OWNERS CLUB BULLETIN

November / December 2020

LIMITED BY GUARANTEE

LIMITEDRegistered BY GUARANTEE Office: Abberley Cottage, 7 DowlesRegistered Road, Office:Bewdley, Worcs., DY12 2EJ AbberleyCompany Cottage, Registration 7 Dowles No. 574562Road, Bewdley, FoundedWorcs., DY12 June 19562EJ CompanyPresident Registration : Sally Railton No. Joslin 574562 Vice President Founded : John June Dyson 1956 President : Timothy Railton Vice President : John Dyson

HONORARY DIRECTORS Chairman : PETER PHIPPS HONORARY DIRECTORS ChairmanArbour Grange, : PETER Sandy PHIPPS Holt, Fairmile Avenue, Cobham, Surrey, KT11 2TT ArbourTelephone:Chairman Grange, :01932 MICK Sandy 867090 JARVIS Holt, E Fairmile- mail: [email protected] Avenue, Cobham, Surrey, KT11 2TT Telephone:The Barn, Boulters 01932 867090 Lane, Maidenhead,E-mail: [email protected] Berkshire, SL6 8TJ Secretary : MAX HUNT Telephone: 01628 674116 E-mail: [email protected] Abberley Cottage, 7 Dowles Road, Bewdley, Worcs., DY12 2EJ Secretary : MAX HUNT Telephone: 01299 401135 E-mail: [email protected]. AbberleySecretary Cottage, : MAX HUNT7 Dowles Road, Bewdley, Worcs., DY12 2EJ Telephone:SparesAbberley Registrar Cottage, 01299 401135:7 GEOFF Dowles E Road,MOORE-mail: Bewdley,[email protected] Worcs., DY12 2EJ Moorhays,Telephone: Rhosgoch, 01299 401135 Builth E Wells,-mail: [email protected], LD2 3JY TechnicalTelephone: Advisor01497-851296 : GEOFF E-mail: MOORE [email protected] Moorhays, Rhosgoch, Builth Wells, Powys, LD2 3JY Telephone: 01497-851296 E-mail:COMMITTEE [email protected] MEMBERS COMMITTEE MEMBERS Treasurer : ROGER MAYNE WoodsideFinancial enquiriesCottage, 11 should Stanford be sentRoad,COMMITTEE via Great E-mail: Witley, [email protected] MEMBERSWorcs., WR6 6JG Telephone: 01299-896457 E-mail: [email protected] TreasurerBulletin Editor : ROGER : NEIL MAYNE THORP Bulletin Editor : NEIL THORP 7Ridgewood Greenbank, Grange, Polruan, Chilton Fowey, Road, Cornwall, Upton, PL23 Didcot, 1QP Oxon., OX11 9JL Ridgewood Grange, Chilton Road, Upton, Didcot, Oxon., OX11 9JL TelephoneTelephone:: 01726 01235 870943 850756 E -Email:-mail: [email protected] [email protected] Telephone: 01235 850756 E-mail: [email protected]

BulletinRegistrarSpares Registrar Editor : MIKE : NEIL: STENHOUSEMIKE THORP STENHOUSE Ridgewood17 Peasehill Grange,Close, Rawdon, Chilton Road,Leeds, Upton, LS19 6EF Didcot, Oxon., OX11 9JL Telephone: 012350113-2504896 850756 E--mail:mail: [email protected]@[email protected]

Publicity/Website: BRYAN TYRRELL SparesRegistrar Registrar of Cars : :MIKE TOBY STENHOUSE SHARP Claremont, The Meads, Stanstead, Essex, CM24 8QA 17Hele Peasehill Cottage, Close, Hele Rawdon, Cross, Ashburton, Leeds, LS19 Newton 6EF Abbot, Devon, TQ13 7QX Telephone: 01279 812113 E-mail: [email protected] Telephone: 011301364-2504896 652948 E-mail: [email protected]@railton.org

Registrar of Cars : TOBY SHARP Hele Cottage, Hele Cross, Ashburton, Newton Abbot, Devon, TQ13 7QX Telephone: 01364 652948 E-mail: [email protected] Material appearing in the Bulletin is copyright and must not be used without the written permission of the copyright holders. The views and opinions expressed (including advertisers) are not necessarily shared by the Editor or by the Railton Owners Club. The Club accepts no responsibility for the following of contributors’ advice, nor does it necessarily endorse the services or products offered by advertisers, which are published in good faith.

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RAILTON OWNERS CLUB The premier British club for enthusiasts of all Brough Superior, Railton, Hudson, Essex and Terraplane motor vehicles.

List of contents: November / December 2020 Editorial ...... 4 Secretary’s Notes ...... 4 The Chairman’s Column ...... 6 Renovation of Brough Superior AYU 658 ...... 7 A Private Race ...... 14 R.O.C. Annual Accounts 1st August 2019 to 31st July 2020 ...... 17 More on the Hyde-East Special ...... 21 Early Days with the R.O.C...... 21 Cars I have owned ...... 24 Correspondence ...... 27 Calendar 2021 ...... 31 Membership News ...... 32 Technical Tips ...... 33 Market Place ...... 33

The front cover photograph is a bit of a mystery to the Editor but, with three marque cars included it was too good to pass over. It is easy to identify the cars but when and where was the picture taken and who owned the cars at the time?

The rear cover is from The Autocar , 10th April 1936. This is the only time a Ranalah Sportsman’s Coupé was featured in these cover adverts. It has been selected as there have been two of the surviving cars sold recently.

R.O.C. Website: www.railton.org User name and password for the Members’ area are advised at renewal time. Please e-mail the Editor, the Chairman or the Secretary if a reminder is required.

PrintedPrinted by by Hertfordshire Spinnaker Print Display Ltd Plc https://www.spinnakerprint.co.uk/ http://www.hdprint.co.uk/

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EDITORIAL

As usual I am seeking material for future issues. The account of the restoration of David Bingham’s Brough will end soon and John Dyson has promised an article on the coachbuilder EJ Newns, who bodied several Railtons. This will make fascinating reading as he has been able to unearth quite a lot of archival material. Without John’s continual input the Bulletin would be rather thin so please consider what you might contribute. Please tell us how you have used the car recently for social gatherings (a rare thing in 2020) and technical tips are always welcome because we all face the same issues in keeping our cars mobile and safe.

I am also always on the lookout for high quality images to grace the front cover of the Bulletin. It does not have to be of a vehicle in pristine condition – a “barn find” picture can be just as interesting as a concours condition car.

Neil Thorp

CLOSING DATE FOR CONTRIBUTIONS TO THE JANUARY / FEBRUARY BULLETIN IS 10TH JANUARY. Note: If you have not renewed your subscription this will be your last Bulletin.

SECRETARY’S NOTES

As I write this column, we are into the first day of the second national “lockdown”. At this time of year I would normally have been putting the finishing touches to our stand at the N.E.C. Classic Car Show but this, along with most of the usual opportunities for us to enjoy driving and showing our cars, has been cancelled owing to the pandemic.

Against this background it is interesting that many of the classic car journals have reported increased trading activity amongst the various marque specialist suppliers. It seems that many enthusiasts, deprived of their usual pleasures, have taken to their workshops and got stuck into rebuilds and restoration projects. Figures from our own Spares Scheme, ably managed by Mike Stenhouse, would seem to reflect this trend. The increased turnover for 2019/20 shown in the Annual Accounts (printed elsewhere in this issue) stems, Mike tells me, from several major rebuilds currently being undertaken by members. We must hope that 2021 brings opportunities for them to enjoy the results of their labours.

My own modest achievement in recent weeks has been to tackle the overhaul and refurbishment of a Carter twin-choke carburetter. For someone used to the elegant simplicity of the side-draught S.U. on my various MGs, the Carter – particularly in twin-choke form – has always looked a daunting prospect. Nevertheless, armed with one of Mike’s imported rebuild kits and the relevant pages of the Hudson manual, I decided to tackle the rather grubby spare carburetter that has been sitting on a workshop shelf. With so many small clips and springs, the great thing was to work on a bench spread with clean white paper and to label items carefully. Apart from the obvious gaskets, the rebuild kit came with what seemed a

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myriad of tiny washers and seals, not all of which were relevant to my particular model. However, I now understand the mysteries of “anti-percolation valves” and “vacuum- controlled metering rods”. After reassembly there were happily no fiddly bits left over on the bench and with the refurbished carburetter FPH started and ran smoothly. Result! – but I would still rather have a nice simple SU.

For Club administration the major loss from Covid 19 has been the A.G.M. As Secretary I would have had relatively little to report bar the enrolment of 16 new members as recorded over the months in the Bulletin; and we would have paused for a moment or two to reflect on the passing of Club stalwarts like Julian Poupard, George Garrard and Pat McDonald. However, the formal business requirement would have entailed approval of the Financial Report and Accounts followed by appointment of Committee members and officials for the new Club year. The composite list of those offering themselves for re-appointment is:- Chairman Mick Jarvis* Secretary Max Hunt* Bulletin Editor Neil Thorp Spares Registrar Mike Stenhouse Registrar of Cars Toby Sharp *Honorary Director I believe we can meet our basic legal requirements if a sufficient number of members to constitute a quorum give me their endorsement by e-mail both of this list and the Financial Report as printed. The latter can then be signed and forwarded to Companies House in the usual way.

Our A.G.M. would normally have concluded by looking ahead into the coming year, with plans for at least one National Meeting. Back in May I shared the thought that we would aim to join with the Brough motorbike fraternity in the celebration to mark their centenary during the second weekend of July 2021. I very much hope this event, centred on Wollaton Hall in Nottingham, will still go ahead. At this stage I can do no more than invite members to keep the dates Friday July 9th to Sunday July 11th clear in their diaries.

Searching for a suitable archive piece with which to round off the year I lighted upon a snippet of Membership News from December 1970. Just fifty years ago Barrie McKenzie reported that:-

“A Mr Neil Thorp of Chiswick joins our ranks bringing into the Club a rather interesting sounding Hudson. …………..The car is described as a Hudson Six by virtue of its two and a half litre Type WA MG engine but it is not known whether it began life with a straight-eight engine or as a Terraplane six-cylinder.”

Barrie later identified the car as DRX 67, the Hudson Spikins Special (see p. 15). The full story of Bob Spikins and the car is told in Neil’s book which is available through the Club.

It remains for me to wish members a happy (hopefully post-lockdown) Christmas and to ask again for you to email [email protected] with your endorsements of:

1. The composite Report and Accounts 2. The list of Committee members Max Hunt 5

THE CHAIRMAN’S COLUMN

As I write this the country is, once again, in lockdown because of the Covid 19 pandemic. I can only ask that we all take the necessary precautions to keep ourselves and those near and dear to us safe. There has been enough distress caused by this pandemic already and I am certain we all hope for a better 2021.

As regular readers of the Bulletin will know one of our more active and engaged members, Pat McDonald, died earlier this year. When I was informed of Pat’s death in April, I contacted Anne McDonald and offered assistance on behalf of the Club if she should need it. I was aware that Pat had a fleet of Hudson and Railton cars as well as a good supply of spares. Anne and I spoke later in the year and she described the challenge she faced (see photo). The garage where Pat worked had 6 cars in it, there were more outside under tarpaulins and the large garage had shelf after shelf (plus a mezzanine) full of car spares. Many but not all of these spares were Railton or Hudson parts and so of potential interest to the Club. It was decided that a few Club members should inventory the contents of Pat’s garage and then evaluate what the Club should do.

On September 25th Mike Stenhouse, Neil Thorp, Howard Wilcox and myself went to Anne’s house in Bedfordshire and went to work. Anne and her son Richard made us very welcome and we spent an entire day clambering all over the garage. In summary we compiled a seven page inventory running to hundreds of items ranging from bonnet mascots to gaskets and engine blocks to sets of points. We are now at the stage of valuing the inventory which in itself is a mammoth task as condition and value to the Club spares, both new and used, has to be considered. Hopefully we can acquire many of these spares and help Anne achieve her goal of clearing the garage as much as possible.

I should also add that Anne has been introduced through the Club to several members interested in some of the vehicles Pat had acquired. To my knowledge four have already been sold and another is spoken for. This will at least allow Anne and Richard some space to get most cars under cover before winter really sets in.

I want to thank Mike, Neil and Howard for their work on this project. We were extremely lucky to have been able to conduct the inventory in the “window” before this current lockdown occurred and once it is over we can move the spares we acquire to our own storage facilities. In a way it is one bit of good news at a time when good news is in short supply. I will keep you all advised of progress.

Mick Jarvis 6

RENOVATION OF BROUGH SUPERIOR AYU 658 The second part of David Bingham’s account of the restoration of his Brough Superior 6-cylinder

The strip down went quite well, they always do in my experience, the rebuilding takes considerable time and effort! My friend Andy Carter gave a lot of help with the restoration including most of the rewiring. Following past experience I had a camera on hand right through and the photographs have proved invaluable, not only on this project but for other people also. With the body dismounted, the rolling Hudson chassis that Ted Lester drove from London in 1936 stood as solid as the day he collected it (see below).

There was an identical, but slightly later car, owned by Derek Henshaw who lived in Ilkeston only a few miles from our factory. This was EAU 656, an exact replica of the car I had in pieces. I contacted Derek and arranged for Rodney and me to have a viewing. On arrival I was much heartened to see the Brough standing splendid on the driveway and I was able to photograph it in in some detail. Rodney was inside, outside and underneath with his sketch book and tape measure. Clearly the superstructures of these cars were built individually and not on a production line like the chassis would have been.

I was able to measure up for replacement running boards and made a drawing for a Manchester company, Vintage Wings, sheet metal experts, to make up new. Fortunately I decided to make a hardboard template and discovered that one side fitted and, flipping the template, found the other running board was shorter. Also the running boards were swept and curved. From then on, whatever I did to the car, each side was measured. Setting of the new running boards was critical to allow the suicide doors to pass over the rubber safety treads.

The body and chassis were a special case in point and Rodney Griffin had to be very clever to get the replacement ash frame to fit by making each side to slightly different dimensions. Graham Dean, who made a new hood, using the original hood saved from the Henshaw car,

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said on most drophead cars each side was different and he could not make half a pattern and double it. He told me that Aston Martins, Jaguars, Jensen etc. DHC cars were all different form side to side.

With the body removed we found the pressed steel floor was clearly from another vehicle, which was quite a puzzle. The floor had strengthening pressings and sunken bolt holes that went nowhere. Further, Brough decided that leg room in the back was quite restricted and cut angular holes in the floor pan to insert two foot wells. Ted Lester pointed this feature out to me on a visit to the Wollaton Hall Museum some years ago to view the eight cylinder car now owned by Howard Wilcox. Ted said that G.B.’s insistence on a low body line meant the rear seats were too low, hence the need to cut out foot wells. The unusual floor was solved when James Fack said it was the floor pan which Atcherley used for Rolls Royce when fitting bodies to their new cars and that they had adapted it for the Brough.

I stripped the engine and the block, just leaving the crankshaft and pistons and sent it to Lenton Engineering in Nottingham for sleeving, new pistons and new crankshaft bearings. The car came with a set of new pistons and liners in a box of many spare parts. Unfortunately the pistons and liners had no connection with the Hudson engine. Whilst there I asked Lenton put new valve seats into the block for unleaded petrol.

When I had the car down to the bare chassis I put it through an industrial shot blaster and exposed some lacework each side near the front, where years of debris had set in a mass of dirt-holding water. This was soon rectified in our welding shop. These old engines throw oil all over the place and the resulting preservation is excellent! However when cleaned and blasted the rest of the chassis was as good as new after over sixty-five years and it was painted with undercoat and high quality chassis black.

The springs were dismantled and cleaned and new bushes ordered along with king pins and brake service kits. The gearbox and rear axle were stripped out and whilst the gearbox had seen happier days the differential internals were as good as the day it was made. I was amazed at the efficiency of Geoff Moore of the Railton Club. He was brilliant and only beaten by a first gear cog from the extensive list of parts required and this was supplied by Philip Barker 8

with a very good used example. Philip also found me a starting handle that was shown on the Australian pictures but had not survived the journey to Nottingham.

Full overhaul of the brakes required a new master cylinder and overhaul kits for the wheel cylinders, all parts supplied by the Club. A friend in the tyre trade supplied five new tyres which he said were standard on London taxis. Geoff suggested that where possible new bearings be fitted and this included rear axle and differential, gearbox and all wheel bearings along with new seals plus propshaft needle bearings. The brake shoes were re-lined and although the brake hubs had a few grooves I decided to test them before going down the skimming route. In fact the brakes proved very effective from the first test run and are still fine twenty years later.

The speedometer and dash gauges were sent to a specialist local to me, Speedograph Richfield. They were marked Brough Superior on the dial face and I didn’t want to lose them. They were a bit off-hand to deal with and got the speedo right only at the second attempt after I visited their works and spoke to the actual chap doing the servicing.

Lots of parts were obtained from Vintage Supplies, wing beading, interior mirror, door and window rubber sealing strips, new winder handles, running board rubber strips and chrome end ferrules, chrome bonnet and bumper studs.

Nearly all chrome-plated parts (there are a lot on the Brough - see overleaf), were sent to Derby Platers after cataloguing and photographing. Also there were some missing parts when the car arrived, one door handle, one rear ash tray and one hood lock down fitting. The door handles are a one-off special to Brough and I had to settle for using new handles and locks. Later parts went to Caladines but they missed out the nickel layer under the chrome. The windscreen surround was about the only part not requiring re-chroming and the glass even sported the last UK Tax disc, dated 1975. I never managed to find another hood lock down but then again I have never used the one side that is fitted as the hood settles down very well even at speed.

The twin headlights I took to Peter Appleyard and his son at VHR Silversmiths in Sheffield and they took the longest time to return but the quality of the workmanship was superb. In their original form, the headlights had the electro-magnet dipping mechanism built into them.

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Just some of the parts needing chrome plating

This was all seized up and Peter suggested inserting modern technology which I think was sound advice. The two Lucas spotlights were in a rusty mess and replaced with new.

The four Luvax shock absorbers were sent to Vintage and Classic Shock absorbers in South Croydon along with three slightly different shock absorbers for identification as they came in the box but were not off the Brough. They came back to me offering to renovate the Brough shocks in exchange for the three others, which would fit a vintage Jaguar. I accepted. Their service was speedy and the finished product, as seen here, was superb.. 10

By the time I had the chassis blasted, painted and on wheels, James Fack arrived with Titch Allen to do an autopsy for information for his Atcherley book. He pointed out the strengthening crucifix (shown inverted in the picture above) added by Brough to strengthen the Hudson chassis for drop head use. The quality of steel and fabrication on this unit was far inferior to the original chassis and I was later to discover that the steel was no better than mild steel. This was confirmed by the difficulty in drilling the original Hudson chassis for pipe clip fittings compared to the Brough part.

Whilst I was working on the mechanicals Rodney Griffin was on the wooden body. I went to see him with a query over the aluminium skin as he wasn’t happy with patching it up. His query was that the edges of the aluminium skin were badly corroded so we agreed he would make a completely new skin. He not only produced the woodwork but crafted a new rear end body in aluminium which was equally as fine as the woodwork underneath. The number of bodges that had been carried out over the years, like bits of tin and plywood inside the wheel arches, kept the car running but they had to be cast aside in an unidentifiable heap.

Rodney by now was well into the work of making a new coach frame from ash and I was amazed at the fine craftsmanship of his work. He finally suggested a complete new ash frame and a new aluminium body to replace the existing – ouch! Oh for an old motorcycle to renovate.

Derek Henshaw’s car is an absolute original Brough six cylinder DHC and Rodney and I spent happy hours discussing all things Brough, photographing and making drawings in order 11

to gain originality where the bodger had been at work on mine. Derek is a most interesting character and remembers well making regular visits to the Brough factory with his father in 1937 to witness the building of the car and chewing the fat with George Brough. His first sight of the car was the rolling chassis straight from Hudson and stood on four oil cans. I think the car has now been passed on to his son in Manchester.

The short engine arrived back from Lenton (see above) and I built it up complete with gearbox. Geoff supplied new valves, springs and sleeves. New timing gears were fitted to the original camshaft and I changed the dynamo for an alternator. Geoff overhauled the carburetter and supplied a kit for the distributor. The clutch plate looked serviceable and was used again; my experience with new cork clutch plates on motorcycles steered me in this decision.

With the suggested overheating problem I took the radiator to Auto-cooling in Radford, Nottingham. The chap on the desk was not interested but went to speak with the owner who came out to see what the problem was. As soon as Brough was mentioned he knew George Brough and had done work for him. (Everyone in the motor trade in Nottingham of a certain age knew George Brough.) He took the radiator to the water tap and holding his hand over the outlet pipe filled the radiator with water. When full he took his hand away and we

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observed rather less than a full flow running out. Turning to the other chap he said take the core out and put a new one in. Then he asked when I needed the radiator but before I gave an answer he said £200 and collect it after lunch time tomorrow. Then into the office for a cup of tea and he started reminiscing about George Brough. In the event the new radiator did not cure the overheating and I resorted to fitting an electric fan which I found quite noisy.

After installation of the engine and gearbox I rolled the chassis out into the yard and started the engine ready for a ride round the garden. The joy was short lived because within five minutes No1 liner dropped into the sump with an awful racket. (see left). The machinist, an apprentice standing in during a holiday period, had got the clearances wrong. A nine-month interlude took place on the engine department and two second hand blocks were inspected before Philip Barker again came to the rescue and produced a usable block. Arthur at Lenton Engineering paid for the ‘new’ block and rebuilt the engine under warranty and this time we were mobile. Wise after the event, I was told they should have pegged the liners.

The delay allowed Rodney Griffin some breathing space as his part in the job had expanded and even then the nine months still wasn’t time for him to complete the coachwork. Rodney’s problem was that he had still to complete another job and the extra work on my car was too much.

(to be concluded)

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A PRIVATE RACE

This event, which took place in November 1933, was reported in both The Autocar and The Motor, albeit with the same illustration. The Terraplane survives and is now owned by our Registrar, Toby Sharp.

Sub-headed “Duel Between Terraplane and Bentley at Brooklands”, The Autocar reported: A private wager between two motor owners, to prove which of their cars was the faster over half a mile, was settled last week at Brooklands, the opponents being Sir Guy Domville with his Essex Terraplane Six, and Mr. Ivor Birts with his 4½-litre supercharged Bentley coupé. Sir Guy, of course, is the well-known bridge player.

The cars lined up at the start of the marked quarter mile in the Railway Straight, and on the fall of some mechanic's white overalls, which were used as a flag, the Terraplane soon ran well ahead of the Bentley, which stopped owing to clutch trouble. Another run was then decided on, and the two were joined by a Railton Terraplane Eight, driven by Mr. Hurst, of Hudson Essex. The Railton led this race almost all the way and won by about three lengths, the other two passing the half-mile line very close together, with the Bentley slightly ahead.

Six-cylinder Essex Terraplane, Railton Terraplane, and 4½-litre supercharged Bentley at the start of their race.

As happens so often, the press did not agree on the facts with The Motor, reporting: A private standing-start half-mile race at Brooklands last week. Nearest the camera is Sir Guy Domville with his Essex Terraplane Six, who earlier had won a wager by beating a supercharged 4½-litre Bentley saloon, driven by Mr. Ivor Birts, which is also seen in the picture. This race was won by Mr. Hurst (Railton Terraplane), second from the camera, with the Essex Terraplane second and the Bentley third.

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RAILTON OWNERS CLUB LIMITED BY GUARANTEE

Company registration no. 574562

Annual Accounts 1st August 2019 to 31st July 2020

The Secretary’s Comments on the Accounts

In financial terms if nothing else this has been a pleasing year. The significant increase in Membership subscription income was, in part, to do with the timing of payments rather than a big increase in numbers, while the rise in Spares Income reflects our support for one or two major current restoration projects. The Second Hand Spares operation has more than covered its annual rental cost and continues to provide a valued service.

On the expenses side of the equation, spares purchases again reflect the increase in turnover while the apparent increase in Bulletin costs results largely from an accounting quirk which placed seven issues within the 2019/20 year after only five in the preceding twelve months. Website costs reflect the scale of work to fully update the Database.

With no National Meeting and no N.E.C. Event to finance, the year produced an overall surplus of £6,140 and cash balances increased by some £5,000 to £27,181. The Club goes forward with a strong Balance Sheet.

Max Hunt, October 2020

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The Railton Owners Club Limited Limited by Guarantee Income and Expenditure Account Year Ending 31st July 2020

Income 2020 2019 Expenses 2020 2019 Membership Subs 8,266 7,224 Bulletin Printing 1,492 930 Misc Income 200 200 Bulletin Postage 1,222 1,052 Interest 12 5 FBHVC 87 87 Regalia Sales 190 126 Garage Rent 540 540 Spikins Sales 0 12 Insurance 783 773 SH Spares Sales 1,788 2,049 NEC Classic Show 250 292 Donations ROC 50 0 Officer's Expenses 125 128 Member Loans 0 0 Other Postage 0 37 ROC Spares 14,776 8,727 Spikins reimbursement 0 6 ROC Spares Purchases 11,149 10,196 ROC Spares Expenses 1,817 1,292 Regalia Stock Purchases 0 0 PayPal Fees 1 105 119 PayPal Fees 2 3 9 Website 667 118 SH Spares Purchases 0 0 Bank Charges 0 0 Misc Expenses & Fees 902 635 Income for year 25,282 18,343 Expenditure for year 19,142 16,214 Expenditure for year 19,142 16,214 Surplus (Deficit) for year 6,140 2,129

Company Number 00574562 18

The Railton Owners Club Limited Limited by Guarantee Income and Expenditure Account Year Ending 31st July 2020

ROC Spares 2020 2019 Regalia Stock 2020 2019 b/f 28,561 22,994 b/f 806 819 Purchases 11,149 10,196 Purchases 0 0 Sales at Cost (9,366) (4,629) Sales at Cost (18) (13) Total stock at cost 30,344 28,561 Total stock at cost 788 806

ROC Spares 2020 2019

Reconciliation MS and ROC A/C ROC Spares 2020 2019 b/f 0 0

ROC Spares Sales 14,771 8,727 ROC Spares Purchases 11,149 10,196 Purchase paid ROC A/C 0 0 Spares A/C to ROC for PayPal purchases 0 0 ROC A/C to Spares for BACS 185 0 ROC A/C to Spares for PayPal sales 77 985 Reimbursement to MS MS Owed by ROC A/C 0 0 MS Owes ROC A/C 0 0 Credit to MS 0 0

Notes 1. PayPal fees shown as a separate figure for Subs & Regalia 2. PayPal fees shown as separate figure for ROC Spares 3. Outstanding loans from members for Spares stock purchase, repayment of £1000 made this year.

Company Number 00574562 19

The Railton Owners Club Limited Limited by Guarantee Balance Sheet as at 31st July 2020

31 July 2020 31 July 2019 Fixed Assets - -

Current Assets Cash in hand and bank/PayPal acct 27,181 22,041 Regalia Stock 788 806 Coachcraft Stock 0 0 ROC Spares Stock 30,344 28,561 Owed to or from M Stenhouse 0 0 Second Hand Spares Stock 0 0 Net Current Assets 58,313 51,408

Current Liabilities (refer note 3) 6,500 7,500 Total Assets less Current Liabilities 51,813 43,908

Capital & Reserves Balance at Start of Year 43,908 36,225 Surplus / (Deficit) for Year 6,140 2,129 Stock difference increase/(decrease)Regalia (18) (13) Stock difference increase/(decrease)Coachcraft 0 0 Stock difference increase/(decrease) SH Spares 0 0 Stock difference increase/(decrease) ROC Spares 1,783 5,567 Balance at End of Year 51,813 43,908

For the year ended 31 July 2020 the company was entitled to the exemption from audit under section 477 (2) of the Companies Act 2006. The Members have not required the company to obtain an audit in accordance with section 476 of the above Act. The Directors acknowledge their responsibilities for complying with the requirements of the Act with respect to accounting records and the preparation of accounts. These accounts have been delivered in accordance with the provisions applicable to companies subject to the small companies regime.

M. Jarvis M. Hunt

20 Company Number 00574562

MORE ON THE HYDE-EAST SPECIAL

Recalling that Tony Hyde-East had written a longer article on the construction of his Special, your Editor suggested that I find it. So here it is, entitled “Early days with R.O.C.” from the July, 1968 Bulletin, together with a couple of pictures.

A scene in Epsom town centre during the December 1957 R.O.C. Winter Rally, which concluded with a rather convivial Christmas party in Guildford at the Hyde-Easts. The tail of CNF 704 with the ex-Raven body is quite clear. It was a damned cold morning, as the clothing suggests – Michael Adamson (L); centre group: Tony in plaid jacket, Jean Smit (arms akimbo) Mrs Smit (?Barbara – Dick Barnard will know), Freddie Jacques. GPD 7 is now with Keith Levick, whilst EPG 49 (seen awaiting return of headlamps from platers) is/was in Switzerland.

It then occurred to me that Tony Hyde-East is at best merely a name to most members; so the following autobiographical “Cars I Have Owned” which appeared in the April, 1961 issue, might provide a flavour of the man. One of the first members, he was in turn Chairman, Editor and Vice President of the Club. Bon viveur, oenophile, teller of good tales, we saw less of him at Meetings after the ‘breathalyser’ was introduced.

John Dyson EARLY DAYS WITH THE R.O.C. I was asked some months ago to give some details of two cars I used to own, the Hyde-East Special CNF 704 and the extraordinary Carlton-bodied Hudson EYT 160.

To start with the reason for the Special I had better go back to somewhere around 1952 when I first acquired a Railton from Russell's garage in Teddington. I, of course, lived in Teddington at the time and spent a lot of time and money with our dear old friend C. G. Russell, who since he retired has taken on the inevitable mantle of suburban respectability not to be confused with activities previously confined to the Motor Trade. The particular Railton in question was the property of a Doctor Bloom who was a very short man and, apart from the car itself being distinctive, it was always noticeable in Teddington that every

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time Dr Bloom applied his brakes or changed gear, he had a habit of disappearing underneath the dashboard and popping up when the manoeuvre was completed. Anyway the car came up for sale and frankly it was in a horrible condition. From memory I think there was one brake working on one front wheel only, there was no middle gear whatever, and the driving seat was unstable which, of course, was the reason for the disappearing act put on for the natives by the previous owner. The only thing in the car's favour was that it had four very good tyres and rim embellishers. Anyway I was foolish enough to part with £50 to Russells for the car as it stood, foolish – because knowing the ways of Motor Traders I have only myself to blame for the fact that when I went to collect the car it had four blown out tyres and no rim embellishers on it. I remember spending a lot of money to get the car in reasonable order and

Tony in full flight – the Portsmouth Speed Trials, 1958.

I think it was in 1953 that I really got interested in the possibility of building a Special. About that time I acquired a 1938 drop-head Railton with nothing much to recommend it except that it had an extremely good engine. I should explain that the original car was a light saloon of early 1934 vintage, registration number MG 3625, and I still have the log book for this car.

Over many months I got to work on stripping the saloon right down to its dashboard and chassis. I took off the rear irons of the car with numerous hacksaw-blades and blisters, fitted the more modern engine from the drop-head, a Scintilla magneto, and many other improvements including two petrol pumps and all the usual things one does. I discarded the front axle completely and fitted a light front axle from a very early Essex, slightly narrower in track than the later Hudson versions. This gave very smooth and very positive steering. 22

I remember I also fitted rather undersized tyres as an aid to acceleration. I am afraid I came a cropper, however on the rebuilding of the body. I made several attempts and then decided that I simply had not the ability to make a good job of it and so sought the aid of Mr. Russell's mechanic in this direction. About this time I was lucky enough to run into Ray Raven of Guildford who had been a terrific Railton enthusiast in pre-war days and who still had the back end of a Railton Special he used to race before the war. This was an enormous aid in re•building the car and when finished it was a very neat and tidy job indeed. The performance was excellent but I still thought that some improvement could be made.

About this time I moved to Guildford and having found a small garage interested in Hudson engines I had a few thou. shaved off the head; this really did the trick and the car became extremely potent but at the same time in the wrong hands extremely dangerous. It was frankly nose-heavy, and one could never give it full power on the flat except on a very rough surface; in fact it was possible to accelerate at the bottom of a steep hill and lift the back wheels off the ground entirely. Quite a number of members will remember that at the Gosport Speed Trials the car clocked 18.2 seconds much to the amazement of drivers of super modern cars, but what they don't know is that I had always been in the habit of driving the car with the magneto well retarded to cut down engine clatter and give smoother normal running and I completely forget to advance it up before making the run, so the potential of the car can be judged from this. Except in very hot weather when the car had to idle in traffic and consequently boiled, no problems at all arose and I took it for many thousands of miles in all sorts of conditions and the acceleration gave it a very high road speed average.

The Carlton Hudson was a different kettle of fish altogether. I had heard it rumoured that somewhere in a Mews garage in S.W.3. there was an extraordinary looking car under a dust cloth which was rather like a Hudson and which had been there for some years, so consequently I journeyed up to the garage to find out what it was all about. The story was that the car was the property of a Baronet whose name now eludes me, who had presumably gone abroad and the car had been garaged for some very considerable time and the affairs of the owner were in the hands of a firm of London Solicitors. The garage knew much of the history of the car which had apparently started life in 1938 as a drop-head coupé and apparently the owner was so enamoured with its capabilities that he decided in 1946 to have it rebuilt to his own design. I understand that he paid the Carlton Carriage Company £1,200 to rebuild the car to his own specification. It was a really fantastic design as many members will remember. One could use it as a full four•seater closed-in cloth-head saloon model, disappear the head completely and reverse the back seats so that one had the largest two-seater car with an enormous boat-back one can imagine, or convert to a coupé-de-Ville as a further alternative. For all this the car was really quite ridiculous and it took a very strong man to lift up the bonnet. The ratio of weight to power was, therefore, out of proportion and the car's maximum speed was probably 70 m.p.h. but the actual ride was beautifully smooth in consequence.

It became my property by contacting the solicitors and suggesting that I took it off their hands on the basis that it had been built by a nut and I was probably the only other nut in the country who would have any interest in the car as a curio, explaining that it was an absolute white elephant. On this basis I parted with £100 and acquired it. I must say it gave me a lot of 23

pleasure for quite a few years. Although it weighed somewhere around 2 tons I remember that in a series of driving tests with the Guildford Motor Club, much to my own amazement, I found that I did an intricate parking test quite cleanly and in faster time than a series of modern sports cars who were entering in the same class. I eventually sold this car in a part- exchange deal when acquiring a modern Chevrolet and the car inevitably got into the hands of Cecil Bendall who managed to sell it in America, I am sure at a handsome profit.

Having got down to the matter of writing for the Bulletin, I feel that I must mention a recent experience in Funchal, Madeira. On landing there recently I was interested to see the German influence obvious by the fact that almost all taxi-cabs were very modern, smart Mercedes diesel-engine cars, but amongst them was a 1928 Hudson Tourer in absolutely first class condition, which appeared to do more business than the Mercedes, in fact the only thing wrong with the car was the two bald tyres on the front which would have horrified Mrs. Castle but apparently were a matter of no concern to the Island Authorities. The fact that this car was operating in this way made it obvious that there was little or no American infiltration in this particular part of the world. I did my best with the taxi-driver who spoke little or no English and I no Portuguese, but we managed in a form of bastard Spanish and Pidgin English all mixed up.

What he did know in English and repeated continuously was, "fine car 1928". I may be completely wrong as to what I gathered as a result of our conversation but I made out that the car was in fact the property of a syndicate of five middle-aged ladies as one of their business interests, another being that they kept a cafe about four miles outside of Funchal up in the hills. In fact I visited this place and saw the five ladies sitting round a teapot on a balcony, so think I am fairly correct in this interpretation. It is quite possible that other members have seen this car and I am sure that the first enthusiastic American visitor will straightway make a large offer for it.

Antony Hyde-East

CARS I HAVE OWNED

I grew up in the heart of rural Hampshire partly during the first World War and was lucky enough, probably because of the war, not to be bothered by that rather dreadful character-distorting thing known as 'schooling'. All my early life, at least to the age of twelve, was spent roaming about the countryside and my only playmates were wandering gipsy children who were allotted a piece of land for camping by my grandfather.

The teenage period was very full and exciting. This you will realise was during the 1920s and I think teenagers in those days were much wilder than the newspapers

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would have us believe the modern products are, probably because they had so very much more scope for it. Anyway I studied law at odd times and was nearly ready to be articled when I caught the speedway craze and that was the end of that. I started on motor cycles at a much earlier age than is possible nowadays and I did quite a bit of rather second-rate speedway and grass track racing until, after two or three years, I eventually took a long rest in hospital.

As a result of all this, and many other things, I found myself with no trade or profession but with an addiction to good living, so for the next five years or so I lived in a way I can only describe as professional adventuring. I got my first car in 1926. I remember it very well – a little Amilcar sports with a polished wood body, 8 horsepower, high compression tyres and a solid back axle. Its lack of differential gear was great fun in broadsliding round comers but it had the unfortunate tendency of shedding the rear tyre in the process.

The second car was that absolute marvel of the 20s, and the 30s too for that matter, the twin- cylinder, air-cooled, three-wheel Morgan. I think mine had a couple of Blackburne engines although most of them, of course, were J.A.P.s. The little brute was capable of nearly 90 m.p.h.

Somewhere about 1929 I got the car I had always wanted, the Lancia Lambda, which in those days was about the most futuristic vehicle one could possibly imagine and a joy to drive. Of course, during this period I had been borrowing other friends' cars and I suppose I had been behind the wheel of most of the popular motors, as well as many of the more obscure ones, by 1930.

I was married about this time for the first time but this did not in any way curtail my adventuring activities. In particular, the older inhabitants of the Island of Alderney should even today remember the few weeks of excitement we brought into their lives around 1932. In these early thirties I had a craze for Talbots and owned in quick succession the 14/45, the 18/80 and the 105. The first of these was rather a dull car, much over-bodied, whilst the last, of course, was one of the most exciting cars ever built.

I am leaving out all the cars I owned and drove in my adventures abroad. There were many of them, particularly in Canada and the United States. I remember owning an enormous Hispano-Suiza saloon which I bought very cheaply at a sale. You will remember that there was a horsepower tax in existence and an annual rate of £40 was not unusual, so many beautiful big cars went very cheaply.

Right back in the early 30s I began to get this preference for much bigger cars, which I have really had ever since, and although I owned a great many Austins, particularly Gordon England models, and one Ulster and also a J2 M.G., they were really for sporting events and I was never really happy or a particularly good driver of any of them on the road. I remember a Rover 'Blue Train' model of the early 30s which I thought a great deal of, and at one period I owned for about three months one of the fabulous Duesenberg cars, but just could not afford to keep this due to the enormous taxation and the fact it did only about six miles to the gallon. 25

Naturally when things were bad I owned several Essex (the forerunner of the Railton). The price of these cars, as our Secretary will very well remember, very second-hand, was usually about £2.10.0d. – the biggest bargain ever known in motoring. Young drivers today will think I am kidding; but Russell will know better.

With the advent of my first offspring in 1934, all this was due for a very radical change and I had to face up to an England which was about 99 per cent on the dole. As the idea of this did not appeal to me and as I have always in the main been unfortunately unemployable for many reasons, I spent the next six years in a variety of jobs, almost too numerous to mention, a few of which were farmer, stevedore, night club bouncer, super-salesman and finally one years before outbreak of the last World War I settled down in London as private enquiry agent with some success.

It was in the latter part of the 30s that I purchased what I consider to be the most exciting car I have ever owned for the period in which I was driving it. I managed to buy a 4½ litre ex- Police Invicta in immaculate condition, and I owned this car for a long time. In fact at the outbreak of War when I had no option but to sell it, I was amazed to get the really good price of £28, paid almost certainly by some character with lots of foresight and probably half a dozen barns for storage. A point of interest is that this car was sold six years later at the end of the War for £750!

During 5½ years of War I spent about three years serving with the Royal Air Force Regiment and a year and a half at the Air Ministry. My present occupation came about completely by accident, as I had had every intention of going abroad as soon as I got my release, and had in fact planned to take an oil job in Tanganyika, but the fact that I was slightly crippled plus a lot of financial and domestic trouble at that time, forced me to stay put and think of some other way of earning a living. It might be of some interest to the people today, who want everything dished up to them on a plate and 40-hour weeks etc., to say that I started insurance broking in Kingston Market without an office and the bonnet of my car was my desk.

After the War for a time I went vintage again and had a couple of beetle-back Alvis and then a car that our Secretary will very vividly remember, a little 1½ litre supercharged Alfa Romeo about 1929 vintage, which was an extremely pleasant car to drive, with beautiful brakes and remarkable road holding, and at that time in the late 1940s, still a very fast car on the road. I entered this car in many events with considerable success and was very sorry to part with it eventually.

These, of course, are only the cars of interest. There have been many others. It was, in fact, when I sold the Alfa in 1952 that Russell introduced me to my first Railton and what a shocker it was.

Antony Hyde-East

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CORRESPONDENCE From Graeme Wilkins Further to the Editorial in the last issue, I would add that when I researched the Railton logo, which I worked on over a number of months as time permitted, I ended up hand lettering the complete logo – all seven letters – and making subtle changes to each of them. I also thickened the lettering because the hexagonal Art-Deco border dominated the lettering in some versions of the logo, almost as if whoever was putting one of the many versions of the logo together used whatever type was available rather than hand lettering, which would have added to the cost of the job in hand. I also cut up the individual letters and moved them around to improve the letter spacing. I have used the expression “subtle changes” because I do not believe in change for the sake of it. Once a logo has been established, only if it is unavoidable should any changes be made.

What some people do not realise is that changing the design of the logo also changes the identity of the company and any goodwill that has been built up. Unfortunately there are some design studios and advertising agencies who persuade their clients to upgrade and change their company’s logo. However, the Ford symbol has not been altered since the early part of the twentieth centenary except for a few minor changes. The same goes for the Shell symbol and many others, without the public becoming aware of any differences.

[Just to demonstrate Graeme’s point, here are the Railton logos from the adverts on the last six Bulletin back covers, all to the same scale – only twice is the same font used.

It might be argued that as these were placed by Thomson & Taylor they were beyond the control of Fairmile Engineering. However as will be shown on later covers, Fairmile were just as bad at maintaining a corporate identity. Ed]

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From Michael Glasser I came across this little snippet in Motor Mania – A Hundred Years of Motoring by Richard Sutton, Collins & Brown Ltd., 1996. It is rather a nice recollection of a 17 year-old garage lad working in the family garage business.

A Young Man at the Garage The earliest motoring memories of Niel Fraser from Southport were of ‘the local ironmonger delivering petrol in red cans, transported in a huge wheelbarrow with a strap round his neck' and the ‘slatted-side Shell wagons delivering the stock to his shop’. His later memories were of ‘Appy’s pub at Highton with its sign outside, reading ‘Fill up here with Shell and beer’. That miraculous pump never ran dry. Even during the Second World War, when we made our visit to Appy there was always a drop of petrol in that pump to get us home.' Like so many young men, Niel taught himself to drive (The old man simply moved over one day and said “drive”), and he was to work at the family garage as soon as he left school. It was the late thirties by then, Niel’s garage, which had started out as a cycle-makers, stocked the superb Brough Superior cars, a luxury marque which only lasted four years, to 1939. ‘I recall at the ripe old age of 17 being sent to Nottingham to collect a six-cylinder supercharged Brough. George Brough, after showing me the various knobs, saw me off with the warning to keep it down to 70.’

From Richard Hirst Having first replaced a failed return spring in the front brakes, ’Tricia and I took the car off for a run up Kop Hill on the day the event had been scheduled.

All was quiet on the hill (below)

and was a good test of the brakes on the way down (above).

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From Kit Foster As a fellow follower of Anglo-American intrigue, I have enjoyed John Dyson's series on 'Hybridity', a term somewhat confounded by its current application to alternative power sources (but still preferable to the pejorative that the late Michael Sedgwick used with glee, despite the fact that he actually liked cars of mixed parentage). Being largely unknowing of Marendaz, I had missed the Erskine engine connection. As it happens, the October issue of The Automobile has an article by some Yank [Kit Foster! –Ed.] about Studebaker's 'companion cars', telling us that Erskine engines were not Studebaker's own, but sourced from the proprietary manufacturer Continental Motors. Despite the fact that Continental supplied some 90 different engines for 103 makes of cars in the period 1905-1963, the Type 8F and larger-bore 9F sixes used in Erskines from 1927 to 1929 were found in no other makes. Some 72,000 Erskines were built before the model, slightly redesigned and with a Studebaker engine, was fully absorbed into the Studebaker catalogue in 1930. What was the lure, I wonder, of those particular engines for Mr. Marendaz?

John is right that the American Austin was 'not particularly successful'; for the same money one could buy a Model A Ford with much more comfort and power, albeit less economy. The example shown in the Sept/Oct Bulletin, the Editor's father-in-law's car, was the second generation built 1938 to 1941. While retaining the streamlined body designed by the Russian-American Count Alexis de Sakhnoffsky, I feel it lacks some of the jauntiness of 1930-35 version seen in this photo, taken at Hershey many years ago. Total production of both types is estimated to be about 26,700. Interestingly, although mechanically a near carbon copy of the British Austin 7, its engine was cast in mirror image, with the manifolding to the right. I presume this was to avoid conflict with the LHD steering column in the cramped engine room.

This idiom was repeated, in a way, in 1954, when Nash Motors put into production the Metropolitan, a runabout with Austin B-series engines in a unitary body by Fisher & Ludlow. Most were sold into the American market, although some were trickled out to British buyers. After the merger of Nash with Hudson to form American Motors, a few 'Mets' were badged

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as Hudsons, like the one seen here, captured at the 2008 HET Club National Meet in Massachusetts.

When production ceased in 1961, more than 104,000 had been built, more than 90 percent of them exported. In 1960, Metropolitans outsold both Edsel and Checker in the American market.

From Peter Adamson I thought that you might like to see the comments in Classic Car Weekly regarding the Railton sold at the Bonhams’ SpeedWeek sale.

The 21st October issue (right) reads: “Fair play to Bonhams for its SpeedWeek sale, which did a good job of mimicking its traditional Revival offering. The choice was top-class and one lot that truly fired me up was a 1936 Railton Eight drophead. I've been a great fan of these cars for many years - the mix of British bodywork clothing American running gear produced a rapid car of generous proportions - one that at the time upset many of the British car manufacturing old guard. As when new, today they represent great value for money.”

The results were reported in the following issue: “Those with an eye for British engineering might have been taken by a 1939 Lagonda V12 drophead, and interest was enough to see it making £230k, a price far ahead of a 1936 Railton Eight drophead which was bought for £36,800.”

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From: Geoff Tompkins The Hudson in the adjacent advertisement (Classic Car Weekly Wed 23rd Sept p.47) is EEH 990 (unless that number has been sold and transferred). I purchased it from a Stoke -on-Trent scrap yard in 1979 with approximately 4000 miles on the clock, price £900; it was black then.

The engine was seized, but I rebuilt it and it ran like a watch. I had the car shot blasted, resprayed red and rewired and re-trimmed in red vinyl etc. In 1989 (see photo) I sold it for £5500 to Tony Hill, a Manchester solicitor. He said he had trouble with the starter motor.

I later heard that the car had chickens roosting in it! The wheel had obviously turned full circle. Unfortunately I cannot find a single picture of the car as purchased, nor of its restoration – they probably went with the vehicle.

I recognised it by the colour, the AA badge at the bottom of radiator grill and the aluminium cover plates around the bumper irons which I had made. I rang the current vendor (named Justin) but he had already sold the car to someone else.

[Such a pity that the car has been allowed to decay so relatively recently; it must be particularly galling for Geoff - Ed.]

CALENDAR 2021

These dates are provisional but are given in the hope that life will be back to normal in good time.

9th to 11th July 2021 Wollaton Hall, Nottingham We hope to join the Brough Superior motorbike fraternity in their celebration of the centenary of the first BS bike.

18th to 19th September 2021 Kop Hill Climb, Princes Risborough, Bucks 2021 will mark the 110th Anniversary of the first ever Kop Hill Climb. If there is sufficient demand, Richard Hirst is happy to arrange a get together on the Friday lunchtime, perhaps at ‘The Old Fisherman’ at Shabbington where we met before.

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MEMBERSHIP NEWS New Members We have enrolled four new members since the last issue:-

1214 Hugh Mockett (partner Alex), 2 Green Lane, Broadstairs, Kent. CT10 2RP. Hugh was a friend of the late Julian Poupard and has been involved in getting Julian’s cars back on the road. He joins as an Affiliate Member in order to be “kept up to date with what is happening in the world of Railton cars”.

1215 Horst Hendrien, 11 Kenberton Drive, Pleasant Ridge. Michigan, 48069 U.S.A. Horst joins us as an Overseas Affiliate Member with an interest in the Railton marque.

1216 Brian Karley (partner Liz), 13 Hackwood Lane, Cliddesden, Basingstoke, RG25 2NH. Brian joins with a 1948 Hudson Super Six which he imported in 2016. He reports that he has been gradually working his way round the car to restore it to roadworthy condition.

1217 Daman Thakore (partner Udita), 222 Makarba, S G Highway, Ahmedabad, 382210, India. Thakore joins for a friend who has the remains of a 1935 Railton (engine, gearbox, chassis and suspension) gifted to his grandfather by the Maharajah of Idar. His own collection of classics includes examples of Chevrolet, Buick, Ford, Fiat and MG from 1932 to 1950.

David Moore Member and one time Club Treasurer, David Moore, hit the BBC News in early November when it reported: Salvaged Victorian signal box to become museum (see https://www.bbc.co.uk/news/av/uk-england-nottinghamshire-54731548)

“A dilapidated Victorian signal box will be transformed into a museum after it was saved by a charity. The structure, which dates back to 1896, was removed from Lowdham railway station in Nottinghamshire using a crane. The signal box, which became redundant in 2016, has been relocated to a piece of land at the end of David Moore’s garden. Mr Moore, of the Lowdham Railway Heritage charity, said he hoped the museum would open in spring 2022. “What you’ll be able to do is come in and pull the levers and ring the bells so it will look and feel like it might have done [inside] a railway signal box in the 1950s,” he said.”

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TECHNICAL TIPS

Wiper Motor The wiper motor in most of our cars is of Lucas manufacture with a switch, the lever of which is locked in the off position by the termination on the end of the wiper shaft; this simultaneously ensures that the blade is parked correctly. They can be fiddly to switch on and off, which one needs to do frequently in very light rain. Also, the motor can be prone to overheat, which also calls for intermittent operation. In later cars the same motor switch is operated via a knob on the dashboard via a long shaft.

In a 1933 Singer tourer I am restoring, the Where not to locate a wiper motor – the motor is screen mounted behind the installation on the Editor’s 1933 Singer tourer. steering wheel and is even more dangerous to turn on when the car is in motion as you have to reach through the spokes of the wheel. A fellow Singer owner told me that he has fitted a foot operated switch in the electrical feed so that the wiper need be switched on just once and then can be operated by this foot switch without the hazard of taking one’s hands off the steering wheel to fumble with an unfamiliar, stiff, switch in an inconvenient location. An obvious thing to do when you have been told and something readily applied to the Railton!

MARKET PLACE

The Carbodies tourer CNF 819, advertised by Russell Cook in the Mar/Apr Bulletin, is now with the Spinning Wheel Garage near Chesterfield www.spinningwheelgarage.com at £25k.

The Elkhart Sale 23/24 October As mentioned in recent Bulletins, there were two cars of special interest to Club members in this RM Sotheby’s auction for the bankruptcy court. The ex-Kevin Cornish 1937 3½ litre Brough Superior, which was immaculately restored, fetched $142,800 (approx. £110k) and the ex-Pete Booz, ex-Hostetler Ranalah Sportsman’s Coupé (looked good but sold as a restoration project) fetched $44,800 (approx. £35k). (All including a 12% buyers premium).

Vintage Hudson For Sale The late Pat McDonald’s 1918 Hudson Six, 7-seater phaeton, BF 5337, is for sale. This car is restored and should need only a little re-commissioning. Asking price is £18k. (See photos overleaf.) Contact: Anne McDonald [email protected]; 01582 873170 or 07789592937. 33

Books for Sale Hudson-related books including the now hard-to-find “History of Hudson” Contact Anne McDonald [email protected]; 01582 873170 or 07789592937.

The History of Hudson by Don Butler £45.00 inc. p&p Hudson Terraplane Group Parts Book 1936 £25.00 inc. p&p Hudson Terraplane Group Parts Book 1937 £25.00 inc. p&p extra be will postage Oversea N.B. Hudson Terraplane Group Parts Book 1938 £25.00 inc. p&p Numerical Parts Interchangeability Record – Hudson Built Cars – All Models £35.00 inc. p&p Hudson Interchangeable Parts Book (2 copies) each £20.00 inc. p&p 1936 Hudson 8 Owner’s Manual £35.00 inc. p&p Hudson master Chassis Parts Book 1930-1939 £25.00 inc. p&p Hudson Terraplane mechanical procedure Manual £35.00 inc. p&p Hudson Terraplane General Service Bulletins – October 1938 to November 1942 £50.00 inc. p&p Hudson Master Chassis Group Parts Book 1930 – 1939 £35.00 inc. p&p The Modern Motor Engineer – Electrical Diagrams by T.J. Fielding – includes Hudson Six and Hudson Eight £15.00 inc. p&p Hudson Terraplane Mechanical Procedure Manual 1934 – 1937 £25.00 inc. p&p Hudson Shop Service Manual 1948 - 1952 £25.00 inc. p&p

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CLUB SHOP – AVAILABILITY AND PRICES

Price UK Postage ROW Postage R.O.C. Car Badge £35.00 £1.32 £1.65 R.O.C. Tie £10.00 £1.25 £1.43 Embroidered badge (approx. 3 inch wide) £5.00 £0.70 £0.90 History of the Railton £3.00 £0.70 £0.90 Land Flying – The Terraplane by James Fack £8.00 £1.25 £1.65 The Lost Coachbuilder – Atcherley by James Fack £9.00 £1.25 £1.65 Railton & Brough Superior Gold Portfolio £17.50 £3.50 £7.00 (Brooklands Books) Coachcraft by John Dyson £16.00 £3.50 £7.00

The most suitable tyres for your Hudson-based car may still be in stock – please enquire. Contact Mollie Moore: Tel. 01497 851296. e-mail:- [email protected]

GENERAL ENQUIRIES: Contact the Secretary, Max Hunt. Telephone: 01299 401135. E-mail: [email protected]

PAYMENT BY CHEQUE: Cheques (sterling only) for the total including postage should be made payable to to “Railton Owners Club” and post with your order to: Max Hunt, Secretary, Abberley Cottage, 7 Dowles Road, Bewdley, Worcestershire DY12 2EJ.

VIA THE WEBSITE: Go to www.railton.org and then click on Club Shop. (You do not need to Log in to the Member-Only pages to purchase items). Scroll down and click on the Add to Cart button by the item(s) of your choice. Checkout using PayPal.

PAYMENT DIRECTLY FROM YOUR PAYPAL ACCOUNT: Registered users of PayPal can use the “Send Money” facility but you must send the money to [email protected] in sterling. Please add the following amounts to the total cost of your order including postage to cover PayPal fees. Total up to £10 (add £0.50); up to £14 (add £0.75); up to £19 (add £1.00); up to £24 (add £1.25). You can either list your order in the “message” area in PayPal or e-mail separately to Max Hunt.

PAYMENT BY BACS: E-mail your order to Max Hunt and make a sterling BACS payment directly into the R.O.C. bank account. Quote reference of your surname/membership number so that we can identify the payment. HSBC Bank Sort Code: 40-17-04 Account Number: 91009877 IBAN: GB15MIDL40170491009877 BIC: MIDLGB2153R

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