Recent Newsletters

The future of our movement depends on keeping our vehicles in use on the roads and for this we rely on a ready supply of spares and the skills needed to make them, fit them and fine tune them. Without the companies providing these services we would not be in the fortunate position we find ourselves now. Equally these companies for their survival rely on the enthusiasts to remain as loyal customers. Our conference theme this year is on just this subject: what do our club members want; how best to provide it; and how do we keep skills alive. I am once again looking forward to meeting a room full of members at the AGM and Conference on 17 October at the beautiful RREC headquarters at Paulerspury, information about tickets can be found in this issue and has also been sent to clubs’ nominated contacts.

At the end of August I was fortunate enough to attend a trip organised by the Society of Automotive Historians in Britain to the Science Museum Library and Archive at Wroughton. It was one of the most interesting places I have ever visited – they describe it as ‘science and so much more’ – and they are actively encouraging more visitors. For more information: www.sciencemuseum.org.uk/library

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LEGISLATION
David Hurley

Since the last newsletter we have examined a great deal of small print and responded to a wide range of consultations. The Equalities Bill was not an obvious threat to the movement but on closer examination there were sections that could affect what clubs charge for membership and so we have made a submission. We made general observations in response to the EU Communication, A Sustainable Future for Transport, emphasising that historic vehicles should not be disadvantaged by retrospective legislation – by for example being required to fit equipment for Intelligent Traffic Systems (ITS). We also replied to the Taxi and Private Hire Vehicle Licensing consultation putting forward the case for exemptions for historic vehicles. There are also a number of consultations just published which could affect commercial vehicles and these are being carefully studied at present.

Brecon Beacons Park Management Plan
We were very pleased to see a positive response following our input to stage one of this document. The second draft of the plan, just published, has removed the text that classified recreational use of motor vehicles off road and motor rallies on roads as ‘inappropriate’ and included the following:
Mechanically propelled vehicles: Discussions of ‘appropriate’ and ‘inappropriate’ activities should focus on distinguishing between legal and illegal activities in accordance with relevant legislation, such as the NERC and CROW Acts, rather than singling out individual activities. Management actions should ensure that recreational activities are compatible with the Park’s purposes and duty. Changes: The tables in the Outdoor Access and Recreation section (7.2.1) listing ‘appropriate’ and ‘inappropriate’ activities have been removed. They have been replaced by discussion of pursuit of legal activities in the National Park, and managing these activities such that they do not detract from the special qualities characterizing a given area.

Scrappage scheme
A recent article by David Landers in Classic Motor Monthly criticised FBHVC for not getting historic vehicles excluded from the scrappage scheme and suggested we should press for similar protection for old vehicles as is afforded to historic buildings. I would like to make the following comments.

The FBHVC’s prime purpose is to ensure that the existing freedom to use our elderly vehicles alongside the modern vehicles continues. What individuals decide to own, preserve, modify and operate, or even destroy, is also a personal freedom. Despite guidance from clubs, the FBHVC and journalists it is inevitable that some projects will fall by the wayside for any number of reasons especially under the current economic climate.

It would be a draconian measure for the government, FBHVC, its member clubs, or journalists to dictate what individuals choose to preserve, modify etc and introduce ‘listing’ with all the restrictions, limitations and controls that are applied to heritage buildings. The resultant bureaucracy would certainly cause many to give up their hobby and discourage new recruits to our movement. It is pertinent to point out that very few post war (1945) buildings are listed.

The Federation’s policy in responding to legislative proposals and consultations has to take into account our prime purpose and any response must be proportionate and realistic.

The current temporary scrappage scheme was introduced in the Chancellor’s April 2009 Budget – a fiscal measure to prop up new car sales. As with many Treasury moves there is no prior consultation.

Every year vehicles are scrapped, the vast majority are time expired or unroadworthy and inevitably a very small percentage consisting of aborted restoration projects (mainly vehicles that nobody else wants) are regrettably broken up. One can argue for an age related exclusion from this voluntary temporary scheme, but this would deprive owners of their freedom of choice especially if the sum offered by the dealer is considerably in excess of any other offers. Should the FBHVC be seen to override the personal freedom of an individual? I personally think not.

Had the scheme been permanent and compulsory then our response would have been quite different.

In practice only a handful of historic cars have actually been scrapped. Member clubs continue to support our stance and several have participated in successful ‘rescue’ missions.

David Landers also makes an unfavourable comparison between the FBHVC and the USA organisation SEMA (Specialty Equipment Market Association) describing the latter as a ‘slick professional outfit’ whilst the FBHVC is ‘merely a bunch of rank amateurs’. He forgets that the FBHVC is funded by, and represents, the preservationists on a limited budget, while SEMA is funded by the manufacturers and traders (like SMMT) and is likely to put commercial interests before owners. Just because the Federation directors are unpaid volunteers (and therefore literally ‘amateurs’) does not mean that they do not function for the benefit of subscriber clubs.

It is interesting to observe that the magazine is not a FBHVC trade supporter (as are many motoring magazines) and David enjoys being controversial – in a previous piece he wrote of Farina saloons: ‘these BMC barges don’t deserve classic status’.

As a footnote – I do believe in the freedom of the press!

Car trailers
Vehicle dealers risk being stung by an on-the-spot £200 fine if they are caught using a low-loader trailer behind their tow vehicle if is not fitted with a tachograph, warns the Retail Motor Industry Federation (RMIF).

The law states that a tow vehicle can have a gross vehicle weight (GVW) up to 3500kgs without a tachograph being required. However these vehicles will have a gross combination weight (GCW) in excess of 3500kg when towing a trailer. Therefore the tow vehicle has to be fitted and operated with a tachograph. This regulation also covers heavy 4×4 cars as well as commercial vehicles that are towing trailers.

However this should not apply to historic vehicles where the trailer is not being used for hire or reward and the driver is a private individual. Trade members could be caught out by this.

FORTHCOMING CHANGES IN FUELS
Matthew Vincent

At the risk of stating the obvious and making assumptions, it seems likely that there can be few people within the FBHVC who welcome change. We like our historic machines and vehicles just as they are and we would like the rest of the world to stay just as it is to fit in with us. Of course, the world is changing around us and sometimes it is inevitable that these changes will have an impact on us. We cannot run our cars, buses, lorries, bikes, tractors or other historic vehicles or machines without fuel, so any changes to fuel will inevitably have some potential effect. The EU has issued directives to mandate increased uptake of renewable fuels throughout Europe as part of the campaign to slow climate change. In addition, air quality concerns have been responsible for progressive reductions in sulphur in heavier fuels such as diesel. The net outcome of these EU directives is the inclusion of bio-ethanol in petrol, and inclusion of components such as vegetable oils in diesel fuels, in addition to the reduction in sulphur content.

The Federation has been represented at several stakeholder meetings held at the Department for Transport (DfT) this summer, most recently in early September. The DfT is charged with the job of turning the EU directives into workable laws which will be implemented in the UK in the near future. Some of the changes which are coming may be unwelcome to Federation members. Unfortunately, we cannot turn back the tide emanating from the EU, and underwritten by the UK Government. Furthermore, fuel production today is a very big business, with an ever-decreasing number of filling stations selling larger and larger volumes of fuel in order to stay competitive. The dream would be to have one pump on every forecourt selling specialist historic fuels for Federation members. However, the economics of distribution to a relatively small number of specialist users such as ourselves, make it almost impossible to produce and supply bespoke fuel products which are freely and widely available in every town from Cornwall to the north of Scotland. In short, Federation members generally have to use the standard fuels produced by Big Oil for modern engines. Leaded four-star petrol is perhaps the exception which proves the rule; it is still available as the result of an earlier EU concession, but from only a handful of petrol sales outlets. Restricted sales volume resulting from poor availability forces up cost, which in turn limits demand. In fact, demand for leaded four-star has never even come close to the level of sales permitted, and probably envisaged, under the original EU concession.

The changes expected, which may affect Federation members, are summarised below:

Non-road gas oil sulphur level to drop from 1000ppm to10ppm from 1 January 2011.
This could affect historic agricultural and construction equipment, and perhaps stationery engines, or historic boat engines running on diesel-type fuel. Many tractors run on Tractor Vapourising Oil (TVO) or kerosene so will be unaffected, but for those with diesel powered historic machines normally using ‘red’ diesel or gas oil, dramatic changes in sulphur levels over the next eighteen months may cause some difficulties.

Trucks and buses should not be affected as they have already been exposed to the reduction in sulphur levels in on-road diesel fuel. Without wishing to create alarm, when a sudden change to ultra-low sulphur diesel has occurred in the past, some operators have experienced problems of seal swelling or shrinking, leading to leaks from the fuel system. There have also been some fuel stability issues which have resulted in blocked fuel filters and similar problems.

Where fuel leaks occur, new seals should be fitted. These should preferably be made from Viton, as there may also be some potential compatibility problems from the inclusion of bio-diesel components. Viton seals should resolve all these difficulties, and it is obviously preferable to replace seals only once. Fuel filter elements should be replaced to overcome high pressure drop across the filter body which can lead to fuel starvation. It may be necessary to change filter elements more frequently than in the past.

Fuel storage is potentially also an issue, given possible reduced fuel stability/storage life when using bio-diesel components. Fuel composition changes require that fuel housekeeping improves (tanks should be clean and dry, as the presence of water in the tank will encourage microbial growth leading to potential formation of sludges and slimes). Ideally fuel should be used as quickly as possible and not stored for lengthy periods. Fuel tank seals, including sight-glass seals, may suffer from the change in sulphur level and the inclusion of bio-diesel components. These comments apply mainly to those such as farmers, who have their own dedicated storage tanks, and who also enjoy the use of historic ‘red diesel’ machinery such as preserved tractors.

Permitted ethanol content in petrol to rise from 5% to 10%
Fuels containing above 5% ethanol will need to be labelled, but fuels containing less than 5% ethanol will continue to be sold unmarked. There will be a requirement to continue to offer fuels with a limit of 5% ethanol until 2013. (It is assumed that after this date such fuels will be harder to find and may disappear).

A number of difficulties have already been experienced by Federation members, most notably in respect of petrol tanks. Some types of sealing compounds react adversely to the presence of ethanol in the petrol, resulting in sticky deposits being washed through into the fuel system. While this is distressing for the victim, there are sealing compounds on the market which are compatible with petrol containing ethanol. It should be possible to re-seal the affected tank with a compatible product, after thorough cleaning to remove all traces of the non-compatible material.

More serious problems have occurred with composite fuel tanks which are most frequently encountered on motor cycles. There are safety reservations about the use of fibreglass tanks which can shatter in an accident, but leaving this aside, some composite tanks are compatible with petrol containing ethanol, while others are not. A CONCAWE report , number 3/08, issued in the last 12 months or so, covers this issue and has indicated that fibreglass reinforced polyester and fibreglass reinforced epoxy resin materials are not compatible with petrol containing ethanol. However, tanks made from fibreglass reinforced plastic are compatible with petrol containing ethanol.

It is currently the case that Shell V-Power petrol does not contain ethanol or other similar products (oxygenates) according to internet fuel specification information. At the time of going to press we are checking this position and whether this will change as a result of the forthcoming UK response to the EU directive. At present, in the interests of preserving fuel systems, the small extra cost of using this fuel may be well justified.

The current level of volatility in petrol will not change, but will be adapted (downwards) to accommodate the increased volatility caused by adding ethanol.
In theory, this should mean that drivers will not notice any difference in operation with fuels containing ethanol, but this may not be a safe conclusion. Experience from use over time will be helpful. Measures taken to overcome vapour-lock problems in the past may need to be reinforced. Some who have not suffered from problems previously may find that operational difficulties are experienced. If this is the case, use of an ethanol-free product is clearly a benefit where this can be guaranteed.

The FBHVC is currently investigating further the aspect of fuel volatility, in an attempt to understand better the potential for securing a fuel more compatible with the needs of Federation members for their historic vehicles and machines. The possible outcome of this is naturally unknown at present, but will be monitored closely in the coming months.

The permitted volume of leaded petrol sold in the UK will be reduced from the current 0.5% of total petrol sales to 0.03%.
While this may seem a savage reduction, in fact it is broadly equivalent to the current level of leaded petrol consumption, which is approximately 0.025% of total petrol sales, so in practice no restriction on leaded petrol sales will be experienced from this change. The low level of sales of leaded petrol since this concession was offered by the EU can probably be traced to the difficulties of setting up a suitable distribution network.

MMT, which is an alternative octane boosting additive for petrol, will also be severely curtailed in years to come.
This restriction is unlikely to be a problem for Federation members, as this product has traditionally had very little or no use in the UK, so its reduction should not pose a problem.

Diesel fuel will be permitted to contain more than 7% bio-diesel component, provided it is labelled.
Currently no labelling is required if less than 7% bio-diesel is added to the fuel.

In general although relatively few problems have been encountered with diesel containing low levels of vegetable oil bio-diesel components, fuel stability can be impaired with increased bio-diesel component levels, and seal compatibility issues may also arise (see earlier comments about the replacement of seals with components made from Viton). In practical terms reduced fuel stability can lead to increased sediment and gum formation, typically in fuel filters. Fuel filter elements may need to be changed more frequently. Injector fouling may also be a problem, which can lead to increased smoke levels and higher fuel consumption. Some increase in frequency of injector cleaning may be required, or alternatively there are after-market bottled additive products available which claim to clean up injectors. These may be effective without the need for dismantling.

These changes are moving on apace. Consultation on these issues will continue during the latter part of 2009, but implementation is expected from April 2010, except where otherwise indicated.

DRIVING LICENCES (MOTORCYCLES)
David Davies

In response to members’ requests for guidance on driving licence entitlements, we have started in this newsletter with motorcycle licences. Health and disability issues are not covered here, but do apply to all categories of licence.

Provisional licences
• If you have never held a GB driving licence you need to apply for a provisional licence using form D1.
• If your provisional motorcycle licence was issued before 1 February 2001 it was only valid for two years. If you did not pass a test by the end of those two years, you may apply for another provisional licence.
• If your provisional motorcycle licence was issued on or after 1 February 2001 it will be valid until your 70th birthday.
• Since March 2002, driving licences have automatically allowed you to learn to ride a motorcycle. (That is, you have ‘provisional motorcycle entitlement’).
• If you have a full moped licence that includes provisional motorcycle entitlement, that is also valid until your 70th birthday.

First steps
The minimum age for riding a ‘powered two-wheeler’ (PTW) in the United Kingdom is 16. A CBT (Compulsory Basic Training) course must be satisfactorily completed and a DL 196 issued before you can take to the roads on your moped – which must have an engine capacity of less than 50cc and a maximum speed no higher than 50kph (31 mph). The DL196 is valid for two years. If you fail to pass the theory and practical tests within this period of time, you must re-take the basic training.

At the age of 17 it is possible to take the test for a Light Motor Cycle Licence (A1) which restricts the rider to a machine of less than 125cc and a power output of 11 kW (14.6 bhp).

If the Standard Motorcycle Licence (A) is sought, the practical test must be taken on a machine of over 120cc but not more than 125cc and capable of at least 100kph. After passing this test, a motorcyclist is restricted to riding a machine of up to 25kW (33 bhp) and a power/weight ratio not exceeding 0.16kW/kg for two years. After this period of time, any size of machine may be ridden.

Riders age 21 or over, or those who reach 21 before their two-year restriction ends, have other options.

Direct Access
After taking CBT and the theory test, the practical test may be taken on a motorcycle with a power output of at least 35kW. All or part of the CBT course may be taken on either a learner bike or a large bike. It is permissible to practice for the practical test on machines larger than the learner bike specification provided that: the rider is accompanied at all times by an approved instructor on another machine and in radio contact; the rider wears fluorescent or reflective clothing and adheres to all the other provisional licence restrictions.

Accelerated Access
Riders who reach the age of 21, while still within the two-year period where they are restricted to 25kW machines, but who wish to ride larger bikes need to pass a further test on a motorcycle of at least 35kW. They may practice on machines over 25kW under the same practice conditions as for direct access riders. Riders will revert to learner status while practising (on a machine greater than 25kW) although a test failure will not affect their existing licence.

Sidecars
Learners who wish to ride with a sidecar can practice on a combination with a power to weight ratio of 0.16kW/kg. On obtaining a standard licence, the rider will be restricted to a combination with the same power to weight ratio for two years. At age 21 learners may, only within direct or accelerated access, practice on a larger combination – but the test must be taken on a solo bike.

Reading through the various information sheets, the inference is that, after two years have passed since successfully passing the test for a Standard Motorcycle Licence or if the Large Motorcycle Direct Access Scheme has been successfully completed, the rider can ride anything.

‘Grandfather’ rights
Anyone who passed their car driving test some years ago and is under 70 years old will have the provisional motorcycle entitlement as well the entitlement to drive a moped included on their licence. However the compulsory training must still be undertaken in order to make use of this entitlement.

Further information
For more information visit www.direct.gov.uk/learning2drive or phone the Driving Standards Agency on 0115 936 6666 and choose the CBT section. The DVLA leaflet D100 also gives information on all types of driving licences and is available from their website.

DVLA
Nigel Harrison

Archive Storage
We have had some interesting feedback on archive storage. One club suggested that rather than storing original documents they could be scanned and stored in a digital form allowing the original documents to be sold off. The club went on to stress the importance of keeping a ‘live’ copy on a computer, with the back-ups on some form of removable disc. As technology advances, these back-ups would need to be converted to the latest ‘industry standard’. In terms of increased accessibility, the technological route could be the way to go, but as the ultimate back-up, nothing beats the original document.

Regarding the listing of clubs assets, held by individuals, (as distinct from personally owned assets) another club indicates that they review the club’s asset list on an annual basis.

Finally, and coincidentally, the Society of Automotive Historians has been actively working on the same subject, and we hope to be able to publish their findings in due course.

Chassis and VIN Numbers
The chassis or VIN number is recorded on the V5C. With the advent of the computerised MoT this number, as recorded by DVLA, is checked against the number on the actual vehicle. Out of context, the letters I and O look very similar to the numbers one and zero and to avoid that confusion DVLA record the letters I and O as being the number one and zero. The majority of us would not notice or be particularly concerned about this but the Gilbern Owners Club spotted this discrepancy because the Gilbern Invader has a chassis number starting with the letters IN. However, as indicated above, this is recorded by DVLA as being the number one, and the letter N. We have been assured by DVLA that this is nothing to be concerned about.

Just a few words about VIN numbers: VIN stands for Vehicle Identification Number. It is an internationally agreed system, and produces a unique identification number of 17 characters for every new vehicle. Using the word ‘number’ is slightly misleading, as a VIN contains letters as well. Within the UK all vehicles first used on, or after, 1 August 1980 must have a VIN. The vast majority of historic vehicles were in use before 1980, so the legacy ‘chassis number’ is still the valid way of identifying a vehicle, although the ‘I and O rule’ has been applied. There will be a handful of historic vehicles for which, when they come to be registered with DVLA for the first time, the actual chassis number has already been lost in the dim and distant past. With these vehicles, DVLA will allocate a VIN, starting with the letters SABTVRO, although using the ‘I and O rule’ the last character in that starting sequence will be a zero.

Historic Vehicle Registration Seminar
I have previously floated the idea of a seminar on the operation of the historic vehicle registration scheme from a club standpoint. The feedback was positive, and we hope have a seminar session as part of Club Expo 2009, held at the Heritage Motor Centre at Gaydon on Saturday 5 December. The presentation will be most relevant to a club DVLA V765 scheme signatory as well as the individuals who issue dating certificates or dating letters. Club Expo 2009 is organised by Gaydon, and entry is through pre-registration using the website www.clubexpo.co.uk and the ‘register here’ tab and downloading the entry form. For those of you without access to the internet, write or ring as follows: Special Events Dept, Heritage Motor Centre, Banbury Road, Warwickshire. CV35 0BJ. 01926 645120. Entry is free to two members of each club.

Goods Vehicle Test Exemption Form
The V112G form was updated in April 2009. The main difference with the new form is that if the vehicle is listed in schedule 2 (on the back of the V112G form), the applicant is now required to indicate which exemption is applicable to this particular claim. This should assist the Post Office staff when the exemption is being claimed. Although it is not a requirement, it might also be of assistance to Post Office staff if you had your V5C with you when you claim your exemption. There is now a requirement for the applicant to retain the form. The new form can be down loaded from www.direct.gov.uk and search using V112G.

MEMBER ORGANISATIONS

Welcome to the following organisations who have recently joined:
Wetherby Classic Car Club
Classics Monthly Magazine
Hillsalive Solutions
D & D Motors Ltd
Sterling Automotive

COMPANIES ACT 2006

The new Companies Act reached the final stages of implementation in October 2009. There are a number of changes which will affect any club that is registered as a limited company. The accounts filing deadline has been reduced by one month with financial penalties for late filing. Some things have been relaxed for example the need for a private company to hold an AGM, or to have a unanimous vote for resolutions. There are also changes to proxy voting. The key things that have been introduced this October affect directors’ addresses which no longer have to be disclosed; changes to the arrangements for inspecting a company’s registers; setting up a company (this has been made easier); company articles will now include the company’s objects and liabilities.

Companies House have printed a useful guide to all the changes available from www.companieshouse.gov.uk

The Federation’s Incorporation Pack which can be purchased by member clubs thinking of setting up as a limited company is being revised to include these changes.

CLUBS INSURANCE SCHEME

We have had some very positive feedback from clubs who have taken out insurance through the specially negotiated scheme administered by Aston Scott.

Ed McDarmaid who is our contact as Aston Scott has pointed out that there are a number of other policies which may be of interest to FBHVC members of which clubs may be unaware.

•    Event Cancellation: covers amongst other things up to 20% of the costs if an event is cancelled due to adverse weather conditions and 20% of any relocating costs. Prices start from £200.

•    Directors and Officers: protects directors, officers and committee members of the club against claims arising from their actions or decisions. Prices start from £250.00

•    Legal Expenses: covers among other things tax disputes and legal defence costs and offers a 24 hour help line. The price is £95.55.

For details of any of the above please do contact Aston Scott Tel: 01483 899490. The FBHVC does not receive any commission or other payments from Aston Scott for providing this service to member clubs.

CLUB NEWS
David Davies

The cover illustration of R Memoranda from the Riley RM Club shows an RM on the Royal Plaza in Bangkok – any ideas as what it was doing there? There is also a useful and informative article on the Lucas RF 91 voltage regulator in the August edition of their magazine www.rileyrmclub.org.uk

Still on electrics, the magazine of the AJS & Matchless Owners Club has an article on testing magneto armatures. www.jampot.com

Transverse Torque, the journal of the Ford Y and C Model Register, reminds us that the De Luxe Model C celebrates its 75th birthday this year and that the Ford plant in Dagenham celebrated its 80th birthday on May 17.

The magazine of the Austin A30-35 Owners Club features Henry Morgan’s A35 which he has owned for 52 years. The magazine also reminds us of Colin Peck’s book – ‘The Last Real Austins’. ISBN 6-36847-04193-9

The MG Car Club magazine has a charming cover photograph of a car tip-toeing through a ford on the club’s Exmoor Weekend. Inside is a fascinating article on the exploits of EX 181 and EX 219 on the Bonneville Salt Flats in 1959. www.mgcc.co.uk

That diligent recorder of the activities of the Register of Unusual Microcars in a parallel universe, Rumcar News, tells us of a folding motorised scooter designed in 1953 by Monsieur Victor Bouffort, of France. The principal objection to this contraption would appear to have been that although it was exceedingly compact, you couldn’t lift it! See www.rumcar.co.uk

The Bullnose Morris Club magazine has some notes on carburetion that could be useful to anyone wishing to enhance the performance of their car. www.bullnose.org.uk

The Morris Commercial Club magazine has an interesting feature on ‘Roadless’ conversions of one-ton Morris lorries – do any survive? There is also a photograph and a tantalising caption ‘Ben Nevis Expedition 1962’ with an Austin Gipsy in some difficulty. Has anyone out there got more information?

The Lakeland Historic Car Club’s magazine suggests that to protect restored spare parts from dirt and moisture wrap them in clingfilm.

The Rapier Register brings the unusual and interesting Anson Engine Museum in Poynton, Cheshire to our attention.

The Singer Owner’s Club magazine highlights the company’s involvement with speed boats in the 1930s. www.singerownersclub.co.uk

Staying with boats, there is a short article in the Riley Motor Club’s Riley Record on Bulldog 11, a 400 kg class speedboat with a 9 hp Riley that established various records in the 1930s.

A delightful quote from the Society of Automotive Historians journal: ‘The route to be followed by the M4 was debated for longer than it took for the Romans to suppress the country’.

Steaming, the magazine of the National Traction Engine Trust, has a beautifully illustrated article on the seven year rebuild of a Sentinel DG6 that was once the property of J Lyons & Co (Lyon’s Tea) www.ntet.co.uk

The Journal of the Fire Service Preservation Group gives us a history lesson on the fire fighting systems employed by the Romans in 6 AD. The Group also sounds a warning that in these straightened times, many brigades are neglecting, abandoning, or even discarding for salvage the heritage of the British Fire Service and that it is essential to remain alert to any adverse developments. www.f-s-p-g.org

The Messerschmitt Owners’ Club magazine enlightens us to the trials and tribulations of sourcing appropriate tyres for micro cars. www.messerschmitt.co.uk

The Standard Motor Club Review relates the story of the ground-breaking Standard Union Agreement of 1948 between Sir John Black and Jack Jones. A fascinating little article lists the occupants of a suburban street in Cosham, Hampshire and includes details of their respective motorcars – compiled by a five-year-old to enter into his ‘I Spy’ book. www.standardmotorclub.org

The Bugatti Owners Club magazine tells us the sorry tale of the dispersal of the Bugatti patterns to the four winds after the death of the Schlumf Brothers. There is also a brief biography of the Atalante-bodied 57502 that was auctioned recently.

There is an arresting photograph in the June issue of Buzzing from the National Autocycle and Cyclemotor Club of the arrival of 80 Mobylettes at the Bristol premises of Aplins in the 1970s. Aplins are still in business at the same address.

Driving Member, the journal of the Daimler and Lanchester Owners’ Club has a brief illustrated history of the Royal Lanchesters that belonged to King George VI and which have been repatriated from the USA, see www.lanchesters.com for more information.

The AM Quarterly of the Aston Martin Owners Club tells us of the return of the oldest surviving Aston Martin to the club’s headquarters.

There is a quote from Henry Ford in the magazine of the British Austin Society, “Quality means doing it right when no-one is looking”.

Stardust the magazine of the Sunbeam Talbot Alpine Register celebrates 40 years with a photograph of members’ cars at the Chatham Dockyard on the front cover and a delightful Rootes group advertisement from 1952 on the back cover. There is also a report on the affixing of a plaque on the premises, in Hawkhurst, Surrey, where William Rootes first set up in business.

There is another salutary tale relating to sub-standard rotor arms and contact breaker points in the magazine of the Fairthorpe Sports Car Club (How do suppliers get away with this?) www.fairthorpescc.com

There is a useful list of 35 service stations that offer leaded petrol in the Austin Counties Car Club magazine: www.austincounties.org.uk

Fishtail the magazine of the Velocette Owners’ Club has an excellent article on crankshaft balance factors, their calculation and achievement. www.velocetteowners.com

The Bentley Drivers’ Club Review carries an account of a visit to the Hollin Hall collection of the Ward Family, which includes a Fairbanks-Morse tractor with a 27 litre single cylinder engine.

Could this be classed and being ‘green’ or environmentally friendly? An article in NECPWA recommends boiled linseed oil as an underseal. There is also an account of participation in the 65th anniversary of the D-Day landings with details of a 1940 AEC Matador that made a 1,400 mile round trip to Utah Beach at 11 mpg and of a convey of 145 WW2 British motorcycles that formed up for a convoy.

In these days of private jets, helicopters and vast ‘mobile homes’ it is salutary to look back to 1959 when competing for the European Championship Motocross was estimated to cost £35 for each rider per meeting. In many cases, the prize money was worthless as it was paid in eastern European currencies. The topic is covered in greater detail in the magazine of the Greeves Riders Association.

The Globe, the magazine of the Triumph Razoredge Owners has a useful feature on dynamos and their ailments. www.trocltd.com

The magazine of the Morgan Sports Car Club has an interesting article on the first appearance of a Morgan at Le Mans driven by Prudence Mary Fawcett from Sheffield. She finished 15th, winning the Rudge Whitworth Cup. Where is the car now I wonder?

The magazine of the Land-Rover Series One Club can be relied upon for the outstanding quality of its photographs and the latest issue has a fascinating illustration of a Land Rover working with a two-furrow plough. Also Issue 147 informs us that the essential restorers’ guide has been reprinted. www.lrsoc.demon.co.uk

More trials and tribulations with replacement/repro electrical components are described in heart-rending detail in the August edition of Octagon from MG Octagon Car Club. www.mgoctagoncarclub.com

The Leeds and District Traction Engine Club has a most interesting programme of social evenings planned for the winter months. More information can be obtained from Alan Jackson 07850 218707 or alan@bjacool.co.uk

There is a brief description of the facilities available at the Lathalmond premises of the Scottish Vintage Bus Museum in their latest magazine – worth bearing in mind should you be planning an event north of the border. www.busweb.co.uk/svbm

Doesn’t time fly? The Vintage Taxi Association magazine has details of the book published to celebrate 50 years of the FX4 taxi – and here’s me still thinking of it as a new design.

Moking, the magazine of the Mini Moke Club, has a feature on the Moke that appeared in The Avengers TV series in 1965, BOX 656C. Where are you now?
FEEDBACK

Romer Adams of the Austin Counties Car Club has written to confirm that the Ecurie Ecosse transporter is indeed alive and well and was spotted at the Silverstone Classic meeting in July carrying the equally iconic Jaguar sports cars. In its heyday it was considered to be the state of the art and much envied by rival racing teams. Romer writes that he believes that the vehicle is powered by a Commer TS3 two-stroke diesel which at full revs could be heard for miles!

EVENT NEWS
Colin Francis

The etiquette of event driving (rally driving) appears to have gone downhill in the last few years so it may be worthwhile writing about this. Convoys of cars are becoming more frequent. I live in Tetbury in Gloucestershire and see quite a lot of tours coming through the town. If you see one car one usually sees another five or six following on its bumper – and these cars have invariably set off at one minute intervals not in a convoy.

The most important factor that one must learn as a driver on events is that if a car catches up with you it is probably going faster than you are. Of course letting a car past is against the instinct of most drivers but event etiquette is to let it past as soon as possible. One should learn if drivers come up to you at the start and ask you to pull over when they catch you up, you have gained a reputation as a ‘baulker’ and that should dismay you. Of course that may never happen if you drive reasonably as one minute start intervals usually mean cars are at least half a mile apart.

There are other ways that you can demonstrate that you are an experienced driver. The first is the line that you take through bends. An experienced driver once said to me that most drivers these days have lost the art of overtaking. It is not easy if there are many cars on the roads but most events try to use quieter roads anyway so do not form convoys. Secondly if you pass a car one can help the next cars by judicious use of your indicator. This shows you are an experienced rally driver and often gets a thank-you later.

Etiquette means you are thinking of others as well as yourself.

I recently spent a week on the Isle of Wight and used some older maps which I have. I have many and would be pleased to dispose of many of them to a good home, contact me at colval08@btinternet.com. I used a first series 1/50,000 OS map marked ‘The Solent’, which cost £1.15 in 1974, and a 1/63,000 OS seventh series one inch to the mile map No. 180 which cost me 6/6d for the paper folded edition in 1968. Except for a new road around Newport the maps were as useful as when they were first published. Until the 1/50,000 series came out navigators used the one inch series on events and they were as good as the later ones, albeit one had to know which white roads were tarmac or at least ‘goers’. It was also useful to have good eyesight and a very good map magnifier. The current 1/50,000 sheets 102 to 204 were published in 1974 and the one inch sheets 1 to 93 were not replaced by numbers 1 to 101 until 1976. I have most of them.

There is just one event to mention in this edition. The Ulster Automobile Club is running its Circuit of Ireland Retrospective Rally on 9-11 October. It also has a one day Retro Mini Challenge on the Saturday to celebrate 50 years of the Mini for any road legal Minis and says that no special modifications are required. It will focus on the Ards Peninsular near Lisburn so take your Mini over there.

COMPANY NO. 3842316 COMPANIES ACT 1985

FEDERATION OF BRITISH HISTORIC VEHICLE CLUBS LIMITED

(a company limited by guarantee and not having a share capital)

TENTH ANNUAL GENERAL MEETING

The tenth Annual General Meeting of the Federation of British Historic Vehicle Clubs Limited will take place at 1100 in the C S Rolls Wing of the Hunt House, Paulerspury, near Towcester, on Saturday, 17 October 2009 for the following purposes:

1. To consider and approve the minutes of the Annual General Meeting held on Saturday, 18 October 2008 as made available to members in November 2008. [Copies available on request]

2. To receive the Financial Statements for the year ending 31 May 2009.

3. Election of Directors.

4. To receive the Report of the Directors.

By order of the board

Rosy Pugh, Company Secretary

The four Directors responsible for Legislation; Relations with Traders; Liaison with Event Organisers and Participants; and International Relations retire this year and nominations for these posts were required by 4 September 2009.

CONFERENCE

Speakers

TBA: What do club members want?

Mike Williams, Beaufort Restoration Services: What skills training do we need now and in the future and which are endangered?

Paul Hawkins, Group Training Manager, CES UK; Automotive Training School: Can what is needed in the future be provided?

Tony Davies, FBHVC Director for Trade and Skills: How the FBHVC can help

COST AND REFRESHMENTS

Attendance only tickets are free to delegates from FBHVC subscriber clubs and to FBHVC supporters but are £5 to others.

Attendance & Refreshment tickets include morning coffee, buffet lunch and afternoon tea and are available at £17.50 each to delegates from FBHVC subscriber clubs and to FBHVC supporters but are £20.00 to others.

Tickets should be ordered from FBHVC secretary by Friday, 9 October.

The address is Stonewold, Berrick Salome, Wallingford OX10 6JR. A SAE would be appreciated. Fax: 01865 400845. E-mail: secretary@fbhvc.co.uk Payment may be by cheque payable to FBHVC or by card.

If paying by card, please quote expiry date and security number, and (for Maestro cards) start date and/or issue number. We are now unable to process card payments without the three-digit security number.

FBHVC is indebted to the Sir Henry Royce Memorial Foundation and the Rolls-Royce Enthusiasts Club for providing the venue at no cost.