed by a number of direct hits. Burke Street, which ran between Annadale and Dawson streets, was totally obliterated by bombs, its 20 dwellings flattened and all of the occupants killed. The Ministry of Public Security ordered the killing of 23 animals from the nearby Belfast Zoo as it was feared the air raids would lead to the animals escaping thus posing a risk to the populace. The animals which were shot included a tiger, a lynx, a hyena, a black bear, two polar bears, and six wolves.
Lower Antrim Road.
The Antrim Road begins at Carlisle Circus, a roundabout north of the city centre just past the Westlink motorway. It is one of four exits from Carlisle Circus, the others being the Crumlin Road, a major arterial and residential route that forms part of the A2, Clifton Street which leads back to Belfast city centre, and Denmark Street which leads to the area of the Lower Shankill Road known locally as Beirut.
Annesley Street is located near the beginning of the road and it features the Greenville Hall Synagogue, the former centre of the Jewish community in Belfast. Opened in 1904 after a sizeable donation from Otto Jaffe it served as the city's synagogue for a number of years before more modern premises further up the road were secured. The area was noted for its Jewish population, with many Russian Jews fleeing persecution settling there in the later nineteenth and early twentieth centuries. The synagogue is close to St Malachy's College, a historic Catholic grammar school for boys which has produced several .
The New Lodge district of Belfast is located to the south of St Malachy's College and centred on the New Lodge Road, which links the Antrim Road to North Queen Street. New Lodge is bordered on the north by Duncairn Gardens with the loyalist Tiger's Bay forming an interface area. It is one of the older areas of the Antrim Road, although it was previously known as the Pinkerton Row area.
There are two public parks in this part of the Antrim Road, the Waterworks on the corner of the Cavehill Road and Alexandra Park, which in 1994 was divided in two by a fence after clashes between Newington republicans and Shore Road loyalists. The fence remains in place although a gate was added in 2011 permitting limited access from one side to the other. This area of the Antrim Road also hosts Saint Ignatius', a building used by the Russian Orthodox Church Outside Russia, having previously been occupied by the Antiochian Orthodox Church.
The Cliftonville Road faces the New Lodge area and it runs Northwest, linking up with the Oldpark Road as it heads towards the Ardoyne area. It was built in the 1890s to link the Antrim Road with the Old Park Road (as it was known at the time). Belfast Royal Academy, a voluntary grammar school founded in 1785, is located on the Cliftonville Road. Solitude, the home of Cliftonville F.C., is also located on a street just behind the Cliftonville Road. Both Cliftonville Cricket Club and Cliftonville Hockey Club originated in the area. All three clubs came under threat during the early days of the troubles for being perceived as Unionist clubs. The Cricket and Hockey clubs vacated after their grounds were looted and firebombed in 1972 while the Football club was adopted by the local Nationalist community in the aftermath of the nearby Distillery club also losing their grounds in the violence.
Cavehill to Bellevue.
The Cavehill Road, which runs Northwest off the Antrim Road, takes its name from Cavehill, a large basaltic hill that dominates the skyline over much of the Antrim Road. The Cavehill Road is itself an interface, separating the traditionally Protestant Westland Road and the Catholic areas known as "Little America" although co-operation between community groups aimed at decreasing tensions has increased. The Westland estate was previously home to the Shoukri brothers, two dominant figures in the North Belfast Brigade of the UDA who subsequently fell out of favour. Cliftonville Golf Club is also located on Westland Road.
The Antrim Road Police Service of Northern Ireland station is located close to the Cavehill Road junction. Nearby is Skegoneill Avenue, the entry to which is marked by the imposing Fortwilliam and Macrory Presbyterian Church, which was opened in 1885. a football stadium of the same name is also located on the Avenue and is the home of the minor league side Brantwood F.C. The ground has also been used by Newington Youth Club F.C., a club that originated in the Newington district but which has led a peripatetic existence due to a lack of a home ground. The area is also the location for Dunmore Park Camp, a facility used by the Territorial Army to house the North Irish Horse.
Beyond this section of the road there are the Salisbury and Chichester Park areas, which are largely made up of middle class private housing. St Peter's, a historic Church of Ireland church built in 1900, is found in this section of the Antrim Road, facing the North Circular Road. This road leads back to the Crumlin Road, passing through the loyalist Ballysillan area.
The upper section of the Antrim Road in Belfast is variously known as Downview and Bellevue, with both areas mostly made up of large detached and semi-detached private houses. The Somerton Road, which runs alongside the Antrim Road at this part, is the current location of the main synagogue for the Belfast Hebrew Congregation. "Lisbreen", the official residence of the Bishop of Down and Connor, is also located on the Somerton Road. Belfast Castle is located in Cavehill Country Park overlooking the Antrim Road in the Downview area. The Bellevue area is also the location of Belfast Zoo. Overlooking the north shore of Belfast Lough, this elevated coastal area enjoys the mildest climate in Belfast and is one of the few areas of the city where palm trees and other semi-tropical plants have been successfully grown.
Outside Belfast.
The border between Belfast and Newtownabbey forms soon after the Antrim Road passes over the M2 motorway. The road then passes through the Glengormley suburb of Newtownabbey and forms its main shopping district. Barron Hall, a venue used by the Newtownabbey Community Forum which involves both communities, was targeted in a sectarian arson attack in July 2010 having been mistaken for an Orange hall. Glengormley police station is also located close to Barron Hall. The road continues through the residential areas of Glengormley until it reaches Sandyknowes roundabout at which point it diverts into the industrial areas of Mallusk, also passing through the City of Belfast Golf Course.
Following Mallusk the Antrim Road enters a mainly rural area in which it is largely parallel to the M2. This continues until the roundabout junction with the Ballyclare Road, when the Antrim Road forms the main thoroughfare through the village of Templepatrick. After more countryside the road ends at Dunadry, where it changes its name to the Belfast Road. Under various names this road continues as the A6 to Derry.
Politics.
The Antrim Road passes through three separate constituencies for UK House of Commons and Northern Ireland Assembly elections i.e. North Belfast, East Antrim and South Antrim. The North Belfast parliament seat is held by John Finucane of Sinn Féin whilst the corresponding Assembly seats are held by Paula Bradley and William Humphrey and of the DUP, Carál Ní Chuilín and Gerry Kelly of Sinn Féin and Nichola Mallon of the Social Democratic and Labour Party (SDLP). The East Antrim parliamentary seat is held by Sammy Wilson (DUP) with the Assembly seats held by David Hilditch and Gordon Lyonsof the DUP, Roy Beggs Jr and John Stewart of the Ulster Unionist Party (UUP), and Stewart Dickson of the Alliance Party of Northern Ireland (APNI). The MP for South Antrim is Paul Girvan (DUP) whilst the MLAS for the seat are Trevor Clarke and Pam Cameron of the DUP, John Blair of the APNI, Steve Aiken of the UUP and Declan Kearney of Sinn Féin.
Much of the Antrim Road is within Belfast City Council, specifically the Castle and Oldpark district electoral areas. Castle is represented by Lydia Patterson and Gut Spence of the DUP, Mary Campbell and Tierna Cunningham of Sinn Féin, David Browne of the UUP and Pat Convery of the SDLP. The seats in Oldpark are held by Daniel Lavery, Conor Maskey and Gerard McCabe of Sinn Féin, Ian Crozier and Gareth McKee of the DUP and Nichola Mallon of the SDLP.
After Belfast the road enters the territory of Newtownabbey Borough Council where it is contained within the Antrim Line area. The seven councillors for this area are Audrey Ball and Paula Bradley of the DUP, Marie Mackessy and Gerard O'Reilly of Sinn Féin, as well as John Blair (APNI), Mark Cosgrove (UUP) and Noreen McClelland (SDLP).
Following this the remainder of the road is contained within the Antrim South East area of Antrim Borough Council. The councillors are Sam Dunlop and Roy Thompson of the DUP, Paul Michael and Mervyn Rea of the UUP as well as Thomas Burns (SDLP), Alan Lawther (APNI) and Annemarie Logue (Sinn Féin).
Education.
As well as St Malachy's College and Belfast Royal Academy other secondary schools on or close to the Antrim Road include Dominican College, Fortwilliam, Blessed Trinity College (amalgamation of St Patrick's College, Belfast, and Little Flower Girls School), and Hazelwood Integrated College on the neighbouring Whitewell Road. Castle High School which was established on the site of Dunlambert Boys Secondary School in 1985 closed in 2009. Several primary schools are found in and around the Antrim Road including Edmund Rice, Holy Family, Currie Primary School, St Therese of Liseux Primary School and Our Lady of Lourdes Primary School.
The Troubles.
The Antrim Road was the scene of several high-profile attacks and killings during the conflict known as the Troubles. The area was said to be notorious for the high level of paramilitary activity, prompting locals to dub the area from New Lodge to Newington the "murder mile" given the high number of locals killed by loyalists. It had previously had a fairly mixed population although the outbreak of the violence saw a significant demographic shift as Protestants moved out, leaving behind a mainly Catholic population in the lower areas of the road. The Provisional Irish Republican Army (PIRA), Ulster Volunteer Force (UVF) and Ulster Defence Association (UDA) were all active in the area. Indeed, as late as 2011 the Antrim Road was still being affected by the hangover of the Troubles when in January of that year the Glandore area around Skegoneill Avenue was closed due to a car bomb left by dissident republicans.
PIRA.
The PIRA, specifically the Third Battalion of the Provisional IRA Belfast Brigade, was for a long time active in the republican districts on the lower Antrim Road. One of the group's earliest attacks in the local area occurred on 29 October 1971 when a Royal Ulster Constabulary (RUC) officer was killed by a bomb at the police base on the Antrim Road. On 21 July 1972, two Catholic women (Brigid Murray and Margaret O'Hare) and a Protestant teenager (Stephen Parker) were killed when a bomb detonated on Cavehill Road as part of the Bloody Friday bombings when the Provisional IRA exploded 22 bombs across Belfast in the space of eighty minutes. Shootings between the PIRA and the security forces were regular events in the New Lodge area during the early 1970s and on 4 February 1973 one of these resulted in the deaths of an IRA volunteer and three civilians, were shot dead by British Army snipers. PIRA sniper attacks resulted in the deaths of an RUC officer on 16 October 1973 and a British soldier on 21 March 1974. Both had been on patrol on the Antrim Road when they were hit. The Provisionals also shot and killed a man in September 1974 on Newington Street. A piece of cardboard was found nearby that had written on it: "this is the penalty for a sexual assault on a child of seven years old at the Waterworks". After the shooting a caller rang the "Irish News" and said it had been a "punishment shooting" carried out by the IRA. On 24 September 1976 they killed two more men, a UDA member and a Protestant civilian, at Cavehill Inn on Cavehill Road, Belfast.
The PIRA returned to its sniper activity on the Antrim Road during the 1980s, killing a soldier on 2 May 1980 and an RUC officer in Duncairn Gardens on 6 May 1981.
21 October 1981: A UDR soldier was shot dead outside Belfast Zoo. This was followed on 8 January 1982 by the killing of an Ulster Defence Regiment soldier who was working at an Antrim Road petrol station. A further RUC officer was killed on 23 June 1987 during another gun attack on the road's police station.
On 16 March 1989 the PIRA killed John Irvine, a senior member of the UVF at his home in the Skegoneill area after a unit entered his home and shot him 15 times at close range. Later that same year a civilian was killed on the Cavehill Road in what "The Sunday Tribune" reported had been an error, with a loyalist paramilitary again the intended target. The Belfast Brigade issued an apology and confirmed it had been a case of mistaken identity. Their last major attack in the area also occurred on the Cavehill Road on 30 December 1992 when a British soldier who lived there was killed at his home. Two IRA volunteers burst into the house armed with AK-47 assault rifles and shot the soldier at least 13 times at close range. The soldier's wife claimed that IRA volunteer Thomas Begley was one of the gunmen.
UVF.
UVF activity during the early 1970s helped to earn the road its "murder mile" nickname with a number of killings and attacks carried out by the paramilitary organisation. On 4 June 1972 they shot dead a Catholic civilian at his shop on Annesley Street and nineteen days later they carried out a drive-by shooting on a group of Catholics standing outside a bank at the corner of Antrim Road and Atlantic Avenue. One Catholic civilian was killed and another wounded. On 25 September 1974 a further Catholic civilian was killed by the UVF on the Limestone Road.
Using thecover name of Protestant Action Force (PAF), the UVF claimed responsibility for blowing up the Christian Brothers Past Pupils Union building on 21 May 1975. This was followed on 17 October the same year by the murder of a Protestant taxi driver on the Cavehill Road, with the group wrongly assuming that he was Catholic. On 17 January 1976 they launched a no-warning bomb attack on Sheridan's Bar at New Lodge Road, Belfast. Two Catholic civilians were killed and 26 wounded. This was followed on 5 November 1976 by the shooting of a 15-year-old Catholic civilian as she stood outside a friend's home on Newington Street. She died the following day. It is believed the UVF was responsible.
UVF activity in the area tailed off thereafter, apart from the killing of a Catholic civilian in a shop on 1 September 1979 and a further killing by the "Protestant Action Force" on 19 July 1986. However the UVF killed two Catholic civilians on the Antrim Road within the space of three weeks in November 1990, one at his home in Spamount Street in the New Lodge and the other at his Duncairn Gardens workplace. The group's last killing occurred on 17 February 1994 when a Catholic civilian living on Skegoneill Avenue was killed at his home by the Red Hand Commando.
UDA.
Although the North Belfast Brigade was not often the most active of the UDA's six area, the Antrim Road's proximity to the Lower Shankill Road, the stronghold of the UDA West Belfast Brigade, ensured that the UDA was also active locally. The first killing to be identified in the area as the work of the UDA occurred on 4 May 1972 when a Catholic civilian was found stabbed-to-death in an entry between Baltic Avenue and Atlantic Avenue in the Newington area. Later, on 16 May 1974, a UDA member shot dead a Catholic civilian at the Edlingham Street/Stratheden Street junction. She had stopped to talk to a friend. A witness said the gunman emerged from the loyalist Tiger Bay area. There had been sporadic trouble in the area that day and locals complained that the British Army had done little to stop UDA activity nearby. This was followed on 14 June 1975 by the killing of a Catholic civilian in a drive-by shooting on New Lodge Road, Belfast. On 27 August 1976 UDA members petrol-bombed the home of a young Catholic family on Hillman Street, just off the Duncairn Gardens interface. Two Catholic civilians and their ten-month-old baby were killed. The killing of another Catholic civilian on the Cavehill Road on 27 May 1978 brought an end to UDA shootings in the area for some ten years however.
The UDA returned to action on the Antrim Road on 10 May 1988 when, using the Ulster Freedom Fighters code name, the UDA claimed responsibility for shooting dead a Catholic civilian at his home on Newington Street. This was followed on 12 February 1989 by what would later become one of their most notorious actions when UDA members entered the home of Pat Finucane on Fortwilliam Drive, off the Antrim Road and shot him dead. The killing has since been at the centre of allegations regarding collusion between loyalist paramilitaries and the British security forces.
The UDA committed two further killings in the area during 1993, killing a Catholic woman at her Fortwilliam Park home on 30 August 1993 and a Catholic man at his home on Newington Avenue on 15 October 1993, with both victims civilians. Their last killing on the road came after the collapse of the 1994 Combined Loyalist Military Command ceasefire when, on 1 September 1996 they shot dead a Catholic civilian outside his friend's house on Skegoneill Avenue.


Vincent Grey Flash

The Vincent Grey Flash is a British motorcycle made between 1949 and 1952 by Vincent Motorcycles. Advertised as "By Black Lightning out of Comet" this 500cc single racer is very rare as only 31 were produced.
Development.
Vincents had a close association with motorcycle racing and the Phil Irving designed Vincent Comet provided the basis for the Series C 499cc Grey Flash racer. Tuned and stripped down to as a 500 cc version of the 1,000 cc Vincent Black Lightning, the new 'Flash' was capable of 115 mph with a power output of 35 bhp 6,200 rpm.
Prototypes were raced in late 1949 and the last model was produced in 1952. The small numbers produced mean that there was plenty of variation of the specification. Earlier models were finished with chrome on the fuel tank and lower fork link but towards the end of production in 1952 this was replaced by grey paint. As well as the Burman BAR gearbox, Vincent also experimented with AJS 7R gearboxes but used Albion gearboxes for most of the machines produced.
Variants.
The Grey Flash was produced in Racing, Dual Purpose and Road models, as well as Show models and a number of 'TT specials'.
Production.
There is a debate about the number of Vincent Grey Flash motorcycles produced as although the official register lists thirty one, several are known to have been rebuilt. Many surviving Grey Flash motorcycles have been raced and modified to meet changing racing regulations or have been restored using the higher specification of the special show and TT machines for reference, so 'correct' examples are very rare.
Racing success.
When he was 16 world champion racer John Surtees was an apprentice at the Vincent factory. He made his first headlines in 1951 when he gave Norton star Geoff Duke a strong challenge in an ACU race at the Thruxton Circuit In 1952 John Surtees set a new lap record on his first outing of the season at Brands Hatch and throughout the early 1950s was virtually unbeatable on his Vincent Grey Flash racer.
Museum exhibits.
The National Motorcycle Museum (UK) has a fully restored Vincent Grey Flash which features a special large-capacity fuel tank designed for the Isle of Man TT, which Vincent contested with four special Grey Flashes in 1950.
The Solvang Vintage Motorcycle Museum in Solvang, California also has one of the four 1950 TT Racers which was owned by Ted Davis, Vincent's Chief Engineer. The exhibited bike has an experimental larger valve head and a large aluminium crank pin. Only one of the four Grey Flashes, (ridden by works racer Ken Bills), finished the race in 12th place.
The Australian National Motor Museum of road transport history in Birdwood, South Australia has a 1950 Grey Flash.


Hazlewoods Limited

Hazlewoods Limited of Coventry were manufacturers of bicycles from 1895, and motorcycles from 1911 until closure 1923. They were typical many British companies who proceeded from bicycle manufacture to motorised bicycles, a change made possible by engine and geared hub suppliers.
Origins.
James Hazlewood started making bicycles at Bishopsgate Green, Foleshill in Coventry from 1876 as The Hazlewood Cycle Company. In 1888 John Warman (who was manufacturing 'Rival', 'Albion', and 'Triumph' bicycles and tricycles as Warman & Co at Albion Mills) joined forces to form Warman & Hazlewood. This new company produced bicycles under the 'Albion' and 'Rival' names at Albion Mills. John Warman left the business in 1895, emigrating to America, and other members of the Hazlewood family had joined the business, which was renamed Hazlewoods Ltd. In about 1905 the business started making sidecars for motorcycles.
Motorcycles.
In 1911 they launched their own Hazlewood motorcycle built in Albion Mills, West Orchard, Coventry. There were different engine options, all of them using single cylinder or V-twin engines supplied by J.A. Prestwich (J.A.P.). The most popular model used the J.A.P. 5-6 horsepower V-twin engine (70 mm bore, 85 mm stroke). This type of engine being supplied by J.A. Prestwich to several manufacturers as being well suited to sidecar work (but also providing a powerful solo motorcycle). The smaller capacity motorcycles included one of 300 cc, of which one example survives from 1912. Gearing was provided by a three speed Armstrong rear hub, similar to the three speed hub gear used on their bicycles, which they continued to build.
In mid-1914 they updated the motorcycle design by adding a three-speed 'countershaft' gearbox complete with integral kick-start. Although Sturmey-Archer were offering a 3-speed countershaft gearbox with integral kick-start from this date, it is not clear that the one used by Hazlewood was a Sturmey-Archer product. The new gearbox required the addition of an extra down-tube at the rear of the frame. The company offered a service to existing owners to retrofit this to their machines, so earlier examples may be found with the three speed gearbox. Later in 1914 they launched a middleweight single cylinder motorcycle again using a J.A.P. engine, this time of 90 mm bore, 93 mm stroke (592 cc) rated at 4 horsepower. This used similar cycle parts to the V-twin including the three speed gearbox. A smaller engined machine with a 2- horsepower J.A.P. engine continued to be available, this using a Sturmey-Archer 3-speed hub (Sturmey-Archer bought the Armstrong-Triplex Three Speed Company from the New Hudson Cycle Company in 1914).
During the 1914-1918 war Hazlewoods had to suspend motorcycle production "being engaged in munitions of war".
A 1922 V-twin example of the motorcycle complete with sidecar is on display at the Coventry Transport Museum. From an advert of the period the engines sizes available in 1922 for the sidecars were 770 cc or 976 cc. The company continued to make smaller motorcycles, including 292 cc and 346 cc solo machines, all using J.A.P. engines. These later examples could be had with rear chain drive (instead of belt drive). Hazlewoods displayed motorcycles at the Olympia Motorcycle Show at the end of 1922, however production ceased around 1923-1924.
A new company was formed in 1926, "The New Hazlewood Cycle Co.", however this was short-lived and failed in 1928.


Saltash Tunnel

The Saltash Tunnel is a road tunnel on the A38 at Saltash in Cornwall, UK and was opened in 1988.
The central lane operates as a reversible lane to cope with holiday and rush hour traffic and the speed limit is 30 mph. The tunnel is used by more than 38,000 motorists per day and is 410 m long. It was designed by Mott, Hay and Anderson, built by Balfour Beatty, and has a design life of at least 100 years.
Construction.
During construction of the tunnel a problem was encountered with flooding due to the saturation of the surrounding rocks. The resultant flow of water was channelled through the tunnel, hidden by a decorative cladding. Within a few months this cladding had begun to crack and water entered the part of the tunnel reserved for traffic; although no structural problems were found the water staining on the cladding gave the impression of a poorly built tunnel. This was commented upon in Parliament by the local MP, Colin Breed, and a £7.4 million renovation project was contracted to Skanska to provide for a new tunnel lining and improvements to the electrical system.


Abbey Panels

Abbey Panels Ltd., originally The Abbey Panel & Sheet Metal Co. Ltd., was a Warwickshire-based coachbuilding company founded on Abbey Road, Nuneaton in 1941, initially assembling Supermarine Spitfires for the ongoing war effort. The original partners were Edward Loades, Les Bean, Bill Woodhall and Ernie Wilkinson. As the business grew they expanded to Old Church Road, Coventry before having their main manufacturing plant on the well known Bayton Road Industrial Estate in Exhall. In 1967, Ted Loades listed the business on the London Stock Exchange (LSE) and it became known as Loades PLC, with Abbey Panels its main brand, alongside Albany Zinc (castings), Loades Dynamics (machining) and Loades Design (automotive styling) (previously known as Descartes Design).
The company specialised in producing handmade prototype car bodies and did so for many notable car companies including: Bristol Cars, Lea Francis, Jaguar Cars, Rover, MG, Healey, Rolls Royce, Buick, Lincoln, Volvo and BMW amongst others. They fashioned the bodywork of cars such as the Le Mans winning Ford GT40, numerous Jaguars (XK120, C-type, D-type, E-type, XJ13, XJ220, XK180), the original Mark I Land Rover Station Wagon, Jim Clark's Lotus 38 and Stirling Moss's 1957 Pescara Grand Prix winning Vanwall. They also produced many specialist parts for the aerospace industry, particularly for Rolls-Royce plc, such as the Rolls-Royce Pegasus engine duct of the Harrier Jump Jet.
In 2002 the company stopped much of its manufacturing and began a phased closure of the Abbey Panels plant in Coventry. They continued to run their aerospace engineering and machining company for some time, and refocused their efforts on redeveloping their industrial properties.


Sunbeamland

Sunbeamland is the name for a manufacturing complex close to the centre of Wolverhampton, near England's "Black Country". Sunbeamland is where John Marston, a design engineer and entrepreneur, developed several large clusters of factory buildings. The name "Sunbeamland" is derived from the Sunbeam range of motorcycles. A mile south of Sunbeamland, in Blakenhall, lies the Sunbeam Motor Car Company and Villiers Engineering, which became two of Wolverhampton's most important industries.
Sunbeamland - Sunbeam Cycle Works.
Sunbeamland was John Marston Limited's bicycle and motorcycle factory on Wolverhampton's Paul Street fronting onto the Penn Road island now that the other side of the street has been cleared. They were built on the site of Edward Perry's Jeddo Works, which Marston had bought from Perry's estate in 1871.
The building, disused since the late 1990s, was declined Listed Building status by English Heritage but Wolverhampton City Council provided their own local 'listed' status.
Villiers Engineering Works - Blakenhall.
Villiers Engineering's first premises were a mile south of Sunbeamland in Blakenhall. They had been Edward Bullifant’s Blakenhall Tin and Japan works premises on the east side of Upper Villiers Street close to St Luke's church. They were bought by John Marston in 1898 to house a new business to be run by Marston's son to make components for Sunbeam cycles. The son bought the business from his father in 1902. Just before the First World War they began to make small two-stroke petrol engines.
Sunbeam Motor Car Company - Moorfield Works Blakenhall.
Moorfield Works, the new buildings built in 1905 on the site of Moorfield House for the new Sunbeam Motor Car Company. The house and its grounds bought by Marston in 1898 were on the southern boundary of the first Villiers Engineering premises. The first Sunbeam car was built in the house's old stables. The works are on the opposite side of Upper Villiers Street.


A482 road

The A482 road is in Ceredigion and Carmarthenshire, Wales. It links Aberaeron at the junction with the A487 road with the A40 road at Llanwrda near Llandovery. It is long.
History.
Originally, the road from Aberaeron to Lampeter was styled the B4340. By 1927, it had been upgraded to the A4115. In 1935, during a widespread revision of road numbering, the Newcastle Emlyn to Lampeter road became the A475 and the number A482 was allotted to the Aberaeron to Lampeter road. At the eastern end of the road, the original terminus was with the A481 in Landovery, half a mile from where that road joins the A40. This changed with the 1936 revision and the eastern terminus of the A482 was rerouted to Llanwrda.
Route.
The route from Aberaeron, where it branches off the A487, joins the A40 at Llanwrda, is generally orientated from northwest to southeast. Running through the pleasant countryside of the Aeron Valley, it passes the Grade 1 listed manor house of Llanerchaeron near Ciliau Aeron. The B4339 branches off to the right and the A482 continues to the village of Ystrad Aeron where the B4342 branches off to the right. After continuing through the village of Temple Bar, it enters Lampeter to join the A485 road. Within a few hundred yards the A475 road branches off to the right and just south of the town the A482 crosses the River Teifi and enters Carmarthenshire and the A485 Carmarthen road branches off to the right. Still travelling southeastwards, the A482 climbs to higher elevations and passes through grasslands and wooded areas. It crosses the River Cothi at Pumsaint and continues winding through rural scenery to Llanwrda.