Map of Speedtracktales V2.0 readership for first year

It was over a year ago whilst searching for some ISDT specific archive photo’s I was given a number of photos I had no need for. Such things are not items you can simply fling and I looked for a home to donate them to. I was pointed to Speedtracktales but on arriving found the site had gone, unknown to me the originator had come to the end of his ability to sustain the costs with maintaining the url and servers for a labour of love. Luckily some persons had sidled it away onto a free site where the contents could be seen. Eventually finding Taff Issacs who was the originator he had no way to edit further and my photos were not of much use. After a bit of correspondence I agreed to set up a new website and rehouse the collection so that it could be easily accessed by persons wishing to research the historic years of the International Six Says Trial before it changed its name to International Six Days Enduro in 1981.

On about the 11th April 2012 the first of the new pages was started taking about 2 weeks to set about transferring the content which was lucky as the original archive server was shut down just after that work was completed. From now on the site stands alone from any individual or body I am just the Janitor / Librarian of the worlds information. In order to fill many of the holes of information I have obtained though the generosity of many of the followers of the old site a number of important documents not available before and have also been hunting out and acquiring valuable material from places such as eBay. The future of the site is however very much in the hands of those reading it and contributing to fresh material filling in lost memories of the event.

With this year seeing both the 100th anniversary of the first ISDT as well as a similar anniversary for the first Tour De France it will hopefully be a great year to recall the past days, the heros and the friendliness between nations this competitive event achieved often at times of great trouble and hardship of wars and economic woes and can do more to encourage nations to work together in cooperation than to try to diminish each others value by the outdated notions of national superiority.

Hopefully the many people selling material on eBay will not be using the below list to often to set the value of materials they are putting on sale.

The wordpress service comes complete with hand admin stats logs which although not as good as Google Analytics do provide some useful information about what is popular and what people come to the site looking for. Below as a first birthday review I have complied a number of charts based on the popularity by visits of material or the number of search engine queries that were made.

The above image provides a guide where visitors came from if their IP address had a national ID. the below is a list of the top 10 nations visiting the site. If reading this, you are one of the non British readers, a special hello is extended to you.

UK
Germany
USA
Italy
France
Netherlands
Australia
Canada
Czech Republic
Poland

The 10 most popular pages

Home Page
General History of ISDT
About
Rolf Witthoefts 1980 ISDT BMW
ISDT 1964
ISDT Tube
ISDT 1939
ISDT 1961
ISDT 1954
ISDT 1960

The search terms used by those finding the site through the popular search engines provides an idea of popularity of Events, Riders and Motorcycle Marques and Models

The ISDT event most appearing in search engine referrals was the very controversial ISDT 1939

Top 10 events via search engine referral

ISDT 1939 – Germany
ISDT 1953 – Czechoslovakia
ISDT 1964 – East Germany
ISDT 1952 – Austria
ISDT 1951 – Italy
ISDT 1971 – Isle of Man
ISDT 1913 – Carlisle
ISDT 1973 – USA
ISDT 1948 – Italy
ISDT 1974 – Italy

The top 10 riders from search engine referrals were

Ken Heanes
Herbert Schek
Georg Meier
Peter Bradley
Marjorie Cottle
Sebastian Nachtmann
Steve McQueen
Arthur Lampkin
Johnny Brittain
Bud Ekins

I am certainly not surprised at the popularity of Ken Heanes, the Germans and Steve McQueen but there were many great riders not there from the Golden era of the ISDT in the 1930′s and 1950′s.

The most popular search for bike make was BMW and the R68 being the most enquired about bike. Georg Meier a famous works BMW rider is also near the top of rider popularity stakes

Most popular Motorbike Make or Model Search terms

BMW
Triumph
MZ
Zundapp
BSA
Sunbeam

The run away winner was the BMW which sees by far a significantly higher numbers of queries. Apart from BMW popularity with big trail bikes, right now I think BMW is sitting on a potential gold mine if it were to release modified updated retro versions based on the simplicity of its 30′s and 50′s ISDT mounts because as far as models went the most popular model of bike by a mile is the BMW R68 which has a lot of fans followed by the R67 then R68. Triumph mostly picks up interest in the form of the later Cheney Triumphs although the Trophy models are popular. MZ and Zundapp are very popular and the surprise bike is the Sunbeam Sidecar as ridden by Peter Bradley as it would appear the rider and bike retain a popular standing as a legend of the sport. It will be interesting to see how these results change over the next few years as the site becomes more established.

We were excited when the FIM copied its archive collection of Stewards Reports and results still available in it’s archive. These have been very popular with site visitors looking at the download logs.

Our collection is not complete and today I am again endebted to ‘STB’ and Marc at the FIM for scanning this copy of the 1936 ISDT final report to add to our collection.

Download Steward’s Final Report for the 1936 ISDT here

One of the great features of the ISDT for most of it’s history was the participation of the motorcycle sidecar. Our site’s visitors logs show riders like P Bradley with his Sunbeam outfit or Stuart Weycott and his Velocette remain a popular search engine query that brings a lot of visitors

Photo shows WS Waycott (596cc Velocette sc) making his brilliant, unassisted climb of Fron Bache ISDT 1938 (Speedtracktales Collection)

I was therefore very pleased when German reader Rainer Laidig sent me a copy of the guide he made to Sidecars in the ISDT 1951 – 1956. Although in German it contains many images, especially of British riders, that are wholly new to me as well as some of our own and its good to see our photos helping add to the knowledge of the world of this fantastic event and the amazing men and bikes and passengers too.

image of front of Rainer Laidig’s History of the ISDT Sidecar scene 1951 – 1956

Download the above document as a pdf

Just in a news release from Dot Jones with Centennial Ride news.

The original emblem of the FICM International Six Days Trial

April update.

On Monday August 18th 1913 one hundred and sixty riders set off from Carlisle to follow the route of the first day of the International Six Days Trial. The ISDT has grown in strength through the years to become the International Six Days Enduro with teams from all around the world competing for the World Trophy. In that very first ISDT there were fifty nine motorcycle manufacturers represented, one of which was a Campion ridden by a Mr George who won a Silver Medal.

On Sunday August 18th 2013 the Mayor of Carlisle will drop the flag to send a Campion 4 hp model as the first machine to follow the same route on the Centennial Ride. This Ride will start and finish in Carlisle, alongside the Castle to celebrate the centenary of the ISDT/E. The riders will enjoy lunch in Keswick just like the competitors on that first day. Amongst the machines already entered in the Centennial Ride are many with a long association with the ISDT including a 1931 AJS 498cc that was ridden by George Rowley from Wolverhampton. In those days machines were used in all disciplines of sport and George rode in the 1931 TT in the Isle of Man before making a few modifications to the bike ready for the ISDT.The following year in Merano, Italy George again rode his AJS to win the final Speed Test which suprisingly took place on the seventh Day and helped Team GB win back the World Trophy from the Italians who had been hoping to complete a hat trick of wins. There will be a brace of Jawas that competed in the 50th ISDT held in the Isle of Man and many examples of special Triumphs built by Eric Cheney. As yet there are no Morgan three wheelers or sidecars entered so please search around for at least one of each of these to make the entry list as varied as possible.We also need a few lady riders to represent those early pioneers.The last machine will be a KTM EXC complete with decals for the 2013 ISDE in Sardinia, so there will be one hundred years of bike development clearly on display.

The Ride is not restricted to machines or riders that have taken part in an ISDT but open to all as long as the machine is of a type that could have taken part. The route of the Ride is sadly now all tarmac but travels through fantastic scenery and over many iconic passes in the Lake District National Park. On Saturday evening everyone will gather at the Swallow Lynton Hotel in Carlisle for a buffet and natter when memorabilia will be on display. Please bring along any films, photographs, DVD’s, posters, pin badges etc for everyone to enjoy.

As part of this ISDT/E Festival there is also a Centennial Rally taking place over three days in the forests north of Carlisle. With classes for vintage enduro machines, trail bikes and rally bikes and this will be a fantastic event. Regulations and entry forms for the Centennial Rally and Ride are on line at www.bigbikerallychallenge.co.uk and for further information contact Dot Jones by email at isde100@live.co.uk.

For accommodation visit http://www.discovercarlisle.gov.uk or call the Swallow Hotel on 01228 525255 for special room rates.

I was very pleased to find this email in my inbox recently and thought it would be good to share with those who may be interested or inspired to repeat a similar venture.

Photo of George Rowley working on his AJS at ISDT 1939

This was one of a number of images clearly scanned from the original photo and sent in to Taff Isaacs by Stephen Dolling. The given dates of many of the images were subsequently found to be wrong and since the old site was disbanded Taff no longer has the senders contact details. I did however not long ago find an account on ‘Photobucket’ that had higher resolution copies of the same images. Attempts to get a dialogue with the owner have been pursued by myself and a few others with interest in publishing the photos have yeilded no response and is possible the account holder may have moved on.

Photo of # 135George Rowley on his works AJS [FXM 791] at the ISDT 1939 (courtesy Technische Museum Wien)

The above photo like a number on the 1939 has been found at the rather amazing archive of ISDT images held at the Technical Museum Vienna. The fact a government institution such as this is able to gather , and publish an authoritative collection of historically important images from professional motor sport photographers for public research is a credit to the Austrian Nation.The museum web entry for this image is here

The spread sheet John Tinsley prepared listing all the British Riders who took part in the 1939 event and other details known can be downloaded from here

Thanks to our European man Friday ‘STB’ we have already had sight of ‘the Motor Cycle‘ report on the 1927 ISDT. Luckily a copy of ‘Motor Cycling‘ of the 24th August 1927 turned up on eBay recently promising a full report on the ISDT of that year which was subsequently obtained and the relevant article is reproduced here. The issue was also stuffed full of trade adverts connected to the event which we have provided a few but will get around to scanning them all to be posted later.

image – cover of Motor Cycling 24 August 1927 ISDT 1927

The ‘Motor Cycling‘ editorial is reproduced below, which whilst noting the success of the event, in particular the British Silver Vase ‘B’ Team who ended up winners and the first and only team of women to win the Vase pointed out some shortcomings in the organisation.

“AN UNSATISFACTORY TRIAL.

THE International Six Day Trial, just concluded in Lakeland, has provided another victory for British machines. That was by no means unexpected, but, as a study of our report of the trial will show, it was thoroughly complete and convincing and by no means a mere “win on points.” It is further to be noted that the foreign team who were the runners-up for the International Vase – beating the English “A” team were mounted on British machines. Throughout the trial the riding of the Continental competitors earned high praise, and it may therefore be inferred that the British triumph is due to the excellence of the motorcycles produced by this country and not merely to the ability of our rider. We find, however, even greater cause for satisfaction in the achievement of the English ladies’ team in winning the International Vase That its members should have beaten their male opponents in a trial of this nature, over a course that was in portions, quite severe, speaks volumes for their skill and for the modern motorcycle, and the result of last week’s  contest will, we believe, do much to further the popularity of motorcycling amongst women.

To the visitors from abroad, and to the manufacturers of their machines, we can also offer our congratulations. They put up a spirited showing, and the Swedish team, in particular, was at one period distinctly menacing. We express the feelings of the whole of the British motorcycling world when we say that we look forward to seeIng an even stronger contingent from the Continent in next year’s International trial. In the past, after an important event organised by the Auto-Cycle Union, It has almost invariably been our happy duty to felicitate that body on its arrangements. Unfortunately, in the present instance , that impossible; on the contrary, we consider that the organization of the International Six Days’ was open to not a little criticism. It very largely failed both as regards planning and administration; the trial was not well conceived, nor was the conception carried out In a satisfactory manner. The selection of the routes can hardly be considered as fortunate ; the trial showed an extraordinary lack of balance , the serious work being almost entirely concentrated into Friday afternoon and Saturday morning. That was particularly unsatisfactory from the point of vIew of would-be spectators, and it may also be added that very little was done to acquaint the public of the fact that such an important and interesting event was being held.

The trial also partook too much of a test of time-keeping – a most undesirable thing in an event of this kind – whilst the number of protests at the conclusion of the trial indicated a certain slackness in the administration, as did the numerous unofficial complaints that were heard from competitors. It was singularly unfortunate that the A.-C.U. should have selected the International Six Days’, of all events in the year, for the perpetration of a series of faux pas.”
View a copy of the report of the event can be read here courtesy of our issue.com library

Again I remain indebted to my European Researcher and top ISDT consultant ‘STB’ who has allowed us to access these daily route sheets for each day of the ISDT 1958 from the archive collection of the late Mr Harro Esmarch.

These cards are provided each day to competitors not only indicating the distances and location of check points each day as well as fuel stops, tests and lunch stops. The cards also list the time schedules that are in place based on a number of scenarios directed by climatic conditions on the day. It also categorises the going on the ground as

• I Tarred,
• II Fair,
• III Bad and
• IV Very Bad

Image – Scanned Daily Control Sheet – Day 1 ISDT 1958 (Speedtracktales Archive) (Courtesy of the collection of the late Mr Harro Esmarch)

Image – Scanned Daily Control Sheet – Day 2 ISDT 1958 (Speedtracktales Archive) (Courtesy of the collection of the late Mr Harro Esmarch)

Image – Scanned Daily Control Sheet – Day 3 ISDT 1958 (Speedtracktales Archive) (Courtesy of the collection of the late Mr Harro Esmarch)

Image – Scanned Daily Control Sheet – Day 4 ISDT 1958 (Speedtracktales Archive) (Courtesy of the collection of the late Mr Harro Esmarch)

Image – Scanned Daily Control Sheet – Day 5 ISDT 1958 (Speedtracktales Archive) (Courtesy of the collection of the late Mr Harro Esmarch)

Image – Scanned Daily Control Sheet – Day 6 ISDT 1958 (Speedtracktales Archive) (Courtesy of the collection of the late Mr Harro Esmarch)

!931 was the first year that the ISDT visited Italy outright. Although other events had crossed into Italy before, by 1931 Italy had a good home Motorcycle Industry and the sport was popular and growing. The ISDT 1931 was the beginning of many visits to Italy

Luckily one of this site’s keenest supporters has found and scanned a copy of ‘the Motor Cycle‘ issues produced in the run up to and during the event which provide an excellent record of the 13th event of the ISDT which was based at Merano near Monza.

You can read this scanned copy, here at our issuu.com library

I am really grateful to reader M Ryan who has been generous in taking the time to scan and send us his own copy of the ISDT 1938 Official Programme which can now be read on this post thanks to our library of documents at issuu.com

Cover of ISDT 1938 Programme

You can read the entire programme cover to cover here.

We always welcome the generosity of readers wishing to share their collection of old ISDT programmes or other printed matter

Image – scanned cover of Official Programme for the ISDT 1958 at Garmisch Parternkirchen (Courtesy of the collection of the late Mr Harro Esmarch)

This copy of the event programme is from a collection of documents that were gathered by the late Mr Harro Esmarch a German Motorsport Journalist and historian and have now been passed to our reliable european correspondent ‘STB’. As ever we are endebted to the many generous readers of this web blog about the ISDT for the gift of copies of the important documents and reports on the events which help many to recall past times as well as those like myself who were not there but want to know more or may be researching a project related to their family or the restoration of an old classic bike once ridden in the event. Without our contributors like ‘STB’ who has donated large amounts of often exclusive content to us much of the history the site protects would remain lost. Here we have a copy of the official programme of the ISDT 1958 event. In addition this copy has been annotated by hand to list corrections to rider machines and teams where they changed between the date of publication and event registration. Using our issuu.com library we can let those on devices that support ‘flash’ software the ability to read the original copy.

Delighted by the regular email from Bonham’s announcing their next classic bike Auction in Oxford on 15 June 1913 in association with the VMCC Banbury Run. I was pleased to see Brian Nash’s almost works 1953 Royal Enfield 700c Meteor Trials Outfit ridden in the 1955 ISDT in Czechoslovakia is available to a caring home.

Photo – 1953 Royal Enfield 700cc Meteor Trials Combination Brian Nash rode in the ISDT 1955

More information is available on this speedtracktale page alas we do not appear to have any original images of it in action, or much on the 1955 ISDT for that matter s oif anybody can help out please do.

Apologies for the brevity of posts recently its a busy time of the year at Speedtracktales Towers at the moment with the annual peak of the cycle and enduro calendar causing me much distraction.

One of our most reiable sources of material on the ISDT is the Technisches Mueseum Wien, The Technical Museum of Vienna which has amassed a considerable collection of historic programmes and pamphlets connected with all forms of Motorsport which have all been scanned and can be viewed online at issuu.com where they have a dedicated page – http://issuu.com/technisches-museum

hello and apologies for the recent poor abandonment of service, partly due to a rather hectic race season backed up by some good weather that could not be missed. What have I missed whilst I was missing.. well looks like issuu.com altered the embedding code they provide to embed their documents in wordpress blog pages which now work no longer so apologies I can’t embed the latest treasure uncovered from the wonderful world of eBay an original copy of the Motor Cycling Issue of the 5 October 1961 covering the first 3 days of the ISDT in Llandrindod Wells, Wales. I am now desperately seeking the next weeks issue.

This event was the last to venture into North Wales where it crossed the Berwyns from Llandrillo over the ancinet road more commonly known these days as the ‘Wayfarer’ named after the memorial at the summit of the pass dedicated to the memory of one of the great cycling journalists and part founder of the Rough Stuff Fellowship an organisation for off-road cycle touring.

Motor Cycling issue of the 5th October 1961 covers the opening of the event

Click on the link below to take you to the document on issuu.com

ISDT 1961 Llandrindod Wells report

It is truly fantastic that in a world where so quickly established technologies come and go. The old becomes lost in a haze of moribund redundancy for a while before it may again be cherished. Not only has an off road reliability trial motorcycling event of six days duration continued for 100 years despite the changes of fortune of the hardware as well as the impact of the world around it with increased legislative pressure and environmental protocols. It survives in a form that those original pioneers will not be that bewildered at what it looks like today. Also its history is cherished by enthusiastic followers and many of the early examples of machines are still treasured and the details of what happened are being recorded and saved to ensure the legends and stories are not lost to generations to come.

I was lucky to be pottering around the Lake District this weekend. This is the place the event started and where Jim and Dot Jones organised a splendid event incorporating the best of new and old to ensure the 100th anniversary of the first holding of the event was marked and commemorated with respect.

Below are a few photos I took when encountering many of the old bikes which looked splendid to all as they popped and chugged along the old lake road at Thirlmere as they approached the lunchtime stop in Keswick.

Here an old British classic chugs through a rock cutting as the old road that was created by Victorian Civil Engineers in order to establish Thirlmere to provide a clean water supply for the growing population of Manchester. A work that made a lasting mark on the landscape of the Lake District and later to provide much pleasure and joy to the public seeking recreation in the fresh air just as the historic road builders making the Mountain Tracks would do.

The following images come from the Thirlmere dam check point and any help identifying the persons involved would be welcome. Any images other people have taken will be linked to as we become aware of them.

Photo – Ariel !SDT 100 – 1913 to 2013 centennial ride

Photo – smoking two strokes as an Italian SWM goes on its way !SDT 100 – 1913 to 2013 centennial ride

Photo – !SDT 100 – 1913 to 2013 centennial ride

Photo – !SDT 100 – 1913 to 2013 centennial ride

Photo – !SDT 100 – 1913 to 2013 centennial ride  

Photo – !SDT 100 – 1913 to 2013 centennial ride

Photo – !SDT 100 – 1913 to 2013 centennial ride

Photo – !SDT 100 – 1913 to 2013 centennial ride

Photo – !SDT 100 – 1913 to 2013 centennial ride

Photo – !SDT 100 – 1913 to 2013 centennial ride

Always proving very popular with readers are any course maps that exist for the old events. Our latest discovery comes from our European correspondent who has provided a full colour scan of the original official event map. Check out the full map for the six days of competition over on our ISDT 1960 page

Image – scanned route map days 1-3 ISDT 1960 (Courtesy Harro Esmarch Collection)

PPPP = preparation prevents pisspoor performance

In the 20th January 1966 issue of the popular motorcycling magazine ‘the Motor Cycle‘ is an article  written by Peter Fraser and covering the plans of the newly appointed British Team Manager and ISDT medal and trophy winning Stalwart Jack Stocker and his deputy Eric Davey.

Photo – Jack Stoker

Age 49, first rode in the ISDT 1937 on a sidecar outfit; member of British teams from seven years from 1948 to 1954, won a gold medal on every occaision. Was factory supported by Ariels from 1935 to 1948 and Royal Enfields from 1948 to 1954. Rode three-fifty singles, five hundred singles and twins and seven-fifty twins in the isdt. Following illness in 1955 assisted with organization until 1961. Well known as a successful one-day trials rider and scrambler on both solos and sidecars.

Photo – Eric Davey

Age 42, joined the Royal Artillery in 1937, transferred to REME in 1943, became manager of Army motorcycle team for 1961 for the ISDT in Wales, has become well known to riders at ISDTs since. Noted for his capabilities in the organizing sphere, knows the terrain in Sweden, scene of this year’s trial. Eric is a regular soldier with the rank of Major, at the Army MT school, Bordon, Hants.

Photo – Stocker (left) and Eric Davey (right) discuss plans for this year’s international with Peter Fraser

A BOLD plan to bring, British ISDT teams to fighting pitch for the world’s top nation-v-nation tussle came to life as I chatted with Jack Stocker and Eric Davey. They spearhead the new, on-the-ball policy of the ACU and the Industries Association. Though the lSDT is eight months ahead, Jack has already been appointed team manager and Eric administrative controller.

There’s no doubt we needed a new-look set-up after the sorry showing of our teams in the Isle of Man last September If that debacle did no more than shake us out of our lethargy, the price was worth paying. This imaginative scheme far exceeds anything done: in the past and if the various idea are faithfully carried out our riders, and their machines, must go to the line in Sweden far better prepared than ever before.

Photo – Hankley Common in 1953; Jack Stoker (499 Royal Enfield) leads Bert Brett (596 Norton) in the Sidecar

Broadly speaking, the plan is this. On April 19 to 21 at Llandrindod Wells, in Wales, there will be a preliminary try out for men and machines, the actual machine. Intended for use in September. A circuit is being plotted plus a variety of tests, mechanical and riding, which will tax the riders and their bikes severely, The object of all this is to note the behaviour of both under the pressure of these conditions.

On the evening of April 18, before the activities set under way, Jack Stocker will hold a briefing to make sure that everyone realizes, without any ifs or buts, exactly the object of the exercise. Next stage comes on May 16 and 17 when it is back to Wales again for two more days of ISDT training to see how the snags, if any, uncovered in the first spell, have been dealt with.

This time, however, there’s a difference in that the select band of potentials will then be required to weigh-in for the Welsh Three-day Trial with the: same machines.
So, in effect, potential team men and bikes will undergo a five day outing.

Additionally, manufacturers are being asked to enter their riders in either the German Three-Day Trial (June 17 to 19) or the Italian Villi Bcrgamasche Trial (June 27 to 29), Or both, to provide still more competitive experience and testing of machines.

Photo – Stoker (second from left)briefing the British Team for the 1959 ISDT in Czechoslovakia. On Jack’s right is Harry Baughan, doyen of ISDT planning in this country.

FIT IN

Every effort has been made to fit this programme into the calendar so that it causes the minimum interference to riders who have motocross commitments and such-like. At this stage, the riders named will be on the machines with which their names are usually associated. Just what is finally agreed as regards machinery will be revealed later.

Rather than acting as separate entities, Stocker and Davey regard themselves as a two-part unit doing one job. Namely attending to all the needs of the teams both at the start and finish and at the controls during the day.

The idea of Army support arose out of a discussion between representatives of the Army and the Fighting Vehicle Research and Development Establishment following the I965 ISDT.

When support for Army and FVRDE riders in Sweden this year was mentioned, it was thought to be a good idea to make the facilities open to British teams as well. The offer was enthusiastically welcomed by the ACU and the industry.

As a result there will be available several Land-Rovers equipped with wireless and able to carry tbe tackle to meet most contingencies (without breaking any rules, of course!).

As team manager, Stocker has been given the wide powers necessary to get to grips with the job and, so far, is receiving excellent co-operation from everyone else interested in our success.

Plans are also in hand to recruit a small band of ex-ISDT riders to ride the routes in September a day ahead, to provide briefing material for our teams.

Photo- Stamp control shot of Stocker (499 Royal Enfield) in the 1948 ISDT at San Remo in Italy. On that occaision he was a member of the winning British Silver Vase team

Naturally, much of a team manager’s work, as anyone with any knowledge of the ISDT will know, remains behind the scenes, He relies on the support of his riders and helpers to do the unexpected without stopping to ask questions.

Jack Stocker and Eric Davey are the sort of men who, once you get to know them, command that sort of support.

They will make a point of getting to know everyone involved in our effort this year and drawing them into a team set up. As they see the picture, this is what winning the Trophy and Vase means – a team effort from now until the end of the speed test on September 4.

Team Great Britain Shortlist for 1966

Mick Andrews, Scott Ellis, Gordon Farley, John Giles, Ken Heanes, Arthur Lampkin, John Lewis, Sammy Miller, Dave Nicoll, John Pease, Roy Peplow, Jim Sandiford, Ray Sayer, Peter Stirland.

Next Blog ISDT 1960 – report on the Austrian event as experienced by Ken Heanes

I was intending in this post to cover an article by the British ISDT Ace the late Ken Heanes covering his experience as a rider in an ISDT in Austria. However a surprise gift by email from our Euro correspondent of the final results of the ISDT of 1970 in Spain meant I bumped that story on for another post.

Photo of bewhiskered big brother David Catt assisting Ken Heanes, those Triumphs were superbly set up, I’m jealous (Courtesy of Brian Catt) ISDT 1970

A summary of the results shows that

Of 323 starters only 186 won awards of which;

“Oro” – Gold 86, “Plata” – Silver 61, “Bronce” – Bronze 39.

Trophy Teams

1. Czechoslovakia
2. East Germany
3. Sweden
4. Italy
5. Poland

Silver Vase

1. Czechoslovakia A
2. East Germany A
3. Czechoslovakia B
4. Sweden B
5. USA A

Manufacturer Award

1. Zundapp Werke Munich 1
2. Jawa 2
3. Jawa 1
4. Zundapp Werke Munich 2
5. Jawa 3

Club Awards

1. SMK Sweden
2. ADMV Germany
3. ADAC GAU Nordrhein W Germany
4. Holland EST – Holland
5. ADAC GAU Nordbayern Germany

Club teams represented the following nations

Sweden -1, East Germany -1, Spain -1, Italy -2, Holland -2, GB – 3, USA – 8, West Germany – 12

To see the full results of the 1970 ISDT please go to the ISDT 1970 page

The 46th ISDT in the Isle of Man have at last turned up thanks to a bit of overtime action on the FIM photocopier recently. Thanks to Marc and STB for fixing this up, so for those who lost their copy or never saw one you can now find it on the 1971 ISDT page.

Photo of #145 Tony Down passing #136 ISDT 1971

Here is a quick summary of the event

297 riders started, 203 finished 90 retired and 4 were excluded.

Medals
Gold – 143, Silver – 41, Bronze – 19

Trophy

1. Czechoslovakia
2. West Germany
3. East Germany
4. USA
5. Holland

Silver Vase

1. Czechoslovakia B
2. Czechoslovakia A
3. West Germany A
4. Italy B
5. Great Britain B

Club Teams
Canada – 1, France – 1, Austria – 2, West Germany – 2, Sweden – 3, East Germany – 4, Czechoslovakia – 4, Great Britian – 4, USA – 4, Spain – 4, Italy – 6,

It’s always extra special when an email brings in some news of bygone ISDT events that took place in Wales and today our European correspondent sent the official ACU results and stewards report for the 24th ISDT which was held in Llandrindod Wells, the first event to be held in Britain after the break forced by the war. Thanks to the FIM for scanning this set for us from their own ISDT archive collection.

You can get to see a copy of the report in full on our page dedicated to the ISDT 1949 and below you will find a summary of some of the event stats

• Entered – 237
• Started – 230
• Retired – 79
• Finished – 151

• Gold Medals – 93
• Silver Medals – 26
• Bronze Medals – 25
• Finished (No award) – 7

Trophy Results
Great Britain -1
Czechoslovakia – 29
Italy – 54

Silver Vase
Czechoslovakia B Team

Club Team
Sunbeam MCC B Team

Manufacturer
Royal Enfield
199 NS Holmes 226 WJ Stocker 231 CN Rogers

The ISDT 1960 ended in much controversy after extremely hard ground conditions created a controversial result which then changed on appeal to become even more controversial. The going was considered hard for many with many hills so steep they were full of stranded riders. On the other hand it was the event which saw the introduction of the daily special test based on off road going which now is a main feature in the event to decide who the daily winners will be.

“ISDT Seen from the Saddle”

In an article for Motor Cycling 26 September 1960 Ken Heanes provided a insight into the event from a British Trophy team riders point of view that is of great interest to anyone with a deep interest into the event and politics of racing.

From the pen of Ken Heanes…

Photo – Ken Heanes plus ISDT Triumph outside his extended premises at Fleet, Hants. The attractive facade like all the other building work, was done by Ken and his Uncle.

PLENTY of printers’ ink has already flowed through the presses, fed by on the- spot reporters from the I.S.D.T., and plenty more will probably be needed to cope with the criticisms of spectators and armchair strategists. But how did the-man-in-the-saddle see it? Last week Norman Sharpe went down to Fleet, Hants., to talk to Ken Heanes, the most experienced of all this year’s British teamsters, who has amassed three “golds” and a near-miss .. sliver” since he took part in his first International exactly 10 years ago when he was just 16. This is his report:

Naturally, we’d have liked to bring the Trophy or Vase back to Britain this year. but all things considered. I reckon fourth place in the Trophy table was none too bad. Of course. there never was an International without ifs and buts, and if it hadn’t then
for Colin Moram’s, seemingly standard plug being one thread overlong so that the points closed when he screwed it home we’d probably ”have got the message” and made an all-out effort on the special tests in the last four days. As it was, the two marks which the  plug cost us made it pointless to indulge in heroics. And nerve – or sheer lack of imagination was certainly needed on those gruesome tests. Most of them were just plain dangerous: long tortuous blinds along mountain tracks, often with a vertical rock face on one side and a sheer drop on the other and no parachute provided.

Photo – In the Drink: rescue team retrieves the 500cc Velocette of Dutch Rider #277 Theobald Witberg after its twenty-feet plunge from a wooden footbridge into a mountain stream near St. Anna. Witberg held onto the vegetation and kept dry.

The idea of deciding the trial on special test instead of on the speed test is first-rate and the section chosen have got to be difficult if they’re to do their job. but there was quite enough roughery in Austria to make tests which would have done that without being plain stupid. Admittedly we put up a pretty poor show on the brake test, but it was almost impossible to distinguish the finishing line. For one thing it was painted in yellow on concrete, which made it difficult to see, and there were so many people milling around the area that it needed X-ray eye to spot exactly where it was when you were
travelling at about 5 m.p.h. The going on the trial itself was almost the worst any of us had experienced in a Six Day. It would have been bad enough in good weather but in ice, snow and fog. . . ! Particularly unpleasant were the mountain tunnels on road like the Grossglockner: pitch darkness with the faintest glimmer of foggy light to aim for at the other end-provided the road didn’t bend too much. It’s no wonder that there were so many accidents particularly a the whole area was choc-a-bloc with tourist traffic. Some of them were pretty serious, too, like West German Trophy team captain Volker von Zitzewitz’s head-on collision with a Volkswagen Microbus. Long after it, the whole front of his Maico was still firmly embedded in the driving cab–lucky the VW’s engine
was at the back! Yet, oddly enough. the Austrian police didn’t seem unduly upset, though they were after Triss Sharp’s accident. They called at the hotel that night. got him out of bed, asked to see his passport and promptly confiscated it! and when Jack Stocker and Cliff King answered Triss’ yells for help they asked Jack to stay in Austria till after Triss had been prosecuted.

Photo – Heavy tourist traffic didn’t really help on tortuous mountain passes: Here #78 Italian Guzzi rider Dall’Ara Franco waas at least lucky to have a clear view around the bend ISDT 1960

Throughout the trial. as before it, Jack was a tower of strength: There seemed to be nothing he didn’t know about the I.S.D.T. The same goes for H. P. Baughan and Jack Sutton. But some of the other A.-C.U. officials seemed scarcely interested. and it didn’t do a rider’s morale a great deal of good to be asked by one of the Union’s hierarchy whether he was a team member! Generally speaking the organization of the trial was none too bright and the route marking could have been a lot better. There was no dye, only arrows. to show the way, and some of these were spaced three or four miles apart. Even if there were no side turning, the long trek from one to the next could become pretty anxious, which doesn’t help when you’re riding against the clock.

It’s doubtful whether the argument about the ridiculous sections on Thursday and Saturday will ever end. Whatever the result of the Czech’ protest to the C.S.I. about the deletion of the mark lost on Saturday’s silly hill, “Trial by Jury,” as Bernal Osborne
called it, is no way to decide an I.S.D.T. But there was something distinctly odd about the business. On the way to the hill – an impossible 1 in 2 or 1 in 3 horror – l passed several Czech and Russian runners. Yet I didn’t see a single one among the mob of rider waiting to tackle the section. Certainly there was no lack of outside assistance there – I needed plenty myself when the Triumph was balanced on a huge rock step with neither wheel touching the ground – but it would have taken more than that to get to the next control on time, and the fact that only some of the Czech and Russians managed to do so makes one wonder whether they might not have found a convenient way round the hill…. Thursday’s affair was almost equally unsatisfactory. There was so much chaos on the offending hill that you could only join the queue at the bottom and wait your turn to have a go. While waiting I was told I’d been allowed 30 min. delay. When I eventually reached the top, this was increased to an hour. Yet at the same time, A.-C.U. juryman Cliff King told me not to rush to the next check because the section was going to be washed out completely.
As it happened, I pressed on reasonably quickly and made up about 4 min. en route. But, thinking they had ample time in hand, one or two other British riders decided to do a few odd job on their machines. Among them were Lambretta riders Alan Kimber and Roy King who reached the next check about 62 min. outside the original schedule-in other words 2 min. late taking the hour’s delay into account. You can imagine their disgust when they were herded off the starting line next morning and told they’d been excluded for exceeding the 6O-min.-late limit. And unfortunalely there was no British official around to assist them. I’m told the jury meeting had gone on till 3.30 a.m.. but you’d have thought that at least one A.-C.U. man would have been there. I reckon the scooter riders were the real heroes of the trial. conditions were bad enough for comp. bikes; for small wheels and footboards they were heartbreaking. Most of the British contingent tried hard and my fellow teamsters were absolutely first-class , but the effort I admired most of all was Lt. T. E. Owens’. He started the trial with a useless rear brake and a split tank: had to remove the rear brake shoes on the first day; wiped his front brake off four day later: borrowed the shoes from Sammy Miller’s Greeves for the speed test; and won a “bronze.”
Luckily Lt. Owens’ model was far from typical. Most British machines were beautifully prepared and I don’t think team mounts have ever started in better trim – even though most of the work had been done by the riders themselves. Thanks to our our combined experience and the advice of Messrs Stocker. Baughan and Sutton we knew exactly what was wanted. Certainly the 659 c.c. Triumph which Eric Chilton lent and prepared for me was a beauty. It gave absolutely no trouble all week and at the speed test it was reaching 102 m.p.h. despite being two teeth down on standard gearing!

Photo – For them the hardest stint of all – #60 Roy King and #63 Alan Kimber apply the traction which the rear wheels of their Lambrettas can’t. ISDT 1960

The reason for the failure of the long alloy head nuts which put several Greeves out of the hunt, including Vaseman Sammy Miller’s was a mystery. but it at least gave one Dutchman a real chance to show his determination and initiative. He arrived at Monday’s lunch check wi!h a hunk of wood wedged between tank and cylinder-head and the head lashed on by yards of assorted wire – including the barbed variety – wound round and round the entire engine. Luckily there was a spare nut waiting for him there.
Ace performer among the big ‘uns was undoubtedly Germany’s Sebastian Nachtmann (600 B.M.W.). Apart from putting up F.T.D. on all but one of the special tests, his performance in the speed test was incredible as he banked the “B.M.” on to its valve cover on corners – trusting only to knobblies for adhesion.

Photo – Ace performer amongst the big ‘uns: West Germany’s Sebastian Nachtmann swings his 600cc BMW through the swervery of Altaussee. ISDT 1960

But even he was outdone by Sweden’s Rolf Tibblin’ (Husqvarna) who would rush up to the tightish right-hander flat in top, drop down a cog, round the bend in a two-wheeled drift. and change into top again and accelerate away while he was still banked right over – no wonder he was European Moto-cross Champion last year! .

Photo – Dicemanship in the speed test: Swedens’s #161 Rolph Tibblin (250 Husqvarna) leads West German Manfred Shiek (250 Maico)

For many reason, the 1960 I.S.D.T. won’t go down in history as a howling success, but it did at least vindicate !he A.-C.U.’ decision to “have a go” whatever the manufacturers decided. I hope that special tests are here to stay as a mean of deciding ties and  individual awards even though those devised by the Austrians were far too hazardous. And I also hope that the elimination of the speed test a decider will incline the Industries’ Association to renew their support in 1961 and that the Italian – if they stage it – will do a better job than the Oc.A.M.T.C. who were clearly working on a shoetring.
If the evidence of their effort this year is anything to go by the Italians should at least have enough money to put on a good show. Their equipment included a spare practice bike, track suit, trials suit and skin-tight leathers for each rider and they took their
own cooks. doctor and nurses along, too! They were said to have spent £3,400 on their entry!
As for us, the A.-C.U. grant wasn’t, of course enough to cover expenses ,but it helped a lot and we had fun. So thanks to all the clubmen and enthusiasts who made our efforts possible. I hope you don’t think we let you down.

Photo – Ken shows another piece of his handiwork, the adapted – Saucepan spare-chain carrier ISDT 1960

Ken Heanes